Project Report Cherthalai Ochira NH-47 PKG-I

CONTENTS

Sl.

No. Description Page Nos.

Executive Summary Es-1 to Es-4

1. Introduction 1-1

2. Contract 1-1

3. Project Background 1-1

4. Pavement Condition Survey 1-20

5. Road Measurement Data Acquisition System (Romdas) 1-21

6. Benkelman Beam Deflection Tests 1-22

7. Intersections and Railway Crossings 1-22

8. Cross Drainage Works 1-25

9. Hydrology of Bridges 1-25

10. Bridges and Structures 1-26

11. Reports Submitted 1-31

12. Later Developments 1-31

13. Present Status 1-32

14. Site Visit 1-32

15. Packaging 1-32

16. Traffic Surveys 1-32

17. Bypass 1-49

18. Design of Pavement 1-49

19. Preliminary Environment Assessment 1-49

20. Initial Social Assessment 1-51

21. Estimated Cost 1-51

22. Economic and Financial Analysis 1-51

23. Memorandum for PPP Appraisal Committee 1-55

24. Conclusion and Recommendation 1-55 to 1-56

Introduction

Monthly Progress Report

1 - 2

BRIEF PROJECT REPORT

1. INTRODUCTION

M/s Intercontinental Consultants and Technocrats Pvt. Ltd., New Delhi have been appointed

as Consultants to carryout the Feasibility Study and preparation of Detailed Project Report

(DPR) for 4/6-laning of Cherthalai to Thiruvananthapuram section of NH-47 in Kerala State

(Package No. NHDP Phase III/DL4/22). The work will be executed on BOT basis.

2. CONTRACT

i) Amount of Consultancy Contract : Rs. 2,21,69,400.00 (Excluding service

tax)

ii) Agreement Date : 08.09.2005

iii) Contract Period : 12 Months

iv) Length : 173 km

3. PROJECT BACKGROUND

National Highways Authority of India has decided to take up the development,

maintenance and management of various National Highway corridors / section under

NHDP Phase-III Programme of 4/6- laning of 10000 km on BOT basis where the

intensity of traffic has increased significantly and their is a requirement for

argumentation of capacity for safe and efficient movement of traffic. The Present

Project study concerned with Cherthalai- Thiruvananthapuram section of NH-47,

(length –172.8km) in Kerala state including the bypasses under construction i.e.

Alappuzha and Kollam and proposed new by pass in Attingal.

NHAI is employer and executing agency for the consultancy services and the

standards of output required from the appointed consultants are international level

both in the terms of quality and adherence of the agreed time schedule.

3.1 Consultancy Services

M/S Intercontinental Consultants & Technocrats Pvt. Ltd., A-8 Green Park, New

Delhi, India have been appointed as Consultants vide letter no NHAI/ BOT/

11012/67/20054 (Pt) ‘H’ /399 dated 18.08.2005 to carry out the Feasibility Study and

Detailed Project Report (DPR) for 4-laning of the section from Cherthalai (Km.

379.100) of NH-47 to Thiruvananthapuram (km 551.900) of NH-47 in the State of

Kerala. The scope and principal objectives of the consultancy services, shall be in

accordance with the Terms of Reference, which is part and parcel of the contract

agreement. The services were commenced with the effect from 23.09.05 and the date

of submission of Detailed Project Report for this Project was 23.09.2006.

As per the directive of NHAI in conformity with the meeting held on dated 08.11.05

chaired by Chief Minister Govt. of Kerala. Consultant has carried out the Feasibility

Study, for the section of project road between km 379.100 to km 551.900.

The Quality Assurance Plan and Inception Report were submitted vide letter no.

ICT:436:WR:8503 dt. 27.09.05 and ICT:436:WR: 9268 dated 20.10.05, respectively.

Draft Feasibility Study report for Stage-II, from Km 431.000 (Purakkad) to km

551.900 (Kazakuttam Junction) of NH-47 was submitted vide letter no.

ICT:436:WR:1488 dated 13.02.2006.

Present submission Draft Preliminary Project Report (PPR) for Stage-I from Km.

379.100 to Km. 465.000 of NH-47, has been prepared in various chapters

incorporating the suggestions received from time to time from Member Technical

(BOT), CGM (BOT) and GM (BOT).

3.2 Project Description

The total project road length is 168.950 km. It starts from km 379.100 ch. 379.100 of

NH-47 at the junction of Thiurvoor and ends at Kazakuttam junction at km 551.900

ch. 548.05. This stretch of road passes through populated areas such as Cherthalai,

Alappuzha, Kalavoor, Punnapra, Ambalapuzha, Haripad, Kayamkulam,

Krishnapuram, Ochira, Karunagapally, Chavara, Kollam, Umayanallore, Kottiyam,

Pariapally, Vavakavu, Puthiyakavu, Kavanadu, Attingal, Mamam, Pallipuram, and

Mangalpuram. The existing road is two lanes with paved shoulder on either side.

3.3 Interaction with Client and State Government of Kerala

Subsequent to the award of contract for this project a start up meeting was held with General

Manager, BOT –(II) NHAI at Delhi on 27.09.2005 where it was intimated that starting point

of this project is at Thiurvoor Junction of Cherthalai (Km 379.100) and end point is at

Kazakuttam Junction, beginning of Thiruvananthapuram bypass i.e. km 551.900.

GM, BOT-II, NHAI, had informed that for this project nodal officer has been appointed i.e.

Secretary PWD Kerala Govt. and the Consultant on visit to Thiruvananthapuram should meet

him.

The Team Leader of ICT for the subject project met Secretary PWD Kerala Govt., Nodal

Officer for the project on 30-9-2005 at his office. On 1.10.2005, meeting was organized in the

office of Secretary PWD Kerala Govt. where all the officers of National Highway Division

Kerala PWD and Mr. Abraham Zachariah Chief Engineer (Southern Region), Kerala Water

Authority, Thiruvananthapuram was present in the discussion about submission of Land Plan

and utility shifting. After the reconnaissance survey of the entire stretch by the ICT team members, the Secretary PWD was again contacted on 4.10.2005.

The meeting was held again with CGM BOT-I, NHAI and Team Leader of ICT on 27.11.05.

The Inception Report was discussed in detail and certain changes were proposed by CGM,

BOT-I, NHAI and the same were complied by ICT on priority. The CGM, BOT-I, NHAI also

Introduction


1 - 4

informed about the presentation to be given by ICT consultants to the chief minister of Kerala

and other officers of Kerala Govt. on 8.11.2005 based on the Inception Report submitted by

ICT on 20.10.05.

The CGM, BOT-I, NHAI, inspected the project site on 7th November 2005. The presentation

as per the direction of CGM, BOT-I, NHAI was given by the Team Leader for the above

project on 8.11.2005 in the CM’s conference hall at Thiruvananthapuram. The meeting held on 08.11.05, was chaired by Honorable Chief Minster of Kerala Govt., presided by Minister

(Works) Kerala Govt., meeting was also attended by Minister (Revenue), Minister (Power),

Minister (Water Recourses and Forest), Vice Chairman (State Planning Board), CGM, BOT-I,

NHAI, Mr. Ashok Wasson; Secretaries of the various department of Kerala Govt. Inspector

General of Police and various Head of the departments of Kerala Govt.

The minutes of the above meetings has been issued by Kerala Govt. on dated 9th Nov. 2005

conforming that in this stretch of road ROW is limited to be 30m, wherein it was intimated that (NHAI) agreed to start the work of four laning for minimum one stretch by Jan’ 06.

Further in Continuation of the Minutes of the meetings on 8.11.2005 it was communicated by

Secretary PWD Kerala Govt. that the section from Km 379.100 to Km 431.000 will be taken

up in first phase. Subsequently, during discussion on phone between CGM, BOT-I, NHAI and

Executive Director- III of ICT, it was intimated by CGM that minimum stretch of 50 Km of

the project road, i.e. Km 379.100 to Km 431.000, to be considered by ICT as BOT package,

in the first phase, for the preparation of feasibility study and detailed project report.

The Feasibility Study cum Preliminary Project Report, for Stage-I (km 379.100 to km

427.860) was submitted by the consultant, vide letter dated 29.12.05. The comments by the

Client, on the report is received on dated 05.01.06, during the discussion held on Feasibility

Study Cum Preliminary Project Report, at the office of CGM, BOT-I, NHAI. In accordance to

the said comments, Final Feasibility Study Report Cum Preliminary Project Report for Stage-

I (from Km 379.100 to 427.860) was modified, and submitted vide letter no

ICT:436:WR:1363 dated 08.02.2006. For the preparation of Feasibility Study report, for Stage-II, from km 431.000 to km 551.900, the comments received by Consultant, on Draft

Feasibility Study report for Stage-I was considered, as applicable and found relevant for

Stage-II. The Feasibility Report Study Report for the section km 431.000 to km 551.900 was

submitted vide letter no. ICT:436:WR:1488 dated 13.02.2006.

A review meeting of all the National Highway Projects in Kerala State was conducted by

Honble Minister of Ministry of Shipping, Road Transport & Highways, Govt. of India at

Thiruvananthapura on 17.07.2006, where it was declared this is the only stretch of road where 4-laning work is allowed to be done in 30m ROW as a special case. 4-laning work by NHAI

will be done where ROW of 60m is available.

A meeting was conducted by Member (Technical) & CGM NHAI at

Thiruvananthapuram on 17.07.2006 for this project road and the final decision for

length of packages was taken, which are as follows:

Package-I : Km. 379.100 to Km. 465.000 (ch. 379.100 to ch. 462.700)

Package-II : Km. 465.000 to Km. 551.900 (ch. 462.700 to ch. 548.050)

The Member Technical BOT and GM BOT had visited the project site on 16.12.2006

and had given certain suggestion to be incorporated in draft PPR.

Accordingly the Draft Preliminary Project Report (DPPR) for Package-I has been prepared

incorporating the various decisions taken in the board by Client

The broad features of the Draft Preliminary Project Report submitted earlier for Package-I,

are as under:

i) The Section of the project road in Stage-I shall be from km 379.100 (Thiruvoor Junction)

in Alappuzha District to km 465.000 (Ochira) in Kollam District.

ii) The width of service road shall be 5.5m (including drain). Median width in existing main

road (excluding bypass) is 0.5m and in bypasses shall be 4.5m.

iii) Width of the carriageway shall be 8.75m through out the project road, including 1.5m

paved shoulder on both side of main carriageway

iv) Overall deck width of each 2-lane unit of bridges has been kept as 12m with deck

configuration shown in the sketch enclosed with NHAI’s circular no. NHAI/PH-

II/NHDP/ADB/GM (NS)-1/108 dated 11.08.2004 which has scope for widening to 3-

lanes in future.

The main carriageway is designed for 70 msa traffic load and service road is design for 5 msa

traffic load.

3.4 Project Influence Area

The immediate project influence area falls in three districts of Kerala State i.e. Alappuzha,

Kollam and Thiruvananthapuram.

Geographically, Kerala is at the southern most tip of India. No place on earth is perhaps as

naturally green as breathtakingly endowed, green, Kerala. Kerala means “Land of coconut

trees”, which undoubtedly it is. The present state of Kerala was established on November

1956 before that was known as Malabar comprising of three states- Malabar, Cochin and

Travancore. Trivandrum was designated as the capital of the newly formed State Kerala.

Now it is known as Thiruvananthapuram, meaning the “City of Anantha” or the abode of the

Sacred Serpent. Anantha on which Lord Vishnu, the Preserver of the Hindus trinity, reclined.

Kerala is the most literate state in this country and has one of the most advanced society in

India with the highest physical quality of life index. Kerala is 5.5 hours ahead of GMT, 4.5 hours behind Australian eastern standard time and 10.5 hours ahead of American standard

time. It is a fast growing destination for Information Technology and Tourism.

Covering an area of 38863 sq kms with a density of 819 per sqm km. and having a length of

575 kms with 14 districts, the population of state is 31.84 million. The literacy rate is

90.92%. This is the only state where the female population is higher than the male (Sex Ratio

is 1058 females per 1000 males). The state embrace the world famous beaches i.e. Kovalam,

sleepy hemlets, picturesque hill stations i.e. Ponmudi, Peermade, Munnoor, flat riverbeds and evergreen forests. The state contains variety of wildlife including famous sanctuaries i.e.

Pariyar (Thekkady), silent valley, Parambikulam which is the home to Bisons. The state is

famous for abundance of grant teaks, rosewood, ebony and sandalwood.

The State have some exotic spice plantations, cardomon, black pepper, cinnamon and ginger

grow in abundance. Kerala is the state, famous for Ayurvedic treatment including oil bath

and massage.

As regards climate is concerned the temperature ranges from 35.50C to 21.50C. The rainy

season is from June to November i.e. June to September south - west monsoon (heavy) and September to November North East monsoon which is weaker. Total average rainfall per

year is 3000 to 3500 mm.

As per the census of 2003 there are 27,45,948 vehicles. The highways are overloaded and

the present system is not able to adjust with the large number of vehicles. The statistics

indicate that the road accidents in Kerala is increasing day by day, more accidents occur

during April-May. About 33% of the total accidents were for the two wheelers. Out of total

137678Km National Highway Network in the country, Kerala State has 1560 kms National

Highways. At present there are 8 nos. National Highway in the State.

NH-47 : Walayar-Kaliyikkavila

NH-17 : Thalapadi-Edappally

Introduction


1 - 6

NH-49 : Bodimettu-Kundannoor

NH-47A : Kundannoor-Willington Island

NH-208 : Kollam-Aryankavu

NH-212 : Kozikode-Muthanga

NH-213 : Palakkad-Kozikode

NH-202 : Kollam-Kumily

Out of 8 National Highways, NH-47 is the busiest highway in the State. NH-47 starts at

Salem in Tamilnadu and passes through Kerala and ends at Kanyakumari in Tamilnadu, the

southern most tip of the country. Important Industrial/Commercial Centre located at this NH-

47 are Salem, Erode. Coimbatore, Palaghat, Thrissur, Erunakulam, Alappuzha, Kollam,

Thiruvananthapuram, Nagarcoil and Kanyakumari. This portion of NH-47 in Kerala is

connected to other parts of the country through the following National Highways.

1. NH-17 from Edappally passing through Calicut, Mangalore, Goa and terminating at

Bombay

2. NH-49 from Ernakulam, passing through Moovattupuzha, Munnar, Madurai and

terminating at Rameswaram in Tamilnadu.

3. NH-208 originates at Kollam and passing through Kundara, Kottarakara, Punaloor, Thenmala, Aryankavu, Kottavasal, Chenkota and Thani.

3.5 Salient Features

The reconnaissance on the project road section from Cherthalai to Thiruvananthapuram was

carried out during 30th September 2005 to 6th October 2005. Subsequently detail survey has

been conducted for Stage-II (Km 465.000 to Km 551.900) in October 2005 to February 2006.

As per our survey, the observed salient features in km 379.100 to km 465.000 are as under.

1. The project road in Stage-I starts from km 379.100 Alappuzha districts and it ends at km

465.000 in Kollam district.

2. The road passes through Cherthalai, Alappuzha, Kalavoor, Punnapara, Ambalapuzha,

Haripad, Kayamkulam, Krishnapuram & Ochira.

3. The construction of Alappuzha (4-lane) from km 408.00 km to km 415.00 of NH-47, 2-

lane bypass is constructed.

4. Ribbon development has been observed throughout the project road, including by pass

and the improvement of the existing road demands provision of service road for main

road, NH-47 and for by pass.

5. Throughout the project road, the land use outside the existing ROW is Built up in major portion of the project road. In certain section of project road, Commercial area and

Industrial area exist.

6. The project road is the connecting road between the capital city of Thiruvananthapuram

and the Port city of Cochin in the state of Kerala.

7. Major portion of existing road is in Ground level. In certain section the road is in

embankment

8. Condition of existing embankment, in certain parts of the project road, is not in

conformity to the design specifications as it is completely eroded.

9. The project stretch is having 9 bridges, out of which 6 nos. shall be additional 2-lane

bridges and new bridge.

The 83.6 km long project road shall be having 15 nos. underpasses. Out of which 11

underpasses & 4 are existing 2-lane.

10. The project road shall be having 12 no major junctions.

11. In major portion of project road, the existing pavement condition is satisfactory.

12. The position of present road within the ROW shall demand provision of both semi

concentric and eccentric widening.

The ROW data and the detail of land use as observed by the Consultant is furnished in

Table 1.

Table 1: ROW Details

Sl.

No.

Chainage

(Km)

Carriageway

Width

(M)

Right Side

Open Area

(M)

Left Side

Open Area

(M)

Right Of

Way

(M)

Land Use

Left Side

(M)

Land Use

Right Side

(M)

1 379.100 27.00 1.40 3.60 32.00 BUA+CA BUA+CA

2 380.100 19.80 8.00 4.20 32.00 BUA BUA

3 381.100 19.80 8.20 4.00 32.00 BUA BUA

4 382.100 19.80 4.50 8.20 32.50 BUA+CA BUA+CA

5 383.100 19.80 6.20 4.60 30.60 BUA+CA BUA+CA

6 384.100 19.80 5.30 5.70 30.80 BUA BUA

7 385.100 19.80 4.00 8.20 32.00 BUA BUA

8 386.000 19.80 3.30 6.90 30.50 BUA BUA

9 387.100 19.80 6.20 5.00 31.00 BUA BUA

10 387.300 10.00 900 5.60 24.60 BUA BUA

11 388.000 11.80 9.00 3.60 24.60 BUA BUA

12 389.000 10.30 5.70 8.40 24.60 BUA BUA

13 390.000 10.00 9.00 5.70 24.70 BUA BUA

14 392.700 10.00 9.00 5.60 24.60 BUA BUA

15 392.000 17.60 6.40 6.50 30.50 BUA BUA

16 393.000 10.00 14.50 6.00 30.50 CA CA

17 394.000 10.00 14.20 6.30 30.50 BUA BUA

18 395.000 10.00 5.60 14.90 30.50 BUA BUA

19 396.000 10.00 14.50 6.00 30.50 BUA BUA

20 397.000 10.00 14.50 6.00 30.50 BUA IA

21 398.000 10.00 13.10 7.40 30.50 BUA+CA BUA

22 399.000 15.30 7.70 7.50 30.50 BUA+CA BUA+CA

23 400.000 10.00 11.30 9.20 30.50 BUA+CA BUA+CA

24 401.000 10.00 7.50 13.00 30.50 BUA BUA

25 402.000 10.00 8.50 12.00 30.50 BUA BUA

26 403.000 10.00 15.00 5.50 30.50 BUA+AG BUA+AG

27 404.000 10.00 9.50 11.00 30.50 BUA BUA

Introduction


1 - 8

Sl.

No.

Chainage

(Km)

Carriageway

Width

(M)

Right Side

Open Area

(M)

Left Side

Open Area

(M)

Right Of

Way

(M)

Land Use

Left Side

(M)

Land Use

Right Side

(M)

28 405.000 10.00 10.50 10.00 30.50 BUA+IA BUA+IA

29 406.000 10.00 11.00 9.60 30.60 IA IA

30 407.000 10.00 15.60 7.10 32.70 IA+CA IA+CA

31 408.000 10.00 4.95 16.50 31.45 CA CA

32 409.000 10.00 9.30 13.50 32.80 BUA+CA BUA+CA

33 ALAPUZHA BY PASS

34 000.100 7.00 24.50 13.50 45.00 BUA BUA

35 000.200 7.00 24.50 13.50 45.00 BUA BUA

36 000.300 7.00 24.50 13.50 45.00 BUA BUA

37 000.400 7.00 24.50 13.50 45.00 BUA BUA

38 000.500 7.00 24.50 13.50 45.00 BUA BUA

39 000.600 7.00 24.50 13.50 45.00 BUA BUA

40 000.700 7.00 24.50 13.50 45.00 BUA BUA

41 000.800 7.00 24.50 13.50 45.00 BUA BUA

42 000.900 7.00 24.50 13.50 45.00 BUA BUA

43 001.000 7.00 24.50 13.50 45.00 BUA BUA

44 001.100 7.00 24.50 13.50 45.00 BUA BUA

45 001.200 7.00 24.50 13.50 45.00 BUA BUA

46 001.300 7.00 24.50 13.50 45.00 BUA BUA

47 001.400 7.00 24.50 13.50 45.00 BUA BUA

48 001.500 7.00 24.50 13.50 45.00 BUA BUA

49 001.600 7.00 23.50 14.50 45.00 BUA BUA

50 001.600 to

006.000

Pavement not

constructed

51 006.100 7.00 24.50 13.50 45.00 BUA BUA

52 006.200 7.00 24.50 13.50 45.00 BUA BUA

53 006.300 7.00 24.50 13.50 45.00 BUA BUA

54 006.400 7.00 24.50 13.50 45.00 BUA BUA

55 006.500 7.00 24.50 13.50 45.00 BUA BUA

56 006.600 7.00 24.50 13.50 45.00 BUA BUA

57 006.700 7.00 24.50 13.50 45.00 BUA BUA

58 006.800 7.00 24.50 13.50 45.00 BUA BUA

59 006.900 7.00 24.50 13.50 45.00 BUA BUA

Sl.

No.

Chainage

(Km)

Carriageway

Width

(M)

Right Side

Open Area

(M)

Left Side

Open Area

(M)

Right Of

Way

(M)

Land Use

Left Side

(M)

Land Use

Right Side

(M)

60 007.000 7.00 24.50 13.50 45.00 BUA BUA

61 007.100 7.00 24.50 13.50 45.00 BUA BUA

62 007.200 7.00 24.50 13.50 45.00 BUA BUA

63 007.300 7.00 24.50 13.50 45.00 BUA BUA

64 007.400 7.00 24.50 13.50 45.00 BUA BUA

65 007.500 7.00 24.50 13.50 45.00 BUA BUA

66

007.580

(End of

Alappuzha

By Pass)

7.00 24.50 13.50 45.00 BUA BUA

67 416.200 10.50 9.00 11.00 30.50 BUA BUA

68 417.000 10.00 8.60 12.00 30.60 BUA BUA

69 418.000 10.00 5.50 15.00 30.50 BUA BUA

70 419.000 10.00 4.50 16.00 30.50 BUA BUA

71 420.000 10.00 9.50 11.00 30.50 BUA+CA BUA+CA

72 421.000 10.00 6.55 14.30 30.85 BUA BUA

73 422.000 10.00 7.50 13.00 30.50 BUA BUA

74 423.000 10.00 10.00 10.50 30.50 BUA BUA

75 424.000 13.20 12.70 4.75 30.65 BUA+CA BUA+CA

76 425.000 15.00 10.00 5.50 30.50 BUA+CA BUA+CA

77 426.000 10.00 7.50 13.00 30.50 BUA+CA BUA+CA

78 427.000 10.00 6.20 14.30 30.50 BUA BUA

79 428.000 10.00 7.20 13.30 30.50 BUA BUA

80 429.000 11.75 1.00 17.75 30.50 BUA+CA BUA+CA

81 430.000 10.50 6.00 14.00 30.50 BUA BUA

82 431.000 14.00 2.50 14.00 30.50 BUA BUA

83 432.000 10.50 10.50 9.50 30.50 BUA BUA

84 433.000 10.00 10.00 10.50 30.50 BUA BUA

85 434.000 13.00 10.00 7.50 30.50 Marshy* Marshy

86 435.000 10.00 12.00 8.50 30.50 Marshy Marshy

87 436.000 10.00 9.50 11.00 30.50 Marshy +

Coconut

Marshy +

Coconut

88 437.000 10.00 15.00 5.50 30.50 Marshy +

BUA

Marshy +

BUA

Introduction


1 - 10

Sl.

No.

Chainage

(Km)

Carriageway

Width

(M)

Right Side

Open Area

(M)

Left Side

Open Area

(M)

Right Of

Way

(M)

Land Use

Left Side

(M)

Land Use

Right Side

(M)

89 438.000 10.00 15.50 5.00 30.50 Marshy +

BUA

Marshy +

BUA

90 439.000 10.00 15.00 5.50 30.50 BUA BUA

91 440.000 10.00 12.50 8.00 30.50 BUA+CA BUA+CA

92 441.000 10.00 8.50 12.00 30.50 BUA BUA

93 442.000 10.00 16.50 4.00 30.50 BUA BUA

94 443.000 9.00 7.50 14.00 30.50 BUA BUA

95 444.000 10.00 7.50 13.00 30.50 BUA+CA BUA+CA

96 445.000 24.00 3.00 3.50 30.50 RES+BU

A+CA

RES+BUA

+CA

97 446.000 10.00 5.00 15.50 30.50 BUA+CA BUA+CA

98 447.000 10.00 6.00 14.50 30.50 BUA+CA BUA+CA

99 448.000 10.00 7.50 13.00 30.50 BUA+CA BUA+CA

100 449.000 10.00 7.00 13.50 30.50 BUA+OP

EN AREA

BUA+OPE

N AREA

101 450.000 10.00 6.00 14.50 30.50 BUA+OP

EN AREA

BUA+OPE

N AREA

102 451.000 10.00 15.00 5.50 30.50 BUA+OP

EN AREA

BUA+OPE

N AREA

103 452.000 10.00 15.00 5.50 30.50 BUA BUA

104 453.000 10.00 16.00 4.50 30.50 BUA+CA BUA+CA

105 454.000 10.00 10.00 5.50 30.50 BUA BUA

106 455.000 10.00 13.00 7.50 30.50 BUA BUA

107 456.000 10.00 16.00 4.50 30.50 BUA BUA

108 457.000 10.00 15.00 5.50 30.50 BUA+CA BUA+CA

109 458.000 11.50 12.00 7.00 30.50 BUA+CA BUA+CA

110 459.000 10.00 16.00 4.50 30.50 BUA+CA BUA+CA

111 460.000 10.00 7.00 13.50 31.00 BUA BUA

112 461.000 9.50 6.50 14.50 31.00 BUA+CA BUA+CA

113 462.000 10.00 5.00 15.50 30.50 BUA+CA BUA+CA

114 463.000 10.00 5.00 15.50 30.50 BUA+CA BUA+CA

115 464.000 10.00 6.50 14.00 30.50 BUA+CA BUA+CA

116 465.000 10.00 5.50 15.00 30.50 BUA BUA

* 433.500 to 435.000 River / Marshy

3.6 Existing Road

The existing NH-47 is the busiest highway in the State of Kerala. The alignment of the

project road, under Stage-I, i.e. from Km 379.100 (Thiruvoor) to Km 465.000 (Ochira), is

straight in major portion of the road.

The of project road is in Plain terrain. The horizontal and vertical alignment are generally

satisfactory except in a few reaches. However the Geo-metrics of the existing road is subject

to further review and analysis, in conformity to the proposed design standard of Geo-metrics

and in line with improvement option.

In major portion of the section, width of carriageway is 10m, including 1.5m paved shoulder on both side of main carriageway. Most of the stretch of road passes through built-up areas,

commercial areas and Industrial areas.

In some urban areas/ city areas the section of project road is locally developed, having 4-lane

divided carriageway. The approximate width of each carriageway is 8.5m –9.0m including

paved shoulder. Width of median varies from 1.5m to 3m.

From ch 408.00 to ch. 415.00 there is a 2-lane bypass at Alappuzha.

3.7 Carriageway Width (Pavement Width)

Carriageway width including Paved shoulder of the existing project road is furnished in Table

2.

Table 2: Carriageway Width

Sl

No

Chainage

(Km)

Length

(Km) Road formation

Main

Carriageway

(m)

Paved

Shoulder

(m)

01 379.100-379.500 0.40 4 lane divided carriageway 7.25+8.50 2 x 1.50

02 379.500-387.100 7.60 4 lane divided carriageway 7.25+7.25 2 x 1.50

03 387.100-387.500 0.40 2 lane undivided c’ way 7.30 2 x 1.50







10 397.500-398.000 0.50 4 lane divided carriageway 7.00 2 x 1.50




14 408.000-411.000 3.0 2 lane undivided c’ way 7.00 Nil







21 429.765-430.264 0.499 4 lane undivided c’ way 2x7 Nil

Introduction


1 - 12

Sl

No

Chainage

(Km)

Length

(Km) Road formation

Main

Carriageway

(m)

Paved

Shoulder

(m)

22 430.264-432.706 2.442 2 lane undivided c’ way 7 2x1.5

23 432.706-433.153 0.447 4 lane undivided c’ way 2x6.5 Nil


25 437.124-437.604 0.480 2 lane undivided c’ way 7 2x2




29 443.560-444.060 0.500 4 lane undivided c’ way 2x7.5 2x3.0


31 446.059-446.558 0.499 4 lane undivided c’ way 2x7 2x1.5









Total (km) 83.618

3.8 Un-paved Shoulder Type and Width

The project road is having existing road formation in Ground level or in embankment of unsatisfactory structural condition. Existing earthen shoulder, does not satisfy the quality

requirement stipulated for earthen shoulder and need rehabilitation.

3.9 Land Use

The land use along the existing NH is built-up area and commercial area in major portion of

project road, as a effect of ribbon development. In certain parts of project road, the land use

is Industrial area. The utilities are running along the NH through out its length. Utilities like

electricity, water supply lines etc are also crossing the NH. The data collected has been

furnished in Table 3.

Table 3 : Land Use

Sl.

No.

Location (km) Land Use Village

From To Left Right

1 379.100 379.500 BUA+CA BUA+CA Thiruvoor

2 379.500 380.000 BUA+CA BUA+CA Thiruvoor

3 380.000 380.500 BUA BUA Thiruvoor

Sl.

No.


From To Left Right

4 380.500 381.000 BUA BUA Thiruvoor

5 381.000 381.500 BUA BUA Cherthalai


7 382.000 382.500 BUA+CA BUA+CA Cherthalai




















27 392.000 392.500 BUA BUA Marthorvatton

28 392.500 393.000 BUA BUA Marthorvatton

29 393.000 393.500 CA CA Marythasa

30 393.500 394.000 CA CA Marythasa

31 394.000 394.500 BUA BUA Marythasa




35 396.000 396.500 BUA BUA S.L. Puram

36 396.500 397.000 BUA BUA S.L. Puram

37 397.000 397.500 BUA IA S.L. Puram

Introduction


1 - 14

Sl.

No.


From To Left Right

38 397.500 398.000 BUA IA S.L. Puram

39 398.000 398.500 BUA+CA BUA S.L. Puram

40 398.500 399.000 BUA+CA BUA S.L. Puram

41 399.000 399.500 BUA+CA BUA+CA S.L. Puram




45 401.000 401.500 BUA BUA S.L. Puram

46 401.500 402.000 BUA BUA S.L. Puram

47 402.000 402.500 BUA BUA S.L. Puram

48 402.500 403.000 BUA BUA S.L. Puram

49 403.000 403.500 BUA+AG BUA+AG Kalavoor

50 403.500 404.000 BUA+AG BUA+AG Kalavoor

51 404.000 404.500 BUA BUA Kalavoor

52 404.500 405.000 BUA BUA Kalavoor

53 405.000 405.500 BUA+IA BUA+IA Kalavoor

54 405.500 406.000 BUA+IA BUA+IA Kalavoor

55 406.000 406.500 IA IA Poongava

56 406.500 407.000 IA IA Poongava

57 407.000 407.500 IA+CA IA+CA Poongava

58 407.500 408.000 IA+CA IA+CA Poongava

59 408.000 408.500 CA CA Poongava

60 408.500 409.000 CA CA Poongava

61 409.000 409.500 BUA+CA BUA+CA Komadi

62 409.500 410.000 BUA+CA BUA+CA Alappuzha bypass

63

000.100

(Alappuzha

Starts)

BUA BUA Alappuzha bypass

64 000.200 BUA BUA Alappuzha bypass






Sl.

No.


From To Left Right










79 001.600 to

006.000 BUA BUA Alappuzha bypass
















95

007.580

(End of

Alapuzha

By Pass)

BUA BUA Alappuzha bypass

96 416.000 416.500 BUA BUA Kalathara




100 418.000 418.500 BUA BUA Paravoor

Introduction


1 - 16

Sl.

No.


From To Left Right

101 418.500 419.000 BUA BUA Paravoor

102 419.000 419.500 BUA BUA Paravoor

103 419.500 420.000 BUA BUA Paravoor

104 420.000 420.500 BUA+CA BUA+CA Punnapara

105 420.500 421.000 BUA+CA BUA+CA Punnapara

106 421.000 421.500 BUA BUA Kuravanthodu

107 421.500 422.000 BUA BUA Kuravanthodu

108 422.000 422.500 BUA BUA Neerkunnam



111 423.500 424.000 BUA BUA Valanjavahi

112 424.000 424.500 BUA+CA BUA+CA Ambalapuzha Mannar






118 427.000 427.500 BUA BUA Karoor

119 427.500 428.000 BUA BUA Karoor

120 428.000 428.500 BUA BUA Karoor

121 428.500 429.000 BUA BUA Karoor

122 429.000 429.500 BUA+CA BUA+CA Purakadu

123 429.500 430.000 BUA+CA BUA+CA Purakadu

124 430.000 430.500 BUA BUA Purakadu

125 430.500 431.000 BUA BUA Purakadu

126 431.000 431.500 BUA BUA Thottapally





131 433.500 434.000 BUA / River BUA / River Thottapally

132 434.000 434.500 Marshy Marshy Thottapally

133 434.500 435.000 Marshy Marshy Thottapally

134 435.000 435.500 Marshy/BUA BL/Marshy Thottapally

Sl.

No.


From To Left Right

135 435.500 436.000 BUA BL Karuvatta

136 436.000 436.500 Marshy/BUA Coconut

garden/Marshy Karuvatta

137 436.500 437.000 Marshy/BUA Coconut

garden/Marshy Karuvatta

138 437.000 437.500 Marshy/BUA Marshy/BUA Karuvatta

139 437.500 438.000 Marshy/BUA Marshy/BUA Karuvatta

140 438.000 438.500 BUA BUA Karuvatta


142 439.000 439.500 BUA BUA Haripad

143 439.500 440.000 BUA + CA BUA + CA Haripad

144 440.000 440.500 CA/BUA CA/BUA Karuvatta


146 441.000 441.500 BUA BUA Tamalakkal

147 441.500 442.000 BUA BUA Tamalakkal

148 442.000 442.500 BUA BUA Narakathara

149 442.500 443.000 BUA BUA Danapady

150 443.000 443.500 BUA BUA Haripad



153

154 445.500 445.000

Residential

Build & Shop

BUA+CA

Residential

Build & Shop

BUA+CA

Haripad


156 446.000 446.500 BUA BUA Nangiar kulangara

157 446.500 447.000 BUA + CA BUA + CA Nangiar kulangara

158 447.000 447.500 BUA + CA BUA + CA Nangiar kulangara

159 447.500 448.000 BUA + CA BUA + Open

area Nangiar kulangara

160 448.000 448.500 BUA + CA BUA + Open

area Cheppad

161 448.500 449.000 BUA + Open

area

BUA + Open

area Cheppad

162 449.000 449.500 BUA + Open

area BUA + Open

area Cheppad

Introduction


1 - 18

Sl.

No.


From To Left Right

163 449.500 450.000 BUA + Open

area BUA Cheppad

164 450.000 450.500 BUA + Open

area

BUA + Open

area Cheppad

165 450.500 451.000 BUA + Open

area

BUA + Open

area Ramapuram

166 451.000 451.500 BUA BUA Ramapuram

167 451.500 452.000 BUA + CA BUA + CA Ramapuram

168 452.000 452.500 BUA BUA Maliakkal

169 452.500 453.000 BUA BUA Maliakkal

170 453.000 453.500 BUA BUA Kareekulangra



173 454.500 455.000 BUA Coconut Trees Puphen road juction

174 455.000 455.500 BUA + CA BUA + CA Kottu kulangra

175 455.500 456.000 BUA BUA Kottu kulangra

176 456.000 456.500 BUA BUA + CA Kayamkulam

177 456.500 457.000 BUA + CA BUA + CA Kayamkulam





182 459.000 459.500 BUA + CA BUA + CA Kpac junction

183 459.500 460.000 BUA + CA BUA + CA Kpac junction

184 460.000 460.500 BUA BUA Krishnapuram

185 460.500 461.000 BUA BUA MukkadaKrishna

Puram

186 461.000 461.500 BUA BUA Mukkada krishna

puram

187 461.500 462.000 BUA + CA BUA + CA Ajantha junction

188 462.000 462.500 BUA + CA BUA + CA Oachiria




192 464.000 464.500 BUA + CA BUA + CA Kaloor mukku

193 464.500 465.000 BUA + CA BUA + CA Valia kulangra

Sl.

No.


From To Left Right

194 465.000 465.500 BUA BUA Valia kulangra

3.10 Height of Embankment

The entire road is in Embankment having height ranging from 0.5 m to 4.00 m. The details

having different embankment heights are given in Table 4.

Table 4 : Height of Embankment

Height of

Embankment in

(m)

Stretch Total Length

(Km)

< = 0.50 418.5-419.0; 422.0-422.5; 1.00

> 0.50- < = 1.00 380.0-381.0; 385.5-386.0; 386.5-387.1; 421.0-

421.5; 422.5-423.0; 426.0-427.0; 4.10

> 1.00- <= 2.00 381.0-383.0; 385.0-385.5; 386.0-386.5; 401.0-

401.5; 421.5-422.0; 427.0-428.0 5.00

> 2.00- <= 3.00 424.0-424.5 0.50

Total 9.60

3.11 Junctions

The details of existing junction are given in Table 5.

Table 5 : Existing Major Junctions

Sl.

No.

Design

Chainage Side Description Category

Status of

Cross Road

1 390.550 LHS

X-Ray Jn. Road to

Cherthalai town in East

direction

MDR

2 394.800 RHS Thiruvala Jn. Road to

Thiruvitha in East direction

ODR

3 397.800 LHS S.L. Puram Jn. Road to

Morhomma Village in East

direction

MDR

4 402.100 Cross

Road

Kalavoor Jn. Road to

Monachery in East (left)

and to Kalur village in

West (Right)

MDR

5 408.500 LHS

Alappuzha Bypass (North

end Jn.) Alappuzha bypass

in west direction

NH-47

6 414.500 LHS Alappuzha bypass (South

end Jn.)

NH-47

7 424.380 LHS

Ambalapuzha Jn. Road to

Thiruvalla town in East

direction

SH-12

8 432.875 RHS Thottapally bride south jn. MDR

Introduction


1 - 20

Sl.

No.

Design


Status of

Cross Road

Thottapally.

Thrikkunnapuzha road

towards west

9 440.900 LHS Danapathy Jn. Mannarasala

temple road towards east

MDR

10 456.275 Cross

Road

Kayamkulam jn. Road

towards Kayamkulam town

towards east and west

village road

MDR

11 457.800 Cross Road

KPAC Jn. Road to

Kayamkulam town towards east and local road towards

west

MDR

12 459.200 LHS Mukkada Jn. Road towards

Chooranadu towards east.

MDR

Table 6: Existing Minor Junction

Sl.

No.

Design


Status of

cross roads

1 390.100 Cross

Road

Cherthalai Hospital Jn.

Road to Cherthalai Town in

LHS and Vattavally Br. in

RHS

MDR

2 418.550 RHS

Viyyanapalli Jn. Road to

Viyanapalli Village

(Beach) in RHS

ODR

3 418.625 LHS

Punnapara Jn. Road to

Padam Public Health Office

in LHS

ODR

4 420.050 Cross

Road

Makkayit Jn. Road to

Mukkayit village in LHS

and Punnapara Village in RHS

ODR

5 425.070 LHS Karoor Jn. Road to

Thakazhi Village

MDR

6 427.860 Cross Road

Purakkad Jn. Road to Jalapath Village in LHS

and Beach in RHS

ODR

7 439.910 RHS KV Jetty Jn. Road towards

KV Jetty

MDR

8 441.500 Cross

Road

Nenkathana Jn. Road

towards Nerkatha and

Haripad town

MDR

9 443.760 LHS Railway station Jn. Road to

Haripad Rly. Stn.

MDR

Sl.

No.

Design


Status of

cross roads

10 446.500 RHS NTPC Jn. Road to NTPC MDR

11 447.280 RHS Cheppad Jn. Village road to

West

MDR

12 448.900 LHS Cheppad Rly Jn. Road to

Railway Stn.

MDR

13 450.600 Cross

Road

Evoor Jn. Evoor temple

road towards east and

Muthukulam road to west

MDR

14 451.300 Cross

Road Ramapuram Jn.

MDR

15 452.730 LHS Kareelakulangara Jn.

Kareelakulangara road

MDR

16 455.700 Cross

Road

MSM College Jn. Road

towards Kayamkulam town

and Muthukulam

MDR

17 459.200 LHS Mukkada Jn. Pudupalli

road towards east

MDR

3.12 Water Bodies

This section of road crosses through the following major watercourse in project road (Stage-

II). Location of water bodies are furnished in Table 7.

Table 7: Water Bodies

Sl

No Location Description

01 Km 390.000 A. S. Canal (Alleppy to Cherthalai canal)

4. PAVEMENT CONDITION SURVEY

The Pavement Condition Survey on the project road was carried out, to assess the

condition of existing pavement. The condition survey was carried out by using

ROMDAS (Road Measurement Data Acquisition System) as well as by visual

assessment. Pavement surface distress indicators like pot holes, cracks, ravelling,

patching, conditions of shoulders and embankment had been carefully observed and

the detail information were collected using approved QAP formats.

4.1 Corrugation

Corrugations are the formation of fairly regular undulations (ripples) across a

bituminous surface. They are usually shallow and are different from the large

depressions caused by weakness in the lower layers of pavement or sub-grade. The

corrugations can be a source of discomfort to the user and can become a hazard, if

Introduction


1 - 22

allowed to become severe. The Consultant has not observed any measurable

corrugation, in the project road.

4.2 Rutting

Rutting is a longitudinal depression or groove in the wheel tracks. The ruts are usually

of the width of a wheel path. Swerving from a rutted wheel path at high speed can be

dangerous.

The depth of rut is measured by keeping the straight edge placing transversely across

the wheel tracks and using graduated measuring wedge. The mean value for the

wheel tracks is worked out.

4.3 Pot Hole

Potholes are bowl shaped holes of varying sizes in a surface layer or extended into

base layer, caused by the localized disintegrations of the usually thin bituminous

surfacing material.

The area affected by major potholes was measured and the percentage area was

worked out.

4.4 Ravelling

Ravelling is characterized by the progressive disintegration of the surface due to the

failure of the binder to hold the materials together. Ravelling was measured at every

500m.

4.5 Cracking

A common defect in bituminous surface is the formation of cracks. The area affected by

cracking was measured by encircling and the extent of cracking was assessed visually at

500m intervals or the places of defects.

4.6 Patching

During field inspection, patching was observed.

4.7 Edge Breaking

Irregular breakage of pavement edge was noticed in some portion of road.

4.8 Edge Drop

The edge drop is the vertical difference in levels between the edge of the carriageway and

abutting shoulders.

4.9 Inventory of all Road Side Facilities

The details of the road side amenities and facilities like school, dhabas, telephone booths, bus

stop, hospital, hotel, repair shops etc.

5. ROAD MEASUREMENT DATA ACQUISITION SYSTEM (ROMDAS)

5.1 Background

The roughness has been carried out for the whole length of the project road using Road Measurement Data Acquisition System (ROMDAS). The calibration of the ROMDAS has

been done as per the procedure given in World Bank’s Technical Paper Number 46 (WTP-

46). The surveys have covered two runs along the wheel paths for each lane and results have

been expressed in the terms of IRI (m/km) and BI (mm/km) in tabular as well as graphical

forms. Further, whole stretch of 162 km has been delineated using Cumulative Difference

Approach and based on this homogeneous sections have been identified.

In addition video survey has also been conducted for digitisation of whole project road to

have a better in-house assessments and rectifications.

5.2 ROMDAS

Road Measurement Data Acquisition System (ROMDAS) has been developed as a

generic system for collecting a variety of information. The vehicle mounted

equipment includes: an axle mounted device called Bump Integrator for the

measurement of roughness; a Video camera and an IBM compatible notebook PC

which interacts with the instrumentation to store recorded data. The video camera is

used to record all pertinent information concerning the existing roadway and Right-

of-Way (though, whenever necessary, this information may also be verified by

physical inspection).

Road Roughness Surveys

The axle-mounted ROMDAS Survey Module is used to measure pavement roughness.

This is an indication of the surface irregularities influencing the riding quality and is a

major determinant of vehicle operating costs.

ROMDAS works as a response type road roughness measuring system. The system has been

calibrated by recording its response (RAW values) and comparing the same with that of a

ROMDAS Z-250 Reference Profiler. ROMDAS Z-250 reference Profiler has been developed

by Data Collection Ltd (DCL). The Calibration sections called standard sections have been

divided into a number of smaller subsections of 100m lengths each. A total of 12 such

“standard” points have been collected consisting of 400 lengths each. “Standard” sections

vary from “very smooth” to “very poor” and at each section the Z-250 has been run along the

selected lane and roughness has been noted in terms of IRI (m/km).

ROMDAS vehicle has been run at Constant Speed of 32+2 km/hr on the “standard” section

along the same selected lanes and ROMDAS response (RAW values) have been recorded.

Using the software-NLREG the calibration equation has been developed between ROMDAS

Response (RAW/km) and IRI (m/km).

Calibration equation at 32km/hr:

Y = 1.583+0.00047*X [R^2 = 0.98]

Where X is ROMDAS Response (RAW/km) and Y is IRI (m/km).

IRI Roughness values have been converted into Bump Integrator Index (BI) by means

of the equation given in HDM-III:

Introduction


1 - 24

BI = (312.5 x IRI) 1.124

Field data collected and analyzed subsequently along each lane of the stretch have

been expressed in terms of IRI (m/km) and BI (mm/km) and have been presented in

both tabular and graphical forms in the following pages.

5.3 Limitations as per MOSRT&H/World Bank

The following guidelines for road roughness in terms of IRI (m/km) and BI (mm/km)

for different surface types have been considered for assessing the road condition.

a) Recommended Roughness values (BI units) by MORT&H Circulation No. RW/NH-

33044/10/2000-S&R dated 22nd May 2000

Surface Type Good

(mm/km)

Average

(mm/km)

Poor

(mm/km)

Very Poor

(mm/km)

Bituminous Concrete 2000-2500 2500-3500 3500-4000 >4000

Premix Bituminous Carpet 2500-4500 4500-5500 5500-6500 >6500

Surface Dressing 4000-5000 5000-6500 6500-7500 >7500

As per World Bank Technical Publication No. 46 the minimum and maximum

range of BI and IRI for new pavements is as follows, but the type of surface has

not been mentioned.

New Pavements

Minimum IRI (BI) in

m/km(mm/km)

Maximum IRI (BI) in

m/km(mm/km)

1.5 (1000) 3.4 (2500)

5.4 Observations

Based on the Roughness Measurement Studies the km-wise average roughness in IRI

and BI Units of various lanes have been summarized. The detailed 100m-wise

Roughness Measurement Studies have been provided.

In addition, Delineation of Homogeneous Sections for the Project Road using

Cumulative Difference Approach has been given.

6. BENKELMAN BEAM DEFLECTION TESTS

The BBD tests are being carried out. at site and the result shall be incorporated in Final

Feasibility Report. The BBD test result obtained for the section under Stage–I is submitted.

7. INTERSECTIONS AND RAILWAY CROSSINGS

Consultant proposed to provide a flyover at the crossing of Kollam bypass with NH-208. The

flyover shall be 4 lane category, having a span of 11 x 31.5m. Total length shall be 346.5m. It

will be constructed on open foundation. Total deck width shall be 2 x 12m. In this section,

there is one ROB, it is proposed to construct additional 2-lane ROB parallel to existing ROB.

Improvement of Major Junctions

Consultant’s proposes to improve the existing intersections as per the design standards and

specifications of at grade junctions in Table 5.

Broad features of the proposed intersections are as under;

At all the intersections, other than the cross intersection, right turn movement for traffic

entering from the cross roads shall not be permitted. Only left turn movement for the traffic

entering the main carriageway from the service road are proposed to be permitted.

Traffic from the service road shall be permitted to merge with the traffic in main carriageway

at an offset of 200m from the intersection point.

Right turn movement for the traffic in main carriageway, shall be permitted in the median

opening and in cross intersections.

At cross road intersections, it is proposed to provide Electronic Signaling System operating in

time mode. Road signs for pedestrian crossing and traffic turning movement are proposed to

be provided as per the IRC guide lines.

7.1 Underpasses

The consultant has undertaken detailed survey of the project road and in accordance to the survey conducted, the location of the underpasses as required for the project road is furnished

in Table 8. The general arrangement drawing of the underpasses may be obtained from the

drawing volume. It is observed that no. of cross roads of minor and major category is

merging with the project road. As desired by the Client that the design road shall have partial

access controlled highway, Consultant had proposed to provide underpasses at such locations

where no. of cross roads merging with the existing project road at frequent interval.

Table 8: Underpasses

Sl.

No.

Design

Chainage

Type of

Underpass

Proposed

structural

configuration

Proposed

Structure

type

Proposed

span

arrangement

Total

length of

the

structure

1 384.025 Vehicular New 4-lane

structure RCC box structure

1x15.0x5.0 19.00


structure

RCC T

beam

structure

1x15.0x5.0 19.00


structure

RCC box

structure 1x15.0x5.0 19.00


structure

RCC box



structure

RCC box



structure

RCC box



structure

RCC box


8 418.200 Pedestrian New 4-lane RCC box 1x15.0x3.5 19.00

Introduction


1 - 26

Sl.

No.

Design

Chainage

Type of

Underpass

Proposed

structural

configuration

Proposed

Structure

type

Proposed

span

arrangement

Total

length of

the

structure

structure structure

9 433.100 Vehicular New 4

structure

RCC box

structure 1x15x5.0 19.00

10 439.000 Pedestrian New 4

structure

RCC box

structure 1x15x3.5 19.00

11 441.765

Existing

Underpass

(6x5)

New 4

structure

RCC box

structure 6x5 12.00


structure

RCC box

structure 1x15x5 19.00


structure

RCC box



structure

RCC box



structure

RCC box


Due to constraint in available land width, the approach road towards the underpass shall be

restrained by providing RE wall on both side. The proposed vehicular underpass shall have

clear opening as 5.5m x 15.0m, and pedestrian underpass shall have clear opening of 3.5m x

12.0m in main road.

7.2 Median Opening

Median opening shall be provided at approximately 2km interval along the project highway.

Length of opening shall be 30m. On the two sides of median opening, steel railing is proposed

to be provided on precast blocks. In between service road and main carriageway, to restrict

the pedestrian crossing through the designated road marking only. The details of median

opening are summarized in Table 9.

Table 9 : Details of Median Opening

Sl. No. Design Chainage Sl. No. Design Chainage

1 381.165 21 425.000

2 383.100 22 426.900

3 385.500 23 428.400

4 388.500 24 430.400

5 391.500 25 432.000

6 392.150 26 434.000

7 393.300 27 435.600

8 396.300 28 437.400

9 397.500 29 439.400

10 399.500 30 441.200

Sl. No. Design Chainage Sl. No. Design Chainage

11 401.280 31 443.100

12 403.200 32 445.100

13 405.200 33 446.900

14 407.200 34 448.200

15 408.500 35 450.200

16 411.500 36 452.200

17 414.550 37 454.200

18 416.200 38 458.000

19 420.100 39 460.000

20 422.100 40 462.000

8. CROSS DRAINAGE WORKS

105 number cross drainage structures are existing in the Project Highway. All These culverts has been examined in detail during feasibility study and their retention and widening or new

construction after dismantling has been proposed after conducting conditions survey. The

required widening of the culvert proposed to be retained, as per profile layout is to be

undertaken as per the widening Schedule finalised. Abstract of existing culverts are given in

Table 10.

Table 10: Abstract of Culverts

Sl. No Description No. of Culverts

1 Total no of culverts 93

2 No of Slab Culverts 64

3 No. of Pipe Culverts 23

4 No. Box Culvert 6

9. HYDROLOGY OF BRIDGES

9.1 General

• This section deals with Hydrological and Hydraulic study of Bridges from Existing Km

379.100 to km 465.000 of NH-47.

• There are 4 existing Bridges in the existing road stretch. One number bypass has been

proposed to be bypass Alappuzha town.

• The hydrological study, computations and methodology adopted for discharge and other

hydrological computations have been discussed in this report.

9.2 Study Objective

These investigations are primarily intended for evaluating the adequacy of waterways of the

existing bridges for the design flood flow. The hydrological study has been done based on the

field investigations and survey data. This report describes the method of evaluation of

performance of existing bridges on the existing highways for widening proposals, and design

discharges, waterway required, scour depth and afflux etc for the new bridges.

10. BRIDGES AND STRUCTURES

10.1 General

Introduction


1 - 28

In all there are 14 nos. bridges and structures existing in the stretch from km 379.100 to km

465.000 of NH-47 as below in Table 11:

Table 11: Details of Structures

Description Main NH Partially completed

Alappuzha Bypass Total

Major bridges 435/1 ---- 1

Minor bridges 383/1, 386/1, 389.90, 435/2, 437/1,

444/1, 458/1, 462/1 ---- 8

ROBs 424/1 ---- 1

Underpasses 444/2 Ch. 409.565, ch.

409.685, ch. 413.600 4

TOTAL 14

10.2 Field Survey

The following field surveys were carried out in accordance with the provisions of IRC: SP-

35-1990:

Inventory of existing bridges / structures

Visual condition survey of existing bridges / structures

10.3 Retention / Replacement of Existing Bridges

Decision to retain / replace any bridge is based on its overall structural condition,

hydraulic behaviour and improvement of road alignment.

(A) Structural Condition

As per data collected the existing bridges have been constructed in different years as below in

Table 12.

Table 12: Details of Structural Condition

Year of

Construction Nos. Name of Bridge Length (m)

Fifties 1 Bridge-cum-regulator at Thotapally

(435/1) 365

Sixties 4

435/2

444/1

444/2

458/1

50

15

5

44

Seventies 2 437/1

462/1

22

38

Eighties -- -- --

Nineties -- -- --

After 2000 3 409.565 (underpass)

409.685 (underpass)

8

8

Year of

Construction Nos. Name of Bridge Length (m)

413.600 (underpass) 8

Date not known 4

383/1 (4-lane)

386/1 (4-lane)

390/1

ROB 424/1

11/19

15/8

8

Except bridge-cum-regulator at Thotapally, all other bridges and structures appear in

satisfactory condition and can be retained after carrying out necessary repairs.

The bridge at Thotapally is 366m long with 40 spans of 9.14m each having RC beam

and slab type superstructure resting over stone masonry wall type substructure

supported on piles. The bridge has 6.7 m wide carriageway which is less than 7.5m

required for a 2-lane bridge. Further extensive repairs in the form of gunniting to

superstructure and substructure have been carried out by the PWD. In view of the

inadequate carriageway width, and poor structural condition, the bridge is proposed to

be replaced

(B) Hydraulic Behaviour

Generally all of the bridges have deck level at considerable height above ground.

There is no report of any submergence. Further the bridges are across lake, canals

and rivers having very little velocity due to being near to sea. Therefore, no adverse

effect of water current has been noted and the bridges appear to have adequate

waterway.

(C) Improvement of Road Alignment

Generally, existing alignment of the road and approved alignment of Alappuzha

bypass have been adopted. But for slight improvement here and there, no major

deviation in the alignment is proposed. Accordingly no existing bridge is directly

affected by alignment.

Thus only Thotappally bridge no. 435/1 which is old, weak and narrow, is proposed to

be replaced and all of the remaining bridges are proposed to be retained.

10.4 Additional Structures

Out of exiting 14 bridges/structures 2 bridges viz bridge no. 383/1 and 386/1 are 4-

lane facility. Out of remaining 12 structures only one bridge namely Br. No. 435/1 is

proposed to be replaced and remaining 11 bridges/structures are proposed to be

Introduction


1 - 30

retained.

In case of existing bridges proposed to be retained additional 2-lane bridges shall be

provided by the side of existing bridge either on left or right of it depending upon

which side it is feasible to widen the road.

In case of bridges proposed to be replaced 2 units of 2-lane bridges are proposed at

the same site.

In case of Alappuzha bypass, the alignment crosses railway line at two locations,

where 4-lane ROBs comprising 2 units of 2-lane capacity each are proposed.

10.5 Underpass

To facilitate free flow of traffic on National Highway it is proposed to provide under

passes at suitable locations for passing commercial vehicles / pedestrians.

Thus in the project stretch a total of 27 bridges / structures have been proposed as

detailed below Table 13.

Table 13: Details of Structures

Description

Main NH Alappuzha

Bypass Total Remarks

Major Minor Major Minor

Bridges 1 (4L)

----

6 (Addl. 2

Lane)

(2 *) (4 lane)

- - 7

2*

* four

laning

already

carried

out

ROBs 1 (2L) 2 (4-lane) 3

Underpass

(vehicular)

1 (2-lane)

8 (4lane) 3 (2-lane) 12

Underpass

(pedestrian) 3 (4-lane) ----- 3

Total 27

*Already a 4-lane facility

10.6 Planning of New Bridges

The new bridges/structures have been planned as under:

Location

The additional 2-lane bridges are proposed on upstream or downstream side

depending upon which side widening of road is feasible. As regards new 4-lane

bridges the same are proposed at the crossing of alignment and the

stream/lake/railway line.

Median

Because of habitation developed all along the National Highway, there is scarcity of

land. Accordingly the new bridges are proposed to be constructed adjacent to existing

bridges. 4.5m wide median is proposed in the entire length except the reaches where

elevated road has been proposed.

Span Arrangement

In case of additional two lane bridges proposed to be constructed by the side of the

existing bridges span lengths have been proposed equal to or in multiples of those of

existing bridge so that the new piers are inline with the existing ones to achieve

streamline flow. Where altogether new bridges are proposed span lengths have been

chosen from practical considerations.

Carriageway width and deck configuration

There is only 30m wide ROW available which is proposed to be widened to 45m. In

this width 4-lane road alongwith service roads on either side have been proposed.

Since traffic projections indicate need for 6-laning of road within 10 years of

completion of 4-laning, the bridges have been proposed with deck configuration

shown in NHAI’s circular no NHAI/PH-II/NHDP/ADB/GM (NS)-1/108 dated

11.8.2004 i.e. each new unit will have cross section of a 2-lane bridge with scope for

widening to 3-lane in future. In the case of major bridges, 8-lane bridges are proposed

to account for the service road traffic as well.

Type of Superstructure

Types of superstructure have been proposed as per site requirement and ease of

construction. Normally following types of superstructure have been adopted :-

span length

Introduction


1 - 32

a. For bridges/structures upto 10m RCC Solid Slab

between 10m – 22 m

(skew spans)

10-22m (Right span)

RCC T beam

RC voided slab

between 20m – 28m PSC voided slab

between 25m – 40m PSC beam and slab

between 35m – 50m PSC Box type

b. For pedestrian underpass RCC Box cell

c. For vehicular underpass RCC voided slab

Type of Substructure

RCC Wall type abutments and RCC Wall / circular type piers have been proposed.

Type of Foundations

Depending upon hydraulic data, type of substrata likely to be available and span

length etc open/pile type foundations have been proposed.

Loading

Since the proposed deck configuration for each 2-lane bridge unit has scope for widening to

3-lane capacity in future, each unit shall be designed for 3-lanes of IRC Class “A” or one lane

of IRC class 70R +one lane of IRC Class-A loading whichever governs.

Seismic Force

As per modified seismic map of India the project road lies in Seismic Zone - III. According to

modified clause 222.1, of IRC 6-2000, in Seismic Zone - III, only those bridges having span length more than 15m or bridge length more than 60m are to be designed for seismic force.

Therefore seismic force shall be considered in the design of bridges according to their overall

length / span length.

Bearings

For RC Solid slab type superstructure : Tar paper

For spans > 10m <20m : Elastomeric bearings

For spans >20m : POT bearings

Crash Barriers

Crash barriers have been proposed for all new bridges as per provision of IRC:5-1998.

Expansion Joints

Filler / Strip seal type expansion joints have been proposed.

Wearing Coat

65mm thick wearing course comprising of 50mm thick bituminous concrete (laid in 2 layers

of 25mm thick each) laid over 15mm thick layer of mastic asphalt, has been proposed in

accordance with section 500 of MOSRTH specifications.

Design Concrete Strength

For Foundations M-35

For RCC Substructure M-35

For RCC superstructure M-35

Severe exposure condition

considered as Arabian Sea is very

near.

For PSC superstructure M-40, M-45

Untensioned Reinforcement

Untensioned reinforcement shall be TMT corrosion resistant deformed bars of Grade

designation Fe-415, conforming to IS: 1786.

Clearances

(i) Bridges on National Waterways

Inland waterways authority of India have declared west coast canal from

Kottapuram to Kollam as National Waterway no. 3 of class-III type. As per

draft regulations of IWAI following clearances are to be provided in case of

new structures over this waterway

• Vertical clearance above HFL 7.0m

• Horizontal Clearance

- In case of canals 40m

- In case of rivers 50m

(ii) For ROB

• Vertical clearance over rails 7.5m

• Lateral clearance from center line of nearest rail track

- Abutment / abutment cap 4.35m

- Pier / Pier cap 3.55m

- Foundations 2.5m

(iii) For Underpasses

Type of Underpass Horizontal Vertical

(a) For Pedestrians 12 m 3.5m

(b) For commercial vehicles 15m 5.0m

Protective Coating

Since the proposed bridges / structures are in proximity of Arabian sea it is proposed

to provide protective coating to all exposed concrete surfaces.

Design Standards

Designs for various components of bridges shall be carried out as per following IRC

codes of practice:

(i) For planning of bridges IRC:5-1998

As per draft regulations for

classification of inland waterways in

Introduction


1 - 34

(ii) Foundations

IRC:6-2000

IRC:21-2000

IRC:78-2000

(iii) Substructure

IRC:6-2000

IRC:21-2000

IRC:78-2000

(iv) Superstructure

IRC:21-2000

IRC:18-2000

IRC:22-1986

IRC:SP:64-2005

(v) Bearings

IRC:83-1987 (Part-II) for Elasomeric bearings (with amendments in 2000)

IRC:83-2000 (Part-III) for POT/PTFE bearings

(vi) Expansion Joints

IRC: SP-69

(vii) Protection Works

IRC: 89-1997

Based on the above stipulations General Arrangement Drawings for all of the bridges and

structures in Package-I have been prepared.

10.7 Right of Way (ROW)

On the insistence of the State Govt. of Kerala during the meeting taken by the Hon’ble Chief

Minister at Thiruvananthapuram on 08.11.2005, NHAI/ICT were constrained to develop the

X-sections for 4 laning within the existing Right of Way (ROW) width of 30m. This had the

following inherent drawbacks:

i) Non availability of space for 4.5m wide Median as per Ministry’s / NHAI guidelines

ii) Non Provision of 1m wide earthen shoulders on both sides of the 4-lane road

iii) Only 5.5m width of service roads including 1.5m width for side drain and 0.5m for utility

services

iv) No space for stacking lane for turning traffic in medium opening for safety

v) Non availability of adequate space for utility services

vi) No space for bus bays, bus shelters, parking areas etc.

vii) No scope of future expansion

11. REPORTS SUBMITTED

Feasibility Report of the project was submitted to NHAI on 29.12.2005.

Draft Preliminary Project Report for Package I i.e. km 379.100 to km 465.000 was submitted

to NHAI on 20.01.2007. These reports were based on the earlier decision of 4 laning in the

existing 30m Right of way (ROW) width.

12. LATER DEVELOPMENTS

During the meeting taken by the Hon’ble Minister for Shipping, Road Transport &

Highways with the Chief Minister of Kerala at Thiruvananthapuram on 23rd May

2007, it was decided that 4-laning of NH-47 from Cherthalai to Thiruvananthapuram

will be carried out in 45m. Right of Way (ROW) width and NOT in 30m existing

ROW as desired by the State Govt. of Kerala. This has resulted in complete change of

design and drawings by the consultants.

• Due to change in ROW width from 30m to 45m new cross-sections for 4-laning

were developed and sent to NHAI for approval on 31.05.2007 and 06.07.2007.

• NHAI was informed that the change would involve additional inputs of survey,

extensive Land Acquisition Plans, Resettlement Plans, Environmental

Management Plans and preparation of entire design and drawings afresh.

• Case for additional cost of Rs. 94.31 Lakhs (excluding service tax) as Variation

was submitted to NHAI vide ICT letter no. ICT:436:TL:4447 dated 31.05.2007.

• NHAI was also informed on 31.05.2007 that fresh exercise would require

Extension of Time (EOT) of 8 months for preparing DPR.

13. PRESENT STATUS

• Approval in principle for the modified 4-lane cross-section has been received

from NHAI vide their letter no. NHAI/BOT/11012/67/2005 dated 15.11.2007.

• Extension of Time (EOT) upto 31st Jan 2008 has been approved by NHAI vide

their letter of 15.11.2007 referred to above.

• Meeting of the variation committee has been held in NHAI on 14.03.2008.

Approval for additional cost as variation is awaited from NHAI.

14. SITE VISIT

A site visit was undertaken by Team Leader accompanied by Senior Surveyor from

4th December 2007 to 10th December 2007. After the approval of the modified X-

sections of 4 laning by NHAI, widening schedule was finalized keeping in view the

ground situation. The abstract of widening is indicated as under:

Item LHS

((km)

RHS

(km)

Concentric

(km)

Bypass*

(km) Total (km)

Package I 38.850 27.600 10.450 6.700 83.600

* Bypass at Alappuzha

Details of locations are enclosed.

Based on above, the modified alignment plans have been prepared and sent to NHAI

Introduction


1 - 36

vide letter no. ICT: 436: TL:1523 dated 18.02.2008

15. PACKAGING

The entire length from Cherthalai to Thiruvananthapuram of NH-47 in Kerala has

been divided into two sections. The present report deals with Package-I from

Cherthalai to Ochira in Km 379.100 to Km 465.000.

16. TRAFFIC SURVEYS

16.1 General

The following necessary traffic surveys have been carried out as stipulated in the terms of

reference in order to obtain data for efficient design, reliable economic analysis and to depict

the reality scenarios.

• Classified Traffic Volume counts for seven days.

• Intersection Turning Movement Surveys for 24 hours.

• Origin - Destination and Commodity Movement Surveys for 24 hours

• Axle load surveys for 2 normal days (24 hours)

• Speed and Delay surveys

• Toll rate surveys

• Pedestrian and animal cross traffic counts

• Truck terminal surveys

To get consequence, to the above requirements, the project road was considered for:

• The influence and location of major intersecting/feeder roads

• The influence and location of bypasses affecting the project road

Four major crossroads, which form the part of this stretch, are summarized in Table 14

Table 14:Major road Junctions

Sl. No Chainage (km) Name of the Junction

1 379.100 Thiruvoor Junction

2 392.100 X ray hospital Junction

3 411.200 Power house bridge Junction

4 415.500 Chenganacheri Junction

5 445.000 Harripad

6 447.400 NangiarKulangara

7 458.000 Kayamkulam

These above features facilitated a framework for carrying out the necessary count surveys in

accordance with the guidelines specified in IRC codes of practice. The various survey

locations have been selected with careful assessment of the traffic characteristics including

entry and exit point along the NH 47 corridor. These points were further refined jointly at site

as required by the NHAI. The final locations of various surveys were carried out are furnished

in Fig 1. The approach and methodology employed for carrying out the traffic surveys in the

project is described in the following paragraphs.

16.2 Classified Traffic Volume Counts

Manual traffic counts have been conducted between November 8, 2005 and December 3,

2005 The counts have been carried out in both directions, for successive 15-minute periods,

24 hours a day for 7 consecutive days. Table 15 provides a summary of the Average Daily

Traffic (ADT). Various types of vehicles were converted into PCU using the respective PCU factors.

Introduction


1 - 38

Fig 1 : Details of Traffic Survey locations

Table 15: Average Daily Traffic (ADT)

Sta

tion

No

.

Ch

ain

ag

e (k

m)

Loca

tion

of

Su

rvey

Car

3-W

hee

lere

2-W

hee

ler

Bu

s &

Min

i B

us

Tru

cks

LG

V &

Tra

ctor

MA

V &

Tra

cto

r

Wit

h T

rail

er

No

n M

oto

rize

d

Veh

icle

AD

T (

PC

U)

VC1 380 Thuravoor 9133 1605 5889 1800 2415 1776 107 1488 29375

VC2 419 Punnapra 4806 1657 7416 1704 1805 1224 66 2461 23228

VC3 459 Kayamkulam 5052 2294 7987 1617 1450 1258 71 2070 35361

Homogeneous section

Based on the character, composition, traffic movements at different intersections and from the

results of the traffic volume counts, two homogenous sections are considered for the stretch

from km 379.100 to km 429.000 which are as follows:

• Section - I: Km 379.100 to Km 408.00 (start of Alappuzha Bypass)

• Section - II: Km 408.00 to Km 435.00

• Section - III : Km 435.00 to Km 465.00

The ADT percentage composition of the traffic Volume counts at each location is given in

Table 16.

Table 16: Average Percentage Composition of Traffic

Sta

tio

n

No.

Ch

ain

age

(Km

)

Percentage Composition

Ca

rs

Th

ree

Wh

eele

r

Bu

ses

(in

cl.

Min

i B

use

s)

Goo

ds

Veh

icle

s

or

Com

merc

ial

Veh

icle

s

Moto

rise

d T

wo

Wh

eele

rs

Slo

w a

nd

Ped

al

Veh

icle

s

VC1 380 38.88 6.83 6.22 19.73 25.07 3.27

VC2 419 24.06 8.30 7.37 16.64 37.12 6.51

VC3 459 45.96 22.03 12.13 1.65 1.65 0.41

The less percentage in commercial vehicles is due to fewer major industries and agriculture

productions in this reach. The supply of goods also catered to different places in these reach

by different parallel other routes from Tamil Nadu state. Moderate percentage of buses and

cars appear because of the ongoing tourist and pilgrimage season in Kerala.

16.3 Origin-Destination and Commodity Movement Surveys

Origin-Destination (OD) surveys determine and relate the pattern of traffic flows to trip

purpose and commodities transported. The information provided by the surveys enables

estimates of the growth of future flows to be made on a more rational basis. The origin -

destination surveys have been carried out by means of the roadside interview method at

locations selected to capture major trip desires in each section. The surveys have been carried

out on one working day for 24 hours on a random sampling basis. All categories of motorized

vehicles (e.g. Cars, Jeeps, Buses, light as well as heavy goods vehicles), have been surveyed

for its trip origin, destination, trip purpose, occupancy and weight of commodity carried. The

Introduction


1 - 40

survey crew was organized into 3 groups by 8-hour shifts with sufficient enumerators in each

traffic direction as well as in groups. Classroom training were given to the enumerators in

order to get acquainted the work and in the use of standard interview sheets. Police help was

sought to ensure smooth flow of traffic and stoppage of randomly selected vehicles. Engineers

supervised the whole survey activities. The sample size varied about from 10% to 15% for different types of vehicles. The results of the survey are in the process of calculation and will

be furnished in the feasibility report later.

16.4 Axle Load Surveys

Generally a tendency on the part of commercial vehicle operators to overload goods vehicles

exists in India despite legislation and the existence of an enforcement agency. The Axle load

survey provides necessary data to enable the assessment of the damaging effect of these

heavily loaded vehicles. The survey was carried out for 2 days for 24-hour period on each day

using the Axle weighing pad as stipulated in the terms of reference. The locations where axle load survey is carried out are given in Table 17.

Table 17: Axle Load Stations

Station

No. Chainage (Km) Name / Reference Location

1 431.000 Ambalapuzha

The traffic census and the axle load surveys have been conducted simultaneously. In traffic census surveys, all types of vehicles traveling in both directions have been counted

throughout the axle load survey period to provide the actual break down of the traffic

composition at the particular location. It was not possible to weigh all the commercial

vehicles because of the requirement of stopping a vehicle for weighing, nevertheless, a

attempt was made to capture large amount of commercial vehicles passing through survey site

to know the pattern of loading. About 10% of commercial vehicles have been weighed in the

24 hours duration.

The major proportion of the total number of vehicles selected in this survey comprised of two

axle trucks and light goods vehicles because of its presence in high percentage in the total

traffic flow. The Vehicle Damage Factor (VDF) is an important index factor in characterizing

the traffic loading for a road. It is a multiplier for converting the number of commercial

vehicles of different axle loads, to the number of standard Axle load repetitions. The VDF

calculated for all commercial vehicles on the basis of Axle load survey carried out on the

project road is given in Table 18.

Table 18: Vehicle Damage Factor (VDF) for Commercial Vehicles

Location Chainage

(Km) Type of Vehicle VDF

Ambalappuzha 430.00

2 – Axle truck 4.712

3 – Axle truck 4.873

Multi – Axle vehicle 2.219

LGV 0.841

16.5 Intersection Turning Movement Surveys

Intersection turning movement surveys have been carried out at all the major intersection

locations and its details are given in Table 19. Classified traffic volume counts of all types of

vehicles have been made separately for each direction including left and right turning traffic.

The surveys have been conducted for successive 15 minutes interval for a period 24 hours.

Table 19: Intersections Identified for Turning Movement Surveys

Junction Description Chainage

1 Thiruvoor Junction 379.100

2 X ray hospital Junction 392.100

3 Power house bridge Junction 411.200

4 Chenganacheri Junction 415.500

5 Harripad 445.00

6 NangiarKulangara 447.40

7 Kayamkulam 458.00

16.6 Speed And Delay Surveys

Speed and delay surveys using the moving car methods have been carried out. This survey

provides data for assessing running speed, journey speeds and level of congestion. Journey

speed is the effective speed of a vehicle between two points. It is determined by the distance

between two points divided by the total time taken by the vehicle to complete the journey,

including all delays incurred en-route. Running speed is the average speed maintained by a

vehicle over given course while the vehicle was in motion. A total of 6 run in each direction in the morning and evening peak hours have been carried out.

16.7 Toll Rate Surveys

Toll Rate Surveys have been carried out to determine the willingness of road users to pay for

the benefits ensued from the provision of high quality, safe, uninterrupted 4/6-lane dual

carriageway. The professed benefits will be in the form of time saving, reduced accidents,

lower vehicle maintenance costs and lower operating costs.

16.8 Pedestrian And Animal Cross Traffic Counts

Cross pedestrian counts have been carried out at designated locations of all major

intersections where required along the project road. The analysed survey results did

not signify the requirements for separate pedestrian facilities at these intersections.

16.9 Truck Terminal Surveys

The OD survey analysis and survey of truck parking facilities did not reveal the

requirements of truck parking terminal on the section of the project road.

16.10 Traffic Forecast

Approach

The returns from transport sector depend on the agricultural and industries economy of the

country. This is especially true in the case of developing nations, where transport is the

catalyst for all round development and one of the basic infrastructures. When the capital

available is scarce for such and has competing demands, the investments in a road project

require carefulness in planning and keeping in view not only the present demand but also the

requirements for a reasonable period in future. Thus the need for estimating the future traffic

as accurate is mandatory either for the construction of a new facility or for the improvement

of existing facilities. The accurate estimate of future traffic projection will significantly

influence the engineering design and in the decision to take of the project or not.

Introduction


1 - 42

Traffic forecasting is a method combined of engineering with economics. Traffic is generated

as a result of the relationship of a number of contributory factors. Forecasts of traffic have

thus to be dependent on the forecasts of factors such as population, gross domestic product,

vehicle ownership, agricultural output, fuel consumption etc. Future pattern of change in these

factors can be estimated with only a limited degree of accuracy and so the forecasting of future traffic levels may not be precise indeed. Here, two techniques namely, ‘Historical

growth in vehicle registration’ and ‘Elasticity of Transport demand’ have been adopted to

estimate future traffic on the project road

Secondary Data

The following data have been collected from various sources:

• Traffic volumes count data of the project road stretch from relevant Public works

Department offices.

• Population data

• Category wise growth of motor vehicles

• NSDP, GDP, and Per-capita income data

• Agricultural and Industries and tourism data

Time Series Data

Traffic census data for 3-year period between 2002 and 2004 have been obtained from the

office of the Public works Department, Kerala. The data obtained and sale of fuel data from

various fuel pumps, which exist along the project road, was analyzed to obtain seasonal

factor. After examining normal and Peak season averages from these data the seasonal factor

is assumed as 1.0.

Vehicle Registration

Category wise growth of motor vehicles for the state of Kerala has been obtained from State

Planning Board publications Estimated growth rates calculated from these are summarized in

Table 20.

Table 20: Category wise growth of motor vehicles in Kerala

Mode Growth Rate (%)

Cars 7.37

Buses 9.10

2-wheelers 10.71

3 wheelers 6.88

Trucks 4.68

Tractors 3.57

16.11 Elasticity of Transport Demand

General

This method of long-term traffic forecasting incorporates analyses of some of the key socio

economic characteristics in the road influence area and their anticipated rates of change

during the study period, these characteristics being taken as indicators for the future growth of

traffic. The growth rates for normal traffic obtained from this approach take some account of

the following factors, which affect future traffic levels

• The prospective growth in the economy,

• The estimated elasticity of demand for transport

• Change in the structure of the vehicle fleet, for example vehicle productivity and changes

in the inter-modal share of passenger and freight demand.

Population

The population of India as per year 2001 census was 1027 million, comprising 531.3 million

males and 495.7 million females with a decadal growth rate of 21.34 %. The demographic

trends in Kerala are far more positive in many aspects. The year 2001 censes of the Kerala

state reveal 31.839 million constituting 15.469 million males and 16.370 million females. It

has the lowest population growth rate compared to other states in India. Its share in the

population of India is 3.1%. The annual average growth in population of the state during the

year 1991 –2001 was just 0.91% as against the Indian average of 1.93%.

Per Capita Income

The per capita income in real term during the year 2003 – 2004 is estimated to attain the level

of rupees 116,840 million. The rate growth of per capita income during this period is 6.6% as

against the previous year’s growth rate of 1.8 %.

Net State Domestic Product (NSDP)

The annual average growth of the Kerala state income during 1970’s at constant price was

10.73 %and at 1970 – 1971 price was 2.16%. During 1980’s it was 12.15% at current prices

and 3.39% at 1980-81 prices. The average growth rate during 1990’s at constant price was 5.99%.

Gross Domestic Product (GDP)

The statistics published by Central Statistical Organization, the advance estimate of gross

domestic product (GDP) at factor cost at constant 1993 – 1994 prices for the year 2003 –04

has been estimated at rupees 14,245,070 million. This shows that the GDP in real term could

grow at the rate of 8.1% during this period compared to the growth rate of 4% during the

previous year.

Agriculture

Even though the agricultural sector has recorded positive trend in growth performance in

nineties it has not been consistence. Food crops in general have suffered a set back in area and

production despite a sizeable investment. The earlier indication as per the provisional estimate

by the Department of Economics and Statistics was that the growth rate in agricultural income

would be around –5.54% in the year 2002 – 2003. However, the final figure indicated

increase of 1.28%in growth. The provisional figure for 2003-04 show a decline of 4%. The

dismal performance could be attributed to decline in crop production coupled with low prices

of agricultural commodities. The deficit rainfall of SW monsoon in 2002 and 2003 also had

contributed to the decline in crop production.

Industry

Quick industrial growth estimate of the state show a negative growth in the year 2003 –2004.

It is however, a recovery, compared to 2002 – 2003. Growth rate of manufacturing sector

(NSD) of Kerala for the year 2004-2005 is estimated at constant price is –2.23%. Negative

growth was recorded in several items like cotton textile, wool, silk, manmade fabric,

chemicals, non metallic, mineral products, basic metals, alloy industries, machineries and

other manufacturing industries. For all other items positive growth was recorded.

Performance in the industrial export recorded a positive growth of around 9% in 2003-

2004.The major exported commodities are Cashew, Marine products, spices, coir and its

products, coffee, tea etc.

Kerala is endowed with number of deposits such as Heavy Mineral Sand, China Clay, Iron

Ore, Graphite, Bauxite, Silica sand, Lignite, Lime shell, Granite etc. However, only Heavy

Mineral Sand and China Clay contributes more than 90% of total value of mineral production

in the state.

Introduction


1 - 44

Projected Traffic Growth

Many factors such as were utilized to generate the transport demand elasticity coefficients.

• Macro-economic scenario growth rate (s) and composition of NSDP

• Road influence area population, size and urbanization

• Reduction in truck overloading and changes in trucking fleet

• Increase in vehicle productivity due to improved road condition

• Shift in personalized travel modes over the period of time

• Changes in the inter-modal share of passenger and freight demand

The data are presented in Table 21.

Table 21: Transport Demand Elasticity Coefficient based on NSDP in Kerala

Mode

Year

2007 2012 2017 2022 Beyond

2022

Cars 1.20 1.35 1.22 1.10 0.99

Buses 1.50 1.67 1.50 1.35 1.22

Trucks 0.80 0.86 0.77 0.70 0.63

Motorized two wheelers 1.80 1.97 1.77 1.59 1.43

3 wheeler 1.10 1.26 1.19 1.02 0.92

Growth in population and per-capita income are the principal parameters for forecasting

future passenger traffic demands. The following formula combines these parameters with the

passenger vehicle elasticity:

Annual growth rate = [(1 + P/100) (1 + I/100) – 1] x 100 x E

Where:

P = annual population growth rate

I = annual per-capita income growth rate

E = elasticity coefficient.

For goods vehicles, the principal parameters are agriculture, mining, industry, trade and

commerce, which are combined and averaged before applying the elasticity coefficient to

obtain the growth rate.

Future patterns of change in various parameters such as population, NSDP, primary and

secondary industries, trade and commerce, fuel consumption and etc could only be estimated

with limited accuracy. Three scenarios related to future socio-economic trends in the form of

‘most probable’, ‘pessimistic’ and ‘optimistic’ are thus adopted for comparison with the

growth rates determined from the analyses of category wise growth of motor vehicles in

Kerala state. The growth rate obtained from elasticity method is named as ‘most probable’.

Other two considerations of 10% lower and 10% higher growth rates in comparison with most

probable case are named as ‘pessimistic’ and ‘optimistic’ respectively. The growth rates

developed for each of these scenarios are summarised in Table 22.

Table 22:Traffic Growth Rates Based on Elasticity of Transport Demand

Mode

Year

2007 2012 2017 2022 2027 Beyond

2027

Scenario-1: Projected Most Probable Traffic Growth Rate

Cars 7.1 7.8 7.0 6.3 5.7 5.7

Buses 8.7 9.6 8.7 7.8 7.0 7.0

Trucks 4.5 4.9 4.5 4.0 3.6 3.6

Motorised Two-

wheelers 10.3 11.3 10.2 9.2 8.3 8.3

3 wheeler 6.6 7.3 6.5 5.9 5.3 5.3

Scenario-2: Projected Pessimistic Traffic Growth Rate

Cars 6.4 7.0 6.3 5.7 5.1 5.1

Buses 7.9 8.7 7.8 7.0 6.3 6.3

Trucks 4.0 4.5 4.0 3.6 3.2 3.2

Motorised Two-

wheelers 9.3 10.2 9.2 8.3 7.4 7.4

3 wheeler 5.9 6.5 5.9 5.3 4.8 4.8

Scenario-3: Projected Optimistic Traffic Growth Rate

Cars 7.8 8.6 7.7 6.9 6.2 6.2

Buses 9.6 10.6 9.5 8.6 7.7 7.7

Trucks 4.9 5.4 4.9 4.4 4.0 4.0

Motorised Two-

wheelers 11.3 12.5 11.2 10.1 9.1 9.1

3 wheeler 7.3 8.0 7.2 6.5 5.8 5.8

These growth rates have been calculated with detailed study of economic indicators of Kerala

state and from the guidelines of World Bank for the calculation of elasticity for different

vehicles. The above growth rates have been used for the economic evaluation of the project

road.

16.12 Traffic Projections

The traffic projections based on category wise growth of motor vehicles in Kerala state have been computed. Of the 3 scenarios developed by the Elasticity of transport demand approach,

the most probable scenario give the closest comparison with the projections computed by

category wise growth of motor vehicles in Kerala, thus the same have been adopted for design

and economic analysis.

Comparison of different method of forecast

The traffic fore cast comparison of different method is given in Tabled 23. The most probable

case gives a reasonable comparison with category wise growth of vehicles. The elasticity

demand takes into account of different socio – economic profile factors and thus the future growth may not perfectly depicted .In such a circumstances, the traffic forecast computed by

most probable method have been adopted for design and economic analysis.

Introduction


1 - 46

Table 23 : Comparison of Forecast PCU by different Methods at

Km 380.000 & 419.000

Year PCU Based on

category wise growth

PCU based on Elasticity of transport

demand

Most

Probable Pessimistic Optimistic

Km 380.000

2005 29375 29375 29375 29375

2006 31534 31451 31245 31654

2007 33873 33695 33250 34135

2008 36410 36120 35403 36836

2009 39161 38742 37712 39779

2010 42145 41579 40192 42986

2011 45384 44647 42855 46481

2012 48901 48293 45998 50689

2013 52720 52270 49398 55319

2014 56868 56609 53077 60417

2015 61376 61345 57058 66031

2016 66277 66516 61368 72218

2017 0.71607 71610 65569 78334

2018 77404 77129 70085 85014

2019 83712 83112 74942 92312

2020 90578 89598 80164 100288

2021 98053 96633 85784 109009

2022 106196 103503 91238 117592

2023 115066 110900 97069 126904

2024 124734 118866 103302 137008

2025 135272 127448 109967 147973

2026 146765 136695 117095 159876

2027 159300 145684 123910 171505

2028 172978 155306 131151 184036

2029 187905 165607 138845 197541

2030 204202 176636 147021 212099

2031 221999 188447 155712 227796

2032 241439 201096 164950 244722

2033 262680 214648 174772 262981

2034 285894 229168 185217 282679

Year PCU Based on

category wise growth

PCU based on Elasticity of transport

demand

Most

Probable Pessimistic Optimistic

2035 311272 244728 196325 303935

Km 419.000

2005 23228 23228 23228 23228

2006 24945 24879 24715 25040

2007 26815 26672 26318 27023

2008 28854 28619 28046 29195

2009 31077 30736 29909 31574

2010 33501 33037 31918 34180

2011 36146 35540 34086 37038

2012 39033 38529 36657 40498

2013 42184 41806 39452 44328

2014 45626 45403 42492 48571

2015 49386 49350 45798 53273

2016 53495 53683 49396 58485

2017 57986 57977 52922 63669

2018 62897 62653 56730 69360

2019 68269 67746 60844 75612

2020 74145 73295 65288 82480

2021 80576 79343 70091 90029

2022 87616 85282 74772 97507

2023 95324 91704 79797 105656

2024 103767 98651 85189 114540

2025 113016 106167 90979 124227

2026 123151 114300 97195 134792

2027 134260 122239 103159 145164

2028 146440 130769 109518 156386

2029 159796 139935 116298 168531

2030 174445 149786 123528 181676

2031 190518 160375 131239 195906

2032 208155 171760 139464 211314

2033 227514 184000 148238 227999

2034 248767 197164 157599 246070

2035 272103 211321 167588 265646

Introduction


1 - 48

16.13 Inference

Two scenarios were examined here namely

• Do nothing option

• Widening the existing road to four/ six lane capacity

The impact of speed for various links is considered in this option. The speed flow analysis

using the following Road User Cost Study equations is carried out. Substituting the normal

growth of traffic for the required period the average speed of different modes with base year

flow are computed and the details are furnished in Table 24

Two lane carriageway speed equations (with earthen shoulders)

Vc = 85.45 – 0.017Q

Vb = 66.79 – 0.013Q

Vt = 58.96 – 0.008Q

Vtw = 51.58 – 0.007Q

Four lane carriageway speed equations (with paved shoulders)

Vc = 92.79 – 0.0075Q

Vb = 74.48 – 0.0042Q

Vt = 63.25 – 0.0047Q

Vtw = 57.21 – 0.0062Q

Where,

Q: Traffic flow in PCU

Vc, Vb, Vt, and Vtw: Speeds of cars, buses, trucks and motorized two wheelers respectively.

Table 24 Speed flow analysis at km 380.000 & 419.000

S.

No. Year

AADT

(PCU)

Peak

hour

factor

Peak

hour

PCU

Speed on 2 lane carriageway

with earthern shoulder

(km/hr)



(km/hr)

Car Bus Truck 2

wheeler Car Bus Truck

2

wheeler

Km 380.000

1 2005 29375 6.72% 1974 52 41 54 45 78 66 54 45

2 2006 31534 2119 49 39 53 44 77 66 53 44

3 2007 33873 2276 47 37 53 43 76 65 53 43

4 2008 36410 2447 44 35 52 42 74 64 52 42

5 2009 39161 2632 41 33 51 41 73 63 51 41

6 2010 42145 2832 37 30 50 40 72 63 50 40

7 2011 45384 3050 34 27 49 38 70 62 49 38

8 2012 48901 3286 30 24 48 37 68 61 48 37

9 2013 52720 3543 25 21 47 35 66 60 47 35

10 2014 56868 3822 20 17 45 34 64 58 45 34

S.

No. Year

AADT

(PCU)

Peak

hour

factor

Peak

hour

PCU



(km/hr)



(km/hr)

Car Bus Truck 2


2

wheeler

11 2015 61376 4124 15 13 44 32 62 57 44 32

12 2016 66277 4454 10 9 42 30 59 56 42 30

13 2017 71607 4812 4 4 41 27 57 54 41 27

14 2018 77404 5202 0 0 39 25 54 53 39 25

15 2019 83712 5625 37 22 51 51 37 22

16 2020 90578 6087 35 19 47 49 35 19

17 2021 98053 6589 32 16 43 47 32 16

18 2022 106196 7136 30 13 39 45 30 13

19 2023 115066 7732 27 9 35 42 27 9

20 2024 124734 8382 24 5 30 39 24 5

21 2025 135272 9090 21 1 25 36 21 1

22 2026 146765 9863 17 0 19 33 17 -4

23 2027 159300 10705 13 13 30 13 0

24 2028 172978 11624 9 6 26 9 0

25 2029 187905 12627 4 0 21 4 0

26 2030 204202 13722 0 17 0 0

27 2031 221999 14918 12 0

28 2032 241439 16225 6 0

29 2033 262680 17652 0 0

30 2034 285894 19212 0

31 2035 311272 20918 0

Km 419.000

1 2005 23228 6.29% 1461 61 48 56 48 82 68 56 48

2 2006 24945 1569 59 46 56 47 81 68 56 47

3 2007 26815 1687 57 45 55 47 80 67 55 47

4 2008 28854 1815 55 43 55 46 79 67 55 46

5 2009 31077 1955 52 41 54 45 78 66 54 45

6 2010 33501 2107 50 39 53 44 77 66 53 44

7 2011 36146 2274 47 37 53 43 76 65 53 43

8 2012 39033 2455 44 35 52 42 74 64 52 42

9 2013 42184 2653 40 32 51 41 73 63 51 41

10 2014 45626 2870 37 29 50 39 71 62 50 39

Introduction


1 - 50

S.

No. Year

AADT

(PCU)

Peak

hour

factor

Peak

hour

PCU



(km/hr)



(km/hr)

Car Bus Truck 2


2

wheeler

11 2015 49386 3106 33 26 49 38 69 61 49 38

12 2016 53495 3365 28 23 47 36 68 60 47 36

13 2017 57986 3647 23 19 46 35 65 59 46 35

14 2018 62897 3956 18 15 45 33 63 58 45 33

15 2019 68269 4294 12 11 43 31 61 56 43 31

16 2020 74145 4664 6 6 41 28 58 55 41 28

17 2021 80576 5068 0 1 39 26 55 53 39 26

18 2022 87616 5511 0 37 23 51 51 37 23

19 2023 95324 5996 35 20 48 49 35 20

20 2024 103767 6527 33 17 44 47 33 17

21 2025 113016 7109 30 13 39 45 30 13

22 2026 123151 7746 27 9 35 42 27 9

23 2027 134260 8445 24 5 29 39 24 5

24 2028 146440 9211 20 0 24 36 20 0

25 2029 159796 10051 16 17 32 16

26 2030 174445 10973 12 10 28 12

27 2031 190518 11984 7 3 24 7

28 2032 208155 13093 2 0 19 2

29 2033 227514 14311 0 14 0

30 2034 248767 15647 9

31 2035 272103 17115 3

The entire project road stretch passes through plain terrain barring about 15 km stretch which

is between plain and rolling. Thus Plain terrain with curvature (degree/kilometer) 0 to 50 is

considered. Design service volume as reveal in IRC 64: 1990, recommend for two-lane road

that has 7 m wide blacktop carriageway with reasonably good earthen shoulders with peak

hour traffic in the range of 8% and level of service ‘B’ is 15000 PCU/day and for four lane

dual roads is 40000 PCU/day. From the projected traffic different carriageway requirement

options are considered and the details are given Table 25.

Table 25: Carriageway Requirement Options

Sl. No. Year Km 380.000 Km 419.000

PCU Requirement PCU Requirement

1 2005 29375 4L -PS 23228 4L -PS

2 2006 31451 24879

3 2007 33695 26672

Sl. No. Year Km 380.000 Km 419.000

PCU Requirement PCU Requirement

4 2008 36120 28619

5 2009 38742 30736

6 2010 41579 33037

7 2011 44647 35540

8 2012 48293 38529

9 2013 52270 6 lane 41806

10 2014 56609 45403

11 2015 61345 49350

12 2016 66516 53683 6 lane

13 2017 71610 57977

14 2018 77129 62653

15 2019 83112 67746

16 2020 89598 73295

17 2021 96633 79343

18 2022 103503 85282

19 2023 110900 91704

20 2024 118866 98651

21 2025 127448 106167

22 2026 136695 114300

23 2027 145684 122239

24 2028 155306 130769

25 2029 165607 139935

26 2030 176636 149786

27 2031 188447 160375

28 2032 201096 171760

29 2033 214648 184000

30 2034 229168 197164

31 2035 244728 211321

From the above table, it is obvious that the project road is already exceeded the capacity

requirements of two lane. The peak hour factors obtained from count stations at km 380.00

and at km 419.00 are 6.72% and 6.29% respectively, which are comparatively lower than the

peak hour factors of 8%, which are referred in the IRC guidelines. Thus about 20% capacity

may be increased and accordingly the requirement and go beyond of four laning facilities are

calculated.

Introduction


1 - 52

It is evident from the traffic studies that the project road from km 379.100 to km 431.000 is

already exceed its capacity and warrant four lane facilities right at the moment.

16.14 Design for Major Road Junction

Four major road junctions exist on this stretch of the project road. Turning movement count

for consecutive15 minute’s intervals for a period of 24 hours are carried out. The base year

flow for the year 2005 and predicted peak hour flow in the years 2017 and 2027 for all these junctions are exemplified in Table 26.

Table 26: Predicted Peak flow at major junction

Sl.

No. Name of the Junction

Chainage

(km)

Peak hour flow in all arms (PCU)

2005 2017 2027

1 Thiruvoor Junction 379.100 2261 4971 9003

2 X ray hospital Junction 392.100 2471 5781 10796

3 Power house bridge

junction 411.200 3944 7786 15516

4 Chenganacheri Junction 415.500 2214 5232 9950

5 Harripad 445.00 1795 4371 8662

6 NangiarKulangara 447.40 2752 6868 13434

7 Kayamkulam 458.00 2582 9013 18195

Highway grade separators are envisaged at intersection of divided rural road if the ADT (fast

vehicles only) on the cross road within the next 5 years is likely to exceed 5000 and otherwise the need for such facilities could be kept in view for future consideration/construction. An

interchange may be justified when an at-grade intersection fails to handle the volume of

traffic resulting in serious congestion and frequent choking of the intersection. This situation

may arise when the total traffic of all the arms of the intersection is in excess of 10,000 PCU/

hours. These above cases do not arise in none of the four junctions till the year 2027. In the

year 2027, the junction at km 392.100 marginally exceeds the limit. The project road is

bypassing the Alappuzha town thus the junction at km 411.200 too does not considered for

such facilities. Based on the peak hour flow the at-grade junctions will be designed as per

MOSRT &H standards. The type of intersections proposed are given in Table 27.

Table 27: Types of intersections proposed.

Sl.

No. Name of the junction

Chainage

(km)

Suggested design of intersection

2017 2027

1 Thiruvoor Junction 379.100 At grade At grade

2 X ray hospital Junction 392.100 At grade At grade

3 Power house bridge

Junction 411.200 At grade At grade

4 Chenganacheri Junction 415.500 At grade At grade

5 Harripad 445.00 At grade At grade

6 NangiarKulangara 447.40 At grade At grade

7 Kayamkulam 458.00 At grade At grade

17. BYPASS

The project road starts from km 379.100 Thiruvoor Junction and ends at km 465.000 Ochira

of NH-47 in Kollam district. In this section of road there is one important town Alappuzha

where the ROW is less and so a 4-lane bypass is proposed for Alappuzha town ch. 408.000 to

ch. 415.000.

18. DESIGN OF PAVEMENT

Design Life : 20 Years (Flexible)

Design Traffic : 100 msa for main carriageway; 10msa for service road

Design CBR : 8%

Pavement Composition

New Pavement:

Bituminous Concrete : 50mm

Dense Bituminous Macadam (DBM) : 140mm

Wet Mix Macadam (WMM) : 250mm

Granular Subbase (GSB) : 200mm

Overlay:



Profile Correction with DBM : 50mm

Service Road:





19. PRELIMINARY ENVIRONMENT ASSESSMENT

19.1 General

Improvement of surface connectivity through construction of new roads or strengthening/

upgradation of existing roads is generally undertaken to improve the economic and social

welfare of those using the road or served by it. The need for faster growth in the economic

and social sectors has propelled the Government of India to invest liberally in infrastructure

development program and strengthening the road network of the country has got a focus.

There is a realization that improved connectivity goes a long way in integrating the markets in

the country and providing a level playing field for the manufacturers and producers located in

different regions. The project of 4-laning of Cherthalai Thiruvananthapuram section (km

379.10 to km551.90) of National Highway NO. 47 in the state of Kerala is a part of the

National Highway Development Program. The project involves rehabilitation and upgrading

of the existing 2-lane road and widening it to 4-lane dual carriageway. The project road has

been divided into two packages. Package-I starts at Cherthalai (km 379.100) and ends at

Ochira (km 465.000) is primarily confined within the district of Alappuzha known all over the

world for its backwaters and the popular boat race and terminates after entering the Kollam

district a center for cashew processing industries. Kollam has also the second largest estuary

of Kerala in Ashtamudi lake which in the recent past has been declared as a Ramsar site.

Introduction


1 - 54

19.2 Description of the Project

The package of NH 47 – the busiest highway in the state of Kerala covers the stretch between

379.10km and 465.0km. It primarily runs through the district of Alappuzha and ends up after

entering Kollam. This stretch passes through settlements of Cherthalai, Alappuzha, Kalavoor,

Punnapra, Ambalapuzha, Haripad, Kayamkulam, Krishnapuram, Ochira etc Quite a few of

these settlements are thickly populated. To avoid large scale dislocation of people and property, it has been proposed to bypass Alappuzha. Land for this Alappuzha bypass has been

acquired long back. It is proposed to provide elevated roads at some of the thickly populated

towns.

The carriageway of the existing road on an average varies between 10m and 13m except in

few patches where the carriageway is narrower. The package has some stretches where the

divided 4-lane carriageway has already been constructed. Built up areas occupy the bulk of

the land along the project corridor. The ROB at AmbAlappuzha has provision of 2-lane undivided carriageway. A large number of junctions punctuate the road

Roadside plantations of varying densities and species composition line almost the entire

stretch of the road. Some locations have the Arabian sea close by. The project road also

crosses backwaters at a few locations.

19.3 Environmental Management Plan

Environmental Management Plan (EMP) is the means to ensure that the environmental

quality of the zone dos not get adversely impacted beyond acceptable level due to the

construction and operation of the project. The plan lays down measures for three distinct

phases - (a) design phase (b) construction phase and (c) the operational phase. This plan

suggests mitigation measures against all identified impacts. Environmental management

matrix provides detailed management measures for specified anticipated impacts and defines

responsibilities of each participating organization. Mitigation and management measures have

been detailed out for impacts on water bodies, roadside vegetation, water /air/sound quality,

road safety, drainage as well as sanitation of labour camps.

Environmental enhancement considers additional provisions and specifies

enhancement of water bodies, and establishment of quality compensatory plantation

all along the project corridor.

19.4 Environmental Monitoring Plan

Environmental Monitoring Plan ensures that the environmental mitigation measures

and enhancement programme are properly implemented and the responsibility for

implementation is clearly demarcated.

Monitoring of environmental quality during construction and during operation reflects the

success of implementation of the mitigation measures. Monitoring will be conducted by the

project authority with the help of an independent monitoring organisation Monitoring

parameters, locations and frequency for air, water, noise quality have been suggested.

Monitoring of survival rates of plantations also has been suggested.

A budgetary estimate of Rs. 500.00 lacs for environmental management activities has been

prepared. This includes cost of mitigation measures, enhancement and monitoring. Environmental mitigation measures, which are part of engineering activities such as slope

stabilization, sediment/ silt control, provision of cross-drainage etc. have not been included in

this estimate.

20. INITIAL SOCIAL ASSESSMENT

20.1 General

The Resettlement Action Plan (RAP) is based on social impact assessment of the

potentially affected owners of houses, shops, hotels, tea stalls, business and

agricultural land including impact on local community infrastructures due to widening

of National Highway – 47. In view of the human involved, the possible social

impacts have been integrated into the improved alternative engineering designs to

minimize resettlement and forced displacement. This task has been achieved by

adopting road engineering techniques in terms of the provision of Alappuzha bypass,

realignment, widening and reduction in median width at congested settlements. The

RAP provides details to implement provisions of the policy framework, including

institutional arrangements and budgets based on enumeration of project-affected

people with entitlements under the framework.

20.2 Budget

The estimated budget for R&R is Rs.344.70 crores including land acquisition. The

item wise detailed indicative budget of the R&R component of the project will be

presented in the stand along RAP document, which will be sent along with the revised

PPR.

21. ESTIMATED COST

The estimated cost (civil cost) of this package based on 2006-07 rates works out to

Rs. 956.28 crores. This has been updated to Rs. 1054.30 crores after adding

escalation for 2 years @ 5% per annum i.e. Rs. 12.61 crores per km (Total Length =

Km 83.60). After adding contingency and supervision charges and cost of shifting

utility services, environmental mitigation measures, land acquisition and resettlement

and rehabilitation charges, the cost comes to Rs. 1600.00 crores i.e. Rs. 19.14 crores

per km.

22. ECONOMIC AND FINANCIAL ANALYSIS

22.1 Introduction

This chapter presents the economic analysis for the project road section from km 379.100 to

km 465.000 of NH-47 in the state of Kerala. The economic analysis is carried out within the

broad framework of social cost-benefit analysis. The appraisal compares the total transport

costs in situations of “with” the project and “without” the project alternatively called the

“base case” or the “do minimum case” for the project highway.

Introduction


1 - 56

The underlying objective of economic analysis is to maximize the returns on the investment.

The concept behind the economic appraisal of the project is that if it is implemented, the

resulting benefits will be the decreased road users costs when compared to the costs of the

‘base’ situation.

The total transport costs comprise two basic components (Table28), viz. road supplier costs

and road user costs.

Table 28: Total Transport Costs

Road Supplier Costs Road User Costs

Construction Costs Vehicle Operating Costs (VOC)

Maintenance Costs Travel Time Costs

Replacement Costs: Costs of Environmental Impact

Mitigation Measures, Costs of Rehabilitation and

Resettlement (R&R) measures

22.2 Methodology

All costs considered in the analysis are valued in money terms at the market prices. For

economic analysis, these are expressed as economic costs for avoiding distortions in the

prices of inputs such as labour, materials, equipment, and machinery i.e. market prices net of

transfer payments such as taxes and subsidies arising due to market imperfections. The

transport costs are estimated for the ‘Do nothing’ and ‘With Project’ scenarios. The reduction

in these costs under ‘With Project’ scenario, alternatively called the savings, are treated as

economic benefits corresponding to the incremental investment estimated over the life of project.

The economic appraisal is carried out by using the ‘Highway Development and Management

(HDM 4) Model’. The model is used to generate cash flow streams of VOCs and travel time

costs to compute the net economic benefits, as inputs for the estimation of the IRRs and NPVs

for project evaluation.

22.3 Project Option

Economic evaluation for the project road from km 379.100 to km 465.000 has been carried

out. The project option considered is:

Widening and strengthening of existing 2-lane (partly 4-lane) National Highway to four lane

carriageway configuration with 7m wide service lane on either side.

22.4 Basic Input Data

The basic input data used for the application of HDM-4 have been grouped into following

categories:

General

Traffic

Road Condition and Pavement design

General Data

Pavement Option : Flexible Pavement has been considered for proposed four lane

carriageway configuration of existing 2-lane highway

Construction Period : Construction period for the section from km 379.100 to km

465.000 has been assumed as 30 months i.e. from April 2009 to

Sept 2011.

Investment Schedule : For construction period, the distribution of cost for each year is

given as below:

1st Year - 30 %

2nd Year – 40 %

3rd Year – 30 %

Analysis Period : 20 years

Discount rate : 12%

Solvage Value : 15%

Project Cost

Estimated cost for project option is as given in Table 29.

Table 29 : Estimated cost for Construction

Option Construction Cost

(Rs. in million)

New four lane carriageway configuration of existing 2-

lane highway 10543.00

The foreign exchange component in the total capital cost is insignificant and has been

considered to be zero, as all material, machinery and labour are available in India. Standard

Conversion factor of 0.90 has been used for converting market prices of road construction and

maintenance inputs into economic costs.

Traffic Volume and Composition

The traffic volume data has been taken from Traffic Analysis & Forecast chapter as per

Traffic Surveys conducted in the year 2005.

Summary of Annual Average Daily Traffic (AADT) along with percentage composition of

vehicles at km 380.00, km 419.00 and km 459.00 is given in Table 30.

Table 30: AADT & Percentage Composition of Vehicles

Loca

tion

(k

m)

AA

DT

( M

oto

rize

d

Veh

icle

s) i

n N

os.

Percentage Composition (Motorised)

Car/

Jee

p/V

an

Min

i B

us/

LC

V

(Pass

enger

)

Bu

s

Th

ree

Wh

eele

r

Tw

o W

hee

lers

LG

V

Tw

o A

xle

Tru

cks

Th

ree

Axle

Tru

cks

Mu

lti

Axle

Tru

cks

380.00 22723 40.19 2.61 5.31 7.06 25.92 7.82 8.85 1.77 0.47

Introduction


1 - 58

Lo

cati

on

(k

m)

AA

DT

( M

oto

rize

d

Veh

icle

s) i

n N

os.

Percentage Composition (Motorised)

Ca

r/Jee

p/V

an

Min

i B

us/

LC

V

(Pa

ssen

ger

)

Bu

s

Th

ree

Wh

eel

er

Tw

o W

hee

lers

LG

V

Tw

o A

xle

Tru

cks

Th

ree

Axle

Tru

cks

Mu

lti

Ax

le T

ruck

s

419.00 18676 25.73 3.24 5.88 8.87 39.71 6.55 8.01 1.65 0.36

459.00 21621 30.59 2.25 6.76 10.61 36.93 5.82 5.65 1.06 0.33

Estimated growth rates used for projection of traffic to horizon years are given in

Table 31.

Table 31: Estimated Traffic Growth Rates (%)

Mode

Year

2005 -

2007

2008 -

2012

2013 -

2017

2018 -

2022

2023 -

2027

2027

onwards

Cars 7.1 7.8 7.0 6.3 5.7 5.7

Buses 8.7 9.6 8.7 7.8 7.0 7.0

Trucks 4.5 4.9 4.5 4.0 3.6 3.6

Motorized two

wheelers 10.3 11.3 10.2 9.2 8.3 8.3

3 wheeler 6.6 7.3 6.5 5.9 5.3 5.3

Existing Road Condition: Other parameters like pavement condition data, roughness

Pavement Deflection (BBD) of various sections have been taken from respective chapter and

are summarized in the Table 32 and Table 33.

Table 32: Existing Roughness (m/Km) of various sections

Sl. No. Chainage (km.)

Length (km) Roughness (m/km) From To

1 379.100 387.000 7.9 2.54

2 387.000 408.000 21 2.59

3 408.000 465.000 57.0 3.02

Table 33: Pavement Condition Survey data

Chainage Cracking

area (%)

Potholes (%

area)

Patching

area

(%)

Ravelling

area (%)

Rut Depth

(mm)

379.100-

387.000 3.71 0.42 - - 0.64

387.000- 4.56 1.00 0.98 - -

408.000

408.000-465.000

9.28 1.54 4.75 1.11 1.68

22.5 Economic Analysis – Results

Result of Economic Evaluation

Option IRR (%) NPV (Rs. Million)

Four lane carriageway configurations of existing 2-lane carriageway of NH-47 (with

time saving)

35.90 18121.33

22.6 Sensitivity Analysis

Sensitivity Analysis has been carried out to examine the effect on economic viability of the

project due to change in the level of the key input factors, including construction cost,

variation in traffic etc. The sensitivity of the IRR has been studied under the following change

in conditions (refer Table 34).

Condition I : 15% increase in project cost, traffic remains unchanged.

Condition II : 15% decrease in traffic, project cost remains unchanged.

Condition III : 15% increase in project cost & 15% decrease in traffic.

Table 34: Sensitivity Analysis Results with time saving

Sensitivity Analysis Results

Condition IRR (%) NPV (Rs. Million)

I 32.30 16987.34

II 32.50 16788.84

III 29.30 15654.850

Economic and Sensitivity Analysis results show that project road section from km 379.100 to

km 465.000 is economically viable by all means. Thereby project may be taken up for

improvement to 4-lane configuration.

22.7 Financial Analysis

The base objective of the financial analysis is to determine whether the Build Operate

and Transfer (BOT) model is workable for the stretch Cherthalai to Ochira (km

379.100 to km. 465.00) and if so, under what conditions

Financial Analysis has been carried out for the following scenarios.

i) Base case with no NHAI grant

ii) With 20% equity support and 20% O&M support during the concession period,

the results are indicated as under;

Sl

No. Description

Equity

FIRR (%)

Post- Tax

FIRR (%) NPV

Introduction


1 - 60

Concession Period: 25 Years

1 Base case with no

grant

15.00 12.98 99.89 Crores

2 With 20% equity

support + 20% O&M

support

27.25 19.62 700.81 Crores

23. MEMORANDUM FOR PPP APPRAISAL COMMITTEE

23.1 Memorandum for consideration of Public Private Partnership Appraisal Committee

(for ‘In Principle’ approval) has been prepared in the format prescribed by NHAI and

is sent separately as document (Annex II) along with the Term Sheet of the proposed

Concession Agreement (Appendix A).

23.2 The memorandum for Public Private Partnership Appraisal Committee (for ‘Final’

approval) has also been prepared and is sent herewith as Annex III together with brief

particulars of the Concession Agreement (Annex III-Appendix ‘A’).

24. CONCLUSION AND RECOMMENDATION

The economic with sensitivity analysis and financial analysis results show that the

project is economically and financially viable even without any grant from NHAI.

The project is therefore recommended to be taken up on priority for 4 laning under

BOT (Toll).

•••• •••• ••••

EXECUTIVE SUMMARY

0.1 INTRODUCTION

M/s Intercontinental Consultants and Technocrats Pvt. Ltd., New Delhi have been appointed

as Consultants to carryout the Feasibility Study and preparation of Detailed Project Report

(DPR) for 4/6-laning of Cherthalai to Thiruvananthapuram section of

NH-47 in Kerala State (Package No. NHDP Phase III/DL4/22). The work will be executed on

BOT basis.

0.2 CONTRACT

The Contract for Consultancy Services between M/s. ICT Pvt Ltd. and NHAI was entered

into on 08.09.2005 with the amount of consultancy contract being Rs. 2,21,69,400/-

(excluding service tax) for the entire length of proposed 4 laning in the Cherthalai-

Thiruvananthapuram section of NH-47 in the State of Kerala. Length has been divided in two

parts. Package I deals from Cherthalai (km 379.100) to Ochira (km 465.000) section of NH-

47.

0.3 PROJECT BACKGROUND

0.3.1 Earlier Stand

During the meeting taken by the Hon’ble Chief Minister of Kerala at Thiruvananthapuram on

08.11.2005, NHAI were asked by the State Govt. to carryout 4 laning within the existing 30m

width of Road (ROW) as acquisition of land was reported to be extremely difficult. M/s. ICT

were constrained to develop the x-sections of 4 laning accordingly. This had the following

inherent drawbacks:

viii) Non availability of space for 4.5m wide Median as per Ministry’s / NHAI guidelines

ix) Non Provision of 1m wide earthen shoulders on both sides of the 4-lane road

x) Only 5.5m width of service roads including 1.5m width for side drain and 0.5m for utility

services

xi) No space for stacking lane for turning traffic in medium opening for safety

xii) Non availability of adequate space for utility services

xiii) No space for bus bays, bus shelters, parking areas etc.

xiv) No scope of future expansion

0.3.2 Reports Submitted

Feasibility report of the project was submitted to NHAI on 29.12.2005.

Draft Preliminary Project Report for Package I i.e. km 379.100 to km 465.000 was submitted

to NHAI on 20.01.2007. These reports were based on the earlier decision of 4 laning in the

existing 30m Right of way (ROW) width.

03.3 Later Developments

During the meeting taken by the Hon’ble Minister for Shipping, Road Transport &

Highways with the Chief Minister of Kerala at Thiruvananthapuram on 23rd

May

2007, it was decided that 4-laning of NH-47 from Cherthalai to Thiruvananthapuram

will be carried out in 45m. Right of Way (ROW) width and NOT in 30m existing

ROW as desired by the State Govt. of Kerala. This has resulted in complete change of

design and drawings by the consultants.

• Due to change in ROW width from 30m to 45m new cross-sections

for 4-laning were developed and sent to NHAI for approval on 31.05.2007 and

06.07.2007.

• NHAI was informed that the change would involve additional inputs of survey,

extensive Land Acquisition Plans, Resettlement Plans, Environmental

Management Plans and preparation of entire design and drawings afresh.

Introduction


1 - 62

• Case for additional cost of Rs. 94.31 Lakhs (excluding service tax) as Variation

was submitted to NHAI vide ICT letter no. ICT:436:TL:4447 dated 31.05.2007.

• NHAI was also informed on 31.05.2007 that fresh exercise would require

Extension of Time (EOT) of 8 months for preparing DPR.

0.4 PRESENT STATUS

• Approval in principle for the modified 4-lane cross-section has been received

from NHAI vide their letter no. NHAI/BOT/11012/67/2005 dated 15.11.2007.

• Extension of Time (EOT) upto 31st Jan 2008 has been approved by NHAI vide

their letter of 15.11.2007 referred to above.

• Approval for additional cost as variation is awaited from NHAI.

0.5 SITE VISIT

A site visit was undertaken by Team Leader accompanied by Senior Surveyor from

4th

December 2007 to 10th

December 2007. After the approval of the modified X-

sections of 4 laning by NHAI, widening schedule was finalized keeping in view the

ground situation. The abstract of widening is indicated as under:

Item LHS

((km)

RHS

(km)

Concentric

(km)

Bypass*

(km)

Total

(km)

Package

I 38.850 27.600 10.450 6.700 83.600

* Bypass at Alappuzha

Based on above, the modified alignment plans have been prepared and sent to NHAI

vide letter no. ICT: 436: TL: 1523 dated 18.02.2008.

0.6 TRAFFIC

The traffic in the base year i.e. December 2005 varies from 29,375 PCU to 35,361

PCUs. The pavement has been designed for 20 years design life.

0.7 DESIGN OF PAVEMENT

Design Life : 20 Years (Flexible)

Design Traffic : 100 msa for main carriageway; 10msa for service road

Design CBR : 8%

Pavement Composition

New Pavement:





Overlay:



Profile Correction with DBM : 50mm

Service Road:





0.8 ENVIRONMENTAL IMPACT ASSESSMENT

The approximate cost for Environmental Mitigation measures has been worked out as

Rs. 500.00 lakhs.

0.9 SOCIAL ASSESSMENT

The estimated budget for Resettlement and Rehabilitation (R & R) is Rs. 344.70

crores including land acquisition.

0.10 ESTIMATED COST

The estimated cost (civil cost) of this package based on 2006-07 rates works out to

Rs. 956.28 crores. This has been updated to Rs. 1054.30 crores after adding

escalation for 2 years @ 5% per annum i.e. Rs. 12.61 crores per km (Total Length =

Km 83.60). After adding contingency and supervision charges and cost of shifting

utility services, environmental mitigation measures, land acquisition and resettlement

and rehabilitation charges, the cost comes to Rs. 1600.00 crores i.e. Rs. 19.14 crores

per km.

0.11 ECONOMIC AND FINANCIAL ANALYSIS

0.11.1 Economic Analysis

The results of economic analysis for the project road section from km. 379.100 to km.

465.000 of NH-47 in the State of Kerala are indicated below;

Option EIRR % NPV (Rs.

Million)

Four lane carriageway

configuration of existing 2-lane

carriageway of NH-47 (With

time saving)

35.90 18121.33

Sensitivity Analysis

Condition – I : 15% increase in project cost, traffic remains unchanged

Condition – II : 15 % decrease in traffic, project cost remains unchanged

Condition – III: 15 % increase in project cost & 15% decrease in traffic

Results (With Time Saving)

Condition IRR (%) NPV (Rs. Million)

I 32.30 16987.34

Introduction


1 - 64

II 32.50 16788.84

III 29.30 15654.85

0.11.2 Financial Analysis

The base objective of the financial analysis is to determine whether the Build Operate

and Transfer (BOT) model is workable for the stretch Cherthalai to Ochira (km

379.100 to km. 465.00) and if so, under what conditions

Financial Analysis has been carried out for the following scenarios.

iii) Base case with no NHAI grant

iv) With 20% equity support and 20% O&M support during the concession

period, the results are indicated as under;

Sl

No. Description

Equity

FIRR

(%)

Post-

Tax

FIRR

(%)

NPV

Concession Period: 25 Years

1 Base case with

no grant

15.00 12.98 99.89

Crores

2 With 20%

equity support +

20% O&M

support

27.25 19.62 700.81

Crores

0.12 MEMORANDUM FOR PPP APPRAISAL COMMITTEE

0.12.1 Memorandum for consideration of Public Private Partnership Appraisal Committee

(for ‘In Principle’ approval) has been prepared in the format prescribed by NHAI and

is sent separately as document (Annex II) along with the Term Sheet of the proposed

Concession Agreement (Appendix A).

0.12.2 The memorandum for Public Private Partnership Appraisal Committee (for ‘Final’

approval) has also been prepared and is sent herewith as Annex III together with brief

particulars of the Concession Agreement (Annex III-Appendix ‘A’).

0.13 CONCLUSION AND RECOMMENDATION

The economic with sensitivity analysis and financial analysis results show that the

project is economically and financially viable even without any grant from NHAI.

The project is therefore recommended to be taken up on priority for 4 laning under

BOT (Toll).

•••• •••• ••••

Project Report Cherthalai Ochira NH-47 PKG-I

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Transcript of Project Report Cherthalai Ochira NH-47 PKG-I