Project Report Ochira Tri Vend Rum NH-47 PKG-II

CONTENTS

Sl.

No. Description Page Nos.

Executive Summary Es-1 to Es-4

1. Introduction 1-1

2. Contract 1-1

3. Project Background 1-1

4. Pavement Condition Survey 1-20

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

6. Benkelman Beam Deflection Tests 1-23

7. Intersections and Railway Crossings 1-23

8. Cross Drainage Works 1-25

9. Hydrology of Bridges 1-25

10. Bridges and Structures 1-37

11. Reports Submitted 1-44

12. Later Developments 1-44

13. Present Status 1-44

14. Site Visit 1-44

15. Packaging 1-45

16. Traffic Surveys 1-45

17. Bypass 1-62

18. Design of Pavement 1-66

19. Preliminary Environment Assessment 1-67

20. Initial Social Assessment 1-68

21. Estimated Cost 1-68

22. Economic and Financial Analysis 1-68

23. Memorandum for PPP Appraisal Committee 1-72

24. Conclusion and Recommendation 1-73 to 1-74

Introduction

Monthly Progress Report

1 - 2

EXECUTIVE SUMMARY

0.1 INTRODUCTION

M/s Intercontinental Consultants and Technocrats Pvt. Ltd., New Delhi have been appointed as Consultants to carryout the Feasibility Study and preparation of Detailed Project Report (DPR) for 4/6-laning of Cherthalai to Thiruvananthapuram section of NH-47 in Kerala State (Package No. NHDP Phase III/DL4/22). The work will be executed on BOT basis.

0.2 CONTRACT

The Contract for Consultancy Services between M/s. ICT Pvt Ltd. and NHAI was entered into on 08.09.2005 with the amount of consultancy contract being Rs. 2,21,69,400/- (excluding service tax) for the entire length of proposed 4 laning in the Cherthalai-Thiruvananthapuram section of NH-47 in the State of Kerala. Length has been divided in two parts. Package II deals from Ochira (km 465.000) to Thiruvananthapuram (km 551.900) section of NH-47.

0.3 PROJECT BACKGROUND

0.3.1 Earlier Stand

During the meeting taken by the Hon’ble Chief Minister of Kerala at Thiruvananthapuram on 08.11.2005, NHAI were asked by the State Govt. to carryout 4 laning within the existing 30m width of Road (ROW) as acquisition of land was reported to be extremely difficult. M/s. ICT were constrained to develop the x-sections of 4 laning accordingly. This had the following inherent drawbacks:

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

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

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

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

v) Non availability of adequate space for utility services

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

vii) No scope of future expansion

0.3.2 Reports Submitted

Feasibility report of the project was submitted to NHAI on 13.02.2006.

Draft Preliminary Project Report for Package II i.e. km 465.000 to km 551.900 was submitted to NHAI on 12.01.2007. These reports were based on the earlier decision of 4 laning in the existing 30m Right of way (ROW) width.

03.3 Later Developments

During the meeting taken by the Hon’ble Minister for Shipping, Road Transport & Highways with the Chief Minister of Kerala at Thiruvananthapuram on 23rd May 2007, it was decided that 4-laning of NH-47 from Cherthalai to Thiruvananthapuram will be carried out in 45m. Right of Way (ROW) width and NOT in 30m existing ROW as desired by the State Govt. of Kerala. This has resulted in complete change of design and drawings by the consultants.

• Due to change in ROW width from 30m to 45m new cross-sections for 4-laning were developed and sent to NHAI for approval on 31.05.2007 and 06.07.2007.

• NHAI was informed that the change would involve additional inputs of survey, extensive Land Acquisition Plans, Resettlement Plans, Environmental Management Plans and preparation of entire design and drawings afresh.

• Case for additional cost of Rs. 94.31 Lakhs (excluding service tax) as Variation was submitted to NHAI vide ICT letter no. ICT:436:TL:4447 dated 31.05.2007.

• NHAI was also informed on 31.05.2007 that fresh exercise would require Extension of Time (EOT) of 8 months for preparing DPR.

0.4 PRESENT STATUS

• Approval in principle for the modified 4-lane cross-section has been received from NHAI vide their letter no. NHAI/BOT/11012/67/2005 dated 15.11.2007.

• Extension of Time (EOT) upto 31st Jan 2008 has been approved by NHAI vide their letter of 15.11.2007 referred to above.

• Approval for additional cost as variation is awaited from NHAI.

0.5 SITE VISIT

A site visit was undertaken by Team Leader accompanied by Senior Surveyor from 4th December 2007 to 10th December 2007. After the approval of the modified X-sections of 4 laning by NHAI, widening schedule was finalized keeping in view the ground situation. The abstract of widening is indicated as under:

Item LHS

((km)

RHS

(km)

Concentric

(km)

Bypass*

(km)

Total

(km)

Package

II 30.910 28.980 1.680 24.000 85.570

* Two Bypasses at Kollam and Attingal.

Based on above, the modified alignment plans have been prepared and sent to NHAI vide letter no. ICT: 436: TL:1523 dated 18.02.2008.

0.6 TRAFFIC

The traffic in the base year i.e. December 2005 varies from 20,135 PCU to 27,068 PCUs. The pavement has been designed for 20 years design life.

0.7 DESIGN OF PAVEMENT

Design Life : 20 Years (Flexible)

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

Design CBR : 8%

Pavement Composition

New Pavement:

Bituminous Concrete : 50mm

Dense Bituminous Macadam (DBM) : 140mm

Wet Mix Macadam (WMM) : 250mm

Introduction


1 - 4

Granular Subbase (GSB) : 200mm

Overlay:



Profile Correction with DBM : 50mm

Service Road:





0.8 ENVIRONMENTAL IMPACT ASSESSMENT

The approximate cost for Environmental Mitigation measures has been worked out as Rs. 750.00 lakhs.

0.9 SOCIAL ASSESSMENT

The estimated budget for Resettlement and Rehabilitation (R & R) is Rs. 344.44 crores including land acquisition.

0.10 ESTIMATED COST

The estimated cost (civil cost) of this package based on 2006-07 rates works out to Rs. 912.75 crores. This has been updated to Rs. 1006.31 crores after adding escalation for 2 years @ 5 % per annum i.e. Rs. 11.76 crores per km (Total Length = 85.57 km). After adding contingency and supervision charges and cost of shifting utility services, environmental mitigation measures, land acquisition and resettlement and rehabilitation charges, the cost comes to Rs. 1564.90 crores i.e. Rs. 18.29 crores per km.

0.11 ECONOMIC AND FINANCIAL ANALYSIS

0.11.1 Economic Analysis

The results of economic analysis for the project road section from km. 465.00 to km. 551.900 of NH-47 in the State of Kerala are indicated below;

Option EIRR % NPV (Rs.

Million)

Four lane carriageway configuration of existing 2-lane carriageway of NH-47 (With time saving)

42.40 23652.86

Sensitivity Analysis

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

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

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

Results (With Time Saving)

Condition IRR (%) NPV (Rs. Million)

I 38.00 22457.75

II 37.70 21705.46

III 33.90 20510.34

0.11.2 Financial Analysis

The base objective of the financial analysis is to determine whether the Build Operate and Transfer (BOT) model is workable for the stretch Ochira to Thiruvananthapuram (km 465.000 to km. 551.000) and if so, under what conditions

Financial Analysis has been carried out for the following scenarios.

i) Base case with no NHAI grant

ii) With 20% equity support and 20% O&M support during the concession period, the results are indicated as under;

Sl

No. Description

Equity

FIRR

(%)

Post-

Tax

FIRR

(%)

NPV

Concession Period: 25 Years

1 Base case with no grant

15.00 12.98 95.50 Crores

2 With 20% equity support + 20% O&M support

25.94 18.96 611.53 Crores

0.12 MEMORANDUM FOR PPP APPRAISAL COMMITTEE

0.12.1 Memorandum for consideration of Public Private Partnership Appraisal Committee (for ‘In Principle’ approval) has been prepared in the format prescribed by NHAI and is sent separately as document (Annex II) along with the Term Sheet of the proposed Concession Agreement (Appendix A).

0.12.2 The memorandum for Public Private Partnership Appraisal Committee (for ‘Final’ approval) has also been prepared and is sent herewith as Annex III together with brief particulars of the Concession Agreement (Annex III-Appendix ‘A’).

0.13 CONCLUSION AND RECOMMENDATION

The economic with sensitivity analysis and financial analysis results show that the project is economically and financially viable even without any grant from NHAI. The project is therefore recommended to be taken up on priority for 4 laning under BOT (Toll).

Introduction


1 - 6

•••• •••• ••••

BRIEF PROJECT REPORT

1. INTRODUCTION

M/s Intercontinental Consultants and Technocrats Pvt. Ltd., New Delhi have been appointed as Consultants to carryout the Feasibility Study and preparation of Detailed Project Report (DPR) for 4/6-laning of Cherthalai to Thiruvananthapuram section of NH-47 in Kerala State (Package No. NHDP Phase III/DL4/22). The work will be executed on BOT basis.

2. CONTRACT

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

ii) Agreement Date : 08.09.2005

iii) Contract Period : 12 Months

iv) Length : 173 km

3. PROJECT BACKGROUND

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

maintenance and management of various National Highway corridors / section under

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

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

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

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

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

Alappuzha and Kollam and proposed new by pass in Attingal.

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

standards of output required from the appointed consultants are international level

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

3.1 Consultancy Services

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

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

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

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

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

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

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

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

of submission of Draft Detailed Project Report for this Project is 07.02.2006.

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

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

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

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

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

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

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

ICT:436:WR:1488 dated 13.02.2006.

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

465.000 to Km. 551.900 of NH-47, has been prepared in various chapters

incorporating the suggestions received from time to time from Member Technical

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

3.2 Project Description

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

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

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

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

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

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

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

3.3 Interaction with Client and State Government of Kerala

Subsequent to the award of contract for this project a start up meeting was held with General Manager, BOT –(II) NHAI at Delhi on 27.09.2005 where it was intimated that starting point of this project is at Thiurvoor Junction of Cherthalai (Km 379.100) and end point is at Kazakuttam Junction, beginning of Thiruvananthapuram bypass i.e km 551.900.

Introduction


1 - 8

GM, BOT-II, NHAI, had informed that for this project nodal officer has been appointed i.e Secretary PWD Kerala Govt. and the Consultant on visit to Thiruvananthapuram should meet him.

The Team Leader of ICT for the subject project met Secretary PWD Kerala Govt., Nodal Officer for the project on 30-9-2005 at his office. On 1.10.2005, meeting was organized in the office of Secretary PWD Kerala Govt. where all the officers of National Highway Division Kerala PWD and Mr. Abraham Zachariah Chief Engineer (Southern Region), Kerala Water Authority, Thiruvananthapuram was present in the discussion about submission of Land Plan and utility shifting. After the reconnaissance survey of the entire stretch by the ICT team members, the Secretary PWD was again contacted on 4.10.2005.

The meeting was held again with CGM BOT-I, NHAI and Team Leader of ICT on 27.11.05. The Inception Report was discussed in detail and certain changes were proposed by CGM, BOT-I, NHAI and the same were complied by ICT on priority. The CGM, BOT-I, NHAI also informed about the presentation to be given by ICT consultants to the chief minister of Kerala and other officers of Kerala Govt. on 8.11.5005 based on the Inception Report submitted by ICT on 20.10.05.

The CGM, BOT-I, NHAI, inspected the project site on 7th November 2005. The presentation as per the direction of CGM, BOT-I, NHAI was given by the Team Leader for the above project on 8.11.2005 in the CM’s conference hall at Thiruvananthapuram. The meeting held on 08.11.05, was chaired by Honorable Chief Minster of Kerala Govt., presided by Minister (Works) Kerala Govt., meeting was also attended by Minister (Revenue), Minister (Power), Minister (Water Recourses and Forest), Vice Chairman (State Planning Board), CGM, BOT-I, NHAI, Mr. Ashok Wasson; Secretaries of the various department of Kerala Govt. Inspector General of Police and various Head of the departments of Kerala Govt.

The minutes of the above meetings has been issued by Kerala Govt. on dated 9th Nov. 2005, wherein it was intimated that (NHAI) agreed to start the work of four laning for minimum one stretch by Jan’ 06. Further in Continuation of the Minutes of the meetings on 8.11.2005 it was communicated by Secretary PWD Kerala Govt. that the section from Km 379.100 to Km 431.000 will be taken up in first phase. Subsequently, during discussion on phone between CGM, BOT-I, NHAI and Executive Director- III of ICT, it was intimated by CGM that minimum stretch of 50 Km of the project road, i.e. Km 379.100 to Km 431.000, to be considered by ICT as BOT package, in the first phase, for the preparation of feasibility study and detailed project report.

The Draft Feasibility Study cum Preliminary Project Report, for Stage-I (km 379.100 to km 427.860) is submitted by the consultant, vide letter dated 29.12.05. The comments by the Client, on the report is received on dated 05.01.06, during the discussion held on Feasibility Study Cum Preliminary Project Report, at the office of CGM, BOT-I, NHAI. In accordance to the said comments, Final Feasibility Study Report Cum Preliminary Project Report for Stage-I (from Km 379.100 to 427.860) is modified, and submitted vide letter no ICT:436:WR:1363 dated 08.02.2006. For the preparation of Draft Feasibility Study report, for Stage-II, from km 431.000 to km 551.900, the comments received by Consultant, on Draft Feasibility Study report for Stage-I is considered, as applicable and found relevant for Stage-II. The Feasibility Report Study Report for the section km 431.000 to km 551.900 ICT:436:WR:1488 dated 13.02.2006.

A review meeting of all the National Highway Projects in Kerala State was conducted by Honble Minister of Ministry of Shipping, Road Transport & Highways, Govt. of India at Thiruvananthapura on 17.07.2006.

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

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

length of packages was taken, which are as follows:

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

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

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

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

Accordingly the Draft Preliminary Project Report (DPPR) for Package-II has been prepared incorporating the various decisions taken in the board by Client

The broad features of the Draft Preliminary Project Report sent earlier for Package-II, are as under:

i) The Section of the project road in Stage-II shall be from km 465.000 (Ochira) to km 551.900 (Kazakuttam Junction).

ii) The width of service road shall be 5.5m (including drain). Median width in existing main road (excluding bypass) is 0.5m and in bypasses shall be 4.5m.

iii) Width of the carriageway shall be 8.75m through out the project road, including 1.5m paved shoulder on both side of main carriageway

iv) ROB and bridges approach road gradient shall be 1 in 33.

v) Overall deck width of each 2-lane unit of bridges has been kept as 12m with deck configuration shown in the sketch enclosed with NHAI’s circular no. NHAI/PH-II/NHDP/ADB/GM (NS)-1/108 dated 11.08.2004 which has scope for widening to 3-lanes in future.

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

3.4 Project Influence Area

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

Geographically, Kerala is at the southern most tip of India. No place on earth is perhaps as naturally green as breathtakingly endowed, green, Kerala. Kerala means ‘Land of coconut trees”, which undoubtedly it is. The present state of Kerala was established on November 1956 before that was known as Malabar comprising of three states- Malabar, Cochin and Travancore. Trivandrum was designated as the capital of the newly formed State Kerala. Now it is known as Thiruvananthapuram, meaning the “City of Anantha” or the abode of the Sacred Serpent. Anantha on which Lord Vishnu, the Preserver of the Hindus trinity, reclined.

Kerala is the most literate state in this country and has one of the most advanced society in India with the highest physical quality of life index. Kerala is 5.5 hours ahead of GMT, 4.5 hours behind Australian eastern standard time and 10.5 hours ahead of American standard time. It is a fast growing destination for Information Technology and Tourism.

Covering an area of 38863 sq kms with a density of 819 per sqm km. and having a length of 575 kms with 14 districts, the population of state is 31.84 million. The literacy rate is 90.92%. This is the only state where the female population is higher than the male (Sex Ratio is 1058 females per 1000 males). The state embrace the world famous beaches i.e. Kovalam, sleepy hemlets, picturesque hill stations i.e. Ponmudi, Peermade, Munnoor, flat riverbeds and evergreen forests. The state contains variety of wildlife including famous sanctuaries i.e. Pariyar (Thekkady), silent valley, Parambikulam which is the home to Bisons. The state is famous for abundance of grant teaks, rosewood, ebony and sandalwood.

The State have some exotic spice plantations, cardomon, black pepper, cinnamon and ginger grow in abundance. Kerala is the state, famous for Ayurvedic treatment including oil bath and massage.

As regards climate is concerned the temperature ranges from 35.50C to 21.50C. The rainy season is from June to November i.e. June to September south - west monsoon (heavy) and

Introduction


1 - 10

September to November North East monsoon which is weaker. Total average rainfall per year is 3000 to 3500 mm.

As per the census of 2003 there are 27,45,948 vehicles. The highways are overloaded and the present system is not able to adjust with the large number of vehicles. The statistics indicate that the road accidents in Kerala is increasing day by day, more accidents occur during April-May. About 33% of the total accidents were for the two wheelers. Out of total 137678Km National Highway Network in the country, Kerala State has 1560 kms National Highways. At present there are 8 nos. National Highway in the State.

NH-47 : Walayar-Kaliyikkavila

NH-17 : Thalapadi-Edappally

NH-49 : Bodimettu-Kundannoor

NH-47A : Kundannoor-Willington Island

NH-208 : Kollam-Aryankavu

NH-212 : Kozikode-Muthanga

NH-213 : Palakkad-Kozikode

NH-202 : Kollam-Kumily

Out of 8 National Highways, NH-47 is the busiest highway in the State. NH-47 starts at Salem in Tamilnadu and passes through Kerala and ends at Kanyakumari in Tamilnadu, the southern most tip of the country. Important Industrial/Commercial Centre located at this NH-47 are Salem, Erode. Coimbatore, Palaghat, Thrissur, Erunakulam, Alappuzha, Kollam, Thiruvananthapuram, Nagarcoil and Kanyakumari. This portion of NH-47 in Kerala is connected to other parts of the country through the following National Highways.

• NH-17 from Edappally passing through Calicut, Mangalore, Goa and terminating at Bombay

• NH-49 from Ernakulam, passing through Moovattupuzha, Munnar, Madurai and terminating at Rameswaram in Tamilnadu.

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

3.5 Salient Features

The reconnaissance on the project road section from Cherthalai to Thiruvananthapuram was carried out during 30th September 2005 to 6th October 2005. Subsequently detail survey has been conducted for Stage-II (Km 465.000 to Km 551.900 ) in October 2005 to February 2006. As per our survey, the observed salient features in km 465.000 to km 551.900 are as under.

1. The project road in Stage-II starts from km 465.000 in Ochira town, Alappuzha districts and it ends at km 551.900 in Kazakuttam junction of Thiruvananthapuram districts.

2. The road passes through Ochira, Karunagapally, Chavara, Vettuthara, Kollam, Umayanallore, Kottayam, Chatanoor, Karamkode, Pariapally, Karuvalam, Thotokiyad, Attingal;, Mamam, Koram, Pallipuram, Mangalapuram and Alimode Town.

3. The construction of Kollam By Pass from km 488.972 km to km 502.804 of NH-47 is being done, out of which 4.791 km is already constructed for 2-lane.

4. The project road crosses NH-208 at km 502.8000, where a flyover is proposed.

5. Ribbon development has been observed throughout the project road, including by pass and the improvement of the existing road demands provision of service road for main road, NH-47 and for by pass.

6. From Km 528.400 to Km 537.400, Attingal By Pass is proposed.

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

8. The project road is the connecting road between the capital city of Thiruvananthapuram and the Port city of Cochin in the state of Kerala.

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

10. Condition of existing embankment, in certain parts of the project road, is not in conformity to the design specifications as it is completely eroded.

11. The project stretch shall be having 14 bridges, out of which 6 nos. shall be additional 2-lane bridges and 8 nos. 4-lane bridges.

One no. 4-lane flyover is proposed at the crossing of NH-47 with NH-208 in Kollam bypass. One no. additional 2-lane ROB is proposed in Kollam bypass

The 77 km long project road shall be having 13 nos. underpasses. Out of which 11 nos. are on main road, 1 no. in Kollam bypass and 1 no. in Attingal Bypass.

12. The project road shall be having 16 no major junctions.

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

14. The position of present road within the ROW shall demand provision of both semi concentric and eccentric widening.

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

1.

Table 1: ROW Details

Sl.

No.

Chainage

(Km)

Carriageway

Width

(m)

Right Side

Open Area

(m)

Left Side

Open Area

(m)

Total

ROW

(m)

Land

Use

LHS

(m)

Land

Use

RHS

(m)

1 465.000 10.00 5.50 15.00 30.50 BUA BUA

2 466.000 10.00 5.00 15.70 30.70 BUA BUA

3 467.000 10.00 4.60 15.90 30.50 BUA BUA

4 468.000 10.00 9.70 10.90 30.60 BUA BUA

5 469.000 10.00 17.20 3.30 30.50 BUA BUA

6 470.000 10.00 15.30 5.20 30.50 BUA BUA

7 471.000 10.00 7.50 13.00 30.50 BUA BUA

8 472.000 10.00 13.80 6.70 30.50 BUA BUA

9 473.000 10.00 13.00 7.50 30.50 BUA BUA

10 474.000 10.00 13.50 7.00 30.50 BUA BUA

11 475.000 10.00 15.50 5.50 31.00 BUA BUA

12 476.000 10.00 17.00 3.50 30.50 BUA BUA

Introduction


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Sl.

No.

Chainage

(Km)

Carriageway

Width

(m)

Right Side

Open Area

(m)

Left Side

Open Area

(m)

Total

ROW

(m)

Land

Use

LHS

(m)

Land

Use

RHS

(m)

13 477.000 10.00 15.00 5.50 30.50 BUA BUA

14 478.000 10.00 14.00 6.50 30.50 BUA BUA

15 479.000 10.00 16.00 4.50 30.50 BUA BUA

16 480.000 10.00 16.70 3.80 30.50 BUA BUA

17 481.000 10.00 5.20 15.30 30.50 BUA BUA

18 482.000 10.00 5.00 16.00 31.00 BUA BUA

19 483.000 9.60 6.80 14.60 31.00 BUA BUA

20 484.000 10.00 8.80 11.90 30.70 BUA BUA

21 485.000 10.00 11.50 9.00 30.50 BUA BUA

22 486.000 10.00 14.00 7.00 31.00 BUA BUA

23 487.000 9.50 14.00 7.00 30.50 BUA BUA

24 488.000 10.00 13.30 7.20 30.50 BUA BUA

25 488.972 10.00 7.00 13.50 30.50 BUA BUA

KOLLAM BYPASS

26 488.972 45.00 BUA BUA

27 1.000 45.00 BUA BUA

28 2.000 45.00 BUA BUA

29 3.000 45.00 BUA BUA

30 4.000 45.00 BUA BUA

31 5.000 45.00 BUA BUA

32 6.000 45.00 BUA BUA

33 7.000 45.00 BUA BUA

34 8.000 45.00 BUA BUA

35 9.000 45.00 BUA BUA

36 10.000 45.00 BUA BUA

37 11.000 45.00 BUA BUA

38 12.000 45.00 BUA BUA

39 13.00 45.00 BUA BUA

40 13.141

(502/804) 45.00 BUA BUA

41 502.800 10.00 6.00 15.00 31.00 BUA BUA

42 503.000 10.00 3.00 17.50 30.50 BUA BUA

43 504.000 10.00 16.00 5.00 31.00 BUA BUA

Sl.

No.

Chainage

(Km)

Carriageway

Width

(m)

Right Side

Open Area

(m)

Left Side

Open Area

(m)

Total

ROW

(m)

Land

Use

LHS

(m)

Land

Use

RHS

(m)

44 505.000 10.00 4.50 16.00 30.50 BUA BUA

45 506.000 11.00 10.00 9.70 30.70 BUA BUA

46 507.000 10.00 11.50 9.00 30.50 BUA BUA

47 508.000 10.00 11.50 9.00 30.50 BUA BUA

48 509.000 10.00 15.00 6.00 31.00 BUA BUA

49 510.000 10.00 14.50 6.00 30.50 BUA BUA

50 511.000 10.00 8.50 6.00 24.50 BUA BUA

51 512.000 10.00 11.00 10.00 31.00 BUA BUA

52 513.000 10.00 6.00 15.00 31.00 BUA BUA

53 514.000 10.00 9.70 11.00 30.70 BUA BUA

54 515.000 10.00 8.00 12.50 30.50 BUA BUA

55 516.000 10.00 15.00 6.00 31.00 BUA BUA

56 517.000 10.00 9.00 12.00 31.00 BUA BUA

57 518.000 15.00 8.00 7.50 30.50 BUA BUA

58 519.000 10.00 12.00 10.00 32.00 BUA BUA

59 520.000 10.00 7.00 13.50 30.50 BUA BUA

60 521.000 8.00 10.00 14.00 32.00 BUA BUA

61 522.000 7.00 7.50 16.00 30.50 BUA+

CA BUA+CA

62 523.000 7.00 10.00 13.50 30.50 BUA+

CA BUA+CA

63 524.000 7.00 6.00 17.50 30.50 BUA+

CA BUA+CA

64 525.000 8.50 6.00 17.50 32.00 BUA+

CA BUA+CA

65 526.250 19.00 5.00 6.50 30.50 BUA+

CA BUA+CA

ATTINGAL BYPASS

66 526.250 45.00 BUA BUA

67 1.00 45.00 BUA BUA

68 2.00 45.00 BUA BUA

69 3.00 45.00 BUA BUA

70 4.00 45.00 BUA BUA

71 5.00 45.00 BUA BUA

Introduction


1 - 14

Sl.

No.

Chainage

(Km)

Carriageway

Width

(m)

Right Side

Open Area

(m)

Left Side

Open Area

(m)

Total

ROW

(m)

Land

Use

LHS

(m)

Land

Use

RHS

(m)

72 6.00 45.00 BUA BUA

73 7.00 45.00 BUA BUA

74 8.00 45.00 BUA BUA

75 9.00 45.00 BUA BUA

76 10.00 45.00 BUA BUA

77 11.00 45.00 BUA BUA

78 11.500

(537.750) 45.00 BUA BUA

79 537.750 10.00 4.00 16.50 30.50 BUA BUA

80 538.000 10.00 4.00 16.50 30.50 BUA BUA

81 539.000 10.00 10.00 10.50 30.50 BUA BUA

82 540.000 10.00 8.00 12.50 30.50 BUA BUA

83 541.000 10.50 5.50 14.50 30.50 BUA BUA

84 542.000 9.70 3.50 17.30 30.50 BUA BUA

85 543.000 12.60 4.00 14.00 30.60 BUA BUA

86 544.000 10.50 7.00 13.60 31.10 BUA BUA

87 545.000 9.75 10.00 12.00 31.75 BUA BUA

88 546.000 9.50 15.00 7.00 31.50 BUA BUA

89 547.000 9.50 7.50 14.00 31.00 BUA BUA

90 548.000 9.20 4.90 16.70 30.80 BUA BUA

91 549.000 8.90 5.50 16.50 30.90 BUA BUA

92 550.000 9.20 8.50 13.00 30.70 BUA BUA

93 551.000 8.90 8.00 14.40 31.30 BUA BUA

94 551.900 12.80 6.00 13.80 32.60 BUA BUA

3.5 Existing Road

The existing NH-47 is the busiest highway in the State of Kerala. The alignment of the project road, under Stage-II, i.e. from Km 465.000 (Ochira) to Km 551.900 (Kazakuttam junction), is straight in major portion of the road.

The major portion of project road is in Plain terrain. In certain section, the terrain is Rolling. The horizontal and vertical alignment are generally satisfactory except in a few reaches. However the Geo-metrics of the existing road is subject to further review and analysis, in conformity to the proposed design standard of Geo-metrics and in line with improvement option.

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

In some urban areas/ city areas the section of project road is locally developed, having 4-lane divided carriageway. The approximate width of each carriageway is 8.5m –9.0m including paved shoulder. Width of median varies from 1.5m to 3m.

Consultant has reviewed the improvement option feasible and accordingly has proposed new centerline of the 4 lane divided carriageway with the provision of service road on both side. The proposed improvement shall affect the existing traffic flow, and during construction, adequate safety measures are to be undertaken.

From km 488.972 to km 502.804 of NH-47, construction of 2 lane Kollam By Pass is under progress by PWD, Kerala Govt. Detail about Kollam by pass is furnished in chapter no 3.4.2. Improvement of the existing Kollam By Pass, in accordance to the Detail Survey conducted by the Consultant is reported in relevant sections, pertaining to the individual item of construction.

From km 428.400 to km 537.400 a new bypass is proposed for Attingal Town.

3.6 Carriageway Width (Pavement Width)

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

2.

Table 2: Carriageway Width

Sl

No

Chainage

(Km)

Length

(Km) Road formation

Main

Carriageway

(m)

Paved

Shoulder

(m)

01 465.700-469.850 7.15 2 lane divided carriageway 7.00 2x1.50

02 469.850-470.450 0.600 4 lane divided carriageway 7.17 2x1.50

03 470.450-486.600 16.150 2 lane undivided c’ way 7.00 2x1.50

04 486.600-494.950 8.350 No road formation 0.00 ----

05 494.950-499.800 4.850 2 lane divided c’ way 7.00 2x1.50


07 502.400-502.800 0.400 4 lane divided c’ way 7.00+7.00 ----




11 515.500-515.800 0.300 4 lane undivided c’ way 7.00+7.00 ----




Total (km) 85.30

3.7 Un-paved Shoulder Type and Width

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

3.8 Land Use

Introduction


1 - 16

The land use along the existing NH is built-up area and commercial area in major portion of project road, as a effect of ribbon development. In certain parts of project road, the land use is Industrial area. The utilities are running along the NH through out its length. Utilities like electricity, water supply lines etc are also crossing the NH. The data collected has been furnished in Table 3.

Table 3 : Land Use

Sl. No. Location (km) Land Use

Village From To Left Right

1 465.500 466.000 BUA BUA Changan kulangra

2 466.000 466.500 BUA + CA BUA + CA Changan kulangra

3 466.500 467.000 BUA BUA Vavvakava

4 467.000 467.500 CA CA Vavvakava

5 467.500 468.000 CA CA Vavvakava

6 468.000 468.500 BUA BUA K.s puram

7 468.500 469.000 BUA BUA K.s puram

8 469.000 469.500 BUA BUA Karunagapally


10 470.000 470.500 CA CA Pallimukku

11 470.500 471.000 CA CA Pallimukku

12 471.000 471.500 CA CA Karunagapally




16 473.000 473.500 BUA + CA BUA + CA Karunagapally


18 474.000 474.500 BUA BUA Kannatte

19 474.500 475.000 BUA BUA Kannatte

20 475.000 475.500 BUA BUA Kuttivattom

21 475.500 476.000 BUA BUA Kuttivattom

22 476.000 476.500 BUA BUA Vattamukkum

23 476.500 477.000 BUA BUA Vattamukkum

24 477.000 477.500 BUA BUA Edapallykutta

25 477.500 478.000 BUA BUA Edapallykutta

26 478.000 478.500 BUA BUA Chavara

27 478.500 479.000 BUA BUA Chavara

28 479.000 479.500 BL IA Sankaramanglam

29 479.500 480.000 BL+BUA+CA IA Sankaramanglam



30 480.000 480.500 BUA / CA BUA / CA Chavara






36 483.000 483.500 BUA BUA Puthen-thura

37 483.500 484.000 BUA BUA Puthen-thura

38 484.000 484.500 BUA BUA Neendakara






44 487.000 487.500 BUA BUA Shakthi-kula ngara




48 489.000 489.500 BUA BUA Kollam

49 489.500 490.000 BUA / CA BUA / CA Kollam















Introduction


1 - 18



64 497.000 497.500 Park / Bus Rly. Line Kollam

65 497.500 498.000 BUA / CA Rly. Line Kollam







72 501.000 501.500 BUA BUA Kollam

73 501.500 502.000 BUA BUA Kollam

74 502.000 502.500 BUA/CA BUA/CA Kollam


76 503.000 503.500 BUA BUA Mundichira

77 503.500 504.000 BUA BUA Umayanallur

78 504.000 504.500 BUA BUA Umayanallur

79 504.500 505.000 BUA BUA Parakkulam

80 505.000 505.500 BUA & CA, IA BUA & CA,

IA Kottiyam

81 505.50 506.00 CA CA Kottiyam

82 506.000 506.500 BUA, CA BUA, CA Kottiyam

83 506.500 507.000 BUA BUA Siihara junction

84 507.000 507.500 BUA, CA BUA, CA Sithara

85 507.500 508.000 AG / BUA AG / BUA Mylakkad

86 508.000 508.500 BUA BUA Ithikkara

87 508.500 509.000 AG / BUA AG / BUA Ithikkara

88 509.000 509.500 AG / BUA AG / BUA Standard jn.

89 509.500 510.000 BUA BUA Thirumukk

90 510.000 510.500 BUA, CA BUA, CA Chathannoor

91 510.500 511.000 CA CA Chathannoor

92 511.000 511.500 BUA, CA BUA, CA Chathannoor

93 511.500 512.000 BUA BUA Uramvila

94 512.000 512.500 BUA BUA Karamcodu







99 514.500 515.000 BUA BUA Thattarkonam

100 515.000 515.500 BUA BUA Kalluvathukkal

101 515.500 516.000 BUA, CA BUA, CA Kalluvathukkal



104 517.000 517.500 BUA BUA Sreeramapuram

105 517.500 518.000 BUA BUA Thettykuzhi

106 518.000 518.500 BUA, CA BUA, CA Paripally

107 518.500 519.000 CA CA Paripally

108 519.000 519.500 BUA BUA Mukkada

109 519.500 520.000 BUA BUA Kadambattukonam



112 521.000 521.500 BUA BUA Erupaihiettam mile

113 521.500 522.000 BUA BUA Erupaihiettam mile

114 522.000 522.500 BUA & AG BUA Erupaihiettam mile,

navaikullam

115 522.500 523.000 BUA & AG BUA Navaikullam

116 523.000 523.500 BUA & AG BUA & AG Navaikullam

117 523.500 524.000 BUA BUA Navaikullam

118 524.000 524.500 BUA & AG BUA Thattupalam

119 524.500 525.000 BUA BUA Navaikullam, valiyapally

120 525.000 525.500 BUA BUA Kallambalam

121 525.500 526.000 CA CA Kallamballam

122 526.000 526.500 BUA, CA BUA, CA Kallamballam

123 526.500 527.000 BUA BUA Velloor

124 527.000 527.500 BUA BUA Mannambur

125 527.500 528.000 BUA BUA Kaduvayil

126 528.000 528.500 BUA BUA Kaduvayil konam

127 528.500 529.000 BUA BUA Thotakaddu

128 529.000 529.500 BUA BUA Chathanpara

129 529.500 530.000 BUA BUA Chathanpara

Introduction


1 - 20



130 537.400 538.000 BUA BUA Mamom

131 538.000 538.500 BUA BUA 18th mile Korani

132 538.500 539.000 BUA + CA BUA + CA 18th mile Korani

133 539.000 539.500 BUA BUA 18 mile Korani

134 539.500 540.000 BUA Coconut tree

+ BUA 18 mile Korani

135 540.000 540.500 BUA Coconut tree

+ BUA Champkamanglam

136 540.500 541.500 BUA+CA BUA+CA Champkamanglam

137 541.000 541.500 BUA BUA Champkamanglam

138 541.500 542.000 BUA BUA Thonnakkal

139 542.000 542.500 BUA Coconut tree

+ BUA Thonnakkal

140 542.500 543.000 Trees + BUA Trees + BUA Thonnakkal

141 543.000 543.500 BUA + CA BUA + CA Mangla puram

142 543.500 544.000 CA CA Mangla puram

143 544.000 544.500 Trees + BUA BUA Mangla puram

144 544.500 545.000 BUA BUA Mangla puram

145 545.000 545.500 BUA BUA Pallipuram


147 546.000 546.500 BUA BUA+BL Pallipuram




151 548.000 548.500 BUA BUA Kaniyapuram

152 548.500 549.000 BUA+CA BUA+CA Kaniyapuram

153 549.000 549.500 BUA BUA Kaniyapuram

154 549.500 550.500 BUA BUA Kazhakuttam

155 550.000 550.500 BUA + CA BUA + CA Kazhckuttom

156 550.500 551.000 BUA + CA BUA + CA Kazhckuttom



157 551.000 551.500 CA CA Kazhckuttom

158 551.500 551.900 CA CA Kazhckuttom

3.9 Height of Embankment

The entire road is in Embankment having height ranging from 0.5 m to 4.00 m. The details having different embankment heights are given in Table 4.

Table 4 : Height of Embankment

Height of

Embankment in

(m)

Stretch

LHS RHS

< 1m

479.50-480.000, 480-481, 482-484, 485-486, 503-505.000, 507.50-508, 509.5-510.000, 511.50-513.00, 514-514.50,

517.50-519.00, 519-520, 521-521.50, 526-527, 538-538.50, 543.50-544.00, 546.547, 548-

548.50, 550-550.500

479.50-481.00, 481.50-482.50, 484-486, 503-503.500, 504.50-

505.00, 507.50-508.00, 511.50-512.00, 514-514.500, 516.00-516.50, 518.520.500,

522.500-523.000, 524.50-525.00, 526.00-527.00,

541.50-542.00, 546.00-547.00, 548.00-548.500, 550.00-

550.500

>1m <2m

479-479.35, 481-482, 484-485, 486-487, 503-503.50, 507, 509-

509.50, 516-517, 520-521, 521.50-522, 524.50-525

479-479.5, 481.0-481.5, 483-484, 486-489, 507-507.50, 513.5-514, 514.5-515.00,

516.500-517, 520.50-521.50, 527-527.50, 539.50-540, 541-

541.50, 547-548

>2m < 3m

508.500-509.00, 515-515.500, 522-522.500, 523, 524-524.500, 537-537.500, 539-539.500, 540, 542.50-543, 544-544.500, 545-

546.000

508.500-509.00, 513-513.50, 515-515.500, 521.50-522.00,

522.00-522.50, 524.00-524.500, 539-539.500,

542.500-543.000, 545-546.000

> 3m 523-524, 538.500-539,

540.500-541.00, 542-542.500, 544.50-545

523.00-523.50, 537-537.50, 538.50-539, 540-540.50, 540.50-541.00, 542.000-542.50, 544.50-545.00

$ From km 486.600 to km 499.600 kollam by pass construction is under progress

$ from km 523.500 to km 534.300 attingal by pass is proposed.

3.10 Junctions

The details of existing junction are given in Table 5.

Table 5 : Existing Major Junctions

Sl.

No.

Design

Chainage Side

Description of

Road Category

Status of

road Remarks

1 470.280 LHS Karumangappally MDR Underpass

Introduction


1 - 22

Sl.

No.

Design

Chainage Side

Description of

Road Category

Status of

road Remarks

Junction to Adoor Road

proposed

2 477.590 Both Side

Sangara Mangalam to

Kattackal junction to

Kovilthottan

ODR Underpass proposed

3 491.000 Both Side

Kadavoor Junction to

Amchalammod

MDR

Underpass proposed

4 494.950 Both Side

Kollam Shecottah NH-

208

NH 208

Junction proposed

5 496.500 Both Side

Ayathil Junction

Kollam – Kanmanalloor

Road

MDR Junction proposed

6 499.500 RHS Kollam bypass

end junction existing NH-47

NH-47

Junction proposed

7 502.600 Both Side

Kottiyam Junction to

Mayyanad to Kundara

MDR Underpass proposed

8 507.710 Both Side

Chattannur junction to

Kannanalloor to Udayanad


9 515.200 Both Side

Parippally Junction to

Madathara to Paravoor


10 520.120 Both Side

Kollambalam Junction to

Varkala

MDR

Underpass proposed

11 523.550 RHS Attingal bypass start junction

existing NH-47

NH-47

Bypass start

junction proposed

12 527.400 Both side

To Varkala


13 534.500 RHS Attingal bypass NH-47 Bypass end

Sl.

No.

Design

Chainage Side

Description of

Road Category

Status of

road Remarks

end junction junction proposed


Mangalpuram junction to

Pothenmade to Murukkumpuzha

MDR Junction proposed


To CRPF camp to Public School

ODR

Underpass proposed


Kaniyapuram Junction to

Village road to Peruanathura

VR & ODR

Underpass proposed

Table 6: Existing Minor Junction

Sl.

No.

Design

Chainage Side

Description of

Road Category

Status of

road Remarks

1 463.730 Both side

Vallikunnam,

Village Road

MDR & VR

2 464.120 Both side

Vallikkavu,

Temple Road

MDR & VR

3 466.820 Both side

Kanjirappally Makku,

Tharaylkadavu

MDR

4 467.800 Both side

Kundhipura,

Kalathikadavu

MDR & VR

5 471.430 Both side

Old NH-47,

Kozhikode

MDR & VR

6 473.320 LHS Thivalakra VR

7 474.400 Both side

Bharanikavu,

Kamthara

MDR & VR

8 475.600 Both side

Pannama Asramam,

Godown

ODR

ODR

9 476.220 Both side

Edappally Junction,

Sasthamkollaha,

KMML Factory

MDR & ODR


Vakkatu Mukku,

IRE

ODR

ODR

Introduction


1 - 24

Sl.

No.

Design

Chainage Side

Description of

Road Category

Status of

road Remarks

11 479.250 LHS Bharanikavu MDR

12 480.650 RHS IRE ODR


Village Road, Harbour road

VR & ODR


Pallimukku Llylapror Road

ODR

15 505.450 LHS Ayaor MDR

16 506.600 RHS Paravoor MDR


Kattachal Road, Chirakkara road

MDR


Chirakkara road, Kakhanamakku

road

ODR

19 510.250 LHS Sermatti Junction,

Variajam road

MDR


Kalluvathkkal Junction,

nofinetcal, to charrackal

MDR

21 517.750 LHS Panavalla MDR

22 519.000 LHS Navaikkulam MDR

23 520.620 LHS Pallikal MDR


Village Road

VR


MLA Road

MDR


Chianyam Begh road

MDR


Chirayan beehu road

MDR

28 535.530 LHS Assembly mukku MDR

29 537.900 LHS

Chembaka Mamgalam

Junction

Vemjaranmoad

MDR

30 538.550 LHS Venzode ODR

Sl.

No.

Design

Chainage Side

Description of

Road Category

Status of

road Remarks


Sainikascharl,

Beach

ODR

3.11 Water Bodies

This section of road crosses through the following major watercourse in project road (Stage-II). Location of waterbodies are furnished in Table 7:

Table 7: Water Bodies

Sl.

No. Design Chainage Remarks

1 462.900-463.000 (LHS) Low laying area water logging in rainy

season

2 471.820-471.900 (LHS & RHS) Natural canal connecting waters

3 473.900-473.950 (RHS) Low laying wet land dries in summer season

4 474.580-474.620 (LHS & RHS) Low laying paddy fields & drainage channel

5 475.060-475.120 (LHS & RHS) Low laying paddy fields & drainage channel

6 475.450-475.481 (LHS) Low laying paddy fields & drainage channel

7 476.200-477.500 (LHS) Low laying paddy fields & drainage channel

8 480.110-480.160 (LHS & RHS) Navigational canal connecting back waters

rivers

9 482.130 (RHS) The Arabian sea is 50m away

10 484.680-485.080 (LHS & RHS) Neendakara Harbour Canal connecting

Asthamudy lake to Arabian sea

11 487.300-487.820 (LHS & RHS) Branch of Ashtamudy lake



14 496.430-496.460 (LHS & RHS) Natural Drainage channel




18 505.550-505.600 (LHS & RHS) Jthikkar River

19 517.600-517.615 (LHS & RHS) Natural Drainage Channel



22 529.300-529.400 (LHS) Vamarapuram River

23 530.300-530.400 (LHS & RHS) Low laying paddy field

24 534.100-534.120 (LHS & RHS) Mamam River


Introduction


1 - 26

Sl.

No. Design Chainage Remarks

26 544.150-544.160 Natural Drainage Channel

4. PAVEMENT CONDITION SURVEY

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

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

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

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

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

the detail information were collected using approved QAP formats.

4.1 Corrugation

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

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

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

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

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

corrugation, in the project road.

4.2 Rutting

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

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

dangerous.

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

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

wheel tracks is worked out.

4.3 Pot Hole

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

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

surfacing material.

The area affected by major Pot holes was measured and the percentage area was

worked out.

4.4 Ravelling

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

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

500m.

4.5 Cracking

A common defect in bituminous surface is the formation of cracks. The area affected by cracking was measured by encircling and the extent of cracking was assessed visually at 500m intervals or the places of defects.

4.6 Patching

During field inspection, patching was observed at the stretches.

4.7 Edge Breaking

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

4.8 Edge Drop

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

4.9 Inventory of all Road Side Facilities

The details of the road side amenities and facilities like school, dhabas, telephone booths, bus stop, hospital, hotel, repair shops etc. are given.

5. ROAD MEASUREMENT DATA ACQUISITION SYSTEM (ROMDAS)

5.1 Background

The roughness has been carried out for the whole length of the project road using Road Measurement Data Acquisition System (ROMDAS). The calibration of the ROMDAS has been done as per the procedure given in World Bank’s Technical Paper Number 46 (WTP-46). The surveys have covered two runs along the wheel paths for each lane and results have been expressed in the terms of IRI (m/km) and BI (mm/km) in tabular as well as graphical forms. Further, whole stretch of 162 km has been delineated using Cumulative Difference Approach and based on this homogeneous sections have been identified.

In addition video survey has also been conducted for digitisation of whole project road to have a better in-house assessments and rectifications.

5.2 ROMDAS

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

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

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

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

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

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

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

physical inspection).

Road Roughness Surveys

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

Introduction


1 - 28

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

major determinant of vehicle operating costs.

ROMDAS works as a response type road roughness measuring system. The system has been calibrated by recording its response (RAW values) and comparing the same with that of a ROMDAS Z-250 Reference Profiler. ROMDAS Z-250 reference Profiler has been developed by Data Collection Ltd (DCL). The Calibration sections called standard sections have been divided into a number of smaller subsections of 100m lengths each. A total of 12 such “standard” points have been collected consisting of 400 lengths each. “Standard” sections vary from “very smooth” to “very poor” and at each section the Z-250 has been run along the selected lane and roughness has been noted in terms of IRI (m/km).

ROMDAS vehicle has been run at Constant Speed of 32+2 km/hr on the “standard” section along the same selected lanes and ROMDAS response (RAW values) have been recorded. Using the software-NLREG the calibration equation has been developed between ROMDAS Response (RAW/km) and IRI (m/km).

Calibration equation at 32km/hr:

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

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

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

of the equation given in HDM-III:

BI = (312.5 x IRI) 1.124

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

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

both tabular and graphical forms in the following pages.

5.3 Limitations as per MOSRT&H/World Bank

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

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

a) Recommended Roughness values (BI units) by MORT&H Circulation No. RW/NH-33044/10/2000-S&R dated 22nd May 2000

Surface Type Good

(mm/km)

Average

(mm/km)

Poor

(mm/km)

Very Poor

(mm/km)

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

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

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

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

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

not been mentioned.

New

Pavement

s

Minimum IRI

(BI) in

m/km(mm/km)

Maximum IRI (BI) in

m/km(mm/km)

1.5 (1000) 3.4 (2500)

5.4 Observations

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

and BI Units of various lanes. The detailed 100m-wise Roughness Measurement

Studies have been provided.

6. BENKELMAN BEAM DEFLECTION TESTS

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

7. INTERSECTIONS AND RAILWAY CROSSINGS

Consultant proposed to provide a flyover at the crossing of Kollam bypass with NH-208. The flyover shall be 4 lane category, having a span of 11 x 31.5m. Total length shall be 346.5m. It will be constructed on open foundation. Total deck width shall be 2 x 12m. In this section, there is one ROB, it is proposed to construct additional 2-lane ROB parallel to existing ROB.

7.1 Improvement of Major Junctions

Consultant’s proposes to improve the existing intersections as per the design standards and specifications of at grade junctions in Table 5.

Broad features of the proposed intersections are as under;

At all the intersections, other than the cross intersection, right turn movement for traffic entering from the cross roads shall not be permitted. Only left turn movement for the traffic entering the main carriageway from the service road are proposed to be permitted.

Traffic from the service road shall be permitted to merge with the traffic in main carriageway at an offset of 200m from the intersection point.

Right turn movement for the traffic in main carriageway, shall be permitted in the median opening and in cross intersections.

At cross road intersections, it is proposed to provide Electronic Signaling System operating in time mode. Road signs for pedestrian crossing and traffic turning movement is proposed to be provided as per the detail drawings of the intersections.

7.2 Underpasses

The consultant has undertaken detailed survey of the project road and in accordance to the survey conducted, the location of the underpasses as required for the project road is furnished in Table 8. The general arrangement drawing of the underpasses may be obtained from the drawing volume. It is observed that no. of cross roads of minor and major category is merging with the project road. As desired by the Client that the design road shall have partial access controlled highway, Consultant had proposed to provide underpasses at such locations where no. of cross roads merging with the existing project road at frequent interval.

Table 8: Underpasses

Sl.

No.

Chainage

(km)

Type of

Underpass Remarks Length (m)

Introduction


1 - 30

Sl.

No.

Chainage

(km)

Type of

Underpass Remarks Length (m)

1 470.280 Vehicular Karunagappally Adoor Road

intersection 19.00

2 471.730 Vehicular Existing underpass 6 x 5 (m) 12.00

3 477.597 Vehicular Sankara Mangalam Junction 19.00

4 480.280 Vehicular Chavara Bridge approach IWAI

Terminal 19.00

5 484.271 Vehicular St. Sebastian Church Road 19.00

6 498.250 Vehicular Kollam Bypass Pallimukku

Myapoor Road 23.00

7 502.600 Vehicular Kottiyam Junction 19.00

8 507.725 Vehicular Chattannur Junction 19.00

9 515.245 Vehicular Parippally Junction 19.00

10 522.150 Vehicular Kallambalam Junction 19.00

11 531.650 Vehicular Attingal Bypass

12 542.580 Vehicular CRPF (HQ) Pallippuram 19.00

13 544.898 Vehicular Kaniyapuram Junction 19.00

Due to constraint in available land width, the approach road towards the underpass shall be restrained by providing RE wall on both side. The proposed vehicular underpass shall have clear opening as 5.5m x 15.0m, and pedestrian underpass shall have clear opening as 3.5m x

15.0m in main road.

7.3 Median Opening

Median opening shall be provided at approximately 2km interval along the project highway. Length of opening shall be 30m. On both sides of median opening, steel railing is proposed to be provided on precast blocks. In between service road and main carriageway, to restrict the pedestrian crossing through the designated road marking only. The details of median opening are summarized in Table 9.

Table 9 : Details of Existing Median Opening

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

1 464.000 21 511.500

2 466.000 22 513.200

3 471.000 23 518.200

4 472.600 24 520.000

5 474.200 25 521.700

6 475.500 26 523.500

7 476.600 27 525.200

8 478.800 28 527.400

9 481.000 29 528.500

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

10 482.300 30 530.400

11 486.600 31 533.300

12 489.500 32 534.300

13 491.000 33 536.200

14 493.800 34 537.500

15 496.400 35 539.300

16 499.600 36 541.400

17 503.800 37 544.000

18 505.000 38 546.000

19 506.300 39 548.160

20 509.500

Note: The maximum detour will be around 1.5km

8. CROSS DRAINAGE WORKS

105 number cross drainage structures are existing in project main road and 6 no culverts exist in Kollam by pass. All These culverts has been examined in detail during feasibility study and their retention and widening or new construction after dismantling has been proposed after conducting conditions survey. Some of the desired information could not be obtained due to blockage of culvert either by sedimentation or due to grow of thick bush inside the culverts, or due to existence of muck at inlet and outlet. The scouring at inlet and outlet is predominant and same is required to be taken care by suitable preventive protection works. The required widening of the culvert proposed to be retained, as per profile layout is to be undertaken as per the general arrangement drawing, provided in drawing volume. Abstract of existing culverts are given in Table 10 and Table 11.

Table 10: Abstract of Culverts (Main Road)

Sl. No Description No. of Culverts

01 Total no of culverts 111

02 No of Slab Culverts 43

03 No. of Pipe Culverts 37

04 No. Box Culvert 31

Table 11: Abstract of Culverts (Kollam By Pass)

Sl. No Description No. of Culverts

01 No of Pipe Culverts 6

02 No of Box Culverts (New) 8

9. HYDROLOGY OF BRIDGES

9.1 General

• This section deals with Hydrological and Hydraulic study of Bridges from Existing Km 465.000 to km 551.900 of NH-47.

Introduction


1 - 32

• There are 14 existing Bridges in the existing road stretch. Two number bypass has been proposed to be bypass Kollam and Attingal towns. 3 number new bridges are proposed in Attingal bypass and 6 number new bridges are proposed in Kollam bypass. Other 5 nos existing bridges of NH-47 are of 2 lane and are required to be widened to 4 lanes except the AS Canal Bridge at existing Km 482.

• The hydrological study, computations and methodology adopted for discharge and other hydrological computations have been discussed in this report.

• List of proposed culverts are included for bypasses.

9.2 Study Objective

These investigations are primarily intended for evaluating the adequacy of waterways of the existing bridges for the design flood flow. The hydrological study has been done based on the field investigations and survey data. This report describes the method of evaluation of performance of existing bridges on the existing highways for widening proposals, and design discharges, waterway required, scour depth and afflux etc for the new bridges.

9.3 Hydrological Investigation Pertaining to Bridges

There are total 14 bridges on existing main road out of which 9 bridges are proposed to be bypassed. Major rivers, Canals and lakes crossing the proposed alignment are outlined below:

• Among Existing bridges 2 number bridges are on defined river Ithikkara at design chainage 505+300 and Pallipuram at chainage 544+155 .One bridge is on famous Ashtamudi Lake at chainage 484+900. Other 2 number bridges are on canal at chainage 471+880(Pallikal) and other is at 480+150 (TS canal).

• 6 number bridges are proposed on Kollam bypass among which 3 no bridges are proposed on the lakes and other 3 number bridges are on the different branches of Churanga thodu river.

• Total 3 number bridges are proposed on Attingal bypass among which Two bridges are proposed on the major river Vannapuram at chainage 529+300 and Mammon at

chainage 534+110 river of Periyer Basin. One minor bridge is proposed on Thotakadu river at chainage 529+600.

• Bridges are found to be of varying span of 8 m to 423 m ( on lake)

• River slope in the bypass are generally found to be varies from 1 in 250 to 1 in 1000.

• General ground are varring from RL 60 on the waterdivide to RL 0 on bridge site. Vannapuram river generates at Ranges of Sayhadri hills of elevation 1100 .

9.4 Hydrological Data

The Hydrological Data collected for calculation of bridges are as follows:

Various data such as terrain, soil and cover condition, nature and size of bed material, river bed and plan forms etc. are collected from field through local inquiry made during site inspection by engineer based upon designed format for the same. Table 12 shows the hydrological features such as bed level and HFL of Channels.

Toposheet Number 58C/12, 58C/16, 58D/9, 58 D/13, 58D/14, 58 H/2 of has been taken from Survey of India and catchments of streams has been demarcated. Equivalent Slope of stream , terrain slope and land uses are also studied in the toposheet.

Rainfall/runoff data published in the Flood Estimation Reports for West Coast Region Sub zone 5a & 5b, prepared jointly by Central Water Commission (CWC), Indian Meteorological Department (IMD), Research Designs Standards Organisation (RDSO) and Ministry of Shipping Road Transport & Highways (MOSRT&H) are used for information regarding stream flow and rainfall. From Isopluvial maps in Flood Estimation Report, 24 hour rainfall of 50 year return period is found to be 280 mm for this stretch of road. The rainfall data has been given in Table 13.

Table 13 : Rainfall Data

Stretch Mean Annual

Rainfall

24 hours Rainfall for Return period of

25 Years 50 Years 100 Years

Trivandrum to Cherthalai

1000 mm to 4000 mm

240 mm 280 mm 320 mm

For rain fall of shorter duration less than 24 hrs a conversion ratio has been adopted from same CWC report. Mean average Time distribution curves of storms of various duration are also adopted from CWC report subzone 5a and 5 b Aerial to point rainfall ratio for various duration over different catchment is adopted from CWC report of Subzone 5 a and 5 b. The general land use data and Soil Data are also adopted from the same report.

9.5 Stream Data

For all the bridges, the longitudinal section of the river extending from about 100m to 500m on the U/S and 100m to 500 m on the D/S (depending on stream size) has been drawn on the basis of actual survey data at site. Several river cross-sections, one at the bridge site, others both U/s and D/S of the bridge are drawn on the basis of field survey data. Longitudinal section of the stream along deep channel is plotted for each stream to find the longitudinal bed slope and compared with terrain slope found from toposheets. Manning’s roughness coefficient (n), cross section area of flow (A), wetted perimeter (P) and conveyance (K) etc. are found for each of the stream.

9.6 Hydrological Computations Pertaining to Bridges

The adequacy of the existing bridges has been determined on the basis of design discharge / flow. The detailed hydrological computations for all bridges on existing main road and bridges on bypasses have been done. The discharge has been computed by various methods and then finally, design discharge has been adopted as recommended in IRC:SP – 13 and

IRC : 5. The computed discharge is given in Table 14. It also gives other details e.g. names of streams, existing clear waterway, skew angle, effective waterway, design discharge and HFL as obtained from local enquiry. The adequacy of the existing bridge is determined by taking into consideration of Lacey’s Regime waterway and actual waterway (at HFL) of the channel and is given in Table 15 & Table 16 gives the abstract of hydraulic parameters e.g. design HFL, maximum scour levels for piers and abutments, recommended waterway, fluming ratio, afflux etc.

9.7 Methodology Adopted For Discharge Computation

Design discharge is computed by using various methods (i.e. Empirical Formula, Rational method, Slope Area method, and Weir / Orifice method), as recommended in IRC-SP-13 and IRC 5 – 1998 are briefed below. Methods adopted in any particular case may vary depending on availability of data.

Dicken’s Formula:

Dicken’s formula is commonly used for computation of flood discharge based on

catchment area of the stream.

Q = C1A0.75 (1)

Where:

A = Catchment area in Sq. km.

C1 = Run-off coefficient which depends on the topography, Rainfall, type of soil, vegetation, ground slope, climate of the region, etc

Rational Formula

Q= 0.028 PfAIC (2)

Introduction


1 - 34

Where:

Q = Maximum runoff in cumecs

A = Catchment area in hectares

Ic = Critical intensity of rainfall in cm/ hr.

P = Coefficient of run off for the given catchment characteristics.

F = Spread factor for converting point rainfall into area mean rainfall.

Table 12: Hydrological Investigation

Introduction


1 - 36

Table 14

Table 2.15

Introduction


1 - 38

Table 2.16

Ic = (F/T)*(T+1) / (Tc+1)

F = Total Rainfall of T hours duration (24 hrs.) in cm corresponding to 50 yrs return period.

T = Duration of total rainfall (F) in hours= 24 hrs.

Tc= Time of concentration in hour.

Ic values found from Inglis formula (as per IRC: SP-13) give extremely high intensity of rainfall when 24 hrs rainfall is considered. Design rainfall intensity Ic is, therefore computed from rainfall distribution given in CWC’s flood estimation reports for sub zone 5a & 5b, corresponding to 50 years return period for bridges for storms of duration equal to time of concentration. Concentration time Tc is found for every catchment for the given stream from respective toposheets assuming a tortuisity of 1.25and also from Dicken’s and Time of Travel formulas as given above. Average of the two values is taken for finding Tc and corresponding Ic. Total rainfall in 24 hrs is adjusted corresponding to Tc for finding critical rainfall intensity Ic from the rainfall distribution curve (Duration vs conversion ratio) of CWC report.

Slope- Area Method

This method is based on conveyance factor (K) and the slope (S) of stream. For

calculation of the conveyance factor, Two or more cross-sections at u/s and d/s of

bridge site are used. These are at bridge site, upstream of bridge site and downstream

of bridge site at specified locations. Slope of the channel will be determined using

survey data of lowest bed level. The discharge is calculated by the Manning’s formula

given below:

Q = KS1/2 (3)

Ke = Equivalent conveyance rate = (K1, K2…Kn)1/n

Kn = nN

1

* An Rn 2/3 (n = 1, 2, 3…n) (4)

Where:

Q = Discharge in m3/sec.

A = Cross-sectional area of flow in sq. m.

R = Hydraulic mean depth in m = A/P

P = Wetted perimeter in m.

S = Mean longitudinal slope of the channel.

K = Conveyance factor and n refers no. of cross-section

N = Rugosity coefficient as per IRC: SP –13

n = nos. of cross-sections

This method has been used only for those bridges, which are having defined channel in toposheet. Those bridges, where there is no defined channel and slope, Area-velocity method has been used by assuming a velocity of 2 ms-1

Weir/Orifice Formula

Weir formula

(5)

2g

uDL1.706CWQ

3/22

u

+=

Introduction


1 - 40

Q = Discharge in cumecs

L = Linear effective clear waterway in meter under the bridge normal to channel axis.

Du = Average depth of flow at upstream in meter measured above a datum usually taken as reduced invert level of bridge

u = Velocity of approach in m/sec.

g = Acceleration due to gravity = 9.81 m/sec2.

Cw = Coefficient of discharge over weir, which may be taken as under as per IRC: SP-13 as follows:

Type of Bridge opening Value of Cw

Narrow bridge opening with or without floors: 0.94

Wide bridge opening without floor: 0.96

Wide bridge opening with no bed floor: 0.98

u has been calculated using the relation

u = Q/(Du *W) = Q/Au (6)

Where,

W = Width of channel at upstream section and Au is the cross section of flow upstream.

The above formula is valid when the weir flows freely depending on afflux (h) given by

h = (Du- Dd) = (U/S H.F.L. – D/S HFL) (7)

Where Du and Dd are the depths of flow upstream and d/s of the bridge measured above a given datum usually taken as the bed level of the stream. Weir equation is applicable only when h/Dd ≥ 0.25 .

Orifice formula

h = Afflux = (Du – Dd)

Co and e are coefficients to account for losses of head and recovery respectively

Values of e and Co are taken from IRC-SP13 respectively. In all the cases, energy head in terms of recovery has been neglected.

The above formula is valid for h < ¼ Dd

This method can not be used for the bridges on totally new alignment or on bypass.

Synthetic Unit Hydrograph

As recommended in CWC’s Flood Estimation Report, the following relationships for

estimating the 1-hr unitgraph parameters in the subzone –5(a) and 5 (b) were used.

qp = 0.9178 (L/s)-0.4313 (13)

tp = 1.5607 (qp)-1.0814 (14)

( ) (8) g 2

ue1h gLD2CQ

2

do

½

++=

W50 = 1.9251 (qp)-1.0896 (15)

W75 = 1.0189 (qp)-1.0443 (16)

WR50 = 0.5788 (qp)-1.1072 (17)

WR75 = 0.3469 (qp) –1.0538 (18)

TB = 7.3801 (tp)0.7343

(19)

Tm = tp +tr /2 (20)

QP = qp xA (21)

Where,

tt = Unit rainfall duration adopted in a specific study (hr)

Tm = Time from the start of rise to the peak of the U.G. (hr)

Qp = Peak discharge of Unit Hydrograph (cumecs)

tp = Time from the centre of effective rainfall duration to the U.G. peak (hr)

W50 = Width of the U.G. measured at 50% of peak discharge ordinate (hr)

W75 = Width of the UG measured at 75% of peak discharge ordinate (hr)

WR50 = Width of the rising limb of U.G. measured at 50% of peak discharge ordinate

(hr)

WR75 = Width of the rising limb of U.G. measured at 75% of peak discharge ordinate

(hr)

TB = Base width of Unit Hydrograph (hr)

A = Catchment Area (sq. km)

qp = Qp /A = cumec per sq. km.

The steps for derivation of 1- hour unit graph

• Physiographic parameters of the ungauged catchment viz. A, L, Lc and S are determined from the catchment area plan and LLc/S is calculated

• Substituted LLc/S in the equation (13) to obtain qp and this qp in equation (14) to get tp in hours

• Substituted the value of qp/tp in the equations(15-20) to obtain W50, W75, WR50, WR75, TB and Tm in hours

Introduction


1 - 42

• Plotted the parameters of 1 – hour unitgraph viz. Tm,

TB, Qp, W50 W75 WR50, and WR75

Sum of discharge ordinates of tr-hr Unitgraph is accurately obtained by using the

following equation:

Qi = 2.78 A/tr

Where

Qi = discharge ordinates at 1 – hour interval (cumecs)

A = Catchment area in sq. km

Tr = Unit duration in hours.

Steps to Estimate the Critical Distribution of Storm Rainfall and Design Flood

Hydrograph

• Estimate TD from the computed value of TB.

• Locate bridge catchment under study on the 50-yr, 24 hr isopluvial map and obtain the 50- yr 24-hr point rainfall value in cms.

• Read the conversion ratio for TD hours and multiply the 50- yr 24-hr rainfall by the ratio to obtain 50 yr TD- hr point rainfall.

• Convert the 50 yr TD – hr point rainfall to 50 yr TD – hr areal rainfall by multiplying it with the areal reduction factor (ARF) corresponding to the given values of catchment area and TD – hr duration

• Apply the cumulative percentage of total rainfall against the cumulative percentage of storm duration corresponding to design storm duration TD to obtain the depths at 1 –hr interval, since the unit duration of synthetic U.G. is 1 – hour.

• Obtain the 1 – hourly rainfall increments by subtraction of successive 1 – hour cumulative values of rainfall.

• Obtain the hourly effective rainfall units up to the design storm duration TD by subtracting the design loss rate (0.24 cm/hr) from the hourly areal rainfall units.]

• Arrange the effective rainfall values against the 1 – hourly synthetic U.G. ordinates.

• Reverse the sequence of effective rainfall units to get the critical sequence of the effective rainfall.

• Multiply the first 1 – hr effective rainfall with the synthetic ordinates at 1 – hr interval which will give the corresponding direct runoff ordinates. Likewise repeat the procedure with the rest of the hourly effective rainfall units giving a lag of 1 hr to successive direct runoff ordinates.

• Add the direct runoff ordinates at 1 – hr interval to get the total direct runoff hydrograph.

• Multiply base flow rate with the catchment area under study to get the total base flow.

• Add the total base flow to the direct runoff ordinates at 1 hour interval to get the 50 yr flood hydrograph.

• The peak value of the hydrograph will give 50 year return period discharge

This method has been applied for selected major rivers for which physiographic characteristics are known.

Adoption of Design Discharge for Bridges

The discharge is calculated by various methods as discussed above and design discharge recommended based on provision of IRC:SP-13 and IRC 5-1998 is as follows:

When the variation between the highest two values of discharges computed by different methods is less than 50%, the highest discharge has been taken as design discharge.

When the variation between the highest two values of the discharges computed by different methods is more than 50%, design discharge has been taken as 1.5 times the lower of the two maximum values

Design HFL/HTL

For calculating the discharge by various methods HFL obtained from local enquiry is used. When the value of peak flood discharge evaluated by Slope-Area method and Weir-Orifice method do not substantially vary from the design discharge, it is concluded that the HFL found from local enquiry is all right. Most of the bridges on existing road are hydraulically adequate. Hence the HFL obtained from local enquiry has been considered as the design HFL. For the bridges on the bypasses, normal HFL has been computed by Stage – Discharge curve for given channel section and then the afflux computed for the proposed waterway, is added to normal HFL to obtain the design HFL. In case of bridges on lakes, the design HFL has been obtained by adding HTL of 1.35 m to normal water level. Due to tidal effect, the highest tidal level observed at sea is found to +1.35 m above mean sea level. Although, the tide will gradually diffuse as it moves to the lake, for safety the maximum tidal height at sea has been added without considering any diffusion. The tidal variations obtained from Cochin Port Authority were studied for period Jan. 1995 to Dec. 2000 and highest tide level was found to be 135 cm

Waterway for Bridges

Although IRC 5 - 1998 recommends Lacey’s regime waterway as clear waterway under bridges. Based on the width of the banks for the confined streams and water spread at HFL and Lacey’s waterway, waterway for the bridges have been recommended. Lower of the two (Lacey’s regime waterway and normal waterway), has been considered to estimate clear waterway keeping a maximum restriction up to 40 per cent (i.e. a fluming ratio of 60%) as recommended by IRC. As per computation the fluming ratio falls below the limit, but bridge has been retained considering the condition survey report of the bridge as good and sound.

Scour Depth

Lacey’s equation is adopted for estimating normal scour depth as per IRC: 5

R = 1.34 (q2/f) 1/3

Where R is the Lacey’s regime scour depth, measured below HFL, q is the design discharge intensity under bridge in cumecs per meter and f is silt factor given by the equation

f= 1.76 (d50)1/2

Where d50 is the mean sediment size in mm. Normal scour depth based on Lacey’s equation and the actual observed depth (equal to the difference between HFL and LBL)/1.27 are compared as per code. Higher of the two values is adopted for design. Silt factor ‘f’ is found from Lacey’s equation corresponding to d50 size of bed materials. Maximum scour level for pier and abutment are calculated using a factor of safety of 2 and 1.27 respectively as per IRC: Code-5. For computing scour depth, design discharge is enhanced by 30% to provide for

Introduction


1 - 44

adequate margin of safety as per provision of IRC: 78 - 2000. As the borehole data is awaited, the preliminary calculations for scour depth has been done by taking silt factor obtained from d50 of the surface bed material.

Computation of Afflux

Afflux is due to constriction in normal waterway under the bridge. It is computed using Weir–Orifice formula and Molesworth formula (IRC-SP:89)

Molesworth formula:

Afflux = ((v2/17.88)+0.015)*((A/A1)2-1)

Where v = Average velocity of river prior to obstruction in m/s.

A = Unobstructed sectional area of river in sq. metre.

A1 = Sectional area of river at obstruction in sq. metre.

Weir / Orifice formula has already been discussed above. The afflux computed based on both the methods will be taken into considerations for the final value

Proposed Culverts

Total 14 numbers culverts are provided in Kollam Bypass among which 6 numbers are pipe culverts and 8 number culverts are RCC Box culvert. Total 19 number culverts have been provided along the Attingle Bypass for free movement of run off . New culverts of adequate size have been provided wherever

There is a sag in the ground.

The road is overtopped.

The length of drains becomes excessively long, for disposal of drain water at intervals

in order to limit the drain size.

Most of the culverts in this stretch are balancing type. As there is no defined channel,

the catchment for such culverts could not be demarcated in the toposheet. The size

and type of culverts has been decided according to the visual observation of

catchment at site itself and assessment of discharge likely to pass through these cross

drainage structures.

10. BRIDGES AND STRUCTURES

10.1 General

There are 11 bridges and 2 ROBs in the stretch from km. 465.000 to km 551.900 of NH-47 details are given in Table 17.

Table 17: Details of Structures

Description Main NH Partially completed

Kollam Bypass Total

Major bridges 475/2, 488/1, 509/1, 533/1 (4 nos.) ---- 4

Minor bridges 483/1, 531/1, 538/1, 548/1 (4 nos.) 3 7

ROBs 475/1* (1 No.) 1 2

TOTAL 13

* Railway track under the ROB is abandoned. Structure being used as an underpass.

10.2 Field Surveys

The following field surveys were carried out in accordance with the provisions of IRC: SP-35-1990:

• Inventory of existing bridges / structures

• Visual condition survey of existing bridges / structures

The inventory details collected are presented bridge-wise.

The visual condition survey report for each bridge.

Details of existing bridges are summarized.

2.12.3 Retention / Replacement of Existing Bridges

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

hydraulic behaviour and improvement of road alignment.

(A) Structural Condition

As per data collected the existing bridges have been constructed in different years are summarized in Table 18.

Table 18: Construction Years for Bridges

Year of

Construction Nos. Name of Bridge Length (m)

Fifties 1 Chavara Bridge (483/1) 44

Sixties 2 Kanettil bridge (475/2)

ROB in approaches of Kanettil bridge (475/1)

80

7.7

Seventies 3 Neendakara (488/1) 422

Poovampara (533/1) 79.5

Ithikkara (509/1) 64

Eighties 2 531/1 8

538/1 49

Nineties 4 3 bridges & 1 ROB on Kollam Bypass 65 (total)

Date Not known 1 Pallipuram bridge (548/1) 13.5

Though structurally, all of the bridges/structures appear to be in satisfactory condition

Chavara bridge has carriageway width 6.4m only which is less than 7.5m required for

2-lane bridge. This bridge being of bowstring girder type cannot be widened. Hence

the bridge being old and narrow is recommended for replacement. Incidentally, this

bridge is on a canal which has been declared National Waterway No. 3 of Class III

Introduction


1 - 46

type and the horizontal and vertical clearances available under the bridge fall short of

those laid down by Inland Waterway Authority of India. In view of this, Chavara

bridge (bridge no. 483/1) having 44m length is recommended for replacement.

(B) Hydraulic Behaviour

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

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

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

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

waterway. Thus from hydraulic consideration all of the existing bridges are in

satisfactory condition.

(C) Effect of Improvement of Road Alignment

Apart from bypass to Kollam town (km 489 to km 503) under construction, it is

proposed to provide a bypass to Attingal town also from km 528 to km 537.4.

Due to this under mentioned 3 bridges shall be bypassed.

Bridge no. 531/1: Bridge across Thotakadu Thodu Length – 8m

Bridge no. 533/1 Bridge across Vamanpuram river near Poovampara, length – 80m

Bridge no. 538/1: Bridge across Mammom river, Length – 49m.

To summarise out of existing 13 bridges / structures only 1 bridge shall have to be

reconstructed whereas 3 bridges shall be bypassed. Remaining 9 structures (7 bridges

+ 1 ROB & 1 underpass) can be retained with requisite repairs.

10.3 Additional Structures

(A) Additional 2-Lane Bridges / Structures

For 4-laning of the road, additional 2-lane bridges, ROBs, underpasses are proposed

by the side of existing 2-lane bridges / structures proposed to be retained. Thus

following additional 2-lane bridges / ROBs are proposed.

Additional 2-lane bridges : 475/2, 488/1, 509/1, Minor bridges 10/1, 11/1 &

11/2 on Kollam bypass and 548/1

Additional 2-lane ROB : ROB an Kollam bypass

Additional 2-lane underpass : No.475/1 Corresponding to opening for an

abandoned railway line in approach of Kannettil bridge no. 475/2

(B) New 4-Lane Bridges

Chavra Bridge no. 483/1

Existing 44m long bow string girder bridge being old and narrow, is proposed to be

replaced by a new 4-lane bridge.

Bridges on Kollam bypass

The initial 9 km stretch of Kollam bypass which is yet to be constructed, crosses

Ashtamudi lake at 3 locations where bridges of different lengths will have to be

constructed depending upon the stretch to be bridged.

Bridges on Attingal Bypass

As mentioned above NH-47 in Attingal town crosses 3 streams where bridges of

different lengths are existing. Corresponding to these bridges 3 nos. 4-lane bridges are

required on proposed bypass to Attingal Town.

Underpass

Proposed alignment of Attingal bypasses crosses an MDR at ch. 531+650. The MDR

is proposed to be taken under NH 47 after regarding. Accordingly, an underpass with

12m opening and vertical clearance 5m is proposed at this location.

Further, to facilitate free flow of traffic on National Highway, underpasses of size

1x15m (clear) are proposed at 12 more locations.

Flyover

National Highway no. 47 crosses National Highway no. 208 near Kollam town. A 4-

lane flyover is proposed over NH no. 208.

Thus in all following. 29 nos. new structures are proposed as per Table 19 given

below:

Table 19 : Details of Structures

Sl.

No. Bridge No.

Design

Chainage

Span

Arrangement

Overall

length

Additional

2-lane or

4-lane

Introduction


1 - 48

Sl.

No. Bridge No.

Design

Chainage

Span

Arrangement

Overall

length

Additional

2-lane or

4-lane

1.

ROB 475/1

(Now

underpass)

471.735 1 x 7.70 7.70 2-lane

2.

475/2

(Kanettil

bridge)

471.88 4 x 20 80.0 2-lane

3.

483/1

(Chavra

Bridge)

480.145 1 x 60 60.0 4-lane

4. 488/1

(Neendkara) 484.900

2 x 8.75 +

15 x 27 422.50 2-lane

5.

Bridge on

Ashtmudi

lake

487.60

9 x 43.5 +

2 x 43.9 +

2 x 45.2

569.75 4-lane

6.

Bridge over

Kandachira

lake

490.230 2 x 43.5 87.0 4-lane

7. Bridge over

Aravila lake 492.31 20 x 43.5 870.0 4-lane

8. Flyover over

NH No. 208 494.960 11 x 31.5 346.50 4-lane

9.

ROB on

Kollam

bypass

495.168 1 x 37.7 37.7 2-lane

10. Churanga

Thodu 496.450 1 x 14.5 14.50 2-lane

Sl.

No. Bridge No.

Design

Chainage

Span

Arrangement

Overall

length

Additional

2-lane or

4-lane

11. Churanga

Thodu 497.175 1 x 13.24 13.24 2-lane

12. Churanga

Thodu 497.340 1 x 13 13.0 2-lane

13. Ithikkara

509/1 505.90 3 x 21.3 63.9 2-lane

Attingal bypass

14. Thotakadu

bridge 526.570 1 x 15.8 15.8 4-lane

15. Vamanpuran

river bridge 529.340 3 x 27.5 82.5 4-lane

16. Underpass

for an MDR 531.650 1 x 12 12.0 4-lane

17. Mamon

bridge 534.140 3 x 27.5 82.5 4-lane

18. Pallipuram

bridge 548/1 544.155 1 x 13.5 13.5 2-lane

19

to

29

Underpasses

(11 nos.) 1 x 16 16.5 4-lane

*The ROB in the approach of Kanettil bridge no. 475/2 is over a railway line leading

to an abandoned jetty. As such though no structure is now required at this location

an underpass of same size as that of existing i.e. 6.1m clear width has been proposed.

Capacity of Bridges/ Structures

In case of existing 9 bridges proposed to be retained, additional 2-lane bridges are

proposed by their side. In case of altogether new bridges/structures, on the National

Introduction


1 - 50

Highway 2 units of 2-lane bridges/structures i.e. 4-lane bridges/structures are

proposed.

For passing MDR under National Highway 47 at ch. 531 + 650 a box structure is

proposed.

Thus in the project stretch in all 30 bridges / structures having 2/4 lane capacity will

have to be constructed.

10.4 Planning of New Bridges

The new bridges/structures have been planned as under:

Location

The additional 3-lane bridges are proposed on upstream or downstream side

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

bridges the same are proposed at the crossing of alignment and the stream/lake.

Median

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

land. Hence only 0.5m wide median has been proposed on the main NH.

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

bridges. In case of bridges on bypasses 4.5m wide median is proposed. In view of

this 4.5m wide open median has been proposed over bridges on bypasses.

Span Arrangement

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

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

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

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

chosen from practical considerations.

Carriageway width and deck configuration

There is only 30m land width available for widening the road. In this width 4-lane

road alongwith service roads on either side have been proposed with reduced widths.

In view of this there is no possibility of widening the road to 6-lane. Since traffic

projections indicate need for 6-laning of road within 10 years of completion of 4-

laning, the bridges have been proposed with deck configuration shown in NHAI’s

circular no NHAI/PH-II/NHDP/ADB/GM (NS)-1/108 dated 11.8.2004 i.e. each new

unit will have cross section of a 2-lane bridge with scope for widening to 3-lane in

future.

Type of Superstructure

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

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

Span Length Type of Superstructure

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

between 10m – 22 m

(skew spans)

10-22m (Right span)

RCC T beam

RC voided slab

between 20m – 28m PSC voided slab

between 25m – 40m PSC beam and slab

between 35m – 50m PSC Box type

b. For pedestrian underpass RCC Box cell

c. For vehicular underpass RCC voided slab

Type of Substructure

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

Type of Foundations

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

length etc open/pile type foundations have been proposed.

Loading

Since the proposed deck configuration for each 2-lane bridge unit has scope for widening to 3-lane capacity in future, each unit shall be designed for 3-lanes of IRC Class “A” or one lane of IRC class 70R +one lane of IRC Class-A loading.

Seismic Force

As per modified seismic map of India the project road lies in Seismic Zone - III. According to modified clause 222.1, of IRC 6-2000, in Seismic Zone - III, only those bridges having span length more than 15m or bridge length more than 60m are to be designed for seismic force. Therefore seismic force shall be considered in the design of bridges according to their overall length / span length.

Bearings

For RC Solid slab type superstructure : Tar paper

Introduction


1 - 52

For spans > 10m <20m : Elastomeric bearings

For spans >20m : POT bearings

Crash Barriers

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

Expansion Joints

Filler / Strip seal type expansion joints have been proposed.

Wearing Coat

65mm thick wearing course comprising of 50mm thick bituminous concrete (laid in 2 layers of 25mm thick each) laid over 15mm thick layer of mastic asphalt, has been proposed in accordance with section 500 of MOSRTH specifications.

Design Concrete Strength

For Foundations M-35

For RCC Substructure M-35

For RCC superstructure M-35

For PSC superstructure M-40, M-45

Untensioned Reinforcement

Untensioned reinforcement shall be TMT corrosion resistant deformed bars of Grade designation Fe-415, conforming to IS: 1786.

Clearances

(A) Bridges on National Waterways

Inland waterways authority of India have declared west coast canal from Kottapuram

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

IWAI following clearances are to be provided in case of new structures over this

waterway

Vertical clearance above HFL 7.0m

Horizontal Clearance

In case of canals 40m

In case of rivers 50m

(B) For ROB

Vertical clearance over rails 6.25m

Lateral clearance from center line of nearest rail track

Severe exposure condition

considered as Arabian Sea is

very near.

As per draft regulations for classification

of inland waterways in India

- Abutment / abutment cap 4.35m

- Pier / Pier cap 3.55m

- Foundations 2.5m

(C) For Underpasses

Type of Underpass Horizontal Vertical

(a) For Pedestrians 12 m 3.5m

(b) For commercial

vehicles

15m 5.0m

Protective Coating

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

to provide protective coating to all exposed concrete surfaces.

Design Standards

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

codes of practice:

For planning of bridges IRC:5-1998

Foundations

IRC:6-2000

IRC:21-2000

IRC:78-2000

Substructure

IRC:6-2000

IRC:21-2000

IRC:78-2000

Superstructure

IRC:21-2000

IRC:18-2000

IRC:22-1986

Introduction


1 - 54

IRC:SP:64-2005

Bearings

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

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

Expansion Joints

IRC: SP-69

Protection Works

IRC: 89-1997

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

and structures in Package-II have been prepared and are contained in Volume-III.

10.5 Right of Way (ROW)

On the insistence of the State Govt. of Kerala during the meeting taken by the Hon’ble Chief Minister at Thiruvananthapuram on 08.11.2005, NHAI/ICT were constrained to develop the X-sections for 4 laning within the existing Right of Way (ROW) width of 30m. This had the following inherent drawbacks:

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

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

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

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

xiv) Non availability of adequate space for utility services

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

xvi) No scope of future expansion

11. REPORTS SUBMITTED

Feasibility report of the project was submitted to NHAI on 13.02.2006.

Draft Preliminary Project Report for Package II i.e. km 465.000 to km 551.900 was submitted to NHAI on 12.01.2007. These reports were based on the earlier decision of 4 laning in the existing 30m Right of way (ROW) width.

12. LATER DEVELOPMENTS

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

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

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

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

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

design and drawings by the consultants.

• Due to change in ROW width from 30m to 45m new cross-sections for 4-laning were developed and sent to NHAI for approval on 31.05.2007 and 06.07.2007.

• NHAI was informed that the change would involve additional inputs of survey, extensive Land Acquisition Plans, Resettlement Plans, Environmental Management Plans and preparation of entire design and drawings afresh.

• Case for additional cost of Rs. 94.31 Lakhs (excluding service tax) as Variation was submitted to NHAI vide ICT letter no. ICT:436:TL:4447 dated 31.05.2007.

• NHAI was also informed on 31.05.2007 that fresh exercise would require Extension of Time (EOT) of 8 months for preparing DPR.

13. PRESENT STATUS

• Approval in principle for the modified 4-lane cross-section has been received from NHAI vide their letter no. NHAI/BOT/11012/67/2005 dated 15.11.2007.

• Extension of Time (EOT) upto 31st Jan 2008 has been approved by NHAI vide their letter of 15.11.2007 referred to above.

• Approval for additional cost as variation is awaited from NHAI.

14. SITE VISIT

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

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

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

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

Item LHS

((km)

RHS

(km)

Concentric

(km)

Bypass*

(km)

Total

(km)

Package

II 30.910 28.980 1.680 24.000 85.570

* Two Bypasses at Kollam and Attingal.

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

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

15. PACKAGING

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

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

to Thiruvananthapuram in Km 465.000 to Km 551.900.

16. TRAFFIC

16.1 General

The following necessary traffic surveys have been carried out as stipulated in the terms of reference in order to obtain data for efficient design, reliable economic analysis and to depict the reality scenarios.

Introduction


1 - 56

1. Classified Traffic Volume counts for seven days.

2. Intersection Turning Movement Surveys for 24 hours.

3. Origin - Destination and Commodity Movement Surveys for 24 hours

4. Axle load surveys for 2 normal days (24 hours)

5. Speed and Delay surveys

6. Toll rate surveys

7. Pedestrian and animal cross traffic counts

8. Truck terminal surveys

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

1. The influence and location of major intersecting/feeder roads

2. The influence and location of bypasses affecting the project road

These features facilitate a framework for carrying out the necessary count surveys in accordance with the guidelines specified in IRC codes of practice. The various survey locations have been selected with careful assessment of the traffic characteristics including entry and exit point along the NH 47 corridor. These points were further refined jointly at site with the NHAI. The final locations of various surveys were carried out are furnished in Fig. 1. The approach and methodology employed for carrying out the traffic surveys in the project is described in the following paragraphs.

16.2 Classified Traffic Volume Counts

Manual traffic counts have been conducted between November 8, 2005 and December 3, 2005.The counts have been carried out in both directions, for successive 15-minute periods, 24 hours a day for 7 consecutive days. Various types of vehicles counted were converted into PCU using the respective PCU factors. The summary of Average Daily Traffic (ADT) is given in Table 20.

Fig.1 : Details of Traffic Survey locations

Introduction


1 - 58

Table 20: Average Daily Traffic (ADT)

Sta

tion

No.

Ch

ain

ag

e (k

m)

Loca

tion

of

Su

rvey

Ca

r

3-W

hee

lere

2-W

hee

ler

Bu

s &

Min

i B

us

Tru

cks

LG

V &

Tra

ctor

MA

V &

Tra

ctor

Wit

h T

rail

er

No

n M

oto

rize

d

Veh

icle

AD

T (

PC

U)

VC1 485 Neendakara 6570 1675

5922

2209

1112

1346

60 971 23890

VC2 511 Chathanoor 8200 2780

7454

2119

1458

1001

66 607 27068

VC3

Kall

amb

alam

7692 1975

3842

1778

946 1154

18 346

2

1

5

0

1

VC4

Che

mpa

ka

man

gala

m

8410 1193

3859

1860

843 953 35 72

2

0

1

3

5

The diminished commercial traffic at km 526, in comparison with at km 511 volume count location is due to the diversion of the traffic to Paravoor and Kottarakara which are of commercial importance. The ADT percentage composition of the traffic Volume counts at each location is given in Table 21.

Table 21: Average Percentage Composition of Traffic

Sta

tion

No.

Ch

ain

ag

e (K

m)

Percentage Composition

Car

Th

ree

Wh

eel

er

Bu

ses/

Min

i B

us)

Good

s V

ehic

les

or

Co

mm

ercia

l

Veh

icle

s

Moto

rize

d T

wo

Wh

eele

r

Slo

w a

nd

Ped

al

Veh

icle

s

VC1 485 33.54 8.55 9.97 15.01 30.23 2.69

VC2 511 34.91 11.84 7.73 12.39 31.73 1.39

VC3 526 43.71 11.23 10.13 11.96 21.83 1.04

VC4 540 48.82 6.92 10.80 10.21 22.41 0.41

The less percentage in commercial vehicles is due to fewer major industries and agriculture productions in this reach. The supply of goods also catered to different places in these reach by different parallel other routes from Tamil Nadu state. Moderate percentage of buses and cars appear because of the ongoing tourist and pilgrimage season in Kerala.

Seasonal factor

The data obtained and sale of fuel data obtained from various fuel pumps, which exist along the project road, was analyzed to obtain seasonal factor. After examining normal and Peak season averages from these data the seasonal factor reasonably is assumed as 1.0.

Based on seasonal factor annual average daily traffic is calculated. The details of seven days traffic classification, annual daily traffic, annual average daily traffic and Graphical representation depicting the composition of vehicles at different survey locations.

16.3 Homogeneous Section

Based on the character, composition, traffic movements at different intersections and from the results of the traffic volume counts, the six homogeneous sections have been identified. The homogeneous sections are illustrated in Table 22.

Table 22: Homogeneous Sections of Project road

Section 1 465.00 to 490.00 Kayamkulam to Kavanadu

Section 2 490.00 to 517.00 Kavanadu to Karamkodu

Section 3 517.00 to 530.00 Karamkodu to Thottakkadu

Section 4 530.00 to 552.00 Thottakkadu to Kazhakkuttam

16.4 Intersection Turning Movement Surveys

Intersection turning movement surveys have been carried out at all the major intersection locations and its details are given in Table 23. Classified traffic volume counts of all types of vehicles have been made separately for each direction including left and right turning traffic. The surveys have been conducted for successive 15 minutes interval for a period 24 hours.

Table 23: Intersections Identified for Turning Movement Surveys

Sl. No Name of Junction Location (km)

1 Karunagappally 472.60

2 Shankaramankalam 480.00

3 Kollam city 495.90

4 Kottiyam 506.00

5 Paripally 518.00

6 Kallambalam 527.00

7 Attingal 534.00

8 Mamam 536.00

16.5 Origin-Destination And Commodity Movement Surveys

Origin-Destination (OD) surveys determine and relate the pattern of traffic flows to trip purpose and commodities transported. The information provided by the survey enables estimate of the growth of future flows to be made on a more rational basis. The origin - destination surveys have been carried out by means of the roadside interview method at locations selected to capture major trip desires in each section.

Introduction


1 - 60

The surveys have been carried out on one working day for 24 hours on a random sampling basis. All categories of motorized vehicles (e.g. Cars, Jeeps, Buses, light as well as heavy goods vehicles), have been surveyed for its trip origin, destination, trip purpose, occupancy and weight of commodity carried. The survey crew was organized into 3 groups by 8-hour shifts with sufficient enumerators in each traffic direction as well as in groups. Classroom training were given to the enumerators in order to get acquainted the work and in the use of standard interview sheets. Police help was sought to ensure smooth flow of traffic and for stoppage of randomly selected vehicles. Engineers supervised the whole survey activities. The locations of OD survey conducted are given in Table 24.

Table 24: OD survey locations

S.No. Chainage (Km) Location

1 485.000 Neendakara

2 530.000 Alamcode

16.6 Axle Load Surveys

Generally a tendency on the part of commercial vehicle operators to overload goods vehicles exists in India despite legislation and the existence of an enforcement agency. The Axle load survey provides necessary data to enable the assessment of the damaging effect of these heavily loaded vehicles. The survey was carried out for 2 days for 24-hour period on each day using the Axle weighing pad as stipulated in the terms of reference. The locations where axle load survey is carried out are given in Table 25.

Table 25: Axle Load Stations

Station

No. Chainage (Km) Name / Reference Location

1 485.000 Neendakara

2 530.000 Alamcode

The traffic census and the axle load surveys have been conducted simultaneously. In traffic census surveys, all types of vehicles traveling in both directions have been counted throughout the axle load survey period to provide the actual break down of the traffic composition at the particular location. It was not possible to weigh all the commercial vehicles because of the requirement of stopping a vehicle for weighing, nevertheless, a attempt was made to capture large amount of commercial vehicles passing through survey site to know the pattern of loading. About 10% of commercial vehicles have been weighed in the 24 hours duration.

The major proportion of the total number of vehicles selected in this survey comprised of two axle trucks and light goods vehicles because of its presence in high percentage in the total traffic flow. The Vehicle Damage Factor (VDF) is an important index factor in characterizing the traffic loading for a road. It is a multiplier for converting the number of commercial vehicles of different axle loads, to the number of standard Axle load repetitions. The VDF, calculated for all commercial vehicles on the basis of Axle load survey carried out on the project road is given in Table 26.

Table 26: Vehicle Damage Factor (VDF) for Commercial Vehicles

Location Chainage

(Km) Type of Vehicle VDF

Neendakara 485.10 2 - Axle truck 5.021

3 - Axle truck 4.453

Location Chainage

(Km) Type of Vehicle VDF

Multi -Axle vehicle 2.233

LGV 0.430

Alamcode 530.00



Multi -Axle vehicle 2.866

LGV 1.008

16.7 Speed And Delay Surveys

Speed and delay surveys using the moving car methods have been carried out for three congested sections of the project road. This survey provides data for assessing running speed, journey speeds and level of congestion. Journey speed is the effective speed of a vehicle between two points. It is determined by the distance between two points divided by the total time taken by the vehicle to complete the journey, including all delays incurred en-route. Running speed is the average speed maintained by a vehicle over given course while the vehicle was in motion. A total of 6 run in each direction in the morning and evening peak hours have been carried out. The average journey speeds are between 38.34 to 61.90 km/hour on the project road. The average journey speeds when compared to average running speeds reflect the levels of congestion on the road. Summary of speed and delay analysis are given in Table 27

Table 27: Summary of Speed & Delay Analysis

S No Chainages (km) Average Journey

Speed (kmph)

Average Running

Speed (kmph) From To

1 487.00 498.00 61.90 62.01

2 530.00 535.00 38.34 38.36

16.8 Toll Rate Surveys

Toll Rate Surveys were carried out in order to determine the willingness of highway users to pay for the benefits accruing from the provision of high quality, 4/6 lane dual carriageway.

The perceived benefits will be in the form of time savings, reduced incidence of accidents, lower vehicle maintenance costs and lower operating costs (e.g. lower type wear and damage). The offsetting payment will be in the form of tolls. The toll rate survey locations and sampling breakdowns are summarised in Table 28.

Table 28: Location of Toll Rate Surveys

Chainage

(km) Location

Type of

Traffic Total Flow Samples

485.00 Neendagara Passenger 8524 730

Goods 2686 240

530.00 Alamcaud Passenger 9470 835

Goods 2115 205

Introduction


1 - 62

The interviewees were first briefed about the proposed project road covering nearly

175 kms, along with the benefits, which are expected to accrue from it to the users.

Thereafter, they were asked of their view on the project, followed by their willingness

to pay and the reason for the same. In case a respondent declined to pay the toll,

attempt has been to understand their reaction in case tolls were anyway imposed to

use of the study corridor.

The data was analysed to determine how the highway users react to tolls. For this purpose, goods vehicles and passenger vehicles were analysed separately.

Passenger Vehicles (Cars)

Willingness To Pay

Of all the respondents, approximately 19% are not willing to pay the toll. For those who are willing to pay, nearly 17% respondents would not pay more than Rs. 50 per trip. A toll of Rs. 75 is acceptable to 13% of respondents whereas 26% are ready to pay a toll of Rs. 100 and 25% of total respondent are ready to pay toll more than Rs. 100.

Reasons for Paying the Tolls

Maximum number of people (33%) are willing to pay toll due to expected reduction in transport costs. While 20% and 18% people are willing to pay because of increased safety and better riding quality respectively, only 10% would pay because of higher speeds. Rest would pay as they feel it is a legal enforcement. Thus safety and vehicle operating costs are the two crucial factors according to the perception of car owners.

Reaction to Higher Tolls

In case the respondents are not willing to pay tolls to the extent fixed by the NHAI,

then their reactions to the situation that they will not be allowed on the facility, has

been recorded. If the users are charged higher toll than acceptable to them, nearly

21% responded by saying that they would change their mode of travels. 24% would

reduce their frequency of travel and 55% of the respondents said that they would pay

because of legal enforcement, as they have no other alternative.

Bus Operators’ Interview

Willingness to Pay

The Bus operators’ survey has been conducted at major bus transport centers in Trivandrum, Attingal, Kollam and Allapuzha. Of the total number of bus operators surveyed, some operators have denied paying toll. More than 66% of operators are ready to pay the toll up to Rs. 300 and only 19% of operators are ready to pay more than Rs. 300.


The main reason for paying tolls has been cited by 38% of respondents as ‘better riding quality’. Rest of them is willing to pay due to expected reduction in transport costs and increase in speed and time saving. Thus, good pavement quality leading to a comfortable ride is the main reasons for paying the toll by bus operators.

Truck Operators’ Interview

As mentioned before, the acceptability to toll rates can only be expressed by the truck operators and not truck drivers. Thus, this survey was conducted for the truck operators instead of drivers, survey was carried out separately for the operators of light goods vehicles and 2-3 axle trucks.

Willingness to Pay

Of all the respondents, 18% are not willing to pay the toll. Nearly 55% truck owners are willing to pay the toll less than Rs. 300 whereas very few operators are ready to pay the toll more than Rs. 300.


The reasons for paying the toll have been stated as given in table below:

Reasons for Paying Tolls % of Total Responses

Higher Speed 42

Better Riding Quality 22

Reduced Cost of Travel 36

Speed has emerged as the unanimous reason for paying tolls, for most of the truck

operators. This helps in completing their trips in shorter time and hence higher vehicle

utilization.

Reactions To Higher Tolls

Those truck operators who refused to pay toll at all, have been asked on their reaction

to the situation where they will not be allowed to use the facility, in case they do not

pay tolls. Then all have responded that they would be forced to pay as a legal

enforcement.

Variation in trips by Imposing Toll Rates

For the goods vehicles, it was found that the truck operators would neither change

their modes nor can they reduce the frequency of travel. Furthermore, since there is no

alternative road to the study corridor, they expressed their inability to do anything else

other than pay the toll as forced by law. Thus, in case the toll rates are imposed on

goods vehicles, there would not be any variation in number of trips.

For the passenger vehicles, however, it was found that if the users are charged higher

toll than acceptable to them, nearly 21% would change their mode of travel, 24%

(approx.) would reduce their frequency and 55% would pay as forces by law, as they

have no other alternative.

16.9 Pedestrian And Animal Cross Traffic Counts

Cross-pedestrian counts at the following five major intersections have been carried

out at designated locations as required along the project road.

Introduction


1 - 64

Km 495.90, Kollam city Junction

Km 527.00, Kallambalam Junction

Km 536.00, Mamoa Junction

The survey results are given in Appendix 2.16. The analysed survey results at these

locations did not signify the requirements for separate pedestrian facilities at these

intersections.

16.10 Truck Terminal Surveys

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

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

16.11 Road Accidents

Road accident statistics of the project road section have been collected from pertinent

police stations in Alappuzha, Kollam and Thiruvananthapuram districts. The details

collected are summarised and the same is furnished in Table 29.

Table 29:Road accident statistics of project road stretch

Year Alappuzha

District

Kollam

District

Thiruvananthapuram

District

2003 1161 934 79

2004 1244 1032 78

2005

(up to

September)

1024 899 70

The less number of road accident in Thiruvananthapuram district is due to less length

of project road as well less number of big urban stretches involved in comparison with

Alappuzha and Kollam districts. Of the total project road length, 48% and 34 % falls

in Alappuzha and Kollam districts respectively and the rest 18% fall in

Thiruvananthapuram district.

16.12 Traffic Forecast

General

The returns from transport sector depend on the agricultural and industries economy of the country. This is especially true in the case of developing nations where transport is the catalyst for all round development and also one of the basic infrastructures. When the capital

available is scarce for such and has competing demands, the investments in a road project require carefulness in planning in order to keep in view not only the present demand but also the requirements for a reasonable period in future. Thus, the need for estimating the future traffic as accurate is mandatory either for the construction of a new facility or for the improvement of existing facilities. The accurate estimate of future traffic projection will significantly influence the engineering design and in the decision to take of the project or not.

Traffic forecasting is a method combined of engineering with economics. Traffic is generated as a result of the relationship of a number of contributory factors. Forecasts of traffic have thus to be dependent on the forecasts of factors such as population, gross domestic product, vehicle ownership, agricultural output, fuel consumption etc. Future pattern of change in these factors can be estimated with only a limited degree of accuracy and so the forecasting of future traffic levels may not be precise indeed. Here, two techniques namely, ‘Historical growth in vehicle registration’ and ‘Elasticity of Transport demand’ have been adopted to estimate future traffic on the project road

Secondary Data

The following data have been collected from various sources:

Past traffic volumes count data of the project road stretch from relevant Public works Department offices.

Population data

Category wise growth of motor vehicles

NSDP, GDP, and Per-capita income data

Agricultural and Industries and tourism data

Past traffic data

Traffic census data for 3-year period between 2002 and 2004 have been obtained from the offices of the Public works Department, Kerala.

Population

The population of India as per year 2001 census was 1027 million, comprising 531.3 million males and 495.7 million females with a decadal growth rate of 21.34 %. The demographic trends in Kerala are far more positive in many aspects. The year 2001 censes of the Kerala state reveal 31.839 million constituting 15.469 million males and 16.370 million females. It has the lowest population growth rate compared to other states in India. Its share in the population of India is 3.1%. The annual average growth in population of the state during the year 1991 –2001 was just 0.91% as against the Indian average of 1.93%.

Category wise growth of motor vehicles

Category wise growth of motor vehicles for the state of Kerala has been obtained from State Planning Board publications. Estimated growth rates calculated from these are summarized in Table 30.

Table 30: Category wise growth of motor vehicles in Kerala

Mode Growth Rate (%)

Cars 7.37

Buses 9.10

2-wheelers 10.71

3 wheelers 6.88

Trucks 4.68

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Mode Growth Rate (%)

Tractors 3.57

Net State Domestic Product (NSDP)

The annual average growth of the Kerala state income during 1970’s at constant price was 10.73 %and at 1970 – 1971 price was 2.16%. During 1980’s it was 12.15% at current prices and 3.39% at 1980-81 prices. The average growth rate during 1990’s at constant price was 5.99%.

Gross Domestic Product (GDP)

The statistics published by Central Statistical Organization, the advance estimate of gross domestic product (GDP) at factor cost at constant 1993 – 1994 prices for the year 2003 –04 has been estimated at rupees 14,245,070 million. This shows that the GDP in real term could grow at the rate of 8.1% during this period compared to the growth rate of 4% during the previous year.

Per Capita Income

The per capita income in real term during the year 2003 – 2004 is estimated to attain the level of rupees 116,840 million. The rate growth of per capita income during this period is 6.6% as against the previous year’s growth rate of 1.8 %.

Agriculture

Even though the agricultural sector has recorded positive trend in growth performance in nineties it has not been consistence. Food crops in general have suffered a set back in area and production despite a sizeable investment. The earlier indication as per the provisional estimate by the Department of Economics and Statistics was that the growth rate in agricultural income would be around –5.54% in the year 2002 – 2003. However, the final figure indicated increase of 1.28%in growth. The provisional figure for 2003-04 show a decline of 4%. The dismal performance could be attributed to decline in crop production coupled with low prices of agricultural commodities. The deficit rainfall of SW monsoon in 2002 and 2003 also had contributed to the decline in crop production.

Industry

Quick industrial growth estimate of the state show a negative growth in the year 2003 –2004. It is however, a recovery, compared to 2002 – 2003. Growth rate of manufacturing sector (NSD) of Kerala for the year 2004-2005 is estimated at constant price is –2.23%. Negative growth was recorded in several items like cotton textile, wool, silk, manmade fabric, chemicals, non metallic, mineral products, basic metals, alloy industries, machineries and other manufacturing industries. For all other items positive growth was recorded. Performance in the industrial export recorded a positive growth of around 9% in 2003-2004.The major exported commodities are Cashew, Marine products, spices, coir and its products, coffee, tea etc.

Kerala is endowed with number of deposits such as Heavy Mineral Sand, China Clay, Iron Ore, Graphite, Bauxite, Silica sand, Lignite, Lime shell, Granite etc. However, only Heavy Mineral Sand and China Clay contribute more than 90% of total value of mineral production in the state.

Projected Traffic Growth

- Transport demand elasticity coefficients were arrived using the following factors.

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

- Road influence area population, size and urbanization

- Reduction in truck overloading and changes in trucking fleet

- Increase in vehicle productivity due to improved road condition

- Shift in personalized travel modes over the period of time

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

The estimated transport demand elasticity coefficients are given in Table 31.

Table 31: Transport Demand Elasticity Coefficient based on NSDP in Kerala

Mode Year

2007 2012 2017 2022 Beyond 2022

Cars 1.20 1.35 1.22 1.10 0.99

Buses 1.50 1.67 1.50 1.35 1.22

Trucks 0.80 0.86 0.77 0.70 0.63

Motorized two wheelers 1.80 1.97 1.77 1.59 1.43

3 wheeler 1.10 1.26 1.19 1.02 0.92

Growth in population and per-capita income are the principal parameters for forecasting future passenger traffic demands. The following formula combines these parameters to get the passenger vehicle elasticity:

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

Where:

P = annual population growth rate

I = annual per-capita income growth rate

E = elasticity coefficient.

For goods vehicles, the principal parameters are agriculture, mining, industry, trade and commerce, which are combined and averaged before applying the elasticity coefficient to obtain the growth rate.

Future patterns of change in various parameters such as population, NSDP, primary and secondary industries, trade and commerce, fuel consumption and etc could only be estimated with limited accuracy. Three scenarios related to future socio-economic trends in the form of ‘most probable’, ‘pessimistic’ and ‘optimistic’ are thus adopted for comparison with the growth rates determined from the analyses of category wise growth of motor vehicles in Kerala state. The growth rate obtained from elasticity method is named as ‘most probable’. Other two considerations of 10% lower and 10% higher growth rates in comparison with most probable case are named as ‘pessimistic’ and ‘optimistic’ respectively. The growth rates developed for each of these scenarios are summarised in Table 32.

Table 32:Traffic Growth Rates Based on Elasticity of Transport Demand

Mode Year

2007 2012 2017 2022 2027 Beyond

2027

Scenario-1: Projected Most Probable Traffic Growth Rate

Cars 7.1 7.8 7.0 6.3 5.7 5.7

Buses 8.7 9.6 8.7 7.8 7.0 7.0

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Mode Year

2007 2012 2017 2022 2027 Beyond

2027

Trucks 4.5 4.9 4.5 4.0 3.6 3.6

Motorised Two-wheelers

10.3 11.3 10.2 9.2 8.3 8.3

3 wheeler 6.6 7.3 6.5 5.9 5.3 5.3

Scenario-2: Projected Pessimistic Traffic Growth Rate

Cars 6.4 7.0 6.3 5.7 5.1 5.1

Buses 7.9 8.7 7.8 7.0 6.3 6.3

Trucks 4.0 4.5 4.0 3.6 3.2 3.2


9.3 10.2 9.2 8.3 7.4 7.4

3 wheeler 5.9 6.5 5.9 5.3 4.8 4.8

Scenario-3: Projected Optimistic Traffic Growth Rate

Cars 7.8 8.6 7.7 6.9 6.2 6.2

Buses 9.6 10.6 9.5 8.6 7.7 7.7

Trucks 4.9 5.4 4.9 4.4 4.0 4.0


11.3 12.5 11.2 10.1 9.1 9.1

3 wheeler 7.3 8.0 7.2 6.5 5.8 5.8

These growth rates have been calculated with detailed study of economic indicators of Kerala state and from the guidelines of World Bank for the calculation of elasticity for different vehicles.

16.13 Traffic Forecast

Historical growth of vehicle registration

The traffic projections based on category wise growth of motor vehicles in Kerala state have been computed.

Elasticity of Transport Demand

This method of long-term traffic forecasting incorporates analyses of some of the key socio economic characteristics in the road influence area and its anticipated rates of change during the study period. These characteristics are taken as indicators for the future growth of traffic. The growth rates for normal traffic obtained from this approach take some account of the following factors, which affect future traffic levels

• The prospective growth in the economy,

• The estimated elasticity of demand for transport

• Change in the structure of the vehicle fleet, for example vehicle productivity and changes in the inter-modal share of passenger and freight demand.

The traffic forecasts computed based on the growth rates estimate for ‘most probable’, ‘pessimistic’ and ‘optimistic’ scenarios from elasticity of transport demand.

16.14 Comparison of Different Method Of Forecast

The traffic fore cast comparison of different method is given in Table 2.53. The elasticity demand takes into account of different socio – economic profile factors and thus the future growth may not perfectly depict. Of the 3 scenarios developed by the Elasticity of transport demand approach, the most probable scenario give the closest comparison with the projections computed by historical growth of vehicle registration method. The traffic forecast computed by most probable method has been adopted for design and economic analysis.

16.15 Inference

Two scenarios were examined here namely

• Do nothing option

• Widening the existing road to four/ six lane capacity

The impact of speed for various links is considered in this option. The speed flow analysis using the following Road User Cost Study equations is carried out. Substituting the normal growth of traffic for the required period the average speed of different modes with base year flow are computed.

Two lane carriageway speed equations (with earthen shoulders)

Vc = 85.45 – 0.017Q

Vb = 66.79 – 0.013Q

Vt = 58.96 – 0.008Q

Vtw = 51.58 – 0.007Q

Four lane carriageway speed equations (with paved shoulders)

Vc = 92.79 – 0.0075Q

Vb = 74.48 – 0.0042Q

Vt = 63.25 – 0.0047Q

Vtw = 57.21 – 0.0062Q

Where,

Q: Traffic flow in PCU

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

The entire project road stretch passes through plain terrain barring about 15 km stretch which is between plain and rolling. Thus Plain terrain with curvature (degree/kilometer) 0 to 50 is considered. Design service volume as reveal in IRC 64: 1990, recommend for two-lane road that has 7 m wide blacktop carriageway with reasonably good earthen shoulders with peak hour traffic in the range of 8% and level of service ‘B’ is 15000 PCU/day and for four lane dual roads is 40000 PCU/day. From the projected traffic different carriageway requirement options are considered. The carriageway options are given in Table 33.

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Table 33

Table 33

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It is obvious that the project road is already exceeded the capacity requirements of two lane. The peak hour factors obtained from all the seven count stations are in a range between 6.290% and 6.947%, which are comparatively lower than the peak hour factors of 8% that are referred in the IRC guidelines. So, about 20% capacity may be increased. Accordingly the requirement and go beyond of four laning facilities are calculated

It is evident from the traffic studies that the entire project road stretch from km 379.100 to km 551.900 is already exceed its capacity and warrant four lane facilities right at the moment.

Table 34: Carriageway Option

S.

N. Year

km 485.000 km 511.000 km 526.000 km 540.000

PCU Requirement PCU Requirement PCU Requirement PCU Requirement

1 2005 23892 4L -PS 27068 4L -PS 21533 4L -PS 20135 4L -PS

2 2006 25754 29241 23203 21737

3 2007 27778 31604 25013 23473

4 2008 29979 34173 26974 25355

5 2009 32373 36969 29100 27397

6 2010 34978 40010 31405 29611

7 2011 37812 43321 33905 32014

8 2012 40898 46927 36618 34623

9 2013 44259 50853 6 lane 39561 37454

10 2014 47920 55132 42756 40530

11 2015 51909 6 lane 59794 46225 43870

12 2016 56257 64877 49993 47499

13 2017 60997 70419 54087 6 lane 51444 6 lane

14 2018 66167 76464 58535 55732

15 2019 71808 83060 63370 60395

16 2020 77962 90258 68628 65467

17 2021 84680 98116 74345 70985

18 2022 92015 106696 80566 76990

19 2023 100026 116068 87334 83527

20 2024 108777 126306 94701 90644

21 2025 118339 137495 102722 98395

22 2026 128790 149726 111457 106838

23 2027 140216 163099 120972 116039

24 2028 152711 177724 131339 126066

25 2029 166378 193722 142638 136998

26 2030 181331 211227 154955 148918

27 2031 197694 230386 168386 161920

S.

N. Year

km 485.000 km 511.000 km 526.000 km 540.000

PCU Requirement PCU Requirement PCU Requirement PCU Requirement

28 2032 215606 251358 183035 176105

29 2033 235217 274323 199017 191583

30 2034 256693 299474 216457 208479

31 2035 280216 327026 235492 226924

16.16 Design For Major Road Junction

Fifteen major road junctions exist on this stretch of the project road. Turning movement count for consecutive15 minute’s intervals for a period of 24 hours are carried out. The base year peak hour flow for the year 2005 and predicted peak hour flow in the years 2017 and 2027 for all these junctions are exemplified in Table 35.

Table 35: Predicted Peak flow at major junction

Sl.

No. Name of the junction

Chainage

(km)

Peak hour flow in all arms (PCU)

2005 2017 2027

1 Karunagappally 472.60 3312 7922 15005

2 Shankaramangalam 480.00 2047 4246 7662

3 Kollam city 495.90 6676 16691 32279

4 Kottiyam 506.00 3394 8244 15610

5 Paripally 518.00 5120 11835 22063

6 Kallambalam 527.00 4456 10775 20323

7 Attingal 534.00 2707 6139 11575

8 Mamoa 536.00 2968 6405 11698

Highway grade separators are envisaged at intersection of divided rural road if the ADT (fast vehicles only) on the cross road within the next 5 years is likely to exceed 5000 and otherwise the need for such facilities could be kept in view for future consideration/construction. An interchange may be justified when an at-grade intersection fails to handle the volume of traffic resulting in serious congestion and frequent choking of the intersection. This situation may arise when the total traffic capacity of all the arms of the intersection is in excess of 10,000 PCU/ hours. Based on these considerations the following conclusion is arrived. The type of intersections proposed are given in Table 36.

Table 36: Types of intersections proposed.

S No Name of the junction Chainage

(km)

Suggested design of intersection

2017 2027

1 Karunagappally 472.60 At grade Interchange

2 Shankaramangalam 480.00 At grade At grade

3 Kollam city 495.90 Interchange Interchange

4 Kottiyam 506.00 At grade Interchange

5 Paripally 518.00 Interchange Interchange

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S No Name of the junction Chainage

(km)

Suggested design of intersection

2017 2027

6 Kallambalam 527.00 Interchange Interchange

7 Attingal 534.00 At grade Interchange

8 Mamoa 536.00 At grade Interchange

Warrant of interchange arise in Kollam city (km 495.90) Paripally (km 518.00) and Kallambalam (km 527.00) at-grade junctions in the year 2017. In the year 2027, the at- grade junctions in X ray hospital (km 392.10), Power house bridge junction (km 411.20), Nangairkulangara (km 447.40), Kayamkulam (km 458.00), Kottiyam (km 506.00), Attingal (km 534.00) and Mamoa (km 536.00) exceed its traffic capacity limit. The project road is proposed to detour Alappuzha, Kollam and Attingal towns and thus the junctions at Power house bridge (km 411.20), Kollam city (km 495.90), Attingal (km 534.00) and Mamoa (km 536.00) which lie in these tows may not consider for up-graded interchange facilities. Based on the peak hour flow all the existing junctions of the project road from km 379.100 to km 551.900 will be considered for ‘at grade junction design’ as per MoSRT &H standards.

17 BYPASS

The project road starts from km 465.000 Ochira and ends at km 551.900 (Kazakuttam Junction) of NH-47 in Thiruvananthapuram district. There are two number bypass in this project road length (Stage-II) namely Kollam bypass and a new Attingal bypass to bypass the Attingal town where the RoW is too less in view of constructed held up.

17.1 Kollam Bypass

The alignment of this bypass starts in Allharamamad at km 488.972 of NH-47 and passes through Thrikkadavoor, Kallumthazham and Ayathil and ends at km 502.540 of NH-47

Since proposed alignment of NH-47 in Kollam bypass is crossing NH-208, it is proposed to provide a flyover at this location.

There is an ROB on Kollam bypass. An additional 2-lane ROB is proposed by its side 3 nos. additional minor bridges for the exiting bridges on existing portion of 2-lane road and 3 nos. 4-lane new bridges and one underpass.

17.2 Attingal Bypass

There is a town Attingal from km 530.400 to km 536.600 (municipal limit) on National Highway 47 in Kerala. Due to heavy builtup commercial area and right of way (ROW) being less than 30m, construction of four lane (divided carriageway) with service road is not possible. Construction of bypass from km 528.400 to km 537.400) or flyover in 536.500. Length of bypass comes to 10.8 km. Length of flyover is about 6.5 km. The cost of flyover shall be about Rs. 390 crores, while cost of bypass shall be about Rs. 150 crores.

Moreover for flyover a four lane with 1.5m footpath on both side the width of structure is 20m, if no improvement is geometric is taken into account at least one metre clearance shall be required on both side. There are upto three stories building (10m height) on both side of the road, hence we require 22m wide space for to 536.500 (Table 37 & Table 38) is less than 22m. At places it is 13m only. Hence construction of four lane flyover is not possible at Attingal.

In brief advantage of bypass over flyover are as follows;

• Bypass is less costly

• Bypass shall help city to develop & expand

• Environmentally construction of bypass shall be move environment friendly than flyover in construction period

• Flyover construction will be opposed by the residents as the project affected persons shall be move.

• Bypass can be widened in future

• After construction, noise pollution shall be more as built up area will be never to fast moving traffic.

• People of area prefers bypass

In case of accident, loss will be move in flyover. Hence construction of bypass is recommended.

Table 37: Details of ROW on Attingal Bypass

Sl. No. Location (km) Available of ROW

1 537.400 32.00

2 537.000 37.00

3 536.500 45.00

4 536.000 18.50

5 535.500 14.50

6 535.000 19.00

7 534.500 13.00

8 534.000 15.00

9 533.500 17

10 533.000 16.50

11 532.500 29.00

12 532.000 33.00

13 531.500 24.00

14 531.000 23.50

15 530.500 22.50

16 530.400 24.00

17 530.000 36.50

18 529.500 30.50

19 529.000 42.50

20 528.500 31.50

21 528.400 31.50

For the land acquisition of Attingal bypass the revenue survey numbers and litho maps from the various villages for the proposed bypass were collected. The Attingal bypass starting chainage is 523.500 i.e. Manapoor junction and ending chainage is 534.300 after Mamom bridge.

The proposed bypass is covered through four villages.

• Manamboor village

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• Kizhattingal village

• Attingal Municipality village

• Kizhuvallam village

There are four villages coming under the Chirayinkil Taluk and Trivandrum District.

Alignment Details

Proposed bypass is starting from Manamboor junction places are near Deviapura

Nagar temple after the Thottakkhade, Valakottumala, paddy field region, Puthencode

region, Perumkulam region, MLA palam near palamkonam jn. Mosque region –

Meleattingal. Thottavaram-paddy field area, cutting of Kunnuvaram road-build up

area. Then reaching the Ramachanvila region-build up area then coming the paddy

field area. Kaduvayil Ela-Kavanasseri Ela in Kizhuvallam village-Chittanttinkara

Desam reaching the Mamom bridge into the NH-47 road.

Affected Structure of Proposed Bypass

There are 142 building structure are affected partially or fully. Most of the lands of the Bypass are paddy field, coconut plantation and some other Agricultural cultivated land.

Revenue Survey Details

Attingal Bypass passes through four village. Among there four villages first Manamboor villages, only re-survey done and its survey numbers are given. The other four villages re-survey process is going on. So there old survey numbers and their old litho map is also given.

The total land acquisition area is 72.0185 Ha

Most of the lands are private land. A few governments land is coming at Ramanchanvila region, is some squatters and encroachers. The fifteen BT roads and two major rivers are cutting along this bypass.

Table 38 : Land Acquisition of Attingal Bypass

K.M. Chainage Name of Village

Land to be

acquired in

Hectares

Land to be acquired

in Hectares

(km wise)

1 0.00-1.000 Manamboor 11.9938 11.9938

2 1.000-2.000 Manamboor 8.6215 8.6215

3 2.000-3.000 Manamboor 7.8186 7.8186

4 3.000-3.820 Manamboor 7.0263

5 3.820-4.000 Keezhattingal 0.6272 7.6535

6 4.000-5.000 Keezhattingal 10.2134 10.2134

7 5.000-6.000 Keezhattingal 6.8541 6.8541

8 6.000-7.000 Attingal 2.6664 2.6664

9 7.000-8.000 Attingal 3.9588 3.9588

10 8.000-8.500 Attingal 2.5142

11 8.500-9.000 Kizhuvilam 3.4851 5.9993

K.M. Chainage Name of Village

Land to be

acquired in

Hectares

Land to be acquired

in Hectares

(km wise)

12 9.000-10.000 Kizhuvilam 3.2183 3.2183

13 10.000-11.000

Kizhuvilam 3.0208 3.0208

TOTAL LAND ACQUISITION 72.0185

Valuation of Land /Houses/Trees on Attingal Bypass

(A) Total Area = 72.0185 hectares ~ 180.04 Acres

Cost of Land = 180.04 acres @ Rs. 4 Million /Acres

= 720.16 Milion

(B) Building cost approximate = 5.68 crores

Total number of houses being affected = 142 nos.

Total Area (@ 100m2) = 14200m2

Total cost of building @ Rs. 4000/m2 = Rs. 56.8 Million

(C) Details of Trees on Attingal bypass to be cut

(a) Coconut trees = 2503 nos.

Details of girth is as follows:

G1 = (30 to 60cm)

(b) Jack Trees = 203 Nos.


G1 = 100 cm

G2 = 70 cm

G3 = 20 cm

G4 = 5 cm

G5 = 8 cm

(c) Teak Trees = 80 Nos.


G1 = 40 cm

G2 = 20 cm

G3 = 15 cm

G4 = 5 cm

(d) Mango Trees = 63 nos.


G1 = 30 cm

G2 = 30 cm

G3 = 15 cm

G4 = 10 cm

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G5 = 5 cm

G6 = 3 cm

(e) Tarmaric Trees = 11 nos.


G2 = 11 cm

(f) Cashew Trees = 21 nos.


G1 = 21 cm

(g) Palm Trees = 1 no


G1 = 1 cm

(h) Other Trees = 5 nos.


G1 = 2 cm

G3 = 3 cm

Total number of trees to be cut on Attingal Bypass = 2887 nos.

Hence for bypass RHS alignment is recommended for final adoption. Tentative length of the bypass is 12 km.

18. DESIGN OF PAVEMENT

Design Life : 20 Years (Flexible)

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

Design CBR : 8%

Pavement Composition

New Pavement:





Overlay:



Profile Correction with DBM : 50mm

Service Road:





19. PRELIMINARY ENVIRONMENT ASSESSMENT

19.1 General

Improvement of surface connectivity through construction of new roads or strengthening/ upgradation of existing roads is generally undertaken to improve the economic and social welfare of those using the road or served by it. The need for faster growth in the economic and social sectors has propelled the Government of India to invest liberally in infrastructure development program and strengthening the road network of the country has got a focus. There is a realization that improved connectivity goes a long way in integrating the markets in the country and providing a level playing field for the manufacturers and producers located in different regions. The project of 4-laning of Cherthalai Thiruvananthapuram section (km 379.10 to km551.90) of National Highway NO. 47 in the state of Kerala is a part of the National Highway Development Program. The project involves rehabilitation and upgrading of the existing 2-lane road and widening it to 4-lane dual carriageway. The project road has been divided into two packages. Package-II starts at Ochira (km 465.000) and ends at Thiruvananthapuram (km 551.000). This package starts in the Kollam district and is confined within the boundaries of the districts of Kollam and Thiruvananthapuram. Kollam is a center for cashew processing industries. Kollam has also the second largest estuary of Kerala in Ashtamudi lake which in the recent past has been declared as a Ramsar site.

19.2 Description of the Project

The package of NH 47 – the busiest highway in the state of Kerala covers the stretch between km 465.000 and km 551.900. It primarily runs through the district of Kollam and Thiruvananthapuram. This stretch passes through settlements of Karunagapally, Chavra, Attingal, Pallipuram and Mangalpuram etc. Quite a few of these settlements are thickly populated. To avoid large scale dislocation of people and property, it has been proposed to construct a bypass at Attingal and elevated roads at some of the thickly populated towns.

The carriageway of the existing road on an average varies between 10m and 13m except in few patches where the carriageway is narrower. The package has some stretches where the divided 4-lane carriageway has already been constructed. Built up areas occupy the bulk of the land along the project corridor. A large number of junctions punctuate the road

Roadside plantations of varying densities and species composition line almost the entire stretch of the road. Some locations have the Arabian sea close by. The project road also crosses backwaters at a few locations.

19.3 Environmental Management Plan

Environmental Management Plan (EMP) is the means to ensure that the environmental quality of the zone dos not get adversely impacted beyond acceptable level due to the construction and operation of the project. The plan lays down measures for three distinct phases - (a) design phase (b) construction phase and (c) the operational phase. This plan suggests mitigation measures against all identified impacts. Environmental management matrix provides detailed management measures for specified anticipated impacts and defines responsibilities of each participating organization. Mitigation and management measures have been detailed out for impacts on water bodies, roadside vegetation, water /air/sound quality, road safety, drainage as well as sanitation of labour camps.

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Environmental enhancement considers additional provisions and specifies

enhancement of water bodies, and establishment of quality compensatory plantation

all along the project corridor.

19.4 Environmental Monitoring Plan

Environmental Monitoring Plan ensures that the environmental mitigation measures

and enhancement programme are properly implemented and the responsibility for

implementation is clearly demarcated.

Monitoring of environmental quality during construction and during operation reflects the success of implementation of the mitigation measures. Monitoring will be conducted by the project authority with the help of an independent monitoring organisation Monitoring parameters, locations and frequency for air, water, noise quality have been suggested. Monitoring of survival rates of plantations also has been suggested.

A budgetary estimate of Rs. 750.00 lacs for environmental management activities has been prepared. This includes cost of mitigation measures, enhancement and monitoring. Environmental mitigation measures, which are part of engineering activities such as slope stabilization, sediment/ silt control, provision of cross-drainage etc. have not been included in this estimate.

20. INITIAL SOCIAL ASSESSMENT

20.1 General

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

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

agricultural land including impact on local community infrastructures due to widening

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

impacts have been integrated into the improved alternative engineering designs to

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

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

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

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

institutional arrangements and budgets based on enumeration of project-affected

people with entitlements under the framework.

20.2 Budget

The estimated budget for R&R is Rs.384.44 crores including land acquisition. The

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

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

PPR.

21. COST ESTIMATE

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

Rs. 912.75 crores. This has been updated to Rs. 1006.31 crores after adding

escalation for 2 years @ 5 % per annum i.e. Rs. 11.76 crores per km (Total Length =

85.57 km). After adding contingency and supervision charges and cost of shifting

utility services, environmental mitigation measures, land acquisition and resettlement

and rehabilitation charges, the cost comes to Rs. 1564.90 crores i.e. Rs. 18.29 crores

per km.

22. ECONOMIC AND FINANCIAL ANALYSIS

Introduction

This chapter presents the economic analysis for the project road section from km 465.000 to km 551.900 of NH-47 in the state of Kerala. The economic analysis is carried out within the broad framework of social cost-benefit analysis. The appraisal compares the total transport costs in situations of “with” the project and “without” the project alternatively called the “base case” or the “do minimum case” for the project highway.

The underlying objective of economic analysis is to maximize the returns on the investment. The concept behind the economic appraisal of the project is that if it is implemented, the resulting benefits will be the decreased road users costs when compared to the costs of the ‘base’ situation.

The total transport costs comprise two basic components, viz. road supplier costs and road user costs.(Table 39)

Table 39: Total Transport Costs

Road Supplier Costs Road User Costs

Construction Costs Vehicle Operating Costs (VOC)

Maintenance Costs Travel Time Costs

Replacement Costs: Costs of Environmental Impact Mitigation Measures, Costs of Rehabilitation and

Resettlement (R&R) measures

Methodology

All costs considered in the analysis are valued in money terms at the market prices. For economic analysis, these are expressed as economic costs for avoiding distortions in the prices of inputs such as labour, materials, equipment, and machinery i.e. market prices net of transfer payments such as taxes and subsidies arising due to market imperfections. The transport costs are estimated for the ‘Do nothing’ and ‘With Project’ scenarios. The reduction in these costs under ‘With Project’ scenario, alternatively called the savings, are treated as economic benefits corresponding to the incremental investment estimated over the life of project.

Introduction


1 - 82

The economic appraisal is carried out by using the ‘Highway Development and Management (HDM 4) Model’. The model is used to generate cash flow streams of VOCs and travel time costs to compute the net economic benefits, as inputs for the estimation of the IRRs and NPVs for project evaluation.

Project Option

Economic evaluation for the project road from km 465.000 to 551.900 has been carried out. The project option considered is:

Widening and strengthening of existing 2-lane (partly 4-lane) National Highway to four lane carriageway configuration with 7.0m wide service lane on either side.

Basic Input Data

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

General

Traffic

Road Condition and Pavement design

General Data

Pavement Option : Flexible Pavement has been considered for proposed four lane carriageway configuration of existing 2-lane highway

Construction Period : Construction period for the section from km 465.000 to km 551.900 has been assumed as 30 months i.e. from April 2009 to Sept 2011.

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

1st Year - 30 %

2nd Year – 40 %

3rd Year – 30 %

Analysis Period : 20 years

Discount rate : 12%

Solvage Value : 15%

Project Cost

Estimated cost for project option is as given in below Table 40

Table 40 : Estimated cost for Construction

Option Construction Cost

(Rs. in million)

New four lane carriageway configuration of existing 2-lane highway

10063.10

The foreign exchange component in the total capital cost is insignificant and has been considered to be zero, as all material, machinery and labour are available in India. Standard Conversion factor of 0.90 has been used for converting market prices of road construction and maintenance inputs into economic costs.

Traffic Volume and Composition

The traffic volume data has been taken from Traffic Analysis & Forecast chapter as per Traffic Surveys conducted in the year 2005.

Summary of Annual Average Daily Traffic (AADT) along with percentage composition of vehicles at km 485.00, km 511.00, km 526 and km 540.00 is given in Table 41.

Table 41: AADT & Percentage Composition of Vehicles

Loca

tion

(k

m)

AA

DT

(M

oto

rize

d V

ehic

les)

in N

os.

Percentage Composition (Motorised)

Car/

Jee

p/V

an

Min

i B

us/

LC

V

(Pass

enger

)

Bu

s

Th

ree

Wh

eele

r

Tw

o W

hee

lers

LG

V

Tw

o A

xle

Tru

cks

Th

ree

Axle

Tru

cks

Mu

lti

Axle

Tru

cks

485.00 19062 34.47 2.14 9.45 8.79 31.07 7.06 5.83 0.89 0.30

511.00 23161 35.40 2.21 6.94 12.00 32.18 4.32 6.30 0.36 0.28

526.00 17577 43.76 2.94 8.17 11.24 21.86 6.55 4.90 0.48 0.10

540.00 17513 49.03 4.41 6.43 6.96 22.50 5.56 4.44 0.48 0.20

Estimated growth rates used for projection of traffic to horizon years are given in Table 41.

Table 41: Estimated Traffic Growth Rates (%)

Mode

Year

2005 -

2007

2008 -

2012

2013 -

2017

2018 -

2022

2023 -

2027

2027

onwards

Cars 7.1 7.8 7.0 6.3 5.7 5.7

Buses 8.7 9.6 8.7 7.8 7.0 7.0

Trucks 4.5 4.9 4.5 4.0 3.6 3.6

Motorized two wheelers

10.3 11.3 10.2 9.2 8.3 8.3

3 wheeler 6.6 7.3 6.5 5.9 5.3 5.3

Existing Road Condition: Other parameters like pavement condition data, roughness Pavement Deflection (BBD) of various sections have been taken from respective chapter and are summarized in the Table 42 and Table 43.

Table 42: Existing Roughness (m/Km) of various sections

Sl. No. Chainage (km.)

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

1 465 490 25 3.15

2 490 517 27 3.09

Introduction


1 - 84

Sl. No. Chainage (km.)

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

3 517 530 13 3.47

4 530 551.900 21.90 2.98

Table 43: Pavement Condition Survey data

Chainage Cracking area

(%)

Patching area

(%)

Ravelling area

(%)

Rut Depth

(mm)

465.00-490.00 6.81 1.5 1.0 -

490.00-517.00 4.00 2.0 2.0 -

517.00-530.00 8.77 2.5 4.0 1.0

530.00-551.90 3.24 1.0 2.0 1.0

22.3 ECONOMIC ANALYSIS – RESULTS

Result of Economic Evaluation

Option IRR (%) NPV (Rs. Million)

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

42.40 23652.860

22.4 SENSITIVITY ANALYSIS

Sensitivity Analysis has been carried out to examine the effect on economic viability of the project due to change in the level of the key input factors, including construction cost, variation in traffic etc. The sensitivity of the IRR has been studied under the following change in conditions (refer Table 44).

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

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

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

Table 44: Sensitivity Analysis Results with time saving

Sensitivity Analysis Results


I 38.00 22457.75

II 37.70 21705.46

III 33.90 20510.34

Table 45: Sensitivity Analysis Results without time saving

Sensitivity Analysis Results


I 15.40 1562.72

II 15.00 1162.66

III 12.10 58.30

Economic & Sensitivity Analysis results show that project road section from km 465.000 to km 551.900 is economically viable by all means. Thereby project may be taken up for improvement to 4-lane configuration.

22.5 Financial Analysis

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

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

(km 465.000 to km. 551.000) and if so, under what conditions.

Financial Analysis has been carried out for the following scenarios.

iii) Base case with no NHAI grant

iv) With 20% equity support and 20% O&M support during the concession period, the results are indicated as under;

Sl

No. Description

Equity

FIRR

(%)

Post-

Tax

FIRR

(%)

NPV

Concession Period: 25 Years

1 Base case with

no grant 15.00 12.98

95.50

Crores

2

With 20%

equity support

+ 20% O&M

support

25.94 18.96 611.53

Crores

23. MEMORANDUM FOR PPP APPRAISAL COMMITTEE

23.1 Memorandum for consideration of Public Private Partnership Appraisal Committee

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

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

Concession Agreement (Appendix A).

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

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

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

24. CONCLUSION AND RECOMMENDATION

Introduction


1 - 86

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

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

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

BOT (Toll).

•••• •••• ••••

Table 33: Comparison of Forecast PCU by different Methods

Year

PCU

based

on

PCU based on Elasticity of

transport Demand

PCU

based

on


transport Demand

PCU

based

on


transport Demand

catogory

wise

growth

most

Probable Pessimistic Optimistic

catogory

wise

growth

most


catogory

wise

growth

most


Km 485.000 Km 511.000 Km 526.000

2005 23892 23892 23892 23892 27068 27068 27068 27068 21533 21533 21533 21533

2006 25754 27477 27300 27653 29241 31261 31053 31466 23203 25673 25514 25831

2007 27778 29417 29035 29800 31604 33526 33079 33973 25013 27408 27065 27751

2008 29979 31520 30902 32144 34173 35981 35258 36711 26974 29283 28730 29841

2009 32373 33801 32910 34706 36969 38645 37603 39703 29100 31309 30515 32116

2010 34978 36274 35072 37506 40010 41534 40127 42975 31405 33499 32431 34593

2011 37812 38956 37399 40568 43321 44668 42845 46552 33905 35867 34487 37293

2012 40898 42154 40152 44264 46927 48405 46059 50872 36618 38680 36911 40538

2013 44259 45651 43138 48345 50853 52493 49546 55641 39561 41747 39532 44107

2014 47920 49478 46377 52851 55132 56967 53328 60910 42756 45090 42365 48032

2015 51909 53668 49892 57830 59794 61866 57434 66731 46225 48736 45429 52351

2016 56257 58255 53707 63333 64877 67230 61890 73166 49993 52714 48743 57105

2017 60997 62786 57436 68789 70419 72526 66249 79546 54087 56625 51972 61798

2018 66167 67706 61452 74761 76464 78279 70945 86533 58535 60854 55435 66913

Year

PCU

based

on


transport Demand

PCU

based

on


transport Demand

PCU

based

on


transport Demand

catogory

wise

growth

most


catogory

wise

growth

most


catogory

wise

growth

most


2019 71808 73056 65785 81308 83060 84532 76010 94190 63370 65443 59165 72505

2020 77962 78867 70451 88477 90258 91327 81467 102578 68628 70403 63164 78600

2021 84680 85188 75487 96339 98116 98718 87354 111775 74345 75787 67472 85264

2022 92015 91374 80380 104099 106696 105955 93079 120856 80566 81030 71640 91808

2023 100026 98050 85623 112538 116068 113767 99211 130731 87334 86675 76096 98903

2024 108777 105256 91238 121714 126306 122198 105781 141470 94701 92748 80855 106591

2025 118339 113034 97254 131696 137495 131300 112819 153152 102722 99282 85938 114924

2026 128790 121431 103701 142555 149726 141128 120362 165862 111457 106314 91369 123959

2027 140216 129610 109877 153185 163099 150701 127589 178304 120972 113142 96562 132767

2028 152711 138379 116449 164661 177724 160966 135281 191738 131339 120442 102073 142247

2029 166378 147783 123445 177052 193722 171976 143468 206244 142638 128247 107925 152450

2030 181331 157870 130891 190434 211227 183785 152184 221911 154955 136596 114137 163435

2031 197694 168690 138818 204889 230386 196455 161463 238836 168386 145525 120734 175263

2032 215606 180298 147258 220506 251358 210049 171344 257122 183035 155078 127740 188001

2033 235217 192755 156246 237380 274323 224637 181866 276883 199017 165300 135181 201723

2034 256693 206124 165818 255617 299474 240295 193073 298241 216457 176239 143086 216506

2035 280216 220474 176013 275330 327026 257103 205010 321329 235492 187947 151484 232437

Note: In this section of the project road the growth rate of traffic is about 6% and

so considering the traffic in the various years the project road can safely

cater the traffic of 4-lane upto the year 2016.

Project Report Ochira Tri Vend Rum NH-47 PKG-II

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