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Project Report Tri Vend Rum - KL-TN Border NH-47
Project Report Tri Vend Rum - KL-TN Border NH-47
LIST OF CONTENTS
5.2.1 Proposed Alignment for existing Thiruvananthapuram Bypass (km 0.000 to km 22.600)
33
5.2.2 Proposed Alignment for beyond existing Thiruvananthapuram Bypass (km 22.600 to
km 43.000) ....................................................................................................................................33
5.3 Geometrics ........................................................................................................................34
5.4 Structure Design ...............................................................................................................34
5.5 Design Parameters ...........................................................................................................35
5.5.1 Design Standards .........................................................................................................35
5.5.2 Design Loads ................................................................................................................35
5.5.3 Materials ........................................................................................................................36
5.5.4 Bearing ..........................................................................................................................36
5.5.5 Expansion Joints ...........................................................................................................36
5.5.6 Wearing Coat ................................................................................................................36
5.5.7 Approach .......................................................................................................................37
5.5.8 Structure........................................................................................................................37
5.6 Proposed Structures .........................................................................................................37
6.0 SUBGRADE INVESTIGATION FOR PAVEMENT ..........................................................42
6.1 General .............................................................................................................................42
6.2 Test Pitting ........................................................................................................................42
6.3 Additional tests ..................................................................................................................42
6.4 Laboratory testing programme .........................................................................................42
6.5 Planning and Implementation of Test Programme...........................................................42
6.6 Implications for pavement designs ...................................................................................43
7.0 ENVIRONMENTAL IMPACT ASSESSMENT AND MANAGEMENT PLAN..................43
7.1 Project Area ......................................................................................................................43
7.2 Objectives .........................................................................................................................43
7.3 Major Negative Impacts and their Mitigation ....................................................................43
7.4 Significant Findings ...........................................................................................................44
7.5 Cost of Environmental Management Plan ........................................................................45
8.0 RESETTLEMENT ACTION PLAN ...................................................................................45
8.1 Description of Project........................................................................................................45
8.2 Objectives .........................................................................................................................46
8.3 Socio Economic and Census Surveys .............................................................................46
8.4 Project Affected Persons (PAPs)......................................................................................46
8.5 Category of Project Affected Families ..............................................................................47
8.6 Affected Structures By type ..............................................................................................47
8.7 Loss of Land (Private and Government) ..........................................................................47
8.8 Community Infrastructure and Assets ..............................................................................48
8.9 Resettlement Principles ....................................................................................................48
8.10 Consultation and Disclosures ...........................................................................................48
8.11 Institutional Mechanism and Grievance Redressal ..........................................................49
8.12 Total Cost of Rehabilitation and Resettlement .................................................................49
8.13 Monitoring and Evaluation ................................................................................................49
9.0 COST ESTIMATES ..........................................................................................................50
9.1 Project Road Packages ....................................................................................................50
9.2 Unit Rate Analysis.............................................................................................................50
LIST OF TABLES
NH 47B from Nagercoil to Kavalkinaru where it joins NH 7 has been provided with a new
alignment except for an initial length of 600m. It starts near the junction of Nagercoil
Bypass (km 82/181 of NH 47) and existing NH 47B.
M/s. SECON Pvt. Ltd has been entrusted for preparation of Detailed Project Report for
both stretches as a combined project.
The above mentioned project road has been divided into two construction packages
based on the state boundaries. The details of the packages are given in Table 1.1
below.
The scope of the project is to conduct feasibility study and preparation of Detailed
Project Report for 4/6 laning of NH 47 and NH 47B.
Based on the various stages planned, the following stages have been completed.
Stage 1: The Quality Assurance Plan (QAP) was submitted on 20th June, 2004 and
Inception Report was submitted on 24th July, 2004. The revised QAP was submitted on
24th August, 2004.
Stage 2: Draft Feasibility Study Report for NH-47 was submitted on 20th December,
2004 and for NH-47B on 18th Jan, 2005. The Final Feasibility Study Report was
submitted on 11th April, 2005.
Stage 3: Draft Preliminary Project Report was submitted on 20th July, 2005. Final
Preliminary Project Report was submitted on 16th August, 2005.
Stage 4: The Draft Detailed Project Report for Package I was submitted on 23rd Sept,
2005 and for Package II on 30th Nov, 2005.
The present submission comprises of Final Detailed Project Report for Package I.
(Note: All the chainages mentioned hereafter in the report refer to Design project
chainages, unless otherwise mentioned.)
The project corridor has mixed rural and urban population. Major settlements that come
in these sections are Kazhakuttam, Chakka, Inchakkal, Kovalam, Mukkola, Puthenkada,
Thirupuram and Ayira (Parassala). General impact of this project is that it will affect
shops, houses, schools and agricultural land, which are coming in the ROW. But it will
not affect any historical monuments and forest land. The above issues can be sorted out
by mitigative measures and co-operation of Project Affected Persons (PAPs).
Though the terrain is termed as rolling, most of the alignment passes through hillocks
and deep valleys especially in the cross – country portion from km 22/600 to km 43.000.
However, ruling gradients as applicable to plain and rolling terrain is provided in the
design of vertical alignment.
The existing ROW of Thiruvananthapuram bypass upto Kovalam (km 22/600) is 45m.
Further land has been acquired for the proposed bypass alignment from km 22/600 to
km 25/880 (Mukkola) for a width of 45m. Due to problems involved in acquisition and
high cost of land it is proposed to restrict the ROW to 45m in Kerala region.
1.4 Geometrics
It is observed that the existing Thiruvananthapuram bypass from km 0/000 to km 22/600
predominantly has a straight alignment and traverses through rolling terrain. The
horizontal curves in general conform to acceptable geometric standards in terms of
radius and sight distance. Super elevation/camber need to be improved in some
stretches. Beyond km 22.600 upto Kerala border, the proposal involves new
construction of four-lane highway. Design speed of 100kmph is considered for
geometric designs. Minimum radius of horizontal curves provided is 400m. Maximum
super elevation of 7% and maximum gradient of 3.3% is provided.
1.5 Drainage
Many stretches of the road are not provided with proper camber to allow free drainage
of surface water. Drainage system, where they exist are also not found in operational
condition at several places. Adequate provision for drainage of surface water is made
by providing proper roadside drains with required longitudinal slope.
From Plate 2 of IRC: 37-2001, for CBR of 8% the following pavement thickness has
been arrived and is presented in Table 1.3 below.
Overlay design has been done as per IRC 81 1997. Benklemen Beam Deflection (BBD)
Test results have been taken into consideration. Average deflection of existing
pavement is less and 2mm deflection has been considered for design purpose for a
period of 15 years.
Table 1.3(b): Overlay Pavement Layer Thickness for Main Carriageway (Existing Road)
Type of Layer Layer Thickness (mm)
Bituminous Concrete (BC) 40
Dense Bituminous Macadam (DBM) 85
Total 125
Service Road
For the service roads, traffic loading of 5 msa is adopted and the pavement design has
been arrived from Plate 1 of IRC: 37-2001 for CBR of 8% as presented in Table 1.4.
One Toll Plaza has been proposed on the project road. Tentatively location of Toll Plaza
has been proposed at km 38.200.
Economic viability is carried out with 25 years benefit period. The result of economic
viability analysis as furnished in Table 1.6 below reveals that the project is economically
viable with 25 years benefit period when considered for the savings in value of time for
Package I. Detailed economic viability analysis is furnished in Chapter 10 of this report.
Analysis for the project road shows that the project is economically viable.
The entire stretch of the project road is divided into two packages. This report pertains
to Package-I, which contains the Kerala portion of the road.
The package starts from Kazhakkoottam junction at km 552/000 of the existing highway,
which is also the take off point of Thiruvananthapuram bypass, and hence referred as
km 0/000 of the new alignment. The proposal envisages widening of the existing 2 lane
bypass to four lane from km 0/000 to km 22/600. Thereafter the original bypass
alignment proposed by Kerala, PWD (NH) is followed upto Ayira village (km 40/343).
Further it deviates from the PWD alignment for a short length and crosses Kerala Border
at km 43/000.
Under the proposal, the existing bypass is to be widened to four lane with central
median of 4.5m, hard shoulders of 1.5m and earthen shoulders of 1.5m. Side slopes of
1:2 have been proposed. One side widening only is proposed for ease of construction
and land acquisition. ROW is kept as 45m generally in the entire stretch. The
alignment is passing through rolling and hilly terrain with deep valleys and hillocks all
along the route.
The details of the proposed Typical Cross Section Elements are furnished in Table 2.1
below
Wherever there is a change in the widening from concentric to eccentric or vice versa
proper flaring will be used for introducing the transition so that the change is gradual.
Based on the availability of space and height of cut or fill, suitable retaining structures,
such as Reinforced Earth Wall for high fills and Soil Nailing for high cuts, have been
provided in locations where a slope of 1:1.5 cannot be provided. Table 2.2 gives the
availability of space for each cross section type.
In case of high fill portions without service road a berm of 1m is provided next to the
drain, a slope of 1:1.5 is provided for the remaining 8m and further down RE wall is
provided.
2.3 Demography
Table 2.3: Growth of Population, Kerala and India: 1971-2001 (in Millions)
Kerala India
Year
Rural Urban Total Rural Urban Total
1971 17.88 3.47 21.35 439.05 109.11 548.16
1981 20.68 4.77 25.45 (19.24%) 523.87 159.46 683.33 (24.66%)
1991 21.42 7.68 29.10 (14.32%) 628.69 217.61 846.30 (23.86%)
2001 23.57 8.26 31.84 (9.42%) 741.66 285.35 1027.02 (21.35%)
Kerala has witnessed a steady growth in urban population in the past two decades.
While the percentage of urban population to the total population in 1981 was only 18% it
increased to 26% in 1991 registering a growth rate of 60%. The decennial growth rate
for the same between 1971-1981 was only 38%.
In the year 1991, Kerala had 197 urban centers while there were 106 towns in 1981.
Moreover, a study by the Department of Town Planning shows that there are 113 more
settlements in the State, which satisfy the ‘near-urban’ criteria of the census. The urban
sector in Kerala comprises of five Municipal Corporations, 53 Municipalities and 6
Development Authorities.
Age composition is an index of potential labour supply as well as the possible growth-
trend of the population in the region. More than half of the region’s population is in the
working age group (15-60 years). Females record greater percentage of their population
below 39 years of age, while reverse trend is noticed in case of males who have larger
percentage above 39 years of age. The sex ratio is in favor of male owing to high
mortality rates in females.
2.3.7.2 Literacy
Total literate (excluding the population in the age group of 0-6 years) is 89.36% and
88.12% of the total population. The literacy percentage of males is higher than that of
females, showing a comparatively lesser gap in comparison to state figure.
2.4 Agriculture
Agriculture has been the primary occupation of the district. Cultivable land may be
classified as wet, dry, garden and plantations. Paddy is the most important crop
cultivated in the wet lands. Tapioca and pulses are the important dry land crops.
Coconut, one of the most important crops of the district, is cultivated in an area of
84,308 hectares and the annual production is about 516 million nuts.
Newly introduced agricultural development schemes have opened new vistas in this
field. Fresh schemes are introduced in every Panchayat with a view to maximize yield
per unit area by exploiting the production potential of paddy and vegetables.
Cashew is grown in 2,184 hectares of land and the production is about 1745 tonnes.
Pepper cultivation covers an area of 5,090 hectares and the yield is about 1824 tonnes.
Paddy :Paddy is the main crop of the district and is raised in two seasons i.e. Kannipoo
(April –June) and Kumbapoo (September – October) respectively.
Tapioca: Tapioca is raised as a subsidiary food crop in this district. The main planting
season is April - May. In some pockets, September – October planting is also done as
second season crop.
Pulses: Pulses are raised in rice-fallow and as intercrop in Tapioca. The important
pulses are Blackgram, Greengram, Horsegram, Cowpea and Redgram. In the months of
April – May and September – October pulses are grown as intercrop with Tapioca. In
the months of February – March pulses are raised as pure crop in rice-fallows.
Coconut: Coconut is an important cash crop of this district. The main planting season is
May – July.
Banana: Banana is cultivated mainly during March – May and September – October.
Vegetables: Vegetables are also grown as 3rd crop after the harvest of 2nd crop paddy
in some pockets of this district. Proximity to equator, topography and other climate
factors favor the cultivation of varied crops. In addition, Pepper, Cloves, arecanut,
Betelvine, Cocoa, Gingelly, Ginger, turmeric, Arrowroot etc. are also grown.
Total geographical area of the state according to village documents is 3885497 hectares
of which net area sown in 1998-99 was 2258674 hectares constituting 58.13 percent of
total area. Forestland constitutes 27.83% of total area where as the area of cultivable
waste land is 1.61 percent.
2.5.1 Irrigation
Since the rainfall is variable, the region needs supplement water requirements for
agricultural purposes. In the study area canal network is good and it fulfils the irrigation
requirement of the area.
cover an area of 140 sqkm of forest land, receiving an annual rainfall of about 226 cm.
from two monsoons. The total length of the main canal and its branches is 266 km.
Apart from canals, tanks are the source of irrigation for the cultivated area.
2.6 Forests
Total area under forests in the state is 1998-99 was 1081509 ha. This accounts for
27.83% of the total area of the state. Major produce of forests in 1998-99 was 26663
cum of Timber in round logs, 275050 round poles, 6,662 cum of sawn and squared
timber and 18423 metric Tonnes of fire wood.
2.7 Industries
Growth of working factories and average employment is given in Table 2.6.
2.8.1 An Overview
Kerala depends on the three components of surface transport viz. road transport, rail
transport, and inland water transport for the movement of passengers and goods traffic.
The year 2000-2001 witnessed good growth in the transport sector in the State in
general and road sector in particular.
During the period, the total length of the road in the State increased from 1,23,889 km to
1,25,835 km. The number of motor vehicles in the state stood at 21,11,885 as against
19,10,237 in the preceding year thereby registering an increase of 10.56%. The total
number of road accidents increased by 8.33% from 34387 in 1999-200 to 37252 in
2000-2001. Railway route length as on 31.3.2001 in the State was 1148 km.
2.8.2 Roads
Kerala has a comfortable network of roads having a total length of 1,25,835 km as on
31.3.2001. It accounts for 4.13% of total road length in the country. Agencies
maintaining roads in the State include State PWD, Panchayats, Municipalities and
Corporations, National Highways, Irrigation Department, Forest Department, Kerala
State Electricity Board etc.
Out of total road length, 87,094 km are maintained by Panchayats (69.2%) followed by
21508 km (17.1%) by State PWD. Corporations maintain a road length of 4776.84 km
(3.7%), Municipalities maintain 3,193 km (2.5%) and NH cover 1560 km (1.23%). While
Irrigation Departments maintain 3787km (3%) of road, the share of Forest Department is
3633 km (2.9%), share of the Indian Railway is 142.88 km (0.11%) and that of Kerala
State Electricity Board 139 km (0.11%). Of the 87,094km roads under Panchayats,
54339.722 km (62.39%) are graveled and earthen roads and 21067 km (24%) are black
topped.
Of the 14 districts in the State, Kottayam district accounted for the maximum road length
of 2225 km (10.3%) followed by Ernakulam district with 2165 km (10%). Wayanad
district had the lowest PWD road length of 515 km (2.4%).
During the period 2000-01 there were 1994 bridges and 47,557 culverts on PWD roads.
Of these, 171 bridges and 1371 culverts were unsafe.
Total length of National Highways in the State during 2000-2001 remained at 1560kms.
Details of National Highways in Kerala are given Table 2.7 below.
2.8.6 Tourism
Tourism industry plays a very vital role in the state economy. Some of the important
tourist attractions are given below:
Hills: Echo Point, Ramakalmedu, Peermedu, Munnar, Thrissanku and Peeru hills,
Ramala Pandikuzhi, Ponmudi, Agasthyarkoodam.
Others: Kodanad Sahyadri Ayurvedic Centre, Picnicking in the hills- C.V.N. Kalari
Edakkad, Kottakkal, The Gandhi Seva Sadan, Kathakali and Classic Arts Academy,
Vasthuvidya Gurukulam.
Table 2.12: State Income (NSDP) of Kerala by Industrial Origin (At constant
Prices)
(Rs in Lakhs)
Sector
1999-
1993 -1994 1994 -1995 1995 -1996 1996 -1997 1997 -1998 1998-1999*
2000**
(i) Primary Sector
1. Agriculture 625603 689697 694671 711466 677678 668665 660240
2. Forestry & logging 74340 81401 71661 74640 72479 74835 77229
3. Fishing 63849 68241 59774 66012 53424 58720 60599
4. Mining & Quarrying 5010 4064 5768 5048 5600 5712 5826
Sub – Total – Primary 768802 843403 831874 857166 809181 807932 803894
(Rs in Lakhs)
Sector
1999-
1993 -1994 1994 -1995 1995 -1996 1996 -1997 1997 -1998 1998-1999*
2000**
(ii)Secondary Sector
5. Manufacturing: 269832 325889 353751 340550 329021 344433 358428
5.1 Registered 135764 155733 175239 168617 172039 181329 189126
5.2 Un-registered 134068 170156 178512 171933 156982 163104 169302
6. Electricity Gas 17658 18452 18240 24320 29806 32012 34528
&Water supply
6.1 Electricity 13499 14636 14685 20903 26421 28799 31449
6.2 Gas 839 815 763 756 742 718 694
6.3 Water Supply 3320 3031 2792 2661 2643 2495 2385
7. Construction 197049 199786 199276 204232 227233 234732 243417
Sub – Total –Secondary 484539 544157 571267 569102 586060 611177 636373
(iii) Tertiary Sector
8. Transport storage &
communication:
8.1 Railways 134320 148948 172976 181348 202925 225995 250210
8.2 Transport by other 4474 5403 6320 7402 6549 6650 6753
means & storage
8.3 Communication 104310 114529 127718 134156 148310 161984 176689
9. Trade Hotels & 25536 29016 38938 39790 57361 66768 66768
Restaurants 448431 483457 513594 528555 598324 598324 633864
10. Banking & Insurance 111005 122968 141407 180090 168681 179098 191993
11. Real Estate
Ownership of 131203 135063 140048 147185 157287 165104 174284
Dwellings
12. Public Administration
13. Other Services 116533 109158 115657 119124 134495 139678 145226
Sub Total Teritary 190274 203638 207924 220075 242148 258050 275288
Net State Domestic 1131766 1203232 1291606 1376377 1468074 1566249 1670865
Product 2385107 2590792 2694747 2802645 2863315 2985358 3111132
Population(‘000)
Per Capita
Income Rs. 30048 30424 30805 31186 31539 31856 32145
*Provisional Estimate
**Quick Estimate
Table 2.13: State Income (NSDP) of Kerala by Industrial Origin (At Current Prices)
(Rs in Lakhs)
Sector 1999-
1993 -1994 1994 -1995 1995 -1996 1996 -1997 1997 -1998 1998-1999*
2000**
Sub – Total –
768802 938530 1141913 1288631 1277977 1379800 1489749
Primary
(Rs in Lakhs)
Sector 1999-
1993 -1994 1994 -1995 1995 -1996 1996 -1997 1997 -1998 1998-1999*
2000**
5 Manufacturing: 269832 357673 441924 472480 493201 549679 600725
5.1 Registered 135764 173906 216999 226908 250334 279198 307118
5.2 Un-registered 134068 183767 224925 245572 242867 270481 293607
6. Electricity Gas 17658 20515 22590 32824 43362 48942 55099
& Water Supply
6.1 Electricity 13499 16246 18210 28219 38445 43816 49731
6.2 Gas 839 905 946 1013 1084 1145 1205
6.3 Water Supply 3320 3364 3434 3592 3833 3981 4163
7. Construction 197049 230912 284128 343518 432857 491682 556781
Sub – Total -
Secondary 484539 609100 748642 8488822 969420 1090303 1212605
8. Transport
storage & 134320 166724 207727 235240 279221 333223 398492
communication:
Railways 4474 4985 6090 7253 8233 8489 8817
Transport by 104310 130539 160948 186930 222783 269385 322916
other means
& storage 25536 31200 40689 41057 48205 55349 66759
Communication
9. Trade Hotels & 448431 566227 707354 824432 991030 1195275 1462060
Restaurants
10. Banking & 111005 135337 174179 233927 221209 243776 280099
Insurance
11. Real Estate
Ownership of 131203 141543 161506 184811 211557 243948 283224
Dwellings
12. Public 116533 120368 140247 158079 190663 221063 267296
Administration
13. Other 190274 224407 251463 295926 347270 409395 476955
Services
Sub Total
Teritary 1131766 1354606 1642476 1932415 2240950 1566249 1670865
Net State
Domestic Product 2385107 2902236 3533031 4069868 4488347 5116783 5870480
Population(‘000)
Per Capita 30048 30424 30805 31186 31539 31856 32145
Income Rs. 7938 9539 11469 13050 14231 16062 18262
* Provisional Results
** Quick Estimates
The data given in Table 2.12 indicates a compound rate of 4.53 for NSDP and 3.36 for
per capita income for the last Six years.
The coordinates of the basic plan control points were established with the use of
differential GPS equipment (Leica-SR 530) providing accurate and homogeneous
control all along the length of the road stretch. There are 27 GPS stations most of which
are on rock-out-crop / sheet rocks situated along the proposed alignment. For each GPS
station there is a reference point situated at about 200m away, which was also fixed by
differential GPS method and on similar object as for the GPS station, to serve the
purpose of providing starting and closing bearing for Total Station traverse as well as for
providing extra primary control point. The co-ordinates were obtained on WGS – 84
system on Transverse Mercator’s Projection with the central meridian of projection
passing through the center of the stretch of the NH, thereby having practically no scale
error for the coordinates.
In between GPS stations, Total Station traverses were run providing planimetric
positions at about 250m apart. Since Bench Marks are established at about 250m apart
along the road length, these points were connected during the Total Station traverse for
control. Total Stations of 1 second accuracy (Leica TC 1800L and Topcon GTS 710)
were used, providing both plan and height control for the pillars / other control points.
Double tertiary leveling was done along the entire stretch with precision automatic levels
connecting the existing GTS BM at Palayam junction in Thiruvananthapuram city. The
DT leveling was started from this GTS BM and closed on another GTS BM at
Balaramapuram, about 40 km from the first BM.
The misclosures were seen to be below the tolerant limit of 12 k mm, where k is the
length of the leveling line in km. The misclosures were adjusted and heights given to all
Bench Marks established at about 250m apart all along the alignment on RCC pillars (as
specified by NHAI vide Terms of Reference). Thus, all the Bench Marks established
along the stretch are in terms of GTS Bench Marks established by Survey of India.
All the details / features along the road within the survey boundary were picked up by
conducting a detailed Total Station Survey in between the planimetric control points. X,
Y and Z coordinates of relevant points were captured by this Total Station survey, such
as electric / telephone pole, tree with type, statue, wells and points on string lines (i.e.,
points on the same linear feature such as centerline of road, left / right edge of
carriageway, left / right edge of embankment top, left / right embankment toe line, break
points on ground, visible property lines, streams, building etc., within the limit of survey).
The survey data were down loaded and converted to graphic files using Automap and
Nova Point software. With the help of x, y, z coordinates of the several points picked up
in the field, digital terrain models were created in which the road design is done.
4.1.1 General
Information about traffic is essential for the highway project since it forms the basis for
deciding the number of lanes, design of intersections, design of pavement as well as
economic appraisal of the project. Traffic studies require collection of basic information
regarding the current level of traffic and its characteristics viz., volume, composition,
origin and destination studies, axle load spectrum, speed and delay studies, turning
movements, vehicle occupancy etc. These studies generally consist of mode wise traffic
estimates, travel patterns of passenger and freight (goods) etc.
The locations for traffic studies were finalised on the basis of a reconnaissance survey
undertaken for the project road and in consultation with the NHAI. The project road is a
section of the National Highway NH 47 connecting Kanyakumari and
Thiruvananthapuram and a section NH 47B connecting Nagercoil and Kavalkinaru.
NH 47 connects the industrial belts in its influence area to Cochin Port, which falls in its
alignment. Proforma designed for traffic surveys have been submitted in QAP.
In addition to the above, data on traffic accidents on the project road stretch was
collected to identify black spot locations to suggest suitable remedial measures.
The survey locations approximately coincide with the regular (historical) traffic count
station of the National Highways. The classified traffic counts at station VC1 and VC2
were conducted between 27th September 2004 to 03rd October 2004. The number of
vehicles in either direction was noted at 15-minute intervals in accordance with their
classification by observers specially trained for this purpose.
The information collected during these surveys for passenger vehicles included the
origin and destination; purpose, occupancy and frequency of the trip and income of the
main passenger in the vehicle. In the case of freight vehicles the information sought
included type and quantity of commodity being transported, in addition to origin and
destination, and frequency of travel on the route.
all traffic during one week, resulting in possible random errors of ±1% only (95%
confidence interval). The uncertainty regarding seasonal variations is larger but the total
error margins are still no more than a few percent of ADT, or say ±200 VPD.
The daily variation of traffic with respect to ADT is generally not perceptible, with most of
the daily volume being near to ADT volumes except on Saturday and Sunday.
From the analysis it is found that Two Wheelers contribute to the major percentage,
followed by Car/Jeep and then other commercial vehicles. The compositions of the
vehicles at each location for the project are summarized in Table 4.8.
The directional split from the analysis is in the range of 48 to 52%. Directional split at
each of the location is shown in Table 4.9. This is a useful input for capacity analysis
and pavement design. Hence it can be concluded that directional split for up and down
traffic is nearly equal.
A comprehensive 36-Zone System was adopted for the study to understand the travel
pattern of the traffic using the project road. The entire length of the project road
(Package I) is located in Thiruvananthapuram District.
O-D surveys were carried out for all the vehicle types. But at the time of analysis, it was
necessary to group them, especially vehicle type such as cars (sum of new and old
technology vehicles) and jeeps including vans. State Road Transport Corporation buses
were not stopped and no O-D for such vehicles was obtained. Thus the sample size for
bus is low. The sample size for two wheelers and autos is low primarily because they
are local traffic and many road users were unwilling to state further details. Additionally
these vehicles will not be tolled. The sample size for cars is over 5 percent at Station-
OD1, about 3.5 percent at Staion-OD2. The sample size is reasonable considering the
level of traffic moving on the project road. The survey was conducted such that no major
inconvenience is caused to the road users due to stoppage and resulting queue of large
number of vehicles.
The sample size of freight vehicles at the two stations is about 19 percent. Trucks with
two and three axle configuration constitute the major share of such vehicles.
Vehicle Damage Factors (VDF) was estimated from the observed axle loads on the
project roads (NH-47) for each class of vehicles at different locations. Table 4.10 gives
the VDF calculated for each class of vehicle.
Since the VDF obtained for all class of vehicles was found to be low, the VDF value of
4.5 as a national average is adopted for the calculations of MSA.
4.3.7 Turning Movement Survey
The Turning Movement Survey is used in design of intersections, in planning signal
timings channelisation and other control devices. The main aim of turning movement
survey is to determine the directional movement of the traffic in order to assess the
traffic engineering measures required to improve their capacity and to regulate the traffic
flow. Table 4.11 gives the Present peak hour Traffic flow at intersections on the project
road.
The traffic flows fairly uninterrupted with marginal delays along the project road. Traffic
experiences an average delay of about 706 seconds while moving in
Kerala
Tamil Nadu
Karnataka
Andhra Pradesh
Maharashtra
North India
East India
4.4.2 Kerala
Kerala’s population has grown from 6.4 million to 31 million from 1901 to 2001, a five-
fold increase in the last Century (Table 4.13 below). Kerala recorded a consistently
higher growth rate than that of India’s average from 1931 to 1971. The decline in growth
rate since 1971 is perhaps due to large-scale migration to other States and abroad,
particularly Gulf countries. The other reasons may also include increasing levels of
literacy and per capita income.
Table 4.13: Growth of Population, Kerala and India: 1971-2001 (in Millions)
Kerala India
Year
Rural Urban Total Rural Urban Total
Kerala has witnessed a steady growth in urban population in the past two decades.
While the percentage of urban population to the total population in 1981 was only 18% it
increased to 26% in 1991 registering a growth rate of 60%. The decennial growth rate
for the same between 1971 and1981 was only 38%.
In the year 1991, Kerala had 197 urban centers and while there were 106 towns in 1981.
Moreover, a study by the Department of Town Planning shows that there are 113 more
settlements in the State, which satisfy the ‘near-urban’ criteria of the census. The urban
sector in Kerala comprises of five Municipal Corporations, 53 Municipalities and 6
Development Authorities.
The state of Kerala had been very progressive since its formation in 1958. Kerala ranks
twelfth amongst the other states, in terms of income. The state economy, over the last
five years has been experiencing a growth of 2 to 7% per annum, as against an all India
average of 5.8% per annum.
The annual growth rate of NSDP from 1997-98 to 2002-03 has been observed to be
5.29%, where as Per Capita Income (PCI) grew at 4.64% per annum over the same
period. The growth rates of NSDP and PCI by years are presented in Table 4.15 below:
Table 4.15: Growths in NSDP and Per Capita Income in Kerala State
At current prices At constant (1993-94) prices
NSDP (in Rs.)
previous year
previous year
previous year
previous year
NSDP
NSDP
Total
Total
NSDP over
NSDP over
NSDP over
NSDP over
NSDP (in
Per capita
Per capita
Growth in
Growth in
Growth in
Growth in
Year
Rs.)
(%)
(%)
(%)
(%)
(Rs (Rs
Lakhs) Lakhs)
1997-98 4488347 14231 2863315 9079
1998-99 5106096 13.76% 16029 12.63% 3064366 7.02% 9619 5.95%
previous year
previous year
previous year
NSDP
NSDP
Total
Total
NSDP over
NSDP over
NSDP over
NSDP over
NSDP (in
Per capita
Per capita
Growth in
Growth in
Growth in
Growth in
Year
Rs.)
(%)
(%)
(%)
(%)
(Rs (Rs
Lakhs) Lakhs)
1999-00 5692604 11.49% 17709 10.48% 3271615 6.76% 10178 5.81%
2000-01 6371511 11.93% 19951 12.66% 3356516 2.60% 10510 3.26%
2001-02 7304895 14.65% 22668 13.62% 3490599 3.99% 10832 3.06%
2002-03 8378201 14.69% 25764 13.66% 3703133 6.09% 11388 5.13%
Average 13.30% 12.61% 5.29% 4.64%
Source: Department of Economics and Statistics, Govt. of Kerala
Table 4.16: Growths in NSDP and Per Capita Income in Tamil Nadu State
At current prices At constant (1993-94) prices
previous year
previous year
previous year
NSDP
NSDP
Total
Total
NSDP over
NSDP over
NSDP over
NSDP over
NSDP (in
Per capita
Per capita
Growth in
Growth in
Growth in
Growth in
Year
Rs.)
(%)
(%)
(%)
(%)
(Rs
(Rs Lakhs)
Lakhs)
1993-94 5164330 8955 5164330 8955
1994-95 6127581 18.65% 10503 17.29% 5793555 12.18% 9931 10.90%
1995-96 6971916 13.78% 11818 12.52% 5985425 3.31% 10146 2.16%
1996-97 7912106 13.49% 13270 12.29% 6231974 4.12% 10452 3.02%
1997-98 9268985 17.15% 15388 15.96% 6755934 8.41% 11216 7.31%
1998-99 10579315 14.14% 17394 13.04% 7059878 4.50% 11608 3.50%
1999-00 11274064 6.57% 18367 5.59% 7454344 5.59% 12144 4.62%
2000-01 12609957 11.85% 20367 10.89% 8013892 7.51% 12944 6.59%
2001-02 13256719 5.13% 21239 4.28% 8181253 2.09% 13108 1.27%
2002-03 13678087 3.18% 21738 2.35% 8181770 0.01% 13003 -0.80%
Average 11.55% 10.47% 5.30% 4.28%
Source: Department of Economics and Statistics, Govt. of Tamil Nadu
Tg = e x Eg
Where Tg = Traffic Growth Rate
For the present study the past vehicle registration data for Tamil Nadu for a period of
past 10years (i.e. from Year 1993 - 2002) is considered and Regression analysis has
been carried out using vehicle registration data and economic indicators like NSDP. The
elasticity values obtained for passenger and goods vehicles are shown in Table 4.17.
The Elasticity values are reduced by 5% every five year, as there will be increase in the
total traffic and which ultimately leads to the congestion of the road.
The model adopted is based on the IRC: 108-1996 Guidelines. It has suggested relating
traffic with GDP of country. But for predicting traffic growth rates instead of using GDP,
traffic has been co-related with NSDP of Kerala as well as Tamil Nadu. Considering the
past growth in the NSDP of the both states, the economic growth remains at the rate of
minimum of 5.30% every year. Hence an economic growth rate of 5.30% is considered
for the traffic projection purpose for medium scenario. A growth rate of 5% is assumed
for low growth scenario and 6% for high growth scenario.
Table 4.18 (a): Estimated traffic growth rates for Low Scenario
Table 4.18 (b): Estimated traffic growth rates for Medium Scenario
Year 2005-2009 2010-2014 2015-2019 2020-2024 2025-2029
Vehicle Type (%) (%) (%) (%) (%)
2Wheelers 12.93 12.29 11.67 11.09 10.53
Car 6.52 6.19 5.88 5.59 5.31
Bus 5.41 5.14 4.88 4.63 4.40
Auto 12.08 11.48 10.91 10.36 9.84
Commercial Vehicles 9.54 9.06 8.61 8.18 7.77
Others 6.41 6.09 5.79 5.50 5.22
Table 4.18 (c): Estimated traffic growth rates for High Scenario
Year 2005-2009 2010-2014 2015-2019 2020-2024 2025-2029
Vehicle Type (%) (%) (%) (%) (%)
2Wheelers 14.64 13.91 13.21 12.55 11.92
Car 7.38 7.01 6.66 6.33 6.01
Bus 6.12 5.81 5.52 5.25 4.98
Auto 13.68 13.00 12.35 11.73 11.14
Commercial Vehicles 10.80 10.26 9.75 9.26 8.80
Others 7.26 6.90 6.55 6.22 5.91
Table 4.19: Future Projected Volume for existing Road Based on Medium Growth
rates
VC-1 VC-2 VC-3
Year
Vehicles /Day PCU / Day Vehicles / Day PCU /Day Vehicles / Day PCU /Day
2005 24323 26542 15337 13137 14008 18028
2010 37571 39127 25240 20955 22018 26922
2015 57922 57506 41172 33180 34455 39985
2020 88955 84226 66412 52053 53575 59018
2025 135822 122831 105723 80779 82616 86500
2030 206613 178830 166594 124355 126653 126242
2033 267217 225389 219552 161714 164431 159162
Apart from the above traffic projections based on the econometric method, the
projection has been done by considering the conservative traffic growth rate of 5% per
annum for all categories of vehicles. The projected traffic with 5% growth is presented in
Table 4.20 below.
5.1.1 General
The project stretch in this package forms part of NH-47 from Thiruvananthapuram to
Kerala Border falling under NHDP Phase III. The package starts at km 552.000 of
existing NH-47 at Kazhakkoottam (Design Chainage km 0.000) and ends at Kerala
border near Ayira/Parassala at Design Chainage km 43.000.
The alignment generally runs through rolling and highly undulating terrain requiring
heavy cutting and filling at several locations, especially in the new alignment portion
from km 22.600 to km 43.000.
Southern railway broad gauge main line from Quilon to Kanyakumari runs on Southern
side of bypass and crosses to Northern side at Chakka (km 9.820) through a newly
constructed 2-lane ROB. There is no other railway line crossing in the package. The
ROB is proposed to be widened to six lane width.
The entire stretch of alignment runs through heavily built up areas both in existing
bypass as well as the cross country alignment portion.
5.2.2 Proposed Alignment for beyond existing Thiruvananthapuram Bypass (km 22.600
to km 43.000)
The second phase of Thiruvananthapuram by pass starts from Kovalam (km 22.600)
and terminates at Parassala (km 599.00). But the alignment as proposed in the
reconnaissance stage follows the by pass route up to km 40.343 and thereafter deviates
and proceeds South wards towards Kerala Border. The terrain is undulating and at
km 23.900 and km 25.100, the valleys are as deep as 26 to 30m, which would require
high embankments. Besides, the alignment also passes through hillocks involving high
cuttings of 8m to 12m. The alignment cuts a number of local roads.
From km 41.200, the original proposal was to deviate from the PWD alignment and
cross Kerala – TN Border near Thirupuram (km 42.200) after crossing Poovar East
Canal (km 34.105) and Neyyar River (km 35.611).
Hence, the original bypass alignment will be followed from Kazhakkoottam to Ayira (km
0.000 to km 40.343) in the Kerala portion.
• Since this is the original Alignment marked by PWD, Villagers are mentally prepared
to accept the acquisition.
• This alignment has better gradient as it crosses less number of hillocks and valleys.
However, there is a slight increase in length by 1.72 km than the first proposal. This
proposal is adopted as the final alignment for the project and chainages are referred
accordingly.
Great care has been taken while fixing the alignment to avoid major built up areas,
religious structures, tanks etc. Over and above suggestion by peoples representatives
and other public figures has been critically examined and changes effected wherever
possible without compromising geometrics of the alignment. In brief, the alignment is
feasible, economical and technically sound. Also adequate access to local public has
been provided with service roads / underpasses, pedestrian, cattle crossings, etc. The
summary of the proposed widening or new alignment details are presented in Table 5.1
below.
5.3 Geometrics
It is observed that the existing Thiruvananthapuram bypass from km 0.000 to km 22.600
predominantly has a straight alignment and traverses through rolling terrain. The
horizontal curves in general conform to acceptable geometric standards in terms of
radius and sight distance. Super elevation/camber need to be improved in some
stretches. The existing two lane carriageway is to be widened to four lane with central
median of 4.5m, hard shoulders of 1.5m and earthen shoulders of 1.5m on either side
as per the designs given in DPR. Beyond Km 22.600 upto Kerala border the proposal
involves new construction of four-lane highway. As per the design adopted in DPR,
design speed of 100 kmph is considered for geometric designs. Minimum radius of
horizontal curves provided is 400m, maximum super elevation of 7% and maximum
gradient of 3.3% is provided.
2. The existing culverts are proposed to be widened to 4-lane road way width in
accordance with the cross sections of the road. Existing Medium and Minor Bridges
are proposed to be widened to 6 lane width. Newly proposed bridges also cater for 6
lane width.
3. The vent height and span length of the existing bridge are maintained in the
proposed bridges as shown in Volume IXC of this DPR.
4. Pile/Open foundation, Bank Seat abutments and circular piers are provided for the
proposed medium bridges.
5. The bank seat abutment walls are continuous in the median portion to retain earth
and for safety.
6. New Six Lane major bridge is proposed at Thamprapani river location and its details
are given in Volume IXC of this DPR.
The Overpasses are provided with precast PSC girder with bank seat abutment and
approach ramp to retain earth. Minimum vertical clearance of overpass has been
considered as 5m and width of the structure considered as per existing cross road.
8. New Six Lane ROBs are provided at railway line crossings with minimum vertical
clearance of 6.525 m keeping in view Electrified Railway engines.
OR
All the above analysis for the superstructure has been done using STAAD Pro
Software.
(c) Wind Loads, Earthquake Loads, braking loads, Temperature Effects, Water
current forces and Buoyancy forces are considered as per relevant clauses of
IRC : 6
For Earthquake Design, the structure is considered in Zone III as per IS:1893
(d) Design has been carried out using Moderate conditions of exposure as per
IRC:21
5.5.3 Materials
Foundation
Concrete Grade : M35(for major bridge/ROB/underpass/ overpass);
M30 (for minor bridge and cross drainage
structures)
Reinforcement : HYSD of grade Fe415
Superstructure
Concrete Grade : M40 (PSC for girder; RCC for deck slab)
M30 (RCC Girder & Deck Slab)
Reinforcement : HYSD of grade Fe415
Crash Barrier
Concrete Grade : M40
Reinforcement : HYSD steel of grade Fe415
Approach Slab
Concrete Grade : M30
Reinforcement : HYSD steel of grade Fe415
5.5.4 Bearing
Neoprene bearing for slab superstructure and Pot-cum- PTFE bearing for girder
superstructure has been adopted.
For major bridge and ROB 40mm thick bituminous concrete overlaid with 25mm thick
mastic asphalt has been proposed.
5.5.7 Approach
Earth wall Embankment shall be adopted for the approaches.
5.5.8 Structure
All the salient features of the structures are maintained as per the general arrangement
drawings accordingly.
5.6 Proposed Structures
After proposing the feasible and technically sound alignment, a detailed study was done
to provide the various cross drainage structures and other structures along the
alignment. The cross drainage structures include Major Bridges, Minor Bridges, Culverts
(Box/Pipe) etc. The other structures include Vehicular Underpass, Vehicular Overpass,
ROBs and Pedestrian Underpass etc. The lists of structures proposed along the
alignment are presented in Table 5.2 to 5.7 below. 3-lane structures are proposed on
the existing road where widening is proposed, only on the proposed widening side. But
incase of new formation structures will be 4-lane width.
Table 5.2: List of Major Bridges
Sl. Design Linear Water- Opening
Remarks
No. Chainage (km) way (m) Height (m)
1 5.923 360.78 5.22 New bridge in the widening portion
Dismantling of existing bridge and
2 16.961 112.18 13.41
Reconstruction of new bridge
3 23.800 - 21.33 New Construction
4 35.611 82.08 6.747 New Construction
Table 5.4: List of Box Culverts Proposed for Improvement or New Construction
Existing Proposed Structure
Sl.
ha
ag
o.
in
Remarks
N
C
n
Total width of
Total width of
Ground Level
Structure (m)
Structure (m)
arrangement
Height From
Road Top to
Height (m)
(No x Vent
width) (m)
Opening
Span
(m)
1 11.125 7.33 2 1 X 2.5 2.0 25 Repair and Widening
2 11.378 9.4 2 1 X 2.0 2.0 25 Reconstruction
3 26.750 - - 1 X 2.5 3.5 25 New Construction
4 28.275 - - 1 X 2.5 3.5 25 New Construction
5 29.750 - - 1 X 2.5 3.5 25 New Construction
6 31.475 - - 1 X 2.5 3.5 25 New Construction
7 31.800 - - 1 X 2.5 2.0 25 New Construction
8 32.275 - - 1 X 2.0 2.0 25 New Construction
9 33.000 - - 1 X 2.0 3.5 25 New Construction
10 33.150 - - 1 X 2.5 2.0 25 New Construction
11 33.950 - - 1 X 2.0 2.0 25 New Construction
12 34.300 - - 1 X 2.5 2.0 25 New Construction
13 34.725 - - 1 X 2.0 3.5 25 New Construction
14 34.800 - - 1 X 2.0 3.5 25 New Construction
15 35.860 - - 1 X 2.5 3.5 25 New Construction
16 36.675 - - 1 X 2.0 3.5 25 New Construction
17 36.950 - - 1 X 3.0 3.5 25 New Construction
18 37.250 - - 1 X 2.5 2.0 25 New Construction
19 37.550 - - 1 X 2.0 2.0 25 New Construction
20 38.125 - - 1 X 2.0 2.0 25 New Construction
21 38.400 - - 1 X 2.0 2.0 25 New Construction
22 39.180 - - 1 X 2.0 2.0 25 New Construction
23 39.575 - - 1 X 2.0 2.0 25 New Construction
24 39.800 - - 1 X 2.0 3.5 25 New Construction
25 41.050 - - 1 X 2.5 3.5 25 New Construction
26 41.390 - - 1 X 4.0 3.5 25 New Construction
27 41.575 - - 1 X 2.5 3.5 25 New Construction
Table 5.5: List of Pipe Culverts Proposed for Improvement or New Construction
Existing Structure Proposed Structure
Chainage (km)
Details Details
Height From
Road Top to
Culverts (m)
Design
Diameter of
Sl. No.
Total width
of Culverts
Height (m)
Proposed
Level (m)
Opening
Ground
No And
Remarks
(m)
Chainage (km)
Details Details
Height From
Culverts (m)
Road Top to
Design
Diameter of
Sl. No.
Total width
of Culverts
Height (m)
Proposed
Level (m)
Opening
Ground
No And
Remarks
(m)
2 4.837 27.5 2.0 2 X 1.0 1.00 Reconstruction
3 6.303 22.5 2.7 2 X 1.0 1.00 Repair and Widening
4 6.473 30 2.4 1 X 1.0 1.00 Repair and Widening
5 6.620 17.5 2.3 1 X 1.0 1.00 Repair and Widening
6 6.822 22.5 2.0 2 X 1.0 1.00 Repair and Widening
7 6.930 25 2.0 1 X 1.0 1.00 Repair and Widening
8 7.070 13.75 2.0 1 X 1.0 1.00 Repair and Widening
9 7.310 18.75 2.0 2 X 1.0 1.00 Repair and Widening
10 7.574 17.5 2.0 1 X 1.0 1.00 Repair and Widening
11 7.717 17.5 2.4 2 X 1.0 1.00 Repair and Widening
12 8.074 17.5 2.1 2 X 1.0 1.00 Repair and Widening
13 8.188 17.5 2.0 1 X 1.0 1.00 Repair and Widening
14 8.278 17.5 2.5 2 X 1.0 1.00 Repair and Widening
15 8.362 17.75 2.0 2 X 1.2 1.20 Reconstruction
16 8.540 17.5 2.0 1 X 1.0 1.00 Repair and Widening
17 8.642 17.5 2.1 2 X 1.0 1.00 Repair and Widening
18 8.739 18.75 2.2 2 X 1.0 1.00 Repair and Widening
19 8.914 17.5 2.0 2 X 1.0 1.00 Repair and Widening
20 9.060 22.5 2.0 2 X 1.0 1.00 Repair and Widening
21 9.175 27.67 2.0 2 X 1.2 1.20 Reconstruction
22 9.263 25 3.3 2 X 1.0 1.00 Repair and Widening
23 9.405 27.5 5.0 2 X 1.0 1.00 Repair and Widening
24 9.580 35 7.7 2 X 1.0 1.00 Repair and Widening
25 9.698 48.75 10.3 2 X 1.2 1.20 Repair and Widening
26 9.982 48.75 3.4 2 X 1.0 1.00 Repair and Widening
27 10.146 50 10.4 1 X 1.0 1.00 Repair and Widening
28 10.551 34.935 5.9 2 X 1.2 1.20 Reconstruction
29 10.592 23.35 4.8 2 X 1.2 1.20 Reconstruction
30 10.621 22.8 4.4 2 X 1.2 1.20 Reconstruction
31 10.733 22.91 3.5 2 X 1.2 1.20 Reconstruction
32 11.042 12.96 2.5 2 X 1.2 1.20 Reconstruction
33 11.914 8 2.0 1 X 1.0 1.00 Repair and Widening
34 12.296 8 2.0 1 X 1.0 1.00 Repair and Widening
35 12.442 8 2.0 2 X 1.0 1.00 Repair and Widening
36 12.502 45 2.0 2 X 1.0 1.00 Repair and Widening
37 12.662 26.92 1.24 1 X 1.0 1.00 Repair and Widening
38 12.890 8 2.0 1 X 1.0 1.00 Repair and Widening
39 13.178 16.25 2.0 1 X 1.0 1.00 Repair and Widening
40 13.347 17.5 2.0 1 X 1.0 1.00 Repair and Widening
41 13.465 17.5 2.0 1 X 1.0 1.00 Repair and Widening
42 13.953 32.5 2.0 1 X 1.0 1.00 Repair and Widening
43 14.354 16.25 2.0 1 X 1.0 1.00 Repair and Widening
44 16.205 8 2.9 2 X 1.0 1.00 Repair and Widening
45 16.338 17.5 2.0 2 X 1.0 1.00 Repair and Widening
46 17.244 23.75 4.1 2 X 1.0 1.00 Repair and Widening
Chainage (km)
Details Details
Height From
Culverts (m)
Road Top to
Design
Diameter of
Sl. No.
Total width
of Culverts
Height (m)
Proposed
Level (m)
Opening
Ground
No And
Remarks
(m)
47 17.345 23.75 3.8 1 X 1.0 1.00 Repair and Widening
48 17.479 22.5 2.0 1 X 1.0 1.00 Repair and Widening
49 17.619 21.25 2.0 1 X 1.0 1.00 Repair and Widening
50 17.948 21.25 2.0 2 X 1.0 1.00 Repair and Widening
51 18.053 22.5 2.6 1 X 1.0 1.00 Repair and Widening
52 18.279 23.75 2.8 2 X 1.0 1.00 Repair and Widening
53 18.580 22.5 2.0 2 X 1.0 1.00 Repair and Widening
54 18.865 21.25 2.1 1 X 1.0 1.00 Repair and Widening
55 19.031 20 2.4 1 X 1.0 1.00 Repair and Widening
56 19.218 21.25 2.3 2 X 1.0 1.00 Repair and Widening
57 19.348 18.75 2.2 2 X 1.0 1.00 Repair and Widening
58 19.521 22.5 2.0 1 X 1.0 1.00 Repair and Widening
59 19.637 21.25 2.2 1 X 1.0 1.00 Repair and Widening
60 19.778 21.25 2.0 1 X 1.0 1.00 Repair and Widening
61 20.068 20 2.4 1 X 1.0 1.00 Repair and Widening
62 20.206 18.75 2.0 1 X 1.0 1.00 Repair and Widening
63 20.364 21.25 2.2 2 X 1.0 1.00 Repair and Widening
64 20.791 28.75 2.0 2 X 1.0 1.00 Repair and Widening
65 20.846 8 2.2 1 X 1.0 1.00 Repair and Widening
66 21.452 32.5 2.0 1 X 1.0 1.00 Repair and Widening
67 21.576 8 4.6 2 X 1.0 1.00 Repair and Widening
68 21.768 8 4.2 2 X 1.0 1.00 Repair and Widening
69 22.925 - - 2 X 1.2 1.20 New Construction
70 23.025 - - 2 X 1.2 1.20 New Construction
71 23.450 - - 2 X 1.2 1.20 New Construction
72 25.250 - - 2 X 1.2 1.20 New Construction
73 26.350 - - 2 X 1.2 1.20 New Construction
74 27.825 - - 2 X 1.2 1.20 New Construction
75 28.000 - - 2 X 1.2 1.20 New Construction
76 28.456 - - 2 X 1.2 1.20 New Construction
77 28.800 - - 2 X 1.2 1.20 New Construction
78 28.900 - - 2 X 1.2 1.20 New Construction
79 28.975 - - 2 X 1.2 1.20 New Construction
80 29.100 - - 2 X 1.2 1.20 New Construction
81 29.200 - - 2 X 1.2 1.20 New Construction
82 29.400 - - 2 X 1.2 1.20 New Construction
83 29.800 - - 2 X 1.2 1.20 New Construction
84 30.400 - - 2 X 1.2 1.20 New Construction
85 30.600 - - 2 X 1.2 1.20 New Construction
86 31.650 - - 2 X 1.2 1.20 New Construction
87 35.200 - - 2 X 1.2 1.20 New Construction
88 35.275 - - 2 X 1.2 1.20 New Construction
89 35.475 - - 2 X 1.2 1.20 New Construction
90 36.110 - - 2 X 1.2 1.20 New Construction
91 36.500 - - 2 X 1.2 1.20 New Construction
Chainage (km)
Details Details
Height From
Culverts (m)
Road Top to
Design
Diameter of
Sl. No.
Total width
of Culverts
Height (m)
Proposed
Level (m)
Opening
Ground
No And
Remarks
(m)
92 37.400 - - 2 X 1.2 1.20 New Construction
93 37.680 - - 2 X 1.2 1.20 New Construction
94 37.775 - - 2 X 1.2 1.20 New Construction
95 38.200 - - 2 X 1.2 1.20 New Construction
96 38.500 - - 2 X 1.2 1.20 New Construction
97 38.575 - - 2 X 1.2 1.20 New Construction
98 39.325 - - 2 X 1.2 1.20 New Construction
99 41.950 - - 2 X 1.2 1.20 New Construction
100 42.250 - - 2 X 1.2 1.20 New Construction
101 42.436 - - 2 X 1.2 1.20 New Construction
Based on lab tests, it was observed that soil along the entire package I is ‘interstratified’ &
comprises of silts, sands & clays in various proportions with randomly interspersed gravel.
Clay is present as an interstitial binder. Wherever localized stretches of clayey sand were
noticed, it is inferred that soil is non-swelling and is of intermediate plasticity. Based on CBR
test results, a soaked CBR value of 8% is suggested for design purposes.
7.2 Objectives
The objectives of the EIA include:
• The proposed alignment of the road is such that built-up areas are least affected.
Based upon this criteria and social screening analysis, hot spots have been
identified and represented as under:-
Table 7.2: ‘Hot Spots’ identified during Environmental / Social Screening Analysis
Sl. Design
Remarks
No Chainage ( km)
1 5.900 Akulum lake
2 6.950-7.000 Killiyar River
3 22.000 Pond
4 22.600 Kovalam junction, dense population and commercial
plantation.
5 26.000 to 28.000, Coconut plantation, scattered built-up area.
29.550 – 30.000,
30.000 – 35.000
6 35.000 – 40.000 Coconut Plantation and Rubber Estate, Neyyar River at
35.600 KM (Proposed)
7 40.000 – 42.958 Silver Oak plantation between km 40.000 – km 40.200,
coconut plantation, rubber estate.
The Environmental Management Plan (EMP) is prepared for avoidance, mitigation and
management of the negative impacts of the project. It also covers remedial measures
required to be taken for hot spots. EMP includes the list of all the project related
activities, their chainage wise impacts at different stages of project i.e., during pre-
construction phase / design phase, construction phase and operational phase on
environment and remedial measures to be undertaken to mitigate these impacts.
NH 47B from Nagercoil to Kavalkinaru where it joins NH 7 has been provided with a new
alignment except for an initial length of 600m. It starts near the junction of Nagercoil
Bypass (km 82/181 of NH 47) and existing NH 47B.
M/s. SECON Pvt. Ltd has been entrusted for preparation of Detailed Project Report for
both stretches as a combined project
The report is Project Specific and covers the Resettlement Action Plan for the affected
people along the proposed ROW.
The project is divided into two packages. Package I pertains to the road stretch falling in
Kerala State and Package II for Tamil Nadu area. This report is pertaining to Package I
i.e. from Thiruvananthapuram to Karode (Kerala/Tamilnadu Border).
8.2 Objectives
The resettlement plan has been prepared keeping the following broad objectives:-
The aim of the survey is to establish the impact of the proposed project, number of
project-affected persons, type of perceived impacts, people’s concern, ways of
mitigation, socioeconomic scenario of the area and the basic situation analysis. It also
helped in establishing the types of affected persons and types of loss.
Titled structure owners falling within the proposed corridor were captured in the survey.
Structures partly or wholly within the corridor were surveyed. Social strip mapping
involved capturing all structures and constructions partly or wholly within the ROW. This
helped in discussing alignments with people and design team.
Sample socio-economic survey was conducted in the area traversed by the project to
understand the conditions of the people. This helped in establishing the monitoring
parameters, which would be used to study the project impact on the socio-economic
conditions of the people.
According to the census data structure owners (506 nos.) form the second largest group
of the affected persons apart from agricultural landowners (3143 nos.). The
encroachers are the residential and commercial structure owners who have extended
their structures close to the edge of the road in the project area.
Apart from the families losing agricultural land and structures (residential, residential-
cum- commercial, commercial), 13 nos. of squatters & encroachers and 09 nos. of
tenants are going to be affected along the proposed alignment. The encroachers are
those who have extended their property line onto govt. land; and therefore have been
categorized as non-titleholders. It is only the portion of the property on the Govt. land,
which is getting affected.
Since the proposed road is new alignment along the existing Thiruvananthapuram
bypass, the existing ROW for length of 22.6km is 45m. Further the land has been
acquired for another 3.28 km upto Mukkola (km 25/880) for a width of 45m. Beyond
Mukkola fresh land acquisition will be required for the proposed alignment portion upto
km 43/000. However, it may be noted that the Kerala PWD is in the process of acquiring
land along their proposed extension of the Thiruvananthapuram Bypass upto
Neyyattinkara.
Private land acquisition is more compared to the government land acquisition. The
private land to be acquired is mostly agricultural land followed by Dry land. The details
of land acquisition within proposed ROW is presented in Table 8.4 below.
The owners of the landholdings to be acquired may have other source of income; but it
is likely that this acquisition would cause partial loss of income for these families. The
replacement cost/compensation will be paid as per the entitlement matrix by the
competent authority.
8.8 Community Infrastructure and Assets
Apart from the demolition of private residential and commercial buildings as described
above, some govt. buildings, bridges, culverts, service roads, bore wells and wells,
tombs and small temples, police station, bus stops, Clinics, cattle sheds etc. will also be
lost. These lost public structures will be replaced, prior to their actual demolition at new
sites. Further, NGO will continue the dialogue with Panchayat officials and will procure
No Objection Certificate. Details of community structures such as temples, shrines etc
and government Structure are shown in the Table 8.5 below
The NHAI will establish an R & R Cell under the Project Implementation Unit (PIU). The
project Director will head the R & R Cell (PIU), who will be supported by Resettlement
and Rehabilitation officer. The NHAI will engage experienced NGOs for implementation
of RP activities and to coordinate with other departments, which are stakeholders in the
project. The NGOs will also be involved to organize and conduct training programs,
awareness campaigns, verification of PAFs and their assets, help in settling the disputes
etc. The PIU-R & R Cell will be assisted by committees at district level in resolving
issues of disputes and in implementing the Resettlement Plan.
The Mixing Plant location has been fixed at km 21.00 and rates have been worked out
based on Plant location. The data for unit rates for the construction materials not
contemplated in the MoSRT&H revised data book or in the NH schedule of rates or
PWD schedule of rates, are worked out based on local enquiries / market rates or
through quotations.
9.3 Materials
9.3.2 Sand
Sand quarrying is banned in Thiruvananthapuram District of Kerala except at Papson
Quarry located at 16km north of Thiruvananthapuram city towards Ernakulam. Also
sand can be transported from the only quarry in Seevalapperi village of Tirunelveli
District with a lead of 160km.
9.3.3 Gravel
It is proposed to bring gravel from Vattappara quarry with an average lead of 34km.
acceptance quality and as directed by the Engineer. The remaining earth can be
obtained from borrow areas with a lead of 5km.
9.3.5 Cement
Market rates prevailing in Kerala have been adopted in the project road.
9.3.6 Steel
Market rates prevailing in Kerala has been adopted.
As the project road runs in coastal area from beginning to end and the structures are
subject to severe corrosion, it is proposed to provide anti corrosive coating to all the
steel used in RCC structures. Only High Corrosion Resistance Material Steel
reinforcement shall be used for all the structures.
9.3.7 Bitumen
Rates for various grades of Bitumen including emulsions have been obtained from
Kochi Refinaries Ltd, and IOCL chennai.
9.3.8 Labour
Rates for all skilled and unskilled labour are based on NH schedule of rates.
In high cut portions Soil Nailing is proposed and the rates upto 8m height, upto 12m
height and upto 16m height are analysed. The rates are analysed based on the services
provided by specialized and approved contractors.
1. Concentric widening of existing two lane road to four lane with central median,
paved and earthen shoulders service roads, drains etc.
2. One side widening of the existing two lane to four lane width with paved and
earthen shoulders with a provision of open drain in between main carriageway
and service roads.
3. Construction of new four lane divided carriageway with paved and earthen
shoulders on either side with service roads at identified locations.
Embankments have been provided with a relative compaction of not less than 95% of
Dry density. A minimum sub-grade of 500mm thick of good materials from borrow areas
with a relative compaction of not less than 98% of dry density has been provided over
the compacted embankment.
The GSB layer having LL and PI value of not more than 25 and 6 respectively have
been proposed over the entire formation width of sub-grade to facilitate drainage. A
base course of WMM is provided over the GSB.
It is proposed to provide Pavement Quality Concrete (PQC) for the entire Toll lay out
zone with M 40 grade supported by dry lean concrete of M15.
Pavement design for new alignment and service road has been done and the
compositions of various layers are provided in Table 9.2 and 9.3 below:
Design of overlay has been done for strengthening of the existing pavement wherever
the existing road is being utilized, Pavement Composition for overlay for the existing
Thiruvananthapuram bypass for length of 22.6km it is proposed to provide 85mm DBM
and 40mm BC as overlay for strengthening the existing pavement.
For improving these major and minor junctions, the cost estimate has been worked out
based on the typical design of junctions.
The total cost of Land Acquisition based on the market rate and compensation for
structures based on the RAP has been summarised in Table 9.4 below.
9.4.6 Contingencies
A provision of 3 % of the construction cost has been considered as unforseen
contingency items. The following items have been brought under the head of
contingency.
9.4.8 Landscaping
To make certain locations free from eyesore, provision for landscaping has been made
@ 1% of the construction cost.
The work on above packages is expected to commence by mid 2008 and programmed
for completion within 30 months in phases as given below:
1st Year = 30 %
2nd Year = 50 %
3rd Year = 20 %
The evaluation is carried out by adopting incremental cost analysis with discounting
cash flow technique. The financial cost is converted into economic cost by adopting
shadow pricing factor as recommended in IRC SP 30 Manual. The updated Road User
Cost Study of MoRT&H carried out by CRRI, 2001 has been followed in estimating the
economic benefits. Benefits considered are savings in Vehicle Operating Cost (VOC)
and savings in value of time arising out of the proposed road widening, strengthening
and improvement from 2 lanes to 4 lanes configuration. Annual maintenance and
periodic maintenance like overlay has been considered. The incremental cost and
benefits are estimated under “with” and “without” project situation to estimate the net
benefit that accrues to the project, which is discounted to estimate EIRR, NPV and B/C
ratio. In addition, sensitivity analysis on the base case has also been carried out for the
following cases to assess the project related risks.
In line with the practice in India, we have evaluated the viability with and without time
value to indicate the economic viability under both the conditions.
The Corridor passes through many hamlets and urban settlements enroute. The existing
configuration is mostly 2 lanes with earthen shoulder, although paved shoulders are
found here and there. As a consequence, there is congestion along the road and there
is speed and time delay. The condition of road surface is good.
With the increase in traffic, there is a need to upgrade, strengthen and widen the current
configuration from 2-lane to 4-lane. Heavy built-up areas along both sides of the
Corridor restrict widening at most locations. Therefore, the proposal encompasses new
alignment for most portion of the Corridor including bypasses for built-up areas. It may
be noted that a new cross-country alignment is proposed to the extent that is required in
order to avoid human settlements along the stretch, which is not cost effective for land
acquisition or where acquiring land is not feasible at all. The existing alignment is
utilized to the maximum, wherever feasible.
The current practice of annual and periodical maintenance at 5 yearly intervals has
been incorporated in the project evaluation with appropriate costs. A roughness of
500mm per km is assumed as the deterioration rate for the existing and new pavement
in the evaluation model.
The details of the project corridor are given in Table 10.1 below:
Table 10.2: Base Year Traffic Volume considered for Economic Evaluation
Peak Hour
Two- Auto/ Car Total
Year Bus HCV MAV LCV Total Traffic
Wheeler Tempo (NT) PCU
(PCU)
At km 13/000
5767 2582 3563 106 390 38 582 13029 797 10917
(on TVM Bypass)
At km 626/000
4262 554 2993 1428 1201 975 1384 12798 1273 19891
(existing NH 47)
Forecast growth rate for the above vehicle type are presented in Table 10.3 given below.
The estimated capital investment is spread over a period of two and half years from
2008 at a proportion of 30%, 50% and 20% during 2009, 2010 and 2011. It is expected
that the new highway will be opened up for traffic in 2011 and the benefit is expected to
accrue from 2011. Accordingly, the estimated economic cost is distributed over these
three years. The estimated cost has been inflated with inflation of 5% per annum and for
2.5years time period in order to arrive at the preset rate and same is used in the
analysis.
The average annual maintenance cost is Rs. 0.25Million/Km and Rs. 0.4Million/Km
without and with project situation. Similarly the periodic maintenance taken at 5 yearly
intervals is Rs. 2.5.0Million/Km and Rs.4.5Million/Km for without and with project
situation. The cost of Structural Overlay at the end of 15th year is estimated as
Rs.3.5Million/Km for without project situation and Rs. 6.0Million/Km for with project
situation.
It may be noted that the capital cost includes land acquisition cost and some element of
social and environmental costs, which are included in the project cost.
There are other indirect benefits such as social benefits in terms of savings in life
(prevention of accident due to improved geometry), citizens riding comfort due to
improved maintenance practice, and increase in value of property adjacent to the
project corridor.
All the above costs constitute variable cost portion of the VOC estimate. The time
related cost components of VOC includes:
Fixed cost
Depreciation
Wages
The above cost components are estimated for each vehicle type and for each section
corrected for congestion levels, as the cost component estimates are under free flowing
conditions. Therefore, congestion factors have been estimated for distance related and
time related separately. These factors are corrected for congestion level (Factor of 0.8)
and finally VOC per km of distance is estimated for each of the vehicle types and
packages. The distance and time related congestion factors are assumed not to exceed
2 or less than 1, as recommended by the IRC Guidelines.
The factors that affect the Vehicle Operating Cost (VOC) are speed, road roughness
and carriageway width. These factors are calibrated for “with” and “without” project
situation to estimate the VOC “with” and “without” project situation.
The speed flow equations as updated in 2001 by CRRI have been used to estimate the
speed with given forecast traffic on the Corridor by Sections, taking in to account the
condition of pavement, type of terrain and carriageway width. As the estimated speed
based on these equations is under free-flow conditions, we have calibrated the speed
for the observed speed using distance related congestion factors and time related
congestion factors, which are estimated using the relationships as given in the Updated
RUCS, 2001.
The road roughness of the existing pavement is from the actual survey carried out and
for the with project situation, it is assumed that on completion of construction, it will have
a roughness of about 2000 mm/km. As a standard practice the pavement deterioration
rate for “without situation” is always higher than “with project situation”, due to pavement
quality and varying maintenance practice. Accordingly, we have assumed the pavement
deterioration rate at 500mm/Km for the existing pavement and 500-mm/ km per year for
the new pavement.
Carriageway width is 7 m wide with earthen shoulders for the existing road and for the
proposed Corridor, it is 4 lane divided carriageway. The highway capacity assumed for
estimating volume capacity ratio is based on IRC recommended values. The peak hour
traffic capacity of 2 lane highways with earthen shoulder is 1500 PCU and for the 4-lane
divided carriageway with paved shoulder is 4000 PCU, as per IRC 64-1990.
Rise and fall is assumed at 10 m/km, on an average for all the Sections. Although it
could vary between sections.
Based on the above-calibrated results as input, the VOC has been estimated for each
type of motorized vehicles.
10.8 Conclusion
From the analysis it is found that the project implementation will benefit the road user in
terms of sensitivity from Case 1 to Case 3. But in case-4, the project is lack of returns.
However, considering the direct and indirect benefits it would be reasonable to
recommend for taking up the project for implementation.
In case the project is not found to be viable on BOT, an assessment is made of the
extent of grant from NHAI, which can make the project viable.
In all the above cases discounted cash flow analysis is used to calculate values of
financial Internal rate of return (FIRR) and Net present Value (NPV).
The viability of the project from point of view of all the Stakeholders is ascertained based
on comparing the values of FIRR, NPV, Payback and DSCR obtained from the analysis
with the pre defined hurdle rates. The analysis is carried out for the following scenarios.
The financial analysis has been carried out for the package but the revenue from toll
collection has been considered for the section based on the traffic variations with the
above-mentioned different scenarios. The details of the package are given in Table 11.1
below:
The total civil construction cost of each Package has been calculated based on 2008
prices. The Construction period is assumed to be 2.5 years starting from mid of 2008.
For purpose of analysis, the civil construction costs for the total package has been
spread over the construction period based on the percentage of progress proposed to
be achieved in each year namely 30%, 50%, and 20%.
The base costs have been escalated at the rate of 5% to obtain actual costs in the years
of expenditure in line with the current trend of WPI growth.
11.2.3 Contingencies
Based on the past experience as well as taking into account NHAI norms a reasonable
figure of 3% is assumed for Contingencies and supervision
As per the new toll policy the toll rates can also be fixed based on the type of project
and its cost. Presently the toll rates have been fixed based on the Clause 4 (f) of new
Toll Policy. The arrived toll rates for the package are given in Table 11.5 below.
The Toll rates for year 2007 have been escalated @ 5% per annum to year 2011 when
the carriageway will be open to traffic. The toll charges adopted for each category of
vehicle for the total road length rounded off to nearest rupee.
11.4 Traffic
In the investigation and survey stages, traffic volume counts have been conducted on
the project corridor during Nov-2004 at three locations and numbers of vehicles that can
be tolled are assessed for the package. Tollable traffic for the package in terms of AADT
with base year as 2004 is given in Table 11.7 below.
Table 11.7: Base Year Traffic for the Package-I : Tollable Traffic
Traffic on Traffic at km
Tollable
Vehicle Type Thiruvananthapuram 626/000 of NH 47
Traffic
Bypass (VC-2) (VC-3)
Car 3563 2993 3278
LCV 365 1081 723
Mini-Bus 224 313 269
Bus 110 1473 791
2-Axle 390 1201 795
3-Axle 13 160 86
MAV 25 7 16
An escalation of 5% per annum has been applied on toll charges to take care of inflation,
which is reflected in toll revenue projections.
A discount 50% has been considered in traffic volume and hence revenue to allow for
traffic leakage, local traffic, traffic using existing road and exempted traffic. Hence only
50% of the traffic will be exempted from paying toll because of existing road for
Package-I.
11.6 Tax
Section 80-A permits tax holiday for a period of 10 consecutive years in a block of 20
years. The corporate tax rate assumed for calculation is 33.66%. Minimum Alternate
Tax (MAT) of 11.22% has been assumed on book profits.
Debt in the form of long-term loans from financial institutions. Interest rates on these
loans would be determined by prime lending rates and creditworthiness and track
record of the Concessionaire/borrower
Equity in the form of Concessionaire’s own funds
Usually for such capital-intensive projects where the project outlay is large the
Concessionaire normally chooses a larger component of debt and smaller component of
equity typically in the ratio of 70:30 to optimize Concessionaire returns.
In case the calculated returns with the above debt to equity mix are below the required
rates, Concessionaire has the option to seek NHAI grant in the form of a subsidy. The
NHAI grant is spread over the Construction and operating period.
11.8 Expenses
Expenses are of two types depending upon the period in which they are incurred
namely Construction period expenses and Operation and Maintenance period expenses.
The total project cost includes construction cost and expenses during construction
period.
The Concessionaire has the right to collect toll by operating and maintaining toll plazas
or else by subcontracting the same to a third party. The analysis assumes that the
Concessionaire would operate and maintain toll plazas himself. Two toll plazas for the
package has been assumed. The toll plaza expenses are given in Table 11.8 below.
The estimate for the routine maintenance and periodic maintenance per km is given in
Table 11.9 below.
To calculate annuity payments, an equal annual revenue figure is arrived by fixing the
FIRR (post tax) on Equity equal to the minimum required for viability as stated above
under BOT. This is done since the payments are assured and the risks of operation are
borne by NHAI.
Right of Way (ROW) is kept as 45m generally in the entire stretch. The alignment runs
through cultivated land and uses the existing Thiruvananthapuram bypass for about
22.6 km length and rest of the alignment is new formation.
All the new structures proposed are of 6-lane carriageway width. Only for the portion
where the existing road is utilized the proposed structures are 3 lane carriageway on the
proposed widening side. The list of the various structures to be constructed/widened
and the numbers are given in Table 12.2 below.
For the proposed alignment, a flexible pavement has been proposed for entire section
based on the commercial vehicles on the road section.
From Plate 2 of IRC: 37-2001, for CBR of 8% the following pavement thickness has
been arrived and is presented in Table 12.3 below.
Design of overlay has been done for strengthening of the existing pavement wherever
the existing road is being utilized, Pavement Composition for overlay for the existing
Thiruvananthapuram bypass for length of 22.6km it is proposed to provide 85mm DBM
and 40mm BC as overlay for strengthening the existing pavement.
Service Road
For the service road it is assumed for traffic loading of 5msa and the pavement design
has been arrived from Plate 1 of IRC: 37-2001 for CBR of 8% is presented in Table 12.4
below.