Professional Documents
Culture Documents
LIST OF CONTENTS
1.0 EXECUTIVE SUMMARY ....................................................................................................1
1.1 Project Background.............................................................................................................1
1.2 Socio-Economic Profile.......................................................................................................2
1.3 Alignment and Engineering ................................................................................................3
1.4 Geometrics ..........................................................................................................................3
1.5 Drainage..............................................................................................................................3
1.6 Cross Drainage Structures .................................................................................................4
1.7 Pavement Design................................................................................................................4
1.8 At-Grade and Grade Separated Intersections....................................................................5
1.9 Project Facilities ..................................................................................................................5
1.10 Cost Estimates ....................................................................................................................5
1.11 Economic Analysis ..............................................................................................................5
1.12 Financial Analysis for BOT Project .....................................................................................6
2.0 PROJECT BACKGROUND ...............................................................................................6
2.1 Introduction .........................................................................................................................6
2.2 Slope protection by RE wall and Soil Nailing: ....................................................................8
2.3 Demography........................................................................................................................8
2.3.1 Tamil Nadu State Profile .................................................................................................8
2.3.2 State Economy of Tamil Nadu ......................................................................................10
2.3.3 Kanyakumari District Profile .........................................................................................17
2.4 Social Analysis of the Project ...........................................................................................20
2.4.1 Employment and Poverty Alleviation ............................................................................20
2.4.2 Agriculture and Rural Social Classes ...........................................................................20
2.4.3 Industry, Trade, Commerce and Other Services .........................................................21
2.4.4 Literacy, Health and Human Resource Development ..................................................21
2.4.5 Gender ..........................................................................................................................21
2.4.6 Scheduled Castes .........................................................................................................21
2.5 Conclusion ........................................................................................................................22
3.0 SUMMARY OF SURVEY AND INVESTIGATIONS ........................................................22
3.1 Topographical and Cadastral Surveys .............................................................................22
3.1.1 Topographical Survey ...................................................................................................22
3.1.2 Methodology for Topographical Survey........................................................................22
3.2 Cadastral Survey ..............................................................................................................23
3.3 Investigation Data .............................................................................................................23
3.3.1 Inventory for Structures ................................................................................................23
3.3.2 Benkelman Beam Deflection Survey ............................................................................24
3.3.3 Bump Integrator Test ....................................................................................................24
3.3.4 Existing Soil Strata upto 2m below Ground Level ........................................................24
3.3.5 Borelog details ..............................................................................................................24
4.0 TRAFFIC STUDY AND ANALYSIS .................................................................................24
4.1 Traffic Surveys ..................................................................................................................24
4.1.1 General .........................................................................................................................24
4.1.2 Motorised Traffic ...........................................................................................................25
4.1.3 Non-Motorised Traffic ...................................................................................................25
4.2 Traffic surveys on NH 47 and NH 47B .............................................................................25
LIST OF TABLES
NH 47B from Nagercoil to Kavalkinaru where it joins NH 7 has been provided with a new
alignment except for an initial length of 600m. It starts near the junction of Nagercoil
Bypass (km 82/181 of NH 47) and existing NH 47B.
M/s. SECON Pvt. Ltd has been entrusted for preparation of Detailed Project Report for
both stretches as a combined project.
The above mentioned project road has been divided into two construction packages
based on the state boundaries. The details of the packages are given in Table 1.1
below.
The scope of the project is to conduct feasibility study and preparation of Detailed
Project Report for 4/6 laning of NH 47 and NH 47B.
Based on the various stages planned, the following stages have been completed.
Stage 1: The Quality Assurance Plan (QAP) was submitted on 20th June, 2004 and
Inception Report was submitted on 24th July, 2004. The revised QAP was submitted on
24th August, 2004.
Stage 2: Draft Feasibility Study Report for NH 47 was submitted on 20th December,
2004 and for NH 47B on 18th Jan, 2005. The Final Feasibility Study Report was
submitted on 11th April, 2005.
Stage 3: Draft Preliminary Project Report was submitted on 20th July, 2005. Final
Preliminary Project Report was submitted on 16th August, 2005.
Stage 4: The Draft Detailed Project Report for Package-I was submitted on 23rd Sept,
2005 and for Package II was submitted on 30th Nov, 2005.
The present submission comprises of Final Detailed Project Report for Package-II.
(Note: All the chainages mentioned hereafter in the report refer to Design project
chainages, unless otherwise mentioned.)
The study region is located in the southeast part of Tamil Nadu state. Sample survey
was done by way of questionnaire to get feedback of local people and also field test
conducted on Air, Soil, water and sound to study the impact on environment. Further
survey was conducted to identify building structures, religious places, and other features
within the road width.
The project corridor has mixed rural and urban populations. The major settlements that
come in these sections are Kuzhithurai, Marthandam, Swamiyarmadam, Thakkalai,
Parvathipuram, Nagercoil, Suchindram, Kottaram, Kanyakumari on NH 47 and
Vadassery, Vellamadam, Viswasapuram, Tovala and Arulvoimozhi on NH 47B.
General impact of this project is that it will affect shops, houses, schools, agricultural
land, which is coming within the ROW. But it will not affect any historical monuments
and forest land. The above issues can be sorted out by mitigative measures and co
operations of PAPs.
Though the terrain is termed as rolling, most of the alignment passes through hillocks
and deep valleys especially in the cross – country portion from km 43/000 to km
71/293(existing km-626/187). The alignment crosses Thiruvananthapuram-Kanyakumari
railway line at Pallyadi km-58.445. From km-71/293 (existing km-626/187) to km-72/080
(existing km-627/000) the existing NH 47 alignment is utilized. Thereafter the alignment
deviates from the existing NH 47 towards left side of Chungankadai, Nagercoil and
Suchindram built up area and cuts across NH 47B at km-82/181 and rejoins the existing
NH 47 at km 88/800(existing km 642/800). From km 88/800 the alignment follows
existing NH 47 up to km 92/100 (existing km 646/238) where Kottaram built up area
starts and alignment deviates on RHS of existing road bypassing Kottaram village and
joins the proposed NH 7 bypass for Kanyakumari immediately after Kottaram village at
km 231/653 of NH 7 at chainage of km 96/714 of NH 47. The alignment crosses
Nagercoil - Tirunelveli railway line at km-83/495 (Railway Chainage km 292/700).
The proposed alignment of NH 47B utilizes small length of 600m of existing NH 47B and
further it is proposed to bypass the heavily builtup areas of Thovalai, Vishwasapuram
and Arulvaimozhi to follow a cross-country alignment. The route crosses Nagercoil-
Thirunelveli railway line and joins NH-7 at Kavalkinaru. Ruling gradients as applicable to
plain and rolling terrain is provided in the design of vertical alignment.
1.4 Geometrics
Beyond km 43/000 the proposal alignment involves new construction of four-lane
highway. As per the design adopted in Detailed Project Report (DPR), design speed of
100km per hour is considered for geometric designs. Minimum radius of horizontal
curves provided is 400m. The minimum radius has been provided at very few locations
and in general considerably larger radii are adopted in order to achieve a smooth and
safe road alignment. However, in the initial stretches of NH47B, horizontal radius of 200
m has been provided to adhere to the existing alignment. Maximum super elevation of
7% and maximum gradient of 3.3% is provided.
1.5 Drainage
The drain along the road where the existing road has been used does not have proper
maintenance due to which most of these are observed to be in non operational condition.
Since the poor drainage system causes the road damage, adequate provision for
drainage of surface water is made by providing proper roadside drains with required
longitudinal slope.
From Plate 2 of IRC: 37-2001, for CBR of 8% the following pavement thickness has
been arrived and is presented in Table 1.3 below.
The overlay has not been considered separately as only very small length of existing
road is being utilised in this package. Hence the same new pavement design has been
proposed at such locations.
Service Road
For the service roads, traffic loading of 5msa is adopted and the pavement design has
been arrived from Plate 1 of IRC: 37-2001 for CBR of 8% as presented in Table 1.4
below.
Two Toll Plazas have been proposed on the project road. Tentatively Toll Plazas have
been proposed at km 67.500 of NH 47 and km 2.500 of NH 47B.
Economic viability is carried out with 25 years benefit period. The result of economic
viability analysis as furnished in Table 1.6 below reveals that the project is economically
viable with 25 years benefit period when considered for the savings in value of time for
Package-II.
The economic analysis for the project road is viable only in Case 1 of sensitivity analysis.
The entire stretch of the project road is divided into two packages. This report pertains
to Package-II, which contains the Tamilnadu portion of the road.
The proposed road will follow a new alignment on the western side of existing NH 47,
thus bypassing the heavily built up areas of Kuzhithurai, Marthandam, Takkalai etc and
join NH 47 at km 626/187 (Design chainage km 71/293). Thereafter the existing road
will be widened upto km km 62/000(Design Chainage km 72/080).
The alignment will again deviate to the left bypassing the built up areas such as
Chungankadai, Nagercoil and Suchindram and join NH47 again at km 642/800 (Design
Chainage km 88/600). From km 88/800 to km 92/100 the existing road will be widened.
At km 92/100 the alignment deviates to the right side bypassing Kottaram village and
terminates at the proposed NH 7 bypass for Kanyakumari at km 231/643. As decided by
the Competent Authority, the stretch from crossing point of Kanyakumari Byapass to
Vivekanadapuaram Junction i.e. up to km 653/000 (approximately 2.2km) is not
proposed for widening as the proposed bypass will serve the purpose for the traffic
leading or going out from Kanyakumari to Nagercoil side. The alignment generally runs
from rolling to plain in nature. However in the initial portion i.e. from km 43/000 to km
66/000 the terrain is little undulating and rolling.
The alignment of NH 47-B starts just before the junction of NH 47 with NH 47B on the
proposed Nagercoil bypass i.e. at Ozhukanassery (km 82/181 of NH 47) in Kanyakumari
District and terminates at km 211/6 of NH 7, at Kavalkinaru in Tirunelvali District. The
total length of the project road is 16/376km. This is aligned through less built up areas
avoiding religious structures, tanks etc. 60 m Right of Way (ROW) is proposed keeping
the future expansion of project road in mind. The new 4-lane highway will be aligned
through the centre of the acquired land, and will be improved to 6-lane carriageway later
as and when increase in traffic warrants. Possibility of widening of existing NH 47B was
explored in detail. Due to ribbon development on either side of existing road additional
Land Acquisition is very difficult and costly, and will involve huge Resettlement and
Rehabilitation. Therefore a new alignment has been proposed for the entire road, in
which only a short length of 0.6km of the existing road will be widened and the
remaining 15.8km is to be newly constructed, bypassing Viswasapura, Thovalai,
Vellaimadam, MGR Nagar, etc.
The alignment generally runs through plain terrain. A number of wind mills belonging to
private companies are located between km 11/000 and km 15/000. The alignment is
taken in such a way that there is no disturbance to the wind mills and also without
affecting, settlements.
The details of the proposed Typical Cross Section Elements are furnished in Table
below
Wherever there is a change in the widening from concentric to eccentric or vice versa
proper flaring will be used for introducing the transition so that the change is gradual.
Based on the availability of space and height of cut or fill, suitable retaining structures,
such as Reinforced Earth Wall for high fills and Soil Nailing for high cuts, have been
provided in locations where a slope of 1:1.5 cannot be provided. Table 2.2 gives the
availability of space for each cross section type.
In case of high fill portions with service road space available is 8m. For a height of 5.3m
a slope of 1:1.5 is provided and for the remaining height RE wall is proposed. In high fill
portions without service road 13.5m space is available. For a height of 6m slope of 1:1.5
is provided, a berm of 2.5m is provided at the end of 1:1.5 slope and beyond that upto a
height of 1.3m slope of 1:1.5 can be provided and if height is more than 1.3m RE wall
has to provided after 2.5m berm.
2.3 Demography
Urban population in Tamil Nadu State as per 1991 census is estimated as 12.7% of
country’s urban population and projected population for the year 1996 is 6.53% of the
country’s population.
In respect of urbanisation, Tamil Nadu state ranks third amongst all the states of India
with a proportion of urban population at 44.03% and that of Kanyakumari is 65.2%.
The decennial growth of population in Tamil Nadu has been decreasing from 15.34% in
1991 to 11.72% during 2001. The decennial population growth rate is given below.
Tamil Nadu state has a literacy rate of 7.6% in the census year 1901 and 73.51% in the
census year of 2001. Literacy rate in the year 2001 in Tamil Nadu state is 73.5%
compared to 71% at National level and in case of Kanyakumari the literacy rate is as
high as 87.55% and it tops all Districts of Tamil Nadu.
The literacy rate in the state (excluding children in the age group of 0-6 years) has
increased from 54.4% in 1981 to 73.50% in 2001.
Tamil Nadu state income at constant prices in 2002-03 was Rs. 8181770 (in lakhs) and
at current prices it is Rs. 13678087 (in Lakhs). Per capita income at constant prices
was Rs. 13003 and at current prices it is Rs. 21738, Net State Domestic Product at
current prices is Rs. 13678087 (in Lakhs).
Tamil Nadu state is one of the few states of India whose economy is a mixed one both
agrarian and industrial – and above all, is presently experiencing a rapid industrial and
economic growth. The economic structure of Tamil Nadu is having good shape in the
country and is always a favourite with Indian industrialists and more recently with foreign
investors, Tamil Nadu is one of the more solid and fastest growing economies in the
country. The momentum it had picked up in the 1970s, has naturally accelerated the
pace in the post-liberalisation era. Today, as it puts the final touches on some major
infrastructural investments, the state is poised to take another quantum leap in its
developmental process in both the traditional economy sectors of chemicals, textiles,
petrochemicals, food productions, and consumer goods, as well as new economy areas
of pharmaceuticals, leisure, telecommunications and information technology. Tamil
Nadu state is having very good transportation facilities for passenger and commodities
by Road, Railway, Airways and Ports.
The growing sectors in the Tamil Nadu state are fisheries, Dairy development, Khadi
and village industries etc. In the year 1998-99 small scale industries recorded as
324627 units. In the Khadi industry, cotton and silk production is recorded as Rs. 44.64
(crores) and Rs. 61.02 (crores) and village industries Rs. 451.62 crores.
The per capita income (Per capita Net State Domestic Product) at constant (1993-94)
prices is estimated as Rs. 13003 for 2002-03 as against Rs. 13,105 for 2001-02.
The state of Tamil Nadu has been presently divided in to 249 revenue districts and 358
panchayat unions and 12618 village panchayats and 611 town panchayats. In
Kanyakumari there are 9 panchayat unions, 99 village panchayats and 56 town
panchayats.
2.3.2.2 Agriculture
Cultivated area in the state of Tamil Nadu in 2002-03 extends over an area (in Hectare)
51, 91,108. Agriculture is having good irrigation facilities with Govt. and Private Canals,
Tanks and various other sources. Some land continues to be rain fed. Irrigation potential
is under utilised. Agriculture production includes Paddy, Millets and other cereals, Cash
crops like Cotton, Ground nuts, Pulses, Sugarcanes etc. Drinking water scarcity is there
in some part of urban areas.
2.3.2.3 Forests
Forests in Tamil Nadu extend over an area of 22876.6 sq. kms and constitute 17.58% of
the total geographical area of the State. Out of this, 19388 sq. km is Reserved Forest
and 2183 sq km reserved land and 1306 sq. km is unclassified forests.
The ecological factors have a special relevance in Tamil Nadu State. Soil erosion and
salinity are serious problems. The state is frequently affected by drought. Therefore,
measures for safeguarding the ecologically fragile production systems are necessary in
the state.
During the year 2000-01, reserved forests covers over 19388 sq. km. The percentage of
forest area to land area is 17.58. The major forest products are sandalwood (sapwood),
Wattle bark, bamboo and cashew nut. Forest based industries are paper & board,
Rayon & Staple Fibre and Tanning etc. Plantation in the year 2000-01 achieved is
88548 hectares and seeding 49.75 Lakhs. Plantations rate is growing @18% and 20.7%
in the year 1997-98, 1998-99 compared to 1996-97.
2.3.2.4 Industries
The State of Tamil Nadu is one of the most highly industrialised and developed States
of India.
The state ranked eighth in ranking on an all India basis with respect to industrial
development and is now fast competing for the top rank. The state is occupying 14.5%
in respect of factory sector (No. of factories). The economic reforms process has further
aided the state in their efforts to increase the pace of industrialisation. This resulted in
the state topping the list of States in 1994 with respect to new investment and second in
terms of industrial production. The state has also a large number of incentive schemes
for backward regions for furthering the growth of industries.
According to the Annual Survey of Industries in the entire registered factory sector of
Tamil Nadu and conducted in 1996-97, the fixed capital employed by the factory sector
was about Rs. 352089 million in 1996-97, as against Rs. 283933 million in 1995-96,
showing a net increase of around 24%.
The value of total output of all registered factories covered by the survey has increased
to Rs. 742124.7 million in 1996-97 from Rs. 674783.6 million in 1995-96, thereby
revealing an increase of about 10%.
It is worthwhile mentioning that Tamil Nadu ranks third only to Maharashtra and Gujarat
in respect of the state wise share in Net Value Added by manufacture generated by the
factory sector of the country.
2.3.2.5 Irrigation
In Kanyakumari District there are 53 canals for a length of 540 km. In the District, 11364
Hectares are irrigated by canals and 15444 hectares through tanks and there is no
tubewell.
The ground water resources are relatively limited and some of the ground water
resources are fully exploited in different parts of the state to the point of ecological
degradation. There is an urgent need to curb the over exploitation of water and the only
alternative left is augmentation of water resources through surface water.
2.3.2.6 Power
During the year 2002-03, generation of electricity by hydro and all other means and
purchases is 24927 million units.
The per capita consumption of electricity during the year 1998-99 has been increased to
452 units as against 430 units in 1997-98. In the state 439 towns, 15822 villages, 47830
hamlets and 1640615 agricultural pump sets were electrified.
1988-1989
1989-1990
1990-1991
1991-1992
1992-1993
1993-1994
1994-1995
1995-1996
1996-1997
1997-1998
1998-1999
Year
Per Capita
248 268 295 332 360 370 380 390 410 420 430 452
Consumption
Minerals like Bauxite, Granite, Limestone, Lignite, Quartz etc were produced to a value
of Rs.18483 millions.
Production of sugar was 16.43 lakh tonnes and cement production was 111.39 million
tonnes. The production of crude oil and natural gas are given below.
Table 2.9: Production of Crude Oil and Natural Gas in Tamil Nadu
Natural Gas Sales
Crude Oil Production
(in Million Cubic Metres)
Year
Joint Joint
ONCG Total ONGC Total
Venture Venture
1999-2000 0.3766 0.274 0.6506 85.91 - 85.91
2000-2001 0.4365 0.199 0.6355 125.56 - 125.56
2001-2002 0.4407 0.224 0.6647 249.03 - 249.03
2002-2003 0.3950 0.207 0.6020 376.92 - 376.92
2.3.2.8 Roads
Over the year, the state has developed a comprehensive road network which is capable
of promoting industrial growth in the region. More than 90% of the villages are
connected by roads. Category wise road share is as given below:
Municipalitie
Commercial
Commercial
Panchayats
Panchayat
Highways
Highways
Sl.
National
Unions
Year
Town
State
Non-
No.
and
&
1 2 3 4 5 6 7 8
1 1987-88 1884 45181 8940 114868 160639 844601
2 1988-89 2002 41343 9190 112965 186525 962359
3 1989-90 2003 47582 9361 112164 195392 1216028
4 1990-91 2003 48955 9788 110055 208391 1330350
5 1991-92 2002 50109 9806 107990 221673 1503127
6 1992-93 2002 51144 10521 110078 238990 1682450
7 1993-94 2002 52615 12327 94850 258109 1894835
8 1994-95 2002 53868 12554 108482 280512 2142936
9 1995-96 2003 54972 12579 109227 283404 2488442
10 1996-97 2003 53417 13340 109801 309817 2872002
11 1997-98 2582 56822 13721 109686 344244 3270004
12 1998-99 3773 56391 13978 84722 368922 3701812
13 1999-2000 3789 55352 14294 95465 399300 4207928
14 2000-2001 3865 55397 14612 98407 421365 4740717
15 2001-2002 3850 55488 11426 102155 432106 5225991
In Kanyakumari district the total length of road is 3827 km, out of which 382 km is
cement concrete road, 2996 km is Bituminous Road and 748 km is Water Bound
Mecadam (WBM) road.
2.3.2.9 Railways
The total length of railway lines in the state of Tamil Nadu in 2002-03 was 4177 km
comprising 2071 km of Broad Gauge (BG), 2106 km of Metre Gauge (MG) lines.
2.3.2.10 Ports
In the State of Tamil Nadu there are 3 Nos. of major ports and 15 Nos. of minor ports.
Chennai and Toothukudi, major ports have handled cargo of 33687106 tonnes and
13293526 tonnes respectively during the year 2002-2003.
Table 2.12: Port Development Vessels Entered and Cargo Handled – 2002-2003
Sl. Vessels entered
Name of the Port Cargo handled (t)
No (Nos.)
1 2 3 4
A. Major Ports
1. Chennai 2079 33687106
2. Thoothukudi 1458 13293526
3. Ennore Port Limited N.A. N.A.
B. Minor Ports
1. Cuddalore - -
2. Nagapattinam 15 79884
3. Rameswaram - -
4. Pamban - -
5. Colachel - -
6. Kanyakumari - -
7. Valinokkam - -
8. Ennore Minor Port 8 43275
9. PY-3 Oil Field 10 198958
The number of registered motor vehicles of commercial type is 432106 and the Non-
commercial type was recorded as 5225991 during the period of 2001-02. The fleet
strength, effective kms (in Lakhs), Number of villages benefited has increased to 16670,
22437 and 39 respectively.
The entire Road Transport sector in the state of Tamil Nadu is managed by the Various
Corporations. The average number of vehicles operated by the State Transport
Corporations during the year 2003 was 16770 as the average number of passengers
travelled per day is 156.23 lakhs. The total earnings of the Corporation is Rs. 323131.80
lakhs. Incidentally, the kilometers per litre of diesel consumption was 4.37 in the 2003.
Sl.
Item Unit Performance
No.
10. New villages benefited during the year Nos. 39
11. Benefited village population In Lakh Nos. 0.41
12. Staff strength Nos. 120380
13. New Buses introduced during the year Nos. 1031
14. Total Revenue Rs. In Lakhs 323131.81
15. Total Expenditure Rs. in Lakhs 323552.86
1. Birth - 29217
2. Death - 11460
3. Infant death - 5025
4. Birth Rate (per 1000 population)
a. Rural - 18
b. Urban - 17
c. Combined - 17
5. Death Rate (per 1000 population)
a. Rural - 13
b. Urban - 3
c. Combined - 7
6. Infant Mortality rate (per 1000 live birth)
a. Rural - 17
b. Urban - 17
c. Combined - 17
7. Expectation of life at birth (per 1000)
a. Male - 991
b. Female - 991
1. Plains
a. Maximum - 33.2
b. Minimum - 24.0
2. Hill station
a. Maximum - N.A
b. Minimum - N.A
1. Normal
a. North East Monsoon - 526.0
b. South West Monsoon - 559.1
2. Actual
a. North East Monsoon - 486.19
b. South West Monsoon - 230.90
2.3.3.7 Irrigation
1. Veterinary Institutions
a. Veterinary hospitals - 2
b. Vetarinary Dispensaries - 23
c. Cinical Centres - 1
d. Sub-Centres - 35
e. Mobile unit - 1
2. Poultry Development
a. Chicks produced in hatcheries - Nil
b. Birds sold for breeding - Nil
c. Birds sold for table (food in lakh nos.) - Nil
3. Live Stock and poultry population (16th Live stock Census)
a. Cattle - 91423
b. Buffaloes - 15001
c. Sheep - 1570
d. Goat - 62484
e. Poultry - 675783
2.3.3.10 Fisheries
2.3.3.11 Forest
1. Forest area
a. Reserved forests (Hect.) - 42762
b. Reserved lands (Hect.) - 16.78.0
c. Un-classed forests - Nil
2.3.3.12 Electricity
All these benefits are obviously aimed at various categories of vehicles/ road users
using the road facility. However being an important infrastructure facility providing
movement of goods and persons direct as well as indirect, impacts are also likely to be
experienced by various sections of the population and economic activities in the areas
through which the highway traverses. Analogous experience suggests that by providing
means of relatively easy and rapid access to higher levels of cultural social and
economic infrastructure, improved road facility can possibly become a catalyst for
furthering social and economic development objectives. Following paragraphs analyze
the possible impacts of the proposed project on various sections of the population
economic sectors/ production systems and defined social objectives. Given the existing
socio-economic processes in the project region, besides outlining potential benefits,
analysis also focuses on issues of equitable distribution of project benefits in terms of
gender and vulnerable section of the society.
Transportation times saving is likely to have a highly beneficial impact on allied agrarian
activities such as horticulture fishing, poultry development and animal husbandry.
Producing high-value commodities with short shelf-life, facility of rapid evacuation of
perishable agro-products is going to provide a strong impetus to these activities and
thus enhance rural incomes and employment opportunities in the rural areas. The
proposed project provides a strong potential for providing self-employment and poverty
aleviation opportunities for vulnerable and resource poor section of the society. By
providing them with necessary technical know-how, needed resources and organization
logistics to encourage them to engage in activities such as small scale floriculture
poultry development and animal husbandry, substantial reduction in poverty levels can
be achieved.
2.4.5 Gender
Contrary to commonly held notions, the generalized impacts of the anticipated project
benefits on women in the project area are anticipated to be only indirect.
However women’s education and health may experience positive gains due to speedy
and convenient access to higher-level educational and health facilities located in urban
centres of the region.
2.5 Conclusion
The project road area comprising of Kanyakumari District in Tamil Nadu is densely
populated, with all religious groups and variation in economic status is high.
Unemployment is rampant and there is a large scale migration of educated and skilled
labourers to other states and nations. The literacy rate is high among both males and
females and awareness of the people is more.
Even though the area is littered with rare earth, minerals and water, coastal line and
tourist spots, no big industries are coming up.
The proposed project will pave the way for industrial growth of the area, enhance
employment potential and facilitate fast and safe transportation to other parts of the
country.
The coordinates of the basic plan control points were established with the use of
differential GPS equipment (Leica-SR 530) providing accurate and homogeneous
control all along the length of the road stretch. There are 27 GPS stations established
during the survey, most of which are on rock-out-crop / sheet rocks situated along the
proposed alignment. For each GPS station there is a reference point situated at about
200m away, which has also been fixed by differential GPS method and on similar object
as for the GPS station, to serve the purpose of providing starting and closing bearing for
Total Station traverse as well as for providing extra primary control point. The co-
ordinates were obtained on WGS – 84 system on Transverse Mercator’s Projection with
the central meridian of projection passing through the center of the stretch, thereby
having practically no scale error for the coordinates.
In between GPS stations, Total Station traverses were run providing planimetric
positions at about 250m apart. Since Bench Marks are established at about 250m apart
along the road length, these points were connected during the Total Station traverse for
control. Total Stations of 1 second accuracy (Leica TC 1800L and Topcon GTS 710)
were used, providing both plan and height control for the pillars / other control points.
Double tertiary leveling was done along the entire stretch with precision automatic levels
connecting the existing G.T.S. BM at Balaramapuram. The DT leveling was started from
this GTS BM and closed on another G.T.S. BM at Thakkalai and further from Thakkalai
to Kanyakumari.
The misclosures were seen to be below the tolerant limit of 12 k mm, where k is the
length of the leveling line in km. The misclosures were adjusted and heights given to all
Bench Marks established at about 250m apart all along the alignment on RCC pillars (as
specified by NHAI vide Terms of Reference). Thus, all the Bench Marks established
along the stretch are in terms of GTS Bench Marks established by Survey of India.
All the details / features along the road within the survey boundary were picked up by
conducting a detailed Total Station Survey in between the planimetric control points. X,
Y and Z coordinates of relevant points were captured by this Total Station survey, such
as electric / telephone pole, tree with type, statue, wells and points on string lines (i.e.,
points on the same linear feature such as centerline of road, left / right edge of
carriageway, left / right edge embankment top, left / right embankment toe line, break
points on ground, visible property lines, streams, building etc., within the limit of survey).
The survey data were down loaded and converted to graphic files using Automap and
Nova Point software. With the help of x, y, z coordinates of the several points picked up
in the field, digital terrain models were created in which the road design is done.
The draft Gazette Notification No.3 for details of land to be acquired village wise and
mandal wise are prepared for submission to NHAI authorities for necessary notification
and acquisition of additional land.
4.1.1 General
Information about traffic is essential for the highway project since it forms the basis for
deciding the number of lanes, design of intersections, design of pavement as well as
economic appraisal of the project. Traffic studies require collection of basic information
regarding the current level of traffic and its characteristics viz., volume, composition,
origin and destination studies, axle load spectrum, speed and delay studies, turning
movements, vehicle occupancy etc. These studies generally consist of mode wise traffic
estimates, travel patterns of passenger and freight (goods) etc.
The locations for traffic studies were finalised on the basis of a reconnaissance survey
undertaken for the project road and in consultation with the NHAI. The project road is a
section of the national highway NH 47 connecting Kanyakumari and
Thiruvananthapuram and a section NH 47B connecting Nagercoil and Kavalkinaru. NH
47 connects the industrial belts in its influence area to Cochin Port, which falls in its (NH
47) alignment. Proforma designed for traffic surveys are submitted in QAP.
In addition to the above, data on traffic accidents on the project road stretch was
collected to identify black spot locations to suggest suitable remedial measures.
The survey locations approximately coincide with the regular (historical) traffic count
station of the National Highways. The classified traffic counts at station VC1 and VC2
were conducted between 15th October 2004 to 21st October 2004 and at VC5 between
16th November to 22nd November 2004 and VC-5 between 16th Nov to 22nd Nov 2004.
The number of vehicles in either direction was noted at 15-minute intervals in
accordance with their classification by observers specially trained for this purpose.
The information collected during these surveys for passenger vehicles included the
origin and destination; purpose, occupancy and frequency of the trip and income of the
main passenger in the vehicle. In the case of freight vehicles the information sought
included type and quantity of commodity being transported, in addition to origin and
destination, and frequency of travel on the route.
in opposite direction, number of vehicles overtaken by the test car, vehicles overtaking
the test car and any delays occurring en-route were recorded during the survey. Two
runs were made in each direction.
The survey factors corresponding to the survey period were in the range of 0.95 to 0.98
and so, the traffic volumes of passenger and freight vehicles observed in September
and October are to be factored by 0.95 and 0.98 respectively to determine the Average
Annual Daily Traffic (AADT) considering the fact that the traffic volume during the study
period is closer to the peak season volume.
The traffic volume study is used in planning, traffic operations and control of existing
facility and also planning and designs of the new facilities. Hence the volume count
survey is the main factor in deciding the number of lanes required and the type &
composition of pavement. The results of the traffic counts undertaken for the project are
summarized in Table 4.7. The results from the different sites show that the average
traffic volumes are in the range of 6000 to 15000 vehicles per day (ADT). Each count
included all traffic during one week, resulting in possible random errors of ±1% only. The
uncertainty regarding seasonal variations is larger but the total error margins are still no
more than a few percent of ADT, or say ±200 VPD.
The daily variation of traffic with respect to ADT is generally not perceptible, with most of
the daily volume being near to ADT volumes except on Saturday and Sunday.
From the analysis it is found that Two Wheelers contributes to the major percentage,
followed by Car/Jeep and then other commercial rates. The compositions of the vehicles
at each location for the project are summarized in Table 4.8.
The directional split from the analysis is in the range of 48 to 52%. Directional split at
each of the location is shown in Table 4.9. This is a useful input for capacity analysis
and pavement design. Hence it can be concluded that directional split for up and down
traffic is nearly equal.
A comprehensive 36-Zone System was adopted for the study to understand the travel
pattern of the traffic using the project road. The entire length of the project road is
located in Thiruvananthapuram and Kanyakumari Districts.
O-D surveys were carried out for all the vehicle types but at the time of further analysis,
it was necessary to group them, especially vehicle type such as cars (sum of new and
old technology vehicles) and Jeeps including vans. State Road Transport Corporation
buses were not stopped and no O-D for such vehicles was obtained. Thus the sample
size for bus is low. The sample size for two wheelers and autos is low primarily because
they are local traffic and many road users were unwilling to state further details.
Additionally these vehicles will not be tolled. The sample size for cars is over 5 percent
at Station-OD1, about 2.5 percent at Staion-OD2. The sample size is reasonable
considering the level of traffic moving on the project road. The survey was conducted
such that no major inconvenience is caused to the road users due to stoppage and
resulting queue of large number of vehicles.
The sample size of freight vehicles at the two stations is about 19 percent. Trucks with
two and three axle configuration constitute the major share of such vehicles.
Vehicle Damage Factors (VDF) was estimated from the observed axle loads on the
project roads for each class of vehicles at different locations. Table 4.10 gives the VDF
calculated for each class of vehicle. Since the VDF obtained for all class of vehicles is
found to be low, the VDF value of 4.5 as a national average is adopted for the
calculations of msa.
The traffic flows fairly uninterrupted with marginal delays along the project road. Traffic
experiences an average delay of about 706 seconds while moving in Thiruvanthapuram
to Nagercoil direction and about 871 seconds in the other direction. The locations with
major delays are observed at Marthandam, Nagercoil, and Neyyatinkara. Journey
speeds along the project road varies in different sections and ranges between 20.7 km/h
to 85.4 km/h. Average speed along the project road is 41km/h with very little variation in
the two directions.
Kerala
Tamil Nadu
Karnataka
Andhra Pradesh
Maharashtra
North India
East India
4.4.2 Kerala
Kerala’s population has grown from 6.4 million to 31 million from 1901 to 2001, a five-
fold increase in the last Century (Table 4.13 below). Kerala recorded a consistently
higher growth rates than that of India’s average from 1931 to 1971. The decline in
growth rate since 1971 is perhaps due to large-scale migration to other States and
abroad, particularly Gulf countries. The other reasons may also include increasing
levels of literacy and per capita income.
Table 4.13: Growth of Population, Kerala and India: 1971-2001 (in Millions)
Kerala India
Year
Rural Urban Total Rural Urban Total
1971 17.88 3.47 21.35 439.05 109.11 548.16
1981 20.68 4.77 25.45 (19.24%) 523.87 159.46 683.33 (24.66%)
1991 21.42 7.68 29.10 (14.32%) 628.69 217.61 846.30 (23.86%)
2001 23.57 8.26 31.84 (9.42%) 741.66 285.35 1027.02 (21.35%)
Source: Census of India, 1991 and 2001;
Note: Figures in brackets indicate Growth Rates in %.
Kerala has witnessed a steady growth in urban population in the past two decades.
While the percentage of urban population to the total population in 1981 was only 18% it
increased to 26% in 1991 registering a growth rate of 60%. The decennial growth rate
for the same between 1971-1981 was only 38%.
In the year 1991, Kerala had 197 urban centers and while there were 106 towns in 1981.
Moreover, a study by the Department of Town Planning shows that there are 113 more
settlements in the State, which satisfy the ‘near-urban’ criteria of the census. The urban
sector in Kerala comprise of five Municipal Corporations, 53 Municipalities and 6
Development Authorities.
The state of Kerala had been very progressive since its formation in 1958. Kerala ranks
twelfth amongst the other states, in terms of income. The state economy, over the last
five years has been experiencing a growth of 2 to 7% per annum, as against an all India
average of 5.8% per annum.
The annual growth rate of NSDP from 1997-98 to 2002-03 has been observed to be
5.29%, where as Per Capita Income (PCI) grew at 4.64% per annum over the same
period. The growth rates of NSDP and PCI by years are presented in Table 4.15 below:
Table 4.15: Growths in NSDP and Per Capita Income in Kerala State
At current prices At constant (1993-94) prices
previous
previous
previous
previous
in NSDP
in NSDP
in NSDP
in NSDP
Per(%)
year (%)
Per(%)
year (%)
Growth
Growth
Growth
Growth
(in Rs.)
Rs.)
capita
capita
NSDP
NSDP
NSDP
NSDP
Total
Total
Year
over
over
over
over
year
year
(in
(Rs (Rs
Lakhs) Lakhs)
1997-98 4488347 14231 2863315 9079
1998-99 5106096 13.76% 16029 12.63% 3064366
7.02% 9619 5.95%
1999-00 5692604 11.49% 17709 10.48% 3271615
6.76% 10178 5.81%
2000-01 6371511 11.93% 19951 12.66% 3356516
2.60% 10510 3.26%
2001-02 7304895 14.65% 22668 13.62% 3490599
3.99% 10832 3.06%
2002-03 8378201 14.69% 25764 13.66% 3703133
6.09% 11388 5.13%
Average 13.30% 12.61% 5.29% 4.64%
Source: Department of Economics and Statistics, Govt. of Kerala
Table 4.16: Growths in NSDP and Per Capita Income in Tamil Nadu State
At current prices At constant (1993-94) prices
previous year
previous year
previous year
NSDP
NSDP
Total
Total
NSDP over
NSDP over
NSDP over
NSDP over
NSDP (in
Per capita
Per capita
Growth in
Growth in
Growth in
Growth in
Year
Rs.)
(%)
(%)
(%)
(%)
(Rs
(Rs Lakhs)
Lakhs)
1993-94 5164330 8955 5164330 8955
1994-95 6127581 18.65% 10503 17.29% 5793555 12.18% 9931 10.90%
1995-96 6971916 13.78% 11818 12.52% 5985425 3.31% 10146 2.16%
1996-97 7912106 13.49% 13270 12.29% 6231974 4.12% 10452 3.02%
1997-98 9268985 17.15% 15388 15.96% 6755934 8.41% 11216 7.31%
1998-99 10579315 14.14% 17394 13.04% 7059878 4.50% 11608 3.50%
1999-00 11274064 6.57% 18367 5.59% 7454344 5.59% 12144 4.62%
2000-01 12609957 11.85% 20367 10.89% 8013892 7.51% 12944 6.59%
2001-02 13256719 5.13% 21239 4.28% 8181253 2.09% 13108 1.27%
2002-03 13678087 3.18% 21738 2.35% 8181770 0.01% 13003 -0.80%
Average 11.55% 10.47% 5.30% 4.28%
Source: Department of Economics and Statistics, Govt. of Tamil Nadu
Tg = e x Eg
Where Tg = Traffic Growth Rate
e = Elasticity of Traffic Demand
Eg = Economic Growth Rate
For the present study the past vehicle registration data for Tamil Nadu for a period of
past 10years (i.e. from Year 1993 - 2002) has been presented in Table 4.5(a) and
4.5(b). Regression analysis has been carried out using vehicle registration data and
economic indicators like NSDP. The elasticity values obtained for passenger and goods
vehicles are shown in Table 4.17. The Elasticity values are reduced by 5% every five
year, as there will be increase in the total traffic and which ultimately leads to the
congestion of the road.
The model adopted is based on the IRC: 108-1996 Guidelines. It has suggested relating
traffic with GDP of country. But for predicting traffic growth rates instead of using GDP,
traffic has been co-related with NSDP of Kerala as well as Tamil Nadu. Considering the
past growth in the NSDP of the both states, the economic growth remains at the rate of
minimum of 5.30% every year. Hence an economic growth rate of 5.30% is considered
for the traffic projection purpose for medium scenario. A growth rate of 5% is assumed
for low growth scenario and 6% for high growth scenario.
Table 4.18 (a): Estimated traffic growth rates for Low Scenario
Year 2005-2009 2010-2014 2015-2019 2020-2024 2025-2029
Vehicle Type (%) (%) (%) (%) (%)
2Wheelers 12.20 11.59 11.01 10.46 9.94
Car 6.15 5.84 5.55 5.27 5.01
Bus 5.10 4.85 4.60 4.37 4.15
Auto 11.40 10.83 10.29 9.77 9.29
Commercial Vehicles 9.00 8.55 8.12 7.72 7.33
Others 6.05 5.75 5.46 5.19 4.93
Table 4.18 (b): Estimated traffic growth rates for Medium Scenario
Year 2005-2009 2010-2014 2015-2019 2020-2024 2025-2029
Vehicle Type (%) (%) (%) (%) (%)
2Wheelers 12.93 12.29 11.67 11.09 10.53
Car 6.52 6.19 5.88 5.59 5.31
Bus 5.41 5.14 4.88 4.63 4.40
Auto 12.08 11.48 10.91 10.36 9.84
Commercial Vehicles 9.54 9.06 8.61 8.18 7.77
Others 6.41 6.09 5.79 5.50 5.22
Table 4.18 (c): Estimated traffic growth rates for High Scenario
Year 2005-2009 2010-2014 2015-2019 2020-2024 2025-2029
Vehicle Type (%) (%) (%) (%) (%)
2Wheelers 14.64 13.91 13.21 12.55 11.92
Car 7.38 7.01 6.66 6.33 6.01
Bus 6.12 5.81 5.52 5.25 4.98
Auto 13.68 13.00 12.35 11.73 11.14
Commercial Vehicles 10.80 10.26 9.75 9.26 8.80
Others 7.26 6.90 6.55 6.22 5.91
Table 4.19: Future Projected Volume for existing Road Based on Medium Growth
rates
NH 47 NH 47 NH 47B
Year km-626/000 km-646/400 km-11/000
Vehicles Per PCU Per Vehicles Per PCU Per Vehicles Per PCU Per
Day Day Day Day Day Day
2005 14008 18028 6745 6894 9089 14073
2010 22018 26922 10757 10320 14242 21100
2015 34455 39985 17089 15429 22183 31385
2020 53575 59018 26974 23013 34288 46280
2025 82616 86500 42197 34189 52518 67614
2030 126653 126242 65574 50704 79921 98165
2033 164431 159162 85811 64625 103273 123256
Apart from the above traffic projections based on the econometric method, the
projection has been done by considering the conservative traffic growth rate of 5% per
annum for all categories of vehicles. The projected traffic with 5% growth is presented in
Table 4.20 below.
Table 4.20: Projected Volume for the existing Road Based on the 5% growth
km-626/000 of NH 47 km-11/000 of NH 47B km-646/400 of NH 47
Year
Vehicles PCU Per Vehicles PCU Per Vehicles PCU Per
Per Day Day Per Day Day Per Day Day
2005 12460 16323 8111 12777 5971 6225
2006 13083 17139 8517 13415 6270 6536
2010 15903 20833 10352 16306 7621 7945
2015 20297 26589 13212 20812 9726 10140
2020 25904 33935 16863 26562 12414 12941
2025 33061 43310 21522 33900 15843 16516
2030 25904 33935 27468 43266 20221 21080
2035 53853 70548 35057 55219 25807 26903
5.1.1 General
The project stretch of Package-II consists of 2 parts
(i) NH 47 from Kerala - Tamil Nadu Border to Nagercoil and further it joins the
proposed NH 7 bypass for Kanyakumari and
(ii) Nagercoil to Kavalkinaru of NH 47B falling under NHDP Phase III.
The alignment generally runs through rolling and highly undulating terrain requiring
heavy cutting and filling at several locations, especially in the new alignment portion
upto km-71/293. There after the alignment runs through paddy fields and wet lands.
The alignment of NH 47 crosses southern railway broad gauge main line from
Thiruvananthapuram to Kanyakumari at km 58/445 (Railway chainage 265/365). Also
the alignment crosses the Nagercoil - Tirunelveli railway line at km 83/495 (Railway
chainage 292/700). Along NH 47B Nagercoil - Tirunelveli railway line crosses at km-
05/420.
The alignment after crossing the Kerala border at km 43/000 at Manjamkuzhi proceeds
through areas of Adakkakuzhi, Pirakode, Kuluvilai and finally crosses Tamraparani river
at km 48/183. The alignment is taken through less built up areas and through low
contour avoiding high cutting. The alignment cuts some of the local roads and it passes
mainly through rubber estates and paddy fields.
km 49/000 to km 58/450
km 58/450 to km 65/000
km 65/000 to km 71/293
The alignment passes through banana plantation and cuts Aluvarcoil – Manjanuvila
road connecting existing NH 47 at km 620 at Thackalai. Then it crosses river Valliyar at
km 66/860 and runs through less built up areas of Pandaravilai, Puchikad and cuts
Villukuri canal and joins the existing NH 47 at km 626/187. The major length of the
alignment is generally passing through banana and coconut plantations.
After joining the existing NH, the alignment follows the existing NH up to km 72/080 and
then deviates to left before Chungankadai village.
km 72/080 to km 82/181
The alignment runs through paddy fields and foothills of Chungankadai, after the
alignment crosses Puthery – Vadaserry road. Further it crosses Palayar River (km
79/800) and Teraikkalpudur road and joins NH 47 B at km 82/181 at Ozhukinsseri.
km 82/181 to km 88/800
After crossing NH 47B the alignment of proposed NH 47 goes through paddy fields and
crosses Nagercoil – Tirunelveli railway line at km 83/495 and runs through
Karuppukottai, Therur villages. This portion of alignment runs north of Nagercoil and
Suchindram and joins NH 47, at km 88/800 (km 642/800) near Manavila junction.
It is proposed to widen the existing highway in this stretch on right side as there is a
canal, buildings and shops on left side and the alignment deviates from NH at km
92/100.
km 92/100 to km 96/714
From km 92/100 the alignment deviates towards the south bypassing heavily built up
Kottaram village and meets at km 231/653 of NH 7 Kanyakumari Bypass terminating the
NH 47 chainage at km 96/714. The alignment generally runs through paddy fields.
From km 651/600 to km 653/000, it is proposed to retain the existing two lane as it is.
Since the Bypass has already been proposed to Kanyakumari that woul serve the
purpose of traffic to reach end point at Kanyakumari.
km 0/000 to km 2/000
The alignment of NH 47B cuts the proposed Nagercoil bypass of NH47 at km 82/181.
the alignment starts at 0.205km before the junction of NH 47B and NH 47 (new
alignment) and continues up to 0.6 km of existing NH 47B. Further it deviates towards
left crossing paddy fields and cuts Teraikkalpudur-Thirupathisaram road, and proceeds
further to cross existing NH47B at km 2/000 .The alignment runs through paddy fields
and less built up areas. The existing road for a length of 600m is used by widening
towards right.
km 2/000 to km 5/000
The entire alignment runs through paddy fields and coconut plantation and crosses
Puttanar canal at km 3/500 and passes through paddy fields, crosses a small stream
and proceeds through open lands near Viramartandanpuram.
km 5/0 to km 6/0
km 6/0 to km 7/0
It runs through cultivated land on the left side and the foothills of Tekkumalai Reserve
Forest on the right side carefully avoiding the Forest Land. Then it crosses Murungur -
Thirumalipuram road at km 6/100 and Thovalai channel at km 6/250.
km 7/0 to km 8/0
The alignment passes through barren land close to the foot of the hills (avoiding
Tekkumalai West Reserved Forest) and it runs through dry land and garden lands
almost parallel to railway line cutting some streams nearby. The alignment is going
away from the built up area at Thovala.
km 8/0 to km 9/0
The alignment runs through coconut and banana plantations. Then It crosses asphalted
road leading to Thovala railway station.
km 9/0 to km 11/0
It runs through coconut, mango and banana plantations, and crosses a BT road at km
10/500 leading to Muthunagar. It crosses the Devasagai Malai- Arulvaimozhi -.road at
km 11/0.A Number of brick kilns are located on either side of the alignment.
km 11/0 to km 12/0
The alignment runs through coconut plantations, babool bushes, flower gardens and dry
lands avoiding windmills on either side.
km 12/0 to km 14/0
It passes through coconut and cashew plantations and dry lands and crosses a BT road
at km 13/200 leading to MGR Nagar. It also passes through wind mill farms.
km 14/0 to km 15/0
It passes through dry lands and babool bushes and crosses Muppandal-Kumarapuram
road at km 14/900 and runs through wind farms area avoiding wind mills, avoiding the
windmill structures.
km 15/000 to km 16/376
It passes through wind mill farm area and proceeds to meet NH 7 at km 211/600.
Great care has been taken while fixing the alignment to avoid major built up areas,
religious structures, tanks etc. Over and above suggestion by peoples representatives
and other public figures has been critically examined and changes effected wherever
possible without compromising geometrics of the alignment. In brief, the alignment is
feasible, economical and technically sound. Also adequate access to local public has
been provided with service roads / underpasses, pedestrian, cattle crossings, etc. The
summary of the proposed widening or new alignment details are presented in Table 5.1
below.
builtup area of
Chungankadai
Revised chainage km 75/293.990 = Design chainage km 75/315.172
75/315.34 82/580 New Formation
Revised chainage km 82/580.702 = Design chainage km 82/550.00
82/550 88/600 New Formation
88/600 89/200 Right
89/200 89/450 Curve improvement on RHS
89/450 91/450 Right
91/450 91/550 Curve improvement on RHS
91/550 91/750 Right
91/750 91/900 Curve improvement on RHS
91/900 92/150 Right
92/150 96/713.59 New Formation
NH 47B
0/000 1/159 New Formation
Revised chainage km 1/159.883 = Design chainage km 0/900.00
0/900 16/376 New Formation
5.3 Geometrics
The proposal involves new construction of four-lane highway for entire length except for
small length where the existing road will be improved to Four lane standards. As per the
design adopted in FDPR, design speed of 100km per hour is considered for geometric
designs. Minimum radius of horizontal curves provided is 400m. Maximum super
elevation of 7% and maximum gradient of 3.3% is provided
2. The existing culverts and medium bridges are proposed to be widened to 4-lane
road way width in accordance with the cross sections of the road.
3. The vent height and span length of the existing bridge are maintained in the
proposed bridges as shown in Vol IX Drawings.
4. Pile/Open foundation, Bank Seat abutments and circular piers are provided for
the proposed medium bridges.
5. The bank seat abutment walls are continuous in the median portion to retain
earth and for safety.
6. New Six Lane major bridge is proposed at Thamprapani river location and its
details are given in Vol IX drawings.
The Overpasses are provided with precast PSC girder with bank seat abutment
and approach ramp to retain earth. Minimum vertical clearance of overpass has
been considered as 5m and width of the structure considered as per existing
cross road.
8. New Six Lane ROBs are provide at railway line crossings with minimum vertical
clearance of km 6.525 keeping the future view of Electrified Railway engines.
OR
All the above analysis for the superstructure has been done using STAAD Pro
Software.
(c) Wind Loads, Earthquake Loads, braking loads, Temperature Effects, Water
current forces and Buoyancy forces are considered as per relevant clauses of
IRC : 6
For Earthquake Design, the structure is considered in Zone III as per IS:1893
(d) Design has been carried out using Moderate conditions of exposure as per
IRC:21
5.5.3 Materials
Foundation
Concrete Grade : M35(for major bridge/ROB/underpass/ overpass);
M30 (for minor bridge and cross drainage structure)
Reinforcement : HYSD of grade Fe415
Superstructure
Concrete Grade : M40 (PSC girder & RCC Deck slab)
M30 (RCC girder & Deck Slab)
Reinforcement : HYSD of grade Fe415
Crash Barrier
Concrete Grade : M40
Reinforcement : HYSD steel of grade Fe415
Approach Slab
Concrete Grade : M30
Reinforcement : HYSD steel of grade Fe415
5.5.4 Bearing
Neoprene bearing for slab superstructure and Pot-cum- PTFE bearing for girder
superstructure has been adopted.
5.5.7 Approach
Earth wall Embankment shall be adopted for the approaches.
5.5.8 Structure
All the salient features of the structures are maintained as per the general arrangements
drawing accordingly.
the existing road where widening is proposed, only on the proposed widening side. But
incase of new formation structures will be 6-lane width.
Table 5.4: List of Box Culverts Proposed for Improvement or New Construction
Existing
Structure Proposed Structure Details
Details
Design
Waterway (m)
Total width of
Total width of
Ground Level
Structure (m)
Structure (m)
Height From
Road Top to
Sl.
Height (m)
Chainage Remarks
Opening
No.
Linear
(km)
(m)
Existing
Structure Proposed Structure Details
Details
Design
Waterway (m)
Total width of
Total width of
Ground Level
Structure (m)
Structure (m)
Height From
Road Top to
Sl.
Height (m)
Chainage Remarks
Opening
No.
Linear
(km)
(m)
2 45/91 3.0 3.5 37 New Construction
3 50/82 3.0 3.5 25 New Construction
4 51/18 3.0 3.5 25 New Construction
5 52/75 2.0 2 25 New Construction
6 53/8 3.0 3.5 25 New Construction
7 54/04 3.0 3.5 25 New Construction
8 55/25 3.0 3 25 New Construction
9 55/525 2.5 2.5 25 New Construction
10 56/396 4.5 3.5 37 New Construction
11 57/48 2.5 2.5 37 New Construction
12 59/14 2.0 2 37 New Construction
13 60/000 2.5 2.5 37 New Construction
14 60/2 3.0 3 25 New Construction
15 60/727 2.5 2.5 25 New Construction
16 65/75 3.0 3 25 New Construction
17 67/55 3.0 3 25 New Construction
18 68/03 2.0 2 25 New Construction
19 71/15 3.0 3 25 New Construction
20 71/825 2.6 2.0 3 37 Reconstruction
21 72/205 12.20 3.3 2.0 3 25 Repair and Widening
22 72/400 2.0 2 25 New Construction
23 72/505 2.0 2 25 New Construction
24 73/520 3.0 3 25 New Construction
25 73/920 1.5 1.5 37 New Construction
26 74/200 1.5 1.5 37 New Construction
27 75/404 2.0 2 37 New Construction
28 75/8 2.5 2.5 25 New Construction
29 80/25 2.5 2.5 25 New Construction
30 84/232 2.0 2.0 37 New Construction
31 84/452 2.0 2.0 37 New Construction
32 84/925 2.0 2.0 37 New Construction
33 85/185 2.0 2.0 37 New Construction
34 86/000 2.0 2.0 37 New Construction
35 87/500 2.0 2.0 37 New Construction
36 88/008 2.0 2.0 37 New Construction
37 88/273 2.0 2.0 37 New Construction
38 88/964 1 1 2.0 2.0 25 Reconstruction
39 89/075 1.1 1 2.0 2.0 37 Reconstruction
40 89/508 1 0.9 2.0 2.0 37 Reconstruction
Existing
Structure Proposed Structure Details
Details
Design
Waterway (m)
Total width of
Total width of
Ground Level
Structure (m)
Structure (m)
Height From
Road Top to
Sl.
Height (m)
Chainage Remarks
Opening
No.
Linear
(km)
(m)
41 89/729 1.2 1.2 2.0 2.0 37 Reconstruction
42 91/800 1 1 2.0 2.0 37 Reconstruction
43 91/953 1 0.9 2.0 2.0 25 Reconstruction
44 92/245 2.0 2.0 25 New Construction
45 92/450 2.0 2.0 37 New Construction
46 93/166 2.0 2.0 37 New Construction
47 94/206 2.0 2.0 37 New Construction
48 94/565 2.0 2.0 37 New Construction
49 96/341 4.5 3.5 37 New Construction
NH 47B From km 00/000 to km 16/400
50 0/762 2.0 2 25 New Construction
51 2/190 3.0 3 25 New Construction
52 2/625 2.0 2 25 New Construction
53 4/110 3.0 3 25 New Construction
54 6/700 3.0 3 25 New Construction
55 7/250 2.5 2.5 25 New Construction
56 7/925 3.0 3 25 New Construction
57 8/066 2.0 2 25 New Construction
58 8/772 2.0 2 25 New Construction
59 10/640 2.0 2 25 New Construction
60 11/750 2.0 2 25 New Construction
61 12/250 2.0 2 25 New Construction
62 12/736 2.0 2 25 New Construction
63 13/500 2.0 2 25 New Construction
64 14/800 3.0 3 25 New Construction
Table 5.5: List of Pipe Culverts Proposed for Improvement or New Construction
Culverts (m)
Road Top to
Sl.
Diameter of
Total width
of Culverts
Height (m)
Chainage Remarks
Proposed
Level (m)
Opening
Ground
No And
No.
(km)
(m)
Height From
Road Top to
Culverts (m)
Sl.
Diameter of
Total width
of Culverts
Height (m)
Chainage Remarks
Proposed
Level (m)
Opening
Ground
No And
No.
(km)
(m)
4 44/189 2 x 1.2 1.2 New Construction
5 44/6 2 x 1.2 1.2 New Construction
6 45/5 2 x 1.2 1.2 New Construction
7 46/24 2 x 1.2 1.2 New Construction
8 46/5 2 x 1.2 1.2 New Construction
9 47/86 2 x 1.2 1.2 New Construction
10 48/7 2 x 1.2 1.2 New Construction
11 49/25 2 x 1.2 1.2 New Construction
12 49/539 2 x 1.2 1.2 New Construction
13 50/95 2 x 1.2 1.2 New Construction
14 51/45 2 x 1.2 1.2 New Construction
15 51/8 2 x 1.2 1.2 New Construction
16 52/275 2 x 1.2 1.2 New Construction
17 56/00 2 x 1.2 1.2 New Construction
18 56/602 2 x 1.2 1.2 New Construction
19 57/759 2 x 1.2 1.2 New Construction
20 58/00 2 x 1.2 1.2 New Construction
21 58/714 2 x 1.2 1.2 New Construction
22 58/864 2 x 1.2 1.2 New Construction
23 60/5 2 x 1.2 1.2 New Construction
24 62/58 2 x 1.2 1.2 New Construction
25 63/3 2 x 1.2 1.2 New Construction
26 64/5 2 x 1.2 1.2 New Construction
27 64/75 2 x 1.2 1.2 New Construction
28 65/5 2 x 1.2 1.2 New Construction
29 66/265 2 x 1.2 1.2 New Construction
30 68/8 2 x 1.2 1.2 New Construction
31 69/135 2 x 1.2 1.2 New Construction
32 69/540 2 x 1.2 1.2 New Construction
33 70/65 2 x 1.2 1.2 New Construction
34 71/26 12.25 1.95 2 x 0.9 0.9 Repair and Widening
35 72/900 1 x 1.0 1.00 New Construction
36 73/200 1 x 1.0 1.00 New Construction
37 74/450 1 x 1.0 1.00 New Construction
38 74/600 1 x 1.0 1.00 New Construction
39 76/6 2 x 1.2 1.2 New Construction
40 77/65 2 x 1.2 1.2 New Construction
41 78/25 2 x 1.2 1.2 New Construction
42 78/8 2 x 1.2 1.2 New Construction
Height From
Road Top to
Culverts (m)
Sl.
Diameter of
Total width
of Culverts
Height (m)
Chainage Remarks
Proposed
Level (m)
Opening
Ground
No And
No.
(km)
(m)
43 79/25 2 x 1.2 1.2 New Construction
44 79/75 2 x 1.2 1.2 New Construction
45 79/85 2 x 1.2 1.2 New Construction
46 79/95 2 x 1.2 1.2 New Construction
47 81.000 2 x 1.2 1.2 New Construction
48 81/425 2 x 1.2 1.2 New Construction
49 81/75 2 x 1.2 1.2 New Construction
50 82/574 2 x 1.2 1.20 New Construction
51 83/688 2 x 1.2 1.20 New Construction
52 84/097 2 x 1.2 1.20 New Construction
53 86/625 2 x 1.2 1.20 New Construction
54 90/111 11.25 1.4 1 x 0.9 0.90 Repair and Widening
55 90/153 12.38 1.6 1 x 0.9 0.90 Repair and Widening
56 90/301 11.92 1.6 1 x 0.9 0.90 Repair and Widening
57 90/435 12.61 1.8 1 x 0.9 0.90 Repair and Widening
58 90/564 12.92 1.9 1 x 1.0 1.00 Repair and Widening
59 90/883 12.13 0.9 1 x 0.9 0.90 Repair and Widening
60 92/925 2 x 1.2 1.20 New Construction
61 93/672 2 x 1.2 1.20 New Construction
62 94/800 2 x 1.2 1.20 New Construction
63 95/194 2 x 1.2 1.20 New Construction
64 95/435 2 x 1.2 1.20 New Construction
65 95/777 2 x 1.2 1.20 New Construction
66 96/200 2 x 1.2 1.20 New Construction
NH 47B From km 00/000 to km 16/400
67 1/050 10x 1.2 1.2 New Construction
68 1/488 2 x 1.2 1.2 New Construction
69 1/825 2 x 1.2 1.2 New Construction
70 3/390 2 x 1.2 1.2 New Construction
71 3/725 2 x 1.2 1.2 New Construction
72 4/650 2 x 1.2 1.2 New Construction
73 5/250 2 x 1.2 1.2 New Construction
74 5/850 2 x 1.2 1.2 New Construction
75 7/840 2 x 1.2 1.2 New Construction
76 8/180 2 x 1.2 1.2 New Construction
77 11/130 2 x 1.2 1.2 New Construction
Additional tests
This was supplemented by in-situ evaluation of Sub-grade using ‘’field density tests’’/
DCPT (dynamic cone penetration test apparatus). Based on field DCPT values recorded,
field CBR was calculated using the TRRL formula. Pavement & sub-grade investigation
report with relevant details are furnished separately. It is to be noted that CBR values
deduced thereof using the formula are merely representative of subgrade conditions at
the time of investigations.
Analysis of test results from the three gravel quarries identified for NH 47 and one for
NH 47/B intended for sub-bases indicates a soaked CBR value of above 8. Hence in-
situ gravel from these quarries could also be considered for the respective packages.
For comprehensive details, reference shall be made to Material Report.
7.2 Objectives
The objectives of the EIA include:
Table 7.2: ‘Hot Spots’ identified during Environmental / Social Screening Analysis
Sl. Design Chainage
Remark
No. (km)
NH 47
1 43.000 – 45.000 Coconut plantation, rubber estate
Rubber estate, Tambraparni River at km 48.186,
2 45.000 – 50.000
Tambrakulam Pond at km 49.500
Rubber Estate, coconut Plantation, Pudukalam Pond in
3 50.000 – 55.000
Nattalm village at km 54.625
The EMP is prepared for avoidance, mitigation and management of the negative
impacts of the project. It also covers remedial measures required to be taken for hot
spots. EMP includes the list of all the project related activities, their chainage wise
impacts at different stages of project during pre-construction phase / design phase,
construction phase and operational phase on environment and remedial measures to be
undertaken to mitigate these impacts.
NH 47B from Nagercoil to Kavalkinaru where it joins NH 7 has been provided with a new
alignment except for an initial length of 600m. It starts near the junction of Nagercoil
Bypass (km 82/181 of NH 47) and existing NH 47B.
M/s. SECON Pvt. Ltd has been entrusted for preparation of Detailed Project Report for
both stretches as a combined project
The report is Project Specific and covers the Resettlement Action Plan for the affected
people along the proposed ROW.
The project is divided into two packages. Package I pertains to the road stretch falling in
Kerala State and Package II for Tamil Nadu area. This report is pertaining to Package II
i.e. from Karode (Kerala/Tamil Nadu Border) to Kanyakumari (End of Kottaram Bypass
joining with Proposed NH 7 Bypass for Kanyakumari) and NH 47B from Nagercoil to
Kavalkinaru in the State of Tamil Nadu.
8.2 Objectives
The resettlement plan has been prepared keeping the following broad objectives:-
The aim of the survey is to establish the impact of the proposed project, number of
project-affected persons, type of perceived impacts, people’s concern, ways of
mitigation, socioeconomic scenario of the area and the basic situation analysis. It also
helped in establishing the types of affected persons and types of loss.
Titled structure owners falling within the proposed corridor were captured in the survey.
Structures partly or wholly within the corridor were surveyed. Social strip mapping
involved capturing all structures and constructions partly or wholly within the ROW. This
helped in discussing alignments with people and design team.
Sample socio-economic survey was conducted in the area traversed by the project to
understand the conditions of the people. This helped in establishing the monitoring
parameters, which would be used to study the project impact on the socio-economic
conditions of the people.
Table 8.1: Project Affected Families & Persons In Terms of Project Impact
Type of Loss No. of PAFs No. of PAPs
Agricultural land 5358 26790
Structures - Residential and Commercial 558 2790
Structures – Industrial 1 5
Total 5917 29585
According to the census data structure owners (558 nos.) form the second largest group
of the affected persons apart from agricultural landowners (5358 nos.). The
encroachers are the residential and commercial structure owners who have extended
their structures close to the edge of the road in the project area.
Apart from the families losing agricultural land and structures (residential, residential-
cum- commercial, commercial), 10 nos. of squatters & encroachers and 04 nos. of
tenants are going to be affected along the proposed alignment. The encroachers are
those who have extended their property line onto govt. land; and therefore have been
categorized as non-titleholders. It is only the portion of the property on the Govt. land,
which is getting affected.
It is contemplated to acquire land for a width of 60m ROW in Tamil Nadu. Private land
acquisition is more compared to the government land acquisition. The private land to be
acquired is mostly agricultural land followed by Dry land. The details of land acquisition
within proposed ROW is presented in Table 8.4 below.
The owners of the landholdings to be acquired may have other source of income; but it
is likely that this acquisition would cause partial loss of income for these families. The
replacement cost/compensation will be paid as per the entitlement matrix by the
competent authority.
tombs and small temples, police station, bus stops, Clinics, cattle sheds etc. will also be
lost. These lost public structures will be replaced, prior to their actual demolition at new
sites. Further, NGO will continue the dialogue with Panchayat officials and will procure
No Objection Certificate. Details of community structures such as temples, shrines etc
and government Structure are shown in the Table 8.5 below
The NHAI will establish an R & R Cell under the Project Implementation Unit (PIU). The
project Director will head the R & R Cell (PIU), who will be supported by Resettlement
and Rehabilitation officer. The NHAI will engage experienced NGOs for implementation
of RP activities and to coordinate with other departments, which are stakeholders in the
project. The NGOs will also be involved to organize and conduct training programs,
awareness campaigns, verification of PAFs and their assets, help in settling the disputes
etc. The PIU-R & R Cell will be assisted by committees at district level in resolving
issues of disputes and in implementing the Resettlement Plan.
The Mixing Plant location has been fixed at km 70/800 and rates have been worked out
based on Plant location. The data for unit rates for the construction materials not
contemplated in the MoRT&H revised data book or in the NH schedule of rates or PWD
schedule of rates, are worked out based on local enquiries / market rates or through
quotations.
9.3 Materials
9.3.2 Sand
Sand is to be transported from the quarry in Sevalaperi village of Tirunelveli District with
a lead of 102 km.
9.3.3 Gravel
Gravel has to be brought from Tharathattu, and Vyakulamuthu quarries with an average
lead of 15.5 km.
9.3.5 Cement
Market rates prevailing in Tamil Nadu have been adopted in the project road.
9.3.6 Steel
Market rates prevailing in Tamil Nadu has been adopted.
As the project road runs in coastal area from beginning to end and the structures are
subject to severe corrosion, it is proposed to provide anti corrosive coating to all the
steel used in RCC structures. Only High Corrosion Resistance Material Steel
reinforcement shall be used for all the structures.
9.3.7 Bitumen
Rates for various grades of Bitumen including emulsions have been obtained from
nearest Oil Companies and used in rate analysis.
9.3.8 Labour
Rates for all skilled and unskilled labour are based on NH schedule of rates or PWD
schedule of rates.
In high cut portions Soil Nailing is proposed and the rates upto 8m height, upto 12m
height and upto 16m height are analysed. The rates are analysed based on the services
provided by specialized and approved contractors.
1. Concentric widening of existing two lane road to four lane with central median,
paved and earthen shoulders service roads, drains etc.
2. One side widening of the existing two lane to four lane width with paved and
earthen shoulders with a provision of open drain in between main carriageway
and service roads.
3. Construction of new four lane divided carriageway with paved and earthen
shoulders on either side with service roads at identified locations.
Embankments have been provided with a relative compaction of not less than 95% of
Dry density. A minimum sub-grade of 500mm thick of good materials from borrow areas
with a relative compaction of not less than 98% of dry density has been provided over
the compacted embankment.
The GSB layer having LL and PI value of not more than 25 and 6 respectively have
been proposed over the entire formation width of sub-grade to facilitate drainage.
Granular base such as WMM is provided over the GSB.
It is proposed to provide Pavement Quality Concrete (PQC) for the entire Toll lay out
zone with M 40 grade supported by dry lean concrete of M15.
Pavement design for new alignment, existing road (same as new pavement) and service
road has been done and the compositions of various layers are provided in Table 9.2
and 9.3 below:
For improving these major and minor junctions, the cost estimate has been worked
based on the typical design of junctions.
The total cost of Land Acquisition based on the market rate and compensation for
structures based on the RAP has been summarised in Table 9.4 below.
9.4.6 Contingencies
A provision of 3 % of the construction cost has been considered as unforseen
contingency items. The following items have been brought under the head of
contingency.
9.4.8 Landscaping
To make certain locations free from eyesore, provision for landscaping has been made
@ 1% of the construction cost.
The work on above packages is expected to commence by mid 2008 and programmed
for completion within 30 months in phases as given below:
1st Year = 30 %
2nd Year = 50 %
3rd Year = 20 %
The evaluation is carried out by adopting incremental cost analysis with discounting
cash flow technique. The financial cost is converted into economic cost by adopting
shadow pricing factor as recommended in IRC SP 30 Manual. The updated Road User
Cost Study of MoRT&H carried out by CRRI, 2001 has been followed in estimating the
economic benefits. Benefits considered are savings in Vehicle Operating Cost (VOC)
and savings in value of time arising out of the proposed road widening, strengthening
and improvement from 2 lanes to 4 lanes configuration. Annual maintenance and
periodic maintenance like overlay has been considered. The incremental cost and
benefits are estimated under “with” and “without” project situation to estimate the net
benefit that accrues to the project, which is discounted to estimate EIRR, NPV and B/C
ratio. In addition, sensitivity analysis on the base case has also been carried out for the
following cases to assess the project related risks.
In line with the practice in India, we have evaluated the viability with and without time
value to indicate the economic viability under both the conditions.
The Corridor passes through many hamlets and urban settlements enroute. The existing
configuration is mostly 2 lanes with earthen shoulder, although paved shoulders are
found here and there. As a consequence, there is congestion along the road and there
is speed and time delay. The condition of road surface is good.
With the increase in traffic, there is a need to upgrade, strengthen and widen the current
configuration from 2-lane to 4-lane. Heavy built-up areas along both sides of the
Corridor restrict widening at most locations. Therefore, the proposal encompasses new
alignment for most portion of the Corridor including bypasses for built-up areas. It may
be noted that cross-country new alignment is proposed to the extent that is required in
order to avoid human settlements that is congested along the stretch, which is not cost
effective for land acquisition or where acquiring land is not feasible at all. The existing
alignment is utilized to the maximum, wherever feasible.
The current practice of annual and periodical maintenance at 5 yearly intervals has
been incorporated in the project evaluation with appropriate costs. A roughness of
500mm per km is assumed as the deterioration rate for the existing and new pavement
in the evaluation model.
The details of the project corridor are given in Table 10.1 below:
10.2 below. However for the analysis purpose the traffic at section 3 has been
considered without reducing the traffic as project itself is different in nature when
compared with other projects. Hence the benefit due to project implementation has been
considered as combined for existing and proposed road.
Table 10.2: Base Year Traffic Volume considered for Economic Evaluation
Peak Hour
Two- Auto/ Car Total
Year Bus HCV MAV LCV Total Traffic
Wheeler Tempo (NT) PCU
(PCU)
Section-3 4,262 554 2,993 1,428 1,201 975 1,384 12,798 1,273 19,891
Section-5 2,299 421 1,516 1,083 1,332 239 1,108 7,998 363 12,966
Section-4 2,503 371 1,347 630 99 7 576 5,533 423 5,962
Forecast growth rate for the above vehicle type are presented in Table 10.3 given below.
The estimated capital investment is spread over a period of two and half years from
2008 at a proportion of 30%, 50% and 20% during 2008, 2009 and 2010. It is expected
that the new highway will be opened up for traffic in 2010 and the benefit is expected to
accrue from 2010. Accordingly, the estimated economic cost is distributed over these
three years. The estimated cost has been inflated with inflation of 5% per annum and for
2.5years time period in order to arrive at the preset rate and same is used in the
analysis.
The average annual maintenance cost is Rs. 0.25Million/Km and Rs. 0.4Million/Km
without and with project situation. Similarly the periodic maintenance taken at 5 yearly
intervals is Rs. 2.5.0Million/Km and Rs.4.5Million/Km for without and with project
situation. The cost of Structural Overlay at the end of 15th year is estimated as
Rs.3.5Million/Km for without project situation and Rs. 6.0Million/Km for with project
situation.
It may be noted that the capital cost includes land acquisition cost and some element of
social and environmental costs, which are included in the project cost.
There are other indirect benefits such as social benefits in terms of savings in life
(prevention of accident due to improved geometry), citizens riding comfort due to
improved maintenance practice, and increase in value of property adjacent to the
project corridor.
All the above costs constitute variable cost portion of the VOC estimate. The time
related cost components of VOC includes:
Fixed cost
Depreciation
Wages
The above cost components are estimated for each vehicle type and for each section
corrected for congestion levels, as the cost component estimates are under free flowing
conditions. Therefore, congestion factors have been estimated for distance related and
time related separately. These factors are corrected for congestion level (Factor of 0.8)
and finally VOC per km of distance is estimated for each of the vehicle types and
packages. The distance and time related congestion factors are assumed not to exceed
2 or less than 1, as recommended by the IRC Guidelines.
The factors that affect the Vehicle Operating Cost (VOC) are speed, road roughness
and carriageway width. These factors are calibrated for “with” and “without” project
situation to estimate the VOC “with” and “without” project situation.
The speed flow equations as updated in 2001 by CRRI have been used to estimate the
speed with given forecast traffic on the Corridor by Sections, taking in to account the
condition of pavement, type of terrain and carriageway width. As the estimated speed
based on these equations is under free-flow conditions, we have calibrated the speed
for the observed speed using distance related congestion factors and time related
congestion factors, which are estimated using the relationships as given in the Updated
RUCS, 2001.
The road roughness of the existing pavement is from the actual survey carried out and
for the with project situation, it is assumed that on completion of construction, it will have
a roughness of about 2000 mm/km. As a standard practice the pavement deterioration
rate for “without situation” is always higher than “with project situation”, due to pavement
quality and varying maintenance practice. Accordingly, we have assumed the pavement
deterioration rate at 500mm/Km for the existing pavement and 500-mm/ km per year for
the new pavement.
Carriageway width is 7 m wide with earthen shoulders for the existing road and for the
proposed Corridor, it is 4 lane divided carriageway. The highway capacity assumed for
estimating volume capacity ratio is based on IRC recommended values. The peak hour
traffic capacity of 2 lane highways with earthen shoulder is 1500 PCU and for the 4-lane
divided carriageway with paved shoulder is 4,000 PCU, as per IRC 64-1990.
Rise and fall is assumed at 10 m/Km, on an average for all the Sections. Although it
could vary between sections.
Based on the above-calibrated results as input, the VOC has been estimated for each
type of motorized vehicles.
10.8 Conclusion
From the analysis it is found that the project implementation will benefit the road user in
terms of sensitivity only in Case 1. However, from Case 2 to Case 3 project is partially
viable. In case-4, project is not viable. But considering the direct and indirect benefits it
would be reasonable to recommend taking up the project for implementation.
In case the project is not found to be viable on BOT, an assessment is made of the
extent of grant from NHAI, which can make the project viable.
In all the above cases discounted cash flow analysis is used to calculate values of
financial Internal rate of return (FIRR) and Net present Value (NPV).
The viability of the project from point of view of all the Stakeholders is ascertained based
on comparing the values of FIRR, NPV, Payback and DSCR obtained from the analysis
with the pre defined hurdle rates. The analysis is carried out for the following scenarios.
The financial analysis has been carried out for the package but the revenue from toll
collection has been considered for the section based on the traffic variations with the
above-mentioned different scenarios. The details of the package are given in Table 11.1
below:
The total civil construction cost of each Package has been calculated based on 2008
prices. The Construction period is assumed to be 2.5 years starting from mid of 2008.
For purpose of analysis, the civil construction costs for the total package has been
spread over the construction period based on the percentage of progress proposed to
be achieved in each year namely 30%, 50%, and 20%.
The base costs have been escalated at the rate of 5% to obtain actual costs in the years
of expenditure in line with the current trend of WPI growth.
11.2.3 Contingencies
Based on the past experience as well as taking into account NHAI norms a reasonable
figure of 3% is assumed for Contingencies and supervision
As per the new toll policy the toll rates can also be fixed based on the type of project
and its cost. Presently the toll rates have been fixed based on the Clause 4 (f) of new
Toll Policy. The arrived toll rates for the package are given in Table 11.3 below.
The Toll rates for year 2007 have been escalated @ 5% per annum to year 2011 when
the carriageway will be open to traffic. The toll charges adopted for each category of
vehicle for the total road length rounded off to nearest rupee.
11.4 Traffic
In the investigation and survey stages, traffic volume counts have been conducted on
the project corridor during Nov-2004 at three locations and numbers of vehicles that can
be tolled are assessed for the package. Tollable traffic for the package in terms of AADT
with base year as 2004 is given in Table 11.5 below.
Table 11.5: Base Year Traffic for the Package-II : Tollable Traffic
Traffic Survey Year of Survey 2004
Details, AADT and NH 47 at km NH 47B at km NH 47 at km
Year 626/00 11/00 646/00
Car 2993 1516 1347
LCV 1081 859 487
Mini-Bus 313 256 91
Bus 1473 1117 651
2-Axle 1201 1332 99
3-Axle 160 171 5
MAV 7 55 0
11.4.1 Traffic Growth rates
For the financial analysis purpose the traffic growth is not based on the traffic forecast
based on the economy. But to be on conservative a traffic growth of 5% per annum as
suggested by Planning Commission has been adopted.
An escalation of 5% per annum has been applied on toll charges to take care of inflation,
which is reflected in toll revenue projections.
A discount 50% has been considered in traffic volume and hence revenue to allow for
traffic leakage, local traffic, traffic using existing road and exempted traffic. Hence only
50% of the traffic will be exempted from paying toll because of existing road for
Package-II.
11.6 Tax
Section 80-A permits tax holiday for a period of 10 consecutive years in a block of 20
years. The corporate tax rate assumed for calculation is 33.66%. Minimum Alternate
Tax (MAT) of 11.22% has been assumed on book profits.
Debt in the form of long-term loans from financial institutions. Interest rates on these
loans would be determined by prime lending rates and creditworthiness and track
record of the Concessionaire/borrower
Equity in the form of Concessionaire’s own funds
Usually for such capital-intensive projects where the project outlay is large the
Concessionaire normally chooses a larger component of debt and smaller component of
equity typically in the ratio of 70:30 to optimize Concessionaire returns.
In case the calculated returns with the above debt to equity mix are below the required
rates, Concessionaire has the option to seek NHAI grant in the form of a subsidy. The
NHAI grant is spread over the Construction and operating period.
11.8 Expenses
Expenses are of two types depending upon the period in which they are incurred
namely Construction period expenses and Operation and Maintenance period expenses.
The total project cost includes construction cost and expenses during construction
period.
11.8.2 Expenses during Operation and Maintenance Period
Toll Collection expenses
Administrative expenses for day to day operation
Maintenance expenses which include routine and periodic maintenance
Interest expense on debt
The Concessionaire has the right to collect toll by operating and maintaining toll plazas
or else by subcontracting the same to a third party. The analysis assumes that the
Concessionaire would operate and maintain toll plazas himself. Two toll plazas for the
package has been assumed. The toll plaza expenses are given in Table 11.6 below.
The estimate for the routine maintenance and periodic maintenance per km is given in
Table 11.7 below.
Right of Way (ROW) is kept as 60m generally in the entire stretch. However, extra land
is required for junction improvements, high embankments etc. depending on site
conditions. The alignment runs through cultivated land and uses the existing NH 47 for
about 4km length and rest of the alignment is new formation.
The project section starts from Kerala/Tamil Nadu Border at Karode village at design
Chainage of km 43/000 and continues further in Tamil Nadu state and rejoins the
existing NH 47 at km 626/187 (existing chainage) and deviates at 627/000 (existing
chainage) bypassing Chungankadai, Nagercoil and Sucheendram rejoining the existing
NH 47 at km 642/800. From km 642/800 it follows the existing road up to km 646/238
and deviates on RHS for bypassing Kottaram built-up area and joins NH7 Bypass at
Kanyakumari (km 231/653 of NH7).
The NH 47B from Nagercoil to Kavalkinaru where it joins the NH 7 has been provided
with a new alignment except initial length of 600m starting just before the junction of
Nagercoil Bypass (km 82/181 of NH 47) and existing NH 47B.
All the new structures proposed are of 6-lane carriageway width. Only for the portion
where the existing road is utilized the proposed structures are 3 lane carriageway on the
proposed widening side. The list of the various structures and the numbers are given in
Table 12.2 below.
For the proposed alignment, a flexible pavement has been proposed for entire section
based on the commercial vehicles on the road section.
From Plate 2 of IRC: 37-2001, for CBR of 8% the following pavement thickness has
been arrived and is presented in Table 12.3 below.
The overlay has not been considered separately as only very small length of existing
road is being utilized in this package. Hence it is proposed to provide 85mm DBM and
40mm BC as overlay for strengthening the existing pavement.
Service Road
For the service road it is assumed for traffic loading of 5msa and the pavement design
has been arrived from Plate 1 of IRC: 37-2001 for CBR of 8% is presented in Table 12.4
below.
The Total Project Cost for the Package II is Rs. 851.05 Crores.