Project Report Vengalam Kuttipuram NH 17 _Package II

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

Kannur to Kuttipuram in the State of Kerala (Package No. NHDP-III/DL5/13) PKG-II (Km. 230.00 to Km. 318.00)

Project Report

2 - 1

CONTENTS

Sl.

No. Description Page No.

EXECUTIVE SUMMARY Es-1 to Es-12

1. INTRODUCTION 1-1 to 1-3

2. PROJECT DESCRIPTION 2-1 to 2-64

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

4. TRAFFIC 4-1 to 4-26

5 PRELIMINARY ENVIRONMENTAL ASSESSMENT 5-1 to 5-13

6. RESETTLEMENT ACTION PLAN INCLUDING

MAGNITUDE OF SOCIAL IMPACT 6-1 to 6-9

7. COST ESTIMATE 7-1 to 7-4

Project Description

Project Report

2 - 2

1. INTRODUCTION

1.1 BACKGROUND

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

maintenance and management of various National Highway corridors/sections under

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

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

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

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

State of Kerala.

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

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

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

controlled highway.

1.2 CONSULTANCY SERVICES

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

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

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

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

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

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

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

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

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

is a part of the contract agreement.

1.3 PROJECT DESCRIPTION

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

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

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

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

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

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

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

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

Kuttipuram

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

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

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

Mahe of Pondicherry State.

1.3.1 Construction Packaging

As per policy of NHAI the road project into be on BOT basis. As decided in consultation

with NHAI by the project has been divided in Two Construction Packages (i) Km. 148.00

to Km. 230.00 and (ii) Km. 230.00 to Km. 318.00. Accordingly the Draft Preliminary

Project Report has been prepared package wise. This report pertains to Package – II.



Project Report

2 - 3

The stretch of project road passes through 2 districts of Kerala State.

i) District Kozhikode in Kerala state at chainage Km 230.00 to Km 261.900 and

ii) District Mallapuram (Kerala State) at chainage km 261.900 to km 318.000.

Project Description

Project Report

2 - 4

Index Map 1.1

1.3.2 Present Status

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

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

1.3.3 Salient Features

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

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

Topography

The project road corridor runs through plain and rolling terrain in general except a

stretches of hilly terrain. A brief report about terrain with, design speed is tabulated below

Table 1.1.

Table 1.1: Terrain Classification

Sl. No. Type of Terrain Chainage (km 230.00 to km 318.000)

1 Plain km 230.00 to km 263.00

2 Rolling km 280.00 to km 318.00

3 Hilly km 263.00 to km 280.00

1.3.4 Existing Route (RoW)

The exiting RoW between Kozhikode - Kuttipuram varies widely at different locations,

11.00 m to 20.00 m in general and also >30m to even 40m short stretches at Talappara

(km 276.00), Randathani (km 297.00) and Kuttipuram near end of project, the RoW varies

from 30m to 40m.

1.3.5 Existing Carriageway

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

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

carriageway exists only in small stretches at some urban areas.

1.4 QUALITY ASSURANCE PLAN AND INCEPTION REPORT

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

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

respectively.

1.5 FUNDING OPTION

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

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

1.6 UTILITIES

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

1.7 BYPASSES

• Kozhikode bypass- km 231.000 to km 263.08 - 32.08 km long

• Kottakkal - Edarikkode bypass- km 290.00 to km 294.50 – 4.50 km long

• Valanchery bypass- km 306.700 to km 311.000 - 4.3000 km long.

7.8 CONCLUSIONS



Project Report

2 - 5

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

side.

• • •

2. PROJECT DESCRIPTION

2.1 PROJECT INFLUENCE AREA

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

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

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

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

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

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

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

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

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

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

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

upgradation on priority.

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

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

National Highways in the state.

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

(2) NH-47 : Walayer – Kaliyikkavila

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

(4) NH-49 : Bodimettu – Kundannoor

(5) NH-202 : Kollam – Kumily

(6) NH-208 : Kollam – Aryankavu

(7) NH-212 : Kozhikode – Muthanga

(8) NH-213 : Palakkad – Kozhikode

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

2.2.1 Historical Background of the Project Road

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

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

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

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

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

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

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

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

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

joins NH-47 at Edapally at km 438.827.

Project Description

Project Report

2 - 6

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

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

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

2.2.2 Project Influence Area

i) Internal with in the state

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

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

Kozhikode and Mallapuram and fourth district of Pondicherry State Mahe

sandwiched between District Kannur of Kerala State.

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

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

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

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

b) Traffic from other Highways

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

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

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

at km. 434.00.

ii) External from other states

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

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

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

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

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

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

2.3 SALIENT FEATURES

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

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

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

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

2.3.1 Carriageway Width

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

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

a) Undivided carriageway

Table 2.1: Carriageway Width (Undivided)

Sl.

No. Chainage (km) Configuration Width (m)

1. 148.000 to 156.000 Two lane with and without paved

shoulders 7.00 to 8.80





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

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

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



Project Report

2 - 7

Sl.

No. Chainage (km) Configuration Width (m)





9. 270.200 to 290.800

Two lane with and without paved


10. 292.600 to 318.000

Two lane with and without paved


Project Description

Project Report

2 - 8

b) Divided Carriageway

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

carriageway. Detailed is given in Table 2.2.

Table 2.2: Carriageway Width (Divided)

Sl.

No.

Location Chainage (Km) Carriageway Width

(m) Centre

Verge

(m)

Shoulders (m)

From To From To From To

1. 168.800 170.700 7.00 7.00 0.60 6.00 7.00

2. 216.150 216.700 4.70 4.70 0.20 1.70 5.10

3. 218.650 218.900 5.70 5.80 0.20 4.00 5.00

4. 219.100 219.350 4.30 4.30 0.20 4.20 4.20

5. 219.650 219.900 4.30 4.30 0.20 4.20 4.20

6. 258.600 259.600 8.50 7.00 0.20 2.50 4.00

7. 269.500 270.200 7.00 7.00 0.60 6.00 7.00

8. 290.800 292.600 4.50 5.00 4.50 3.00 2.00

2.3.2 Shoulder Type and width

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

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

between 1.0 to 3.0 m.

2.3.3 Land Use

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

• Religious structures

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

• Agricultural having coconut plantation, paddy field in some reaches

2.3.4 River and Stream

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

Table 2.3: River and Streams on Project Road

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

1 149.000 Valapatnam

2 172.000 Anjarakandi

3 174.000 Dharmadam

4 175.000 Eranjolipuzha

5 203.500 Kuttiady

6 233.000 Korappuzha

7 248.000 Kallai (A Diversion of Arappuzha)

8 24.000 (Kozhikode bypass) Arappuzha

9 282.000 Kadalundipuzha

10. 319.000 Bharatapuzha



Project Report

2 - 9

2.3.5 Crust Thickness of Existing Road

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

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

in Table 2.4.

Table No. 2.4: Pavement Crust Thickness

Sl.

No.

Chainage

(km)

Location of

Pit

BC + DBM

(mm)

WBM

(mm)

WMM

(mm)

G.S.B

(mm)

Morrom

(mm)

Total

(mm)

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

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

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

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

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

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

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

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

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

10 190+000 L/S

(New Road) 160 - 120 140 - 420

11 195+000 R/S

(New Road) 195 - 160 110 - 465

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

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

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

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

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

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

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

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

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

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

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

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

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

Project Description

Project Report

2 - 10

Sl.

No.

Chainage

(km)

Location of

Pit

BC + DBM

(mm)

WBM

(mm)

WMM

(mm)

G.S.B

(mm)

Morrom

(mm)

Total

(mm)

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

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

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

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

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

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

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

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

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

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

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

Rutting

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

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

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

path at high speed can be dangerous.

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

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

worked out.

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

analysed.

2.3.6 Pot Hole

Potholes are bowl shaped holes of varying sizes in a

surface layer or extended into base layer, caused by

the localized disintegrations of the usually thin

bituminous surfacing material.

The area covering majority of Pot holes was measured

along with numbers and area in every 200m and the

percentage area was worked out.

The high way has potholes only at location of

excessive braking before bridges, accident-prone

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

2.3.7 Raveling

Raveling is characterized by the progressive

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

Raveling was measured at every 500m.

2.3.8 Loss of Materials

Fig 2.1: Road Condition

at Bridge Approach - km 148.000



Project Report

2 - 11

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

loss of the material.

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

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

15 %

2.3.9 Cracking

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

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

200m intervals or the places of defects.

2.3.10 Undulations/Settlement

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

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

management is quite good.

2.3.11 Patching

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

2.3.12 Edge Breaking

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

2.3.13 Edge Drop

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

abutting shoulders.

2.3.14 Inventory of all Road Side Facilities

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

stop, hospital, hotel, repair shops etc.

2.4 ROAD MEASUREMENT DATA ACQUISITION SYSTEM (ROMDAS)

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

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

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

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

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

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

better in-house assessments and rectifications.

2.4.1 ROMDAS

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

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

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

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

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

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

Project Description

Project Report

2 - 12

2.4.1.1 Road Roughness Surveys

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

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

determinant of vehicle operating costs.

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

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

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

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

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

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

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

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

(m/km).

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

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

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

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

Calibration equation at 32km/hr:

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

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

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

equation given in HDM-III:

BI = (312.5 x IRI) 1.124

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

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

and graphical forms in the following pages.

Limitations as Per MOSRT&H/World Bank

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

surface types have been considered for assessing the road condition.

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

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

May 2000

Surface Type Good

(mm/km)

Average

(mm/km)

Poor

(mm/km)

Very Poor

(mm/km)

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

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

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

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

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

New Pavements

Minimum IRI (BI) in

m/km (mm/km)

Maximum IRI (BI) in

m/km (mm/km)

1.5 (1000) 3.4 (2500)



Project Report

2 - 13

Observations

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

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

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

Kozhikode bypass.

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

Direction: Kannur to Kuttipuram

Chainage

(km)

First Run Second Run Average of both runs

IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km) per

km

BI

(mm/km)

per km

148-149 3.51 2613.16 3.15 2311.89 3.33 2462.52

150 4.20 3200.37 3.59 2676.02 3.89 2938.20

151 3.27 2414.35 3.24 2387.50 3.26 2400.93

152 3.21 2363.74 3.01 2202.18 3.11 2282.96

153 2.93 2133.62 2.97 2165.18 2.95 2149.40

154 3.27 2411.63 2.98 2177.28 3.13 2294.46

155 3.14 2309.52 3.46 2567.57 3.30 2438.55

156 3.34 2469.51 3.71 2780.12 3.52 2624.82

157 2.97 2161.82 2.77 2003.23 2.87 2082.53

158 3.79 2846.88 2.94 2137.31 3.36 2492.09

159 4.00 3027.59 3.53 2627.92 3.76 2827.75

160 4.23 3221.78 3.75 2814.69 3.99 3018.23

161 3.17 2330.17 2.68 1930.75 2.93 2130.46

162 2.67 1921.79 2.48 1767.30 2.57 1844.55

163 2.67 1918.15 2.55 1827.54 2.61 1872.84

164 3.16 2322.72 2.69 1939.71 2.93 2131.22

165 2.84 2061.29 2.77 2002.57 2.81 2031.93

166 3.91 2947.51 3.65 2731.12 3.78 2839.31

167 5.39 4229.24 5.65 4458.93 5.52 4344.09

168 5.56 4379.31 5.34 4183.32 5.45 4281.32

169 4.91 3809.79 4.97 3859.89 4.94 3834.84

170 5.05 3929.08 5.75 4551.83 5.40 4240.46

171 6.59 5306.77 7.31 5959.44 6.95 5633.11

172 4.52 3467.85 6.06 4827.74 5.29 4147.79

173 4.77 3684.48 5.70 4507.72 5.23 4096.10

174 3.66 2739.05 3.36 2491.34 3.51 2615.20

175 3.55 2649.90 3.06 2239.92 3.31 2444.91

176 3.56 2654.02 3.60 2684.97 3.58 2669.49

177 5.12 3991.22 3.45 2566.55 4.29 3278.88

178 6.31 5050.76 3.42 2540.20 4.87 3795.48

179 5.87 4657.37 4.21 3202.83 5.04 3930.10

180 4.64 3577.76 3.25 2393.96 3.94 2985.86

181 3.98 3010.85 4.00 3023.05 3.99 3016.95

Project Description

Project Report

2 - 14

Chainage

(km)


IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km) per

km

BI

(mm/km)

per km

182 4.01 3032.82 3.80 2859.35 3.91 2946.08

183 4.24 3230.21 3.83 2885.00 4.04 3057.60

184 3.87 2919.36 3.80 2854.84 3.84 2887.10

185 3.79 2851.03 3.15 2311.21 3.47 2581.12

186 3.55 2646.80 4.57 3512.83 4.06 3079.82

187 4.40 3364.66 4.21 3207.74 4.30 3286.20

188 3.85 2899.23 3.40 2516.95 3.62 2708.09

189 3.68 2754.92 3.58 2670.18 3.63 2712.55

190 3.84 2890.90 3.57 2666.74 3.71 2778.82

191 3.26 2404.49 3.11 2278.41 3.18 2341.45

192 3.44 2554.91 3.18 2339.66 3.31 2447.28

193 3.21 2362.38 3.02 2209.25 3.12 2285.81

194 2.87 2084.03 2.92 2121.21 2.89 2102.62

195 4.59 3534.46 4.50 3457.94 4.55 3496.20

196 6.17 4922.19 5.87 4656.27 6.02 4789.23

197 5.65 4465.84 4.82 3732.62 5.24 4099.23

198 3.04 2224.75 2.74 1979.93 2.89 2102.34

199 3.09 2261.52 3.30 2440.55 3.19 2351.04

200 4.33 3307.92 4.03 3053.40 4.18 3180.66

201 4.17 3174.07 3.42 2536.09 3.80 2855.08

202 4.18 3175.82 3.73 2801.55 3.95 2988.69

203 4.09 3106.50 4.07 3085.88 4.08 3096.19

204 4.61 3549.36 4.48 3434.24 4.54 3491.80

205 4.15 3155.15 3.94 2977.77 4.05 3066.46

206 3.99 3018.52 3.77 2829.57 3.88 2924.04

207 3.61 2694.26 2.97 2165.85 3.29 2430.06

208 2.76 1997.90 2.80 2024.90 2.78 2011.40

209 2.58 1851.96 2.58 1849.98 2.58 1850.97

210 2.77 2005.90 2.59 1853.28 2.68 1929.59

211 2.60 1861.87 2.33 1649.12 2.46 1755.50

212 2.55 1824.90 2.60 1865.84 2.58 1845.37

213 2.45 1747.92 2.48 1765.65 2.47 1756.79

214 2.47 1758.43 2.36 1676.21 2.42 1717.32

215 4.04 3057.24 4.03 3052.00 4.03 3054.62

216 3.75 2813.31 3.59 2681.18 3.67 2747.24

217 3.13 2300.38 2.79 2015.23 2.96 2157.81

218 2.75 1984.25 2.64 1898.26 2.69 1941.26

219 2.85 2066.64 2.68 1928.76 2.76 1997.70

220 2.87 2082.36 2.79 2018.23 2.83 2050.30



Project Report

2 - 15

Chainage

(km)


IRI

(m/km) per km

BI

(mm/km) per km

IRI

(m/km) per km

BI

(mm/km) per km

IRI

(m/km) per km

BI

(mm/km) per km

221 2.65 1902.24 2.72 1961.30 2.68 1931.77

222 3.03 2217.00 3.10 2269.28 3.06 2243.14

223 3.28 2423.88 2.91 2115.51 3.10 2269.69

224 2.64 1898.60 2.77 1999.57 2.70 1949.08

225 3.63 2711.13 3.45 2559.70 3.54 2635.42

226 3.04 2224.75 2.73 1967.29 2.88 2096.02

227 2.97 2161.82 2.86 2074.33 2.91 2118.08

228 2.63 1890.32 2.57 1842.06 2.60 1866.19

229 2.76 1996.90 2.74 1978.60 2.75 1987.75

230 2.66 1912.51 2.65 1905.22 2.65 1908.87

231 2.69 1935.73 2.61 1870.80 2.65 1903.26

232 3.00 2186.36 2.91 2118.87 2.95 2152.61

233 4.22 3211.60 3.53 2633.07 3.88 2922.33

234 4.25 3242.85 4.53 3483.42 4.39 3363.14

235 2.64 1896.94 3.40 2524.81 3.02 2210.88

236 2.77 2001.23 2.67 1922.79 2.72 1962.01

237 2.96 2157.79 2.68 1932.74 2.82 2045.27

238 3.31 2447.70 3.25 2393.96 3.28 2420.83

239 3.34 2473.61 3.00 2187.04 3.17 2330.32

240 2.78 2013.90 2.79 2014.90 2.78 2014.40

241 3.10 2275.03 2.86 2077.01 2.98 2176.02

242 3.00 2192.76 2.87 2082.70 2.94 2137.73

243 2.88 2090.06 3.10 2271.31 2.99 2180.68

244 2.92 2124.56 2.98 2176.95 2.95 2150.76

245 3.07 2249.70 3.02 2207.90 3.05 2228.80

246 3.01 2196.46 2.80 2029.90 2.91 2113.18

247 2.95 2151.75 4.53 3483.07 3.74 2817.41

248 3.15 2313.24 3.14 2306.13 3.15 2309.69

249 2.88 2095.08 2.83 2053.94 2.86 2074.51

250 2.92 2127.58 2.73 1972.28 2.83 2049.93

251 2.88 2092.74 2.79 2019.23 2.84 2055.98

252 2.73 1967.95 2.91 2117.52 2.82 2042.74

253 2.79 2019.90 2.83 2048.93 2.81 2034.41

254 3.05 2232.84 2.70 1942.37 2.87 2087.60

255 2.58 1848.33 2.80 2028.24 2.69 1938.28

256 2.75 1982.59 2.82 2045.93 2.78 2014.26

257 3.10 2272.66 2.54 1815.01 2.82 2043.84

258 3.18 2340.34 2.80 2025.23 2.99 2182.79

259 2.87 2087.71 2.72 1963.30 2.80 2025.51

Project Description

Project Report

2 - 16

Chainage

(km)


IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km) per

km

BI

(mm/km)

per km

260 2.82 2044.26 2.88 2093.74 2.85 2069.00

261 2.91 2119.20 2.69 1939.05 2.80 2029.12

262 2.66 1909.53 2.77 2001.90 2.71 1955.71

263 2.85 2068.65 2.75 1985.92 2.80 2027.28

265 3.11 2279.59 2.98 2174.11 3.04 2226.85

266 3.39 2510.96 3.44 2551.71 3.41 2531.33

267 2.89 2102.56 3.24 2384.06 3.06 2243.31

268 3.36 2490.21 3.17 2333.90 3.27 2412.06

269 3.40 2519.57 3.34 2474.96 3.37 2497.27

270 4.13 3135.92 3.37 2496.08 3.75 2816.00

271 3.45 2566.62 2.91 2113.70 3.18 2340.16

272 3.87 2914.50 3.48 2586.65 3.67 2750.57

273 3.29 2427.32 3.16 2323.80 3.22 2375.56

274 3.35 2478.48 2.96 2159.08 3.16 2318.78

275 3.24 2388.35 3.08 2258.68 3.16 2323.52

276 3.26 2400.81 3.63 2713.87 3.44 2557.34

277 3.44 2552.89 3.38 2506.26 3.41 2529.57

278 3.18 2341.28 3.41 2525.84 3.29 2433.56

279 3.39 2515.65 3.40 2521.53 3.40 2518.59

280 3.54 2639.74 3.53 2628.72 3.54 2634.23

281 3.29 2426.54 3.53 2632.26 3.41 2529.40

282 3.67 2745.49 3.46 2567.02 3.56 2656.25

283 3.94 2977.46 3.49 2594.51 3.72 2785.99

284 3.23 2378.22 3.46 2571.33 3.34 2474.78

285 3.47 2583.51 3.43 2543.48 3.45 2563.49

286 3.56 2657.07 3.44 2554.46 3.50 2605.76

287 3.36 2490.21 3.38 2503.13 3.37 2496.67

288 3.66 2736.39 3.50 2607.08 3.58 2671.74

289 3.22 2370.44 3.47 2578.79 3.34 2474.62

290 3.56 2657.86 3.91 2949.55 3.74 2803.70

291 3.66 2738.37 3.52 2620.85 3.59 2679.61

292 3.41 2528.58 3.23 2381.34 3.32 2454.96

293 3.08 2259.07 2.85 2064.97 2.97 2162.02

294 2.60 1867.18 2.62 1878.55 2.61 1872.86

295 2.73 1969.04 2.55 1821.39 2.64 1895.21

296 2.98 2174.49 2.70 1948.47 2.84 2061.48

297 2.72 1959.89 2.65 1901.32 2.68 1930.61

298 2.66 1913.09 2.51 1793.82 2.59 1853.46

299 2.85 2068.42 2.72 1965.23 2.79 2016.82



Project Report

2 - 17

Chainage

(km)


IRI

(m/km) per km

BI

(mm/km) per km

IRI

(m/km) per km

BI

(mm/km) per km

IRI

(m/km) per km

BI

(mm/km) per km

300 2.62 1884.62 2.84 2063.44 2.73 1974.03

301 2.93 2131.76 2.97 2168.33 2.95 2150.05

302 2.68 1929.06 2.70 1949.23 2.69 1939.14

303 2.69 1938.95 2.69 1937.05 2.69 1938.00

304 2.64 1899.42 2.84 2062.67 2.74 1981.05

305 2.48 1768.94 2.64 1897.90 2.56 1833.42

306 2.71 1951.89 3.10 2273.40 2.90 2112.65

307 3.33 2464.80 4.67 3605.87 4.00 3035.34

308 5.76 4558.66 4.35 3323.51 5.05 3941.09

309 2.98 2176.81 2.78 2012.55 2.88 2094.68

310 3.05 2233.16 3.19 2343.22 3.12 2288.19

311 3.14 2309.06 3.07 2249.40 3.11 2279.23

312 3.10 2274.56 3.23 2380.95 3.17 2327.75

313 3.14 2309.44 3.18 2337.01 3.16 2323.23

314 3.20 2358.38 3.35 2476.13 3.28 2417.26

315 3.26 2400.81 3.23 2381.73 3.24 2391.27

316 3.02 2207.28 2.86 2078.39 2.94 2142.83

317 3.04 2222.73 3.07 2246.69 3.05 2234.71

318 4.48 3433.96 4.17 3168.44 4.32 3301.20

Average 3.50 2612.15 3.35 2489.85 3.42 2551.00

Max. 6.59 5306.77 7.31 5959.44 6.95 5633.11

Min. 2.45 1747.92 2.33 1649.12 2.42 1717.32



Project Report

2- 13

Roughness Measurement Studies (km 148.000 - km 208.000)


0

1

2

3

4

5

6

7

8

148-1

49

151

153

155

157

159

161

163

165

167

169

171

173

175

177

179

181

183

185

187

189

191

193

195

197

199

201

203

205

207

Chainage-(km)

IRI-

(m/k

m)

Project Description

Project Report

2- 14



0

1

1

2

2

3

3

4

4

5

5

209

211

213

215

217

219

221

223

225

227

229

231

233

235

237

239

241

243

245

247

249

251

253

255

257

259

261

263

266

268

Chainage-(km)

IRI-

(m/k

m)



Project Report

2- 15



0

1

2

3

4

5

6

270

272

274

276

278

280

282

284

286

288

290

292

294

296

298

300

302

304

306

308

310

312

314

316

318

Chainage-(km)

IRI-

(m/k

m)

Traffic

Project Report

4-16

Roughness Measurement Studies (Kozhikode Bypass)

Direction: Kozhikode Bypass

0

1

1

2

2

3

3

4

0-1 2 3 4 5 6 7 8 9

10

11

12

13

Chainage-(km)

IRI-

(m/k

m)

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


Chainage

(km)


IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km)

per km

BI

(mm/km)

per km

IRI

(m/km)

per km

BI

(mm/km)

per km

1 2.67 1923.45 2.74 1975.27 2.70 1949.36

2 2.45 1741.03 2.69 1935.40 2.57 1838.21

3 2.51 1788.67 2.48 1768.61 2.49 1778.64

4 2.72 1963.96 2.70 1945.69 2.71 1954.83

5 2.64 1896.28 2.71 1956.98 2.68 1926.63

6 2.60 1863.86 2.52 1803.15 2.56 1833.50

7 2.62 1881.05 2.55 1828.53 2.59 1854.79

8 2.50 1786.69 2.46 1755.80 2.48 1771.25

9 3.25 2393.96 3.11 2281.45 3.18 2337.70

10 3.09 2264.22 3.19 2348.81 3.14 2306.52

11 2.56 1831.50 2.65 1905.55 2.60 1868.52

12 2.51 1788.67 2.56 1833.48 2.53 1811.07

13 2.72 1961.97 2.63 1891.31 2.68 1926.64

Average 2.68 1929.64 2.69 1940.77 2.69 1935.20

Max. 3.25 2393.96 3.19 2348.81 3.18 2337.70

Min. 2.45 1741.03 2.46 1755.80 2.48 1771.25



Project Report

4-17

2.4.2 Deflection Survey

Methodology Benkelman Beam Deflection (BBD) Test

BBD Test has been done as per the requirements stipulated in TOR and in accordance with

guidelines given in IRC: 81 – 1997.

For measuring pavement deflection, the CGRA procedure, which is based on testing under static

load, was adopted. Results of BBD test are summarised in Table 2.6.

Table 2.6: Summary of Pavement Condition Survey

S. No.

Chainage

(km)

Benkelman Beam Deflection

(mm) Average

Deflection From To Left Right Maximum

1 148.00 149.00 0.965 1.005 1.005 0.985

2 149.00 150.00 0.986 0.838 0.986 0.912

3 150.00 151.00 0.932 0.850 0.932 0.891

4 151.00 152.00 1.021 0.932 1.021 0.977

5 152.00 153.00 1.020 0.869 1.020 0.944

6 153.00 154.00 0.958 0.866 0.958 0.912

7 154.00 155.00 0.883 0.883 0.883 0.883

8 155.00 156.00 0.959 0.874 0.959 0.916

9 156.00 157.00 1.092 0.898 1.092 0.995

10 157.00 158.00 0.840 0.876 0.876 0.858

11 158.00 159.00 0.913 0.976 0.976 0.945

12 159.00 160.00 1.029 1.184 1.184 1.106

13 160.00 161.00 0.910 1.089 1.089 0.999

14 161.00 162.00 0.979 1.029 1.029 1.004

15 162.00 163.00 0.912 1.074 1.074 0.993

16 163.00 164.00 0.659 0.766 0.766 0.713

17 164.00 165.00 0.932 0.965 0.965 0.949

18 165.00 166.00 1.009 1.355 1.355 1.182

19 166.00 167.00 1.154 1.139 1.154 1.146

20 167.00 168.00 1.406 0.891 1.406 1.148

21 168.00 169.00 1.366 1.289 1.366 1.328

22 169.00 170.00 0.969 1.182 1.182 1.076

23 170.00 171.00 0.756 1.337 1.337 1.046

24 171.00 172.00 1.175 1.033 1.175 1.104

25 172.00 173.00 1.299 0.991 1.299 1.145

26 173.00 174.00 1.516 1.100 1.516 1.308

Traffic

Project Report

4-18

S. No.

Chainage

(km)


(mm) Average


27 174.00 175.00 2.340 0.995 2.340 1.667

28 175.00 176.00 2.442 1.890 2.442 2.166

29 176.00 177.00 1.513 1.599 1.599 1.556

30 177.00 178.00 0.933 1.276 1.276 1.104

31 178.00 179.00 0.835 0.863 0.863 0.849

32 179.00 180.00 0.930 0.977 0.977 0.954

33 180.00 181.00 0.822 1.076 1.076 0.949

34 181.00 182.00 0.820 1.180 1.180 1.000

35 182.00 183.00 1.282 0.816 1.282 1.049

36 183.00 184.00 0.866 1.152 1.152 1.009

37 184.00 185.00 2.063 0.832 2.063 1.448

38 185.00 186.00 0.666 0.669 0.669 0.668

39 186.00 187.00 1.219 1.316 1.316 1.267

40 187.00 188.00 1.531 0.668 1.531 1.100

41 188.00 189.00 1.401 1.301 1.401 1.351

42 189.00 190.00 1.394 1.406 1.406 1.400

43 190.00 191.00 1.538 1.426 1.538 1.482

44 191.00 192.00 1.418 1.286 1.418 1.352

45 192.00 193.00 0.939 1.141 1.141 1.040

46 193.00 194.00 0.958 0.691 0.958 0.825

47 194.00 195.00 1.395 0.984 1.395 1.189

48 195.00 196.00 0.996 1.168 1.168 1.082

49 196.00 197.00 1.286 0.916 1.286 1.101

50 197.00 198.00 0.975 1.192 1.192 1.083

51 198.00 199.00 1.670 0.867 1.670 1.269

52 199.00 200.00 1.337 1.435 1.435 1.386

53 200.00 201.00 1.432 1.091 1.432 1.262

54 201.00 202.00 1.936 2.085 2.085 2.010

55 202.00 203.00 1.736 1.213 1.736 1.475

56 203.00 204.00 1.139 1.005 1.139 1.072

57 204.00 205.00 0.877 1.488 1.488 1.182



Project Report

4-19

S. No.

Chainage

(km)


(mm) Average


58 205.00 206.00 0.926 1.178 1.178 1.052

59 206.00 207.00 1.051 0.972 1.051 1.012

60 207.00 208.00 0.855 0.798 0.855 0.826

61 208.00 209.00 0.540 0.895 0.895 0.717

62 209.00 210.00 0.913 0.940 0.940 0.927

63 210.00 211.00 1.229 1.015 1.229 1.122

64 211.00 212.00 1.135 1.051 1.135 1.093

65 212.00 213.00 0.952 1.121 1.121 1.036

66 213.00 214.00 1.675 1.172 1.675 1.424

67 214.00 215.00 1.392 1.446 1.446 1.419

68 215.00 216.00 1.247 2.342 2.342 1.794

69 216.00 217.00 1.341 1.622 1.622 1.481

70 217.00 218.00 1.224 1.470 1.470 1.347

71 218.00 219.00 1.438 2.150 2.150 1.794

72 219.00 220.00 1.371 1.451 1.451 1.411

73 220.00 221.00 1.050 1.238 1.238 1.144

74 221.00 222.00 0.900 1.181 1.181 1.041

75 222.00 223.00 1.027 1.803 1.803 1.415

76 223.00 224.00 1.185 1.270 1.270 1.227

77 224.00 225.00 1.477 1.058 1.477 1.267

78 225.00 226.00 2.519 1.468 2.519 1.994

79 226.00 227.00 1.872 1.387 1.872 1.630

80 227.00 228.00 2.037 1.132 2.037 1.584

81 228.00 229.00 1.220 1.249 1.249 1.234

82 229.00 230.00 1.020 1.111 1.111 1.065

83 230.00 231.00 1.136 0.853 1.136 0.994

84 231.00 232.00 1.186 0.725 1.186 0.956

85 232.00 233.00 1.349 1.135 1.349 1.242

86 233.00 234.00 1.333 1.820 1.820 1.576

87 234.00 235.00 1.952 1.365 1.952 1.658

88 235.00 236.00 1.881 1.272 1.881 1.576

Traffic

Project Report

4-20

S. No.

Chainage

(km)


(mm) Average


89 236.00 237.00 1.549 1.102 1.549 1.326

90 237.00 238.00 1.699 1.036 1.699 1.367

91 238.00 239.00 1.682 1.923 1.923 1.802

92 239.00 240.00 1.293 1.346 1.346 1.319

93 240.00 241.00 1.692 1.456 1.692 1.574

94 241.00 242.00 1.160 1.812 1.812 1.486

95 242.00 243.00 0.963 1.422 1.422 1.193

96 243.00 244.00 1.037 1.364 1.364 1.201

97 244.00 245.00 1.504 1.038 1.504 1.271

98 245.00 246.00 1.105 1.478 1.478 1.193

99 246.00 247.00 1.282 1.390 1.390 1.336

100 247.00 248.00 1.282 1.118 1.282 1.200

101 248.00 249.00 1.154 0.992 1.154 1.073

102 249.00 250.00 1.201 1.036 1.201 1.119

103 250.00 251.00 1.749 0.880 1.749 1.315

104 251.00 252.00 1.792 1.220 1.792 1.506

105 252.00 253.00 1.318 1.601 1.601 1.460

106 253.00 254.00 3.418 1.142 3.418 2.280

107 254.00 255.00 0.836 0.761 0.836 0.799

108 255.00 256.00 0.953 0.896 0.953 0.925

109 256.00 257.00 1.813 1.191 1.813 1.502

110 257.00 258.00 1.452 1.291 1.452 1.372

111 258.00 259.00 0.815 1.199 1.199 1.007

112 259.00 260.00 1.139 0.882 1.139 1.011

113 260.00 261.00 0.714 0.856 0.856 0.785

114 261.00 262.00 0.975 0.883 0.975 0.929

115 262.00 263.00 0.975 0.883 0.975 0.929

116 263.00 264.00 0.855 0.875 0.875 0.865

117 264.00 265.00 0.972 0.848 0.972 0.910

118 265.00 266.00 1.117 1.370 1.370 1.244

119 266.00 267.00 1.015 0.996 1.015 1.005



Project Report

4-21

S. No.

Chainage

(km)


(mm) Average


120 267.00 268.00 1.044 1.021 1.044 1.033

121 268.00 269.00 0.974 0.782 0.974 0.878

122 269.00 270.00 1.275 1.383 1.383 1.329

123 270.00 271.00 1.052 0.821 1.052 0.936

124 271.00 272.00 1.072 1.576 1.576 1.324

125 272.00 273.00 1.050 1.029 1.050 1.039

126 273.00 274.00 0.939 1.117 1.117 1.028

127 274.00 275.00 1.061 0.866 1.061 0.963

128 275.00 276.00 0.995 0.658 0.995 0.826

129 276.00 277.00 1.088 1.156 1.156 1.122

130 277.00 278.00 1.023 0.801 1.023 0.912

131 278.00 279.00 1.062 1.032 1.062 1.047

132 279.00 280.00 0.691 1.125 1.125 0.908

133 280.00 281.00 0.821 1.059 1.059 0.940

134 281.00 282.00 1.504 0.956 1.504 1.230

135 282.00 283.00 1.243 0.989 1.243 1.116

136 283.00 284.00 0.920 1.168 1.168 1.044

137 284.00 285.00 0.928 0.806 0.928 0.867

138 285.00 286.00 1.061 1.160 1.160 1.111

139 286.00 287.00 1.170 1.035 1.170 1.103

140 287.00 288.00 0.968 0.661 0.968 0.814

141 288.00 289.00 1.101 1.020 1.101 1.060

142 289.00 290.00 1.029 1.046 1.046 1.038

143 290.00 291.00 0.802 1.118 1.118 0.960

144 291.00 292.00 0.895 0.794 0.895 0.844

145 292.00 293.00 0.809 0.502 0.809 0.656

146 293.00 294.00 0.511 0.658 0.658 0.584

147 294.00 295.00 0.845 0.585 0.845 0.715

148 295.00 296.00 0.537 0.804 0.804 0.670

149 296.00 297.00 0.494 0.950 0.950 0.722

150 297.00 298.00 0.835 1.053 1.053 0.944

Traffic

Project Report

4-22

S. No.

Chainage

(km)


(mm) Average


151 298.00 299.00 0.717 0.784 0.784 0.750

152 299.00 300.00 1.094 1.239 1.239 1.167

153 300.00 301.00 0.557 0.679 0.679 0.618

154 301.00 302.00 0.414 0.784 0.784 0.599

155 302.00 303.00 0.721 0.674 0.721 0.698

156 303.00 304.00 0.775 0.947 0.947 0.861

157 304.00 305.00 0.744 0.985 0.985 0.865

158 305.00 306.00 0.565 0.943 0.943 0.754

159 306.00 307.00 1.057 1.053 1.057 1.055

160 307.00 308.00 0.916 0.919 0.919 0.918

161 308.00 309.00 0.598 0.647 0.647 0.623

162 309.00 310.00 0.448 0.729 0.729 0.589

163 310.00 311.00 1.521 1.371 1.521 1.446

164 311.00 312.00 0.729 1.228 1.228 0.978

165 312.00 313.00 1.080 0.779 1.080 0.929

166 313.00 314.00 1.170 0.854 1.170 1.012

167 314.00 315.00 0.467 0.446 0.467 0.456

168 315.00 316.00 0.767 0.322 0.767 0.544

169 316.00 317.00 0.739 0.688 0.739 0.713

170 317.00 318.00 1.660 1.361 1.660 1.511

171 318.00 319.00 0.823 0.420 0.823 0.621

Delineation of Homogenous Sections

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

be considered homogeneous with respect to traffic, terrain, pavement condition, existing

pavement crust, subgrade soil and BBD.

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

design (1993), was used for delineating homogenous sections w.r.t. BBD. Homogenous

sections as per BBD results are tabulated in Table 2.7 below

Table 2.7: Homogeneous Section

Sl. No. From (km) To (km) Length (m)

1.

2. 230.000 257.000 27

3. 257.000 319.000 61

Total Length 88



Project Report

4-23

2.5 RAILWAY CROSSINGS

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

Table 2.8: List of Railway Crossing Kannur to Kuttipuram Section

Sl.

No. Name of ROB

Chainage

(km) Present Status

No. of

lanes

1. Kannur 161.600 Level Crossing 2

2. Kannur 166.700 Level Crossing 2

3. Muzhuppilangari 171.200 ROB Under construction 2

4. Chorode 196.300 ROB 2

5. Nantai Bazar 214.500 ROB Under construction 2

6. Chengottukavo 224.000 ROB 2

7. Vengnam 231.300 ROB Under construction 2

8. Vengali 237.500 ROB 2

9. Kuttipuram 317.500 ROB 2

2.6 SUBGRADE AND MATERIAL INVESTIGATIONS

2.6.1 SUB-GRADE CHARACTERISTICS

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

grade characteristics beneath existing pavement and also to characterize the

foundation soils in the project corridor, in the existing ROW, proposed ROW and

bypasses.

MATERIAL INVESTIGATIONS

The objective of material investigations is to locate potential sources of borrow

soils, sand, gravel and rock quarries with in the project vicinity, and to examine

the engineering properties of the materials.

The Survey and Investigations of subgrade soil and highway construction materials were

taken-up to identify strength characteristics of existing subgrade soil and suitability of the

other available materials of construction for embankment, subgrade, sub-base, base and

top layers (bituminous/concrete) of road pavement. The other object of the study is to

determine the engineering properties of:

Subgrade soil of the existing road pavement

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

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

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

works

Sand for use in bituminous mixes and cement concrete works

Sources of Water for construction

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

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

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

pavement and DCP (Dynamic Cone Penetration) test as per TRRL (UK) Road No. 8 to

Traffic

Project Report

4-24

correlate the result of penetration (mm) per blow with the field CBR. Collection of sub-grade

soil and construction material samples for the following laboratory tests.

Sieve Analysis

Atterberg Limits

Modified Proctor Compaction test

Laboratory CBR and Swell Percentage.

2.7 COLLECTION OF SAMPLES

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

areas, stone metal / sand quarries and water source. The following procedure was followed:

i) Sub grade soil samples from

existing road. :

One sample for every 5 km along the

project road was collected.

ii) Soil samples from borrow areas :

One sample from the middle of each

borrow area was collected.

iii) Stone metal samples from

crushers/quarries :

Samples of various sizes of each source

of material from respective crushers.

iv) Fine Aggregates :

One sample from each respective

source.

v) Water sample :

One from each source (Pond/boring

water/well /river)

2.8 TESTS AND TESTING PROCEDURES

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

Soils

Water Content Determination : IS 2720 (Part – 2)

Sieve Analysis : IS 2720 (Part – 4)

Atterberg Limits : IS 2720 (Part – 5)

Laboratory Compaction Test(Modified

Proctor Test)

: IS 2720 (Part – 8)

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

Aggregates

Sieve Analysis : IS 383 – 1997

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

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

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

Soundness by Sodium Sulphate /

Magnesium Sulphate

: IS 2386 (Part – 5)

Water

Ph Value, Chlorides, Sulphate (SO3),

Acidity, Alkalinity, Organic, Inorganic

impurities

MORST&H Specification Clause 1010,

IS:456

Field Tests



Project Report

4-25

Field Density of Subgrade IS:2720 (Part 28)

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

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

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

soil into various groups.

2.9 INVESTIGATION OF SUBGRADE SOIL

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

A total of 37 samples were collected along the project road and soil samples from these

pits were tested in Laboratory established by the consultant Intercontinental consultants

& technocrats Pvt. Ltd. at Calicut. A detailed investigation with three samples for each

homogenous section or three samples for each soil type encountered along the project

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

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

following field tests were conducted in each pit.

Visual identification of soil

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

Field moisture content

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

Checking total thickness of the pavement

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

bag. The identification mark and location of the sample were recorded and sent to the

laboratory, established at site for conducting the following tests

Particle size analysis

Liquid Limit

Plastic Limit

Modified AASHTO Compaction test

California Bearing Ratio test (CBR) in unsoaked and 4 days soaked conditions at three

energy levels corresponding to 10, 35 & 65 blows of heavy compaction rammer.

The test data Table 2.9 shows that all the 37 nos. of sample are coarse grained in nature and

belongs to GW-GM, GM, GC, SM & SC category as per IS soil Classification System (IS:

1498-1970).

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

from NP to 12.4%. Laboratory Maximum Dry Density varies from 1.96 gm/cc to 2.18 gm/cc

and Optimum Moisture Content is in the range of 7.4% to 13.3%. The CBR of the subgrade

was determined for un-soaked and 4 days soaked conditions for three energy levels

corresponding to 10, 35 & 65 blows of heavy compaction rammer. CBR of soil samples at

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

degree of compaction and CBR. It will be seen from the results that CBR value at 97% of

Laboratory Maximum Dry Density and Optimum Moisture Content varies from 9.4% to

22.4% for soaked condition and from 18% to 41% for un soaked condition.

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

Table 2.9. The degree of compaction of the subgrade varies from 88.5% to 94.5% of

Laboratory Maximum Density and field moisture content is in the range 2.3% to 15.8%.

DCP equipment as recommended by TRRL (U.K) vide Road Note No. 8 comprising 60º cone

with a base diameter of 20 mm and 8 kg hammer dropping from a height of 575 mm was used

for the DCP test. Number of blows and corresponding values of penetration in mm were

Traffic

Project Report

4-26

recorded to a depth of about 826 mm. The DCP values (mm/blow) were then interpreted to

insitu CBR by using the following TRRL equation:

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

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

ranging from 10.80 to as high as 22.



Project Report

4-27

Table 2.9

Traffic

Project Report

4-28

2.10 MATERIAL INVESTIGATION

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

metal, sand, cement, steel, bitumen and water. It is therefore very essential to identify the

potential source of these materials near the project site so as to economize on the cost of

construction besides early completion of the project.

Borrow Area Soil

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

required for the construction of embankment and subgrade. As many as 16 borrow areas

located on both sides along the project road were identified. The locations, lead,

ownership and quantity of borrow soil available are given in Table 2.10. The distance of

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

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

reported in Table 2.11.

Summaries of the Laboratory results of samples are as follows.

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

per IS: Soil Classification System) with fine fraction (passing 75 micron) varying from 10.5%

to 48.3% and Plasticity Index varying from NP to 13.8%. Laboratory Maximum Dry Density

varies from 1.87 gm/cc to 2.04 gm/cc and Optimum Moisture Content is in the range of 9.6%

to 14.2%. Its soaked CBR at 97% Laboratory Maximum Dry Density and Optimum Moisture

Content is in the range 10.6% to 18.0%. All the borrow areas are suitable for construction

purposes.

Survey of Stone Quarry

Extensive survey was conducted to locate the availability of stone metal near the project site.

As a results of local enquiries and discussion with the local PWD officials, stone metal

quarries were identified. Table 2.12 and Table 2.13 give list of stone metal Quarries and

stone metal crushers.

The location details and approximate quantity of material available are given in

Fig. 2.3. Samples from different quarries have been collected from their respective crushers.

One bag of each size of aggregate including stone dust has been collected from each of the

crusher.

The following Laboratory tests were conducted on Stone quarries samples.

Sieve Analysis

Specific Gravity

Water Absorption

Aggregate Impact value

Combined Flakiness & Elongation Indices

Soundness

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

that stone metal from all the quarries is having AIV varying from 18.7% to 35.6%,

specific gravity varies from 2.64 to 2.83 with water absorption from 0.5% to 0.8% and

combined Flakiness and Elongation indices in the range of 21.7 to 44.8. The value of

combined flakiness & elongation is exceeding the specified limit of 30%(MORST&H

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

specified limit by adjusting the crushing system.

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



Project Report

4-29

Table 2.10

Traffic

Project Report

4-30

Fig 2.2



Project Report

4-31

Table 2.11

Traffic

Project Report

4-32

Figure 2.3



Project Report

4-33

Table 2.12

Traffic

Project Report

4-34

Table 2.12



Project Report

4-35

Table 2.13

Traffic

Project Report

4-36

Table 2.13



Project Report

4-37

Table 2.13

Traffic

Project Report

4-38

Table 2.14



Project Report

4-39

Table 2.15

Traffic

Project Report

4-40

Sand

Sand can be obtained from the river details given below:

DETAILS OF RIVER SAND

1 River Name Moidoapalam River Sand

Village Marapilangdi

Dist Kannur

Quantity 3000X200X2.0m=1200000m3

K.M. 172+200

2 Name of the River Chalapara River Sand

Village Chalapara

Dist Malappuram

Quantity 5000X100X2.0m=1000000m3

K.M.

3 Name of the River Bharthapuzha River Sand

Village Kuttipuram

Dist Kuttipuram

Quantity 3000X500X2m=3000000m3

K.M. 319+000

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

conducted in the laboratory:

Sieve Analysis

Fineness Modulus

Deleterious material percent

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

Zone II. The fineness modulus varies from 2.59 to 2.71. The sand from all sources is

recommended for use in DBM, BC and cement concrete works. The deleterious material

percent is below 4 percent.

Water

Water samples were collected from four sources. One from river water, one from pond,

one from boring and one from well, as detailed below.

SOURCES OF WATER

1 River water

Name of ther river Bharatha Puzha River

K.M. 319+000

Village Kuttipuram



Project Report

4-41

2 Pond Water

Name of the pond Koyilandi Pond

Village Koyilandi

K.M. 218+800 R/S

Lead from 50 m. to NH-17

Size Length-200m.

Birth -200m.

Depth-5m.

3 Borings Water

Depth 300 Ft.

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

Dist Calicut

4 Well Water

K.M. 280+000 L/S

Quantity Depth-50 Ft.

Birth-8 Ft.

Lead NH-17 to 100 m.

The following tests were conducted in the laboratory:

Ph Value

Acidity

Alkalinity

Chlorides CL

Sulphate SO4

Organic and Inorganic

The laboratory results of the above tests are tabulated in Table 2.16. From the results of

the test data, it will be seen that water sample from well (Ch.280+000) left side is falling

beyond the specified limit in terms of acidity. Rest of the samples are recommended for

use in construction.

Cement

Ordinary Portland cement of grade 43 and 53, manufactured by various manufacturers

are locally available. Portland Pozzolona Cement (Fly ash based) is also available

locally. The material approved by DGSD can be procured directly from the local market.

Structural Steel

High strength deformed bars manufactured by various steel manufacturing companies

confirming to IS 1786 are available with few stockiest. Majority of the retailers are

selling re-rolled steel bars.

Bitumen

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

Traffic

Project Report

4-42

Fig 2.4



Project Report

4-43

Table 2.16

Traffic

Project Report

4-44

2.11 RIGHT OF WAY (ROW)

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

which is 11.00 m to 20.00 m in general and >30m to even 40m at some location in short

stretches. Mahe town in Pondicherry records the narrowest RoW of 8 to 10m and 30m

and above at near Edakkad (km 171.00) Vadakara (km 189.00 to 199.00). For the existing

road widening to 4-lanes land as per actual requirement at site is proposed to be acquired.

The project corridor passes through a heavily built up ribbon development the widening

of the road will cause acquisition of large nos. structures and demolitions considering the

scenario of State of Kerala the RoW for proposed project road has been proposed as 45m.

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

Highway Petrol Police Centre, Toll Plazas PIU offices / residences etc.

2.11.1 Land Acquisition

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

Thalassery & Mahe, Koilandy towns have already been proposed by Kerala PWD and

alignment approved by MOSRT&H, land acquisition for these 2 bypasses is at different

stages of progress. The position regarding requirement of additional land along the

Project road to make-up 45m ROW is given below:

i) Existing Alignment

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

ii) Kannur Bypass

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

structures all along ROW=45m has been proposed to affect minimum demolition of

structures as per policy of NHAI in Kerala State.

Land Acquisition is proposed for 45m-land width.

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

Total land requirement for the bypass is 76.95 hectares.

iii) Thalassery & Mahe Bypass

Position of land acquisition along this bypass ie km 171.00 to km 187.00 for acquiring

45m land width is as follows:

From km 0.000 to km 9.742 land has been acquired and the land in balance of stretch is

under acquisition. The MOSRT&H approved alignment has been followed in the project

study.

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

37.04 Hector.

iv) Koilandy Bypass

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

as follows:

The stretch of this bypass is as good as the existing road, the stretch is full of built up

structures. MOSRT&H has approved alignment for RoW=30m, but the Consultants

propose RoW of 45m along the alignment approved by MOSRT&H except with

modification of the alignment at km 214.000 due to a Mosque and due to the approach of

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

Land Required 45m ROW- 49.50 Hector.

2.12 ROAD GEOMETRY

2.12.1 General

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

road geometry for this project is based on the following general principles.

• A uniform application of design standards for any area is essential from the viewpoint

of road safety and the smooth flow of traffic. The selection of optimum design



Project Report

4-45

standards reduces the possibility of early obsolescence of the facility, which can be

brought about by any inadequacy in the original standards.

• Faulty geometric standards, after construction, are frequently difficult to rectify at a

later date and they are always costly and create big inconvenience to the road user

while rectification. Both horizontal and vertical geometry should be accorded due

importance at the initial design stage itself and selected standards should not be

compromised without the most careful deliberation.

• The design should thus be consistent within any area and the standards proposed for

the different elements should be compatible with one another. It is sometimes

necessary to reduce the selected design speed for economic reasons but any abrupt

changes in the design speed must be avoided.

• The selected design should minimize the total transportation cost, including initial

construction costs, costs for the maintenance of the facility and the costs borne by the

road users.

• Safety should form an integral part of the design elements.

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

standards will be followed only where serious restrictions are imposed by technical or

economic considerations.

2.12.2 Design Speed

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

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

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

80km/hr for rolling terrain, 50 km/hr for hilly terrain & these speeds are generally used to

determine the various geometric design features.

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

design speed, the design speed will be reduced in consultation with the client. The

minimum design speed for National Highways in plain terrain is 80 km/hr and in rolling

terrain 65 km/hr as stipulated in IRC:73-1980. Hill stretches are almost avoided and

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

introduced gradually by means of successive sections of increasing/decreasing design

speed so that road users become progressively conditioned to the changes. At unavoidable

locations substandard curves have been provided with reduced speed to save sensitive

buildings / areas. Speed limit signboards will be installed at these locations. The need for

warning signs has also been considered wherever reductions in design speed are

unavoidable.

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

Table 2.17: Terrain Classification

Sl.

No. Type of Terrain Chainage (km 230.00 to km 318.000)

Design Speed

kmph

1 Plain km 230.00 to km 263.00 100

2 Rolling km 280.00 to km 318.00 80

3 Hilly km 263.00 to km 280.00 50

2.12.3 Horizontal Alignment

Traffic

Project Report

4-46

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

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

carriageway is being designed along right median edge (RME)

The horizontal curves for this project are designed in accordance with the requirements

stipulated in IRC:38:1988 (Design Table for Horizontal curves for Highways) and each

curve consists of a circular arc with spiral transitions between the arc and the straights.

The spiral transitions ensure that vehicles progress smoothly from the straight to the

circular curve or between curves of different band or radius. The transition curves also

facilitate the gradual application of super-elevation and any widening of the carriageway,

which may be required for the horizontal curves.

2.12.4 Vertical Alignment

Parabolic vertical curves have been provided at all changes in grade except where the

change is 0.5 % or less. The minimum length of vertical curve for different ruling design

speeds adopted in the project road are presented in given Table 2.18 below:

Table 2.18: Minimum length of vertical Curves

Design speed

(km/hr.)

Vertical curves provided for

grade change (%) excluding Minimum length (m)

100 0.5 60

80 0.6 50

65 0.8 40

50 1.0 30

40 1.2 20

The following parameters are adopted for gradients:

• ruling gradient - 3.0% (1 in 33)

• limiting gradient - 5.0% (1 in 20)

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

volume of slow moving traffic, a flatter gradient of 2% will be adopted. The limiting

gradient has been adopted only where the adoption of gentler gradients would result in

excessive cost.

2.12.5 Typical Cross Sections

The consultants have proposed 4 types of representative typical cross sections with

variations appropriate to fit at different locations on project road. The different typical

cross sections are presented in Table 2.19 and depicted in Fig 2.5 to 2.8.

Table 2.19: Typical Cross Sections Proposed on the Project Road



Project Report

4-47

Typical

X-section

Designation

R

O

W

(

m

)

Configur

ation Location

TCS

-1

4

5

4-lane – with

Service Roads

Entire project road except

change over to bridges and

stretches of bypasses having

habitation requiring service

roads (Fig 2.5)

TCS

-2

2

4

4-lane – without

Service Roads

Unavoidable Situation

km 196.78 to km 196.90

(Fig 2.6)

TCS

-3

4

5

4-lane - With out

Service Roads

Change over to bridges and

some stretches of bypasses

having no habitation not

requiring service roads (Fig

2.7)

TCS

-4

4

5

Under pass / Fly

over approach

with service

roads.

Existing road and all

bypasses (Fig 2.8)

2.12.6 Pavement Design

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

carriageway and widening it to standard four lanes for augmenting capacity and

significantly extending the service life of the project road. It will be built as a partially

access controlled divided 4-lane carriageway with 1.5m paved and 1.0m earthen shoulder

along with raised median with drainage arrangements.

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

been studied and finally flexible type of pavement is adopted. The pavement has been

designed for 70 msa.

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

Design

The new pavement has been designed as per IRC:37:2001 based on traffic load in terms

of msa, and CBR value of subgrade. The strengthening of the existing pavement is

governed by BBD studies as per IRC:81.

Pavement Works

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

Strengthening of the existing two-lane carriageway.

Traffic

Project Report

4-48

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

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

standard two-lane carriageway

Construction of new four-lane carriageways for proposed Bypasses and

realignment.

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

described hereunder.

Factors Affecting Pavement Design

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

for strengthening the existing carriageway are:

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

• Condition of the existing pavement

• Strength and other engineering characteristics of the subgrade soil

• Climate

Fig 2.4 cross section (Auto cadd)



Project Report

4-49


Traffic

Project Report

4-50




Project Report

4-51


Traffic

Project Report

4-52

Traffic

The detailed traffic surveys for the project road were conducted by the consultants

in May-June 2006.

Design Life

As per the notification issued by the NHAI vide their letter No. NHAI/PH-

II/NHDP/ADB/GM(NS)-I dated April 19, 2004, the flexible pavement for the

project road has been designed for Fifteen (15) years design life.

2.12.6 Pavement Design

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

carriageway and widening it to standard four lanes for augmenting capacity and

significantly extending the service life of the project road. It will be built as a partially

access controlled divided 4-lane carriageway with 1.5m paved and 1.0m earthen shoulder

along with raised median with drainage arrangements.

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

been studied and finally flexible type of pavement is adopted. The pavement has been

designed for 70 msa.

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

Design

The new pavement has been designed as per IRC:37:2001 based on traffic load in terms

of msa, and CBR value of subgrade. The strengthening of the existing pavement is

governed by BBD studies as per IRC:81.

Pavement Works

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

Strengthening of the existing two-lane carriageway.

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

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

standard two-lane carriageway

Construction of new four-lane carriageways for proposed Bypasses and

realignment.

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

described hereunder.

Factors Affecting Pavement Design

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

for strengthening the existing carriageway are:

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

• Condition of the existing pavement



Project Report

4-53

• Strength and other engineering characteristics of the subgrade soil

• Climate

Traffic

The detailed traffic surveys for the project road were conducted by the consultants

in May-June 2006.

Design Life

As per the notification issued by the NHAI vide their letter No. NHAI/PH-

II/NHDP/ADB/GM(NS)-I dated April 19, 2004, the flexible pavement for the

project road has been designed for Fifteen (15) years design life.

Design Traffic

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

various types of commercial vehicles, Cumulative standard Axles (CSA) during

the period of design life have been computed. Though total cumulative Standard

Axle loads during 15 years design life works out to 40 to 60 msa however as per

NHAI instructions 70msa has been adopted for design service roads have been

designed for 5 msa.

Condition of the Existing Pavement

Detailed pavement investigations including condition surveys by (a) visual

inspection, (b) examination of pavement composition by excavating test pits at

regular intervals and testing the properties of the existing subgrade soil (c)

instrumental measurements of the condition indicators like pavement roughness

and its structural strength as indicated by Benkelman Beam Deflection (BBD) are

carried out to determine the extent and nature of pavement distress of the existing

carriageway.

Visual Inspection

A detailed inspection of the project road was carried out to record and inventorize various

features including the pavement distress, condition of shoulders, drainage, embankment

heights, etc.

Pavement Composition

The pavement composition details of the existing pavement were obtained from

the examination of test pits excavated at regular interval along the project road.

The details are given in the report on Material Investigations. A summary of

overlay composition proposed on the project road in different reaches is given in

Table 2.20.

Table 2.20: Overlay Composition

Sl.

No.

Chainage (Km) Design

Traffic

Overlay Proposed PCC – BM

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

1 148.000 164.000 70 40 75 50 Avg.

Traffic

Project Report

4-54

Sl.

No.

Chainage (Km) Design

Traffic

Overlay Proposed PCC – BM

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

2 164.000 173.000 70 40 125 50 Avg.

3 173.000 179.000 70 40 125 50 Avg.

4 179.000 182.000 70 40 75 50 Avg.

5 182.000 206.000 70 40 125 50 Avg.

6 206.000 215.000 70 40 75 50 Avg.

7 215.000 257.000 70 40 125 50 Avg.

8 257.000 319.000 70 40 75 50 Avg.

Design of Flexible Overlay

Design Methods

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

Benkelman Beam Deflection (BBD) technique was used to design bituminous

overlay.

Design Input

Design Traffic

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

Overlay Composition

Profile Correction Course (PCC)

Average 50mm thick BM course has been proposed for camber profile corrections

(PCC).

Pre Overlay Treatment

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

leveling, sealing of cracks, etc. will have to be carried out for the existing

pavement.

Construction of New Flexible Pavement

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

proposed bypasses and for construction of new approaches for bridges.

Design Method

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

Design Input

Design Traffic



Project Report

4-55

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

Sub-grade CBR

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

and CBR of 8% for bypasses.

Pavement Composition

Existing Road

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

new construction for stretches on existing road is given Table 2.21.

Bypass

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

12.20%. Design CBR has been adopted as 8%.

Table 2.21: Minimum CBR Values for Bypasses

Sl. No. Name of Bypasses CBR (%)

1 Kannur 9.20

2 Thalassery & Mahe 12.20

3 Koilandy 10.60

For design purposes 8% CBR and 70msa has been adopted. Pavement

composition as per IRC: 37-2001 works out to -

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

New Flexible pavement details are given in Table 2.22.

Table 2.22: Pavement Composition for New Flexible Pavement

Section

(km)

BC

(mm)

DBM

(mm)

WMM

(mm)

GSB

(mm)

Total

Thickness

148 – 164 40 125 250 200 615

164 – 173 40 125 250 200 615

173 – 179 40 125 250 200 615

179 - 182 40 125 250 200 615

182 - 206 40 125 250 200 615

206 - 215 40 125 250 200 615

215 - 230 40 125 250 200 615

By passes 40 130 250 200 620

Flexible Pavement for Service Roads

Traffic

Project Report

4-56

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

passes through urban areas, change over etc. Crust details of flexible pavement

proposed to be constructed for the service roads are given in Table 2.23. Design

traffic adopted for service roads is 5 msa.

Table 2.23: Flexible Pavement for Service Roads

Pavement Layer Thickness (mm) (5 msa)

(Semi Dense Bituminous Concrete (SDBC) 25

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

Wet Mix Macadam (WMM) 250

Granular Sub-base (GSB) 200

Total Thickness 525

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

than 50mm DBM hence 50mm DBM has been proposed in the project

Shoulders

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

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

2.13 CULVERTS

2.13.1 Culverts Proposed for Cross Drainages

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

general good and there is no flooding or overtopping on the road surface during

heavy rains. There are total no. 368 existing culverts on the complete project road.

The breakup of culverts to be extended and new proposed culverts is given below.

1. Total Culverts on existing road - 177 nos.

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

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

nos.

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

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

2.14 BRIDGE AND STRUCTURES

2.14.1 Inventory and Condition Survey of Existing Bridges

The Inventory of all structures having lengths > 6.0m were carried out. Summary is

given in the following Table 2.24.

Table 2.24: Inventory and Condition Survey of Existing Bridges

NH No. Section

No. of

Major

Bridges

(≥60 m)

No. of

Minor

Bridges

(<60m)

No. of

ROB’s Total

17 Km. 230.00 to km.

318.00 4 10 2 16



Project Report

4-57

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

indicates the bridges that are affected on account of the reach being bypasses and those

which are retained. In all 6 (including 1 ROB) out of the existing 16 (including 2 ROBs)

bridges fall in the reaches affected by bypasses. Table 2.26 gives the details of the

5 existing retained bridges and additional bridge for widening the road to 4 lanes. An

ROB, which is retained will require an additional parallel ROB. Table 2.27 gives details

of bridges proposed on 3 bypasses. Total number of bridges in including ROBs on the

project road section thus come to 17 including, 11 new 4 lane bridges, 5-2 lane bridges

parallel to existing ones and 1-2 lane ROB parallel to existing one.

Table 2.27: Details of Existing Bridges

Sl. No. Location

(in km) Name of Bridge

Total length

(F/F of Dirt

Wall) (m)

Type of

Superstructure Remark

Major Bridges

1 233+210 Korapuzha Bridge 216.90 RCC Bow String

with slab

Bypassed

2 248+000 Kallai Palam 91.50 RCC box girder Bypassed

3 255+750 FerokeBridge 246.80 RCC box girder Bypassed

4 282+000 Panampuzha Bridge 113.00 RCC T beam & slab Retained

Minor Bridge

5 262+300 Thottungal Palam 26.00 RCC solid slab Retained

6 276+200 Thalappara Bridge 29.50 RCC box girder Retained

7 278+900 Irumban Chola Bridge 16.00 RCC T beam & slab Retained

8 281+025 Kuttur Palam 24.80 RCC T beam & slab Retained

9 281+450 Vengara Palam 15.60 RCC T beam & slab Retained

10 290+200 Eddarikode Bridge - I 10.40 RCC T beam & slab Bypassed

11 290+400 Eddarikode Bridge - II 8.00 RCC T beam & slab Bypassed

12 307+550 Kovampuram Bridge 10.40 RCC T beam & slab Bypassed

13 311+060 Valancherry Bridge - I 10.40 RCC T beam & slab Retained

14 311+100 Valancherry Bridge - II 10.00 RCC T beam & slab Retained

ROB’s

15 238+450 Puthianirath ROB 300.10

Viaduct: RCC box

girder

ROB:PSC box girder

New

Construction

16 317+425 Kuttipuram ROB 268.80

Viaduct: RCC girder

with slab

ROB: PSC girder with

slab

New

Construction

Traffic

Project Report

4-58

Table 2.26. Details of Existing Bridges.



Project Report

4-59

Table 2.27 Details of proposed bridges on bypasses.

Traffic

Project Report

4-60

2.14.2 Grade Separators and Underpasses

The Project Corridor is completely built-up ribbon development on both sides of the road.

A no. of roads viz- NHs NH-13), State Highways, MDR, ODR and local road intersect the

project road. Upgradation of the project road to National Highway Standards requires to

make the road at least partially access controlled. Grade separators/underpasses are

provided at all main susceptible road intersections to make the project road as partially

access controlled for smooth movement of through traffic. Two types of underpass are

provided on the project road (i) Vehicular underpass and (ii) Pedestrian underpasses, the

pedestrian underpasses are provided as pedestrian cum light vehicle underpasses having

size 6m x 3.5m (over head clearance). Grade separators (Flyovers) have been provided on

junctions with National Highway and other important roads.

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

segregated by providing service roads on both sides in complete length. For facilitating

cross movement of traffic 9 nos. underpasses, 4 nos. flyovers and 7 nos. pedestrian cum

light vehicle underpasses and one overpass have been provided alongwith on suitable

traffic circulation measures.

(i) Vehicular Underpasses

10 Vehicular underpasses of 12 m wide x 5 m vertical clearance size having footpath on

either sides for pedestrians and ramp for physically handicaps have been provided

Table 2.28 shows locations of these underpasses.

Table 2.28: Locations of Vehicle Underpasses

Sl. No. Location Chainage (km) Size

Width (m) Vertical Clearance (m)

1 231.110 12.0 x 5.0

2 232.740 12.0 x 5.0

3 237.230 12.0 x 5.0

4 244.950 12.0 x 5.0

5 249.900 12.0 x 5.0

6 256.710 12.0 x 5.0

7 276.770 12.0 x 5.0

8 287.285 12.0 x 5.0

9 290.900 12.0 x 5.0

10 306.010 12.0 x 5.0

(ii) Pedestrian cum Light Vehicle Underpasses

These underpasses will be of 6m (wide) x 3.5 m vertical clearance size having footpath

and ramps. It is necessary to provide thus facility for avoiding long distance cross

movements of light vehicles. In Kerala specially on the project road the scenario is totally

different than other sites as the project corridor is completely built-up Table 2.29 gives

the locations of Pedestrian cum light vehicle underpasses.



Project Report

4-61

Table 2.29 : Locations of Pedestrian cum Light Vehicle Underpass

Sl. No. Location Chainage (km) Size

Width (m) Vertical Clearance (m)

1 263.190 6.0 x 3.50

2 265.500 6.0 x 3.50

3 268.500 6.0 x 3.50

4 272.770 6.0 x 3.50

5 279.630 6.0 x 3.50

6 297.200 6.0 x 3.50

7 300.875 6.0 x 3.50

(iii) Grade Separators (Flyovers)

Six grade separators have been proposed, 2 nos. for NH-212 & NH-213, 4 nos. for major

road crossing. Turning movement survey justifies provision of flyovers at these locations.

Table 2.30 gives the locations of grade separators.

Table 2.30: Grade separator (Flyovers)

Sl.

No.

Chainage

(km)

Size

Remarks Width (m) Vertical

Clearance (m)

1 246.795 46 x 5.50 National Highway -212

2 252.940 46 x 5.50

Main City Road Leading to Medical

Collage and onward join National

Highway -212

3 259.485 46 x 5.50 National Highway -213

4 312.760 46 x 5.50 State Highway and MDR

(iv) ROB

One 2 lane ROBs already existing at km. 317.425 existing chainage (design chainage km

312.195). another 2 lane ROBs parallel to existing one will be provided to cater for 4-

lane traffic. Details are given in Table 2.31.

Table 2.31: ROB

Sl.

No.

Location Chainage

(km)

Size Configuration Remarks

Vertical Clearance (m)

1 Existing 317.425

Designed 312.195 5.5 Additional

2 Lane Existing

2.15 TRAFFIC SAFETY MEASURES

2.15.1 Road Safety Audit

General

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

on, termination on or involving a vehicle partially on the highway). These accidents

therefore include collisions between vehicles and animals, vehicles and pedestrians, or

vehicles and fixed obstacles. Single vehicle accidents, in which one vehicle alone (and no

Traffic

Project Report

4-62

19

17

16

9 3

8

12

14

0 5 10 15 20 25 30 35

Road Traffic Accidents

War

Self inflicted injuries

Violence

1990

2020

other road user) was involved, are included. All fatality and injury; includes pedestrians,

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

It has been estimated that at least 500,000 people die in road accidents in developing

countries each year. This represents 70% of those killed on the roads throughout the

world. According to statistical analysis, about 1 person dies in every 2400 of the country

will suffer injury or death in road accident each year. In India 1% of the worlds vehicle

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

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

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

the top ten leading causes of disease burden in 1998 as measured in disability adjusted life

years (DALYs) In less developed countries, road traffic accidents were the most

significant cause of injuries, ranking eleventh among the most important causes of lost

years of healthy life. According to a World Health Organization/World Band report “The

Global Burdens of Disease” deaths from non-communicable diseases are expected to

climb from 28.1 million a year in 1990 to 49.7 million by 2020 – an increase in absolute

numbers of 77%. Traffic accidents are the main cause of this rise. Road traffic injuries are

expected to take third place in the rank order of disease burden by the year 2020. (Source:

International Injury & Fatality Statistics)

1990 2020

Road Traffic Accidents 9 3

War 16 8

Self inflicted injuries 17 12

Violence 19 14

Projected change is in the ranking of the 15 leading cause of death and disease (DALYs)

world wide, 1990 – 2020 (Source WHO) “The Global Burden of Disease”.

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

world are difficult owing to several factors.

• Differing levels of the quality of accident data recorded.

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

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

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

The National Highways, which represent les than 2% of the total road system account for



Project Report

4-63

about one fourth of the total road fatalities occurring in India. Here the most serious road

accidents tend to involve either an overtaking man oeuvre or a loss of control at a bend or

Bridge, or a combination of both these factors. Poor driver behavior is certainly a strong

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

pedestrians is much needed. Further, it is unfortunate that it is the most productive age

group (15-30 years) that is most involved in road traffic accidents.

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

safety by adopting proven techniques for safety management. For example, they can help

to prevent road accidents by introducing a Standard Road Safety Audit Procedure for all

new or rehabilitation road schemes.

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

industrialized countries have made the improvement of road safety a statutory duty.

Under such legislation, each level of local authority, which acts as a road authority is

required to undertake road safety activities on its road network. This often includes the

collection of accident data, accident analysis, the definition of Black spots and the design

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

added to the list of responsibilities.

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

performance in the provision of new road schemes, the improvement and the

rehabilitation of existing roads and in the maintenance of existing roads. They should be

an integral part of highway planning, design, construction and maintenance.

The road safety audit process requires an objective approach to the assessment of accident

risk. A team, which is independent of the design team should undertake the safety audit.

The principal method of ensuring this objectivity is through the independent assessment

of schemes by persons unconnected with the original design. Accordingly the team should

have specialist expertise in the fields of road safety engineering, accident investigation

and prevention. Road safety audit has investigation and prevention. Road safety audit has

been undertaken in the UK since 1990 and the practice has been adopted elsewhere in the

world, notably New Zealand, Australia and Denmark. There exists, therefore, a wealth of

experience in its operation and in the benefits that it can bring. Whilst the potential

benefits from safety audits are difficult to quantify, both due to the uncertainty of

estimating the number of accidents that would have occurred had there been no audit, and

the lack of control data to make comparison with un audited schemes, evidence from

overseas countries is accumulating which suggests that the benefits can be high.

Nevertheless, safety audit should form part of a broader road safety strategy, with

priorities set within an overall programme of highway schemes.

To be fully effective, the process requires commitment amongst politicians, both in

central and state government, top management and line managers in any road

commissioning, design or construction organization together with awareness of the role

and benefits of safety audit.

Whatever the defined legal responsibilities, in India and elsewhere road authorities are

implicitly responsible for the safe operation of the roads they design or rehabilitate and

for improving safety on existing roads. They should thus apply safety principles in the

provision, improvement and maintenance of roads as a means of accident prevention

through road safety audits.

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

and related matters are usually low on the list of priorities. This is despite road safety

improvements being cost effective with very high savings (in reduced accidents) being

achieved, which are many times the cost of countermeasures implemented. Hence the

improvement of known hazards should form part of every road authority’s annual

programme.

Traffic

Project Report

4-64

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

junctions, or to provide safe waiting areas for turning vehicles, can often result in

substantial reductions in accidents. Yet, because of a lack of funds and poor maintenance

capability, known hazardous locations are often left untreated and remain the cause of

accidents.

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

lines may be inadequate, pedestrians may not be catered for, and accidents may occur

because of a driver’s inability to cope with the particular combination of circumstances

and environment. By identifying and eliminating the features, which make sites

hazardous, engineers can improve road safety. This often means reducing the complexity

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

decisions drivers must make at any one time simplifies the driving task and helps drivers

to progress in safety and comfort with a minimum of conflict with other road users.

Despite increasing car ownership, public transport is and will continue to be a key

component of people’s mobility in fulfilling their needs for work, social and recreational

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

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

and the overall safety and efficiency of the road network increased. However, when

accidents with buses do occur they often incur many causalities, and the common

perception is probably that there have been too many bus accidents in recent years, as

they tend to make media headlines.

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

congested conditions, public transport accessibility could be greatly improved through the

use of segregated bus lanes, which would improve safety by reducing the need for

speeding and reduce the frequent lane changing seen. Bus stops are also the source of

many accident problems and the careful design of waiting areas for both passengers and

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

Currently there is insufficient consideration given to the needs of the more ‘Vulnerable

Road Users’ (VRUs) by drivers, planners or designers of the road network. These VRUs

include pedestrians, cyclists, motorcyclists and moped riders, auto-rickshaws, those riding

or driving animals or with animal driven carts. Driver behaviour towards those in smaller

vehicles or on foot can generally be described as aggressive. Although some segregated

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

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

for pedestrians to cross several streams of traffic. VRUs make up a substantial proportion

of road accidents in urban areas and probably a high proportion in rural areas where under

reporting of accidents is considered to be most prevalent.

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

upon pedestrian accidents in particular. Sensitive planning of residential areas and

highway networks can ensure that through traffic is rerouted to more suitable roads and

that the right sort of environment is created for the road users likely to use each type of

road. Geometric design normally seeks to ensure uniformity of alignment and maximum

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

Compromises are inevitable to achieve an acceptable solution and not all objectives can

be fully met. Often, however, it is possible markedly to improve road safety

characteristics at little or not extra cost, provided the road safety implications of design

features are considered at the design stage. Safety should be assessed by consideration of

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

road safety audits have been done in this study by ICT team comprising road safety

specialist, road design engineer and traffic engineer with safety audit experience.

2.15.2 Procedure of Safety Audits

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



Project Report

4-65

project, or any project, which interacts with road users, in which an independent, qualified

examiner looks at the projects accident potential and safety performance. The basis for

road safety audits is the systematic application of safety principles. Specific aims are:

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

severity of accident that do occur;

• To minimize the risk of accidents occurring on adjacent roads as a result of a scheme,

i.e. to avoid creating accidents elsewhere on the network:

• To recognize the importance of safety in highway design to meet the needs and

perceptions of all types of road user: and to achieve a balance between needs where

they may be in conflict;

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

be expensive or even impossible to correct at a later stage; and

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

design, construction and maintenance of roads.

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

road to identify locations of potential safety hazard and to suggest appropriate measures

to enhance safety along the road.

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

• Feasibility Stage

• Preliminary Design Stage

• Detailed Design Stage

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

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

• Typical cross section drawings.

• A set of detail cross-section drawings.

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

junctions.

• Traffic flow and composition (including non motorized vehicles)

• The design report

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

• Masting Flooring has been proposed along the incoming of side of traffic on the main

highway in a length of safe stopping sight distance. Mastic flooring treatment has

been proposed for preventions of undue eroding of pavement wearing surface due to

frequent braking of the vehicles at the junction point.

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

urban stretches. At junctions special lighting arrangements such as in high mast light

at grade separator junction has been proposed to provide proper visibility to the traffic

during night hours.

2.16 UTILITY SHIFTING

2.16.1 Ducts Proposed for Utilities

Traffic

Project Report

4-66

The project road passes through continuous built-up urban area, provision for utilities has

made along and across the highway.

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

• Transverse ducts for crossing the utilities has been proposed with 1000 dia NP-4

pipes at an interval of 5 km c/c maximum or less as required.

Pipe culverts for utilities (Water supply)

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

Ducts for Electric & Telephone Cable

A set of 3 nos. 200mm dia pipes has been has been proposed at an interval of 1.0 km in

urban areas or as per requirements for crossing electrical and telephone cable.

2.16.2 Utility Relocation

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

telephone installations are being affected which need to be shifted.

Package Chainage (km) Left side Right side Total

Electric poles Affected

II km 230.000 to km 318.000 1261 1378 2639

Transformers Affected

II km 230.000 to km 318.000 40 26 66

High-tension Towers Affected

II Km 230.000 to km 318.000 2 1 3

Telephone Poles Affected

II Km 230.000 to km 318.000 480 601 1081

Water Taps Affected

II Km 230.00 to km 318.00 15 12 27

• • •

3. SOCIAL ECONOMIC PROFILE OF THE PROJECT

INFLUENCE AREA

3.1 GENERAL

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

proposed road up-gradation project is being implemented and carry out the qualitative

analysis of the socio-economic impacts of the project in this context.

In order to estimate the demand for the upgraded facility and to carry out the economic

analysis of the project a good amount of economic data is needed. This data will

especially be useful in establishing traffic growth rates for forecasting future traffic. Data

on past trends of growth of Net State Domestic Product (NSDP), population, motor



Project Report

4-67

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

useful. The relevant data is compiled in this chapter.

3.2 PROJECT DESCRIPTION

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

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

falls under three districts of Kerala: Kannur, Kozhikode and Malappuram and a length of

1.505 km falls under Mahe of Pondicherry state.

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

Panvel (near Mumbai) and terminates at Edappally in Cochin. The highway passes

through Goa, Mangalore, Kasaragod, Kannur, Kozhikode, Kuttipuram and finally

terminates at Edapally and joins NH-47.

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

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

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

about 420 km falls in the State of Kerala. The road passes through Kasaragod (km 50),

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

and joins NH-47 at Edapally at km 438.827.

3.3. PROJECT INFLUENCE AREA

i) Internal with in the state

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

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

Mallapuram.

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

along the entire length NH-17 serves as the major pivotal road which carries the

generated traffic to other parts of the Kerala State and rest of the country.

b) Traffic from other Highways

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

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

Cochin Port

ii) External from other states

NHAI has already developed the Golden Quadrilateral corridor of NHDP

connecting the four Metropolitan towns of Delhi, Kolkata, Mumbai and Chennai,

North - South and East - West corridors. Salem – Kochi – Cherthalai -

Thiruvanthapuram sections are under development as a spur to North South

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

connect the Kerala State to Karnataka Goa, Maharashtra. NH-17 also connects

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

3.4 LAND USE AND TERRAIN

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

Religious structures

Residential, commercial, institutional, Hospitals, markets etc.

Agricultural having coconut plantation, paddy field in some reaches

The project road corridor runs through plain and rolling terrain in general except few

small stretches of hilly terrain as detailed below

3.5 DEMOGRAPHIC CHARACTERISTICS

3.5.1 Population

Traffic

Project Report

4-68

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

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

Schedule castes and schedule tribes amounted to 10.96 per cent in the State. Table 3.1

presents the comparative demographic profile of the state including the three districts of

the project influence area.

Table 3.1: District wise Population

Sl.

No. Districts

Population 2001 Percentage

Decadal

Growth Rate

1991 – 2001

Sex Ratio

(Females

per 1,000

males)

2001

Population

Density

(per sq. km)

2001 Persons Males Females

Kasaragod 1203342 587763 615579 12.30 1047 604

Kannur 2412365 1154144 1258221 7.13 1090 813

Wayanand 786627 393397 393230 17.04 1000 369

Kozhikode 2878498 1398674 1479824 9.87 1058 1228

Malappuram 3629640 1759479 1870161 17.22 1063 1022

Palakkad 2617072 1265794 1351278 9.86 1068 584

Thrissur 2975440 1422047 1553393 8.70 1092 981

Eranakulam 3098378 1535881 1562497 9.09 1017 1050

Iddukki 1128605 566405 562200 6.96 999 252

Kottayam 1952901 964433 988468 6.76 1025 722

Alappuzha 2105349 1012572 1092777 5.21 1079 1496

Pathanamthitta 1231577 588035 643542 3.72 1094 574

Kollam 2584118 1248616 1335502 7.33 1070 1038

Thiru-

vananthapuram 3234707 1571424 1663283 9.78 1058 1476

KERALA 31838619 15468664 16369955 9.42 1058 819

3.5.2 Population Growth and Urbanization

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

lakhs in 2001, and its share in the country’s population is about 3.1 per cent.

Urban population was about 7.7 million in 1991 and about 8.3 million in 2001 which

constitutes about 25.96 per cent of the total population. The decadal growth of Urban

population was 7.64 per cent during 1991 – 2001. Table 3.2 shows the population growth

trends and urban population in Kerala.

TABLE 3.2: POPULATION GROWTH TRENDS AND URBAN POPULATION OF

KERALA

Year Total

Population

Decadal

growth Rate

Urban

population

Urban Population as

percentage to total

population

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

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

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



Project Report

4-69

Year Total

Population

Decadal

growth Rate

Urban

population

Urban Population as

percentage to total

population

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

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

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

3.6 LAND USE

Data on land use pattern of Kerala is given in Table 3.3. Out of the total geographical

area of 38.8 lakh ha., net sown area is about 57 per cent. Forest occupies around

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

increased to 7.5 lakh hac. in 2002-03, which is about 1.9 percent.

Table 3.3: Land Use Pattern in Kerala

Sl.

No. Classification of Land

2000-01

ha / % age

2001-02

ha / % age

2002-03

ha / % age

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

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

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

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

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

6 Land under miscellaneous tree

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

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

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

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

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

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

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

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

Source : Directorate of Economics and Statistics

3.7 STATE’S ECONOMY

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

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

2003-04 the NSDP for primary sector registered a growth of 0.38 per cent, which is very

low whereas the secondary and tertiary sectors registered a growth of 12.42 per cent and

13.91 per cent respectively. Details of NSDP are given in Table 3.4.

Table: 3. 4 Sector wise NSDP of Kerala

(Rs. In Lakhs)

Year Primary Secondary Tertiary Total

Traffic

Project Report

4-70

At Constant (1993-04) Prices

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

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

% Change -2.25 6.09 10.57 7.29

At Current Prices

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

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

Percentage change 0.38 12.42 13.91 11.07

3.7.1 Sectoral Composition of State Income

The sectoral composition of the State Income has undergone considerable changes during

1993-94 to 2003-04. Over these more than 10 years, the share of primary sector has

declined from 32.23 per cent in 1993-94 to 17.09 per cent in 2003-04 and that of

secondary sector marginally declined from 20.32 per cent to 19.31 per cent. Share of

tertiary sector has however increased from 47.45 per cent to 63.60 per cent during the

same period. The share of Primary Sector has registered a negative annual growth of 2.25

per cent in 2003-04. Table 3.6 (a & b) and Fig. 3.4 shows the sectoral composition of

State Income and trend line of NSDP growth.

3.7.2 The Per Capita Income

The per capita State Income at constant (1993-94) prices increased by 6.32 per cent in

2003-04 over 2002-03 and at current prices it increased by 10.07 per cent. Details of per

capita income are given in Table 3.5.

Table 3.5: Per Capita Income

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

2002-03 11,389 21,853

2003-04 12,109 24,053

Percentage change 6.32 10.07

3.7.3 Growth Trends-State Income

The compound annual growth rate of State income at constant (1993-94) prices during

the decade from 1993-94 to 2003-04 was 5.24 per cent. During this period the Per capita

Income grew by an annual growth rate of 4.31 per cent. The sectoral growth rates during

this period for primary, secondary and tertiary sectors were –1.23, 4.71 and 8.36 per cent

respectively.



Project Report

4-71

Table 3.6 (a)

Traffic

Project Report

4-72

Table 3.6 (b)



Project Report

4-73

Fig 3.4

NSDP at Current Price (Year 1993 - 94)

32%

20%

48%

Primary Secondary Tertiary

NSDP at Current Price (Year 2003 - 04)

17%

23%60%


NSDP at Constant Price (Year 1993 - 94)

32%

20%

48%


NSDP at Constant Price (Year 2003 - 04)

17%

19%64%


Growth of NSDP

(Constant and Current Prices)

0

2000000

4000000

6000000

8000000

1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Year

Gro

ss S

tate

Do

mesti

c

Pro

du

ct

Constant Prices Current Prices

Traffic

Project Report

4-74

3.8 WORK PARTICIPATION RATIO

The Table 3.7 gives the distribution of working population by economic sectors in

Kerala. The total work force as per census 2001 in the State is 10.29 million, comprising

full time or “main workers” (8.2 million 32.3 per cent of the total population) and

marginal workers (2.05) million. The work participation rate (percent of total workers to

total population) is 32.3. The project influence area accounted for 2.6 million workers, 25

per cent of total workers in the state.

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

Non Workers for, Kerala

Are

a

Per

son

s M

ale

s

/Fem

ale

s

To

tal

Po

pu

lati

on

To

tal

Wo

rker

s

Ma

in W

ork

ers

Ma

rgin

al

Wo

rker

s

Non

-

Wo

rker

s

Per

cen

t-a

ge

Wo

rkin

g

Po

pu

lati

on

Kerala

Total

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

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

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

Rural

Persons 23,571,484 7675096 5996288 1678808 15896388 32.6

Males 11450785 5750087 4689974 1060113 5700698 50.2

Females 12120699 1925009 1306314 618695 10195690 15.9

Urban

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

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

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

Source: Economic Survey 2003-04

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

participation increased from 31.4 per cent in 1991 to 32.3 percent in 2001, an increase of

0.9 per cent. Table 3.8 gives the work participation rates for the country and the project

State.

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

Year

India Kerala

Persons Male Females Persons Male Females

1991 37.5 51.6 22.3 31.4 47.6 15.9

2001 39.3 51.9 25.7 32.3 50.4 15.3

Rural

1991 40 52.5 26.7 32.1 47.9 16.9

2001 42 52.4 31 32.6 50.2 15.9

Urban

1991 30.2 48.9 9.2 29.6 46.8 13

2001 32.2 50.9 11.6 31.6 50.8 13.5



Project Report

4-75

3.8.1 Economic Classification of Workers

The percentage distribution of total workers (2001 census) by broad economic

classification (4 categories) is presented in the Table 3.9.

Table 3.9: Percentage Distribution of Total Workers by

Broad Economic Classification

Classification of Workers Kerala

Cultivators 7.19

Agricultural labour 16.07

Household Industries 3.54

Others 73.19

Total 100

Total Workers 10291258

3.9 AGRICULTURE AND ALLIED ACTIVITIES

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

the predominance of cash crops as Kerala is a major producer of coconut, rubber, pepper,

cardamom, ginger, cocoa, cashew, areca nuts, coffee and tea. Table 3.10 gives the growth

of agriculture income in Kerala. It is clear from the Table that agricultural income

contributes to about 13.72 per cent of the total state income in the year 2002-03. The

Table also shows that the proportion of income from the agricultural sector is declining

from 1993-94 onward.

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

(at 1993-1994 prices)

Years Agricultural Income*

(Rs. In Crores)

Percentage Change

over previous year

Percentage contribution to

State income

1993-94 6,256 26.23

1994-95 6,897 10.25 26.62

1995-96 6,947 0.72 25.78

1996-97 7,115 2.42 25.39

1997-98 6,777 -4.75 23.67

1998-99 6,900 1.81 22.52

1999-02 7,017 1.70 21.45

2000-01 5,448 -22.36 16.23

2001-02 5,365 -1.52 15.38

2002-03 5,068 -5.54 13.72

* Includes Livestock sector

Source: Directorate of Economics and Statistics

3.9.1 Agricultural Production

Kerala is a major producer of coconut, rubber, pepper, cardamom, ginger, cocoa, cashew,

areca nuts, coffee and tea. Table 3.11 shows that Kerala contributes to about 91 per cent

in the production of Rubber, and in the production of Cardamom its contribution is about

72 per cent. Cardamom registered a negative growth of about 22.67 per cent in 2002-03

over the year 2001-02.

Traffic

Project Report

4-76

Table 3.11: Production of Principal Crops

Crops

(MT)

2001-02 2002-03

Growth

Rate India Kerala

Percentage

contribution

to India's

production

Kerala

Percentage

contribution

to India's

production

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

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

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

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

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

Fisheries

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

bodies. The area of the continental shelf of the state is around 40,000 sq. kms. There are

222 fishing villages in the marine and 113 fishing villages in the inland sector.

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

lakh inland). The total fish production is 6.68 lakh tones in 1999-2000, consisting of 5.94

marine and 0.74 inland. Fish production increased from 3.75 lakh tones in 1988-99 to

5.94 lakh tones in 1999-2000.

Minerals

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

are rich in heavy minerals like Monozite, Limenite, Rutile, Zircon and Silimanite, China

Clay or Kaolin, suitable for the manufacture of porecelain is found in many parts of the

State.

3.10 INDUSTRY

3.10.1 Medium and Large Scale Industries

Table 3.12 presents the growth of industries in Kerala. The employment in factories has

not increased in proportion to the increase in the number of factories. On an average

employment per factory works out to be 23.5 persons per factory.

TABLE 3.12: REGISTERED WORKING FACTORIES AND EMPLOYMENT IN THE

STATE (1990-2002)

Year No. of Factories Employment

1990 12,448 3,55,550

1991 13,255 3,68,738

1992 14,608 3,75,736

1993 15,132 3,88,758

1994 15,305 3,90,260

1995 15,331 3,75,148

1996 16,434 4,05,067

1997 17,336 4,28,840

1998 17,719 4,43,841

1999 18,504 4,36,476

2000 18,544 4,38,750

2001 18,544 4,36,410

2002 18,602 4,37,340



Project Report

4-77

* Revised, (p) Provisional

Source: Directorate of Economics & Statistics, Thiruvananthapuram

3.10.2 Small Scale Industries

Small-scale industries play an important role in the industrial sector of Kerala. In 2002-03

Kerala has 2.70 lakhs small-scale sector units employing about 12.16 lakhs persons and

production worth Rs. 14083.72 crores at current prices. Table 3.13 gives the performance

of small-scale sector in Kerala.

Table 3.13 Performance of Small Scale Sector

Year

All India Kerala

Units

(in lakhs)

Production

(at current

prices)

Rs. Crores

Employment

(in lakhs)

Units

(in lakhs)

Production

(at current

prices)

Rs. Crores

Employment

(in lakhs)

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

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

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

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

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

*(Estimated)

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

Directorate of Industries and Commerce.

3.11 EMPLOYMENT

Table 3.14 gives the number of persons employed in the State

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

Year No. of Persons Employed

(in '000 ) in state of Kerala

1998 1,186

1999 1,210

2000 1,226

2001 1,242

2002 1,214

2003 1,220

Growth Rate 0.57

Source: Directorate of Employment

3.12 TRANSPORT NETWORK

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

1687 kms. of inland waterways and 111 Statute miles of airways and 17 ports. These

are the basic infrastructure facility for the development of the state economy.

3.12.1 National Highways

Traffic

Project Report

4-78

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

total National Highways in the country. There are eight National Highways in the state.

Details are given in Table. 3.15.

Table 3.15: National Highways in Kerala

NH

No. NH Portion in Kerala

Length

(kms)

Single

lane (km)

Double

lane (km)

Four

lane (km)

17 Thalapadi - Edappally

(Panavel - Edappally) 421 396 25 -

212 Kozhikode - Muthanga (Kozhikode

- Mysore) 117 117 - -

213 Palakkad - Kozhikode 125 125 - -

47 Walayar - Kaliyakkavila

(Salem - Kanyakumari) 417 - 381 36

47A Kundannoor - Willington Island 6 - 6

49 Bodimettu - Kundannoor

(Kochi-Madurai) 168 168 - -

208 Kollam – Aryankavu

(Kollam - Thirumangalam) 81 81 - -

220 Kollam - Kumily (Kollam - Teni) 189 189

Total Length 1524 1076 412 36

Road Network

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

the country. National Highways in the state constitute only 2.6 per cent of the total 58112

kms of national highways in the country.

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

in the previous year, registering an increase of 9.82 per cent. The roads maintained by

Panchayats increased by 3.73 per cent during 2002-03. The road density in Kerala is 3.56

kms per sq.kms, which is far above the all India average of 0.91 km and is a reflection of

the unique settlement pattern in the state. In relation to population, for every one lakh

population in Kerala, there are 434 kms of road against a corresponding value of 299 kms

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

Table 3.16.

Table 3.16 Agency-wise Distribution of Road Length

Name of Department Length (km) Percentage

Panchayat 95,516 69.12

PWD (Roads & Bridges) 21,467 15.53

Municipalities 7,697 5.57

Corporation 5,853 4.24

Forest 3,771 2.73

Irrigation 1,930 1.40

PWD (NH) 1,524 1.10

Others (Railway, KSEB) 438 0.31



Project Report

4-79

Name of Department Length (km) Percentage

Total 1,38,196 100

3.12.2 Bus Transport Services

Road Transport is the dominant mode of transport for moving goods and passenger

traffic. Road transport act as the feeder service to the rail traffic, air traffic and Port &

harbours. The vehicle density in the State is very high compared to many other States in

India. Road Transport Industry is dominated by private service providers. The road

freight services are wholly owned and operated by the private sector.

Kerala State Road Transport Corporation (KSRTC) is the largest single public sector

undertaking, which carries out transport operation in the State. The State owned KSRTC

has only 14.71 per cent of the total number of stage carriages in the State. The passenger

transport operation in Kerala is mainly carried out by private operators. There are 29,249

buses in the State as on 3/2003 including private buses. The number of schedules

operated as on 3/2003 has increased from 3576 to 3651 in 2002-03. The corporation

operated its bus services to a length of 4124.44 lakh kms as against 4148.15 lakh kms in

the previous year with a marginal decrease of 0.59 per cent. About 11306.79 lakh

passengers travelled in the KSRTC buses during 2002-03 as against 11087.16 lakh

passengers in the previous year. The average km run by a bus in a day was 365 km

during the period.

3.12.3 Railways

The railway network runs multi-gauge operations extending over 1148 kms in Kerala of

which 94.14 kms is meter gauge. The railway operations in the State are controlled by the

Thiruvananthapuram, Palghat and Madurai Divisions of Southern Railway. The entire

railway route length of the State is spread along 13 railway routes of which highest

number of railway stations (92) is in Thiruvananthapuram – Walayar route. The route

length has remained stagnant in the State for a number of years.

3.12.4 Air Transport

Passenger Traffic

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

Thiruvananthapuram and Kochi were declared as international airports. Kochi

international airport is a venture of state government. Air transport plays a major role in

the development of tourism, both domestic and international. During 2002-03, 31481

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

as against 28247 (15136 domestic and 13111 international) in 2001-02. There was an

increase in the number of 2317116 passengers (742724 domestic and 1574392

international) were carried during the reporting period from the three airports as against

2303817 (824652 domestic and 1479165 international) passengers in the previous year

showing a marginal increase of 0.58 per cent.

Cargo Traffic

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

Thiruvananthapuram and Calicut Airports. The company is the official export house for

promotion of export house for promotion of exports as recognized by Government of

India. The Company also acts as the virtual office of Agricultural and Processes Food

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

of India, for the Kerala State. The details of quantity/value of cargo exported and

imported during 2002-03.

Traffic

Project Report

4-80

3.12.5 Inland Water Transport

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

percentage of a total of 14544 kms in the country. The major stretch of canal in the State

is the West Coast Canal connecting Hosdurg in the north and Thiruvananthapuram

(Poorvar) in the south, having a length of 560 kms. Agencies engaged in the development

of inland waterways, which is quite important in the State are:

• Coastal shipping and Navigation Department

• State Water Transport Department

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

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

waterlogged areas of the state. The services are running at a loss. KSINC offer its

services in transportation of cargo and passengers through Inland Water of Kerala and is

making operational profits for the last 7 years.

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

agencies.

3.13 TOURISM

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

sanctuaries, Kovalam Sea Resort, Padmanabaswamy Temple in Thiruvananthapuram,

Subarimala temple of Lord Ayyappa in Pathanamthitta district. Thiruvananthapuram the

capital city is an abode of temples, mosques and churches etc. Backwater tourism is also

fast growing in the state. The state is famous for Kathakali center, Kalamandalam in

Thrissur district.

Kerala recorded 100 percent growth in international visitor’s arrivals in the last five

years. It received 2,33,000 international visitors during 2002. Domestic tourists in Kerala

increased to 626 million in 2002. The number of foreign tourist arrival to Kerala has

grown from 182,000 in 1997 to 2,33,000 in 2002. Table 3.17 gives the growth of tourism

in Kerala.

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

Year

Domestic Tourist (‘000) Foreign Tourists

(‘000) Share of Kerala

(%) in Indian

Tourist Market

Earning

(Rs. crore) No.

% variation

over the year India Kerala

1990 867 + 36.62 1330 66 4.97 26.99

1991 949 + 9.52 1236 69 5.61 28.28

1992 994 + 4.76 1435 91 6.32 59.75

1993 1027 + 3.33 1443 95 6.6 105.72

1994 1285 25.03 1562 105 6.69 106.11

1995 3916 204.87 2124 143 6.73 158.76

1996 4403 12.45 2289 177 7.73 196.38

1997 4953 12.5 2374 182 7.68 227.33

1998 4482 (-) 9.52 2359 190 8.05 302.08

1999 4888 9.06 2482 202 8.14 416.07

2000 5011 2.52 2649 210 7.93 525.30



Project Report

4-81

Year

Domestic Tourist (‘000) Foreign Tourists

(‘000) Share of Kerala

(%) in Indian

Tourist Market

Earning

(Rs. crore) No.

% variation

over the year India Kerala

2001 5240 4.57 2537 209 8.24 535.00

2002 5568 6.26 2362 233 9.86 705.67

Project Influence Area

(PIA)

Traffic

Project Report

4-82

3.14 ECONOMIC FEATURES OF THE PROJECT INFLUENCE AREA (PIA)

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

high potential for industries based on marine, coconut and rubber resources. Industries

based on the marine products have flourished in the coastal areas of all the districts.

Rubber, copra, coconut oil, vegetables, rice, pepper etc. are the important products.

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

reveals that the majority of the population is engaged for their livelihoods in the agrarian

and fisheries sectors. NRIs contributions also have a countable part in project districts

economy.

THE GULF EMIGRATES IN KERALA’S ECONOMY

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

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

had accelerated process of industrialization and social change necessitating the services of

a large no of foreign workers. As a result, workers from Kerala began to immigrate to the

Gulf countries The emigration, which started with a few thousand per year during the

mid- 1970s, assumed a larger proportion during the 1980s and the 1990s. The inflow of

large amounts of Gulf remittance and spending has resulted in unprecedented economic

changes since the mid-1970s in the poor and industrially under-developed economy of

Kerala.

The impact of Gulf migration is not uniform through out Kerala. The impact is substantial

in those areas or districts where the rate of migration is high. A group of researchers at the

Center for Development Studies, based in Thiruvananthapuram, has estimated that the

migration rate, that is, emigrants per 100 households is 21% for the whole of Kerala. This

indicates that from every five households in Kerala, at least one person has migrated to

the Gulf.

A major impact of emigration in the labour front is the reduction of unemployment.

Another change that occurred in the labour market due to the Gulf opportunities was the

introduction of vocational education and training for skills, most notably computer skills.

As a majority of the migrant households were poor, the migration has helped to reduce

poverty levels in Kerala. The flow of remittance has also led to the generation of more

savings in an underdeveloped economy like that of Kerala. On the negative side, the

inflow of remittances has pushed up prices of land in urban and rural areas. Thus the

inflow of a large amount of remittance and its spending has resulted in unprecedented

economic changes in the state.

However, the recent development in the Gulf has led to an unprecedented return of

emigrants to the state. The fall in oil prices, the recent reversionary tendencies in the Gulf

countries, the stringent restrictions imposed on migrant labour in 1996 by Saudi Arabia

and Baharin in 1997 and stiff competition from migrants from other counties have

resulted in the return of a large number of emigrants. It is estimated that the total number

of returnees from the gulf was 107,000 in 1996, and 79,000 in 1998. This has been

reflected in the economy of the state, which also began to experience severe recession.

According to various estimates, more than 300,000 emigrant workers returned to Kerala

from the West Asian countries between 1996 and 1998. This unprecedented return of

emigrants and a dip in the flow of remittance have created a severe economic recession in

the state.



Project Report

4-83

3.15 INTRODUCTION TO KANNUR, KOZHIKODE, MALAPPURAM DISTRICTS

AND MAHE REGION – THE PROJECT INFLUENCE AREA

3.15.1 Location and Area of the project affected Districts

The project road traversing through three districts Kannur, Kozhikode and Malappuram in

the state of Kerala and Mahe region of Pondicherry state. The physical and socio-

economic profile of the project-affected districts will be illustrated independently in the

following section.

Kannur

The Physical Features and District Profile

Kannur district, one of the 14 districts

in the state of Kerala, came into

existence as an administrative unit on

first January 1957, when the erstwhile

Malabar district and Kasaragod taluk

of Madras State were reconstituted into

three revenue districts, viz; Kannur,

Kozhikode and Palakkad. The town of

Kannur is the district headquarters, and

gives the district its name. The old

name 'Cannanore' is the anglicised

form of the Malayalum name Kannur.

Kannur district is bounded by

Kasaragod district to the north and

Kozhikode district to the south. In the east the district is bounded by the Western Ghats

range, which forms the border with Karnataka state, in its districts of Kodagu and

Chamarajanagar. The Arabian Sea lies to the west.

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

functioning in the district and festivals held in temples. The district is a major centre of

Theyyam, a ritual dance of northern Kerala, and small shrines known as Kayus associated

with the Theyyam dot the district.

3.15.2 Area and Location

Kannur district lies between latitudes 11040' to 12

048' North and longitudes 74

052' to

76007' East. The district is bound by the Western Ghats in the East (Coorg district of

Karnataka State), Kozhikode and Wayanad districts, in the South, Arabian Sea in the

West and in the north the northern most district of Kerala, Kasaragode.

3.15.3 Distance from Major Cities

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

Mumbai-1215km, Mysore (direct)-185km, Bangalore-324km.

Bangalore: by taxi its 6 hrs drive, by bus its 8 hrs journey,

Calicut: by taxi its 2.30 hrs drive, by bus its 3 hrs, by train its 2 hrs.

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

Nearest Airport: Calicut: 115km South

Mangalore: 170km North

Major Railway Station on Shornur -Mangalore line accessible to Goa and Mumbai

through Konkan railway.

3.15.4 Climate and Rainfall

Traffic

Project Report

4-84

The district has humid climate with an oppressive hot season from March to the end of

May. This is followed by the Southwest monsoon, which continues till the end of

September. October and November form the post-monsoon or retreating monsoon season.

The Northeast monsoon, which follows, extends up to the end of February, although the

rain generally ceases after December.

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

Celsius. Temperature is low in December and January - about 200 Celsius. On certain

days the night temperature may go down to 160 Celsius.

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

period of South West monsoon. The rainfall during July is very heavy and the district

receives 68 per cent of the annual rainfall during this season.

3.15.5 Communication Network

The West Coast road from Mahe to Talapady is the backbone of the road system in

Kannur district. This is part of the National Highway(NH). Thalassery – Kodagu road and

the Thalassery – Mysore road are the other important roads. The airports at Mangalore in

Karnataka and Kozhikode are about 125 killometers away from Kannur.

Thalassery, Kannur and Azhikkal are the minor ports in the district. Kannur is an ancient

port. The nearest all-weather sea port is Mangalore, presently in Karnataka State. The

inland water transport system connecting Perumba and Taliparamba was constructed in

1766 by the Ali Raja of Kannur. This 3.8 km long canal is known as the Sultan's Canal.

The west flowing rivers are used for navigation. The Kuppam river has 244 km of

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

Kozhikode.

3.15.6 Major Crops and their Production

Majority of the population of the district are dependent directly or indirectly on

agriculture for their livelihood. The main crops grown in the district are paddy, coconut,

pepper, cashew, tapioca, arecanut and plantation crops like rubber.

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

programme, substantial increase in paddy production has been achieved, even though the

percentage of area sown under paddy is decreasing year after year, due to conversion of

paddy fields to other purposes. The average yield of paddy is recorded as 2146 kg. per

hectare. Next to paddy, coconut is the most important crop in the district. Coconut is

extensively grown throughout the district. An important cash crop grown in the district is

cashewnut. The district plays a unique role in its cultivation and production. The vast

stretches of suitable waste lands with low fertility status extends scope for expansion of

cashew cultivation and its allied industries.

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

intercrop with coconut, arecanut and various fruit trees. In the hilly areas of the district,

the inter-cultivation is done with rubber and cashew. Rubber is the most important

industrial cash crop among the plantation crops.

About 55% of the rubber cultivation of Kannur district is in Taliparamba taluk, followed

by Thalassery and Kannur taluks. The yield of rubber per hectare varies from 2000 kg to

4000 kg.

3.15.7 Minerals and Industries

The district is endowed with rich deposits of clay of which various types are mined at

many places for potteries, tiles and ceramic industries. The most important areas where

clay has been found are Pattuvam, Korom, Perumba and Karivellore. Good quality kaolin

occurs below the laterite capping around Pilathara and Thaliparamba.

China clay is found in abundance in Thaliparamba and Kannur taluks of Kannur district.

These resources are not fully utilized in the district.



Project Report

4-85

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

demand. Extensive quarrying is done in Kambil, Kalyassery and Cheruthazham area.

Thin horizons of lignite are noted in the cliff sections at Kannur coast, Pazhayangadi and

Meenkunnu.

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

especially to the south of Valapattanam river mouth and near Azhikode. Other minerals

discovered recently are sillimanite near Chandirukunnu, graphite near Payyavur,

Manakadavu and Minor bands of iron ore near Cherukunnu Railway Station. Many

occurrences of bauxite deposits have been brought to light in the district at Madayi,

Korom, Payyavur and Pattuam near Thaliparamba. They may find use in the manufacture

of refractories and cement, as they are not of high grade.

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

found in the backwaters of Eranholi river, Dharmadampuzha, and Anjarakandi river

around Thalassery and Dharmadam as well as Valapattanam river in the east of Azhikkal

ferry.

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

major and five mini industrial estates in the district. Keltron Complex, Mangattuparamba

and Western India Plywood's, Valappattanam are the two major industries. The Western

India Plywoods is one of the biggest wood based industrial complexes in South East Asia.

The district has 12 medium-scale industries, most of which are either cotton textile or

plywood manufacturing.

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

lakh people depend on the textile industry for livelihood. The textile industry accounts for

40% of all Small Scale Industrial (SSI) units in the district. The beedi industry provides

employment to about 50,000 people. Famous beedi co-operative ‘Dinesh Beedi’ is in

Kannur district. The coir industry which uses traditional technology provides employment

to about 11,000 workers.

There are 6934 small scale industrial units in the district. The district has 202 sick units

which is about 9.3% of the sick units of the state. Only 4828 units are working now. 162

industrial societies and four power loom societies are also functioning here. Kannur,

Thalassery, Payyannur, Taliparamba and Edakkad have been identified as growth centers,

having potential for industrial development.

3.15.8 Fishery

Fishery plays an important role in this district. There are 31 fish landing centers in the

district, of which Tellicherry, Kannur, Mattool, Madai, Cheruvathur, Kanhangad,

Kasaragod and Manjeshwar are major centers. Mopla Bay and Valapattanam are the two

fishing harbours in the district. The annual production of fish comes to 81000 tons. Of

these the average production of oil sardines, prawns and mackerels come to 16630, 14120

and 11650 tons respectively.

3.15.9 Places of Interest

The tourism potential for Kannur district is high. The St. Angelos Fort in the Kannur

Cantonment, which was constructed in 1505, is a symbol of Portuguese architecture and

attracts plenty of tourists. The Thalassery Fort is an important tourist centre. Kannur

beach and Ezhimala are known for scenic beauty. Places of historic importance, like the

house of Gundert, who composed the first Malayalm- English Dictionary and the mosque

at Madayi constructed in 1124, using marble brought from Mecca attract many tourists.

The tourist places in Kannur district are briefed below

Traffic

Project Report

4-86

Pazhassi Gardens & Dam

37 kms. East of Kannur near Mattannur the

Pazhassi dam & reservoir offers scenic

vistas. One can cruise down the river in

D.T.P.C. boats often crossing small islands

inhabited by only riverine birds. The

recently built Gardens & Amusement park is

an added attraction. The Buddha’s mountain

at Pazhassi, sculptures of Pazhassi King are

interesting places to visit.

Dharmadam Island

Beside the Muzhappilangad beach 100 meters offshore lays the Dharmadam Island

surrounded by rivers and sea. A conjunction of beach & island it is a matter of walk

during lowtide. Being a Buddhist stronghold it was earlier known as Dharmapattanam.

Arakkal Palace

It’s about 2 kms from Kannur Town, steeped in History; it was the Beebi (Queen) of

Arakkal, Kerala’s only Muslim Royal family that controlled parts of the coast and even

Lakshadweep.

Fort St. Angelo

Don Francisco D. Almeida, the first Portuguese Viceroy of India, build the fort in 1505

AD. The fort had a chequered history. It changed hands to the Douche, then to the Ali

Raja of Arakkal and finally to the British. The barracks, the magazine, cannons and the

ruins of a chapel are all standing testimony history on the shores of the sea. Fort St.

Angelo is a protected monument under the archaeological survey of India.

Thalassery Fort

The British arrived in Thalassery in 1683 and erected a goods shed there. They shifted

their commercial capital to Thalassery from Kozhikkode, following obstruction from the

Dutch. In 1700, the British built the Thalassery Fort on a small hill called

Tiruvellapadkunnu and in 1708, it was strengthened by increasing its height and with

bastions. The fort is square structure built of laterite and is distinguished by its massive

ventilated walls and strong flanking bastions. It was here that Raider captain was

imprisoned. The famous St. John's Anglican Church is behind this fort.

Ezhimala

The Ezhimala Mountain and beach lie at the northern boundary of Kannur. Rare medical

herbs (Ramayana) with mythological significance grow on the strange seven-peaked

range that is Ezhimala around 50 Kms. from here. There is an old tower of great antiquity

here: the Mount Deli lighthouse. It’s maintained by the Navy as Naval Academy and is a

restricted area. The beach sand is of a different texture and the sea is bluer than in other

areas. At the Ettikulam bay one could enjoy watching dolphins.

Madayi Mosque

This is a beautiful ancient mosque originally built in 1124 AD by Malic Iben Dinar, a

Muslim preacher. It is believed that its founder, who came to India to spread the word of

the prophet, has brought a block of white marble in the mosque from Mecca. Near by is

dilapidated fort built by Tippu Sultan: the ruler of Mysore.

Aralam wild life sanctuary

A tranquil mega sanctuary on the slopes of the Western Ghats covered with tropical and

semi evergreen forests. Herds of deer, elephants, boar and bisons are quite common.

Leopards, jungle cats, various type squirrels and rare species of birds have been found



Project Report

4-87

here. Around 160 species of birds have been found here. Certain species of birds, which

are considered extinct, have also been found here. It is 35 kms from Thalassery Railway

station.

Muzhappilangad Beach (15.km from Kannur and 8 K.M from Thalasseri)

Black rocks protect this long; clean beach from the currents of the deep, making it’s

shallow waters a swimmer's paradise. Perhaps this is Kerala’s only drive- in beach.

Where you can drive entire length of 4 kms.

Snake Park at Parassinikkadaya

The Snake Park at Parassinikkadavu is situating 18 kms away from Kannur town. It is one

of the known snake parks in the country. The park is dedicated to the preservation and

conservation of snakes, most of which are becoming extinct gradually. There is a large

collection of poisonous and non-poisonous snakes.

Mopilla Bay

Moppila Bay is a natural fishing harbour, lying near Fort St. Angelos. A sea wall

projecting from the fort separates the rough sea and inland water. The bay was famous

during the Kolathiris' regime as a commercial harbour that linked Kolathunadu with

Lakshadweep and foreign countries, in imports. Today, Mopilla bay has turned into a

modernised fishing harbour, developed under the Indo-Norwegian Pact.

3.16 KOZHIKODE

3.16.1 The Physical Features and District Profile

Kozhicode, formerly called Calicut was the

traditional capital of Northern Kerala under

the Samuthiri ruler. Kozhicode, was the most

important region of Malabar in the days gone

by. Today, ancient monuments, serene

beaches, historic sites, wildlife sanctuaries,

rivers, hills, a unique culture and a warm,

friendly ambience make Kozhicode a much

sought after destination. The district bounded

by the districts of Kannur to the north,

Wayanad to the east, and Malappuram to the

south, and by the Arabian Sea in the west.

The town of Kozhikode formerly known as

Calicut, is the district headquarters. This is

the third-most advanced district in Kerala. It

is 38.25% urbanized.


Kozhikode district is situated between north latitudes 11° 08’ and 11° 50’ and east

longitudes 75° 30' and 76° 08'.

Topographically the district has three distinct regions - the dandy coastal belt, the rocky

highlands formed by the hilly portion of the Western Ghats and laterite midland. Of the

total area of 2344 sq. km, the sandy coastal belt is 362.85 sq. km., lateritic midlands

1343.50 sq.km., and rocky highlands 637.65 sq.km. The district has a coastal length of

about 80 kms.


The district has a humid climate with a very hot season extending from March to May.

The most important rainy season is during the South West Monsoon, which sets in the

first week of June and extends up to September. The North-East Monsoon extends from

the second half of October through November. The average annual rainfall is 3266 mm.

Traffic

Project Report

4-88

During December to march, practically no rain is received and from October onwards the

temperature gradually increase to reach the maximum in May, which is the hottest month

of the year. The maximum temperature in the month of May comes to 360 C. The highest

maximum temperature recorded at Kozhikode was 39.40 C during 1975 and lowest

temperature was 140

C recorded on 26th

December 1975. Humidity is very high in the

coastal region.


Kozhikode district is well connected with the state as well as the National Highways.

Three National Highways, NH-17, NH-212 and NH-213 pass through the district. The

district has been possessing 198.703 kms of State highways and 379.957 kms of Major

District roads as on 01.04.2000, (PWD) as shown in the following table

Sl. No. Roads in the District Length (in Kms)

1 State Highways 198.703

2 Major District Roads 379.957

3 Other District Roads 606.088

4 Village Roads 203.180

Total Length 1387.928

3.16.5 Agriculture and Major Crops

Kozhikode district has a rich heritage in agriculture, as it was a port city famous for

pepper & species trade. Agriculture plays a major role in the district economy.

The total geographical area of the district is 2,33,330 hectares in which the net area sown

is 1,63,932 hectares. The crops like coconut; paddy, banana, tubers and other spices and

tree crops are cultivated in 8 major soil series such as Thikkoti series (18400 Ha),

Nanminda series (1,20,000 Ha), Kakkodi series (4,500 Ha), Thiruvambady series (43,700

Ha) Kunnamangalam series (6,500 Ha), Adivaram series, Menmala series (16,800 Ha)

and Periya series (9,000 Ha)

The area, production & productivity of important crops is given in the following

Table 3.18

Table: 3.18: Area, Production and Productivity of Important Crops

Crop Area (Ha) Production Productivity

Paddy 8,749 10,593 Mts. 1.2 Mt/Ha

Coconut 1,22,838 9,250 lakh nuts 43

Nuts/palm/year - - -

Pepper 15,962 2,746 Mts 17 Mt/Ha

Ginger 390 1,402 Mts 3.6 Mt/Ha

Turmeric 486 1,042 Mts 2.2 Mt/Ha

Banana 1,143 16,588 Mts 14.51 Mt/Ha

Cashew 4,371 2,781 Mts 0.63 Mt/Ha

Rubber 17,349 19,490 Mts 1.12 Mt/Ha

Cocoa 472 137 Mts 29 Mt/Ha

Arecanut 8,986 2,473 Million nuts 27 Mt/Ha

Tapioca 3,335 79,620 Mts. 23.8 Mt/Ha



Project Report

4-89


Kozhikode district is rich in Gold and Iron ore deposits.

Kozhikode district represents one of the industrially advanced areas of the state, with

many small-scale industries flourishing from early days. With the close of the 19th

century, a number of large-scale concerns sprang up in the district. Some of the more

important large & medium scale industries are textiles, rayon grade pulp, soap &

cosmetics, oil, wheat flour, steel products, tiles, sea food processing, allopathic

medicines, etc.

The timber industry has great influence on the economy of this district. A feature of this

industry is the concentration of units in & around Kallai. A large number of sawmills are

located here. The finished timber goods are marketed locally & are also exported.

As a corollary to the establishment of saw mills, furniture making has also sprung up in

the district. There are 1031 registered forest based industrial units. All these units are

concentrated at Kallai, Cheruvannur & Feroke.

The tile industry is another major industry. The tile factories are mostly concentrated at

Feroke-Cheruvannur area, which is rich in quality clay deposits. The tiles from

Kozhikode are famous all over the country & command an export market. There has also

been diversification in this industry with the production of ceramics, pottery, crockery,

stoneware pipes & insulation materials.

Among other important industries, mention may be made about textiles, plywood, splints

& veneers, coir, printing & publishing, general engineering, automobiles & oil.

3.16.7 Fishery

District blessed with a coastline of 71kms. from Chaliyar to Azhiyoor, the district of

Kozhikode offers enormous natural resources for the development of fisheries. The

district is abundant in brackish water area & therefore, there is good scope for shrimp

farming. Fishing is the main occupation of a large number of people in the coastal belt.

The fishing industry makes a sizeable contribution to the economy of the district. The

number of active fishermen in the district is around 20,000. The major fish landing

centres are Beypore, Vellayil, Puthiyappa, Koyilandy, Vadakara & Chombala & the

average annual landing is estimated to about 1 lakh metric tones. There are about 614

registered mechanized boats & 2,657 motorized country crafts, in this district.

3.16.8 Places of interest

Kozhikode offers you many places of tourist interest.

Tusharagiri (50 km from Kozhikode)

Tusharagiri is located near Vythiri in Wayanad and is famous for its trekking tracks.

Trekkers start early morning from the second waterfall and climb uphill through the

pristine, dense evergreen forests populated with exotic birds and wildlife to reach Vythiri

by evening.

Mananchira Square

A new attraction in the heart of the city, Manan-

chira-maidan, is the sublimation of the concept of a

planned modern city. The historic maidan, adjacent

to Manachira has been converted into an arcadia with

beautiful trees and plants, artificial hill, shrubs,

sculpture, an open air theatre and above all a musical

fountain. No doubt, locals and tourists seeking

leisure and relief from the mad rush outside, find

shelter here. Mananchira Made and managed by the

corporation of Kozhikode.

Traffic

Project Report

4-90

Kirtads (7 km from Kozhikode)

This unique museum houses the tools and devices used by the ancient tribal communities

of Kerala, a good library with books on Anthropology and Sociology is and added

attraction.

Beypore (10 km south of Kozhikode)

Located at the mouth of the Chaliyar River, Beypore, one of the prominent ports and

fishing harbours of ancient Kerala was an important trade and maritime centre. Ancient

Beypore was much sought after by merchants from Western Asia, for its shipbuilding

industry. The boat-building yard here, famous for the construction of the Uru (the Arabian

trading vessel), boasts a tradition of almost 1500 years.

Pazhassirajah Museum

Situated 5 km from Kozhikode. Here exhibits of copies of ancient mural paintings,

antique bronzes, old coins and models of temples and megalithic monuments are seen.

The next door to the museum is the Art Gallery and Krishna Museum, which has an

excellent collection of paintings by Indian artists and wood and ivory carvings. Open

from 9.30 am - 12.30 pm, 2.30 pm - 5.30 pm, closed on Mondays.

Kappad (16 km from Kozhikode)

This is the historic beach where the 1st European-Vasco da Gama landed on the 27th of

May 1498. A monument on the beach commemorates this historic event. The rock-

studded beach is locally known as Kappakadavu. An interesting feature of the landscape

is the sprawling rock that protrudes into the sea.

3.16.9 Malappuram

The Physical Features and District Profile

Bounded by the Nilgiris hills on

the East and the Arabian Sea on

the west, the district of

Malappuram literally the land

atop the hills, is remarkable for

its unique natural beauty.

Perched among the undulating

hills and the meandering rivers

that flow to reach the coconut-

fringed seacoast, the land

conceals a unique and eventful

history. Home to the khilafath

movement and the mappila

revolts, which were questioned

the British authority in India,

Malappuram was the military headquarters of the Zamorins of Kozhikode since ancient

times.

The hill country also contributed much to the cultural artistic traditions of the state. The

mosques and temples of the land are known for their spectacular festivals. The land of

great poets and writers, political and religious leaders, the district has carved a unique

place of its own in the history of Kerala.

Malappuram district was formed on 16th of June 1969. The Nilgiris of Tamil Nadu in the

east, Arabian sea in the west, Kozhikode and Wayanad districts in the north and Palakkad

and Thrissur districts in the South.

The district has a geographical area of 3550 Sq.Kms, which is 9.13 per cent of the total

area of the state and having 3 rd

ranks in the state.



Project Report

4-91


The location of Malappuram district is 75° to 77° east longitude and 10°-to 12°-north

latitude, in the geographical map. Like most of the other districts of the state,

Malappuram too consists of three natural divisions, lowland, midland and highland. The

low land stretches along the seacoast, the midland in the center and the highland region

towards the east and northeastern parts. The topography of the district is highly

undulating; starting from the hilltops covered with thick forests on the east along the

Nilgiris. It gradually slopes down to the valleys and the small hills, before finally ending

on the sandy flat of luxuriant coconut groves in the west. The district has a geographical

area of 3550 sq. km, with 3 rd

rank, which is 9.13 per cent of the total area of the state.


The district has more or less the same climatic conditions prevalent else-where the state,

viz, dry season from December to February, hot season from March to May, the South

West Monsoon from October to November. The South West Monsoon is usually very

heavy and nearly 75 per cent of the annual rains are received during this season. The

climate is generally hot and humid; the range of temperature varying between 300C and

200C. The average annual rainfall is 290mm.


The Calicut Airport, one of the most beautifully designed airports in India, is at Karippur,

26 Kms, away from Malappuram and 28 Kms. away from Kozhikode. It has a runway of

9377 feet with night landing facilities. Total 140 flight services are there i.e., 70 arrivals

and 70 departures. Hajj flight services were started on 15th Jan 2002, and now the airport

stands on the forefront of the internationally acclaimed airports in the world.

Two Railway lines, namely Mangalore-Madras and Nilambur-Shornur are passing

through the district, Vallikkunnu, Parappanangadi, Tanur, Tirur, Tirunnavaya and

Kuttippuram (from north to South) are the railway stations in this line. Tirur is an

important station. Nilambur-Shornur railway line passes through the eastern parts of the

district. Nilambur, Vaniyambalam, Thuvur, Melattur, Pattikkad, Angadipuram and

Cherukara are the railway stations.

The District has a good road network. The National Highway-17 enters at Idimuzhikkal in

the north and runs through Calicut University, Kottakkal, Valancherry, Kuttipuram,

Thavanur, Ponnani, Puduponnani, Veliyancode ends at Kadikkad, having a length of 82

Kms. The road proceeds to Thrissur district in the South. The National Highway 213

enters at Iykarappadi near Ramanattukara and pass through Kondotty, Malappuram,

Perinthalmanna and ends at Karinkallathani having a length of 68 Kms. Important State

Highways like Calicut-Nilambur-Gudalur road, Thrissur-Kuttippuram, Palakkad -

Perinthalmanna, Perumbilavu – Pattambi – Perinthalmanna - Nilambur road, Koilandi –

Thamarasseri - Edavanna passes through the district. Total 208.178 kms of state highway

and 1220.202 kms of major district roads, 102.000 kms of other district roads and 160

kms of rural roads, provides sufficient interlink age of places.

The Chaliyar, Kadalundipuzha, Bharathapuzha rivers and their tributaries, necessitating

the construction of a number of road bridges for smooth commutation, apportion the

district. Kuttippuram bridge, Thutha bridge and Pulamanthole bridge across

Bharathapuzha river; bridges at Kottakadavu, Parakkadav, Thayyilakadav, Panampuzha,

Koomankallu, Nooradi, Kottilangadi, Aanakkayam, Melattur, Kalikavu, Olipram Kadavu,

Koomankallu, Kuzhipram Kadavu and Panakkadu bridges across Kadalundi river; and

bridges at Areekode, Edavanna, Mampad, Vadapuram, Myladi, Karimpuzha, Koorad,

kattadikadavu, Cherupuzha, Kadungallur and Poonkudi across the Chaliyar river and its

tributaries; and bridges at Edakulam, Thalakadathur, Tirur, Unniyal Mangattiri,

Ettirikkadavu across Tirur river; Thanur bridge across T.N Canal facilitate the road

traffic.

Traffic

Project Report

4-92

Bus Services are available to all centres and rural areas in the district. Nearly hundred

schedules are operated by K.S.R.T.C in main routes besides 300 long route buses passing

through the district.

Total 18806 vehicles have been registered under the Motor Vehicle Department in the

district during the year 2000-02. There are 155149 small and heavy vehicles in the district

as on 31st March 2001.

3.16.13 Agriculture and Major Crops

Agriculture is the mainstay of the population, involving 75 per cent of the people, directly

or indirectly. The main crops raised are Paddy, Coconut, Tapioca, Areca nut, Cashew nut,

Banana, Rubber, Pulses, Ginger, Pepper and Betel vine.

Here, 2.08 lakh hectares of land are available for agriculture. The vast majority of the

peasants are small landholders. 2.36 lakh hectares are holding below one hectare. Only

16,107 hectares of holdings are above 2 hectares in area.

Paddy has lost predominance among crops during the last two decades. Now coconut tops

with a total area of one lakh hectares. The annual coconut production stands at 569

million nuts. Paddy is cultivated in 31098 hectares with an annual production of 53443

tonnes. Cashew is raised in a total area of 10761 hectares with annual production of 4968

tonnes. Rubber, a main cash crop in the district, has got coverage of 26305 hectares.

Annual production is below 1,800 tonnes. An important cash crop is areca nut. It covers

an area of 14883 hectares, with an average annual production of 2868 million nuts.

Tapioca is cultivated in 8226 hectares with annual production of 2.41 lakh tonnes. Banana

(8389 hectares) vegetables (5313 hectares) Pulse (493 hectares) Sweet Potato (272

hectares) Oil seeds (752 hectors) Hill produces (1720 hectors) Betel vine (448 hectares)

show the crop diversity. For research and extension services in Agriculture, Technology

and to produce and provide planting materials to the farmers, a network of institutions

function in the district. The seed garden complex at Munderi, 27 Kms. from Nilambur, is

said to be the biggest farm in entire Asia. The District Agricultural farm in Chungathara,

State seed farms at Thavanur, Anakkayam and Chokkad Coconut Nursery and anti-

parasite breeding stations at Parappanangadi are also functioning. A Cashew Research

and Development Center at Aanakkayam and an Agriculture Technology College at

Thavanur are functioning under the Kerala Agricultural University. At Malappuram there

is a soil-testing laboratory. One principal Agricultural Officer, 6 deputy Directors of

Agriculture, 14 Block Level Assistant Directors and 99 Panchayath level Agriculture

Officers are there.


Malappuram district is not rich in mineral wealth. Laterite stone is found abundantly in

the midland areas. It is exploited economically for construction work and hundreds of

quarries cutting laterite stone known as Vettukallu are in operation, giving employment to

thousands. It was Dr. Francis Buchanan, a Scottish scholar who named the porous rock

Laterite based on the Latin term Laterites, meaning brick stone. He conducted his studies

in and around Angadipuram in 1800 A.D.

Deposits of lime shells are found in the coastal belt, mainly in ponnani and Kadalundi

nagaram. The coastal sands of ponnani and Veliyancode contain heavy minerals like

limonite and monosite. China clay, the principal raw material for porcelain industry, is

found abundantly in many parts of district. Iron-ore, as Magentite-Quartizite is found in

Nilambur, Vaniyambalm, Kalikavu and Chembrassery. Karuvarakkundu in the district

derived its name from iron-ore cutting and blacksmithy, which flourished in the district

from very ancient time. Nilambur region of the district, forms part of the hidden Wayanad

Goldfields Placer gold; Main zones for auriferous gravels are in Nilambur valley, namely

Pandippuzha-Chiyarpuzha zone and Punnapuzha-Maruthappuzha zone.



Project Report

4-93

As on 31-03-2001 there are 11334 small industrial units with permanent registration. Out

of them 21.21 per cent are agro-based and 22.94 per cent are textile based. These units

have a total investment of Rs. 176 cores and they provide employment directly to 45200

people. Average investment per unit is Rs. 1.55 lakhs. There are about 696 women’s

industrial units and about Rs.1 core is spent annually for various industrial promotion

schemes like investment subsidy, interest subsidy, self-employment assistance, etc. in the

district. There are 25 medium industries of which only 11 are working which provide

direct employment to 2,300 people. These units have a total capital investment of

Rs. 46 cores. Among the medium undertakings, 3 are spinning mills. There is one major

industrial Estate (16 Industries and 8 mini industrial estate in the District – 51 working

units.) About 1,000 persons were assisted under PMRY scheme every year of self-

employment scheme. Preliminary steps for establishing an industrial growth centre in

250 acres bear panakkad, has been completed. Kinfra Food Park and IT Park are coming

up at Kakkancherry. A rubber based common facility centre and industrial estate

established at payyanad at a cost of Rs. 1 crore is fast growing. The estate is in an area of

15.03 acres, in which 32 plots have been given to entrepreneurs for rubber-based units.

17 units are working. A single window counter functions at the District Industries Centre,

to mitigate problems faced by new entrepreneurs. Besides the District Industries Centre at

Malappuram, 4 Taluck industries offices 14 block extension offices are functioning.

3.16.15 Fishery

The district has 70 Kms. of Seacoast. It stretches from Kadalundi nagaram in the north to

Palappetty in the South. The Coastal belt is in Vallikkunnu, Parappanangadi, Tanur,

Tanalur, Vettom, Purathur, Veliyancode, Perumpadappu Panchayats and Ponnani

Municipality. Main fishing Centres are Ponnani, Koottayi, Parappanangadi and Tanur.

High sea fish catching operations with mechanized boats are centred in Ponnani and

Parappanangadi. Ponnani is a major fisheries port with about 350 mechanized boats.

Rs. 30 crore port development project has been started in Ponnani and will be completed

soon. There are fisheries guide lights, at Ponnani and Tanur to help night fishing.

Matsyafed (Govt. Department for Helping Fishermen) has started a prawn hatchery at

Veliyancode, Ponnani Taluk in 1995 which can produce 30 million prawn seeds of tiger

prawn and giant fresh water prawn annually. A residential high school, exclusively for

children of fishermen is there at Tanur under the Fisheries Department.

Fisheries department and Matsyafed have been undertaking fishermen welfare programs.

The Deputy director of fisheries is at Ponnani and the district officer of Matsyafed is at

Tirur. There are schemes to provide fishing equipments, houses, latrines and other

amenities to fishermen, there are education assistance, insurance schemes, and financial

assistance during off-season, etc. for the benefit of fishermen. A Fish Farmer

Development Agency to promote inland fishing is also functioning.

3.16.16 Places of interest

Malappuram district, with its rich natural beauty and historic past has its own tourist

attractions.

Padinharekara Beach: Close to Ponnani and at the end point of the Tipu Sulthan road. It

offers a breath taking view of the confluence of the river Bharathapuzha and Tirur puzha

with the Arabian Sea.

Kadampuzha: In Melmuri village of Tirur taluk is situated 3 Km north of Vettichira on

NH-17 connecting Calicut and Trissur and is famous for its Bhagavathi temple said to

have been set up by Jagadguru Sankaracharya.

Thirunavaya: This ancient and famous temple on the banks of the Bharathapuzha

dedicated to Lord Shiva was the traditional venue of the ritual of Mamankam an

enactment of traditional martial arts by suicide squades.

Traffic

Project Report

4-94

Mumburam: Muslim shrine and receptacle for dead bodies of the Thangals (the religious

leaders of the malabar muslims) situated in A. R. Nagar village; is a major pilgrimage

center of Muslims.

Valiya Juma Masjid Malappuram: This is an important pilgrim centre of the Muslims of

Kerala. The four-day annual festival at the mosque (nercha) is celebrated in April.

Adjoining the mosque is the mausoleum of the Malappuram shaheeds (martys)

whose brave exploits have been immortalised in the Mappila ballads.

Pazhayangadi Mosque, Kondotti (18km east of Manjeri, On the way to Malappuram): The

three day long Valia Nercha feat at this 500-year-old Muslim pilgrim centre, celebrated in

February/March, is a local cultural event.

Kottakunnu: One can see trace of an old fort at the base of the cantonment Hill. The fort

was the first to be built by the Zamorins of Kozhikode. Nearby are the Vettakkorumakan

Temple and the Siva temple with the famous murals of Malabar. DTPC has plans to

develop Kottakunnu in to an attractive park and the District Sports Council to establish a

stadium nearby. There is a beautiful helipad at Kottakunnu.

Kadalundi Bird Sanctuary: Located 19kms from Kozhikode and 7kms from Beypore port,

the sanctuary that is spread over a cluster of islands covers an area surrounded by hillocks

where the Kadalundipuzha flows in to the Arabian Sea. Over a 100 varieties of native

birds and over 60 varieties of migratory birds flock here.

Manjeri: The headquarters of Ernad Taluk, a place rich in history, and a witness to the

vicissitudes of the Malabar rebellion and the independence struggle; also home to the

renowned Kunnathmbalam, and the Karikkad Subramania temple; now an important

administrative and commercial center as well.

Adyanpara: Adyanpara lies in Kurumbalangode village of Nilambur taluk and is famous

for its waterfalls and the splendour of its wooded jungles.

3.17 DEMOGRAPHIC AND SOCIO-ECONOMIC CHARACTERISTICS: KANNUR,

KOZHIKODE AND MALAPPURAM DISTRICTS

The demographic profiles with socio-economic characteristics of all the three affected

districts are described in the following section.

3.17.1 Population

The total population of Kerala stood at 3,18,38,619 as per Census of India 2001.

The project influenced district Kannur and Kozhikode accounts for 7.58 % and 9.04% of

the total population of the state respectively, while population of Malappuram accounts

for 11.40% of the total population of the state. The detail of population of project

influenced districts and state are given in the Table 3.19

Table 3.19: Distribution of Population (2001) in Project Influence District

Sl. No Project affected

State / Districts

Population

Male Female Total

1. KERALA 15468664 16369955 31838619

2. Kannur 1154144 1258221 2412365

3. Kozhikode 1398674 1479824 2878498

4. Malappuram 1759479 1870161 3629640

Source: Census of India, 2001



Project Report

4-95

3.17.2 Population Density

Density of population of Kerala has increased significantly in the last one decade and this

also gets reflected in the population density data of all the affected districts.

It can be traced from the 1991 figures that the population density of the all the districts

was considerably higher than the state figure. Thus, the figures have also shown an

increasing trend in the last one-decade and the population density of all the three districts

are much higher than the state data in 2001.The details are summarized in Table 3.20.

Table 3.20: Density of Population

Sl. No. Project affected State / Districts Population Density

1991 2001

1 Kerala 749 819

2 Kannur 759 813

3 Kozhikode 1118 1228

4 Malappuram 872 1022


3.17.3 Decadal Growth Rate of Population

The decadal growth rate of Kerala has decreased since the last census in 1991. Similarly

the growth rate of the affected districts also shows a significantly decreasing trend. The

state has registered a growth rate of 14.32 % in 1991 census whereas it has decreased to

9.425 in the 2001 census. The decadal growth rate of population in the affected districts

during 1991-2001 is given in the Table 3.21

Table 3.21: Decadal Growth Rate of Population

Sl. No State/Union territory/District Decadal growth rate

1981-1991 1991-2001

1. Kerala 14.32 9.42

2. Kannur 16.63 7.13

3. Kozhikode 16.69 9.87

4. Malappuram 28.87 17.22


3.17.4 Sex Ratio and Gender Gap in Project Influence Area

The sex ratio (i.e., the number of females per thousand males) in the state is very high,

even higher that the national level sex ratio. In 1991 census the number of female was

1036 per thousand male and this has even increased to 1058 per thousand male in 2001

census.

The sex ratio of Kannur and Malappuram district even exceeds the sex ratio of the state

(1090 and 1063 respectively) whereas the Kozhikode districts matches the figure of the

state. The sex ratio and gender gap is given in Table 3.22.

Traffic

Project Report

4-96

Table 3.22: Sex Ratio in the Project Influenced Area

Sl. No State/Union

territory/District

Sex Ratio

1991 2001

1. KERALA 1036 1058

2. Kannur 1049 1090

3. Kozhikode 1027 1058

4. Malappuram 1053 1063


3.17.5 SC/ST Population

The percentage of SC/ST population in comparison to total population of Kerala as of 1st

March 2001 is described in the results of the Census of India 2001. The detail of SC/ST

population of project influenced district and state are given in Table 3.23

Table 3.23: Distribution of Population (2001) in Project Influence District

State Category Schedule Caste Schedule Tribe

Male Female Total Male Female Total

Kerala

Total 1525114 1598827 3123941 180169 184020 364189

Rural 1247537 1306188 2553725 173267 176752 350019

Urban 277577 292639 570216 6902 7268 14170

Kannur

Total 48275 50716 98991 9793 10176 19969

Rural 25693 26749 52442 9501 9916 19417

Urban 22582 23967 46549 292 260 552

Kozhikode

Total 98386 102597 200983 2924 3016 5940

Rural 69531 72081 141612 2652 2761 5413

Urban 28855 30516 59371 272 255 527

Malappuram

Total 140535 144907 285442 5996 6271 12267

Rural 128114 132087 260201 5867 6176 12043

Urban 12421 12820 25241 129 95 224


3.17.6 Literacy Rate in Project Influence Area

The Literacy rate of the state is very high (90.9%). The data also shows that the female

literacy rate (87.7%) is also at par with the literacy rate of the male (94.2%). The same

trend is shown in the literacy level of the affected districts. The details of literacy are

shown in the Table 3.24. Further, the number of literates and the illiterates are shown in

Table 3.25.



Project Report

4-97

Table 3.24: Literacy Rate in the Project Influence Area

State/Union

territory/District

LITERACY RATE IN PERCENTAGE

Males Females Total

KERALA 94.2 87.7 90.9

Kannur 96.1 89.4 92.6

Kozhikode 96.1 88.6 92.2

Malappuram 93.2 86.3 89.6


Table 3.25: Number of Literates and Illiterates in the State and the Affected Districts

State Category Literate Illiterate

Male Female Total Male Female Total

Kerala

Total 12753602 12732086 25485688 2715012 3640674 6355686

Rural 9357640 9295729 18653369 2093642 2827438 4921080

Urban 3395962 3436357 6832319 621370 813236 1434606

Kannur

Total 971065 1000338 1971403 181752 255801 437553

Rural 481194 477220 958414 97350 140294 237644

Urban 489871 523118 1012989 84402 115507 199909

Kozhikode

Total 1174611 1160831 2335442 224747 318942 543689

Rural 723429 707812 1431241 140203 206530 346733

Urban 451182 453019 904201 84544 112412 196956

Malappuram

Total 1373688 1380821 2754509 380888 490074 870962

Rural 1236428 1241432 2477860 345366 446075 791441

Urban 137260 139389 276649 35522 43999 79521

3.17.7 Work Forces in the Project Area

The number of work forces in different categories in the project-affected districts in

comparison to state is summarized in Table 3.26.

Table 3.26: Number of Workers in the Project Affected Area

Sta

te

Ca

teg

ory

Po

pu

lati

on

To

tal

Po

pu

lati

on

To

tal

Wo

rker

s

Ma

in

Wo

rker

s

Ma

rg

ina

l

Wo

rker

s

No

n-

Wo

rker

s

Kerala

Total

Persons 31841374 10283887 8236973 2046914 21557487

Males 15468614 7765645 6460693 1304952 7702969

Females 16372760 2518242 1776280 741962 13854518

Rural

Persons 23574449 7671110 5998150 1672960 15903339

Males 11451282 5732387 4677067 1055320 5718895

Females 12123167 1938723 1321083 617640 10184444

Traffic

Project Report

4-98

Sta

te

Ca

teg

ory

Po

pu

lati

on

To

tal

Po

pu

lati

on

To

tal

Wo

rker

s

Ma

in

Wo

rker

s

Ma

rgin

al

Wo

rker

s

No

n-

Wo

rker

s

Urban

Persons 8266925 2612777 2238823 373954 5654148

Males 4017332 2033258 1783626 249632 1984074

Females 4249593 579519 455197 124322 3670074

Kannur

Total

Persons 2408956 767197 626876 140321 1641759

Males 1152817 575591 493877 81714 577226

Females 1256139 191606 132999 58607 1064533

Rural

Persons 1196058 406117 313219 92898 789941

Males 578544 296380 243920 52460 282164

Females 617514 109737 69299 40438 507777

Urban

Persons 1212898 361080 313657 47423 851818

Males 574273 279211 249957 29254 295062

Females 638625 81869 63700 18169 556756

Kozhikode

Total

Persons 2879131 802900 630836 172064 2076231

Males 1399358 680944 550274 130670 718414

Females 1479773 121956 80562 41394 1357817

Rural

Persons 1777974 486748 361859 124889 1291226

Males 863632 409032 315877 93155 454600

Females 914342 77716 45982 31734 836626

Urban

Persons 1101157 316152 268977 47175 785005

Males 535726 271912 234397 37515 263814

Females 565431 44240 34580 9660 521191

Malappuram

Total

Persons 3625471 874476 691848 182628 2750995

Males 1754576 750343 611558 138785 1004233

Females 1870895 124133 80290 43843 1746762

Rural

Persons 3269301 787763 618942 168821 2481538

Males 1581794 675275 547407 127868 906519

Females 1687507 112488 71535 40953 1575019

Urban

Persons 356170 86713 72906 13807 269457

Males 172782 75068 64151 10917 97714

Females 183388 11645 8755 2890 171743




Project Report

4-99

3.17.8 Distribution of Work Force

The number of working population in different Sector is summarized in the Table 3.27.

The majority of working population is engaged as agricultural Labourers in complete

project districts and state. The cultivators are concentrated in the rural areas.

Table 3.27: Distribution of Work Force

Sta

te/

Dis

tric

ts

Ca

teg

ory

Po

pu

lati

on

To

tal

Wo

rker

s

Cu

ltiv

ato

rs

Ag

ric

ult

ura

l

lab

ou

rers

Ho

use

ho

ld

Ind

ust

ry

Wo

rker

s

Oth

er

Wo

rker

s

Kerala

Total

Persons 10283887 724155 1620851 369667 7569214

Males 7765645 602038 1078354 191637 5893616

Females 2518242 122117 542497 178030 1675598

Rural

Persons 7671110 693986 1507081 275387 5194656

Males 5732387 577726 1003265 136471 4014925

Females 1938723 116260 503816 138916 1179731

Urban

Persons 2612777 30169 113770 94280 2374558

Males 2033258 24312 75089 55166 1878691

Females 579519 5857 38681 39114 495867

Kannur

Total

Persons 767197 45924 101681 19243 600349

Males 575591 33476 59470 10767 471878

Females 191606 12448 42211 8476 128471

Rural

Persons 406117 40923 78024 7417 279753

Males 296380 30255 45986 3840 216299

Females 109737 10668 32038 3577 63454

Urban

Persons 361080 5001 23657 11826 320596

Males 279211 3221 13484 6927 255579

Females 81869 1780 10173 4899 65017

Kozhikode

Total

Persons 802900 27889 66066 15734 693211

Males 680944 23876 52990 10800 593278

Females 121956 4013 13076 4934 99933

Rural

Persons 486748 25651 58442 9539 393116

Males 409032 21948 46229 6166 334689

Females 77716 3703 12213 3373 58427

Urban

Persons 316152 2238 7624 6195 300095

Males 271912 1928 6761 4634 258589

Females 44240 310 863 1561 41506

Malappuram

Total

Persons 874476 57388 155747 17612 643729

Males 750343 51352 121589 12666 564736

Females 124133 6036 34158 4946 78993

Rural

Persons 787763 55272 148663 16045 567783

Males 675275 49391 115836 11522 498526

Females 112488 5881 32827 4523 69257

Urban

Persons 86713 2116 7084 1567 75946

Males 75068 1961 5753 1144 66210

Females 11645 155 1331 423 9736

Source: Census of India, 2001 Human Environment

Traffic

Project Report

4-100

3.18 MAHE REGION

3.18.1 Location and Geographical Features:

The location of Mahe region is between 11o 42' & 11

o 43' North and between 75

o 31' &

75o 33' East latitude, in the geographical map. Mahe is a tiny point in the geographical

map of Kerala, the million earner for the distant Pondicherry Government, 630 kms away

from Pondicherry. In this former small French town, which covers an area of 9 Sq. kms,

over 36,000 inhabitants live in peace. This petit French town is situated on the West Coast

of Indian Peninsula, just between Kannur and Kozhikode districts, 24 kilometers from

Kannur, 64 kilometers from Kozhikode in Kerala state and is a busy trade centre. This

region is entirely rain-fed and is covered by typical red laterite soil of Malabar. There is

no forest area in the region. Mahe is bounded on the southwest by the Arabian Sea, on the

north by river Ponniyar (Moolakadavu)

and on the other sides by a stretch of

calcareous hills of medium height,

which are linked to the ghats by a series

of wooded hillocks. Mahe and Ponniyar

(Moolakadavu) are the main rivers of

the region. The River Mahe forms the

northern boundary of Mahe town

separating it from the enclaves of

kallayi and naluthara on the north.The

region, at present comprises of 1 taluk

and equal number of Community

Development Blocks. It has 4 towns,

and there is no village in this region.

3.18.2 Languages

Main languages spoken in the region are Malayalam, Tamil and Telugu

3.18.3 Transport And Communication

Mahe is well connected by road with all the major towns in Kerala & Tamilnadu State.

The distance from Pondicherry to Mahe by Road is 650 Kms and travel time is 13 to 15

hrs. Mahe is 64 Kms from Calicut (Kozhicode) of Kerala state.

Public Transport: Many town buses are in operation in this region. Many buses with

registration of Pondicherry union territory, Kerala and Tamilnadu state are plying in this

region and Long distance buses operated by Pondicherry Goverment, Tamilnadu

government and Kerala Government (KSRTC) pass through this place. Government

owned bus services like Pondicherry Tourism Development Corporation (PTDC) also run

long distance bus services between Mahe and Pondicherry.

Local Transport: City bus services are available to all places of tourist interest. Tourist

taxis and auto-rickshaws are also available here.

Airport: Nearest Airport is situated in malappuram district of Kerala State, which is 26.5

kms from Calicut (Kozhicode) city in Kerala State and 90 Kms from Mahe. The distance

between Mahe and Calicut by road is 64 Kms only. Flights are being operated from

Calicut (Kozhikode) to the Gulf countries.

3.18.4 Tourist Places

Marianne

Marianne is an imaginary character like Bharath Matha. It was established by the French

to mark the 100th anniversary of the French revolution in 1789.

The history of Mahe begins here. Literally, statue of Marianne is one of the proudest

symbols of French revolution. The slogan Liberty, Equality and Fraternity are enshrined



Project Report

4-101

on the statue, in French. It was from here that the freedom struggle of Mahe gathered

momentum. When the freedom struggle of Mahe was at its peak, it was smashed out and

thrown into the sea. Then as repentance they took it out again from the sea and erected it

on the pathar which is now a well maintained park in the name of great poet Tagore.

On every July 14th the French Nationals in Mahe assemble under this status and salute it

with great pride. For the people of Mahe, Marrianne is not just a symbol of French, but

part and parcel of their own life.

Government House

Fine examples of french architecture built by the French in 1855. The Head Quarters

office of Mahe Administration is housed in it. A walk along the mini forest at the

backside of the Government House will take you to the most beautiful viewpoint in Mahe.

The Arabian Sea, the coastline with golden sand, the greenish Mayyazhi Puzha, coconut

grooves fully hiding the houses, the emerald Dharmadam Island - all this and more can be

seen from this point.

There is a tall flag mast and a Lighthouse, which serves as guide for the ships, merchants

and Navy, which anchor of the coast. You may also see the remnants of a fort constructed

by the French. One could also enjoy the true grandam of sunset.

Mahe Boat House, Manjakkal

Mahe boathouse is located about one and half Kms (1½) away from the Government

House on the Mahe River. Speedboats, Pedal boats and Kayak boats are available.

3.19 DEMOGRAPHIC FEATURES

As a bounded place by Kerala state Mahe region enjoying all the social and

demographical standers which Kerala has been possessing; so that its demographic profile

is very similar to Kerala state but because of the administrative matters the density of

population is quit high to comparing with Kerala demographic features illustrating in

Table: 3.28

Table 3.28: Demographic Features

Sl.

No. Features Kerala Kannur Kozhikode Malappuram Mahe

1 Area (km2) 38,863 2,966 2,344 3,550 9

2 Total Population 3,18,38,619 2,412,365 2,878,498 3,629,640 36,823

3 Population

density per km2

819 813 1,228 1,022 4091

4 Sex Ratio 1058 1,090 1,058 1,063 1147

7 Literacy Male 94.2% 96.13 93.25% 85.19%

8 Literacy Female 87.8% 89.40 86.26% 84.47%

10 Scheduled Cast

Population

9.8% 0.33%

11 Scheduled Tribe

Population

1.1% 19,969 5,940 12,267 Nil

Source: Official Web site of Mahe

.

Traffic

Project Report

4-102

3.19.1 Agriculture

Population Since this region is adjacent to Kerala on the Malabar Coast; the region is

covered by typical red laterite soil of Malabar. Paddy is cultivated only in a few Patches.

The number of crops raised is three. Two of which are of short duration and one of long

duration. Tapioca, banana, arecanut, pepper, coconut, etc. are grown in this region

widely. The extent of wetland is limited and is entirely rain fed.

Animal Husbandry

Prior to merger, there was no regular system of dealing with livestock services. However,

after merger, livestock services in this sector had been established by the administration.

The diseases mainly prevalent among the goats in Mahe are Mastitis (wet gangrene),

retained placenta etc. Bovine and canine are the same as in other regions. Fowl-pox

cocceidiosis, paralysis etc., are prevalent here. The non-communicable diseases are

dyspepsia, enteritis, bronchitis, bloat, urinary calculi, etc. The veterinary units attend to

these effectively. An artificial insemination centre and poultry farm also exists here to

cater to the needs of the livestock. There are no lands suitable for fodder cultivation in

this region. Riverbeds are generally used as grazing centers. Cattle shows are conducted

annually and this provides incentive for those who rear good quality cattle.

3.20 CONCLUSIONS

Proposed project road will directly serve about 7.9 million people out of which

about 72 per cent is rural population and 11.63 per cent schedule caste and schedule

tribes of the total population. Since, a significant proportion of the population is

rural in the project influence area and belongs to lower strata of the society up-

gradation of project road is going to have significant socio-economic implications on

the growth and development of the region. The upgraded road will facilitate smooth

movement of men and material and reduce the overall transportation cost on the

corridor. Besides this it will help in spreading the impact of economic development

from one particular district to other districts of the area.

• • •

4. TRAFFIC

4.1 GENERAL

This chapter presents traffic studies and analyses carried out for addressing issues

pertaining to widening of the project road section. The results of analysis will form inputs

for designing the pavement, developing capacity augmentation proposals, carrying out

economic and financial analysis, planning the tolling strategy, designing the toll plaza,

wayside amenities along with design of intersections on the widened project road.

Accordingly the following traffic surveys have been carried out to obtain all the necessary

data for further analysis;

• Classified Traffic Volume Counts

• Origin-Destination and Commodity Movement Surveys

• Axle Loading Characteristics or Axle Load Surveys

• Junction Volume Counts or Intersection Turning Movement Surveys

• Speed and Delay Surveys



Project Report

4-103

• Toll Rate Surveys

• Pedestrian/Animal Cross Traffic Surveys

In order to give effect to the above requirements, the project highway was initially

considered from the viewpoint of:

• The influence and location of major intersection and feeder roads affecting project

highway

For reference locations of major traffic nodes, which influence the traffic, are listed in

Table 4.1 below:

Table 4.1: Project Highway Traffic Nodes

Sl No. Intersecting Highway/Node Approximate Chainage (Km)

1. Iritti (SH-34) 159.2

2. Edakkad Town 168.8

3. Thalassery 177.0

4. Mahe (Podichery) 184.6

5. Vatakara 199.9

6. Koilandy-Thamarssery(SH-34) 222.0

7. NH-212 Junction 244.0

8. NH-213 Junction 260.2

9 Malapuram Road 292.0

10 Palakkad 310.0

11 Kuttipuram 318.0

The above locations provide a framework for carrying out the necessary surveys and

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

survey locations, summarized on the line diagram Fig. 4.1 have been selected following

careful assessment of the traffic characteristics including entry and exit points along the

NH-17 corridor. The approach and methodology employed for carrying out the survey

works is described in the following paragraphs.

Traffic

Project Report

4-104

Figure 4.1



Project Report

4-105

4.2 CLASSIFIED TRAFFIC VOLUME COUNTS

Homogeneous section

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

from the results of the traffic volume counts, six homogenous sections are considered for

the stretch from km 148.100 to km 318.000 which are shown in Table 4.2

Table 4.2: Homogeneous Section of Traffic Volume

Sl. No. Section

1. Valapattanam- Matanoor Junction 148.0 to 159.2

2. Matanoor Junction-Mahe 159.2 to 188.0

3. Mahe- Puthianarath 188.0 to 239.0

4. Puthianarath- Ramanattukara 239.0 to 260.2

5. Ramanattukara- Kottkal 260.2 to 290.0

6. Kottakal-Kuttipuram 290.0 to 318.0

Manual Traffic Counts at six locations (approved by NHAI) were conducted between

14.06.2006 and 08.07.2006. The locations of the major intersections were accounted for

in the selection of the survey sites in order to ensure maximum capture of traffic. The

counts were carried out in both directions, for successive 15 minutes periods, 24 hours a

day for 7 consecutive days.

Table 4.3 provides a summary of the Average Daily Traffic (ADT), peak hour traffic,

peak hour factor (PHF) flows

Table 4.3: Seven-Day Traffic Volume Count Summary (ADT)

Station

No.

Chainage

(km)

Survey

Location

ADT

Vehicles Total

PCUs

Peak hour

PCUs PHF

TVC-1 151.00 Puthiyatheruvu 21450 28147 2025 7.19

TVC-2 188.00 Aizhur Chungam 11806 17192 1123 6.53

TVC-3 237.00 Vengali 15261 19817 1294 6.52

TVC-4 252.00 Meenchanda 25166 30798 2104 6.83

TVC-5 290.00 Eddarikoade 13316 16526 1097 6.63

TVC-6 318.00 Kuttipuram 12757 16139 995 6.16

Maximum Traffic is observed at km 252.0 (Calicut), next is km 151.00 (Kannur),

This is because Kannur and Calicut are major traffic nodes in comparison to other

nodes on the Stretch

Minimum Traffic observed at km 318 (Kuttipuram) and km 290 (Eddarikode). Mode wise

Traffic volume summary on homogeneous sections is given in Table 4.4.

On any section of the project road composition of Cars (28 to 37 %) is very high

followed by two wheelers (15-35 %). Composition of Buses (10 to 12%), three

Traffic

Project Report

4-106

wheelers

(7 to 22 %) and trucks (6 to 10%) is also significant. Non Motorised Traffic is

minimal.

Table 4.4 Mode wise Traffic Volume Count Summary at different locations

Sta

tio

n N

o.

Ch

ain

ag

e (K

m)

Ca

rs/J

eep

/Van

Th

ree

Wh

eele

r

Tw

o W

hee

ler

Min

i &

Std

Bu

s

LG

V &

Tra

cto

r

Tru

cks

(2&

3

axle

)

MA

V &

Tra

cto

r

Wit

h T

rail

er

Non

Mo

tori

sed

AD

T (

PC

Us)

TVC-1 151.00 5688 3794 5702 2685 1455 1656 129 330 28147

TVC-2 188.00 3930 2339 1844 1504 753 1233 148 51 17192

TVC-3 237.00 5591 1176 4071 1666 967 1225 170 392 19607

TVC-4 252.00 6879 3024 8749 3036 1416 1526 184 342 30798

TVC-5 290.00 5016 2964 2150 1199 1054 873 53 3 16526

TVC-6 318.00 4198 977 2965 1409 1059 1046 45 14 16139

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

in Table 4.5.

Table 4.5: Average Percentage Composition of Traffic

Sta

tion

No

.

Ch

ain

ag

e (k

m)

Percentage Composition

Ca

rs /

Jee

p/

Van

Th

ree

Wh

eele

r

Tw

o W

hee

ler

Min

i &

Std

Bu

s

LG

V &

Tra

cto

r

Tru

cks

(2&

3 a

xle

)

MA

V &

Tra

cto

r W

ith

Tra

iler

Non

Mo

tori

sed

TVC-1 151.00 26.53 17.7 26.6 12.52 6.79 7.72 0.6 1.54

TVC-2 188.00 33.30 19.82 15.62 12.74 6.38 10.45 1.26 0.43

TVC-3 237.00 36.64 7.71 26.68 10.92 6.32 8.03 1.11 2.57

TVC-4 252.00 27.34 12.02 34.77 12.07 5.63 6.07 0.74 1.36

TVC-5 290.00 37.68 22.27 16.15 9.01 7.92 6.56 0.4 0.02

TVC-6 318.00 32.94 15.76 23.26 11.05 8.30 8.21 0.36 0.11

4.3 ORIGIN-DESTINATION AND COMMODITY MOVEMENT SURVEYS

Origin-Destination surveys determine and relate the pattern of traffic flows to trip purpose

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

of the growth of future flows to be made on a more rational basis.



Project Report

4-107

The origin - destination surveys were carried out by means of the roadside interview

method at locations selected to capture all trip desires in each section. The surveys were

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

of commercial vehicles were surveyed for their trip origin, destination, trip purpose,

occupancy and weight of commodity carried. The survey crew was organized into 3 by 8

hour shifts with sufficient enumerators for each direction of flow. These enumerators

were fully trained in the use of standard interview sheets. Police help was sought to

ensure smooth flow of traffic and stoppage of randomly selected vehicles. A sample size

of 15 to 30% for different types of vehicles was collected. The results of the survey are

summarized in Table 4.6.

Table 4.6: O-D Survey Locations

Count Station Chainage (km) Location REMARKS

/JUSTIFICATION

O-D 1 150 Puthiatheruvu Kannur By pass

O-D 2 188 Mahe Talsserry and Mahe Bypass

O-D 3 237 Calicut Calicut Bypass

O-D 4 262 Ramanatukara Calicut Bypass

A detailed zoning scheme consisting of 31 zones have been drawn up to develop the

O-D matrices.

The roadside interview data was sorted by origin and destination, the necessary expansion

factors have been applied, and trip matrices produced for each survey site for base year.

The analysis of the data provides passenger characteristics and the proportions of through

and inter-state passenger and goods Vehicle categories.

On the Project stretch traffic is contributed by various internal zones and external zones,

they are Kannur, Calicut, Thalassery, Koilandi, Mangalore, Maharashtra, and Gujarat.

The summary of the contribution of the regions towards the total traffic is given in

Table 4.7.

Load distribution of Goods vehicles analysis has been done based on the tonnage ranges,

they are- empty, 0 to 5, 5 to 10, 10 to 15, 15 to 20, and More than 20. The Load analysis

shows that 10% of the vehicles are empty, 30 % carrying 0 to 5 tonnes, 40 % carrying 5 to

10 tonnes, and rest carrying more than 10 tonnes. Load Distribution of Goods Vehicles in

percentages is given in Table 4.8.

For the Lead distribution of LGV and Trucks 0-50, 50-100, 100-500, 500-1000, <1000

km ranges have been adopted. The analysis shows that on average 40% trips within 50

kms, 35 % trips within 50- 100 kms, 25% trips within 100-500, and rest of the trips within

500-1000 km. Truck Lead analysis shows most of the trips are between 100-500 km.

Lead distribution of Goods vehicles is given in Table 4.9.

4.4 AXLE LOAD SURVEYS

The axle load survey provides data to enable the assessment of the damaging effect of

these heavily loaded vehicles. The survey was carried out for a 48-hour period using the

axle-weighing pad at 3 locations on the project highway as detailed in Table 4.10.

Traffic

Project Report

4-108

Fig 4.2a



Project Report

4-109

Fig 4.2b

Traffic

Project Report

4-110

Table 4.7: Percentage Contribution of Trip by Various Regions

Ch

ain

ag

e

Km

Ka

nn

ur

Ca

licu

t

Th

ala

ssery

/

Ma

he

Ko

ila

nd

y/

Vad

ak

ara

Pa

pa

nis

ery

Th

ali

pa

ram

b

a/K

asa

rgod

e

Ma

lap

ura

m/

Pa

lak

kad

Ma

ng

alo

re/K

arn

ata

ka

Ern

ak

ula

m/

Th

riss

ur/

Ko

t

taya

m/t

vm

Ma

nje

ri/R

a

ma

na

ttu

ka

r

Tam

iln

ad

u

Mah

ara

srta

/

Gu

jara

th

No

rth

ern

sta

tes

Oth

ers

Passenger Vehicles

151 Car 37.04 7.56 3.01 1.12 14.83 31.62 0.32 1.44 0.64 0.00 0.00 0.32 0.00 2.10

Bus 46.53 2.80 1.50 0.58 7.03 41.37 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

189 Car 17.43 27.50 24.80 17.71 0.60 6.02 0.98 0.20 2.44 0.00 0.00 0.00 0.00 2.32

Bus 18.84 23.73 24.35 23.02 0.34 5.07 0.00 0.00 3.61 0.00 0.00 0.00 0.00 1.04

235 Car 12.62 45.37 8.36 23.86 0.00 2.54 1.77 0.14 2.44 0.00 0.00 0.00 0.00 2.38

Bus 25.06 45.25 3.00 19.81 0.00 1.25 0.18 0.19 3.61 0.00 0.00 0.00 0.00 0.21

260 Car 2.45 44.41 0.00 0.34 0.00 0.34 29.60 0.00 6.61 13.41 0.34 0.00 0.00 2.50

Bus 1.87 46.55 0.00 0.00 0.00 0.22 14.03 0.00 22.29 12.52 0.93 0.00 0.00 1.59

Goods Vehicles

151 Truck 23.31 8.70 1.80 0.60 7.59 22.50 1.20 7.59 11.12 0.00 1.20 11.97 0.00 2.45

Lgv 35.11 4.96 3.18 0.70 17.00 27.64 0.70 3.53 3.53 0.00 0.61 1.41 0.00 1.73

189 Truck 14.05 22.00 15.73 11.61 0.00 4.98 2.49 4.09 9.84 0.00 4.92 8.69 0.00 1.60

Lgv 18.18 18.83 22.64 23.31 0.00 3.96 3.96 3.96 2.64 0.00 0.00 1.32 0.00 1.20

235 Truck 9.11 31.63 5.30 14.07 0.00 4.60 2.22 6.07 9.77 0.00 4.60 8.33 2.22 2.08

Lgv 13.67 36.59 5.53 23.75 0.00 2.82 4.21 2.11 6.42 0.00 2.10 0.72 0.00 2.08

260 Truck 2.45 44.41 0.00 0.34 0.00 0.34 29.60 0.00 6.61 13.41 0.34 0.00 0.00 2.50

Lgv 1.87 46.55 0.00 0.00 0.00 0.22 14.03 0.00 22.29 12.52 0.93 0.00 0.00 1.59



(cxi)

Table 4.8: Load Distribution of Goods Vehicles

Location

(km)

Load (Tonne)

Empty 0-5 5-10 10-15 15-20 More

than 20

151 18.03 15.57 54.10 9.02 3.28 0

189 9.20 36.81 46.01 5.52 2.45 0

235 10.19 48.41 29.94 5.73 5.73 0

260 11.25 11.25 60.00 15.00 2.50 0

Table 4.9: Lead Distribution of Goods Vehicles

Location

(km)

LGV Lead (km)

0-50 50-100 100-500 500-1000 More than

1000

151 60.00 11.64 21.98 6.38 0.00

189 41.32 31.05 22.37 5.26 0.00

235 26.00 43.71 26.71 3.58 0.00

260 35.00 33.50 31.50 0.00 0.00

Truck Lead (km)

151 34.37 5.28 27.65 26.81 5.88

189 20.78 24.94 28.77 18.99 6.52

235 14.50 32.54 29.59 14.42 8.93

260 0.00 7.97 50.79 33.26 7.97

Table 4.10: Axle Load Station

Sl. No. Station No. Chainage

(Km) Name / Reference Location

1. AL-1 189.00 Kunhipally

2. AL-2 262.00 Ramanattukara

3. AL-3 290.00 Kottakal

The traffic census and the axle load surveys were conducted side by side. In the traffic census surveys, all

types of vehicles travelling in both directions were counted throughout the axle load survey period. The

traffic census data provides the actual break down of the traffic composition at the particular location. Due to

the requirement of stopping a vehicle for weighing, it is not possible to weigh all the commercial vehicles

passing through the site. More than 10% of commercial vehicles were weighed in the 48 hours duration on a

random sampling basis.

The major proportion of the total number of vehicles selected for Axle load survey comprised of two

axle trucks. This reflects their high percentage in the total traffic flow.

The vehicle damage factor (VDF) is a multiplier to convert the number of commercial vehicles of different

axle loads and axle configuration to the number of standard axle load repetitions. It is defined as equivalent

number of standard axles per commercial vehicle. The VDF varies with the vehicle axle configuration, axle

loading, terrain, type of road and from region to region. The VDF is arrived at from axle load surveys on

typical road sections so as to cover various influencing factors, such as traffic mix, mode of transportation,

commodities carried, time of the year, terrain, road conditions and degree of enforcement.

Traffic

(cxii)

4

16.8

=

WESA

4

00.9

=

WESA

4

6.6

=

WESA

The axle load equivalency factors recommended in the AASHTO guide are given in Annexure 2 of IRC: 37-

2001. The Axle load surveys conducted at 3 locations on the project highway do not match with the Axle

loads given in Annexure 2 of IRC: 37-2001, therefore in this study, 4th power law is used for converting axle

loads into equivalent standard axle loads.

For design purposes, the variation in Axle loads is determined by converting the actual axle loads to an

“Equivalent Axle Load (EAL)”, an equivalency is a convenient means of indexing the wide spectrum of actual

loads to one selected value. The equivalent standard Axle load is determined by the relationship:

For 2 Axle Trucks:

For Tandem Axle Trucks (per tandem axle):

For Light Goods Vehicles:

Where: W = Axle Load in Tonnes

The relationship is sometimes referred to as “ Fourth power rule”. The rule states that the damaging effect of

an Axle load increases as a fourth power of the weight of an axle. In order to convert Axle loads from Axle

load survey into ESAL, they are grouped by intervals of one tonne and the frequency of each interval is

determined. Equivalency factors are obtained for each category from the “ Fourth Power Rule”. The product

of frequency of each interval and the corresponding equivalency factor gives the ESAL for that weight class

of the sample.

Total ESAL = (No. of vehicles in each weight class) x

(Load equivalency factor for that class).

The Vehicle Damage Factor (VDF) is an important indexing factor in characterising 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 is computed from the following relationship:

The VDF calculated for all commercial vehicles based on Axle load survey carried out on the project highway

is given in Table 4.11.

Table 4.11: Vehicle Damage Factor (VDF) for all Commercial Vehicles

Sl.

No. Location Chainage (Km) Type of Vehicle VDF

1. Kunipally 189.00 2-Axle Truck 3.65

3-Axle Truck 3.18

Total ESAL =

No. of Vehicles Weighed



(cxiii)

Sl.

No. Location Chainage (Km) Type of Vehicle VDF

Semi Articulated trucks 3.07

LGV 0.37

2. Ramantukara 260.20

2-Axle Truck 3.88

3-Axle Truck 3.16

Semi Articulated trucks -

LGV 0.37

3. Kottakal 292.00

2-Axle Truck 3.58

3-Axle Truck 3.06

Semi Articulated trucks -

LGV 0.37

4.5 TURNING MOVEMENT SURVEYS

Turning movement surveys were carried out at fifteen major intersections as given in Table 4.12. Classified traffic volume counts of all vehicle types were made separately for all directions. The survey was conducted

for both directions at successive 15-minute intervals, for 24 hours. The location of Junction, total PCUs and

their peak hour flows are given below Table 4.12

Table 4.12 Traffic Intensity at Intersections

Chainage

(Km)

Name of

Intersection

Total

PCUs

Peak

Hour

Flow Peak Hour

(Peak Hour %)

TMC-1 149.00 Papanserry 25,945 1355 6.86

TMC-2 159.00 Melachova 40,672 3218 7.68

TMC-3 168.00 Edakkad 12,571 953 7.77

TMC-4 177.00 Talsherry 27,907 2417 8.48

TMC-5 184.00 Mahe 24,263 1732 7.13

TMC-6 195.50 Edicherry 21,206 1562 7.24

TMC-7 199.90 Vadakara 36,200 2610 7.62

TMC-8 222.00 Koyalandi 29,485 2263 7.44

TMC-9 239.00 Pavangad 25,587 1946 7.59

TMC-10 244.00 Nadakkav 64,598 4209 11.1

TMC-11 252.00 MeenChanda 34,087 2575 7.54

TMC-12 260.00 Ramanattukara 29,861 2346 7.59

TMC-13 290.00 Kotakkal 32,369 2310 7.05

TMC-14 310.00 Valenchery 29,853 3739 7.65

TMC-15 317.50 Kuttipuram 22,157 1566 7.08

4.6 SPEED AND DELAY SURVEYS

A speed and delay survey using the moving car method was carried out at 4 sections summarised in Table

4.13. This survey provides data for assessing running speed, journey speeds and congestion levels. Journey

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

Traffic

(cxiv)

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 is in

motion. The length of course divided by running time determines it. A total of 6 run in each direction in the

morning and evening peak hours were carried out.

Table 4.13: Summary of Speed & Delay Analysis

Sl.

No.

Section (km) Average Journey Speed

(Kmph)

Average Running Speed

(Kmph)

From To

Morning

Peak

Evening

Peak

Morning

Peak Evening Peak

Up Down Up Down Up Down Up Down

1. 149 160 29.17 30.82 29.85 29.08 31.49 34.38 33.65 32.95

2. 174 180 27.48 26.77 29.32 29.44 33.97 31.45 35.03 34.91

3. 182 187 33.14 33.43 34.71 35.88 38.7 40.4 42.00 43.20

4. 197 200 30.73 31.16 30.12 28.20 34.35 35.33 33.48 31.49

5 220 224 25.93 28.78 33.53 31.70 28.83 30.73 37.36 34.31

6 241 244 23.69 22.22 22.10 23.66 28.43 26.21 25.98 27.66

7 248 251 17.48 17.57 17.39 17.70 20.49 19.87 19.78 19.96

8 271 272 16.65 16.39 15.94 16.45 28.09 24.21 22.66 24.02

9 290 292 30.18 28.54 29.32 28.35 36.5 34.79 36.45 35.65

10 311 309 25.41 25.24 25.40 25.00 33.91 32.84 33.25 31.85

Table 4.13 indicates that average journey speeds are between 25.00 Km/hour and

35.00 Km/hour. The low journey speeds can be attributed due to frequent pedestrian crossings at different

towns settlements along the road and local Traffic on the project highway at regular intervals. Calicut is very much congested and speed in this town was recorded in the order of 22-24 km per hour. The average journey

speeds reflect the levels of congestion on the project highway.

4.7 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 are summarised in Table 4.14.

Table 4.14: Location of Toll Rate Surveys

SL .No Chainage (km) Location

1 150 Puthiatheruvu

2 188 Mahe

3 237 Elathur



(cxv)

4 262 Ramanatukara

The enumerators were first briefed about the proposed project 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 12% are not willing to pay the toll. For those who are willing to pay,

nearly 20% respondents would not pay more than Rs. 20 per trip. A toll of Rs. 30 is acceptable to 36% of

respondents whereas 20% are ready to pay a toll of Rs. 40 and 12% of total respondent are ready to pay toll

more than Rs. 40.

REASONS FOR PAYING THE TOLLS

As the project highway is in average condition with congestion at many towns along the stretch, a good

number of people (26%) are willing to pay toll due to expected reduction in transport costs. While 29% and

22% people are willing to pay because of increased safety and better riding quality respectively, only 15%

would pay because of higher speeds. Rest would pay as they feel it is a legal enforcement. Thus better riding

quality, safety and vehicle operating costs are the 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

22% responded by saying that they would change their mode of travels. 27% would reduce their frequency of travel and 51%

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 along the project highway. Of

the total number of bus operators surveyed, some operators have denied paying toll. More than 42% of

operators are ready to pay the toll up to Rs. 265.


The main reason for paying tolls has been cited is expected reduction in the total journey time and possibility of more trips

per day. Other factors were reduced transport costs and increase in speed and time saving.

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, 10% are not willing to pay the toll. Nearly 56% truck owners are willing to pay the toll less than Rs.

175 whereas very few operators are ready to pay the toll more than Rs. 200.

Traffic

(cxvi)


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

Reasons for Paying Tolls % of Total Responses

Higher Speed 38

Better Riding Quality 34

Reduced Cost of Travel 28

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.

For the passenger vehicles, however, it was found that if the users are charged higher toll than acceptable to them, nearly 15%

would change their mode of travel, 18% (approx.) would reduce their frequency and 51% would pay as forces by law, as they

have no other alternative.

4.8 PEDESTRIAN AND ANIMAL CROSS TRAFFIC COUNTS

Cross pedestrian counts were carried out at each of the five major intersections as given in Table

4.15. The survey results indicate that some satisfactory means of facilitating pedestrian crossing at

the intersections is required and this information will be utilised when finalising the proposals for

underpasses etc

Table 4.15: Intersections Identified for Pedestrian Traffic Count Surveys

Sl. No. Chainage (Km) Name of Intersection

1. 195.50 Edicherry-Mysore Road Junction

2. 199.90 Vadakara Junction

3. 250.50 Mini By pass Junction

4. 290.00 Kottakal

5. 310.00 Valenchery

4.9 TRAFFIC FORECAST

Approach

Investments in the transport sector constitute a significant part of the total investment. This is especially true

in the case of developing nations, where transport is the catalyst for all round development and one of the

basic infrastructures. When the capital available is scarce and has competing demands, the investments in a

highway project have to be carefully planned, keeping in view not only the present demand but also the

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

accurately, whether the plan is for the construction of a new facility or the improvement of existing facilities.

The accurate estimate of future traffic will have a significant influence on the engineering design of the

facility and will influence the decision whether to take up the project or not.

Traffic forecasting is at best approximate. Traffic is generated as a result of the interplay of a number of

contributory factors. Forecasts of traffic have therefore to be dependent on the forecasts of factors such as population, gross domestic product, vehicle ownership, agricultural output, fuel consumption etc. Future



(cxvii)

pattern of change in these factors can be estimated with only a limited degree of accuracy and hence the forecasting of future traffic levels cannot be precise.

In this study three techniques have been adopted for estimating future traffic on the project highway.

Time series growth using previous traffic count

Historical growth in vehicle registration

Elasticity of Transport demand

Secondary Data

Besides primary surveys, the following data have been collected from various sources:

Time series data of traffic volumes on NH-17 from NH Departments

Vehicle Registration data

Tourist data

Population data

NSDP, GDP, and Per-capita income data

Petrol and diesel sale data from various petrol pumps along the highway

Petrol and Diesel sale data at State level

Time Series Data

Traffic census data on the project highway was not found in proper chronological order, as required hence not included in the analysis. The sale of petrol and diesel data was collected from different petrol pumps (on NH-

17) to obtain seasonal factors. After examining normal and peak season averages, the seasonal factor for

project road has been taken as 1.0. The seasonal correction factors was applied on 2006 ADT data to obtain

the annual average daily traffic (AADT) for further analysis and future forecast.

Summary of annual average daily traffic (AADT) and Peak hour traffic flows are presented in the Table 4.16.

Table 4.16: Traffic Volume Count Summary (AADT)

Station

No. Chainage (km) Survey Location

AADT

Vehicles PCUs

TVC-1 151.00 Puthiyatheruvu 21450 28147

TVC-2 188.00 Aizhur Chungam 11806 17192

TVC-3 237.00 Vengali 15261 19817

TVC-4 252.00 Meenchanda 25166 30798

TVC-5 290.00 Eddarikoade 13316 16526

TVC-6 318.00 Kuttipuram 12757 16139

Vehicle Registration

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

publications Estimated growth rates calculated from these are summarized in Table 4.17

Traffic

(cxviii)

TABLE 4.17: CATEGORY WISE GROWTH OF MOTOR VEHICLES IN KERALA

Mode Growth Rate (%)

Cars 7.37

Buses 9.10

2-wheelers 10.71

3 wheelers 6.88

Trucks 4.68

Tractors 3.57

4.10 ELASTICITY OF TRANSPORT DEMAND

General

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

characteristics in the road influence area and their anticipated rates of change during the study period, these characteristics being taken as indicators for the future growth of traffic. The growth rates for normal traffic

obtained from this approach take some account of the following factors, which affect future traffic levels

The prospective growth in the economy,

The estimated elasticity of demand for transport

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

Population

The population of India as per year 2001 census was 1027 million, comprising 531.3 million males and 495.7 million females

with a decadal growth rate of 21.34 %. The demographic trends in Kerala are far more positive in many aspects. The year

2001 censes of the Kerala state reveal 31.839 million constituting 15.469 million males and 16.370 million females. It has the

lowest population growth rate compared to other states in India. Its share in the population of India is 3.1%. The annual

average growth in population of the state during the year 1991 –2001 was just 0.91% as against the Indian average of 1.93%.

Per Capita Income

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

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

the previous year’s growth rate of 1.8 %.

Net State Domestic Product (NSDP)

The annual average growth of the Kerala state income during 1970’s at constant price was 10.73 %and at

1970 – 1971 price was 2.16%. During 1980’s it was 12.15% at current prices and 3.39% at 1980-81 prices.

The average growth rate during 1990’s at constant price was 5.99%.

Gross Domestic Product (GDP)

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

(GDP) at factor cost at constant 1993 – 1994 prices for the year 2003 –04 has been estimated at rupees

14,245,070 million. This shows that the GDP in real term could grow at the rate of 8.1% during this period

compared to the growth rate of 4% during the previous year.

AGRICULTURE

Even though the agricultural sector has recorded positive trend in growth performance in nineties it has not

been consistent. 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.



(cxix)

However, the final figure indicated increase of 1.28%in growth. The provisional figure for 2003-04 show a decline of 4%. The dismal performance could be attributed to decline in crop production coupled with low

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

to the decline in crop production.

Industry

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

recovery, compared to 2002 – 2003. Growth rate of manufacturing sector (NSD) of Kerala for the year 2004-2005 is estimated at constant price is –2.23%. Negative growth was recorded in several items like cotton

textile, wool, silk, manmade fabric, chemicals, non metallic, mineral products, basic metals, alloy industries,

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

Performance in the industrial export recorded a positive growth of around 9% in 2003-2004.The major

exported commodities are Cashew, Marine products, spices, coir and its products, coffee, tea etc.

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

Bauxite, Silica sand, Lignite, Lime shell, Granite etc. However, only Heavy Mineral Sand and China Clay

contributes more than 90% of total value of mineral production in the state.

Projected Traffic Growth

The transport demand elasticity coefficients, were generated while considering 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 data are presented in Tables 4.18

Table 4.18: Transport Demand Elasticity Coefficient based on NSDP in Kerala

Mode Year

2007 2012 2017 2022 Beyond 2022

Cars 1.20 1.35 1.22 1.10 0.99

Buses 1.50 1.67 1.50 1.35 1.22

Trucks 0.80 0.86 0.77 0.70 0.63

Motorized two wheelers 1.80 1.97 1.77 1.59 1.43

3 wheeler 1.10 1.26 1.19 1.02 0.92

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

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

Where:

P = annual population growth rate

I = annual per-capita income growth rate

E = elasticity coefficient.

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

combined and averaged before applying the elasticity coefficient to obtain the growth rate.

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

trade and commerce, fuel consumption 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

Traffic

(cxx)

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 Tables 4.19.

Table 4.19: Traffic Growth Rates Based on Elasticity of Transport Demand

Mode

Year

2007-

2011

2012-

2016

2017-

2021

2022-

2026

2027-

2031

Beyond

2031

Scenario-1: Projected Most Probable Traffic Growth Rate

Cars 7.1 7.8 7.0 6.3 5.7 5.7

Buses 5.9 6.6 7 6.3 5.3 4.7

Trucks 4.5 4.9 4.5 4.0 3.6 3.6

Motorised Two-wheelers 6.4 7 7.2 6.1 5.3 5.1

3 wheeler 8.7 9.5 9.9 8.7 7.7 7.4

Scenario-2: Projected Pessimistic Traffic Growth Rate

Cars 6.4 7.0 6.3 5.7 5.1 5.1

Buses 5.3 5.9 6.3 5.7 4.8 4.2

Trucks 4.0 4.5 4.0 3.6 3.2 3.2

Motorised Two-wheelers 5.8 6.3 6.5 5.5 4.8 4.6

3 wheeler 7.8 8.6 8.9 7.8 6.9 6.6

Scenario-3: Projected Optimistic Traffic Growth Rate

Cars 7.8 8.6 7.7 6.9 6.2 6.2

Buses 6.5 7.3 7.7 6.9 5.8 5.2

Trucks 4.9 5.4 4.9 4.4 4.0 4.0

Motorised Two-wheelers 7 7.7 7.9 6.7 5.8 5.6

3 wheeler 9.6 10.5 10.9 9.6 8.5 8.1

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

the guidelines of World Bank for the calculation of elasticity for different vehicles. The above growth rates have been used for the economic evaluation of the project road.

Traffic Growth Rate of 5% for BOT projects. The project road is on BOT basis the traffic projection has also

been done on 5% traffic growth on per practice of NHAI.

4.11 TRAFFIC PROJECTIONS

Traffic projection exercise for the Project road for the appraisal period, i.e. 2021-31, consists of projecting the

current AADT (2006) to future years by using year-to-year growth rates, generated and divertible traffic.

Normal Traffic

Growth rates related to vehicles have been derived earlier in Section following different approaches, namely:

Growth rates of vehicle population in Kerala

Traffic growth rate related to the likely future national NSDP growth



(cxxi)

Vehicle Registration

Based on the growth rate processed in Table 4.17, the traffic projections have been computed.

Elasticity of Transport Demand

Forecast has been done for all the scenarios given.

The Traffic growth rate based on elasticity of transport demand for most probable scenario has been adopted for the project road.

Diverted Traffic

Diverted traffic refers to the traffic likely to come from other alternative roads to the Project road in view of savings in VOCs,

time, etc. after the improvement.

Generated Traffic

As the Project road connects Major districts, up-gradation of the project road will be a big boost to the region

and the trip rate will increase in the area. The Consultants on the conservative side have assumed about 10 %

generated traffic.

Traffic Projection on Road Sections

Considering the base year traffic (2006), and the proposed growth rates, and generated and diverted traffic, the traffic projections exercise has been carried out for the entire project appraisal period. The results of the traffic

projections (2006-2036) for all the road sections in PCUs are summarized in Table 4.20.

Table 4.20: Projected Traffic for Road Sections in PCUs

(Based on Most Probable Traffic Growth Rate)

Year

Km 149

to 159.2

Km 159.2

to 188

Km 188 to

239

Km 239 to

260.2

Km 260.2

to 290

Km 290 to

320

2006 28154 17189 19814 30791 16522 16128

2007 29901 18224 21040 32746 17561 17136

2008 31753 19325 22344 34826 18674 18210

2009 33731 20493 23734 37049 19855 19356

2010 35838 21740 25211 39420 21116 20578

2011 38078 23065 26791 41946 22459 21879

2012 40707 24610 28640 44908 24028 23404

2013 43526 26267 30623 48086 25719 25039

2014 46553 28040 32758 51508 27527 26788

2015 49786 29933 35041 55174 29463 28666

2016 53260 31957 37491 59114 31546 30680

2017 57010 34096 40082 63357 33728 32807

2018 61038 36378 42868 67915 36070 35090

2019 65371 38820 45852 72821 38576 37537

2020 70035 41432 49055 78106 41261 40162

Traffic

(cxxii)

Year

Km 149

to 159.2

Km 159.2

to 188

Km 188 to

239

Km 239 to

260.2

Km 260.2

to 290

Km 290 to

320

2021 75046 44232 52492 83784 44143 42976

2022 79743 46889 55766 89185 46875 45654

2023 84737 49716 59250 94953 49782 48500

2024 90064 52720 62967 101111 52869 51539

2025 95742 55904 66926 107686 56156 54772

2026 101792 59298 71146 114709 59660 58214

2027 107427 62451 75097 121271 62934 61434

2028 113383 65777 79277 128232 66392 64841

2029 119693 69291 83698 135604 70046 68444

2030 126364 72993 88377 143428 73906 72254

2031 133425 76908 93332 151719 77993 76290

2032 140520 80838 98344 160078 82138 80376

2033 148009 84982 103637 168920 86507 84686

2034 155912 89345 109232 178284 91123 89238

2035 164263 93940 115140 188183 95991 94048

2036 173081 98782 121382 198663 101134 99131

TABLE 4.20 (A) PROJECTED TRAFFIC ON 5% TRAFFIC GROWTH FOR ROAD SECTION IN PCUS.

Year

Link1-KM 151 Link-2

Km 188

Link-3

km 237 Link-4 km 250

Link-5

km 290

Link-6

km 318

Total

PCUs

By pass

PCUs

Total

PCUs

Total

PCUs

Total

PCUs

By pass

PCUs

Total

PCUs

Total

PCUs

2006 28154 16793 17189 19814 30791 18368 16522 16128

2007 29558 17735 18046 20795 32315 19389 17352 16931

2008 31031 18619 18945 21823 33915 20349 18212 17782

2009 32574 19544 19891 22902 35596 21358 19125 18667

2010 34201 20521 20889 24040 37361 22417 20079 19602

2011 35905 21543 21929 25227 39216 23530 21087 20578

2012 37697 22618 23027 26479 41158 24695 22139 21607

2013 39571 23743 24170 27788 43203 25922 23249 22689

2014 41546 24928 25381 29166 45346 27208 24413 23819

2015 43620 26172 26647 30618 47598 28559 25630 25012

2016 45792 27475 27980 32139 49958 29975 26914 26258



(cxxiii)

Year

Link1-KM 151 Link-2

Km 188

Link-3

km 237 Link-4 km 250

Link-5

km 290

Link-6

km 318

Total

PCUs

By pass

PCUs

Total

PCUs

Total

PCUs

Total

PCUs

By pass

PCUs

Total

PCUs

Total

PCUs

2017 48118 28871 29374 33739 52435 31461 28259 27572

2018 50565 30339 30847 35407 55043 33026 29673 28946

2019 53141 31885 32385 37171 57778 34667 31156 30399

2020 55860 33516 34004 39018 60653 36392 32710 31915

2021 58727 35236 35705 40961 63669 38201 34350 33508

2022 61647 36988 37487 42998 66838 40102 36071 35186

2023 64711 38827 39366 45138 70159 42095 37870 36945

2024 67933 40759 41330 47385 73651 44191 39761 38788

2025 71313 42788 43397 49742 77315 46389 41752 40726

2026 74858 44914 45561 52220 81160 48696 43841 42763

2027 78584 47150 47840 54820 85202 51121 46034 44900

2028 82492 49495 50225 57548 89442 53665 48334 47144

2029 86604 51962 52737 60416 93891 56335 50750 49505

2030 90909 54545 55374 63426 98572 59143 53290 51980

2031 95437 57262 58141 66589 103481 62089 55952 54574

2032 100189 60113 61046 69905 108641 65185 58750 57303

2033 105177 63106 64099 73391 114050 68430 61687 60167

2034 110414 66248 67300 77052 119735 71841 64772 63171

2035 115916 69549 70662 80894 125695 75417 68009 66334

2036 121690 73014 74199 84927 131960 79176 71411 69647

4.12 CAPACITY ANALYSIS

Capacity Analysis for project road section is carried out to define the level of service (LOS) offer by road

under the prevailing roadway & traffic condition.

Table 4.21 shows the estimated capacities for various peak hour factors as per road user cost study report.

Table 4.21: Carriageway Capacities in (PCUs/Day) as per

Road User Cost Study (MORTH)

PHF

Two Lane Earthen Two Lane Paved IRC 64-1990 Suggested*

Capacity D.S.V Capacity D.S.V D.S.V.

Earthen

D.S.V.

Paved

D.S.V.

Earthen

D.S.V.

Paved

a) Carriageway Capacities in (PCUs/Day) for 2-lane Road

10 25000 12500 30000 15000 15000 17250 15000 17250

8 31250 16000 37500 18750 - - - -

7 35700 17850 42840 21420 - - 19000 23000

Traffic

(cxxiv)

PHF

Two Lane Earthen Two Lane Paved IRC 64-1990 Suggested*

Capacity D.S.V Capacity D.S.V D.S.V.

Earthen

D.S.V.

Paved

D.S.V.

Earthen

D.S.V.

Paved

6 41650 20825 49980 24990 - -

5.5 45450 22725 54540 27270 - - 23500 28500

5 50000 25000 60000 30000 - - - -

b) Carriageway Capacities in (PCUs/day) for Four Lane Road

10 80000 40000 93000 46000 35000 40000 35000 40000

8 100000 50000 116250 62500 - - - -

6 133280 66640 166600 83300 - - - -

5.5 145440 72720 181800 90900 - - 75000 90000

5 160000 80000 200000 100000 - - - -

* Road User Cost Study (MORTH)

At present the peak hour factor (PHF) on the project stretch is between 6 to 7%

(Refer Table 4.3), therefore for the future capacity analysis 7% has been adopted. From

the Table 4.21 Design Service Volume for four lane paved shoulders with afore

mentioned peak hour factor is between 75,000 PCUs/Day, based on this Capacity analysis has been carried out for all the sections.

Within next thirty Years (2006-2036) at which year traffic crosses LOS ‘B’ for various road sections with &

without improvement are presented in Table 4.22(a) for traffic growth as per most probable traffic growth

rate Table 4.22(b) represent LOS on the basis of 5% traffic growth.

Table 4.22 (a): Year by Which LOS ‘B’ Terminates (Most Probable Growth Rate)

Links Chainage (Km) / Section Year by Which Two lane

Capacity Terminates

Year by Which

Four lane (Paved

Shoulders)

Capacity

Terminates

1*. 149-159.2

Valapattanam- Matanoor Junction

Already exceeded Two lane

Paved Shoulder capacity 2022*

2. 159.2-188

Matanoor Junction-Mahe


Paved Shoulder capacity 2030

3. 188-237

Mahe-Puthianarath



4*.

239 -262

Puthianarath- Ramanattukara



*

5. 262-290

Ramanattukara- Kottkal 2007 2030

6. 290-318

Kottakal-Kuttipuram 2007 2030

* This Link Cater Local and Bypass Traffic.

In Table 4.22 (a) the capacity analysis of various road sections shows that, four sections of the total stretch

would cater the traffic with LOS “B” until 2030. Two sections (link 1*& link 4*), which fall within Kannur



(cxxv)

and Calicut city limits would cross the required Level of Service by year 2022, and 2020. Table 4.22(b) shown that LOS ‘B’ lasts beyond year 2033 in all sections.

From O-D Survey data analysis 35% of the total traffic at Kannur and 30 % of the traffic at Calicut would

bypass. In this project Kannur bypass is proposed and Calicut By pass construction would be completed soon.

Hence, major traffic would bypass on link 1* and Link 4* and it will reduce the traffic to the level of other

project stretch links making it uniform with respect to traffic flow. So LOS “B” would be maintained on link 1& 4 until year 2028.

Table 4.22 (b) Capacity Analysis of Projected Traffic (5% G. Rate) for LOS “B”

Links Chainage (Km) Section

Year by Which Two

lane Capacity

Terminates

Year by Which

Four lane (Paved

Shoulders) LOS

"B" Terminates

for PHF 10%

Year by Which

Four lane (Paved

Shoulders) LOS

"B" Terminates for

PHF 7%

1

149-159.20 Already exceeded Two lane Paved

Shoulder capacity

2024 2036 Valapattanam- Matanoor

Junction

2 159.2-188 Already exceeded

Two lane Paved

Shoulder capacity

2023 2036 Matanoor Junction-Mahe

3 188-237 Already exceeded

Two lane Paved

Shoulder capacity

2021 2033 Mahe-Puthianarath

4

239 -262 Already exceeded Two lane Paved

Shoulder capacity

2022 2035 Puthianarath- Ramanattukara

5 262-290

2007 2025 Beyond 2036 Ramanattukara- Kottkal

6 290-318

2007 2025 Beyond 2036 Kottakal-Kuttipuram

4.13 DESIGN OF MAJOR JUNCTIONS

There are fifteen important junctions on the project stretch. The base year (2006) flows at all junctions are

factored by the projected growth corresponding to the trips. The peak hour flows in the base year 2006 and the

predicted peak hour flows in the year 2021 and 2031 for all major junctions are illustrated in Table 4.23.

Table 4.23: Predicted Peak Hour Flows at all Major Junctions

Sl. No. Chainage

(km)

Name of

Intersection

Peak Hour Flows including all the

Arms (PCUs)

2006 2021 2031

TMC-1 149.00 Papanserry 1355 4134 7888

TMC-2 159.00 Melachova 3218 9962 19079

TMC-3 168.00 Edakkad 953 2897 5508

TMC-4 177.00 Talsherry 2417 7552 14522

TMC-5 184.00 Mahe 1732 5279 10067

TMC-6 195.50 Edicherry 1562 4667 8721

Traffic

(cxxvi)

Sl. No. Chainage

(km)

Name of

Intersection

Peak Hour Flows including all the

Arms (PCUs)

TMC-7 199.90 Vadakara 2610 8374 16578

TMC-8 222.00 Koyalandi 2263 6941 13270

TMC-9 239.00 Pavangad 1946 6629 13400

TMC-10 244.00 Nadakkav 4209 13962 27711

TMC-11 252.00 MeenChanda 2575 8501 16973

TMC-12 260.00 Ramanattukara 2346 7390 14358

TMC-13 290.00 Kotakkal 2310 6847 12795

TMC-14 310.00 Valenchery 3739 14925 27564

TMC-15 317.50 Kuttipuram 1566 5017 9779

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 PCU/hr. and otherwise the need for such facilities

could be kept in view for future consideration/construction. An interchange may be justified when an at-grade

intersection fails to handle the volume of traffic resulting in serious congestion and frequent choking of the

intersection. This situation may arise when the total traffic of all the arms of the intersection is in excess of 10,000 PCU/hr. Based on the peak hour flow the at-grade junctions will be designed as per MOSRT &H

standards.

Intersections at km 149, 159, 168, 177, 184, 290, 310, 317.5 are under city and town limits where bypasses are

proposed; hence, these intersections would be maintained as at-grade intersections. Grade separators are

proposed wherever National Highways crossing National Highways and State Highways, they are at km 200, 222, 239, 244, 252, 260. The types of intersections proposed are given in Table 4.24.

Table 4.24: Proposed Design of Intersections

Sl. No. Chainage

(Km)

Name of

Intersection

Suggested Design of

Intersections Remarks

TMC-1 149.00 Papanserry At-Grade Bypassed

TMC-2 159.00 Melachova At-Grade Bypassed

TMC-3 168.00 Edakkad At-Grade Bypassed

TMC-4 177.00 Talsherry At-Grade By passed

TMC-5 184.00 Mahe At-Grade By passed

TMC-6 195.50 Edicherry At-Grade -

TMC-7 200.00 Vadakara Grade Separator State Highway

TMC-8 222.00 Koyalandi At-Grade Bypassed

TMC-9 239.00 Pavangad Grade Separator State Highway

TMC-10 244.00 Nadakkav Grade Separator on

Bypass

NH-212

TMC-11 252.00 MeenChanda At-Grade By passed

TMC-12 260.00 Ramanattukara Grade Separator on

Bypass

NH-213

TMC-13 290.00 Kotakkal At-Grade Bypassed

TMC-14 310.00 Valenchery At-Grade Bypassed



(cxxvii)

Sl. No. Chainage

(Km)

Name of

Intersection

Suggested Design of

Intersections Remarks

TMC-15 317.50 Kuttipuram At-Grade -

• • •

5. PRELIMINARY ENVIRONMENTAL IMPACT ASSESSMENT

5.1 INTRODUCTION

Good surface connectivity is important for all developing countries to ensure a reasonable rate of economic

growth as well as to bring down the existing imbalance in the stages of economic development amongst

different regions of the vast country like India. The need for faster growth in the economic and social sectors

has propelled the Government of India to invest liberally in infrastructure development program and

strengthening the road network of the country has got a focus. There is a realization that improved

connectivity goes a long way in integrating the markets in the country and providing a level playing field for

the manufacturers and producers located in different regions.

The present project covers the stretch of the NH 17 between Kannur and Kuttipuram. The project road starts

off at km148.000 in Kannur district and terminates at Kuttipuram

(km 318.00) in the district of Mallapuram. It traverses through four districts like Kannur, Mahe, Kozhikode

and Mallapuram. Mahe is in Pondicherry while the other three districts are in Kerala. The noteworthy feature

of the project road is the fact that this dates back to the colonial days.

The project road has been divided into two Packages -

Package-I (km 148.000 to km 230.000)

Package-II (km 230.000 to km 318.000)

The environment clearance is done by the competent authority for the entire project not as per construction

packages and therefore the environmental study has been described for the entire project.

5.2 DESCRIPTION OF THE PROJECT

The project starts off from Valapattanam bridge at 148.000km in Kannur district and after traversing through

the districts of Mahe, Kozhikode, terminates at Kuttipuram in the district of Mallapuram. The project passes

through the settlements of Kannur, Edakkad, Thalassery, Mahe, Vadakara, Koilandy, Thiruvangoor, Kozhikode, Feroke, Rananthkara, Irumpu Chola, Kottakkal, Vattapara, Valancherry and Kuttipuram.

The existing right of way varies between 8.70m and 40.30m. the road in general has 2-lane carriageways with paved shoulders as well as earthen shoulder and the total carriageway ranges

between 5.00m and 10m.

The road has nine railway crossings of which 4 have ROBs and 3 others are under construction. Other two

crossings have level crossing. In the improvement proposal of these 9 level crossing, 7 nos. are being avoided and one crossing is added. The two existing ones have ROBs and parallel ROBs are needed. The additional

crossing will require a 4 lane ROBs. The project road has 25 existing bridges of which 10 are major. 368

culverts dot the existing alignment.

Improvement proposals of the existing 2-lane road have the following features:

Strengthening of the existing 2-lane carriageway

Construction of two additional lane carriageway

Construction of new flexible pavement along the existing 2-lane carriageway

Construction of new 4-lane carriages for bypasses and realigned stretches

Traffic

(cxxviii)

Provision of service roads and medians

Construction of 2-additional lane bridges by the side of the existing bridges

Construction of 18 new bridges on the proposed bypasses

95 culverts have been proposed to be retained and extended; 262 new culverts will be constructed on the

stretches of the bypasses and existing road stretches on entire project road and 315 nos. H. P. culverts

have been provided on junctions.

To avoid congested settlements 6 bypasses have been proposed and these are Kannur, Thalassery-Mahe,

Koilandy, Kozhikode, Kottakkal, and Valanchery

Road side amenities like bus shelters. Trauma and first-aid centers, food plazas and break journey points have

been provided

10 pedestrian underpasses and 25 pedestrian cum vehicular underpasses will be put in place with facilities for

use by physically handicapped persons and one overpass.

5.3 METHODOLOGY

Environmental Impact Assessment is the process in which environmental factors are integrated into the

project planning and decision-making so as to achieve ecologically sustainable development. Best practice

EIA tries to identify environmental risks, lessens conflict by community participation, and minimizes adverse

environmental effects. This has to consider all environmental parameters that are likely to be impacted by a

project. Such parameters may be bio-physical, socio-economical or cultural. The entire exercise goes through the stages of screening, scoping, baseline survey, analysis of alternatives, identification and assessment of

impacts. Suggesting mitigation measures for mitigation of adverse impacts at different stages of the project

like the design phase, construction phase and the operation phase through development of EMP is also a part of this process. The EMP also recommends enhancement measures in specific areas.

The Environmental Monitoring Program has been developed to monitor implementation of mitigation measures on ground and provides detailed time schedule and duration of monitoring measures. A budget also

has been developed to take care of the costs of mitigation, enhancement and monitoring of environmental

parameters.

The consultation process established for the project has employed a range of formal and informal

consultative tools including interview survey, Focus Group Discussions (FGDs), on-site consultation

and meetings. The enactment of the participation and consultations with the stakeholders was done

at various levels throughout the project preparation stage. District Level consultation was carried out

involving the officers of the Forest Department, Agriculture Department, the State Pollution Control

Board, Irrigation and Waterways Department etc Village level consultations were held in rural,

suburban and urban areas along the corridor of impact of the project road to inform people about the

purpose and preliminary design of the project. Such consultations provided a means to get the

opinion of the people and their issues of concern. Village/local level consultations were held at

different locations. The consultation sessions have been proposed to be continued during the

implementation and monitoring stages of the project.

5.4 REGULATORY FRAMEWORK

The proposed rehabilitation and up gradation of the NH17 between km 180.00 at Kannur and

km318.00 at Kuttipuram has the following features:

The land acquisition along the existing alignment and 6 proposed bypasses is substantial.

Small stretches of the road pass through municipalities and rural areas included in CRZII and CRZ

III in the notification on Coastal Regulation Zones of Kerala

The construction of bridges on rivers and backwaters may impact some mangrove vegetation along

such water bodies

In this context, the project will require environment clearance from the MOEF, GOI. The procedure

will involve conduction of public hearing by the State Pollution Control Board of the State

Government of Kerala. The road being located in the coastal region of the state, the State Pollution

Control Board may like to have a CRZ clearance report from the Coastal Management Authority of

the State. This Authority will require a CRZ status report from one of their approved agencies for

issue of the clearance as applied for by the Proponent.



(cxxix)

Tree felling will require the prior approval of the Department of Forests. Prior to grant of such

permission a joint verification of trees between the proponent organization and the Department of

Forests is a requirement. Compensatory plantation has to be undertaken as per proposal drawn up by

the State Forest Department.

5.5 ENVIRONMENTAL SETTING

5.5.1 Physical Resources

Rainfall

The region receives rainfall during the southwest monsoon that sets in the first week of June and

extends till September. The North-East monsoon prevails during the period of mid-October to

November. Kannur, Kozhikode districts receive annual average rainfall of 3438mm and 3266mm;

Mahe and Mallapuram receive annual rainfall of 3387 mm and 2900mm respectively.

Temperature

The region has an oppressive hot season extending between March and May. The mean daily

maximum temperature is about 35 degree Celsius. A low temperature of about 20 degree Celsius

prevail for some days during the months of December and January.

Humidity

Humidity in the study area is generally high. The relative humidity varies between 77% to 94% in

Kannur and 73% to 94% in Kozhikode. During the drier period of December-March the relative

humidity varies between 70% and 75%.

Windspeed

Wind direction changes from North-East in the hours of the morning to west in the afternoon. During

the South-West monsoon between June and September the wind blows predominantly in the south-

west. Average wind speed in Kannur varies between 2.1 km and 3.3 km per hour.

Topography

The topography of the entire section of the project corridor is open, plain in general and rolling in

stretches. The sandy coastal lowlands are comparatively narrow.

Geology, Rocks and Soil

Geological rock formations include a variety ranging from the Archeans to the recent. Archeans

occupy the midland and highland regions of the district having representations of rock-types like

charnockites, and hornblende- biotite gneiss. laterite, alluvium, lime shells, lignified woods etc cover

the remaining portion of the coastal area.

Soils in the area of influence are represented by redsoil, coastal alluvial soil, riverine alluvial soil,

acidic saline soil and black soil.

Water resources

The project corridor is rich in water resources. Rivers, backwaters, canals and other water bodies

occur in the project corridor.5 major rivers include the Valapattanam river, the Kattampally, Koyar,

Parapuzzah and Bharatpuzzah. Morad backwaters also come in the corridor. 12 irrigation canals are

present along the road. Other streams coming along the project include Anjarkandi, Dharmadam,

Eranjolipuzah, Kuttiary , Kallai, Arapuzah and Kadalundipuzah. All these rivers and streams

originate from the western slopes of the Western Ghats and flow westwards into the Arabian Sea.

Water Quality

Traffic

(cxxx)

Six locations have been selected for monitoring of water quality and these include locations for both

surface and ground water. Surface water locations include river waters and backwaters. People

consulted generally did not have any complaints about water quality. But they were not sure about

the quality of backwaters.

Air Quality

Air quality will be monitored at six selected locations in the complete section packages-I & II. The

monitoring stations are to be representative of rural, commercial and residential areas. People

consulted felt that that air quality along the road stretch is generally good.

Noise quality

Six locations have been fixed for noise level monitoring and these included samples from

residential, rural and commercial areas. People perceive that noise quality has problems in

settlement and commercial areas particularly during the hours of the day.

5.5.2 Ecological Resources

Flora

The major ecological component in the project corridor is represented by the roadside vegetation all

along the stretch varying in densities and composition. The girth class distribution also indicates that

there is considerable difference in distribution of age classes. These are primarily broad-leaved

species and include Cocos nucifera, Areca catechu, Anacardium occidentale, Acacia

auriculiformes, Tamarindus indica, Cassia spp., Delonix regia,Terminalia catappa, Azadirachta

indica, Swietenia spp. Artocarpus integrifolia etc. This vegetation not only provides shade but also

provide fruits, flowers, fuelwood and small timber for the roadside communities.

The corridor along the proposed bypasses has a much larger number of trees most of which are fruit-

bearing and these include Cocos nucifera, Areca catechu, Artocarpus integrifolia, and Mangifera

indica. Some mangrove vegetation occurs along the banks of backwaters and major rivers. Mangrove

vegetation has representation of species like Avicennia spp., Sonneratia spp. and Rhizophora spp.

The Institute of Ocean Management has identified some ecologically important mangrove areas in

Kannur of these three such areas at Dharmadam- Edakkad, Dharmadam Puzha& Anjrakandipuzah

and Valapattanam estuary come within the indirect area area of influence. These mangrove

vegetation have species like Avicennia marina, Rhizophora mucronata, Excoecaria agallocha,

Acrostichum aureum, Acanthus illicifolius and Cerebra manghas.

The aquatic flora of the different water bodies in the project area of influence is represented by a

variety of floating, emergent, marginal and submerged vegetation. Phytoplanktons are represented by

blue green algae, green algae, diatoms, dinoflagellates etc.

Some reserved forests/ vested forests of Kannur Forest Division will fall in the indirect area of

influence of the project.

Fauna

Fish resources of the variety of water bodies constitute the major fauna of the project area of

influence. The Arabian sea, brackish water bodies and fresh water rivers have distinct assemblages of

fishes. Fish fauna of the backwaters and fresh water include Oil sardines, Sole, Silverbellies, Catfish,

Seer, Mackaeral, Pomphret, Ribbonfish, Skates, Whalebait, Chirocentrus, prawns etc. Some of the

dominant fishes recorde in the mangrove areas are of Mugil cephalus, Mugil cunn parsia, Lates

calcarifer, Chanos chanos Etroplus suratensis, Tachysurs spp. etc.

Common wetland birds and birds of the rural, semi-urban and urban areas are also components of the

faunal assemblage. Snakes, rodents, frogs , mongooses, civets etc are also found along the project

corridor.

5.5.3 Cultural, Historical and Archaeological Resources



(cxxxi)

Some important historical and archaeological resources occur in the project area of influence. These include Arakkal Museum in

Kannur town, Kunhalli Maraikkar Memorial near km 203.00 located 3 km away from the project road. Kappad beach in

Kozhikode. It has a memorial erected to mark the landing of Vasco-de-gama in 1498. Kadampuzzah temple located 2km away

from the project road near km 302.70 is an important cultural resource for the local community. Thalassery Fort is located 150

metres away from the existing alignment at Thalassery town.

Approximately 83 religious structures like temples, mosques and churches come along the project

road.

5.6 PUBLIC CONSULTATION

The importance of early communication with the stakeholders during environmental assessment can

hardly be overemphasized. The stakeholders can provide pools of information into the process,

regarding concerns to be recognized, considered or to be reflected. In this context, public

consultation was carried out during the study period as an integral part of environmental assessment

process to assess the people’s reaction to the proposed project, and to solicit views of stakeholders,

which could be incorporated in the project design. Such consultation was also intended to generate a

sense of belonging and involvement amongst the stakeholders.

Public consultation revealed that the communities use the road extensively for a variety of purpose. So local

people in the immediate neighborhood have an interest in widening of the road but they had some reservation

in case this results in excessive dislocation of people and properties.. One of the major decisions taken from

consultations was to avoid some congested settlements by bypasses. Other issues like compensation, drainage

problem, safety, impact on roadside vegetation, compensatory plantations and impact water bodies etc. raised

by people during consultations have been taken into consideration while devising mitigation measures.

5.7 ANALYSIS OF ALTERNATIVES

There has been a conscious decision to stick to the existing alignment wherever possible causing minimal

social concern while undertaking the proposed rehabilitation and upgradation work. To reduce damages to

roadside vegetation and to keep down the level of dislocation of people and properties the option of concentric and eccentric widening was exercised all along the alignment. Six bypasses have been proposed to avoid

congested settlements and areas prone to accidents. The proposed bypasses have been aligned involving

minimal dislocation of assets and properties. Analysis of alternatives for the existing alignment has been

carried out qualitatively for scenarios ‘With the project’ and ‘Without the project’. Analysis of alternatives

has also been done for bypasses.

5.8 ASSESSMENT OF ENVIRONMENTAL IMPACTS

5.8.1 Land and Physiography

The road stretch passes through an open, plain and rolling topography. The land acquisition also has been kept

at minimum on the existing alignment Substantial land acquisition is involved in six bypasses. There will be

no high embankments except at bridge approach locations. The borrow pits will be restored before decommissioning. The identified quarries will however be poorer in resources after meeting the requirement

of aggregates and broken metals of different specification. Thus there will be only low level impact on land and physiograhy. Whatever be the level of impact, such impacts will be permanent and irreversible.

5.8.2 Climate

No major impact on any of the climatic parameters is anticipated. There may however be minor temperature

changes in stretches wherefrom dense roadside vegetation will get removed. This will be local and felt by people living close by, pedestrians and slow-moving traffic using these stretches. The removal of a very large

number of trees from the areas through which the bypasses have been aligned will also impact microclimate. This impact will be mid-term, and reversible.

5.8.3 Air, and Noise Quality

Air quality will surely be impacted during the pre-construction and the construction phase. SPM and RPM will be a major concern particularly in areas of congested settlements and busy junctions. This is likely to

worsen during the construction phase and this is attributable to operation of the construction machinery and

Traffic

(cxxxii)

the vehicular traffic. Some congested towns have been bypassed. These locations will get relief from high

noise level. Some sensitive receptors will require to be protected from disturbing noise level through provision

of temporary improvised sound barriers or permanent sound barriers. Impacts of air pollution along most of

the stretch of the proposed road will be moderate to low because the project road traverses a region close to

the sea. Air quality and noise quality are likely to improve during the initial years of commissioning of the road because of larger paved surfaces and smoother riding quality resulting in less fuel consumption of the

vehicular traffic. This amelioration may however be negated over the years through neglect of road

maintenance and rise in traffic density. Noise level attenuation may also be achieved through successful establishment of compensatory plantation along the project corridor over a much larger area in a few years

after decommissioning.

5.8.4 Water Resources

The project corridor is rich in water resources. A number of bridges have also has been proposed bypasses.

Additional two-lane bridges have been proposed along the existing bridges The road drainage through construction of appropriately designed cross-drainage structures and lined longitudinal drains Will be put in

place to take care of storm water. The turbidity of water bodies in some stretches may be affected though the

increased sedimentation/siltation arising out of loosened soil because of tree removal, clearing/grubbing of

vegetation in construction camps, stockyards etc. Careless disposal of wastes for construction camps may also

add to the pollutant load of such water bodies. Release of construction materials like cement concrete, paints etc may have significant local impact on water bodies where construction will be taken up. This impact on

aquatic flora and fauna can be attributed to increased alkalinity, turbidity and addition of heavy metals.

Accidental spills of petroleum products and other hazardous wastes may also impact the water bodies

adversely. Depending upon the causative factor, such impacts will be low to high. Temporally and spatially

the impacts will largely be local and short term. All such impacts shall be reversible.

5.8.5 Flora and Fauna

The road stretch has strip plantation all along the stretch. In stretches of existing alignment, the roadside

plantation is of varying density such plantations have a reasonable mix of a variety of species. Trees of

different girth classes will be impacted by the project execution. Approximately 6031 trees will be impacted

through widening along the existing alignment. The construction of proposed 6 bypasses will impact a large

number of trees. A rapid enumeration of trees indicated that approximately 74628 trees are likely to be

impacted. This is perceived as loss by the roadside communities and a great loss by the communities coming

along the bypasses. The removal of roadside vegetation may impact some climatic parameters at micro level

as brought out earlier. The communities feel that usufructs like fruits, fuelwood, small timber will also cease

to flow to the beneficiaries. The slow moving traffic and pedestrians will miss the comforting shade

particularly during summer. The common birds using this vegetation for perching and nesting will have to

look for new areas. But such impacts will be felt almost all along the stretch. Temporally and directionally

such impacts will be midterm and reversible.

Water resources are rich in flora and fauna. Phytoplanktons, zooplanktons and fish resources may be impacted

adversely through increased turbidity and alkalinity as described earlier. Spatially, temporally and

directionally such impacts will be local, short term and reversible.

5.8.6 Archaeological, Historical and Cultural Resources

No archaeological or historical resources will be impacted. Out of 83 religious structures located in the

immediate corridor of impact, 52 religious structures are likely to get impacted.

5.9 MITIGATION MEASURES

Mitigation measures suggested against specific environmental impacts are presented below in a tabular form for

different stages like the design, construction and the operation.

Design Phase Measures – General

Impacts Mitigation Measures

Land Acquisition RoW has been kept minimum as 45 m along the existing road

and at Bypasses. 195.55 ha of land will be acquired for

widening along the existing alignment and 179.70ha of land

will be required for 6 bypasses



(cxxxiii)


Major Displacement

To avoid displacement, six bypasses have been proposed at

Kannur, Thalassery-Mahe, Koilandy, Kozhikode, Kottakkal,

Valanchery.

Removal of Trees

Alignment design considered to reduce the number of trees to

be impacted through adoption of appropriate widening options.

Impact on public utilities

e.g. community wells etc.

Some public utilities like drinking water wells will be

impacted. All such utilities shall be shifted in consultation

with the communities before the starting of construction work.

Impact on Cultural Sites Widening along the existing alignment has been finalized

considering minimum damage to religious structures of

different communities

Access Restriction Vehicular and pedestrian underpasses provided; proper

signposts for people have been included in the design. Service

roads have been provided in congested locations. Medians will

be provided to segregate traffic

Borrow pits Locations selected considering minimum loss of productive

land and feasibility of restoration to productive use.

Air and noise quality Provision of by-pass will save congested settlement at Kannur,

Thallessery-Mahe, Kozhikode, Kottakal-Edarkode and

Valanchery. This will give relief from increased levels of

pollutants; such location will get respite from disturbing noise

level; sensitive receptors will be provided with noise barriers in

the form of green belt or walls.

Drainage Lined drains and adequate number cross-drainage structures

proposed on the existing alignment and proposed bypasses to

prevent water-logging and flooding.

Construction Phase: Land Environment


Soil Erosion Proper planning for slope stabilization, topsoil storage,

plantation and turfing on slopes.

Loss of topsoil Arable lands will be avoided for earth borrowing. If

needed, topsoil will be separated and stockpiled after excavation for reuse in restoration of borrow pits and

median plantations

Borrowing of fill materials Excavation from pre-selected locations. After excavation, the

borrow pits will be dressed to match with the surround. In

specific cases borrow pits can be excavated in consultation

with local people to use those pits as water harvesting points or

surface storages for pisci-culture. Some borrow-pits could be

enhanced as rural recreation sites in consultation with

communities

Disposal of Construction

waste

Controlled and organized dumping of construction waste. Only

pre-selected locations conforming to local environmental

regulations will be used.

Disposal of human waste

by construction workers.

Specific landfill sites will be identified to manage solid waste

generated from habitation of construction workers.

Traffic

(cxxxiv)

Construction Phase : Air & Noise Pollution Control

Impact Measures

Generation of Dust Water will be sprayed during construction phase, in earth

handling sites, asphalt mixing sites and other excavation areas

for suppression of dust.

Dust emission from piles of excavated material should

also be controlled by spraying water on the piles.

Special care should be taken when working near schools and medical facilities.

Dust emission is a high-risk problem in the stone crushing

activities. Workers are exposed to high level of dust

pollution. It will be responsibility of the project proponent

to ensure that stone crushers supplying materials for this

project implement air pollution control and workers are

provided with masks. Stone crushing units should meet the

requirements under Environment (Protection) Rules, 1986.

Gaseous Pollution Vehicles and machineries will be regularly maintained to

conform to the emission standards stipulated under Environment

(Protection), Rules 1986.

Asphalt mixing sites should be located at least 500 m

away from residential areas.

Workers working in asphalt mixing and subsequent

application of asphalt mix on road surface are exposed to high level of carcinogenic emission. These workers should

be provided with masks and it will be responsibility of the

supervising officers that the workers use the masks.

Noise Noise levels of machineries used shall conform to relevant

standards prescribed in Environment (Protection) Rules, 1986.

Workers shall not be exposed to noise level more than permitted

for industrial premises, i.e. 90 dBA (Leq) for 8 hours. Workers

exposed to high noise level should use ear plugs.

Construction work generating noise pollution near the

health facilities and residential areas should be stopped

during night.

Noise attenuation measures e.g. planting of trees, noise

attenuation structures to be erected as required.

Construction Phase: Protection of Water Resources


Siltation into water bodies Cofferdams or similar measures will be implemented during

construction on backwaters/ other water bodies.

Steep and erodible slopes will be vegetated to prevent erosion

that causes siltation.

No solid waste will be dumped near the water bodies or rivers.

Flooding due to siltation of

drainage channel

Excavated earth, and other construction materials should

be stored at safe distance to prevent washing out of such

materials



(cxxxv)


Water use for construction Water sources would be selected so that local availability is not affected. Local water bodies, tube wells, wells will

not be used. Borehole by contractors will be done with permission from State Ground Water Board. River water

also will be used for construction purposes.

Contamination from

wastes

All practical measures will be taken to prevent any

uncontrolled effluent discharge from construction workers

camps and storages to water sources. The campsites will

be provided with proper drainage and connected to local

disposal system wherever possible.

Contamination from fuel

and wastes

Vehicle maintenance will be carried out in a confined

area, away from water sources, and it will be ensured that used oil or lubricants are not disposed to watercourses.

Sanitation and Water use in Construction Camps

Construction camp will be organised in a planned manner. Workers shall be provided proper sanitation facilities

including toilets. Camps will have water supply facilities

like tube wells or from other sources so that local water sources are not affected.

Construction Phase: Tree Loss

IMPACTS MITIGATION MEASURES

Loss of Trees Trees will be removed only in phases depending on the

requirement of the construction. Trees identified as snags will

be protected if not unavoidable. Fruit bearing trees will be

removed only after mature fruits have been harvested by the

beneficiaries. As per the guidelines of the State Govt. the

number of trees planted will be ten times of the trees removed

and these will be raised in the form of strip and block

plantations depending on the availability of lands within the

project corridor. The compensatory plantation plan shall be

drawn up in consultation with the State Forest Department. For

tree removal from the lands acquired for construction of the

bypasses 2 trees will be planted for each tree removed. Species-

mix of such plantations will be decided in consultation with the

communities. Some flowering and fruit trees good for attracting

birds will also be used in such plantations. A mechanism of

usufruct sharing with identified beneficiaries will be built in to

ensure protection of the compensatory plantation proposed

along the project corridor.

Construction Phase: Fauna


Loss of habitat for

avifauna

Compensatory Plantation programme will be taken up.

Species–mix will provide for flowering and fruit trees.

Sediment flow will be kept at minimum level through a

mix of management measures during construction near

water bodies or construction of bridges in water

environment.

Traffic

(cxxxvi)


Impact on Wildlife There is no conservation site in the project corridor. The

local wild fauna include snakes, frogs, rodents etc. Water

bodies hold some resident wetland birds. Water bodies

both fresh and brackish water have rich fishery resources.

The construction camps have to be located away from this

site and awareness development camps will be organized

with the local stakeholders to ensure that there is no

hunting of wetland birds or unauthorized fishing in water bodies.

Construction Phase: Safety Measures


Information to Public Signs will be posted on road before commencement of

construction informing public and travelers about the

work program and safety provisions.

Restriction to Access Safe and convenient passage for vehicles, pedestrians and livestock to and from the side roads and property across

the road will be arranged during construction work

through of a proper traffic management plan for sections where work will be in progress.

Occupational Safety for

Construction Workers

Contractor will arrange all safety measures for workers as

per Factories Act

Occupational Safety for

Asphalt plant workers and

Crusher plant.

All workers employed on mixing asphaltic material,

cement, lime mortars, concrete etc., will be provided with

protective footwear and protective goggles. For crusher

workers masks will be provided. The contractor has to ensure supply of appropriate personnel protective

equipment taking into account the nature of work and the

worksite

Use of Explosive The Contractor shall at all times organize dissemination of

information in advance and obtain such permission as is

required from all Government Authorities, public bodies as necessary under the regulatory framework in force.

Construction Phase: Workers’ Camps

Issue Measures

Location Workers’ camps will be located away from water bodies,

schools, and residential areas.

Construction Camp will be constructed with proper accommodation

facilities, should look aesthetically good as this will be a

roadside feature during construction period

Water Contractor will arrange for potable water supply for the

workers so that local water sources are not disturbed.

Bore well for the camp will be suitable for this region.

Sanitation Workers’ camp will be provided with proper sanitation

facilities, toilets with septic tank and soak pits.

Waste management Wastewater from domestic uses, solid wastes will be



(cxxxvii)

Issue Measures

disposed of without violating environmental norms. The

measures will be site specific.

Other amenities Crèche, first aid etc as required under Factories Act

Traffic

(cxxxviii)

Operation Phase : Mitigation Measures


Dust Bad road maintenance of road gives rise to dust pollution.

Road maintenance standards shall be prescribed to keep dust production and dispersion at acceptable level

Gaseous Pollution All vehicles should be checked for “Pollution Under

Control” certificates and occasional spot testing of emission from vehicles will be carried out with the

assistance of the local administration.. Bringing in of

stringent pollution norms and improvement of fuel quality

in future years will help in reduced gaseous pollution

Noise Noise level for different automobiles have been

prescribed in Environment (Protection) Rules, 1986.

Signs will be posted to restrict blowing of horns in front

of sensitive locations. With the establishment of strip

plantations along the project corridor the noise level will

get attenuated along the project corridor.

Surface runoff Surface runoff from the road will not be disposed directly in the water bodies used by people for bathing etc. This

will also not be disposed directly into any watercourse

with good water quality.

Wild Life In absence of any designated conservation area in the

project corridor there are hardly any chance of loss of

wildlife through collisions with the speeding traffic.

However there will be some loss through casualties of

local wild fauna like the snakes, frogs, rodents, civets etc.

There will be proper signages to make the moving traffic

aware of this. With the decrease in turbidity and alkalinity

primary productivity of water bodies will recover leading

to restoration of aquatic floral and fish resources

resources. .

Flora Tree plantations will be monitored for a period of three years after planting. All casualties during the first year of

creation will have to be replanted up during the second

year.

Safety Safety signs should be kept always clean and updated.

Pedestrian and vehicular underpasses, parking bays will be maintained properly and kept free from

encroachments. Safety signposts, edge markers installed

will require proper upkeep.

Public amenities Bus Stops/ Bus shelters and other facilities like food

plazas, trauma centers etc will require to be properly

manned and maintained to keep them usable through out

the project cycle and these will be required to be kept free

from defacement and damages.



(cxxxix)

5.10 ENVIRONMENTAL MANAGEMENT PLAN

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

Environmental enhancement considers additional provisions and specifies enhancement of water bodies, and

establishment of quality compensatory plantation all along the project corridor.

5.11 ENVIRONMENTAL MONITORING PLAN

Environmental Monitoring Plan ensures that the environmental mitigation measures and enhancement programme are

properly implemented and the responsibility for implementation is clearly demarcated.

Monitoring of environmental quality during construction and during operation reflects the success of

implementation of the mitigation measures. Monitoring will be conducted by the project authority with the

help of an independent monitoring organisation. Monitoring parameters, locations and frequency for air, water, noise quality have been suggested. Monitoring of survival rates of plantations also has been suggested.

A budgetary estimate of Rs. 916.44 lacs for environmental management activities has been

presented for the entire project corridor from km 148.00 to km 318.00. The project has been

divided in two Construction Package (i) Package-I from (km. 148.00 to

km 230.00) and Package-II form (km. 230.00 to km 318.00). The Package I & II will be having Rs.

441.80 lakhs and Rs. 474.60 lakhs cost of estimate respectively.

This includes cost of mitigation measures, enhancement and monitoring. Environmental mitigation

measures which are part of engineering activities such as slope stabilization, sediment / silt control,

provision of cross-drainage etc. have not been included in this estimate.

• • •

6. RESETTLEMENT ACTION PLAN INCLUDING

MAGNITUDE OF SOCIAL IMPACT

6.1 INTRODUCTION

The Resettlement Action Plan is a follow up on the social impact assessment that was carried out to determine the

magnitude of the potential and actual impacts due to widening of the existing 2-lane road to 4-lane road and to ensure

that adequate social safeguards are in place to mitigate the adverse impacts on the project affected population. This

exercise has been based on the Government of India guidelines on implementation of the National Policy on

Resettlement as well of the World Bank and ADB policy on Involuntary Resettlement, as required in the project TOR.

The project road, a section of NH-17 starts from Kannur (km 148.000) and ends at Kuttipuram (km 318.00) in the State

of Kerala and Pondicherry. The project road NH-35 starts at km 0.000 (Junction of NH 35 & NH 34) and terminates at

km 59.700 (about 300m before India/ Bangladesh border). The National Highway (NH) 35 connecting Barasat (District

Capital of North 24 Parganas) to Petrapole (India/ Bangladesh Border, recently declared as land port by the West Bengal

State Govt.) is one of the important road passes through northern part of the district connecting many towns and villages.

The total length of the project road is about 60 170.00 km including length of proposed bypasses. However the proposed

road traverses through the district land boundary of Kannur, Kozhikode and Mallapuram in the state of Kerala and Mahe

in the state of Pondicherry. The project corridor has been divided in two Construction Packages (i) km 148.00 to km

230.00 and (ii) km 230.00 to km 318.00.

Traffic

(cxl)

The RAP describes census and socio-economic facts of the affected properties and PAPs, assessment of the potential

impacts, efforts to minimize adverse social impacts, land acquisition requirements, R&R budget, organizational set-up

and implementation schedule as well as grievance redress and monitoring and evaluation of the R&R activities.

6.2 CENSUS AND SOCIO-ECONOMIC SURVEY RESULTS

The number of structures likely to be affected throughout the project road section including in areas of bypasses are N = 2411

As many as 6603 PAPs among 2217 households are to be impacted (Package-I =1148) and Package-II = 1069.

The affected male/female population is likely 52.9% (N=3493) and 47.1% (N=3110) respectively

The average household size is 3

Affected properties are largely residential (53.8%), commercial (37.4%), government (4.4%), religious (3.1%), community (0.5%), other private (0.4%) and residential-cum-commercial (0.4%)

A majority of structures are of pucca type construction (71.2%) followed by semi-pucca (23.7%) and kutcha (5.1%).

Approx 18.9% households belong to vulnerable category; a majority belongs to BPL (10.7%), WHH (3.2%),

ST (3.1%), SC (1.7%) and PHH (0.2%).

75.4% households have opted for housing/shop for housing/shop loss but 13.4% households have preferred

cash in against their housing loss, cash for land (5.7%) and land for land (5.5%).

Only 41.9% households are willing to shift voluntarily, if they are given full payment of compensation.

The land to be acquired is approx 390.86 hectares for entire project corridor

(i) Under Package-I = 250 Hectares and (ii) Under Package-II = 141 Hectare.

The R&R budget worked out to be as follows Consultant Package-I = 381 crores and Consultant Package-II =

315 crores.

The baseline socio-economic data shows that the living standard of the people is quite reasonable.

Women’s role in activities related to outdoor is reasonably low as evident from the socio-economic data.

People are migrating for employment in Gulf countries.

6.3 MEASURES TO MINIMISE DISPLACEMENT

According to the three broad categories mentioned above, a joint decision among the engineering, environmental and

social impact teams was taken to avoid land take from religious places, such as, mosques, temples, graveyard, madarsa

etc, and also congested market areas (which would save both displacement and livelihoods as well as excessive costs)

and avoid splitting agricultural fields as far as possible.

6.3.1 Public Consultation

Public consultations, discussed in the concerned chapter, created another avenue for minimising negative social impacts.

The purpose of these consultations was to obtain the views and suggestions of the potentially affected persons on the road

design and its potential impacts on the affected people. The affected persons were consulted as “focus groups”, such as a

group of affected residents and a group of affected shop owners. These are also interest groups. These interest groups

very often came up with alternative suggestions on the alignments. All attempts have been made to accommodate their

views and suggestions within the technical feasibility.

6.3.2 Analysis of Alternatives and New Alignment

The guiding principle with regard to the congested areas has been to limit the road upgrading activities within

the available corridor. Where minimising the negative impacts has not been feasible, namely in town Kannur,

Mahe, Koilandy, Kozhikode, Kottakkal and Valancherry, bypasses have been proposed at these places. The

purpose of bypasses is to minimize the displacement of the people as well as to enhance better connectivity

free from congestion.

6.3.3 Entitlement Framework

Through the proposed R&R entitlement policy and framework (“The Policy”), the project is committed to ensure that the

livelihoods of project-affected persons are at least restored to pre-project levels, with the opportunity to improve on



(cxli)

living standards where possible. The policy addresses the following adverse impacts associated with road construction

and upgrading activities:

Loss of land and other privately-owned assets

Adverse impacts on subsistence/livelihood or income-earning capacity

Collective adverse impacts on groups (e.g., through the loss of business resources and assets)

To mitigate unforeseen effects on roadside communities and promote general upliftment, rehabilitation and support

measures will be extended to include households of the defined vulnerable social categories who may be adversely

affected by road construction.

Entitlements have been developed according to the NHAI Guidelines on Implementation of the NPRR. Entitlements for

land losses are in the form of cash compensation. Every effort needs to be made to provide land-based options to

households whose production levels are severely affected by land acquisition. This will primarily be achieved through

local consultative forums to assist with the identification of suitable privately owned cultivated land in the vicinity for

purchasing by the affected households.

6.4 MINIMIZED DISPLACMENT

Much of the roadside land beyond the existing right of way and along the proposed bypasses areas are under private

ownership resulting heavy impact on people because of land acquisition. However, the magnitude of the displacement in

the project is expected to be extremely less due to the proposed bypasses as indicated in the below table. Therefore,

bypasses have been proposed to avoid difficulties, in which built up properties have been reduced considerably in a large

number. The detailed particulars of the built up properties before input of social integration and after integration of social

input are summarized in the following the below Table 6.1.

Table 6.1: Properties Saved After Integration of Social Input

Sl. No. Particulars Properties

1 Before Integration of Social Input 5462

2 After Integration of Social Input (Proposed bypasses at Kannur, Mahe,

Koilandy, Kozhikode, Kottakkal and Valancherry) 2411

1.36.5 PUBLIC CONSULTATION AND PARTICIPATION

The public consultations were carried out simultaneously with the household survey. Local important people in the

villages were met for possible dates and places of meeting and the issues were indicated to them. On the appointed date

and time the Consultants carried out the consultations in the affected areas, including focus group discussions with truck

drivers, shopkeepers and auto drivers and women at a number of places. The consulted people were already aware of the

project and of the possibility of the loss of their land and other assets. The major concerns of the consulted people related

to the issues of adequate land and housing compensation, safety precautionary measures including specifically women

and school going children, religious places should be avoided, service lane, employment of local people during civil

work, wayside amenities and mosques, temple, madarsa, graveyard falling within PROW may be protected, land

compensation to be determined at the local market price, livelihood rehabilitation measures for business and agriculture

land losers, transparent and people friendly R&R mechanism, GRC system should be highly sound, housing affected

households may be provided with housing that should be established by NHAI, bus sheds are required to be established

along all the proposed bypass area, drainage system should be highly modernized, private tree cutting should be

authorized by the owners itselfthemselves, local labour are required to be employed by the contractor, compensation

should include the cost of standing crop if the possession of land is being taken before harvesting, children parks, bus

sheds, and parking and pedestrian facilities should be incorporated in the road design including pedestrian lane and mode

of payment to be made in the mode of cashincluding etc. However it is explained in chapter-5 of the RAP.

6.6 POLICY FOR LAND ACQUISITION

The legal procedures for land acquisition in this project will be followed as per the National Highways Act (NH Act),

1956.

6.7 ENTITLEMENT MATRIX

The basic features of the proposed policy framework are the following:

Compensation for the loss of land, or replacement land

Cash assistance to all PAFs @ Rs.10000

Formatted: Bullets and Numbering

Traffic

(cxlii)

Other, advisorial assistance.

The proposed entitlement framework for this project is presented in the following

Table 6.2.

Table 6.2: Proposed Entitlement Framework

Impacts and Assistance Criteria

Land Acquisition Inside Right of Way

Vulnerable Non -

Vulnerable Vulnerable

Non -

Vulnerable

Corridor of Impact: Loss of Land, other Assets and Income – Support given to Families

1 Consultation, counselling

regarding alternatives, and

assistance in identifying new

resettlement zones and

opportunities

√ √ √ √

2 Compensation for land/assets at

replacement cost plus

allowances for fees or other

charges

√ √

3 Advance notice to harvest non-

perennial crops, or

compensation for lost standing

crops

√ √ √ √

4 Compensation for perennial

crops and trees, price evaluated

by valuer √ √

5 Compensation for structures or

other non-land assets √ √ √ √

6 Right to salvage materials from

existing structures √ √ √ √

7 R&R Assistance √ √ √ √

6.8 R&R BUDGET

The R&R budget has been estimated as part of the overall project cost. This includes tentative cost of asset acquisition,

administrative expenses, NGO involvement, and monitoring and evaluation. The cost estimate as discussed in this

chapter is only indicative and may change depending upon the starting date of the project.

The NHAI guidelines recommend that the compensation for the lost land and structures be paid through the competent

authority. In case of non-titleholder PAFs, a government-approved valuer will carry out the valuation of the affected

structures. For structures valuation, the concerned government department may be requested to assess the value.

However consultants have collected the replacement cost of structures and other losses and mitigating measures have

been suggested accordingly. These are budgeted and organized under the heading of Compensation, Assistance, Support,

and Other Activities. The estimated budget for social and R&R, including land acquisition is Rs.589 Crore approximately. Component-wise itemised indicative budge for entire project corridor is indicated in the following Table

6.3. Budget requirements for construction Package-I&II are indicated in Table 6.3(a) and Table 6.3(a).



(cxliii)

Table 6.3: R&R Budge (Complete Project Corridor km 148.00 to km 318.00)

Sl.

No. Item

U

Quantity

(m) Unit Rate (Rs)

Amou

n

t

(

R

s)

A Land Compensation

i Along existing road Sq.m 1945200 1935.5 3764973504

ii Kannur Bypass Sq.m 769500 741 570199500

iii Thalassery-Mahe Bypass Sq.m 370400 741 274466400

iv Koilandy Bypass Sq.m 495000 998 494010000

v Kozhikode Bypass Sq.m 0 886 0

vi Kottakkal Bypass Sq.m 135000 741 100035000

vii Valancherry Bypass Sq.m 193500 741 143383500

Sub-Total Sq.m 3908600 5347067904

B Structure Compensation

i Pucca Sq.m 318739 4454 1419663506

ii Semi-pucca Sq.m 46427 3091 143505857

iii Kutcha Sq.m 19009 1500 28513500

iv Boundary Wall lm 124 800 99200

Sub-Total 1591782063

C Assistance

i R&R Assistance PAF 2217 10,000 22170000

Sub-Total 22170000

D Support for Project Implementation

i ID cards PAF 2217 200 443400

ii Updating Census Data Lumpsum 100000

iii NGO for RAP

Implementation Lumpsum

100000

Sub-Total 643400

E Other Activities

i HIV/AIDS Awareness Lumpsum 200000

ii M&E Consultants Lumpsum 200000

Sub-Total 400000

GRAND TOTAL (A+B+C+D+E) 6962063367

Approximately Rs.696 Crore

Traffic

(cxliv)

Table 6.3(a): R&R Budge (Package I - km 148.00 to km 230.00)

Sl.

No. Item

U

Quantity

(m) Unit Rate (Rs)

Amou

nt

(

R

s

)

A Land Compensation


ii Kannur Bypass Sq.m 769500 741 570199500

iii Thalassery-Mahe Bypass Sq.m 370400 741 274466400

iv Koilandy Bypass Sq.m 495000 998 494010000

Sub-Total Sq.m 2499930 3012941465


i Pucca Sq.m 156502 4454 697059908

ii Semi-pucca Sq.m 24033 3091 74286003

iii Kutcha Sq.m 9840 1500 14760000


Sub-Total 786157111

C Assistance


Sub-Total 11480000


i ID cards PAF 1148 200 229600


iii NGO for RAP


50000

Sub-Total 329600

E Other Activities



Sub-Total 200000


Say 381 Crores



(cxlv)

Table 6.3(b): R&R Budge (Package II km 230.00 to km 318.00)

Sl.

No. Item

U

Quantity

(m) Unit Rate (Rs)

Amou

n

t

(

R

s)

A Land Compensation


ii Kozhikode Bypass Sq.m 0 886 0

iii Kottakkal Bypass Sq.m 135000 741 100035000

iv Valancherry Bypass Sq.m 193500 741 143383500

Sub-Total Sq.m 1408670 2334087535


i Pucca Sq.m 162237 4454 722603598

ii Semi-pucca Sq.m 22394 3091 69219854

iii Kutcha Sq.m 9169 1500 13753500


Sub-Total 805624952

C Assistance


Sub-Total 10690000


i ID cards PAF 1069 200 213800


iii NGO for RAP


50000

Sub-Total 313800

E Other Activities



Sub-Total 200000


Approximately 315 Crores

Traffic

(cxlvi)

6.9 INSTITUTIONAL ARRANGEMENT AND PROJECT IMPLEMENTATION

The RAP has proposed institutional arrangement as per the NHAI guidelines. The Administrator or Project Director is at

the helm of affairs and his staff at the PIU has been proposed to carry out the activities. The ground level R&R activities

will be carried out by temporarily hired NGOs. These expenses have been costed in the budget.

It is anticipated that the R&R component of the project will be implemented over a period of one year. The

implementation of the RAP consists of five major stages:

Deployment and training of identified NHAI staff and NGO

Issuing of legal notification for land acquisition and the cut-off date

Verification of EPs and estimating their type and level of losses

Preparing a list of EPs for relocation

Relocation and rehabilitation of EPs.

In addition, monitoring and evaluation will also form a part of the R&R implementation strategy. The NHAI officials at

the PIU and district levels will function in supervisory roles for the R&R activities. At the project road level the NGO

selected and recruited for the purpose will carry out the actual implementation.

6.10 GRIEVANCE REDRESS

The project has provisions for redress of grievance of disputes arising out of land acquisition, compensation and

assistance to the project affected and displaced persons, families and groups. It is proposed that a Grievance Redress

Committee will be formed at the District level, which is expected to resolve the grievances of the entitled persons within

a stipulated time frame.

6.11 MONITORING AND EVALUATION

The purpose of the monitoring and evaluation is to see that the project has achieved its objective that the affected persons

have been able to maintain their pre-project livelihood status. The RAP contains indicators for achievement of the

objectives under the resettlement programme. Two levels of monitoring have been suggested in the RAP, viz. internal

and external.

6.11.1 Internal Monitoring

Internal monitoring refers to monitoring activities that will be carried out by the NHAI. It is essentially compliance

monitoring, designed to compare on a monthly basis the tasks completed with those called for under the RAP.

6.11.2 External Monitoring

This refers to the involvement of a third party, preferably an NGO with similar experience in resettlement and

rehabilitation or other social development programme that will be procured by the NHAI to evaluate the implementation

of the RAP.

The internal monitoring of the R&R activities will be carried by the PIU of the NHAI on regular basis. The external

exercise will include a mid-term and end-term evaluation of the activities. The range of activities that will need to be

monitored include:

Land acquisition and transfer procedures

Disbursement of compensation and assistance

Construction of replacement buildings by the displaced families

Rehabilitation of displaced families and business enterprises

Rehabilitation of income levels.

6.12 DISCLOSURE OF RESETTLEMENT ACTION PLAN

As per requirements of the NHAI and the World Bank (The World Bank Policy on Disclosure of Information, 2002),

after approval from the competent authority, the draft RAP will be disclosed to the public in the affected zone (project

corridor of impact). For the purpose of the disclosure, the Executive Summary of the draft RAP will be translated into

the local language and displayed in the affected zone. To ensure effective disclosure, the executive summary will be

prominently displayed at the following places in the affected zone:

Municipal offices



(cxlvii)

Village Panchayat level offices

Block level offices

Other public places at the district level.

On the expiry of 30 days from the date of disclosure of the draft, the final RAP will be prepared.

• • •

7. COST ESTIMATE

7.1 GENERAL

This chapter provides for preliminary cost estimate for rehabilitation and upgrading of NH 17 from km 230.00

to 320.00, Package II of the project, which includes the following by passes

1. Kozhikode by pass from km 231.00 to 264.000. Total length of the by pass is 33.00 km

2. Kottakkal- Eddarikode by pass-from km 290.00 to 294.40 on right side of the road

3. Valancherry by pass- from km 306.700 to km 311.00 on right side of the road

The ROW available for the main road is 30.00 m. It is proposed to provide 45.00 m ROW for the main road as

well as for by passes.

7.2 METHODOLOGY

The following procedure has been adopted for estimation:

Computation of unit rates of the principal work items based on State Schedule of rates for the year 2006. For

bitumen, cement and steel current market rates have been adopted. The elements of labour, material and

machinery have been adopted from the Standard Data Book of the Ministry of Shipping, Road Transport

and Highways.

Dividing the road length into widening options consisting of side widening, and by passes and working out quantities of 1 km length of each type of road length from typical cross sections.

Computation of preliminary cost from preliminary quantities and unit rates

Computation of estimated cost of bridges from per meter rates worked out from preliminary GADs.

Computation of per sq m of deck area cost for RCC slab and box culverts from their standard drawings. The

cost of HP culverts has been worked out on the basis of their per m length cost.

Estimation of cost of Resettlement and Rehabilitation, utility relocation and environment mitigation measures on their preliminary assessment basis.

Estimation of provision of contingencies, supervision charges and agency charges as percentage of total cost.

Estimation of total preliminary project cost.

7.3 UNIT RATES

The unit rates are based on the labour rates as per State Schedule of Rates for the year 2006. Borrow areas

have been identified along the road for borrow area soil and average lead has been worked out. Similarly

stone quarries have been identified and average lead has been worked out. For aggregate the rates have been

Traffic

(cxlviii)

worked out from State Schedule of Rates after adding the cartage cost at State Schedule of Rates. The rates for

hire charges for machinery have been taken from Standard Data Book with 25% provision for escalation.

7.4 CONSTRUCTION QUANTITIES

For preliminary estimate all the quantities have been worked out manually from preliminary drawings.

7.5 PAVEMENT DESIGN OPTIONS

For pavement design flexible pavement has been adopted except for Toll Plaza area where rigid pavement will

be provided.

7.6 BRIDGES

The provision for bridges is as under:

The provision for bridges is as under:

Major Bridges 5 No. (1 No. on main road+ 4 on Kozhikode by pass)

Minor Bridges 11 No. (4 No. on main road+7 No. on by passes)

ROB on main road 1 No. (2 lanes additional)

Under Passes 15 No. (8 No. vehicular + 7 No. Pedestrian)

Flyover 4 No.

The estimated cost of bridges including ROB and under passes works out to

Rs. 1394.37 Crores

Provision has also been made for repair and rehabilitation of bridges at an estimated cost of Rs. 10.465

Crores

7.7 CULVERTS

Provision has been made for widening the existing culverts, which are in good shape. New culverts are proposed on by passes and the existing roads wherever required.

New culverts have also been proposed on major and minor junctions.

The no of culverts provided for reconstruction and widening are as under:

Widening of slab culverts on the existing road 54 No.

Reconstruction of slab culverts on the main road 46 No.

New construction of culverts on by passes 74 No.

Construction of HP culverts on junctions 132 No.

The total cost of culverts works out Rs 19.71 Crores

7.8 DRAINAGE AND PROTECTION WORKS

Lined drains are proposed to be constructed in the urban areas and unlined drains are proposed to be

constructed in the rural areas. Drainage chutes with pitching will be provided for embankment height more

than 6m height where RE walls have not been provided. Metallic crash barriers are proposed for height more

than 3 m. Reinforced earth/ retaining walls will be provided where necessary.

7.9 JUNCTIONS

There are 14 No major junctions besides 10 No minor junctions. Provision for improvement of these junctions has been made in the estimate.

7.10 SERVICE ROADS

Service roads have been proposed jn most of the length of the road..

7.11 TRAFFIC SAFETY FEATURES, ROAD FURNITURE AND ROAD MARKINGS



(cxlix)

Provision has been made for traffic safety features, road furniture and road markings on per km basis

based on the experience on similar other roads.

7.12 MISCELLANEOUS

Provision has been made for the following items under this sub head:

Toll Plaza including weigh station 2 No one no for each package

Truck Parking Areas 2 No

Way side amenities

Bus Bays including passenger shelters –10 No

Providing and maintaining Wireless Communication System/Mobile Phones

Relocation of utilities

Environmental Costs

R&R cost including land acquisition costs

Providing traffic safety measures like barricading during construction

7.13 MAINTENANCE DURING CONSTRUCTION

The existing road will be maintained during construction for running the traffic smoothly. Provision for

maintenance of existing road has been made under this sub head.

7.14 CONTINGENCIES AND SUPERVISION COSTS

The following provision has been made under this sub head: -

Contingencies 3%

Supervision Costs 6%

Administrative charges 1%

7.15 PROJECT COST

The cost of widening and strengthening the existing National High way including cost of by passes works out

as under:

Estimated cost including provision for contingencies, supervision and Administrative cost is Rs. 12601.14

million. Based on these costs the cost per km works out to

Rs. 143.20 million per km.

The cost of Civil Works, works out to Rs. 8211.504 million. Based on these costs the cost of Civil works per

km works out to Rs. 93.20 million.

Details of Abstract of cost is given in Table 7.1.

• • •

Project Report Vengalam Kuttipuram NH 17 _Package II

Documents

Transcript of Project Report Vengalam Kuttipuram NH 17 _Package II