project report tri vend rum _ kl-tn border nh-47

Design Consultancy for Upgradation of NH 47 Final Detailed Project Report From Thiruvananthapuram to Kanyakumari and Volume - I: Main Report NH 47B From Nagercoil to Kavalkinaru Package - I

SECON i NH 47 & 47B-66-PR-O001

LIST OF CONTENTS

1.0 EXECUTIVE SUMMARY .................................................................................................... 1

1.1 Project Background............................................................................................................. 1

1.2 Socio-Economic Profile ....................................................................................................... 2

1.3 Alignment and Engineering ................................................................................................ 3

1.4 Geometrics .......................................................................................................................... 3

1.5 Drainage .............................................................................................................................. 3

1.6 Cross Drainage Structures ................................................................................................. 3

1.7 Pavement Design ................................................................................................................ 4

1.8 At-Grade and Grade Separated Intersections .................................................................... 5

1.9 Project Facilities .................................................................................................................. 5

1.10 Cost Estimates .................................................................................................................... 5

1.11 Economic Analysis .............................................................................................................. 5

1.12 Financial Analysis for BOT Project ..................................................................................... 6

2.0 PROJECT BACKGROUND ............................................................................................... 6

2.1 Introduction ......................................................................................................................... 6

2.2 Slope protection by RE wall and Soil Nailing: .................................................................... 7

2.3 Demography........................................................................................................................ 8

2.3.1 Kerala State Profile ......................................................................................................... 8 2.3.2 Density Pattern ............................................................................................................... 8 2.3.3 Human Settlements ........................................................................................................ 9 2.3.4 Occupational Structure ................................................................................................... 9 2.3.5 Religious Composition .................................................................................................... 9 2.3.6 Linguistic and Socio – Cultural Characteristics .............................................................. 9 2.3.7 Some other Demographic Characteristics ..................................................................... 9

2.4 Agriculture ........................................................................................................................... 9

2.5 Land Use ........................................................................................................................... 10

2.5.1 Irrigation ........................................................................................................................ 10 2.5.2 Fertilizer Consumption .................................................................................................. 11 2.5.3 Livestock ....................................................................................................................... 11

2.6 Forests .............................................................................................................................. 11

2.7 Industries ........................................................................................................................... 11

2.8 Infrastructure – Transport ................................................................................................. 12

2.8.1 An Overview .................................................................................................................. 12 2.8.2 Roads ............................................................................................................................ 12 2.8.3 Air Transport ................................................................................................................. 13 2.8.4 Water Transport ............................................................................................................ 13 2.8.5 Rail Transport ............................................................................................................... 13 2.8.6 Tourism ......................................................................................................................... 13

2.9 Project Influence Area, District Thiruvananthapuram ...................................................... 14

2.9.1 Area & Climate .............................................................................................................. 14 2.9.2 Socio – Demographic Characteristics .......................................................................... 14 2.9.3 Livestock and Poultry .................................................................................................... 15 2.9.4 Transport Vehicles ........................................................................................................ 15 2.9.5 Social Aspects .............................................................................................................. 15

2.10 State Economy .................................................................................................................. 15

2.10.1 Growth of State Domestic Product ............................................................................... 15


SECON ii NH 47 & 47B-66-PR-O001

3.0 SUMMARY OF SURVEY AND INVESTIGATIONS ........................................................ 17

3.1 Topographical and Cadastral Surveys ............................................................................. 17

3.1.1 Topographical Survey ................................................................................................... 17 3.1.2 Methodology for Topographical Survey ........................................................................ 18

3.2 Cadastral Survey .............................................................................................................. 19

3.3 Investigation Data ............................................................................................................. 19

3.3.1 Inventory for Structures ................................................................................................ 19 3.3.2 Benkelman Beam Deflection Survey ............................................................................ 19 3.3.3 Bump Integrator Test .................................................................................................... 19 3.3.4 Existing Soil Strata upto 2m below Ground Level ........................................................ 19 3.3.5 Borelog details .............................................................................................................. 19

4.0 TRAFFIC STUDY AND ANALYSIS ................................................................................. 20

4.1 Traffic Surveys .................................................................................................................. 20

4.1.1 General ......................................................................................................................... 20 4.1.2 Motorised Traffic ........................................................................................................... 20 4.1.3 Non-Motorised Traffic ................................................................................................... 21

4.2 Traffic surveys on NH-47 .................................................................................................. 21

4.2.1 Classified Traffic Volume Counts ................................................................................. 21 4.2.2 Classified Turning Movement Surveys ......................................................................... 21 4.2.3 O-D Survey and Commodity Movement Survey .......................................................... 21 4.2.4 Axle Load Surveys ........................................................................................................ 22 4.2.5 Pedestrian / Cattle Surveys .......................................................................................... 22 4.2.6 Speed and Delay (Travel Time) Surveys ..................................................................... 22 4.2.7 Willingness to Pay Surveys .......................................................................................... 22

4.3 Traffic Analysis .................................................................................................................. 22

4.3.1 Historical Traffic Data ................................................................................................... 22 4.3.2 Seasonal Variation ........................................................................................................ 23 4.3.3 Present Traffic Conditions ............................................................................................ 23 4.3.4 Traffic Flow along the Project Road ............................................................................. 23 4.3.5 Travel Pattern ............................................................................................................... 25 4.3.6 Axle Load Spectrum ..................................................................................................... 26 4.3.7 Turning Movement Survey............................................................................................ 26 4.3.8 Travel Time Analysis .................................................................................................... 26 4.3.9 Willingness to Pay (WTP) Toll ...................................................................................... 27 4.3.10 Accident Studies for NH-47 Section ............................................................................. 27

4.4 Traffic Projections for NH-47 ............................................................................................ 27

4.4.1 Economic Profile - Project Influence Area .................................................................... 27 4.4.2 Kerala ............................................................................................................................ 27 4.4.3 Tamil Nadu .................................................................................................................... 29

4.5 Economic Forecasts ......................................................................................................... 29

4.5.1 Elasticity of Traffic Demand .......................................................................................... 30 4.5.2 Economic Growth Rate ................................................................................................. 30 4.5.3 Traffic Growth Rates ..................................................................................................... 30 4.5.4 Traffic Forecast ............................................................................................................. 31 4.5.5 Traffic Forecast for Intersection .................................................................................... 32

5.0 ALIGNMENT AND ENGINEERING ................................................................................. 32

5.1 Project Description ............................................................................................................ 32

5.1.1 General ......................................................................................................................... 32 5.1.2 Location and Terrain Conditions................................................................................... 32

5.2 Proposed Alignment ......................................................................................................... 33


SECON iii NH 47 & 47B-66-PR-O001

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


SECON iv NH 47 & 47B-66-PR-O001

9.3 Materials ............................................................................................................................ 50

9.3.1 Stone Metals ................................................................................................................. 50 9.3.2 Sand .............................................................................................................................. 50 9.3.3 Gravel ............................................................................................................................ 50 9.3.4 Earth Works .................................................................................................................. 50 9.3.5 Cement .......................................................................................................................... 51 9.3.6 Steel .............................................................................................................................. 51 9.3.7 Bitumen ......................................................................................................................... 51 9.3.8 Labour ........................................................................................................................... 51 9.3.9 User charges for machineries ....................................................................................... 51 9.3.10 Rates for RE Wall and Soil Nailing ............................................................................... 51 9.3.11 Unit Rate Analysis ......................................................................................................... 51

9.4 Unit Cost ........................................................................................................................... 51

9.4.1 Estimation of quantities for Road work ......................................................................... 51 9.4.2 Estimation of Quantities for Structures ......................................................................... 52 9.4.3 Junction Improvements ................................................................................................. 52 9.4.4 Miscellaneous Provisions ............................................................................................. 53 9.4.5 Land Acquisition and Compensation for Structures ..................................................... 53 9.4.6 Contingencies ............................................................................................................... 53 9.4.7 Construction Supervision .............................................................................................. 54 9.4.8 Landscaping .................................................................................................................. 54

9.5 Project Cost for Package I ................................................................................................ 54

10.0 ECONOMIC ANALYSIS ................................................................................................... 54

10.1 Introduction ....................................................................................................................... 54

10.2 Evaluation Framework ...................................................................................................... 54

10.3 The Project ........................................................................................................................ 55

10.4 Traffic Growth Scenarios .................................................................................................. 56

10.5 Economic Cost .................................................................................................................. 56

10.6 Economic Benefits ............................................................................................................ 57

10.6.1 Estimation of Vehicle Operating Cost ........................................................................... 57 10.6.2 Savings in Value of Time .............................................................................................. 58

10.7 Results of Economic Evaluation ....................................................................................... 58

10.8 Conclusion ........................................................................................................................ 58

11.0 BOT Analysis ................................................................................................................... 59

11.1 Preface .............................................................................................................................. 59

11.2 Project Cost ....................................................................................................................... 59

11.2.1 Civil Construction Cost ................................................................................................. 59 11.2.2 Interest during Construction (IDC) ................................................................................ 60 11.2.3 Contingencies ............................................................................................................... 60 11.2.4 Independent Consultant and Preoperative expenses .................................................. 60

11.3 Toll Rates .......................................................................................................................... 60

11.3.1 New Toll Policy ............................................................................................................. 60

11.4 Traffic ................................................................................................................................ 61

11.4.1 Traffic Growth rates ...................................................................................................... 61

11.5 Toll Revenue ..................................................................................................................... 61

11.6 Tax .................................................................................................................................... 62

11.7 Sources of Finance ........................................................................................................... 62

11.8 Expenses .......................................................................................................................... 62


SECON v NH 47 & 47B-66-PR-O001

11.8.1 Expenses during Construction Period .......................................................................... 62 11.8.2 Expenses during Operation and Maintenance Period ................................................. 62

11.9 Viability Criteria ................................................................................................................. 63

11.9.1 BOT with and without NHAI grant................................................................................. 63 11.9.2 BOT Annuity .................................................................................................................. 64

11.10 Results of Financial Analysis ............................................................................................ 64

12.0 CONCLUSIONS AND RECOMMENDATIONS ............................................................... 64

12.1 General ............................................................................................................................. 64

12.2 Existing Road Conditions .................................................................................................. 64

12.3 Proposed Alignment ......................................................................................................... 64

12.4 Typical Cross Sections ..................................................................................................... 65

12.5 Proposed Structures ......................................................................................................... 65

12.6 Pavement Design .............................................................................................................. 65

12.7 Cost Estimate .................................................................................................................... 66

12.8 Economic Analysis ............................................................................................................ 66


SECON vi NH 47 & 47B-66-PR-O001

LIST OF TABLES Table 1.1: Details of the Construction Packages ........................................................................... 1 Table 1.2: List of cross drainage structures ................................................................................... 4 Table 1.3(a): Pavement Layer Thickness for Main Carriageway ................................................... 4 Table 1.3(b): Overlay Pavement Layer Thickness for Main Carriageway (Existing Road) ........... 4 Table 1.4: Pavement Layer Thickness for Service Road ............................................................... 4 Table 1.5: List of At-Grade and Grade Separated Intersections ................................................... 5 Table 1.6: Summary of Economic Viability Analysis ...................................................................... 5 Table 1.7: Summary of Financial Analysis ..................................................................................... 6 Table 2.1: Widths of Cross Sectional Elements ............................................................................. 7 Table 2.2: Availability of space based on the CS Type ................................................................. 7 Table 2.3: Growth of Population, Kerala and India: 1971-2001 (in Millions) ................................. 8 Table 2.4: Growth Rate of Urban Population in Kerala, 1981-1991 .............................................. 8 Table 2.5: Livestock and Poultry Population ................................................................................ 11 Table 2.6: Growth of working factories and employment ............................................................. 11 Table 2.7: National Highways in the State ................................................................................... 12 Table 2.8: Growth of Registered Motor Vehicles in the State of Kerala ...................................... 13 Table 2.9: Demographic Details of Thiruvananthapuram District (2001 Census) ....................... 14 Table 2.10: Livestock and Poultry population (1996 Census) ..................................................... 15 Table 2.11: Motor Vehicles on Road in Thiruvananthapuram (1999-2000) ................................ 15 Table 2.12: State Income (NSDP) of Kerala by Industrial Origin (At constant Prices) ................ 15 Table 2.13: State Income (NSDP) of Kerala by Industrial Origin (At Current Prices) ................. 16 Table 4.1: Traffic Volume Count Location .................................................................................... 21 Table 4.2: Turning Movement Traffic Volume Count Locations .................................................. 21 Table 4.3: Origin-Destination Survey Locations ........................................................................... 21 Table 4.4: Willingness to Pay Survey Locations .......................................................................... 22 Table 4.5: Vehicle registration data for Thiruvananthapuram District ......................................... 22 Table 4.6: PCU Values Adopted ................................................................................................... 23 Table 4.7: Present Traffic Count Result ....................................................................................... 24 Table 4.8: Average Compositions of Vehicles at each Location ................................................. 25 Table 4.9: Directional Split ............................................................................................................ 25 Table 4.10: VDF for Different Category of Vehicles ..................................................................... 26 Table 4.11: Present Peak Hour Traffic Flow ................................................................................ 26 Table 4.12: Accident Data for ThiruvananthapuramDistrict for NH-47 Section ........................... 27 Table 4.13: Growth of Population, Kerala and India: 1971-2001 (in Millions) ............................. 27 Table 4.14: Growth Rate of Urban Population in Kerala, 1981-1991 .......................................... 28 Table 4.15: Growths in NSDP and Per Capita Income in Kerala State ....................................... 28 Table 4.16: Growths in NSDP and Per Capita Income in Tamil Nadu State ............................... 29 Table 4.17: Elasticity values ......................................................................................................... 30 Table 4.18 (a): Estimated traffic growth rates for Low Scenario .................................................. 30 Table 4.18 (b): Estimated traffic growth rates for Medium Scenario ........................................... 31 Table 4.18 (c): Estimated traffic growth rates for High Scenario ................................................. 31 Table 4.19: Future Projected Volume for existing Road Based on Medium Growth rates ......... 31 Table 4.20: Projected Volume for existing Road Based on 5% growth ....................................... 31 Table 4.21: Projected Traffic at Intersections by Medium Growth Rates .................................... 32 Table 5.1: Proposed Road Widening Schedule .......................................................................... 34 Table 5.2: List of Major Bridges .................................................................................................... 37 Table 5.3: List of Minor Bridges .................................................................................................... 37 Table 5.4: List of Box Culverts Proposed for Improvement or New Construction ....................... 37 Table 5.5: List of Pipe Culverts Proposed for Improvement or New Construction ...................... 38 Table 5.6: Details of Underpasses/Overpasses ........................................................................... 41 Table 5.7: Details of Proposed ROB ............................................................................................ 42 Table 7.1: Negative Impacts and their Mitigation Measures ........................................................ 43 Table 7.2: ‘Hot Spots’ identified during Environmental / Social Screening Analysis ................... 44 Table 8.1: PAFs & PAPs in Terms of Project Impact .................................................................. 47


SECON vii NH 47 & 47B-66-PR-O001

Table 8.2: Category of PAFs in Terms of Project Impacts ........................................................... 47 Table 8.3: Details of Structures .................................................................................................... 47 Table 8.4: Land Acquisition within Project ROW ......................................................................... 48 Table 8.5: Details of Community Structures, Assets and Religious structures ........................... 48 Table 8.6: Total Costs of Rehabilitation and Resettlement .......................................................... 49 Table 9.1: Details of Packages ..................................................................................................... 50 Table 9.2: Pavement Layer Thickness for Main Carriageway ..................................................... 52 Table 9.3: Pavement Layer Thickness for Service Road ............................................................. 52 Table 9.4: Cost for Land Acquisition and Structure ..................................................................... 53 Table 10.1: Details of Package-I .................................................................................................. 55 Table 10.2: Base Year Traffic Volume considered for Economic Evaluation .............................. 56 Table 10.3: Traffic Growth Rates.................................................................................................. 56 Table 10.4: Results of Economic Viability Analysis for Package-I ............................................... 58 Table 11.1: Package Details ......................................................................................................... 59 Table 11.2: Construction Cost for Package-I ............................................................................... 59 Table 11.5: Toll Rates ................................................................................................................... 60 Table 11.6: Projected Toll Rates .................................................................................................. 61 Table 11.7: Base Year Traffic for the Package-I : Tollable Traffic ............................................... 61 Table 11.8: Toll Plaza Expenses .................................................................................................. 63 Table 11.9: Maintenance Cost in Rs Million per Km .................................................................... 63 Table 11.10: Details of Viability Criteria ....................................................................................... 63 Table 11.11: Summary of Financial Analysis ............................................................................... 64 Table 12.1: Widths of Cross Sectional Elements ......................................................................... 65 Table 12.2: List of Structures Proposed for Package I ................................................................ 65 Table 12.3: Pavement Layer Thickness for Main Carriageway ................................................... 66 Table 12.4: Pavement Layer Thickness for Service Road ........................................................... 66


SECON 1 NH 47 & 47B-66-PR-O001

1.0 EXECUTIVE SUMMARY

1.1 Project Background

The existing NH 47 from Thiruvananthapuram to Kanyakumari is 2-Lane carriageway and presently the traffic on this road is much more than the capacity. Most of the road length has continuous built-up area very close to the road. The existing NH 47B from Nagercoil to Kavalkinaru is also 2-Lane carriageway. Geometrics of both the road sections are not up to the standards as per IRC for National Highways. In order to decongest the existing NH 47 within Thiruvananthapuram city, bypass for a length of 22.6km has already been constructed. Beyond the city limits, widening of the existing NH was investigated in detail, but ruled out due to large scale demolition involved. Hence, it was decided to adopt a new alignment for about 95% of road length except existing Thiruvananthapuram Bypass. The project road starts at Kazhakkottam, about 10 km North of Thiruvananthapuram city, on existing NH 47 (km 552/00) which is reckoned as km 00/000 for the project. The road further continues on the existing Thiruvananthapuram Bypass up to km 22/600 and traverses through cross country crossing Kerala/Tamilnadu Border at Karode village at design Chainage of km 43/000. It is aligned cross country in Tamilnadu state and rejoins the existing NH 47 at km 626/187 (existing chainage) and again deviates at 627/000 (existing chainage) bypassing Chungankadai, Nagercoil and Suchindram rejoining the existing NH 47 at km 642/800. From km 642/800 it follows the existing road up to km 646/238 and deviates on RHS for bypassing Kottaram built-up area and joins NH 7 at Kanyakumari Bypass (km 231/653 of NH7). 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.

Table 1.1: Details of the Construction Packages

Sl. No

Package Chainage Length

(km) Remarks

1.

Package I km 0/000 to Km 43/000 of NH 47 (Kazhakkoottam to Kerala/Tamilnadu Border)

43.00

Includes existing Thiruvananthapuram Bypass (length 22.60 km) from Kazhakkoottam to Kovalam

2.

Package II (km 43/000 to km 96/714 of NH 47, from Kerala/Tamilnadu Border to Kanyakumari )and km 0/000 to km 16/376 of NH 47B from Nagercoil to Kavalkinaru)

70.36 Includes existing NH 47 4.013km and NH 47B 0.60km

Total Length 113.36

Present Report is pertaining to the Package I i.e. from Kazhakkoottam (North of Thiruvananthapuram) to Karode (Kerala/Tamilnadu Border) of NH 47.


SECON 2 NH 47 & 47B-66-PR-O001

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.

The Study has been planned under the following stages:

Stage 1: Preparation of Inception Report

Stage 2: Preparation of Feasibility Study Report

Stage 3: Preparation of Preliminary Project Report

Stage 4: Preparation of Detailed Project Report

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.)

1.2 Socio-Economic Profile

The entire section of the project road passes through Thiruvananthapuram District in Kerala. The present project of 4/6 laning of existing 2 lane NH 47 from Thiruvananthapuram to Kanyakumari is intended to improve the social and economic welfare of the people. Thiruvananthapuram, the state capital is situated in the Southern part of Kerala. The District is bound by Kollam in the North, Tirunelveli in the East, Kanyakumari in the South and the Arabian Sea in the West. The District stretches along the shores of Arabian Sea for a distance of 78km having an area of 2192sqkm. It has got a population of 3,234,707. The area gets comparatively good rainfall and soil is gravelly. The main occupation of the people is agriculture. Rubber, Coconut, Cashew and Paddy are produced. The world famous Kovalam beach is in Thiruvananthapuram located close to the alignment. 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).


SECON 3 NH 47 & 47B-66-PR-O001

1.3 Alignment and Engineering

Under the present proposal for four/six laning, the existing Thiruvananthapuram bypass has been utilized from km 0/000 to km 22/600, which will be widened from two lane to four lane width. Thereafter the proposed bypass alignment will be followed upto Ayira village near Kerala / Tamilnadu border and further a cross-country alignment bypassing the built up areas of existing highway is adopted. The new alignment utilizes the existing road partially and connects NH 47 with NH7 at two points viz. Kanyakumari and Kavalkinaru with bifurcation near Nagercoil. Thiruvananthapuram to Kerala-Tamil Nadu border stretch of NH 47 under Package I, 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 to 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. 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.

1.6 Cross Drainage Structures

Condition of the structures, where they are being utilized for widening, and requirement of new cross drainage structures have been carefully studied. Suitable proposals have been made according to the site conditions. The details of proposed cross drainage structures are given in Table 1.2 below.


SECON 4 NH 47 & 47B-66-PR-O001

Table 1.2: List of cross drainage structures

Sl. No.

Type of Structures

Existing Structures to be Widened or Reconstructed

New Structures proposed

1 Major Bridges 2 2 2 Minor Bridges 3 12 3 Box Culverts 2 25 4 Pipe Culverts 68 33

1.7 Pavement Design

Main Carriageway For the proposed alignment, a flexible pavement has been proposed for entire section based on the commercial vehicles on the road section. Average Commercial Vehicles per day = 1478CVPD Expected Traffic on New Alignment = 65% of CVPD Design Period = 15 years. Sub-Grade CBR = 8%. Vehicle Damage Factor = 4.5 Lane Distribution Factor = 0.75 Traffic Movement in each direction = 50% Traffic Growth per annum = 7% Design Traffic loading for 15 years = 19 msa 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.

Table 1.3(a): Pavement Layer Thickness for Main Carriageway

Type of Layer Layer Thickness (mm)

Bituminous Concrete (BC) 40

Dense Bituminous Macadam (DBM) 85

Wet-Mix Macadam (WMM) 250

Granular Sub-Base (GSB) 200

Total 575

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)




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. Table 1.4: Pavement Layer Thickness for Service Road


Semi-Dense Bituminous Concrete (SDBC) 25



SECON 5 NH 47 & 47B-66-PR-O001




Total 475

1.8 At-Grade and Grade Separated Intersections

The details of at grade and grade separated intersections for the entire stretch has been summarised in Table 1.5 below. Table 1.5: List of At-Grade and Grade Separated Intersections Description No. Major Junctions 07 Minor Junctions 08 Vehicular Underpasses 05 Vehicular Overpasses 05

ROBs 01 1.9 Project Facilities

For the convenience of the passengers bus bays with bus shelters have been provided at 2 locations including both directions on main carriageway and 31 locations including both directions on service roads. One Toll Plaza has been proposed on the project road. Tentatively location of Toll Plaza has been proposed at km 38.200.

1.10 Cost Estimates

Detailed cost estimate have been worked out based on Rate Analysis /PWD Schedule of Rates / Local Market rates and latest data approved by MoSRT&H. Total Civil Construction Cost is 582.21 crore.

1.11 Economic Analysis

Economic evaluation is carried out to assess whether the proposed investment on highway improvement is economically feasible. In other words, the objective of the appraisal is to evaluate if the investment proposed enhances or leads to maximization of social welfare of the community in the hinterland. The yardstick to measure such economic viability is usually in terms of Economic Internal Rate of Return (EIRR). As per the TOR, we have estimated Net Present Value (NPV) as well as Benefit - Cost Ratio (B/C Ratio) indicators, in order to evaluate the viability in a comprehensive manner.

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.

Table 1.6: Summary of Economic Viability Analysis

Sensitivity Improvement

Cost

EIRR (Only VOC)

EIRR (VOC+ VOT)

NPV (Only VOC in Mill Rs)

NPV (VOC+ VOT in Mill

Rs)

B/C Ratio

Case-1 6408.54 6.16% 13.15% (3004.00) 845.34 1.13

Case-2 7369.82 5.20% 11.98% (3864.12) (14.78) 1.00

Case-3 6408.54 5.05% 11.80% (8510.60) (141.58) 0.98


SECON 6 NH 47 & 47B-66-PR-O001

Case-4 7369.82 4.13% 10.69% (4273.64) (1001.70) 0.86

Analysis for the project road shows that the project is economically viable.

1.12 Financial Analysis for BOT Project

The purpose of this analysis is to assess the financial viability of the project on BOT basis. BOT assumes that the entire revenue comes from tolls collected from the traffic as per NHAI toll rates and the investment is funded through a 70:30 mix of debt and equity .The viability is assessed from point of view of Equity Investor (Concessionaire), Lender and the project as a whole for periods of 30 years The other parameters considered for the analysis has been detailed in Chapter 11.

Table 1.7: Summary of Financial Analysis

Parameters For 40% NHAI GRANT

PROJECT FIRR (Post Tax) 9.35% EQUITY FIRR (Post Tax) 9.54%

NPV Rs. (-) 133.62 Crores

2.0 PROJECT BACKGROUND

2.1 Introduction

National Highways Authority of India (NHAI) has taken up the development of National Highways under the Golden Quadrilateral (GQ) and North-South/East-West (NSEW) Corridor projects under National Highway Development Project (NHDP) Scheme Phase I and II. Also NHAI has been entrusted with development of 10000 km of selected stretches of National Highways under NHDP Phase-III. Since the State Capital of Kerala is not connected either by the GQ or NSEW corridors, the present project of

connecting Thiruvananthapuram with NH 7 is included in the NHDP Phase-III Programme. The original scope of the consultancy is to prepare feasibility study to establish the technical, economical and financial viability of the project and prepare detailed project report for the re-habilitation and upgrading or providing alternate alignment for the existing 2-lane National Highway NH 47 to 4 lane divided carriageway. Further, preparation of the Detailed Project Report (DPR) for developing NH 47B from Nagercoil to Kavalkinaru to 4-lane divided carriageway configuration was taken up as an addition to the original scope of the project under instructions from NHAI.

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.


SECON 7 NH 47 & 47B-66-PR-O001

The details of the proposed Typical Cross Section Elements are furnished in Table 2.1 below

Table 2.1: Widths of Cross Sectional Elements Elements Width (m) Remarks

Main Carriage way 2 X 7.000 14.000 - Paved shoulder 2 X 1.500 3.000 -

Gravel Shoulder 2 X 1.500 3.000 -

Space for Slope/Future reserve

Drain 2 X 1.000 2.000 -

Service Roads 2 X 5.500 11.000 -

Utility corridor 2 X 2.000 4.000 -

Median 1 X 4.500 4.500 -

Shy off distance 2 x 0.250 0.500 -

Total 45.00 -

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.

2.2 Slope protection by RE wall and Soil Nailing:

The proposed ROW is 45m at all locations. The undulating terrain and codal requirements for 100 kmph design speed has necessitated the provision of high fills and cuts. At such locations, the slope has been reduced to 1:1.5 to accommodate the cross section. 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. Table 2.2: Availability of space based on the CS Type

Sl No. CS TYPE

Available Space in ‘m'

1 Type - B - 1: Typical cross section for eccentric widening for 4-lane

Fill portion – 3.5 Cut portion – 2.5

2 Type - B - 2: Typical cross section for eccentric widening for 4-lane High cut and fill

Fill portion – 3.5 Cut portion – 2.5

3 Type - B - 3: Typical cross section for concentric widening for 4-lane 3.5

4 Type - B - 4: Typical cross section for 4-lane new road with service road 3.5

5 Type - B - 5: Typical cross section for 4-lane new road without service road 9

6 Type - B - 6: Typical cross section for 4-lane new road with service road (high fill) 3.5

7 Type - B - 7: Typical cross section for 4-lane new road without service road (high fill) 9

8 Type - B - 8: Typical cross section for 4-lane new road with service road (high cut) 2.5

9 Type - B - 9: Typical cross section for 4-lane new road without service road (high cut) 9


SECON 8 NH 47 & 47B-66-PR-O001

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

2.3.1 Kerala State Profile

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 2.3). 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 2.3: Growth of Population, Kerala and India: 1971-2001 (in Millions)

Year Kerala India

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. Table 2.4: Growth Rate of Urban Population in Kerala, 1981-1991

Item 1981 1991

Total Population 25453680 29032828

Urban Population 4771275 7676371

% Urban Population 18.74 26.44

Share of Urban population to Total (%) 2.99 3.54

Decennial Growth Rate of Urban Population (%) 37.64 60.89 Source: Census of India, 1991

2.3.2 Density Pattern

The region has an average density of about 1476 persons per km². The influence of physical factors like topography, soil fertility, rainfall etc., on the distribution pattern of population is significant. Additional advantages are, however, provided by transport and communication lines and proximity of urban center and newly emerging centers in the vicinity of tehsil and block headquarters and along the trunk routes.


SECON 9 NH 47 & 47B-66-PR-O001

2.3.3 Human Settlements

The important human settlement falling in the ROW are Kazhakkoottam, Attipra, Chakka, Vazhamuttam, Vellar, Kovalam, Azhakkulam, Mukkola, Punnakulam, Puthenkada, Thirupuram, Piravankonam, Mundaplavila and Ayira.

2.3.4 Occupational Structure

The working population is dominated by male, but there is a very high percentage of female working group in comparison to other states of India. Though no appreciable changes at Tehsil level are observed in the percentage of male workers to total males, the percentages of female workers record wide fluctuations in different parts of the region.

2.3.5 Religious Composition

The religious composition shows the predominance of Hindus. Christians constitute the second largest religious community.

2.3.6 Linguistic and Socio – Cultural Characteristics

The mother tongue of the population in the study region is Malayalam. Rural society, which is distinct from its urban counterpart, generally consists of simple, orthodox and God-fearing people in whom is seen the greatest spirit of cooperation and communal harmony. It is less amenable to new changes and innovations, a characteristic responsible for the preservation of ancient local culture.

2.3.7 Some other Demographic Characteristics

Among other demographic characteristics age and sex structure, marital status, and literacy rate and migration pattern were considered and analysed as follows.

2.3.7.1 Age and Sex Structure

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.


SECON 10 NH 47 & 47B-66-PR-O001

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.

Groundnut: Groundnut is raised during March – April and October – November as rainfeed crop in small extent. Vegetables are cultivated during January – February and July – August.

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.

2.5 Land Use

Land use has a strong impact on environment of any region. The clearing of plantation for settlements, agriculture, transport and communication networks and consequent disappearance of wild animals have adversely affected the ecological balance. Land use analysis of a region plays vital role in decision-making process of any proposed activity / project; specifically in road/highway projects the impact may be very significant. Thus, the land use study has been done in order to evaluate the regional land for the present project of road construction and widening. 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. Thiruvananthapuram-Neyyar Project, commissioned in 1959, irrigates an area of 11,665 hectare. Neyyar River is the source of water for the reservoir. The length of dam is 294.13 meters and the height is 50.6 meters. The catchments draining into the reservoir,


SECON 11 NH 47 & 47B-66-PR-O001

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.

2.5.2 Fertilizer Consumption

Total consumption of fertilizer in the state in 1999-2000 was 211632 tonnes. The break up was 87061 tonnes, Nitrogen 43975 tonnes, Phosphate and 80326 tonnes Potash.

2.5.3 Livestock

Livestock and poultry population as per census figures of 1996 is given in Table 2.5 below. Table 2.5: Livestock and Poultry Population

Sl. No.

Type Livestock/ Poultry

Population of Livestock/Poultry

1 Cattle 3396335 2 Buffaloes 165125 3 Sheep 6058

4 Goats 1860501 5 Pigs 142784

6 Other livestock 6114 Total Livestock 5576917 Total Poultry 26946091

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.

Table 2.6: Growth of working factories and employment

Year Number of Working Factories Employment

Private Public Total Private Public Total

1988 11733 295 12028 214723 65965 280688 1989 11841 265 12106 281066 94739 345805 1990 12035 413 12448 239562 115988 355550

1991 12800 455 13255 243211 125527 368738 1992 14113 495 14605 248198 127538 375736

1993 14646 486 15132 277266 111492 388758 1994 14824 481 15305 281669 108291 390260 1995 14840 491 15331 263878 111270 375148 1996 15906 528 16434 293923 111144 405067 1997 16803 533 17336 317592 111248 428840

1998 17177 542 17719 334143 109698 443841 1999 17788 552 18340 340809 110086 450895


SECON 12 NH 47 & 47B-66-PR-O001

2.8 Infrastructure – Transport

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.

Table 2.7: National Highways in the State

Sl. No.

Name Length (km)

1. NH 47 – Valayar – Kaliyikkavila 416.80 2. NH 17 – Thalappadi – Edappally 420.80 3. NH 49 – Bodimettu – Kundannoor (Kochi – Madurai) 167.60 4. NH 47A – Kundanoor – Willington Island 5.90 5. NH 208 – Kollam – Aryankavu 81.00

6. NH 212 – Kozhikode – Muthanga 117.00 7. NH 213 – Palakkad – Kozhikode 114.00 8. NH 220 – Kollam – Theni 210.00 Total Length 1560.10

2.8.2.1 Transport Vehicles


SECON 13 NH 47 & 47B-66-PR-O001

Vehicle Population in the state is given in Table 2.8. Table 2.8: Growth of Registered Motor Vehicles in the State of Kerala

Year 2

Wheelers 3

Wheelers Cars / Jeeps

Buses Goods

Vehicles Tractors Others Total

1991 288498 67317 189432 21454 66190 4305 10426 647622 1992 330316 75244 193533 22833 71089 4573 10584 708172

1993 369537 83725 205564 25245 77336 4315 15573 781295 1994 428641 92296 226806 30370 88455 4691 16413 887672 1995 496873 103465 247605 34862 100252 5045 17820 1005922

1996 591923 127913 273922 38177 111762 5296 21248 1170241 1997 694242 148902 257048 43030 131311 5785 77507 1357825

1998 798982 164834 330603 55482 139145 5567 13425 1508038 1999 904961 197595 370964 48884 151082 5801 29651 1708938 2000 1020797 227895 396874 58888 163443 7782 34558 1910237

2.8.3 Air Transport

Though Kerala is a small state in terms of area, there are three International Airports at Thiruvananthapuram, Kochi and Calicut. The newly built airport at Kochi (Nedumbassery) is known as CIAL (Cochin International Airport Limited) and is the first airport in the country built and run by a Corporate body.

2.8.4 Water Transport

The state has major harbor facility at Cochin. There is a ship building yard which caters for building of ships as well as maintenance and repair of ships. Also major facilities of Southern Naval Command of Indian Navy are located at this harbor. There are number of fishing harbors all along the west coast which includes Purakkad (Alleppey), Neendakara (Quilon), Vizhinjam (Thiruvananthapuram) and Calicut. In addition to this Kerala has a network of Inland waterways including a National Water Way.

2.8.5 Rail Transport

Kerala has a fairly good network of railway lines running along the length of the state. The complete system falls under Southern Railways and Broad Gauge network include the main lines from Coimbatore to Thiruvananthapuram towards South and Shornur to Kasargod in the North. Also there is a loop line from Ernakulam to Kayankulam via Alleppey and branch line from Thrissur to Guruvayur. Meter gauge lines consist of Pallakad-Pollachi and Quilon-Tenkashi lines up to Kerala Border. Total length of Kerala railway lines in Kerala are as under.

Total Length of Broad Gauge Lines : 908 km Total Length of Meter Gauge Lines : 110 km

2.8.6 Tourism

Tourism industry plays a very vital role in the state economy. Some of the important tourist attractions are given below: Back Waters: Alappuzha backwaters, Q S T and R Block Kayal, Pathiramanal.

Beaches: Alappuzha, Cherai, Valapattanam Payyambalam, Muzhapilangad, Kappil, Bekal Fort, Thirumullavaram, Kappad, Kozhikode, Kovalam.


SECON 14 NH 47 & 47B-66-PR-O001

Water Falls: Keezharkuth, Athirapilly, Vazhachal.

Picnic Spots: Bhoothathankettu, Thattekadu Bird Sanctuary, Pattumala, Eravikulam National Park, Vagamon, Pullumedu, Parassini Kadavu, Malayala Kalagramam, Chandragiri, Palaruvi.

Hills: Echo Point, Ramakalmedu, Peermedu, Munnar, Thrissanku and Peeru hills, Ramala Pandikuzhi, Ponmudi, Agasthyarkoodam.

Wildlife: Marayoor, Idukki Wildlife Sanctuary, Periyar Wildlife Sanctuary, Chinnar Wildlife Sanctuary, Idukki Aralam Wildlife Sanctuary, Shenduruny Wildlife Sanctuary, Green adventure Parambikulam wild life Sanctuary, Peppava Wildlife Sanctuary, Peechi- Vazhani Wildlife Sanctuary, Muthanga Wildlife Sanctuary, Wayanad.

Dams: Siruvani, Neyyar, Idukki. Museums: Bay Island Driftwood museum, Kuthiramalika (Puthen malika) palace museums, Science and Technology museums, Priyadarshini Planetarium, Napier museum and Art Gallery Thiruvananthapuram, Archaeological museum, Ambalavayal Heritage Museum

Forts: St. Angelo Fort Thalasseri, Fort Bekel.

Historical Monuments: Krishnapuram Palace Kayamkulam, Synagogue Fort Kochi, Vasco da Gama Square, Mattanchery Palace, Bolghatty Island, The hill Palace Museum Thripunithura, Madhavan Major Foundation Chendamangalam, The antique sellers of Jew Street.

Pilgrim Centres : Parassini Kadavu, Sri. Muthappan Temple, Thodikkulam Temple Kannur, The Cave Temple, Niranam, Padmanabha Swamy Temple, Varkala, Shabarimala, Guruvayoor.

Places of Interests: Kuttanad, The Vijaya Beach Park, Mannarsala Sreenagaraja Temple, Chavara Bhavan, Ambalappuzha Sree Krishna Temple, Edathua Church, Chettikulangara Bhagavathy Temple Mavelikkara, Alappuzha – Aqua tourism, Champakulam Church, St. Francis Church

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.

2.9 Project Influence Area, District Thiruvananthapuram

2.9.1 Area & Climate

Area: 2192 sqkm Rain Fall: 2493 mm

2.9.2 Socio – Demographic Characteristics

Total estimated population of the district according to 2001 census is given in Table 2.9. Table 2.9: Demographic Details of Thiruvananthapuram District (2001 Census)

Total population Density of Sex Ratio Literacy rate


SECON 15 NH 47 & 47B-66-PR-O001

Male Female Total Population (per sqkm)

females/ 1000

males

(%)

15,71,424 16,63,283 32,34,707 1476 1058 89.36

2.9.3 Livestock and Poultry

The livestock and poultry population in 1996 in both the districts are given in Table 2.10. Table 2.10: Livestock and Poultry population (1996 Census)

Name of District Livestock Poultry

Thiruvananthapuram 4,16,822 23,33,387

2.9.4 Transport Vehicles

Vehicle population in the two districts in 199-2000 is given in Table 2.11. Table 2.11: Motor Vehicles on Road in Thiruvananthapuram (1999-2000)

Goods vehicles

Buses Cars & Station Wagons,

Taxis & Jeeps Three

Wheelers Two

Wheelers Others Total

1684 2030 3363 23602 12056 2835 172040

2.9.5 Social Aspects

The second part of the socio- economic profile deals with social aspects of the proposed project delineating in particular poverty alleviation, gender, local populace, industry, land use, employment, health, land acquisition and resettlement dimension.

2.10 State Economy

2.10.1 Growth of State Domestic Product

Estimate of Net State Domestic Product (NSDP) at factor cost by industrial origin and per capita NSDP (at 1993-94 constant prices and at current prices) for the years 1993-94 to 1999-2000 are given in Table 2.12 & Table 2.13. Table 2.12: State Income (NSDP) of Kerala by Industrial Origin (At constant Prices)

Sector (Rs in Lakhs)

1993 -1994 1994 -1995 1995 -1996 1996 -1997 1997 -1998 1998-1999* 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


SECON 16 NH 47 & 47B-66-PR-O001

Sector

(Rs in Lakhs)

1993 -1994 1994 -1995 1995 -1996 1996 -1997 1997 -1998 1998-1999* 1999-2000**

(ii)Secondary Sector 5. Manufacturing: 5.1 Registered 5.2 Un-registered 6. Electricity Gas &Water supply 6.1 Electricity 6.2 Gas 6.3 Water Supply 7. Construction

269832 135764 134068 17658

13499

839 3320

197049

325889 155733 170156 18452

14636

815 3031

199786

353751 175239 178512 18240

14685 763 2792

199276

340550 168617 171933 24320

20903

756 2661

204232

329021 172039 156982 29806

26421

742 2643

227233

344433 181329 163104 32012

28799

718 2495

234732

358428 189126 169302 34528

31449 694 2385

243417

Sub – Total –Secondary 484539 544157 571267 569102 586060 611177 636373

(iii) Tertiary Sector 8. Transport storage &

communication: 8.1 Railways 8.2 Transport by other

means & storage 8.3 Communication 9. Trade Hotels &

Restaurants

134320 4474 104310

148948 5403 114529

172976 6320 127718

181348 7402 134156

202925 6549 148310

225995 6650 161984

250210 6753 176689

25536 448431

29016 483457

38938 513594

39790 528555

57361 598324

66768 598324

66768 633864

10. Banking & Insurance 11. Real Estate

Ownership of Dwellings

12. Public Administration 13. Other Services Sub Total Teritary Net State Domestic Product Population(‘000) Per Capita Income Rs.

111005 131203 116533 190274

122968 135063 109158 203638

141407 140048 115657 207924

180090 147185 119124 220075

168681 157287 134495 242148

179098 165104 139678 258050

191993 174284 145226 275288

1131766 2385107 30048 7938

1203232 2590792 30424 8516

1291606 2694747 30805 8748

1376377 2802645 31186 8987

1468074 2863315 31539 9079

1566249 2985358 31856 9371

1670865 3111132 32145 9678

*Provisional Estimate **Quick Estimate

Table 2.13: State Income (NSDP) of Kerala by Industrial Origin (At Current Prices)

Sector

(Rs in Lakhs)

1993 -1994 1994 -1995 1995 -1996 1996 -1997 1997 -1998 1998-1999* 1999-2000**

1. Agriculture 2. Forestry & logging 3. Fishing 4. Mining & Quarrying

625603 74340 63849 5010

771327 94561 66853 5789

956859 95168 83515 6371

1078575 101481 102436 6139

1068818 97894 104198 7067

1161486 100954 109657 7703

1262998 103983 114372 8396

Sub – Total – Primary

768802 938530 1141913 1288631 1277977 1379800 1489749


SECON 17 NH 47 & 47B-66-PR-O001

Sector

(Rs in Lakhs)

1993 -1994 1994 -1995 1995 -1996 1996 -1997 1997 -1998 1998-1999* 1999-2000**

5 Manufacturing: 5.1 Registered 5.2 Un-registered 6. Electricity Gas & Water Supply 6.1 Electricity 6.2 Gas 6.3 Water Supply 7. Construction

269832 135764 134068 17658 13499 839 3320 197049

357673 173906 183767 20515 16246 905 3364 230912

441924 216999 224925 22590 18210 946 3434 284128

472480 226908 245572 32824 28219 1013 3592 343518

493201 250334 242867 43362 38445 1084 3833 432857

549679 279198 270481 48942 43816 1145 3981 491682

600725 307118 293607 55099 49731 1205 4163 556781

Sub – Total - Secondary 484539 609100 748642 8488822 969420 1090303 1212605

8. Transport storage & communication: Railways Transport by other means & storage Communication 9. Trade Hotels & Restaurants

134320 4474 104310

166724 4985 130539

207727 6090 160948

235240 7253 186930

279221 8233 222783

333223 8489 269385

398492 8817 322916

25536 448431

31200 566227

40689 707354

41057 824432

48205 991030

55349 1195275

66759 1462060

10. Banking & Insurance 11. Real Estate Ownership of Dwellings 12. Public Administration 13. Other Services

111005 131203 116533 190274

135337 141543 120368 224407

174179 161506 140247 251463

233927 184811 158079 295926

221209 211557 190663 347270

243776 243948 221063 409395

280099 283224 267296 476955

Sub Total Teritary 1131766 1354606 1642476 1932415 2240950 1566249 1670865

Net State Domestic Product Population(‘000) Per Capita Income Rs.

2385107 30048 7938

2902236 30424 9539

3533031 30805 11469

4069868 31186 13050

4488347 31539 14231

5116783 31856 16062

5870480 32145 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.

3.0 SUMMARY OF SURVEY AND INVESTIGATIONS

3.1 Topographical and Cadastral Surveys

3.1.1 Topographical Survey

Topographical survey was conducted for the purpose of creating a digital terrain model (in order to design the road and structures) for the stretch of the road from Kazhakkoottam to Kerala border on proposed alignment km 0.000 to km 43.000.


SECON 18 NH 47 & 47B-66-PR-O001

3.1.2 Methodology for Topographical Survey

The survey was carried out as follows: 3.1.2.1 Basic plan control

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.

3.1.2.2 Extension of Planimetric control

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.

3.1.2.3 Height Control

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.

3.1.2.4 Detailed Survey

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).

3.1.2.5 Creation of Digital Terrain Model

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.


SECON 19 NH 47 & 47B-66-PR-O001

3.2 Cadastral Survey

The cadastral survey has been carried out along the existing Thiruvananthapuram Bypass upto km 22.600 to identify the ownership details and extent of additional land required for widening and improvement of junctions. Beyond Kovalam (km 22.600) upto Mukkola (km 25.800) land Acquisition has already been completed by Kerala Government as per the original alignment. ROW was limited to 45m in Kerala region. The draft Gazette Notification No.3 for details of land to be acquired village wise and mandal wise are prepared for submission to NHAI authorities for necessary notification and acquisition of additional land.

3.3 Investigation Data

3.3.1 Inventory for Structures

Detailed condition survey of the existing structures was carried out simultaneously along with the detailed inventory survey. Visual examination of the structures using conventional standard tools mentioned in QAP is considered / recommended for the assessment of the condition of the structure. Signs of degradation and deterioration of the structures such as cracks, exposure of reinforcement, rust stains, corrosion, deflection, if any, condition of expansion joints, bearings, condition of the drain were noted. Details of Condition of Bridges are furnished.

3.3.2 Benkelman Beam Deflection Survey

The design of pavement overlays for the existing pavements requires an evaluation of the available strength in the pavement. The Benkelman Beam(BB) allows an estimate of this available strength to be made by recording of the deflection of the pavement surface at a point when a standard load moves past that point. Because of the inherent variability in the pavement structure it is found that the characteristic value of the pavement deflection is best taken as function of the mean of a series of readings rather than a single reading. To generate the required coverage without generating an excessive number of tests the routine BBD testing was specified at 1 Km intervals. All testing was carried out in accordance with the requirements of IRC 81-1997.

3.3.3 Bump Integrator Test

The roughness surveys along the existing Thiruvananthapuram Bypass as well as the entire stretch of NH-47 from Kazhakkoottam to Kanyakumari have been carried out by using Bump Integrator equipment developed by Central Road Research Institute, New Delhi. The road roughness is measured for every 200m intervals along the stretch by towing the bump integrator on each lane. Two runs have been made for each lane. The collected data has been processed to find out the roughness value.

3.3.4 Existing Soil Strata upto 2m below Ground Level

The existing soil strata for about 2m depth from the ground level have been studied by detailed soil classification from the samples collected at site.

3.3.5 Borelog details

The goe-technical investigations have been carried out at all the major and minor bridge locations and other structures locations. The details of the Borelogs have been presented in Design Report.


SECON 20 NH 47 & 47B-66-PR-O001

4.0 TRAFFIC STUDY AND ANALYSIS

4.1 Traffic Surveys

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.

The traffic surveys undertaken for the purpose include:

� Classified 7-day continuous Traffic Volume Counts. � Intersection Turning Movement Surveys � Origin-Destination Surveys � Willingness to Pay Toll Surveys � Pedestrian/Cattle Movement Surveys � Axle Load Surveys � Travel Time Surveys

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. Traffic on the Project Road is characterised by a high degree of motorised vehicles, which consist of passenger vehicles such as cars, two wheelers (scooters/motor cycles), buses, and commercial vehicles such as light commercial vehicles (LCVs) and trucks. Non-motorised vehicles in the traffic stream, consist mostly of bicycles with negligible number of animal drawn vehicles. The classification system specified in the Terms of Reference and detailed hereinafter was adopted for the counts.

4.1.2 Motorised Traffic

� 2-wheeler (Scooter/motor Cycle) � 3-Wheeler (Autorickshaw) � Passenger car � Utility Vehicle (Jeep, Van etc.) � Bus (Standard) � Mini Bus � Light Commercial Vehicle (LCV) Passenger � Light Commercial Vehicle (LCV) Freight � Truck - MCV – 2 Axle Rigid Chassis � Truck - HCV – 3 Axle Rigid Chassis � Truck - MAV – Semi Articulated � Truck - MAV – Articulated


SECON 21 NH 47 & 47B-66-PR-O001

4.1.3 Non-Motorised Traffic

� Bicycle � Animal Drawn Vehicle � Others

4.2 Traffic surveys on NH-47

4.2.1 Classified Traffic Volume Counts

Classified Traffic Volume Counts for 7 continuous days is conducted at two locations, which provides the information about the traffic along the project road. The survey locations are given in Table 4.1 below.

Table 4.1: Traffic Volume Count Location

Sl. No.

Volume Count No.

Location

1 VC-1 km 550/400 on existing NH 47 2 VC-2 km 13/600 on Thiruvananthapuram Bypass

3 VC-3 km 626/000 on existing NH 47

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.

4.2.2 Classified Turning Movement Surveys

On the basis of the reconnaissance survey, two intersections along the project road were identified for conducting detailed turning movement surveys. The intersection details are as detailed in Table 4.2 below:

Table 4.2: Turning Movement Traffic Volume Count Locations

Sl. No.

Count No. Location

1 IC-1 km 550/400 on existing NH 47 2 IC-2 Round about (Chakka) on

Thiruvananthapuram bypass, km 10/300

4.2.3 O-D Survey and Commodity Movement Survey

An Origin-Destination (O-D) and Commodity Movement Survey was carried out adopting Road Side Interviews (RSI) method at two stations for a continuous period of 24 hours. The random sampling method was adopted for this survey. The local police assistance was available to stop the vehicles for interviewing the road users. The RSI was carried out through pre-planned and structured questionnaires suitable for computer analysis. Table 4.3 shows the locations adopted for the O-D surveys.

Table 4.3: Origin-Destination Survey Locations

Sl. No.

Number Location Details

1 OD-1 km 550/400 of existing NH 47 2 OD-2 km 13/600 on

Thiruvananthapuram bypass


SECON 22 NH 47 & 47B-66-PR-O001

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.

4.2.4 Axle Load Surveys

Axle load surveys were conducted at Km 550/000 on NH-47 on both directions of traffic for a period of 24 hours on 29th November 2004. Light commercial vehicles, two-axle, three-axle and multi-axle trucks (both loaded and empty) were selected at random and their individual axle weights were determined using axle load weighing pads. A certain number of buses were also weighed.

4.2.5 Pedestrian / Cattle Surveys

There is no appreciable pedestrian/cattle movement across the existing Thiruvananthapuram Bypass. Hence, pedestrian survey was not considered essential in any of the stretches in this package.

4.2.6 Speed and Delay (Travel Time) Surveys

Travel Time survey was carried out using “Moving Car Observer Method” on the entire project road on 22nd and 23rd November 2004 on NH-47. The survey was carried out during peak as well as off peak periods. Information on journey time, number of vehicles in opposite direction, number of vehicles overtaken by the test car, vehicles overtaking the test car and any delays occurring en-route were recorded during the survey. Two runs were made in each direction.

4.2.7 Willingness to Pay Surveys

The willingness to pay survey was conducted at the following locations. The surveys were conducted at the locations of the OD surveys as given in Table 4.4 below:

Table 4.4: Willingness to Pay Survey Locations

Sl. No

Number Location Details

1 WPS-1 km 550/400 on existing NH 47 2 WPS-2 Thiruvananthapuram bypass km 13/600

4.3 Traffic Analysis

4.3.1 Historical Traffic Data

The historical data of total and classified number of registered vehicles available with departments have been collected at Thiruvananthapuram and are tabulated in Table 4.5.

Table 4.5: Vehicle registration data for Thiruvananthapuram District Year Cars TW Auto Buses LCVs Trucks Any Other Total

Until 1998 44736 165615 21447 10059 4023 10764 2402 257046

1999 3530 -- 2223 253 326 452 --- 6794 2000 4038 18904 2135 1150 394 104 72 26797

2001 4099 19139 1364 840 764 408 198 26812 2002 6505 20616 1292 1145 269 534 28 30389 2003 7515 25537 1957 1524 620 754 400 38307


SECON 23 NH 47 & 47B-66-PR-O001

4.3.2 Seasonal Variation

Traffic levels along a study stretch vary during different periods of time i.e., in different months/seasons. Information on this aspect is necessary to estimate the AADT (Average Annual Daily Traffic). This is best understood by studying monthly historical traffic volumes on the project road. Since no past traffic volume data along the project road was available, the commercial vehicle data obtained at Amaravila Check post near Thiruvananthapuram for the last four years was considered. It has been found that the maximum vehicles were recorded in the month of January followed by May. The factors were compared with the factors mentioned in the Kerala State Highway Project, wherein the monthly sales of motor fuel have been used to derive the seasonal correction factors. The survey factors corresponding to the survey period were in the range of 0.95 to 0.98 and so, the traffic volumes of passenger and freight vehicles observed in September and October are to be factored by 0.95 and 0.98 respectively to determine the Average Annual Daily Traffic (AADT) considering the fact that the traffic volume during the study period is closer to the peak season volume.

4.3.3 Present Traffic Conditions

Classified Traffic Volumes obtained during the traffic surveys were analysed both in terms of vehicles and PCUs. PCU factors adopted for the study are as per the recommendations of IRC-64:1990. The Average Day Traffic (ADT) on the study stretch was estimated from the 7-day observed counts. Average Annual Daily Traffic (AADT) at each location was assessed using the estimated ADT and Seasonal Factors (SF). The estimated AADT is the basis for the estimates of future traffic volumes on the project road. Table 4.6 given below gives tentative equivalency factors considered for presenting the traffic in PCU.

Table 4.6: PCU Values Adopted

Sl. No.

Vehicle Type PCU

Factors 1. Two Wheeler 0.50 2. Auto–rickshaw 1.00 3. New Technology Car/Jeep 1.00

4. Old Technology Car/Jeep 1.00

5. Van/Tempo 1.00

6. Mini Bus 1.50

7. Bus 3.00

8. Light Commercial Vehicle (LCV) 1.50

9. Two Axle Truck 3.00

10. Three Axle Truck 3.00

11. Multi Axle Truck 4.50

12. Agriculture Tractor/Trailer 4.50

13. Animal Drawn 8.00

14. Cycle 0.50

4.3.4 Traffic Flow along the Project Road

4.3.4.1 Traffic Volumes and Characteristics The traffic volume study is used in planning, traffic operations and control of existing facility and also planning and designing of the new facilities. Hence, Volume Count Survey is the main factor in deciding the number of lanes required and the type & composition of pavement. The results of the traffic counts undertaken for the project are summarized in Table 4.7. The result from the different sites shows average traffic volumes in the range of 12000 to 25000 vehicles per day (ADT). Each count included


SECON 24 NH 47 & 47B-66-PR-O001

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.

Table 4.7: Present Traffic Count Result

Sl. No.

Vehicle Type VC-1 VC-2 VC-3

1 Two-Wheeler 8840 6071 4487

2 Auto/Three-Wheeler 1642 2718 583

3 Car-Jeep-Taxi 6995 3751 3150

4 Mini-Bus 1585 229 319

5 Bus 1504 112 1503

6 LCV 960 372 1103

7 2-Axle 805 398 1225

8 3-Axle 66 13 163

9 MAV 38 25 7

10 Tractors 3 1 16

11 Total Motarised Traffic 22439 13689 12558

12 Cycle 952 869 792

13 Cycle Rickshaw 6 0 17

14 Animal Drawn Vehicles 0 0 0

15 Hand Cart 1 0 0

16 Total Non-Motarised Traffic 959 870 809

17 Total Traffic 23398 14558 13367

18 Total PCU 25723 12526 17322

4.3.4.2 Hourly Variation of Traffic

Generally peak flow occurs during 4 PM to 5 PM at VC-1 location, 9 AM to 10 AM at VC-2 location and 7 PM to 8 PM at VC-3. Average

4.3.4.3 Daily Variation of Traffic Volume

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.

4.3.4.4 Composition of Traffic

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.


SECON 25 NH 47 & 47B-66-PR-O001

Table 4.8: Average Compositions of Vehicles at each Location

Sl. No.

Vehicle Type VC-1 VC-2 VC-3

1 Two-Wheeler 37.78% 41.70% 33.57%

2 Auto/Three-Wheeler 7.02% 18.67% 4.36%

3 Car-Jeep-Taxi 29.89% 25.76% 23.57%

4 Mini-Bus 6.77% 1.57% 2.39%

5 Bus 6.43% 0.77% 11.25%

6 LCV 4.10% 2.55% 8.25%

7 2-Axle 3.44% 2.74% 9.17%

8 3-Axle 0.28% 0.09% 1.22%

9 MAV 0.16% 0.17% 0.05%

10 Tractors 0.01% 0.01% 0.12%

11 Cycle 4.07% 5.97% 5.92%

12 Cycle Rickshaw 0.03% 0.00% 0.13%

13 Animal Drawn Vehicles 0.00% 0.00% 0.00%

14 Hand Cart 0.01% 0.00% 0.00%

Total Traffic 100.00% 100.00% 100.00% 4.3.4.5 Directional Distribution of Traffic

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. Table 4.9: Directional Split

Sl.

No. Location

Thiruvananthapuram-

Kanyakumari

Kanyakumari -

Thiruvananthapuram

1 VC-1 51.86 % 48.14 %

2 VC-2 49.56 % 50.44 %

3 VC-3 50.40 % 49.60 %

4.3.5 Travel Pattern

The Origin and Destination study is carried out mainly to plan the road network & other facilities for vehicular traffic and to plan the schedule of different modes of transportation for trip demand of commuters. The O-D survey helps in assessing the adequacy of the existing road network.

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


SECON 26 NH 47 & 47B-66-PR-O001

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.

4.3.6 Axle Load Spectrum

For design of pavements, the intensity of traffic loading is an important parameter. The intensity of traffic loading is defined in terms of cumulative number of standard axle load repetitions in a given period of time. IRC 37:2001 provides a scientific method for design of flexible pavements based on the concept of Equivalent Standard Axle (ESA) and Vehicle Damage Factor (VDF).

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.

Table 4.10: VDF for Different Category of Vehicles Vehicle Type VDF for NH-47 LCV 0.37 BUS 0.22

2-Axle Trucks 4.06 3-Axle-Trucks 1.29 MAV 2.90

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.

Table 4.11: Present Peak Hour Traffic Flow

Sl. No.

Location Details Peak Hour Flow

Vehicles/ Hour PCU / Hour

1 Km 552/000 (IC-1) 2555 2523

2 Round about (Chakka) on Thiruvananthapuram bypass km 10/300 (IC-2)

3648 3117

4.3.8 Travel Time Analysis

The purpose of the speed and delay study is to assess the running speed, overall speed, fluctuations in speed and the delay between the two selected locations on a road. The study also gives information such as the amount, location, duration, frequency and causes of the delay along the road. The results of the speed and delay studies help in identifying the congestion spots along the road stretch. The traffic flows fairly uninterrupted with marginal delays along the project road. Traffic experiences an average delay of about 706 seconds while moving in


SECON 27 NH 47 & 47B-66-PR-O001

Thiruvananthapuram to Nagercoil direction and about 871 seconds in the other direction. The locations with major delays are observed at Marthandam, Nagercoil, and Neyyatinkara. Journey speeds along the project road varies in different sections and ranges between 20.7 kmph to 85.4 kmph. Average speed along the project road is 41km/h with very little variation in the two directions.

4.3.9 Willingness to Pay (WTP) Toll

The Willingness to Pay Survey is done to know the opinion of the road users about the existing road condition and the requirement and assessing the willingness to pay toll for the improved facilities. The introduction of tolls on the project road is likely to divert traffic to alternative routes and in turn have an impact on the project revenue from tolls. Thus, willingness to pay toll and its level are to be assessed from the data obtained for the purpose.

4.3.10 Accident Studies for NH-47 Section

The Traffic accident data along the project road received from District Police Officials of Thiruvananthapuram are presented in Table 4.12 below

Table 4.12: Accident Data for ThiruvananthapuramDistrict for NH-47 Section

Year District Total No. of Accidents

Total No. Injured

No. of Persons

Killed 1996 Thiruvananthapuram 994 1387 98 2000 -do- 1113 1284 98 2002 -do- 1146 1264 96 2003 -do- 1340 1786 128

4.4 Traffic Projections for NH-47

4.4.1 Economic Profile - Project Influence Area

The thirty-six traffic zones of the study can be grouped into the following economic zones as listed hereinafter.

� 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)

Year Kerala India

Rural Urban Total Rural Urban Total


SECON 28 NH 47 & 47B-66-PR-O001

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%) Source: Census of India, 1991 and 2001; Note: Figures in brackets indicate Growth Rates in %.

4.4.2.1 State Profile

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.

Table 4.14: Growth Rate of Urban Population in Kerala, 1981-1991

Description 1981 1991

Total Population 25453680 29032828

Urban Population 4771275 7676371

% Urban Population 18.74 26.44

Share of Urban population to Total (%) 2.99 3.54

Decennial Growth Rate of Urban Population (%) 37.64 60.89 Source: Census of India, 1991

4.4.2.2 General Economic Profile

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.

4.4.2.3 State Income 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

Year

At current prices At constant (1993-94) prices

To

tal

NS

DP

Gro

wth

in

N

SD

P o

ver

pre

vio

us y

ear

(%)

Per

cap

ita

NS

DP

(i

n

Rs.)

G

row

th in

N

SD

P o

ver

pre

vio

us y

ear

(%) To

tal

NS

DP

Gro

wth

in

N

SD

P o

ver

pre

vio

us y

ear

(%)

Per

cap

ita

NS

DP

(

in R

s.)

Gro

wth

in

N

SD

P o

ver

pre

vio

us y

ear

(%)

(Rs Lakhs)

(Rs Lakhs)

1997-98 4488347 14231 2863315 9079

1998-99 5106096 13.76% 16029 12.63% 3064366 7.02% 9619 5.95%


SECON 29 NH 47 & 47B-66-PR-O001

Year


To

tal

NS

DP

Gro

wth

in

N

SD

P o

ver

pre

vio

us y

ear

(%)

Per

cap

ita

NS

DP

(i

n

Rs.)

G

row

th in

N

SD

P o

ver

pre

vio

us y

ear

(%) To

tal

NS

DP

Gro

wth

in

N

SD

P o

ver

pre

vio

us y

ear

(%)

Per

cap

ita

NS

DP

(

in R

s.)

Gro

wth

in

N

SD

P o

ver

pre

vio

us y

ear

(%)

(Rs Lakhs)

(Rs 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

4.4.3 Tamil Nadu

It is observed that the economy in terms of NSDP of the state has increased from Rs. 5164330Lakhs in 1993-94 to Rs. 8181770 Lakhs in 2002-03 resulting in a growth of economy of about 5.30 percent per annum during the period. An average of of 4.28% growth rate was observed in per capita income considering the NSDP. Table 4.16 gives the growth rates of NSDP and PCI by years.

Table 4.16: Growths in NSDP and Per Capita Income in Tamil Nadu State

Year


To

tal

NS

DP

Gro

wth

in

N

SD

P o

ver

pre

vio

us y

ear

(%)

Per

cap

ita

NS

DP

(i

n

Rs.)

Gro

wth

in

N

SD

P o

ver

pre

vio

us y

ear

(%) To

tal

NS

DP

Gro

wth

in

N

SD

P o

ver

pre

vio

us y

ear

(%)

Per

cap

ita

NS

DP

(

in R

s.)

Gro

wth

in

N

SD

P o

ver

pre

vio

us y

ear

(%)

(Rs Lakhs)

(Rs 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

4.5 Economic Forecasts

Traffic growth rates needed to assess the likely future traffic levels on the project road are a product of the economic growth rate and the elasticity of the traffic demand vis-à-vis economic growth. This can be expressed by the following equation.

Tg = e x Eg Where Tg = Traffic Growth Rate


SECON 30 NH 47 & 47B-66-PR-O001

e = Elasticity of Traffic Demand Eg = Economic Growth Rate

4.5.1 Elasticity of Traffic Demand

Elasticity of traffic demand (e) can be computed considering the historic traffic volumes and economic trends and are detailed in the forthcoming paragraphs. Future economic growth rates in the influence area necessary for estimating the traffic growth rates were based on the national economic forecasts by Planning Commission (PC), Govt of India. The state level economic forecasts and that of Primary/Secondary sectors are based on the regression models developed for the purpose in relation to the national level economic information.

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.

Table 4.17: Elasticity values

Year 2005-2009 2010-2014 2015-2019 2020-2024 2025-2029

Vehicle Type

2Wheelers 2.44 2.32 2.20 2.09 1.99

Car 1.23 1.17 1.11 1.05 1.00 Bus 1.02 0.97 0.92 0.87 0.83

Auto 2.28 2.17 2.06 1.95 1.86 Commercial Vehicles 1.80 1.71 1.62 1.54 1.47

Others 1.21 1.15 1.09 1.04 0.99

4.5.2 Economic Growth Rate

The performance of the Indian economy was analysed by international funding agencies, credit rating agencies and industries bodies in the country. The economic growth will be in three different scenarios like Low, Medium and High.

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.

4.5.3 Traffic Growth Rates

Traffic growth rates necessary to estimate the traffic levels in future on the project road are a product of economic factors of the influence area and elasticity of traffic demand. Traffic growth rates for various categories of vehicle types were estimated based on the economic forecasts in the influence area, the corresponding elasticity of traffic demand and the weights of each economic zone (represented by the percentage of traffic generation in each zone) defined earlier. Table 4.18 gives the combined Traffic Growth Rates for Low, medium and high growth scenario.

Table 4.18 (a): Estimated traffic growth rates for Low Scenario


SECON 31 NH 47 & 47B-66-PR-O001

Year 2005-2009 2010-2014 2015-2019 2020-2024 2025-2029 Vehicle Type (%) (%) (%) (%) (%)

2Wheelers 12.20 11.59 11.01 10.46 9.94 Car 6.15 5.84 5.55 5.27 5.01

Bus 5.10 4.85 4.60 4.37 4.15

Auto 11.40 10.83 10.29 9.77 9.29

Commercial Vehicles 9.00 8.55 8.12 7.72 7.33

Others 6.05 5.75 5.46 5.19 4.93

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


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


Others 7.26 6.90 6.55 6.22 5.91

4.5.4 Traffic Forecast

Using the estimated growth rates the future traffic likely to be using the project road is estimated. Table 4.19 shows the projected traffic volume at the two locations for medium growth scenario. Table 4.19: Future Projected Volume for existing Road Based on Medium Growth rates

Year VC-1 VC-2 VC-3

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. Table 4.20: Projected Volume for existing Road Based on 5% growth


SECON 32 NH 47 & 47B-66-PR-O001

Year

VC-1 VC-2 VC-3

Vehicles Per Day

PCU Per Day

Vehicles Per Day

PCU Per Day

Vehicles Per Day

PCU Per Day

2005 23449 25818 14593 12578 12460 16323

2010 29928 32951 18625 16053 15903 20833

2015 38196 42055 23771 20488 20297 26589

2020 48749 53674 30338 26148 25904 33935

2025 62218 68503 38720 33372 33061 43310

2030 79407 87429 49417 42593 25904 33935

2033 91924 101210 57207 49306 53853 70548

4.5.5 Traffic Forecast for Intersection

Using the estimated medium growth rates the future traffic is projected for the intersections. Table 4.21 shows the projected traffic volume at the Intersection locations.

Table 4.21: Projected Traffic at Intersections by Medium Growth Rates

Year

NH-47 Thiruvananthapuram Bypass

Km 552/000 Km 10/300

Vehicles/ Day PCU / Day Vehicles/ Day PCU / Day

2005 2801 2738 4034 3422

2010 4473 4151 6701 5488

2015 7114 6283 11021 8735

2020 11239 9480 17904 13774

2025 17594 14232 28677 21478

2030 27354 21307 45425 33212

2033 35801 27300 60036 43303 5.0 ALIGNMENT AND ENGINEERING

5.1 Project Description

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 entire stretch comes under the administrative jurisdiction of Thiruvananthapuram and Neyyattinkara Taluks of Thiruvananthapuram District.

5.1.2 Location and Terrain Conditions

The section of NH-47 between Thiruvananthapuram and Kanyakumari traverses from latitude 8o 41’ N to 8o 11’ N and longitude 76o 51’ E to 77o 30’ E. 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.


SECON 33 NH 47 & 47B-66-PR-O001

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 Proposed Alignment

5.2.1 Proposed Alignment for existing Thiruvananthapuram Bypass (km 0.000 to km 22.600)

The project road utilises the newly formed Thiruvananthapuram bypass from 0/000 to 22/600. The available width of ROW is only 45 m and both sides are built up. Considering the difficulty in acquiring additional land due to heavy built up area on either side, and the social impact, NHAI has agreed to keep ROW as 45m thereby avoiding further acquisition all along the alignment in Kerala State. A typical cross section with ROW 45m has been incorporated with continuous service roads up to Kovalam (22/60Km). However, in some stretches extra land acquisition is necessitated for improvement of geometrics and junctions.

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).

However, the alignment of Thiruvananthapuram bypass Phase II from Kovalam to Kaliyakkavila was approved by the Ministry of Surface Transport way back in 1989. Knowing this, the local people who are put up in this alignment stopped construction of new houses and started shifting from this route as a precaution. As mentioned before, the alignment proposed earlier deviates from the original bypass alignment at Kanjiramkulam and takes a route further west, which requires evacuation of people already shifted from the original alignment. This has raised much hue and cry from the public and political leaders and there is strong demand to follow the old bypass alignment and the matter was also taken up with High court of Kerala by the local villagers. Hence another option was studied in which the original bypass alignment will be followed up to Ayira Village Km 40/343 and then deviate to cross the Kerala border. Hence, the original bypass alignment will be followed from Kazhakkoottam to Ayira (km 0.000 to km 40.343) in the Kerala portion.

This alignment will have the following advantages:

• The problematic areas of Kanjiramkulam, Uranvila and Thirupuram villages can be avoided.


SECON 34 NH 47 & 47B-66-PR-O001

• 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. Table 5.1: Proposed Road Widening Schedule

Design Chainage (km) Widening Side

0.000 8.400 Right hand side widening

8.400 8.550 Concentric widening

8.550 10.750 Left hand side widening


12.300 12.500 Curve improvement on RHS


16.600 17.500 Curve improvement on RHS


22.800 43.000 New formation

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.

5.4 Structure Design

1. All the culverts and bridges on the existing road are of two lanes. 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.


SECON 35 NH 47 & 47B-66-PR-O001

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. 7. Underpass/Overpass for vehicles/pedestrians have been provided in the cross roads

along the highway. The underpasses are provided with RCC box structure with approach ramp to retain earth. The vent height for the vehicular underpass is considered as 5m and width considered as per existing cross road width but not less than 4.5m.

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. 5.5 Design Parameters

5.5.1 Design Standards

The design conforms to the following IRC standards i) IRC:05-1985 General Details ii) IRC:06-2000 Loads and Stresses iii) IRC:78-2000 Design of Substructure iv) IRC 18-2000 Design of Prestressed Members v) IRC 21-2000 Design of reinforced members vi) IRC 83-2000 Design of Bearing (Part-I, II and III) vii) IS:1893-2002 Design of Earthquake resistant structures Viii) Railway Codal Recommendation and Practice Southern Central Railway

5.5.2 Design Loads

For the design of major structures, following Design Loads are adopted:

(a) Dead Loads (As per IRC:6) Unit weight of PCC members : 2.4 t/m3

Unit Weight of RCC Members : 2.5 t/m3 Unit Weight of Wearing Coat : 2.2 t/m3

(b) Live Loads (As per IRC:6) For Global Analysis One lane of Class 70R Wheel + One lane of Class A wheel OR

Three lanes of Class A Vehicles whichever governs. For Local Analysis, Class AA Tracked Vehicle has been considered


SECON 36 NH 47 & 47B-66-PR-O001

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 Abutment/Abutment Cap, Pier /Pier Cap Concrete Grade : M35 (for major bridge/ROB/underpass/ overpass); M30

(for minor bridge and cross drainage structure) 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 Clear Cover to any Reinforcements are followed as below: a) Foundation : 75mm b) Pier, Piercap, Abutment, Abutment Cap : 50mm d) RCC Desk Slab : 25mm

5.5.4 Bearing

Neoprene bearing for slab superstructure and Pot-cum- PTFE bearing for girder superstructure has been adopted.

5.5.5 Expansion Joints

Compression seal for slab superstructures and Elastomeric Strip Seal for girder superstructures are used.

5.5.6 Wearing Coat

For minor bridge and cross drainage structure 50mm thick bituminous concrete wearing coat has been proposed.


SECON 37 NH 47 & 47B-66-PR-O001

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. No.

Design Chainage (km)

Linear Water-way (m)

Opening Height (m)

Remarks

1 5.923 360.78 5.22 New bridge in the widening portion

2 16.961 112.18 13.41 Dismantling of existing bridge and

Reconstruction of new bridge

3 23.800 - 21.33 New Construction

4 35.611 82.08 6.747 New Construction

Table 5.3: List of Minor Bridges

Sl. No.

Design Chainage (km)

Linear Water-way (m)

Opening Height (m)

Remarks
















Table 5.4: List of Box Culverts Proposed for Improvement or New Construction

Sl.

N o. n

C ha in ag Existing

Structure Details Proposed Structure

Details Remarks


SECON 38 NH 47 & 47B-66-PR-O001

To

tal w

idth

of

Str

uc

ture

(m

)

Heig

ht

Fro

m

Ro

ad

To

p t

o

Gro

un

d L

evel

(m)

Sp

an

arr

an

gem

en

t (N

o x

Ven

t w

idth

) (m

)

Op

en

ing

H

eig

ht

(m)

To

tal w

idth

of

Str

uc

ture

(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

























Table 5.5: List of Pipe Culverts Proposed for Improvement or New Construction

Sl. N

o.

Desig

n

Ch

ain

ag

e (

km

)

Existing Structure Details

Proposed Structure Details

Remarks

To

tal w

idth

o

f C

ulv

ert

s

(m)

Heig

ht

Fro

m

Ro

ad

To

p t

o

Gro

un

d

Level (m

)

Pro

po

sed

N

o A

nd

D

iam

ete

r o

f C

ulv

ert

s (

m)

Op

en

ing

H

eig

ht

(m)

1 0.400 38 2.0 2 X 1.2 1.20 Reconstruction


SECON 39 NH 47 & 47B-66-PR-O001

Sl. N

o.

Desig

n

Ch

ain

ag

e (

km

)



Remarks

To

tal w

idth

o

f C

ulv

ert

s

(m)

Heig

ht

Fro

m

Ro

ad

To

p t

o

Gro

un

d

Level (m

)

Pro

po

sed

N

o A

nd

D

iam

ete

r o

f C

ulv

ert

s (

m)

Op

en

ing

H

eig

ht

(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




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





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






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




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






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



SECON 40 NH 47 & 47B-66-PR-O001

Sl. N

o.

Desig

n

Ch

ain

ag

e (

km

)



Remarks

To

tal w

idth

o

f C

ulv

ert

s

(m)

Heig

ht

Fro

m

Ro

ad

To

p t

o

Gro

un

d

Level (m

)

Pro

po

sed

N

o A

nd

D

iam

ete

r o

f C

ulv

ert

s (

m)

Op

en

ing

H

eig

ht

(m)




















69 22.925 - - 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














SECON 41 NH 47 & 47B-66-PR-O001

Sl. N

o.

Desig

n

Ch

ain

ag

e (

km

)



Remarks

To

tal w

idth

o

f C

ulv

ert

s

(m)

Heig

ht

Fro

m

Ro

ad

To

p t

o

Gro

un

d

Level (m

)

Pro

po

sed

N

o A

nd

D

iam

ete

r o

f C

ulv

ert

s (

m)

Op

en

ing

H

eig

ht

(m)










Table 5.6: Details of Underpasses/Overpasses

Sl. No

Proposed Structure

Design Chainage

(km)

Proposed size of in

(m)

Clear Opening

Height in (m) Remarks

1 Vehicular

Underpass 10.285

2 x 9.25 x 6.75

5.750 Tirvandram - Vallakkadavu

Road

2 Vehicular Overpass

24.542 1 x 41.62 6.065 Venganur - Vizhinjim Road


25.878 1 x 41.62 6.119 Balrampuram - Mukkola

Junction

4 Vehicular

Underpass 26.534 7.5 x 6.0 5.000 Kottukal - Nettattanni Road

5 Vehicular

Underpass 28.532 8.0 x 6.0 5.000

Punnakkulam - Chappathu Road


29.578 1 x 41.62 6.620 Marapalam - Marapalam

Junction

7 Vehicular

Underpass 30.482 7.5 x 6.0 5.000 Homeo- Kazhivur Road

8 Vehicular

Underpass 36.037 7.5 x 6.1 5.000 Local Road

9 Vehicular

Underpass 39.060 7.5 x 6.0 5.000

Pazhayakoda - Prumuttukadu Road


40.350 1 x 41.62 8.557 Kottukomam - Pottailkada


42.920 1 x 41.62 7.010 Kaduvakuzhi - Chenkavila


SECON 42 NH 47 & 47B-66-PR-O001

Table 5.7: Details of Proposed ROB

Sl. No.

Proposed Chainage

(km)

Span Arrangement

(m)

Opening Height

(m)

Total width of Superstructure (m)

Remarks

1 09.820 1 x 34.9 6.525 (min)

13.75m Total Width with 11.0m Carriage way and

1.5m Footpath on one side

New bridge in the widening portion

6.0 SUBGRADE INVESTIGATION FOR PAVEMENT

6.1 General

The Sub-grade soil samples were collected for testing its characteristics by collecting representative samples along the road for the proposed new alignment and existing road where it is used for widening followed by an extensive trial pitting with additional tests.

6.2 Test Pitting

Test pits were excavated along the proposed alignment as well as at the edge of the existing road where the existing road is being utilized for the widening. Along the existing alignment, edge pits at 500-750m intervals were excavated in the hard shoulders at the edge of the existing pavement depending upon the side of widening envisaged (Left/Right). Centre pits were excavated on widening portion of existing NH at km 4/700 and km 12/500. For the new alignment, trial pits were excavated at intervals of 1.5 to 2 km generally.

6.3 Additional tests

This was supplemented by in-situ evaluation of Sub-grade using ‘’field density tests’’/ DCPT (Dynamic Cone Penetration Test apparatus). Based on field DCPT values recorded, field CBR was calculated using the TRRL formula. Pavement & sub-grade investigation report with relevant details are furnished separately. It is to be noted that CBR values deduced thereof using the formula are merely representative of subgrade conditions at the time of investigations.

6.4 Laboratory testing programme

The following laboratory tests were performed on representative samples from test pits to evaluate characteristics of sub-grade soil.

• Grain size analysis - Wet Sieve analysis and Hydrometer analysis

• Atterberg’s limits - Liquid Limit, Plastic Limit and Plasticity Index

• Field Moisture Content, Field Bulk and Dry Density by Core Cutter method

• Modified Proctor Compaction Test

• Preparation of samples at 97% MDD for conducting un-soaked and 4 days soaked CBR tests - single trial and three trials.

• Estimating absorbed moisture content after soaking on representative CBR samples. 6.5 Planning and Implementation of Test Programme

Typical samples collected from the sites (widening, proposed & few center pits) were tested for the package. Initially, extensive visual classification was carried out and tests were planned accordingly. Lab tests conducted include grain size and hydrometer analysis, Atterberg’s limits, Modified Proctor Compaction and CBR tests (both unsoaked and 4 day soaked CBR). For few samples, three trial CBR tests were also carried out. It is observed that soil for almost entire package is more or less similar.


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6.6 Implications for pavement designs

Based on extensive CBR tests that included few three trial CBR tests also, a soaked CBR of 8% is suggested for design purposes. 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.

7.0 ENVIRONMENTAL IMPACT ASSESSMENT AND MANAGEMENT PLAN

7.1 Project Area

This report is Project Specific and covers the environmental issues within ROW, though their impacts have been assessed up to the aerial distance of 10 km on both sides of road. The project is divided into two packages and the present study deals with Package I (starting from km 00.000 to km 43.000 along NH 47) in Kerala.

7.2 Objectives

The objectives of the EIA include:

• Collection of baseline data on various components of the environment.

• Determination of magnitude of environmental impacts so that due consideration is given to them during planning, construction and operational phases of the project.

• Assessment of the socio-economic conditions of the project affected persons and suggestions for their improvement.

• Identification of areas and aspects, which are environmentally or socio-economically significant.

• Submission of Environmental Enhancement Plan and Environmental Management Plans for enhancing and mitigating the negative impacts.

• Development of the road alignment in such a way that the environment and settlements are least affected.

• Presentation of public view on various environmental and socio-economic aspects. 7.3 Major Negative Impacts and their Mitigation

The major direct environmental impacts and their mitigation measures are required to be implemented, given inn Table 7.1 below:

Table 7.1: Negative Impacts and their Mitigation Measures Negative Impacts Mitigation Measures

Loss of trees

• Two trees to be planted in place of one removed, ensuring their survival rate.

• Stretches which are devoid of trees at present, will be developed by planting trees.

Loss of properties

• Providing relocation sites.

• Giving compensation/assistance.

• Attempts to generate income restoration.

Loss of surface water sources • Since the impact is of low scale, loss

will be compensated by other water bodies.


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Ambient Air/Noise Quality

• Plantation of trees, especially those which are known as pollution sink near market place.

• Improving the maintenance of vehicles.

Relocation of religious structures • The new sites of relocation will be

properly developed.

7.4 Significant Findings

Based upon the study and analysis of the environmental parameters, the following important observations have been made:

• There will be no loss of bio-diversity as no rare endangered plant or animal species is going to be affected by the present project.

• There is no major wildlife migrant route within the study area, which could be affected.

• No Sanctuary or National Park is located within 10 km radius of the road.

• The two most significant issues involved are (i) cutting of trees in the corridor of the highway, and (ii) acquisition of land.

• No historical monument protected by Archaeological Survey of India (ASI) is affected due to proposed widening.

• Soil along the proposed road is red in colour.

• The most important factors, which need continuous attention and assessment during the construction phase, are the ambient air quality, the water quality and the noise level. - The ambient air quality of the study area is good except SPM/RPM, which

exceeds the permissible limits near intersections. - The quality of the ground water is good for drinking as well as other household

purpose. - Noise levels in the area particularly at crossing points of road exceed the limits

due to heavy vehicular movement.

• 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. No

Design Chainage ( km)

Remarks

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, 29.550 – 30.000, 30.000 – 35.000

Coconut plantation, scattered built-up area.

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


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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. The Environmental Monitoring Programs are suggested to provide information on which management decisions may be taken during construction and operational phase. The objectives of these programs are:

• To evaluate the efficiency of mitigation and enhancement measures.

• Updating the actions & impacts of baseline data and adaptation of additional mitigation measures (if the present measures are insufficient).

• Generation of the data that may be incorporated in the EMP in future projects.

7.5 Cost of Environmental Management Plan

The estimated cost for EMP for Package I is Rs. 35,607,000. A detailed volume describing the Environment Management Plan and Monitoring Programs has been prepared and furnished separately along with the DPR.

8.0 RESETTLEMENT ACTION PLAN

8.1 Description of Project

The existing NH 47 from Thiruvananthapuram to Kanyakumari is 2-Lane carriageway and presently the traffic on this road is much more than the capacity. Most of the road length has continuous built-up area very close to the road. The existing NH 47B from Nagercoil to Kavalkinaru is also 2-Lane carriageway. Geometrics of both the road sections are not up to the standards as per IRC for National Highways. In order to decongest the existing NH 47 within Thiruvananthapuram city, bypass for a length of 22.6km has already been constructed. Beyond the city limits, widening of the existing NH was investigated in detail, but ruled out due to large scale demolition involved. Hence, it was decided to adopt a new alignment for about 95% of road length except existing Thiruvananthapuram Bypass. The project road starts at Kazhakkottam, about 10 km North of Thiruvananthapuram city, on existing NH 47 (km 552/00) which is reckoned as km 00/000 for the project. The road further continues on the existing Thiruvananthapuram Bypass up to km 22/600 and traverses through cross country crossing Kerala/Tamilnadu Border at Karode village at design Chainage of km 43/000. It is aligned cross country in Tamilnadu state and rejoins the existing NH 47 at km 626/187 (existing chainage) and again deviates at 627/000 (existing chainage) bypassing Chungankadai, Nagercoil and Suchindram rejoining the existing NH 47 at km 642/800. From km 642/800 it follows the existing road up to km 646/238 and deviates on RHS for bypassing Kottaram built-up area and joins NH 7 at Kanyakumari Bypass (km 231/653 of NH7). 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.


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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 negative impact on persons affected by the project would be avoided or minimized.

• Affected people and the beneficiary population will be informed and consulted about the project and its design where the negative impacts are unavoidable.

• The Project-Affected Persons (PAPs) will be assisted in improving or regaining their standard of living.

• People’s Opinion will be considered in planning and implementation of the project.

• All information related to resettlement plan and implementation will be disclosed to PAP’s.

8.3 Socio Economic and Census Surveys

A survey was conducted to identify the socio economic status of the population along the proposed new alignment of Package-I. 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.

8.4 Project Affected Persons (PAPs)

The following section elaborates the type of losses that the people either residing or working on the National Highway would incur by way of the loss of land (agricultural, commercial and residential), loss of structures (commercial and residential), loss of assets (agricultural, commercial and residential), loss of income (squatters, small business enterprise and moving businesses such as kiosks) and community resources. A total of 3657 Project Affected Families (PAFs) and 18285 Project Affected Persons (along Package-I) have been identified. Out of this 3143 Project Affected Families are going to lose their agriculture land, while the people loosing structural property are 506. About 08 structures belonging to Small and cottage industries along the ROW are also going to be affected; however there are no major industries falling along the alignment in Package-I. The projected affected families & persons are presented in Table 8.1.


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Table 8.1: PAFs & PAPs in Terms of Project Impact

Type of Loss No. of PAFs No. of PAPs Agricultural land 3143 15715

Structures - Residential and Commercial 506 2530 Structures – Industrial 08 40

Total 3657 18285

8.5 Category of Project Affected Families

Usually the families will be of two types i.e. nuclear and joint or extended. The type of family will also have an impact on the resettlement of the PAFs. The average size of each family in the project area is 5 members. For impact assessment, entitlement and other analysis family is taken as a unit. The details of PAFs are presented in Table 8.2.

Table 8.2: Category of PAFs in Terms of Project Impacts

Category No. of PAFs

Land 3143 Structures 506 Squatters and Encroachers 13 Tenants 9

Kiosk 6 Total 3677

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.

8.6 Affected Structures By type

Type of structures also indicates about the economic conditions of the residents. Out of the total 506 structures (excluding religious and Govt.), 292 are permanent, 100 structures are semi-permanent and 114 are temporary in nature. The details are presented in the Table 8.3 below.

Table 8.3: Details of Structures

Type Number of Structures Permanent/Pucca 292 Semi Permanent/Semi Pucca 100 Temporary/Kuchha 114 Total 506

8.7 Loss of Land (Private and Government)

The project authorities will acquire agricultural land, dry lands and other land in different sections of the project area. Existing Right of Way (ROW) of the existing NH47 is varying between 12 to 24 m as per the PWD boundary stones and village land maps.


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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.

Table 8.4: Land Acquisition within Project ROW

Category of Land Total area in

sqm Acres-cent

Private Dry land 864290 213-56.99

Private Wet Land 30527 7-54.34 Government Land 64647 15-97.46

TOTAL 959464 237-08.78

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

Table 8.5: Details of Community Structures, Assets and Religious structures

Type of Structure Number of Structures

Community Structures 13 Religious Structures 30

8.9 Resettlement Principles

The Resettlement Policy of National Policy for Resettlement and Rehabilitation (NPRR), 2003 and NHAI have been consulted and compared to prepare the Resettlement Principles (RP) for the project. The entitlement policy recognizes all types of affected persons such as squatters, encroachers, titleholders, kiosks etc. Squatters who are present prior to survey are considered for R & R assistance. They will be paid replacement cost of structures, and ex-gratia. The titleholders of structure losers will be paid replacement cost of structure including homestead land and cost of trees. The land losers will be paid replacement costs of land lost and ex-gratia as per the entitlement matrix. All incidental costs will be borne by the project. The project will rebuild the community utilities and infrastructures if any, which is to be dismantled.

8.10 Consultation and Disclosures

A number of public consultations were held with various sections of the project-affected population such as farmers, traders, women, village elders, panchayat members and other inhabitants etc. People in general agreed on the need for alternative or


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upgradation/widening the highway and strengthening the same. The process of information was highly appreciated by the local inhabitants. During public consultation, issues related to safety, compensation, income restoration, employment generation, HIV/AIDS, trafficking of women, information flow, grievance redressal, role of administration etc. were discussed. Issues were also raised about the transparency in the project implementation process. The RP for core sub-project addresses all issues raised during public consultation and recommends institutional strengthening measures as well.

8.11 Institutional Mechanism and Grievance Redressal

The RP for core subproject strongly recommends all efforts shall be made to settle grievances of the PAPs as amicably as possible. Out of court settlement shall be preferred since that expedites dispute settlement on one hand and help timely project implementation on the other hand. Grievance Redressal Committees will be set up at district level to resolve the concerns of the PAPs. Thorough investigations shall be done so that PAPs are satisfied.

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.

8.12 Total Cost of Rehabilitation and Resettlement

The total cost of rehabilitation and resettlement is calculated based on the above heads. The total cost of rehabilitation and resettlement are presented in Table 8.6 below.

Table 8.6: Total Costs of Rehabilitation and Resettlement

Sl. No.

Type of Compensation Total Value in

Rs 1 Land Acquisition Cost 154,777,000.00 2 Replacement Cost of Structures 57,116,002.00 3 Replacement cost of Community Structures 1,950,000.00 4 Replacement cost of religious Structures 6,000,000.00 5 Improvement of Community Structures 1,250,000.00

6 Compensation for Squatters, Encroachers, Kiosks, etc.

342,000.00

7 Ex-gratia 36,770,000.00

Total 258,205,002.00

8.13 Monitoring and Evaluation

Monitoring will be continuous throughout the implementation of the RP. An external M & E agency will be hired by NHAI to monitor the implementation of RP. The PIU will submit periodic monthly progress reports to the NHAI HQ. Monitoring will be carried out for a period of three years from the date of implementation of the RP. The project will be evaluated from time to time from both internal and external mechanism.


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9.0 COST ESTIMATES

9.1 Project Road Packages

After thorough study of project road with reference to improvements required, location of major bridges, ROBs, homogeneity of section, workability, geographical boundaries of two States etc. the project road has been divided into two packages as mentioned in Table 9.1 below:

Table 9.1: Details of Packages

Sl. No.

Package State NH No. Reach Tentative Location of CMP/ Batching Plant

1 I Kerala NH 47 km 0.000 to km

43.000 km 21.000 on NH 47

2 II Tamilnadu

NH 47

km 43.000 to km 96.714

km 70.800 on NH 47 NH 47B

km 0.000 to km 16.376

This report pertains to Package-I from km 00.000 to 43.000 of NH 47 of Kerala.

9.2 Unit Rate Analysis

Unit rates have been adopted for the items of the project based on the concerned National Highways Schedule of rates for kerala circle, State PWD Scheduled of Rates and latest data approved by MoSRT&H.

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

9.3.1 Stone Metals

There is no metal quarry in and around Thiruvananthapuram city, adjacent to the project stretch. Therefore stone aggregates are to be brought from near by Tamil Nadu State. For this reach, quarries have been identified in Tayyalumudu and Nerrakkadu quary in Tamil Nadu near Kerala border with a lead of 29km.

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.

9.3.4 Earth Works

The project road alignment is running on rolling terrain. It involves cutting and filling in number of locations. 75% of the cutting quantities can be reused for filling with


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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.

9.3.9 User charges for machineries

Rate of hire charges of modern machineries and plants for road and bridge works are based on the NH schedule of rates as per latest MoSRT&H guidelines.

9.3.10 Rates for RE Wall and Soil Nailing

For high embankments rate of RE wall is adopted as per rate analysis. 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.

9.3.11 Unit Rate Analysis

Unit rate analysis for various items of work for the road and bridge works have been done as per MoSRT&H Data Book based on the rates for material, labour and hire charges for machinery, giving allowance for Contractor’s profit and overheads.

9.4 Unit Cost

9.4.1 Estimation of quantities for Road work

Typical cross sections have been prepared for the following types of widening:

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.


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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:

Table 9.2: Pavement Layer Thickness for Main Carriageway

Sl. No.


1 Bituminous Concrete (BC) 40

2 Dense Bituminous Macadam (DBM) 85

3 Wet-Mix Macadam (WMM) 250

4 Granular Sub-Base (GSB) 200

Total 575

Table 9.3: Pavement Layer Thickness for Service Road

Sl. No.


1 Semi-Dense Bituminous Concrete (SDBC) 25




Total 475

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.

9.4.2 Estimation of Quantities for Structures

For the proposed alignment various structures have been proposed. The estimates have been worked out for 4 Major Bridges, 15 Minor Bridges, 1 ROB, 27 Box Culverts, 101 Pipe Culverts, 6 Vehicular Underpasses and 5 Vehicular Overpass. The details of proposed structures are given in Chapter 5.

9.4.3 Junction Improvements

The project road crosses number of roads and there are 07 major junctions and 08 minor junctions in the package.


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For improving these major and minor junctions, the cost estimate has been worked out based on the typical design of junctions.

9.4.4 Miscellaneous Provisions

The following miscellaneous/provisional items are provided based on the site conditions. a. Shifting of utilities b. Tree planting c. Social settlement and Environment Management Plan d. Dismantling of structure and cutting of trees e. Rehabilitation of bridges f. Repair and maintenance of road g. Turfing h. Road furniture i. Rest area and truck parking j. Telephone booth k. Providing diversions during construction l. Toll plaza m. Bus shelter n. KM / HM boundary stone o. Revetment with granular backing p. Filling of Wells q. Fencing r. Rainwater harvesting in built up area s. Stone pitching on high embankment slope

9.4.5 Land Acquisition and Compensation for Structures

Rate per acre of land is assessed from prevailing market rate by local enquiry which has been verified with Registration Department and is adopted in cost estimate.

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.

Table 9.4: Cost for Land Acquisition and Structure

Total Cost of Land (million Rs.)

Cost of Structure (in million Rs.)

Total Cost of Land and Structure (in million Rs.)

154.78 66.32 221.09

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.

� Variation in project length during actual execution. � Variation in cutting earth, rock, excavation requiring blasting � Variation in pavement quantities as per final pavement design based on CBR values

and BBD study during construction. � Variation in foundation depth of CD and bridge works after detailed study. � Variation in revetment on hill side after detailed study. � Variation in land acquisition cost as per detailed land plan schedule. � Variation in cost of social settlement after detailed study. � Unforeseen items. � Variation in other components and miscellaneous items.


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9.4.7 Construction Supervision

As it is a major road project, it is absolutely necessary to have an independent agency to supervise the execution of project package. This may consist of appointing a consultant with qualified engineers for effective supervision at the construction stage of project. They should be provided with administration staff, office, accommodation, vehicles, furniture, stationary etc. Hence, provision of 6% of construction cost is made for construction supervision.

9.4.8 Landscaping

To make certain locations free from eyesore, provision for landscaping has been made @ 1% of the construction cost.

9.5 Project Cost for Package I

The total project cost for the package as a whole has been worked out by taking in to account the sum of Road Work, Structures such as Major Bridges, Minor Bridges, Culverts, ROBs, Vehicular Underpasses/Overpasses and Pedestrian Underpasses etc. , Junction improvements, Miscellaneous provisions, Land Acquisition, Compensation for Structures, contingencies, Q.C charges & Construction Supervision and Landscaping.

Total Estimated Project Cost for Package I is Rs. 822.414 crores. 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 % 10.0 ECONOMIC ANALYSIS

10.1 Introduction

Economic evaluation is carried out to assess whether the proposed investment on highway improvement is economically acceptable or not. In other words, the objective of the appraisal is to evaluate if the investment proposed enhances or leads to maximization of social welfare of the community in the hinterland or not. The yardstick to measure such economic viability is usually in terms of Economic Internal Rate of Return (EIRR). As per the TOR, we have estimated Net Present Value (NPV) as well as Benefit Cost Ratio (B/C Ratio) indicators, in order to evaluate the viability in a comprehensive manner. The project is different in nature when it is compared with other routine projects. However it is assumed that by providing alternate alignment to existing road it will serve the benefits in both ways,

(i) it reduces the VOC on the existing road as traffic is being diverted on to the new road

(ii) it reduces the extent of demolition of structures along the existing road. 10.2 Evaluation Framework

Economic evaluation has been carried out within the framework of cost-benefit analysis technique that is widely used in the appraisal of public investment projects. The analysis was carried out for both “with” and “without” project conditions. The Guidelines of MoSRTH, GOI i.e. IRC-SP-30, revised in 1993 and the Study for updating road user cost data, 2001 carried out by CRRI for the MoSRT&H, GOI have been followed in this evaluation.


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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.

Case-1: Base Cost and Base Benefits Case-2: Base Cost + 15% increase in Cost and Base Benefits Case-3: Base Cost and Base Benefits - 15% decrease in Benefit Case-4: Base Cost + 15% increase in Cost & Base Benefits - 15% decrease in Benefit

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.

10.3 The Project

The Project Corridor includes Thiruvananthapuram – Kanyakumari stretch of NH 47 and Nagercoil – Kavalkinaru section of NH 47B. This report pertains to Package I from km 00.000 to km 43.000 NH 47 of Kerala Stretch.

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 10.1: Details of Package-I

Details NH-47 NH-47 (new)

Section Package I Package I

With Out Project With Out Project With Project

Chainage (Km)

Start 552.4 0

End 599 43


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Distance (Km) 46.6 43

Reference Village

Name

From Kazhakkoottam Kazhakkoottam

To Kaliyikkavaila Karode

Savings in Distance (km) Nil 3.7

10.4 Traffic Growth Scenarios

The base year AADT estimated based on traffic survey is presented below to indicate the traffic variations among the Sections. The comparative traffic is presented in Table 10.2 below. However for the analysis purpose the average traffic at section 2 and 3 has been considered without reducing the traffic as project itself is different in nature when compared with other projects. Hence the benefits due to project implementation has been considered as combined for existing and proposed road.

Table 10.2: Base Year Traffic Volume considered for Economic Evaluation

Year Two-

Wheeler Auto/

Tempo Car (NT)

Bus HCV MAV LCV Total Peak Hour

Traffic (PCU)

Total PCU

At km 13/000 (on TVM Bypass)

5767 2582 3563 106 390 38 582 13029 797 10917

At km 626/000 (existing NH 47)

4262 554 2993 1428 1201 975 1384 12798 1273 19891

Forecast growth rate for the above vehicle type are presented in Table 10.3 given below.

Table 10.3: Traffic Growth Rates Year Traffic Growth

Vehicle Type (%)

2Wheelers 12.93 Car 6.52

Bus 5.41 Auto 12.08

Commercial Vehicles 9.54

Others 6.41

10.5 Economic Cost

The estimated financial cost includes taxes and duties, which are transfer payments. These transfer payments are to be deducted from the financial cost to arrive at economic cost. As per IRC SP 30 and as adopted in other projects of NHAI, economic cost is arrived at by applying shadow pricing factor of 0.8 to 0.9 on the financial cost. The estimated economic cost is set out in Table 10.4 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


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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.

10.6 Economic Benefits

The economic benefits considered in evaluating the economic viability of the Corridor are of the following types:

� Savings in vehicle operating cost � Savings in value of time

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.

10.6.1 Estimation of Vehicle Operating Cost

VOC comprises of distance related costs and time related costs. The distance related cost elements are: � Fuel cost � Tyre cost � Engine oil cost � Other oil cost � Grease cost � Spare cost � Maintenance cost

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


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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.

10.6.2 Savings in Value of Time

With road condition and highway configuration, the travel speed will increase, resulting in savings in time for both passenger and goods traffic. In order to estimate the value of time savings, we have used the value of time of passengers and goods, as per the vehicle type, as furnished in the Updated RUCS, 2001. These values are updated to reflect the price level in October 2004. The difference between the estimated value of time for “without and with project condition” is attributed to the project as savings.

10.7 Results of Economic Evaluation

Economic viability is carried out with 25 years benefit period. The result of economic viability analysis as furnished in Table 10.4 below reveals that the project is economically viable with 25 years benefit period when considered for the savings in value of time.

Table 10.4: Results of Economic Viability Analysis for Package-I

Sensitivity Improvement

Cost EIRR

(Only VOC)

EIRR (VOC+ VOT)

NPV (Only

VOC in Mill Rs)

NPV (VOC+

VOT in Mill Rs)

B/C Ratio

Case-1 6408.54 6.16% 13.15% (3004.00) 845.34 1.13

Case-2 7369.82 5.20% 11.98% (3864.12) (14.78) 1.00

Case-3 6408.54 5.05% 11.80% (8510.60) (141.58) 0.98

Case-4 7369.82 4.13% 10.69% (4273.64) (1001.70) 0.86

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.


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11.0 BOT Analysis

11.1 Preface

The purpose of this analysis is to assess the financial viability of the project on BOT basis. BOT assumes that the entire revenue comes from tolls collected from the traffic as per NHAI toll rates and the investment is funded through a 70:30 mix of debt and equity .The viability is assessed from point of view of Equity Investor (Concessionaire), Lender and the project as a whole for period of 30 years

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.

Scenario-1: Without NHAI Grant for 30 Years Concession Period Scenario-2: With NHAI Grant for 30 Years Concession Period 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:

Table 11.1: Package Details

Sl No Description Length in km 1 Package I: From km 00/000 to km 43/000 to of NH-47 43.00

11.2 Project Cost

The Concessionaire Cost includes Civil Construction Cost including improvement of existing carriageway and toll plazas, Contingencies and Supervision cost, IC and preoperative cost, financing cost and Interest during Construction. The project cost from NHAI point of view comprises of land acquisition, shifting of utilities, acquisition of existing structures/facilities, rehabilitation, and resettlement and environment mitigation measures. The cost summary of the package corresponding to both Concessionaire’s and NHAI are given in Table 11.4 below.

11.2.1 Civil Construction Cost

The Civil Construction Cost for package is summarized below

Table 11.2: Construction Cost for Package-I Sl. No

Description Civil Construction Cost Rs. Millions

1 Package –I 5822.10

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%.


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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.

11.2.2 Interest during Construction (IDC)

Interest during Construction is the cost incurred on debt availed during construction period. The portion of debt availed each year is assumed to be in line with proposed percent progress of construction each year namely 30%, 50% and 20% with the actual drawdown each year assumed to be in semi annual installments. Interest is calculated at rate of 11 per annum a small spread over current Prime Lending Rate of State Bank of India. Debt component is assumed to be 70% of the total project cost. The IDC for the Package considering different scenarios are summarized below.

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

11.2.4 Independent Consultant and Preoperative expenses

Based on the past experience as well as taking into account NHAI norms a reasonable figure of 2% is assumed for Independent Consultant and supervision

11.3 Toll Rates

Tolls are determined based on various factors like

a. User willingness to pay b. Revenue required for project viability c. Perceived benefit to the user d. Availability of alternate routes from Origin to Destination

11.3.1 New Toll Policy

In exercise of the powers conferred by section 9 of the National Highways Act, 1956 (48 of 1956) and in supersession of the National Highways (Temporary Bridges) Rules, 1964, the National Highways (Collection of Fees by any Person for the Use of Section of National Highways/Permanent Bridge / Temporary Bridge on National Highways) Rules, 1997, the National Highways (Fees for the Use of National Highways Section and Permanent Bridge – Public Funded Project) Rules, 1997 and the National Highways (Rate of Fees) Rules, 1997, except with respect to things done or omitted to be done before such supersession, the Central Government makes the following Rules for collection of fee for use of Sections of National Highways, bridges, tunnels and structures. 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. Table 11.5: Toll Rates

Sl. No

Type of Vehicle Toll Rates (Rs/Km) for the year 2007

1 Car, Jeep, Van 1.790

2 Light Commercial Vehicle, Mini-Bus

2.700


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Sl. No

Type of Vehicle Toll Rates (Rs/Km) for the year 2007

3 Truck, Bus 5.370

4 HCM, EME, MAV (3 to 6 Axles)

8.070

5 Oversized Vehicles (more than 7 Axles)

10.740

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.

Table 11.6: Projected Toll Rates

Sl. No.

Vehicle Type Toll Rates Rs./

km/Vehicle by 2011 1 Car 3.109

2 LCV 4.647 3 Mini-Bus 4.647

4 Bus 9.293

5 2-Axle 9.293 6 3-Axle 13.907

7 MAV 13.907 8 HMV 18.554

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

Vehicle Type Traffic on

Thiruvananthapuram Bypass (VC-2)

Traffic at km 626/000 of NH 47

(VC-3)

Tollable Traffic

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

11.4.1 Traffic Growth rates

For the financial analysis purpose the traffic growth is not based on the traffic forecast based on the economy. But to be on conservative a traffic growth of 5% per annum as suggested by Planning Commission has been adopted.

11.5 Toll Revenue

Toll revenue for the next 30 years has been calculated based on the base year traffic of 2004 for each vehicle category. product of forecast traffic of the vehicle category and the toll charge for that category will yield the toll revenue. The toll revenue is calculated based on the traffic growth of 5% to be on conservative estimate.


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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.

11.7 Sources of Finance

Sources of finance available with the Concessionaire for funding the project are

� 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.

11.8.1 Expenses during Construction Period

� Preliminary and Preoperative expenses � Contingency allowance to take care of unforeseen expenses during construction

period � Interest during Construction period

The total project cost includes construction cost and expenses during construction period.

11.8.2 Expenses during Operation and Maintenance Period

� Toll Collection expenses � Administrative expenses for day to day operation � Maintenance expenses which include routine and periodic maintenance � Interest expense on debt

11.8.2.1 Expenses towards Toll Collection

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


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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.

Table 11.8: Toll Plaza Expenses

Sl. No

Description Total Nos per Day

Rate per shift (Rs)

Total (Rs)

1 Cashiers 30 425 4653750

2 Assistants 20 200 1460000

3 Security 20 200 1460000

4 Security Supervisor

10 375 1368750

5 Toll Supervisor 10 700 2555000

6 Toll Manager 2 900 657000

7 Electricity* 1 150000 150000

8 Telephone* 1 50000 50000

9 Canteen* 1 50000 50000

10 Vehicles* 1 50000 50000

Total 12454500

Say Rs 12.5 Millions

11.8.2.2 Expenses towards Operation and Maintenance

Routine maintenance expenses are required for maintenance of pavement, collection of litter, traffic management (policing), accident repairs and all ancillary works including beautification

Periodic maintenance expenses are required for overlay, repair/renovation of road furniture, drains, buildings etc. Periodic maintenance includes periodic renewal every 5 years.

The estimate for the routine maintenance and periodic maintenance per km is given in Table 11.9 below. Table 11.9: Maintenance Cost in Rs Million per Km

Sl No

Description Amount (Rs

Millions)

1 Routine maintenance (every year): cost per km for the four lanes with paved shoulder (Rs millions/Km)

0.40

2 Periodic maintenance (every five years): cost per km for four lanes with paved shoulder (Rs millions/Km)

4.50

3 Operation and Maintenance of Toll Plaza (Rs millions/annum) 12.5

11.9 Viability Criteria

11.9.1 BOT with and without NHAI grant

The criteria for assessing project viability on BOT both with and without NHAI grant is as mentioned in Table 11.10 below. The minimum requirement for project to be feasible in terms of BOT project should have the following values.

Table 11.10: Details of Viability Criteria Sl. No Financial Parameter Should be

1 Project FIRR (Post Tax) Minimum 13%


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2 Project FIRR (Pre Tax) Minimum 14% 3 Equity FIRR (Post Tax) Minimum 16% 5 NPV Greater than zero

6 Payback Maximum 9 years 7 DSCR Minimum 1.3

11.9.2 BOT Annuity

In case none of the above criteria are met or else only a few of the above criteria are met, the project is analyzed for assessing the quantum of annuity (in semi annual installments) that the project must receive from NHAI as assured payments.

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.

11.10 Results of Financial Analysis

Based on the assumptions, project costs, scenarios and expenses as explained in earlier sections, financial analysis has been carried out as BOT Toll project with and without NHAI grant and also as BOT Annuity project. The summary of analysis is given in Table 11.11 below.

Table 11.11: Summary of Financial Analysis

Parameters For 40% NHAI GRANT

PROJECT FIRR (Post Tax) 9.35% EQUITY FIRR (Post Tax) 9.54%

NPV Rs. (-) 133.62 Crores

12.0 CONCLUSIONS AND RECOMMENDATIONS

12.1 General

The project road consists of Thiruvananthapuram – Kanyakumari section of NH-47 and Nagercoil – Kavalkinaru section of NH-47B. The project has been taken up by NHAI for improvement to four / six lane carriageway under NHDP Phase-III. The existing road and traffic conditions have been investigated in detail and suitable proposals have been made to suit the site conditions and future requirements, which are summarised below.

12.2 Existing Road Conditions

The existing NH-47 between Thiruvananthapuram to Kerala border is two-lane carriageway with Earthen shoulders. Geometrics of the road do not conform to NH standards and there is excessive ribbon development all along the alignment. Widening of the road would involve extensive demolition of churches, temples, schools, commercial and residential buildings. In view of this, various alternate proposals have been investigated and the most suitable one has been adopted for preparation of the project report.

12.3 Proposed Alignment

The proposed alignment starts from Kazhakkoottam which is the starting point of Thiruvananthapuram – Neyyanttinkara bypass. The alignment follows the existing bypass upto km 22/600 (Kovalam) and further upto Karode village near Kerala Border.


SECON 65 NH 47 & 47B-66-PR-O001

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.

12.4 Typical Cross Sections

Typical cross sections have been generated for 60m ROW with various elements of carriageway, shoulders, median, utility corridor and service roads. Details of the cross sections are given in Table 12.1 below:

Table 12.1: Widths of Cross Sectional Elements

Elements Width (m) Remarks

Main Carriage way 2 X 7.000 14.000 - Paved shoulder 2 X 1.500 3.000 -

Gravel Shoulder 2 X 1.500 3.000 -

Space for Slope/Future reserve

Drain 2 X 1.000 2.000 -

Service Roads 2 X 5.500 11.000 -

Utility corridor 2 X 2.000 4.000 -

Median 1 X 4.500 4.500 -

Shy off distance 2 x 0.250 0.500 -

Total 45.00 -

12.5 Proposed Structures

The proposed alignment need to be provided with various types of structures based on the requirement as per the site conditions. The alignment crosses minor streams, nalas, tanks, ponds and other water bodies. In addition to the above, the proposed alignment crosses major roads and minor roads. At all these crossings depending on importance, suitable structures are proposed, which include Major Bridges, Minor Bridges, Culverts (Box and Pipe), Vehicular Underpasses, Vehicular Overpass, Pedestrian Underpasses, ROBs for the existing railway lines where the alignment cross the railway line etc. 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.

Table 12.2: List of Structures Proposed for Package I

Sl. No.

Type of Structures No. of Structures

1 Major Bridges 04

2 Minor Bridges 15 3 Box Culverts 27

4 Pipe Culverts 101 5 Vehicular Underpasses 6

6 Vehicular Overpasses 5 7 ROB 1

12.6 Pavement Design

Main Carriageway For the proposed alignment, a flexible pavement has been proposed for entire section based on the commercial vehicles on the road section.


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Average Commercial Vehicles per day = 1478CVPD Expected Traffic on New Alignment = 65% of CVPD Design Period = 15 years. Sub-Grade CBR = 8%. Vehicle Damage Factor = 4.5 Lane Distribution Factor = 0.75 Traffic Movement in each direction = 50% Traffic Growth per annum = 7% Design Traffic loading for 15 years = 19 msa 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.

Table 12.3: Pavement Layer Thickness for Main Carriageway






Total 575

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. Table 12.4: Pavement Layer Thickness for Service Road

Sl. No. Type of Layer Layer Thickness (mm)

1 Semi-Dense Bituminous Concrete (DBM) 25




Total 475

12.7 Cost Estimate

The total project cost for the package as whole has been worked out by taking in to account the sum of Road Work, Structures such as Major Bridges, Minor Bridges, Culverts, ROBs, Vehicular Underpasses/Overpasses and Pedestrian Underpasses etc. , Junction improvements, Miscellaneous provisions, Land Acquisition, Compensation for Structures, contingencies, Q.C charges & Construction Supervision and Landscaping. The Total Project Cost for Package I is Rs. 822.414 Crores.

12.8 Economic Analysis

The economic analysis for Package-I reveals that project is viable except in worst scenario i.e. in Case-4.

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