final feasibility study report volume i - main...

Preparation of Detailed Project Report (DPR) study for 4 laning of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66) (from KM 379/100 to KM 551/900) [Package –III] under NHDP Phase III in the State of Kerala

Final Feasibility Study Report

Volume I - Main Report

March 2017

www.smec.com

DPR study for 4 laning of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66) (from KM 379/100 to KM 551/900) [Package –III] under NHDP Phase III in the State of Kerala

Final Feasibility Study Report; Revision No. 0; Date 31/03/2017| The SMEC Group | ii

DOCUMENT/REPORT CONTROL FORM

File Location Name: Final Feasibility Study Report

Project Name: Preparation of Detailed Project Report (DPR) study for 4 laning of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66) (from KM 379/100 to KM 551/900) [Package –III] under NHDP Phase III in the State of Kerala

Project Number: 7061471

Revision Number: 0

Revision History

Revision # Date Prepared by Reviewed by Approved for Issue by

0 31-03-2017

Rajanish Kumar, Shrey Jain, Deepak Malik,

Abhishankar Parashar/ Anshul Gupta/

Harachand Jhankar

Pinaki Ranjan Biswas

Harsha Chatterjee

Issue Register

Distribution List Date Issued Number of Copies

National Highway Authority of India (NHAI) Project Implementation Unit, 1st Floor, T.C 36/574-1, Krishna Kripa, ERA-42, Palkulangara Jn., Vallakadavu. PO Thiruvananthapuram – 695008, Kerala

31-03-2017 04

Office Library [SMEC office location]

SMEC Project File T:\Projects\7061471 Kerala\H - Deliverables\H1 - Reports\4. Feasibility Study Report\2. Final Feasibility Study Report\Vol. I_Main Report

SMEC Company Details

SMEC International Pty. Ltd. in association with SMEC India Pvt. Ltd. 387, Udyog Vihar, Phase II, Gurgaon 122016, Haryana, INDIA

Tel: +91 124 4552800, 4501100 Fax: +91 124 4380043

Email: [email protected] Website: www.smec.com

The information within this document is and shall remain the property of: NHAI

mailto:[email protected]

http://www.smec.com/


Final Feasibility Study Report; Revision No. 0; Date 31/03/2017| The SMEC Group | iii

TABLE OF CONTENTS

Abbreviation.......................................................................................................................................................... xiii

Chapter 0 Executive Summary .............................................................................................................. 1

0.1 Project Background ....................................................................................................................................... 1

0.2 Objectives ..................................................................................................................................................... 1

0.3 Project Description ....................................................................................................................................... 2

0.4 Socio-Economic Profile Of The Project Influence Area (Pia) ......................................................................... 2

0.5 Traffic Studies And Analysis .......................................................................................................................... 3

0.5.1 Classified Traffic Volume Counts ..................................................................................................... 3

0.5.2 Turning Movement Survey .............................................................................................................. 4

0.5.3 Origin Destination Survey ................................................................................................................ 4

0.5.4 Axle Load Survey ............................................................................................................................. 4

0.5.5 Speed And Delay Surveys ................................................................................................................ 5

0.5.6 Traffic Forecast ................................................................................................................................ 5

0.5.7 Toll ................................................................................................................................................... 5

0.6 Engineering Surveys And Investigations ....................................................................................................... 5

0.6.1 Existing Conditions .......................................................................................................................... 5

0.6.2 Pavement Composition ................................................................................................................... 7

0.6.3 Bridges And Culverts ....................................................................................................................... 8

0.6.4 Pavement Design ............................................................................................................................. 8

0.7 Environmental Screening Of The Project .................................................................................................... 13

0.8 Social Impact Assessment ........................................................................................................................... 14

0.8.1 Census And Socio-Economic Survey .............................................................................................. 14

0.8.2 Identification Of Structures Likely To Be Affected ........................................................................ 14

0.8.3 Resettlement Action Plan .............................................................................................................. 14

0.9 Preliminary Cost Estimates ......................................................................................................................... 14

0.10 Project Cost ................................................................................................................................................. 15

0.11 Economic Analysis ....................................................................................................................................... 16

0.12 Financial Analysis ........................................................................................................................................ 17

Chapter 1 Introduction ........................................................................................................................ 18

1.1 Background ................................................................................................................................................. 18

1.2 Consultancy Appointment .......................................................................................................................... 18

1.3 Project Description ..................................................................................................................................... 19

1.4 Mobilization, Staffing And Submissions ...................................................................................................... 19

1.5 Feasibility Report ........................................................................................................................................ 21

Chapter 2 Overview Of Nhai’s Organisation, Activities, Nhdp Programme, Project Financing And Cost Recovery Mechanism .......................................................................................................... 23

2.1. NHAI Mission .............................................................................................................................................. 23

2.2. NHAI Establishment .................................................................................................................................... 23

2.3. NHAI Mandate ............................................................................................................................................ 23

2.3.1. Nhai Organization .......................................................................................................................... 24

2.3.2. National Highway Development Program (Nhdp) ......................................................................... 24

2.3.3. Government Policy Initiatives ....................................................................................................... 26

2.4. Cost Recovery Mechanism .......................................................................................................................... 27


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Chapter 3 Methodology Adopted For The Feasibility Study ................................................................ 30

3.1. General ....................................................................................................................................................... 30

3.2. Review Of Past Studies, Reports And Data ................................................................................................. 30

3.2.1. Data On Road Works ..................................................................................................................... 30

3.2.2. Data On Bridges/ Structures .......................................................................................................... 30

3.2.3. Inventory And Condition Survey Of Road...................................................................................... 31

3.3. Reconnaissance Survey ............................................................................................................................... 31

3.4. Traffic Surveys ............................................................................................................................................. 31

3.5. Topographic Surveys ................................................................................................................................... 32

3.6. Soil And Materials Investigations ................................................................................................................ 32

3.6.1. Pavement Structural Strength ....................................................................................................... 33

3.7. Geo-Technical Investigations ...................................................................................................................... 33

3.8. Carrying Out Hydraulic Surveys And Hydrological Studies ......................................................................... 34

3.9. Methodology Adopted For Bridges/ Structures.......................................................................................... 36

3.9.1. Collection Of Data From Secondary Sources ................................................................................. 36

3.9.2. Inventory And Condition Survey ................................................................................................... 36

3.9.3. Retention / Replacement Of Existing Bridges ............................................................................... 36

3.9.4. Traffic Needs ................................................................................................................................. 36

3.9.5. Framing Of Proposals .................................................................................................................... 36

3.9.6. Preparation Of Preliminary Gads .................................................................................................. 37

3.10. Environmental Screening, Eia & Rap........................................................................................................... 37

3.11. Initial Social Screening, Social Survey And Rap ........................................................................................... 40

3.12. Estimated Cost ............................................................................................................................................ 41

3.13. Economic Analysis ....................................................................................................................................... 41

3.14. Financial Analysis ........................................................................................................................................ 41

3.15. Bid Documents ............................................................................................................................................ 41

Chapter 4 Socio-Economic Profile Of The Project Areas ...................................................................... 42

4.1. Introduction ................................................................................................................................................ 42

4.2. Demographic Characteristics ...................................................................................................................... 44

4.2.1. Population ..................................................................................................................................... 44

4.2.2. Population Growth And Urbanization ........................................................................................... 44

4.3. Land Use ..................................................................................................................................................... 45

4.4. State’s Economy ......................................................................................................................................... 45

4.4.1. Sectoral Composition Of State Income ......................................................................................... 47

4.4.2. The Per Capita Income .................................................................................................................. 49

4.4.3. Growth Trends-State Income ........................................................................................................ 49

4.4.4. District Wise Income ..................................................................................................................... 49

4.5. Work Participation Ratio ............................................................................................................................. 50

4.5.1. Economic Classification Of Workers .............................................................................................. 51

4.6. Agriculture And Allied Activities ................................................................................................................. 51

4.6.1. Agricultural Production ................................................................................................................. 51

4.7. Industry ....................................................................................................................................................... 53

4.7.1. Registered Industrial Units In Kollam ............................................................................................ 53

4.7.2. Small Scale Industries .................................................................................................................... 54

4.7.3. Registered Industrial Units In Alappuzha ...................................................................................... 54



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4.7.5. Registered Industrial Units In Thiruvananthapuram ..................................................................... 55


4.8. Transport Network...................................................................................................................................... 56

4.8.1. National Highways ......................................................................................................................... 56

4.8.2. Registered Motor Vehicles ............................................................................................................ 57

4.8.3. Bus Transport Services .................................................................................................................. 57

4.8.4. Railways ......................................................................................................................................... 57

4.8.5. Air Transport ................................................................................................................................. 58

4.8.6. Water Transport ............................................................................................................................ 58

4.9. Tourism ....................................................................................................................................................... 58

4.10. Conclusions ................................................................................................................................................. 60

Chapter 5 Engineering Surveys And Investigations ............................................................................. 61

5.1 Introduction ................................................................................................................................................ 61

5.2 Collection Of Secondary Data ..................................................................................................................... 61

5.3 Study Of The Existing Alignment ................................................................................................................. 61

5.4 Current And Proposed Development Activities .......................................................................................... 65

5.5 Road Inventory And Pavement Condition Surveys ..................................................................................... 66

5.6 Pavement Roughness.................................................................................................................................. 66

5.7 Hydrological And Hydraulic Investigations ................................................................................................. 78

5.8 Bridges / Structures .................................................................................................................................... 92

5.9 Soil And Material Investigation ................................................................................................................... 99

5.9.1 Soil & Material Investigation ......................................................................................................... 99

5.9.2 Field Investigation – Sampling And Testing ................................................................................... 99

5.9.3 Investigations On Subgrade Of Existing Pavement ..................................................................... 101

5.9.4 Field Tests And Results ................................................................................................................ 101

5.9.5 Laboratory Tests And Results ...................................................................................................... 103

5.9.6 Observations And Conclusions .................................................................................................... 108

5.9.7 Toe Samples In Widening Area.................................................................................................... 108

5.9.8 Observations And Conclusions .................................................................................................... 109

5.9.9 Testing On Alignment/Bypass Samples ....................................................................................... 110

5.9.10 Existing Pavement Composition And Analysis ............................................................................. 110

5.9.11 Materials Investigation ................................................................................................................ 120

5.8.12 Coarse Aggregates (Stone) ................................................................................................. 123

5.8.13 Fine Aggregate (Sand) Materials ........................................................................................ 124

Chapter 6 Indicative Design Standards, Methodologies And Specifications ....................................... 127

6.1. Introduction .............................................................................................................................................. 127

6.5 Design Of Pavement ................................................................................................................................. 135

6.6 Design Standards For New Proposed Bridges/Structures ......................................................................... 136

Chapter 7 Traffic Survey And Analysis ............................................................................................... 142

7.1. Introduction .............................................................................................................................................. 142

7.2. Traffic Surveys ........................................................................................................................................... 143

7.3. Secondary Data ......................................................................................................................................... 143

7.4. Analysis Of Traffic Surveys ........................................................................................................................ 144

7.4.1. Traffic Volume Count .................................................................................................................. 144

7.4.2. Analysis Of O-D Survey Data ....................................................................................................... 150

7.4.3. Analysis Of Turning Movement Count ........................................................................................ 151


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7.4.4. Analysis Of Speed And Delay Survey ........................................................................................... 153

7.4.5. Willingness To Pay Survey ........................................................................................................... 155

7.4.6. Pedestrian Count Survey ............................................................................................................. 156

7.5. Traffic Forecast ......................................................................................................................................... 156

7.5.1. Past Trends In Traffic Growth In The Region ............................................................................... 157

7.5.2. Secondary Data ........................................................................................................................... 157

7.5.3. Vehicle Registration .................................................................................................................... 157

7.5.4. Elasticity Of Transport Demand .................................................................................................. 158

7.5.5. Traffic Forecast By Econometric Method .................................................................................... 158

7.5.6. Estimation Of Forecast Traffic ..................................................................................................... 160

7.5.7. Capacity And Level Of Service Analysis ....................................................................................... 162

7.6. Tolling Strategy And Estimation Of Toll Lanes .......................................................................................... 163

7.6.1. General ........................................................................................................................................ 163

7.6.2. Estimation Of Tollable Traffic ...................................................................................................... 163

7.6.3. Toll Plaza Lane Requirements ..................................................................................................... 167

7.7. Traffic Circulation Plan And Safety Considerations .................................................................................. 167

7.8. Recommendation And Conclusion ............................................................................................................ 168

Chapter 8 Engineering Designs And Alternatives ............................................................................... 169

8.1 Introduction .............................................................................................................................................. 169

8.2 Alignment Improvement Proposal ............................................................................................................ 169

8.3 Proposed Right Of Way (Prow) ................................................................................................................. 170

8.4 Alignment Options And Widening Criteria ............................................................................................... 170

8.5 Bypasses And Realignments ..................................................................................................................... 187

8.6 Religious Structures .................................................................................................................................. 187

8.7 Pavement Design ...................................................................................................................................... 189

8.7.1 Pavement And Subgrade Investigation ....................................................................................... 189

8.8 Design-Hydrological Approach And Methodology ................................................................................... 223

8.8.1 Objective ..................................................................................................................................... 223

8.8.2 Location ....................................................................................................................................... 223

8.8.3 Rainfall And Temperature ........................................................................................................... 223

8.8.4 Soil And Land Use ........................................................................................................................ 223

8.8.5 Data Collection And Data Analysis ................................................................................................. 224

8.8.6 General Methodology For Hydrology For Bridges ......................................................................... 224

8.8.6.1 Hydrological Analysis ..................................................................................................................... 224

8.8.7 Hydraulic Analysis .......................................................................................................................... 227

8.8.8 Scour Depth Calculation For Design Of Foundation ...................................................................... 227

8.8.9 Summary And Recommendations ................................................................................................. 228

8.9 Bridge Design ............................................................................................................................................ 238

8.9.1 Recommendation Of Bridges / Structures ......................................................................... 238

8.10 At Grade Intersection/Grade Separated Intersection .............................................................................. 241

8.12 Proposal For Toll Plaza .............................................................................................................................. 268

8.13 Highway Facilities ..................................................................................................................................... 273

Chapter 9 Environmental Screening And Preliminary Environmental Assessment ............................ 274

9.1. Introduction, Objective And Legal Framework ......................................................................................... 274

9.1.1. Introduction ................................................................................................................................ 274

9.1.2. Objective Of Environmental Screening And Preliminary Environmental Assessment ................ 274


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9.1.3. Applicable Environmental Acts And Guidelines .......................................................................... 274

9.2. Baseline Environmental Setup .................................................................................................................. 278

9.2.1. Study Area ................................................................................................................................ 278

9.2.2. Physiography ............................................................................................................................ 278

9.2.3. Geology & Soil .......................................................................................................................... 279

9.2.4. Seismicity ................................................................................................................................. 280

9.2.5. Climate And Meteorology ........................................................................................................ 282

9.2.6. Land Use Pattern ...................................................................................................................... 283

9.2.7. Water Resources ...................................................................................................................... 283

9.2.8. Ecological Environment............................................................................................................ 285

9.2.9. Educational Institutions ........................................................................................................... 287

9.2.10. Religious Structures ................................................................................................................. 287

9.2.11. Medical Facilities ...................................................................................................................... 288

9.2.12. Other Common Property Resources ........................................................................................ 288

9.2.13. Built Up Sections ...................................................................................................................... 289

9.2.14. Demographic Pattern ............................................................................................................... 291

9.3. Environmental Screening .......................................................................................................................... 291

9.4. Clearances And Permissions Required ...................................................................................................... 293

9.4.1. Environmental Clearance ................................................................................................... 293

9.4.2. Forest Clearance ................................................................................................................. 294

9.4.3. Roadside Tree Felling Permission ....................................................................................... 294

9.4.4. Crz Clearance ...................................................................................................................... 294

9.4.5. Clearances/Permission To Be Obtained By Contractor ...................................................... 294

9.5. Potential Environmental Impacts ............................................................................................................. 295

9.6. Project Benefits ......................................................................................................................................... 300

9.7. Environmental Budget .............................................................................................................................. 300

Chapter 10 Initial Social Assessment & Preliminary Land Acquisition & Resettlement Plan ......................... 301

10.1 Introduction .............................................................................................................................................. 301

10.2 Project Road .............................................................................................................................................. 302

10.3 The Project Area ....................................................................................................................................... 303

10.3.1 Project Location........................................................................................................................... 303

10.3.2 Socio-Economic Environment ..................................................................................................... 303

10.3.3 Demographic Structure Of Project Districts ................................................................................ 304

10.3.4 Proposed Improvements ............................................................................................................. 304

10.4 Legal Framework ....................................................................................................................................... 305

10.5 Methodology ............................................................................................................................................ 305

10.6 Land Acquisition ........................................................................................................................................ 306

10.7 Resettlement Action Plan ......................................................................................................................... 306

10.8 Broad Entitlement Framework ................................................................................................................. 306

10.9 Preliminary Stakeholder Consultation ...................................................................................................... 307

10.10 Conclusion................................................................................................................................................. 308

Chapter 11 Cost Estimates .................................................................................................................. 312

Chapter 12 Economic And Financial Analysis....................................................................................... 317

12.1. Economic Analysis ..................................................................................................................................... 317

12.1.1. Methodology For Appraisal .......................................................................................................... 317

12.1.2. Basic Input Data ............................................................................................................................ 317


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12.1.3. General Data ................................................................................................................................. 317

12.1.4. Project Cost ................................................................................................................................... 317

12.1.5. Homogenous Section Based On Traffic ......................................................................................... 318

12.1.6. Traffic Volume Composition ......................................................................................................... 319

12.1.7. Existing Road Roughness And Geometry ...................................................................................... 319

12.1.8. Economic Cost Of Vehicle Parameters .......................................................................................... 319

12.1.9. Sensitivity Analysis ........................................................................................................................ 320

12.1.10. Economic Analysis Results .......................................................................................................... 321

12.1.11. Conclusions ................................................................................................................................. 321

12.2. Financial Analysis ...................................................................................................................................... 321

12.2.1. Project Background ....................................................................................................................... 321

12.2.2. Salient Features Of Hybrid Model ................................................................................................. 322

12.2.3. Inputs To Financial Analysis ........................................................................................................... 322

12.2.4. Annexures And Appendices ........................................................................................................... 323

12.2.5. Results Of Financial Analysis .......................................................................................................... 324

Chapter 13 Packaging And Preferred Mode Of Implementation ................................................................. 326

13.1 Packaging .................................................................................................................................................. 326

13.2 Mode Of Implementation ......................................................................................................................... 326

Chapter 14 Conclusion And Recommendations ................................................................................... 327

14.1 Conclusions ............................................................................................................................................... 327

14.2 Recommendations .................................................................................................................................... 328

Chapter 15 Compliance To The Comments Of Client ........................................................................... 330

List of Tables

Table 0.1: Homogeneous Traffic Sections of Project Highway ................................................................................ 3 Table 0.2: Traffic Volume Counts Collected ............................................................................................................. 4 Table 0.3: Existing Pavement Compositions ............................................................................................................ 7 Table 0.4: Recommended Sub-grade CBR ................................................................................................................ 7 Table 0.5: Recommended Pavement Crust Details for New Construction (Flexible Pavement).............................. 9 Table 0.6: Recommended Pavement Crust Details for New Construction (Rigid Pavement) .................................. 9 Table 0.7: Proposed Overlay Thicknesses ............................................................................................................... 10 Table 0.8: Result of Economic Evaluation .............................................................................................................. 16 Table 0.9: Results of Financial Analysis .................................................................................................................. 17 Table 1.1: Key Personnel ....................................................................................................................................... 20 Table 1.2: Sub Professional Personnel .................................................................................................................. 20 Table 1.3: Support Personnel ................................................................................................................................ 20 Table 4.1: Population Growth in Kerala ................................................................................................................. 44 Table 4.2: Land Use Pattern in Kerala .................................................................................................................... 45 Table 4.3: Sector-wise NSDP of Kerala ................................................................................................................... 47 Table 4.4: Per Capita Income ................................................................................................................................. 49 Table 4.5: District wise NSDP (Current Prices) ....................................................................................................... 50 Table 4.6: Total Workers Main and Marginal ........................................................................................................ 50 Table 4.7: Percentage Distribution of Total Workers by Broad Economic Classification ...................................... 51 Table 4.8: Contribution of Agricultural sector to the State income in Kerala ........................................................ 51 Table 4.9: Production of Principal Crops ................................................................................................................ 52 Table 4.10: Registered Working Factories (Medium and Large Scale) &employment in the State ....................... 53


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Table 4.11: Registered Working Factories (Small Scale) in 2013-14 ...................................................................... 54 Table 4.12: Registered Working Factories (Medium and Large Scale) &employment in the State ....................... 54 Table 4.13: Registered Working Factories (Small Scale) in 2011-12 ...................................................................... 54 Table 4.14: Registered Working Factories (Medium and Large Scale) &employment in the State ....................... 55 Table 4.15: Registered Working Factories (Small Scale) ........................................................................................ 55 Table 4.16: National Highways in Kerala ................................................................................................................ 56 Table 4.17: Agency-wise Distribution of Road Length in Year 2009-10 ................................................................ 56 Table 4.18: Growth of Tourist Traffic in Kerala ...................................................................................................... 59 Table 4.19: Trends in Domestic & Foreign Tourists in Kerala ................................................................................ 60 Table 5.1: Lane configurations of the Project road section .................................................................................. 62 Table 5.2: Major & Minor Bridges/ ROB................................................................................................................ 63 Table 5.3: Maximum Permissible Values of Roughness of Road Surface (BI Value) (mm/km) ............................. 67 Table 5.4: Summary of Road Surface Roughness .................................................................................................. 68 Table 5.5: Rainfall Data .......................................................................................................................................... 79 Table 5.6: Details of existing bridges ..................................................................................................................... 80 Table 5.7: Details of existing culverts ..................................................................................................................... 84 Table 5.8: Stretches requiring raising of roads ...................................................................................................... 90 Table 5.9: Additional culverts required along the road ......................................................................................... 90 Table 5.10: Details of Existing Bridges ................................................................................................................... 93 Table 5.11: Site Sampling and Testing Criteria ....................................................................................................... 99 Table 5.12: Statistical Summary of Field Test Results .......................................................................................... 103 Table 5.13A: Summary of Subgrade Soil Properties ............................................................................................ 104 Table 5.14 (A): Summary of Toe Soil Sample (in Widening Area) Properties....................................................... 109 Table 5.15: Summary of Proposed bypass alignment samples ............................................................................ 110 Table 5.16(A): Summary of Existing Pavement Crust for section from Km 379+100 to Km 465+000 ................. 111 Table 5.17: Details of Borrow Area Soils .............................................................................................................. 120 Table 5.18: Test results summary ....................................................................................................................... 122 Table 5.19: Details of Coarse aggregate (stone) quarries .................................................................................... 123 Table 5.20: Test Results Summary of Coarse Aggregates (Stone) ........................................................................ 123 Table 5.21: MORTH 5th Revision Specifications for Coarse Aggregate in road construction .............................. 124 Table 5.22: Details of Fine aggregate (Sand) quarries ......................................................................................... 125 Table 5.23: Test Results Summary of Fine Aggregates (Sand) ............................................................................. 125 Table 6.1: Design Service Volume for 4 lane Highways in PCUs per day ............................................................ 128 Table 6.2: Mainline Design Criteria General ........................................................................................................ 128 Table 6.3: Service Road Design Criteria ............................................................................................................... 132 Table 6.4: Extra Widening on Curve ..................................................................................................................... 133 Table 7.1: Adopted PCU Factors .......................................................................................................................... 143 Table 7.2: Fuel Stations Data Collected................................................................................................................ 143 Table 7.3: Data Collected from Govt. Agencies and Websites ............................................................................. 143 Table 7.4: Traffic Volume Counts Collected ......................................................................................................... 144 Table 7.5: Seasonal Correction Factors. ............................................................................................................... 149 Table 7.6: Annual Average Daily Traffic (AADT) at Survey Locations ................................................................... 150 Table 7.7: Commercial Traffic Homogenous Sections .......................................................................................... 150 Table 7.8: Percentage Distribution of Traffic during Different Time of Day ........................................................ 150 Table 7.9: OD Survey locations ............................................................................................................................ 151 Table 7.10(a): Junction Analysis as Per IRC 92 Criteria ....................................................................................... 151 Table 7.11(a): Speed and Delay Control Points .................................................................................................... 153 Table 7.12: Vehicle Movement during Speed Delay Survey. ............................................................................... 155 Table 7.13: Willingness to Pay Analysis................................................................................................................ 155 Table 7.14: Pedestrian Vehicular Conflict ............................................................................................................ 156 Table 7.15: Time Series NSDP of Kerala ............................................................................................................... 157 Table 7.16: Historic Population Data of Kerala .................................................................................................... 157 Table 7.17: Time Series Traffic Growth in Kerala ................................................................................................. 158 Table 7.18: Travel Demand Elasticity of Various Vehicles. ................................................................................... 158 Table 7.19: NSDP Growth of Kerala. .................................................................................................................... 158 Table 7.20: Mode wise Traffic Growth Rate ........................................................................................................ 159 Table 7.21: Traffic Growth Rate for Pavement Design ......................................................................................... 159


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Table 7.22A: Mode wise Traffic Forecast ............................................................................................................. 160 Table 7.23: Capacity and Design Service Volume ................................................................................................ 162 Table 7.24: Assessment of Up gradation Requirement ....................................................................................... 163 Table 7.25: Proposed Toll Plaza Location ............................................................................................................. 163 Table 7.26A: Projected Tollable Traffic at Package 1 .......................................................................................... 164 Table 7.27: Lane Requirement at Toll Plaza ......................................................................................................... 167 Table 8.1: Warrants and Design Service Volumes................................................................................................ 169 Table 8.2: Homogeneous Sections of Traffic on Project Highway ....................................................................... 170 Table 8.3: Summary of Widening ......................................................................................................................... 171 Table 8.4: Widening with TCS Schedule ............................................................................................................... 171 Table 8.5: Typical Cross Sections .......................................................................................................................... 179 Table 8.6: List of Affected Religious Structures ................................................................................................... 188 Table 8.7: Summary of Existing Pavement Compositions .................................................................................... 190 Table 8.8: Summary of DCP and Laboratory CBR of existing Subgrade ............................................................... 191 Table 8.9: Homogenous Sub-Section and Characteristic Deflections (BBD) ........................................................ 191 Table 8.10: Base year Traffic Both way (CVPD in 2017) Homogeneous Section wise .......................................... 196 Table 8.11: Recommended Traffic Growth Rates ................................................................................................ 196 Table 8.12A: Summary of VDF @ Axle Load Count Stations ................................................................................ 197 Table 8.13: Directional and Lane Distribution Factor .......................................................................................... 198 Table 8.14: Design Traffic for Different Homogeneous Sections ........................................................................... 198 Table 8.15A: Option-1: Flexible Pavement Crust for New C/way, Widening and full Reconstruction ................. 201 Table 8.16: Design Traffic and Subgrade CBR for Rigid Pavement ....................................................................... 206 Table 8.17: K-Value of DLC ................................................................................................................................... 207 Table 8.18A: Bituminous Overlay and Partial Reconstruction (10 years’ Design Period) .................................... 210 Table 8.19A: Pavement Compositions for Widening (10 years Design Period) ...................................................... 214 Table 8.20: Pavement Compositions for Service Road .......................................................................................... 218 Table 8.21: Summary of Life Cycle Cost Analysis (1 Km of New 4-Lane Highway in Homogeneous Section HS-1) . 219 Table 8.22: Recommendation of Bituminous Overlay, Partial Reconstruction and Widening ................................ 221 Table 8.23: Rainfall Data ...................................................................................................................................... 223 Table 8.24: Existing Structures List ...................................................................................................................... 233 Table 8.25: Structures with Recommendations ................................................................................................... 234 Table 8.26: Existing Bridges / Structures to be replaced..................................................................................... 239 Table 8.27: Grade Separated Intersections .......................................................................................................... 242 Table 8.28: Major Junction List ............................................................................................................................ 243 Table 8.29: Minor Junction List ............................................................................................................................ 253 Table 8.30: Urban Areas ....................................................................................................................................... 265 Table 9.1: Summary of Relevant Environmental Acts and Guidelines ................................................................. 275 Table 9.2: Rainfall in Project Districts in mm (2010-2014) ................................................................................... 282 Table 9.3: Water Bodies crossing the project road .............................................................................................. 284 Table 9.4: Forest Cover in the Project Districts (km2) ......................................................................................... 285 Table 9.5: Educational Institutions along the project road .................................................................................. 287 Table 9.6: Religious Structures along the Project Road ....................................................................................... 288 Table 9.7: Medical Facilities along the Project Road............................................................................................ 288 Table 9.8: CPRs along the Project Road ............................................................................................................... 288 Table 9.9: Built up sections along the Project Road ............................................................................................. 289 Table 9.10: District Wise Population .................................................................................................................... 291 Table 9.11: Findings of Environmental Screening ................................................................................................ 292 Table 9.12: Clearances/Permissions to be obtained by Contractor ..................................................................... 294 Table 9.13: Matrix of Potential Environmental Impacts due to the project and Preliminary mitigation measures ..... 296 Table 10.1: Settlements along the Existing Road ................................................................................................. 302 Table 10.2: District wise Population Details of Project Districts .......................................................................... 304 Table 10.3: Bypass/Realignment proposals ......................................................................................................... 305 Table 12.1: Project Detail Package Wise .............................................................................................................. 317 Table 12.2: Package – Wise Costing in Rupees/Km.............................................................................................. 318 Table 12.3: Maintenance Cost in Rupees ............................................................................................................. 318 Table 12.4: Detailed Homogenous Sections........................................................................................................ 318 Table 12.5: Traffic Details Package-Wise ............................................................................................................. 318


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Table 12.6: Traffic Compositions Package-Wise .................................................................................................. 319 Table 12.7: Package-Wise Present Road Condition ............................................................................................. 319 Table 12.8: Details of Vehicle Category ............................................................................................................... 320 Table 12.9: Maintenance Labour and Crew Costs Details .................................................................................... 320 Table 12.10: Maintenance Labour and Crew Costs Details .................................................................................. 320 Table 12.11: Economic Analysis Summary ........................................................................................................... 321 Table 13.1: Packages Details ................................................................................................................................ 326 Table 15.1: Compliance to the Comments on Draft Feasibility Study Report ...................................................... 330

List of Figures

Figure 0.1: Index Map .............................................................................................................................................. 1 Figure 1.1: Index Map ............................................................................................................................................ 18 Figure 2.1: Organisation Chart of NHAI .......................................................................................................28 Figure 2.2: Year-wise Completed Project Status ...........................................................................................29 Figure 4.1: Sectoral Composition of State Income ........................................................................................48

Figure 5.1: Start point of the Project on NH 47...................................................................................................... 62 Figure 5.2: Chertalai junction on NH 47 ................................................................................................................. 51 Figure 5.3: Start of 2-lane after Chertala Junction ................................................................................................. 62 Figure 5.4: Start of Alappuzha bypass at km 409.2 ................................................................................................ 64 Figure 5.5: End point of Alappuzha bypass at km 416.4(NH-47) ........................................................................... 64 Figure 5.6: Start point of Kollam Bypass at km 489.4 ......................................................................................... 65 Figure 5.7: End point of Kollam bypass at km 502.6 (NH-47) ................................................................................ 54 Figure 5.2: Good Pavement Condition at Ch. 391.000 ........................................................................................... 65 Figure 5.2: Potholes/raveling at Ch. 395.500 ......................................................................................................... 65 Figure 5.10: Illustrative Repragentation of Roughness Index between Km 379+000 to Km 409+500 .................. 72 Figure 5.11: Illustrative Repragentation of Roughness Index between Km 416+500 to Km 489+200 .................. 73 Figure 5.12: Illustrative Repragentation of Roughness Index between Km 502+800 to km 526+700 ................... 73 Figure 5.13: Illustrative Repragentation of Roughness Index between Km 537+500 to Km 552+000 .................. 73 Figure 5.14: Photographs showing Field Investigations ....................................................................................... 103 Figure 5.2: Illustrative Summary of Subgrade Soil Class Distribution in the Project corridor .............................. 105 Figure 5.16: Illustrative Summary of % of clay and silt content along the project corridor ................................ 106 Figure 5.17: Illustrative Summary of Liquid Limit along the project corridor ...................................................... 106 Figure 5.18: Illustrative Summary of Plasticity Index in the project corridor ...................................................... 106 Figure 5.19: Illustrative Summary of Free Swell Index along the project corridor .............................................. 107 Figure 5.20: Illustrative Summary of Degree of Compaction along the project corridor ..................................... 107 Figure 5.21: Illustrative Summary of 4 days soaked CBR along the project corridor ........................................... 108 Figure 5.22: Photographs showing Existing Pavement Crust Composition.......................................................... 118 Figure 5.23(A): Existing Pavement Crust Summary in Section Km 379+100 to Km 465+000............................... 119 Figure 7.1 Percentage Contributions of Vehicles at Various Locations................................................................ 147 Figure 7.2 Traffic Variation Day Wise at different location .................................................................................. 148 Figure 7.3: Hourly Traffic Variation at different location (Total Vehicles) ........................................................... 148 Figure 7.4: Hourly Traffic Variation at different location (PCU) ........................................................................... 149 Figure 7.5: Fuel Sales at Various Pump Stations of Project Corridor. .................................................................. 149 Figure 7.6: Work Zone Safety during Construction. ............................................................................................. 167 Figure 8.1: Typical Cross Sections ........................................................................................................................ 186 Figure 8.2: Start of Alappuzha Bypass .................................................................................................................. 244 Figure 8.3: End of Alappuzha Bypass ................................................................................................................... 245 Figure 8.4: Kuttivattom village ............................................................................................................................. 246 Figure 8.5: Vettumukku Rd .................................................................................................................................. 247 Figure 8.6: Kollam Bypass .................................................................................................................................... 248 Figure 8.7: Start of Attingal Bypass ...................................................................................................................... 249 Figure 8.8: End of Attingal Bypass ........................................................................................................................ 250 Figure 8.9: Chempakamangalam ......................................................................................................................... 251 Figure 8.10: Vetturoad jn ..................................................................................................................................... 252 Figure 8.11: Typical Toll Plaza Drawing ................................................................................................................ 269


Final Feasibility Study Report; Revision No. 0; Date 31/03/2017| The SMEC Group | xii

Figure 8.12: Proposed Toll Plaza at Ch. 417+800 ................................................................................................. 270 Figure 8.13: Proposed Toll Plaza at Ch. 482+000 ................................................................................................. 271 Figure 8.14: Proposed Toll Plaza at Ch. 537+200 ................................................................................................. 272 Figure 9.1: Physical Map of Kerala showing Project Area ............................................................................... 279 Figure 9.2: Soil Map of Kerala showing Project Area....................................................................................... 280 Figure 9.3: Seismic Zonation Map of India ...................................................................................................... 281 Figure 9.4: Seismic Zone Map of Kerala (GSHAP) ............................................................................................ 281 Figure 9.5: Forest cover map of Kerala ............................................................................................................ 286


Final Feasibility Study Report; Revision No. 0; Date 31/03/2017| The SMEC Group | xiii

ABBREVIATION

Abbreviation Full Form

AADT Annual Average Daily Traffic

ADT Average Daily Traffic

AIV Aggregate Impact Value

AMSL Above Mean Sea Level

BBD Benkelman Beam Deflection

BI Bump Integrator

BIS Bureau of Indian Standards

BM Bench Mark

BOT Build-Operate-Transfer

CBR California Bearing Ratio

CC Cement Concrete

CCEA Cabinet Committee on Economic Affairs

CESS Centre for Earth Science Studies

CGRA Canadian Good Roads Association

CGWB Central Ground Water Board

cm Centimeter

COI Corridor of Impact

CPCB Central Pollution Control Board

CPR Common Property Resources

CRRI Central Road Research Institute

CRZ Coastal Regulation Zone

CTB Cementitious Base

CTSB Cementitious Sub base

CVC Classified Volume Count

CVPD Commercial Vehicle Per Day

CWC Central Water Commission

CZR Coastal Zone Regulation

dB Decibel

DBFO Design Build Finance & Operate

DCF Discounted Cash Flow

DCP Dynamic Cone Penetration

DDF Directional Distribution Factors

DGPS Differential Global Positioning System

DIC Directorate of Industries and Commerce

DLC Dry Lean Concrete


Final Feasibility Study Report; Revision No. 0; Date 31/03/2017| The SMEC Group | xiv


DoE Department of Environment

DPR Detail Project Report

DSV Design Service Volumes

EC Environmental Clearance

EIA Environmental Impact Assessment

EIRR Economic Internal Rate of Return

EMP Environmental Management Plan

ENVIS Environmental Information System

EPC Engineering Procurement and Construction

EROW Existing Right Of Way

FIRR Financial/ Commercial Internal Rate of Return

FOB Foot over Bridge

GAD General Arrangement Drawings

GDP Gross Domestic Product

GoI Government of India

GOI Government of India

GoK Government of Kerala

GPS Global Positioning System

GQ Golden Quadrilateral

GSB Granular sub-base

GSDP Gross State Domestic Product

GTS Great Trigonometrical Survey

HDI Human Development Index

HFL High Flood Level

HTL High Tide Level

IMD India Meteorological Department

in inch

IRC Indian Roads Congress

IS Indian Standard

JBIC Japan Bank for International Cooperation

kg Kilogram

km Kilometer

kmph Kilometers per hour

KSPCB Kerala State Pollution Control Board

KSRTC Kerala State Road Transport Corporation

LA Land Acquisition

LDF Lane Distribution Factors

https://en.wikipedia.org/wiki/Human_Development_Index


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LGV Large Goods Vehicle

LHS Left Hand Side

LOS Level of Service

LPS Land Plan Schedule

LTL Low Tide Level

LWL Low Water Level

m meter

MAV Multi Axle Vehicle

MDD Maximum Dry Density

MDR Major District Road

mi mile

MJB Major Bridge

mm Millimeters

MNB Minor Bridge

MoEF&CC Ministry of Environment, Forest & Climate Change

MoRT&H Ministry of Road Transport & Highways

MPa Mega Pascal

MSK Medvedev–Sponheuer–Karnik scale

NAAQS National Ambient Air Quality Standards

NABL National Accreditation Board for Testing and Calibration Laboratories

NFL Normal Flood Level

NH National Highway

NHAI National Highways Authority of India

NHDP National Highways Development Project

NPV Net Present Value

NSDP Net State Domestic Product

NV Not Visible oC Degree Celsius

OMC Optimum Moisture Content

PCI Per Capita Income

PCU Passenger Car Unit

PIA Project Influence Area

PIU Project Implementation Unit

PQC Pavement Quality Concrete

PROW Proposed Right of Way

PSC Pre Stressed Concrete

PUP Pedestrian underpass


Final Feasibility Study Report; Revision No. 0; Date 31/03/2017| The SMEC Group | xvi


PWD Public Works Department

RCC Reinforced Cement Concrete

RDSO Research Designs Standards Organisation

RHS Right Hand Side

ROB Rail over Bridge

ROW Right of Way

RUCS Road User cost Study

SCF Seasonal Correction Factor

SEIAA State Level Environment Impact Assessment Authority

SEIAA State Environment Impact Assessment Authority

SG Sub Grade

SH State Highway

SLIP Service Level Improvement Plan

SPCB State Pollution Control Board

SPV Special Purpose Vehicle

sqcm Square Centimeter

TBM Temporary Bench Mark

TCS Typical Cross Section

ToR Terms of Reference

VDF Vehicle Damage Factor

VECs Valued Environment Components

VOC Vehicle Operating Cost

VUP Vehicular underpass

WMM Wet Mix Macadam

WWF World Wildlife Fund


Final Feasibility Study Report; Revision No. 0; Date 31/03/2017| The SMEC Group | 1

CHAPTER 0 EXECUTIVE SUMMARY

0.1 Project Background

The National Highways Authority of India (NHAI) has been entrusted with the assignment of preparation of Detailed Project Report for 4 laning of Chertalai to Thiruvananthapuram Section of NH-47 (new NH-66) (from km 379.100 to km 551.900 under NHDP Phase III in the State of Kerala. The project stretch of NH 47 begins at Thuravoor Junction near Cherthala Town and ends at Kazhakottam Junction near Thiruvananthapuram totalling a length of 172.8 km in Kerala State. The project stretch includes two bypasses at Alappuzha and Kollam and a new realigned stretch bypassing Attingal Town. The project road section is shown in Figure 0.1.

Figure 0.1: Index Map

0.2 Objectives

As per TOR the project preparation activities are split into three stages:

Stage 1 : Inception Report

Stage 2 : Feasibility Report

Stage 3 : Detailed Project Report (DPR)

This Report covers the work carried out by the consultants up to the “Stage 2: Draft Feasibility Report” only.



0.3 Project Description

The project road length is 172.800 km. It starts from km 379.100 of NH-47 at the junction of Thuravoor and ends at Kazhakottam junction at km 551.900. This stretch of road passes through three districts viz. Alappuzha, Kollam and Thiruvananthapuram. The road passes through urban areas viz. Chertalai, Marary Kulam, Alappuzha, Ambalapuzha, Purakkad, Thottapally, Haripad, Nagiar Kulangara, Kayamkulam, Krishnapuram, Oachira, Vavvakkavu, Karunagapally, Chavara, Neendakara, Kavanadu (Kollam), Mevaram (Kollam), Kottiyam, Chathanoor, Paripally, Kallambalam, Attingal, Manglapuram, Pallipuram and Kazhakottam. Generally the existing road is two laned with paved shoulders on either side. At most of the urban locations in the presence of Major Junction, carriageway has been upgraded to 4 lane divided carriageway configuration including the junction with approaches and also along the existing town section. There are two bypasses a new realignment in this project road and, which are under different stages of construction as given below:

1) Alappuzha bypass -

a) Length of bypass is 6.70 km. 45m PROW for this bypass is already acquired by NHAI. Presently two 2 lane ROB’s are being constructed in this bypass.

2) Kollam bypass

a) Length of bypass is 12.90 km, including 2 lane existing carriageway length of 4.60 km. 45m PROW for this bypass is already acquired by NHAI. Presently construction of 2 lane carriageway formation is in progress for the balance 8.3 km.

3) NH Realignment bypassing Attingal Town

a) A new alignment length of 10.60 km has been proposed for bypassing Attingal Town. Till date no LA has happened for this realignment.

0.4 Socio-Economic Profile of the Project Influence Area (PIA)

The primary purpose of socio-economic analysis is to provide an overview of the State’s, socio-economic status and the relative status of the Project Influence Area (PIA) within the State. The Project Road, a section of NH 47 traverses through Alappuzha, Kollam and Thiruvananthapuram districts of Kerala State, a small State tucked away in the southwest corner of India (Latitude 10.00 N and Longitude 76.25 E). On the east, are high ghats of (Karnataka and Tamil Nadu) and in the west the Arabian Sea. The width of the State varies from 35 kms to 125 kms. Geographically, the State can be divided into hills, valleys, midland plains and coastal belt. Kerala state spreads over 38,863 sq. kms and accounts for 1.23 per cent of the country’s area. The village wise socio economic parameters like population, work force, literacy, gender count etc. in the project area is given in Chapter 4 - Socio Economic Profile of the Project Area. This chapter presents the socio economic profile of the Kerala, the Project Influence State, and Districts of Alappuzha, Kollam and Thiruvananthapuram, which comprises the Project Influence Area (PIA) of the proposed road.



0.5 Traffic Studies and Analysis

To capture traffic flow characteristics and travel pattern of users passing through the project road and other characteristics related to miscellaneous requirements as per the ToR, the following primary traffic surveys have been conducted.

Classified Traffic Volume Count (7 days) – 7 locations

Intersection Turning Movement Count Survey– 26 locations

Origin-Destination Survey (OD) – 3 locations

Axle Load Survey – 3 locations

Speed and Delay Survey – Entire length

Pedestrian Count Survey – 17 locations The details of survey locations are shown (Chapter 7 – Traffic Survey and Analysis)

0.5.1 Classified Traffic Volume Counts

The Average Annual Daily Traffic (AADT) volume on the project road varies from 26841 PCUs to 52499 PCUs at various locations. Based on the traffic surveys the project road has been divided into 7 homogeneous sections as given in Table 0.1 below:

Table 0.1: Homogeneous Traffic Sections of Project Highway

S. No

Homo-geneous Section

(HS)

Existing Section (km)

Design Chainage (km) Existing

Length (km)

Traffic Volume AADT

(PCU)

Assessment of Upgradation Requirement

From (km)

To (km)

From (km)

To (km)

2017

Based on 4 Lane Capacity Guidelines

LOS B LOS C

1 HS-1 379.100 408.000 379.100 406.680 28.900 52499 Exceeded 2019

2 HS–2 408.000 435.000 406.680 433.700 27.000 43036 Exceeded 2022

3 HS-3 435.000 465.000 433.700 462.770 30.000 34257 2020 2022

4 HS-4 465.000 490.000 462.770 487.280 25.000 38009 2018 2022

5 HS-5 490.000 517.000 487.280 513.550 27.000 43713 Exceeded 2021

6 HS-6 517.000 530.000 513.550 526.500 13.000 26841 2022 2027

7 HS-7 530.00 552.00 526.500 548.200 22.000 36607 2019 2022

As given in Chapter 7 of Main Report and can be seen from the above Table 0.1 the Homogenous Sections 1, 2 & 5 would be required to be widened to 4 lane configurations from the years 2017; Homogenous sections 3, 4, 6 &7 would require to be widened to 4 lane configurations within 3-4 years from 2017. Therefore, it is logical to improve all sections to 4 lane configurations from the year of opening itself (2021). The average daily traffic was computed for the seven stations where the mid-block volume count survey was done. Daily traffic volumes were averaged to find the Average Daily Traffic (ADT). Location wise ADT values are given in Table 0.2.



Table 0.2: Traffic Volume Counts Collected St

atio

n N

o.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rvey

Car

3-W

hee

lere

2-W

hee

ler

Bu

s &

Min

i Bu

s

2 A

xle

& 3

Axl

e

Tru

cks

LGV

& T

ract

or

MA

V &

Tra

cto

r W

ith

Tra

iler

No

n-M

oto

rize

d

Ve

hic

le

AD

T (P

CU

)

VC1 380 Thuravoor 19121 1795 22406 2465 2412 2011 487 660 54775

VC2 419 Punnapra 14126 2164 17818 1664 2252 1897 353 467 42321

VC3 458/4 Kayamkulam 12860 1807 15192 1247 1315 1117 287 367 31388

VC4 482/8 Neendakara 13018 2005 15240 2138 1502 1829 261 242 35723

VC5 505/5 Mylakad 17982 2803 14382 1781 1489 1278 218 86 40720

VC6 520/1 Navaikulam 12530 978 7446 1428 1021 1120 101 19 25578

VC7 535 Palammoodu 15674 1739 14746 1970 983 886 104 11 33722

0.5.2 Turning Movement Survey

Intersection turning movement surveys have been carried out at all the major intersection locations. 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. Based on traffic growth rate as derived in later part of this report all junctions had been analyzed to understand the need of grade separation at these junctions as per IRC 92 and IRC SP 41. Highway grade separators without ramps 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 for Grade Separation with ramps. The understanding of grade separation warranted at various junctions are given in chapter 7 of main report.

0.5.3 Origin Destination Survey

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 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 location of OD survey are given in chapter 7 of Main report.

0.5.4 Axle Load Survey

The axle load survey has been carried out at 3 locations to work out the Vehicle Damage Factor (VDF) and the axle load spectrum for design of pavement. Based on the survey, the VDF for 2-axle trucks has been computed in the range 3.7-5.27 while the VDF for 3-axle truck lies in the range 7.34-10.6. The VDF for multi- axle vehicle has been calculated to be in the range 7.98-11.26.



0.5.5 Speed and Delay Surveys

A speed and delay survey using the moving car observer method was carried out by dividing the project road stretch in nine sections along NH-47. Section 7.4.4 of Vol I of Main Report gives the detail analysis of Sped and delay surveys at different control points.

0.5.6 Traffic Forecast

The future traffic demand assessment is made based on the past available data. Traffic forecasts are made for the horizon year 2050 which will form the basis for further work on pavement design, planning/designing of toll plaza & wayside amenities, intersection/ interchange design and developing capacity augmentation proposals. Traffic movement on the project road, as observed from OD surveys, shows that influence of Trivandrum and Alappuzha districts is predominant along with the other districts in Kerala. Accordingly, traffic projections have taken into consideration the transport demand arising out of future economic development of Kerala state. Traffic forecast has been based on demand elasticity approach, wherein a relationship was established between traffic and socio-economic indicators. Traffic growth rates by vehicle type, for the project road corridor have been determined. The projection for future traffic involves critical analysis of some of the key Socio-economic indicators and the rate of change expected during the study period in the project influence area.

The projected traffic for each of the homogeneous sections is presented in Appendix 7.3 VOL II Appendices to Main Report.

0.5.7 Toll

An estimation of tollable traffic for levying toll on project road section is necessary since the project road is conceived as toll project with partial access control. Tollable traffic has been estimated considering various factors effecting such as local traffic and toll exempted traffic. The proportions of toll exempted vehicles and the local traffic are estimated at all the three locations (proposed by the consultant) based on the respective analysis of CVC Surveys. The projected tollable traffic is presented in Table 7.26 of this report.

0.6 Engineering Surveys and Investigations

The consultants have carried out engineering surveys and investigations that include Topographic Surveys, Road Inventory and Pavement Condition Surveys, Alignment Studies, Pavement Surface Roughness Survey, Initial Environmental Screening and Assessment, Social Screening Assessment, Pavement Composition Investigations, Preliminary Material Investigations for Construction Materials, Inventory and Condition Surveys for Bridges, Culverts and other Structures.

0.6.1 Existing Conditions

Land Use and Terrain The terrain classification of the Project road Sections are indicated below:



Terrain Classification of the Project Road Section Terrain Classification

(km 379.100 – km 507.0)* (km 509.500 – km 525.0) (km 533.500 – km 536.5) (km 543.000 – km 544.0) (km 548.000 – km 551.9)

Plain

(km 507.000 – km 507.5) (km 533.000 – km 533.5) (km 547.000 – km 547.5)

Plain/Rolling

(km 507.500 – km 509.5) (km 525.000 – km 533.0) (km 536.500 – km 548.0)

Rolling

Note*- this section includes Alappuzha bypass and Kollam bypasses. The entire length of the road is passing through built up and commercial areas along with few agricultural areas. There are substantial built up areas with prominent urban settlements located on the project road, and at these locations, it would be difficult to widen the road beyond the existing available land width. There are also presence of major intersections at these locations and the existing carriageway is mostly widened already to 4 lane configuration at these junction locations. Geometrics Roadway horizontal alignment for majority portion of the road is generally conforming to IRC standards. However at few locations it was observed that horizontal alignment has small radius (below 240m (km 437, km 443) for design speed of less than 80kmph) not conforming to IRC standards, also a S curve at km 441, km 460 & km 509 with sharp radius was observed. These locations have not been provided with required control devices i.e. curve warning signs, chevron signs and speed restriction signs. Steep gradient with substandard sight distance vertical curves have been observed for a stretch of 5 km (km 502 to km 507). These locations are not provided with necessary warning signs.

Carriageway, Shoulder and Roadway Width Currently, the majority of the road section is having two-lane flexible pavement with paved/earthen shoulders and four-lanes in initial 4km and last 4km of the project road. Junctions There are about 32 major and 881 minor on the project report.

Roadside Drains Drainage along the Project stretch is predominantly non-existent. Field observations, secondary data and Local inquiries indicated that some road stretches get submerged during heavy rains. There are many valley locations/ dip portion where additional culverts are felt necessary for the effective drainage. There are number of culverts in the stretch mainly slab type which are either on small nallas or just catering for the drainage of the area. Most of the culverts are not visible as there is heavy vegetation on both sides of the road throughout. Many culverts are in fully / partially choked condition due to development of built up are along the road. Road Side Features Kilometer stones are missing or uprooted at most of the locations. Even though the traffic signs have been provided on the project road at some of the locations, but the traffic signage system on the



project road is not comprehensive and extensive as necessary based on the standards guidelines and codes. Project road passes through several curves en-route but warning signs have been provided at only few locations. Chevron signs have been also provided at very few locations. Project road passes through various settlements but there is no treatment through traffic signs and other control devices, at these settlements as per the standard guidelines and codes. Similarly, there is no adequate provision of traffic signs at junctions as per the standard guidelines or informatory sign while approaching the settlements or junctions or any other facility provided along the project road. Railway Crossing 4 nos. railway crossing exists on the existing alignment. Out of these 4 locations, 2 ROB’s are already under construction. 2 ROB’s are in operation at Ambalapuzha and Kollam Bypass. Grade Separators No grade separated intersections are existing on the project road.

0.6.2 Pavement Composition

Existing Pavement The existing pavement section is flexible. Average, minimum and maximum pavement compositions for each layer and each homogeneous have been presented in Table 0.3.

Table 0.3: Existing Pavement Compositions

Homog. Section

Existing Chainage Existing Pavement Composition (mm)

From (km)

To (km)

Bituminous Layer Granular Base Layer Hard Moorum /Natural GSB

Min. Max. Avg. Min. Max. Avg. Min. Max. Avg.

HS-1 379.100 408.000 70 300 122 80 460 199 100 400 165

HS-2 408.000 435.000 70 180 127 80 300 171 90 250 146

HS-3 435.000 465.000 70 180 105 100 240 176 100 320 115

HS-4 465.000 490.000 50 210 130 70 240 126 60 320 179

HS-5 490.000 517.000 70 250 118 90 240 161 100 220 60

HS-6 517.000 530.000 100 300 164 90 200 137 90 200 68

HS-7 530.000 552.000 50 230 164 60 240 154 100 250 63

Based on an analysis of the various CBR values of identified borrow soils and the in-situ condition of the subgrade soil, the design sub-grade CBR has been adopted as per the Table 0.4 below.

Table 0.4: Recommended Sub-grade CBR

Homogeneous Sections

Existing Chainage Existing Subgrade CBR (%)

DCP CBR (%) Lab CBR (%)

From (km) To (km) Min. Max. Average Min. Max. Average

HS-1 379.100 408.000 8.8 16.6 12.4 7.1 13.8 11.2

HS-2 408.000 435.000 6.4 16.1 11.0 8.6 14.6 12.3

HS-3 435.000 465.000 6.7 18.0 13.3 6.3 15.2 11.1

HS-4 465.000 490.000 6.4 16.3 10.9 6.3 12.3 10.4

HS-5 490.000 517.000 4.5 12.6 7.6 7.2 9.2 8.1

HS-6 517.000 530.000 8.2 14.7 11.5 7.4 11.0 9.6

HS-7 530.000 552.000 8.5 15.0 11.6 7.4 12.3 9.9



0.6.3 Bridges and Culverts

Thee inventory of all bridges / structures having lengths more than 6.0 m were carried out and bridge wise inventory details is given in Appendix 5.4 in Volume II: Appendices to Main Report. The inventory of ROB was also carried out and inventory details are given in Appendix 5.4 in Volume II: Appendices to Main Report. These bridges / structures comprise the following: - Major bridges (MJB) - (length > 60m) - 08 nos. Minor bridges (MNB) - (length > 6m and < 60m) - 15 nos. ROB in NH-47 - 04 nos. Vehicular underpass (VUP) - 02nos. Pedestrian underpass (PUP) - 05nos. Total - 34 nos.

The total of existing culverts after compiling the data is found to be 165 (Pipe 32 nos., Slab 121 nos. &

Box 11 nos.). Many of these culverts has been found to be partially chocked and seem inadequate.

The culverts are also old and seem to be structurally as well as hydraulically poor. Many of these

structures shall be replaced preferably by Box Culverts for better hydraulic performance.

Proposed Improvements

The project road is proposed to be improved to 4-lane standards with 7.5m wide carriageway with 2.0 m wide paved shoulders and 7.0m wide service road. Thereafter the project road will be upgraded to 7.0 m wide carriageway with 2.5m wide paved shoulders and 7.0m service road either side. The alignment of the project roads will be improved to a ruling design speed of 100kmph in plain/rolling terrain with 80kmph as the minimum speed.

0.6.4 Pavement Design

New Construction

Pavement was designed on the basis of cumulative number of standard axles expected on the pavement for the design life of 15 yrs for Flexible Pavement and design life of 30 years for Rigid pavement. Proposed pavement composition based upon the design is given in Table 0.5 and Table 0.6.



Table 0.5: Recommended Pavement Crust Details for New Construction (Flexible Pavement)

Homog. Section

Section Effective Subgrade CBR (%)

Design Life

(Years)

Design MSA

Bitumen Grade

SG

(mm)

Crust Composition (mm)

From (Ex. km)

To

(Ex. km)

Length (km)

GSB (mm)

WMM (mm)

DBM (mm)

BC (mm)

Total Crust

HS-1 379.100 408.000 28.9 10% 15 108 VG-40 500 200 250 150 40 640

HS-2 408.000 435.000 27 10% 15 92 VG-40 500 200 250 145 40 635

HS-3 435.000 465.000 30 10% 15 57 VG-40 500 200 250 125 40 615

HS-4 465.000 490.000 25 10% 15 71 VG-40 500 200 250 135 40 625

HS-5 490.000 517.000 27 10% 15 62 VG-40 500 200 250 130 40 620

HS-6 517.000 530.000 13 10% 15 40 VG-40 500 200 250 110 40 600

HS-7 530.000 552.000 22 10% 15 42 VG-40 500 200 250 110 40 600

Table 0.6: Recommended Pavement Crust Details for New Construction (Rigid Pavement)

Homog.

Sections

Existing Section

Effective

Subgrade

CBR (%)

Design

Life

(Years)

Cumulative

CV (Both

ways)

SG

(mm)

GSB

(mm)

DLC

(mm)

Debonding

Layer

(Polythene)

(µm)

PQC

(mm)

Dowel Bar (Round) Tie Bar (Deformed)

From

(Ex.

Km)

To

(Ex.Km)

Length

(Km)

Dia

(mm)

Spacing

(mm)

Length

(mm)

Dia

(mm)

Spacing

(mm)

Length

(mm)

HS-1 379.100 408.000 28.9 10% 30 226932727 500 150 150 125 µ 260 32 300 450 12 690 640

HS-2 408.000 435.000 27.0 10% 30 189310595 500 150 150 125 µ 260 32 300 450 12 690 640

HS-3 435.000 465.000 30.0 10% 30 122147984 500 150 150 125 µ 260 32 300 450 12 690 640

HS-4 465.000 490.000 25.0 10% 30 172221940 500 150 150 125 µ 260 32 300 450 12 690 640

HS-5 490.000 517.000 27.0 10% 30 143094580 500 150 150 125 µ 260 32 300 450 12 690 640

HS-6 517.000 530.000 13.0 10% 30 112583910 500 150 150 125 µ 250 32 300 450 12 710 640

HS-7 530.000 552.000 22.0 10% 30 122968198 500 150 150 125 µ 250 32 300 450 12 710 640



Existing Pavement Strengthening: Strengthening of existing pavement to the level of new construction in the adjacent lane has been designed in accordance with IRC: 81-1997 keeping in view the existing pavement composition, in-situ sub-grade strength, and existing pavement condition. Proposed Overlay thickness based upon the design is given in Table 0.7.

Table 0.7: Proposed Overlay Thicknesses

Homog.

Sections

Existing

Section

Bypass

15

Years

Traffic

(msa)

Sub-Section for Overlay

/Partial Recon.

Proposal

for

Overlay

or

Partial

Recon.

Average

Charac.

Deflec.

(mm)

Overlay

(BM)

Thick

(IRC:81)

(mm)

Equiv.

Thick of

DBM/BC

(mm)

Existing

Subgrade

Soaked

CBR (%)

Design Overlay & Partial Recon.

From

(km)

To

(km)

From

(Km)

To

(Km)

Length

(Km)

BC

(mm)

DBM

(mm)

WMM

(mm)

GSB

(mm)

HS-1 379.1 408 - 108

379.1 390.75 11.65 Overlay 0.77 105 74 40 50 - -

390.75 391.75 1 Partial

Recon. - - - 11.20% 40 150 125 -

391.75 400 8.25 Overlay 0.962 142 100 40 60 - -

400 407 7 Overlay 0.604 55 39 40 - - -

407 408 1 Partial

Recon. - - - 10.70% 40 150 250 200

HS-2 408 435

Alappuzha

Bypass

408.200-

414.900

92

408 409 1 Overlay 0.604 53 37 40 - - -

417 435 18 Overlay 0.784 108 76 40 50 - -

HS-3 435 465 - 57

435 446 11 Overlay 0.88 90 63 40 50 - -

446 451 5 Overlay 0.598 NR NR 40 - - -

451 452 1 Partial

Recon. - - - 10.30% 40 125 250 200

452 456.5 4.5 Overlay 0.598 NR NR 40 - - -

456.5 457.5 1 Partial

Recon. - - - 8.20% 40 135 250 200

457.5 465 7.5 Overlay 0.598 NR NR 40 - - -

Table Continued…



Table 0.7: Proposed Overlay Thicknesses

Homog. Sections

Existing Section

Bypass

15 Years Traffic (msa)

Sub-Section for Overlay /Partial Recon. Proposal for

Overlay or Partial Recon.

Average Charac. Deflec. (mm)

Overlay (BM) Thick

(IRC:81) (mm)

Equiv. Thick of DBM/BC

(mm)

Design Overlay

From (km)

To (km)

From (Km)

To (Km)

Length (Km)

BC (mm)

DBM (mm)

HS-4 465 490

Kollam Bypass 486.600-499.500

71

465 471 6 Overlay 0.589 NR NR 40 -

471 476 5 Overlay 0.748 73 51 40 50

476 478 2 Overlay 0.46 NR NR 40 -

478 485 7 Overlay 0.828 90 63 40 50

485 487 2 Overlay 0.545 NR NR 40 -

487 489 2 Overlay 0.824 90 63 40 50

HS-5 490 517 62

503 509 6 Overlay 0.833 90 63 40 50

509 515 6 Overlay 0.6 NR NR 40 -

515 517 2 Overlay 0.699 20 14 40 -

HS-6 517 530

Attingal Bypass 523.500-534.400

40 517 526 9 Overlay 0.699 NR NR 40 -

526 527 1 Overlay 1.102 110 77 40 50

HS-7 530 552 42

538 541 3 Overlay 0.735 NR NR 40 -

541 545 4 Overlay 0.788 20 14 40 -

545 551 6 Overlay 0.644 NR NR 40 -

551 552 1 Overlay 0.807 40 28 40 -



Evaluation of Proposed Alignment Options Selection of Widening Scheme As per ToR, the scope of proposed project is upgrading the existing highway to 4 lanes.

As an initial proposal, the Alignment Options Study for Section from km 379.10 to km 465.00 was submitted on 7th. October 2016 and for Section from km 465.00 to km 551.90 on 4th November 2016, based on the methodology below (which was finalized in discussion with PIU, NHAI, Thiruvananthapuram, as well as, it was revised further based on advice by Member (T), NHAI during meeting on 18th. October 2016 at Thiruvananthapuram).

1. Proposed ROW (PROW) considered 45m for entire stretch. 2. Retain the existing carriageway to the extent possible to facilitate traffic diversion during

construction and retaining existing asset of the state. 3. Existing ROW, EROW (mostly eccentric in respect of the existing carriageway) widths on LHS

and RHS of the existing carriageway were used as a primary criteria to arrive at the additional land acquisition on LHS and RHS beyond EROW.

4. Utilizing Government Land wherever available while designing desirable geometry characteristics of the proposed alignment and providing the best possible Geometry Standards to the extent possible, including increasing radius of the deficient curves and facilitate better sight distance and visibility criteria at accident prone locations.

Subsequent to the submission of the Alignment Options Reports, a presentation was made to the Hon’ble Minister (Works and Registration) on 21st November 2016 at Thiruvananthapuram. During the presentation to the Hon’ble Minister, the above methodology was discussed explicitly, however, Minister advised that under all circumstances, to the extent possible, the Proposed Center Line of the 4 lane Section needs to be in the middle of the EROW, including densely inhabited Urban Towns. Therefore the above criteria is presently adopted in selecting the Proposed Center Line at substantial stretches. However, in certain sections, deviations to the above option is carried out to facilitate criteria as stated below: 1. Eccentric Widening at Structure/Bridge Locations. 2. Eccentric Widening to retain existing Religious Structures viz. Temples, Churches, Graveyards &

Mosques etc. to the extent possible 3. Eccentric Widening to avoid encroaching on to Railway Right of Way (Cherthala Railway Station

Stretch).

Bypasses and Realignments

The bypasses have been planned at Alappuzha, Kollam and Attingal in which Bypasses of Alappuzha and Kollam are already designed by previous consultant according to widening criteria and to be designed according to 4 lane criteria by present consultant.

The details of bypasses and realignments are as under:

Bypass/Realignment Proposals

S. No.

Bypass/Realignment Des. Start

Chainage (km) Des. End

Chainage (km) Length of proposed

bypass/realignment(km)

1 Alappuzha 408.200 410.300 06.700

2 Kollam 486.500 499.600 13.100

3 Attingal 523.500 534.100 10.600

Total 30.400



Service Roads Service roads are proposed throughout the project length except for Attingal bypass and are designed to carry traffic in both directions. They are running parallel to the main line and therefore are inheriting its geometric characteristics as far as horizontal and vertical alignments are concerned. Carriageway Width for service road in normal circumstances is 7.0m and 5.5m in extreme circumstances. Toll Plaza The project is planned to be taken up by the Hybrid Annuity Model and three toll plazas have been considered in this project, suitable locations would be selected at the detailed design stage and finalized. Busbays There are about 90 urban areas on the project corridor, and therefore bus stop requirements are generally considered at an interval of 1.5-2km along the project road.

0.7 Environmental Screening of the Project

Environmental Screening and Preliminary Environmental Assessment of the study area has the following major objectives:

To identify the potential environmental impacts;

To categorize the project;

To ensure that environmental considerations are given adequate weightage for carrying out

proposed road improvement;

Policy, legal and institutional issues for planning and for getting all approvals and for

implementation of Environmental Management Plan during Design, Construction and

Operational phases; and

Scoping and future course of work for Environmental Impact Assessment Study

The preliminary environmental assessment for the proposed project is being undertaken as a parallel exercise with the Engineering Analysis, so as to bring out the environmental concerns in planning and the proposed design. The environmental expert conducted the environmental screening to identify the hot spots along the project road. Special care will be needed for the sensitive stretches during designing and construction phase as well. Formulation of specific mitigation measures has to be done for adverse impacts in those sections during the detailed environmental assessment study. The project road was subjected to screening considering the identified Valued Environment Components (VECs). These components are listed in chapter 9 of Main report.



0.8 Social Impact Assessment

The objective of the social screening is to identify the probable adverse impacts due to the proposed road improvement works and ensuing land acquisition on the affected persons/families. Based on these assessments a Resettlement Action Plan is to be prepared meeting requirements of various guidelines and relevant Acts of Government of India and other funding agencies like the World Bank, the Asian Development Bank, etc. The initial social screening has been carried out by the consultants through detailed reconnaissance of the project area, review of secondary information and preliminary consultation with various stakeholders. The major findings are listed in chapter 10 of main report.

0.8.1 Census and Socio-Economic Survey

Subsequent to preparation of the Land Plan Schedule (LPS), consultants will conduct Census and socio-economic surveys of Project Affected Persons/Families likely to be affected due to the project. A format of Social and Census Survey is proposed to be used to record the relevant information from all categories of property holder. Data will be collected at household level that will include family details, social category, religion, economic status, occupation, and education etc. along with details of any structure that may be affected including type of structure, present use of structure and dimension of the structure.

0.8.2 Identification of Structures Likely to be affected

The topographical survey map was also utilized to identify each structure on the ground. Structures falling within the proposed development corridor were identified in the site of preliminary basis. As already mentioned in earlier sections, the existing ROW is nearly about 30 meters and remaining land of 45 meters is to be acquired to accommodate the proposed developments. Bypasses and realignments have been proposed to avoid the congested habitation areas where land acquisition will be required.

0.8.3 Resettlement Action Plan

Resettlement Action Plan will be prepared in accordance with the magnitude of impact detailing the project components involving land acquisition and involuntary resettlement, extent of impact, socio-economic profile of Affected Persons, efforts made to minimize involuntary resettlement, mitigation measures in accordance with approved resettlement framework, budget estimate, work plan, implementation arrangement, grievance redressal mechanism, and monitoring and evaluation.

0.9 Preliminary Cost Estimates

0.9.1 Unit Rates

The rates of various items of construction work have been analysed as per procedure laid down in the “MORT&H Standard Data Book”-2003 (Fourth Revision, Reprint 2006) and guidelines set therein. For road embankment borrow areas have been identified along the project road. For stone metal quarries have been identified along the road. Average lead has been worked out for earth and stone metal and cartage cost has been provided at State Schedule of Rates. The unit rates have been worked out by taking the cost of materials as provided in the State Schedule of Rates (except for cement steel and bitumen for which market rates have been provided).. The component of labour, material and machinery has been provided as per Standard Data Book of the Ministry of Road Transport and Highways.

0.9.2 Preliminary Estimate

For Feasibility study the quantities of pavement have been worked out manually from preliminary drawings. But Quantities of earthwork have been worked out by computer.



The deck area of bridges has been worked out from their general arrangement drawings. Quantities of culverts have been worked out from their preliminary drawings. The cost of land acquisition, resettlement and rehabilitation costs, utility relocation costs and environmental mitigation measures have been provided as per preliminary assessment of their costs. Estimates for allowances for contingencies and supervision charges have been provided as percentage of total cost.

0.10 Project Cost

The cost of widening and strengthening the existing Highway Package Wise works out as under:

Bill No.

Description Amount (Rs.) P1

(from km 379.100 to km 440)

Amount (Rs.) P2 (from km

440 to km 499.600)

Amount (Rs.) P3 (from km 499.6 to km

547.32)

Amount (Rs.) P4 ( from km

547.320 to km 549.661 ) including Elevated

structure for 1.345 km)

Total Amount (Rs.)

1 Site Clearance And Dismantling 98,062,566 107,704,731 51,893,770 99,930 257,760,997

2 Earth Work 1,196,285,901 1,400,781,777 1,533,321,437 19,228,140 4,149,617,255

3 Sub-Base, Base-Courses 2,541,226,382 2,405,971,914 1,849,139,286 42,084,918 6,838,422,500

4 Bituminous Pavement Courses / Cement Concrete Pavement

4,732,210,079 4,889,805,245 3,147,899,277 54,833,056 12,824,747,657

5 Cross Drainage Works 351,076,796 259,119,903 340,557,330 - 950,754,029

6 Minor Bridges & Underpasses 273,250,183 774,084,654 248,129,925

- 1,295,464,762

7 (a) ROB/RUB , Major Bridges ,Flyovers & Re Wall

2,852,306,197 3,543,769,181 5,765,199,037

- 12,161,274,415

7 (b) Elevated Highway 2,340,300,000 2,340,300,000

8 Traffic Signages, Road Marking & Appurtenances

511,525,416 343,830,369 293,261,439 22,569,924 1,171,187,148

9 Drainage And Protection Works 1,291,443,328 1,181,862,082 1,051,831,687 1,860,774 3,526,997,871

10 Repair & Rehabilitation Of Structures 8,309,403 2,334,477 2,282,131

- 12,926,011

11 Maintenance Of Roads 5,831,175 5,438,500 4,254,101 208,845 15,732,621

12 General Items 177,412,383 189,298,842 184,754,922 568,095 552,034,242

13 Toll Plaza 133,360,000 122,810,000 119,380,000 - 375,550,000

Base Cost (A) 14,172,299,809 15,226,811,675 14,591,904,343 2,481,753,682 46,472,769,508

Civil COST PER KM (Rs In Cr) 23.27 25.55 30.58 106.06 27.63

14 Contingencies @ 3% On (A) 425,168,994 456,804,350 437,757,130 74,452,610 1,394,183,085

15 Supervision Consultancy Charges @ 2% On (A)

283,445,996 304,536,233 291,838,087 49,635,074 929,455,390

16 Administrative Charges @ 1%On (A) 141,722,998 152,268,117 145,919,043 24,817,537 464,727,695

17 Quality Control Charges @ 1%On (A) 141,722,998 152,268,117 145,919,043 24,817,537 464,727,695

18 Road Safety Audit Charges @ 0.05%On (A) 7,086,150 7,613,406 7,295,952 1,240,877 23,236,385

19 Escalation @ 5% For 2 Years On (A) 1,417,229,981 1,522,681,167 1,459,190,434 248,175,368 4,647,276,951

20 Maintenance Charges @ 5% For 4 Years On (A)

708,614,990 761,340,584 729,595,217 124,087,684 2,323,638,475

21A Social Cost (LA) 10% On Base Cost (A) 1,417,229,981 1,522,681,167 1,459,190,434 248,175,368 4,647,276,951

21B Social Cost (R&R) 15% On Base Cost (A) 2,125,844,971 2,284,021,751 2,188,785,651 372,263,052 6,970,915,426

22 Utility Shifting 2% On Base Cost (A) 283,445,996 304,536,233 291,838,087 49,635,074 929,455,390

23 New National Green Highway Mission Policy 2015 @1% On (A)

141,722,998 152,268,117 145,919,043 24,817,537 464,727,695

Total Cost (Rs.) 21,265,535,863 22,847,830,918 21,895,152,466 3,723,871,400 69,732,390,647

Total Road Length (Kms) 60.900 59.600 47.720 2.340 168.220

Cost Per Km (Rs) 349,187,781 383,352,868 458,825,492

1,591,398,034 414,530,916

Say Rs. 34.92 Cr per

Km Rs. 38.34 Cr

per Km Rs. 45.88 Cr

per Km Rs. 159.14 Cr

per Km Rs. 41.45 Cr

per Km



0.11 Economic Analysis

The appraisal has been carried out within the framework of ‘with’ and without’ the project situations. ‘Without’ the project situation is the one in which the projected traffic would continue to move on the existing two lane road which will require certain minimum routine and periodic maintenance for upkeep of the facility. In the case of ‘with’ project situation, the traffic would use the improved facility, which is two lane carriageways with paved shoulders facility.

The benefits due to improvements are the saving in vehicle operation cost, saving in time and other caused benefits. The cost of the project is subtracted from benefits accruing year wise and discounted to work out the Economic Internal Rate of Return. In the economic appraisal all the financial estimates of costs and benefits are converted to economic costs by applying necessary factors.

Sensitivity Analysis Two critical factors could affect the viability of the project and these are the Capital Cost and traffic level. The capital cost can increase or the expected traffic growth could not materialize or both factors could occur simultaneously sensitivity check using the following parameters has been carried out:

Sensitivity Option S1 Increase in base costs by 15%

Sensitivity Option S2 Decrease in base benefits by 15%

Sensitivity Option S3 Increase in base costs by 15% and decrease in base benefits by 15%

Table 0.8: Result of Economic Evaluation

S. No. Package Sensitivity NPV (Million

Rupees) EIRR (%) Viability

1 Package 1 Base Case 14626 73.5 Yes

2 Package 1 S 1 12927 60.8 Yes

3 Package 1 S 2 21835 60.7 Yes

4 Package 1 S 3 20136 51.2 Yes


6 Package 2 S 1 19433 40.5 Yes

7 Package 2 S 2 16814 36.4 Yes

8 Package 2 S 3 15556 32.0 Yes


10 Package 3 S 1 14493 31.9 Yes

11 Package 3 S 2 14143 30.4 Yes

12 Package 3 S 3 12799 27.7 Yes

13 Project Base Case 45211 47.0 Yes

14 Project S 1 47262 43.0 Yes

15 Project S 2 54024 41.6 Yes

16 Project S 3 50103 36.9 Yes



The project road and all packages found to be economically viable with EIRR more than the resource cost of capital @ 12%. In case of sensitivity too project is economically viable and beneficial to public.

0.12 Financial Analysis

The basic objective of the financial analysis is to determine whether the project packages are feasible on the Build, Operate, Transfer (BOT) model, and what will be the concession period and if any viability gap funding is required. The financial analysis has been carried out for improvement of existing road from Km. 379.1 to km 549.66 in 4-lane configuration (in three packages).The summary of results is given below in Table 0.9.

Table 0.9: Results of Financial Analysis

S. No.

Package Concession

Period (years)* NPV (Rs. Cr.)

Project IRR (%)

Equity IRR (%)

1 Package I (km 379.1 to km 440.0) 17.5 23.04 11.21 15.00

2 Package II (km 440 to km 499.6) 17.5 24.04 11.21 15.00

3 Package III (km 499.6 to km 549.66) 17.5 27.10 11.21 15.00

* Concession Period shall comprise of Construction period which is project specific and fixed operation period of 15 years



CHAPTER 1 INTRODUCTION

1.1 Background

The National Highways Authority of India (NHAI) has been entrusted with the assignment of preparation of Detailed Project Report for 4 laning of Chertalai to Thiruvananthapuram Section of NH-47 (new NH-66) (from km 379.100 to km 551.900 under NHDP Phase III in the State of Kerala. The project stretch of NH 47 begins at Thuravoor Junction near Cherthala Town and ends at Kazhakottam Junction near Thiruvananthapuram totalling a length of 172.8 km in Kerala State. The project stretch includes two bypasses at Alappuzha and Kollam and a new realigned stretch bypassing Attingal Town.

1.2 Consultancy Appointment

M/s SMEC International Pty. Ltd. in association with SMEC (India) Pvt. Ltd, 387, Udyog Vihar Phase II, Gurgaon 122016, Haryana, India have been appointed as Consultants vide letter no NHAI/HQ/Kerala/ NH-17&47/2015-16/42 dated 27th June 2016 to carry out the Feasibility Study and Detailed Project Report (DPR) for 4/6 laning of the section from Chertalai (km. 379.10) of NH-47 to Kazhakottam (km 551.90) of NH-47 in the State of Kerala. The contract with NHAI was signed on 3rd August 2016. The scope and principal objectives of the consultancy services is contained in the Terms of Reference (TOR) of the consultancy services, which is part of the contract agreement. The services were commenced with effect from 8thAugust 2016. An Index Map of the project corridor is shown in Figure 1.1.

Figure 1.1: Index Map



1.3 Project Description

The project road length is 172.800 km. It starts from km 379.100 of NH-47 at the junction of Thuravoor and ends at Kazhakottam junction at km 551.900. This stretch of road passes through three districts viz. Alappuzha, Kollam and Thiruvananthapuram. The road passes through urban areas viz. Chertalai, Marary Kulam, Alappuzha, Ambalapuzha, Purakkad, Thottapally, Haripad, Nagiar Kulangara, Kayamkulam, Krishnapuram, Oachira, Vavvakkavu, Karunagapally, Chavara, Neendakara, Kavanadu (Kollam), Mevaram (Kollam), Kottiyam, Chathanoor, Paripally, Kallambalam, Attingal, Manglapuram, Pallipuram and Kazhakottam. Generally the existing road is two laned with paved shoulders on either side. At most of the urban locations in the presence of Major Junction, carriageway has been upgraded to 4 lane divided carriageway configuration including the junction with approaches and also along the existing town section. There are two bypasses a new realignment in this project road and, which are under different stages of construction as given below: 1) Alappuzha bypass -

a) Length of bypass is 6.70 km. 45m PROW for this bypass is already acquired by NHAI. Presently two 2 lane ROB’s are being constructed in this bypass.

2) Kollam bypass

a) Length of bypass is 12.90 km, including 2 lane existing carriageway length of 4.60 km. 45m PROW for this bypass is already acquired by NHAI. Presently construction of 2 lane carriageway formation is in progress for the balance 8.3 km.

3) NH Realignment bypassing Attingal Town

a) A new alignment length of 10.60 km has been proposed for bypassing Attingal Town. Till date no LA has happened for this realignment.

1.4 Mobilization, Staffing and Submissions

Mobilisation The Contract Agreement for the Consultancy Services was signed on 3rd August 2016 and the

Consultancy Services commenced on 8th August 2016 in accordance with Clause 2.3 of the Contract Agreement. Staffing

The following staff members of the Consultants team have been mobilized on the project:



a) Key Personnel Table 1.1: Key Personnel

S. No. Position Name Date of

Mobilization

1. Sr. Highway Engineer-Cum-Team Leader Mr. Harsha Chatterjee 08.08.16

2. Sr. Bridge Engineer Mr. N Dasgupta 08.08.16

3. Traffic and Safety Specialist Mr. Abhishankar Parashar 08.08.16

4. Highway cum Pavement Engineer Mr. Rajanish Kumar 16.08.16

5. Environmental Expert Dr. Deepak Malik 23.08.16

6. Senior Survey Engineer Mr. Sanjay Panda 14.09.16

7. Material cum Geotechnical engineer - Geologist

Mr. Dipak Das 15.09.16

b) Sub Professional Personnel

Table 1.2: Sub Professional Personnel

S. No. Position Name Date of

Mobilization

1. Highway Engineer Mr. Kushal Pareek 01.09.16

2. Asst. Highway Design Engineer Mr. Anshul Gupta 16.08.16

3. Material cum Pavement Engineer Mr. Sajith Ramachandran 16.08.16

4. Jr. Bridge Engineer Mr. Ankit Bhargava 16.08.16

5. Jr. Bridge Engineer Mr. Saddam Hussain 16.08.16

6. Traffic Engineer Mr. Vikas Kirodiwal 16.08.16

7. Traffic Engineer Mr. S Sreenivas 16.08.16

8. Transport Economist & Financial Analyst Mr. Rajat Sethi 23.08.16

9. Environmental Officer Ms. Sippy N Kumar 23.08.16

10. Materials Engineer Mr. Rahul Kanaujia 16.08.16

11. Survey Engineers Team Mr. A Girish Mr. A Chakkaravarthy

16.08.16

12. CADD Engineer Mr. Harachand Jhankar 16.08.16

13. CADD Draughtsman (Highway) Mr. Bhojraj Tewatia 23.08.16

13. CADD Draughtsman (Structure) Mr. Manish Sharma 23.08.16

14. Sr. Quantity Surveyor Mr. J S Venkateshwar 01.10.16

15. Jr. Quantity Surveyor Mr. Arpit Varshney 15.10.16

16. Bridge Engineer Mr. Shrey Jain 01.10.16

c) Support Personnel

Table 1.3: Support Personnel

S. No. Position Name of Senior most

Persons Date of

Mobilization

1. Project Coordinator Mr. C S Gopakumar 08.08.16

2. Manager-cum-Computer Operator Mr. Saji Arjunan 29.08.16

3. Office Boy-cum-Night Watchman Mr. Ramesh 16.08.16



Project Office The Consultants opened a project office at Thiruvananthapuram in Kerala w.e.f 08.08.2016 at the following address: M/s. SMEC (India) Pvt. Ltd., Thiruvathira, House no. 64, Manava Nagar, Palkulangara, Pettah PO, Thiruvananthapuram - 695024 Submission

Final Inception Report has been submitted on 20th September, 2016

Consultants had submitted the Alignment Options Reports for Package I (km 379.10 to km 465.00) on 7th October 2016 and Package II (km 465.00 to km 551.90) on 4th November 2016. Subsequent to the submission of the Alignment Options Reports, Consultants presented the methodology and details of the proposed alignment to Hon’ble Minister (Works and Registration) on 21st November 2016 at Thiruvananthapuram.

During the presentation to the Hon’ble Minister, the above methodology was discussed explicitly, however, Minister advised that under all circumstances, to the extent possible, the Proposed Center Line of the 4 lane Section needs to be in the middle of the EROW, including densely inhabited Urban Towns. As a follow up action, Minister wanted to review the revised alignment after about a weeks’ time.

Based on the above criteria, Consultants re-designed the entire alignment and submitted the same on 29th November 2016.

Meeting with Hon’ble Minister (Works and Registration) at Alappuzha Collectorate on 9th December 2016. Consultants presented the methodology and details of the proposed alignment to Hon’ble Minister (Works and Registration) on 9th December 2016 at Alapuzha in District Collector’s Office. Minister agreed with the widening proposal and verbally approved the alignment.

Revised Alignment Options presented to Kollam Collector on 13th December 2016 and further explained on 19th December 2016. Revised Alignment Options Study presented to Collector Thiruvananthapuram on 19th December 2016.

Subsequently, as advised by NHAI, Revised Alignment Options Study Reports for road sub sections passing through Alappuzha and Kollam & Thiruvananthapuram Districts were submitted on 16th& 20th December 2016

1.5 Feasibility Report

In accordance to TOR (clause 10.3) regarding submission of Feasibility Report, the same is submitted herewith. This Feasibility Report, inter-alia, comprises, besides this chapter of Introduction, the following:

Volume I : Main Report with Annexures

Chapter 0 - Executive Summary

Chapter 1 - Introduction

Chapter 2 - Overview of MoRT&H/NHAI Organization and activities, NHDP Programme, Project Financing and Cost Recovery Mechanism



Chapter 3 - Methodology Adopted for the Feasibility Study

Chapter 4 - Socio Economic Profile of Project Area

Chapter 5 - Engineering Surveys and Investigations

Chapter 6 - Design Standards

Chapter 7 - Traffic Surveys and Analysis

Chapter 8 - Engineering Design and Alternatives

Chapter 9 - Environmental Screening

Chapter 10 - Initial Social Assessment and Preliminary Land Acquisition/ Resettlement Plan

Chapter 11 - Cost Estimates

Chapter 12 - Economic and Financial Analysis

Chapter 13 - Packaging and Preferred Mode of Implementation

Chapter 14 - Conclusion and Recommendations

Volume II : Appendices to Main Report

Volume III : Drawings (Part A- Highways, Part B- Structures, Part C- Utilities)

Volume IV : Cost Estimate, BOQ and Rate Analysis

Volume V : Land Acquisition Plans



CHAPTER 2 OVERVIEW OF NHAI’S ORGANISATION, ACTIVITIES, NHDP PROGRAMME, PROJECT FINANCING AND COST RECOVERY MECHANISM

2.1. NHAI Mission NHAI’s mission is to meet the nation’s need for the development, construction and maintenance of a national highways network in line with global standards and to meet user expectations in the most time bound and cost effective manner, within the strategic policy framework set by the Government of India and thus promote economic well-being and quality of life of the people.

2.2. NHAI Establishment

The National Highways Authority of India was constituted by an act of Parliament, “the National Highways Authority of India Act, 1988”. It is responsible for the development, maintenance and management of National Highways entrusted to it and for matters connected or incidental thereto. The Authority was operationalized in February 1995 with the appointment of full time Chairman and other Members.

2.3. NHAI Mandate

NHAI was set up by an act of the Parliament, NHAI Act, 1988 “An Act to provide for the constitution of an Authority for the development, maintenance and management of national highways and for matter connected therewith or incidental thereto”. It has been entrusted with National Highways Development Project, which alongwith other minor projects, has vested in it 50329 kms of National Highways for development, maintenance and management. Its objective is to ensure that all contract awards and procurements conform to the best industry practices with regard to transparency of process, adoption of bid criteria to ensure healthy competition in award of contracts, implementation of projects conform to best quality requirements and the highway system is maintained to ensure best user comfort and convenience. National Highways are the arterial roads of the country for inter-state movement of passengers and goods. They traverse the length and width of the country connecting the National and State capitals, major ports and rail junctions and link up with border roads and foreign highways. The total length of NH (including expressways) in the country at present is 93,051 kms. While Highways/Expressways constitute only about 1.7% of the length of all roads, they carry about 40% of the road traffic.

NHAI is the nodal agency for development of NH Projects under NHDP and allied programmes approved by GoI such as SARDP-NE & Special Projects in MP, Maharashtra, Tamil Nadu and West Bengal. As on March 31, 2015, out of total 55,561 Km. of national highway that are planned to be developed/ upgraded by NHAI, 32,620 Km. (excluding terminated contracts) of national highway have been awarded, of which 23,866 Km. have been completed and 8,754 Km. are in progress.

Projects for 18,012 Km. is to be awarded in due course.



Primary mandate is time and cost bound implementation of National Highways Development Project (NHDP) through host of funding options including from external multilateral agencies like World Bank, Asian Development Bank, JBIC etc. Work mainly comprises of strengthening and four laning of high-density corridors around 13,146 kms. The components are:

Golden Quadrilateral - 5,846 kms connecting Delhi-Kolkata-Chennai-Mumbai

North-South-East-West Corridor-7,300 kms connecting Kashmir to Kanyakumari and Silchar to Porbandhar

4/6 laning another 10,000 km of National Highways under NHDP Phase III on BOT basis.

1 Providing Road connectivity to major Ports.

2 Involving the private sector in financing the construction, maintenance and operation of National Highways and wayside amenities

3 Improvement, maintenance and augmentation of the existing National Highways network.

4 Implementation of road safety measures and environmental management.

5 Introducing Information Technology in Construction, maintenance and all operation of NHAI.

2.3.1. NHAI Organization

A full time Chairman heads NHAI. Member Finance, Member Administration, Member Technical (3) head their respective departments report to the Chairman. A detailed organization chart of NHAI is given in Fig. 2.1.

2.3.2. National Highway Development Program (NHDP)

The National Highways have a total length of 1,00,087 km to serve as the arterial network of the country. The development of National Highways is the responsibility of the Government of India. The Government of India has launched major initiatives to upgrade and strengthen National Highways through various phases of National Highways Development project (NHDP). National Highway Development Program is envisaged to plan, design and construct a network of world class highways to support the economic growth of the country. Infrastructure in India has been found to be a bottleneck/ speed breaker for the trade and business, poverty alleviation and economic growth of the country. Advantages of providing well developed network of highways is as follows:

Savings in vehicle operating costs by reduced fuel consumption and maintenance costs

Travel time saving by faster and comfortable journeys

Safer travel

Benefits to trade especially in movement of perishable goods

Reduce demographic shift to urban areas

Poverty alleviation and all round development of areas NHDP’s focus is on developing International standard roads with facilities for uninterrupted flow of traffic with:

Enhanced safety features



Better Riding Surface.

Better Road Geometry

Better Traffic Management and Noticeable Signage.

Divided carriageways and Service roads

Grade separators

Over bridges and Underpasses

Bypasses

Wayside amenities National Highways Development Project is being implemented in 7 phases, which are briefly as under:

NHDP Phase I : NHDP Phase I was approved by Cabinet Committee on Economic Affairs (CCEA) in December 2000 at an estimated cost of Rs.30,000 crores comprises mostly of GQ (5,846 km) and NS-EW Corridor (981km), port connectivity (356 km) and others (315 km).

NHDP Phase II : NHDP Phase II was approved by CCEA in December 2003 at an estimated cost of Rs.34,339 crores (2002 prices) comprises mostly NS-EW Corridor (6,161 km) and other National Highways of 486 km length, the total length being 6,647 km. The total length of Phase II is 6,647 km.

NHDP Phase-III: Government approved on 5.3.2005 upgradation and 4 laning of 4,035 km of National Highways on BOT basis at an estimated cost of Rs. 22,207 crores (2004 prices). Government approved in April 2007 upgradation and 4 laning at 8074 km at an estimated cost of Rs. 54,339 crores.

NHDP Phase-IV: Two laning with paved shoulders of 20,000 km of National Highways.

NHDP Phase V: CCEA has approved on 5.10.2006 six laning of 6,500 km of existing 4 lane highways under NHDP Phase V (on DBFO basis). Six laning of 6,500 km includes 5,700 km of GQ and other stretches.

NHDP Phase VI: CCEA has approved on November 2006 for 1000 km of expressways at an estimated cost of Rs. 16680 crores.

NHDP Phase VII: CCEA has approved on December 2007 for 700 km of Ring Roads, Bypasses and flyovers and selected stretches at an estimated cost of Rs. 16680 crs.

Finance Mechanisms: NHAI proposes to finance its projects by a host of financing mechanisms. Some of

them are as follows:

1. The Government of India- Budgetary Allocation

In a historic decision, the Government of India introduced a Cess on both Petrol and Diesel. This amount at that time (at 1999 prices) came to a total of approximately Rs. 2,000 crores per annum. Further, Parliament decreed that the fund so collected were to be put aside in a Central Road Fund (CRF) for exclusive utilization for the development of a modern road network. The developmental work that it could be tapped to fund, and the agencies to whom it was available were clearly defined as:



Construction and Maintenance of State Highways by State Governments.

Development of Rural Roads by State Governments

Construction of Rail over- bridges by Indian Railways

Construction and Maintenance of National Highways by NHDP and Ministry of Road Transport & Highway

Today, The Cess contributes between Rs 5 to 6 Thousands crores per annum towards NHDP.

2. Loan Assistance from International Funding Agencies

Loan assistance is available from multilateral development agencies like Asian Development Bank and World Bank or Other overseas lending agencies like Japanese Bank of International Co - Operation.

3. Market Borrowing

NHAI proposes to tap the market by securities cess receipts

4. Private Sector Participation

Major policy initiatives have been taken by the Government to attract foreign as well as domestic private investments. To promote involvement of the private sector in construction and maintenance of National Highways, Projects are offered on Build Operate and Transfer (BOT) basis to private agencies. After the concession period, which can range up to 30 years, this road is transferred back to NHAI by the Concessionaries. NHAI funds are also leveraged by the setting up of Special Purpose Vehicles (SPVs). The SPVs borrow funds and repay these through toll revenues in the future. Some more models have emerged for better leveraging of funds available with NHAI such as Annuity, which is a variant of BOT model. The financial arrangement for the development of GQ and the corridors has been made as under:

2.3.3. Government Policy Initiatives

Policy Initiatives for Attracting Private Investment

Government will carry out all preparatory work including land acquisition and utility removal. Right of way (ROW) to be made available to concessionaires free from all encumbrances.

NHAI / GOI to provide capital grant up to 40% of project cost to enhance viability on a case to case basis.

100% tax exemption for 5 years and 30% relief for next 5 years, which may be availed of in 20 years.



Concession period allowed up to 30 years Arbitration and Conciliation Act 1996 based on UNICITRAL provisions. In BOT projects entrepreneur are allowed to collect and retain tolls Duty free import of specified modern high capacity equipment for highway construction.

2.4. Cost Recovery Mechanism

At present, NHAI has contemplated that recovery of borrowed funds being spent on execution, will be through toll collection. Only on this basis, they have evolved Special Purpose Vehicles ‘SPV’, which can go to the market for borrowing money and then repay through toll collection.

There are three types of projects under NHDP:

Project to be financed wholly from NHAI resources, and recovery through toll

Promulgation of the National Highways (Rate of Fee) rules, 1997 authorises the Government to collect tolls where the existing road is widened to 4-lanes. This was one of the main reason which led to the effective cost recovery

Construction by public private participations and collection of toll by Entrepreneur

Grant by NHAI upto 40% to private entrepreneur from equity of NHAI.



Figure 2.1: Organisation Chart of NHAI



Figure 2.2: Year-wise Completed Project Status



CHAPTER 3 METHODOLOGY ADOPTED FOR THE FEASIBILITY STUDY

3.1. General

As per the terms of reference (TOR), engineering surveys and investigations comprise of topographic survey, road inventory survey, road condition survey, bridge condition survey, geo-technical survey and material survey. Topographic surveys are to ascertain bearings, levels and lengths / distances. Road inventory surveys are to verify / validate/ confirm number and locations of existing features; Road condition survey includes recording of visual pavement surface characteristics including cracking, rutting and ravelling criteria, pavement roughness measurements, “Benkelman Beam Deflection”, pavement thickness and composition etc. and overlays done in past; Bridge condition survey is to indicate distresses if any in various components of the structure; Material & Geotechnical surveys are to reconfirm subgrade CBR, and sub-soil strata at locations where structures are proposed and survey of material sources, sample tests on material properties and approximate lead. There is also requirement for Environmental Impact Assessment, Environmental Management Plan as well as Social Impact Assessment & Rehabilitation and Resettlement studies. Methodology for various activities is briefly explained in this Chapter.

3.2. Review of Past Studies, Reports and Data

3.2.1. Data on Road Works

Past reports and documents available with NHAI and Concerned PWD NH Divisions for the project road have been collected and studied for trend analysis and past scenarios. This is important activity for traffic studies as it gives information of past vehicle numbers and types. For other design activities of road, past pavement surfacing/ widening of carriageway information and other associated data viz accident, road overtopping during heavy rains have been sought from concerned Govt. departments.

3.2.2. Data on Bridges/ Structures

For this purpose, the following data and documents have been collected wherever available: -

Hydrology and Geo-Technical Reports of the existing bridges.

Date of construction of existing bridges, if available.

Reports about present condition of existing bridges / structures, if available.

Details of repair / rehabilitation measures, if any, carried out in the past to the existing bridges.

The carriage way width of existing structure has been measured.

Available clearances and freeboard under the bridges and protective work.

Damages to highway slope protection if any and protective measures carried out at site.

Utility services, if any, to be carried over the bridges.

Any other engineering data found suitable for the detailed engineering of the proposed bridge structures.



3.2.3. Inventory and Condition Survey of Road

Detailed road inventory surveys have been carried out to collect details of all existing road and pavement features along the existing road sections. The inventory data includes but not limited to the following:

a) terrain (flat, rolling, mountainous);

b) land-use (agricultural, commercial, forest, residential etc.) @ every kilometer;

c) carriageway width, surfacing type @ every 500m and every change of feature whichever is earlier;

d) shoulder surfacing type and width @ every 500m and every change of feature whichever is earlier;

e) sub-grade / local soil type (textural classification) @ every 500m and every change of feature whichever is earlier;

f) horizontal curve; vertical curve

g) road intersection type and details, at every occurrence

h) retaining structures and details, at every occurrence

i) location of water bodies (lakes and reservoirs), at every occurrence; and,

j) height of embankment or depth of cut @ every 200m and every change of feature whichever is earlier

k) land width i.e. ROW

l) culverts, bridges and other structures (type, size, span arrangement and location)

m) roadside arboriculture

n) existing utility services on either side within ROW

o) general drainage conditions

p) inventory of all road sides’ facilities for the public including educational, health, communication facilities and road user based facilities such as tea shops, dhaba, vehicle service shops etc.

3.3. Reconnaissance Survey

The main objective of reconnaissance survey was to examine the general character of the area for the purpose of determining the most feasible routes for further more detailed investigations. Data collected was adequate to examine the feasibility of all the different routes in question, as also to enable cost comparison of various alternatives. The survey helped in determining any deviations necessary in the basic geometric standards to be adopted for the highway facility.

3.4. Traffic Surveys

The following types of traffic surveys have been carried out to obtain all the data necessary for satisfactory design and economic analysis;

Classified Traffic Volume Counts

Turning Movement Count Survey at Intersections

Origin-Destination and Commodity Movement Survey



Axle Load Survey

Speed and Delay Survey

Other Surveys like Pedestrian/Animal Crossings, Accident Data Collection along the project road, assessment of Truck Parking Requirements etc.

3.5. Topographic Surveys

Topographical surveys are essentially required and have been undertaken, for generating plans, to obtain longitudinal and cross-sections of road and to show all existing features within existing ROW. The survey extends to a minimum of 30m beyond either side of the centre line of proposed carriageway or land boundaries whichever is more. The complete topographical survey process includes:

Establishment of a suitable network of control points by DGPS

Provide height control by Double tertiary levelling

Detailed topographical survey and data processing

GPS control points have been marked on cement concrete pillars embedded in the ground. The GPS/BM reference pillar of size 15cm x 15cm have been cast in RCC in grade of M15 with nail fixed in the centre of top surface. These pillars have been embedded upto a depth of 30 cm with 5cm wide CC wall around. The balance 15cm above ground have been painted yellow and uniquely numbered for reference. Control points at an approximate interval of 4 km to 6 km have been established along the existing highway. Total Station traverse have been carried out to establish additional secondary control points, about 200m to 300m apart, starting with one pair of GPS control point and closing on to the next GPS control point. These traverse control points have been used for further detailed survey. All the GPS control points fixed by DGPS and the secondary control points fixed by Total Station Traverse have been heighted by running double tertiary levelling in fore and back directions with reference to the GTS BM available in the project area. For elevations using Auto Levels, the accuracy between the fore and back levelling between two

consecutive bench marks have been better than 12 Kmm; K stands for distance surveyed between the benchmarks in kilometers. Based on the above control network, systematic survey for all details have been carried out using Total Station so as to capture all the topographical, natural and manmade features in X, Y and Z co-ordinate system.

3.6. Soil and Materials Investigations

As part of the feasibility study, the Consultants conducted soils and materials investigation which includes industrial waste, analysis of subgrade soil properties along the project corridor as well as investigation on sources of available construction materials from borrow areas and quarry areas for the proposed construction works.

I. Desk Studies of the Project Influence Area

On the commencement of Project, the Consultant undertook Desk studies on the project road. This preliminary investigation includes details and study about the physiography, climate and geology of the Project influence area.



II. Reconnaissance Survey

Reconnaissance survey has been carried out section wise and in phased manner at the project site. A team of engineers and technicians were deployed on commencement of project for duration of about three months for conducting field investigations and laboratory testing works. After a detailed reconnaissance along the project corridor, the soil and material investigations were planned in line with requirements and task mentioned in ToR.The existing road is having two-lanes / four lanes configuration and passes through barren land, industrial, commercial and urban areas. Existing embankment height varies from 0 m to 3 m generally.

III. Field Investigations and Sampling

The soil and material investigation site works includes all the activities and tasks in compliance and as mentioned in Term of Reference (ToR). The investigation activities which were followed on site are mentioned below:

Investigation of existing Pavement and Subgrade: This investigation is carried to assess the characteristics of existing subgrade soil along the Project roads For assessing the existing subgrade strength and characteristics, DCP test are carried out and in situ soil sample are collected for determining the engineering properties of the existing subgrade (e.g. OMC, MDD, degree of compaction, soil class and laboratory soaked and un-soaked CBR) besides measuring the field moisture content, field dry density, etc. Moreover the thickness, composition and suitability of various layers of existing pavement sections are also determined to assess the design parameters required for detailed pavement design of the existing and widened road alignment.

Investigation for selected earth of Borrow Areas: This investigation includes locating and ascertaining the suitability of the borrow soil in areas along or near the project road section for design and construction of sub-grade and embankment of widening/up-gradation portion of pavement as well as foundation for various road cross-section elements.

Investigation for Construction Materials: This investigation is conducted to ascertain the suitability and availability of quarry materials, fly ash, other industrial waste and other alternative materials besides manufactured materials such as cement, bitumen, steel, etc. within a reasonable haulage for construction of embankment, subgrade/Stabilized subgrade, sub-base/stabilized sub-base, base and top layers (bituminous/concrete) of pavement sections along the project road alignment.

3.6.1. Pavement Structural Strength

Benkelman Beam Deflection (BBD) testing along the subject project have been carried out in accordance with the CGRA procedure given in IRC: 81-1997 (“Guidelines for Strengthening of Flexible Road Pavements Using Benkelman Beam Deflection Technique”).

3.7. Geo-Technical Investigations

In order to prepare Preliminary Design and General Arrangement Drawings (GADs) of new proposed structures and widening of existing bridges / structures geo-technical investigation for bridges / structures will be got carried out as per stipulations of IRC:78-2000 and provision of TOR for deciding the type and depth of foundations. For this purpose, first of all geotechnical report of existing bridges, if available with State PWD (NH) division, will be collected. Thereafter representative boring will be got carried out for required depth, at each bridge location to prepare preliminary design and GADs of the proposed bridges / structures. The boring scheme giving number and depth of bores for each bridge shall be prepared and got approved from the Client. The work shall be carried out through Geotechnical Consultants empanelled with NHAI.



3.8. Carrying Out Hydraulic Surveys and Hydrological Studies

The collection of proper hydraulic data has got vital bearing in deciding the bridge waterway, foundations and protective works and thus utmost care was exercised in ensuring that the data collected is realistic and accurate. Information about HFL, LWL, discharge, velocity and observed scour, etc., were collected from available records, local enquires and visible signs, on the existing structures so as to identify the deficiencies in the existing waterways and requirements of additional waterways. Local enquires were made for confirmation with regard to the road sections getting overtopped during heavy rain. Information on storm duration, rainfall statistics, top soil characteristics, vegetation cover etc., will be collected so as to determine hydraulic parameters for all existing and proposed structures. A desk study will be carried out of all available data on topography viz: topographic maps, storm duration, rainfall statistics etc. so as to assess the catchment areas and hydraulic parameters for all existing and proposed drainage structures. The findings of the study were further supplemented and augmented by reconnaissance along the area. The collection of proper hydraulic data has got vital bearing in deciding the bridge waterway, foundations and protective works and thus utmost care will be exercised in ensuring that the data collected is realistic and accurate. All information about HFL, LWL, HTL, LTL, discharge, velocity and observed scour, etc., will be collected from available records, local enquiries and visible signs, if any, on the existing structures and embankments so as to identify the deficiencies in the existing waterways and requirements of additional waterways. Local inquiries will also be made for confirmation with regard to the road sections getting overtopped during heavy rain. All important hydraulic features will be noted during this field reconnaissance. For new bridge structures as well as existing bridges if necessary, the following hydraulic data is proposed to be collected in accordance with provisions of IRC: SP-13 (Guidelines for the Design of Small Bridges and Culverts) and IRC: 5-1998 (Standard Specifications and Code of Practice for Road Bridges-Section-1, General Features of Design). a) Bridge and Structure Data Topographical Surveys will be carried out at the bridge sites for identification of:

Topographical features

Outline of banks and channels

Direction of flow of water at maximum and at lower discharges

Alignment of existing road approaches to bridge sites

Angle of skew of crossing, if any

Nearest habitations on either side of the river crossing

Wells, if any

Rock outcrops

Other obstructions, if any

b) A cross-section of the river at the proposed site giving the following information:

Name of the river, road and chainages



The riverbed levels up to the top of banks and ground levels to a sufficient distance beyond the edge of the channel.

Nature of subsoil in bed, bank, approaches and location of trial bores

LWL and HFL.

c) Additional cross-sections of the stream at suitable distances both towards upstream and downstream of the proposed sites form the bridges along the stream

d) Longitudinal section of the stream showing the proposed site, HFL, NFL, LWL and bed levels at

suitable intervals along the approximate center line of the deep water channel. In addition, the following data will be collected as per availability:

1. Latest Topo sheets of India maps, with a scale of 1/50000 or larger, as available, will be collected.

2. Hydraulic details of structure Details as Number of span, span configuration, extent of channel, type of bank, obstruction to the flow, HFL marks, scour condition etc. will be collected.

3. Catchment characteristics such as size, shape, slope, surface characteristics, land use pattern, storage areas within will be determined.

4. Rainfall data of 24 hour and other shorter duration and available rain gauge data for which corresponding stream gauge data is available.

5. Cross Section of the River at the existing/Proposed Bridge Site up to sufficient distance from bank with LWL, NFL, HFL and LTL data which ever available

6. Additional cross-sections of the stream at suitable distances both towards upstream and downstream of the proposed sites from the bridges along the stream.

In addition to this following detail will also be collected wherever available and applicable for the individual structure:

Highest flood level in living memory and other major floods before start of investigation

Highest flood level and year of occurrence

Records of gauging stations, sites and locations

Years for which flow records are available

Frequency of floods, backwater effects, if any

Low Water Level

Afflux if observed

High Tide Level

Low Tide Level

Flood marks will be observed on existing bridges and other structures. Distinct watermarks on bridge piers and other structures will be determined by observation or by local enquiry, noting period and time of observation.

Observed maximum depth of scour with scour level, including obstruction, if any. Other special causes responsible for the scour

Discharge and velocity



3.9. Methodology Adopted for Bridges/ Structures

3.9.1. Collection of Data from Secondary Sources

Various government departments’ viz. Kerala PWD and Kerala Irrigation department were approached to obtain from them the details of existing bridges on the NH, their condition, proposals for their repairs, replacement or widening if any, under consideration.

3.9.2. Inventory and Condition Survey

Based on field visits, Inventory of all the existing bridges was prepared as per IRC: SP: 35. It gives the name, location, type of road, construction details like span arrangement, structural details, overall condition and hydraulic behaviour etc.

3.9.3. Retention / Replacement of existing bridges

On the basis of the data collected from various sources & inspection made as indicated above it was decided to retain a particular structure or replace it. Unbridged river crossings, railway level crossings and major road crossings requiring bridges and structures of suitable lengths were identified.

3.9.4. Traffic Needs

As the project stretch is to be upgraded to 4-lane with paved shoulders or higher configuration, traffic studies were carried out to find out if any particular reach/ stretch warrants 6 laning. Need for pedestrian or vehicular underpasses as per traffic on cross roads was also examined.

3.9.5. Framing of Proposals

For overall configuration of bridges and structures stipulations in IRC: SP: 84-2014 – Manuals for 4-laning of Highways have been kept in view and accordingly following procedure has been adopted.

In case of bridges proposed for reconstruction (fully) or new bridges / structures, two new 3 lane bridges have been proposed.

In case of bridges proposed for retention, new 3-lane structure beside the existing structure for one side traffic and an additional new 2-lane structure on the other side of existing bridges have been proposed.

The project road also has a 4-lane stretch for approx. 10 kms and there are two separate bridges for each carriageway. In case, bridges under one carriageway need to be replaced due to inadequacy from hydrological/structural aspect the same has been proposed to be replaced by a new 3-Lane bridge. Additional, 2-lane bridges beside of the existing Major/Minor bridge has also been proposed.

At ROB location only new 3-Lane structure has been proposed beside the existing/under construction 2-Lane ROBs to avoid the extra land acquisition for a long stretch.

Overall length of new stream/river bridges was fixed on the basis of hydraulic studies for the respective streams. Span arrangement, type of superstructure, substructure and foundations were fixed on the basis of hydraulic data and soil properties as per the data reading available at site.

Type of existing bridges viz. their span arrangement, type of superstructure, substructure and foundations whether open or deep were also kept in consideration while deciding upon the type of proposed structures.



Efforts have been made to avoid/reduce skew angle.

To finalise the configuration of deck for overpass, stipulations in IRC: SP: 73-2015 – Manuals of specifications and standard for two laning of highways have been taken into consideration.

3.9.6. Preparation of Preliminary GADs

Based on the above and preliminary designs preliminary General Arrangement Drawings for new bridges and structures have been prepared and included in the feasibility study report.

3.10. Environmental Screening, EIA & RAP

Environmental Screening Environmental Screening has been conducted during feasibility stage as pre-requisite of the impact assessment study with objective to establish the environmental settings of the project area, identification of sensitive environmental issues within the project area, categorization of the project based on activities proposed and sensitivity of the proposed project, to assess direct and induced impacts due to the project and scoping of detailed EIA study. The requirement of the statutory clearances pertaining to environment shall also be identified based on the location of environmental features along the project. The screening process mainly consisted of following activities:

a) Study of background information on project and related policy and legal issues

b) Collection of secondary data

c) Reconnaissance survey of the project impact zone

d) Analysis of data and Screening exercise

e) Project Categorization

f) Preliminary identification of environmental impacts and mitigation

g) Scope of detailed EIA study

a) Study of Background information

Study of Project Documents: First task was to study the project documents to have the understanding of the project objectives, its main components, its boundary etc. Unless the project is well understood, its different impacts on environment and social issues cannot be properly identified. Study of Laws and Regulations: Laws and regulations enacted by Government of India and Government of Kerala State, relevant to road construction and environment have been studied. The applicability of various acts and laws is specified. Study of Guidelines, Standards: Ministry of Environment, Forest and Climate Change (MoEF&CC), Indian Road Congress (IRC), Bureau of Indian Standards (BIS), etc. have published different useful documents, which were studied for screening exercise.

Some of these documents are:

EIA notification 2006 and further amendments

Environment Impact Assessment – A Manual, 2001 – Ministry of Environment, Forest and Climate Change (MOEF&CC), Government of India (GoI)



Environmental Impact Assessment – Guidance Manual for Highways 2010, MOEF&CC, GoI

Environmental Guidelines for Rail/Road/Highway Project – 1989, MOEF&CC, GoI

Kerala Environmental laws & regulations including Coastal Regulation Zone policies

Guidelines for Environmental Impact Assessment, 1989, Indian Roads Congress (IRC 104-1988)

Handbook on Environmental Procedures and Guidelines, 1994 MOEF&CC, GoI

Guidelines on Landscaping and Tree Plantation, Indian Roads Congress (IRC:SP:21-2009)

Guidelines on requirements for Environmental Clearance for Road Projects, Indian Roads Congress (IRC:SP:93-2011)

Guidelines on Preparation and Implementation of Environment Management Plan, Indian Roads Congress (IRC:SP:108-2015)

Green Highways (Plantation & Maintenance) Policy-2015

b) Collection of data from secondary sources

After having the background information about the project and its environmental aspects from legal and policy points and guidelines on such studies, the next step involved collection of data from secondary sources. The data has been collected on meteorology, demography, forests and related aspects, land use pattern, topography etc. from reliable sources. Also, additional relevant environment data has been collected from individual research works; either published or unpublished. The source of the data has been documented in the report as reference. The data collected will be broadly subjected to the ground truth verification during detailed field investigations and modifications that may be necessary to the database will be carried out. c) Reconnaissance survey of the project impact zone

A drive over inspection of the project corridor has been carried out by the environmental expert in order to identify the sensitive environmental features along the project corridor and identification of category of the project with respect to the location of the project. Important environmental components within the project influence area have been identified. Those were, road side trees, water bodies, public utilities, religious structures, educational institutes/schools, hospitals/health centers, community resources, congested areas etc. Project Influence Area Direct Influence Area

The areas of direct influence have been confined in a linear fashion along the corridor where the construction activities take place. The existing ROW along the road is 30m except in the stretches from km 532.00 to km 535.00 (Attingal and Mamam town in Thiruvananthapuram district) where it is further narrow. It is proposed to upgrade the project road from 2 lane to 4/6 lane. Keeping in view, the proposed widening, the direct impact zone has been taken as 45 m, PROW of the project road and bypasses. Indirect Influence Area

However, for various other environmental components, which are likely to have a broader area of influence, a distance of 10 km on either side of the road (as per the MoEF&CC EIA Notification 2006, GoI, and its amendment thereafter) has been considered to define the indirect area of Influence.



d) Analysis of data and Screening exercise

The data collected through the above steps has been compiled to develop the environmental scenario of the project area and the sensitive components within that. The full road length and CoI was put under screening to identify the hot spot zones. The identification of hot spots in project area would help in further study and preparation of detailed Environmental Impact Assessment report and Environmental Management Plan for the project at later phase. Environmental Evaluation Project impacts on different environmental components were identified through a scientific procedure. Identified Valued Environment Components (VECs) in the Project Following is a list of important environment components that were identified as VECs in the projects route during the field survey. Physical environment

Land use

Wetlands, Rivers, Rivulets and other Surface water bodies

Soil erosion

Natural hazards such as Cyclone

Air/Water/Noise pollution

Disposal of debris/materials resources

Bio-Environment

Number of trees within the CoI and ROW

Wildlife/nesting places/migratory routes and other habitats

Ecologically sensitive areas

Protected Forests and Reserved Forests

Unprotected and Community Forests

Biosphere Reserve, National Parks and Wildlife Sanctuaries Socio-Economic Environment

Drinking water sources

Schools/hospitals/college (declared silence zones)

Cultural and Religious properties

Archaeological monuments and properties

Common Property Resources

Residential and Commercial properties

Tourism locations

e) Project Categorization as per EIA Notification 2006 and further amendments

The GoI EIA Notification of 2006 (replacing the EIA Notification of 1994), sets out the requirement for Environmental Impact Assessment in India. This states that Environmental Clearance (EC) is required



for specified activities/projects, and this must be obtained before any construction work or land preparation (except land acquisition) may commence. Projects are categorized as A or B depending on the scale of the project and the nature of its impacts. The categorisation for highways and roads projects is as below:

Project or Activity

Category with threshold limit Conditions if any A B

7(f) Highways i) New National Highways and ii) Expansion of National Highways

greater than 100 km involving additional right of way or land acquisition greater than 40m on existing alignments and 60m on re-alignments or by-passes.

i) All New State Highway projects

ii) State Highway expansion

projects in hilly terrain (above 1,000m AMSL) and or ecologically sensitive areas

General Condition shall apply Note: Highway include expressways

Source: MoEF&CC Notification 2006 and amendments thereafter

Category A projects requires EC from the national Ministry of Environment, Forest and Climate Change (MoEF&CC). Category B projects require environmental clearance from the State Environment Impact Assessment Authority (SEIAA). General Condition (GC): Any project or activity specified in Category ‘B’ will be treated as Category A, if located in whole or in part within 5 km from the boundary of: (i) Protected Areas notified under the Wild Life (Protection) Act, 1972, (ii) Critically Polluted areas as notified by the Central Pollution Control Board from time to time, (iii) Notified Eco-sensitive areas, (iv) inter-State boundaries and international boundaries. The proposed project does not attract conditions of obtaining prior Environmental Clearance from Ministry of Environment, Forests & Climate Change (MOEF & CC) as additional land required along existing alignment is less than 40m and in bypasses its less than 60m. f) Preliminary identification of Environmental impacts and mitigation

Road construction related impacts occur at three stages of the project viz. Planning and Design, Construction and Operation stage. The broad impacts on physical, ecological and social environment were identified based on the screening data and Impact identification matrix was developed highlighting the general mitigation measures.

g) Scope of detailed EIA study

The scope of detailed EIA study will be defined through the general TOR as suggested by MOEF&CC for Road and Highways and as defined in contract document under scope of work.

3.11. Initial Social Screening, Social Survey and Rap

Initial Social Screening, Social Survey and RAP will be based on the World Bank Safeguard Policy (OP 4.12) and the applicable legal and policy frameworks of the country such as National Rehabilitation and Resettlement Policy, 2007 and NH Act, 1956. Social impact assessment needs clear definition of the Corridor of Impact (CoI) and the Right of Way (ROW) for establishing the extent of social impact. Consultation and field level survey have been undertaken to assess the social impacts, and for suggesting appropriate mitigation measures.



3.12. Estimated Cost

The preliminary cost estimated of the project is worked out based on the latest available schedule of Rates of the State PWD brought to the current year’s rates. Current rates for labour, materials and equipment shall be ascertained from State Schedule of rates/ market rates/ Data book (MoRT&H) have been applied in Standard Data Book These basic costs, together with the haul distances estimated for the construction materials, have been computed to obtain unit rates for the principle work items.

3.13. Economic Analysis

EIRR and NPV Estimation The Economic Internal Rate of Return (EIRR) has been worked out both “with” and “without” time and accident cost savings. The estimated EIRR for the project has been compared with the prescribed cut off rate of return in order to determine the viability or otherwise of the highway project. The Net Presents Value (NPV) has been estimated at 12% cut off or the prescribed rate of discount, using the Discounted Cash Flow (DCF) technique. Sensitivity Analysis Sensitivity analysis for the EIRR and NPV estimates of the project has been worked out to examine the effect of changes up to ±15% in the values of the key input factors affecting costs, benefits or savings (including projected traffic flows).

3.14. Financial Analysis

From the cash flows for the complete project length or its homogenous sections, Financial/ Commercial Internal Rate of Return (FIRR) is arrived at using the Discounted Cash Flow (DCF) technique. This is compared with the largest cut off equity IRR.

3.15. Bid Documents

After the Financial Analysis, the project would be assessed to be taken up on BOT or EPC and accordingly work packages would be derived. Thereafter, package wise bidding documents would be prepared and submitted to client for onward tendering activity.



CHAPTER 4 SOCIO-ECONOMIC PROFILE OF THE PROJECT AREAS

4.1. Introduction

The primary purpose of socio-economic analysis is to provide an overview of the State’s, socio-economic status and the relative status of the Project Influence Area (PIA) within the State. The Project Road, a section of NH 47 traverses through Alappuzha, Kollam and Thiruvananthapuram districts of Kerala State, a small State tucked away in the southwest corner of India (Latitude 10.00 N and Longitude 76.25 E). On the east, are high ghats of (Karnataka and Tamil Nadu) and in the west the Arabian Sea. The width of the State varies from 35 kms to 125 kms. Geographically, the State can be divided into hills, valleys, midland plains and coastal belt. Kerala state spreads over 38,863 sq. kms and accounts for 1.23 per cent of the country’s area. This chapter presents the socio economic profile of the Kerala, the Project Influence State, and Districts of Alappuzha, Kollam and Thiruvananthapuram, which comprises the Project Influence Area (PIA) of the proposed road. Project Influence Districts Alappuzha Alappuzha is also known as Alleppey, is the administrative headquarters of Alappuzha District of Kerala state of southern India. Alappuzha is a municipality in Kerala with an urban population of 174,164 and third among the districts having highest literacy rate in Kerala. In 2016, Centre for Science and Environment rated Alappuzha as the top cleanest town in India followed by Panaji & Mysuru.[2] Alappuzha is considered to be the oldest planned city in this region and the lighthouse built on the coast of the city is the first of its kind along the Laccadive Sea coast. Alappuzha is situated 28 km from Changanssery, 46 km from Kottayam and 53 from Kochi and 155 kilometres (96 mi) north of Trivandrum.[3] A town with picturesque canals, backwaters, beaches, and lagoons, it was described as the one of the places known as the "Venice of the East" by Lord Curzon. Hence, it is known as the "Venetian Capital" of Kerala. Malayalam is the most spoken language. Hindi, English and Tamil are also spoken in the town. Alappuzha is an important tourist destination in India.[4] The Backwaters of Alappuzha are the most popular tourist attraction in Kerala. Alappuzha is the access point for the annual Nehru Trophy Boat Race, held on the Punnamada Lake, near Alappuzha, on the second Saturday of August every year. This is the most competitive and popular of the boat races in India.[6] The mullackal chirap is also one of the attractions of Allapuzha which is the festive season held for ten days every year in December.

https://en.wikipedia.org/wiki/Alappuzha_District

https://en.wikipedia.org/wiki/Kerala

https://en.wikipedia.org/wiki/India

https://en.wikipedia.org/wiki/Centre_for_Science_and_Environment

https://en.wikipedia.org/wiki/Panaji

https://en.wikipedia.org/wiki/Mysuru

https://en.wikipedia.org/wiki/Alappuzha#cite_note-2

https://en.wikipedia.org/wiki/Laccadive_Sea

https://en.wikipedia.org/wiki/Kochi

https://en.wikipedia.org/wiki/Trivandrum


https://en.wikipedia.org/wiki/Canal

https://en.wikipedia.org/wiki/Kerala_Backwaters

https://en.wikipedia.org/wiki/Alappuzha_Beach

https://en.wikipedia.org/wiki/List_of_places_called_Venice_of_the_East

https://en.wikipedia.org/wiki/Lord_Curzon

https://en.wikipedia.org/wiki/Malayalam

https://en.wikipedia.org/wiki/Hindi

https://en.wikipedia.org/wiki/Tamil_language


https://en.wikipedia.org/wiki/Kerala_Backwaters

https://en.wikipedia.org/wiki/Nehru_Trophy_Boat_Race

https://en.wikipedia.org/wiki/Punnamada_Lake




Kollam Kollam or Quilon formerly Desinganadu, is an old seaport and city on the Laccadive Sea coast of Kerala, India. The city is on the banks Ashtamudi Lake. Kollam has had a strong commercial reputation since the days of the Phoenicians and Romans fed by the Chinese trade, it was mentioned by Ibn Battuta in the 14th century as one of the five Indian ports he had seen during the course of his twenty-four year travels. Kollam is a coastal city on the banks of Ashtamudi Lake that took the title God's Own Country without much demur. The braids of Ashtamudi Lake lie about 71 kilometres (44 mi) north of the state capital, Thiruvananthapuram. The city hosts the administrative offices of Kollam district and is a prominent trading city for the state. The proportion of females to males in Kollam city is second highest among the 500 most populous cities in India. Kollam city had a population of 349,033 with a density of 5,900 persons per square kilometre. The sex ratio (the number of females per 1,000 males) was 1,112, the highest in the state. The district of Kollam ranked seventh in population in the state while the city of Kollam ranked fourth. As of 2010 Kollam had an average literacy rate of 93.77%,[47] higher than the national average of 74.04%. Male literacy stood at 95.83%, and female at 91.95%. In Kollam, 11% of the population was under six years of age. Malayalam is the most spoken language in Kollam while Tamil is well understood in the city. Thiruvananthapuram Thiruvananthapuram District is the southernmost district of the coastal state of Kerala . It is the largest city in Kerala. It came into existence in the year 1957. The headquarters is the city of Thiruvananthapuram (Trivandrum) which is also the capital city of Kerala. The district has an area of 2,192 square kilometres (846 sq mi) and a population of 3,307,284 (as per the 2011 census), [2] the second-most populous district in Kerala after Malappuram district. It is the densest district in Kerala with 1,509 inhabitants per square kilometre (3,910/sq mi). It is divided in 6 taluks: Thiruvananthapuram, Neyyattinkara, Chiriyankeezhu, Nedumangadu, Varkala and Kattakada. The urban bodies in the district are Thiruvananthapuram Corporation, Varkala, Neyyattinkara, Attingaland Nedumangad municipalities. Thiruvananthapuram district is situated between north latitudes 8°17' and 8°54' and east longitudes 76°41' and 77°17'. The district has three major rivers, several freshwater lakes and more than 300 ponds. The eastern region is forested, northern regions are mostly under rubber cultivation and the remaining areas have mixed dry land crops of coconut, plantain, tapioca, etc. The city gets its name from the word "Thiru-anantha-puram", meaning the "Abode of Lord Anantha." The name derives from the deity of the Hindu temple at the center of the Thiruvananthapuram city. Anantha is the serpent Shesha on whom Padmanabhan or Vishnu reclines.

https://en.wikipedia.org/wiki/City

https://en.wikipedia.org/wiki/Laccadive_Sea



https://en.wikipedia.org/wiki/Ashtamudi_Lake

https://en.wikipedia.org/wiki/Ibn_Battuta

https://en.wikipedia.org/wiki/Ashtamudi_Lake

https://en.wikipedia.org/wiki/Thiruvananthapuram

https://en.wikipedia.org/wiki/Kollam_district


https://en.wikipedia.org/wiki/Kollam_district

https://en.wikipedia.org/wiki/Kollam#cite_note-47

https://en.wikipedia.org/wiki/Malayalam

https://en.wikipedia.org/wiki/Tamil_language




https://en.wikipedia.org/wiki/Thiruvananthapuram_district#cite_note-District_population-2

https://en.wikipedia.org/wiki/Malappuram_district

https://en.wikipedia.org/wiki/Thiruvananthapuram_taluk

https://en.wikipedia.org/wiki/Neyyattinkara_taluk

https://en.wikipedia.org/wiki/Nedumangad_taluk

https://en.wikipedia.org/wiki/Varkala

https://en.wikipedia.org/wiki/Kattakada


https://en.wikipedia.org/wiki/Varkala

https://en.wikipedia.org/wiki/Neyyattinkara

https://en.wikipedia.org/wiki/Attingal

https://en.wikipedia.org/wiki/Nedumangad

https://en.wikipedia.org/wiki/Deity

https://en.wikipedia.org/wiki/Hindu

https://en.wikipedia.org/wiki/Hindu_temple


https://en.wikipedia.org/wiki/Shesha

https://en.wikipedia.org/wiki/Vishnu



The climate of Thiruvananthapuram district is generally hot tropical. The mean maximum temperature is 95 °F (35 °C) and the mean minimum temperature is 69 °F (20 °C). As the district stretches from north to south with the Arabian Sea in the west side, the relative humidity is generally high. It rises up to about 95% during the South-West monsoon. The total annual average rainfall in the district is about 1,500 mm (59 in) per annum. The southwest monsoon, from June to September is the principal rainy season. The district receives most of its annual rainfall in this season. The second rainy season is the Northeast monsoon. It is from October to November.

4.2. Demographic Characteristics

4.2.1. Population

Kerala is home to 2.76% of India's population; with a density of 859 persons per km2, its land is nearly three times as densely settled as the Indian national average of 370 persons per km2. As of 2011, Thiruvananthapuram is the most populous city in Kerala. Kerala's coastal regions are the most densely settled with population of 2022 persons per km2, 2.5 times the overall population density of the state, 859 persons per km2, leaving the eastern hills and mountains comparatively sparsely populated. Around 31.8 million Keralites are predominantly Malayali. The state's 321,000 indigenous tribal Adivasis, 1.10% of the population, are concentrated in the east.

4.2.2. Population Growth and Urbanization

In the state, the rate of population growth is India's lowest, and the decadal growth of 4.9% in 2011 is less than one third of the all-India average of 17.64%. Kerala's population more than doubled between 1951 and 1991 by adding 15.6 million people to reach 29.1 million residents in 1991; the population stood at 33.3 million by 2011. Urban population was about 7.7 million in 1991 and about 8.3 million in 2001 which constitutes about 25.96 per cent of the total population. The decadal growth of urban population was 7.64 per cent during 1991 – 2001. Table 4.1 shows the population growth trends in Kerala. Table 4.1: Population Growth in Kerala

Census Population % + / -

1951 13,549,000 -

1961 16,904,000 24.8%

1971 21,347,000 26.3%

1981 25,454,000 19.2%

1991 29,099,000 14.3%

2001 31,841,000 9.4%

2011 33,388,000 4.9%

Source: Census of India 2011

https://en.wikipedia.org/wiki/Tropics

https://en.wikipedia.org/wiki/Arabian_Sea

https://en.wikipedia.org/wiki/Relative_humidity

https://en.wikipedia.org/wiki/Monsoon

https://en.wikipedia.org/wiki/Southwest_monsoon

https://en.wikipedia.org/wiki/Northeast_monsoon

https://en.wikipedia.org/wiki/Adivasi



4.3. Land Use

The total geographical area of the State is 3886287 Ha. Geographical area in Kerala has been classified according to thirteen different uses of land during 2008-09 which is presented in Table 4.2. The net area under cultivation during the year 2008-09 was 2088955 Ha, which occupies 53.75% of the total area in the State. The total cropped area is 2694943 Ha during the year 2008-09.

Table 4.2: Land Use Pattern in Kerala

S. No.

Classification of Land 2010-11 2011-12 Percent of

Geographical Area

Change in Area Between 2010-11 and 2011-12

Actual Percentage

1 Total Geographical Area

3886287 3886287 100 0 0

2 Forest 1081509 1081509 28 0 0

3 Land put to non-agricultural Uses

384174 399924 10 15750 0

4 Barren and Uncultivated Land

10573 17552 0.5 -2021 -10

5 Permanent Pastures and Grazing Land

153 85 0 -68 -44

6 Land under Miscellaneous Tree Crops

3690 336 0.1 -324 -9

7 Cultivable Waste 91665 95437 2 3772 4

8 Fallow other than current fallow

51943 57670 1 5727 11

9 Current Fallow 76028 77056 2 1028 1

10 Net Area Sown 2071507 2040132 53 -31375 -1.5

11 Area Sown more than once

575954 621625 15 45671 8

12 Total Cropped Area 2647461 2661757 68 14296 1

13 Cropping Intensity 128 130 0 2 0

Source: Directorate of Economics and Statistics

4.4. State’s Economy

After independence, the state was managed as a democratic socialist welfare economy. From the 1990s, liberalisation of the mixed economy allowed onerous restrictions against capitalism and foreign direct investment to be lightened, leading to economic expansion and an increase in employment. In the fiscal year 2007–2008, the nominal gross state domestic product (GSDP) was 1,624 billion (US$24 billion). Kerala's economy depends on emigrants working in foreign countries, mainly in Arab states of the Persian Gulf, and remittances annually contribute more than a fifth of GSDP.[174] In 2008, the Persian Gulf countries together had a Keralite population of more than 2.5 million, who sent home annually a sum of US$6.81 billion, which is the highest among Indian states and more than 15.13% of remittances to India in 2008.[175] In 2012, Kerala still received the highest remittances of all states: US$11.3 billion, which was nearly 16% of the US$71 billion remittances to the country.

https://en.wikipedia.org/wiki/Democratic_socialism

https://en.wikipedia.org/wiki/Welfare_economy

https://en.wikipedia.org/wiki/Neoliberalism

https://en.wikipedia.org/wiki/Mixed_economy

https://en.wikipedia.org/wiki/Foreign_direct_investment

https://en.wikipedia.org/wiki/Gross_domestic_product

https://en.wikipedia.org/wiki/Kerala_Gulf_diaspora

https://en.wikipedia.org/wiki/Arab_states_of_the_Persian_Gulf


https://en.wikipedia.org/wiki/Remittance

https://en.wikipedia.org/wiki/Kerala#cite_note-rem1-174

https://en.wikipedia.org/wiki/States_and_union_territories_of_India

https://en.wikipedia.org/wiki/Remittance#Top_recipient_countries

https://en.wikipedia.org/wiki/Kerala#cite_note-175



The tertiary sector comprises services such as transport, storage, communications, tourism, banking, insurance and real estate. In 2011–2012, it contributed 63.22% of the state's GDP, agriculture and allied sectors contributed 15.73%, while manufacturing, construction and utilities contributed 21.05%. Nearly half of Kerala's people depend on agriculture alone for income. As of March 2002, Kerala's banking sector comprised 3341 local branches: each branch served 10,000 people, lower than the national average of 16,000; the state has the third-highest bank penetration among Indian states. On 1 October 2011, Kerala became the first state in the country to have at least one banking facility in every village.[191] Unemployment in 2007 was estimated at 9.4%; chronic issues are underemployment, low employability of youth, and a low female labour participation rate of only 13.5%. The state's budget of 2012–2013 was 481.42 billion (US$7.2 billion). The state government's tax revenues (excluding the shares from Union tax pool) amounted to 217.22 billion (US$3.2 billion) in 2010–2011; up from 176.25 billion (US$2.6 billion) in 2009–2010. Its non-tax revenues (excluding the shares from Union tax pool) of the Government of Kerala reached 19,308 million (US$290 million) in 2010–2011. However, Kerala's high ratio of taxation to GSDP has not alleviated chronic budget deficits and unsustainable levels of government debt, which have impacted social services. A record total of 223 hartals were observed in 2006, resulting in a revenue loss of over 20 billion (US$300 million). Kerala's 10% rise in GDP is 3% more than the national GDP. In 2013, capital expenditure rose 30% compared to the national average of 5%, owners of two-wheelers rose by 35% compared to the national rate of 15%, and the teacher-pupil ratio rose 50% from 2:100 to 4:100. In November 2015, the Ministry of Urban Development selected seven cities of Kerala for a comprehensive development program known as the Atal Mission for Rejuvenation and Urban Transformation (AMRUT). A package of 25 lakh (US$37,000) was declared for each of the cities to develop service level improvement plan (SLIP), a plan for better functioning of the local urban bodies in the cities of Thiruvananthapuram, Kollam, Alappuzha, Kochi, Thrissur, Kozhikode, and Palakkad.


https://en.wikipedia.org/wiki/Underemployment

https://en.wikipedia.org/wiki/Labour_force

https://en.wikipedia.org/wiki/Non-tax_revenue

https://en.wikipedia.org/wiki/Hartal

https://en.wikipedia.org/wiki/Ministry_of_Urban_Development

https://en.wikipedia.org/wiki/List_of_government_schemes_in_India

https://en.wikipedia.org/wiki/Atal_Mission_for_Rejuvenation_and_Urban_Transformation

https://en.wikipedia.org/wiki/Atal_Mission_for_Rejuvenation_and_Urban_Transformation



Table 4.3: Sector-wise NSDP of Kerala

4.4.1. Sectoral Composition of State Income

Indian economy is classified in three sectors — Agriculture and allied, Industry and Services. Agriculture sector includes Agriculture (Agriculture proper & Livestock), Forestry & Logging, Fishing and related activities. Industry includes Manufacturing (Registered & Unregistered), Electricity, Gas, Water supply, and Construction. Services sector includes Trade, repair, hotels and restaurants, Transport, storage, communication & services related to broadcasting, Financial, real estate etc. At previous methodology, composition of Agriculture & allied, Industry, and Services sector was 51.81%, 14.16%, and 33.25%, respectively at current prices in 1950-51. Share of Agriculture & allied sector has declined at 18.20% in 2013-14. Share of Services sector has improved to 57.03%. Share of Industry sector has also increased to 24.77%. Figure 4.1 shows the sectoral composition of State Income and trend line of NSDP growth.



Figure 4.1: Sectoral Composition of State Income



4.4.2. The Per Capita Income

The per Capita income of Kerala has raised in year 2013-14 by 2.73 percent in comparison with previous year of 2012-13. Details of per capita income are given in Table 4.4.

Table 4.4: Per Capita Income

Year Per Capita Income Percentage change in Per Capita Income over previous year

2012-13 91567 10.65

2013-14 103820 13.38

2014-15 NA NA

4.4.3. Growth Trends-State Income

According to Kerala Economic Review state has recorded a growth rate of 6.49 per cent in the last fiscal, which is above the national average (4.04) and the second highest among South Indian States. It said the state’s growth rate was above that of Karnataka (5.79 per cent) and Andhra Pradesh (5.97 per cent). According to the review, the service sector continues to dominate the Kerala economy which is heavily depended on overseas remittance. Segments such as transport, communication, trade, hotels, banking and insurance, and real estate have performed well.

4.4.4. District wise Income

The analysis of district wise per capita income shows that Ernakulam district stands first with the per capita income of Rs. 85070 at constant (2004-05) prices in 2010-11 as against Rs. 78351 in 2009-10 Kottayam District has the second largest per capita income of Rs. 64648 in 2010-11 at constant prices followed by Thiruvananthapuram (Rs. 60945), Pathanamthitta (Rs. 60370), Thrissur (Rs. 59127), and Alappuzha ( Rs. 57298). The lowest per capita income was recorded in Malappuram District ( Rs. 36740) in 2010-11 at constant prices preceded by Wayanad ( Rs.39051), Kasargod ( Rs. 44572) and Kozhikode ( Rs. 53298). The highest rate of growth of per capita income of 9.31% was recorded in Pathanamthitta District in 2010-11 followed by Thiruvananthapuram (8.98 %), Thrissur (8.84%), Ernakulam (8.57%), and Allappuzha (8.37%). The lowest growth rate was recorded in Idukki District (6.84%) preceded by Wayanad District (7.74%), Malappuram (7.75%), and Kasargod (7.97 %). The district wise per capita income with growth rate is given here: The analysis of district wise per capita income shows that Ernakulam district stands first with the per capita income of Rs.86267 at constant (2004-05) prices in 2013-14 as against Rs. 81557 in 2012-13. The given Table 4.5 reveals that the districts Ernakulam, Thrissur, Kozhikode and Kannurhad a much higher growth rate than the average growth in per capita income in 2012-13. However, the districts of Wayanad, Kollam, Palakkad and Idukki showed much lower growth in per capita income than the state average. District wise and sector wise analysis of GSDP reveals that Ernakulum district contributions in all these sectors are highest.

http://www.kerenvis.nic.in/WriteReadData/userfiles/image/percapita.JPG



Table 4.5: District wise NSDP (Current Prices)

4.5. Work Participation Ratio

The Table 4.7 indicates the percentage of workers to total population in Kerala according to Census 2011 is 34.78%. Compared to 2001 Census, an improvement of 2.48% is observed in WPR. The highest WPR is Idukki (46.6%) and the lowest in Malappuram (25.83%). Among males the Work Participation rate is 52.73%. In 2001 the same was 50.20%. Highest Male Work Paticipation Rate is observed in Idukki (60.00%) and the lowest in Malappuram (45.82%). Among females the work participation rate is 18.23%. In 2001, the same was 15.38%. Highest Female Work Participation Rate is observed in Idukki (33.20%) and the lowest in Malappuram (7.63%).

Table 4.6: Total Workers Main and Marginal

Total Working and Non-Working Population of Kerala

Total Workers Main Workers Marginal Workers

11619063 9329747 2289316 Source: Economic Survey 2011



4.5.1. Economic Classification of Workers

The broad categories of economic activities, also known as a four-fold classification of the workers are cultivators (CL), Agricultural Labours (AL), working in Household Industries (HHI) and other Workers (OW).

Table 4.7: Percentage Distribution of Total Workers by Broad Economic Classification

Classification of Workers Kerala in Year 2011 (%)

Cultivators 5.77

Agricultural labour 11.39

Household Industries 2.35

Others 80.50

Total 100

Total Workers 11619063

4.6. Agriculture and Allied Activities

The growth performance of the agriculture and allied sectors has been fluctuating across the Plan period. It witnessed a positive growth of 1.8 percent in Xth Plan period but a negative growth rate of -1.3 percent in XIth Five Year Plan. In the Twelfth Plan based on the new series brought out by the Directorate of Economics and Statistics (DES) with 2011-12 as base year, the agriculture and allied sectors recorded a positive growth rate of 1.43 per cent in the first year (2012-13), and a negative growth rate of -2.13 per cent in second year (2013-14). In 2014-15, the sector has recorded a negative growth rate of -4.67 per cent. Consequently, the share of agriculture and allied sectors in total GSDP of the State has also declined from 14.38 percent in 2011-12 to 11.6 percent in 2014-15. But, the switch from 2004-05 to new series with 2011-12 as base has resulted in higher share of agriculture and allied sectors in the total GSDP of the State from 8.83 per cent to 12.9 per cent for 2013-14. The details of share of Agriculture and allied sectors in GDP at the National and State level (Base 2011-12) is shown below.

Table 4.8: Contribution of Agricultural sector to the State income in Kerala

Years Share of Agriculture and Allied Sectors

(India) Share of Agriculture and Allied Sectors

(Kerala)

2011-12 18.4 14.38

2012-13 18.0 13.76

2013-14 18.0 12.9

2014-15 NA 11.6 Source: Directorate of Economics and Statistics

4.6.1. Agricultural Production

Food grain production in country has reached a record value of 244.8 million tons in 2010-11. Production of rice alone was to the tune of 96.0 million tons in 2010-11.The estimated production of rice for the country is 102.8 million tons in 2011-12.Data regarding the area, production and productivity of important crops grown in Kerala are shown below. Out of a gross cropped area of 26.69 lakh ha. in 2009-10, food crops comprising rice, pulses and tapioca occupy only 11.74 percent. But in 2010-11, it reduced to 8.13%. Kerala state which had a low base in food production is facing serious challenges in retaining even this meager area. Kerala agricultural economy is undergoing structural transformation from the mid-seventies by switching over a large proportion of its traditional crop area which was devoted to subsistence crops like rice and tapioca to more



remunerative crops like banana and other plantations. Table 4.9 represents production of principal crops in Kerala:

Table 4.9: Production of Principal Crops

Principal Crops Area (Ha) Production (Tonnes)

2001-02 2013-14 % Variation 2001-02 2013-14 % Variation

Paddy 322368 199611 -38 703504 564325 -20

Tapioca 111189 67589 -39 2455880 2479070 1

Coconut 905718 808647 -11 5479 5921 8

Pepper 203956 84065 -59 58240 29408 -50

Cashew 89718 49105 -45 65867 33375 -49

Rubber 475039 548225 15 580350 648220 12

Groundnut 2437 710 -71 1812 868 -52

Sesamum 878 265 -70 284 88 -69

Cotton 3760 177 -95 6069 284 -95

Pulses 8191 2989 -64 6281 3019 -52

Ginger (Dry) 10706 4538 -58 40181 21521 -46

Turmeric 3558 2430 -32 7895 6253 -21

Banana 50871 62261 22 345903 531299 54

Tobacco 71 9 -87 395 17 -96

Total Cereals 329875 199937 -39 708624 564635 -20

Arecanut 93193 100008 7 84681 100018 18

Coffee 84795 85359 1 66690 66645 0

Tea 36899 30205 -18 66090 62938 -5 Coconut Production is in million nuts. Source : Department of Economics and Statistics

Fisheries With 590 kilometres (370 miles) of coastal belt, 400,000 hectares of inland water resources and approximately 220,000 active fishermen, Kerala is one of the leading producers of fish in India. According to 2003–04 reports, about 1.1 million people earn their livelihood from fishing and allied activities such as drying, processing, packaging, exporting and transporting fisheries. The annual yield of the sector was estimated as 608,000 tons in 2003–04. This contributes to about 3% of the total economy of the state. In 2006, around 22% of the total Indian marine fishery yield was from Kerala. During the southwest monsoon, a suspended mud bank develops along the shore, which in turn leads to calm ocean water, peaking the output of the fishing industry. This phenomenon is locally called chakara. The waters provide a large variety of fish: pelagic species; 59%, demersal species; 23%, crustaceans, molluscs and others for 18%. Around 1.050 million fishermen haul an annual catch of 668,000 tonnes as of a 1999–2000 estimate; 222 fishing villages are strung along the 590-kilometre (370-mile) coast. Another 113 fishing villages dot the hinterland. Kerala's coastal belt of Karunagappally is known for high background radiation from thorium-containing monazite sand.

https://en.wikipedia.org/wiki/Mile

https://en.wikipedia.org/wiki/Chakara

https://en.wikipedia.org/wiki/Pelagic_fish

https://en.wikipedia.org/wiki/Demersal_fish

https://en.wikipedia.org/wiki/Crustacean

https://en.wikipedia.org/wiki/Mollusca

https://en.wikipedia.org/wiki/Karunagappally

https://en.wikipedia.org/wiki/Thorium

https://en.wikipedia.org/wiki/Monazite



4.7. Industry

The study traces the trends in industrial growth against the backdrop of the overall economic growth in Kerala under the influence of the ongoing economic reforms and evaluates it against the performance of Karnataka, Tamilnadu and all-India. The analysis reveals that a phase of growth revival has set in the overall economy since the late eighties. Though the manufacturing industry has improved its growth performance over time, the growth rates recorded during the nineties are not higher than the corresponding figures for the eighties. The relatively low growth profile of the manufacturing industry, when the general economy is growing remarkably well, appears a riddle of the recent growth trends under the reform process in Kerala. It is argued that inadequate growth of investment has constrained the pace of modernisation of old units and establishment of new units based on `state-of-art' technology needed for the survival and growth of industries in a globally competitive environment. The study suggests that the lack of a clear and pragmatic approach of the state in its response to the reform process and a positive attitude in its own policies for encouraging private investment makes Kerala a less investor friendly location for manufacturing industry. It underlines the need for a new vision and strategy, which could fully utilise Kerala's comparative advantage in human resources, and place greater emphasis on developing knowledge-based and service industries, for accelerating the growth of income and employment in industry.

4.7.1. Registered Industrial Units in Kollam

A. Medium and Large Scale Industries

Table 4.10: Registered Working Factories (Medium and Large Scale) &employment in the State

Year Number of Registered Units Employment Investment

(in lacs)

2006-2007 2 1 14

2007-2008 12 135 98

2008-2009 136 994 1283

2009-2010 2346 31509 -

2010-2011 652 5389 9248

2011-2012 806 6287 12435

2012-2013 201 971 4628

TOTAL 4155 45286 27706

Source: DIC, Kollam



4.7.2. Small Scale Industries

Table 4.11: Registered Working Factories (Small Scale) in 2013-14

S. No. Type of Industry No. of Units

1 Food Products 1967

2 Textile & Garments 1269

3 Glass & Ceramics 33

4 Mechanical Engineering 1145

5 IT & ITES 587

6 IT Hardware 233

7 Rubber Products 125

8 Chemical 248

9 Plastic 348

10 Paper & Paper Products 431

11 Fruit & Food based products 493

12 Service Activities 1072

13 Miscellaneous 8400

TOTAL 16349 Source: DIC, Kollam

4.7.3. Registered Industrial Units in Alappuzha

B. Medium and Large Scale Industries



(in lacs)

2006-2007 166 664 531.2

2007-2008 1378 8348 13981.63

2008-2009 4114 26567 34251.93

2009-2010 5246 34000 38129.31

2010-2011 5922 40604 43778.11

2011-2012 6442 45947 50708.9

TOTAL 20738 108143 140201.86 Source: DIC, Alappuzha


Table 4.13: Registered Working Factories (Small Scale) in 2011-12


1 Agro Based 7690

2 Soda Water 312

3 Jute and Jute Based NA

4 Readymade Garments & embroidery 4379

5 Wood/wooden based furniture 1257

6 Paper & Paper Products 585

7 Leather Based 212

8 Chemical/Chemical based 1081

9 Rubber, Plastic & Petro based 1701




10 Mineral based 82

11 Metal based 283

12 Engineering Units 1444

13 Electrical Machinery & transport equipment 306

14 Repairing & Servicing 1590

15 Others 2726

TOTAL 23648 Source: DIC, Alappuzha

4.7.5. Registered Industrial Units in Thiruvananthapuram

B. Medium and Large Scale Industries



(in lacs)

2006-2007 333 2792 2985.35

2007-2008 1076 9657 12108.71

2008-2009 1139 8306 2894.23

2009-2010 1410 9061 8322.71

2010-2011 1077 9725 5752.27

2011-2012 1198 7646 10153.43

TOTAL 21963 124710 106483.35 Source: DIC, Thiruvananthapuram


Table 4.15: Registered Working Factories (Small Scale)


1 Agro Based 4994

2 Readymade garments & embroidery 2495

3 Wood/Wooden Based furniture 499

4 Paper & Paper products 250

5 Rubber, Plastic & Petro based 998

6 Miner Based NA

7 Metal based NA

8 Engineering Units 2987

9 Electrical Machinery and transport equipment 499

10 Repairing & Servicing 250

11 Others 8991

TOTAL 21963 Source: DIC, Thiruvananthapuram



4.8. Transport Network

Transport system of any state plays an important role in development. In Kerala there are various modes of transport in the state i.e. Road, Airports, Railways and finally the major mode is waterways.

4.8.1. National Highways

Kerala has 145,704 kilometres (90,536 mi) of roads, which accounts for 4.2% of India's total. Roads in Kerala include 1,524 kilometres (947 mi) of national highway; 2.6% of the nation's total, 4,341.6 kilometres (2,697.7 mi) of state highway and 18,900 kilometres (11,700 mi) of district roads. Most of Kerala's west coast is accessible through two national highways, NH 47 and NH 17; and the eastern side is accessible through state highways. There is also a hill highway proposed, to provide access to the eastern hills. National Highway 17, with the longest stretch of road (421 kilometres (262 mi)) connects Edapally to Panvel; it starts from Kochi and passes through Kozhikode, Kannur, Kanhangad, Kasaragod and Uppala. NH 47 runs from Salem to Kanniyakumari, via Coimbatore, Palakkad, Thrissur, Ernakulam, Kochi, Alapuzha, Kollam, Thiruvananthapuram& Nagercoil, connecting Kerala's political capital (Thiruvananthapuram) to its commercial capital (Kochi). Details are given in Table 4.16.

Table 4.16: National Highways in Kerala NH No.

NH Portion in Kerala Length (kms)

17 Thalappady - Edapally 420.77 47 Walayar - Kaliyikkavila 416.800 49 Bodimdettu - Muvatupuzha - Kochi 167.593

208 Kollam - Aryankavu - Muvattupuzha 81.280 212 Kozhikode - Muthanga 117.600 213 Palakkad - Kozhikode 125.304 220 Kollam - Kumily 189.300 47A Kundannoor - Willington Island 5.900

Total Length 1524.547 The length of roads maintained by different agencies is given in Table 4.17.

Table 4.17: Agency-wise Distribution of Road Length in Year 2009-10

Name of Department Length (km) Percentage

Panchayat 104257 68.748

PWD (Roads & Bridges) 23242 15.32

Municipalities 8917 5.88

Corporation 6644 4.381

Forest 4075 2.689

Irrigation 2664 7.757

PWD (NH) 1525 1.006

Others (Railway, KSEB) 328 0.216

Total 151652 100

https://en.wikipedia.org/wiki/List_of_National_Highways_in_India

https://en.wikipedia.org/wiki/List_of_National_Highways_in_India

https://en.wikipedia.org/wiki/National_Highway_47_(India)

https://en.wikipedia.org/wiki/National_Highway_17_(India)

https://en.wikipedia.org/wiki/Hill_Highway_(Kerala)

https://en.wikipedia.org/wiki/Edapally

https://en.wikipedia.org/wiki/Panvel

https://en.wikipedia.org/wiki/Kanhangad

https://en.wikipedia.org/wiki/Kasaragod

https://en.wikipedia.org/wiki/Uppala

https://en.wikipedia.org/wiki/Coimbatore

https://en.wikipedia.org/wiki/Palakkad

https://en.wikipedia.org/wiki/Thrissur

https://en.wikipedia.org/wiki/Ernakulam

https://en.wikipedia.org/wiki/Kochi

https://en.wikipedia.org/wiki/Alapuzha

https://en.wikipedia.org/wiki/Kollam


https://en.wikipedia.org/wiki/Nagercoil



4.8.2. Registered Motor Vehicles

Total number of vehicles registered in the State as on 31.03.2016 stood at 16, 97,387. Out of the total vehicles population 63,809 are transport vehicles, 7, 96,401 are non-transport vehicles and 837177 are two wheelers.

4.8.3. Bus Transport Services

Road Transport is the dominant mode of transport for moving goods and passenger traffic. Road transport act as the feeder service to the rail traffic, air traffic and Port & harbours. The vehicle density in the State is very high compared to many other States in India. Road Transport Industry is dominated by private service providers. The road freight services are wholly owned and operated by the private sector. Kerala State Road Transport Corporation (KSRTC) is the largest single public sector undertaking, which carries out transport operation in the State. The State owned KSRTC has only 14.71 per cent of the total number of stage carriages in the State. The passenger transport operation in Kerala is mainly carried out by private operators. There are 29,249 buses in the State as on 3/2003 including private buses. The number of schedules operated as on 3/2003 has increased from 3576 to 3651 in 2002-03. The corporation operated its bus services to a length of 4124.44 lakh kms as against 4148.15 lakh kms in the previous year with a marginal decrease of 0.59 per cent. About 11306.79 lakh passengers travelled in the KSRTC buses during 2002-03 as against 11087.16 lakh passengers in the previous year. The average km run by a bus in a day was 365 km during the period.

4.8.4. Railways

The railway network runs multi-gauge operations extending over 1148 kms in Kerala of which 94.14 kms is meter gauge. The railway operations in the State are controlled by the Thiruvananthapuram, Palghat and Madurai Divisions of Southern Railway. The entire railway route length of the State is spread along 13 railway routes of which highest number of railway stations (92) is in Thiruvananthapuram – Walayar route. The route length has remained stagnant in the State for a number of years. Thiruvananthapuram Railway Station The railway network in the state is controlled by two out of six divisions of the Southern Railway; Thiruvananthapuram Railway division and Palakkad Railway Division.[253] Thiruvananthapuram Central (TVC) is the largest railway station in the state.[254] Kerala's major railway stations are TVC, Ernakulum Junction (South) (ERS), Kozhikode (CLT), Shornur (SRR), Palakkad Junction (PGT), Kollam Junction (QLN), Kannur (CAN), Thrissur Railway Station (TCR), Ernakulum Town (North)(ERN), Alappuzha railway station(ALLP), Kottayam (KTYM) Kayamkulam Junction (KYJ) and Chengannur.

https://en.wikipedia.org/wiki/Southern_Railway_zone

https://en.wikipedia.org/wiki/Southern_Railway_zone

https://en.wikipedia.org/wiki/Thiruvananthapuram_Railway_division

https://en.wikipedia.org/wiki/Palakkad_Railway_Division


https://en.wikipedia.org/wiki/Thiruvananthapuram_Central


https://en.wikipedia.org/wiki/Ernakulam_Junction_railway_station

https://en.wikipedia.org/wiki/Kozhikode

https://en.wikipedia.org/wiki/Shornur_Junction

https://en.wikipedia.org/wiki/Palakkad_Junction

https://en.wikipedia.org/wiki/Palakkad_Junction

https://en.wikipedia.org/wiki/Kollam_Railway_Station

https://en.wikipedia.org/wiki/Thrissur_Railway_Station

https://en.wikipedia.org/wiki/Ernakulam_Town

https://en.wikipedia.org/wiki/Ernakulam_Town

https://en.wikipedia.org/wiki/Alappuzha_railway_station

https://en.wikipedia.org/wiki/Kottayam

https://en.wikipedia.org/wiki/Kayamkulam

https://en.wikipedia.org/wiki/Chengannur



4.8.5. Air Transport

Kerala has three international airports: Trivandrum International Airport, Cochin International Airport and Calicut International Airport. All civilian airports functioning in the state are international airports, a feature which is unique to Kerala. Upon completion of the Kannur International Airport, Kerala will join Tamil Nadu as the state with the most international airports. Unlike in other states where the capital city has the highest air traffic, in Kerala, air traffic is distributed evenly over Kochi, Thiruvananthapuram and Kozhikode. Despite this, all these three airports are among the top 15 busiest airports in India. Thiruvanthapuram Airport Kollam Airport, established under the Madras Presidency and closed before the inauguration of Trivandrum International Airport in the capital, was the first airport in Kerala.[258]Trivandrum International Airport, managed by the Airport Authority of India, is among the oldest existing airports in South India. Cochin International Airport is the busiest in the state and the seventh-busiest in the country. It was the first Indian airport to be incorporated as a public limited company; it was funded by nearly 10,000 non-resident Indians from 30 countries. Cochin Airport is the primary hub of Air India Express and the secondary hub of Air Asia India

4.8.6. Water Transport

Kerala has one major port, 17 minor ports and a few mini ports. The state has numerous backwaters, which are used for commercial inland navigation. Transport services are mainly provided by country craft and passenger vessels. There are 67 navigable rivers in the state while the total length of inland waterways is 1,687 kilometers (1,048 mi). The main constraints to the expansion of inland navigation are; lack of depth in waterways caused by Kerala State Water Department silting, lack of maintenance of navigation systems and bank protection, accelerated growth of the water hyacinth, lack of modern inland craft terminals, and lack of a cargo handling system. A canal 205 kilometers (127 mi) long, National Waterway 3, runs between Kottapuram and Kollam, which is included in the East-Coast Canal.

4.9. Tourism

Kerala's culture and traditions, coupled with its varied demographics, have made the state one of the most popular tourist destinations in India. In 2012, National Geographic's Traveller magazine named Kerala as one of the "ten paradises of the world" and "50 must see destinations of a lifetime". Kerala's beaches, backwaters, lakes, mountain ranges, waterfalls, ancient ports, palaces, religious institutions and wildlife sanctuaries are major attractions for both domestic and international tourists. The

https://en.wikipedia.org/wiki/Trivandrum_International_Airport

https://en.wikipedia.org/wiki/Cochin_International_Airport

https://en.wikipedia.org/wiki/Cochin_International_Airport

https://en.wikipedia.org/wiki/Calicut_International_Airport

https://en.wikipedia.org/wiki/Kannur_International_Airport

https://en.wikipedia.org/wiki/Kollam_Airport


https://en.wikipedia.org/wiki/Airport_Authority_of_India

https://en.wikipedia.org/wiki/Public_limited_company

https://en.wikipedia.org/wiki/Non-resident_Indian_and_person_of_Indian_origin

https://en.wikipedia.org/wiki/Air_India_Express

https://en.wikipedia.org/wiki/Air_Asia_India

https://en.wikipedia.org/wiki/Ports_in_Kerala

https://en.wikipedia.org/wiki/Kerala_backwaters

https://en.wikipedia.org/wiki/Inland_navigation

https://en.wikipedia.org/wiki/Water_hyacinth

https://en.wikipedia.org/wiki/National_Waterway_3_(India)

https://en.wikipedia.org/wiki/Kottapuram

https://en.wikipedia.org/wiki/Kollam

https://en.wikipedia.org/wiki/Demographics_of_Kerala

https://en.wikipedia.org/wiki/National_Geographic_Society

https://en.wikipedia.org/wiki/National_Geographic_Society

https://en.wikipedia.org/wiki/National_Geographic_Traveler



city of Kochi ranks first in the total number of international and domestic tourists in Kerala. Kerala tourism is a global brand and regarded as one of the destinations with highest recall. In 2006, Kerala attracted 8.5 million tourists, an increase of 23.68% over the previous year, making the state one of the fastest-growing popular destinations in the world. In 2011, tourist inflow to Kerala crossed the 10-million mark. Ayurvedic tourism has become very popular since the 1990s, and private agencies have played a notable role in tandem with the initiatives of the Tourism Department. Kerala is known for its ecotourism initiatives which include mountaineering, trekking and bird-watching programmes in the Western Ghats as the major activities. As of 2005, the state's tourism industry was a major contributor to the state's economy, growing at the rate of 13.31%. The revenue from tourism increased five-fold between 2001 and 2011 and crossed the 190 billion mark in 2011. Moreover, the industry provides employment to approximately 1.2 million people. Kerala's ecotourism destinations include 12 wildlife sanctuaries and two national parks: Periyar Tiger Reserve, Parambikulam Wildlife Sanctuary, Chinnar Wildlife Sanctuary, Thattekad Bird Sanctuary, Wayanad Wildlife Sanctuary, Muthanga Wildlife Sanctuary, Aralam Wildlife Sanctuary, Eravikulam National Park, and Silent Valley National Park are the most popular among them. The Keralas Padmanabhapuram Palace and the Mattancherry Palaceare two notable heritage sites.

Table 4.18: Growth of Tourist Traffic in Kerala

Year Foreign Exchange

Earning (Rs. In Crores) Percentage of

Increase

Total Revenue Generated from Tourism (Direct &

Indirect)

Percentage of Increase

2004 1266.77 28.82 6829.00 15.01

2005 1552.31 22.54 7738.00 13.31

2006 1988.40 28.09 9126.00 17.94

2007 2640.94 32.82 11433.00 25.28

2008 3066.52 16.11 13130.00 14.84

2009 2853.16 -6.96 13231.00 0.77

2010 3797.37 33.09 17348.00 31.12

2011 4221.99 11.18 19.037.00 9.74

2012 4571.69 8.28 20430.00 7.32

2013 5560.77 21.63 22926.55 12.22

2014 6398.93 15.07 24885.44 12.11

2015 6949.88 8.61 26689.63 7.25

Variation of Domestic and Foreign Tourists in Kerala are as follows:

https://en.wikipedia.org/wiki/Ecotourism

https://en.wikipedia.org/wiki/Economy_of_Kerala

https://en.wikipedia.org/wiki/Periyar_Tiger_Reserve

https://en.wikipedia.org/wiki/Periyar_Tiger_Reserve

https://en.wikipedia.org/wiki/Parambikulam_Wildlife_Sanctuary

https://en.wikipedia.org/wiki/Chinnar_Wildlife_Sanctuary

https://en.wikipedia.org/wiki/Thattekad_Bird_Sanctuary

https://en.wikipedia.org/wiki/Wayanad_Wildlife_Sanctuary

https://en.wikipedia.org/wiki/Muthanga

https://en.wikipedia.org/wiki/Aralam_Wildlife_Sanctuary

https://en.wikipedia.org/wiki/Eravikulam_National_Park

https://en.wikipedia.org/wiki/Eravikulam_National_Park

https://en.wikipedia.org/wiki/Silent_Valley_National_Park

https://en.wikipedia.org/wiki/Padmanabhapuram_Palace

https://en.wikipedia.org/wiki/Mattancherry_Palace



Table 4.19: Trends in Domestic & Foreign Tourists in Kerala

Year Domestic Tourists Percentage of Variation Foreign Tourist Percentage of

Variation

2004 5972182 1.7 345546 17.3

2005 5946423 -4.3 346499 0.27

2006 6271724 5.47 428534 23.7

2007 6642941 5.92 515808 20.37

2008 7591250 14.28 598929 16.11

2009 7913537 4.25 557258 -6.96

2010 8595075 8.61 659265 18.31

2011 9381455 9.15 732985 11.18

2012 10076854 7.41 793696 8.28

2013 10857811 7.75 858143 8.12

2014 11695411 7.71 923366 7.60

2015 12465571 6.59 977479 5.86

4.10. Conclusions

Proposed project road will directly serve about 7.9 million people out of which about 72 per cent is rural population and 11.63 per cent schedule caste and schedule tribes of the total population. Since, a significant proportion of the population is rural in the project influence area and belongs to lower strata of the society up-gradation of project road is going to have significant socio-economic implications on the growth and development of the region. The upgraded road will facilitate smooth movement of men and material and reduce the overall transportation cost on the corridor. Besides this it will help in spreading the impact of economic development from one particular district to other districts of the area.



CHAPTER 5 ENGINEERING SURVEYS AND INVESTIGATIONS

5.1 Introduction

This chapter deals with the Engineering Surveys and Investigations carried out during the course of the Feasibility Study. Alignment study,Topographical surveys and other field investigations like road inventory, condition surveys for road including pavement roughness, Inventory and Condition surveys of culverts and bridges and Soil and Material investigations have been discussed in this chapter.

5.2 Collection of Secondary Data All relevant reports and data, development plans concerning to the proposed project and the project influence area was collected directly or with the help of the Client from concerned Departments of Government of India (GOI) and Government of Kerala.

5.3 Study of the Existing Alignment The project road length of NH 47 is 172.800 km. It starts from km 379.100 of NH-47 at the junction of Thuravoor and ends at Kazhakottam junction at km 551.900. This stretch of road passes through three districts viz. Alappuzha, Kollam and Thiruvananthapuram. The road passes through urban areas viz. Cherthalai, Marary Kulam, Alappuzha, Ambalapuzha, Purakkad, Thottapally, Haripad, Nagiar Kulangara, Kayamkulam, Krishnapuram, Oachira, Vavvakkavu, Karunagapally, Chavara, Neendakara, Kavanadu (Kollam), Mevaram (Kollam), Kottiyam, Chathanoor, Paripally, Kallambalam, Attingal, Manglapuram, Pallipuram and Kazhakottam.

Generally the existing road is two laned with paved shoulders on either side. At most of the urban locations in the presence of Major Junction, carriageway has been upgraded to 4 lane divided carriageway configuration including the junction with approaches and also along the existing town section. The project road is described in detail ion the following sections: a) NH 47 Section from km 379.100 to km 387.500 (4 laned section) This part of the road comes in Alappuzha district. The alignment of this section is straight and is in plain terrain. 4-laning work in this section has been completed in 1985. The condition of the existing pavement is good. Existing ROW is about 30m. Each of the carriageway paved width is 7.5m, paved shoulder 1.5m, and width of median is 1-2.5m. This stretch of road passes through built up areas and commercial areas. The 4 lane project road section starts from Thuravoor junction at km 379.100 and ends at Chertalai junction at km 387.500. There are no major bridges in this stretch of the road.



Figure 5.1: Start point of the Project on NH 47 Figure 5.2: Chertalai junction on NH 47

The lane configurations of the Project road section are summarized below:

Table 5.1: Lane configurations of the Project road section

S. No.

Stretch (km) Length (km) Lane Configuration Remarks

From To

1 379.100 387.500 8.4 4 lane --

The overall condition of the road is good. There are certain sections of the road where patching works can be seen.

b) NH 47 Section from km 387.500 to km 548.000 (2 Laned section)

This section of road starts from Chertalai junction at km 387.500 and ends at km 548.000. This part of the road falls in Alappuzha and Kollam districts. The alignment in this section mostly conforms to the desired geometry standards of NH. In the stretch Km 509 to Km 510, an S curve exists, with sharp radius of curvature. The vertical and horizontal alignment in this section of road is satisfactory.

There are a number of urban settlements and major junctions where, 4-lane divided carriageway width is available at most of the major junctions.

The width of each carriageway in this stretch is 7.25m with paved shoulder 1.5m. AT the 4 lane divided sections in the vicinity of Major Junctions, median width varies from 1.5m to 2.5m. At the built up locations, there is less possibility of further widening as the area is very congested and the existing ROW is nearly 30m.

Width of carriageway in the rest of the section of project road is 9.5-10m. ROW in this stretch is 30m.

In the stretches from Km 532 to Km 535 (Attingal and Mamam Town), carriageway width is 10m, and ROW is only 12m-18m. Typical cross sections of road and improvement plan are furnished in appropriate section.

This stretch of road passes through built up areas and commercial areas and industrial areas. Pavement condition in this stretch is fair and satisfactory. Pavement condition in km 394.000 to km 399.000, km 400.500 to km 401.500, km 402.000 to km 404.00, km 407.500 to km 408.500, km 414.500 to km 415.500 and km 421.500 to km 422.500,

Figure 5.3: Start of 2-lane after Chertala Junction



totaling 10.500 km, is in poor condition. In the rest of the stretches of this section, pavement condition is satisfactory.

In some stretches of this section, the vertical profile has roller coaster formation with gradient about 4% and above with substandard sight distance. There are several built up section along the project road which imposes some constraints on the development proposals in regards to land acquisition.

Alappuzha & Kollam bypasses exist in this section. Details about the two bypasses are furnished at section 2.4.

Major Bridges/ ROB in this section are as follows:

Table 5.2: Major & Minor Bridges/ ROB

S. No.

Location (ex. km.)

Name Length (m) Remarks

1 411.500 (approx.)

ROB (on Allapuzha Bypass)

(Under Construction)

2 414.200 (approx.)

ROB (on Allapuzha Bypass)

(Under Construction)

3 474.600 Kannetti Bridge 80.2 Major Bridge

4 483.100 Chavara Bridge 42.0 Minor Bridge

5 487.600 Neendakara Bridge 422.5 Major Bridge

6 498.200 ROB (on Kollam Bypass) 34.8 Minor Bridge

7 508.700 Ithikara Bridge 64.2 Major Bridge

8 532.000 Poovampara Bridge 79.8 Major Bridge

9 536.500 Mamom Bridge 49.7 Minor Bridge

In this section of road, 90 no of Culverts exists, 5 culverts are fully blocked, 14 culverts were heavily vegetated and hence not visible, 6 have exposed reinforcement and 65 requires cleaning and can be retained with rehabilitation works. The actual condition of structure can be seen once the cleaning of the culverts take place.

c) NH 47 Section from km 548.000 to km 551.900 (4-laned section)

This section of road starts from km 548.000 and ends at km 551.900 in Kazhakottam Junction. This part of the road comes in Thiruvananthapuram district. The alignment of this section is generally straight and in plain terrain except few stretches having curves of moderate radius. The alignment in this section is straight in major portion of the road and is in plain terrain. The horizontal and vertical alignment in this section of road is satisfactory. The section does not require any major improvement in horizontal and vertical alignment.

Existing ROW is about 30m. Each of the carriageway paved width is 7.25m, paved shoulder 1.5m, and width of median is 1-1.5m. This stretch of road passes through built up areas and commercial areas.

Typical cross sections of road and improvement plan are furnished in appropriate section.

This stretch of road passes through Built up areas and Commercial. Pavement condition is fair and satisfactory.

There are no major bridges or culverts in this section of road passing over major water body.



d) Existing Bypasses

There are two bypasses under construction on this section of NH-47 i.e. Alappuzha bypass and Kollam bypass.

Alappuzha Bypass

The total length of bypass is 6.7 km. This bypass starts from km 409.200 i.e. Kommady junction in NH-47 and passes along the western part of Alappuzha town and meets NH-47 at km 416.400 near Kalarcode junction. Construction of 2 lane road with paved shoulder including 2 ROBs and Elevated Highway have been commenced on March 2015. The elevated highway passes through the Alappuzha beach and is about 1 km. in length. The project is being undertaken at a cost of Rs. 348.43 crore with equal shares borne by the Central and the State governments. The work is being conducted on the Engineering, Procurement, Construction (EPC) mode with a time period of 30 months.

Phase-II

Construction of 2 lane road with 1.5 m paved shoulders on either side is in progress and work awarded to M/s RDS – CVCC (JV).

Figure 5.4: Start of Alappuzha bypass at km 409.2 Figure 5.5: End point of Alappuzha bypass at km 416.4(NH-47)

Kollam Bypass

Government of Kerala has proposed Kollam bypass project in 1972. A stretch of 3 km from Mevaram to Ayathil was completed in 1993 and 1.5 km Ayathil-Kallumthazham stretch was completed in 1999 with a 7m 2-lane carriageway and earthen shoulders. Kallumthazham-Kavanad stretch is Phase II and this stretch includes 3 bridges, 5 culverts, 1 vehicle underpass, and 5 major intersections and needs to pass over the Ashtamudi Lake. Construction of 2-lane road with paved shoulder for Kollam Bypass on NH- 47 in the State of Kerala on EPC mode is in progress. The total length of bypass is 13.10 km. This bypass starts from Kavanad in NH-47 and meets NH-47 at Mevaram junction. Out of that the 4.7-km Mevaram-Kallumthazham stretch has been commissioned and opened to traffic. The remaining 8.4-km Kalluthazham- Kavanad stretch is being taken under the phase II work. While there are no bridges under the phase I work, phase II work comprises three bridges, a 900-m bridge at Kandachira, 600-m bridge at Aravila, and a 100-m bridge at Kadavur. The project cost is Rs.352 crore with equal shares borne by the Central and the State governments. Phase-II Construction work awarded to M/s RDS – CVCC (JV) which commenced on March 2015 and November 2017 is the final deadline for the completion of Kollam Bypass.

http://www.revolvy.com/main/index.php?s=Ayathil&item_type=topic&overlay=1

http://www.revolvy.com/main/index.php?s=Ayathil&item_type=topic&overlay=1



Figure 5.6: Start point of Kollam Bypass at km 489.4 Figure 5.7: End point of Kollam bypass at km 502.6 (NH-47)

e) Pavement Condition of the Existing Road The pavement condition of the existing road is generally good to poor. Some typical pavement condition locations are indicated below.

Figure 5.8: Good Pavement Condition at Ch. 391.000 Figure 5.9: Potholes/raveling at Ch. 395.500

The existing road is partially having cracks, raveling, potholes, and patch work along the alignment with very minor rut along the wheel path. Patching works were being carried out from km 420 until a stretch of 2-4 km forward towards Thiruvananthapuram. Riding quality of the road varies from fair to poor. Riding quality and pavement condition is poor from km 394.000 to 404.000. Heavy traffic has been found in almost all the major junctions especially in Attingal junction.

5.4 Current And Proposed Development Activities

At present NH-47 (Cherthala to Thiruvananthapuram) is being developed and maintained by State PWD Kerala acting as executing agency of MORTH.

Sanction and Work Position

Alappuzha Bypass

The total design length of bypass is 6.7 km. This bypass starts from km 409.200 i.e. Kommady junction in NH-47 and passes along the western part of Alappuzha town and meets NH-47 at km 416.400 near Kalarcode junction in NH-47. Construction of 2 lane road with paved shoulder including 2 ROBs and Elevated Highway have been commenced on March 2015. The elevated highway passes through the Alappuzha beach and is about 1 km. in length. The project is being undertaken at a cost of Rs. 348.43 crore with equal shares borne by the Central and the State governments. The work is being conducted on the Engineering, Procurement, Construction (EPC) mode with a time period of 30 months.



Phase-I The formation of 2-lane road, at starting portion from km 0.575 to 2.300 (575m length was left for junction) and at the end portion from km 6.150 to km 7.580 was completed.

Phase-II Construction of 2 lane road with 1.5 m paved shoulders on either side is in progress and work awarded to M/s RDS – CVCC (JV).

Kollam Bypass Government of Kerala has proposed Kollam bypass project in 1972. A stretch of 3 km from Mevaram to Ayathil was completed in 1993 and 1.5 km Ayathil-Kallumthazham stretch was completed in 1999 with a 7m 2-lane carriageway and earthen shoulders. Kallumthazham-Kavanad stretch is Phase II and this stretch includes 3 bridges, 5 culverts, 1 vehicle underpass, and 5 major intersections and needs to pass over the Ashtamudi Lake. Construction of 2-lane road with paved shoulder for Kollam Bypass on NH- 47 in the State of Kerala on EPC mode is in progress. The total length of bypass is 12.90 km. This bypass starts from Kavanad in NH-47 and meets NH-47 at Mevaram junction. Out of that the 4.6-km Mevaram-Kallumthazham stretch has been commissioned and opened to traffic. The remaining 8.3-km Kalluthazham- Kavanad stretch is being taken under the phase II work. While there are no bridges under the phase I work, phase II work comprises three bridges, a 900-m bridge at Kandachira, 600-m bridge at Aravila, and a 100-m bridge at Kadavur. The project cost is Rs.352 crore with equal shares borne by the Central and the State governments. Phase-II Construction work awarded to M/s RDS – CVCC (JV) which commenced on March 2015 and November 2017 is the final deadline for the completion of Kollam Bypass.

5.5 Road Inventory and Pavement Condition Surveys

To know the existing road characteristics in terms of its geometry, data on roadside land use, right of way, width of carriageway, junctions, road safety features, submergence and utilities were collected along the road. The road inventory survey has been carried out for the entire project alignment. The data is tabulated and presented in Appendix 5.1 in Volume II: Appendices to Main Report.

5.6 Pavement Roughness

5.6.1. Introduction

It is an accepted principle that all pavement surfaces should be as even as possible so that ride is comfortable, fatigue free and safe to users as well as stresses in both pavement structure & vehicles are minimum. The quality of construction & maintenance of a road is reflected in the riding quality. Vehicle speed, road safety & VOC (vehicle operating costs) are function of road roughness. A periodic measurement of roughness is, therefore, of vital importance to a highway engineer. The discomforts & disturbances to which road users are subjected are influenced to some extent by the vehicle characteristics, but are essentially a function of road surface irregularity & hence it is necessary to evaluate the same for necessary action & correction. A careful consideration during initial construction & subsequent maintenance is mandatory.



5.6.2. Project Details

Consultancy Services for preparation of Detailed Project Report (DPR) Study for 4 laning from Cherthalai to Thiruvananthapuram Section of NH-47 (new NH-66) (from km 379.100 to km 551.900) [Package-III] under NHDP Phase III in the State of Kerala. 5.6.3. Speed

As per IRC - SP - 16 - 2004, a standard speed of 32± 1km/hr. has an important meaning in roughness measurements. The road roughness is affected by the vehicle speed. A bump gets magnified if the vehicle speed is not maintained. A standard pneumatic tyre wheel inflated to a tyre pressure of 2.1 kg/sqcm is mounted within the trailer chassis. The distance travelled is measured by a distance measuring unit. The test is conducted at a speed of 32±1 km/hr. Unevenness/roughness Index is defined as the ratio of the cumulative vertical displacement to the distance travelled and is expressed in mm/km. For measurement of roughness, one measurement in each lane is recommended for riding comforts evaluation.

5.6.4. Roughness Survey

5.6.4.1 Recommended Standard for Roughness Values (As Per IRC-SP: 16-2004)

The bump integrator gives BI values for different surfaces. Maximum permissible values, BI in mm/km as per guidelines, are given in the table herein. Condition of the road surface is categorized in three groups, 'good', average & 'poor' based on BI values. Good category indicates newly constructed surfaces with respect to roughness values. Values under 'Average' & 'Poor' correspond to level of service & intervention level for maintenance. Surfaces with very low roughness values lose skid resistance & are dangerous as regards safety.

Table 5.3: Maximum Permissible Values of Roughness of Road Surface (BI Value) (mm/km)

S. No. Type of Surface Condition of Road Surface

Good Average Poor

1. Bituminous Concrete < 2000 2000 – 3000 > 3000

5.6.4.2 Overall Observations

First of all, accuracy of Bump Integrator was checked by calibrating it with ARUR-IU (mm/Km) at Central Road Research Institute (CRRI), New Delhi.

UI=1.272 (BI) - 132.6 R2 (Regression Coefficient) = 0.990

Where UI Roughness as measured by ARUR (STECO-257) – mm/Km BI Reference Roughness – mm/Km Fifth wheel Bump Integrator was used on site to get BI values every 100 m.

The survey was carried out along the wheel path. Average of readings represents BI for that particular kilometer. The speed must be maintained at 32±1km/hr. Roughness survey is done to obtain the following:

Degree of surface finish or the riding quality of the road can be assessed,

Surface irregularities of highways can be immediately attended for rectification,



Classifying pavement surfaces for serviceability of the pavement and stage for repair or up gradation,

Evaluates the performance of the Specifications adopted for roads and the developments of unevenness of the pavement with age and under traffic.

5.6.5 Results & Discussions

Bump integrator readings are converted into Uneven Index (UI) values and summarized in Table-5.4 below. The project road having 3 bypasses. Survey was conducted on along the project road excluding these 3 bypasses, and the results are also shown in graphical representation in Figure 5.10 to Figure 5.13 below:

Table 5.4: Summary of Road Surface Roughness

Chainage, Km Roughness Index (mm/Km) Road Surface Condition

From To Left Side Right Side Left Right

379+000 380+000 2017.08 2347.80 AVERAGE AVERAGE

380+000 381+000 2322.36 2385.96 AVERAGE AVERAGE

381+000 382+000 2513.16 2176.08 AVERAGE AVERAGE

382+000 383+000 2258.76 2067.96 AVERAGE AVERAGE

383+000 384+000 2430.48 1998.00 AVERAGE GOOD

384+000 385+000 2271.48 2048.88 AVERAGE AVERAGE

385+000 386+000 2525.88 2341.44 AVERAGE AVERAGE

386+000 387+000 2678.52 2405.04 AVERAGE AVERAGE

387+000 388+000 2341.44 2303.28 AVERAGE AVERAGE

388+000 389+000 2557.68 2106.12 AVERAGE AVERAGE





389+000 390+000 3244.56 2188.80 POOR AVERAGE

390+000 391+000 4033.20 2201.52 POOR AVERAGE

391+000 392+000 3282.72 2462.28 POOR AVERAGE

392+000 393+000 4001.40 2398.68 POOR AVERAGE

393+000 394+000 5820.36 3429.00 POOR POOR

394+000 395+000 4643.76 4395.72 POOR POOR

395+000 396+000 3009.24 2964.72 POOR AVERAGE

396+000 397+000 3721.56 3651.60 POOR POOR

397+000 398+000 3263.64 4433.88 POOR POOR

398+000 399+000 3505.32 3429.00 POOR POOR

399+000 400+000 3009.24 3098.28 POOR POOR

400+000 401+000 3861.48 2195.16 POOR AVERAGE

401+000 402+000 3925.08 3365.40 POOR POOR

402+000 403+000 3384.48 2646.72 POOR AVERAGE

403+000 404+000 3740.64 3486.24 POOR POOR

404+000 405+000 5737.68 3619.80 POOR POOR

405+000 406+000 3530.76 4052.28 POOR POOR

406+000 407+000 2137.92 3041.04 AVERAGE POOR

407+000 408+000 2214.24 3759.72 AVERAGE POOR

408+000 409+000 2182.44 3161.88 AVERAGE POOR

409+000 409+500 2182.44 2678.52 AVERAGE AVERAGE

Alappuzha Bypass

416+500 417+000 3696.12 2131.56 POOR AVERAGE

417+000 418+000 3200.04 2519.52 POOR AVERAGE

418+000 419+000 3161.88 2392.32 POOR AVERAGE

419+000 420+000 3339.96 3002.88 POOR POOR

420+000 421+000 2888.40 2952.00 AVERAGE AVERAGE

421+000 422+000 3575.28 2589.48 POOR AVERAGE

422+000 423+000 4249.44 2475.00 POOR AVERAGE

423+000 424+000 3384.48 2564.04 POOR AVERAGE

424+000 425+000 5190.72 3600.72 POOR POOR

425+000 426+000 3066.48 3715.20 POOR POOR

426+000 427+000 2188.80 3104.64 AVERAGE POOR

427+000 428+000 2118.84 2169.72 AVERAGE AVERAGE

428+000 429+000 2239.68 2023.44 AVERAGE AVERAGE

429+000 430+000 2112.48 2188.80 AVERAGE AVERAGE

430+000 431+000 2271.48 2125.20 AVERAGE AVERAGE

431+000 432+000 1896.24 2157.00 GOOD AVERAGE





432+000 433+000 2710.32 2398.68 AVERAGE AVERAGE

433+000 434+000 2176.08 2316.00 AVERAGE AVERAGE

434+000 435+000 2398.68 2424.12 AVERAGE AVERAGE

435+000 436+000 2207.88 2163.36 AVERAGE AVERAGE

436+000 437+000 2805.72 2118.84 AVERAGE AVERAGE

437+000 438+000 2761.20 2214.24 AVERAGE AVERAGE

438+000 439+000 3689.76 2513.16 POOR AVERAGE

439+000 440+000 3231.84 2411.40 POOR AVERAGE

440+000 441+000 2659.44 2544.96 AVERAGE AVERAGE

441+000 442+000 4211.28 4090.44 POOR POOR

442+000 443+000 4847.28 3098.28 POOR POOR

443+000 444+000 4478.40 3359.04 POOR POOR

444+000 445+000 3276.36 3276.36 POOR POOR

445+000 446+000 2538.60 3677.04 AVERAGE POOR

446+000 447+000 2634.00 3460.80 AVERAGE POOR

447+000 448+000 2106.12 2627.64 AVERAGE AVERAGE

448+000 449+000 2443.20 3320.88 AVERAGE POOR

449+000 450+000 2640.36 2284.20 AVERAGE AVERAGE

450+000 451+000 2672.16 2405.04 AVERAGE AVERAGE

451+000 452+000 2932.92 2977.44 AVERAGE AVERAGE

452+000 453+000 3492.60 2932.92 POOR AVERAGE

453+000 454+000 3944.16 3543.48 POOR POOR

454+000 455+000 2385.96 2818.44 AVERAGE AVERAGE

455+000 456+000 2195.16 2608.56 AVERAGE AVERAGE

456+000 457+000 2074.32 1896.24 AVERAGE GOOD

457+000 458+000 1762.68 1959.84 GOOD GOOD

458+000 459+000 1737.24 2525.88 GOOD AVERAGE

459+000 460+000 1902.60 3206.40 GOOD POOR

460+000 461+000 1947.12 2271.48 GOOD AVERAGE

461+000 462+000 1877.16 1858.08 GOOD GOOD

462+000 463+000 1832.64 1972.56 GOOD GOOD

463+000 464+000 1807.20 1966.20 GOOD GOOD

464+000 465+000 1928.04 1889.88 GOOD GOOD

465+000 466+000 1762.68 2074.32 GOOD AVERAGE

466+000 467+000 2067.96 1991.64 AVERAGE GOOD

467+000 468+000 1934.40 2182.44 GOOD AVERAGE

468+000 469+000 2080.68 1985.28 AVERAGE GOOD

469+000 470+000 1864.44 2017.08 GOOD AVERAGE





470+000 471+000 1775.40 2137.92 GOOD AVERAGE

471+000 472+000 2125.20 2169.72 AVERAGE AVERAGE

472+000 473+000 2112.48 2029.80 AVERAGE AVERAGE

473+000 474+000 2099.76 2118.84 AVERAGE AVERAGE

474+000 475+000 2169.72 2157.00 AVERAGE AVERAGE

475+000 476+000 2405.04 2436.84 AVERAGE AVERAGE

476+000 477+000 2284.20 2201.52 AVERAGE AVERAGE

477+000 478+000 2188.80 2176.08 AVERAGE AVERAGE

478+000 479+000 2087.04 2201.52 AVERAGE AVERAGE

479+000 480+000 2990.16 2252.40 AVERAGE AVERAGE

480+000 481+000 2169.72 2252.40 AVERAGE AVERAGE

481+000 482+000 2061.60 2144.28 AVERAGE AVERAGE

482+000 483+000 2366.88 2296.92 AVERAGE AVERAGE

483+000 484+000 2634.00 3021.96 AVERAGE POOR

484+000 485+000 2290.56 2226.96 AVERAGE AVERAGE

485+000 486+000 2303.28 2182.44 AVERAGE AVERAGE

486+000 487+000 2462.28 2252.40 AVERAGE AVERAGE

487+000 488+000 2379.60 2786.64 AVERAGE AVERAGE

488+000 489+000 2118.84 2239.68 AVERAGE AVERAGE

489+000 489+200 2188.80 2379.60 AVERAGE AVERAGE

Kollam Bypass

502+800 503+000 1934.40 2093.40 GOOD AVERAGE

503+000 504+000 1959.84 2074.32 GOOD AVERAGE

504+000 505+000 2010.72 2137.92 AVERAGE AVERAGE

505+000 506+000 2144.28 2589.48 AVERAGE AVERAGE

506+000 507+000 2201.52 2258.76 AVERAGE AVERAGE

507+000 508+000 2316.00 2513.16 AVERAGE AVERAGE

508+000 509+000 2201.52 2564.04 AVERAGE AVERAGE

509+000 510+000 2710.32 2398.68 AVERAGE AVERAGE

510+000 511+000 2252.40 2246.04 AVERAGE AVERAGE

511+000 512+000 2405.04 2455.92 AVERAGE AVERAGE

512+000 513+000 2347.80 2277.84 AVERAGE AVERAGE

513+000 514+000 2646.72 2538.60 AVERAGE AVERAGE

514+000 515+000 2392.32 2443.20 AVERAGE AVERAGE

515+000 516+000 2303.28 2379.60 AVERAGE AVERAGE

516+000 517+000 2328.72 2379.60 AVERAGE AVERAGE

517+000 518+000 2424.12 2195.16 AVERAGE AVERAGE

518+000 519+000 2398.68 2296.92 AVERAGE AVERAGE





519+000 520+000 2328.72 2252.40 AVERAGE AVERAGE

520+000 521+000 2188.80 2373.24 AVERAGE AVERAGE

521+000 522+000 2239.68 2347.80 AVERAGE AVERAGE

522+000 523+000 2373.24 2309.64 AVERAGE AVERAGE

523+000 524+000 2290.56 2366.88 AVERAGE AVERAGE

524+000 525+000 2296.92 2468.64 AVERAGE AVERAGE

525+000 526+000 2182.44 2379.60 AVERAGE AVERAGE

526+000 526+700 2356.89 2384.14 AVERAGE AVERAGE

Attingal Bypass

537+500 538+000 2436.84 2195.16 AVERAGE AVERAGE

538+000 539+000 2265.12 2137.92 AVERAGE AVERAGE

539+000 540+000 2233.32 2150.64 AVERAGE AVERAGE

540+000 541+000 2137.92 2265.12 AVERAGE AVERAGE

541+000 542+000 2099.76 2125.20 AVERAGE AVERAGE

542+000 543+000 2207.88 2271.48 AVERAGE AVERAGE

543+000 544+000 2201.52 2379.60 AVERAGE AVERAGE

544+000 545+000 2188.80 2309.64 AVERAGE AVERAGE

545+000 546+000 2564.04 2494.08 AVERAGE AVERAGE

546+000 547+000 2188.80 2188.80 AVERAGE AVERAGE

547+000 548+000 2691.24 2487.72 AVERAGE AVERAGE

548+000 549+000 3021.96 2773.92 POOR AVERAGE

549+000 550+000 2958.36 3416.28 AVERAGE POOR

550+000 551+000 2996.52 2716.68 AVERAGE AVERAGE

551+000 552+000 2322.36 2837.52 AVERAGE AVERAGE

Figure 5.10: Illustrative Repragentation of Roughness Index between Km 379+000 to Km 409+500

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Figure 5.12: Illustrative Repragentation of Roughness Index between Km 502+800 to km 526+700


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Topographical Survey

Scope of Work

Scope of Work for the Survey of the stretch Thuravoor to Kazhakootam Junction on the National Highway 47 has been defined but not limited to, in this section as below. In addition to the TOR provided, Topo Surveyors interacted with the Executive Engineer of NH Division in Allapuzha and the Executive Engineer of NH Division in Kollam. Consultants had physically identified the Start and End Points of the Proposed Stretch. Their inputs were taken to ensure a proper Detailed Topographical survey.

Construction of Pillars of the Size 15x15x60 Cm to be embedded in concrete and painted for marking of Bench Marks

Pair of GPS stations to be established every 5 Km

Total Station Travers shall be completed from GPS to GPS. The Maximum length of each loop shall not be more than 5 Kms. The Stations established shall be at a distance of 200 to 250M.

Closed circuit Levelling shall be completed along the entire proposed stretch. The length shall not be more than 5 Kms.

Detailed Topographical survey shall be conducted using Electronic Total Stations. The survey shall cover all important features above the ground. The extent of survey shall be 30 M on either side of the Proposed Centre Line. The Long Section shall be at intervals of 25m and the Cross Section at intervals of 50m. All culverts, Minor and Major Bridges shall be covered in its entirety. The U/s and D/s for Minor Bridges shall be 250m and for Major Bridges it shall be 500m.

Other Non-Spatial Data Like details of Culverts and permanent features shall be incorporated into the drawings. Floor information of all buildings along the proposed stretch shall also be taken and incorporated into the drawings. Approximated height of the High Tension Line crossing across the proposed stretch shall be recorded.

Survey Methodology

Survey is the field activity of measuring coordinates of all topographical features, in order to prepare a digital map of all the topographical features of a particular geo-graphical area. In this project, survey has been conducted on the proposed stretch from Thuravoor to Kazhakuttam passing through substantial sized towns of Allapuzha, Ambalapuzha, Karunagapally, Kollam etc. The Survey Methodology is further segregated in to the following sections:

Laying of Pillars along the Proposed Stretch wherever necessary.

Establishment of Control Points using DGPS.

Horizontal Traverse between GPS Stations using Electronic Total Stations

Leveling between GPS Stations using Auto Levels.

Detailed Topographic Survey using Electronic Total Stations.

Validation of the Drawing and collection of Non Spatial Data along the proposed Stretch.

Transfer of GTS Bench Marks wherever available.



1. Erection of Bench Mark Pillars The Erection of Pillars was started after getting them constructed as per the specification given in the ToR. The Pillars were of the size 15 Cm X 15 Cm X 60 Cm. They were erected after being concreted with cement and gravel for stability and longer durability. The Pillars were erected ensuring that 45 Cm was below ground and the remaining 15 Cm is above the ground. These Pillars were embedded wherever Permanent Structures were not available. The details of each TBM with their locations and coordinates are included in Appendix 5.2 2. Establishment of Control Points using DGPS: Observation of permanent bench mark pillar (BM) and temporary bench mark pillars (TMB), can otherwise be called as control point survey, has been carried out with the help of DGPS/GPS equipment. In order to measure the geographical coordinates of a particular station, we need another station with known coordinate (reference pillar). One of the pool of control point pillar will be observed and processed in single point processing (SPP) method, in case of un availability of known pillar. SPP pillar in general will be measured for longer observation time, say 8 to 24hrs, depends upon the order of accuracy required for the project. This DGPS activity can be done in either static method or real time kinematic (RTK) method. Such observed geodetic coordinate comprise Latitude (N), Longitude (E) and ellipsoidal height. Data observed in static method to be processed (post process) in a software dedicated to the particular equipment. Differential Global Positioning Systems were used to establish Control Points. The Control Points were established all along the proposed stretch from Thuravoor to Kazhakuttam. They were established at a distance of 5 Kms along the entire road. Pair Points were established with the bearing Points not more than 150M apart and within Visual range. Coordinates of the Points established, were then recorded, to help in the detailed Topographical Survey.

3. Horizontal Traverse Using Electronic Total Stations Traversing is observing/fixing station point between two pair of control pillars, for this purpose geodetic coordinates have been used as reference. Upon completion of traversing traverse error has been computed and the error has been distributed throughout the traverse stations. This process has been repeated throughout the stretch from each and every traverse point. The Traverse along the entire stretch was conducted using Electronic Total Stations. Traverse was conducted between two GPS stations with the maximum length of each loop not more than 5 Kms. The Traverse stations were established at a distance of 150 to 200m apart. Care was taken to ensure that the desired levels of accuracy were maintained for each loop and verified before continuing to the next loop.



4. Levelling Survey using Auto Level Levelling is nothing but migrating the elevation of topographical data in to MSL reference from the temporary level. This level transfer has been conducted with the help of levelling equipment. Upper, middle and bottom cross hair readings have been recorded from the levelling staff using levelling equipment and the average has been computed from those readings. This process has been repeated for each forward and back stations still reach the required control point pillar. Rise/Fall in elevation has been computed from a pair of such readings. Level has been transferred from GTS bench mark pillar to the control point pillar of the stretch and again backward to the GTS pillar. Now the loop closing error has been computed and distributed along the station points. 5. Detailed Topographic Survey Using Electronic Total Stations. The Detailed Topographical Survey was conducted using Electronic Total Stations. The Data obtained after corrections of both Horizontal traverse and Leveling were used to start the Topographic Survey. The Survey involved the collection of all features along the proposed stretch. All features along the ground within the RoW of 30M on either side of the Proposed Center Line were taken. Care was taken to ensure that all Intersections of MDR, Minor and Major were also covered to a distance of 200M. Minor Bridges had an u/s and d/s of 250M and Major Bridges had an u/s and d/s of 500M. No Under Ground features were covered. 6. Collection of Non Spatial Data and Validation The Drawings were finalized and plotted before taking to the field for Validation. This exercise of Validation included the collection of Non Spatial Data including the details of all the structural features along the Proposed Stretch including Culverts, Minor Bridges and Major Bridges. Floor information was collected for all the buildings along the proposed Stretch including details of building with relation to type of Buildings. All these Non Spatial Data were incorporated into the Drawings. 7. GTS Bench Mark Location with Photographs Two GTS BM values were obtained for this project.

First BM value was found at the Light House Entrance in Alapuzha Bypass. The value was mentioned as 3.387m by CVCC Contractor, who are currently involved with the construction of 2 Lane Alapuzha Bypass project. The same is adopted in our Topographic Survey.

Second BM value of 11.051 m is obtained at the step of Padmanabha Swamy Temple Location. This RL is adopted by the OLD DPR Study as well as verified from Local Authority.



GTS Benchmark Available In Allapuzha In Light House Entrance, Fifth Step Of The Lighthouse Entrance GTS Marked

Bench mark location photo in Padhmanaba Swamy temple, after the 12 step of temple entrance right side one small pillar available in this pillar no RL only old stone pillar is available. 8. Permanent Benchmark and TBM Pillars Pillars were erected wherever Permanent Structures were not available. These pillars were placed as near as possible to the proposed stretch without possible damage.. The Pillars so erected confirms to the TOR with respect to the size of the individual pillars at 15 x 15 x 60 cm. The Pillars were painted yellow on all the sides and embedded with concrete for strength. The possibility of the destruction of the Temporary Bench Marks due to the expansion of the Road leads us to the fact of establishing Permanent Bench Marks along the entire stretch. We have in any case placed the Bench Marks on permanent structures like bridges and culverts for longevity as these structures will not be changed

9. Quality Control and Field Validation All efforts were taken to ensure that there was a control on the quality of the output, from fixing of control pillars to preparation of this report.



Extensive validation with the check plots were carried out along the entire stretch. Non Spatial Data like the details of the Permanent Structure, Floor information and Type of Buildings were collected and the same was incorporated in the drawings. The sample drawings were provided to the client and valuable suggestions and needs of the client were taken into account. The same have also been incorporated in the drawings.

5.7 Hydrological and Hydraulic Investigations

Hydrological investigation was carried out for economical design of cross drain structures. These investigations included performance of existing structures, assessment of discharge, HFL and other data as required for design.

Local enquiries were made regarding HFL, and telltale watermarks were observed. For detailed study, site conditions, survey data, meteorological data were studied. Survey for taking cross sections, long sections of existing rivers/nallahs were carried out as per IRC code requirements.

Main Objective The main objective of the hydrological Investigation is to determine the required size of drainage structures to allow the estimated design flow of the streams to cross the road safely, and to check whether waterways of existing structures are sufficient to transmit the flow without risk so that appropriate decisions could be taken concerning their rehabilitation.

The hydrological and hydraulic study for the project has been based on:

Topographic survey data of drainage structures

Topographical data and maps of streams, upstream and downstream

Rainfall pattern of the project site

Site study of the characteristics of the catchment areas, HFL from local enquiries and tell-tale

marks, and hydraulic conditions at the existing drainage structures.

Location, River System, Topography, Rainfall and other Characteristics

The Project area falls in the Malabar sub zone 5(b) as demarked by the Central Water Commission. There are large numbers of coastal streams flow in the subzone area. The coastal areas have an elevation ranging from 0 to 150m. The south west and north east monsoon causes rainfall in the subzone in between May to October and the annual rainfall generally varies from 1000 mm to 4000 mm.

5.7.1 Overview of the Existing condition of the study area

Project road starts from km 379.100 of NH-47 at the junction of Thiurvoor and ends at Kazakuttam junction at km 551.900. This stretch of road passes through many populated areas and crosses many rivers/channels/lakes in its entire stretch. Throughout the project road, built up area is observed in major portion. The entire stretch of existing road is generally on ground level barring few stretches in embankment. In the last stretch of the alignment, there are many undulations observed including many valley and crest locations. Part of the alignment is very close to Sea shore in some section it is just 30-50 m way from the road. The Allapuzha bypass is proposed near to the sea shore. Kollam bypass is passing through Ashtamudi Lake and many major bridges are required to cross the lake.



There are many bridges in the entire stretch which are either on canal, river/ small local nallah or on the backwater of sea. Some of the major River in the stretch are Pampa River, Ithikara, Vannapuram and mammon where major bridge are existing. There are many canals namely Thotapally, A S canal, Kayamkulam, Kannetti-Pallikal Canal and T S Canal. In addition there is Asthamundi Lake where one major Neendkara bridge is existing and three additional major bridges are being made on the Kollam bypass locations. There are number of culverts in the stretch mainly slab type which are either on small nallhas or just catering for the drainage of the area. Most of the culverts are not visible as there is heavy vegetation on both sides of the road throughout. Many culverts are in fully / partially choked condition due to development of built up are along the road. These culverts are required to be reconstructed some at the same location and some required to be shifted nearby to connect the drain on both sides. There are many valley locations/ dip portion where additional culverts are felt necessary for the effective drainage.

5.7.2 Data Collected

Hydrographic surveys have been done at the major and minor rivers crossings with a view to obtain

the cross section of the rivers at the centre line of the road and up to a reasonable distance at

upstream and downstream. The High Flood Levels (HFL) have also been obtained from existing flood

marks or ascertained from local PWD and local enquiry.

The characteristics of the catchment areas is generally ascertained from Survey of India topo-sheets,

to a scale of 1:50,000, from which, catchment area at the proposed bridge site, length of the stream

and fall in elevation from originating point to the point of crossing, is determined. Since toposheets

for the alignment was coming in restricted zones, these were not available.

The Hydrological Data collected for calculation of bridges are as follows:

Various data such as terrain, soil and cover condition, nature and size of bed material, river bed and plan forms etc. are collected from field through local inquiry made during site inspection by engineer. Data are also collected for the Existing Canal wherever available.

Toposheet

Toposheet Number NC 43 11a, NC 43 12 and NC 43 16a has been taken from Texas Library site and catchment of streams has been demarcated. Equivalent Slope of stream, terrain slope and land uses are also studied in the toposheet.

Rainfall/runoff

Rainfall/runoff data published in the Flood Estimation Reports for West Coast Region Sub zone 5a & 5b, prepared jointly by Central Water Commission (CWC), Indian Meteorological Department (IMD), Research Designs Standards Organisation (RDSO) and Ministry of Shipping Road Transport & Highways (MOSRT&H) are used for information regarding stream flow and rainfall. From Isopluvial maps in Flood Estimation Report, 24 hour rainfall of 50 year return period is found to be 280 mm for this stretch of road. The rainfall data has been given in Table 5.5.

Table 5.5: Rainfall Data

Stretch Mean Annual

Rainfall

24 hours Rainfall for Return period of

25 Years 50 Years 100 Years

Thiruvananthapuram to Cherthalai 1000 mm to 4000 mm 240 mm 280 mm 320 mm



For rain fall of shorter duration less than 24 hrs a conversion ratio has been adopted from same CWC report (FIG –10 of CWC Report). Mean average Time distribution curves of storms of various duration are also adopted from CWC report subzone 5a and 5b (Fig-12). Aerial to point rainfall ratio for various duration over different catchment is adopted from CWC report of Subzone 5a and 5b (Fig 11a and 11b). The general land use data and Soil Data are also adopted from the same report. 1. Stream Data For all the bridges, the longitudinal section of the river extending from about 100m to 500m on the U/S and 100m to 500 m on the D/S (depending on stream size) has been drawn on the basis of actual survey data at site. Several river cross-sections, one at the bridge site, others both U/s and D/S of the bridge are drawn on the basis of field survey data. Longitudinal section of the stream along deep channel is plotted for each stream to find the longitudinal bed slope and compared with terrain slope found from topo sheets. 2. Existing bridges There are total 23 bridges on existing main road out of which 6 bridges are existing on lined /Unlined canal. 1 number bridge is on Spillway gate. 10 number bridges are on small defined nallah and 7 number bridges are on defined lakes & rivers. Among Existing bridges 12 bridges are on defined nallah Chandathodu at design chainage 382.4, Puthenthode at 386.2, Puthanthoue at chainage 436.2, Krishnapuram Thodu at 461.0. Churanga Thodu at chainage 499.6, 500.5, 500.8 and Thottakadu at chainage 528.4 and Pallipuram Bridge at chainage 546.5. Other 3 number of major bridges are on river Ithikkara at chainage 508.7, Poovampara at chainage 532.0 and Mammon at chainage 536.5. One bridge cum regulator is on defined river Pampa at chainage 433.4. Other 6 number bridges are on canal at chainage 390.4 (A.S Canal), 434.1 (Thotapally), 443.1 (Narakathara), 458.0 (Kayamkulam), 474.6 (Kannettil-pallikal canal) and chainage 483.1 (T.S.Canal). 4 number of bridges are on lake at chainage 487.6 (Ashtamudi lake), chainage 490.7, chainage 493.2 and chainage 497.9. Bridges are found to be of varying span of 8 m to 600 m.

Table 5.6: Details of existing bridges

S.No Ex.

Location (km)

Name of Stream / Canal

Existing Arrangement

Existing Arrangement of span (No. x Span

Exp.c/c)

Length of bridge (m)

Existing carriageway width as per

Inventory (m)

Skew angle (in degrees)

1 382.4 Chanda Thodu Nala LHS - 1x10.5 RHS - 1x19.7

LHS - 11 RHS - 20

LHS - 7.0 RHS - 7.0

-

2 386.2 Puthan Thodu Nala LHS - 1x15.5 RHS - 1x8.5

LHS - 15.9 RHS - 9.2

LHS - 8.6 RHS - 7.5

-

3 390.4 A S Canal 1x8.75 8.75 8.5 -

4 433.4 Thotapally Spillway 40x9.15 400.0 7.5 -

5 434.1 Thotapally Canal Bridge / National

Waterway 3 10.6+28.5+10.8 50.0 7.5 -

6 436.2 Kannukalipalam

Nala 1x22.15 22.15 7.5 -

7 443.1 Danapady 1x15.3 15.3 7.5 -



S.No Ex.

Location (km)

Name of Stream / Canal

Existing Arrangement

Existing Arrangement of span (No. x Span

Exp.c/c)

Length of bridge (m)

Existing carriageway width as per

Inventory (m)

Skew angle (in degrees)

Bridge/Narkatara canal

8 458.0 Kayakulam branch

canal 7.5+23.5+7.5 38.50 7.0 -

9 461.0 Krishnapuram

Thodu Nala 13.1+12.6+13.2 38.90 7.5 -

10 474.6 Kannetti-Pallikal

Canal 20+19.8+20.4+20 80.20 7.0 -

11 483.1 T.S.Canal / National

Waterway 3 5+32+5 42.00 7.0 -

12 487.6 Ashtamudi lake 8.75+15x27+8.75 422.50 7.0 -

13 490.6 Ashtamudi lake Under Construction - - -



16 499.6 Churanga Thodu 1x14.6 14.50 7.5 -

17 500.5 Churanga Thodu 1x12.6 12.50 10.0 29

18 500.8 Churanga Thodu 1x13.1 13.00 9.0 30

19 508.7 Ithikkara River 21.3+21.5+21.4 64.20 7.5 -

20 523.9 Kallambalam Nala 3x3 9.80 7.3 17

21 532.0 Vannanpuram 3x26.6 79.80 7.5 -

22 536.5 Mammon 16.7+16.3+16.7 49.70 7.5 22

23 546.5 Pallipuram Bridge 1x13.5 13.50 - -

Following are the photographs of the conditions of the existing bridges:

Bridge at km 382.4 Bridge at km 386.2




Bridge at km 490.6 (under construction) Bridge at km 499.6






Existing culverts

The inventory of the existing structures has been done. The project area has lot of vegetation adjacent to the road and on its shoulders. It is very difficult to locate the structures during inventory. However, all the structures visible and accessible have been inventorised. This has been compiled from the Topo survey data and details in Topo survey. The total of existing culverts after compiling the data is found to be 165. The summary of the culverts can be categorised in the following manner:

Culvert Type Number

Pipe 32

Slab 121

Box 11

The details are as follows:

Table 5.7: Details of existing culverts

S. No.

Location in

km.

Type of structure

Arch/ Box/ Slab

Number x Clear width (m) x Clear height (m)

Remarks Left side Right side

1 384835 SLAB 1X1X1 1X1X1 Cleaning Required.

2 384910 BOX 1X1X1 1X1X1 Cleaning Required.

3 387080 SLAB 1x1x0.5 1x1x0.5 Cleaning Required.

4 387130 SLAB 1X1X1 1X1X1 Cleaning Required. Structure not

visible

5 387335 SLAB NV 1X1X0.7 Cleaning Required.

6 387490 SLAB NV 1X1.2X0.7 Cleaning Required. Structure not

visible

7 388170 BOX 1 x 3 1 x 3 Cleaning Required.

8 388420 SLAB NV NV Cleaning Required. Structure not

visible

9 388540 Box 1X1 1X1 Cleaning Required.

10 388675 Box 1X1 1X1 Cleaning Required. Structure not

visible

11 388975 Slab 1X2.6 1X2.6 Cleaning Required.

12 389350 SLAB NV 1X2X1 Cleaning Required. Structure not

visible

13 389575 SLAB 1X1.3 NV Cleaning Required. Structure not

visible

14 389650 SLAB 1X1.5X1 NV Cleaning Required. Structure not



S. No.

Location in

km.

Type of structure

Arch/ Box/ Slab



visible


visible

16 389950 PIPE 4 x 0.9 4 x 0.9 Cleaning Required.

17 392080 SLAB 1X0.6X0.6 NV Cleaning Required.

18 393925 SLAB 1X1.5X1 NV Cleaning Required.

19 394950 SLAB 1X1 1X1 Cleaning Required.

20 395900 SLAB 1X1 1X1 Cleaning Required. Structure not

visible

21 398950 SLAB 1X2.5X2.35 1X2.5X2.35 Cleaning Required.

22 400085 BOX 1X0.9 NV Cleaning Required. Structure not

visible


visible

24 407010 SLAB NV 1X0.6 Cleaning Required.

25 416060 BOX NV 1X0.9X0.5 Cleaning Required.


visible

27 420500 SLAB 1x0.7x1.2 NA Cleaning Required. Structure not

visible

28 421650 SLAB 1X0.5X0.5 1X0.5X0.5 Cleaning Required. Structure not

visible


visible

30 423280 BOX 1X2X3.5 1X2X3.5 AT ROB FLYOVER


32 426860 PIPE 1.2M DIA NV Cleaning Required.

33 431900 BOX 1x1 NV Cleaning Required.


35 434350 SLAB NV 1x1.5 Cleaning Required.

36 434585 SLAB NV 1x1.5 Cleaning Required. Structure not

visible

37 435960 SLAB 1x1 NV Cleaning Required.

38 436925 NV NV NV Cleaning Required. Structure not

visible


visible

40 437550 SLAB 1X1X1.2 1X1X1.2 Cleaning Required.


42 439350 SLAB 1x1.5x1.2 1x1.5x1.2 Cleaning Required.


44 440475 SLAB 1X1.5 1X1.5 Cleaning Required. Structure not

visible

45 441425 SLAB 1X1 1X1 Cleaning Required. Structure not

visible

46 442575 SLAB Only parapet visible Cleaning Required.

47 442940 SLAB NV 1X1.5X2 + 1X2X2 Cleaning Required.



S. No.

Location in

km.

Type of structure

Arch/ Box/ Slab



48 443525 SLAB 1 x 3.5 x 2.0 Cleaning Required.

49 445925 SLAB 1 x 1.0m dia 1 x 0.8 x 1.0 Cleaning Required.

50 446225 PIPE 1 x 1.0 m d ia Cleaning Required.


52 451885 SLAB 1X3x3.5 1X3x3.5 Cleaning Required.

53 454575 PIPE 1.0M DIA NV Cleaning Required. Structure not

visible

54 454700 SLAB 1x1x1 1x1x1 Cleaning Required. Structure not

visible

55 454940 SLAB 1x1x1 1x1x1 Cleaning Required. Structure not

visible

56 456735 SLAB 1x1x0 NF Cleaning Required.

57 456925 SLAB 1x1x1 NF Cleaning Required.

58 460290 SLAB 1 x 5.0 x 3.0 NV Cleaning Required.


60 462800 SLAB 2 X 0.9 m dia 1 x 1 Cleaning Required.

61 463850 SLAB 1X1.5 1X1.5 Cleaning Required.

62 464140 SLAB 1X1.5 1X1.5 Fully Choked. Road build on right side

of the culvert

63 464450 SLAB 1X4.5 1X4.5 Cleaning Required. Large Crack in

Wall

64 465985 SLAB 1X1.5 1X1.5 Fully Choked.

65 466015 SLAB NV NV Fully Choked.

66 469000 SLAB 1 x 0.8 x 0.2 NV Fully Choked.

67 470800 SLAB 1 x 1.5 1 x 1.5 Cleaning Required. Left side not

visible.

68 471540 SLAB 1 x 1.5 1 x 1.5 Cleaning Required. Left side not

visible.

69 471860 SLAB 1X5.5X6.2 1X5.5X6.2 This is a RUB. Cleaning Required.

70 472350 SLAB 1X1.5 NV Cleaning Required.

71 472465 SLAB 1 x1 x 1 NV Cleaning Required.

72 472830 NV NV NV Cleaning Required.




76 474225 SLAB NV 1 x 2.5 x 2.5 Cleaning Required.


78 474735 SLAB 1 x 3 x 3 NA Cleaning Required.


80 475210 SLAB 1X3X2 NV Cleaning Required.

81 476260 PIPE 2 X 0.9 m dia NV Cleaning Required.







S. No.

Location in

km.

Type of structure

Arch/ Box/ Slab



86 479010 SLAB NV 1X1.2X1 Cleaning Required.

87 479925 SLAB NV 1 x 2 x 1.5 Cleaning Required.

88 480580 PIPE NV 0.75M DIA Cleaning Required.


90 481810 SLAB 1X0.7x0.3 NV Chocked. Cleaning Required.

91 482675 SLAB 1x1.2x0.7 NV Cleaning Required.

92 483550 SLAB NV NV Cleaning Required.


94 484450 PIPE NV NV Cleaning Required.



97 486210 PIPE 1 x 1.0 m dia 1 x 1.0 m dia Cleaning Required.


99 488530 PIPE 1X1.2 1X1.2 Cleaning Required.




103 493140 SLAB 1x2x2 1x2x2 Cleaning Required.


105 494425 NV 1x1x1 Cleaning Required.




109 496775 PIPE 1X1 1X1 Cleaning Required.

110 498200 PIPE 0.9M DIA

EACH 0.9M DIA EACH Cleaning Required.






116 501175 SLAB 1X1X2 NV Cleaning Required. Right Side of the

culvert not visible and the drain section is extended.


118 504560 SLAB NV 1X1.2X1 Cleaning Required.

119 506410 NV NV 1X2.5X2 Cleaning Required. Structure not

visible


121 508025 SLAB 1X1.2X0.5 Covered Cleaning Required.

122 508325 SLAB 1x1.5 - Cleaning Required.

123 508325 SLAB 1x0.7 - Cleaning Required.

124 509850 PIPE 1M DIA - Cleaning Required.




S. No.

Location in

km.

Type of structure

Arch/ Box/ Slab



126 511700 NV NV BLOCKED Cleaning Required.

127 512610 SLAB 1X1X1 1X1.2X0.5 Cleaning Required.


129 514560 NV NV NV Full Blocked on left side of increasing

chainage. Cleaning Required.





134 517310 SLAB 1X1X2 1X1X0.6 Cleaning Required. Partially Choked on right side of increasing chainage

135 517535 SLAB 1X0.5 - Cleaning Required. Partially Blocked on left side of increasing chainage.

136 517625 PIPE 0.9M DIA - Cleaning Required. Partially Blocked on left side of increasing chainage.

137 517735 SLAB 1X5.0X4 NV Cleaning Required. Structure not

visible


139 518800 SLAB 1X3.0X4 1X3.5X3.5 Cleaning Required. Protection works

is damaged

140 519610 SLAB 1X3.75X2 1X3.75X2 Cleaning Required.

141 520630 PIPE 0.9M DIA - Cleaning Required.

142 521650 SLAB COVERED 1X1.2X0.5 Cleaning Required.

143 523600 SLAB 1X1.0X0.8 NV Cleaning Required. Culvert blocked

on right side of the increasing chainage.




147 526875 SLAB 1X1.5 1X1.5 Cleaning Required. Protection work is

damaged

148 530650 SLAB 1X1.5 1X1.5 Fully Covered from both sides.

149 532450 SLAB 1x1.2 1x1.2 Cleaning Required. Structure not

visible.

150 535540 PIPE 1x1 - Cleaning Required. Structure not

visible.

151 535900 PIPE 2x1 - Cleaning Required. Structure not

visible.

152 536475 SLAB 1X5.8X2.5 NV Cleaning Required. Structure not

visible.


visible.


visible.

155 538240 PIPE 1X0.90 NV Cleaning Required.

156 538875 SLAB 1X2 NV Cleaning Required.


visible.



S. No.

Location in

km.

Type of structure

Arch/ Box/ Slab



158 540925 PIPE 1X0.90 NV Cleaning Required. Structure not

visible.

159 541500 CHOCKED NIL NV Cleaning Required. Structure not

visible.

160 541950 SLAB 1X2 NV Cleaning Required. Structure not

visible.

161 542150 NO VENT NIL NV Cleaning Required. Structure not

visible.

162 544100 PIPE 1x0.7 NV Cleaning Required. Structure not

visible.

163 544300 BOX 1x5.5x3.5 - Cleaning Required. Structure not

visible.

164 548600 SLAB 1X1.5 - Cleaning Required. Structure not

visible.

165 548925 SLAB 1X3.8 - Cleaning Required. Structure not

visible.

Many of these culverts has been found to be partially choked and seem inadequate. The culverts are also old and seem to be structurally as well as hydraulically poor. Many of these structures shall be replaced preferably by Box Culverts for better hydraulic performance.

Some of the culverts and their conditions have been shown here below:

Slab culvert at 387.080 Fully chocked culvert at 464.140

Chocked culvert at 481.810 Good condition culvert at 517.075



3. Raising Stretches

During site visit, local enquiry was done to get the information about hydraulic condition for each structure and drainage conditions along the road. As per the local enquiry and observation at site, requirement of raising and additional culverts along the road for effective disposal of storm water and to improve the drainage conditions of road was assessed. It is seen that many of stretches of the project road are very near to the coast and liable to flooded during the high tide. In addition to this, there are many locations of valley point were water is likely to get accumulated during rains. At all these places, addition cross drainage structure is required and raising of the stretches are proposed. All these observations based on site visit have been corroborated with detail inventory done to summarise the requirement of provision of additional structures and raising stretches. A detailed list of stretches where raising is required and list of addition culverts required has been tabulated road wise in Table 5.8 and 5.9 respectively.

Table 5.8: Stretches requiring raising of roads

Table 5.9: Additional culverts required along the road

S.No Chainages

1 393.010

2 396.500

3 397.165

4 400.850

5 402.760

6 403.775

7 404.625

8 405.660

9 406.400

10 408.790

11 408.865

12 409.200

13 411.090

14 413.000

15 415.840

S. No. Start Chainage End Chainage LengthRaising

Height (m)Reason for raising

1 386+100 386+200 100 0.5 Dip portion, to be raised

2 409+880 410+220 340 0.5 Nearby sea , to be raised by 0.5m

3 412+580 412+780 200 0.5 Sea shore, deep portion to be raised to make the f ormation level 7m

4 412+840 413+040 200 0.5 Sea shore, deep portion to be raised to make the f ormation level 7m

5 431+880 432+420 540 1 Sea shore, deep portion to be raised to make the f ormation level 7m


7 501+800 502+440 640 1 Dip portion, to be raised





In addition to these, Stretch from 516.9 to 523.0 has many deep portions, need to be raised by 1m at each location wherever feasible

1 517+660

2 518+760

3 519+720

4 520+940



S.No Chainages

16 418.300

17 419.435

18 428.425

19 429.060

20 430.140

21 431.325

22 447.820

23 449.850

24 450.700

25 452.700

26 457.875

27 458.250

28 465.400

29 469.750

30 477.425

31 501.400

32 508.680

33 509.515

34 510.310

35 515.720

36 519.800

37 523.980

38 524.200

39 525.150

40 525.525

41 526.175

42 526.875

43 527.425

44 527.800

45 528.260

46 528.900

47 530.060

48 530.650

49 530.975

50 531.325

51 532.450

52 533.050

53 533.550

54 539.340



5.8 Bridges / Structures

Existing Bridges

There are major and minor bridges on the project roads and their break up is given hereunder: -

Sl. No. NH Major Bridge Minor Bridge PUP VUP ROB Total

1 47(new NH-66) 8 15 5 2 4 34

5.8.1 General

In the project road there are 34 existing Bridges which consist of 08 Major bridges, 15 Minor Bridges, 05 PUPs, 02 VUPs, 04 ROBs in NH-47 (New NH 66).

Available Data from Secondary Sources

Before undertaking field surveys of existing structures, all concerned authorities were contacted to ascertain the availability of any past inventory and condition survey reports of existing bridges, sub-surface and geotechnical data, hydraulic data, as-built drawings, etc. and available few details could be obtained from there. Accordingly, detailed field survey, site investigation and collection of data were carried out by the Consultant’s team of Engineers.

Field Surveys

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

The inventory details collected from field are presented bridge-wise in Appendix 5.4 in Volume II: Appendices to Main Report. The visual condition survey report for each bridge is presented Bridge wise at Appendix 5.5 in Volume II: Appendices to Main Report. Inventory of Existing Bridges The inventory of all bridges / structures having lengths more than 6.0 m were carried out and bridge wise inventory details is given in Appendix 5.4 in Volume II: Appendices to Main Report. The inventory of ROB was also carried out and inventory details are given in Appendix 5.4 in Volume II: Appendices to Main Report. These bridges / structures comprise the following: -

Major bridges (MJB) - (length > 60m) - 08 nos.

Minor bridges (MNB) - (length > 6m and < 60m) - 15 nos.

ROB in NH-47 - 04 nos.

Vehicular underpass (VUP) - 02nos.

Pedestrian underpass (PUP) - 05nos.

Total - 34 nos.

Details of Existing Bridges / Structures

Salient features of existing bridges/ Structures such as name, location, span arrangement, type of superstructures, type of substructures and other details are given in the Table 5.10 below.



Table 5.10: Details of Existing Bridges

S.No Des. Ch

(km)

Location Name

Structure Type Total length

of Bridge

Type of Super

structure

Type of Sub

structure

Type of Foun

dation

Overall depth of

Super structure(m)

Carriageway

width(m)

Total width(m)

Skew as per invent

tory

Bridge Category

Span arrange

ment

1 382.368 Ponnamvali Br MNB LHS - 1x10.5 & RHS -1 x

19.7

10.5/19.7

LHS - T-beam & slab

/ RHS- I-girder &

slab

Abutment - RCC wall

type

NV / Well

LHS-1.5 / RHS-1.1

LHS-1.0 / RHS-2.2

LHS-7.0 / RHS-7.0

21

2 385.974 Puthenthode Br. MNB LHS-1x15.5

& RHS - 1x8.8

15.5/8.8

LHS - T-beam & slab / RHS- (NV) RCC Solid

slab

Abutment - RCC wall

type

NV / Open

LHS-1.8 / RHS-(NV)

LHS-2.2 / RHS-1.0

LHS-8.6 / RHS-7.5

21

3 389.893 A. S. Canal Bridge MNB 1x8.75 8.75 Solid slab Abutment - RCC wall

type

NV / Open

4.2 0.7 8.5 10.5

4 409.617

Already existing structure is there on under construction

bypass

PUP 1X8 10 - Box

structure -

11.00 12.50

5 409.733

Already existing structure is there on under construction

bypass.

PUP 1X8 10 - Box

structure -

10.20 11.50

6 410.218 Railway line crossing before Alapphuzha

railway station ROB

Under Construction

7 411.619 Near Beach Hospital(At

Alappuzha Bypass) MNB 2x3 7.20 -

Box structure

-

0.5 12.8 13.9

8 412.895 Railway line crossing

after Alapphuzha railway station

ROB

Under Construction



S.No Des. Ch

(km)

Location Name


of Bridge

Type of Super

structure

Type of Sub

structure

Type of Foun

dation

Overall depth of

Super structure(m)

Carriageway

width(m)

Total width(m)

Skew as per invent

tory

Bridge Category

Span arrange

ment

9 413.655 Near SNDP nursery

school, Vadackal PUP 1 x 8.0 x 4.5

-

Box structure

6.8 10.6

10 423.255 In approaches of

Ambalapuzha ROB PUP 1x2x2.25 2.50 -

Box structure

NA 2.3 0.35 7.5 11.0

11 423.576 Ambalapuzha ROB ROB

17 x 11.0m + 1 x 13.0m + 12 X11m skew ROB

343 Solid slab Portal

frame type Pile/Op

en 6.0 0.8 7.5 11.0

12 423.760 In approaches of

Ambalapuzha ROB PUP 1x4x2.5 4.7 -

Box structure

NA 2.5 0.4 7.5 11.0

13 432.706 Thottapally Br cum

regulator - Thotapalli spillway

MJB 9.5+40*9.15

+9.5 421

T beam+ slab

Masonry wall type

- 4.00 1.20 7.50 8.00

14 433.227 Thottapally canal Br MNB 10.6 + 28.5

+ 10.8 49.9

Box girder at mid span and T-beam

& slab in end spans

Spill through

abutment

Pile Founda

tion 4.00 1.80 7.50 8.00

15 435.240 Kannukalipalam Br MNB 1x22.15 22.15 I-Girder RCC-Wall

type Well 3.0 2.3 7.5 11.0

16 441.799 Danapady Br MNB 1x15.0 15 T-Beam &

slab RC Wall

type Pile 4.0 1.3 7.5 11.0

17 441.820 Adjacent to

Danapady Br VUP 1X7.8 9.1 - Box - 4.2 0.3 7.5 11.0

18 456.125 Kayamkulam Bridge MNB 7.5 + 23.5 +

7.5 38.5

RCC Beam & slab (arch

typr)

Spill through

abutment Pile 8.5 2.00 7 10.4

19 458.984 Krishnapuram bridge MNB 13.2 + 12.6

+ 13.2 39

T-Beam & slab

RCC Wall type

Pile 3.4 1.60 7.5 8.5

20 471.917 Kannetti River MJB 20 + 19.8 + 20.4 + 20

80.2 I-Girdir & deck slab

RCC Wall type

- 6.8 2.2 7.0 12.0

21 480.193 Chavara Br MNB 5 + 32 + 5 42 Concrete RCC Wall Pile 7.9 0.75 at 7.0 7.5



S.No Des. Ch

(km)

Location Name


of Bridge

Type of Super

structure

Type of Sub

structure

Type of Foun

dation

Overall depth of

Super structure(m)

Carriageway

width(m)

Total width(m)

Skew as per invent

tory

Bridge Category

Span arrange

ment

bow string arch girder and deck

slab

type centre and 1.2

at support

22 484.909 Neendakara Bridge MJB 8.75 +

15x27.0 + 8.75

422.5 I-Girder & deck slab

RCC Wall type

Double Well

1.8 7.0 10.0

23 487.615 Over Astamudi Lake, MJB

Under Construction

24 489.535 Under construction at

site VUP 1x12.0

Under Construction

25 490.282 LHS side,

Pillaiveedu,at Kollam Bypass

MJB

Under Construction

26 492.335 Kottakkakam MJB

Under Construction

27 495.195 Existing ROB at Kallumthazham

ROB 1x34.8 34.8 Solid Slab &

deck slab RCC Wall

type Open 6.3 1.3 7.5 8

28 496.472 Ayathi Bridge over Churanga Thodu, Ayathil Junction

MNB cum VUP

1x14.6 14.5 T-Girder & deck slab

RCC Wall type

Well 4 1.5 7.5 8

29 497.203

675 m away from Ayathil Jn./Existing

minor bridge is there. (Churanga Thodu)

MNB 1x12.6 12.5

T-Girder & deck

slab/Solid Slab & deck

slab

RCC Wall type

Open 4.45 1.05 10 12

30 497.372

845 m away from Ayathil Jn./Existing

minor bridge is there. (Churanga Thodu)

MNB 1x13.1 13 T-Girder & deck slab

RCC Wall type

Well 3.7 1.2 9 12

31 505.633 Ithikkara Br MJB 21.3 + 21.5

+ 21.4 64.2

I-Girdir & deck slab

RCC Wall type

Pile 9.05 2.1 7.5 11

32 520.758 New Bridge on bypass MNB 3x3 9.8 - Box - - - 7.3 12.5



S.No Des. Ch

(km)

Location Name


of Bridge

Type of Super

structure

Type of Sub

structure

Type of Foun

dation

Overall depth of

Super structure(m)

Carriageway

width(m)

Total width(m)

Skew as per invent

tory

Bridge Category

Span arrange

ment

33 529.338 Poovampara River MJB 3x26.6 79.8 I-Girdir & deck slab

RCC Wall type

Pile 9.7 2.2 7.5 11.0

34 534.170 Mammom Bridge MNB 16.7 + 16.3

+ 16.7 49.7

T-Girder & deck slab

RCC Wall type

8.5 1.8 7.5 11.0

Type of Existing Bridges

As per details summarized above, the existing bridges and other structures can be classified according to their type of superstructure, substructure and foundations as under: - Type of Superstructure

RCC solid slab 03 nos.

RCC box 08 nos.

RCC I / T or box beam and slab 16 nos.

Concrete box girder 01 nos.

Under construction 06 nos.

Total 34 nos.

Type of Substructure

CC/RCC wall type 16 nos.

Box structure 08 nos

Other type 04 nos

Under Construction 06 nos

(GFC drawings are required)

Total 34 nos.



Type of Foundation

For NH-168A

Open 05 nos.

Well 05 nos

Pile 08 nos

Box structure 08 nos.

Total 34 nos.

Carriageway Width The existing bridges on NH-47 have got carriageway width varying from 7.0m to 10.0m in 2-Lane stretch and 7.0 to 8.6 for one side traffic in 4-lane stretch. Overall Deck Width The existing bridges on NH-47 have got Overall deck width varying from 7.5m to 12.5 in 2-Lane stretch and 21.0 for one side traffic in 4-lane stretch. Hydraulic Performance of Existing Bridges (from Hydrology team) As per visual inspection and hydraulic calculations so far carried out some bridges are found to be hydraulically deficient. Detailed hydraulic studies been carried out to ascertain this and are presented in the relevant section of this report. Bridges on Streams / Nallah There are 23 nos. existing bridges on Rivers / Streams out of which 8 no. is major, 15 nos. are minor in NH-47 (New NH-66). It has been informed vide local enquiry that during tsunami in past, HFL for one bridges were recorded high & hence it causes to encroachment in allowable vertical clearances.

Condition Survey of Existing Bridges The visual condition survey of all the existing bridges was carried out as per provisions of IRC: SP: 35 and condition survey report of each bridge is given in Appendix 5.5 in Volume II: Appendices to Main Report. The information obtained from the condition survey and inspection has been used to identify the bridges which can be retained after carrying out minor repairs and rehabilitation work or which are having inadequate carriageway width and can be retained after widening or which are to be replaced due to being narrow, in poor structural condition, inadequate waterway, poor geometrics of approaches and old bridges in poor condition. General Condition of Existing Bridges ROB/Bridges is in distress condition and proposed to be replaced. Following distresses have generally been noticed in bridges: -

Excessive vegetation growth around the bridges and in stream bed.

Damaged Wearing coat

Poor maintenance and protection works of existing bridges

Damaged expansion joints

Exposed reinforcement and honeycombing / spalling of concrete of superstructure

Non-movement of bearings

Damage to slope pitching and bed protection



Blockage of waterway by debris and garbage

Honey combing in different component of structures

Retention / Replacement of Existing Bridges We have find that following two structures are not fit from structural aspect and has been proposed for replacement.

Major Bridge at Km 484.909 (Neendakara Bridge) The existing bridge has a span arrangement of 8.75m + 15x27.0m + 8.75m with carriageway width of 7.0m. The overall depth of superstructure is approx. 1.8m. The overall width of deck is 10m with footpath on either side. The bridge was built in 1972 and designed to cater for IRC Class A 2-Lanes or one lane of Class-AA type loading. The substructure and superstructure have already been treated with shotcrete all around and crack pattern is still visible.

This indirectly indicates that the reinforcement in sub structure and superstructure have been corroded and there may be other distress in the bridge. It may also be noted here that bridge was designed for lower category of loading and hence and wouldn’t be capable to take the present day loading of IRC i.e. Class 70RT & 70RW.

As such looking into the above indicated factors, the bridge has been recommended to be replaced by a new bridge with a deck configuration as per IRC SP 84:2014.

Major Bridge at Km 505.633 (Ithikkara Bridge)

The existing bridge has a span arrangement of 21.3m+ 21.5m + 21.4m with carriageway width of 7.5m. The overall width of deck is 11m with footpath on either side. The overall depth of superstructure is approx. 2.1m. The bridge was built in 1976. The substructure and superstructure have already been treated with shotcrete all around. The bridge was constructed about 40 years back. The consultant visited the site to check the condition of bridge. Perceptible vibration of the superstructure was observed during the passage of even medium duty vehicles.



This indicates that probably the superstructure is heavily cracked because of which it has lost the stiffness and this is the cause of perceptible vibration.

As it is envisaged that the bridges in proposed highway will have to cater to a high loading; it is therefore recommended to replace the distress bridge by a new bridge with a deck configuration as per IRC SP 84:2014.

5.9 Soil And Material Investigation

5.9.1 Soil & Material Investigation

General

As part of detailed project report preparation, the Consultant conducted soils and materials investigation, analysis of subgrade soil properties along the project corridor as well as investigation on sources of available construction materials from borrow areas and quarry areas, for the proposed construction works. The schedule of testing covered the gamut of investigations in lights of four laning divided carriageway project as including the following: Investigation for Road Works: To assess the suitability (strength characteristics) of the existing sub-grade soil and alignment soil in areas of new construction/ realignments along the proposed project corridor for design and construction of sub-grade, embankment; determine the thickness, composition, and suitability of various layers of existing pavement sections; assessment of the design parameters to determine the thickness of overlay and new pavement composition for the existing and widened / new road alignment respectively based on good quality of soil and materials available at reasonable cost. Investigation for Construction Materials: To ascertain the suitability and availability of quarry materials within a reasonable haulage for construction of sub-base, base and top layers (bituminous/concrete) of the designed pavement.

5.9.2 Field Investigation – Sampling and Testing

Field tests were conducted and also samples of soil / construction materials were collected from subgrade of existing road and stone metal / sand quarries. Table 5.11 presents the sampling criteria, tests and testing procedures adopted for various field and laboratory tests.

Table 5.11: Site Sampling and Testing Criteria

Sl. No.

Type of Soil Sample Sampling Criteria

Testing Criteria

Description of Test Standard Code Applicable

Existing Subgrade and Pavement Materials

i) Subgrade Strength Test Pits

Minimum of one subgrade soil samples were obtained for every 2.5km (or) less along the alignment.

In-situ Density IS 2720 (Pat- 29)

In-situ Moisture Content

IS 2720 (Pat- 2)

Soil Classification IS 1498

Sieve Analysis IS 2720 (Pat – 4)

Atterberg Limits IS 2720 (Pat – 5)



Sl. No.


Testing Criteria


Laboratory Compaction Test

IS 2720 (Pat – 8)

4-day soaked CBR IS 2720(Pat – 16)

Free swell Index IS : 2720 (Pat-40)

ii) Pavement Composition Test Pits

Minimum of one subgrade soil samples were obtained for every 0.5km (or) less along the project alignment excluding subgrade strength test pits.

In-situ Moisture Content

IS 2720 (Pat- 2)





iii) Toe samples in widening area

As per the proposed widening scheme, minimum of one toe soil sample were obtained for every 5.0km (or) wherever, the soil strata is changing along the alignment of widening area.





IS 2720 (Pat – 8)


iv) Alignment samples in Bypass locations

Minimum of one alignment soil sample were obtained for every 5.0km (or) wherever, the soil strata is changing along the proposed bypass locations





IS 2720 (Pat – 8)


Materials Investigation

v)

Borrow Area Soils for subgrade/ embankment construction

Representative samples of various borrow area soils were collected within the reasonable lead distance





IS 2720 (Pat – 8)

4-day soaked CBR IS 2720(Pat – 16)


vi) Coarse aggregate samples from crushers/quarries

Representative samples of various sizes of stone including stone dust were collected from quarries.

Specific Gravity and Water Absorption

IS 2386 (Part – 3)

Aggregate Impact Value (AIV)

IS 2386 (Part – 4)

Stripping and Coating test

IS 6241

Los Angeles Abrasion Value (LAV)

IS 2386 (Part-4)



Sl. No.


Testing Criteria


vii)

Fine Aggregate samples (River sand/ M-Sand from crushers)

Representative samples were collected from each sources (river/crusher) located within the vicinity of project road.

Grain Size Analysis IS 2386 (Part – 1)

Designation of zone IS 383 – 1997

Specific Gravity IS 2386 (Part – 3)

Fineness Modulus IS 383 – 1997

Sand Equivalent Test ASTM D2419-95

The lead chart for sand, borrow area and coarse aggregates is included as Annexure 5.6.

5.9.3 Investigations on Subgrade of Existing Pavement

(a) Subgrade Strength Test Pits:

The subgrade investigations were carried out to know the strength properties of the existing soil. Visual inspection of the existing pavement condition was carried out prior to commencement of sub-grade investigation work. The general testing scheme of existing road will indicates testing at least three subgrade soil samples for each homogeneous road segment or three samples for each soil type encountered, whichever is more. It was ensured to dig subgrade strength test pits at every 2.5 km (or) less on the retaining alignment, even same soil strata encountered on lengthy homogeneous sections, while collecting samples. The various in-situ tests conducted and laboratory tests included in the testing program on soil samples along the alignment as per the project requirements are summarized in Table 5.11. The pavement composition details (pavement course, material type, and thickness) are also recorded at every test pit. (b) Pavement Composition Test Pits: The prime objective of digging and collecting the pavement composition test pits is to get the required in-put parameters for applying moisture correction during BBD analysis. The same is very essential to design pavement overlays. It was ensured to dig subgrade strength test pits at every 0.5 km (or) less on the retaining alignment excluding subgrade strength test pits. Filed moisture was measured and laboratory tests included in the testing program on soil samples along the alignment as per the project requirements are summarized in Table 5.11 was performed. The pavement composition details (pavement course, material type, and thickness) are also recorded at every test pit. Discussion on the tests conducted and results obtained are carried out in the following sections together for subgrade and pavement composition test pits.

5.9.4 Field Tests and Results

Field tests were conducted as per the project requirement to determine the subgrade characteristics and strength. The field testing for subgrade soil includes:

- In-situ density at each subgrade strength test pit

- In-situ moisture content at every test pit (Subgrade strength & Pavement composition)

- Field CBR using Dynamic Cone Penetration test at each subgrade strength test pit



(a) Field Density & Moisture Content

In-situ density (field density) and moisture content were determined as per the standards enlisted in Table 5.12. Field density is used to evaluate the degree of compaction. The details of field dry density and field moisture content test results are furnished in Annexure 5.1 (A) & 5.1 (B) and Table 5.12 presents a summary of the test results for all the sections. (b) Dynamic Cone Penetration Test

Dynamic Cone Penetration tests were conducted at subgrade strength test pit locations to assess in-situ CBR on existing alignment soil, which will be below sub-grade level. The CBR value was calculated based on different soil layers encountered. The slope change in the graph (Penetration Vs Number of Blows) indicates the interface of two layers of different penetration resistance. From the graph, thickness of layer and slope (penetration mm/blow) were calculated. The following IRC:37-2012 equation has been used to calculate the layer DCP-CBR value for each layer:

𝑙𝑜𝑔10 𝐶𝐵𝑅 = 2.465 − 1.12 × 𝑙𝑜𝑔10(𝑚𝑚/𝑏𝑙𝑜𝑤)

These layered CBR values have been converted to overall CBR value using Japanese formula for the purpose:

Overall CBR={(∑〖layer thickness×(DCP-CBR)〗^(1/3) )⁄(∑〖layer thickness〗)}^3

Dynamic Cone Penetration test results showing penetration of cone in cm and number of blows at each pit are plotted; DCP-CBR is calculated and given in Annexure 5.2 (A) & 5.2 (B). The summary is included in Table 5.12. The graphical representation of field dry density and MDD is presented in Figure 14.



Figure 5.14: Photographs showing Field Investigations

Table 5.12: Statistical Summary of Field Test Results

Design Ch. (km) FMC (%) FDD (gm/cc) DCP Equivalent CBR (%)

Road From To Min Max. Avg. Min Max Avg. Min Max Avg.

NH-47

379+100 409+500 4.0 16.0 8.9 1.73 1.89 1.80 8.8 16.6 12.5

416+500 465+000 4.0 20.0 9.9 1.76 1.95 1.82 6.4 18.0 12.2

465+000 488+700 6.0 18.0 11.0 1.75 1.92 1.83 6.4 16.3 10.9

502+900 526+700 6.0 19.0 10.6 1.74 1.87 1.79 4.5 14.7 9.4

537+200 551+900 5.0 17.0 8.9 1.73 1.85 1.80 8.5 15.0 11.6

5.9.5 Laboratory Tests and Results

The laboratory testing for subgrade includes:



- Characterization (Grain size, Atterberg limits and free Swell Index) at each of the subgrade strength test pit

- Laboratory moisture-density characteristics - 4-day soaked CBR test About 50 kg of soil sample was collected in damp proof bag(s) from each subgrade strength test pit for testing purposes. The details like location/ chainage & other identification marks were recorded for the sample bags and double packed with care so that no damage would occur while transporting to the laboratory for conducting the tests as indicated in Table 5.12.

(i) Soil Classification and Distribution

The laboratory test results of subgrade strength test pits are furnished in Annexure 5.1. The following Table 5.13A & 5.13B provides a summary of the soil classification and properties of the soil encountered in the field along the alignment. The illustrative summary of subgrade soil class and properties like Clay and Silt content, Liquid Limit, Plasticity Index and Free Swelling Index is furnished in Figure 5.15 to 5.19.

Figure 5.14A: Illustrative Summary of FDD & MDD along the project corridor

Table 5.13A: Summary of Subgrade Soil Properties

Soil Class

Section: From Km 379+100 to Km 409+500

Section: From Km 416+500 to Km 465+000

Minimum Maximum Minimum Maximum

Range of LL (%) 16 42 14 40

Range of PI NP 17 NP 18

Free Swell Index (%) 0 30 0 37

MDD (gm/cc) 1.89 2.01 1.67 2.07

4-Days soaked CBR 7.1 13.8 6.3 15.2

1.40

1.50

1.60

1.70

1.80

1.90

2.00

2.10

2.20

379.

300

384.

000

390.

000

395.

000

400.

000

404.

500

409.

500

419.

000

424.

700

429.

700

434.

500

439.

500

445.

000

450.

000

454.

500

460.

000

465.

200

471.

000

477.

500

482.

500

488.

500

507.

500

513.

000

518.

500

523.

500

539.

000

544.

000

549.

000

Dry

Den

sity

(g

m/c

c)


MDD Vs FDD along Project Road: NH-47 Cherthala - Thiruvananthapuram Road (From Km 379+100 to Km 551+900)

MDD (gm/cc) FDD (gm/cc)



Table 5.13 B: Summary of Subgrade Soil Properties

Soil Class

Section-I:

From Km 465+000 to Km 488+700

Section-II:

From Km 502+900 to Km 526+700

Section-III:

From Km 537+200 to Km 551+900

Minimum Maximum Minimum Maximum Minimum Maximum

Range of LL (%) 17 40 19 46 16 39

Range of PI NP 17 NP 16 NP 15

Free Swell Index (%)

0 38 0 35 0 40

MDD (gm/cc) 1.91 2.04 1.89 2.07 1.87 2.03

4-Days soaked CBR 6.3 12.3 7.2 11.0 7.4 12.3

(i) Laboratory California Baring Ratio (CBR) Laboratory CBR tests were carried out on the collected samples as per IS: 2720 (Part-16). All the collected samples were casted at optimum moisture content (OMC) for determination of 4 days soaked CBR and the details of CBR at every test location are furnished in Annexure-5.1. The degree of compaction is determined as the ratio in percentage of field dry density to laboratory maximum dry density. The illustrative summary of degree of compaction and 4 days soaked CBR is presented at Figure 5.20 and 5.21 respectively.

Figure 5.15: Illustrative Summary of Subgrade Soil Class Distribution in the Project corridor

GM 2%

GC 2%

SM 17%

SM-SC

10%

SC 32%

SP 18%

SP-SM 18%

ML 1%

Subgrade Soil Class Distribution: NH-47: Cherthala - Thiruvananthapuram



Figure 5.16: Illustrative Summary of % of clay and silt content along the project corridor

Figure 5.17: Illustrative Summary of Liquid Limit along the project corridor

Figure 5.18: Illustrative Summary of Plasticity Index in the project corridor

0.0

10.0

20.0

30.0

40.0

50.0

60.0

70.0

379.

300

381.

500

384.

000

386.

500

390.

000

392.

500

395.

000

397.

500

400.

000

402.

500

405.

000

407.

500

416.

000

418.

500

421.

000

424.

700

427.

700

430.

000

432.

000

435.

500

438.

000

440.

500

443.

000

446.

000

448.

500

451.

000

453.

500

456.

000

459.

000

462.

000

465.

200

467.

500

470.

000

473.

500

476.

800

479.

000

481.

500

484.

200

487.

000

502.

600

505.

500

508.

000

511.

200

514.

000

517.

000

519.

500

522.

500

525.

000

537.

500

540.

000

542.

500

545.

000

547.

500

550.

000

% o

f C

lay

and

Silt

Co

nte

nt

Existing Chainage (km) - NH-47 Cherthala-Thiruvananthapuram

Summary of Clay & Silt Content (% of Passing Through 75µ Sieve)

0

5

10

15

20

25

30

35

40

45

50

379.

300

381.

500

384.

000

386.

500

390.

000

392.

500

395.

000

397.

500

400.

000

402.

500

405.

000

407.

500

416.

000

418.

500

421.

000

424.

700

427.

700

430.

000

432.

000

435.

500

438.

000

440.

500

443.

000

446.

000

448.

500

451.

000

453.

500

456.

000

459.

000

462.

000

465.

200

467.

500

470.

000

473.

500

476.

800

479.

000

481.

500

484.

200

487.

000

502.

600

505.

500

508.

000

511.

200

514.

000

517.

000

519.

500

522.

500

525.

000

537.

500

540.

000

542.

500

545.

000

547.

500

550.

000

Liq

uid

Lim

it (

%)

Existing Chainage (km) - NH-47 Cherthala-Thiruvananthapuram

Summary of Liquid Limit

PI = NP 48%

PI 0 -7 12%

PI 7-17 40%

Plastic Index Distribution - NH-47: Cherthala - Thiruvananthapuram



Figure 5.19: Illustrative Summary of Free Swell Index along the project corridor

Figure 5.20: Illustrative Summary of Degree of Compaction along the project corridor

FSI = 0 31%

FSI < 10 15%

FSI 10-25 38%

FSI 25-40 16%

Free Swell Index Distribution - - NH-47: Cherthala - Thiruvananthapuram

80.0

82.0

84.0

86.0

88.0

90.0

92.0

94.0

96.0

98.0

Deg

ree

of

Co

mp

acti

on

(%

)

Existing Chainage , (km)-NH-47 Cherthala - Thiruvananthapuram Section

Summary of Degree of Compaction (% )



Figure 5.21: Illustrative Summary of 4 days soaked CBR along the project corridor

5.9.6 Observations and Conclusions

(i) Soil Classification and Distribution The percentile distribution of soil classification, Liquid Limit, Plastic Index and Free Swell Index is presented in pie and bar charts as above. The presented values are self-explanatory and the discussion will follows as below. From the Figure 5.15, it is evident that subsoil is generally consistent throughout the project corridor and is predominantly Sandy Soil with silt or clay. Because of predominant sand content, the Liquid Limit (LL) is relatively low except few locations, and the range is between 14-46%, and these values are within the limit as per MoRTH specifications (<50%). The obtained maximum Plasticity Index of the subgrade soils is 18. The plasticity index was found as 48% of Non-plastic soils and it is due to subgrade soils are sand in nature. The maximum free swell index is found as 40%. All the measured PI and FSI values are also within the acceptable limits as per MoRTH guidelines, of 25% and 50% respectively. Strength Parameters Figure 14A evident the variance between MDD and FDD, where the same is converted in-terms of degree of compaction. The degree of compaction (Figure 5.20) along the project corridor is ranging between 86.3% - 96.1% with an average of 92.3%. Figure 5.21 evident the 4-das soaked CBR along the project rad, and the CBR value is ranging from 6.3% to 15.2% with an average value of 10.7%. Lower subgrade CBR found at few locations is may be due to presence of relatively higher clay content.

5.9.7 Toe Samples In Widening Area

As the project road is to be widened from two-lane to four lane with paved shoulders, toe samples were collected as per the proposed widening scheme within the proposed Right of Way (ROW) to check the suitability of existing ground for embankment (or) sub-grade construction.

0.0

2.0

4.0

6.0

8.0

10.0

12.0

14.0

16.0

4-d

ay S

oak

ed C

BR

(%

)

Existing Chainage , (km)-NH-47 Cherthala - Thiruvananthapuram Section

Summary of 4 day Soaked CBR (% )



The summary of test results is presented in Table 5.14 (A) & 5.14 (B) and detailed test results are presented in Annexure 5.3 (A) & (B).

Table 5.14 (A): Summary of Toe Soil Sample (in Widening Area) Properties

Soil Class

Section: I

From Km 379+100 to Km 409+500

Section: II

From Km 416+500 to Km 465+000

Minimum Maximum Minimum Maximum

Range of LL (%) 17 24 17 42

Range of PI NP 5 NP 17

Free Swell Index (%) 0 13 0 36

MDD (gm/cc) 1.98 2.02 1.84 2.02

4-Days Soaked CBR (%) 7.6 10.2 5.5 10.4

Table 5.14 (B): Summary of Toe Soil Sample (in Widening Area) Properties

Soil Class

Section: III

From Km 465+000 to Km 488+700

Section: IV

From Km 502+900 to Km 526+700

Section :V

From Km 537+200 to Km 551+900


Range of LL (%) 17 30 26 35 18 28

Range of PI NP 9 7 13 NP 8

Free Swell Index (%) 0 20 15 28 0 18

MDD (gm/cc) 1.94 2.02 1.81 1.98 1.89 2.03

4-Days Soaked CBR (%)

7.8 9.6 5.2 8.1 7.9 10.7

The toe samples are tested on priority basis as per the widening scheme, where the existing natural ground will act as embankment for subgrade construction.

5.9.8 Observations and Conclusions

As the road is proposed to be widened from 2-lane to 4-lane with paved shoulder, the toe samples were collected in the widening area to assess the suitability of existing ground for embankment/ subgrade construction. The Liquid Limit (LL) ranges between 17 and 42%, and these values are within the limit of MORTH specifications (<50%). The plasticity index is ranges between Non-Plastic and 17. Free Swell Index was found maximum as 36%. All the measured PI and FSI values are also within the acceptable limits of MORTH guidelines, of 25% and 50% respectively. The dry density of the natural ground soil samples are meeting the minimum requirement as per MoRTH specifications (>1.75gm/cc) to use it as a embankment/ subgrade.



In light of the above, it may be concluded that the existing natural ground/embankment are within the stipulated norms of MORTH in relation to the widening of the existing embankment (or) constructing subgrade on existing soils without any treatment.

5.9.9 Testing on Alignment/Bypass Samples

In this project corridor there are three bypasses (i) Alapuza bypass which starts at Design Chinage of Km 408+100 and ends at Km 415+000 (ii) Kollam Bypass starts at Design Chinage of Km 486+350 and ends at Km 499+780 and (iii). Attingal Bypass starts Design Chinage at Km 522+920 and ends at Km 534+300. As per the ToR, it is necessary to test the alignment soil samples minimum of one sample for every 5 km length in the proposed alignments.

In this proposed bypass, nine samples were collected and tested for the suitability. The summary of test results is presented in Table 5.15 and detailed test results are presented in Annexure 5.4.

Table 5.15: Summary of Proposed bypass alignment samples

Soil Class

Obtained Values: AlapuzhaBypass

Obtained Values: Kollam Bypass

Obtained Values: Attingal Bypass


Range of LL 19 20 17 30 32 43

Range of PI NP NP NP 9 9 17

Free Swell Index (%)

0 5 0 20 20 44

Observations and Conclusions The alignment samples were collected in the proposed bypass locations to assess the suitability of existing ground for embankment/ subgrade construction.

The Liquid Limit (LL) ranges between 17 and 43%, and these values are within the limit of MORTH specifications (<50%).

The range of values of plasticity index was found as Non-Plastic to 17. Free Swell Index was found maximum as 44%. All the measured PI and FSI values are also within the acceptable limits of MORTH guidelines, of 25% and 50% respectively.

In light of the above, it may be concluded that the existing natural ground/embankment are within the stipulated norms of MORTH in relation to the widening of the existing embankment (or) constructing subgrade on existing soils without any treatment.

5.9.10 Existing Pavement Composition and Analysis

Existing pavement composition (pavement course, material type, and thickness) was recorded at every subgrade strength test pit and Pavement composition pit dug at an interval of 0.5km along the road segment. The summary of existing pavement crust thickness is presented in tabular form as well illustrative diagram in Table 5.16 (A) & 5.16 (B) and Figure 5.23 (A) & 5.23 (B) respectively for sections from Km 379+100 to Km 465+000 & from Km 465+000 to Km 515+900.



Table 5.16(A): Summary of Existing Pavement Crust for section from Km 379+100 to Km 465+000

S. No. Existing

Chinage (Km.) Side

(LHS/RHS)

Pavement Composition (mm)

Bituminous Layer

Granular Layer

Hard Morrum/ Natural GSB

Old BT Layer

Old Granular

Layer

Old Morrum

1 379.300 RHS 90 300

2 379.500 LHS 160 280

3 380.000 RHS 80 150 220 120

4 380.500 LHS 150 220 100

5 381.000 RHS 90 140 250 150

6 381.500 LHS 100 170 300

7 382.000 RHS 120 170 190 90

8 382.500 LHS 170 130 160

9 383.000 RHS 110 140 120

10 383.500 LHS 160 460 160

11 384.000 RHS 110 270 190

12 384.500 LHS 300 160 130

13 385.000 RHS 130 170 160

14 385.500 RHS 90 200 400

15 386.000 LHS 110 250 180

16 386.500 LHS 90 440 130

17 388.000 RHS 130 280 180

18 388.500 LHS 110 320 160

19 389.000 RHS 150 120 240

20 389.500 LHS 100 150 160

21 390.000 RHS 90 270 220

22 390.500 LHS 120 110 130

23 391.000 RHS 110 160 190

24 391.500 LHS 140 130 290

25 392.000 RHS 110 180 170

26 392.500 LHS 90 160 180

27 393.000 RHS 110 280

28 393.500 LHS 70 200 190

29 394.000 RHS 80 220 130

30 394.500 LHS 110 190 250

31 395.000 RHS 100 250 140

32 395.500 LHS 120 200 150

33 396.000 RHS 90 130 380

34 396.500 LHS 90 200 160



S. No. Existing

Chinage (Km.) Side

(LHS/RHS)


Bituminous Layer

Granular Layer


Old BT Layer

Old Granular

Layer

Old Morrum

35 397.100 RHS 140 220 150

36 397.500 LHS 100 360 160

37 398.000 RHS 130 180 310

38 398.500 LHS 160 90 190

39 399.000 RHS 130 170 140

40 399.500 LHS 110 150 190

41 400.000 RHS 90 140 170

42 400.500 LHS 110 170 200

43 401.000 LHS 90 170 320

44 401.500 RHS 100 160

45 402.000 LHS 100 180 210

46 402.500 RHS 190 190

47 403.000 LHS 140 140 200

48 403.500 RHS 140 230 130

49 404.000 LHS 160 160 100

50 404.500 RHS 160 160 150

51 405.000 LHS 130 200 190

52 405.500 RHS 200 160 150

53 406.000 LHS 140 200

54 406.500 RHS 80 220 190

55 407.000 LHS 90 110 120

56 407.500 RHS 130 80 120

57 408.000 LHS 160 130

58 408.500 RHS 180 120 160

59 409.000 LHS 170 120 200

60 409.500 RHS 160 200

61 416.000 LHS 160 120 190

62 416.500 RHS 160 230 210

63 417.000 LHS 150 190 210

64 417.500 RHS 170 190 150

65 418.000 LHS 100 170 190

66 418.500 RHS 180 120 170

67 419.000 LHS 150 80 220

68 419.500 RHS 100 120 130

69 420.000 LHS 100 150 210



S. No. Existing

Chinage (Km.) Side

(LHS/RHS)


Bituminous Layer

Granular Layer


Old BT Layer

Old Granular

Layer

Old Morrum

70 420.500 RHS 70 170 220

71 421.000 LHS 90 160 110

72 421.500 RHS 100 180 210

73 422.000 LHS 110 120 200

74 423.700 RHS 110 140 90

75 424.200 LHS 90 150 180

76 424.700 RHS 100 240 130

77 425.700 RHS 110 260 150

78 426.200 LHS 130 140 180

79 426.700 RHS 160 140 160

80 427.200 LHS 160 300 180

81 427.700 RHS 140 200 130

82 428.200 LHS 140 300 160

83 428.700 RHS 130 170

84 429.200 LHS 110 90 120

85 429.700 RHS 120 170 150

86 430.000 RHS 130 120 160

87 430.200 LHS 120 170 100

88 430.500 LHS 150 110 100

89 431.000 RHS 80 160 130

90 431.400 LHS 110 210 170

91 432.000 RHS 120 200

92 432.500 LHS 110 210 180

93 433.000 RHS 120 210

94 433.700 LHS 100 190 250

95 434.500 RHS 100 210 180

96 435.500 RHS 100 220 170

97 436.000 LHS 100 200 200

98 436.500 RHS 90 140

99 437.000 LHS 100 200 180

100 437.500 RHS 100 140 100

101 438.000 LHS 100 200 210

102 438.500 RHS 90 190 150

103 439.000 LHS 90 180 130

104 439.500 RHS 120 100 240 60 100 200



S. No. Existing

Chinage (Km.) Side

(LHS/RHS)


Bituminous Layer

Granular Layer


Old BT Layer

Old Granular

Layer

Old Morrum

105 440.000 LHS 90 170 150

106 440.500 RHS 70 150 120

107 441.000 LHS 90 120 180

108 441.500 RHS 80 180 190

109 442.000 LHS 90 150 220

110 442.500 RHS 100 200 200

111 443.000 LHS 90 130 120

112 444.000 RHS 100 170 250

113 444.500 LHS 140 160

114 445.000 RHS 110 200

115 445.500 LHS 100 190

116 446.000 RHS 110 200

117 446.500 LHS 110 170

118 447.000 LHS 100 130

119 447.500 LHS 130 170

120 448.000 RHS 100 190

121 448.500 LHS 100 180

122 449.000 RHS 110 100

123 449.500 LHS 100 180

124 450.000 RHS 100 120

125 450.500 LHS 90 180 100

126 451.000 RHS 100 190

127 451.500 LHS 110 170

128 452.000 RHS 140 150

129 452.500 RHS 140 170 200

130 453.000 LHS 120 200 150

131 453.500 RHS 80 160 110

132 454.000 LHS 100 190 160

133 454.500 RHS 110 170 160

134 455.000 LHS 150 200 140

135 455.500 RHS 140 230

136 456.000 LHS 100 130 170 120

137 456.500 RHS 130 150 170

138 457.000 LHS 100 220 130

139 457.300 RHS 130 190 190



S. No. Existing

Chinage (Km.) Side

(LHS/RHS)


Bituminous Layer

Granular Layer


Old BT Layer

Old Granular

Layer

Old Morrum

140 458.500 LHS 100 180 230

141 459.000 RHS 95 180 190

142 459.500 LHS 100 150 190

143 460.000 RHS 110 200 320

144 460.500 LHS 180 130

145 461.000 RHS 120 160 150

146 462.000 LHS 80 240 180

147 462.100 RHS 100 200

148 462.600 LHS 70 240 190

149 464.200 RHS 95 190 180

150 464.700 LHS 100 240 190

Table 5.16(B): Summary of Existing Pavement Crust for section from Km 465+000 to Km 515+900

S. No. Existing

Chinage (Km.) Side

(LHS/RHS)


Bituminous Layer

Granular Layer


Old BT Layer

Old Granular

Layer

Old Morrum

1 465.200 RHS 100 120 180

2 465.600 LHS 60 200 190

3 466.100 RHS 130 90 300

4 466.500 LHS 50 240 220

5 467.000 RHS 110 150 180

6 467.500 LHS 90 150 240

7 468.000 RHS 60 200 230

8 468.500 LHS 200 180 320

9 469.000 RHS 200 120 280 80 170

10 469.500 LHS 110 80 260

11 470.000 RHS 130 140 150 120

12 470.500 LHS 170 160

13 471.000 RHS 100 200

14 471.500 LHS 110 170 240

15 472.300 LHS 90 90 60 140

16 473.500 RHS 80 110 70 200

17 474.000 LHS 130 110 250

18 475.500 LHS 110 100 120

19 476.000 RHS 130 250

20 476.200 LHS 130 190

21 476.800 RHS 210 170

22 477.100 LHS 70 80 200

23 477.500 RHS 120 100 170

24 478.000 LHS 130 230

25 478.500 LHS 160 90 120

26 479.000 LHS 60 130 170

27 479.500 RHS 110 190 170

28 480.000 LHS 120 100 120



S. No. Existing

Chinage (Km.) Side

(LHS/RHS)


Bituminous Layer

Granular Layer


Old BT Layer

Old Granular

Layer

Old Morrum

29 480.500 RHS 120 110 180

30 481.000 LHS 140 90 200

31 481.500 RHS 70 130 130

32 482.000 LHS 190 270

33 482.500 RHS 200 120 170

34 483.000 RHS 100 200 230

35 483.500 LHS 80 170 240

36 484.200 LHS 180 170

37 484.700 RHS 140 190

38 485.000 LHS 190 140 240

39 485.800 RHS 180 70 180

40 486.300 LHS 100 180 200

41 487.000 RHS 200 150 90 190

42 487.500 LHS 180 180 250

43 488.000 LHS 160 170 280

44 488.500 RHS 150 110 220

45 489.000 LHS 180 190

46 502.600 LHS 70 190

47 503.000 RHS 70 230

48 503.500 LHS 110 160

49 504.000 RHS 120 220

50 504.500 LHS 140 150

51 505.500 RHS 180 220

52 506.000 LHS 120 200

53 506.500 RHS 110 180

54 507.000 LHS 180 160 170

55 507.500 RHS 120 130

56 508.000 RHS 130 110

57 508.500 LHS 70 130

58 508.900 RHS 130 210

59 509.600 LHS 250 240

60 510.000 RHS 90 240

61 511.200 LHS 100 130 150

62 512.000 RHS 100 150

63 512.500 LHS 80 150 100

64 513.000 RHS 110 120 220

65 513.500 LHS 100 90 100 90

66 514.000 RHS 80 190

67 515.000 LHS 100 160

68 515.500 RHS 120 100 210

69 516.000 LHS 100 150 200

70 516.500 RHS 100 140 120

71 517.000 LHS 120 170 190

72 517.500 RHS 140 110

73 518.000 LHS 100 130 190

74 518.500 RHS 110 90

75 519.000 LHS 100 130

76 519.500 RHS 100 160

77 520.000 LHS 120 150 230

78 521.000 LHS 190 100 90



S. No. Existing

Chinage (Km.) Side

(LHS/RHS)


Bituminous Layer

Granular Layer


Old BT Layer

Old Granular

Layer

Old Morrum

79 521.500 RHS 300 110

80 522.000 LHS 300 120

81 522.500 RHS 200 140 200

82 523.000 LHS 220 100 190

83 523.500 RHS 190 200

84 524.000 LHS 200 150

85 524.500 RHS 130 160 130

86 525.000 LHS 110 190

87 525.500 RHS 170 120

88 526.000 LHS 160 130

89 536.500 LHS 180 140 150

90 537.000 LHS 160 150

91 537.500 RHS 150 230 100

92 538.000 LHS 230 190

93 538.500 RHS 200 150 160

94 539.000 LHS 110 210

95 539.500 RHS 180 120 180

96 540.000 LHS 160 120 190

97 540.500 RHS 170 240

98 541.000 LHS 130 120 130

99 541.500 RHS 130 110 250

100 542.000 LHS 160 150

101 542.500 RHS 140 100

102 543.000 LHS 150 60

103 543.500 RHS 210 180

104 544.000 LHS 140 160

105 544.500 RHS 140 180

106 545.000 LHS 130 140

107 545.500 RHS 150 200

108 546.000 LHS 150 200

109 546.500 RHS 130 190 120

110 547.000 LHS 120 80 180

111 547.500 RHS 110 90

112 548.000 LHS 80 120 130

113 548.500 RHS 120 130 80

114 549.000 LHS 50 220 100

115 549.500 RHS 90 PQC 190

116 550.000 LHS 110 80

117 550.500 RHS 80 180

118 551.000 LHS 80 240



Figure 5.22: Photographs showing Existing Pavement Crust Composition



Figure 5.23(A): Existing Pavement Crust Summary in Section Km 379+100 to Km 465+000

Figure 5.23(B): Existing Pavement Crust Summary in Section Km 465+000 to Km 515+900

0

100

200

300

400

500

600

700

800

900

Exi

stin

g P

avem

ent C

ompo

sitio

n (m

m)

Existing Chinage (km): NH-47, Cherthalai-Thiruvananthapuram Road: Pkg-I

Bituminous Layer Granular Layer Hard Morrum/ Natural GSB Old BT Layer Old Granular Layer Old Morrum

0

100

200

300

400

500

600

700

800

900

Exi

stin

g P

avem

ent C

ompo

sitio

n (m

m)

Existing Chinage (km): NH-47, Cherthalai-Thiruvananthapuram Road: Pkg-II

Bituminous Layer Granular Layer Hard Morrum/ Natural GSB

Old BT Layer Old Granular Layer Old Morrum



Observations and Conclusions:

The existing pavement along the project corridor is flexible in nature. The pavement

composition comprises of bituminous layer, granular base/sub base on subgrade.

At few locations old bituminous and old granular layers were observed.

5.9.11 Materials Investigation

Borrow Area Soil

Extensive survey was conducted to locate the potential sources of borrow area soils required for the construction of embankment and subgrade with in the reasonable lead distance. The details of collected borrow area locations are presented in Table 5.17 below.

Table 5.17: Details of Borrow Area Soils

Ref. No.

Nearest Existing

Chainage (km)

Side (LHS/RHS)

LEAD (km)

Location Details Ownership Details

Quantity Availability

* (Cu.m)

Functioning (Yes/No)

BA-1 387 LHS 38 Njeezhoor, Kottayam Owner

Name:Josethomas 854754498

10125 Yes

BA-2 400 LHS 7 Thannermukam,

Puthangadi

Owner Name:Ponnapan

9447403461 15187.5 yes

BA-3 416 LHS 39 Vill:Mallapally,Keezhvaipur Owner Name:

Monse 8137011375

10125 Yes

BA-4 419.1 RHS 0.1 Vill:Punnapra,Alappuzha Owner

Name:Madhu 9895753803

Nil No

BA-5 407.000

(435.000) LHS

58.0 (35.0)

Koolippara (Village), Ezhumattoor,

Pathanamthitta (District)

Owners Name: Kachanath Minerals &

Metals

25312.5 Yes

BA-6 467 LHS 7.6 Pavumba (Village),

Karunagappally (Tehsil), Kollam (District)

Owner Name: Mr. Raju,

9946351153 35437.5 Yes

BA-7 473 LHS 6 Panayannarkavu (Village),

Muthukulam (Taluk), Alappuzha (District)

Owner Name: Mr. Surender - 9539755260

Nil No

BA-8 477 LHS 20 Poreekkal (Village),

Kottarakkara (Tehsil), Kollam (District)

Owner Name: Mr. Girish,

9744523086 48600 Yes



Ref. No.

Nearest Existing

Chainage (km)

Side (LHS/RHS)

LEAD (km)

Location Details Ownership Details

Quantity Availability

* (Cu.m)

Functioning (Yes/No)

BA-9 478 LHS 23 Mulavana (Village), Chittumala (Tehsle),

Kollam (District)

Owner Details: Revenu Land, Panchayath

25312.5 Yes

BA-10

482 LHS 1.7 Puthukkad (Village),

Karungapally (Tehsle), Kollam (District)

Owner Name: Mr.

Ramchandran, 9447455626

Nil No

BA-11

504 LHS 35 Venchempu (Village), Kottavattom, Kollam

(District)

Owner Details: Revenu Land, Panchayath

20250 Yes

BA-12

518 LHS 6.1 Velamanoor (Village),

Paripally, Kollam (District)

Owner Name: Mr. Shashidar

Monark, 9746777483

25312.5 Yes

BA-13

525 LHS 3.5

Ponganadu, Puthusserimukku (Village),

Kilimanoor (Taluk), Thiruvananthapuram

(District)

Owner Name: Mr. Abdul Samad,

9847378426 18225 Yes

BA-14

530.5 LHS 4.2

Kunnuvila vedu, Alamcode, Atingal,

Thiruvananthapuram (District)

Owner Name: Mr. Shubhash Chandra Babu,

8086834080

73912.5 Yes

BA-15

542 RHS 1.7

Thonnakkal (Village), Kazhakuttam (Tehsile), Thiruvananthapuram

(District)

Owner Details: Revenu Land,

Village Panchayath

55687.5 Yes

BA-16

543.5 LHS 19

Irincheyam (Village), Nedumangad,


Owner Name: Mr. Rasheed

(9745156908), Mr. Mohan Lal (9048828599)

81000 Yes

Laboratory tests are conducting on the collected borrow area samples as mentioned in the Table 5.17. The test results summary is presented in Table 5.18 & test results are presented in Annexure-5.5



Table 5.18: Test results summary

Ref. No.

Nearest Existing Chinage

(Km.)

Soil Classification

as per IS: 1498

Gradation: Percent by weight passing through

the Sieve Atterberg Limits

Modified Proctor Test 4-Days

Soaked CBR (%)

Free Swell

Index (%) 4.75 mm

2.0 mm

425 micron

75 micron

Liquid Limit (LL) %

Plasticity Index (PI)

Max. dry

density gm/cc.

OMC (%)

BA-1 387 SM 70.2 68.4 50.1 15.9 18 NP 2.08 9.8 11.2 0

BA-2 400 SM 52.1 46.5 31.9 18.7 41 11 1.99 12.3 13 20

BA-3 416 SM 93.9 90.2 88.7 23 21 NP 1.91 10.4 9.3 5.3

BA-4 419.1 SM 90.3 89.6 88.4 21.3 19 NP 1.94 9.7 9.8 0

BA-5 407.000

(435.000) GM 44.1 40.1 20.7 6.4 24 NP 2.11 8.7 15.6 0

BA-6 467 SM 71.2 69.2 52.3 16.8 19 NP 2.03 9.3 13.4 0

BA-7 473 SM 95.6 95.4 89 14.7 20 NP 1.99 8.9 12.5 0

BA-8 477 GC 49.5 45 29 22 36 13 1.98 14.6 11.1 25

BA-9 478 SC 53.5 48.5 32.5 19.5 33 11 2.07 12.1 13.8 15

BA-10 482 SC 52.4 48.7 32.6 25.1 43 19 2.02 13.8 10.1 44

BA-11 504 GP 46.5 41.5 24.5 11 42 16 2.1 14.4 15.9 37

BA-12 518 SM-SC 62 59 35 15 28 7 2.11 9.3 16.7 13

BA-13 525 SC 65 63 44 31.5 38 14 1.92 14.2 12.2 30

BA-14 530.5 SM 68.5 65 39.5 18.5 23 4 2.05 10.4 12.6 7

BA-15 542 SC 68.5 65.5 53.5 36 39 15 1.79 17.4 10.2 40

BA-16 543.5 SM 71 68.5 34.5 13 21 NP 2.01 8.5 10.7 0

Observations and Conclusions

The collected borrow soils are sand or gravel in nature. The liquid limit of the soil ranging between 19 to 43 percent and Plasticity Index ranges from Non Plastic to 19. The obtained LL & PI are within the acceptable limits as per MoRTH specifications (LL < 50% & PI < 25).

Free Swell Index of obtained soils ranges between 0% and 44%, and these values are with the acceptable limit of MORTH specifications (FSI < 50%).

The MDD of borrow area soil vary between 1.79 to 2.11g/cc and Optimum moisture content required between 8.5 to 17.4%. As per MoSRT&H specifications the borrow soil should have the minimum MDD (IS: 2720, Pt-8) of 1.75 g/cc for use in Subgrade (Clause 305.2.1.5, MoSRT&H).

Referring to the above limitations, all the borrow area soils are meeting the required standards to use it in the subgrade & embankment construction.

Giving due allowance for possible variability during construction operations, it is recommended to consider effective subgrade CBR of 10.0% for pavement design.



5.8.12 Coarse aggregates (stone) Nine coarse aggregate sources are identified, and these sources are near to the project road. The required samples were collected and conducted the required testing as stated in Table 5.19. The details of collected coarse aggregate are given in Table 5.19.

Table 5.19: Details of Coarse aggregate (stone) quarries

Quarry Ref. No.

Side (LHS/RHS)

Nearest Existing

Chainage (km)

Lead for Nearest

Chainage (km)

Crusher Name Location

AQ-1 LHS 438.000 13.0 J.J Stone Crusher Kadapra (Village), Niranam (Post), Thiruvalla (Tehsil), Pathanamthitta

(District)

AQ-2 RHS 459.000 5.0 K. B Stone Crusher Puttuppally (Village), Alappuzha

(District)

AQ-3 LHS 476.000 4.5 Star Stone Crusher Mynagappally (Village), Kunnathur

(Tehsil), Kollam (District)

AQ-4 LHS 476.000 25.0 Mundakkal Crusher Vendar (Village), Kottarakara (Tehsil),

Kollam (District)

AQ-5 LHS 478.000 10.0 Jasmine Granites Kadappakkuzhy (Village), West Kallada

(M& Tehlsi), kollam (District)

AQ-6 LHS 498.000 7.0 Akkavila Crusher Mukhathala (Village/Small Zone),

Ayathil (M&P), Kollam (Town/District)

AQ-7 LHS 516.000 2.0 G K Crusher Nadakkal (Village), 2 km from

Kalluvathukkal (Twon), Kollam (District)

AQ-8 LHS 518.000 25.0 Sathyam Crusher Kadakkal (Village), Kottarakkara

(Tehlsi), Kollam (District)

AQ-9 LHS 545.000 16.0 M.K.N Bricks & Blue

Metals Pvt Ltd.

Thannimoodu (Village), Vamanapuram (Tehsil),


Test summary of the test results are given Table 5.20. The physical requirement of coarse aggregate in road construction is listed in Table 5.21 for all pavement layers as per MORTH 5th revision.

Table 5.20: Test Results Summary of Coarse Aggregates (Stone)

Sl. No. Source/ Lead Size

(mm) Specific Gravity

Water Absorption

(%)

A.I.V (%)

LAV

(%)

Coating Value (%)

AQ.1 Kadapra (Village), Niranam (Post), Thiruvalla (Tehsil), Pathanamthitta (District)

20 2.68 0.45 28.6 34.5 >95%

10 2.69 0.51

AQ.2 Puttuppally (Village), Alappuzha (District)

40 2.77 0.38

27.3 33.1 > 95% 20 2.78 0.33

10 2.75 0.55

AQ.3 Mynagappally (Village),

Kunnathur (Tehsil), Kollam (District)

20 2.76 0.38 25.2 30.9 >95%

10 2.73 0.41

AQ.4 Vendar (Village), Kottarakara 20 2.81 0.28 26.1 32.4 >95%



Sl. No. Source/ Lead Size (mm)

Specific Gravity

Water Absorption

(%)

A.I.V (%)

LAV

(%)

Coating Value (%)

(Tehsil), Kollam (District) 10 2.80 0.35

AQ.5 Kadappakkuzhy (Village), West Kallada (M& Tehlsi),

kollam (District)

20 2.71 0.34 28.5 35.0 > 95%

10 2.70 0.31

AQ.6 Mukhathala (Village/Small

Zone), Ayathil (M&P), Kollam (Town/District)

20 2.71 0.58 29.2 38.9 >95%

10 2.68 0.66

AQ.7 Nadakkal (Village), 2 km from

Kalluvathukkal (Twon), Kollam (District)

40 2.68 0.25

23.4 29.2 >95% 20 2.70 0.25

10 2.69 0.29

AQ.8 Kadakkal (Village),

Kottarakkara (Tehlsi), Kollam (District)

40 2.71 0.38

26.3 33.9 > 95% 20 2.70 0.41

10 2.71 0.35

AQ.9

Thannimoodu (Village), Vamanapuram (Tehsil), Thiruvananthapuram

(District)

20 2.77 0.37

25.8 33.4 >95%

10 2.74 0.40

Table 5.21: MORTH 5th Revision Specifications for Coarse Aggregate in road construction

S. No. Test

Pavement Layer

GSB WMM BM DBM BC

1 Water Absorption 2% (Max)* 2% (Max) 2% (Max) 2% (Max) 2% (Max)

2 Los Angeles

Abrasion Value - 40% (max) 40% (max) 35% (max) 30% (max)

3 Aggregate Impact

Value 40% (max) 30% (max) 30% (max) 27% (max) 24% (max)

4 Striping/ Coating - - 95% (min.) 95% (min.) 95% (min.)

*If Water absorption value is more than 2, the aggregate is to be tested for Wet Aggregate Impact


Water absorption and coating values are well within the acceptable limit to use it in all layer construction. But, the Aggregate Impact Value (AIV) and Los Angeles Abrasion Value (LAV) of tested quarry materials is varying as per MORTH specifications to use it in various pavement layers.

5.8.13 Fine Aggregate (Sand) Materials

One river sand and four M-Sand samples were collected, and the details of source locations are given in Table 5.22.



The required laboratory tests were conducted on the collected samples as mentioned in the Table 22. Summary of the test results are presented in Table 5.23.

Table 5.22: Details of Fine aggregate (Sand) quarries

S Q. No. Nearest Existing

Km.

Side (LHS/RHS)

Lead (km)

Source/ Crusher Name Village Details

SQ.1 459.000 RHS 5.0 K. B Stone Crusher Puttuppally (Village), Alappuzha (District)

SQ.2 476.000 LHS 25.0 Mundakkal Crusher Vendar (Village), Kottarakara (Tehsil), Kollam (District)

SQ.3 476.000 LHS 4.5 Star Stone Crusher Mynagappally (Village), Kunnathur (Tehsil), Kollam (District)

SQ.4 545.000 LHS 16.0 M.K.N Bricks & Blue

Metals Pvt Ltd.

Thannimoodu (Village), Vamanapuram (Tehsil), Thiruvananthapuram (District)

SQ.5 379.000 LHS 40 Periyar River Sand Aluva

Table 5.23: Test Results Summary of Fine Aggregates (Sand)

S.Q. No.

Design Ch.

(km)

Location / Chainage

Sieve Analysis (% Passing by Weight)

Material finer

than 75 micron

(%)

Sand Equivalent

(%)

Fineness Modulus

Zone Sp.

Gravity 4.75 mm

1.18 mm

0.600 mm

0.15 mm

SQ.1 459.000 Puttuppally

(Village), Alappuzha (District)

97.5 62.4 53.2 15.6 3.5 90 2.55 II 2.67

SQ.2 476.000 Vendar (Village),

Kottarakara (Tehsil), Kollam (District)

100.0 52.3 34.1 14.0 5.4 94 2.79 II 2.68

SQ.3 476.000

Mynagappally (Village), Kunnathur

(Tehsil), Kollam (District)

100.0 81.3 61.3 21.2 3.1 89 1.99 III 2.65

SQ.4 545.000

Thannimoodu (Village),

Vamanapuram (Tehsil),

96.3 58.5 45.1 16.1 3.7 92 2.73 II 2.68

SQ.5 379.000 The Periyar River

Sand, Aluva 97.5 46.0 15.3 3.2 2.3 94 3.44 II 2.58

Specification Limit For Zone I 90-100 30-70 15-34 0-10 3.0 More than 50 as per

2-3.5

-



S.Q. No.

Design Ch.

(km)

Location / Chainage

Sieve Analysis (% Passing by Weight)

Material finer

than 75 micron

(%)

Sand Equivalent

(%)

Fineness Modulus

Zone Sp.

Gravity 4.75 mm

1.18 mm

0.600 mm

0.15 mm

Specification Limit For Zone II 90-100 55-90 35-59 0-10 3.0 MOSRTH for fine

aggregates to be used

in bituminous

mix

2-3.5

-

Specification Limit For Zone III 90-100 75-100 60-79 0-10 3.0 2-3.5

-

Specification Limit For Zone IV 95-100 90-100 80-100 0-15 3.0 2-3.5

-


The Periyar River Sand: The fineness modulus of Periyar river sand is conforming to the specified limits of MoRTH specifications (not less than 2 or greater than 3.5), and the zone of sand is specified as Zone-II.

M-Sand: Except star stone crusher M-Sand, rest of three quarry sands are meeting the requirements and conforming to Zone-II is conforming to the specified limits of MoRTH specifications (not less than 2 or greater than 3.5), and the zone of sand is conforming to Zone-II. The sand Quarries are free from dust, lumps, soft or flaky material.



CHAPTER 6 INDICATIVE DESIGN STANDARDS, METHODOLOGIES AND SPECIFICATIONS

6.1. Introduction

The main objective of geometric design process is to provide an optimal geometry, which will satisfy the following criteria:

Enable the Road Facility to perform its desired function with optimal safety considerations.

Minimize the Construction, Operations and Maintenance Costs.

Minimize Environmental and Social Impacts to the users in particular and community at large.

The road stretches currently under up gradation proposal are newly declared national highways, which are formed by various state highways and other roads and need augmentation of its current capacity to cater to the traffic demand. The Project Road is required to be rehabilitated and upgraded to 4- lane divided carriageway with paved shoulders. The Geometric Design Standards are being drawn up with an aim to ensure that there is uniformity in the basic provisions and the capacity augmentation planned and implemented in the stretches proposed for rehabilitation and up gradation.

6.2 Basic Postulates

Before finalizing the design philosophy the basic postulates of the Project Road is required to be kept in view which are as under:

A uniform application of design standards for any area is essential from the viewpoint of road safety and the smooth flow of traffic. The selection of optimum design standards reduces the possibility of early obsolescence of the facility, which can be brought about by any inadequacy in the original standards.

Faulty geometric standards, after construction, are often difficult to rectify at a later date and they are always costly. As such, both horizontal and vertical geometry should be accorded due importance at the initial design stage itself and selected standards should not be compromised without the most careful deliberation.

The design should thus be consistent within any area and the standards proposed for the different elements should be compatible with one another. It is sometimes necessary to reduce the selected design speed for economic reasons but any abrupt changes in the design speed must be avoided.

The selected design should minimize the total transportation cost, including initial construction costs, costs for the maintenance of the facility and the costs borne by the road users.

Safety should form an integral part of the design elements.

“Ruling” standards should be followed as a matter of routine. “Minimum” or “Limiting” standards should be followed only where serious restrictions are imposed by technical or economic considerations.



6.3 Standards and Specifications Adopted

Design Standards for the Project Road have been prepared based on the following Guidelines:

Manual of Specification & Standards for Four Laning (IRC:SP:84-2014)

Manual on Road Safety Audit (IRC:SP:88-2010)

Manual for Safety in Road Design by Government of India, Ministry of Road Transport & Highways (Road Wing –September 1998)

Other IRC Standards/Manuals and All notations, abbreviations and symbols used in the reports.

Documents and drawings are prepared as per IRC: 71.

Guidelines set out by Member Tech. (NHAI) vide letter no: NHAI/BOT-2/11012/Phase-IV/NH-209/2010/949 dt. 3rd November 2016 have also been adopted for all engineering parameters, wherever applicable.

6.4 Geometric Design Standards of 4 Lane Road

6.4.1 Warrant for 4 Laning

Table 6.1: Design Service Volume for 4 lane Highways in PCUs per day

Terrain Design Service Volume in PCUs per Day

Level of Service (LOS) B Level of Service (LOS) C

Plain 40000 60000

Rolling

Based on traffic analysis on the Project road, the traffic is more than 40,000 or 60,000 PCU/day in the year 2017 for the various homogeneous sections which mandates a LOS –B & C condition in a 4 lane divided roadway section. Hence, up gradation of the existing 2 lane NH-47 is proposed for 4 lane divided carriageway with service road (in order to cater to the extensive urban habitation all along the road stretch).

6.4.2 Mainline Design Criteria

The design criteria for mainline are listed in Table 6.2.

Table 6.2: Mainline Design Criteria General

General

Terrain Plain & Rolling

Design Speed (V)

Ruling or Desirable 100 Kmph

Lane configuration 2 x 2 lane divided carriageway

Existing available Right of way Generally 24-30 m, excepting for Attingal and Mamam town where it is further narrow.

Safe Stopping Sight Distance 180 m for 100 kmph

Desirable Sight Distance 360 m for 100 kmph

Each Lane Width 3.5 m

Median Type Raised Kerbed (Barrier type) Median

Median Width

Open country situation 5.0 m (including both side shyness of 0.5 m each)



General

Built up section 2.5 m (including both side shyness of 0.5 m each)

Paved Shoulder Width

Open Country Section

Right or Inner NA

Left or Outer 1.5 m

Built up section

Right or Inner NA

Left or outer 2.0 m

Approach to Bridges

Right or Inner NA

Left or outer 1.5 m

Earth Shoulder (Verge)

Open country section

Right or Inner NA

Left or outer 2.0 m

Built up section

Right or Inner NA

Left or outer NA

Approach to Bridges

Right or Inner NA

Left or outer NA

Horizontal Alignment

Minimum Radius with Normal Cross Slope 1800 m

Desirable Minimum Radius 400m

Design friction factor (f) 0.15

Maximum Super elevation Rate (emax) 5.0%

Normal Cross slope for Carriageway including Paved Shoulder (c)

2.5%

Earth Shoulder (Verge) Slope 3.0%

Maximum Relative Gradients 0.67% (1 in 150)

Median Opening spacing 2 Km Minimum (open country)

0.5km (built up area)

Median Opening 20 m (minimum)



Vertical Alignment

Maximum Grade 2.5% (Desirable/Ruling)

3.33% (Maximum allowable or Limiting)

Minimum Grade 0.3% (Desirable)

Minimum Vertical Curve Length, (L) = K*A

Where, minimum value of K factor,

for Crest curve 73.6 (for Stopping Sight Distance)

for Crest curve 135 (for Desirable Sight Distance)

for Sag curve 41.5 (for Headlight Sight Distance)

and A=algebraic difference of grade

(However, minimum allowable length of curve for both crest and sag curves be 60 m, provided the A value is greater than 0.5%. For A value less than or equals to 0.5% no need of providing vertical curves)

Vertical Clearance for Underpass Structures

For Vehicular Underpass (VUP) 5.5 m

For Light Vehicular Underpass (LVUP) 3.5 m

For Pedestrian or Cattle Underpass (PUP)

3.0 m to 4.5m (In case existing PUP is present, similar height of clearance would be adopted for the new structure)

Vertical Clearance for Overpass Structures

For Vehicular Overpass (VOP) 5.5m

For Pedestrian Foot Over bridges (FOB) 5.5m

Vertical Clearance for ROB (Road over Rail) 6.5 m

Super Elevation

a) Super-elevation values as given in Plate 1 (IRC: 73-1980) shall be used for design speed and given radius.

b) Super elevation shall be limited to a maximum of 5 % (7% in case when radius is less than desirable minimum).

c) Super elevation in any case shall not be provided less than the minimum specified cross fall/camber. Transition Curves (Ls)

Type of Transition curves used in this design is Clothoid Spiral Curve.

The minimum length of transition curve shall be determined from the following two considerations and the larger of the two values shall be adopted for design:

1) Based on rate of change of centrifugal acceleration (C):

Ls =0.0215 V3

RC

Where V is design speed in Kmph, R= radius provided in m.



and, C =80

75+R (Subject to a maximum of 0.80 and minimum of 0.50)

2) Based on runoff length (Lr) which is the length required for super elevation application {from 0% to design super elevation (e) at a Relative gradient not steeper than 1 in 150 (= 0.67%), for plain terrain

𝐿𝑠 = 𝐿𝑟 =𝑊𝑒%

0.67

Where W = width of carriageway rotated (including paved shoulder), e% = design super elevation (in percent)

Vertical Alignment

On the vertical alignment, parabolic curves are used with the property of having uniform/constant value of rate of change of gradient with respect to horizontal distance. The following parameters are used to describe the vertical alignment.

SSD (minimum Stopping Sight Distance) = 180m

ISD (Desirable Sight Distance) = 360m

g (Desirable gradient of the road alignment) = 2.5%

g (Maximum gradient of the road alignment) = 3.3%

A (grade difference in % of the vertical parabolic curve) = g1-g2

Where, g1 and g2 are the upstream and downstream gradients respectively of the alignment vertical curve

Minimum length of vertical curve is given by (for design speed of V=100 Kmph),

L=K*A

Where,

K (rate of change of Gradient) =73.6 for crest curve for SSD and 41.5 for sag curve

However, in case the length of vertical curves (valid for both of Crest and Sag curves) becomes less than 0.6*V i.e. 60 m, a minimum of 60 m length has to be introduced, for the cases so long as the A value is in excess of 0.5%.

Whenever, A<= 0.5%, there is no need of providing vertical curve.

The value of K factor is calculated based on the fact that the driver of the vehicle, travelling with the design speed on the vertical curve (crest or sag), is always able to see any object situated at a distance equal to SSD, when the height of eye of the driver and the height of the object are 1.2m and 0.15m respectively.

6.4.3 Service Road Design Criteria

Service roads are proposed throughout the project length except for Attingal bypass and are designed to carry traffic in both directions. They are running parallel to the main line and therefore are inheriting its geometric characteristics as far as horizontal and vertical alignments are concerned. However, a set of criteria for design of service roads are established separately to check against especially in relation to cross section elements. These criteria are listed in Table 6.3.



Table 6.3: Service Road Design Criteria

General

Terrain Plain & Rolling

Design Speed 40 Kmph

Lane configuration 2 Lane Single Carriageway (both direction)

Minimum Stopping Sight Distance (SSD) 45 m

Carriage way width

In normal circumstances 7.0 m

In extreme constrained situation 5.5 m

Shoulder Width No shoulder

Walkway

Inside 2.0 m

Outside 1.5 m

Horizontal Alignment

Minimum Radius with Normal Camber 285 m

Minimum Radius 65 m

Maximum Super elevation Rate 5.0%

Normal Camber 2.5%

Maximum Relative Gradients 0.67% (1 in 150)

Vertical Alignment

Maximum Grade

Ruling 3.33 % (1 in 30)

Limiting 5.0% (1 in 20)

Minimum Vertical Curve, K factor

Crest 4.6

Sag 6.6

(However, minimum allowable length of curve for both crest and sag curves be 20 m, provided the A value is greater than 1.2%. For A value less than or equals to 1.2% no need of providing vertical curves)

Minimum allowable length for Crest and Sag curves 20 m

Vertical Clearance under Structures 5.5m

6.4.4 Roadway Width

The width of roadway shall depend upon the width of carriageway, shoulders and the median.

6.4.5 Extra Widening on Sharp Curve

The extra widening on sharp curve shall be as given in Table 6.4.



Table 6.4: Extra Widening on Curve

Radius of Curve Extra Widening

75-100 m 0.9 m

101-300 m 0.6m

6.4.6 Vehicular Underpass/Structures

Introduction

a) The vehicular underpass/overpass structure shall be provided at the intersection of the Project highway with all roads carrying an average daily traffic (ADT) of more than 10,000 PCUs per hr vide IRC:92, Clause 3.1 (iii) unless otherwise specified.

b) The Structure shall be either an underpass or an overpass and shall be decided based upon the nature of the terrain, vertical profile of the road and also the availability of ROW.

Underpasses a) Underpass shall be provided where a cross road is taken below the Project Road.

b) The vertical clearance shall not be less than the value indicated in the Table 6.5.

Table 6.5: Vertical Clearance for the Underpass

Type of Underpass Vertical Clearance

Vehicular Underpass 5.5 m

Pedestrian and Cattle Underpass 3.0 m to 4.5m (In case existing PUP is

present, similar height of clearance would be adopted for the new structure)

Overpass

a) Overpass shall be provided where a structure crosses over the Project Highway.

6.4.7 Cattle and Pedestrian Underpass

a) The underpasses/overpasses for the crossing of cattle and pedestrian shall be determined based on the requirement at site.

b) The width of Pedestrian or the Cattle Underpass shall not be less than 7 m.

6.4.8 Intersections and Grade Separators

The Intersections to be provided shall be one of the followings:

i) At Grade Intersections

ii) Grade Separated Intersections

iii) Interchanges

At-Grade Intersections

The At Grade Intersections shall be provided at crossing locations, where the traffic on the cross roads are low to moderate.

The type of intersections to be provided shall be as under:

Three Leg Intersection

Four Leg Intersection



Multi Leg Intersection

The Design of different elements of intersection shall be done as per IRC: SP: 41 and as per MOR&TH-Type Designs for Intersections on National Highways, 1992.

Design Standards shall be as per IRC: SP: 41.

Traffic Control Devices (such as Road Markings, Signs, Reflectors, etc.) shall be provided as per the provisions of IRC: SP: 41, IRC: 35 and also IRC: 67.

Grade Separated Intersections

a) As an intermediate solutions between At-grade Intersections and Interchanges.

b) Generally provided at locations where traffic on cross roads is moderate to heavy and segregation though essential, cannot be provided due to cost constraints.

Interchanges

a) Interchange shall be provided at locations where the traffic on the cross roads is heavy and the At –grade intersection is not able to handle the heavy volume of turning, merging and diverging traffic leading to excessive delays and fatal and major accidents.

b) Interchange shall be provided where the total traffic on all the arms of the intersection is in excess of 10,000 PCUs in peak hour as indicated in section 3.4 of the two laning manual.

c) The type of interchange shall be trumpet, Diamond, cloverleaf, rotary and directional.

d) The Geometric Design Standards shall be as per IRC: 92 appropriate for the Design Speed adopted for the Project Highway.

e) The Design Speed for ramps shall not be less than 40 Km/hr.

Geometrical Characteristics for the Grade Separated Structures

The various elements of the grade separated structures are as under:

a) Underpass

b) Overpass

c) Loops

d) Ramps

e) Rail over Bridge (ROB)

The details of underpasses have been indicated in section 6.3.7 and 6.3.8 of this chapter above and the details of ROBs are covered in the structural section.

6.4.9 Road Embankment a) The roadway width shall be as specified in Table 6.2 and 6.3.

b) Where the bottom of existing sub grade is 0.60 m above the HFL, the existing height of the embankment shall be retained.

c) For the new four lane road, the bottom of sub grade shall be 1.0 m above the high flood level (HFL)/ Ponded water level to ensure proper drainage.

d) High embankments (height 6 m or more) in all soils shall be designed from stability considerations and for design of high embankments IRC: 75: shall be referred.

e) On High embankments, the protection measures shall consist of the following:

Vegetative Cover

Kerb Channels

Chute

Stone Pitching/Cement Concrete Block Pitching



In case of cut section slope stability measures such as Pitching, breast walls, etc shall be provided.

f) The Side Slopes of the cuttings shall be provided as per the nature of soil encountered.

Road Safety Devices

The Road Safety Devices shall consist of the following:

a) Road Markings and traffic Signs

b) Roadside Safety Barriers including Pedestrian Railings.

Road Markings

a) Road Markings shall comprise of carriageway markings such as longitudinal markings and object markings such as raised pavement markers (Cat’s Eyes or Road Studs).

b) All markings shall conform to IRC: 35:1997

Road Signs

1. Three types of Road signs shall generally be provided (such as Mandatory/Regulatory, Cautionary/Warnings, and informatory signs.

2. Locations of Signs shall conform to IRC: 67 and Section 800 of MOR&TH Specifications.

Safety Crash Barrier

Semi-rigid type such as “W” Beam Type Steel Barriers shall be provided on the high embankment section (where the height of embankment is more than 3.0m and embankment for slope is steeper than 3H:1V)

Rigid Type such as Concrete Crash Barriers shall be provided on the bridges.

6.4.10 Road Drainage

The general design guidelines for the Road Drainage shall be as under:

a) The Design of Drains shall be carried out in accordance with IRC: SP: 42:1997 and IRC: SP: 50:1999

b) For Surface Drainage, the estimation of Design Discharge and the design of Drain Sections shall be as per the procedure given in IRC: SP: 42:1997.

c) The longitudinal slope of the drain shall not be less than 0.3 % for lined drains and 1.0 % for unlined drains.

d) The Side slopes of the unlined drains shall not be steeper than 2H: 1V.

e) The Drains on the paved areas shall be provided with CC linings.

f) The Median Drainage shall be provided where dual carriageway is provided.

g) The Drainage of High Embankment shall be provided with the provision of kerb channel and CC lined chutes.

j) Necessary Sub-Surface Drains shall be provided as required.

6.5 Design of Pavement

The design standards followed are:

a) The new flexible pavement shall be designed to cater for design traffic for a design period of 15 years. Design shall be undertaken as per IRC-37: 2012 (Tentative Guidelines for the Design of Flexible Pavements). While design the pavement, provision made in IRC: SP:84-2014(Manual of Specifications & Standards for Four Laning of Highways through Public Private Partnership).



b) For rehabilitation of existing pavement, flexible overlay shall be designed according to IRC: 81 – 1997 (Guidelines for Strengthening of Flexible Road Pavements using Benkelman Beam Deflection Technique).

c) Rigid pavement if proposed for main carriageway shall be designed as per IRC: 58-2015 (Guidelines for the Design of Plain Jointed Rigid Pavements for Highways) for 30 years design life.

d) Pavement for service roads shall be designed as per IRC: 37- 2012 for design traffic specified in IRC: SP 84-2014 for four-lanes and IRC: SP 73 2015 for two lanes.

e) Block Pavement if proposed shall be designed as per IRC: SP: 63-2004 (Guidelines for the Use of Interlocking Concrete Block Pavement).

6.6 Design Standards For New Proposed Bridges/Structures

Planning for New Structures

The Proposed alignment is meant for 4-Lanning of existing 2-Lane highway. However, considering present traffic volume and to avoid future difficulties in widening of constructed bridges the structure configuration has been proposed following 4 Lane divided highway (6 Lane standards) as per Cl 7.3 (ii-b) of IRC SP 84:2014 i.e. and accordingly following philosophy has been adopted for proposed structures.

S. No. Structure Type Planning

1.0 Major(MJB)/Minor(MNB) Bridge

Existing structure condition is good from structural aspect and same can be retained for future use at present.

The 3-Lane new bridge will be provided beside of the exiting bridge for one side traffic. Additionally, new 2-Lane bridge will be proposed beside of existing bridge, which will serve for another side traffic along with existing bridge. There also will be footpath on deck of both 3-Lane and 2-Lane new bridges in outer side.

Existing structure condition is not good from structural & Hydrological aspect and same cannot be retained for future use.

The existing bridge will be abandoned/replaced with new bridges so that for both side traffic movements separate 3-Lane structure can be provided.

2.0 Elevated Highway(EH) / Flyover/ Vehicular underpass (VUP) / Light Vehicular underpass (LVUP)

To cater both side traffic movement, following will be adopted i) The locations, wherever, existing structure is not there,

new two 3-Lane VUP will be proposed. ii) The locations, wherever, existing structure is there,3-

Lane new bridge will be provided beside of the exiting bridge for one side traffic. Additionally, new 2-Lane bridge will be proposed beside of existing bridge, which will serve for another side traffic along with existing bridge. There also will be footpath on deck of both 3-Lane and 2-Lane new bridges in outer side.

3.0 Pedestrian Underpass (PUP) i) The locations, wherever, existing structure is not there, new two 3-Lane PUP will be proposed.

ii) The location, wherever existing PUP is there in approaches of existing structure the widening will be followed as per widening scheme for main structure (ROB/MJB/MNB) and accordingly the 2-Lane structure will be exempted/provided.



S. No. Structure Type Planning

4.0 Rail Over Bridge - ROBs i) The locations, wherever, existing structure is not there, new two 3-Lane ROB will be proposed

ii) The location, wherever, existing structure is there, “New 3-Lane ROB has to be provided for one side traffic. Additionally, as per codal provisions new 2-Lane ROB has to be proposed beside of the existing ROB, which will serve for another side traffic with existing ROB”. However, wherever will be site constraint in providing additional new 2-Lane ROB the same has been exempted and only new 3-Lane ROB beside of existing ROB will be proposed.

5.0 Overpass For both side traffic movement, new 2-Lane structure as per IRC SP 73:2015 will be provided to facilitate the cross road traffic over the proposed alignment.

6.0 Culverts The Existing structure will be replaced/modified as per considering structural and hydrological aspects. The proposed width of widening will be based on embankment width in vicinity.

The other parameters, which also has been considered during planning of structure are as under.

Siting

The siting of new 6-lane or additional 2 & 3-lane bridges have been decided mainly on the following considerations: -

Permanency of channel at the proposed site.

Presence of the high stable banks

Width of the channel and average depth of stream compared to maximum depth.

Straight reach of the river towards u/s and d/s of the proposed site.

Freedom from island or any form of obstructions both towards u/s and d/s of proposed site.

To ensure right angled crossing to the extent possible

To ensure proper geometrics of approaches.

Hydraulic and Hydrological Studies

All the hydraulic data for bridges have been collected from the field and are being analyzed and studies carried out by the Hydrologist to determine the adequacy of waterway of existing bridges proposed to be retained or new bridges to be constructed as per provisions of IRC: 5-2015 and IRC: SP-13.

Span Arrangement

The span arrangement for bridges to cross stream has been proposed considering the hydrological & navigational requirement. The bridge has been proposed either with span same as existing one or in multiple.

Similarly, the Flyover/Elevated Highway/VUP & PUP the span arrangement has been proposed considering clearances as per IRC. However, wherever existing VUP/PUP is there the size has been proposed accordingly to match the existing span/sizes.

Efforts will be made to adopt larger spans, to improve the riding quality.



Deck Configuration- Carriageway Width / Deck Width

The carriage way width on various structures shall be according to IRC: SP: 84-2014 & IRC: SP: 73-2014 and same has been mentioned below:

S. No.

Structure Type Proposal (Refer-6.6.1) Deck Width Carriageway

Width

1.0 Major(MJB)/Minor(MNB) Bridge

i) 3L-New bridge + Existing Br + 2L-New Bridge

15.8m+Existing+12.3m 13.0m+Existing+9.5m

ii) 3L-New bridge + 3L-New Bridge

15.8m+15.8m 13.0m+13.0m

2.0 Elevated Highway(EH) / Flyover/ Vehicular underpass (VUP)/Light Vehicle Underpass(LVUP)

i) 3L-New bridge + Existing Br + 2L-New Bridge

15.8m+Existing+12.3m 13.0m+Existing+9.5m

ii) 3L-New structure + 3L-New structure

14.5m+14.5m 13.5m+13.5m

3.0 Pedestrian Underpass (PUP)

i) 3L-New bridge + 3L-New Bridge

15.8m+15.8m 13.0m+13.0m

ii) 3L-New structure + Existing Structure + 2L-new structure (Exempted if structure is in approaches of ROB)

15.8m + Existing Structure


4.0 Rail Over Bridge -ROBs 3L-New structure + Existing Structure



5.0 Overpass 2L-New Structure 13.0m 12.0m

6.0 Culverts Proposed width as per adjacent embankment width

13.0m 12.0m

Design Loading

The loading has been followed as per the IRC 06:2014. Specifically following Live load will be adopted for bridge design.

For 2 Lane structure

1 Lane - Class 70R or 2 Lane - Class A loading with or without footpath live load as per the case.

For 3 Lane structure

1 Lane - Class 70R + 1 Lane - Class A or 3 Lane - Class A loading with or without footpath live load as per the case.

Seismic Analysis

As per the seismic map given in IRC: 6-2014, the project road passes through seismic zone– III. Provision made in IRC: 6-2014 for seismic effect has been adopted in the design

Soil Parameters

Soil parameters proposed to be taken for the backfill material behind abutments are:

= 300, = 200, d =18 kN/m3, sub = 10 kN/m3



For the design of foundations for the bridges, soil characteristics will be reviewed on a case to case basis, following the results obtained from actual borings to be carried out at each bridge site.

Design Mixes

Grade of concrete for various components of the bridges shall be adopted as follows: -

PSC Superstructure - M40, M45, M50

RCC Superstructure - M35, M40

Substructure - M30, M35

Pile Foundations - M35

Open Foundations - M30, M35

RCC Crash Barriers - M40

Type of Structures

a) Foundations

Depending upon hydrology of the channel and type of soil strata available, open, pile or well foundations will be proposed.

b) Substructure

Abutments : Wall type / Rectangular or Circular shaft

Piers : Wall type, Rectangular or circular column type depending upon the site requirement.

c) Superstructure

Appropriate type of superstructure will be proposed for each location, bearing in mind the type and appearance of the existing structures. In general, proposal will be as follows: -

Spans up to 10m length : RCC Single or Double cell box.

Spans ranging from 10m to 15m : RCC Solid Slab/Precast RCC Girder

Spans ranging from 15m to 20m : Cast in-situ RCC Girder

Spans ranging from 20 to 30m : Pre-cast PSC beam and slab

Spans ranging from 30 to 35m : RCC box girder / Cast In-situ PSC beam and slab

Spans ranging from 35m to 60m : PSC Box girder - cast in situ type

ROBs : Solid slab/RCC girder or PSC girder as mentioned above

Wherever will be appropriate, continuous superstructures will be proposed.

d) Bearings

Bearings will be designed depending upon the loads, forces and type of superstructure. POT-PTFE, Elastomeric or Tar paper bearings shall be proposed.

e) Crash Barriers

Crash barriers shall be provided over all the bridges in accordance with provision of IRC: 5-2015

f) Expansion Joints

Strip seal type expansion joints or filler type joints will be proposed depending upon the anticipated expansion / contraction and shall be provided as per provisions of IRC: SP-69.

g) Wearing Course

Asphaltic concrete wearing coat, 65 mm thick as per provision of MOSRT & H standards, will be provided.



h) Approach Slab

Reinforced concrete approach slabs, 3.5m long and 350mm thick, in M30 grade concrete at either end of the bridge, will be proposed, with one end supported on the reinforced concrete bracket projecting out from the dirt wall and the other end resting over the soil, in accordance with the guidelines issued by MORT&H. A levelling course, 15 cm thick, in M 15 grade concrete will be provided under the approach slab.

i) Drainage Spouts

Drainage spouts will be proposed in accordance with MORT & H standard plans.

j) Protection Works

Details of protection works provided for the existing bridges will be studied and new proposals framed as per provision of IRC: 89 - 1997 taking into account the behavior of the existing protection works.

HYSD Reinforcement

The Reinforcing steel shall be of Thermo Mechanically Treated corrosion resistant steel (TMT-CRS) (Grade Designation Fe-500D) conforming to IS: 1786 Standards.

Pre-stressing Steel

Cables: 12T13, 12T15, 19 T 13 or 19 T 15 cables consisting of uncoated, stress relieved, low relaxation strands, conforming to IS: 14268, will be provided. It will avoid grouping of cables and also reduce the number of cables.

Pre-stressing Stages: The number of stages of pre-stressing will be kept to the minimum, preferably not more than 2.

Structural Steel: Structural steel grade-250 conforming to IS: 2062-2007 will be used

Clearances

(a) Flyovers or Overpasses:

Horizontal clearance – Roadway width of cross road including future widening of same & width of suitable protection work for pier/abutment from collision.

Vertical clearance - 5.5m above cross road

(b) For ROB:

Vertical clearance above rails: 6.525m

Lateral clearance from centre line of nearest rail track 2.575m

The clearances have adopted from Railway SOD for railway alignment in straight to curve up to track radius of 875m.

(c) For Underpasses:

Type of Underpass Horizontal (m) Vertical

(m) (a) (b)

For Pedestrians and cattle underpass Light Vehicular underpass including footpath of 1.5m on either side

7.0m 10.5m

3.0m 3.5m

(c) For Vehicular Underpass 12.0*m 5.5m * The clearance of 20m has been proposed for all VUP considering client’s directive. However,

wherever exiting/ under construction VUP/PUP is there with lesser size same has been maintained for proposed structure also.



Design Standards

Design of all proposed structures will be carried out in accordance with the provisions of the following IRC Codes of Practice: -

IRC:5-2015 Section I, General Features

IRC:6-2014 Section II, Loads and Stresses

IRC:112-2011 Code of practice for Concrete road bridges

IRC:22-2008 Section IV, Composite construction for road bridges

IRC:24 Section V, Steel Road Bridges

IRC:78-2014 Section VII, Foundations and Substructure

IRC:83 (Part I) 1999 Section IX (Part I), Metallic Bearings

IRC:83 (Part II) 1999 Section IX (Part II), Elastomeric Bearings

IRC:83 (Part III) 2002

IRC:83 (Part IV) 2014

Section IX (Part III), POT, Pot cum PTFE, Pin and Metallic Guide Bearings. Section IX (Part IV), Spherical and Cylindrical Bearings.

IRC:89 – 1997 Guide lines for design and construction of River Training and Control Works for Road Bridges (Ist Revision)

IRC: SP:64-2005 Guidelines for Analysis and Design of cast in place voided slab superstructure

IRC: SP:65-2005 Guidelines for Design and Construction of Segmental Bridges

IRC: SP:66-2005 Guidelines for Design of Continuous Bridges

IRC: SP:67-2005 Guidelines for use of external and un-bonded Pre-stressing tendons in bridge structures

IRC: SP:69-2005

IS:2911 (Pt-1/Sec-2):2010

IRC SP:84-2014

IRC SP:73-2015

Guidelines and Specifications for Expansion Joints Design and construction of Pile Foundations - Bored Cast in-Situ concrete piles Manual specification & standards for Four Lanning of Highways Through public private partnership Manual specification & standards for two Lanning of Highways with paved shoulder

6.7 Way Side Amenities

In line with the Policy matter no: Technical (61/2010) of NHAI, potential sites shall be identified during the DPR and necessary details shall be furnished in the DPR.



CHAPTER 7 TRAFFIC SURVEY AND ANALYSIS

7.1. Introduction

In order to capture and assess the traffic characteristics, travel pattern, the Consultants have conducted the following primary traffic surveys.

Classified Traffic Volume Count surveys

Origin - Destination and Commodity Movement Surveys

Turning Movement Surveys

Speed & Delay Surveys

Wayside Amenities Surveys

Truck Parking survey

Pedestrian/Animal Count Surveys

These 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 survey schedule is given as under:



7.2. Traffic Surveys

Data collected at the site was computerized for further analysis. The various vehicle types having different size and characteristics were converted into passenger car equivalents. Passenger car unit values (PCU) suggested in IRC-64-1990, ‘Guidelines for Capacity of Roads in Rural Areas’ have been adopted. The PCU values are presented in Table 7.1 below:

Table 7.1: Adopted PCU Factors

Vehicle Type PCU Vehicle Type PCU

Car 1.0 Auto Rickshaw 1.0

Mini Bus 1.5 Van/Tempo 1.0

Standard Bus 3.0 Agricultural Tractor 1.5

LCV 1.5 Agricultural Tractor & Trailer 4.5

2 Axle Truck 3.0 Horse Drawn 4.0

3 Axle Truck 3.0 Bullock Drawn 8.0

MAV (4 to 6 Axles) 4.5 Cycle Rickshaw 2.0

Over sized Vehicles (>═7 Axles) 4.5 Cycle 0.5

Two Wheeler 0.5

Specification of IRC 92 and IRC SP 41 has been adopted for junction analysis.

7.3. Secondary Data

Secondary data required for traffic analysis and forecast were collected during course of traffic survey. These data are necessary for analyzing AADT, Seasonal Correction Factor and growth rate of traffic on project road. In order to convert ADT (Average Daily Traffic) into AADT (Annual Average Daily Traffic) fuel sales data of following stations has been procured.

Table 7.2: Fuel Stations Data Collected

Sl No. Chainage

1 381+000 LHS

2 444+900 LHS

3 493+000 RHS

4 531+000 LHS

5 550+000 LHS

For future traffic growth secondary data were collected from respective Government agencies and websites. Following table gives the references of data collected.

Table 7.3: Data Collected from Govt. Agencies and Websites

Sl No Data Source

1 Vehicle Registration Data Kerala Motor Department

2 Time Series NSDP - Kerala Niti Aayog Web Site

3 Time Series PCI - Kerala Niti Aayog Web Site

4 Population Data India Stats

5 GDP India Forecast RBI Web Site



7.4. Analysis of Traffic Surveys

As mentioned above analysis of traffic survey has been performed in accordance of various IRC codes. In subsequent sections detailed analyses of various traffic surveys will be presented in sequence.

7.4.1. Traffic Volume Count

Traffic survey has been conducted as per IRC line guidelines and has been analyzed accordingly. Following table gives the average daily traffic at 7 locations as mentioned above.

Table 7.4: Traffic Volume Counts Collected

Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f

Surv

ey

Car

3-W

he

ele

re

2-W

he

ele

r

Bu

s &

Min

i Bu

s

2 A

xle

& 3

Axl

e

Tru

cks

LGV

& T

ract

or

MA

V &

Tra

cto

r

Wit

h T

raile

r

No

n M

oto

rize

d

Ve

hic

le

AD

T (P

CU

)

VC1 380 Thuravoor 19121 1795 22406 2465 2412 2011 487 660 54775

VC2 419 Punnapra 14126 2164 17818 1664 2252 1897 353 467 42321

VC3 458/4 Kayamkulam 12860 1807 15192 1247 1315 1117 287 367 31388

VC4 482/8 Neendakara 13018 2005 15240 2138 1502 1829 261 242 35723

VC5 505/5 Mylakad 17982 2803 14382 1781 1489 1278 218 86 40720

VC6 520/1 Navaikulam 12530 978 7446 1428 1021 1120 101 19 25578

VC7 535 Palammoodu 15674 1739 14746 1970 983 886 104 11 33722

Homogeneous section Based on the character, composition, traffic movements at different intersections and from the results of the traffic volume counts, homogenous sections have been considered for the entire length which are as follows:

1. Section I Km 379.10 to Km 408.00 --

2. Section II Km 408.00 to Km 435.00 --

3. Section III Km 435.00 to Km 465.00 --

4. Section IV Km 465.00 to Km 490.00 Kayamkulam to Kavanadu

5. Section V Km 490.00 to Km 517.00 Kavanadu to Karamkodu

6. Section VI Km 517.00 to Km 530.00 Karamkodu to Thottakkadu

7. Section VII Km 530.00 to Km 552.00 Thottakkadu to Kazhakkuttam

Percentage contribution of various categories of vehicle gives us the perception of users commuting on the project road. Following figures give the percentages of various categories of vehicles at different locations in Figure 7.1



44%

4%

36%

6%

3% 5%

1% 1%

Vehicle Percentage at Km 380

Car

3-Wheelere

2-Wheeler

Bus & Mini Bus

Trucks

LGV & Tractor

MAV & Tractor WithTrailer

Non Motorized Vehicle

42%

6%

39%

4%

3% 4%

1%

1%

Vehicle Percentage at Km 458/4

Car

3-Wheelere

2-Wheeler

Bus & Mini Bus

Trucks

LGV & Tractor





40%

6%

36%

7%

3% 6%

1%

1%


Car

3-Wheelere

2-Wheeler

Bus & Mini Bus

Trucks

LGV & Tractor



45%

7%

36%

5%

3%

3%

1%

0%


Car

3-Wheelere

2-Wheeler

Bus & Mini Bus

Trucks

LGV & Tractor





Figure 7.1 Percentage Contributions of Vehicles at Various Locations

The above figure show high contribution of passenger vehicles mainly due project road falling in urban localities.

57%

4%

23%

6%

4% 5%

1%

0%


Car

3-Wheelere

2-Wheeler

Bus & Mini Bus

Trucks

LGV & Tractor

MAV & Tractor With Trailer


48%

5%

35%

6%

3%

3%

0% 0%

Vehicle Percentage at Km 535

Car

3-Wheelere

2-Wheeler

Bus & Mini Bus

Trucks

LGV & Tractor

MAV & Tractor With Trailer




Following chart gives day to day variability of traffic at different survey locations.

Figure 7.2 Traffic Variation Day Wise at different location

Figure 7.3: Hourly Traffic Variation at different location (Total Vehicles)

0

10000

20000

30000

40000

50000

60000

Ch 380 Vehicles

Ch 380 PCU

Ch 419 Vehicles

Ch 419 PCU

Ch 458/4 Vehicles

Ch 458/4 PCU

Ch 482/8 Vehicles

Ch 482/8PCU

Ch 505/5 Vehicles

Ch 505/5PCU

Ch 520/1 Vehicles

Ch 520/1PCU

Ch 535 Vehicles

Ch 535 PCU

0100020003000400050006000700080009000

10

:00

- 1

1:0

0

11

.00

-12

.00

12

:00

-13

:00

13

:00

-14

:00

14

:00

-15

:00

15

:00

-16

:00

16

:00

-17

:00

17

:00

-18

:00

18

:00

-19

:00

19

:00

-20

:00

20

:00

-21

:00

21

:00

-22

:00

22

:00

-23

:00

23

:00

-24

:00

24

:00

-1:0

0

1:0

0-2

:00

2:0

0-3

:00

3:0

0-4

:00

4:0

0-5

:00

5:0

0-6

:00

6.0

0-7

.00

7:0

0 -

8:0

0

8:0

0-9

:00

9.0

0-1

0.0

0

T

o

t

a

l

V

e

h

i

c

l

e

s

Hourly Total Vehicles at Different Locations

Km 380

Km 419

Km 458/4

Km 458/8

Km 505/5

Km 520/1

Km 535



Figure 7.4: Hourly Traffic Variation at different location (PCU)

AADT and SCF In order to convert ADT into AADT consultant has collected fuel sales data at various location to understand SCF (Seasonal Correction Factor). Following figure gives average fuel sales of petrol and diesel at various pump stations.

Figure 7.5: Fuel Sales at Various Pump Stations of Project Corridor.

From fuel sales data seasonal correction factor has been derived at various TVC locations for various vehicle category as given in following table.

Table 7.5: Seasonal Correction Factors.

Car/3w/2w Mini Bus Bus LCV 2 A Truck 3 A Truck MAV

KM 380 1.01 1.01 1.01 1.01 1.01 1.01 1.01

KM 419 1.01 1.01 1.01 1.01 1.01 1.01 1.01

Km 458+400 1.01 1.01 1.01 1.01 1.01 1.01 1.01

KM 482+800 1.00 0.98 0.98 0.98 0.98 0.98 0.98

Km 505+500 1.00 0.98 0.98 0.98 0.98 0.98 0.98

KM 520+100 0.96 1.00 1.00 1.00 1.00 1.00 1.00

Km 535 1.01 1.01 1.01 1.01 1.01 1.01 1.01

0100020003000400050006000700080009000

10

:00

- 1

1:0

0

11

.00

-12

.00

12

:00

-13

:00

13

:00

-14

:00

14

:00

-15

:00

15

:00

-16

:00

16

:00

-17

:00

17

:00

-18

:00

18

:00

-19

:00

19

:00

-20

:00

20

:00

-21

:00

21

:00

-22

:00

22

:00

-23

:00

23

:00

-24

:00

24

:00

-1:0

0

1:0

0-2

:00

2:0

0-3

:00

3:0

0-4

:00

4:0

0-5

:00

5:0

0-6

:00

6.0

0-7

.00

7:0

0 -

8:0

0

8:0

0-9

:00

P

C

U

Hourly Total Vehicles at Different Locations

Km 380

Km 419

Km 458/4

Km 458/8

Km 505/5

Km 520/1

Km 535

0

500000

1000000

1500000

2000000

2500000 Km 550 Diesel

Km 550 Petrol

Km 531 Diesel

Km 531 Petrol

Km 493 Diesel

Km 493 Petrol

Km 444/9DieselKm 444/9PetrolKm 380 Diesel

Litres



Based on above data Average Annual Daily Traffic (AADT) at all locations are given in following table.

Table 7.6: Annual Average Daily Traffic (AADT) at Survey Locations

Stat

ion

No

.

Ch

ain

age

(km

)

Loca

tio

n o

f Su

rve

y

Car

3-W

he

ele

re

2-W

he

ele

r

Bu

s &

Min

i Bu

s

2 A

xle

& 3

Axl

e

Tru

cks

LGV

& T

ract

or

MA

V &

Tra

cto

r W

ith

Trai

ler

No

n M

oto

rize

d

Ve

hic

le

AA

DT

(PC

U)

VC1 380 Thuravoor 19314 1813 22335 2490 2436 2031 492 660 52499

VC2 419 Punnapra 14269 2186 16645 1681 2275 1916 357 467 43036

VC3 458/4 Kayamkulam 12990 1825 15311 1260 1328 1128 290 367 34257

VC4 482/8 Neendakara 13018 2005 15240 2096 1473 1793 256 242 38009

VC5 505/5 Mylakad 17982 2803 14382 1746 1460 1253 214 86 43713

VC6 520/1 Navaikulam 12048 940 7248 1428 1021 1120 101 19 26841

VC7 535 Palammoodu 15832 1757 14860 1990 993 895 105 11 36607

Details of traffic volume counts and fuel sales data are provided in Appendix 7.1. For the purpose of pavement design following traffic numbers has been used based on traffic derived from survey.

Table 7.7: Commercial Traffic Homogenous Sections

Sl. No.

Commercial Vehicle Type Base Year CVPD (Homogeneous Section wise)

HS-1 HS-2 HS-3 HS-4 HS-5 HS-6 HS-7

1 LCV & Mini Bus 2773 2242 1378 2234 1628 1455 1389

2 Bus 1748 1355 1009 1654 1371 1092 1495

3 2-Axle Trucks (2 AT) 1463 1441 924 978 1030 789 776

4 3-Axle Trucks (3 AT) 973 834 404 495 430 232 217

5 Multi Axle Truck (MAV) 489 352 289 253 212 101 105

Total Commercial Vehicles 7446 6224 4004 5614 4671 3669 3982

For rigid pavement design the time of day traffic used are given in following table.

Table 7.8: Percentage Distribution of Traffic during Different Time of Day


0 AM -4 PM 24.17% 27.81% 31.34% 32.89% 29.28% 32.76% 33.18%

4 PM - 0 AM 35.97% 30.33% 29.13% 35.64% 26.58% 35.96% 33.74%

0AM - 6 AM 26.92% 19.44% 20.42% 16.04% 17.69% 16.51% 14.86%

6 AM - 10 AM 12.93% 22.43% 19.11% 15.44% 26.46% 14.76% 18.22%

7.4.2. Analysis of O-D Survey Data

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 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 location of OD survey conducted given in Table 7.7.

Table 7.9: OD Survey locations

S. No. Chainage (Km) Location

1 428.500 Purrakkad

2 482.800 Neendakraa

3 523.700 Alamcode

7.4.3. Analysis of Turning Movement Count

Intersection turning movement surveys have been carried out at all the major intersection locations. 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. Based on traffic growth rate as derived in later part of this report all junctions had been analyzed to understand the need of grade separation at these junctions as per IRC 92 and IRC SP 41. Highway grade separators without ramps 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 for Grade Separation with ramps. Following table gives the understanding of grade separation warranted at various junctions.

Table 7.10(a): Junction Analysis as Per IRC 92 Criteria

Junction Traffic Analysis IRC 92 Criteria

SL NO.

Existing Km

Jn. Category

Name of Intersection PCU (2017)

PCU (2027)

PCU (2037)

Year (Grade Seperation Warranted)

1 379+100 4 Leg Thuravoor Junction 4656 8983 13906 2029

2 390+650 3 Leg Junction 4165 8082 12497 2030

3 411+200 4 Leg Power house bridge Junction

6197 12146 18924 2024

4 415+660 3 Leg Chenganacheri Junction 3400 6475 9894 NA

5 444+360 3 Leg Haripad Junction 3425 6387 9648 NA

6 447+340 4 Leg Nagair kulangara Junction 3361 6418 9822 NA

7 457+700 4 Leg Kayamkulam junction 4365 8274 12597 2032

8 472+600 4 Leg Karunagapally Junction 3960 7597 12597 2034

9 475+670 3 Leg Junction 2165 4140 6342 NA

10 476+300 3 Leg Junction 2073 4091 6379 NA

11 476+780 3 Leg Vettamuttam Junction 2407 4642 7144 NA

12 478+660 3 Leg Shankaramankalam Junction

1930 3712 5720 NA

13 480+960 3 Leg Eruveli Junction 1997 3730 5646 NA

14 - 4 Leg Kollam City Junction 7187 13687 20852 2022

15 505+680 4 Leg Kottiyam Junction 5368 10295 15774 2027



Junction Traffic Analysis IRC 92 Criteria

SL NO.

Existing Km

Jn. Category

Name of Intersection PCU (2017)

PCU (2027)

PCU (2037)

Year (Grade Seperation Warranted)

16 508+600 3 Leg Junction 3323 6625 10394 2037

17 512+000 4 Leg Junction 3886 7478 11473 2034

18 518+630 4Leg Paripally Junction 3460 6536 9942 NA

19 520+800 3 Leg Junction 1957 3859 6025 NA

20 525870 4 Leg Kalambalam Junction 4767 9296 14371 2029

21 - 3 Leg Alamcode Junction (Kilimannor)

3750 7366 11448 2034

22 - 3 Leg Alamcode Junction (Varkala)

3277 6517 10208 2037

23 - 3 Leg Attingal Junction 3898 7494 11948 2034

24 539+160 4 Leg Junction 2731 5407 8461 NA

25 541+200 4 Leg Junction 2677 5230 8115 NA

26 544+000 4 Leg Mangalapuram Junction 3215 6154 9441 NA

Table 7.10(b): Junction Analysis as Per IRC SP 41 Criteria

Junction Traffic Analysis IRC SP 41 Criteria ( Vehicle Per Day)

SL NO.

Existing Km

Jn. Categ

ory

Name of Intersection

2017 2027 2037

Project Road

Cross Road

Project Road

Cross Road

Project Road

Cross Road

1 379+100 4 Leg Thuravoor Junction 44381 9822 89064 18526 140067 28083

2 390+650 3 Leg Junction 38769 8075 77185 15563 120895 23785

3 411+200 4 Leg Power house bridge

Junction 55965 28401 109362 56413 169194 88100

4 415+660 3 Leg Chenganacheri

Junction 41783 5796 82002 11351 127098 17575

5 444+360 3 Leg Haripad Junction 29539 7582 57850 14783 89720 22757

6 447+340 4 Leg Nagair kulangara

Junction 31773 8950 63056 17509 98599 27089

7 457+700 4 Leg Kayamkulam

junction 46854 13186 92036 24998 142688 37890

8 472+600 4 Leg Karunagapally

Junction 47234 20765 93377 39596 145185 60018

9 475+670 3 Leg Junction 27193 7358 48977 12780 71693 18283

10 476+300 3 Leg Junction 26521 3108 52779 6049 82480 9315

11 476+780 3 Leg Vettamuttam

Junction 27981 1072 55682 1999 87049 3004

12 478+660 3 Leg Shankaramankalam

Junction 24660 3081 49331 5791 77478 8725

13 480+960 3 Leg Eruveli Junction 26803 2214 53648 4204 84238 6370

14 - 4 Leg Kollam City Junction 69151 12127 137434 23941 214122 37147

15 505+680 4 Leg Kottiyam Junction 56185 20559 111463 39650 173586 60599

16 508+600 3 Leg Junction 41223 3623 83180 7186 130949 11213

17 512+000 4 Leg Junction 44381 9822 89064 18526 140067 28083

18 518+630 4Leg Paripally Junction 36580 6708 73950 12854 116718 19562

19 520+800 3 Leg Junction 28009 732 57423 1467 91487 2299

20 525870 4 Leg Kalambalam 42547 18876 85244 36172 133748 55008



Junction Traffic Analysis IRC SP 41 Criteria ( Vehicle Per Day)

SL NO.

Existing Km

Jn. Categ

ory

Name of Intersection

2017 2027 2037

Project Road

Cross Road

Project Road

Cross Road

Project Road

Cross Road

Junction

21 - 3 Leg Alamcode Junction

(Kilimannor) 36619 7582 73903 14401 116509 21807

22 - 3 Leg Alamcode Junction

(Varkala) 34938 6460 70593 12292 111397 18700

23 - 3 Leg Attingal Junction 41909 9596 84214 18610 132300 28537

24 539+160 4 Leg Junction 13005 1182 65032 6352 103461 10053

25 541+200 4 Leg Junction 31875 2586 64550 4858 101922 7290

26 544+000 4 Leg Mangalapuram

Junction 31457 3514 63946 6828 101234 10494

Details of turning movement analysis is provided in Appendix 7.2

7.4.4. Analysis of Speed and Delay Survey

The survey data was analyzed to assess the Journey and Running speeds on different control points of the project road. Table 7.9 gives the detail of survey.

Table 7.11(a): Speed and Delay Control Points

Speed And Delay Survey

Control Point No

Section Distance (km)

Direction

Control Point No

Direction

Chainage From To

0-1 Thuravoor Junction

Power house Junction

32.4

Ch

ertala-THIR

UV

AN

AN

THA

PU

RA

M

0

THIR

UV

AN

AN

THA

PU

RA

M -

Ch

erta

la

379+100

1-2 Power house

Junction Haripad Junction

33.5 1 411+5

00

2-3 Haripad Junction

Karunagapalli Junction

27.7 2 445+0

00

3-4 Karunagapalli

Junction High School

Junction 23.2 3

472+700

4-5 High School

Junction City End 6.1 4

495+900

5-6 City End

Kallam Ballem Junction

24 5 502+0

00

6-7 Kallam Ballem

Junction Attingal Bypass

Starting 7 6

526+000

7-8 Attingal Bypass

Starting Attingal Bypass

Ending 4

7 533+0

00

8-9 Attingal Bypass

Ending Kanzhan Kattam

junction 14.9

8 537+0

00

Total Length of Corridor (km) 172.8

9 551+9

00



Table 7.11(b): Speed and Delay from Chertalai - Thiruvananthapuram

Speed and Delay Study Direction : Chertalai - Thiruvananthapuram

S. No

Control points

Time Speedometer Reading

Duration (Mins) of Delay

Cause for Delay

Location of Delay

Remarks

Start End

1 379+100 05:30

2 411+500 06:35

3 445+000 06:51 07:05 07:06 Signal Kalukullam

4 472+700 07:25

5 495+900 09:30 09:30 09:31 Signal High school 8:10-9:30 Break

6 502+000 09:55 10:00 10:01 Signal Kottayam Junction (506+000)

10:04 10:05 Traffic Jam

508+000

10:15 10:16 Signal 518+000 Kalluwadhukall

6 526+000 10:27 Kalam kulam Junction

7 533+000 10:46 10:49 10:50 Signal Attingal Junction

200m one way

8 537+000 10:56

9 551+900 11:30

10 End point

Table 7.11 (c): Speed and Delay from Thiruvananthapuram – Chertalai

Speed and Delay Study Thiruvananthapuram - Chertalai

S. No

Control points

Time Speedometer

Reading


Cause for Delay

Location of Delay

Remarks

Start End

1 551+900 11:45

12:00 12:05 Traffic

Jam 11:30-11:45

break

12:05 12:06

TMC Signal

2 537+000 12:13

Attingal End point

3 533+000 12:22

Attingal Starting point

4 527+000 12:32

13:03 13:04 Junction Kottayam junction

5 502+000 13:09

13:17 13:18 Signal kollam

6 495+000 14:20

13:25-14:20 Lunch Time

7 472+600 15:02

15:51 15:52 Signal Nangiarkulangar

a

8 445+600 16:10

16:29 16:30 Signal



Speed and Delay Study Thiruvananthapuram - Chertalai

S. No

Control points

Time Speedometer

Reading


Cause for Delay

Location of Delay

Remarks

Start End

17:06 17:07

Traffic Jam

Allapuza Railway Station

17:12 17:14 Signal

9 411+200 17:17

17:20 17:22 Road work

Near prince Hospital

17:23 17:25

17:31 18:00

Traffic Jam

Kalavoor Temple

18:11 18:12

Road work

18:17 18:18 Signal Kllitop hotel Muttam Market

10 379+100 18:32

End

point

The section wise delays are shown in the table 7.11 b and table 7.11 c. It is observed that all major junctions have contributed significantly for the delays occurred on the both sides movements. Following table gives the category of vehicle movements during speed and delay survey.

Table 7.12: Vehicle Movement during Speed Delay Survey.

Overtaken Overtaking Oncoming

Passenger Commercial Passenger Commercial Passenger Commercial

Chertalai - Thiruvananthapuram 146 15 825 175 4958 561

Thiruvananthapuram - Chertalai 111 54 186 256 1293 783

7.4.5. Willingness to Pay Survey

WTP survey has been conducted understand the psychology of road users for assessing extent of paying toll. Following table gives the extent and percentage of users willing to pay toll for traveling on the project road.

Table 7.13: Willingness to Pay Analysis

Toll Amount in Rupees

Not Willing < 30 30-40 40-50 50-60 60-70

Car 12% 19% 40% 21% 8% 0%

Mini Bus 6% 0% 44% 38% 13% 0%

LCV 0% 0% 24% 38% 22% 16%

Not Willing < 100 100-110 110-120 120-140 140-160

Bus 0% 21% 29% 43% 7% 0%

Truck 0% 29% 20% 37% 15% 0%

MAV 0% 0% 0% 0% 74% 26%

The above table show few passenger vehicles are not willing to pay and also people are willing to pay median toll as compared to higher toll.



7.4.6. Pedestrian Count Survey

Intensity of pedestrians/animals crossing the project road will be used for deciding on locations requiring grade separators in the form of RUB, pedestrian or cattle crossing. Pedestrian-vehicular conflict can be effectively studied through the indicator suggested in IRC 103-1988, ‘Guidelines for Pedestrian Facilities’. The code suggests some form of control measure at mid blocks and intersections where the indicator PV2 is greater than or equal to 2 x 108. Where ‘P’ is the peak hour pedestrian volume and ‘V’ is the number of vehicles in that peak hour. The analysis was undertaken separately for each of the intersection where traffic surveys were conducted. A summary of the peak values for PV2 and the hour in which the same is observed is presented in Table 7.14.

Table 7.14: Pedestrian Vehicular Conflict Name of Intersection Peak Hour P V PV

2 X10

8 Proposal

Km 379.100 Thirvoor Junction 18:15-19:15 379 1842 12.86 Grade Seperation

Km 410.400 Powerhouse Junction 8:30-9:30 321 1769 10.05 -do-

Km 414.400 Chenganacheri Junction 18:45-19:45 313 1189 4.42 -do-

Km 442.900 Haripad Junction 9:00 - 10:00 52 205 0.02 NA

Km 445.900 Nangiar Kulangara 7:45-8:45 64 1462 1.37 NA

Km 456.300 Kayakulam 8:15-9:15 157 2019 6.40 Grade Seperation

Km 470.400 Karunagapaly 9:45-10:45 413 1695 11.87 -do-

Km 473.400 Eruveli 8:30 - 9:30 270 1198 3.88 -do-

Km 491.800 Kollam City 8:30 - 9:30 626 3865 93.51 -do-

Km 503.200 Kottiyam Junction 17:15-18:15 216 3935 33.45 -do-

Km 515.800 Paripally Junction 8 : 15 - 9:15 219 1781 6.95 -do-

Km 521.800 Kallambalam Junction 17:00-18:00 107 2914 9.09 -do-

Km 535.900 4 Leg Juntion 16:15-17:15 407 1923 15.05 -do-

Km 527.200 Alamcode Junction 9:00-10:00 350 1882 12.40 -do-

Km 528.300 Alamcode Junction 8:15-9:15 558 1257 8.82 -do-

Km 531.600 Atingal Juction 12:15-13:15 336 2273 17.36 -do-

Km 539.600 Manglapuram Junction 8:00-9:00 891 1183 12.47 -do-

Grade Separation can be either PUP or FOB.

7.5. Traffic Forecast

The future traffic demand assessment is made based on the past available data. Traffic forecasts are made for the horizon year 2050 which will form the basis for further work on pavement design, planning/designing of toll plaza & wayside amenities, intersection/ interchange design and developing capacity augmentation proposals. Traffic movement on the project road, as observed from OD surveys, shows that influence of Trivandrum and Alappuzha districts is predominant along with the other districts in Kerala. Accordingly, traffic projections have taken into consideration the transport demand arising out of future economic development of Kerala state.



Traffic forecast has been based on demand elasticity approach, wherein a relationship was established between traffic and socio-economic indicators. Traffic growth rates by vehicle type, for the project road corridor have been determined. The projection for future traffic involves critical analysis of some of the key Socio-economic indicators and the rate of change expected during the study period in the project influence area. These broadly include:

Macro economic scenario-Growth rate(s) and composition of Net State Domestic Product (NSDP), at the State and Project Influence Area (PIA level)

PIA economy, sectoral production and potential

PIA, Population and Urbanisation

Perspective growth of PIA

7.5.1. Past Trends in Traffic Growth in the Region

The past available data is insufficient for estimation of traffic growth rates.

7.5.2. Secondary Data

Secondary data used to estimate traffic growth rate are NSDP, PCI (Per Capita Income), Population data of relevant states. Following table gives the historical data of Kerala for above categories.

Table 7.15: Time Series NSDP of Kerala

NSDP - Constant Price (Rs) PCI (Rs)

2014 58961 103820

2013 56115 91567

2012 52095 88527

2011 48504 71434

2010 45921 60264

2009 42433 49316

Following table gives the decadal census of Kerala state.

Table 7.16: Historic Population Data of Kerala

1981 25403217

1991 29098518

2001 31838619

2011 34563000

7.5.3. Vehicle Registration

If the area of influence is well defined and the general development pattern of influence area remains the same, then it can be assumed that traffic growth rate is approximately equal to the average growth rate of vehicle registration. Table 7.17 gives the growth rates of the motor vehicles in operation of Kerala. Following table gives motor vehicle growth in Kerala in time series fashion.



Table 7.17: Time Series Traffic Growth in Kerala

2011 2012 2013 2014 2015

Trucks 21731 23394 27346 21015 14044

3 Wheeler 9041 10132 9485 7818 5787

Buses 1769 886 1875 933 469

Mini Bus 2433 2473 2696 2414 2723

Cars 165326 183383 186645 206750 186647

2 Wheeler 389603 529293 654085 636993 633635

Tractors,Articulated 241 1449 690 189 104

Tractors 528 556 590 471 280

7.5.4. Elasticity of Transport Demand

As the traffic contribution on of the project corridor is mainly from the Kerala State, Consultants have developed the transport demand elasticities with respect to socio economic indicators of Kerala. The methodology involved fitting regression equations to the time series data. The NSDP is considered as independent variable for both freight and passenger vehicles and Population is considered as independent variables for passenger vehicles only. Elasticity values for freight vehicles in operation with respect to NSDP and Passenger vehicles with respect to population and NSDP have been worked out and presented in the Table 7.18

Table 7.18: Travel Demand Elasticity of Various Vehicles.

Car 2 W 3 W Mini Bus Bus LCV Trucks

2.43 1.79 1.47 1.32 1.32 1.04 0.9

It will be seen that the elasticity values for car are large as compared with the other passenger vehicle categories. Generally, the demand for travel by car is found to be comparatively higher as incomes go up and people are able to afford this desired means of personal travel. The same is true for two-wheelers, although this is not reflected in the low elasticity value. For the other (commercial) vehicle categories, elasticities should be lower than the personalized categories since the incentive for greater use of these modes with rising incomes is comparatively less.

7.5.5. Traffic Forecast by Econometric Method

Given the transport demand elasticities, the growth rates of traffic on road by different modes have been projected on the basis of assumed growth rates of NSDP. Following are projected NSDP of Kerala State based on regression analysis.

Table 7.19: NSDP Growth of Kerala.

Year NSDP Growth

2016-2017 5.10%

2017-2022 4.45%

2023-2027 2.84%

2028-2032 2.41%

Beyond 2032 2.10%

Based on NSDP growth and Elasticity consultant has derived following traffic growth rates for the project.



Table 7.20: Mode wise Traffic Growth Rate

Optimistic

Car 2 Wheeler 3 Wheeler Buses & Mini Buses

LCV Trucks MAV

2016-2017 13.01% 9.59% 7.88% 7.04% 5.57% 4.83% 4.83%

2017-2022 11.34% 8.36% 6.87% 6.20% 4.83% 4.20% 4.20%

2023-2027 7.26% 5.34% 4.39% 3.99% 3.15% 2.73% 2.73%

2028-2032 6.16% 4.54% 3.73% 3.36% 2.63% 2.31% 2.31%

Beyond 2032 5.36% 3.94% 3.23% 2.94% 2.31% 2.00% 2.00%NJ

Realistic

2016-2017 12.39% 9.13% 7.50% 6.70% 5.30% 4.60% 4.60%

2017-2022 10.80% 7.96% 6.54% 5.90% 4.60% 4.00% 4.00%

2023-2027 6.91% 5.09% 4.18% 3.80% 3.00% 2.60% 2.60%

2028-2032 5.87% 4.32% 3.55% 3.20% 2.50% 2.20% 2.20%

Beyond 2032 5.10% 3.75% 3.08% 2.80% 2.20% 1.90% 1.90%

Pessimistic

2016-2017 11.77% 8.67% 7.13% 6.37% 5.04% 4.37% 4.37%

2017-2022 10.26% 7.56% 6.21% 5.61% 4.37% 3.80% 3.80%

2023-2027 6.56% 4.84% 3.97% 3.61% 2.85% 2.47% 2.47%

2028-2032 5.58% 4.10% 3.37% 3.04% 2.38% 2.09% 2.09%

Beyond 2032 4.85% 3.56% 2.93% 2.66% 2.09% 1.81% 1.81%

Traffic growth rate adopted for pavement design is based on weighted average of clubbed vehicles together as given below.

Table 7.21: Traffic Growth Rate for Pavement Design

Period LCV &

Mini Bus BUS 2 AT 3 AT MAV

2017-2020 (4 Years during Design, Tendering & Const.) 5.7% 6.7% 5.0% 5.0% 5.0%

2021-2025 (5 years’ time horizon) 5.0% 5.9% 5.0% 5.0% 5.0%






Growth Rates for Slow Moving Traffic The slow moving vehicles essentially cater to short haul traffic, meeting localized demand for transportation of passengers and goods from rural areas in up country to the nearest market towns and urban centers’. The slow moving traffic is thus not expected to have high growth rates on NHs. Motorized vehicles are gradually replacing animals drawn vehicles. Agricultural tractors, in fact are replacing animal drawn vehicles both for agricultural activities and transportation of goods and passengers. A growth rate of 2 % is assumed for this traffic.



Development/Generated Traffic This represents the increase in traffic, if any, that may arise from improvements and development of adjacent land uses due to added accessibility and mobility provided by the new/improved facility, and also due to the associated new policy and decisions to locate development activities within the influence area of the project road in view of the added dimension to the transport infrastructure. This is generally considered to be over and above the development, which would have taken place otherwise, had the new or improved highway not been constructed. Diverted Traffic This represents the traffic attracted to the improved highway by way of loss to alternative routes when the improvements are completed and the better facility is in use. Traffic generally get attracted to better level of service, particularly in terms of saving of travel time. Induced Traffic This represents the increase in traffic as a result of the increased demand for transport, if any, induced by the improvement of the highway. In other words, this is the release of suppressed or latent demand. It is believed that there is travel demand which is not manifested (trips not made or avoided) in terms of traffic on road unless better facilities are provided. Such trips are induced with an improved facility. Based on OD survey and available parallel route NH 183 and existing rail road on this route a shift of 20% traffic to the project road is expected after completion of widening work of NH 47 through diverted and induced traffic.

7.5.6. Estimation of Forecast Traffic

Based on realistic traffic growth rate and AADT derived and traffic generated/induced following tables give the forecast traffic on project road.

Table 7.22A: Mode wise Traffic Forecast

Km 380 Km 419 Km 458+400 Km 482+800

Vehicle PCU Vehicle PCU Vehicle PCU Vehicle PCU

2017 49525 52499 40713 43036 34207 34257 35807 38009

2018 53766 56604 44127 46311 37155 37001 38844 40959

2019 58397 61072 47850 49869 40374 39990 42156 44166

2020 63456 65935 51910 53736 43890 43247 45771 47653

2021 68983 71234 56339 57941 47731 46799 49716 51448

2022 90029 92410 73409 75020 62316 60809 64828 66695

2023 95111 97259 77471 78858 65845 64064 68446 70159

2024 100497 102389 81772 82915 69586 67511 72278 73822

2025 106207 107820 86326 87204 73551 71161 76338 77696

2026 112260 113568 91151 91739 77755 75027 80639 81794

2027 118678 119655 96262 96537 82211 79122 85196 86130

2028 124457 125124 100860 100843 86224 82804 89296 90021

2029 130534 130868 105691 105362 90443 86673 93604 94106

2030 136924 136902 110767 110105 94878 90739 98132 98394

2031 143644 143241 116101 115084 99542 95012 102891 102895



Km 380 Km 419 Km 458+400 Km 482+800

Vehicle PCU Vehicle PCU Vehicle PCU Vehicle PCU

2032 150711 149902 121707 120311 104447 99504 107893 107623

2033 157172 155987 126828 125082 108930 103608 112463 111939

2034 163925 162342 132177 130061 113615 107896 117237 116444

2035 170983 168979 137763 135258 118510 112375 122225 121147

2036 178360 175911 143598 140682 123627 117056 127435 126057

2037 186071 183153 149694 146345 128974 121946 132879 131183

2038 194131 190720 156062 152257 134563 127057 138568 136535

2039 202558 198625 162715 158430 140406 132398 144512 142125

2040 211368 206886 169667 164876 146513 137981 150723 147962

2041 220580 215519 176931 171607 152898 143816 157215 154059

2042 230212 224541 184521 178638 159573 149916 163999 160428

2043 240284 233972 192453 185982 166552 156294 171091 167081

2044 250816 243830 200743 193654 173849 162962 178504 174033

2045 261832 254136 209408 201669 181480 169934 186252 181296

2046 273352 264910 218464 210044 189459 177225 194353 188885

2047 285402 276176 227931 218795 197804 184850 202822 196817

2048 298005 287957 237827 227940 206531 192825 211677 205106

2049 311189 300276 248173 237498 215658 201167 220935 213770

2050 324982 313161 258990 247488 225205 209892 230617 222827

Table 7.22 b Mode wise Traffic Forecast

Km 505+500 Km 520+100 Km 535+000

Vehicle PCU Vehicle PCU Vehicle PCU

2017 43981 43713 23951 26841 36446 36607

2018 47849 47325 26106 29056 39699 39688

2019 52078 51265 28468 31474 43257 43052

2020 56701 55565 31056 34115 47151 46727

2021 61758 60260 33895 37002 51414 50744

2022 80747 78468 44410 48191 67297 66162

2023 85397 82779 47036 50848 71223 69856

2024 90329 87348 49825 53666 75390 73772

2025 95559 92191 52789 56654 79812 77924

2026 101107 97324 55938 59824 84504 82329

2027 106993 102766 59285 63187 89485 87000

2028 112295 107663 62305 66214 93974 91206

2029 117871 112812 65486 69400 98697 95629

2030 123737 118226 68837 72751 103669 100283

2031 129909 123920 72369 76278 108901 105178

2032 136402 129909 76090 79990 114409 110330

2033 142338 135385 79497 83387 119446 115042

2034 148544 141108 83065 86939 124715 119969

2035 155032 147090 86799 90655 130225 125120

2036 161815 153343 90709 94541 135989 130508



Km 505+500 Km 520+100 Km 535+000

Vehicle PCU Vehicle PCU Vehicle PCU

2037 168908 159881 94803 98607 142017 136141

2038 176324 166717 99089 102860 148323 142034

2039 184080 173865 103577 107310 154920 148197

2040 192191 181339 108277 111966 161822 154644

2041 200673 189156 113198 116838 169043 161388

2042 209545 197332 118353 121937 176598 168444

2043 218825 205883 123751 127273 184502 175826

2044 228531 214828 129405 132858 192774 183550

2045 238685 224185 135328 138705 201430 191633

2046 249307 233975 141531 144825 210488 200091

2047 260420 244217 148029 151232 219968 208944

2048 272046 254934 154837 157940 229890 218208

2049 284211 266149 161969 164963 240275 227906

2050 296939 277884 169441 172318 251145 238056

Traffic forecast for all three scenarios are given in Appendix 7.3.

7.5.7. Capacity and Level of Service Analysis

Capacity analysis for the project corridor is carried out in order to assess the Level of Service (LOS) offered by road sections under prevailing roadway and traffic conditions. Capacity and Design Service Volumes (DSV) specified in IRC-64-1990, Capacity of Roads in Rural Areas have been adopted for determining the Level of Service offered by road sections during the design period. Based on the average rise & fall observed from the field surveys, the project corridor runs through Plain terrain. As there are no guidelines for capacity of 6-lane highway the same is estimated based on per lane hourly capacity estimated from capacity guidelines given in IRC -64-1990 for 4-lane highway. The per lane capacity estimated is 2150 PCUs/hour. Apply 8% peak hour factor and 60% directional distribution, capacity thus estimated for 6-lane Highway. The capacity and design service volumes for various lane configurations in case of plain terrain at different LOS’s are presented in Table 7.23 below.

Table 7.23: Capacity and Design Service Volume

Road Shoulder Type

Plain Terrain

Capacity (PCU/day) DSV (PCUS/day)

LOS B LOS C LOS D

4 Lane*

Earthen Shoulders 70000 35000 49000 59500

Paved Shoulders 80500 40250 56350 68425

With 7 m Service Road 134000 67000 94000 114000

6 Lane** Paved Shoulders 134000 67000 94000 114000

6 Lane Paved Shoulder with 5.5m Service Road on Both Sides

146375 73188 102463 124419

6 Lane*** Paved shoulders 90,000 - - -

The projected sectional traffic is compared with DSV to assess the upgradation requirement for the corridor under prevailing roadway conditions. Capacity augmentation is generally warranted for roads that cater to traffic volumes in excess of the DSV at LOS B.



The Consultants have attempted to assess upgradation requirement to the existing road based on the projected traffic in horizon years. Comparison of projected traffic with the DSV at various LOS indicates the following upgradation requirement show in Table 7.24.

Table 7.24: Assessment of Upgradation Requirement

Sections Based on 4 Lane Capacity

Guidelines

Based on 4 Lane with 7.0m Service Road Capacity

Guidelines

Based on 6 Lane + 7m Service road

Capacity Guidelines

LOS B LOS C LOS B LOS C LOS B LOS C

Km 380 Exceeded 2019 2021 2023 2022 2025

Km 419 Exceeded 2022 2022 2027 2022 2030

Km 458+400 2020 2022 2025 2031 2026 2033

Km 482+800 2018 2022 2023 2029 2024 2031

Km 505+500 Exceeded 2021 2022 2026 2022 2027

Km 520+100 2022 2027 2029 2036 2030 2038

Km 535+000 2019 2022 2023 2029 2024 2032

7.6. Tolling Strategy and Estimation of Toll Lanes

7.6.1. General

An estimation of tollable traffic for levying toll on project road section is necessary since the project road is conceived as toll project with partial access control. Consultant has proposed toll plaza at following location for this project.

Table 7.25: Proposed Toll Plaza Location Toll Plaza Km Base Year ( 2022) AADT (PCU/Vehicle)

1 Package 1 92410/90029

2 Package 2 55579/54024

3 Package 3 40159/37009

7.6.2. Estimation of Tollable Traffic

Tollable traffic has been estimated considering various factors effecting such as local traffic and toll exempted traffic. The proportions of toll exempted vehicles and the local traffic are estimated at all the four locations based on the respective analysis of CVC Surveys. The projected tollable traffic is presented in Table 7.26.



Table 7.26A: Projected Tollable Traffic at Package 1

Period Car/Van /Jeep/

Taxi

Mini Bus

Govt. Bus

Private Bus

LCV 2-Axle 3-Axle Rigid

Multi Axle

Total Vehicles

Total PCUs

2022 43314 1260 1892 1077 4319 2226 1479 743 56311 75049

2023 46307 1308 1964 1118 4618 2283 1518 762 59878 79276

2024 49507 1358 2039 1160 4937 2343 1557 782 63683 83766

2025 52928 1409 2116 1205 5278 2404 1598 802 67740 88536

2026 56585 1463 2197 1250 5642 2466 1639 823 72066 93605

2027 60495 1518 2280 1298 6032 2530 1682 845 76681 98993

2028 64046 1567 2353 1339 6386 2586 1719 863 80860 103853

2029 67806 1617 2428 1382 6761 2643 1757 882 85277 108975

2030 71786 1669 2506 1426 7158 2701 1795 902 89944 114371

2031 76000 1722 2586 1472 7578 2760 1835 922 94876 120059

2032 80461 1777 2669 1519 8023 2821 1875 942 100088 126054

2033 84565 1827 2744 1562 8432 2875 1911 960 104875 131546

2034 88878 1878 2820 1605 8862 2929 1947 978 109899 137297

2035 93410 1931 2899 1650 9314 2985 1984 997 115171 143320

2036 98174 1985 2981 1697 9789 3042 2022 1015 120705 149629

2037 103181 2041 3064 1744 10289 3100 2060 1035 126513 156236

2038 108443 2098 3150 1793 10813 3158 2100 1054 132610 163158

2039 113974 2156 3238 1843 11365 3218 2139 1074 139009 170409

2040 119787 2217 3329 1895 11945 3280 2180 1095 145726 178005

2041 125896 2279 3422 1948 12554 3342 2222 1116 152777 185965

2042 132316 2343 3518 2002 13194 3405 2264 1137 160179 194305

2043 139065 2408 3616 2058 13867 3470 2307 1158 167950 203045

2044 146157 2476 3718 2116 14574 3536 2351 1180 176107 212204

2045 153611 2545 3822 2175 15317 3603 2395 1203 184672 221804

2046 161445 2616 3929 2236 16099 3672 2441 1226 193663 231865

2047 169679 2690 4039 2299 16920 3741 2487 1249 203103 242411

2048 178332 2765 4152 2363 17782 3813 2534 1273 213014 253466

2049 187427 2842 4268 2429 18689 3885 2583 1297 223421 265056

2050 196986 2922 4387 2497 19643 3959 2632 1322 234347 277206



Table 7.26 b: Projected Tollable Traffic at Package 2


Taxi

Mini Bus

Govt. Bus

Private Bus


Multi Axle

Total Vehicles

Total PCUs

2022 29256 428 1104 616 1783 1410 617 441 35656 45801

2023 31277 444 1146 639 1836 1447 633 453 37876 48334

2024 33438 461 1190 664 1891 1485 650 465 40243 51022

2025 35749 479 1235 689 1948 1523 667 477 42766 53876

2026 38219 497 1282 715 2006 1563 684 489 45456 56907

2027 40860 516 1331 742 2067 1603 702 502 48323 60126

2028 43259 532 1373 766 2118 1639 717 513 50917 63028

2029 45798 550 1417 790 2171 1675 733 524 53658 66084

2030 48486 567 1462 816 2226 1712 749 536 56554 69303

2031 51332 585 1509 842 2281 1749 766 547 59612 72694

2032 54346 604 1558 869 2338 1788 782 560 62844 76267

2033 57117 621 1601 893 2390 1822 797 570 65811 79539

2034 60030 638 1646 918 2442 1856 812 581 68925 82964

2035 63092 656 1692 944 2496 1892 828 592 72191 86550

2036 66309 675 1739 970 2551 1928 844 603 75619 90305

2037 69691 693 1788 997 2607 1964 860 615 79216 94237

2038 73246 713 1838 1025 2664 2002 876 626 82990 98354

2039 76981 733 1890 1054 2723 2040 893 638 86951 102665

2040 80907 753 1943 1084 2783 2078 910 650 91108 107181

2041 85033 774 1997 1114 2844 2118 927 663 95470 111911

2042 89370 796 2053 1145 2907 2158 944 675 100049 116865

2043 93928 818 2110 1177 2971 2199 962 688 104854 122056

2044 98718 841 2169 1210 3036 2241 981 701 109898 127494

2045 103753 865 2230 1244 3103 2283 999 715 115192 133191

2046 109044 889 2293 1279 3171 2327 1018 728 120749 139161

2047 114606 914 2357 1315 3241 2371 1038 742 126583 145418

2048 120450 940 2423 1352 3312 2416 1057 756 132706 151974

2049 126593 966 2491 1389 3385 2462 1077 771 139134 158845

2050 133050 993 2560 1428 3459 2509 1098 785 145882 166047



Table 7.26 c: Projected Tollable Traffic at Package 3


Taxi

Mini Bus

Govt. Bus

Private Bus


Multi Axle

Total Vehicles

Total PCUs

2022 51857 754 1987 835 2835 1494 756 387 60903 74194

2023 55029 782 2062 867 2920 1533 776 397 64365 78080

2024 58400 812 2140 899 3008 1573 796 407 68035 82187

2025 61982 843 2222 934 3098 1614 817 418 71926 86529

2026 65788 875 2306 969 3191 1656 838 429 76051 91121

2027 69833 908 2394 1006 3286 1699 860 440 80425 95977

2028 73484 937 2470 1038 3369 1736 879 449 84362 100334

2029 77329 967 2549 1071 3453 1774 898 459 88502 104905

2030 81381 998 2631 1106 3539 1813 918 469 92855 109701

2031 85649 1030 2715 1141 3628 1853 938 480 97433 114735

2032 90145 1063 2802 1177 3718 1894 959 490 102249 120019

2033 94260 1093 2881 1210 3800 1930 977 500 106650 124840

2034 98567 1123 2961 1244 3884 1966 995 509 111250 129870

2035 103074 1155 3044 1279 3969 2004 1014 519 116058 135119

2036 107792 1187 3129 1315 4056 2042 1034 529 121084 140596

2037 112730 1220 3217 1352 4146 2081 1053 539 126338 146311

2038 117900 1254 3307 1390 4237 2120 1073 549 131830 152277

2039 123311 1290 3400 1429 4330 2161 1094 559 137572 158504

2040 128975 1326 3495 1469 4425 2202 1114 570 143576 165005

2041 134905 1363 3593 1510 4523 2243 1136 581 149853 171791

2042 141113 1401 3693 1552 4622 2286 1157 592 156417 178877

2043 147613 1440 3797 1595 4724 2329 1179 603 163281 186275

2044 154418 1481 3903 1640 4828 2374 1202 614 170459 194001

2045 161542 1522 4012 1686 4934 2419 1224 626 177966 202069

2046 169002 1565 4125 1733 5043 2465 1248 638 185818 210495

2047 176814 1608 4240 1782 5154 2512 1271 650 194031 219297

2048 184993 1653 4359 1832 5267 2559 1296 662 202621 228491

2049 193558 1700 4481 1883 5383 2608 1320 675 211608 238096

2050 202527 1747 4606 1936 5501 2658 1345 688 221009 248130



7.6.3. Toll Plaza Lane Requirements

The viability of a potential Build Operate and Transfer (BOT) project is based on toll revenue, and the success of a toll project depends on what portion of the project costs (construction, maintenance and administration) will be covered by toll revenues. Thus, while formulating a tolling strategy one needs to ensure that it serves the purpose of benefiting both the road users and the concessionaire. From a road users perspective the tolling strategy should be such that the toll charges reflect the road user cost savings and it should be convenient for the user to pay the toll without inordinate delays. From a concessionaire’s perspective the tolling strategy should be such that it yields positive returns on the investment and it should be able to accommodate all users with minimal non-compliance and disruptions i.e. it should be easy to enforce. There are various toll collection methods applied world wide and some of these are as given below: 1. Cash Payment – Service Rate 240 Veh/Hour 2. Smart Cards - Service Rate 360 Veh/Hour 3. Electronic Toll Collection ETC (with RFID Tag) – 1200 Veh/Hour Based on above service rates following table gives the lane requirement at the plazas.

Table 7.27: Lane Requirement at Toll Plaza

Plaza

Vehicles

Peak Hour/Direction

Lanes / Direction

Cash Lane

Smart Card Lane

ETC Lane

Package 1 234347 7030 3 4 4

Package 2 221009 6630 4 6 3

Package 3 136638 4099 2 3 2

7.7. Traffic Circulation Plan and Safety Considerations

IRC SP55 is the guideline to be followed for circulating traffic during construction. Following picture gives the work zone safety criteria during construction.

Figure 7.6: Work Zone Safety during Construction.



IRC SP 55 should be strictly adhered for safety of pedestrian, workers and vehicular traffic during construction

7.8. Recommendation and Conclusion

Based on traffic analysis at midblock, junctions this project road is running on dense traffic and immediate widening is needed on this stretch. All the recommendation of grade separation at candidate junctions, pedestrian facilities require immediate attention.

Following Appendices are enclosed in Vol. II- Appendices to main report.

Appendix 7.4 Axle Load Survey

Appendix 7.5 Passenger Vehicle Origin – Destination Survey

Appendix 7.6 Pedestrian Crossing Survey

Appendix 7.7 Speed & Delay Survey



CHAPTER 8 ENGINEERING DESIGNS AND ALTERNATIVES

8.1 Introduction

Under the gamut of the project, various engineering surveys and investigations have been carried out and have been detailed under Chapters 5 and 7. As part of the scope of Feasibility Study, the analysis of these surveys have been carried out to develop and recommend the various design alternatives. Preliminary designs and cost estimation of these alternatives is done. Thereafter economic and financial analysis of the various alternatives is carried out to arrive at the best techno-economic solution.

8.2 Alignment Improvement Proposal

Improvement proposals for alignment are proposed based on objectives outlined in Terms of Reference (TOR). As mentioned in TOR main objective of proposed project is improvement of safety feature of the alignment, capacity augmentation and improvement within proposed ROW (45m) as far as possible. The warrants for 2-lane and the design service volumes for various lane configurations specified in the Manual of Specifications and Standards for Two Laning of Highways With Paved Shoulders (IRC: SP: 73-2015) and Manual of Specifications and Standards for Four Laning of Highways through Public Private Partnership (IRC: SP: 84-2014) by Indian Roads Congress, are given in Table 8.1.

Table 8.1: Warrants and Design Service Volumes

Terrain

Warrants for 2- lane Design Service volume in PCUs per day

2 Lane Highway 4 Lane Highway

2-lane with granular shoulder

2- lane with paved

shoulder

without paved

shoulder

with min. 1.5m wide

paved shoulder

LOS 'B'

LOS 'C'

Plain <8000 >10000 15000 18000 40000 60000

Rolling <6500 >8000 11000 13000

Mountainous and Steep

- - 7000 9000 20000 30000

Based on the observed traffic flows and reconnaissance surveys, the project road have been divided into 7 homogeneous traffic sections. The homogeneous wise traffic projections have been given in Chapter 7 and the summary on the base (2017) are shown in Table 8.2.



Table 8.2: Homogeneous Sections of Traffic on Project Highway

Sl. No

Homo-geneous Section

(HS)

Existing Section (km)

Design Chainage (km) Existing Length

(km)

Traffic Volume AADT (PCU)

Assessment of Upgradation Requirement

From (Km)

To (Km) From (Km) To (Km) 2017

Based on 4 Lane Capacity Guidelines

LOS B LOS C

1 HS-1 379.100 408.000 379.100 406.680 28.900 52499 Exceeded 2019

2 HS–2 408.000 435.000 406.680 433.700 27.000 43036 Exceeded 2022

3 HS-3 435.000 465.000 433.700 462.770 30.000 34257 2020 2022

4 HS-4 465.000 490.000 462.770 487.280 25.000 38009 2018 2022

5 HS-5 490.000 517.000 487.280 513.550 27.000 43713 Exceeded 2021

6 HS-6 517.000 530.000 513.550 526.500 13.000 26841 2022 2027

7 HS-7 530.00 552.00 526.500 548.200 22.000 36607 2019 2022

As given in chapter 7 of Main Report and can be seen from the above Table 8.2 the Homogenous Sections 1, 2 & 5 would be required to be widened to 4 lane configurations from the years 2017; Homogenous sections 3, 4, 6 &7 would require to be widened to 4 lane configurations within 3-4 years from 2017. Therefore, it is logical to improve all sections to 4 lane configurations from the year of opening itself (2021).

8.3 Proposed Right of Way (PROW)

The Proposed Right of Way has been decided as 45 m as a mandate of the State Government for accommodating the 4 Lane carriageway configuration with service roads on both sides of the 4 lane carriageway.

The revenue maps along the project road have been collected from concerned revenue authorities of Alapuzha, Kollam and Thiruvananthapuram Districts and the existing Right of Way (EROW) has been measured from these maps. Existing ROW data has also been collected from the State NH Departments of the 3 districts. It is seen from the Maps and the NH Division Data that the existing ROW is generally varying between 24-30m. At very few isolated places it is wider than 30m.

The improvement proposal has been generally contained within the PROW of 45m. In addition to the improvement proposals, extra land area would be required for Bus Bay, Truck Lay Bye, Junction improvement, Wayside Amenity & Toll Plaza area. The detail of EROW and PROW has been given in Appendix 8.3 in Volume II: Appendices to Main Report.

8.4 Alignment Options and Widening Criteria

As per ToR, the scope of proposed project is upgrading the existing highway to 4 lanes.

As an initial proposal, the Alignment Options Study for Section from km 379.10 to km 465.00 was submitted on 7th. October 2016 and for Section from km 465.00 to km 551.90 on 4th November 2016, based on the methodology below (which was finalized in discussion with PIU, NHAI, Thiruvananthapuram, as well as, it was revised further based on advice by Member (T), NHAI during meeting on 18th October 2016 at Thiruvananthapuram).

1. Proposed ROW (PROW) considered 45m for entire stretch.

2. Retain the existing carriageway to the extent possible to facilitate traffic diversion during construction and retaining existing asset of the state.



3. Existing ROW, EROW (mostly eccentric in respect of the existing carriageway) widths on LHS and RHS of the existing carriageway were used as a primary criteria to arrive at the additional land acquisition on LHS and RHS beyond EROW.

4. Utilizing Government Land wherever available while designing desirable geometry characteristics of the proposed alignment and providing the best possible Geometry Standards to the extent possible, including increasing radius of the deficient curves and facilitate better sight distance and visibility criteria at accident prone locations.

Subsequent to the submission of the Alignment Options Reports, a presentation was made to the Hon’ble Minister (Works and Registration) on 21st November 2016 at Thiruvananthapuram. During the presentation to the Hon’ble Minister, the above methodology was discussed explicitly, however, Minister advised that under all circumstances, to the extent possible, the Proposed Center Line of the 4 lane Section needs to be in the middle of the EROW, including densely inhabited Urban Towns. Therefore the above criteria is presently adopted in selecting the Proposed Center Line at substantial stretches. However, in certain sections, deviations to the above option is carried out to facilitate criteria as stated below:

1. Eccentric Widening at Structure/Bridge Locations.

2. Eccentric Widening to retain existing Religious Structures viz. Temples, Churches, Graveyards & Mosques etc. to the extent possible

Eccentric Widening to avoid encroaching on to Railway Right of Way (Cherthala Railway Station Stretch). The summary of widening is given in Table 8.3 and detail of widening is given in Annexure 8.1. The chainage wise TCS schedule is given in Table 8.4 below.

Table 8.3: Summary of Widening

S. No. Description Length (km) upto

Kazhakuttam Junction

1 Total Design Length of Project (including flyover at Kazhakuttam) 170.56

2 Bypasses a) Alappuzha Bypass 6.7

b) Kollam Bypass 12.9 c) Attingal Bypass 10.6 Total Length of Bypasses 30

3 Concentric Widening (excluding Bypasses) 138.56 4 Eccentric Widening Length (excluding Bypasses) 29 5 Realignment (Bridge, Geometric Imp.) 3

Table 8.4: Widening with TCS Schedule

Des. Chainage (km) Length (Km)

TCS Type

Remarks From To

379.100 380.250 1.150 2 lhs

380.250 380.550 0.300 1 Concentric

380.550 382.380 1.830 2 lhs




TCS Type

Remarks From To

382.380 382.950 0.570 1 Concentric

382.950 386.150 3.200 2 lhs

386.150 386.600 0.450 2 RHS Realignment(Religious Place at LHS)

386.600 387.150 0.550 2 End of 4 Lane Section

387.150 389.900 2.750 4A Due to Realignment (Rail corridor at RHS)

389.900 390.200 0.300 4A lhs

390.200 390.750 0.550 3 Concentric

390.750 391.400 0.650 3 Concentric

391.400 391.750 0.350 4 Ecentric RHS

391.750 392.100 0.350 6A Ecentric RHS

392.100 392.400 0.300 3 Concentric

392.400 392.800 0.400 4 RHS Realgnment(Religios Place at LHS)

392.800 393.900 1.100 3 Concentric

393.900 394.500 0.600 6A Ecentric LHS

394.500 394.800 0.300 3 Concentric

394.800 395.400 0.600 6A Ecentric LHS

395.400 395.700 0.300 6A Ecentric RHS (Religios Place at LHS)

395.700 398.303 2.603 4A Ecentric LHS

398.303 398.900 0.597 4A Ecentric LHS

398.900 400.400 1.500 3 Concentric

400.400 401.000 0.600 6A Ecentric RHS

401.000 401.800 0.800 4A Ecentric LHS

401.800 402.800 1.000 4A Realignment on LHS

402.800 404.060 1.260 4A Ecentric LHS

404.060 404.400 0.340 4A Realignment on LHS

404.400 405.100 0.700 4A Ecentric RHS

405.100 405.800 0.700 4A Realignment on RHS

405.800 407.000 1.200 4A Ecentric RHS

407.000 407.550 0.550 4A Realignment on RHS

407.550 408.200 0.650 3 Concentric

408.200 410.300 2.100 5

Allapuzha Bypass 410.300 413.100 2.800 5

413.100 414.900 1.800 5

414.900 416.400 1.500 3 Concentric

416.400 417.900 1.500 4A Ecentric RHS

417.900 419.400 1.500 3 Concentric




TCS Type

Remarks From To

419.400 419.750 0.350 4A Ecentric LHS

419.750 420.600 0.850 4A Realignment

420.600 421.200 0.600 4A Ecentric RHS

421.200 421.700 0.500 4A Realignment

421.700 422.600 0.900 4A Ecentric LHS

422.600 423.100 0.500 6A Ecentric RHS

423.100 424.900 1.800 Ambalapuzha ROB cum Flyover

424.900 425.700 0.800 3 Concentric widening

425.700 425.900 0.200 6A LHS widen


426.220 426.550 0.330 4 minor realignment

426.550 426.720 0.170 6A RHS widen

426.720 429.100 2.380 4A LHS widen


429.400 429.830 0.430 6A LHS widen


429.930 430.250 0.320 6A LHS widen


430.750 431.300 0.550 6A LHS widen


431.600 431.800 0.200 6A LHS widen


431.900 432.050 0.150 6A LHS widen

432.050 433.564 1.514 4A major realignment


434.120 434.600 0.480 6A RHS widen


434.920 435.500 0.580 6A LHS widen

435.500 435.800 0.300 6A RHS widen

435.800 436.000 0.200 6A LHS widen


436.320 437.100 0.780 6A LHS widen

437.100 437.300 0.200 4 major realignment

437.300 437.600 0.300 6A RHS widen


437.800 438.420 0.620 6A LHS widen




TCS Type

Remarks From To


438.800 439.200 0.400 6A RHS widen




440.500 441.000 0.500 6A RHS widen


441.130 442.000 0.870 6A LHS widen


442.200 442.586 0.386 6A RHS widen

442.586 442.800 0.214 4A Concentric widening

442.800 443.380 0.580 4A minor realignment

443.380 443.500 0.120 4A LHS widen



445.000 446.240 1.240 4A RHS widen


446.414 446.850 0.436 6A RHS widen


447.000 448.830 1.830 4A RHS widen


449.050 449.720 0.670 6A RHS widen


449.900 451.000 1.100 4A RHS widen


451.950 453.700 1.750 4A RHS widen

453.700 454.650 0.950 4A major realignment

454.650 455.000 0.350 6A RHS widen


455.500 456.050 0.550 6A RHS widen


456.260 456.350 0.090 4A RHS widen


456.500 457.500 1.000 4A RHS widen

457.500 458.250 0.750 4A RHS widen





TCS Type

Remarks From To

458.400 459.300 0.900 4A RHS widen

459.300 459.500 0.200 6A LHS widen

459.500 459.950 0.450 6A RHS widen


460.600 461.276 0.676 6A LHS widen


461.600 462.450 0.850 4A LHS widen


462.800 462.900 0.100 6A LHS widen

462.900 463.140 0.240 4 minor realignment LHS

463.140 463.600 0.460 6A RHS widen

463.600 463.750 0.150 6A LHS widen

463.750 464.040 0.290 6A RHS widen


464.400 465.000 0.600 6A LHS widen

465.000 465.300 0.300 6A RHS widen


465.800 467.600 1.800 4A RHS widen


467.950 468.150 0.200 6A RHS widen

468.150 468.400 0.250 6A LHS widen


468.920 471.000 2.080 4A RHS widen

471.000 471.700 0.700 4A minor realignment RHS

471.700 472.500 0.800 4A RHS widen


472.750 473.000 0.250 6A RHS widen


473.200 473.400 0.200 6A LHS widen

473.400 474.950 1.550 4A RHS widen


475.400 476.300 0.900 4A RHS widen

476.300 476.714 0.414 4A LHS widen


476.920 477.200 0.280 6A RHS widen





TCS Type

Remarks From To

477.400 478.250 0.850 4A RHS widen

478.250 478.800 0.550 4A minor realignment LHS

478.800 479.800 1.000 4A LHS widen


480.120 480.300 0.180 4A LHS widen

480.300 480.500 0.200 4A RHS widen

480.500 480.800 0.300 6A LHS widen

480.800 481.700 0.900 4A RHS widen

481.700 482.000 0.300 6A LHS widen

482.000 483.050 1.050 4A RHS widen



483.800 484.300 0.500 6A RHS widen

484.300 485.200 0.900 6A LHS widen



485.650 486.500 0.850 6A LHS widen

486.500 499.600 13.100 5 Kollam By-pass



500.600 501.400 0.800 4A major realignment RHS

501.400 501.750 0.350 4A LHS widen


501.920 502.350 0.430 6A LHS widen

502.350 502.900 0.550 6A RHS widen


504.050 504.300 0.250 6A RHS widen

504.300 504.550 0.250 6A LHS widen

504.550 504.800 0.250 6A RHS widen

504.800 505.200 0.400 4A LHS widen



507.000 507.312 0.312 6A LHS widen

507.312 507.900 0.588 4A 4 lane ECC RHS

507.900 508.900 1.000 4A LHS widen





TCS Type

Remarks From To

509.250 509.550 0.300 6A LHS widen


509.750 510.200 0.450 4A LHS widen


511.000 511.150 0.150 4A LHS widen

511.150 511.400 0.250 6A RHS widen

511.400 511.600 0.200 4 minor realignment RHS


511.800 512.100 0.300 6A LHS widen

512.100 512.300 0.200 6A RHS widen

512.300 512.450 0.150 6A LHS widen


513.100 513.400 0.300 6A RHS widen

513.400 514.300 0.900 4A LHS widen

514.300 515.100 0.800 4A RHS widen

515.100 515.500 0.400 4A 4 lane ECC RHS

515.500 515.814 0.314 4A RHS widen

515.814 516.100 0.286 6A LHS widen

516.100 516.300 0.200 6A RHS widen

516.300 516.600 0.300 6A LHS widen





517.500 517.700 0.200 6A LHS widen


518.050 519.300 1.250 4A major realignment LHS

519.300 522.000 2.700 4A LHS widen

522.000 522.458 0.458 4A 4 lane ecc RHS


523.050 523.500 0.450 6A RHS widen

523.500 534.100 10.600 6 Attingal By-pass

534.100 534.750 0.650 6A RHS widen


536.200 536.750 0.550 6A LHS widen

536.750 537.400 0.650 6A RHS widen




TCS Type

Remarks From To

537.400 537.600 0.200 6A lhs widen


537.800 538.300 0.500 6A lhs widen


538.750 539.400 0.650 6A lhs widen


539.700 540.200 0.500 4A lhs widen

540.200 540.650 0.450 4A major realignment LHS

540.650 541.400 0.750 4A lhs widen


541.500 542.250 0.750 4A rhs widen



543.800 544.650 0.850 4A lhs widen

544.650 544.900 0.250 6A rhs widen


545.250 545.580 0.330 6A lhs widen


546.050 547.150 1.100 2 minor realignment lhs widen 4 lane

547.150 547.400 0.250 2 lhs widen 4 lane

547.400 549.661 2.261 10/11 Including Kazhakootam Elvated structure

Consultants have obtained in-principle approval from Hon’ble Minister during presentation on the revised alignment option (carried out as per Minister’s advice), including Attingal Realignment (New Alignment) on 9th. December 2016.

During meeting with Member Tech in the presence of Additional Chief Secretary, Kerala, on 3rd. January 2017, ACS, Kerala also concurred with the alignment proposed by the Consultant (presented to Minister), and accorded approval.

8.4.1 Typical Cross Sections

Based on the traffic projection, capacity and the design standards enumerated in Chapter-6 Design Standards the typical cross-sections applicable for various sections of the project road have been prepared. These applicable chainages (refer Annexure 8.1) and their typical cross sections are given as Figure 8.1. Since the entire project road passed through urban/semi urban area, service/slip roads are proposed for almost the entire project corridor, with the exception of Attingal Bypass, where, only 4 laned section is proposed in respect of the open country/agricultural land use of the bypass. These typical sections have been prepared separately for various alternatives like reconstruction, rehabilitation, grade separated sections etc. are mentioned in Table 8.5 below.



Table 8.5: Typical Cross Sections

TCS no. TCS Description

TCS-1 4-Lane Urban Section (4-Lane Existing) (Overlay With Concentric Widening)

TCS-2 4-Lane Urban Section (4-Lane Existing) (Overlay/Reconstruction)

TCS-3 4-Lane Urban Section (Overlay/Reconstruction With Concentric Widening)

TCS-4 4-Lane Urban Section (2-Lane Existing) (New Construction)

TCS-4A 4-Lane Urban Section (2-Lane Existing) (New Construction)-Rigid Pavement

TCS-5 4-Lane Bypass Section (New Construction On RHS) for Kollam & Alapuzha Bypass

TCS-6 4-Lane Rural Section (New Construction) for Attingal Bypass

TCS-6A 4-Lane Urban Section (Overlay With Eccentric Widening)

TCS-7 4-Lane Urban Section (At Ambalapuzha) ROB Approach

TCS-7A 4-Lane Urban Section (At Alapuzha Bypass) ROB Approach

TCS-8 4-Lane Urban Section (At Kollam Bypass) ROB Approach

TCS-9 4-Lane Urban Section At Flyover/VUP Approach

TCS-10 Cross Section 35/30m Span For Elevates Stretches (Kazhakkuttam)

TCS-11 Cross Section 50m Span For Elevates Stretches (Kazhakkuttam)



Figure 8.1: Typical Cross Sections



8.5 Bypasses and Realignments

There are two bypasses and a new realignment in this project road and, which are under different stages of construction as given below:

i) Alappuzha bypass: Length of bypass is 6.80 km. 45m PROW for this bypass is already acquired by NHAI. Presently two 2 lane ROB’s are being constructed in this bypass.

ii) Kollam bypass: Length of bypass is 12.90 km, including 2 lane existing carriageway length of 4.60 km. 45m PROW for this bypass is already acquired by NHAI. Presently construction of 2 lane carriageway formation is in progress for the balance 8.3 km.

iii) NH Realignment bypassing Attingal and Alamcode Towns: A new alignment length of 10.90 km has been proposed for bypassing Attingal Town. This alignment was selected based on the following Criteria: 1. Length of Alignment

2. Utilizing part of existing roads in the vicinity of the town with proper take off and joining points with the main highway

3. Road Geometric Standards

4. Spread of the town i.e. left side or right side

5. Type of Land Acquisition

6. Structures – Minor Bridges, Major Bridges

7. Environmental Constraint like ponds etc.

8. Social Impact – Relocation and Rehabilitation Issues.

The study and analysis has been based upon Google Earth Imagery. This alignment was shown to Hon’ble Minister as part of the Alignment Options Presentation on 9th December 2016, and in-principle approval has been obtained. Till date no LA has happened for this new alignment. It is a general characteristic of the Kerala State that ribbon development is profoundly observed along-side the major roads/routes and same situation is observed for NH 47 also. The spread of the Town is very much around the roads passing through them, and hence in reality, bypassing a major urban area generally results in longer alignments.

8.6 Religious Structures

During the finalization of the alignment options, efforts were made to save as religious structures as possible from acquisition. Majority of the religious structures in the vicinity of the existing road has been saved vide the proposed alignment and a summary of the religious structure that has been partially/completely affected still, is presented in the Table 8.6 below. The efforts to save religious structure has resulted in the eccentric nature of the alignment for a length of 3 km within the entire project length.



Table 8.6: List of Affected Religious Structures

S. No.

Design Chainage

Side Description Location Remarks

1 388+600 LHS Temple Cherthala Railway line on RHS

2 407+500 RHS Mosque Thumboly Only Boundary Impacted

3 419+700 LHS Church Punnapra Entire Structure affected; to avoid

110 KV Power Station on RHS

4 421+000 RHS Dharmasastha

Temple Neerkunnam

Main Structure not Impacted Only Boundary Impacted

5 422+200 RHS Mosque Neerkunnam

6 425+320 RHS Payalkulangara Devi

Temple Ambalapuzha

7 426+300 RHS Sri Dharmasastha

Temple Karoor

8 427+700 LHS Sayadhya Mosque Purakkad

9 427+800 RHS Mosque Purakkad

Church & Mosque at close distance on LHS; less space between religious structures on both sides of the road;

concentric widening adopted

10 427+900 LHS Marsleeva Church Purakkad

Only Boundary Impacted

11 430+900 RHS Kuruttoo Bhagavathy

Temple Thotapally

12 430+900 LHS Madarasathul Islamic

Mosque Thotapally

13 447+400 LHS Kanjoor Devi Temple Cheppad

14 448+600 RHS Church Cheppad To save Church and Graveyard on LHS

15 463+680 RHS Sri Saradadevi Matha

Temple Changankula

ngara

Main Structure not Impacted Only Boundary Impacted

16 467+100 RHS Puthankavu Muslim

Jam-a-at Mosque Puthatheruvu

17 468+500 RHS Jumma Masjid Puthiyakavau

Mosque Pallimukku

18 470+300 LHS Padnayar Mahadevi

Temple Karunagapalli

19 472+200 LHS St. Thomas Church Kuttivattom

20 479+300 LHS Temple Chavara

21 481+550 LHS Temple Puthentheru

22 500+450 LHS Murugan Temple Umayanallur

Each Religious Structure has been presented individually in Annexure 8.2 with the details of distances



from EROW as well as distances from the nearest edge of the existing road to facilitate validation on

ground regarding acquisition purposes.

8.7 Pavement Design

As part of the detailed design engineering study of the Project Corridor which consists of approximately 173 Km length of Cherthalai to Thiruvanathapurm section of NH-47 (New NH-66) from km 379.100 to km 551.900 in the State of Kerala, the Consultant conducted pavement investigations of the existing road which includes visual pavement condition survey, ascertain engineering characteristics of existing sub-grade by carrying out in-situ and laboratory testing of soil sampled from excavated trial pit, determining existing pavement composition, determining in-situ CBR by conducting DCP test on sub-grade top, determining structural strength of existing pavement by conducting BBD test and testing of existing Pavement material. For construction of new 2 lane carriageway soil from suitable borrow areas, course & fine aggregates from crushers/quarry are collected and tested for ascertaining their engineering properties. Based on the findings of such extensive pavement investigation, the Consultant undertook pavement design for rehabilitation of the existing pavement and new construction along the project corridor for meeting the design requirements specified in the TOR.

8.7.1. Pavement and Subgrade Investigation

Majority of the input data required for the pavement design, are obtained from pavement and sub-grade investigation carried out as per the Terms of Reference (TOR) laid out by NHAI and activities involved in the process are detailed as under: (i) Review of all available reports

The Consultant collected past available reports of the Old DPR Study carried out by M/s ICT Pvt Ltd. These reports were studied and used for determining and ascertaining investigation locations.

(ii) Road and Pavement Condition Surveys

The consultant carried out detailed field study to collect road and pavement surface condition during the month August-September 2016. The prime objective for pavement condition survey was to identify distresses and sections with similar characteristics. All distresses were systematically recorded and quantified for the purpose of determining mode of rehabilitation or requirement of any reconstruction in the format developed as per TOR’s requirement. The pavement condition survey was carried out to cover the following conditions.

Pavement condition: which includes surface distress such as % cracking, rutting, % raveling,

Potholes and edge break.

Shoulder condition: which includes rut depth, material loss, corrugation and edge drop.

Embankment condition: This includes height of embankment with general condition and extent

of slope erosion.

The details of road and pavement condition survey as noted during the month August 2016 are

presented in Annexure 8.3.

(iii) Investigation for existing Pavement Composition

In order to obtain existing pavement composition, test pits were dug at every 500 m interval staggered

on the both sides along the project corridor to obtain pavement composition details. For each test pit

following details/observations were recorded:

Test pit reference (location by Km)

Pavement composition (material type and thickness)



Subgrade Soil type (as per IS:1498-1970)

Subgrade Soil FDD (@ 2.5 Km) and Field Moisture Content (@ 0.5 Km)

The exiting pavement details obtained from survey are presented in Annexure 8.4.

The summary of existing pavement composition which includes average, minimum and maximum thickness of each layer for each homogeneous section is presented in Table 8.7.

Table 8.7: Summary of Existing Pavement Compositions

Homog. Section

Existing Chainage, (km)

Existing Pavement Composition (mm)

From (km) To (km) Bituminous Layer Granular Base Layer Hard Moorum /Natural GSB

Min. Max. Avg. Min. Max. Avg. Min. Max. Avg.

HS-1 379.1 408 70 300 122 80 460 199 100 400 165

HS-2 408 435 70 180 127 80 300 171 90 250 146

HS-3 435 465 70 180 105 100 240 176 100 320 115

HS-4 465 490 50 210 130 70 240 126 60 320 179

HS-5 490 517 70 250 118 90 240 161 100 220 60

HS-6 517 530 100 300 164 90 200 137 90 200 68

HS-7 530 552 50 230 164 60 240 154 100 250 63

(iv) Investigation of Subgrade Characteristic and Strength of existing Pavement

Existing Subgrade Characteristics

With the aim to determine the characteristics of existing subgrade soil, representative samples were

collected from the test pits excavated up to subgrade top at an equal interval of 2.5 km staggering on

either side of the existing road. Pavement composition details were recorded in each of these excavated

trial pits and following tests were conducted in-situ and also in laboratory on the collected samples for

evaluation of existing subgrade soil properties:

a) In Situ Density and Moisture Content,

b) Field CBR using DCP,

c) Laboratory Moisture-Density Characteristics,

d) Laboratory CBR under 4-days soaked (at three energy level) and unsoaked condition

Summarized test results are presented in Annexure 8.5.

The summary of maximum and minimum DCP CBR and Laboratory CBR of existing subgrade soil samples for each homogenous sections are shown in Table 8.8.



Table 8.8: Summary of DCP and Laboratory CBR of existing Subgrade

Homogeneous Sections Existing Chainage, km

Existing Subgrade CBR (%)

DCP CBR (%) Lab CBR (%)

From To Min. Max. Average Min. Max. Average

HS-1 379.1 408 8.8 16.6 12.4 7.1 13.8 11.2

HS-2 408 435 6.4 16.1 11.0 8.6 14.6 12.3

HS-3 435 465 6.7 18.0 13.3 6.3 15.2 11.1

HS-4 465 490 6.4 16.3 10.9 6.3 12.3 10.4

HS-5 490 517 4.5 12.6 7.6 7.2 9.2 8.1

HS-6 517 530 8.2 14.7 11.5 7.4 11.0 9.6

HS-7 530 552 8.5 15.0 11.6 7.4 12.3 9.9

8.7.2. Strength of Existing Pavement and Homogeneous Sub-Sections based on BBD Survey

Structural strength evaluations of the existing pavement were carried out by conducting Benkelman Beam Deflection technique in accordance with the CGRA procedure given in IRC: 81-1997. The cumulative difference approach advocated by the AASHTO-Guide (AASHTO-1993, Appendix J) has been used for generating the homogeneous sub-sections based of BBD measurements. This method compares the sequence of actual cumulative sums in a measurement series with the sums that would have resulted from adding averages. A series z1, z2,…..zn is constructed by calculating

,1

k

i

ik xkxz for all ,,....,1 nk where

n

i

ixn

x1

1

According to AASHTO (1993), a section border is indicated whenever the trend in the series of cumulative differences changes from positive to negative and vice versa. However relatively volatile measurements series should be ignored to restrict the number of identified sections. The detailed BBD data analysis are presented in Annexure 8.6. Summarized average characteristic deflections against the homogeneous sub-sections are presented in Table 8.9

Table 8.9: Homogenous Sub-Section and Characteristic Deflections (BBD)

Homogenous Sub-Section Based on BBD

Survey Average

Characteristic Deflection (mm)

Homogenous Sub-Section Based on

BBD Average


From (Ex. Km) To (Ex. Km) From (Km)

To (Km)

379.100 391 0.770 486 487 0.545

392 400 0.962 488 489 0.824

401 410 0.604 503 509 0.833

417 435 0.784 510 515 0.600



Homogenous Sub-Section Based on BBD

Survey Average


Homogenous Sub-Section Based on

BBD Average


From (Ex. Km) To (Ex. Km) From (Km)

To (Km)

436 446 0.880 516 526 0.699

447 465 0.598 527 - 1.102

466 471 0.589 538 541 0.735

472 476 0.748 542 545 0.788

477 478 0.460 546 551 0.644

479 485 0.828 552 - 0.807

The deflections from BBD test are primarily more dependent on sub-grade strength rather than pavement layers.

8.7.3. Pavement Design

The existing project road is 2-lane single carriageway with few sections at built-up areas are of divided 4-lane configuration of flexible pavement type.

The best up gradation proposal for the 4-lane divided roadway should comprise construction of new 2-lane carriageway and strengthening of the existing 2-lane carriageway by bituminous overlays and new bituminous construction in widening portion.

However, Authority has decided that the proposed centre line of the 4-lane highway be kept at the centre of the EROW such that any additional land, if required would be acquired symmetrically from either side. Hence, the extent of the existing carriageway width and its feasibility for use are checked for strengthening purpose.

Flexible, Semi-rigid and Rigid Pavement options are considered to determine the most preferred proposal for the project road. The detail design of pavements involves the following cases.

a) Five types of pavement options are considered for design of new 2-lane carriageway and 4-lane proposed bypasses. Recommendation of the final option is made after Life Cycle Cost Analysis of the four options for 30 years period. Following five pavements options are designed.

i) Option-1: Flexible Pavement with granular layers and bituminous surfacing (by NRMB bitumen) - 15 years Design

ii) Option-2: Flexible Pavement with granular layers and bituminous surfacing (by VG-40 bitumen) - 15 years Design

iii) Option-3: Semi-Rigid Pavement with cementitious sub-base (CTSB), cementitious base (CTB) and bituminous surfacing (by VG-40 bitumen) - 15 years Design

iv) Option-4: Semi-Rigid Pavement with granular sub-base (GSB), cementitious base (CTB) and bituminous surfacing (by VG-40 bitumen) - 15 years Design

v) Option-5: Concrete Pavement with granular sub-base (GSB), DLC and PQC (M-40 PCC) - 30 Yrs Design

b) Design of pavements for new construction in widening portion (adjoining retained existing pavement) and reconstruction sections for the existing carriageway by bituminous



pavement. These sections are defined on the basis of realignment, raising of embankment and extent of damages in the existing pavement.

c) Strengthening/rehabilitation (by overlay or partial reconstruction depending on the present condition of Bituminous layers) of the existing pavement;

d) Design of service roads and slip roads

e) Design of pavement for bus stop and truck lay bye

The methodology adopted for pavement design (both new and rehabilitation) is presented in a flowchart (Fig 8.1 and Fig 8.2) indicating the various steps involved in the design process, their interaction with one another and the input parameter required in each step.

Figure 8.1: Pavement Design Procedure (New Construction)



Figure 8.2: Pavement Rehabilitation Design Procedure



Design Life

The design life considered are:

a) Flexible pavement as Option-1 for New Construction of the Mainline Highway is designed for 15 years’ period in accordance with IRC:37-2012. Modified binder NRMB is used for this Option.

b) Flexible pavement as Option-2 for New Construction of the Mainline Highway is designed for 15 years’ period in accordance with IRC:37-2012. VG-40 bitumen is used for traffic >30 MSA.

c) Semi-rigid Pavement is designed as an alternative Option-3 for New Construction of Mainline for design period of 15 years as per IRC:37-2012. Cementitious Sub-base (CTSB) and Cementitious Base (CTB) are used as substitute for conventional granular layers. Cement will be mixed respectively 2% and 4% by weight of the granular aggregate. VG-40 bitumen shall be used for bituminous surfacing.

d) Another Semi-rigid Pavement as Option-4 is designed for New Construction of Mainline for design period of 15 years as per IRC:37-2012 with GSB as sub-base and Cementitious base (CTB) with 4% cement used in granular aggregate. VG-40 bitumen shall be used for bituminous surfacing.

e) Rigid Pavement is designed as Option-5 for New Construction of Mainline according to IRC: 58-2015 for 30 years design life with granular sub-base (GSB), base as DLC (M-10 grade PCC) layer and PQC Slab (M-40 grade PCC).

f) Bituminous Overlay on existing flexible pavement are designed for both 10 years period (minimum design period as per with IRC: 81–1997) and 15 years period.

g) Pavement widening and partial/full reconstruction of the existing flexible pavement shall be designed also for both initial period of 10 years and 15 years’ period as per IRC:37-2012

h) Pavement for service roads and Slip roads are designed as per IRC: 37-2012 for design traffic 20 MSA as decided in the meeting dated 05.10.2016 chaired by Member (T) at NHAI (HO).

Design inputs

Following design inputs have been considered in the pavement design.

Subgrade Effective CBR

Potential Borrow areas of selected earth are located along the Project corridor in order to use good soil for the construction of subgrade and embankment. A total of twelve (12) borrow areas are identified and soil samples have been collected from these borrow areas and tested in the Laboratory. Sieve Analysis, Atterberg Limits, Proctor Compaction characteristics and soaked CBR (at three energy levels) were tested to determine the engineering characteristics of borrow soil. The detailed test results of borrow area soil are presented in Annexure 8.7.

The 4-days’ soaked CBR values for the borrow area soils ranges from 9.3% to 16.7%. The same borrow area soil will be used in both embankment and subgrade construction. However, anticipating for sections where subgrade (by borrowed soil) need to be constructed over the compacted parent ground (as in fig 3.1 of IRC:SP:42-2014), Consultant investigated 4-days’ soaked CBR and other soil parameters of the parent soils situated at the toe of existing embankment at the interval of 2.0-5.0 km. The detailed test results of toe soil samples are presented in Annexure 8.8. For the road stretch from km379.100 to km 465.000 there are 23 toe soil samples tested whose CBR ranges 5.5% to 10.4% resulting the 90th percentile value as 6.5%. For the rest of the road 20 toe soil samples have been tested whose CBR ranges 5.2% to 10.7% and the 90th percentile value results 6.2%. Hence, for such cases where the subgrade would be constructed over the parent compacted grounds the subgrade soil will be brought from borrow area of CBR at least 12%. From the above the effective CBR is arrived



as 10% as per Fig 5.1 of IRC 37-2012 considering the parent soil CBR 6% and borrowed subgrade soil CBR 12%. Based on the above, recommended subgrade effective CBR has been adopted for widening/ realignment sections / new section as 10 %. Base Year Traffic (Commercial Vehicle) and Growth Rate

Total traffic volumes selected for pavement design are based on projection of base year CVPD (refer Chapter-7 for Traffic Report) for the relevant design periods. The existing traffic volumes were determined from 7-day classified traffic counts conducted at 7 locations. Base year traffic in terms of commercial vehicles in the year 2017 considered are given in Table 8.10 below.

Table 8.10: Base year Traffic Both way (CVPD in 2017) Homogeneous Section wise

Sl. No.

Commercial Vehicle Type

Base Year CVPD Both Way (Homogeneous Section wise)


1 LCV & Mini Bus 2773 2242 1378 2234 1628 1455 1389

2 Bus 1748 1355 1009 1654 1371 1092 1495

3 2-Axle Trucks (2

AT) 1463 1441 924 978 1030 789 776

4 3-Axle Trucks (3

AT) 973 834 404 495 430 232 217

5 Multi Axle Vehicle

(MAV) 489 352 289 253 212 101 105

Total Commercial

Vehicles (Both Way) 7446 6224 4004 5614 4671 3669 3982

The growth rate adopted for traffic projection is as follows (Ref. “Traffic Report”)

Table 8.11: Recommended Traffic Growth Rates

Period LCV & Mini Bus Bus 2 AT 3 AT MAV

2017-2020

(4 Yrs period for Design, Tendering & Const.) 5.7% 6.7% 5.0% 5.0% 5.0%







Vehicle Damage Factor

48 hours axle load survey has been carried out at the following locations:

At Km 428+500 of Cherthalai to Kollam Road section of NH 66

At Km 482+800 of Cherthalai to Kollam Road section of NH 66



At Km 523+800 of Attingal to Kalambalam Road section of NH 66

VDF is determined based on the methodology recommended in IRC: 37-2012.

The VDF values are calculated direction wise and larger of the two is adopted for pavement designs are as shown in Table 8.11a.

Table 8.12A: Summary of VDF @ Axle Load Count Stations

Vehicle Type

VDF @ 428+500

(Axle Load Count Station)

VDF @ 482+800


VDF @ 523+800


LHS RHS VDF

Adopted for Design

LHS RHS VDF

Adopted for Design

LHS RHS VDF Adopted

for Design

LCV & Mini bus 1.16 1.44 1.44 1.64 1.83 1.83 1.63 1.43 1.63

Bus 1.56 1.35 1.56 1.28 1.62 1.62 1.44 1.59 1.59

2 AT 4.82 3.99 4.82 4.48 5.27 5.27 3.70 4.78 4.78

3 AT 8.91 10.62 10.62 7.34 10.60 10.60 7.79 9.25 9.25

MAV 11.26 9.56 11.26 8.02 7.98 8.02 8.19 8.24 8.24

Homogeneous sections wise the design VDF are given in Table 8.11b.

Table 8.11b: Design VDF for Homogeneous Sections

Homog. Section

Section (km) Design Chainage

(Km) Length

(km) Design VDF

From (Ex. Km)

To (Ex. Km)

From To

LCV & Mini Bus

Bus 2 AT 3 AT MAV

HS-1 379.100 408.000 379.100 406.680 28.9

1.44 1.56 4.82 10.62 11.26

HS–2 408.000 435.000 406.680 433.700 27 1.44 1.56 4.82 10.62 11.26

HS-3 435.000 465.000 433.700 462.770 30 1.44 1.56 4.82 10.62 11.26

HS-4 465.000 490.000 462.770 487.280 25 1.83 1.62 5.27 10.6 8.02

HS-5 490.000 517.000 487.280 513.550 27 1.83 1.62 5.27 10.6 8.02

HS-6 517.000 530.000 513.550 526.500 13 1.63 1.59 4.78 9.25 8.24

HS-7 530.00 552.00 526.500 548.200 22 1.63 1.59 4.78 9.25 8.24

Proposed Lane Configuration and Distribution Factors IRC:37-2012 suggests different distribution factors depending on lane and carriageway configuration. Based on this guideline and proposed lane configurations of homogeneous sections, appropriate Directional Distribution Factors (DDF) and Lane Distribution Factors (LDF) are adopted for estimating design traffic loading and the same are presented in Table 8.12.



Table 8.13: Directional and Lane Distribution Factor

Homogeneous Section

Existing Lane Configuration

Proposed Lane Configuration

Directional Distribution Factor

(DDF)

Lane Distribution Factor (LDF)

HS-1 2 Lane Divided 4-Lane 0.5 0. 75







Design Traffic

The Design Traffic is estimated considering the cumulative number of commercial vehicle for the specified design period, VDF, DDF and LDF described in the earlier sections. It is reiterated that there is a difference in the VDF in the LHS and RHS direction. The design traffic has been calculated based on larger value of VDFs on LHS and RHS direction. While detailed calculation of design traffic estimation of each of the homogeneous sections is presented in Annexure 8.9, the adopted design traffic for each of the homogeneous sections is presented here below in Table 8.13.

Table 8.14: Design Traffic for Different Homogeneous Sections

Homog. Section

Existing Section (km) Design Traffic

(10 years MSA)

Design Traffic

(15 years MSA) From (Ex. km) To (Ex. km)

HS-1 379.100 408.000 63 108

HS-2 408.000 435.000 54 92

HS-3 435.000 465.000 33 57

HS-4 465.000 490.000 41 71

HS-5 490.000 517.000 36 62

HS-6 517.000 530.000 24 40

HS-7 530.00 552.00 25 42

Note: Pavement for service roads is designed for design traffic 20 MSA as decided in the meeting dated 05.10.2016 chaired by Member (T) at NHAI (HO).

Pavement Materials and their Strength Parameters Pavement composition and layers thickness are determined as per IRC 37-2012 based on estimated

design traffic for each homogenous sections and design subgrade CBR.

Material investigation and laboratory testing have been conducted for determining basic engineering

properties of crushed aggregate samples. For other materials like bitumen, cement etc. standard values

have been considered as per relevant Indian codes and manuals.



The Strength Parameters of subgrade are as under:

Effective Subgrade CBR = 10%

Resilient Modulus of Subgrade Soil, MR(SG) = 17.6 x (CBR)0.64 = 17.6 x 100.64 = 77 MPa

Poisson Ratio of Subgrade Soil, µSG = 0.35

Granular subbase (GSB) and base (WMM) course will be constructed using crushed aggregate as

per MORT&H 5th Specification, 2013. Thicknesses of GSB and WMM adopted for Flexible Pavement

design are respectively 200mm and 250mm. The Strength Parameters of Granular Layer (combined

GSB and WMM) are as under:

Resilient Modulus of (GSB+WMM) layer, MR(GSB+WMM) = 0.2 x h0.45 x MR(SG)

= 0.2 x 4500.45 x 77 = 240 MPa

Where, h = Thickness of GSB and WMM (mm) = 200+250 = 450 mm

Poisson Ratio of (GSB+WMM) layer, µ(GSB+WMM) = 0.35

For Semi-rigid pavement (Option-2 and Option-3) cement will be mixed as cementitious additive @

2% and 4% by weight respectively with the crushed aggregates as per IRC:37-2012 to produce

cementitious subbase (CTSB) and Cementitious base (CTB) layers. The Strength Parameters of

Cementitious subbase (CTSB) and Cementitious base (CTB) are as under:

Resilient Modulus of CTSB, MR(CTSB) = 600 MPa

Poisson Ratio of CTSB, µCTSB = 0.25

Although, IRC:37-2012 recommends Resilient Modulus of CTB as 5000 MPa, however, during service life

its being cracked and hence to be conservative to assume the design Resilient Modulus of CTB, MR(CTB) =

1500 MPa

Poisson Ratio of CTB, µCTB = 0.25

IRC: 37-2012 specifies that VG-30 grade bitumen shall be adopted if design traffic is less

than or equal to 30 MSA and VG-40 grade bitumen shall be used if design traffic

exceeds 30 MSA. The average ambient temperature for the project area is 35 degree

Celsius, accordingly the resilient modulus for NRMB, VG-30 and VG-40 bitumen are

1650 MPa, 1700 MPa and 3000 MPa respectively.

It should be mentioned that VG-30 bitumen is available in nearby Kochi (BPCL), Mangalore (ONGC) and

Chennai refinery (IOCL), whereas, VG-40 grade bitumen is available in Mumbai (HPCL), Chennai (IOCL)

and Visakhapatnam (HPCL) refinery. Mangalore Refinery also produces VG-40 but on demand basis.

Kochi refinery produces NRMB-70.

The Strength parameters of Concrete Pavement materials are given in Concrete Pavement Section.

Design of New Flexible Pavements (Option-1 and Option-2)

Pavement for new construction in widening portion, complete reconstruction portion and new carriageway (Option-1 and Option-2) are designed based on subgrade strength, material characteristics/strength, design traffic as discussed in previous sections. As per IRC:37-2012 the design is governed by the fatigue tensile cracking at the bottom of the bituminous layer and rutting compressive strain on the top of subgrade which are considered as failures. The crust thicknesses will be assumed initially and to be checked their adequacy by using IITPAVE software. Other input parameters, eg. Resilient modulus of bituminous layer, granular layer,



subgrade, their poisson ratios, standard single wheel load (20 KN) and tyre pressure (0.56 MPa) are required to be fed in the software. The IITPAVE software gives output in the form of fatigue and rutting strain. These two strains are required to be put in the two equations (equation I-4 or I-6 and I-2 or I-3 of IRC:37) to get the actual fatigue and rutting life to be withstood by the crust assumed. The trial thicknesses of pavement layers which marginally satisfy the design MSA will be adopted as the design pavement crust. Designs of the Flexible Pavement for Option-1 (15 yrs design with NRMB) and Option-2 (15 yrs design with VG-40 bitumen) for seven homogeneous sections are presented respectively in Appendix-8.1A and Annexure-8.10A and their summaries are given in Table-8.14A and Table-8.14B



Table 8.15A: Option-1: Flexible Pavement Crust for New C/way, Widening and full Reconstruction

Homogeneous Section


Design Life

(Years)

Design MSA

Bitumen Grade

SG

(mm)


From (Ex. Km)

To (Ex. Km)

Length (Km)

GSB (mm)

WMM (mm)

DBM (mm)

BC (mm)

Total (mm)

HS-1 379.100 408.000 28.9 10% 15 108 NRMB 500 200 250 185 40 675

HS-2 408.000 435.000 27 10% 15 92 NRMB 500 200 250 180 40 670

HS-3 435.000 465.000 30 10% 15 57 NRMB 500 200 250 155 40 645

HS-4 465.000 490.000 25 10% 15 71 NRMB 500 200 250 165 40 655

HS-5 490.000 517.000 27 10% 15 62 NRMB 500 200 250 155 40 645

HS-6 517.000 530.000 13 10% 15 40 NRMB 500 200 250 135 40 625

HS-7 530.000 552.000 22 10% 15 42 NRMB 500 200 250 135 40 625

Note: SG = Compacted Sub-Grade (97% Compacted), GSB = Granular Sub-base (Aggregate Grading-V of MORTH Table 400-1), WMM = Wet Mix Macadam (Aggregate Grading of MORTH Table 400-13)



Table 8.14B: Option-2: Flexible Pavement Crust for New C/way, Widening and full Reconstruction

Homog. Section


Design Life

(Years)

Design MSA

Bitumen Grade

SG

(mm)


From (Ex. km)

To

(Ex. km)

Length (km)

GSB (mm)

WMM (mm)

DBM (mm)

BC (mm)

Total Crust

HS-1 379.100 408.000 28.9 10% 15 108 VG-40 500 200 250 150 40 640

HS-2 408.000 435.000 27 10% 15 92 VG-40 500 200 250 145 40 635

HS-3 435.000 465.000 30 10% 15 57 VG-40 500 200 250 125 40 615

HS-4 465.000 490.000 25 10% 15 71 VG-40 500 200 250 135 40 625

HS-5 490.000 517.000 27 10% 15 62 VG-40 500 200 250 130 40 620

HS-6 517.000 530.000 13 10% 15 40 VG-40 500 200 250 110 40 600

HS-7 530.000 552.000 22 10% 15 42 VG-40 500 200 250 110 40 600




Design of Semi-rigid Pavements (with CTSB and CTB) as Option-3 for New Carriageway

This alternative pavement option is designed for new carriageway (as Option-3) for 15 years design period based on subgrade strength, material characteristics/strength, Design traffic as discussed in previous sections. The design of crust is based on IRC:37-2012 as a five layer composition consist of subgrade, cementitious subbase (CTSB), cementitious base (CTB), Crack Relief Layer and bituminous surfacing layer. Similar to flexible pavement the failure criteria for Semi-rigid pavement are horizontal tensile strain at the bottom of the bituminous layer, which causes fatigue cracking and the other is the vertical compressive strain on the surface of the subgrade, which causes permanent deformation or rutting. Additionally, the fatigue cracking of the cementitious base (CTB) layer need to be checked which is done at two levels. First thickness of the CTB layer is evaluated based on the design traffic MSA. At the second level, the cumulative fatigue damage due to individual axles for the entire axle load spectrum is calculated based on 'stress ratio' (the ratio of actual stresses developed due to a class of wheel load and the flexural strength of the material) as the parameter. IITPAVE software is used to find out the allowable fatigue strain & stress, rutting strain and are used to get the actual fatigue life of the bituminous layer & CTB layer and rutting life of subgrade to be withstood by the crust assumed for the design MSA. The final design criterion is that the cumulative fatigue damage of the CTB layer due to all wheel loads should be less than 1 during the design life of a pavement. Designs of the Semi-rigid Pavement (Option-3) for seven homogeneous sections is presented in Appendix-8.1B and the Summary is given below in Table-8.14C. Design of Semi-rigid Pavements (with GSB and CTB) as Option-4 for New Carriageway Another Semi-rigid Pavement option is designed for new carriageway (as Option-4) also for 15 years design period The design of crust is again based on IRC:37-2012 as a five layer composition consist of subgrade, granular subbase (GSB), cementitious base (CTB), Crack relief layer and bituminous surfacing layer. The design methodology is similar to the Option-3. Designs of this Semi-rigid Pavement (Option-4) for seven homogeneous sections is presented in Appendix-8.1C and the Summary is given below in Table-8.14D.



Table 8.14C: Option-3: Semi-Rigid Pavement Crust for New C/way

Homogeneous Section

Existing Section

Effective Subgrade CBR (%)

Design Life

(Years) MSA

Cumulative CV

Number (Both ways)

Bitumen Grade

SG (mm)

Crust Composition in mm

From (Ex. km)

To (Ex. km)

Length (km)

CTSB (mm)

CTB (mm)

Crack Relief Layer (mm)

DBM (mm)

BC (mm)

Total (mm)

HS-1 379.100 408.000 28.9 10% 15 108 73653911 VG-40 500 150 100 100 70 40 460

HS-2 408.000 435.000 27 10% 15 92 61446191 VG-40 500 150 90 100 70 40 450

HS-3 435.000 465.000 30 10% 15 57 39642691 VG-40 500 150 80 100 60 40 430

HS-4 465.000 490.000 25 10% 15 71 55887240 VG-40 500 150 80 100 65 40 435

HS-5 490.000 517.000 27 10% 15 62 46435300 VG-40 500 150 80 100 60 40 430

HS-6 517.000 530.000 13 10% 15 40 36533960 VG-40 500 150 80 100 50 40 420

HS-7 530.000 552.000 22 10% 15 42 39894854 VG-40 500 150 80 100 50 40 420

Note: SG = Compacted Sub-Grade (97% Compacted), CTSB = Cementitious Sub-base (Using 2% Cement mixed with Aggregate Grading-V of MORTH Table 400-1), CTB = Cementitious Base (using 4% Cement mixed with Aggregate Grading of MORTH Table 400-13)



Table 8.14D: Option-4: Semi-Rigid Pavement Crust for New C/way

Homogeneous Section

Section


Design Life

(Years) MSA

Cumulative CV

Number (Both ways)

Bitumen Grade

SG (mm)

Crust Composition in mm

From (Km)

To (Km) Length (Km)

GSB (mm)

CTB (mm)

Crack Relief Layer (mm)

DBM (mm)

BC (mm)

Total (mm)

HS-1 379.100 408.000 28.9 10% 15 108 73653911 VG-40 500 200 150 100 80 40 570

HS-2 408.000 435.000 27 10% 15 92 61446191 VG-40 500 200 150 100 75 40 565

HS-3 435.000 465.000 30 10% 15 57 39642691 VG-40 500 200 150 100 70 40 560

HS-4 465.000 490.000 25 10% 15 71 55887240 VG-40 500 200 150 100 70 40 560

HS-5 490.000 517.000 27 10% 15 62 46435300 VG-40 500 200 150 100 70 40 560

HS-6 517.000 530.000 13 10% 15 40 36533960 VG-40 500 200 140 100 70 40 550

HS-7 530.000 552.000 22 10% 15 42 39894854 VG-40 500 200 140 100 70 40 550

Note: SG = Compacted Sub-Grade (97% Compacted), GSB = Granular Sub-base (Aggregate Grading-V of MORTH Table 400-1), CTB = Cementitious Base (using 4% Cement mixed with Aggregate Grading of MORTH Table 400-13)



Design of Rigid Pavements

Rigid pavement (as option-5) is also designed for new carriageway of project road. Life cycle costs are determined for rigid pavement as well as for flexible pavement and semi-rigid pavement for evaluation of the most preferred pavement option.

Design Traffic and Subgrade CBR: The rigid pavement has been designed according to IRC: 58-2015 to withstand the cumulative effect of

the axle load repetitions of different commercial vehicles applied over the design life of 30 years. The

cumulative number of repetitions of commercial vehicles has been worked out based on the base year

traffic volume data and the growth factors. As per IRC:58–2015, only 25% of the cumulative repetitions

of commercial vehicles are taken as the design traffic for computing the expected single axle, tandem

axle and tridem axle load repetitions for design. Percentage (%) application of Front Steering Single,

Rear Single, Tandem & Tridem AXLE and the Axle Load Spectrum are determined from the Axle Load

survey for both the directions and the larger value of the two directions (LHS or RHS) are considered for

cumulative fatigue analysis.

Design Subgrade CBR values are considered as worked out earlier during flexible pavement design.

Design Traffic for Rigid Pavement Design has been calculated for all homogeneous sections and

presented in Annexure 8.9 and summarized design traffic and design subgrade CBR is presented in

Table 8.15.

Table 8.16: Design Traffic and Subgrade CBR for Rigid Pavement

Homog. Section

Section (km) Base Year Traffic (CVPD in 20017)

Both Way

30 years’ Design Traffic (Cumulative CV

Both Way)

Effective Subgrade

CBR From (Km) To (Km)

HS-1 379.100 408.000 7446 226932727 10%

HS-2 408.000 435.000 6224 189310595 10%

HS-3 435.000 465.000 4004 122147984 10%

HS-4 465.000 490.000 5614 172221940 10%

HS-5 490.000 517.000 4671 143094580 10%

HS-6 517.000 530.000 3669 112583910 10%

HS-7 530.000 552.000 3982 122968198 10%

Dry Lean Concrete and K-Value:

For rigid pavement design, the granular sub base (GSB) is considered 150mm thick and dry lean concrete (DLC) base layer is taken as 150 mm. Accordingly the K-value of subgrade, K-value for DLC are determined for each homogenous sections as per IRC 58-2015 and shown in Table 8.16.



Table 8.17: K-Value of DLC

Homog. Section

Section (km) Effective

Subgrade CBR

K-value of Subgrade (MPa/m)

K-value of DLC (MPa/m)

From (Km) To (Km)

HS-1 379.100 408.000 10% 55 300

HS-2 408.000 435.000 10% 55 300

HS-3 435.000 465.000 10% 55 300

HS-4 465.000 490.000 10% 55 300

HS-5 490.000 517.000 10% 55 300

HS-6 517.000 530.000 10% 55 300

HS-7 530.000 552.000 10% 55 300

Other Basic Design Inputs:

The base input data for rigid pavement is presented below:

Design Life = 30 yrs

Subgrade Effective CBR = 10%

Thickness of GSB 150 mm

Thickness of DLC = 150 mm

Grade of Concrete of DLC layer M-10

Grade of Concrete of PQC Slab M-40

Tyre Pressure, p = 0.8 MPa

Modulus of elasticity of concrete, EC = 30000 MPa

Poisson's ratio of Concrete, µ = 0.15

Coefficient of Thermal Expansion of Concrete, α = 0.00001/ OC

Maximum Day-time Temperature Differential for BUC, ΔTBUC = 16.2 OC

Maximum Night-time Temperature Differential for TDC, ΔTTDC = 13.1 OC

28 days’ Flexural Strength of Concrete = 4.5 MPa

90 days’ Flexural Strength of Concrete = 4.95 MPa

Spacing of Contraction Joint (i.e. Length of PQC Slab measured along the alignment) 4.5 m

Spacing between Longitudinal Joints and edge of Pavement (i.e. width of PQC Slab)

4.0 m

3.5 m

1.5 m or 2.0m

Tied Concrete Shoulders? (Yes/No)= yes

Modulus of Elasticity of Plain Steel Dowel Bar, ES = 200000 MPa

Note: BUC = Bottom Up Cracking, TDC = Top Down Cracking

The design calculations are given in Annexure 8.10B, the pavement design details for all homogeneous sections are summarized in Table 8.14E.



Table 8.14E: Option-5: Concrete Pavement Crust for New C/way

Homog. Sections

Existing Section Effective Subgrade CBR (%)

Design Life

(Years)

Cumulative CV (Both

ways)

SG (mm)

GSB (mm)

DLC (mm)

Debonding Layer

(Polythene) (µm)

PQC (mm)

Dowel Bar (Round) Tie Bar (Deformed)

From (Ex. Km)

To (Ex.Km)

Length (Km)

Dia (mm)

Spacing (mm)

Length (mm)

Dia (mm)

Spacing (mm)

Length (mm)

HS-1 379.100 408.000 28.9 10% 30 226932727 500 150 150 125 µ 260 32 300 450 12 690 640

HS-2 408.000 435.000 27.0 10% 30 189310595 500 150 150 125 µ 260 32 300 450 12 690 640

HS-3 435.000 465.000 30.0 10% 30 122147984 500 150 150 125 µ 260 32 300 450 12 690 640

HS-4 465.000 490.000 25.0 10% 30 172221940 500 150 150 125 µ 260 32 300 450 12 690 640

HS-5 490.000 517.000 27.0 10% 30 143094580 500 150 150 125 µ 260 32 300 450 12 690 640

HS-6 517.000 530.000 13.0 10% 30 112583910 500 150 150 125 µ 250 32 300 450 12 710 640

HS-7 530.000 552.000 22.0 10% 30 122968198 500 150 150 125 µ 250 32 300 450 12 710 640

Note-1: SG-Compacted Sub-Grade (97% Compacted), DLC = Dry Lean Concrete of (M-10 Grade Concrete), PQC = Pavement Quality Concrete (M-40 Grade Concrete

Note-2: Length of PQC Slab =4.5m (measured along the alignment), Width of PQC Slab are 4.0m (Median edge Slab), 3.5m (Second lane Slab) and 1.5m or 2.0m (Paved Shoulder Slab)



Strengthening of Existing Pavement

Both 10 years’ and 15 years’ design period are considered for bituminous overlay as well as for Partial

Reconstruction (from GSB or WMM onwards) of the existing flexible pavement.

Based on the Pavement Condition survey (Annexure-8.3) with measurement of two dominant

pavement distresses (e.g. % area cracking and depth of rutting) the entire existing road pavement has

been classified into three categories, namely, Good, Fair and Poor as per criteria given in IRC:81. The

road sections with good and fair criteria are recommended for strengthening by Bituminous overlay.

The poor road sections are required to be partially reconstructed by GSB and/or WMM, DBM and BC

after completely removing the damaged bituminous surfacing.

Strengthening of by bituminous overlay for a given road section is based on the statistical analysis of

rebound deflection measurements (BBD technique as per IRC: 81-1997), corrected for temperature,

moisture and Benkelman Beam leg correction, wherever required.

Final overlay thickness (BC and DBM) has been ascertained from the Bituminous Macadam (BM) overlay

calculated using Fig. 9 of IRC: 81-1997 (deflection versus BM Overlay Thickness Curve). It is already

mentioned that VG-40 and VG 30 bitumen are considered to be used depending on the design MSA of

the road sections for new construction. Therefore, overlay also will be carried out using same bitumen

grade as applicable for the sections. IRC: 81 proposed conversion factor of 0.7 for converting BM

overlay thickness to equivalent DBM/BC thickness of overlay.

For designing Partial Reconstruction of the existing Pavement in-situ sub-grade strength (Annexure-8.5),

existing pavement composition (Annexure-8.4) and pavement visual condition (Annexure-8.3) are taken

into consideration.

10 years’ Bituminous overlay and thickness design for Partial Reconstruction are presented in Annexure

8.6A and summarized below in Table 8.17A. For 15 years’ Bituminous overlay and thickness design for

Partial Reconstruction are presented in Annexure 8.6B and summarized below in Table 8.17B.



Table 8.18A: Bituminous Overlay and Partial Reconstruction (10 years’ Design Period)

Homog. Section

Existing Sections

Bypass 10 Yrs. Traffic (msa)

Sub-Section for Overlay/ Partial Reconstruction

Proposal for

Overlay or Partial

Recon.

Average Charac. Deflect.

(mm)

Overlay (BM) Thick

(IRC:81) (mm)


(mm)

Existing Subgrade Soaked CBR (%)

Design Overlay/ Partial Recon

From (Ex. Km)

To (Ex. Km)

From (Km)

To (Km)

Length (Km)

BC (mm)

DBM (mm)

WMM (mm)

GSB (mm)

HS-1 379.1 408 - 63

379.1 390.75 11.65 Overlay 0.77 72 51 - 40 50 - -

390.75 391.75 1 Partial Recon.

- - - 11.20% 40 125 125 -

391.75 400 8.25 Overlay 0.962 112 79 - 40 50 - -

400 407 7 Overlay 0.604 NR NR - 40 - - -

407 408 1 Partial Recon.

- - - 10.70% 40 125 250 200

HS-2 408 435

Alappuzha Bypass

408.200-414.900

54

408 409 1 Overlay 0.604 NR NR - 40 - - -

417 435 18 Overlay 0.784 68 48 - 40 50 - -

HS-3 435 465 - 33

435 446 11 Overlay 0.88 57 40 - 40 - - -

446 451 5 Overlay 0.598 NR NR - 40 - - -


- - - 10.30% 40 100 250 200

452 456.5 4.5 Overlay 0.598 NR NR - 40 - - -


- - - 8.20% 40 110 250 200

457.5 465 7.5 Overlay 0.598 NR NR - 40 - - -



Table 8.17A: Bituminous Overlay and Partial Reconstruction (10 years’ Design Period) - Continued

Homog. Sections

Existing Sections


Sub-Section for Overlay/ Partial Reconstruction

Proposal for


Average Character. Deflection

(mm)

Overlay (BM) Thick

(IRC:81) (mm)


(mm)

Design Overlay

From (Ex. Km)

To (Ex. Km)

From (Km)

To (Km) Length (Km)

BC (mm)

DBM (mm)

HS-4 Kollam Bypass

486.600-499.500

41

465 471 6 Overlay 0.589 NR NR 40 -

471 476 5 Overlay 0.748 NR NR 40 -

476 478 2 Overlay 0.46 NR NR 40 -

478 485 7 Overlay 0.828 52 37 40 -

485 487 2 Overlay 0.545 NR NR 40 -

487 489 2 Overlay 0.824 52 37 40 -

HS-5 490 517 36

503 509 6 Overlay 0.833 55 39 40 -

509 515 6 Overlay 0.6 NR NR 40 -

515 517 2 Overlay 0.699 NR NR 40 -

HS-6 517 530

Attingal Bypass

523.500-534.400

24 517 526 9 Overlay 0.699 NR NR 40 -

526 527 1 Overlay 1.102 96 68 40 75

HS-7 530 552 25

538 541 3 Overlay 0.735 NR NR 40 -

541 545 4 Overlay 0.788 NR NR 40 -

545 551 6 Overlay 0.644 NR NR 40 -

551 552 1 Overlay 0.807 NR NR 40 -



Table 8.17B: Bituminous Overlay and Partial Reconstruction (15 years’ Design Period)

Homog. Sections

Existing Section

Bypass


Sub-Section for Overlay /Partial Recon.

Proposal for

Overlay or Partial

Recon.


Overlay (BM) Thick

(IRC:81) (mm)


(mm)



From (km)

To (km)

From (Km)

To (Km)

Length (Km)

BC (mm)

DBM (mm)

WMM (mm)

GSB (mm)

HS-1 379.1 408 - 108

379.1 390.75 11.65 Overlay 0.77 105 74 40 50 - -


- - - 11.20% 40 150 125 -

391.75 400 8.25 Overlay 0.962 142 100 40 60 - -

400 407 7 Overlay 0.604 55 39 40 - - -


- - - 10.70% 40 150 250 200

HS-2 408 435

Alappuzha Bypass

408.200-414.900

92

408 409 1 Overlay 0.604 53 37 40 - - -

417 435 18 Overlay 0.784 108 76 40 50 - -

HS-3 435 465 - 57

435 446 11 Overlay 0.88 90 63 40 50 - -

446 451 5 Overlay 0.598 NR NR 40 - - -


- - - 10.30% 40 125 250 200

452 456.5 4.5 Overlay 0.598 NR NR 40 - - -


- - - 8.20% 40 135 250 200

457.5 465 7.5 Overlay 0.598 NR NR 40 - - -



Table 8.17B: Bituminous Overlay and Partial Reconstruction (15 years’ Design Period) - Continued

Homog. Sections

Existing Section

Bypass


Sub-Section for Overlay /Partial Recon. Proposal for



Overlay (BM) Thick

(IRC:81) (mm)


(mm)

Design Overlay

From (km)

To (km)

From (Km)

To (Km) Length (Km)

BC (mm)

DBM (mm)

HS-4 465 490

Kollam Bypass 486.600-499.500

71

465 471 6 Overlay 0.589 NR NR 40 -

471 476 5 Overlay 0.748 73 51 40 50

476 478 2 Overlay 0.46 NR NR 40 -

478 485 7 Overlay 0.828 90 63 40 50

485 487 2 Overlay 0.545 NR NR 40 -

487 489 2 Overlay 0.824 90 63 40 50

HS-5 490 517 62

503 509 6 Overlay 0.833 90 63 40 50

509 515 6 Overlay 0.6 NR NR 40 -

515 517 2 Overlay 0.699 20 14 40 -

HS-6 517 530

Attingal Bypass 523.500-534.400

40 517 526 9 Overlay 0.699 NR NR 40 -

526 527 1 Overlay 1.102 110 77 40 50

HS-7 530 552 42

538 541 3 Overlay 0.735 NR NR 40 -

541 545 4 Overlay 0.788 20 14 40 -

545 551 6 Overlay 0.644 NR NR 40 -

551 552 1 Overlay 0.807 40 28 40 -



Design of Pavement crust for Widening (matching with Overlay/Partial Reconstruction)

Fundamentally, the pavement composition for widening portion of the (adjoining retained) existing flexible pavement would be same as for the new flexible construction, namely, Option-1 and Option-2 respectively for 10 years’ design period and 15 years’ design period. However, the structural composition of the existing retained pavement, structural overlay and/or the partial reconstruction requirement were carefully compared and recommendations for overlay and widening composition were made so as to provide for construction of widening width and overlay width in a single paving operation. Designs of Flexible Crust for Widening are presented in Annexure 8.11A and Annexure 8.11B respectively for 10 years’ and 15 years’ design period. The summaries are given below in Table 8.18A (10 years’ design) and Table 8.18B (15 years’ design)

Table 8.19A: Pavement Compositions for Widening (10 years Design Period)

Homog. Sections

Existing Chainage


Homog. Sub-Section for Overlay /Partial Reconstruction


Design Overlay and Partial Reconstruction

Design Pavement Crust for Widening

SG (mm)

From (Km)

To (Km)

From (Km)

To (Km)

Length (Km)

BC (mm)

DBM (mm)

WMM (mm)

GSB (mm)

Eff. CBR (%)

BC (mm)

DBM (mm)

WMM (mm)

GSB (mm)

HS-1 379.1 408 - 63

379.1 390.75 11.65 40 50 - -

10% 40 125 250 200

500

390.75 391.75 1 11.20% 40 125 125 -

391.75 400 8.25 40 50 - -

400 407 7 40 - - -

407 408 1 10.70% 40 125 250 200

HS-2 408 435

Alappuzha Bypass

408.200-414.900

54

408 409 1 40 - - -

10% 40 120 250 200

500

417 435 18 40 50 - -

HS-3 435 465 - 33

435 446 11 40 - - -

10% 40 100 250 200

500 446 451 5 40 - - -

451 452 1 10.30% 40 100 250 200

452 456.5 4.5 40 - - -

456.5 457.5 1 8.20% 49 110 250 200 8% 40 110 250 200 500

457.5 465 7.5 40 - - - 10% 40 100 250 200 500

Note: SG = Compacted Sub-Grade (97% Compacted), GSB = Granular Sub-base (Aggregate Grading-V of MORTH Table 400-1), WMM = Wet Mix Macadam (Aggregate Grading of MORTH Table 400-13) Table Continued…



Table 8.18A: Pavement Compositions for Widening (10 years Design Period)

Homog. Sections

Existing Chainage

Bypass

10 Yrs.

Traffic (msa)

Homog. Sub-Section for Overlay/Partial Reconstruction


Design Overlay and Partial Reconstruction

Design Pavement Layer for Widening

SG (mm) From

(Km) To

(Km) From (Km)

To (Km)

Length (Km)

BC (mm)

DBM (mm)

WMM (mm)

GSB (mm)

Eff. CBR (%)

BC (mm)

DBM (mm)

WMM (mm)

GSB (mm)

HS-4 465 490 Kollam Bypass

486.600-499.500

41

465 471 6 40 -

10% 40 110 250 200

500

471 476 5 40 -

476 478 2 40 -

478 485 7 40 -

485 487 2 40 -

487 489 2 40 -

HS-5 490 517 36

503 509 6 40 -

10% 40 105 250 200

500 509 515 6 40 -

515 517 2 40 -

HS-6 517 530

Attingal Bypass

523.500-534.400

24 517 526 9 40 -

10% 40 75 250 200

500 526 527 1 40 75

HS-7 530 552 25

538 541 3 40 -

10% 40 75 250 200

500 541 545 4 40 -

545 551 6 40 -

551 552 1 40 -




Table 8.18B: Pavement Compositions for Widening (15 years Design Period)

Homog. Sections

Existing Section

Bypass


Sub-Section for Overlay /Partial Recon. Existing

Subgrade Soaked CBR (%)



SG (mm)

From (km)

To (km)

From (Km)

To (Km)

Length (Km)

BC (mm)

DBM (mm)

WMM (mm)

GSB (mm)

Eff. CBR (%)

BC (mm)

DBM (mm)

WMM (mm)

GSB (mm)

HS-1 379.1 408 - 108

379.1 390.75 11.65 40 50 - -

10% 40 150 250 200

500

390.75 391.75 1 11.20% 40 150 125 -

391.75 400 8.25 40 60 - -

400 407 7 40 - - -

407 408 1 10.70% 40 150 250 200

HS-2 408 435

Alappuzha

Bypass 408.200-414.900

92

408 409 1 40 - - -

10% 40 145 250 200

500 417 435 18 40 50 - -

HS-3 435 465 - 57

435 446 11 40 50 - -

10% 40 125 250 200

500

446 451 5 40 - - -

451 452 1 10.30% 40 125 250 200

452 456.5 4.5 40 - - -

456.5 457.5 1 8.20% 40 135 250 200 8% 40 135 250 200 500

457.5 465 7.5 40 - - - 10% 40 125 250 200 500


Table Continued…



Table 8.18B: Pavement Compositions for Widening (15 years Design Period)

Homog. Sections

Existing Section

Bypass


Sub-Section for Overlay /Partial

Recon. Existing

Subgrade Soaked CBR (%)



SG (mm) From

(km) To

(km) From (Km)

To (Km)

Length (Km)

BC (mm)

DBM (mm)

WMM (mm)

GSB (mm)

Eff. CBR (%)

BC (mm)

DBM (mm)

WMM (mm)

GSB (mm)

HS-4 465 490 Kollam Bypass

486.600-499.500

71

465 471 6 40 - - -

10% 40 135 250 200

500

471 476 5 40 50 - -

476 478 2 40 - - -

478 485 7 40 50 - -

485 487 2 40 - - -

487 489 2 40 50 - -

HS-5 490 517 62

503 509 6 40 50 - -

10% 40 130 250 200

500 509 515 6 40 - - -

515 517 2 40 - - -

HS-6 517 530

Attingal Bypass

523.500-534.400

40 517 526 9 40 - - -

10% 40 110 250 200

500 526 527 1 40 50 - -

HS-7 530 552 42

538 541 3 40 - - -

10% 40 110 250 200

500

541 545 4 40 - - -

545 551 6 40 - - -

551 552 1 40 - - -




Design of Service Road and Slip Road

Flexible Pavement has been designed for Service road and Slip Road for 20 MSA. Pavement compositions are determined as per IRC: 37-2012 and presented in Table 8.19.

Table 8.20: Pavement Compositions for Service Road

Flexible Pavement Crust for Service / Slip Road

Road Traffic (msa)


Bitumen Grade

Crust Composition for Service Road

Remarks GSB (mm)

WMM (mm)

DBM (mm)

BC (mm)

Total Thickness

(mm)

Service/ Slip

Road 20 10% VG-30 200 250 75 30 555

Traffic 20 msa is considered as per instruction of NHAI

Life Cycle Cost Analysis (LCCA) and Recommendation for Pavement Type

As specified in MoRT&H’s Circular No. RW/NH-33044/31/2014/S&R(R) (Pt) dated 04.08.2014, Life Cycle Cost Analysis for 30 years are carried out for the five Pavement Options (New construction), namely Flexible Pavement (Option-1 and Option-2), two Semi-rigid Pavement Options (Option-3 and Option-4) and Rigid Pavement (Option-5) considering the crust designed for Homogeneous Section (HS-1) for one km of new 4-lane construction. The LCCA calculations are presented in Annexure 8.12 and the detailed analysis is given in Appendix 8.2 in Volume II: Appendices to Main Report. A brief summary of the LCCA is given below in Table 8.20. The result of the LCC Analysis shows that the lowest cost is Rs7.71 crore/4-lane-km for Option-3 (Semi-Rigid Pavement of 15 years’ design with CTSB and CTB) whereas the highest cost is Rs9.6 crore/4-lane-km for Option-1 (Flexible Pavement for 15 yrs design with NRMB). For Concrete Pavement of 30 years’ design (Option-5) the LCCA arrives at Rs8.58 crore/4-lane-km, which is 11.3% above the lowest cost Option-3. Therefore, it is recommended to adopt Concrete Pavement for the new construction in majority of the road length (in line with 4-lane guideline issued by Member Tech on 06.10.2016). However, between the proposed Concrete Pavement sections there are some small road stretches which are proposed for new construction by adopting Flexible Pavement of design life 15 years (Option-2). For Bituminous Overlay, Partial Reconstruction and Widening of the existing adjoining Bituminous Pavement, flexible pavement construction using VG-40 bitumen and designed for 15 years would be adopted. The above recommendations are based on the pavement design considering various design input (namely traffic, borrow area CBR, parent soil CBR, material strength, existing flexible pavement condition, BBD characteristic deflection and LCCA). The recommended Pavement Crusts for New Construction is presented in Table 8.21 and crust for Overlay, Partial Reconstruction and Widening is presented in Table 8.22.

The final schedule of pavement type (chainage wise), however, is based on the above recommendations and also the design alignment & profile. The final pavement type schedule is given in Annexure 8.1

It is reiterated that VG-40 grade bitumen is considered for flexible pavement design for new carriageway, partial reconstruction, widening and bituminous overlay. Polymer modified bitumen (PMB-40) option is not considered as its Resilient Modulus is very low (1650 MPa as per Table 7.1 of IRC: 37-2012) in comparison to 3000 MPa of VG-40. This would result higher thickness of bituminous surfacing (DBM and BC) if the design being made with PMB-40.



Table 8.21: Summary of Life Cycle Cost Analysis (1 Km of New 4-Lane Highway in Homogeneous Section HS-1)

Parameter Unit Value Option-1 Option-2 Option-3 Option-4 Option-5 Remarks

A General Data Flexible

Pavement Crust for New

C/way with NRMB (15

years' Design)

Flexible Pavement Crust for

New C/way with VG-40 (15 years' Design)

Semi-rigid Pavements with CTSB

and CTB for New C/way (15 years' Design)

Semi-rigid Pavements

with GSB and CTB for New

C/way (15 years'

Design)

Concrete Pavements with GSB,

DLC and PQC Slab for New

C/way (30 years' Design)

1 Horizon Period. Years 30

2 Nominal Discount Rate. % 12%

3 Inflation Rate. % 5%

4 Real Discount Rate. % 6.70%

B Initial Construction Cost Rs. 69569617 66658942 49127344 55304043 71513811

C Maintenance Expenditures

1 Routine Maintenance for Flexible and Semi-rigid Pavement (every year skipping year of other maintenance work)

Rs. 5004887 5004887 5004887 5004887 -

All the Future Maintenance Cost are brought to the Present Value cost

2 Routine Maintenance for Concrete Pavement

Rs. - - - - 6374785

3 Periodic Maintenance for Flexible and Semi-rigid Pavement (every 6 th year)

Rs. 5730442 5730442 5730442 5730442 -

4 Strengthening for Flexible and Semi-rigid Pavement (every 10th year skipping year of other maintenance work)

Rs. 15678107 17133230 17133230 17133230 -

5 Replacement of PQC Panel (20% Area of PQC Paved Area)

Rs. - - - - 7915042

D Residual Value.

1 Flexible Pavement. 0 0 0 0 -

2 Rigid Pavement. - - - - 0

Life Cycle Cost for 30 years

95983053 94527501 76995903 83172602 85803638



Table 8.21: Recommendation of Pavement Type for New Construction

Homog. Sections

Existing Chainage

Design Chainage

Bypass

Concrete Pavement Crust (30 years' Design) for New Construction

Flexible Pavement Crust (15 years' Design) for New Construction

From (km)

To (km)

From (km)

To (km)

Design Traffic

(Cumulative CV)

Subgrade (mm)

GSB (mm)

DLC (mm)

PQC Slab

(mm)

Design Traffic (msa)

Subgrade (mm)

GSB (mm)

WMM (mm)

DBM (mm)

BC (mm)

HS-1 379.1 408 379.1 406.68 - 226932727 500 150 150 260 108 500 200 250 150 40

HS-2 408 435 406.68 433.7

Alappuzha Bypass 408.200-414.900

189310595 500 150 150 260 92 500 200 250 145 40

HS-3 435 465 433.7 462.77 - 122147984 500 150 150 260 57 500 200 250 125 40

HS-4 465 490 462.77 487.28 Kollam Bypass

486.600-499.500

172221940 500 150 150 260 71 500 200 250 135 40

HS-5 490 517 487.28 513.55 143094580 500 150 150 260 62 500 200 250 130 40

HS-6 517 530 513.55 526.5 Attingal Bypass

523.500-534.400

112583910 500 150 150 250 40 500 200 250 110 40

HS-7 530 552 526.5 548.2 122968198 500 150 150 250 42 500 200 250 110 40



Table 8.22: Recommendation of Bituminous Overlay, Partial Reconstruction and Widening

Homog. Sections

Existing Chainage

Design Chainage

Bypass Design Traffic (msa)

Sub-Section for Overlay /Partial Reconstruction

Proposal for Overlay or

Partial Reconstruction

Design Overlay & Partial Reconstruction (15 years’

Design)

Design Pavement Crust for Widening (15 years’ Design)

From (km)

To (km)

From (km)

To (km)

From (Km)

To (Km)

Length (Km)

BC (mm)

DBM (mm)

WMM (mm)

GSB (mm)

BC (mm)

DBM (mm)

WMM (mm)

GSB (mm)

SG (mm)

HS-1 379.1 408 379.1 406.68 - 108

379.1 390.75 11.65 Overlay 40 50 - -

40 150 250 200 500

390.75 391.75 1 Partial Recon. 40 150 125 -

391.75 400 8.25 Overlay 40 60 - -

400 407 7 Overlay 40 - - -

407 408 1 Partial Recon. 40 150 250 200

HS-2 408 435 406.68 433.7

Alappuzha

Bypass 408.200-414.900

92

408 409 1 Overlay 40 - - -

40 145 250 200 500 417 435 18 Overlay 40 50 - -

HS-3 435 465 433.7 462.77 - 57

435 446 11 Overlay 40 50 - -

40 125 250 200 500 446 451 5 Overlay 40 - - -

451 452 1 Partial Recon. 40 125 250 200

452 456.5 4.5 Overlay 40 - - -

456.5 457.5 1 Partial Recon. 40 135 250 200 40 135 250 200 500

457.5 465 7.5 Overlay 40 - - - 40 125 250 200 500

Table continuing (next page)…



Table 8.22: Recommendation of Bituminous Overlay, Partial Reconstruction and Widening (Continued)

Homog.

Sections

Existing

Chainage Design Chainage

Bypass

Design

Traffic

(msa)

Sub-Section for

Overlay /Partial

Reconstruction

Proposal for

Overlay or

Partial

Reconstruction

Design Overlay & Partial

Reconstruction (15 years’

Design)

Design Pavement Crust for Widening

(15 years’ Design)

From

(km)

To

(km)

From

(km)

To

(km)

From

(Km)

To

(Km)

Length

(Km)

BC

(mm)

DBM

(mm)

WMM

(mm)

GSB

(mm)

BC

(mm)

DBM

(mm)

WMM

(mm)

GSB

(mm)

SG

(mm)

HS-4 465 490 462.77 487.28 Kollam

Bypass

486.600-

499.500

71

465 471 6 Overlay 40 - - -

40 135 250 200 500

471 476 5 Overlay 40 50 - -

476 478 2 Overlay 40 - - -

478 485 7 Overlay 40 50 - -

485 487 2 Overlay 40 - - -

487 489 2 Overlay 40 50 - -

HS-5 490 517 487.28 513.55 62

503 509 6 Overlay 40 50 - -

40 130 250 200 500 509 515 6 Overlay 40 - - -

515 517 2 Overlay 40 - - -

HS-6 517 530 513.55 526.5

Attingal

Bypass

523.500-

534.400

40 517 526 9 Overlay 40 - - -

40 110 250 200 500 526 527 1 Overlay 40 50 - -

HS-7 530 552 526.5 548.2 42

538 541 3 Overlay 40 - - -

40 110 250 200 500 541 545 4 Overlay 40 - - -

545 551 6 Overlay 40 - - -

551 552 1 Overlay 40 - - -



8.8 Design-Hydrological Approach and Methodology

8.8.1 Objective The main objective of the hydrological and hydraulic study is to determine the required size of drainage structures to allow the estimated design flow of the streams to cross the road safely, and to check whether waterways of existing structures are sufficient to transmit the flow without risk. This involves calculation of design discharge, fixation of linear waterway and design HFL.

The hydrological and hydraulic study for the project has been based on:

Topographic survey data of drainage structures

Topographical data and maps of streams, upstream and downstream

Rainfall pattern of the project site

Site study of the characteristics of the catchment areas, HFL from local enquiries and tell-tale marks, and hydraulic conditions at the existing drainage structures.

8.8.2 Location

The project road alignment under consideration lies in the hydro meteorological sub-zone of West Coast Region. The alignment falls in the Malabar sub-zones 5 (b) as de-marked by the Flood Estimation Report of Central Water Commission (CWC).

There are large numbers of small and medium coastal streams flowing in this subzone. The coastal streams rise and overflow their banks during period of heavy rainfall in their catchment areas.

All the Project road fall in the southern corner of this subzone and precisely lie in the subzone 5 (b).

8.8.3 Rainfall and Temperature The mean annual rainfall in area of the project road are taken from the Isopluvial maps in Flood Estimation Report, 24 hour rainfall of 50 year return period is found to be 280 mm for this stretch of road. The rainfall data has been given in Table 8.23.

Table 8.23: Rainfall Data

Stretch Mean Annual Rainfall 24 hours Rainfall for Return period of

25 Years 50 Years 100 Years

Trivandrum to Cherthalai

1000 mm to 4000 mm

240 mm 280 mm 320 mm

For rain fall of shorter duration less than 24 hrs a conversion ratio has been adopted from same CWC report (FIG –10 of CWC Report). Mean average Time distribution curves of storms of various duration are also adopted from CWC report subzone 5a and 5b (Fig-12). Aerial to point rainfall ratio for various duration over different catchment is adopted from CWC report of Subzone 5a and 5b (Fig 11a and 11b). The general land use data and Soil Data are also adopted from the same report.

8.8.4 Soil and Land Use

Laterite soils, sandy loam soils and alluvial soils are found in the area of this subzone. Most of the area in the region of this subzone is arable land under irrigated agriculture. There are a number of minor and medium storage and diversion works on coastal stream mainly for irrigation.



8.8.5 Data Collection and Data Analysis

8.8.5.1 Requirements of Data for Hydrological Study The hydrological study aims at estimating the peak discharge of the flood generated by the run-off of rainfall within the catchment area. The hydrological study requires:

Knowledge of the characteristics of peak rainfall in the regions:

Intensity

Duration

Distribution in time and space

Knowledge of the characteristics of the catchment areas:

Surface area

Length

Slope

Shape

Permeability of the soil and vegetable cover

Initial state of wetness

Land use

Topographic data about the stream, upstream and downstream:

Cross sections of the stream channel at crossing of road alignment and up to a reasonable distance upstream and downstream

Longitudinal or equivalent stream slope

Type of soil in existing bed and banks

Topography maps upto a scale of 1:2,50,000 for identification of catchment area and its characteristics.

8.8.5.2 Data Collection and Data Analysis

For determining the catchment area and its characteristics, Topo-sheets to a scale of 1:50,000 or 1:250,000 has been collected. Catchment area of the particular structure has been demarcated, length of the stream and difference in elevation from originating point to the point of crossing is determined from the topo sheets. The project corridors have lot of small to medium size ponds/tanks/reservoir in their catchment area and these have been connected to each other for irrigation purposes. Hence the catchment area has been judiciously reduced based on local enquiry about flood and extent of water expected.

Hydrological surveys have been done at all the major and minor river crossings with a view to obtain the Cross section of the rivers/streams at the centerline of the road and up to a reasonable distance at upstream and downstream.

The Highest recorded Flood Levels (HFL) has been obtained from existing flood marks or ascertained from local enquiry with local knowledgeable persons.

For determining the characteristics of peak rainfall regimes, CWC report no. K&M/19/1992 – Flood Estimation Report for West Coast Region Sub zone 5a & 5b is referred. The report has been jointly prepared by CWC, MOST, Ministry of Railways and IMD and contains all the rainfall data required for estimation of design discharge of 25, 50 and 100 year return periods.

8.8.6 General Methodology for Hydrology For Bridges

8.8.6.1 Hydrological Analysis

Design flood of a specific return period is required for fixing the waterway vis-à-vis the design HFL of



bridges depending upon their size and importance to ensure safety as well as economy. IRC 5-1970-Section I General Features of Design specify that the waterway of a bridge is to be designed for a maximum flood of 50 years return period. Hence floods will be calculated for 50-year return period for all the bridges.

Hydrological analysis includes the peak flood estimation for the bridges that depend upon the data obtained from hydrological study i.e. delineation of catchment area and its characteristics.

The flood estimation method is generally divided based on the catchment area and the following methods have been used to estimate the peak discharge for bridges on streams for catchment area less than and more than 25 sq. km;

The following method have been used to estimate the peak discharge for bridge sites on major streams for catchment area less than 25 sq. km:

8.8.6.1.1 Improved Rational Formula

The design discharge for small bridge having catchment area less than 25 sq. km is determined by improved rational formula as given in report “Flood Estimation Methods for catchment Less Than 25 sq. km in Area (Bridges and Floods Wing Report No. RBF-16).” The “Improved Rational Formula” proposed is the well-known “Rational Formula” with the improvements in the values of C and I as indicated below:

Q = 2.78 C I A

Where,

Q = 50 year design flood discharge in Cumec. C = Run off co-efficient A = Catchment area in sq. km I = 50 year rainfall intensity lasting for time of concentration (tc) in cm/hr. Runoff coefficient, C, for the coastal areas is calculated by the formula: C = 0.332 (R.F) 0.2 Where, R = 50 year 24 hour point rainfall (cm) F = Area reduction factor depending upon catchment area and duration of rainfall obtained from Article 2.1 of Bridges and Floods Wing Report No. RBF-16. The time of concentration is calculated by Bhatnagar’s formula as given by:

tc = (L3/H)0.345 (As per Bridges and Floods Wing Report No. RBF-16)

Where, tc = Time of concentration in hrs. L = Length of longest stream in m H = Height of farthest point above the point of the interest along the river in meter

The intensity of rainfall, I, is calculated as per following steps: Step –1 Read the ratio for tchr (from Fig. 4 of above report) Step –2 Read the ratio for 1 hr (from Fig. 4 of above report) Step –3 Obtain the coefficient, K = (tchr ratio)/ (1 hr ratio) Step –4 R50 (tc) =K .R50(1) Step –5 Find rainfall intensity, I=R50 tc) / tc

Where, R50(1) is the 50 year 1 hour point rainfall in cm



8.8.6.1.2 Synthetic Unit Hydrograph Method

This method have been used to estimate the peak discharge for bridge sites on major streams for catchment area more than 25 sq. km. Determination of 1 hr. SUH for an ungauged catchment (As per the CWC “Flood Estimation Report no. EC (U, L & S)/14/1986” for Eastern Coast Region subzones – 4(a), 4 (b) and 4 (c)): a) Physiographic parameters of the ungauged catchment viz. A, L and S is determined from topo-

sheets or field observations. b) SUH parameters are computed using the following equations:

(i) qp = 0.9178 (L /S)0.4313

(ii) tp = 1.5607*qp)-1.0814

(iii) W50 = 1.9251*(qp)-1.0896

(iv) W75 = 1.0189*(qp)-1.0443

(v) WR50 = 0.5788*(qp)-1.1072

(vi) WR75 = 0.3469*(qp)-1.0538

(vii) TB = 7.3801(tp)0.7343

(viii) Tm = tp + tr/2

(ix) Qp = qp x A

c) The estimated parameters of unit graph in (b) is plotted to scale on graph paper. The plotted points were joined to draw synthetic unit graph.

d) The design storm duration is taken as equal to base period (TB) of unit graph.

e) Estimation of point rainfall and areal rainfall is done for the catchment under study.

f) Time distribution of area rainfall is computed.

g) Estimation of effective rainfall unit is done after taking design loss rate into account.

h) Base flow is estimated.

i) Finally, estimation of 50 yr. Flood peak s done. 8.8.6.1.3 Area – Velocity Method Area – Velocity method has been used to calculate the flood discharge corresponding to HFL observed from site. The velocity has been calculated using the Manning’s formula as given below: V = 1/n R2/3 S1/2 , and

Q = V. A

Where,

Q = Discharge in cumec V = Velocity in m/sec R = Hydraulic mean depth in m S = Flood slope/bed slope n = Co-efficient of rugosity A = Area of the cross - section The values of ‘n’ depend upon soil type and rivers bed characteristics, observed at site and are taken from Table 5.1 in IRC SP-13.



8.8.6.2 Fixation of Design Discharge Flood discharges obtained from above methods are compared. The Design Discharge is fixed as the highest of the values obtained from the methods. If the highest value exceeds the next highest discharge by more than 50%, design flood discharge is restricted to 1.5 times of the next Highest Discharge. (Ref: Clause 6.2.1 of IRC: SP: 13 -2004).

8.8.7 Hydraulic Analysis Hydraulic analysis involves the fixing of linear waterway, designed high flood level (HFL) corresponding to adopted designed flood discharge and afflux for the bridges under restricted conditions.

8.8.7.1 Linear Waterway The Lacey’s regime width formulae are not applicable for fixing the linear waterway of bridges on non-alluvial rivers in subzone 5(b). The linear waterway is fixed based on the available unobstructed width of the stream or nallah. After determining the design discharge from above described methods, computation of HFL has been done generally with the help of Manning’s Equation (Area Velocity method) corresponding to Designed Flood Discharge.

8.8.7.2 Afflux Sometimes it is not possible to provide linear waterway of bridge as that of unobstructed width of flow at HFL due to various reasons. This results in constriction of flow at upstream resulting in heading up at the upstream. This causes afflux at bridge sites during flood. Afflux for the bridges is calculated using Weir and Orifice formulae as described in Chapter 15 and Chapter 16 of IRC: SP:13-2004. Thus, design HFL is fixed by adding the afflux to the calculated HFL as per design discharge. This indicates the water level corresponding to design discharge after construction of bridge.

8.8.8 Scour Depth Calculation for Design of Foundation

8.8.8.1 Design Discharge for Foundation For adequate margin of safety for design of foundation, the design discharge is recalculated for 50year return period (Clause 103.1 of IRC: 5-1998 and Clause 6.2.2 of IRC: SP: 13-2004) flood is increased suitably by a percentage as given in Clause 703.1.1 of IRC: 78-2000 for determining the depth of scour and foundation.

8.8.8.2 Calculation of Mean depth of Scour Mean depth of scour below highest flood level for natural channel flowing over scourable bed is calculated using the formula given below:

dsm = 1.34

3/12

Ksf

Db (As per Clause 703.2 of IRC: 78-2000)

Where, dsm = Mean depth of scour in m

Db = design discharge for foundation per meter width at effective linear waterway

Ksf = Silt Factor

8.8.8.3 Maximum depth of Scour for Foundation Maximum depth of scour below highest flood level (HFL) for design of piers and abutments is determined as per Clause 703.3.1 of IRC: 78-2000 and is as follows:

For piers - 2.0 dsm

For abutments - 1.27 dsm



8.8.9 Summary and Recommendations

As per IRC 5-1970-Section I General Features of Design specify that the waterway of a bridge is to be designed for a maximum flood of 50 years return period. Hence the design discharge has been calculated for the bridge taking 50 year return period flood.

The peak discharge has been calculated by the following methods:

Improved rational formula (For catchment area less than 25 sq. km)

Synthetic Unit Hydrograph method (For catchment area greater than 25 sq. km)

Area-Velocity method.

HFL has been established by:

Local enquiry.

Area-Velocity method (taking into account afflux also).

For Retain & Widen bridges, the design discharge has been found by Improved Rational and verified by Area Velocity at the bridge site with respect to observed HFL and found to be OK. While there are a lot of irrigation canal, distributaries from the stream, so it is very difficult to define the exact catchment area. However the best possible catchment area has been demarcated. A brief description of the methodology adopted, findings and recommendations for each of the bridges is detailed below:

1. Bridge at Km 382.350

This bridge is on a stretch which is 4 lane divided carriageway. There are two different spans on either side of the 4 lane carriageway on this bridge. Left carriageway has a small old bridge of clear span 9.5 m while the bridge on right carriageway is newly constructed with 17.5m clear span. The adequacy has been checked for the smaller span bridge. The catchment area has been marked on the toposheet and the observed HFL is taken as per the local enquiry which is 2.3m above the LBL.

The discharge calculated by catchment area method has been found more than that by slope area method with observed HFL and accordingly design discharge is fixed as 50.23 Cumec. The Design HFL including afflux corresponding to the design discharge is 7.530 m. As the soffit level of the existing small bridge is 7.962, the available vertical clearance is only 0.432 m as against the requirement of 0.9m. The existing bridge is found to be hydraulically adequate with clearance encroached and hence proposed to be retained.

However if new structure is required to be constructed to fit into the alignment or to adjust the 6 lane configuration requirement, the new bridge should have the span arrangement as that of the existing bigger span bridge with soffit matching.


This bridge is also on a stretch which is 4 lane divided carriageway and consists of two different spans on either side of the 4 lane carriageway. A small old bridge of clear span 8m is on the right carriageway while a newly constructed bridge with 15m clear span is on the left. The adequacy has been checked for the smaller span bridge. The catchment area has been demarcated on the toposheet and the HFL is taken as per the local enquiry which is 2.3m above the LBL.

The discharge calculated by catchment area method has been found more than that by slope area method with observed HFL and accordingly design discharge is fixed as 39.10 Cumec. The Design HFL including afflux corresponding to the design discharge is 4.714 m. The existing bridge is hydraulically adequate and proposed to be retained.

However if new structure is required to be constructed to fit into the alignment or to adjust the 6 lane configuration requirement, the new bridge should have the span arrangement as that of the existing bigger span bridge with soffit matching.




This bridge is on A S Canal and acts as a balancer. As per the local enquiry, the maximum water depth observed on the bridge is 1.2 to 1.4m from bed level. This bridge has a vertical clearance of approximately 3.7m from soffit of the bridge to lowest bed level. The bridge is adequate and having sufficient clearance, hence proposed to be retained with same clear span/ waterway and matching the soffit with the existing bridge.

The discharge has been calculated by slope area method with the maximum water level observed.


This structure is a spillway having 40 number spans with clear width of vent as 8m and called Thottapally Spillway. The water level at the structure is reported to have reached above the soffit level and encroached the superstructure by about 0.5m as enquired from the local.

The new bridge is recommended to be made with same span arrangement or with bigger spans having total waterway length same and without obstructing the flow. As the soffit of the bridge was encroached, it is recommended to raise the soffit by 2m considering 0.5m of the encroached soffit and 1.5m vertical clearance.


This structure is on west coast canal and being used as national waterway. The existing bridge is a Canal Bridge called Thottapally canal and of clear span 26.5m in the central portion. Two additional spans of 10.5m also exist on either side of the central channel which acts like spill through abutment. The normal water level observed in and around the area is in the range of 4 to 4.5m. The soffit of the bridge is 11.247 which is having navigational clearance of 7.0m above normal water level.

The maximum water level / HFL as enquired from the locals have been found to be 4.5 m above bed which commensurate with the 1.2 to 1.35 m HTL above the normal water level. The available vertical clearance even with the maximum water level/ HFL is more than 5.5m. Hence the bridge is hydraulically adequate and to be retained. The new bridge to be constructed as per the existing clear waterway with the soffit levels matched.


This structure is a minor bridge having one span with clear width of vent as 20.65m on Kannukalipalam Nala. The adequacy has been checked for the bridge. The catchment area has been demarcated on the toposheet and the HFL is taken as per the local enquiry which is 2.5m above the LBL. The discharge calculated by slope area method with observed HFL has been found more than that by catchment area method and accordingly design discharge is fixed as 52.23 Cumec. Hence the Design HFL corresponding to the design discharge is same as the observed HFL of 5.485. As the soffit level of the existing small bridge is 8.115, the available vertical clearance is approximately 2.6m as against the requirement of 0.9m. The existing bridge is hydraulically adequate and proposed to be retained. The new bridge to be constructed as per the existing clear waterway with the soffit levels matched.


This bridge is on Narakathara Canal and called as Danapady Bridge. This is an 11m clear span bridge having maximum water depth observed on the bridge as 2.2 to 2.6m from bed level as per the local enquiry. This bridge has a vertical clearance of approximately 4.63m from soffit of the bridge to lowest bed level. The bridge is adequate and having sufficient clearance, hence proposed to be retained with same clear span/ waterway and matching the soffit with the existing bridge.

The discharge has been calculated by slope area method with the maximum water level observed.




This bridge is on Kayakulam branch canal having three spans with clear width of 30m. As per the local enquiry, the maximum water depth observed on the bridge is 2 to 2.2m from bed level. This bridge also has a vertical clearance of approximately 4.9m from soffit of the bridge to lowest bed level. The bridge is adequate and having sufficient clearance, hence proposed to be retained with same clear span/ waterway and matching the soffit with the existing bridge. The discharge has been calculated by slope area method with the maximum water level observed.


This structure is a minor bridge on Krishnapuram Nala having three spans with clear width of vent as 32.7m. The adequacy has been checked for the bridge. The catchment area has been demarcated on the toposheet and the HFL is taken as per the local enquiry which is 2.5m above the LBL.

The discharge calculated by slope area method with observed HFL has been found more than that by catchment area method and accordingly design discharge is fixed as 52.23 Cumec. Hence the Design HFL corresponding to the design discharge is same as the observed HFL of 5.485. As the soffit level of the existing small bridge is 8.115, the available vertical clearance is approximately 2.6m as against the requirement of 0.9m. The existing bridge is hydraulically adequate and proposed to be retained. The new bridge to be constructed as per the existing clear waterway with the soffit levels matched.


The existing bridge is a four span bridge on Kannetti Pallikal canal having clear span of 72.8m. The Bridge is also having high catchment area of 214.2sqkm and a HFL of 4.5m as per local enquiry. This is connected to lake on downstream side which further gets connected to sea on its downstream. There is a back water effect during high tide and accordingly the water level / HFL goes above the normal water level by 1.2 to 1.35 m.

The discharge has been calculated by Synthetic unit hydrograph method as the catchment is very high and compared with the discharge obtained from slope area method considering the enquired observed HFL. The design discharge accordingly has been taken as maximum value of 620.35 cumec obtained by slope area method corresponding to observed HFL.

The maximum water level / HFL as enquired from the locals have been found to be 4.5 m above bed which commensurate with the 1.2 to 1.35 m HTL above the normal water level. The available vertical clearance with the maximum water level/ HFL is more than 3.5m. Hence the bridge is hydraulically adequate and to be retained. The new bridge to be constructed as per the existing clear waterway with the soffit levels matched.


This is an inland national waterway bridge on T S Canal and called Chavara Bridge. This is a 3 span bridge with clear span in the central portion being 30m. Two additional spans of 5 m also exist on either side of the central channel.

The normal water level observed in the bridge is 1.5m above bed level with HFL observed as 1.2 above the normal water level. The soffit of the existing bridge is 11.360 which is having navigational clearance of 7.0m above normal water level. The available vertical clearance even with the maximum water level/ HFL is more than 7m. Hence the bridge is hydraulically adequate and to be retained. The new bridge to be constructed as per the existing clear waterway with the soffit levels matched.




This is a major bridge called Neendakara on Ashtamudi Lake having been constructed in 1972 with span arrangement of 15 Nos. 27 m and 2 Nos. 8.75 m on either side. The clear span of the structure is 405m. The central span of the bridge is having high soffit which has been made to have navigational clearance.

The normal water level observed at the location of bridge as well as in and around the area is in the range of 4 to 4.5m. This bridge on Ashtamundi lake is catering for the backwater from sea. Normally, the High tide level is 1.2 m to 1.35 m. Hence the maximum water level obtained during the high tide is in the range of 5.2 to 5.85m.

However, in the case of Neendakara bridge, the normal water level observed is 4.56m and to be on conservative side 2m HTL (which was reported during Tsunami) has been considered and accordingly HFL has been considered is 6.56m. The minimum soffit level of the bridge has been found at the start of bridge as 8.267m (10.067-1.8).

The existing bridge is found to be adequate and have adequate clearance of more than 6m in the central span even after considering the highest HFL. The new bridge has to be made of the same clear waterway length without obstructing the flow and the soffit level of the bridge have to be matched accordingly.

13. Bridges at Km 487.775 14. Bridge at Km 490.350 15. Bridge at Km 492.350

These bridges in Kollam bypass are also proposed on Ashtamundi lake. There is backwater effect at of these bridges. The normal water level observed at the location of bridge and in and around other location of Ashtamundi lake is 4.50m and to cater for the backwater effect 2m HTL (which was reported during Tsunami) has been considered and accordingly HFL has been considered is 6.50m.

Cross section at the location of these bridges have been taken and discharge calculated by slope area method applying the maximum HFL as 6.50m.

The linear water way proposed is as per the length of unobstructed waterway at the HFL level. The waterway required for individual bridges are 561m, 105m and 862m respectively for bridges at km 487.775, 490.350, and 492.350.

The bridge at KM 487.775 is on National Waterway 3, hence the clearance to be provided is 7m above the water level.

The new bridges has to be made having linear waterway as per length of obstructed width of channel at HFL. As the 2 lane structures are being constructed at all these locations, the span arrangement is required to be matched with the one being constructed so that there is no obstruction to the flow keeping the total linear waterway as recommended. Soffit level of the bridges has to be matched accordingly keeping minimum soffit as recommended.

16. Bridge at Km 496.550 17. Bridge at Km 497.280 18. Bridge at Km 497.475

These three structures are minor bridges on Churanga Thodu Nala having one span. The adequacy has been checked for these bridges. The catchment area has been demarcated on the toposheet and the HFL is taken as per the local enquiry which is in the range of 2.4 – 2.8 m above the resp. LBL.

The discharges calculated by catchment area method has been found more than that by the slope area method with observed HFL and accordingly the design discharges are fixed. Hence the Design HFL corresponding to the design discharge is higher than the observed HFL. The required vertical clearance of 0.9m is available for all the three bridges. Hence the existing bridges are hydraulically adequate and proposed to be retained. The new bridge to be constructed as per the existing clear waterway with the soffit levels matched.




The existing bridge is a three span bridge on Ithikkara river having span arrangement as 3 x 21.5 c/c with clear span as 20.1 m. This river caters for large catchment area and the observed HFL as enquired from local has been found 3.5m above the existing water level, the water level at the bridge has been measured as 1.5m.

The discharge as calculated by catchment area method (SUH method) is higher than as calculated by slope area method corresponding to the observed HFL. Accordingly, design discharge has been fixed as 1283 cumec as obtained by SUH method and the design HFL has been found out from the design discharge.

The available clearance above the Design HFL has been found as 0.83m as against requirement of 1.2m. The existing bridge is hydraulically adequate but clearance is encroached by more than 30%. Hence, the bridge is proposed to be retained if structurally found suitable otherwise to be reconstructed.

However, if the existing bridge is structurally poor, the new bridge has to be constructed as span matching with the existing bridge but soffit raised to have required clearance. The soffit of the new bridge has to be kept at 10.48m (9.28+1.2). 20. Bridge at Km 520.875

The existing bridge is a three span bridge on a Nala in Kallambalam having clear span of 7.5m. The bridge is also having a catchment area of 2.09sqkm and a HFL of 2.2m as per local enquiry. The discharge as calculated by slope area method corresponding to the observed HFL is slightly higher as calculated by catchment area method. Accordingly, design discharge and the design HFL has been has been fixed.

The available clearance above the Design HFL has been found as 0.566m as against requirement of 0.9m. The existing bridge is hydraulically adequate but clearance is encroached. Hence, the bridge is proposed to be retained. The new bridge has to be constructed keeping a clear span of 10m and soffit raised to have required clearance.


The existing bridge is a three span bridge on Poovanpara river having span arrangement as 3 x 26.6 c/c with clear span as 24.4m. This river caters for large catchment area and the observed HFL as enquired from local has been found 5.8m above the lowest bed level.

The discharge as calculated by catchment area method (SUH method) and as calculated by slope area method corresponding to the observed HFL is almost same. Accordingly, design discharge has been fixed as 1220.9 cumec the design HFL has been fixed equal to the observed HFL.

The existing bridge is found to be adequate having clearance more than 4.5m in the central span even after considering the highest HFL. The new bridge has to be made of the same clear waterway length without obstructing the flow and the soffit level of the bridge have to be matched accordingly.


This existing bridge is also a three span bridge on Mammon having clear span of 42.6m. The Bridge is having a catchment area of 64.43sqkm and a HFL of 5.3m as per local enquiry. This is connected to lake on downstream side which further gets connected to sea on its downstream.

The discharge has been calculated by Synthetic unit hydrograph method as the catchment is more than 25sqkm and compared with the discharge obtained from slope area method considering the enquired observed HFL. The design discharge accordingly has been taken as maximum value of 392.38 cumec obtained by slope area method corresponding to observe HFL.

The available vertical clearance with the maximum water level/ HFL is more than 6m. Hence the bridge is hydraulically adequate and to be retained. The new bridge to be constructed as per the existing clear waterway with the soffit levels matched.



The discharge for all the bridges have been calculated by Improved Rational Method or Synthetic Unit Hydrograph Method and the discharge by Area velocity method for all the bridges has been presented in Annexure 8.13 – 8.33. The calculated peak discharges by different methods and recommended design discharge and design HFL for all the bridges has been given in Annexure 8.34.

8.8.10 Cross – Drainage Structure

Introduction

In the entire stretch of highway a total of 187 Cross Drainage structures were observed including Bridges and culverts. These comprise of 22 bridges both major and Minor and 165 culverts comprising pipe culverts and slab / box culverts.

The details of the existing CD structures are shown below in Table 8.24:

Table 8.24: Existing Structures List

Type of Structures Numbers

Bridges Major Bridge 8

Minor Bridges 14

Sub total 22

Culverts Pipe 32

Slab 121

Box 11

Sub total 165

Total 187

Upgrading of the road section to a 4 lane carriageway involves widening of the existing CD structures particularly culverts depending upon the type of widening concentric or eccentric. Wherever there is eccentric widening or the new alignment is away from the existing road, new culverts are required in the new alignment to suit the full road width. New culverts are also required where the capacity of the existing ones is inadequate or where the diameter of the pipes in case of pipe culverts is less from maintenance point of view. Repair or reconstruction of culverts is called for when these are in distressed condition and seems inadequate. Accordingly detailed inventory of all the culverts was taken and their condition survey was carried out to determine their present conditions. Also, hydrological investigation was carried out to find out the hydraulic adequacy of the existing culverts, its suitability and requirement from the considerations of the effective drainage of the area. A detail site visit was done to find out the hydraulic condition of the existing culverts. The requirement of additional culverts was also assessed based site condition and drainage requirement of the area. As per the assessment done during site visit, 61 culverts consisting pipe, slab and box are found to be either in distress condition or hydraulically inadequate and accordingly have been recommended for reconstruction. Culverts which are found to be in good condition have been recommended for retaining as it is. 54 additional culverts have been assessed to be provided as new construction which is required for the effective drainage of the road stretch. These are required either at the valley location or at some of the location to connect the road side drains from one side to the other. Most of these culverts are of balancing in nature. A summary of the total culverts including additional culverts and those which are required to be reconstructed are presented below:



Types Retained & Widen

Reconstruction Additional Total

Slab Culverts 68 53 - 121

Pipe culverts 27 5 - 32

Box Culverts 9 3 54 66

Total 103 61 54 219

The total list of the structures in the entire stretch along with its recommendation is presented in

Table 8.25 below:

Table 8.25: Structures with Recommendations

Location Details Type of

structure (Proposal for

widening)

Proposed clear Span/inner Dia of

pipe (m) Proposal / Remark Invert Level (m)

Topo Ch (km)

384.800 Box 1x1.0x1.0 Retain & Widen 5.761 384.910 Box 1x1.0x1.0 Retain & Widen 6.174 387.085 Box 1x1.0x1.0 Retain & Widen 6.953 387.135 Box 1x1.0x1.0 Retain & Widen 6.682 387.335 Box 1x1.5x1.5 Reconstruction 6.688 387.500 Box 1x2.0x1.0 Retain & Widen 6.679 388.150 Box 1x3.0x1.0 Retain & Widen 5.980 388.415 Box 1x1.5x1.5 Reconstruction 6.865 388.530 Box 1x1.0x1.0 Retain & Widen 7.192 388.675 Box 1x1.0x1.0 Retain & Widen 7.389 388.985 Box 1x3.0x1.0 Retain & Widen 6.448 389.330 Box 1x1.0x1.0 Retain & Widen 7.221 389.565 Box 1X1.5X1.0 Retain & Widen 7.026 389.650 Box 1x1.5x1.5 Reconstruction 6.789 389.700 Box 1x1.5x1.5 Reconstruction 6.848

389.950 Pipe 4X0.9m dia Additional

found(Retained) 7.887

392.060 Box 1x1.5x1.5 Reconstruction 6.975 393.010 Box 1x1.5x1.5 Additional 7.820 393.925 Box 1x1.5x1.5 Reconstruction 7.107 394.950 Box 1x1.0x1.0 Retain & Widen 8.298 395.900 Box 1x1.0x1.0 Retain & Widen 7.815 396.500 Box 1x1.5x1.5 Additional 7.489 397.165 Box 1x1.5x1.5 Additional 7.400 398.940 Box 1x3.0x1.0 Retain & Widen 6.461 400.075 Box 1x1.5x1.5 Reconstruction 7.931 400.370 Box 1x1.5x1.5 Reconstruction 8.307 400.850 Box 1x1.5x1.5 Additional 8.261 402.760 Box 1x1.5x1.5 Additional 7.743 403.775 Box 1x1.5x1.5 Additional 7.898 404.625 Box 1x1.5x1.5 Additional 8.054 405.660 Box 1x1.5x1.5 Additional 8.171 406.400 Box 1x1.5x1.5 Additional 7.995 407.000 Box 1x1.5x1.5 Reconstruction 7.529 408.790 Pipe 1x1.2m dia Additional 6.338 408.865 Pipe 1x1.2m dia Additional 6.232 409.200 Pipe 1x1.2m dia Additional 6.220 410.225 Box 1x1.0x1.0 Retain & Widen 7.626 411.090 Box 1x1.5x1.5 Additional 6.228 411.625 Box 2x3 Retain & Widen 5.131





widening)



Topo Ch (km)

412.750 Box 1x1.0x1.0 Retain & Widen 5.684 413.000 Pipe 1x1.2m dia Additional 6.837 414.100 Pipe 2x1.0m dia Retain & Widen 7.149 414.175 Pipe 1x1.0m dia Retain & Widen 7.441 414.575 Pipe 1x1.0m dia Retain & Widen 6.886 415.840 Box 1x1.5x1.5 Additional 7.752 416.100 Box 1x1.5x1.5 Reconstruction 7.929 417.675 Box 1x1.5x1.5 Reconstruction 8.131

418.3 Box 1x1.5x1.5 Additional 8.689 419.435 Box 1x1.5x1.5 Additional 8.456 420.550 Box 1x1.0x1.0 Retain & Widen 7.718 421.650 Box 1x1.0x1.0 Retain & Widen 8.049 422.210 Box 1X2.2x2.0 Retain & Widen 7.786 423.280 Box 1x5.2x2.5 Retain & Widen 6.264 425.275 Box 1x1.0x1.5 Retain & Widen 6.580 426.900 Pipe 1x1.2m dia Retain & Widen 5.981 428.425 Box 1x1.5x1.5 Additional 6.889 429.060 Box 1x1.5x1.5 Additional 6.654 430.140 Box 1x1.5x1.5 Additional 5.951 431.325 Box 1x1.5x1.5 Additional 6.228 431.900 Box 1x1.0x1.0 Retain & Widen 5.221 432.110 Box 1x1.0x2.5 Retain & Widen 4.211 434.350 Box 1x2.5x2.0 Reconstruction 4.681 434.615 Box 1x1.5x1.5 Retain & Widen 5.321 435.980 Box 1x1.5x1.5 Reconstruction 5.523 436.725 Box 1x1.5x1.5 Reconstruction 5.210 436.950 Box 1x1.5x1.5 Reconstruction 5.209 437.425 Box 1x1.0x1.0 Retain & Widen 5.776 437.585 Box 1x1.5x1.5 Reconstruction 5.195 438.060 Box 1x1.5x1.5 Reconstruction 5.230 439.390 Box 1x1.5x1.5 Reconstruction 5.100 440.060 Box 1x1.5x1.5 Reconstruction 5.338 440.600 Box 1x1.5x1.5 Reconstruction 5.208 441.425 Box 1x1.5x1.5 Reconstruction 5.401 442.575 Box 1x1.5x1.5 Additional found 5.644 442.925 Box 1x1.5x1.5 Reconstruction 5.807 443.530 Box 1x3.5x1.5 Retain & Widen 7.750 445.925 Box 1x1.5x1.5 Reconstruction 7.280 446.230 Box 1x1.5 Retain & Widen 6.926 446.925 Box 1x3.0x1.5 Retain & Widen 6.353 447.820 Box 1x1.5x1.5 Additional 7.276 449.850 Box 1x1.5x1.5 Additional 7.868 450.700 Box 1x1.5x1.5 Additional 8.051 451.890 Box 1x3.0x3.5 Retain & Widen 7.126 452.700 Box 1x1.5x1.5 Additional 8.256 454.570 Pipe 1x1.0m dia Retain & Widen 7.778 454.700 Pipe 1x1.0m dia Retain & Widen 8.139 454.930 Pipe 1x1.0m dia Retain & Widen 7.717 456.735 Box 1x1.5x1.5 Reconstruction 9.207 456.925 Box 1x1.5x1.5 Reconstruction 7.414 457.875 Box 1x1.5x1.5 Additional 9.229





widening)



Topo Ch (km)

458.250 Box 1x1.5x1.5 Additional 8.540 460.290 Box 1x5.5x3.0 Retain & Widen 7.330 461.000 Box 1x2.5x3.0 Retain & Widen 7.628 462.800 Box 1x1.5x1.5 Reconstruction 10.456 463.850 Box 1X1.5X1.0 Retain & Widen 8.590 464.140 Box 1X1.5X1.0 Retain & Widen 8.162 464.450 Box 1x4.5x2.5 Retain & Widen 8.121 465.400 Box 1x1.5x1.5 Additional 10.418 465.980 Box 1x1.5x1.5 Retain & Widen 9.524 466.015 Box 1x1.5x1.5 Reconstruction 11.028 469.000 Box 1x1.5x1.5 Additional found 8.123 469.750 Box 1x1.5x1.5 Additional 7.760 470.815 Box 1X1.5X1.0 Retain & Widen 7.400 471.540 Box 1X1.5X1.0 Retain & Widen 7.272 472.350 Box 1X1.5X1.0 Retain & Widen 6.217 472.465 Box 1x1.5x1.5 Reconstruction 5.865 472.775 Box 1 x 1.5 x 1.5 Reconstruction 4.288 472.820 Box 1x1.5x1.5 Reconstruction 6.657 473.185 Box 1x1.5x1.5 Reconstruction 7.217 473.575 Box 1x1.5x1.5 Reconstruction 7.743 473.750 Box 1x1.0x1.0 Retain & Widen 7.662 474.225 Box 1x2.5x2.5 Retain & Widen 5.602 474.500 Box 1X1.5X1.0 Retain & Widen 5.166 474.750 Box 1x3.0x3.0 Retain & Widen 5.050 475.075 Box 1x1.5x1.5 Reconstruction 6.695 475.225 Box 1x4.0x2.0 Reconstruction 5.458 476.265 Pipe 2x0.9m dia Retain & Widen 7.651 476.630 Box 1x1.5x1.5 Reconstruction 9.100 476.900 Box 1x1.5x1.5 Reconstruction 6.900 477.175 Box 1x1.5x1.5 Reconstruction 7.053 477.425 Box 1x1.5x1.5 Additional 7.065 478.290 Box 1x1.5x1.5 Reconstruction 6.852 479.010 Box 1x1.5x1.5 Reconstruction 6.699 479.725 Box 1x2.0x2.0 Retain & Widen 6.056 480.585 Box 1x1.5x1.5 Reconstruction 5.427 481.005 Box 1x1.0x1.0 Retain & Widen 5.867 481.815 Box 1x1.5x1.5 Reconstruction 5.816 482.670 Box 1x1.0x1.0 Retain & Widen 6.604 483.560 Box 1x1.5x1.5 Retain & Widen 5.711 483.990 Box 1x1.5x1.5 Reconstruction 5.676 484.450 Pipe 1x1.2m dia Retain & Widen 5.123 485.350 Box 1x2.0x1.0 Retain & Widen 5.835 485.625 Box 1x5.8x3.0 Retain & Widen 4.430 486.210 Pipe 1x1.0m dia Retain & Widen 8.100 486.400 Box 1x4.0x2.0 Retain & Widen 7.475 488.530 Pipe 1x1.2m dia Retain & Widen 11.044 488.800 Pipe 1x1.2m dia Retain & Widen 11.539 489.325 Pipe 1x1.2m dia Retain & Widen 13.246 490.825 Box 1x2.0x1.0 Retain & Widen 19.588 493.140 Box 1x2.0x2.0 Retain & Widen 8.738 493.500 Pipe 1x1.2m dia Retain & Widen 8.914





widening)



Topo Ch (km)

494.425 Box 1x1.0x1.0 Retain & Widen 10.232 494.685 Box 1x2.5x2.0 Retain & Widen 8.098 495.875 Box 2x1.5x1.0 Retain & Widen 5.499 495.935 Pipe 2x1.0m dia Retain & Widen 6.707 496.775 Pipe 1x1.0m dia Retain & Widen 10.458 498.200 Pipe 2x0.9m dia Retain & Widen 8.412 498.375 Box 1X1.5X1.0 Retain & Widen 8.045 498.525 Box 1x1.0m Retain & Widen 7.806 499.075 Pipe 1x1.2m dia Retain & Widen 7.530 499.600 Box 1x1.5x1.5 Retain & Widen 7.851 500.330 Box 1x1.5x1.5 Retain & Widen 16.554 501.175 Box 1x1.5x1.5 Reconstruction 24.012 501.400 Box 1x1.5x1.5 Additional 24.539 501.860 Box 1x1.5x1.5 Retain & Widen 29.909 504.560 Box 1x4.0x2.0 Reconstruction 5.846 506.415 Box 1x1.5x1.5 Reconstruction 24.228 507.715 Box 1x1.2x1.0 Retain & Widen 27.338 508.035 Box 1x1.5x1.5 Reconstruction 31.422 508.325 Box 1x1.5x1.5 Reconstruction 32.335 508.680 Box 1x1.5x1.5 New Construction 33.509 509.515 Box 1x5.3x3.0 New Construction 44.264 509.850 Pipe Retain & Widen 48.389 510.310 Box 1x1.5x1.5 New Construction 51.330 511.440 Box 1x1.5x1.5 Reconstruction 57.067 511.685 Box 1x1.5x1.5 Reconstruction 56.411 512.600 Pipe 1x0.9m dia Retain & Widen 53.250 513.600 Box 1x1.5x1.5 Reconstruction 50.284 514.560 Box 1x1.5x1.5 Reconstruction 50.121 515.720 Box 1x1.5x1.5 Additional 49.670 516.320 Box 1X1.5X1.0 Retain & Widen 50.738 516.725 Box 1X1.5X1.0 Retain & Widen 45.583 516.750 Box 1X1.5X1.0 Retain & Widen 44.906 517.075 Box 1x1.0x1.5 Retain & Widen 39.037 517.315 Box 1x1.0x2.0 Retain & Widen 37.656 517.540 Box 1x1.5x1.5 Reconstruction 33.600 517.620 Pipe 1x0.9m dia Retain & Widen 33.211 517.735 Box 1x5.0x4.0 Retain & Widen 30.217 517.925 Box 1x1.5x1.5 Reconstruction 42.093 518.800 Box 1x3.0x4.0 Retain & Widen 33.884 519.610 Box 1x3.75x2.0 Retain & Widen 29.771 519.800 Box 1x1.5x3 Additional 31.702 520.660 Pipe 1x0.9m dia Retain & Widen 28.897 521.650 Box 1x1.2x1.0 Retain & Widen 45.452 523.600 Box 1x1.5x1.5 Reconstruction 48.541 523.980 Box 1x1.5x1.5 Additional 40.225 524.200 Box 1x1.5x1.5 Additional 34.106 525.150 Box 1x1.5x1.5 Additional 21.437 525.525 Box 1x1.5x1.5 Additional 18.575 526.175 Box 1x1.5x1.5 Additional 16.462 526.875 Box 1x1.5x1.5 Additional 15.675 527.425 Box 1x1.5x1.5 Additional 43.637





widening)



Topo Ch (km)

527.800 Box 1x1.5x1.5 Additional 42.739 528.260 Box 1x1.5x1.5 Additional 41.599 528.900 Box 1x1.5x1.5 Additional 40.483 530.060 Box 1x1.5x1.5 Additional 7.192 530.650 Box 1x1.5x1.5 Additional 7.312 530.975 Box 1x1.5x1.5 Additional 8.763 531.325 Box 1x1.5x1.5 Additional 7.151 532.450 Box 1x1.5x1.5 Additional 10.818 533.050 Box 1x1.5x1.5 Additional 14.296 533.550 Box 1x1.5x1.5 Additional 12.056 535.540 Pipe 1x1.0m dia Retain & Widen 26.781 535.900 Pipe 2x1.0m dia Retain & Widen 26.301 536.475 Box 1x5.8x3.0 Retain & Widen 18.927 537.100 Box 1x1.5x1.5 Reconstruction 28.372 537.425 Box 1x1.5x1.5 Reconstruction 30.089 538.240 Pipe 1x0.9m dia Retain & Widen 41.233 538.875 Box 1x2.0x1.0 Retain & Widen 29.091 539.340 Box 1x1.5x1.5 Additional 37.349 540.025 Box 1x1.5x1.5 Reconstruction 52.371 540.925 Pipe 1x0.9m dia Retain & Widen 48.302 541.500 Box 1x1.5x1.5 Reconstruction 25.490 541.950 Box 1x2.0x1.0 Retain & Widen 12.644 542.150 Box 1x1.5x1.5 Reconstruction 20.457 544.100 Box 1x1.5x1.5 Reconstruction 12.076 544.300 Box 1x5.5x3.5 Retain & Widen 10.412 548.600 Box 1X1.5X1.0 Retain & Widen 10.032 548.925 Box 1x4.0x2.0 Retain & Widen 10.360

8.9 Bridge Design

8.9.1 Recommendation of Bridges / Structures

Details of existing bridges proposed to be replaced are given in Table 8.26 below.



Table 8.26: Existing Bridges / Structures to be replaced

S.No

Proposed Ch (km)

Location Name

Bridge Category

Existing Bridge Detail

Arrangement of span (No.

x Span)

Total length

of Bridge

Type of Superstructur

e

Type of Substructure

Type of Foundati

on

Overall depth of

Superstructure (m)

Carriageway

width(m)

Total width(

m)

Retention or Replacement

Remark

1 382.368 Ponnamvali

Br. Minor Bridge

LHS 1x10.5 RHS 1x19.7

LHS 10.5 &

RHS 19.7

LHS T-beam & slab

& RHS I-girder & slab

Abutment - RCC wall type

NV LHS-1.0 / RHS-2.2

LHS-7.0 / RHS-7.0

21.0m

LHS side bridge to be replaced

with new bridge

2 385.974 Puthenthode

Br. Minor Bridge

LHS 1x15.5 RHS 1x8.80

LHS 15.5 & RHS 8.8

LHS - T-beam & slab / RHS - RCC Solid slab

Abutment - RCC wall type

NV LHS-2.2 / RHS-1.0

LHS-8.6 / RHS-7.5

21.0m

LHS side bridge to be replaced

with new bridge

3 484.909

Neendakara Bridge over Astamudi

Lake

Major Bridge

8.75 + 15x27.0 +

8.75

422.5

I-Girder & deck slab

RCC Wall type

Double well

1.8 7.0 10 Replacement

4 496.436

Ayathi Bridge over Churanga

Thodu

Minor Bridge

1x14.6 14.6 T-beam & slab RCC Wall type Well

Foundation

1.5 7.5 8.0 Replacement

5 505.633

Ithikkara Br over

Ithikkara River

Major Bridge

21.3 + 21.5 + 21.4

64.2

I-Girder & deck slab

RCC Wall type

Well 2.1 7.5 11 Replacement



Summary of Recommendation of Existing and Proposed Structures

Items NH-47

Existing Structure Details

Number of existing Bridges 34

Number of Major Bridges 8

Number of Minor Bridges 15

Number of ROB 4

Number of Causeways -

Number of VUPs 2

N

umber of PUPs 5

Number of existing Bridges to be replaced-fully/partially (including ROB) 05

Number of existing Bridges to be retained (including ROB) 29

Proposed Structure Details

Number of Bridges to be widened (including MJB / MNB / VUP/ PUP) either with additional 3+2-Lane structure or with 3-Lane structure

24

Number of New 3Lane ROB beside of existing one 04

Number of New Major Bridges - 3+3Lane 04

Number of New Minor Bridges - 3+3Lane 02

Number of New VUP- 3+3Lane 07

Number of New PUP- 3+3Lane 00

Number of New Gas Pipe Line Bridges 00

Number of New Flyovers- 3+3Lane 17

Number of New Elevated Highways 01

Number of New Overpass 02

Total Number of Structures 61

A comparative statement showing details of existing and proposed bridges is enclosed as Annexure 8.35 Typical general arrangement drawings of proposed 53 structures are also enclosed as Volume IV: Drawings. The GADs for remaining structure can be furnished after receiving the drawings of relevant under construction structure in parallel.

There are Eight MJBs, Fifteen MNBs, Four ROBs, Five PUPs & Two VUPs under the existing highway. We have proposed following bridges to be replaced/redundant. Minor Bridge at Km 382.368 The bridge is situated in existing four lane highway stretch & there are two separate bridges for each carriageway. The, one side existing 2-Lane bridge is with shorter span i.e. 1x10.5m in comparison to bridge under other carriageway with span 1x19.7m. As per project’s requirement, we have to provide the structure for 4-lane highway (following 6-lane standards) following IRC 84:2014 and to achieve that additional 03-lane bridge has to be proposed beside the exiting two-2 lane structures. This arrangement will require the concentric widening, extra land acquisition and same has been avoided up to possible extent during finalization of alignment. This also need to be notice that the shorter span bridge is with less free board as per hydrological recommendation. In order to avoid extra land acquisition and to provide structure with required free board existing small span bridge has been



proposed to be replaced with 3-Lane new bridge, with carriageway width 13.0m, beside of existing larger span bridge. The other side of existing larger span bridge, an additional 2-lane bridge, with carriageway width 9.5, has been proposed as per IRC 84:2014.

Minor Bridge at Km 385.974 (Figure 8.4)

The bridge is situated in existing four lane highway stretch & there are two separate bridges for each carriageway. The, one side existing 2-Lane bridge is with shorter span i.e. 1x8.8m in comparison to bridge under other carriageway with span 1x15.5m. As per project’s requirement, we have to provide the structure for 4-lane highway (following 6-lane standards) following IRC 84:2014 and to achieve that additional 03-lane structure has to be proposed beside the exiting two-2 lane structures. This arrangement will require the concentric widening, extra land acquisition and same has been avoided up to possible extent during finalisation of alignment. This also need to be notice that the shorter span bridge is with less free board as per hydrological recommendation. In order to avoid extra land acquisition and to provide structure with required free board existing small span bridge has been proposed to be replaced with 3-Lane new bridge beside of existing larger span bridge. The other side of existing larger span bridge, an additional 2-lane bridge has been proposed as per IRC 84:2014.

Major Bridge at Km 432.706

The bridge has been proposed to be redundant due to proposed geometry improvement in alignment. The span has been proposed as 1x18.5m+13x27.5m+35.0m however same can be refined as per Minister’s recommendation with extra efforts.

Minor Bridge at Km 433.227

The bridge has been proposed to be redundant due to proposed geometry improvement in alignment.

Major Bridge at Km 484.909 (Neendakara Bridge)

The bridge has been proposed to be replaced following investigation’s recommendation as per 5.11 of Chapter 05. The span has been proposed as 62.75m+81m+135m+81m+62.75m for better aesthetics and better riding quality.


The bridge has been proposed to be replaced following investigation’s recommendation as per 5.11 of Chapter 05.

Minor Bridge at Km 496.472

The existing bridge is in good condition, however same has been proposed to replace following alignment proposal with two- 3-lane bridge for both side carriageways. In addition to that two more bridge for service road has been proposed on either side of 3-lane Bridge.


The bridge has been proposed to be redundant due to proposed geometry improvement/bypass in the alignment.

8.10 At Grade Intersection/Grade Separated Intersection

Except the start and end point of the project road, many major junctions exist along the project road, which are formed due to the connection with NH/SH/MDR.

Most of the Major Intersections are located within the Major Towns en route the project road, and based on the traffic as well as category of the intersecting roads, grade separation has been proposed for majority of these intersections.

The List of Grade separated, Major Intersections and the Minor Intersections are listed in the following Table 8.27, Table 8.28 and Table 8.29 respectively.



Table 8.27: Grade Separated Intersections

Proposed Ch. (km) Structure Type Location Name

379.104 Flyover Thuravoor Jn

390.580 Flyover X-ray bypass Junction & KVM hospital / Cherthala (386.7 - 392.2)

397.843 Flyover Marary Kulam town / S L Puram Jn / Near Mararikulam Police Station

409.617 PUP Already existing structure is there on under construction 2L bypass.RHS Kanjiramchira village / LHS Vellappally Vilage (At Alappuzha Bypass)

409.733 PUP Already existing structure is there on under construction 2L bypass.RHS Kanjiramchira village / LHS Vellappally Vilage (At Alappuzha Bypass)

410.218 ROB Railway line crossing before Alappuzha railway station to bypass.Near the crossing of Beach Road (at Alappuzha Bypass)

412.895 ROB Railway line crossing after Alappuzha railway station to bypass

413.655 PUP

Near SNDP nursery school, Vadackal.Already existing structure is there on under construction 2L bypass.Alappuzha Kerala piravi bulding(At Alappuzha Bypass)

423.255 PUP

423.576 ROB

Ambalapuzha ROB cum Flyover (start ch 423.6)- after Kakkazhom Bus stop. Approch start near by Gov.High.Scool.Kakkazhom at LHS and Approach end near Petrol pump

423.760 PUP

424.424 Flyover Near Erratakulangara bus stop / Ambalapuzha town/Ambalaphuza junction

432.903 VUP Adjecent to Thottapally spillway at crossing of Thottapally - Trikunnapuzha Rd and NH 47

441.820 VUP Adjacent to Danapady Br over Narakathara Canal.Skew box culvert

442.966 Flyover Haripad-Veeyampuram Rd crossing , Haripad

443.515 Flyover KSRTC Bus Stop, toward Haripad town Road/ Hotel Jeera Residency, Haripad

445.947 Flyover Nagiar Kulangara Town / Nagiar Kulangara Jn/ Netventure web solution

456.522 VUP Near Kyakulam KSRTC bus stand.120m away from KSRTCT bus stand entry/exit towards Trivendrum.

461.660 VUP Before Ochira temple road, towards Regency hall Audotorium,Ochira

470.325 Flyover Karunagapalli Town / Karunagapalli Jn



Proposed Ch. (km) Structure Type Location Name

476.885 VUP Shankaramankalam Jn (Titanium Jn)

486.650 VUP Kavendu Jn, start of kollam bypass

489.535 VUP Under construction at site

491.067 VUP Crossing of Kollam-Theni Highway

494.982 VUP Kallumthazham (Before ROB)

495.195 ROB Existing ROB at Kallumthazham (kollam Bypass)

496.517 VUP Kollam - Ayoor Road

498.310 VUP Konnam Bykullam Rd

499.563 Flyover Mevarm Jn,End of Kollam bypass

502.668 Flyover Kottiyam Town / Kottiyam Junction/Near indian Karate - Karate School

504.354 VUP Due to high fill zone

507.758 Flyover Chathannor Town / Chathannor jn/Near Federal Bank, Chathannoor Branch/Near Chathannoor Taxi Stand/ crossing of chatnoor- Chirakkala road

515.258 Flyover Near Parippally Bus Stop/Parippally City Masjid - Mosque, Paripally Town / Paripally Jn

522.148 Flyover Near Dhanya Super Market - Supermarket/Kallambalam Juma Masjid - Mosque, Kallambalam bus stop / Kallambalam Jn

527.416 Overpass Alamcode jn

531.652 Overpass Near Ramachavila Bus Station/Near Ramachamvilla Govt: LP School - University Attingal Chirayinkeezhu Road (Attingal Bypass)

540.662 Flyover Manglapuram jn

542.610 Flyover At junction of CRPF camp - Public school road to NH-47 - Pallipuram Village

544.921 VUP Kaniyapuram village

548.425 Elevated Highway Kazhakuttm Junction

Table 8.28: Major Junction List

S No. Chainage Location Figure No.

1 408330 Start of Alappuzha Bypass

2 414692 End of Alappuzha Bypass

3 473380 Kuttivattam village

4 474455 Vettamukku Rd

5 494537 Kollam Bypass

6 523620 Start of Attingal Bypass

7 534070 End of Attingal Bypass

8 537900 Chempakamangalam

9 545920 Vetturoad jn



The proposed improvements of the junctions above are presented under as Figure 8.2 till Figure 8.10.

Figure 8.2: Start of Alappuzha Bypass



Figure 8.3: End of Alappuzha Bypass



Figure 8.4: Kuttivattom village



Figure 8.5: Vettumukku Rd



Figure 8.6: Kollam Bypass



Figure 8.7: Start of Attingal Bypass



Figure 8.8: End of Attingal Bypass



Figure 8.9: Chempakamangalam



Figure 8.10: Vetturoad jn



Table 8.29: Minor Junction List

S. No.

Chainage LHS/ RHS

Locations S.

No. Chainage

LHS/ RHS

Locations

1 379595 LHS To Thuravoor town 441 465832 RHS Local Road

2 379720 RHS Local Road 442 465950 LHS To Temple

3 379920 LHS Local Road 443 466112 LHS To Masjid

4 380263 LHS Local Road 444 466132 RHS Local Road

5 380555 RHS Local Road 445 466310 RHS To Vallikkavu

6 380831 LHS Local Road 446 466544 LHS Local Road



9 381415 RHS Local Road 449 466890 LHS Local Road


11 381903 LHS Local Road 451 467405 RHS To Kulasekarapuram

12 381911 RHS To Adekel 452 467407 LHS Local Road

13 382489 LHS Local Road

453 467725 LHS To Puthatheruvu village

14 382489 RHS Local Road 454 467845 RHS To Kathikadavu

15 382800 RHS Local Road 455 467850 LHS To Kuthiparam



18 383418 LHS Local Road 458 468510 LHS To Puthiyakavu

19 383493 RHS Local Road 459 468685 LHS To Puthiyakavu

20 384070 LHS Vayalar Junction 460 468688 RHS To Karunagapali


22 384809 RHS Local Road 462 469032 LHS To Town

23 385037 RHS Local Road 463 469168 RHS Local Road

24 385305 RHS Local Road 464 469322 RHS To Hospital

25 385455 RHS Local Road 465 469495 RHS To Town


27 385577 LHS To Puthiyakavu 467 469612 RHS Local Road


29 386294 RHS To Kadakkarappally 469 469870 RHS Local Road

30 386410 LHS Local Town Road 470 469910 LHS To Town

31 386595 RHS Local Town Road 471 470065 LHS Local Road

32 386642 LHS Local Town Road 472 470187 RHS To School

33 386940 RHS Local Town Road 473 470224 RHS To School

34 387032 LHS To Cherthala (wider Road)




S. No.

Chainage LHS/ RHS

Locations S.

No. Chainage

LHS/ RHS

Locations

35 387957 LHS To Cherthala town 475 470455 RHS Local Road

36 388300 LHS To Cherthala town 476 470575 RHS Local Road

37 388813 RHS To Arthunkal 477 470590 LHS Local Road

38 388828 LHS To Cherthala 478 470766 LHS Local Road

39 389173 RHS To Kanchukulangara 479 470800 RHS To Collage

40 389185 LHS To Cherthala 480 471008 RHS To Collage

41 389245 LHS To Cherthala 481 471030 LHS Local Road

42 389255 RHS To Subramaniyam Temple


43 389561 LHS To Town 483 471475 RHS To Old Kozhikode

44 389671 LHS To Cherthala Town 484 472052 LHS Local Road

45 389690 RHS Local Road 485 472245 LHS To Kollakka

46 389850 LHS To Town 486 472288 RHS Local Road




50 390232 RHS To Cherthala 490 472755 RHS Local Road

51 390242 LHS To Cherthala 491 472865 RHS Local Road



54 391384 LHS KVM Trust Road 494 473224 RHS Local Road

55 391649 RHS Local Road 495 473375 LHS To Thevalikkara

56 392333 RHS Local Road 496 473743 LHS To Temple

57 392589 RHS To Mararikulam 497 473745 RHS To Kuthumukku

58 392687 LHS To Muttathiparambu 498 473816 RHS Local Road



500 474440 LHS To Vettamukku/Thevalakkara


62 394530 RHS To Mahdevi temple 502 474795 LHS Local Road

63 394645 LHS To Pathiramanal 503 475020 LHS Local Road

64 395045 LHS Local Road 504 475210 RHS To Vattakayal


66 395618 LHS To Kalatha Veedu 506 475647 RHS Local Road

67 395716 RHS To Kanichi kulangara 507 475664 LHS To Panmana




S. No.

Chainage LHS/ RHS

Locations S.

No. Chainage

LHS/ RHS

Locations


70 396510 LHS To Puthiya Sakthipuram

510 476400 LHS

To Velamukku/ Titanium

71 396520 RHS To Varangari 511 447642 RHS To Kovilthottam

72 396800 LHS Local Road 512 447653 LHS to Koyivilla

73 397570 RHS To Mararikulam town 513 477730 RHS Local Road

74 397744 RHS To Mararikulam town 514 478115 RHS To Kuzhikuttam

75 398078 RHS To Mararikulam town 515 478165 LHS Local Road

76 398310 RHS To Mararikulam town 516 478375 RHS Local Road

77 398785 RHS To Beach 517 478385 LHS Local Road

78 398794 LHS Local Town Road 518 478480 RHS Local Road

79 399061 LHS Local Town Road 519 478510 LHS To Temple

80 399642 RHS Local Town Road 520 478630 RHS Local Road

81 399658 LHS Local Town Road 521 478670 LHS To Kuthukadu



84 400223 LHS To Kalavoor Hospital 524 478985 LHS Local Road

85 400677 LHS Local Town Road 525 479058 LHS Local Road


87 401042 LHS Local Town Road 527 479305 LHS To Bharamikavu


89 401320 RHS Local Town Road 529 479607 LHS To Puthukkadu





94 402137 LHS To Mannancherry 534 480700 LHS Local Road

95 402137 RHS To Kattoor 535 480700 RHS To Indian Rare Earth

96 402465 RHS To Kattoor 536 481012 RHS To Indian Rare Earth

97 402517 LHS To COIR research Institute

537 481144 RHS Local Road









S. No.

Chainage LHS/ RHS

Locations S.

No. Chainage

LHS/ RHS

Locations


105 405087 LHS Local Road 545 482138 LHS To Temple


107 405682 LHS Local Road 547 482188 RHS To Temple





112 406732 LHS To Town 552 483115 LHS Local Road

113 406935 RHS To Town 553 483415 RHS To Harbour



116 407500 RHS To Beach 556 483785 LHS To Dalavapuram


118 407947 RHS Local Road 558 484094 RHS To School

119 408015 RHS Local Road 559 484310 LHS To Church

120 408100 LHS To Alappuzha Town 560 484310 RHS To Church

121 408275 RHS Local Road 561 484473 LHS To Mammenthoppil


123 408470 RHS Local Road 563 485170 RHS To Harbour







130 410180 LHS To Alappuzha Town 570 486100 LHS Local Road

131 410518 RHS To Beach 571 486200 RHS Local Road

132 411041 LHS To Alappuzha Town 572 486458 RHS Local Road



135 412395 LHS To Alappuzha Town 575 487095 RHS To Town


137 413825 LHS To Alappuzha Town 577 488008 RHS To Town

138 413861 RHS To Vadackal 578 488400 LHS Local Road




S. No.

Chainage LHS/ RHS

Locations S.

No. Chainage

LHS/ RHS

Locations



142 415021 LHS To Kalarcode 582 489408 RHS To Town


144 415211 LHS To Town 584 490007 RHS To Town





149 416020 RHS Local Road 589 491635 LHS To Muringamoodu














163 417370 RHS Local Road 603 494300 RHS To Kollam Town

164 417490 RHS Local Road 604 494330 LHS To Mangad









173 418675 LHS To Padam 613 495467 RHS To Kollam Town


175 418807 LHS Local Road 615 495845 RHS To Town



S. No.

Chainage LHS/ RHS

Locations S.

No. Chainage

LHS/ RHS

Locations

176 418934 LHS Local Road 616 495865 LHS To Mangad

177 419059 LHS To Ponnakari 617 496027 LHS To Mangad


179 419411 LHS To Vettukara 619 496432 RHS Local Road







186 420110 LHS To Mukkupara 626 497995 RHS Local Road












198 421388 LHS Local Road 638 500015 LHS To School

199 421400 RHS To Govt medical Collage




202 421769 LHS Local Road 642 500500 LHS To Umayanallore

203 421838 RHS Local Road 643 500500 RHS To Alumood


205 422019 LHS Local Road 645 500666 RHS To Mayanoor


207 422429 LHS To Kanji padam 647 500805 LHS To Industrial Esate

208 422460 RHS Local Road 648 500832 RHS To Pulichira


210 422664 RHS Local Road 650 500980 RHS To Pulichira




S. No.

Chainage LHS/ RHS

Locations S.

No. Chainage

LHS/ RHS

Locations






656 501787 LHS To Anufa Memorial College





221 424675 RHS To Town 661 502913 RHS Local Road


223 424905 LHS To Town 663 503948 LHS To Nillamel



226 425357 LHS Local Road 666 504620 LHS To Kundara



229 426010 LHS To Thakazhi 669 505075 RHS Local Road

230 426227 LHS To Thakazhi 670 505305 LHS Local Road






236 427919 LHS To Purakkad Town 676 506243 LHS Local Road



239 428568 LHS Local Road 679 506647 RHS To Paravoor


241 429096 LHS Local Road 681 506797 RHS To Kulangara









S. No.

Chainage LHS/ RHS

Locations S.

No. Chainage

LHS/ RHS

Locations









256 434362 LHS To Nalliyara 696 508342 RHS Local Road


258 435040 RHS To Kumarapuram 698 508538 LHS To Kumaranalore

259 435400 RHS To Kumarapuram

699 508703 RHS To Chathanoor KSRTC Bus stand

260 435645 LHS Local Road 700 508710 LHS To Kumaranalore






266 436700 LHS Local Road 706 510080 LHS To Town











277 438180 RHS To Town 717 513572 LHS To Temple

278 438213 LHS To Bhagavati temple 718 513722 LHS Local Road

279 438339 RHS Local Road 719 513762 RHS To Chirakara


281 438626 LHS Local Road 721 514462 LHS To Tehettikuzhi

282 438667 RHS Local Road 722 514542 RHS To Paripalli Village




S. No.

Chainage LHS/ RHS

Locations S.

No. Chainage

LHS/ RHS

Locations

284 439043 LHS Local Road 724 515032 RHS To Paravoor



287 439307 LHS Local Road 727 515930 LHS To Mukkada


289 439810 LHS Local Road 729 516200 RHS To Varkala



731 516630 LHS To Kadambathikulam



733 516862 LHS To Kadambathikulam


295 440800 RHS Local Road 735 517427 RHS To Trikunnathakavu

296 440950 LHS Local Road 736 517783 LHS To Punnalur






302 442218 LHS To Town 742 519047 RHS To Parakannu



305 442570 RHS To Town 745 520095 LHS To Temple


307 442823 RHS To Town 747 520620 LHS Local Road


309 443975 LHS To Pallpad 749 521488 LHS Local Road

310 444228 LHS To Eratta Kulangara 750 521665 RHS To TTI











S. No.

Chainage LHS/ RHS

Locations S.

No. Chainage

LHS/ RHS

Locations

319 445355 LHS To Collage 759 526032 RHS Local Road



322 446385 LHS To Temple 762 526590 RHS Local Road

323 446550 RHS To N.T.P.C. 763 527190 RHS Local Road




327 447470 LHS To Pallipalan 767 527845 LHS Local Road

328 447743 LHS To BPCL 768 528117 LHS Local Road

329 447760 RHS To N.T.P.C. 769 528133 RHS Local Road







336 448977 LHS To Cheppad Railway station


337 449190 RHS Local Road 777 529590 LHS To Kizhakkupuram

338 449417 LHS To Cheppad Railway station






343 450059 RHS To NTPC 783 530626 LHS Local Road

344 450312 LHS To Eravoor Bhagavati Temple


345 450333 RHS To Muthukulam 785 530765 RHS Local Road

346 450632 LHS To Eravoor Bhagavati Temple


347 450645 RHS To Muthukulam 787 530908 LHS To Town


349 451333 LHS To Pathiyuru 789 531230 RHS Local Road



352 451960 LHS To Shivan Temple 792 531850 RHS Local Road



S. No.

Chainage LHS/ RHS

Locations S.

No. Chainage

LHS/ RHS

Locations

353 452005 RHS To Muthukulam 793 532272 LHS Local Road

354 452535 LHS To Mamoodu 794 532292 RHS Local Road



357 452851 RHS To Parathu Jn 797 533838 LHS Local Road

358 453056 RHS To Chakkalayath 798 534200 RHS Local Road

359 453300 LHS To Tmple 799 534800 RHS To IMA House

360 453520 LHS To Tmple 800 535097 LHS Local Road



363 453950 LHS To Edasseri 803 535530 LHS To Assembly Mukka







370 454978 LHS To School 810 537220 RHS Local Road

371 455093 RHS To Junction 811 537565 LHS Local Road

372 455100 LHS Local Road 812 537878 RHS To Kailathade

373 455260 RHS Local Road 813 537905 LHS To Venjaramode





378 456333 LHS To Kayankulam Town 818 538567 LHS To Vengode

379 456662 RHS To Hospital 819 538717 LHS Local Road

380 456682 LHS To Temple 820 538765 RHS Local Road


382 456837 RHS Local Road 822 539347 LHS To College

383 457061 RHS Local Road 823 539377 RHS To Public School



386 457343 RHS To Pudhupalli 826 539877 RHS To Nellur


388 457515 RHS To Pudhupalli 828 540417 LHS To Town



S. No.

Chainage LHS/ RHS

Locations S.

No. Chainage

LHS/ RHS

Locations


390 457848 LHS To Kayankulam Railway station


391 457890 RHS To pudupali 831 541100 RHS Local Road



394 458353 LHS To Railway Crossing 834 541540 RHS Local Road


396 458590 LHS Local Road 836 541864 LHS To College

397 458800 RHS To Temple 837 542822 LHS To Town



400 459280 LHS To Mevelikkara 840 543040 LHS To Town



403 459790 RHS To Town 843 543626 LHS To Town


405 459962 LHS To Town

845 544300 LHS To Puthencaud/KSEB Sub Station


407 460483 RHS To Ochira Temple 847 544447 RHS Local Road

408 460580 LHS To Hospital 848 544516 RHS To Town

409 460760 RHS To Town 849 544620 RHS To Town



412 461230 RHS To Ochira 852 545282 LHS Local Road

413 461260 LHS To Railway station 853 545507 RHS To Town

414 461952 RHS To Town 854 545597 LHS To Town

415 462165 LHS To Kattoor 855 545637 RHS Local Road

416 462300 RHS Local Road 856 545783 LHS To Sainik School

417 462410 RHS Local Road 857 545783 RHS To Beach

418 462425 LHS Local Road 858 545917 LHS To Sainik School



421 463120 LHS To Kottampally 861 546230 LHS Local Road





S. No.

Chainage LHS/ RHS

Locations S.

No. Chainage

LHS/ RHS

Locations



426 463781 RHS To Ashram 866 547067 RHS Local Road


428 464071 LHS To Changankulangara Temple

868 547183 LHS To Town

429 464071 RHS To Ashram 869 547500 RHS To Town

430 464180 RHS To Ashram 870 547590 RHS To Town



433 464665 LHS To Hospital 873 547782 RHS To Town

434 465008 LHS To Mavelikara 874 547810 LHS To Town

435 465045 RHS To Vallikavu 875 547876 RHS To Town

436 465148 RHS To Valikulam 876 548000 LHS To Town





881 549375 RHS To Town

8.11 Urban Locations

The list of urban locations are given below in Table 8.30.

Table 8.30: Urban Areas

Sl. No. Ex Chainages (km) Design Chainage (km)

Village Name From To From To

1 379+000 381+000 37900 381008 THURAVOOR

2 381+800 382+350 381010 382360 PONAM VELI

3 382+450 385+900 382460 385910 PATTANAKKAD

4 386+700 392+200 386700 390900 CHERTHALA

5 393+200 393+560 391880 392250 MATHILAKAM

6 393+560 394+750 392250 393430 MAYITHARA

7 395+100 396+000 393770 394690 S.N.PURAM

8 396+700 397+000 395400 395700 KANICHUKULANGARA

9 399+900 400+700 398600 399430 KANJIKUZHY, MARARIKULAM

10 401+200 401+970 399900 400660 VALAVANADU

11 403+130 403+620 401810 402310 KALAVOOR

12 404+000 404+900 402690 403580 PATHIRAPPALLY





13 406+250 408+100 404925 406775 POONKAVU

14 408+500 409+700 407170 408400 THUMPOLY

15 Alappuzha bypass

16 416+000 418+500 414840 417340 KALARCODE

17 PARAVOOR

18 418+700 420+600 417540 419440 PUNNAPRA

19 420+800 421+900 419640 420740 KURAVANTHODU

20 VALANJAVAZHI

21 422+160 422+800 421000 421640 PALLIMUKKU, VANDANAM

22 422+800 424+000 421640 422800 NEERKUNNAM

23 424+150 424+700 422970 423530 KAKKAZHOM

24 424+700 426+000 423530 424800 AMBALAPUZHA

25 426+300 431+000 425100 429760 PURAKKAD

26 431+000 433+700 429760 432450 THOTTAPPALLY

27 435+500 440+760 434160 439365 KARUVATTA

28 THAMALLAKKAL

29 440+760 442+000 439365 440600 KUMARAPURAM

30 442+000 442+500 440600 441150 NARAKATHARA JUNCTION, DANAPADY

31 442+500 443+000 441150 441650 MADHAVA JUNCTION, THEKKE NADA

32 443+000 446+000 441650 444556 HARIPPAD

33 446+000 449+350 444556 447900 NANGIAR KULANGARA

34 449+350 450+200 447900 448760 CHEPPADU

35 450+200 451+000 448760 449560 EVOOR

36 451+000 452+000 449560 450560 RAMAPURAM

37 452+000 454+500 450560 452565 MALIYEKKAL JUNCTION, PATHIYOOR

38 454+500 455+000 452565 453560 KAREELAKULANGARA

39 455+000 456+000 453560 454560 KOTTUKULANGARA

40 456+000 459+000 454560 457565 KAYANKULAM

41 459+000 460+400 457565 459000 KUNNATHALUMOODU

42 460+400 461+000 459000 459700 MUKKADA

43 461+100 461+600 459800 460340 KRISHNAPURAM

44 461+600 465+400 460340 463100 OACHIRA

45 465+400 466+790 463100 464500 CHANGANKULANGARA

46 466+790 467+700 464500 465400 VAVVAKKAVU

47 467+700 468+300 465400 466040 PULIYAN KULANGARA

48 468+300 468+750 466040 466485 K.S. PURAM





49 468+750 470+000 466485 467740 PUTHENTHERUVU

50 470+000 471+000 467740 468640 PUTHIYAKAVU

51 471+000 471+320 468640 468960 PALLIMUKKU

52 471+320 474+160 468960 471800 KARUNAGAPALLI

53 474+400 474+800 472030 472450 KUTTIVATTION

54 475+100 476+320 472730 473950 VETTAMUKKU

55 476+320 476+770 473950 474400 EDAPPALLI KOTTA

56 476+770 478+600 474400 476230 PANMANA

57 479+830 480+400 477460 478040 SANKARAMANGALAM

58 480+400 480+770 478040 478400 THATTASSERY

59 KOTTANKULANGARAA

60 480+770 483+080 478400 480620 CHAVARA

61 483+080 484+600 480620 482100 PUTHENTHURA

62 484+600 485+190 482100 482700 PARIMANAM

63 485+400 485+650 482920 483170 VETTUTHARA MUKKU

64 485+750 487+100 483270 484620 NEENDAKARA

65 487+540 488+1090 485050 486600 SAKTHIKULANGARA

66 Kollam Bypass

67 502+600 503+260 499500 500160 MEVARAM

68 503+260 504+700 500160 501600 UMAYANALLOOR

69 504+700 507+420 501600 504200 KOTTIYAM

70 507+620 508+620 504400 505400 MYLAKKAD

71 508+620 509+000 505400 505730 ITHIKKARA

72 509+340 509+550 506080 506280 STANDARD JUNCTION

73 509+640 510+150 506400 506720 THIRUMUKKU

74 510+150 512+000 506720 508625 CHATHANOOR

75 512+000 514+280 508625 510800 SEEMATTI JUNCTION

76 514+740 515+130 511270 511640 KARAMKODE

77 515+250 516+520 511750 513010 KALLUVATHUKKAL

78 516+520 517+300 513010 513900 SRIRAMAPURAM

79 517+700 520+450 514230 517000 PARIPALLY

80 520+570 521+030 517130 517400 KADAMBATTUKONAM

81 521+400 524+660 517775 521030 NAVAYIKULAM

82 524+660 527+200 521030 523500 KALLAMBALAM

83 Attingal Bypass

84 537+400 538+400 534400 535400 PALAMOODU





85 538+400 540+170 535400 536820 KORANI

86 540+600 542+000 537250 538575 CHEMPAKAMANGALAM

87 543+125 543+770 539700 540350 THONNAKKAL

88 543+770 545+150 540350 541650 MANGALAPURAM

89 546+240 547+600 542730 543900 PALLIPURAM

90 548+000 549+600 545150 545730 KANIYAPURAM

91 549+600 552+100 545730 548203 KAZHAKUTTAM

8.12 Proposal for Toll Plaza

The project is planned to be taken up by the Hybrid Annuity Model and three toll plazas have been considered in this project. After a detailed discussion with NHAI during the presentation of the Draft Feasibility Report, it was informed to Consultants to propose staggered bi-directional Toll Plaza at the 3 locations and to provide the administrative building atop the toll booths. The Toll Plaza would be confined within 45m PROW and no additional Land Acquisition in this regard would be possible to be acquired. Therefore, probable locations at site have been examined suiting the staggered arrangement of the plaza layout and the following locations are proposed, based on the adequacy of open land availability, sight distance/visibility, terrain and profile considerations: 1. Punnapra, km 417+800 (ex km 419+000) 2. Puthentheruvu, km 482+000 (ex km 484+500) 3. Chempakamangalam, km 537+200 (ex km 540+600)

Typical Toll Plaza Drawing is shown hereunder as Figure 8.11 and the proposed Toll Plazas are shown hereunder from Figure 8.12 to 8.14.



Figure 8.11: Typical Toll Plaza Drawing



Figure 8.12: Proposed Toll Plaza at Ch. 417+800



8.13 Highway Facilities

i) Bus Bays

There are about 90 urban areas on the project corridor, and therefore bus stop requirements are generally considered at an interval of 1.5-2km along the project road. ii) Truck Lay Byes

There are no significant truck parking location seen on the project road during the reconnaissance and the inventory surveys. However, as the project may be split up into smaller packages/lots of about 50-60 km stretches, 1 truck lay bye is proposed for each construction package.

iii) Road Signs, Pavement Marking and Lighting

Indian Road Congress (IRC) codes will be followed in proposing and designing road safety features.

Pavement markings will be done for traffic lane line, edge lines and hatching. The marking will be with hot applied thermoplastics materials. The pavement markings will be reinforced with raised RR pavement markers and will be provided for median and shoulder edge longitudinal lines and hatch markings. Highway lightings including high masts will be provided at intersections in order to improve the night time visibility.

All the urban locations as well grade separated structure locations will be provided lighting arrangements.



CHAPTER 9 ENVIRONMENTAL SCREENING AND PRELIMINARY ENVIRONMENTAL ASSESSMENT

9.1. Introduction, Objective and Legal Framework

9.1.1. Introduction

The National Highways Authority of India (NHAI) has been entrusted with the assignment of preparation of Detailed Project Report for 4 laning of Chertalai to Thiruvananthapuram Section of NH-47 (new NH-66) from km 379.100 to km 551.900 under NHDP Phase III in the State of Kerala. The project road length is 172.8 km. It starts from km 379.100 of NH-47 at the junction of Thuravoor and ends at Kazhakottam junction at km 551.900. This stretch of road passes through three districts viz. Alappuzha, Kollam and Thiruvananthapuram. The road passes through urban areas viz. Chertalai, Marary Kulam, Alappuzha, Ambalapuzha, Purakkad, Thottapally, Haripad, Nagiar Kulangara, Kayamkulam, Krishnapuram, Oachira, Vavvakkavu, Karunagapally, Chavara, Neendakara, Kavanadu (Kollam), Mevaram (Kollam), Kottiyam, Chathanoor, Paripally, Kallambalam, Attingal, Manglapuram, Pallipuram and Kazhakottam. The project stretch includes two bypasses at Alappuzha and Kollam and a new realigned stretch bypassing Attingal Town.

9.1.2. Objective of Environmental Screening and Preliminary Environmental Assessment

Environmental Screening study determines the environmental sensitivity of the project road that in turn helps the level of planning in terms of time, budget and effort required to take up the particular project for development. Environmental Screening and Preliminary Environmental Assessment of the study area has the following major objectives:

To identify the potential environmental impacts;

To categorize the project;

To ensure that environmental considerations are given adequate weightage for carrying out

proposed road improvement;

Policy, legal and institutional issues for planning and for getting all approvals and for

implementation of Environmental Management Plan during Design, Construction and

Operational phases; and

Scoping and future course of work for Environmental Impact Assessment Study The preliminary environmental assessment for the proposed project is being undertaken as a parallel exercise with the Engineering Analysis, so as to bring out the environmental concerns in planning and the proposed design.

9.1.3. Applicable Environmental Acts and Guidelines

Environmental regulations and legislations relevant to this project, along with their competent authority for implementation are presented in Table 9.1.



Table 9.1: Summary of Relevant Environmental Acts and Guidelines S.

No Act/Rules Year Objective

Applicable Yes/No

Reason for applicability

Authority

1. Environmental (Protection) Act

1986 To protect and improve overall environment

Yes As all environmental notifications, rules and schedules are issued under this act

MoEF & CC Gol, DoE, GoK, CPCB, KSPCB

2. Environmental Impact Assessment (EIA) Notification

2006 To provide environmental clearance to new development activities following environmental impact assessment

No The project does not attract the conditions of EIA Notification 2006 and further amendments

MoEF & CC, SEIAA

3. Forest (Conservation) Act

1980 To check deforestation by restricting conversion of forested areas into non- forested areas

No There is no forest along the project road

Forest Department, GoK

4. Water (Prevention and Control of Pollution) Act and Cess Act of 1977 as amended in 1988

1974 To control water pollution by controlling emission & Water pollutants as per the prescribed standards

Yes This act will be applicable during construction, for establishments of hot mix plant, stone crusher, construction camp, workers' camp, etc.

KSPCB

5. Air (Prevention and Control of Pollution) Act as amended in 1987

1981 To control air pollution by controlling emission and air pollutants according to prescribed standards

Yes This act will be applicable during construction; for obtaining NOC for establishment of hot mix plant, workers' camp, stone crusher, construction camp, etc.

KSPCB

6. Noise Pollution (Regulation and Control) rules

2000 Noise pollution regulation and controls

Yes This act will be applicable as vehicular noise on project routes required to assess for future years and necessary protection measure need to be considered in design.

KSPCB

7. The Kerala Ground Water (Control And Regulation) Act

2002 Conservation of ground water and for the regulation and control of its extraction and use in the State of Kerala

Yes This act will be applicable during construction for extraction of use of groundwater

State Ground Water Authority, GoK



S. No

Act/Rules Year Objective Applicable

Yes/No Reason for

applicability Authority

8. Ancient Monuments and Archaeological sites & Remains Act

1959 Conservation of Cultural and Historical remains found in India

No The project route is not close to any Ancient Monument, declared protected under the act.

Archaeological Dept. Gol, Dept. of Archaeology, GoK, Indian Heritage Society and Indian National Trust for Art and Culture Heritage (INTACH).

9. Notification for use of fly ash

2016 Promoting the utilization of fly ash in the manufacture of building materials and in construction activity within a specified radius of 300 kilometers from coal or lignite based thermal power plants

Yes No coal based thermal power plant in Kerala. However, few coal based thermal power plants are located within 300 km.

MoEF&CC

10. The Explosives Act (& Rules)

1884 An Act to regulate the manufacture, possession, use, sale, transport, import and export of Explosives

Yes For transporting and storing diesel, bitumen etc.

KSPCB

11. Public Liability Insurance Act

1991 Insurance for the purpose of providing immediate relief to the persons affected by accident occurring while handling any hazardous substance and for matters connected therewith or incidental thereto

Yes Contractor need to stock hazardous material like diesel, Bitumen, Emulsions etc. safely

KSPCB

12. Coastal Regulation Zone

2011 To regulate activities in the coastal zone to protect ecologically sensitive areas

Yes The project road passes through CRZ

KCZMA, MoEF&CC

13. Hazardous and Other Wastes (Management and Transboundary Movement) Rules

2016 Storage, handling, transportation and disposal of hazardous waste

Yes Storage and handling of hazardous waste during construction

KSPCB

14. Solid Waste Management Rules

2016 Management and handling of solid waste

Yes For disposal of solid waste generated during construction

KSPCB



S. No


Yes/No Reason for


15. Construction and Demolition Waste Management Rules

2016 Management of construction and demolition waste

Yes For disposal of solid waste generated due to construction and demolition

KSPCB

16. Batteries (Management & Handling) Amendment Rules

2010 Management and handling of used lead batteries

Yes Safe disposal of used lead batteries

KSPCB

17. E-Waste (Management) Rules

2016 Effective mechanism to regulate generation, collection, storage, transport, import, export, recycling, treatment and disposal of e-wastes

Yes Handling of e-waste KSPCB

18. Central Motor Vehicles Act

1988 To control vehicular air and noise pollution.

Yes This rule will be applicable to road users and construction machinery

Motor Vehicle Department

19. Minor Mineral and concession Rules

1960 For opening new quarry

Yes Regulate use of minor minerals like stone, soil, river sand etc.

District Collector

20. The Mining Act 1952 The mining act has been notified for safe and sound mining activity

Yes The construction of project road will require aggregates. These will be procured through mining from quarries

Department of mining, GoK

21. National Forest Policy(Revised)

1988 To maintain ecological stability through preservation and restoration of biological diversity

No This policy will not be applicable as NO eco sensitive feature exists along the project corridor

Forest Department, Gol and GoK

22. The Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act

2013 Set out rules for fair compensation and acquisition of land

Yes This act will be applicable as there will be acquisition of land for widening, geometric improvements and bypasses

Revenue Department State Government



S. No


Yes/No Reason for


23. The National Highway Act

1956 For Land Acquisition Yes This act will be applicable as there will be acquisition of land for widening, geometric improvements and bypasses

NHAI Revenue Department, GoK

9.2. Baseline Environmental Setup

9.2.1. Study Area

The study area for the environmental screening has been categorized in two influence areas:

i) Direct influence area: PROW of the project road i.e., 45m

ii) Indirect influence area: 10km around the project road Sensitive environmental components along the corridor of impact were recorded during reconnaissance survey. Those were, road side trees, water bodies, public utilities, religious structures, educational institutes/schools, hospitals/health centers, community resources, congested areas, archaeological site etc. Secondary data was collected on physiography, land use pattern, soil & geology, seismicity, meteorology, demography and related other environmental aspects.

9.2.2. Physiography

The project road lies between Latitude 9o46’5.521’’N to 8o33’55.538’’ N and Longitude 76o19’5.494’’E to 76o52’30.714’’E. The project road passes mainly through plain terrain with some patches through rolling terrain. The altitude varies between 2 m and 75 m above mean sea level. The physiography of the project districts and physiographical map of Kerala state (Figure 9.1) showing the project area is as follows:



Alappuzha Sandy strip of land intercepted by lagoons, rivers and canals. There are neither mountains nor hills in the district except some scattered hillocks lying between Bharanikkavu and Chengannur blocks in the eastern portion of the district. Kollam Divided into three distinct units viz. the coastal plains, the midlands and the eastern highland regions. The coastal plains with an elevation ranging between 0-6 m amsl occur as narrow belt of alluvial deposits parallel to the coast. Thiruvananthapuram Rugged topography which is present in the coastal city of Thiruvananthapuram and towns like Vizhinjam, Varkala and Edavai. Three distinctive topographic units can be identified in the district from west to east – (1) lowland (coastal plains), (2) midlands and (3) highlands.

Source: ENVIS Center, Kerala

Figure 9.1: Physical Map of Kerala showing Project Area

As evident from the above information and map, the project road passes through low land along the coast.

9.2.3. Geology & Soil

Geological rock formations include a variety ranging from the Achaeans to the recent crystallines Tertiaries, are represented by the Warkalli group whereas the recent deposits are represented by the westernmost coastal belt. Soil map of Kerala state (Figure 9.2) showing the project area is as follows:



Source: Directorate of Soil Survey & Soil Conservation

Figure 9.2: Soil Map of Kerala showing Project Area

As seen from the above figure, the soil type along the project road is coastal alluvium. These soils of marine origin are identified along the coastal plains and basin lands as a narrow strip. The area has high water table and in some areas it reaches above the surface during rainy season. The soils of the coastal plains are very deep with sandy texture. The texture generally ranges from sand to loamy sand with grayish brown to reddish brown and yellowish red colour. Sand content ranges from 80% and clay up to 15%. Even though these soils have high water table, the water holding capacity is poor due to the predominance of sand.

9.2.4. Seismicity

According to 2014 seismic zoning map of India, the state of Kerala falls in Zone III, moderate zone of seismic hazard (Figure 9.3). This zone is classified as moderate damage risk zone which is liable to MSK VII. The IS code assigns zone factor of 0.16 for Zone III. The project road falls in Zone III.



Also, as per Global Seismic Hazards Assessment Program (GSHAP) data (Figure 9.4) the state of the Kerala falls in a region of low to moderate seismic hazard. The project road falls in low to moderate hazard zone.

Figure 9.3: Seismic Zonation Map of India

Figure 9.4: Seismic Zone Map of Kerala (GSHAP)



9.2.5. Climate and Meteorology

Climate The climate is hot and humid along the coast and drier in the interior parts of the districts. The year may be divided into four seasons. The period from March to the end of May is the hot season. This is followed by Southwest Monsoon season that continues till the beginning of October. Northeast Monsoon season is from October to December and the two months January & February are winter season. The climate is pleasant from September to February. Summer months March to May is uncomfortable due to high temperature and humidity. Rainfall The rainfall in the study area increases from south to north. The monthly rainfall data of project districts is provided in Table 9.2. The annual total rainfall in Alappuzha, Kollam and Thiruvananthapuram was 2469mm, 2688.9mm and 1912mm respectively in 2014. May, June, July and August months receive heavy rainfall. June receives highest rainfall in the year.

Table 9.2: Rainfall in Project Districts in mm (2010-2014)

Month Alappuzha Kollam Thiruvananthapuram

2010 2011 2012 2013 2014 2010 2011 2012 2013 2014 2010 2011 2012 2013 2014 January 16.6 30.5 44.1 24 0.2 11.5 57.1 13.7 10.3 0.5 108.3 43.6 14.4 10.5 45.8

February 2.2 48 19.9 88.4 23.3 0 98.6 20.9 58 15.7 0 73.6 35.1 63.1 13.1

March 92.7 35.7 60.7 49.8 32.7 59.1 46.7 77.4 49.2 51.4 73.1 15 26.1 46.8 35.1

April 161.6 183.5 210.1 40.3 143.8 221.1 177.4 228.6 90.2 151.7 109.4 157.1 164.7 31.7 136.4

May 322 251 159.5 137.4 250.6 203.5 148 145.8 159.6 290.8 216.7 92.7 88.7 120.9 272.6

June 529.3 554.3 215.7 935.9 362.8 357 417.4 167.5 749.5 283.5 237 270.2 99.1 525.3 142.4

July 474.6 377 271.5 637.6 355.6 362.3 283 210.6 449 287.9 234.9 97.6 146.2 247.9 118.7

August 255.9 294 407.1 245.3 615.3 304.8 219.6 272.6 205.3 591.5 118.7 84.4 169.7 115.8 458.6

September 242.3 359.4 195.4 292.1 227.6 258.3 242.2 149.8 373.6 260 114.1 131.5 77.7 219.7 189.4

October 555.1 160.3 151 186.4 311 527.8 233.5 240.2 290.9 386.6 414.3 141.2 159.3 155.9 288.3

November 309.3 136.6 105.2 171.5 93.8 388.4 267 111.1 213.8 151.7 326 233.4 140.7 273.9 128.6

December 96.8 169.8 5.5 15.2 52.3 95 100.9 17.4 39.5 40.1 188.3 168.9 32.7 33.6 83

Average 3058.4 2600.1 1845.7 2823.9 2469 2788.8 2291.4 1655.6 2688.9 2511.4 2140.8 1509.2 1154.4 1845.1 1912

Source: India Meteorological Department (IMD)

Humidity Humidity level in the project area is moderate to high. In drier months (between December to February), the humidity at Alappuzha has been recorded at 66% whereas in wettest month (July) it is as high as 92%. The humidity level is 63% in Thiruvananthapuram (during hours of evening in January) during the driest months (between December to February). Highest level of humidity is observed as 89 % at Thiruvananthapuram during the month of July. Temperature Temperature variation in the study area is mild due to the vicinity of the Arabian Sea. Monthly maximum and minimum temperatures at Alappuzha have been observed to be 33.1 0C and 22.5 0C in April and January respectively. Monthly average temperature varies between 22.2oC to 33.1 oC. In Thiruvananthapuram, March is the warmest month with an average temperature of 28 oC and January is the coldest month having a mean temperature of 26 oC. Wind Speed Maximum and minimum monthly average wind speed has been observed to be 13.40 kmph and 8.4 kmph respectively at Alappuzha. Maximum monthly average wind speed observed is 10.4 kmph (August) at Thiruvananthapuram whereas minimum monthly average wind speed observed is 4.9 kmph (December).

http://www.kerala.climatemps.com/march.php



9.2.6. Land Use Pattern

Land use pattern along the project road is predominantly built up area in urban and semi urban centers followed by commercial areas. Around 8.5km length of the project road in Kollam district passes through an area close to the Arabian Sea. Also the project road passes through backwaters at few places. Representative photographs of the Project road sections are indicated below:

Built up/Commercial area at Attingal junction. Vegetation/ Agricultural land along the project

road.

Thottapally Spillway (km 432.600) Ashtamudi Lake Bridge (km 487.200) under

construction

Built up/Commercial area at Karunagapally

(km 470.00) Rolling Terrain stretch on project road

(km 504.00)

9.2.7. Water Resources

The study area is rich in water sources. Such water resources include the rivers streams, backwaters, lakes, irrigation tanks, ponds, brackish water etc. A large number of people depend on these water resources for their livelihood through fishery. The list of water bodies is as follows:



Table 9.3: Water Bodies crossing the project road

Sl. No. Chainage (Km) River/Canal/ Nallah/Lake 1. 382.400 Chandatod Nallah 2. 390.400 A S Canal 3. 433.400 Thottapally River 4. 434.100 Thottapally Canal 5. 436.200 Kannukalipalam canal 6. 443.100 Narakathara Canal 7. 458.000 Kayamkulam branch canal 8. 461.000 Krishnapuram Thodu 9. 474.600 Kennettil – Pallikal Canal 10. 483.100 T S Canal 11. 487.600 Ashtamudi Lake 12. 499.600 Churanga River 13. 508.700 Ithikkara River 14. 523.900 Vamanapuram River 15. 536.500 Mamom River

Source: Primary Survey, October 2016

Rivers: Alappuzha district is drained mainly by Pamba River and its tributaries viz. Achankovil and Manimala Rivers. The Manimala River enters the Kuttanad area at Thondara and confluences with Pamba River at Neerettupuram. Achancovil enters Kuttanad at Pandalam and joins Pamba River at Veeyapuram. Vembanad Lake, the largest back water in the State lies on the north eastern part of the district separating Alappuzha from Kottayam district. Kollam district is drained by three west flowing rivers, viz Achankovil, Kallada and Ithikkara, originating in the eastern hilly region. The Ithikkara River originates from the Madatharaikunnu hills, south west of Kulathupuzha and drains into the Paravoor backwaters near Meenad. The Kallada originating from the Western Ghats drains into Ashtamudi backwaters near Kollam. The important rivers draining the Thiruvananthapuram district are Neyyar, Karamana, Vamanapuram, Mamom and Ayirur, which form three main drainage basins such as Neyyar, Karamana and Vamanapuram basin. Back Waters

Vembanad Lake: The Vembanad Lake has the most important west coast canal system stretching from Alappuzha to Kochi. The Thannermukom regulator constructed across the Vemband Lake is the largest mud regulator in the country. Vembanad has been declared as a Ramsar Wetland in 2002. Kayamkulam Lake:

Stretching between Panmana and Karthikappally, Kayamkulam Lake is a shallow lake which has an outlet to sea at Kayamkulam barrage. It has an area of 59.57 Sq.Km, a length of 30.5 Km and an average breadth of 2.4 Km. It connects Ashtamudi lake by the Chavara Panmana canal. Ashtamudi Lake:

Ashtamudi Lake is one of the largest wetland ecosystems in Kerala. It is located at 8o57’N, 76o35’E and it has an area of 61,400 ha. This estuarine system lies near to the Kollam Bypass on right hand side



and is the second largest of the State having a spread over Karunagappally and Kollam Taluks of Kollam district. This estuary is the deepest among all the estuaries of Kerala with a maximum depth of 6.4 m at the confluence zone. Ashtamudi estuary is of extraordinary importance for its hydrological functions biodiversity, rich fishery resources and an annual production of 23,000 tonnes of fish. This estuary has been declared as a Ramsar Wetland in 2002. True mangroves Avicenna officinalis, Bruguiera gymnorrhiza and Sonneratia caseolaris are present and around 43 species of marshy and mangrove associates are present along with two endangered species Syzygium travencoricum and Calamus rotang. The biological diversity is represented by 43 marsh and mangrove species. 57 bird (6 migrants and 51 residents), 97 fish species and 21 partly unique copepode-species (Source: WWF and forests, 2004a) Ground Water: In Kerala State, groundwater has been the mainstay for meeting the domestic needs of more than 80% of rural and 50% of urban population besides, fulfilling the irrigation needs of around 50% of irrigated agriculture.

In the project districts, the depth to ground water level varies between 0.72 to 25.4m bgl during pre-monsoons (April 2011) and 0.07 o 22.86m bgl during post monsoon (November 2011)season.

Source: Ground Water Information Booklet, Alappuzha, Kollam and Thiruvananthapuram districts, CGWB

9.2.8. Ecological Environment

a) Forest Cover: The recorded forest area of the state is 19,239 sq. km., which constitutes 46.50% of its geographical area. Reserved Forests constitute 100%, Protected Forests 0% and Unclassed Forests constitutes 0% of the total forest area. The forest cover in project districts is presented in Table 9.4 and the forest cover map with marked project area is presented in Figure 9.5.

Table 9.4: Forest Cover in the Project Districts (km2) District Geographical

Area (GA) VDF MDF OF Total % of GA

Alappuzha 1,414 0 45 67 112 7.92

Kollam 2,491 99 671 632 1,402 56.28

Thiruvananthapuram 2,193 60 718 539 1,317 60.05

Kerala State 38,863 1,523 9,301 8,415 19,239 49.50 Source: India State of Forest Report, 2015

VDF: Very Dense Forest, MDF: Moderately Dense Forest, OF: Open Forest

Above information shows that the Alappuzha district has minimal forest cover. Kollam and Thiruvananthapuram districts have good forest cover having all classes of forest. Also, the percentage of forest cover in the project districts (except Alappuzha) is more than the Kerala State.



Source: India State of Forest Report, 2015

Figure 9.5: Forest cover map of Kerala b) Flora The major ecological component in the project corridor is represented by the roadside vegetation all along the stretch varying in densities and composition. There are approximately 29000 trees along the road including three bypasses. There is considerable difference in distribution of age classes. These are primarily broad-leaved species and include Cocos nucifera, Areca nut, Casuarina equisetifolia, Anacardium occidentale, Acacia auriculiformis, Tamarindus indica, Eucalyptus spp, Cassia spp., Lagerstroemia sp. Samanea saman, Delonix regia, Buchanania lanzan, Ailanthus excelsa, Azadirachta indica, Swietenia spp. etc. These types of vegetation not only provide shade but also provide fruits, flowers, fuel wood and small timber for the roadside communities. These are also habitat for common birds of the region. The aquatic flora of the different water bodies in the project area of influence is represented by a variety of floating, emergent, marginal and submerged vegetation. Blue green algae, green algae, diatoms represent phytoplanktons, din flagellates etc.

https://www.google.co.in/search?espv=2&biw=1280&bih=639&q=Acacia+auriculiformis&spell=1&sa=X&ved=0ahUKEwiz9aTmxpbQAhWEVZQKHU5FChMQvwUIFygA



c) Fauna Fish resources of the variety of water bodies constitute the major fauna of the project area of influence. The Arabian Sea, brackish water bodies and fresh water rivers have distinct assemblages of fishes. Common wetland birds and birds of the rural, semi-urban and urban areas are also components of the faunal assemblage. Snakes, rodents, frogs etc are also found along the project corridor. Ashtamudi estuary is a rich bio-diversity spot because of its fish resources and the wetland birds both resident and migratory d) Eco sensitive zone/Wildlife Sanctuary Project Road does not pass through or fall within 10 Km of any notified eco-sensitive zone or Wildlife Sanctuary. e) Coastal Environment The 590 km length Kerala coast faces the Arabian Sea. The coastline of Kerala is more or less straight trending in NNW-SSE direction from north till the Thangassery headland near Kollam. The coastline orientation south of Thangassery is in the NW-SE direction. The offshore continental shelf bathymetry is steeper to the south. The project road is passing through Costal Zone Regulation (CRZ) area at 13 locations as submitted in CRZ status report prepared by Centre for Earth Science Studies (CESS). Applications were submitted by ICT for obtaining CRZ Clearance. MoEF&CC has accorded CRZ clearance for improvement of 2 lane to 4/6 lane Cherthala - Kazhakuttam Road except Alappuzha and Kollam Bypass vide letter dated 13.10.2014. Clearance for Alappuzha and Kollam Bypass was accorded by MoEF&CC vide letter dated 30.12.2013. (Ref. Annexure 9.1). The Ministry of Road Transportation and Highways has made a Special Purpose Vehicle for implementation of Kollam and Alappuzha bypasses and they were treated as standalone projects.

9.2.9. Educational Institutions

Seven (7) schools and one (1) training center are located along the project road. The detailed list is provided in Table 9.5.

Table 9.5: Educational Institutions along the project road

S. No. Existing Chainage (km) Name of Property LHS/RHS

1. 406.600 Private School LHS

2. 407.100 Sri Narayanan School LHS 3. 408.750 The Good Shaferd Training Center LHS 4. 459.500 Angel Arc School RHS

5. 470.150 Government School LHS 6. 470.800 Ahamad Jamat School LHS 7. 486.300 Girls High School RHS 8. 550.500 A.E.M. School RHS

9.2.10. Religious Structures

A number of religious structures are located along the project road. The detailed list is provided in Table 9.6.



Table 9.6: Religious Structures along the Project Road

S. No. Existing Chainage (Km) Religious Structures Side

1. 405.600 Temple of Krishna LHS

2. 407.900 Church LHS

3. 408.700 Ashram LHS

4. 419.450 Saint Jones Church RHS

5. 464.900 Mosque LHS


7. 475.400 Mosque RHS



10. 485.700 Church RHS














9.2.11. Medical Facilities

Four (4) hospitals/health centers are located along the project road. The detailed list is provided in Table 9.7.

Table 9.7: Medical Facilities along the Project Road


1. 419.300 Nirmal Hospital RHS

2. 419.950 Private Hospital RHS

3. 468.000 Aman Nursing Home LHS

4. 550.750 Private Hospital RHS

9.2.12. Other Common Property Resources

A number of CPRs are located along the project road. The detailed list is provided in Table 9.8.

Table 9.8: CPRs along the Project Road


1. 406.100 T.P.Film City LHS

2. 407.150 Indian Overseas Bank LHS




3. 407.250 Mother Dairy LHS

4. 407.800 K.P.L. Crane Service LHS

5. 408.200 Office of State Electricity Board LHS

6. 408.300 Public Library LHS

7. 408.800 Industrial Central Bank LHS

8. 416.200 Manish Industry RHS

9. 416.850 V.S. Sahara Bank RHS

10. 416.900 Office of N.S.S RHS

11. 419.955 Punnapra Public Library RHS

12. 430.500 Water Tank LHS

13. 458.000 Office of Insurance Company RHS

14. 458.100 C.P.I. Party Office RHS

15. 470.500 K.S. Electricity Board LHS

16. 487.300 Office of Fishery Department LHS

17. 487.800 Office of Indian Oil LHS

18. 487.825 Bus Stop LHS

19. 488.025 Western Union Bank LHS

20. 550.000 Public Library RHS

21. 550.100 Electricity Board Office RHS

22. 550.400 Police Station RHS

23. 550.500 Water Tank RHS

9.2.13. Built up Sections

The chainage wise built up areas are detailed as below:

Table 9.9: Built up sections along the Project Road

S. No. Location (km)

Village From To

1 379.000 381.000 Thuravoor 2 381.800 382.350 Ponnam Veli 3 382.450 385.900 Pattanakkad 4 386.700 392.200 Cherthala 5 393.200 393.560 Mathilakam 6 393.560 394.750 Mayithara 7 395.100 396.000 S.N.Puram 8 396.700 397.000 Kanichukulangara 9 399.900 400.700 Kanjikuzhy, Mararikulam

10 400.700 403.130 Valavanadu 11 403.130 403.620 Kalavoor 12 404.000 404.900 Pathirappally 13 406.250 408.100 Poonkavu 14 Alappuzha Bypass 15 416.000 418.500 Kalarcode 16 418.500 418.700 Paravoor 17 418.700 420.600 Punnapra




Village From To

18 420.800 421.900 Kuravanthodu 19 421.900 422.160 Valanjavazhi 20 422.160 422.800 Pallimukku, Vandanam 21 422.800 424.000 Neerkunnam 22 424.150 424.700 Kakkazhom 23 424.700 426.000 Ambalapuzha 24 426.300 431.000 Purakkad 25 431.000 433.700 Thottappally 26 435.500 440.760 Karuvatta 27 440.760 442.000 Kumarapuram 28 442.000 442.500 Narakathara Junction, Danapady 29 442.500 443.000 Madhava Junction, Thekke Nada 30 443.000 446.000 Harippad 31 446.000 449.350 Nangiarkulangara 32 449.350 450.200 Cheppadu 33 450.200 451.000 Evoor 34 451.000 452.000 Ramapuram 35 452.000 454.500 Maliyekkal Junction, Pathiyoor 36 454.500 455.000 Kareelakulangara 37 455.000 456.000 Kottukulangara 38 456.000 459.000 Kayamkulam 39 459.000 460.400 Kunnathalumoodu 40 460.400 461.000 Mukkada 41 461.100 461.600 Krishnapuram 42 461.600 465.400 Oachira 43 465.400 466.790 Changankulangara 44 466.790 467.700 Vavvakkavu 45 467.700 468.300 Puliyankulangara 46 468.300 468.750 K.S. Puram 47 468.750 470.000 Puthentheruvu 48 470.000 471.000 Puthiyakavu 49 471.000 471.320 Pallimukku 50 471.320 474.160 Karunagapalli 51 474.400 474.800 Kuttivattion 52 475.100 476.320 Vettamukku 53 476.320 476.770 Edappallikotta 54 476.770 478.600 Panmana 55 479.830 480.400 Sankaramangalam 56 480.400 480.770 Thattassery 57 480.770 483.080 Chavara 58 483.080 484.600 Puthenthura 59 484.600 485.190 Parimanam 60 485.400 485.650 Vettuthara Mukku 61 485.750 487.100 Neendakara 62 487.540 488.1090 Sakthikulangara 63 Kollam Bypass 64 502.600 503.260 Mevaram 65 503.260 504.700 Umayanalloor




Village From To

66 504.700 507.420 Kottiyam 67 507.620 508.620 Mylakkad 68 508.620 509.000 Ithikkara 69 509.340 509.550 Standard Junction 70 509.640 510.150 Thirumukku 71 510.150 512.000 Chathanoor 72 512.000 514.280 Seematti Junction 73 514.740 515.130 Karamcode 74 515.250 516.520 Kalluvathukkal 75 516.520 517.300 Sriramapuram 76 517.700 520.450 Paripally 77 520.570 521.030 Kadambattukonam 78 521.400 524.660 Navayikulam 79 524.660 527.200 Kallambalam 80 Attingal Bypass 81 537.400 538.400 Palamoodu 82 538.400 540.170 Korani 83 540.600 542.000 Chempakamangalam 84 543.125 543.770 Thonnakkal 85 543.770 545.150 Mangalapuram 86 546.240 547.600 Pallipuram 87 548.000 549.600 Kaniyapuram 88 549.600 552.100 Kazhakuttam

9.2.14. Demographic Pattern

The project road passes through three districts viz. Alappuzha, Kollam and Thiruvananthapuram. As per Census of India 2011, the population details of the project districts are given in Table 9.10.

Table 9.10: District Wise Population

Districts/ State Population

Total Male Female Alappuzha 2,127,789 1,013,142 1,114,647

Kollam 2,635,375 1,246,968 1,388,407

Thiruvananthapuram 3,301,427 1,581,678 1,719,749

Kerala State 33,406,061 16,027,412 17,378,649 Source: Census of India, 2011

The detailed socio- economic data is presented separately in subsequent chapter.

9.3. Environmental Screening

The environmental expert conducted the environmental screening to identify the hot spots along the project road. Special care will be needed for the sensitive stretches during designing and construction phase as well. Formulation of specific mitigation measures has to be done for adverse impacts in those sections during the detailed environmental assessment study. The project road was subjected to screening considering the following identified Valued Environment Components (VECs):



Table 9.11: Findings of Environmental Screening

S.

No.

Valued Environment

Components (VECs) Along Project Road

A Physical environment

a) Land use Predominantly built up

b) Wetlands, Rivers, Rivulets and other Surface water bodies

Wetland : Ashtamudi Lake Crosses various surface water bodies including rivers, canals, backwaters, lakes, nallah etc. and also close to Arabian Sea for a length of about 8.5km. The details of water bodies crossing the project road are listed in Table 9.3.

c) Soil erosion Mainly at river bank during monsoon

d) Natural hazards such as Cyclone

Less prone to cyclone

e) Air/Water/Noise pollution

Relatively clean environment. Pollution levels may be low.

B Bio-Environment

a) Number of trees Approximately 29000

b) Coastal Regulation Zone The project road is passing through CRZ at 13 locations as submitted in CRZ status report prepared by Centre for Earth Science Studies (CESS) (Reported in EIA report prepared by ICT). MOEF&CC has accorded CRZ clearance for improvement of project road vide letter dated 13.10.2014 and for Alappuzha and Kollam vide letter dated 30.12.2013. Strict compliance of specific and general conditions of Clearance letter is to be ensured during construction stage.

c) Wildlife/nesting places/migratory routes and other habitats

Nil

d) Ecologically sensitive areas

Project Road does not pass through or fall within 10 Km of any ecologically notified eco-sensitive zone or

e) Biosphere Reserve, National Parks and Wildlife Sanctuaries

Project Road does not pass through or fall within 10 Km of any Biosphere Reserve, National Parks and Wildlife Sanctuaries

f) Protected Forests and Reserved Forests

The project road does not pass through any protected or reserved forest

g) Unprotected and Community Forests

NA

C Socio-Economic Environment

a) Drinking water sources Mainly through government water supply

b) Schools/hospitals/college (declared silence zones)

A number of educational institutes are located along the project corridor. The locations of these institutes have been indicated in Table 9.5.

c) Cultural and Religious properties

A number of religious structures are located along the project corridor. These structures are socially critical issue and hence make the section containing them as high sensitive impact zones. The locations of these structures have been indicated in Table 9.6.

d) Archaeological monuments and

No archeological site listed under Archeological Survey of India, has been identified in close vicinity of the project road.



S.

No.

Valued Environment

Components (VECs) Along Project Road

properties

However, Krishnapuram Palace (Historical site) is located appox. 2 km on the right hand side of the existing road at Kayamkulam.

e) Medical Facilities Few medical facilities are located along the project corridor. These structures are socially critical issue. The locations of these facilities have been indicated in Table 9.7.

f) Common Property Resources

A number of CPRs are located along the project corridor. The locations of these structures have been indicated in Table 9.8

g) Settlement /built up

88 villages/towns along the project road. Chainage wise list provided in Table 9.9.

h) Tourism locations

Important tourist places falling in the project area: i) Mullackal Rajarajeswari Temple ii) Mannarsala Sree Nagaraja Temple iii) Latin Catholic Church iv) ST. Andrews Forane Church at Arthunkal v) Kottamkulangara Mahavishnu and Devi temple

vi) Kollam Beach vii) Krishnapuram Palace viii) Kollam backwaters & Beach famous for Boat Race

All the sensitive road stretches shall be carefully analyzed during Environmental Impact Assessment study and accordingly safeguard measures will be provided in Environmental Management Plan.

9.4. Clearances and Permissions Required

9.4.1. Environmental Clearance

The Environment Impact Assessment (EIA) Notification 2006, Ministry of Environment, Forests & Climate Change, Government of India, came into effect from 14th September 2006. The EIA Notification, 2006 specifies the requirement of prior clearance from MOEF & CC for certain development projects specified under the schedule of the Notification. The projects and activities under the Notification have been classified into two categories- Category A and Category B, based on the spatial extent of potential impacts on human health, natural and man-made resources. As per Schedule of the Notification, the Highway project has been classified under Physical Infrastructure including Environmental Services and is listed under item no. 7(f), including new highways or expansion of existing highways. The categorisation related to highway projects are as follows: Category A: New National Highways and Expansion of National Highways greater than 100 Km

involving additional right of way or land acquisition greater than 40 m on existing alignments and 60 m on re-alignments or by-passes.

Category B: All new State Highway projects and State Highway expansion projects in hilly terrain

(above 1000 m AMSL) and or ecologically sensitive areas. Moreover, any project or activity specified in Category B will be treated as Category A if located in whole or in part with in 5 km from the boundary of:

i) Protected areas notified under the Wild Life (Protection) Act, 1972,

ii) Critically Polluted areas as notified by Central Pollution Control Board from time to time,



iii) Eco sensitive areas as notified under section 3 of Environment Protection Act, 1986 such as Mahabaleshwar, Panchangi, Matheran, Pachmarhi, Dahanu, Doon Valley and

iv) Inter State boundaries and international boundaries.

Provided that the requirement regarding distance of 5 km of the inter-state boundaries can be reduced or completely done away with by an agreement between the respective States or U.Ts sharing the common boundary in the case the activity does not fall within 5 kilometres of the areas mentioned at item (i), (ii) and (iii) above. The proposed project does not attract conditions of obtaining prior Environmental Clearance from Ministry of Environment, Forests & Climate Change (MOEF & CC) as additional land required along existing alignment is less than 40m and in bypasses its less than 60m.

9.4.2. Forest Clearance

As the project road does not pass through any protected or reserved forest, forest clearance is not required.

9.4.3. Roadside Tree Felling Permission

Road side tree felling permission is to be obtained from Department of Forest, Kerala before the commencement of construction.

9.4.4. CRZ Clearance

As mentioned in section 9.2.8 e, the required CRZ clearance has already been obtained for the project.

9.4.5. Clearances/Permission to be obtained by Contractor

Following clearances/permissions are to be obtained by the Contractor for the project before commencing the construction work:

Table 9.12: Clearances/Permissions to be obtained by Contractor

S. No. Type of Clearance / Permission Statutory Authority

Applicability Project stage

1. Consent to Establish under the Air (Prevention & Control of Pollution) Act, 1981 and the Water (Prevention & Control of Pollution) Act, 1974

KSPCB For establishment of construction camp, construction plant, crusher, batching plant etc.

Pre-construction

2. Consent to Operate under the Air (Prevention & Control of Pollution) Act, 1981 and the Water (Prevention & Control of Pollution) Act, 1974

KSPCB For operating construction plant, crusher, batching plant etc.

Construction stage (Prior to initiation of any work

3. Permission to withdraw water for construction from surface water sources such as Rivers/Ponds

Kerala Irrigation

Department

Use of surface water for construction

Construction stage (Prior to initiation of any work)

4. Permission to withdraw ground State and Extraction of ground Construction stage



S. No. Type of Clearance / Permission Statutory Authority

Applicability Project stage

water for construction from new sources

Central Ground Water Boards

water (Prior to initiation of any work)

5. Permission for storage, handling and transport of hazardous materials

KSPCB Manufacture storage and Import of Hazardous Chemical

Construction stage (Prior to initiation of any work

6. Explosive License Chief Controller of Explosives,

For storing fuel oil, lubricants, diesel etc. at construction camp


7. Quarry Lease Deed and Quarry License from State Department of Mines and Geology

Dept. of Mining;

Concerned District

Administration; SEIAA;

KSPCB

Quarry operation (for new quarry) Environmental Clearance from SEIAA and CTE/CTO from TNPCB.


8. PUC for vehicles for construction under Central Motor and Vehicle Act 1988

Motor Vehicle

Department of Kerala

State

For all construction vehicles


9. Labour license Labour commissione

r office

Engagement of Labour


9.5. Potential Environmental Impacts

After studying the existing baseline environmental scenario, initial field surveys, reviewing the process and related statutory norms, an attempt has been made to identify the probable impacts on different environmental parameters due to planning, construction and the operation of the proposed road improvement. Road construction related impacts occur at three stages of the project:

i) Design and Pre-construction

ii) Construction

iii) Operation

Matrix of potential environmental impacts due to the project and preliminary mitigation measures has been developed and is presented in Table 9.13.



Table 9.13: Matrix of Potential Environmental Impacts due to the project and Preliminary mitigation measures

Environmental Components

Impacts Direct/ Indirect

Significance (High/

Medium/Low)

Duration of Impacts

(Long/ Short)

Mitigation

Design & Preconstruction

Land

Land Acquisition D H L

The alignment finalization should be in such manner to minimize the acquisition of land. As far as possible the productive land area should be avoided to acquire.

Trees Tree cutting

D H L Cut only those trees affected by permanent works

Compensatory plantation

Socio-Economic

Problem of Resettlement and Rehabilitation

D

H

L

Adjustment in alignment to avoid displacement

Early identification and entitlement of the project affected people

Early planning of rehabilitation and resettlement

Impact on public utilities , cultural sites

D H L

Utility shifting as per R&R Plan

Alignment to be finalized considering minimum damage to the cultural properties

Construction

Physical Resources

Soil

Loss of top soil due to site clearance and excavation D H

L

Top soil should be removed & stored separately during excavation.

Re-vegetate the disturbed slope as early as possible

Soil compaction due to storage of quarry materials and other heavy equipment, movement of heavy vehicles at the site

D H L

Regulation of movement and parking of vehicles and equipment outside ROW. Storage of materials should be allowed only at wasteland or barren area.

Air Quality

Reduced buffering of air pollutants, hotter, drier microclimate due to tree felling and vegetation loss during site clearance

I L L

Tree plantation

Localized increase in pollutants due to increase in number of construction vehicles and equipment D L S

Vehicles should be maintained such that exhaust emissions are minimum





Significance (High/

Medium/Low)

Duration of Impacts

(Long/ Short)

Mitigation

Dust generation due to earth excavation, transportation & heavy vehicles maintenance or operation, Construction of structures and earth works, asphalt & crusher plants

I L

S

Vehicles delivering materials should be covered

Regular water sprinkling over exposed surfaces

Toxic gas emission during asphalt preparation, bituminous heating

D M

S

The asphalt mixing plant should be located in conformity with the statuary requirements

Consent to Establish and Consent to Operate from SPCB should be obtained prior to operation of plant

Noise Quality

Increased noise level due to excavators/ machinery etc., operation and maintenance of heavy vehicles and equipment’s, Asphalt preparation and crushing

D M S

Noise standards of industrial enterprises shall be strictly enforced. Proper scheduling of the operation of equipment.

The stationary noise generating equipment should be installed sufficiently away from habitation area.

Surface Water

Additional pressure on water demand due to the water requirement for construction works D M S

Alternative water supply system for construction should be ensured in such a way to prevent the additional pressure on public water supply system

Blockage of water flow channels due to unmanaged excavation and earth filling

D M S

Proper excavation and disposal of the extra fill material away from stream

Provision of cross drainage during construction along the water bodies

Contamination of water due to spillage, construction wastes I M L

Strict regulation of traffic flow, waste disposals, bunding around fuel storage site, proper disposal system at equipment and vehicle service stations

Impairment of surface water bodies, new water bodies due to Quarries/ borrow pits I H L

Controlled quarrying and borrowing

Ground water Ground water exploitation for construction works and workforce camp I L S

Regulation of ground water extraction

Surface water should be used for construction





Significance (High/

Medium/Low)

Duration of Impacts

(Long/ Short)

Mitigation

Drainage Pattern

Interference with natural drainage flow due to earth excavation dumping, disposal of wastes and surplus earth materials, and construction of structures and earthworks

D M S

Regulation of dumping of waste materials and proper care should be taken at the site of construction to minimize the wastage. Clean fill material devoid of soil particles to prevent siltation and deposition on the way of natural drainage

Ecological Resources

Vegetation

Fire risks during vegetation clearance and asphalt preparation I H L

Kerosene or gas cylinders should be supplied to campsite to avoid use of firewood

Prohibition of clearing of trees for firewood

Wild Fauna

Ashtamudi Estuary, a conservation site in the project corridor - Disturbance or hunting of fauna

I H S

construction camps to be located away from the estuary

Control workforce, awareness programme for the workforce, strict enforcement of Wildlife protection Act,

Prohibition of hunting of animals

Aquatic fauna

Adverse impact due to increased turbidity and alkalinity

I H S

Sediment flow will be kept at minimum level through a mix of management measures during construction near water bodies or construction of bridges

Prohibition of unauthorized fishing

Social Environment

Livelihood Economic losses as a result of property loss due to land take for widening

D M L The widening should be done in a way to minimize the land

acquisition

Employment Employment on road construction, and resultant flow

D H S Encourage local recruitment

Religious / Cultural feature

Impact on religious/ cultural structure D

H

L

Shifting and restoration of structures through public consultation

Health

Health problems to the local people settled near the construction sites because of toxic gaseous emissions due to asphalt preparation and crushing Asphalt odour and dust due to asphalt and crusher plant and laying of pavement

D

D

M

M

S

S

Appropriate siting of plant establishment

Strict adherence to the emission standards laid by the Central Pollution Control Board, regular monitoring of emissions.

Provision of emergency medical facility





Significance (High/

Medium/Low)

Duration of Impacts

(Long/ Short)

Mitigation

Insanitation condition at Campsite D H S

Suitable medical facilities for workers

First Aid facilities at camp/ construction site

Safety at Work site Accidents at work and on the road

D/I M/H S Safe working techniques; safety clothing; proper training to

workers and drivers

Operational Phase

Air Quality

Deterioration of air quality due to stimulation of traffic flow, intense human activity, congestion D L L

Providing lateral buffer zones in design, regular regulation of air pollution by legislation and public awareness

Regulate development activities along the corridor

Noise

Noise generation due to increased traffic flow and congestion

D L L

Noise level for different automobiles has been prescribed in Environment (Protection) Rules, 1986

Signs will be posted to restrict blowing of horns in front of sensitive locations

With the establishment of strip plantations along the project corridor the noise level will get attenuated

Surface runoff

Deterioration of surface water quality due to surface run off

D M L

Surface runoff from the road will not be disposed directly in the water bodies used by people for bathing etc. This will also not be disposed directly in to any watercourse with good water quality.



9.6. Project Benefits

The proposed widening of NH47 shall provide various benefits to the region and people. It will enhance economic development, provide employment opportunities to locals, strengthen tourist development, ensure road safety, provide better transportation facilities and other facilities such as way side amenities. Vehicle operating cost will also be reduced due to improved road quality. The proposed road widening project will ensure the smooth flow of traffic, which will reduce the emissions and noise level. The compensatory plantation and road side plantation done will further improve the air quality of the region.

9.7. Environmental Budget

The lump sum budgetary cost estimated for environmental management activities is Rs. 10.0 crores.



CHAPTER 10 INITIAL SOCIAL ASSESSMENT & PRELIMINARY LAND ACQUISITION & RESETTLEMENT PLAN

10.1 Introduction

The National Highways Authority of India (NHAI) has been entrusted with the assignment of preparation of Detailed Project Report for 4 laning of Chertalai to Thiruvananthapuram Section of NH-47 (new NH-66) (from km 379.100 to km 551.900 under NHDP Phase III in the State of Kerala. The project stretch of NH 47 begins at Thuravoor Junction near Cherthala Town and ends at Kazhakottam Junction near Thiruvananthapuram totaling a length of 172.8 km in Kerala State. The project stretch includes two bypasses at Alappuzha and Kollam and a new realigned stretch bypassing Attingal Town.

M/s SMEC International Pvt. Ltd. in association with SMEC (India) Pvt. Ltd, 387, Udyog Vihar Phase II, Gurgaon 122016, Haryana, India have been appointed as Consultants to carry out the Feasibility Study and Detailed Project Report (DPR) for 4/6 laning of the section from Chertalai (km. 379.10) of NH-47 to Kazhakottam (km 551.90) of NH-47 in the State of Kerala.

The Initial social assessment and preliminary land acquisition/resettlement plan is being taken up as per the Terms of Reference (ToR) of the consultants, World Bank and ADB guidelines and as per requirements of laws at State and National level for social impact assessment, land acquisition and preparation of Resettlement Action Plan ( RAP). As part of feasibility social impact assessment is being taken up to identify social issues due to widening. The Resettlement Action Plan (RAP) will be prepared for finalised alignment and as per LA Report.

The current volume covers Initial social assessment and preliminary land acquisition/resettlement report.

The objective of the social screening is to identify the probable adverse impacts due to the proposed road improvement works and ensuing land acquisition on the affected persons/families. Based on these assessments a Resettlement Action Plan is to be prepared meeting requirements of various guidelines and relevant Acts of Government of India and other funding agencies like the World Bank, the Asian Development Bank, etc.

The initial social screening has been carried out by the consultants through detailed reconnaissance of the project area, review of secondary information and preliminary consultation with various stakeholders. The following are the major findings:

The existing ROW lies from 24 meters to 30 meters except at Alappuzha and Kollam Bypass areas as they are already acquired by state government according to updated norms for 4 lane i.e. 45 mts.

Bypass at one location in Attingal is proposed. The land acquisition will be carried out as per the National Highways Act, 1956.

Structures and common property resources that are likely to be affected on both sides of the road are 8 temples, 2 electrical power stations, 1 college 19 mosques and 8 churches at NH- 47.

Subsequent to preparation of the Land Plan Schedule (LPS), and detailed designs consultants will conduct Census and socio-economic surveys of Project Affected Persons/Families likely to be affected due to the project. A broad entitlement framework and entitlement matrix has been prepared to mitigate the adverse social impacts due to the project improvement proposals.

Preliminary consultations were held to know the views of public on widening, realignments and proposed bypasses, local issues relating to road safety, vulnerable road users etc. In future, consultations are planned at strategic locations that will be taken up during the next stage of the



social impact assessment study. The follow up consultations will be taken up after completion of design.

10.2 Project Road

The project road as mentioned in the ToR, is Consultancy Services of Detailed Project Report study for 4 laning of Cherthalai - Thiruvananthapuram Section of NH-47 (New NH- 66) (from KM 379.100 to KM 551.900), Package – III under NHDP Phase III in the state of Kerala.

The primary objective of the project road widening is to cater to the increased demand of traffic and address the safe & efficient movement of the traffic in forthcoming years. The other objective of widening and strengthening of project road is to promote economic development in the project region.

For ease of construction NHAI has decided to divide the project length in following packages as under:-

A list of the settlements along the project road is shown in table 10.1.

Table 10.1: Settlements along the Existing Road

Sl. No. Name of the Settlements Existing Chainage

(km)

1 Thuravoor South 379.100 – 381.625

2 Pattankkad 381.350 – 386.750

3 Vayalar East 383.400 – 386.750

4 Cherthalai North 386.750 – 390.025

5 Cherthalai South 390.025 – 394.525

6 Kokothamangalam 390.575 – 391.375

7 Thaneermukkam North 391.375 – 392.675

8 Mararikulam North 394.525 – 398.950

9 Mararikulam South 398.950 – 407.175

10 Kanjikuzhi 392.675 – 398.950

11 Mannancherry 398.950 – 402.150

12 Komalapuram 402.150 – 404.800

13 Pathirapally 404.800 – 407.475

14 Aryad South 407.175 – 408.225

15 Paravoor 415.000 – 417.650

16 Pazhaveed & Punnapara 417.650 – 421.400

17 Ambalappuzha 421.400 – 425.200

18 Purakkad & Thrikunpuzha 425.200 – 434.275

19 Karuvatta 434.275 – 439.300

20 Kumarapuram 439.300 – 441.825

21 Haripad 441.825 – 443.450

22 Karthigapally 443.450 – 445.050

23 Pallipad 443.450 – 445.950

24 Chingoli 445.050 – 447.550

25 Cheppad 445.950 – 449.425

26 Pathiyoor 449.425 – 453.475

27 Keerickkad 449.425 – 453.475

28 Kayamkulam 453.475 – 459.775

29 Krishnapuram 459.775 – 460.775

30 Oachira 460.775 – 465.225

31 Kulasekharapuram 465.225 – 466.950



Sl. No. Name of the Settlements Existing Chainage

(km)

32 Adinadu 466.950 – 468.150

33 Karunagapally 468.150 – 471.025

34 Ayanivelikulangara 471.025 – 472.025

35 Vadakkumthala 472.025 – 475.750

36 Panmana 475.750 – 477.800

37 Chavara 477.800 – 480.275

38 Neendakara 480.275 – 484.975

39 Shakthikulangara 484.975 – 486.750

40 Mayyanad 499.725 – 502.725

41 Thazhuthala 502.725 – 505.700

42 Adichanallor 504.900 – 505.700

43 Meenad 505.700 – 510.725

44 Chirakkara 510.400 – 511.675

45 Kalluvathukkal 511.675 – 514.550

46 Paripally 515.325 – 517.375

47 Navaiakulam 517.375 – 522.300

48 Kudavoor 520.725 – 522.300

49 Karavaram 522.300 – 523.600

50 Ottoor 522.300 – 523.575

51 Kudavoor & Manamboor 523.600 – 527.525

52 Keezhattingal 527.525 – 529.525

53 Attingal 529.525 – 532.225

54 Kundalloor 532.225 – 535.125

55 Edackode 535.125 – 536.575

56 Veiloor 536.575 – 541.975

57 Melthonnackal 537.700 – 540.775

58 Pallipuram 541.975 – 545.925

59 Kazhakottam 545.925 – 548.675

60 Block No. 17 548.675 – 550.050

Source: The Consultants’ Primary Survey

10.3 The Project Area

10.3.1 Project Location

The project road is starting from Thuravoor Junction of Cherthalai Taluk nearly 28 kms before Allapuzha District. The start and end point of the project are Thuravoor exactly from Thuravoor Junction (379.100 on NH- 47) and Kazhakottam Junction (KM 551.900 on NH- 47) respectively. The project road passes through Cherthalai, Ambalpuzha, Haripad, Oachira, Chavara, Kottiyam, Chathanoor, Paripally, Kallambalam, Mangalpuram, Kaniyapuram. Major settlements along the project corridor are Alappuzha, Kayamkulam, Karunagapally, Kollam and Kazhakottam. The abutting land use in the built-up areas is predominantly residential and commercial. Educational institutions and religious structures exist in some of the villages and towns.

10.3.2 Socio-economic Environment

The state of Kerala extends over an area of 38863 sq. km. According to 2011 census, the population of Kerala is 33,387,677 with a density of 859 persons per sq. km. Kerala is the thirteenth-largest state by

https://en.wikipedia.org/wiki/List_of_states_of_India_by_population



population and is divided into 14 districts with the capital being Thiruvananthapuram. Malayalam is the most widely spoken language and is also the official language of the state. Kerala has the lowest positive population growth rate in India, 3.44%; highest Human Development Index (HDI), 0.790 in 2011; the highest literacy rate, 93.91% in the 2011 census. The highest life expectancy, 77 years; and the highest sex ratio, 1,084 women per 1000 men. The state has witnessed significant emigration, especially to Arab states of the Persian Gulf during the Gulf Boom of the 1970s and early 1980s, and its economy depends significantly on remittances from a large Malayali expatriate community. Hinduism is practised by more than half of the population, followed by Islam and Christianity.

10.3.3 Demographic Structure of project Districts

The study area spreads over three districts of Kerala namely Alappuzha, Kollam and Thiruvananthapuram. Baseline data regarding socio-economic profile with reference to demographic structure such as population have been collected using secondary sources viz. Primary Census Abstract of Kerala (2011). District wise population details are given in Table 10.2.

Table 10.2: District wise Population Details of Project Districts

Attributes Alappuzha Kollam Thiruvananthapuram

Total 2121943 2629703 3307284

Male 1010252 1244815 1584200

Female 1111691 1384888 1723084

The significant demographic features are:

The total area of the three project districts is 6097 sq.km.

The total population of the project influence area in the 3 districts is 4243886 with density of 2058 persons per sq. km.

Sex ratio (no. of females per thousand Males) of project area is 1000 males as against state average of 1084 females per thousand males.

The literacy rate in the study area is 91.29 % which is low compare to state level statistics (94.0%).Female literacy rate (92.07%) is significantly lower than the male literacy rate that stands at 96.11%.

10.3.4 Proposed Improvements

Right-of-Way

The consultant has collected the existing right of way (EROW) information from the Topographic Survey and form National Highways Divisions of Allapuzha, Kollam and Thiruvananthapuram Districts. The EROW is nearly from 24 to 31 meters in Thuravor to Kazhakottam section and in Bypasses of Alappuzha and Kollam the EROW is 45 m (already acquired by state authorities) and construction work is already in progress.

Proposed improvements and Lane Configuration

Based on the traffic demand forecast and considering a Level of Service (LoS) “B” as the desired LoS, as recommended by IRC. It is apparent that the existing 2-lane roadway needs to be widened from 2 lane to 4 lane with paved shoulder consisting of various curve improvements, realignments, bus bays, truck lay byes and bypasses at the project road. The improvement proposal envisages widening of the existing road to standard 4 lane carriageway.

Bypasses in the Project Road

The bypasses have been planned at Alappuzha, Kollam and Attingal in which Bypasses of Alappuzha

https://en.wikipedia.org/wiki/List_of_states_of_India_by_population

https://en.wikipedia.org/wiki/Districts_of_India


https://en.wikipedia.org/wiki/Human_Development_Index


https://en.wikipedia.org/wiki/Kerala_Gulf_diaspora#The_Gulf_Boom

https://en.wikipedia.org/wiki/Remittances

https://en.wikipedia.org/wiki/Malayali

https://en.wikipedia.org/wiki/Hinduism

https://en.wikipedia.org/wiki/Islam

https://en.wikipedia.org/wiki/Christianity



and Kollam are already designed by previous consultant according to widening criteria and to be designed according to 4 lane criteria by present consultant.

The details of bypasses and realignments are as under:

Table 10.3: Bypass/Realignment proposals

Bypass/Realignment Proposals

S.I No. Bypass/Realignment Des. Start Chainage

(km)

Des. End Chainage (km)

Length of proposed bypass/realignment(km)

1 Alappuzha 408.200 410.300 06.700

2 Kollam 486.500 499.600 13.100

3 Attingal 523.500 534.100 10.600

Total 30.400

10.4 Legal Framework

Land for the project will be acquired under the provisions of the National Highways Act 1956 and its subsequent amendments.

The Resettlement and Rehabilitation policy is based on the basic principle that the project affected persons should improve or at least maintain their living standards in the post resettlement period and share the benefits of the project. The Resettlement Action Plan (RAP) will be prepared as per the provisions complying with Government of India relevant Policies and Acts and Policies of International Funding Agencies like the World Bank (OP 4.12) and Asian Development Bank (SPS 2009).

Relevant in this context is to mention that the guiding principle for the land acquisition and Resettlement & Rehabilitation will take into account the provisions under the National Resettlement and Rehabilitation Policy, 2007 (NRRP) and the “The Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act, 2013” (RFCT-LARR) by Government of India.

10.5 Methodology

Both primary and secondary methods were adopted for conducting the screening exercise for preparation of this report. Various stages at which the screening was conducted are as follows:

i) Reconnaissance

A reconnaissance of the entire stretch was undertaken together with engineering and environmental teams. The purpose of the reconnaissance was to have an overview of the likely extent of impact on people because of the impending development work of the proposed project.

ii) Review of Secondary Sources

Secondary sources such as District Gazetteer and Census of India, 2011 publications viz. District Census Handbook; household tables etc. of the project districts were reviewed to understand the physical, social, economic and cultural setup in the project area before undertaking actual field work.

iii) Identification of Structures Likely to be Affected

The topographical survey map was also utilised to identify each structure on the ground. Structures falling within the proposed development corridor were identified in the site of preliminary basis. As already mentioned in earlier sections, the existing ROW is nearly about 30 meters and remaining land of 45 meters is to be acquired to accommodate the proposed developments. Bypasses and



realignments have been proposed to avoid the congested habitation areas where land acquisition will be required.

iv) Census and Socio-Economic Survey

Subsequent to preparation of the Land Plan Schedule (LPS), consultants will conduct Census and socio-economic surveys of Project Affected Persons/Families likely to be affected due to the project. A format of Social and Census Survey is proposed to be used to record the relevant information from all categories of property holder. Data will be collected at household level that will include family details, social category, religion, economic status, occupation, and education etc. along with details of any structure that may be affected including type of structure, present use of structure and dimension of the structure.

10.6 Land Acquisition

It is evident from the screening and secondary records obtained from the Roads and Building Department, National Highways Divisions and Govt. of Kerala that the available ROW is not sufficient to accommodate the proposed improvements except for the proposed bypasses and realignments also in Alappuzha, Kollam and Attingal section. In Alappuzha and Kollam section 45 meters ROW is already planned/designed but in Attingal Realignment a new acquisition is needed. For accommodating 4 laning ROW of 45 m is planned. Land acquisition will be required at these proposed locations that will be carried out as per the provisions of the National Highways Act, 1956 and further amendments.

As per the policy for Roads and Building Department, land acquisition for ROW of the realignment and bypasses will be 45 m. In balance portion where the existing ROW is 30 meters an extra 15 meters is to be acquired for improvement process of NH-47 on the basis of 4 laning.

The details of ownership, effect on any structure on the acquired land etc. will be assessed subsequent to the preparation of the detailed LPS.

10.7 Resettlement Action Plan

Resettlement Action Plan will be prepared in accordance with the magnitude of impact detailing the project components involving land acquisition and involuntary resettlement, extent of impact, socio-economic profile of Affected Persons, efforts made to minimise involuntary resettlement, mitigation measures in accordance with approved resettlement framework, budget estimate, work plan, implementation arrangement, grievance redressal mechanism, and monitoring and evaluation..

10.8 Broad Entitlement Framework

A summary entitlement framework for the project is provided below:

Rehabilitation and Resettlement : Broad Entitlement Framework

Impacts and assistance criteria Land acquisition Inside Right-of-Way

Sl. No.

Vulne-rable

Non-Vulne-rable

Vulne-rable

Non-Vulne-rable

A. Corridor of Impact : Loss of land and other assets Support given to families and households

1 Consultation, counselling regarding alternatives and assistance in identifying new sites and opportunities.

Sl. Vulne- Non- Vulne- Non-



Rehabilitation and Resettlement : Broad Entitlement Framework

Impacts and assistance criteria Land acquisition Inside Right-of-Way

Sl. No.

Vulne-rable

Non-Vulne-rable

Vulne-rable

Non-Vulne-rable

No. rable Vulne-rable

rable Vulne-rable

2 Compensation for land at replacement cost, plus allowances for fees or other charges.

3 Advance notice to harvest non-perennial crops, or compensation for lost standing crops.

4 Compensation for perennial crops and trees, calculated as annual produce value for one season

5 Compensation or R&R assistance for structures or other non-land assets.

6 Right to salvage materials from existing structures.

7 Shifting assistance.

8 Option of moving to resettlement sites (in a group of minimum 25 families) incorporating needs for civic amenities.

B. Corridor of Impact : Lost or diminished livelihood Support given to adult individuals

9 Rehabilitation and assistance for lost or diminished livelihood.

10 Additional support mechanisms for vulnerable groups in re-establishing or enhancing livelihood.

11 Employment opportunities in connection with project, to the extent possible.

12 Any other impacts not yet identified, whether loss of assets or livelihood.

Unforeseen impacts shall be documented and mitigated based on the principles agreed upon in this policy framework.

C. Indirect, group oriented impacts in the vicinity of the road corridor

Group oriented support will be given to mitigate negative impacts on the community and to enhance development opportunities. Addressing traffic safety needs of pedestrians will target particular support at more vulnerable groups.

10.9 Preliminary Stakeholder Consultation

Stakeholder consultation is one of the integral issues of the road project. Stakeholder consultation is a two way process which involves the interaction of various stakeholders and the project proponent. It is highly desirable for all key stakeholders arrive at a consensus on sensitive features, issues, impacts and remedial actions. It is useful for gathering and making them understand the project alternatives and mitigation and enhancement measures and last but not the least the



compensation packages arrived for the affected population. The preliminary consultations were held with the population residing along the project road. The consultations were to know the views of public on widening, realignments and proposed bypasses, local issues relating to road safety, vulnerable road users etc. The stakeholders identified are potential PAFs, Field offices of the Roads and Building Department of Government of Kerala and local community based organisations/NGOs. In future, consultations are planned at strategic locations along with social team, at district and state levels. These will be taken up during the next stage of the social impact assessment study. The follow up consultations will be taken up after completion of design. The preliminary consultations with the stakeholders were used to improve the plan of design of the project road.

10.10 Conclusion

The initial social screening has been carried out by the consultants through detailed reconnaissance of the project area, review of secondary information and preliminary consultation with various stakeholders. The following are the major findings:

The existing ROW is not adequate for the proposed project improvement works and additional ROW is needed in total stretch except at the Alappuzha and Kollam Bypasses.

For the Bypasses at 2 locations i.e. Allapuzha and Kollam, the land acquisition on both sides for complete stretch has been completed except at the beach portion in Alapuzha Bypass where only 19-26m PROW is presently acquired. The land acquisition will be carried out as per the National Highways Act, 1956.

It is understood that owing to various engineering proposals viz. Bus Bays, Truck Laybyes, Wayside Amenity, Toll Plaza, Major Intersections & at Certain Bridge locations, Additional ROW apart from the 45m regular PROW requirements need to be acquired in order to accommodate the proposed improvement options. Detail description in this regard has been included in Volume V – Land Acquisition Plans.

Subsequent to preparation of the Land Plan Schedule (LPS) and detailed designs, Consultants will conduct Census and Socio-economic Surveys of Project Affected Persons/Families likely to be affected due to the project. A broad entitlement framework and entitlement matrix would be prepared to mitigate the adverse social impacts due to the project improvement proposals prior to Socio-economic Surveys of Project Affected Persons.

Preliminary consultations were held to know the views of public on widening, realignments and proposed bypasses, local issues relating to road safety, vulnerable road users etc. In future, consultations are planned at strategic locations that will be taken up during the next stage of the social impact assessment study. The follow up consultations will be taken up after completion of design.



Annexure - 1

Form No.

Social Impact Assessment Survey (Census & Socio-economic Data)

Name of the Enumerator: ___________________________

Field Supervisor: _________________________________ Structure No.: _____________

1.0 GENERAL IDENTIFICATION:

1.1 Road section (Name): 1.6 Side: 1 - Left 2 - Right

1.2 District: 1.7 Chainage:

From Kms.____________

to Kms. ___________ 1.3 Block:

1.4 Village/Town:

1.5 Location:

(1-Rural, 2-Semi-urban, 3-Town)

2.0 HOUSEHOLD IDENTIFICATION:

2.1 Name of the head of the Household: _______________________________________

2.2 Name of the Respondent: _______________________________________

2.3 Relationship of the respondent with the head of the household:

3.0 DETAILS OF AFFECTED STRUCTURE:

Sl. No.

Type of Loss* Typology of Structure 1.Katcha 2.Semi Pucca 3.Pucca

Present use 1 - In use, 2 - Not use

1 Residential 7 Toilets 13 Well/Tubewell

2 Commercial (Shop) 8 Bus Stand 14 Hand Pump

3 Resi.-Cum-Comm. 9 Govt. Building (Specify) 15 Kiosks (Mudakara)

4 Factory 10 Cattle Shed 16 Orchard

5 Petrol Pump 11 Pvt. Hospital 17 Agricultural Land

6 Religious Structure 12 Boundary Wall 18 Others (Specify)



3.1 Measurement of the structure

a) Touching Point from Center of the Road __________________ (in mtrs.)

b) Along the Road ________________ (in mtrs.)

c) Perpendicular to the Road ______________ (in mtrs.)

3.2 Topology of Construction

(a) Roof (b) Floor (c) Wall (d) Boundary wall

1. RCC/RBC 1. Mud 1. Mud 1. Barbed fencing

2. Tin/Zinc sheets 2. Stone 2. Brick Masonry 2. Stone Masonry

3. Stone masonry 3. Concrete 3. Stone Masonry 3. Brick Masonry

4. Thatched 4. Others (specify) 4. Others 4. Stone/Bricks

5. Mud

3.3 Number of storey: ___________

3.3 Do you have legal rights of this affected structure? 1 - Yes 2 - No

3.4 Is there any tenant in this affected structure? 1 - Yes 2 - No

3.5 If ‘Yes’ number of tenants: ____________

3.6 What is the market values of this affected structure as on today? ___________________

3.7 How much house tax you are paying? ___________________

4.0 SOCIO-ECONOMIC PROFILE OF HOUSEHOLD

4.1 Religious Group:

1. Hindu 2. Muslim 3. Sikh

4. Christian 5. Jain 6. Others (specify)

_______________________

4.2 Social Stratification:

1. SC 2. ST 3. OBC 4. General 5. Others (specify): ______________

4.3 Name of Caste: _______________________

4.4 Type of family: 1. Nuclear 2. Joint 3. Extended

5.0

RESETTLEMENT AND REHABILITATION OPTION

5.1 What is your opinion about resettlement and rehabilitation option:

In case of Structure Loss In case of Agricultural Land Loss

1. Constructed structure 1. Land for land

2. Land for structure 2. Cash compensation

3. Cash compensation 3. Assistance for allied activities

4. Employment 4. Employment

5. Others (specify) : 5. Others (specify) :

6.0 DETAILS OF BELOW POVERTY LEVEL (BPL):

6.1 Do you have a BPL card? 1. Yes 2. No

6.2 Do you have land? 1. Yes 2. No



a) If ‘Yes’, please give us details?

Land Acre (,dj) Kattha (dVk)

Irrigated

Non-irrigated

Barren

Others

6.3

Do you have Pucca house?

1. Yes 2. No

6.4 Details of household assets

a) Do you have following items in your house?

b) Do you have following Agriculture Implements?

Items 1-Yes, 2-No Items 1-Yes, 2-No

i) Television i) Tractor

ii) Refrigerator ii) Power tiller

iii) Ceiling fan iii) Thresher

iv) Motorcycle / Scooter iv) Harvester

v) Car/Jeep v) Harvester-cum-Combiner

Signature of Investigator Signature of Supervisor



CHAPTER 11 COST ESTIMATES

11.1 General

This chapter provides deals with the cost estimate for widening and strengthening of NH-66 (old NH-47) from Cherthala (km 379.100) to Kazhakuttam (km. 551.900). The cost estimation has been prepared for the project corridor, as per the recommended improvement proposal for widening/ strengthening the existing roads from 2 lane with paved shoulder and 4/6-Lane configuration.

11.2 Methodology

The following procedure has been adopted for the estimation:

The rates of various items of construction work have been analysed as per procedure laid down in the “MORT&H Standard Data Book”-2003 (Fourth Revision, Reprint 2006) and guidelines set there in.

The Rates of Hire Charges for Machinery with effect from 01-11-2015 approved by Chief Engineer (NH) has been considered and escalated with 5% per year to arrive at the present rate. The unit rates of Labour and material considered as per DSR 2014, which are not available ,then those items are considered as per SOR or Market Rates and. Cost index applied as per Circular, and escalated with 5% per year to arrive at the present rate.

The rates of cement, Steel and Bitumen which have been provided as per current market rates.

Computation of quantities of earthwork and other components of road worked out from TCS drawings and computed.

Computation of cost of bridges from their General Arrangement Drawings by working out the quantities.

Estimation of cost of land acquisition, resettlement and rehabilitation costs, utility relocation and environment mitigation measures as per detailed assessment of their costs.

Estimation of allowances for contingencies and supervision charges as percentage of civil cost.

Estimation of total project cost.

11.3 Unit Rates

The rates of various items of construction work have been analysed as per procedure laid down in the “MORT&H Standard Data Book”-2003 (Fourth Revision, Reprint 2006) and guidelines set therein. For road embankment borrow areas have been identified along the project road. For stone metal quarries have been identified along the road. Average lead has been worked out for earth and stone metal and cartage cost has been provided at State Schedule of Rates. The unit rates have been worked out by taking the cost of materials as provided in the State Schedule of Rates (except for cement steel and bitumen for which market rates have been provided).. The component of labour, material and machinery has been provided as per Standard Data Book of the Ministry of Road Transport and Highways.

11.4 Construction Quantities

For Feasibility study the quantities of pavement have been worked out as per proposed TCS drawings. Quantities of culverts and Minor/Major/ROB/VUP/PUP Structures have been worked out from GAD drawings. The cost of land acquisition, resettlement and rehabilitation costs, utility relocation costs

http://keralapwd.gov.in/keralapwd/eknowledge/Upload/documents/3675.pdf

http://keralapwd.gov.in/keralapwd/eknowledge/Upload/documents/3675.pdf



and environmental mitigation measures have been provided as per preliminary assessment of their costs. Estimates for allowances for contingencies and supervision charges have been provided as percentage of total cost.

11.5 Pavement Design Options

Flexible pavement and Rigid Pavement has been considered for main carriageway and service road/ slip road as per the Improvement proposal and Pavement Composition.

11.6 COST COMPONENTS

The estimated cost has been worked out under the following sub heads: - Site clearance and dismantling Under this sub head provision has been made for removing the roots of trees of girth more than 300 mm and dismantling the structures, which are proposed to be reconstructed. Earth Work This sub head provides for items of earth work in excavation, embankment, sub grade and shoulders. Sub Base and Base Courses The items of granular sub base and wet mix macadam base course have been provided under this sub head for flexible pavement. Bituminous Courses/Cement Concrete pavement This sub head provides for items of bituminous courses for flexible pavement and Cement concrete pavement for rigid pavement. Rigid pavement shall be provided for the Toll plaza area. Culverts Additional new Culverts is provided based on hydrological investigation. The schedule of widening and providing new culverts are fixed up and accordingly the different types of culverts (viz pipe, slab, box) quantities are worked out from the standard drawings or from the available drawings of the particular project. Further the abstract of Quantities is prepared for all the culverts and the Abstract of cost is prepared by multiplying the rates. Minor / Vehicular and Pedestrian Underpasses/ Flyover/Grade Separators The quantities for reconstruction/widening/rehabilitation of Minor / Vehicular and Pedestrian Underpasses/ Flyover/Grade Separators are considered under this head. The quantities for Earth Retaining structures provided in the approaches of proposed Underpasses are covered here. ROBs /Major Bridges The quantities for rehabilitation of existing ROBs/Major Bridges are considered under this head. The quantities for Earth Retaining structures provided in the approaches of proposed Structures are covered here Repair & rehabilitation of structures The Provisional Quantities are considered under this head for the Structures which are to be retained. Traffic signs, Markings & Road Appurtenances The road traffic signs and road markings for the project are provided as per IRC standards. This includes the quantities of road markings, road signs (all kinds), crash barriers and street lightings required for main highway as well as service roads.



Drainage and Protective Works All works relating to longitudinal drainage requirements, lined and unlined drains/ditches, embankment slope protection works are covered here. Maintenance during Construction The existing road will be maintained during construction for running the traffic smoothly. Provision for maintaining the existing road during construction has been made under this sub head. General items Under this sub head provision has been made for the following main items: Toll Plaza This section includes the items required for providing additional extra lanes at the toll plaza locations.

11.7 Contingencies and Supervision Costs

The following provision has been made for contingency and supervision cost:

Supervision Charges - 2%

Administrative charges - 1%

Quality control charges - 1%

Road safety cell audit charges - 0.05 %

Escalation @ 5% per year for - 1 years.

Maintenance cost for 4 years - 5 %

Social cost(LA) - 10 %

Social Cost (R&R) 15 %

Utility shifting 2%

11.8 Project Cost

The Packages are in a corridor has been divided as per the guidelines given vide Ref NHAI/BOT-2/11102/Phase-IV/NH-209/2010/949 dated 03.11.2016. The Civil Cost and Total project cost works out to be as under:- The total cost includes Contingencies, Supervision charges, Administrative charges, Quality Control charges, Road Safety cell audit charges and cost of Resettlement and Rehabilitation, Land acquisition cost, Environmental cost and shifting of utilities. A copy of General Abstract of cost is enclosed as follows.



Bill No.


(from km 379.100 to km 440)

Amount (Rs.) P2 (from km 440 to

km 499.600)

Amount (Rs.) P3 (from km 499.6 to km 547.32)

Amount (Rs.) P4 ( from km 547.320 to

km 549.661 ) including Elevated structure for 1.345

km)

Total Amount (Rs.)

1 Site Clearance And Dismantling 98,062,566 107,704,731 51,893,770 99,930 257,760,997 2 Earth Work 1,196,285,901 1,400,781,777 1,533,321,437 19,228,140 4,149,617,255 3 Sub-Base, Base-Courses 2,541,226,382 2,405,971,914 1,849,139,286 42,084,918 6,838,422,500

4 Bituminous Pavement Courses / Cement Concrete Pavement

4,732,210,079

4,889,805,245

3,147,899,277

54,833,056

12,824,747,657

5 Cross Drainage Works

351,076,796

259,119,903

340,557,330 -

950,754,029

6 Minor Bridges & Underpasses

273,250,183

774,084,654

248,129,925 -

1,295,464,762

7 (a)

ROB/RUB , Major Bridges ,Flyovers & Re Wall

2,852,306,197

3,543,769,181

5,765,199,037 -

12,161,274,415

7 (b)

Elevated Highway 2,340,300,000

2,340,300,000

8 Traffic Signages, Road Marking & Appurtenances

511,525,416

343,830,369

293,261,439 22,569,924

1,171,187,148

9 Drainage And Protection Works

1,291,443,328

1,181,862,082

1,051,831,687 1,860,774

3,526,997,871

10 Repair & Rehabilitation Of Structures 8,309,403

2,334,477

2,282,131 -

12,926,011

11 Maintenance Of Roads 5,831,175

5,438,500

4,254,101 208,845

15,732,621

12 General Items

177,412,383

189,298,842

184,754,922 568,095

552,034,242

13 Toll Plaza

133,360,000

122,810,000

119,380,000 -

375,550,000

Base Cost (A) 14,172,299,809 15,226,811,675 14,591,904,343 2,481,753,682 46,472,769,508 Civil COST PER KM (Rs In Cr) 23.27 25.55 30.58 106.06 27.63

14 Contingencies @ 3% On (A) 425,168,994 456,804,350 437,757,130 74,452,610 1,394,183,085



Bill No.


(from km 379.100 to km 440)

Amount (Rs.) P2 (from km 440 to

km 499.600)

Amount (Rs.) P3 (from km 499.6 to km 547.32)

Amount (Rs.) P4 ( from km 547.320 to

km 549.661 ) including Elevated structure for 1.345

km)

Total Amount (Rs.)

15 Supervision Consultancy Charges @ 2% On (A) 283,445,996 304,536,233 291,838,087 49,635,074 929,455,390 16 Administrative Charges @ 1%On (A) 141,722,998 152,268,117 145,919,043 24,817,537 464,727,695 17 Quality Control Charges @ 1%On (A) 141,722,998 152,268,117 145,919,043 24,817,537 464,727,695

18 Road Safety Audit Charges @ 0.05%On (A) 7,086,150

7,613,406

7,295,952 1,240,877

23,236,385

19 Escalation @ 5% For 2 Years On (A)

1,417,229,981

1,522,681,167

1,459,190,434 248,175,368

4,647,276,951

20 Maintenance Charges @ 5% For 4 Years On (A)

708,614,990

761,340,584

729,595,217 124,087,684

2,323,638,475

21A

Social Cost (LA) 10% On Base Cost (A)

1,417,229,981

1,522,681,167

1,459,190,434 248,175,368

4,647,276,951

21B

Social Cost (R&R) 15% On Base Cost (A)

2,125,844,971

2,284,021,751

2,188,785,651 372,263,052

6,970,915,426

22 Utility Shifting 2% On Base Cost (A)

283,445,996

304,536,233

291,838,087 49,635,074

929,455,390

23 New National Green Highway Mission Policy 2015 @1% On (A)

141,722,998

152,268,117

145,919,043

24,817,537

464,727,695

Total Cost (Rs.)

21,265,535,863

22,847,830,918

21,895,152,466 3,723,871,400

69,732,390,647

Total Road Length (Kms) 60.900 59.600

47.720 2.340

168.220

Cost Per Km (Rs) 349,187,781 383,352,868 458,825,492 1,591,398,034 414,530,916

Say Rs. 34.92 Cr per Km Rs. 38.34 Cr per

Km Rs. 45.88 Cr per

Km Rs. 159.14 Cr per

Km Rs. 41.45 Cr per

Km



CHAPTER 12 ECONOMIC AND FINANCIAL ANALYSIS

12.1. Economic Analysis

Any infrastructure project, which is in terms of improving the existing facility, is subjected to economic and financial analysis to establish its viability and ensure that the investment proposed would yield appropriate return either to the national economy of the private/ public investor.

12.1.1. Methodology for Appraisal

The appraisal has been carried out within the framework of ‘with’ and without’ the project situations. ‘Without’ the project situation is the one in which the projected Traffic Would Continue to move on the existing two lane road which will require certain minimum routine and periodic maintenance for upkeep of the facility. In the case of ‘with’ project situation, the traffic would use the improved facility, which is two lane carriageways with paved shoulders facility. The benefits due to improvements are the saving in vehicle operation cost, saving in time and other caused benefits. The cost of the project is subtracted from benefits accruing year wise and discounted to work out the Economic Internal Rate of Return. In the economic appraisal all the financial estimates of costs and benefits are converted to economic costs by applying necessary factors.

12.1.2. Basic Input Data

Implementation of the project road improvements is conceived to be carried out in four packages as follows.

Table 12.1: Project Detail Package Wise

Economic Analysis has been exercised package wise and as a whole project.

12.1.3. General Data

Physical characteristics data of each link pertains to altitude/rainfall, existing road geometry, pavement (structure, strength and condition) sub grade strength and construction/maintenance history and derived from field survey and investigations carried out for the project and presented in the earlier Chapter. The data reveals that the physical characteristics for entire project length are quite uniform and homogeneous.

12.1.4. Project Cost

Project costs based on engineering design have been worked out and given in earlier chapter. A conversion factor of 0.85 has been used to convert financial costs to economic costs. For economic evaluation, base costs have been taken as factor costs of civil works and other costs related to social, environmental and utility relocations. Link-wise economic and financial costs are given below:

Start Chainage End Chainage Length

Package 1 379.10 440.00 60.90 Package 2 440.00 499.60 59.60 Package 3 499.60 547.32 47.72 Package 4 547.32 549.66 2.34

Project 379.10 549.66 170.56



Table 12.2: Package – Wise Costing in Rupees/Km

Economic Cost Financial Cost

Package 1 349187781 410809154 Package 2 383352868 451003374 Package 3 458825492 539794696 Package 4 1591398034 1872232981

Project 414530916 487683431

In addition to project cost routine and periodic maintenance cost has been worked out for the project road. A construction period of 3 years (2018, 19 and 20) has been envisaged with a phasing of 40%, 30% and 30% respectively. The proposed improved project road will have 99.6 Km of rigid pavement and 69.4 Km of flexible pavement. Based on the ratio following table gives the maintenance cost of the project.

Table 12.3: Maintenance Cost in Rupees

Routine Maintenance Periodic Maintenance

Economic Financial Economic Financial

Existing 2 Lane Road 248275 292088 2680191 3153166

Proposed 4 Lane Road 496549 584175 5360383 6306332

12.1.5. Homogenous Section Based on Traffic

Homogenous sections based on traffic numbers has been defined in traffic chapter. For reference following are the homogenous section based on traffic numbers.

Table 12.4: Detailed Homogenous Sections Sl No. Section Chainage

1 Section I Km 379.10 to Km 408.00 2 Section II Km 408.00 to Km 435.00 3 Section III Km 435.00 to Km 465.00 4 Section IV Km 465.00 to Km 490.00 5 Section V Km 490.00 to Km 517.00 6 Section VI Km 517.00 to Km 530.00 7 Section VII Km 530.00 to Km 552.00

Following are the traffic numbers of different packages used for economic analyses.

Table 12.5: Traffic Details Package-Wise

Pac

kage

De

tails

Car

3-W

he

ele

r

2-W

he

ele

r

Bu

s &

Min

i

Bu

s

2 A

xle

& 3

Axl

e T

ruck

s

LGV

&

Trac

tor

MA

V &

Trac

tor

Wit

h

Trai

ler

No

n

Mo

tori

zed

Ve

hic

le

Tota

l

Mo

tori

zed

Tota

l No

n

Mo

tori

zed

Package 1 Average Traffic of Ch

380 and Ch 419 16792 2000 19490 2086 2356 1974 425 564 45120 564

Package 2 Average Traffic of Ch

458/400 and Ch 482/800

13004 1915 15276 1678 1401 1461 273 305 35007 305

Package 3 Average Traffic of Ch 505/500, Ch 520/100

and Ch 535 15287 1833 12163 1721 1158 1089 140 39 33393 39

Package 4 Traffic of Ch 535 15832 1757 14860 1990 993 895 105 11 36432 11



12.1.6. Traffic Volume Composition

Based on traffic survey data following are the traffic composition for various vehicle category on different package of the project road.

Table 12.6: Traffic Compositions Package-Wise Motorized

Traffic Package

1 Package

2 Package

3& 4 NMT

Package 1

Package 2

Package 3&4

Car 40.5% 39.5% 50.8% Cycle 98.9% 98.1% 88.4%

2 Wheeler 44.1% 46.4% 35.7% Cycle

Ricksaw 0.5% 0.9% 4.9%

3 Wheeler 5.1% 5.8% 5.8% Animal Cart 0.0% 0.2% 0.0%

LCV 1.2% 1.1% 1.4% Other 0.6% 0.9% 6.7%

2 AT 2.3% 2.2% 1.9% Total 100.00% 100.00% 100.00%

3 AT 3.6% 2.9% 2.9%

Bus 2.2% 1.3% 1.0%

MAV 1.0% 0.8% 0.4%

Tractor 0.0% 0.0% 0.0%

Tractor + Trailer

0.0% 0.0% 0.0%

Total 100.0% 100.0% 100.0%

12.1.7. Existing Road Roughness and Geometry

Prevailing road conditions are provided in earlier part of feasibility report. Physical condition of project road used for economic analyses is derived from road condition survey and geometrical survey. Details of data used for economic analyses are provided in below table.

Table 12.7: Package-Wise Present Road Condition

Package 1 Package 2 Package 3&4

End of Year 2016 2016 2016

IRI 3.30 2.81 2.66

Area of Cracking 8.60 8.92 10.3

Raveled Area 17.80 12.86 9.27

Number of Potholes 10.00 6.00 4.00

Edge Break Area m2/km 5.92 5.32 5.90

Mean Rut Depth 5.00 3.75 6.39

Texture Depth 0.70 0.70 0.70

Skid Resistance 0.50 0.50 0.50

Drainage Poor Poor Poor

12.1.8. Economic Cost of Vehicle Parameters

Economic Costs of vehicle and tyre are derived from the market survey in Kerala. Representative retail price for each category of vehicle have been collected. Elements of taxes and duties applicable have been removed to arrive at the economic costs. Details of derived economic costs for each vehicle category are presented in Table 12.8. Summary is given below:



Table 12.8: Details of Vehicle Category

Category Two Three Medium

Bus LCV 2 Axle 3 Axle

Multi Axle

Wheeler Wheeler Car Truck Truck Truck

Vehicle 51002 60000 346105 1101235 440494 780042 894754 936050

Tyre 328 328 1640 6725 4100 6725 8201 8201

Maintenance Labour and Crew Costs Based on the market survey and inquiries from the various organisations in Kerala, the maintenance labour cost/hr and wages/hour has been evaluated. Rates have been compared with that adopted for the recent studies before arriving at reasonable values.

Table 12.9: Maintenance Labour and Crew Costs Details

Category Two Three Medium

Bus LCV 2 Axle 3 Axle

Multi Axle

Wheeler Wheeler Car

Truck Truck Truck

Maint. Labour

14 14 18 23 21 23 29 29

Crew Wage

0 30 0 60 32 40 48 48

Passenger Time-delay Costs Value of travel time saving of passengers was first quantified in “Road User cost Study (RUCS)” carried out in India in 1982 on the basis of wage rate approach. The results so obtained were updated to 1990 values using wage index and subsequently validated by limited primary survey carried out on various secondary and trunk routes in the “Study for Updating Road User Cost Data”, 1992. Adopted time delay cost for the project in year 2017 is given below.

Table 12.10: Maintenance Labour and Crew Costs Details

Eq. Work- Eq. Non-work Eq. Work- Eq. Non-work Time Value in

2009 Time Value in

2009 *Time Value in

2017 *Time Value in

2017

Car/ Taxi/2 W/ 3W 55.9 14 67.1 16.8

Bus 21.4 5.3 25.7 6.4

*Taking Consideration of WPI Interest An economic interest rate of 11% has been adopted based on opportunity cost of capital.

12.1.9. Sensitivity Analysis

Two critical factors could affect the viability of the project and these are the Capital Cost and traffic level. The capital cost can increase or the expected traffic growth could not materialise or both factors could occur simultaneously sensitivity check using the following parameters has been carried out:

Sensitivity Option S1 Increase in base costs by 15%

Sensitivity Option S2 Decrease in base benefits by 15%

Sensitivity Option S3 Increase in base costs by 15% and decrease in base benefits by 15%



12.1.10. Economic Analysis Results

The EIRR and NPV (at 12%) for each link and section along with sensitivity analysis have been presented as follows.

Table 12.11: Economic Analysis Summary

S. No. Package Sensitivity NPV (Million

Rupees) EIRR (%) Viability


2 Package 1 S 1 12927 60.8 Yes

3 Package 1 S 2 21835 60.7 Yes

4 Package 1 S 3 20136 51.2 Yes


6 Package 2 S 1 19433 40.5 Yes

7 Package 2 S 2 16814 36.4 Yes

8 Package 2 S 3 15556 32.0 Yes


10 Package 3 S 1 7905 19.6 Yes

11 Package 3 S 2 8415 19.7 Yes

12 Package 3 S 3 5884 16.8 Yes

13 Package 4 Base Case -888 -3.2 No

14 Package 4 S 1 -1061 -3.8 No

15 Package 4 S 2 -2530 -3.4 No

16 Package 4 S 3 -3008 -4.1 No

17 Project Base Case 22520 22.6 Yes

18 Project S 1 21167 20.5 Yes

19 Project S 2 31333 22.5 Yes

20 Project S 3 35884 16.8 Yes

Economic Analysis Summary for each link and combined for individual NH Sections are presented in Appendix 12.1

12.1.11. Conclusions

The project road and all packages found to be economically viable except package 4 due to higher cost with EIRR more than the resource cost of capital @ 12%. In case of sensitivity too project is economically viable and beneficial to public.

12.2. Financial Analysis

12.2.1. Project Background

The National Highways Authority of India (the “Authority”) is engaged in the development of National Highways and as part of this endeavour, the Authority has decided to undertake development of following National Highway Project (the “Project”) through public-private/public sector partnership (PPP) to be executed on BOT (Annuity) Hybrid Basis, and has decided to carry out the bidding process for selection of the bidder[s] to whom the Project may be awarded.



“4 laning of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66) (from KM 379/100 to KM 551/900) [Package –III] under NHDP Phase III in the State of Kerala”

12.2.2. Salient Features of Hybrid Model

Model Concession Agreement and RFPs on procurement with HAM mode are being issued by MoRTH along with circulars. They all become the basis for financial analysis. As per the Finance Act 2016 proviso to section 80-IA (4) the deduction available for Infrastructure Projects shall not be available to the enterprises which starts the development or operation and maintenance of the infrastructure facility on or after the 1st day of April, 2016. However Infrastructure facilities have been included in the scope of section 35AD (Deduction for Specified Businesses). As per section 35AD deduction for capital expenditure incurred for the project shall be allowed in the previous year in which such expenditure is incurred and any business loss for such specified business can be carried forward for any number of years. The Hybrid Annuity Financial Model has been prepared as per the guidelines mentioned in the MoRTH circular dated 01st February, 2016 whereby interest rate on balance annuities has been taken as per Bank Rate+3%, all cost assumptions including O & M cost as per applicable circular of MoRTH/NHAI. Based upon the above assumption the Estimated Bid cost has been calculated corresponding to Equity IRR of 15% from the project (without changing the O&M). We have also considered MoRTH circular no. NH-24028/14/2014-H(Vol II) dated 9th February 2016 read with Circular no. RW/NH-24036/27/2010-PPP dated 19th Febuary,2016 and Circular no NH-24028/14/2014-H(Vol-II) dated 7th March 2016, hereby, Life Cycle Cost {Net Present Value (NPV) of the quoted Bid Project Cost+NPV of the O & M cost for the entire operation period has been considered for comparison of Bid parameters. Cash Construction Support of 40% of the Bid Project Cost payable to the Concessionaire by the Authority has been considered in five equal instalments linked to the Project Completion Milestones. Remaining 60% of the Project Cost has been considered through a combination of Equity & Debt. Concession Period shall comprise of Construction period which is project specific and fixed operation period of 15 years. Also Escalation in the Base Civil Construction Cost at the rate of 5% p.a. is taken upto Bid Due Date and EPC of the project is calculated as per financial analysis in accordance with Ministry’s Circular dated 16.10.2015 and 19.02.2016 rather than assuming it as 115% of Base Civil Construction Cost. We have gone by NHAI Circular no. 24028/14/2014-H(Vol III) (Pt.) dated 4th August 2016, whereby Bank rate for the purpose of Financial Modelling shall be considered as applicable on actual Bid Due Date.

12.2.3. Inputs to Financial Analysis

A number of assumptions have been considered for the analysis. They have been listed in the Assumptions and a few are mentioned below: 1. The period of financial analysis has been taken as 17.5 years including 2.5 years (910 days) of

construction period. 2. The Project has been divided into 3 packages, as per the following chainage and respective

length. The bifurcation between Rigid and Flexible Pavement has also been shown in the table below:

3. Package-wise Analysis



Package Proposed Chainage of each Package (Km.) Length Length of

Rigid Pavement

Length of Flexible

Pavement

From To (km.) (km.) (km.)

PKG-I 379.10 440.00 60.9 28.09 32.81

PKG-II 440.00 499.60 59.6 41.32 18.28

PKG-III 499.60 547.32 47.72 30.19 17.53

PKG-IV 547.32 549.661 2.34 1.34 1.00

4. The debt-equity ratio has been taken as 70:30. 5. The rate of inflation has been taken as 5% pa. 6. Escalation has been worked on the basis of the methodology provided in the MoRTH circular

dated 4th March 2015. 7. All the assumption that has been considered are mentioned in the Annexures 1.

12.2.4. Annexures and Appendices

Annexure 12.1: Assumptions

Appendix-12.2: Estimated Project Cost

Appendix-12.3: Order of Investment for Estimated Project Cost during Construction Period on Monthly Basis

Appendix 12.4: Calculation of Completion Cost as per Clause 23.6.1 of MCA

Appendix-12.5: Bid Project Cost

Appendix 12.6: Calculation of Completion Cost as per Clause 23.6.1 of MCA

Appendix-12.7: Project Bid : Order of Investment for Bid Project Cost during Construction Period on Monthly Basis

Appendix-12.8: Disbursement of Capital Support (Considering 0% inflation for Indexing Purpose) under Clause 23.3 and 23.4 of MCA

Appendix-12.9: Operation and Maintenance Cost as per NHAI Circular (Considering 0% inflation for indexing purpose)

Appendix-12.10: Projected Profit & Loss Account

Appendix-12.11: Computation of Annuity Payment under Clause 23.6

Appendix-12.12: Depreciation

Appendix-12.13: Taxation.

Appendix-12.14: Loan Repayment Schedule

Appendix-12.15: Debt Service Coverage Ratio

Appendix-12.16: Cashflow Statement for Equity IRR

Appendix 12.17: Equity IRR

Appendix-12.18: Project Life Cycle Cost based on Estimated Bid Project cost and Estimated Bid O&M Cost



12.2.5. Results of Financial Analysis

PACKAGE 1 (FROM KM 379.100 TO KM 440)

S.No. Summary Value/Data

1 Estimated Project Cost 1532.04 Crore

2 Estimated Bid Project Cost 1712.81 Crore

3 Estimated O&M Cost 9.63 Crore

4 Estimated Project Life Cycle Cost 1725.17 Crore

5 Variation in Estimated Project Cost 11.70%

6 Bid Equity IRR at Bid Project Cost 15.00%

7 Project IRR 11.21%

8 NPV of Equity IRR 32.99 Crore

PACKAGE 2 (FROM KM 440 TO KM 499.600)

S. No. Summary Value/Data









PACKAGE 3 (FROM KM 499.6 TO KM 547.32)












PACKAGE 4 (FROM KM 547.320 TO KM 549.661 INCLUDING ELEVATED STRUCTURE FOR 1.345 KM)












CHAPTER 13 PACKAGING AND PREFERRED MODE OF IMPLEMENTATION

13.1 Packaging

The Project road comprises of following packages of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66) (from KM 379/100 to KM 549/661):

Table 13.1: Packages Details

Pac

kage

Proposed Chainage of each Package (Km.)

Length Length of

Rigid Pavement

Length of Flexible

Pavement

From To (km.) (km.) (km.)

PKG-I 379.10 440.00 60.9 28.09 32.81

PKG-II 440.00 499.60 59.6 41.32 18.28

PKG-III 499.60 547.32 47.72 30.19 17.53

PKG-IV 547.32 549.661 2.34 1.34 1.00

13.2 Mode of Implementation

The financial Analysis presented in Chapter 12 of this report indicates that the project is feasible under Hybrid Annuity Model, since the cost of the project is substantial. The mode shall be bankable considering the appropriate risk allocation between the Public and Private Sector. The Concession Period as per model concession agreement of HAM shall be 17.5 years including 2.5 years of construction duration. Considering the recent procurement by NHAI on HAM, this model is recommended for all the four packages mentioned above.



CHAPTER 14 CONCLUSION AND RECOMMENDATIONS

14.1 Conclusions

The existing National Highway NH-47 (new NH-66) alignment comprising of 2 lane single carriageway with few stretches of divided 4-lane in built-up areas, need to be up graded to divided 4-lane carriageway configuration as per IRC:SP:84-2014 with capacity augmentation. The entire project road (total length 172.8 km) traverses on plain terrain starts at Cherthala (at Thuravoor Junction) and ends at Thiruvananthapuram (at Kazhakottam Junction). The alignment passes through three coastal districts of Kerala namely, Allapuzha, Kollam and Thiruvananthapuram and the distance from the coastline ranges at nearest points (between 50-150m for about 8 kms length out of 172.80 kms in total). It includes three bypasses of which Allapuzha bypass (length 6.7km) and Kollam bypass (length 12.9 km) are existing and the third one is new proposed Attingal bypass (length 10.6km). As per revenue records/maps provided by the district authorities the existing ROW along the alignment is varying between 24-30m with few isolated places of course it is wider than 30m. The Proposed Right of Way has been decided as 45 m as a mandate of the State Government for accommodating the 4 Lane carriageway configurations with service roads on both sides of the 4 lane carriageway. The improvement proposal has been generally contained within the PROW of 45m. In addition extra land area would be required for Bus Bay, Truck Lay Bye, Junction improvement, Wayside Amenity & Toll Plaza area. Lands for the Attingal bypass need to be acquired.

The proposed 4 lane alignment centre line has been finalised primarily at the middle (concentric) of the EROW as per the advice of Hon’ble Minister (Works and Registration) of Kerala. However, in certain sections, the proposed centre line is designed with eccentricity, to cater for,

Eccentric Widening at Structure/Bridge Locations.

Eccentric Widening to retain existing Religious Structures viz. Temples, Churches, Graveyards & Mosques etc. to the extent possible

The entire project road is classified into 7 homogeneous sections with AADT ranging from 26841 PCU to 52499 PCU. It is observed that homogeneous sections HS-1, HS-2 and HS-5 of the project alignment with AADT respectively 52499 PCU, 43036 PCU and 43713 PCU already exceeded the capacity (LOS B) for 4 lane alignment with paved shoulder and would require sound engineering solution for capacity augmentation. For the remaining homogeneous sections HS-3, HS-4, HS-6 and HS-7 the threshold limit of traffic for LOS-B (40000 PCU) will appear respectively in 2020, 2018, 2022 and 2019. Hence, it is decided to upgrade all sections to 4 lane configurations in one go now. The existing alignment geometry generally conforms to IRC standards and has good riding quality however would require capacity augmentation. At places there are sub-standard curves, which has been upgraded to suit the NH standards. Five alternative pavement options are designed for new construction. Life Cycle Cost Analysis (LCCA) for 30 years’ time horizon has been carried out for the 5 Options (namely, Option-1: Flexible Pavement with NRMB bitumen designed for 15 years’ life, Option-2: Flexible Pavement with VG-40 bitumen designed for 15 years’ life, Option-3: Semi-Rigid Pavement for 15 years’ life with CTSB & CTB, Option-4: Semi-Rigid Pavement for 15 years’ life with GSB & CTB and Option-5: Concrete Pavement for 30 years’ life with DLC & PQC). Based on criteria given in MoRT&H’s Circular No. RW/NH-33044/31/2014/S&R(R) (Pt) dated 04.08.2014 the Option-5: Concrete Pavement (30 years’ life) has emerged as the preferred pavement type for new construction. However, for the retained existing flexible pavement the bituminous overlay, partial reconstruction and widening has been designed by



bituminous/flexible construction using VG-40 bitumen for design life of 15 years. Initial Environment Examination (IEE) indicates that the proposed project does not attract conditions of obtaining prior Environmental Clearance from Ministry of Environment, Forests & Climate Change (MOEF & CC) as additional land required along existing alignment is less than 40m and in bypasses its less than 60m. The proposed improvement proposal is within the existing ROW in entire stretch; however land acquisition is required for proposed bypass location. Hence the project will have social impact in terms of loss of livelihood or shelter, which will have to be studied and a suitable mitigation plan prepared. The project road and all packages found to be economically viable with EIRR more than the resource cost of capital @ 12%. In case of sensitivity too project is economically viable and beneficial to public.

14.2 Recommendations

Based on the findings of this feasibility study the following recommendations are made:

1. Considering the projected traffic and the results of economic evaluation for the project it is recommended that the project road be improved to standard Four Lane divided carriageway with each carriageway consist of 2 lanes (3.5m each), 1.5 m wide paved shoulders. On built-up stretches the paved shoulder is 2.0m wide. Since the road generally passes through fair to heavy built up stretches, service road 7m wide is proposed on both sides for almost entire stretch.

2. One new bypass (length 10.6km) bypassing the Attingal and Alamcode towns is proposed.

3. Pavement type recommended is Concrete Pavement of 30 years life for new construction. Proposed Overlay, Partial Reconstruction and Widening of the retained existing pavement is recommended by Flexible Pavement of 15 years’ design life with VG-40 bitumen.

4. In the project road there are 34 existing Bridges consisting of 08 Major bridges, 15 Minor Bridges, 05 PUPs, 02 VUPs, 04 ROBs.

5. Bridge Proposals comprise of:

a. 5 existing Bridges to be replaced b. 29 existing Bridges to be retained (including ROB), c. Number of Bridges (including MJB / MNB / VUP/ PUP) to be provided either with

additional 3+2-Lane structure or with 3-Lane structure 24 nos. d. Number of New 3Lane ROB beside of existing one 04 nos. e. Number of New Major Bridges - 3+3Lane 04 nos. f. Number of New Minor Bridges - 3+3Lane 02 nos. g. Number of New VUP- 3+3Lane 07 nos. h. Number of New Flyovers- 3+3Lane 17 nos. i. Number of New Elevated Highways 01 no. j. Number of New Overpass 02 nos. k. Total Number of Structures 61 nos.

6. There are 165 existing culverts and additional 54 culverts are proposed to cater for the drainage adequacy of the project road.

7. The project is recommended to be implemented in 3 packages viz.



Package Proposed Chainage of each

Package (Km.) Length

Length of Rigid

Pavement

Length of Flexible Pavement

From To (Km.) (Km.) (Km.)

PKG-I 379.10 440.00 60.9 28.09 32.81

PKG-II 440.00 499.60 59.60 41.32 18.28

PKG-III 499.60 547.32 47.72 30.19 17.53

PKG-IV 547.32 549.661 2.34 1.34 1.00

8. The financial Analysis presented in Chapter 12 of this report indicates that the project is feasible

under Hybrid Annuity Model, since the cost of the project is substantial. The mode shall be bankable considering the appropriate risk allocation between the Public and Private Sector.

The Concession Period as per model concession agreement of HAM shall be 17.5 years including 2.5 years of construction duration. Considering the recent procurement by NHAI on HAM, this model is recommended for all the four packages mentioned above.



CHAPTER 15 COMPLIANCE TO THE COMMENTS OF CLIENT Subsequent to the submission of the Draft Feasibility Study Report, NHAI had issued comments on the same on 28th January 2017. Subsequently, further comments were noted in discussion with PIU, NHAI on the 14th February 2017 and Presentation on Draft Feasibility Report was made to RO, NHAI, Kerala on the 20th February 2017 and comments noted. The comments as stated above, have been assembled and complied in this Final Feasibility Study Report. The details of the compliance and the chapter/section where complied is summarized below under Table 15.1.

Table 15.1: Compliance to the Comments on Draft Feasibility Study Report

S. No.

Comments/Observations Compliance

NHAI-PIU observations received vide letter NHAI.PIU-TVM/800/2017/928 dt. 10th February 2017 1. In Executive Summary, it is mentioned

that in some stretches the Horizontal Alignment has small radius less than 240 meters but the locations are not mentioned. Further it is mentioned that in the project stretch, steep gradient with sub-standard sight distance vertical curve have been observed for a stretch of 5 Km but again the locations are not mentioned.

Has been included in the Executive Summary (Section 0.6.1).

2. In the recommended pavement crust details the Bitumen grade mentioned as V.G-40. But in Kerala, the Government is insisting for the use of natural rubber in bitumen. Hence it is requested to consider the option stating its merits and demerits with the V.G- 40.

As suggested by Client, Pavement option with NRMB bitumen also designed and considered in the Life Cycle Cost Analysis (LCCA). However, this option results the highest Life Cycle Cost, hence disregarded as pavement option for new construction. Following are the other demerits of NRMB. i) The Resilient Modulus suggested in

IRC:37-2012 for modified bitumen (NRMB) corresponding to average ambient temperature of 350C is only 1650 MPa in comparison to 3000 MPa for VG-40 bitumen. Pavement design with 108msa and NRMB results DBM thickness 185mm, whereas with VG-40 it is 150mm.

IRC: 37-2012 strongly recommends VG-40 for heavily trafficked road, like NHs.

Stringent quality control should be ensured for usages of NRMB. As per clause 12.4 (Precaution) of IRC:SP:53-2002 the NRMB shall be supplied at 130-150 degree celsius and shall be used within 24 hours of its filling at the refinery – otherwise the NRMB would have degradation problem.



S. No.


Using NRMB, the Life Cycle Cost Analysis shows that it is the most expensive option compared to all other options considering 30 years period.

Therefore, VG-40 is considered for the project as a superior choice recognising heavy design traffic and also based on LCCA as it more economical considering 30 years period.

3. From Ch. 379.100 to Ch. 408.000, the thickness of DBM recommended as 150mm which is found to be higher side.

This section (HS-1) carries the heaviest traffic loading (design traffic 108msa 15 years) among rest of the sections; hence the thickness of 150mm. The next section (HS-2) carry 92 msa design traffic corresponds to DBM 145mm.

4. Proposal for overlay is mentioned in Attingal Bypass, where no existing road is available, please clarify.

In fact the overlay (BBD done) sections are indicated based on existing chainage whereas the bypass chainage is design chainage. We will make the chainage correction accordingly in Final Feasibility Report.

5. Service road is not proposed in Attingal Bypass. It will invite huge protest during the construction stage hence it is requested to provide the Service Road in the Attingal Bypass location so that the local public will have access to the service road.

Service Road has been provided for the entire length of Attingal Bypass and TCS for Attingal Bypass has been updated. Same is included in Chapter 8 in Section 8.4.1. and also in Volume IIIA-Highway Drawings

6. Rate Analysis has not been done as per the present SOR followed by Kerala PWD (Cost index has not applied instead a separate escalation of 5% per annum included).

Noted and Rate analysis will be reviewed and modified the Rate analysis vide ref 5061170/ NHAI/2017/62 dated 7th Marc 2017 and NHAI Lr No NHAI.PIU-TVM/800/2017/1001 dated 13.03.2017.

7. 1% of the cost has to be provided under New National Green Highway Mission Policy 2015

Noted and Cost will be updated accordingly.

8. Land acquisition and utility shifting cost provision found to be in lower side.

Noted and Cost will be reviewed and modified accordingly.

9. In utility relocation plan electrical underground cables and shifting of RMU are not mentioned and there is no provision for shifting of water service lines.

Data for Underground Utilities are being collected from the various departments and will be presented in Draft DPR Stage.

10. For all structures, the location of pier shall be located at par with the existing piers, so that the disturbance to the flow of water will be minimum.

Agreed and followed

11. As per ToR clause 10.3.2(v) civil Work Contract Agreement has to be submitted and as per clause 10.5, Land Acquisition Report has not attached with Land Acquisition Plan

Noted and Civil work contract will be submitted along with Final Feasibility Report.



S. No.


Comments noted during discussion with PIU, NHAI on 14th February 2017 1. In the executive summary regarding length of

Kollam Bypass same length should be mentioned instead of 12.9/13.1 km length as mentioned at two places.

As per the designed length (length of bypass including the Major Intersections at the two ends of the Kollam Bypass), the length is 13.10 km. However, as advised by NHAI, length of Kollam Bypass is retained as 12.90 km in Final Feasibility Study Report.

2. Geometrics of substandard curves may be redesigned

Noted and will be submitted during Draft DPR Stage.

3. Generally stretch between Alappuzha and Ambalappuzha remains flooded, Drainage outfalls to be identified, all leading channels for drainage may be noted

The stretch between Alappuzha and Ambalappuzha i.e. Km 408 to 425 (approximately) is near to the sea shore and therefore susceptible to the flooding. The existing prominent drainage channel /outfalls at 411.625 and 423.280 have been identified and noted. In addition, small outfall locations in the form of existing culverts locations have also been identified and condition checked. Beside the existing structures in the stretch, suitable locations of additional structure have been identified and 8 numbers of additional culverts have been provided in this stretch.

4. ROB GAD’s to be submitted for Railway Approvals.

Complied

5. In the list of ROB, Ambalapuzha ROB is missing. Table 5.2 Ambalapuzha ROB may be included.

Noted

6. Kazhakkoottam – Techno park flyover project may be considered as separate stand-alone project.

Noted and complied in Chapters 11, 12 & 13

7. Check the cost analysis of the project. It is found to be in the lower side.


8. Borrow areas for road material identified should be checked they are in working condition or abandoned

Borrow Areas have been re-visited and details as sought by NHAI have been collected. Revised details of Borrow Areas are included in Chapter 5 under section 5.2.1.

9. Land value arrived in the feasibility report seems to be very low. Re-evaluate the same.

Noted and Cost will be Re-evaluated and modified accordingly.

10. All the detailed data regarding all the utilities for shifting should be collected and provided in the DPR.

Noted.

11. GPS/TBM details with photographs may be provided. Soft copy of the same in DVD also may be submitted for reference

Separately provided in CD along with Final Feasibility Report.

12. In page18 of Chapter3 it may be corrected as “data has been collected” instead of will be collected.

Noted and complied.

13. Social forestry permissions if needed must be Tree enumeration survey shall be undertaken



S. No.


obtained. during DPR preparation. During the survey Social Forestry stretches shall be identified and permission for cutting of trees shall be taken from competent authority accordingly.

14. NRRP 2013 needs to be implemented. Noted. 15. In cost estimate DSR projection may be

reviewed. Rates of locally available materials like RC Pipes are to be obtained and included.


16. Check the CRZ clearance. The validity of the same is for 5years.

Ministry of Environment Forest & Climate Change vide letter No. F. No. 10-35/2010-IA.III dated 13.10.2014 has accorded CRZ Clearance to the project from Cherthalai to Thiruvanlnthapuram which has a validity for 5 years. The Kerala Coastal Zone Management Authority has recommended the project vide letter no. 721A3/LL'/KCZMA/S&TD dated 18.10.2011. Ministry of Road Transport & Highways (MoRT&H) decided to take up the development of Alappuzha and Kollam bypass along with Government of Kerala as stand-alone project and accordingly, MoRT&H applied for CRZ Clearance for the same , which was duly approved by Ministry of Environment, Forest & Climate Change vide letter no. dated 30.12.2013. As per CRZ Clearance General Condition Xiii if there is a change in alignment or implementing agency, a fresh reference shall be made to Ministry of Environment, Forest and Climate Change. Accordingly MOEF&CC shall be approached as there will be minor change in alignment and also in the implementing authority for further necessary action.

17. In hydraulic structures list of the deficient bridges may be included.

The list of structures which are deficient in terms of hydrological adequacy (freeboard encroached) have been identified and are at km 382.36, km 385.974, km 484.909, km 496.436 and km 505.633.

18. In condition of existing bridges specify the bridges having non-movement of bearings.

The non-movement of bearing has been observed and same has been mentioned in Appendix 5.5 of submitted draft feasibility report.

Comments of RO, NHAI, Kerala given during Presentation of Draft Feasibility Report on 20th. February 2017 1. Whether Highest PCU/MSA of various

Homogeneous Sections falling under one Package has been considered in designing of

The MSA and homogeneous section distribution considered for pavement design corresponds to the design MSA and



S. No.


pavement homogeneous section distribution done based on traffic survey and analysis. The number of homogenous sections for pavement design and traffic analysis is the same.

It should also be mentioned that none of the boundaries (chainages) of the homogeneous sections have coincided with the boundaries of the Packages.

2. NRMB not included in the Pavement Option. Reasons?

Please see compliance at Sl. No. 2

3. Material/Aggregate Borrow areas- Whether the Area/Quarry are in operation and the quantity available

Borrow Areas have been re-visited and details as sought by NHAI has been collected. Revised details of Borrow Areas are included in Chapter 5 under section 5.2.1.

4. In the structure design, crash barrier between road and footpath is not provided. Include this if omitted

The crash bridges have been provided in between carriageway and footpath and same has been mentioned in bridge GADs, wherever footpath has been provided.

5. Fly overs have six lane configuration. Verify with Codal Provisions.

The flyover has been planned as per IRC SP:84 following fig 7.8.

6. Check whether there is any provision in the code for providing 7 lanes in ROB also (2 New 2 existing and 3L in widening portion). All other bridges are with 7 lines and ROB 5 lanes? To be checked with Codal Provision.

The ROB has been planned following Cross-Section of bridges as per IRC SP-84 along with footpath. The project PROW of 45metres does not allow an extra 2 lane structure by the side of the existing 2 Lane ROB, coupled with the provision of Service Roads and 3 Lane new ROB in the widened portion. Hence to fit the proposed TCS of ROB with Service Roads within the PROW, we have proposed to provide only 3 Lane ROB beside of existing ROB along with service road on both side. The project is aimed at 4 laning of the existing road and hence, the PROW has been fixed at 45m. However, deemed necessary, additional two lane ROB can be proposed on other side of existing one to provide 7 Lane arrangement. This would result in the acquisition of additional land of approx. 18-20m.

7. Why Pipe culverts have been retained. Are the condition and pipe size satisfactory? The present condition of the pipe culverts to be re checked. If any damage is found other options must be given. Re-check the inventory.

Al those pipe culverts which have been found in working condition and structurally Ok and having size more than 900mm are retained and proposed for widening. All those Pipe culverts which are non-functional and in damage condition have been replaced with box structures.

8. Cost estimation on Lower Side. Cost Noted and Cost will be reviewed and modified



S. No.


estimation should be re-analyzed. Check process of Rate Analysis.

accordingly.

9. In the cost analysis on maintenance cost – period of maintenance and what maintenance is included should be given- and look for any maintenance cost parameters if any.

Maintenance during construction considered for shoulder maintenance and pavement for 5% of the length.

Maintenance of 7.5% of Civil Cost considered for the period of 4 years

10. Green Road CESS also may be included in the cost.

Noted and Green Road CESS also will be included in the cost accordingly.

11. In Rate Analysis, Cost index should be considered. This may be included in consultation with District administration regarding local cost.


12. Toll plazas to be identified. Staggered toll plaza should be considered to avoid additional land acquisition.

Toll Plazas have been identified and verified at site. Details are included in Chapter 8, Section8.12 as well as in Volume IIIA-Highway Drawings.

13. Toilets etc. to be allocated in Toll Plaza Designs for Plaza Staff. Dedicated staff for cleaning jobs at toll plaza toilets etc. may be provided

Will be included in the detailed drawings of Toll Plaza and submitted during Draft DPR Stage.

14. Cost analysis- cost per kilometer in low. Recheck
