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Agra - Lucknow Expressway | 350+ Kms | 6 Lanes | Proposed

by m_1973
Expressway from Agra to Lucknow

This “08 lane access controlled Expressway” from Agra to Lucknow has been considered for constructing under PPP mode. This green field expressway shall be based on minimum distance formula having the potential of providing a smooth link from Greater Noida to Lucknow. Hence the journey time from Greater Noida to Lucknow via Agra covering about 530 km, presently consumes time of around 9 hours would now drastically be reduced to 5 hours. Likewise the 6 hours journey of 365 km between Agra and Lucknow would reduce to around 3.30 hours through this proposed Expressway. UPEIDA has been nominated as nodal agency.

In order to maintain Ecological balance a large numbers of trees would be planted for retaining the rain water in the field. Suitable techniques of rain harvesting shall also be adopted to raising ground water level. Eco-friendly parks shall be developed along the expressway for neutralizing air and noise pollution and maintaining ecological balance owing to this expressway. Further, to maintain greenery and abundant water supply Lakes and Ponds shall be developed on both sides of proposed Agra-Lucknow expressway.

  • Letter dated 24.04.2012 issued to Consultants Empanelled with MoRTH, Gol under Category-I for submission of their offer.

    Source http://www.upeida.in/

    http://img600.imageshack.us/img600/5711/agralucknow01.jpg


    http://img546.imageshack.us/img546/4964/agralucknow02.jpg


    http://img11.imageshack.us/img11/5812/agralucknow03.jpg


    http://img269.imageshack.us/img269/7928/agralucknow04.jpg


    http://img35.imageshack.us/img35/9904/agralucknow05.jpg
    - m_1973, 2 years ago
  • http://timesofindia.indiatimes.com/city/lucknow/Consultant-for-Agra-Lucknow-Expressway-appointed/articleshow/13235994.cms


    LUCKNOW: The Uttar Pradesh government on Thursday appointed Redicon India, a private limited company, as consultant for preparing the concept report for the ambitious access-controlled Agra to Lucknow expressway.

    The eight-lane eco-friendly greenfield expressway is proposed to be constructed on a minimum distance formula through Public-Private Partnership mode. Envisaged to provide a smooth link from Greater Noida to Lucknow via Agra, this expressway will be built covering a distance of about 365 Kms. The scope of work for consultant includes mainly preparation of concept report involving preliminary feasibility reports on economic, geographical, physical and social parameters. Once completed, Agra to Lucknow Expressway will cut short the travelling time between Lucknow and Agra from 6 hours to 3.30 hours, while a distance of about 530 Kms from Greater Noida to Lucknow will be covered in 5 hours instead of current time of 9 hours.

    "Conscious of the importance of connectivity and transport infrastructure for inclusive development of the state, Uttar Pradesh government is taking up this key issue on priority basis," said Infrastructure and Industrial Development Commissioner (IIDC), Anil Kumar Gupta. "Government is keen to not only conceptualise the development of infrastructure but to ensure its time-bound implementation also," he added.

    Redicon India was selected out of eight bidders after the company met with the standards of requisite experience and lowest financial bid. It may be noted that a 'Pre-Offer Meet' was held on May 5, 2012, to address their consultants' queries. Implementing and Nodal agency for this PPP expressway project is Uttar Pradesh Expressways Industrial Authority (UPEIDA).

    Chief Executive Officer, UPEIDA, Mukul Singhal, said that to maintain ecological balance, a large number of trees would be planted for retaining the rain water in the field. Suitable techniques of rain harvesting shall also be adopted to raising ground water level. Eco-friendly parks shall be developed along the expressway for neutralizing air and noise pollution and maintaining ecological balance owing to this expressway. Further, to maintain greenery and abundant water supply lakes and ponds shall be developed on both sides of proposed Agra-Lucknow expressway.
    - m_1973, 2 years ago
  • So this is death of Ganga expressway.I hope this is build before the next elections and complement the quality of Yamuna expessway
    - Euromast, 2 years ago
  • I dont think so....Agra-Lucknow via Kanpur is part of original plan. I dont see any issues for Ganga Expessway. We have to wait till we get environment clearence.

    from UP govt website

    http://udyogbandhu.com/topics.aspx?mid=Expressways

    Present Status of GE

    Ø The Hon’ble High Court has issued stay order in this case.


    Ø Concessionaire had applied with Ministry of Environment and Forests on 18.04.2011 for obtaining environmental clearances in accordance with EIA Notification, which has been rejected. It has further been directed that UPEIDA being project proponent, is required to file application for clearance.


    Ø UPEIDA is in the process of submitting application for obtaining NOC to Ministry of Environment and Forests



    So this is death of Ganga expressway.I hope this is build before the next elections and complement the quality of Yamuna expessway
    - m_1973, 2 years ago
  • http://www.business-standard.com/generalnews/news/expedite-workagra-lucknow-expresswaycm-to-officials/43728/


    Chief Minister Akhilesh Yadav today asked officials to expedite work on the ambitious Agra-Lucknow Greenfield Expressway project, to provide a large market to Uttar Pradesh farmers and cut the travel time between the two cities.

    Two days after inaugurating the Yamuna Expressway, Akhilesh today briefed concerned officials about the niceties of the project.

    The present distance of 350 km between Agra and Lucknow would be reduced to 274 kilometers with this project's completion and the travel time would be around 3 hours.

    "The proposed expressway from Agra to Lucknow should have enough underways and cattleway besides they should also have service lanes on both sides," the chief minister directed the concerned officials after an overview presentation on the Agra-Lucknow access control Greenfield Expressway project.
    The produce of farmers of the areas from where the proposed Agra-Lucknow Expressway would pass will get an "opportunity to reach larger markets" and the mandis would also expand, according to an official release quoting chief minister.

    Same would be the case with vegetables and seasonal fruits like watermelon and perishable dairy products which would easily reach the urban areas, Akhilesh said.

    Glass city would also be established in Firozabad, he said.

    The proposed 6-lane expressway would be expandable to 8 lanes.

    For the project, "not much fertile land will be needed to be acquired" as most of the land required was available with the Irrigation Department beside the already existing canal tracks and other public lands which fall into it, he said.

    To prevent flooding of the Expressway it is proposed that it would be on a high platform and 10 meter on either side will be prepared as Greenfield bar
    - m_1973, 2 years ago
  • http://in.jagran.yahoo.com/news/local/uttarpradesh/4_1_9565555.html



    - परियोजना के प्रस्तुतीकरण के बाद सीएम ने दी अलाइनमेंट को मंजूरी

    - फिरोजाबाद, शिकोहाबाद, इटावा, मैनपुरी, कन्नौज और मलिहाबाद के करीब से गुजरेगा एक्सप्रेसवे

    - दोनों ओर होगी 10 मीटर से अधिक चौड़ी हरित पट्टी

    जागरण ब्यूरो, लखनऊ : आगरा से लखनऊ के बीच प्रस्तावित छह लेन ग्रीनफील्ड एक्सप्रेसवे फिरोजाबाद, शिकोहाबाद, इटावा, मैनपुरी, कन्नौज और मलिहाबाद के काफी करीब से गुजरेगा। सोमवार को ग्रीनफील्ड एक्सप्रेसवे प्रोजेक्ट का प्रस्तुतीकरण देखने के बाद मुख्यमंत्री अखिलेश यादव ने परियोजना को हरी झंडी दिखा दी है। इस एक्सप्रेसवे के निर्माण से आगरा से लखनऊ के बीच 350 किमी की दूरी घटकर 274 किमी रह जाएगी जो कि तीन घंटे में पूरी की जा सकेगी।

    प्रस्तुतीकरण के दौरान परियोजना के कन्सल्टेंट रेडीकॉन ने ग्रीनफील्ड एक्सप्रेसवे के अलाइनमेंट के लिए तीन विकल्प सुझाये। इनमें से फिरोजाबाद, शिकोहाबाद, इटावा, मैनपुरी, कन्नौज और मलिहाबाद के नजदीक से गुजरने वाले विकल्प पर मुख्यमंत्री ने मुहर लगायी क्योंकि इस पर एक्सप्रेसवे का निर्माण करने में उपजाऊ जमीन का कम से कम अधिग्रहण करना पड़ेगा। इस अलाइनमेंट का अधिकांश भाग नहर की पटरियों के करीब सिंचाई विभाग व अन्य सरकारी जमीनों में पड़ रहा है। छह लेन के इस एक्सप्रेसवे का विस्तार आठ लेन तक किया जा सकेगा। बाढ़ से बचाव के लिए एक्सप्रेसवे को जमीन की सतह से ऊंचा रखा जाएगा और इसके दोनों ओर 10 मीटर से अधिक चौड़ी ग्रीनफील्ड पट्टी तैयार की जाएगी। एक्सप्रेसवे के साथ पर्यावरणीय दृष्टि से अनुकूल पार्क और तालाब व झीलें विकसित की जाएंगी। परियोजना की लागत 9500 करोड़ रुपये आंकी गई है।

    मुख्यमंत्री ने कहा कि जिन शहरों के करीब से होकर यह एक्सप्रेसवे गुजरेगा उन्हें ग्रोथ सेंटर के रूप में विकसित किया जा सकेगा। इन इलाकों में मंडियों के विकास के अलावा किसानों की उपज को बड़े बाजारों तक पहुंचाने में सहूलियत होगी। एक्सप्रेसवे के बन जाने पर फिरोजाबाद में ग्लास सिटी की स्थापना भी की जा सकती है। उन्होंने ग्रेटर नोएडा-आगरा प्रवेश नियंत्रित एक्सप्रेसवे को ग्रीनफील्ड एक्सप्रेसवे के माध्यम से लखनऊ तक बढ़ाने की भी मंशा जतायी ताकि क्षेत्र के किसानों और जनता को इसका लाभ मिल सके। मुख्यमंत्री ने ग्रीनफील्ड एक्सप्रेसवे के दोनों तरफ सर्विस लेन और उसके नीचे पर्याप्त अंडरपास और कैटल-वे बनाने का निर्देश दिया। प्रस्तुतीकरण के दौरान लोक निर्माण मंत्री शिवपाल सिंह यादव, प्रोटोकॉल राज्यमंत्री अभिषेक मिश्रा, अवस्थापना एवं औद्योगिक विकास आयुक्त अनिल कुमार गुप्ता, सिंचाई, वित्त, आवास व राजस्व विभागों के प्रमुख सचिव, आगरा, कानपुर और लखनऊ मंडलों के मंडलायुक्त भी मौजूद थे।

    ----- इनसेट -----
    तीन साल में विकसित होगी परियोजना

    ग्रीनफील्ड एक्सप्रेसवे परियोजना को पूरा करने के लिए डेवलपर को तीन साल का समय दिया जाएगा। प्रस्तुतीकरण के दौरान तय हुआ कि परियोजना के लिए सितंबर तक कन्सेप्ट नोट तैयार कर लिया जाएगा। परियोजना की व्यावहारिकता, रिक्वेस्ट फॉर प्रपोजल (आरएफपी) और रिक्वेस्ट फॉर क्वालिफिकेशन (आरएफक्यू) की औपचारिकताएं जून 2013 तक पूरी कर ली जाएं। डेवलपर चयन के लिए बिडिंग आगामी जुलाई में, प्री-बिड कान्फ्रेंस अगस्त में और डेवलपर को परियोजना सुपुर्द करने की कार्यवाही सितंबर 2013 में पूरी कर ली जाए। इसके बाद तीन वर्ष की अवधि में डेवलपर को परियोजना को अंजाम देना होगा।
    - m_1973, 2 years ago
  • ^^ this is talkning about a green field 6 lane project. are the service lanes being counted as the extra two lanes as the heading states its an 8 laner
    - sixsigma1978, 2 years ago
  • lets wait till sep end for the final report to see what will be constructed and whats the final alignment. Anyway all expressways in UP are planned to be 8 lanes. Some may go YE way where six lanes are constructed but in future expanded to 8 lanes.
    Service lanes are independent and most propbale will be 4lanes (2 on each side of expressway)

    Time line given in news report does not mention time required to get environment clearance. EC will take its own time of 2-4years....so 6-8 years is timeframe we should look for the completion of the expressway.


    ^^ this is talkning about a green field 6 lane project. are the service lanes being counted as the extra two lanes as the heading states its an 8 laner
    - m_1973, 2 years ago
  • Time line given in news report does not mention time required to get environment clearance. EC will take its own time of 2-4years....so 6-8 years is timeframe we should look for the completion of the expressway.
    It will be much easier this time around as the new alignment is mostly on government land and along existing canals. According to the hindi news report above, all formalities and developer selection will be complete by September 2013, and they expect to developer to build it in 3 years. So Best-case timeline is in 4 years (September 2016).. Also, if the Yamuna expressway is a hit, they might expedite this project in order to provide a smooth corridor from Delhi to Lucknow
    - varunssc, 2 years ago
  • but most imp is Environment clearance and this will come from Ministry of forest and environment.(MoEF)

    to get EC govt has to go through few steps

    1. Environment Impact Assessment Study: State govt has to conduct the study and if done with 100% efficiency without holidays takes 275days. If all falls in place its safe to assume it will take 1.5years

    2. With EIA report state has to approach MoEF to get permission. MoEF takes its time depending on the alignment. MoEF will take anything from one to two years to give permission. (if everything is correct otherwise change the alignment and redo most of things)

    Only to get EC we must factor 3-4years of time. Without EC state cant go for bidding as the case with UGCE (i think process changed after GE)

    Where Upper Ganga Canal Expressway stands? Its along Upper Ganga Canal and most of land is with irrigation department still MoEF is not ready to give EC on some or other pretext. Strangest thing is MoEF is questioning the need of expressway! This is simply a big joke... MoEF must only focus on giving environment permissions and must not comment on need / utility of expressway or any other project.
    In terms of process from UP govt Ganga E was the fastest executed project and now MoEF is sleeping on it.

    What SP govt must do now is push for EC for UGCE and focus on to finish it asap. Simultaneously SP must push for EC for GE in next 1-2 years time. GE is toughest project to execute and if SP lacks the political will leave the project for next govt to execute it. (or do in multiple steps)(e.g. Connect Lucknow to Varanasi in step 1)

    It will be much easier this time around as the new alignment is mostly on government land and along existing canals. According to the hindi news report above, all formalities and developer selection will be complete by September 2013, and they expect to developer to build it in 3 years. So Best-case timeline is in 4 years (September 2016).. Also, if the Yamuna expressway is a hit, they might expedite this project in order to provide a smooth corridor from Delhi to Lucknow
    - m_1973, 2 years ago
  • problem with govt process is that if in any process rule says that X work has to be done in 2 weeks that means it has to be done in 2 weeks. If you are dynamic person and finish the work in 2-3 days the only thing you will face are corruption charges due to "undue haste" in executing the work. Inquiry will be conducted to find out why undue haste shown by you?

    People can challenge it in court and court will cancel the process for violating the guidelines. Depending on how political sensitive the issue is you may end up with CBI inquiry. (and tons of allegations)

    Time bound process has its own advantages and disadvantages and any one must not violate them for successful implementation of project.


    It will be much easier this time around as the new alignment is mostly on government land and along existing canals. According to the hindi news report above, all formalities and developer selection will be complete by September 2013, and they expect to developer to build it in 3 years. So Best-case timeline is in 4 years (September 2016).. Also, if the Yamuna expressway is a hit, they might expedite this project in order to provide a smooth corridor from Delhi to Lucknow
    - m_1973, 2 years ago
  • http://www.business-standard.com/generalnews/news/draft-conceptagra-lucknow-expressway-project-reviewed/48854/


    With a view to complete the ambitious Agra-Lucknow eco-friendly expressway in time, Uttar Pradesh government today reviewed the project's draft concept report and finalised the alignment, official sources said.

    The State Public Private Partnership Monitoring Committee (PPPMC), headed by Infrastructure and Industrial Development Commissioner (IIDC) Anil K Gupta, reviewed the draft concept report submitted by consultant M/s Redicon India Pvt Ltd and finalised the alignment for the expressway.

    To be built on 'minimum distance formula' through PPP mode, the finalised alignment proposes around 270 kms long six-lane (extendable to eight lanes) expressway starting from proposed Agra ring road close to Yamuna expressway.

    The finalised alignment has been derived on the criteria of maximum utilisation of barren/waste and low cost land in the influence area, they said.
    It will pass through Fatehabad, Shikohabad, Saifai, NH-92 near Etawah, NH-91 near Kannauj, NH-25A near Malihabad and will culminate at inner ring road at Lucknow.

    According to the draft concept report, there would be five toll-plazas, eight interchanges with 7.5 metres service lane along the expressway and 80 under passes.

    The report has fixed a project execution time of three years for the project, the sources said, adding that PPPMC also asked the consultant to incorporate design parameters for a speed of 120 Km/hour on the proposed expressway.

    To make it economically inclusive, small agro-markets would be developed to benefit farmers, schooling facilities for their wards and medical-care facilities will be also taken care of.

    The expressway will cut short travel time between Agra and Lucknow to three hours from the present seven hours. It will be linked to already functional Yamuna Expressway between Greater Noida and Agra.
    - m_1973, a year ago
  • http://timesofindia.indiatimes.com/city/lucknow/Agra-Lucknow-green-field-expressway-alignment-finalised/articleshow/15833145.cms

    To be built on 'minimum distance formula' through PPP mode, the finalised alignment proposes around 270 km long six-lane (extendable to eight lanes) expressway starting from proposed Agra ring road close to Yamuna expressway and passing through Fatehabad, Shikohabad, Saifai, NH-92 near Etawah, NH-91 near Kannauj, NH-25A near Malihabad and will culminate at inner ring road at Lucknow. According to the draft concept report, there would be five toll-plazas, eight interchanges with 7.5 metres service lane along the expressway and 80 under passes, 135 cattle passes, four public amenities.
    - m_1973, a year ago
  • http://timesofindia.indiatimes.com/city/lucknow/Agra-Lucknow-green-field-expressway-alignment-finalised/articleshow/15833145.cms

    To be built on 'minimum distance formula' through PPP mode, the finalised alignment proposes around 270 km long six-lane (extendable to eight lanes) expressway starting from proposed Agra ring road close to Yamuna expressway and passing through Fatehabad, Shikohabad, Saifai, NH-92 near Etawah, NH-91 near Kannauj, NH-25A near Malihabad and will culminate at inner ring road at Lucknow. According to the draft concept report, there would be five toll-plazas, eight interchanges with 7.5 metres service lane along the expressway and 80 under passes, 135 cattle passes, four public amenities.

    Mulayam singh have included all of its strong holds from where its family members get elected:nuts:

    Anyways I will have no problem even with that if the expressway gets completed in time and with the same quality as yamuna expressway.

    It will provide boost to the UP.
    - anidel, a year ago
  • Straight line distance between Agra and Lucknow is 275km. If you go by minimum distance the expressway has to pass through strong hold of SP. Once the report is final we will come to know of exact length of expressway

    google earth image (length of red line is 275km)

    http://img7.imageshack.us/img7/8579/agralucknowdistance01.jpg





    Mulayam singh have included all of its strong holds from where its family members get elected:nuts:

    Anyways I will have no problem even with that if the expressway gets completed in time and with the same quality as yamuna expressway.

    It will provide boost to the UP.
    - m_1973, a year ago
  • Straight line distance between Agra and Lucknow is 275km. If you go by minimum distance the expressway has to pass through strong hold of SP. Once the report is final we will come to know of exact length of expressway

    google earth image (length of red line is 275km)

    http://img7.imageshack.us/img7/8579/agralucknowdistance01.jpg

    Yeah....waiting for the final report. Just hope that this project get materialized soon.
    - anidel, 7 months ago
  • m1973, how soon will all clearances be in place for the government to invite bids for the highway? Any idea? Will it not take at least a year or more?
    - Cosmicbliss, 5 months ago
  • minimum 3 years and max only MoEF knows. Environment assessment will take min on 1.5years and after that file will go to MoEF. MoEF will take its own time depending on from where are expressway will pass. Going by MoEF history of GE & UGCE we can assume 3 to 5 years of total time.

    m1973, how soon will all clearances be in place for the government to invite bids for the highway? Any idea? Will it not take at least a year or more?
    - m_1973, 3 months ago
  • I have no clue on what basis Govt officials are making such statements

    http://timesofindia.indiatimes.com/city/lucknow/UP-to-link-its-growth-with-future-e-ways/articleshow/16101828.cms


    UP has finalized the alignment of Lucknow-Agra expressway and this will be the second such project by the state government. Singhal told private developers that the government plans to complete the tendering process for this project by October 2013. "It will then depend on the developer to complete it. We will set a target of three years for completion," he added.
    - m_1973, 2 months ago
  • minimum 3 years and max only MoEF knows. Environment assessment will take min on 1.5years and after that file will go to MoEF. MoEF will take its own time depending on from where are expressway will pass. Going by MoEF history of GE & UGCE we can assume 3 to 5 years of total time.

    M_1973: Why does EIA studies take so long in India?

    All developed countries have environment impact assessment regulations. These assessments, in Sweden for example, include the impact of major projects on fauna, flora, soil, water, air, climate, marine life, the landscape, people and many other aspects. Yet, the EIA approval or rejection process is very transparent and fast. It takes less than 1 year, sometimes less than 6 months in some countries; remarkably, with these transparent and fast track processes, the environment quality in these countries is amongst the best in the world.

    From the start of review, after 2 weeks or 4 weeks, the application and government's notes/concerns/comments are published for the general public to see, at almost all stages of the thorough EIA review process. The affected region and citizens get 2 to 6 weeks to submit their comments and all their concerns. There is clearly defined appeal and arbitration process. Even with such extensive review process, hundreds of projects - from roads to irrigation to ports to mining permits to industrial zoning - get through the EIA study process in a third to a tenth of time. I wonder why the EIA process is so long and opaque in India?

    For those interested in learning about EIA study elsewhere, here are a few links:
    A comparison of EIA processes in developed countries (http://www.ceaa-acee.gc.ca/Content/2/B/7/2B7834CA-7D9A-410B-A4ED-FF78AB625BDB/iaia8_e.pdf)
    Sweden Environment Assessment process links (http://www.sweden.se/eng/Home/Society/Sustainability/Facts/Environment/)
    Australian EIA process with timelines (http://edit.epa.wa.gov.au/EPADocLib/EAG%206Timelines%20for%20EIA%20of%20Proposals%20291110.pdf)
    - philebus, 24 days ago
  • As far as I know EIA study is min time bound study. EIA involves public hearing and this process takes decent time. For GE UP govt completed the EIA study in 1.5 years which I think is very fast.

    I have problems with MoEF. I dont know in detail but suspect that most process in MoEF are not timebound and in many projects politics takes over


    M_1973: Why does EIA studies take so long in India?

    All developed countries have environment impact assessment regulations. These assessments, in Sweden for example, include the impact of major projects on fauna, flora, soil, water, air, climate, marine life, the landscape, people and many other aspects. Yet, the EIA approval or rejection process is very transparent and fast. It takes less than 1 year, sometimes less than 6 months in some countries; remarkably, with these transparent and fast track processes, the environment quality in these countries is amongst the best in the world.

    From the start of review, after 2 weeks or 4 weeks, the application and government's notes/concerns/comments are published for the general public to see, at almost all stages of the thorough EIA review process. The affected region and citizens get 2 to 6 weeks to submit their comments and all their concerns. There is clearly defined appeal and arbitration process. Even with such extensive review process, hundreds of projects - from roads to irrigation to ports to mining permits to industrial zoning - get through the EIA study process in a third to a tenth of time. I wonder why the EIA process is so long and opaque in India?

    For those interested in learning about EIA study elsewhere, here are a few links:
    A comparison of EIA processes in developed countries (http://www.ceaa-acee.gc.ca/Content/2/B/7/2B7834CA-7D9A-410B-A4ED-FF78AB625BDB/iaia8_e.pdf)
    Sweden Environment Assessment process links (http://www.sweden.se/eng/Home/Society/Sustainability/Facts/Environment/)
    Australian EIA process with timelines (http://edit.epa.wa.gov.au/EPADocLib/EAG%206Timelines%20for%20EIA%20of%20Proposals%20291110.pdf)
    - m_1973, 25 days ago
  • http://www.indianexpress.com/news/cabinet-to-discuss-lucknowagra-expressway-today/1007488/

    The dream project of Chief Minister Akhilesh Yadav — Lucknow-Agra expressway — is likely to be taken up at the state cabinet meeting to be held on Tuesday. So far the project was given “in-principal” approval by the CM, after which Redicon India Pvt Ltd was selected as the consultant to prepare the concept report.

    Last month, a presentation in this regard was made before Akhilesh and even the probable route for the proposed expressway was finalised. “There are three significant approvals, which are required from the Cabinet for this project — first for the 274-km-long expressway from Lucknow to Agra; then to take up the project under Public Private Partnership mode and lastly for appointing the Uttar Pradesh Expressway Industrial Development Authoity as the nodal agency for the project,” informed a senior government officer.

    The six-lane access controlled expressway would start from Agra ring road and pass through important areas like Saifai, Etawah, Kannauj, Fatehabad, Shikohabad and would end in Lucknow via Malihabad
    - m_1973, in 6 days
  • It looks like UP is going to have the best highways in the country in a decade or so.
    - tall_dreams, in 9 days
  • Does Jaypee group have any chance to do this project too?

    Or their closeness with Mayawati will hamper their chances..
    - murlee, in a month
  • Not surprisingly, news just coming in that the UP cabinet cleared the Agra-Lucknow expressway.
    - InfraNerd, in 2 months
  • Agra-Lucknow expressway gets Cabinet's approval

    LUCKNOW: The Uttar Pradesh government today approved construction of an entry-restricted six-lane greenfield expressway between Agra and Lucknow.

    The decision to construct 270-km expressway, estimated to cost Rs 10,400 crore, was taken at a meeting of the state Cabinet, chaired by Chief Minister Akhilesh Yadav.

    The project would be undertaken under public-private partnership model, officials said.

    A green belt would be developed up to 10.25 metres on both sides of the expressway which would pass through Agra, Firozabad, Etawah, Mainpuri, Kannauj and Hardoi.

    The Cabinet also approved a proposal to construct a sports college on 71.25 acres of land at Sefai, the hometown of Akhilesh, in Etawah district.

    The sports college, which would impart education from the sixth standard up to intermediate, would have a hostel with capacity of 80 inmates, the officials said.

    The college would have various sports facilities, including a cricket ground, they said.

    In the first session, 70 students would be given admission.

    http://economictimes.indiatimes.com/news/economy/infrastructure/agra-lucknow-expressway-gets-cabinets-approval/articleshow/16546648.cms

    http://timesofindia.indiatimes.com/city/lucknow/Agra-Lucknow-expressway-gets-Uttar-Pradesh-cabinet-clearance/articleshow/16552086.cms
    - anidel, in 2 months
  • m_1973, anidel, and other experts, now that the UP cabinet has cleared the expressway, what is the next step? When can we expect bidding? What about Environmental impact assessment and detailed project reports? Are they already done?
    - InfraNerd, in 3 months
  • Its just the beginning and will take many-2 years before we can drive on the expressway. Once the alignment is final I think according to new rules UP govt has to do the EIA study and the study will take min of 1.5 to 2 years. Once the study is done report will be sent to MoEF for environment clearance. Once Moef gives the clearance UP govt will go for bidding.
    Once bidding is over land acquisition will start and the company has to arrange for finances to distribute the compensation and to start the construction.

    We can easily assume that it will take min of 4-5years before construction starts.

    Best bet for Akhilesh is to work on Upper Ganga Canal Expressway and Ganga Expressway if he wants to show something at the end of his five year term.
    I would go for Upper Ganga Canal Expressway as this is easiest to implement as most of land is with UP irrigation department. Currently MoEF is sitting on the approval. Once MoEF approves the project bidding has to be done and construction can start immediately.

    m_1973, anidel, and other experts, now that the UP cabinet has cleared the expressway, what is the next step? When can we expect bidding? What about Environmental impact assessment and detailed project reports? Are they already done?
    - m_1973, in 3 months
  • ^^ Thanks m_1973. Why does it take so long to finish EIA study? How exactly do these guys go about it? Can't the EIA study done for Yamuna expressway serve as a template to expedite the EIA study for this expressway, especially when both are close to each other and the impact on environment may likely be similar? And about the final alignment, is it done by the people from the nodal agency, in this case UPEIDA?
    - InfraNerd, in 3 months
  • EIA is minimum time bound process (min time will be 1year). EIA includes public hearing and this takes time as nodal agency has to advertise in local newspapers and discuss with local population. EIA has set format from MoEF and not much can be done about it.

    Like YE, Agra Lucknow expressway also has to go through the scrutiny of Supreme Court as any construction in TTZ (Taj Trapezium Zone) needs sanction from SC. (any part of expressway which falls under TTZ)

    Alignment is done by the consultant hired by UP govt with inputs from all departments of UP govt who directly or indirectly gets impact with expressway. (pwd, irrigation, urban development, industrial development, agriculture, forest etc.). The coordinating agency is UPEIDA and they are responsible for everything related to expressway from EIA to MoEF to land acquisition etc etc.

    YE was launched in 2002 and finally opened in 2012 after good 10 years. I don’t think things have become easier with activism and politicization of everything. We must also add some time for the court cases from activist and people.

    ^^ Thanks m_1973. Why does it take so long to finish EIA study? How exactly do these guys go about it? Can't the EIA study done for Yamuna expressway serve as a template to expedite the EIA study for this expressway, especially when both are close to each other and the impact on environment may likely be similar? And about the final alignment, is it done by the people from the nodal agency, in this case UPEIDA?
    - m_1973, in 4 months
  • Do u expect to get ready before next state elections?
    - Euromast, in 4 months
  • I will be surprised if the expressway reaches the construction stage by the next state elections.

    Do u expect to get ready before next state elections?
    - m_1973, in 5 months
  • Owwoo. agar mayawati ney dukaan band kar di to?
    - Euromast, in 7 months
  • I see signs of maturity in UP politics. Mayawati could have launched all expressways with the name of Ambdkar, Kanshiram, Rambai etc but decided to keep neutral names. By doing this she has already depoliticized the expressway development. Akhilesh has done the same thing by picking Agra-Lucknow expressway and not naming it Lohia or something else. By doing this both can work together and make sure massive infra projects get implemented even with the change of government in state.

    My experience is that many times political parties just dump projects if named with leaders of opposition party.

    e.g. NRHM (National Rural Health Mission) Congress can always name it on Nehru and Gandhi but decided not to do it so that state governments without problem implement the program.

    Akhilesh must implement Upper Ganga Canal Expressway once Moef approves the project. In next term I am sure next govt will implement the other (Ganga and Agra-Lucknow expressway).

    Owwoo. agar mayawati ney dukaan band kar di to?
    - m_1973, in 10 months
  • m_1973 - If EIA process is that long, it is indeed unlikely that the Agra-Lucknow expressway construction will get started before 2015.

    I like the idea that Akhilesh government could adopt and begin construction on projects for which EIA is complete and approval could be forthcoming soon.

    You mention the Upper Ganga Canal expressway. It indeed could have a major productive impact on economy, housing and jobs along the Upper Ganga Canal area.

    An additional option is to adopt and begin construction on parts of Ganga expressway, when it receives final approval from the central government. For example, the part of Ganga Expressway from Kannauj to Allahabad to Varanasi to etc. After all, the Akhilesh cabinet approved Agra-Lucknow expressway will pass through Kannauj. Such an approach would interconnect major farm/cultural/economic/population districts with motorways as was promised by Akhilesh's party before the elections in its manifesto (http://www.skyscrapercity.com/showthread.php?t=612618&page=15).
    - philebus, in 11 months
  • I see signs of maturity in UP politics. Mayawati could have launched all expressways with the name of Ambdkar, Kanshiram, Rambai etc but decided to keep neutral names. By doing this she has already depoliticized the expressway development. Akhilesh has done the same thing by picking Agra-Lucknow expressway and not naming it Lohia or something else. By doing this both can work together and make sure massive infra projects get implemented even with the change of government in state.

    My experience is that many times political parties just dump projects if named with leaders of opposition party.

    e.g. NRHM (National Rural Health Mission) Congress can always name it on Nehru and Gandhi but decided not to do it so that state governments without problem implement the program.

    Akhilesh must implement Upper Ganga Canal Expressway once Moef approves the project. In next term I am sure next govt will implement the other (Ganga and Agra-Lucknow expressway).

    In a densely populated state like UP, how much land can be acquired without largescale protests and disturbances? One question for forumers: how much time does it currently take to travel from Delhi to Lucknow? In that sense we will realise the benefit of expressways from Delhi-Lucknow. However, in a densely populated state acquisiton of land remains a controversial issue. The Ganga expressway is very hard to implement for this very reason I think. Maybe if the Agra Lucknow expressway takes 4 years, the government can focus on four-laning of important state highways. One major boost will come in if the roads are good enough for Noida-Ballia distance can be done in 10-12 hours, similar to Pune-Hyderabad/Pune-Bangalore. You leave Noida at say 9 pm and reach Ballia at 9 am or 10 am. This will potentially revolutionise the transport industry in UP.

    m1973 in China and the United States smaller towns have often seen dramatic changes for the better due to expressways linking up major centres with smaller towns as well as reducing time and costs. When and how much benefit will Agra as a city get from the YE? Do you believe it is possible that just as Noida/Greater Noida have taken off owing to their proximity to Delhi, Agra may become one of the cities to watch out for in future, as Delhi based industries invest in Agra. What about Lucknow.
    - Cosmicbliss, in 11 months
  • In a densely populated state like UP, how much land can be acquired without largescale protests and disturbances?


    Most of protest are politically motivated. Rahul & Uma Bharti both want to revive congree & BJP so protest as that gives them max media coverage.
    Land holding are so small in UP that agriculture is almost unviable and I am sure most will be more than willing to sell at reasonable price.

    One question for forumers: how much time does it currently take to travel from Delhi to Lucknow?

    10-12hrs from Lucknow to Delhi via Kanpur and Agra. If we can reach Delhi in 4-5hrs most people will use cars and not trains which are always overcrowded. Not many people think of using bus / car to go to Delhi from Lucknow.

    In that sense we will realise the benefit of expressways from Delhi-Lucknow. However, in a densely populated state acquisiton of land remains a controversial issue.

    The Ganga expressway is very hard to implement for this very reason I think. Maybe if the Agra Lucknow expressway takes 4 years, the government can focus on four-laning of important state highways. One major boost will come in if the roads are good enough for Noida-Ballia distance can be done in 10-12 hours, similar to Pune-Hyderabad/Pune-Bangalore.

    Using state highways no way you can cross UP in 10-12 hrs. even after 4 lanes it will take min of 24hrs (safe travel)

    You leave Noida at say 9 pm and reach Ballia at 9 am or 10 am. This will potentially revolutionise the transport industry in UP.

    Thats exactly is the objective of Ganga Expressway.I am confident the expressway will happen its just question of time. Moef is sitting on the project so state govt cant do much

    m1973 in China and the United States smaller towns have often seen dramatic changes for the better due to expressways linking up major centres with smaller towns as well as reducing time and costs. When and how much benefit will Agra as a city get from the YE?

    Agra, not Kolkata, to host Global Partnership meet
    http://www.indianexpress.com/news/agra-not-kolkata-to-host-global-partnership-meet/1007921/

    We should see significant revival of Agra in next few years.
    Do you believe it is possible that just as Noida/Greater Noida have taken off owing to their proximity to Delhi, Agra may become one of the cities to watch out for in future, as Delhi based industries invest in Agra. What about Lucknow.

    Lucknow is doing pretty good and is probably one of best cities in India to live. Govt must go slow and should not repeat mistakes of Bangalore and other cities.
    - m_1973, in a year
  • In a densely populated state like UP, how much land can be acquired without largescale protests and disturbances?


    Most of protest are politically motivated. Rahul & Uma Bharti both want to revive congree & BJP so protest as that gives them max media coverage.
    Land holding are so small in UP that agriculture is almost unviable and I am sure most will be more than willing to sell at reasonable price.

    One question for forumers: how much time does it currently take to travel from Delhi to Lucknow?

    10-12hrs from Lucknow to Delhi via Kanpur and Agra. If we can reach Delhi in 4-5hrs most people will use cars and not trains which are always overcrowded. Not many people think of using bus / car to go to Delhi from Lucknow.

    In that sense we will realise the benefit of expressways from Delhi-Lucknow. However, in a densely populated state acquisiton of land remains a controversial issue.

    The Ganga expressway is very hard to implement for this very reason I think. Maybe if the Agra Lucknow expressway takes 4 years, the government can focus on four-laning of important state highways. One major boost will come in if the roads are good enough for Noida-Ballia distance can be done in 10-12 hours, similar to Pune-Hyderabad/Pune-Bangalore.

    Using state highways no way you can cross UP in 10-12 hrs. even after 4 lanes it will take min of 24hrs (safe travel)

    You leave Noida at say 9 pm and reach Ballia at 9 am or 10 am. This will potentially revolutionise the transport industry in UP.

    Thats exactly is the objective of Ganga Expressway.I am confident the expressway will happen its just question of time. Moef is sitting on the project so state govt cant do much

    m1973 in China and the United States smaller towns have often seen dramatic changes for the better due to expressways linking up major centres with smaller towns as well as reducing time and costs. When and how much benefit will Agra as a city get from the YE?

    Agra, not Kolkata, to host Global Partnership meet
    http://www.indianexpress.com/news/agra-not-kolkata-to-host-global-partnership-meet/1007921/

    We should see significant revival of Agra in next few years.
    Do you believe it is possible that just as Noida/Greater Noida have taken off owing to their proximity to Delhi, Agra may become one of the cities to watch out for in future, as Delhi based industries invest in Agra. What about Lucknow.

    Lucknow is doing pretty good and is probably one of best cities in India to live. Govt must go slow and should not repeat mistakes of Bangalore and other cities.

    m19723, isnt the Ganga expressway too ambitious? Also, if Noida-Ballia is 1047 km than if we take 60 km per hour roughly it should take 16 hours. Add three or four breaks of 30-45 minutes each. Even than 18 hours is possible.
    Lucknow isn't in the same league as Bangalore/Chennai/Hyderabad. It is a tier-2 city as far as I can see. Pune and Ahmedabad are ahead. Maybe Agra-Lucknow expressways can help change that. :)
    - Cosmicbliss, in a year
  • In a densely populated state like UP, how much land can be acquired without largescale protests and disturbances?


    Most of protest are politically motivated. Rahul & Uma Bharti both want to revive congree & BJP so protest as that gives them max media coverage.
    Land holding are so small in UP that agriculture is almost unviable and I am sure most will be more than willing to sell at reasonable price.

    One question for forumers: how much time does it currently take to travel from Delhi to Lucknow?

    10-12hrs from Lucknow to Delhi via Kanpur and Agra. If we can reach Delhi in 4-5hrs most people will use cars and not trains which are always overcrowded. Not many people think of using bus / car to go to Delhi from Lucknow.

    In that sense we will realise the benefit of expressways from Delhi-Lucknow. However, in a densely populated state acquisiton of land remains a controversial issue.

    The Ganga expressway is very hard to implement for this very reason I think. Maybe if the Agra Lucknow expressway takes 4 years, the government can focus on four-laning of important state highways. One major boost will come in if the roads are good enough for Noida-Ballia distance can be done in 10-12 hours, similar to Pune-Hyderabad/Pune-Bangalore.

    Using state highways no way you can cross UP in 10-12 hrs. even after 4 lanes it will take min of 24hrs (safe travel)

    You leave Noida at say 9 pm and reach Ballia at 9 am or 10 am. This will potentially revolutionise the transport industry in UP.

    Thats exactly is the objective of Ganga Expressway.I am confident the expressway will happen its just question of time. Moef is sitting on the project so state govt cant do much

    m1973 in China and the United States smaller towns have often seen dramatic changes for the better due to expressways linking up major centres with smaller towns as well as reducing time and costs. When and how much benefit will Agra as a city get from the YE?

    Agra, not Kolkata, to host Global Partnership meet
    http://www.indianexpress.com/news/agra-not-kolkata-to-host-global-partnership-meet/1007921/

    We should see significant revival of Agra in next few years.
    Do you believe it is possible that just as Noida/Greater Noida have taken off owing to their proximity to Delhi, Agra may become one of the cities to watch out for in future, as Delhi based industries invest in Agra. What about Lucknow.

    Lucknow is doing pretty good and is probably one of best cities in India to live. Govt must go slow and should not repeat mistakes of Bangalore and other cities.

    The biggest asset and liability of the Agra is the Taj Mahal. :lol:

    Agra will gain from this expressway but the gains will be limited to the tourism, service sector and real estate etc.

    Agra will not see any industries as the environment ministry, Supreme Court, etc. will not allow any industries because of the Taj Mahal.
    - anidel, in a year
  • It is a matter of time when the speed limit, on expressways in India, for trucks would be at least 100 km/hr (~ 60 miles/hr).

    see: http://www.thehindubusinessline.com/industry-and-economy/logistics/article3632015.ece

    Efficient logistics companies typically deploy a team of drivers. One driver stops for a break, hands over the truck to next driver who refuels and the truck is on the road again. This is similar to how airlines and air logistics companies work - the airplanes, and trucks, generate more revenue when it is moving.

    In these productive networked operations, a 1000 kilometer route at 100 km/hr speed limit, is typically covered in 10.5 - 11 hours.

    Also see the Ganga Expressway thread (http://www.skyscrapercity.com/showthread.php?t=612618&page=17), for its location details - it is on the top of a raised flood containment bank along the river, something that flood prevention experts suggest is needed anyway to prevent damage/deaths caused by floods. Such embankments have been implemented along previously flood prone rivers in the United States and Europe successfully. More recently in China too. FWIW, the crop yields, crop reliability and farm incomes in these parts of the world increased sharply after the river embankments were built.
    - philebus, in a year
  • http://economictimes.indiatimes.com/news/economy/infrastructure/concept-report-of-agra-lucknow-expressway-approved/articleshow/16654913.cms


    LUCKNOW: The concept report of Agra-Lucknow green-field eco-friendly expressway was today approved by Uttar Pradesh PPP Monitoring Committee (PPPMC).

    The meeting chaired by Infrastructure and Industrial Development Commissioner Anil K Gupta approved the concept report submitted by consultant M/s Redicon India Private Limited, official sources said here.

    The consultant made a presentation of the final concept report to PPPMC after incorporating its recommendations and suggestions, they said.

    Gupta said alternative bidding processes for selection of developers for implementing either the entire expressway as a single project or in packages of three have been included in the report.

    The process for the selection of project development consultant for preparing a detailed project report was also discussed in the meeting.

    CEO, UP Expressways Industrial Development Authority, Mukul Singhal said that request for qualification and request for proposal for selection of project development consultant would be invited within a week.

    The approved concept report also includes provision of flyover and interchange at NH-2 near Shikohabad. The move aims to provide an alternative to commuters to either use NH-2 or Expressway.

    NH-2 links Agra to Kanpur through Etawah, whereas, the proposed Expressway is a direct link from Agra to Lucknow.

    This provision has also been made on other national highways and state highways coming within the proposed Expressway alignment, sources said.

    The report also proposed the construction of four growth centres incorporating the provision of agriculture mandis, warehouses, food processing plants, cold storage, industrial centres, hospitals, schools Industrial Training Institutes along the expressway.

    Growth centres have been proposed at Firozabad, Karhal, Kannauj and Malihabad.
    - m_1973, in a year
  • http://economictimes.indiatimes.com/news/economy/infrastructure/concept-report-of-agra-lucknow-expressway-approved/articleshow/16654913.cms


    LUCKNOW: The concept report of Agra-Lucknow green-field eco-friendly expressway was today approved by Uttar Pradesh PPP Monitoring Committee (PPPMC).

    The meeting chaired by Infrastructure and Industrial Development Commissioner Anil K Gupta approved the concept report submitted by consultant M/s Redicon India Private Limited, official sources said here.

    The consultant made a presentation of the final concept report to PPPMC after incorporating its recommendations and suggestions, they said.

    Gupta said alternative bidding processes for selection of developers for implementing either the entire expressway as a single project or in packages of three have been included in the report.

    The process for the selection of project development consultant for preparing a detailed project report was also discussed in the meeting.

    CEO, UP Expressways Industrial Development Authority, Mukul Singhal said that request for qualification and request for proposal for selection of project development consultant would be invited within a week.

    The approved concept report also includes provision of flyover and interchange at NH-2 near Shikohabad. The move aims to provide an alternative to commuters to either use NH-2 or Expressway.

    NH-2 links Agra to Kanpur through Etawah, whereas, the proposed Expressway is a direct link from Agra to Lucknow.

    This provision has also been made on other national highways and state highways coming within the proposed Expressway alignment, sources said.

    The report also proposed the construction of four growth centres incorporating the provision of agriculture mandis, warehouses, food processing plants, cold storage, industrial centres, hospitals, schools Industrial Training Institutes along the expressway.

    Growth centres have been proposed at Firozabad, Karhal, Kannauj and Malihabad.


    m1973:

    One thing I have observed abroad is that facilities along highways tend to be "uniform" in terms of spread and quality. You have good places to eat, gas stations, cheap hotels along major highways. In India as I have seen, things vary a lot. From Bangalore-Mysore, Mumbai-Pune for example is pretty good in this respect but along many other highways even in those states its not so. In Bihar or Rajasthan for example the quality of roadside facilities leaves a lot to be desired. :ohno: Is there a need to come out with guidelines for highways in UP and is it possible to do so, given our present political and administrative set up? For example if the UP government upgrades a road into 2/4 lanes can one set norms i.e for every x number of kilometers there has to be a gas station, allied with an eatery, a cheap hotel and repair facilities as well as ambulances. The hotel and eatery have to adhere to certain strict norms in terms of cleanliness, hygiene (servers must wear gloves, cooks must wear hats) and facilities, have clean toilets and so on. This will also pave the way for modern highways. Do any such norms exist? Can they be implemented?
    - Cosmicbliss, in a year
  • I am not aware of the norms but yes UP govt is working to provide facilities along NH and SH.

    http://udyogbandhu.com/topics.aspx?mid=Tourism

    Development of Waysides Public Amenities

    The Government is keen to provide better facilities to road users especially clean toilets and potable drinking water and also to the tourists. In this context, Director General, Department of Tourism, Government of Uttar Pradesh has invited Expression of Interest from Private Sector Parties to develop Waysides Amenities along the major transport corridors of the State under PPP mode to achieve the following objectives :

    Providing a facility of clean and well maintained toilet and potable drinking water.
    Serving as info-gateway for tourism industry.
    Encouraging the existing establishments on Highways for maintaining high standard of Public Amenities, hygiene and sanitation.
    Encouraging ownership of tourism products by local partners and local communities
    Building greater visibility to the proposed tourist circuits and creates a positive Public image of the Partner and the Development.
    The last date of submission of EOI was fixed as 14.08.2012, wherein 75 proposals were received.
    Initially, selection shall be made for development of these amenities at 20 sites.

    Tender document
    http://www.up-tourism.com/tender/tender_13june12.pdf

    1 Total Units To be decided by the Committee
    2 Location of the facilities Along NH 2, NH 24, NH 25, NH 28, NH 29,
    NH 56, NH 76 etc. and other State Highways and Major District Roads
    3 Minimum Components in each unit Public Toilet (Gents-2, Ladies-2), Drinking
    Water, Approach road and Parking
    4 Minimum Area requirement 40.0 sq.mts. for Public Toilet (Gents-2, Ladies-2)
    and Drinking Water
    5 Minimum Parking bays 2 Bus bays and 5 Four wheelers


    m1973:

    One thing I have observed abroad is that facilities along highways tend to be "uniform" in terms of spread and quality. You have good places to eat, gas stations, cheap hotels along major highways. In India as I have seen, things vary a lot. From Bangalore-Mysore, Mumbai-Pune for example is pretty good in this respect but along many other highways even in those states its not so. In Bihar or Rajasthan for example the quality of roadside facilities leaves a lot to be desired. :ohno: Is there a need to come out with guidelines for highways in UP and is it possible to do so, given our present political and administrative set up? For example if the UP government upgrades a road into 2/4 lanes can one set norms i.e for every x number of kilometers there has to be a gas station, allied with an eatery, a cheap hotel and repair facilities as well as ambulances. The hotel and eatery have to adhere to certain strict norms in terms of cleanliness, hygiene (servers must wear gloves, cooks must wear hats) and facilities, have clean toilets and so on. This will also pave the way for modern highways. Do any such norms exist? Can they be implemented?
    - m_1973, in a year
  • The facilities on roadside are directly correlated to the number of passenger cars traveling on those routes. I drove from jaipur to Kolkata last year, mainly on NH2. There are very few people who travel for long distance in Easter UP and Bihar so there are hardly any places to eat. There is not market for it .. only people who need to eat on the road are truck drivers .. once more people start driving long distance as it become more comfortable and safe more such amenities will open.
    - jaadu, in a year
  • m1973:

    One thing I have observed abroad is that facilities along highways tend to be "uniform" in terms of spread and quality. You have good places to eat, gas stations, cheap hotels along major highways. In India as I have seen, things vary a lot. From Bangalore-Mysore, Mumbai-Pune for example is pretty good in this respect but along many other highways even in those states its not so. In Bihar or Rajasthan for example the quality of roadside facilities leaves a lot to be desired. :ohno: Is there a need to come out with guidelines for highways in UP and is it possible to do so, given our present political and administrative set up? For example if the UP government upgrades a road into 2/4 lanes can one set norms i.e for every x number of kilometers there has to be a gas station, allied with an eatery, a cheap hotel and repair facilities as well as ambulances. The hotel and eatery have to adhere to certain strict norms in terms of cleanliness, hygiene (servers must wear gloves, cooks must wear hats) and facilities, have clean toilets and so on. This will also pave the way for modern highways. Do any such norms exist? Can they be implemented?

    Cheap.... my friend this is the tragedy land prices in even in India's remotest place are higher then the some of the best places in the developed countries.

    I will give you a example as i have learned from newspaper reports:

    Bastar district in chattisgarh is called the liberated zone by naxalites and govt. don't have much presence over there practically.

    It was one of the most undeveloped and poor district of India.

    But when govt. was acquiring land for power plant and mines in Bastar the farmers protested and demanded Rs. 6-10 lac for their land :bash:

    At one hand they says they don't have any money, food, job and most importantly agriculture have become very costly.

    They should simply give their land to the govt. as they were getting cash for the land which will not get any buyer and agriculture have became very costly.

    But they want tons of money as if their land is in some prime locality :bash::bash:

    I am not aware of the norms but yes UP govt is working to provide facilities along NH and SH.

    http://udyogbandhu.com/topics.aspx?mid=Tourism

    Development of Waysides Public Amenities

    The Government is keen to provide better facilities to road users especially clean toilets and potable drinking water and also to the tourists. In this context, Director General, Department of Tourism, Government of Uttar Pradesh has invited Expression of Interest from Private Sector Parties to develop Waysides Amenities along the major transport corridors of the State under PPP mode to achieve the following objectives :

    Providing a facility of clean and well maintained toilet and potable drinking water.
    Serving as info-gateway for tourism industry.
    Encouraging the existing establishments on Highways for maintaining high standard of Public Amenities, hygiene and sanitation.
    Encouraging ownership of tourism products by local partners and local communities
    Building greater visibility to the proposed tourist circuits and creates a positive Public image of the Partner and the Development.
    The last date of submission of EOI was fixed as 14.08.2012, wherein 75 proposals were received.
    Initially, selection shall be made for development of these amenities at 20 sites.

    Tender document
    http://www.up-tourism.com/tender/tender_13june12.pdf

    1 Total Units To be decided by the Committee
    2 Location of the facilities Along NH 2, NH 24, NH 25, NH 28, NH 29,
    NH 56, NH 76 etc. and other State Highways and Major District Roads
    3 Minimum Components in each unit Public Toilet (Gents-2, Ladies-2), Drinking
    Water, Approach road and Parking
    4 Minimum Area requirement 40.0 sq.mts. for Public Toilet (Gents-2, Ladies-2)
    and Drinking Water
    5 Minimum Parking bays 2 Bus bays and 5 Four wheelers

    Bhai norms are all there but no body follows them. On paper there is all types of facilities like patrol van, ambulance, crane, rest room and restaurants but in reality none or minimum exists. :ohno:
    - anidel, in 2 years
  • Cheap.... my friend this is the tragedy land prices in even in India's remotest place are higher then the some of the best places in the developed countries.

    I will give you a example as i have learned from newspaper reports:

    Bastar district in chattisgarh is called the liberated zone by naxalites and govt. don't have much presence over there practically.

    It was one of the most undeveloped and poor district of India.

    But when govt. was acquiring land for power plant and mines in Bastar the farmers protested and demanded Rs. 6-10 lac for their land :bash:

    At one hand they says they don't have any money, food, job and most importantly agriculture have become very costly.

    They should simply give their land to the govt. as they were getting cash for the land which will not get any buyer and agriculture have became very costly.

    But they want tons of money as if their land is in some prime locality :bash::bash:



    Bhai norms are all there but no body follows them. On paper there is all types of facilities like patrol van, ambulance, crane, rest room and restaurants but in reality none or minimum exists. :ohno:

    My uncle was travelling through Gujarat a year ago or two years ago, and even there the eateries were really poor according to him. :ohno: Even basic hygiene standards weren't maintained. :ohno::ohno: A highway has to have these basic facilities. :ohno:
    - Cosmicbliss, in 2 years
  • Bigger picture

    http://imageshack.us/a/img850/1940/agralko01.jpg
    - m_1973, in 3 years
  • Its a concept report so many things will change after DPR (Detailed Project Report)


    http://imageshack.us/a/img155/738/agralkogrowthcentre04.jpg

    http://imageshack.us/a/img22/3011/agralkogrowthcentre03.jpg

    http://imageshack.us/a/img853/4175/agralkogrowthcentre02.jpg

    http://imageshack.us/a/img844/6820/agralkogrowthcentre01.jpg
    - m_1973, in 3 years
  • Lucknow end

    http://imageshack.us/a/img100/3258/agralkorow01.jpg

    Agra end

    http://imageshack.us/a/img338/7821/agralkorow07.jpg
    - m_1973, in 3 years
  • download the concept report and EOI cum RPF

    contains all alternatives considered and reasons for final selection etc

    http://upeida.in/

    http://upeida.in/eoi_cum_rfp_agra.pdf
    - m_1973, in 3 years
  • Thanks m_1973 for updates :cheers:
    - anidel, in 3 years
  • http://timesofindia.indiatimes.com/city/lucknow/Pre-proposal-conference-on-Agra-Lucknow-expressway-held/articleshow/16872676.cms


    LUCKNOW: The Uttar Pradesh government on Thursday held the pre-proposal conference for the implementation of the Agra-Lucknow green-field eco-friendly expressway. The consultant evaluation committee offered clarifications for nearly 100 queries that were received from nine prospective consultants in response to a tender floated earlier this month.

    Mostly pertaining to time-frame, payment schedules clarifications, qualifications of experts, environment clearances, phasing of project in single or three separate packages, a government release said that the modified proposal document has been uploaded on UPEIDA website. Clarifying that the consultants will only be responsible for preparing a detailed project report and the bidding process, CEO, UP Expressways Industrial Development Authority Mukul Singhal said that the remaining details had already been decided by the project consultant.

    To be built on public private partnership at an estimated cost of Rs 10,435 crore, the final alignment proposes around 270 kilometre-long six-lane expressway, which passes through Agra Ring Road via Fatehabad, Shikohabad, Saifai, NH-92 near Etawah, NH-91 near Kannauj, NH-25A near Malihabad and culminates at Lucknow.
    - m_1973, in 3 years
  • someone make a guess bout the timespan this will need to complete. :bash:
    - gangwarss, in 3 years
  • Well looking at the political system in UP I am not very optimistic about early completion of the project. There are so many hurdles regarding land acquisition and environmental clearances...I also think akhilesh yadav would not risk standing against farmers for sensitive land issues...all we can do is to wait and see..
    - Joker rises, in 4 years
  • what is the problem with UP political system? For me UP is best in terms of implementing big infra projects and performance is infinitely better than any other state in India.

    EC and land acquisition is part of process so will take its own time.

    gangwarss: read previous messages to get the answer

    Well looking at the political system in UP I am not very optimistic about early completion of the project. There are so many hurdles regarding land acquisition and environmental clearances...I also think akhilesh yadav would not risk standing against farmers for sensitive land issues...all we can do is to wait and see..
    - m_1973, in 5 years
  • what is the problem with UP political system? For me UP is best in terms of implementing big infra projects and performance is infinitely better than any other state in India.

    EC and land acquisition is part of process so will take its own time.

    gangwarss: read previous messages to get the answer

    m1973, why do you feel UP is infinitely better than other states in infrastructure? Workers/people from UP who I met in TN/GJ/KA/MH said roads, water, electricity situation in these states-though not that great-was definitely better than UP. I know you are one of the very few guys in this forum who has deep, in-depth knowledge of how governments-esp UP govt functions-so I am asking this question without intending to cause regional wars. Even I have been to UP and beyond Noida-G.Noida, the situation as far as Tier II cities didn't seem that great. Of course I went some years ago so things may changed. Please let me know.:)
    - Cosmicbliss, in 5 years
  • I said in "Implementing" Infrastructure projects....

    Current state of infra is not good. Power is big problem, roads I am sure are better than most of states. I have seens many south states and can say roads are much better in UP.

    Most of time state and central government reacts to situations in India and always do catchup work and manage crisis. What I have seen in UP in last 5-6 years is that state govt is ahead of time and is not reacting but is planning and is acting on the plan. This kind of situation is very unique in India.

    Akhilesh also has agreed to the plan and has not cancelled any of projects / plan from Maya govt. He changed name of some of welfare schemes and relaunched them.


    m1973, why do you feel UP is infinitely better than other states in infrastructure? Workers/people from UP who I met in TN/GJ/KA/MH said roads, water, electricity situation in these states-though not that great-was definitely better than UP. I know you are one of the very few guys in this forum who has deep, in-depth knowledge of how governments-esp UP govt functions-so I am asking this question without intending to cause regional wars. Even I have been to UP and beyond Noida-G.Noida, the situation as far as Tier II cities didn't seem that great. Of course I went some years ago so things may changed. Please let me know.:)
    - m_1973, in 5 years
  • ^^
    You say roads in UP are better than most places in South India ... seriously ?

    have you driven in Eastern part of UP .. anyways In no way UP infrastructure implementation is good. Except for YE tell us about any other major project in UP. Roads in UP are bad , Electricity is bad , Education is bad , Medical facilities are bad.
    There is some reason why UP comes in the bottom when it comes to HDI, per capita income or any such indicators !!
    - jaadu, in 5 years
  • It is all lies. Roads in UP are so bad!!! It used to take 6-7 hours to go from Delhi to Roorkee only 200kms and that was on NH-4. Sure they were working on it in 2010 might have improved a bit now but roads in Meerut, Mujjafarpur were so bad.
    - tryindiffdrugsngirls, in 5 years
  • People from UP are not active in this forum and we do not see updates on what is happening on the ground does not mean nothing happens in UP.

    I update Lucknow and you can see from images how good or bad lucknow is compared to other capital cities.



    ^^
    You say roads in UP are better than most places in South India ... seriously ?

    have you driven in Eastern part of UP .. anyways In no way UP infrastructure implementation is good. Except for YE tell us about any other major project in UP. Roads in UP are bad , Electricity is bad , Education is bad , Medical facilities are bad.
    There is some reason why UP comes in the bottom when it comes to HDI, per capita income or any such indicators !!
    - m_1973, in 5 years
  • I drove myself last year in eastern UP, mugalsarai, Varanasi region. The roads there are horrible. NH2 was the only decent road there. Things may have changed but not drastically.
    - jaadu, in 5 years
  • ^^
    You say roads in UP are better than most places in South India ... seriously ?

    have you driven in Eastern part of UP .. anyways In no way UP infrastructure implementation is good. Except for YE tell us about any other major project in UP. Roads in UP are bad , Electricity is bad , Education is bad , Medical facilities are bad.
    There is some reason why UP comes in the bottom when it comes to HDI, per capita income or any such indicators !!

    Infrastructure in UP is pretty bad as far your statement is concerned and even the complaints of UP friends I have, who say development is largely restricted to the region bordering Delhi. :ohno: Though this can be said about most states barring Kerala. :)
    - Cosmicbliss, in 5 years
  • All over India highways are total mess....golden quadrilateral and new highways constructed by private firms like lanco or l&t are incorporating certain expressway qualities in highways....but all others are just like typical ones...so many people cross, cattle and local vehicles, and all pass through center of cities...total congestion and traffic...really unsafe to exceed 100kmph speed..
    - Joker rises, in 5 years
  • All over India highways are total mess....golden quadrilateral and new highways constructed by private firms like lanco or l&t are incorporating certain expressway qualities in highways....but all others are just like typical ones...so many people cross, cattle and local vehicles, and all pass through center of cities...total congestion and traffic...really unsafe to exceed 100kmph speed..

    Mumbai Pune expressway was the pioneer in expressway development. Whatever sins Gadkari later did, the expressway is his brainchild and its to his credit that in 1997, when FDI in infra was neglible and there was no GMR/GVK he pulled it off.

    As far as your highways goes, a highway needs to have some things kept in mind. First, highway developers must ensure people can cross the highway easily and not run across it. Some years ago, not sure now, to cross NH 8 that bisects Gurgaon was an ordeal. People literally had to run across it, which wasn't easy as this is a very busy highway. There is complete ignorance of pedestrian access. This compounded by Indians dislike of using FOBs to cross roads. An example of that is the OMR/IT highway in Chennai, where there are 4 FOBs but people still run across the road. :lol::ohno: I many places even if there are FOBs/skywalks people are reluctant to use them.

    The other aspect is that on both 2-lane and 4-lane roads, allied services like ambulances, repair vehicles, fuelling stations, eateries tend to vary a lot in quality. On many highways they don't exist. :ohno: I would love to say "make it mandatory that every 40 km you have these facilities" but they will only come up if the traffic can support them. :)
    - Cosmicbliss, in 5 years
  • http://timesofindia.indiatimes.com/city/lucknow/Two-consultants-bid-for-Agra-Lucknow-expressway/articleshow/17564641.cms

    LUCKNOW: Two bidders have applied for selection as project development consultant for Agra-Lucknow expressway. The bidders are Consortium of M/s Feedback Infrastructure Services Pvt. Ltd. with M/s Redecon (India) Pvt Ltd and consortium of M/s Egis India Consulting Engineers Pvt Ltd with Ernst & Young Pvt Ltd. The eight-lane eco-friendly greenfield expressway is proposed to be built on minimum distance formula through public-private partnership model.

    Both bidders made detailed technical presentation to Consultant Evaluation Committee under the chairmanship of infrastructure and industrial development commissioner (IIDC) Anil Kumar Gupta here on Monday. The presentations focused on experience of bidders in imparting consultancy services for development of expressways and road projects along with proposed methodology for time-bound completion of work.

    Gupta said, "Agra-Lucknow expressway is a priority project of the state government; hence, we are making concerted efforts to ensure its time-bound implementation."

    A concept report has already been prepared and accepted for this project. Implementing and nodal agency for first of its kind PPP expressway project is Uttar Pradesh Expressways Industrial Authority (UPEIDA).

    CEO, UPEIDA, Mukul Singhal said the evaluation of technical bids would be completed within a week and then financial bids would be opened for selection of the consultant.

    Envisaged to provide a smooth link between Lucknow and Agra, this expressway will be built covering a distance of about 270 km. Scope of work for project development consultant would include preparation of feasibility studies and feasibility report of the expressway project for the purpose of firming up the requirements in respect of development and construction of the expressway and project facilities.

    To maintain ecological balance, a large number of trees would be planted for retaining the rain water in the field. Suitable techniques of rain harvesting would be adopted to raising groundwater level. Eco-friendly parks would be developed along the expressway for neutralising air and noise pollution and maintaining ecological balance owing to this expressway. Further, to maintain greenery and abundant water supply lakes and ponds would be developed on both sides of the proposed Agra-Lucknow expressway.
    - m_1973, in 6 years
  • ^^ Has MOEF clearance been given? When will the constructions start?
    - Cosmicbliss, in 6 years
  • Project moved to the second step ...still very long way to go before construction can start.

    On the basis of construction report, detail project report will be prepeared. Once DPR (4-8months) is prepeared EIA will be done (1.5years min). With EIA report govt will approach MoEF. How much time MoEF needs is any ones guess. once MoEF gives green signal bidding will happen (3-4months).

    Construction is not going to start before the end of current term of Akhilesh/SP govt

    ^^ Has MOEF clearance been given? When will the constructions start?
    - m_1973, in 6 years
  • Any chance for Noida-Dehradun expressway?
    - Cosmicbliss, in 6 years
  • I have no latest info on the Upper Ganga canal Expressway. MoEf website give old update.

    Regional Office Letter Number 8B/UP/06/23/2010/FC
    Proposal Name
    CONSTRUCTION OF MEERUT UPPER GANGA CANAL LEFT BANK 8 LANE PERVESH X-PRESS WAY & 10899 TREES FAILIN
    State
    UTTAR PRADESH
    District
    MEERUT
    Area
    184.7580
    Category
    Road
    Case Status
    EDS
    Date of Issue
    08-04-2010
    Conditions
    1. The proposal does not carry cost/benefit analysis.
    2. The proposal only enumerates destruction of trees whereas it is quite likely that number of other assets belonging to the forest deptt may be damagedwhich need to be accounted.
    3. The praposal should include at least tree rows of plantation to be done by the forest deptt at the cost of user agency.
    4. The proposal exceeds 100ha site inpection by the regional office is cumpulsory
    5. The other alternatives examined should be substanciated by satellite imaginary/maps only simple statement shall not suffice.
    6. Pls submit the consolidated proposal and Name of the Competent Authority for the construction of the expressway
    -----------------------------------------------

    Project moved away from the above status and was with Wildlife Board. No idea what is current status....

    Project will definitely happen only question to be asked is when?

    Any chance for Noida-Dehradun expressway?
    - m_1973, in 7 years
  • m_1973,

    I was looking at some financing documents for this new A-L expressway. It claims December 20 2012 (tomorrow?) as consultant selection date, with award in 2013, environmental and social impact studies/approvals with land acquisitions over 2 years, construction start in 2015, construction works over 3 years, expressway launch to public in 2018. The appendix of the concept study report also mentions a similar timeline.

    Is this a feasible timeline? What items will they need to do in parallel to make this happen?

    FWIW, it is good to see the expressway design goals include greening/major monsoon fed water reservoirs/anticipation of industrial centers/use of lower yielding farming land/etc.
    - philebus, in 7 years
  • without EIA you cant approach MoEF and without MoEF green signal you cant acquire land and without land you cant start construction. land acquisition and fund raising from banks will happen in parallel.

    I have not looked into how the new land acquisition bill will impact the land acquisition process for expressway. We must account this also in the development of expressway
    We have central elections in 2014 and next UP elections in 2017. So I can confidently say that land wont be acquired in 2014 and 2016 just before elections. Best bet for Akhilesh to acquire land is in 2015. This means Akhilesh govt must get environment clearance by end of 2014 or early 2015 i.e. in 2 years time which looks very difficult under current circumstances.

    I doubt UP govt will upload the bidding docs on web. RTI route is only other way to get bidding docs from govt. (if docs are not confidential)





    m_1973,

    I was looking at some financing documents for this new A-L expressway. It claims December 20 2012 (tomorrow?) as consultant selection date, with award in 2013, environmental and social impact studies/approvals with land acquisitions over 2 years, construction start in 2015, construction works over 3 years, expressway launch to public in 2018. The appendix of the concept study report also mentions a similar timeline.

    Is this a feasible timeline? What items will they need to do in parallel to make this happen?

    FWIW, it is good to see the expressway design goals include greening/major monsoon fed water reservoirs/anticipation of industrial centers/use of lower yielding farming land/etc.
    - m_1973, in 7 years
  • Thanks m_1973.

    In the concept report for A-L expressway, the proposed land acquisition prices are INR 80 lacs per hectare (~ US$ 60,000 per acre), which is over 10 times more expensive than prime farming land 25 miles from Paris, Munich, Rome, Sydney, Cape Town, Sao Paolo, New York, Chicago, Dallas, etc. For variation and average recent farming land prices in the USA, please see this report (http://www.ers.usda.gov/media/377487/eib92_2_.pdf). Clearly, the land acquisition prices are a huge part of the cost of the proposed expressway.

    This leads me to the following question on land acquisition: have rural states with very expensive land and land acquisition issues, considered elevated expressways?

    The technology for building elevated expressways is very well established. They are quick to build, easy to maintain, and reliable. You find elevated expressways in some rural parts of Japan, Brazil, China, etc.

    For example, see Higashi-Kanto Expressway (http://en.wikipedia.org/wiki/Portal:Roads/Selected_picture/25) in Japan, and G15 Expressway (http://en.wikipedia.org/wiki/G15_Shenyang–Haikou_Expressway) in China, and SP-160 (http://ookaboo.com/o/pictures/picture/12312640/The_SP160_known_as_Rodovia_dos_Imigrante) in Brazil, etc.

    The land footprint of elevated expressways is a tiny fraction of the ground expressway, farming can continue below, cattle/wildlife can walk across freely, minimal issues with flooding, etc. Elevated expressways cost more, but if the land acquisition is very expensive and protest prone, the savings from land acquisition costs/delays, can pay for the cost of pillars and related structure.
    - philebus, in 7 years
  • There is an assumption that current land prices will sustain and continue to go up in the future...if this madness continues, India can never become developed country. We barely have 2000+ KM of access controlled expressways and already land prices are several times more expensive than developed countries.....our per capita income is currently averaging $3600 per annum...where as developed countries, the same is 10 times more.

    So, how is it possible for India to build access controlled expressways of length that's equivalent to what US or China already have? i.e. 80,000+ KM'
    s....land prices have to fall significantly...80 LAKHS per acre needs to come down to 4 to 8 LAKHS.....it looks like that is highly impossible in the current environment.....it will happen and it has to happen. If there is sustained recession in developed countries, asset prices (land, coal, iron ore etc...) will correct significantly across the world....China will slowdown significantly...I am not expecting any of this to happen in the next few months...it could take time but eventually it has to happen. Otherwise, we will in this gridlock forever.


    Thanks m_1973.

    In the concept report for A-L expressway, the proposed land acquisition prices are INR 80 lacs per hectare (~ US$ 60,000 per acre), which is over 10 times more expensive than prime farming land 25 miles from Paris, Munich, Rome, Sydney, Cape Town, Sao Paolo, New York, Chicago, Dallas, etc. For variation and average recent farming land prices in the USA, please see this report (http://www.ers.usda.gov/media/377487/eib92_2_.pdf). Clearly, the land acquisition prices are a huge part of the cost of the proposed expressway.

    This leads me to the following question on land acquisition: have rural states with very expensive land and land acquisition issues, considered elevated expressways?

    The technology for building elevated expressways is very well established. They are quick to build, easy to maintain, and reliable. You find elevated expressways in some rural parts of Japan, Brazil, China, etc.

    For example, see Higashi-Kanto Expressway (http://en.wikipedia.org/wiki/Portal:Roads/Selected_picture/25) in Japan, and G15 Expressway (http://en.wikipedia.org/wiki/G15_Shenyang–Haikou_Expressway) in China, and SP-160 (http://ookaboo.com/o/pictures/picture/12312640/The_SP160_known_as_Rodovia_dos_Imigrante) in Brazil, etc.

    The land footprint of elevated expressways is a tiny fraction of the ground expressway, farming can continue below, cattle/wildlife can walk across freely, minimal issues with flooding, etc. Elevated expressways cost more, but if the land acquisition is very expensive and protest prone, the savings from land acquisition costs/delays, can pay for the cost of pillars and related structure.
    - su_hyd, in 7 years
  • There is an assumption that current land prices will sustain and continue to go up in the future...if this madness continues, India can never become developed country. We barely have 2000+ KM of access controlled expressways and already land prices are several times more expensive than developed countries.....our per capita income is currently averaging $3600 per annum...where as developed countries, the same is 10 times more.

    So, how is it possible for India to build access controlled expressways of length that's equivalent to what US or China already have? [...]

    Agreed. The land prices for public infrastructure projects in India are very high.

    What puzzles me further is the steep gap between 'government land acquisition prices' versus the 'current productivity of farm lands in India'.

    The average net farm income per multi-crop acre, in India, has been estimated to be between US$ 150 to US$ 250 per acre (see this note (http://www.bigindiafarms.com/BIF-income-projection-chart.pdf), for example). This is calculated as the total market value of grains/vegetables/etc. produced over the year, minus cost of inputs such as fertilizer, irrigation, quality seeds, etc. over the same year.

    This is still impressive, because here in the USA (and Europe too), with highly mechanized and efficient large scale, high yield farming, the net farm income per acre is about $300-$400. California, with lot of fruit and high valued added crop farming, in sun drenched and irrigated farm lands, the farmers average an income of about $500-$700 per acre. The midwest states, that grow staple food, average less per acre. See this webpage (http://www.ers.usda.gov/data-products/farm-income-and-wealth-statistics.aspx#27396) for latest annual farmer income per acre data in various states in the USA.

    Assuming an annual farm income of $250 per acre in India and perfect farming weather every year, this implies everyone dependent on that acre has to share from that $250 per acre per year. "Everyone dependent" includes the land owner, livelihood cultivators, temporary harvesting workers, etc.

    It is difficult to understand why India's tax payers and investors must pay US$ 60,000 per acre to build A-L expressway, or other infrastructure.

    Shouldn't US$ 10,000 per acre be more than enough. Why? Because, assuming a bank deposit account earns 9% annual interest rate in India (see this (http://www.allbankingsolutions.com/depsub1.htm)), a US$ 10,000 deposit would earn US$ 900 per year - which is 2 to 4 times what that acre's annual income generating capacity currently is.

    Note, according to The World Bank survey data (http://povertydata.worldbank.org/poverty/country/IND), 33% of India's population lives on an annual income of $460 per year, or $1.25 per day. It is likely that most farmers would be happy with a guaranteed income/food supply that is 2x to 3x more than what they can get from their land now; farming is hard work, and vulnerable to weather/water supply/pests/logistical waste.

    From global direct investment flows perspective, yes, it is difficult to understand why land acquisition prices in rural India, 100 or more kilometers from major cities such as Delhi, are 15 to 25 or more times the farm land prices close to major cities in Europe, United States and other developed regions of our world?

    Elevated expressways may be cheaper to build, and less prone to protests from activists during construction or afterwards.
    - philebus, in 7 years
  • Agreed. The land prices for public infrastructure projects in India are very high.

    What puzzles me further is the steep gap between 'government land acquisition prices' versus the 'current productivity of farm lands in India'.

    The average net farm income per multi-crop acre, in India, has been estimated to be between US$ 150 to US$ 250 per acre (see this note (http://www.bigindiafarms.com/BIF-income-projection-chart.pdf), for example). This is calculated as the total market value of grains/vegetables/etc. produced over the year, minus cost of inputs such as fertilizer, irrigation, quality seeds, etc. over the same year.

    This is still impressive, because here in the USA (and Europe too), with highly mechanized and efficient large scale, high yield farming, the net farm income per acre is about $300-$400. California, with lot of fruit and high valued added crop farming, in sun drenched and irrigated farm lands, the farmers average an income of about $500-$700 per acre. The midwest states, that grow staple food, average less per acre. See this webpage (http://www.ers.usda.gov/data-products/farm-income-and-wealth-statistics.aspx#27396) for latest annual farmer income per acre data in various states in the USA.

    Assuming an annual farm income of $250 per acre in India and perfect farming weather every year, this implies everyone dependent on that acre has to share from that $250 per acre per year. "Everyone dependent" includes the land owner, livelihood cultivators, temporary harvesting workers, etc.

    It is difficult to understand why India's tax payers and investors must pay US$ 60,000 per acre to build A-L expressway, or other infrastructure.

    Shouldn't US$ 10,000 per acre be more than enough. Why? Because, assuming a bank deposit account earns 9% annual interest rate in India (see this (http://www.allbankingsolutions.com/depsub1.htm)), a US$ 10,000 deposit would earn US$ 900 per year - which is 2 to 4 times what that acre's annual income generating capacity currently is.

    Note, according to The World Bank survey data (http://povertydata.worldbank.org/poverty/country/IND), 33% of India's population lives on an annual income of $460 per year, or $1.25 per day. It is likely that most farmers would be happy with a guaranteed income/food supply that is 2x to 3x more than what they can get from their land now; farming is hard work, and vulnerable to weather/water supply/pests/logistical waste.

    From global direct investment flows perspective, yes, it is difficult to understand why land acquisition prices in rural India, 100 or more kilometers from major cities such as Delhi, are 15 to 25 or more times the farm land prices close to major cities in Europe, United States and other developed regions of our world?

    Elevated expressways may be cheaper to build, and less prone to protests from activists during construction or afterwards.

    population population and population.

    It is the same phenomenon that a flat rent is about 2% of that of cost. In USA this ratio hovers around 4%.

    May be hard assets like land and house command premium over other assets due to corruption/inflation and rampant rigging of system against common man.

    Given the above scenario and looking at the sheer number of souls that fall in common to lower category, it is not hard to imagine cost of land being so high.

    boyds
    - boyds, in 7 years
  • Agree. population is one factor and the fact that you cannot buy and sell lands at market price and transact through banks makes people hide their money in real assets. In realty, only 2 to 4% of land is sufficient for residential, commercial and industrial purposes even in India and don't think population is main contributing factor.

    Developed world has borrowed money for last 30 years (basically created new debt and sold all over the world) and created sustained economic activity now people think we are in short supply of everything.....In this process asset prices went up gradually all over the world and all the way up to 2008 and started correcting after financial crisis. In the run up for asset prices, Middle east has seen oil price of $120 per barrel and built their countries cost structures around $80 to $120 per barrel. At the same time, real estate prices went up all over the world...also, all metals and industrial commodities went up as well. Once citizens of these countries are used to this cost structure (high salaries, higher oil prices, higher land prices, higher everything) the leaders of these countries feel obligated to sustain this new found prosperity. So what do they do? Borrow even more money to sustain the current asset prices....called stimulus money. All countries provided stimulus including India....that's what caused higher deficits and rupee to tumble vs. US dollar. Now the entire world has reached a point, where they cannot borrow any more.....so, next time when there is a Global recession no country will escape....asset prices will correct and they will correct significantly.

    For example, there is a skyscraper in San Antonio, TX that was built right before mid 1920's Great Depression in US for the total amount of USD 3.5 million. The same building in the depths of great recession was sold for 27,000 USD. So, the correction in real asset prices will hurt and it will hurt real bad in India when this happens.

    Competitive politics in India also are pushing land prices higher...take an example of Singur...Mamata has shown a way to all political leaders that by harping on providing fair compensation to just 900 acres of Singur land owners, she snatched CM gaddi from incumbents...I know this is not the only factor but this was main factor for her becoming CM of W Bengal. So, the goal of opposition politics is to make sure land holder believe that their land is worth 10 time more than the market price. Now what will government do? to please these so called majority vote bank, they give higher compensation from the tax payers money...this cycle has been repeating since last few years escalating land prices.



    population population and population.

    It is the same phenomenon that a flat rent is about 2% of that of cost. In USA this ratio hovers around 4%.

    May be hard assets like land and house command premium over other assets due to corruption/inflation and rampant rigging of system against common man.

    Given the above scenario and looking at the sheer number of souls that fall in common to lower category, it is not hard to imagine cost of land being so high.

    boyds
    - su_hyd, in 7 years
  • population population and population.

    It is the same phenomenon that a flat rent is about 2% of that of cost. In USA this ratio hovers around 4%.

    May be hard assets like land and house command premium over other assets due to corruption/inflation and rampant rigging of system against common man.

    Given the above scenario and looking at the sheer number of souls that fall in common to lower category, it is not hard to imagine cost of land being so high.

    boyds

    Interesting conjecture Boyds.

    India is not the only nation with high population per acre. Japan with its 127 million population and small land footprint, has very high population density in many of its regions, some Japanese prefectures have a density significantly higher than India. According to the data from Zenkoku Nogyo Kaigisho, which is their Chamber of Agriculture, rural farm land prices available for infrastructure projects are about US$ 3200 per acre in prefectures which are as densely populated as the state of Uttar Pradesh. Even in regions near Tokyo, Osaka, Nagoya etc., farm lands zoned as urban restricted because they are close to the city, the land prices are US$ 4900 per acre.

    Japan is not an exception. Numerous parts of the world have regional populations with population density higher than Uttar Pradesh, the state where this A-L expressway is being proposed. For example, Italian states such as Lombardy (with Milan), French prefectures such as Île-de-France (with Paris), Brazilian metro regions (with Sao Paolo) and many many others. Yet, despite the high population density, nowhere are large public infrastructure projects being proposed with exorbitant land acquisition costs.

    Yes, rigging/corruption/politics may be part of the problem. Political protests, activist spin and media frenzy may be fueling the inflationary pressure. Tragically, this is neither in the interest of the poor farmers whose families currently earn and survive on few hundred dollars a year per acre, nor in the interest of the growing population and tens of millions of Indian youth looking for jobs that pay well, schools that offer worthwhile education, hospitals that offer decent care, sanitation systems that prevent diseases and help clean up polluted rivers, housing that is better than slums, roads that enable fast and low-cost movement of raw materials and finished products - all of which needs infrastructure and affordable land.

    The proposed A-L expressway in particular, and India in general, is competing with other emerging nations for infrastructure financing. At land acquisition costs in India that are 10 to 25 times that of developed nations and other emerging economies, India is becoming uncompetitive. Best quality companies with talented workers/engineers/managers, and competent consortiums with track record of quality construction completed on time and within budget, may silently and politely stop submitting bids or participating in these uncompetitive projects in some parts of India. To improve its competitiveness in large infrastructure projects, India should consider ways to significantly reduce land acquisition costs; as well as innovative alternatives, such as elevated expressways that need significantly less land.
    - philebus, in 7 years
  • Japan is not an exception. Numerous parts of the world have regional populations with population density higher than Uttar Pradesh, the state where this A-L expressway is being proposed. For example, Italian states such as Lombardy (with Milan), French prefectures such as Île-de-France (with Paris), Brazilian metro regions (with Sao Paolo) and many many others. Yet, despite the high population density, nowhere are large public infrastructure projects being proposed with exorbitant land acquisition costs.



    But these places don't have high number of people dependent on land for their livelihood like we have in Uttar Pradesh.
    - murlee, in 7 years
  • But these places don't have high number of people dependent on land for their livelihood like we have in Uttar Pradesh.

    Are you sure? To the best of my knowledge, these places have high number of people dependent on land for their livelihood.

    About 33% of Japanese population is currently rural, over 40 million people - a high number. Farmers in Japan depend on their land for their livelihood as much as anywhere else in our world. Many farm on land parcels of few acres to far less than acre. They wake up in the morning, work all day, season after season, tend and harvest, their entire families derive an income from the land - just like farmers in India or anywhere else.

    Every nation went through the same difficult choices, the same challenging transition from primarily rural farm-driven economy with undeveloped infrastructure capable of supporting a poor smaller population, to a mixed agri-industrial-high tech mixed economy with developed infrastructure capable of supporting a prosperous larger population.
    - philebus, in 7 years
  • The problem with land in India is that most of people involved in agriculture are uneducated and Indian system failed to give then decent education so that the can be employable with decent job.
    The fear of unable to find alternative livelihood is perfect setting for political class to exploit the situation and is driving higher price of land. Land in Kushinagar for airport and Maitrey project has been acquired at rs 945 per sqm (demand was rs 1500 per sqm). (almost 95lakhs per hectare)

    I am not sure how successful the annuity based model is going to be for expressway. YE model is much better as farmers can be given land back in developed areas with some compensation.






    Interesting conjecture Boyds.

    India is not the only nation with high population per acre. Japan with its 127 million population and small land footprint, has very high population density in many of its regions, some Japanese prefectures have a density significantly higher than India. According to the data from Zenkoku Nogyo Kaigisho, which is their Chamber of Agriculture, rural farm land prices available for infrastructure projects are about US$ 3200 per acre in prefectures which are as densely populated as the state of Uttar Pradesh. Even in regions near Tokyo, Osaka, Nagoya etc., farm lands zoned as urban restricted because they are close to the city, the land prices are US$ 4900 per acre.

    Japan is not an exception. Numerous parts of the world have regional populations with population density higher than Uttar Pradesh, the state where this A-L expressway is being proposed. For example, Italian states such as Lombardy (with Milan), French prefectures such as Île-de-France (with Paris), Brazilian metro regions (with Sao Paolo) and many many others. Yet, despite the high population density, nowhere are large public infrastructure projects being proposed with exorbitant land acquisition costs.

    Yes, rigging/corruption/politics may be part of the problem. Political protests, activist spin and media frenzy may be fueling the inflationary pressure. Tragically, this is neither in the interest of the poor farmers whose families currently earn and survive on few hundred dollars a year per acre, nor in the interest of the growing population and tens of millions of Indian youth looking for jobs that pay well, schools that offer worthwhile education, hospitals that offer decent care, sanitation systems that prevent diseases and help clean up polluted rivers, housing that is better than slums, roads that enable fast and low-cost movement of raw materials and finished products - all of which needs infrastructure and affordable land.

    The proposed A-L expressway in particular, and India in general, is competing with other emerging nations for infrastructure financing. At land acquisition costs in India that are 10 to 25 times that of developed nations and other emerging economies, India is becoming uncompetitive. Best quality companies with talented workers/engineers/managers, and competent consortiums with track record of quality construction completed on time and within budget, may silently and politely stop submitting bids or participating in these uncompetitive projects in some parts of India. To improve its competitiveness in large infrastructure projects, India should consider ways to significantly reduce land acquisition costs; as well as innovative alternatives, such as elevated expressways that need significantly less land.
    - m_1973, in 7 years
  • [...] So, the goal of opposition politics is to make sure land holder believe that their land is worth 10 time more than the market price. Now what will government do? to please these so called majority vote bank, they give higher compensation from the tax payers money...this cycle has been repeating since last few years escalating land prices.

    That may indeed be an unfortunate contributor to spiraling costs and land acquisition issues.

    Another puzzling data: less than 9% of Indian population owns land (holds title to land), according to latest available Agriculture Census reports from India's Ministry of Agriculture. See online databases, here (http://agcensus.nic.in/). In Uttar Pradesh, where the proposed A-L expressway will be, the same Ministry of Agriculture, reports about 10.2% of the total state population owns any land, which includes very small farm plots to farms bigger than 20 acres.

    It feels as if 9%-10% of the land owning population in India is blocking or demanding very high prices from the remaining vast majority?
    - philebus, in 7 years
  • Akhilesh did his UP election campaign saying that his govt will provide SIX times the market price for land acquired by govt and industry
    Rahul tried Mamta in UP along YE and is now working on land bill. HC and SC has problem with emergency clause for land acquisition (housing & industry). Media has no stand on most of issues....

    No one in India seems to worry about lower middle and poor class. Each one of us want best police, teacher, cook, servants, auto/bus drivers. where and how & under what conditions these people are going to stay?



    The problem with land in India is that most of people involved in agriculture are uneducated and Indian system failed to give then decent education so that the can be employable with decent job.
    The fear of unable to find alternative livelihood is perfect setting for political class to exploit the situation and is driving higher price of land. Land in Kushinagar for airport and Maitrey project has been acquired at rs 945 per sqm (demand was rs 1500 per sqm). (almost 95lakhs per hectare)

    I am not sure how successful the annuity based model is going to be for expressway. YE model is much better as farmers can be given land back in developed areas with some compensation.
    - m_1973, in 7 years
  • The problem with land in India is that most of people involved in agriculture are uneducated and Indian system failed to give then decent education so that the can be employable with decent job.
    The fear of unable to find alternative livelihood is perfect setting for political class to exploit the situation and is driving higher price of land. Land in Kushinagar for airport and Maitrey project has been acquired at rs 945 per sqm (demand was rs 1500 per sqm). (almost 95lakhs per hectare)
    [...]

    That would worry me, if amount of land required for infrastructure was a very large percentage of farming land.

    Here is another interesting data: assume Uttar Pradesh decided to build a web grid of 6 lane expressways, running North-South and East-West, each expressway separated by the other by 50 kilometers. Now, let us calculate how much land would this grid need.

    Assume each lane is 3.5 meter wide for proposed 6 lane expressway, generous median, shoulder, service roads with trees/plants; this would need a 50 to 60 meter strip. If you do the math, the state will need to acquire and dedicate about 0.1% of its total farming land to build out such a grid of modern parallel highways infrastructure. 99.9% of the land can remain as farmland and the associated rural population can continue their life.

    So, expressway projects do not affect vast majority of farmers and their families - regardless of whether they are fully literate, partially or illiterate.

    This is true for all of India and elsewhere. The amount of land used to create and maintain a quality network of highways, airports, ports and such infrastructure is often a tiny fraction of total cultivable area of any major nation, even 1/10th the size of India.
    - philebus, in 8 years
  • I think this network of highways in up should be upgraded to 4 laned highways and expressways( a part of it is already completed). Then the state will have a world class road infrastructure.

    http://img688.imageshack.us/img688/3382/upmap1.jpg
    - tall_dreams, in 8 years
  • tall_dreams,

    That grid, or something equivalent interconnecting major cities of Uttar Pradesh, would be a good start. In 10 to 20 years, the state will need a much denser network of expressways and highways, for its per capita annual income average to cross US$10,000.

    For Indian states such as Uttar Pradesh, with population between 75 to 200 million, a great benchmark to study and learn from can be Japan. About 50 to 55 years ago, potholed narrow poor quality roads were common place in Japan. Bicycles and cattle carts common in rural areas. After rains, cars would get stuck in mud, and Japanese people would help each other to get these vehicles back on road. Read some interesting historical notes, here (http://www.roadsfundtz.org/web/pdf/session%204/Japan%20History%20of%20Road%20Development%20Finance%20and%20%20%20%20%20%20Investment.pdf) and here (http://www.mlit.go.jp/road/road_e/hist/hist2.html).

    In 25 years, with dedicated political leadership and support, the country made rapid progress in building out road infrastructure. Today, on a land area effectively similar to Uttar Pradesh (I am taking out very small islands, too small for expressways), Japan has about 8000 kilometers of access controlled tolled expressways (http://www.jetro.go.jp/en/invest/region/infra/pdf/infra_expressway_e.pdf) (called kosokudoro), 54000 kilometers of national highways (these are called Ippan Kokudo, or national routes in Japan), and over 125000 kilometers of rural/municipal roads (these are 1 or 2 lane roads). In 1970s through 1980s, dozens of expressways and highways were being built out simultaneously by private contractors / consortiums, employing Japanese people.

    Therefore, to achieve world class infrastructure such as one in Japan, with similar rural heritage, similar high population density, and a literacy rate that in 1960s Japan was similarly low, Uttar Pradesh alone will need much denser grid of expressways and 4+ lane highways. Far far more than all the expressways and highways proposed so far by the current and previous chief minister combined. Other states of India too will need a similar network of their own.

    The 150 to 250 km expressway proposals are trivial, grossly insufficient but a nice start. India needs to dream big. Like China is doing now. Like Japan did between 25-50 years ago.
    - philebus, in 8 years
  • Political will plus sensitivity to poor people is required. Everything depends on that. Along with as m1973 said, all of us want poor people to work for us but never stop to think where and how these people will love, work and educate themselves.
    - Cosmicbliss, in 9 years
  • Political will plus sensitivity to poor people is required. Everything depends on that. Along with as m1973 said, all of us want poor people to work for us but never stop to think where and how these people will love, work and educate themselves.

    or maybe the poor can use their vote to ensure they get taken care off? Its not as if india is a dictatorship in which the poor have no voice.


    people talk about land and in UP the population density is a big issue. I guess they can make the farmers partners in profit for the land? or be employed by the expressway?


    @philebus

    Its not 50-55 years ago. The meiji restoration (a hardcore dictatorship) ensured Japan made the jump from developing to developed. Very easy to say follow the Japanese model when at the core of it was a hardline dictatorship. Despite the second world war defeat japan had the plans and know how.

    Its the same for Germany. Hilter a dictator laid the tracks and plans.

    http://en.wikipedia.org/wiki/Meiji_Revolution
    - MeMumbaikar, in 9 years
  • the problem in UP is bit tricky

    The average size of land holding in UP is just about 1hectare!
    e.g. for Ganga Expressway you need approx 30,000Hectare of land. This means employment to 30,000 people on GE. This is simply not possible.

    In G Noida/YEIDA after HC orders farmers are getting 7%(or 10% not sure) of land back in developed area. This model is to some extent good as in case of just 1heactare of land you get 700sqm of developed land. In this area you can open a shop and have constant source of income. In this model govt can go for lower land price and provide source of income to people in developed areas. The only issue needs to be addressed is the lag in land acquisition and income from developed land.

    The current model of UP is also pretty decent where you give money for good 33years.
    Many solutions can be found only problem is everyone wants to do his/her politics around land. (From political parties to activist etc.)

    or maybe the poor can use their vote to ensure they get taken care off? Its not as if india is a dictatorship in which the poor have no voice.


    people talk about land and in UP the population density is a big issue. I guess they can make the farmers partners in profit for the land? or be employed by the expressway?


    @philebus

    Its not 50-55 years ago. The meiji restoration (a hardcore dictatorship) ensured Japan made the jump from developing to developed. Very easy to say follow the Japanese model when at the core of it was a hardline dictatorship. Despite the second world war defeat japan had the plans and know how.

    Its the same for Germany. Hilter a dictator laid the tracks and plans.

    http://en.wikipedia.org/wiki/Meiji_Revolution
    - m_1973, in 9 years
  • i see

    whats the average earning from 1 hectare of farm in UP for a farmer.

    say $2000 per hectare will mean $60 million the government will have to pay them every year. Plus they are free to go anything else they want.


    The question is how much toll do you think these large expressways will generate?


    I am suggesting the government builds this using its own finances and then uses the profits from the toll to compensate the farmers for life.


    But this all hinges on how much toll yo think can be collected.
    - MeMumbaikar, in 9 years
  • for simple calculation we can take sugarcane crop

    1 hectare produce 65 to 70 tons of sugarcane and is almost 1 year crop. Couple of weeks back UP govt announced price for sugarcane as rs 2900 per ton

    so the max earning = approx 2 lakhs per ha.
    profit = 2lakhs - labor cost - diesel cost - fertilizer cost - pest cost - loan for some equipment = probably max profit of rs 1 lakhs per year per ha.

    Land requirement for GE (correct numbers)
    http://www.upeida.in/project_1.htm
    Land Requirement – The land required for acquisition for construction of Ganga Expressway and three Link Expressways is 15120 ha. and for land parcels is 11254 ha.



    i see

    whats the average earning from 1 hectare of farm in UP for a farmer.

    say $2000 per hectare will mean $60 million the government will have to pay them every year. Plus they are free to go anything else they want.


    The question is how much toll do you think these large expressways will generate?


    I am suggesting the government builds this using its own finances and then uses the profits from the toll to compensate the farmers for life.


    But this all hinges on how much toll yo think can be collected.
    - m_1973, in 10 years
  • Its not 50-55 years ago. The meiji restoration (a hardcore dictatorship) ensured Japan made the jump from developing to developed. Very easy to say follow the Japanese model when at the core of it was a hardline dictatorship. Despite the second world war defeat japan had the plans and know how.

    I guess you did not read any of the links, I included above. Read it. You will see why Meiji era had little relevance to modern expressway or highways. Long after Meiji era, long after WW2, did the first expressway open in Japan.

    Many nations developed their expressway and highway networks, after WW2, without being under a dictatorship. USA would be one of many examples.
    - philebus, in 10 years
  • m_1973,

    The actual profits for sugarcane as cash crop I have seen have ranged between INR 40,000 to 60,000 per ha ($300 to $450 per acre per year).

    see this report (http://ww.ppi-far.org/ppiweb/bc-india.nsf/$webindex/8240DC9994EFFA8F062575130058ED84/$file/Sugarcane+08095+BC+India.pdf), for example. or this (http://www.nabard.org/fileupload/DataBank/OccasionalPapers/OP-54-Economics%20of%20Sugarcane.pdf)(it uses 10 year old data).

    In certain ideal weather conditions, best breed, high tech precision farming, no post harvest losses, better prices than 2012/2013 target (http://www.indianexpress.com/news/ccea-hikes-sugarcane-price-17-/977065) prices, profit may touch INR 100,000 per ha per year.

    Even if we use sugarcane as benchmark for determining value of land for A-L expressway, I am long way from being convinced that the land is worth INR 8,000,000 per acre - that is like 150-200 years worth of income on net present value basis.
    - philebus, in 10 years
  • Political will plus sensitivity to poor people is required. Everything depends on that. Along with as m1973 said, all of us want poor people to work for us but never stop to think where and how these people will love, work and educate themselves.

    Yes, all policies must carefully address the needs of ALL the poor. There are poor who work on the farms, and poor who neither own land nor work on the farms.

    Ignoring nine poor people to lavishly take care of one poor person is a questionable policy. Hurting nine poor people by paying too much to one poor is more so.

    India has over 700 million people who live on less than $2 per day, or about $700 per year (see world bank data (http://povertydata.worldbank.org/poverty/country/IND)). It is unpersuasive to argue that India should pay a few hundred or few thousand land owners $60,000 or $90,000 per acre lumpsum upfront, while tens of millions fellow Indians have tough time making ends meet, while land prices in developed and developing parts of the world is 10 to 25 times cheaper.

    The problem is that these land owners, with their political backers, can keep coming back for more and more money for that one acre, once the upfront US$ 60,000 per acre has been spent. Protests by a few thousand people and media headline stories are easy and very low cost way to block the needs and interests of the other 700+ million people.

    If land is that expensive, or land owners unwilling to sell, why not consider elevated expressways?
    - philebus, in 10 years
  • I totally agree the price of land is not worth what farmers are asking but we have to be careful in doing the calculation.

    with just 1 ha of land farmer easily maintains 2 cows /buffalo’s. (i think current price is INR 18-22 per liter that vans of milk cooperative buy) This gives them decent income. Generally farmers in UP grow the basic items (wheat /potato etc) and do not have to go to market to purchase. Earlier farmers in UP also had good practice of growing vegetables but now most of them stopped and prefer to purchase from market. Again for fruits most do not buy from market as they grow sufficient in surrounding areas.

    Once you are in urban setting you have to buy everything.

    Except in Bundelkhand and some parts of eastern UP failure of crop is rare.

    approx. 1lakh (upper limit) profit is more or less correct for today for 1ha. of sugarcane crop. If I remember correctly last year sugar mills paid close to 16000 crores to farmers for purchase of sugarcane in UP.


    m_1973,

    The actual profits for sugarcane as cash crop I have seen have ranged between INR 40,000 to 60,000 per ha ($300 to $450 per acre per year).

    see this report (http://ww.ppi-far.org/ppiweb/bc-india.nsf/$webindex/8240DC9994EFFA8F062575130058ED84/$file/Sugarcane+08095+BC+India.pdf), for example. or this (http://www.nabard.org/fileupload/DataBank/OccasionalPapers/OP-54-Economics%20of%20Sugarcane.pdf)(it uses 10 year old data).

    In certain ideal weather conditions, best breed, high tech precision farming, no post harvest losses, better prices than 2012/2013 target (http://www.indianexpress.com/news/ccea-hikes-sugarcane-price-17-/977065) prices, profit may touch INR 100,000 per ha per year.

    Even if we use sugarcane as benchmark for determining value of land for A-L expressway, I am long way from being convinced that the land is worth INR 8,000,000 per acre - that is like 150-200 years worth of income on net present value basis.
    - m_1973, in 10 years
  • Problem is more of mindset

    we had very good history post independence of land reforms, bhoodan movement, free land to SC/ST, panchayati raj model etc. etc.
    Almost all social movement today ask for land from govt for landless poor. I have not see any movement where activist ask for quality education so that poor can be migrated to urban area with good employment.

    The policy govt is trying to frame also revolves around same mindset (gandhian) (Gandhian vs Ambedkar) (Gandhi looked at village as solution to all problem and Ambedkar looked at it as centers of exploitation and asked all to move to urban areas)



    Yes, all policies must carefully address the needs of ALL the poor. There are poor who work on the farms, and poor who neither own land nor work on the farms.

    Ignoring nine poor people to lavishly take care of one poor person is a questionable policy. Hurting nine poor people by paying too much to one poor is more so.

    India has over 700 million people who live on less than $2 per day, or about $700 per year (see world bank data (http://povertydata.worldbank.org/poverty/country/IND)). It is unpersuasive to argue that India should pay a few hundred or few thousand land owners $60,000 or $90,000 per acre lumpsum upfront, while tens of millions fellow Indians have tough time making ends meet, while land prices in developed and developing parts of the world is 10 to 25 times cheaper.

    The problem is that these land owners, with their political backers, can keep coming back for more and more money for that one acre, once the upfront US$ 60,000 per acre has been spent. Protests by a few thousand people and media headline stories are easy and very low cost way to block the needs and interests of the other 700+ million people.

    If land is that expensive, or land owners unwilling to sell, why not consider elevated expressways?
    - m_1973, in 10 years
  • Problem is more of mindset

    we had very good history post independence of land reforms, bhoodan movement, free land to SC/ST, panchayati raj model etc. etc.

    Almost all social movement today ask for land from govt for landless poor. I have not see any movement where activist ask for quality education so that poor can be migrated to urban area with good employment.

    [...]

    Quality education needs schools and colleges, and quality roads for supplies/teachers/students to reach them - all of which requires land, and funds to build them. Making land very expensive, takes away fund that could have helped build colleges / universities / polytechs - such as the skill training vocational centers (http://www.hk24.de/en/training/348086/duale_system.html;jsessionid=DF37731C0DE2A3DED9E39969BA41EDDF.repl20) Germany has everywhere.

    Skilled labor, I agree with you, is something India needs; and skills - safe construction work, machine operators in housing projects, electrician, wood working, plumbing, glass work, product assembly, etc are skills that the poor need to become productive and better paid. Such vocational schools and factories to employ people needs infrastructure and land.

    On mindset - it is the same in India as elsewhere in the world. Everyone wants more money for their property, if they can get it. 'Buy low, sell high' is a slogan all over the world. Social activists and speculators have their own agenda, everywhere in our world.

    Here are three ideas that have helped land acquisition and encouraged fair reasonable prices eslewhere.

    1. Use ballot/voting method to get popular support for major infrastructure projects. If the majority in a state democratically vote 'yes' on a proposal that the state should build specified expressway / highway / infrastructure / schools / etc, and acquire land for it - it gives the needed political support that it is desired by public and is public good.

    2. Use land bonds as a form of partial payment for the acquired land. These bonds have maturity date that trigger with the completion of the project, and are paid in part by the project (not government). This aligns the interest of the land owner and the project. The land bonds can also offer guarantees of food supply equivalent to farm output per year and fodder supply for cattle etc.

    3. Increase competition. Adopt technology such as elevated expressways to reduce the need for major land acquisitions in areas where people do not want to sell land. People are more reasonable when competitive options exist.

    In 99%+ cases, people do want to sell their land - farming is a hard way to make a meagre living. India has about 400 million acres of arable land. It is impossible that all this land is earning $2000 per acre in profit (~ 1 lac/year) every year, and $4000 per acre of revenue every year! That would stranegly imply rural India is about 2 trillion economy, and with agriculture as 16% of its GDP, the remaining GDP is 12 trillion - or, in other words, such claims would mean India's true GDP is larger than that of the United States, or European Union, or China. In other words, $1000 - $2000 per acre profit from its 400 million acres of arable land would lead to absurb claims that India isn't a low income country and that large majority of India isn't living on $2 per day or less.

    The truth is that the profit per acre is much smaller, India has hundreds of millions of poor people, and projects such as A-L expressway a good opportunity for some to sell their land and many to benefit from the infrastructure that will result.
    - philebus, in 10 years
  • I come from Farrukhabad district of UP and numbers I mentioned are latest and are correct. I cross check the numbers and they agree up to INR 1lakh is profit per ha. The profit in sugarcane is max and rest of any agriculture product gives you equal to or less than sugarcane. (Land is one of most fertile in India) You can not do sugarcane anywhere as crop is water intensive and well irrigated land can only help you grow sugarcane.
    Area under sugarcane in India
    http://www.sugarcane.res.in/index.php/mis/sugarcane-statistics/280

    About the land price in my district 40-50lakhs is the price per ha and in small town (for me is almost slum) price is as high as 7 crore per ha.!

    Voting can never be option for infra project because of social order.

    e.g. in one of village out of 2100 votes 600 votes are of my community and we control 95-98% of land and rest depend on us for living. acquisition of land from farmer threatens the social order of dominance of one caste in India. Consensus in village is myth and voting is complex. For voting you want people to take informed decision without bias and in hierarchy based order with low literacy such options are not possible.
    1500 votes in village you can say live in BPL condition. $2 or $5 I dont know but rarely they sleep hungry as caste system by default use to take care of most caste in a village except SC.


    Quality education needs schools and colleges, and quality roads for supplies/teachers/students to reach them - all of which requires land, and funds to build them. Making land very expensive, takes away fund that could have helped build colleges / universities / polytechs - such as the skill training vocational centers (http://www.hk24.de/en/training/348086/duale_system.html;jsessionid=DF37731C0DE2A3DED9E39969BA41EDDF.repl20) Germany has everywhere.

    Skilled labor, I agree with you, is something India needs; and skills - safe construction work, machine operators in housing projects, electrician, wood working, plumbing, glass work, product assembly, etc are skills that the poor need to become productive and better paid. Such vocational schools and factories to employ people needs infrastructure and land.

    On mindset - it is the same in India as elsewhere in the world. Everyone wants more money for their property, if they can get it. 'Buy low, sell high' is a slogan all over the world. Social activists and speculators have their own agenda, everywhere in our world.

    Here are three ideas that have helped land acquisition and encouraged fair reasonable prices eslewhere.

    1. Use ballot/voting method to get popular support for major infrastructure projects. If the majority in a state democratically vote 'yes' on a proposal that the state should build specified expressway / highway / infrastructure / schools / etc, and acquire land for it - it gives the needed political support that it is desired by public and is public good.

    2. Use land bonds as a form of partial payment for the acquired land. These bonds have maturity date that trigger with the completion of the project, and are paid in part by the project (not government). This aligns the interest of the land owner and the project. The land bonds can also offer guarantees of food supply equivalent to farm output per year and fodder supply for cattle etc.

    3. Increase competition. Adopt technology such as elevated expressways to reduce the need for major land acquisitions in areas where people do not want to sell land. People are more reasonable when competitive options exist.

    In 99%+ cases, people do want to sell their land - farming is a hard way to make a meagre living. India has about 400 million acres of arable land. It is impossible that all this land is earning $2000 per acre in profit (~ 1 lac/year) every year, and $4000 per acre of revenue every year! That would stranegly imply rural India is about 2 trillion economy, and with agriculture as 16% of its GDP, the remaining GDP is 12 trillion - or, in other words, such claims would mean India's true GDP is larger than that of the United States, or European Union, or China. In other words, $1000 - $2000 per acre profit from its 400 million acres of arable land would lead to absurb claims that India isn't a low income country and that large majority of India isn't living on $2 per day or less.

    The truth is that the profit per acre is much smaller, India has hundreds of millions of poor people, and projects such as A-L expressway a good opportunity for some to sell their land and many to benefit from the infrastructure that will result.
    - m_1973, in 11 years
  • My last message also explains why Maya (dailt) came with expressways in UP and Mulayam (Yadav) opposed and why congress never thought of modern expressways in India. BJP has no clue what to do in UP...

    This also explain why other political parties in India still not ready with expressways concept.

    I come from Farrukhabad district of UP and numbers I mentioned are latest and are correct. I cross check the numbers and they agree up to INR 1lakh is profit per ha. The profit in sugarcane is max and rest of any agriculture product gives you equal to or less than sugarcane. (Land is one of most fertile in India) You can not do sugarcane anywhere as crop is water intensive and well irrigated land can only help you grow sugarcane.
    Area under sugarcane in India
    http://www.sugarcane.res.in/index.php/mis/sugarcane-statistics/280

    About the land price in my district 40-50lakhs is the price per ha and in small town (for me is almost slum) price is as high as 7 crore per ha.!

    Voting can never be option for infra project because of social order.

    e.g. in one of village out of 2100 votes 600 votes are of my community and we control 95-98% of land and rest depend on us for living. acquisition of land from farmer threatens the social order of dominance of one caste in India. Consensus in village is myth and voting is complex. For voting you want people to take informed decision without bias and in hierarchy based order with low literacy such options are not possible.
    1500 votes in village you can say live in BPL condition. $2 or $5 I dont know but rarely they sleep hungry as caste system by default use to take care of most caste in a village except SC.
    - m_1973, in 11 years
  • Thanks, m_1973.

    I accept your numbers. With prices in INR 70,000,000 per ha (US$500,000+ per acre), India may be unable to transition away from slums, build high speed quality roads, high speed railways, install sanitation system, build schools and universities, build hospitals in cities, etc.

    Why?, because with poverty as widespread, who in India has that kind of money to buy the needed land, take risks and launch large projects? It feels as if a small 9-10% landowners are politically strong, well connected with media / social activitists, and are blocking the infrastructure and opportunities for the rest.

    Paying too much for crops and land and large agri subsidies to a few may explain why the financial condition of states such as Uttar Pradesh, that is its total debt and fiscal deficit, is in a bad shape.

    I have another question for you - what about others parts of Uttar Pradesh (and other states)? is it proper to assume other crops - pulses to wheat to rice to vegetables - yield a profit per acre that is much less that INR 100,000 per ha (~US$ 700 per acre)? I am trying to figure out if expressways such as the A-L expressway concept, or 4 lane highways for that matter, may be more feasible in other parts of Uttar Pradesh / other states?
    - philebus, in 11 years
  • Yes most of crops give much less than INR 100000 per ha of profit. We have large mango plantation and mango plantation almost touches sugarcane profits. (but profits are cyclic in nature)

    The crisis we have is that with small land holdings saving are low. Because prices of land are high and people are unable to expand the farm land. With increase in family size farmers have reached a point where most have to leave farming otherwise survival is going to be difficult. Consolidation of land must happen (if we do not want crisis in near future) where farmer owns close to 5-10ha of land and rest moves out to cities.

    price of land in Budelkhand area should not be more than 10-15lakhs per ha. Land here is not irrigated and is not as productive as western and central UP.
    --------------------
    Many / Most of things do not make sense in India but this is how the counrty is and we need to find solutions under the constraints.

    UP earns almost 9000 crore per year from land/property registration. This means people have money to buy land at market rate/circle rate.




    Thanks, m_1973.

    I accept your numbers. With prices in INR 70,000,000 per ha (US$500,000+ per acre), India may be unable to transition away from slums, build high speed quality roads, high speed railways, install sanitation system, build schools and universities, build hospitals in cities, etc.

    Why?, because with poverty as widespread, who in India has that kind of money to buy the needed land, take risks and launch large projects? It feels as if a small 9-10% landowners are politically strong, well connected with media / social activitists, and are blocking the infrastructure and opportunities for the rest.

    Paying too much for crops and land and large agri subsidies to a few may explain why the financial condition of states such as Uttar Pradesh, that is its total debt and fiscal deficit, is in a bad shape.

    I have another question for you - what about others parts of Uttar Pradesh (and other states)? is it proper to assume other crops - pulses to wheat to rice to vegetables - yield a profit per acre that is much less that INR 100,000 per ha (~US$ 700 per acre)?


    I am trying to figure out if expressways such as the A-L expressway concept, or 4 lane highways for that matter, may be more feasible in other parts of Uttar Pradesh / other states?
    - m_1973, in 11 years
  • Yes, all policies must carefully address the needs of ALL the poor. There are poor who work on the farms, and poor who neither own land nor work on the farms.

    Ignoring nine poor people to lavishly take care of one poor person is a questionable policy. Hurting nine poor people by paying too much to one poor is more so.

    India has over 700 million people who live on less than $2 per day, or about $700 per year (see world bank data (http://povertydata.worldbank.org/poverty/country/IND)). It is unpersuasive to argue that India should pay a few hundred or few thousand land owners $60,000 or $90,000 per acre lumpsum upfront, while tens of millions fellow Indians have tough time making ends meet, while land prices in developed and developing parts of the world is 10 to 25 times cheaper.

    The problem is that these land owners, with their political backers, can keep coming back for more and more money for that one acre, once the upfront US$ 60,000 per acre has been spent. Protests by a few thousand people and media headline stories are easy and very low cost way to block the needs and interests of the other 700+ million people.

    If land is that expensive, or land owners unwilling to sell, why not consider elevated expressways?

    We have a low level of education among most farmers. How are they going to get jobs if they dont have education? Consider the plight of an illiterate farmers whose land is taken away for a highway or expressway. What sort of a job is he going to get?

    This also paves the way for the whole question of compensation. In the first stage land is acquired and the hiighway gets built. Migrants come from other places and build it, resulting often in locals not getting even low paying jobs. Then with highway development, urbanisation of a chaotic and bad kind rises. Malls come and so do housing complexes but basic facilities like elctricity, water, health and schools are missing.The rich use borewells and expensive private schools to avoid depending on the government.

    The next stage is that slums grow because the poor cannot afford to commute long distances so they opt to live close by. The public transport facilities at housing sites near the expressway are often poor leading to growth in private car consumption and pollution. The original inhabitants who gave their land often spend all their money given as compensation on a big house, fancy cars, ACs etc and end up without money or land. This causes resentment.

    How do we find a way out of this?:)
    - Cosmicbliss, in 11 years
  • We have a low level of education among most farmers. How are they going to get jobs if they dont have education? Consider the plight of an illiterate farmers whose land is taken away for a highway or expressway. What sort of a job is he going to get?


    Please remember that your concern has been true and is true everywhere in our world. American farmers in 1950s-1970s, Chinese farmers in 1990s-2000s, Japanese farmers 1970s-1980s, Brazilian farmers in 1990s-2000s, Mexican farmers in 1990s-2000s, etc had low level of education - many never went to school, or did not complete high school. In many cases, schools are name sake only, the education they provide had little value - that is, they provided no skills making them useful to employers. Germany is probably one of the few exceptions where vocational schools do a good job.

    Reality is that when companies and factories grow rapidly, companies provide training and skills, construction conglomerates and retail stores create all sorts of jobs - many of which do not require lot of education, rather require on the job training. Infrastructure and construction and factories/hospitals/industry create opportunity that lifted all boats everywhere in our world.

    India has to go through the same evolution. Do not assume India's situation is unique or any different or hopeless.

    This also paves the way for the whole question of compensation. In the first stage land is acquired and the hiighway gets built. Migrants come from other places and build it, resulting often in locals not getting even low paying jobs. Then with highway development, urbanisation of a chaotic and bad kind rises. Malls come and so do housing complexes but basic facilities like elctricity, water, health and schools are missing.The rich use borewells and expensive private schools to avoid depending on the government.

    The next stage is that slums grow because the poor cannot afford to commute long distances so they opt to live close by. The public transport facilities at housing sites near the expressway are often poor leading to growth in private car consumption and pollution. The original inhabitants who gave their land often spend all their money given as compensation on a big house, fancy cars, ACs etc and end up without money or land. This causes resentment.

    How do we find a way out of this?:)

    Your concern is what I read in Indian media. Isn't it strange that 'before land is acquired' our concern is how the 'so called poor land owners' will survive, and that 'after the sale' our concern is these same 'so-called poor land owners' end up spending their money on big house, fancy cars, etc.?

    Something does not make sense there. If lot of money was meant to ensure livelihood, they would have invested it in opportunities and income generating activity and self or kids education/training. But I have not read one media report that suggests that such a constructive and productive application of 'cash received after land acquisition' actually happens. In reality the 'assumed, helpless land owners' spend it all on short-lived conveniences is all I have read in the media reports. Why do you think this is? What does it tell us? Are we making the right assumptions in our concerns with land acquisition with projects such as A-L expressway?
    - philebus, in 11 years
  • Please remember that your concern has been true and is true everywhere in our world. American farmers in 1950s-1970s, Chinese farmers in 1990s-2000s, Japanese farmers 1970s-1980s, Brazilian farmers in 1990s-2000s, Mexican farmers in 1990s-2000s, etc had low level of education - many never went to school, or did not complete high school. In many cases, schools are name sake only, the education they provide had little value - that is, they provided no skills making them useful to employers. Germany is probably one of the few exceptions where vocational schools do a good job.

    Reality is that when companies and factories grow rapidly, companies provide training and skills, construction conglomerates and retail stores create all sorts of jobs - many of which do not require lot of education, rather require on the job training. Infrastructure and construction and factories/hospitals/industry create opportunity that lifted all boats everywhere in our world.

    India has to go through the same evolution. Do not assume India's situation is unique or any different or hopeless.



    Your concern is what I read in Indian media. Isn't it strange that 'before land is acquired' our concern is how the 'so called poor land owners' will survive, and that 'after the sale' our concern is these same 'so-called poor land owners' end up spending their money on big house, fancy cars, etc.?

    Something does not make sense there. If lot of money was meant to ensure livelihood, they would have invested it in opportunities and income generating activity and self or kids education/training. But I have not read one media report that suggests that such a constructive and productive application of 'cash received after land acquisition' actually happens. In reality the 'assumed, helpless land owners' spend it all on short-lived conveniences is all I have read in the media reports. Why do you think this is? What does it tell us? Are we making the right assumptions in our concerns with land acquisition with projects such as A-L expressway?


    Well, if you give a guy earning Rs 100,000 a year, Rs 2 crore, theres every chance he will go wild spending it. Somebody needs to educate farmers in projects where a lot of land is taken that you have to invest, save and put a lumpsump in a bank account where the interest is enough to ensure his family a fairly decent life. Plus, industries coming near/along the expressway must give employment to the displaced persons.
    - Cosmicbliss, in 11 years
  • Well, if you give a guy earning Rs 100,000 a year, Rs 2 crore, theres every chance he will go wild spending it. Somebody needs to educate farmers in projects where a lot of land is taken that you have to invest, save and put a lumpsump in a bank account where the interest is enough to ensure his family a fairly decent life. Plus, industries coming near/along the expressway must give employment to the displaced persons.

    Is this on top of the US$ 80,000 per acre (or US$ 500,000 per acre near or inside city), or instead of? If that one acre is providing US$ 750 per acre of maximum profit (see m_1973's numbers above), wouldn't the replacement value of all payments (upfront+installments+job) be generous if it is 3 or 4 times that US$ 750 per year income maximum the land can produce in total income per acre for everyone dependent on that acre?

    Education and understanding is a good idea. Not only for the land owner, but the unemployed youth and the remaining 90% of the society that does not own land; everyone must understand the choices being forced on them by the land owners. Every INR 100,000 of extra upfront cost for land, every INR 100,000 in job guarantees to everyone with political leverage and media champion, plus interest expense from delays, will ultimately be paid by the society. Investors such as retiree investment funds must recover their hard earned savings which they invested to help build the infrastructure. Society must pay, and always pays. There is no free lunch, as they say, in theories of finance.

    As it turns out, for yamuna expressway, installments versus upfront was offered, but land owners chose upfront. Media reports protests even now, but never mentions how much money per acre have the protesting land owners already received per acre, how much the land was yielding in income, and whether there is an imbalance.

    At land costs topping US$ 80,000 per acre, many infrastructure projects and many industries become high risk, uneconomical and uncompetitive to investors. That $80,000 per rural acre is 15-25 times more expensive than rural land in developed nations, and even more than other southeast Asian countries. Industrial investment and industrial jobs will go to countries that offer less upfront capital at risk and better returns.

    There wouldn't be as many potential high paying quality jobs to give, if the cost of doing business is excessive.

    m_1973 - Do you have urban-rural split in that 9000 crores per year transaction rate? how many acres average transacted per year?

    If rural land prices are 60 to 80 lacs per acre, and if inside town/city land prices in Uttar Pradesh are 2 to 3 crores per acre, assuming one uses a 100 lacs per acre average, we get 9000 acres per year (3600 ha) transacted - that seems like a tiny fraction of 1% of all land area in Uttar Pradesh. With about 200 million people, that is far far short of land transaction needed for housing projects and school building projects and other infrastructure projects necessary to empower the current youth and the next generation. That is very low average rate and nothing like China-style urban and rural development in recent times, or anything close to what Japan / US / Europe / others went through in last 5 decades.
    - philebus, in 11 years
  • 60 to 80lacs per ha not acre is the price that is what I mentioned. Same is the price also mentioned in the A-L expressway concept report.

    I do not have split of rural / urban distribution but all the info on land transaction in UP is online. Who bought which property at what price when can be looked at by anyone

    http://registryoffice.up.nic.in/
    The website list

    -name of person
    -details of property
    -date of registry
    -the price at which the transaction was done
    -market price of property
    -stamp duty paid

    http://registryoffice.up.nic.in/report_online.aspx

    Circle rate info
    http://registryoffice.up.nic.in/rate_hindisearch.aspx

    You have to search the website to get consolidated numbers for rural / urban areas



    m_1973 - Do you have urban-rural split in that 9000 crores per year transaction rate? how many acres average transacted per year?

    If rural land prices are 60 to 80 lacs per acre, and if inside town/city land prices in Uttar Pradesh are 2 to 3 crores per acre, assuming one uses a 100 lacs per acre average, we get 9000 acres per year (3600 ha) transacted - that seems like a tiny fraction of 1% of all land area in Uttar Pradesh. With about 200 million people, that is far far short of land transaction needed for housing projects and school building projects and other infrastructure projects necessary to empower the current youth and the next generation. That is very low average rate and nothing like China-style urban and rural development in recent times, or anything close to what Japan / US / Europe / others went through in last 5 decades.
    - m_1973, in 12 years
  • Latest land acquisition policy of UP
    http://registryoffice.up.nic.in/land%20acquisition%20Policy%202011.pdf

    UP govt under its land acquisition policy (latest one) agreed to pay INR 23,000 per acre for good 33years. UP govt also agreed to increase the payment by INR 800 every year.
    - m_1973, in 12 years
  • Thanks m_1973. It appears from those links that land transactions in Uttar Pradesh are far lower than other major emerging economies.

    You had mentioned that farmers in India derive income from agriculture output as well as livestock. I looked into it, to determine what is the average income generated per acre every year in India, when both farm crop income and livestock income are considered. Here is what I get for 2010-2011 (see source data here (http://www.nddb.org/English/Statistics/Pages/Livestock-Sector-GDP.aspx)):

    Total arable land in India is about 400 million acres.

    Average rural farm crop income = INR 1093806 crores / 400 million acres = about INR 27,000 / acre = US$ 500 / acre

    Average rural livestock income = INR 260300 crores / 400 million acres = about INR 6,500 / acre = US$ 120 / acre

    Total income per acre per year = about US$ 620

    To provide a replacement US$ 620 per year income to a land owner with farm+livestock income currently,
    fixed deposit needed in a bank paying at least India's Reserve Bank rate of 8% (http://www.global-rates.com/interest-rates/central-banks/central-bank-india/rbi-interest-rate.aspx) = 620 / 0.08 = US$ 7750 per acre of land acquired = about INR 4.25 lacs per acre acquired

    If a job is provided with guaranteed annual income after land acquisition, the deposit needed per acre may be lowered.

    These are averages for India. Some land may yield less income, some more as our discussion thread above shows. I am looking for data to do an equivalent land acquisition fair price analysis for Uttar Pradesh and A-L expressway.
    - philebus, in 12 years
  • FWIW, I just noted that the agriculture GDP (GDI/income) reported by Govt of India includes crop, fishing, forrestry and such activities in India. Fishing and forrestry is currently about 20% of India's agriculture GDP (http://www.indiainbusiness.nic.in/economy/agriculture.htm). Since expressways such as A-L, and highways in rural areas do not need acquisition of rivers or ocean surface etc, we should take out those elements to determine minimum fair price from equivalent crop-from-land income. This adjustment gives an average crop income as US$ 400 per acre per year from India's 400 million acre of farming land.

    Adding in livestock income implies, on average, an acre of rural land in India generates about US$ 520 per year of crop-plus-livestock income, to everyone dependent on that acre (landlord, workers, etc.). A fixed deposit of US$ 6500 per acre acquired, earning Reserve Bank of India's benchmark 8% rate, would generate a perpetual annuity income of US$ 520 for the landlord and his or her family. If job guarantees are provided, the fixed deposit can and should be lower.

    In other words, A-L expressway project that proposes to acquire land at US$ 60,000 per acre is paying 10 times in tax payer money than what the land earning potential in perpetuity is. This applies to all highway and infrastructure projects in India.

    One other question, m_1973 - is sugarcane grown every year on the same acre, or is sugarcane crop rotated every 1-2-3 years in India, for better yields? Crop rotation is typical in other major sugarcane growing regions of the world (Brazil, e.g. - the world's largest sugarcane producer).
    - philebus, in 12 years
  • sugarcane grown every year and in UP area under it is increasing because of good price

    FWIW, I just noted that the agriculture GDP (GDI/income) reported by Govt of India includes crop, fishing, forrestry and such activities in India. Fishing and forrestry is currently about 20% of India's agriculture GDP (http://www.indiainbusiness.nic.in/economy/agriculture.htm). Since expressways such as A-L, and highways in rural areas do not need acquisition of rivers or ocean surface etc, we should take out those elements to determine minimum fair price from equivalent crop-from-land income. This adjustment gives an average crop income as US$ 400 per acre per year from India's 400 million acre of farming land.

    Adding in livestock income implies, on average, an acre of rural land in India generates about US$ 520 per year of crop-plus-livestock income, to everyone dependent on that acre (landlord, workers, etc.). A fixed deposit of US$ 6500 per acre acquired, earning Reserve Bank of India's benchmark 8% rate, would generate a perpetual annuity income of US$ 520 for the landlord and his or her family. If job guarantees are provided, the fixed deposit can and should be lower.

    In other words, A-L expressway project that proposes to acquire land at US$ 60,000 per acre is paying 10 times in tax payer money than what the land earning potential in perpetuity is. This applies to all highway and infrastructure projects in India.

    One other question, m_1973 - is sugarcane grown every year on the same acre, or is sugarcane crop rotated every 1-2-3 years in India, for better yields? Crop rotation is typical in other major sugarcane growing regions of the world (Brazil, e.g. - the world's largest sugarcane producer).
    - m_1973, in 12 years
  • http://economictimes.indiatimes.com/news/news-by-industry/indl-goods/svs/construction/feedback-infra-and-redecon-selected-as-consultants-by-up-govt-for-six-lane-lucknow-agra-expressway/articleshow/17874253.cms


    LUCKNOW: The state government has selected a consortium of Feedback Infrastructure Services and Redecon as the project development consultant for the six lane access controlled Agra to Lucknow expressway.

    The greenfield expressway would be built under the Public Private Partnership model with minimum distance and minimum agricultural land formula and is expected to reduce the travel time between Lucknow to Agra to 3 hours from the present six hours.

    The project development consultant was finalised by the consultant evaluation committee in a meeting headed byInfrastructure & Industrial Development Commissioner (IIDC) Anil K Gupta. The meeting was attended by Chairman & Chief Executive Officer (CCEO) UP Expressways Industrial Development Authority, Mukul Singhal, Special Secretary, Infrastructure Development -Sumant Singh and senior officials of departments of Finance, Law, Planning, Forest, Environment, etc.

    Financial bids of two technically qualified bidders, namely consortium of Feedback Infrastructure Services with Redecon (India) and consortium of Egis India Consulting Engineers with Ernst & Young were opened. Feedback Infrastructure Services in consortium Redecon was found to have quoted the lowest financial bid for providing services.

    The project development consultant would undertake preparation of techno-economic feasibility report (TEFR) and detailed project report (DPR) of the expressway.

    It will also provide assistance to prospective bidders to assess the project requirements in a clear and predictable manner and to implement the project on PPP basis through a ""concessionaire"" by a competitive bidding process. Besides, facilitation in obtaining various clearances will be undertaken by the selected consultant.
    - m_1973, in 12 years
  • sugarcane grown every year and in UP area under it is increasing because of good price


    sugar price to growers is dictated by the state government, which gives an automatic increase every year

    sugar imports are eroding this cosy business:banana:

    sugar biz is in trouble - maybe land prices will come down

    http://www.bloomberg.com/news/2013-01-23/sugar-mills-to-lose-1-1-billion-on-record-cane-corporate-india.html
    - carrera7, in 12 years
  • http://www.jagran.com/uttar-pradesh/agra-city-10147630.html

    जागरण संवाददाता, आगरा: मुख्यमंत्री अखिलेश यादव एक तरफ बजट में आठ लेन के आगरा-लखनऊ एक्सप्रेस वे के लिए बजट प्रावधान घोषित कर रहे थे। यहां धरातल पर भी काम शुरू हो गया है। सबसे पहले सर्वेक्षण हो रहा है। इसके लिए आगरा से मैनपुरी सेक्शन के बीच सात टीमें सक्रिय हो गई हैं। एक्सप्रेस वे जमीन से कम से कम एक मीटर ऊंचा एलीवेटेड रोड जैसा होगा।

    आगरा से लखनऊ के बीच की दूरी 350 किमी के लगभग है, जबकि आगरा-नोएडा एक्सप्रेस वे 165 किमी लंबा है। दोनों एक्सप्रेस वे को जोड़ने के लिए कुबेरपुर और कलाल खेड़िया के बीच लिंक करने वाली रिंग रोड होगी।

    कुछ खास

    -एक्सप्रेस वे बरौली विकास खंड के कलाल खेड़िया से शुरू होगा।

    -बुरेहड़ा मोड़ पर इंटरचेंज के माध्यम से इसका एलाइनमेंट होगा, जो फतेहाबाद में यमुना नदी पार करेगा।

    -लखनऊ एक्सप्रेस वे की 10 किमी की दूरी इनर रिंग रोड में समाहित होगी।

    -किसानों की जमीन अधिग्रहण का कार्य आपसी सहमति के आधार पर होगा।

    -चालू वित्तीय वर्ष में ही डीपीआर तैयार हो जाएगी।

    -मई-जून में निर्माण एवं संचालन के प्रचलित मॉड्यूल पर निजी निवेशक की तलाश का काम किया जाएगा।

    सर्वे के आधार पर ही तैयार होंगी रिपोर्ट

    सर्वे का काम फीडबैक इन्फ्रास्ट्रक्चर सर्विस लि. और रैडीकोन (इंडिया) प्राइवेट लिमिटेड की संयुक्त देखरेख में किया जा रहा है। आधिकारिक जानकारी के अनुसार अध्ययन के आधार पर टेक्नो इकोनॉमिक फिजिबिलिटी रिपोर्ट (टीईएफआर) और विस्तृत परियोजना रिपोर्ट (डीपीआर) तैयार की जायेगी।

    छह घंटे की दूरी घटाने का लक्ष्य

    कंसल्टेंट का मुख्य लक्ष्य लखनऊ-आगरा के बीच छह घंटे की दूरी को घटाकर साढ़े तीन घंटे करना है। साथ ही वर्तमान में लखनऊ से आगरा होकर दिल्ली (ग्रेटर नोएडा) पहुंचने में लगने वाले समय को नौ घंटे से कम करके पांच घंटे करना होगा।

    बाहरी परिधि के जनपदों को जोड़ने के लिए बनेंगी सड़कें

    एक्सप्रेस वे आगरा से शुरू होकर फीरोजाबाद, शिकोहाबाद, इटावा, मैनपुरी, कन्नौज, हरदोई, मलिहाबाद होते हुए लखनऊ पहुंचेगा। इसकी बाहरी परिधि में पड़ने वाले जनपदों तक आने-जाने के लिये सड़कों का निर्माण अलग से होगा। इसके लिये भी एलाइनमेंट और डीपीआर तैयार करने का काम सर्वेक्षण में शामिल है।

    सभी डीएम को सहयोग के निर्देश

    ग्रीन फील्ड प्रोजेक्ट के लिए यूपी एक्सप्रेस वे इंडस्ट्रियल अथॉरिटी को नोडल एजेंसी बनाया गया है। इसके मुख्य कार्यकारी मुकुल सिंघल सभी जिलाधिकारियों को सहयोग के लिए निर्देश दे चुके हैं।
    - m_1973, in 12 years
  • ^^ Great. :cheers:
    - InfraNerd, in 13 years
  • UP will boast two of the longest and most advanced expressways though I seriously wish that Upper Ganga canal one gets approval because that stretch is miserable.
    - OldKool, in 13 years
  • ^^ Great. :cheers:

    what does the hindi report state? :ohno:
    - Cosmicbliss, in 13 years
  • Survey has began. 7 teams between Agara - Mainpuri have started operating.
    - Yagya, in 13 years
  • I hope the quality is like YE, hope it does not become KMP expressway
    - Euromast, in 13 years
  • http://imageshack.us/a/img442/5596/rfqagralkoexpressway.jpg
    - m_1973, in 13 years
  • Agra to Lucknow Access Controlled Expressway (Green Field) Project

    The proposed Six-lane expandable to eight lanes access-control Agra-Lucknow Expressway Project with service road on either side will extend the connectivity of the State Capital with National capital with High Speed Corridor. The start point of the project expressway is at proposed Agra Ring Road near village Madra/north of Katara village and south of River Yamuna. It is about 9 km from NH-2 or end point of Yamuna Expressway and ends near proposed Lucknow Ring Road near village Kathipara, which is located 5.0 km south of village Kakori and South of Sarda Canal (Lucknow). The expressway is a Greenfield project with an approximate length of 270Kms and provisions (ROB/RUB, Interchange or Flyover) would be
    made to ensure that uninterrupted traffic flow. The Expressway will be connected to existing and potential commercial/agriculture hubs such as Firozabad, Shikohabad, Mainpuri, Etawah, Kannauj & Malihabad etc. by construction of four link roads (total of 63.53Kms) by the concessionaire. The construction period assumed for the completion of the proposed expressway project and link roads is 3 years.

    · Details of roads to be constructed -

    Agra - Lucknow Expressway 269.7Km and following four Link Roads 63.53Km:

    1. Agra Link Road (8.67 km) – to be developed as 6-lane divided carriageway. This will be a part of proposed Agra Ring Road.
    2. Firozabad Link Road (15.01km) – to be developed as 4-lane divided carriageway.
    3. Kannauj Link Road (26.0 km) – to be developed as 4-lane divided carriageway.
    4. Lucknow Link Road (13.86 km) – to be developed as 6-lane divided carriageway.

    The Project is envisaged to be executed by private entrepreneurs through SPV on Design, Build, Finance and Operate and Transfer (DBFOT) model to keep pace with the forth coming economic development within the State.

    Items Parameters / Nos.

    Design Speed 120 Kmph
    Lane width 3.75 m
    Median (Min) 4.5 m
    Median side paved strip (Shy distance) 0.75 m
    3-Lane carriageway 11.25 m
    Paved Shoulder 3.0 m
    Average Embankment Height 3.0 – 5.0 m
    Structures & Embankment To be constructed for 8 lane
    Pavement Construction To be constructed for 6 lane
    NH Crossings 4
    SH Crossings 7
    MDR 5
    Village Road/track Crossing 186
    Railway Crossings 3
    River Crossings River Yamuna and River Ganga & 9 others

    Canal Crossings 39
    Flyover/Interchange 9
    ROB 3
    MJB 3
    MNB 40
    PUP / Cattle Crossing 107
    VUP 29
    Balancing Culverts 270
    - m_1973, in 13 years
  • Thanks m_1973 for updates:cheers:

    @ Mods plz correct the thread title - Its 6 lane project not 8 lane (see Govt. of UP's RFQ for proof).
    - anidel, in 13 years
  • http://www.upeida.in/pre_app_conference_15042013.pdf

    Agra to Lucknow Access Controlled
    Expressway (Green Field) Project’
    ‘PRE-APPLICATION CONFERENCE’
    Date : 24th April 2013
    Time : 11:30 AM
    Venue : Ballroom-III
    The Grand New Delhi Unison Hotels Ltd.
    Nelson Mandela Marg, Vasant Kunj, Phase-II
    New Delhi- 110067 India
    Phone : (91) (11) 26771234
    Fax : (91) (11) 26705701
    - m_1973, in 14 years
  • http://www.upeida.in/pre_app_conference_15042013.pdf

    Agra to Lucknow Access Controlled
    Expressway (Green Field) Project’
    ‘PRE-APPLICATION CONFERENCE’
    Date : 24th April 2013
    Time : 11:30 AM
    Venue : Ballroom-III
    The Grand New Delhi Unison Hotels Ltd.
    Nelson Mandela Marg, Vasant Kunj, Phase-II
    New Delhi- 110067 India
    Phone : (91) (11) 26771234
    Fax : (91) (11) 26705701


    Are you confident of this project going through? On a side note, with the Delhi-Agra coming to 2 hours and Agra-Lucknow to 3-4 after this expressway, the entire Delhi-Lucknow will go from 12 hours to just 6-7. Provided there are quality buses, do you foresee the scope for shifting of people to buses from rail transit on this rout? :banana:
    - Cosmicbliss, in 14 years
  • still a long way to go...
    EIA, Environment clearence etc etc...

    Looks like Akhilesh has decided against the land parcel model and looking to raise funds from World Bank, Central Govt as viability gap funding etc. Most of expressway will go through the strong hold of SP. It is going to be interesting to watch how SP acquires the land.

    I am not sure people will shift to buses but definitely we will see dramatic increase in use of cars. People rarely use car between Delhi & Lucknow as of today


    Are you confident of this project going through? On a side note, with the Delhi-Agra coming to 2 hours and Agra-Lucknow to 3-4 after this expressway, the entire Delhi-Lucknow will go from 12 hours to just 6-7. Provided there are quality buses, do you foresee the scope for shifting of people to buses from rail transit on this rout? :banana:
    - m_1973, in 14 years
  • still a long way to go...
    EIA, Environment clearence etc etc...

    Looks like Akhilesh has decided against the land parcel model and looking to raise funds from World Bank, Central Govt as viability gap funding etc. Most of expressway will go through the strong hold of SP. It is going to be interesting to watch how SP acquires the land.

    I am not sure people will shift to buses but definitely we will see dramatic increase in use of cars. People rarely use car between Delhi & Lucknow as of today

    Given that SP stronholds pass along AL expressway, will it be easier or harder to acquire land? Also, do people generally not use buses or cars between Delhi and Lucknow? And if so, why? Is the journey too long or road not good enough or lack of safety?
    - Cosmicbliss, in 14 years
  • It should be easy to convince people as most vote to SP. In case people decide to oppose how will SP react would be interesting to watch. Already people in Agra whose land will be acquired for a-l expressway are protesting and planning to meet Akhilesh.
    Why to use buses when cheaper option of train is available. I think cost of AC Volve sleeper is more than the cost of Shatabadi from Lucknow to Delhi. during peak season when tickets are not available people would prefer to use cars as option is cheap & convenient for a family.

    Given that SP stronholds pass along AL expressway, will it be easier or harder to acquire land? Also, do people generally not use buses or cars between Delhi and Lucknow? And if so, why? Is the journey too long or road not good enough or lack of safety?
    - m_1973, in 14 years
  • http://www.business-standard.com/article/current-affairs/developers-evince-interest-in-agra-lucknow-expressway-project-113042400437_1.html


    Top infrastructure companies today evinced interest in the proposed Agra-Lucknow expressway project in Uttar Pradesh.

    The access-controlled Agra-Lucknow expressway running 270 km is estimated at Rs 10,500 crore.

    UP Expressway Industrial Development Authority (UPEIDA) had organised a pre-bid conference at New Delhi.

    Fifteen companies viz. GVK, GMR, Essel Infra, Vinci Concessions, Jaypee Infra, SREI Infrastructure, Supreme, PNC Infratech, Soma, Gammon India, Leighton – Welspun, IL&FS, Uniquest Infra, Transtroy and Punj Lloyd participated in the conference.

    Senior state government officials assured the prospective developers all help in the smooth implementation of the project. Feedback Infrastructure Services and Redecon (India) is the project consultant.

    The 6-lane eco-friendly expressway is proposed on minimum distance and minimal agricultural land formula through Public Private Partnership (PPP) mode.

    Improved road infrastructure was imperative to industrial development and inclusive socio-economic progress in the state, Gupta said adding the expressway would propel development along its route apart from saving travel time and cost.

    Envisaged as a ‘smooth link’ from Greater Noida to Lucknow via Agra, the expressway – connecting Yamuna Expressway – would cut travel time between Lucknow and Agra from 6 hours to 3:30 hours.
    - m_1973, in 14 years
  • http://www.jagran.com/uttar-pradesh/lucknow-city-10349678.html

    परियोजना को लेकर हुई बिड मूल्यांकन समिति की बैठक

    जागरण ब्यूरो, लखनऊ : आगरा-लखनऊ ग्रीनफील्ड एक्सप्रेसवे परियोजना के विकासकर्ता के साथ 30 साल का कन्सेशन एग्रीमेंट किया जाएगा। इसमें परियोजना के निर्माण की अवधि शामिल होगी। 9600 करोड़ रुपये लागत की यह परियोजना बिल्ट ऑपरेट ट्रांसफर (बीओटी) मॉडल पर आधारित होगी।

    परियोजना को लेकर 24 अप्रैल को नई दिल्ली में आयोजित हुई प्री-बिड कान्फ्रेंस में शामिल हुए संभावित विकासकर्ताओं के सवालों, जिज्ञासाओं और शंकाओं के जवाबों को मंगलवार को हुई बिड मूल्यांकन समिति की बैठक में अंतिम रूप दिया गया। प्रमुख सचिव अवस्थापना एवं औद्योगिक विकास संजय अग्रवाल की अध्यक्षता में हुई इस बैठक में परियोजना के कन्सल्टेंट की ओर से प्रोजेक्ट के बारे में विस्तृत प्रस्तुतीकरण किया गया। प्रस्तुतीकरण में परियोजना के विभिन्न पहलुओं, कार्य क्षेत्र और चार अप्रैल 2013 को जारी रिक्वेस्ट फॉर क्वालिफिकेशन (आरएफक्यू) में विकासकर्ता चयन की शर्तों के बारे में विस्तार से जानकारी दी गई। प्री-बिड कान्फ्रेंस में 15 संभावित विकासकर्ताओं ने हिस्सा लिया था।

    छह लेन वाले 270 किमी लंबे आगरा-लखनऊ ग्रीनफील्ड एक्सप्रेसवे का निर्माण सार्वजनिक निजी सहभागिता के आधार पर किया जाना है। सरकार की मंशा है कि आगरा और लखनऊ के बीच न्यूनतम दूरी पर आधारित ग्रीनफील्ड एक्सप्रेसवे परियोजना के लिए कम से कम कृषि भूमि का अधिग्रहण किया जाए। एक्सप्रेसवे बन जने पर आगरा से लखनऊ की दूरी छह की बजाय साढ़े तीन घंटे में पूरी की जा सकेगी।
    - m_1973, in 15 years
  • http://upeida.in/file1_30_4_2013.pdf

    imp points

    The Authority is presently envisaging VGF for the project therefore, the project
    is being considered on BOT (Toll) basis

    The Survey for the Land Acquisition is under process. The Authority’s endeavor is to get the notice issued under section-4 of L.A. Act, prior to issue of RFP.

    Authority shall make every endeavor to obtain necessary approvals in time. The project falls in Category ‘B’ for Environment Clearance.

    The Authority is envisaging VGF for the project as per GoI guidelines maximum 20% VGF by GoI and maximum 20% by State Govt. is permissible.
    - m_1973, in 15 years
  • http://upeida.in/traffic_survey_report_01052013.pdf
    - m_1973, in 15 years
  • http://imageshack.us/a/img689/6317/agexpressway.jpg
    - m_1973, in 15 years
  • http://imageshack.us/a/img96/9462/agralkoexpressway.jpg
    - m_1973, in 15 years
  • m_1973 - why these extensions?

    Agra-Lucknow expressway may have difficulty attracting competitive bids. There is no land parcel grant, like the one for YE and GE projects. The proposed revenue, risk and incentive structure makes it more like KMP expressway. KMP, as we know, is long delayed, making near zero progress, poor quality and a failure so far.

    Land grants, even if small relative to the size of the project, provides a way of reducing cash flow risks and generating secondary development along the expressway; it creates jobs and opportunities for the local populations along the expressway.

    Here in the USA, land grant model, very similar to Yamuna Expressway financing model, helped attract interest and build out the transcontinental railroads (http://en.wikipedia.org/wiki/First_Transcontinental_Railroad).

    The risk with land grant is the consequent need for land acquisitions and political kabuki theatre protests by some landowners.
    - philebus, in 15 years
  • I think most of companies requested for the extension
    http://www.upeida.in/f1_18-05-13.pdf

    I have another worry in terms of process. If I remember correctly MoEF wanted that UPEIDA must apply for the environment clearence and must do the EIA study insted of the developer. Porobably this was the main reason why for Upper Ganga Canal Expressway bidding was not opened after companies submitted the bids.

    http://udyogbandhu.com/topics.aspx?mid=Expressways
    -------------------------
    RFQ for selection of Developer was issued on 24th January 2010. As many as 7 bids were received against the RFQ issued for selection of Developer.
    RFP has been issued to 6 short listed bidders.
    Bid parameter shall be Highest Negative Grant or Lowest Value of Land Parcels opted for Development Rights.
    Date of receiving of RFP document has been postponed till further notice.
    -------------------------

    The UGCE is still waiting for MoEF nod.

    If this is true I am not sure what is the purpose of inviting bids without EIA and environment clearence in hand.
    -------------------------

    As a policy SP is not favor of Land Parcel model. At least I am happy to see the change in SP to support construction of expressways.

    m_1973 - why these extensions?

    Agra-Lucknow expressway may have difficulty attracting competitive bids. There is no land parcel grant, like the one for YE and GE projects. The proposed revenue, risk and incentive structure makes it more like KMP expressway. KMP, as we know, is long delayed, making near zero progress, poor quality and a failure so far.

    Land grants, even if small relative to the size of the project, provides a way of reducing cash flow risks and generating secondary development along the expressway; it creates jobs and opportunities for the local populations along the expressway.

    Here in the USA, land grant model, very similar to Yamuna Expressway financing model, helped attract interest and build out the transcontinental railroads (http://en.wikipedia.org/wiki/First_Transcontinental_Railroad).

    The risk with land grant is the consequent need for land acquisitions and political kabuki theatre protests by some landowners.
    - m_1973, in 16 years
  • m_1973 - Yes, the Upper Ganga Canal Expressway bid parameters were highest negative grant or lowest value of land parcel demanded.

    For Agra-Lucknow expressway, I do not see any mention of "lowest value of land parcel demanded" in the bid documents.

    Per our review of this project over the last few months, the bid parameters for Agra-Lucknow expressway project is: "The Grant/ Premium amount shall constitute the sole criteria for evaluation of Bids. The Project shall be awarded to the Bidder quoting the highest Premium, and in the event that no Bidder offers a Premium, then to the Bidder seeking the lowest Grant."

    The April 2013 bid RFQ document with more details on bid process: click here (http://www.upeida.in/tender_04042013_a.pdf).

    In other words, Akhilesh team is trying the KMP expressway model - where the incentives for the contractor become:
    - bid low and get the contract
    - suffer delay, make excuses, claim scope change
    - slow or stop work, demand more grant to continue further work, promise to finish the expressway in 6 months or next 12 months but never keep the promise
    - encourage and find reasons to delay the project, encourage scope change, since these means more revenue and possibly bigger payments
    - ignore the citizens, ignore industries/housing projects/colleges/people waiting for the expressway

    The land grant model works well worldwide because the incentive for the contractor is to finish the project as fast as possible and seek revenue/profits from development on land grant received and the traffic. The contractor has no option of going back to the government, demand change in scope or make excuses, and ask for more payments.
    - philebus, in 16 years
  • http://www.upeida.in/clarification_reply_rfq_13062013.pdf

    http://imageshack.us/a/img12/7234/4enw.jpg
    - m_1973, in 16 years
  • http://www.jagran.com/uttar-pradesh/kanpur-city-10493917.html

    कानपुर, स्टाफ रिपोर्टर : आगरा- लखनऊ ग्रीनफील्ड एक्सप्रेस-वे बिल्हौर तहसील के गांवों से होकर गुजरेगा। एक्सप्रेस-वे के लिए भू अध्याप्ति विभाग ने भूमि का सर्वे शुरू कर दिया है। इसके बाद भूमि अधिग्रहण के लिए धारा चार का प्रकाशन किया जाएगा।

    मुख्यमंत्री अखिलेश यादव ने यमुना एक्सप्रेस-वे की तर्ज पर आगरा-लखनऊ ग्रीनफील्ड एक्सप्रेस-वे बनाने का निर्णय लिया है। यह एक्सप्रेस वे इटावा, औरैया, कन्नौज होते हुए बिल्हौर के रास्ते लखनऊ जाएगा। एक्सप्रेस-वे के रास्ते में बिल्हौर के रौगांव, इलियापुर, मकनपुर, बरंडा, गूंजूपुर, अरौल, बहरामपुर आ रहे हैं। इन गांवों में भूमि अधिग्रहण किया जाना है। एडीएम भू अध्याप्ति ने भूमि चिह्नित करने का अभियान शुरू कर दिया है।

    -------------------

    किनारे बसेगा औद्योगिक क्षेत्र

    शासन के निर्देश पर लखनऊ-आगरा एक्सप्रेस-वे के किनारे औद्योगिक क्षेत्र बसाने के लिए यूपीएसआईडीसी ने भी भूमि अधिग्रहण के लिए सर्वे शुरू किया है। माना जा रहा है कि सर्वे कार्य अगस्त माह तक पूरा हो जाएगा।
    - m_1973, in 16 years
  • http://www.indianexpress.com/news/state-seeks-central-funds-for-lucknowagra-eway/1131986/

    The UP government has sought financial assistance in the form of viability gap funding from the Centre for its ambitious 270-km long Lucknow-Agra expressway project.
    A proposal with the concept paper of the project has been submitted to the Department of Economic Affairs. The matter was also discussed at a recent meeting of state government officers with officials of Union Finance Ministry in Delhi last week.

    The project was promised by the Samajwadi Party in its election manifesto before the 2012 Assembly elections for faster connectivity of Lucknow to Delhi. It is being planned as an extension of the existing Yamuna Expressway project connecting Greater NOIDA to Agra.

    The estimated cost of the project is around Rs 9,100 crore and the UP government has already floated "Request for Qualification" document, seeking proposals from interested private players to develop the project on public-private partnership model.

    Sources said during the pre-bid meeting, private players had asked the state government if the project would be given any "equity support" from the state or the central government.

    The state government told them that they "envisage" a viability gap funding model for the project under which a maximum of 20 per cent of the cost might be given by the Centre and another 20 per cent by the state government. However, the state government cannot commit VGF to the developers till it gets a formal approval from the Centre. The last date for submission of the bid document is July 15 and the state government hopes the Centre will decide on funding by then.

    "The response from the ministry has been positive so far. The proposal would be scrutinised by the expert committee", said a state government officer.

    According to Union government guidelines, the total viability gap funding "shall not exceed 20 per cent of the total project cost". Viability gap funding is generally given " in the form of a capital grant at the stage of project construction".

    Among road projects which have already got Centre's approval for viability gap funding in the state include six roads of Uttar Pradesh State Highway Authority as well as upgradation projects of national highway, including four-laning of the Lucknow-Rae Bareli and the Lucknow-Sultanpur roads.
    - m_1973, in 16 years
  • http://www.jagran.com/uttar-pradesh/kanpur-city-10511809.html

    कानपुर, स्टाफ रिपोर्टर : आगरा- लखनऊ ग्रीनफील्ड एक्सप्रेस-वे की स्थापना के लिए बिल्हौर तहसील के सात गांवों में भूमि अधिग्रहण की तैयारी शुरू हो गई है। भू अध्याप्ति विभाग ने सर्वे पूरा कर लिया है। शासन से हरी झंडी मिलते ही जुलाई में धारा चार का प्रकाशन होगा फिर संबंधित क्षेत्रों में भूमि की खरीद और बिक्री पर रोक लग जाएगी।

    आगरा-लखनऊ ग्रीनफील्ड एक्सप्रेस वे इटावा, औरैया, कन्नौज के रास्ते बिल्हौर तहसील के रौगांव, इलियासपुर, मकनपुर, बरंडा, गूंजूपुर, अरौल, बहरामपुर होते हुए लखनऊ जाएगा। इन गांवों में भूमि अधिग्रहण का कार्य शुरू करने से पूर्व यहां भूमि का सर्वे जिले के भू अध्याप्ति विभाग द्वारा किया गया। सर्वे टीम ने जिन जगहों से एक्सप्रेस-वे गुजरेगा वहां भूमि का चिह्नीकरण कर लिया है और इससे शासन को भी अवगत करा दिया है। उम्मीद है कि इसी माह के अंत तक शासन से धारा चार के प्रकाशन की अनुमित मिल जाएगी और जुलाई में प्रकाशन कर भूमि अधिग्रहण शुरू होगा। इसके बाद किसानों का मुआवजा निर्धारित करने की प्रक्रिया भी शुरू होगी। एक्सप्रेस-वे के किनारे ही औद्योगिक क्षेत्रों की स्थापना भी होगी।
    ------------------------

    From Arual in Bilhaur along NH91 Kanpur is approx 50km
    - m_1973, in 16 years
  • http://timesofindia.indiatimes.com/city/lucknow/Green-belt-to-come-up-along-Agra-Lucknow-expressway/articleshow/20807358.cms

    LUCKNOW: A 10.25 metre broad greenbelt will be developed along the Agra-Lucknow expressway. The green strip will be developed on both sides of the road, said chief secretary Jawed Usmani. He highlighted the features of the expressway at a meeting to review progress made in the project. Talking to officials from stake holder departments, Usmani said that work at the site should be started soon in order to meet December 2016 deadline.

    The 270km expressway will connect seven cities between Agra and Lucknow. The cities are Agra, Firozabad, Etawah, Mainpuri, Kannuaj, Hardoi and Lucknow. The six-lane stretch of road would be constructed at an estimated cost of Rs 9,500 crore.
    - m_1973, in 16 years
  • http://timesofindia.indiatimes.com/city/lucknow/Malaysia-likely-to-invest-Rs-9500-crore-on-Agra-Lucknow-Expressway-project/articleshow/20854459.cms

    LUCKNOW: Uttar Pradesh may look forward to a hefty dose of foreign investment from Malaysia for the proposed Agra-Lucknow Expressway project.


    In a press statement, chief minister Akhilesh Yadav said that Malaysia has shown interest for a hefty investment in the Agra-Lucknow Expressway project. "The investment is expected to be a huge Rs 9500 crores," the CM told the press.

    The expressway will be connecting Agra with Lucknow via Firozabad, Etawah, Mainpuri, Kannauj and Hardoi. As per the initial plans, the expressway will pass through city outskirts and the city centers will be connected through by-pass roads. The project aims to promote the local industry in these cities such as bangle trade in Firozabad.
    - m_1973, in 16 years
  • Malaysian construction industry shows interest in expressway (http://www.thehindubusinessline.com/industry-and-economy/logistics/malaysian-construction-industry-shows-interest-in-expressway/article4884943.ece)
    Lucknow, July 5:

    The Malaysian construction industry has evinced interest in the construction of 300 km long Agra-Lucknow expressway, linking the Taj city with the state capital.

    Representatives of the Malaysia’s Construction Industry Development Board (CIDB) yesterday met the Uttar Pradesh government officials and expressed their interest in the project which would cost around Rs 11,000 crore, a senior government official said.

    The length of the expressway is estimated between 275-300 kms.

    The CIDB has been asked to enter into the tender process which is already underway, the official said, adding that bids would be opened on July 15.

    According to government sources, besides the Malaysian body, about 15 other companies have also evinced interest in what is considered as pet project of the UP Chief Minister, Akhilesh Yadav.

    The proposed construction of the highway would considerably reduce travel time between two major cities of the state.

    The CIDB has also shown interest in investing in some other projects such as Lucknow Metro, construction of bridges, flyover and highways, sources said.

    It may be recalled that its chief executive officer, Judin Bin Abdul Karim had recently met Akhilesh Yadav.
    - DeadManWalking, in 16 years
  • Submission date was yesterday. No update on the offical website and no media report on who all participated.

    http://www.upeida.in/clarification_reply_rfq_13062013.pdf

    http://imageshack.us/a/img12/7234/4enw.jpg
    - m_1973, in 16 years
  • JP Group, Reliance, Welspun, Indus Concessions, IL&FS and Essel Infra

    http://imageshack.us/a/img43/4567/7giy.jpg

    Source Hindustan Times
    - m_1973, in 17 years
  • http://www.jagran.com/uttar-pradesh/kanpur-city-10574710.html

    कानपुर, स्टाफ रिपोर्टर : आगरा - लखनऊ ग्रीनफील्ड एक्सप्रेस-वे बनाने के लिए बिल्हौर तहसील क्षेत्र में भूमि अधिग्रहण का कार्य अब भी शुरू नहीं हो सका है। इस एक्सप्रेस-वे की स्थापना जिस कंपनी को करानी है वह अभी तक भूमि का सर्वे ही कराने नहीं आई। यह स्थिति तब है जब कंपनी प्रबंधन को एडीएम भू अध्याप्ति कई बार पत्र लिख चुके हैं।

    ग्रीनफील्ड एक्सप्रेस-वे की स्थापना यमुना एक्सप्रेस-वे की तर्ज पर की जानी है। यह मुख्यमंत्री के ड्रीम प्रोजेक्टों में से एक है। आगरा-लखनऊ ग्रीनफील्ड एक्सप्रेस-वे इटावा, औरैया, कन्नौज के रास्ते बिल्हौर तहसील के रौगांव, इलियासपुर, मकनपुर, बरंडा, गूंजूपुर, अरौल, बहरामपुर होते हुए लखनऊ जाएगा। इन गांवों में भूमि अधिग्रहण करने के लिए भू अध्याप्ति विभाग ने एक सर्वे तो किया, लेकिन अंतिम सर्वे यूपीडा कंपनी के साथ होना है। कंपनी ही तय करेगी यह एक्सप्रेस-वे किधर से गुजरेगा। अंतिम सर्वे के बाद ही भूमि अधिग्रहीत की जाएगी। इसके लिए पहले धारा चार और फिर धारा छह का प्रकाशन करना होगा। यह प्रक्रिया पूरी करने में ही करीब डेढ़ साल लग जाएंगे। यही वजह है कि प्रशासन चाहता है कि वह सर्वे का कार्य समय से पूरा कर ले ताकि धारा चार के प्रकाशन की प्रक्रिया का कार्य भी शुरू हो सके। एडीएम भू अध्याप्ति ओके सिंह ने बताया कि संबंधित कंपनी प्रबंधन को सर्वे के लिए कई बार बुलाया, लेकिन कोई नहीं आया।
    - m_1973, in 17 years

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