Project Report Kannur Vengalam NH 17 Pkg I

Consultancy Services for Feasibility Study and DPR for 4/6 lane Divided carriageway of NH-17,

Kannur to Kuttipuram in the State of Kerala (Package No. NHDP-III/DL5/13) PKG-I (Km. 148.00 to Km. 230.00)

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CONTENTS

Sl.

No. Description Page No.

EXECUTIVE SUMMARY Es-1 to Es-11

1. INTRODUCTION 1-1 to 1-3

2. PROJECT DESCRIPTION 2-1 to 2-63

3. SOCIO ECONOMIC PROFILE 3-1 to 3-36

4. TRAFFIC 4-1 to 4-26

5 PRELIMINARY ENVIRONMENTAL ASSESSMENT 5-1 to 5-13

6. RESETTLEMENT ACTION PLAN INCLUDING

MAGNITUDE OF SOCIAL IMPACT 6-1 to 6-9

7. COST ESTIMATE 7-1 to 7-4

Project Description

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1. INTRODUCTION

1.1 BACKGROUND

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

maintenance and management of various National Highway corridors/sections under

NHDP Phase-III Programme of 4/6 laning of 10,000 km on BOT basis where the

intensity of traffic has increased significantly and there is requirement for augmentation

of capacity for safe and efficient movement of traffic. The present project study is

concerned with Kannur (km 148.00) – Kuttipuram (km 318.00) section of NH-17 in the

State of Kerala.

The project road has almost continuous ribbon development through out the project

corridor. The existing road has configuration of two lane wide highway which is proposed

to be upgraded to four-lane divided carriageway with paved shoulders partially access

controlled highway.

1.2 CONSULTANCY SERVICES

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

India was appointed as Consultants vide letter no NHAI/BOT/11012/58/13/2006/369

dated 30.03.2006 to carry out the Feasibility Study and Detailed Project Report (DPR) for

4/6 laning of the section from Kannur (km 148.00) to Kuttipuram (km 318.00) of

NH-17. This work has been assigned as Contract Package No. NHDP-III/DL5/13.

Location of the project road is depicted in Index Map placed as Fig. 1.1.

The main objective of the consultancy services is to establish the technical, economical

and financial viability of the project. The scope and principal objective of the consultancy

services is contained in the Terms of Reference (TOR) of the consultancy services, which

is a part of the contract agreement.

1.3 PROJECT DESCRIPTION

NH-17 a British era road, originally named as West Coast Road takes off at Panaval (near

Mumbai) and terminates at Edappally in Cochin. The highway passes through Goa,

Mangalore, Kasaragod, Kannur, Kozhikode, Kuttipuram and finally terminates at

Edapally (in Cochin) and joins NH-47. The highway was re-organised with its ‘zero’

chainage point at Mangalore. The Mangalore – Edapally section of the road was declared

as NH in 1972 and alignment was subsequently modified in 1974. Section of NH-17

between Km 18.050 – 438.827 with a length of about 420 km falls in the state of Kerala.

The road passes through Kasaragod (Km 50), Kannur (Km 148), Kozhikode (Km 245),

Kuttipuram

(km 318) and joins NH-47 at Edapally at Km 438.827.

The Kannur – Kuttipuram section of the road falls mainly in the State of Kerala covering

three districts of Kannur, Kozhikode and Mallapuram with 1.505 km falling in district

Mahe of Pondicherry State.

1.3.1 Construction Packaging



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The project as decided in consultation with NHAI is proposed to be taken up in two

construction packages (i) Km. 148.00 to Km. 230.00) and (ii) Km. 230.00 to Km.

318.00). Preliminary Project Report has been prepared package wise. The stretch of

project road as it passes through various districts is described hereunder.

i) District Kannur (Kerala State) chainage Km 148.000 to Km 184.600 and

Km 186.105 to km 187.600.

ii) District Mahe in Pondicherry state chainage Km 184.600 to Km 186.105

iii) District Kozhikode in Kerala state chainage Km 187.600 to Km 230.000

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Index Map 1.1



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1.3.2 Present Status

MOSRT&H is responsible for development and maintenance of NH-17, Kerala PWD

(NH) is at present maintaining the stretch of the project road.

1.3.3 Salient Features

Index map of the project road section is shown in Fig. 1.1. The National Highway, which

is having continuous ribbon development on both sides is functioning as an urban road.

Topography

The project road corridor runs through plain and rolling terrain as tabulated below in

Table 1.1.

Table 1.1: Terrain Classification

Sl. No. Type of Terrain Chainage (km) (km 148.00 to km 230.000)

1 Plain km 148.00 to km 195.00

km 210.00 to km 230.00

2 Rolling km 195.00 to km 210.00

1.3.4 Existing Route (RoW)

The exiting RoW between Kannur – Kozhikode varies widely at different locations, 11.00

m to 20.00 m in general and at some location in short stretches 30m to 40m at Edakkad

(km 171.00) Vadakara (km 189.00 to km 199.00). The existing NH at Mahe town in

Pondicherry has the narrowest RoW of 8m to 10m.

1.3.5 Existing Carriageway

The project road in general has more than 7m carriageway with few reaches having 5m to

6m carriageway. Paved shoulders have been provided at several locations. Divided

carriageway exists only in small stretches at some urban areas.

1.4 QUALITY ASSURANCE PLAN AND INCEPTION REPORT

In accordance with para 10.2 of the TOR, the Quality Assurance Plan and the Inception

Report were submitted vide ICT:451:3309 dated 12.04.2006 and 4445 dated 06.05.2006

respectively.

1.5 FUNDING OPTION

This project is envisaged to be implemented on public private partnership (PPP) and

viability on Build Operate and Transfer (BOT) will be examined in detailed.

1.6 UTILITIES

Several utilities like electric lines telephone / OFC, water line existing with in the ROW

1.7 BYPASSES

• Kannur bypass - km 148.000 to km 167.000 - 18.000 km long

• Thalassery – Mahe bypass, km 170.718 to km 187.000 - 18.000 km long

• Koilandy bypass- km 214.000 to km 225.000 - 11.000 km long

1.8 CONCLUSIONS

The existing road will be improved to 4-lane configuration with service road on either

side.

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• • •

2. PROJECT DESCRIPTION

2.1 PROJECT INFLUENCE AREA

Kerala is the state situated at the southern most tip of India and is the most green part of

Country. As regards climate is concerned the temperature ranges from 35°C to 21°C. The

raining season lasts from June to October. June to July rains are heavy and quite

continuous, where as August to October rains are comparatively lighter and intermittent.

The Kerala State as per census of 2003 has quantum of 27,45,948 vehicles. The state is a

economically / financially sound and up coming state having world’s attraction specially

towards Tourism due to its scenenic beauty and IT also. The vehicular traffic movement

is increasing fast. Consequently the highways are overloaded and the present system is

not capable to sustain the traffic quantum. The statistics indicates (i) the road accidents

are increasing day by day (ii) travel time is increasing (iii) vehicle maintenance cost per

km run is increasing and (iv) Road side amenities are inadequate. The highway needs

upgradation on priority.

The Kerala state has only 1560 km length of National Highways against total length of

66590 km of National Highway network of the country. At present, there are 8 numbers

National Highways in the state.

(1) NH-17 : Thalapadi – Edappally (Cochin)

(2) NH-47 : Walayer – Kaliyikkavila

(3) NH-47 A : Kundanoor – Willingoton Island (only 6.1 km long NH)

(4) NH-49 : Bodimettu – Kundannoor

(5) NH-202 : Kollam – Kumily

(6) NH-208 : Kollam – Aryankavu

(7) NH-212 : Kozhikode – Muthanga

(8) NH-213 : Palakkad – Kozhikode

The NH-47, NH-212 and Nh-213 directly contribute traffic on the project road NH-17.

2.2.1 Historical Background of the Project Road

NH-17 originally during British period, named as West Coast Road originates near Panvel

(near Mumbai) and terminates at Edapally in Cochin. The highway passes through Goa,

Mangalore, Kasaragod, Kannur, Kozhikode, Kuttipuram and finally terminates at

Edapally and joins NH-47 as shown is Fig. 1.1.

NH-17 was re-organised with its ‘Zero’ chainage point at Mangalore. The Mangalore –

Edapally section of the road was declared as NH in 1972 and alignment was subsequently

modified in 1974. This section of NH-17 between km 18.050 to km 438.827 with a length of

about 421 km falls in the State of Kerala. The road passes through Kasaragod (km 50),

Kannur (Km 155), Kozhikode (Km 245), Kuttipuram (Km 318) and finally terminates and

joins NH-47 at Edapally at km 438.827.

The Kannur – Kuttipuram section of the road forms the stretch under the present project study

and can be divided in three segments as district boundaries. The project road section falls

under four districts Kannur, Mahe (Pondicherry), Kozhikode and Malappuram.



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2.2.2 Project Influence Area

i) Internal with in the state

The traffic is generated from the following with in the Project Corridor.

a) The project road section falls under three districts of Kerala State – Kannur,

Kozhikode and Mallapuram and fourth district of Pondicherry State Mahe

sandwiched between District Kannur of Kerala State.

The road has urban development in the shape of ribbon development almost

along the entire length i.e. more than 80% of the total length. NH-17 serves as

the major pivotal road, which carries the generated traffic from its

surroundings to other parts of the Kerala State and rest of the country.

b) Traffic from other Highways

• National Highways - NH-212 and NH-213, NH-47

• State Highways - SH-38, SH-36, SH-34, SH-30, SH-28 and MDRS

• Cochin Port - Cochin Port connectivity road intersecting NH-17

at km. 434.00.

ii) External from other states

NHAI has developed the Golden Quadrilateral Corridor of NHDP connecting the four

Metropolitan towns of Delhi, Kolkata, Mumbai and Chennai, North-South and East -

West corridors. Salem – Kochi – Cherthalai -Thiruvananthapuram sections are under

development as a spur to North South corridor. Development of NH-17 will attract more

traffic from the region and will connect the Kerala State to Karnataka, Goa, Maharashtra.

NH-17 also connects these states to North south corridor at Salem through NH-47.

2.3 SALIENT FEATURES

The reconnaissance of the project road section from Kannur to Kuttipuram was carried out

during April 2006. Road and bridge inventory was done during April to June 2006.

The project road starts from Valapattanam Bridge at km 148.000 North of Kannur town. The

end point of project is at km 318.000 at Kuttipuram. Total Length is 170 kms.

2.3.1 Carriageway Width

The road in general has two lanes carriageway with paved shoulders and total carriageway

ranges between 7.00 m to 10.00 m wide in general. Detailed is given in Table 2.1.

a) Undivided carriageway

Table 2.1: Carriageway Width (Undivided)

Sl.

No. Chainage (km) Configuration Width (m)

1. 148.000 to 156.000 Two lane with and without paved

shoulders 7.00 to 8.80





4. 216.150 to 218.650 Two lane with out paved shoulders 7.10 to 7.60

5. 218.900 to 219.100 Two lane with out paved shoulders 7.20 to 7.60

6. 219.350 to 219.650 Two lane with out paved shoulders 7.20





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Sl.

No. Chainage (km) Configuration Width (m)

9. 270.200 to 290.800

Two lane with and without paved


10. 292.600 to 318.000

Two lane with and without paved




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b) Divided Carriageway

In the following reaches passing through urban/semi urban areas there is divided

carriageway. Detailed is given in Table 2.2.

Table 2.2: Carriageway Width (Divided)

Sl.

No.

Location Chainage (Km) Carriageway Width

(m) Centre

Verge

(m)

Shoulders (m)

From To From To From To

1. 168.800 170.700 7.00 7.00 0.60 6.00 7.00

2. 216.150 216.700 4.70 4.70 0.20 1.70 5.10

3. 218.650 218.900 5.70 5.80 0.20 4.00 5.00

4. 219.100 219.350 4.30 4.30 0.20 4.20 4.20

5. 219.650 219.900 4.30 4.30 0.20 4.20 4.20

6. 258.600 259.600 8.50 7.00 0.20 2.50 4.00

7. 269.500 270.200 7.00 7.00 0.60 6.00 7.00

8. 290.800 292.600 4.50 5.00 4.50 3.00 2.00

2.3.2 Shoulder Type and width

Existing road has earthen shoulders as well as paved shoulders. The earthen shoulders are in

general 1 m wide except in a few reaches. Paved shoulders are not of uniform width ranging

between 1.0 to 3.0 m.

2.3.3 Land Use

• Habitation close to the road almost along the entire length of the project corridor

• Religious structures

• Residential, commercial, institutional, Hospitals, markets etc.

• Agricultural having coconut plantation, paddy field in some reaches

2.3.4 River and Stream

The project road crosses the following rivers and streams as given in Table2.3 below;

Table 2.3: River and Streams on Project Road

Sl. No. Location Chainage (km) Name of River

1 149.000 Valapatnam

2 172.000 Anjarakandi

3 174.000 Dharmadam

4 175.000 Eranjolipuzha

5 203.500 Kuttiady

6 233.000 Korappuzha

7 248.000 Kallai (A Diversion of Arappuzha)

8 24.000 (Kozhikode bypass) Arappuzha

9 282.000 Kadalundipuzha

10. 319.000 Bharatapuzha

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2.3.5 Crust Thickness of Existing Road

For the purpose of investigation, the road is divided into sections of 5 km stretch except

where the condition changes. The detailed pavement thickness in different stretches are given

in Table 2.4.

Table No. 2.4: Pavement Crust Thickness

Sl.

No.

Chainage

(km)

Location of

Pit

BC + DBM

(mm)

WBM

(mm)

WMM

(mm)

G.S.B

(mm)

Morrom

(mm)

Total

(mm)

1 145+000 R/S 110 110 - - - 220

2 150+000 L/S 115 160 - - - 275

3 155+000 R/S 120 140 - - - 260

4 160+000 L/S 130 160 - - - 290

5 165+000 R/S 180 100 - 160 - 440

6 170+000 L/S 200 80 - 150 - 430

7 175+000 R/S 260 - 150 - 410

8 180+000 L/S 150 70 - - 130 350

9 185+000 R/S 140 160 - - 120 420

10 190+000 L/S

(New Road) 160 - 120 140 - 420

11 195+000 R/S

(New Road) 195 - 160 110 - 465

12 200+000 L/S 200 90 - - - 290

13 205+000 R/S 140 - 180 - 320

14 210+000 L/S 210 80 - - - 290

15 215+000 R/S 250 - - 180 - 430

16 220+000 L/S 160 - - 70 - 230

17 225+000 R/S 270 70 - - - 340

18 230+000 L/S 210 - - - - 210

19 235+000 R/S 160 170 - - - 330

20 240+000 L/S 170 90 - - - 260

21 245+000 R/S 180 100 - - - 280

22 250+000 L/S 160 80 - - - 240

23 255+000 R/S 170 100 - - - 270

24 260+000 L/S 170 90 - - - 260



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Sl.

No.

Chainage

(km)

Location of

Pit

BC + DBM

(mm)

WBM

(mm)

WMM

(mm)

G.S.B

(mm)

Morrom

(mm)

Total

(mm)

25 265+000 R/S 160 150 - - - 310

26 270+000 L/S 200 90 - - - 290

27 275+000 R/S 180 100 - - - 280

28 280+000 L/S 135 80 - - - 215

29 285+000 R/S 120 100 - - - 220

30 290+000 L/S 150 110 - - - 260

31 295+000 R/S 190 70 - - - 260

32 300+000 L/S 210 - - - - 210

33 305+000 R/S 185 100 - - - 285

34 310+000 L/S 200 90 - - - 290

35 315+000 R/S 200 100 - - - 300

Rutting

The sub-grade of the road is quite strong and maintenance is good, there are not much of

rutting signs except at a few, locations. Rutting is a longitudinal depression or groove in the

wheel tracks. The ruts are usually of the width of a wheel path. Swerving from a rutted wheel

path at high speed can be dangerous.

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

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

worked out.

The observed rutting depth and the details about the stretches affected by Rutting are

analysed.

2.3.6 Pot Hole

Potholes are bowl shaped holes of varying sizes in a

surface layer or extended into base layer, caused by

the localized disintegrations of the usually thin

bituminous surfacing material.

The area covering majority of Pot holes was measured

along with numbers and area in every 200m and the

percentage area was worked out.

The high way has potholes only at location of

excessive braking before bridges, accident-prone

areas at km 307.00 etc. Fig 2.1 shows such location.

2.3.7 Raveling

Raveling is characterized by the progressive

disintegration of the surface due to the failure of the binder to hold the materials together.

Raveling was measured at every 500m.

2.3.8 Loss of Materials

The thickness of the WBM on shoulder was checked at every 500m intervals to assess the

loss of the material.

Fig 2.1: Road Condition

at Bridge Approach - km 148.000

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During field investigation it was observed that, materials along the shoulder was lost and

require re-graveling to be done as early as possible as the extent of loss varies from 5 to

15 %

2.3.9 Cracking

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

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

200m intervals or the places of defects.

2.3.10 Undulations/Settlement

Undulations and settlements in the road have observed only a sharp bends e.g. at

km 306.000 and prior to changed built up areas. The road maintenance and traffic

management is quite good.

2.3.11 Patching

During field inspection, patching was observed on the entire project road.

2.3.12 Edge Breaking

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

2.3.13 Edge Drop

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

abutting shoulders.

2.3.14 Inventory of all Road Side Facilities

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

stop, hospital, hotel, repair shops etc.

2.4 ROAD MEASUREMENT DATA ACQUISITION SYSTEM (ROMDAS)

The roughness has been carried out for the whole length of the project road using Road

Measurement Data Acquisition System (ROMDAS). The calibration of the ROMDAS has been

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

surveys have covered two runs along the wheel paths for each lane and results have been expressed

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

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

better in-house assessments and rectifications.

2.4.1 ROMDAS

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

for collecting a variety of information. The vehicle mounted equipment includes: an axle mounted

device called Bump Integrator for the measurement of roughness; a Video camera and an IBM

compatible notebook PC which interacts with the instrumentation to store recorded data. The video

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

Way (though, whenever necessary, this information may also be verified by physical inspection).

2.4.1.1 Road Roughness Surveys

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

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

determinant of vehicle operating costs.



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

been calibrated by recording its response (RAW values) and comparing the same with

that of a ROMDAS Z-250 Reference Profiler. ROMDAS Z-250 reference Profiler has

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

sections have been divided into a number of smaller subsections of 100m lengths each. A

total of 12 such “standard” points have been collected consisting of 400 lengths each.

“Standard” sections vary from “very smooth” to “very poor” and at each section the Z-

250 has been run along the selected lane and roughness has been noted in terms of IRI

(m/km).

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

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

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

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

Calibration equation at 32km/hr:

Y = 1.468+0.00041*X [R^2 = 0.98]

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

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

equation given in HDM-III:

BI = (312.5 x IRI) 1.124

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

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

and graphical forms in the following pages.

Limitations as Per MOSRT&H/World Bank

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

surface types have been considered for assessing the road condition.

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

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

May 2000

Surface Type Good

(mm/km)

Average

(mm/km)

Poor

(mm/km)

Very Poor

(mm/km)

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

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

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

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

and IRI for new pavements is as follows, but the type of surface has not been mentioned.

New Pavements

Minimum IRI (BI) in

m/km (mm/km)

Maximum IRI (BI) in

m/km (mm/km)

1.5 (1000) 3.4 (2500)

Observations

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

Units of various lanes have been summarised in Table 2.5 (a) & 2.5 (b). The detailed 100m-

wise Roughness Measurement Studies have been given for project road main section and

Kozhikode bypass.

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Table 2.5 (a): Roughness Measurement Studies (km 148.000 - km 318.000)

Direction: Kannur to Kuttipuram

Chainage

(km)

First Run Second Run Average of both runs

IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km) per

km

BI

(mm/km)

per km

148-149 3.51 2613.16 3.15 2311.89 3.33 2462.52

150 4.20 3200.37 3.59 2676.02 3.89 2938.20

151 3.27 2414.35 3.24 2387.50 3.26 2400.93

152 3.21 2363.74 3.01 2202.18 3.11 2282.96

153 2.93 2133.62 2.97 2165.18 2.95 2149.40

154 3.27 2411.63 2.98 2177.28 3.13 2294.46

155 3.14 2309.52 3.46 2567.57 3.30 2438.55

156 3.34 2469.51 3.71 2780.12 3.52 2624.82

157 2.97 2161.82 2.77 2003.23 2.87 2082.53

158 3.79 2846.88 2.94 2137.31 3.36 2492.09

159 4.00 3027.59 3.53 2627.92 3.76 2827.75

160 4.23 3221.78 3.75 2814.69 3.99 3018.23

161 3.17 2330.17 2.68 1930.75 2.93 2130.46

162 2.67 1921.79 2.48 1767.30 2.57 1844.55

163 2.67 1918.15 2.55 1827.54 2.61 1872.84

164 3.16 2322.72 2.69 1939.71 2.93 2131.22

165 2.84 2061.29 2.77 2002.57 2.81 2031.93

166 3.91 2947.51 3.65 2731.12 3.78 2839.31

167 5.39 4229.24 5.65 4458.93 5.52 4344.09

168 5.56 4379.31 5.34 4183.32 5.45 4281.32

169 4.91 3809.79 4.97 3859.89 4.94 3834.84

170 5.05 3929.08 5.75 4551.83 5.40 4240.46

171 6.59 5306.77 7.31 5959.44 6.95 5633.11

172 4.52 3467.85 6.06 4827.74 5.29 4147.79

173 4.77 3684.48 5.70 4507.72 5.23 4096.10

174 3.66 2739.05 3.36 2491.34 3.51 2615.20

175 3.55 2649.90 3.06 2239.92 3.31 2444.91

176 3.56 2654.02 3.60 2684.97 3.58 2669.49

177 5.12 3991.22 3.45 2566.55 4.29 3278.88

178 6.31 5050.76 3.42 2540.20 4.87 3795.48

179 5.87 4657.37 4.21 3202.83 5.04 3930.10

180 4.64 3577.76 3.25 2393.96 3.94 2985.86

181 3.98 3010.85 4.00 3023.05 3.99 3016.95

182 4.01 3032.82 3.80 2859.35 3.91 2946.08

183 4.24 3230.21 3.83 2885.00 4.04 3057.60

184 3.87 2919.36 3.80 2854.84 3.84 2887.10

185 3.79 2851.03 3.15 2311.21 3.47 2581.12



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Chainage

(km)


IRI

(m/km) per km

BI

(mm/km) per km

IRI

(m/km) per km

BI

(mm/km) per km

IRI

(m/km) per km

BI

(mm/km) per km

186 3.55 2646.80 4.57 3512.83 4.06 3079.82

187 4.40 3364.66 4.21 3207.74 4.30 3286.20

188 3.85 2899.23 3.40 2516.95 3.62 2708.09

189 3.68 2754.92 3.58 2670.18 3.63 2712.55

190 3.84 2890.90 3.57 2666.74 3.71 2778.82

191 3.26 2404.49 3.11 2278.41 3.18 2341.45

192 3.44 2554.91 3.18 2339.66 3.31 2447.28

193 3.21 2362.38 3.02 2209.25 3.12 2285.81

194 2.87 2084.03 2.92 2121.21 2.89 2102.62

195 4.59 3534.46 4.50 3457.94 4.55 3496.20

196 6.17 4922.19 5.87 4656.27 6.02 4789.23

197 5.65 4465.84 4.82 3732.62 5.24 4099.23

198 3.04 2224.75 2.74 1979.93 2.89 2102.34

199 3.09 2261.52 3.30 2440.55 3.19 2351.04

200 4.33 3307.92 4.03 3053.40 4.18 3180.66

201 4.17 3174.07 3.42 2536.09 3.80 2855.08

202 4.18 3175.82 3.73 2801.55 3.95 2988.69

203 4.09 3106.50 4.07 3085.88 4.08 3096.19

204 4.61 3549.36 4.48 3434.24 4.54 3491.80

205 4.15 3155.15 3.94 2977.77 4.05 3066.46

206 3.99 3018.52 3.77 2829.57 3.88 2924.04

207 3.61 2694.26 2.97 2165.85 3.29 2430.06

208 2.76 1997.90 2.80 2024.90 2.78 2011.40

209 2.58 1851.96 2.58 1849.98 2.58 1850.97

210 2.77 2005.90 2.59 1853.28 2.68 1929.59

211 2.60 1861.87 2.33 1649.12 2.46 1755.50

212 2.55 1824.90 2.60 1865.84 2.58 1845.37

213 2.45 1747.92 2.48 1765.65 2.47 1756.79

214 2.47 1758.43 2.36 1676.21 2.42 1717.32

215 4.04 3057.24 4.03 3052.00 4.03 3054.62

216 3.75 2813.31 3.59 2681.18 3.67 2747.24

217 3.13 2300.38 2.79 2015.23 2.96 2157.81

218 2.75 1984.25 2.64 1898.26 2.69 1941.26

219 2.85 2066.64 2.68 1928.76 2.76 1997.70

220 2.87 2082.36 2.79 2018.23 2.83 2050.30

221 2.65 1902.24 2.72 1961.30 2.68 1931.77

222 3.03 2217.00 3.10 2269.28 3.06 2243.14

223 3.28 2423.88 2.91 2115.51 3.10 2269.69

224 2.64 1898.60 2.77 1999.57 2.70 1949.08

Project Description

Project Report

2 - 16

Chainage

(km)


IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km) per

km

BI

(mm/km)

per km

225 3.63 2711.13 3.45 2559.70 3.54 2635.42

226 3.04 2224.75 2.73 1967.29 2.88 2096.02

227 2.97 2161.82 2.86 2074.33 2.91 2118.08

228 2.63 1890.32 2.57 1842.06 2.60 1866.19

229 2.76 1996.90 2.74 1978.60 2.75 1987.75

230 2.66 1912.51 2.65 1905.22 2.65 1908.87

231 2.69 1935.73 2.61 1870.80 2.65 1903.26

232 3.00 2186.36 2.91 2118.87 2.95 2152.61

233 4.22 3211.60 3.53 2633.07 3.88 2922.33

234 4.25 3242.85 4.53 3483.42 4.39 3363.14

235 2.64 1896.94 3.40 2524.81 3.02 2210.88

236 2.77 2001.23 2.67 1922.79 2.72 1962.01

237 2.96 2157.79 2.68 1932.74 2.82 2045.27

238 3.31 2447.70 3.25 2393.96 3.28 2420.83

239 3.34 2473.61 3.00 2187.04 3.17 2330.32

240 2.78 2013.90 2.79 2014.90 2.78 2014.40

241 3.10 2275.03 2.86 2077.01 2.98 2176.02

242 3.00 2192.76 2.87 2082.70 2.94 2137.73

243 2.88 2090.06 3.10 2271.31 2.99 2180.68

244 2.92 2124.56 2.98 2176.95 2.95 2150.76

245 3.07 2249.70 3.02 2207.90 3.05 2228.80

246 3.01 2196.46 2.80 2029.90 2.91 2113.18

247 2.95 2151.75 4.53 3483.07 3.74 2817.41

248 3.15 2313.24 3.14 2306.13 3.15 2309.69

249 2.88 2095.08 2.83 2053.94 2.86 2074.51

250 2.92 2127.58 2.73 1972.28 2.83 2049.93

251 2.88 2092.74 2.79 2019.23 2.84 2055.98

252 2.73 1967.95 2.91 2117.52 2.82 2042.74

253 2.79 2019.90 2.83 2048.93 2.81 2034.41

254 3.05 2232.84 2.70 1942.37 2.87 2087.60

255 2.58 1848.33 2.80 2028.24 2.69 1938.28

256 2.75 1982.59 2.82 2045.93 2.78 2014.26

257 3.10 2272.66 2.54 1815.01 2.82 2043.84

258 3.18 2340.34 2.80 2025.23 2.99 2182.79

259 2.87 2087.71 2.72 1963.30 2.80 2025.51

260 2.82 2044.26 2.88 2093.74 2.85 2069.00

261 2.91 2119.20 2.69 1939.05 2.80 2029.12

262 2.66 1909.53 2.77 2001.90 2.71 1955.71

263 2.85 2068.65 2.75 1985.92 2.80 2027.28



Project Report

2 - 17

Chainage

(km)


IRI

(m/km) per km

BI

(mm/km) per km

IRI

(m/km) per km

BI

(mm/km) per km

IRI

(m/km) per km

BI

(mm/km) per km

265 3.11 2279.59 2.98 2174.11 3.04 2226.85

266 3.39 2510.96 3.44 2551.71 3.41 2531.33

267 2.89 2102.56 3.24 2384.06 3.06 2243.31

268 3.36 2490.21 3.17 2333.90 3.27 2412.06

269 3.40 2519.57 3.34 2474.96 3.37 2497.27

270 4.13 3135.92 3.37 2496.08 3.75 2816.00

271 3.45 2566.62 2.91 2113.70 3.18 2340.16

272 3.87 2914.50 3.48 2586.65 3.67 2750.57

273 3.29 2427.32 3.16 2323.80 3.22 2375.56

274 3.35 2478.48 2.96 2159.08 3.16 2318.78

275 3.24 2388.35 3.08 2258.68 3.16 2323.52

276 3.26 2400.81 3.63 2713.87 3.44 2557.34

277 3.44 2552.89 3.38 2506.26 3.41 2529.57

278 3.18 2341.28 3.41 2525.84 3.29 2433.56

279 3.39 2515.65 3.40 2521.53 3.40 2518.59

280 3.54 2639.74 3.53 2628.72 3.54 2634.23

281 3.29 2426.54 3.53 2632.26 3.41 2529.40

282 3.67 2745.49 3.46 2567.02 3.56 2656.25

283 3.94 2977.46 3.49 2594.51 3.72 2785.99

284 3.23 2378.22 3.46 2571.33 3.34 2474.78

285 3.47 2583.51 3.43 2543.48 3.45 2563.49

286 3.56 2657.07 3.44 2554.46 3.50 2605.76

287 3.36 2490.21 3.38 2503.13 3.37 2496.67

288 3.66 2736.39 3.50 2607.08 3.58 2671.74

289 3.22 2370.44 3.47 2578.79 3.34 2474.62

290 3.56 2657.86 3.91 2949.55 3.74 2803.70

291 3.66 2738.37 3.52 2620.85 3.59 2679.61

292 3.41 2528.58 3.23 2381.34 3.32 2454.96

293 3.08 2259.07 2.85 2064.97 2.97 2162.02

294 2.60 1867.18 2.62 1878.55 2.61 1872.86

295 2.73 1969.04 2.55 1821.39 2.64 1895.21

296 2.98 2174.49 2.70 1948.47 2.84 2061.48

297 2.72 1959.89 2.65 1901.32 2.68 1930.61

298 2.66 1913.09 2.51 1793.82 2.59 1853.46

299 2.85 2068.42 2.72 1965.23 2.79 2016.82

300 2.62 1884.62 2.84 2063.44 2.73 1974.03

301 2.93 2131.76 2.97 2168.33 2.95 2150.05

302 2.68 1929.06 2.70 1949.23 2.69 1939.14

303 2.69 1938.95 2.69 1937.05 2.69 1938.00

Project Description

Project Report

2 - 18

Chainage

(km)


IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km) per

km

BI

(mm/km)

per km

304 2.64 1899.42 2.84 2062.67 2.74 1981.05

305 2.48 1768.94 2.64 1897.90 2.56 1833.42

306 2.71 1951.89 3.10 2273.40 2.90 2112.65

307 3.33 2464.80 4.67 3605.87 4.00 3035.34

308 5.76 4558.66 4.35 3323.51 5.05 3941.09

309 2.98 2176.81 2.78 2012.55 2.88 2094.68

310 3.05 2233.16 3.19 2343.22 3.12 2288.19

311 3.14 2309.06 3.07 2249.40 3.11 2279.23

312 3.10 2274.56 3.23 2380.95 3.17 2327.75

313 3.14 2309.44 3.18 2337.01 3.16 2323.23

314 3.20 2358.38 3.35 2476.13 3.28 2417.26

315 3.26 2400.81 3.23 2381.73 3.24 2391.27

316 3.02 2207.28 2.86 2078.39 2.94 2142.83

317 3.04 2222.73 3.07 2246.69 3.05 2234.71

318 4.48 3433.96 4.17 3168.44 4.32 3301.20

Average 3.50 2612.15 3.35 2489.85 3.42 2551.00

Max. 6.59 5306.77 7.31 5959.44 6.95 5633.11

Min. 2.45 1747.92 2.33 1649.12 2.42 1717.32



Project Report

2- 13

Roughness Measurement Studies (km 148.000 - km 208.000)


0

1

2

3

4

5

6

7

8

148-1

49

151

153

155

157

159

161

163

165

167

169

171

173

175

177

179

181

183

185

187

189

191

193

195

197

199

201

203

205

207

Chainage-(km)

IRI-

(m/k

m)

Project Description

Project Report

2- 14



0

1

1

2

2

3

3

4

4

5

5

209

211

213

215

217

219

221

223

225

227

229

231

233

235

237

239

241

243

245

247

249

251

253

255

257

259

261

263

266

268

Chainage-(km)

IRI-

(m/k

m)



Project Report

2- 15



0

1

2

3

4

5

6

270

272

274

276

278

280

282

284

286

288

290

292

294

296

298

300

302

304

306

308

310

312

314

316

318

Chainage-(km)

IRI-

(m/k

m)

Project Description

(xvi)

Roughness Measurement Studies (Kozhikode Bypass)

Direction: Kozhikode Bypass

0

1

1

2

2

3

3

4

0-1 2 3 4 5 6 7 8 9

10

11

12

13

Chainage-(km)

IRI-

(m/k

m)

Table 2.5 (b): Roughness Measurement Studies (Kozhikode Bypass)


Chainage

(km)


IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km)

per km

BI

(mm/km)

per km

1 2.67 1923.45 2.74 1975.27 2.70 1949.36

2 2.45 1741.03 2.69 1935.40 2.57 1838.21

3 2.51 1788.67 2.48 1768.61 2.49 1778.64

4 2.72 1963.96 2.70 1945.69 2.71 1954.83

5 2.64 1896.28 2.71 1956.98 2.68 1926.63

6 2.60 1863.86 2.52 1803.15 2.56 1833.50

7 2.62 1881.05 2.55 1828.53 2.59 1854.79

8 2.50 1786.69 2.46 1755.80 2.48 1771.25

9 3.25 2393.96 3.11 2281.45 3.18 2337.70

10 3.09 2264.22 3.19 2348.81 3.14 2306.52

11 2.56 1831.50 2.65 1905.55 2.60 1868.52

12 2.51 1788.67 2.56 1833.48 2.53 1811.07

13 2.72 1961.97 2.63 1891.31 2.68 1926.64

Average 2.68 1929.64 2.69 1940.77 2.69 1935.20

Max. 3.25 2393.96 3.19 2348.81 3.18 2337.70

Min. 2.45 1741.03 2.46 1755.80 2.48 1771.25



(xvii)

2.4.2 Deflection Survey

Methodology Benkelman Beam Deflection (BBD) Test

BBD Test has been done as per the requirements stipulated in TOR and in accordance with guidelines given in IRC: 81 –

1997.

For measuring pavement deflection, the CGRA procedure, which is based on testing under static load, was adopted.

Results of BBD test are summarised in Table 2.6.

Table 2.6: Summary of Pavement Condition Survey

S. No.

Chainage

(km)

Benkelman Beam Deflection

(mm) Average

Deflection From To Left Right Maximum

1 148.00 149.00 0.965 1.005 1.005 0.985

2 149.00 150.00 0.986 0.838 0.986 0.912

3 150.00 151.00 0.932 0.850 0.932 0.891

4 151.00 152.00 1.021 0.932 1.021 0.977

5 152.00 153.00 1.020 0.869 1.020 0.944

6 153.00 154.00 0.958 0.866 0.958 0.912

7 154.00 155.00 0.883 0.883 0.883 0.883

8 155.00 156.00 0.959 0.874 0.959 0.916

9 156.00 157.00 1.092 0.898 1.092 0.995

10 157.00 158.00 0.840 0.876 0.876 0.858

11 158.00 159.00 0.913 0.976 0.976 0.945

12 159.00 160.00 1.029 1.184 1.184 1.106

13 160.00 161.00 0.910 1.089 1.089 0.999

14 161.00 162.00 0.979 1.029 1.029 1.004

15 162.00 163.00 0.912 1.074 1.074 0.993

16 163.00 164.00 0.659 0.766 0.766 0.713

17 164.00 165.00 0.932 0.965 0.965 0.949

18 165.00 166.00 1.009 1.355 1.355 1.182

19 166.00 167.00 1.154 1.139 1.154 1.146

20 167.00 168.00 1.406 0.891 1.406 1.148

21 168.00 169.00 1.366 1.289 1.366 1.328

22 169.00 170.00 0.969 1.182 1.182 1.076

23 170.00 171.00 0.756 1.337 1.337 1.046

24 171.00 172.00 1.175 1.033 1.175 1.104

25 172.00 173.00 1.299 0.991 1.299 1.145

26 173.00 174.00 1.516 1.100 1.516 1.308

27 174.00 175.00 2.340 0.995 2.340 1.667

28 175.00 176.00 2.442 1.890 2.442 2.166

29 176.00 177.00 1.513 1.599 1.599 1.556

Project Description

(xviii)

S. No.

Chainage

(km)


(mm) Average


30 177.00 178.00 0.933 1.276 1.276 1.104

31 178.00 179.00 0.835 0.863 0.863 0.849

32 179.00 180.00 0.930 0.977 0.977 0.954

33 180.00 181.00 0.822 1.076 1.076 0.949

34 181.00 182.00 0.820 1.180 1.180 1.000

35 182.00 183.00 1.282 0.816 1.282 1.049

36 183.00 184.00 0.866 1.152 1.152 1.009

37 184.00 185.00 2.063 0.832 2.063 1.448

38 185.00 186.00 0.666 0.669 0.669 0.668

39 186.00 187.00 1.219 1.316 1.316 1.267

40 187.00 188.00 1.531 0.668 1.531 1.100

41 188.00 189.00 1.401 1.301 1.401 1.351

42 189.00 190.00 1.394 1.406 1.406 1.400

43 190.00 191.00 1.538 1.426 1.538 1.482

44 191.00 192.00 1.418 1.286 1.418 1.352

45 192.00 193.00 0.939 1.141 1.141 1.040

46 193.00 194.00 0.958 0.691 0.958 0.825

47 194.00 195.00 1.395 0.984 1.395 1.189

48 195.00 196.00 0.996 1.168 1.168 1.082

49 196.00 197.00 1.286 0.916 1.286 1.101

50 197.00 198.00 0.975 1.192 1.192 1.083

51 198.00 199.00 1.670 0.867 1.670 1.269

52 199.00 200.00 1.337 1.435 1.435 1.386

53 200.00 201.00 1.432 1.091 1.432 1.262

54 201.00 202.00 1.936 2.085 2.085 2.010

55 202.00 203.00 1.736 1.213 1.736 1.475

56 203.00 204.00 1.139 1.005 1.139 1.072

57 204.00 205.00 0.877 1.488 1.488 1.182

58 205.00 206.00 0.926 1.178 1.178 1.052

59 206.00 207.00 1.051 0.972 1.051 1.012

60 207.00 208.00 0.855 0.798 0.855 0.826

61 208.00 209.00 0.540 0.895 0.895 0.717

62 209.00 210.00 0.913 0.940 0.940 0.927

63 210.00 211.00 1.229 1.015 1.229 1.122

64 211.00 212.00 1.135 1.051 1.135 1.093



(xix)

S. No.

Chainage

(km)


(mm) Average


65 212.00 213.00 0.952 1.121 1.121 1.036

66 213.00 214.00 1.675 1.172 1.675 1.424

67 214.00 215.00 1.392 1.446 1.446 1.419

68 215.00 216.00 1.247 2.342 2.342 1.794

69 216.00 217.00 1.341 1.622 1.622 1.481

70 217.00 218.00 1.224 1.470 1.470 1.347

71 218.00 219.00 1.438 2.150 2.150 1.794

72 219.00 220.00 1.371 1.451 1.451 1.411

73 220.00 221.00 1.050 1.238 1.238 1.144

74 221.00 222.00 0.900 1.181 1.181 1.041

75 222.00 223.00 1.027 1.803 1.803 1.415

76 223.00 224.00 1.185 1.270 1.270 1.227

77 224.00 225.00 1.477 1.058 1.477 1.267

78 225.00 226.00 2.519 1.468 2.519 1.994

79 226.00 227.00 1.872 1.387 1.872 1.630

80 227.00 228.00 2.037 1.132 2.037 1.584

81 228.00 229.00 1.220 1.249 1.249 1.234

82 229.00 230.00 1.020 1.111 1.111 1.065

83 230.00 231.00 1.136 0.853 1.136 0.994

84 231.00 232.00 1.186 0.725 1.186 0.956

85 232.00 233.00 1.349 1.135 1.349 1.242

86 233.00 234.00 1.333 1.820 1.820 1.576

87 234.00 235.00 1.952 1.365 1.952 1.658

88 235.00 236.00 1.881 1.272 1.881 1.576

89 236.00 237.00 1.549 1.102 1.549 1.326

90 237.00 238.00 1.699 1.036 1.699 1.367

91 238.00 239.00 1.682 1.923 1.923 1.802

92 239.00 240.00 1.293 1.346 1.346 1.319

93 240.00 241.00 1.692 1.456 1.692 1.574

94 241.00 242.00 1.160 1.812 1.812 1.486

95 242.00 243.00 0.963 1.422 1.422 1.193

96 243.00 244.00 1.037 1.364 1.364 1.201

97 244.00 245.00 1.504 1.038 1.504 1.271

98 245.00 246.00 1.105 1.478 1.478 1.193

Project Description

(xx)

S. No.

Chainage

(km)


(mm) Average


99 246.00 247.00 1.282 1.390 1.390 1.336

100 247.00 248.00 1.282 1.118 1.282 1.200

101 248.00 249.00 1.154 0.992 1.154 1.073

102 249.00 250.00 1.201 1.036 1.201 1.119

103 250.00 251.00 1.749 0.880 1.749 1.315

104 251.00 252.00 1.792 1.220 1.792 1.506

105 252.00 253.00 1.318 1.601 1.601 1.460

106 253.00 254.00 3.418 1.142 3.418 2.280

107 254.00 255.00 0.836 0.761 0.836 0.799

108 255.00 256.00 0.953 0.896 0.953 0.925

109 256.00 257.00 1.813 1.191 1.813 1.502

110 257.00 258.00 1.452 1.291 1.452 1.372

111 258.00 259.00 0.815 1.199 1.199 1.007

112 259.00 260.00 1.139 0.882 1.139 1.011

113 260.00 261.00 0.714 0.856 0.856 0.785

114 261.00 262.00 0.975 0.883 0.975 0.929

115 262.00 263.00 0.975 0.883 0.975 0.929

116 263.00 264.00 0.855 0.875 0.875 0.865

117 264.00 265.00 0.972 0.848 0.972 0.910

118 265.00 266.00 1.117 1.370 1.370 1.244

119 266.00 267.00 1.015 0.996 1.015 1.005

120 267.00 268.00 1.044 1.021 1.044 1.033

121 268.00 269.00 0.974 0.782 0.974 0.878

122 269.00 270.00 1.275 1.383 1.383 1.329

123 270.00 271.00 1.052 0.821 1.052 0.936

124 271.00 272.00 1.072 1.576 1.576 1.324

125 272.00 273.00 1.050 1.029 1.050 1.039

126 273.00 274.00 0.939 1.117 1.117 1.028

127 274.00 275.00 1.061 0.866 1.061 0.963

128 275.00 276.00 0.995 0.658 0.995 0.826

129 276.00 277.00 1.088 1.156 1.156 1.122

130 277.00 278.00 1.023 0.801 1.023 0.912

131 278.00 279.00 1.062 1.032 1.062 1.047

132 279.00 280.00 0.691 1.125 1.125 0.908

133 280.00 281.00 0.821 1.059 1.059 0.940



(xxi)

S. No.

Chainage

(km)


(mm) Average


134 281.00 282.00 1.504 0.956 1.504 1.230

135 282.00 283.00 1.243 0.989 1.243 1.116

136 283.00 284.00 0.920 1.168 1.168 1.044

137 284.00 285.00 0.928 0.806 0.928 0.867

138 285.00 286.00 1.061 1.160 1.160 1.111

139 286.00 287.00 1.170 1.035 1.170 1.103

140 287.00 288.00 0.968 0.661 0.968 0.814

141 288.00 289.00 1.101 1.020 1.101 1.060

142 289.00 290.00 1.029 1.046 1.046 1.038

143 290.00 291.00 0.802 1.118 1.118 0.960

144 291.00 292.00 0.895 0.794 0.895 0.844

145 292.00 293.00 0.809 0.502 0.809 0.656

146 293.00 294.00 0.511 0.658 0.658 0.584

147 294.00 295.00 0.845 0.585 0.845 0.715

148 295.00 296.00 0.537 0.804 0.804 0.670

149 296.00 297.00 0.494 0.950 0.950 0.722

150 297.00 298.00 0.835 1.053 1.053 0.944

151 298.00 299.00 0.717 0.784 0.784 0.750

152 299.00 300.00 1.094 1.239 1.239 1.167

153 300.00 301.00 0.557 0.679 0.679 0.618

154 301.00 302.00 0.414 0.784 0.784 0.599

155 302.00 303.00 0.721 0.674 0.721 0.698

156 303.00 304.00 0.775 0.947 0.947 0.861

157 304.00 305.00 0.744 0.985 0.985 0.865

158 305.00 306.00 0.565 0.943 0.943 0.754

159 306.00 307.00 1.057 1.053 1.057 1.055

160 307.00 308.00 0.916 0.919 0.919 0.918

161 308.00 309.00 0.598 0.647 0.647 0.623

162 309.00 310.00 0.448 0.729 0.729 0.589

163 310.00 311.00 1.521 1.371 1.521 1.446

164 311.00 312.00 0.729 1.228 1.228 0.978

165 312.00 313.00 1.080 0.779 1.080 0.929

166 313.00 314.00 1.170 0.854 1.170 1.012

167 314.00 315.00 0.467 0.446 0.467 0.456

Project Description

(xxii)

S. No.

Chainage

(km)


(mm) Average


168 315.00 316.00 0.767 0.322 0.767 0.544

169 316.00 317.00 0.739 0.688 0.739 0.713

170 317.00 318.00 1.660 1.361 1.660 1.511

171 318.00 319.00 0.823 0.420 0.823 0.621

Delineation of Homogenous Sections

For analysis and design of pavements, project roads was divided into sections which can be considered

homogeneous with respect to traffic, terrain, pavement condition, existing pavement crust, subgrade soil and

BBD.

Cumulative difference approach (CDA), as described in AASHTO guide for pavement design (1993), was

used for delineating homogenous sections w.r.t. BBD. Homogenous sections as per BBD results are tabulated

in Table 2.7 below

Table 2.7: Homogeneous Section

Sl. No From

(km)

To

(km) Length

148.000 164.000 16

164.000 173.000 9

173.000 179.000 6

179.000 182.000 3

182.000 206.000 24

206.000 215.000 9

215.000 257.000 42

257.000 319.000 62

Total Length 171

2.5 RAILWAY CROSSINGS

9 nos. railway crossings on the project road are presented in Table 2.8

Table 2.8: List of Railway Crossing Kannur to Kuttipuram Section

Sl.

No. Name of ROB

Chainage

(km) Present Status

No. of

lanes

1. Kannur 161.600 Level Crossing 2

2. Kannur 166.700 Level Crossing 2

3. Muzhuppilangari 171.200 ROB Under construction 2

4. Chorode 196.300 ROB 2

5. Nantai Bazar 214.500 ROB Under construction 2

6. Chengottukavo 224.000 ROB 2

7. Vengnam 231.300 ROB Under construction 2



(xxiii)

Sl.

No. Name of ROB

Chainage

(km) Present Status

No. of

lanes

8. Vengali 237.500 ROB 2

9. Kuttipuram 317.500 ROB 2

2.6 SUBGRADE AND MATERIAL INVESTIGATIONS

2.6.1 SUB-GRADE CHARACTERISTICS

This section describes the field and laboratory investigations to determine the sub-grade

characteristics beneath existing pavement and also to characterize the foundation soils in the project

corridor, in the existing ROW, proposed ROW and bypasses.

MATERIAL INVESTIGATIONS

The objective of material investigations is to locate potential sources of borrow soils, sand, gravel

and rock quarries with in the project vicinity, and to examine the engineering properties of the

materials.

The Survey and Investigations of subgrade soil and highway construction materials were taken-up to identify

strength characteristics of existing subgrade soil and suitability of the other available materials of construction

for embankment, subgrade, sub-base, base and top layers (bituminous/concrete) of road pavement. The other

object of the study is to determine the engineering properties of:

Subgrade soil of the existing road pavement

Borrow areas material such as soil for use in the embankment and subgrade

Quarries for locating suitable stone aggregates for use in Wet Mix Macadam (WMM), Dense Bituminous

Macadam (DBM), Bituminous Concrete (BC) and Cement Concrete works

Sand for use in bituminous mixes and cement concrete works

Sources of Water for construction

The investigation comprised of visiting the site, discussions with the local PWD officers, collection of samples

and testing the samples in the field as well main laboratory.

The tests included checking field density of the sub-grade, field moisture content, thickness of pavement and DCP

(Dynamic Cone Penetration) test as per TRRL (UK) Road No. 8 to correlate the result of penetration (mm) per

blow with the field CBR. Collection of sub-grade soil and construction material samples for the following

laboratory tests.

Sieve Analysis

Atterberg Limits

Modified Proctor Compaction test

Laboratory CBR and Swell Percentage.

2.7 COLLECTION OF SAMPLES

Samples of soil/construction materials were collected from subgrade of existing road, borrow areas, stone metal /

sand quarries and water source. The following procedure was followed:

i) Sub grade soil samples from

existing road. :

One sample for every 5 km along the

project road was collected.

ii) Soil samples from borrow areas :

One sample from the middle of each

borrow area was collected.

iii) Stone metal samples from

crushers/quarries :

Samples of various sizes of each source

of material from respective crushers.

Project Description

(xxiv)

iv) Fine Aggregates :

One sample from each respective

source.

v) Water sample :

One from each source (Pond/boring

water/well /river)

2.8 TESTS AND TESTING PROCEDURES

Test and testing procedures adopted for various field and laboratory tests are given below.

Soils

Water Content Determination : IS 2720 (Part – 2)

Sieve Analysis : IS 2720 (Part – 4)

Atterberg Limits : IS 2720 (Part – 5)

Laboratory Compaction Test(Modified Proctor Test)

: IS 2720 (Part – 8)

CBR at 3 energy levels : IS 2720 (Part – 16)

Aggregates

Sieve Analysis : IS 383 – 1997

Flakiness and Elongation Index : IS 2386 (Part – 1)

Specific Gravity and Water Absorption : IS 2386 (Part – 3)

Aggregate Impact Value (AIV) : IS 2386 (Part – 4)

Soundness by Sodium Sulphate /

Magnesium Sulphate

: IS 2386 (Part – 5)

Water

Ph Value, Chlorides, Sulphate (SO3),

Acidity, Alkalinity, Organic, Inorganic impurities

MORST&H Specification Clause 1010,

IS:456

Field Tests

Field Density of Subgrade IS:2720 (Part 28)

Field moisture content of subgrade IS:2720 (Part 2)

DCP (Dynamic Cone Penetration Test) As per TRRL (U.K.) Road Note No. 8

ISC (Indian Soil Classification System) IS 1498-1970 has been adopted for classifying soil into various

groups.

2.9 INVESTIGATION OF SUBGRADE SOIL

For Feasibility study, test pits were dug and field tests done at 5 km intervals (staggered). A total of 37

samples were collected along the project road and soil samples from these pits were tested in Laboratory

established by the consultant Intercontinental consultants & technocrats Pvt. Ltd. at Calicut. A detailed

investigation with three samples for each homogenous section or three samples for each soil type encountered

along the project road (whichever is more) shall be done and reported in the Detailed Project Report.

The size of test pit was 60 cm x 60 cm and depth extending up to subgrade level. The following field tests

were conducted in each pit.

Visual identification of soil

Field density of the sub-grade with sand replacement method/core cutter

Field moisture content

Dynamic Cone Penetration test (DCP) of sub-grade extending up to about 80 cm depth

Checking total thickness of the pavement



(xxv)

After performing the test in each pit, about 40 kg of soil sample was collected in a gunny bag. The

identification mark and location of the sample were recorded and sent to the laboratory, established at site for

conducting the following tests

Particle size analysis

Liquid Limit

Plastic Limit

Modified AASHTO Compaction test

California Bearing Ratio test (CBR) in unsoaked and 4 days soaked conditions at three energy levels corresponding to 10, 35 & 65 blows of heavy compaction rammer.

The test data Table 2.9 shows that all the 37 nos. of sample are coarse grained in nature and belongs to GW-GM,

GM, GC, SM & SC category as per IS soil Classification System (IS: 1498-1970).

Fine fraction (passing 75 micron) varies from 8.0% to 41.1%. The Plasticity Index varies from NP to 12.4%.

Laboratory Maximum Dry Density varies from 1.96 gm/cc to 2.18 gm/cc and Optimum Moisture Content is in the

range of 7.4% to 13.3%. The CBR of the subgrade was determined for un-soaked and 4 days soaked conditions for three energy levels corresponding to 10, 35 & 65 blows of heavy compaction rammer. CBR of soil samples at

97% of Laboratory Maximum Dry Density was interpolated from the curve drawn between degree of compaction

and CBR. It will be seen from the results that CBR value at 97% of Laboratory Maximum Dry Density and Optimum Moisture Content varies from 9.4% to 22.4% for soaked condition and from 18% to 41% for un soaked

condition.

The field-test results of subgrade soil at 5 km interval along the project road is presented in Table 2.9. The degree

of compaction of the subgrade varies from 88.5% to 94.5% of Laboratory Maximum Density and field moisture content is in the range 2.3% to 15.8%.

DCP equipment as recommended by TRRL (U.K) vide Road Note No. 8 comprising 60º cone with a base diameter of 20 mm and 8 kg hammer dropping from a height of 575 mm was used for the DCP test. Number of

blows and corresponding values of penetration in mm were recorded to a depth of about 826 mm. The DCP values

(mm/blow) were then interpreted to insitu CBR by using the following TRRL equation:

Log10 CBR = 2.48 – 1.057 log10 DCP (Penetration rate in mm/blow)

It will be seen from the results that there is vast variation in the CBR value of sub-grade soil ranging from 10.80 to

as high as 22.

Project Description

(xxvi)

Table 2.9



(xxvii)

2.10 MATERIAL INVESTIGATION

The materials commonly used in highway construction comprise of soil, gravel, hard stone metal, sand, cement,

steel, bitumen and water. It is therefore very essential to identify the potential source of these materials near the

project site so as to economize on the cost of construction besides early completion of the project.

Borrow Area Soil

Extensive survey was conducted to locate the potential source of borrow area soil required for the construction

of embankment and subgrade. As many as 16 borrow areas located on both sides along the project road were

identified. The locations, lead, ownership and quantity of borrow soil available are given in Table2.10. The

distance of these borrow areas from the road site vary from 100 m to 15.0 km as shown in the borrow areas

Lead Chart placed in Fig. 2.2. The laboratory tests results of all the 16 samples are reported in Table 2.11.

Summaries of the Laboratory results of samples are as follows.

All the 16 samples are coarse grained in nature and falls in GC, SM, SM-SC & SC group as per IS: Soil

Classification System) with fine fraction (passing 75 micron) varying from 10.5% to 48.3% and Plasticity Index

varying from NP to 13.8%. Laboratory Maximum Dry Density varies from 1.87 gm/cc to 2.04 gm/cc and

Optimum Moisture Content is in the range of 9.6% to 14.2%. Its soaked CBR at 97% Laboratory Maximum Dry Density and Optimum Moisture Content is in the range 10.6% to 18.0%. All the borrow areas are suitable for

construction purposes.

Survey of Stone Quarry

Extensive survey was conducted to locate the availability of stone metal near the project site. As a results of local

enquiries and discussion with the local PWD officials, stone metal quarries were identified. Table 2.12 and Table

2.13 give list of stone metal Quarries and stone metal crushers.

The location details and approximate quantity of material available are given in Fig. 2.3. Samples from different quarries have been collected from their respective crushers. One bag of each size

of aggregate including stone dust has been collected from each of the crusher.

The following Laboratory tests were conducted on Stone quarries samples.

Sieve Analysis

Specific Gravity

Water Absorption

Aggregate Impact value

Combined Flakiness & Elongation Indices

Soundness

The results of the above tests are presented in Table 2.14 It can be seen from the results that stone metal from

all the quarries is having AIV varying from 18.7% to 35.6%, specific gravity varies from 2.64 to 2.83 with

water absorption from 0.5% to 0.8% and combined Flakiness and Elongation indices in the range of 21.7 to

44.8. The value of combined flakiness & elongation is exceeding the specified limit of 30%(MORST&H

specification) in some stone samples. The sample limit can be achieved with in the specified limit by adjusting

the crushing system.

The value of soundness is varying from 2.8% to 3.4%.

Project Description

(xxviii)

Table 2.10



(xxix)

Fig 2.2

Project Description

(xxx)

Table 2.11



(xxxi)

Figure 2.3

Project Description

(xxxii)

Table 2.12



(xxxiii)

Table 2.12

Project Description

(xxxiv)

Table 2.13



(xxxv)

Table 2.13

Project Description

(xxxvi)

Table 2.13



(xxxvii)

Table 2.14

Project Description

(xxxviii)

Table 2.15



(xxxix)

Sand

Sand can be obtained from the river details given below:

DETAILS OF RIVER SAND

1 River Name Moidoapalam River Sand

Village Marapilangdi

Dist Kannur

Quantity 3000X200X2.0m=1200000m3

K.M. 172+200

2 Name of the River Chalapara River Sand

Village Chalapara

Dist Malappuram

Quantity 5000X100X2.0m=1000000m3

K.M.

3 Name of the River Bharthapuzha River Sand

Village Kuttipuram

Dist Kuttipuram

Quantity 3000X500X2m=3000000m3

K.M. 319+000

Location chart of sand source is shown in Fig 2.4. The following tests have been conducted in the laboratory:

Sieve Analysis

Fineness Modulus

Deleterious material percent

The results are enclosed in Table 2.15. It will be seen from the results all the sample falls in Zone II. The fineness

modulus varies from 2.59 to 2.71. The sand from all sources is recommended for use in DBM, BC and cement

concrete works. The deleterious material percent is below 4 percent.

Water

Water samples were collected from four sources. One from river water, one from pond, one from boring and one from well, as detailed below.

SOURCES OF WATER

1 River water

Name of ther river Bharatha Puzha River

K.M. 319+000

Village Kuttipuram

2 Pond Water

Name of the pond Koyilandi Pond

Village Koyilandi

K.M. 218+800 R/S

Project Description

(xl)

Lead from 50 m. to NH-17

Size Length-200m.

Birth -200m.

Depth-5m.

3 Borings Water

Depth 300 Ft.

CH. 245+000 L/S, Lead - 1Km.

Dist Calicut

4 Well Water

K.M. 280+000 L/S

Quantity Depth-50 Ft.

Birth-8 Ft.

Lead NH-17 to 100 m.

The following tests were conducted in the laboratory:

Ph Value

Acidity

Alkalinity

Chlorides CL

Sulphate SO4

Organic and Inorganic

The laboratory results of the above tests are tabulated in Table 2.16. From the results of the test data, it will

be seen that water sample from well (Ch.280+000) left side is falling beyond the specified limit in terms of acidity. Rest of the samples are recommended for use in construction.

Cement

Ordinary Portland cement of grade 43 and 53, manufactured by various manufacturers are locally available.

Portland Pozzolona Cement (Fly ash based) is also available locally. The material approved by DGSD can be

procured directly from the local market.

Structural Steel

High strength deformed bars manufactured by various steel manufacturing companies confirming to IS 1786 are available with few stockiest. Majority of the retailers are selling re-rolled steel bars.

Bitumen

Bitumen is proposed to be brought from Kochi Refinery and Mangalore Refinery.



(xli)

Fig 2.4

Project Description

(xlii)

Table 2.16



(xliii)

2.11 RIGHT OF WAY (ROW)

The exiting RoW between Kannur – Kuttipuram varies widely at different locations, which is 11.00 m to

20.00 m in general and >30m to even 40m at some location in short stretches. Mahe town in Pondicherry

records the narrowest RoW of 8 to 10m and 30m and above at near Edakkad (km 171.00) Vadakara (km

189.00 to 199.00). For the existing road widening to 4-lanes land as per actual requirement at site is proposed

to be acquired. The project corridor passes through a heavily built up ribbon development the widening of the road will cause acquisition of large nos. structures and demolitions considering the scenario of State of Kerala

the RoW for proposed project road has been proposed as 45m.

It is proposed to acquire additional land for bus bays, Truck lay bys, Trauma Centre, Highway Petrol Police

Centre, Toll Plazas PIU offices / residences etc.

2.11.1 Land Acquisition

There are 3 bypasses on that project road in Construction Package-I. Two bypasses at Thalassery & Mahe,

Koilandy towns have already been proposed by Kerala PWD and alignment approved by MOSRT&H, land acquisition for these 2 bypasses is at different stages of progress. The position regarding requirement of

additional land along the Project road to make-up 45m ROW is given below:

i) Existing Alignment

Land acquisition along existing alignment to make up 45m land width-86.50 Hectares.

ii) Kannur Bypass

The land acquisition for Kannur bypass is to be done afresh. As there are built up structures all along

ROW=45m has been proposed to affect minimum demolition of structures as per policy of NHAI in Kerala

State.

Land Acquisition is proposed for 45m-land width.

From km 148.00 to km 167.000 for the bypass which is on the left of existing road.

Total land requirement for the bypass is 76.95 hectares.

iii) Thalassery & Mahe Bypass

Position of land acquisition along this bypass ie km 171.00 to km 187.00 for acquiring 45m land width is as

follows:

From km 0.000 to km 9.742 land has been acquired and the land in balance of stretch is under acquisition. The MOSRT&H approved alignment has been followed in the project study.

Total land required 81.14 Hector, land acquired – 44.10 Hector, land to be acquired – 37.04 Hector.

iv) Koilandy Bypass

Position of land acquisition along this bypass ie km 214.00 to km 225 for 45m land width as follows:

The stretch of this bypass is as good as the existing road, the stretch is full of built up structures. MOSRT&H has approved alignment for RoW=30m, but the Consultants propose RoW of 45m along the alignment

approved by MOSRT&H except with modification of the alignment at km 214.000 due to a Mosque and due

to the approach of the ROB at km 214.200, which came up after the approval of alignment of the bypass.

Land Required 45m ROW- 49.50 Hector.

2.12 ROAD GEOMETRY

2.12.1 General

The design standards have been given in the Volume-II Design Report. The design of the road geometry for

this project is based on the following general principles.

• 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 frequently difficult to rectify at a later date and they are

always costly and create big inconvenience to the road user while rectification. 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.

Project Description

(xliv)

• 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 will be followed as a matter of routine. “Limiting/Exceptional” standards will be

followed only where serious restrictions are imposed by technical or economic considerations.

2.12.2 Design Speed

Choice of design speed depends on the function of the road and the terrain conditions.

It is the basic parameter, which determines all other geometric design features.

The ruling design speed for this project is proposed as 100 km/hr for plain terrain and 80km/hr for rolling

terrain, 50 km/hr for hilly terrain & these speeds are generally used to determine the various geometric design features.

Where site conditions or economic considerations do not permit the use of the ruling design speed, the design

speed will be reduced in consultation with the client. The minimum design speed for National Highways in plain terrain is 80 km/hr and in rolling terrain 65 km/hr as stipulated in IRC:73-1980. Hill stretches are almost

avoided and redesigned. If changes in the design speed prove unavoidable, such changes are introduced

gradually by means of successive sections of increasing/decreasing design speed so that road users become

progressively conditioned to the changes. At unavoidable locations substandard curves have been provided

with reduced speed to save sensitive buildings / areas. Speed limit signboards will be installed at these

locations. The need for warning signs has also been considered wherever reductions in design speed are

unavoidable.

The design speed with respect to terrain is given in Table 2.17.

Table 2.17: Terrain Classification

Sl.

No. Type of Terrain

Chainage

(km 148.00 to km 230.000)

Design Speed

kmph

1 Plain km 148.00 to km 195.00, km 210.00 to km 230.00 100

2 Rolling km 195.00 to km 210.00, 80

2.12.3 Horizontal Alignment

The horizontal design has been undertaken by use of design software MX Road. The left side carriageway is

being designed along left median edge (LME) and right side carriageway is being designed along right median

edge (RME)

The horizontal curves for this project are designed in accordance with the requirements stipulated in IRC:38:1988 (Design Table for Horizontal curves for Highways) and each curve consists of a circular arc with

spiral transitions between the arc and the straights.

The spiral transitions ensure that vehicles progress smoothly from the straight to the circular curve or between

curves of different band or radius. The transition curves also facilitate the gradual application of super-

elevation and any widening of the carriageway, which may be required for the horizontal curves.

2.12.4 Vertical Alignment

Parabolic vertical curves have been provided at all changes in grade except where the change is 0.5 % or less.

The minimum length of vertical curve for different ruling design speeds adopted in the project road are

presented in given Table 2.18 below:

Table 2.18: Minimum length of vertical Curves

Design speed

(km/hr.)

Vertical curves provided for

grade change (%) excluding Minimum length (m)

100 0.5 60



(xlv)

Design speed

(km/hr.)

Vertical curves provided for

grade change (%) excluding Minimum length (m)

80 0.6 50

65 0.8 40

50 1.0 30

40 1.2 20

The following parameters are adopted for gradients:

• ruling gradient - 3.0% (1 in 33)

• limiting gradient - 5.0% (1 in 20)

In special situations such as isolated over-bridges or sections of the road carrying a large volume of slow

moving traffic, a flatter gradient of 2% will be adopted. The limiting gradient has been adopted only where the adoption of gentler gradients would result in excessive cost.

2.12.5 Typical Cross Sections

The consultants have proposed 4 types of representative typical cross sections with variations appropriate to fit at different locations on project road. The different typical cross sections are presented in Table 2.19 and

depicted in Fig 2.5 to 2.8.

Table 2.19: Typical Cross Sections Proposed on the Project Road

Typical

X-section

Designation

R

O

W

(

m

)

Configur

ation Location

TCS

-1

4

5

4-lane – with

Service Roads

Entire project road except

change over to bridges and

stretches of bypasses having

habitation requiring service

roads (Fig 2.5)

TCS

-2

2

4

4-lane – without

Service Roads

Unavoidable Situation

km 196.78 to km 196.90

(Fig 2.6)

TCS

-3

4

5

4-lane - With out

Service Roads

Change over to bridges and

some stretches of bypasses

having no habitation not

requiring service roads (Fig

2.7)

TCS

-4

4

5

Under pass / Fly

over approach

with service

roads.

Existing road and all

bypasses (Fig 2.8)

2.12.6 Pavement Design

Project Description

(xlvi)

The project primarily envisages strengthening of the existing sub-standard two-lane carriageway and widening

it to standard four lanes for augmenting capacity and significantly extending the service life of the project

road. It will be built as a partially access controlled divided 4-lane carriageway with 1.5m paved and 1.0m

earthen shoulder along with raised median with drainage arrangements.

For the additional carriageway, options of both flexible and rigid types of pavements have been studied and

finally flexible type of pavement is adopted. The pavement has been designed for 70 msa.

The service roads have been designed as flexible pavements for 5 msa.

Design

The new pavement has been designed as per IRC:37:2001 based on traffic load in terms of msa, and CBR

value of subgrade. The strengthening of the existing pavement is governed by BBD studies as per IRC:81.

Pavement Works

The pavement works for implementing the above proposals will mainly consist of:

Strengthening of the existing two-lane carriageway.

Construction of additional two-lane carriageway for widening it to four lanes.

Construction of new flexible pavement along the existing two-lane to make it standard two-lane

carriageway

Construction of new four-lane carriageways for proposed Bypasses and realignment.

The pavements for the above works will be built to appropriate designs as described hereunder.

Factors Affecting Pavement Design

The principal factors that will govern the design of pavements including overlays for strengthening

the existing carriageway are:

• Traffic loads that the pavement has to withstand during its design life

• Condition of the existing pavement

• Strength and other engineering characteristics of the subgrade soil

• Climate

Traffic

The detailed traffic surveys for the project road were conducted by the consultants in May-June

2006.



(xlvii)

Fig 2.5 cross section (Auto cadd)

Project Description

(xlviii)




(xlix)


Project Description

(l)




(li)

Design Life

As per the notification issued by the NHAI vide their letter No. NHAI/PH-II/NHDP/ADB/GM(NS)-I dated

April 19, 2004, the flexible pavement for the project road has been designed for Fifteen (15) years design life.

Design Traffic

Based on the projection of traffic and the Vehicle Damage Factor (VDF) of various types of

commercial vehicles, Cumulative standard Axles (CSA) during the period of design life have been

computed. Though total cumulative Standard Axle loads during 15 years design life works out to 40

to 60 msa however as per NHAI instructions 70msa has been adopted for design service roads have

been designed for 5 msa.

Condition of the Existing Pavement

Detailed pavement investigations including condition surveys by (a) visual inspection, (b)

examination of pavement composition by excavating test pits at regular intervals and testing the

properties of the existing subgrade soil (c) instrumental measurements of the condition indicators

like pavement roughness and its structural strength as indicated by Benkelman Beam Deflection

(BBD) are carried out to determine the extent and nature of pavement distress of the existing

carriageway.

Visual Inspection

A detailed inspection of the project road was carried out to record and inventorize various features including the pavement distress, condition of shoulders, drainage, embankment heights, etc.

Pavement Composition

The pavement composition details of the existing pavement were obtained from the examination of

test pits excavated at regular interval along the project road. The details are given in the report on

Material Investigations. A summary of overlay composition proposed on the project road in different

reaches is given in Table 2.20.

Table 2.20: Overlay Composition

Sl.

No.

Chainage (Km) Design

Traffic

Overlay Proposed PCC – BM

(mm) From To BC (mm) DBM (mm)

1 148.000 164.000 70 40 75 50 Avg.

2 164.000 173.000 70 40 125 50 Avg.

3 173.000 179.000 70 40 125 50 Avg.

4 179.000 182.000 70 40 75 50 Avg.

5 182.000 206.000 70 40 125 50 Avg.

6 206.000 215.000 70 40 75 50 Avg.

7 215.000 257.000 70 40 125 50 Avg.

8 257.000 319.000 70 40 75 50 Avg.

Design of Flexible Overlay

Design Methods

IRC: 81–1997 guidelines for strengthening of flexible pavements using Benkelman Beam

Deflection (BBD) technique was used to design bituminous overlay.

Project Description

(lii)

Design Input

Design Traffic

The design traffic adopted for the project road as given above.

Overlay Composition

Profile Correction Course (PCC)

Average 50mm thick BM course has been proposed for camber profile corrections (PCC).

Pre Overlay Treatment

Before constructing overlays, appropriate pre-overlay repair work of patching, leveling, sealing of

cracks, etc. will have to be carried out for the existing pavement.

Construction of New Flexible Pavement

New flexible pavements will be provided for additional 2-lane to make it 4-lane, proposed bypasses

and for construction of new approaches for bridges.

Design Method

The flexible pavement has been designed as per IRC: 37-2001 design guidelines.

Design Input

Design Traffic

The design traffic adopted for the project road as given above.

Sub-grade CBR

CBR value of 10 % has been adopted for pavement design. Of existing stretches and CBR of 8% for

bypasses.

Pavement Composition

Existing Road

Using the design method described above, the composition of the pavement for new construction for

stretches on existing road is given Table 2.21.

Bypass

CBR of existing soil on bypasses is given in Table 2.21, ranges between 8.60 to 12.20%. Design

CBR has been adopted as 8%.

Table 2.21: Minimum CBR Values for Bypasses

Sl. No. Name of Bypasses CBR (%)

1 Kannur 9.20

2 Thalassery & Mahe 12.20



(liii)

Sl. No. Name of Bypasses CBR (%)

3 Koilandy 10.60

For design purposes 8% CBR and 70msa has been adopted. Pavement composition as per IRC: 37-

2001 works out to -

GSB = 200mm, WMM = 250mm, DBM = 130mm and BC = 40mm

New Flexible pavement details are given in Table 2.22.

Table 2.22: Pavement Composition for New Flexible Pavement

Section

(km)

BC

(mm)

DBM

(mm)

WMM

(mm)

GSB

(mm)

Total

Thickness

148 – 164 40 125 250 200 615

164 – 173 40 125 250 200 615

173 – 179 40 125 250 200 615

179 - 182 40 125 250 200 615

182 - 206 40 125 250 200 615

206 - 215 40 125 250 200 615

215 - 230 40 125 250 200 615

By passes 40 130 250 200 620

Flexible Pavement for Service Roads

The service roads have been provided at locations of the project road where it passes through urban

areas, change over etc. Crust details of flexible pavement proposed to be constructed for the service

roads are given in Table 2.23. Design traffic adopted for service roads is 5 msa.

Table 2.23: Flexible Pavement for Service Roads

Pavement Layer Thickness (mm) (5 msa)

(Semi Dense Bituminous Concrete (SDBC) 25

Dense Graded Bituminous Macadam (DBM) / (BM)* 50 / 70*

Wet Mix Macadam (WMM) 250

Granular Sub-base (GSB) 200

Total Thickness 525

* If BM is used it will be 70mm thick layer instead of 50mm DBM. 70mm BM is costlier than 50mm DBM hence

50mm DBM has been proposed in the project

Shoulders

It is proposed to have 1.5m paved shoulders through out the project road. 1.0m earthen shoulder will be

provided in areas beyond urban areas where there is no service road.

2.13 CULVERTS

Project Description

(liv)

2.13.1 Culverts Proposed for Cross Drainages

The highway has Presently good cross drainage system. The maintenance is in general good and there

is no flooding or overtopping on the road surface during heavy rains. There are total no. 368 existing

culverts on the complete project road. The breakup of culverts to be extended and new proposed

culverts is given below.

1. Total Culverts on existing road - 177 nos.

2. Culverts retained and proposed for extension - 41 nos.

3. New Culverts on existing road and proposed bypasses - 142 nos.

4. H.P. Culverts on junctions - 183 nos.

Thus total no. of culverts in Package-I are 41+325=366 nos.

2.14 BRIDGE AND STRUCTURES

2.14.1 Inventory and Condition Survey of Existing Bridges

Inventory of bridges having length above 6m have been carried out. Summary is given in the following Table

2.24.

Table 2.24: Inventory and Condition Survey of Existing Bridges

NH

No. Section

No. of

Major

Bridges

(≥60 m)

No. of Minor

Bridges

(<60m)

No. of

ROB’s

No. of

Underpass Total

17 Km. 148.00 to km. 230.00 6 5 2 1 14

Table 2.25 gives the location, length, structure types of these bridges. This table also indicates the bridges that

are affected on account of the reach being bypassed and those which are retained. In all 10 out of the existing 14 bridges fall in the reaches affected by bypasses. Table 2.26 gives the details of the 4 existing retained

bridges and additional bridge proposed for widening the road to 4 lanes. Table 2.27 gives details of 10 bridges

proposed on 3 bypasses.

Table 2.25: Details of Existing Bridges

Sl. No. Location

(in km) Name of Bridge

Total length

(F/F of Dirt

Wall) (m)

Type of

Superstructure Remark

Major Bridge

1 148+250 Valapattanam

Bridge 420.77

RCC box girder

(Intermediate spans)

& RCC solid slab

(End spans)

Bypassed

2 172+180 Moidoo Steel

Bridge 157.60

Steel truss with RCC

deck Bypassed

3 173+900 Dharmadam Bridge 82.00

RCC T beam & slab

(Steel girder for span P1-P2)

Bypassed

4 174+910 Koduvally Bridge 61.20 RCC T beam & slab Bypassed

5 184+600 Mahe Bridge 117.00 RCC T beam & slab Bypassed

6 203+510 Murat Bridge 136.40 RCC Bow String

with slab

New 4-Lane

Bridge provided

Minor Bridge

7 160+300 Chovva Bridge 17.00 RCC T beam & slab Bypassed

8 166+100 Nadal Bridge 27.30 RCC T beam & slab Bypassed

9 181+800 Pettipalam 12.60 RCC solid slab Bypassed



(lv)

Sl. No. Location

(in km) Name of Bridge

Total length

(F/F of Dirt

Wall) (m)

Type of

Superstructure Remark

10 200+270 Karimpanapalam 11.10 RCC box cell Retained

11 201+785 Paloli Bridge 7.70 RCC solid slab Reconstruction

ROB’

s

12 197+400 Chorode ROB 25.65 PSC T beam &

slab

New

Construction

13 224+200 Koilandy ROB 392.50 Viaduct: RCC box girder

ROB: PSC box girder

New

Construction

Underpass

14 196+897 - - RCC solid slab -

Table 2.26

Bridge

Project Description

(lvi)

Table 2.27 Propose bridge



(lvii)

The Project Corridor is completely built-up with ribbon development on both sides of the road. No. of roads

viz- NHs, State Highways, MDR, as well as other roads like ODR and local roads intersect the project road.

Upgradation of the project road to 4 lane divided highway standards requires to make it at least partially

access controlled. In order to facilitate smooth movement of through traffic local traffic is proposed to be

aggregated by providing service roads on both sides in complete length. For facilitating cross movement of traffic 18 nos. underpasses, 2 nos. flyovers and one overpass have been provided in Package-I alongwith

suitable traffic circulation measures. Grade separators / underpasses are provided at main road intersections.

Two types of underpass are provided on the project road (i) Vehicular underpass and (ii) Pedestrian underpasses. Pedestrian underpasses. are provided as pedestrian cum light vehicle underpasses having size

12m x 3.5m. Grade separators (Flyovers) have been provided on junctions with National Highway and other important roads. Of the 18 nos. underpasses 15 nos. are vehicle underpasses of 12m x 5m size and 3 nos. are

pedestrian cum Light Vehicle underpasses Table 2.28 shows locations of these vehicular underpasses of 6m x

3.5m size and Table 2.29 shows location of Pedestrian cum Light Vehicle underpasses. These Pedestrian underpasses will be utilized by cattles also These will be of 6m (wide) x 3.5m vertical clearance size and will

be having footpath and ramps as that in vehicular underpass. It is necessary to provide this facility for

avoiding long distance cross movements of light vehicles. In Kerala specially on the project road the scenario

is totally different than other sites as the project corridor is completely built-up. One underpass at km 190.650

has been retained and widened as per requirements.

Table 2.28: Locations of Vehicle Underpasses (New)

Sl.

No.

Location

Chainage (km)

Size

Deck Level (m) Remarks Width (m)

Vertical Clearance (m)

1 154.003 12.0 x 5.0 8.800

2 156.979 12.0 x 5.0 34.309

3 161.230 12.0 x 5.0 13.000

4 163.070 12.0 x 5.0 12.820

5 169.970 12.0 x 5.0 10.745

6 179.140 12.0 x 5.0 8.300

7 182.200 12.0 x 5.0 22.500

8 188.200 12.0 x 5.0 17.000

9 193.370 12.0 x 5.0 16.370

10 209.940 12.0 x 5.0 10.500

11 212.320 12.0 x 5.0 12.200

12 215.200 12.0 x 5.0 6.800

13 219.680 12.0 x 5.0 6.800

14 222.750 12.0 x 5.0 6.800

15 225.785 12.0 x 5.0 6.800

Table 2.29: Locations of Pedestrian cum Light Vehicle Underpass

Sl.

No.

Location

Chainage (km)

Size Deck Level

(m) Remarks

Width (m) Vertical

Clearance (m)

Project Description

(lviii)

1 174.350 6.0 x 3.50 6.400

2 196.894 6.0 x 3.50 Existing

3 205.515 6.0 x 3.50 15.700

2.14.2 Grade Separators (Flyovers)

Six grade separators have been proposed, on entire project road and 2 nos. grade separators are proposed as

below for Package-I for 2 nos. major road crossings. Turning movement survey justifies provision of flyovers at these locations. Table 2.30 gives the locations of grade separators.

Table 2.30 Grade Separator (Flyovers)

Sl.

No. Chainage (km)

Size

Deck

Level (m) Remarks

Width (m) Vertical

Clearance (m)

1 195.850 46 x 5.50 17.550 State Highway

2 200.120 46 x 5.50 10.600 State Highway

2.14.3 Overpass

One overpass has been proposed at km 152.182. The overpass will accommodate 2 x 2 lanes of the National

Highway with paved shoulder and service roads.

Sl.

No.

Location Chainage

(km)

Size Deck

Level (m) Remarks

Vertical Clearance (m)

1 150.182 45 x 5.50 10.175 Overpass

2.14.4 ROB

There are 3 total ROBs on the design projected corridor from (km 148.00 to km 318.00), out of these one new

4-lane ROB and one additional two lane ROB is provided in Package-I (km 148.00 to km 230.00) as detailed in Table 2.31.

Table 2.31: ROB

Sl.

No.

Location

Chainage (km)

Size

Configuration Remarks Width (m) Vertical

Clearance (m)

1 187.100 5.5 4-lane New ROB

2 197.100 5.5 Additional 2 lane Existing

2.15 TRAFFIC SAFETY MEASURES

2.15.1 Road Safety Audit

General

A traffic accident is defined as any vehicle accident on a public highway (i.e., originating on, termination on

or involving a vehicle partially on the highway). These accidents therefore include collisions between vehicles

and animals, vehicles and pedestrians, or vehicles and fixed obstacles. Single vehicle accidents, in which one

vehicle alone (and no other road user) was involved, are included. All fatality and injury; includes pedestrians,



(lix)

19

17

16

9 3

8

12

14

0 5 10 15 20 25 30 35

Road Traff ic Accidents

War

Self inflicted injuries

Violence

1990

2020

motorcyclists and bicyclists unless otherwise noted. (Source: International Injury & Fatality Statistics)

It has been estimated that at least 500,000 people die in road accidents in developing countries each year. This

represents 70% of those killed on the roads throughout the world. According to statistical analysis, about 1

person dies in every 2400 of the country will suffer injury or death in road accident each year. In India 1% of

the worlds vehicle population exists but 6% of the worlds reported traffic accidents occur. Owing to the likely

under reporting of accidents, the real situation may be probably worse.

In the near future, in higher income countries, road traffic accidents are already among the top ten leading

causes of disease burden in 1998 as measured in disability adjusted life years (DALYs) In less developed

countries, road traffic accidents were the most significant cause of injuries, ranking eleventh among the most

important causes of lost years of healthy life. According to a World Health Organization/World Band report “The Global Burdens of Disease” deaths from non-communicable diseases are expected to climb from 28.1

million a year in 1990 to 49.7 million by 2020 – an increase in absolute numbers of 77%. Traffic accidents are

the main cause of this rise. Road traffic injuries are expected to take third place in the rank order of disease burden by the year 2020. (Source: International Injury & Fatality Statistics)

1990 2020

Road Traffic Accidents 9 3

War 16 8

Self inflicted injuries 17 12

Violence 19 14

Projected change is in the ranking of the 15 leading cause of death and disease (DALYs) world wide, 1990 –

2020 (Source WHO) “The Global Burden of Disease”.

Direct, simple comparisons of the relative safety between India and other countries of the world are difficult

owing to several factors.

• Differing levels of the quality of accident data recorded.

• Different definitions of the types of accidents which are to be reported and

• Availability of standard measures and data reflecting exposure of road users and risk.

In the rural areas, reported road accidents cluster along the National and State Highways. The National

Highways, which represent les than 2% of the total road system account for about one fourth of the total road

fatalities occurring in India. Here the most serious road accidents tend to involve either an overtaking man oeuvre or a loss of control at a bend or Bridge, or a combination of both these factors. Poor driver behavior is

certainly a strong contribution to such road accidents and better education and training of both drivers and

pedestrians is much needed. Further, it is unfortunate that it is the most productive age group (15-30 years)

that is most involved in road traffic accidents.

However, Engineers and planners can certainly contribute greatly to improving road safety by adopting

proven techniques for safety management. For example, they can help to prevent road accidents by

introducing a Standard Road Safety Audit Procedure for all new or rehabilitation road schemes.

In order to focus the attention of central and local road authorities on road safety, many industrialized

countries have made the improvement of road safety a statutory duty. Under such legislation, each level of

local authority, which acts as a road authority is required to undertake road safety activities on its road network. This often includes the collection of accident data, accident analysis, the definition of Black spots

and the design of remedial measures. In recent years, mandatory “Road Safety Audits” have also been added

Project Description

(lx)

to the list of responsibilities.

Road safety audit is a formal procedure for assessing accident potential and safety performance in the

provision of new road schemes, the improvement and the rehabilitation of existing roads and in the

maintenance of existing roads. They should be an integral part of highway planning, design, construction and

maintenance.

The road safety audit process requires an objective approach to the assessment of accident risk. A team, which

is independent of the design team should undertake the safety audit. The principal method of ensuring this

objectivity is through the independent assessment of schemes by persons unconnected with the original

design. Accordingly the team should have specialist expertise in the fields of road safety engineering, accident investigation and prevention. Road safety audit has investigation and prevention. Road safety audit has been

undertaken in the UK since 1990 and the practice has been adopted elsewhere in the world, notably New

Zealand, Australia and Denmark. There exists, therefore, a wealth of experience in its operation and in the benefits that it can bring. Whilst the potential benefits from safety audits are difficult to quantify, both due to

the uncertainty of estimating the number of accidents that would have occurred had there been no audit, and the lack of control data to make comparison with un audited schemes, evidence from overseas countries is

accumulating which suggests that the benefits can be high. Nevertheless, safety audit should form part of a

broader road safety strategy, with priorities set within an overall programme of highway schemes.

To be fully effective, the process requires commitment amongst politicians, both in central and state government, top management and line managers in any road commissioning, design or construction

organization together with awareness of the role and benefits of safety audit.

Whatever the defined legal responsibilities, in India and elsewhere road authorities are implicitly responsible for the safe operation of the roads they design or rehabilitate and for improving safety on existing roads. They

should thus apply safety principles in the provision, improvement and maintenance of roads as a means of

accident prevention through road safety audits.

There is often insufficient money to cover routine and periodic maintenance to road safety and related matters

are usually low on the list of priorities. This is despite road safety improvements being cost effective with very

high savings (in reduced accidents) being achieved, which are many times the cost of countermeasures implemented. Hence the improvement of known hazards should form part of every road authority’s annual

programme.

For example, the use of road signs and markings to canalise traffic through complex junctions, or to provide

safe waiting areas for turning vehicles, can often result in substantial reductions in accidents. Yet, because of a

lack of funds and poor maintenance capability, known hazardous locations are often left untreated and remain

the cause of accidents.

Drivers are often presented with misleading information or no advance warning, sight lines may be

inadequate, pedestrians may not be catered for, and accidents may occur because of a driver’s inability to cope

with the particular combination of circumstances and environment. By identifying and eliminating the

features, which make sites hazardous, engineers can improve road safety. This often means reducing the

complexity of a junction or enabling maneuvers to be made in stages. Reducing the number of decisions

drivers must make at any one time simplifies the driving task and helps drivers to progress in safety and

comfort with a minimum of conflict with other road users. Despite increasing car ownership, public transport

is and will continue to be a key component of people’s mobility in fulfilling their needs for work, social and

recreational travel. Public transport provides an efficient use of road space and, by the correct planning of

transport and people’s activities, the number of road accidents can be reduced and the overall safety and

efficiency of the road network increased. However, when accidents with buses do occur they often incur many

causalities, and the common perception is probably that there have been too many bus accidents in recent

years, as they tend to make media headlines.

Bus driver behaviour is not exemplary with much speeding and frequent lane changing. In congested

conditions, public transport accessibility could be greatly improved through the use of segregated bus lanes,

which would improve safety by reducing the need for speeding and reduce the frequent lane changing seen.

Bus stops are also the source of many accident problems and the careful design of waiting areas for both

passengers and buses can greatly improve safety in both urban and rural areas.

Currently there is insufficient consideration given to the needs of the more ‘Vulnerable Road Users’ (VRUs)

by drivers, planners or designers of the road network. These VRUs include pedestrians, cyclists, motorcyclists



(lxi)

and moped riders, auto-rickshaws, those riding or driving animals or with animal driven carts. Driver

behaviour towards those in smaller vehicles or on foot can generally be described as aggressive. Although

some segregated crossings are provided, facilities for pedestrians are still far from adequate, with few

canalising devices or traffic islands to break up the traffic flows and provide a safe refuge for pedestrians to

cross several streams of traffic. VRUs make up a substantial proportion of road accidents in urban areas and probably a high proportion in rural areas where under reporting of accidents is considered to be most

prevalent.

Planning has a profound effect upon the level of road safety and can have a major impact upon pedestrian

accidents in particular. Sensitive planning of residential areas and highway networks can ensure that through

traffic is rerouted to more suitable roads and that the right sort of environment is created for the road users likely to use each type of road. Geometric design normally seeks to ensure uniformity of alignment and

maximum levels of safety and comfort for drivers using the road, within given economic constraints.

Compromises are inevitable to achieve an acceptable solution and not all objectives can be fully met. Often, however, it is possible markedly to improve road safety characteristics at little or not extra cost, provided the

road safety implications of design features are considered at the design stage. Safety should be assessed by

consideration of appropriate checklists or audits of the design stage. Keeping in view all these factors the road

safety audits have been done in this study by ICT team comprising road safety specialist, road design engineer

and traffic engineer with safety audit experience.

2.15.2 Procedure of Safety Audits

Road safety audit is as a formal examination of an existing or future road or traffic project, or any project,

which interacts with road users, in which an independent, qualified examiner looks at the projects accident

potential and safety performance. The basis for road safety audits is the systematic application of safety

principles. Specific aims are:

• To minimize the risk of accidents occurring on the scheme, and to minimize the severity of accident that

do occur;

• To minimize the risk of accidents occurring on adjacent roads as a result of a scheme, i.e. to avoid

creating accidents elsewhere on the network:

• To recognize the importance of safety in highway design to meet the needs and perceptions of all types of road user: and to achieve a balance between needs where they may be in conflict;

• To reduce the long term costs of a scheme, bearing in mind that unsafe designs may be expensive or even

impossible to correct at a later stage; and

• To improve the awareness of safe design practices by all involved in the planning, design, construction

and maintenance of roads.

The objective was to undertake a road safety audit at final design stage for the project road to identify

locations of potential safety hazard and to suggest appropriate measures to enhance safety along the road.

In this study safety audits have been done in the following three stages

• Feasibility Stage

• Preliminary Design Stage

• Detailed Design Stage

The following background information was made available for the Road Safety Audit

• A set of drawings showing the horizontal and vertical alignment.

• Typical cross section drawings.

• A set of detail cross-section drawings.

• A set of drawings showing typical intersection layouts and design layouts at particular junctions.

• Traffic flow and composition (including non motorized vehicles)

• The design report

• All the junctions have been designed and improved as per IRC requirement.

Project Description

(lxii)

• Masting Flooring has been proposed along the incoming of side of traffic on the main highway in a length

of safe stopping sight distance. Mastic flooring treatment has been proposed for preventions of undue

eroding of pavement wearing surface due to frequent braking of the vehicles at the junction point.

• The NH project corridor is an urban road in the street lighting has been provided the urban stretches. At

junctions special lighting arrangements such as in high mast light at grade separator junction has been

proposed to provide proper visibility to the traffic during night hours.

2.16 UTILITY SHIFTING

2.16.1 Ducts Proposed for Utilities

The project road passes through continuous built-up area. Provision for utilities has made along and across the

highway.

• Longitudinal ducts are proposed on outer side parallel to the storm water drains

• Transverse ducts for crossing the utilities has been proposed with 1000 dia NP-4 pipes at an interval of 5

km c/c maximum or less as required.

Pipe culverts for utilities (Water supply)

1000mm dia NP-4 pipe culverts have been provided for crossing of water mains.

Ducts for Electric & Telephone Cable

A set of 3 nos. 200mm dia pipes has been proposed at an interval of 1.0 km in urban areas or as per requirements for crossing electrical and telephone cable

2.16.2 Utility Relocation

In widening and improvement proposal of the project road the following electric and telephone installations

are being affected which need to be shifted.

Package Chainage (km) Left side Right side Total

Electric poles Affected

I km 148.000 to 230.00 1347 1089 2436

Transformers Affected

I km 148.000 to 230.00 59 50 109

High-tension Towers Affected

I Km 148.000 to 230.00 1 8 9

Telephone Poles Affected

I Km 148.000 to 230.00 548 556 1104

Water Taps Affected

I Km 148.000 to 230.00 18 15 33

• • •

3. SOCIAL ECONOMIC PROFILE OF THE PROJECT

INFLUENCE AREA

3.1 GENERAL



(lxiii)

The objective of this chapter is to describe the socio-economic context in which the proposed road up-

gradation project is being implemented and carry out the qualitative analysis of the socio-economic impacts of

the project in this context.

In order to estimate the demand for the upgraded facility and to carry out the economic analysis of the project a good amount of economic data is needed. This data will especially be useful in establishing traffic growth

rates for forecasting future traffic. Data on past trends of growth of Net State Domestic Product (NSDP),

population, motor vehicle population, agricultural production, industrial production etc. can be particularly

useful. The relevant data is compiled in this chapter.

3.2 PROJECT DESCRIPTION

The Kannur – Kuttipuram section of the road forms the stretch under the present project study and can be

divided in three segments as district boundaries. The project road section falls under three districts of Kerala:

Kannur, Kozhikode and Malappuram and a length of 1.505 km falls under Mahe of Pondicherry state.

NH-17 originally, during British period, known as West Coast Road originates near Panvel (near Mumbai) and terminates at Edappally in Cochin. The highway passes through Goa, Mangalore, Kasaragod, Kannur,

Kozhikode, Kuttipuram and finally terminates at Edapally and joins NH-47.

NH-17 was re-organised with its ‘zero’ chainage point at Mangalore. The Mangalore – Edapally section of the

road was declared as NH in 1972 and alignment was subsequently modified in 1974. Section of NH-17

between km 18.050 to km 438.827 with a length of about 420 km falls in the State of Kerala. The road passes

through Kasaragod (km 50), Kannur (Km 155), Kozhikode (Km 245), Kuttipuram (Km 318) and finally

terminates and joins NH-47 at Edapally at km 438.827.

3.3. PROJECT INFLUENCE AREA

i) Internal with in the state

The traffic is generated from the following with in the Project Corridor.

a) The project road section falls under three districts – Kannur, Kozhikode and Mallapuram.

The road has urban development in the shape of ribbon development almost along the entire length

NH-17 serves as the major pivotal road which carries the generated traffic to other parts of the Kerala State and rest of the country.

b) Traffic from other Highways

National Highways - NH-212 and NH-213, NH-47

State Highways - SH-38, SH-36, SH-34, SH-30, SH-28 and MDRS

Cochin Port

ii) External from other states

NHAI has already developed the Golden Quadrilateral corridor of NHDP connecting the four

Metropolitan towns of Delhi, Kolkata, Mumbai and Chennai, North - South and East - West corridors.

Salem – Kochi – Cherthalai -Thiruvanthapuram sections are under development as a spur to North

South corridor. Development of NH-17 will attract more traffic from the region and will connect the

Kerala State to Karnataka Goa, Maharashtra. NH-17 also connects these states to North south corridor

at Salem through NH-47.

3.4 LAND USE AND TERRAIN

Habitation close to the road almost along the entire length of the project corridor

Religious structures

Residential, commercial, institutional, Hospitals, markets etc.

Agricultural having coconut plantation, paddy field in some reaches

The project road corridor runs through plain and rolling terrain in general except few small stretches of hilly

terrain as detailed below

3.5 DEMOGRAPHIC CHARACTERISTICS

3.5.1 Population

The population of the State as per 2001 Census was 31.8 million, which is

3.11 percent to that of the country. Rural population amounted to about 72.56 per cent. Schedule castes and

Project Description

(lxiv)

schedule tribes amounted to 10.96 per cent in the State. Table 3.1 presents the comparative demographic

profile of the state including the three districts of the project influence area.

Table 3.1: District wise Population

Sl.

No. Districts

Population 2001 Percentage

Decadal

Growth Rate

1991 – 2001

Sex Ratio

(Females

per 1,000

males)

2001

Population

Density

(per sq. km)

2001 Persons Males Females

Kasaragod 1203342 587763 615579 12.30 1047 604

Kannur 2412365 1154144 1258221 7.13 1090 813

Wayanand 786627 393397 393230 17.04 1000 369

Kozhikode 2878498 1398674 1479824 9.87 1058 1228

Malappuram 3629640 1759479 1870161 17.22 1063 1022

Palakkad 2617072 1265794 1351278 9.86 1068 584

Thrissur 2975440 1422047 1553393 8.70 1092 981

Eranakulam 3098378 1535881 1562497 9.09 1017 1050

Iddukki 1128605 566405 562200 6.96 999 252

Kottayam 1952901 964433 988468 6.76 1025 722

Alappuzha 2105349 1012572 1092777 5.21 1079 1496

Pathanamthitta 1231577 588035 643542 3.72 1094 574

Kollam 2584118 1248616 1335502 7.33 1070 1038

Thiru-

vananthapuram 3234707 1571424 1663283 9.78 1058 1476

KERALA 31838619 15468664 16369955 9.42 1058 819

3.5.2 Population Growth and Urbanization

Population of Kerala increased from 135 lakhs in 1951 to 291 lakhs in 1991 and to 318 lakhs in 2001, and its

share in the country’s population is about 3.1 per cent.

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 3.2 shows the population growth trends and urban population in Kerala.

TABLE 3.2: POPULATION GROWTH TRENDS AND URBAN POPULATION OF KERALA

Year Total

Population

Decadal

growth Rate

Urban

population

Urban Population as

percentage to total

population

1951 13,549,118 22.82 1,825,832 13.48

1961 16,903,75 24.76 2,554,141 15.11

1971 21,347,357 26.69 3,466,449 16.24

1981 25,453,680 19.24 4,471,275 18.74

1991 29,098,518 14.32 7,680,294 26.39

2001 31,841,374 9.42 8,267,135 25.96

3.6 LAND USE

Data on land use pattern of Kerala is given in Table 3.3. Out of the total geographical area of 38.8 lakh ha.,

net sown area is about 57 per cent. Forest occupies around



(lxv)

28 per cent area. The area under cultivable waste, which was 63771 hac. In 2001-02 increased to 7.5 lakh hac.

in 2002-03, which is about 1.9 percent.

Table 3.3: Land Use Pattern in Kerala

Sl.

No. Classification of Land

2000-01

ha / % age

2001-02

ha / % age

2002-03

ha / % age

1 Total Geograhpical Area 38,85,497 38,85,497 38,85,497

2 Forest 10,81,509 (27.8) 10,81,509 (27.8) 10,81,509 (27.8)

3 Land put to non agricultural uses 3,81,873 (9.8) 3,92,352 (10.1) 3,76,751 (9.7)

4 Barren and uncultivated land 29,318 (0.8) 29,728 (0.8) 29,778 (0.8)

5 Permanent pastures &Grazing land 164 (0.0) 233 (0.0) 451 (0.0)

6 Land under miscellaneous tree

crops 15,409 (0.4) 13,613 (0.4) 5,186 (0.1)

7 Cultivable waste 59,257 (1.5) 63,771 (1.6) 75,010 (1.9)

8 Fallow other than current fallow 33,988 (0.9) 34,331 (0.9) 41,762 (1.1)

9 Current fallow 77,853 (2.0) 79,270 (2.0) 70,498 (1.8)

10 Net area sown 22,061,26 (56.8) 21,90,690 (56.4) 22,04,552 (56.7)

11 Area sown more than once 8,15,556 (21.0) 8,01,562 (20.6) 8,23,671 (21.2)

12 Total cropped area 30,21,682 (77.8) 29,92,252 (77.0) 30,28,223 (77.9)

13 Cropping intensity 137 (0.0) 137 (0.0) 137 (0.0)

Source : Directorate of Economics and Statistics

3.7 STATE’S ECONOMY

The State income i.e. Net State Domestic Product (NSDP) at current prices, is

Rs 7893313 Lakhs in 2003-04, higher by 11.07 per cent than that of 2002-03. During 2003-04 the NSDP for

primary sector registered a growth of 0.38 per cent, which is very low whereas the secondary and tertiary

sectors registered a growth of 12.42 per cent and 13.91 per cent respectively. Details of NSDP are given in

Table 3.4.

Table: 3. 4 Sector wise NSDP of Kerala

(Rs. In Lakhs)

Year Primary Secondary Tertiary Total

At Constant (1993-04) Prices

2002-03 6,94,743 7,23,416 22,85,540 37,036,99

2003-04 6,79,101 7,67,474 25,27,124 39,736,99

% Change -2.25 6.09 10.57 7.29

At Current Prices

2002-03 13,13,672 15,89,161 42,035,15 71,063,68

2003-04 13,18,667 1,78,639 47,88,107 78,93,313

Percentage change 0.38 12.42 13.91 11.07

3.7.1 Sectoral Composition of State Income

The sectoral composition of the State Income has undergone considerable changes during 1993-94 to 2003-04. Over these more than 10 years, the share of primary sector has declined from 32.23 per cent in 1993-94 to

Project Description

(lxvi)

17.09 per cent in 2003-04 and that of secondary sector marginally declined from 20.32 per cent to 19.31 per

cent. Share of tertiary sector has however increased from 47.45 per cent to 63.60 per cent during the same

period. The share of Primary Sector has registered a negative annual growth of 2.25 per cent in 2003-04.

Table 3.6 (a & b) and Fig. 3.4 shows the sectoral composition of State Income and trend line of NSDP

growth.

3.7.2 The Per Capita Income

The per capita State Income at constant (1993-94) prices increased by 6.32 per cent in 2003-04 over 2002-03

and at current prices it increased by 10.07 per cent. Details of per capita income are given in Table 3.5.

Table 3.5: Per Capita Income

Year At constant (1993-94) prices At Current prices

2002-03 11,389 21,853

2003-04 12,109 24,053

Percentage change 6.32 10.07

3.7.3 Growth Trends-State Income

The compound annual growth rate of State income at constant (1993-94) prices during the decade from 1993-94 to 2003-04 was 5.24 per cent. During this period the Per capita Income grew by an annual growth rate of

4.31 per cent. The sectoral growth rates during this period for primary, secondary and tertiary sectors were –

1.23, 4.71 and 8.36 per cent respectively.



(lxvii)

Table 3.6 (a)

Project Description

(lxviii)

Table 3.6 (b)



(lxix)

Fig 3.4

NSDP at Current Price (Year 1993 - 94)

32%

20%

48%

Primary Secondary Tertiary

NSDP at Current Price (Year 2003 - 04)

17%

23%60%


NSDP at Constant Price (Year 1993 - 94)

32%

20%

48%


NSDP at Constant Price (Year 2003 - 04)

17%

19%64%


Growth of NSDP

(Constant and Current Prices)

0

2000000

4000000

6000000

8000000

1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Year

Gro

ss

Sta

te D

om

es

tic

Pro

du

ct

Constant Prices Current Prices

Project Description

(lxx)

3.8 WORK PARTICIPATION RATIO

The Table 3.7 gives the distribution of working population by economic sectors in Kerala. The total work force as per census 2001 in the State is 10.29 million, comprising full time or “main workers” (8.2 million

32.3 per cent of the total population) and marginal workers (2.05) million. The work participation rate (percent of total workers to total population) is 32.3. The project influence area accounted for 2.6 million

workers, 25 per cent of total workers in the state.

Table 3.7: Total Population, total Workers (Main + Marginal) and

Non Workers for, Kerala

Are

a

Per

son

s M

ale

s

/Fem

ale

s

Tota

l

Po

pu

lati

on

Tota

l

Work

ers

Ma

in W

ork

ers

Ma

rgin

al

Wo

rker

s

No

n-

Work

ers

Per

cen

t-ag

e W

ork

ing

Po

pu

lati

on

Kerala

Total

Persons 31,838,619 10,291,258 82,36,741 20,54,517 21,547,361 32.3

Males 15,468,664 77,90,522 64,79,350 13,11,172 76,78,142 50.4

Females 16,369,955 25,00,736 17,57,391 7,43,345 13,869,219 15.3

Rural

Persons 23,571,484 7675096 5996288 1678808 15896388 32.6

Males 11450785 5750087 4689974 1060113 5700698 50.2

Females 12120699 1925009 1306314 618695 10195690 15.9

Urban

Persons 8,266,925 26,16,162 22,40,453 3,75,709 56,50,973 31.6

Males 40,17,879 20,40,435 17,89,376 2,51,059 19,77,444 50.8

Females 42,49,256 5,75,727 4,51,077 1,24,650 36,73,529 13.5

Source: Economic Survey 2003-04

Work participation rate at the country level was 39.3 per cent in 2001. In case of the State, participation

increased from 31.4 per cent in 1991 to 32.3 percent in 2001, an increase of 0.9 per cent. Table 3.8 gives the

work participation rates for the country and the project State.

Table 3.8: Work Participation Rates (%) (WPR) in the state

Year

India Kerala

Persons Male Females Persons Male Females

1991 37.5 51.6 22.3 31.4 47.6 15.9

2001 39.3 51.9 25.7 32.3 50.4 15.3

Rural

1991 40 52.5 26.7 32.1 47.9 16.9

2001 42 52.4 31 32.6 50.2 15.9

Urban

1991 30.2 48.9 9.2 29.6 46.8 13

2001 32.2 50.9 11.6 31.6 50.8 13.5

3.8.1 Economic Classification of Workers

The percentage distribution of total workers (2001 census) by broad economic classification (4 categories) is

presented in the Table 3.9.

Table 3.9: Percentage Distribution of Total Workers by

Broad Economic Classification



(lxxi)

Classification of Workers Kerala

Cultivators 7.19

Agricultural labour 16.07

Household Industries 3.54

Others 73.19

Total 100

Total Workers 10291258

3.9 AGRICULTURE AND ALLIED ACTIVITIES

Kerala’s economy is predominantly agrarian in nature. A unique feature of the State is the predominance of

cash crops as Kerala is a major producer of coconut, rubber, pepper, cardamom, ginger, cocoa, cashew, areca

nuts, coffee and tea. Table 3.10 gives the growth of agriculture income in Kerala. It is clear from the Table that agricultural income contributes to about 13.72 per cent of the total state income in the year 2002-03. The

Table also shows that the proportion of income from the agricultural sector is declining from 1993-94 onward.

Table 3.10: Contribution of Agricultural sector to the State income in Kerala

(at 1993-1994 prices)

Years Agricultural Income*

(Rs. In Crores)

Percentage Change

over previous year

Percentage contribution to

State income

1993-94 6,256 26.23

1994-95 6,897 10.25 26.62

1995-96 6,947 0.72 25.78

1996-97 7,115 2.42 25.39

1997-98 6,777 -4.75 23.67

1998-99 6,900 1.81 22.52

1999-02 7,017 1.70 21.45

2000-01 5,448 -22.36 16.23

2001-02 5,365 -1.52 15.38

2002-03 5,068 -5.54 13.72

* Includes Livestock sector

Source: Directorate of Economics and Statistics

3.9.1 Agricultural Production

Kerala is a major producer of coconut, rubber, pepper, cardamom, ginger, cocoa, cashew, areca nuts, coffee and tea. Table 3.11 shows that Kerala contributes to about 91 per cent in the production of Rubber, and in the

production of Cardamom its contribution is about 72 per cent. Cardamom registered a negative growth of

about 22.67 per cent in 2002-03 over the year 2001-02.

Table 3.11: Production of Principal Crops

Crops

(MT)

2001-02 2002-03

Growth

Rate India Kerala

Percentage

contribution

to India's

production

Kerala

Percentage

contribution

to India's

production

Tea 8,54,000 66,090 7.74 8,26,200 65,800 7.96 -0.44

Coffee 3,00,600 66,690 22.19 2,75,275 64,425 23.40 -3.40

Project Description

(lxxii)

Rubber 6,31,400 5,80,350 91.91 6,49,435 5,94,917 91.61 2.51

Cardamom 11,365 8,380 73.74 9,000 6,480 72.00 -22.67

Source: UPSAI, Rubber Board and Directorate of Economics & Statistics

Fisheries

Kerala has a 590 km. long coastal belt, coupled with a wide network of inland water bodies. The area of the

continental shelf of the state is around 40,000 sq. kms. There are 222 fishing villages in the marine and 113

fishing villages in the inland sector.

In 1999-2000 the projected population in Kerala is 10.50 lakh (8.09 lakh marine and 2.41 lakh inland). The

total fish production is 6.68 lakh tones in 1999-2000, consisting of 5.94 marine and 0.74 inland. Fish

production increased from 3.75 lakh tones in 1988-99 to 5.94 lakh tones in 1999-2000.

Minerals

Several valuable minerals occur in many parts of the State. The beach sands in Kollam are rich in heavy

minerals like Monozite, Limenite, Rutile, Zircon and Silimanite, China Clay or Kaolin, suitable for the

manufacture of porecelain is found in many parts of the State.

3.10 INDUSTRY

3.10.1 Medium and Large Scale Industries

Table 3.12 presents the growth of industries in Kerala. The employment in factories has not increased in

proportion to the increase in the number of factories. On an average employment per factory works out to be

23.5 persons per factory.

TABLE 3.12: REGISTERED WORKING FACTORIES AND EMPLOYMENT IN THE STATE (1990-2002)

Year No. of Factories Employment

1990 12,448 3,55,550

1991 13,255 3,68,738

1992 14,608 3,75,736

1993 15,132 3,88,758

1994 15,305 3,90,260

1995 15,331 3,75,148

1996 16,434 4,05,067

1997 17,336 4,28,840

1998 17,719 4,43,841

1999 18,504 4,36,476

2000 18,544 4,38,750

2001 18,544 4,36,410

2002 18,602 4,37,340

* Revised, (p) Provisional

Source: Directorate of Economics & Statistics, Thiruvananthapuram

3.10.2 Small Scale Industries

Small-scale industries play an important role in the industrial sector of Kerala. In 2002-03 Kerala has 2.70 lakhs small-scale sector units employing about 12.16 lakhs persons and production worth Rs. 14083.72 crores

at current prices. Table 3.13 gives the performance of small-scale sector in Kerala.

Table 3.13 Performance of Small Scale Sector

Year

All India Kerala

Units

(in lakhs)

Production

(at current

prices)

Rs. Crores

Employment

(in lakhs)

Units

(in lakhs)

Production

(at current

prices)

Rs. Crores

Employment

(in lakhs)

1998-1999 30.80 5,20,650 171.58 2.00 8604.42 9.81



(lxxiii)

1999-2000 32.12 5,72,887 178.50 2.20 9770.65 10.54

2000-2001 33.70 6,39,024 185.64 2.40 10998.25 11.14

2001-2002 34.64 6,90,522 192.23 2.58 12214.38 11.73

2002-2003 35.72* 7,60,844* 200* 2.70 14083.72 12.16

*(Estimated)

Sources : India 2003-Ministry of Information & Broadcasting, GOI, SIDBI,

Directorate of Industries and Commerce.

3.11 EMPLOYMENT

Table 3.14 gives the number of persons employed in the State

Table 3. 14: Employment (Public & Private Sectors) in Kerala State

Year No. of Persons Employed

(in '000 ) in state of Kerala

1998 1,186

1999 1,210

2000 1,226

2001 1,242

2002 1,214

2003 1,220

Growth Rate 0.57

Source: Directorate of Employment

3.12 TRANSPORT NETWORK

Transport Network in Kerala consists of, 1.38 lakh kms. of roads, 1148 kms of railways, 1687 kms. of inland

waterways and 111 Statute miles of airways and 17 ports. These are the basic infrastructure facility for the development of the state economy.

3.12.1 National Highways

The National Highway network in Kerala is 1524 km. This is only 2.6 per cent of the total National

Highways in the country. There are eight National Highways in the state. Details are given in Table. 3.15.

Table 3.15: National Highways in Kerala

NH

No. NH Portion in Kerala

Length

(kms)

Single

lane (km)

Double

lane (km)

Four

lane (km)

17 Thalapadi - Edappally

(Panavel - Edappally) 421 396 25 -

212 Kozhikode - Muthanga (Kozhikode

- Mysore) 117 117 - -

213 Palakkad - Kozhikode 125 125 - -

47 Walayar - Kaliyakkavila

(Salem - Kanyakumari) 417 - 381 36

47A Kundannoor - Willington Island 6 - 6

49 Bodimettu - Kundannoor

(Kochi-Madurai) 168 168 - -

208 Kollam – Aryankavu

(Kollam - Thirumangalam) 81 81 - -

Project Description

(lxxiv)

NH

No. NH Portion in Kerala

Length

(kms)

Single

lane (km)

Double

lane (km)

Four

lane (km)

220 Kollam - Kumily (Kollam - Teni) 189 189

Total Length 1524 1076 412 36

Road Network

The road network of Kerala extended over 1.38 lakh km is about 4.2 per cent of that in the country. National

Highways in the state constitute only 2.6 per cent of the total 58112 kms of national highways in the country.

Total road length in Kerala during 2002-03, increased to 138196 kms from 125835 kms in the previous year,

registering an increase of 9.82 per cent. The roads maintained by Panchayats increased by 3.73 per cent

during 2002-03. The road density in Kerala is 3.56 kms per sq.kms, which is far above the all India average

of 0.91 km and is a reflection of the unique settlement pattern in the state. In relation to population, for every

one lakh population in Kerala, there are 434 kms of road against a corresponding value of 299 kms at national

level. The length of roads maintained by different agencies is given in

Table 3.16.

Table 3.16 Agency-wise Distribution of Road Length

Name of Department Length (km) Percentage

Panchayat 95,516 69.12

PWD (Roads & Bridges) 21,467 15.53

Municipalities 7,697 5.57

Corporation 5,853 4.24

Forest 3,771 2.73

Irrigation 1,930 1.40

PWD (NH) 1,524 1.10

Others (Railway, KSEB) 438 0.31

Total 1,38,196 100

3.12.2 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.

3.12.3 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.



(lxxv)

3.12.4 Air Transport

Passenger Traffic

Thiruvananthapuram, Kozhikode and Kochi are the three airports in Kerala. Thiruvananthapuram and Kochi

were declared as international airports. Kochi international airport is a venture of state government. Air

transport plays a major role in the development of tourism, both domestic and international. During 2002-03,

31481 flights (15324 domestic and 16157 international) were operated from all the three airports as against

28247 (15136 domestic and 13111 international) in 2001-02. There was an increase in the number of

2317116 passengers (742724 domestic and 1574392 international) were carried during the reporting period

from the three airports as against 2303817 (824652 domestic and 1479165 international) passengers in the previous year showing a marginal increase of 0.58 per cent.

Cargo Traffic

Kerala State Industrial Enterprises Ltd. runs two air cargo complexes at Thiruvananthapuram and Calicut

Airports. The company is the official export house for promotion of export house for promotion of exports as recognized by Government of India. The Company also acts as the virtual office of Agricultural and

Processes Food Products Export Development Authority (APEDA) Ministry of Commerce, Government of

India, for the Kerala State. The details of quantity/value of cargo exported and imported during 2002-03.

3.12.5 Inland Water Transport

Inland Waterways in Kerala stretches to a length of 1687 kms corresponding to 11.6 percentage of a total of

14544 kms in the country. The major stretch of canal in the State is the West Coast Canal connecting Hosdurg

in the north and Thiruvananthapuram (Poorvar) in the south, having a length of 560 kms. Agencies engaged in the development of inland waterways, which is quite important in the State are:

• Coastal shipping and Navigation Department

• State Water Transport Department

• Kerala Shipping and Inland Navigation Corporation (KSINC), Kochi.

State Water Transport Department (SWTD) renders water transport services in the waterlogged areas of the

state. The services are running at a loss. KSINC offer its services in transportation of cargo and passengers through Inland Water of Kerala and is making operational profits for the last 7 years.

The water transport service in this district is operated by KSWRC and also by private agencies.

3.13 TOURISM

Kerala is known as God’s own country and is endowed with most attractive wildlife sanctuaries, Kovalam

Sea Resort, Padmanabaswamy Temple in Thiruvananthapuram, Subarimala temple of Lord Ayyappa in

Pathanamthitta district. Thiruvananthapuram the capital city is an abode of temples, mosques and churches

etc. Backwater tourism is also fast growing in the state. The state is famous for Kathakali center,

Kalamandalam in Thrissur district.

Kerala recorded 100 percent growth in international visitor’s arrivals in the last five years. It received 2,33,000 international visitors during 2002. Domestic tourists in Kerala increased to 626 million in 2002. The

number of foreign tourist arrival to Kerala has grown from 182,000 in 1997 to 2,33,000 in 2002. Table 3.17

gives the growth of tourism in Kerala.

Table 3.17: Growth of Tourist Traffic in Kerala (1990-98)

Year

Domestic Tourist (‘000) Foreign Tourists

(‘000) Share of Kerala

(%) in Indian

Tourist Market

Earning

(Rs. crore) No.

% variation

over the year India Kerala

1990 867 + 36.62 1330 66 4.97 26.99

1991 949 + 9.52 1236 69 5.61 28.28

1992 994 + 4.76 1435 91 6.32 59.75

1993 1027 + 3.33 1443 95 6.6 105.72

Project Description

(lxxvi)

Year

Domestic Tourist (‘000) Foreign Tourists

(‘000) Share of Kerala

(%) in Indian

Tourist Market

Earning

(Rs. crore) No.

% variation

over the year India Kerala

1994 1285 25.03 1562 105 6.69 106.11

1995 3916 204.87 2124 143 6.73 158.76

1996 4403 12.45 2289 177 7.73 196.38

1997 4953 12.5 2374 182 7.68 227.33

1998 4482 (-) 9.52 2359 190 8.05 302.08

1999 4888 9.06 2482 202 8.14 416.07

2000 5011 2.52 2649 210 7.93 525.30

2001 5240 4.57 2537 209 8.24 535.00

2002 5568 6.26 2362 233 9.86 705.67

Project Influence Area

(PIA)



(lxxvii)

3.14 ECONOMIC FEATURES OF THE PROJECT INFLUENCE AREA (PIA)

Industrial developments are negligible in all the project districts, even though they have a high potential for

industries based on marine, coconut and rubber resources. Industries based on the marine products have

flourished in the coastal areas of all the districts. Rubber, copra, coconut oil, vegetables, rice, pepper etc. are

the important products.

An analysis of the socio-economic conditions of the people in the project influence area reveals that the

majority of the population is engaged for their livelihoods in the agrarian and fisheries sectors. NRIs

contributions also have a countable part in project districts economy.

THE GULF EMIGRATES IN KERALA’S ECONOMY

The global price hike of petroleum in 1973 and the consequent earnings of large revenue had accelerated a

process of industrialization and social change in the west Asian region, had accelerated process of

industrialization and social change necessitating the services of a large no of foreign workers. As a result,

workers from Kerala began to immigrate to the Gulf countries The emigration, which started with a few

thousand per year during the mid- 1970s, assumed a larger proportion during the 1980s and the 1990s. The

inflow of large amounts of Gulf remittance and spending has resulted in unprecedented economic changes since the mid-1970s in the poor and industrially under-developed economy of Kerala.

The impact of Gulf migration is not uniform through out Kerala. The impact is substantial in those areas or districts where the rate of migration is high. A group of researchers at the Center for Development Studies,

based in Thiruvananthapuram, has estimated that the migration rate, that is, emigrants per 100 households is

21% for the whole of Kerala. This indicates that from every five households in Kerala, at least one person has migrated to the Gulf.

A major impact of emigration in the labour front is the reduction of unemployment. Another change that occurred in the labour market due to the Gulf opportunities was the introduction of vocational education and

training for skills, most notably computer skills.

As a majority of the migrant households were poor, the migration has helped to reduce poverty levels in Kerala. The flow of remittance has also led to the generation of more savings in an underdeveloped economy

like that of Kerala. On the negative side, the inflow of remittances has pushed up prices of land in urban and

rural areas. Thus the inflow of a large amount of remittance and its spending has resulted in unprecedented economic changes in the state.

However, the recent development in the Gulf has led to an unprecedented return of emigrants to the state. The fall in oil prices, the recent reversionary tendencies in the Gulf countries, the stringent restrictions imposed on

migrant labour in 1996 by Saudi Arabia and Baharin in 1997 and stiff competition from migrants from other

counties have resulted in the return of a large number of emigrants. It is estimated that the total number of returnees from the gulf was 107,000 in 1996, and 79,000 in 1998. This has been reflected in the economy of

the state, which also began to experience severe recession.

According to various estimates, more than 300,000 emigrant workers returned to Kerala from the West Asian

countries between 1996 and 1998. This unprecedented return of emigrants and a dip in the flow of remittance

have created a severe economic recession in the state.

3.15 INTRODUCTION TO KANNUR, KOZHIKODE, MALAPPURAM DISTRICTS AND MAHE

REGION – THE PROJECT INFLUENCE AREA

3.15.1 Location and Area of the project affected Districts

The project road traversing through three districts Kannur, Kozhikode and Malappuram in the state of Kerala and Mahe region of Pondicherry state. The physical and socio-economic profile of the project-affected

districts will be illustrated independently in the following section.

Kannur

The Physical Features and District Profile

Project Description

(lxxviii)

Kannur district, one of the 14 districts in the state

of Kerala, came into existence as an administrative

unit on first January 1957, when the erstwhile

Malabar district and Kasaragod taluk of Madras State

were reconstituted into three revenue districts, viz; Kannur, Kozhikode and Palakkad. The town of Kannur

is the district headquarters, and gives the district its

name. The old name 'Cannanore' is the anglicised form of the Malayalum name Kannur. Kannur district

is bounded by Kasaragod district to the north and Kozhikode district to the south. In the east the district

is bounded by the Western Ghats range, which

forms the border with Karnataka state, in its districts of Kodagu and Chamarajanagar. The Arabian Sea lies

to the west.

Kannur district is known as the land of looms and lores, because of the number of looms functioning in the

district and festivals held in temples. The district is a major centre of Theyyam, a ritual dance of northern

Kerala, and small shrines known as Kayus associated with the Theyyam dot the district.

3.15.2 Area and Location

Kannur district lies between latitudes 11040' to 12

048' North and longitudes 74

052' to 76

007' East. The district

is bound by the Western Ghats in the East (Coorg district of Karnataka State), Kozhikode and Wayanad districts, in the South, Arabian Sea in the West and in the north the northern most district of Kerala,

Kasaragode.

3.15.3 Distance from Major Cities

Distance to major Cities from Kannur Kozhikode-92km, Ernakulam-310km, Thiruvananthapuram-505km, Mangalore-150km, Mumbai-1215km,

Mysore (direct)-185km, Bangalore-324km.

Bangalore: by taxi its 6 hrs drive, by bus its 8 hrs journey, Calicut: by taxi its 2.30 hrs drive, by bus its 3 hrs, by train its 2 hrs.

Mangalore: by taxi its 3.30 hrs drive, by bus its 4 hrs, by train its 3.30 hrs.

Nearest Airport: Calicut: 115km South

Mangalore: 170km North

Major Railway Station on Shornur -Mangalore line accessible to Goa and Mumbai through Konkan railway.

3.15.4 Climate and Rainfall

The district has humid climate with an oppressive hot season from March to the end of May. This is followed

by the Southwest monsoon, which continues till the end of September. October and November form the post-

monsoon or retreating monsoon season. The Northeast monsoon, which follows, extends up to the end of

February, although the rain generally ceases after December.

During the months of April and May, the mean daily maximum temperature is about 350 Celsius. Temperature

is low in December and January - about 200 Celsius. On certain days the night temperature may go down to

160 Celsius.

The annual average rainfall is 3438 mm and more than 80 per cent of it occurs during the period of South

West monsoon. The rainfall during July is very heavy and the district receives 68 per cent of the

annual rainfall during this season.

3.15.5 Communication Network

The West Coast road from Mahe to Talapady is the backbone of the road system in Kannur district. This is

part of the National Highway(NH). Thalassery – Kodagu road and the Thalassery – Mysore road are the other

important roads. The airports at Mangalore in Karnataka and Kozhikode are about 125 killometers away from Kannur.

Thalassery, Kannur and Azhikkal are the minor ports in the district. Kannur is an ancient port. The nearest all-



(lxxix)

weather sea port is Mangalore, presently in Karnataka State. The inland water transport system connecting

Perumba and Taliparamba was constructed in 1766 by the Ali Raja of Kannur. This 3.8 km long canal is

known as the Sultan's Canal. The west flowing rivers are used for navigation. The Kuppam river has 244 km

of navigable length; Valappattanam, 55 km and Anjarakandi, 23 km. The nearest airport is Kozhikode.

3.15.6 Major Crops and their Production

Majority of the population of the district are dependent directly or indirectly on agriculture for their

livelihood. The main crops grown in the district are paddy, coconut, pepper, cashew, tapioca, arecanut and

plantation crops like rubber.

Paddy occupies the largest area among annual crops. Under the high yielding variety programme, substantial

increase in paddy production has been achieved, even though the percentage of area sown under paddy is decreasing year after year, due to conversion of paddy fields to other purposes. The average yield of paddy is

recorded as 2146 kg. per hectare. Next to paddy, coconut is the most important crop in the district. Coconut is

extensively grown throughout the district. An important cash crop grown in the district is cashewnut. The district plays a unique role in its cultivation and production. The vast stretches of suitable waste lands with

low fertility status extends scope for expansion of cashew cultivation and its allied industries.

Among spices, pepper occupies an important place. Pepper is mostly grown as an intercrop with coconut,

arecanut and various fruit trees. In the hilly areas of the district, the inter-cultivation is done with rubber and cashew. Rubber is the most important industrial cash crop among the plantation crops.

About 55% of the rubber cultivation of Kannur district is in Taliparamba taluk, followed by Thalassery and Kannur taluks. The yield of rubber per hectare varies from 2000 kg to 4000 kg.

3.15.7 Minerals and Industries

The district is endowed with rich deposits of clay of which various types are mined at many places for potteries, tiles and ceramic industries. The most important areas where clay has been found are Pattuvam,

Korom, Perumba and Karivellore. Good quality kaolin occurs below the laterite capping around Pilathara and

Thaliparamba. China clay is found in abundance in Thaliparamba and Kannur taluks of Kannur district. These resources are not fully utilized in the district.

Laterite is quarried for bricks throughout the district on a small scale to meet the local demand. Extensive

quarrying is done in Kambil, Kalyassery and Cheruthazham area. Thin horizons of lignite are noted in the cliff

sections at Kannur coast, Pazhayangadi and Meenkunnu.

Beach sands containing ilmenites, monazite, Zircon, and thorianite occur along the coast, especially to the

south of Valapattanam river mouth and near Azhikode. Other minerals discovered recently are sillimanite near

Chandirukunnu, graphite near Payyavur, Manakadavu and Minor bands of iron ore near Cherukunnu Railway

Station. Many occurrences of bauxite deposits have been brought to light in the district at Madayi, Korom,

Payyavur and Pattuam near Thaliparamba. They may find use in the manufacture of refractories and cement,

as they are not of high grade.

Limeshells used for the manufacture of white cement and for industrial purposes are found in the backwaters

of Eranholi river, Dharmadampuzha, and Anjarakandi river around Thalassery and Dharmadam as well as

Valapattanam river in the east of Azhikkal ferry.

Nevertheless, Kannur is an industrially backward district in the State. There are only one major and five mini

industrial estates in the district. Keltron Complex, Mangattuparamba and Western India Plywood's,

Valappattanam are the two major industries. The Western India Plywoods is one of the biggest wood based

industrial complexes in South East Asia. The district has 12 medium-scale industries, most of which are either

cotton textile or plywood manufacturing.

Textiles, beedi and coir are the important traditional industries in the district. About one lakh people depend

on the textile industry for livelihood. The textile industry accounts for 40% of all Small Scale Industrial (SSI) units in the district. The beedi industry provides employment to about 50,000 people. Famous beedi co-

operative ‘Dinesh Beedi’ is in Kannur district. The coir industry which uses traditional technology provides

employment to about 11,000 workers.

There are 6934 small scale industrial units in the district. The district has 202 sick units which is about 9.3%

of the sick units of the state. Only 4828 units are working now. 162 industrial societies and four power loom societies are also functioning here. Kannur, Thalassery, Payyannur, Taliparamba and Edakkad have been

identified as growth centers, having potential for industrial development.

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3.15.8 Fishery

Fishery plays an important role in this district. There are 31 fish landing centers in the district, of which

Tellicherry, Kannur, Mattool, Madai, Cheruvathur, Kanhangad, Kasaragod and Manjeshwar are major centers.

Mopla Bay and Valapattanam are the two fishing harbours in the district. The annual production of fish comes

to 81000 tons. Of these the average production of oil sardines, prawns and mackerels come to 16630, 14120

and 11650 tons respectively.

3.15.9 Places of Interest

The tourism potential for Kannur district is high. The St. Angelos Fort in the Kannur Cantonment, which was

constructed in 1505, is a symbol of Portuguese architecture and attracts plenty of tourists. The Thalassery Fort

is an important tourist centre. Kannur beach and Ezhimala are known for scenic beauty. Places of historic importance, like the house of Gundert, who composed the first Malayalm- English Dictionary and the mosque

at Madayi constructed in 1124, using marble brought from Mecca attract many tourists. The tourist places in

Kannur district are briefed below

Pazhassi Gardens & Dam

37 kms. East of Kannur near Mattannur the Pazhassi dam &

reservoir offers scenic vistas. One can cruise down the river in

D.T.P.C. boats often crossing small islands inhabited by only

riverine birds. The recently built Gardens & Amusement park

is an added attraction. The Buddha’s mountain at

Pazhassi, sculptures of Pazhassi King are interesting places

to visit.

Dharmadam Island

Beside the Muzhappilangad beach 100 meters offshore

lays the Dharmadam Island surrounded by rivers and sea. A conjunction of beach & island it is a matter of

walk during lowtide. Being a Buddhist stronghold it was earlier known as Dharmapattanam.

Arakkal Palace

It’s about 2 kms from Kannur Town, steeped in History; it was the Beebi (Queen) of Arakkal, Kerala’s only

Muslim Royal family that controlled parts of the coast and even Lakshadweep.

Fort St. Angelo

Don Francisco D. Almeida, the first Portuguese Viceroy of India, build the fort in 1505 AD. The fort had a

chequered history. It changed hands to the Douche, then to the Ali Raja of Arakkal and finally to the British.

The barracks, the magazine, cannons and the ruins of a chapel are all standing testimony history on the shores

of the sea. Fort St. Angelo is a protected monument under the archaeological survey of India.

Thalassery Fort

The British arrived in Thalassery in 1683 and erected a goods shed there. They shifted their commercial

capital to Thalassery from Kozhikkode, following obstruction from the Dutch. In 1700, the British built the

Thalassery Fort on a small hill called Tiruvellapadkunnu and in 1708, it was strengthened by increasing its

height and with bastions. The fort is square structure built of laterite and is distinguished by its massive

ventilated walls and strong flanking bastions. It was here that Raider captain was imprisoned. The famous St.

John's Anglican Church is behind this fort.

Ezhimala

The Ezhimala Mountain and beach lie at the northern boundary of Kannur. Rare medical herbs (Ramayana)

with mythological significance grow on the strange seven-peaked range that is Ezhimala around 50 Kms. from

here. There is an old tower of great antiquity here: the Mount Deli lighthouse. It’s maintained by the Navy as

Naval Academy and is a restricted area. The beach sand is of a different texture and the sea is bluer than in

other areas. At the Ettikulam bay one could enjoy watching dolphins.

Madayi Mosque



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This is a beautiful ancient mosque originally built in 1124 AD by Malic Iben Dinar, a Muslim preacher. It is

believed that its founder, who came to India to spread the word of the prophet, has brought a block of white

marble in the mosque from Mecca. Near by is dilapidated fort built by Tippu Sultan: the ruler of Mysore.

Aralam wild life sanctuary

A tranquil mega sanctuary on the slopes of the Western Ghats covered with tropical and semi evergreen

forests. Herds of deer, elephants, boar and bisons are quite common. Leopards, jungle cats, various type

squirrels and rare species of birds have been found here. Around 160 species of birds have been found here.

Certain species of birds, which are considered extinct, have also been found here. It is 35 kms from Thalassery

Railway station.

Muzhappilangad Beach (15.km from Kannur and 8 K.M from Thalasseri)

Black rocks protect this long; clean beach from the currents of the deep, making it’s shallow waters a

swimmer's paradise. Perhaps this is Kerala’s only drive- in beach. Where you can drive entire length of 4 kms.

Snake Park at Parassinikkadaya

The Snake Park at Parassinikkadavu is situating 18 kms away from Kannur town. It is one of the known snake

parks in the country. The park is dedicated to the preservation and conservation of snakes, most of which are

becoming extinct gradually. There is a large collection of poisonous and non-poisonous snakes.

Mopilla Bay

Moppila Bay is a natural fishing harbour, lying near Fort St. Angelos. A sea wall projecting from the fort

separates the rough sea and inland water. The bay was famous during the Kolathiris' regime as a commercial

harbour that linked Kolathunadu with Lakshadweep and foreign countries, in imports. Today, Mopilla bay has turned into a modernised fishing harbour, developed under the Indo-Norwegian Pact.

3.16 KOZHIKODE

3.16.1 The Physical Features and District Profile

Kozhicode, formerly called Calicut was the traditional capital of Northern Kerala under the Samuthiri ruler. Kozhicode, was

the most important region of Malabar in the days gone by. Today, ancient monuments, serene beaches, historic sites,

wildlife sanctuaries, rivers, hills, a unique culture and a

warm, friendly ambience make Kozhicode a much sought after destination. The district bounded by the districts of

Kannur to the north, Wayanad to the east, and Malappuram

to the south, and by the Arabian Sea in the west. The town of Kozhikode formerly known as Calicut, is the district

headquarters. This is the third-most advanced district in Kerala.

It is 38.25% urbanized.


Kozhikode district is situated between north latitudes 11° 08’

and 11° 50’ and east longitudes 75° 30' and 76° 08'.

Topographically the district has three distinct regions - the dandy coastal belt, the rocky highlands formed by

the hilly portion of the Western Ghats and laterite midland. Of the total area of 2344 sq. km, the sandy coastal

belt is 362.85 sq. km., lateritic midlands 1343.50 sq.km., and rocky highlands 637.65 sq.km. The district has a coastal length of about 80 kms.


The district has a humid climate with a very hot season extending from March to May. The most important

rainy season is during the South West Monsoon, which sets in the first week of June and extends up to September. The North-East Monsoon extends from the second half of October through November. The

average annual rainfall is 3266 mm.

During December to march, practically no rain is received and from October onwards the temperature

gradually increase to reach the maximum in May, which is the hottest month of the year. The maximum

temperature in the month of May comes to 360 C. The highest maximum temperature recorded at Kozhikode

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was 39.40 C during 1975 and lowest temperature was 14

0 C recorded on 26

th December 1975. Humidity is very

high in the coastal region.


Kozhikode district is well connected with the state as well as the National Highways. Three National

Highways, NH-17, NH-212 and NH-213 pass through the district. The district has been possessing 198.703

kms of State highways and 379.957 kms of Major District roads as on 01.04.2000, (PWD) as shown in the

following table

Sl. No. Roads in the District Length (in Kms)

1 State Highways 198.703

2 Major District Roads 379.957

3 Other District Roads 606.088

4 Village Roads 203.180

Total Length 1387.928

3.16.5 Agriculture and Major Crops

Kozhikode district has a rich heritage in agriculture, as it was a port city famous for pepper & species trade.

Agriculture plays a major role in the district economy.

The total geographical area of the district is 2,33,330 hectares in which the net area sown is 1,63,932 hectares.

The crops like coconut; paddy, banana, tubers and other spices and tree crops are cultivated in 8 major soil

series such as Thikkoti series (18400 Ha), Nanminda series (1,20,000 Ha), Kakkodi series (4,500 Ha),

Thiruvambady series (43,700 Ha) Kunnamangalam series (6,500 Ha), Adivaram series, Menmala series

(16,800 Ha) and Periya series (9,000 Ha)

The area, production & productivity of important crops is given in the following

Table 3.18

Table: 3.18: Area, Production and Productivity of Important Crops

Crop Area (Ha) Production Productivity

Paddy 8,749 10,593 Mts. 1.2 Mt/Ha

Coconut 1,22,838 9,250 lakh nuts 43

Nuts/palm/year - - -

Pepper 15,962 2,746 Mts 17 Mt/Ha

Ginger 390 1,402 Mts 3.6 Mt/Ha

Turmeric 486 1,042 Mts 2.2 Mt/Ha

Banana 1,143 16,588 Mts 14.51 Mt/Ha

Cashew 4,371 2,781 Mts 0.63 Mt/Ha

Rubber 17,349 19,490 Mts 1.12 Mt/Ha

Cocoa 472 137 Mts 29 Mt/Ha

Arecanut 8,986 2,473 Million nuts 27 Mt/Ha

Tapioca 3,335 79,620 Mts. 23.8 Mt/Ha


Kozhikode district is rich in Gold and Iron ore deposits.

Kozhikode district represents one of the industrially advanced areas of the state, with many small-scale

industries flourishing from early days. With the close of the 19th century, a number of large-scale concerns

sprang up in the district. Some of the more important large & medium scale industries are textiles, rayon grade

pulp, soap & cosmetics, oil, wheat flour, steel products, tiles, sea food processing, allopathic medicines, etc.



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The timber industry has great influence on the economy of this district. A feature of this industry is the

concentration of units in & around Kallai. A large number of sawmills are located here. The finished timber

goods are marketed locally & are also exported.

As a corollary to the establishment of saw mills, furniture making has also sprung up in the district. There are

1031 registered forest based industrial units. All these units are concentrated at Kallai, Cheruvannur & Feroke.

The tile industry is another major industry. The tile factories are mostly concentrated at Feroke-Cheruvannur

area, which is rich in quality clay deposits. The tiles from Kozhikode are famous all over the country &

command an export market. There has also been diversification in this industry with the production of

ceramics, pottery, crockery, stoneware pipes & insulation materials.

Among other important industries, mention may be made about textiles, plywood, splints & veneers, coir,

printing & publishing, general engineering, automobiles & oil.

3.16.7 Fishery

District blessed with a coastline of 71kms. from Chaliyar to Azhiyoor, the district of Kozhikode offers

enormous natural resources for the development of fisheries. The district is abundant in brackish water area &

therefore, there is good scope for shrimp farming. Fishing is the main occupation of a large number of people

in the coastal belt. The fishing industry makes a sizeable contribution to the economy of the district. The number of active fishermen in the district is around 20,000. The major fish landing centres are Beypore,

Vellayil, Puthiyappa, Koyilandy, Vadakara & Chombala & the average annual landing is estimated to about 1

lakh metric tones. There are about 614 registered mechanized boats & 2,657 motorized country crafts, in this district.

3.16.8 Places of interest

Kozhikode offers you many places of tourist interest.

Tusharagiri (50 km from Kozhikode)

Tusharagiri is located near Vythiri in Wayanad and is famous for its trekking tracks. Trekkers start early

morning from the second waterfall and climb uphill through the pristine, dense evergreen forests populated

with exotic birds and wildlife to reach Vythiri by evening.

Mananchira Square

A new attraction in the heart of the city, Manan- chira-maidan, is

the sublimation of the concept of a planned modern city. The historic

maidan, adjacent to Manachira has been converted into an arcadia with beautiful trees and plants, artificial hill, shrubs, sculpture, an

open air theatre and above all a musical fountain. No doubt, locals and tourists seeking leisure and relief from the mad rush outside, find

shelter here. Mananchira Made and managed by the corporation of

Kozhikode.

Kirtads (7 km from Kozhikode)

This unique museum houses the tools and devices used by the ancient tribal communities of Kerala, a good library with books on Anthropology and Sociology is and added attraction.

Beypore (10 km south of Kozhikode)

Located at the mouth of the Chaliyar River, Beypore, one of the prominent ports and fishing harbours of

ancient Kerala was an important trade and maritime centre. Ancient Beypore was much sought after by merchants from Western Asia, for its shipbuilding industry. The boat-building yard here, famous for the

construction of the Uru (the Arabian trading vessel), boasts a tradition of almost 1500 years.

Pazhassirajah Museum

Situated 5 km from Kozhikode. Here exhibits of copies of ancient mural paintings, antique bronzes, old coins and models of temples and megalithic monuments are seen. The next door to the museum is the Art Gallery

and Krishna Museum, which has an excellent collection of paintings by Indian artists and wood and ivory

carvings. Open from 9.30 am - 12.30 pm, 2.30 pm - 5.30 pm, closed on Mondays.

Kappad (16 km from Kozhikode)

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This is the historic beach where the 1st European-Vasco da Gama landed on the 27th of May 1498. A

monument on the beach commemorates this historic event. The rock-studded beach is locally known as

Kappakadavu. An interesting feature of the landscape is the sprawling rock that protrudes into the sea.

3.16.9 Malappuram

The Physical Features and District Profile

Bounded by the Nilgiris hills on the East and the Arabian Sea on the west, the district of

Malappuram literally the land atop the hills, is

remarkable for its unique natural beauty. Perched

among the undulating hills and the meandering

rivers that flow to reach the coconut-fringed

seacoast, the land conceals a unique and

eventful history. Home to the khilafath

movement and the mappila revolts, which

were questioned the British authority in India,

Malappuram was the military headquarters of

the Zamorins of Kozhikode since ancient times.

The hill country also contributed much to the

cultural artistic traditions of the state. The mosques and temples of the land are known for

their spectacular festivals. The land of great poets and writers, political and religious leaders, the district has

carved a unique place of its own in the history of Kerala.

Malappuram district was formed on 16th of June 1969. The Nilgiris of Tamil Nadu in the east, Arabian sea in

the west, Kozhikode and Wayanad districts in the north and Palakkad and Thrissur districts in the South.

The district has a geographical area of 3550 Sq.Kms, which is 9.13 per cent of the total area of the state and

having 3 rd

ranks in the state.


The location of Malappuram district is 75° to 77° east longitude and 10°-to 12°-north latitude, in the geographical map. Like most of the other districts of the state, Malappuram too consists of three natural

divisions, lowland, midland and highland. The low land stretches along the seacoast, the midland in the center

and the highland region towards the east and northeastern parts. The topography of the district is highly

undulating; starting from the hilltops covered with thick forests on the east along the Nilgiris. It gradually

slopes down to the valleys and the small hills, before finally ending on the sandy flat of luxuriant coconut

groves in the west. The district has a geographical area of 3550 sq. km, with 3 rd

rank, which is 9.13 per cent

of the total area of the state.


The district has more or less the same climatic conditions prevalent else-where the state, viz, dry season from

December to February, hot season from March to May, the South West Monsoon from October to November.

The South West Monsoon is usually very heavy and nearly 75 per cent of the annual rains are received during

this season. The climate is generally hot and humid; the range of temperature varying between 300C and 20

0C.

The average annual rainfall is 290mm.


The Calicut Airport, one of the most beautifully designed airports in India, is at Karippur, 26 Kms, away from

Malappuram and 28 Kms. away from Kozhikode. It has a runway of 9377 feet with night landing facilities.

Total 140 flight services are there i.e., 70 arrivals and 70 departures. Hajj flight services were started on 15th

Jan 2002, and now the airport stands on the forefront of the internationally acclaimed airports in the world.

Two Railway lines, namely Mangalore-Madras and Nilambur-Shornur are passing through the district,

Vallikkunnu, Parappanangadi, Tanur, Tirur, Tirunnavaya and Kuttippuram (from north to South) are the

railway stations in this line. Tirur is an important station. Nilambur-Shornur railway line passes through the

eastern parts of the district. Nilambur, Vaniyambalam, Thuvur, Melattur, Pattikkad, Angadipuram and

Cherukara are the railway stations.



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The District has a good road network. The National Highway-17 enters at Idimuzhikkal in the north and runs

through Calicut University, Kottakkal, Valancherry, Kuttipuram, Thavanur, Ponnani, Puduponnani,

Veliyancode ends at Kadikkad, having a length of 82 Kms. The road proceeds to Thrissur district in the South.

The National Highway 213 enters at Iykarappadi near Ramanattukara and pass through Kondotty,

Malappuram, Perinthalmanna and ends at Karinkallathani having a length of 68 Kms. Important State Highways like Calicut-Nilambur-Gudalur road, Thrissur-Kuttippuram, Palakkad - Perinthalmanna,

Perumbilavu – Pattambi – Perinthalmanna - Nilambur road, Koilandi – Thamarasseri - Edavanna passes

through the district. Total 208.178 kms of state highway and 1220.202 kms of major district roads, 102.000 kms of other district roads and 160 kms of rural roads, provides sufficient interlink age of places.

The Chaliyar, Kadalundipuzha, Bharathapuzha rivers and their tributaries, necessitating the construction of a number of road bridges for smooth commutation, apportion the district. Kuttippuram bridge, Thutha bridge

and Pulamanthole bridge across Bharathapuzha river; bridges at Kottakadavu, Parakkadav, Thayyilakadav,

Panampuzha, Koomankallu, Nooradi, Kottilangadi, Aanakkayam, Melattur, Kalikavu, Olipram Kadavu, Koomankallu, Kuzhipram Kadavu and Panakkadu bridges across Kadalundi river; and bridges at Areekode,

Edavanna, Mampad, Vadapuram, Myladi, Karimpuzha, Koorad, kattadikadavu, Cherupuzha, Kadungallur and

Poonkudi across the Chaliyar river and its tributaries; and bridges at Edakulam, Thalakadathur, Tirur, Unniyal

Mangattiri, Ettirikkadavu across Tirur river; Thanur bridge across T.N Canal facilitate the road traffic.

Bus Services are available to all centres and rural areas in the district. Nearly hundred schedules are operated by K.S.R.T.C in main routes besides 300 long route buses passing through the district.

Total 18806 vehicles have been registered under the Motor Vehicle Department in the district during the year

2000-02. There are 155149 small and heavy vehicles in the district as on 31st March 2001.

3.16.13 Agriculture and Major Crops

Agriculture is the mainstay of the population, involving 75 per cent of the people, directly or indirectly. The main crops raised are Paddy, Coconut, Tapioca, Areca nut, Cashew nut, Banana, Rubber, Pulses, Ginger,

Pepper and Betel vine.

Here, 2.08 lakh hectares of land are available for agriculture. The vast majority of the peasants are small

landholders. 2.36 lakh hectares are holding below one hectare. Only 16,107 hectares of holdings are above 2

hectares in area.

Paddy has lost predominance among crops during the last two decades. Now coconut tops with a total area of

one lakh hectares. The annual coconut production stands at 569 million nuts. Paddy is cultivated in 31098

hectares with an annual production of 53443 tonnes. Cashew is raised in a total area of 10761 hectares with

annual production of 4968 tonnes. Rubber, a main cash crop in the district, has got coverage of 26305

hectares. Annual production is below 1,800 tonnes. An important cash crop is areca nut. It covers an area of

14883 hectares, with an average annual production of 2868 million nuts. Tapioca is cultivated in 8226

hectares with annual production of 2.41 lakh tonnes. Banana (8389 hectares) vegetables (5313 hectares) Pulse

(493 hectares) Sweet Potato (272 hectares) Oil seeds (752 hectors) Hill produces (1720 hectors) Betel vine

(448 hectares) show the crop diversity. For research and extension services in Agriculture, Technology and to

produce and provide planting materials to the farmers, a network of institutions function in the district. The

seed garden complex at Munderi, 27 Kms. from Nilambur, is said to be the biggest farm in entire Asia. The

District Agricultural farm in Chungathara, State seed farms at Thavanur, Anakkayam and Chokkad Coconut

Nursery and anti-parasite breeding stations at Parappanangadi are also functioning. A Cashew Research and

Development Center at Aanakkayam and an Agriculture Technology College at Thavanur are functioning

under the Kerala Agricultural University. At Malappuram there is a soil-testing laboratory. One principal

Agricultural Officer, 6 deputy Directors of Agriculture, 14 Block Level Assistant Directors and 99 Panchayath level Agriculture Officers are there.


Malappuram district is not rich in mineral wealth. Laterite stone is found abundantly in the midland areas. It is exploited economically for construction work and hundreds of quarries cutting laterite stone known as

Vettukallu are in operation, giving employment to thousands. It was Dr. Francis Buchanan, a Scottish scholar who named the porous rock Laterite based on the Latin term Laterites, meaning brick stone. He conducted his

studies in and around Angadipuram in 1800 A.D.

Deposits of lime shells are found in the coastal belt, mainly in ponnani and Kadalundi nagaram. The coastal sands of ponnani and Veliyancode contain heavy minerals like limonite and monosite. China clay, the

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principal raw material for porcelain industry, is found abundantly in many parts of district. Iron-ore, as

Magentite-Quartizite is found in Nilambur, Vaniyambalm, Kalikavu and Chembrassery. Karuvarakkundu in

the district derived its name from iron-ore cutting and blacksmithy, which flourished in the district from very

ancient time. Nilambur region of the district, forms part of the hidden Wayanad Goldfields Placer gold; Main

zones for auriferous gravels are in Nilambur valley, namely Pandippuzha-Chiyarpuzha zone and Punnapuzha-Maruthappuzha zone.

As on 31-03-2001 there are 11334 small industrial units with permanent registration. Out of them 21.21 per

cent are agro-based and 22.94 per cent are textile based. These units have a total investment of Rs. 176 cores

and they provide employment directly to 45200 people. Average investment per unit is Rs. 1.55 lakhs. There

are about 696 women’s industrial units and about Rs.1 core is spent annually for various industrial promotion schemes like investment subsidy, interest subsidy, self-employment assistance, etc. in the district. There are

25 medium industries of which only 11 are working which provide direct employment to 2,300 people. These

units have a total capital investment of Rs. 46 cores. Among the medium undertakings, 3 are spinning mills. There is one major industrial Estate (16

Industries and 8 mini industrial estate in the District – 51 working units.) About 1,000 persons were assisted

under PMRY scheme every year of self-employment scheme. Preliminary steps for establishing an industrial

growth centre in

250 acres bear panakkad, has been completed. Kinfra Food Park and IT Park are coming up at Kakkancherry.

A rubber based common facility centre and industrial estate established at payyanad at a cost of Rs. 1 crore is

fast growing. The estate is in an area of 15.03 acres, in which 32 plots have been given to entrepreneurs for

rubber-based units.

17 units are working. A single window counter functions at the District Industries Centre, to mitigate

problems faced by new entrepreneurs. Besides the District Industries Centre at Malappuram, 4 Taluck

industries offices 14 block extension offices are functioning.

3.16.15 Fishery

The district has 70 Kms. of Seacoast. It stretches from Kadalundi nagaram in the north to Palappetty in the

South. The Coastal belt is in Vallikkunnu, Parappanangadi, Tanur, Tanalur, Vettom, Purathur, Veliyancode,

Perumpadappu Panchayats and Ponnani Municipality. Main fishing Centres are Ponnani, Koottayi,

Parappanangadi and Tanur. High sea fish catching operations with mechanized boats are centred in Ponnani

and Parappanangadi. Ponnani is a major fisheries port with about 350 mechanized boats.

Rs. 30 crore port development project has been started in Ponnani and will be completed soon. There are

fisheries guide lights, at Ponnani and Tanur to help night fishing.

Matsyafed (Govt. Department for Helping Fishermen) has started a prawn hatchery at Veliyancode, Ponnani

Taluk in 1995 which can produce 30 million prawn seeds of tiger prawn and giant fresh water prawn annually.

A residential high school, exclusively for children of fishermen is there at Tanur under the Fisheries

Department.

Fisheries department and Matsyafed have been undertaking fishermen welfare programs. The Deputy director

of fisheries is at Ponnani and the district officer of Matsyafed is at Tirur. There are schemes to provide fishing

equipments, houses, latrines and other amenities to fishermen, there are education assistance, insurance

schemes, and financial assistance during off-season, etc. for the benefit of fishermen. A Fish Farmer

Development Agency to promote inland fishing is also functioning.

3.16.16 Places of interest

Malappuram district, with its rich natural beauty and historic past has its own tourist attractions.

Padinharekara Beach: Close to Ponnani and at the end point of the Tipu Sulthan road. It offers a breath taking view of the confluence of the river Bharathapuzha and Tirur puzha with the Arabian Sea.

Kadampuzha: In Melmuri village of Tirur taluk is situated 3 Km north of Vettichira on NH-17 connecting

Calicut and Trissur and is famous for its Bhagavathi temple said to have been set up by Jagadguru

Sankaracharya.

Thirunavaya: This ancient and famous temple on the banks of the Bharathapuzha dedicated to Lord Shiva was the traditional venue of the ritual of Mamankam an enactment of traditional martial arts by suicide squades.

Mumburam: Muslim shrine and receptacle for dead bodies of the Thangals (the religious leaders of the

malabar muslims) situated in A. R. Nagar village; is a major pilgrimage center of Muslims.



(lxxxvii)

Valiya Juma Masjid Malappuram: This is an important pilgrim centre of the Muslims of Kerala. The four-day

annual festival at the mosque (nercha) is celebrated in April. Adjoining the mosque is the mausoleum of the

Malappuram shaheeds (martys) whose brave exploits have been immortalised in the Mappila ballads.

Pazhayangadi Mosque, Kondotti (18km east of Manjeri, On the way to Malappuram): The three day long Valia

Nercha feat at this 500-year-old Muslim pilgrim centre, celebrated in February/March, is a local cultural

event.

Kottakunnu: One can see trace of an old fort at the base of the cantonment Hill. The fort was the first to be

built by the Zamorins of Kozhikode. Nearby are the Vettakkorumakan Temple and the Siva temple with the

famous murals of Malabar. DTPC has plans to develop Kottakunnu in to an attractive park and the District

Sports Council to establish a stadium nearby. There is a beautiful helipad at Kottakunnu.

Kadalundi Bird Sanctuary: Located 19kms from Kozhikode and 7kms from Beypore port, the sanctuary that is

spread over a cluster of islands covers an area surrounded by hillocks where the Kadalundipuzha flows in to

the Arabian Sea. Over a 100 varieties of native birds and over 60 varieties of migratory birds flock here.

Manjeri: The headquarters of Ernad Taluk, a place rich in history, and a witness to the vicissitudes of the

Malabar rebellion and the independence struggle; also home to the renowned Kunnathmbalam, and the Karikkad Subramania temple; now an important administrative and commercial center as well.

Adyanpara: Adyanpara lies in Kurumbalangode village of Nilambur taluk and is famous for its waterfalls and the splendour of its wooded jungles.

3.17 DEMOGRAPHIC AND SOCIO-ECONOMIC CHARACTERISTICS: KANNUR, KOZHIKODE AND

MALAPPURAM DISTRICTS

The demographic profiles with socio-economic characteristics of all the three affected districts are described

in the following section.

3.17.1 Population

The total population of Kerala stood at 3,18,38,619 as per Census of India 2001.

The project influenced district Kannur and Kozhikode accounts for 7.58 % and 9.04% of the total population

of the state respectively, while population of Malappuram accounts for 11.40% of the total population of the

state. The detail of population of project influenced districts and state are given in the Table 3.19

Table 3.19: Distribution of Population (2001) in Project Influence District

Sl. No Project affected

State / Districts

Population

Male Female Total

1. KERALA 15468664 16369955 31838619

2. Kannur 1154144 1258221 2412365

3. Kozhikode 1398674 1479824 2878498

4. Malappuram 1759479 1870161 3629640

Source: Census of India, 2001

Project Description

(lxxxviii)

3.17.2 Population Density

Density of population of Kerala has increased significantly in the last one decade and this also gets reflected in the population density data of all the affected districts.

It can be traced from the 1991 figures that the population density of the all the districts was considerably

higher than the state figure. Thus, the figures have also shown an increasing trend in the last one-decade and

the population density of all the three districts are much higher than the state data in 2001.The details are

summarized in Table 3.20.

Table 3.20: Density of Population

Sl. No. Project affected State / Districts Population Density

1991 2001

1 Kerala 749 819

2 Kannur 759 813

3 Kozhikode 1118 1228

4 Malappuram 872 1022


3.17.3 Decadal Growth Rate of Population

The decadal growth rate of Kerala has decreased since the last census in 1991. Similarly the growth rate of the

affected districts also shows a significantly decreasing trend. The state has registered a growth rate of 14.32 %

in 1991 census whereas it has decreased to 9.425 in the 2001 census. The decadal growth rate of population in

the affected districts during 1991-2001 is given in the Table 3.21

Table 3.21: Decadal Growth Rate of Population

Sl. No State/Union territory/District Decadal growth rate

1981-1991 1991-2001

1. Kerala 14.32 9.42

2. Kannur 16.63 7.13

3. Kozhikode 16.69 9.87

4. Malappuram 28.87 17.22


3.17.4 Sex Ratio and Gender Gap in Project Influence Area

The sex ratio (i.e., the number of females per thousand males) in the state is very high, even higher that the

national level sex ratio. In 1991 census the number of female was 1036 per thousand male and this has even

increased to 1058 per thousand male in 2001 census.

The sex ratio of Kannur and Malappuram district even exceeds the sex ratio of the state (1090 and 1063 respectively) whereas the Kozhikode districts matches the figure of the state. The sex ratio and gender gap is

given in Table 3.22.

Table 3.22: Sex Ratio in the Project Influenced Area

Sl. No State/Union

territory/District

Sex Ratio

1991 2001

1. KERALA 1036 1058



(lxxxix)

2. Kannur 1049 1090

3. Kozhikode 1027 1058

4. Malappuram 1053 1063


3.17.5 SC/ST Population

The percentage of SC/ST population in comparison to total population of Kerala as of 1st March 2001 is described in the results of the Census of India 2001. The detail of SC/ST population of project influenced

district and state are given in Table 3.23

Table 3.23: Distribution of Population (2001) in Project Influence District

State Category Schedule Caste Schedule Tribe

Male Female Total Male Female Total

Kerala

Total 1525114 1598827 3123941 180169 184020 364189

Rural 1247537 1306188 2553725 173267 176752 350019

Urban 277577 292639 570216 6902 7268 14170

Kannur

Total 48275 50716 98991 9793 10176 19969

Rural 25693 26749 52442 9501 9916 19417

Urban 22582 23967 46549 292 260 552

Kozhikode

Total 98386 102597 200983 2924 3016 5940

Rural 69531 72081 141612 2652 2761 5413

Urban 28855 30516 59371 272 255 527

Malappuram

Total 140535 144907 285442 5996 6271 12267

Rural 128114 132087 260201 5867 6176 12043

Urban 12421 12820 25241 129 95 224


3.17.6 Literacy Rate in Project Influence Area

The Literacy rate of the state is very high (90.9%). The data also shows that the female literacy rate (87.7%) is

also at par with the literacy rate of the male (94.2%). The same trend is shown in the literacy level of the

affected districts. The details of literacy are shown in the Table 3.24. Further, the number of literates and the

illiterates are shown in Table 3.25.

Table 3.24: Literacy Rate in the Project Influence Area

State/Union

territory/District

LITERACY RATE IN PERCENTAGE

Males Females Total

KERALA 94.2 87.7 90.9

Kannur 96.1 89.4 92.6

Kozhikode 96.1 88.6 92.2

Malappuram 93.2 86.3 89.6

Project Description

(xc)


Table 3.25: Number of Literates and Illiterates in the State and the Affected Districts

State Category Literate Illiterate

Male Female Total Male Female Total

Kerala

Total 12753602 12732086 25485688 2715012 3640674 6355686

Rural 9357640 9295729 18653369 2093642 2827438 4921080

Urban 3395962 3436357 6832319 621370 813236 1434606

Kannur

Total 971065 1000338 1971403 181752 255801 437553

Rural 481194 477220 958414 97350 140294 237644

Urban 489871 523118 1012989 84402 115507 199909

Kozhikode

Total 1174611 1160831 2335442 224747 318942 543689

Rural 723429 707812 1431241 140203 206530 346733

Urban 451182 453019 904201 84544 112412 196956

Malappuram

Total 1373688 1380821 2754509 380888 490074 870962

Rural 1236428 1241432 2477860 345366 446075 791441

Urban 137260 139389 276649 35522 43999 79521

3.17.7 Work Forces in the Project Area

The number of work forces in different categories in the project-affected districts in comparison to state is

summarized in Table 3.26.

Table 3.26: Number of Workers in the Project Affected Area

Sta

te

Cate

gory

Pop

ula

tion

Tota

l

Pop

ula

tion

Tota

l

Work

ers

Main

Work

ers

Marg

inal

Work

ers

Non

-

Work

ers

Kerala

Total

Persons 31841374 10283887 8236973 2046914 21557487

Males 15468614 7765645 6460693 1304952 7702969

Females 16372760 2518242 1776280 741962 13854518

Rural

Persons 23574449 7671110 5998150 1672960 15903339

Males 11451282 5732387 4677067 1055320 5718895

Females 12123167 1938723 1321083 617640 10184444

Urban

Persons 8266925 2612777 2238823 373954 5654148

Males 4017332 2033258 1783626 249632 1984074

Females 4249593 579519 455197 124322 3670074

Kannur

Total

Persons 2408956 767197 626876 140321 1641759

Males 1152817 575591 493877 81714 577226

Females 1256139 191606 132999 58607 1064533

Rural

Persons 1196058 406117 313219 92898 789941

Males 578544 296380 243920 52460 282164

Females 617514 109737 69299 40438 507777



(xci)

Sta

te

Cate

gory

Pop

ula

tion

Tota

l

Pop

ula

tion

Tota

l

Work

ers

Main

Work

ers

Margin

al

Work

ers

Non

-

Work

ers

Urban

Persons 1212898 361080 313657 47423 851818

Males 574273 279211 249957 29254 295062

Females 638625 81869 63700 18169 556756

Kozhikode

Total

Persons 2879131 802900 630836 172064 2076231

Males 1399358 680944 550274 130670 718414

Females 1479773 121956 80562 41394 1357817

Rural

Persons 1777974 486748 361859 124889 1291226

Males 863632 409032 315877 93155 454600

Females 914342 77716 45982 31734 836626

Urban

Persons 1101157 316152 268977 47175 785005

Males 535726 271912 234397 37515 263814

Females 565431 44240 34580 9660 521191

Malappuram

Total

Persons 3625471 874476 691848 182628 2750995

Males 1754576 750343 611558 138785 1004233

Females 1870895 124133 80290 43843 1746762

Rural

Persons 3269301 787763 618942 168821 2481538

Males 1581794 675275 547407 127868 906519

Females 1687507 112488 71535 40953 1575019

Urban

Persons 356170 86713 72906 13807 269457

Males 172782 75068 64151 10917 97714

Females 183388 11645 8755 2890 171743


Project Description

(xcii)

3.17.8 Distribution of Work Force

The number of working population in different Sector is summarized in the Table 3.27. The majority of

working population is engaged as agricultural Labourers in complete project districts and state. The cultivators

are concentrated in the rural areas.

Table 3.27: Distribution of Work Force

Sta

te/

Dis

tric

ts

Cate

gory

Pop

ula

tion

Tota

l

Work

ers

Cu

ltiv

ato

rs

Agri

cult

ura

l

lab

ou

rers

Ho

use

hold

Ind

ust

ry

Work

ers

Oth

er

Work

ers

Kerala

Total

Persons 10283887 724155 1620851 369667 7569214

Males 7765645 602038 1078354 191637 5893616

Females 2518242 122117 542497 178030 1675598

Rural

Persons 7671110 693986 1507081 275387 5194656

Males 5732387 577726 1003265 136471 4014925

Females 1938723 116260 503816 138916 1179731

Urban

Persons 2612777 30169 113770 94280 2374558

Males 2033258 24312 75089 55166 1878691

Females 579519 5857 38681 39114 495867

Kannur

Total

Persons 767197 45924 101681 19243 600349

Males 575591 33476 59470 10767 471878

Females 191606 12448 42211 8476 128471

Rural

Persons 406117 40923 78024 7417 279753

Males 296380 30255 45986 3840 216299

Females 109737 10668 32038 3577 63454

Urban

Persons 361080 5001 23657 11826 320596

Males 279211 3221 13484 6927 255579

Females 81869 1780 10173 4899 65017

Kozhikode

Total

Persons 802900 27889 66066 15734 693211

Males 680944 23876 52990 10800 593278

Females 121956 4013 13076 4934 99933

Rural

Persons 486748 25651 58442 9539 393116

Males 409032 21948 46229 6166 334689

Females 77716 3703 12213 3373 58427

Urban

Persons 316152 2238 7624 6195 300095

Males 271912 1928 6761 4634 258589

Females 44240 310 863 1561 41506

Malappuram

Total

Persons 874476 57388 155747 17612 643729

Males 750343 51352 121589 12666 564736

Females 124133 6036 34158 4946 78993

Rural

Persons 787763 55272 148663 16045 567783

Males 675275 49391 115836 11522 498526

Females 112488 5881 32827 4523 69257

Urban

Persons 86713 2116 7084 1567 75946

Males 75068 1961 5753 1144 66210

Females 11645 155 1331 423 9736

Source: Census of India, 2001 Human Environment

3.18 MAHE REGION

3.18.1 Location and Geographical Features:



(xciii)

The location of Mahe region is between 11o 42' & 11

o 43' North and between 75

o 31' & 75

o 33' East latitude,

in the geographical map. Mahe is a tiny point in the geographical map of Kerala, the million earner for the

distant Pondicherry Government, 630 kms away from Pondicherry. In this former small French town, which

covers an area of 9 Sq. kms, over 36,000 inhabitants live in peace. This petit French town is situated on the

West Coast of Indian Peninsula, just between Kannur and Kozhikode districts, 24 kilometers from Kannur, 64 kilometers from Kozhikode in Kerala state and is a busy trade centre. This region is entirely rain-fed and is

covered by typical red laterite soil of Malabar. There is no forest area in the region. Mahe is bounded on the

southwest by the Arabian Sea, on the north by river Ponniyar (Moolakadavu) and on the other sides by a stretch of calcareous hills of medium height, which are linked to the ghats by a series of wooded hillocks.

Mahe and Ponniyar (Moolakadavu) are the main rivers of the region. The River Mahe forms the northern

boundary of Mahe town separating it from the enclaves

of kallayi and naluthara on the north.The region, at present comprises of 1 taluk and equal number of

Community Development Blocks. It has 4 towns, and

there is no village in this region.

3.18.2 Languages

Main languages spoken in the region are Malayalam, Tamil and Telugu

3.18.3 Transport And Communication

Mahe is well connected by road with all the major towns

in Kerala & Tamilnadu State. The distance from Pondicherry to Mahe by Road is 650 Kms and travel time is 13 to 15 hrs. Mahe is 64 Kms from Calicut (Kozhicode) of Kerala state.

Public Transport: Many town buses are in operation in this region. Many buses with registration of

Pondicherry union territory, Kerala and Tamilnadu state are plying in this region and Long distance buses operated by Pondicherry Goverment, Tamilnadu government and Kerala Government (KSRTC) pass through

this place. Government owned bus services like Pondicherry Tourism Development Corporation (PTDC) also

run long distance bus services between Mahe and Pondicherry.

Local Transport: City bus services are available to all places of tourist interest. Tourist taxis and auto-

rickshaws are also available here.

Airport: Nearest Airport is situated in malappuram district of Kerala State, which is 26.5 kms from Calicut

(Kozhicode) city in Kerala State and 90 Kms from Mahe. The distance between Mahe and Calicut by road is 64 Kms only. Flights are being operated from Calicut (Kozhikode) to the Gulf countries.

3.18.4 Tourist Places

Marianne

Marianne is an imaginary character like Bharath Matha. It was established by the French to mark the 100th

anniversary of the French revolution in 1789.

The history of Mahe begins here. Literally, statue of Marianne is one of the proudest symbols of French revolution. The slogan Liberty, Equality and Fraternity are enshrined on the statue, in French. It was from here

that the freedom struggle of Mahe gathered momentum. When the freedom struggle of Mahe was at its peak,

it was smashed out and thrown into the sea. Then as repentance they took it out again from the sea and erected

it on the pathar which is now a well maintained park in the name of great poet Tagore.

On every July 14th the French Nationals in Mahe assemble under this status and salute it with great pride. For

the people of Mahe, Marrianne is not just a symbol of French, but part and parcel of their own life.

Government House

Fine examples of french architecture built by the French in 1855. The Head Quarters office of Mahe

Administration is housed in it. A walk along the mini forest at the backside of the Government House will

take you to the most beautiful viewpoint in Mahe. The Arabian Sea, the coastline with golden sand, the

greenish Mayyazhi Puzha, coconut grooves fully hiding the houses, the emerald Dharmadam Island - all this

and more can be seen from this point.

Project Description

(xciv)

There is a tall flag mast and a Lighthouse, which serves as guide for the ships, merchants and Navy, which

anchor of the coast. You may also see the remnants of a fort constructed by the French. One could also enjoy

the true grandam of sunset.

Mahe Boat House, Manjakkal

Mahe boathouse is located about one and half Kms (1½) away from the Government House on the Mahe

River. Speedboats, Pedal boats and Kayak boats are available.

3.19 DEMOGRAPHIC FEATURES

As a bounded place by Kerala state Mahe region enjoying all the social and demographical standers which

Kerala has been possessing; so that its demographic profile is very similar to Kerala state but because of the

administrative matters the density of population is quit high to comparing with Kerala demographic features

illustrating in Table: 3.28

Table 3.28: Demographic Features

Sl.

No. Features Kerala Kannur Kozhikode Malappuram Mahe

1 Area (km2) 38,863 2,966 2,344 3,550 9

2 Total Population 3,18,38,619 2,412,365 2,878,498 3,629,640 36,823

3 Population

density per km2

819 813 1,228 1,022 4091

4 Sex Ratio 1058 1,090 1,058 1,063 1147

7 Literacy Male 94.2% 96.13 93.25% 85.19%

8 Literacy Female 87.8% 89.40 86.26% 84.47%

10 Scheduled Cast

Population

9.8% 0.33%

11 Scheduled Tribe

Population

1.1% 19,969 5,940 12,267 Nil

Source: Official Web site of Mahe

.

3.19.1 Agriculture

Population Since this region is adjacent to Kerala on the Malabar Coast; the region is covered by typical red

laterite soil of Malabar. Paddy is cultivated only in a few Patches. The number of crops raised is three. Two of which are of short duration and one of long duration. Tapioca, banana, arecanut, pepper, coconut, etc. are

grown in this region widely. The extent of wetland is limited and is entirely rain fed.

Animal Husbandry

Prior to merger, there was no regular system of dealing with livestock services. However, after merger,

livestock services in this sector had been established by the administration. The diseases mainly prevalent among the goats in Mahe are Mastitis (wet gangrene), retained placenta etc. Bovine and canine are the same

as in other regions. Fowl-pox cocceidiosis, paralysis etc., are prevalent here. The non-communicable diseases

are dyspepsia, enteritis, bronchitis, bloat, urinary calculi, etc. The veterinary units attend to these effectively. An artificial insemination centre and poultry farm also exists here to cater to the needs of the livestock. There

are no lands suitable for fodder cultivation in this region. Riverbeds are generally used as grazing centers.

Cattle shows are conducted annually and this provides incentive for those who rear good quality cattle.

3.20 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



(xcv)

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.

• • •

5. PRELIMINARY ENVIRONMENTAL IMPACT ASSESSMENT

5.1 INTRODUCTION

Good surface connectivity is important for all developing countries to ensure a reasonable rate of economic

growth as well as to bring down the existing imbalance in the stages of economic development amongst

different regions of the vast country like India. The need for faster growth in the economic and social sectors

has propelled the Government of India to invest liberally in infrastructure development program and

strengthening the road network of the country has got a focus. There is a realization that improved

connectivity goes a long way in integrating the markets in the country and providing a level playing field for

the manufacturers and producers located in different regions.

The present project covers the stretch of the NH 17 between Kannur and Kuttipuram. The project road starts

off at km148.000 in Kannur district and terminates at Kuttipuram

(km 318.00) in the district of Mallapuram. It traverses through four districts like Kannur, Mahe, Kozhikode

and Mallapuram. Mahe is in Pondicherry while the other three districts are in Kerala. The noteworthy feature of the project road is the fact that this dates back to the colonial days.

The project road has been divided into two Packages - Package-I (km 148.000 to km 230.000)

Package-II (km 230.000 to km 318.000)

The environment clearance is done by the competent authority for the entire project not as per construction

packages and therefore the environmental study has been described for the entire project.

5.2 DESCRIPTION OF THE PROJECT

The project starts off from Valapattanam bridge at 148.000km in Kannur district and after traversing through

the districts of Mahe, Kozhikode, terminates at Kuttipuram in the district of Mallapuram. The project passes

through the settlements of Kannur, Edakkad, Thalassery, Mahe, Vadakara, Koilandy, Thiruvangoor, Kozhikode, Feroke, Rananthkara, Irumpu Chola, Kottakkal, Vattapara, Valancherry and Kuttipuram.

The existing right of way varies between 8.70m and 40.30m. the road in general has

2-lane carriageways with paved shoulders as well as earthen shoulder and the total carriageway ranges

between 5.00m and 10m.

The road has nine railway crossings of which 4 have ROBs and 3 others are under construction. Other two

crossings have level crossing. In the improvement proposal of these 9 level crossing, 7 nos. are being avoided

and one crossing is added. The two existing ones have ROBs and parallel ROBs are needed. The additional

crossing will require a 4 lane ROBs. The project road has 25 existing bridges of which 10 are major. 368

culverts dot the existing alignment.

Improvement proposals of the existing 2-lane road have the following features:

Strengthening of the existing 2-lane carriageway

Construction of two additional lane carriageway

Construction of new flexible pavement along the existing 2-lane carriageway

Construction of new 4-lane carriages for bypasses and realigned stretches

Provision of service roads and medians

Construction of 2-additional lane bridges by the side of the existing bridges

Construction of 18 new bridges on the proposed bypasses

Project Description

(xcvi)

95 culverts have been proposed to be retained and extended; 262 new culverts will be constructed on the

stretches of the bypasses and existing road stretches on entire project road and 315 nos. H. P. culverts

have been provided on junctions.

To avoid congested settlements 6 bypasses have been proposed and these are Kannur, Thalassery-Mahe, Koilandy, Kozhikode, Kottakkal, and Valanchery

Road side amenities like bus shelters. Trauma and first-aid centers, food plazas and break journey points have

been provided

10 pedestrian underpasses and 25 pedestrian cum vehicular underpasses will be put in place with facilities for

use by physically handicapped persons and one overpass.

5.3 METHODOLOGY

Environmental Impact Assessment is the process in which environmental factors are integrated into the

project planning and decision-making so as to achieve ecologically sustainable development. Best practice

EIA tries to identify environmental risks, lessens conflict by community participation, and minimizes adverse environmental effects. This has to consider all environmental parameters that are likely to be impacted by a

project. Such parameters may be bio-physical, socio-economical or cultural. The entire exercise goes through

the stages of screening, scoping, baseline survey, analysis of alternatives, identification and assessment of impacts. Suggesting mitigation measures for mitigation of adverse impacts at different stages of the project

like the design phase, construction phase and the operation phase through development of EMP is also a part

of this process. The EMP also recommends enhancement measures in specific areas.

The Environmental Monitoring Program has been developed to monitor implementation of mitigation

measures on ground and provides detailed time schedule and duration of monitoring measures. A budget also

has been developed to take care of the costs of mitigation, enhancement and monitoring of environmental

parameters.

The consultation process established for the project has employed a range of formal and informal

consultative tools including interview survey, Focus Group Discussions (FGDs), on-site consultation

and meetings. The enactment of the participation and consultations with the stakeholders was done

at various levels throughout the project preparation stage. District Level consultation was carried out

involving the officers of the Forest Department, Agriculture Department, the State Pollution Control

Board, Irrigation and Waterways Department etc Village level consultations were held in rural,

suburban and urban areas along the corridor of impact of the project road to inform people about the

purpose and preliminary design of the project. Such consultations provided a means to get the

opinion of the people and their issues of concern. Village/local level consultations were held at

different locations. The consultation sessions have been proposed to be continued during the

implementation and monitoring stages of the project.

5.4 REGULATORY FRAMEWORK

The proposed rehabilitation and up gradation of the NH17 between km 180.00 at Kannur and

km318.00 at Kuttipuram has the following features:

The land acquisition along the existing alignment and 6 proposed bypasses is substantial.

Small stretches of the road pass through municipalities and rural areas included in CRZII and CRZ

III in the notification on Coastal Regulation Zones of Kerala

The construction of bridges on rivers and backwaters may impact some mangrove vegetation along

such water bodies

In this context, the project will require environment clearance from the MOEF, GOI. The procedure

will involve conduction of public hearing by the State Pollution Control Board of the State

Government of Kerala. The road being located in the coastal region of the state, the State Pollution

Control Board may like to have a CRZ clearance report from the Coastal Management Authority of

the State. This Authority will require a CRZ status report from one of their approved agencies for

issue of the clearance as applied for by the Proponent.

Tree felling will require the prior approval of the Department of Forests. Prior to grant of such

permission a joint verification of trees between the proponent organization and the Department of



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Forests is a requirement. Compensatory plantation has to be undertaken as per proposal drawn up by

the State Forest Department.

5.5 ENVIRONMENTAL SETTING

5.5.1 Physical Resources

Rainfall

The region receives rainfall during the southwest monsoon that sets in the first week of June and

extends till September. The North-East monsoon prevails during the period of mid-October to

November. Kannur, Kozhikode districts receive annual average rainfall of 3438mm and 3266mm;

Mahe and Mallapuram receive annual rainfall of 3387 mm and 2900mm respectively.

Temperature

The region has an oppressive hot season extending between March and May. The mean daily

maximum temperature is about 35 degree Celsius. A low temperature of about 20 degree Celsius

prevail for some days during the months of December and January.

Humidity

Humidity in the study area is generally high. The relative humidity varies between 77% to 94% in

Kannur and 73% to 94% in Kozhikode. During the drier period of December-March the relative

humidity varies between 70% and 75%.

Windspeed

Wind direction changes from North-East in the hours of the morning to west in the afternoon. During

the South-West monsoon between June and September the wind blows predominantly in the south-

west. Average wind speed in Kannur varies between 2.1 km and 3.3 km per hour.

Topography

The topography of the entire section of the project corridor is open, plain in general and rolling in

stretches. The sandy coastal lowlands are comparatively narrow.

Geology, Rocks and Soil

Geological rock formations include a variety ranging from the Archeans to the recent. Archeans

occupy the midland and highland regions of the district having representations of rock-types like

charnockites, and hornblende- biotite gneiss. laterite, alluvium, lime shells, lignified woods etc cover

the remaining portion of the coastal area.

Soils in the area of influence are represented by redsoil, coastal alluvial soil, riverine alluvial soil,

acidic saline soil and black soil.

Water resources

The project corridor is rich in water resources. Rivers, backwaters, canals and other water bodies

occur in the project corridor.5 major rivers include the Valapattanam river, the Kattampally, Koyar,

Parapuzzah and Bharatpuzzah. Morad backwaters also come in the corridor. 12 irrigation canals are

present along the road. Other streams coming along the project include Anjarkandi, Dharmadam,

Eranjolipuzah, Kuttiary , Kallai, Arapuzah and Kadalundipuzah. All these rivers and streams

originate from the western slopes of the Western Ghats and flow westwards into the Arabian Sea.

Water Quality

Six locations have been selected for monitoring of water quality and these include locations for both

surface and ground water. Surface water locations include river waters and backwaters. People

Project Description

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consulted generally did not have any complaints about water quality. But they were not sure about

the quality of backwaters.

Air Quality

Air quality will be monitored at six selected locations in the complete section packages-I & II. The

monitoring stations are to be representative of rural, commercial and residential areas. People

consulted felt that that air quality along the road stretch is generally good.

Noise quality

Six locations have been fixed for noise level monitoring and these included samples from

residential, rural and commercial areas. People perceive that noise quality has problems in

settlement and commercial areas particularly during the hours of the day.

5.5.2 Ecological Resources

Flora

The major ecological component in the project corridor is represented by the roadside vegetation all

along the stretch varying in densities and composition. The girth class distribution also indicates that

there is considerable difference in distribution of age classes. These are primarily broad-leaved

species and include Cocos nucifera, Areca catechu, Anacardium occidentale, Acacia

auriculiformes, Tamarindus indica, Cassia spp., Delonix regia,Terminalia catappa, Azadirachta

indica, Swietenia spp. Artocarpus integrifolia etc. This vegetation not only provides shade but also

provide fruits, flowers, fuelwood and small timber for the roadside communities.

The corridor along the proposed bypasses has a much larger number of trees most of which are fruit-

bearing and these include Cocos nucifera, Areca catechu, Artocarpus integrifolia, and Mangifera

indica. Some mangrove vegetation occurs along the banks of backwaters and major rivers. Mangrove

vegetation has representation of species like Avicennia spp., Sonneratia spp. and Rhizophora spp.

The Institute of Ocean Management has identified some ecologically important mangrove areas in

Kannur of these three such areas at Dharmadam- Edakkad, Dharmadam Puzha& Anjrakandipuzah

and Valapattanam estuary come within the indirect area area of influence. These mangrove

vegetation have species like Avicennia marina, Rhizophora mucronata, Excoecaria agallocha,

Acrostichum aureum, Acanthus illicifolius and Cerebra manghas.

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. Phytoplanktons are represented by

blue green algae, green algae, diatoms, dinoflagellates etc.

Some reserved forests/ vested forests of Kannur Forest Division will fall in the indirect area of

influence of the project.

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. Fish fauna of the backwaters and fresh water include Oil sardines, Sole, Silverbellies, Catfish,

Seer, Mackaeral, Pomphret, Ribbonfish, Skates, Whalebait, Chirocentrus, prawns etc. Some of the

dominant fishes recorde in the mangrove areas are of Mugil cephalus, Mugil cunn parsia, Lates

calcarifer, Chanos chanos Etroplus suratensis, Tachysurs spp. etc.

Common wetland birds and birds of the rural, semi-urban and urban areas are also components of the

faunal assemblage. Snakes, rodents, frogs , mongooses, civets etc are also found along the project

corridor.

5.5.3 Cultural, Historical and Archaeological Resources

Some important historical and archaeological resources occur in the project area of influence. These include Arakkal Museum in

Kannur town, Kunhalli Maraikkar Memorial near km 203.00 located 3 km away from the project road. Kappad beach in

Kozhikode. It has a memorial erected to mark the landing of Vasco-de-gama in 1498. Kadampuzzah temple located 2km away



(xcix)

from the project road near km 302.70 is an important cultural resource for the local community. Thalassery Fort is located 150

metres away from the existing alignment at Thalassery town.

Approximately 83 religious structures like temples, mosques and churches come along the project

road.

5.6 PUBLIC CONSULTATION

The importance of early communication with the stakeholders during environmental assessment can

hardly be overemphasized. The stakeholders can provide pools of information into the process,

regarding concerns to be recognized, considered or to be reflected. In this context, public

consultation was carried out during the study period as an integral part of environmental assessment

process to assess the people’s reaction to the proposed project, and to solicit views of stakeholders,

which could be incorporated in the project design. Such consultation was also intended to generate a

sense of belonging and involvement amongst the stakeholders.

Public consultation revealed that the communities use the road extensively for a variety of purpose. So local

people in the immediate neighborhood have an interest in widening of the road but they had some reservation

in case this results in excessive dislocation of people and properties.. One of the major decisions taken from

consultations was to avoid some congested settlements by bypasses. Other issues like compensation, drainage

problem, safety, impact on roadside vegetation, compensatory plantations and impact water bodies etc. raised

by people during consultations have been taken into consideration while devising mitigation measures.

5.7 ANALYSIS OF ALTERNATIVES

There has been a conscious decision to stick to the existing alignment wherever possible causing minimal

social concern while undertaking the proposed rehabilitation and upgradation work. To reduce damages to

roadside vegetation and to keep down the level of dislocation of people and properties the option of concentric

and eccentric widening was exercised all along the alignment. Six bypasses have been proposed to avoid

congested settlements and areas prone to accidents. The proposed bypasses have been aligned involving

minimal dislocation of assets and properties. Analysis of alternatives for the existing alignment has been

carried out qualitatively for scenarios ‘With the project’ and ‘Without the project’. Analysis of alternatives

has also been done for bypasses.

5.8 ASSESSMENT OF ENVIRONMENTAL IMPACTS

5.8.1 Land and Physiography

The road stretch passes through an open, plain and rolling topography. The land acquisition also has been kept

at minimum on the existing alignment Substantial land acquisition is involved in six bypasses. There will be

no high embankments except at bridge approach locations. The borrow pits will be restored before

decommissioning. The identified quarries will however be poorer in resources after meeting the requirement

of aggregates and broken metals of different specification. Thus there will be only low level impact on land

and physiograhy. Whatever be the level of impact, such impacts will be permanent and irreversible.

5.8.2 Climate

No major impact on any of the climatic parameters is anticipated. There may however be minor temperature

changes in stretches wherefrom dense roadside vegetation will get removed. This will be local and felt by

people living close by, pedestrians and slow-moving traffic using these stretches. The removal of a very large

number of trees from the areas through which the bypasses have been aligned will also impact microclimate.

This impact will be mid-term, and reversible.

5.8.3 Air, and Noise Quality

Air quality will surely be impacted during the pre-construction and the construction phase. SPM and RPM

will be a major concern particularly in areas of congested settlements and busy junctions. This is likely to

worsen during the construction phase and this is attributable to operation of the construction machinery and

the vehicular traffic. Some congested towns have been bypassed. These locations will get relief from high noise level. Some sensitive receptors will require to be protected from disturbing noise level through provision

of temporary improvised sound barriers or permanent sound barriers. Impacts of air pollution along most of

the stretch of the proposed road will be moderate to low because the project road traverses a region close to

Project Description

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the sea. Air quality and noise quality are likely to improve during the initial years of commissioning of the

road because of larger paved surfaces and smoother riding quality resulting in less fuel consumption of the

vehicular traffic. This amelioration may however be negated over the years through neglect of road

maintenance and rise in traffic density. Noise level attenuation may also be achieved through successful

establishment of compensatory plantation along the project corridor over a much larger area in a few years after decommissioning.

5.8.4 Water Resources

The project corridor is rich in water resources. A number of bridges have also has been proposed bypasses.

Additional two-lane bridges have been proposed along the existing bridges The road drainage through

construction of appropriately designed cross-drainage structures and lined longitudinal drains Will be put in place to take care of storm water. The turbidity of water bodies in some stretches may be affected though the

increased sedimentation/siltation arising out of loosened soil because of tree removal, clearing/grubbing of

vegetation in construction camps, stockyards etc. Careless disposal of wastes for construction camps may also add to the pollutant load of such water bodies. Release of construction materials like cement concrete, paints

etc may have significant local impact on water bodies where construction will be taken up. This impact on

aquatic flora and fauna can be attributed to increased alkalinity, turbidity and addition of heavy metals.

Accidental spills of petroleum products and other hazardous wastes may also impact the water bodies

adversely. Depending upon the causative factor, such impacts will be low to high. Temporally and spatially the impacts will largely be local and short term. All such impacts shall be reversible.

5.8.5 Flora and Fauna

The road stretch has strip plantation all along the stretch. In stretches of existing alignment, the roadside

plantation is of varying density such plantations have a reasonable mix of a variety of species. Trees of

different girth classes will be impacted by the project execution. Approximately 6031 trees will be impacted through widening along the existing alignment. The construction of proposed 6 bypasses will impact a large

number of trees. A rapid enumeration of trees indicated that approximately 74628 trees are likely to be

impacted. This is perceived as loss by the roadside communities and a great loss by the communities coming

along the bypasses. The removal of roadside vegetation may impact some climatic parameters at micro level

as brought out earlier. The communities feel that usufructs like fruits, fuelwood, small timber will also cease

to flow to the beneficiaries. The slow moving traffic and pedestrians will miss the comforting shade

particularly during summer. The common birds using this vegetation for perching and nesting will have to

look for new areas. But such impacts will be felt almost all along the stretch. Temporally and directionally

such impacts will be midterm and reversible.

Water resources are rich in flora and fauna. Phytoplanktons, zooplanktons and fish resources may be impacted

adversely through increased turbidity and alkalinity as described earlier. Spatially, temporally and

directionally such impacts will be local, short term and reversible.

5.8.6 Archaeological, Historical and Cultural Resources

No archaeological or historical resources will be impacted. Out of 83 religious structures located in the

immediate corridor of impact, 52 religious structures are likely to get impacted.

5.9 MITIGATION MEASURES

Mitigation measures suggested against specific environmental impacts are presented below in a tabular form for

different stages like the design, construction and the operation.

Design Phase Measures – General

Impacts Mitigation Measures

Land Acquisition RoW has been kept minimum as 45 m along the existing road

and at Bypasses. 195.55 ha of land will be acquired for

widening along the existing alignment and 179.70ha of land

will be required for 6 bypasses

Major Displacement

To avoid displacement, six bypasses have been proposed at

Kannur, Thalassery-Mahe, Koilandy, Kozhikode, Kottakkal,

Valanchery.



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Removal of Trees

Alignment design considered to reduce the number of trees to

be impacted through adoption of appropriate widening options.

Impact on public utilities e.g. community wells etc.

Some public utilities like drinking water wells will be

impacted. All such utilities shall be shifted in consultation

with the communities before the starting of construction work.

Impact on Cultural Sites Widening along the existing alignment has been finalized considering minimum damage to religious structures of

different communities

Access Restriction Vehicular and pedestrian underpasses provided; proper

signposts for people have been included in the design. Service

roads have been provided in congested locations. Medians will

be provided to segregate traffic

Borrow pits Locations selected considering minimum loss of productive

land and feasibility of restoration to productive use.

Air and noise quality Provision of by-pass will save congested settlement at Kannur,

Thallessery-Mahe, Kozhikode, Kottakal-Edarkode and

Valanchery. This will give relief from increased levels of

pollutants; such location will get respite from disturbing noise

level; sensitive receptors will be provided with noise barriers in

the form of green belt or walls.

Drainage Lined drains and adequate number cross-drainage structures

proposed on the existing alignment and proposed bypasses to

prevent water-logging and flooding.

Construction Phase: Land Environment


Soil Erosion Proper planning for slope stabilization, topsoil storage,

plantation and turfing on slopes.

Loss of topsoil Arable lands will be avoided for earth borrowing. If

needed, topsoil will be separated and stockpiled after

excavation for reuse in restoration of borrow pits and

median plantations

Borrowing of fill materials Excavation from pre-selected locations. After excavation, the

borrow pits will be dressed to match with the surround. In

specific cases borrow pits can be excavated in consultation

with local people to use those pits as water harvesting points or

surface storages for pisci-culture. Some borrow-pits could be

enhanced as rural recreation sites in consultation with

communities

Disposal of Construction

waste

Controlled and organized dumping of construction waste. Only

pre-selected locations conforming to local environmental

regulations will be used.

Disposal of human waste

by construction workers.

Specific landfill sites will be identified to manage solid waste

generated from habitation of construction workers.

Construction Phase : Air & Noise Pollution Control

Impact Measures

Generation of Dust Water will be sprayed during construction phase, in earth

Project Description

(cii)

Impact Measures

handling sites, asphalt mixing sites and other excavation areas

for suppression of dust.

Dust emission from piles of excavated material should

also be controlled by spraying water on the piles.

Special care should be taken when working near schools and

medical facilities.

Dust emission is a high-risk problem in the stone crushing activities. Workers are exposed to high level of dust

pollution. It will be responsibility of the project proponent

to ensure that stone crushers supplying materials for this

project implement air pollution control and workers are

provided with masks. Stone crushing units should meet the

requirements under Environment (Protection) Rules, 1986.

Gaseous Pollution Vehicles and machineries will be regularly maintained to

conform to the emission standards stipulated under Environment

(Protection), Rules 1986.

Asphalt mixing sites should be located at least 500 m away from residential areas.

Workers working in asphalt mixing and subsequent

application of asphalt mix on road surface are exposed to

high level of carcinogenic emission. These workers should

be provided with masks and it will be responsibility of the

supervising officers that the workers use the masks.

Noise Noise levels of machineries used shall conform to relevant

standards prescribed in Environment (Protection) Rules,

1986.

Workers shall not be exposed to noise level more than permitted

for industrial premises, i.e. 90 dBA (Leq) for 8 hours. Workers

exposed to high noise level should use ear plugs.

Construction work generating noise pollution near the

health facilities and residential areas should be stopped

during night.

Noise attenuation measures e.g. planting of trees, noise

attenuation structures to be erected as required.

Construction Phase: Protection of Water Resources


Siltation into water bodies Cofferdams or similar measures will be implemented during

construction on backwaters/ other water bodies.

Steep and erodible slopes will be vegetated to prevent erosion

that causes siltation.

No solid waste will be dumped near the water bodies or rivers.

Flooding due to siltation of

drainage channel

Excavated earth, and other construction materials should

be stored at safe distance to prevent washing out of such

materials

Water use for construction Water sources would be selected so that local availability

is not affected. Local water bodies, tube wells, wells will not be used. Borehole by contractors will be done with

permission from State Ground Water Board. River water

also will be used for construction purposes.



(ciii)


Contamination from

wastes

All practical measures will be taken to prevent any

uncontrolled effluent discharge from construction workers

camps and storages to water sources. The campsites will

be provided with proper drainage and connected to local

disposal system wherever possible.

Contamination from fuel and wastes

Vehicle maintenance will be carried out in a confined area, away from water sources, and it will be ensured that

used oil or lubricants are not disposed to watercourses.

Sanitation and Water use

in Construction Camps

Construction camp will be organised in a planned manner.

Workers shall be provided proper sanitation facilities

including toilets. Camps will have water supply facilities

like tube wells or from other sources so that local water

sources are not affected.

Construction Phase: Tree Loss

IMPACTS MITIGATION MEASURES

Loss of Trees Trees will be removed only in phases depending on the

requirement of the construction. Trees identified as snags will

be protected if not unavoidable. Fruit bearing trees will be

removed only after mature fruits have been harvested by the

beneficiaries. As per the guidelines of the State Govt. the

number of trees planted will be ten times of the trees removed

and these will be raised in the form of strip and block

plantations depending on the availability of lands within the

project corridor. The compensatory plantation plan shall be

drawn up in consultation with the State Forest Department. For

tree removal from the lands acquired for construction of the

bypasses 2 trees will be planted for each tree removed. Species-

mix of such plantations will be decided in consultation with the

communities. Some flowering and fruit trees good for attracting

birds will also be used in such plantations. A mechanism of

usufruct sharing with identified beneficiaries will be built in to

ensure protection of the compensatory plantation proposed

along the project corridor.

Construction Phase: Fauna


Loss of habitat for

avifauna

Compensatory Plantation programme will be taken up.

Species–mix will provide for flowering and fruit trees.

Sediment flow will be kept at minimum level through a

mix of management measures during construction near

water bodies or construction of bridges in water

environment.

Impact on Wildlife There is no conservation site in the project corridor. The

local wild fauna include snakes, frogs, rodents etc. Water

bodies hold some resident wetland birds. Water bodies both fresh and brackish water have rich fishery resources.

The construction camps have to be located away from this site and awareness development camps will be organized

with the local stakeholders to ensure that there is no

hunting of wetland birds or unauthorized fishing in water bodies.

Project Description

(civ)

Construction Phase: Safety Measures


Information to Public Signs will be posted on road before commencement of

construction informing public and travelers about the

work program and safety provisions.

Restriction to Access Safe and convenient passage for vehicles, pedestrians and

livestock to and from the side roads and property across

the road will be arranged during construction work through of a proper traffic management plan for sections

where work will be in progress.

Occupational Safety for

Construction Workers

Contractor will arrange all safety measures for workers as

per Factories Act

Occupational Safety for

Asphalt plant workers and

Crusher plant.

All workers employed on mixing asphaltic material,

cement, lime mortars, concrete etc., will be provided with

protective footwear and protective goggles. For crusher

workers masks will be provided. The contractor has to

ensure supply of appropriate personnel protective

equipment taking into account the nature of work and the

worksite

Use of Explosive The Contractor shall at all times organize dissemination of

information in advance and obtain such permission as is

required from all Government Authorities, public bodies

as necessary under the regulatory framework in force.

Construction Phase: Workers’ Camps

Issue Measures

Location Workers’ camps will be located away from water bodies, schools, and residential areas.

Construction Camp will be constructed with proper accommodation

facilities, should look aesthetically good as this will be a roadside feature during construction period

Water Contractor will arrange for potable water supply for the workers so that local water sources are not disturbed.

Bore well for the camp will be suitable for this region.

Sanitation Workers’ camp will be provided with proper sanitation

facilities, toilets with septic tank and soak pits.

Waste management Wastewater from domestic uses, solid wastes will be

disposed of without violating environmental norms. The measures will be site specific.

Other amenities Crèche, first aid etc as required under Factories Act



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Operation Phase : Mitigation Measures


Dust Bad road maintenance of road gives rise to dust pollution.

Road maintenance standards shall be prescribed to keep dust production and dispersion at acceptable level

Gaseous Pollution All vehicles should be checked for “Pollution Under

Control” certificates and occasional spot testing of emission from vehicles will be carried out with the

assistance of the local administration.. Bringing in of

stringent pollution norms and improvement of fuel quality

in future years will help in reduced gaseous pollution

Noise Noise level for different automobiles have 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 along the project corridor.

Surface runoff 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 into any watercourse

with good water quality.

Wild Life In absence of any designated conservation area in the

project corridor there are hardly any chance of loss of

wildlife through collisions with the speeding traffic.

However there will be some loss through casualties of

local wild fauna like the snakes, frogs, rodents, civets etc.

There will be proper signages to make the moving traffic

aware of this. With the decrease in turbidity and alkalinity

primary productivity of water bodies will recover leading

to restoration of aquatic floral and fish resources

resources. .

Flora Tree plantations will be monitored for a period of three years after planting. All casualties during the first year of

creation will have to be replanted up during the second

year.

Safety Safety signs should be kept always clean and updated.

Pedestrian and vehicular underpasses, parking bays will be maintained properly and kept free from

encroachments. Safety signposts, edge markers installed

will require proper upkeep.

Public amenities Bus Stops/ Bus shelters and other facilities like food

plazas, trauma centers etc will require to be properly

manned and maintained to keep them usable through out

the project cycle and these will be required to be kept free

from defacement and damages.

Project Description

(cvi)

5.10 ENVIRONMENTAL MANAGEMENT PLAN

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

does not get adversely impacted beyond acceptable level due to the construction and operation of the project. The plan lays down measures for three distinct phases - (a) design phase (b) construction phase and (c) the operational phase. This plan suggests mitigation measures against all identified impacts. Environmental management matrix provides detailed management measures for specified anticipated impacts and defines responsibilities of each participating organization. Mitigation and management measures have been detailed out for impacts on water bodies, roadside vegetation, water /air/sound quality, road safety, drainage as well as sanitation of labour camps.

Environmental enhancement considers additional provisions and specifies enhancement of water bodies, and

establishment of quality compensatory plantation all along the project corridor.

5.11 ENVIRONMENTAL MONITORING PLAN

Environmental Monitoring Plan ensures that the environmental mitigation measures and enhancement programme are

properly implemented and the responsibility for implementation is clearly demarcated.

Monitoring of environmental quality during construction and during operation reflects the success of

implementation of the mitigation measures. Monitoring will be conducted by the project authority with the

help of an independent monitoring organisation. Monitoring parameters, locations and frequency for air,

water, noise quality have been suggested. Monitoring of survival rates of plantations also has been suggested.

A budgetary estimate of Rs. 916.44 lacs for environmental management activities has been

presented for the entire project corridor from km 148.00 to km 318.00. The project has been

divided in two Construction Package (i) Package-I from (km. 148.00 to

km 230.00) and Package-II form (km. 230.00 to km 318.00). The Package I & II will be having Rs.

441.80 lakhs and Rs. 474.60 lakhs cost of estimate respectively. This includes cost of mitigation measures, enhancement and monitoring. Environmental mitigation

measures which are part of engineering activities such as slope stabilization, sediment / silt control,

provision of cross-drainage etc. have not been included in this estimate.

• • •

6. RESETTLEMENT ACTION PLAN INCLUDING

MAGNITUDE OF SOCIAL IMPACT

6.1 INTRODUCTION

The Resettlement Action Plan is a follow up on the social impact assessment that was carried out to determine the

magnitude of the potential and actual impacts due to widening of the existing 2-lane road to 4-lane road and to ensure

that adequate social safeguards are in place to mitigate the adverse impacts on the project affected population. This

exercise has been based on the Government of India guidelines on implementation of the National Policy on

Resettlement as well of the World Bank and ADB policy on Involuntary Resettlement, as required in the project TOR.

The project road, a section of NH-17 starts from Kannur (km 148.000) and ends at Kuttipuram (km 318.00) in the State

of Kerala and Pondicherry. The project road NH-35 starts at km 0.000 (Junction of NH 35 & NH 34) and terminates at

km 59.700 (about 300m before India/ Bangladesh border). The National Highway (NH) 35 connecting Barasat (District

Capital of North 24 Parganas) to Petrapole (India/ Bangladesh Border, recently declared as land port by the West Bengal

State Govt.) is one of the important road passes through northern part of the district connecting many towns and villages.

The total length of the project road is about 60 170.00 km including length of proposed bypasses. However the proposed

road traverses through the district land boundary of Kannur, Kozhikode and Mallapuram in the state of Kerala and Mahe

in the state of Pondicherry. The project corridor has been divided in two Construction Packages (i) km 148.00 to km

230.00 and (ii) km 230.00 to km 318.00.



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The RAP describes census and socio-economic facts of the affected properties and PAPs, assessment of the potential

impacts, efforts to minimize adverse social impacts, land acquisition requirements, R&R budget, organizational set-up

and implementation schedule as well as grievance redress and monitoring and evaluation of the R&R activities.

6.2 CENSUS AND SOCIO-ECONOMIC SURVEY RESULTS

The number of structures likely to be affected throughout the project road section including in areas of bypasses are N = 2411

As many as 6603 PAPs among 2217 households are to be impacted (Package-I =1148) and Package-II = 1069.

The affected male/female population is likely 52.9% (N=3493) and 47.1% (N=3110) respectively

The average household size is 3

Affected properties are largely residential (53.8%), commercial (37.4%), government (4.4%), religious (3.1%), community (0.5%), other private (0.4%) and residential-cum-commercial (0.4%)

A majority of structures are of pucca type construction (71.2%) followed by semi-pucca (23.7%) and kutcha (5.1%).

Approx 18.9% households belong to vulnerable category; a majority belongs to BPL (10.7%), WHH (3.2%),

ST (3.1%), SC (1.7%) and PHH (0.2%).

75.4% households have opted for housing/shop for housing/shop loss but 13.4% households have preferred

cash in against their housing loss, cash for land (5.7%) and land for land (5.5%).

Only 41.9% households are willing to shift voluntarily, if they are given full payment of compensation.

The land to be acquired is approx 390.86 hectares for entire project corridor

(i) Under Package-I = 250 Hectares and (ii) Under Package-II = 141 Hectare.

The R&R budget worked out to be as follows Consultant Package-I = 381 crores and Consultant Package-II =

315 crores.

The baseline socio-economic data shows that the living standard of the people is quite reasonable.

Women’s role in activities related to outdoor is reasonably low as evident from the socio-economic data.

People are migrating for employment in Gulf countries.

6.3 MEASURES TO MINIMISE DISPLACEMENT

According to the three broad categories mentioned above, a joint decision among the engineering, environmental and

social impact teams was taken to avoid land take from religious places, such as, mosques, temples, graveyard, madarsa

etc, and also congested market areas (which would save both displacement and livelihoods as well as excessive costs)

and avoid splitting agricultural fields as far as possible.

6.3.1 Public Consultation

Public consultations, discussed in the concerned chapter, created another avenue for minimising negative social impacts.

The purpose of these consultations was to obtain the views and suggestions of the potentially affected persons on the road

design and its potential impacts on the affected people. The affected persons were consulted as “focus groups”, such as a

group of affected residents and a group of affected shop owners. These are also interest groups. These interest groups

very often came up with alternative suggestions on the alignments. All attempts have been made to accommodate their

views and suggestions within the technical feasibility.

6.3.2 Analysis of Alternatives and New Alignment

The guiding principle with regard to the congested areas has been to limit the road upgrading activities within

the available corridor. Where minimising the negative impacts has not been feasible, namely in town Kannur,

Mahe, Koilandy, Kozhikode, Kottakkal and Valancherry, bypasses have been proposed at these places. The

purpose of bypasses is to minimize the displacement of the people as well as to enhance better connectivity

free from congestion.

6.3.3 Entitlement Framework

Through the proposed R&R entitlement policy and framework (“The Policy”), the project is committed to ensure that the

livelihoods of project-affected persons are at least restored to pre-project levels, with the opportunity to improve on

Project Description

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living standards where possible. The policy addresses the following adverse impacts associated with road construction

and upgrading activities:

Loss of land and other privately-owned assets

Adverse impacts on subsistence/livelihood or income-earning capacity

Collective adverse impacts on groups (e.g., through the loss of business resources and assets)

To mitigate unforeseen effects on roadside communities and promote general upliftment, rehabilitation and support

measures will be extended to include households of the defined vulnerable social categories who may be adversely

affected by road construction.

Entitlements have been developed according to the NHAI Guidelines on Implementation of the NPRR. Entitlements for

land losses are in the form of cash compensation. Every effort needs to be made to provide land-based options to

households whose production levels are severely affected by land acquisition. This will primarily be achieved through

local consultative forums to assist with the identification of suitable privately owned cultivated land in the vicinity for

purchasing by the affected households.

6.4 MINIMIZED DISPLACMENT

Much of the roadside land beyond the existing right of way and along the proposed bypasses areas are under private

ownership resulting heavy impact on people because of land acquisition. However, the magnitude of the displacement in

the project is expected to be extremely less due to the proposed bypasses as indicated in the below table. Therefore,

bypasses have been proposed to avoid difficulties, in which built up properties have been reduced considerably in a large

number. The detailed particulars of the built up properties before input of social integration and after integration of social

input are summarized in the following the below Table 6.1.

Table 6.1: Properties Saved After Integration of Social Input

Sl. No. Particulars Properties

1 Before Integration of Social Input 5462

2 After Integration of Social Input (Proposed bypasses at Kannur, Mahe,

Koilandy, Kozhikode, Kottakkal and Valancherry) 2411

1.36.5 PUBLIC CONSULTATION AND PARTICIPATION

The public consultations were carried out simultaneously with the household survey. Local important people in the

villages were met for possible dates and places of meeting and the issues were indicated to them. On the appointed date

and time the Consultants carried out the consultations in the affected areas, including focus group discussions with truck

drivers, shopkeepers and auto drivers and women at a number of places. The consulted people were already aware of the

project and of the possibility of the loss of their land and other assets. The major concerns of the consulted people related

to the issues of adequate land and housing compensation, safety precautionary measures including specifically women

and school going children, religious places should be avoided, service lane, employment of local people during civil

work, wayside amenities and mosques, temple, madarsa, graveyard falling within PROW may be protected, land

compensation to be determined at the local market price, livelihood rehabilitation measures for business and agriculture

land losers, transparent and people friendly R&R mechanism, GRC system should be highly sound, housing affected

households may be provided with housing that should be established by NHAI, bus sheds are required to be established

along all the proposed bypass area, drainage system should be highly modernized, private tree cutting should be

authorized by the owners itselfthemselves, local labour are required to be employed by the contractor, compensation

should include the cost of standing crop if the possession of land is being taken before harvesting, children parks, bus

sheds, and parking and pedestrian facilities should be incorporated in the road design including pedestrian lane and mode

of payment to be made in the mode of cashincluding etc. However it is explained in chapter-5 of the RAP.

6.6 POLICY FOR LAND ACQUISITION

The legal procedures for land acquisition in this project will be followed as per the National Highways Act (NH Act),

1956.

6.7 ENTITLEMENT MATRIX

The basic features of the proposed policy framework are the following:

Compensation for the loss of land, or replacement land

Cash assistance to all PAFs @ Rs.10000

Other, advisorial assistance.

Formatted: Bullets and Numbering



(cix)

The proposed entitlement framework for this project is presented in the following

Table 6.2.

Table 6.2: Proposed Entitlement Framework

Impacts and Assistance Criteria

Land Acquisition Inside Right of Way

Vulnerable Non -

Vulnerable Vulnerable

Non -

Vulnerable

Corridor of Impact: Loss of Land, other Assets and Income – Support given to Families

1 Consultation, counselling

regarding alternatives, and

assistance in identifying new

resettlement zones and opportunities

√ √ √ √

2 Compensation for land/assets 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, price evaluated

by valuer √ √

5 Compensation for structures or

other non-land assets √ √ √ √

6 Right to salvage materials from

existing structures √ √ √ √

7 R&R Assistance √ √ √ √

6.8 R&R BUDGET

The R&R budget has been estimated as part of the overall project cost. This includes tentative cost of asset acquisition,

administrative expenses, NGO involvement, and monitoring and evaluation. The cost estimate as discussed in this

chapter is only indicative and may change depending upon the starting date of the project.

The NHAI guidelines recommend that the compensation for the lost land and structures be paid through the competent

authority. In case of non-titleholder PAFs, a government-approved valuer will carry out the valuation of the affected

structures. For structures valuation, the concerned government department may be requested to assess the value.

However consultants have collected the replacement cost of structures and other losses and mitigating measures have

been suggested accordingly. These are budgeted and organized under the heading of Compensation, Assistance, Support,

and Other Activities. The estimated budget for social and R&R, including land acquisition is Rs.589 Crore

approximately. Component-wise itemised indicative budge for entire project corridor is indicated in the following Table

6.3. Budget requirements for construction Package-I&II are indicated in Table 6.3(a) and Table 6.3(a).

Project Description

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Table 6.3: R&R Budge (Complete Project Corridor km 148.00 to km 318.00)

Sl.

No. Item

U

Quantity

(m) Unit Rate (Rs)

Amou

nt

(

R

s

)

A Land Compensation

i Along existing road Sq.m 1945200 1935.5 3764973504

ii Kannur Bypass Sq.m 769500 741 570199500

iii Thalassery-Mahe Bypass Sq.m 370400 741 274466400

iv Koilandy Bypass Sq.m 495000 998 494010000

v Kozhikode Bypass Sq.m 0 886 0

vi Kottakkal Bypass Sq.m 135000 741 100035000

vii Valancherry Bypass Sq.m 193500 741 143383500

Sub-Total Sq.m 3908600 5347067904

B Structure Compensation

i Pucca Sq.m 318739 4454 1419663506

ii Semi-pucca Sq.m 46427 3091 143505857

iii Kutcha Sq.m 19009 1500 28513500

iv Boundary Wall lm 124 800 99200

Sub-Total 1591782063

C Assistance

i R&R Assistance PAF 2217 10,000 22170000

Sub-Total 22170000

D Support for Project Implementation

i ID cards PAF 2217 200 443400

ii Updating Census Data Lumpsum 100000

iii NGO for RAP

Implementation Lumpsum

100000

Sub-Total 643400

E Other Activities

i HIV/AIDS Awareness Lumpsum 200000

ii M&E Consultants Lumpsum 200000

Sub-Total 400000

GRAND TOTAL (A+B+C+D+E) 6962063367

Approximately Rs.696 Crore



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Table 6.3(a): R&R Budge (Package I - km 148.00 to km 230.00)

Sl.

No. Item

U

Quantity

(m) Unit Rate (Rs)

Amou

nt

(

R

s

)

A Land Compensation


ii Kannur Bypass Sq.m 769500 741 570199500

iii Thalassery-Mahe Bypass Sq.m 370400 741 274466400

iv Koilandy Bypass Sq.m 495000 998 494010000

Sub-Total Sq.m 2499930 3012941465


i Pucca Sq.m 156502 4454 697059908

ii Semi-pucca Sq.m 24033 3091 74286003

iii Kutcha Sq.m 9840 1500 14760000


Sub-Total 786157111

C Assistance


Sub-Total 11480000


i ID cards PAF 1148 200 229600


iii NGO for RAP


50000

Sub-Total 329600

E Other Activities



Sub-Total 200000


Say 381 Crores

Project Description

(cxii)

Table 6.3(b): R&R Budge (Package II km 230.00 to km 318.00)

Sl.

No. Item

U

Quantity

(m) Unit Rate (Rs)

Amou

nt

(

R

s

)

A Land Compensation


ii Kozhikode Bypass Sq.m 0 886 0

iii Kottakkal Bypass Sq.m 135000 741 100035000

iv Valancherry Bypass Sq.m 193500 741 143383500

Sub-Total Sq.m 1408670 2334087535


i Pucca Sq.m 162237 4454 722603598

ii Semi-pucca Sq.m 22394 3091 69219854

iii Kutcha Sq.m 9169 1500 13753500


Sub-Total 805624952

C Assistance


Sub-Total 10690000


i ID cards PAF 1069 200 213800


iii NGO for RAP


50000

Sub-Total 313800

E Other Activities



Sub-Total 200000


Approximately 315 Crores



(cxiii)

6.9 INSTITUTIONAL ARRANGEMENT AND PROJECT IMPLEMENTATION

The RAP has proposed institutional arrangement as per the NHAI guidelines. The Administrator or Project Director is at

the helm of affairs and his staff at the PIU has been proposed to carry out the activities. The ground level R&R activities

will be carried out by temporarily hired NGOs. These expenses have been costed in the budget.

It is anticipated that the R&R component of the project will be implemented over a period of one year. The

implementation of the RAP consists of five major stages:

Deployment and training of identified NHAI staff and NGO

Issuing of legal notification for land acquisition and the cut-off date

Verification of EPs and estimating their type and level of losses

Preparing a list of EPs for relocation

Relocation and rehabilitation of EPs.

In addition, monitoring and evaluation will also form a part of the R&R implementation strategy. The NHAI officials at

the PIU and district levels will function in supervisory roles for the R&R activities. At the project road level the NGO

selected and recruited for the purpose will carry out the actual implementation.

6.10 GRIEVANCE REDRESS

The project has provisions for redress of grievance of disputes arising out of land acquisition, compensation and

assistance to the project affected and displaced persons, families and groups. It is proposed that a Grievance Redress

Committee will be formed at the District level, which is expected to resolve the grievances of the entitled persons within

a stipulated time frame.

6.11 MONITORING AND EVALUATION

The purpose of the monitoring and evaluation is to see that the project has achieved its objective that the affected persons

have been able to maintain their pre-project livelihood status. The RAP contains indicators for achievement of the

objectives under the resettlement programme. Two levels of monitoring have been suggested in the RAP, viz. internal

and external.

6.11.1 Internal Monitoring

Internal monitoring refers to monitoring activities that will be carried out by the NHAI. It is essentially compliance

monitoring, designed to compare on a monthly basis the tasks completed with those called for under the RAP.

6.11.2 External Monitoring

This refers to the involvement of a third party, preferably an NGO with similar experience in resettlement and

rehabilitation or other social development programme that will be procured by the NHAI to evaluate the implementation

of the RAP.

The internal monitoring of the R&R activities will be carried by the PIU of the NHAI on regular basis. The external

exercise will include a mid-term and end-term evaluation of the activities. The range of activities that will need to be

monitored include:

Land acquisition and transfer procedures

Disbursement of compensation and assistance

Construction of replacement buildings by the displaced families

Rehabilitation of displaced families and business enterprises

Rehabilitation of income levels.

6.12 DISCLOSURE OF RESETTLEMENT ACTION PLAN

As per requirements of the NHAI and the World Bank (The World Bank Policy on Disclosure of Information, 2002),

after approval from the competent authority, the draft RAP will be disclosed to the public in the affected zone (project

corridor of impact). For the purpose of the disclosure, the Executive Summary of the draft RAP will be translated into

the local language and displayed in the affected zone. To ensure effective disclosure, the executive summary will be

prominently displayed at the following places in the affected zone:

Municipal offices

Village Panchayat level offices

Block level offices

Project Description

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Other public places at the district level.

On the expiry of 30 days from the date of disclosure of the draft, the final RAP will be prepared.

• • •

7. COST ESTIMATE

7.1 GENERAL

This chapter provides for preliminary cost estimate for rehabilitation and upgrading of NH 17 from km

148.00 to 230.00, Package I of the project road in the State of Kerala. The following by passes are

proposed:

Kannur Town Bypass

This by pass is newly proposed as the existing road passes through Kannur town through built up

areas and there is obstruction to free movement of traffic.

Thalassery – Mahe Bypass

This by pass has already been proposed between km 170/718 to 187/674 (length of by pass 17.0km)

Koilandy Bypass- (km 214.00 to km 225)

The ROW available for the main road is 30.00 m. It is proposed to provide 45.00 m ROW for the

main road as well as for by passes.

7.2 METHODOLOGY

The following procedure has been adopted for estimation:

Computation of unit rates of the principal work items based on State Schedule of rates for the year 2006. For

bitumen, cement and steel current market rates have been adopted. The elements of labour, material and machinery have been adopted from the Standard Data Book of the Ministry of Shipping, Road Transport

and Highways.

Dividing the road length into widening options consisting of side widening, concentric widening and by

passes and working out quantities of 1 km length of each type of road length from typical cross sections.

Computation of preliminary cost from preliminary quantities and unit rates

Computation of estimated cost of bridges from per meter rates worked out from preliminary GADs.

Computation of per sq m of deck area cost for RCC slab and box culverts from their standard drawings. The

cost of HP culverts has been worked out on the basis of their per m length cost.

Estimation of cost of Resettlement and Rehabilitation, utility relocation and environment mitigation measures

on their preliminary assessment basis.

Estimation of provision of contingencies, supervision charges and agency charges as percentage of total cost.

Estimation of total preliminary project cost.

7.3 UNIT RATES

The unit rates are based on the labour rates as per State Schedule of Rates for the year 2006. Borrow areas

have been identified along the road for borrow area soil and average lead has been worked out. Similarly

stone quarries have been identified and average lead has been worked out. For aggregate the rates have been

worked out from State Schedule of Rates after adding the cartage cost at State Schedule of Rates. The rates for

hire charges for machinery have been taken from Standard Data Book with 25% provision for escalation.

7.4 CONSTRUCTION QUANTITIES



(cxv)

For preliminary estimate all the quantities have been worked out manually from preliminary drawings.

7.5 PAVEMENT DESIGN OPTIONS

For pavement design flexible pavement is proposed to be provided. However, rigid pavement will be

provided for toll plaza area

7.6 BRIDGES

The provision for bridges is as under:

Package I

Major bridges 6 No (1 No on main road and 5 No on by passes)

Minor bridges 7 No (2 No on main road + 5 No on by passes)

R.O.B 1 No. (Additional 2 lanes)

1 No. (New 4 lanes)

Under passes for vehicular traffic 15 No

Under passes for pedestrian and light traffic 3 No.

Flyovers 2 No.

Cost of bridges, flyovers and Underpasses etc. for Package-I = Rs. 1399.65 million

Provision has also been made for repair and rehabilitation of the existing bridges to be retained at an estimated

cost of Rs 6.30 million.

7.7 CULVERTS

Provision has been made for widening the existing culverts, which are in good shape. New culverts are

proposed on by passes and the existing roads wherever required.

New culverts have also been proposed on major and minor junctions.

The no of culverts provided for reconstruction and widening are as under:

Widening of slab culverts on the existing road 41 No

Reconstruction of slab culverts on the main road 35 No

New construction of culverts on by passes 107 No

Construction of HP culverts on junctions 183 No

The total cost of culverts works out to Rs 373.3 0 million

7.8 DRAINAGE AND PROTECTION WORKS

Lined drains are proposed to be constructed in the urban areas and unlined drains are proposed to be

constructed in the rural areas. Drainage chutes with pitching will be provided for embankment height

more than 6m heights where RE walls have not been provided. Metallic crash barriers are proposed for

height more than 3 m. Reinforced earth/ retaining walls will be provided where necessary.

7.9 JUNCTIONS

There are 10 No major junctions besides minor junctions. Provision for improvement of these junctions

has been made in the estimate.

7.10 SERVICE ROADS

Service roads have been proposed on either side in most of the length of the road.

7.11 TRAFFIC SAFETY FEATURES, ROAD FURNITURE AND ROAD MARKINGS

Project Description

(cxvi)

Provision has been made for traffic safety features, road furniture and road markings on per km basis

based on the experience on similar other roads.

7.12 MISCELLANEOUS

Provision has been made for the following items under this sub head:

Toll Plaza including weigh station 1 No

Truck Parking Areas 1 No

Way side amenities

Bus Bays including passenger shelters 10 No

Providing and maintaining Wireless Communication System/Mobile Phones

Relocation of utilities

Environmental Costs

R&R cost including land acquisition costs

Providing traffic safety measures like barricading during construction

7.13 MAINTENANCE DURING CONSTRUCTION

The existing road will be maintained during construction for running the traffic smoothly. Provision for

maintenance of existing road has been made under this sub head.

7.14 CONTINGENCIES AND SUPERVISION COSTS

The following provision has been made under this sub head: -

Contingencies 3%

Supervision Costs 6%

Administrative charges 1%

7.15 PROJECT COST

The cost of widening and strengthening the existing National High way including cost of by passes works

out as under:

Estimated cost including provision for contingencies, supervision and Administrative cost is Rs. 13454.28

million. Based on these costs the cost per km works out to

Rs. 164.1 million per km.

The cost of Civil Works works out to Rs. 8346.493 million. Based on these costs the cost of Civil works per km works out to Rs. 101.80 million for flexible pavement.

Details of Abstract of cost is given in Table 7.1.

• • •

Project Report Kannur Vengalam NH 17 Pkg I

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