FNL SRNMP Vol 2 Uppwd r2

Government of Uttar Pradesh
PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION

Preparation of Strategic Road Network Master Plan for Uttar Pradesh
FINAL REPORT (Revision 1)

SCRN-MP-COMPREHENSIVE DATABASE Volume 2

PREPARATION OF STRATEGIC CORE ROAD NETWORK - MASTER PLAN
FOR UTTAR PRADESH
MASTER PLAN
Volume 2
CONTENTS
1.
VISION STATEMENT
1.1.
1.2.
PREAMBLE
VISION STATEMENT FOR ROAD DEVELOPMENT
1.2.1.
1.2.2.
1.2.3.
1.2.4.
1.2.5.
1.2.6.
1.2.7.
1.2.8.
1.2.9.
1.2.10.
1.2.11.
1.2.12.
1.2.13.
1.2.14.
1.2.15.
2.
Background
Indias Vision for Year 2020
Indias Core Strengths and Inherent Weaknesses
Vision for Economic Development during 2011-2031
Vision for Road Development in UP for 2031
Sustainable Road Development
Sodic Soil
Use of Geo-Textiles for slope protection
Silty Soil
Riverbanks
Replacement of Old-Brick-Arch Bridges
Urban Roads
Energy Conservation
Quality Systems
Funding of Road Projects
DEVELOPMENT AND OPERATION OF BASE YEAR TDM

2.1.
NETWORK DEVELOPMENT
2.2.
TRAFFIC ANALYSIS ZONES (TAZ)
2.3.
TRAVEL CHARACTERISTICS
2.4.
FREIGHT TRAFFIC
2.5.
FINDINGS FROM TRAVEL DATA ANALYSIS
2.6.
BASE YEAR TRAVEL DEMAND MODELLING
2.7.
MODELLING APPROACH ADOPTED
2.1.1.
2.1.2.
2.1.3.
2.1.4.
2.1.5.
2.1.6.
2.2.1.
2.3.1.
2.4.1.
2.5.1.
2.5.2.
2.6.1.
2.7.1.
2.7.2.
2.7.3.
Cube Software Description & Requirement

Network Plan Preparation on GIS & Cube Platform
Base Map Preparation on GIS
Network Building from Base Map on Cube Software
Network Coding
Final Node and Link Diagram for Current Study
Methodology of Zone Formation
Passenger Traffic
Total Daily Trips by Movement Type

Passenger Traffic
Freight Traffic
Context
Intra-Regional Travel Demand

Passenger
Freight Demand
April 2014
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2.7.4.
2.7.5.
Inter State Passenger Travel Demand

Model Calibration
2.8.
MODEL INPUT GENERATION
2.9.
DEVELOPMENT OF BASE YEAR OD MATRIX
2.10.
2.11.
BASE YEAR TRAVEL TIME MATRIX

TRAVEL DEMAND MODELS AND ITS CALIBRATION
2.12.
ASSESSMENT OF GROWTH DYNAMICS OF THE REGION(S)
2.13.
ECONOMIC DIMENSION
2.14.
ROAD RAIL TRAFFIC TRENDS
2.8.1.
2.8.2.
2.8.3.
2.9.1.
2.9.2.
Traffic Zone System

Transportation Network
Traffic & Travel Characteristics
Background
OD Matrix Development
2.11.1.
2.11.2.
2.11.3.
2.11.4.
2.11.5.
2.11.6.
2.11.7.
2.12.1.
2.12.2.
2.13.1.
2.13.2.
2.13.3.
2.14.1.
2.14.2.
2.14.3.
2.14.4.
2.14.5.
3.
Trip Generation Models

Trip Production for Passenger Trips
Trip Attraction for Passenger Trips
Trip Production for Freight Trips (Tonnage)
Trip Attraction for Freight Trips (Tonnage)
Trip Distribution Models
Trip Assignment and Validation
Population
Population Projections for UP
Employment
State Income
Per Capita Income
Overview of Railway Sector in India

Overview of road sector in India
Trends of road and rail traffic share in India
TRENDS OF ROAD AND RAIL TRANSPORT IN UTTAR PRADESH
Inferences on Rail network development of Road Transport Share in UP
TRANSPORT DEMAND FORECAST

3.1.
PLANNING FORECAST
3.2.
DEMAND FORECAST
3.3.
HORIZON YEAR ROAD NETWORK
3.1.1.
3.1.2.
3.2.1.
3.2.2.
3.2.3.
3.2.4.
3.3.1.
4.

3.4.
Population Forecast
Workers Forecast
Trip End Forecast
Traffic Forecast Summary
Trip Distribution
Traffic Assignment
Planned Projects
CONCLUSIONS
IDENTIFICATION OF STRATEGIC CORE ROAD NETWORK
4.1.
4.2.
EXTRACTS FROM SETTLEMENT POTENTIAL ANALYSIS

SUMMARY OF SETTLEMENT POTENTIAL ANALYSIS
4.3.
STRATEGIC CORE NETWORK - APPROACH
4.4.
SCREENING OF NETWORK
4.2.1.
4.2.2.
4.3.1.
4.3.2.
4.4.1.
Weighted Index Method (Development Potential Index, DPI)

Settlement Hierarchy
Vision Statement for Strategic Core Road Network
Approach
Introduction
April 2014
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4.4.2.
INITIAL CORE NETWORK IDENTIFICATION
4.6.
CORE NETWORK EVALUATION
4.6.1.
4.6.2.
4.6.3.
4.6.4.
4.6.5.
5.
4.7.
6.
Identification of Common set of Network links

Introduction
Evaluation of Alternative Scenarios
Identification of Additional Links
Initial Strategic Core Network
Strategic Core Network
IDENTIFICATION OF MAJOR TRAVEL CORRIDORS
ISSUES PERTAINING TO DESIGN OF PAVEMENT
5.1.
5.2.
5.3.
IRC CODES ADOPTED

ADOPTION OF FLEXIBLE PAVEMENT DESIGN GUIDELINES IRC:37-2012 INSTEAD OF IRC:37-2001
VEHICLE DAMAGE FACTOR
COST OF ROAD IMPROVEMENTS OF CORE NETWORK

6.1.
6.2.
CORE NETWORK LENGTH

TYPES OF IMPROVEMENTS PROPOSED
6.3.
ESTIMATES FOR ROAD IMPROVEMENT WORKS
6.4.
REPLACEMENT OF PONTOON BRIDGES BY RCC BRIDGES IN THE CORE NETWORK
6.5.
6.6.
6.7.
NEW RCC MAJOR BRIDGES

REPLACEMENT OF RAILWAY LEVEL CROSSINGS BY ROBS
SUMMARY OF COST OF IMPROVEMENT TO CORE NETWORK AT CURRENT RATES (COMPARATIVE COSTS)
6.2.1.
6.2.2.
6.2.3.
6.2.4.
6.3.1.
6.3.2.
6.3.3.
6.3.4.
6.3.5.
6.3.6.
6.4.1.
6.4.2.
7.
Scoring of Network Links
4.5.
4.5.1.

Typical Estimates
Road Widening and Strengthening Schemes
Rates
Unit Cost of Widening and Strengthening
Costs of Road Improvements of Various Categories
Total Cost of Road Improvements
Need
Number of Pontoon Bridges in Core Network
ECONOMIC ANALYSIS
7.1.
7.2.
7.2.1.
7.2.2.
7.2.3.
7.2.4.
7.2.5.
7.2.6.
7.2.7.
8.
Removal of deficiencies
Capacity Augmentation
Replacement of railway level crossing by ROBs
Replacement of Pontoon Bridges by RCC bridges
Importance of Economic Analysis

ECONOMIC ANALYSIS OF SH/MDR/ODR (WIDENING / STRENGTHENING)
Widening and strengthening

Single Lane/ Intermediate Lane Road and Two-Lane Road to Four-Lane Road
Economics of Widening SH/MDR/ODR from Single Lane to Two-lanes
Economics of Widening SH/MDR from Intermediate Lane to Two Lanes
Basis for Economic Analysis for Widening
Phasing
Details of EIRR
OUTLAYS & PHASING FOR IMPROVEMENTS FOR CORE NETWORK

8.1.
8.2.
IMPROVEMENTS PROPOSED
PHASING OF CORE NETWORK
8.3.
PROPOSAL FOR CONNECTING DISTRICT HEADQUARTERS TO LUCKNOW WITH 4-LANE HIGHWAY
8.2.1.
8.2.2.
8.2.3.
8.3.1.
8.3.2.
8.3.3.
Widening / Strengthening of Core Network

Replacement of railway level crossings by ROB(s)
REPLACEMENT OF PONTOON BRIDGES BY RCC BRIDGES
Background
District Head-Quarters already connected to Lucknow by 4-lane National Highway
District HQs to be connected under proposed construction programme
April 2014
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8.3.4.
8.3.5.
9.

District HQ located on 2-lane NHs through 2-laning with shoulder (GOI Funding)
4-laning of Roads to connect remaining District HQs to Lucknow
UP-GRADATION PLAN
9.1.
UP-GRADATION OF SH/MDR/ODR NOT COVERED IN THE CORE NETWORK
9.2.
RURAL ROADS
9.3.
9.4.
9.5.
9.6.
9.7.
9.8.
9.9.
PROPOSED UPGRADED ROAD NETWORK FOR THE YEAR 2031

ROUGH COST OF UP-GRADATION OF ROADS
ROBs IN UP-GRADATION WORK
NEW BRIDGES OTHER THAN PROPOSED IN CORE NETWORK
REPLACEMENT OF PONTOON BRIDGES
CANAL BANK ROADS
BYPASSES AND RING ROADS
9.1.1.
9.1.2.
9.2.1.
10.
10.1.
10.2.
10.3.
11.
Criteria for Selecting State Highways (SH)

Major District Roads (MDR)
ODRs and VRs
CONNECTIVITY STATUS OF HABITATIONS
INTRODUCTION
STATUS OF CONNECTIVITY UNDER PMGSY
STATUS OF CONNECTIVITY ACCORDING TO STATE PWD
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10-2
IMPLEMENTATION PLAN
11-1
11.1.
11.2.
PREAMBLE
IMPLEMENTATION ISSUES
11-1
11-1
11.3.
INSTITUTIONAL DEVELOPMENT ISSUES OF UP PWD
11.4.
PUBLIC PRIVATE PARTNERSHIP (PPP) POTENTIAL
11.5.
11.6.
11.7.
11.8.
ROAD MAINTENANCE STRATEGIES

ROAD SAFETY FOCUS
ROAD MANAGEMENT SYSTEM
RESOURCE MOBILIZATION
11.2.1.
11.2.2.
11.2.3.
11.2.4.
11.2.5.
11.2.6.
11.2.7.
11.3.1.
11.3.2.
11.3.3.
11.3.4.
11.3.5.
11.4.1.
11.4.2.
11.4.3.
11.4.4.
11.4.5.
11.4.6.
11.4.7.
11.4.8.
11.4.9.
11.4.10.
11.4.11.
11.4.12.
11.4.13.
11.4.14.
Mode of Financing
Mode of Implementation
Use of Technologies
Packaging
Environment & Social Aspects
Consolidation & Preservation of Road Assets
Over Loading of Vehicles
UPPWD - A Brief History
Current Functions of UPPWD
Vision Statement
SWOT Analysis
Suggestions for Re-organising the PWD
Introduction
Appraisal of State Road Fund Policies
State Road Sector
Planning for the Future
Strategies for Implementing State Roads through PPP
Review of PPP Initiatives in Other States in India
NH Policy (Draft) for PPP
PPP on State Highways
Recent Empanelment Initiatives by NHAI
Evaluation of Various PPP Models
Specific Issues on PPP
Model Package for Core Network Roads on State Highways
Financial Analysis
State Highway Development Programme (SHDP) of GoUP
April 2014
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11.8.1.
11.8.2.
11.8.3.
11.8.4.
11.9.

Key Objectives of SCRNMP

Project Rationale and Benefits
Implementation Agency and Funding Options
State Budget
WAY FORWARD
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LIST OF TABLES
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
2.13
2.14
2.15
2.16
2.17
2.18
2.19
2.20
2.21
2.22
2.23
2.24
2.25
2.26
2.27
2.28
2.29
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12
3.13
3.14
3.15
3.16
3.17
3.18
3.19
4.1
TEHSILS SHOWING PREDOMINANT URBAN CHARACTERISTICS

SAMPLE FORMAT FOR ZONING AREA DELINEATION
TRAFFIC ANALYSIS ZONES
DISRIBUTION OF INTERNAL & EXTERNAL TRIPS
DISTRIBUTION INTRA STATE TRIPS BY MODE OF TRAVEL
DISTRIBUTION INTRA STATE TRIPS BY PURPOSE OF TRAVEL
MAJOR PASSENGER TRIP GENERATING AND ATTRACTING
DISTRIBUTION OF FREIGHT TRAFFIC BY MOVEMENT
DISTRIBUTION OF FREIGHT TRAFFIC BY MODE
AVERAGE PAYLODS (TONNES)
AVERAGE LEAD OF GOODS VEHICLES
MAJOR FREIGHT TRAFFIC ATTRACTING AND PRODUCTION ZONES
OBSERVED PER CAPITA TRIP RATES-EXTRACTS FROM RELEVANT REGIONAL TRANSPORT STUDIES IN INDIA
ESTIMATED DAILY TRAVEL DEMAND ON REGIONAL ROAD SYSTEM FOR THE BASE YEAR 2011
TRIP PRODUCTION AND ATTRACTION
DESIRABLE RANGE OF VARIATION BY FUNCTIONAL CLASSIFICATION STANDARDS
PERCENT DIFFERENCE TARGETS FOR DAILY VOLUME GROUPINGS
PERCENT ERROR BY TRAFFIC VOLUME GROUP & ROADWAY DESIGNS
VALIDATION OF TRIP ASSIGNMENT BY FUNCTIONAL CLASSIFICATION OF ROADS
PERCENT DIFFERENCE TARGETS FOR DAILY VOLUME GROUPINGS
PERCENT ERROR BY VOLUME GROUP AND ROADWAY DESIGN IN STUDY AREA
ANNUAL GROWTH RATE OF POPULATION
NET INCOME AT STATE & NATIONAL LEVEL
NET STATE INCOME OF UTTAR PRADESH (2004-10)
PER CAPITA INCOME AT CONSTANT PRICES
REVIEW OF RAILWAY EXPANSION STATUS
REVIEW OF EXISTING ROAD LENGTH STATUS IN INDIA
ACHIEVEMENT AND TARGETS OF INDIAN RAILWAYS 11TH FIVE YEAR PLAN
TRENDS IN PASSENGER AND FREIGHT TRAFFIC NR, LUCKNOW DIVISION
GROWTH TRENDS IN POPULATION OF UTTAR PRADESH
GROWTH RATES OF POPULATION
PROJECTED POPULATION BY GROWTH TRENDS
PROJECTED POPULATION IN HORIZON YEAR
ZONE WISE POPULATION PROJECTION
TRENDS IN WORKERS
PROJECTED WORKERS POPULATION
ZONE WISE WORKERS PROJECTION
INTRAZONAL TRAFFIC FORECAST SUMMARY
MODE-WISE VEHICLE REGISTRATION & NSDP
ELASTICITY COEFFICIENTS
MODEWISE ELASTICITY VALUES
ADOPTED MODEWISE GROWTH RATES FOR BAU SCENARIO
ADOPTED MODEWISE GROWTH RATES FOR OPTIMISTIC SCENARIO
ADOPTED GROWTH RATES FOR REALISTIC SCENARIO
MODE WISE INTER-REGIONAL TRAFFIC FORECAST SUMMARY WITH DIFFERENT SCENARIOS
TRAFFIC FORECAST SUMMARY
MODE WISE TRAFFIC FORECAST SUMMARY
DETAILS OF PROPOSED MAJOR ROAD PROPOSALS PROJECTS IN UTTAR PRADESH
WEIGHTINGS FOR VARIOUS ATTRIBUTES
April 2014
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4.2 (A): DEVELOPMENT POTENTIAL INDEX (RURAL)

4.2 (B): DEVELOPMENT POTENTIAL INDEX (URBAN)
4.3:
RANKING OF DISTRICTS BY DPI (RURAL & URBAN)
4.4 (A) HIERARCHY OF GROUP OF SETTLEMENTS BY POP AT DISTRICT LEVEL RURAL
4.4 (B) HIERARCHY OF GROUP OF SETTLEMENTS BY DPI AT DISTRICT LEVEL RURAL
4.4 (C) HIERARCHY OF GROUP OF SETTLEMENTS BY DPI & POP AT DISTRICT LEVEL RURAL
4.5 (A) HIERARCHY OF GROUP OF SETTLEMENTS BY POP AT DISTRICT LEVEL URBAN
4.5 (B) HIERARCHY OF GROUP OF SETTLEMENTS BY DPI AT DISTRICT LEVEL URBAN
4.5 (C) HIERARCHY OF GROUP OF SETTLEMENTS BY POP & DPI AT DISTRICT LEVEL URBAN
4.6
ASSIGNED WEIGHTS TO PARAMETERS
4.7
ASSIGNED WEIGHTS TO INDIVIDUAL MEASURES OF PARAMETERS
4.8
EVALUATION OF SCENARIOS
4.9
SUMMARY OF INITIAL STRATEGIC CORE NETWORK
4.10 ASSIGNED WEIGHTS PARAMETERS REVISED AND FINAL
4.11 RANGES OF SORES ACHIEVED FOR SH AND MDR CATEGORY
4.12 SUMMARY OF FINAL CORE NETWORK
4.13 SCORING ACHIEVED ON SH AND MDR
6.1
NEW NATIONAL HIGHWAYS DECLARED IN UP STATE
6.2
BASIC RATE OF MATERIALS
6.3
TYPICAL COST OF IMPROVEMENTS
7.1
SUGGESTED PHASING
8.1
COST OF IMPROVEMENTS OF SH/MDR/ODR IN CORE NETWORK IN EACH PHASE (RS IN CRORE)
8.2
PHASE-WISE COST ESTIMATE FOR STRATEGIC CORE NETWORK (2014-2031) WITH ESCALATION @6% PER ANNUM
8.3
DISTRICT HQ ALREADY CONNECTED TO LUCKNOW BY 4-LANE NH
8.4
CONNECTIVITY OF DISTRICT HQ. WITH NH
8.5
CONNECTIVITY OF DISTRICT HQ. WITH NH THROUGH GOI SCHEME
8.6
LIST OF DISTRICT HQS ON 2-LANE NHS FOR WHICH UP GOVT. HAVE REQUESTED GOI FOR 4-LANING OR 2-LANE WITH
SHOULDER
8.7
4-LANING OF SH PROPOSED/ UNDER CONSTRUCTION FOR CONNECTING DISTRICT HQS WITH LUCKNOW
8.8
4-LANE SHS UNDER CONSTRUCTION BY UPSHA
8.9
UP PWDS PROGRAMME OF 4-LANING ROADS TO CONNECT DISTRICT HQS TO LUCKNOW
9.1
PROPOSED ROAD NETWORK FOR 2031
9.2
LENGTH OF ROADS TO BE UPGRADED
9.3
COST OF UP-GRADATION
9.4
PHASING OF UP-GRADATION OF ROADS
9.5
COST ABSTRACT AND PHASING OF UP-GRADATION
10.1 HABITATIONS LEFT FOR APPROVAL WITH POP MORE THAN 1000 (CENSUS 2001)
10.2 STATUS OF CONNECTIVITY (PMGSY) & (UPPWD)
10.3 SUMMARY OF HABITATIONS TO BE CONNECTED ON BASIS OF SINGLE CONNECTIVITY WITH CONNECTING ROADS
HAVING POPULATION 500 AND ABOVE AS PER CENSUS 2001 WHICH ARE NOT CONSIDERED IN PMGSY
10.4 SUMMARY OF HABITATIONS TO BE CONNECTED ON BASIS OF SINGLE CONNECTIVITY WITH CONNECTING ROADS
HAVING POPULATION BETWEEN 250-499 AS PER CENSUS 2001 WHICH ARE NOT CONSIDERED IN PMGSY
10.5 ZONEWISE WORK PLAN SUMMARY OF UNCONNECTED HABITATIONS TO BE CONNECTED WITH CONNECTING ROADS
HAVING POPULATION LESS THAN 250 AS PER CENSUS 2001 WHICH ARE NOT CONSIDERED IN PMGSY
10.6 BLOCKWISE WORK PLAN SUMMARY OF UNCONNECTED HABITATIONS TO BE CONNECTED WITH CONNECTING
ROADS HAVING POPULATION LESS THAN 250 AS PER CENSUS 2001 WHICH ARE NOT CONSIDERED IN PMGSY
10.7 SUMMARY OF UNCONNECTED HABITATIONS
11.1 IDENTIFIED STATE HIGHWAYS FOR PPP IMPLEMENTATION
11.2 RESULTS OF FINANCIAL ANALYSIS ON SELECT STATE HIGHWAYS
11.3 UP STATE HIGHWAY DEVELOPMENT PROGRAMME
11.4 SAVINGS IN FUEL AND VEHICLE OPERATING COST FROM ROAD IMPROVEMENTS TO STRATEGIC CORE NETWORK
11.5 SUMMARY & PHASING OF PROGRAM (IMPROVEMENT TO CORE NETWORK0
11.6 BUDGETARY ALLOCATIONS IN UTTAR PRADESH ROADS AND BRIDGES
11.7 CAPITAL OUTLAYS IN VARIOUS STATES
11.8 PROPOSED BUDGETARY ALLOCATIONS IN CORE ROAD NETWORK FROM EXISTING SCHEMES / HEADS
11.9 PROPOSED PHASE-WISE ALLOCATIONS FOR DEVELOPMENT OF CORE NETWORK FROM STATE
BUDGET, CENTRAL FUNDS & OTHER SCHEMES INCLUDING MULTI-LATERAL BORROWINGS AND PPP
POTENTIAL
April 2014


LIST OF FIGURES
2.1
MODAL DEVELOPMENT WORK FLOW IN CUBE VOYAGER
2.2
METHODOLOGY FOR TRAFFIC ZONE FORMATION
2.3
TRAFFIC ANALYSIS ZONES
2.4(a to c) MOVEMENT PATTERN OF INTRASTATE & INTERSTATE PASSENGER TRIPS
2.5
ANALYTICAL FRAMEWORK FOR THE DEVELOPMENT OF TRANSPORT MODEL
2.6
DEVELOPMENT OF TRANSPORT DEMAND MODEL FLOW CHART
2.7
CALIBRATION OF TRIP DISTRIBUTION MODEL
2.8
SCATTER PLOT FOR URBAN TRIP PROD WITH POPULATION
2.9
SCATTER PLOT FOR URBAN TRIP PROD WITH INCOME
2.10 SCATTER PLOT FOR RURAL (CAT I) TRIP PROD WITH POPULATION
2.11 SCATTER PLOT FOR RURAL (CAT II) TRIP PROD WITH POPULATION
2.12 SCATTER PLOT FOR RURAL (CAT III) TRIP PROD WITH POPULATION
2.13 SCATTER PLOT FOR URBAN TRIP ATTRAC WITH WORKERS
2.14 SCATTER PLOT FOR URBAN TRIP ATTRAC WITH INCOME
2.15 SCATTER PLOT FOR RURAL (CAT I) TRIP ATTRAC WITH WORKERS
2.16 SCATTER PLOT FOR RURAL (CAT II) TRIP ATTRAC WITH WORKERS
2.17 SCATTER PLOT FOR RURAL (CAT III) TRIP ATTRAC WITH WORKERS
2.18 SCATTER PLOT FOR URBAN FREIGHT TRIP PROD WITH WORKERS
2.19 SCATTER PLOT FOR URBAN FREIGHT TRIP PROD WITH INCOME
2.20 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP PROD WITH WORKERS
2.21 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP PROD WITH INCOME
2.22 SCATTER PLOT FOR RURAL (CAT I) FREIGHT TRIP PROD WITH WORKERS
2.23 SCATTER PLOT FOR RURAL (CAT II) FREIGHT TRIP PROD WITH WORKERS
2.24 SCATTER PLOT FOR RURAL (CAT III) FREIGHT TRIP PROD WITH WORKERS
2.25 SCATTER PLOT FOR URBAN FREIGHT TRIP ATTRAC WITH WORKERS
2.26 SCATTER PLOT FOR URBAN FREIGHT TRIP ATTRAC WITH PER CAPITA INCOME
2.27 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP ATTRAC WITH WORKERS
2.28 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP ATTRAC WITH INCOME
2.29 SCATTER PLOT FOR RURAL (CAT I) FREIGHT TRIP ATTRAC WITH WORKERS
2.30 SCATTER PLOT FOR RURAL (CAT II) FREIGHT TRIP ATTRAC WITH WORKERS
2.31 SCATTER PLOT FOR RURAL (CAT III) FREIGHT TRIP ATTRAC WITH WORKERS
2.32 TLFD PLOT BETWEEN OBSERVED AND ESTIMATED TRIPS
2.33 CUMULATIVE TLFD PLOT BETWEEN OBSERVED AND ESTIMATED TRIPS
2.34 BASE YEAR TRAFFIC ASSIGNMENT - COMBINED PCU
2.35 BASE YEAR TRAFFIC ASSIGNMENT - COMBINED PCU (TRAFFIC LOADS ON LINKS GREATER THAN 5000 PCU)
2.36 POPULATION GROWTH IN UP STATE
2.37 ANNUAL GROWTH RATE IN PERCENTAGE
2.38 GROWTH OF WORKING POPULATION IN UP
2.39 WORKERS PROFILE IN UP STATE
2.40 PER CAPITA INCOMES (REGION WISE) CURRENT PRICES
2.41 TRENDS IN ROAD AND RAIL TRAFFIC (FREIGHT) SHARE
3.1 (a to c) REGRESSION PLOTS MODE WISE VEHICLES ON NSDP
3.2 (a to f) TRAFFIC ASSIGNMENT COMBINED PCU (PASS AND GOODS) FOR BASE AND HORIZON YEARS
3.3a HORIZON YEAR NETWORK 2016
3.3b HORIZON YEAR NETWORK 2021
3.3c HORIZON YEAR NETWORK 2026
3.3d HORIZON YEAR NETWORK 2032
4.1
METHODOLOGY ADOPTED FOR SETTLEMENT ANALYSIS
4.2
DISTRIBUTION OF DISTRICTS BY DPI
4.3
DISTRICT WISE RANKINGS BY DPI
4.4
APPROACH METHODOLOGY TOWARDS IDENTIFICATION OF CORE NETWORK
4.5
BASE YEAR NETWORK MAP
4.6
CORE ROAD NETWORK OF UP
4.7
CORRIDOR DEVELOPMENT PLOT
6.1
1-LANE ROAD TO 4-LANE ROAD WITHOUT PAVED SHOULDER
6.2
1.5-LANE ROAD TO 4-LANE ROAD WITHOUT PAVED SHOULDER
April 2014

6.3
6.4
6.5
5.6
6.7
6.8
6.9
6.10
6.11
8.1
8.2
11.1
11.2
11.3
11.4
11.5
11.6
11.7
11.8
11.9


1-LANE TO 2-LANE ROAD WITHOUT PAVED SHOULDER
1-LANE ROAD TO 2-LANE ROAD WITH PAVED SHOULDER
1.5-LANE ROAD TO 2-LANE ROAD WITHOUT PAVED SHOULDER
1.5-LANE ROAD TO 2-LANE ROAD WITH PAVED SHOULDER
2-LANE ROAD TO 2-LANE ROAD WITH PAVED SHOULDER
NEW 4-LANE ROAD (WITHOUT PAVED SHOULDER)
PHASING PLAN 2014-17
PHASING PLAN (2014-31)
SUGGESTED HIERARCHY OF PUBLIC WORKS
ORGANISATIONAL STRUCTURE OF ENGINEER-IN-CHIEF
FRAMEWORK FOR PPP POTENTIAL ASSESSMENT
MAJOR PHASES OF ROAD PROJECT DEVELOPMENT AND DELIVERY
VARIOUS SOURCES OF FUNDING
BUDGET TRENDS IN UP ROADS AND BRIDGES
EXISTING BUDGET ALLOCATION IN ROAD SECTOR IN UP (2013-2014)
TRENDS IN STATE AND CENTRAL BUDGET IN WIDENING / STRENGTHENING OF SH, MDR & ODR
SOURCES OF FUNDING
LIST OF ANNEXURES
VOLUME 1
ANNEXURE A-4.1 (a)
ANNEXURE A-4.1 (b)
ANNEXURE A-4.2 (a)
ANNEXURE A-4.2 (b)
ANNEXURE A-4.2 (c)
ANNEXURE A-4.2 (d)
ANNEXURE A-4.3 (a)
ANNEXURE A-4.3 (b)
DISTRICT WISE DATA COMPILATION OF SOCIO-ECONOMIC PARAMETERS - RURAL BLOCK

DISTRICT WISE DATA COMPILATION OF SOCIO-ECONOMIC PARAMETERS - URBAN BLOCK
DISTRICT WISE DISPARITY INDEX (NUMERICAL DISPARITY) FOR RURAL BLOCKS
DISTRICT WISE DISPARITY INDEX PER UNIT POPULATION FOR RURAL BLOCKS
DISTRICT WISE DISPARITY INDEX (NUMERICAL DISPARITY) FOR URBAN BLOCKS
DISTRICT WISE DISPARITY INDEX PER UNIT POPULATION FOR URBAN BLOCKS
DISTRICT WISE CFI & DPI COMPUTATIONS AND RANKING (RURAL)
DISTRICT WISE CFI & DPI COMPUTATIONS AND RANKING (URBAN)
VOLUME II
ANNEXURE B-4.1
ANNEXURE B-4.2
ANNEXURE B-4.3
ANNEXURE B-4.4
ANNEXURE B-5.1(A)
ANNEXURE B-5.1(B)
ANNEXURE B-5.1(C)
ANNEXURE B-5.2
ANNEXURE B-6.1
ANNEXURE B-6.3A
ANNEXURE B-6.3B
ANNEXURE B-6.3B
ANNEXURE B-6.3D
ANNEXURE B-6.4
ANNEXURE B-7.1
ANNEXURE B-9.1
ANNEXURE B-9.2
ANNEXURE B-9.3
ANNEXURE B-9.4
ANNEXURE B-9.5
ANNEXURE B-9.6
ANNEXURE B-9.7
ANNEXURE B-9.8
April 2014
NETWORK ATTRIBUTES COMPILED AT DISTRICT LEVEL

CORE ROAD NETWORK - STATE HIGHWAYS
CORE ROAD NETWORK - MAJOR DISTRICT ROADS
CORE ROAD NETWORK - OTHER DISTRICT ROADS
ANALYSIS OF OPTIONS FOR PAVEMENTS
DESIGN PARAMETERS RIGID PAVEMENT
ANALYSIS OF RATES
LIFE CYCLE COST ANALYSIS
COST ESTIMATE OF CORE ROAD NETWORK (CORRIDOR & INDIVIDUAL ROAD SECTIONS)
PROPOSALS FOR MAJOR BRIDGES ON STATE HIGHWAYS CORE ROAD NETWORK
PROPOSALS FOR MAJOR BRIDGES ON MAJOR DISTRICT ROADS CORE ROAD NETWORK
PROPOSALS FOR MAJOR BRIDGES ON OTHER DISTRICT ROADS CORE ROAD NETWORK
COST OF MAJOR BRIDGES ( NEW)
PROPOSALS FOR ROB IN CORE NETWORK (TVU MORE THAN 1,00,000)
EIRR & PHASING OF CORE NETWORK
UP-GRADATION OF MDR/ODR TO STATE HIGHWAY
UP-GRADATION OF ODR TO MDR
UP-GRADATION OF VR TO ODR
PROPOSAL FOR R.O.B IN OTHER THAN CORE NETWORK (TVU MORE THAN 100000)
LIST OF NEW BRIDGES
LIST OF PONTOON BRIDGES TO BE REPLACED BY NEW RCC BRIDGES
LIST OF IDENTIFIED CANAL ROADS
LIST OF BYPASSES / RING ROADS


ABBREVIATIONS
A
ADT
Average Daily Traffic
NABARD
ADB
APCP
ASI
ATL
ATMS
Asian Development Bank

Assam PWD Computerisation Project
Annual Survey of Industries
Average Trip Length
Advance Traffic Management System
B
BAU
BC
BG
BOO
BOOT
BOT
BOQ
BPL
BPKM
BTKM
BTO
BSNL
Business as Usual
Bituminous Concrete
Broad Gauge
Build Own Operate
Build Own Operate Transfer
Built Operate Transfer
Bill of Quantities
Below Poverty Line
Billion Passenger Kilometer
Billion Tonne Kilometer
Build Transfer Operate
Bharat Sanchar Nigam Limited
NAREGA
NCR
NCR
NER
NEFR
NG
NH
NHAI
NHDP
NIC
NOIDA
NPV
NR
NRRDA
NRI
NSDP
NWR
National Bank for Agriculture and Rural

Development
National Rural Employment Gaurantee Act
National Capital Region
North Central Railways
North Eastern Railways
Northeast Frontier Railways
Narrow Gauge
National Highway
National Highway Authority of India Limited
National Highway Development Programme
National Informatics Center
New Okhla Industrial Development Authority
Net Present Value
Northern Railways
National Rural Road Development Agency
Non Resident Indian
Net State Domestic Product
North Western Railways
C
CAGR
CBR
CC
Compound Annual Growth Rate

California Bearing Ratio
Cement Concrete
O
OD
ODR
OG
O&M
OMMS
CDO
Central Design Office
OPRC
CDS
CEPT
CFI
COI
CPWD
CR
CRN
CSO
CT
CV
CWC
D
DASP
DBFO
DBFOT
DDP
DFC
Cross Drainage Structure

Common Effluent Tratment Plant
Cumulative Function Index
Census of India
Central Public Works Department
Central Railways
Core Road Network
Central Statistical Organisation
Cantonment
Commercial Vehicle
CentralWarehousing Corporation
P
PCI
PCI
PCU
PMC
PMGSY
POL
PPP
PWD
Per Capita Income

Pavement Condition Index
Passenger Car Unit
Premix Carpet
Pradhan Mantri Gramin Sadak Yojna
Petrolium Oil and Lubricants
Public Private Partnership
Public Works Department
Q
QC/QA
QTY
Quality Check/Quality Assurance

Quantity
R
RAM
Road Asset Management
RCC
Reinforcement Cement Concrete
RCU
R&D
RES
RFAQ
RFID
RFP
Road Capacity Utilization

Research and Development
Rural Engineering Services
Request for Annual Qualification
Radio Frequency Identification
Request for Proposal
DFCCIL
DI
DMIC
DPI
DPR
DSCR
Diversified Agricultural Support Prrgramme

Design Build Finance Operate
Design Build Finance Operate Transfer
District Domestic Product
Dedicated Freight Corridor
Dedicated Freight Corridor Corporation of
India Limited
Disparity Index
Delhi-Mumbai Industrial Corridor
Development Potential Index
Detail Project Report
Debt Service Coverage Ratio
April 2014
Origin-Destination
Other District Road
Outer Growth
Operation and Maintainance
Online Management and Monitoring System
Output and Performance based Road
Maintainance Contract


ABBREVIATIONS
E
ECR
ECoR
EIRR
EME
EPZ
ER
ETC
F
FDI
FIDIC
FIRR
FTWZ
G
GAIL
GDP
GIS
GNIDA
GOI
GOUP
GPS
GSB
GSDP
H
HCM
HDM
HGV
HOD
I
ICD
INR
IPT
IR
IRC
IRR
IT
IWT
J
JNNUR
M
JNPT
JRY
Eastern Central Railways

Eastern Coast Railways
Economic Internal Rate of Return
Earth Moving Equipment
Export Processing Zone
Eastern Railways
Electronic Toll Collection
Foreign Direct Investment

International Federation of Consulting
Engineers
Financial Internal Rate of Return
Free Trade Warehousing Zone
Gas Authority of India Limited

Gross Domestic Product
Geographic Information System
Greater Noida Industrial Development
Authority
Government of India
Global Positioning System
Granular sub-base
Gross State Domestic Product
Heavy Construction Machinery

Highway Development and Management
Model
Heavy Goods Vehicle
Head of Department
Inland Container Depot
Indian Rupees
Intermediate Para Transit
Indian Railways
Indian Road Congress
Internal Rate of Return
Information Technology
Inland Water Transport
Jawaharlal Nehru National Urban Renewal

Mission
Jawaharlal Nehru Port Trust
Jawahar Rojgar Yojna
RGGVY
RKVY
RNI
RNMP
ROB
ROW
R&R
RTC
RUB
RSA
S
SC/ST
SCR
SCRNMP
SD
SDBC
SER
SECR
Schedule Caste/Schedule Tribe

South Central Railways
Strategic Core Road Network Master Plan
Surface Dressing
Semi Dense Bituminous Carpet
South East Railways
South East Central Railways
SEZ
Special Economic Zone
SH
SLC
SME
SPV
SR
SRDP
SRF
SRS
State Highway
State Level Committee
Small and Medium Enterprises
Special Purpose Vehicle
Southern Railways
State Road Development Programme
State Road Fund
Sample Registration System
SWOT
Strength Weakness Opportunity Threat
SWP
SWR
T
TAZ
TDM
TEU
TFR
TLFD
TMC
TNRDC
TOR
TVC
TVU
State Water Policy

South Western Railways
TWT
Thin White Topping
K
KMPH
Kilometer per hour
U
ULB
UNDP
UP
KWH
Kilowatt Hour
UPEIDA
L
April 2014
Rajiv Gandhi Grameen Vidyuteekaran Yojana

Rastriya Krishi Vikas Yojna
Road Network Inventory
Road Network Master Plan
Road over Bridge
Right of Way
Rehabilitation and Resettlement
Road Transport Corporation
Road under Bridge
Road Safety Audit
UPNET
UPPWD
Traffic Area Zone

Transport Demand Model
Twenty Foot Equivalent unit
Total Fertility Rate
Trip Length Frequency Distribution
Turning Movement Count
Tamil Nadu Road Development Company
Terms of Reference
Traffic Volume Count
Train Vehicle Unit
Urban Local Bodies

United Nations Development Programme
Uttar Pradesh
Uttar Pradesh Expressway Industrial Development
Authority
Uttar Pradesh Wide Area Network
Uttar Pradesh Public Works Department


ABBREVIATIONS
LCV
LOS
Light Commercial Vehicle

Level of Service
UPRNNL
UPSBCL
LQ
Location Quotient
UPSIDC
M
MAV
MB
MC
MCA
MDR
MG
MICE
MNC
MoCI
MOEF
MORD
MORT
H
MRTS
MSA
Multi Axle Vehicle

Municipal Boundary
Municipal Corporation
Model Concession Agreement
Major District Road
Meter Gauge
Meeting Incentive Conference and Exhibition
Multi National Company
Ministry of Commerce and Industries
Ministry of Environment and Forests
Ministry of Rural Development
UPSHA
UPSRP
UPSRTC
UT
UTWT
Uttar Pradesh Rajkiya Nirman Nigam Limited

Uttar Pradesh State Bridge Corporation Limited
Uttar Pradesh State Industrial Development
Corporation Limited
Uttar Pradesh State Highway Authority
Uttar Pradesh State Road Project
Uttar Pradesh State Road Transport Corporation
Union Territories
Ultra Thin White Topping
V
V/C
VGF
VOC
VOT
VR
Volume/Capacity
Viability Gap Funding
Vehicle Operating Cost
Value of Time
Village Road
Ministry of Road Transport & Highways
Mass Rapid Transit System

Millions of Standard Axles
WMM
WPI
WR
WCR
April 2014
Wet Mix Macadam

Wholesale Price Index
Western Railways
West Central Railways


VISION STATEMENT
1.
VISION STATEMENT
1.1.
PREAMBLE
i.
As per well-documented publications, India will be a Developed Nation by 2020,

with a GDP growth rate of 8.59.0 per cent over the period 20072020, and its
th
economy will rank 4 in the world, after USA, China and Japan (Ref 1).
ii.
Though UP have several weaknesses such as low literacy level, over-dependence on

agriculture, average infrastructure - challenging opportunities present themselves in
overcoming the past slow economic growth. Road transport will entail greater role in
making UPs economy grow and reach All-India level standards.
iii.
The targets for roads laid down in the Nations Lucknow Plan (1981-2001) have not
been achieved in UP. The road length is only 80 per cent of the targeted length of
2001. The State Highway length achieved is only 20 per cent of the 2001 target (Ref
9). Thus, UP shall have to make greater efforts to enlarge the middle hierarchy
segments i.e. SH and MDR network(s).
iv.
Some of the targets that can be laid down are:

-
Four-laning of carriageway of heavily trafficked SH with traffic above 15,000

PCU/day as per IRC:64 (Ref. 15)
Strengthening of MDR
Construction of bypasses for Cities having a population of above 5 lakh
Reconstruction of weak and narrow bridges
Provision of bridges at un-bridged crossing
Conversion of Railway Level Crossings to ROBs / RUBs where the multiplication

of number of vehicles and number of trains i.e. train vehicle units exceeds
1,00,000
Full connectivity to villages of population above 250 people
Construction of 2849 km of Expressways, already identified by UPEIDA

reproduced.
v.
Maintenance of roads and road assets shall be modernised by developing a GIS

based Road Information System with a sustainable and implementable plan. The
planning, budgeting and execution of maintenance of road infrastructure will be done
by a computerised Road Maintenance Management System.
vi.
Consider alternative pavement options such as cement concrete roads, soil

stabilisation and composite pavements.
vii.
Use of geo-textiles as crack-arresting layer
viii.
Use of fly-ash in embankments
ix.
Use of standardised spans for bridge construction and precast elements for
replacement of weak brick masonry arch bridges
x.
Strengthening the Contracting Industry by enabling the Contractors to procure new

and modern equipment on hire/lease, providing facilities with capacity building to train
foremen and operators and standardising the Contract Documentation
April 2014
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xi.
The record of Road Safety of UP is not very good and can be ranked average.
Concerted efforts are needed to have better engineered roads, carrying out periodic
and regular Road Safety Audit and ensuring Safety in Construction Zones,
xii.
Since UP has scarcity of stone materials and aggregates, efforts should be made to
minimise its use by resorting to soil-stabilisation and cement concrete roads. Cement
concrete roads can also serve to minimise the countrys dependence on bitumen,
which is becoming scarcer and costlier, as the World Petroleum Crude Reserves dry
up in coming years
xiii.
Treatment of sodic soil should be given attention in the affected areas
xiv.
Use of Jute and Coir-Reinforced Geo-Fabrics for slope protection should be

encouraged
xv.
Apart from building by-passes to relieve congestion on urban roads, use of

interlocking concrete blocks and white-topping should be favoured when improving
urban streets. Dedicated Bus Rapid Transit corridors shall be planned in big cities
xvi.
Energy conservation should receive high priority and adoption of concrete roads is a
proven measure to reduce energy consumption
xvii. In order to ensure that the large investments planned for the road sector are properly
spent it is necessary that good quality management systems are put in place.
1.2.
VISION STATEMENT FOR ROAD DEVELOPMENT
1.2.1.
Background
The Uttar Pradesh Public Works Department are wanting to formulate a Vision Statement
and preparing the Strategic Road Master Plan for Roads in the State, with emphasis on
identifying the Core Network. The consultancy services for the project have been awarded
to Srei Infrastructure Finance Limited (SIFL) in association with L.R. Kadiyali and
Associates (LRKA). The study has been implemented in stages and this chapter presents a
broad vision statement conceived by the Consultants after studying various transport,
engineering and economic aspects.
1.2.2.
Indias Vision for Year 2020

As a background for preparing the Vision Statement for Road Development in UP,
Consultants feel that it is necessary to have a perception of Indias Vision for 2020 for the
economic development. It may be noted here that the Planning Commission, Government
of India, had constituted a Committee in May, 2000 to formulate the countrys Vision 2020.
The Committees submitted its Report in 2002 (Ref-1). Another useful document on India
2020 has been authored by Dr. APJ. Abdul Kalam (past President of India) and Dr. Y.S.
Rajan (Ref-2). These two references serve as landmark contributions on how India is
expected to grow in the first two decades of the present millennium. They stir the
imagination and motivate all segments of society to greater effort. The salient features of
these documents are:
i.
India can achieve a growth rate of 8.5 to 9.0 per cent over the period 20002020,
resulting in quadrupling the real per capita income and almost eliminating the
proportion of Indians below poverty line.
ii.
India will be a Developed Nation by 2020, its economy which is ranked 11 among
207 Countries of the World in 2000 will rank 4th in the year 2020, after the U.S.A.,
China and Japan. India will no longer be a Low Income Country and will move into
the category of Upper Middle Income Country (Ref 1).
iii.
By 2020, the people of India will be more numerous, better educated, healthier and
more prosperous than at any time in our long history. The nation will be bustling with
th
April 2014
P a g e | 1-2


energy, entrepreneurship and innovation.
1.2.3.
iv.
The country will have the advantage of a demographic profile with the majority of the
population in the working younger age group.
v.
India will be transforming from an agrarian economy into a modern multi-dimensional

enterprise.
vi.
India will be fully integrated into the global economy and will be a major player in
world trade.
vii.
India will have a global advantage in the Information Technology (IT) Sector and
Knowledge-Based resources.
viii.
In the Agricultural sector, India is entering the Post-Green Revolution Stage,

diversifying cropping patterns and increasing food processing. A Second Green
Revolution is now being deliberated and discussed upon. A sustained growth rate of
4.0 to 4.5 per cent in the Agricultural sector is possible. India will emerge as a major
food exporting country after feeding its growing population.
ix.
In the field of Education, India will achieve 100 per cent school enrolment in the age
group of 6 to 14. A 100 per cent literate India by 2020 is within the grasp of
achievement, given the present and future emphasis on education.
Indias Core Strengths and Inherent Weaknesses

Achieving the vision of a Developed Country by year 2020, Indias core strengths are:
i.
Its human resources base, with a favourable working age group
ii.
Its vast natural resources base of ores and minerals
iii. Its rich biodiversity, abundant sunshine, varied agro-climate conditions with plenty of
rainfall and a vast sea-coast line.
iv. Its political stability with a democratic set-up
Some of the weaknesses are:
1.2.4.
Indias over-dependence on imported petroleum crude as a major source of energy
Inadequate supply of infrastructure, particularly in the sectors of transport,

electricity and urban development (Ref 2)
Environmental concerns, with growing global pressure on reduction of emissions,

just when the country is set to achieve a high growth rate
Water shortages in major urban settlements
Depleting forest reserves
Vision for Economic Development during 2011-2031

It must be noted that some States like Andhra Pradesh (Ref 3), Assam (Ref 4), Chattisgarh
(Ref 5) and Jharkhand (Ref 6) have also formulated Vision Documents on the lines similar
to Planning Commissions (Ref 1). As regards Uttar Pradesh, a document on UPs
Development was prepared by the Planning Commission (Ref 7). Some of the major
strategies and recommendations in this study are:
i.
There is a need to mobilise resources and funds for road development in the State
and to promote development
ii.
With UPs strength lying in its strong agricultural base, a new Green Revolution with
emphasis on diversification, agro-processing and better water management is the
need of the hour
April 2014
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iii.
UP must give top priority to rapid industrialisation. SEZs need to be created at places
such as Agra, Gorakhpur, Allahabad and Varanasi, besides the already planned ones
at Moradabad, Kanpur and Greater NOIDA
iv.
Unorganised manufacturing in rural areas (handloom, handicrafts etc.) should be

encouraged
v.
Policies conducive to Private Participation should be adopted
vi.
Introduction of e-Governance should be made mandatory.
vii.
Transport infrastructure connecting regions and big business centres should be

improved.
Other experts have also studied UPs present status of development and have mapped the
road ahead (Ref. 12). The salient observations are:
i.
Though Uttar Pradesh is the largest State in the Country, it is presumed as also one
of the most backward in the country. The per capita income of UP, which was on par
with the National Level at the time of Independence, is now roughly half the National
Level. The economic growth rate has been slow and halting, leading to high levels of
poverty. Levels of health and education are areas of concern.
ii.
There are sharp inter-regional variations in terms of economic and social

development. The western region is relatively more prosperous, the Central and
Bundelkhand Regions fall in the middle and the Eastern Region is the poorest.
iii.
In terms of development, the State has been consistently moving on a downhill

course.
iv.
In the infrastructure sector, the situation is poor. The power situation is dismal and the
road infrastructure is grossly inadequate. On the industrial front a lot needs to be
organised for favourable conditions.
v.
Due to rural orientation of its economy, the State is not able to share in the gains
coming from the rapid growth of services and the manufacturing sector which are
prime movers of growth.
vi.
There is a progressive decline in public investment in the successive plans, which

has reflected in the deceleration in the growth of state economy.
vii.
Removing the infrastructure gap should receive the highest priority.
1.2.5.
Vision for Road Development in UP for 2031
1.2.5.1.
General
Uttar Pradesh with its 2,36,286 sq.km of area (representing 7.2 per cent of Indias share)
and with its population of 200 million (representing 16 per cent of Indias) (Ref 8) has a
great tradition of cultural, spiritual and political strengths and has been the bedrock of past
achievement of India and should form the foundation of the countrys future
accomplishments. With India having a vision to become the fourth largest economy in the
world in the near future, the role UP has to perform assumes great importance. The State
has several inherent strengths such as a vast, fertile and irrigated land, a sound agrarian
base, a vast human resource and a reputed class of civil engineers. However, it suffers
from certain weaknesses such as neglect of education, health, industry and infrastructure in
the past. Challenging opportunities present themselves in overcoming the past neglect and
taking the State to at least the all-India level, if not surpassing it.
April 2014
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1.2.5.2.

Role of Transport System in Improving UPs Economy

Transport and economic development are closely inter-related, the ones that influence each
other. Though the State is having a good network of railways, rail transport has its own
limitations, particularly in a State like UP where nearly 80 per cent of its population live in its
scattered villages. A good road network is a basic requirement, if the State has to move
ahead in sectors like Agriculture, Trade, Industry, Tourism, Health and Education.
1.2.5.3.
Targets laid down in Lucknow Plan (1981-2001) & Achievements / Gaps

The 1981-2001 IRC Road Development Plan, commonly known as the Lucknow Plan had
laid down definite norms for determining the length of each category of roads. The targets
calculated from the criteria contained in the document (for 2001) (Ref 9) and the actual
achievements (in 2011) (Ref 10) are as under:
Category
NH
Targets 2001
(Km)
MDR
5,888
(1)
9,637
(2)
34,497
59,310
ODR/VR
254,662
SH
Targets in Vision
2021 Document
(Km)
(3)
5,864
11,727
NH-6881
(3)
SH- 7957
MDR-7307
(3)
23454
Not Given
Others
Total
(1) On the basis 50 km grid
(2) On the basis of connectivity to all towns.
(3) On the basis of UPs area as against Indias area.
1.2.5.4.
The reported length up to

(3/2011)
ODR-32986
VR-127689
UNPAVED-1154
OTHER-125153
309127
Total
286982
Immediate Requirements of Road Network Expansion

It is thus apparent that the present road network in UP is grossly inadequate when
compared to the targets laid down for 2001. The length is just 56% of what was targeted.
The gap to be covered is very huge. The vision for the State should be firstly to bridge the
gap immediately. The length of SHs now in 2011 is 83% of what was targeted for the year
2001. The length of MDR in 2011 is only 12 per cent of what was targeted for 2001. In
village portion 15,845 km - CC Road has also been constructed up to 3/2011. As far as
ODR and rural roads are concerned the target has been achieved. Specifically, the efforts
should be to expand the SH and MDR network. In selecting new roads for being classified
as SH, a minimum length of each individual SH shall be 100 km. Similarly, the minimum
length of MDR shall be 40 km. The SH network shall be expanded to serve district
headquarters, sub-divisional headquarters, major industrial centres, places of commercial
interest, and places of tourist importance and major agricultural markets. The MDR network
should be expanded to connect all development block headquarters, towns and villages
with a population of above 5,000, which are not directly connected to NH or SH. The ODR
network shall be expanded to serve and connect villages with population of above 2,500
which are not connected with higher order roads.
1.2.5.5.
Removal of Deficiencies in the Roads

Apart from expansion of the road network, the vision for the future will be to remove various
deficiencies in the present roads such as inadequate carriageway width leading to
congestion, delay, economic losses and road accidents, inadequate pavement thickness,
poor riding quality, weak and narrow bridges and culverts, absence of bypasses/ ring roads
at major settlements, un-bridged crossings, absence of Railway Overbridges at busy level
crossings and poor geometrics.
April 2014
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The following targets will be laid down:

i.
Four-laning of carriageway of SH having traffic greater than 15,000 PCU/day by the

year 2015.
ii.
Two-laning of carriageway of the balance length of SH spread into stages as under:

20132021
20212031
15,000 km
13,500 km
iii. Two-laning of 40 per cent of MDR length, i.e. 24,000 Km spread into stages as under:
20132021
20212031
12,000 Km
12,000 Km
iv. Construction of Bypasses for congested habitations, targeting initially cities with
population above 5 lakh
v.
Reconstruction of weak and narrow culverts and bridges
vi. Provision of bridges at un-bridged crossings

vii. Conversion of railway level crossing to ROBs where the multiplication of daily traffic on
the road and the number of trains i.e. TUV is more than I lakh per day.
viii. Removal of substandard geometrics and improvement of accident black spots to be
achieved by the year 2021.
ix. Construction of Expressways.
The following is the vision for village connectivity to be achieved as per the NRRDAs Rural
Road Vision Document (Ref 11). The total habitation as per COI 2001 estimates in UP are
2.16 lakh. Unconnected habitations are about 43186. UP will achieve the vision of
connectivity of settlements by 2025. 36965 habbitations below 500 populations are
unconnected presently.
As per
UPPWD
As per PMGSY
Category
Total
Habitations
(as per 2001
Census)
1000 >
Connected
(upto Apr12)
Balance
(upto Apr-12)
Habitation
Sanctioned
(in 12-13)
Balance
(Apr-13)
Balance
(Apr-13)
41322
41315
1153
500 to 999
49573
48855
718
685
33
5068
250 to 499
55616
37731
17885
70
17815
17835
< 250
70051
44843
25208
25206
19130
Total
216562
172744
43818
757
43061
43186
1.2.5.6.
Remark
The diff. in
Bal of
PMSGY and
UPPWD unconnected
habitation is
due to
change in
Standard
followed for
connectivity
Maintenance
It shall be the endeavour of the Government to maintain the entire road network and
bridges in a good condition at all times of the year. The roads shall be pot-hole free, have a
good riding quality and have the traffic signs and road markings in a good condition. All
encroachments shall be removed as soon as noticed. It also suggested carrying out regular
traffic census as prescribed by the Indian Roads Congress. A web-enabled road
information system, containing the full details of the network, shall be developed on a GIS
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platform. The maintenance of roads and bridges shall be planned, budgeted and executed
on the basis of a computerised Maintenance Management System. Efforts will be made to
introduce mechanised maintenance operations with the use of mobile equipment, pot-hole
repairing machines and slurry seal machines, gradually reducing the gang-labour oriented
manual maintenance operations.
1.2.5.7.
Alternative Pavement Options

Considering that UP has very limited resources of stone aggregates which involve very long
leads, and bitumen which is petroleum crude based is likely to become very scarce in the
coming years, the alternative of cement concrete pavement will be considered whenever
new roads are planned. The substitution of granular sub-bases and bases by soil-cement
stabilized layers and other proven stabilisation techniques shall be considered. For
strengthening existing bituminous pavements, white-topping shall be considered. The longterm strategy shall be to convert all bituminous surfaces by cement concrete. A life-cyclecost analysis shall be carried out and a decision taken on the option involving lower lifecycle-cost.
1.2.5.8.
Use of Geo-textiles as crack-arresting option

In badly cracked and damaged portions of pavements, the use of geo-textiles as crackarresting layer shall be explored.
1.2.5.9.
Use of Composite Pavements

In view of shortage of stone aggregates in UP, the option of constructing composite
pavements shall be explored.
1.2.5.10.
Use of fly-ash
For constructing road embankments, the use of fly-ash shall be made mandatory wherein
fly-ash is available within 100 km lead. The use of fly-ash as partial replacement of cement
in concrete pavements shall be promoted. The possibility of soil-lime-flyash stabilisation for
use in sub-bases shall also be explored.
1.2.5.11.
Use of standardised spans for bridge construction

Where replacement of a large number of weak bridges is involved, standardisation of spans
in discrete increments will help speedy execution. If found necessary, standardised precast
superstructure elements shall be manufactured at a central location.
1.2.5.12.
Contracting Industry
In view of the large outlays being planned in the road sector, efforts will be made to
strengthen the contracting industry by enabling the contractors to procure more equipment,
have access to equipment on hire/lease, have facilities to train foremen and operators and
have a system of pre-qualification of contractors. The conditions of contract will be
standardised to incorporate the best practices enshrined in the FIDIC conditions of contract.
1.2.5.13.
Road Safety
Road safety is a matter of serious concern in UP. Though UP has only 9.4 per cent of
Indias vehicle population, the number of fatalities per year is 15.1 per cent of all-India
average, as seen below (Ref 13):
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ROAD ACCIDENTS IN INDIA AND UP (2011)
All-India
UP
UP as percent
of all-India
No. of Fatalities
No. of Vehicles
1,42,485
21,512
14,18,65,607
1,32,87,232
15.09
9.4
Fatalities per 10,000

vehicles
10.04
16.2
It is thus seen that the road safety situation is not comfortable at all in UP and concerted
efforts are needed to improve the conditions, particularly of engineering of roads. The
solutions needed are:
i.
Widening of roads, as needed by the traffic volume
ii.
Provision of shoulders to pavements
iii. Improving the geometrics of roads, particularly radius, super-elevation, junctions,

median openings, sight distance etc.
iv. Providing traffic safety features such as traffic signs, road markings reflectorised solar
studs etc.
v.
Observing the prescribed norms for safety in construction zones
All future road projects should make a separate provision for these measures. Road Safety
Audit should be carried out on all the roads when provisions are made for improvement.
1.2.6.
Sustainable Road Development

As UP is on the threshold of a giant leap forward in the road modernisation, it is of special
concern that the development shall take care of sustainability. Sustainability shall take into
account the physical resources needed to build and maintain the roads. The physical
resources that need special attention are:
a. soil for forming embankments
b. stone aggregates
c. binder
Soil for forming road embankments will be needed in large quantities for widening the
roads, for constructing new roads (for giving village connectivity, for bypasses and for
expressways) and for approaches to bridges and railway over bridges. Though soil can be
borrowed from the land adjacent to the road land, the management of borrow pits, and
particularly their drainage, should receive attention. Wherever thermal plants exist, it should
be made mandatory for the designers to specify the use of flyash for the embankment.
The road building material of great importance to UPs future road programme is stone.
Since UP is located in the plains of the river Ganga and its tributaries, natural outcrops of
rock are rare and are located near the Himalayan foothills, Aravali and Vindhyan ranges.
Leads of 200-400 km are common, involving huge costs and wastage of precious
propulsion fuel like diesel. Thus, UP has to explore means to reduce the use of stone
aggregates. One easy way is to substitute the granular bases and sub-bases by soil
stabilisation. For stabilisation, various options are available, such as:
- cement
- lime plus flyash
- chemicals such as: RBI Grade 81, Renolith, Fujibeton etc.
The second area of concern as regards sustainability is the binder needed for pavement
courses. The traditional binder used so far is the hydro-carbon binder, bitumen. It is wellknown that bitumen, derived from petroleum crude, will become scarcer in the years to
come as the world-wide crude reserves dry up. It is in the countrys interest to explore the
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use of alternative binders, both for the immediate present and for the long term. The most
promising binder is cement, which is available in abundant supply in India now and will
continue to be available in the years to come. Cement as a binder can be used in a number
of ways, such as:
- soil-cement stabilised layers for use in bases and sub-bases
- cement concrete pavement which can be used for new pavements and strengthening
existing pavements by a technique known as white-topping
- interlocking concrete block pavements for city roads
It should be made mandatory for all projects in UP to explore how cement concrete and
soil-cement layers can be adopted in replacement of stone aggregate courses and
bituminous layers. The target should be to convert all bituminous surfaced roads to cement
concrete by the year 2031. UP has been exposed to modern concrete roads constructed on
NH-2 and NH-28. Road between Barabanki to Basti (NH-28) can be said to be one of the
finest roads constructed in India.
1.2.7.
Sodic Soil
Due to the practising of irrigation extensively in UP, it is observed that some salts are
travelling from the lower horizon to the ground surface. The sodic soil, which is used for
road construction in nearly 10 per cent of the State, exhibits poor cohesion and the
embankment and shoulders get severely damaged during rains. Suitable treatment of the
soil is possible, and one of the treatments is to treat the soil in the sub-grade with a small
quantity of cement. The embankment slopes need to be covered with non-sodic soil,
obtained from horizon C and planted with special grass which can grow even under
presence of adverse salt and protect the slopes.
1.2.8.
Use of Geo-Textiles for slope protection

Modern aids like jute textile and coir-reinforced geo-textile have been found to be very
effective in checking soil erosion in the slopes. Special grass such as Vettiver has been
found to be very effective in protecting embankment slopes in areas liable to flooding. Since
many of UPs roads are located in flood-prone areas, these techniques of protecting
embankment slopes must be made compulsory.
1.2.9.
Silty Soil
The alluvial soil of Gangetic plain is termed as silty soil in engineering terminology. This soil
has good engineering properties unlike clayey soil, but has some inherent deficiencies. The
silt is vulnerable for serious erosion when used in shoulders. For a durable shoulder
construction, it is essential to use coarse grained soil or stabilised soil. When water table is
high, due to high capillary action of the order of 1 to 2 m, the soil tends to have boggy
action resulting in premature failure of road. These issues have to keep in mind when new
roads are designed.
1.2.10.
Riverbanks
A large network of Rivers available in UP can be exploited for fisheries, fish ponds, and
shrimp farming in hinterland and also for transportation. For this purpose, a good road
network along the rivers is beneficial.
1.2.11.
Replacement of Old-Brick-Arch Bridges

Many of the culverts and bridges on UPs roads are constructed by brick and masonry.
They have performed well for several decades, but some are showing signs of distress and
may need to be rebuilt. A programme of inspection and condition survey of these structures
must be taken up so that the defects are detected in time and sudden failures do not take
place. Standard designs for the new structures should be prepared, and preferably precast
component should be a good option. These components can be precast in a central casting
April 2014
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yard, and assembled quickly at each site. This will ensure that the concrete components
are of standard quality, cast and cured in the factory at controlled conditions. It may be
mentioned that Assam has successfully adopted this technique for the large programme of
replacing old timber bridges.
1.2.12.
Urban Roads
The road network passing through the towns and cities of UP and having direct linkages to
the regional traffic also need special & specific attention to address the issues of improvised
mobility. The problem has its roots in the historical fact that the streets have been laid out
several years ago in these urban settlements. They are narrow, lack drainage, and are
severely encroached upon by hawkers. The traffic is heterogeneous, composed mainly of
pedestrians, cyclists and cycle rickshaws. The motorised two-wheelers and three-wheelers
have now grown in large numbers. Utilities such as electric cables, telephone cables, water
pipes and sewers are located beneath the roads. The pavement condition is universally
very poor because of lack of drainage and timely maintenance.
Bypasses must be planned for large towns and cities to siphon off the through traffic. For
construction of bypasses, land acquisition is required which is very difficult in the present
scenario. Keeping this in view, elevated road seems to be a better option and must be kept
in view and explored on various critical & congested sections.
As regards the urban streets which need strengthening and rehabilitation, the options
available are:
-
White-topping, by providing a cement concrete pavement, taking care to plan for the
utilities
Inter-connected concrete block pavements
If the existing bituminous layer is above 100 mm in thickness, the White-topping (TWT) or
Ultra-Thin White-topping (UTWT) can be adopted as per IRC:SP-2008 (Ref 14).
To prioritise public transportation in cities and towns dedicated Bus Rapid Transit System
corridors shall be planned and provided in big cities. A provision shall be made within the
ROW for such road corridors.
1.2.13.
Energy Conservation
Since road transport operations consume lot of energy, mainly liquid fuel, UP Road Sector
must adopt a series of measures which can conserve energy. Some of these are
- the conversion of blacktopped roads to concrete-roads, which can save 14 per cent of
diesel of commercial vehicles (Ref 16)
- elimination of heating of bitumen and aggregates needed in hot-mix plants by opting for
concrete roads, thus saving fuel
- saving of electricity needed for street lighting, if concrete roads (which are grey in colour)
are adopted instead of bituminous surfaces (which are dark in colour) in city streets
(Ref 17)
1.2.14.
Quality Systems
Since huge investments are likely to be made in the States road sector in the next twenty
years, it is of great importance that the money is well spent and the workmanship and endproduct are of the prescribed standards. The PWD must put in place a strategy for quality
management, involving:
-
Suppliers Quality Policy for products purchased by the PWD

Internal Quality System, covering the consultants, contractors and supervisory
personnel
Inspection and Audit of the Quality System at periodical intervals
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1.2.15.

Documentation to demonstrate that all the desired procedures have been rigorously
followed and the results are in conformity with the prescribed standards and
acceptance.
Funding of Road Projects

Long term sustainable funding is critical to the development of the transportation network.
Public Private Partnership options involving the concept of Toll Roads must be pursued.
Various alternatives such as BOT, BOOT, DBFO and Annuity Payments should be
explored. Performance based maintenance contracts by private parties should also be
improvised & implemented.
REFERENCES
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
India Vision 2020, Report of the Committee, Planning Commission, Published by Academic
Foundation, New Delhi, 2003.
A.P.J. Abdul Kalam and Y.S. Rajan, India 2020, A Vision for the New Millennium, Penguin
Books, New Delhi, 2002.
Andhra Pradesh: Vision 2020, ECONOMICA India Infor-Services, Published by Academic
Assam: Vision 2025, ECONOMICA India Info-Services, Published by Academic Foundation,
New Delhi, 2003.
Chhattisgarh: Vision 2010, ECONOMICA India Info-Services, Published by Academic
Jharkhand: Vision 2010, ECONOMICA India Info-Services, Published by Academic
Uttar Pradesh Development Report, Planning Commission, New Delhi (from the internet).
Census of India, 2011, Provisional Figures, from the website http//censusindia.gov.in.
Road Development Plan for India, 1981-2001, Indian Roads Congress, New Delhi, 1984.
Proceedings of the 18th Conference of Central and State Statistical Organisation (COCSSO),
January, 2011 (from the website).
Rural Road Development Plan: Vision 2025, Ministry of Rural Development, New Delhi, 2007.
Uttar Pradesh The Road Ahead, Edited by Venkitesh Ramakrishnan, Academic Foundation,
New Delhi, 2009.
Ministry of Road Transport and Highways Website and Road Accidents in India, 2011,
MORTH, New Delhi, 2012.
Tentative Guidelines for Conventional, Thin and Ultra-Thin White-topping, IRC:SP:76-2008,
Indian Roads Congress, New Delhi, 2008.
Guidelines for Capacity of Roads in Rural Areas (First Revision), IRC:64-1990, Indian Roads
Congress, New Delhi, 1990.
Study of Fuel Savings on Cement Concrete Roads as Compared to Flexible Pavements,
Cement Manufacturers Association, New Delhi, 1997.
Handbook on Cement Concrete Roads, Cement Manufacturers Association, New Delhi, 2010.
April 2014
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DEVELOPMENT AND OPERATION OF

BASE YEAR TRANSPORT DEMAND MODEL (TDM)
2.
DEVELOPMENT AND OPERATION OF BASE YEAR TDM
2.1.
NETWORK DEVELOPMENT
2.1.1.
Cube Software Description & Requirement

The Development of Network Development is one of the most important aspects of travel
demand modeling. Network preparation includes all the NH, SH & MDR & ODR that make up
the regional highway system in the State. The network is basically a map of these routes,
defined in a manner that can be read, stored, and manipulated by the transportation planning
computer program Cube Voyager. Consultants will be adopting the help of this licence
software to estimate the base year and forecast travel demand.
Cube is designed to be an integrated modeling system for transportation planning applications,
engineering analysis and demand forecasting. The Cube Voyager system has four main
assignment programs: Network, Matrix, Highway and Public Transport. In addition, the program
system offers supplementary programs for common transportation planning tasks, such as trip
generation and distribution programs. Users may implement any model formulation desired in
the scripting language.
The software has following features:
-
Integration with ESRIs Arc Engine (GIS Platform) allows reading and writing of supported
file structures directly to and from a personal geodatabase.
Full multirouting transit system which involves the facility of incorporating separate
Public/Mass transit routes.
Represents a real world system and describe traffic & travel behaviour under alternative
circumstances of network characteristcis & socio economic characteristics.
Intersection and link constrained traffic assignments.
Analysis of Future conditions to create forecasts.
Flexible scripting language for various sub models
Database connectivity allowing data to be stored and edited in standard dbase format
Large problem sizes process efficiently (maximum zones=32,000, maximum
nodes=999,999, maximum links=999,999)
Flexible matrix calculator with no practical limit on the number of matrices (999 internal
working matrices and up to 255 matrices on input and output files).
Cube Voyager is the software tool used to develop transport demand model which follow the
workflow mentioned in the Figure 2.1. The software has primarily three phases i.e. collection
and coding of data and defining model functions which includes inputs from traffic & travel
survey data and the final stage is the creation of a model catalogue.
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Collection & Coding of

Data
Link Data & Processes
with interface
Define Model Functions
Figure 2.1 MODEL DEVELOPMENT WORK FLOW IN CUBE VOYAGER
Collection & Coding of Data - This phase encompasses the generation of transport network
and their characteristics, formation of Traffic Area Zones (TAZ) boundaries & preparation of
zonal development parameters (such as population, employment etc.)
Define Model Functions Model is normally defined by travel pattern data, cost functions &
traffic survey data. Statistical tools & methods have been applied while specifying, estimating
and calibrating mathematical relationships between input & output.
Link Data & Processes with interface After Collecting & Coding of Data and defining
functions of model different prgrammes and application related to demand etimation has been
laid out & Model Catalog related to run, review & revise has been created.
In the above mentioned paragraph various features of software tool cube has been
demonstrated and the requirement of input for development of transport demand model on
cube will also be studied. Typical transport planning model elements are shown
diagrammatically below. It is clearly understood that the inputs required are zonal data,
highway network, intersection data and travel pattern data.
A simple highway model does not involve the process of trip generation & trip distribution with
procedure of assignment of O- D survey (Zone to Zone traffic count) by road side O-D survey
but in other demand models normally four stage modelling is adopted.
The scope of the assignment emphasised the need for developing a Strategic Model at the
Regional Level up to the trip generation stages. However, consultants have included all other
stages like trip distribution, modal split and assignment stages. The modal split model of
passenger trips has been studied and finally, passenger trips have been assigned to the
network as a whole including the goods trips derived from the OD matrices.
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INPUTS
Zonal Data
Highway Network
Intersection Data
Travel Pattern Data
PROCESSES
Trip Generation
Trip Distribution
Model Split
Network Assignment
Trip Ends by Zone

Zone- to Zone trip-tables
Loaded networks
OUTPUT
TYPICAL TRANSPORT PLANNING MODEL ELEMENTS USED IN CUBE SOFTWARE

A Snapshot of the Cube file center has also been represented to look at the input values taken
by the cube software.
CUBE INTERFACE SNAPSHOT

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2.1.2.
Network Plan Preparation on GIS & Cube Platform
2.1.2.1.
Approach
Network Plan preparation includes the base map preparation on GIS with the available maps of
all districts of UP. The base map for the project has been created by the process of digitization
from the existing UPPWD District Maps and from Google Satellite Imagery. The base map has
been prepared on GIS environment / platform and will be readable in AutoCAD environment
also on conversion. This can be superimposed on the Google satellite imagery and updated
from time to time by PWD, whenever, additional links are developed by various Divisions and
Sub-Divisions in the State. These maps have been interpreted with the available base maps
collected from various districts in the State. Some of the maps were free hand sketches and all
of them were not in the uniform scale. The base map prepared now is to the scale and will have
the following layer information.
District Boundaries
Tehsil Boundaries
Block Boundaries with names
Rail Network
Rivers (major and minor)
Expressways, NH, SH, MDR & ODR
This was a Herculean Effort and consultants have achieved it in a record time. This map will be
useful to State Engineering for planning of networks and discussions. Since, the map is on a
GIS platform, the information can be tagged through various attributes from time to time
depending upon the details available with State PWD, which can be updated on line from
various Divisions and Sub-Divisions. The network prepared by Consultants for this study is for
the traditional transport planning process and has information built on node & link mode
(basic requirement) and not on the chainage system. The base year road network prepared on
the GIS platform was mailed to all Divisions in the State and modified based on the feedback
received from them. Consultants; have
After the Base map preparation, GIS Compatible network has been loaded on the cube
software and Network & TAZ (Traffic Area Zone boundaries) have been built with all the
relevant attributes. The process of the map preparation is discussed in the subsequent
sections.
2.1.3.
Base Map Preparation on GIS

The base map for the project has been created by the process of digitization form the existing
maps collected from PWD at the District / Zonal levels (mostly updated by UPPWD in up to
year and from Satellite Imagery of Google. The base map will be at a scale of 1:10000.
The Methodology for base map preparation includes the following steps:
i.
Scanning and digitization of the existing maps of the UP State. The administrative
boundaries of the state, district, tehsil, block have been digitized
ii. The above boundaries were superimposition on the Google Satellite Image.
iii. The features like rail, road networks from the satellite Imagery was updated including
Rivers, Canal and Other Water Bodies.
iv. The names of the administrative units were attached as attribute data for all administrative
boundaries, names of rivers as attribute to the rivers.
v. Attachment of the attributes for other major features from the existing maps.
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After the base map preparation on GIS Road Feature has been extracted for the different
category of roads covered under (National Highways, State highways, Major district roads and
Other district roads). The road network will reflect the following sample features.
ROAD FEATURE EXTRACTIONS
The attribute data as shown below from the snapshot below has been attached to the road
network. The attachment has been done based on the unique identifier generated for all the
roads.
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NETWORK MAP ATTRIBUTES
The attribute data has been linked to each entity and can easily be retrieved by clicking on the
entity. The maps can be viewed with respect stored attributes & geographical area block, level,
tehsils level, district level and state as a whole.
HIERARCHICAL ROAD NETWORK WITH MAPPING OF ATTRIBUTES

April 2014
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2.1.4.

Network Building from Base Map on Cube Software

Network Building from Base Map prepared on GIS platform has been loaded on Cube software.
Cube has compatibility to accept the input files shape (*.shp) files developed on GIS. All
basic attributes like length, road name, category of roads, district name & the coordinate
system has been taken by the cube software to build the network.
Cube software also requires following details related to network to assign the trips across the
State of UP:
-
Number of lanes
Average Speed
One-way or two-way facility
Divided or undivided facility
Capacity of the road
Road network inventory and speed & delay has been conducted to get the average speed,
number of lanes and other details of carriageway (Divided & Undivided) and One Way & Two
way road system on sample basis. Rest of the inputs will be sourced from the existing inventory
details collected by the consultants from the various districts.
Each link of network roadways is identified by a functional class. Typical functional
classifications include National Highway, State Highway, Major District Road & Other District
Road. Facility type such as divided or undivided roadway further subdivides functional classes.
Functional and facility type classification schemes vary among regional areas. The length of
each network link is required in determining link travel time. Cube computes during the process
of digitizing the network from GIS base maps.
The capacity assigned to each network link is cross-classified by functional classification,
facility type and area type. The capacities typically used are based on a service volume at
different level of service and are derived from the IRC Standards.
The trip distribution process uses network link distance and speed to produce an estimate of
link travel time, from which minimum path routes between all traffic analysis zones are
developed. Cube Voyager develops a speed/capacity look-up table for each area modelled.
Cube derives the speeds found in this table from two sources: speed surveys of observed
travel speeds and speed and typical roadway speed for facilities based on functional
classification and level of service referenced in the IRC Codes & Standards.
2.1.5.
Network Coding
2.1.5.1.
Regional Network System

The highway network serves several purposes in transportation system analysis. First, it is an
inventory of the existing road system, or a catalogue of facilities. It is a record for the present
and future years to know the physical status of the highway system. Basic information such as
length of the road, route configuration, capacity, counted volumes etc. can be stored in the
network. Secondly, the network is used in demand analysis to estimate the highway travel
impedance between zones in a region. This impedance, or resistance to travel, is usually
described as the time or distance associated with each zone pair (or interchange). This
information is used primarily in trip distribution and mode choice. The third major use of the
network is in the simulation of auto travel and in the estimation of impacts associated with this
travel.
April 2014
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2.1.5.2.

Coding Principles
The process of translating the hierarchal road system into a computer usable format is known
as network coding. The basic elements of the network file are nodes and links. Links are used
to represent individual roadway segments. Nodes represent the intersection of roadway
segments and are also used as shape points to maintain the true topology of the highway
system. In addition to regular nodes and links, the network contains special nodes called
centroids. Centroids represent the traffic analysis zones (TAZ) and are located at the center of
activity in the zone. They are the point at which trips are loaded on the highway network.
External stations are centroids which represent the points at which external trips enter or leave
the region. In historical practice, networks used in travel demand models were defined through
a process of tracing highway segments off a set of base maps such as GIS compatible maps.
The coordinates of the nodes were entered manually or with a digitizer in the network data
base. These files can be used to develop base maps of a region and these base maps can be
exported, thus saving the time of digitizing the networks.
HIERARCHICAL ROAD NETWORK WITH MAPPING OF ATTRIBUTES
April 2014
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2.1.5.3.

Node Usage and Placement

Nodes indicate specific points in the network. Nodes are identified by a node number, "x", and
"y" (Cartesian) coordinates, indicating node location, and multiple user fields which can be used
to hold numeric data. Node user fields can be used to hold intersection related data such as
intersection controller type, and intersection level of service results. Node types include regular
nodes, dummy nodes, and centroid. Regular nodes, representing road intersections, bus stops,
transit stations, and points along highways are the most common node type. Centroids are the
unique type of node which represents the origin or destination of trips by all vehicular modes
to/from a zone. The coordinates of centroid are defined to facilitate the geographic review of
zonal and network data. Travel to/from a zone is not affected by the centroid location within a
zone, since travel characteristics are based on the attributes of links connecting centroid to the
network. Centroid for external zones is located adjacent to the major highway they serve. Once
all the centroids have been located, their positions are reviewed to insure that none are
overlapped by another node or link. This technique makes network plots more readable. The
fields available for the node records are:
-
2.1.5.4.
Node label
X-coordinate
Y-coordinate
User defined data (i.e. area type, capacity, speed etc.)
Road Links
The highway systems in a region are represented by a system of links connecting pairs of
nodes. Each link contains the following information: the nodes that it connects the modes that
may use it, the link length, the link type, the number of lanes, and user fields. One link is coded
for each direction of movement on both the highway and transit networks. Therefore, links are
usually coded one-way along road segments that only allow one-way movement (including
freeways and ramps). The link type coded for each link can hold any representation of the type
of link desired. The fields typically used for link records are:
-
A-node label of link

B-node label of link
Link length
Link modes
Link type
Number of lanes
User defined data
Link user defined data fields can be used to store a variety of numeric data. These include data
to be used for assignment calibration and validation such as roadway counts, observed speeds,
and toll-fee etc. information. The user fields may also be used to store information vital to the
execution of the assignment model. For example, in congested networks with closely spaced
intersections, intersection capacity is usually observed to be more of a constraining factor to
smooth, uninterrupted vehicle flow than link capacity.
The values for capacity to be placed in the user field may come from a look-up table of
capacities based on characteristics of the intersection including: intersection control type,
functional classifications of approach segments at the junction, and area type.
April 2014
P a g e | 2-9

2.1.5.5.

Centroid & Centroid Connectors

Centroid is the node which represents local access point for any zone. It is normally located at
the major trip ends such as employment site of zone. Centroid connectors are links
representing typical access and egress to/from roadway system to/from centroids. Within a
network structure, a single link may be used to represent trip access from a zone to the
network. The preferred method for coding centroid links is to connect the zone centroid node to
a mid-block node. This method allows greater route choice flexibility by simulating a choice of
left versus right turn from a minor approach into a major traffic stream and avoids the difficulty
of intersection capacity calculation with large volumes of trips entering an intersection from a
zone centroid.
2.1.5.6.
Highway Travel Speeds

Link travel speeds are used in the assignment process and fundamentally determine which
paths will be used on the network when travelling between zone pairs. The speeds output from
a model run can be compared to the observed travel times on a link by link basis to determine if
the coded link speeds are accurately reflecting traffic flow conditions. The model estimated link
speeds should be based upon a set of calibrated travel time functions for the region used in
concert with an equilibrium capacity restraint assignment algorithm.
In the present study node number for centroid of internal zone has been assigned from 1 to 207
& for external zones between 208 & 222. The node number for other nodes has been assigned
from 1000. Built Coded network with centroid, centroid connectors for internal as well as
external TAZ has been shown in the figure below. Link Dbase file & Node Dbase files with all
the relevant parameters required for the demand model has also been prepared.
April 2014
P a g e | 2-10


SNAPSHOT OF THE CODED NETWORK WITH CENTROID & CONNECTORS IN CUBE SOFTWARE
April 2014
P a g e | 2-11

2.1.6.

Final Node and Link Diagram for Current Study

The study area road network has been divided into 7587 nodes and 17427 links. The
coding has been done up to the ODR level inclusive of NH, SH & MDR. Each of the road
junctions has been treated as node and the section between the nodes is referred to as
link.
2.2.
TRAFFIC ANALYSIS ZONES (TAZ)

Formation of traffic zones (TAZ) is one of the primary phases in data base for analysing
travel characteristics and development of transport demand model. TAZ ideally is an area
that has homogeneous characteristics (i.e. land use and activity) for aggregation purposes.
In general, the regional model TAZ is created based on the Census boundaries. Censuses
block or block group boundaries, natural barriers, jurisdictional limits, and land use pattern
are common considerations used in the split process. Methodology, base zone map, zone
splitting criteria, and zone size are main concerns in the zone development process in
transportation planning for regional and urban areas. Whereas, in urban areas, municipal
wards are more appropriate to exhibit urban conditions, at a regional level for the entire
State of Uttar Pradesh, aggregate of Blocks and Tehsils are more relevant and hence have
been adopted for this study.
Network preparation includes all the national highway, state highway, Major district road,
other district road that make up the regional highway system. The network is basically a
map of these routes, defined in a manner that can be read, stored, and manipulated by the
transportation planning computer program Cube Voyager.
2.2.1.
Methodology of Zone Formation

Methodology of zone formation has been clearly emphasised in Figure 2.2. The zone
boundaries have created in GIS Platform along with district boundaries, tehsil boundaries,
block boundaries. Complied data with respect to socio economic parameters and other
parameters industrial areas, tourist areas and major urban areas has been listed to split the
study area into different zones. Zoning segregation criteria was based on the following
parameters:
-
Population
Area
Road Network of the Zone Area
Availability of PWD traffic counts & traffic & OD counts conduted by the consultants for
this study
Industries
Major Town / Urban Characteristics
Tourist Places
April 2014
P a g e | 2-12


STUDY AREA
BOUNDARIES
PLANNING &
ECONOMIC
VARIABLE
ZONE FORMATION
ZONE SIZE
SPLIT ZONE
CRITERIA
Figure 2.2 METHODOLOGY FOR TRAFFIC ZONE FORMATION
The traffic zone system for the current city has been compiled at the tehsil level across the
state of Uttar Pradesh. Tehsil & Block level data has been prepared taking all the planning
and economic variables compiled by the consultants for settlement and modelling exercise.
The ratio of urban population and rural population was used to delineate the urban areas
from the rural areas. The urban centres having population less than 50% of the total
population were separated out from existing Tehsil Areas.
Table 2.1 TEHSILS SHOWING PREDOMINANT URBAN CHARACTERISTICS
SN
City
1
2
3
4
5
6
Ghaziabad
Gautam Budh Nagar
Aligarh
Gorakhpur
Mathura
Varanasi
For the above mentioned Tehsils separate traffic zones has been formed combining the
Municipal Corporation, Nagar Palika & Outer Growth and part of block boundary in which
urban area is falling. It has been observed that for the Gorakhpur & Varanasi Tehsil it was
difficult to delineate the exact boundary area of urban part and rest of the Tehsil. Hence,
these were not delineated.
Classification of Urban centres has been categorized into type 1 & type 2. Type 1 urban
centres are having population more than 1.0 lakh and Type 2 with population less than 1.0
lakh. Majority of Urban centres are falling within Type 1 category.
Typical format to form the TAZ (Traffic area Zones) and other parameters used for the
zoning criteria has been presented in Table 2.2.
April 2014
P a g e | 2-13


Tourism Places
Urban Characteristics
Major Town
Industrial Area
Availability of TVC
Presence of Major
Network
Classification of Urban
centres
2001 &
2011
Area (sq.km)
Tehsil wise
Population
Zone (Name &

Number)
District
Table 2.2 SAMPLE FORMAT FOR ZONING AREA DELINEATION
Using the above mentioned criteria a total of 222 traffic zones have been formalised
comprising of 207 internal traffic zones falling within the UP have been finalised been
finalized and developed with the provision of 15 external traffic analysis zones. External
traffic analysis zones have been formed at broad level as it will have less impact on UP
roads. Surrounding States has been assigned as a separated zone and other far places
away from the UP boundary have been clubbed into Northern, Southern, Eastern, Western
states. Detailed zoning list is attached as Table 2.3 & Figure 2.3.
Table 2.3 TRAFFIC ANALYSIS ZONES
Traffic
Zone
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
District
Saharanpur
Saharanpur
Saharanpur
Muzzaffarnagar
Muzzaffarnagar
Muzzaffarnagar
Baghpat
Baghpat
Meerut
Meerut
Meerut
Bijnaur
Bijnaur
Bijnaur
JP Nagar
JP Nagar
Ghaziabad
Ghaziabad
Ghaziabad
Ghaziabad
Ghaziabad
Gautam Buddha Nagar
Gautam Buddha Nagar
Gautam Buddha Nagar
Bulandshahar
Bulandshahar
Bulandshahar
Aligarh
Aligarh
Aligarh
Aligarh
April 2014
Reference Tehsil / Urban Area

Behat, Saharanpur
Deoband, Rampur Maniharan
Nakur
Kairana, Shamli
Budhana, Jansath, Khatauli
Muzaffarnagar
Bagpat, Khekra
Baraut
Mawana
Meerut
Sardhana
Bijnor, Najibabad
Chandpur
Dhampur, Nagina
Amroha
Dhanaura, Hasanpur
Garhmukteshwar
Hapur
Razapur (Ghazaibad MC, Dharauti Khurd)
Rest of Ghaziabad tehsil
Modinagar
Bisrakh (Noida)
Rest of Dadri Tehsil
Gautam Buddha Nagar, Jewar
Anupshahar, Sthana
Dibai, Khurja, Shikarpur
Bulandshahar, Sikanderabad
Atrauli, Gabhana
Lodha (Aligarh MC, Kashimpur Powerhouse)
Rest of Kol Tehsil
Eglas, Khair
P a g e | 2-14

Traffic
Zone
32
Mathura
33
Mathura
34
35
36
37
38
39
40
41
Mathura
Mathura
Agra
Agra
Agra
Agra
Agra
Agra
Mahamaya Nagar
(Hathras)
Kansiram Nagar
Etah
Etah
Etah
Firozabad
Firozabad
Etawah
Etawah
Etawah
Mainpuri
Mainpuri
Mainpuri
Farukkabad
Farukkabad
Badaun
Badaun
Badaun
Badaun
Moradabad
Moradabad
Moradabad
Moradabad
Rampur
Rampur
Bareily
Bareily
Bareily
Bareily
Bareily
Pilhibit
Pilhibit
Shahjahanpur
Shahjahanpur
Shahjahanpur
Shahjahanpur
Kheeri
Kheeri
Kheeri
Kheeri
Sitapur
Sitapur
Sitapur
Sitapur
Hardoi
Hardoi
Hardoi
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
District
April 2014


Chaata
Mathura (Mathura MB & Cantt, Vrindavan MB, Saunkh, Aurangabad
CT)
Rest of Mathura tehsil
Mahavan, Maant
Etmadpur
Agra
Fatehbad
Baah
Kiravali
Kheragarh
Hathras, Sasni, Sikandararau, Saaadabad
Kasganj, Patiali, Sahawar
Aliganj
Etah
Jalesar
Firozabad, Tundla, Jasrana
Shikohabad
Bharthana, Chaknagar
Etawah
Jasbantnagar, Saifai
Bhogaon
karhal
Mainpuri
Farukkabad
Amratpur, Kayamganj
Gunnaur
Bilsi, Bisauli, Sahasvan
Badaun
Daataganj
Bilari
Chandausi, Sambhal
Moradabad
Kanth, Thakurdwara
Milak, Shahbad, Bilaspur
Rampur, Swar, Tanda
Aawla
Mirganj
Bahedi, Nawabganj
Bareilly
Faridpur
Bisalpur, Puranpur
Pilhibit
Jalalabad
Shahjanpur
Tilhar
Puwaya
Golagokarnath, Paliya
Mohammadi
Lakhimpur
Dhaurhara, Nidhasan
Misrikh
Mahmudabad, Sidhauli
Sitapur
Bisawa, Laherpur
Bilgram, Sadhyajpur
Hardoi
Sandila
P a g e | 2-15

Traffic
Zone
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
District
Hardoi
Kannauj
Kannauj
Auraiyya
Ramabai Nagar
Ramabai Nagar
Kanpur Nagar
Kanpur Nagar
Kanpur Nagar
Hamirpur
Hamirpur
Hamirpur
Jalaun
Jalaun
Jalaun
Jhansi
Jhansi
Jhansi
Lalitpur
Lalitpur
Mahoba
Mahoba
Banda
Banda
Chitrakoot
Fatehpur
Fatehpur
Raibareily
Raibareily
Raibareily
Raibareily
Unnao
Unnao
Unnao
Lucknow
Lucknow
Lucknow
Barabanki
Barabanki
Gonda
Gonda
Gonda
Bahraich
Bahraich
Bahraich
Shrawasti
Shrawasti
Balrampur
Balrampur
Siddhart nagar
Siddhart nagar
Siddhart nagar
Basti
Basti
Basti
Sant Kabir Nagar
Sant Kabir Nagar
Sant Kabir Nagar
Maharajganj
April 2014


Shahbad
Chibramau
Kannauj, Tirwa
Auraiya, Bidhuna
Akbarpur , Bhognipur
Derpur, Rasulabad, Sikandara
Bilhaur
Ghatampur
Kanpur
Hamirpur
Modha
Raath, Sarila
Jalaon, Madhogarh
Kalpi
Konch, Urai
Garautha, Mauranipur, Tehrauli
Moth
Jhansi
Lalitpur
Mahrauni, Taalbehat
Charkhari, Mahoba
Kulpahad
Banda, Attara, Naraina
Baberu
Karvi, Mau
Bindki
Fatehpur, Khaga
Dalmau, Lalganj, Unchahar
Maharajganj
Raibreilly
Salaun, Tiloi
Bighapur, Purwa
Hasanganj, Safipur
Unnao
Bakshi ka Talaab, Malihabad
Lucknow
Mohanlalganj
Fatehpur, Nawabganj, Ramnagar
Haidergarh, Ramasnehi Ghat, Sisraula Gauspur
Gonda
Karnelganj
Mankapur, Tarbatganj
Kaisarganj, Mahsi
Nanpaara
Bahraich
Bhinga
Ikauna
Balrampur
Tulsipur, Utraula
Baansi, Naugarh
Dumriya Ganj, Itwa
Shohratgarh
Basti
Harya
Bhanpur, Rudhauli
Khalilabad
Mehdawal
Dhanghata
Farenda, Nautanwa, Nichnaul
P a g e | 2-16

Traffic
Zone
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205
206
District
Maharajganj
Gorakhpur
Gorakhpur
Gorakhpur
Kushinagar
Kushinagar
Kushinagar
Deoria
Deoria
Deoria
Balia
Balia
Balia
Mau
Mau
Mau
Ghazipur
Ghazipur
Ghazipur
Azamgarh
Azamgarh
Azamgarh
Ambedkar Nagar
Ambedkar Nagar
Faizabad
Faizabad
Faizabad
Sultanpur
Sultanpur
Sultanpur
Sultanpur
Jaunpur
Jaunpur
Jaunpur
Jaunpur
Pratapgarh
Pratapgarh
Pratapgarh
Pratapgarh
Kaushambi
Kaushambi
Kaushambi
Allahabad
Allahabad
Allahabad
Allahabad
Allahabad
Allahabad
Mirzapur
Mirzapur
Mirzapur
Sant Ravidas Nagar
Sant Ravidas Nagar
Varanasi
Varanasi
Chandauli
Chandauli
Chandauli
Sonbhadra
April 2014


Maharjganj
Baasgaon, Chauri Chaura, Gola
Khajni, Kaimpiyarganj, Sahjanwa
Gorakhpur
Haata
Padrauna
Kasya, Tamkuhi
Barhaj, Rudrapur
Bhatpar Rani, Salempur
Deoria
Baasdih, Bairiya
Balia
Belthara Road, Rasra, Sikanderpur
Ghosi, Madhuban
Muhammadabad Gohna
Maunath Bhanjan
Mohammadabad, Jamniya
Ghazipur
Jakhniya, Saidpur
Azamgarh
Budhanpur, Sagdi, Nizamabad
Lalganj, Mehnagar, Phulpur
Akbarpur , Bheeti
Jalalpur, Taanda, Alaalpur
Bikapur, Milkipur
Rudauli, Sohwaal
Faizabad
Amethi, Lambhua
Jaisinghpur, Kaadipur
Musafirkhana, Gauriganj
Sultanpur
Jaunpur
Kerakat, Madiyahu
Badlapur, Machlishahar
Shahganj
Kunda
Patti, Raniganj
Pratapgarh
Lalganj
Chayal
Manjhanpur
Sirathu
Baara, Karchana
Handia
Koraon, Mejaa
Phulpur
Allahabad
Soraav
Mirzapur
Chunar
Lalganj, Madihan
Aurai , Gyanpur
Bhadoi
Varanasi
Pindara
Chakiya
Chandauli
Sakaldih
Dudhi
P a g e | 2-17

Traffic
Zone
207
208
209
210
211
212
213
214
215
216
217
District

Sonbhadra
External Zones
External Zones
External Zones
External Zones
External Zones
External Zones
External Zones
External Zones
External Zones
External Zones
218
External Zones
219
External Zones
220
External Zones
221
External Zones
222
External Zones
Robertsganj, Ghorawal
Uttaranchal (Surrounding State)
Himachal Pradesh (Surrounding State)
Haryana (Surrounding State)
Delhi (Sorrounding State)
Rajasthan( Surrounding State)
Madhya Pradesh( Surrounding State)
Chattisgarh( Surrounding State)
Jharkhand( Surrounding State)
Bihar( Sorrounding State)
Northern India(Jammu & Kashmir, Punjab, Chandigarh)
Western India(Gujarat, Maharastra, Goa, Daman & Diu, Lakshadeep,
Dadra & Nagar Haveli)
Eastern India (Orissa, West Bengal)
North East India (Assam, Arunachal Pradesh, Sikkim, Manipur,
Meghalaya, Nagaland, Tripura, Mizoram)
Southern India (Andhra Pradesh, Karnataka, Tamilnadu, Kerala,
Pondicherry, Andamaan & Nicobaar Islands)
Surrounding Country (Nepal)
2.3.
TRAVEL CHARACTERISTICS
2.3.1.
Passenger Traffic
2.3.1.1.
Total Daily Trips by Type of Movement

A total of 22.60 lakh intrastate surveyed & expanded passenger trips were observed in the
State daily. The distribution of passenger trips by movement type i.e. between State and
All-India, vice versa and through components indicates that 80% (22.6 lakh) surveyed
passenger trips are performed within the Uttar Pradesh State daily. The respective share
for movement between Rest of the Country beyond UP Boundary and vice versa is about
18% (4.89 lakh). The through trips were 2% of all trips. The intrastate and interstate
demand of the recorded survey trips is about 28.13 lakh.
The combined flow (intra & interstate movements) for each mode is presented in Table 2.4
and Fig 2.4 respectively
Table 2.4 DISTRIBUTION OF INTERNAL & EXTERNAL TRIPS
Movement Type
Intra State (Internal to Internal)
UP to Outside (Internal to External)
Outside to UP (External to Internal)
Through (External to External)
Total
April 2014
P a g e | 2-18
Trips per day (lakh)
(%)
22.60
2.15
2.73
0.64
28.13
80%
8%
10%
2%
100%


Fig 2.4 MOVEMENT PATTERN OF INTRASTATE &

INTERSTATE PASSENGER TRIPS
30.00
Lakh / day
25.00
20.00
15.00
10.00
5.00
0.00
Intra State
UP to
Outside to
(II)
Outside (IE) UP (EI)
Through
(EE)
Total
Movement
2.3.1.2.
Trips by Mode of Travel

The analysis of the total trips reveals that the modal share of cars is about 28% and two
wheelers account for 25% share. The public transport (bus) share accounts for 37% of the
total trips. It is significant to note that about 10% of passenger trips by auto rickshaws were
also tapped on regional road system on various roads in the State. Table 2.5 shows the
distribution of intra state trips by modes.
Table 2.5 DISTRIBUTION OF INTRA STATE TRIPS BY MODE OF TRAVEL
Mode
Car
Bus / Minibus
Two Wheeler
Three Wheeler
Total
2.3.1.3.
Intrastate Passenger Trips

6.35
8.47
5.55
2.23
22.60
Percentage (%)
28
37
25
10
100%
Trips by Purpose
Work trips constitute about 43% of the total surveyed trips. Amongst various passenger
modes 3-wheelers, cars and 2-wheelers are the predominant modes of travel in this
category. Bus trips which are long distance bound carry about 18% of the work trips. Most
of the work trips are local catered by personal and IPT modes. A total of 13% trips were
observed for business purposes. Cars and 2-wheelers were the dominant modes including
3-wheelers. The distribution of trips by purpose is presented in Table 2.6.
Table 2.6 DISTRIBUTION OF INTRA STATE TRIPS BY PURPOSE OF
TRAVEL
Purpose
Work
Business
Education
Social
Tourism / Recreation
Return
April 2014
Shares (%)
43%
13%
10%
15%
11%
8%
P a g e | 2-19


Trips by Interaction zones
2.3.1.4.
The zones found to be having significant interaction in terms of passenger trips were also
studied in detail and analysed for the entire State. Top 10 passenger traffic generating
zones (external and internal) were found to be Lucknow, Ghaziabad, Agra, Allahabd,
Mathura, Basti, Barbanki (Fatehpur), Sultanpur, Barreily, Faizabad, Etah, Fatehgarh
etc..Major traffic attracting zones were Lucknow, Razapur (Ghazaibad MC, Dharauti
Khurd), Bareilly, Mathura (Mathura MB & Cantt, Vrindavan MB, Saunkh, Aurangabad CT),
Agra, Hapur, Moradabad, Basti, Faizabad, Fatehpur, Nawabganj, Ramnagar, Varanasi,
Sultanpur, Etah etc. The zones found to be having significant interaction in terms of
passenger trips are presented in Table 2.7.
Table 2.7 MAJOR PASSENGER TRIP GENERATING & ATTRACTING ZONES
PASSENGER TRIP PRODUCTIONS
DISTRICT
REFERENCE TEHSIL
External
Zones
Delhi
PASSENGER TRIP ATTRACTIONS
ZONE
%
share
of
total
trips
ZONE
%
share
of
total
trips
DISTRICT
REFERENCE TEHSIL
211
5.7%
Lucknow
Lucknow
124
5.1%
Delhi
211
4.8%
Lucknow
Lucknow
124
4.7%
External
Zones
Ghaziabad
Razapur (Ghazaibad
MC, Dharauti Khurd)
19
3.4%
Ghaziabad
Razapur (Ghazaibad MC,

Dharauti Khurd)
19
3.1%
External
Zones
Uttaranchal
208
3.1%
Bareily
Bareilly
70
2.5%
33
2.2%
37
2.1%
Agra
Agra
37
2.5%
Mathura
Allahabad
Allahabad
Mathura (Mathura MB
& Cantt, Vrindavan MB,
Saunkh, Aurangabad
CT)
Basti
Fatehpur, Nawabganj,
Ramnagar
194
2.1%
Agra
Mathura (Mathura MB &

Cantt, Vrindavan MB,
Saunkh, Aurangabad CT)
Agra
33
2.1%
Ghaziabad
Hapur
18
2.1%
141
2.0%
Moradabad
Moradabad
63
2.1%
126
1.9%
Basti
Basti
141
2.0%
Uttaranchal ()
208
1.7%
174
1.7%
126
1.7%
201
1.7%
Mathura
Basti
Barabanki
Sultanpur
Sultanpur
178
1.9%
Bareily
Bareilly
70
1.9%
External
Zones
Faizabad
Faizabad
Faizabad
174
1.8%
Barabanki
Etah
External
Zones
Pratapgarh
Gorakhpur
External
Zones
Gautam
Buddha
Nagar
Sant Kabir
Nagar
Bulandshah
ar
Etah
45
1.7%
Varanasi
Faizabad
Ramnagar
Varanasi
Haryana
210
1.5%
Sultanpur
Sultanpur
178
1.6%
Patti, Raniganj
Gorakhpur
184
151
1.4%
1.3%
Etah
Baara, Karchana
45
190
1.6%
1.6%
Madhya Pradesh
213
1.2%
Etah
Allahabad
External
Zones
Haryana
210
1.4%
23
1.2%
Allahabad
Allahabad
194
1.4%
Dhanghata
146
1.2%
Jaunpur
Kerakat, Madiyahu
180
1.3%
Bulandshahar,
Sikanderabad
27
1.1%
Gorakhpur
Gorakhpur
151
1.2%
Shohratgarh
140
1.2%
Dhanghata
146
1.1%
1.1%
111
1.1%
213
1.0%
Etawah
Etawah
50
1.1%
Varanasi
Varanasi
201
1.1%
Shohratgarh
140
1.0%
111
1.0%
1.0%
Siddhart
nagar
Banda
Muzzaffarna
gar
Muzaffarnagar
April 2014
Siddhart
nagar
Sant Kabir
Nagar
Muzzaffarnag
ar
Banda
External
Zones
P a g e | 2-20
Muzaffarnagar
Madhya Pradesh(
Surrounding State)


ZONE
%
share
of
total
trips
ZONE
%
share
of
total
trips
DISTRICT
REFERENCE TEHSIL
Mawana
1.0%
Bulandshahar
Bulandshahar,
Sikanderabad
27
1.0%
0.9%
Kanpur Nagar
Kanpur
97
1.0%
0.9%
0.9%
0.9%
Saharanpur
Etah
Pratapgarh
1
46
184
1.0%
1.0%
0.9%
63
0.9%
Firozabad
47
0.9%
115
0.9%
Etawah
Behat, Saharanpur
Jalesar
Patti, Raniganj
Firozabad, Tundla,
Jasrana
Etawah
50
0.9%
147
0.9%
Pilhibit
Pilhibit
73
0.8%
0.8%
Kanpur Nagar
96
0.8%
Mahavan, Maant
35
0.8%
Maharajganj
147
0.8%
Behat, Saharanpur
0.8%
Varanasi
Ghatampur
Farenda, Nautanwa,
Nichnaul
Pindara
202
0.8%
Ghatampur
96
0.7%
Jhansi
Jhansi
106
0.7%
Azamgarh
Azamgarh
167
0.7%
23
0.7%
Allahabad
Baara, Karchana
Firozabad, Tundla,
Jasrana
190
0.7%
Gautam
Buddha
Nagar
Badaun
Badaun
59
0.7%
47
0.7%
Sultanpur
Amethi, Lambhua
175
0.7%
Firozabad
Shikohabad
48
0.7%
Badaun
Badaun
59
0.7%
Muzzaffarnag
ar
Fatehpur
Pratapgarh
Pratapgarh
185
0.7%
Raibareily
Mahoba
Bijnaur
Charkhari, Mahoba
Bijnor, Najibabad
109
12
0.6%
0.6%
Bijnaur
Firozabad
Jhansi
Jhansi
106
0.6%
Aligarh
Budhana, Jansath,
Khatauli
Fatehpur, Khaga
Dalmau, Lalganj,
Unchahar
Bijnor, Najibabad
Shikohabad
Lodha (Aligarh MC,
Kashimpur Powerhouse)
29
0.6%
Faizabad
165
179
203
69
51
0.6%
0.6%
0.6%
0.6%
0.5%
149
DISTRICT
REFERENCE TEHSIL
Kanpur
Nagar
Kanpur
97
1.0%
Meerut
Varanasi
Pindara
202
1.0%
Muzzaffarna
gar
Etah
Ghaziabad
Jaunpur
Budhana, Jansath,
Khatauli
Jalesar
Hapur
Kerakat, Madiyahu
5
46
18
180
Moradabad
Moradabad
Fatehpur
Meerut
Fatehpur, Khaga
Farenda, Nautanwa,
Nichnaul
Mawana
Mathura
Saharanpur
Kanpur
Nagar
Maharajganj
Firozabad
0.7%
115
0.6%
116
0.6%
12
48
0.6%
0.6%
29
0.6%
Bikapur, Milkipur
172
0.6%
Farukkabad
Sitapur
Mau
Hardoi
Kaushambi
Amratpur, Kayamganj
Sitapur
Maunath Bhanjan
Hardoi
Manjhanpur
56
84
163
87
188
0.6%
0.6%
0.5%
0.5%
0.5%
0.5%
Bareily
Mirganj
68
0.5%
42
0.5%
Mathura
Mahavan, Maant
35
0.5%
Akbarpur , Bheeti
170
0.5%
Pratapgarh
Chandauli
Mainpuri
Shahjanpur
Azamgarh
Bahedi, Nawabganj
Kunda
185
204
54
75
167
69
183
0.5%
0.5%
0.5%
0.5%
0.5%
0.5%
0.4%
Mahamaya
Nagar(
Hathras)
Lodha (Aligarh MC,

Kashimpur
Powerhouse)
Ghazipur
Jaunpur
Chakiya
Bahedi, Nawabganj
Baasgaon, Chauri
Chaura, Gola
Hathras, Sasni,
Sikandararau,
Saaadabad
Allahabad
Soraav
195
0.5%
Kannauj
Lucknow
Pratapgarh
Kushinagar
Farukkabad
Kaushambi
Agra
Shahjahanp
ur
Faizabad
Kannauj, Tirwa
Mohanlalganj
Kunda
Kasya, Tamkuhi
Amratpur, Kayamganj
Manjhanpur
Fatehbad
91
125
183
154
56
188
38
0.5%
0.5%
0.5%
0.5%
0.5%
0.4%
0.4%
Ambedkar
Nagar
Pratapgarh
Chandauli
Mainpuri
Shahjahanpur
Azamgarh
Bareily
Pratapgarh
Shahjanpur
75
0.4%
Mau
Muhammadabad Gohna
162
0.4%
Bikapur, Milkipur
172
0.4%
Allahabad
0.4%
207
0.4%
Azamgarh
168
0.4%
Chandauli
Chandauli
204
0.4%
Lucknow
Soraav
Budhanpur, Sagdi,
Nizamabad
Mohanlalganj
195
Sonbhadra
125
0.4%
Aligarh
Ghazipur
Jaunpur
Chandauli
Bareily
Etawah
Gorakhpur
April 2014
P a g e | 2-21


DISTRICT
REFERENCE TEHSIL
ZONE
Badaun
Pilhibit
Ambedkar
Nagar
External
Zones
Sant
Ravidas
Nagar

Pilhibit
Jalalpur, Taanda,
Alaalpur
58
73
%
share
of
total
trips
0.4%
0.4%
DISTRICT
REFERENCE TEHSIL
ZONE
Kushinagar
Rampur
Kasya, Tamkuhi
Rampur, Swar, Tanda
154
66
%
share
of
total
trips
0.4%
0.4%
171
0.4%
Agra
Fatehbad
38
0.4%
Rajasthan
212
0.4%
Raibareily
Raibreilly
118
0.4%
Bhadoi
200
0.4%
Jaunpur
Jaunpur
179
0.4%
Bareily
Mirganj
68
0.4%
Khalilabad
144
0.4%
Jaunpur
181
0.4%
Sant Kabir
Nagar
Mahoba
109
0.4%
Hardoi
Hardoi
87
0.4%
Barabanki
Charkhari, Mahoba
Haidergarh, Ramasnehi
Ghat, Sisraula Gauspur
127
0.4%
Akbarpur , Bheeti
170
0.4%
Allahabad
Koraon, Mejaa
192
0.4%
Kannauj, Tirwa
91
0.4%
Dumriya Ganj, Itwa
139
0.4%
Mahrauni, Taalbehat
Eglas, Khair
108
51
31
0.4%
0.4%
0.4%
Bhadoi
200
0.4%
Gonda
Chakiya
128
203
0.4%
0.4%
Hathras, Sasni,
Sikandararau, Saaadabad
42
0.3%
Ambedkar
Nagar
Saharanpur
Nakur
0.4%
Sitapur
Sitapur
84
0.4%
Allahabad
Lalitpur
Pratapgarh
Koraon, Mejaa
Lalitpur
Lalganj
192
107
186
0.4%
0.4%
0.4%
Hardoi
Bilgram, Sadhyajpur
86
0.4%
Bareily
Rampur
Faridpur
Rampur, Swar, Tanda
71
66
0.4%
0.4%
Azamgarh
Budhanpur, Sagdi,
Nizamabad
168
0.4%
Maunath Bhanjan
163
0.3%
Kannauj
Siddhart
nagar
Lalitpur
Etawah
Aligarh
Sant Ravidas
Nagar
Gonda
Chandauli
Mahamaya
Nagar(
Hathras)
Bareily
Faridpur
71
0.3%
Jalalabad
74
0.3%
Hamirpur
Hamirpur
98
0.3%
127
0.3%
Sonbhadra
207
0.3%
137
148
31
0.3%
0.3%
0.3%
Agra
Ghazipur
Balrampur
Baah
Ghazipur
Tulsipur, Utraula
39
165
137
0.3%
0.3%
0.3%
Bisrakh (Noida)
22
0.3%
Sonbhadra
Dudhi
206
0.3%
Farukkabad
Baah
55
39
0.3%
0.3%
Mirzapur
Farukkabad
Lalganj, Madihan
Farukkabad
198
55
0.3%
0.3%
Puwaya
77
0.3%
Pratapgarh
Lalganj
186
0.3%
Bihar
216
0.3%
Shahjahanpur
Jalalabad
74
0.3%
Hamirpur
98
83
0.3%
0.3%
Badaun
Bahraich

Nanpaara
58
132
0.3%
0.3%
Baansi, Naugarh
138
0.3%
Maharajganj
Maharjganj
148
0.3%
Dumriya Ganj, Itwa
139
0.3%
43
0.3%
Muhammadabad
Gohna
162
0.3%
RajasthaN
212
0.3%
123
0.3%
89
0.3%
Mau
Shahjahanp
ur
Barabanki
Balrampur
Maharajganj
Aligarh
Gautam
Buddha
Nagar
Farukkabad
Agra
Shahjahanp
ur
External
Zones
Hamirpur
Sitapur
Siddhart
nagar
Siddhart
nagar
Mau
Tulsipur, Utraula
Maharjganj
Eglas, Khair
Kansiram
Nagar
External
Zones
Lalitpur
Mahrauni, Taalbehat
108
0.3%
Lucknow
Aligarh
Kansiram
Nagar
Kaushambi
Atrauli, Gabhana
Kasganj, Patiali,
Sahawar
Sirathu
28
0.3%
Hardoi
Bakshi ka Talaab,
Malihabad
Shahbad
43
0.3%
Hardoi
Bilgram, Sadhyajpur
86
0.3%
189
0.3%
Shahjahanpur
77
0.3%
Sonbhadra
Dudhi
206
0.3%
Gorakhpur
150
0.3%
Meerut
Sardhana
11
0.2%
Gautam
Puwaya
Khajni, Kaimpiyarganj,
Sahjanwa
Bisrakh (Noida)
22
0.3%
April 2014
P a g e | 2-22

DISTRICT
REFERENCE TEHSIL
ZONE

%
share
of
total
trips
DISTRICT
ZONE
%
share
of
total
trips
Haata
Sakaldih
Sorrounding Country
(Nepal)
152
205
0.2%
0.2%
222
0.2%
Baansi, Naugarh
138
0.2%
karhal
Deoria
53
157
83
0.2%
0.2%
0.2%
Chaata
32
0.2%
149
0.2%
REFERENCE TEHSIL
Raibareily
Mirzapur
Raibreilly
Lalganj, Madihan
118
198
0.2%
0.2%
Mainpuri
Mainpuri
54
0.2%
Unnao
Unnao
122
0.2%
Jhansi
Deoria
Bahraich
Moth
Deoria
Bahraich
Sahjanwa
105
157
133
0.2%
0.2%
0.2%
Buddha
Nagar
Kushinagar
Chandauli
External
Zones
Siddhart
nagar
Mainpuri
Deoria
Sitapur
150
0.2%
Mathura
Chandauli
Sakaldih
205
0.2%
Gorakhpur
Gonda
Gonda
Dalmau, Lalganj,
Unchahar
128
0.2%
Lalitpur
Baasgaon, Chauri
Chaura, Gola
Lalitpur
107
0.2%
116
0.2%
Meerut
Meerut
10
0.2%
Khalilabad
144
0.2%
Balrampur
Balrampur
136
0.2%
Maharajganj
Bakshi ka Talaab,
Malihabad
Northern India (Jammu
& Kashmir, Punjab,
Chandigarh)
Mirzapur
Balrampur
117
0.2%
Saharanpur
Nakur
0.2%
123
0.2%
Unnao
Bighapur, Purwa
120
0.2%
217
0.2%
Mahoba
Kulpahad
110
0.2%
196
136
0.2%
0.2%
Bahraich
Allahabad
Bahraich
Phulpur
133
193
0.2%
0.2%
Gorakhpur
Raibareily
Sant Kabir
Nagar
Raibareily
Lucknow
External
Zones
Mirzapur
Balrampur
Muzzaffarna
gar
Kushinagar
Jalaun
Kheeri
0.2%
Jalaun
Jalaon, Madhogarh
101
0.2%
Padrauna
Jalaon, Madhogarh
Mohammadi
153
101
79
0.2%
0.2%
0.2%
Balia
Mirzapur
Padrauna
159
196
153
0.2%
0.2%
0.2%
Mathura
Chaata
32
0.2%
Balia
Mirzapur
Kushinagar
Gautam
Buddha
Nagar
Gautam Buddha Nagar,

Jewar
24
0.2%
Hardoi
Shahbad
89
0.2%
External
Zones
217
0.2%
Pilhibit
Kannauj
Kheeri
Sultanpur
Sultanpur
Auraiyya
Basti
Jalaun
Kushinagar
Agra
Deoria
JP Nagar
Gautam
Buddha
Nagar
Meerut
Bisalpur, Puranpur
Chibramau
Lakhimpur
Amethi, Lambhua
Auraiya, Bidhuna
Bhanpur, Rudhauli
Konch, Urai
Haata
Etmadpur
Barhaj, Rudrapur
Amroha
72
90
80
176
175
92
143
103
152
36
155
15
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.1%
0.1%
0.1%
0.1%
0.1%
Agra
Badaun
Auraiyya
Sultanpur
Aligarh
Baghpat
Deoria
Unnao
Raibareily
Basti
Agra
Pilhibit
Northern India (Jammu &

Kashmir, Punjab,
Chandigarh)
Etmadpur
Gunnaur
Auraiya, Bidhuna
Atrauli, Gabhana
Baraut
Barhaj, Rudrapur
Unnao
Maharajganj
Bhanpur, Rudhauli
Kheragarh
Bisalpur, Puranpur
36
57
92
176
28
8
155
122
117
143
41
72
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
0.1%

Jewar
24
0.1%
Deoria
Bhatpar Rani, Salempur
156
0.1%
10
0.1%
Kheeri
Mohammadi
79
0.1%
0.1%
Kheeri
Lakhimpur
80
0.1%
156
0.1%
Hamirpur
Raath, Sarila
100
0.1%
159
57
222
0.1%
0.1%
0.1%
Jaunpur
Kannauj
Jhansi
Chibramau
Moth
181
90
105
0.1%
0.1%
0.1%
Saharanpur
Deoria
Balia
Badaun
External
Kairana, Shamli
Meerut
Deoband, Rampur
Maniharan
Bhatpar Rani,
Salempur
Balia
Gunnaur
Sorrounding Country
April 2014
P a g e | 2-23

DISTRICT
REFERENCE TEHSIL
Zones
Moradabad
(Nepal)
Kanth, Thakurdwara
Garautha, Mauranipur,
Tehrauli
Jhansi

ZONE
%
share
of
total
trips
DISTRICT
REFERENCE TEHSIL
64
0.1%
Kaushambi
104
0.1%
JP Nagar
Bahraich
Nanpaara
132
0.1%
Saharanpur
Mahoba
Kulpahad
110
0.1%
Unnao
Hasanganj, Safipur
121
0.1%
Banda
Baberu
112
0.1%
Moradabad
External
Zones
Bareily
Balia
Baasdih, Bairiya
158
0.1%
Jhansi
Hamirpur
Raath, Sarila
100
0.1%
Chitrakoot
Unnao
Bighapur, Purwa
120
0.1%
External
Zones
Anupshahar, Sthana
25
0.1%
Misrikh
82
0.1%
Bareily
Aawla
67
0.1%
Agra
Baghpat
Kheeri
Kaushambi
Ghaziabad
Mainpuri
Baghpat
Etah
Mathura
Kanpur
Nagar
Mirzapur
Kheragarh
Baraut
Chayal
Garhmukteshwar
karhal
Bagpat, Khekra
Aliganj
41
8
78
187
17
53
7
44
34
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
Ambedkar
Nagar
Kanpur Nagar
Muzzaffarnag
ar
Bulandshahar
Hardoi
Mathura
Mainpuri
Jalaun
Balia
Rampur
Meerut
Banda
Bilhaur
95
0.1%
197
Ghazipur
Hamirpur
Chitrakoot
Chunar
Western India (Gujarat,
Maharastra, Goa,
Daman & Diu,
Lakshadeep, Dadra &
Nagar Haveli)
Jakhniya, Saidpur
Modha
Karvi, Mau
Bijnaur
Sant
Ravidas
Nagar
Bulandshah
ar
Sitapur
External
Zones
ZONE
%
share
of
total
trips
Sirathu
189
0.1%
Amroha
15
0.1%
Deoband, Rampur
Maniharan
Kanth, Thakurdwara
0.1%
64
0.1%
Bihar
216
0.1%
Aawla
Garautha, Mauranipur,
Tehrauli
Karvi, Mau
Western India(Gujarat,
Maharastra, Goa, Daman
& Diu, Lakshadeep,
67
0.1%
104
0.1%
113
0.1%
218
0.1%
171
0.1%
Bilhaur
95
0.1%
0.1%

Sandila
Bhogaon
Konch, Urai
Baasdih, Bairiya
Sardhana
Baberu
26
88
34
52
103
158
65
11
112
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
Unnao
Hasanganj, Safipur
121
0.1%
0.1%
Hamirpur
Modha
99
0.1%
218
0.1%
Sultanpur
177
0.1%
166
99
113
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
14
0.1%
Kiravali
Dhaurhara, Nidhasan
Chayal
Derpur, Rasulabad,
Sikandara
40
81
187
Dhampur, Nagina
Agra
Kheeri
Kaushambi
Ramabai
Nagar
94
0.1%
Aurai , Gyanpur
199
0.1%
Kheeri
78
0.1%
Bijnaur
Fatehpur
Allahabad
Dhampur, Nagina
Bindki
Handia
14
114
191
0.1%
0.1%
0.1%
2.4.
FREIGHT TRAFFIC
2.4.1.
Total Daily Trips by Movement Type
Kairana, Shamli
A total of 1.86 lakh goods vehicle trips were observed on an average day of which 0.72 lakh
were empty trips. About 66 % of goods trips have either origin or destination outside within
the State i.e. intra state goods vehicle trips and other 27% have origin or destination in UP.
About 7.2% of the goods trips are through trips (External to External) with neither origins
nor destinations in UP State (Table 2.8).
April 2014
P a g e | 2-24


A total freight load of about 14 lakh tonne was recorded at the survey points on an average
weekday which includes procurement / dispersal and movement of goods from State. Of
this about 7.5 lakh tonne is carried within the State movements. About 4.7 lakh tonne has
origin / destination within the State & 1.6 lakh tonne is through passing through the State
Road Network.
Table 2.8 DISTRIBUTION OF FREIGHT TRAFFIC BY MOVEMENT
Type
I-I
I-E
E-I
E-E
Loaded Vehicle Trips
67,667
17,120
17,991
10,640
Empty Goods Vehicle Trips
54,528
8,690
6,916
2,766
122,195
25,810
24,907
13,406
Total
65.6%
13.9%
13.4%
7.2%
% Share
Freight Carried (Tonnes)
746,517
220,710
247,237
161,772
2.4.1.1.
Total
113,418
72,899
186,317
100.0%
1,376,236
Distribution of traffic by modes

The freight carried by various goods vehicles (Table 2.9) by type indicates that light
commercial vehicles (LCV) carry about 0.46 lakh tonnes of freight, 2-axle and 3-axle trucks
move about 1.3 lakh tonnes. Multi-axle goods vehicles cater to movement of 0.12 lakh
tonnes across the State.
Table 2.9 DISTRIBUTION OF FREIGHT TRAFFIC BY MODE
Vehicle Type
LCV
2 Axle Truck
3 Axle Truck
MAV
Total
2.4.1.2.
No. of Goods
Vehicle Trips per
day
0.46
0.63
0.66
0.12
1.86
% Share
24.5%
33.8%
35.4%
6.4%
1.00
Freight Carried
(Tonnes per
day)
0.61
4.36
6.90
1.89
13.76
% Share
4.4%
31.7%
50.1%
13.8%
100.0%
Loading Pattern
The average payloads have been deduced for each goods mode based on observed freight
loading pattern in loaded goods vehicle trips. While, LCV has an average payload of 2.79
tonnes a higher average of 10.81 tonnes was observed for 2-axle trucks. 3-axle trucks carry
on an average about 16 tonnes and Multi-axle trucks carry more than 24 tonnes
(Table 2.10).
Table 2.10 AVERAGE PAYLOADS (TONNES)
Vehicle Type
LCV
2 Axle Truck
3 Axle Truck
MAV
Total
2.4.1.3.
Freight Carried
(Tonnes)
60514
436250
689982
189490
1376236
Loaded Vehicle
Trips
21665
40358
43594
7802
113418
Average Payloads
(Tonnes per truck load)
2.79
10.81
15.83
24.29
12.13
Lead Distribution
Lead Distribution of goods vehicle trips analyzed for their trip lengths indicates an average
lead of 85 km for LCV, 225 km for 2-axle, 344 km for 3-axle trucks. Multi-axle trucks have
an average lead 475 km. The trip length frequency distribution for goods vehicles is shown
in Table 2.11.
April 2014
P a g e | 2-25


Table 2.11 AVERAGE LEAD OF GOODS VEHICLE
Vehicle Type
LCV
2 Axle Truck
3 Axle Truck
MAV
2.4.1.4.
Average Lead (km)

85
225
344
476
Trips by Interaction Zones

Major O-D Pairs for zones having significant interaction in terms of freight traffic for
productions and attractions were Mathura (Mathura MB & Cantt, Vrindavan MB, Saunkh,
Aurangabad CT), Moradabad, Agra, Allahabad, Bareilly, Bulandshahar, Sikanderabad,
Sultanpur, Gorakhpur, Rampur, Swar, Tanda, Varanasi etc.. Similarly, freight traffic
attracting zones with significant volumes were Lucknow, Kanpur, Banda, Attara, Naraina,
Razapur (Ghazaibad MC, Dharauti Khurd), Allahabad, Moradabad, Hapur, Agra, Varanasi,
Baara, Karchana, Bareilly, Dalmau, Lalganj, Unchahar, Mathura (Mathura MB & Cantt,
Vrindavan MB, Saunkh, Aurangabad (CT), Gorakhpur, Fatehpur, Khaga, Raibarreily,
Faizabad, Fatehpur, Nawabganj, Ramnagar, Sultanpur, Charkhari, Mahoba, Muzaffarnagar
etc. he zones found to be having significant interaction in terms of freight traffic are
highlighted in Table 2.12.
Table 2.12 MAJOR FREIGHT TRAFFIC ATTRACTING & PRODUCTION ZONES
MAJOR TRIP PRODUCTION ZONES
MAJOR TRIP ATTRACTION ZONES
Zones
% of
Goods
Trips
Zone
% of
Goods
Trips
Madhya Pradesh
213
5.7%
Delhi
211
6.3%
Delhi
211
5.0%
Uttaranchal
208
5.1%
Haryana
210
4.2%
Lucknow
Lucknow
124
4.0%
Uttaranchal
208
4.2%
Kanpur Nagar
Kanpur
97
3.4%
Ghaziabad
Razapur (Ghazaibad MC,

Dharauti Khurd)
19
4.1%
External
Zones
Haryana
210
3.0%
Banda
111
3.4%
Banda
111
2.8%
Kanpur Nagar
Lucknow
Kanpur
97
2.7%
Ghaziabad
Lucknow
124
2.6%
Mahoba
Charkhari, Mahoba
109
2.5%
Allahabad
External
Zones
External
Zones
Jhansi
Ghaziabad
Fatehpur
Baara, Karchana
190
2.4%
Bihar
216
2.1%
RajasthaN
212
2.0%
Jhansi
Hapur
Fatehpur, Khaga
106
18
115
2.0%
1.8%
1.8%
Allahabad
External
Zones
Moradabad
External
Zones
External
Zones
Ghaziabad
Agra
Varanasi
Mathura
Mathura (Mathura MB &

Cantt, Vrindavan MB,
Saunkh, Aurangabad CT)
33
1.7%
Moradabad
Moradabad
63
1.7%
Agra
Agra
Western India (Gujarat,
Maharastra, Goa, Daman
& Diu, Lakshadeep,
37
218
District
External
Zones
External
Zones
External
Zones
External
Zones
External
Zones
Zone Name
April 2014
District
External
Zones
External
Zones
Zone Name
Banda, Attara,
Naraina
Razapur (Ghazaibad
MC, Dharauti Khurd)
Allahabad
19
2.7%
194
2.4%
Madhya Pradesh
213
2.4%
Moradabad
63
2.0%
Bihar
216
2.0%
Rajasthan
212
1.9%
18
37
201
1.9%
1.6%
1.6%
220
1.6%
219
1.6%
1.5%
External
Zones
Allahabad
Hapur
Agra
Varanasi
North East India
(Assam, Arunachal
Pradesh, Sikkim,
Manipur, Meghalaya,
Nagaland, Tripura,
Mizoram)
Eastern India (Orissa,
West Bengal)
Baara, Karchana
190
1.5%
1.5%
Bareily
Bareilly
70
1.4%
External
Zones
P a g e | 2-26



District
Zone Name
Zones
% of
Goods
Trips
District
Zone Name
Dalmau, Lalganj,
Unchahar
Western India
(Gujarat, Maharastra,
Goa, Daman & Diu,
Lakshadeep, Dadra &
Nagar Haveli)
Mathura (Mathura MB
& Cantt, Vrindavan
MB, Saunkh,
Aurangabad CT)
Zone
% of
Goods
Trips
116
1.3%
218
1.2%
33
1.2%
Allahabad
Allahabad
194
1.5%
Raibareily
Bareily
Bareilly
70
1.3%
External
Zones
Bulandshahar
Bulandshahar,
Sikanderabad
27
1.3%
Mathura
220
1.3%
Gorakhpur
Gorakhpur
151
1.2%
178
1.3%
Fatehpur
Fatehpur, Khaga
115
1.2%
217
1.3%
Raibareily
Raibreilly
118
1.1%
217
1.0%
174
1.0%
126
1.0%
178
0.9%
222
0.9%
109
0.9%
0.9%
External
Zones
Sultanpur
External
Zones
North East India (Assam,

Arunachal Pradesh,
Sikkim, Manipur,
Meghalaya, Nagaland,
Tripura, Mizoram)
Sultanpur
Northern India(Jammu &
Kashmir, Punjab,
Chandigarh)
Gorakhpur
Gorakhpur
151
1.2%
External
Zones
Rampur
External
Zones
Varanasi
Rampur, Swar, Tanda

Eastern India (Orissa,
West Bengal)
Varanasi
66
1.1%
Faizabad
219
1.1%
Barabanki
201
0.9%
Bijnaur
Bijnor, Najibabad
12
0.8%
Sultanpur
External
Zones
Northern India(Jammu
& Kashmir, Punjab,
Chandigarh)
Faizabad
Ramnagar
Sultanpur
Surrounding Country
(Nepal)
Gautam
Buddha
Nagar
23
0.8%
Mahoba
Charkhari, Mahoba
Kanpur Nagar
Ghatampur
96
0.8%
Muzzaffarnag
ar
Muzaffarnagar
126
0.8%
Chitrakoot
Karvi, Mau
113
0.8%
202
75
0.7%
0.7%
Kanpur Nagar
Etawah
96
50
0.8%
0.7%
47
0.7%
27
0.7%
141
45
0.6%
0.6%
Varanasi
Shahjahanpur
Ramnagar
Pindara
Shahjanpur
Saharanpur
Behat, Saharanpur
0.7%
Firozabad
Etah
Etah
45
0.7%
Bulandshahar
Faizabad
Mathura
Faizabad
Mahavan, Maant
Firozabad, Tundla,
Jasrana
Etawah
Ghazipur
Basti
174
35
0.6%
0.6%
Basti
Etah
Ghatampur
Etawah
Firozabad, Tundla,
Jasrana
Bulandshahar,
Sikanderabad
Basti
Etah
47
0.6%
Ghazipur
Ghazipur
165
0.6%
50
165
141
0.6%
0.6%
0.6%
Bijnaur
Jhansi
Kaushambi
Bijnor, Najibabad
Jhansi
Chayal
12
106
187
0.6%
0.6%
0.6%
Hathras, Sasni,
Sikandararau, Saaadabad
42
0.5%
Mainpuri
Mainpuri
54
0.6%
Shohratgarh
140
0.5%
Meerut
Mawana
0.5%
29
0.5%
Gautam
Buddha
Nagar
Bisrakh (Noida)
22
0.5%
222
0.5%
Azamgarh
Azamgarh
167
0.5%
110
206
84
154
0.4%
0.4%
0.4%
0.4%
Rampur
Saharanpur
Kushinagar
Mathura
Rampur, Swar, Tanda

Behat, Saharanpur
Kasya, Tamkuhi
Mahavan, Maant
66
1
154
35
0.5%
0.5%
0.5%
0.5%
0.4%
Aligarh
Eglas, Khair
31
0.5%
Barabanki
Firozabad
Etawah
Ghazipur
Basti
Mahamaya
Nagar(
Hathras)
Siddhart
nagar
Aligarh
Lodha (Aligarh MC,

Kashimpur Powerhouse)
External
Zones
Mahoba
Sonbhadra
Sitapur
Kushinagar
Muzzaffarnag
ar
Sorrounding Country
(Nepal)
Kulpahad
Dudhi
Sitapur
Kasya, Tamkuhi
Budhana, Jansath,
Khatauli
April 2014
P a g e | 2-27



District
Barabanki
External
Zones
Raibareily
Zone Name
Southern India(Andhra
Pradesh, Karnataka,
Tamilnadu, Kerala,
Pondicherry, Andamaan &
Nicobaar Islands)
Raibreilly
Muzzaffarnag
ar
Muzaffarnagar
Sonbhadra
Zones
% of
Goods
Trips
Zone
% of
Goods
Trips
127
0.4%
Meerut
Meerut
10
0.5%
221
0.4%
Mahamaya
Nagar
(Hathras)
Hathras, Sasni,
Sikandararau,
Saaadabad
42
0.4%
118
0.4%
Shahjahanpur
Gautam
Buddha
Nagar
Siddhart
nagar
Shahjanpur
75
0.4%
0.4%
23
0.4%
207
0.4%
Shohratgarh
140
0.4%
District
Zone Name
Lodha (Aligarh MC,

Kashimpur
Powerhouse)
Mahrauni, Taalbehat
Pilhibit
Jalesar
29
0.4%
108
73
46
0.4%
0.4%
0.4%
Dumriya Ganj, Itwa
139
0.4%
Gonda
Gonda
128
0.4%
Aligarh
Chitrakoot
Bareily
Meerut
Karvi, Mau
Bahedi, Nawabganj
Mawana
113
69
9
0.4%
0.4%
0.3%
Auraiyya
Auraiya, Bidhuna
92
0.3%
Lalitpur
Pilhibit
Etah
Siddhart
nagar
Bisrakh (Noida)
22
0.3%
Bahraich
Nanpaara
132
0.3%
Bisalpur, Puranpur
Mainpuri
72
54
0.3%
0.3%
Varanasi
Hardoi
202
87
0.3%
0.3%
Mirzapur
Lalganj, Madihan
198
0.3%
Sonbhadra
207
0.3%
Pratapgarh
Pilhibit
Allahabad
Hamirpur
Pratapgarh
Pilhibit
Soraav
Hamirpur
185
73
195
98
0.3%
0.3%
0.3%
0.3%
56
128
84
198
0.3%
0.3%
0.3%
0.3%
Jaunpur
Jaunpur
179
0.3%
0.3%
Hardoi
Lalitpur
Kansiram
Nagar
Hardoi
Lalitpur
87
107
0.3%
0.3%
Farukkabad
Gonda
Sitapur
Mirzapur
Muzzaffarnag
ar
Jalaun
Faizabad
Pindara
Hardoi
Robertsganj,
Ghorawal
Amratpur, Kayamganj
Gonda
Sitapur
Lalganj, Madihan
Budhana, Jansath,
Khatauli
Jalaon, Madhogarh
Bikapur, Milkipur
101
172
0.3%
0.3%
43
0.3%
Lucknow
Mohanlalganj
125
0.3%
147
0.3%
Jharkhand
215
0.3%
125
55
0.3%
0.3%
External
Zones
Allahabad
Bareily
Soraav
Mirganj
Muhammadabad
Gohna
Dudhi
Maharjganj
Badaun
Kerakat, Madiyahu
Pratapgarh
195
68
0.3%
0.3%
162
0.3%
206
78
148
59
180
185
0.3%
0.3%
0.3%
0.3%
0.3%
0.2%
Chattisgarh
214
0.2%
Farukkabad
Hamirpur
Kalpi
Manjhanpur
Rest of Ghaziabad
tehsil
55
98
102
188
0.2%
0.2%
0.2%
0.2%
20
0.2%
51
0.2%
123
0.2%
58
0.2%
0.2%
Gautam
Buddha
Nagar
Pilhibit
Mainpuri
Lucknow
Farukkabad
Farenda, Nautanwa,
Nichnaul
Mohanlalganj
Farukkabad
Meerut
Sardhana
11
0.2%
Mau
Hamirpur
Jaunpur
Balrampur
Bahraich
Lalitpur
Badaun
External
Zones
Bahraich
Mirzapur
Hardoi
Sultanpur
Raath, Sarila
Kerakat, Madiyahu
Balrampur
Nanpaara
Mahrauni, Taalbehat
Badaun
Jharkhand( Sorrounding
State)
Bahraich
Mirzapur
Bilgram, Sadhyajpur
100
180
136
132
108
59
0.2%
0.2%
0.2%
0.2%
0.2%
0.2%
215
0.2%
133
196
86
177
0.2%
0.2%
0.2%
0.2%
Sonbhadra
Kheeri
Maharajganj
Badaun
Jaunpur
Pratapgarh
External
Zones
Farukkabad
Hamirpur
Jalaun
Kaushambi
Agra
Baah
39
0.2%
Ghaziabad
External
Zones
Chattisgarh( Sorrounding
State)
214
0.2%
Etawah
Pratapgarh
Kunda
183
0.2%
Lucknow
116
0.2%
Badaun
166
0.2%
Saharanpur
Maharajganj
Raibareily
Ghazipur
Dalmau, Lalganj,
Unchahar
Jakhniya, Saidpur
April 2014
P a g e | 2-28
Bakshi ka Talaab,
Malihabad
Bilsi, Bisauli,
Sahasvan
Nakur


Farukkabad
Aligarh
Amratpur, Kayamganj
Eglas, Khair
56
31
% of
Goods
Trips
0.2%
0.2%
JP Nagar
Amroha
15
0.2%
External
Zones
Balia
Kaushambi
Gautam
Buddha
Nagar
Kannauj
Muzaffarnaga
r
Balia
Manjhanpur
159
188
0.2%
0.2%
Auraiyya
Unnao

Jewar
24
0.2%
Sant Kabir
Nagar
Khalilabad
144
0.2%
Chibramau
90
0.2%
0.2%
0.2%
Bahedi, Nawabganj
Kasganj, Patiali,
Sahawar
69
Kairana, Shamli
Bareily
Kansiram
Nagar
43
0.2%
123
0.2%
Mathura
Chaata
32
0.2%
0.2%
Siddhart
nagar
Baansi, Naugarh
138
0.2%
147
0.2%
District
Lucknow
Maharajganj
Zone Name
Bakshi ka Talaab,
Malihabad
Maharjganj
Zones
148
Zone Name
Zone
Bahraich
Kulpahad
Southern India
(Andhra Pradesh,
Karnataka, Tamilnadu,
Kerala, Pondicherry,
Andamaan & Nicobaar
Islands)
Auraiya, Bidhuna
Unnao
133
110
% of
Goods
Trips
0.2%
0.2%
221
0.2%
92
122
0.2%
0.2%
District
Bahraich
Mahoba
Etah
Jalesar
46
0.2%
Maharajganj
Farenda, Nautanwa,
Nichnaul
Sultanpur
Amethi, Lambhua
175
0.2%
Gautam
Buddha
Nagar
Gautam Buddha
Nagar, Jewar
24
0.2%
93
0.2%
Kannauj
Kannauj, Tirwa
91
0.2%
Ramabai
Nagar
Sitapur
Misrikh
82
0.2%
Meerut
Etawah
51
0.2%
Gorakhpur
Badaun
Azamgarh
Siddhart
nagar

Azamgarh
58
167
0.1%
0.1%
Sultanpur
Jaunpur
Sardhana
Sahjanwa
Amethi, Lambhua
Jaunpur
Baansi, Naugarh
138
0.1%
Basti
Harya
Kannauj
Kannauj, Tirwa
91
0.1%
Saharanpur
Firozabad
Allahabad
Shikohabad
Koraon, Mejaa
Baasgaon, Chauri
Chaura, Gola
48
192
0.1%
0.1%
Kaushambi
Pratapgarh
Deoband, Rampur
Maniharan
Sirathu
Kunda
149
0.1%
Agra
Baah
0.1%
Rampur
Gorakhpur
11
0.2%
150
0.2%
175
179
0.2%
0.2%
142
0.2%
0.2%
189
183
0.2%
0.2%
39
0.2%
65
0.2%
127
0.2%
72
0.2%
Saharanpur
Nakur
Pratapgarh
Patti, Raniganj
184
0.1%
Barabanki
Bareily
Ambedkar
Nagar
Ghaziabad
Meerut
Siddhart
nagar
Bareily
Faridpur
71
0.1%
Pilhibit
Milak, Shahbad,
Bilaspur
Haidergarh,
Ramasnehi Ghat,
Sisraula Gauspur
Bisalpur, Puranpur
171
0.1%
Balrampur
Balrampur
136
0.2%
Garhmukteshwar
Meerut
17
10
0.1%
0.1%
Lalitpur
Bareily
Lalitpur
Faridpur
107
71
0.2%
0.2%
Dumriya Ganj, Itwa
139
0.1%
JP Nagar
Amroha
15
0.2%
Mirganj
Sahjanwa
Deoband, Rampur
Maniharan
Hasanganj, Safipur
Unnao
68
0.1%
Kheeri
Lakhimpur
80
0.2%
150
0.1%
Mirzapur
Mirzapur
196
0.1%
65
0.1%
Kushinagar
Haata
152
0.1%
Gorakhpur
Rampur
Saharanpur
0.1%
Banda
Baberu
112
0.1%
121
122
0.1%
0.1%
Mathura
Balrampur

Tulsipur, Utraula
34
137
0.1%
0.1%
Akbarpur , Bheeti
170
0.1%
Chandauli
Chandauli
204
0.1%
Agra
Fatehbad
38
0.1%
Gorakhpur
149
0.1%
Jalaun
Konch, Urai
103
0.1%
Firozabad
48
0.1%
Unnao
Unnao
Ambedkar
Nagar
April 2014
P a g e | 2-29
Baasgaon, Chauri
Chaura, Gola
Shikohabad


Chandauli
Kushinagar
Ramabai
Nagar
Jalaun
Bulandshahar
Chakiya
Padrauna
Derpur, Rasulabad,
Sikandara
Jalaon, Madhogarh
203
153
% of
Goods
Trips
0.1%
0.1%
94
0.1%
101
26
0.1%
0.1%
Balrampur
Tulsipur, Utraula
137
0.1%
Mau
Muhammadabad Gohna
162
0.1%
Kheeri
78
0.1%
Mau
Shahjahanpur
Maunath Bhanjan
Jalalabad
163
74
0.1%
0.1%
Kanpur Nagar
Bilhaur
95
0.1%
Jaunpur
Chandauli
Sant Ravidas
Nagar
Sakaldih
181
205
Aurai , Gyanpur
199
District
Zone Name
Zones
Bilgram, Sadhyajpur
Chunar
86
197
Akbarpur , Bheeti
170
0.1%
Fatehbad
Raath, Sarila
38
100
0.1%
0.1%
Aurai , Gyanpur
199
0.1%
Hasanganj, Safipur
121
0.1%
93
0.1%
Bighapur, Purwa
Deoria
120
157
0.1%
0.1%
Dhanghata
146
0.1%
0.1%
0.1%
Hardoi
Mirzapur
Ambedkar
Nagar
Agra
Hamirpur
Sant Ravidas
Nagar
Unnao
Ramabai
Nagar
Unnao
Deoria
Sant Kabir
Nagar
Aligarh
Jalaun
% of
Goods
Trips
0.1%
0.1%
Atrauli, Gabhana
Konch, Urai
28
103
0.1%
0.1%
0.1%
Balia
Balia
159
0.1%
0.1%
105
0.1%
209
0.1%
181
0.1%
53
0.1%
64
0.1%
171
0.1%
7
90
0.1%
0.1%
Mehdawal
145
0.1%
Mohammadi
Derpur, Rasulabad,
Sikandara
Shahbad
Dibai, Khurja,
Shikarpur
Budhanpur, Sagdi,
Nizamabad
176
79
0.1%
0.1%
94
0.1%
89
0.1%
26
0.1%
168
0.1%
District
Muzzaffarnag
ar
Jhansi
External
Zones
Zone Name
Kaushambi
Chayal
187
0.1%
Banda
Baberu
112
0.1%
Sitapur
83
0.1%
Kushinagar
Haata
152
0.1%
Jaunpur
Bareily
Sant Kabir
Nagar
Aawla
67
0.1%
Mainpuri
Moth
Himachal Pradesh
(Surrounding State)
Badlapur,
Machlishahar
karhal
Dhanghata
146
0.1%
Moradabad
Kanth, Thakurdwara
Hardoi
Shahbad
89
0.1%
Shahjahanpur
Agra
Puwaya
Kheragarh
77
41
0.1%
0.1%
Jalalpur, Taanda,
Alaalpur
Bagpat, Khekra
Chibramau
Mirzapur
Chunar
197
0.1%
Etah
Kheeri
Aliganj
Lakhimpur
44
80
0.1%
0.1%
Badaun
Gunnaur
57
0.1%
Deoria
Deoria
157
0.1%
Ambedkar
Nagar
Baghpat
Kannauj
Sant Kabir
Nagar
Sultanpur
Kheeri
Ramabai
Nagar
Hardoi
Aligarh
Atrauli, Gabhana
28
0.1%
Bulandshahar
Basti
Harya
142
0.1%
Azamgarh
Khalilabad
144
0.1%
Chandauli
Sakaldih
205
0.1%
Etmadpur
Chandauli
Phulpur
Anupshahar, Sthana
Bagpat, Khekra
36
204
193
25
7
0.1%
0.1%
0.1%
0.1%
0.1%
Mau
Gonda
Kanpur Nagar
Pratapgarh
Kushinagar
Agra
Ghazipur
Bareily
Shahjahanpur
Shahjahanpur
Maunath Bhanjan
Karnelganj
Bilhaur
Patti, Raniganj
Padrauna
Etmadpur
Jakhniya, Saidpur
Aawla
Puwaya
Jalalabad
Mahmudabad,
Sidhauli
Musafirkhana,
Gauriganj
Misrikh
Baraut
Anupshahar, Sthana
Chakiya
163
129
95
184
153
36
166
67
77
74
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
83
0.1%
177
0.1%
82
8
25
203
0.1%
0.1%
0.1%
0.1%
Sant Kabir
Nagar
Agra
Chandauli
Allahabad
Bulandshahar
Baghpat
Sitapur
Sultanpur
Sitapur
Baghpat
Bulandshahar
Chandauli
April 2014
P a g e | 2-30
Kairana, Shamli
Zone



District
Zone Name
Zones

% of
Goods
Trips
District
Mau
Shrawasti
Faizabad
Badaun
Agra
Bahraich
Etah
Zone Name
Zone
Ghosi, Madhuban
Ikauna
Rudauli, Sohwaal
Gunnaur
Kheragarh
Kaisarganj, Mahsi
Aliganj
161
135
173
57
41
131
44
% of
Goods
Trips
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
0.1%
The movement pattern i.e. desire line diagrams for interstate and intrastate passengers are
presented in Figures 2.4 (a) to (c).
2.5.
FINDINGS FROM TRAVEL DATA ANALYSIS
2.5.1.
Passenger Traffic
i.
A total of 22.60 lakh intrastate surveyed & expanded passenger trips were observed
in the State daily.
ii.
The modal shares of passenger trips per day reveals cars carry about 28% and two
wheelers account for 25% share. The public transport (bus) share accounts for 37%
of the total trips. It is noteworthy, that 10% of passenger trips by auto rickshaws were
also tapped on regional road system on various roads in the State, indicating a larger
dependence of IPT modes in absence of inadequate public buses.
iii.
Work trips constitute about 43% of the total surveyed trips. Amongst various
passenger modes 3-wheelers, cars and 2-wheelers are the predominant modes of
travel in this category. Bus trips which are long distance bound carry about 18% of
the work trips. Most of the work trips are local catered by personal and IPT modes.
iv.
A total of 13% trips were observed for business purposes. Cars and 2-wheelers were
the dominant modes including 3-wheelers. Buses cater to maximum of 15% of
education trips. Amongst 15% of total social trips observed, buses carry 29% of these
trips across the State.
v.
Buses carry 21% of tourism / recreation trips, whereas, overall share of tourist trips is
about 11%. 7% of tourist trips are catered by car traffic, which includes trips by IPT
taxis. A significant 5% of the recreation trips by 2-wheelers suggest that these are
mostly for recreation purposes.
vi.
About 8% of the trips were tapped as return trips by various purposes. These are
mostly work and education trips returning home using the regional road system.
vii.
The distribution of passenger trips by movement type i.e. between State and All-India,
vice versa and through components indicates that 80% (22.6 lakh) surveyed
passenger trips are performed within the Uttar Pradesh State daily. The respective
share for movement between Rest of the Country beyond UP Boundary and vice
versa is about 18% (4.89 lakh). The through trips were 2% of all trips. The intrastate
and interstate demand of the recorded survey trips is about 28.13 lakh.
viii.
Average occupancy of passenger modes observed at the OD survey stations

indicates a value of 4.43 for cars, public modes 39.56. The average occupancy of 2
wheelers and 3 wheelers was recorded as 1.75 & 8.37 respectively.
ix.
The frequency of trip occurrences suggests that 54% of trips occur daily and 18% are
performed weekly. About 10% trips are performed monthly.
April 2014
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2.5.2.

x.
The zones found to be having significant interaction in terms of passenger trips were
also studied in detail and analysed for the entire State. Top 10 passenger traffic
generating zones (external and internal) were found to be Lucknow, Ghaziabad,
Agra, Allahabd, Mathura, Basti, Barbanki (Fatehpur), Sultanpur, Barreily, Faizabad,
Etah, Fatehgarh etc.
xi.
Major traffic attracting zones were Lucknow, Razapur (Ghazaibad MC, Dharauti
Khurd), Bareilly, Mathura (Mathura MB & Cantt, Vrindavan MB, Saunkh, Aurangabad
CT), Agra, Hapur, Moradabad, Basti, Faizabad, Fatehpur, Nawabganj, Ramnagar,
Varanasi, Sultanpur, Etah etc.
Freight Traffic
i.
A total of 1.86 lakh goods vehicle trips were observed on an average day of which
0.72 lakh were empty trips. About 66 % of goods trips have either origin or destination
outside within the State i.e. intra state goods vehicle trips and other 27% have origin
or destination in UP. About 7.2% of the goods trips are through trips (External to
External) with neither origins nor destinations in UP State.
ii.
Total freight load of about 14 lakh tonne was recorded / observed at the survey points
on an average weekday which includes procurement / dispersal and movement of
goods from State. Of this about 7.5 lakh tonne is carried within the State movements.
About 4.7 lakh tonne has origin / destination within the State & 1.6 lakh tonne is
through passing through the State Road Network.
iii.
Freight carried by various goods vehicles suggest that LCV carry about 0.46 lakh
tonnes of freight, 2-axle and 3-axle trucks move about 1.3 lakh tonnes. Multi-axle
goods vehicles cater to movement of 0.12 lakh tonnes across the State.
iv.
The loading pattern of goods traffic analysed indicates an average payload of 2.79
tonnes for LCVs, higher average of 10.81 tonnes was observed for 2-axle trucks. 3axle trucks carry on an average about 16 tonnes and Multi-axle trucks carry more
than 24 tonnes.
v.
Lead Distribution of goods vehicle trips analyzed for their trip lengths indicates an
average lead of 85 km for LCV, 225 km for 2-axle, 344 km for 3-axle trucks. Multi-axle
trucks have an average lead 475 km.
vi.
Major O-D Pairs for zones having significant interaction in terms of freight traffic for
productions and attractions were Mathura (Mathura MB & Cantt, Vrindavan MB,
Saunkh, Aurangabad CT), Moradabad, Agra, Allahabad, Bareilly, Bulandshahar,
Sikanderabad, Sultanpur, Gorakhpur, Rampur, Swar, Tanda, Varanasi etc.
vii.
Similarly, freight traffic attracting zones with significant volumes were Lucknow,
Kanpur, Banda, Attara, Naraina, Razapur (Ghazaibad MC, Dharauti Khurd),
Allahabad, Moradabad, Hapur, Agra, Varanasi, Baara, Karchana, Bareilly, Dalmau,
Lalganj, Unchahar, Mathura (Mathura MB & Cantt, Vrindavan MB, Saunkh,
Aurangabad (CT), Gorakhpur, Fatehpur, Khaga, Raibarreily, Faizabad, Fatehpur,
Nawabganj, Ramnagar, Sultanpur, Charkhari, Mahoba, Muzaffarnagar etc.
2.6.
BASE YEAR TRAVEL DEMAND MODELLING
2.6.1.
Context
The objective of modelling is to build a comprehensive transport model that accurately
represents existing travel conditions for all significant modes of travel and forms the basis to
forecast travel demand in the future under a range of input assumptions and scenarios. The
base year model will be used to simulate the existing traffic and travel movement pattern in
the State and subsequently used to forecast travel demand and movement pattern in the
horizon year.
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Travel demand models are one of the best forecasting tools available because its
development is based on transportation theories, travel survey data and statistical analysis
approaches. An operational travel demand model is required to enable estimation of future
travel demand that will help towards identifying requirements for the region. The main
purpose of travel demand modelling will be to;
-
Forecast demand
Estimate demand in absence of observed data
Scenario testing- Alternative networks, policies, landuse etc.
Project planning and corridor studies
Compliance with economic growth & its management
2.7.
MODELLING APPROACH ADOPTED
2.7.1.
Intra-Regional Travel Demand

Based on the review of various regional transport demand modelling techniques, their
applicability in different case studies and keeping in view the essential attributes of a
desirable travel demand modelling requirement such as data availability, accuracy,
simplicity, policy sensitivity etc., a sequential four stage modelling approach to model the
intra-regional travel demand in the case study area has been adopted. For developing the
model framework existing transport network, modes and related parameters were studied
and utilised as input in model development.
2.7.2.
Passenger
The regional level transport model for U.P state is based on a four step modelling and the
analytical framework for the development of transport model is as given in Fig. 2.5.
The travel demand model has been developed using CUBE software, which is one of the
leading transportation software packages. The structure of the proposed model will be 4stage model incorporating the components of Trip Generation, Trip Distribution, Modal Split
and Trip Assignment.
Fig. 2.5: ANALYTICAL FRAMEWORK FOR THE DEVELOPMENT OF TRANSPORT MODEL
Primary & Secondary

Data Collection
Traffic Data
Road Inventory Data
Regional
Plans/Documentations
etc
Demographic
Economic, Industrial,
Agricultural data
Development
of Model
Trip Generation
Trip Distribution
Mode Choice
Trip Assignment
Strategy Formulation
based on Technical,
Economic & Financial
Evaluation
Scenario Building
Identification of core
network
Articulation of
plans/policies
Project Evaluation
Project prioritization
Implementation
programme
Stakeholder
Consultation
The above sub modules are used for:

-
Identification of Origin Destination pairs those are likely to generate dominant traffic
patterns on the network
Validate total passenger & vehicular trips onto the primary network
April 2014
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Assess traffic loading on the new network with respect to all alternative modes and
modal shifts based upon inputs pertaining to time and cost variables
Assessment of System capacity versus utilization
Formalise a consultative traffic network plan/design to accommodate future spatial,

supply and demand side changes/ interventions.
The methodology for development of transport demand model is presented in flowchart

below as Figure 2.6.
Transport Demand Model
Delineation Data of Traffic Zones
Primary Survey
Traffic
Volume
Roads Side
Bus
Pvt. Vehicle
Goods
Travel Characteristics
- Origin-destination
- Frequency
- Purpose
- Mode
Secondary Data Collection
Network Inventory
- Roads
- Rail
- Network speeds
Economic
Population
Employment
Settlements
Tourism & Industry
Vehicle registration
Traffic and travel data
Toll post data
Rail goods and passengers
Plans and proposals
Trip Generation
Trip Distribution
STATE POLICY,
PROGRAMS,
VISION & GOALS
Modal Split
Assignment
Projection of Economic
Parameters
Model Validation
SOCIAL /
ENVIRONMENTAL
POLICY & IMPACTS
Projection of Transport Demand

Horizon Year Networks
Traffic Intensity on Horizon Year
Network
Fig. 2.6: DEVELOPMENT OF TRANSPORT DEMAND MODEL FLOW CHART
The structure of the proposed model will be 4-stage model incorporating the components
of Trip Generation, Trip Distribution, Modal Split and Trip Assignment. A brief description of
various stages is as follows:
2.7.2.1.
Trip Generation
It is the first stage in which the trips generated by the individual zones for the region are
calculated. The explanatory variables considered for regression model included zonal
population, workers etc. Simple regressions are carried out to identify significant variables
for the model. Trip generation models are developed separately for passenger and freight
traffic. Some of the important explanatory variables for passenger trip productions and
attraction models are population, per capita income, workers etc. while for freight traffic
some of the important explanatory variables would include NSDP, industrial production,
April 2014
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agriculture production, etc.

The trip generation models derived from multiple linear regression are of the following form:
T0 = a0 + a1x1 + a2x2 ++ anxn
Where,
a0 Constant
a1, a2..an Coefficients associated with each explanatory variables
x1, x2, xn Explanatory variables that includes one or more planning parameters, socioeconomic and trip characteristics pertaining to each zone in the base year
While developing the zonal regression model, attention has been paid to the following
essential criterions:
2.7.2.2.
Independent variables should not be inter-correlated but independent

Independent variables must be capable of interpretability and be measurable
The size of intercept in relation to the mean value of dependent variable should be
small
The signs of the regression coefficient must be logical.
Trip Distribution
The trip distribution within a trip type is done using a gravity model. The concept underlying
a gravity model is that trip end locations that are closer together will exhibit a stronger
attraction than those that are farther apart. Further, trip end locations with higher trip
generation will be more attractive than trip end locations with lower trip generation. In the
functional form, it can be described as the trip magnitude between two zones (i) and (j) is
directly proportional to the number of trips produced in zone (i), number of trips attracted to
zone (j), and inversely proportional to some function of the spatial separation of the two
zones.
Tij Pi Aj [1/f(dij)]
The equation can be rewritten as; Tij = Ai Bj Pi Aj F(Cij)
where;
Tij = Trips between zone i to zone j
Pi = Production from zone i
Aj = Attraction to zone j
Ai & Bj = Row/column balancing factor
F(Cij) = Cost deterrence from zone i to zone j
F(Cij) = e-tij (tij)-
Dij = Distance between zone i and zone j
where;
tij = Travel time / distance / generalised cost from zone i to zone j
, = Parameters to be calibrated
The broad methodology adopted for calibrating the OD matrix is as follows:
-
To ascertain the relationship between friction factor and the time, the observed matrix is
iterated to get the first iteration matrix
The trip length frequency distribution and average trip length (ATL) of the matrix derived
above is compared with the observed matrix.
The iteration process is repeated till no significant difference between observed and
modelled trip length frequency distribution (TLFD) is observed.
The main criteria for calibration checks are:

-
Shape and position of observed and simulated trip length frequency distribution should
be relatively close to one another
April 2014
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The difference between the observed and simulated average trip lengths should
be within 3%
Inputs for the model are as follows:

-
A set of zonal trip productions and attraction

Travel time matrix is adopted as the impedance matrix.
Travel function value (friction factor):
The output of the model is:

-
Modelled TLFD
Modelled Trip Distribution Matrix
Friction Factor to be utilised as the basis of future trip distribution.
Figure 2.7 shows the structure of calibration of Trip Distribution Model.
Figure 2.7 CALIBRATION OF TRIP DISTRIBUTION MODEL

2.7.2.3.
Trip Assignment
The assignment has been carried out using All or Nothing Assignment method. To attain
validation of road based flows, assigned link flows have been compared with ground counts
for calibration purposes.
2.7.3.
Freight Demand
Freight transportation models would involve developing freight generation/attraction
regression models, calibration of freight distribution model and assignment on the base
year highway network. Applying the base year models to future tonnage from various zones
and subsequently of number of commercial vehicle trips for each traffic analysis zone would
be estimated. Commercial vehicle volumes at external stations would be estimated using
transport demand elasticity and economic activity forecast. It is also proposed to identify the
special freight generators in various zones effecting the freight movement in the region and
April 2014
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integrate them appropriately while forecasting freight demand in the horizon year.
2.7.4.
Inter State Passenger Travel Demand

The inter-state transport demand modelling proposed is based on transport demand
elasticity approach. In this method elasticity values are worked out based on time series
vehicle registration data as dependant variable and net national product as independent
variable. It is based on the premise that vehicular growth rates are influenced by the area
economies of the traffic originating and destining states/regions. Under this methodology, a
quantitative relationship is established between time series vehicle registration data and
socio-economic indicators. This is done by fitting log-log regression equations with vehicle
registration data as the dependant variable and socio-economic indicators as the
independent variable.
2.7.5.
Model Calibration
Calibration is performed at all levels of the model: trip generation, trip distribution and
assignment. The calibration and validation of travel demand model is essential to accurately
model current/future travel for a region. Model calibration adjusts parameter values until the
predicted travel matches the observed travel within the region for the base year. For the
purposes of forecast it is assumed these parameters will remain constant over time.
Calibration is conducted in all four steps of the modelling process and normally occurs after
establishing model parameters
2.8.
MODEL INPUT GENERATION
2.8.1.
Traffic Zone System

Regional model TAZ are created based on census boundary. The consultants has
developed the zone system based on census boundary at tehsil level. The zone system
comprise of internal zones (within the state boundary) and external zones. For the purpose
of study, the network has been divided into 207 internal zones and 15 external zones.
2.8.2.
Transportation Network
The representation of the transportation system is one of the most important aspects of
travel demand modelling. The network serves several purposes in transportation system
analysis as given below:
-
Inventory of existing road system

The network is used in modelling travel demand to estimate the highway travel
impedance between zones in a region. This impedance is usually described as the time
or distance associated with each zone pair
The simulation of travel in horizon year and in the estimation of impacts associated with
this travel.
A master transportation database is maintained using Arc/Info software. The database

includes existing and proposed road network facilities. Attributes have been coded for
individual segments that describe geometric, operational, and phasing characteristics.
Network has been prepared using GIS tool. This coded network provides the basis of
estimating zone-to-zone travel times for the trip distribution and for trip routing in the vehicle
assignments. The highway network serves several purposes in transportation system
analysis. First, it is an inventory of the existing road system. It is a record for the present
and future years, of the physical status of the highway system. Basic information such as
km of roadway, route configuration, capacity and counted volumes can be stored in the
network.
For the purpose of modelling, a network file has been developed. The basic elements of
network file are nodes and links as described in earlier sections in Chapter 3. Links
represent individual roadway segments whereas Nodes represent the intersection of
April 2014
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roadway segments and are also used as shape points to maintain the true topology of the
highway system. In addition to regular nodes and links, the network contains special nodes
called Centroids. Centroids represent the traffic analysis zones (TAZ) and are located at
the centres of activity in the zone. They are the point at which trips are loaded on the
highway network. External stations are centroids which represent the points at which
external trips enter or leave the region.
2.8.3.
Traffic & Travel Characteristics

Travel surveys provide the underlying strength of any model and serve as the fundamental
data upon which it is built. The primary objective of this data collection activity is to reflect
the data necessary to eliminate and calibrate a set of travel models for a region. The basic
data required in model developed are as given below:
2.8.3.1.
Travel Desire Pattern (OD matrices)

In transportation study, it is often necessary to know the exact origin and destination of the
trips. It is not only necessary to know how many trips are made, but also group these trips
with reference to the zones of their origin and destination. Other information yielded by the
O-D survey would include characteristics of the trip-maker, trip purpose, lengthy, mode of
travel, time and cost of the trip. Suitable matrices have been developed through the
rationalised OD data collected and coded at the traffic zone level.
2.8.3.2.
Traffic Counts
Traffic volume counts are used to compare estimated roadway volumes to observed values
as part of the calibration of trip assignment model. The traffic count data used in the
comparison should represent counts taken during the same base year as defined for model
development.
2.8.3.3.
Link Travel Times

Link travel times obtained through speed studies are used in the assignment process and
fundamentally determine which paths will be used on the network when travelling between
zone pairs.
2.8.3.4.
Socio-economic Data
The indicators commonly used for regional assessment are usually from the following
parameters which have been compiled by the consultants at zonal level:
-
Population
Number of workers
NSDP
No. of Registered Industries
No. of small scale Industries
Value of agriculture production
Value of industrial production
2.9.
DEVELOPMENT OF BASE YEAR OD MATRIX
2.9.1.
Background
The most vital information for travel demand assessment for a region is the existing travel
characteristics and travel pattern. The travel characteristics data is obtained through OD
survey. The OD survey was carried out at 101 locations on selected NH, SH, MDR and
ODR. The detailed analysis of the OD survey has been presented in previous chapter. This
chapter presents the development of base year matrix through combinations of various
matrices. Further the matrix has been updated by applying correction factors. The traffic
zone system adopted for the region has already been given in earlier chapters.
April 2014
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2.9.2.

OD Matrix Development
In a regional study, road side interview method is adopted for developing origin destination
(OD) matrix. The OD survey data of 101 locations was analysed and grouped to form a
single matrix representing the demand of the State. The locations of OD survey were
identified in a manner to avoid double counting at locations. Further the matrix has been
split into passenger and freight trips for analysis. Within passenger trips the matrices were
subdivided into public and private trips. The public bus trips were further subdivided into
private and state owned bus operations. An overall trip rate of 0.011 for internal trips with
0.018 and 0.009 for urban and rural areas respectively were derived from the field surveys.
In order to ensure that the surveyed expanded internal OD matrix is correctly developed
including the intensity of trip rates keeping in view the vastness of the study area a cross
check of trip rates as obtained from field studies OD matrix with those obtained from reports
of Regional Transport Studies was undertaken to ensure compatibility of trip rates and if
found necessary apply appropriate correction factors to reflect the likely travel intensity and
travel pattern in the study area. For this exercise four case studies of Regional Transport
Plan for NCR, Sikkim, Jammu and Arunachal Pradesh were considered and their trip rates
collated as shown in Table 2.13 below.
Table 2.13 OBSERVED PER CAPITA TRIP RATES EXTRACTS FROM RELEVANT
REGIONAL TRANSPORT STUDIES IN INDIA
State
Population
Urban Population
Trips (lakh)
Trip Rate
(lakh)
(%)
(Internal)
(internal)
Sikkim
7.3
12
0.22
0.030
Arunachal Pradesh
11.3
20
0.08
0.007
Jammu
41.0
35
1.13
0.028
NCR (National Capital
444.0
58
39.0
0.088
Region)
Regression analysis was carried out on the above data set between Trip Rate and
independent variables such as population and urban population (%) respectively for
applying it on the study area. The following equations were found to be significant:
y = 0.001x + 0.018 (R = 0.920)
y = 0.146x - 0.007(R = 0.727),
where; (y) is the dependant variable (trips) and (x) is the independent variable (population),
2
R is the coefficient of determination
Based on the above equations the estimated trip rates obtained for the study area were
0.038 and 0.0245 respectively with an overall average value of 0.03 which was found
rationale and was adopted for the study. Based on this adopted overall trip rate and taking
into account the ratio of urban area to overall trip rate and rural area to overall trip rate from
the field data the revised estimated trip rates for urban and rural areas in the study area
obtained were 0.05 and 0.02 respectively.
Further detailed data of public transport trips of government owned buses (RTC) were
collected from secondary sources which provided a reliable source of generating its desire
pattern in the overall OD matrices while the derived private bus trips out of total bus trips
excluding RTC buses were taken from the field surveys in expanded form to provide an
expanded public transport OD matrix. The total public transport trips by bus analysed from
the RTC database (coded zone wise) was estimated at 11.93 lakh trips per day. The
additional trips as a result of enhanced trip rates explained above were distributed as per
the observed desire pattern from field surveys maintaining the observed zonal modal split
shares between public and private transport system from field studies. The resultant matrix
comprising private and public trips derived out of the above mentioned process was
April 2014
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adopted for travel demand modelling process.

The expanded & estimated public transport trips were 26.28 lakh maintaining the modal
split of private and public transport passenger trips observed from the surveyed passenger
demand.
The summarised transport demand (Table 2.14) representing the final daily travel demand
estimates for the study area was estimated at 66.25 lakh trips per day, of which 57.77 lakh
trips are the internal trips. Further public transport trips estimated are 26.28 lakh, while
39.99 lakh trips per day are by private modes.
Table 2.14 ESTIMATED DAILY TRAVEL DEMAND ON REGIONAL ROAD SYSTEM
FOR THE BASE YEAR 2011
Number of passenger
Type of Movement
Percent
trips per day
Internal Trips (I to I)
87.20%
57,77,117
Private Vehicle
37,40,627
56.46%
Public Transport
20,36,490
30.74%
External Trips (I to E & E to I)
12.80%
8,48,006
Private Vehicle
2,56,009
3.86%
Public Transport
5,91,997
8.94%
Total No. of Trips
66,25,123
100.00%
Total Private Transport
40 lakh passenger trips per day (60%)
Total Pubic Transport
26 lakh passenger trips per day (40%)
Modal Split of Regional Passenger Trips
40% favoring public transport
2.10.
BASE YEAR TRAVEL TIME MATRIX

The inputs required to generate a Travel Time matrix are:
-
Road Networking comprising of Links, Node, and Zone Centroid.

Speed and Delay survey results giving speed and travel time between all identified
nodes of the network.
For any pair of zone centroids, different paths exist on the network (comprising of links and
nodes) with a different travel time along each path (obtained from speed and delay survey
results). The Shortest Path between any pair of zone centroids is the one having minimum
value of total Travel Time. This concept has been applied for all pairs of zone centroids for
the preparation of travel time matrix.
2.11.
TRAVEL DEMAND MODELS AND ITS CALIBRATION
2.11.1.
Trip Generation Models

Trip Generation models for passenger and freight internal trips have been developed using
regression models based on the various independent variables such as zonal population,
zonal workers, zonal income, index of agriculture and industrial production respectively.
The best fit regression equations used in the trip productions and attraction models have
been arrived at after carrying out rigorous simple linear regression taking into
considerations a number of independent variables and finally selecting most appropriate
variable which best fits the observed data. Parameters in the regression equations are
optimized not only on the basis of r square and t-statistic but also their ability of optimum
predictability. Some of the other considerations in selecting the final model have been low
constant value, robustness, similarity in observed and estimated trip totals etc. in addition t
statistic were also applied for checking statistical significance of various variables at 5%
level of significance.
Appendix B-2.1 presents planning data developed at the traffic zone level which formed
the basis for developing zonal trip end models.
April 2014
P a g e | 2-40

2.11.2.

Trip Production for Passenger Trips

Trip Production models for passenger and freight internal trips have been developed based
on the various independent variables such as zonal population and zonal income
respectively. Stratified trip production models were developed for passenger trips Urban &
Rural (Category 1 & 2) are described below and shown in Figure 2.8 to 2.12.
URBAN AREAS
Trip Production Equation - Population
y = 0.067x 10457
2
R = 0.605
y - Passenger Trips
x - Population
Average PCTR from observed data 0.06
Constant 15% of Average value of trip production
y = 0.0672x - 10457
R = 0.6051
300000
Trip Production
250000
200000
150000
100000
50000
0
0
500000
1000000
1500000
2000000
2500000
3000000
3500000
4000000
Population
Revised Trip Production
Linear (Revised Trip Production)
Predicted Revised Trip Production
Fig. 2.8 SCATTER PLOT FOR URBAN TRIP PROD WITH POPULATION
SUMMARY OUTPUT
Regression Statistics
Multiple R
R Square
Adjusted R Square
Standard Error
0.77787
0.605081
0.591463
38142.81
Trip Production Equation Income

y = 2.614x + 2522
2
R = 0.897
y Passenger Trips
x - Income
April 2014
P a g e | 2-41


y = 2.6149x + 2522.7
R = 0.8979
300000
Trip Production
250000
200000
150000
100000
50000
20000
40000
60000
80000
100000
PCI
Fig. 2.9 SCATTER PLOT FOR URBAN TRIP PROD WITH INCOME
Multiple R
0.876806908
R Square
0.768790353
Adjusted R Square
0.761331978
Standard Error
28062.9163
RURAL AREAS - CATEGORY I
y = 0.0003x + 18.85
R2 = 0.52
y - Passenger Trips
x Population
April 2014
P a g e | 2-42


Trip Production - Population

700
y = 0.0003x + 18.85
R = 0.52
600
500
400
300
200
100
0
0
500000
1000000
Population
1500000
2000000

Predicted Revised Trip
Production
Fig. 2.10 SCATTER PLOT FOR RURAL (CAT I) TRIP PROD WITH POPULATION
Multiple R
0.71992
R Square
0.518284
Adjusted R Square
0.474492
Standard Error
111.0314
RURAL AREAS: CATEGORY II

y = 0.006x - 1580
2
R = 0.51
y - Passenger Trips
x Population
April 2014
P a g e | 2-43


y = 0.0068x - 1580.3
R = 0.511
18000
16000
14000
12000
10000
8000
6000
4000
2000
0
500000
1000000
1500000
2000000
2500000
Population
Fig. 2.11 SCATTER PLOT FOR RURAL (CAT II) TRIP PROD WITH POPULATION
Multiple R
0.714863
R Square
0.511029
Adjusted R Square
0.5004
Standard Error
2490.255
RURAL AREAS: CATEGORY III
y = 0.038x - 3010
2
R = 0.511
y - Passenger Trips
x Population
April 2014
P a g e | 2-44


Trip Production - Population

140000
Trip Production
120000
y = 0.038x - 3010.
R = 0.511
100000
80000
60000
40000
20000
0
0
500000
1000000
1500000
2000000
2500000
3000000
3500000
Population
Fig. 2.12 SCATTER PLOT FOR RURAL (CAT III) TRIP PROD WITH POPULATION
Multiple R
R Square
Adjusted R Square
Standard Error
2.11.3.
0.714895
0.511074
0.505184
17017.29
Trip Attraction for Passenger Trips

Trip Attraction models for passenger and freight internal trips have been developed based
on the various independent variables such as zonal workers and zonal income respectively.
Stratified trip attraction models were developed for passenger trips that at Urban and are
shown in Fig. 2.13 to Fig. 2.17.
URBAN AREAS
Trip Attraction Equation Workers
y = 0.196x 14470
2
R = 0.46
y - Passenger Trips
x - Workers
Constant 30% of Average value of trip attraction
April 2014
P a g e | 2-45


Trip Attraction - Workers

y = 0.181x - 12329
R = 0.51
Revised Trip Attractions
300000
250000
200000
150000
100000
50000
0
200000
400000
600000
800000
1000000
1200000
Workers

Linear (Revised Trip Attractions)
Predicted Revised Trip Attractions
Fig. 2.13 SCATTER PLOT FOR URBAN TRIP ATTRAC WITH WORKERS
Multiple R
R Square
Adjusted R Square
Standard Error
0.70
0.46
0.47
41536.5
Trip Attraction Equation Income

y = 2.995x+ 773.7
2
R = 0.676
y - Passenger Trips
x Income (million Rs.)
Constant 1.5% of Average value of trip Attraction
April 2014
P a g e | 2-46


300000
250000
y = 2.9953x + 773.77
R = 0.6769
200000
150000
100000
50000
0
20000
40000
60000
80000
100000
Income (mill. Rs)
Predicted Revised Trip Attractions
Linear (Revised Trip Attractions)
Fig. 2.14 SCATTER PLOT FOR URBAN TRIP ATTRAC WITH INCOME
Multiple R
R Square
Adjusted R Square
Standard Error
0.822713
0.676857
0.666085
33558.22
RURAL AREAS
CATEGORY I
y = 0.012x - 874
2
R = 0.50
y - Passenger Trips
x Workers
April 2014
P a g e | 2-47



4500
y = 0.012x - 874
R = 0.50
4000
Trip Attractions
3500
3000
2500
2000
1500
1000
500
0
0
50000
100000
150000
200000
250000
300000
350000
400000
450000
Workers
Fig. 2.15 SCATTER PLOT FOR RURAL (CAT I) TRIP ATTRAC WITH WORKERS
Multiple R
R Square
Adjusted R Square
Standard Error
0.68
0.50
0.48
1147
CATEGORY II
y = 0.054x - 2863
2
R = 0.75
y - Passenger Trips
x Workers
April 2014
P a g e | 2-48



35000
Trip Attractions
30000
y = 0.0544x - 2863.5
R = 0.7522
25000
20000
15000
10000
5000
0
0
100000
200000
300000
400000
500000
600000
Workers
Fig. 2.16 SCATTER PLOT FOR RURAL (CAT II) TRIP ATTRAC WITH WORKERS
Multiple R
0.86
R Square
0.75
Adjusted R Square
0.74
Standard Error
3998
CATEGORY III
y = 0.128x - 4214
2
R = 0.511
y - Passenger Trips
x Workers
April 2014
P a g e | 2-49
700000



160000
y = 0.1281x - 4214.4
R = 0.5058
140000
Trip Attractions
120000
100000
80000
60000
40000
20000
0
0
100000
200000
300000
400000
500000
600000
700000
800000
900000
Workers
Fig. 2.17 SCATTER PLOT FOR RURAL (CAT III) TRIP ATTRAC WITH WORKERS
Multiple R
0.711
R Square
0.50
Adjusted R Square
0.49
Standard Error
15352
The trip attraction model for rural areas based on regression models were not adopted as
the constant values observed are very high, which is not representing true picture of trip
rate. Hence for estimating trip attractions for rural areas trip rate method will be adopted to
forecast trips for horizon years.
2.11.4.
Trip Production for Freight Trips (Tonnage)

Trip Production models for freight internal trips have been developed based on the various
independent variables such as zonal workers and zonal income respectively. Stratified trip
production models were developed for freight trips at Urban, Industrial, Rural (Category 1),
Rural (Category 2) and Rural (Category 3) and are shown in Figures 2.18 to 2.24.
A.
URBAN AREAS
Tonnage Production Equation - Workers

y = 0.028x 1692
2
R = 0.623
y - Tonnage Production
x - Workers
Constant - 30% of Average value of trip production
April 2014
P a g e | 2-50


y = 0.0287x - 1692.7
R = 0.6234
Production Trips-Tonnage
30000
25000
20000
15000
10000
5000
0
0
200000
400000
600000
Workers
800000
1000000
I-I Production Trips-Tonnage

Predicted I-I Production Trips-Tonnage
Linear (I-I Production Trips-Tonnage)
Fig. 2.18 SCATTER PLOT FOR URBAN FREIGHT TRIP PROD WITH WORKERS
Multiple R
0.803236032
R Square
0.645188122
Adjusted R
Square
0.628292319
Standard Error
4325.98239
Tonnage Production Equation Income
y = 0.313+ 342.3
R2 = 0.648
y Tonnage Production
x Income (in Rs. Millions)
April 2014
P a g e | 2-51
1200000


PCI Line Fit Plot
y = 0.313x + 342.3
R = 0.648
35000
30000
25000
20000
15000
10000
5000
0
0
20000
40000
60000
80000
100000
PCI

Fig. 2.19 SCATTER PLOT FOR URBAN FREIGHT TRIP PROD WITH INCOME
Multiple R
R Square
Adjusted R Square
Standard Error
B.
0.805172558
0.648302848
0.634234962
5082.977112
INDUSTRIAL AREAS
Trip Production Equation - Workers

y = 0.008x 184.1
R2 = 0.605
y Tonnage Production
x - Workers
April 2014
P a g e | 2-52


y = 0.0087x - 184.18
R = 0.6059
8000
7000
6000
5000
4000
3000
2000
1000
0
0
100000
200000
300000
400000
500000
600000
700000
800000
900000
Workers

Fig. 2.20 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP PROD WITH WORKERS
Multiple R
0.777769227
R Square
0.604924971
Adjusted R Square
0.589729777
Standard Error
994.2028683
Trips Production Equation Income
y = 0.32x 666.5
R2 = 0.595
x Income
April 2014
P a g e | 2-53


Tonnage Production - Income Line Fit Plot
y = 0.326x - 666.5
R = 0.595
16000
Tonnage Production
14000
12000
10000
8000
6000
4000
2000
0
0
5000
10000
15000
20000
25000
Income (in Rs.Million)

30000
35000
40000
Fig. 2.21 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP PROD WITH INCOME
Multiple R
0.771470487
R Square
0.595166712
Adjusted R Square
0.580708381
Standard Error
2214.614496
C.
RURAL AREAS (CATEGORY 1)
Trip Production Equation Workers

y = 0.0023x 31.12
2
R = 0.56
y - Tonnage Production x Workers
I-I Production Trips - Tonnage
1600
y = 0.0022x - 31.12
R = 0.561
1400
1200
1000
800
Series1
600
Predicted 61.6117508906188
400
Linear (Series1)
200
0
100000 200000 300000 400000 500000 600000

Workers
Fig. 2.22 SCATTER PLOT FOR RURAL (CAT I) FREIGHT TRIP PROD WITH WORKERS
April 2014
P a g e | 2-54


Multiple R
0.75
R Square
0.56
Adjusted R Square
0.55
Standard Error
184
D.
RURAL AREAS (CATERGORY II)
y = 0.008x 253.7
2
R = 0.54
x Workers
Tonnage Production - Workers Line Fit Plot

6000
y = 0.0089x - 253.78
R = 0.5442
Tonnage Production
5000
4000
3000
2000
1000
0
0
50000
100000
150000
200000
250000
300000
350000
400000
450000
Workers
Fig. 2.23 SCATTER PLOT FOR RURAL (CAT II) FREIGHT TRIP PROD WITH WORKERS
Multiple R
R Square
Adjusted R Square
Standard Error
E.
RURAL AREAS (CATERGORY III)
y = 0.017x + 810.2
2
R = 0.848
x Workers
April 2014
P a g e | 2-55
0.74
0.54
0.54
781
500000


y = 0.017x + 810.2
R = 0.848
7000
6000
5000
4000
3000
2000
1000
0
0
500000
1000000
1500000
2000000
Population
Fig. 2.24 SCATTER PLOT FOR RURAL (CAT III) FREIGHT TRIP PROD WITH WORKERS
2.11.5.
Multiple R
0.92
R Square
0.848
Adjusted R Square
0.826
Standard Error
1024
Trip Attraction for Freight Trips (Tonnage)

Trip Attraction models for freight internal trips have been developed based on the various
independent variables such as zonal workers and zonal income respectively. Stratified trip
attraction models were developed for freight tonnage at Urban, Industrial, Rural (Category
1), Rural (Category 2) and Rural (Category 3) and are shown in Fig. 2.25 to Fig. 2.31.
A. URBAN AREAS
Tonnage Attraction Equation - Workers
y = 0.024x 1399
2
R = 0.6
y Tonnage Attraction
x - Workers
April 2014
P a g e | 2-56


y = 0.0247x - 1399.9
R = 0.6005
35000
30000
Attraction
25000
20000
Attraction
15000
Predicted Attraction
Linear (Attraction)
10000
5000
0
0
200000
400000
600000
800000
1000000
1200000
Workers
Fig. 2.25 SCATTER PLOT FOR URBAN FREIGHT TRIP ATTRAC WITH WORKERS
Multiple R
R Square
Adjusted R Square
Standard Error
0.774936617
0.600526761
0.581504226
3954.606004
Tonnage Attraction Equation Income (in Rs.Million)

y = 0.504x 429.5
R2 = 0.6
y Tonnage Attraction
x - Income
April 2014
P a g e | 2-57


Attraction
Trip Attraction - Income Line Fit Plot

50000
45000
40000
35000
30000
25000
20000
15000
10000
5000
0
y = 0.504x - 429.5
R = 0.602
Attraction
Linear (Attraction)
20000
40000
60000
80000
100000
PCI
Fig. 2.26 SCATTER PLOT FOR URBAN FREIGHT TRIP ATTRAC WITH PER CAPITA INCOME
Multiple R
R Square
Adjusted R Square
Standard Error
0.776318405
0.602670266
0.589425942
6645.366413
B. INDUSTRIAL AREAS
y = 0.015x 361.7
2
R = 0.560
y - Tonnage Attraction
x - Workers
April 2014
P a g e | 2-58


y = 0.0156x - 361.71
R = 0.5604
16000
Tonnage Attraction
14000
Attraction
12000
10000
Predicted
Attraction
8000
6000
4000
Linear (Attraction)
2000
0
0
100000 200000 300000 400000 500000 600000 700000 800000 900000
Workers
Fig. 2.27 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP ATTRAC WITH WORKERS
Trip Attraction Equation - Income

y = 0.314x 873.7
2
R = 0.6
x Income
April 2014
P a g e | 2-59


16000
y = 0.3146x - 873.7
R = 0.6002
14000
Tonnage Attraction
12000
10000
Attraction
8000
6000
4000
Linear (Attraction)
2000
0
0
10000
20000
30000
40000
Income (in Rs.Million)
Fig. 2.28 SCATTER PLOT FOR INDUSTRIAL FREIGHT TRIP ATTRAC WITH INCOME
Multiple R
0.774719325
R Square
0.600190032
Adjusted R Square
0.587292936
Standard Error
2024.424311
C. RURAL AREAS (CATEGORY 1)

y = 0.004x 99.2
2
R = 0.52
x Workers
April 2014
P a g e | 2-60


Tonnage Attraction - Workers Line Fit Plot

4000
y = 0.0044x - 99.207
R = 0.5162
3500
Tonnage Attraction
3000
2500
2000
1500
1000
500
0
0
100000
200000
300000
400000
500000
600000
700000
800000
Workers
Fig. 2.29 SCATTER PLOT FOR RURAL (CAT I) FREIGHT TRIP ATTRAC WITH WORKERS
Multiple R
R Square
Adjusted R Square
Standard Error
0.71
0.52
0.5
590
D. RURAL AREAS (CATEGORY II)

y = 0.008x 255.9
2
R = 0.516
x Workers
April 2014
P a g e | 2-61


Tonnage Attraction
6000
y = 0.0089x - 255.93
R = 0.5168
5000
4000
3000
2000
1000
0
0
100000
200000
300000
400000
500000
Workers
Fig. 2.30 SCATTER PLOT FOR RURAL (CAT II) FREIGHT TRIP ATTRAC WITH WORKERS
Multiple R
R Square
Adjusted R Square
Standard Error
0.72
0.52
0.5
939
E. RURAL AREAS (CATEGORY III)

y = 0.018x + 264
2
R = 0.52
x Workers
April 2014
P a g e | 2-62
600000


y = 0.018x + 264
R = 0.52
14000
Tonnage Attraction
12000
10000
8000
6000
4000
2000
0
0
100000
200000
300000
400000
500000
600000
700000
800000
Workers
Fig. 2.31 SCATTER PLOT FOR RURAL (CAT III) FREIGHT TRIP ATTRAC WITH WORKERS
Multiple R
R Square
Adjusted R Square
Standard Error
0.64
0.52
0.48
2757
Based on the above trip production and attractions equations analysed for passenger and
freight traffic developed for various parameters, most relevant ones were finalized for travel
demand forecasting as summarised in Table 2.15.
Table 2.15 TRIP PRODUCTION AND ATTRACTION
Traffic
Passenger
Freight
April 2014
Area (coverage)
Urban
Rural, Category I
Rural, Category II
Rural, Category III
Urban
Urban
Industrial
Rural, Category I
Rural, Category II
Rural, Category III
Urban
Industrial
Rural, Category I
Rural, Category II
Rural, Category III
Trip Generation
Trip Production
Trip Production
Trip Production
Trip Production
Trip Attraction
Trip Production
Trip Production
Trip Production
Trip Production
Trip Production
Trip Attraction
Trip Attraction
Trip Attraction
Trip Attraction
Trip Attraction
P a g e | 2-63
Parameter
Population
Population
Population
Population
Workers
Workers
Workers
Workers
Workers
Workers
Workers
Workers
Workers
Workers
Workers
Equation
y = 0.067x 10457
y = 0.0003x + 18.85
y = 0.006x - 1580
y = 0.038x - 3010
y = 0.196x 14470
y = 0.028x 1692
y = 0.0008x 184.1
y = 0.0023x 31.12
y = 0.008x 253.7
y = 0.017x + 810.2
y = 0.025x 719.4
y = 0.015x 361.7
y = 0.004x 99.2
Y = 0.008x 255.9
Y = 0.018x + 264.4

2.11.6.

Trip Distribution Models

Trip distribution synthesizes the trip linkages between traffic zones and is used for
simulating the travel pattern. As part of the calibration of trip distribution models initial input
values assumed for the purpose of matrix calibration, & were 1 and -0.5 respectively.
These were used as the initial seed values for the purpose of undertaking the trip
distribution calibration exercise. The final calibration parameters emanating as an output
from calibration process from the model are:
= - 0.020, = - 0.123 (where are the calibration parameters for production and
attraction respectively)
The trip length frequency distribution (TLFD) plot between observed and estimated trips
including cumulative distribution is shown in Fig 2.32 and Fig. 2.33 respectively. It can be
seen that the trip distribution has been calibrated as reflected from close resemblance
between observed and estimated trip length frequency distribution, which is one of the main
criterion for successful calibration of distribution model.
Trip Length Frequency Distribution

80000
70000
No. of Trips
60000
50000
40000
30000
20000
10000
0
1
Estimated Trips
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
Observed Trips
Time (in Minutes)
Fig. 2.32 TLFD PLOT BETWEEN OBSERVED AND ESTIMATED TRIPS
April 2014
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Cumulative TLFD
1400000
1200000
No. of Trips
1000000
800000
600000
400000
200000
0
1
Cumulative (Estimated)
9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40
Cumulative (Observed)
Time (in Minutes)
Fig. 2.33: CUMULATIVE TLFD PLOT BETWEEN OBSERVED AND ESTIMATED TRIPS
2.11.7.
Trip Assignment and Validation
2.11.7.1.
Background
The validation of trip assignment model is essential to use the base year assignment model
for future trip assignments .The trip assignment validation process involves comparing the
trip assignment model - generated link volumes with the observed traffic counts which is
carried out at various levels. Normally aggregate data is used to carry out aggregate checks
which, focus on reproduction of travel patterns at various traffic count locations in an area.
The statistics used to make the comparisons include:
-
Absolute difference in traffic volumes
Percent difference in traffic volumes
Coefficient of Determination (R square)
The specific measures utilized in the process of trip assignment validation are :
2.11.7.2.
Validation target by functional classification of roads
Percentage difference targets for daily traffic volumes groupings of roads
Percent error by traffic volume groups and road way designs
Guidelines for Validation of Trip Assignment

Very limited guidelines are available for validation of trip assignment. Amongst these the
most widely adopted guidelines are by Fred Wagmann (2012) Minimum travel demand
model calibration & validation guidelines for state of Tennessee. According to this the
guidelines for validation of trip assignment are as under:
i.
Validation target by functional classification
The validation targets by functional classification standards are given in Table 2.16.
April 2014
P a g e | 2-65


Table 2.16: DESIRABLE RANGE OF VARIATION BY FUNCTIONAL

CLASSIFICATION STANDARDS
Road Hierarchy
Acceptable range
National Highways
50% of freeway link volumes within +/-10%
State Highways
75% of Major Arterial volumes with 10,000 vehicles per day

within +/-30%
Source: Minimum travel demand model calibration & validation guidelines for state of Tennessee
updated 2012 by Dr.Fred Wagmann
ii. Percentage difference targets for daily traffic volumes groupings of roads
B grouping of daily volumes the validation target standards are presented in Table 2.17.
Table 2.17: PERCENT DIFFERENCE TARGETS FOR DAILY TRAFFIC VOLUME GROUPINGS
Average annual daily
Desirable percent deviation
Desirable percent deviation FHWA
Traffic
Michigan
< 1000
200
60
1000 2500
100
47
2500 5000
50
36
5000 10000
25
29
10000 25000
20
25
25000 50000
15
22
Above 50000
10
21
iii. Percent error by traffic volume group and roadway designs

The standards on percent error by traffic intensity groups with roadway design are
presented in Table 2.18.
Table 2.18: PERCENT ERROR BY TRAFFIC VOLUME GROUP AND ROADWAY DESIGNS
Statistic
Standards acceptable
Standards Preferable
Percent Error LT 10000 Volume (2L road)
50%
25%
Percent error 10000 30000 (4L road)
30%
20%
Percent error 30000 50000 (6L road)
25%
15%
2.11.7.3.
Trip Assignment Validation Results

The validation of trip assignment in the cast study has been carried out as per the
guidelines prescribed by Fred Wagmann at two levels, namely
2.11.7.4.
Assessment of variation in modelled and observed traffic volumes
Correlation analysis between modelled and observed traffic volumes through Coefficient
of Determination.
Assessment of variation in modelled and observed traffic volumes

The results of the validation by comparing the modelled trip assignments with observed
traffic volume counts are briefly described as under:
i.
Validation target by functional classification of roads
Table 2.19 shows the results of validation of trip assignment by functional classification of
roads in terms of National Highways and State Highways.
April 2014
P a g e | 2-66


S
N
Table 2.19: VALIDATION OF TRIP ASSIGNMENT BY FUNCTIONAL CLASSIFICATION OF ROADS

Observed
Assigned
% of
District name
Road Category & Name
Volume
Volume
variation
National Highways (Freeways within the acceptable range)
Sultanpur
Behraich
Goutam Budh
Nagar
Pratapgarh
Kushi Nagar
Lucknow
Pratapgarh
Allahabad
Kanpur Nagar
10
11
12
Jhansi
Mirzapur
Ghaziabad
13
Saharanpur
14
15
Gazipur
Maharajgunj
16
Varanasi
NHW-96 (Sultanpur Road)

NH-28C (Nanapara Nepalganj
Road)
NHW-91 (Dadri-Sikanderbad
Road)
NH-131 Pratapgarh-Raibareily
Road
NH-28 (Kushi Nagar - Tamkui
Road)
NHW-56 Lucknow-Sultanpur Road
NH-24B (Lucknow Allahabad
Road)
NH-96 (Allahabad- Pratapgarh
Road)
NH-86 Kanpur Ghatampur
Hamirpur Road
NHW-25 (Lucknow-Jhansi Road)
NH-7 (Mirzapur-Hanumana Road)
NH-24 (Delhi-Lucknow Road)
NHW-73 (Ambala-Saharanpur
Road)
NHW-29 Gazipur-Gorakhpur Road
NH-29 (Gorakhpur Sanouli Road)
20673
18402
-11%
7177
6404
-11%
38403
34501
-10%
4690
4317
-8%
12823
12183
-5%
25022
24556
-2%
10557
10448
-1%
14995
14855
-1%
11203
11391
2%
16288
6237
99405
16738
6482
105621
3%
4%
6%
13157
13999
6%
12008
5674
13051
6182
9%
9%
NH-56 (Varanasi-Jounpur Road)
19322
21363
11%
State Highways (Major Arterial within the acceptable range)

1
2
3
4
5
6
7
Fatehpur
Kanpur Nagar
Banda
Etah
Siddharth Nagar
Basti
Moradabad
SH-13 (Fatehpur-Lalganj Road)

SH-46 (Bhognipur -Jahanabad
Road)
SH-13 (Banda-Tindwari Road)
SHW-31 (Agra-Etah Road Near
NH-91)
SH-1A (Balrampur-Novgarh Road)
SH-26 (Pilibhit- Bahraich-Basti
Road)
SHW-41 (Kashipur Moradabad
Road )
15681
15456
-1%
17541
16593
16462
15456
-6%
-7%
17928
12624
16355
11145
-9%
-12%
14549
11325
-22%
18350
13498
-26%
From the above table it can be inferred that trip assignments between modelled and
observed trips along National Highways on 50% of NH links i.e. 13 counts are within +_
10% acceptable as shown in the table above. Within these the modelled trip assigned
varies between 1 to 26% when compared to observed link counts.
Further for State Highways out of 29 count locations along it 9 locations have a daily traffic
volume of 10,000 vehicles or more .Amongst these 78% of the roads i.e. 7 SHs have traffic
volume in excess of 10,000 vehicles per day as well as the variations in trip assigned are
well within the acceptable range of +/- 30% as observed from Table 2.16 above.
ii. Percentage difference targets for daily traffic volumes groupings of roads
Table 2.20 shows the results of validation of trip assignment by daily traffic volume
groupings in the study area. For validation purposes the highest deviation values between
FHWA and Michigan shown in Table 2.17 have been adopted.
April 2014
P a g e | 2-67

SN

Table 2.20: PERCENT DIFFERENCE TARGETS FOR DAILY TRAFFIC VOLUMES GROUPINGS
Observed
Assigned
% of
District name
Volume
Volume
variation
ADT Volume Less than 1, 000
1
2
3
4
5
6
Mahoba
Mau
Jhansi
Kanpur Dehat
Sultanpur
Mirzapur
MDR-17 (Kulpahad-Naugaou Road)

ODR-8 Mau Sultanipur Road
ODR-10 (Gauratha-Mauranipur Road)
SH-40 (Lucknow - Etawa Road)
MDR-66E (Haliyapur-Belawai Marg)
ODR-4 (Lalganj-Kalwari Road)
ADT Volume (1, 001 - 2,500)
835
1290
701
1476
1297
1445
1873
2090
1039
1814
1335
1337
124%
62%
48%
23%
3%
-7%
7
8
9
10
11
12
13
Mau
Kanpur Dehat
Sultanpur
Mirzapur
Hamirpur
Kheeri
Jalaun
ODR-8 Mau Sultanipur Road

SH-40 (Lucknow - Etawa Road)
MDR-66E (Haliyapur-Belawai Marg)
ODR-4 (Lalganj-Kalwari Road)
SHW-42 (Rath-Hamirpur Road )
MDR-14 Lakhimpur Maigalganj Road
MDR-27B (Jalaun-Koch Road)
ADT Volume (2,501 - 5,000)
1290
1476
1297
1445
1656
2246
2101
2090
1814
1335
1337
1339
1499
1342
62%
23%
3%
-7%
-19%
-33%
-36%
14
15
Varanasi
Mathura
3708
3299
5745
4519
55%
37%
16
Kausambi
3430
3705
8%
17
Balrampur
4379
4512
3%
18
Barabanki
3873
3749
-3%
19
20
21
22
23
Azamgarh
Shahjahanpur
Pratapgarh
Faizabad
Allahabad
4073
2551
4690
4509
4601
3932
2425
4317
3748
3444
-3%
-5%
-8%
-17%
-25%
24
Deoria
3086
2072
-33%
25
26
Maharajgunj
Saharanpur
3695
2775
2350
1440
-36%
-48%
27
Jaunpur
ODR-49 (Mahao-Karakat Road)

MDR-102 ( Mathura-Sadabad Road)
MDR-145 (Shiratu-Manjhanpur- Sarai
Akil Road)
SH-26 (Basti-Behariach-Pilibhit Raod)
MDR-77C (Lucknow-Mahmudabad
Road)
ODR-1 (Bilariaganj Raounapar Road)
SHW-25 (Shahjahanpur-Paliya Road)
NH-131 Pratapgarh-Raibareily Raod
SH-15 Faizabad-Raibareli Road
MDR-121( Meja Kurao Road)
MDR-152E (Deoria Bhikampur
Ruderpur Road)
SH-86 (Maharajgunj Farenda Road)
MDR-2W (Nanota-Devban Road)
SHW-36 (Lucknow-Kerakat-Manjhighat
Road)
ADT Volume (5,001 - 10,000)
4780
2338
-51%
28
29
30
31
32
33
34
35
36
Pratapgarh
Aligarh
Mau
Basti
Maharajgunj
Bareily
Mirzapur
Saharanpur
Pilibhit
8910
9019
7234
7557
5674
9147
6237
6219
5525
10762
10477
8167
8280
6182
9517
6482
6443
4983
21%
16%
13%
10%
9%
4%
4%
4%
-10%
37
Firozabad
5219
4672
-10%
38
39
40
Behraich
Badaun
Faizabad
MDR-113 (Patti-Chanda Road)

NH-93 (Aligarh-Anup Shear Road)
SH-34 (Mau Muhamdabad Road)
MDR-31 (Basti Mahuli Road)
NH-29 (Gorakhpur Sanouli Road)
SH-37 Bareily-Bahedi Road
NH-7 (Mirzapur-Hanumana Road)
MDR-147W (Nakur-Saharanpur Road)
SH-29 (Pilibhit-Tanakpur Road)
MDR-77 SiKihohabad-Bateswar Road
(Near Canal)
NH-28C (Nanapara Nepalganj Road)
SH-18 (Badaun-Bulansher Road)
SH-30 Akbarpur-Faizabad Road
7177
7047
6419
6404
5957
5025
-11%
-15%
-22%
April 2014
P a g e | 2-68

SN
District name

SH-25 (Hardoi-Shahjahanpur Road)
MDR-110 (Farukkabad Kayamganj
Road)
SH-83 (Etawa Mainpuri Road)

Observed
Volume
5093
Assigned
Volume
3956
% of
variation
-22%
6777
5158
-24%
9630
6954
-28%
41
Hardoi
42
Farukkabad
43
Etawa
44
45
46
47
48
49
50
51
52
53
54
55
56
Varanasi
Gazipur
Saharanpur
Jhansi
Kanpur Nagar
Allahabad
Pratapgarh
Fatehpur
Kushi Nagar
Kanpur Nagar
Banda
Etah
Sultanpur
Siddharth
Nagar

NHW-29 Gazipur-Gorakhpur Road
NHW-73 (Ambala-Saharanpur Road)
NH-86 Kanpur Ghatampur Hamirpur Road
NH-96 (Allahabad- Pratapgarh Road)
NH-24B (Lucknow Allahabad Road)
NH-28 (Kushi Nagar - Tamkui Road)
SH-46 (Bhognipur -Jahanabad Road)
SH-13 (Banda-Tindwari Road)
SHW-31 (Agra-Etah Road Near NH-91)
19322
12008
13157
16288
11203
14995
10557
15681
12823
17541
16593
17928
20673
21363
13051
13999
16738
11391
14855
10448
15456
12183
16462
15456
16355
18402
11%
9%
6%
3%
2%
-1%
-1%
-1%
-5%
-6%
-7%
-9%
-11%
12624
11145
-12%
58
Basti
SH-26 (Pilibhit- Bahraich-Basti Road)

14549
ADT Volume (25,001 - 50,000)
11325
-22%
59
Lucknow
Goutam Budh
Nagar
25022
24556
-2%
NHW-91 (Dadri-Sikanderbad Road)

38403
ADT Volume (25,001 - 50,000)
34501
-10%
Ghaziabad
105621
6%
ADT Volume (10,001 - 25,000)
57
60
61
99405
From the above table it can be inferred that the variations generally tend to decline with
increasing traffic intensities. Further it may also be inferred from the assigned trip volumes
that all the links shown in the Table above meet the targets of the highest deviation values
of FHWA and Michigan values in Table 2.8.
iii. Percent error by traffic volume group and roadway designs
Table 2.21 shows the results of validation of trip assignment by daily traffic volume
groupings roadway designs in the study area.
SN
1
2
3
4
5
6
7
8
9
Table 2.21: PERCENT ERROR BY VOLUME GROUP AND ROADWAY DESIGNS IN STUDY AREA
Observed
Assigned
% of
District name
Volume
Volume
variation
Percent error LT 10,000 volume (2L road)
Varanasi
Saharanpur
Ghaziabad
Allahabad
Fatehpur
Lucknow
Kanpur Nagar
Goutam Budh Nagar
Sultanpur
April 2014

NHW-73 (Ambala-Saharanpur Road)
NH-96 (Allahabad- Pratapgarh Road)
SH-46 (Bhognipur -Jahanabad Road)
NHW-91 (Dadri-Sikanderbad Road)
P a g e | 2-69
19322
13157
99405
14995
15681
25022
17541
38403
20673
21363
13999
105621
14855
15456
24556
16462
34501
18402
11%
6%
6%
-1%
-1%
-2%
-6%
-10%
-11%

SN
District name


SH-26 (Pilibhit- Bahraich-Basti Road)
Observed
Volume
12624
14549
Assigned
Volume
11145
11325
% of
variation
-12%
-22%
10
11
Siddharth Nagar
Basti
12
13
Jhansi
Kushi Nagar

NH-28 (Kushi Nagar - Tamkui Road)
16288
12823
16738
12183
3%
-5%
14
Pratapgarh
NH-24B (Lucknow Allahabad Road)
10557
10448
-1%
Percent error LT 10,000 to 30,000 volume (4L road)
From the above table it can be seen that trip assignments between modelled and observed
trips along 2 lane roads with traffic volume less than 10,000 vehicles range between 1
to22% which is well within the acceptable range of 25% preferred. Further 4 lane roads
between 10,000 to 30,000 vehicles traffic volume exhibit the range of error between
modelled trips assigned and observed volumes in the range of 1% to 3% which again is
much within the acceptable values of 20% error margin .
2.11.7.5.
Correlation analysis between modelled and observed traffic volumes through

Coefficient of Determination
The coefficient of determination (R square) estimates the correlation between the actual
ground counts and the estimated traffic volumes. It has been suggested in the norms and
guidelines that region wide coefficient of determination of more than 0.88 is acceptable to
infer that the trip assignment results are validated.
In the present study a scatter plot between assigned and observed link traffic volume has
been constructed as shown below graphically.
120000
100000
Observed Voulme
80000
60000
40000
20000
0
0
20000
40000
60000
80000
100000
120000
Assigned Volume
SCATTER PLOT OF ASSIGNED VS. OBSERVED LINK TRAFFIC VOLUME

April 2014
P a g e | 2-70


From the above figure it can be inferred that the correlation between observed and
assigned traffic volumes exhibited through Coefficient of Determination is 0.89 which is
near to the prescribed value of 0.88 as per the Travel demand model calibration &
validation guidelines for state of Tennessee updated 2012 by Dr.Fred Wagmann.
From all the above validation tests it can be inferred that the trip assignment model results
in the study area are validated and the model can be applied for assessing future trip
assignments on the identified network in the study area.
2.11.7.6.
Traffic Assignment
The observed trip assignments have been plotted graphically in PCUs for passenger and
goods traffic for the base year 2011. The assignment plots are presented in
Figures 2.34 to 2.35. The model has been used to validate the estimates of traffic and
model the travel pattern as obtained from primary surveys. The following are the key
concluding remarks:
i.
The detailed operational model was able to replicate and validate much of the travel
and traffic patterns on the primary/secondary network and across survey points
ii. The exercise clearly highlights the major travel demand corridors in the State which will
form the part of the core network based on future traffic estimates.
iii. Around 26% of the primary network carries traffic more than 5000 PCU. In total 3% of
MDR and ODR network carries traffic load of more than 5000 PCU.
iv. The developed travel demand model is fully operational and can be subjected to
scenario and sensitivity testing across horizon years owing to proposed interventions.
The Transport Demand Model developed for the State was used to forecast and simulate
the travel demand up to the horizon year 2031. The base year economic variables have
been suitably forecast for the horizon year and these will be the inputs to the model to
project the transport demand. The demand forecast for passenger and freight traffic will be
one of the base for identifying and screening the core network for the State of Uttar
Pradesh.
The demand forecast along with settlement analysis and connectivity to major industrial,
tourism and other important sectors will be the main screening criteria. Consultants have
studied in detail the plans and policies of relevance to this study and appraised it in earler
submissions. The major policy interventions and proposals which are in various stages of
planning will also be considered in the horizon year network like National Expressways
identified by MoRTH and State Government, Border Roads, Golden Quad, NS/EW
Corridor, NCR Road Infra Plan, PPP initiatives by UPSHA, Bypasses etc. will also
considered along with the identification of core road system.
The highlights of the UP Road Policy summarized below will also be kept in view while
identifying the core road network strategy.
-
lower transportation costs to increase competitiveness in trade

better connectivity of villages to higher category of roads
value for money of public investment
reduction in road accidents
modernisation of the construction industry
integration of market centres with better road connectivity
all SH and MDR to be two-landed by 2017 and 2022
by-passes for cities above 5 lakh population and ring roads for cities above 10 lakh pop.
provision of road side facilities
overloading of vehicles to be checked
modern maintenance methods to be introduced
April 2014
P a g e | 2-71

2.12.

ASSESSMENT OF GROWTH DYNAMICS OF THE REGION(S)

Transport is a derived demand, dependent on the sectors of economy. Socio-economic
growth potential of the influence area plays an important role in the travel demand. Trip end
forecasts for the horizon year (2031) require an estimation of planning variables for horizon
year and it becomes imperative to carry out an assessment of growth potential of the study
region in terms of demographic and economic characteristics. In this context trends of
regional demographic and economic aspects together with various policies and
development objectives of GoUP and GOI have been examined with a view to build up
horizon year estimates to be used in developing future travel demand estimates for the
state.
2.12.1.
Population
Uttar Pradesh is the most populous State in India. The State has witnessed high population
growth in recent decades without any perceptible sign of decline. The annual growth rate of
population in Uttar Pradesh stood at 2.33 during 19912001 well above the national
average of 1.94 per cent. The current population in the State, 2011 estimates, Census of
India recorded a population of 1996 lakh. The percentage growth of population during 20012011 is around 20%. The percentage of urban population in the state is 21% which shows
the dominance of rural population (79%). The demographic indicators presented above
reflect an explosive situation in years to come for the State of Uttar Pradesh. According to
the projections on the basis of previous years growth rate, States population is expected to
grow from 1662 lakh in 2001 to 2170 lakh in 2011 and 2750 lakh in 2021 respectively.
The States population growth has been considerably higher than all-Indias in the period
1971-2011 including the period 2001-11 period in spite of showing a declining trend in its
growth rate as explained in Table 2.22
Table 2.22 ANNUAL GROWTH RATE OF POPULATION
Area
UP State
All-India
1951-61
1.60
2.84
1961-71
1.80
2.24
1971-81
2.30
2.22
1981-91
2.30
2.16
1991-2001
2.32
1.97
2001-2011
1.85
1.64
The population profile in terms of absolute size and annual growth rates of the UP region
for the year 2001 and 2011 is shown in Figure 2.36 & 2.37.
Figure 2.36 POPULATION GROWTH IN UP STATE
Population in thousands
2500
1996
2000
1662
1320
1500
1109
1000
632
738
883
500
0
1951
1961
1971
1981
Year
April 2014
P a g e | 2-72
1991
2001
2011


Figure 2.37 ANNUAL GROWTH RATE (%) - POPULATION

3
2.84
2.5
Growth Rate
2.24
2.3
2.32
2.3
2.22
2.16
1.97
1.8
1.6
1.85
1.64
1.5
UP
India
1
0.5
0
1951-61
1961-71
1971-81
1981-1991 1991-2001
2001-11
Year
2.12.2.
Population Projections for UP

Population projection is a scientific method. The analysis is conditioned by making certain
assumptions, using data relating to the past available at that point of time. Assumptions
used and their probability of adhering in future, forms a critical input in this mathematical
effort. Predicting the future course of human fertility and mortality is not easy, especially
when looking beyond in time as medical and health intervention strategies, food production
and its equitable availability, climatic variability, socio-cultural setting, politico economic
conditions and a host of other factors influence population dynamics, making it difficult to
predict the growth with certainty.
The Component Method (Ref. 23, Report of The Technical Group on Population Projections
Constituted by the National Commission on Population, May 2006) is the universally
accepted method of making population projections because growth of population is
determined by fertility, mortality and migration rates. Twenty-one States have been
considered and applied the Component method. They are Andhra Pradesh, Assam, Bihar,
Chhattisgarh, Delhi, Gujarat, Haryana, Himachal Pradesh, Jammu & Kashmir, Jharkhand,
Karnataka, Kerala, Madhya Pradesh, Maharashtra, Orissa, Punjab, Rajasthan, Tamil Nadu,
Uttaranchal, Uttar Pradesh and West Bengal. The projection of the seven north-eastern
states (excluding Assam) has also been carried out as a whole. For the State of Goa and
six Union territories, Mathematical Method has been applied. The data used are 2001
Census and Sample Registration System (SRS). SRS provides time series data of fertility
and mortality, which has been used for predicting their future levels.
The salient features of the population projections at the national level, and some of the
underlying assumptions in this regard, are as under:
-
The population of India is expected to increase from 1029 million to 1400 million during
the period 2001-2026 - an increase of 36 percent in 25 years period at the rate of 1.2 %
annually. As a consequence, the density of population will increase from 313 to 426
persons per square kilometer.
The crude birth rate will decline from 23.2 during 2001-05 to 16.0 during 2021-25
because of falling level of total fertility. In contrast, the crude death rate is expected to
fall marginally due to changing age structure of the population with the rising median
April 2014
P a g e | 2-73


age as a result of continuing decline in fertility and increase in the expectation of life at
birth. It will drop from 7.5 during 2001-05 to 7.2 during 2021-25.
-
The infant mortality rate of the country, which is reported to be 63 in 2002, is estimated
to decline to 61 during the period 2001-05 and is expected to go down to 40 by the end
of the period 2021-25.
Another important consequence of the declining fertility will be that, at the national level,
the population in the school-going age of 5-14 years is expected to decline from 243
million in 2001 to 222 million in 2026. The share of the population aged 5-14 years to
total population of all ages is expected to decrease by 5 percent from 24 percent in
2001 to 19 percent in 2011 and by 3 percent between 2011 to 2026 (19 to 16 percent).
The youth population in the age- group 15-24 years is expected to increase from 195
million in 2001 to 240 million in 2011 and then continue to decrease to 224 million in
2026.
Therefore, the report concluded that; 54 % of the population in the country, are aged 24
years and below in 2001, constituting 35 percent and 19 percent in the ages 0-14 years
and 15-24 years respectively. The combined proportion of these two age groups is
expected to fall from 54 % in 2001 to 39 % in 2026. The average Indian will be
expected to be of 31 years old in 2026 compared to 23 years old in 2001.
Out of the total population increase of 371 million between 2001 and 2026, the share of
the workers in the age-group 15-59 years in this total increase is expected to be 83 %.
This will have resultant implication in the productivity of labour in future.
The sex ratio of the total population (females per 1000 males) is expected to decrease
(i.e. become less feminine) from 933 in 2001 to 930 during 2026.
The Total Fertility Rate (TFR) is expected to decline from 2.9 during 2001-2005 to 2.0
during 2021-25. The assumption is that the Total Fertility Rate (TFR) would decline
steadily and would touch the floor value of 1.8 in some states. With this, the weighted
TFR is projected to reach the replacement level of 2.1 by the period 2021.
The urban population in the country, which is 28 percent in 2001, is expected to

increase to 38 percent by 2026. The urban growth would account for over two-thirds (67
percent) of total population increase by 2026. Out of the total population increase of
371 million during 2001-2026 in the country, the share of increase in urban population
is expected to be 249 million.
The salient features of the projections at the State Level compiled by the Committee are as
under:
-
The population of Uttar Pradesh is expected to be highest among all the states of the
country at almost 249 million in 2026.
The State, which is expected to have least growth in the quarter century (2001-2026) is
Tamil Nadu (15 percent), followed by Kerala (17 percent). In contrast, Delhi will have
the highest projected growth of 102 percent during 2001-2026. States, which will have
projected growths in the range of 20-30 % are Himachal Pradesh, Punjab, West
Bengal, Orissa, Andhra Pradesh and Karnataka. The population in the states of
Haryana, Rajasthan, Uttar Pradesh and Madhya Pradesh is projected to increase by
40-50 percent during 2001-2026, which is above the national average of 36 percent.
Of the projected increase in population of 371 million in India during 2001-26,187

million is likely to occur in the seven States of Bihar, Chhattisgarh, Jharkhand, Madhya
Pradesh, Rajasthan, Uttar Pradesh and Uttaranchal. Population in Kerala is expected to
go up from 28 years in 2001 to 38 years in 2026. In contrast, the median age in Uttar
Pradesh is expected to go up from 19 years to 27 years.
April 2014
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State-wise proportion of population expected to live in urban areas by 2026. It is

observed that by 2026, 99 % of Delhis population would be living in urban areas, which
is highest among the states, included for projecting the population by component
method. In contrast, 12 % of the population of Bihar would be expected to live in urban
areas by the same year (2026), which is lowest among all the states.
In UP the proportion of urban population is expected to increase by 27.2% by year

2026. COI, 2011 has revealed that there 7 million cities in UP.
POPULATION PROFILE OF UP STATE - 2011
2.13.
ECONOMIC DIMENSION
2.13.1.
Employment
Employment is an important indicator in economic profile of any State. As per census 2001,
the workforce participation rate for Uttar Pradesh stood at 32.5 per cent. The respective
figures were 33.9 per cent in rural areas and 26.9 per cent in urban area. The total number
of workers in the State in 2001 were 539.84 lakh, out of which 393.38 lakh are main
workers were (i.e. who get employment for more than 183 days in a year) and 146.46 lakh
were marginal workers (i.e. those who get employment for less than 183 days in a year).
The growth rate of marginal workers has been much faster. Thus, the main workers
registered an annual growth rate of only 0.12 per cent during 1991-2001, whereas the
marginal workers increased at a rate of 16.78 per cent per year. Marginal workers now
constitute 27.1 per cent of total workers in the State. Two thirds of the total workers in U.P
are still engaged in the Agricultural sector as per 2001 Census.
April 2014
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Rural areas of U.P are also less diversified with 77 per cent of work force in agriculture.
st
Nearly one-fourth of total workers are landless agricultural labourers. According to 61
Round of NSS-National Sample Survey (2004-05), 61.7 per cent of total workers in U.P
were employed in the primary sector, 18.2 per cent in secondary sector and remaining 20.1
percent in tertiary sector. The lack of diversification of the economy and heavy dependence
of people on land is one of the major causes of low incomes and poverty in rural UP. The
pace of diversification has also been slow in UP as compared to the all India level. The
growth of workers in UP state is shown in Figure 2.38.
No. of Workers in '00000
Fig. 2.38 GROWTH OF WORKING POP IN UP

600
500
400
300
200
100
0
535
566
2001
2011
388
318
1981
1991
Year
The profile of workers in UP state is shown in Figure 2.39.
Figure 2.39 WORKERS PROFILE OF UP STATE
Over the years from 2004 to 2009 while share of primary sectors has decreased from 32%
to 26% there is an increase in tertiary sector from 47% to 51% and secondary sector has
marginally increased from 21 % to 23% respectively as depicted pictorially below.
April 2014
P a g e | 2-76

2.13.2.

State Income
Income is one of the important parameter which indicates the economic contribution of the
District to the State Domestic Product. During the period 1999-2000 and 2005-06 the
annual growth of net income of Uttar Pradesh (Table 2.23) at constant prices was only
5.2% against the National average of 7.2 per cent. The growth rate of per capita income
during this period was 2.9 and 5.4 per cent for U.P and India respectively. It may be
observed that State contribution in Net National Income of the Country has declined from
9.8 % to 8.3 % between 1999-2000 and 2008-09.
Table 2.23 NET INCOME AT STATE & NATIONAL LEVEL
Net Income in Rs. Crore (at
Uttar Pradesh
constant price)
Year
as percent of
India
India
Uttar Pradesh
1999-2000
1786526
175159
9.8
2000-01
1864301
178997
9.6
2001-02
1972606
182885
9.3
2002-03
2048286
189682
9.3
2003-04
2222758
199682
9.0
2004-05
2388768
210462
8.8
2005-06
2616101
222242
8.5
2006-07
2871120
239070
8.3
2007-08
3129717
258067
8.2
2008-09
3339375
276677
8.3
Source: Human Development Report of Uttar Pradesh, 2008
According to the statistics revealed by Directorate of Economics and Statistics, GoUP, the
Net State Income at constant prices (2004-05) for the year 2009-10 (Table 2.24) has been
estimated at Rs 316,906 crore and the per capita income is estimated at Rs. 16,182. At
current prices the net income for the same year is estimated at Rs 453,020 crore with a per
capita income of Rs 23,132.
Table 2.24 NET STATE INCOME OF UTTAR PRADESH (2004-10) (Rs crore)
Year
At constant prices (2004-05)
At current prices
Total income
Per capita (Rs)
Total income
Per capita
2004-05
2,29,074
12,840
2,29,074
12,840
2005-06
2,41,914
13,302
2,56,699
14,115
2006-07
2,61,417
14,109
2,94,031
15,865
2007-08
2,78,785
14,764
3,32,352
17,602
2008-09
2,95,814
15,381
3,84,718
20,004
2009-10
3,16,906
16182
4,53,020
23,132
Source: Handbook of Statistics, Directorate of Economics and Statistics, GoUP
April 2014
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2.13.3.

Per Capita Income

The per capita income provides an indication of economic worth and well being of the
population of an area indicating the purchasing power or the affordability. The per capita
income at district level (Table 2.25, Figure 2.40) at constant prices indicates that districts
with above the average PCI belong to the Western region, while those below average PCI
are in the eastern region and some bordering Nepal.
Table 2.25 PER CAPITA INCOME AT CONSTANT PRICES
District / Region
Saharanpur
Muzaffarnagar
Bijnor
Moradabad
Rampur
Jyotiba Phule Nagar
Meerut
Baghpat
Ghaziabad
Gautam Buddha Nagar
Bulandshahar
Aligarh
Hathras
Mathura
Agra
Firozabad
Etah
Kanshiram Nagar *
Mainpuri
Badaun
Bareilly
Pilibhit
Shahjahanpur
Farrukhabad
Kannauj
Etawah
Auraiya
Average PCI (Western)
Kheri
Sitapur
Hardoi
Unnao
Lucknow
Rae Bareli
Kanpur Dehat
Kanpur Nagar
Fatehpur
Barabanki
Average PCI (Central)
Jalaun
Jhansi
Lalitpur
Hamirpur
Mahoba
Banda
Chitrakoot
Average PCI (Bundelkhand)
Pratapgarh
Kaushambi
Allahabad
Faizabad
Ambedkar Nagar
Sultanpur
Bahraich
Shrawasti
Balrampur
April 2014
1999-00
13764
12756
12505
11603
12054
13902
15521
14236
16445
32533
13864
11359
11646
12558
11357
9733
8773
0
8756
10652
11405
9942
9789
9032
8882
8590
10475
11931
10006
7277
7080
7356
13631
6762
9638
11554
7298
8319
8892
10018
12142
8456
9808
10813
7688
6047
9282
5404
6517
9452
6753
5791
6933
5493
5123
5462
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Income (Rs)
2006-07
19799
17669
16922
14475
13448
20527
21605
19954
21545
47198
18406
15689
18826
18749
17560
15508
13197
0
11199
13998
14885
14581
12702
13832
13330
13105
12157
16699
13131
10597
10445
12272
23355
9192
11817
19787
9716
12920
13323
14125
17100
12950
12450
14230
11046
8009
12844
7086
11217
12715
10066
8739
9981
8245
5626
9270
2007-08
21298
20468
18543
16818
15979
21488
23869
24009
23227
46496
21976
17243
22629
19873
18799
15891
14672
0
14393
15576
17005
16838
14857
14666
15920
14420
13758
18545
14466
12767
11279
13214
24419
10361
12810
21688
10868
14117
14599
16988
19250
16794
14991
17115
12435
8226
15114
7917
12065
14805
11032
9007
11168
8918
5456
10389
2009-10
23030
21165
21419
18889
16330
23382
25536
27348
26426
71961
23909
18323
23477
20550
21911
15405
15340
15932
14888
16483
17480
18520
13814
15677
15609
14573
15111
20846
13450
13484
11424
14636
28933
11374
14377
25952
12226
14651
16903
18269
24410
16970
16227
20287
13427
9561
17555
9386
14627
15508
13282
10656
11647
10444
7212
10420
Region
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Western
Central
Central
Central
Central
Central
Central
Central
Central
Central
Central
Bundelkhand
Bundelkhand
Bundelkhand
Bundelkhand
Bundelkhand
Bundelkhand
Bundelkhand
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern

District / Region
Gonda
Siddharthnagar
Basti
Sant Kabir Nagar
Mahrajganj
Gorakhpur
Kushinagar
Deoria
Azamgarh
Mau
Ballia
Jaunpur
Ghazipur
Chandauli
Varanasi
Sant Ravidas Nagar Bhadohi
Mirzapur
Sonbhadra
Average PCI (Eastern)
State Average PCI

Income (Rs)
2006-07
8916
8084
8193
7961
7998
10585
8024
7528
8226
10188
8607
7677
8510
10878
11974
10800
9136
21454
9544
13103
1999-00
5395
6054
6170
5989
6778
6940
6237
5629
6235
7866
6199
5947
6313
8328
7826
10581
7766
17722
7070
9294
2007-08
9100
9173
9405
8455
9257
11727
8988
8022
8903
10105
9542
8715
9683
12795
13037
10664
10722
19214
10306
14641
Region
2009-10
10293
8805
9941
9120
9189
13291
8817
8504
10016
13143
9989
9351
10380
12415
15102
13053
11408
20929
11392
16182
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Eastern
Fig 2.40 PER CAPITA INCOMES (REGION WISE) - CURRENT PRICES

20000
19000
Western
18000
17000
Western
16000
Western
Central
15000
PCI (INR)
14000
Bundelkhand
Eastern
13000
12000
UP State
Western
11000
Eastern
10000
Eastern
9000
8000
7000
Eastern
1999-00
2006-07
Year
April 2014
P a g e | 2-79
2007-08


STATE INCOME PROFILE OF UP STATE
2.14.
ROAD RAIL TRAFFIC TRENDS

Transport is essentially a derived demand depending upon the size and structure of the
economy and the demographic profile of the population. Greater the share of
commodity-producing sectors like agriculture and manufacturing, higher is the demand
for transport. Road Transport has deep linkages with the rest of the economy and a
strong multiplier effect. Several of the factors leading to the relative high growth in road
transport are structural. These include more dispersed industrial and business location
patterns and increased need for just in time deliveries. Structurally, railways are
confronted with the changing pattern of industrial production and geography away from
traditional industries and clusters towards a more dispersed pattern embodying high
value and low volume manufactures. This coupled with complex technical,
administrative working practices, service quality and inability to respond to changing
market conditions have led to erosion in the market share of railways in freight over the
years in India. Today road transport segment occupies an overwhelming dominance
April 2014
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within the transport sector with a share of 4.5% in GDP compared to a meagre 1.1%
share GDP in case of railway.
2.14.1.
Overview of Railway Sector in India

Indian Railways is the fourth largest railway network in the world in terms of route
kilometres. As on 31 March 2011, it has a total route length of 64460 km of which
21034 km is electrified. The total track length is 113994 km of which 102680 km is
broad gauge, 8561 km is meter gauge and 2753 km is narrow gauge. Considering the
requirements of the economy and size of the country, the expansion of the railway
network has been inadequate. Indian Railways have added 11864 km of new lines
since independence. While insufficient allocation of infrastructure development in the
initial years has led to creation of various bottlenecks, changing consumer patterns
have also led to pressure on the existing capacity. Both passenger and freight is
stretched and needs to be expanded. Not only has the railways traffic fallen short of
targets, it also has not met the requirements of freight segment. With this pace the
share of traffic on road sector is therefore; set to increase further unless major
expansion program of railways is augmented, which will require a mammoth effort of
modernization and generation of financial resources.
Table 2.26 REVIEW OF RAILWAY EXPANSION STATUS
Period
1947
Total Length till 2009
Sanctioned backlog
Additional km, Vision 2020, IR
Source: Vision 2020, Indian Railways
2.14.2.
Railway Expansion Status

53,996 km
Increase of only 10,000 km over last
62 years
64,099 km
11985 km
Only 25,000 km planned to be added
by 2020
13000 km
Overview of road sector in India

Looking at the road sector, India has the largest road network in the world with 41 lakh
km crisscrossing the subcontinent. Roads bear about 87% (Table 2.27) of the
passenger traffic and 63% of the freight traffic. Road share of total traffic in India has
grown from 13.8% in year 1951 to 65% in year 2011 in freight segment and from 15.4%
to 65% respectively in passenger segment. This trend is likely to continue with no
major changes in respective shares, keeping in view the plans and policies. During the
th
12 Five Year Plan, Government plans to build 20 km of roads per day.
An insight on the existing road length status provided by roads in India suggests that
main pressure of freight is on the rural roads and interior district roads as also in Uttar
Pradesh to create capacities for truck movements. The passenger segment of railways
long distance will play an important role in coming years and balance will be served by
bus based public transport for intercity trips, with trip lengths of about 300 to 400 km.
Longer trip lengths for interstate demand will be dominated by rail sector. This implies
that core network will form an important dimension in the providing inclusive growth to
the State of Uttar Pradesh for safe, reliable movement of passenger and goods traffic
in coming years.
April 2014
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Table 2.27 REVIEW OF EXISTING ROAD LENGTH STATUS IN INDIA

Percent
Category
Remarks
length to total
The total length of NH in India is 71,772
km, this makes up a mere 1.7% of India's
National Highways (NH)
1.70%
total network, but carry 40% of the
country's regional road traffic
State highways total 154,522 km in length
and comprise highways interconnecting
State Highways (SH)
3.60%
Indian states, these account for 3.8% of
the total roads in India
Major District Highways total 266,058 km,
Major District Road's (MDR)
6.50%
these make up the second largest chunk
of roads in India at 6.5%
Rural and Other roads are critical
Other District Road's (ODR)
88.0%
components of the rural economy in India
and make up 88% of the total roads.
th
The trends of achievements and targets of traffic (Table 2.28) witnessed during the 11
Plan Period suggests that rail traffic has grown at an average rate 5.5% over the
previous periods and according to the observed trends. McKinsey Study (Building
India-Transforming the Nations Logistic Infrastructure) has estimated that unless major
expansion program is achieved the freight segment may decline further to 25% from
the current share of 36%.
Hence, it will require a major increase in efforts and a conscious strategy to move the
road traffic over to the rail. This is going to be a challenging task.
Table 2.28 ACHIEVEMENTS AND TARGETS OF INDIAN RAILWAYS 11
Item
Year(s)
Originating Tonnage
(MT)
Growth (%)
FIVE YEAR PLAN
Tenth
Plan
Revised
Target
Eleventh Plan
2006-07
Terminal year
2011-12
2008
2009
2010
2011
2012
728
1020
794
833
888
922
970
Growth (%)
Originating Passenger
(Millions)
TH
Achieved
CAGR
Achieved
6.97%
6219
8200
5.90%
6524
5.69%
6920
7246
7651
8139
5.53%
Source: 12 Five Year Plan, Planning Commission
2.14.3.
Trends of road and rail traffic share in India

The rends in road and rail traffic share over the years reveal that road transport share
at present is at 67% while rail traffic account for 33% share in the freight traffic
(Figure 2.41)
April 2014
P a g e | 2-82


120
Rail (%)
100
12
14
27
% share
80
36
37
61
67
39
33
60
40
88
86
73
64
63
20
0
1950 - 1951 1960 - 1961 1970 - 1971 1980 - 1981 1990 - 1991 2000 - 2001 2007 - 2008
Years
Fig. 2.41 TRENDS IN ROAD AND RAIL TRAFFIC (FREIGHT) SHARE
2.14.4.
TRENDS OF ROAD AND RAIL TRANSPORT IN UTTAR PRADESH

Rail Network Capacity
The trend of railway network expansion in Uttar Pradesh shows no significant effort to
increase rail capacity over the years. In fact there has been very little growth in
expansion of railway network barring implementation of Agra to Etwah (110 km) in last
5 years.
GROWTH RAIL NETWORK IN UP
Cumm Route Length (in km)
8850
8798.8
8800
8763
8750
8700
8650
8600
8566.3
8574.8
8545.5
8546.4
8553.5
8550
8500
8450
8400
2003
2004
2005
2006
2007
2008
2010
Years
Source: Indian Railways Year Book (2010-11)
Rail Traffic Trends

Data collected from Northern Railways from Lucknow Division suggests an observed
growth of 6% in passenger segment and 1.3 to 2.9% in freight segment during last 5
years.
Table 2.29 TRENDS IN PASSENGER AND FREIGHT TRAFFIC NR, LUCKNOW DIVISION
Outward Passengers
Outward Goods (in
Inward Goods
Years
(in thousand)
tonnes)
(in tonnes)
2011-12
86857
3016800
269713
2010-11
82498
3253260
288657
2009-10
79408
2994960
265481
2008-09
70785
2913660
262716
2007-08
64052
2618700
252901
Growth Rate (%)
6.3%
2.9%
1.3%
April 2014
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2.14.5.

Inferences on Rail network development of Road Transport Share in UP

Considering India as a whole, there has been a shift of both freight and passenger
traffic from rail to road. The share of rail in the total freight traffic which was as high as
about 90 per cent in the year 1950-51 declined to about 36 per cent now. In the case of
passenger traffic share of rail declined from 74 per cent in 1950-51 to 20 per cent now.
The reasons for the decline in the rail share are:
-
Vast improvements done in the road system, particularly widening of pavements
Railways are the preferred mode only for long-distance, low-rated goods (like coal,
ores etc.)
Roads are preferred to carry perishable goods like vegetables, fruits and milk, and
high value goods
In U.P., the freight traffic carried by rail is coal and petroleum products. These will
continue to be carried by rail, even when the road system is improved.
As regards passenger traffic, only very long-distance travellers prefer the rail. The
improvement of roads as envisaged in the Master Plan will generate more local
passenger movement, and all this will be carried by roads.
The Consultants, therefore, are of the opinion that the improvement of roads as
proposed in the Master Plan will not have any effect on freight and passenger
movement by rail. Even when railways introduce Dedicated Freight Corridor and fast
Bullet trains, the effect will not be felt on road traffic, which is generally favoured for
local passenger movement and as feeder service to rail for freight movement.
Keeping in view the above mentioned facts, it is considered opinion of the Consultants
that Railways development in Uttar Pradesh will take place as per the historical trends
in the horizon years, as well, and will not exert major impact on the share of road
transport which is going to be the major mode of transportation on the identified core
network. Also it may be noted that the transport demand elasticity of road transport is
higher at around 1.6 with respect to GDP as compared to 1.11 for rail transport
(NTDPC Report) which shows that road transport freight demand would increase at
much rapid rate in relation to GDP when compared to rail. Further the passenger
demand by road transport is highly elastic to net income and urban population in
comparison to rail transport and thus, there would be heavy dependence on road
transport for passenger movement in comparison to rail transport on the affected core
network. Further, it may also be noted that the railway priority areas as outlined in the
th
12 Five Year Plan document Working Group report are Dedicated Fright Corridors,
High Capacity Rolling stock, last mile rail linkages & port connectivity which do not
really affect the case study area significantly.
From all the above mentioned trends of road and rail transport sector and policies
hence it is concluded that there will not be any significant shift from road to rail in
coming years in the study area core network.
April 2014
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3.
3.1.
PLANNING FORECAST
Any transport modelling exercise requires a number of model inputs, which determines the
causality with the travel demand. These inputs are normally planning and socio-economic
variables. Planning forecast involves analysis of the trends of socio-economic parameters
in the region and estimates its likely growth rates for different horizon years. The base year
economic parameters (Population and Workers) have been projected for horizon years
2016, 2021, 2026 & 2031. These variables forms the basis for intraregional transport
demand forecast. Forecasting of planning variables viz. population and employment has
been done using growth rate and trend extrapolation based methods. As part of these
methods a historic data of population & workers was collected from Census of India from
year 1951 to 2011 both at State & Tehsil level.
3.1.1.
Population Forecast
Population data for the state was compiled from year 1951-2011. The data compiled is
presented in Table 3.1 below.
Table 3.1 GROWTH TRENDS IN POPULATION OF UTTAR PRADESH
Year
1951
1961
1971
1981
1991
2001
2011
Population (lakhs)
632
738
883
1045
1150
1660
1995
The growth rates have been computed from 1951 onwards taking 2001 populations as base
data. The growth rates between 1951-2001, 1961-2001, 1971-2001, 1991-2001 are
presented in Table 3.2.
Table 3.2 GROWTH RATES OF POPULATION
Year
Population (In lakhs)
1951
1961
1971
1981
1991
2001
632
738
883
1045
1150
1660
Annual Growth
Rates (%)
1.95%
2.05%
2.13%
2.34%
3.74%
The growth rates computed for various periods were then applied to estimate 2011
population in order to select that rate for estimating horizon year (2031), which validates the
estimated 2011 population with the observed census population data. Accordingly the
population estimates for 2011 based on estimated growth rates results in a population size
of 1722 lakh in 2031 as shown below in Table 3.3.
April 2014
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Table 3.3 PROJECTED POPULATION BY GROWTH TRENDS
Growth Rates
1.95%
2.05%
2.13%
2.34%
3.74%
Population in 2011 (lakhs)

1692
1693
1695
1698
1722
As part of the trend extrapolation approach time series data of population was fitted using
linear and exponential best fit curves. The linear plot and exponential plots along with best
fit equations are depicted graphically below:
LINEAR PLOT - POPULATION
Population (in lakhs)
2000
y = 186.8x + 364.2
R = 0.903
1500
1000
Series1
Linear (Series1)
500
0
0
Year
EXPONENTIAL PLOT
Population (in lakhs)
2000
y = 514.0e0.180x
R = 0.969
1500
1000
Series1
Expon. (Series1)
500
0
0
Year
The population estimate for the year 2011 using linear and exponential equation results in
an estimated population of 1769 lakh by linear method and 1933 lakh by exponential plots
respectively.
Year
2011
Linear Projection
1768.9
Exponential Projection
1932.5
Based on the above methods estimates, it is observed that the exponential plot is the best
fit plot as the difference between observed and estimated 2011 population is less and
hence exponential equations has been used to project the state population. This population
April 2014
P a g e | 3-2


forecast is in line with the predictions made by the Report of The Technical Group on
Population Projections Constituted by the National Commission on Population, May 2006.
-
The report concluded that population of Uttar Pradesh is expected to be highest among
all the States of the country at almost 249 million in 2026.
The population in the states of Haryana, Rajasthan, Uttar Pradesh and Madhya
Pradesh is projected to increase by 40-50 percent during 2001-2026, which is above
the National average of 36 percent.
Of the projected increase in population of 371 million in India during 2001-26,187

million is likely to occur in the seven States of Bihar, Chhattisgarh, Jharkhand, Madhya
Pradesh, Rajasthan, Uttar Pradesh and Uttaranchal. Population in Kerala is expected to
go up from 28 years in 2001 to 38 years in 2026. In contrast, the median age in Uttar
Pradesh is expected to go up from 19 years to 27 years.
The projected population for different horizon years is presented in Table 3.4 below.
Table 3.4 PROJECTED POPULATION IN HORIZON YEAR
Year
Projected Population (in lakhs)
2016
2127
2021
2341
2026
2577
2031
2837
The distribution of population at deduced traffic zonal level has been projected using
exponential growth rates. Zone wise projected population for different horizon years is
presented in Table 3.5 below.
Zone
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
Table 3.5 ZONE WISE POPULATION PROJECTION

Population
Zone Name
2011
2016
2021
2026
Saharanpur
1247618
1332235
1466469
1614229
Saharanpur
1348403
1439855
1584934
1744630
Saharanpur
868207
927091
1020504
1123329
Muzaffarnagar
1393686
1488209
1638160
1803219
Muzaffarnagar
1378398
1471884
1620190
1783439
Muzaffarnagar
1366522
1459203
1606231
1768073
Bagpat
575768
614819
676768
744958
Bagpat
726387
775653
853807
939835
Meerut
810773
865762
952995
1049018
Meerut
2054254
2193579
2414602
2657895
Meerut
582378
621877
684536
753510
Bijnaur
1559910
1665708
1833543
2018289
Bijnaur
643943
687618
756902
833166
Bijnaur
1480042
1580422
1739664
1914951
Jyotiba Phule Nagar
826193
882228
971121
1068970
Jyotiba Phule Nagar
1012577
1081253
1190199
1310122
Ghaziabad
551114
588492
647788
713059
Ghaziabad
1032992
1103052
1214195
1336536
Ghaziabad
1579626
1686761
1856717
2043798
Ghaziabad
718955
767717
845071
930220
Ghaziabad
778763
831582
915371
1007603
Gautam Buddha
369473
394532
434284
478042
Nagar
Gautam Buddha
369473
394532
434284
478042
Nagar
Gautam Buddha
566276
604683
665610
732676
Nagar
Bulandshahar
978945
1045340
1150667
1266608
April 2014
P a g e | 3-3
2031
1776878
1920418
1236515
1984910
1963137
1946222
820019
1034532
1154716
2925702
829432
2221650
917115
2107900
1176679
1442129
784906
1471204
2249730
1023948
1109128
526210
526210
806500
1394230

Zone
No.
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
Zone Name
Bulandshahar
Bulandshahar
Aligarh
Aligarh
Aligarh
Aligarh
Mathura
Mathura
Mathura
Mathura
Agra
Agra
Agra
Agra
Agra
Agra
Hathras
Kansiram Nagar
Etah
Etah
Etah
Firozabad
Firozabad
Etawah
Etawah
Etawah
Mainpuri
Mainpuri
Mainpuri
Farukkabad
Farukkabad
Badaun
Badaun
Badaun
Badaun
Moradabad
Moradabad
Moradabad
Moradabad
Rampur
Rampur
Bareily
Bareily
Bareily
Bareily
Bareily
Pilibhit
Pilibhit
Shahjahanpur
Shahjahanpur
Shahjahanpur
Shahjahanpur
Kheeri
Kheeri
Kheeri
Kheeri
Sitapur
Sitapur
Sitapur
April 2014
2011
1284941
1234621
1244729
1084714
460827
883578
570340
746149
412577
812826
381352
2194510
458659
443640
430528
472101
1565678
1438156
476867
930660
353624
1805503
691258
685263
583315
310580
818851
328269
700072
1041966
845610
530665
1377566
1115120
689387
1742642
1026636
974960
1028900
975668
1359730
723401
930326
1106786
1231257
473574
1227341
809884
536858
1097998
691659
675859
1008674
824338
1147817
1032805
1037024
1064894
1087135
2016
1372089
1318357
1329150
1158283
492082
943505
609022
796755
440560
867954
407217
2343348
489767
473730
459728
504121
1671866
1535696
509210
993780
377608
1927957
738141
731740
622878
331645
874388
350534
747553
1112635
902962
566656
1470996
1190750
736143
1860832
1096265
1041085
1098682
1041841
1451950
772464
993423
1181851
1314764
505693
1310582
864813
573269
1172467
738570
721698
1077085
880247
1225665
1102852
1107358
1137118
1160867
P a g e | 3-4

Population
2021
1510339
1451193
1463074
1274990
541664
1038571
670387
877036
484950
955409
448248
2579461
539115
521462
506050
554915
1840322
1690431
560518
1093913
415655
2122216
812516
805469
685638
365061
962491
385853
822876
1224743
993944
623752
1619212
1310729
810316
2048328
1206724
1145984
1209384
1146816
1598247
850297
1093520
1300933
1447239
556646
1442635
951950
631032
1290604
812988
794416
1185612
968940
1349162
1213974
1218934
1251693
1277835
2026
1662519
1597414
1610492
1403457
596241
1143217
737935
965405
533813
1051675
493413
2839365
593436
574004
557039
610828
2025751
1860757
616995
1204134
457536
2336048
894384
886628
754723
401845
1059471
424732
905788
1348147
1094093
686601
1782363
1442797
891963
2254715
1328313
1261452
1331241
1262368
1759285
935972
1203702
1432014
1593061
612733
1587994
1047868
694614
1420644
894904
874460
1305073
1066569
1485102
1336293
1341753
1377813
1406589
2031
1830033
1758368
1772763
1544868
656318
1258406
812288
1062678
587600
1157641
543129
3125457
653230
631840
613166
672374
2229864
2048245
679163
1325462
503637
2571426
984501
975963
830768
442334
1166222
467527
997055
1483985
1204333
755782
1961952
1588171
981836
2481898
1462152
1388555
1465375
1389563
1936549
1030280
1324985
1576302
1753576
674472
1747999
1153450
764602
1563787
985073
962570
1436571
1174036
1634740
1470937
1476946
1516640
1548315

Zone
No.
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
Zone Name
Sitapur
Hardoi
Hardoi
Hardoi
Hardoi
Kannauj
Kannauj
Auraiya
Ramabai Nagar
Ramabai Nagar
Kanpur Nagar
Kanpur Nagar
Kanpur Nagar
Hamirpur
Hamirpur
Hamirpur
Jalaun
Jalaun
Jalaun
Jhansi
Jhansi
Jhansi
Lalitpur
Lalitpur
Mahoba
Mahoba
Banda
Banda
Chitrakoot
Fatehpur
Fatehpur
Raibareily
Raibareily
Raibareily
Raibareily
Unnao
Unnao
Unnao
Lucknow
Lucknow
Lucknow
Barabanki
Barabanki
Gonda
Gonda
Gonda
Bahraich
Bahraich
Bahraich
Shrawasti
Shrawasti
Balrampur
Balrampur
Siddhart Nagar
Siddhart Nagar
Siddhart Nagar
Basti
Basti
Basti
April 2014
2011
1285393
1183105
1207686
997355
703232
756578
901427
1372287
959752
835339
508616
565210
3499124
348356
341813
413851
569968
368135
732614
737766
356979
906008
556881
661120
537633
338421
1225487
574053
990626
775791
1856892
1154280
432495
847097
970131
820041
1436452
854101
710453
3366436
511565
1899136
1358847
1179948
829831
1421607
1304517
1310377
863362
665931
448683
645428
1503637
854181
944809
754535
1009052
943082
508921
2016
1372571
1263347
1289595
1064999
750928
807891
962564
1465359
1024845
891995
543113
603545
3736443
371982
364996
441920
608625
393103
782302
787804
381191
967457
594651
705959
574097
361374
1308603
612987
1057813
828408
1982832
1232567
461828
904550
1035928
875659
1533876
912029
758638
3594757
546261
2027941
1451007
1259975
886112
1518024
1392993
1399250
921918
711097
479114
689203
1605618
912114
1008889
805710
1077489
1007045
543437
P a g e | 3-5

Population
2021
1510870
1390640
1419533
1172307
826590
889294
1059551
1613007
1128108
981871
597836
664357
4112924
409463
401773
486447
669950
432712
861126
867182
419600
1064937
654567
777091
631943
397786
1440457
674751
1164397
911878
2182620
1356759
508361
995692
1140307
963890
1688428
1003924
835077
3956961
601302
2232274
1597209
1386929
975396
1670979
1533350
1540237
1014810
782746
527389
758647
1767399
1004018
1110543
886893
1186055
1108514
598194
2026
1663104
1530760
1562564
1290428
909877
978898
1166311
1775532
1241775
1080804
658074
731297
4527338
450720
442255
535461
737453
476311
947892
954559
461878
1172239
720521
855390
695617
437866
1585596
742739
1281721
1003758
2402539
1493465
559583
1096017
1255203
1061011
1858552
1105078
919219
4355661
661889
2457196
1758143
1526675
1073676
1839345
1687849
1695430
1117061
861615
580529
835087
1945480
1105182
1222440
976255
1305561
1220207
658467
2031
1830677
1684998
1720007
1420450
1001555
1077531
1283827
1954433
1366895
1189705
724381
804982
4983509
496134
486817
589414
811758
524304
1043401
1050739
508416
1290352
793120
941578
765706
481985
1745359
817576
1410866
1104895
2644616
1643945
615967
1206450
1381676
1167917
2045818
1216425
1011839
4794534
728580
2704781
1935291
1680501
1181859
2024675
1857915
1866260
1229615
948431
639022
919230
2141505
1216539
1345612
1074622
1437108
1343154
724814

Zone
No.
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
Zone Name
Sant Kabir Nagar
Sant Kabir Nagar
Sant Kabir Nagar
Maharjganj
Maharjganj
Gorakhpur
Gorakhpur
Gorakhpur
Kushinagar
Kushinagar
Kushinagar
Deoria
Deoria
Deoria
Ballia
Ballia
Ballia
Mau
Mau
Mau
Ghazipur
Ghazipur
Ghazipur
Azamgarh
Azamgarh
Azamgarh
Ambedkar Nagar
Ambedkar Nagar
Faizabad
Faizabad
Faizabad
Sultanpur
Sultanpur
Sultanpur
Sultanpur
Jaunpur
Jaunpur
Jaunpur
Jaunpur
Pratapgarh
Pratapgarh
Pratapgarh
Pratapgarh
Kaushambi
Kaushambi
Kaushambi
Allahabad
Allahabad
Allahabad
Allahabad
Allahabad
Allahabad
Mirzapur
Mirzapur
Mirzapur
Sant Ravidas Nagar
Sant Ravidas Nagar
Varanasi
Varanasi
April 2014
2011
740920
471420
501958
1749392
915900
1331502
1172318
1932455
1123918
1160116
1276796
581152
1127923
1389561
841806
1105228
1276608
823892
451411
929866
1607802
836540
1178384
812129
2247901
1556479
799237
1599471
933176
665967
869226
936891
837064
1089607
927359
1135188
1532588
1075944
732351
855079
976420
696881
645370
521699
554918
520290
950516
937265
930867
865655
1258376
1017116
1181700
640752
672080
870031
684171
2932601
749593
2016
791172
503393
536003
1868040
978019
1421808
1251827
2063520
1200146
1238798
1363391
620568
1204422
1483805
898900
1180187
1363191
879771
482027
992932
1716848
893277
1258305
867210
2400360
1662043
853444
1707951
996467
711136
928179
1000434
893836
1163507
990256
1212180
1636533
1148917
782022
913073
1042644
744146
689141
557083
592554
555578
1014983
1000834
994002
924367
1343722
1086100
1261846
684210
717663
929039
730574
3131497
800433
P a g e | 3-6

Population
2021
870890
554115
590010
2056262
1076563
1565068
1377960
2271438
1321071
1363618
1500765
683096
1325778
1633312
989472
1299101
1500545
968416
530596
1092979
1889835
983283
1385091
954589
2642218
1829509
939437
1880043
1096870
782789
1021702
1101237
983898
1280741
1090033
1334318
1801428
1264681
860817
1005073
1147699
819126
758579
613214
652260
611558
1117252
1101677
1094156
1017505
1479114
1195534
1388989
753150
789974
1022648
804186
3447024
881084
2026
958640
609947
649459
2263449
1185037
1722763
1516802
2500306
1454181
1501015
1651981
751924
1459362
1797883
1089170
1429998
1651739
1065993
584058
1203106
2080254
1082357
1524652
1050773
2908445
2013849
1034093
2069474
1207390
861662
1124648
1212196
1083035
1409787
1199864
1468763
1982938
1392109
947553
1106344
1263341
901660
835012
675001
717981
673178
1229825
1212681
1204403
1120028
1628148
1315995
1528942
829037
869571
1125689
885215
3794343
969861
2031
1055232
671404
714898
2491512
1304440
1896346
1669634
2752234
1600703
1652256
1818433
827687
1606406
1979036
1198914
1574083
1818166
1173402
642907
1324330
2289858
1191415
1678274
1156648
3201497
2216762
1138288
2277993
1329046
948482
1237966
1334336
1192160
1551836
1320761
1616754
2182737
1532377
1043027
1217818
1390634
992510
919147
743013
790324
741007
1353742
1334869
1325757
1232881
1792199
1448594
1682997
912569
957188
1239113
974408
4176658
1067583

Zone
No.
203
204
205
206
207
3.1.2.

Chandauli
Chandauli
Chandauli
Sonabhadra
Sonabhadra
2011
420456
835536
696720
680780
1181832
2016
448972
892204
743974
726952
1261987
Population
2021
494211
982102
818937
800199
1389143
2026
544007
1081058
901452
880827
1529112
2031
598820
1189984
992281
969578
1683184
Total
199213938
212723069
234156847
257750271
283720947
Zone Name
Workers Forecast
The data for workers for the State has been compiled from year 1981-2001. The data
compiled is presented in Table 3.6 below.
Table 3.6 TRENDS IN WORKERS
Year
1981
1991
2001
Workers (lakhs)
318.1
387.6
535.2
The observed average annual growth rates (CAGR) between 1981-2001 and 1991-2001 is
given below:
Year
Workers
CAGR
1981
1991
2001
31810905
38759973
53527821
2.6%
3.3%
The growth rates calculated were then applied to estimate horizon year 2011, 2021 and
2031 work force and are tabulated below:
Year
2011
2021
2031
Workers
At CAGR 2.7
At CAGR 3.3
54938872
55283964
67073906
67495222
68842047
69709608
As part of the trend extrapolation approach the linear and exponential plot of workers from
1981-2001 is shown below. The exponential plot between year and population (from 19812001) is as given below:
April 2014
P a g e | 3-7


LINEAR PLOT
60000000
y = 1E+07x + 2E+07
R = 0.9586
Workers
50000000
40000000
30000000
Series1
20000000
Linear (Series1)
10000000
0
Year
60000000
y = 2E+07e0.2602x
R = 0.9811
EXPONENTIAL PLOT
Workers
50000000
40000000
30000000
20000000
Series1
10000000
Expon. (Series1)
Year
Table below summarises the work force estimate for the year 2011 using linear and
exponential equation.
Year
2011
Linear Projection
60000000
Exponential Projection
56584340
Based on the above calculations it is observed that the exponential plot is the best fit plot as
the difference between observed and estimated 2011 population is less. Hence exponential
equations have been used to project the state workers population. The projected population
of workers for different horizon years is presented in Table 3.7 below:
Table 3.7 PROJECTED WORKERS POPULATION
Year
2011
2021
2031
April 2014
Projected Workers Population (lakhs)

Linear Projections
Exponential Projections
565.84
600
733.86
700
951.76
800
P a g e | 3-8


Exponential equations have been used to project the state workforce at zonal level. Zone
wise projected population for different horizon years is presented in Table 3.8 below.
Zones
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
Table 3.8 ZONE WISE WORKERS PROJECTION

Workers
Zone Name
2011
2016
2021
Saharanpur
306908
349516
398039
Saharanpur
330216
376060
428267
Saharanpur
225397
256689
292325
Muzaffarnagar
400175
455731
518999
Muzaffarnagar
441279
502541
572307
Muzaffarnagar
398688
454037
517070
Bagpat
175871
200287
228092
Bagpat
226155
257552
293308
Meerut
248031
282465
321679
Meerut
520859
593169
675518
Meerut
170485
194153
221107
Bijnaur
260386
296535
337703
Bijnaur
145095
165238
188178
Bijnaur
327582
373060
424851
Jyotiba Phule Nagar
238834
271991
309751
Jyotiba Phule Nagar
266569
303577
345722
Ghaziabad
137195
156241
177932
Ghaziabad
212116
241564
275099
Ghaziabad
330774
376695
428991
Ghaziabad
145148
165299
188247
Ghaziabad
174228
198416
225962
Gautam Buddha
167353
190586
217045
Nagar
Gautam Buddha
72706
82800
94295
Nagar
Gautam Buddha
114213
130070
148127
Nagar
Bulandshahar
379346
432010
491985
Bulandshahar
462047
526193
599243
Bulandshahar
427742
487125
554752
Aligarh
331931
378012
430491
Aligarh
246880
281154
320186
Aligarh
121706
138602
157844
Aligarh
268103
305323
347711
Mathura
197333
224729
255928
Mathura
186664
212578
242090
Mathura
124110
141340
160962
Mathura
306831
349428
397939
Agra
95736
109027
124163
Agra
501434
571047
650325
Agra
116878
133104
151583
Agra
103449
117811
134166
Agra
105605
120267
136963
Agra
113893
129705
147711
Hathras
414352
471876
537386
Kansiram Nagar
314982
358711
408510
Etah
124173
141412
161044
Etah
238100
271156
308800
Etah
91616
104335
118819
Firozabad
298391
339816
386993
Firozabad
160178
182416
207740
Etawah
170943
194675
221701
Etawah
140944
160511
182795
Etawah
77770
88567
100862
Mainpuri
213289
242900
276621
April 2014
P a g e | 3-9
2026
453298
487723
332907
591051
651760
588854
259758
334027
366337
769299
251803
384586
214302
483832
352753
393718
202634
313291
488548
214382
257332
2031
516228
555433
379124
673106
742243
670604
295820
380399
417195
876100
286761
437977
244053
551002
401726
448377
230766
356785
556372
244144
293057
247177
281492
107386
122294
168691
192110
560287
682435
631767
490256
364637
179758
395983
291458
275699
183308
453184
141401
740608
172627
152792
155977
168218
611990
465223
183402
351670
135315
440718
236580
252479
208172
114865
315024
638071
777177
719475
558317
415259
204713
450957
331920
313974
208757
516098
161031
843426
196593
174004
177631
191571
696952
529809
208863
400492
154100
501902
269424
287531
237072
130811
358758

Zones
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
Zone Name
Mainpuri
Mainpuri
Farukkabad
Farukkabad
Badaun
Badaun
Badaun
Badaun
Moradabad
Moradabad
Moradabad
Moradabad
Rampur
Rampur
Bareily
Bareily
Bareily
Bareily
Bareily
Pilibhit
Pilibhit
Shahjahanpur
Shahjahanpur
Shahjahanpur
Shahjahanpur
Kheeri
Kheeri
Kheeri
Kheeri
Sitapur
Sitapur
Sitapur
Sitapur
Hardoi
Hardoi
Hardoi
Hardoi
Kannauj
Kannauj
Auraiya
Ramabai Nagar
Ramabai Nagar
Kanpur Nagar
Kanpur Nagar
Kanpur Nagar
Hamirpur
Hamirpur
Hamirpur
Jalaun
Jalaun
Jalaun
Jhansi
Jhansi
Jhansi
Lalitpur
Lalitpur
Mahoba
Mahoba
Banda
April 2014
2011
85357
165631
272168
217115
154138
370681
273387
176548
425357
306341
228656
288353
253082
322416
197445
232501
322043
290024
115598
311842
202229
134901
268915
171399
169578
278441
197663
292513
296794
275975
286955
282479
344368
341905
325667
308868
183900
218015
265706
410430
289513
253004
148927
194595
975564
118394
123360
167766
182844
129166
240728
282950
132849
252092
186426
260056
198786
140621
415195
2016
97207
188625
309952
247257
175537
422142
311340
201057
484408
348869
260400
328385
288217
367176
224856
264779
366751
330288
131647
355134
230304
153629
306248
195195
193120
317096
225104
333122
337997
314289
326793
321695
392176
389371
370878
351748
209430
248281
302593
467410
329705
288128
169602
221611
1111000
134831
140485
191057
208228
147098
274148
322232
151292
287090
212307
296160
226383
160143
472835
P a g e | 3-10

Workers
2021
110702
214812
352982
281583
199906
480747
354563
228970
551658
397302
296551
373974
328229
418151
256073
301538
417667
376141
149923
404437
262277
174957
348764
222293
219931
361118
256355
379368
384921
357921
372161
366355
446621
443426
422367
400580
238505
282750
344602
532299
375478
328128
193147
252377
1265238
153549
159989
217581
237135
167520
312208
366967
172296
326946
241782
337275
257811
182376
538478
2026
126070
244634
401986
320675
227659
547489
403787
260757
628243
452459
337721
425892
373797
476202
291623
343400
475651
428360
170736
460584
298688
199246
397182
253154
250464
411251
291945
432036
438359
407610
423828
417216
508625
504987
481003
456192
271616
322003
392442
606198
427605
373681
219962
287414
1440889
174866
182200
247788
270057
190776
355551
417912
196216
372335
275348
384098
293603
207694
613234
2031
143572
278596
457794
365193
259265
623496
459844
296958
715461
515273
384606
485018
425690
542313
332109
391073
541685
487829
194440
524526
340154
226907
452322
288299
285235
468345
332475
492014
499216
464198
482667
475137
579236
575093
547780
519525
309324
366706
446924
690355
486968
425559
250499
327315
1640926
199143
207494
282187
307548
217261
404912
475930
223456
424026
313574
437422
334363
236528
698369

Zones
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
Zone Name
Banda
Chitrakoot
Fatehpur
Fatehpur
Raibareily
Raibareily
Raibareily
Raibareily
Unnao
Unnao
Unnao
Lucknow
Lucknow
Lucknow
Barabanki
Barabanki
Gonda
Gonda
Gonda
Bahraich
Bahraich
Bahraich
Shrawasti
Shrawasti
Balrampur
Balrampur
Siddhart Nagar
Siddhart Nagar
Siddhart Nagar
Basti
Basti
Basti
Sant Kabir Nagar
Sant Kabir Nagar
Sant Kabir Nagar
Maharjganj
Maharjganj
Gorakhpur
Gorakhpur
Gorakhpur
Kushinagar
Kushinagar
Kushinagar
Deoria
Deoria
Deoria
Ballia
Ballia
Ballia
Mau
Mau
Mau
Ghazipur
Ghazipur
Ghazipur
Azamgarh
Azamgarh
Azamgarh
Ambedkar Nagar
April 2014
2011
221702
360286
261613
652013
357344
142022
253418
329167
279239
451289
248702
184455
797950
152766
573262
462098
314532
242202
435984
384521
390399
236919
242256
149001
221983
532850
266784
283221
254870
299800
297751
175170
213251
149519
154227
600853
298225
344256
359052
497872
338400
355166
352278
146109
282606
390194
222537
281647
335615
228871
125532
279224
430626
230142
347191
214022
637914
416419
239567
P a g e | 3-11
2016
252480
410303
297932
742531
406953
161738
288599
374864
318005
513941
283229
210062
908728
173974
652847
526251
358198
275827
496510
437903
444598
269810
275888
169686
252800
606825
303821
322540
290254
341421
339087
199489
242857
170276
175638
684269
339627
392048
408899
566990
385380
404473
401184
166394
321839
444364
253431
320747
382208
260645
142959
317988
490409
262092
395391
243734
726475
474229
272825

Workers
2021
287532
467265
339293
845615
463450
184192
328665
426906
362153
585291
322549
239225
1034885
198127
743481
599309
407926
314119
565440
498696
506320
307267
314189
193243
287896
691069
346000
367318
330549
388820
386162
227183
276572
193915
200021
779265
386777
446476
465665
645705
438882
460625
456880
189494
366520
506055
288615
365276
435269
296830
162806
362134
558492
298478
450283
277571
827330
540066
310701
2026
327449
532135
386397
963010
527790
209763
374293
486173
412430
666546
367328
272436
1178557
225632
846697
682510
464558
357728
643939
567930
576612
349924
357807
220071
327864
787009
394035
418312
376439
442799
439772
258723
314968
220836
227790
887449
440473
508459
530313
735347
499811
524573
520308
215801
417403
576309
328683
415987
495697
338038
185408
412408
636027
339915
512795
316106
942187
615042
353835
2031
372908
606010
440040
1096704
601062
238884
426256
553667
469687
759081
418324
310258
1342174
256957
964242
777262
529052
407391
733336
646774
656662
398504
407481
250623
373381
896268
448738
476385
428699
504272
500825
294641
358694
251494
259414
1010652
501623
579048
603935
837434
569199
597399
592541
245760
475350
656317
374313
473738
564514
384967
211148
469662
724325
387104
583985
359991
1072989
700428
402958

3.2.
Zones
Zone Name
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205
206
207
Ambedkar Nagar
Faizabad
Faizabad
Faizabad
Sultanpur
Sultanpur
Sultanpur
Sultanpur
Jaunpur
Jaunpur
Jaunpur
Jaunpur
Pratapgarh
Pratapgarh
Pratapgarh
Pratapgarh
Kaushambi
Kaushambi
Kaushambi
Allahabad
Allahabad
Allahabad
Allahabad
Allahabad
Allahabad
Mirzapur
Mirzapur
Mirzapur
Sant Ravidas Nagar
Sant Ravidas Nagar
Varanasi
Varanasi
Chandauli
Chandauli
Chandauli
Sonabhadra
Sonabhadra
Total
2011
459185
443835
230304
196613
270024
238065
336094
260967
305850
454299
312125
212649
262673
310657
193322
201428
165421
199679
170569
287713
295214
305685
271246
281633
325294
306810
202034
228800
233249
177576
821059
217072
134984
228168
202569
202129
383554
56584340
2016
522933
505451
262277
223909
307511
271115
382753
297196
348311
517368
355457
242170
299139
353785
220160
229391
188386
227400
194248
327656
336198
348123
308903
320732
370455
349404
230082
260564
265631
202229
935046
247207
153724
259844
230692
230191
436803
64439853

Workers
2021
595531
575622
298689
254994
350202
308753
435890
338455
396666
589194
404804
275790
340668
402900
250725
261237
214539
258970
221216
373144
382871
396452
351787
365258
421884
397911
262024
296738
302508
230304
1064856
281527
175065
295918
262718
262148
497443
73385933
2026
678207
655535
340155
290394
398820
351617
496404
385443
451735
670991
461003
314078
387963
458834
285532
297505
244323
294922
251927
424947
436025
451491
400625
415967
480454
453152
298401
337933
344505
262277
1212689
320611
199369
337000
299191
298541
566503
83573984
2031
772362
746542
387378
330709
454188
400431
565319
438953
514448
764143
525003
357681
441823
522533
325172
338807
278242
335866
286901
483942
496557
514171
456243
473714
547154
516063
339827
384848
392332
298688
1381044
365120
227048
383785
340727
339987
645149
95176425
DEMAND FORECAST
Trip end forecasts for the horizon year (2031) have been carried out at inter and intraregional level. The calibrated trip end equations for the daily person trips made within the
study area in the base year were applied on the projected planning variables for the horizon
years (2031) to get the future trip ends of internal-internal trips.
To forecast interregional travel demand, an economic perspective of the region has been
assessed considering traffic influencing regions and taking into account their growth in the
past and future. Alternatives such as Business as Usual (BAUs), optimistic scenario and
realistic scenario assuming implementation of state growth vision policies and programmes
has been developed. Interregional transport demand is estimated based on past time series
vehicle registration data and NSDP. Taking into account the scenarios described above
elasticity values have been derived for inter-regional forecast.
April 2014
P a g e | 3-12

3.2.1.
Trip End Forecast
3.2.1.1.
Intrazonal Trips

The planning parameters (Population & Employment) were forecast using the growth rates
as explained earlier. Trip ends were projected from base year trip end model for different
horizon years (2016, 2021, 2026, and 2031). The summary of intrazonal traffic forecast for
different horizon years is presented in Table 3.9.
Table 3.9 INTRAZONAL TRAFFIC FORECAST SUMMARY
3.2.1.2.
Passenger (Tips)
Goods (Tonnage)
Inter-Regional Trips
2011
5777117
787459
2016
6100867
820054
2021
6786335
940495
2026
7540871
1077657
2031
8371433
1233860
Inter-regional forecast in this study is based on the elasticity approach. The premise of this
approach is that vehicular growth rates are influenced by the area economies of the traffic
originating and destining states/regions. Under this methodology, a quantitative relationship
is established between time series vehicle registration data and socio-economic indicators
such as NSDP. This is done by fitting log-log regression equations with vehicle registration
data as the dependant variable and socio-economic indicators as the independent variable.
Using the vehicular growth rates, projections of vehicular traffic is carried over the analysis
period. Based on vehicular traffic the total daily trips & tonnage carried, vehicle wise
projections have been made using the average occupancy and load carried respectively.
3.2.1.3.
Transport Demand Elasticity

In order to determine the elasticity of transport demand for the present study a quantitative
relationship has been developed between time series mode wise registered motor vehicles
and NSDP by fitting a log-log regression equation. For this purpose the mode wise vehicle
registration data and NSDP data was collected from the year 2004-05 to 2010-11 as shown
in Table 3.10.
Year
2004-05
2005-06
2006-07
2007-08
2008-09
2009-10
2010-11
Table 3.10 MODE-WISE VEHICLE REGISTRATION & NSDP

2W
CAR
BUS
TRUCKS
5652044
633855
25081
140398
6083655
757019
26549
151376
7135712
767031
25423
157637
6910640
791648
23277
168733
8521198
944825
26331
190620
9493677
1071008
28124
217131
10563850
1208699
31922
251410
NSDP
229074
241914
261479
278758
295814
316906
339501
A log-log equation was fitted between NSDP and different modes. The results of regression
plots and fits are shown below in Figure 3.1 (a to c).
April 2014
P a g e | 3-13

y = 1.5578x - 3.6887
R = 0.9408
Fig 4.1 a: LINE FIT PLOT - 2W & NSDP
No. of 2W

16.10
16.00
15.90
15.80
15.70
15.60
15.50
12.30 12.40 12.50 12.60 12.70
2W
Linear (2W)
NSDP
No. of Cars
Fig 4.1 b: LINE FIT PLOT - CAR & NSDP y = 1.4355x - 4.3349
R = 0.9116
14.00
13.90
13.80
13.70
13.60
13.50
13.40
13.30
12.30 12.40 12.50 12.60 12.70
CAR
NSDP
Fig 4.1 c: LINE FIT PLOT - BUS & NSDP y = 1.5102x - 8.7643
R = 0.9812
10.4
No. of Buses
10.3
10.2
10.1
10
9.9
9.8
12.3
12.4
12.5
12.6
12.7
NSDP
Figure 3.1 (a to c) REGRESSION PLOTS MODE WISE VEHICLES ON NSDP
Based on the above regression fits the elasticity coefficients for various vehicular modes
are summarised in Table 3.11.
April 2014
P a g e | 3-14

Elasticity
Value

Table 3.11 ELASTICITY COEFFICIENTS

2W
CAR
BUS
1.6
1.4
1.5
TRUCKS
1.3
Elasticity values thus obtained are thereafter, projected over the entire study horizon
duration. Values in the initial period are related to past values as obtained and are projected
to decline on the premise that transport demand elasticity(s) for both freight and passenger
traffic tend to go down over time and approach unity and sometimes even below that as
regional imbalances are corrected and regions become self-sufficient. The adopted modewise elasticity coefficients based on the above mentioned premise over a twenty year
perspective is shown in Table 3.12.
Year
2011-2016
2016-2021
2021-2026
2026-2031
3.2.1.4.
Table 3.12 MODEWISE ELASTICITY VALUES

Elasticity Coefficients
Car
Bus
2W
1.6
1.4
1.5
1.4
1.3
1.4
1.2
1.2
1.3
1.1
1.1
1.2
Trucks
1.3
1.2
1.1
1.0
Economic Growth Scenarios

3 scenarios of economic growth have been developed and evaluated based on Businessas-Usual (BAU), Optimistic and Realistic Scenario respectively.
a.
Business-As-Usual (BAU) Scenario
In the BAU scenario the NSDP has been assumed to follow a do- nothing approach based
on the past trends in economic growth resulting in a growth rate of 7% in first ten years
followed by 6% in next ten years respectively. The economic growth rates and the
consequent mode wise transport demand growth based on respective elasticity values in
this scenario is compiled in Table 3.13.
Table 3.13 ADOPTED MODEWISE GROWTH RATES FOR BAU SCENARIO
Year
NSDP
2W
Car
Bus
Truck
7%
2011-2016
11.2%
9.8%
10.50%
9.1%
7%
2016-2021
9.8%
9.1%
9.8%
8.4%
6%
2021-2025
7.2%
7.2%
7.8%
6.6%
6%
2026-2031
6.6%
6.6%
7.2%
6.0%
b. Optimistic Scenario
In optimistic scenario it is assumed that all traffic zones experience a strong positive impact
on economic growth. The state Governments likely achievement in the Eleventh Plan
(2007-12) is expected to be 8.1 %. The Draft Twelfth Plan (2012-17) recently finalised has
projected a growth rate of 9 %. It is also observed that the States Growth Rate has lagged
behind countrys growth India by about two (2) point percentages. Considering these factors
the state economic growth rate is assumed to be 9% for first ten years and then decline to
8% in subsequent decade. The economic growth rates and the consequent mode wise
transport demand growth based on respective elasticity values in this scenario are compiled
in Table 3.14.
Table 3.14 ADOPTED MODEWISE GROWTH RATES FOR OPTIMISTIC SCENARIO
Year
NSDP
2W
Car
Bus
Truck
9%
2011-2016
14.4%
12.6%
13.5%
11.7%
9%
2016-2021
12.6%
11.7%
12.6%
10.8%
8%
2021-2025
9.6%
9.6%
10.4%
8.8%
8%
2026-2031
8.8%
8.8%
9.6%
8.0%
April 2014
P a g e | 3-15


c. Realistic Scenario
In realistic scenario, it is assumed that due to the current economic slowdown in the country
there might be a slowdown in the economic growth of the state too resulting in growth of
NSDP to touch 8% in first five years and decreasing to 7% and 6% respectively over the
next 15 years. The growth rates of NSDP and mode wise expected transport demand
growth rates are given in Table 3.15.
Table 3.15 ADOPTED GROWTH RATES FOR REALISTIC SCENARIO
Year
2011-2016
2016-2021
2021-2025
2026-2031
NSDP
7.5%
7%
6.5%
6%
2W
12.0%
9.8%
7.8%
6.6%
Car
10.5%
9.1%
7.8%
6.6%
Bus
11.3%
9.8%
8.5%
7.2%
Truck
9.8%
8.4%
7.2%
6.0%
The mode wise inter-regional forecast trips/tonnage is summarised in Table 3.16 below.
The realistic scenario has been adopted for forecast on interzonal traffic which includes
external trips from UP to Outside and vice-versa.
Year
2011
2016
2021
2026
2031
2011
2016
2021
2026
2031
2011
2016
2021
2026
2031
3.2.2.
Table 3.16 MODE WISE INTER-REGIONAL TRAFFIC FORECAST SUMMARY

WITH DIFFERENT SCENARIOS
Commercial
Total Pass
2W
Car
Bus
Vehicle
Trips
Tonnage
BAU
47490
208518
591998
848006
619778
80748
332779
975285
1388811
957988
128867
514375
1556478
2199720
1433859
182438
728205
2265880
3176523
1973752
251131
1002397
3207826
4461354
2641326
Optimistic
47490
208518
591998
848006
619778
93054
377430
1115063
1585547
1077711
168433
656299
2018326
2843058
1799704
266367
1037898
3310066
4614331
2743757
406092
1582338
5234671
7223101
4031479
Realistic
47490
208518
591998
848006
619778
83694
343523
1008835
1436052
986868
133569
530981
1610022
2274573
1477085
194447
772989
2415347
3382783
2086250
267662
1064043
3419428
4751133
2791873
Traffic Forecast Summary

The summary of total traffic (passenger and goods) forecast for both intrazonal and
interzonal movement is presented in Table 3.17 & 3.18.
Table 3.17 TRAFFIC FORECAST SUMMARY
Movement
2011
2016
2021
Type
Passenger Intrazonal
5777117
6100867
6786335
Trips
Interzonal
848006
1436052
2274573
Total
6625123
7536919
9060908
Intrazonal
787459
820054
940495
Goods
Tonnage
Interzonal
619778
986868
1477085
Total
1407237
1806922
2417580
April 2014
P a g e | 3-16
2026
2031
7540871
3382783
10923654
1077657
2086250
3163907
8371433
4751133
13122566
1233860
2791873
4025733


Table 3.18 MODE WISE TRAFFIC FORECAST SUMMARY

2016
2021
2026
2031
Mode
Passenger Trips
Car
2431829
2855681
3357900
3935384
2W
1774172
2014290
2284579
2588306
Bus
3330917
4190937
5281175
6598876
Total
7536919
9060908
10923654
13122567
2016
2021
2026
2031
Mode
Tonnage
LCV
71877
89351
110247
134276
2 Axle
567560
742867
956099
1202106
3 Axle
907204
1217481
1596878
2035031
MAV
260282
367881
500683
654320
Total
1806922
2417580
3163907
4025733
3.2.3.
Trip Distribution
Distribution of horizon year passenger trip ends has been based on the calibrated base
year distribution model parameters, horizon year network characteristics and the estimated
horizon year intrazonal trip ends resulting in horizon year trip matrices. The horizon year
modal split has been assumed to be same as observed in the base year.
3.2.4.
Traffic Assignment
The estimated horizon year trip matrices for various horizon year period (2016, 2021, 2026,
2031) obtained from trip distribution have been assigned to respective horizon year
networks in various phases using the base year calibrated trip assignment model to arrive
at the estimated link loadings in the horizon year. The assignment results are graphically
shown from Figures 3.2 (a) to (f).
The speed and lane specifications to be used in travel demand forecasting and assignment
as adopted for different types and road categories of the horizon year network is tabulated
below:
Functional
Class
Category
Capacity
(PCU/Day)
Speed
(kmph)
ODR
Single lane
Intermediate lane
2 lane
2000
6000
15000
39
41
42
MDR
SH
NH
2000
15000
2000
6000
15000
40000
6000
15000
40000
Expressways
6-9
1 lane
2 lane
Single lane
Intermediate lane
2 lane
4 lane
Intermediate lane
2 lane
4 lane
6 lane
6 lane
41
49
41
47
49
54
42
48
57
80
80
Road Type
90000
From the assignment results it can be observed that the major corridors where the traffic
concentration is high are NH-2, NH-24, NH-91, NH-25, NH-56, NH-28, NH-76, NH-119, NH58, NH-93, SH-59, SH-76, SH-12, SH-30, SH-33, SH-8, SH-5A, SH-26, SH-29, SH-1, SH100.
Traffic movement is higher in the areas closer to NCR region. National Highways and State
Highways account for about 80% of total regional traffic movement in UP State. Corridors
having proximity to industrial and tourist zones carry major traffic. The major traffic
April 2014
P a g e | 3-17


generating zones that are found to be having significant interaction in terms of passenger
and good movement are Lucknow, Kanpur, Ghaziabad, Gautam Buddha Nagar, Agra,
Allahabad, Mathura, Sultanpur, Etah, Bareily, Moradabad, Faizabad, Varanasi, Barabanki,
Bulandshahar, Gorakhpur, Rampur, Hapur, Fatehpur, Raibareily, Muzzafarnagar, Mahoba,
Basti. With the perspective of demand and connectivity to important economic growth
centers, these corridors will form major part of primary strategic core network. Some of the
important MDR and ODR links have also been identified that carries high traffic and will
serve as a part of core network linking the major primary network.
Transport demand observed on these major travel corridors will be one of the variables to
be used to identify Strategic Core Network forming a grid pattern with inter-connectivity.
This network will further strengthened / expanded based on other criterias like linkages to
existing/potential economic growth centres, settlement indices of zones, accessibility etc.
April 2014
P a g e | 3-18


Fig 3.2 a
April 2014
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Fig 3.2 b
April 2014
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Fig 3.2 c
April 2014
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Fig 3.2 d
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Fig 3.2 e
HORIZON YEAR ASSIGNMENT 2031 (COMBINED PCU)

April 2014
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Fig 3.2 f
April 2014
P a g e | 3-24

3.3.
HORIZON YEAR ROAD NETWORK
3.3.1.
Planned Projects

The base year network was prepared on GIS platform comprising of NH, SH, MDR and
ODR. The details of the base year network have already been discussed in previous report
on Travel Demand Model. For future road network development across horizon years 2016,
2021, 2026 and 2031, major road development plans and proposals were collected from
secondary sources and were added to the base year network to develop the inputs for
horizon year network. The details of the proposed projects in horizon year by various
agencies for the state along with the expected year of implementation obtained from
various secondary sources are tabulated below and presented in Table 3.19 & Figures 3.3
(a to d).
Table 3.19 DETAILS OF PROPOSED MAJOR ROAD PROPOSALS PROJECTS IN UTTAR
PRADESH
Category
& Lane
Expected
Type of Road
Corridor
Source
Configurat
Implementation
ion
Golden
East-West Corridor
NHAI
NH, 6 lane
2016
Quadrilateral
Ghaziabad Meerut
Ghaziabad-Meerut
NCR
EX, 6 lane
2016
Expressway
Yamuna
Gautam Buddha NagarOperational
EX, 6 lane
2016
Expressway
Agra
Indo Nepal Border
Greater Noida-Balia
UPSHA
SH, 2 lane
2021
Road
Agra Kanpur
Agra Kanpur
UPEIDA
EX, 6 lane
2021
Expressway
Delhi Delhi-MuzaffarnagarMuzaffarnagar
EX, 6 lane
2021
Haridwar
EXpressway
Haridwar-NajibabadProposed
Haridwar Amroha-Rampur BareillyNational
Allahabad
Kheeri Bahraich-GondaEX, 6 lane
2026
Expressway
Expressway
Faizabad-Sultanpur
Allahabad upto Rewa
Expressway
Master Plan
Gwalior - Bahraich
Gwalior-Etawah-KannaujEX, 6 lane
2026
(MoRTH)
EXpressway
Sitapur-Bahraich
Allahabad Allahabad-MirzapurRobertsganj
Robertsganj up to UP
EX, 6 lane
2026
Expressway
Border
Panipat Amroha
Panipat-MuzaffarnagarEX, 6 lane
2026
Expressway
Bijnor-Amroha
Expressway
Mathura Bareilly
proposed by
Mathura-Bareilly
EX, 6 lane
2026
Expressway
State
(Source
Orai Kheeri
Orai-Kannauj-Kheeri
EX, 6 lane
2026
Expressway
Expressway
Master Plan,
Bareilly-Kheeri-Bahraich
Allahabad
MoRTH)
Gonda-AzamgarhEX, 6 lane
2026
EXpressway
Allahabad
Ganga Expressway
Ganga Expressway
EX, 6 lane
2026
Mahoba Gonda
Mahoba-FatehpurExpressway
EX, 6 lane
2031
Expressway
Raibareilly-Gonda
proposed by
Ghazipur
State
Ghazipur-GorakhpurMaharajganj
(Source
EX, 6 lane
2031
Maharajganj
Expressway
Expressway
Master Plan,
Chandauli Buxar
Chandauli -Ghazipur-Buxar
EX, 6 lane
2031
MoRTH)
Expressway
April 2014
P a g e | 3-25

3.4.

CONCLUSIONS
i.
The demand for road transport has been increasing rapidly in the state. The number of
annually registered vehicles in the state has increased at an average annual rate of
about 10% between 2001 & 2011. It is observed that two wheelers account for
maximum share of about 80% of total vehicles with cars of around 8% while that of
buses is very minimal at 0.25%. The share of goods vehicles is around 11%. The
growth rate of cars in UP is double that of India in recent years. The growth rate of bus
population is a dismal 1.0 per cent in UP compared to 13.0 per cent average for India.
Similarly, the growth rate of trucks in UP is (3.3 per cent) just about half of the all-India
average of 6.9 per cent. It is has also been observed that vehicle ownership rates in UP
are far below the all-India average. They are about 10-50 per cent of the all-India
average.
ii.
Forecasting of planning variables viz. population and employment has been done using
growth rate and trend extrapolation based methods. Based on these methods, it has
been observed that the exponential plot is the best fit plot for both population and
workers projection as the difference between observed and estimated 2011 value is
less and hence exponential equations has been used to project the state population
and workers. Based on the forecast the population figures are expected to be 2127
lakhs by 2016, 2341 lakh by 2021, 2577 lakh by 2026 and 2837 lakhs by 2031.
Similarly, workers estimates are expected to be 644 lakh by 2016, 733 lakh by 2021,
836 lakh by 2026 and 952 lakhs by 2031.
iii. For travel demand forecast, an economic perspective of the region has been assessed
considering traffic influencing regions and taking into account their growth in the past
and future. Uttar Pradesh is expected to focus on overall growth covering industrial and
infrastructure development related to power, transport networks and connectivity, and
increased employment opportunities. The vehicular growth rates estimated for different
scenarios have been adopted to obtain mode wise traffic demand for different horizon
years. These will form important inputs to traffic estimation using the transport demand
model developed for this study.
iv. Summarising the transport demand in coming years, it has been estimated that
passenger demand per day will increase from 66.25 lakh passengers in year 2011 to
131.22 lakh passengers by horizon year 2031. Similarly, freight tonnes carried by
commercial vehicles per day will increase to 40.25 lakh tonnes by year 2031 from 14.07
lakh tonnes in year 2011. Cars will carry about 40 lakh passenger trips and buses will
carry almost 66 lakh passenger trips in horizon year. Similarly, 2-axle and 3-axle goods
vehicles will carry 30 lakh tonnes in year 2031. About 6.5 lakh tonnes are expected to
be carried by multi-axel commercial goods vehicles in the horizon year.
April 2014
P a g e | 3-26


Fig 3.3 a: HORIZON YEAR NETWORK - 2016

April 2014
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Fig 3.3 b: HORIZON YEAR NETWORK - 2021

April 2014
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Fig 3.3 c: HORIZON YEAR NETWORK - 2026
April 2014
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Fig 3.3 d: HORIZON YEAR NETWORK - 2031

April 2014
P a g e | 3-30


IDENTIFICATION OF STRATEGIC CORE ROAD

NETWORK
4.
IDENTIFICATION OF STRATEGIC CORE ROAD NETWORK
4.1.
EXTRACTS FROM SETTLEMENT POTENTIAL ANALYSIS

Settlement potential analysis provides a composite index that has been used to identify the
high traffic volume generating settlements, growth potential of the settlements. The
parameters considered in settlement growth potential analysis comprised of population size
of settlement, transport and infrastructure facilities, economic growth centres, tourism
potential etc.
The screening of the network has been done by establishing cut-off points through analysed
DPI and other attributes to sieve out certain number of settlements and few links. The
screening parameters are from the ambit of socio-economic perspectives and parameters
have been studied viz. growth of population, workers, tourism and industrial centres. The
network links shall be ranked using an aggregate score function on their attribute values.
The finalised and resultant network will be based on the following attributes:
- Traffic
- Economic & Demand Drivers
- Connectivity & Network Availability
- Environment
- Social
This chapter presents summary of settlement potential analysis.
4.2.
SUMMARY OF SETTLEMENT POTENTIAL ANALYSIS

The main aim of the settlement analysis carried out was to assess the performance and
growth potential for groups of settlements within the State of UP. The settlement hierarchy
is important in the development framework in order to set out a clear order of preference for
the location of development in both the short and long term. This was carried out at district
level for urban and rural blocks. Four techniques were chosen as the most relevant
techniques for base year settlement analysis in order to identify potential links and nodes in
master plan preparation. The methods adopted for settlement analysis were:
- Location Quotient (LQ) Analysis
- Disparity Index
- Cumulative Function Index (CFI)
- Development Potential Index (DPI)
The analysis of settlements was carried out both at aggregate (district level) and
disaggregate (block level) level and thus formed the basis to identify distinct and important
nodes in the State for network connectivity based on the growth potential of settlements,
traffic potential, road connectivity deficiencies as identified in the policy documents and the
desired connectivity levels, strategic importance of a various nodes and other associated
factors such as network continuity and its hierarchy in the regional network system. The
methodology adopted is shown in flow chart as Figure 4.1.
April 2014
P a g e | 4-1


Division of districts into

Rural/Urban centres
Field visits and secondary

data collection
Data Compilation
Transport
Demographic
& Socioeconomic
Agriculture
Social Infra
Telegraph &
Telecom
Other
facilities
Data Analysis
Location
Quotient
Disparity
Index
Cumulative
Function Index
Development
Potential Index
Ranking of Settlements
Development of relation
between settlement
indicators and transport
network
Figure 4.1 METHODOLOGY ADOPTED FOR SETTLEMENT ANALYSIS
From LQ analysis potential industrial nodes were identified in rural and urban blocks in
various Regions / Zones in the state of Uttar Pradesh. Industrial zones having dominance
and potential for future development identified are Jhansi, Agra, Kanpur, Varanasi,
Azamgarh, Bareily, Allahabad, Faizabad, Meerut & Gorakhpur. It is expected that these
regions will be major traffic attracting / generating nodes in near future and will be pivotal for
road network development in view of growth and potential.
CFI and DPI provided and insight in terms of availability of facilities and socio-economic
developments at settlements. The analysis revealed that major districts with high DPI
values are Lucknow, Ghaziabad, Kanpur Nagar, Gautam Buddha Nagar, Agra, Meerut,
Allahabad, Muzzaffarnagar, Gorakhpur, Bulandshahar & Bareily. These districts have
strong industrial base and tourism attractions. The socio-economic facilities in these
districts are adequate and therefore, will continue to grow in near future. In rural blocks
districts having higher DPI value are Ghaziabad, Ghazipur, Raibareily, Muzzaffarnagar,
Bulandshahar, Pratapgarh, Gonda, Bijnaur, Mathura, Kheeri, Allahabad, Meerut, Jaunpur &
Saharanpur. These districts have better transport linkages and adequate social
infrastructure.
April 2014
P a g e | 4-2


Amongst above methods employed for the study Weighted Index method (commonly known
as Development Potential Index) was analysed in detail in the earlier submissions and
reports were formally approved by PWD after detailed presentations / deliberations /
discussions
The salient excerpts of the settlement analysis is reproduced here as a ready reference for
undertaking the screening of core network, of which, DPI and settlement hierarchy is an
important component apart from traffic demand and other economic demand drivers.
4.2.1.
Weighted Index Method (Development Potential Index, DPI)

Weighted Index Method (commonly known as Development Potential Index DPI) was
employed to obtain an indication of hierarchy by assigning weights to all settlements. A
scoring system has been applied to each of the district based on the number of key
services and facilities within them and in turn ranking has been done. An indication of interdistrict comparison in terms of availability of facilities and development can be made. The
methodology adopted to calculated weighted index is as follows:
-
Prepare a data matrix for all rural/urban settlements in each district

Total each row and column to compile data at district level
Using the assumption that the total number of functional attributes in the entire system
has a combined centrality value of 100, determine the weight of the functional attribute
using following method:
For weights of each parameter group (sectors), the relative contribution of various
sectors in overall CFI is calculated. Weights within each sector have been assigned
based on the importance of various facilities in urban and rural context. Based on
weights and actual values observed, a score have been calculated for each group and
finally total development rating is calculated for each settlement by applying the
following formula:
Development Potential Index = N/n

Where;
N is the Combined Centrality Value of 100
& (n) is the Total number of attributes
The assigned weightings for different attributes in various sectors both for District and Block
level is summarised in Table 4.1.
April 2014
P a g e | 4-3


Table 4.1 WEIGHTINGS FOR VARIOUS ATTRIBUTES

Amenity
Transport
No. of Railway Station
Bus Station
Agriculture
No. of regulated Mandis
Industry
No. of heavy industries
No. of small scale industries
Social Infrastructure
No. of Hospitals
No. of Schools
No. of Colleges
No. of Technical Institution
Telegraph & Telecommunication Facilities
Post Office
Telegraph
No. of PCOs
Telephone Facilities
Other Facilities
No. of Banks
Commercial Shops
Agricultural Shops
Assigned Weights (%)

Rural
Urban
20
20
10
10
20
15
15
15
15
15
5
10
25
25
10
7.5
10
7.5
2.5
5
2.5
5
20
25
7.5
5
7.5
5
2.5
7.5
2.5
7.5
5
15
5
5
5
5
Based on the weights mentioned above, Development Potential Index (DPI) value has been
calculated for all 71 districts of Uttar Pradesh. The computation of DPI of various Districts is
presented in Table 4.2 (a & b). The districts have been ranked on the basis of DPI values
i.e. district with highest DPI value is ranked as 1 and so on. This exercise has been done
separately for rural and urban areas of all the districts. The district wise DPI calculations
with ranking of development blocks and urban areas have been submitted in previous
submissions.
April 2014
P a g e | 4-4


Table 4.2 (a): DEVELOPMENT POTENTIAL INDEX (RURAL)
April 2014
P a g e | 4-5
4.80
18.80
4.50
21.80
9.70
36.80
6.30
5.30
14.40
5.30
7.00
5.90
10.70
8.00
3.60
9.90
13.90
14.50
7.30
15.40
5.80
8.70
17.00
7.10
5.20
5.70
7.90
4.30
11.70
13.20
8.50
7.80
8.20
3.40
7.50
6.60
No. of
Banks
12.10
31.80
41.90
48.40
128.80
432.50
354.30
73.20
45.80
197.40
197.80
172.10
422.90
171.60
73.10
485.50
1901.80
11.50
224.40
9.60
34.00
300.70
173.10
109.60
15.60
292.70
47.50
191.20
769.80
244.10
127.20
16.30
30.50
48.50
451.10
830.80
Telep
hone
Faciliti
es
0.45
16.30
2.70
24.20
0.00
230.95
179.20
0.00
23.40
0.00
0.70
0.75
213.90
0.85
41.85
49.25
987.15
20.05
0.10
17.95
0.00
0.00
87.75
1.35
2.30
0.70
23.85
95.65
388.75
0.15
63.60
10.60
0.15
0.00
2.95
431.10
No. of
PCO's
0.15
0.30
0.00
1.20
0.15
1.05
0.00
0.00
0.15
0.15
0.60
0.15
0.75
0.15
0.00
1.35
0.00
0.00
0.30
0.15
0.45
0.15
1.35
0.45
0.60
0.45
0.60
0.00
1.80
0.30
0.15
1.35
0.90
0.30
0.60
0.00
Telegr
aph
10.00
14.40
10.20
9.20
13.80
25.60
19.40
4.40
13.90
10.70
7.10
8.80
23.00
4.80
13.10
8.80
58.40
8.50
15.90
6.70
6.40
15.10
13.20
9.60
5.30
7.20
1.50
9.30
17.80
8.60
18.90
8.10
5.70
7.90
7.90
8.20
Other
Facilit
ies
Post
Office
0.40
0.80
1.00
1.30
0.50
1.30
1.10
1.00
1.30
0.80
0.50
1.50
1.10
0.90
0.60
1.00
2.80
1.40
0.60
1.80
0.80
0.40
3.10
1.20
0.80
0.50
2.00
0.70
2.00
1.40
0.80
1.30
1.20
0.60
0.50
1.10
Telegraph & Telecommunication

Facilities
No. of
colleg
es
No. of
Techni
cal
institut
ion
Auraiyya
Azamgarh
Bagpat
Balia
Banda
Bulandshahar
Chandauli
Chitrakoot
Deoria
Etah
Etawah
Farukkabad
Fatehpur
Firozabad
GB Nagar
Ghaziabad
Ghazipur
Gorakhpur
Hamirpur
Hardoi
Hathras
Jalaun
Jaunpur
Jhansi
JP Nagar
Kannauj
Kanpur Nagar
Kanshiram Nagar
Kheeri
Kushinagar
Lalitpur
Lucknow
Maharajganj
Mahoba
Mainpuri
Mathura
Industry
No. of
school
s
District
Agriculture
No. of
railwa
y
station
No. of
bus
station
/ halt
No. of
regula
ted
mandi'
s
No. of
registe
red
Indust
riesof
No.
small
scale
industr
ies
No. of
hospit
als
Transport
210.20
443.30
123.40
318.40
194.10
352.20
182.90
109.80
291.80
268.50
239.00
251.50
379.10
174.20
112.40
230.50
449.10
381.90
143.90
380.20
178.80
227.90
336.40
198.30
259.30
185.70
264.30
179.10
408.10
264.20
159.90
224.50
228.10
106.70
299.10
230.60
0.78
2.13
7.40
0.78
0.08
0.28
1.53
28.78
0.80
0.65
1.90
0.90
0.30
0.80
8.40
0.08
2.28
1.25
2.83
2.83
0.30
0.30
0.53
1.63
0.43
1.08
0.90
0.10
0.30
0.18
0.03
0.08
1.10
1.28
0.48
1.20
10.73
28.80
9.83
25.13
14.63
22.13
12.53
5.55
19.35
0.00
9.30
8.85
17.93
9.75
5.40
10.58
26.70
25.20
9.68
22.73
10.28
16.13
30.30
13.13
8.70
9.60
13.73
7.95
27.75
15.30
10.95
10.65
13.95
6.30
11.63
11.78
0.00
0.08
0.00
0.00
0.23
0.00
0.30
0.45
0.00
64.43
0.00
0.00
0.00
0.00
0.08
0.60
0.53
0.00
0.00
0.00
0.23
0.00
0.00
0.00
0.23
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.08
0.00
0.00
12.68
40.53
7.63
35.70
2.98
31.63
22.18
5.00
20.48
318.03
7.13
33.33
9.30
1.95
28.40
173.03
14.33
17.83
5.78
45.15
16.93
37.60
68.20
15.65
0.20
26.65
11.28
16.68
3.33
26.23
0.78
27.23
38.03
4.20
0.00
5.00
47.58
393.23
105.33
305.25
200.63
841.20
96.33
55.70
89.30
0.85
304.50
547.08
162.73
112.38
657.13
3983.78
391.15
188.40
101.13
367.80
184.20
464.45
839.38
108.58
44.75
368.08
291.53
237.68
125.90
150.65
65.75
180.13
164.43
33.68
418.98
236.58
2.10
7.60
1.90
8.90
3.00
3.70
3.00
1.65
3.85
1.70
2.95
2.15
4.90
2.25
2.30
2.95
7.30
7.30
1.70
4.40
1.95
2.70
8.10
2.25
2.35
1.75
5.20
1.00
5.45
4.25
1.85
2.45
4.60
1.05
1.95
5.65
0.00
0.00
0.05
0.00
0.00
0.00
0.00
0.00
0.00
4.45
0.05
0.00
0.03
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.03
0.00
0.13
0.00
0.00
0.00
0.00
0.10
0.00
0.00
0.00
0.00
Development
Potential
Index (DPI)
22.28
71.29
22.56
57.16
40.61
141.38
62.79
20.77
37.47
62.35
55.61
73.79
89.04
34.83
67.60
354.09
275.39
48.42
36.69
62.48
31.44
76.72
112.74
33.49
24.70
64.29
47.89
53.12
125.91
52.04
32.74
35.04
35.49
15.28
85.91
126.33
April 2014
14.40
58.80
35.10
440.40
338.90
383.70
39.90
128.30
44.50
64.20
323.20
628.80
45.00
683.60
161.10
308.10
468.10
33.30
495.70
135.60
82.10
793.00
1085.60
153.70
37.50
79.40
28.70
57.00
3.50
509.10
188.50
446.70
53.30
59.50
44.50
241.86
P a g e | 4-6
5.90
10.00
8.50
15.50
7.90
8.20
11.90
8.30
12.00
14.70
8.40
9.60
11.20
11.60
4.20
9.70
6.30
12.40
9.00
10.60
7.50
71.70
17.70
6.20
5.20
8.00
4.80
10.90
5.90
13.80
14.00
9.70
19.20
13.10
7.00
10.75
No. of
Banks
0.00
31.55
19.00
228.40
171.70
1.00
20.00
62.90
28.40
12.50
161.60
326.60
24.25
342.15
84.25
154.05
234.05
16.65
248.60
74.10
48.70
396.70
548.25
81.15
19.45
47.60
14.35
33.45
1.75
254.55
97.15
224.10
30.40
54.65
28.25
99.17
Telep
hone
Faciliti
es
0.30
1.20
0.45
1.80
1.50
1.65
0.00
1.50
0.00
4.50
1.50
1.50
0.60
0.15
0.90
0.60
0.30
0.00
0.90
0.00
1.05
1.20
1.05
1.20
2.10
0.45
0.15
1.20
0.00
1.20
1.05
0.00
0.45
1.05
0.15
0.67
No. of
PCO's
8.30
13.40
16.90
19.30
5.70
20.80
7.60
4.30
9.00
11.00
9.70
18.10
6.80
6.20
6.30
9.30
23.30
7.30
17.90
35.50
8.90
10.40
13.10
5.60
9.40
31.60
6.10
15.70
2.00
6.30
9.10
9.80
15.40
8.20
16.70
12.15
Other
Facilit
ies
Telegr
aph
0.10
1.70
1.00
2.90
0.30
1.60
1.60
0.80
1.90
1.90
0.60
1.40
1.70
2.00
0.70
1.50
0.50
1.70
2.00
0.90
0.60
1.00
1.90
1.40
0.60
1.00
1.10
2.00
0.00
0.50
2.20
1.00
2.00
2.00
1.50
1.21
Telegraph & Telecommunication

Facilities
Post
Office
Sant Kabir Nagar

Agra
Aligarh
Allahabad
Ambedkar Nagar
Badau
Baharaich
Balrampur
Barabanki
Bareily
Basti
Bijnour
Faizabad
Gonda
Kaushambi
Mau
Meerut
Mirzapur
Moradabad
Muzaffarnagar
Pilibhit
Pratapgarh
Raibareily
Ramabai Nagar
Rampur
Saharanpur
Sant Ravidas Ngr
Shahjahanpur
Shrawasti
Siddarth Nagar
Sitapur
Sonabhadra
Sultanpur
Unnao
Varanasi
Average
Industry
No. of
colleg
es
No. of
Techni
cal
institut
ion
District
Agriculture
No. of
railwa
y
station
No. of
bus
station
/ halt
No. of
regula
ted
mandi'
s
No. of
registe
red
Indust
riesof
No.
small
scale
industr
ies
No. of
hospit
als
Transport

No. of
school
s

159.80
236.40
260.20
485.60
281.10
313.20
323.00
252.90
275.90
326.90
224.30
476.30
259.60
345.00
221.70
242.20
240.30
264.00
278.20
308.00
229.30
279.60
351.10
260.50
263.10
187.80
136.50
308.70
127.70
263.30
475.90
233.20
352.10
411.30
226.40
265.75
3.70
1.70
18.38
1.55
1.15
0.03
0.23
0.23
6.30
0.70
0.73
0.33
0.63
4.13
0.58
1.08
0.23
0.18
0.15
2.20
1.48
1.45
0.78
1.75
1.70
0.40
1.05
0.10
0.05
0.33
10.70
0.38
2.40
1.40
0.45
2.02
12.15
19.50
24.45
25.05
25.13
21.38
19.80
12.53
24.23
16.50
17.55
19.80
26.25
24.45
8.85
13.95
0.00
12.60
14.93
21.08
7.50
29.85
30.90
13.43
8.10
13.88
7.13
19.65
7.73
16.35
28.88
9.98
35.78
18.45
10.88
15.94
0.00
0.15
0.00
0.08
1.05
0.00
0.00
0.08
0.00
0.00
0.00
0.00
1.28
0.00
0.00
0.00
88.05
0.00
0.23
0.00
0.00
0.15
0.00
0.90
0.75
0.90
0.15
0.00
0.00
0.00
0.00
0.53
0.00
0.00
0.90
2.29
10.13
5.00
13.35
44.43
21.53
2.35
16.18
2.50
27.73
10.90
7.95
15.38
47.15
33.50
5.83
68.60
505.90
1.35
1.15
59.25
1.13
96.60
23.25
5.38
11.95
24.43
18.73
5.35
3.43
2.43
73.25
10.88
130.45
18.73
59.03
35.44
43.03
306.70
284.13
325.58
150.88
262.10
153.85
23.95
241.78
80.08
103.28
391.78
179.33
444.45
81.25
257.63
3.13
4.58
67.43
1485.08
96.73
225.55
203.50
147.28
208.03
891.23
165.35
59.50
30.05
123.30
253.58
61.23
470.80
248.35
521.05
302.28
2.60
6.50
3.70
7.15
3.10
3.60
7.55
3.35
5.00
7.25
5.50
4.40
4.90
5.95
2.20
2.75
6.25
4.90
6.30
4.70
2.35
8.35
6.15
3.35
4.35
7.55
1.90
5.60
2.20
3.90
5.75
2.80
7.45
3.65
3.70
4.15
0.00
0.08
0.00
0.03
0.00
0.00
0.03
0.03
0.00
0.03
0.00
0.00
0.00
0.03
0.03
0.00
4.55
0.00
0.08
0.00
0.00
0.00
0.00
0.03
0.00
0.43
0.03
0.00
0.00
0.00
0.05
0.00
0.00
0.03
0.00
0.14
Development
Potential
Index (DPI)
18.60
49.48
48.94
114.13
72.14
72.83
42.97
35.83
48.34
39.37
61.74
135.28
43.48
135.94
41.28
76.39
112.93
25.64
81.61
152.64
34.81
136.83
163.09
48.70
40.87
92.48
27.57
37.08
13.16
85.36
82.86
72.16
79.98
60.03
65.75
70.99


Table 4.2 (b): DEVELOPMENT POTENTIAL INDEX (URBAN)
April 2014
P a g e | 4-7
0.65
0.30
1.20
0.55
0.50
1.90
0.20
0.10
1.10
1.20
0.95
1.30
0.60
0.65
1.35
0.60
0.80
1.45
0.30
1.65
0.60
0.70
0.60
1.30
0.65
1.30
2.30
0.40
0.35
0.25
0.20
2.90
0.70
1.85
0.95
0.90
0.20
4.50
0.00
0.35
0.50
0.00
0.15
0.40
0.00
0.00
0.00
0.70
0.25
0.00
0.05
0.10
0.75
4.80
0.05
0.55
0.00
0.10
0.10
0.05
0.15
0.30
0.10
0.05
3.00
0.10
0.00
0.00
0.00
4.70
0.10
0.00
0.00
4.40
0.00
0.95
0.65
1.10
0.60
0.90
0.80
1.90
0.55
0.15
1.65
0.20
0.95
1.65
0.80
1.30
1.50
5.20
1.00
3.15
0.55
1.50
0.80
1.50
1.20
1.90
1.50
0.80
6.10
0.65
0.85
0.55
0.35
7.15
0.35
0.40
1.05
2.35
0.30
4.65
0.05
0.05
0.30
0.10
0.30
0.20
0.25
0.10
0.10
27.50
0.20
0.10
0.15
0.30
0.15
0.60
0.30
0.05
0.05
0.05
0.20
0.05
0.30
0.15
0.45
0.10
0.70
0.10
0.05
0.05
0.10
0.40
0.05
0.15
0.30
0.05
0.05
0.35
10.80
80.10
4.05
84.45
18.38
147.30
38.63
17.63
75.00
733.50
51.08
64.50
17.63
52.28
330.75
454.28
20.78
138.23
29.03
46.88
94.05
57.23
158.25
83.70
11.63
44.63
435.08
24.00
130.58
17.33
5.93
799.65
14.63
18.83
4.80
87.60
9.98
314.70
342.75
1092.38
246.38
1068.75
665.63
2740.50
352.50
292.13
300.00
4.13
1324.20
1329.53
623.03
693.45
9458.25
11562.15
519.68
2938.05
365.48
1381.13
1601.40
777.08
1282.88
1939.28
447.38
712.50
10603.65
583.65
1762.58
128.25
300.15
17665.50
252.68
537.38
258.60
1790.78
290.10
7662.30
1.40
3.80
2.45
2.40
2.05
5.65
1.95
0.90
2.95
3.60
2.00
2.80
3.05
3.20
9.90
10.70
3.30
6.20
1.75
4.10
2.65
3.70
2.35
5.90
2.45
2.30
19.40
2.40
0.80
2.15
1.85
24.80
2.00
1.20
1.85
6.40
1.00
10.45
Comm
ercial
Shops
Agricult
ural
Shops
No. of
Banks
27.38
26.70
9.98
20.40
35.03
55.73
8.10
16.20
21.08
41.93
64.58
25.20
42.83
32.25
16.65
137.93
32.85
63.45
26.33
15.23
27.60
48.68
31.28
56.78
30.23
21.08
95.78
31.20
35.48
4.65
19.13
200.03
6.53
20.63
36.68
45.15
11.70
89.85
Teleph
one
Facilitie
s
1.05
1.35
1.28
1.73
1.73
5.10
1.28
0.53
1.95
1.65
1.50
4.13
1.95
0.90
1.58
2.10
2.70
5.78
1.35
3.38
12.60
1.73
1.50
5.85
22.58
2.93
9.08
1.43
1.65
1.95
0.98
7.05
2.18
0.98
1.80
4.35
1.13
3.45
No. of
PCO's
0.60
0.15
0.30
0.60
0.60
1.50
0.30
0.15
0.15
0.45
0.45
0.75
1.05
0.60
0.00
0.75
0.75
0.30
0.45
1.20
0.60
0.75
0.45
1.35
0.60
0.60
0.60
0.00
1.35
0.00
0.60
0.15
0.15
0.45
0.60
0.75
0.15
0.90
Other Facilities
Telegra
ph
No. of
schools
0.20
0.40
0.00
0.40
0.20
0.80
0.20
0.00
0.20
0.20
0.20
0.20
0.20
0.20
0.60
0.60
0.00
0.40
0.40
0.20
0.20
0.20
0.40
0.20
0.00
0.00
1.00
0.20
0.40
0.00
0.00
0.80
0.20
0.20
0.40
0.20
0.00
1.20
No. of
college
No.s of
Techni
cal
instituti
on
Post
Office
No. of
hospita
ls
Auraiyya
Azamgarh
Bagpat
Balia
Banda
Bulandshahar
Chandauli
Chitrakoot
Deoria
Etah
Etawah
Farukkabad
Fatehpur
Firozabad
Gutam Buddha Nagar
Ghaziabad
Ghazipur
Gorakhpur
Hamirpur
Hardoi
Hathras
Jalaun
Jaunpur
Jhansi
JP Nagar
Kannauj
Kanpur Nagar
Kanshiram Nagar
Kheeri
Kushinagar
Lalitpur
Lucknow
Maharajganj
Mahoba
Mainpuri
Mathura
Sant Kabir Nagar
Agra
No. of
regulat
ed
mandi's
District
Agriculture
No. of
bus
station/
halt
Transport
2.80
6.30
4.65
7.15
4.00
14.65
3.45
1.90
8.40
21.65
4.30
6.30
4.75
10.70
5.25
23.80
5.75
16.95
3.90
9.75
4.95
7.80
5.75
12.50
7.50
4.00
46.55
4.20
6.90
3.35
2.85
39.40
2.60
2.65
5.25
7.40
1.35
1.30
18.15
21.60
4.35
11.05
2.20
40.00
3.85
0.20
6.70
0.00
13.00
17.75
16.40
1.80
10.30
0.00
1.85
20.90
5.85
6.90
0.60
8.45
3.25
0.15
14.70
15.95
4.80
19.75
10.60
6.15
3.00
10.65
1.05
1.45
38.80
4.25
1.50
29.40
Development
Potential
Index (DPI)
31.27
94.97
21.23
92.19
56.27
231.97
31.63
25.38
32.25
64.36
112.59
111.86
54.81
61.36
756.69
938.73
45.37
245.80
33.49
113.23
134.33
69.84
114.49
162.26
41.52
62.02
863.69
51.39
150.12
12.67
25.78
1443.32
21.78
45.09
27.01
150.35
24.42
624.92

April 2014
P a g e | 4-8
0.45
1.45
0.80
0.60
0.20
0.10
0.30
1.05
0.30
0.95
0.50
0.20
0.20
0.70
4.60
0.35
3.85
3.45
0.35
0.30
1.50
0.80
3.05
0.50
0.30
0.45
0.10
0.15
1.65
0.55
0.35
0.60
0.55
0.98
0.75
1.40
0.10
0.00
0.00
0.00
0.00
1.50
0.00
0.50
0.45
0.15
0.05
0.00
4.20
0.05
0.70
0.80
0.00
0.00
0.10
0.10
0.10
0.85
0.85
0.15
0.00
0.00
0.25
0.00
0.30
0.40
0.00
0.51
2.30
3.75
0.75
2.00
0.65
0.90
0.90
3.35
0.60
1.95
1.00
0.95
0.35
0.60
3.95
0.95
2.50
2.25
1.00
1.15
1.30
0.35
1.15
1.15
0.55
2.10
0.10
0.50
1.65
0.75
0.80
1.20
0.70
1.45
0.00
0.20
0.25
0.30
0.05
0.20
0.00
0.00
0.05
0.00
0.00
0.10
0.00
0.00
0.35
0.10
0.85
0.20
0.05
0.25
0.00
0.15
0.30
0.25
0.15
0.00
0.10
0.10
0.05
0.45
0.05
0.10
0.45
0.56
66.83
148.73
41.40
37.95
12.90
6.08
30.00
110.25
75.00
122.33
53.18
41.33
23.33
153.83
172.80
24.60
45.08
105.83
16.43
69.45
66.68
15.83
15.60
69.90
27.98
18.98
6.68
5.40
48.30
24.23
41.85
51.98
23.55
91.58
2508.75
3561.38
825.75
1051.88
0.00
268.65
1004.63
2589.68
630.60
2411.40
1124.93
594.08
404.93
994.95
4731.60
930.38
1748.63
3365.10
586.13
126.68
942.23
290.48
1486.58
2043.75
412.65
485.63
66.00
208.50
1504.13
1062.68
844.95
1356.38
1044.68
1790.21
5.95
9.00
1.60
2.00
2.05
0.95
3.90
6.95
1.90
7.70
3.80
0.00
1.65
2.25
8.65
2.25
7.90
6.25
2.90
1.45
4.60
2.15
4.25
1.00
0.55
3.45
0.60
1.40
4.35
2.10
2.75
3.30
1.95
3.93
Comm
ercial
Shops
Agricult
ural
Shops
No. of
Banks
47.40
74.48
7.65
37.05
17.78
11.18
5.78
82.95
4.58
40.35
19.20
12.75
13.13
18.60
93.30
34.88
84.23
88.65
29.48
15.83
33.75
13.05
31.43
73.58
26.03
12.83
3.98
7.28
50.85
14.55
7.20
27.45
13.05
36.43
Teleph
one
Facilitie
s
2.63
5.18
1.65
4.20
1.80
1.20
2.10
1.73
0.75
2.33
0.90
0.53
1.20
2.40
11.55
1.65
4.88
2.63
1.95
1.13
4.05
0.68
3.45
3.30
0.98
3.30
0.45
0.83
2.25
3.30
3.15
2.25
3.15
2.95
No. of
PCO's
0.45
0.30
0.15
1.20
0.45
0.45
0.15
0.45
0.15
0.75
0.30
0.30
0.45
0.30
0.45
0.30
1.05
1.05
0.45
0.15
0.60
0.45
0.60
1.05
0.75
0.60
0.00
0.15
0.30
0.45
0.15
0.30
0.45
0.51
Other Facilities
Telegra
ph
No. of
schools
0.60
1.00
0.20
0.20
0.20
0.20
0.20
0.40
0.20
0.40
0.40
0.20
0.00
0.20
0.60
0.00
0.40
0.40
0.20
0.20
0.40
0.00
0.20
0.40
0.20
0.20
0.00
0.00
0.20
0.00
0.40
0.20
0.00
0.28
No. of
college
No.s of
Techni
cal
instituti
on
Post
Office
No. of
hospita
ls
Aligarh
Allahabad
Ambedkar Nagar
Badau
Baharaich
Balrampur
Barabanki
Bareily
Basti
Bijnour
Faizabad
Gonda
Kaushambi
Mau
Meerut
Mirzapur
Moradabad
Muzaffarnagar
Pilibhit
Pratapgarh
Raibareily
Ramabai Nagar
Rampur
Saharanpur
Sant Ravidas Nagar
Shahjahanpur
Shrawasti
Siddarth Nagar
Sitapur
Sonabhadra
Sultanpur
Unnao
Varanasi
Average
No. of
regulat
ed
mandi's
District
Agriculture
No. of
bus
station/
halt
Transport

13.50
22.95
4.30
10.55
4.55
3.65
6.20
20.60
2.50
12.75
6.85
4.05
1.55
10.65
20.55
6.00
21.95
13.40
5.40
2.90
5.75
1.75
10.10
14.45
3.80
8.90
0.60
2.30
8.55
3.80
3.40
8.95
3.60
8.50
29.95
5.55
7.80
34.40
4.15
12.05
13.30
29.95
9.50
12.25
5.60
3.35
8.00
9.80
14.70
0.65
9.50
37.05
1.75
3.00
16.00
1.65
12.70
19.85
10.50
8.40
0.20
2.15
7.50
0.30
8.80
1.35
0.30
10.13
Development
Potential
Index (DPI)
206.12
295.03
68.65
90.95
3.44
23.51
82.11
219.14
55.86
201.05
93.62
50.61
34.99
91.87
389.79
77.09
148.58
279.00
49.70
17.11
82.84
25.19
120.73
171.54
37.33
41.92
6.06
17.60
125.39
85.63
70.32
111.88
84.03
149.85


The percentage distribution of Districts by DPI is presented in Figure 4.2.

Figure 4.2: DISTRIBUTION OF DISTRICTS BY DPI
50.0%
45.1%
Percentage of Districts
45.0%
40.0%
35.0%
33.8%
36.6%
30.0%
29.6%
25.0%
20.0%
18.3%
15.0%
12.7%
12.7%
10.0%
5.6%
5.0%
2.8%
2.8%
0.0%
<50
50-100
100-150
150-200
>200
DPI
Rural
Urban
It can be seen that around 45% of districts in rural area and 34% in urban area has DPI value
less than 50. Around 40-50% of districts in rural and urban area have DPI value ranging
between 50-150. Only 3% of districts in rural area have DPI value more than 200 whereas 18%
of districts in urban area have DPI value more than 200. Urban settlements in Districts are
depicting an upward trend as compared to Rural Blocks.
Districts have been ranked based on DPI values in order to identify the performance of various
districts. The ranking of districts is presented in Table 4.3 & Figure 4.3 for Rural and Urban
Blocks.
Table 4.3: RANKING OF DISTRICTS BY DPI (RURAL & URBAN)
District (Rural)
Ghaziabad
Ghazipur
Raibareily
Muzzaffarnagar
Bulandshahar
Pratapgarh
Gonda
Bijnaur
Mathura
Kheeri
Allahabad
Meerut
Jaunpur
Saharanpur
Fatehpur
Mainpuri
Siddarth Nagar
April 2014
Development
Potential Index
(DPI)
354.09
275.39
163.09
152.64
141.38
136.83
135.94
135.28
126.33
125.91
114.13
112.93
112.74
92.48
89.04
85.91
85.36
Ranking
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00
9.00
10.00
11.00
12.00
13.00
14.00
15.00
16.00
17.00
District (Urban)
Lucknow
Ghaziabad
Kanpur Nagar
Gautam Buddha Nagar
Agra
Meerut
Allahabad
Muzzaffarnagar
Gorakhpur
Bulandshahar
Bareily
Aligarh
Bijnour
Saharanpur
Jhansi
Mathura
Kheeri
P a g e | 4-9
Development
Potential Index
(DPI)
1443.32
938.73
863.69
756.69
624.92
389.79
295.03
279.00
245.80
231.97
219.14
206.12
201.05
171.54
162.26
150.35
150.12
Ranking
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00
9.00
10.00
11.00
12.00
13.00
14.00
15.00
16.00
17.00

District (Rural)
Sitapur
Moradabad
Sultanpur
Jalaun
Mau
Farukkabad
Badau
Sonabhadra
Ambedkar Nagar
Azamgarh
Gautam Buddha Nagar
Varanasi
Kannauj
Chandauli
Hardoi
Etah
Basti
Unnao
Balia
Etawah
Kanshiram Nagar
Kushinagar
Agra
Aligarh
Ramabai Nagar
Gorakhpur
Barabanki
Kanpur Nagar
Faizabad
Baharaich
Kaushambi
Rampur
Banda
Bareily
Deoria
Shahjahanpur
Hamirpur
Balrampur
Maharajganj
Lucknow
Firozabad
Pilibhit
Jhansi
Lalitpur
Hathras
Sant Ravidas Nagar
Mirzapur
JP Nagar
Bagpat
Auraiyya
Chitrakoot
Sant Kabir Nagar
Mahoba
Shrawasti
April 2014
Development
Potential Index
(DPI)
82.86
81.61
79.98
76.72
76.39
73.79
72.83
72.16
72.14
71.29
67.60
65.75
64.29
62.79
62.48
62.35
61.74
60.03
57.16
55.61
53.12
52.04
49.48
48.94
48.70
48.42
48.34
47.89
43.48
42.97
41.28
40.87
40.61
39.37
37.47
37.08
36.69
35.83
35.49
35.04
34.83
34.81
33.49
32.74
31.44
27.57
25.64
24.70
22.56
22.28
20.77
18.60
15.28
13.16
Ranking
18.00
19.00
20.00
21.00
22.00
23.00
24.00
25.00
26.00
27.00
28.00
29.00
30.00
31.00
32.00
33.00
34.00
35.00
36.00
37.00
38.00
39.00
40.00
41.00
42.00
43.00
44.00
45.00
46.00
47.00
48.00
49.00
50.00
51.00
52.00
53.00
54.00
55.00
56.00
57.00
58.00
59.00
60.00
61.00
62.00
63.00
64.00
65.00
66.00
67.00
68.00
69.00
70.00
71.00

District (Urban)
Moradabad
Hathras
Sitapur
Rampur
Jaunpur
Hardoi
Etawah
Unnao
Farukkabad
Azamgarh
Faizabad
Balia
Mau
Badau
Sonabhadra
Varanasi
Raibareily
Barabanki
Mirzapur
Sultanpur
Jalaun
Ambedkar Nagar
Etah
Kannauj
Firozabad
Banda
Basti
Fatehpur
Kanshiram Nagar
Gonda
Pilibhit
Ghazipur
Mahoba
Shahjahanpur
JP Nagar
Sant Ravidas Nagar
Kaushambi
Hamirpur
Deoria
Chandauli
Auraiyya
Mainpuri
Lalitpur
Chitrakoot
Ramabai Nagar
Sant Kabir Nagar
Balrampur
Maharajganj
Bagpat
Siddarth Nagar
Pratapgarh
Kushinagar
Shrawasti
Baharaich
P a g e | 4-10
Development
Potential Index
(DPI)
148.58
134.33
125.39
120.73
114.49
113.23
112.59
111.88
111.86
94.97
93.62
92.19
91.87
90.95
85.63
84.03
82.84
82.11
77.09
70.32
69.84
68.65
64.36
62.02
61.36
56.27
55.86
54.81
51.39
50.61
49.70
45.37
45.09
41.92
41.52
37.33
34.99
33.49
32.25
31.63
31.27
27.01
25.78
25.38
25.19
24.42
23.51
21.78
21.23
17.60
17.11
12.67
6.06
3.44
Ranking
18.00
19.00
20.00
21.00
22.00
23.00
24.00
25.00
26.00
27.00
28.00
29.00
30.00
31.00
32.00
33.00
34.00
35.00
36.00
37.00
38.00
39.00
40.00
41.00
42.00
43.00
44.00
45.00
46.00
47.00
48.00
49.00
50.00
51.00
52.00
53.00
54.00
55.00
56.00
57.00
58.00
59.00
60.00
61.00
62.00
63.00
64.00
65.00
66.00
67.00
68.00
69.00
70.00
71.00
Lucknow
April 2014
P a g e | 4-11
Figure 4.3: DISTRICT WISE RANKINGS BY DPI

Baharaich
Shrawasti
Kushinagar
Pratapgarh
Siddarth Nagar
Bagpat
Maharajganj
Balram pur
Sant Kabir Nagar
Ram abai Nagar
Chitrakoot
Lalitpur
Mainpuri
Auraiyya
Chandauli
Deoria
Ham irpur
Kausham bi
Sant Ravidas Nagar
JP Nagar
Shahjahanpur
Mahoba
Ghazipur
Pilibhit
Gonda
Kanshiram Nagar
Fatehpur
Basti
Banda
Firozabad
Kannauj
Etah
Sonabhadra
Badau
Farukkabad
Mau
Jalaun
Sultanpur
Moradabad
Sitapur
Siddarth Nagar
Mainpuri
Fatehpur
Saharanpur
Jaunpur
Meerut
Allahabad
Kheeri
Mathura
Bijnour
Gonda
Pratapgarh
Bulandshahar
Muzaffarnagar
Raibareily
Ghazipur
Ghaziabad
Distribution of Districts by DPI (Urban)
1600.00
1400.00
1200.00
1000.00
800.00
600.00
400.00
200.00
0.00
Shrawasti
Mahoba
Sant Kabir Nagar
Chitrakoot
Auraiyya
Bagpat
JP Nagar
Mirzapur
Sant Ravidas Nagar
Hathras
Lalitpur
Jhansi
Pilibhit
Firozabad
Lucknow
Maharajganj
Balram pur
Ham irpur
Shahjahanpur
Deoria
Bareily
Banda
Ram pur
Kausham bi
Baharaich
Faizabad
Kanpur Nagar
Barabanki
Gorakhpur
Ram abai Nagar
Aligarh
Agra
Kushinagar
Kanshiram Nagar
Etawah
Balia
Unnao
Basti
Etah
Hardoi
Chandauli
Kannauj
Varanasi
Azam garh
Am bedkar Nagar
Districts
Am bedkar Nagar
Districts
Jalaun
Sultanpur
Mirzapur
Barabanki
Raibareily
Varanasi
Sonabhadra
Badau
Mau
Balia
Faizabad
Azam garh
Farukkabad
Unnao
Etawah
Hardoi
Jaunpur
Ram pur
Sitapur
Hathras
Moradabad
Kheeri
Mathura
Jhansi
Saharanpur
Bijnour
Aligarh
Bareily
Bulandshahar
Gorakhpur
Muzaf f arnagar
Allahabad
Meerut
Agra
Kanpur Nagar
Ghaziabad
DPI
DPI

Distribution of Districts by DPI (Rural)
400.00
350.00
300.00
250.00
200.00
150.00
100.00
50.00
0.00


The ranking of districts by rural and urban classification indicates the following:
4.2.2.
i.
Major districts in urban blocks with higher DPI values are Lucknow, Ghaziabad,
Kanpur Nagar, Gautam Buddha Nagar, Agra, Meerut, Allahabad, Muzzaffarnagar,
Gorakhpur, Bulandshahar & Bareily. These districts have strong industrial base and
tourism attractions. The socio-economic facilities in these districts are adequate and
therefore, will continue to grow in near future. Other districts with DPI in the middle
range have sizeable potential in small scale industrial growth and other economic
activities in urban fringes. The districts with lower DPI in urban locations will need
enhanced transport infrastructure including road network connectivity in near future.
ii.
In rural blocks districts having higher DPI value are Ghaziabad, Ghazipur, Raibareily,
Muzzaffarnagar, Bulandshahar, Pratapgarh, Gonda, Bijnaur, Mathura,
Kheeri,
Allahabad, Meerut, Jaunpur & Saharanpur. These districts have better transport
linkages and adequate social infrastructure. Districts with DPI in the mid range also
have sizeable facilities and will continue to grow with enhanced tourism infrastructure,
small and medium scale industries and agriculture markets. The lower ranked
districts will be analysed vis--vis network connectivity and social and other
infrastructure so that missing gaps are identified.
Settlement Hierarchy
Settlement hierarchy is an important indicator for identifying potential linking of settlements
with transport network. It sets out a clear order of preference for the locations of
development in both short and long term perspective. This will be useful in identifying
potential links in the Core Road Network through block level (urban and rural) assessment
in future analysis.
In the present report the settlements hierarchy has been analysed at the District level for
Urban and Rural Blocks. The settlements have been split into following hierarchies.
i.
Hierarchy by population
ii.
Hierarchy by DPI
iii.
Hierarchy by DPI versus population
The hierarchy of settlements is presented in Tables 4.4 (a to c) for rural blocks and
Tables 4.5 (a to c) for urban blocks by districts.
Table 4.4 (a) HIERARCHY OF GROUP OF SETTLEMENTS BY POP AT DIST. LEVEL RURAL
Population
(lakh)
<5
5 to 10
10 to 20
>20
April 2014
Districts
Mahoba
Chitrakoot, gautam Buddha Nagar, Lalitpur, Hamirpur, Baghpat
Auraiyya, Etawah, Jhansi, Hathras, Jalaun, JP Nagar, Shrawasti, Kannauj, Sant
Ravidas Nagar, Sonabhadra, Kaushambi, Farukkabad, Banda, Sant Kabir
Nagar,Lucknow, Pilhibit, Mainpuri, Kanpur Nagar, Firozabad, Rampur, Ramabai Nagar,
Chandauli, Ghaziabad, Mathura, Mau, Meerut, balrampur,Faizabad,Mirzapur,
Ambedkar Nagar, Varanasi, Siddhart Nagar, Basti
Shahjahanpur, Agra,Maharajganj, Fatehpur, Aligarh, Bahraich, Sultanpur,
Bulandshahar, Unnao, Eah, Bijnaur,Barabanki, Bareily, Deoria, Balia, Badaun,
Gonda,Pratapgarh, Raibareily, Muzzaffarnagar, Moradabad, Kushinagar,Ghazipur,
kheeri, Hardoi, Allahabad, Azamgarh, Gorakhpur, Jaunpur, Sitapur, Sultanpur
P a g e | 4-12


Table 4.4 (b) HIERARCHY OF GROUP OF SETTLEMENTS BY DPI AT DISTRICT LEVEL RURAL
DPI
<50
50 - 100
100 - 150
>150
Districts
Shrawasti, Mahoba, Sant kabir Nagar, Chitrakoot, Auraiyya, Bagpat, JP Nagar,
Mirzapur, Sant Ravidas Nagar, Hathras, Lalitpur, Jhansi, Pilhibit, Firozabad, Lucknow,
Maharajganj, Balrampur, Hamirpur, Shahjahanpur, Deoria,Bareily, Banda,
Rampur,Kaushambi, Bahraich,Faizabad,Kanpur
Nagar,Barabanki,Gorakhpur,Ramabai Nagar, Aligarh, Agra
Kushinagar, Kansiramnagar, Etawah, Balia, Unnao, Basti, Etah, Hardoi, Chandauli,
Kannauj, Varanasi, gautam Buddha Nagar, Azamgarh, Ambedkar Nagar,
Sonabhadra, Badaun, Farukkabad, Mau, Jalaun, Sultanpur, Moradabad, Sitapur,
Siddhart Nagar, Mainpuri, Fatehpur, Saharanpur
Jaunpur, Meerut, Allahabad, Kheeri, Mathura, Bijnaur, Gonda, Pratapgarh,
Bulandshahar
Muzzaffarnagar, Raibareily, Ghazipur, Ghaziabad
Table 4.4 (c) HIERARCHY OF GROUP OF SETTLEMENTS BY DPI & POP

AT DISTRICT LEVEL RURAL
DPI
Population
(lakh)
<50
50-100
100-150
>150
<5
Mahoba
Chitrakoot, Lalitpur,
Gautam Buddha
5 to 10
Hamirpur, Baghpat
Nagar
Shrawasti, Sant
Kabir Nagar,
Auraiyya, JP Nagar,
Mirzapur, Sant
Etawah, Basti,
Ravidas Nagar,
Chandauli,
Hathras, Jhansi,
Kannauj, Varanasi,
Pilhibit, Firozabad,
Ambedkar Nagar,
10 to 20
Meerut, Mathura
Ghaziabad
Lucknow,
Sonabhadra,
Balrampur, Banda,
Farukkabad, Mau,
Rampur,
Jalaun, Siddhart
Kaushambi,
Nagar, Mainpuri
Faizabad, Kanpur
Nagar, Ramabai
Nagar
Kushinagar, balia,
Maharajganj,
Unnao, Etah,
Kheeri, Bijnaur,
Shahjahanpur,
Hardoi, Badaun,
Gonda,
Muzzaffarnagar,
Deoria, Bareily,
Moradabad,
Pratapgarh,
>20
Raibareily,
Bahraich, Barabanki, Fatehpur,
Bulandshahar,
Ghazipur
Aligarh, Agra,
Saharanpur,
Jaunpur,
Gorakhpur
Azamgarh,
Allahabad
Sultanpur, Sitapur
April 2014
P a g e | 4-13


Table 4.5 (a) HIERARCHY OF GROUP OF SETTLEMENTS BY POP AT DISTRICT LEVEL

URBAN
Population
Districts
(lakh)
Shrawasti, Chitrakoot, Siddhart Nagar, Kaushambi, Sant Kabir Nagar, Ramabai
Nagar, Maharajganj, Basti, Kushinagar, Balrampur, Lalitpur, Pratapgarh, Sultanpur,
Auraiyya, Sant Ravidas Nagar, Chandauli, Hamirpur, Ambedkar Nagar, Gonda,
<5
Baghpat, Kannauj, Mainpuri, Ghazipur, Fatehpur, Bahraich, Banda, Barabanki,
Hathras, Deoria, Balia, Raibareily, Sonabhadra, Faizabad, Mirzapur, Jaunpur, Pilhibit,
Azamgarh, Etawah, Jalaun, Farukkabad, Kheeri, Mau, JP Nagar, Hardoi, Unnao,
Sitapur, Gautam Buddha Nagar, Rampur, Etah
Shahjahanpur, Mahoba, Badaun, Mathura, Firozabad, Bulandshahar, Jhansi,
5 to 10
Gorakhpur, Saharanpur, Bijnaur, Aligarh, Muzzaffarnagar
10 to 20
Moradabad, Bareily, Allahabad, Varanasi, Meerut, Agra, Ghaziabad
>20
Lucknow, Kanpur Nagar
Table 4.5 (b) HIERARCHY OF GROUP OF SETTLEMENTS BY DPI AT DISTRICT LEVEL

URBAN
DPI
Districts
<50
Bahraich, Shrawasti, Kushinagar, Pratapgarh, Siddhart Nagar, Baghpat, Maharajganj,

Balrampur, Sant Kabir Nagar, Ramabai Nagar, Chitrakoot, Lalitpur, Mainpuri,
Auraiyya, Chandauli, Deoria, Hamirpur, Kaushambi, Sant Ravidas Nagar, JP Nagar,
Shahjahanpur, Mahoba, Ghazipur, Pilibhit
50 - 100
Gonda, Fatehpur, Basti, Banda, Firozabad, Kannauj, Etah, Ambedkar Nagar, Jalaun,
Sultanpur, Mirzapur, Barabanki, Raibareily, Varanasi, Sonabhadra, Badaun, Mau,
Balia, Faizabad, Azamgarh
100 - 150
Farukkabad, Unnao, Etawah, Hardoi, Jaunpur, Rampur, sitapur, Hathras, Moradabad
>150
Kheeri, Mathura, Jhansi, Saharanpur, Bijnaur, Aligarh, Bareily, Bulandshahar,

Gorakhpur, Muzaffarnagar, Allahabad, Meerut, Agra, Gautam Buddha Nagar, Kanpur
Nagar, Ghaziabad, Lucknow
April 2014
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Table 4.5 (c) HIERARCHY OF GROUP OF SETTLEMENTS BY POP & DPI AT DIST. LEVEL URBAN
Population
(lakh)
<5
5 to 10
DPI
<50
Bahraich, Shrawasti,
Kushinagar, Pratapgarh,
Siddhart Nagar, Baghpat,
Maharjganj, Balrampur,
Sant Kabir Nagar,
Ramabai Nagar,
Chitrakoot, lalitpur,
Mainpuri, Auraiyya,
Chandauli, Deoria,
Hanirpur, Kaushambi,
Sant Ravidas Nagar, JP
Nagar, Ghazipur, Pilibhit
Shahjahanpur, Mahoba
10 to 20
>20
50-100
100-150
Gonda, Fatehpur,
Basti, Banda,
Kannauj, etah,
Ambedkar Nagar,
Jalaun, Sultanpur,
Mirzapur,
Barabanki,
Raibareily,
Sonabhadra, Mau,
Balia, Faizabad,
Azamgarh
Farukkabad,
Unnao, Etawah,
Hardoi, Jaunpur,
rampur,
Sitapur,Hathras,
Firozabad, Badaun
Varanasi
Moradabad
>150
Kheeri, Gautam
Buddha Nagar
Mathura, Jhansi,
Saharanpur,
Bijnaur, Aligarh,
Bulandshahar,
Grakhpur,
Muzzaffarnagar
Bareily,
Allahabad,
Meerut, Agra,
Ghaziabad
Lucknow, Kanpur
Nagar
A distinct comparison can be drawn with above analysis with hierarchy of settlements with
population & DPI standalone vis--vis DPI with population of settlements at the District
Level. The higher order Districts observed are Kheeri, Gautam Buddha Nagar, Mathura,
Jhansi, Saharanpur, Bijnaur, Aligarh, Bulandshahar, Grakhpur, Muzzaffarnagar, Bareily,
Allahabad, Meerut, Agra, Ghaziabad, Lucknow & Kanpur Nagar. Similarly, lower order
Distrcuts observed are Bahraich, Shrawasti, Kushinagar, Pratapgarh, Siddhart Nagar,
Baghpat, Maharjganj, Balrampur, Sant Kabir Nagar, Ramabai Nagar, Chitrakoot, lalitpur,
Mainpuri, Auraiyya, Chandauli, Deoria, Hanirpur, Kaushambi, Sant Ravidas Nagar, JP
Nagar, Ghazipur, Pilibhit, Shahjahanpur & Mahoba. The other districts fall in the middle
range.
4.3.
STRATEGIC CORE NETWORK - APPROACH
4.3.1.
Vision Statement for Strategic Core Road Network

The strategy to be adopted for identification of Strategic Core Network has been addressed
through comprehensive transportation planning principles keeping in view the objectives of
the State and its economic potential. This network will be a minimum need for aiding fast
and safe mobility of goods and people for the sustainable economic development of the
State of Uttar Pradesh.
The road network of Uttar Pradesh will be developed by the year 2031 to provide a welldeveloped hierarchy of primary and secondary roads, with surface free from potholes,
having good riding quality, lessened congestion, involving private sector in implementation
of construction and maintenance to serve majority of towns and villages, road connecting all
habitation of more than 250 in the line with the guidelines of Govt. of India. The road system
will complement other modes of transport and will provide economic, fuel efficient, safe and
quick means of transport. The technology of road construction and maintenance will
maximise the use of local available materials and shall not affect the environment and fully
comply with land acquisition and rehabilitation and resettlement policy of Government.
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The abridged form the Statement shall be read as Development and Expansion of
Strategic Road Network through robust, safe and sustainable models of Planning,
Design and Implementation to aid rapid & safe mobility of goods and passengers
connecting agriculture, industrial, tourism and other economically potential areas.
Benefits:
4.3.2.
Enhanced connectivity to agriculture centers and industries

Better Connectivity to Tourism centers
Greater economic activity and employment opportunity
Create value for money of public investment
Control mechanisms to minimise delays and efficient traffic operation
Reduction of traffic accidents fatalities and injuries
Achieve highest maintenance standards
Efficient integration facilities with rail and air corridors
Prioritise up-gradation of higher order roads and exploit PPP potential
Approach
The approach followed on identification of strategic core road network in the State has been
recognised with two fold strategy giving due considerations to sizeable traffic movement as
potential on major travel corridors and economic demand drivers in the State.
The methodology for screening process adopted by the consultants was based on the
similar experience of various Strategic Options Studies convened by the State of Haryana,
Punjab and Karnataka. The weightage index adopted depends on the type of study being
convened i.e. strategic options for major highway development program, category wise
analysis and feasibility aspects. The ultimate objective and perspective of this study is to
prepare a master plan and identify a strategic network for the horizon year 2031. The socioeconomic profile of the various states is also different and weightages adopted for various
traffic and economic parameters will vary. The weightages adopted in this study are
suitable for master planning at macro level and includes Development Potential Index
computed by the consultants for all sectors of economy with settlement hierarchy. This was
also envisaged in the report on Technical Assistance for Implementation of Institutional
Reforms in the Road Sector of Uttar Pradesh convened by UPPWD.
4.3.2.1.
Part I Identify Minimum Set of Core Network Links

Various attributes adopted for identifying the minimum core network length was based on
mainly and firstly, on traffic demand analysis and its forecast achieved through robust
transport planning process by development and operationalisation of travel demand model
and its forecast and validation procedures through distinct stages. This analysis has been
presented in detail in earlier submissions.
The economic parameters considered were from Agriculture locations, Industrial Centres,
Tourist Centres etc. The development potential indices evaluated for the state is an
important indicator infrastructure available in various urban and rural settlements. This
exercise has been done in detail and presented in various submissions with detailed
discussions and approval. The important parameters of traffic demand and economic
drivers were then supplemented with the per capita availability of National highways, State
Highways, Major District Roads and Other District Roads in the State. This matrix was
further supplemented by important social and environmental parameters to include the
sensitive locations in the Strategic Core Network.
4.3.2.2.
Network Screening
This is an important phase of network identification to sieve the network based on traffic
demand and economic demand drivers. This analysis will give us the minimum set of core
network links.
April 2014
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4.3.2.3.

Traffic: The parameters adopted were ADT and share of commercial vehicles including
road capacity utilisation (V/C Ratio)
Economic and Demand Drivers: The parameters chosen were Development Potential
Index (DPI), Location of Agriculture and Industrial Centers, Tourism locations, Urban
and Administrative Centers
Connectivity Indices: Per capita availability of NH and SH; MDR and ODR
Social: % SC/ST Population, BPL population
Per capita availability of hospitals, schools and colleges
Part II Identify Final Set of Core Network Links

In this part the evaluation of various scenarios has been taken up and the matrix has been
prepared for each scenario with the following parameters:
-
Lengths of NH, SH, NDR and ODR
Connectivity of major links with Agriculture Centers, Quarries, Tourism Centers, Wildlife
Sanctuary
All selected roads in Part I of the process and all 6 lane roads.
Finally, the final set of core network links has been identified based on;
-
Coverage of all the selected parameters in various different scenarios
Finalise the scenario based on maximum coverage
Combine the common network from various analysed options with best network to
produce a composite network
Plot the composite network
Next step was to identify judiciously, gaps in the composite network in terms of
contiguity, connectivity to unconnected nodes.
Finally, core network has been finalise by adding the above additional links to the
composite network.
The methodology is explained in flow chart presented in Figure 4.4 below.
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Fig 4.4: APPROACH METHODOLOGY TOWARDS IDENTIFICATION OF CORE NETWORK

Core Network Identification
Prepare Base Network Link File
PART I
Identify
Minimum Set of
Core Network
Links
Attributes
Traffic Volume
Economic Parameters Agricultural
Mandis, Industrial Centers, Tourist
Centers
Development Potential Index (DPI)
Availability of NH, SH, MDR, ODR per
capita
Environmental Parameters
Social Parameters
Screening of Network
Identify Screening Parameters

Economic &
Demand
Drivers
Connectivity &
Network
Availability
Settlement
Performance
Index (DPI)
Agricultural &
Industrial Centers
Tourist Center
Urban Centre
Administrative
Centre
Per capita
availability of NH
and SH
Per capita
availability of MDR
and ODR
Traffic
Average Daily
Traffic (ADT)
Share of
Commercial
Vehicles
V/C Ratio
Environment
%age of Wildlife
Areas
%age of Forest
Reserve Areas
Social
%age of SC/ST
population
%age of BPL
population
Per capita
availability of:
Hospitals
Schools
Colleges
Assign Weights to Parameters under different Scenarios

Calculate Individual Link Score under different Scenarios
Rank the Network Links and identify first set of Network Links
based on a Threshold Value
Identify Common Set of Links in all Scenarios
This Analysis shall give the Minimum Set of Core Network Links
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Core Network Identification
Evaluation of Different Scenarios
PART II Identify
Final Set of Core
Network Links
Prepare Matrix for each Scenario

Satisfying following Parameters
Evaluation Parameters
Length of NH, SH, MDR and ODR
Connectivity with Major Links Industrial Centers,
Agricultural Centers, Quarries, Tourist Centers,
Wildlife Sanctuary
All selected and 6 lane roads
Compare Coverage of all the Parameters

in different Scenarios
Finalize the Scenario based on the

Maximum Coverage
Combine Common Network and Best
Feasible Scenario to form Composite
Network
Plotting Of Composite Network
Identify the Gaps in Composite Network
in terms of Contiguity, Connectivity to
Unconnected Nodes etc.
Finalize the Core Network by adding

Additional Links to the Composite
Network
4.4.
SCREENING OF NETWORK
4.4.1.
Introduction
Network screening is process which aims to identify important road links within the road
system based on transport demand, infrastructure shortfall, connectivity, economic
prioritization that will enable safe and efficient road usage connect all important growth
centres and meet the developmental objectives of the state. A detailed analysis has been
carried based on finalised screening parameters to identify potential road network links.
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2.3.2

Network Screening Parameters

The network has been screened based on the following parameters:
1. Traffic considerations
2. Economic criteria
3. Connectivity considerations
4. Environment criteria
5. Social criteria
4.4.1.1.
Traffic Considerations
Traffic demand is an important dimension of assessing overall impacts of development.
Traffic congestion results in number of problems that includes economic costs, pollution,
accidents etc. As a result traffic analysis is a common planning tool to foresee demands on
the transportation network and mitigate negative impacts. In the screening process traffic
demand is one of the most important parameter in identifying the potential transport
network. The measures considered of each of the traffic considerations parameters are:
-
Average Daily Traffic (PCU/Vehicles per day)
Share of Commercial Vehicles (% of commercial traffic)
Level of Service ( V/C Ratio)
The above parameters are the subset of traffic and will help in demarcating potential traffic
generating links.
4.4.1.2.
Economic Criteria
Improvements to transportation network tend to have an impact on economy of the region.
An improvement to a link in the network will confer economic benefits to the region. In
identifying core network links our priority is to connect growth and administrative centres.
The measures considered for each of the economic criteria parameters are as given below:
4.4.1.3.
Agricultural and Industrial Growth Centres (Number of such centres)
Tourist Centres (Number of such centres)
Urban Centres (number of such centres)
Administrative Centre (number of such centres)
Settlement Performance Index (DPI value)
Connectivity Considerations
Road connectivity is considered as backbone for socio economic development of a region.
An improved connectivity and accessibility to major growth and rural centres is an important
factor in economic development of a region. The core network plan aims to promote
accessibility and connectivity to most of the important centres in the region. The measures
considered for connectivity considerations parameters are the Per Capita Network
availability for NH/SH/MDR/ODR (length of network availability per capita).
4.4.1.4.
Environment Criteria
The main aim of the core network identification is to identify safe and efficient network
within the framework of sustainable development. The road network identified shall support
the economic growth, social progress and at the same time respect the environmental
quality of the region. The consultants shall put in best efforts to integrate environmental
issues in the core road network plan. The measures for environment criteria parameters
identified are:
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4.4.1.5.

Wildlife areas availability (Percentage of Wildlife areas)
Forest Reserve Areas availability (Percentage of Forest Reserve Areas)
Social Criteria
Road network contributes significantly to the socio-economic development of the region and
has a positive impact on backward areas, areas with less/inadequate infrastructure
facilities. The core network shall bring positive economic development for these areas and
result in relatively greater improvement in their living standards as compared to other parts.
The measures considered for social criteria parameters are:
- SC/ST population (Percentage of SC/ST population)
- BPL population (Percentage of SC/ST population)
- Access to hospitals (Per capita availability of hospitals)
- Access to educational centres (Per capita availability of educational centres)
- Access to religious places (Per capita availability of religious places)
The network attributes compiled at district level is attached as Annexure B-4.1. The base
map of road network of UP State is presented as Figure 4.5.
4.4.2.
Scoring of Network Links
4.4.2.1.
Introduction
Scoring method will allow the roads link to be prioritized according to defined attributes and
structured scoring process. The approach adopted is to score network links against list of
identified parameters with weights assigned to each attribute. The score calculated is the
composite score of all the weighted attributes. The links are ranked based on the composite
score calculated for each link.
4.4.2.2.
Weighting of Parameters
Weight assignment reflects the importance of parameters for the purpose of proposed
activity and emphasizes the decision making. Different weights have been assigned to
parameters in four different scenarios so as to take into account importance of each
parameter and assess different perspectives. In all, these four scenarios have been
formulated and tested. The first and second scenario focuses on the traffic demand aspect
while in the third and fourth scenario, higher weightings are assigned through economic
criteria and connectivity considerations. Environment and Social aspects have been
assigned same weights in all the scenarios keeping in view the importance of sustainability.
The attributes identified for network screening has already been discussed in previous
section. The weight assigned to each of the attribute under different scenarios is presented
in Table 4.6 below:
Table 4.6 ASSIGNED WEIGHTS TO PARAMETERS
Weightages
Parameters
Scenario
Scenario I
Scenario III
II
Traffic considerations
60
50
40
Economic criteria
10
15
20
Connectivity considerations
10
15
20
Environment criteria
10
10
10
Social criteria
10
10
10
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Scenario IV
20
30
30
10
10


Weightages assigned to each of the individual measures of parameter is given in Table 4.7.
Table 4.7 ASSIGNED WEIGHTS TO INDIVIDUAL MEASURES OF PARAMETERS
PARAMETERS
WEIGHTAGES
60%
ADT
< 3000 PCU
20%
3000 - 5000 PCU
30%
>5000 PCU
50%
10%
Share of Commercial Vehicles
30%
V/C Ratio
Economic criteria
Settlement Performance Index (DPI)
40%
Agricultural & Industrial Centers
30%
No. of Tourist Centre
15%
No. of Urban Centre
7.5%
Administrative Centre
7.5%
Per capita availability of NH and SH
60%
Per capita availability of MDR and ODR
40%
Environment criteria
%age of Wildlife areas
50%
%age of Forest reserve areas
50%
Social criteria
Percentage of:
SC/ST population
20%
BPL population
20%
Per capita availability of:
Hospitals
20%
Schools
20%
Colleges
20%
Individual composite link scores were calculated based on assigned weights taking into
account the normalisation process. Road Links were ranked according to composite score
(highest score being ranked as no.1).
4.5.
INITIAL CORE NETWORK IDENTIFICATION

The process of identifying the initial core network in all the four scenarios involved arranging
the links in descending order based on their scores. The cumulative length of the road links
was computed starting from Rank 1 link. Once the cumulative length attains a value of predecided threshold value of core network length all the links comprising the link set within
that value is considered to be initial set of core network. This procedure has been done for
all four scenarios and link sets are identified.
It may be noted that UP state has a total network length of 1.75 lakh km out of which NH,
SH, MDR and ODR comprise more than 55,000 km of length. The threshold value for initial
identification of core network is set initially at 15000 km (excluding the National Highways)
of cumulative length based on discussions with the State PWD officials. Accordingly, as per
the process described above the initial core network link set in all the four scenarios was
identified.
4.5.1.
Identification of Common set of Network links

After identifying the initial set of core network links in all four scenarios the next step is to
identify common set of links appearing in all four scenarios. This common link set will be
considered as minimum core network required for the region. To strengthen the core
April 2014
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network in terms of connectivity and continuity, links identified in all four scenarios will be
evaluated based on certain attributes to form a composite network that satisfies maximum
criteria. The final core network link identification process is explained in subsequent
chapter.
4.6.
CORE NETWORK EVALUATION
4.6.1.
Introduction
The key objective of core network is to provide a minimum network that will allow all round
and continuous mobility catering to sizeable inter-regional traffic, enable safe and efficient
road usage, link all important economic growth centres and areas of strategic importance,
enable geographical reach, connect backward areas, meet the developmental objectives of
the state and is environmentally sustainable. The core road network has to be maintained
at all times as it influences the economic and social development of the State.
4.6.2.
Evaluation of Alternative Scenarios
4.6.2.1.
Evaluation Criteria
A detailed assessment of the alternative scenarios was carried out based on the criteria
listed below. It may be noted that while in all the four scenarios the initial core network
length is nearly same around 15,000 km the scenarios are varying in terms of their network
hierarchy, namely NH, SH, MDR and ODR as a result of different weights in different
scenarios as described earlier. In order to identify the final core network different criteria
were developed keeping in view the vision and the basic function of the core network. The
criteria identified are as under:
1.
2.
3.
4.
5.
Length of National Highways

Length of State Highways
Length of Major District Roads
Length of Other District Roads
Connectivity with Major Links:
- Industrial Centres
- Agricultural Mandis
- Quarries
- Tourist Centres
- Wildlife Sanctuary
- Urban Centres and Administrative Centres
6. Connect all 4 and 6 lane roads
4.6.2.2.
Evaluation of Scenarios
The alternate scenarios have been evaluated based on their ability of the respective
scenario to address all the parameters and the scenarios which provides maximum
coverage vis-a-vis the others is finally selected as the scenario for core network
identification. Table 4.8 below presents the results on the evaluation of scenarios.
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Table 4.8 EVALUATION OF SCENARIOS

SC-1
Parameters
SC-2
SC-3
Total
NH (km)
7737
SH (km)
7354
MDR (km)
7208
ODR (km)
32838
Total Length (km)
51242
Connectivity to
District Centers with
Total
Major Links
Connectivity with Major Nodes
Industrial Centers
94
Agricultural Centers
205
Quarries
32
Tourist/Pilgrims
133
Wild Life Sanctuaries
25
Total Facilities (Nos.)
489
All selected 4 & 6 lane
3057
roads (km)
79%
49%
18%
13%
30%
Lengt
h
5623
3197
1334
5133
15287
Nos.
63%
66%
44%
34%
64%
55%
55
100
19
41
16
231
70%
2089
Common
Network
SC-4
%
Length
73%
43%
19%
16%
30%
Lengt
h
2631
2478
1841
8335
15285
34%
34%
26%
25%
30%
5204
3013
915
2481
11613
67%
41%
13%
8%
23%
Nos.
Nos.
Nos.
59%
49%
59%
31%
64%
47%
57
103
18
42
15
235
61%
50%
56%
32%
60%
48%
20
60
11
24
8
123
21%
29%
34%
18%
32%
25%
33
44
13
38
11
139
35%
21%
41%
29%
44%
28%
68%
2017
66%
806
26%
1986
65%
Length
Length
6162
4338
1220
3067
14787
80%
59%
17%
9%
29%
6135
3585
1328
4245
15293
Nos.
59
136
14
45
16
270
2148
It can be observed from the matrix that out of all the four scenarios Option I cater to the
maximum parameters as reflected by percentage share of coverage. It can be observed
that the connectivity to majority of important nodes is the maximum in Scenario I.
Scenario I also links / connects majority of proposed 4 and 6 lane roads in the network.
Looking at the holistic picture it can be stated that of all the scenarios, Scenario I satisfies
maximum attributes and is the best suited option. These scenarios were then superimposed
on GIS to identify the additional links needed for the core network.
4.6.3.
Identification of Additional Links

It was observed that while Scenario I would cater to maximum traffic and connect major
economic growth centres but will not completely address all the parameters within the
region. Hence, it is necessary to further strengthen the network so as to meet all the
objectives of core network. Additional links have been identified with a view to maintain the
continuity of movement, connectivity between the links, connectivity to all economic growth
centres, access to all major traffic generating corridors, connectivity to backward areas
etc. Hence the core network identified in Scenario 1 was further enhanced by identifying
additional links to satisfy the above mentioned aspects.
During the process of finalisation and analysis of core network, the ODRs identified from
the screening process were of shorter lengths and were not reflecting the connectivity to
major economic centers. Therefore, it was decided to keep only those ODR from this
analysis having a considerable length and connectivity with main highways and economic
centers. Therefore, ODR for core road inclusion were selected to establish gaps and
achieve 100% & last mile connectivity with agriculture, industrial, tourism locations etc.
4.6.4.
Initial Strategic Core Network

A composite initial core network was developed by combining the road network of
Scenario (I) and the additional network links identified. The proposed final core network of
22,888 km includes all the National Highways (100%), State Highways (98%), MDR (56%)
and ODR (10%).
The summary of proposed initial core network and its evaluation is given in Table 4.9.
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Table 4.9 SUMMARY OF INITIAL STRATEGIC CORE NETWORK

Final Core Network
(SC1+Additional Links)
Parameters
Total
Length
%
NH (km)
7737
7737
100%
SH (km)
7354
7229
98%
MDR (km)
7208
4068
56%
ODR (km)
32838
3254
10%
Total Length (km)
55137
22288
40%
Connectivity with Major Nodes
Total
Total
%
Industrial Centers
94
94
100
205
205
100
Quarries
32
32
100
Tourist/Pilgrims
133
133
100
25
25
100
489
489
100
All selected 4 & 6 lane roads (km)
3057
3057
100
The Initial proposed Core Network was presented to UPPWD and GoUP and it was felt by
all to increase the weightage of traffic components by 5% for recommended Option-I and
re-work the screening process to facilitate inclusion of major traffic carrying potential
corridors in the core network from the ambit of SH and MDR.
It was also discussed and agreed that environmental measures have been overlooked
since it means connecting more roads with forest areas where higher area under forest are
available. Therefore, it was decided that environmental criteria may be dropped in view of
the importance of core network development. The composite length of MDR category was
also not satisfactory and needed a re-assessment in the screening process. The option I
was re-worked by the consultants with above mentioned and agreed changes in
weightages.
The finalised and agreed weightage adopted for various parameters and sub-weightages
for individual parameters is summarised below in Table 4.10.
Table 4.10 ASSIGNED WEIGHTS TO PARAMETERS REVISED & FINAL
PARAMETERS
Weight (%)
Economic criteria
Social criteria
SUB-PARAMETERS
65
15
15
5
Weight (%)
ADT
< 3000 PCU
3000 - 5000 PCU
>5000 PCU
Share of Commercial Vehicles
V/C Ratio
Economic criteria
Settlement Performance Index (DPI)
Agricultural & Industrial Centers
No. of Tourist Centre
No. of Urban Centre
Administrative Centre
Per capita availability of NH and SH
Per capita availability of MDR and
ODR
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60%
20%
30%
50%
30%
10%
40%
30%
15%
7.5%
7.5%
60%
40%
OVERALL SHARE
65%
7.80%
11.70%
19.50%
19.50%
6.50%
15%
6.00%
4.50%
2.25%
1.13%
1.13%
15%
9.00%
6.00%

Social criteria
Percentage of:
SC/ST population
BPL population
Per capita availability of:
Hospitals
Schools
Colleges
4.6.4.1.

5%
20%
20%
1.00%
1.00%
20%
20%
20%
1.00%
1.00%
1.00%
Screening process steps:

i.
Traffic parameters were compiled link wise based on transport demand for year 2031
and rest of the parameters i.e. economic, connectivity and social criteria were compiled
at district level. Once the compilation was done at link and district level, data was
normalised to a scale of 10 based on observed and maximum value observed in the
range.
ii.
The normalised data for each link was further multiplied with weights for each individual
parameter to obtain the composite score for each link.
iii. The individual scores of all the parameters were aggregated and summed for each link
to compute total score of the particular link.
iv. Links were then ranked according to highest to lowest score across the database.
v.
Cumulative distances were computed for this sorted database links.
vi. In order to identify the final core network length the cut off length was evaluated
between 25,000 km and 32,000 km. The network was plotted on the GIS platform to
observe the accessibility and connectivity like Industrial Centres, Agricultural Mandis,
Quarries, Tourist Centres and Administrative Centres.
vii. It was observed during the screening process that the enormous length of ODRs
totalling more than 32,000 km in the link data was interfering in the screening process
Composite lengths obtained for Major District Road segments was not satisfactory.
viii. The experts decided to include only those ODRs in the screening process having length
of more than 15 km to qualify and compete with state highways and major district
roads. The combined length of SH and MDR in the State at present is not more than
15000 km. The target of about 22,000 km i.e. 40% of the major roads up to ODR level
will be a minimum core length needed by year 2031.
ix. The range of composite scores observed on National Highways varied between a
composite minimum score of 257 to highest 527. The scores achieved on SH were
between 130 and 348. The scores on MDR varied, between 122 and 304. Therefore, it
was decided to keep a minimum range of 130 for MDRs in line with scoring achieved on
State Highways. With the above screening process,100% NH and SH will be the part
core network and 5761 km will form part of the MDR network, which is appropriate
keeping in view the up-gradation needed in SH and MDR category in coming years.
The summary of ranges achieved on NH, SH & MDR is given in Table 4.11.
Table 4.11 RANGES OF SCORES ACHIEVED FOR SH & MDR CATEGORY
Range of Score
Category
High
Low
National Highways
527
257
State Highways
130
348
Major District Roads
122
304
April 2014
P a g e | 4-26

x.
4.6.5.

The selection of ODR was based on connectivity and accessibility to economic

settlements including the last mile connectivity and obtains contiguity of corridors in the
overall core network plan. A composite length of 3254 km as explained and identified
earlier by the consultants in this category is 10% of the overall length and has been
retained.
Strategic Core Network

A composite final core network has been developed by combining the road network of
Scenario (I) with the revised and finalised weightages and the additional network links
identified for Other District Roads. The proposed final core network of 24,095 km includes
all the National Highways (100%), State Highways (100%), MDR (80%) and ODR (10%).
The final core network identified has the following attributes:
-
Has sufficient capacity to accommodate prevailing traffic

Links UP with adjacent states or neighbouring countries with a view to provide external
economic linkages
- Connects all major urban and administrative centres
- Connects major industrial nodes, agricultural mandi, tourist centres and
- Connects remote/backward areas
- Includes all major freight corridors as commercial traffic is a major regional road user
benefiting the state economically
The summary of proposed core network and its evaluation is given in Table 4.12 and
pictorially presented in Figure 4.6 plot. The list and lengths of finalised core road network
for SH, MDR and ODR category are presented in Annexures B-4.2 to 4.4 and the scoring
achieved on SH and MDR category is presented in Table 4.13.
Table 4.12 SUMMARY OF FINAL CORE NETWORK
Core Network Length
Total Length
CATEGORY / HIERARCHY
(km)
km
%
National Highways
7,550
7,550
100%
State Highways
7,530
7,530
100%
7,208
5,761
80%
Other District Roads
32,838
3,254
10%
Total
55,126
24,095
44%
CONNECTIVITY WITH MAJOR NODES
Locations
% Connectivity
Industrial Centers
94
100%
205
100%
Quarries
32
100%
Tourist/Pilgrims
133
100%
25
100%
489
100%
All selected 4 & 6 lane roads (km)
3057
100%
Tale 4.13 SCORING ACHIEVED ON SH & MDR

SN
Road name
(A)
STATE HIGHWAYS
KOKHRAJ TO HANDIA (OLD
PORTION OF NH-2)
ETAH TUNDLA ROAD
PANIPAT KHATIMA ROAD
PILIBHIT PURANPUR LAKHIMPUR
BALRAMPUR BASTI ROAD
TIHRI PAUDHI RAMNAGAR
MORADABAD ROAD
VARANASI BHADOHI ROAD
BAHRAICH BHINGA
CHAUDHARIDEEH ROAD
1
2
3
4
5
6
7
April 2014
Length
(km)
Score
range
KAUSHAMBI,ALLAHABAD
81
203-276
FIROZABAD,ETAH
MUZAFFAR NAGAR,BIJNOR
BALRAMPUR, SIDDHARTH NAGAR,
BASTI
58
153
147-194
181-221
102
131-188
SH-41
MORADABAD
44
204-235
SH-87
VARANASI, ST. RAVIDAS NAGAR
61
138-171
BAHRAICH, SHRAWASTI
39
152-162
CAT
District
SH-8
SH-31
SH-12
SH-26
SH-96A
P a g e | 4-27

SN
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
Road name
SONAULI NAUTANWA
GORAKHPUR BALLIA ROAD
AGRA BAH KACHAURAGHAT
ROAD
MORADABAD HARIDWAR
DEHRADOON ROAD
GORAKHPUR MAHARAJGANJ
ROAD
MEERUT BULANDSHAHR BADAUN
ROAD
JALAUN BHIND ROAD
LUCKNOW GORAKHPUR ROAD
VIA BADHALGANJ (RAM JANKI
ROAD)
HAMIRPUR RATH
GURSAHAYGANJ JHANSI ROAD
LUCKNOW - MOHAN - NANAMAU BELA ETAWAH
PILIBHIT BAREILLY BHARATPUR
ROAD
PALWAL TAAPAL ALIGARH STATE
HIGHWAY
UNNAO KANPUR ROAD
FATEHPUR BABERU ATARRA
NARAINI ROAD
DELHI HARIDWAR ROAD
(MEERUT CITY PORTION)
GARHMUKTESHWAR MEERUT
BAGHAPAT SONIPAT ROAD
DELHI KANPUR ROAD
MUZAFFARNAGAR JANSATH
MIRAPUR ROAD
MUZAFFARNAGAR SAHARANPUR
ROAD
PUKHRAYA GHATAMPUR BINDAKI
ROAD
Length
(km)
Score
range
GORAKHPUR,DEORIA,BALLIA
156
163-348
SH-62
AGRA
71
207-248
SH-49
MORADABAD,BIJNOR
63
213-251
SH-81
GORAKHPUR, MAHARAJGANJ
33
139-191
SH-18
BULANDSHAHR, BADAUN
112
164-270
SH-70
JALAUN
31
150-153
SH-72
BASTI,ST. KABIR NAGAR,

GORAKHPUR, DEORIA
191
147-170
SH-42
HAMIRPUR, JHANSI
168
218-248
164
173-223
234
144-228
65
155-192
CAT
District
SH-1
SH-40
SH-33
SH-22A
UNNAO
16
189-217
FATEHPUR,BANDA
117
160-219
SH-45
MEERUT
13
190-221
SH-14
GHAZIABAD,MEERUT,BAGHAPAT
96
152-187
SH-22
GHAZIABAD
163-165
MUZAFFARNAGAR
29
203-221
MUZAFFARNAGAR,SAHARANPUR
54
172-212
83
169-218
266
167-226
389
147-244
SH-12A
SH-59
SH-46
SH-25
28
BILARAYA PANWARI MARG
SH-21
30
31
32
33
34
35
36
37
38
HAAMIDPUR KUCHESAR ROAD
KHERI
121
182-191
SH-76
SH-85
SH-91
SH-65
SH-93
SH-7
SH-98
BIJNOR,MORADABAD
ETAH,FIROZABAD
HAMIRPUR,JALAUN
BULANDSHAHAR
KHERI,SHAHJAHAN PUR
ALLAHABAD,JAUNPUR
VARANASI,JAUNPUR
65
52
52
37
59
107
28
185-242
182-207
146-242
188-211
183-198
170-191
167-176
SH-90
KHERI
92
193-200
100
150-187
162
149-202
118
130-197
90
53
146-186
194-237
224
152-208
211
161-197
SH-100
41
42
43
LIPULAKE BHIND ROAD
SH-29
44
BADAUN BILSI BAHJOI BIJNOR

ROAD
SH-51
40
April 2014
KANPUR
DEHAT,KANPUR,FATEHPUR
LAKHIMPUR
KHIRI,SHAHJAHANPUR,HARDOI,LUC
KNOW
LAKHIMPUR
KHIRI,SITAPUR,HARDOI,KANNAUJ,A
URAIYA,JALAUN,HAMIRPUR,MAHOB
A
SH-101
MORADABAD CHANDAUSI
BADAUN FARRUKHABAD ROAD
FARENDA DHANI NAUGARH
ROAD
BAHRAICH SITAPUR ROAD
ETWAH MAINPURI ROAD
39
ALIGARH
SH-71
PALIYA SHAHJAHANPUR
LUCKNOW ROAD
SISAIYA DHAURHARA NIGHASAN

PALLIA PURANPUR ROAD
BIJNOR CHHAJALAT ROAD
ETAH SHIKOHABAD ROAD
HAMIRPUR KALPI ROAD
GARH SYANA BULANSHER ROAD
GOLA SHAHJAHANPUR ROAD
ALLAHABAD GORAKHPUR ROAD
BAABATPUR JAMALAPUR ROAD
LAKHIMPUR BIJUHA PALLIA
DUDHAWA ROAD
LUCKNOW, UNNAO, KANPUR,

RAMABAI NAGAR, AURAIYA
BAREILLY,BADAUN,KANSHIRAM
NAGAR,MAHAMAYA
NAGAR,MATHURA
SH-58
27
29

SH-43
SH-1A
SH-30B
SH-83
GAUTAMBUDH
NAGAR,BULANDSHAHAR,GHAZIABA
D
MORADABAD,BADAUN,SHAHJAHAN
PUR,FARRUKHABAD
MAHARAJGANJ,SIDDHARTH
NAGAR,BALRAMPUR,GONDA
BAHRAICH,SITAPUR
ETAWAH,MAINPURI
PILIBHIT,SHAHJAHANPUR,FARRUKH
ABAD,MAINPURI
BADAUN,MORADABAD,J.P.
NAGAR,BIJNOR
P a g e | 4-28

Length
(km)
Score
range
75
130-209
241
138-186
FARRUKHABAD ,KANNAUJ,HARDOI
64
150-208
SH-77
BIJNOR,J.P. NAGAR
61
172-202
SH-80
ALIGARH
BASTI,ST. KABIR
NAGAR,GORAKHPUR,MAHARAJGAN
J,KUSHINAGAR
40
154-157
137
134-175
SN
Road name
CAT
45
UTRAULA FAIZABAD SULTANPUR

ROAD
SH-9
46
LUMBINI BASTI JAUNPUR

MIRZAPUR DUDDHI ROAD
SH-5
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
FATEHGARH GURSAHAIGANJ
ROAD
NAHTAUR NOORPUR AMROHA
JOYA ROAD
ALIGARH RAYA MATHURA ROAD
BASTI MEDHAWAL KAPTANGANJ
TAMKUHI ROAD
SHIKOHABAD BHOGAON
MAINPURI KURAWALI ROAD
MURATGANJ RAJAPUR
MANJHANPUR ROAD
MAWANA KHURD TO BEHSUMA
(REMAINING PART OF MEERUT
PAURI)
MAYA TANDA ROAD
BILGRAM - MALLAWAN UANNO
ALLHABAD MARG
CHANDAUSI DEWAI ALIGARH
AGRA ROAD
BANDA BABERU KAMASIN
RAJAPUR MARG
CHAUBEPUR BELA ROAD
SITAPUR BAHRAICH GONDA
FAIZABAD ROAD
SIKANDARPUR REWATI BERIYA
LALGANJ ROAD
LUCKNOW MANJHIGHAT ROAD
AZAMGARH DOHRIGHAT ROAD
SARAIRANI JAUNPUR ROAD
NANPARA SHANKARPUR LALPUR
FATUAPUR HAJURPUR ROAD
JIWANATHPUR KANCHANPUR
NAUGARH ROAD
BAHRAICH BANDA ROAD
KACCHA ROAD TO CHOUBEPUR
VIA KAPSETHI BAABATPUR
LUCKNOW SULTANPUR
AZAMGARH BALLIA MARG
AMROHA KAILASA PAKWARA
ROAD
GHAZIPUR AZAMGARH ROAD
KANPUR HAMIRPUR SAGAR
ROAD
VARANASI ADALAPUR CHUNAR
KACHHAWA ROAD
DUMARIYAGANJ DEURUWA ROAD
MAINPURI KURAWALI ROAD
KHURJA PAHASU CHHATARI
ROAD
BANSI MEDHAWAL KHALILABAD
ROAD
DEORIA KASYA PADRAINA ROAD
BHARATGANJ PRATAPPUR ROAD
CHANDAULI SAKALDEEHA
SAIDPUR ROAD
NANPARA SHANKARPUR
FATEHPUR ROAD
GORAKHPUR MAHARAJGANJ
ROAD
MANAURI SARAI AKIL KAUSHAMBI
ROAD
TADIGHAT WARA ROAD
April 2014

SH-29A
SH-64
District
BALRAMPUR,GONDA,FAIZABAD,SUL
TANPUR
AMBEDKARNAGAR,JAUNPUR,ST.
RAVIDAS
NAGAR,MIRZAPUR,SONEBHADRA
SH-84
FIROZABAD,MAINPURI
62
159-219
SH-94
KAUSHAMBI
45
169-172
SH-47
MEERUT
21
155-192
SH-30A
FAIZABAD,AMBEDKARNAGAR
34
152-209
SH-38
HARDOI,UNNAO,RAE BAREILLY
135
186-209
SH-39
AGRA
81
208-221
SH-92
BANDA,CHITRAKOOT
89
176-210
SH-68
KANPUR NAGAR,KANPUR DEHAT

BAHRAICH,GONDA,FAIZABAD,AMBE
DKARNAGAR
48
178-202
187
150-212
SH-30
SH-1B
BALLIA
68
164-167
SH-36
SH-66
SH-66A
JAUNPUR,GHAZIPUR,LUCKNOW
AZAMGARH
AZAMGARH,JAUNPUR
70
43
41
169-205
158-162
159-254
SH-96A
SHRAVASTI
16
152-162
SH-97
MIRZAPUR,CHANDAULI
90
162-337
SH-13E
BARABANKI,RAEBARELI
117
186-203
SH-98A
VARANASI
62
167-178
SH-34
SULTANPUR,JAUNPUR,AZAMGARH,
MAU,BALLIA
192
157-184
SH-78
JYOTIBA PHULE NAGAR
22
156-161
SH-67
GHAZIPUR,MAU,AZAMGARH
55
153-181
SH-17
KANPUR NAGAR
174-260
SH-74
VARANASI,MIRZAPUR
47
161-168
SIDDHARTH NAGAR
MAINPURI
41
18
147-161
194-200
BULANDSHAHAR
35
180-183
SH-75
SH-84A
SH-63
50
140-145
SH-79
SH-102
SIDDHARTH NAGAR,SANT KABIR

NAGAR
DEORIA,KUSHINAGAR
ALLAHABAD
34
101
159-201
171-286
SH-69
CHANDAULI
31
184-228
SH-26A
SHRAVASTI
16
150-150
SH-86
MAHARAJGANJ
30
137-137
SH-95
KAUSHAMBI
36
165-167
SH-99
GHAZIPUR
40
178-182
SH-88
P a g e | 4-29

SN
Road name
(B)
MAJOR DISTRICT ROADS

MOHANLALGANJ MAURAWA
UNNAO ROAD
NANAU DADOO MARG
KALYANPUR SHIVLI ROAD
ARCH GURSRAY MAU RANIPUR
ROAD
FATEHGARH CCHIBRAMAU ROAD
SHAHABAD BILARI ROAD
DATIYANA CHANDPUR NOORPUR
ROAD
RAMAIPUR-SARH-JAHANABAD
ROAD
HUSAINGANJ HATHGAON
AIRAYAN ALLIPUR JOT ROAD
LAKHIMPUR SHARDAPUR
DASHERDHA MARG
SAMBHAL JOYA ROAD
BINDKI LALAULI ROAD
BAAH UDI ROAD
KAIRANA KHATOULI ROAD
GORAKHPUR KHAJNI SIKRIGANJ
ROAD
KHURJA JEVAR ROAD
SANDILA RASULABAD
CHAKALVANSHI ROAD
DEORIA HATA ROAD
KULPAHAD NAUGANO MARG
GHAZIPUR BALLIA ROAD
LAKHIMPUR MAIGALGANJ MARG
LALITPUR MAHRONI MARG
BASTI MEHSON MAHULI ROAD
KARNAILGANJ VILSAR
NAWABGANJ MARG
ETAH GANJDUNDWARA ROAD
KORAANV DEVGHAT
DRAMANDGANJ ROAD
BIDHUNA KISHANI ROAD
FATEHPUR MUZAFFARABAD
KALSIYA ROAD
SAHARANPUR NAKUD GANGOH
THANA BHAWAN
AKBARPUR KAADIPUR CHANDA
PATTI ROAD
KUNDAH SUJAANGANJ
MACCHALISHAHAR MADIYAHU
ROAD
KASYA TAMKUHI ROAD
MUHAMMADABAD MADHUBAN
BELLTHRA ROAD
BHEEKHAMPUR DEORIA
RUDRAPUR KARKOL ROAD
SORAANV PHOOLPUR HANDIYA
ROAD
HALIYAPUR BELAWAI MARG
KALPI UGWA RATH MARG
MAHRONI GADORA MADANPU
ROAD
BILGRAM SANDI ALLAHGANJ
ROAD
MUSKARA MAHOBA CHARKHARI
MARG
BIHAR BAGWANTNAGAR BAXER
ROAD
SAURIKH TIRWA THATHIYA
MAKANPUR ROAD
MEERUT PARIKSHAT AASIFABAD
ROAD
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
April 2014
CAT

District
Length
(km)
Score
range
MDR-52C
LUCKNOW,UNNAO
70
146-248
MDR-82W
MDR-78C
ALIGARH
30
40
142-143
152-250
MDR-31B
JHANSI
70
191-198
MDR-9W
MDR-154W
FARRUKHABAD,KANNAUJ
RAMPUR,MORADABAD
25
25
174-175
146-165
MDR-30W
BIJNOR
27
154-171
MDR-82C
KANPUR NAGAR
27
154-165
MDR-81C
FATEHPUR
48
133-155
MDR-75C
KHERI
32
153-163
MORADABAD,J.P NAGAR
FATEHPUR
AGRA,ETAWAH
MUZAFFARNAGAR
28
38
34
58
148-151
133-155
172-186
139-167
MDR-157W
MDR-15C
MDR-138W
MDR-22W
MDR-49E
GORAKHPUR
31
130-140
MDR-70W
BULANDSHAHAR,G.B NAGAR
33
158-158
MDR-31C
HARDOI,UNNAO
58
208-225
MDR-21E
MDR-17B
MDR-167E
MDR-14C
MDR-30B
MDR-93E
DEORIA,KUSHI NAGAR
MAHOBA
GHAZIPUR,BALLIA
KHERI
LALITPUR
BASTI,SANT KABIR NAGAR
30
31
34
47
37
37
132-140
168-181
155-197
153-163
172-182
131-137
MDR-46E
GONDA
57
148-153
MDR-90W
ETAH,KANSHIRAM NAGAR
34
133-137
MDR-146E
ALLAHABAD
30
144-256
MDR-134W
AURAIYYA,ETAWAH,MAINPURI
36
148-196
MDR-121W
SAHARANPUR
21
134-157
MDR-147W
SAHARANPUR,MUZAFFARNAGAR
69
141-145
MDR-113E
SULTANPUR,PRATAPGARH
49
142-153
MDR-151E
JAUNPUR
95
139-140
MDR-58E
KUSHI NAGAR
30
140-145
MDR-94E
MAU,BALLIA
58
130-133
MDR-152E
DEORIA
47
130-136
MDR-130E
ALLAHABAD
61
144-256
MDR-66E
MDR-19B
SULTANPUR
JALAUN,HAMIRPUR
95
49
150-262
196-202
MDR-35B
LALITPUR
47
172-182
MDR-26C
HARDOI,SHAHJAHAN PUR
62
146-254
MDR-15B
MAHOBA
50
168-181
MDR-60C
UNNAO
23
146-146
MDR-160W
KANNAUJ
50
141-148
MDR-42W
MEERUT
30
134-157
P a g e | 4-30

SN
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
Road name
BULANDSHAHAR ANUPSHAHAR
DIBAI ROAD
BANDA - NARAINI - KALINJAR
MARG
BIJNOR NAGLA NAZIBABAD ROAD
ETAH ALIGANJ KAYAMGANJ
ROAD
GONDA UTRAULA MARG
MUSKARA MAUDAHA KAPSA
BANDA MARG
AMROHA DHANORA KANTH ROAD
BURAHANPUR DEEDARGANJ
BARDAH ROAD
JAHANABAD AMAULI CHANDPUR
JAFARGANJ ROAD
SITAPUR KASTA GOLA MARG
IMILIYA BHIKAMPUR CHAKIYA
ROAD
AGRA SHAMSHABAD RAJAKHEDA
ROAD
JALAUN KOCH ROAD
MUGHALSARAI CHAKIA ROAD
KATRA JALALABAD ROAD
MAWANA KITHOUR HAPUR ROAD
KAPTANGANJ HATA GAURI
BAZAR RUDRAPUR ROAD
NOORPUR SYOHARA
THAKURDWARA ROAD
ALIGANJ PATIYALI GANJ
DUDWARA SORON MARG
MAU YUSUFPUR ROAD
PRATAPGARH JETHWARA
LALGOPALGANJ ROAD
GULAWATHI SYANA BUGRAASI
ROAD
ALIGARH RAMGHAT ROAD
BABUL YAKOOBPUR FAFOOND
DIBIYAPUR ROAD
MATHURA GOVERDHAN DEEG
ROAD
BANI TO MOHANLALGANJ
GOSAIGANJ ROAD
BALLIA GARHAWAR NAGRA
VARAULI ROAD
SERSA MANAKAPUR
SADULLAHNAGAR ROAD
CHANDRIKA DEVI
B.K.T.KUMHRAWA BABAGAN
BARELLIY BISALPUR ROAD
DELHOOPUR RANIGANJ PATTI
KOHDAUR ROAD
MATHURA VRANDAVAN MONT
NAUJHEEL ROAD
RAMPUR SHAHBAD ROAD
GUDHANI BARHAJ RUDRAPUR
ROAD
BABRALA RAJPURA KESARPUR
GAWAN ROAD
MURADABAD SAMBHAL BAHJOI
ROAD
MENHDAWAL RUDHAULI
DUMRIYAGANJ ROAD
MEERUT BADAUT ROAD
SIRSA MEJA KORAANV ROAD
AZAMGARH MASUT MIRZAPUR
BELWAI ROAD
LALITPUR DEVGARH MARG
RAMPUR SWAR BAJPUR ROAD
April 2014
CAT

District
Length
(km)
Score
range
MDR-58W
BULANDSHAHAR
58
152-169
MDR-11B
BANDA
58
238-273
MDR-93W
BIJNOR
39
154-171
MDR-98W
FARRUKHABAD,ETAH
69
133-150
MDR-18E
GONDA,BALRAMPUR
49
144-151
MDR-10B
HAMIRPUR,MAHOBA
62
195-304
J.P NAGAR,MORADABAD
44
145-147
MDR-97E
AZAMGARH
67
130-240
MDR-35C
FATEHPUR
43
133-155
MDR-76C
KHERI
40
153-163
MDR-169E
MIRZAPUR
23
155-213
MDR-113W
AGRA
26
166-178
MDR-27B
MDR-65E
MDR-5W
MDR-152W
JALAUN
CHANDAULI
SHAHJAHAN PUR
MEERUT
23
25
35
49
210-214
194-202
142-150
134-157
MDR-25E
KUSHI NAGAR,DEORIA
58
130-256
MDR-26W
BIJNOR,MORADABAD
52
138-157
MDR-45W
ETAH,KANSHIRAM NAGAR
62
133-137
MDR-150W
MDR-41E
MAU,GHAZIPUR
44
150-153
MDR-125E
PRATAPGARH
42
141-257
MDR-50W
BULANDSHAHAR
18
152-169
MDR-105W
ALIGARH,BULANDSHAHAR
41
134-160
MDR-151W
AURAIYYA
50
146-153
MDR-94W
MATHURA
28
148-172
MDR-89C
LUCKNOW
33
153-262
MDR-150E
BALLIA
60
136-250
MDR-42E
GONDA,BALRAMPUR
64
144-151
MDR-90C
LUCKNOW
31
153-262
MDR-149W
BAREILLY,PILIBHIT
41
132-175
MDR-164E
PRATAPGARH
61
141-257
MDR-123W
MATHURA
46
148-172
MDR-53W
RAMPUR
32
147-177
MDR-78E
DEORIA
19
130-136
MDR-162W
BADAUN
24
132-242
MDR-69W
MORADABAD
31
143-158
52
192-226
47
32
134-219
144-256
MDR-34W
MDR-121E
SANT KABIR
NAGAR,BASTI,SIDDHARTH NAGAR
MEERUT,BAGPAT
ALLAHABAD
MDR-158E
AZAMGARH
55
130-240
MDR-39B
MDR-49W
LALITPUR
RAMPUR
32
41
172-182
147-177
MDR-34E
P a g e | 4-31

SN
Road name
86
DATAGANJ USAHAIT ROAD

MASAURA AONLA RAMNAGAR
ROAD
RATH JALALPUR ROAD
BENIGANJ SANDILA MARG
BIJNOR MAWANA MEERUT ROAD
FARRUKHABAD KAYAMGANJ
ROAD
KARWI PAHADI RAJAPUR ROAD
BISALPUR PUWAYAN ROAD
NAZIBABAD VIA NADKAR
BUNDAKI ROAD
JALALABAD BARDAH KALIYABAD
ROAD
SHIKOHABAD BAAH ROAD
BARABANKI FATEHPUR MARG
TINDWARI MAILANI JASPURA
SUMERPUR ROAD
RASDA NAGARA TURTIPAR ROAD
LUCKNOW NAGRAM NIGOHA
MARG
BELHA PATTI DHAKVA ROAD
KARCHHANA KODHARGHAT
ROAD
SIRSAGANJ KISHANI ROAD
LUCKNOW KURSI - MAHMUDABAD
MARG
PADRAINA KHADDA ROAD
HAIDURGARH RAMSANEHI GHAT
MARG
BHITORA SHEESHGARH ROAD
KOSI NANDGAON GOVARDHAN
SAUNK ROAD
KHATOULI MORNA ROAD
PURKAZI LUKSAR ROAD
SAINYA IRADATNAGAR
SHAMSHABAD ROAD
MUZAFFARNAGAR THANA
BHAWAN ROAD
BAKEWAR BHARTHNA BIDHUNA
ROAD
KHAJNI MAALHANPUR
DASHVATPUR ROAD
NANPARA SANKARPUR LALPUR
RAJAPUR HUJURPUR ROAD
MORADABAD TANDA DADIYAAL
ROAD
ETAUJA MAHONA KUMHARAWA
KURSI DEVA CHINHAT ROAD
CHITWAMAU ERWA ROAD
KOTAWALI NAHATAUR ROAD
BISAULI KACCHALA KASGANJ
ROAD
SAIDPUR CHIRAIYAKOT ROAD
KIRAWALI KAGARAUL
KHERAGARH SAINYA ROAD
SADABAD JALESAR AWAAGARH
ROAD
MATHURA SADABAD MARG
MODINAGAR HAPUR ROAD
DASNA DHOLANA GULAWATI
ROAD
KASGANJ ATRAULI ROAD
BUDAUN DATAGANJ ROAD
ROBERTSGANJ PANNUGARH
KHALIYARI ROAD
MUBARKPUR JIYANPUR
BILRIYAGANJ MAHARAJGANJ
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
April 2014
CAT

District
Length
(km)
30
Score
range
132-242
MDR-25W
BADAUN
MDR-37W
BAREILLY
30
142-152
MDR-41B
MDR-27C
MDR-101W
HAMIRPUR
HARDOI
BIJNOR,MUZAFFARNAGAR
37
30
14
198-300
147-151
146-158
MDR-110W
FARRUKHABAD
40
133-134
MDR-26B
MDR-62W
CHITRAKOOT DHAM
PILIBHIT,SHAHJAHAN PUR
34
50
149-151
134-229
MDR-161W
BIJNOR
21
154-171
MDR-106E
GHAZIPUR
28
148-154
MDR-77W
MDR-11C
FIROZABAD,AGRA
BARABANKI
30
30
130-258
169-174
MDR-40B
BANDA,HAMIRPUR
60
168-204
MDR-17E
BALLIA
31
136-250
MDR-91C
LUCKNOW
38
153-262
MDR-98E
PRATAPGARH
45
141-257
MDR-133E
ALLAHABAD
23
144-256
MDR-126W
FIROZABAD,MAINPURI
58
132-166
MDR-77C
LUCKNOW,BARABANKI,SITAPUR
54
160-174
MDR-13E
KUSHI NAGAR
13
140-145
MDR-3C
BARABANKI
17
169-174
MDR-29W
BAREILLY
26
142-152
MDR-143W
MATHURA
50
148-172
MDR-18W
MDR-6W
MUZAFFARNAGAR
MUZAFFARNAGAR
35
15
139-167
139-167
MDR-130W
AGRA
39
166-178
MDR-10W
MUZAFFARNAGAR
28
139-167
MDR-142W
ETAWAH
38
184-191
MDR-163E
GORAKHPUR
35
130-140
MDR-165E
BAHRAICH,SHRAVASTI
59
222-237
MDR-65W
MORADABAD,RAMPUR
24
139-151
MDR-88C
LUCKNOW,BARABANKI
51
155-176
MDR-13W
MDR-85W
KANNAUJ,AURAIYYA
BIJNOR
31
12
142-153
154-171
MDR-61W
BADAUN
42
132-242
MDR-166E
GHAZIPUR
28
148-154
MDR-127W
AGRA
37
166-178
MDR-106W
MAHAMAYA NAGAR,ETAH
47
130-169
MDR-102W
MDR-148W
MATHURA,MAHAMAYA NAGAR
GHAZIABAD
40
22
150-213
137-140
MDR-155W
GHAZIABAD
27
137-140
MDR-86W
MDR-74W
KANSHIRAM NAGAR,ALIGARH
BADAUN
46
26
138-140
132-242
MDR-160E
SONBHADRA
48
146-148
MDR-90E
AZAMGARH
34
130-240
P a g e | 4-32

SN
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
4.7.
Road name
CAT
ROAD
SIKANDRA JHIJHAK
RASOOLABAD ROAD
MURDHWA MYORPUR BABHANI
ROAD
LAKHIMPUR MOHAMMADI MARG
PADRAINA KUBERSTHAN
TURKPATTI ROAD
MEJA KODHARGHAT KHERI ROAD
NANAUTA DEVBAND MANGLORE
ROAD
BILHAUR MAKANPUR VISHDHAN
RASOOLABAD
SIRATHU SARAI AKIL ROAD
BILASPUR MILAK JANAM SWAR
ROAD
LALGANJ KALAKAANKAR ROAD
JIWLI DEVGAON MEHNAJPUR
AUDIHAR ROAD
BULANDSHAHAR GARH
MUKTESHWAR ROAD
CHHATA SHERAGARH BAJNA
GOMAT MARG
HARDOI PIHANI CHAPARTALA
MARG
PALLIA DUDHWA CHANDAN
CHOWKI MARG

District
Length
(km)
Score
range
MDR-47C
KANPUR DEHAT
41
167-281
MDR-77E
SONBHADRA
37
146-148
MDR-86C
KHERI
44
153-163
MDR-161E
KUSHI NAGAR
25
140-145
MDR-162E
ALLAHABAD
36
144-256
MDR-2W
SAHARANPUR
35
134-157
MDR-85C
42
152-250
MDR-145E
KAUSHAMBI
39
136-136
MDR-153W
RAMPUR
26
147-177
MDR-102E
PRATAPGARH
40
141-257
MDR-153E
AZAMGARH,GHAZIPUR
51
145-239
MDR-117W
GHAZIABAD
14
137-140
MDR-139W
MATHURA
34
148-172
MDR-43C
HARDOI
43
147-151
MDR-6C
KHERI
15
153-163
IDENTIFICATION OF MAJOR TRAVEL CORRIDORS

The traffic assignment obtained from the transport demand model exercise was plotted on
the core network to identify major traffic carrying potential corridors composite of
homogenous sections of SH, MDR and ODR.
i.
The assigned volumes by year 2031 were plotted in the 4 ranges of 0 - 10,000 PCU,
10,000 - 20000, 20,000 - 30,000 PCU & 30,000 PCU upwards.
ii.
Homogeneous sections connecting major economic centres across the State on the
entire core network were identified.
iii.
45 Primary Core Network Corridors were identified from this exercise totalling 6474
km, which is 12% of the overall length and 27% of the core network length
recommended for consideration and implementation.
iv.
The balance core network by category was distributed in the following manner to be
taken up for phasing, mobilisation of resources and implementation schedule.
-
Five major broad groupings were considered and finalised in consultation with
UPPWD in order of priority
First Group constituted composite primary corridors having aggregate lengths

more than 50 km including individual category wise roads (SH, MDR, ODR)
having lengths more than 50 km.
Second group was constituted with balance primary corridors with achieved
length less than 50 km.
Similarly, 3 separate groups (Third, Fourth & Fifth) were created for category wise
individual roads (SH, MDR, ODR) with lengths less than 50 km.
The forecast ADT by year 2031 on the identified corridors has been plotted and is pictorially
presented in Figure 4.7.
April 2014
P a g e | 4-33


ISSUES PERTAINING TO DESIGN OF PAVEMENTS

5.
ISSUES PERTAINING TO DESIGN OF PAVEMENT
5.1.
IRC CODES ADOPTED

The capacity norms of roads of various carriageway widths and the design of pavement are
the basis for road improvements. The Consultants have adopted the following IRC Codes in
formulating the proposals:
Capacity norms: IRC:64-1990
Flexible Pavement Design: IRC:37-2001
The consultants have adopted IRC:37-2001 for costing of core network since the study
commenced in year 2011. Since IRC:37-2012 has been issued in middle of study, a
comparative analysis of cost has also been done.
The Draft Final Report of the study was submitted by the Consultant in the month of
May, 2013. A presentation was made by the Consultant to a gathering of eminent engineers
th
of the PWD on the 11 September, 2013. Some of the participants raised the following
issues:
i.
The basis for assuming a rate of growth of traffic of 7.5 per cent for Economic Analysis
should be given.
ii.
The Flexible Pavement Design Guidelines have recently been revised by the IRC, and
these recommend the adoption of stabilised layers in the flexible pavement. An
economy of about 30 per cent is thus possible, if these guidelines are followed.
iii. The Vehicle Damage Factor (VDF) of 3.5 appeared to be too low compared to the
extent of overloading taking place on UPs roads.
The Consultants have carefully examined these responses and furnish the clarifications
hereunder:
5.2.
ADOPTION OF FLEXIBLE PAVEMENT DESIGN GUIDELINES IRC:37-2012 INSTEAD

OF IRC:37-2001
It has been clarified in para 5.1 that the consultant has based his proposals on the basis of
a flexible pavement designed on the basis of IRC:37-2001.
However, during our presentation to the steering committee in September 2011, it was
observed by members that adoption of the recently revised flexible pavement design
guidelines (IRC:37-2012) would result in economy. Consultants have evaluated and
considered various alternatives for the design of a new pavement and the details are
enclosed in Annexure B-5.1.
The following conclusions can be drawn:
1. The revised IRC:37-2012 itself admits that the recommendations are not based on
Indian study and research, and are based on work carried out & undertaken in the
countries abroad. The data on performance of the work carried out in India is limited.
2. There is a dearth of Contractors in the country who have experience in soil-cement
stabilisation. Only L&T have a single-pass soil stabiliser. Other contractors have to use
improvised tools like agricultural tractor towed rippers, tillers and rotavators, and they
do not have experience even in this work methodology. The site engineers will have to
be very careful in controlling the quantity of cement, moisture content, compaction and
curing.
Though the initial cost of a new two lane pavement designed on the basis of IRC:37-2012,
April 2014
P a g e | 5-1


is 30% cheaper than the conventional design using IRC:37-2001, the best option is a
cement concrete pavement, whose whole life cycle cost is the lowest, as can be seen in
Annexure B-5.2. Concrete Road is a well-established technology even in India. It saves the
consumption of stone aggregates and is totally maintenance-free. When DPRs are
prepared, all these issues will be examined in detail and the best option will emerge.
5.3.
VEHICLE DAMAGE FACTOR

The following values of VDF have been adopted in the design:
Com. Veh/Day
VDF
1501500
3.5
More than 1500
4.5
These are as per IRC:37-2012. When DPRs are prepared, axle load spectrum will be
established for each road and appropriate VDF will be arrived at for use in design. For
Master Plan purposes, the values recommended by IRC:37-2012 are appropriate at this
stage for preparing the budgetary estimates.
April 2014
P a g e | 5-2


COSTS OF ROAD IMPROVEMENT TO

CORE NETWORK
6.
COST OF ROAD IMPROVEMENTS OF CORE NETWORK
6.1.
CORE NETWORK LENGTH

Core Network comprises of SH, MDR and ODR as per the details given in Annexure B-4.2
to 4.4 in Chapter 4. The methodology adopted for identification Core Network has been
discussed in the Report submitted in November 2013. The length of the strategic core road
network is 16,554 km excluding National Highways. The total core length will be 24,095 km.
National Highways
7,550
Km
State Highways
7,530
Km
5,761
Km
Other District Roads
3,254
Km
24,095
Km
Total
Some of the State Highways have been converted to NHs and hence have been deducted
from the length of Core Network. The new NHs measuring 882 km have been declared
recently. These roads have been converted to NH by upgrading SHs, MDRs and ODRs. As
26 Km length of NH is overlapping with old NH, the net length converted to NH is 856 Km.
Details of new NHs are given in Table 6.1. The State at present has 7550 km of network
under the NH category.
Table 6.1 NEW NATIONAL HIGHWAYS DECLARED IN UP STATE
NH
District
Pilibhit
Shahjahanpur
Kheeri
Bahraich
Shrawasti
Balrampur
NH-730
Siddharth Nagar
Maharajganj
Kushinagar
Kheeri
NH-730A
Shahjahanpur
Pilibhit
NH-330A
NH-931
Faizabad
Sultanpur
Rae Bareilly
Pratapgarh
Sultanpur
April 2014
Road Name
Category
Pilibhit Basti Road

SH-26
Pilibhit Basti Road
SH-26
Pilibhit Basti Road
SH-26
Pilibhit Basti Road
SH-26
Pilibhit Basti Road
SH-26
Pilibhit Basti Road
SH-26
Fhrenda Jarawal Marg
SH-1A
Brijmanganj Uska Road
VR
Fhrenda Jarawal Marg
SH-1A
Fharenda Brijmanganj
ODR-22
Farinda maharjganj
SH-86
Gorakhpur Maharajgnaj Nichlaul
SH-81
Basti Mehdawal Tumkuhi
SH-64
Basti Mehdawal Tumkuhi
SH-64
Lakhimpur Maigalganj Marg
MDR-14
Aurangabad Barbar Dulhapur Kisann Marg ODR-14
Mohammadi Barbar Jahanikheda Marg
ODR-2
Mohammadi Punwayan Marg
ODR-8
Puwayan Mohammadi Road
ODR-9
Bisalpur Puwayan Road
MDR-62
Banda Puranpur Road
ODR-1
Banda Puranpur Road
ODR-45
Banda Puranpur Road
ODR-21
Faizabad Rae Bareilly Marg
SH-15
SH-15
SH-15
Jagdispur Gauriganj Amethi Pratapgarh
Road
MDR-154E
Jagdispur Gauriganj Amethi Pratapgarh
Road
MDR-154E
P a g e | 6-1
Length
(Km)
52
19
105
60
36
14
60
6
65
19
30
22
9
22
6
11
20
11
10
22
17
6
7
42
31
36
22
19
Total
Length
519
110
109
84

NH
District
Rae Bareilly
NH-931A
Sultanpur

Road Name
Gauriganj Musafirkhana
Common with NH-731
Jais Salon Marg
Jayas Jagdispur Marg
Jayas Jagdispur Marg
Common with NH-330a
Category
ODR
NH
MDR-8
ODR-18
ODR
NH-330A
Length
(Km)
23
20
30
4
20
6
GRAND TOTAL
Total
Length
60
882
i.
There are a few roads in the Core Network, which are in the control of other agencies
or presently being constructed. These road lengths have to be deducted from the length
of Core Network.
ii.
Out of 7530 km of SH, UP State Highway Authority (UPSHA) is already constructing a

length of 485 km.
6.2.
TYPES OF IMPROVEMENTS PROPOSED
6.2.1.
Removal of deficiencies
There are various deficiencies in the roads identified in Core Network and they need to be
addressed to so as to bring the roads to match the needs of a safe, efficient and costeffective transport system within a span of the next 20 years. The main improvements to be
taken up are discussed below:
6.2.2.
Capacity Augmentation
Where the present pavement width is inadequate, congestion, delays and high vehicle
operating costs are caused. Therefore, the main emphasis should be to widen the
carriageway to match the needs of traffic. When implementing this programme other
deficiencies such as widening/ reconstruction of weak and narrow cross-drainage structures
and geometric improvements shall be taken up. Cost of minor bridges with waterway upto
60 m has been included. Major bridges with waterway above 60 m have been separately
listed.
As regards capacity augmentation, the following criteria shall be adopted:
6.2.3.
i.
All SHs shall have a minimum carriageway width of two lanes. If traffic warrants, some
sections can have a four-lane carriageway. Particularly, the sections connecting District
Headquarters to Lucknow shall have a four-lane carriageway.
ii.
Depending upon the needs of traffic, MDRs shall be widened to two lanes or two lanes
with paved shoulders or four lane roads. As traffic volume is high in all MDRs,
carriageways of two-lanes or more have been provided.
Replacement of railway level crossing by ROBs

All level crossings with a TVU (Train Vehicle Units = No. of trains x No. of vehicles per day)
of greater than 1,00,000 shall be replaced by ROBs.
6.2.4.
Replacement of Pontoon Bridges by RCC bridges

There are several Pontoon Bridges which need to be replaced by RCC bridges.
6.3.
ESTIMATES FOR ROAD IMPROVEMENT WORKS
6.3.1.
Typical Estimates
The costing of improvement works has been done on the basis of typical estimates. For
road works, cost has been worked out per Km. For bridges, the cost has been based on
rate per sq. m using the costs as per recent sanctioned works in U.P.
April 2014
P a g e | 6-2

6.3.2.

Road Widening and Strengthening Schemes

Broad cross-sections of the road improvements (widening / strengthening) proposed are
presented as Figures 6.1 to 6.11.
Fig. 6.1
1-Lane to 4-Lane Road (Without Paved Shoulder)
Fig. 6.2
1.5-Lane to 4-Lane Road (Without Paved Shoulder)
Fig. 6.3
Fig. 6.4
4-Lane to Strengthened 4-Lane Road (Without Paved Shoulder)
Fig. 6.5
Fig. 6.6
1-Lane to 2-Lane Road (With Paved Shoulder)
Fig. 6.7
1.5-Lane to 2-Lane Road (Without Paved Shoulder)
Fig. 6.8
1.5-Lane to 2-Lane Road (With Paved Shoulder)
Fig. 6.9
2-Lane to Strengthened 2-Lane Road (Without Paved Shoulder)
Fig. 6.10
2-Lane to Strengthened 2-Lane Road (With Paved Shoulder)
Fig. 6.11
New 4-Lane Road (Without Paved Shoulder)
The pavement thickness and composition for above sections have been worked out as per
IRC: 37-2001 for a CBR value of 5 (typical for the alluvial silt of UP) and traffic as
appropriate. It may be mentioned that the pavement thickness and composition suggested
are similar to the designs being adopted in UP.
6.3.3.
Rates
The rates of construction materials and mixes adopted are as given in Table 6.2. The rates
for various items of works have been arrived at on the basis of values received from UP
PWD.
April 2014
P a g e | 6-3


Table 6.2 BASIC RATE OF MATERIALS

Description
Unit
Rate (Rs)
1.
Clearing and Grubbing Road Land
Sqm
3.26
2.
3.
4.
Removal of Unserviceable Soil with Disposal upto 1000 metres

Compacting original ground supporting embankment
Cum
Cum
44.00
34.00
Cum
44.00
6.
Cutting of trees including cutting of trunks, branches and removal

Excavation in soil using Hydraulic Excavator and Tippers with disposal upto
1000 m
Surface drain in soil
Cum
143.20
7.
Construction of Embankment with Material obtained from Borrowpits
Cum
164.00
8.
Cum
198.00
Sqm
4.00
Cum
2864.00
11.
Construction of subgrade and earthen shoulders

Scarifying Existing Bituminous Surface to a depth of 50 mm by Mechanical
Means
Granular Sub-Base with Close Graded Material (Table:- 400-1) by Mix in
Place method
Wet Mix Macadam
Cum
3291.00
12.
Brick Edging 30cm wide
Sqm
460.38
13.
Prime Coat
Sqm
37.00
14.
Tack Coat
Sqm
17.00
15.
Dense Graded Bituminous Macadam (DBM)
Cum
10476.00
16.
Bituminous Concrete (BC)
Cum
11656.00
5.
9.
10.
Other items of CD works which are considered are:

1.
Widening of existing RCC Hume Pipes
2.
Construction of RCC culvert, 5 m Span
3.
Construction of 1000 m NP-3 RCC Hume pipe culvert
Road marking with hot applied Thermo-Plastic Compound with reflectorized Glass
4.
Beeds for two edge lines of 15 cm width and centre-line broken lines of 10 cm
width.
Traffic signs and other road appurtenances
5.
(a) Retro-reflectorized traffic signs.
(Quantities taken as per required in 10 Kms)
1. Mandatory Sign Boards
2. Information Sign Boards
3. Caution Signs
4. Road Delineators
5. Bollards for Noses of Central Verge
6. Triangular sign with cluster of reflectors
7. Overhead Signs (Cantilevers)
8. Cats eye
(b) Kilometer, Hectometer Stones and Boundary Pillars
6.3.4.
LS
Ls
Ls
No
Sq m
No.
No.
No.
No.
No.
No.
No.
No.
LS
20,00,000.00
6,00,000
10,00,000
3,40,000
720
8,000.00
8,000.00
5,000.00
1,800.00
12,000.00
4,000.00
3,00,000.00
800.00
2,00,000.00
Unit Cost of Widening and Strengthening

The following option for widening has been considered:
New Carriageway will be of flexible pavement and existing flexible pavement will be
widened and strengthened by bituminous overlays. Where there is no requirement of
widening, the existing pavement is strengthened with bituminous overlays. In the above
options, the new carriageway, where required, is proposed by the side of the existing
carriageway which is retained and suitably strengthened.
The cost of widening includes provision for cross-drainage structures, median construction,
and land acquisition in 4-laning projects, signages and road marking. In the estimate
bituminous surfacing of existing pavement is proposed to be dismantled and a profile
correction course of 75 mm of WMM (average thickness) is to be provided before
constructing overlays. The existing pavement is considered as equivalent to GSB layer
when it is to be strengthened.
April 2014
P a g e | 6-4

6.3.5.

Costs of Road Improvements of Various Categories

Costs of improvements have been worked out in detail taking into consideration the
variation in traffic volume of each road. The typical sample estimates for two cases of
observed traffic volumes of 50 MSA and 20 MSA are presented in Table 6.3 for all the 10
improvement options. Details are enclosed in Annexure B-6.1.
SN
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
6.3.6.
Table 6.3 TYPICAL COST OF IMPROVEMENTS

Improvement Considered (Widening /
Traffic Volume
Strengthening)
(msa)
1-lane road to 4-lane road without paved shoulder
50
1.5-lane road to 4-lane road without paved shoulder
50
2-lane road to 4-lane road without paved shoulder
50
4-lane road to strengthened 4-lane road without paved
50
shoulder
1-lane to 2-lane road without paved shoulder
20
1-lane road to 2-lane road with paved shoulder
20
1.5-lane road to 2-lane road without paved shoulder
20
1.5-lane road to 2-lane road with paved shoulder
20
2-lane road to strengthened 2-lane road without paved
20
shoulder
2-lane road to strengthened 2-lane road with paved
20
shoulder
New 4-lane road
50
Cost
(Crore/km)
7.65
7.48
7.35
2.97
3.67
4.50
3.50
4.33
1.20
4.01
9.00
Total Cost of Road Improvements

The summary of cost of road improvements in the Core Network is:
CATEGORY
SH
MDR
ODR
Total
Length (km)
7,530
5,761
3,254
16,545
Rs (Crores)
44,203
29,112
17,747
91,062
If the designs are done as per IRC:37-2012, using cement stabilisation, the costs are as
under:
CATEGORY
SH
MDR
ODR
Total
Rs (Crores)
40,793
28,306
17,017
86,116
With the opinion of cement concrete pavement for new pavements, the costs are as under:
CATEGORY
SH
MDR
ODR
Total
Rs (Crores)
41,464
28,517
17,293
87,274
6.4.
REPLACEMENT OF PONTOON BRIDGES BY RCC BRIDGES IN THE CORE NETWORK
6.4.1.
Need
Due to paucity of funds, it has not been possible for UP to construct RCC bridges across
major rivers. At the same time, considering the needs of the people, to negotiate these
rivers, pontoon bridges are being used. The policy of the UP Govt. is to gradually replace
the pontoon bridges by RCC bridges. In the Master Plan, it is proposed to include this
April 2014
P a g e | 6-5


activity as one of the important programme.

6.4.2.
Number of Pontoon Bridges in Core Network

There are only two Pontoon Bridges that need to be replaced by RCC Bridge in the Core
Network. Annexure B-6.2 gives the details of costing. The cost is Rs 529 crores. Both are
4-lane bridges.
6.5.
NEW RCC MAJOR BRIDGES

Apart from the Pontoon Bridges, there are some new major bridges to be constructed in the
Core Network. 157 bridges will need an investment of 3799 crores. The details are given in
Annexure B-6.3 (a) to (d).
6.6.
REPLACEMENT OF RAILWAY LEVEL CROSSINGS BY ROBS

Railway level crossings cause delay to road traffic, besides being the cause of accidents
when cyclists and pedestrians disobey gate closure and cross the railway line. The
Railways and the road authorities are both committed to replace the level crossings by
ROBs. As per the present practice, the Railways bear 50 per cent of the cost of the bridge
structure if the traffic exceeds 1 lakh TVUs and the road authorities have to bear the cost of
the approaches. The numbers of level crossings that need replacement by a grade
separator have been identified and are presented in Annexure B-6.4. The number of ROBs
in the Core Network is 53 and the cost is Rs 3045 crore.
6.7.
SUMMARY OF COST OF IMPROVEMENT TO CORE NETWORK AT CURRENT RATES

(COMPARATIVE COSTS)
The Comparative analysis has been done core network improvements with comparison
drawn on various pavement options including flexible and rigid pavements.
As per IRC:372001
Description
As per
IRC:37-2012
With cement
concrete
pavement
Rs (Crore)
1. Road widening and
strengthening
2. Replacement of Pontoon Bridges
3. New RCC Major Bridges
4. ROBs
Total
91,062
86,116
87,274
529
3799
3045
98,435
529
3799
3045
93,489
529
3799
3045
94,647
Since the future work will be executed in the years 2013-31, the actual cost of
implementation will have to take account of inflation. From the past data on Whole-sale
Price Index, the yearly inflation is around 6 per cent. This has been considered in the
phasing programme, assuming that the same trend will continue in the next 20 years.
April 2014
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FINAL REPORT
SCRN-MP- MASTER PLAN Volume 2
ECONOMIC ANALYSIS
7.
ECONOMIC ANALYSIS
7.1.
Importance of Economic Analysis

Economic Analysis (Determination of Economic Internal Rate of Return-EIRR) of projects is
important for the following reasons:
-
EIRR helps to determine whether a project is worth implementing at all or not. A return
of 12 per cent is the minimum to establish the economic viability.
It helps in prioritising the schemes when funds are constrained.
7.2.
ECONOMIC ANALYSIS OF SH/MDR/ODR (WIDENING / STRENGTHENING)
7.2.1.
Widening and strengthening

As stated above there are 10 different scenarios of widening and strengthening from single
lane to two lanes, single lane to four-lanes, two-lanes to four-lanes etc. Traffic capacity of a
future road is the primary consideration in widening these roads. The basic principles for
widening and strengthening of some typical cases of roads considered in the Core Network
are discussed below.
7.2.2.
Single Lane/ Intermediate Lane Road and Two-Lane Road to Four-Lane Road
There are several stretches of roads (mainly SHs) which have very high traffic. According to
current IRC Guidelines, the capacity of a single lane road is 2000 PCU/day, an intermediate
lane is 6000 PCU/day and 2-lane road is 15,000 PCU/day. The capacity of a four lane
divided carriageway is 40,000 PCU/day. Though the above guidelines are followed
throughout the country, the Consultants are of the opinion that resources being scarce, the
justification for widening should be backed up by economic analysis which examines the
costs and benefits.
7.2.3.
Economics of Widening SH/MDR/ODR from Single Lane to Two-lanes

There are several stretches of MDRs and SHs in U.P which are having only a single lane
pavement. The capacity of a single lane road as per IRC Guidelines is 2,000 PCU/day in
plain terrain, whereas the projected traffic exceeds this value. Moreover, as per IRC longterm plans, all SHs have to be widened to two lanes, and a good percentage of MDRs
should be widened to two lanes also. In some cases, widening form single lane to two lane
with paved shoulders is a good option and has been considered. Traffic and economic
justification should be the main criteria for widening. Accordingly, economic analysis of
widening single lane roads to (i) two lanes and (ii) intermediate lane is presented in this
report.
7.2.4.
Economics of Widening SH/MDR from Intermediate Lane to Two Lanes

There are several stretches of MDRs and SHs in U.P. which are having only an
intermediate lane pavement. The capacity of an intermediate lane road as per IRC
Guidelines is 6,000 PCU/day in plain terrain, whereas the present traffic far exceeds this
value. Moreover, as per IRC long-term plans, all SHs have to be widened to two lanes, and
a good percentage of MDRs should be widened to two lanes. Traffic and economic
justification should be the main criteria for widening. Accordingly, economic analysis of
widening intermediate lane roads to two lanes is presented in this Report.
7.2.5.
Basis for Economic Analysis for Widening

Analysis period is 20 years
-
The construction is phased over 3 years, with share of cost as under:
April 2014
P a g e | 7-1

st
1 year
nd
7.2.6.
20%
year
40%
3 year
40%
rd
FINAL REPORT
All financial costs are converted to economic costs by a factor of 0.85.
The traffic growth rate is taken as 7.5 per cent. It may be added here that 7.5% GR has
only been adopted for calculation of benefits in the EIRR. The core network
identification is based on travel demand and screening process.
Traffic volume and composition is taken for each road.
Inflation is disregarded due below mentioned rationale:
In the Book Traffic System Analysis for Engineers and Planners by Wohl and
Martin (Mc Graw Hill Book Company), the following sentence explains how inflation
is
usually
treated
In situations of inflation or deflation Hirshleiger et all recommends that all present
and future cost and benefits be measured in constant dollars.
In the IRC Manual on Economic Evaluation of Highway Projects in India

(IRC:SP:30-2009), the following recommendation is relevant:
Page 13, Para No. - 5.7 (Treatment of Inflation)
The construction of highway project takes a number of years and during this period,
the cost of labour, material and equipment may undergo an inflationary trend.
Similarly, the benefits of reduced Vehicle Operating Costs may be higher in future
years due to inflation. Since general inflation results in the price rise in all goods,
the relative prices remain constant. Hence, it is the practice to disregard escalation
and inflation, both on the cost stream and the benefit stream. However, changes in
relative prices should be allowed at least up to the extent that they can be foreseen
accurately which can help in demonstrating how they affect costs and benefits
differently.
The following sentence is extracted from An Introduction to Engineering

Economics,
by
the
Institution
of
Civil
Engineers,
London:
Page 33: In general it is more convenient to base estimates of future expenditure
on the assumption that the present level will continue rather than to attempt making
forecasts of inflation.
Vehicle Operating Costs and Time Costs of passengers and commodities in transit are
taken from IRC: SP: 30, adjusted suitably to current costs, using Wholesale Price
Index.
Maintenance costs have been taken from Chief Engineers Norms.
A particular road may have several sections with different traffic. In such cases, the
costs and benefits have been worked out for each section, summed up for the full road
and the EIRR obtained for the full road.
Phasing
As discussed and explained in Chapter 4, section 4.7 the distribution of core network by
category was grouped to be taken up for phasing, mobilisation of resources and
implementation schedule in the following manner. The approach followed was to identify
major travel corridors and its linkages so that these can be grouped and phased
accordingly.
-
Five major broad groupings were considered and finalised in consultation with UPPWD
in order of priority
April 2014
P a g e | 7-2

FINAL REPORT
First Group constituted composite primary corridors having aggregate lengths more
than 50 km including individual category wise roads (SH, MDR, ODR) having lengths
more than 50 km.
Second group was constituted with balance primary corridors with achieved length less
than 50 km. Similarly, 3 separate groups (Third, Fourth & Fifth) were created for
category wise individual roads (SH, MDR, ODR) with lengths less than 50 km.
EIRR has been worked out for all road sections passing through each District. The phasing
was decided based on the available schemes and options so that implementation can be
achieved by year 2017. Therefore, Phase I roads and corridors were identified by studying
the existing budgetary allocation of running schemes, important sections and in view of the
expected multi-lateral funding being organised by the GoUP through ADB and WB. The
Phase I roads and corridors were also selected based on observed EIRR requiring
immediate implementation. The norm adopted for phasing (II to IV) is given in Table 7.1.
The phasing of proposed ROB and Major Bridges has been phased in respective phases of
the representative road sections on various categories of roads for a meaningful
implementation of the schemes.
Table 7.1 SUGGESTED PHASING
Road Category / Corridor
Group and reach (km)
SN
1.
2.
3.
4.
5.
Phase I
Corridors and Roads > 50 km

Rest of the Corridor s < 50 km
Balance SH < 50 km
Balance MDR < 50 km
Balance ODR < 50 km
EIRR (%)
Phase II
Phase III
Phase IV
20142017
20182022
20232027
20282031
Existing
schemes and
expected
borrowings
>20
>20
>20
>20
>35
10 20
10 20
10 20
10 20
15 - 35
<10
<10
<10
<10
<15
During the preparation of Detailed Project Reports (DPRs), if a single road is in different
phases it can be considered for clubbing in any one convenient phase depending upon the
funding scenario. This can be decided during the preparation of the DPR. It is also
observed that in some few cases, single lane road is to be widened to four lanes at a later
stage. But the road needs to be widened to at least two lanes immediately. This has been
considered while phasing.
7.2.7.
Details of EIRR
The results of EIRR for each road and identified major corridors are presented in
Annexure B-7.1. For convenience, the list has been re-arranged in the descending order of
EIRR to determine phasing.
April 2014
P a g e | 7-3

FINAL REPORT
OUTLAYS & PHASING FOR IMPLEMENTATION

8.
OUTLAYS & PHASING FOR IMPROVEMENTS FOR CORE NETWORK
8.1.
IMPROVEMENTS PROPOSED
The following improvements in the Core Network are proposed:
i.
ii.
Widening and strengthening of pavement including minor bridges of waterway

up to 60 m
-
State Highways
ODRs
Connecting District Headquarters with Lucknow with a 4-lane road
iii. Construction of Bypasses and Ring Roads for congested Towns and Cities with a
population more than 1 lakh
iv. Replacement of Railway Level Crossings by ROBs
v.
Replacement of Pontoon Bridges by RCC Bridges
vi. Construction of New Bridges across Major Rivers of waterway greater than 60 m
8.2.
PHASING OF CORE NETWORK
8.2.1.
Widening / Strengthening of Core Network

A total network of 16.454 km roads has been identified in the Core Network comprising of
SHs, MDRs and ODRs excluding the National Highways. The total cost of road
improvements on the core network will be Rs 91,062 crore.
Based on the traffic volume (PCUs) in the year 2031 the requirement of road width has
been worked out. The costs of widening or strengthening the existing roads as per
requirement have been worked out. The design life of the pavement considered is 15 years.
The cost of culverts, minor bridges, median, land acquisition, signages and road marking
have been taken into account in the estimated cost as per UPPWD norm. For the purpose
of phasing the construction activity, the EIRR of each road has been worked out. The
details are given in Annexure B-7.1. The construction work is proposed to be done in 4
phases of which Phase-I will be between 2014 and 2017 i.e. is 3 calendar / financial years,
Phase II and Phase III between years 2018 and 2027 of 5 year slabs each and Phase IV
will be between 2028 and 2031 i.e. 4 calendar years. The phasing plan of CRN in Phase 1
and Phase 1,2,3,4 combined is in Figures 8.1 & 8.2.
The summarised cost of improvements of SH, MDR and ODR are presented in Table 8.1,
costs at 2013 prices. Table 8.2 presents the escalated costs at 2013 base price with an
assumed inflation rate @ 6 per cent per annum (based on the indices of Wholesale Price
Index-WPI).
8.2.2.
Replacement of railway level crossings by ROB(s)

Railway level crossings cause delay to road traffic, besides being the cause of accidents
when cyclists and pedestrians disobey gate closure and cross the railway line. The
Railways and the road authorities are both committed to replace the level crossings by
ROBs. As per the present practice, the Railways bear 50 per cent of the cost of the bridge
structure if the traffic exceeds 1 lakh TVUs and the road authorities have to bear the cost of
the approaches. A total 53 ROBs are required in the Core Network. The total cost of
constructing them is Rs 3045 crore.
April 2014
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8.2.3.
REPLACEMENT OF PONTOON BRIDGES BY RCC BRIDGES
8.2.3.1.
Need
FINAL REPORT
Due to paucity of funds, it has not been possible for UP to construct RCC bridges across
major rivers. At the same time, considering the needs of the people, to negotiate these
rivers, pontoon bridges are being used. The policy of the UP Govt. is to gradually replace
the pontoon bridges by RCC bridges. In the Master Plan, it is proposed to include this
activity as one of the important programme. Two Pontoon Bridges have been considered
for converting to regular bridges of 4-lane each. Other Pontoon bridges will be taken up in
Up-gradation work as discussed in next chapter. The two bridges considered are on
Sharada River at Pachpedi and Dhanaura Ghat respectively. This work will be taken up in
Phase I.
8.2.3.2.
Cost of RCC Bridges

In working out the cost of the RCC Bridge, it has been assumed that the cost per running
metre of a 4-lane bridge is Rs 14.00 lakhs. In addition, a cost of Rs 1.8 lakhs per m has
been assumed as the cost of approaches (2 lane wide and 400 m length), and Rs 44.4
crores on each side for Guide bund protection has been assumed as the cost of bank
protection. An additional length of 6 Km approach has been assumed at a cost of 4788
lakhs. The total cost of RCC bridges is estimated at Rs 529.33 crore which includes
replacement of old Pontoon Bridges and New RCC Bridges to be developed on identified
Core road Network. The construction work will be taken up in Phase I between year 20142017.
8.2.3.3.
Major bridges
There are 157 major bridges of waterway above 60 m in the Core Network. The cost of
these is estimated at Rs 3799 crore.
April 2014
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FINAL REPORT
Table 8.1 COST OF IMPROVEMENTS OF SH/MDR/ODR INCLUDING MAJOR BRIDGES IN CORE NETWORK IN EACH PHASE (Rs in Crore)
Length km & Nos
SN
1
2
Category
Widening and
Strengthening of SH
Widening and
Strengthening of MDR
Cost (Rs in crore)
Total (km /
No)
Phase 1
Phase 2
Phase 3
Phase 4
Total Cost
Phase 1
Phase 2
Phase 3
Phase 4
2014-2031
2014-17
2018-22
2023-27
2028-31
2014-2031
2014-17
2018-22
2023-27
2028-31
7,045
2,437
1,593
1,635
1,380
44,203
15,465
11,250
9,662
7,826
5,761
589
1,207
2,254
1,711
29,112
2,558
7,274
11,331
7,949
3,254
23
743
1,335
1,153
17,747
84
4,977
7,643
5,043
Widening and
Strengthening of ODR
Conversion of level
Crossing to ROBs
53
17
18
3,045
501
576
923
1,046
New Major Bridges
157
26
52
50
29
3,799
727
1,343
1,036
693
Conversion of Ponton
Bridges to RCC Bridge
529
272
257
98,435
19,607
25,677
30,595
22,557
Total
April 2014
P a g e | 8-3

FINAL REPORT
Table 8.2 PHASE-WISE COST ESTIMATE FOR STRATEGIC CORE NETWORK (2014-2031) - with escalation @6% per annum
Cost (Rs in crore)
sn
Cat
TOTAL
Phase 1
Phase 2
Phase 3
Phase 4
2014-2031
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
SH
65979
3093
6557
6951
4020
4261
3011
1596
1692
4620
4897
3461
1834
1944
5008
5308
3751
3976
MDR
50149
512
1085
1150
2599
2755
1947
1032
1094
5418
5743
4058
2151
2280
5086
5392
3810
4039
ODR
31421
17
36
38
1778
1885
1332
706
748
3655
3874
2737
1451
1538
3227
3421
2417
2562
ROB
5294
100
212
225
206
218
154
82
87
441
468
330
175
186
669
709
501
531
5916
145
308
327
480
509
359
191
202
495
525
371
197
208
444
470
332
352
625
54
115
122
92
97
69
36
39
159385
3921
8313
8812
9175
9725
6872
3642
3861
14629
15507
10958
5808
6156
14434
15300
10812
11461
Alloc (%)
20%
40%
40%
30%
30%
20%
10%
10%
30%
30%
20%
10%
10%
30%
30%
20%
20%
Years
10
11
12
13
14
15
16
New Major
Bridges
Conversion
of Pontoon
Bridges to
RCC
Bridge
Total
April 2014
P a g e | 8-4

FINAL REPORT
8.3.
PROPOSAL FOR CONNECTING DISTRICT HEADQUARTERS TO LUCKNOW WITH 4LANE HIGHWAY
8.3.1.
Background
In order to provide a modern road transport facility between the district headquarters and
the State Capital, Lucknow, the UP Govt. have planned to have a four-lane divided road on
these road links. Many of these links already have four-lane connectivity. The status is
given below.
8.3.2.
District Head-Quarters already connected to Lucknow by 4-lane National Highway

The details are presented in Table 8.3.
Table 8.3 DISTRICT HQ ALREADY CONNECTED TO LUCKNOW BY 4-LANE NH
S. No.
Name of District
NH No.
1.
Lucknow
NH-28, NH 24, NH 25
2.
Kanpur
NH 25, NH 2
3.
Barabanki
NH 28
4.
Faizabad
NH 28
5.
Basti
NH 28
6.
Sant Kabir Nagar
NH 28
7.
Gorakhpur
NH 28
8.
Sitapur
NH 24
9.
Shahjahanpur
NH 24
10.
Bareilly
NH 24
11.
Rampur
NH 24
12.
Moradabad
NH 24
13.
Ramabai Nagar
NH 25
14.
Gaziabad
NH 24
15.
Unnao
NH 25
16.
Jhansi
NH 25
17.
Orai
NH 25
18.
Chandauli
NH 2
19.
Varanasi
NH 2
20.
Fatehpur
NH 2
21.
Auraiya
NH 2
22.
Etawah
NH 2
23.
Firozabad
NH 2
24.
Agra
NH 2
25.
Mathura
NH 2
26.
Panchasheel Nagar
NH 24
27.
Muzzafarnagar
NH 58
28.
Meerut
NH 58
8.3.3.
District HQs to be connected under proposed construction programme

Table 8.4 gives the details of 4-lane connectivity of District HQs on proposed/ under
construction schemes.
Table 8.4 CONNECTIVITY OF DISTRICT HQ. WITH NH
S. No.
Name of District
NH No.
1.
Gautambudh Nagar
NH 91
2.
Bulandshahr
NH 91
3.
Aligarh
NH 91
4.
Rae Bareilly
NH 24-B
5.
Sultanpur
NH 56
6.
Lalitpur
NH 56
7.
Ambedkar Nagar
NH 233
8.
Jaunpur
NH 56
9.
Allahabad
NH 96
April 2014
P a g e | 8-5

8.3.4.
FINAL REPORT
District HQ located on 2-lane NHs through 2-laning with shoulder (GOI Funding)
Table 8.5 gives the District HQ which are covered by the 2-laning with shoulders in the
scheme of Govt. of India.
Table 8.5 CONNECTIVITY OF DISTRICT HQ. WITH NH THROUGH GOI SCHEME
NH No. under 2-ane with shoulders
S. No.
Name of District
programme
1.
Kannauj
NH 91
2.
Etah
NH 91
3.
Azamgarh
NH 232
4.
Mau
NH 29
5.
Gazipur
NH 29
6.
Pratapgarh
NH 231
7.
Bijnaur
NH 119
8.
Bahraich
NH 28C
9.
Banda
NH 232
10.
Chatrapati Shahuji Maharaj Nagar
NH 232
11.
Hamirpur
NH 86
12.
Mahamaya Nagar
NH 93
13.
Sidharth Nagar
NH 233
14.
Mirzapur
NH 7
Table 8.6 presents the list of District HQs located on 2-lane NHs, for which Govt. of UP
have made a request for 4-laning or 2-laning with shoulders.
Table 8.6 LIST OF DISTRICT HQs ON 2-LANE NHs FOR WHICH UP GOVT. HAVE REQUESTED GOI FOR 4LANING OR 2-LANE WITH SHOULDER
S. No.
Name of District
NH No.
1.
Chitrakoot
NH 76
2.
Mahoba
NH 76
3.
Kushinagar
NH 28/ NH-28B
4.
Ballia
NH 19
5.
Pilibhit
NH 74
Table 8.7 below gives the programme (proposed/ under construction) through UPSHA for
4-laning of roads connecting District HQs with Lucknow.
Table 8.7: 4-LANING OF SHs PROPOSED/ UNDER CONSTRUCTION FOR CONNECTING DISTRICT HQs
WITH LUCKNOW
S. No.
District
SH No.
Length (Km)
Cost (Rs Crore)
1.
Saharanpur
2.
Baghpat
SH 57
206.09
412.18
3.
Prabudha Nagar
4.
Sonbhadra
SH 5A
115
230
5.
Badayun
SH 43
164.17
328.34
6.
Balarampur
SH 1-A
230
460.0
7.
Gonda
8.
Hardoi
SH 25
162.4
324.8
9.
Maharajganj
SH 81
78
156.0
10.
Sant Ravidas Nagar
SH 87
60.12
120.24
Total
1015.78
2031.56
April 2014
P a g e | 8-6

FINAL REPORT
Presently the following UPSHA Roads are under construction (Table 8.8).
SN
1.
2.
3.
4.
8.3.5.
Table 8.8: 4-LANE SHs UNDER CONSTRUCTION BY UPSHA

Road Length
Road
SH
District
(km)
Varanasi Shakti Nagar
Mirzapur
50
Road
SH-5A
Sonebhadra
86
Bareilly Almora Road
SH-37
Bareilly
56
Delhi Saharanpur
Ghaziabad
14
Yamunotri Road
Baghapat
51
SH-57
Muzaffar Nagar
49
Saharanpur
92
Meerut Karnal Road
Meerut
29
SH-82
Muzaffar Nagar
58
Total
Total (Km)
136
56
206
87
485
4-laning of Roads to connect remaining District HQs to Lucknow

To connect the remaining unconnected Districts Hq. to State Capital by a 4 lane road, UP
PWDs programme for 4-laning of roads, the total cost involved will be Rs 3400 crore. The
details are appended in Table 8.8.
Table 8.8: UP PWDs PROGRAMME OF 4-LANING ROADS TO CONNECT DISTRICT HQs TO
LUCKNOW
S. No.
District
Road
Length (Km) Cost (Rs Cores)
1.
Lakhimpur Kheri
SH 21
45
498
2.
Jyotiba Phule Nagar
SH77
6
66
3.
Kaushambi
Connecting NH 2 and SH 95
17
188
4.
Farrukhabad
MDR 9W
25
277
5.
Deoria
SH 79
34
376
6.
Kanshiram Nagar
SH 33
31
343
7.
Bhim Nagar
MDR 69
35
387
8.
Sharavasti
SH 96 A
39
431
9.
Mainpuri
SH 83
76
841
Total
308
3407
say
3,400
Thus all District Headquarters will be connected by a four-lane road.
April 2014
P a g e | 8-7

FINAL REPORT
UP-GRADATION PLAN
9.
UP-GRADATION PLAN
9.1.
UP-GRADATION OF SH/MDR/ODR NOT COVERED IN THE CORE NETWORK
9.1.1.
Criteria for Selecting State Highways (SH)

State Highways and Major District Roads constitute the secondary system of roads in the
country. They act as linkages between the rural areas (served by Rural Roads) and the
urban centres. While the NHs are funded directly by the GOI, SHs and MDRs are funded
by the State from their own resources. The Lucknow Plan had envisaged that the NHs and
SHs taken together should link all towns with population of 5000 and above. The major
burden of connectivity to such towns falls on SHs. The Vision: 2021 Document and the
Lucknow Plan have recommended that the following factors be kept in view in fixing the
Network of SHs:
-
9.1.1.1.
Providing linkages with minor ports, industrial towns, pilgrimage and tourist centres
Connecting the remaining towns with population 5000 and above (population census of
2001 may be the criterion)
Connecting the capitals of the State will the district headquarters
Serving major agricultural market centres
Serve all sub-divisional headquarters.
Current Length of SH in UP
As per statistics available with the UPPWD, the current length of SH in the state is 7,530
km.
9.1.1.2.
Length of SHs required as per Lucknow Plan and Vision Document

As per the Lucknow Plan, two formulae have been given:
1.
SH length in Km
2.
SH length in Km
Areai ns qKm , giving a grid of 50 Km

25
62.5 x Numberof towns -
AreainsqKm
50
The lengths as per the above formulae are:

(1) SH length in Km
(2) SH length in Km
2,40,928 = 9,637 Km
25
62.5 x 677 -
2,40,928 = 37,494 Km
50
The Vision 2021 document has envisaged a length of 1,60,000 km for SHs for India.
Apportioning this length on the basis of area, the length required in UP is:
2,40,928
x 1,60,000 = 11,727 Km
32,87,263
This shows that UPs current SH length (7,530 km) is far too below the nationally accepted
norms. Therefore, there is considerable scope for adding more SH in the network.
9.1.1.3.
Additions to SHs
Existing length of SH in state is 7530 km but 4579 km of MDR and 2307 km of ODRs have
been identified for upgrading to SH totalling to 6886 km. A length of 640 km of Indo-Nepal
Border Road which will be taken up for construction is added to SH length. Thus the length
of SHs in the proposed Road Network of UP for the year 2031 will be:
April 2014
P a g e | 9-1

1.
2.
3.
4.
Existing SH length
Length of MDR converted as SH
Length of ODR converted as SH
Indo-Nepal Border Road
FINAL REPORT
+7530 Km
+4579 Km
+2307 Km
+640 Km
15056 Km
The cost of up-gradation of Indo-Nepal Border road is not considered for costing. The net
additional length in SH will be therefore, 6886 km.
9.1.2.
Major District Roads (MDR)
9.1.2.1.
Criteria for Selecting MDRs

Major District Roads, along with State Highways, constitute the secondary system of the
road system of a State. According to the Lucknow Plan, MDRs should connect all towns
and villages above a population of 1500 which are not connected by NH or SH.
The Vision 2021 document states that MDR run within the Districts, connecting areas of
production with markets, connecting the rural areas to the district headquarters and the SHs
and NHs.
9.1.2.2.
Current length of MDRs in UP

As per statistics available with the UPPWD, the current length of MDRs in the state is
7,208 km.
9.1.2.3.
Length of MDRs required as per Lucknow Plan and Vision 2021 Document
As per the Lucknow Plan, two formulae have been given:
1.
MDR length in Km
Areai ns qKm , giving a grid of 25 Km

12.5
2.
MDR length in Km
90 x Numberof towns
The lengths as per the above formulae are:

(1) MDR length in Km
required in 2001
2,40,928
= 19,274 Km
12.5
(2) MDR length in Km

required in 2001
90 x 677 = 60,930 Km
The Vision 2021 document has envisaged a length of 3,20,000 km for MDRs for India.
Apportioning this length on the basis of area, the length required in UP is:
2,40,928
x 3,20,000 = 23,453 Km
32,87,263
It is thus, seen that the current length of MDRs in the State is much below the national
targets and efforts shall have to be made to add more lengths of MDR and bridge the large
gaps presently available in the middle segment roads in the hierarchy.
List of SH/MDR/ODR included in the Up-gradation Plan are enclosed as Annexures B-9.1
to B-9.3.
9.2.
RURAL ROADS
9.2.1.
ODRs and VRs

Rural Roads, as per currently accepted common usage in India, comprise of ODRs and
VRs are the tertiary system of roads. There is about 32,838 km of ODRs in the State. A
April 2014
P a g e | 9-2

FINAL REPORT
length of 12,160 km is proposed for up-gradation to higher category and 6898 km is the
additional length proposed for upgradation to ODR from VR. Therefore, the net length of
ODR will be 27,576 km after the proposed up-gradation.
Under the PMGSY programme, the Core Network for Rural Roads for each District has
been prepared. Since this work has been done on a very scientific basis and the Core
Network has been accepted by the GOI, this Core Network itself can be dovetailed in to the
Core Network of Primary (Expressways and NHs) and Secondary (SHs and MDRs) Road
System of the State.
9.3.
PROPOSED UPGRADED ROAD NETWORK FOR THE YEAR 2031

The proposed upgraded Road Network for the year 2031 is given in Table 9.1.
Table 9.1 PROPOSED ROAD NETWORK FOR 2031
Length (Km)
Road
Category
NH
SH
MDR
ODR
Total
9.4.
Existing
Length
Upgraded to
higher category
Additions
proposed
Indo-Nepal
Border
Road
(1)
(2)
(3)
(4)
7,550
7,530
7,208
32,838
55,126
4,678
12,160
16,838
6,886
9,705
6,898
23,489
Total
(1)+(3)+(4)
(2)
7,550
15,056
12,235
27,576
62,417
640
640
ROUGH COST OF UP-GRADATION OF ROADS

A very rough cost of up-gradation of Roads other than Core Network is given below in
Tables 9.2 & 9.3.
Table 9.2 LENGTHS OF ROADS TO BE UPGRADED
Total Network
Length Covered by
Balance Length
Road
Length of 2031
Core Network
for Up-gradation
Category
(Km)
(Km)
(Km)
SH
14,416
7,530
6,886
MDR
12,235
5,761
6,474
ODR
27,576
3,254
24,322
Total
54,227
16,545
37,682
*640 Km of Indo-Nepal Border Road is not considered in the costing
Table 9.3 COST OF UP-GRADATION PLAN
Road
Category
Length (Km)
SH
6,886
MDR
6,474/2 =
3,237
3,237
ODR
April 2014
24,322
Up-gradation needed
Single lane to 2-lane with
paved shoulder
Single lane to 2-lane without
paved shoulder
Single lane to 2-lane with
paved shoulder
Single lane to 1.5-lane
Total
P a g e | 9-3
Cost per Km
(Rs/Crores)
Cost of Upgradation
(Rs/Crores)
4.50
30,987
3.66
11,847
4.50
14,576
2.88
70,047
127,448

FINAL REPORT
Table 9.4 PHASING OF UP-GRADATION OF ROADS

PHASING OF SH
PHASING
YEAR
PERCENT
I
II
III
IV
2013-2016
2016-2021
2021-2026
2026-2031
10
30
30
30
Total
AMOUNT (RS
CRORE)2013 PRICE
3099
9296
9296
9296
30987
PHASING OF MDR
PHASING
YEAR
PERCENT
I
II
III
IV
2014-2017
2018-2022
2023-2027
2028-2031
10
30
30
30
Total
AMOUNT (RS
CRORE)2013 PRICE
2642
7924
7924
7924
26414
PHASING OF ODR
9.5.
PHASING
YEAR
PERCENT
I
II
III
IV
2014-2017
2018-2022
2023-2027
2028-2031
10
30
30
30
Total
AMOUNT (RS
CRORE)2013 PRICE
7005
21014
21014
21014
70047
ROBs IN UP-GRADATION WORK

A total of 62 ROBs have been identified in Up-gradation work as per the details given in
Annexure B-9.4. The total cost of construction is estimated as Rs 2,245 crore.
The phasing of construction of these bridges is as under:
9.6.
PHASING
YEAR
PERCENT
I
II
III
IV
2014-2017
2018-2022
2023-2027
2028-2031
10
30
30
30
Total
AMOUNT (RS CRORE)2013 PRICE

225
673
673
674
2245
NEW BRIDGES OTHER THAN PROPOSED IN CORE NETWORK

New 125 bridges other than Core Network have been proposed for construction. These are
all major bridges having waterway more than 61 m to 1000 m. The details of these bridges
are given in Annexure B-9.5. The cost of 125 bridges is estimated as Rs 6,181 crores.
Phasing of construction of these bridges is as under:
April 2014
P a g e | 9-4

9.7.
PHASING
YEAR
PERCENT
I
II
III
IV
2014-2017
2018-2022
2023-2027
2028-2031
10
30
30
30
Total
FINAL REPORT
AMOUNT (RS
CRORE)2013 PRICE
618
1854
1854
1855
6181
REPLACEMENT OF PONTOON BRIDGES

There are 36 Pontoon Bridges, required to be converted to RCC bridges. The details of
these locations are given in Annexure B-9.6. The cost of these bridges is estimated as Rs
4381 crores. The phasing of construction of new bridges in lieu of Pontoon Bridges is:
9.8.
PHASING
YEAR
PERCENT
I
II
III
IV
2013-2016
2016-2021
2021-2026
2026-2031
10
30
30
30
Total

438
1314
1314
1315
4381
CANAL BANK ROADS

UP has an extensive irrigation system with several canals criss-crossing the State /
Country. The canals have banks where roads are made for inspection of the irrigation
system. The roads can be improved and made trafficable for the public, if some
improvements are carried out. The details of Canal Rods identified are enclosed as
Annexure B-9.7. The total length involved in 2203 km. The rough cost of widening to 2
lanes without shoulder is Rs. 3.66 crore per km. The total outlay involved shall be Rs. 8063
crore. The following priority can be observed in taking up the up-gradation of canal roads in
the State..
PRIORITIES OF CANAL ROADS CONSIDERED
Description
Priority
Canal road connecting NH to NH
1
Canal road connecting NH to SH
2
Canal road connecting NH to MDR
3
Canal road connecting NH to ODR
4
Canal road connecting SH to SH
5
Canal road connecting SH to MDR
6
Canal road connecting SH to ODR
7
Canal road connecting MDR to MDR
8
Canal road connecting MDR to ODR
9
Canal road connecting ODR to ODR
10
S.No
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
The outlay of Rs 8063 crore can be phased as under:

YEAR
2014-2017
2018-2022
2023-2027
2028-2031
Total
April 2014

1500
2500
3000
1063
8063
P a g e | 9-5

9.9.
FINAL REPORT
BYPASSES AND RING ROADS

There are 43 urban bypasses and one ring road (Meerut City). Though these are on the
Core Network, they also serve other roads such as MDRs and ODRs, other than on Core
Ntwork. Hence the construction of bypasses and ring roads has been considered under Upgradation Plan. The cost shall be Rs 7,862 crores (details in Annexure B-9.8). The phasing
will be as under:
YEAR
PERCENT
2014-2017
2018-2022
2023-2027
2028-2031
10
30
30
30
Total

786
2359
2359
2358
7862
The cost abstract and phasing of upgradation plan is presented in Table 9.5.
April 2014
P a g e | 9-6

FINAL REPORT
Table 9.5 COST ABSTRACT AND PHASING OF UP-GRADATION
Qty
Total cost
(Cr)
Total
Length /
no
Phase 1
Phase 2
Phase 3
Phase 4
1. Widening of Strengthening of SH (Up-gradation)
Km
30987
6886
3099
9296
9296
9296
2. Widening of Strengthening of MDR (Up-gradation)
Km
26414
6474
2642
7924
7924
7924
3. Widening of Strengthening of ODR (Up-gradation)
Km
70047
24322
7005
21014
21014
21014
4. ROBs
No
2245
62
225
674
674
674
5. New / Missing Bridges
No
6181
125
618
1854
1854
1854
6. Pontoon Bridges
No
4381
36
438
1314
1314
1314
7. Canal bank Road
Km
8063
2203
1500
2500
3000
1063
Km
7862
572
786
2359
2359
2359
16313
46935
47435
45498
SN
8.
CATEGORY
Bypasses / Ring Roads (Town more than 1 Lakh

Population)
Total
156180
The details of up-gradation plan have been submitted in hard and soft copies to UPPWD separately.
April 2014
P a g e | 9-7

FINAL REPORT

10.
10.1.
INTRODUCTION
Uttar Pradesh is the largest State in India in terms of population. According to 2001 census
there were 99526 numbers of revenue villages and 216562 numbers of habitations present in
Uttar Pradesh State. Various schemes were initiated immediately after independence to
connect the villages and results of such initiatives are very commendable to give mobility to
these settlements and connect them with the main links in the rural areas.
Through PMGSY scheme a significant change has been observed in the State. The standards
for connecting the villages have been revised from time to time by the State and Central
government. In this way, about 88% villages in the State have been connected by Pucca /
Bituminous road. The standard followed till now is to connect the first house of a habitation or of
revenue village by road and the entire village shall be deemed connected.
According to these standards 27118 villages out of 27374 villages with population more than
1500 have been connected by Pucca Bituminous Roads while 256 revenue villages are yet to
be connected. Out of 16718 villages with population ranging between 1000 and 1499, 15859
villages have already been connected by Pucca Bituminous roads while 859 revenue villages
are yet to be connected. Out of 25700 villages with population ranging between 500 and 999,
23767 villages have already been connected by Pucca Bituminous roads while 1933 revenue
villages are yet to be connected. Out of 29734 villages with population ranging between 0 and
499, 21954 villages have already been connected by Pucca Bituminous roads while 7780
revenue villages are yet to be connected. Accordingly, out of 99526 revenue villages, 88698
villages have been already connected by Pucca Bituminous roads till March 2012 while 10828
revenue villages are yet to be connected. Approximately 90 percent villages have been
connected.
As it can be understood that there would be more than one habitation in one revenue village
and following the above described standard some habitations may not have been connected.
Considering this situation the PMGSY scheme has been brought in force by Government of
India and standard was revised and finalized to connect the habitations.
According to the records in revenue department total numbers of habitations present in State
are 216562. Out of 41322 habitations with population more than 1000, 41315 habitations have
been connected by Pucca Bituminous roads and only 7 habitations are yet to be connected.
Out of 49573 habitations with population between 500 and 999, 48855 habitations have been
connected by Pucca Bituminous roads and only 718 habitations are yet to be connected. Out of
55616 habitations with population between 250 and 499, 37731 habitations have been
connected by Pucca Bituminous roads and only 17885 habitations are yet to be connected. Out
of 70051 habitations with population less than 250, 44843 habitations have been connected by
Pucca Bituminous roads and only 25208 habitations are yet to be connected. Till March 2012,
172744 habitations have been connected by Pucca Bituminous roads.
April 2014
P a g e | 10-1

10.2.
FINAL REPORT
STATUS OF CONNECTIVITY UNDER PMGSY

Under the PMGSY scheme by Government of India in year 2012-13, a total of 757 habitations
have been sanctioned for connectivity in which 685 habitations were with populations between
500 and 999, 70 habitations were with population between 250 and 499 and 2 habitations were
with population less than population of 250. By March 2014 the above habitations will get
connected.
In this way a total of 43061 habitations are pending for approval to be connected in which 7
habitations are left unconnected with population more than 1000, 33 habitations left with
population between 500 and 999, 17815 habitations left with population between 250 and 499
and 25272 habitations left with population below 250. The description of 7 unconnected
habitations with population more than 1000 is given in Table 10.1.
Table 10.1 HABITATIONS LEFT FOR APPROVAL WITH POPULATION
MORE THAN 1000 (CENSUS 2001)
10.3.
SN
District
Unconnected Habitation
Maharajganj
Khaihava Tola
2
3
4
5
6
7
Jaunpur
Ballia
Ballia
Ballia
Ballia
Ballia
Pariyanwan Sahjad Nagar

Deera Bhagar
Shivpur
Shivpur Diyar Numbari
Diara Maniar No.-2
Beswan
Habitation Name
Remarks
150mt Bridge on
road
No land available
On either side river Ghaghara
Shivpur has submerged in Ghaghara
No land available
Alignment is Disputed
Alignment is Disputed
Bankatawa
STATUS OF CONNECTIVITY ACCORDING TO STATE PWD

There is discrepancy in the data of connected habitations in State and Central Government as
the standards followed are different. As in the PMGSY scheme any habitation accessible to
Pucca Road having connecting length less than 0.5 km is considered as connected, by a brick
Road or WBM. However, according to State Government guidelines only those habitations are
considered connected where there is Pucca Bituminous Roads till the first house of a
habitation.
As per the data received from State Government, 1153 habitations with population more than
1000, 5068 habitations with population between 500 to 999, 17835 habitations with population
between 250 and 499 and 19130 habitations with population less than 250 are still pending. In
this way a total of 43186 habitations are pending but as per the report on PMGSY scheme
43112 habitations are pending. The major differences are in the habitations with population
more than 500. According to the PMGSY scheme 695 habitations with population more than
500 are pending, whereas, as per PWD 6221 habitations are pending. The difference observed
in the data is due to the difference in the standards adopted by State and Central Government.
The schedule for connecting habitations with population more than 500 has already been
prepared by the State Government and 3558 habitations will be connected this year for which
approval has been given. Rest of the habitations will be connected by 2014-2015. 680
habitations with population between 250 and 499 have also been approved by NABARD for
connectivity. In this way by 2015, all the habitations with population above 500 will be
connected by Pucca Bituminous Roads except those which are inaccessible or impossible.
April 2014
P a g e | 10-2

FINAL REPORT
Based on survey by Public Works Department total 43186 habitations are still pending to be
connected and to connect these habitations, District wise allotment of fund will be required.
Summary of Unconnected habitations with PMGSY and UPPWD is given below in Table 10.2.
Table 10.2 STATUS OF CONNECTIVITY (PMGSY & UPPWD)
As per
UPPWD
As per PMGSY
Category
Total
Habitations
(as per 2001
Census)
Connected
(upto Apr-12)
Balance
(upto Apr-12)
Habitation
Sanctioned
(in 12-13)
Balance
(Apr-13)
Balance
(Apr-13)
1000 >
41322
41315
1153
500 to 999
49573
48855
718
685
33
5068
250 to 499
55616
37731
17885
70
17815
17835
< 250
70051
44843
25208
25206
19130
Total
216562
172744
43818
757
43061
43186
Remark
The diff. in
Bal of
PMSGY
and
UPPWD
unconnected
habitation
is due to
change in
Standard
followed for
connectivity
The details and summary of habitations to be connected as per UPPWD data collected is
presented below in Tables 10.3 to 10.7.
Table 10.3: SUMMARY OF HABITATIONS TO BE CONNECTED ON BASIS OF SINGLE CONNECTIVITY WITH
CONNECTING ROADS HAVING POPULATION 500 AND ABOVE AS PER CENSUS 2001 WHICH ARE NOT
CONSIDERED IN PMGSY
Approximate length and cost of
No. of unconnected
connecting road from habitation to the
S.N.
Zone
habitations to be connected
connecting road
with connecting road
Length (km)
Cost (Rs in lakh)
1
Agra
162
136.98
5941.26
2
Allahabad
274
282.10
10778.72
3
Azamgarh
824
653.44
19995.60
4
Bareilly
321
269.73
11007.84
5
Faizabad
1106
1056.60
50074.78
6
Gorakhpur
1425
1360.61
63664.09
7
Jhansi
144
304.28
18839.02
8
Kanpur
209
233.01
7500.41
9
Lucknow
1241
1307.66
57801.46
10
Meerut
56
51.04
1903.18
11
Moradabad
93
89.45
5025.38
12
Varanasi
366
389.66
16627.48
Total State
6221
6134.52
269159.22
April 2014
P a g e | 10-3

FINAL REPORT
Table 10.4: SUMMARY OF HABITATIONS TO BE CONNECTED ON BASIS OF SINGLE CONNECTIVITY WITH

CONNECTING ROADS HAVING POPULATION BETWEEN 250 TO 499 AS PER CENSUS 2001 WHICH ARE NOT
CONSIDERED IN PMGSY
No. of unconnected
Approximate length and cost of connecting
habitations to be
road from habitation to the connecting road
SN
Zone
connected with
Length (km)
Cost (Rs in lakh)
connecting road
1
Agra
622
481.76
20223.60
2
Azamgarh
2800
1826.88
53868.06
3
Allahabad
1054
960.14
35736.07
4
Kanpur
758
662.40
27844.10
5
Gorakhpur
2842
2294.04
106621.17
6
Jhansi
492
695.18
38719.35
7
Faizabad
4849
4565.32
206204.77
8
Bareilly
389
436.53
19309.93
9
Moradabad
98
95.95
3240.29
10
Meerut
71
67.85
2213.11
11
Lucknow
3319
3401.78
144803.54
12
Varanasi
541
579.18
24048.90
Total State
17835
16067.00
682832.91
Table 10.5: ZONE WISE WORK PLAN SUMMARY OF UNCONNECTED HABITATIONS TO BE CONNECTED
WITH CONNECTING ROADS HAVING POPULATION LESS THAN 250 AS PER CENSUS 2001 WHICH ARE NOT
CONSIDERED IN PMGSY
S.N.
1
2
3
4
5
6
7
8
9
10
11
12
ZONE
Agra
Azamgarh
Allahabad
Kanpur
Gorakhpur
Jhansi
Faizabad
Bareilly
Moradabad
Meerut
Lucknow
Varanasi
Total
April 2014
UC HABITATION
1441
646
143
1220
1299
810
11373
685
217
102
880
314
19130
P a g e | 10-4
LENGTH (Km)
1489.14
609.92
151.27
1534.66
1238.96
980.21
8183.43
1080.15
410.06
162.87
679.84
363.23
16883.73
COST (Lakh)
54967.24
14694.19
4387.42
60170.63
43246.46
56681.39
365425.48
40491.96
15678.31
4176.11
27450.28
11291.79
698661.29

FINAL REPORT
Table 10.6: BLOCK WISE WORK PLAN SUMMARY OF UNCONNECTED HABITATIONS TO BE CONNECTED
WITH CONNECTING ROADS HAVING POPULATION BETWEEN LESS THAN 250 AS PER CENSUS 2001
WHICH ARE NOT CONSIDERED IN PMGSY
S.N.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
DISTRICT
Meerut
Saharanpur
Muzaffarnagar
Baghpat
Ghaziabad
G.B. Nagar
Bulandsahar
Agra
Aligarh
Mahamaya Nagar
Mathura
Mainpuri
Firozabad
Etah
Kanshiram Nagar
Jhansi
Jalaun
Lalitpur
Hamirpur
Mahoba
Chitrakoot
Banda
Moradabad
Rampur
J.P. Nagar
Bijnor
Bareilly
Pilibhit
Shahjahanpur
Badaun
Kanpur
Ramabai Nagar
Auraiyya
Farukhabad
Etawah
Kannauj
Lucknow
Unnao
Sitapur
Lakhimpur Kheeri
Hardoi
Rae Bareilly
Faizabad
Barabanki
Sultanpur
Gonda
Bahraich
Ambedkar Nagar
Shrawasti
Balrampur
Azamgarh
April 2014
UC HABITATION
7
77
10
0
4
0
4
444
49
93
85
395
105
270
0
137
25
62
69
17
59
441
14
42
57
104
67
47
429
142
62
247
188
228
179
316
52
34
81
57
26
630
310
1046
2872
1589
3299
77
931
1249
291
P a g e | 10-5
LENGTH (Km)
9.75
127.09
18.03
0.00
2.90
0.00
5.10
406.16
73.60
82.45
123.58
378.85
85.95
338.55
0.00
214.45
36.75
86.70
86.32
27.78
79.63
448.58
16.75
69.55
43.26
280.50
90.00
90.60
721.80
177.75
70.13
251.80
230.55
318.51
227.62
436.05
78.00
47.40
86.86
77.78
38.00
351.80
372.81
827.61
1799.64
1071.28
2680.33
58.10
577.40
796.27
204.62
COST (Lakh)
329.84
3177.25
450.75
0.00
90.77
0.00
127.50
17845.16
3385.60
3086.93
4510.67
11269.35
1930.15
12939.38
0.00
8756.38
2205.00
3682.33
5610.80
1237.90
4264.57
30924.42
340.86
2840.42
1277.03
11220.00
2890.85
3507.13
28289.68
5804.30
2848.69
11010.83
6535.71
13459.01
8538.88
17777.52
2797.58
1505.87
3135.91
3540.75
1427.20
15042.97
12403.91
33796.09
56333.65
39522.29
164803.50
1743.00
35367.65
21455.39
4223.81

S.N.
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
DISTRICT
Jaunpur
Ballia
Mau
Gorakhpur
Deoria
Kushinagar
St. Kabir Nagar
Maharajganj
Basti
Siddhartha Nagar
Allahabad
Pratapgarh
Kaushambhi
Fatehpur
Varanasi
Mirzapur
Ghazipur
Chandauli
Robertsganj
St. Ravidas Nagar
Total
UC HABITATION
178
29
148
85
70
25
135
19
377
588
71
30
13
29
43
57
133
26
46
9
19130
FINAL REPORT
LENGTH (Km)
233.38
36.10
135.83
89.50
60.55
29.75
146.51
9.54
310.39
592.72
89.80
25.55
9.97
25.95
61.88
90.00
114.25
26.50
61.20
9.40
16883.73
COST (Lakh)
5360.33
1213.51
3896.56
3312.54
1613.92
1026.37
5469.31
305.34
10766.60
20752.38
2565.37
705.40
337.06
779.59
1626.78
2818.80
3655.55
937.04
2031.97
221.65
698661.29
Table 10.7: SUMMARY OF UNCONNECTED HABITATIONS
S.N.
Category
1
2
3
More than 500

250 to 499
Less than 250
Total
No. of unconnected
habitations to be
connected with
connecting road
6221
17835
19279
43235
Approximate length and cost of connecting

road from habitation to the connecting road
Length (km)
Cost (Rs in lakh)
6135.42
12665.21
16883.73
35684.36
35865
269181.22
538029.37
698661.29
1505871.88
15059 crore
Thus total of Rs. 15059 crore will be required to connect the remaining habitations with the
Pucca Bituminous roads. Public Works Department has been preparing and arranging budget
for construction of connecting village roads as per rules.
Year wise summary of fund received by Public Works Department under various schemes is
given below;
S.N.
Financial Year
Amount
2008 & 2009
1044.35
2009 & 2010
961.04
2010 & 2011
700.05
2011 & 2012
777.21
2012 & 2013
745.11
2013 & 2014
1435.15
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FINAL REPORT
Observing the above budget allocation pattern assuming the receipt it will take about 10 years
to connect all the habitations at the present rate and if it is planned to connect all the
habitations by 2020 various other departments of the State Government will also have to be
included. Other departments involved in road construction other than UPPWD are;
i.
ii.
iii.
iv.
Rural Engineering Services

Sugarcane Department
Mandi Parishad
Panchayti Raj
At the State level, as per the sanctioned budget for the above departments, various habitations
shall also be marked. NABARD has also extended loan to State Government for connecting the
villages. As per the NABARD scheme following budget was sanctioned in various financial
years.
As per UPPWD - Year wise received budget by NABARD for connecting habitations
S.N.
Financial Year
Amount
1
2008 & 2009
234.00
2
2009 & 2010
290.00
3
2010 & 2011
206.36
4
2011 & 2012
410.00
5
2012 & 2013
215.15
6
2013 & 2014
290.15
Provisions of 239 crore have been made to connect habitations in Naxal affected districts and a
provision has also been made for the same during the past few years. An estimated amount of
Rs 200 crore and 31 crore is needed to connect 191 habitations in Sonbhadra and 122
habitations in Chandauli respectively. Request should be made to Government of India to
connect all the habitations of Naxal affected districts.
As per the survey conducted by the Public Works Department a total of 6221 habitations with
population above 500 are remaining to be connected whereas as per PMGSY program the
number of such habitations is 33. To eliminate this error the core network of PMGSY program
needs to be rebuilt and after preparation of the core network all the habitations with populations
above 500 should be connected to PMGSY program. There are 2508 habitations with
population less than 50 are to be connected in cluster and which need fund of approximately
84606 lakh. The consultants suggestion is to connect these habitations after regrouping
instead of connecting separately.
April 2014
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FINAL REPORT
Approximately 35865 km length of road shall be required to connect all habitations. The length
of existing rural roads in the state under Public Works Department and other departments is
127689 km and 125153 km respectively. Therefore the total length of rural roads is 252842 km.
After construction of another 35865 km the total length shall be 288707 km. Funds would have
to be created for maintenance of such big network.
In order to reduce the expenditure required for maintenance, it would be appropriate to
construct cement concrete road to connect the habitations. In view of increasing rates of
bitumen the cost of construction of cement concrete road would be comparable with bituminous
roads and save on maintenance over a period of time.
TARGET OF CONNECTING UNCONNECTED HABITATIONS (PHASE WISE)
Target of connecting
S.N.
Population
Allotted fund
habitations
2012 & 2016
2016 & 2021
2021 & 2025
More than 500

250 to 500
250 to 500
Less than 250
Less than 250
6221
5945
11890
5945
13185
4967
6000
4092
15059 crore
Aforesaid information has been collected from officials of headquarters as well as data
collected during in person contact during the study conducted. The details of habitations with
current status and connectivity proposals are being separately submitted to UPPWD as soft
copies.
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FINAL REPORT
IMPLEMENTATION PLAN
11.
IMPLEMENTATION PLAN
11.1.
PREAMBLE
An efficient, reliable and safe transport system is essential for nurturing rapid economic
growth. In the last decade though there have been significant investments, strategies and
development of robust transport modes, it has not been able to augment the capacity and
has lagged behind the economic needs leading to congestion, asset deterioration and high
level of energy consumption, concomitant pollution and accidents. Rural areas still have
inadequate connectivity especially in State like UP with a predominated rural base and the
share of road traffic continues to grow unabated. Although successive Five Year Plans
planned and earmarked adequate resources and investment in capacity building measures
still there are gaps. The public sector is mainly and largely responsible for transport
infrastructure development and is facing major resource problem.
In the recent years, economic liberalization has resulted in accelerated growth and
therefore, increasing need for mobility is felt at urban and regional levels. Transport is a
derived demand and we have to match our resources and potential to upgrade the quality
of our road infrastructure. The new economic policies have opened new avenues for private
participation in transport, thus, augmenting resources along with increasing the scope of
commercial orientation to transport operations. At the same time, this development may
lead to greater concentration of industrial location around existing growth centers and
encourage an unrestrained growth in various modes of transport vis-a-vis their social cost.
The augmentation of capacity in the various sectors would require huge investments. While
Public sector would continue to play important role in building transport infrastructure, it is
necessary to involve private sector more aggressively. This will help meet investment deficit
gap in the Infrastructure sector, improve efficiencies and provide competition to Public
Sector players which will in turn lead to better quality of service. While developing
capacities of various modes of transport, the focus would be on modernization and
technological up-gradation. This would be strongly supported by investments in
maintenance of assets to ensure their reliability and continued efficiency.
11.2.
IMPLEMENTATION ISSUES
11.2.1.
Mode of Financing
It will be practically impossible to take up development of the majority of the high grade
stretches on BOT (Toll) mode. Further, BOT Annuity projects essentially require deferred
payments to be made to the concessionaire from the public funds over a period of years.
The Government needs to view this aspect carefully and recognize that the Government
funding for road infrastructure projects would also require substantial up-scaling, if the
sector is to be developed for broader objective of achieving socio-economic development
and maintaining the targeted growth trajectory.
11.2.2.
Mode of Implementation
The present policy of the Government is deciding mode of implementation of road projects
on BOT (Toll), BOT (Annuity) and Item rate / EPC contract basis. This results into lot of
delays in implementation of projects. It is, therefore, desirable that based upon the detailed
project reports, evaluated through a robust review mechanism, State Government may
decide the mode of implementation of the projects upfront so that valuable time is not lost.
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11.2.3.
FINAL REPORT
Use of Technologies
The use efficient technological innovations shall be explored to have a real time monitoring
of projects, timely necessary corrective actions, fast decision making, etc. Advanced Traffic
Management System (ATMS) shall be gradually introduced in major stretches.
11.2.4.
Packaging
Shelves of projects to be taken up on BOT (Toll) mode may be created: and such Road
Packages may be tried out on pilot basis to design large, economically viable and
technically feasible packages.
VGF funding may have to be pre-approved for certain packages. However given the size of
these packages the VGF amount may be substantial putting a burden on Government
finances. Alternatively/Additionally alongside real estate development may be clubbed into
the packages to improve viability.
11.2.5.
Environment & Social Aspects
11.2.5.1.
Environmental Aspects
There is necessity to review the existing policy of environmental clearances as this causes
substantial delay in project award and implementation. It may be worthwhile to consider &
de-link the grant of environmental clearance from the forest clearance and exempt
environmental clearance, if widening is within the standard RoW.
It may be in the interest of the projects to prescribe a rational timeline for processing and
finalizing the various clearances. MoEF may also consider enhancing the powers of
Regional Offices of MoEF for granting forest clearance. Standard conditions may be laid for
forest clearance.
It has also been observed that wildlife proposals also take more than 3 years for clearance.
It is proposed that resurfacing, strengthening and widening be allowed on the existing roads
where no diversion is involved. Also, once the approval is granted for certain alignments, for
doing surveys, the proposal should not be rejected subsequently on some other grounds. A
time line is drawn for granting wildlife clearance.
11.2.5.2.
Land Acquisition related Issues

Land acquisition is a long drawn process. One of the major reasons for delay in
implementation of road projects is because of the delay in acquisition of Land required for
the project. When the projects are taken up for implementation UPPWD needs to ensure at
least 80 % of the required land is available at the time of award of the projects, with a
requisite information and concrete steps to e taken so that balance 20 % of the land shall
be available within a period reasonable enough so as not to delay the implementation of the
projects as per the stipulations of the Contract / concession agreements (say for e.g.
balance land should be available within Appointed Date for BOT projects or as per
provisions of EPC Agreements so as to enable Contractor to get all the required Work
Fronts within stipulated periods, etc.).
The possibility of allowing value added services (Real Estate Development, Recreational
facility etc.) on part of the land acquired for the purpose of developing Highways need to be
explored so that sweetener could be offered to the potential concessionaires for developing
the stretches on BOT (Toll) mode options.
It is of paramount importance to regulate and control the development activities in land
abutting the Right of Way (ROW) so as to ensure availability of adequate clearances,
enhance safety of traffic, obviate possible encroachments of ROW in future, etc.
Accordingly, State legislations are required to be promulgated to this effect. It needs to be
ensured that the Land Acquisition is also amended accordingly in conformity with the same.
April 2014
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11.2.5.3.
FINAL REPORT
Rehabilitation & Resettlement (R&R) of Project affected persons

It needs to be ascertained that a uniform R&R policy is evolved for all types of projects,
applicable to the UP State, so that the compensations offered to the project affected
persons are uniform and not at variance. Necessary legislations are required to be
disseminated considering, its vast socio-economic implications, land severance issues,
consequences due to change in land use, etc., apart from environmental issues. The State
Government may explore the possibility of inducting the affected persons also as
stakeholders in some of the major projects in offering.
11.2.6.
Consolidation & Preservation of Road Assets
11.2.6.1.
Preservation of Road Assets

UPPWD through its Data Collection Study by Scott Wilson have compiled traffic census
data and road condition data compiled for SH and MDR and needs to be taken up for ODRs
likely to be upgraded in next 5 years so that details are available to them upfront.
A system / model have to be established for the prediction of the functional and structural
condition of pavement, as built, after providing different types of maintenance measures or
rehabilitation treatments. A uniform format should be developed to compile the information
related to Right of Way (ROW) and other assets starting from Panchayat / Block levels, etc.
and compiled for the entire State through its UPPWD administrative Divisions / Zones. The
data can be developed and made available in electronic form with facility for periodic
updating on real time basis; as and when land is acquired to augment the existing ROW;
further, there should be facility to add the inventory almost on real time basis.
It needs to be ensured that there is proactive support from State Administrations and Law
enforcing machineries in the ground to remove encroachments, etc., could be effectively
implemented. Further, District Administrations must ensure, as a part of its overall duties
April 2014
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FINAL REPORT
and responsibilities, that the provisions of these legislations are not violated. Similar
frameworks may be evolved for all categories of roads.
The huge road asset should be maintained in proper serviceable conditions without
sacrificing their functional requirements. The focus has to gradually shift from traditional
departmental based maintenance also to those based on outsourcing, whereby, the
expertise and skills of the experts available in the construction industry shall be fully
harnessed and utilized to bring in cost effectiveness in maintaining the road assets being
developed at enormous costs in most optimal manner with least maintenance efforts.
Pavement Preservation Strategy has to be evolved supported by extensive R&D in the field
including simulations for accelerated testing of pavement performance analysis may also be
done in order to predict long term pavement performances. It is suggested that an Asset
management framework is created that encompasses:
i.
Performance matrix and encourage concessionaires to benchmark with best O&M

practices across the world.
ii. Responsibility metrics to assign responsibility to each of the stakeholders in the process
iii. Framework is created for resourcing aggregates: cement, bitumen, POL, etc.
11.2.6.2.
Institutionalization of the system of database

The current system of collecting the data on the road-sector is ad-hoc and is not conducive
to taking rational decisions in planning and prioritizing development and maintenance
strategies and programmes. There should be a system for institutionalizing the database for
the road sector. Further, such system should also enable proper integration of the database
of the State level and their storage with adequately equipped data warehousing.
11.2.7.
Over Loading of Vehicles

The issue pertaining to plying of overloaded vehicles on highways has been raised from
time to time. Consultants also observed overloading of commercial vehicles on most of the
State Roads during the conduct of primary traffic and travel surveys. Various High Courts
and Supreme Court has categorically made it clear that detection of overloading and
collection of compounding fee does not mean authorization for the overloaded vehicles to
ply. The excess load needs to be necessarily offloaded before allowing the vehicle to
proceed further. Thus the Honble Supreme Court restated the provisions of the Motor
Vehicles Act, 1988 and directed all the States to implement the same in letter and spirit.
The factors cited for inability to enforce the law regarding mandatory off-loading of the
excess loads are such as indivisibility of the load, lack of infrastructure to off-load and store
excess loads etc. Implementation of the following measures may help in solving the
problems:
a. Measures for offloading and handling of the excess load
b. Planning of necessary infrastructures for effective implementation of the policy
c. Financing and Implementation of the policy.
11.3.
INSTITUTIONAL DEVELOPMENT ISSUES OF UP PWD
11.3.1.
UPPWD - A Brief History

Credit goes to Lord Dalhousie of organizing provincial PWDs in India in place of Military
Boards. UP PWD became fully functional in 1854, looking after Roads, Bridges, Buildings,
Irrigation, Power and Local Self Government engineering works like water supply and
sewerage. It is worthy of note that the Chief Engineer used to be the Secretary PWD, but in
1887 a separate post of Secretary, PWD was created. In subsequent years, subjects like
Irrigation & Power, Water Supply and Sewerage were taken away from the PWD and
Separate organizations were created for these sub-sectors. Thus, PWD retained only the
core function of Buildings and Roads.
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FINAL REPORT
In recent times, some public sector undertakings were set up to look after specialized
functions. These are:
Uttar Pradesh State Bridge Corporation (UPSBC)
Uttar Pradesh Rajkiya Nirman Nigam (UPRNN)
Uttar Pradesh State Highways Authority (UPSHA)
Uttar Pradesh Expressways Industrial Development Authority (UPEIDA)
Other Departments, viz, Rural Engineering Services Department, District Rural
Development Agencies (DRDAs), Mandi Parishads, District Boards, Agriculture department,
Irrigation Department (looking after Canal-Roads) are also engaged in the construction and
maintenance of roads.
11.3.2.
Current Functions of UPPWD

i.
PWD is responsible for the construction repair and maintenance of roads and State
owned buildings. It is also responsible for other related structures financed from the
State and Central budget allocations in UP.
ii.
PWD also carries out construction and repair work for other Government Departments,
Autonomous Bodies, Local Bodies, Boards, Corporations, Trusts, Institutions or
Corporations as deposit works after levying agency charges as per Government rules.
iii. PWD is also responsible for the execution of development, renewal and repair works of
National Highways (NH) within the State of UP. This work is financed through the
Ministry of Shipping, Road Transport and Highways (MoSRTH), Government of India,
after levying agency charges at the rates agreed between the State and Central
Government. The NHs being administered by the National Highways Authority of India
(NHAI) does not come under the purview of the UPPWD.
iv. PWD also takes up construction works of Buildings, Roads and Bridges as Relief
Works in the event of famine and floods. Such works are executed as per UP Famine
Code and rules thereof framed from time to time by the Government.
v.
As a construction wing of GoUP, PWD has to undertake the following additional

functions:
-
Technical guidance to various Institutions, Local Bodies and other Government

Undertakings, including execution and guidance to Local Bodies and Police
Department about safety for VIP visits and Traffic Management related activities
during special events;
Research Activities pertaining to Buildings, Roads and Bridges;
Operating and Maintaining ferry services;
Works of rostrum and barricading at the time of VIP visit as desired by District
Administration;
Running and maintenance of Circuit Houses, Rest Houses, and Inspection

Bungalows; realization of rent of Government buildings under PWD; assessment of
rent and valuation of private buildings acquired by the Government on hire or
purchase. Maintenance and upkeep of Ministers bungalows and Government
residences of MLAs, MLC's and other office bearers nominated by Government for
Issue of condemnation report of unserviceable Government buildings.
vi. PWD also maintains a register of land, buildings and properties belonging to the
Government under the charge of PWD.
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FINAL REPORT
vii. PWD is also responsible for ensuring that no encroachment or structure, whether
temporary or permanent, shall be erected on the land and property in the charge of
PWD. It shall also be responsible for removal of all such encroachments as per the
rules.
11.3.3.
Vision Statement
The Consultants propose that the UP PWD should adopt the following Vision Statement for
Roads governing the road policies and practices for the next 20 years:
The road network of Uttar Pradesh will be developed by the year 2031 to provide a welldeveloped hierarchy of primary and secondary roads, with surface, free from potholes,
having good riding quality, congestion free, involving private sector in implementation of
construction and maintenance to serve majority of towns and villages, road connecting all
habitation of more than 250 in the line of guidelines of Govt. of India. The road system will
complement other modes of transport and will provide economic, fuel efficient, safe and
quick means of transport. The technology of road construction and maintenance will
maximize the use of local available materials and shall not affect the environment and fully
comply with land acquisition and rehabilitation and resettlement policy of Government.
11.3.4.
SWOT Analysis
Before attempting suggestions for Institutional Development, a brief SWOT Analysis
(Strength/ Weakness/ Opportunities/ Threat) of the UPPWD organisation is presented in
succeeding paragraphs.
11.3.4.1.
Strength
Long history of existence
The UPPWD, established in the mid Nineteenth Century, is one of the oldest in the country
and has a long history of evolution, administration and adoption of innovative practices.
High Quality of Engineers
UP State has had the privilege of having some of the best Engineering Colleges of the
Country. The Thompson College of Engineering at Roorkee is one of the oldest and wellknown Engineering Colleges of India. It has now become an Indian Institute of Technology
(IIT). The Civil Engineers passing out from Roorkee have formed the back-bone of the
PWD for several years. Besides Roorkee, the Banaras Hindu University, IIT Kanpur and
NIT Allahabad have contributed to the engineering cadre of UP PWD.
Thus, the quality of engineers in the PWD is of very high standard. Many illustrious
engineers have occupied the post of Chief Engineers/ Engineer-in-Chiefs. This is one of the
major strengths of PWD.
Contribution of UP PWD Engineers in Indias Road and Bridge Building Technology
There are many contributions of UP PWD Engineers in Indias road and bridge building
technology. A selected few of these are:
i.
Since UP has a scarcity of stone materials, UP PWD engineers have pioneered the use
of bricks in pavement building. Flat bricks and brick-on-edge have been extensively
used as base courses. Similarly, over-burnt brick ballast (Jhama) has been used for
building up of the sub-base and base courses.
ii.
UP PWD has pioneered that use of bricks on the shoulders (patries).
iii. Built-up-spray Grout (BUSG) has been a cheaper specification for strengthening of
pavements. BUSG has been the contribution of UP PWD engineers.
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FINAL REPORT
iv. In the field of well foundations, the contribution of UPPWD engineers in designing has
been outstanding. The determination of scour depth, the active and passive earth
pressures with the details such as cutting edge, well kerb, well cap etc. are all
contribution of UP PWD and has helped in preparing IRC guidelines for design of well
foundation in India. It may be mentioned that well foundations, a unique foundation
technology practised in India, have been the contribution of UPPWD Engineers.
Contribution of UP Bridge Corporation
The high level of knowledge of building bridges available in the PWD led to the setting up of
the UP Bridge Corporation. This organisation, drawing heavily from the core strength of the
PWD, has built several bridges of outstanding nature not only in UP but also in other States
of India and in other countries.
The first major cement concrete pavement
UP PWD can take pride that the first modern cement concrete pavement in India, designed
on the basis of Westerguard analysis, Taylor and Sutherlands equations and Bradburys
equation for temperature stress was laid between Agra and Mathura in the early 1960s.
UP PWD Research Institute
The UP PWD Research Institute has contributed to highway research in India in a large
measure. Many distinguished engineers of national fame have adored the office of the
Director of the Institute.
Indias Road Development Plan (1981-2001) (Lucknow Plan)
The distinction of being named Lucknow Plan for the Road Development Plan (19812001) goes to the UPPWD who organised the IRC Session at Lucknow in 1984, deliberated
upon the long-term Road Development Plan and finalised the document. (Ref 1)
Development of Expressways
To UP credit should be given for conceptualizing, planning and construction of the Taj
Expressway on a Public-Private-Partnership basis. The facility is world-class and is
triggering off the development of new townships along its alignment. Several other
Expressways are being planned. No other state in India has drawn up such an ambitious
plan for construction of Expressways.
11.3.4.2.
Weaknesses
Absence of Long-Term Plan for Development
So far, the UPPWD have not evolved any long-term strategy and plan for the development
of the roads in the State. Through Indias Road Development Plan, Vision: 2021, prepared
by the Ministry of Road Transport and Highways and published by the Indian Roads
Congress in 2001 (Ref 2) had made the following recommendation:
Parallel actions need to be taken by the States. These are
i.
Preparing the State Road plans for 20 years for the respective State including the
District Master Plan for Rural Road Network after obtaining inputs from the Collector,
Zilla Parishads, Heads of Departments in charge of relevant Sectors
ii.
Arranging Local Level discussions of Non-officials and District Level officers through the
Collectors to obtain views / suggestions on the Master Plan at District level and similar
interaction at State Level
iii. Obtaining approval of the State Government to these plans and issue of formal
Government Resolution / Notification authenticating such master plans.
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FINAL REPORT
Though UP has prepared district level rural roads plan, at the instance of the National Rural
Road Development Agency, such plans for other categories of roads (State Highways and
Major District Road) have not so far been prepared. This has been a serious impediment in
developing UPs Road System. Of course the present study, though belated, is expected to
overcome the past neglect.
Poor Record of Road Safety
Uttar Pradesh has a poor record of road safety. Out of 39,033 fatalities on State Highways
in 2011, UPs number is the highest at 6,350 deaths (Ref 3). As regards accident severity
(persons killed per 100 accidents), the national average is 28.6, whereas the figure for UP
is 73.5. (Ref 3). Though there are a number of causes that lead to accidents, lack of
engineering measures is a major one, which is the responsibility of the PWD. It is obvious
that the UPPWD has to evolve a practical approach and scientific approach to make their
roads safe.
Absence of Centralised Data on Traffic Census
For planning for improvement of highways, the basic data needed is the classified traffic
volume at a number of selected points on the network. For National Highways, the count
stations are selected and traffic volume counts are taken regularly twice a year. A similar
system should have been adopted by the States. Karnataka state has selected the
permanent count stations on its State Highways, Major District Roads and Rural Roads.
This system has unfortunately not been introduced in the UPPWD. Some results are
available through the efforts of Consultants. But these do not meet the needs of lay-term
planning. After discussions with State engineers they stated that this practised was followed
earlier but was discontinued, thereby, UPPWD does not have the histological traffic census
data to compute the growth trends so that we can forecast the traffic data with elasticity
parameters. This database will also be useful to validate and update the Master Plans on
regular intervals with minimum investments and therefore, save a lot of time and resources.
Absence of Data on Road Inventory and Condition Survey
Though data on road inventory and condition survey is available on a few roads through the
work of Consultants, data on the entire network is not available. In the present study, the
Consultants have put in special efforts to bridge the gap, but it needs to be emphasized that
inventory and condition survey data should be collected on all important roads covered by
the Master Plan.
Maintenance practices are old and not cost-effective
In one of recent studies on Institutional Development of the UPPWD (Ref 4) it is indicated
that out of 85,977 employees of the PWD, gang labour strength is 62,370. Thus 73 per cent
of the PWD staff work as gang labour. It is well recognized that the gang labour system of
road maintenance is a very old system. The gang labour is not fully engaged in the
maintenance operations throughout the day and come for work at their own chosen time.
The tools they have are not efficient. Pot-hole repair mix is prepared in a crude way heating
aggregates on a metal sheet and adding bitumen and mixing with hand tools. Plate
compactors are not available. In short, the gang labour system is not technically efficient
and is not good value for money spent. Many states have stopped recreating gang labour
and have adopted mobile maintenance units mounted on a trailer towed by an agriculture
tractor and having a small emulsion cold mix unit an air compressor, jack hammers, a plate
compactor, a sprayer of emulsion etc.
UPPWD must adopt these modern techniques and gradually do away with the gang labour
system.
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11.3.4.3.
FINAL REPORT
Opportunities
Since the State has inadequate, congested poorly designed and maintained road network,
several un-bridged crossings, roads through congested towns and cities which have to be
converted to bypasses, several road-railway crossings where ROBs are needed, the
opportunities for the UPPWD to overcome these deficiencies are immense. The very fact
that UP Govt. have desired a Master Plan to be prepared for the development of roads in
the next 20 years is an indicator of the good intentions of the Government. What is required
is to seize the opportunity and deliver the goods.
11.3.4.4.
Threats
The only threat for the implementation of the road development plan is the availability of
total commitment and political will to seize the opportunity. The Consultants earnestly make
a plea to the Government to understand the seriousness of the poor condition of roads in
UP and lend full support to the PWD in implementing the Master Plan in phases over the
next 20 years.
11.3.5.
Suggestions for Re-organising the PWD

We again reiterate that the Engineer-in-Chief should be vested with the powers of Secretary
and shall report to the Chief Secretary & Principal Secretary of the State and the PWD
Minister. The suggested organisation with hierarchy is presented in Figure 11.1.
STATE CABINET
CHIEF SECRETARY
Principal Secretary
MINISTER FOR
PUBLIC WORKS
OTHER
MINISTERS
OTHER
MINISTERS
OTHER
MINISTERS
Engineer-in-Chief-cum
Secretary, PWD
FIG. 11.1 SUGGESTED HIERARCHY FOR PUBLIC WORKS

11.3.5.1.
Suggested Structure of PWD

The Engineer-in-Chief will be supported by a number of Chief Engineers. Chief Engineer
(Buildings) and Chief Engineer (Mechanical and Electrical) shall continue as at present. As
regards the Roads Sector, following Chief Engineers are recommended:
i.
Chief Engineer (Planning)
ii.
Chief Engineer (Externally Funded Projects)
iii. Director, Research Institute

iv. Chief Engineer (Traffic Engineering and Road Safety)
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v.
FINAL REPORT
Chief Engineers of Work Zones
vi. Director, Highway Engineers Training Institute

vii. Chief Finance and Accounts Officer
viii. Chief Engineer, PPP
ix. Chief Engineer, Quality Management
x.
Chief Engineer, Rural Roads
xi. Chief Engineer (Designs)

Figure 11.2 presents the suggested organization structure the functions of each constituent
illustrated below:
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FINAL REPORT
ENGINEER-IN-CHIEF
PWD
Chief Engineer
(Planning)
Chief Engineer
(Externally Funded Projects)
Chief Enginner (Traffic Engineering and Road Safety)
Zonal Chief Engineers Works
Chief Engineer
(Public Private Partnership)
Director Research Institute
Director Highway Engineers Training Institute

Chief Administration, Finance and Accounts
Chief Engineer
(Buildings)
Chief Engineer
(Mechanical and Electrical)
Chief Engineer
(Rural Roads)
Chief Engineer
(Design)
Fig. 11.2 ORGANISATION STRUCTURE OF ENGINEER-IN-CHIEF
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11.3.5.2.
FINAL REPORT
Chief Engineer (Planning)

This position is an important one and the officer is vested with the following functions:
i.
ii.
iii.
iv.
v.
vi.
vii.
11.3.5.3.
To examine the long-term Plan prepared by Consultants and to recommend to the

Government to notify new SHs, MDRs and ODRs. In this process the entire SHs, MDRs
and ODRs should be renumbered on a rational basis.
To phase the investment proposed on the Core Network and Up-gradation into
convenient five year phases, which may coincide with the States Five Year Plans.
To prepare the budget outlay for original works for each year.
To collect and update the traffic census and road inventory data on each road included
in the Master Plan.
To computerize the entire data pertaining to the PWD. A note on the Computerisation of
the PWD is given in Appendix 11.1.
To handle the work relating to Road Asset Management (RAM). A note on Road Asset
Management is given in Appendix 11.2.
To identify the works to be proposed for (i) External Funding (ii) PPP mode of
implementation.
Chief Engineer (Externally Funded Projects)

In UP, several projects can be posed for financing from external funding from agencies
such as the World Bank and Asian Development Bank. Preliminary selection of such
schemes will be suggested by the Chief engineer (Planning). The projects will be further
screened by the Chief Engineer (Externally Funded Projects). The Feasibility Reports and
Detailed Project Report will be got prepared through Consultants conforming to the
guidelines of the funding agencies. Once the projects have been cleared for funding, the
Chief Engineer will prepare Tender Documents, invite bids and award the contracts as per
guidelines of the funding agency. The Chief Engineer will prepare Land Acquisition and
Rehabilitation and Resettlement (R&R) of Project Affected Persons. He will help the
agencies to get Environmental clearance. During the execution stage, the Chief Engineer
will get the works supervised through Consultants. He will be responsible for preparing
progress reports to be sent periodically to the funding agencies. He will ensure that as
built drawings and design reports are preserved for future reference.
The projects can be managed through a robust programme by a Programme Management
Consultants the process which is being recently followed & adopted up by DMICDC for
implementing infrastructure projects in the vicinity of DFC Corridors. This will also be
appreciated by multilateral Funding Agencies like ADB and World Bank.
11.3.5.4.
Director, Research Institute

UP is fortunate to have a full-fledged well-equipped Research Institute located adjacent to
the PWD premises. This institute carries out research on all sectors such as roads,
buildings and irrigation. But the bulk of the research is related to roads, and hence the
Consultants suggest that the Research Institute be under the PWD, Engineer-in-Chief and
be headed by an officer of the rank of Chief Engineer. The Consultants recommends that
the following topics be taken up for detailed research on road subjects:
i.
ii.
iii.
iv.
v.
vi.
Use of cement, lime, flyash, chemicals for stabilisation of roads, thus dispensing with
the use of costly stone aggregates.
Development of procedures for overcoming the drawbacks of sodic soil.
Measures to overcome the boggy action commonly noticed in UP.
Use of white-topping as an alternative to bituminous overlays.
Study of economics of flexible versus cement concrete pavement for new pavements.
Innovative technology options.
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11.3.5.5.
FINAL REPORT
Chief Engineer (Traffic Engineering and Road Safety)

UP has a poor record of road safety. To deal with this serious problem, a separate Chief
Engineer (Traffic Engineering and Road Safety) should be made responsible to deal with
the following issues:
i.
ii.
iii.
iv.
v.
vi.
11.3.5.6.
Identification of Accident Black Spots and measures to improve the safety

Establishment of Traffic Aid Posts including providing well equipped Ambulances in
critical locations
Conducting Safety Audit of Roads
Analysis of each accident report collected by the Police and analysing the causes and
engineering measures to overcome the deficiencies.
Providing street furniture
Providing Rest areas
Chief engineer (Work Zones)

Since UP is a large state with over 71 districts, it is preferable to have Zonal Chief
Engineers. This system is already in existence and should be continued. The Zonal Chief
Engineers should be in overall charge of all works within their respective jurisdiction,
including (i) survey and investigations (ii) preparation of DPRs (iii) execution of works (iv)
quality management (v) progress reporting.
11.3.5.7.
Director, Highway Engineers Training Institute

The Consultants are of the view that the UP PWD engineering cadre should be reorganized
are under:
i.
A cadre of Class I and Class II Engineers should be formed in the PWD. Class I
entrants should be recruited through a competitive examination and will join as
Assistant Executive Engineers. They should be promoted as Executive Engineers after
3 years. Class II cadre can be formed of candidates securing lower ranks in the
competitive examination, and will join as Assistant Engineers. These will be eligible to
be promoted as Executive Engineers after 5 years of service. Class II cadre is also
open to diploma holders, who join as overseers/ junior engineers, on the basis of a
fixed quota. The above system is followed successfully in MORTH, CPWD,
Maharashtra PWD and Gujarat PWD.
ii.
A systematic training programme should be instituted in the PWD. A Highway

Engineers Training Institute should be set up on the lines of NITHE (now called Indian
Academy of Highway Engineers-IAHE) in NOIDA, Delhi and Training centres in
Maharashtra and Gujarat and CPWD. The training should cover at entry training & inservice training at various levels
The UPPWD should also depute its engineers to the training programmes being offered by
NITHE (IAHE) and CRRI. The Training Institute should be headed by a Director of the rank
of a Chief Engineer. The UPPWD should formulate guidelines for review of its cadre as
suggested at (i) above and get the same approved by the Government at an early date.
11.3.5.8.
Chief Finance and Accounts Officer

The officer shall be responsible for the following tasks:
-
Budgeting for original works and maintenance works.

Mobilisation of resources, their disbursements and appropriate accounting.
Management of the Road Fund, interacting with other members of the Committee
appointed for the purpose.
All the accounting procedure should be computerised.
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11.3.5.9.
FINAL REPORT
Chief Engineer, PPP

It is abundantly clear that the funds required for the modernization and maintenance of UPs
roads are huge and the requirements cannot be met with from budgetary resources alone.
The one promising alternative is to involve the private sector to participate in the process
through various options such as: BOT (Build Operate and Transfer), DBFO ( Design, Build,
Finance and Operate), Annuity Payments & Output and Performance Based Maintenance
Contracts.
11.3.5.10.
Chief Engineer (Quality Management)

Quality Management of road works which will be taken up on a large scale in the coming
year is a matter of great importance. Quality Management is achieved in three different
tiers:
First Tier: Contractor exercises quality control measures.
Second Tier: The supervisory staff (either PWD engineers or supervisory consultant)
makes independent checks and carry out independent tests.
Third Tier: The entire set of test results available from Tier 1 and Tier 2 are analysed at a
central place, and some random tests are conducted.
It is for the third tier that a Chief Engineer is separately earmarked and is in charge of the
total quality management. The random checks by the Chief Engineer at Tier 3 will instil a
sense of responsibility at Tiers 1 and 2 and will make the tests authentic.
11.3.5.11.
Chief Engineer (Rural Roads)

Rural Roads under PMGSY programme, NABARD funding and other sources are currently
being looked after by various agencies. It is felt that the entire Rural Road programme be
centralized with a Chief Engineer in charge.
11.3.5.12.
Chief Engineer (design)

Most of the progressive PWDs in the country have a Central Design Office (CDO) where
complicated designs of bridges, fly-overs, highway elements are carried out. It is strongly
recommended that the UPPWD also set up a Central Design Office under a Chief Engineer
(Design) to whom the various PWD engineers can request for assistance in evolving
complicated designs. The CDO will be the repository of the best and latest developments in
design.
References
i.
Road Development Plan for India (1981-2001) (Lucknow Plan), Published by the Indian Roads
Congress, New Delhi, 1984.
ii.
Road Development Plan, Vision: 2021, Ministry of Road Transport & Highways, Published by the
Indian Roads Congress, New Delhi, 2001.
iii.
Road Accidents in India, 2011, Ministry of Road Transport & Highways, Transport Research
Wing, New Delhi, 2012.
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FINAL REPORT
Appendix 11.1
COMPUTERISATION OF PWD
A quantum jump in the functioning of the UPPWD can be achieved by computerisation of its
working in a modern way so that the public works can be delivered timely and costeffectively and transparently. The Consultants strongly advocate a project of
computerisation of the PWD to be taken up on the lines of the Assam PWD
Computerisation Project (APCP) which is a major land-mark in PWDs working in India. The
Project can be posed for funding from the World Bank.
The computerisation will lead to:
Standardised work activities
i.
efficient flow processes for approvals, with lesser paper work and clear lines of
communication
ii.
data base with easy accessibility by the headquarters and field offices for all project
related activities
iii. improved project management including planning, scheduling, contract supervision,

execution and resource utilisation
iv. improved road maintenance management
v.
efficient procurement of services of consultants, contractors and vendors
vi. reduction in physical travel of officials within the state for frequent meetings, particularly
of Executive Engineers and Superintending Engineers
vii. transparency in the activities of the PWD with provision for enabling public interface
viii. improved services to the other Government Departments (Finance, Planning,
Transport, etc.)
ix. assistance in tendering
x.
prepare Specifications, BOQ items for bids

receive quotations
technical evaluation
compare financial bids
issue Letter of Acceptance, Work Order
assistance in Project Management

-
create project details such as cost, contract value, time schedule

create budget
interface PRIMAVERA software for project management
xi. assistance in Finance and Accounting

-
create and maintain finance budget

generate bills, invoice
payment to Contractors/ vendors
receive rents, hire charges etc.
maintain bank accounts
xii. assistance in DPR preparation

-
prepare estimates
accord Administrative Approval and Technical Sanction
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FINAL REPORT
xiii. assistance in Asset Management

-
create and update road inventory

create annual maintenance programme
distribute maintenance budget
prepare DPR for contract maintenance work
xiv. assistance in Quality Control

-
create and maintain Quality Register

take action on non-conformance
track action taken
xv. assistance in Inventory and Store

-
create and maintain inventory

maintain divisional/ central store
issue to projects
return from projects
xvi. maintain web connection between field offices and Headquarters

xvii. GIS data on road inventory
xviii. to store As-built drawings of a Project
xix. to preserve topographic data, designs, ROW data
xx. to preserve all relevant Codes, Guidelines and Specifications so that Engineers can
access it from any site
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FINAL REPORT
Appendix 11.2
ROAD ASSET MANAGEMENT (RAM)

The large network of roads and their components (land, bridges, traffic aids, pavement,
equipment etc.) represent huge assets of the Government. The optimisation of the
preservation, upgradation and timely replacement of the assets through cost-effective
management, programming and resource allocation on business principles should receive
the GOUPs attention. The Consultants strongly recommend the GOUP to start a project to
adopt a RAM which will consist of:
- enunciation of goals
- inventory of assets
- valuation of assets
- quantitative condition and performance measures
- performance prediction models
- links to the budget
- engineering and economic analysis tools
- presentation of outputs
- continuous feedback procedures
The Consultants recommend that this project can be made a component of World Bank
Funding.
11.4.
PUBLIC PRIVATE PARTNERSHIP (PPP) POTENTIAL
11.4.1.
Introduction
Transport share spending as a share of total public investment in India has been declining
steadily over the years and as a result, there is a severe shortage of public funds available
for road construction and maintenance. Private financing for road improvements thus
constitutes a critical element of NHAIs strategy for funding projects under the NHDP and
the Government of India has introduced a number of policy initiatives aimed at encouraging
the level of International, as well as, domestic private sector participation in the construction
and maintenance of roads on various PPP formats.
Figure 11.3 - illustrates the framework for assessing the potential of a transportation project
to be delivered as a PPP. This framework includes both the contextual factors and various
institutional issues likely to be encountered in developing and implementing a PPP project.
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FINAL REPORT
Institutional
Context
Project
Type &
Scale
Sources of
Funding
Potential
for PPP
Nature Level of
Private
Sector
Involvement
Stages of
Project
Developm
ent Cycle
Figure 11.3: FRAMEWORK FOR PPP POTENTIAL ASSESSMENT
11.4.2.
Appraisal of State Road Fund Policies

We have noted that the UP State have taken a number of initiatives in this direction, such
as:
-
UP Road Development Policy (2012 Recent)

Guidelines for BOT Policy (1998)
Creation of the State Road Fund (1998)
UP State Highway Authority (2004)
The strategy that UP Govt. intends to adopt is the creation of separate infrastructure
development department for innovative & transparent PPP initiatives. The Government has
formulated detailed guideline for all aspects of PPP.
11.4.3.
State Road Sector

State Highways (SHs) and Major District Roads (MDRs) constitute the secondary system of
road transportation in the country. State roads carry heavy to medium traffic. It is assessed
that the secondary system carries about 40 percent of the total road traffic.
The status of MDRs is particularly worrisome. One of the main reasons for this is that the
funds made available for these roads are inadequate. Some of the major constraints faced
by the State in the execution of the programmes;
(i) Lack of Policy and Planning
(ii) Control on Pre-Construction Activities
(iii) Capacity Constraints
(iv) Lack of Finances
(v) Weaknesses of Consultancy and Contracting Industry.
11.4.4.
Planning for the Future

th
The recommendations of 12 Five Year Plan have focussed on Stae Highways

Development and suggested that there is a need now to identify a Core Network of major
arterial routes. It is important that Core road network should have a Corridor Concept.
Holistic planning needs to be undertaken professionally through proven expertise, involving
SH and MDR under this concept. It should be possible for traffic to move at an average
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FINAL REPORT
speed of 60-70 km per hour, so that commercial vehicles being the carriers of economy can
cover a distance of 500 to 600 km in one day.
The Core Network of State Roads should, essentially, comprise of SHs and MDRs, which
have high volumes of traffic or have such potential. Further, entire length of existing 4-lanes
and stretches on which 4-laning of SHs and MDRs are being / to be undertaken should
essentially be part of the Core Network. All SHs / MDRs having traffic beyond a certain
threshold (say e.g. about 5,000 PCUs per day AADT at present) may also be included
under Core Network. Surfacing and 2-laning of such roads under Core Network may be
done on priority, if already not done. Priority may be given for development of Core
Network. Further, priority may be given for roads under Core Network for their future upgradation as National Highways.
th
The 12 Five Year Plan also envisages alike NHDP, States should formulate State Road
Development Programme/Project (SRDP) to be developed in defined phases. The total
network of SHs and MDRs should be identified by each State as a long-term vision
(preferably by 2031). The policy should be to cover the entire Core Network under this
programme as far as possible.
In relation to protection of environment the Concept of Green Highways is another initiative
that can be appropriately planned and designed. States may take up some Pilot projects
and implement the same.
11.4.5.
Strategies for Implementing State Roads through PPP

The Central Government has created a window for providing viability gap funding (VGF) up
to an amount of 20 percent of the project cost. Additional cost of 20% of project cost can be
provided by the State Government to the private entrepreneur. By a careful concession
design and phased approach for development, it should be possible to cover some part of
SHDP through private sector financing by leveraging the budgetary resources. State
Highway Development Plan (SHDP) would need the support of the Government Budget.
For this, the support of the World Bank/ADB towards financing of these roads needs to
continue. Preparing a blue print of identified major State Road Sections for PPP, PSP will
help the State to achieve its part financing needs. Implementing the projects would enable
State to achieve its growth objectives.
BOT (Annuity) Models being currently practiced needs a review with respect to cost and
level of service vis-a-vis Government regular budgeted and Externally-Aided projects. This
will help to firm up clear opinion. There has been hesitancy from some State Governments
on annuity type of projects, as it is generally considered as a form of deferred liability.
Undertaking study across all the States and Government agencies will not only help in
taking an opinion but also will enable formulation of guidelines for deciding on the extent of
such projects.
The Planning Commission has formulated a Model Concession Agreement (MCA) for
undertaking capacity augmentation of National Highways and State Highways on BOT
basis. This agreement provides for a sound legal framework and addresses the concerns of
various stakeholders in a balanced manner. They have also standardized the documents
on procurement of projects as also procurement of services of technical, financial and legal
advisors. The State Government may continue to take advantage of these documents with
slight modifications relevant to their environment. The Model Concession Agreement (MCA)
has to evolve on continuous basis through a process of consultation with all the
stakeholders.
Some of the key financing issues faced by the State are due to underdeveloped bond
market which has constrained PPP road projects to mainly depend on debt from
commercial banks. What we lack is the presence of long-term savings institutions, such as
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FINAL REPORT
insurance companies and pension funds having long-term liabilities, with appetite for longterm debt instruments in PPP project funding. Commercial banks are also increasing facing
limits on their exposure to infrastructure sector, which also affect funding of road PPP
projects. Commercial banks also face issue of asset liability mismatch as PPP projects
require long term funding. Debt to road PPP projects is classified as unsecured by
commercial banks since no tangible physical security is available to lenders. Due to this
such debts carry higher interest rates and quantum limitations.
The State may also explore other sources of revenue for PPP projects such as advertising,
real estate development, way side amenities, mobile towers, additional stamp duty on road
side properties etc. The implementing recommendations of committees on financing of PPP
infrastructure projects and other related initiatives which are being debated with the
stakeholders may also be referred by various expertise(s) and debated all over.
Alternatively, if the State Government desires it can involve experts to evaluate the
procedures and study Project Specific Value for Money (VFM) Analysis to decide on the
maximum level of Government support for the project rather than restricting to a general
cap of 40% of total project cost.
11.4.5.1.
Monitoring Performance of Private Developers

The various Performance Indicators for Monitoring can be categorised as;
Timeliness: Timeliness of tasks and reporting
Value for Money: cost justifies the quality and work output as per market standards and
best practices.
Quality: work meets standards and requirements
Responsiveness: coordination with awarding Authority and ability to find win-win situations
Reputation: Market reputation and perception
Experience and Skills: Level of experience and skills suitable for work.
Capacity: Resources and organization capacity varying with variety and size of work
Dispute History: track record in disputes and litigious nature.
11.4.6.
Review of PPP Initiatives in Other States in India

A sound infrastructural foundation is the key to the overall socio-economic development of
a State. Availability of adequate and efficient infrastructural set up not only promotes rapid
industrialization, but also improves the quality of life of the people. This sector includes
railways, roadways, ports, aviation, power, telecommunication, etc. The Central, as well as,
few State Governments have successfully harnessed private sector partnerships in road
development in India. Though, recently due to economic slowdown the overall enthusiasm
has ebbed and we look forward to lessons learnt from earlier innovations and new set
guidelines will emerge with more explicit risk sharing elements between Government and
Private sector so that participation will be more resolute with definite contributions.
11.4.6.1.
State Level Initiatives in PPP

-
A substantial share of PPP projects are being funded through multi-lateral assistance,
state budgetary support etc.
Projects being taken up through PPP are increasing in size/investment
VGF has enabled taking up of State Level projects that would have, otherwise been
commercially unviable
Funding for State Sector Road Projects an issue and lenders concern driven by lower
credit worthiness of most of the State Authorities vis--vis National Authorities, lack of
homogeneity in procedures adopted by various States.
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FINAL REPORT
The leading users of PPP in road sector have been Rajasthan, Andhra Pradesh, Karnataka
and Tamil Nadu. In this section we have described some PPP initiatives taken at State level
for the implementation of road projects:
RAJASTHAN
Announced State Road Policy in 1994 to facilitate the entry of private sector in roads.
Rajasthan Road Development Act was enacted in 2002 to encourage greater level of participation
of private sector in the development of road sector
State Road Development Fund Act, 2004 enacted under which non-lapsable State Road Fund
(SRF) created by levy of 50 paisa cess on petrol / diesel. SRF is being
leveraged to take up large / mega State Highways project.
MADHYA PRADESH
Madhya Pradesh has constituted a State Level Committee (SLC) under the
chairmanship of the Chief Secretary for all infrastructure projects being undertaken in PPP mode.
All PPP Projects requiring VGF require approval of SLC.
To offer a proper financial support to public private partnerships in infrastructure, the central
government has devised a scheme known as VGF (Viability Gap Funding). Under this, the central
government provides a grant up to 20% for infrastructure projects.
To address the acute shortage of funds for repair and maintenance of roads, in September
2001 the Government of Madhya Pradesh decided to utilize the Mandi Funds (created for
development of roads for Krishi Upaj Mandi Market area) for repair and maintenance of State
roads
The Government of Madhya Pradesh (GOMP) issued a Gazette notification on 15 March 2000
to levy a market fee of 2 per cent on every sale of agriculture produce brought from outside
the State or that were sold in the State. The fees was to be collected by Mandi Committees and
were to deposit 85 per cent of the fee to the MP
State Agriculture Marketing Board (Board) under the head Kisan Sadak Nidhi (Mandi Funds)
for development of roads of Krishi Upaj Mandi Market area and balance 15 percent was to be
retained by the board for agriculture research and infrastructure development.
MAHARASHTRA
The Government of Maharashtra has finalized its policy and procedures for taking up the road
projects through private sector participation. The salient features are as follows:
A Cabinet Sub-Committee is formed to take fast decisions related with infrastructure projects.
Powers of approving privatization projects costing up to Rs. 25 crore are delegated to the P.W.
Department. For projects costing more than Rs. 25 crore, approval from the Cabinet Sub
Committee is taken.
The Bombay Motor Vehicles Tax Act (Sec. 20) is amended to make it possible for the
Entrepreneur to collect toll.
The Government has finalized its Toll Policy. The toll rates for different category of vehicles
have been fixed for a block of 3 years with the increase of 6% per annum to be effected after
every 3 years.
Separate Toll structures for projects costing up to 20 crores and for projects costing from 20-75
crore have been finalized. For projects costing more than 75 crore toll rates are fixed for
individual projects.
The Government has also decided to provide viability gap funding to the proposal under Public
Private Participation. The Works costing Rs. 864 crore with viability gap funding of Rs. 351 crore
have recently been approved under this scheme.
To expedite the decision, for projects to be taken through privatization a separate cell has been
created in the P.W. Department at Government level.
KERALA
Created Kerala Road Fund in 2001.
The objective was to mobilize non-budgetary resources for the development and maintenance
of the state road network
The Kerala Road Fund was created to demonstrate greater commitment to the development
and maintenance of the PWD road network and to mobilize greater non-budgetary resources
TAMIL NADU
Formed Tamil Nadu Road Development Company (TNRDC), a JV of TIDCO and IL&FS (50:50)
to develop road projects
East Coast road project developed on PPP
PUNJAB
Formed an apex body for overall planning for infrastructure sectors
Designated as PPP cell for infrastructure development in Punjab
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FINAL REPORT
Provide a regulatory framework to attract private investments into the infrastructure sectors and
act as a single window clearance.
Levy cess on food grains through their market committees and the proceeds are utilized for the
construction of link roads and their maintenance in rural areas
Some states in India levy cess on food grains through their market committees and the
proceeds are utilized for the construction of link roads and their maintenance in rural areas.
The states of Punjab and Haryana started these practices in the early 1970s. Rajasthan
followed immediately thereafter. Uttar Pradesh and Madhya Pradesh have also joined such
moves. Funds in such cases are managed by market committee boards. In the sugar-cane
belts of some states, sugar cooperatives contribute funds for repair and maintenance of
roads. Similarly, in coal field areas, mining authorities contribute towards road rehabilitation
and maintenance. Some States levy additional charges on road users in various ways to
generate extra revenue for the road development:
11.4.7.
Uttar Pradesh: Entry tax of 4 per cent on value of goods brought in State territory
Additional sales tax of 4 per cent on diesel and 6 per cent on petrol for road sector
Maharashtra: Cess of Rs. 1 per litre on petrol and diesel
West Bengal: Cess of Rs. 1 per litre on petrol and diesel
Madhya Pradesh: Surcharge of 15 per cent on petrol and diesel
NH Policy (Draft) for PPP

In order to meet the huge investment requirements in the sector, Government has taken a
number of measures to attract private sector participation. The Central Government has
amended the NH Act to permit private entrepreneurs to undertake NH projects on a BOT
basis. The salient features of the MORTH policy on private sector participation are as
follows:
-
The policy of privatisation will be implemented by the NHAI and in exceptional cases by
the State Public Works Departments.
The basic principles in identification of NH projects for private investments would be

that the project is an approved project of the Ministry of Road Transport & Highways
and it is capable of yielding adequate financial return.
The Government will provide support by carrying out all preparatory works, such as:
-
Feasibility study
Land for right-of-way and road side facilities
Relocation of utility services
Cutting of trees
Removal of encroachments and resettlements and rehabilitation of persons
affected from the projects. Depending upon financial viability, the cost for the
above activities may be recouped from the project.
Suitable traffic support/guarantee will be provided on a case to case basis.
Exemption will be given from import duty on identified high quality construction plant
and equipment.
Foreign Direct Investments up to 74 per cent would be permitted automatically. Beyond

that, proposals would need clearance of the Foreign Investment Promotion Board.
A five year tax holiday is available followed by a further five year period of 30 percent
exemption and this concession can be availed of in any 10 consecutive years during
the first 20 years of operation. (Section 80 IA (12) (ca) of the Income Tax Act, 1961).
Up to 40 percent may be excluded from Income Tax of the income derived by financial
institutions from finance they provide for infrastructure projects.
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11.4.8.
FINAL REPORT
Exemption is available from Income Tax on the income from dividend and interest on
long term capital gain derived from investments in the form of shares or long term
finance to any enterprise set up to develop, maintain and operate an infrastructure
facility.
Subscription to equity shares and debentures are eligible for deductions under Section
99 of the Income Tax Act.
Real estate development can be made integral part of BOT projects to enhance their
financial viability.
NHAI can provide capital grants to be developers of a road project for project cost on
case to case basis.
NHAI can participate up to 30 per cent of total equity of a company floated to develop a
road project.
The ownership of the land for the highway construction and roadside facilities would
continue to vest in Government. Mortgaging and subleasing of this land for raising
finances is not allowed. However, land will be given on lease to entrepreneurs.
There will be provision of unified check barriers at the inter-state borders for the use of
all government authorities. Such barriers would be located outside the right-of-way with
proper entry/exit layout.
Disputes resolution and arbitration would be under the Indian Arbitration and
Conciliation Act, 1996. (It incorporates UNCITRAL provisions).
Entrepreneurs would be protected against force majeure situations including political,

non-political and legislative changes.
There will be a standard concession agreement, which addresses the concerns of

various stake holders in the project.
PPP on State Highways

Having seen the success of National Highways PPPs, State Governments too have used
the models adopted by NHAI. The typical PPP contract structures include BOT (Toll) and
BOT (Annuity). Recently, states like Tamil Nadu and Karnataka have gone a step ahead
and adopted innovative PPP models which have not been tried at the Central Level. Tamil
Nadu has adopted a hybrid annuity model for its Outer Ring Road project near Chennai.
The hybrid PPP model for the Greenfield project comprises both grant and annuity. The
State would provide the developer a project support fund during construction and semi
annuity during the operations period. Similarly, Karnataka has adopted the hybrid annuity
model for the upcoming four projects under the KSHIP (Karnataka State Highway
Improvement Project) programme being funded by the World Bank. The government would
pay 50% of the construction cost during construction and pay annuity during operations.
In the case of a PPP project, the private sector has a borrowing cost which is higher than
that of a State Government. Hence, a fraction of the cost on project financing in case of
hybrid annuity is less than the normal annuity framework. In the annuity model, the entire
cost of project is financed at the cost of capital of the developer. The annuity receivable by
the developer has to be higher to meet the return expectation which is over and above the
cost of capital.
11.4.9.
Recent Empanelment Initiatives by NHAI

Initiatives such as annual pre-qualification of applicants and e-tendering have been
welcomed by the industry. Annual pre-qualification is a process adopted by NHAI recently.
Earlier, developers were asked to submit applications for qualification for each and every
project. That not only made the process repetitive adding to redundancy but also resulted in
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FINAL REPORT
a lot of time being consumed in this task. NHAI, with the advent of request for annual
qualification (RFAQ) process, has released a list of developers who have been adjudged as
qualified for the year with the cost of projects for which they can submit bids. This has
reduced a lot of paper work without compromising the transparency of the bidding process.
With players becoming more and more aggressive in bidding for road projects, developers
feel that the annual qualification process has helped them assess competition better.
Developers also feel that they are able to assess the appetite of each other developer(s) in
bidding for highway projects.
In addition, the e-tendering mode of submission of bids too has reduced paperwork to a
greater extent. The option for making payment for purchase of applications has also been
made available online to the developer.
11.4.10. Evaluation of Various PPP Models
Public Private Partnerships (PPP) is being regarded as the most viable mode for execution
of infrastructure project at the Central & State level. PPP enable various agencies
responsible for surface transportation infrastructure to involve private firms to a greater
extent performing various functions. The private sector is better able to accomplish while
retaining those functions the public sector is best at performing. Figure 11.4 below
summarizes the major phases that comprise the delivery of infrastructure projects and the
relevant PPP formats.
The PPP models vary from short term simple management contracts (with or without
investment requirements) to long term form. These models vary mainly by:
-
Ownership of capital assets

Responsibility for investment
Assumption of risks
Duration of contract
The PPP models can be broadly classified into four categories as discussed below:
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Preplanning &
Acquisition
Specialized
Consultants
Finance
Design
FINAL REPORT
Construction
Operation &
Maintenance
Design-Build
Upkeep &
Improvements
Private Ownership
of Assets
Design-Build-Operate-Maintain
DBFO / BTO / BOT / BOO / BOOT
Design-Build-Finance-Operate/ Built-Transfer-Operate/Build-Operate-Transfer
Build-Own-Operate/Build-Own-Operate-Transfer
Figure 11.4 MAJOR PHASES OF ROAD PROJECT DEVELOPMENT & DELIVERY
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FINAL REPORT
Management Contracts:
A management contract is a contractual arrangement for the management of a part or
whole of a public enterprise by the private sector. Management contracts allow private
sector skills to be brought into service design and delivery, operational control, labour
management and equipment procurement. However, the public sector retains the
ownership of facility and equipment. The private sector is provided specified responsibilities
concerning a service and is generally not asked to assume commercial risk. The private
contractor is paid a fee to manage and operate services. Normally, payment of such fees is
performance-based. Usually, the contract period is short, typically two to five years.
Turnkey:
Turnkey is a traditional public sector procurement model for infrastructure facilities.
Generally, a private contractor is selected through a bidding process. The private contractor
designs and builds a facility for a fixed fee, rate or total cost, which is one of the key criteria
in selecting the winning bid. The contractor assumes risks involved in the design and
construction phases. The scale of investment by the private sector is generally low and for
a short-term. Typically, in this type of arrangement there is no strong incentive for early
completion of a project. This type of private sector participation is also known as
Design & Build.
Lease:
In this category of arrangement an operator (the leaseholder) is responsible for operating
and maintaining the infrastructure facility and services, but generally the operator is not
required to make any large investment. However, often this model is applied in combination
with other models such as build-rehabilitate-operate-transfer. In such a case, the contract
period is generally much longer and the private sector is required to make a significant level
of investment.
Concessions:
In this form of PPP, the Government defines and grants specific rights to an entity (usually
a private company) to build and operate a facility for a fixed period of time. The Government
may retain the ultimate ownership of the facility and/or right to supply the services. In
concessions, payments can take place both ways: concessionaire pays to government for
the concession rights and the government may also pay the concessionaire, which it
provides under the agreement to meet certain specific conditions. Typical concession
periods range between 5 to 50 years. It may be noted that in a concession model of PPP,
an SPV may not always be necessary. The various types of concession agreement or
arrangements with their variations and combinations may be arrived at by the Government
Agency or Local Authority for undertaking infrastructure projects:
-
Build-and-Transfer (BT)
Build-Lease-Transfer (BLT)
Build-Operate- Transfer (BOT)
Build-Own-and-Operate (BOO)
Build-Own-Operate-Transfer (BOOT)
Build-Transfer- Operate (BTO)
Contract-Add- Operate (CAO)
Develop-Operate-Transfer (DOT)
Rehabilitate-Operate-Transfer (ROT)
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FINAL REPORT
Rehabilitate-Own-Operate (ROO)
Consultants recommend the following strategy (flow chart) to set up a viable PPP
procedure suitable to road system and conditions in Uttar Pradesh.
Viability of road transport project as a PPP depends on number of factors that relate to the
legal and institutional environment within which the project will be developed and the
specific attributes of the project itself. The criterion that is deemed necessary to assess the
suitability of project for development using PPP approach and its likelihood success are
listed below:
Preliminary
project
planning
Preliminary
project
planning
Establish
Eligibility of
project for
PPP
Solicit
proposals
from short
listed
prospective
private
providers
Threshold Criteria for

Considering PPPs
Project Scale
Project size in
terms of cost
and finance
Select best
developer/
private
player
Establish
PPP
agreeme
nt with
contract
term
Decision Factors for

Selecting PPP Approach
Public Demand
Economic
development
potential
Satisfy
transportation
mobility need
Project Stage &

Risk Profile
Preliminary
concept
planning
Responsibilities
of public sector
Project Revenue
& Funding
Potential
Tolls,
availability
payments, joint
development,
ROW
The consultants have screened and listed the road projects that could be taken up for PPP.
Once the roads are identified the next step will be to develop model packages for different
road sections to be taken up for PPP with bundling and unbundling of packages. The exact
viability can only be assessed after the preparation of detailed project reports and phasing
of investments and returns.
11.4.11. Specific Issues on PPP
11.4.11.1.
Alternate Revenue Mechanisms

Alternative revenue sources could be explored from;
i.
Advertisement rights
ii.
Allow real estate development along the Highway Corridor, especially large townships
connecting the terminal ends of the sections
iii. Way side amenities and fee from ROW users like fiber optic cables, mobile towers etc.
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11.4.11.2.
FINAL REPORT
Environmental, Forest & Wildlife Clearances

It has been observed that various PPP projects face issues relating to delays in receiving
environmental, forest or wild life clearances and permission to cut trees etc. Process for
taking such clearances from concerned department at State level should be initiated at an
early stage of the project cycle.
11.4.11.3.
Need for a Regulator

There is no independent regulatory authority for Roads & Highways Sector. Current
arrangement results in a potential conflict as the rule making body is also the implementing
body and there is no independent assessment of its performance across various
parameters. Potential Key functions of the Regulator could be;
-
11.4.11.4.
Tariff Setting
Regulation of Service Quality
Assessment of Concessionaire Claims
Collection and Dissemination of Sector Information
Service-Level Benchmarks
Monitoring Compliance of Concession Agreements
Capacity Building Initiatives

Some of the key considerations for the same are:
-
11.4.11.5.
Enhancing cross-functional understanding in implementation agencies through training

and development programmes
Restructuring of Government Institution in order to best use and develop capacity to
raise resources, vendor management, concessionaire management and
implementation of projects
Segregating project implementation from project formulation and therefore, the need for
a separate procurement division.
Decentralization of power and enhanced availability of skill manpower at regional levels
Adoption of professional management principles and manpower
Creation of databases as policy and decision support system
Development of streamlined processes & systems leveraging information technology.
Better synchronization between State level agencies and disciplines for sharing
resources and knowledge
Training policy focusing on needs of training at entry, on job site and periodic refresher
courses.
Encouraging Engineering and Technical Institutions to attract students in Highway
Engineering Profession with skill sets in Finance and Management besides
Engineering.
Respective institutions to carry out Training Needs Analysis to identify the skill gaps
with a definite and approved training calendar.
Involvement of contractors / developers in developing skilled resource pool on a
sustainable basis.
Apprenticeship development by contractors/developers with provisions for subsequently
deploying trained manpower to authorities. Allow only trained technicians from the
concessionaires in the field jobs in addition to engineering pool strengths.
Tolling Issues
Government
The Road Pricing and Rate of User Fee should be fixed purely on the basis of the
benefits accruing to the users on account of up-gradation of the facility as compared to
existing facility. The Government may also consider undertaking a sound Cost Allocation
Study of providing and maintaining roads due to cars, buses and trucks.
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FINAL REPORT
The existing policy of fixation of toll rates needs to be reviewed especially for 2-lane
sections and bypasses, permanent bridges, etc. Being upgraded
Similarly, the reduction in rate of tolling after recovery of capital cost for public funded
projects or after expiry of the concession period for private investment projects need to
be reviewed.
Standardizing electronic and cash tolling system by using RFID based tolling for
electronic toll collection and one toll card for toll payment across all/major toll plazas.
Weigh in motion systems should be used as primary overweight detection equipment,

which should divert only the overweight vehicles to static scale systems.
To develop holistic approach towards toll road management and ensure proper
maintenance and timely overhauling of tolling system
Leakage in tolling is a cause of serious concern, full automation of tolling should be

planned and implemented at all levels
Electronic Toll collection (ETC) system need to be progressively introduced in all the
sections in order to avoid congestions at toll plazas and facilitate smooth flow of traffic.
If the system is fully access controlled Closed System of tolling need to be introduced
The Congestion Pricing policy may be adopted for levy of additional toll, especially for
Heavy Goods Vehicles (HGVs). This would enable collection of additional revenue, help
in protecting environment and maintaining the life span of road.
In case of significant and unexpected increase in traffic on any stretch under DBFOT
(toll), the upside is partially shared with the Authority. Such sharing is linked with the
capacity of the road and in such situation the project anyways faces issues relating to
service levels, capacity augmentation and termination. A suitable methodology is
required to be devised so that such upside can be effectively shared with the Authority
without unfavourably affecting the rights of the Concessionaire.
Private Concessionaire
-
There is leakages in toll collections because of presence of alternate routes to various

stretches
In extreme situations, it is difficult to take a decision from user benefit perspective as

viability & profitability of project is directly linked to toll collections
Changes in traffic profile & level based on decisions of various Government agencies
relating to development of region, development of alternate roads, support to economic
activities etc.
Users
-
Users willingness to pay affected by factors including socio-economic compulsions
Modal Concession Agreements provide for partial linkage of toll rates with Wholesale
Price Index (WPI) over and above some fixed increment every year. Such continuous
increase in toll rates might not be always acceptable to users especially when it is not
linked to service levels.
Users are required to pay the toll rates applicable on roads even during the construction
stage. During such period service levels on the roads decline and payment of full toll
rates during such period adds to the inconvenience faced by the users.
11.4.12. Model Package for Core Network Roads on State Highways

11.4.12.1.
Economic Analysis
Given the importance of infrastructure investment to National development vis--vis the
scarcity of resources and competing demands from various sectors, it becomes extremely
important to allocate available resources in the most beneficial manner amongst various
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FINAL REPORT
sectors and within a sector, amongst various schemes. In view of the above, it is necessary
to ensure that the projects selected for investment are evaluated thoroughly to determine
the economic and social benefits offered by the project.
11.4.12.2.
Evaluation Framework
Generally the framework adopted for the economic analysis is cost-benefit analysis, which
sets a monetary value where possible on all financial, economic and social costs and
benefits over the lifetime of the project. The underlying principles for this analysis are as
follows:
-
The lifetime of a road project for the present analysis is considered as the period for
which reliable traffic forecasts can be made. A discount rate is then applied to future
economic costs and benefits to arrive at the Net Present Value (NPV) of the project.
The Economic Internal Rate of Return (EIRR) of the project is also computed.
The discount rate is expressed in real terms.
The concept of economic feasibility is to maximize the returns on investments. This is

accomplished by determining the appropriate improvement proposal that leads to minimum
total transport cost, which comprises of two basic components shown below.
Road Agency Cost
Construction
Maintenance
Road User Costs
Vehicle Operating Costs
Other User Costs (Travel time etc.)
Accidents
The reduced costs are treated as benefits calculated over the project life. The results are
expressed in Economic Internal Rate of Return (EIRR) and Net Present Value (NPV).
Normally Economic Evaluation will be carried out based on incremental costs & benefits
comparing the total net benefits in Without project situation with With Project situation. A
detailed accountof economic anlysis has been caarrried by the consultants on identified
core road network and presented in detail in Chapter 8 of this report.
11.4.13. Financial Analysis
The main objective of financial analysis is to assess the likely returns to the investors under
realistic conditions. For this purpose the prevailing market rates and return on debt and
quity issues in local capital markets are the important factors. In the present study the
financial viability of the project is assessed on the basis of financial internal rate of return on
investments and Rate of Return on Equity, which is estimated on the basis of cash flow
analysis. Other factors which were ncessary to check the viability are the payback period of
the Debt / Loan and Debt Service Covergae Ratio (DSCR).
11.4.13.1.
Approach
The main objective of financial analysis is to examine the viability of implementing the
project on BOT basis. The analysis attempts to ascertain the extent to which the investment
can be recovered through toll revenue and the gap, if any, be funded through Grant /
Subsidy. The viability of the project is evaluated on the basis of Project FIRR (Financial
Internal Rate of Return (FIRR) on total investment. The FIRR is estimated on the basis of
cash flow analysis, where both costs and revenue have been indexed to take account of
inflation. Financial analysis has been carried out with debt equity ratio of 70:30.
April 2014
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11.4.13.2.
FINAL REPORT
Capital Cost for Financial Analysis

The total cost of the project includes civil works involved in widening of roads, structures,
etc. The consultant have identified list of State Highways to be developed on PPP. The
selection process was based on the economic analysis criteria and consultants have
selected State Highways which carry an ADT of more than 10,000 PCU per day so that a
minimum toll able traffic needed for returns on the investments is considerable and spread
over a considerable section. The identified sections are presented in Table 11.1.
State Highways under the consideration of UPSHA will be finally added to the length of SH
to be taken for PPP implementation. The total length selected for PPP on SH is 1396 km
with a total cost of Rs 11,034 crore. The cost of projects taken up by UPSHA for PPP
implementation for length of 1028 km for 11 State Highways is Rs 6026 crore. The
feasibility studies for above 11 roads have been taken up by UPSHA.
In addition to this 4 roads of UPSHA are under construction for which concessions have
been signed (Length 462 km, Cost 3209 crore). Therefore, total PPP potential on State
Highways shall be Rs 17,061 crore. The final viability will only be possible after the detailed
project reports are prepared for these potential projects so that viability can be assessed
more accurately.
Table 11.1 IDENTIFIED STATE HIGHWAYS FOR PPP IMPLEMENTATION
SH
Name
Districts
SH-29
Sonauli Nutanwa Gorakhpur Balia

Road
Panipat Khatima Road
Meerut-Bulandshahar-Badaun Road
Palwa-Taapal-Aligarh
Pilibhit Puranpur Lakhimpur Balrampur
Basti Road
Lipulake Bhind Road
SH-33
Pilhibhit Bareily Bharatpur Road
SH-1
SH-12
SH-18
SH-22A
SH-26
Lucknow Mohan Nanamau Bela

Etawah
Tihri Paudhi Ramnagar Moradabad
Road
Hamirpur-Rath-Gursahayganj-Jhansi
Road
SH-40
SH-41
SH-42
SH-46
Pukhraya Ghatampur Bindaki Road

Moradabad Haridwar Dehradooni
Road
Agra Bah Kachauraghat Road
Bijnor-Chhajalat Road
SH-49
SH-62
SH-76
11.4.13.3.
Length
(km)
Total
Cost (Rs.
crore)
Ballia
61
467
Muzzaffarnagar, Bijnaur
Bulandshahar, Badaun
Aligarh
Balrampur, Siddhart Nagar,
Basti
Shahjahanpur, Farrukkabad
Bareily, Badaun, Kanshiram
Nagar, Mahamaya Nagar,
Mathura
153
112
65
1178
856
482
98
695
144
1154
234
2107
Lucknow, Unnao
98
845
Moradabad
44
349
Hamirpur
105
785
Ramabai Nagar, Kanpur,

Fatehpur
83
641
Moradabad Bijnaur
63
463
Agra
Bijnor, Moradabad
Total
71
65
1396
533
481
11,034
Expenses
Expenses can broadly be classified based on the phases in which they are incurred, viz.
construction period expenses and operation & maintenance period expenses.
-
Construction Period Expenses

Preliminary and pre-operative expenses
Contingency allowances
Interest during construction period
Operation and Maintenance Period Expenses
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11.4.13.4.
FINAL REPORT
Toll collection expenses

Administrative expenses for day-to-day operation
Maintenance expenses, which include routine and periodic maintenance
Interest expenses incurred for servicing term loan.
Operations and Maintenance Cost

Routine maintenance costs comprise of maintenance of the pavement, collection of litter,
lighting, traffic management (policing), accident repairs and all ancillary works including
beautification.
The periodic maintenance costs include cost of overlay, repair/ renovation of road furniture,
drains, buildings etc. The periodic maintenance includes periodic renewals at every 5th
years.
11.4.13.5.
Toll Revenue
The toll revenue is the product of the forecast traffic expected to use the road and the toll
fee for the vehicle category. The toll revenues computed are given in PPP model
developed. The toll revenues were estimated based on the detailed assessment of the
feasibility conducted by UPSHA on various State Highways to be taken up for
implementation through PPP.
The basic toll rates were taken from the recent studies conducted by UPSHA on various SH
and for 4 projects for which the concessions have already been awarded. More details can
be entailed during the implementation stages depending upon the cost escalation factors
prevalent.
Type of Vehicle
Car, Jeep, Van or Light Motor Vehicles
Light Commercial Vehicles, Light Goods Vehicles or
Mini Bus
Bus or Truck
Heavy Construction Machinery(HCM) of Earth Moving
Equipment (EME) of Multi Axle Vehicle (MAV) having 3
to 6 axles
Oversized Vehicles (Seven or more Axles)
11.4.13.6.
Base rate of fee in Rupees per km

0.80
1.20
2.40
4.00
4.80
Financial Viability
The following assumptions are taken into consideration for the financial analysis:
i.
Debt - Equity ratio: 70:30
ii.
Subsidy - 20%
iii. Concession period (Including 24 months construction period) varies between 15 to 25

years
iv. Escalation - 5%
v.
Interest on Debt - 12%
vi. Interest during Construction - 12%

vii. Project Phasing: First year - 20%, Second year 40% & Third Year 40%.
viii. Loan Repayment Period - 10 years
ix. Tax rebate - 10 years (100% exemption for 10 years out of block of say 25 years)
x.
Moratorium - 1 year
xi. Depreciation by Straight line method - 95%

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FINAL REPORT
xii. Depreciation by Written down value method - 10%

xiii. Financing costs - 1% of project cost
11.4.13.7.
Results and Analysis

The main aim of financial feasibility of project is to assess the likely return to the investors
under realistic conditions. The project viability of 12 State Highways was tested for different
scenarios. It is important to ensure that the projects selected for investment are evaluated
thoroughly to determine the economic and social benefits offered by project. The State
Highways has been selected based on EIRR, Tollable Traffic etc. The analysis attempts to
ascertain the extent to which the investment can be recovered through toll revenue and the
gap, if any, be funded through Grant /Subsidy.
The results of financial analysis shows that all the State Highway projects are viable at
varying concession periods and grants from Government. The maximum grant from Govt.
taken for consideration is 40% and maximum concession period is 25 years.
However, when the financial model for all the identified projects was prepared considering
80% of traffic estimate, most of the roads tend to be viable only with 40% Grant. Besides,
grant toll revenue is a vital source of return for the developers. This indicates that when the
detailed project reports are prepared for the identified road projects it is extremely important
to take into consideration following factors:
i.
Project road influence area: it is important to decide on the influence area. Normally, a
10 km influence is thoroughly studied with all access links to the highway. There could
be a scenario that a sizable traffic may get diverted when the toll options are
considered.
ii.
Correct estimation of traffic from the model: Normally, highway engineers estimate the
traffic projections through an elasticity approach. However, it recommended adopting a
fully-fledged 4 stage model in the influence area with earmarking of traffic zone system
and node link diagram will all major transport (road and rail) nodes identified with
economic linkages.
iii. Socio-economic profile of the influence area: it is extremely important to map the
important industrial, commercial, residential, tourism, agriculture etc. locations to study
the impact of transport demand.
iv. OD pattern: The OD pattern should be distinctly conducted by trained surveyors and
supervised by transport planners. The resultant OD matrix has to be rationalised with
summation of all the locations after carefully removing the duplicate OD pairs.
v.
Exact estimation of local traffic, through traffic and net tollable traffic estimates is very
important with the acceptable traffic forecasting parameters
vi. Toll revenue estimation with realistic rates keeping in view the exemptions and social
compulsions.
The results are presented in Table 11.2.
April 2014
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SH
Road Name
SH1
Sonauli Nutanwa
Gorakhpur Balia
Road
SH12
Panipat Khatima
Road
SH18
MeerutBulandshaharBadaun Road
SH22A
Palwa-TaapalAligarh
SH26
SH29
Pilibhit Puranpur
Lakhimpur
Balrampur Basti
Road
Lipulake Bhind
Road
April 2014
FINAL REPORT
Table 11.2: RESULTS OF FINANCIAL ANALYSIS ON SELECT STATE HIGHWAYS

Prop.
Length
Total
ADT
Toll
Toll
FIRR on
Districts
Toll
Grant
(km)
Cost
(PCU) (ADT)
Years
Equity
Stn.
17
40%
16.80%
20
30%
15.81%
20
40%
19.58%
25
5%
13.06%
Ballia
61
466.67
8616
4947
1
25
10%
13.97%
25
20%
16.06%
25
30%
18.60%
25
40%
21.85%
8793
4998
20
40%
14.71%
Muzzaffarnagar,
153
1177.62
3
25
30%
14.92%
Bijnaur
10224
5078
25
40%
17.67%
17
40%
13.80%
20
30%
13.44%
20
40%
16.94%
Bulandshahar,
16870
9109
112
856.356
2
Badaun
6744
3400
25
20%
14.96%
25
30%
16.66%
25
40%
18.74%
20
30%
13.06%
20
40%
16.52%
Aligarh
65
481.584
10046
5774
1
25
20%
13.97%
25
30%
16.28%
25
40%
19.22%
FIRR
(pretax)
15.94%
15.73%
18.24%
14.07%
14.75%
16.27%
18.07%
20.29%
14.99%
15.45%
17.42%
14.01%
14.13%
16.49%
13.08%
14.73%
16.72%
13.86%
16.22%
14.75%
16.43%
18.50%
FIRR
(post
tax)
14.08%
13.81%
16.18%
12.23%
12.88%
14.35%
16.08%
18.18%
13.10%
13.56%
15.46%
12.28%
12.27%
14.53%
13.56%
15.24%
17.27%
12.01%
14.27%
12.88%
14.51%
16.49%
Average
DSCR
1.67
1.4
1.67
0.98
1.05
1.2
1.4
1.67
1.33
1.11
1.33
1.48
1.24
1.48
1.07
1.24
1.48
1.22
1.45
1.04
1.22
1.45
Balrampur, Siddhart
Nagar, Basti
98
694.806
6719
14013
1467
6183
25
40%
12.86%
13.93%
12.08%
0.96
Shahjahanpur,
Farrukkabad
144
1154.078
7043
7650
3824
3132
25
40%
13.66%
14.52%
12.66%
1.02
P a g e | 11-34

Length
(km)
SH
Road Name
Districts
SH33
Pilhibhit Bareily
Bharatpur Road
Bareily, Badaun,
Kanshiram Nagar,
Mahamaya Nagar,
Mathura
SH40
Lucknow Mohan
Nanamau Bela
Etawah
Lucknow, Unnao
234
98
FINAL REPORT
Total
Cost
ADT
(PCU)
Toll
(ADT)
2106.68
10686
8005
12496
13174
5992
3477
6310
6089
844.86
9922
5366
Prop.
Toll
Stn.
FIRR on
Equity
FIRR
(pretax)
FIRR
(post
tax)
Average
DSCR
20
40%
13.28%
13.97%
12.14%
1.25
25
30%
13.69%
14.51%
12.66%
1.05
25
40%
16.39%
16.45%
14.54%
1.25
20
40%
13.66%
14.28%
12.41%
1.26
25
30%
14.13%
14.87%
13.00%
1.06
25
15
15
17
17
40%
30%
40%
20%
30%
16.79%
14.26%
19.75%
13.98%
17.86%
16.79%
14.28%
17.57%
14.12%
16.62%
14.86%
12.31%
15.29%
12.39%
14.70%
1.26
1.74
2.08
1.49
1.74
17
40%
22.71%
19.68%
17.48%
2.08
20
20
20
20
25
25
25
25
25
25
10%
20%
30%
40%
0%
5%
10%
20%
30%
40%
14.24%
17.08%
20.52%
24.89%
15.26%
16.22%
17.27%
19.68%
22.67%
26.55%
14.67%
16.58%
18.86%
21.65%
15.69%
16.39%
17.13%
18.82%
20.84%
23.34%
12.79%
14.62%
16.76%
19.35%
13.79%
14.46%
15.18%
16.79%
18.69%
21.02%
1.3
1.49
1.74
2.08
1.14
1.22
1.3
1.49
1.74
2.08
25
40%
13.27%
14.23%
12.38%
0.99
Tihri Paudhi
Ramnagar
Moradabad Road
Moradabad
44
349.35
15898
8148
SH42
Hamirpur-RathGursahayganjJhansi Road
Hamirpur
105
784.629
7424
3726
P a g e | 11-35
Grant
SH41
April 2014
Toll
Years

SH
SH46
SH49
Road Name
Pukhraya
Ghatampur Bindaki
Road
Moradabad
Haridwar
Dehradooni Road
April 2014
Length
(km)
Districts
Ramabai Nagar,
Kanpur, Fatehpur
Moradabad Bijnaur
83
63
P a g e | 11-36
FINAL REPORT
Total
Cost
641.48
463.41
ADT
(PCU)
11256
7014
23390
Toll
(ADT)
5924
4550
9918
Prop.
Toll
Stn.
Toll
Years
Grant
FIRR on
Equity
FIRR
(pretax)
FIRR
(post
tax)
Average
DSCR
15
40%
17.74%
16.37%
14.21%
1.95
17
17
20
20
20
20
25
25
25
25
25
25
30%
40%
10%
20%
30%
40%
0%
5%
10%
20%
30%
40%
16.29%
20.93%
13.07%
15.80%
19.12%
23.29%
14.36%
15.28%
16.29%
18.60%
21.45%
25.11%
15.61%
18.57%
13.87%
15.73%
17.93%
20.64%
15.03%
15.71%
16.43%
18.07%
20.02%
22.43%
13.78%
16.48%
12.02%
13.80%
15.89%
18.42%
13.16%
13.81%
14.51%
16.07%
17.93%
20.18%
1.64
1.95
1.22
1.40
1.64
1.95
1.07
1.14
1.22
1.40
1.64
1.95
15
30%
18.43%
16.78%
14.58%
15
17
17
17
17
20
20
20
20
20
20
25
25
25
25
25
25
40%
10%
20%
30%
40%
0%
5%
10%
20%
30%
40%
0%
5%
10%
20%
30%
40%
24.33%
13.85%
17.32%
21.53%
26.82%
14.37%
15.60%
16.96%
20.04%
23.82%
28.64%
17.37%
18.42%
19.58%
22.24%
25.59%
29.94%
20.29%
14.04%
16.28%
18.94%
22.22%
14.75%
15.59%
16.50%
18.54%
20.97%
23.98%
17.20%
17.94%
18.74%
20.55%
22.73%
25.45%
17.72%
12.31%
14.38%
16.81%
19.75%
12.87%
13.67%
14.54%
16.46%
18.73%
21.47%
15.25%
15.96%
16.72%
18.43%
20.46%
22.94%
2.38
1.49
1.71
2
2.38
1.31
1.39
1.49
1.71
2
2.38
1.31
1.39
1.49
1.71
2
2.38

FINAL REPORT
SH
Road Name
Districts
Length
(km)
Total
Cost
ADT
(PCU)
Toll
(ADT)
Prop.
Toll
Stn.
SH62
Agra Bah
Kachauraghat
Road
Agra
71
532.58
13583
5744
SH76
Bijnor-Chhajalat
Road
Bijnor, Moradabad
65
481.127
9724
5510
1454
11505.91
Total
April 2014
P a g e | 11-37
Toll
Years
Grant
FIRR on
Equity
FIRR
(pretax)
FIRR
(post
tax)
Average
DSCR
20
40%
14.33%
14.73%
12.85%
1.09
25
25
15
17
17
20
20
20
25
25
25
25
25
25
30%
40%
40%
30%
40%
20%
30%
40%
0%
5%
10%
20%
30%
40%
14.63%
17.35%
15.16%
14.24%
18.66%
14.16%
17.31%
21.25%
13.18%
14.06%
15.02%
17.21%
19.89%
23.31%
15.24%
17.19%
14.83%
14.29%
17.14%
14.62%
16.74%
19.33%
14.17%
14.82%
15.52%
17.09%
18.96%
21.26%
13.35%
15.24%
12.80%
12.55%
15.17%
12.74%
14.76%
17.20%
12.32%
12.95%
13.62%
15.14%
16.92%
19.09%
1.09
1.3
1.80
1.51
1.80
1.29
1.51
1.80
0.99
1.05
1.12
1.29
1.51
1.80

FINAL REPORT
The results of the financial analysis indicate the viability of these sections on the select SH.
The viability will be only possible with minimum of 10 to 20% grant and in some cases with
40% grant from the Government, which can be utilised from VGF models and State
Government contributions. However, it may be added that the exact viability can be only
assessed after the preparation of detailed project reports keeping in view the following
criteria.
i.
Project IRR (Post Tax) should be minimum 14%
ii.
Return on Equity i.e. Equity IRR should be a minimum of 15%
iii. Payback period should not be more 12 years in a concession period of 20 years
iv. NPV should be positive with a 10% discount rate
v.
Debt Service Coverage Ratio (DSCR) should be more than 1.33
The above analysis has been done for the road sections on SH with higher EIRR potential
and help UPPWD in assessing the potential for PPP in road sector. These roads have not
been included in the phasing programme because GoUP (UPPWD) has already earmarked
the PPP able roads in the SHDP initiative being organised through UPSHA. In this regard a
notification has also been issued by GoUP. The phasing programme of core network has
focused on the SHDP priorities and therefore, phased the roads accordingly, which can be
taken up and finalised after the viability is assessed through feasibility, detailed reports and
financial models.
It is also recommended to up-grade the identified MDR and ODR to SH which have been
earmarked in the SHDP initiative of GoUP.
11.4.14. State Highway Development Programme (SHDP) of GoUP
The GoUP has issued a notification (23.11.2014) on the development of SHDP for the State
of Uttar Pradesh and identified 86 roads from amongst various categories of roads. Thesse
are mostly SH and MDR to be taken up for PPP evaluation and implementation.
These roads will be maintained by UPPWD till the private sector participation is achieved.
These will include 58 roads from the ambit of State UPPWD and 28 bypases of the major
cities and towns in the State. Out of 58 road sections the road improvements will 4 lanning
for for 20 identified sections and 2 laning for 38 roads / sections.
The list of these roads is presented below in Table 11.3. The implementation has been
initially planned in 5 phases. A total length of 4891 km of PWD roads will require an
investment of about 32,844 Rs crores to be developed through PPP structure. The length
for developing urban bypass in the cities and towns will be separate. This programme has
been considered in the implementation plan and phasing of core network in the succeeding
paragraphs.
Table 11.3: UP STATE HIGHWAY DEVELOPMENT PROGRAMME
SN
1
2
3
4
5
1
2
3
4
Road Name
Delhi Saharanpur
Yamnoutri Marg
Bareily Almorah Marg
Varanasi Shaktinagar
Marg
Meerut Karnal Road
Lucknow Hardoi
Shahjahanpur Marg
Aligarh-Mathura Marg
Etah Shikohabad Marg
Tadighat Baara Marg
Muzzafarnagar
Saharanpur via Deoband
April 2014
Raod
Category
Chainage (F/T)
Length
(km)
Cost Rs
(crore)
Progress till date
Phase
SH-57
10.90
206.10
1735
4 lane with PS
Phase 1
SH-37
3.50
56.00
52.50
355
4 lane with PS
Phase 1
SH-5A
0.00
117.65
117.65
1211.96
4 lane with PS
Phase 1
217.00
SH-82
3.60
90.43
86.83
583.23
4 lane with PS
Phase 1
SH-25
103.00
265.40
162.40
1161.62
4 lane
Phase 1
SH-80
SH-85
SH-99
2.80
0.00
2.00
42.26
51.41
39.20
39.46
51.41
37.20
384.81
344.61
175.85
4 lane
4 lane
2 lane with PS
Phase 2
Phase 2
Phase 2
SH-59
5.91
59.00
53.09
752.88
4 lane with PS
Phase 2
P a g e | 11-38

SN
5
6
7
8
1
2
3
4
5
6
7
1
2
3
1
2
3
4
5
6
7
8
9
9
10
11
12
13
14
15
16
17
18
19
20
21
22
Road Name
Marg
Balrampur Gonda Jarwal
Marg
Akbarpur Jaunpur
Mirzapur Dudhi Marg
Chandausi Badaun
Farrukhabad Marg
Garh Meerut Bagpat
Sonepat Marg
Bahraich Gonda
Faizabad Marg
Sitapur Lakhimpur Palia
Dudhwa Marg
Sitapur Lakhimpur Palia
Dudhwa Marg
Vidhamganj Kon Kota
Chopan Marg
Vidman Ganj Kon link
road
Maharajganj Nichnaul
Thuthibadi Marg
MDR-29
Moradabad Dhampur
Bijnaur
Balia Mau Azamgarh
Deoria Gorakhpur
Mohanlalganj Morawa
Unnao Marg
Bijnaur Chajlet Marg
Agra Baah
Kachauraghat Marg
Lucknow Bangarmau
Bilhaur Marg
Panipat Khatima Marg
Pukhraya Ghatampur
Bindki Marg
Aligarh Taptal Marg
Bijnor Gajraula Marg
Allahabad Gorakhpur to
Dohrighat Marg
Allahabad Gorakhpur to
Dohrighat Marg
Deoria Balia via
Salempur Marg
Shikohabad Bhagwaan
Mainpuri Marg
Fatehpur Baberu Attara
Naraini Kartal Marg
Bani
MohanlalganjGosaiganj
Marg
Hamirpur Raath Marg
Rampur Swar Baajpur
Marg
Mawana Kithaur Hapur
Marg
Bulandshahar
Anupshahar Marg
Bilraya Panwari Marg
Azamgarh Sarai Rani
Jaunpur Marg
Ittauja Mohan Kumhrawa
Kursi Deva Chinhat Marg
Hamidpur Sikanderabad
Gulawati Kuchesar Marg
Dostpur Akbarpur
Jalaalpur Nyori Marg
April 2014
Raod
Category
Chainage (F/T)
FINAL REPORT
Length
(km)
Cost Rs
(crore)
Progress till date
Phase
SH-1A
146.00
234.00
88.00
693.82
2 lane + 4 lane
Phase 2
SH-5
158.00
386.50
228.50
1687
2 lane with PS + 4
lane
Phase 2
SH-43
42.00
206.03
164.03
787.72
4 lane
Phase 2
SH-14
0.00
90.42
90.42
1026.27
4 lane
Phase 2
SH-30
0.00
107.00
107.00
480.00
2 lane with PS
Phase 3
SH-21
51.00
116.00
65.00
737.75
4 lane
Phase 3
SH-90
0.00
55.00
55.00
624.25
4 lane
Phase 3
ODR-10
0.00
38.00
38.00
170.62
2 lane with PS
Phase 3
ODR-29
0.00
22.00
22.00
0.00
2 lane with PS
Phase 3
MDR-26
0.00
25.00
25.00
112.25
2 lane with PS
Phase 3
MDR-29
47.00
64.00
17.00
76.33
2 lane with PS
Phase 3
SH-49
0.00
62.60
62.60
710.51
4 lane
Phase 4
SH-34
SH-1
375.40
161.00
270.00
116.00
105.40
45.00
1196.29
510.75
4 lane
4 lane
Phase 4
Phase 4
MDR-52C
0.00
69.74
69.74
791.55
4 lane
Phase 5
SH-76
0.00
57.30
57.30
650.36
4 lane
Phase 5
SH-62
3.71
74.50
70.79
803.47
4 lane
Phase 5
SH-40
15.00
162.30
147.30
1671.86
4 lane
Phase 5
SH-12
18.00
169.66
151.66
1721.34
4 lane
Phase 5
SH-46
0.45
84.11
83.66
949.54
4 lane
Phase 5
SH-22A
SH-51
14.66
79.91
65.25
65.00
292.97
291.85
2 lane with PS
2 lane with PS
Phase 5
Phase 5
SH-7
0.00
118.20
118.20
530.72
2 lane with PS
Phase 5
SH-66
0.00
42.80
42.80
192.17
2 lane with PS
Phase 5
SH-1
116.00
208.00
92.00
413.08
2 lane with PS
Phase 5
SH-84
0.00
61.80
61.80
277.48
2 lane with PS
Phase 5
SH-71
0.00
106.58
106.58
478.54
2 lane with PS
Phase 5
MDR-89C
0.00
33.49
33.49
150.37
2 lane with PS
Phase 5
SH-42
2.60
169.70
167.10
750.28
2 lane with PS
Phase 5
MDR-49W
2.60
43.00
40.40
181.40
2 lane with PS
Phase 5
MDR-152W
0.00
49.00
49.00
220.01
2 lane with PS
Phase 5
MDR-58
0.00
57.70
57.70
259.07
2 lane with PS
Phase 5
SH-21
265.40
365.40
100.00
449.00
2 lane with PS
Phase 5
SH-66A
19.92
60.80
40.88
183.54
2 lane with PS
Phase 5
MDR-88C
0.00
51.35
51.35
230.56
2 lane with PS
Phase 5
SH-100
0.00
100.50
100.50
451.25
2 lane with PS
Phase 5
MDR-155E
0.00
56.50
56.50
253.69
2 lane with PS
Phase 5
P a g e | 11-39

SN
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
11.5.
Road Name
Raod
Category
Lucknow Kursi
MDR-77C
Mahmudabad Marg
Farukkabad Kayamganj
MDR-110
Marg
Banda Baberu Kamasin
SH-92
Rajapur Marg
Saaranpur Nakud
Gangoh Thanabhavan
MDR-147
Muzzafarnagar Marg
Saaranpur Nakud
Gangoh Thanabhavan
MDR-10W
Muzzafarnagar Marg
Saina Iradatnagar
MDR-130W
Shamshabad Fatehbad
Dumriyaganj Debhrua
SH-75
Marg
Muhamadabad
Madhuban Belthara
MDR-94E
Marg
Lakhimpur to Mailganj
MDR-14C
Marg
Sisayiya Dhaurhara
SH-101
Nidhasan Palia Puranpur
Hussainganj Hasthigava
MDR-81C
Irawa Alipur Jut Marg
Jalaun Bhind Marg
SH-70
Gola Shahjahanpur Marg
SH-93
Baabatpur Chaubepur
SH-98
Jamaalpur Marg
Sitapur Kasta Marg
MDR-76C
Mathura Saadabad Marg
MDR-102W
Chandauli Sakildah
SH-69
Saidpur Marg
Total
Chainage (F/T)
FINAL REPORT
Length
(km)
Cost Rs
(crore)
Progress till date
Phase
0.00
54.19
54.19
243.31
2 lane with PS
Phase 5
0.00
39.99
39.99
179.56
2 lane with PS
Phase 5
1.35
90.15
88.80
398.71
2 lane with PS
Phase 5
2.30
70.69
68.39
307.07
2 lane with PS
Phase 5
5.80
33.94
28.14
126.35
2 lane with PS
Phase 5
0.32
39.19
38.87
174.53
2 lane with PS
Phase 5
0.00
41.43
41.43
186.02
2 lane with PS
Phase 5
0.00
59.18
59.18
265.72
2 lane with PS
Phase 5
0.00
47.40
47.40
212.83
2 lane with PS
Phase 5
0.00
120.35
120.35
540.37
2 lane with PS
Phase 5
0.00
48.29
48.29
216.82
2 lane with PS
Phase 5
0.00
0.00
30.68
58.62
30.68
58.62
137.75
263.20
2 lane with PS
2 lane with PS
Phase 5
Phase 5
2.15
29.23
27.08
121.59
2 lane with PS
Phase 5
23.00
5.00
66.10
45.27
43.10
40.27
193.52
180.81
2 lane with PS
2 lane with PS
Phase 5
Phase 5
0.00
308.00
308.00
1382.92
2 lane with PS
Phase 5
4891
32844
ROAD MAINTENANCE STRATEGIES

The existing road network in Uttar Pradesh is under strain due to phenomenal growth of
traffic, average riding quality, overloading of vehicles with meagre funds for road
maintenance. Many losses occur in valuable vehicle operating and value of time. The
premature failure of roads sometimes results in mobilising huge rehabilitation and
reconstruction costs, creating excessive burden on the plan funds and allocations. Road is
a very costly asset and needs careful attention. Studies undertaken by the World Bank
have shown that one rupee spent on maintenance saves two to three rupees in vehicle
operating cost. It is essential to salvage the roads already deteriorated and guarantee
proper maintenance. A healthy system for road maintenance has to be evolved in the State.
State could consider taking up high traffic density road and bridge projects through tolls
(rates of toll should be affordable by road users - e.g. charging not more than 50 percent of
the perceived savings in vehicle operation cost) and award them to private entrepreneurs
for a fixed concession period of say 15 years. This would relieve the State from
maintenance of such projects as the obligation will get passed on to the private
entrepreneur. However this would vary and will depend on willingness to pay. A pilot project
can be taken up by PWD.
Technology of maintenance operations should also be upgraded by introducing
mechanization gradually e.g. repairing of potholes through machines. Such machines are
now being manufactured in the country. The strategy of the State Government should be to
encourage local contractors (with proven records) to procure such machines. There are
asset finance facilities available to contractors from the financial institutions for such
equipments.
April 2014
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FINAL REPORT
There is a need to establish a Road Asset Management Schemes in the State. A few pilot
projects should be undertaken by the UPPWD contracting out performance based
maintenance covering routine and periodic maintenance for a minimum period of say three
years at a time. The salient details are in Appendix 11.4.
Appendix 11.4
A BRIEF ON OUTPUT AND PERFORMANCE BASED ROAD

MAINTENANCE CONTRACT (OPRC)
TRADITIONAL ROAD MAINTENANCE CONTRACTS
In the traditional road maintenance contract, the Road Authority defines the scope of work
by preparing a Bill of Quantities (BOQ) for various items of work such as:
-
Pot-hole filling
Crack filling
Patch Repairs
Surface Renewals
Overlays
Earthwork in shoulders and slopes of embankment
Painting road markings
Maintaining Road Signs
Repairs to bridge components
The Contractor is selected on the basis of his quoted rates for the above defined items of
work. He executes the work in conformity with the specifications for the various items of
work. It has been observed that the traditional road contract system leads to sub-optimal
results because:
-
There are deficiencies in the original design

Contractors desire to carry out the maximum amount of works, in order to maximise his
profits.
BASIC FEATURES OF OPRC

In the OPRC, the contract covers several years (10 years or more) during which period the
Contractor is expected to ensure that the physical condition of the road assets are
adequate for the needs of the road users. This type of contract significantly expands the
role of the private sector from simple execution of works to the management and
preservation of road assets. The bidders compete among themselves by essentially
proposing a fixed lump-sum price for bringing the road to a certain level initially and
maintaining it at that level for the entire contract period. The Contractor is thus not paid
directly for the inputs or physical works (which he will certainly have to carry out) but for
achieving specified Service Levels, i.e. rehabilitation of the distressed road to predetermined standards, the maintenance and operation of the road ensuring certain Service
Levels and specific improvements, all represented in outputs or outcomes, expressed in
Service Level criteria. A lump-sum periodic payment is made to the Contractor to cover all
his physical, technical and managerial services provided by him, except for unforeseen
emergency works which are paid for separately. In order to be entitled to these periodic
payments, the Contractor must ensure that the road assets comply with the Service Levels
prescribed in the bid document. It is possible that during the initial period he will have to
carry out a large amount of work in order to firstly bring up the road to the prescribed
standards, and if he complies with the requirement well initially, his effort in maintaining the
asset for the full contract period will be minimised.
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FINAL REPORT
Under the OPRC, the Contractor has strong incentives to innovate and introduce new
design concepts and new technology, design the facility to optimal condition and provide
the best managerial inputs. It establishes a long-term Public-Private Partnership (PPP),
under which both the Contractor and the Government have long-term goals and
commitments.
The World Bank have come out with a Sample Bidding Document under OPRC (Ref 1).
The performance criteria in the documents are:
-
Road User Service and Comfort measures, such as:

Road Roughness
Road and lane width
Rutting
Skid resistance
Vegetation control
Visibility of road signs and markings
Availability of each lane-Km for use by traffic
Integrity and soundness of structures
Response times to rectify defects that compromise the safety of road users
Incidence management (attendance at road accidents)
Drainage
Road Durability, measures, which can be expressed in terms such as:

-
Longitudinal profile
Pavement strength
The extent of repairs permissible before a more extensive periodic maintenance
treatment is required
Degree of sedimentation in drainage facilities
Management Performance Measures, which, define the Road Authority requires to

govern the asset during the term of the contract, and to facilitate the next tender round.
Requirements should include:
-
Delivery of regular progress reports to the Road Controlling Authority

Inventory Updates and other data sharing requirements
Maintenance history (so that subsequent tenderers can price the work)
REFERENCES:
(1) Sample Bidding Documents, Procurement of Works and Services under Output-and Performance
based Road Contracts and Sample Specifications, The World Bank, Washington D.C., 2006.
April 2014
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11.6.
FINAL REPORT
ROAD SAFETY FOCUS

There has been tremendous growth of both road network and road traffic in India. The
situation is worsening. The total number of fatalities and injuries in the year 2009 is reported
as about 125,700 and 5,15,500 respectively. The Central and State Governments generally
adopt the standards and guidelines issued by the Indian Roads Congress. There is need to
provide road signs, pavement markings and safety features on State Highways and
selected Major District Roads as a first priority and as an integral part of road development
projects in Uttar Pradesh.
A computer based road accident database management system should be set up as part of
the Road Data Centre. The State Government may provide the financial support for
creation of Centre of Excellence. It is recommended that road budget should be
earmarked to improve traffic safety on both Plan and Non-Plan Grants to be spent on
improvement of accident prone spots and other engineering measures on the roads. An
annual provision of a certain percentage of annual budgets especially for SHs and MDRs is
suggested, firstly prioritising on the Identified Core Road Network of about 14,000 km.
11.7.
ROAD MANAGEMENT SYSTEM

The States should institute simple Road Management System comprising modules such as
road information, traffic information, pavement and bridge management, environmental &
social information.
i.
Road Safety Audit should be necessarily compulsory as an integral part of the project
planning, report preparation, appraisal, designing, implementation, operation and
maintenance, etc.
ii.
The project should be duly reviewed and necessary corrective actions should be taken
pursuant to the report of the Road Safety Audit at every stage.
iii. The entire core road network is to be subjected to Road Safety Audit (RSA) in a
planned and time bound manner. The RSA shall identify all the potential hazards in
terms of deficiencies observed in the network, which are required to be corrected on
continuous basis for making it safe. The priority roads with high accident records are to
be taken up first in a time bound manner.
iv. RSA is to be carried out for the roads using the trained auditors available in the country
and in accordance with the manual of Road Safety Audit adopted by IRC. All steps of
audit delivery including the initial meeting and audit completion meeting with the
UPPWD must be completed with submission of audit report and exception report etc for
every road assigned for audit. This will bring out more parameters to be adopted and
ensure highest level of safety.
v.
No compromise, whatsoever, should be made in essential road safety features and all
safety concerns must be addressed as per the recommendations of the Road Safety
Audit Report. This aspect needs to be critically considered especially while analyzing
project viability also.
vi. An Accreditation Body / Institute is required to be created for Road Safety Auditors,
which will control the utilization of these trained auditors and will maintain the register of
certified auditors. Such auditors will have to undergo training as per the adopted and
acceptable guidelines.
Accident Investigation
Accident data recording system is to be adopted uniformly across all roads in a standard
format. This standard format is to be evolved with a consensus and should include all
rational data that are required for accident investigation, reconstruction and also
adjudication of the accident cases. The data collection should be conducted with technical
April 2014
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FINAL REPORT
instruments such as hand-held GPS having a computer interface in order to collect data
with precision. This should be followed with analysis on standardised formats. The major
observations should be analysed critically to have scope for improvement. The engineers
involved in planning, design, construction and operation of roads and highways in the
country are to be trained on road safety aspects covering engineering measures, safety at
construction sites and hands on experience in road safety audit.
11.8.
RESOURCE MOBILIZATION
Budgetary resources for State roads are likely to be limited, compared to requirements.
Hence, generation of additional resources by tapping alternative funding options will be vital
to the development of middle segment hierarchal network. Enhancement of Budgetary
Allocations is also vital and State Government must encourage to prapare detailed Zonal
Plans so that funding agencies appraise them for inclusion. Provisions for the road sector
should be a certain minimum percentage of the Annual Plan of the State. Bulk of the budget
provision should be made for State Highways and Major District Roads & some important
ODRs likely to be upgraded - comprising the Core Network. An up-gradation plan
recommended by the consultants will also need additional resources in view of the fact that
middle segments roads lack behind in quantum and quality. This plan may be notified and
the Zonal Offices encouraged making concrete proposals for up-gradation for formal
approval by the State Government.
Some funds can be tapped from beneficiaries for projects linking the Special Economic
Zones (SEZs), Satellite Towns, Power Plants and other Industries & Trade Centers.
Funding for the last mile connectivity can be obtained from the developer to the extent
possible. It is necessary to explore possibility of Land Value Capture and Real Estate
Development on case-to-case basis.
Frequent flood etc. resulting major damage to road infrastructure the Calamity Relief Fund
norms do not provide for permanent restoration of damaged infrastructure and the States
are unable to reconstruct due to paucity of funds. It is necessary to review and amend the
current norms for the Calamity Relief Fund so that it becomes possible to restore the
assets to their original condition. The State Government should also study this issue to
generate more funds for such exigencies.
11.8.1.
Key Objectives of SCRNMP

The objectives for an efficient implementation programme for the project shall aim to
(a) reduce transport costs of passengers and goods by restoring the most important major
trunk roads to maintainable condition (b) introduce institutional and technical improvements
in the programming of works, including administrative and technical strengths and
materials; and (c) upgrade the capabilities of the local contracting industry to undertake
larger road works as an alternative to inefficient and very small size contracts.
The collective and combined objectives and strategy for success full implementation plan of
SCRNMP aspire to lower the overall transport costs and increasing efficiency of the
transport sector. The project civil works components and institutional development program
are well linked to the project objectives. The first objective rightly emphasized lowering of
transport costs on major trunk roads which is essential for the development of a competitive
economy. The second objective, to introduce institutional and technical improvements is
very important to enhance the organizational capacity which will help to plan and prepare a
maintenance program and will be a major effort to upgrade the UP States road network.
Similarly the third objective of upgrading capabilities of the domestic construction industry is
absolutely necessary to implement road works through large contracts as an alternative to
very small contracts.
April 2014
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11.8.2.
FINAL REPORT
Project Rationale and Benefits

Project benefits and impacts are expected on the improved road conditions and connectivity
between major centres and modes of transport which will lower transport costs for
passenger and freight. This will reduce the cost to local industries and of inputs to local
agriculture and the cost of transporting products to markets and shall provide a significant
stimulus to regional economic development. Therefore, core road network will be minimum
need for sustainability and mobility of the regions and sub-regions in the UP State. Coupled
with above aspects and efforts, plan will strengthen the ability of regional based economic
facilities to manage their road assets. The projects emphasis on transparency and
accountability will have impact on Governance in all areas.
The plan can be implemented by identifying and creating project specific PMUs to be
created in units like World Bank Division, UPSHA etc. with an objective to monitor the
overall performance of the project and its implementation. A number of monitoring and
reporting tasks can be identified;
-
Implementation of procurement
Physical progress of implementation of the project components
Financial performance
Compliance with contract administration
Achievement of overall project objectives.
The investments on improvement to the Core Road Network (CRN) will result in a
considerable saving in fuel costs and vehicle operating costs. The expected yearly return
from fuel savings by investing on improvements to SH is 43% and that from VOC savings is
85%. By improving the MDRs; yearly return from fuel savings is 31% and return from VOC
savings is 61%.
There will be larger savings in fuel and vehicle operating costs brought about by road
improvements and strategizing investments on core network in various phases (illustrated
and analysed in Table 11.4). It can be further seen from the analysis that large savings in
fuel and vehicle operating costs can be brought about by road improvements and
strategizing investments on core network in various phases. By investing Rupees
91 thousand crore, a fuel saving of Rs 5.9 lakh crore can be achieved over the design
period of 20 years and a vehicle operating cost (VOC) savings of Rs 11.8 lakh crore can be
obtained over a design period of 20 years. The yearly return on investments due to fuel
savings in 34 per cent and 68per cent due to vehicle operating cost savings. Other benefits
such as reduction in accident costs and time saving due to speedier travel will be additional
over these benefits and can be analysed and computed at the time of preparation of
detailed reports and implementation.
April 2014
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FINAL REPORT
Table 11.4
SAVINGS IN FUEL AND VEHICLE OPERATING COST FROM ROAD IMPROVEMENTS

TO STRATEGIC CORE NETWORK
The investments on improvement to the Core Network will result in a considerable saving in fuel costs and vehicle operating costs.
Road
Category
Length (km)
proposed for
improvement
Cost (Rs-Cr)
of Road
Improvements
Cost (Rs-Cr)
of Road
Improvements
per Km
Fuel
Savings
(Rs-Cr)
over design
period
VOC
Savings
(Rs-Cr)
over design
period
Average Fuel
Savings (RsCr) per year
per Km
Average VOC
Savings
(Rs-Cr) per
year
Yearly return
(%) on
investments
from fuel
savings
Yearly return
(%) on
investments
from VOC
savings
(1)
(2)
(3)
(4)=(3)2
(5)
(6)
(7)=(5)19(2)
(8)=(6)19(2)
(9)=(7)(4)100
(10)=(8)(4)100
SH
7045
44203
6.27
357486
714971
2.67
5.34
42.6
85
MDR
5761
29112
5.05
169345
338690
1.55
3.09
30.6
61
ODR
3254
17747
5.45
64976
129951
1.05
2.10
19.3
39
Total /
Average
16060
91062
5.67
591806
1183612
1.94
3.88
34.2
68
It is seen that the yearly return from fuel savings by investing on improvements to SH is 43% and that from VOC savings is 85%.
From MDR improvements, the yearly return from fuel savings is 30% and return from VOC savings is 61 per cent.
It is thus seen that large savings in fuel and vehicle operating costs can brought about by road improvements and strategizing investments on core network in various
phases. By investing Rs 91,062 crore, a fuel saving of Rs 5,91,806 crore can be achieved over the design period of 20 years and a vehicle operating cost (VOC) savings
of Rs 11,83,612 crores can be brought out over a design period of 20 years. The yearly return on investments due to fuel savings is expected to be 34 per cent and 68 per
cent due to vehicle operating cost savings. Other benefits such as reduction in accident costs and time saving due to speedier travel WILL BE additional.
April 2014
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11.8.3.
FINAL REPORT
Implementation Agency and Funding Options

Core road network development will be implemented by Uttar Pradesh Public Works
Departments (UPPWD) and the packages will be capital intensive and requires high
technicalities which shall be through the cooperation of State. Private sector participation
shall be in the areas of high profitability with less/medium risks. The World Bank Division of
UPPWD is an established Division and has the capacity to take up the task of planning,
management, design, construction of the Core Roads in the State.
Total investment required for development/Maintenance of the core roads selected and its
implementation is around Rs. 87,454 crore including land acquisition cost. The investment
in the projects has been programme from base year (2014) to horizon year (2031), with four
phases. The proposed investment work program for improvements of SH/MDR/ODR in
Core Network is given in Table 11.5. Keeping in view the cost of escalation based on WPI
Index (@6%) the total budget allocations needed by year 2031 will about 1.6 lakh crore.
Table 11.5 SUMMARY & PHASING OF PROGRAM (IMPROVEMENT TO CORE NETWORK)
Road
Major River
SH
MDR
ODR
Over
Total
Bridges
Category / Phase
Bridges
Cost Rs. in Crore (2013 Base Year Price Level)
Phase I (2014-17)
15,465
2,558
84
999
501
19,607
Phase II (2018-22)
11,250
7,274
4,977
1,600
576
25,677
Phase III (2023-27)
9,662
11,331
7,643
1,036
923
30,594
Phase IV (2028-31)
7,826
7,949
5,043
693
1,046
22,557
Total Core
Network (base
price)
44,203
29,112
17,747
4,328
3,045
98,435
Cost Rs. in Crore (with 6% inflation, basis WPI)

Phase I (2014-17)
16,601
2,746
90
1,042
538
21,047
Phase II (2018-22)
14,579
9,426
6,450
2,073
746
33,275
Phase III (2023-27)
16,756
19,650
13,255
1,796
1,600
53,057
Phase IV (2028-31)
18,043
18,327
11,627
1,599
2,410
52,006
Total Core
Network (with
inflation)
65,979
50,149
31,431
6,541
5,294
159,385
For the funding of the projects and sub projects, Government will be a major source for
development/maintenance of core roads while Private Sector will also play a significant role
in financing the projects. The project financial resources up to the horizon year have been
estimated by considering all possible funding sources. The funding levels are based on the
existing trends of funding through budgetary allocations and expected external borrowings
in the pipeline. The allocation to Core Road Network (CRN) has been prioritised in view of
the fact that that CRN will need more funding for conservation and improvements. After
studying the allocations in various heads available for UPPWD, it will be important to share
these for various interventions like widening / strengthening of CRN and related support
infrastructure like major river bridges and road over bridges to achieve better traffic
management and mobility including safety. The allocations from the current budget heads
shall be from moderate to low sharing depending upon the other factors like composition of
April 2014
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FINAL REPORT
CRN and its relative importance in uplift of rural / urban economy through sustainable and
safe mobility of regional passenger and goods traffic.
Certain projects can be implemented with participation of different stakeholders so that
funding and responsibilities are shared, accordingly. The core road network finalised can be
implemented by State & Central Government, Private Sector, Support of Multilateral
Agencies and through Viability Gap Funding of the Central and State Government.
State Govt.
Resources
Mutilateral
Agencies
CORE ROAD
DEVELOPMENT
Private
Promoters
Central
Government
Viability Gap
Funding (VGF)
Figure 11.5 VARIOUS SOURCES OF FUNDING

The implementation of core road network development projects in Uttar Pradesh State
identified will need assistance from Central Government, State Government, contributions
from the Multilateral Funding Agencies and Private Sector Participation. Various sources of
financing are varied and could also be explored from the following options. Each of the
option will require policy and further exclusive studies to determine the revenue potential for
attracting private sector participation. Some are discussed below;
-
State Government funding viz. existing road budget and new funding sources
Another mechanism can be creation of new section of Road Fund with a somewhat
independent Governing Board. However, it is advisable to give the Road Fund control
to this Governing Board for Core Road improvements.
A part of the revenue from the land and property taxes can be earmarked for the
implementation of project. A property tax is generally based on the total value of the
land inclusive of the value of what is built on it. A land tax is generally based on the
value of the land exclusive of the value of the property built on the land.
Dedicated revenue streams from fuel taxes and sales taxes can help establish a longterm sustainable basis for financing, development and expansion.
General sales taxes also represent a significant revenue stream if Provincial Leaders
approve its partial usage for road development projects.
April 2014
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FINAL REPORT
Emission trading: There is future potential for financing road development initiatives
through emission reduction credits.
Advertising, merchandizing, utility laying rights etc. offers another opportunity to raise
funds for implementing capital.
The Road Network Master Plan emphasizes an integrated program for the modernization,
development and maintenance of State Roads to support the State Government's efforts to
restore its road network to a maintainable level. Because of the extent of the needs and
limited absorptive capacity, the SRNMP is primarily focused on the major trunk roads.
11.8.4.
State Budget
The trends in budget allocations for Roads & bridges in Uttar Pradesh (Table 11.6 & Figure
11.6) indicates that for the current year 2013-14 the budget allocation is Rs 8364 Crore, out
of which Plan allocation is Rs 6322 Crore and the it has been observed that budget has
grown with a net increase of 7% on an average between 2007 to 2014 allocations. The
maximum increase was in 2008-09, 14% and 12% observed in years 2011-12 and 2013-14
i.e. for the current year allocations.
Table 11.6 BUDGETARY ALLOCATIONS IN UTTAR PRADESH ROADS AND BRIDGES
(Rs in Crore)
Increase / Decrease
Year
Budget
Plan
Non-Plan
over previous years
2006-07
5461
3782
1681
2007-08
6053
4392
1660
11%
2008-09
6929
5403
1526
14%
2009-10
6611
5108
1502
-5%
2010-11
7004
5471
1533
6%
2011-12
7815
6058
1757
12%
2012-13
7459
5582
1877
-5%
2013-14
8364
6322
2042
12%
Fig. 11.6 BUDGET TRENDS IN UP - ROADS & BRIDGES

9000
8000
Rs Crore
7000
6000
5000
Non-Plan
4000
Plan
3000
2000
1000
0
2006-07
2007-08
2008-09
2009-10
2010-11
2011-12
2012-13
2013-14
An insight into allocations in roads and bridges sector in various States (Table 11.7) reveals
that Bihar is focussing on road development with 28 to 30% allocations in road sector.
April 2014
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FINAL REPORT
Rajasthan has the least Budget of about 8%. UP State has a share of 20% in roads and
bridges alone which is ideal and can be enhanced to 25% to target and prioritise the
development of this sector.
Table 11.7 CAPITAL OUTLAYS IN VARIOUS STATES (Rupees in Million)
Total Budget (2011-12)
Total Budget (2012-13)
Plan
Plan
STATES
Roads &
Roads &
Total
Bridges
% share
Total
Bridges
% share
ODISHA
59180
14376
24%
72633
16514
23%
MAHARASTRA
198922
28072
14%
212900
30905
15%
MADHYA PRADESH
98607
18549
19%
127971
23428
18%
GUJRAT
147251
18170
12%
214315
20871
10%
BIHAR
119449
38772
32%
141084
38106
27%
RAJASTHAN
85753
6748
8%
97093
13699
14%
UTTAR PRADESH
235899
47584
20%
264481
49863
19%
Source: Reserve Bank of India Publication
The allocations of budget in roads and bridges through various Governmental Sources from
the Uttar Pradesh State and Central Government (Figure 11.7) indicates that there is a
provision of Rs 2140 crore (year 2013-14) for Widening and Strengthening of Roads and
Rs. 240 crore from Central Road Fund spent mostly on State Highways and Major District
Roads. Rs 1093 crore is reserved for allocations in new construction of bridges, which
includes Rs 275 crore financed by NABARD meant mostly for rural bridges.
Fig. 11.7 EXISTING BUDGET ALLOCATION IN ROAD SECTOR IN UP (2013-14)
By-pass
40
Rs crore
Indo Nepal Border
271
UPSHA
100
Misc
69
Finance Commission Nidhi
732
Widening Strenthing of Roads under CRF
240
Multilateral
Widening Strenthing of Roads
2140
Reconstruction of Rural Road
New Construction of Rural Road
1435
Special Scheme of Purvanchal & Bundelkhand
325
New Const of Bridges (including NABARD)
1093
Building
45
0
500
1000
1500
2000
2500
Taking further insight in the allocations from various heads - was distinctly analysed to
carve out suitable allocations for the Proposed Core Network Development Program,
which is vital for economic development of State and enhance safe and faster mobility of
passenger and goods traffic on regional road system (Table 11.8 & Fig. 11.8). Therefore, a
provision of 2340 crore in year 2014 can generate about 65,000 crore by the end of year
2031.
April 2014
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FINAL REPORT
Table 11.8 PROPOSED BUDGETARY ALLOCATIONS IN CORE ROAD NETWORK

FROM EXISTING SCHEMES / HEADS (Rs in crore)
Widening /
Central
Total W/S
Strength under
State Road
Total W/S
Year
Road Fund
from State
State Sector
Fund (SRF)
(State + Central)
(CRF)
Budget
Head
1165
1465
2010
865
300
300
1189
1621
2011
813
376
432
1558
1804
2012
608
950
246
1766
1995
2013
996
770
229
2140
2380
2014
1340
800
240
2246
2498
2015
1406
840
252
2359
2623
2016
1477
882
265
2477
2755
2017
1551
926
278
2724
3016
2018
1706
1019
292
2861
3167
2019
1791
1070
306
3004
3325
2020
1881
1123
322
3154
3492
2021
1975
1179
338
3469
3824
2022
2172
1297
355
3643
4015
2023
2281
1362
372
3825
4216
2024
2395
1430
391
4016
4427
2025
2514
1502
410
4217
4648
2026
2640
1577
431
4639
5091
2027
2904
1734
453
4870
5346
2028
3049
1821
475
5114
5613
2029
3202
1912
499
5370
5894
2030
3362
2008
524
5638
6188
2031
3530
2108
550
65766
72518
Total (2014 to 2031)
Fig 11.8 TRENDS IN STATE AND CENTRAL BUDGET IN WIDENING AND STRENGTHENING
OF SH, MDR & ODR
6000
Rs in crore
5000
4000
3000
2000
1000
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031
State Sector Head
April 2014
SRF
W/S
P a g e | 11-51
CRF
Linear (W/S)

FINAL REPORT
Keeping in view the above provisions it will be possible generate resources for Core Roads
and the year wise allocations from the current budget allocation. A total of about Rs 60,000
crore can be generated from the State Budget and Central Government assistance. The
total estimated cost of core road development is Rs 159,000 Crore with an assumed
escalation of 6%. Rest of the allocations can be generated from PPP potential and
multilateral borrowings. Our endeavour has been to minimise the dependence of other aids
and try to achieve sustainability.
While estimating the year wise allocations from various schemes following assumptions
have been made in the computations.
11.8.4.1.
i.
The current year estimates have been used to spread the budget estimates for the
development of core roads in various categories of roads including SH, MDR and
ODR with major bridges and proposed road over bridges.
ii.
Keeping in view the trends witnessed in the UP budget allocations and growth a
marginal 5% increase has been proposed between years 2014 and year 2031. The
respective shares have been estimated for all categories of roads in the core network.
iii.
However, we also recommend assessing the progress of CRN development at the

end of years 2017, 2022, 2027 and accordingly, plan for any marginal increases on
the subsequent allocations. It is always worthwhile to give push at the end of 5 year
periods to accelerate growth and cover up backlogs, if any. Besides in a period of 5
years the GoUP and UPPWD will also assess the real potential that can emerge from
the private sector involvement.
Budgetary Provisions from Various Budget Heads

Budgeting (Multilateral Funding)
-
Phase I (2014-2017)
Loan from World Bank & ADB is likely to be signed in May 2015 with a sanctioned
amount of 400 & 300 USD million respectively, total Multilateral Funding will be 700
USD million (Rs 4340 crore)
Phase I total plan cost is estimated at INR 19,607 crore
Multilateral borrowings will be about 22% assuming that the loan is fully utilised in
Phase I
In Phase II (2018-2022) expected loan from WB and ADB will be USD 400 & 200
million, which is INR 3720 crore. GOUP has approached DEA for 3 phases of World
Bank Loan
GOUP has approached DEA for 3 phases of World Bank Loan each of 500 USD million
and 2 phases of ADB loan each of 400 USD million, DEA posed one phase of USD 400
million to WB & one phase of USD 300 million to ADB only.
In Phase III (2023-27) expected Loan from WB will be USD 400 million i.e. INR 2480
crore. Similarly, in Phase IV after assessing the progress on core network further
provisions can be planned, accordingly
No multilateral funding is envisaged in Phase IV, as of now.
Budgeting (State Budget)

-
Phase I (2014-2017) - After analysing the budget trends we have assumed per annum
provision of INR 2350 crore with an annual increase of 5% for widening / strengthening
of SH, MDR & ODR through State Budget
April 2014
P a g e | 11-52

FINAL REPORT
The trends in this head observed an increase to 2380 crore from 1465 crore in last five
years. Therefore, total requirement of INR 7661 crore can be met with these provisions
Phase II (2018-2022) - Total requirement of INR 10,663 crore can also be met with the
above provisions
Phase III (2023-2027) - The requirements under this head will be INR 14973 crore
Phase IV (2028-2031) - The requirements under this head will be INR 15118 crore
Budgeting (Central Road Fund)

-
Phase I (2014-2017) - The trends in this head observed in last five years will attract a
provision of about 200 crore per annum, which can be enhanced depending upon the
policies of the Central Government on the Core Network.
After analysing the budget trends we have assumed per annum provision of INR 200
crore with an annual increase of 5% for widening / strengthening of SH, MDR & ODR
through CRF
Therefore, total requirement of INR 510 crore can be met with the above provision.
Phase II (2018-2022) - Total requirement of INR 1105 crore can also be met with the
above provision
Phase III (2023-2027) - The requirement of INR 1410 can be met with this provision
Phase IV (2028-2031) - The requirement of INR 1404 can be met with this provision
Budgeting (PPP UPSHA) as per SHDP Scheme

-
Phase I (2014-2017) - Roads for which DPR have been completed and are in bidding
stages have been included in Phase I for implementation in PPP mode. The total cost
of 7 roads (State Highways) will be INR 5870 crore
Phase II (2018-2022) - The total provision for PPP roads in Phase 2 has been proposed
at INR 8100 crore. This provision has been extracted from the UPSHA Plan
Phase III (2023-2027) - The provision for Phase III have been kept at 9810 crore as per
the SHDP
Phase IV (2028-2031) - For Phase IV a provision of 4300 core has been extracted from
the UPSHA Plan
The total expected PPP potential will be INR 28,100 crore which is 29% of the total
estimated budget
Budgeting (Bridges)
-
Phase I (2014-2017) - The trends observed in this head have shown an increase in
provision to INR 1200 crore in 2014 from 600 crore in 2010
After analysing the budget trends we have assumed per annum provision of INR 300
crore (for core network sections and portions) with an annual increase of 5% for
construction of bridges and ROB. Therefore, total requirement of INR 997 crore can be
met with the above provision
The portion of land falling under railway jurisdiction will be funded by IR (estimated at
INR 231 crore for Phase I)
Phase II (2018-2022) - Total requirement of INR 1900 crore can also be met with the
above provision
Phase III (2023-2027) - The requirements under this head will be INR 1558 crore
April 2014
P a g e | 11-53

11.8.4.2.
FINAL REPORT
Phase IV (2028-2031) - The requirements under this head will be INR 1339 crore
Identification of Works in Phase I

Multilateral Funding
-
WORLD BANK: Works equivalent to USD 400 million were identified on the basis of
EIRR
EIRR was computed for corridors of lengths of more than 50 km
ADB: Works equivalent to USD 300 million identified on the basis of EIRR of MDR
sections standalone
State Budget & CRF

-
Works already sanctioned or in progress have been proposed and prioritized based on
EIRR
UPSHA
-
7 works identified and proposed for which bidding is in progress
These proposals will bring prosperity in the State and enhance all sectors of economy. The
savings in fuel costs will be many folds with reductions of accident costs.
The allocation of above resources for development of core road network has been analysed
in detail and distributed in proposed phased programme up to year 2013. Under various
heads as discussed above Rs 52,000 Crore will fund about 60% of the investment required.
The short fall Rs 38,000 Crore is proposed to be resourced from the PPP potential and
multilateral borrowings. The details are presented in Table 11.9 and Figure 11.9.
World Bank and ADB are in advance stages to approve the loan to be utilised for the
improvement of State Highways and Major District Roads respectively. This will generate
about 10,500 Crore to be utilised for next 10 years. There will be short fall of fund
requirements for the development of Other District Roads in the core network. This will be
an important strategy, which is vital to achieve the last mile connectivity for the regional
road system. Besides, up-gradation of roads will help the State to enhance rural
connectivity. Therefore, a separate provision has to be accorded to develop Other District
Roads in the State. This can be achieved by multilateral borrowings. Some of the ODRs
can be upgraded to next level to tap the funds available from ADB, WB and other sources.
The funds from the multilateral agencies can be tapped from the following listed agencies:
-
The World Bank Group

Asian Development Bank
United Nations Development Programme for meeting training needs
Canada International Development Agency
Danish International Development Agency
French Development Agency
Japan International Co-operation Agency & Japan Bank for International Co-operation
United States Agency for International Development
About 28,000 crore of PPP potential has been identified in the SHDP programme to be
achieved in 5 phases, which can be accomplished through viability gap funding by both
State and Central Government to a maximum of 40%. State can also use some hybrid
models to attract private sector participation. However, while allocating PPP potential of
State Roads, there will be viability issues and the strike rate could be about 60 to 70% due
to recent slowdown in the economy and experiences from the NHAI and other States.
April 2014
P a g e | 11-54

FINAL REPORT
Summarising the resources, budgetary allocations and other potential it is expected that the
investment of Rs. 98,435 Crore shall be arranged from Widening / strengthening
component of State Budget (49%), 4% from CRF, 7% from the State Budget component of
Bridges & Indian railways for converting the important level crossings to grade separated
facilities falling on the proposed core network. 11% of the funds will need support from
Donor Agencies and it is expected that 29% of the investment shall be from PPP.
Table 11.9
PROPOSED PHASE-WISE ALLOCATIONS FOR DEVELOPMENT OF CORE NETWORK FROM
STATE BUDGET, CENTRAL FUNDS & OTHER SCHEMES INCLUDING MULTI-LATERAL
BORROWINGS AND PPP POTENTIAL
Category
Core Network Cost (crore)
Phase I (2014-17)
Phase II (2018-22)
Phase III (2023-27)
Phase IV (2028-31)
Phase I - Requirements
Budget Allocations
Widening and Strengthening under State Budget
Widening and Strengthening Under CRF
Bridges (State Budget)
Indian Railways
Total
Phase II - Requirements
Budget Allocations
Indian Railways
Total
Phase III
Budget Allocations
Indian Railways
Total
Phase IV
Budget Allocations
Indian Railways
Total
Total Budget
Budget Allocations
Indian Railways
Total
April 2014
SH
MDR
ODR
44203
15465
11250
9662
7826
15465
29112
2558
7274
11331
7949
2558
17747
84
4977
7643
5043
84
7661
100
330
80
Major
River
Bridges
4328
999
1600
1036
693
999
727
1962
2292
7274
80
4977
3850
585
1836
520
4977
1138
3780
7274
11331
2500
521
5100
889
4977
7643
999
1600
5342
11331
7949
270
7643
5043
5226
702
4849
702
5043
1898
7826
44203
2398
7949
29112
5043
17747
19237
1908
11785
2441
17393
80
1600
300
276
1600
1036
576
922
1036
522
400
1036
693
922
1046
693
646
400
693
4328
1046
3045
0
4056
3100
11520
28846
P a g e | 11-55
501
576
7373
2440
4201
9662
7826
7046
16282
44473
270
231
272
2106
5868
15735
11250
2500
4315
11250
9662
Road
Over
Bridges
3045
501
576
922
1046
501
0
270
17743
1738
1307
272
4328
3045
Total
98435
19607
25677
30594
22557
19607
7661
510
997
231
4340
5868
19607
25677
10663
1105
1900
276
3638
8095
25677
30594
14973
1410
1558
400
2440
9813
30594
22557
15118
1404
1339
400
0
4296
22557
98435
48415
4429
5794
1307
10418
28072
98435

FINAL REPORT
Fig 11.9 SOURCES OF FUNDS

29%
11%
Indian Railways
1%
6%
W/S (CRF)
4%
W/S (State Budget)
49%
0%
10%
20%
30%
40%
50%
60%
Implementation of the long-term road development plan and development and management
of the supporting infrastructure calls for a host of activities by State Government. It is
important that a multi-pronged effort is initiated on all fronts to enable speedy, concerted
and coordinated action. The following agenda for action is suggested.
i. Mobilisation of resources
ii. Preparation of DPR for projects recommended;
iii. Initiate the process of tendering, award of contract, construction and project
management for recommended projects;
iv. Allocation of sustainable budget;
v. Establish measures to strengthen the institutional setup and set up a transport planning
unit;
vi. Identification and selection of Private Sector enterprise for projects to be developed
under PPP model;
vii. Identification of land for the various components of the Plan
viii. Social and environmental impacts
11.9.
WAY FORWARD
The Consultants suggest the following steps to be taken by the GOUP as a corollary to the
findings and recommendations made in the Master Plan.
i.
The Vision Statement prepared by the Consultants should be adopted by the GOUP
and should be the guiding principle for the improvement and maintenance of the road
network.
ii.
The expansion of the SH, MDR and ODR suggested in the Master Plan should be
accepted by the GOUP and notified after renumbering the network. The renumbering
should be on rational basis giving due importance to the geographical setting.
iii.
The Core Network identified by the Consultants should receive priority in the
implementation of the future road programme. Funds for the improvement of the Core
Network should be arranged and preferably through external funding (World Bank,
Asian Development Bank etc.). The economic analysis criterion should be the basis
for prioritizing the schemes.
iv.
The up-gradation of the roads other than the Core Network is equally important since
only then the connectivity to towns (above 5,000 population), places of tourist
April 2014
P a g e | 11-56

FINAL REPORT
importance, wild life sanctuaries, cottage industries, mandis and places of religious
importance will be accomplished and the national targets set down in the Lucknow
Plan (1981-2001) and Vision 2021 will be achieved.
v.
The UP PWD should be reorganised as suggested by the Consultants, giving the

status of Secretary to the Engineer-in-Chief.
vi.
The cadre of the PWD should be reviewed and a system of recruitment through
competitive examination should be established, inducting talent at middle level
segments also. This will result in enhancement of skill sets particularly, in planning
and design an essential ingredient for a holistic development.
vii.
The road network of UP constitutes a valuable asset which deserves to be

maintained and prevented from becoming obsolete. A Consultant should be
appointed to suggest a Road Asset Management system for UPs Roads, on sound
business-like principles.
viii.
UP has a scarcity of stone reserves. The use of techniques like soil stabilization
should be encouraged. Trial stretches should be constructed using various alternative
technologies and results of performance closely watched to serve as guidelines for
general adoption.
ix.
Due to extensive irrigation, the soil in many areas has become sodic. Road
construction in such areas is a serious problem. Solutions are available to overcome
the problem and should be popularized.
x.
The high water table in irrigated areas results in capillary rise of water, causing
settlement of the pavements phenomenon known as boggy action. Solutions are
available to overcome the problem and must be popularized.
xi.
Though the problems are a challenge, the UP PWD engineers have the capability to
overcome them, provided they are given political and administrative backing. The
entire economy of UP can be changed dramatically, it the Master Plan is
implemented. Agricultural prosperity, growth of cottage industries, development of
education and health services and increase in tourism will be the direct benefits of the
road programme.
xii.
A seminar of all stake-holders (government departments), politicians, road users,

contractors, consultants, police should be conducted where the Master Plan is
presented and suggestions from the participants will be received to carry forward the
road agenda.
xiii.
The State Government must extend their active cooperation for enabling successful
implementation of the PPP Projects by signing of the State Support Agreements for
the PPP Projects and providing necessary support and assistances and gear for
taking up more projects on PPP basis by:
-
Setting up Specific Cells for implementation of Road Projects on PPP mode; such
Cells should also have Finance and Legal Specialties to support Technical Staff
apart from fro Uttar Pradesh State Highway Authority
Developing required Institutional capabilities
The Model Concession Agreement (MCA) has to evolve on continuous basis in

due consultation with all the stakeholders.
April 2014
P a g e | 11-57

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Government of Uttar Pradesh

PUBLIC WORKS DEPARTMENT, WORLD BANK DIVISION

FINAL REPORT (Revision 1)

Government of Uttar Pradesh

DEVELOPMENT AND OPERATION OF BASE YEAR TDM

TRAFFIC ANALYSIS ZONES (TAZ)

FINDINGS FROM TRAVEL DATA ANALYSIS

BASE YEAR TRAVEL DEMAND MODELLING

MODELLING APPROACH ADOPTED

Cube Software Description & Requirement

Total Daily Trips by Movement Type

Intra-Regional Travel Demand

Government of Uttar Pradesh

Inter State Passenger Travel Demand

MODEL INPUT GENERATION

DEVELOPMENT OF BASE YEAR OD MATRIX

BASE YEAR TRAVEL TIME MATRIX

ASSESSMENT OF GROWTH DYNAMICS OF THE REGION(S)

ROAD RAIL TRAFFIC TRENDS

Traffic Zone System

Trip Generation Models

Overview of Railway Sector in India

TRANSPORT DEMAND FORECAST

HORIZON YEAR ROAD NETWORK

FINAL REPORT (Revision 1)

IDENTIFICATION OF STRATEGIC CORE ROAD NETWORK

EXTRACTS FROM SETTLEMENT POTENTIAL ANALYSIS

STRATEGIC CORE NETWORK - APPROACH

Weighted Index Method (Development Potential Index, DPI)

Government of Uttar Pradesh

INITIAL CORE NETWORK IDENTIFICATION

CORE NETWORK EVALUATION

Identification of Common set of Network links

IDENTIFICATION OF MAJOR TRAVEL CORRIDORS

ISSUES PERTAINING TO DESIGN OF PAVEMENT

IRC CODES ADOPTED

COST OF ROAD IMPROVEMENTS OF CORE NETWORK

CORE NETWORK LENGTH

ESTIMATES FOR ROAD IMPROVEMENT WORKS

REPLACEMENT OF PONTOON BRIDGES BY RCC BRIDGES IN THE CORE NETWORK

NEW RCC MAJOR BRIDGES

Scoring of Network Links

FINAL REPORT (Revision 1)

Importance of Economic Analysis

Widening and strengthening

OUTLAYS & PHASING FOR IMPROVEMENTS FOR CORE NETWORK

PROPOSAL FOR CONNECTING DISTRICT HEADQUARTERS TO LUCKNOW WITH 4-LANE HIGHWAY

Widening / Strengthening of Core Network

Government of Uttar Pradesh

FINAL REPORT (Revision 1)

UP-GRADATION OF SH/MDR/ODR NOT COVERED IN THE CORE NETWORK

PROPOSED UPGRADED ROAD NETWORK FOR THE YEAR 2031

Criteria for Selecting State Highways (SH)

CONNECTIVITY STATUS OF HABITATIONS

INSTITUTIONAL DEVELOPMENT ISSUES OF UP PWD

PUBLIC PRIVATE PARTNERSHIP (PPP) POTENTIAL

ROAD MAINTENANCE STRATEGIES

Government of Uttar Pradesh

FINAL REPORT (Revision 1)

Key Objectives of SCRNMP

TEHSILS SHOWING PREDOMINANT URBAN CHARACTERISTICS

Government of Uttar Pradesh

FINAL REPORT (Revision 1)