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Kerala DPR

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744 views140 pages

Kerala DPR

DPR for scba

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anupriyaverma95

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Preparation of Detailed Project Report (DPR) study for

Chertalai – Thiruvananthapuram Section of NH-47 (New

NH-66) (from KM 379/100 to KM 551/900)
[Package –III] under NHDP Phase III in the State of Kerala
Final Detailed Project Report
VOL-I Main Report (Package III) Km 454.50 to Km 486.00
September 2020

www.smec.com
DPR study for Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –
III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

DOCUMENT/REPORT CONTROL FORM

File Location Name: Final Detailed Project Report

Preparation of Detailed Project Report (DPR) study for Chertalai –
Project Name: Thiruvananthapuram Section of NH-47 (New NH-66) (from KM 379/100 to KM
551/900) [Package –III] under NHDP Phase III in the State of Kerala
Project Number: 7061471

Revision Number: 0

Revision History
Revision # Date Prepared by Reviewed by Approved for Issue by
0 30-09-2020 Anish , Jeshan, Neeraj,Alok Manoj patro Neeta Arora
Kumar,Harachand Jhankar

Issue Register
Distribution List Date Issued Number of Copies
National Highway Authority of India (NHAI)
Project Implementation Unit,
1st Floor, T.C 36/574-1, Krishna Kripa, ERA-42, 06
Palkulangara Jn., Vallakadavu. PO
Thiruvananthapuram – 695008, Kerala
Office Library [SMEC office location]
T:\Projects\7061471 Kerala\H - Deliverables\H1 - Reports\7.
SMEC Project File
Final Detailed Project Report\Vol. I - Main Report

SMEC Company Details

SMEC International Pty. Ltd. in association with SMEC India Pvt. Ltd.
1st Floor, West Wing, Novus Tower
Plot No. 18, Sector 18
Gurugram 122 015
Haryana
Tel: +91 124 4552800, 4501100 Fax: 0124 4501143
Email: Website: www.smec.com

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

Final Detailed Project Report; Revision No. 0| The SMEC Group | ii

DPR study for Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –
III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

TABLE OF CONTENTS
ABBREVIATION....................................................................................................................................... vii
CHAPTER 0 EXECUTIVE SUMMARY...................................................................................................1
0.1 PROJECT BACKGROUND ....................................................................................................1
0.2 OBJECTIVES........................................................................................................................1
0.3 PROJECT DESCRIPTION......................................................................................................2
0.4 SOCIO-ECONOMIC PROFILE OF THE PROJECT INFLUENCE AREA (PIA) ............................3
0.5 TRAFFIC STUDIES AND ANALYSIS......................................................................................3
0.5.1 CLASSIFIED TRAFFIC VOLUME COUNTS ............................................................................3
0.5.2 TURNING MOVEMENT SURVEY ........................................................................................1
0.5.3 ORIGIN DESTINATION SURVEY .........................................................................................1
0.5.4 AXLE LOAD SURVEY ...........................................................................................................1
0.5.5 SPEED AND DELAY SURVEYS .............................................................................................1
0.5.6 TRAFFIC FORECAST ............................................................................................................1
0.5.7 TOLL ...................................................................................................................................2
0.6 ENGINEERING SURVEYS AND INVESTIGATIONS.................................................................2
0.6.1 EXISTING CONDITIONS.......................................................................................................2
0.6.2 PAVEMENT COMPOSITION ................................................................................................3
0.6.3 BRIDGES AND CULVERTS ...................................................................................................4
0.6.4 PAVEMENT DESIGN............................................................................................................5
0.7 ENVIRONMENTAL SCREENING OF THE PROJECT ...............................................................8
0.8 SOCIAL IMPACT ASSESSMENT............................................................................................8
0.8.1 CENSUS AND SOCIO-ECONOMIC SURVEY ..........................................................................8
0.8.2 IDENTIFICATION OF STRUCTURES LIKELY TO BE AFFECTED...............................................9
0.8.3 RESETTLEMENT ACTION PLAN ...........................................................................................9
0.9 PRELIMINARY COST ESTIMATES ........................................................................................9
0.10 PROJECT COST .................................................................................................................10
0.11 ECONOMIC ANALYSIS......................................................................................................11
0.12 FINANCIAL ANALYSIS ......................................................................................................12
CHAPTER 1 INTRODUCTION............................................................................................................13
1.1 BACKGROUND .................................................................................................................13
1.2 CONSULTANCY APPOINTMENT ......................................................................................13
1.3 PROJECT DESCRIPTION....................................................................................................14
1.4 MOBILIZATION, STAFFING AND SUBMISSIONS..............................................................14
1.1 FINAL DETAILED PROJECT REPORT .................................................................................15
CHAPTER 2 Social Analysis of the Project .......................................................................................16
2.1. INTRODUCTION................................................................................................................16
2.2. DEMOGRAPHIC CHARACTERISTICS ..................................................................................18
2.2.1. POPULATION ....................................................................................................................18
2.2.2. POPULATION GROWTH AND URBANIZATION .................................................................18
2.3. LAND USE .........................................................................................................................19
2.4. STATE’S ECONOMY ..........................................................................................................19
2.4.1. SECTORAL COMPOSITION OF STATE INCOME .................................................................21
2.4.2. THE PER CAPITA INCOME.................................................................................................23
2.4.3. GROWTH TRENDS-STATE INCOME ..................................................................................23
2.4.4. DISTRICT WISE INCOME ...................................................................................................23
2.5. WORK PARTICIPATION RATIO ..........................................................................................24

Final Detailed Project Report; Revision No. 0| The SMEC Group | iii
DPR study for Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –
III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

2.5.1. ECONOMIC CLASSIFICATION OF WORKERS .....................................................................25

2.6. AGRICULTURE AND ALLIED ACTIVITIES ............................................................................25
2.6.1. AGRICULTURAL PRODUCTION .........................................................................................25
2.7. INDUSTRY .........................................................................................................................27
2.7.1. REGISTERED INDUSTRIAL UNITS IN KOLLAM ...................................................................27
2.7.2. SMALL SCALE INDUSTRIES ...............................................................................................28
2.7.3. REGISTERED INDUSTRIAL UNITS IN ALAPPUZHA .............................................................28
2.7.4. SMALL SCALE INDUSTRIES ...............................................................................................28
2.7.5. REGISTERED INDUSTRIAL UNITS IN THIRUVANANTHAPURAM .......................................29
2.7.6. SMALL SCALE INDUSTRIES ...............................................................................................29
2.8. TRANSPORT NETWORK ....................................................................................................30
2.8.1. NATIONAL HIGHWAYS .....................................................................................................30
2.8.2. REGISTERED MOTOR VEHICLES .......................................................................................31
2.8.3. BUS TRANSPORT SERVICES ..............................................................................................31
2.8.4. RAILWAYS ........................................................................................................................31
2.8.5. AIR TRANSPORT ...............................................................................................................32
2.8.6. WATER TRANSPORT .........................................................................................................32
2.9. TOURISM..........................................................................................................................32
2.10. CONCLUSIONS..................................................................................................................34
CHAPTER 3 ENGINEERING SURVEYS AND INVESTIGATIONS ........................................................35
3.1. INTRODUCTION................................................................................................................35
3.2. COLLECTION OF SECONDARY DATA................................................................................35
3.3. STUDY OF THE EXISTING ALIGNMENT ............................................................................35
3.4. CURRENT AND PROPOSED DEVELOPMENT ACTIVITIES .................................................36
3.5. ROAD INVENTORY AND PAVEMENT CONDITION SURVEYS ..........................................36
3.6. PAVEMENT ROUGHNESS.................................................................................................36
3.7. HYDROLOGICAL AND HYDRAULIC INVESTIGATIONS .....................................................44
3.8. BRIDGES / STRUCTURES ..................................................................................................50
CHAPTER 4 TRAFFIC SURVEY AND ANALYSIS ..................................................................................54
4.1. INTRODUCTION ...............................................................................................................54
4.2. TRAFFIC SURVEYS ............................................................................................................56
4.3. SECONDARY DATA ..........................................................................................................56
4.4. ANALYSIS OF TRAFFIC SURVEYS .....................................................................................56
4.4.1 TRAFFIC VOLUME COUNT ...............................................................................................57
4.4.2 ANALYSIS OF O-D SURVEY DATA ....................................................................................64
4.4.3 ANALYSIS OF TURNING MOVEMENT COUNT .................................................................65
4.4.4 ANALYSIS OF SPEED AND DELAY SURVEY ......................................................................66
4.4.5 WILLINGNESS TO PAY SURVEY........................................................................................67
4.4.6 PEDESTRIAN COUNT SURVEY..........................................................................................68
4.5. TRAFFIC FORECAST ..........................................................................................................68
4.5.1 PAST TRENDS IN TRAFFIC GROWTH IN THE REGION .....................................................68
4.5.2 SECONDARY DATA ..........................................................................................................69
4.5.3 VEHICLE REGISTRATION ..................................................................................................69
4.5.4 ELASTICITY OF TRANSPORT DEMAND ............................................................................70
4.5.5 TRAFFIC FORECAST BY ECONOMETRIC METHOD ...........................................................70
4.5.6 ESTIMATION OF FORECAST TRAFFIC ..............................................................................72
4.5.7 CAPACITY AND LEVEL OF SERVICE ANALYSIS .................................................................73
4.6. TRAFFIC CIRCULATION PLAN AND SAFETY CONSIDERATIONS ......................................74
4.7. RECOMMENDATION AND CONCLUSION ........................................................................75

Final Detailed Project Report; Revision No. 0| The SMEC Group | iv

CHAPTER 5 COST ESTIMATE ...........................................................................................................76

CHAPTER 6 ENVIRONMENTAL SCREENING AND PRELIMINARY ENVIRONMENTAL ASSESSMENT
80
6.1. INTRODUCTION, OBJECTIVE AND LEGAL FRAMEWORK ................................................80
6.1.1 INTRODUCTION ...............................................................................................................80
6.1.2 OBJECTIVE OF ENVIRONMENTAL SCREENING AND PRELIMINARY ENVIRONMENTAL
ASSESSMENT...................................................................................................................................80
6.1.3 APPLICABLE ENVIRONMENTAL ACTS AND GUIDELINES.......................................................80
6.2 BASELINE ENVIRONMENTAL SETUP ...............................................................................84
6.2.1 STUDY AREA ............................................................................................................84
6.2.2 PHYSIOGRAPHY .......................................................................................................84
6.2.3 GEOLOGY & SOIL .....................................................................................................85
6.2.4 SEISMICITY ..............................................................................................................86
6.2.5 CLIMATE AND METEOROLOGY ...............................................................................88
6.2.6 LAND USE PATTERN ................................................................................................89
6.2.7 WATER RESOURCES ................................................................................................89
6.2.8 ECOLOGICAL ENVIRONMENT..................................................................................91
6.2.9 EDUCATIONAL INSTITUTIONS.................................................................................93
6.2.10 RELIGIOUS STRUCTURES .........................................................................................93
6.2.11 MEDICAL FACILITIES ................................................................................................94
6.2.12 COMMON PROPERTY RESOURCES .........................................................................94
6.2.13 BUILT UP SECTIONS .................................................................................................95
6.2.14 DEMOGRAPHIC PATTERN .......................................................................................95
6.3 ENVIRONMENTAL SCREENING........................................................................................96
6.4 CLEARANCES AND PERMISSIONS REQUIRED .................................................................97
6.4.1 ENVIRONMENTAL CLEARANCE ...............................................................................97
6.4.2 FOREST CLEARANCE ................................................................................................98
6.4.3 ROADSIDE TREE FELLING PERMISSION...................................................................98
6.4.4 CRZ CLEARANCE ......................................................................................................98
6.4.5 CLEARANCES/PERMISSION TO BE OBTAINED BY CONTRACTOR ...........................98
6.5 POTENTIAL ENVIRONMENTAL IMPACTS ........................................................................99
6.6 PROJECT BENEFITS ........................................................................................................105
6.7 ENVIRONMENTAL BUDGET ...........................................................................................105
CHAPTER 7 INITIAL SOCIAL ASSESSMENT & PRELIMINARY LAND ACQUISITION & RESETTLEMENT PLAN
106
7.1. INTRODUCTION..............................................................................................................106
7.2. PROJECT ROAD...............................................................................................................107
7.3. THE PROJECT AREA ........................................................................................................107
7.3.1 PROJECT LOCATION .......................................................................................................107
7.3.2 SOCIO-ECONOMIC ENVIRONMENT ...............................................................................107
7.3.3 DEMOGRAPHIC STRUCTURE OF PROJECT DISTRICTS ....................................................108
7.3.4 PROPOSED IMPROVEMENTS .........................................................................................108
7.4. LEGAL FRAMEWORK ......................................................................................................108
7.5. METHODOLOGY .............................................................................................................109
7.6. LAND ACQUISITION........................................................................................................109
7.7. RESETTLEMENT ACTION PLAN .......................................................................................110
7.8. BROAD ENTITLEMENT FRAMEWORK .............................................................................110
7.9. PRELIMINARY STAKEHOLDER CONSULTATION ..............................................................111

Final Detailed Project Report; Revision No. 0| The SMEC Group | v

7.10. CONCLUSION .................................................................................................................111

CHAPTER 8 ECONOMIC AND FINANCIAL ANALYSIS .....................................................................116
8.1. Economic Analysis ........................................................................................................................116
8.1.1. Methodology for Appraisal ........................................................................................................116
8.1.2. Basic Input Data..........................................................................................................................116
8.1.3. General Data...............................................................................................................................117
8.1.4. Project Cost ................................................................................................................................117
8.1.5. Homogenous Section Based on Traffic.......................................................................................117
Existing Road Roughness and Geometry ..............................................................................................118
8.1.8. Economic Cost of Vehicle Parameters........................................................................................118
8.1.9. Sensitivity Analysis .....................................................................................................................119
8.1.10. Economic Analysis Results ........................................................................................................119
8.1.11. Conclusions...............................................................................................................................120
8.2 Financial Analysis .........................................................................................................................120
8.2.1 Project Background ..............................................................................................................120
8.2.2 Salient Features of Hybrid Model ........................................................................................120
8.2.3 Inputs to Financial Analysis .................................................................................................121
8.2.4 Annexures and Appendices .................................................................................................121
8.2.5 Results of Financial Analysis ................................................................................................122
CHAPTER 9 CONCLUSION AND RECOMMENDATIONS ..................................................................123
9.1. CONCLUSIONS ...............................................................................................................123
9.2. RECOMMENDATIONS....................................................................................................124

Final Detailed Project Report; Revision No. 0| The SMEC Group | vi

ABBREVIATION

Abbreviation Full Form

AADT Annual Average Daily Traffic
ADT Average Daily Traffic
AIV Aggregate Impact Value
AMSL Above Mean Sea Level
BBD Benkelman Beam Deflection
BI Bump Integrator
BIS Bureau of Indian Standards
BM Bench Mark
BOT Build-Operate-Transfer
CBR California Bearing Ratio
CC Cement Concrete
CCEA Cabinet Committee on Economic Affairs
CESS Centre for Earth Science Studies
CGRA Canadian Good Roads Association
CGWB Central Ground Water Board
cm Centimeter
COI Corridor of Impact
CPCB Central Pollution Control Board
CPR Common Property Resources
CRRI Central Road Research Institute
CRZ Coastal Regulation Zone
CTB Cementitious Base
CTSB Cementitious Sub base
CVC Classified Volume Count
CVPD Commercial Vehicle Per Day
CWC Central Water Commission
CZR Coastal Zone Regulation
dB Decibel
DBFO Design Build Finance & Operate
DCF Discounted Cash Flow
DCP Dynamic Cone Penetration
DDF Directional Distribution Factors
DGPS Differential Global Positioning System
DIC Directorate of Industries and Commerce
DLC Dry Lean Concrete

Final Detailed Project Report; Revision No. 0| The SMEC Group | vii
DPR study for Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –
III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

Abbreviation Full Form

DoE Department of Environment
DPR Detail Project Report
DSV Design Service Volumes
EC Environmental Clearance
EIA Environmental Impact Assessment
EIRR Economic Internal Rate of Return
EMP Environmental Management Plan
ENVIS Environmental Information System
EPC Engineering Procurement and Construction
EROW Existing Right Of Way
FIRR Financial/ Commercial Internal Rate of Return
FOB Foot over Bridge
GAD General Arrangement Drawings
GDP Gross Domestic Product
GoI Government of India
GOI Government of India
GoK Government of Kerala
GPS Global Positioning System
GQ Golden Quadrilateral
GSB Granular sub-base
GSDP Gross State Domestic Product
GTS Great Trigonometrical Survey
HDI Human Development Index
HFL High Flood Level
HTL High Tide Level
IMD India Meteorological Department
in inch
IRC Indian Roads Congress
IS Indian Standard
JBIC Japan Bank for International Cooperation
kg Kilogram
km Kilometer
kmph Kilometers per hour
KSPCB Kerala State Pollution Control Board
KSRTC Kerala State Road Transport Corporation
LA Land Acquisition
LDF Lane Distribution Factors

Final Detailed Project Report; Revision No. 0| The SMEC Group | viii
DPR study for Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –
III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

Abbreviation Full Form

LGV Large Goods Vehicle
LHS Left Hand Side
LOS Level of Service
LPS Land Plan Schedule
LTL Low Tide Level
LWL Low Water Level
m meter
MAV Multi Axle Vehicle
MDD Maximum Dry Density
MDR Major District Road
mi mile
MJB Major Bridge
mm Millimeters
MNB Minor Bridge
MoEF&CC Ministry of Environment, Forest & Climate Change
MoRT&H Ministry of Road Transport & Highways
MPa Mega Pascal
MSK Medvedev–Sponheuer–Karnik scale
NAAQS National Ambient Air Quality Standards
NABL National Accreditation Board for Testing and Calibration Laboratories
NFL Normal Flood Level
NH National Highway
NHAI National Highways Authority of India
NHDP National Highways Development Project
NPV Net Present Value
NSDP Net State Domestic Product
NV Not Visible
o
C Degree Celsius
OMC Optimum Moisture Content
PCI Per Capita Income
PCU Passenger Car Unit
PIA Project Influence Area
PIU Project Implementation Unit
PQC Pavement Quality Concrete
PROW Proposed Right of Way
PSC Pre Stressed Concrete
PUP Pedestrian underpass

Final Detailed Project Report; Revision No. 0| The SMEC Group | ix

Abbreviation Full Form

PWD Public Works Department
RCC Reinforced Cement Concrete
RDSO Research Designs Standards Organisation
RHS Right Hand Side
ROB Rail over Bridge
ROW Right of Way
RUCS Road User cost Study
SCF Seasonal Correction Factor
SEIAA State Level Environment Impact Assessment Authority
SEIAA State Environment Impact Assessment Authority
SG Sub Grade
SH State Highway
SLIP Service Level Improvement Plan
SPCB State Pollution Control Board
SPV Special Purpose Vehicle
sqcm Square Centimeter
TBM Temporary Bench Mark
TCS Typical Cross Section
ToR Terms of Reference
VDF Vehicle Damage Factor
VECs Valued Environment Components
VOC Vehicle Operating Cost
VUP Vehicular underpass
WMM Wet Mix Macadam
WWF World Wildlife Fund

Final Detailed Project Report; Revision No. 0| The SMEC Group | x

CHAPTER 0 EXECUTIVE SUMMARY

0.1 Project Background

The National Highways Authority of India (NHAI) has been entrusted with the assignment of
preparation of Detailed Project Report for 6 laning of Chertalai to Thiruvananthapuram Section of NH-
47 (new NH-66) (from km 379.100 to km 551.900 under NHDP Phase III in the State of Kerala. The
project stretch of NH 47 begins at Thuravoor Junction near Cherthala Town and ends at Kazhakottam
Junction near Thiruvananthapuram totalling a length of 172.80 km in Kerala State. The project stretch
includes two bypasses at Alappuzha and Kollam and a new realigned stretch bypassing Attingal Town.
The project road section is shown in Figure 0.1.

Figure 0.1: Index Map

0.2 Objectives
As per TOR the project preparation activities are split into three stages:
 Stage 1 : Inception Report
 Stage 2 : Feasibility Report
 Stage 3 : Detailed Project Report (DPR)

Final Detailed Project Report; Revision No. 0| The SMEC Group | 1

0.3 Project Description

The project road length is 170.7km. It starts from km 379.100 of NH-47 at the junction of Thuravoor
and ends at Kazhakottam junction at km 549.801. This stretch of road passes through three districts
viz. Alappuzha, Kollam and Thiruvananthapuram. The road passes through urban areas viz. Chertalai,
Marary Kulam, Alappuzha, Ambalapuzha, Purakkad, Thottapally, Haripad, Nagiar Kulangara,
Kayamkulam, Krishnapuram, Oachira, Vavvakkavu, Karunagapally, Chavara, Neendakara, Kavanadu
(Kollam), Mevaram (Kollam), Kottiyam, Chathanoor, Paripally, Kallambalam, Attingal, Manglapuram,
Pallipuram and Kazhakottam.
Generally the existing road is two laned with paved shoulders on either side. At most of the urban
locations in the presence of Major Junction, carriageway has been upgraded to 4 lane divided
carriageway configuration including the junction with approaches and also along the existing town
section.
There are two bypasses under different stages of construction and one new bypass / realignment in
this project road which are as given below:
1) Alappuzha bypass
Length of bypass is 6.70 km. 45m PROW for this bypass is already acquired by NHAI. Presently
two 2 lane ROB’s are being constructed in this bypass.
2) Kollam bypass
Length of bypass is 13.00 km, including 2 lane existing carriageway length of 4.60 km. 45m
PROW for this bypass is already acquired by NHAI. Presently construction of 2 lane
carriageway formation is in progress for the balance 8.3 km.
3) Attingal Town bypass / realignment
A new alignment length of 10.60 km has been proposed for bypassing Attingal Town.
The project has been divided into the six construction pacakges.The details are as follows:
Package Design Chainage Length Location District
(km)
From(km) To(km)
Package-1 379.100 417.000 37.90 Thuravoor-Paravoor Alappuzha
Package-2 417.000 454.500 37.50 Paravoor- Alappuzha
Kottankulangara
Package-3 454.500 486.000 31.50 Kottankulangara- Alappuzha
Start of kollam and Kollam
Bypass
Package-4 486.000 517.250 31.25 Start of kollam Kollam
Bypass-
Kadambattukonam
Kadambattukonam-
Package-5 517.250 547.080 29.83 Trivandrum
Kazhakuttam jn
Kazhakuttam jn
Package-6 547.080 549.801 2.721 Trivandrum
Technopark Jn.

Total 170.701

Final Detailed Project Report; Revision No. 0| The SMEC Group | 2

Project Report is for 6 laning of Kottankulagara to Kollam bypass Section of NH-47 (New
NH-66) (from km 454.50 to km 486.00 under NHDP Phase III in the State of Kerala
(Package -3)

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

The primary purpose of socio-economic analysis is to provide an overview of the State’s, socio-
economic status and the relative status of the Project Influence Area (PIA) within the State.

The Project Road, a section of NH 47 traverses through Alappuzha, Kollam and Thiruvananthapuram
districts of Kerala State, a small State tucked away in the southwest corner of India (Latitude 10.00 N
and Longitude 76.25 E). On the east, are high ghats of (Karnataka and Tamil Nadu) and in the west the
Arabian Sea. The width of the State varies from 35 kms to 125 kms. Geographically, the State can be
divided into hills, valleys, midland plains and coastal belt. Kerala state spreads over 38,863 sq. kms
and accounts for 1.23 per cent of the country’s area.

0.5 Traffic Studies and Analysis

To capture traffic flow characteristics and travel pattern of users passing through the project road and
other characteristics related to miscellaneous requirements as per the ToR, the following primary
traffic surveys have been conducted.
 Classified Traffic Volume Count (7 days) – 7 locations
 Intersection Turning Movement Count Survey– 26 locations
 Origin-Destination Survey (OD) – 3 locations
 Axle Load Survey – 3 locations
 Speed and Delay Survey – Entire length
 Pedestrian Count Survey – 17 locations

The details of survey locations are shown (Chapter 4 – Traffic Survey and Analysis)

0.5.1 Classified Traffic Volume Counts

The Average Annual Daily Traffic (AADT) volume on the project road varies from 26841 PCUs to 52499
PCUs at various locations. Based on the traffic surveys complete project stretch has been divided into
7 homogeneous section, the cuurent package lies in homogeneous section 3 and 4, as given in Table
0.1 below:

Table 0.1: Homogeneous Traffic Sections of Project Highway

Traffic Assessment of
Existing Section Volume
Design Chainage (km) Upgradation
Homo- (km) AADT
Existing Requirement
Sl. geneous (PCU)
Length
No Section Based on 6 Lane
(km)
(HS) From Capacity Guidelines
To (Km) From (Km) To (Km) 2017
(Km)
LOS B LOS C
1 HS-3 435.000 465.000 433.700 462.770 30.000 32980 2027 2035
2 HS-4 465.000 490.000 462.770 487.280 25.000 36498 2025 2033

Final Detailed Project Report; Revision No. 0| The SMEC Group | 3

The average daily traffic was computed for the seven stations where the mid-block volume count
survey was done. Daily traffic volumes were averaged to find the Average Daily Traffic (ADT). Location
wise ADT & AADT values are given in Table 0.2.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 4

DPR study for Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –III] under NHDP Phase III in the State of Kerala (Package 3 - Km
454.50 to Km 486.00)

Table 0.2: Traffic Volume Counts Collected

Average Daily Traffic (ADT)

3 Axle Truck
2 Axle Truck

Other Non
Multi Axle
3 Wheeler

motorized
Car/Van/
Chainage

Mini Bus
Wheeler
LMV Tractor with Total

Truck
Station Location of Total

Two
Taxi
Bus LCV /Mini & ADT
No. Survey ADT
LCV withoutTrailer PCU

VC1 380 Thuravoor 17321 22406 1782 732 1717 2016 1844 1433 936 481 4 607 51278 51019
VC2 419 Punnapra 12884 17818 2164 322 2249 1897 1242 1427 826 349 5 467 41650 43864
VC3 458/4 Kayamkulam 11887 15192 1807 249 999 1115 973 914 400 286 3 367 34191 32729
VC4 482/8 Neendakara 12276 15240 2005 451 1687 1828 723 977 494 249 5 242 36177 36793
VC5 505/5 Mylakad 16838 18486 2803 382 1399 1278 1144 1050 439 216 2 58 44097 42198
VC6 520/1 Navaikulam 11869 7446 978 336 1092 1119 661 789 232 101 1 19 24642 26219
VC7 535 Palammoodu 15143 14746 1739 490 1480 886 531 768 215 104 0 13 36114 34714

Annual Average Daily Traffic (AADT)

LMV /Mini

Multi Axle
3 Wheeler
Car/Van/

Mini Bus
Wheeler

Tractor with Other Total

2 Axle

3 Axle
Truck

Truck

Truck
Station Location of Total
Two
Taxi

LCV

LCV
Bus
Chainage & Non AADT
No. Survey AADT
withoutTrailer motorized PCU

VC1 380 Thuravoor 17494 22630 1800 739 1735 2036 1862 1448 945 486 4 607 51785 51526
VC2 419 Punnapra 12892 17829 2188 326 2274 1918 1255 1442 835 353 5 467 41784 44117
VC3 458/4 Kayamkulam 11958 15283 1818 251 1010 1128 983 924 405 289 3 367 34419 32980
VC4 482/8 Neendakara 12276 15240 2005 442 1654 1791 709 957 484 244 5 242 36048 36498
VC5 505/5 Mylakad 16838 18486 2803 375 1371 1252 1122 1029 430 212 2 58 43978 41933
VC6 520/1 Navaikulam 11394 7148 939 336 1090 1117 659 787 231 100 1 19 23822 25537
VC7 535 Palammoodu 15143 14746 1739 495 1495 894 536 776 217 105 0 13 36159 34819

Final Detailed Project Report; Revision No. 0| The SMEC Group | 1

0.5.2 Turning Movement Survey

Intersection turning movement surveys have been carried out at all the major intersection locations.
Classified traffic volume counts of all types of vehicles have been made separately for each direction
including left and right turning traffic. The surveys have been conducted for successive 15 minutes
interval for a period 24 hours. Based on traffic growth rate as derived in later part of this report all
junctions had been analyzed to understand the need of grade separation at these junctions as per IRC
92 and IRC SP 41. Highway grade separators without ramps are envisaged at intersection of divided
rural road if the ADT (fast vehicles only) on the cross road within the next 5 years is likely to exceed
5000 and otherwise the need for such facilities could be kept in view for future consideration /
construction. An interchange may be justified when an at-grade intersection fails to handle the
volume of traffic resulting in serious congestion and frequent choking of the intersection. This
situation may arise when the total traffic of all the arms of the intersection is in excess of 10,000 PCU/
hours for Grade Separation with ramps. The understanding of grade separation warranted at various
junctions are given in chapter 4 of main report.

0.5.3 Origin Destination Survey

Origin-Destination (OD) surveys determine and relate the pattern of traffic flows to trip purpose and
commodities transported. The information provided by the surveys enables estimates of the growth
of future flows to be made on a more rational basis. The origin - destination surveys have been
carried out by means of the roadside interview method at locations selected to capture major trip
desires in each section. The surveys have been carried out on one working day for 24 hours on a
random sampling basis. All categories of motorized vehicles (e.g. Cars, Jeeps, Buses, light as well as
heavy goods vehicles), have been surveyed for its trip origin, destination, trip purpose, occupancy and
weight of commodity carried. The survey crew was organized into 3 groups by 8-hour shifts with
sufficient enumerators in each traffic direction as well as in groups. Classroom training were given to
the enumerators in order to get acquainted the work and in the use of standard interview sheets.
Police help was sought to ensure smooth flow of traffic and stoppage of randomly selected vehicles.
Engineers supervised the whole survey activities. The location of OD survey is given in chapter 4 of
Main report.

0.5.4 Axle Load Survey

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

0.5.5 Speed and Delay Surveys

A speed and delay survey using the moving car observer method was carried out by dividing the
project road stretch in nine sections along NH-47. Section 4.4.4 of Vol I of Main Report gives the detail
analysis of Speed and delay surveys at different control points.

0.5.6 Traffic Forecast

The future traffic demand assessment is made based on the past available data. Traffic forecasts are
made for the horizon year 2050 which will form the basis for further work on pavement design,
planning/designing of toll plaza & wayside amenities, intersection/ interchange design and developing
capacity augmentation proposals.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 1

Traffic movement on the project road, as observed from OD surveys, shows that influence of
Trivandrum and Alappuzha districts is predominant along with the other districts in Kerala.
Accordingly, traffic projections have taken into consideration the transport demand arising out of
future economic development of Kerala state.

Traffic forecast has been based on demand elasticity approach, wherein a relationship was
established between traffic and socio-economic indicators. Traffic growth rates by vehicle type, for
the project road corridor have been determined. The projection for future traffic involves critical
analysis of some of the key Socio-economic indicators and the rate of change expected during the
study period in the project influence area.

The projected traffic for each of the homogeneous sections is presented in Appendix 4.3 Appendices
to Main Report.

0.5.7 Toll

An estimation of tollable traffic for levying toll on project road section is necessary since the project
road is conceived as toll project with partial access control. Tollable traffic has been estimated
considering various factors effecting such as local traffic and toll exempted traffic. The proportions of
toll exempted vehicles and the local traffic are estimated at all the two locations (proposed by the
consultant) based on the respective analysis of CVC Surveys. No Toll plaza is proposed in this package.

0.6 Engineering Surveys and Investigations

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

0.6.1 Existing Conditions

Land Use and Terrain

The terrain classification of the Project road Sections are indicated below:

Terrain Classification of the Project Road

Section Terrain Classification
(km 379.100 – km 507.0)*
(km 509.500 – km 525.0)
(km 533.500 – km 536.5) Plain
(km 543.000 – km 544.0)
(km 548.000 – km 551.9)
(km 507.000 – km 507.5)
(km 533.000 – km 533.5) Plain/Rolling
(km 547.000 – km 547.5)
(km 507.500 – km 509.5)
(km 525.000 – km 533.0) Rolling
(km 536.500 – km 548.0)

Note*- this section includes Alappuzha bypass and Kollam bypasses.

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The entire length of the road is passing through built up and commercial areas along with few
agricultural areas. There are substantial built up areas with prominent urban settlements located on
the project road, and at these locations, it would be difficult to widen the road beyond the existing
available land width. There is also presence of major intersections at these locations and the existing
carriageway is mostly widened already to 4 lane configuration at these junction locations.

Geometrics
Roadway horizontal alignment for majority portion of the road is generally conforming to IRC
standards. However at few locations it was observed that horizontal alignment has small radius, also a
S curve at km 460 & with sharp radius was observed. These locations have not been provided with
required control devices i.e. curve warning signs, chevron signs and speed restriction signs. These
locations are not provided with necessary warning signs.

Carriageway, Shoulder and Roadway Width

Currently, the majority of the road section is having two-lane flexible pavement with paved/earthen
shoulders.

Junctions
There are about 2 major and 201 minor in Package 3.

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

Road Side Features

Kilometer stones are missing or uprooted at most of the locations. Even though the traffic signs have
been provided on the project road at some of the locations, but the traffic signage system on the
project road is not comprehensive and extensive as necessary based on the standards guidelines and
codes. Project road passes through several curves en-route but warning signs have been provided at
only few locations. Chevron signs have been also provided at very few locations. Project road passes
through various settlements but there is no treatment through traffic signs and other control devices,
at these settlements as per the standard guidelines and codes. Similarly, there is no adequate
provision of traffic signs at junctions as per the standard guidelines or informatory sign while
approaching the settlements or junctions or any other facility provided along the project road.

Railway Crossing
There is no railway crossing in this package.

Grade Separators
No grade separated intersections are existing on the project road.

0.6.2 Pavement Composition

Existing Pavement

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

Table 0.3: Existing Pavement Compositions

Existing Chainage Existing Pavement Composition (mm)
Homog.
From To Bituminous Layer Granular Base Layer Hard Moorum /Natural GSB
Section
(km) (km) Min. Max. Avg. Min. Max. Avg. Min. Max. Avg.
HS-3 435.000 465.000 70 180 105 100 240 176 100 320 115
HS-4 465.000 490.000 50 210 130 70 240 126 60 320 179

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

Table 0.4: Recommended Sub-grade CBR

Existing Subgrade CBR (%)
Homogeneous Existing Chainage
DCP CBR (%) Lab CBR (%)
Sections
From (km) To (km) Min. Max. Average Min. Max. Average
HS-3 435.000 465.000 6.7 18.0 13.3 6.3 15.2 11.1
HS-4 465.000 490.000 6.4 16.3 10.9 6.3 12.3 10.4

0.6.3 Bridges and Culverts

Thee inventory of all bridges / structures having lengths more than 6.0 m were carried out and bridge
wise inventory details is given in Appendix 3.4 in Appendices to Main Report. The inventory of ROB
was also carried out and inventory details are given in Appendix 3.4 in Appendices to Main Report.
These bridges / structures comprise the following: -

Major bridges (MJB) - (length > 60m) - 02 nos.

Minor bridges (MNB) - (length > 6m and < 60m) - 03 nos.
ROB in NH-47 - Nil
Vehicular underpass (VUP) - Nil
Pedestrian underpass (PUP) - 01 no
Total - 06 nos.

The total of existing culverts after compiling the data is found to be 44 (Pipe 07 nos., Slab 33 nos.4
nos. not visible). Many of these culverts has been found to be partially chocked and seem
inadequate. The culverts are also old and seem to be structurally as well as hydraulically poor. Many
of these structures shall be replaced preferably by Box Culverts for better hydraulic performance.

Proposed Improvements
The project road is proposed to be improved to 6-lane standards with 7.5m wide carriageway with 2.0
m wide paved shoulders and 7.0m wide service road. Thereafter the project road will be upgraded to
7.0 m wide carriageway with 2.5m wide paved shoulders and 7.0m service road either side. The
alignment of the project roads will be improved to a ruling design speed of 100kmph in plain/rolling
terrain with 80kmph as the minimum speed.

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0.6.4 Pavement Design

Pavement has been designed on the basis of cumulative number of standard axles expected on the
pavement for the design life of 20 yrs for Flexible Pavement. Proposed pavement composition based
upon the design is given in Table 0.5. The existing pavement has been proposed to be reconstructed
as new pavement.

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DPR study for Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –III] under NHDP Phase III in the State of Kerala
(Package 3 - Km 454.50 to Km 486.00)

Table 0.5: Recommended Pavement Crust Details for New Construction (Flexible Pavement)
Existing Section Crust Composition in mm
Crac
Effective Desig SG k Proposed
Homogeneou Subgrad n Life Design Bitume (mm Relie Total
From Lengt CTSB CTB DBM BC
s Section To (Ex. e CBR (Years Traffic n Grade ) f pavemen
(Ex. h (mm (mm (mm (mm
km) (%) ) Laye t
km) (km) ) ) ) )
r thickness
(mm (mm)
)
VG-40
435.00 465.00 in
HS-3 30 10% 20 86.75 msa 500 200 100 100 60 40 500
0 0 binder
course
and
NRMB
465.00 490.00 104.93ms for
HS-4 25 10% 20 500 200 100 100 60 40 500
0 0 a Surface
course
Note:

SG = Sub-Grade, CTSB = Cement Treated Sub-base, CTB = Cementitious Base, DBM = Dense Bituminous Macadam, BC = Bituminous Concrete

Final Detailed Project Report; Revision No. 0| The SMEC Group | 6

DPR study of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –
III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

Selection of Widening Scheme

As per ToR, the original scope of proposed project is upgrading the existing highway to 4 lanes.
However, considering existing traffic, later it was decided for 6 laning of existing highway.
As an initial proposal, the Alignment Options Study for Section from km 379.10 to km 465.00 was
submitted on 7th. October 2016 and for Section from km 465.00 to km 551.90 on 4th November
2016, based on the methodology below (which was finalized in discussion with PIU, NHAI,
Thiruvananthapuram, as well as, it was revised further based on advice by Member (T), NHAI during
meeting on 18th. October 2016 at Thiruvananthapuram).
1. Proposed ROW (PROW) considered 45m for entire stretch.
2. Retain the existing carriageway to the extent possible to facilitate traffic diversion during
construction and retaining existing asset of the state.
3. Existing ROW, EROW (mostly eccentric in respect of the existing carriageway) widths on LHS and
RHS of the existing carriageway were used as a primary criteria to arrive at the additional land
acquisition on LHS and RHS beyond EROW.
4. Utilizing Government Land wherever available while designing desirable geometry
characteristics of the proposed alignment and providing the best possible Geometry Standards
to the extent possible, including increasing radius of the deficient curves and facilitate better
sight distance and visibility criteria at accident prone locations.

Subsequent to the submission of the Alignment Options Reports, a presentation was made to the
Hon’ble Minister (Works and Registration) on 21st November 2016 at Thiruvananthapuram.

During the presentation to the Hon’ble Minister, the above methodology was discussed explicitly,
however, Minister advised that under all circumstances, to the extent possible, the Proposed
Center Line of the 4 lane Section needs to be in the middle of the EROW, including densely
inhabited Urban Towns.

Therefore the above criteria is presently adopted in selecting the Proposed Center Line for 6 lane
carriageway at substantial stretches. However, in certain sections, deviations to the above option is
carried out to facilitate criteria as stated below:
1. Eccentric Widening at Structure/Bridge Locations.
2. Eccentric Widening to retain existing Religious Structures viz. Temples, Churches, Graveyards &
Mosques etc. to the extent possible
3. Eccentric Widening to avoid encroaching on to Railway Right of Way (Cherthala Railway Station
Stretch).

Bypasses and Realignments

There are no bypasses in this package.

Service Roads

Service roads are proposed throughout the project and are designed to carry traffic in both directions.
They are running parallel to the main line and therefore are inheriting its geometric characteristics as
far as horizontal and vertical alignments are concerned. Carriageway Width for service road in normal
circumstances is 7.0m and 5.5m in extreme circumstances.

Toll Plaza

The project is planned to be taken up by the Hybrid Annuity Model and No toll plaza have been
considered in this package.

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Busbays

There are about 27 urban areas in this package corridor, and therefore bus stop requirements are
generally considered at an interval of 1.5-2km along the project road.

0.7 Environmental Screening of the Project

Environmental Screening and Preliminary Environmental Assessment of the study area has the
following major objectives:
 To identify the potential environmental impacts;
 To categorize the project;
 To ensure that environmental considerations are given adequate weightage for carrying out
proposed road improvement;
 Policy, legal and institutional issues for planning and for getting all approvals and for
implementation of Environmental Management Plan during Design, Construction and
Operational phases; and
 Scoping and future course of work for Environmental Impact Assessment Study

The preliminary environmental assessment for the proposed project is being undertaken as a parallel
exercise with the Engineering Analysis, so as to bring out the environmental concerns in planning and
the proposed design.

The environmental expert conducted the environmental screening to identify the hot spots along the
project road. Special care will be needed for the sensitive stretches during designing and construction
phase as well. Formulation of specific mitigation measures has to be done for adverse impacts in
those sections during the detailed environmental assessment study.

The project road was subjected to screening considering the identified Valued Environment
Components (VECs). These components are listed in chapter 6 of Main report.

0.8 Social Impact Assessment

The objective of the social screening is to identify the probable adverse impacts due to the proposed
road improvement works and ensuing land acquisition on the affected persons/families. Based on
these assessments a Resettlement Action Plan is to be prepared meeting requirements of various
guidelines and relevant Acts of Government of India and other funding agencies like the World Bank,
the Asian Development Bank, etc.

The initial social screening has been carried out by the consultants through detailed reconnaissance of
the project area, review of secondary information and preliminary consultation with various
stakeholders. The major findings are listed in SIA report.

0.8.1 Census and Socio-Economic Survey

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

Final Detailed Project Report; Revision No. 0| The SMEC Group | 8

any structure that may be affected including type of structure, present use of structure and
dimension of the structure.
0.8.2 Identification of Structures Likely to be affected
The topographical survey map was also utilized to identify each structure on the ground. Structures
falling within the proposed development corridor were identified in the site of preliminary basis. As
already mentioned in earlier sections, the existing ROW is nearly about 30 meters and remaining land
of 45 meters is to be acquired to accommodate the proposed developments. Bypasses and
realignments have been proposed to avoid the congested habitation areas where land acquisition will
be required.
0.8.3 Resettlement Action Plan
Resettlement Action Plan will be prepared in accordance with the magnitude of impact detailing the
project components involving land acquisition and involuntary resettlement, extent of impact, socio-
economic profile of Affected Persons, efforts made to minimize involuntary resettlement, mitigation
measures in accordance with approved resettlement framework, budget estimate, work plan,
implementation arrangement, grievance redressal mechanism, and monitoring and evaluation.

0.9 Preliminary Cost Estimates

0.9.1 Unit Rates
The rates of various items of construction work have been analysed as per procedure laid down in the
“MORT&H Standard Data Book”-2003 (Fourth Revision, Reprint 2006) and guidelines set therein. For
road embankment borrow areas have been identified along the project road. For stone metal quarries
have been identified along the road. Average lead has been worked out for earth and stone metal and
cartage cost has been provided at State Schedule of Rates. The unit rates have been worked out by
taking the cost of materials as provided in the State Schedule of Rates (except for cement steel and
bitumen for which market rates have been provided).. The component of labour, material and
machinery has been provided as per Standard Data Book of the Ministry of Road Transport and
Highways.
0.9.2 Preliminary Estimate
For Feasibility study the quantities of pavement have been worked out manually from preliminary
drawings. But Quantities of earthwork have been worked out by computer.
The deck area of bridges has been worked out from their general arrangement drawings. Quantities
of culverts have been worked out from their preliminary drawings. The cost of land acquisition,
resettlement and rehabilitation costs, utility relocation costs and environmental mitigation measures
have been provided as per preliminary assessment of their costs. Estimates for allowances for
contingencies and supervision charges have been provided as percentage of total cost.

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0.10 Project Cost

The cost of widening and strengthening the existing Highway Package 3 works out as under:
ABSTRACT OF COST
Bill Description Amount (Rs.)
No.
1 SITE CLEARANCE AND DISMANTLING 31.5 21,238,863
km
2 EARTH WORK 773,754,566
3 SUB-BASE, BASE-COURSES 2,168,788,045
4 BITUMINOUS PAVEMENT COURSES 1,199,718,983
5 CROSS DRAINAGE WORKS 53 No's 220,444,565
5A FOOT OVER BRIDGES 14 No's 107,560,800
6 MINOR BRIDGES , FLYOVERS & UNDERPASSES & RE WALL

I) VUP 3 No's 121,353,285

II) LVUP 1 No's 7,206,423
III) SVUP 9 No's 133,136,407
IV) FLYOVER 1 No's 69,845,374
V) MINOR BRIDGE 3 No's 206,776,392
VI) MAJOR BRIDGES 2 No's 986,165,835
VII) Elevated Highway cum ROB
VIII) ROB
IX) RUB
X) RE WALL 6.04 1,451,775,806
km
8 TRAFFIC SIGNAGES, ROAD MARKING & APPURTENANCES 775,775,989
9 DRAINAGE AND PROTECTION WORKS 1,139,465,547
10 REPAIR & REHABILITATION OF STRUCTURES 1,522,631
11 MAINTENANCE OF ROADS 3,142,125
12 GENERAL ITEMS 568,095
13 TRAFFIC MANAGEMENT SYSTEM 34,549,079
14 TOLLPLAZA 73,840,000
BASE CIVIL CONSTRUCTION COST (A) 9,496,628,811
15 Escalation @ 5% up to bid due date
16 Total Civil Construction Cost as on Bid due date 9,496,628,811
COST PER KM (Rs in Crores) 30.15

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17 Centages(IC & Pre-Operative cost+Finanace Cost+IDC)

IC & Pre operative expences @ 1% of EPC Cost 94,966,288
Financing Cost Debt at 70:30 DER 63,600,000
Interest durning construction 529,600,000
Total Centages 688,166,288
18 TOTAL EPC COST 10,184,795,099
19 Pre-Construction activities
Cost of land acquisition 16,400,700,000
shifting of Utilities(KSEB) 599,500,000
shifting of Utilities(Kerala Water Authority) 412,390,000
Environmental measures etc 34,570,000
Total Pre-Construction activities 17,447,160,000
20 TOTAL CAPITAL COST (Estimated Project Cost + cost of Pre- 27,631,955,099
construction activities)
COST PER KM (Rs in Crores) 87.72
TOTAL LENGTH (Kms) 31.50

0.11 Economic Analysis

The appraisal has been carried out within the framework of ‘with’ and without’ the project situations.
‘Without’ the project situation is the one in which the projected traffic would continue to move on
the existing two lane road which will require certain minimum routine and periodic maintenance for
upkeep of the facility. In the case of ‘with’ project situation, the traffic would use the improved
facility, which is two lane carriageways with paved shoulders facility.
The benefits due to improvements are the saving in vehicle operation cost, saving in time and other
caused benefits. The cost of the project is subtracted from benefits accruing year wise and discounted
to work out the Economic Internal Rate of Return. In the economic appraisal all the financial
estimates of costs and benefits are converted to economic costs by applying necessary factors.

Sensitivity Analysis

Two critical factors could affect the viability of the project and these are the Capital Cost and traffic
level. The capital cost can increase or the expected traffic growth could not materialize or both
factors could occur simultaneously sensitivity check using the following parameters has been carried
out:
 Sensitivity Option S1 Increase in base costs by 15%
 Sensitivity Option S2 Decrease in base benefits by 15%
 Sensitivity Option S3 Increase in base costs by 15% and decrease in base benefits by 15%

Final Detailed Project Report; Revision No. 0| The SMEC Group | 11

The economic analysis is carried out only for 11 years as the existing facility in no condition will be able to cater
additional traffic. The project road and all packages found to be economically viable with EIRR more than the
resource cost of capital @ 12%. In case of sensitivity too project is economically viable and beneficial to public

Table 0.6: Result of Economic Evaluation

NPV (Million
S. No. Package Sensitivity EIRR (%) Viability
Rupees)
1 Package 3 Base Case 40463.95 51.4 Yes
2 Package 3 S1 39361.77 45.6 Yes
3 Package 3 S2 35829.96 38.8 Yes
4 Package 3 S3 34727.78 34.6 Yes

0.12 Financial Analysis

PACKAGE 3
S.No. Summary Value/Data
1 Estimated Project Cost 1026.61 Crore
2 Estimated Bid Project Cost 1177.24 Crore
3 Estimated O&M Cost 16.13 Crore
4 Estimated Project Life Cycle Cost 1261.95 Crore
5 Variation in Estimated Project Cost 14.67%
6 Bid Equity IRR at Bid Project Cost 15.00%
7 Project IRR 9.79%
8 NPV of Equity IRR (@12%) 18.46 Crore

The financial Analysis presented in Chapter 8 of this report indicates that the project is feasible under
Hybrid Annuity Model. The cost of the project is substantial and that makes unviable under PPP
(DBFOT) Mode. The mode will be bankable considering the appropriate risk allocation between the
Public and Private Sector.

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CHAPTER 1 INTRODUCTION
1.1 Background
The National Highways Authority of India (NHAI) has been entrusted with the assignment of
preparation of Detailed Project Report for 6 laning of Chertalai to Thiruvananthapuram Section of NH-
47 (new NH-66) (from km 379.100 to km 549.801 under NHDP Phase III in the State of Kerala. The
project stretch of NH 47 begins at Thuravoor Junction near Cherthala Town and ends at Kazhakottam
Junction near Thiruvananthapuram totalling a length of 170.7 km in Kerala State. The project stretch
includes two bypasses at Alappuzha and Kollam and a new realigned stretch bypassing Attingal Town.

1.2 Consultancy Appointment

M/s SMEC International Pty. Ltd. in association with SMEC (India) Pvt. Ltd, 387, Udyog Vihar Phase II,
Gurgaon 122016, Haryana, India have been appointed as Consultants vide letter no NHAI/HQ/Kerala/
NH-17&47/2015-16/42 dated 27th June 2016 to carry out the Feasibility Study and Detailed Project
Report (DPR) for 4/6 laning of the section from Chertalai (km. 379.10) of NH-47 to Kazhakottam
(km 549.801) of NH-47 in the State of Kerala. The contract with NHAI was signed on 3rd August 2016.

The scope and principal objectives of the consultancy services is contained in the Terms of Reference
(TOR) of the consultancy services, which is part of the contract agreement. The services were
commenced with effect from 8thAugust 2016.

An Index Map of the project corridor is shown in Figure 1.1.

Figure 1.1: Index Map

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1.3 Project Description

The project road length is 31.50 km. It is from km 454.50 to km 486.00 of NH-47 Kottankulangara to
Start of Kollam bypass. This stretch of road passes through Alappuzha & Kollam district. The road
passes through urban areas viz. Krishnapuram, Oachira, K.S puram , Karunagapalli
Generally the existing road is two laned with paved shoulders on either side. At most of the urban
locations in the presence of Major Junction, carriageway has been upgraded to 4 lane divided
carriageway configuration including the junction with approaches and also along the existing town
section.

There is no bypass in Package 3.

Package From(km) To(km) Length Tentative Location District

of Civil Cost of
package
Package
(km) (Rs. Cr)
Package-3 454.50 486.00 31.50 949.6 Kottankulangara- Alappuzha &
Start of Kollam Kollam
Bypass

1.4 Mobilization, Staffing and Submissions

Mobilisation

The Contract Agreement for the Consultancy Services was signed on 3rd August 2016 and the
Consultancy Services commenced on 8th August 2016 in accordance with Clause 2.3 of the Contract
Agreement.

Staffing
Key personnel and other staff mobilized as per the clause 6.3 (b) of the contract for the project.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 14

Project Office

The Consultant has a project office at Thiruvananthapuram in Kerala at the following address:
M/s. SMEC (India) Pvt. Ltd.,
TC- 2361-2
TPJR-3A,
Pattom PO
Thiruvananthapuram - 695024

Submission

S. No. Deliverables Submission Dates

Inception Report
1.  Draft Inception Report including QAP Submitted on 31.08.2016
 Final Inception Report including QAP Submitted on 20.09.2016
Feasibility Report
2.  Draft Feasibility Report Submitted on 24.01.2017
 Final Feasibility Report Submitted on 31.03.2017
For Kazhakkottom technical schedules
submitted on 25th October 2017 for
other packages submitted on 30th
3. Technical Schedules
November 2017.
Draft schedules for 6 laning are submitted
for PKG-II on 09.01.2020
Detailed Project Report In Progress
Draft DPR was submitted for I & II
4.  Draft Detailed Project Report packages in March 2019.
Revised 6 laning DPR work in progress.
 Final Detailed Project Report -

1.1 Final Detailed Project Report

In accordance to TOR (clause 10.8) regarding submission of Final Detailed Project Report, the same is
submitted herewith:
Volume I : Main Report
Volume II : Design Report
Volume III : Material Report
Volume IV : EIA EMP Report
Volume V : Technical spedifications
Volume VI : Rate Analysis
Volume VII : Cost estimate
Volume VIII : BOQ
Volume IX : DRAWINGS
Volume X : Civil work contract agreement
Volume XI : Project clearances

Final Detailed Project Report; Revision No. 0| The SMEC Group | 15

CHAPTER 2 SOCIAL ANALYSIS OF THE PROJECT

2.1. Introduction
The primary purpose of socio-economic analysis is to provide an overview of the State’s, socio-
economic status and the relative status of the Project Influence Area (PIA) within the State.

This chapter presents the socio economic profile of the Kerala, the Project Influence State, and
Districts of Alappuzha, Kollam and Thiruvananthapuram, which comprises the Project Influence Area
(PIA) of the proposed road.

Project Influence Districts

Alappuzha
Alappuzha is also known as Alleppey, is the administrative headquarters of Alappuzha
District of Kerala state of southern India. Alappuzha is a municipality in Kerala with an urban
population of 174,164 and third among the districts having
highest literacy rate in Kerala. In 2016, Centre for Science
and Environment rated Alappuzha as the top cleanest
town in India followed by Panaji & Mysuru. Alappuzha is
considered to be the oldest planned city in this region and
the lighthouse built on the coast of the city is the first of
its kind along the Laccadive Sea coast. Alappuzha is
situated 28 km from Changanssery, 46 km from Kottayam
and 53 from Kochi and 155 kilometres (96 mi) north of
Trivandrum. A town with picturesque canals, backwaters,
beaches, and lagoons, it was described as the one of the
places known as the "Venice of the East" by Lord Curzon.
Hence, it is known as the "Venetian Capital" of
Kerala. Malayalam is the most spoken language. Hindi,
English and Tamil are also spoken in the town.

Alappuzha is an important tourist destination in India.

The Backwaters of Alappuzha are the most popular tourist attraction in Kerala.

Alappuzha is the access point for the annual Nehru Trophy Boat Race, held on the Punnamada Lake,
near Alappuzha, on the second Saturday of August every year. This is the most competitive and
popular of the boat races in India.[6] The mullackal chirap is also one of the attractions of Allapuzha
which is the festive season held for ten days every year in December.

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Kollam
Kollam or Quilon formerly Desinganadu, is an old seaport
and city on the Laccadive Sea coast of Kerala, India. The city
is on the banks Ashtamudi Lake. Kollam has had a strong
commercial reputation since the days of the Phoenicians
and Romans fed by the Chinese trade, it was mentioned
by Ibn Battuta in the 14th century as one of the five Indian
ports he had seen during the course of his twenty-four year
travels. Kollam is a coastal city on the banks of Ashtamudi
Lake that took the title God's Own Country without much
demur. The braids of Ashtamudi Lake lie about 71
kilometres (44 mi) north of the state capital,
Thiruvananthapuram. The city hosts the administrative
offices of Kollam district and is a prominent trading city for
the state. The proportion of females to males in Kollam city
is second highest among the 500 most populous cities in India.

Kollam city had a population of 349,033 with a density of 5,900 persons per square kilometre. The sex
ratio (the number of females per 1,000 males) was 1,112, the highest in the state. The district
of Kollam ranked seventh in population in the state while the city of Kollam ranked fourth. As of
2010 Kollam had an average literacy rate of 93.77%,[47] higher than the national average of 74.04%.
Male literacy stood at 95.83%, and female at 91.95%. In Kollam, 11% of the population was under six
years of age.

Malayalam is the most spoken language in Kollam while Tamil is well understood in the city.

Thiruvananthapuram
Thiruvananthapuram District is the southernmost district
of the coastal state of Kerala . It is the largest city in
Kerala. It came into existence in the year 1957. The
headquarters is the city of Thiruvananthapuram
(Trivandrum) which is also the capital city of Kerala. The
district has an area of 2,192 square kilometres (846 sq mi)
and a population of 3,307,284 (as per the 2011 census),
[2] the second-most populous district in Kerala
after Malappuram district. It is the densest district in
Kerala with 1,509 inhabitants per square kilometre
(3,910/sq mi). It is divided in 6 taluks:
Thiruvananthapuram, Neyyattinkara, Chiriyankeezhu,
Nedumangadu, Varkala and Kattakada. The urban bodies
in the district are Thiruvananthapuram Corporation,
Varkala, Neyyattinkara, Attingaland Nedumangad municipalities. Thiruvananthapuram district is
situated between north latitudes 8°17' and 8°54' and east longitudes 76°41' and 77°17'.

The district has three major rivers, several freshwater lakes and more than 300 ponds. The eastern
region is forested, northern regions are mostly under rubber cultivation and the remaining areas
have mixed dry land crops of coconut, plantain, tapioca, etc. The city gets its name from the word
"Thiru-anantha-puram", meaning the "Abode of Lord Anantha." The name derives from the deity of
the Hindu temple at the center of the Thiruvananthapuram city. Anantha is the serpent Shesha on
whom Padmanabhan or Vishnu reclines.

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

2.2. Demographic Characteristics

2.2.1. Population

Kerala is home to 2.76% of India's population; with a density of 859 persons per km 2, its land is nearly
three times as densely settled as the Indian national average of 370 persons per km2. As of 2011,
Thiruvananthapuram is the most populous city in Kerala.

Kerala's coastal regions are the most densely settled with population of 2022 persons per km 2, 2.5
times the overall population density of the state, 859 persons per km2, leaving the eastern hills and
mountains comparatively sparsely populated. Around 31.8 million Keralites are predominantly
Malayali. The state's 321,000 indigenous tribal Adivasis, 1.10% of the population, are concentrated in
the east.

2.2.2. Population Growth and Urbanization

In the state, the rate of population growth is India's lowest, and the decadal growth of 4.9% in 2011 is
less than one third of the all-India average of 17.64%. Kerala's population more than doubled
between 1951 and 1991 by adding 15.6 million people to reach 29.1 million residents in 1991; the
population stood at 33.3 million by 2011.

Urban population was about 7.7 million in 1991 and about 8.3 million in 2001 which constitutes
about 25.96 per cent of the total population. The decadal growth of urban population was 7.64 per
cent during 1991 – 2001. Table 2.1 shows the population growth trends in Kerala.

Table 2.1: Population Growth in Kerala

Census Population %+/-
1951 13,549,000 -
1961 16,904,000 24.8%
1971 21,347,000 26.3%
1981 25,454,000 19.2%
1991 29,099,000 14.3%
2001 31,841,000 9.4%
2011 33,388,000 4.9%
Source: Census of India 2011

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2.3. Land Use

The total geographical area of the State is 3886287 Ha. Geographical area in Kerala has been
classified according to thirteen different uses of land during 2008-09 which is presented in Table 2.2.
The net area under cultivation during the year 2008-09 was 2088955 Ha, which occupies 53.75% of
the total area in the State. The total cropped area is 2694943 Ha during the year 2008-09.

Table 2.2: Land Use Pattern in Kerala

Percent of Change in Area Between
S. 2010-11 and 2011-12
Classification of Land 2010-11 2011-12 Geographical
No.
Area Actual Percentage
Total Geographical
1 3886287 3886287 100 0 0
Area
2 Forest 1081509 1081509 28 0 0
Land put to non-
3 384174 399924 10 15750 0
agricultural Uses
Barren and
4 10573 17552 0.5 -2021 -10
Uncultivated Land
Permanent Pastures
5 153 85 0 -68 -44
and Grazing Land
Land under
6 Miscellaneous Tree 3690 336 0.1 -324 -9
Crops
7 Cultivable Waste 91665 95437 2 3772 4
Fallow other than
8 51943 57670 1 5727 11
current fallow
9 Current Fallow 76028 77056 2 1028 1
10 Net Area Sown 2071507 2040132 53 -31375 -1.5
Area Sown more than
11 575954 621625 15 45671 8
once
12 Total Cropped Area 2647461 2661757 68 14296 1
13 Cropping Intensity 128 130 0 2 0
Source: Directorate of Economics and Statistics

2.4. State’s Economy

After independence, the state was managed as a democratic socialist welfare economy. From the
1990s, liberalisation of the mixed economy allowed onerous restrictions against capitalism
and foreign direct investment to be lightened, leading to economic expansion and an increase in
employment. In the fiscal year 2007–2008, the nominal gross state domestic product (GSDP)
was 1,624 billion (US$24 billion).

Kerala's economy depends on emigrants working in foreign countries, mainly in Arab states of the
Persian Gulf, and remittances annually contribute more than a fifth of GSDP.[174] In 2008, the
Persian Gulf countries together had a Keralite population of more than 2.5 million, who sent home
annually a sum of US$6.81 billion, which is the highest among Indian states and more than 15.13%
of remittances to India in 2008.[175] In 2012, Kerala still received the highest remittances of all
states: US$11.3 billion, which was nearly 16% of the US$71 billion remittances to the country.

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The tertiary sector comprises services such as transport, storage, communications, tourism, banking,
insurance and real estate. In 2011–2012, it contributed 63.22% of the state's GDP, agriculture and
allied sectors contributed 15.73%, while manufacturing, construction and utilities contributed
21.05%. Nearly half of Kerala's people depend on agriculture alone for income. As of March 2002,
Kerala's banking sector comprised 3341 local branches: each branch served 10,000 people, lower
than the national average of 16,000; the state has the third-highest bank penetration among Indian
states. On 1 October 2011, Kerala became the first state in the country to have at least one banking
facility in every village.[191] Unemployment in 2007 was estimated at 9.4%; chronic issues
are underemployment, low employability of youth, and a low female labour participation rate of only
13.5%.

The state's budget of 2012–2013 was 481.42 billion (US$7.2 billion). The state government's tax
revenues (excluding the shares from Union tax pool) amounted to 217.22 billion (US$3.2 billion) in
2010–2011; up from 176.25 billion (US$2.6 billion) in 2009–2010. Its non-tax revenues (excluding the
shares from Union tax pool) of the Government of Kerala reached 19,308 million (US$290 million) in
2010–2011. However, Kerala's high ratio of taxation to GSDP has not alleviated chronic budget
deficits and unsustainable levels of government debt, which have impacted social services. A record
total of 223 hartals were observed in 2006, resulting in a revenue loss of over 20
billion (US$300 million). Kerala's 10% rise in GDP is 3% more than the national GDP. In 2013, capital
expenditure rose 30% compared to the national average of 5%, owners of two-wheelers rose by 35%
compared to the national rate of 15%, and the teacher-pupil ratio rose 50% from 2:100 to 4:100. In
November 2015, the Ministry of Urban Development selected seven cities of Kerala for
a comprehensive development program known as the Atal Mission for Rejuvenation and Urban
Transformation (AMRUT). A package of 25 lakh (US$37,000) was declared for each of the cities to
develop service level improvement plan (SLIP), a plan for better functioning of the local urban bodies
in the cities of Thiruvananthapuram, Kollam, Alappuzha, Kochi, Thrissur, Kozhikode, and Palakkad.

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Table 2.3: Sector-wise NSDP of Kerala

2.4.1. Sectoral Composition of State Income

Indian economy is classified in three sectors — Agriculture and allied, Industry and Services.
Agriculture sector includes Agriculture (Agriculture proper & Livestock), Forestry & Logging, Fishing
and related activities. Industry includes Manufacturing (Registered & Unregistered), Electricity, Gas,
Water supply, and Construction. Services sector includes Trade, repair, hotels and restaurants,
Transport, storage, communication & services related to broadcasting, Financial, real estate etc. At
previous methodology, composition of Agriculture & allied, Industry, and Services sector was 51.81%,
14.16%, and 33.25%, respectively at current prices in 1950-51. Share of Agriculture & allied sector has
declined at 18.20% in 2013-14. Share of Services sector has improved to 57.03%. Share of Industry
sector has also increased to 24.77%. Figure 2.1 shows the sectoral composition of State Income and
trend line of NSDP growth.

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Figure 2.1: Sectoral Composition of State Income

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2.4.2. The Per Capita Income

The per Capita income of Kerala has raised in year 2013-14 by 2.73 percent in comparison with
previous year of 2012-13. Details of per capita income are given in Table 2.4.

Table 2.4: Per Capita Income

Year Per Capita Income Percentage change in Per Capita Income over previous year
2012-13 91567 10.65
2013-14 103820 13.38
2014-15 NA NA

2.4.3. Growth Trends-State Income

According to Kerala Economic Review state has recorded a growth rate of 6.49 per cent in the last
fiscal, which is above the national average (4.04) and the second highest among South Indian States.
It said the state’s growth rate was above that of Karnataka (5.79 per cent) and Andhra Pradesh (5.97
per cent).

According to the review, the service sector continues to dominate the Kerala economy which is
heavily depended on overseas remittance. Segments such as transport, communication, trade,
hotels, banking and insurance, and real estate have performed well.

2.4.4. District wise Income

The analysis of district wise per capita income shows that Ernakulam district stands first with the per
capita income of Rs. 85070 at constant (2004-05) prices in 2010-11 as against Rs. 78351 in 2009-10
Kottayam District has the second largest per capita income of Rs. 64648 in 2010-11 at constant prices
followed by Thiruvananthapuram (Rs. 60945), Pathanamthitta (Rs. 60370), Thrissur (Rs. 59127), and
Alappuzha ( Rs. 57298). The lowest per capita income was recorded in Malappuram District
( Rs. 36740) in 2010-11 at constant prices preceded by Wayanad ( Rs.39051), Kasargod ( Rs. 44572)
and Kozhikode ( Rs. 53298). The highest rate of growth of per capita income of 9.31% was recorded in
Pathanamthitta District in 2010-11 followed by Thiruvananthapuram (8.98 %), Thrissur (8.84%),
Ernakulam (8.57%), and Allappuzha (8.37%). The lowest growth rate was recorded in Idukki District
(6.84%) preceded by Wayanad District (7.74%), Malappuram (7.75%), and Kasargod (7.97 %). The
district wise per capita income with growth rate is given here:

The analysis of district wise per capita income shows that Ernakulam district stands first with the per
capita income of Rs.86267 at constant (2004-05) prices in 2013-14 as against Rs. 81557 in 2012-13.
The given Table 2.5 reveals that the districts Ernakulam, Thrissur, Kozhikode and Kannurhad a much
higher growth rate than the average growth in per capita income in 2012-13. However, the districts
of Wayanad, Kollam, Palakkad and Idukki showed much lower growth in per capita income than the
state average. District wise and sector wise analysis of GSDP reveals that Ernakulum district
contributions in all these sectors are highest.

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Table 2.5: District wise NSDP (Current Prices)

2.5. Work Participation Ratio

The Table 2.7 indicates the percentage of workers to total population in Kerala according to Census
2011 is 34.78%. Compared to 2001 Census, an improvement of 2.48% is observed in WPR. The
highest WPR is Idukki (46.6%) and the lowest in Malappuram (25.83%). Among males the Work
Participation rate is 52.73%. In 2001 the same was 50.20%. Highest Male Work Paticipation Rate is
observed in Idukki (60.00%) and the lowest in Malappuram (45.82%).

Among females the work participation rate is 18.23%. In 2001, the same was 15.38%. Highest Female
Work Participation Rate is observed in Idukki (33.20%) and the lowest in Malappuram (7.63%).

Table 2.6: Total Workers Main and Marginal

Total Working and Non-Working Population of Kerala
Total Workers Main Workers Marginal Workers
11619063 9329747 2289316
Source: Economic Survey 2011

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2.5.1. Economic Classification of Workers

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

Table 2.7: Percentage Distribution of Total Workers by Broad Economic Classification

Classification of Workers Kerala in Year 2011 (%)
Cultivators 5.77
Agricultural labour 11.39
Household Industries 2.35
Others 80.50
Total 100
Total Workers 11619063

2.6. Agriculture and Allied Activities

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

Table 2.8: Contribution of Agricultural sector to the State income in Kerala

Share of Agriculture and Allied Sectors Share of Agriculture and Allied Sectors
Years
(India) (Kerala)
2011-12 18.4 14.38
2012-13 18.0 13.76
2013-14 18.0 12.9
2014-15 NA 11.6
Source: Directorate of Economics and Statistics

2.6.1. Agricultural Production

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

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remunerative crops like banana and other plantations. Table 2.9 represents production of principal
crops in Kerala:
Table 2.9: Production of Principal Crops
Area (Ha) Production (Tonnes)
Principal Crops
2001-02 2013-14 % Variation 2001-02 2013-14 % Variation
Paddy 322368 199611 -38 703504 564325 -20
Tapioca 111189 67589 -39 2455880 2479070 1
Coconut 905718 808647 -11 5479 5921 8
Pepper 203956 84065 -59 58240 29408 -50
Cashew 89718 49105 -45 65867 33375 -49
Rubber 475039 548225 15 580350 648220 12
Groundnut 2437 710 -71 1812 868 -52
Sesamum 878 265 -70 284 88 -69
Cotton 3760 177 -95 6069 284 -95
Pulses 8191 2989 -64 6281 3019 -52
Ginger (Dry) 10706 4538 -58 40181 21521 -46
Turmeric 3558 2430 -32 7895 6253 -21
Banana 50871 62261 22 345903 531299 54
Tobacco 71 9 -87 395 17 -96
Total Cereals 329875 199937 -39 708624 564635 -20
Arecanut 93193 100008 7 84681 100018 18
Coffee 84795 85359 1 66690 66645 0
Tea 36899 30205 -18 66090 62938 -5
Coconut Production is in million nuts.
Source : Department of Economics and Statistics

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

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

2.7.1. Registered Industrial Units in Kollam

A. Medium and Large Scale Industries

Table 2.10: Registered Working Factories (Medium and Large Scale) &employment in the State
Investment
Year Number of Registered Units Employment
(in lacs)
2006-2007 2 1 14
2007-2008 12 135 98
2008-2009 136 994 1283
2009-2010 2346 31509 -
2010-2011 652 5389 9248
2011-2012 806 6287 12435
2012-2013 201 971 4628
TOTAL 4155 45286 27706
Source: DIC, Kollam

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2.7.2. Small Scale Industries

Table 2.11: Registered Working Factories (Small Scale) in 2013-14

S. No. Type of Industry No. of Units
1 Food Products 1967
2 Textile & Garments 1269
3 Glass & Ceramics 33
4 Mechanical Engineering 1145
5 IT & ITES 587
6 IT Hardware 233
7 Rubber Products 125
8 Chemical 248
9 Plastic 348
10 Paper & Paper Products 431
11 Fruit & Food based products 493
12 Service Activities 1072
13 Miscellaneous 8400
TOTAL 16349
Source: DIC, Kollam

2.7.3. Registered Industrial Units in Alappuzha

B. Medium and Large Scale Industries

Table 2.12: Registered Working Factories (Medium and Large Scale) &employment in the State
Investment
Year Number of Registered Units Employment
(in lacs)
2006-2007 166 664 531.2
2007-2008 1378 8348 13981.63
2008-2009 4114 26567 34251.93
2009-2010 5246 34000 38129.31
2010-2011 5922 40604 43778.11
2011-2012 6442 45947 50708.9
TOTAL 20738 108143 140201.86
Source: DIC, Alappuzha

2.7.4. Small Scale Industries

Table 2.13: Registered Working Factories (Small Scale) in 2011-12

S. No. Type of Industry No. of Units
1 Agro Based 7690
2 Soda Water 312
3 Jute and Jute Based NA
4 Readymade Garments & embroidery 4379
5 Wood/wooden based furniture 1257
6 Paper & Paper Products 585
7 Leather Based 212
8 Chemical/Chemical based 1081
9 Rubber, Plastic & Petro based 1701

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S. No. Type of Industry No. of Units

10 Mineral based 82
11 Metal based 283
12 Engineering Units 1444
13 Electrical Machinery & transport equipment 306
14 Repairing & Servicing 1590
15 Others 2726
TOTAL 23648
Source: DIC, Alappuzha

2.7.5. Registered Industrial Units in Thiruvananthapuram

B. Medium and Large Scale Industries

Table 2.14: Registered Working Factories (Medium and Large Scale) &employment in the State
Investment
Year Number of Registered Units Employment
(in lacs)
2006-2007 333 2792 2985.35
2007-2008 1076 9657 12108.71
2008-2009 1139 8306 2894.23
2009-2010 1410 9061 8322.71
2010-2011 1077 9725 5752.27
2011-2012 1198 7646 10153.43
TOTAL 21963 124710 106483.35
Source: DIC, Thiruvananthapuram

2.7.6. Small Scale Industries

Table 2.15: Registered Working Factories (Small Scale)

S. No. Type of Industry No. of Units
1 Agro Based 4994
2 Readymade garments & embroidery 2495
3 Wood/Wooden Based furniture 499
4 Paper & Paper products 250
5 Rubber, Plastic & Petro based 998
6 Miner Based NA
7 Metal based NA
8 Engineering Units 2987
9 Electrical Machinery and transport equipment 499
10 Repairing & Servicing 250
11 Others 8991
TOTAL 21963
Source: DIC, Thiruvananthapuram

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2.8. Transport Network

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

2.8.1. National Highways

Kerala has 145,704 kilometres (90,536 mi) of roads, which

accounts for 4.2% of India's total. Roads in Kerala include
1,524 kilometres (947 mi) of national highway; 2.6% of the
nation's total, 4,341.6 kilometres (2,697.7 mi) of state highway
and 18,900 kilometres (11,700 mi) of district roads. Most of
Kerala's west coast is accessible through two national
highways, NH 47 and NH 17; and the eastern side is accessible
through state highways. There is also a hill highway proposed,
to provide access to the eastern hills. National Highway 17,
with the longest stretch of road (421 kilometres (262 mi))
connects Edapally to Panvel; it starts from Kochi and passes through Kozhikode, Kannur, Kanhangad,
Kasaragod and Uppala. NH 47 runs from Salem to Kanniyakumari, via Coimbatore, Palakkad,
Thrissur, Ernakulam, Kochi, Alapuzha, Kollam, Thiruvananthapuram& Nagercoil, connecting Kerala's
political capital (Thiruvananthapuram) to its commercial capital (Kochi). Details are given in Table 2.16.

Table 2.16: National Highways in Kerala

NH
NH Portion in Kerala Length (kms)
No.
17 Thalappady - Edapally 420.77
47 Walayar - Kaliyikkavila 416.800
49 Bodimdettu - Muvatupuzha - Kochi 167.593
208 Kollam - Aryankavu - Muvattupuzha 81.280
212 Kozhikode - Muthanga 117.600
213 Palakkad - Kozhikode 125.304
220 Kollam - Kumily 189.300
47A Kundannoor - Willington Island 5.900
Total Length 1524.547

The length of roads maintained by different agencies is given in Table 2.17.

Table 2.17: Agency-wise Distribution of Road Length in Year 2009-10

Name of Department Length (km) Percentage
Panchayat 104257 68.748
PWD (Roads & Bridges) 23242 15.32
Municipalities 8917 5.88
Corporation 6644 4.381
Forest 4075 2.689
Irrigation 2664 7.757
PWD (NH) 1525 1.006
Others (Railway, KSEB) 328 0.216
Total 151652 100

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2.8.2. Registered Motor Vehicles

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

2.8.3. Bus Transport Services

Road Transport is the dominant mode of transport for

moving goods and passenger traffic. Road transport act
as the feeder service to the rail traffic, air traffic and Port
& harbours. The vehicle density in the State is very high
compared to many other States in India. Road Transport
Industry is dominated by private service providers. The
road freight services are wholly owned and operated by
the private sector.

Kerala State Road Transport Corporation (KSRTC) is the

largest single public sector undertaking, which carries
out transport operation in the State. The State owned
KSRTC has only 14.71 per cent of the total number of stage carriages in the State. The passenger
transport operation in Kerala is mainly carried out by private operators. There are 29,249 buses in the
State as on 3/2003 including private buses. The number of schedules operated as on 3/2003 has
increased from 3576 to 3651 in 2002-03. The corporation operated its bus services to a length of
4124.44 lakh kms as against 4148.15 lakh kms in the previous year with a marginal decrease of 0.59
per cent. About 11306.79 lakh passengers travelled in the KSRTC buses during 2002-03 as against
11087.16 lakh passengers in the previous year. The average km run by a bus in a day was 365 km
during the period.

2.8.4. Railways

The railway network runs multi-gauge operations

extending over 1148 kms in Kerala of which 94.14 kms
is meter gauge. The railway operations in the State are
controlled by the Thiruvananthapuram, Palghat and
Madurai Divisions of Southern Railway. The entire
railway route length of the State is spread along 13
railway routes of which highest number of railway
stations (92) is in Thiruvananthapuram – Walayar route.
The route length has remained stagnant in the State for
a number of years.

Thiruvananthapuram Railway Station

The railway network in the state is controlled by two out of six divisions of the Southern
Railway; Thiruvananthapuram Railway division and Palakkad Railway Division.[253]
Thiruvananthapuram Central (TVC) is the largest railway station in the state.[254] Kerala's major
railway stations are TVC, Ernakulum Junction (South) (ERS), Kozhikode (CLT), Shornur (SRR), Palakkad
Junction (PGT), Kollam Junction (QLN), Kannur (CAN), Thrissur Railway Station (TCR), Ernakulum Town
(North)(ERN), Alappuzha railway station(ALLP), Kottayam (KTYM) Kayamkulam Junction (KYJ) and
Chengannur.

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2.8.5. Air Transport

Kerala has three international airports: Trivandrum International Airport, Cochin International
Airport and Calicut International Airport. All civilian airports functioning in the state are international
airports, a feature which is unique to Kerala. Upon completion of the Kannur International Airport,
Kerala will join Tamil Nadu as the state with the most international airports. Unlike in other states
where the capital city has the highest air traffic, in Kerala, air traffic is distributed evenly over Kochi,
Thiruvananthapuram and Kozhikode. Despite this, all these three airports are among the top 15
busiest airports in India.

Thiruvanthapuram Airport
Kollam Airport, established under the Madras Presidency
and closed before the inauguration of Trivandrum
International Airport in the capital, was the first airport in
Kerala.[258]Trivandrum International Airport, managed
by the Airport Authority of India, is among the oldest
existing airports in South India. Cochin International
Airport is the busiest in the state and the seventh-busiest
in the country. It was the first Indian airport to be
incorporated as a public limited company; it was funded
by nearly 10,000 non-resident Indians from 30 countries.
Cochin Airport is the primary hub of Air India Express and
the secondary hub of Air Asia India

2.8.6. Water Transport

Kerala has one major port, 17 minor ports and a few

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

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

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city of Kochi ranks first in the total number of international and domestic tourists in Kerala. Kerala
tourism is a global brand and regarded as one of the destinations with highest recall. In 2006, Kerala
attracted 8.5 million tourists, an increase of 23.68% over the previous year, making the state one of
the fastest-growing popular destinations in the world. In 2011, tourist inflow to Kerala crossed the
10-million mark.

Ayurvedic tourism has become very popular since the 1990s, and private agencies have played a
notable role in tandem with the initiatives of the Tourism Department. Kerala is known for
its ecotourism initiatives which include mountaineering, trekking and bird-watching programmes in
the Western Ghats as the major activities. As of 2005, the state's tourism industry was a major
contributor to the state's economy, growing at the rate of 13.31%. The revenue from tourism
increased five-fold between 2001 and 2011 and crossed the 190 billion mark in 2011. Moreover, the
industry provides employment to approximately 1.2 million people.

Kerala's ecotourism destinations include 12 wildlife sanctuaries and two national parks: Periyar Tiger
Reserve, Parambikulam Wildlife Sanctuary, Chinnar Wildlife Sanctuary, Thattekad Bird Sanctuary,
Wayanad Wildlife Sanctuary, Muthanga Wildlife Sanctuary, Aralam Wildlife Sanctuary, Eravikulam
National Park, and Silent Valley National Park are the most popular among them. The Keralas
Padmanabhapuram Palace and the Mattancherry Palaceare two notable heritage sites.

Table 2.18: Growth of Tourist Traffic in Kerala

Total Revenue Generated
Foreign Exchange Percentage of Percentage of
Year from Tourism (Direct &
Earning (Rs. In Crores) Increase Increase
Indirect)
2004 1266.77 28.82 6829.00 15.01
2005 1552.31 22.54 7738.00 13.31
2006 1988.40 28.09 9126.00 17.94
2007 2640.94 32.82 11433.00 25.28
2008 3066.52 16.11 13130.00 14.84
2009 2853.16 -6.96 13231.00 0.77
2010 3797.37 33.09 17348.00 31.12
2011 4221.99 11.18 19.037.00 9.74
2012 4571.69 8.28 20430.00 7.32
2013 5560.77 21.63 22926.55 12.22
2014 6398.93 15.07 24885.44 12.11
2015 6949.88 8.61 26689.63 7.25

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

Final Detailed Project Report; Revision No. 0| The SMEC Group | 33

Table 2.19: Trends in Domestic & Foreign Tourists in Kerala

Percentage of
Year Domestic Tourists Percentage of Variation Foreign Tourist
Variation
2004 5972182 1.7 345546 17.3
2005 5946423 -4.3 346499 0.27
2006 6271724 5.47 428534 23.7
2007 6642941 5.92 515808 20.37
2008 7591250 14.28 598929 16.11
2009 7913537 4.25 557258 -6.96
2010 8595075 8.61 659265 18.31
2011 9381455 9.15 732985 11.18
2012 10076854 7.41 793696 8.28
2013 10857811 7.75 858143 8.12
2014 11695411 7.71 923366 7.60
2015 12465571 6.59 977479 5.86

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

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CHAPTER 3 ENGINEERING SURVEYS AND INVESTIGATIONS

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

3.2. Collection of Secondary Data

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

3.3. Study of the Existing Alignment

The project road length of NH 47 is 170.7km. It starts from km 379.100 of NH-47 at the junction of
Thuravoor and ends at Kazhakottam junction at km 549.801. This stretch of road passes through
three districts viz. Alappuzha, Kollam and Thiruvananthapuram. The road passes through urban areas
viz. Cherthalai, Marary Kulam, Alappuzha, Ambalapuzha, Purakkad, Thottapally, Haripad, Nagiar
Kulangara, Kayamkulam, Krishnapuram, Oachira, Vavvakkavu, Karunagapally, Chavara, Neendakara,
Kavanadu (Kollam), Mevaram (Kollam), Kottiyam, Chathanoor, Paripally, Kallambalam, Attingal,
Manglapuram, Pallipuram and Kazhakottam.

This package is described in detail in the following sections:

a) NH 47 Section from km 454.50 to km 486.00 (2 Laned section)

This part of the road falls in Alappuzha and Kollam districts. The alignment in this section mostly
conforms to the desired geometry standards of NH.
There are a number of urban settlements and major junctions where, 4-lane divided carriageway
width is available at most of the major junctions.
The width of each carriageway in this stretch is 7.25m with paved shoulder 1.5m. AT the 4 lane
divided sections in the vicinity of Major Junctions, median width varies from 1.5m to 2.5m. At the
built up locations, there is less possibility of further widening as the area is very congested and the
existing ROW is nearly 30m.
Width of carriageway in the rest of the section of project road is 9.5-10m. ROW in this stretch is 30m.
This stretch of road passes through built up areas and commercial areas and industrial areas.
Pavement condition in this stretch is fair and satisfactory.

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Pavement condition of the stretches of this section is satisfactory.

In some stretches of this section, the vertical profile has roller coaster formation with gradient about
4% and above with substandard sight distance. There are several built up section along the project
road which imposes some constraints on the development proposals in regards to land acquisition.
Main Bridges in this section are as follows:
Table 3.1: Bridges
S. Location Remarks
Name Length (m)
No. (ex. km.)
1 474.600 Kannetti Bridge 80.2 Major Bridge
2 483.100 Chavara Bridge 42.0 Minor Bridge

The total of existing culverts after compiling the data is found to be 44 (Pipe 07 nos., Slab 33 nos.4
nos. not visible ). Many of these culverts has been found to be partially chocked and seem
inadequate. The culverts are also old and seem to be structurally as well as hydraulically poor. Many
of these structures shall be replaced preferably by Box Culverts for better hydraulic performance.

3.4. Current And Proposed Development Activities

At present NH-47 (PKG-III) is being developed and maintained by State PWD Kerala acting as
executing agency of MORTH.

3.5. Road Inventory and Pavement Condition Surveys

To know the existing road characteristics in terms of its geometry, data on roadside land use, right of
way, width of carriageway, junctions, road safety features, submergence and utilities were collected
along the road. The road inventory survey has been carried out for the entire project alignment. The
data is tabulated and presented in Appendix 3.1 in Appendices to Main Report.

3.6. Pavement Roughness

3.6.1. Introduction

It is an accepted principle that all pavement surfaces should be as even as possible so that ride is
comfortable, fatigue free and safe to users as well as stresses in both pavement structure & vehicles
are minimum. The quality of construction & maintenance of a road is reflected in the riding quality.
Vehicle speed, road safety & VOC (vehicle operating costs) are function of road roughness. A periodic
measurement of roughness is, therefore, of vital importance to a highway engineer.

The discomforts & disturbances to which road users are subjected are influenced to some extent by
the vehicle characteristics, but are essentially a function of road surface irregularity & hence it is
necessary to evaluate the same for necessary action & correction. A careful consideration during
initial construction & subsequent maintenance is mandatory.

3.6.2. Project Details

The project road length is 31.50 km. It starts from km 454.50 of NH-47 at Kottankulangara and ends at at km
486.00 at Start of kollam bypass.

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3.6.3. Speed
As per IRC - SP - 16 - 2004, a standard speed of 32± 1km/hr. has an important meaning in roughness
measurements. The road roughness is affected by the vehicle speed. A bump gets magnified if the
vehicle speed is not maintained. A standard pneumatic tyre wheel inflated to a tyre pressure of 2.1
kg/sqcm is mounted within the trailer chassis. The distance travelled is measured by a distance
measuring unit. The test is conducted at a speed of 32±1 km/hr. Unevenness/roughness Index is
defined as the ratio of the cumulative vertical displacement to the distance travelled and is expressed
in mm/km. For measurement of roughness, one measurement in each lane is recommended for riding
comforts evaluation.

3.6.4. Roughness Survey

3.6.4.1. Recommended Standard for Roughness Values (As Per IRC-SP: 16-2004)

The bump integrator gives BI values for different surfaces. Maximum permissible values, BI in mm/km as per
guidelines, are given in the table herein. Condition of the road surface is categorized in three groups, 'good',
average & 'poor' based on BI values.

Good category indicates newly constructed surfaces with respect to roughness values. Values under
'Average' & 'Poor' correspond to level of service & intervention level for maintenance.

Surfaces with very low roughness values lose skid resistance & are dangerous as regards safety.
Table 3.2: Maximum Permissible Values of Roughness of Road Surface (BI Value) (mm/km)
Condition of Road Surface
S. No. Type of Surface
Good Average Poor
1. Bituminous Concrete < 2000 2000 – 3000 > 3000

3.6.4.2. Overall Observations

First of all, accuracy of Bump Integrator was checked by calibrating it with ARUR-IU (mm/Km) at
Central Road Research Institute (CRRI), New Delhi.

UI=1.272 (BI) - 132.6

R2 (Regression Coefficient) = 0.990
Where UI Roughness as measured by ARUR (STECO-257) – mm/Km
BI Reference Roughness – mm/Km
Fifth wheel Bump Integrator was used on site to get BI values every 100 m.

The survey was carried out along the wheel path. Average of readings represents BI for that particular
kilometer. The speed must be maintained at 32±1km/hr.

Roughness survey is done to obtain the following:

 Degree of surface finish or the riding quality of the road can be assessed,
 Surface irregularities of highways can be immediately attended for rectification,
 Classifying pavement surfaces for serviceability of the pavement and stage for repair or up
gradation,
 Evaluates the performance of the Specifications adopted for roads and the developments of
unevenness of the pavement with age and under traffic.

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3.6.5. Results & Discussions

Bump integrator readings are converted into Uneven Index (UI) values and summarized in Table-3.4
below.. Survey was conducted on along the project road and the results are also shown in graphical
representation in Figure 3.11:
Table 3.3: Summary of Road Surface Roughness
Chainage, Km Roughness Index (mm/Km) Road Surface Condition

From To Left Side Right Side Left Right

454+000 455+000 2385.96 2818.44 AVERAGE AVERAGE
455+000 456+000 2195.16 2608.56 AVERAGE AVERAGE
456+000 457+000 2074.32 1896.24 AVERAGE GOOD
457+000 458+000 1762.68 1959.84 GOOD GOOD
458+000 459+000 1737.24 2525.88 GOOD AVERAGE
459+000 460+000 1902.60 3206.40 GOOD POOR
460+000 461+000 1947.12 2271.48 GOOD AVERAGE
461+000 462+000 1877.16 1858.08 GOOD GOOD
462+000 463+000 1832.64 1972.56 GOOD GOOD
463+000 464+000 1807.20 1966.20 GOOD GOOD
464+000 465+000 1928.04 1889.88 GOOD GOOD
465+000 466+000 1762.68 2074.32 GOOD AVERAGE
466+000 467+000 2067.96 1991.64 AVERAGE GOOD
467+000 468+000 1934.40 2182.44 GOOD AVERAGE
468+000 469+000 2080.68 1985.28 AVERAGE GOOD

Final Detailed Project Report; Revision No. 0| The SMEC Group | 38

Chainage, Km Roughness Index (mm/Km) Road Surface Condition

From To Left Side Right Side Left Right

469+000 470+000 1864.44 2017.08 GOOD AVERAGE
470+000 471+000 1775.40 2137.92 GOOD AVERAGE
471+000 472+000 2125.20 2169.72 AVERAGE AVERAGE
472+000 473+000 2112.48 2029.80 AVERAGE AVERAGE
473+000 474+000 2099.76 2118.84 AVERAGE AVERAGE
474+000 475+000 2169.72 2157.00 AVERAGE AVERAGE
475+000 476+000 2405.04 2436.84 AVERAGE AVERAGE
476+000 477+000 2284.20 2201.52 AVERAGE AVERAGE
477+000 478+000 2188.80 2176.08 AVERAGE AVERAGE
478+000 479+000 2087.04 2201.52 AVERAGE AVERAGE
479+000 480+000 2990.16 2252.40 AVERAGE AVERAGE
480+000 481+000 2169.72 2252.40 AVERAGE AVERAGE
481+000 482+000 2061.60 2144.28 AVERAGE AVERAGE
482+000 483+000 2366.88 2296.92 AVERAGE AVERAGE
483+000 484+000 2634.00 3021.96 AVERAGE POOR
484+000 485+000 2290.56 2226.96 AVERAGE AVERAGE
485+000 486+000 2303.28 2182.44 AVERAGE AVERAGE

Roughness Index (mm/Km) from Km 416+500 to Km 489+200 of NH-47

6000.00
Roughness Index (mm/Km)

5000.00
Left Side
4000.00
3000.00
2000.00
1000.00
0.00
417+000
420+000
423+000
426+000
429+000
432+000
435+000
438+000
441+000
444+000
447+000
450+000
453+000
456+000
459+000
462+000
465+000
468+000
471+000
474+000
477+000
480+000
483+000
486+000
489+000

Existing Chainage (km)

Figure 3.1: Illustrative Repragentation of Roughness Index between Km 416+500 to Km 489+200

Final Detailed Project Report; Revision No. 0| The SMEC Group | 39

Topographical Survey

Scope of Work

Scope of Work for the Survey of the stretch Kottankulangara to start of Kollam bypass on the National
Highway 47 has been defined but not limited to, in this section as below. In addition to the TOR
provided, Topo Surveyors interacted with the Executive Engineer of NH Division in Allapuzha and the
Executive Engineer of NH Division in Kollam. Consultants had physically identified the Start and End
Points of the Proposed Stretch. Their inputs were taken to ensure a proper Detailed Topographical
survey.
 Construction of Pillars of the Size 15x15x60 Cm to be embedded in concrete and painted for
marking of Bench Marks
 Pair of GPS stations to be established every 5 Km
 Total Station Travers shall be completed from GPS to GPS. The Maximum length of each loop
shall not be more than 5 Kms. The Stations established shall be at a distance of 200 to 250M.
 Closed circuit Levelling shall be completed along the entire proposed stretch. The length shall not
be more than 5 Kms.
 Detailed Topographical survey shall be conducted using Electronic Total Stations. The survey shall
cover all important features above the ground. The extent of survey shall be 30 M on either side
of the Proposed Centre Line. The Long Section shall be at intervals of 25m and the Cross Section
at intervals of 50m. All culverts, Minor and Major Bridges shall be covered in its entirety. The U/s
and D/s for Minor Bridges shall be 250m and for Major Bridges it shall be 500m.
 Other Non-Spatial Data Like details of Culverts and permanent features shall be incorporated
into the drawings. Floor information of all buildings along the proposed stretch shall also be
taken and incorporated into the drawings. Approximated height of the High Tension Line crossing
across the proposed stretch shall be recorded.
Survey Methodology

Survey is the field activity of measuring coordinates of all topographical features, in order to prepare
a digital map of all the topographical features of a particular geo-graphical area. In this project, survey
has been conducted on the proposed stretch from Kottankulangara to start of Kollam bypass passing
through substantial sized towns of Karunagapally, Kollam etc. The Survey Methodology is further
segregated in to the following sections:
 Laying of Pillars along the Proposed Stretch wherever necessary.
 Establishment of Control Points using DGPS.
 Horizontal Traverse between GPS Stations using Electronic Total Stations
 Leveling between GPS Stations using Auto Levels.
 Detailed Topographic Survey using Electronic Total Stations.
 Validation of the Drawing and collection of Non Spatial Data along the proposed Stretch.
 Transfer of GTS Bench Marks wherever available.

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1. Erection of Bench Mark Pillars

The Erection of Pillars was started after getting them constructed

as per the specification given in the ToR. The Pillars were of the
size 15 Cm X 15 Cm X 60 Cm. They were erected after being
concreted with cement and gravel for stability and longer
durability. The Pillars were erected ensuring that 45 Cm was below
ground and the remaining 15 Cm is above the ground. These Pillars
were embedded wherever Permanent Structures were not
available. The details of each TBM with their locations and
coordinates are included in Appendix 3.2

2. Establishment of Control Points using DGPS:

Observation of permanent bench mark pillar (BM) and temporary

bench mark pillars (TMB), can otherwise be called as control point
survey, has been carried out with the help of DGPS/GPS equipment.
In order to measure the geographical coordinates of a particular
station, we need another station with known coordinate (reference
pillar). One of the pool of control point pillar will be observed and
processed in single point processing (SPP) method, in case of un
availability of known pillar. SPP pillar in general will be measured for
longer observation time, say 8 to 24hrs, depends upon the order of
accuracy required for the project.

This DGPS activity can be done in either static method or real time kinematic (RTK) method. Such
observed geodetic coordinate comprise Latitude (N), Longitude (E) and ellipsoidal height. Data
observed in static method to be processed (post process) in a software dedicated to the particular
equipment.

Differential Global Positioning Systems were used to establish

Control Points. The Control Points were established all along the
proposed stretch from Thuravoor to Kazhakuttam. They were
established at a distance of 5 Kms along the entire road. Pair Points
were established with the bearing Points not more than 150M
apart and within Visual range. Coordinates of the Points
established, were then recorded, to help in the detailed
Topographical Survey.

3. Horizontal Traverse Using Electronic Total Stations

Traversing is observing/fixing station point between two pair of control pillars, for this purpose
geodetic coordinates have been used as reference. Upon completion of traversing traverse error has
been computed and the error has been distributed throughout the traverse stations. This process has
been repeated throughout the stretch from each and every traverse point.

The Traverse along the entire stretch was conducted using Electronic Total Stations. Traverse was
conducted between two GPS stations with the maximum length of each loop not more than 5 Kms.
The Traverse stations were established at a distance of 150 to 200m apart. Care was taken to ensure
that the desired levels of accuracy were maintained for each loop and verified before continuing to
the next loop.

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4. Levelling Survey using Auto Level

Levelling is nothing but migrating the elevation of topographical

data in to MSL reference from the temporary level. This level
transfer has been conducted with the help of levelling equipment.
Upper, middle and bottom cross hair readings have been recorded
from the levelling staff using levelling equipment and the average
has been computed from those readings. This process has been
repeated for each forward and back stations still reach the required
control point pillar.

Rise/Fall in elevation has been computed from a pair of such

readings. Level has been transferred from GTS bench mark pillar to the control point pillar of the
stretch and again backward to the GTS pillar. Now the loop closing error has been computed and
distributed along the station points.

5. Detailed Topographic Survey Using Electronic Total Stations.

The Detailed Topographical Survey was conducted using

Electronic Total Stations. The Data obtained after corrections of
both Horizontal traverse and Leveling were used to start the
Topographic Survey. The Survey involved the collection of all
features along the proposed stretch. All features along the
ground within the RoW of 30M on either side of the Proposed
Center Line were taken. Care was taken to ensure that all
Intersections of MDR, Minor and Major were also covered to a
distance of 200M. Minor Bridges had an u/s and d/s of 250M and
Major Bridges had an u/s and d/s of 500M. No Under Ground
features were covered.

6. Collection of Non Spatial Data and Validation

The Drawings were finalized and plotted before taking to the field for Validation. This exercise of
Validation included the collection of Non Spatial Data including the details of all the structural
features along the Proposed Stretch including Culverts, Minor Bridges and Major Bridges. Floor
information was collected for all the buildings along the proposed Stretch including details of building
with relation to type of Buildings. All these Non Spatial Data were incorporated into the Drawings.

7. GTS Bench Mark Location with Photographs

Two GTS BM values were obtained for this project.

First BM value was found at the Light House Entrance in Alapuzha Bypass. The value was mentioned
as 3.387m by CVCC Contractor, who are currently involved with the construction of 2 Lane Alapuzha
Bypass project. The same is adopted in our Topographic Survey.
Second BM value of 11.051 m is obtained at the step of Padmanabha Swamy Temple Location. This RL
is adopted by the OLD DPR Study as well as verified from Local Authority.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 42

GTS Benchmark Available In Allapuzha In Light House Entrance, Fifth Step Of The Lighthouse
Entrance GTS Marked

Bench mark location photo in Padhmanaba Swamy temple, after the 12 step of temple entrance right
side one small pillar available in this pillar no RL only old stone pillar is available.

8. Permanent Benchmark and TBM Pillars

Pillars were erected wherever Permanent Structures were not

available. These pillars were placed as near as possible to the
proposed stretch without possible damage.. The Pillars so erected
confirms to the TOR with respect to the size of the individual pillars at
15 x 15 x 60 cm. The Pillars were painted yellow on all the sides and
embedded with concrete for strength.

The possibility of the destruction of the Temporary Bench Marks due

to the expansion of the Road leads us to the fact of establishing
Permanent Bench Marks along the entire stretch. We have in any case
placed the Bench Marks on permanent structures like bridges and culverts for longevity as these
structures will not be changed

9. Quality Control and Field Validation

All efforts were taken to ensure that there was a control on the quality of the output, from fixing of
control pillars to preparation of this report.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 43

Extensive validation with the check plots were carried out along the entire stretch. Non Spatial Data
like the details of the Permanent Structure, Floor information and Type of Buildings were collected
and the same was incorporated in the drawings. The sample drawings were provided to the client and
valuable suggestions and needs of the client were taken into account. The same have also been
incorporated in the drawings.

3.7. Hydrological and Hydraulic Investigations

Hydrological investigation was carried out for economical design of cross drain structures. These
investigations included performance of existing structures, assessment of discharge, HFL and other
data as required for design.

Local enquiries were made regarding HFL, and telltale watermarks were observed. For detailed study,
site conditions, survey data, meteorological data were studied. Survey for taking cross sections, long
sections of existing rivers/nallahs were carried out as per IRC code requirements.

Main Objective
The main objective of the hydrological Investigation is to determine the required size of drainage
structures to allow the estimated design flow of the streams to cross the road safely, and to check
whether waterways of existing structures are sufficient to transmit the flow without risk so that
appropriate decisions could be taken concerning their rehabilitation.

The hydrological and hydraulic study for the project has been based on:
 Topographic survey data of drainage structures
 Topographical data and maps of streams, upstream and downstream
 Rainfall pattern of the project site
 Site study of the characteristics of the catchment areas, HFL from local enquiries and tell-tale
marks, and hydraulic conditions at the existing drainage structures.

Location, River System, Topography, Rainfall and other Characteristics

The Project area falls in the Malabar sub zone 5(b) as demarked by the Central Water Commission.
There are large numbers of coastal streams flow in the subzone area.

The coastal areas have an elevation ranging from 0 to 150m. The south west and north east monsoon
causes rainfall in the subzone in between May to October and the annual rainfall generally varies
from 1000 mm to 4000 mm.

3.7.1. Overview of the Existing condition of the study area

Project road starts from km 379.100 of NH-47 at the junction of Thiurvoor and ends at Kazakuttam
junction at km 551.900. This stretch of road passes through many populated areas and crosses many
rivers/channels/lakes in its entire stretch. Throughout the project road, built up area is observed in
major portion. The entire stretch of existing road is generally on ground level barring few stretches in
embankment. In the last stretch of the alignment, there are many undulations observed including
many valley and crest locations.

Part of the alignment is very close to Sea shore in some section it is just 30-50 m way from the road.
The Allapuzha bypass is proposed near to the sea shore. Kollam bypass is passing through Ashtamudi
Lake and many major bridges are required to cross the lake.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 44

There are many bridges in the entire stretch which are either on canal, river/ small local nallah or on
the backwater of sea. Some of the major River in the stretch are Pampa River, Ithikara, Vannapuram
and mammon where major bridge are existing. There are many canals namely Thotapally, A S canal,
Kayamkulam, Kannetti-Pallikal Canal and T S Canal. In addition there is Asthamundi Lake where one
major Neendkara bridge is existing and three additional major bridges are being made on the Kollam
bypass locations.

There are number of culverts in the stretch mainly slab type which are either on small nallhas or just
catering for the drainage of the area. Most of the culverts are not visible as there is heavy vegetation
on both sides of the road throughout. Many culverts are in fully / partially choked condition due to
development of built up are along the road. These culverts are required to be reconstructed some at
the same location and some required to be shifted nearby to connect the drain on both sides.

There are many valley locations/ dip portion where additional culverts are felt necessary for the
effective drainage.

3.7.2. Data Collected

Hydrographic surveys have been done at the major and minor rivers crossings with a view to obtain
the cross section of the rivers at the centre line of the road and up to a reasonable distance at
upstream and downstream. The High Flood Levels (HFL) have also been obtained from existing flood
marks or ascertained from local PWD and local enquiry.

The characteristics of the catchment areas is generally ascertained from Survey of India topo-sheets,
to a scale of 1:50,000, from which, catchment area at the proposed bridge site, length of the stream
and fall in elevation from originating point to the point of crossing, is determined. Since toposheets
for the alignment was coming in restricted zones, these were not available.

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

 Various data such as terrain, soil and cover condition, nature and size of bed material, river bed
and plan forms etc. are collected from field through local inquiry made during site inspection by
engineer. Data are also collected for the Existing Canal wherever available.
 Toposheet
Toposheet Number NC 43 11a, NC 43 12 and NC 43 16a has been taken from Texas Library site
and catchment of streams has been demarcated. Equivalent Slope of stream, terrain slope and
land uses are also studied in the toposheet.
 Rainfall/runoff
Rainfall/runoff data published in the Flood Estimation Reports for West Coast Region Sub zone 5a &
5b, prepared jointly by Central Water Commission (CWC), Indian Meteorological Department (IMD),
Research Designs Standards Organisation (RDSO) and Ministry of Shipping Road Transport &
Highways (MOSRT&H) are used for information regarding stream flow and rainfall. From Isopluvial
maps in Flood Estimation Report, 24 hour rainfall of 100 year return period is found to be 280 mm for
this stretch of road. The rainfall data has been given in Table 3.5.
Table 3.4: Rainfall Data
Mean Annual 24 hours Rainfall for Return period of
Stretch
Rainfall 25 Years 50 Years 100 Years
Thiruvananthapuram to Cherthalai 1000 mm to 4000 mm 240 mm ~260 mm 280 mm

Final Detailed Project Report; Revision No. 0| The SMEC Group | 45

For rain fall of shorter duration less than 24 hrs a conversion ratio has been adopted from same CWC
report (FIG –10 of CWC Report). Mean average Time distribution curves of storms of various duration
are also adopted from CWC report subzone 5a and 5b (Fig-12). Aerial to point rainfall ratio for various
duration over different catchment is adopted from CWC report of Subzone 5a and 5b (Fig 11a and
11b). The general land use data and Soil Data are also adopted from the same report.

1. Stream Data
For all the bridges, the longitudinal section of the river extending from about 100m to 500m on the
U/S and 100m to 500 m on the D/S (depending on stream size) has been drawn on the basis of actual
survey data at site. Several river cross-sections, one at the bridge site, others both U/s and D/S of the
bridge are drawn on the basis of field survey data. Longitudinal section of the stream along deep
channel is plotted for each stream to find the longitudinal bed slope and compared with terrain slope
found from topo sheets.

2. Existing bridges

There are total 5 bridges on existing main road out of which 2 bridges are existing on lined /Unlined
canal 1 bridge is on small defined nallah and 1 number bridges are on defined lakes & rivers.

Among Existing bridges 1 bridge is on defined nallah Krishnapuram Thodu at 461.0 . One of major
bridges is at 474.600

Other 3 number bridges are on canal at, 458.0 (Kayamkulam), 474.6 (Kannettil-pallikal canal) and
chainage 483.1 (T.S.Canal).

Table 3.5: Details of existing bridges

Existing Arrangement
Ex. Existing Existing
Name of Stream /
S.No Location Arrangement of Length of carriageway Skew angle
Canal
(km) span (No. x Span bridge (m) width as per (in degrees)
Exp.c/c) Inventory (m)
Kayakulam branch
1 458.0 7.5+23.5+7.5 38.50 7.0 -
canal
Krishnapuram
2 461.0 13.1+12.6+13.2 38.90 7.5 -
Thodu Nala
Kannetti-Pallikal
3 474.6 20+19.8+20.4+20 80.20 7.0 -
Canal
T.S.Canal / National
4 483.1 5+32+5 42.00 7.0 -
Waterway 3
8.75 + 15x27.0 +
5 484.909 Neendakara Bridge 422.5 - -
8.75 Bridge

Following are the photographs of the conditions of the existing bridges:

Final Detailed Project Report; Revision No. 0| The SMEC Group | 46

Bridge at km 458.0 Bridge at km 461.0

Bridge at km 474.6 Bridge at km 483.1

Existing culverts
The inventory of the existing structures has been done. The project area has lot of vegetation
adjacent to the road and on its shoulders. It is very difficult to locate the structures during inventory.
However, all the structures visible and accessible have been inventorised. This has been compiled
from the Topo survey data and details in Topo survey. The total of existing culverts after compiling
the data is found to be 43. The summary of the culverts can be categorised in the following manner:
Culvert Type Number
Pipe 11
Slab/Box 32

The details are as follows:

Table 5.6: Details of existing culverts
Type of Number x Clear width (m) x
Location structure Clear height (m)
S. No. in Arch/ Remarks
km. Box/ Left side Right side
Slab
Cleaning Required. Structure not
1 454.700 SLAB 1x1x1 1x1x1
visible
Cleaning Required. Structure not
2 454.930 SLAB 1x1x1 1x1x1
visible
3 456.735 SLAB 1x1x0 NF Cleaning Required.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 47

Type of Number x Clear width (m) x

Location structure Clear height (m)
S. No. in Arch/ Remarks
km. Box/ Left side Right side
Slab
4 456.925 SLAB 1x1x1 NF Cleaning Required.
5 460.290 SLAB 1 x 5.0 x 3.0 NV Cleaning Required.
6 461.000 SLAB 1 x 2.5 x 3.0 NV Cleaning Required.
7 462.800 SLAB 2 X 0.9 m dia 1x1 Cleaning Required.
8 463.850 SLAB 1X1.5 1X1.5 Cleaning Required.
Fully Choked. Road build on right
9 464.140 SLAB 1X1.5 1X1.5
side of the culvert
Cleaning Required. Large Crack in
10 464.450 SLAB 1X4.5 1X4.5
Wall
11 465.980 SLAB 1X1.5 1X1.5 Fully Choked.
12 466.015 SLAB NV NV Fully Choked.
13 469.000 SLAB 1 x 0.8 x 0.2 NV Fully Choked.
Cleaning Required. Left side not
14 470.815 SLAB 1 x 1.5 1 x 1.5
visible.
Cleaning Required. Left side not
15 471.540 SLAB 1 x 1.5 1 x 1.5
visible.
16 472.350 SLAB 1X1.5 NV Cleaning Required.
17 472.465 SLAB 1 x1 x 1 NV Cleaning Required.
18 472.775 NV NV NV Cleaning Required.
19 472.820 NV NV NV Cleaning Required.
20 473.185 PIPE 0.9M DIA NV Cleaning Required.
21 473.575 NV NV NV Cleaning Required.
22 473.750 SLAB 1X0.9 NV Cleaning Required.
23 474.225 SLAB NV 1 x 2.5 x 2.5 Cleaning Required.
24 474.500 PIPE 1.5M DIA NV Cleaning Required.
25 474.750 SLAB 1x3x3 NA Cleaning Required.
26 475.075 PIPE 0.6M DIA NV Cleaning Required.
27 475.225 SLAB 1X3X2 NV Cleaning Required.
28 476.265 PIPE 2 X 0.9 m dia NV Cleaning Required.
29 476.630 NV NV NV Cleaning Required.
30 476.900 NV NV NV Cleaning Required.
31 477.175 SLAB 1X2.0 NV Cleaning Required.
32 478.290 SLAB 1 x 0.8 x 0.2 NV Cleaning Required.
33 479.010 SLAB NV 1X1.2X1 Cleaning Required.
34 479.725 SLAB NV 1 x 2 x 1.5 Cleaning Required.
35 480.585 PIPE NV 0.75M DIA Cleaning Required.
36 481.005 SLAB 1X0.9 NV Cleaning Required.
37 481.815 SLAB 1X0.7x0.3 NV Chocked. Cleaning Required.
38 482.670 SLAB 1x1.2x0.7 NV Cleaning Required.
39 483.560 SLAB NV NV Cleaning Required.
40 483.990 SLAB NV NV Cleaning Required.
41 484.450 PIPE NV NV Cleaning Required.
42 485.350 SLAB 1X4.0 1X4.0 Cleaning Required.
43 485.625 SLAB 1X5.5X2.5 1X5.5X2.5 Cleaning Required.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 48

Many of these culverts have been found to be partially choked and seem inadequate. The culverts are
also old and seem to be structurally as well as hydraulically poor. Many of these structures shall be
replaced preferably by Box Culverts for better hydraulic performance.

Some of the culverts and their conditions have been shown here below:

Chocked culvert at 481.810

3. Raising Stretches
During site visit, local enquiry was done to get the information about hydraulic condition for each
structure and drainage conditions along the road. As per the local enquiry and observation at site,
requirement of raising and additional culverts along the road for effective disposal of storm water and
to improve the drainage conditions of road was assessed.

It is seen that many of stretches of the project road are very near to the coast and liable to flooded
during the high tide. In addition to this, there are many locations of valley point were water is likely to
get accumulated during rains. At all these places, addition cross drainage structure is required and
raising of the stretches are proposed. All these observations based on site visit have been
corroborated with detail inventory done to summarise the requirement of provision of additional
structures and raising stretches.

A detailed list of stretches where raising is required and list of addition culverts required has been
tabulated road wise in Table 3.9 respectively.

Table 3.7: Additional culverts required along the road

S.No Chainages
1 457.795
2 458.172
3 464.325
4 467.165
5 468.918
6 469.667
7 477.342

Final Detailed Project Report; Revision No. 0| The SMEC Group | 49

3.8. Bridges / Structures

Existing Bridges
There are major and minor bridges on the project roads and their break up is given hereunder: -

Sl. No. NH Major Bridge Minor Bridge PUP VUP ROB Total
1 47(new NH-66) 2 03 1 - - 06

3.8.1. General

In the project road there are 05 existing Bridges which consist of 02 Major bridge and 03 Minor
Bridge, in NH-47 (New NH 66).
Available Data from Secondary Sources

Before undertaking field surveys of existing structures, all concerned authorities were contacted to
ascertain the availability of any past inventory and condition survey reports of existing bridges, sub-
surface and geotechnical data, hydraulic data, as-built drawings, etc. and available few details could
be obtained from there. Accordingly, detailed field survey, site investigation and collection of data
were carried out by the Consultant’s team of Engineers.
Field Surveys

The following field surveys were carried out in accordance with the provisions of IRC: SP: 35-1990:
 Inventory of existing bridges / structures
 Visual condition survey of existing bridges / structures
The inventory details collected from field are presented bridge-wise in Appendix 3.4 in Appendices to
Main Report.

The visual condition survey report for each bridge is presented Bridge wise at Appendix 3.5 in
Appendices to Main Report.

Inventory of Existing Bridges

The inventory of all bridges / structures having lengths more than 6.0 m were carried out and bridge
wise inventory details is given in Appendix 3.4 in Appendices to Main Report. The inventory of ROB
was also carried out and inventory details are given in Appendix 3.4 in Appendices to Main Report.
These bridges / structures comprise the following: -
Major bridges (MJB) - (length > 60m) - 02 nos.
Minor bridges (MNB) - (length > 6m and < 60m) - 3 nos.
ROB in NH-47 - Nil
Vehicular underpass (VUP) - Nil
Pedestrian underpass (PUP) - Nil
Total - 5 nos.
Details of Existing Bridges / Structures
Salient features of existing bridges/ Structures such as name, location, span arrangement, type of
superstructures, type of substructures and other details are given in the Table 3.10 below.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 50

Table 3.8: Details of Existing Bridges

Structure Type Tot
Overall Carr
al Type Type
Type depth iage Skew
Bridg leng of of Total
Des. Ch Span of Sub of way as per
S.No Location e th Super Foun width(m
(km) arrang struct Super widt invent
Name Categ of structu datio )
e ment ure structu h(m tory
ory Brid re n
re(m) )
ge
RCC Spill
7.5 + Beam throu
Kayamkulam
1 456.125 MNB 23.5 + 38.5 & slab gh Pile 8.5 2.00 7 10.4
Bridge
7.5 (arch abut
typr) ment
13.2 + T- RCC
Krishnapura
2 458.984 MNB 12.6 + 39 Beam Wall Pile 3.4 1.60 7.5 8.5
m bridge
13.2 & slab type
20 +
I-Girdir RCC
Kannetti 19.8 +
3 471.917 MJB 80.2 & deck Wall - 6.8 2.2 7.0 12.0
River 20.4 +
slab type
20
0.75
Concre
at
te bow
cent
string
RCC re
5 + 32 arch
4 480.193 Chavara Br MNB 42 Wall Pile 7.9 and 7.0 7.5
+5 girder
type 1.2
and
at
deck
sup
slab
port
8.75 + I-
RCC Doub
Neendakara 15x27. 422. Girder
5 484.909 MJB Wall le 1.8 7.0 10.0
Bridge 0+ 5 & deck
type Well
8.75 slab
Type of Existing Bridges
As per details summarized above, the existing bridges and other structures can be classified according
to their type of superstructure, substructure and foundations as under: -
Type of Superstructure
RCC solid slab Nil
RCC box Nil
RCC I / T or box beam and slab 03 nos.
Concrete box girder Nil
Under construction Nil
Others 01 nos.
Total 4 nos.Type of Substructure
CC/RCC wall type 03 nos.
Box structure Nil
Other type Nil
Under Construction Nil
Others 01 nos.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 51

(GFC drawings are required)

Total 04 nos.

Type of Foundation
For NH-168A
Open Nil
Well Nil
Pile 03 nos
Box structure Nil
Others 01 nos.
Total 04 nos.
Carriageway Width
The existing bridges on NH-47 have got carriageway width varying from 7.0m to 10.0m in 2-Lane
stretch and 7.0 to 8.6 for one side traffic in 4-lane stretch.

Overall Deck Width

The existing bridges on NH-47 have got Overall deck width varying from 7.5m to 12.5 in 2-Lane
stretch and 21.0 for one side traffic in 4-lane stretch.

Hydraulic Performance of Existing Bridges (from Hydrology team)

As per visual inspection and hydraulic calculations so far carried out some bridges are found to be
hydraulically deficient. Detailed hydraulic studies been carried out to ascertain this and are
presented in the relevant section of this report.

Bridges on Streams / Nallah

There are 05 nos. existing bridges on Rivers / Streams out of which 02 no. is major, 03 nos. are minor
in NH-47 (New NH-66).
It has been informed vide local enquiry that during tsunami in past, HFL for one bridges were
recorded high & hence it causes to encroachment in allowable vertical clearances.

Condition Survey of Existing Bridges

The visual condition survey of all the existing bridges was carried out as per provisions of IRC: SP: 35
and condition survey report of each bridge is given in Appendix 3.5 in Appendices to Main Report.

The information obtained from the condition survey and inspection has been used to identify the
bridges which can be retained after carrying out minor repairs and rehabilitation work or which are
having inadequate carriageway width and can be retained after widening or which are to be replaced
due to being narrow, in poor structural condition, inadequate waterway, poor geometrics of
approaches and old bridges in poor condition.

General Condition of Existing Bridges

ROB/Bridges is in distress condition and proposed to be replaced.
Following distresses have generally been noticed in bridges: -
 Excessive vegetation growth around the bridges and in stream bed.
 Damaged Wearing coat
 Poor maintenance and protection works of existing bridges
 Damaged expansion joints

Final Detailed Project Report; Revision No. 0| The SMEC Group | 52

 Exposed reinforcement and honeycombing / spalling of concrete of superstructure

 Non-movement of bearings
 Damage to slope pitching and bed protection
 Blockage of waterway by debris and garbage
 Honey combing in different component of structures

Retention / Replacement of Existing Bridges

We have find that following One structure is not fit from structural aspect and has been proposed for
new adjacent location construction. The same would be abandoned if needed.

Major Bridge at Km 484.909 (Neendakara Bridge)

The existing bridge has a span arrangement of 8.75m + 15x27.0m + 8.75m with carriageway width of
7.0m. The overall depth of superstructure is approx. 1.8m. The overall width of deck is 10m with
footpath on either side. The bridge was built in 1972 and designed to cater for IRC Class A 2-Lanes or
one lane of Class-AA type loading. The substructure and superstructure have already been treated
with shotcrete all around and crack pattern is still visible.

This indirectly indicates that the reinforcement in sub structure and superstructure have been
corroded and there may be other distress in the bridge. It may also be noted here that bridge was
designed for lower category of loading and hence and wouldn’t be capable to take the present day
loading of IRC i.e. Class 70RT & 70RW.

As such looking into the above indicated factors, the bridge has been recommended to be replaced by
a new bridge with a deck configuration as per IRC SP 84:2014.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 53

CHAPTER 4 TRAFFIC SURVEY AND ANALYSIS

4.1. Introduction
In order to capture and assess the traffic characteristics, travel pattern, the Consultants have
conducted the following primary traffic surveys.
 Classified Traffic Volume Count surveys
 Origin - Destination and Commodity Movement Surveys
 Turning Movement Surveys
 Speed & Delay Surveys
 Wayside Amenities Surveys
 Truck Parking survey
 Pedestrian/Animal Count Surveys

These features facilitated a framework for carrying out the necessary count surveys in accordance
with the guidelines specified in IRC codes of practice. The various survey locations have been selected
with careful assessment of the traffic characteristics including entry and exit point along the NH 47
corridor. These points were further refined jointly at site as required by the NHAI. The survey
schedule is given as under:

Final Detailed Project Report; Revision No. 0| The SMEC Group | 54

Final Detailed Project Report; Revision No. 0| The SMEC Group | 55

4.2. Traffic Surveys

Data collected at the site was computerized for further analysis. The various vehicle types having
different size and characteristics were converted into passenger car equivalents. Passenger car unit
values (PCU) suggested in IRC-64-1990, ‘Guidelines for Capacity of Roads in Rural Areas’ have been
adopted. The PCU values are presented in Table 4.1 below:

Table 4.1: Adopted PCU Factors

Vehicle Type PCU Vehicle Type PCU
Car 1.0 Mini LCV / LMV 1.0
Mini Bus 1.5 Auto Rickshaw 1.0
Standard Bus 3.0 Van/Tempo 1.0
LCV 1.5 Agricultural Tractor 1.5
2 Axle Truck 3.0 Agricultural Tractor & Trailer 4.5
3 Axle Truck 3.0 Horse Drawn 4.0
MAV (4 to 6 Axles) 4.5 Bullock Drawn 8.0
Over sized Vehicles (>═7 Axles) 4.5 Cycle Rickshaw 2.0
Two Wheeler 0.5 Cycle 0.5

Specification of IRC 92 and IRC SP 41 has been adopted for junction analysis.

4.3. Secondary Data

Secondary data required for traffic analysis and forecast were collected during course of traffic
survey. These data are necessary for analyzing AADT, Seasonal Correction Factor and growth rate of
traffic on project road.

In order to convert ADT (Average Daily Traffic) into AADT (Annual Average Daily Traffic) fuel sales data
of following stations has been procured.

For future traffic growth secondary data were collected from respective Government agencies and
websites.

Table 4.2: Data Collected from Govt. Agencies and Websites

Sl No Data Source
1 Vehicle Registration Data Kerala Motor Department
2 Time Series NSDP - Kerala Niti Aayog Web Site
3 Time Series PCI - Kerala Niti Aayog Web Site
4 Population Data India Stats
5 GDP India Forecast RBI Web Site

4.4. Analysis of Traffic Surveys

As mentioned above analysis of traffic survey has been performed in accordance of various IRC codes.
In subsequent sections detailed analyses of various traffic surveys will be presented in sequence.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 56

4.4.1 Traffic Volume Count

Traffic survey has been conducted as per IRC line guidelines and has been analyzed accordingly.
Following table gives the average daily traffic at 7 locations as mentioned above.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 57

DPR study of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –III] under NHDP Phase III in the State of Kerala (Package 3 - Km
454.50 to Km 486.00)

Table 4.3: Traffic Volume Counts Collected

Average Daily Traffic (ADT)

3 Axle Truck
2 Axle Truck

Other Non
Multi Axle
3 Wheeler

motorized
Car/Van/
Chainage

Mini Bus
Wheeler
LMV Tractor with Total

Truck
Station Location of Total

Two
Taxi
Bus LCV /Mini & ADT
No. Survey ADT
LCV withoutTrailer PCU

Final Detailed Project Report; Revision No. 0| The SMEC Group | 58

Homogeneous section
Based on the character, composition, traffic movements at different intersections and from the
results of the traffic volume counts, homogenous sections have been considered for the entire length
which are as follows:

1. Section III Km 435.00 to Km 465.00 --

1.
2. Section IV Km 465.00 to Km 490.00 Kayamkulam to Kavanadu
1.
1.
Percentage contribution of various categories of vehicle gives us the perception of users commuting
1.
on the project road. Following figures give the percentages of various categories of vehicles at
1.
different locations in Figure 4.1
1.
1.
1.
1.
VEHICLE PERCENTAGE AT KM 458/4
MAV [CATEGORY NAME]
3 AT [PERCENTAGE]
[PERCENTAGE] [CATEGORY
[PERCENTAGE]
2AT [PERCENTAGE]
[CATEGORY NAME] NAME][PERCENTAG
[PERCENTAGE] E]
[CATEGORY NAME]
[PERCENTAGE]
[CATEGORY NAME]
[PERCENTAGE]
[CATEGORY NAME]
[PERCENTAGE]
[CATEGORY NAME] Car/Van/ Taxi
[PERCENTAGE] 35%

Two Wheeler
44%

Final Detailed Project Report; Revision No. 0| The SMEC Group | 59

VEHICLE PERCENTAGE
MAV
AT KM 482/8
Tractor &
[PERCENTAGE] Trailer[PERCENTAG
2AT[CATEGORY 3AT
[PERCENTAGE] [PERCENTAGE]
NAME] E][CATEGORY
NAME][PERCENTAG
[PERCENTAGE]
[CATEGORY NAME] E]
[CATEGORY NAME]
[PERCENTAGE]
[PERCENTAGE] Car/Van/ Taxi
34%
[CATEGORY NAME]
[PERCENTAGE]
[CATEGORY NAME]
[PERCENTAGE]

Two Wheeler
42%

Figure 4.1 Percentage Contributions of Vehicles at Various Locations

The above figure show high contribution of passenger vehicles mainly due project road falling in
urban localities.

Following chart gives day to day variability of traffic at different survey locations.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 60

60000

Ch 380 Vehicles
50000 Ch 380 PCU
Ch 419 Vehicles
40000 Ch 419 PCU
Ch 458/4 Vehicles
Ch 458/4 PCU
30000
Ch 482/8 Vehicles
Ch 482/8PCU
20000
Ch 505/5 Vehicles
Ch 505/5PCU
10000 Ch 520/1 Vehicles
Ch 520/1PCU
0 Ch 535 Vehicles
Ch 535 PCU

Figure 4.2 Traffic Variation Day Wise at different location

Hourly Total Vehicles at Different Locations

9000
V 8000
7000 Km 380
e
T 6000
h 5000 Km 419
o
i 4000 Km 458/4
t 3000
c
a 2000 Km 458/8
l 1000
l Km 505/5
e 0
10:00 - 11:00

23:00-24:00
24:00-1:00

7:00 - 8:00
12:00-13:00
13:00-14:00
14:00-15:00
15:00-16:00
16:00-17:00
17:00-18:00
18:00-19:00
19:00-20:00
20:00-21:00
21:00-22:00
22:00-23:00

6.00-7.00

9.00-10.00
11.00-12.00

1:00-2:00
2:00-3:00
3:00-4:00
4:00-5:00
5:00-6:00

8:00-9:00

s Km 520/1
Km 535

Figure 4.3: Hourly Traffic Variation at different location (Total Vehicles)

Final Detailed Project Report; Revision No. 0| The SMEC Group | 61

Hourly Total Vehicles at Different Locations

9000
8000
7000 Km 380
P 6000 Km 419
5000
C 4000
Km 458/4
U 3000
2000 Km 458/8
1000
0 Km 505/5
10:00 - 11:00

24:00-1:00

7:00 - 8:00
12:00-13:00
13:00-14:00
14:00-15:00
15:00-16:00
16:00-17:00
17:00-18:00
18:00-19:00
19:00-20:00
20:00-21:00
21:00-22:00
22:00-23:00
23:00-24:00

6.00-7.00
11.00-12.00

1:00-2:00
2:00-3:00
3:00-4:00
4:00-5:00
5:00-6:00

8:00-9:00
Km 520/1
Km 535

Figure 4.4: Hourly Traffic Variation at different location (PCU)

AADT and SCF

In order to convert ADT into AADT consultant has collected fuel sales data at various location to
understand SCF (Seasonal Correction Factor). Following figure gives average fuel sales of petrol and
diesel at various pump stations.
2500000 Km 550 Diesel

Km 550 Petrol
2000000
Km 531 Diesel

1500000 Km 531 Petrol

Litres
Km 493 Diesel
1000000
Km 493 Petrol

500000 Km 444/9
Diesel
Km 444/9
0 Petrol
Km 380 Diesel

Figure 4.5: Fuel Sales at Various Pump Stations of Project Corridor.

From fuel sales data seasonal correction factor has been derived at various TVC locations for various
vehicle category as given in following table.

Table 4.4: Seasonal Correction Factors.

Car/3w/2w Mini Bus Bus LCV 2 A Truck 3 A Truck MAV

Km 458+400 1.01 1.01 1.01 1.01 1.01 1.01 1.01
KM 482+800 1.00 0.98 0.98 0.98 0.98 0.98 0.98

Based on above data Average Annual Daily Traffic (AADT) at all locations are given in following table.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 62

DPR study of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –III] under NHDP Phase III in the State of Kerala (Package 3 - Km
454.50 to Km 486.00)

Table 4.5: Annual Average Daily Traffic (AADT) at Survey Locations

LMV 2 3 Multi Tractor with Other Total

Station Car/Van/ Two 3 Mini Total
Chainage Bus LCV /Mini Axle Axle Axle & Non AADT
No. Taxi Wheeler Wheeler Bus AADT
LCV Truck Truck Truck withoutTrailer motorized PCU

458/4 VC3 11958 15283 1818 251 1010 1128 983 924 405 289 3 367 34419 32980
482/8 VC4 12276 15240 2005 442 1654 1791 709 957 484 244 5 242 36048 36498

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Details of traffic volume counts and fuel sales data are provided in Appendix 4.1.

For the purpose of pavement design following traffic numbers has been used based on traffic derived
from survey.

Table 4.6: Commercial Traffic Homogenous Sections

Base Year 2016 CVPD (Homogeneous Section

Sl. No. Commercial Vehicle Type wise)

HS-3 HS-4
1 LCV 1128 1791
2 Mini Bus 251 442
2 Bus 1010 1654
3 2-Axle Trucks (2 AT) 924 957
4 3-Axle Trucks (3 AT) 405 484
5 Multi Axle Truck (MAV) 289 224
Total Commercial Vehicles 4007 5552

For rigid pavement design the time of day traffic used are given in following table.

Table 4.7: Percentage Distribution of Traffic during Different Time of Day

HS-3 HS-4
0 AM -4 PM 31.34% 32.89%
4 PM - 0 AM 29.13% 35.64%
0AM - 6 AM 20.42% 16.04%
6 AM - 10 AM 19.11% 15.44%

4.4.2 Analysis of O-D Survey Data

Table 4.8: OD Survey locations

S. No. Chainage (Km) Location

1 482.800 Neendakraa

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4.4.3 Analysis of Turning Movement Count

Intersection turning movement surveys have been carried out at all the major intersection locations.
Classified traffic volume counts of all types of vehicles have been made separately for each direction
including left and right turning traffic. The surveys have been conducted for successive 15 minutes
interval for a period 24 hours. Based on traffic growth rate as derived in later part of this report all
junctions had been analyzed to understand the need of grade separation at these junctions as per IRC
92 and IRC SP 41. Highway grade separators without ramps are envisaged at intersection of divided
rural road if the ADT (fast vehicles only) on the cross road within the next 5 years is likely to exceed
5000 and otherwise the need for such facilities could be kept in view for future consideration /
construction. An interchange may be justified when an at-grade intersection fails to handle the
volume of traffic resulting in serious congestion and frequent choking of the intersection. This
situation may arise when the total traffic of all the arms of the intersection is in excess of 10,000 PCU/
hours for Grade Separation with ramps. Following table gives the understanding of grade separation
warranted at various junctions.

Table 4.9(a): Junction Analysis as Per IRC 92 Criteria

Junction Traffic Analysis IRC 92 Criteria

Year (Grade
SL Existing Jn. PCU PCU PCU
Name of Intersection Seperation
NO. Km Category (2017) (2027) (2037)
Warranted)

1 457+700 4 Leg Kayamkulam junction 4365 8274 12597 2032

2 472+600 4 Leg Karunagapally Junction 3960 7597 12597 2034
3 475+670 3 Leg Junction 2165 4140 6342 NA
4 476+300 3 Leg Junction 2073 4091 6379 NA
5 476+780 3 Leg Vettamuttam Junction 2407 4642 7144 NA
Shankaramankalam
6 478+660 3 Leg 1930 3712 5720 NA
Junction
7 480+960 3 Leg Eruveli Junction 1997 3730 5646 NA
8 - 4 Leg Kollam City Junction 7187 13687 20852 2022

Table 4.10(b): Junction Analysis as Per IRC SP 41 Criteria

Junction Traffic Analysis IRC SP 41 Criteria ( Vehicle Per Day)
Jn. 2017 2027 2037
SL Existing Name of
Categ Project Cross Project Cross Project Cross
NO. Km Intersection
ory Road Road Road Road Road Road
Kayamkulam
1 457+700 4 Leg
Junction 46854 13186 92036 24998 142688 37890
Karunagapally
2 472+600 4 Leg
Junction 47234 20765 93377 39596 145185 60018
3 475+670 3 Leg Junction 27193 7358 48977 12780 71693 18283
4 476+300 3 Leg Junction 26521 3108 52779 6049 82480 9315
Vettamuttam
5 476+780 3 Leg
Junction 27981 1072 55682 1999 87049 3004
Shankaramankalam
6 478+660 3 Leg
Junction 24660 3081 49331 5791 77478 8725
7 480+960 3 Leg Eruveli Junction 26803 2214 53648 4204 84238 6370
8 - 4 Leg Kollam City Junction 69151 12127 137434 23941 214122 37147

Details of turning movement analysis is provided in Appendix 4.2

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4.4.4 Analysis of Speed and Delay Survey

The survey data was analyzed to assess the Journey and Running speeds on different control points of
the project road. Table 4.9 gives the detail of survey.

Table 4.10(a): Speed and Delay Control Points

Speed And Delay Survey

Control Section Distance Control Chain

Direction Direction
Point No From To (km) Point No age

THIRUVANANTHAPURAM -Chertala
High Chertala-THIRUVANANTHAPURAM
Karunagapalli 472+
3-4 School 23.2 3
Junction 700
Junction

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Table 4.11(b): Speed and Delay from Chertalai - Thiruvananthapuram

Speed and Delay Study Direction : Chertalai - Thiruvananthapuram

S. Control Time Speedo Duration Cause Location of Remarks

No points meter (Mins) of for Delay Delay
Reading Delay
Start End

1 472+700 07:25

Table 4.11 (c): Speed and Delay from Thiruvananthapuram – Chertalai

Speed and Delay Study Thiruvananthapuram - Chertalai
Speedo Duration (Mins)
S. Control Cause Location of
Time meter of Delay Remarks
No points for Delay Delay
Reading Start End
Nangiarkulangar
1 472+600 15:02 15:51 15:52 Signal
a

The section wise delays are shown in the table 4.11 b and table 4.11 c. It is observed that all major
junctions have contributed significantly for the delays occurred on the both sides movements.

Following table gives the category of vehicle movements during speed and delay survey.

Table 4.11: Vehicle Movement during Speed Delay Survey.

Overtaken Overtaking Oncoming
Passenger Commercial Passenger Commercial Passenger Commercial
Chertalai -
Thiruvananthapuram 146 15 825 175 4958 561
Thiruvananthapuram
- Chertalai 111 54 186 256 1293 783

4.4.5 Willingness to Pay Survey

WTP survey has been conducted understand the psychology of road users for assessing extent of
paying toll. Following table gives the extent and percentage of users willing to pay toll for traveling on
the project road.
Table 4.12: Willingness to Pay Analysis
Toll Amount in Rupees
Not Willing < 30 30-40 40-50 50-60 60-70
Car 12% 19% 40% 21% 8% 0%
Mini Bus 6% 0% 44% 38% 13% 0%
LCV 0% 0% 24% 38% 22% 16%
Not Willing < 100 100-110 110-120 120-140 140-160
Bus 0% 21% 29% 43% 7% 0%
Truck 0% 29% 20% 37% 15% 0%
MAV 0% 0% 0% 0% 74% 26%

The above table show few passenger vehicles are not willing to pay and also people are willing to pay
median toll as compared to higher toll.

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4.4.6 Pedestrian Count Survey

Intensity of pedestrians/animals crossing the project road will be used for deciding on locations
requiring grade separators in the form of RUB, pedestrian or cattle crossing.

Pedestrian-vehicular conflict can be effectively studied through the indicator suggested in IRC 103-
1988, ‘Guidelines for Pedestrian Facilities’. The code suggests some form of control measure at mid
blocks and intersections where the indicator PV2 is greater than or equal to 2 x 108. Where ‘P’ is the
peak hour pedestrian volume and ‘V’ is the number of vehicles in that peak hour. The analysis was
undertaken separately for each of the intersection where traffic surveys were conducted. A summary
of the peak values for PV2 and the hour in which the same is observed is presented in Table 4.14.

Table 4.13: Pedestrian Vehicular Conflict

2 8
Name of Intersection Peak Hour P V PV X10 Proposal
Km 456.300 Kayakulam 8:15-9:15 157 2019 6.40 Grade
Seperation
Km 470.400 Karunagapaly 9:45-10:45 413 1695 11.87 -do-
Km 473.400 Eruveli 8:30 - 9:30 270 1198 3.88 -do-
 Grade Separation can be either PUP or FOB.

4.5. Traffic Forecast

 Macro economic scenario-Growth rate(s) and composition of Net State Domestic Product
(NSDP), at the State and Project Influence Area (PIA level)
 PIA economy, sectoral production and potential
 PIA, Population and Urbanisation
 Perspective growth of PIA

4.5.1 Past Trends in Traffic Growth in the Region

The past available data is insufficient for estimation of traffic growth rates.

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4.5.2 Secondary Data

Secondary data used to estimate traffic growth rate are NSDP, PCI (Per Capita Income), Population
data of relevant states. Following table gives the historical data of Kerala for above categories.

Table 4.14: Time Series NSDP of Kerala

NSDP - Constant Price (Rs) PCI (Rs)
2014 58961 103820
2013 56115 91567
2012 52095 88527
2011 48504 71434
2010 45921 60264
2009 42433 49316

Following table gives the decadal census of Kerala state.

Table 4.15: Historic Population Data of Kerala

1981 25403217
1991 29098518
2001 31838619
2011 34563000

4.5.3 Vehicle Registration

If the area of influence is well defined and the general development pattern of influence area remains
the same, then it can be assumed that traffic growth rate is approximately equal to the average
growth rate of vehicle registration. Table 4.17 gives the growth rates of the motor vehicles in
operation of Kerala. Following table gives motor vehicle growth in Kerala in time series fashion.

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Table 4.16: Time Series Traffic Growth in Kerala

2011 2012 2013 2014 2015
Trucks 21731 23394 27346 21015 14044
3 Wheeler 9041 10132 9485 7818 5787
Buses 1769 886 1875 933 469
Mini Bus 2433 2473 2696 2414 2723
Cars 165326 183383 186645 206750 186647
2 Wheeler 389603 529293 654085 636993 633635
Tractors,Articulated 241 1449 690 189 104
Tractors 528 556 590 471 280

4.5.4 Elasticity of Transport Demand

As the traffic contribution on of the project corridor is mainly from the Kerala State, Consultants have
developed the transport demand elasticities with respect to socio economic indicators of Kerala. The
methodology involved fitting regression equations to the time series data. The NSDP is considered as
independent variable for both freight and passenger vehicles and Population is considered as
independent variables for passenger vehicles only. Elasticity values for freight vehicles in operation
with respect to NSDP and Passenger vehicles with respect to population and NSDP have been worked
out and presented in the Table 4.18

Table 4.17: Travel Demand Elasticity of Various Vehicles.

Car 2W 3W Mini Bus Bus LCV Trucks
2.43 1.79 1.47 1.32 1.32 1.04 0.9

It will be seen that the elasticity values for car are large as compared with the other passenger vehicle
categories. Generally, the demand for travel by car is found to be comparatively higher as incomes go
up and people are able to afford this desired means of personal travel. The same is true for two-
wheelers, although this is not reflected in the low elasticity value. For the other (commercial) vehicle
categories, elasticities should be lower than the personalized categories since the incentive for
greater use of these modes with rising incomes is comparatively less.

4.5.5 Traffic Forecast by Econometric Method

Given the transport demand elasticities, the growth rates of traffic on road by different modes have
been projected on the basis of assumed growth rates of NSDP. Following are projected NSDP of
Kerala State based on regression analysis.

Table 4.18: NSDP Growth of Kerala.

Year NSDP Growth
2016-2017 5.10%
2017-2022 4.45%
2023-2027 2.84%
2028-2032 2.41%
Beyond 2032 2.10%

Based on NSDP growth and Elasticity consultant has derived following traffic growth rates for the
project.

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Table 4.19: Mode wise Traffic Growth Rate

Optimistic
Car 2 Wheeler 3 Wheeler Buses & LCV Trucks
Mini Buses MAV

2016-2017 13.01% 9.59% 7.88% 7.04% 5.57% 4.83% 4.83%

2017-2022 11.34% 8.36% 6.87% 6.20% 4.83% 4.20% 4.20%
2023-2027 7.26% 5.34% 4.39% 3.99% 3.15% 2.73% 2.73%
2028-2032 6.16% 4.54% 3.73% 3.36% 2.63% 2.31% 2.31%
Beyond 2032 5.36% 3.94% 3.23% 2.94% 2.31% 2.00% 2.00%NJ
Realistic
2016-2017 12.39% 9.13% 7.50% 6.70% 5.30% 4.60% 4.60%
2017-2022 10.80% 7.96% 6.54% 5.90% 4.60% 4.00% 4.00%
2023-2027 6.91% 5.09% 4.18% 3.80% 3.00% 2.60% 2.60%
2028-2032 5.87% 4.32% 3.55% 3.20% 2.50% 2.20% 2.20%
Beyond 2032 5.10% 3.75% 3.08% 2.80% 2.20% 1.90% 1.90%
Pessimistic
2016-2017 11.77% 8.67% 7.13% 6.37% 5.04% 4.37% 4.37%
2017-2022 10.26% 7.56% 6.21% 5.61% 4.37% 3.80% 3.80%
2023-2027 6.56% 4.84% 3.97% 3.61% 2.85% 2.47% 2.47%
2028-2032 5.58% 4.10% 3.37% 3.04% 2.38% 2.09% 2.09%
Beyond 2032 4.85% 3.56% 2.93% 2.66% 2.09% 1.81% 1.81%

Traffic growth rate adopted for pavement design is based on weighted average of clubbed vehicles
together as given below.

Table 4.20: Traffic Growth Rate for Pavement Design

LCV &
Period BUS 2 AT 3 AT MAV
Mini Bus
2017-2020 (4 Years during Design, Tendering & Const.) 5.7% 6.7% 5.0% 5.0% 5.0%
2021-2025 (5 years’ time horizon) 5.0% 5.9% 5.0% 5.0% 5.0%
2026-2030 (5 years’ time horizon) 5.0% 5.0% 5.0% 5.0% 5.0%
2031-2035 (5 years’ time horizon) 5.0% 5.0% 5.0% 5.0% 5.0%
2036-2040 (5 years’ time horizon) 5.0% 5.0% 5.0% 5.0% 5.0%
2041-2045 (5 years’ time horizon) 5.0% 5.0% 5.0% 5.0% 5.0%
2046-2050 (5 years’ time horizon) 5.0% 5.0% 5.0% 5.0% 5.0%

Growth Rates for Slow Moving Traffic

The slow moving vehicles essentially cater to short haul traffic, meeting localized demand for
transportation of passengers and goods from rural areas in up country to the nearest market towns
and urban centers’. The slow moving traffic is thus not expected to have high growth rates on NHs.
Motorized vehicles are gradually replacing animals drawn vehicles. Agricultural tractors, in fact are
replacing animal drawn vehicles both for agricultural activities and transportation of goods and
passengers. A growth rate of 2 % is assumed for this traffic.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 71

Development/Generated Traffic

This represents the increase in traffic, if any, that may arise from improvements and development of
adjacent land uses due to added accessibility and mobility provided by the new/improved facility, and
also due to the associated new policy and decisions to locate development activities within the
influence area of the project road in view of the added dimension to the transport infrastructure. This
is generally considered to be over and above the development, which would have taken place
otherwise, had the new or improved highway not been constructed.
Diverted Traffic

This represents the traffic attracted to the improved highway by way of loss to alternative routes
when the improvements are completed and the better facility is in use. Traffic generally get attracted
to better level of service, particularly in terms of saving of travel time.

Induced Traffic

This represents the increase in traffic as a result of the increased demand for transport, if any,
induced by the improvement of the highway. In other words, this is the release of suppressed or
latent demand. It is believed that there is travel demand which is not manifested (trips not made or
avoided) in terms of traffic on road unless better facilities are provided. Such trips are induced with
an improved facility.

Based on OD survey and available parallel route NH 183 and existing rail road on this route a shift of
20% traffic to the project road is expected after completion of widening work of NH 47 through
diverted and induced traffic.

4.5.6 Estimation of Forecast Traffic

Based on realistic traffic growth rate and AADT derived and traffic generated/induced following tables
give the forecast traffic on project road.

Table 4.21A: Mode wise Traffic Forecast

Km 458+400 Km 482+800
Year
Vehicle PCU Vehicle PCU
2016 34419 32980 36048 36498
2017 37717 35934 39473 39696
2018 40907 38814 42785 42810
2019 44383 41946 46392 46190
2020 48170 45352 50320 49863
2021 52299 49060 54600 53853
2022 68088 63704 71062 69798
2023 71994 67383 75132 73795
2024 76131 71281 79442 78027
2025 80513 75411 84006 82509
2026 85154 79787 88841 87257
2027 90071 84426 93962 92285
2028 94575 88781 98668 97039
2029 99309 93365 103616 102042
2030 104287 98191 108818 107308

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Km 458+400 Km 482+800
Year
Vehicle PCU Vehicle PCU
2031 109521 103271 114288 112851
2032 115024 108620 120040 118685
2033 120138 113710 125404 124275
2034 125486 119044 131014 130132
2035 131077 124633 136881 136271
2036 136925 130490 143018 142704
2037 143040 136626 149437 149447
2038 149435 143057 156151 156513
2039 156124 149796 163174 163920
2040 163119 156858 170521 171683
2041 170436 164260 178206 179819
2042 178090 172016 186247 188348
2043 186095 180146 194659 197289
2044 194470 188667 203460 206660
2045 203231 197597 212669 216484
2046 212396 206958 222305 226782
2047 221984 216769 232387 237578
2048 232016 227053 242938 248896
2049 242513 237834 253978 260762
2050 253495 249135 265532 273202

Table 4.22 b Mode wise Traffic Forecast

Traffic forecast for all three scenarios are given in Appendix 4.3.

4.5.7 Capacity and Level of Service Analysis

Capacity analysis for the project corridor is carried out in order to assess the Level of Service (LOS)
offered by road sections under prevailing roadway and traffic conditions.
Capacity and Design Service Volumes (DSV) specified in IRC-64-1990, Capacity of Roads in Rural Areas
have been adopted for determining the Level of Service offered by road sections during the design
period. Based on the average rise & fall observed from the field surveys, the project corridor runs
through Plain terrain. As there are no guidelines for capacity of 6-lane highway the same is estimated
based on per lane hourly capacity estimated from capacity guidelines given in IRC -64-1990 for 6-lane
highway. The per lane capacity estimated is 2150 PCUs/hour. Apply 8% peak hour factor and 60%
directional distribution, capacity thus estimated for 6-lane Highway. The capacity and design service
volumes for various lane configurations in case of plain terrain at different LOS’s are presented in
Table 4.23 below.

Table 4.22: Capacity and Design Service Volume

Plain Terrain
Road Shoulder Type DSV (PCUS/day)
Capacity (PCU/day)
LOS B LOS C LOS D
Earthen Shoulders 70000 35000 49000 59500
4 Lane*
Paved Shoulders 80500 40250 56350 68425

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With 7 m Service Road 134000 67000 94000 114000

6 Lane** Paved Shoulders 134000 67000 94000 114000
Paved Shoulder with 5.5m
6 Lane 146375 73188 102463 124419
Service Road on Both Sides
6 Lane*** Paved shoulders 90,000 - - -

The projected sectional traffic is compared with DSV to assess the upgradation requirement for the
corridor under prevailing roadway conditions. Capacity augmentation is generally warranted for roads
that cater to traffic volumes in excess of the DSV at LOS B.

The Consultants have attempted to assess upgradation requirement to the existing road based on the
projected traffic in horizon years. Comparison of projected traffic with the DSV at various LOS
indicates the following upgradation requirement show in Table 4.24.

Table 4.23: Assessment of Upgradation Requirement

Traffic Assessment of
Existing Section Volume
Design Chainage (km) Upgradation
Homo- (km) AADT
Existing Requirement
Sl. geneous (PCU)
Length
No Section Based on 6 Lane
(km)
(HS) From Capacity Guidelines
To (Km) From (Km) To (Km) 2016
(Km)
LOS B LOS C
1 HS-3 435.000 465.000 433.700 462.770 30.000 32980 2027 2035
2 HS-4 465.000 490.000 462.770 487.280 25.000 36498 2025 2033

4.6. Traffic Circulation Plan and Safety Considerations

IRC SP55 is the guideline to be followed for circulating traffic during construction. Following picture
gives the work zone safety criteria during construction.

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Figure 4.6: Work Zone Safety during Construction.

IRC SP 55 should be strictly adhered for safety of pedestrian, workers and vehicular traffic during
construction

4.7. Recommendation and Conclusion

Based on traffic analysis at midblock, junctions this project road is running on dense traffic and
immediate widening is needed on this stretch. All the recommendation of grade separation at
candidate junctions, pedestrian facilities require immediate attention.

Following Appendices are enclosed to main report.

Appendix 4.4 Axle Load Survey
Appendix 4.5 Passenger Vehicle Origin – Destination Survey
Appendix 4.6 Pedestrian Crossing Survey
Appendix 4.7 Speed & Delay Survey

Final Detailed Project Report; Revision No. 0| The SMEC Group | 75

CHAPTER 5 COST ESTIMATE

5.1. GENERAL
This chapter provides deals with the cost estimate for widening and strengthening of NH-66
(old NH-47) from km 454+500 to km. 486+000.
The cost estimation has been prepared for the project corridor, as per the recommended
improvement proposal for widening/ strengthening the existing roads from 2 lane with paved
shoulder to 6 laneconfiguration with paved shaoulder.
5.2. METHODOLOGY
The following procedure has been adopted for the estimation:
 The rates of various items of construction work have been analysed as per procedure laid
down in the “MORT&H Standard Data Book”-2003 (Fourth Revision, Reprint 2006) and
guidelines set there in.
 The Rates of Hire Charges for Machinery with effect from 01-11-2015 approved by Chief
Engineer (NH) has been considered and escalated with 5% per year to arrive at the
present rate. The unit rates of Labour and material considered as per DSR 2016 with Cost
Index applicable, which are not available, then those items are considered as per SOR or
Market Rates and. Cost index applied as per Circular, and escalated with 5% per year to
arrive at the present rate.
 The rates of cement, Steel and Bitumen which have been provided as per current market
rates.
 Computation of quantities of earthwork and other components of road worked out from
TCS drawings and computed.
 Computation of cost of bridges from their General Arrangement Drawings by working out
the quantities.
 Estimation of cost of land acquisition, resettlement and rehabilitation costs, utility
relocation and environment mitigation measures as per detailed assessment of their
costs.
 Estimation of allowances for contingencies and supervision charges as percentage of civil
cost.
 Estimation of total project cost.
5.3. UNIT RATES
The rates of various items of construction work have been analysed as per procedure laid
down in the “MORT&H Standard Data Book”-2003 (Fourth Revision, Reprint 2006) and
guidelines set therein. For road embankment borrow areas have been identified along the
project road. For stone metal quarries have been identified along the road. Average lead has
been worked out for earth and stone metal and cartage cost has been provided at State
Schedule of Rates. The unit rates have been worked out by taking the cost of materials as
provided in the State Schedule of Rates (except for cement steel and bitumen for which
market rates have been provided).. The component of labour, material and machinery has
been provided as per Standard Data Book of the Ministry of Road Transport and Highways.
5.4. CONSTRUCTION QUANTITIES
For Final Detailed Project study the quantities of pavement have been worked out as per
proposed TCS drawings.

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Quantities of culverts and Minor/Major/ROB/VUP/PUP Structures have been worked out

from GAD drawings. The cost of land acquisition, resettlement and rehabilitation costs, utility
relocation costs and environmental mitigation measures have been provided as per
preliminary assessment of their costs. Estimates for allowances for contingencies and
supervision charges have been provided as percentage of total cost.
5.5. PAVEMENT DESIGN OPTIONS
Flexible Pavement has been considered for main carriageway and service road/ slip road as
per the Improvement proposal and Pavement Composition.
5.6. COST COMPONENTS
The estimated cost has been worked out under the following sub heads: -
Site clearance and dismantling
Under this sub head provision has been made for removing the roots of trees of girth more
than 300 mm and dismantling the structures, which are proposed to be reconstructed.
Earth Work
This sub head provides for items of earth work in excavation, embankment, sub grade and
shoulders.
Sub Base and Base Courses
Cement treated sub-base and cement treated base with aggregate crack relief layer has been
proposed for the pavement.
Bituminous Courses
This sub head provides for items of bituminous courses for flexible pavement.
Culverts
Additional new Culverts is provided based on hydrological investigation. The schedule of
widening and providing new culverts are fixed up and accordingly the different types of
culverts (viz pipe, slab, box) quantities are worked out from the standard drawings or from
the available drawings of the particular project. Further the abstract of Quantities is prepared
for all the culverts and the Abstract of cost is prepared by multiplying the rates.
Minor / Vehicular and Pedestrian Underpasses/ Flyover/Grade Separators

The quantities for reconstruction/widening/rehabilitation of Minor / Vehicular and Pedestrian

Underpasses/ Flyover/Grade Separators are considered under this head. The quantities for
Earth Retaining structures provided in the approaches of proposed Underpasses are covered
here.
ROBs /Major Bridges

The quantities for rehabilitation of existing ROBs/Major Bridges are considered under this
head. The quantities for Earth Retaining structures provided in the approaches of proposed
Structures are covered here.
Repair & rehabilitation of structures

The Provisional Quantities are considered under this head for the Structures which are to be
retained.

Traffic signs, Markings & Road Appurtenances

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The road traffic signs and road markings for the project are provided as per IRC standards.
This includes the quantities of road markings, road signs (all kinds), crash barriers and street
lightings required for main highway as well as service roads.
Drainage and Protective Works
All works relating to longitudinal drainage requirements, lined and unlined drains/ditches,
embankment slope protection works are covered here.
Maintenance during Construction
The existing road will be maintained during construction for running the traffic smoothly.
Provision for maintaining the existing road during construction has been made under this sub
head.
General items
Under this sub head provision has been made for the following main items:
Toll Plaza
This section includes the items required for providing additional extra lanes at the toll plaza
locations.
5.7. CONTINGENCIES AND SUPERVISION COSTS
The following provision has been made for contingency and supervision cost:
 Contigency Charges - 1%
5.8. PROJECT COST
The Packages are in a corridor has been divided as per the guidelines given vide Ref
NHAI/BOT-2/11102/Phase-IV/NH-209/2010/949 dated 03.11.2016.
The total cost includes Contingencies, Supervision charges, Administrative charges, Quality
Control charges, Road Safety cell audit charges and cost of Resettlement and Rehabilitation,
Land acquisition cost, Environmental cost and shifting of utilities. A copy of General Abstract
of cost is enclosed as follows.

ABSTRACT OF COST
Bill Description Amount (Rs.)
No.
1 SITE CLEARANCE AND DISMANTLING 31.5 21,238,863
km
2 EARTH WORK 773,754,566
3 SUB-BASE, BASE-COURSES 2,168,788,045
4 BITUMINOUS PAVEMENT COURSES 1,199,718,983
5 CROSS DRAINAGE WORKS 53 No's 220,444,565
5A FOOT OVER BRIDGES 14 No's 107,560,800
6 MINOR BRIDGES , FLYOVERS & UNDERPASSES & RE WALL

I) VUP 3 No's 121,353,285

II) LVUP 1 No's 7,206,423
III) SVUP 9 No's 133,136,407

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IV) FLYOVER 1 No's 69,845,374

V) MINOR BRIDGE 3 No's 206,776,392
VI) MAJOR BRIDGES 2 No's 986,165,835
VII) Elevated Highway cum ROB
VIII) ROB
IX) RUB
X) RE WALL 6.04 1,451,775,806
km
8 TRAFFIC SIGNAGES, ROAD MARKING & APPURTENANCES 775,775,989
9 DRAINAGE AND PROTECTION WORKS 1,139,465,547
10 REPAIR & REHABILITATION OF STRUCTURES 1,522,631
11 MAINTENANCE OF ROADS 3,142,125
12 GENERAL ITEMS 568,095
13 TRAFFIC MANAGEMENT SYSTEM 34,549,079
14 TOLLPLAZA 73,840,000
BASE CIVIL CONSTRUCTION COST (A) 9,496,628,811
15 Escalation @ 5% up to bid due date
16 Total Civil Construction Cost as on Bid due date 9,496,628,811
COST PER KM (Rs in Crores) 30.15
17 Centages(IC & Pre-Operative cost+Finanace Cost+IDC)
IC & Pre operative expences @ 1% of EPC Cost 94,966,288
Financing Cost Debt at 70:30 DER 63,600,000
Interest durning construction 529,600,000
Total Centages 688,166,288
18 TOTAL EPC COST 10,184,795,099
19 Pre-Construction activities
Cost of land acquisition 16,400,700,000
shifting of Utilities(KSEB) 599,500,000
shifting of Utilities(Kerala Water Authority) 412,390,000
Environmental measures etc 34,570,000
Total Pre-Construction activities 17,447,160,000
20 TOTAL CAPITAL COST (Estimated Project Cost + cost of Pre- 27,631,955,099
construction activities)
COST PER KM (Rs in Crores) 87.72
TOTAL LENGTH (Kms) 31.50

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CHAPTER 6 ENVIRONMENTAL SCREENING AND

PRELIMINARY ENVIRONMENTAL ASSESSMENT

6.1. Introduction, Objective and Legal Framework

6.1.1 Introduction

The project stretch includes two bypasses at Alappuzha and Kollam and a new realigned stretch bypassing
Attingal Town

6.1.2 Objective of Environmental Screening and Preliminary Environmental Assessment

Environmental Screening study determines the environmental sensitivity of the project road that in
turn helps the level of planning in terms of time, budget and effort required to take up the particular
project for development.
Environmental Screening and Preliminary Environmental Assessment of the study area has the
following major objectives:
 To identify the potential environmental impacts;
 To categorize the project;
 To ensure that environmental considerations are given adequate weightage for carrying out
proposed road improvement;
 Policy, legal and institutional issues for planning and for getting all approvals and for
implementation of Environmental Management Plan during Design, Construction and
Operational phases; and
 Scoping and future course of work for Environmental Impact Assessment Study

6.1.3 Applicable Environmental Acts and Guidelines

Environmental regulations and legislations relevant to this project, along with their competent
authority for implementation are presented in Table 6.1.

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Table 6.1: Summary of Relevant Environmental Acts and Guidelines

S. Applicable Reason for
Act/Rules Year Objective Authority
No Yes/No applicability
1. Environmental 1986 To protect and Yes As all environmental MoEF & CC
(Protection) Act improve overall notifications, rules Gol, DoE,
environment and schedules are GoK, CPCB,
issued under this act KSPCB
2. Environmental 2006 To provide No The project does not MoEF & CC,
Impact environmental attract the conditions SEIAA
Assessment clearance to new of EIA Notification
(EIA) development 2006 and further
Notification activities following amendments
environmental impact
assessment
3. Forest 1980 To check No There is no forest Forest
(Conservation) deforestation by along the project road Department,
Act restricting conversion GoK
of forested areas into
non- forested areas
4. Water 1974 To control water Yes This act will be KSPCB
(Prevention and pollution by applicable during
Control of controlling emission construction, for
Pollution) Act & Water pollutants as establishments of
and Cess Act of per the prescribed hot mix plant, stone
1977 as standards crusher, construction
amended in camp, workers'
1988 camp, etc.
5. Air (Prevention 1981 To control air Yes This act will be KSPCB
and Control of pollution by applicable during
Pollution) Act as controlling emission construction; for
amended in and air pollutants obtaining NOC for
1987 according to establishment of hot
prescribed standards mix plant, workers'
camp, stone crusher,
construction camp,
etc.
6. Noise Pollution 2000 Noise pollution Yes This act will be KSPCB
(Regulation and regulation and applicable as
Control) rules controls vehicular noise on
project routes
required to assess for
future years and
necessary protection
measure need to be
considered in design.
7. The Kerala 2002 Conservation of Yes This act will be State Ground
Ground Water ground water and for applicable during Water
(Control And the regulation and construction for Authority,
Regulation) Act control of its extraction of use of GoK
extraction and use in groundwater
the State of Kerala

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S. Applicable Reason for

Act/Rules Year Objective Authority
No Yes/No applicability
8. Ancient 1959 Conservation of No The project route is Archaeologi
Monuments and Cultural and Historical not close to any cal Dept.
Archaeological remains found in Ancient Monument, Gol, Dept. of
sites & Remains India declared protected Archaeology
Act under the act. , GoK, Indian
Heritage
Society and
Indian
National
Trust for Art
and Culture
Heritage
(INTACH).
9. Notification for 2016 Promoting the Yes No coal based MoEF&CC
use of fly ash utilization of fly ash in thermal power plant
the manufacture of in Kerala. However,
building materials and few coal based
in construction thermal power plants
activity within a are located within
specified radius of 300 km.
300 kilometers from
coal or lignite based
thermal power plants
10. The Explosives 1884 An Act to regulate the Yes For transporting and KSPCB
Act (& Rules) manufacture, storing diesel,
possession, use, sale, bitumen etc.
transport, import and
export of Explosives
11. Public Liability 1991 Insurance for the Yes Contractor need to KSPCB
Insurance Act purpose of providing stock hazardous
immediate relief to material like diesel,
the persons affected Bitumen, Emulsions
by accident occurring etc. safely
while handling any
hazardous substance
and for matters
connected therewith
or incidental thereto
12. Coastal 2011 To regulate activities Yes The project road KCZMA,
Regulation Zone in the coastal zone to passes through CRZ MoEF&CC
protect ecologically
sensitive areas
13. Hazardous and 2016 Storage, handling, Yes Storage and handling KSPCB
Other Wastes transportation and of hazardous waste
(Management disposal of hazardous during construction
and waste
Transboundary
Movement)
Rules
14. Solid Waste 2016 Management and Yes For disposal of solid KSPCB
Management handling of solid waste generated
Rules waste during construction

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S. Applicable Reason for

Act/Rules Year Objective Authority
No Yes/No applicability
15. Construction 2016 Management of Yes For disposal of solid KSPCB
and Demolition construction and waste generated due
Waste demolition waste to construction and
Management demolition
Rules
16. Batteries 2010 Management and Yes Safe disposal of used KSPCB
(Management & handling of used lead lead batteries
Handling) batteries
Amendment
Rules
17. E-Waste 2016 Effective mechanism Yes Handling of e-waste KSPCB
(Management) to regulate
Rules generation,
collection, storage,
transport, import,
export, recycling,
treatment and
disposal of e-wastes
18. Central Motor 1988 To control vehicular Yes This rule will be Motor
Vehicles Act air and noise applicable to road Vehicle
pollution. users and Department
construction
machinery
19. Minor Mineral 1960 For opening new Yes Regulate use of District
and concession quarry minor minerals like Collector
Rules stone, soil, river sand
etc.
20. The Mining Act 1952 The mining act has Yes The construction of Department
been notified for safe project road will of mining,
and sound mining require aggregates. GoK
activity These will be
procured through
mining from quarries
21. National Forest 1988 To maintain No This policy will not be Forest
Policy(Revised) ecological stability applicable as NO eco Department,
through preservation sensitive feature Gol and GoK
and restoration of exists along the
biological diversity project corridor
22. The Right to Fair 2013 Set out rules for fair Yes This act will be Revenue
Compensation compensation and applicable as there Department
and acquisition of land will be acquisition of State
Transparency in land for widening, Government
Land geometric
Acquisition, improvements and
Rehabilitation bypasses
and
Resettlement
Act

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S. Applicable Reason for

Act/Rules Year Objective Authority
No Yes/No applicability
23. The National 1956 For Land Acquisition Yes This act will be NHAI
Highway Act applicable as there Revenue
will be acquisition of Department,
land for widening, GoK
geometric
improvements and
bypasses

6.2 Baseline Environmental Setup

6.2.1 Study Area

The study area for the environmental screening has been categorized in two influence areas:
i) Direct influence area: PROW of the project road i.e., 45m
ii) Indirect influence area: 10km around the project road

Sensitive environmental components along the corridor of impact were recorded during
reconnaissance survey. Those were, road side trees, water bodies, public utilities, religious structures,
educational institutes/schools, hospitals/health centers, community resources, congested areas,
archaeological site etc.

Secondary data was collected on physiography, land use pattern, soil & geology, seismicity,
meteorology, demography and related other environmental aspects.

6.2.2 Physiography

The project road lies between Latitude 9o46’5.521’’N to 8o33’55.538’’ N and Longitude 76o19’5.494’’E
to 76o52’30.714’’E.
The project road passes mainly through plain terrain with some patches through rolling terrain. The
altitude varies between 2 m and 75 m above mean sea level.
The physiography of the project districts and physiographical map of Kerala state (Figure 6.1) showing
the project area is as follows:

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Alappuzha
Sandy strip of land intercepted by lagoons, rivers
and canals. There are neither mountains nor hills
in the district except some scattered hillocks
lying between Bharanikkavu and Chengannur
blocks in the eastern portion of the district.
Kollam
Divided into three distinct units viz. the coastal
plains, the midlands and the eastern highland
regions. The coastal plains with an elevation
ranging between 0-6 m amsl occur as narrow belt
of alluvial deposits parallel to the coast.
Thiruvananthapuram
Rugged topography which is present in the
coastal city of Thiruvananthapuram and towns
like Vizhinjam, Varkala and Edavai. Three
distinctive topographic units can be identified in
the district from west to east – (1) lowland Source: ENVIS Center, Kerala
(coastal plains), (2) midlands and (3) highlands. Figure 6.1: Physical Map of Kerala showing Project Area

As evident from the above information and map, the project road passes through low land along the
coast.

6.2.3 Geology & Soil

Geological rock formations include a variety ranging from the Achaeans to the recent crystallines
Tertiaries, are represented by the Warkalli group whereas the recent deposits are represented by the
westernmost coastal belt.

Soil map of Kerala state (Figure 6.2) showing the project area is as follows:

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Source: Directorate of Soil Survey & Soil Conservation

Figure 6.2: Soil Map of Kerala showing Project Area

As seen from the above figure, the soil type along the project road is coastal alluvium.
These soils of marine origin are identified along the coastal plains and basin lands as a narrow strip.
The area has high water table and in some areas it reaches above the surface during rainy season. The
soils of the coastal plains are very deep with sandy texture. The texture generally ranges from sand to
loamy sand with grayish brown to reddish brown and yellowish red colour. Sand content ranges from
80% and clay up to 15%. Even though these soils have high water table, the water holding capacity is
poor due to the predominance of sand.

6.2.4 Seismicity

According to 2014 seismic zoning map of India, the state of Kerala falls in Zone III, moderate zone of
seismic hazard (Figure 6.3). This zone is classified as moderate damage risk zone which is liable to
MSK VII. The IS code assigns zone factor of 0.16 for Zone III. The project road falls in Zone III.

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Also, as per Global Seismic Hazards Assessment Program (GSHAP) data (Figure 6.4) the state of the
Kerala falls in a region of low to moderate seismic hazard. The project road falls in low to moderate
hazard zone.

Figure 6.3: Seismic Zonation Map of India

Figure 6.4: Seismic Zone Map of Kerala (GSHAP)

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6.2.5 Climate and Meteorology

Climate
The climate is hot and humid along the coast and drier in the interior parts of the districts. The year
may be divided into four seasons. The period from March to the end of May is the hot season. This is
followed by Southwest Monsoon season that continues till the beginning of October. Northeast
Monsoon season is from October to December and the two months January & February are winter
season. The climate is pleasant from September to February. Summer months March to May is
uncomfortable due to high temperature and humidity.

Rainfall
The rainfall in the study area increases from south to north. The monthly rainfall data of project
districts is provided in Table 6.2. The annual total rainfall in Alappuzha, Kollam and
Thiruvananthapuram was 2469mm, 2688.9mm and 1912mm respectively in 2014. May, June, July and
August months receive heavy rainfall. June receives highest rainfall in the year.

Table 6.2: Rainfall in Project Districts in mm (2010-2014)

Alappuzha Kollam Thiruvananthapuram
Month
2010 2011 2012 2013 2014 2010 2011 2012 2013 2014 2010 2011 2012 2013 2014
January 16.6 30.5 44.1 24 0.2 11.5 57.1 13.7 10.3 0.5 108.3 43.6 14.4 10.5 45.8
February 2.2 48 19.9 88.4 23.3 0 98.6 20.9 58 15.7 0 73.6 35.1 63.1 13.1
March 92.7 35.7 60.7 49.8 32.7 59.1 46.7 77.4 49.2 51.4 73.1 15 26.1 46.8 35.1
April 161.6 183.5 210.1 40.3 143.8 221.1 177.4 228.6 90.2 151.7 109.4 157.1 164.7 31.7 136.4
May 322 251 159.5 137.4 250.6 203.5 148 145.8 159.6 290.8 216.7 92.7 88.7 120.9 272.6
June 529.3 554.3 215.7 935.9 362.8 357 417.4 167.5 749.5 283.5 237 270.2 99.1 525.3 142.4
July 474.6 377 271.5 637.6 355.6 362.3 283 210.6 449 287.9 234.9 97.6 146.2 247.9 118.7
August 255.9 294 407.1 245.3 615.3 304.8 219.6 272.6 205.3 591.5 118.7 84.4 169.7 115.8 458.6
September 242.3 359.4 195.4 292.1 227.6 258.3 242.2 149.8 373.6 260 114.1 131.5 77.7 219.7 189.4
October 555.1 160.3 151 186.4 311 527.8 233.5 240.2 290.9 386.6 414.3 141.2 159.3 155.9 288.3
November 309.3 136.6 105.2 171.5 93.8 388.4 267 111.1 213.8 151.7 326 233.4 140.7 273.9 128.6
December 96.8 169.8 5.5 15.2 52.3 95 100.9 17.4 39.5 40.1 188.3 168.9 32.7 33.6 83
Average 3058.4 2600.1 1845.7 2823.9 2469 2788.8 2291.4 1655.6 2688.9 2511.4 2140.8 1509.2 1154.4 1845.1 1912
Source: India Meteorological Department (IMD)

Humidity
Humidity level in the project area is moderate to high. In drier months (between December to
February), the humidity at Alappuzha has been recorded at 66% whereas in wettest month (July) it is
as high as 92%.
The humidity level is 63% in Thiruvananthapuram (during hours of evening in January) during the
driest months (between December to February). Highest level of humidity is observed as 89 % at
Thiruvananthapuram during the month of July.

Temperature
Temperature variation in the study area is mild due to the vicinity of the Arabian Sea. Monthly
maximum and minimum temperatures at Alappuzha have been observed to be 33.1 0C and 22.5 0C in
April and January respectively. Monthly average temperature varies between 22.2oC to 33.1 oC. In
Thiruvananthapuram, March is the warmest month with an average temperature of 28 oC and
January is the coldest month having a mean temperature of 26 oC.

Wind Speed
Maximum and minimum monthly average wind speed has been observed to be 13.40 kmph and 8.4
kmph respectively at Alappuzha. Maximum monthly average wind speed observed is 10.4 kmph
(August) at Thiruvananthapuram whereas minimum monthly average wind speed observed is 4.9
kmph (December).

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6.2.6 Land Use Pattern

Land use pattern along the project road is predominantly built up area in urban and semi urban
centers followed by commercial areas. Around 8.5km length of the project road in Kollam district
passes through an area close to the Arabian Sea. Also the project road passes through backwaters at
few places.
Representative photographs of the Project road sections are indicated below:

Built up/Commercial area at Attingal junction. Vegetation/ Agricultural land along the project
road.

Thottapally Spillway (km 432.600) Ashtamudi Lake Bridge (km 487.200) under
construction

Built up/Commercial area at Karunagapally Rolling Terrain stretch on project road

(km 470.00) (km 504.00)

6.2.7 Water Resources

The study area is rich in water sources. Such water resources include the rivers streams, backwaters,
lakes, irrigation tanks, ponds, brackish water etc. A large number of people depend on these water
resources for their livelihood through fishery. The list of water bodies is as follows:

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Table 6.3: Water Bodies crossing the project road

Sl. No. Chainage (Km) River/Canal/ Nallah/Lake
1. 458.000 Kayamkulam branch canal
2. 461.000 Krishnapuram Thodu
3. 474.600 Kennettil – Pallikal Canal
4. 483.100 T S Canal
Source: Primary Survey, October 2016

Rivers:
Alappuzha district is drained mainly by Pamba River and its tributaries viz. Achankovil and Manimala
Rivers. The Manimala River enters the Kuttanad area at Thondara and confluences with Pamba River
at Neerettupuram. Achancovil enters Kuttanad at Pandalam and joins Pamba River at Veeyapuram.
Vembanad Lake, the largest back water in the State lies on the north eastern part of the district
separating Alappuzha from Kottayam district.

Kollam district is drained by three west flowing rivers, viz Achankovil, Kallada and Ithikkara,
originating in the eastern hilly region. The Ithikkara River originates from the Madatharaikunnu hills,
south west of Kulathupuzha and drains into the Paravoor backwaters near Meenad. The Kallada
originating from the Western Ghats drains into Ashtamudi backwaters near Kollam.

Back Waters
Vembanad Lake:
The Vembanad Lake has the most important west coast canal system stretching from Alappuzha to
Kochi. The Thannermukom regulator constructed across the Vemband Lake is the largest mud
regulator in the country.
Vembanad has been declared as a Ramsar Wetland in 2002.

Kayamkulam Lake:
Stretching between Panmana and Karthikappally, Kayamkulam Lake is a shallow lake which has an
outlet to sea at Kayamkulam barrage. It has an area of 59.57 Sq.Km, a length of 30.5 Km and an
average breadth of 2.4 Km. It connects Ashtamudi lake by the Chavara Panmana canal.

Ashtamudi Lake:
Ashtamudi Lake is one of the largest wetland ecosystems in Kerala. It is located at 8o57’N, 76o35’E and
it has an area of 61,400 ha. This estuarine system lies near to the Kollam Bypass on right hand side
and is the second largest of the State having a spread over Karunagappally and Kollam Taluks of
Kollam district. This estuary is the deepest among all the estuaries of Kerala with a maximum depth of
6.4 m at the confluence zone.

Ashtamudi estuary is of extraordinary importance for its hydrological functions biodiversity, rich
fishery resources and an annual production of 23,000 tonnes of fish. This estuary has been declared
as a Ramsar Wetland in 2002.

True mangroves Avicenna officinalis, Bruguiera gymnorrhiza and Sonneratia caseolaris are present
and around 43 species of marshy and mangrove associates are present along with two endangered
species Syzygium travencoricum and Calamus rotang. The biological diversity is represented by 43
marsh and mangrove species. 57 bird (6 migrants and 51 residents), 97 fish species and 21 partly
unique copepode-species (Source: WWF and forests, 2004a)

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Ground Water:

In Kerala State, groundwater has been the mainstay for meeting the domestic needs of more than
80% of rural and 50% of urban population besides, fulfilling the irrigation needs of around 50% of
irrigated agriculture.
In the project districts, the depth to ground water level varies between 0.72 to 25.4m bgl during pre-
monsoons (April 2011) and 0.07 o 22.86m bgl during post monsoon (November 2011)season.
Source: Ground Water Information Booklet, Alappuzha, Kollam and Thiruvananthapuram districts, CGWB

6.2.8 Ecological Environment

a) Forest Cover: The recorded forest area of the state is 19,239 sq. km., which constitutes 46.50% of
its geographical area. Reserved Forests constitute 100%, Protected Forests 0% and Unclassed
Forests constitutes 0% of the total forest area. The forest cover in project districts is presented in
Table 6.4 and the forest cover map with marked project area is presented in Figure 6.5.

Table 6.4: Forest Cover in the Project Districts (km2)

District Geographical VDF MDF OF Total % of GA
Area (GA)
Alappuzha 1,414 0 45 67 112 7.92
Kollam 2,491 99 671 632 1,402 56.28
Thiruvananthapuram 2,193 60 718 539 1,317 60.05
Kerala State 38,863 1,523 9,301 8,415 19,239 49.50
Source: India State of Forest Report, 2015
VDF: Very Dense Forest, MDF: Moderately Dense Forest, OF: Open Forest

Above information shows that the Alappuzha district has minimal forest cover. Kollam and
Thiruvananthapuram districts have good forest cover having all classes of forest. Also, the percentage
of forest cover in the project districts (except Alappuzha) is more than the Kerala State.

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Source: India State of Forest Report, 2015

Figure 6.5: Forest cover map of Kerala
b) Flora
The major ecological component in the project corridor is represented by the roadside vegetation all
along the stretch varying in densities and composition. There are approximately 2423 trees along the
road. There is considerable difference in distribution of age classes. These are primarily broad-leaved
species and include Cocos nucifera, Areca nut, Casuarina equisetifolia, Anacardium occidentale,
Acacia auriculiformis, Tamarindus indica, Eucalyptus spp, Cassia spp., Lagerstroemia sp. Samanea
saman, Delonix regia, Buchanania lanzan, Ailanthus excelsa, Azadirachta indica, Swietenia spp. etc.
These types of vegetation not only provide shade but also provide fruits, flowers, fuel wood and small
timber for the roadside communities. These are also habitat for common birds of the region.

The aquatic flora of the different water bodies in the project area of influence is represented by a
variety of floating, emergent, marginal and submerged vegetation. Blue green algae, green algae,
diatoms represent phytoplanktons, din flagellates etc.

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c) Fauna
Fish resources of the variety of water bodies constitute the major fauna of the project area of
influence. The Arabian Sea, brackish water bodies and fresh water rivers have distinct assemblages of
fishes. Common wetland birds and birds of the rural, semi-urban and urban areas are also
components of the faunal assemblage. Snakes, rodents, frogs etc are also found along the project
corridor. Ashtamudi estuary is a rich bio-diversity spot because of its fish resources and the wetland
birds both resident and migratory

d) Eco sensitive zone/Wildlife Sanctuary

Project Road does not pass through or fall within 10 Km of any notified eco-sensitive zone or Wildlife
Sanctuary.

e) Coastal Environment
The 590 km length Kerala coast faces the Arabian Sea. The coastline of Kerala is more or less straight
trending in NNW-SSE direction from north till the Thangassery headland near Kollam. The coastline
orientation south of Thangassery is in the NW-SE direction. The offshore continental shelf bathymetry
is steeper to the south.

The project road is passing through Costal Zone Regulation (CRZ) area at 13 locations as submitted in
CRZ status report prepared by Centre for Earth Science Studies (CESS). Applications were submitted
by ICT for obtaining CRZ Clearance. MoEF&CC has accorded CRZ clearance for improvement of 2 lane
to 4/6 lane Cherthala - Kazhakuttam Road except Alappuzha and Kollam Bypass vide letter dated
13.10.2014. Clearance for Alappuzha and Kollam Bypass was accorded by MoEF&CC vide letter dated
30.12.2013. (Ref. Annexure 6.1).

The Ministry of Road Transportation and Highways has made a Special Purpose Vehicle for
implementation of Kollam and Alappuzha bypasses and they were treated as standalone projects.

6.2.9 Educational Institutions

Four (4) schools are located along the project road. The detailed list is provided in Table 6.5.

Table 9.5: Educational Institutions along the project road

S. No. Existing Chainage (km) Name of Property LHS/RHS
1. 459.500 Angel Arc School RHS
2. 470.150 Government School LHS
3. 470.800 Ahamad Jamat School LHS
4. 486.300 Girls High School RHS

6.2.10 Religious Structures

A number of religious structures are located along the project road. The detailed list is provided in
Table 6.6.

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Table 6.6: Religious Structures along the Project Road

S. No. Existing Chainage (Km) Religious Structures Side
1. 455.350 Masjid LHS
2. 460.400 Mosque RHS
3. 462.700 Valiyakulangara Masjid LHS
4. 463.680 Sri Sarada devi Mata Temple RHS
5. 465.100 Vavakkavu Masjid LHS
6. 465.600 Krishna temple RHS
7. 467.100 Puthankavu Muslim Jam-aat RHS
8. 468.200 Shiekh Taj Mahal Masjid RHS
9. 468.500 Jimma Masjid RHS
10. 470.400 Temple LHS
11. 472.200 St Thomas church LHS
12. 473.300 Mosque RHS
13. 475.100 Pekukada Mosque LHS
14. 478.600 Temple RHS
15. 479.350 Temple LHS
16. 481.550 Temple LHS
17. 483.500 St. Jude’s church RHS
18. 485.250 Church RHS
19. 464.900 Mosque LHS
20. 466.000 Mosque LHS
21. 475.400 Mosque RHS
22. 475.400 Mosque RHS
23. 475.400 Mosque RHS
24. 485.700 Church RHS

6.2.11 Medical Facilities

Hospitals/health centers are located along the project road. The detailed list is provided in Table 6.7.

Table 6.7: Medical Facilities along the Project Road

S. No. Existing Chainage (Km) Religious Structures Side
1. 468.000 Aman Nursing Home LHS

6.2.12 Common Property Resources

A number of CPRs are located along the project road. The detailed list is provided in Table 6.8.

Table 6.8: CPRs along the Project Road

S. No. Existing Chainage (Km) Religious Structures Side
1. 458.000 Office of Insurance Company RHS
2. 458.100 C.P.I. Party Office RHS

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S. No. Existing Chainage (Km) Religious Structures Side

3. 470.500 K.S. Electricity Board LHS

6.2.13 Built up Sections

The chainage wise built up areas are detailed as below:

Table 6.9: Built up sections along the Project Road

Location (km)
S. No. Village
From To
1 454.500 455.000 Kareelakulangara
2 455.000 456.000 Kottukulangara
3 456.000 459.000 Kayamkulam
4 459.000 460.400 Kunnathalumoodu
5 460.400 461.000 Mukkada
6 461.100 461.600 Krishnapuram
7 461.600 465.400 Oachira
8 465.400 466.790 Changankulangara
9 466.790 467.700 Vavvakkavu
10 467.700 468.300 Puliyankulangara
11 468.300 468.750 K.S. Puram
12 468.750 470.000 Puthentheruvu
13 470.000 471.000 Puthiyakavu
14 471.000 471.320 Pallimukku
15 471.320 474.160 Karunagapalli
16 474.400 474.800 Kuttivattion
17 475.100 476.320 Vettamukku
18 476.320 476.770 Edappallikotta
19 476.770 478.600 Panmana
20 479.830 480.400 Sankaramangalam
21 480.400 480.770 Thattassery
22 480.770 483.080 Chavara
23 483.080 484.600 Puthenthura
24 484.600 485.190 Parimanam
25 485.400 485.650 Vettuthara Mukku
26 485.750 487.100 Neendakara
27 487.540 488.1090 Sakthikulangara
Kollam Bypass

6.2.14 Demographic Pattern

The project road passes through three districts viz. Alappuzha, Kollam. As per Census of India 2011,
the population details of the project districts are given in Table 6.10.

Table 6.10: District Wise Population

Population
Districts/ State
Total Male Female
Alappuzha 2,127,789 1,013,142 1,114,647
Kollam 2,635,375 1,246,968 1,388,407
Thiruvananthapuram 3,301,427 1,581,678 1,719,749

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Population
Districts/ State
Total Male Female
Kerala State 33,406,061 16,027,412 17,378,649
Source: Census of India, 2011

The detailed socio- economic data is presented separately in subsequent chapter.

6.3 Environmental Screening

The project road was subjected to screening considering the following identified Valued Environment
Components (VECs):
Table 6.11: Findings of Environmental Screening
S. Valued Environment
Along Project Road
No. Components (VECs)
A Physical environment
a) Land use Predominantly built up
b) Wetlands, Rivers, Wetland : Ashtamudi Lake
Rivulets and other Crosses various surface water bodies including rivers, canals,
Surface water bodies backwaters, lakes, nallah etc. The details of water bodies
crossing the project road are listed in Table 9.3.
c) Soil erosion Mainly at river bank during monsoon
d) Natural hazards such as Less prone to cyclone
Cyclone
e) Air/Water/Noise Relatively clean environment. Pollution levels may be low.
pollution
B Bio-Environment
a) Number of trees Approximately 2423
b) Coastal Regulation Zone The project road is passing through CRZ at 13 locations as
submitted in CRZ status report prepared by Centre for Earth
Science Studies (CESS) (Reported in EIA report prepared by ICT).
MOEF&CC has accorded CRZ clearance for improvement of
project road vide letter dated 13.10.2014 and for Alappuzha
and Kollam vide letter dated 30.12.2013. Strict compliance of
specific and general conditions of Clearance letter is to be
ensured during construction stage.
c) Wildlife/nesting Nil
places/migratory routes
and other habitats
d) Ecologically sensitive Project Road does not pass through or fall within 10 Km of any
areas ecologically notified eco-sensitive zone or
e) Biosphere Reserve, Project Road does not pass through or fall within 10 Km of any
National Parks and Biosphere Reserve, National Parks and Wildlife Sanctuaries
Wildlife Sanctuaries
f) Protected Forests and The project road does not pass through any protected or

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S. Valued Environment
Along Project Road
No. Components (VECs)
Reserved Forests reserved forest
g) Unprotected and NA
Community Forests
C Socio-Economic Environment
a) Drinking water sources Mainly through government water supply
b) Schools/hospitals/college A number of educational institutes are located along the project
(declared silence zones) corridor. The locations of these institutes have been indicated in
Table 9.5.
c) Cultural and Religious A number of religious structures are located along the project
properties corridor. These structures are socially critical issue and hence
make the section containing them as high sensitive impact
zones. The locations of these structures have been indicated in
Table 9.6.
d) Archaeological No archeological site listed under Archeological Survey of India,
monuments and has been identified in close vicinity of the project road.
properties However, Krishnapuram Palace (Historical site) is located appox.
2 km on the right hand side of the existing road at Kayamkulam.
e) Medical Facilities Few medical facilities are located along the project corridor.
These structures are socially critical issue. The locations of these
facilities have been indicated in Table 9.7.
f) Common Property A number of CPRs are located along the project corridor. The
Resources locations of these structures have been indicated in Table 9.8
g) Settlement /built up 27 villages/towns along the project road. Chainage wise list
provided in Table 9.9.
h) Tourism locations Important tourist places falling in the project area:
i) Mullackal Rajarajeswari Temple
ii) Mannarsala Sree Nagaraja Temple
iii) Latin Catholic Church
iv) ST. Andrews Forane Church at Arthunkal
v) Kottamkulangara Mahavishnu and Devi temple
vi) Kollam Beach
vii) Krishnapuram Palace
viii) Kollam backwaters & Beach famous for Boat Race

All the sensitive road stretches shall be carefully analyzed during Environmental Impact Assessment
study and accordingly safeguard measures will be provided in Environmental Management Plan.

6.4 Clearances and Permissions Required

6.4.1 Environmental Clearance

The Environment Impact Assessment (EIA) Notification 2006, Ministry of Environment, Forests &
Climate Change, Government of India, came into effect from 14th September 2006. The EIA
Notification, 2006 specifies the requirement of prior clearance from MOEF & CC for certain
development projects specified under the schedule of the Notification. The projects and activities
under the Notification have been classified into two categories- Category A and Category B, based on
the spatial extent of potential impacts on human health, natural and man-made resources. As per

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Schedule of the Notification, the Highway project has been classified under Physical Infrastructure
including Environmental Services and is listed under item no. 7(f), including new highways or
expansion of existing highways. The categorisation related to highway projects are as follows:

Category A: New National Highways and Expansion of National Highways greater than 100 Km
involving additional right of way or land acquisition greater than 40 m on existing
alignments and 60 m on re-alignments or by-passes.

Category B: All new State Highway projects and State Highway expansion projects in hilly terrain
(above 1000 m AMSL) and or ecologically sensitive areas.

Moreover, any project or activity specified in Category B will be treated as Category A if located in
whole or in part with in 5 km from the boundary of:
i) Protected areas notified under the Wild Life (Protection) Act, 1972,
ii) Critically Polluted areas as notified by Central Pollution Control Board from time to time,
iii) Eco sensitive areas as notified under section 3 of Environment Protection Act, 1986 such as
Mahabaleshwar, Panchangi, Matheran, Pachmarhi, Dahanu, Doon Valley and
iv) Inter State boundaries and international boundaries.
Provided that the requirement regarding distance of 5 km of the inter-state boundaries can be
reduced or completely done away with by an agreement between the respective States or U.Ts
sharing the common boundary in the case the activity does not fall within 5 kilometres of the areas
mentioned at item (i), (ii) and (iii) above.

The proposed project does not attract conditions of obtaining prior Environmental Clearance from
Ministry of Environment, Forests & Climate Change (MOEF & CC) as additional land required along
existing alignment is less than 40m and in bypasses its less than 60m.

6.4.2 Forest Clearance

As the project road does not pass through any protected or reserved forest, forest clearance is not
required.

6.4.3 Roadside Tree Felling Permission

Road side tree felling permission is to be obtained from Department of Forest, Kerala before the
commencement of construction.

6.4.4 CRZ Clearance

As mentioned in section 6.2.8 e, the required CRZ clearance has been applied for the project.

6.4.5 Clearances/Permission to be obtained by Contractor

Following clearances/permissions are to be obtained by the Contractor for the project before
commencing the construction work:

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Table 6.12: Clearances/Permissions to be obtained by Contractor

Statutory
S. No. Type of Clearance / Permission Applicability Project stage
Authority
1. Consent to Establish under the KSPCB For establishment of Pre-construction
Air (Prevention & Control of construction camp,
Pollution) Act, 1981 and the construction plant,
Water (Prevention & Control of crusher, batching
Pollution) Act, 1974 plant etc.
2. Consent to Operate under the KSPCB For operating Construction stage
Air (Prevention & Control of construction plant, (Prior to initiation
Pollution) Act, 1981 and the crusher, batching of any work
Water (Prevention & Control of plant etc.
Pollution) Act, 1974
3. Permission to withdraw water Kerala Use of surface water Construction stage
for construction from surface Irrigation for construction (Prior to initiation
water sources such as Department of any work)
Rivers/Ponds
4. Permission to withdraw ground State and Extraction of ground Construction stage
water for construction from Central water (Prior to initiation
new sources Ground of any work)
Water
Boards
5. Permission for storage, handling KSPCB Manufacture storage Construction stage
and transport of hazardous and Import of (Prior to initiation
materials Hazardous Chemical of any work
6. Explosive License Chief For storing fuel oil, Construction stage
Controller of lubricants, diesel etc. (Prior to initiation
Explosives, at construction camp of any work)
7. Quarry Lease Deed and Quarry Dept. of Construction stage
Quarry operation
License from State Department Mining; (Prior to initiation
(for new quarry)
of Mines and Geology Concerned of any work)
Environmental
District
Clearance from
Administrati
SEIAA and CTE/CTO
on; SEIAA;
from TNPCB.
KSPCB
8. PUC for vehicles for Motor For all construction Construction stage
construction under Central Vehicle vehicles (Prior to initiation
Motor and Vehicle Act 1988 Department of any work)
of Kerala
State
9. Labour license Labour Engagement of Construction stage
commissione Labour (Prior to initiation
r office of any work)

6.5 Potential Environmental Impacts

After studying the existing baseline environmental scenario, initial field surveys, reviewing the
process and related statutory norms, an attempt has been made to identify the probable impacts on
different environmental parameters due to planning, construction and the operation of the proposed
road improvement.

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Road construction related impacts occur at three stages of the project:

i) Design and Pre-construction
ii) Construction
iii) Operation

Matrix of potential environmental impacts due to the project and preliminary mitigation measures
has been developed and is presented in Table 6.13.

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DPR study of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –III] under NHDP Phase III in the State of Kerala (Package 3 - Km
454.50 to Km 486.00)

Table 6.13: Matrix of Potential Environmental Impacts due to the project and Preliminary mitigation measures
Duration
Significance
Environmental Direct/ of Impacts
Impacts (High/ Mitigation
Components Indirect (Long/
Medium/Low)
Short)
Design & Preconstruction
 The alignment finalization should be in such manner to
Land Land Acquisition D H L minimize the acquisition of land. As far as possible the
productive land area should be avoided to acquire.
Tree cutting  Cut only those trees affected by permanent works
Trees D H L
 Compensatory plantation
Problem of Resettlement and Rehabilitation D H L  Adjustment in alignment to avoid displacement
 Early identification and entitlement of the project affected
people
Socio-Economic  Early planning of rehabilitation and resettlement
Impact on public utilities , cultural sites  Utility shifting as per R&R Plan
D H L  Alignment to be finalized considering minimum damage to the
cultural properties
Construction
Physical Resources
Loss of top soil due to site clearance and  Top soil should be removed & stored separately during
excavation D H L excavation.
 Re-vegetate the disturbed slope as early as possible
Soil
Soil compaction due to storage of quarry materials  Regulation of movement and parking of vehicles and
and other heavy equipment, movement of heavy D H L equipment outside ROW. Storage of materials should be
vehicles at the site allowed only at wasteland or barren area.
Reduced buffering of air pollutants, hotter, drier  Tree plantation
microclimate due to tree felling and vegetation I L L
loss during site clearance
Air Quality
Localized increase in pollutants due to increase in  Vehicles should be maintained such that exhaust emissions
number of construction vehicles and equipment D L S are minimum

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DPR study of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –III] under NHDP Phase III in the State of Kerala (Package 3 - Km
454.50 to Km 486.00)

Duration
Significance
Environmental Direct/ of Impacts
Impacts (High/ Mitigation
Components Indirect (Long/
Medium/Low)
Short)
Dust generation due to earth excavation,  Vehicles delivering materials should be covered
transportation & heavy vehicles maintenance or L  Regular water sprinkling over exposed surfaces
operation, Construction of structures and earth I S
works, asphalt & crusher plants
Toxic gas emission during asphalt preparation,  The asphalt mixing plant should be located in conformity with
bituminous heating M S the statuary requirements
D
 Consent to Establish and Consent to Operate from SPCB
should be obtained prior to operation of plant
Increased noise level due to excavators/  Noise standards of industrial enterprises shall be strictly
machinery etc., operation and maintenance of enforced. Proper scheduling of the operation of equipment.
heavy vehicles and equipment’s, Asphalt  The stationary noise generating equipment should be installed
Noise Quality D M S
preparation and crushing sufficiently away from habitation area.

Additional pressure on water demand due to the  Alternative water supply system for construction should be
water requirement for construction works D M S ensured in such a way to prevent the additional pressure on
public water supply system
Blockage of water flow channels due to  Proper excavation and disposal of the extra fill material away
unmanaged excavation and earth filling from stream
D M S
 Provision of cross drainage during construction along the
Surface Water
water bodies
Contamination of water due to spillage,  Strict regulation of traffic flow, waste disposals, bunding
construction wastes I M L around fuel storage site, proper disposal system at equipment
and vehicle service stations
Impairment of surface water bodies, new water  Controlled quarrying and borrowing
bodies due to Quarries/ borrow pits I H L

Ground water exploitation for construction works  Regulation of ground water extraction
Ground water and workforce camp I L S  Surface water should be used for construction

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DPR study of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –III] under NHDP Phase III in the State of Kerala (Package 3 - Km
454.50 to Km 486.00)

Duration
Significance
Environmental Direct/ of Impacts
Impacts (High/ Mitigation
Components Indirect (Long/
Medium/Low)
Short)
Interference with natural drainage flow due to  Regulation of dumping of waste materials and proper care
earth excavation dumping, disposal of wastes and should be taken at the site of construction to minimize the
Drainage Pattern surplus earth materials, and construction of D M S wastage. Clean fill material devoid of soil particles to prevent
structures and earthworks siltation and deposition on the way of natural drainage
Ecological Resources
Fire risks during vegetation clearance and asphalt  Kerosene or gas cylinders should be supplied to campsite to
Vegetation preparation I H L avoid use of firewood
 Prohibition of clearing of trees for firewood

 construction camps to be located away from the estuary

Ashtamudi Estuary, a conservation site in the  Control workforce, awareness programme for the workforce,
Wild Fauna I H S
project corridor - Disturbance or hunting of fauna strict enforcement of Wildlife protection Act,
 Prohibition of hunting of animals
Adverse impact due to increased turbidity and  Sediment flow will be kept at minimum level through a mix of
alkalinity management measures during construction near water bodies
Aquatic fauna I H S
or construction of bridges
 Prohibition of unauthorized fishing
Social Environment
Economic losses as a result of property loss due to  The widening should be done in a way to minimize the land
Livelihood D M L
land take for widening acquisition
Employment on road construction, and resultant  Encourage local recruitment
Employment D H S
flow
Religious / Cultural Impact on religious/ cultural structure D H L  Shifting and restoration of structures through public
feature consultation
Health problems to the local people settled near  Appropriate siting of plant establishment
the construction sites because of toxic gaseous D M S  Strict adherence to the emission standards laid by the Central
emissions due to asphalt preparation and crushing Pollution Control Board, regular monitoring of emissions.
Health Asphalt odour and dust due to asphalt and crusher  Provision of emergency medical facility
plant and laying of pavement
D M S

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DPR study of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –III] under NHDP Phase III in the State of Kerala (Package 3 - Km
454.50 to Km 486.00)

Duration
Significance
Environmental Direct/ of Impacts
Impacts (High/ Mitigation
Components Indirect (Long/
Medium/Low)
Short)
Insanitation condition at Campsite  Suitable medical facilities for workers
D H S
 First Aid facilities at camp/ construction site
Accidents at work and on the road  Safe working techniques; safety clothing; proper training to
Safety at Work site D/I M/H S
workers and drivers
Operational Phase
Deterioration of air quality due to stimulation of  Providing lateral buffer zones in design, regular regulation of
Air Quality traffic flow, intense human activity, congestion D L L air pollution by legislation and public awareness
 Regulate development activities along the corridor
Noise generation due to increased traffic flow and  Noise level for different automobiles has been prescribed in
congestion Environment (Protection) Rules, 1986
 Signs will be posted to restrict blowing of horns in front of
Noise D L L
sensitive locations
 With the establishment of strip plantations along the project
corridor the noise level will get attenuated
Deterioration of surface water quality due to  Surface runoff from the road will not be disposed directly in
surface run off the water bodies used by people for bathing etc. This will also
Surface runoff D M L
not be disposed directly in to any watercourse with good
water quality.

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DPR study of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –
III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

6.6 Project Benefits

The proposed widening of NH47 shall provide various benefits to the region and people. It will
enhance economic development, provide employment opportunities to locals, strengthen tourist
development, ensure road safety, provide better transportation facilities and other facilities such as
way side amenities. Vehicle operating cost will also be reduced due to improved road quality. The
proposed road widening project will ensure the smooth flow of traffic, which will reduce the
emissions and noise level. The compensatory plantation and road side plantation done will further
improve the air quality of the region.

6.7 Environmental Budget

The lump sum budgetary cost estimated for environmental management activities refer Volume IV of
DPR.

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DPR study of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –
III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

CHAPTER 7 INITIAL SOCIAL ASSESSMENT & PRELIMINARY

LAND ACQUISITION & RESETTLEMENT PLAN

7.1. Introduction
The National Highways Authority of India (NHAI) has been entrusted with the assignment of
preparation of Detailed Project Report for 6 laning of Chertalai to Thiruvananthapuram Section of NH-
47 (new NH-66) (from km 379.100 to km 551.900 under NHDP Phase III in the State of Kerala. The
project stretch of NH 47 begins at Thuravoor Junction near Cherthala Town and ends at Kazhakottam
Junction near Thiruvananthapuram totaling a length of 172.8 km in Kerala State. The project stretch
includes two bypasses at Alappuzha and Kollam and a new realigned stretch bypassing Attingal Town.
M/s SMEC International Pvt. Ltd. in association with SMEC (India) Pvt. Ltd, 387, Udyog Vihar Phase II,
Gurgaon 122016, Haryana, India have been appointed as Consultants to carry out the Feasibility Study
and Detailed Project Report (DPR) for 4/6 laning of the section from Chertalai (km. 379.10) of NH-47
to Kazhakottam (km 551.90) of NH-47 in the State of Kerala.
The Initial social assessment and preliminary land acquisition/resettlement plan is being taken up as
per the Terms of Reference (ToR) of the consultants, World Bank and ADB guidelines and as per
requirements of laws at State and National level for social impact assessment, land acquisition and
preparation of Resettlement Action Plan ( RAP). As part of feasibility social impact assessment is being
taken up to identify social issues due to widening. The Resettlement Action Plan (RAP) will be
prepared for finalised alignment and as per LA Report.
The current volume covers Initial social assessment and preliminary land acquisition/resettlement
report.
The objective of the social screening is to identify the probable adverse impacts due to the proposed
road improvement works and ensuing land acquisition on the affected persons/families. Based on
these assessments a Resettlement Action Plan is to be prepared meeting requirements of various
guidelines and relevant Acts of Government of India and other funding agencies like the World Bank,
the Asian Development Bank, etc.
The initial social screening has been carried out by the consultants through detailed reconnaissance of
the project area, review of secondary information and preliminary consultation with various
stakeholders. The following are the major findings:
 The existing ROW lies from 24 meters to 30 meters.
 Structures and common property resources that are likely to be affected on both sides of the
road.
 Subsequent to preparation of the Land Plan Schedule (LPS), and detailed designs consultants will
conduct Census and socio-economic surveys of Project Affected Persons/Families likely to be
affected due to the project. A broad entitlement framework and entitlement matrix has been
prepared to mitigate the adverse social impacts due to the project improvement proposals.
 Preliminary consultations were held to know the views of public on widening, realignments and
proposed bypasses, local issues relating to road safety, vulnerable road users etc. In future,
consultations are planned at strategic locations that will be taken up during the next stage of the
social impact assessment study. The follow up consultations will be taken up after completion of
design.

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DPR study of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –
III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

7.2. Project Road

Generally the existing road is two laned with paved shoulders on either side. At most of the urban
locations in the presence of Major Junction, carriageway has been upgraded to 4 lane divided
carriageway configuration including the junction with approaches and also along the existing town
section.
A list of the settlements along the project road is shown in table 7.1.
Table 7.1: Settlements along the Existing Road
Existing Chainage
Sl. No. Name of the Settlements
(km)
1 Kayamkulam 453.475 – 459.775
2 Krishnapuram 459.775 – 460.775
3 Oachira 460.775 – 465.225
4 Kulasekharapuram 465.225 – 466.950
5 Adinadu 466.950 – 468.150
6 Karunagapally 468.150 – 471.025
7 Ayanivelikulangara 471.025 – 472.025
8 Vadakkumthala 472.025 – 475.750
9 Panmana 475.750 – 477.800
10 Chavara 477.800 – 480.275
11 Neendakara 480.275 – 484.975
12 Shakthikulangara 484.975 – 486.750
Source: The Consultants’ Primary Survey

7.3. The Project Area

7.3.1 Project Location

It is from km 454.50 to km 486.00 of NH-47 Kottankulangara to Start of Kollam bypass. This stretch of
road passes through Alappuzha & Kollam district. The road passes through urban areas viz.
Krishnapuram, Oachira, K.S puram, Karunagapalli

7.3.2 Socio-economic Environment

The state of Kerala extends over an area of 38863 sq. km. According to 2011 census, the population of
Kerala is 33,387,677 with a density of 859 persons per sq. km. Kerala is the thirteenth-largest state by
population and is divided into 14 districts with the capital being Thiruvananthapuram. Malayalam is
the most widely spoken language and is also the official language of the state. Kerala has the lowest
positive population growth rate in India, 3.44%; highest Human Development Index (HDI), 0.790 in
2011; the highest literacy rate, 93.91% in the 2011 census. The highest life expectancy, 77 years; and
the highest sex ratio, 1,084 women per 1000 men. The state has witnessed significant emigration,
especially to Arab states of the Persian Gulf during the Gulf Boom of the 1970s and early 1980s, and
its economy depends significantly on remittances from a large Malayali expatriate
community. Hinduism is practised by more than half of the population, followed

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III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

by Islam and Christianity.

7.3.3 Demographic Structure of project Districts

The study area spreads over three districts of Kerala namely Alappuzha, Kollam and
Thiruvananthapuram. Baseline data regarding socio-economic profile with reference to demographic
structure such as population have been collected using secondary sources viz. Primary Census
Abstract of Kerala (2011). District wise population details are given in Table 7.2.
Table 7.2: District wise Population Details of Project Districts
Attributes Alappuzha Kollam Thiruvananthapuram
Total 2121943 2629703 3307284
Male 1010252 1244815 1584200
Female 1111691 1384888 1723084

The significant demographic features are:

 The total area of the three project districts is 6097 sq.km.
 The total population of the project influence area in the 3 districts is 4243886 with density of 2058
persons per sq. km.
 Sex ratio (no. of females per thousand Males) of project area is 1000 males as against state
average of 1084 females per thousand males.
 The literacy rate in the study area is 91.29 % which is low compare to state level statistics
(94.0%).Female literacy rate (92.07%) is significantly lower than the male literacy rate that stands
at 96.11%.

7.3.4 Proposed Improvements

Right-of-Way
The consultant has collected the existing right of way (EROW) information from the Topographic
Survey and form National Highways Divisions of Allapuzha, Kollam and Thiruvananthapuram Districts.
The EROW is nearly from 24 to 31 meters in Thuravor to Kazhakottam section and in Bypasses of
Alappuzha and Kollam the EROW is 45 m (already acquired by state authorities) and construction
work is already in progress.
Proposed improvements and Lane Configuration
Based on the traffic demand forecast and considering a Level of Service (LoS) “B” as the desired LoS,
as recommended by IRC. It is apparent that the existing 2-lane roadway needs to be widened from 2
lane to 6 lane with paved shoulder consisting of various curve improvements, realignments, bus bays,
truck lay byes and bypasses at the project road. The improvement proposal envisages widening of the
existing road to 6 lane carriageway.
Bypasses in the Project Road
No bypass is proposed in this package 3.

7.4. Legal Framework

Land for the project will be acquired under the provisions of the National Highways Act 1956 and its
subsequent amendments.

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The Resettlement and Rehabilitation policy is based on the basic principle that the project affected
persons should improve or at least maintain their living standards in the post resettlement period and
share the benefits of the project. The Resettlement Action Plan (RAP) will be prepared as per the
provisions complying with Government of India relevant Policies and Acts and Policies of International
Funding Agencies like the World Bank (OP 4.12) and Asian Development Bank (SPS 2009).
Relevant in this context is to mention that the guiding principle for the land acquisition and
Resettlement & Rehabilitation will take into account the provisions under the National Resettlement
and Rehabilitation Policy, 2007 (NRRP) and the “The Right to Fair Compensation and Transparency in
Land Acquisition, Rehabilitation and Resettlement Act, 2013” (RFCT-LARR) by Government of India.

7.5. Methodology
Both primary and secondary methods were adopted for conducting the screening exercise for
preparation of this report. Various stages at which the screening was conducted are as follows:
i) Reconnaissance
A reconnaissance of the entire stretch was undertaken together with engineering and environmental
teams. The purpose of the reconnaissance was to have an overview of the likely extent of impact on
people because of the impending development work of the proposed project.
ii) Review of Secondary Sources
Secondary sources such as District Gazetteer and Census of India, 2011 publications viz. District
Census Handbook; household tables etc. of the project districts were reviewed to understand the
physical, social, economic and cultural setup in the project area before undertaking actual field work.
iii) Identification of Structures Likely to be Affected
The topographical survey map was also utilised to identify each structure on the ground. Structures
falling within the proposed development corridor were identified in the site of preliminary basis. As
already mentioned in earlier sections, the existing ROW is nearly about 30 meters and remaining land
of 45 meters is to be acquired to accommodate the proposed developments. Bypasses and
realignments have been proposed to avoid the congested habitation areas where land acquisition will
be required.
iv) Census and Socio-Economic Survey
Subsequent to preparation of the Land Plan Schedule (LPS), consultants will conduct Census and
socio-economic surveys of Project Affected Persons/Families likely to be affected due to the project.
A format of Social and Census Survey is proposed to be used to record the relevant information from
all categories of property holder. Data will be collected at household level that will include family
details, social category, religion, economic status, occupation, and education etc. along with details of
any structure that may be affected including type of structure, present use of structure and
dimension of the structure.

7.6. Land Acquisition

It is evident from the screening and secondary records obtained from the Roads and Building
Department, National Highways Divisions and Govt. of Kerala that the available ROW is not sufficient
to accommodate the proposed improvements except for the proposed bypasses and realignments
also in Alappuzha, Kollam section. In Alappuzha and Kollam section 45 meters ROW is already
planned/designed but in Attingal Realignment a new acquisition is needed. For accommodating 6
laning ROW of 45 m is planned. Land acquisition will be required at these proposed locations that will
be carried out as per the provisions of the National Highways Act, 1956 and further amendments.

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As per the policy for Roads and Building Department, land acquisition for ROW of the realignment and
bypasses will be 45 m. In balance portion where the existing ROW is 30 meters an extra 15 meters is
to be acquired for improvement process of NH-47 on the basis of 6 laning.
The details of ownership, effect on any structure on the acquired land etc. will be assessed
subsequent to the preparation of the detailed LPS.

7.7. Resettlement Action Plan

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

7.8. Broad Entitlement Framework

A summary entitlement framework for the project is provided below:
Rehabilitation and Resettlement : Broad Entitlement Framework
Impacts and assistance criteria Land acquisition Inside Right-of-Way
Sl. Vulne- Non- Vulne- Non-
No. rable Vulne- rable Vulne-
rable rable
A. Corridor of Impact : Loss of land and other assets
Support given to families and households
1 Consultation, counselling regarding
alternatives and assistance in identifying new    
sites and opportunities.
Sl. Vulne- Non- Vulne- Non-
No. rable Vulne- rable Vulne-
rable rable
2 Compensation for land at replacement cost,  
plus allowances for fees or other charges.
3 Advance notice to harvest non-perennial
crops, or compensation for lost standing    
crops.
4 Compensation for perennial crops and trees,
calculated as annual produce value for one  
season
5 Compensation or R&R assistance for   
structures or other non-land assets.
6 Right to salvage materials from existing    
structures.
7 Shifting assistance.   
8 Option of moving to resettlement sites (in a   
group of minimum 25 families) incorporating
needs for civic amenities.
B. Corridor of Impact : Lost or diminished livelihood
Support given to adult individuals

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Rehabilitation and Resettlement : Broad Entitlement Framework

Impacts and assistance criteria Land acquisition Inside Right-of-Way
Sl. Vulne- Non- Vulne- Non-
No. rable Vulne- rable Vulne-
rable rable
9 Rehabilitation and assistance for lost or   
diminished livelihood.
10 Additional support mechanisms for
vulnerable groups in re-establishing or  
enhancing livelihood.
11 Employment opportunities in connection  
with project, to the extent possible.
12 Any other impacts not yet identified, Unforeseen impacts shall be documented and
whether loss of assets or livelihood. mitigated based on the principles agreed
upon in this policy framework.
C. Indirect, group oriented impacts in the vicinity of the road corridor
Group oriented support will be given to mitigate negative impacts on the community and to enhance
development opportunities. Addressing traffic safety needs of pedestrians will target particular
support at more vulnerable groups.

7.9. Preliminary Stakeholder Consultation

Stakeholder consultation is one of the integral issues of the road project. Stakeholder consultation is
a two way process which involves the interaction of various stakeholders and the project
proponent. It is highly desirable for all key stakeholders arrive at a consensus on sensitive
features, issues, impacts and remedial actions. It is useful for gathering and making them understand
the project alternatives and mitigation and enhancement measures and last but not the least the
compensation packages arrived for the affected population. The preliminary consultations were held
with the population residing along the project road. The consultations were to know the views of
public on widening, realignments and proposed bypasses, local issues relating to road safety,
vulnerable road users etc. The stakeholders identified are potential PAFs, Field offices of the Roads
and Building Department of Government of Kerala and local community based organisations/NGOs.

In future, consultations are planned at strategic locations along with social team, at district and state
levels. These will be taken up during the next stage of the social impact assessment study. The follow
up consultations will be taken up after completion of design.

The preliminary consultations with the stakeholders were used to improve the plan of design of the
project road.

7.10. Conclusion
The initial social screening has been carried out by the consultants through detailed reconnaissance of
the project area, review of secondary information and preliminary consultation with various
stakeholders. The following are the major findings:
 The existing ROW is not adequate for the proposed project improvement works and additional
ROW is needed in total stretch.

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III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

 It is understood that owing to various engineering proposals viz. Bus Bays, Toll Plaza, Major
Intersections & at Certain Bridge locations, Additional ROW apart from the 45m regular PROW
requirements need to be acquired in order to accommodate the proposed improvement
options.
 Subsequent to preparation of the Land Plan Schedule (LPS) and detailed designs, Consultants will
conduct Census and Socio-economic Surveys of Project Affected Persons/Families likely to be
affected due to the project. A broad entitlement framework and entitlement matrix would be
prepared to mitigate the adverse social impacts due to the project improvement proposals prior
to Socio-economic Surveys of Project Affected Persons.
 Preliminary consultations were held to know the views of public on widening, realignments and
proposed bypasses, local issues relating to road safety, vulnerable road users etc. In future,
consultations are planned at strategic locations that will be taken up during the next stage of the
social impact assessment study. The follow up consultations will be taken up after completion of
design.

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III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

Annexure - 1

Form No.

Social Impact Assessment Survey

(Census & Socio-economic Data)

Name of the Enumerator: ___________________________

Field Supervisor: _____________________ Structure No.: _

1.0 GENERAL IDENTIFICATION:

1.1 Road section (Name): 1.6 Side: 1 - Left 2 - Right
1.2 District: 1.7 Chainage:
From Kms.____________
1.3 Block:
to Kms. ___________
1.4 Village/Town:
1.5 Location:
(1-Rural, 2-Semi-urban, 3-Town)

2.0 HOUSEHOLD IDENTIFICATION:

2.1 Name of the head of the Household: _______________________________________

2.2 Name of the Respondent: _______________________________________

2.3 Relationship of the respondent with the head of the household:

3.0 DETAILS OF AFFECTED STRUCTURE:

Sl. Type of Loss* Typology of Structure Present use
No. 1.Katcha 2.Semi Pucca 3.Pucca 1 - In use, 2 - Not use

1 Residential 7 Toilets 13 Well/Tubewell

2 Commercial (Shop) 8 Bus Stand 14 Hand Pump
3 Resi.-Cum-Comm. 9 Govt. Building (Specify) 15 Kiosks (Mudakara)
4 Factory 10 Cattle Shed 16 Orchard
5 Petrol Pump 11 Pvt. Hospital 17 Agricultural Land

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6 Religious Structure 12 Boundary Wall 18 Others (Specify)

3.1 Measurement of the structure

a) Touching Point from Center of the Road __________________ (in mtrs.)
b) Along the Road ________________ (in mtrs.)
c) Perpendicular to the Road ______________ (in mtrs.)
3.2 Topology of Construction
(a) Roof (b) Floor (c) Wall (d) Boundary wall
1. RCC/RBC 1. Mud 1. Mud 1. Barbed fencing
2. Tin/Zinc sheets 2. Stone 2. Brick Masonry 2. Stone Masonry
3. Stone masonry 3. Concrete 3. Stone Masonry 3. Brick Masonry
4. Thatched 4. Others (specify) 4. Others 4. Stone/Bricks
5. Mud
3.3 Number of storey: ___________
3.3 Do you have legal rights of this affected structure? 1 - Yes 2 - No
3.4 Is there any tenant in this affected structure? 1 - Yes 2 - No
3.5 If ‘Yes’ number of tenants: ____________
3.6 What is the market values of this affected structure as on today? ___________________
3.7 How much house tax you are paying? ___________________

4.0 SOCIO-ECONOMIC PROFILE OF HOUSEHOLD

4.1 Religious Group:

1. Hindu 2. Muslim 3. Sikh
4. Christian 5. Jain 6. Others _______________________
(specify)

4.2 Social Stratification:

1. SC 2. ST 3. OBC 4. General 5. Others (specify): ______________
4.3 Name of Caste: _______________________
4.4 Type of family:
1. Nuclear 2. Joint 3. Extended

5.0 RESETTLEMENT AND REHABILITATION OPTION

5.1 What is your opinion about resettlement and rehabilitation option:

In case of Structure Loss In case of Agricultural Land Loss
1. Constructed structure 1. Land for land
2. Land for structure 2. Cash compensation
3. Cash compensation 3. Assistance for allied activities
4. Employment 4. Employment
5. Others (specify) : 5. Others (specify) :

6.0 DETAILS OF BELOW POVERTY LEVEL (BPL):

6.1 Do you have a BPL card? 1. Yes 2. No

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III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

6.2 Do you have land? 1. Yes 2. No

a) If ‘Yes’, please give us details?
Land Acre (,dj) Kattha (dVk)
Irrigated
Non-irrigated
Barren
Others

6.3 Do you have Pucca house?

1. Yes 2. No
6.4 Details of household assets
a) Do you have following items in your b) Do you have following Agriculture
house? Implements?
Items 1-Yes, 2-No Items 1-Yes, 2-No
i) Television i) Tractor
ii) Refrigerator ii) Power tiller
iii) Ceiling fan iii) Thresher
iv) Motorcycle / Scooter iv) Harvester
v) Car/Jeep v) Harvester-cum-
Combiner

Signature of Investigator Signature of Supervisor

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III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

CHAPTER 8 ECONOMIC AND FINANCIAL ANALYSIS

8.1. Economic Analysis

Sensitivity Analysis

The economic analysis is carried out only for 11 years as the existing facility in no condition will be
able to cater additional traffic. The project road and all packages found to be economically viable with
EIRR more than the resource cost of capital @ 12%. In case of sensitivity too project is economically
viable and beneficial to public.

8.1.1. Methodology for Appraisal

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

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

8.1.2. Basic Input Data

Implementation of the project road improvements is conceived to be carried out in package

3 as follows.

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III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

Table 8.1: Project Detail Package Wise

Package From (km) To(km) Length of package Tentative Civil Cost of Package
(Rs. Cr)
(km)
Package-3 454.500 486.000 31.5 949.66

8.1.3. General Data

Physical characteristics data of each link pertains to altitude/rainfall, existing road geometry,
pavement (structure, strength and condition) sub grade strength and construction/maintenance
history and derived from field survey and investigations carried out for the project and presented in
the earlier Chapter. The data reveals that the physical characteristics for entire project length are
quite uniform and homogeneous.

8.1.4. Project Cost

Project costs based on engineering design have been worked out and given in earlier chapter. A
conversion factor of 0.9 has been used to convert financial costs to economic costs. For economic
evaluation, base costs have been taken as factor costs of civil works and other costs related to social,
environmental and utility relocations. Link-wise economic and financial costs are given below:

Table 8.2: Package – Wise Costing in Rupees in Crore/Km

Economic Cost Financial Cost
Package 3 30.12 33.47

In addition to project cost routine and periodic maintenance cost has been worked out for the project
road. The following table gives the maintenance cost of the project.

Table 8.3: Maintenance Cost in Rupees (six lane/km)

Routine Maintenance Periodic Maintenance
Economic Financial Economic Financial
Package 3 269325 299250 39310223.2 43678025.8

8.1.5. Homogenous Section Based on Traffic

Following are the traffic numbers of different packages used for economic analyses.

Table 8.4: Traffic Details

Bus & Mini Bus

Non Motorized
2 Axle & 3 Axle

Tractor With
Location of

3-Wheeler

2-Wheeler

Tractor &
Car+Taxi

Vehicle
survey

Trucks

Trailer
MAV
Year

2020 458.4 18282 2363 20986 1598 1615 352 3 397

2020 482.8 18767 2607 20927 2655 1752 297 6 257

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III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

Existing Road Roughness and Geometry

Prevailing road conditions are provided in earlier part of feasibility report. Physical condition of
project road used for economic analyses is derived from road condition survey and geometrical
survey. Details of data used for economic analyses are provided in below table.

Table 8.5: Package-Wise Present Road Condition

Package 3
End of Year 2016
IRI 2.66
Area of Cracking 10.3
Raveled Area 9.27
Number of Potholes 4.00
2
Edge Break Area m /km 5.90
Mean Rut Depth 6.39
Texture Depth 0.70
Skid Resistance 0.50
Drainage Poor

8.1.8. Economic Cost of Vehicle Parameters

Economic Costs of vehicle and tyre are derived from the market survey in Kerala. Representative
retail price for each category of vehicle have been collected. Elements of taxes and duties applicable
have been removed to arrive at the economic costs. The fuel costs considered are from Oct 2020.
Details of derived economic costs for each vehicle category are presented in Table 8.8. Summary is
given below:
Table 8.6: Details of Vehicle Category (year 2020)
Multi
Two Three 2 Axle 3 Axle
Category Car/taxi Bus LCV Axle
Wheeler Wheeler Truck Truck
Truck
Vehicle 60000 160000 430000 2033856 482500 1820000 2430000 3020000
Tyre 922 586 1100 5500 4100 5500 5500 5500

Maintenance Labour and Crew Costs

Based on the market survey and inquiries from the various organisations in Kerala, the maintenance
labour cost/hr and wages/hour has been evaluated. Rates have been compared with that adopted
for the recent studies before arriving at reasonable values.

Table 8.7: Maintenance Labour and Crew Costs Details

Multi
Two Three 2 Axle 3 Axle
Category Car/taxi Bus LCV Axle
Wheeler Wheeler Truck Truck
Truck
Maint.
75 75 75 75 75 75 75 75
Labour
Crew
0 70 70 70 70 70 70 70
Wage

Passenger Time-delay Costs

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III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

Value of travel time saving of passengers was first quantified in “Road User cost Study (RUCS)” carried
out in India in 1982 on the basis of wage rate approach. The results so obtained were updated to
1990 values using wage index and subsequently validated by limited primary survey carried out on
various secondary and trunk routes in the “Study for Updating Road User Cost Data”, 1992. Adopted
time delay cost for the project in year 2017 is given below.

Table 8.8: Maintenance Labour and Crew Costs Details

Eq. Work- Eq. Non-work Eq. Work- Eq. Non-work
Time Value in Time Value in *Time Value in *Time Value in
2009 2009 2020 2020
Car/ Taxi 55.9 14.0 102.53 30.15
2 W/ 3W 28.0 8.0 52.49 15.44
Minibus 33.6 9.8 64.80 19.05
Bus 21.4 5.3 71.36 20.99
*Taking Consideration of WPI

Interest
An economic interest rate of 12% has been adopted based on opportunity cost of capital.

8.1.9. Sensitivity Analysis

Two critical factors could affect the viability of the project and these are the Capital Cost and traffic
level. The capital cost can increase or the expected traffic growth could not materialise or both
factors could occur simultaneously sensitivity check using the following parameters has been carried
out:
 Sensitivity Option S1 Increase in base costs by 15%
 Sensitivity Option S2 Decrease in base benefits by 15%
 Sensitivity Option S3 Increase in base costs by 15% and decrease in base benefits by 15%

8.1.10. Economic Analysis Results

The economic analysis is done for the period of 11 years as the existing two lane has reached
to its ultimate capacity and no further increase can be entertained. Due to this limitation and
HDM-4 not being able to further compare the alternatives the analysis is stopped at the end
of 11 years. However, the results assure about the economic viability in all the sensitivity
cases. Hence the project is economically viable. The EIRR and NPV (at 12%) for each link and
section along with sensitivity analysis have been presented as follows.

Table 8.9: Economic Analysis Summary

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III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

8.1.11. Conclusions

All the packages found to be economically viable. In case of sensitivity too project is economically
viable and beneficial to public.

8.2 Financial Analysis

8.2.1 Project Background

The National Highways Authority of India (the “Authority”) is engaged in the development of National
Highways and as part of this endeavour, the Authority has decided to undertake development of
following National Highway Project (the “Project”) through public-private/public sector partnership
(PPP) to be executed on BOT (Annuity) Hybrid Basis, and has decided to carry out the bidding process
for selection of the bidder[s] to whom the Project may be awarded.

“Preparation of Detailed Project Report (DPR) study for 4 laning of Chertalai – Thiruvananthapuram
Section of NH-47 (New NH-66) (from KM 379/100 to KM 551/900) [Package –III] under NHDP Phase
III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)”

8.2.2 Salient Features of Hybrid Model

Model Concession Agreement and RFPs on procurement with HAM mode are being issued by MoRTH
along with circulars. They all become the basis for financial analysis.

As per the Finance Act 2016 proviso to section 80-IA (4) the deduction available for Infrastructure
Projects shall not be available to the enterprises which starts the development or operation and
maintenance of the infrastructure facility on or after the 1st day of April, 2016. However
Infrastructure facilities have been included in the scope of section 35AD (Deduction for Specified
Businesses). As per section 35AD deduction for capital expenditure incurred for the project shall be
allowed in the previous year in which such expenditure is incurred and any business loss for such
specified business can be carried forward for any number of years. As per the finance bill 2020, local
companies which will opt for reduced normal tax rates such deductions will not be available.

The Hybrid Annuity Financial Model has been prepared as per the guidelines mentioned in the
MoRTH circular dated 01st February, 2016 whereby interest rate on balance annuities has been
taken as per Bank Rate+3%, all cost assumptions including O & M cost as per applicable circular of
MoRTH/NHAI. Based upon the above assumption the Estimated Bid cost has been calculated
corresponding to Equity IRR of 15% from the project (without changing the O&M).

We have also considered MoRTH circular no. NH-24028/14/2014-H(Vol II) dated 9th February 2016
read with Circular no. RW/NH-24036/27/2010-PPP dated 19th Febuary,2016 and Circular no NH-
24028/14/2014-H(Vol-II) dated 7th March 2016, hereby, Life Cycle Cost {Net Present Value (NPV) of
the quoted Bid Project Cost+NPV of the O & M cost for the entire operation period has been
considered for comparison of Bid parameters. Cash Construction Support of 40% of the Bid Project
Cost payable to the Concessionaire by the Authority has been considered in five equal instalments
linked to the Project Completion Milestones. Remaining 60% of the Project Cost has been considered
through a combination of Equity & Debt. Concession Period shall comprise of Construction period
which is project specific and fixed operation period of 15 years. Also Escalation in the Base Civil
Construction Cost at the rate of 5% p.a. is taken upto Bid Due Date and EPC of the project is

Final Detailed Project Report; Revision No. 0| The SMEC Group | 120
DPR study of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –
III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

calculated as per financial analysis in accordance with Ministry’s Circular dated 16.10.2015 and
19.02.2016 rather than assuming it as 115% of Base Civil Construction Cost.

We have gone by NHAI Circular no. 24028/14/2014-H(Vol III) (Pt.) dated 4th August 2016, whereby
Bank rate for the purpose of Financial Modelling shall be considered as applicable on actual Bid Due
Date.

8.2.3 Inputs to Financial Analysis

A number of assumptions have been considered for the analysis. They have been listed in the
Assumptions and a few are mentioned below:

1. The period of financial analysis has been taken as 17.5 years including 2.5 years (913 days) of
construction period.
2. The current package 3(three) is a part of the Project. Following table provides chainage and
respective length. The bifurcation between Rigid and Flexible Pavement has also been shown in
the table below:

Length of Length of
Package Proposed Chainage of each Package (Km.) Length Rigid Flexible
Pavement Pavement
From To (km.) (km.) (km.)
PKG-3 454.50 486.00 31.5 0.93 30.57

3. The debt-equity ratio has been taken as 70:30.

4. The rate of inflation has been taken as 5% pa.
5. The Bid Project Cost is set to achieve 15% Equity IRR, as per the norms of NHAI.
6. All the assumption that has been considered are mentioned in the Annexures 1.

8.2.4 Annexures and Appendices

 Annexure 8.1: Assumptions

 Appendix-8.2: Estimated Project Cost
 Appendix-8.3: Order of Investment for Estimated Project Cost during Construction Period on
Monthly Basis
 Appendix 8.4: Calculation of Completion Cost as per Clause 23.6.1 of MCA
 Appendix-8.5: Bid Project Cost
 Appendix 8.6: Calculation of Completion Cost as per Clause 23.6.1 of MCA
 Appendix-8.7: Project Bid : Order of Investment for Bid Project Cost during Construction
Period on Monthly Basis
 Appendix-8.8: Disbursement of Capital Support (Considering 0% inflation for Indexing
Purpose) under Clause 23.3 and 23.4 of MCA
 Appendix-8.9: Operation and Maintenance Cost as per NHAI Circular (Considering 0%
inflation for indexing purpose)
 Appendix-8.10: Projected Profit & Loss Account
 Appendix-8.11: Computation of Annuity Payment under Clause 23.6
 Appendix-8.12: Depreciation
 Appendix-8.13: Taxation.
 Appendix-8.14: Loan Repayment Schedule
 Appendix-8.15: Debt Service Coverage Ratio

Final Detailed Project Report; Revision No. 0| The SMEC Group | 121
DPR study of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –
III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

 Appendix-8.16: Cashflow Statement for Equity IRR

 Appendix 8.17: Equity IRR
 Appendix-8.18: Project Life Cycle Cost based on Estimated Bid Project cost and Estimated Bid
O&M Cost

8.2.5 Results of Financial Analysis

Final Detailed Project Report; Revision No. 0| The SMEC Group | 122
DPR study of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –
III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

CHAPTER 9 CONCLUSION AND RECOMMENDATIONS

9.1. Conclusions
The existing National Highway NH-47 (new NH-66) alignment comprising of 2 lane single carriageway
with few stretches of divided 4-lane in built-up areas, need to be up graded to divided 6-lane
carriageway configuration as per IRC:SP:87-2019 with capacity augmentation. The alignment passes
through one coastal district of Kerala namely, Allapuzha.

As per revenue records/maps provided by the district authorities the existing ROW along the
alignment is varying between 24-30m with few isolated places of course it is wider than 30m. The
Proposed Right of Way has been decided as 45 m as a mandate of the State Government for
accommodating the 6 Lane carriageway configurations with service roads on both side. The
improvement proposal has been generally contained within the PROW of 45m. In addition extra land
area would be required for Bus Bay, Toll Plaza, Junction improvement, Wayside Amenity etc.

The proposed 6 lane alignment centre line has been finalised primarily at the middle (concentric) of
the EROW as per the advice of Hon’ble Minister (Works and Registration) of Kerala. However, in
certain sections, the proposed centre line is designed with eccentricity, to cater for,
 Eccentric Widening at Structure/Bridge Locations.
 Eccentric Widening to retain existing Religious Structures viz. Temples, Churches, Graveyards &
Mosques etc. to the extent possible

The entire project road is classified into 7 homogeneous sections with AADT ranging from 25537 PCU
to 51526 PCU. It is observed that homogeneous sections HS-1, HS-2 and HS-5 of the project alignment
with AADT respectively 51526 PCU, 44117 PCU and 41993 PCU already exceeded the capacity (LOS B)
for 4 lane alignment with paved shoulder and warrants for six lane highway. For the remaining
homogeneous sections HS-3, HS-4, HS-6 and HS-7 the threshold limit of traffic for LOS-B (40000 PCU)
for 4 lane will appear respectively in 2019, 2018, 2022 and 2018. Hence, it is decided to upgrade all
sections to 6 lane configurations in one go now.

The existing alignment geometry generally conforms to IRC standards and has fair riding quality
however would require capacity augmentation. At places there are sub-standard curves, which has
been upgraded to suit the NH standards.

The pavement has been proposed of flexible type with cement treated base and cement treated sub-
base with aggregate interlayer as crack relief layer. VG 40 bitumen has been proposed for binder
course and NRMB for wearing course.

The proposed improvement proposal is mainly within the existing ROW in entire stretch.The project
will have social impact in terms of loss of livelihood or shelter, which will have to be studied and a
suitable mitigation plan prepared.

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

Final Detailed Project Report; Revision No. 0| The SMEC Group | 123
DPR study of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –
III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

9.2. Recommendations
Based on the findings of this feasibility study the following recommendations are made:

1. Considering the projected traffic and the results of economic evaluation for the project it is
recommended that the project road be improved to standard Six Lane divided carriageway with
each carriageway consist of 3 lanes (3.5m each), 2m wide paved shoulders. Since the road
generally passes through fair to heavy built up stretches, service road 7m wide is proposed on
both sides for almost entire stretch.
2. Pavement type recommended is Flexible Pavement having design life of 20 years. Pavement
shall be with cement treated sub-base, cement treated base and aggregate interlayer as crack
relief layer. Existing Pavement has been recommended to be reconstructed as new pavement.
3. Existing and Proposed Structure Proposals comprise of:
Items NH-47
Existing Structure Details
Number of existing Bridges 05
Number of Major Bridges 02
Number of Minor Bridges 03
Number of ROB -
Number of Causeways -
Number of VUPs 03
Number of PUPs -
Number of SVUPs 09
Number of LVUPs 01
Number of FOBs 14
Number of existing Bridges to be replaced-fully/Abandoned/partially
01
(including ROB)
Number of existing Bridges to be retained (including ROB) 04
Proposed Structure Details
Number of Bridges to be widened (including MJB / MNB / VUP/ PUP/LVUP)
04
either with additional 3+2-Lane structure or with 3-Lane structure
Number of New 3 Lane ROB -
Number of New Major Bridges – 6 Lane 01
Number of New Major Bridges – 3 Lane (along side existing) 01
Number of New Minor Bridges – 6 Lane -
Number of New Minor Bridges – 3 Lane (along side existing) 01
Number of New Minor Bridges – 3 Lane + 2 lane (along side existing)
02
(3 lane for main carriageway and 2 lane for sevice road)
Number of New VUP – 6 Lane 03
Number of New LVUP – 3 Lane (along side existing) 01
Number of New SVUP – 6 Lane 09
Number of New Gas Pipe Line Bridges -
Number of New Flyovers – 6 Lane 01

Final Detailed Project Report; Revision No. 0| The SMEC Group | 124
DPR study of Chertalai – Thiruvananthapuram Section of NH-47 (New NH-66)(from KM 379/100 to KM 551/900) [Package –
III] under NHDP Phase III in the State of Kerala (Package 3 - Km 454.50 to Km 486.00)

Number of New Elevated Highways -

Number of New Overpass -
Number of New Foot Over Bridges (FOBs) 14
Total Number of Structures 33

4. There are 43 existing culverts and additional 10 culverts are proposed to cater for the drainage
adequacy of the project road.

5. The financial Analysis presented in Chapter 8 of this report indicates that the project is feasible
under Hybrid Annuity Model. The cost of the project is substantial and that makes unviable
under PPP(DBFOT) Mode. The mode will be bankable considering the appropriate risk allocation
between the Public and Private Sector. The revenue risk will be taken by NHAI and
Concessionaire will receive the annuity. The NHAI will have to upfront pay only 40% of the Bid
Project Cost. The balance will be paid to Concessionaire over the Operation Period. This, reduces
the financial constraint on NHAI.

The Concession Period as per model concession agreement of HAM shall be 17.5 years including
2.5 years of construction duration.

Considering the recent procurement by NHAI on HAM, this model is recommended for the
package mentioned above.

Final Detailed Project Report; Revision No. 0| The SMEC Group | 125

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