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

CONTENTS
Sl.
Description Page Nos.
No.
Executive Summary Es-1 to Es-4
1. Introduction 1-1
2. Contract 1-1
3. Project Background 1-1
4. Pavement Condition Survey 1-20
5. Road Measurement Data Acquisition System (Romdas) 1-21
6. Benkelman Beam Deflection Tests 1-23
7. Intersections and Railway Crossings 1-23
8. Cross Drainage Works 1-25
9. Hydrology of Bridges 1-25
10. Bridges and Structures 1-37
11. Reports Submitted 1-44
12. Later Developments 1-44
13. Present Status 1-44
14. Site Visit 1-44
15. Packaging 1-45
16. Traffic Surveys 1-45
17. Bypass 1-62
18. Design of Pavement 1-66
19. Preliminary Environment Assessment 1-67
20. Initial Social Assessment 1-68
21. Estimated Cost 1-68
22. Economic and Financial Analysis 1-68
23. Memorandum for PPP Appraisal Committee 1-72
24. Conclusion and Recommendation 1-73 to 1-74

Introduction
EXECUTIVE SUMMARY
0.1 INTRODUCTION
M/s Intercontinental Consultants and Technocrats Pvt. Ltd., New Delhi have been appointed
as Consultants to carryout the Feasibility Study and preparation of Detailed Project Report
(DPR) for 4/6-laning of Cherthalai to Thiruvananthapuram section of
NH-47 in Kerala State (Package No. NHDP Phase III/DL4/22). The work will be executed on
BOT basis.
0.2 CONTRACT
The Contract for Consultancy Services between M/s. ICT Pvt Ltd. and NHAI was entered
into on 08.09.2005 with the amount of consultancy contract being Rs. 2,21,69,400/-
(excluding service tax) for the entire length of proposed 4 laning in the Cherthalai-
Thiruvananthapuram section of NH-47 in the State of Kerala. Length has been divided in two
parts. Package II deals from Ochira (km 465.000) to Thiruvananthapuram
(km 551.900) section of NH-47.
0.3 PROJECT BACKGROUND
0.3.1 Earlier Stand
During the meeting taken by the Hon’ble Chief Minister of Kerala at Thiruvananthapuram on
08.11.2005, NHAI were asked by the State Govt. to carryout 4 laning within the existing 30m
width of Road (ROW) as acquisition of land was reported to be extremely difficult. M/s. ICT
were constrained to develop the x-sections of 4 laning accordingly. This had the following
inherent drawbacks:
i) Non availability of space for 4.5m wide Median as per Ministry’s / NHAI guidelines
ii) Non Provision of 1m wide earthen shoulders on both sides of the 4-lane road
iii) Only 5.5m width of service roads including 1.5m width for side drain and 0.5m for utility
services
iv) No space for stacking lane for turning traffic in medium opening for safety
v) Non availability of adequate space for utility services
vi) No space for bus bays, bus shelters, parking areas etc.
vii) No scope of future expansion
0.3.2 Reports Submitted
Feasibility report of the project was submitted to NHAI on 13.02.2006.
Draft Preliminary Project Report for Package II i.e. km 465.000 to km 551.900 was submitted
to NHAI on 12.01.2007. These reports were based on the earlier decision of 4 laning in the
existing 30m Right of way (ROW) width.
03.3 Later Developments
During the meeting taken by the Hon’ble Minister for Shipping, Road Transport &
Highways with the Chief Minister of Kerala at Thiruvananthapuram on 23rd May
2007, it was decided that 4-laning of NH-47 from Cherthalai to Thiruvananthapuram
will be carried out in 45m. Right of Way (ROW) width and NOT in 30m existing
ROW as desired by the State Govt. of Kerala. This has resulted in complete change of
design and drawings by the consultants.
Monthly Progress Report

1 - 2
• Due to change in ROW width from 30m to 45m new cross-sections
for 4-laning were developed and sent to NHAI for approval on 31.05.2007 and
06.07.2007.
• NHAI was informed that the change would involve additional inputs of survey,
extensive Land Acquisition Plans, Resettlement Plans, Environmental
Management Plans and preparation of entire design and drawings afresh.
• Case for additional cost of Rs. 94.31 Lakhs (excluding service tax) as Variation
was submitted to NHAI vide ICT letter no. ICT:436:TL:4447 dated 31.05.2007.
• NHAI was also informed on 31.05.2007 that fresh exercise would require
Extension of Time (EOT) of 8 months for preparing DPR.
0.4 PRESENT STATUS
• Approval in principle for the modified 4-lane cross-section has been received
from NHAI vide their letter no. NHAI/BOT/11012/67/2005 dated 15.11.2007.
• Extension of Time (EOT) upto 31st Jan 2008 has been approved by NHAI vide
their letter of 15.11.2007 referred to above.
• Approval for additional cost as variation is awaited from NHAI.
0.5 SITE VISIT
A site visit was undertaken by Team Leader accompanied by Senior Surveyor from
4th December 2007 to 10th December 2007. After the approval of the modified X-
sections of 4 laning by NHAI, widening schedule was finalized keeping in view the
ground situation. The abstract of widening is indicated as under:
LHS RHS Concentric Bypass* Total
Item
((km) (km) (km) (km) (km)
Package
30.910 28.980 1.680 24.000 85.570
II
* Two Bypasses at Kollam and Attingal.
Based on above, the modified alignment plans have been prepared and sent to NHAI
vide letter no. ICT: 436: TL:1523 dated 18.02.2008.
0.6 TRAFFIC
The traffic in the base year i.e. December 2005 varies from 20,135 PCU to 27,068
PCUs. The pavement has been designed for 20 years design life.
0.7 DESIGN OF PAVEMENT
Design Life : 20 Years (Flexible)
Design Traffic : 100 msa for main carriageway; 10msa for service road
Design CBR : 8%
Pavement Composition
New Pavement:
Bituminous Concrete : 50mm
Dense Bituminous Macadam (DBM) : 140mm
Wet Mix Macadam (WMM) : 250mm
Introduction
Granular Subbase (GSB) : 200mm

Overlay:
Profile Correction with DBM : 50mm
Service Road:
0.8 ENVIRONMENTAL IMPACT ASSESSMENT
The approximate cost for Environmental Mitigation measures has been worked out as
Rs. 750.00 lakhs.
0.9 SOCIAL ASSESSMENT
The estimated budget for Resettlement and Rehabilitation (R & R) is Rs. 344.44
crores including land acquisition.
0.10 ESTIMATED COST
The estimated cost (civil cost) of this package based on 2006-07 rates works out to
Rs. 912.75 crores. This has been updated to Rs. 1006.31 crores after adding
escalation for 2 years @ 5 % per annum i.e. Rs. 11.76 crores per km (Total Length =
85.57 km). After adding contingency and supervision charges and cost of shifting
utility services, environmental mitigation measures, land acquisition and resettlement
and rehabilitation charges, the cost comes to Rs. 1564.90 crores i.e. Rs. 18.29 crores
per km.
0.11 ECONOMIC AND FINANCIAL ANALYSIS
0.11.1 Economic Analysis
The results of economic analysis for the project road section from km. 465.00 to
km. 551.900 of NH-47 in the State of Kerala are indicated below;
NPV (Rs.
Option EIRR %
Million)
Four lane carriageway 42.40 23652.86
configuration of existing 2-lane
carriageway of NH-47 (With
time saving)
Sensitivity Analysis
Condition – I : 15% increase in project cost, traffic remains unchanged
Condition – II : 15 % decrease in traffic, project cost remains unchanged
Condition – III: 15 % increase in project cost & 15% decrease in traffic

1 - 4
Results (With Time Saving)
Condition IRR (%) NPV (Rs. Million)
I 38.00 22457.75
II 37.70 21705.46
III 33.90 20510.34
0.11.2 Financial Analysis

The base objective of the financial analysis is to determine whether the Build Operate
and Transfer (BOT) model is workable for the stretch Ochira to Thiruvananthapuram
(km 465.000 to km. 551.000) and if so, under what conditions
Financial Analysis has been carried out for the following scenarios.
i) Base case with no NHAI grant
ii) With 20% equity support and 20% O&M support during the concession
period, the results are indicated as under;
Post-
Equity
Sl Tax
Description FIRR NPV
No. FIRR
(%)
(%)
Concession Period: 25 Years
1 Base case with 15.00 12.98 95.50
no grant Crores
2 With 20% 25.94 18.96 611.53
equity support + Crores
20% O&M
support
0.12 MEMORANDUM FOR PPP APPRAISAL COMMITTEE

0.12.1 Memorandum for consideration of Public Private Partnership Appraisal Committee
(for ‘In Principle’ approval) has been prepared in the format prescribed by NHAI and
is sent separately as document (Annex II) along with the Term Sheet of the proposed
Concession Agreement (Appendix A).
0.12.2 The memorandum for Public Private Partnership Appraisal Committee (for ‘Final’
approval) has also been prepared and is sent herewith as Annex III together with brief
particulars of the Concession Agreement (Annex III-Appendix ‘A’).
0.13 CONCLUSION AND RECOMMENDATION
The economic with sensitivity analysis and financial analysis results show that the
project is economically and financially viable even without any grant from NHAI.
The project is therefore recommended to be taken up on priority for 4 laning under
BOT (Toll).
Introduction
•••
BRIEF PROJECT REPORT
1. INTRODUCTION
M/s Intercontinental Consultants and Technocrats Pvt. Ltd., New Delhi have been appointed
as Consultants to carryout the Feasibility Study and preparation of Detailed Project Report
(DPR) for 4/6-laning of Cherthalai to Thiruvananthapuram section of NH-47 in Kerala State
(Package No. NHDP Phase III/DL4/22). The work will be executed on BOT basis.
2. CONTRACT
i) Amount of Consultancy Contract : Rs. 2,21,69,400.00 (Excluding service tax)
ii) Agreement Date : 08.09.2005
iii) Contract Period : 12 Months
iv) Length : 173 km
3. PROJECT BACKGROUND
National Highways Authority of India has decided to take up the development,
maintenance and management of various National Highway corridors / section under
NHDP Phase-III Programme of 4/6- laning of 10000 km on BOT basis where the
intensity of traffic has increased significantly and their is a requirement for
argumentation of capacity for safe and efficient movement of traffic. The Present
Project study concerned with Cherthalai- Thiruvananthapuram section of NH-47,
(length –172.8km) in Kerala state including the bypasses under construction i.e.
Alappuzha and Kollam and proposed new by pass in Attingal.
NHAI is employer and executing agency for the consultancy services and the
standards of output required from the appointed consultants are international level
both in the terms of quality and adherence of the agreed time schedule.
3.1 Consultancy Services
M/S Intercontinental Consultants & Technocrats Pvt. Ltd., A-8 Green Park, New
Delhi, India have been appointed as Consultants vide letter no NHAI/ BOT/
1 - 6
11012/67/20054 (Pt) ‘H’ /399 dated 18.08.2005 to carry out the Feasibility Study and
Detailed Project Report (DPR) for 4-laning of the section from Cherthalai (Km.
379.100) of NH-47 to Thiruvananthapuram (km 551.900) of NH-47 in the State of
Kerala. The scope and principal objectives of the consultancy services, shall be in
accordance with the Terms of Reference, which is part and parcel of the contract
agreement. The services were commenced with the effect from 23.09.05 and the date
of submission of Draft Detailed Project Report for this Project is 07.02.2006.
As per the directive of NHAI in conformity with the meeting held on dated 08.11.05
chaired by Chief Minister Govt. of Kerala. Consultant has carried out the Feasibility
Study, for the section of project road between km 379.100 to km 551.900.
The Quality Assurance Plan and Inception Report were submitted vide letter no.
ICT:436:WR:8503 dt. 27.09.05 and ICT:436:WR: 9268 dated 20.10.05, respectively.
Draft Feasibility Study report for Stage-II, from Km 431.000 (Purakkad) to km
551.900 (Kazakuttam Junction) of NH-47 was submitted vide letter no.
ICT:436:WR:1488 dated 13.02.2006.
Present submission Draft Preliminary Project Report (PPR) for Stage-II from Km.
465.000 to Km. 551.900 of NH-47, has been prepared in various chapters
incorporating the suggestions received from time to time from Member Technical
(BOT), CGM (BOT) and GM (BOT).
3.2 Project Description
The total project road length is 168.950 km. It starts from km 379.100 i.e. 379.100 of
NH-47 at the junction of Thiurvoor and ends at Kazakuttam junction at km 551.900
i.e. 548.05. This stretch of road passes through populated areas such as Cherthalai,
Alappuzha, Kalavoor, Punnapra, Ambalapuzha, Haripad, Kayamkulam,
Krishnapuram, Ochira, Karunagapally, Chavara, Kollam, Umayanallore, Kottiyam,
Pariapally, Vavakavu, Puthiyakavu, Kavanadu, Attingal, Mamam, Pallipuram, and
Mangalpuram. The existing road is two lanes with paved shoulder on either side.
3.3 Interaction with Client and State Government of Kerala

Subsequent to the award of contract for this project a start up meeting was held with General
Manager, BOT –(II) NHAI at Delhi on 27.09.2005 where it was intimated that starting point
of this project is at Thiurvoor Junction of Cherthalai (Km 379.100) and end point is at
Kazakuttam Junction, beginning of Thiruvananthapuram bypass i.e km 551.900.
Introduction
GM, BOT-II, NHAI, had informed that for this project nodal officer has been appointed i.e
Secretary PWD Kerala Govt. and the Consultant on visit to Thiruvananthapuram should meet
him.
The Team Leader of ICT for the subject project met Secretary PWD Kerala Govt., Nodal
Officer for the project on 30-9-2005 at his office. On 1.10.2005, meeting was organized in the
office of Secretary PWD Kerala Govt. where all the officers of National Highway Division
Kerala PWD and Mr. Abraham Zachariah Chief Engineer (Southern Region), Kerala Water
Authority, Thiruvananthapuram was present in the discussion about submission of Land Plan
and utility shifting. After the reconnaissance survey of the entire stretch by the ICT team
members, the Secretary PWD was again contacted on 4.10.2005.
The meeting was held again with CGM BOT-I, NHAI and Team Leader of ICT on 27.11.05.
The Inception Report was discussed in detail and certain changes were proposed by CGM,
BOT-I, NHAI and the same were complied by ICT on priority. The CGM, BOT-I, NHAI also
informed about the presentation to be given by ICT consultants to the chief minister of Kerala
and other officers of Kerala Govt. on 8.11.5005 based on the Inception Report submitted by
ICT on 20.10.05.
The CGM, BOT-I, NHAI, inspected the project site on 7th November 2005. The presentation
as per the direction of CGM, BOT-I, NHAI was given by the Team Leader for the above
project on 8.11.2005 in the CM’s conference hall at Thiruvananthapuram. The meeting held
on 08.11.05, was chaired by Honorable Chief Minster of Kerala Govt., presided by Minister
(Works) Kerala Govt., meeting was also attended by Minister (Revenue), Minister (Power),
Minister (Water Recourses and Forest), Vice Chairman (State Planning Board), CGM, BOT-I,
NHAI, Mr. Ashok Wasson; Secretaries of the various department of Kerala Govt. Inspector
General of Police and various Head of the departments of Kerala Govt.
The minutes of the above meetings has been issued by Kerala Govt. on dated 9th Nov. 2005,
wherein it was intimated that (NHAI) agreed to start the work of four laning for minimum one
stretch by Jan’ 06. Further in Continuation of the Minutes of the meetings on 8.11.2005 it was
communicated by Secretary PWD Kerala Govt. that the section from Km 379.100 to Km
431.000 will be taken up in first phase. Subsequently, during discussion on phone between
CGM, BOT-I, NHAI and Executive Director- III of ICT, it was intimated by CGM that
minimum stretch of 50 Km of the project road, i.e. Km 379.100 to Km 431.000, to be
considered by ICT as BOT package, in the first phase, for the preparation of feasibility study
and detailed project report.
The Draft Feasibility Study cum Preliminary Project Report, for Stage-I (km 379.100 to km
427.860) is submitted by the consultant, vide letter dated 29.12.05. The comments by the
Client, on the report is received on dated 05.01.06, during the discussion held on Feasibility
Study Cum Preliminary Project Report, at the office of CGM, BOT-I, NHAI. In accordance to
the said comments, Final Feasibility Study Report Cum Preliminary Project Report for Stage-
I (from Km 379.100 to 427.860) is modified, and submitted vide letter no ICT:436:WR:1363
dated 08.02.2006. For the preparation of Draft Feasibility Study report, for Stage-II, from km
431.000 to km 551.900, the comments received by Consultant, on Draft Feasibility Study
report for Stage-I is considered, as applicable and found relevant for Stage-II. The Feasibility
Report Study Report for the section km 431.000 to km 551.900 ICT:436:WR:1488 dated
13.02.2006.
A review meeting of all the National Highway Projects in Kerala State was conducted by
Honble Minister of Ministry of Shipping, Road Transport & Highways, Govt. of India at
Thiruvananthapura on 17.07.2006.
A meeting was conducted by Member (Technical) & CGM NHAI at
Thiruvananthapuram on 17.07.2006 for this project road and the final decision for
length of packages was taken, which are as follows:
Package-I : Km. 379.100 to Km. 465.000 (ch. 379.100 to ch. 462.700)

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Package-II : Km. 465.000 to Km. 551.900 (ch. 462.700 to ch. 548.050)
The Member Technical BOT and GM BOT had visited the project site on 16.12.2006
and had given certain suggestion to be incorporated in draft PPR.
Accordingly the Draft Preliminary Project Report (DPPR) for Package-II has been prepared
incorporating the various decisions taken in the board by Client
The broad features of the Draft Preliminary Project Report sent earlier for Package-II, are as
under:
i) The Section of the project road in Stage-II shall be from km 465.000 (Ochira) to km
551.900 (Kazakuttam Junction).
ii) The width of service road shall be 5.5m (including drain). Median width in existing main
road (excluding bypass) is 0.5m and in bypasses shall be 4.5m.
iii) Width of the carriageway shall be 8.75m through out the project road, including 1.5m
paved shoulder on both side of main carriageway
iv) ROB and bridges approach road gradient shall be 1 in 33.
v) Overall deck width of each 2-lane unit of bridges has been kept as 12m with deck
configuration shown in the sketch enclosed with NHAI’s circular no. NHAI/PH-
II/NHDP/ADB/GM (NS)-1/108 dated 11.08.2004 which has scope for widening to 3-
lanes in future.
vi) The main carriageway is designed for 70 msa traffic load and service road is design for 5
msa traffic load.
3.4 Project Influence Area
The immediate project influence area falls in three districts of Kerala State i.e. Alappuzha,
Kollam and Thiruvananthapuram.
Geographically, Kerala is at the southern most tip of India. No place on earth is perhaps as
naturally green as breathtakingly endowed, green, Kerala. Kerala means ‘Land of coconut
trees”, which undoubtedly it is. The present state of Kerala was established on November
1956 before that was known as Malabar comprising of three states- Malabar, Cochin and
Travancore. Trivandrum was designated as the capital of the newly formed State Kerala.
Now it is known as Thiruvananthapuram, meaning the “City of Anantha” or the abode of the
Sacred Serpent. Anantha on which Lord Vishnu, the Preserver of the Hindus trinity, reclined.
Kerala is the most literate state in this country and has one of the most advanced society in
India with the highest physical quality of life index. Kerala is 5.5 hours ahead of GMT, 4.5
hours behind Australian eastern standard time and 10.5 hours ahead of American standard
time. It is a fast growing destination for Information Technology and Tourism.
Covering an area of 38863 sq kms with a density of 819 per sqm km. and having a length of
575 kms with 14 districts, the population of state is 31.84 million. The literacy rate is
90.92%. This is the only state where the female population is higher than the male (Sex Ratio
is 1058 females per 1000 males). The state embrace the world famous beaches i.e. Kovalam,
sleepy hemlets, picturesque hill stations i.e. Ponmudi, Peermade, Munnoor, flat riverbeds and
evergreen forests. The state contains variety of wildlife including famous sanctuaries i.e.
Pariyar (Thekkady), silent valley, Parambikulam which is the home to Bisons. The state is
famous for abundance of grant teaks, rosewood, ebony and sandalwood.
The State have some exotic spice plantations, cardomon, black pepper, cinnamon and ginger
grow in abundance. Kerala is the state, famous for Ayurvedic treatment including oil bath
and massage.
As regards climate is concerned the temperature ranges from 35.50C to 21.50C. The rainy
season is from June to November i.e. June to September south - west monsoon (heavy) and
Introduction
September to November North East monsoon which is weaker. Total average rainfall per
year is 3000 to 3500 mm.
As per the census of 2003 there are 27,45,948 vehicles. The highways are overloaded and
the present system is not able to adjust with the large number of vehicles. The statistics
indicate that the road accidents in Kerala is increasing day by day, more accidents occur
during April-May. About 33% of the total accidents were for the two wheelers. Out of total
137678Km National Highway Network in the country, Kerala State has 1560 kms National
Highways. At present there are 8 nos. National Highway in the State.
NH-47 : Walayar-Kaliyikkavila
NH-17 : Thalapadi-Edappally
NH-49 : Bodimettu-Kundannoor
NH-47A : Kundannoor-Willington Island
NH-208 : Kollam-Aryankavu
NH-212 : Kozikode-Muthanga
NH-213 : Palakkad-Kozikode
NH-202 : Kollam-Kumily
Out of 8 National Highways, NH-47 is the busiest highway in the State. NH-47 starts at
Salem in Tamilnadu and passes through Kerala and ends at Kanyakumari in Tamilnadu, the
southern most tip of the country. Important Industrial/Commercial Centre located at this NH-
47 are Salem, Erode. Coimbatore, Palaghat, Thrissur, Erunakulam, Alappuzha, Kollam,
Thiruvananthapuram, Nagarcoil and Kanyakumari. This portion of NH-47 in Kerala is
connected to other parts of the country through the following National Highways.
• NH-17 from Edappally passing through Calicut, Mangalore, Goa and terminating at
Bombay
• NH-49 from Ernakulam, passing through Moovattupuzha, Munnar, Madurai and
terminating at Rameswaram in Tamilnadu.
• NH-208 originates at Kollam and passing through Kundara, Kottarakara, Punaloor,
Thenmala, Aryankavu, Kottavasal, Chenkota and Thani.
3.5 Salient Features
The reconnaissance on the project road section from Cherthalai to Thiruvananthapuram was
carried out during 30th September 2005 to 6th October 2005. Subsequently detail survey has
been conducted for Stage-II (Km 465.000 to Km 551.900 ) in October 2005 to February 2006.
As per our survey, the observed salient features in km 465.000 to km 551.900 are as under.
1. The project road in Stage-II starts from km 465.000 in Ochira town, Alappuzha districts
and it ends at km 551.900 in Kazakuttam junction of Thiruvananthapuram districts.
2. The road passes through Ochira, Karunagapally, Chavara, Vettuthara, Kollam,
Umayanallore, Kottayam, Chatanoor, Karamkode, Pariapally, Karuvalam, Thotokiyad,
Attingal;, Mamam, Koram, Pallipuram, Mangalapuram and Alimode Town.
3. The construction of Kollam By Pass from km 488.972 km to km 502.804 of NH-47 is
being done, out of which 4.791 km is already constructed for 2-lane.
4. The project road crosses NH-208 at km 502.8000, where a flyover is proposed.
5. Ribbon development has been observed throughout the project road, including by pass
and the improvement of the existing road demands provision of service road for main
road, NH-47 and for by pass.

1 - 10
6. From Km 528.400 to Km 537.400, Attingal By Pass is proposed.
7. Throughout the project road, the land use outside the existing ROW is Built up in major
portion of the project road. In certain section of project road, Commercial area and
Industrial area exist.
8. The project road is the connecting road between the capital city of Thiruvananthapuram
and the Port city of Cochin in the state of Kerala.
9. Major portion of existing road is in Ground level. In certain section the road is in
embankment
10. Condition of existing embankment, in certain parts of the project road, is not in
conformity to the design specifications as it is completely eroded.
11. The project stretch shall be having 14 bridges, out of which 6 nos. shall be additional 2-
lane bridges and 8 nos. 4-lane bridges.
One no. 4-lane flyover is proposed at the crossing of NH-47 with NH-208 in Kollam
bypass. One no. additional 2-lane ROB is proposed in Kollam bypass
The 77 km long project road shall be having 13 nos. underpasses. Out of which 11 nos.
are on main road, 1 no. in Kollam bypass and 1 no. in Attingal Bypass.
12. The project road shall be having 16 no major junctions.
13. In major portion of project road, the existing pavement condition is satisfactory.
14. The position of present road within the ROW shall demand provision of both semi
concentric and eccentric widening.
The ROW data and the detail of land use as observed by the Consultant is furnished in Table
1.
Table 1: ROW Details
Carriageway Right Side Left Side Land Land

Total
Sl. Chainage Use Use
Width Open Area Open Area ROW
LHS RHS
No. (Km)
(m) (m) (m) (m)
(m) (m)
1 465.000 10.00 5.50 15.00 30.50 BUA BUA
2 466.000 10.00 5.00 15.70 30.70 BUA BUA
3 467.000 10.00 4.60 15.90 30.50 BUA BUA
4 468.000 10.00 9.70 10.90 30.60 BUA BUA
5 469.000 10.00 17.20 3.30 30.50 BUA BUA
6 470.000 10.00 15.30 5.20 30.50 BUA BUA
7 471.000 10.00 7.50 13.00 30.50 BUA BUA
8 472.000 10.00 13.80 6.70 30.50 BUA BUA
9 473.000 10.00 13.00 7.50 30.50 BUA BUA
10 474.000 10.00 13.50 7.00 30.50 BUA BUA
11 475.000 10.00 15.50 5.50 31.00 BUA BUA
12 476.000 10.00 17.00 3.50 30.50 BUA BUA
Introduction

Total
LHS RHS
No. (Km)
(m) (m) (m) (m)
(m) (m)
13 477.000 10.00 15.00 5.50 30.50 BUA BUA
14 478.000 10.00 14.00 6.50 30.50 BUA BUA
15 479.000 10.00 16.00 4.50 30.50 BUA BUA
16 480.000 10.00 16.70 3.80 30.50 BUA BUA
17 481.000 10.00 5.20 15.30 30.50 BUA BUA
18 482.000 10.00 5.00 16.00 31.00 BUA BUA
19 483.000 9.60 6.80 14.60 31.00 BUA BUA
20 484.000 10.00 8.80 11.90 30.70 BUA BUA
21 485.000 10.00 11.50 9.00 30.50 BUA BUA
22 486.000 10.00 14.00 7.00 31.00 BUA BUA
23 487.000 9.50 14.00 7.00 30.50 BUA BUA
24 488.000 10.00 13.30 7.20 30.50 BUA BUA
25 488.972 10.00 7.00 13.50 30.50 BUA BUA
KOLLAM BYPASS
26 488.972 45.00 BUA BUA
27 1.000 45.00 BUA BUA
28 2.000 45.00 BUA BUA
29 3.000 45.00 BUA BUA
30 4.000 45.00 BUA BUA
31 5.000 45.00 BUA BUA
32 6.000 45.00 BUA BUA
33 7.000 45.00 BUA BUA
34 8.000 45.00 BUA BUA
35 9.000 45.00 BUA BUA
36 10.000 45.00 BUA BUA
37 11.000 45.00 BUA BUA
38 12.000 45.00 BUA BUA
39 13.00 45.00 BUA BUA
13.141
40 45.00 BUA BUA
(502/804)
41 502.800 10.00 6.00 15.00 31.00 BUA BUA
42 503.000 10.00 3.00 17.50 30.50 BUA BUA
43 504.000 10.00 16.00 5.00 31.00 BUA BUA

1 - 12
Total
LHS RHS
No. (Km)
(m) (m) (m) (m)
(m) (m)
44 505.000 10.00 4.50 16.00 30.50 BUA BUA
45 506.000 11.00 10.00 9.70 30.70 BUA BUA
46 507.000 10.00 11.50 9.00 30.50 BUA BUA
47 508.000 10.00 11.50 9.00 30.50 BUA BUA
48 509.000 10.00 15.00 6.00 31.00 BUA BUA
49 510.000 10.00 14.50 6.00 30.50 BUA BUA
50 511.000 10.00 8.50 6.00 24.50 BUA BUA
51 512.000 10.00 11.00 10.00 31.00 BUA BUA
52 513.000 10.00 6.00 15.00 31.00 BUA BUA
53 514.000 10.00 9.70 11.00 30.70 BUA BUA
54 515.000 10.00 8.00 12.50 30.50 BUA BUA
55 516.000 10.00 15.00 6.00 31.00 BUA BUA
56 517.000 10.00 9.00 12.00 31.00 BUA BUA
57 518.000 15.00 8.00 7.50 30.50 BUA BUA
58 519.000 10.00 12.00 10.00 32.00 BUA BUA
59 520.000 10.00 7.00 13.50 30.50 BUA BUA
60 521.000 8.00 10.00 14.00 32.00 BUA BUA
BUA+ BUA
61 522.000 7.00 7.50 16.00 30.50
CA +CA
BUA+ BUA
62 523.000 7.00 10.00 13.50 30.50
CA +CA
BUA+ BUA
63 524.000 7.00 6.00 17.50 30.50
CA +CA
BUA+ BUA
64 525.000 8.50 6.00 17.50 32.00
CA +CA
BUA+ BUA
65 526.250 19.00 5.00 6.50 30.50
CA +CA
ATTINGAL BYPASS
66 526.250 45.00 BUA BUA
67 1.00 45.00 BUA BUA
68 2.00 45.00 BUA BUA
69 3.00 45.00 BUA BUA
70 4.00 45.00 BUA BUA
71 5.00 45.00 BUA BUA
Introduction

Total
LHS RHS
No. (Km)
(m) (m) (m) (m)
(m) (m)
72 6.00 45.00 BUA BUA
73 7.00 45.00 BUA BUA
74 8.00 45.00 BUA BUA
75 9.00 45.00 BUA BUA
76 10.00 45.00 BUA BUA
77 11.00 45.00 BUA BUA
11.500
78 45.00 BUA BUA
(537.750)
79 537.750 10.00 4.00 16.50 30.50 BUA BUA
80 538.000 10.00 4.00 16.50 30.50 BUA BUA
81 539.000 10.00 10.00 10.50 30.50 BUA BUA
82 540.000 10.00 8.00 12.50 30.50 BUA BUA
83 541.000 10.50 5.50 14.50 30.50 BUA BUA
84 542.000 9.70 3.50 17.30 30.50 BUA BUA
85 543.000 12.60 4.00 14.00 30.60 BUA BUA
86 544.000 10.50 7.00 13.60 31.10 BUA BUA
87 545.000 9.75 10.00 12.00 31.75 BUA BUA
88 546.000 9.50 15.00 7.00 31.50 BUA BUA
89 547.000 9.50 7.50 14.00 31.00 BUA BUA
90 548.000 9.20 4.90 16.70 30.80 BUA BUA
91 549.000 8.90 5.50 16.50 30.90 BUA BUA
92 550.000 9.20 8.50 13.00 30.70 BUA BUA
93 551.000 8.90 8.00 14.40 31.30 BUA BUA
94 551.900 12.80 6.00 13.80 32.60 BUA BUA
3.5 Existing Road

The existing NH-47 is the busiest highway in the State of Kerala. The alignment of the
project road, under Stage-II, i.e. from Km 465.000 (Ochira) to Km 551.900 (Kazakuttam
junction), is straight in major portion of the road.
The major portion of project road is in Plain terrain. In certain section, the terrain is Rolling.
The horizontal and vertical alignment are generally satisfactory except in a few reaches.
However the Geo-metrics of the existing road is subject to further review and analysis, in
conformity to the proposed design standard of Geo-metrics and in line with improvement
option.
In major portion of the section, width of carriageway is 10m, including 1.5m paved shoulder
on both side of main carriageway. Most of the stretch of road passes through built-up areas,
commercial areas and Industrial areas.

1 - 14
In some urban areas/ city areas the section of project road is locally developed, having 4-lane
divided carriageway. The approximate width of each carriageway is 8.5m –9.0m including
paved shoulder. Width of median varies from 1.5m to 3m.
Consultant has reviewed the improvement option feasible and accordingly has proposed new
centerline of the 4 lane divided carriageway with the provision of service road on both side.
The proposed improvement shall affect the existing traffic flow, and during construction,
adequate safety measures are to be undertaken.
From km 488.972 to km 502.804 of NH-47, construction of 2 lane Kollam By Pass is under
progress by PWD, Kerala Govt. Detail about Kollam by pass is furnished in chapter no 3.4.2.
Improvement of the existing Kollam By Pass, in accordance to the Detail Survey conducted
by the Consultant is reported in relevant sections, pertaining to the individual item of
construction.
From km 428.400 to km 537.400 a new bypass is proposed for Attingal Town.
3.6 Carriageway Width (Pavement Width)
Carriageway width including Paved shoulder of the existing project road is furnished in Table
2.
Table 2: Carriageway Width
Main Paved
Sl Chainage Length
Road formation Carriageway Shoulder
No (Km) (Km)
(m) (m)
01 465.700-469.850 7.15 2 lane divided carriageway 7.00 2x1.50
02 469.850-470.450 0.600 4 lane divided carriageway 7.17 2x1.50
03 470.450-486.600 16.150 2 lane undivided c’ way 7.00 2x1.50
04 486.600-494.950 8.350 No road formation 0.00 ----
05 494.950-499.800 4.850 2 lane divided c’ way 7.00 2x1.50
07 502.400-502.800 0.400 4 lane divided c’ way 7.00+7.00 ----
11 515.500-515.800 0.300 4 lane undivided c’ way 7.00+7.00 ----
Total (km) 85.30
3.7 Un-paved Shoulder Type and Width
The project road is having existing road formation in Ground level or in embankment of
unsatisfactory structural condition. Existing earthen shoulder, does not satisfy the quality
requirement stipulated for earthen shoulder and need rehabilitation.
3.8 Land Use
Introduction
The land use along the existing NH is built-up area and commercial area in major portion of
project road, as a effect of ribbon development. In certain parts of project road, the land use
is Industrial area. The utilities are running along the NH through out its length. Utilities like
electricity, water supply lines etc are also crossing the NH. The data collected has been
furnished in Table 3.
Table 3 : Land Use
Location (km) Land Use

Sl. No. Village
From To Left Right
1 465.500 466.000 BUA BUA Changan kulangra
2 466.000 466.500 BUA + CA BUA + CA Changan kulangra
3 466.500 467.000 BUA BUA Vavvakava
4 467.000 467.500 CA CA Vavvakava
5 467.500 468.000 CA CA Vavvakava
6 468.000 468.500 BUA BUA K.s puram
7 468.500 469.000 BUA BUA K.s puram
8 469.000 469.500 BUA BUA Karunagapally
10 470.000 470.500 CA CA Pallimukku
11 470.500 471.000 CA CA Pallimukku
12 471.000 471.500 CA CA Karunagapally
16 473.000 473.500 BUA + CA BUA + CA Karunagapally
18 474.000 474.500 BUA BUA Kannatte
19 474.500 475.000 BUA BUA Kannatte
20 475.000 475.500 BUA BUA Kuttivattom
21 475.500 476.000 BUA BUA Kuttivattom
22 476.000 476.500 BUA BUA Vattamukkum
23 476.500 477.000 BUA BUA Vattamukkum
24 477.000 477.500 BUA BUA Edapallykutta
25 477.500 478.000 BUA BUA Edapallykutta
26 478.000 478.500 BUA BUA Chavara
27 478.500 479.000 BUA BUA Chavara
28 479.000 479.500 BL IA Sankaramanglam
29 479.500 480.000 BL+BUA+CA IA Sankaramanglam

1 - 16
Sl. No. Village
From To Left Right
30 480.000 480.500 BUA / CA BUA / CA Chavara
36 483.000 483.500 BUA BUA Puthen-thura
37 483.500 484.000 BUA BUA Puthen-thura
38 484.000 484.500 BUA BUA Neendakara
44 487.000 487.500 BUA BUA Shakthi-kula ngara
48 489.000 489.500 BUA BUA Kollam
49 489.500 490.000 BUA / CA BUA / CA Kollam
Introduction

Sl. No. Village
From To Left Right
64 497.000 497.500 Park / Bus Rly. Line Kollam
65 497.500 498.000 BUA / CA Rly. Line Kollam
72 501.000 501.500 BUA BUA Kollam
73 501.500 502.000 BUA BUA Kollam
74 502.000 502.500 BUA/CA BUA/CA Kollam
76 503.000 503.500 BUA BUA Mundichira
77 503.500 504.000 BUA BUA Umayanallur
78 504.000 504.500 BUA BUA Umayanallur
79 504.500 505.000 BUA BUA Parakkulam
BUA & CA,
80 505.000 505.500 BUA & CA, IA Kottiyam
IA
81 505.50 506.00 CA CA Kottiyam
82 506.000 506.500 BUA, CA BUA, CA Kottiyam
83 506.500 507.000 BUA BUA Siihara junction
84 507.000 507.500 BUA, CA BUA, CA Sithara
85 507.500 508.000 AG / BUA AG / BUA Mylakkad
86 508.000 508.500 BUA BUA Ithikkara
87 508.500 509.000 AG / BUA AG / BUA Ithikkara
88 509.000 509.500 AG / BUA AG / BUA Standard jn.
89 509.500 510.000 BUA BUA Thirumukk
90 510.000 510.500 BUA, CA BUA, CA Chathannoor
91 510.500 511.000 CA CA Chathannoor
92 511.000 511.500 BUA, CA BUA, CA Chathannoor
93 511.500 512.000 BUA BUA Uramvila
94 512.000 512.500 BUA BUA Karamcodu

1 - 18
Sl. No. Village
From To Left Right
99 514.500 515.000 BUA BUA Thattarkonam
100 515.000 515.500 BUA BUA Kalluvathukkal
101 515.500 516.000 BUA, CA BUA, CA Kalluvathukkal
104 517.000 517.500 BUA BUA Sreeramapuram
105 517.500 518.000 BUA BUA Thettykuzhi
106 518.000 518.500 BUA, CA BUA, CA Paripally
107 518.500 519.000 CA CA Paripally
108 519.000 519.500 BUA BUA Mukkada
109 519.500 520.000 BUA BUA Kadambattukonam
112 521.000 521.500 BUA BUA Erupaihiettam mile
113 521.500 522.000 BUA BUA Erupaihiettam mile
Erupaihiettam mile,
114 522.000 522.500 BUA & AG BUA
navaikullam
115 522.500 523.000 BUA & AG BUA Navaikullam
116 523.000 523.500 BUA & AG BUA & AG Navaikullam
117 523.500 524.000 BUA BUA Navaikullam
118 524.000 524.500 BUA & AG BUA Thattupalam
Navaikullam,
119 524.500 525.000 BUA BUA
valiyapally
120 525.000 525.500 BUA BUA Kallambalam
121 525.500 526.000 CA CA Kallamballam
122 526.000 526.500 BUA, CA BUA, CA Kallamballam
123 526.500 527.000 BUA BUA Velloor
124 527.000 527.500 BUA BUA Mannambur
125 527.500 528.000 BUA BUA Kaduvayil
126 528.000 528.500 BUA BUA Kaduvayil konam
127 528.500 529.000 BUA BUA Thotakaddu
128 529.000 529.500 BUA BUA Chathanpara
129 529.500 530.000 BUA BUA Chathanpara
Introduction

Sl. No. Village
From To Left Right
130 537.400 538.000 BUA BUA Mamom
131 538.000 538.500 BUA BUA 18th mile Korani
132 538.500 539.000 BUA + CA BUA + CA 18th mile Korani
133 539.000 539.500 BUA BUA 18 mile Korani
Coconut tree
134 539.500 540.000 BUA 18 mile Korani
+ BUA
Coconut tree
135 540.000 540.500 BUA Champkamanglam
+ BUA
136 540.500 541.500 BUA+CA BUA+CA Champkamanglam
137 541.000 541.500 BUA BUA Champkamanglam
138 541.500 542.000 BUA BUA Thonnakkal
Coconut tree
139 542.000 542.500 BUA Thonnakkal
+ BUA
140 542.500 543.000 Trees + BUA Trees + BUA Thonnakkal
141 543.000 543.500 BUA + CA BUA + CA Mangla puram
142 543.500 544.000 CA CA Mangla puram
143 544.000 544.500 Trees + BUA BUA Mangla puram
144 544.500 545.000 BUA BUA Mangla puram
145 545.000 545.500 BUA BUA Pallipuram
147 546.000 546.500 BUA BUA+BL Pallipuram
151 548.000 548.500 BUA BUA Kaniyapuram
152 548.500 549.000 BUA+CA BUA+CA Kaniyapuram
153 549.000 549.500 BUA BUA Kaniyapuram
154 549.500 550.500 BUA BUA Kazhakuttam
155 550.000 550.500 BUA + CA BUA + CA Kazhckuttom
156 550.500 551.000 BUA + CA BUA + CA Kazhckuttom

1 - 20
Sl. No. Village
From To Left Right
157 551.000 551.500 CA CA Kazhckuttom
158 551.500 551.900 CA CA Kazhckuttom
3.9 Height of Embankment

The entire road is in Embankment having height ranging from 0.5 m to 4.00 m. The details
having different embankment heights are given in Table 4.
Table 4 : Height of Embankment
Height of Stretch
Embankment in
(m) LHS RHS
479.50-481.00, 481.50-482.50,
479.50-480.000, 480-481, 482- 484-486, 503-503.500, 504.50-
484, 485-486, 503-505.000, 505.00, 507.50-508.00,
507.50-508, 509.5-510.000, 511.50-512.00, 514-514.500,
511.50-513.00, 514-514.50, 516.00-516.50, 518.520.500,
< 1m
517.50-519.00, 519-520, 521- 522.500-523.000, 524.50-
521.50, 526-527, 538-538.50, 525.00, 526.00-527.00,
543.50-544.00, 546.547, 548- 541.50-542.00, 546.00-547.00,
548.50, 550-550.500 548.00-548.500, 550.00-
550.500
479-479.5, 481.0-481.5, 483-
479-479.35, 481-482, 484-485, 484, 486-489, 507-507.50,
486-487, 503-503.50, 507, 509- 513.5-514, 514.5-515.00,
>1m <2m
509.50, 516-517, 520-521, 516.500-517, 520.50-521.50,
521.50-522, 524.50-525 527-527.50, 539.50-540, 541-
541.50, 547-548
508.500-509.00, 515-515.500, 508.500-509.00, 513-513.50,
522-522.500, 523, 524-524.500, 515-515.500, 521.50-522.00,
>2m < 3m 537-537.500, 539-539.500, 540, 522.00-522.50, 524.00-
542.50-543, 544-544.500, 545- 524.500, 539-539.500,
546.000 542.500-543.000, 545-546.000
523.00-523.50, 537-537.50,
523-524, 538.500-539,
538.50-539, 540-540.50,
> 3m 540.500-541.00, 542-542.500,
540.50-541.00, 542.000-
544.50-545
542.50, 544.50-545.00
$ From km 486.600 to km 499.600 kollam by pass construction is under progress
$ from km 523.500 to km 534.300 attingal by pass is proposed.
3.10 Junctions
The details of existing junction are given in Table 5.
Table 5 : Existing Major Junctions
Sl. Design Description of Status of
Side Category Remarks
No. Chainage Road road
1 470.280 LHS Karumangappally MDR Underpass
Introduction

Junction to proposed
Adoor Road
Sangara
Mangalam to
Both Kattackal Underpass
2 477.590 junction to ODR
Side proposed
Kovilthottan
Kadavoor
Both Underpass
3 491.000 Junction to MDR
Side proposed
Amchalammod
Kollam
Both Junction
4 494.950 Shecottah NH- NH 208
Side proposed
208
Ayathil Junction
Kollam –
Both Junction
5 496.500 Kanmanalloor MDR
Side proposed
Road
Kollam bypass
Junction
6 499.500 RHS end junction NH-47
proposed
existing NH-47
Kottiyam
Both Junction to Underpass
7 502.600 MDR
Side Mayyanad to proposed
Kundara
Chattannur
Both junction to Underpass
8 507.710 MDR
Side Kannanalloor to proposed
Udayanad
Parippally
Both Junction to Underpass
9 515.200 MDR
Side Madathara to proposed
Paravoor
Kollambalam
Both Underpass
10 520.120 Junction to MDR
Side proposed
Varkala
Bypass
Attingal bypass
start
11 523.550 RHS start junction NH-47
junction
existing NH-47
proposed
Both Underpass
12 527.400 To Varkala MDR
side proposed
13 534.500 RHS Attingal bypass NH-47 Bypass end

1 - 22
end junction junction
proposed
Mangalpuram
Both junction to Junction
14 540.650 MDR
Side Pothenmade to proposed
Murukkumpuzha
Both To CRPF camp Underpass
15 542.600 ODR
Side to Public School proposed
Kaniyapuram
Both Junction to VR & Underpass
16 544.930
Side Village road to ODR proposed
Peruanathura
Table 6: Existing Minor Junction

Both Vallikunnam, MDR &
1 463.730
side Village Road VR
Both Vallikkavu, MDR &

2 464.120
side Temple Road VR
Kanjirappally
Both
3 466.820 Makku, MDR
side
Tharaylkadavu
Both Kundhipura, MDR &

4 467.800
side Kalathikadavu VR
Both Old NH-47, MDR &

5 471.430
side Kozhikode VR
6 473.320 LHS Thivalakra VR
Both Bharanikavu, MDR &

7 474.400
side Kamthara VR
Pannama
Both ODR
8 475.600 Asramam,
side ODR
Godown
Edappally
Both Junction, MDR &
9 476.220 Sasthamkollaha,
side ODR
KMML Factory
Both Vakkatu Mukku, ODR
10 478.690
side IRE ODR
Introduction

11 479.250 LHS Bharanikavu MDR
12 480.650 RHS IRE ODR
Both Village Road, VR &

13 484.280
side Harbour road ODR
Both Pallimukku
14 498.250 ODR
side Llylapror Road
15 505.450 LHS Ayaor MDR
16 506.600 RHS Paravoor MDR

Both Kattachal Road,
17 507.900 MDR
Side Chirakkara road
Chirakkara road,
Both
18 508.680 Kakhanamakku ODR
Side
road
Sermatti
19 510.250 LHS Junction, MDR
Variajam road
Kalluvathkkal
Both Junction,
20 512.550 MDR
Side nofinetcal, to
charrackal
21 517.750 LHS Panavalla MDR
22 519.000 LHS Navaikkulam MDR
23 520.620 LHS Pallikal MDR
Both
24 525.000 Village Road VR
Side
Both
25 526.475 MLA Road MDR
Side
Both Chianyam Begh
26 530.550 MDR
Side road
Both Chirayan beehu
27 531.650 MDR
Side road
28 535.530 LHS Assembly mukku MDR

Chembaka
Mamgalam
29 537.900 LHS Junction MDR
Vemjaranmoad
30 538.550 LHS Venzode ODR

1 - 24
Both Sainikascharl,
31 545.790 ODR
side Beach
3.11 Water Bodies

This section of road crosses through the following major watercourse in project road (Stage-
II). Location of waterbodies are furnished in Table 7:
Table 7: Water Bodies
Sl.
Design Chainage Remarks
No.
Low laying area water logging in rainy
1 462.900-463.000 (LHS)
season
2 471.820-471.900 (LHS & RHS) Natural canal connecting waters
3 473.900-473.950 (RHS) Low laying wet land dries in summer season
4 474.580-474.620 (LHS & RHS) Low laying paddy fields & drainage channel
5 475.060-475.120 (LHS & RHS) Low laying paddy fields & drainage channel
6 475.450-475.481 (LHS) Low laying paddy fields & drainage channel
7 476.200-477.500 (LHS) Low laying paddy fields & drainage channel
Navigational canal connecting back waters
8 480.110-480.160 (LHS & RHS)
rivers
9 482.130 (RHS) The Arabian sea is 50m away
Neendakara Harbour Canal connecting
10 484.680-485.080 (LHS & RHS)
Asthamudy lake to Arabian sea
11 487.300-487.820 (LHS & RHS) Branch of Ashtamudy lake
14 496.430-496.460 (LHS & RHS) Natural Drainage channel
18 505.550-505.600 (LHS & RHS) Jthikkar River
19 517.600-517.615 (LHS & RHS) Natural Drainage Channel
22 529.300-529.400 (LHS) Vamarapuram River
23 530.300-530.400 (LHS & RHS) Low laying paddy field
24 534.100-534.120 (LHS & RHS) Mamam River
Introduction
Sl.
Design Chainage Remarks
No.
26 544.150-544.160 Natural Drainage Channel
4. PAVEMENT CONDITION SURVEY

The Pavement Condition Survey on the project road was carried out, to assess the
condition of existing pavement. The condition survey was carried out by using
ROMDAS (Road Measurement Data Acquisition System) as well as by visual
assessment. Pavement surface distress indicators like pot holes, cracks, ravelling,
patching, conditions of shoulders and embankment had been carefully observed and
the detail information were collected using approved QAP formats.
4.1 Corrugation
Corrugations are the formation of fairly regular undulations (ripples) across a

bituminous surface. They are usually shallow and are different from the large
depressions caused by weakness in the lower layers of pavement or sub-grade. The
corrugations can be a source of discomfort to the user and can become a hazard, if
allowed to become severe. The Consultant has not observed any measurable
corrugation, in the project road.
4.2 Rutting
Rutting is a longitudinal depression or groove in the wheel tracks. The ruts are usually
of the width of a wheel path. Swerving from a rutted wheel path at high speed can be
dangerous.
The depth of rut is measured by keeping the straight edge placing transversely across
the wheel tracks and using graduated measuring wedge. The mean value for the
wheel tracks is worked out.
4.3 Pot Hole
Potholes are bowl shaped holes of varying sizes in a surface layer or extended into
base layer, caused by the localized disintegrations of the usually thin bituminous
surfacing material.
The area affected by major Pot holes was measured and the percentage area was
worked out.
4.4 Ravelling

1 - 26
Ravelling is characterized by the progressive disintegration of the surface due to the
failure of the binder to hold the materials together. Ravelling was measured at every
500m.
4.5 Cracking
A common defect in bituminous surface is the formation of cracks. The area affected by
cracking was measured by encircling and the extent of cracking was assessed visually at
500m intervals or the places of defects.
4.6 Patching
During field inspection, patching was observed at the stretches.
4.7 Edge Breaking
Irregular breakage of pavement edge was noticed in some portion of road.
4.8 Edge Drop
The edge drop is the vertical difference in levels between the edge of the carriageway and
abutting shoulders.
4.9 Inventory of all Road Side Facilities
The details of the road side amenities and facilities like school, dhabas, telephone booths, bus
stop, hospital, hotel, repair shops etc. are given.
5. ROAD MEASUREMENT DATA ACQUISITION SYSTEM (ROMDAS)
5.1 Background
The roughness has been carried out for the whole length of the project road using Road
Measurement Data Acquisition System (ROMDAS). The calibration of the ROMDAS has
been done as per the procedure given in World Bank’s Technical Paper Number 46 (WTP-
46). The surveys have covered two runs along the wheel paths for each lane and results have
been expressed in the terms of IRI (m/km) and BI (mm/km) in tabular as well as graphical
forms. Further, whole stretch of 162 km has been delineated using Cumulative Difference
Approach and based on this homogeneous sections have been identified.
In addition video survey has also been conducted for digitisation of whole project road to
have a better in-house assessments and rectifications.
5.2 ROMDAS
Road Measurement Data Acquisition System (ROMDAS) has been developed as a
generic system for collecting a variety of information. The vehicle mounted
equipment includes: an axle mounted device called Bump Integrator for the
measurement of roughness; a Video camera and an IBM compatible notebook PC
which interacts with the instrumentation to store recorded data. The video camera is
used to record all pertinent information concerning the existing roadway and Right-
of-Way (though, whenever necessary, this information may also be verified by
physical inspection).
Road Roughness Surveys

The axle-mounted ROMDAS Survey Module is used to measure pavement roughness.
Introduction
This is an indication of the surface irregularities influencing the riding quality and is a
major determinant of vehicle operating costs.
ROMDAS works as a response type road roughness measuring system. The system has been
calibrated by recording its response (RAW values) and comparing the same with that of a
ROMDAS Z-250 Reference Profiler. ROMDAS Z-250 reference Profiler has been developed
by Data Collection Ltd (DCL). The Calibration sections called standard sections have been
divided into a number of smaller subsections of 100m lengths each. A total of 12 such
“standard” points have been collected consisting of 400 lengths each. “Standard” sections
vary from “very smooth” to “very poor” and at each section the Z-250 has been run along the
selected lane and roughness has been noted in terms of IRI (m/km).
ROMDAS vehicle has been run at Constant Speed of 32+2 km/hr on the “standard” section
along the same selected lanes and ROMDAS response (RAW values) have been recorded.
Using the software-NLREG the calibration equation has been developed between ROMDAS
Response (RAW/km) and IRI (m/km).
Calibration equation at 32km/hr:
Y = 1.583+0.00047*X [R^2 = 0.98]

Where X is ROMDAS Response (RAW/km) and Y is IRI (m/km).
IRI Roughness values have been converted into Bump Integrator Index (BI) by means
of the equation given in HDM-III:
BI = (312.5 x IRI) 1.124
Field data collected and analyzed subsequently along each lane of the stretch have
been expressed in terms of IRI (m/km) and BI (mm/km) and have been presented in
both tabular and graphical forms in the following pages.
5.3 Limitations as per MOSRT&H/World Bank
The following guidelines for road roughness in terms of IRI (m/km) and BI (mm/km)
for different surface types have been considered for assessing the road condition.
a) Recommended Roughness values (BI units) by MORT&H Circulation No. RW/NH-

33044/10/2000-S&R dated 22nd May 2000
Good Average Poor Very Poor

Surface Type
(mm/km) (mm/km) (mm/km) (mm/km)
Bituminous Concrete 2000-2500 2500-3500 3500-4000 >4000
Premix Bituminous Carpet 2500-4500 4500-5500 5500-6500 >6500
Surface Dressing 4000-5000 5000-6500 6500-7500 >7500
As per World Bank Technical Publication No. 46 the minimum and maximum
range of BI and IRI for new pavements is as follows, but the type of surface has
not been mentioned.

1 - 28
Minimum IRI
New Maximum IRI (BI) in
(BI) in
Pavement m/km(mm/km)
m/km(mm/km)
s
1.5 (1000) 3.4 (2500)
5.4 Observations
Based on the Roughness Measurement Studies the km-wise average roughness in IRI
and BI Units of various lanes. The detailed 100m-wise Roughness Measurement
Studies have been provided.
6. BENKELMAN BEAM DEFLECTION TESTS

The BBD tests are being carried out. at site and the result shall be incorporated in Final
Feasibility Report.
7. INTERSECTIONS AND RAILWAY CROSSINGS
Consultant proposed to provide a flyover at the crossing of Kollam bypass with NH-208. The
flyover shall be 4 lane category, having a span of 11 x 31.5m. Total length shall be 346.5m. It
will be constructed on open foundation. Total deck width shall be 2 x 12m. In this section,
there is one ROB, it is proposed to construct additional 2-lane ROB parallel to existing ROB.
7.1 Improvement of Major Junctions
Consultant’s proposes to improve the existing intersections as per the design standards and
specifications of at grade junctions in Table 5.
Broad features of the proposed intersections are as under;
At all the intersections, other than the cross intersection, right turn movement for traffic
entering from the cross roads shall not be permitted. Only left turn movement for the traffic
entering the main carriageway from the service road are proposed to be permitted.
Traffic from the service road shall be permitted to merge with the traffic in main carriageway
at an offset of 200m from the intersection point.
Right turn movement for the traffic in main carriageway, shall be permitted in the median
opening and in cross intersections.
At cross road intersections, it is proposed to provide Electronic Signaling System operating in
time mode. Road signs for pedestrian crossing and traffic turning movement is proposed to be
provided as per the detail drawings of the intersections.
7.2 Underpasses
The consultant has undertaken detailed survey of the project road and in accordance to the
survey conducted, the location of the underpasses as required for the project road is furnished
in Table 8. The general arrangement drawing of the underpasses may be obtained from the
drawing volume. It is observed that no. of cross roads of minor and major category is
merging with the project road. As desired by the Client that the design road shall have partial
access controlled highway, Consultant had proposed to provide underpasses at such locations
where no. of cross roads merging with the existing project road at frequent interval.
Table 8: Underpasses
Sl. Chainage Type of
Remarks Length (m)
No. (km) Underpass
Introduction
Sl. Chainage Type of

Remarks Length (m)
No. (km) Underpass
Karunagappally Adoor Road
1 470.280 Vehicular 19.00
intersection
2 471.730 Vehicular Existing underpass 6 x 5 (m) 12.00
3 477.597 Vehicular Sankara Mangalam Junction 19.00
Chavara Bridge approach IWAI
4 480.280 Vehicular 19.00
Terminal
5 484.271 Vehicular St. Sebastian Church Road 19.00
Kollam Bypass Pallimukku
6 498.250 Vehicular 23.00
Myapoor Road
7 502.600 Vehicular Kottiyam Junction 19.00
8 507.725 Vehicular Chattannur Junction 19.00
9 515.245 Vehicular Parippally Junction 19.00
10 522.150 Vehicular Kallambalam Junction 19.00
11 531.650 Vehicular Attingal Bypass
12 542.580 Vehicular CRPF (HQ) Pallippuram 19.00
13 544.898 Vehicular Kaniyapuram Junction 19.00
Due to constraint in available land width, the approach road towards the underpass shall be
restrained by providing RE wall on both side. The proposed vehicular underpass shall have
clear opening as 5.5m x 15.0m, and pedestrian underpass shall have clear opening as 3.5m x
15.0m in main road.
7.3 Median Opening
Median opening shall be provided at approximately 2km interval along the project highway.
Length of opening shall be 30m. On both sides of median opening, steel railing is proposed
to be provided on precast blocks. In between service road and main carriageway, to restrict
the pedestrian crossing through the designated road marking only. The details of median
opening are summarized in Table 9.
Table 9 : Details of Existing Median Opening
Sl. No. Design Chainage Sl. No. Design Chainage
1 464.000 21 511.500
2 466.000 22 513.200
3 471.000 23 518.200
4 472.600 24 520.000
5 474.200 25 521.700
6 475.500 26 523.500
7 476.600 27 525.200
8 478.800 28 527.400
9 481.000 29 528.500

1 - 30
Sl. No. Design Chainage Sl. No. Design Chainage
10 482.300 30 530.400
11 486.600 31 533.300
12 489.500 32 534.300
13 491.000 33 536.200
14 493.800 34 537.500
15 496.400 35 539.300
16 499.600 36 541.400
17 503.800 37 544.000
18 505.000 38 546.000
19 506.300 39 548.160
20 509.500
Note: The maximum detour will be around 1.5km

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

01 Total no of culverts 111
02 No of Slab Culverts 43
03 No. of Pipe Culverts 37
04 No. Box Culvert 31
Table 11: Abstract of Culverts (Kollam By Pass)
Sl. No Description No. of Culverts

01 No of Pipe Culverts 6
02 No of Box Culverts (New) 8
9. HYDROLOGY OF BRIDGES
9.1 General
• This section deals with Hydrological and Hydraulic study of Bridges from Existing Km
465.000 to km 551.900 of NH-47.
Introduction
• There are 14 existing Bridges in the existing road stretch. Two number bypass has been
proposed to be bypass Kollam and Attingal towns. 3 number new bridges are proposed in
Attingal bypass and 6 number new bridges are proposed in Kollam bypass. Other 5 nos
existing bridges of NH-47 are of 2 lane and are required to be widened to 4 lanes except
the AS Canal Bridge at existing Km 482.
• The hydrological study, computations and methodology adopted for discharge and other
hydrological computations have been discussed in this report.
• List of proposed culverts are included for bypasses.
9.2 Study Objective
These investigations are primarily intended for evaluating the adequacy of waterways of the
existing bridges for the design flood flow. The hydrological study has been done based on the
field investigations and survey data. This report describes the method of evaluation of
performance of existing bridges on the existing highways for widening proposals, and design
discharges, waterway required, scour depth and afflux etc for the new bridges.
9.3 Hydrological Investigation Pertaining to Bridges
There are total 14 bridges on existing main road out of which 9 bridges are proposed to be
bypassed. Major rivers, Canals and lakes crossing the proposed alignment are outlined below:
• Among Existing bridges 2 number bridges are on defined river Ithikkara at design
chainage 505+300 and Pallipuram at chainage 544+155 .One bridge is on famous
Ashtamudi Lake at chainage 484+900. Other 2 number bridges are on canal at chainage
471+880(Pallikal) and other is at 480+150 (TS canal).
• 6 number bridges are proposed on Kollam bypass among which 3 no bridges are proposed
on the lakes and other 3 number bridges are on the different branches of Churanga thodu
river.
• Total 3 number bridges are proposed on Attingal bypass among which Two bridges are
proposed on the major river Vannapuram at chainage 529+300 and Mammon at
chainage 534+110 river of Periyer Basin. One minor bridge is proposed on Thotakadu
river at chainage 529+600.
• Bridges are found to be of varying span of 8 m to 423 m ( on lake)
• River slope in the bypass are generally found to be varies from 1 in 250 to 1 in 1000.
• General ground are varring from RL 60 on the waterdivide to RL 0 on bridge site.
Vannapuram river generates at Ranges of Sayhadri hills of elevation 1100 .
9.4 Hydrological Data
The Hydrological Data collected for calculation of bridges are as follows:
Various data such as terrain, soil and cover condition, nature and size of bed material, river
bed and plan forms etc. are collected from field through local inquiry made during site
inspection by engineer based upon designed format for the same. Table 12 shows the
hydrological features such as bed level and HFL of Channels.
Toposheet Number 58C/12, 58C/16, 58D/9, 58 D/13, 58D/14, 58 H/2 of has been taken from
Survey of India and catchments of streams has been demarcated. Equivalent Slope of stream ,
terrain slope and land uses are also studied in the toposheet.
Rainfall/runoff data published in the Flood Estimation Reports for West Coast Region Sub
zone 5a & 5b, prepared jointly by Central Water Commission (CWC), Indian Meteorological
Department (IMD), Research Designs Standards Organisation (RDSO) and Ministry of
Shipping Road Transport & Highways (MOSRT&H) are used for information regarding
stream flow and rainfall. From Isopluvial maps in Flood Estimation Report, 24 hour rainfall
of 50 year return period is found to be 280 mm for this stretch of road. The rainfall data has
been given in Table 13.

1 - 32
Table 13 : Rainfall Data
Mean Annual 24 hours Rainfall for Return period of

Stretch
Rainfall 25 Years 50 Years 100 Years
Trivandrum 1000 mm to
240 mm 280 mm 320 mm
to Cherthalai 4000 mm
For rain fall of shorter duration less than 24 hrs a conversion ratio has been adopted from
same CWC report. Mean average Time distribution curves of storms of various duration are
also adopted from CWC report subzone 5a and 5 b Aerial to point rainfall ratio for various
duration over different catchment is adopted from CWC report of Subzone 5 a and 5 b. The
general land use data and Soil Data are also adopted from the same report.
9.5 Stream Data
For all the bridges, the longitudinal section of the river extending from about 100m to 500m
on the U/S and 100m to 500 m on the D/S (depending on stream size) has been drawn on the
basis of actual survey data at site. Several river cross-sections, one at the bridge site, others
both U/s and D/S of the bridge are drawn on the basis of field survey data. Longitudinal
section of the stream along deep channel is plotted for each stream to find the longitudinal bed
slope and compared with terrain slope found from toposheets. Manning’s roughness
coefficient (n), cross section area of flow (A), wetted perimeter (P) and conveyance (K) etc.
are found for each of the stream.
9.6 Hydrological Computations Pertaining to Bridges
The adequacy of the existing bridges has been determined on the basis of design discharge /
flow. The detailed hydrological computations for all bridges on existing main road and
bridges on bypasses have been done. The discharge has been computed by various methods
and then finally, design discharge has been adopted as recommended in IRC:SP – 13 and
IRC : 5. The computed discharge is given in Table 14. It also gives other details e.g. names
of streams, existing clear waterway, skew angle, effective waterway, design discharge and
HFL as obtained from local enquiry. The adequacy of the existing bridge is determined by
taking into consideration of Lacey’s Regime waterway and actual waterway (at HFL) of the
channel and is given in Table 15 & Table 16 gives the abstract of hydraulic parameters e.g.
design HFL, maximum scour levels for piers and abutments, recommended waterway,
fluming ratio, afflux etc.
9.7 Methodology Adopted For Discharge Computation
Design discharge is computed by using various methods (i.e. Empirical Formula, Rational
method, Slope Area method, and Weir / Orifice method), as recommended in IRC-SP-13 and
IRC 5 – 1998 are briefed below. Methods adopted in any particular case may vary depending
on availability of data.
Dicken’s Formula:
Dicken’s formula is commonly used for computation of flood discharge based on
catchment area of the stream.
Q = C1A0.75 (1)
Where:
A = Catchment area in Sq. km.
C1 = Run-off coefficient which depends on the topography, Rainfall, type of soil, vegetation,
ground slope, climate of the region, etc
Rational Formula
Q= 0.028 PfAIC (2)
Introduction
Where:
Q = Maximum runoff in cumecs
A = Catchment area in hectares
Ic = Critical intensity of rainfall in cm/ hr.
P = Coefficient of run off for the given catchment characteristics.
F = Spread factor for converting point rainfall into area mean rainfall.

1 - 34
Table 12: Hydrological Investigation
Introduction
Table 14

1 - 36
Table 2.15
Introduction
Table 2.16

1 - 38
Ic = (F/T)*(T+1) / (Tc+1)
F= Total Rainfall of T hours duration (24 hrs.) in cm corresponding to 50 yrs return
period.
T = Duration of total rainfall (F) in hours= 24 hrs.
Tc= Time of concentration in hour.
Ic values found from Inglis formula (as per IRC: SP-13) give extremely high intensity of
rainfall when 24 hrs rainfall is considered. Design rainfall intensity Ic is, therefore computed
from rainfall distribution given in CWC’s flood estimation reports for sub zone 5a & 5b,
corresponding to 50 years return period for bridges for storms of duration equal to time of
concentration. Concentration time Tc is found for every catchment for the given stream from
respective toposheets assuming a tortuisity of 1.25and also from Dicken’s and Time of Travel
formulas as given above. Average of the two values is taken for finding Tc and corresponding
Ic. Total rainfall in 24 hrs is adjusted corresponding to Tc for finding critical rainfall intensity
Ic from the rainfall distribution curve (Duration vs conversion ratio) of CWC report.
Slope- Area Method
This method is based on conveyance factor (K) and the slope (S) of stream. For
calculation of the conveyance factor, Two or more cross-sections at u/s and d/s of
bridge site are used. These are at bridge site, upstream of bridge site and downstream
of bridge site at specified locations. Slope of the channel will be determined using
survey data of lowest bed level. The discharge is calculated by the Manning’s formula
given below:
Q = KS1/2 (3)
1/n
Ke = Equivalent conveyance rate = (K1, K2…Kn)
1
Kn = N n * An Rn 2/3 (n = 1, 2, 3…n) (4)
Where:
Q = Discharge in m3/sec.
A = Cross-sectional area of flow in sq. m.
R = Hydraulic mean depth in m = A/P
P = Wetted perimeter in m.
S = Mean longitudinal slope of the channel.
K = Conveyance factor and n refers no. of cross-section
N = Rugosity coefficient as per IRC: SP –13
n = nos. of cross-sections
This method has been used only for those bridges, which are having defined channel in
toposheet. Those bridges, where there is no defined channel and slope, Area-velocity method
has been used by assuming a velocity of 2 ms-1
Weir/Orifice Formula
Weir formula
  3/2
Q = 1.706CW L  D + u2  (5)
u 
2g
Introduction
Q= Discharge in cumecs
L= Linear effective clear waterway in meter under the bridge normal to channel axis.
Du = Average depth of flow at upstream in meter measured above a datum usually taken as
reduced invert level of bridge
u= Velocity of approach in m/sec.
g= Acceleration due to gravity = 9.81 m/sec2.
Cw = Coefficient of discharge over weir, which may be taken as under as per IRC: SP-13
as follows:
Type of Bridge opening Value of Cw
Narrow bridge opening with or without floors: 0.94
Wide bridge opening without floor: 0.96
Wide bridge opening with no bed floor: 0.98
u has been calculated using the relation
u = Q/(Du *W) = Q/Au (6)
Where,
W = Width of channel at upstream section and Au is the cross section of flow upstream.
The above formula is valid when the weir flows freely depending on afflux (h) given by
h = (Du- Dd) = (U/S H.F.L. – D/S HFL) (7)
Where Du and Dd are the depths of flow upstream and d/s of the bridge measured above a
given datum usually taken as the bed level of the stream. Weir equation is applicable only
when h/Dd ≥ 0.25 .
Orifice formula
2 ½
u
Q =C
o 2gLD d h + (1 + e ) (8)
g
2
h = Afflux = (Du – Dd)
Co and e are coefficients to account for losses of head and recovery respectively
Values of e and Co are taken from IRC-SP13 respectively. In all the cases, energy head in
terms of recovery has been neglected.
The above formula is valid for h < ¼ Dd
This method can not be used for the bridges on totally new alignment or on bypass.
Synthetic Unit Hydrograph
As recommended in CWC’s Flood Estimation Report, the following relationships for

estimating the 1-hr unitgraph parameters in the subzone –5(a) and 5 (b) were used.
qp = 0.9178 (L/s)-0.4313 (13)
tp = 1.5607 (qp)-1.0814 (14)

1 - 40
W50 = 1.9251 (qp)-1.0896 (15)
W75 = 1.0189 (qp)-1.0443 (16)
WR50 = 0.5788 (qp)-1.1072 (17)
WR75 = 0.3469 (qp) –1.0538 (18)
TB = 7.3801 (tp)0.7343
(19)
Tm = tp +tr /2 (20)
QP = qp xA (21)
Where,
tt = Unit rainfall duration adopted in a specific study (hr)
Tm = Time from the start of rise to the peak of the U.G. (hr)
Qp = Peak discharge of Unit Hydrograph (cumecs)
tp = Time from the centre of effective rainfall duration to the U.G. peak (hr)
W50 = Width of the U.G. measured at 50% of peak discharge ordinate (hr)
W75 = Width of the UG measured at 75% of peak discharge ordinate (hr)
WR50 = Width of the rising limb of U.G. measured at 50% of peak discharge ordinate
(hr)
WR75 = Width of the rising limb of U.G. measured at 75% of peak discharge ordinate
(hr)
TB = Base width of Unit Hydrograph (hr)
A = Catchment Area (sq. km)
qp = Qp /A = cumec per sq. km.
The steps for derivation of 1- hour unit graph
• Physiographic parameters of the ungauged catchment viz. A, L, Lc and S are determined

from the catchment area plan and LLc/S is calculated
• Substituted LLc/S in the equation (13) to obtain qp and this qp in equation (14) to get tp in
hours
• Substituted the value of qp/tp in the equations(15-20) to obtain W50, W75, WR50, WR75, TB
and Tm in hours
Introduction
• Plotted the parameters of 1 – hour unitgraph viz. Tm,

TB, Qp, W50 W75 WR50, and WR75
Sum of discharge ordinates of tr-hr Unitgraph is accurately obtained by using the

following equation:
Qi = 2.78 A/tr
Where
Qi = discharge ordinates at 1 – hour interval (cumecs)
A = Catchment area in sq. km
Tr = Unit duration in hours.
Steps to Estimate the Critical Distribution of Storm Rainfall and Design Flood
Hydrograph
• Estimate TD from the computed value of TB.

• Locate bridge catchment under study on the 50-yr, 24 hr isopluvial map and obtain the
50- yr 24-hr point rainfall value in cms.
• Read the conversion ratio for TD hours and multiply the 50- yr 24-hr rainfall by the ratio
to obtain 50 yr TD- hr point rainfall.
• Convert the 50 yr TD – hr point rainfall to 50 yr TD – hr areal rainfall by multiplying it
with the areal reduction factor (ARF) corresponding to the given values of catchment area
and TD – hr duration
• Apply the cumulative percentage of total rainfall against the cumulative percentage of
storm duration corresponding to design storm duration TD to obtain the depths at 1 –hr
interval, since the unit duration of synthetic U.G. is 1 – hour.
• Obtain the 1 – hourly rainfall increments by subtraction of successive 1 – hour cumulative
values of rainfall.
• Obtain the hourly effective rainfall units up to the design storm duration TD by
subtracting the design loss rate (0.24 cm/hr) from the hourly areal rainfall units.]
• Arrange the effective rainfall values against the 1 – hourly synthetic U.G. ordinates.
• Reverse the sequence of effective rainfall units to get the critical sequence of the effective
rainfall.
• Multiply the first 1 – hr effective rainfall with the synthetic ordinates at 1 – hr interval
which will give the corresponding direct runoff ordinates. Likewise repeat the procedure
with the rest of the hourly effective rainfall units giving a lag of 1 hr to successive direct
runoff ordinates.
• Add the direct runoff ordinates at 1 – hr interval to get the total direct runoff hydrograph.
• Multiply base flow rate with the catchment area under study to get the total base flow.
• Add the total base flow to the direct runoff ordinates at 1 hour interval to get the 50 yr
flood hydrograph.
• The peak value of the hydrograph will give 50 year return period discharge

1 - 42
This method has been applied for selected major rivers for which physiographic
characteristics are known.
Adoption of Design Discharge for Bridges
The discharge is calculated by various methods as discussed above and design discharge
recommended based on provision of IRC:SP-13 and IRC 5-1998 is as follows:
When the variation between the highest two values of discharges computed by different
methods is less than 50%, the highest discharge has been taken as design discharge.
When the variation between the highest two values of the discharges computed by different
methods is more than 50%, design discharge has been taken as 1.5 times the lower of the two
maximum values
Design HFL/HTL
For calculating the discharge by various methods HFL obtained from local enquiry is used.
When the value of peak flood discharge evaluated by Slope-Area method and Weir-Orifice
method do not substantially vary from the design discharge, it is concluded that the HFL
found from local enquiry is all right. Most of the bridges on existing road are hydraulically
adequate. Hence the HFL obtained from local enquiry has been considered as the design HFL.
For the bridges on the bypasses, normal HFL has been computed by Stage – Discharge curve
for given channel section and then the afflux computed for the proposed waterway, is added
to normal HFL to obtain the design HFL. In case of bridges on lakes, the design HFL has
been obtained by adding HTL of 1.35 m to normal water level. Due to tidal effect, the highest
tidal level observed at sea is found to +1.35 m above mean sea level. Although, the tide will
gradually diffuse as it moves to the lake, for safety the maximum tidal height at sea has been
added without considering any diffusion. The tidal variations obtained from Cochin Port
Authority were studied for period Jan. 1995 to Dec. 2000 and highest tide level was found to
be 135 cm
Waterway for Bridges

Although IRC 5 - 1998 recommends Lacey’s regime waterway as clear waterway under
bridges. Based on the width of the banks for the confined streams and water spread at HFL
and Lacey’s waterway, waterway for the bridges have been recommended. Lower of the two
(Lacey’s regime waterway and normal waterway), has been considered to estimate clear
waterway keeping a maximum restriction up to 40 per cent (i.e. a fluming ratio of 60%) as
recommended by IRC. As per computation the fluming ratio falls below the limit, but bridge
has been retained considering the condition survey report of the bridge as good and sound.
Scour Depth
Lacey’s equation is adopted for estimating normal scour depth as per IRC: 5
R = 1.34 (q2/f) 1/3
Where R is the Lacey’s regime scour depth, measured below HFL, q is the design discharge
intensity under bridge in cumecs per meter and f is silt factor given by the equation
f= 1.76 (d50)1/2
Where d50 is the mean sediment size in mm. Normal scour depth based on Lacey’s equation
and the actual observed depth (equal to the difference between HFL and LBL)/1.27 are
compared as per code. Higher of the two values is adopted for design. Silt factor ‘f’ is found
from Lacey’s equation corresponding to d50 size of bed materials. Maximum scour level for
pier and abutment are calculated using a factor of safety of 2 and 1.27 respectively as per
IRC: Code-5. For computing scour depth, design discharge is enhanced by 30% to provide for
Introduction
adequate margin of safety as per provision of IRC: 78 - 2000. As the borehole data is awaited,
the preliminary calculations for scour depth has been done by taking silt factor obtained from
d50 of the surface bed material.
Computation of Afflux
Afflux is due to constriction in normal waterway under the bridge. It is computed using Weir–
Orifice formula and Molesworth formula (IRC-SP:89)
Molesworth formula:
Afflux = ((v2/17.88)+0.015)*((A/A1)2-1)
Where v = Average velocity of river prior to obstruction in m/s.
A = Unobstructed sectional area of river in sq. metre.
A1 = Sectional area of river at obstruction in sq. metre.
Weir / Orifice formula has already been discussed above. The afflux computed based on both
the methods will be taken into considerations for the final value
Proposed Culverts
Total 14 numbers culverts are provided in Kollam Bypass among which 6 numbers are pipe
culverts and 8 number culverts are RCC Box culvert. Total 19 number culverts have been
provided along the Attingle Bypass for free movement of run off . New culverts of adequate
size have been provided wherever
There is a sag in the ground.
The road is overtopped.
The length of drains becomes excessively long, for disposal of drain water at intervals
in order to limit the drain size.
Most of the culverts in this stretch are balancing type. As there is no defined channel,
the catchment for such culverts could not be demarcated in the toposheet. The size
and type of culverts has been decided according to the visual observation of
catchment at site itself and assessment of discharge likely to pass through these cross
drainage structures.
10. BRIDGES AND STRUCTURES

10.1 General
There are 11 bridges and 2 ROBs in the stretch from km. 465.000 to km 551.900 of
NH-47 details are given in Table 17.
Table 17: Details of Structures
Partially completed
Description Main NH Total
Kollam Bypass
Major bridges 475/2, 488/1, 509/1, 533/1 (4 nos.) ---- 4

1 - 44
Minor bridges 483/1, 531/1, 538/1, 548/1 (4 nos.) 3 7
ROBs 475/1* (1 No.) 1 2
TOTAL 13
* Railway track under the ROB is abandoned. Structure being used as an underpass.
10.2 Field Surveys
The following field surveys were carried out in accordance with the provisions of IRC: SP-
35-1990:
• Inventory of existing bridges / structures
• Visual condition survey of existing bridges / structures
The inventory details collected are presented bridge-wise.
The visual condition survey report for each bridge.
Details of existing bridges are summarized.
2.12.3 Retention / Replacement of Existing Bridges
Decision to retain / replace any bridge is based on its overall structural condition,
hydraulic behaviour and improvement of road alignment.
(A) Structural Condition

As per data collected the existing bridges have been constructed in different years are
summarized in Table 18.
Table 18: Construction Years for Bridges
Year of
Nos. Name of Bridge Length (m)
Construction
Fifties 1 Chavara Bridge (483/1) 44
Kanettil bridge (475/2) 80
Sixties 2
ROB in approaches of Kanettil bridge (475/1) 7.7
Seventies 3 Neendakara (488/1) 422
Poovampara (533/1) 79.5
Ithikkara (509/1) 64
Eighties 2 531/1 8
538/1 49
Nineties 4 3 bridges & 1 ROB on Kollam Bypass 65 (total)
Date Not known 1 Pallipuram bridge (548/1) 13.5
Though structurally, all of the bridges/structures appear to be in satisfactory condition

Chavara bridge has carriageway width 6.4m only which is less than 7.5m required for
2-lane bridge. This bridge being of bowstring girder type cannot be widened. Hence
the bridge being old and narrow is recommended for replacement. Incidentally, this
bridge is on a canal which has been declared National Waterway No. 3 of Class III
Introduction
type and the horizontal and vertical clearances available under the bridge fall short of
those laid down by Inland Waterway Authority of India. In view of this, Chavara
bridge (bridge no. 483/1) having 44m length is recommended for replacement.
(B) Hydraulic Behaviour
Generally, all of the bridges have deck level at considerable height above ground.
There is no report of any submergence. Further the bridges are across lakes, canals
and rivers having very little velocity due to being near to sea. Therefore, no adverse
effect of water current has been noted and the bridges appear to have adequate
waterway. Thus from hydraulic consideration all of the existing bridges are in
satisfactory condition.
(C) Effect of Improvement of Road Alignment
Apart from bypass to Kollam town (km 489 to km 503) under construction, it is
proposed to provide a bypass to Attingal town also from km 528 to km 537.4.
Due to this under mentioned 3 bridges shall be bypassed.
Bridge no. 531/1: Bridge across Thotakadu Thodu Length – 8m
Bridge no. 533/1 Bridge across Vamanpuram river near Poovampara, length – 80m
Bridge no. 538/1: Bridge across Mammom river, Length – 49m.
To summarise out of existing 13 bridges / structures only 1 bridge shall have to be

reconstructed whereas 3 bridges shall be bypassed. Remaining 9 structures (7 bridges
+ 1 ROB & 1 underpass) can be retained with requisite repairs.
10.3 Additional Structures
(A) Additional 2-Lane Bridges / Structures
For 4-laning of the road, additional 2-lane bridges, ROBs, underpasses are proposed
by the side of existing 2-lane bridges / structures proposed to be retained. Thus
following additional 2-lane bridges / ROBs are proposed.
Additional 2-lane bridges : 475/2, 488/1, 509/1, Minor bridges 10/1, 11/1 &
11/2 on Kollam bypass and 548/1
Additional 2-lane ROB : ROB an Kollam bypass

1 - 46
Additional 2-lane underpass : No.475/1 Corresponding to opening for an
abandoned railway line in approach of Kannettil bridge no. 475/2
(B) New 4-Lane Bridges
Chavra Bridge no. 483/1
Existing 44m long bow string girder bridge being old and narrow, is proposed to be
replaced by a new 4-lane bridge.
Bridges on Kollam bypass
The initial 9 km stretch of Kollam bypass which is yet to be constructed, crosses

Ashtamudi lake at 3 locations where bridges of different lengths will have to be
constructed depending upon the stretch to be bridged.
Bridges on Attingal Bypass
As mentioned above NH-47 in Attingal town crosses 3 streams where bridges of

different lengths are existing. Corresponding to these bridges 3 nos. 4-lane bridges are
required on proposed bypass to Attingal Town.
Underpass
Proposed alignment of Attingal bypasses crosses an MDR at ch. 531+650. The MDR
is proposed to be taken under NH 47 after regarding. Accordingly, an underpass with
12m opening and vertical clearance 5m is proposed at this location.
Further, to facilitate free flow of traffic on National Highway, underpasses of size

1x15m (clear) are proposed at 12 more locations.
Flyover
National Highway no. 47 crosses National Highway no. 208 near Kollam town. A 4-
lane flyover is proposed over NH no. 208.
Thus in all following. 29 nos. new structures are proposed as per Table 19 given
below:
Table 19 : Details of Structures
Addition
Sl. Design Span Overall
Bridge No. 2-lane or
No. Chainage Arrangement length
4-lane
Introduction
Addition
4-lane
ROB 475/1
1. (Now 471.735 1 x 7.70 7.70 2-lane
underpass)
475/2
2. (Kanettil 471.88 4 x 20 80.0 2-lane
bridge)
483/1
3. (Chavra 480.145 1 x 60 60.0 4-lane
Bridge)
488/1 2 x 8.75 +
4. 484.900 422.50 2-lane
(Neendkara) 15 x 27
Bridge on 9 x 43.5 +
5. Ashtmudi 487.60 2 x 43.9 + 569.75 4-lane
lake 2 x 45.2
Bridge over
6. Kandachira 490.230 2 x 43.5 87.0 4-lane
lake
Bridge over
7. 492.31 20 x 43.5 870.0 4-lane
Aravila lake
Flyover over
8. 494.960 11 x 31.5 346.50 4-lane
NH No. 208
ROB on
9. Kollam 495.168 1 x 37.7 37.7 2-lane
bypass
Churanga
10. 496.450 1 x 14.5 14.50 2-lane
Thodu

1 - 48
Addition
4-lane
Churanga
11. 497.175 1 x 13.24 13.24 2-lane
Thodu
Churanga
12. 497.340 1 x 13 13.0 2-lane
Thodu
Ithikkara
13. 505.90 3 x 21.3 63.9 2-lane
509/1
Attingal bypass
Thotakadu
14. 526.570 1 x 15.8 15.8 4-lane
bridge
Vamanpuran
15. 529.340 3 x 27.5 82.5 4-lane
river bridge
Underpass
16. 531.650 1 x 12 12.0 4-lane
for an MDR
Mamon
17. 534.140 3 x 27.5 82.5 4-lane
bridge
Pallipuram
18. 544.155 1 x 13.5 13.5 2-lane
bridge 548/1
19
Underpasses
to 1 x 16 16.5 4-lane
(11 nos.)
29
*The ROB in the approach of Kanettil bridge no. 475/2 is over a railway line leading
to an abandoned jetty. As such though no structure is now required at this location
an underpass of same size as that of existing i.e. 6.1m clear width has been proposed.
Capacity of Bridges/ Structures
In case of existing 9 bridges proposed to be retained, additional 2-lane bridges are

proposed by their side. In case of altogether new bridges/structures, on the National
Introduction
Highway 2 units of 2-lane bridges/structures i.e. 4-lane bridges/structures are

proposed.
For passing MDR under National Highway 47 at ch. 531 + 650 a box structure is
proposed.
Thus in the project stretch in all 30 bridges / structures having 2/4 lane capacity will
have to be constructed.
10.4 Planning of New Bridges
The new bridges/structures have been planned as under:
Location
The additional 3-lane bridges are proposed on upstream or downstream side

depending upon which side widening of road is feasible. As regards new 4-lane
bridges the same are proposed at the crossing of alignment and the stream/lake.
Median
Because of habitation developed all along the National Highway, there is scarcity of
land. Hence only 0.5m wide median has been proposed on the main NH.
Accordingly the new bridges are proposed to be constructed adjacent to existing
bridges. In case of bridges on bypasses 4.5m wide median is proposed. In view of
this 4.5m wide open median has been proposed over bridges on bypasses.
Span Arrangement
In case of additional two lane bridges proposed to be constructed by the side of the
existing bridges span lengths have been proposed equal to or in multiples of those of
existing bridge so that the new piers are inline with the existing ones to achieve
streamline flow. Where altogether new bridges are proposed span lengths have been
chosen from practical considerations.
Carriageway width and deck configuration
There is only 30m land width available for widening the road. In this width 4-lane
road alongwith service roads on either side have been proposed with reduced widths.
In view of this there is no possibility of widening the road to 6-lane. Since traffic
projections indicate need for 6-laning of road within 10 years of completion of 4-
laning, the bridges have been proposed with deck configuration shown in NHAI’s

1 - 50
circular no NHAI/PH-II/NHDP/ADB/GM (NS)-1/108 dated 11.8.2004 i.e. each new
unit will have cross section of a 2-lane bridge with scope for widening to 3-lane in
future.
Type of Superstructure
Types of superstructure have been proposed as per site requirement and ease of
construction. Normally following types of superstructure have been adopted :-
Span Length Type of Superstructure

a. For bridges/structures upto 10m RCC Solid Slab
between 10m – 22 m RCC T beam
(skew spans)
10-22m (Right span) RC voided slab
between 20m – 28m PSC voided slab
between 25m – 40m PSC beam and slab
between 35m – 50m PSC Box type
b. For pedestrian underpass RCC Box cell

c. For vehicular underpass RCC voided slab
Type of Substructure
RCC Wall type abutments and RCC Wall / circular type piers have been proposed.
Type of Foundations
Depending upon hydraulic data, type of substrata likely to be available and span
length etc open/pile type foundations have been proposed.
Loading
Since the proposed deck configuration for each 2-lane bridge unit has scope for widening to
3-lane capacity in future, each unit shall be designed for 3-lanes of IRC Class “A” or one lane
of IRC class 70R +one lane of IRC Class-A loading.
Seismic Force
As per modified seismic map of India the project road lies in Seismic Zone - III. According to
modified clause 222.1, of IRC 6-2000, in Seismic Zone - III, only those bridges having span
length more than 15m or bridge length more than 60m are to be designed for seismic force.
Therefore seismic force shall be considered in the design of bridges according to their overall
length / span length.
Bearings
For RC Solid slab type superstructure : Tar paper

Introduction
For spans > 10m <20m : Elastomeric bearings

For spans >20m : POT bearings
Crash Barriers
Crash barriers have been proposed for all new bridges as per provision of IRC:5-1998.
Expansion Joints
Filler / Strip seal type expansion joints have been proposed.

Wearing Coat
65mm thick wearing course comprising of 50mm thick bituminous concrete (laid in 2 layers
of 25mm thick each) laid over 15mm thick layer of mastic asphalt, has been proposed in
accordance with section 500 of MOSRTH specifications.
Design Concrete Strength
Severe exposure condition
For Foundations M-35
considered as Arabian Sea is
For RCC Substructure M-35 very near.
For RCC superstructure M-35
For PSC superstructure M-40, M-45
Untensioned Reinforcement
Untensioned reinforcement shall be TMT corrosion resistant deformed bars of Grade

designation Fe-415, conforming to IS: 1786.
Clearances
As per draft regulations for classification
(A) Bridges on National Waterways of inland waterways in India
Inland waterways authority of India have declared west coast canal from Kottapuram
to Kollam as National Waterway no. 3 of class-III type. As per draft regulations of
IWAI following clearances are to be provided in case of new structures over this
waterway
Vertical clearance above HFL 7.0m
Horizontal Clearance
In case of canals 40m
In case of rivers 50m
(B) For ROB
Vertical clearance over rails 6.25m
Lateral clearance from center line of nearest rail track

1 - 52
- Abutment / abutment cap 4.35m
- Pier / Pier cap 3.55m
- Foundations 2.5m
(C) For Underpasses
Type of Underpass Horizontal Vertical
(a) For Pedestrians 12 m 3.5m
(b) For commercial 15m 5.0m

vehicles
Protective Coating
Since the proposed bridges / structures are in proximity of Arabian sea it is proposed
to provide protective coating to all exposed concrete surfaces.
Design Standards
Designs for various components of bridges shall be carried out as per following IRC
codes of practice:
For planning of bridges IRC:5-1998

Foundations
IRC:6-2000
IRC:21-2000
IRC:78-2000
Substructure
IRC:6-2000
IRC:21-2000
IRC:78-2000
Superstructure
IRC:21-2000
IRC:18-2000
IRC:22-1986
Introduction
IRC:SP:64-2005
Bearings
IRC:83-1987 (Part-II) for Elasomeric bearings (with amendments in 2000)
IRC:83-2000 (Part-III) for POT/PTFE bearings
Expansion Joints
IRC: SP-69
Protection Works
IRC: 89-1997
Based on the above stipulations General Arrangement Drawings for all of the bridges
and structures in Package-II have been prepared and are contained in Volume-III.
10.5 Right of Way (ROW)

On the insistence of the State Govt. of Kerala during the meeting taken by the Hon’ble Chief
Minister at Thiruvananthapuram on 08.11.2005, NHAI/ICT were constrained to develop the
X-sections for 4 laning within the existing Right of Way (ROW) width of 30m. This had the
following inherent drawbacks:
x) Non availability of space for 4.5m wide Median as per Ministry’s / NHAI guidelines
xi) Non Provision of 1m wide earthen shoulders on both sides of the 4-lane road
xii) Only 5.5m width of service roads including 1.5m width for side drain and 0.5m for utility
services
xiii) No space for stacking lane for turning traffic in medium opening for safety
xiv) Non availability of adequate space for utility services
xv) No space for bus bays, bus shelters, parking areas etc.
xvi) No scope of future expansion
11. REPORTS SUBMITTED
Feasibility report of the project was submitted to NHAI on 13.02.2006.
Draft Preliminary Project Report for Package II i.e. km 465.000 to km 551.900 was submitted
to NHAI on 12.01.2007. These reports were based on the earlier decision of 4 laning in the
existing 30m Right of way (ROW) width.
12. LATER DEVELOPMENTS
During the meeting taken by the Hon’ble Minister for Shipping, Road Transport &
Highways with the Chief Minister of Kerala at Thiruvananthapuram on 23rd May
2007, it was decided that 4-laning of NH-47 from Cherthalai to Thiruvananthapuram
will be carried out in 45m. Right of Way (ROW) width and NOT in 30m existing
ROW as desired by the State Govt. of Kerala. This has resulted in complete change of
design and drawings by the consultants.
• Due to change in ROW width from 30m to 45m new cross-sections for 4-laning
were developed and sent to NHAI for approval on 31.05.2007 and 06.07.2007.

1 - 54
• NHAI was informed that the change would involve additional inputs of survey,
extensive Land Acquisition Plans, Resettlement Plans, Environmental
Management Plans and preparation of entire design and drawings afresh.
• Case for additional cost of Rs. 94.31 Lakhs (excluding service tax) as Variation
was submitted to NHAI vide ICT letter no. ICT:436:TL:4447 dated 31.05.2007.
• NHAI was also informed on 31.05.2007 that fresh exercise would require
Extension of Time (EOT) of 8 months for preparing DPR.
13. PRESENT STATUS
• Approval in principle for the modified 4-lane cross-section has been received
from NHAI vide their letter no. NHAI/BOT/11012/67/2005 dated 15.11.2007.
• Extension of Time (EOT) upto 31st Jan 2008 has been approved by NHAI vide
their letter of 15.11.2007 referred to above.
• Approval for additional cost as variation is awaited from NHAI.
14. SITE VISIT
A site visit was undertaken by Team Leader accompanied by Senior Surveyor from
4th December 2007 to 10th December 2007. After the approval of the modified X-
sections of 4 laning by NHAI, widening schedule was finalized keeping in view the
ground situation. The abstract of widening is indicated as under:
LHS RHS Concentric Bypass* Total

Item
((km) (km) (km) (km) (km)
Package
30.910 28.980 1.680 24.000 85.570
II
* Two Bypasses at Kollam and Attingal.
Based on above, the modified alignment plans have been prepared and sent to NHAI
vide letter no. ICT: 436: TL:1523 dated 18.02.2008.
15. PACKAGING
The entire length from Cherthalai to Thiruvananthapuram of NH-47 in Kerala has
been divided into two sections. The present report deals with Package-II from Ochira
to Thiruvananthapuram in Km 465.000 to Km 551.900.
16. TRAFFIC
16.1 General
The following necessary traffic surveys have been carried out as stipulated in the terms of
reference in order to obtain data for efficient design, reliable economic analysis and to depict
the reality scenarios.
Introduction
1. Classified Traffic Volume counts for seven days.
2. Intersection Turning Movement Surveys for 24 hours.
3. Origin - Destination and Commodity Movement Surveys for 24 hours
4. Axle load surveys for 2 normal days (24 hours)
5. Speed and Delay surveys
6. Toll rate surveys
7. Pedestrian and animal cross traffic counts
8. Truck terminal surveys
To get consequence, to the above requirements, the project road was considered for:
1. The influence and location of major intersecting/feeder roads
2. The influence and location of bypasses affecting the project road
These features facilitate a framework for carrying out the necessary count surveys in
accordance with the guidelines specified in IRC codes of practice. The various survey
locations have been selected with careful assessment of the traffic characteristics including
entry and exit point along the NH 47 corridor. These points were further refined jointly at site
with the NHAI. The final locations of various surveys were carried out are furnished in Fig. 1.
The approach and methodology employed for carrying out the traffic surveys in the project is
described in the following paragraphs.
16.2 Classified Traffic Volume Counts
Manual traffic counts have been conducted between November 8, 2005 and December 3,
2005.The counts have been carried out in both directions, for successive 15-minute periods,
24 hours a day for 7 consecutive days. Various types of vehicles counted were converted into
PCU using the respective PCU factors. The summary of Average Daily Traffic (ADT) is
given in Table 20.

1 - 56
Fig.1 : Details of Traffic Survey locations
Introduction
Table 20: Average Daily Traffic (ADT)
Location of Survey
MAV & Tractor

Bus & Mini Bus
LGV & Tractor
Non Motorized
Chainage (km)
With Trailer
ADT (PCU)
3-Wheelere
Station No.
2-Wheeler
Vehicle
Trucks
Car
167 592 220 111 134
VC1 485 Neendakara 6570 60 971 23890
5 2 9 2 6
278 745 211 145 100
VC2 511 Chathanoor 8200 66 607 27068
0 4 9 8 1
2
Kall 1
amb 197 384 177 115 5
VC3 7692 946 18 346
5 2 8 4
alam 0
1
Che
2
mpa
0
ka
119 385 186 1
VC4 8410 843 953 35 72
man 3 9 0
3
gala
5
m
The diminished commercial traffic at km 526, in comparison with at km 511 volume count
location is due to the diversion of the traffic to Paravoor and Kottarakara which are of
commercial importance. The ADT percentage composition of the traffic Volume counts at
each location is given in Table 21.
Table 21: Average Percentage Composition of Traffic
Percentage Composition
Chainage (Km)
Motorized Two
Slow and Pedal

Station No.
Goods Vehicles
or Commercial
Three Wheeler
Mini Bus)
Wheeler
Vehicles
Vehicles
Buses/
Car
VC1 485 33.54 8.55 9.97 15.01 30.23 2.69

VC2 511 34.91 11.84 7.73 12.39 31.73 1.39
VC3 526 43.71 11.23 10.13 11.96 21.83 1.04
VC4 540 48.82 6.92 10.80 10.21 22.41 0.41

1 - 58
The less percentage in commercial vehicles is due to fewer major industries and agriculture
productions in this reach. The supply of goods also catered to different places in these reach
by different parallel other routes from Tamil Nadu state. Moderate percentage of buses and
cars appear because of the ongoing tourist and pilgrimage season in Kerala.
Seasonal factor
The data obtained and sale of fuel data obtained from various fuel pumps, which exist along
the project road, was analyzed to obtain seasonal factor. After examining normal and Peak
season averages from these data the seasonal factor reasonably is assumed as 1.0.
Based on seasonal factor annual average daily traffic is calculated. The details of seven days
traffic classification, annual daily traffic, annual average daily traffic and Graphical
representation depicting the composition of vehicles at different survey locations.
16.3 Homogeneous Section
Based on the character, composition, traffic movements at different intersections and from the
results of the traffic volume counts, the six homogeneous sections have been identified. The
homogeneous sections are illustrated in Table 22.
Table 22: Homogeneous Sections of Project road
Section 1 465.00 to 490.00 Kayamkulam to Kavanadu
Section 2 490.00 to 517.00 Kavanadu to Karamkodu
Section 3 517.00 to 530.00 Karamkodu to Thottakkadu
Section 4 530.00 to 552.00 Thottakkadu to Kazhakkuttam
16.4 Intersection Turning Movement Surveys

Intersection turning movement surveys have been carried out at all the major intersection
locations and its details are given in Table 23. Classified traffic volume counts of all types of
vehicles have been made separately for each direction including left and right turning traffic.
The surveys have been conducted for successive 15 minutes interval for a period 24 hours.
Table 23: Intersections Identified for Turning Movement Surveys
Sl. No Name of Junction Location (km)

1 Karunagappally 472.60
2 Shankaramankalam 480.00
3 Kollam city 495.90
4 Kottiyam 506.00
5 Paripally 518.00
6 Kallambalam 527.00
7 Attingal 534.00
8 Mamam 536.00
16.5 Origin-Destination And Commodity Movement Surveys

Origin-Destination (OD) surveys determine and relate the pattern of traffic flows to trip
purpose and commodities transported. The information provided by the survey enables
estimate of the growth of future flows to be made on a more rational basis. The origin -
destination surveys have been carried out by means of the roadside interview method at
locations selected to capture major trip desires in each section.
Introduction
The surveys have been carried out on one working day for 24 hours on a random sampling
basis. All categories of motorized vehicles (e.g. Cars, Jeeps, Buses, light as well as heavy
goods vehicles), have been surveyed for its trip origin, destination, trip purpose, occupancy
and weight of commodity carried. The survey crew was organized into 3 groups by 8-hour
shifts with sufficient enumerators in each traffic direction as well as in groups. Classroom
training were given to the enumerators in order to get acquainted the work and in the use of
standard interview sheets. Police help was sought to ensure smooth flow of traffic and for
stoppage of randomly selected vehicles. Engineers supervised the whole survey activities. The
locations of OD survey conducted are given in Table 24.
Table 24: OD survey locations
S.No. Chainage (Km) Location
1 485.000 Neendakara
2 530.000 Alamcode
16.6 Axle Load Surveys

Generally a tendency on the part of commercial vehicle operators to overload goods vehicles
exists in India despite legislation and the existence of an enforcement agency. The Axle load
survey provides necessary data to enable the assessment of the damaging effect of these
heavily loaded vehicles. The survey was carried out for 2 days for 24-hour period on each day
using the Axle weighing pad as stipulated in the terms of reference. The locations where axle
load survey is carried out are given in Table 25.
Table 25: Axle Load Stations
Station
Chainage (Km) Name / Reference Location
No.
1 485.000 Neendakara
2 530.000 Alamcode
The traffic census and the axle load surveys have been conducted simultaneously. In traffic
census surveys, all types of vehicles traveling in both directions have been counted
throughout the axle load survey period to provide the actual break down of the traffic
composition at the particular location. It was not possible to weigh all the commercial
vehicles because of the requirement of stopping a vehicle for weighing, nevertheless, a
attempt was made to capture large amount of commercial vehicles passing through survey site
to know the pattern of loading. About 10% of commercial vehicles have been weighed in the
24 hours duration.
The major proportion of the total number of vehicles selected in this survey comprised of two
axle trucks and light goods vehicles because of its presence in high percentage in the total
traffic flow. The Vehicle Damage Factor (VDF) is an important index factor in characterizing
the traffic loading for a road. It is a multiplier for converting the number of commercial
vehicles of different axle loads, to the number of standard Axle load repetitions. The VDF,
calculated for all commercial vehicles on the basis of Axle load survey carried out on the
project road is given in Table 26.
Table 26: Vehicle Damage Factor (VDF) for Commercial Vehicles
Chainage
Location Type of Vehicle VDF
(Km)
2 - Axle truck 5.021
Neendakara 485.10

1 - 60
Chainage
Location Type of Vehicle VDF
(Km)
Multi -Axle vehicle 2.233
LGV 0.430
Alamcode 530.00
Multi -Axle vehicle 2.866
LGV 1.008
16.7 Speed And Delay Surveys

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

S No
From To Speed (kmph) Speed (kmph)
1 487.00 498.00 61.90 62.01
2 530.00 535.00 38.34 38.36
16.8 Toll Rate Surveys

Toll Rate Surveys were carried out in order to determine the willingness of highway users to
pay for the benefits accruing from the provision of high quality, 4/6 lane dual carriageway.
The perceived benefits will be in the form of time savings, reduced incidence of accidents,
lower vehicle maintenance costs and lower operating costs (e.g. lower type wear and
damage). The offsetting payment will be in the form of tolls. The toll rate survey locations
and sampling breakdowns are summarised in Table 28.
Table 28: Location of Toll Rate Surveys
Chainage Type of
Location Total Flow Samples
(km) Traffic
Passenger 8524 730
485.00 Neendagara
Goods 2686 240
Passenger 9470 835
530.00 Alamcaud
Goods 2115 205
Introduction
The interviewees were first briefed about the proposed project road covering nearly
175 kms, along with the benefits, which are expected to accrue from it to the users.
Thereafter, they were asked of their view on the project, followed by their willingness
to pay and the reason for the same. In case a respondent declined to pay the toll,
attempt has been to understand their reaction in case tolls were anyway imposed to
use of the study corridor.
The data was analysed to determine how the highway users react to tolls. For this purpose,
goods vehicles and passenger vehicles were analysed separately.
Passenger Vehicles (Cars)
Willingness To Pay
Of all the respondents, approximately 19% are not willing to pay the toll. For those who are
willing to pay, nearly 17% respondents would not pay more than Rs. 50 per trip. A toll of Rs.
75 is acceptable to 13% of respondents whereas 26% are ready to pay a toll of Rs. 100 and
25% of total respondent are ready to pay toll more than Rs. 100.
Reasons for Paying the Tolls
Maximum number of people (33%) are willing to pay toll due to expected reduction in
transport costs. While 20% and 18% people are willing to pay because of increased safety and
better riding quality respectively, only 10% would pay because of higher speeds. Rest would
pay as they feel it is a legal enforcement. Thus safety and vehicle operating costs are the two
crucial factors according to the perception of car owners.
Reaction to Higher Tolls
In case the respondents are not willing to pay tolls to the extent fixed by the NHAI,
then their reactions to the situation that they will not be allowed on the facility, has
been recorded. If the users are charged higher toll than acceptable to them, nearly
21% responded by saying that they would change their mode of travels. 24% would
reduce their frequency of travel and 55% of the respondents said that they would pay
because of legal enforcement, as they have no other alternative.
Bus Operators’ Interview
Willingness to Pay
The Bus operators’ survey has been conducted at major bus transport centers in Trivandrum,
Attingal, Kollam and Allapuzha. Of the total number of bus operators surveyed, some
operators have denied paying toll. More than 66% of operators are ready to pay the toll up to
Rs. 300 and only 19% of operators are ready to pay more than Rs. 300.
The main reason for paying tolls has been cited by 38% of respondents as ‘better riding
quality’. Rest of them is willing to pay due to expected reduction in transport costs and
increase in speed and time saving. Thus, good pavement quality leading to a comfortable ride
is the main reasons for paying the toll by bus operators.
Truck Operators’ Interview

1 - 62
As mentioned before, the acceptability to toll rates can only be expressed by the truck
operators and not truck drivers. Thus, this survey was conducted for the truck operators
instead of drivers, survey was carried out separately for the operators of light goods vehicles
and 2-3 axle trucks.
Willingness to Pay
Of all the respondents, 18% are not willing to pay the toll. Nearly 55% truck owners are
willing to pay the toll less than Rs. 300 whereas very few operators are ready to pay the toll
more than Rs. 300.
The reasons for paying the toll have been stated as given in table below:
Reasons for Paying Tolls % of Total Responses

Higher Speed 42
Better Riding Quality 22
Reduced Cost of Travel 36
Speed has emerged as the unanimous reason for paying tolls, for most of the truck
operators. This helps in completing their trips in shorter time and hence higher vehicle
utilization.
Reactions To Higher Tolls

Those truck operators who refused to pay toll at all, have been asked on their reaction
to the situation where they will not be allowed to use the facility, in case they do not
pay tolls. Then all have responded that they would be forced to pay as a legal
enforcement.
Variation in trips by Imposing Toll Rates

For the goods vehicles, it was found that the truck operators would neither change
their modes nor can they reduce the frequency of travel. Furthermore, since there is no
alternative road to the study corridor, they expressed their inability to do anything else
other than pay the toll as forced by law. Thus, in case the toll rates are imposed on
goods vehicles, there would not be any variation in number of trips.
For the passenger vehicles, however, it was found that if the users are charged higher
toll than acceptable to them, nearly 21% would change their mode of travel, 24%
(approx.) would reduce their frequency and 55% would pay as forces by law, as they
have no other alternative.
16.9 Pedestrian And Animal Cross Traffic Counts
Cross-pedestrian counts at the following five major intersections have been carried
out at designated locations as required along the project road.
Introduction
Km 495.90, Kollam city Junction

Km 527.00, Kallambalam Junction
Km 536.00, Mamoa Junction
The survey results are given in Appendix 2.16. The analysed survey results at these
locations did not signify the requirements for separate pedestrian facilities at these
intersections.
16.10 Truck Terminal Surveys
The OD survey analyses and survey of truck parking facilities did not reveal the
requirements of truck parking terminal on the section of the project road.
16.11 Road Accidents
Road accident statistics of the project road section have been collected from pertinent
police stations in Alappuzha, Kollam and Thiruvananthapuram districts. The details
collected are summarised and the same is furnished in Table 29.
Table 29:Road accident statistics of project road stretch
Alappuzha Kollam Thiruvananthapuram

Year
District District District
2003 1161 934 79
2004 1244 1032 78
2005
(up to 1024 899 70
September)
The less number of road accident in Thiruvananthapuram district is due to less length
of project road as well less number of big urban stretches involved in comparison with
Alappuzha and Kollam districts. Of the total project road length, 48% and 34 % falls
in Alappuzha and Kollam districts respectively and the rest 18% fall in
Thiruvananthapuram district.
16.12 Traffic Forecast
General
The returns from transport sector depend on the agricultural and industries economy of the
country. This is especially true in the case of developing nations where transport is the
catalyst for all round development and also one of the basic infrastructures. When the capital

1 - 64
available is scarce for such and has competing demands, the investments in a road project
require carefulness in planning in order to keep in view not only the present demand but also
the requirements for a reasonable period in future. Thus, the need for estimating the future
traffic as accurate is mandatory either for the construction of a new facility or for the
improvement of existing facilities. The accurate estimate of future traffic projection will
significantly influence the engineering design and in the decision to take of the project or not.
Traffic forecasting is a method combined of engineering with economics. Traffic is generated
as a result of the relationship of a number of contributory factors. Forecasts of traffic have
thus to be dependent on the forecasts of factors such as population, gross domestic product,
vehicle ownership, agricultural output, fuel consumption etc. Future pattern of change in these
factors can be estimated with only a limited degree of accuracy and so the forecasting of
future traffic levels may not be precise indeed. Here, two techniques namely, ‘Historical
growth in vehicle registration’ and ‘Elasticity of Transport demand’ have been adopted to
estimate future traffic on the project road
Secondary Data
The following data have been collected from various sources:
Past traffic volumes count data of the project road stretch from relevant Public works
Department offices.
Population data
Category wise growth of motor vehicles
NSDP, GDP, and Per-capita income data
Agricultural and Industries and tourism data
Past traffic data
Traffic census data for 3-year period between 2002 and 2004 have been obtained from the
offices of the Public works Department, Kerala.
Population
The population of India as per year 2001 census was 1027 million, comprising 531.3 million
males and 495.7 million females with a decadal growth rate of 21.34 %. The demographic
trends in Kerala are far more positive in many aspects. The year 2001 censes of the Kerala
state reveal 31.839 million constituting 15.469 million males and 16.370 million females. It
has the lowest population growth rate compared to other states in India. Its share in the
population of India is 3.1%. The annual average growth in population of the state during the
year 1991 –2001 was just 0.91% as against the Indian average of 1.93%.
Category wise growth of motor vehicles
Category wise growth of motor vehicles for the state of Kerala has been obtained from State
Planning Board publications. Estimated growth rates calculated from these are summarized in
Table 30.
Table 30: Category wise growth of motor vehicles in Kerala
Mode Growth Rate (%)

Cars 7.37
Buses 9.10
2-wheelers 10.71
3 wheelers 6.88
Trucks 4.68
Introduction
Mode Growth Rate (%)

Tractors 3.57
Net State Domestic Product (NSDP)

The annual average growth of the Kerala state income during 1970’s at constant price was
10.73 %and at 1970 – 1971 price was 2.16%. During 1980’s it was 12.15% at current prices
and 3.39% at 1980-81 prices. The average growth rate during 1990’s at constant price was
5.99%.
Gross Domestic Product (GDP)
The statistics published by Central Statistical Organization, the advance estimate of gross
domestic product (GDP) at factor cost at constant 1993 – 1994 prices for the year 2003 –04
has been estimated at rupees 14,245,070 million. This shows that the GDP in real term could
grow at the rate of 8.1% during this period compared to the growth rate of 4% during the
previous year.
Per Capita Income
The per capita income in real term during the year 2003 – 2004 is estimated to attain the level
of rupees 116,840 million. The rate growth of per capita income during this period is 6.6% as
against the previous year’s growth rate of 1.8 %.
Agriculture
Even though the agricultural sector has recorded positive trend in growth performance in
nineties it has not been consistence. Food crops in general have suffered a set back in area and
production despite a sizeable investment. The earlier indication as per the provisional estimate
by the Department of Economics and Statistics was that the growth rate in agricultural income
would be around –5.54% in the year 2002 – 2003. However, the final figure indicated
increase of 1.28%in growth. The provisional figure for 2003-04 show a decline of 4%. The
dismal performance could be attributed to decline in crop production coupled with low prices
of agricultural commodities. The deficit rainfall of SW monsoon in 2002 and 2003 also had
contributed to the decline in crop production.
Industry
Quick industrial growth estimate of the state show a negative growth in the year 2003 –2004.
It is however, a recovery, compared to 2002 – 2003. Growth rate of manufacturing sector
(NSD) of Kerala for the year 2004-2005 is estimated at constant price is –2.23%. Negative
growth was recorded in several items like cotton textile, wool, silk, manmade fabric,
chemicals, non metallic, mineral products, basic metals, alloy industries, machineries and
other manufacturing industries. For all other items positive growth was recorded.
Performance in the industrial export recorded a positive growth of around 9% in 2003-
2004.The major exported commodities are Cashew, Marine products, spices, coir and its
products, coffee, tea etc.
Kerala is endowed with number of deposits such as Heavy Mineral Sand, China Clay, Iron
Ore, Graphite, Bauxite, Silica sand, Lignite, Lime shell, Granite etc. However, only Heavy
Mineral Sand and China Clay contribute more than 90% of total value of mineral production
in the state.
Projected Traffic Growth
- Transport demand elasticity coefficients were arrived using the following factors.
- Macro-economic scenario growth rate (s) and composition of NSDP
- Road influence area population, size and urbanization
- Reduction in truck overloading and changes in trucking fleet

1 - 66
- Increase in vehicle productivity due to improved road condition
- Shift in personalized travel modes over the period of time
- Changes in the inter-modal share of passenger and freight demand
The estimated transport demand elasticity coefficients are given in Table 31.
Table 31: Transport Demand Elasticity Coefficient based on NSDP in Kerala
Year
Mode
2007 2012 2017 2022 Beyond 2022
Cars 1.20 1.35 1.22 1.10 0.99
Buses 1.50 1.67 1.50 1.35 1.22
Trucks 0.80 0.86 0.77 0.70 0.63
Motorized two wheelers 1.80 1.97 1.77 1.59 1.43
3 wheeler 1.10 1.26 1.19 1.02 0.92
Growth in population and per-capita income are the principal parameters for forecasting
future passenger traffic demands. The following formula combines these parameters to get
the passenger vehicle elasticity:
Annual growth rate = [(1 + P/100) (1 + I/100) – 1] x 100 x E
Where:
P = annual population growth rate
I = annual per-capita income growth rate
E = elasticity coefficient.
For goods vehicles, the principal parameters are agriculture, mining, industry, trade and
commerce, which are combined and averaged before applying the elasticity coefficient to
obtain the growth rate.
Future patterns of change in various parameters such as population, NSDP, primary and
secondary industries, trade and commerce, fuel consumption and etc could only be estimated
with limited accuracy. Three scenarios related to future socio-economic trends in the form of
‘most probable’, ‘pessimistic’ and ‘optimistic’ are thus adopted for comparison with the
growth rates determined from the analyses of category wise growth of motor vehicles in
Kerala state. The growth rate obtained from elasticity method is named as ‘most probable’.
Other two considerations of 10% lower and 10% higher growth rates in comparison with most
probable case are named as ‘pessimistic’ and ‘optimistic’ respectively. The growth rates
developed for each of these scenarios are summarised in Table 32.
Table 32:Traffic Growth Rates Based on Elasticity of Transport Demand

Mode Year
Beyond
2007 2012 2017 2022 2027
2027
Scenario-1: Projected Most Probable Traffic Growth Rate
Cars 7.1 7.8 7.0 6.3 5.7 5.7
Buses 8.7 9.6 8.7 7.8 7.0 7.0
Introduction
Mode Year
Beyond
2007 2012 2017 2022 2027
2027
Trucks 4.5 4.9 4.5 4.0 3.6 3.6
Motorised Two-
10.3 11.3 10.2 9.2 8.3 8.3
wheelers
3 wheeler 6.6 7.3 6.5 5.9 5.3 5.3
Scenario-2: Projected Pessimistic Traffic Growth Rate
Cars 6.4 7.0 6.3 5.7 5.1 5.1
Buses 7.9 8.7 7.8 7.0 6.3 6.3
Trucks 4.0 4.5 4.0 3.6 3.2 3.2
Motorised Two-
9.3 10.2 9.2 8.3 7.4 7.4
wheelers
3 wheeler 5.9 6.5 5.9 5.3 4.8 4.8
Scenario-3: Projected Optimistic Traffic Growth Rate
Cars 7.8 8.6 7.7 6.9 6.2 6.2
Buses 9.6 10.6 9.5 8.6 7.7 7.7
Trucks 4.9 5.4 4.9 4.4 4.0 4.0
Motorised Two-
11.3 12.5 11.2 10.1 9.1 9.1
wheelers
3 wheeler 7.3 8.0 7.2 6.5 5.8 5.8
These growth rates have been calculated with detailed study of economic indicators of Kerala
state and from the guidelines of World Bank for the calculation of elasticity for different
vehicles.
16.13 Traffic Forecast
Historical growth of vehicle registration
The traffic projections based on category wise growth of motor vehicles in Kerala state have
been computed.
Elasticity of Transport Demand
This method of long-term traffic forecasting incorporates analyses of some of the key socio
economic characteristics in the road influence area and its anticipated rates of change during
the study period. These characteristics are taken as indicators for the future growth of traffic.
The growth rates for normal traffic obtained from this approach take some account of the
following factors, which affect future traffic levels
• The prospective growth in the economy,
• The estimated elasticity of demand for transport
• Change in the structure of the vehicle fleet, for example vehicle productivity and changes
in the inter-modal share of passenger and freight demand.
The traffic forecasts computed based on the growth rates estimate for ‘most probable’,
‘pessimistic’ and ‘optimistic’ scenarios from elasticity of transport demand.
16.14 Comparison of Different Method Of Forecast
1 - 68
The traffic fore cast comparison of different method is given in Table 2.53. The elasticity
demand takes into account of different socio – economic profile factors and thus the future
growth may not perfectly depict. Of the 3 scenarios developed by the Elasticity of transport
demand approach, the most probable scenario give the closest comparison with the
projections computed by historical growth of vehicle registration method. The traffic forecast
computed by most probable method has been adopted for design and economic analysis.
16.15 Inference
Two scenarios were examined here namely
• Do nothing option
• Widening the existing road to four/ six lane capacity
The impact of speed for various links is considered in this option. The speed flow analysis
using the following Road User Cost Study equations is carried out. Substituting the normal
growth of traffic for the required period the average speed of different modes with base year
flow are computed.
Two lane carriageway speed equations (with earthen shoulders)
Vc = 85.45 – 0.017Q
Vb = 66.79 – 0.013Q
Vt = 58.96 – 0.008Q
Vtw = 51.58 – 0.007Q
Four lane carriageway speed equations (with paved shoulders)
Vc = 92.79 – 0.0075Q
Vb = 74.48 – 0.0042Q
Vt = 63.25 – 0.0047Q
Vtw = 57.21 – 0.0062Q
Where,
Q: Traffic flow in PCU
Vc, Vb, Vt, and Vtw: Speeds of cars, buses, trucks and motorized two wheelers respectively.
The entire project road stretch passes through plain terrain barring about 15 km stretch which
is between plain and rolling. Thus Plain terrain with curvature (degree/kilometer) 0 to 50 is
considered. Design service volume as reveal in IRC 64: 1990, recommend for two-lane road
that has 7 m wide blacktop carriageway with reasonably good earthen shoulders with peak
hour traffic in the range of 8% and level of service ‘B’ is 15000 PCU/day and for four lane
dual roads is 40000 PCU/day. From the projected traffic different carriageway requirement
options are considered. The carriageway options are given in Table 33.
Introduction
Table 33

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Table 33
Introduction
It is obvious that the project road is already exceeded the capacity requirements of two lane.
The peak hour factors obtained from all the seven count stations are in a range between
6.290% and 6.947%, which are comparatively lower than the peak hour factors of 8% that are
referred in the IRC guidelines. So, about 20% capacity may be increased. Accordingly the
requirement and go beyond of four laning facilities are calculated
It is evident from the traffic studies that the entire project road stretch from km 379.100 to km
551.900 is already exceed its capacity and warrant four lane facilities right at the moment.
Table 34: Carriageway Option
S. km 485.000 km 511.000 km 526.000 km 540.000

Year
N. PCU Requirement PCU Requirement PCU Requirement PCU Requirement
1 2005 23892 4L -PS 27068 4L -PS 21533 4L -PS 20135 4L -PS
2 2006 25754 29241 23203 21737
3 2007 27778 31604 25013 23473
4 2008 29979 34173 26974 25355
5 2009 32373 36969 29100 27397
6 2010 34978 40010 31405 29611
7 2011 37812 43321 33905 32014
8 2012 40898 46927 36618 34623
9 2013 44259 50853 6 lane 39561 37454
10 2014 47920 55132 42756 40530
11 2015 51909 6 lane 59794 46225 43870
12 2016 56257 64877 49993 47499
13 2017 60997 70419 54087 6 lane 51444 6 lane
14 2018 66167 76464 58535 55732
15 2019 71808 83060 63370 60395
16 2020 77962 90258 68628 65467
17 2021 84680 98116 74345 70985
18 2022 92015 106696 80566 76990
19 2023 100026 116068 87334 83527
20 2024 108777 126306 94701 90644
21 2025 118339 137495 102722 98395
22 2026 128790 149726 111457 106838
23 2027 140216 163099 120972 116039
24 2028 152711 177724 131339 126066
25 2029 166378 193722 142638 136998
26 2030 181331 211227 154955 148918
27 2031 197694 230386 168386 161920

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S. km 485.000 km 511.000 km 526.000 km 540.000
Year
N. PCU Requirement PCU Requirement PCU Requirement PCU Requirement
28 2032 215606 251358 183035 176105
29 2033 235217 274323 199017 191583
30 2034 256693 299474 216457 208479
31 2035 280216 327026 235492 226924
16.16 Design For Major Road Junction

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

Name of the junction
No. (km)
2005 2017 2027
1 Karunagappally 472.60 3312 7922 15005
2 Shankaramangalam 480.00 2047 4246 7662
3 Kollam city 495.90 6676 16691 32279
4 Kottiyam 506.00 3394 8244 15610
5 Paripally 518.00 5120 11835 22063
6 Kallambalam 527.00 4456 10775 20323
7 Attingal 534.00 2707 6139 11575
8 Mamoa 536.00 2968 6405 11698
Highway grade separators are envisaged at intersection of divided rural road if the ADT (fast
vehicles only) on the cross road within the next 5 years is likely to exceed 5000 and otherwise
the need for such facilities could be kept in view for future consideration/construction. An
interchange may be justified when an at-grade intersection fails to handle the volume of
traffic resulting in serious congestion and frequent choking of the intersection. This situation
may arise when the total traffic capacity of all the arms of the intersection is in excess of
10,000 PCU/ hours. Based on these considerations the following conclusion is arrived. The
type of intersections proposed are given in Table 36.
Table 36: Types of intersections proposed.
Chainage Suggested design of intersection

S No Name of the junction
(km) 2017 2027
1 Karunagappally 472.60 At grade Interchange
2 Shankaramangalam 480.00 At grade At grade
3 Kollam city 495.90 Interchange Interchange
4 Kottiyam 506.00 At grade Interchange
5 Paripally 518.00 Interchange Interchange
Introduction
Chainage Suggested design of intersection

S No Name of the junction
(km) 2017 2027
6 Kallambalam 527.00 Interchange Interchange
7 Attingal 534.00 At grade Interchange
8 Mamoa 536.00 At grade Interchange
Warrant of interchange arise in Kollam city (km 495.90) Paripally (km 518.00) and
Kallambalam (km 527.00) at-grade junctions in the year 2017. In the year 2027, the at- grade
junctions in X ray hospital (km 392.10), Power house bridge junction (km 411.20),
Nangairkulangara (km 447.40), Kayamkulam (km 458.00), Kottiyam (km 506.00), Attingal
(km 534.00) and Mamoa (km 536.00) exceed its traffic capacity limit. The project road is
proposed to detour Alappuzha, Kollam and Attingal towns and thus the junctions at Power
house bridge (km 411.20), Kollam city (km 495.90), Attingal (km 534.00) and Mamoa (km
536.00) which lie in these tows may not consider for up-graded interchange facilities. Based
on the peak hour flow all the existing junctions of the project road from km 379.100 to km
551.900 will be considered for ‘at grade junction design’ as per MoSRT &H standards.
17 BYPASS
The project road starts from km 465.000 Ochira and ends at km 551.900 (Kazakuttam
Junction) of NH-47 in Thiruvananthapuram district. There are two number bypass in this
project road length (Stage-II) namely Kollam bypass and a new Attingal bypass to bypass the
Attingal town where the RoW is too less in view of constructed held up.
17.1 Kollam Bypass
The alignment of this bypass starts in Allharamamad at km 488.972 of NH-47 and passes
through Thrikkadavoor, Kallumthazham and Ayathil and ends at km 502.540 of NH-47
Since proposed alignment of NH-47 in Kollam bypass is crossing NH-208, it is proposed to
provide a flyover at this location.
There is an ROB on Kollam bypass. An additional 2-lane ROB is proposed by its side 3 nos.
additional minor bridges for the exiting bridges on existing portion of 2-lane road and 3 nos.
4-lane new bridges and one underpass.
17.2 Attingal Bypass
There is a town Attingal from km 530.400 to km 536.600 (municipal limit) on National
Highway 47 in Kerala. Due to heavy builtup commercial area and right of way (ROW) being
less than 30m, construction of four lane (divided carriageway) with service road is not
possible. Construction of bypass from km 528.400 to km 537.400) or flyover in 536.500.
Length of bypass comes to 10.8 km. Length of flyover is about 6.5 km. The cost of flyover
shall be about Rs. 390 crores, while cost of bypass shall be about Rs. 150 crores.
Moreover for flyover a four lane with 1.5m footpath on both side the width of structure is
20m, if no improvement is geometric is taken into account at least one metre clearance shall
be required on both side. There are upto three stories building (10m height) on both side of
the road, hence we require 22m wide space for to 536.500 (Table 37 & Table 38) is less than
22m. At places it is 13m only. Hence construction of four lane flyover is not possible at
Attingal.
In brief advantage of bypass over flyover are as follows;
• Bypass is less costly
• Bypass shall help city to develop & expand

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• Environmentally construction of bypass shall be move environment friendly than flyover
in construction period
• Flyover construction will be opposed by the residents as the project affected persons shall
be move.
• Bypass can be widened in future
• After construction, noise pollution shall be more as built up area will be never to fast
moving traffic.
• People of area prefers bypass
In case of accident, loss will be move in flyover. Hence construction of bypass is
recommended.
Table 37: Details of ROW on Attingal Bypass
Sl. No. Location (km) Available of ROW

1 537.400 32.00
2 537.000 37.00
3 536.500 45.00
4 536.000 18.50
5 535.500 14.50
6 535.000 19.00
7 534.500 13.00
8 534.000 15.00
9 533.500 17
10 533.000 16.50
11 532.500 29.00
12 532.000 33.00
13 531.500 24.00
14 531.000 23.50
15 530.500 22.50
16 530.400 24.00
17 530.000 36.50
18 529.500 30.50
19 529.000 42.50
20 528.500 31.50
21 528.400 31.50
For the land acquisition of Attingal bypass the revenue survey numbers and litho maps from
the various villages for the proposed bypass were collected. The Attingal bypass starting
chainage is 523.500 i.e. Manapoor junction and ending chainage is 534.300 after Mamom
bridge.
The proposed bypass is covered through four villages.
• Manamboor village
Introduction
• Kizhattingal village
• Attingal Municipality village
• Kizhuvallam village
There are four villages coming under the Chirayinkil Taluk and Trivandrum District.
Alignment Details
Proposed bypass is starting from Manamboor junction places are near Deviapura
Nagar temple after the Thottakkhade, Valakottumala, paddy field region, Puthencode
region, Perumkulam region, MLA palam near palamkonam jn. Mosque region –
Meleattingal. Thottavaram-paddy field area, cutting of Kunnuvaram road-build up
area. Then reaching the Ramachanvila region-build up area then coming the paddy
field area. Kaduvayil Ela-Kavanasseri Ela in Kizhuvallam village-Chittanttinkara
Desam reaching the Mamom bridge into the NH-47 road.
Affected Structure of Proposed Bypass

There are 142 building structure are affected partially or fully. Most of the lands of the
Bypass are paddy field, coconut plantation and some other Agricultural cultivated land.
Revenue Survey Details
Attingal Bypass passes through four village. Among there four villages first Manamboor
villages, only re-survey done and its survey numbers are given. The other four villages re-
survey process is going on. So there old survey numbers and their old litho map is also given.
The total land acquisition area is 72.0185 Ha
Most of the lands are private land. A few governments land is coming at Ramanchanvila
region, is some squatters and encroachers. The fifteen BT roads and two major rivers are
cutting along this bypass.
Table 38 : Land Acquisition of Attingal Bypass
Land to be Land to be acquired

K.M. Chainage Name of Village acquired in in Hectares
Hectares (km wise)
1 0.00-1.000 Manamboor 11.9938 11.9938
2 1.000-2.000 Manamboor 8.6215 8.6215
3 2.000-3.000 Manamboor 7.8186 7.8186
4 3.000-3.820 Manamboor 7.0263
5 3.820-4.000 Keezhattingal 0.6272 7.6535
6 4.000-5.000 Keezhattingal 10.2134 10.2134
7 5.000-6.000 Keezhattingal 6.8541 6.8541
8 6.000-7.000 Attingal 2.6664 2.6664
9 7.000-8.000 Attingal 3.9588 3.9588
10 8.000-8.500 Attingal 2.5142
11 8.500-9.000 Kizhuvilam 3.4851 5.9993

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Land to be Land to be acquired
K.M. Chainage Name of Village acquired in in Hectares
Hectares (km wise)
12 9.000-10.000 Kizhuvilam 3.2183 3.2183
10.000-
13 Kizhuvilam 3.0208 3.0208
11.000
TOTAL LAND ACQUISITION 72.0185
Valuation of Land /Houses/Trees on Attingal Bypass
(A) Total Area = 72.0185 hectares ~ 180.04 Acres
Cost of Land = 180.04 acres @ Rs. 4 Million /Acres
= 720.16 Milion
(B) Building cost approximate = 5.68 crores
Total number of houses being affected = 142 nos.
2
Total Area (@ 100m ) = 14200m2
Total cost of building @ Rs. 4000/m2 = Rs. 56.8 Million
(C) Details of Trees on Attingal bypass to be cut
(a) Coconut trees = 2503 nos.
Details of girth is as follows:
G1 = (30 to 60cm)
(b) Jack Trees = 203 Nos.
G1 = 100 cm
G2 = 70 cm
G3 = 20 cm
G4 = 5 cm
G5 = 8 cm
(c) Teak Trees = 80 Nos.
G1 = 40 cm
G2 = 20 cm
G3 = 15 cm
G4 = 5 cm
(d) Mango Trees = 63 nos.
G1 = 30 cm
G2 = 30 cm
G3 = 15 cm
G4 = 10 cm
Introduction
G5 = 5 cm
G6 = 3 cm
(e) Tarmaric Trees = 11 nos.
G2 = 11 cm
(f) Cashew Trees = 21 nos.
G1 = 21 cm
(g) Palm Trees = 1 no
G1 = 1 cm
(h) Other Trees = 5 nos.
G1 = 2 cm
G3 = 3 cm
Total number of trees to be cut on Attingal Bypass = 2887 nos.
Hence for bypass RHS alignment is recommended for final adoption. Tentative length of the
bypass is 12 km.
18. DESIGN OF PAVEMENT
Design Life : 20 Years (Flexible)
Design Traffic : 100 msa for main carriageway; 10msa for service road
Design CBR : 8%
Pavement Composition
New Pavement:
Overlay:
Profile Correction with DBM : 50mm
Service Road:

1 - 78
19. PRELIMINARY ENVIRONMENT ASSESSMENT
19.1 General
Improvement of surface connectivity through construction of new roads or strengthening/
upgradation of existing roads is generally undertaken to improve the economic and social
welfare of those using the road or served by it. The need for faster growth in the economic
and social sectors has propelled the Government of India to invest liberally in infrastructure
development program and strengthening the road network of the country has got a focus.
There is a realization that improved connectivity goes a long way in integrating the markets in
the country and providing a level playing field for the manufacturers and producers located in
different regions. The project of 4-laning of Cherthalai Thiruvananthapuram section (km
379.10 to km551.90) of National Highway NO. 47 in the state of Kerala is a part of the
National Highway Development Program. The project involves rehabilitation and upgrading
of the existing 2-lane road and widening it to 4-lane dual carriageway. The project road has
been divided into two packages. Package-II starts at Ochira (km 465.000) and ends at
Thiruvananthapuram
(km 551.000). This package starts in the Kollam district and is confined within the boundaries
of the districts of Kollam and Thiruvananthapuram. Kollam is a center for cashew processing
industries. Kollam has also the second largest estuary of Kerala in Ashtamudi lake which in
the recent past has been declared as a Ramsar site.
19.2 Description of the Project
The package of NH 47 – the busiest highway in the state of Kerala covers the stretch between
km 465.000 and km 551.900. It primarily runs through the district of Kollam and
Thiruvananthapuram. This stretch passes through settlements of Karunagapally, Chavra,
Attingal, Pallipuram and Mangalpuram etc. Quite a few of these settlements are thickly
populated. To avoid large scale dislocation of people and property, it has been proposed to
construct a bypass at Attingal and elevated roads at some of the thickly populated towns.
The carriageway of the existing road on an average varies between 10m and 13m except in
few patches where the carriageway is narrower. The package has some stretches where the
divided 4-lane carriageway has already been constructed. Built up areas occupy the bulk of
the land along the project corridor. A large number of junctions punctuate the road
Roadside plantations of varying densities and species composition line almost the entire
stretch of the road. Some locations have the Arabian sea close by. The project road also
crosses backwaters at a few locations.
19.3 Environmental Management Plan
Environmental Management Plan (EMP) is the means to ensure that the environmental
quality of the zone dos not get adversely impacted beyond acceptable level due to the
construction and operation of the project. The plan lays down measures for three distinct
phases - (a) design phase (b) construction phase and (c) the operational phase. This plan
suggests mitigation measures against all identified impacts. Environmental management
matrix provides detailed management measures for specified anticipated impacts and defines
responsibilities of each participating organization. Mitigation and management measures have
been detailed out for impacts on water bodies, roadside vegetation, water /air/sound quality,
road safety, drainage as well as sanitation of labour camps.
Introduction
Environmental enhancement considers additional provisions and specifies

enhancement of water bodies, and establishment of quality compensatory plantation
all along the project corridor.
19.4 Environmental Monitoring Plan

Environmental Monitoring Plan ensures that the environmental mitigation measures
and enhancement programme are properly implemented and the responsibility for
implementation is clearly demarcated.
Monitoring of environmental quality during construction and during operation reflects the
success of implementation of the mitigation measures. Monitoring will be conducted by the
project authority with the help of an independent monitoring organisation Monitoring
parameters, locations and frequency for air, water, noise quality have been suggested.
Monitoring of survival rates of plantations also has been suggested.
A budgetary estimate of Rs. 750.00 lacs for environmental management activities has been
prepared. This includes cost of mitigation measures, enhancement and monitoring.
Environmental mitigation measures, which are part of engineering activities such as slope
stabilization, sediment/ silt control, provision of cross-drainage etc. have not been included in
this estimate.
20. INITIAL SOCIAL ASSESSMENT
20.1 General
The Resettlement Action Plan (RAP) is based on social impact assessment of the
potentially affected owners of houses, shops, hotels, tea stalls, business and
agricultural land including impact on local community infrastructures due to widening
of National Highway – 47. In view of the human involved, the possible social
impacts have been integrated into the improved alternative engineering designs to
minimize resettlement and forced displacement. This task has been achieved by
adopting road engineering techniques in terms of the provision of Alappuzha bypass,
realignment, widening and reduction in median width at congested settlements. The
RAP provides details to implement provisions of the policy framework, including
institutional arrangements and budgets based on enumeration of project-affected
people with entitlements under the framework.
20.2 Budget
The estimated budget for R&R is Rs.384.44 crores including land acquisition. The
item wise detailed indicative budget of the R&R component of the project will be

1 - 80
presented in the stand along RAP document, which will be sent along with the revised
PPR.
21. COST ESTIMATE
The estimated cost (civil cost) of this package based on 2006-07 rates works out to
Rs. 912.75 crores. This has been updated to Rs. 1006.31 crores after adding
escalation for 2 years @ 5 % per annum i.e. Rs. 11.76 crores per km (Total Length =
85.57 km). After adding contingency and supervision charges and cost of shifting
utility services, environmental mitigation measures, land acquisition and resettlement
and rehabilitation charges, the cost comes to Rs. 1564.90 crores i.e. Rs. 18.29 crores
per km.
22. ECONOMIC AND FINANCIAL ANALYSIS
Introduction
This chapter presents the economic analysis for the project road section from km 465.000 to
km 551.900 of NH-47 in the state of Kerala. The economic analysis is carried out within the
broad framework of social cost-benefit analysis. The appraisal compares the total transport
costs in situations of “with” the project and “without” the project alternatively called the
“base case” or the “do minimum case” for the project highway.
The underlying objective of economic analysis is to maximize the returns on the investment.
The concept behind the economic appraisal of the project is that if it is implemented, the
resulting benefits will be the decreased road users costs when compared to the costs of the
‘base’ situation.
The total transport costs comprise two basic components, viz. road supplier costs and road
user costs.(Table 39)
Table 39: Total Transport Costs
Road Supplier Costs Road User Costs

Construction Costs Vehicle Operating Costs (VOC)
Maintenance Costs Travel Time Costs
Replacement Costs: Costs of Environmental Impact
Mitigation Measures, Costs of Rehabilitation and
Resettlement (R&R) measures
Methodology
All costs considered in the analysis are valued in money terms at the market prices. For
economic analysis, these are expressed as economic costs for avoiding distortions in the
prices of inputs such as labour, materials, equipment, and machinery i.e. market prices net of
transfer payments such as taxes and subsidies arising due to market imperfections. The
transport costs are estimated for the ‘Do nothing’ and ‘With Project’ scenarios. The reduction
in these costs under ‘With Project’ scenario, alternatively called the savings, are treated as
economic benefits corresponding to the incremental investment estimated over the life of
project.
Introduction
The economic appraisal is carried out by using the ‘Highway Development and Management
(HDM 4) Model’. The model is used to generate cash flow streams of VOCs and travel time
costs to compute the net economic benefits, as inputs for the estimation of the IRRs and NPVs
for project evaluation.
Project Option
Economic evaluation for the project road from km 465.000 to 551.900 has been carried out.
The project option considered is:
Widening and strengthening of existing 2-lane (partly 4-lane) National Highway to four lane
carriageway configuration with 7.0m wide service lane on either side.
Basic Input Data
The basic input data used for the application of HDM-4 have been grouped into following
categories:
General
Traffic
Road Condition and Pavement design
General Data
Pavement Option : Flexible Pavement has been considered for proposed four
lane carriageway configuration of existing 2-lane highway
Construction Period : Construction period for the section from km 465.000 to km
551.900 has been assumed as 30 months i.e. from April
2009 to Sept 2011.
Investment Schedule : For construction period, the distribution of cost for each
year is given as below:
1st Year - 30 %
2nd Year – 40 %
3rd Year – 30 %
Analysis Period : 20 years
Discount rate : 12%
Solvage Value : 15%
Project Cost
Estimated cost for project option is as given in below Table 40
Table 40 : Estimated cost for Construction
Construction Cost
Option
(Rs. in million)
New four lane carriageway configuration of existing 2-
10063.10
lane highway
The foreign exchange component in the total capital cost is insignificant and has been
considered to be zero, as all material, machinery and labour are available in India. Standard
Conversion factor of 0.90 has been used for converting market prices of road construction and
maintenance inputs into economic costs.
Traffic Volume and Composition

1 - 82
The traffic volume data has been taken from Traffic Analysis & Forecast chapter as per
Traffic Surveys conducted in the year 2005.
Summary of Annual Average Daily Traffic (AADT) along with percentage composition of
vehicles at km 485.00, km 511.00, km 526 and km 540.00 is given in Table 41.
Table 41: AADT & Percentage Composition of Vehicles
AADT (Motorized Vehicles)

Percentage Composition (Motorised)
Three Axle Trucks
Multi Axle Trucks

Location (km)
Two Axle Trucks

Three Wheeler
Mini Bus/LCV
Two Wheelers
Car/Jeep/Van
(Passenger)
in Nos.
LGV
Bus
485.00 19062 34.47 2.14 9.45 8.79 31.07 7.06 5.83 0.89 0.30
511.00 23161 35.40 2.21 6.94 12.00 32.18 4.32 6.30 0.36 0.28
526.00 17577 43.76 2.94 8.17 11.24 21.86 6.55 4.90 0.48 0.10
540.00 17513 49.03 4.41 6.43 6.96 22.50 5.56 4.44 0.48 0.20
Estimated growth rates used for projection of traffic to horizon years are given in Table 41.
Table 41: Estimated Traffic Growth Rates (%)
Year
Mode 2005 - 2008 - 2013 - 2018 - 2023 - 2027
2007 2012 2017 2022 2027 onwards
Cars 7.1 7.8 7.0 6.3 5.7 5.7
Buses 8.7 9.6 8.7 7.8 7.0 7.0
Trucks 4.5 4.9 4.5 4.0 3.6 3.6
Motorized two
10.3 11.3 10.2 9.2 8.3 8.3
wheelers
3 wheeler 6.6 7.3 6.5 5.9 5.3 5.3
Existing Road Condition: Other parameters like pavement condition data, roughness
Pavement Deflection (BBD) of various sections have been taken from respective chapter and
are summarized in the Table 42 and Table 43.
Table 42: Existing Roughness (m/Km) of various sections
Chainage (km.)
Sl. No. Length (km) Roughness (m/km)
From To
1 465 490 25 3.15
2 490 517 27 3.09
Introduction
Chainage (km.)
Sl. No. Length (km) Roughness (m/km)
From To
3 517 530 13 3.47
4 530 551.900 21.90 2.98
Table 43: Pavement Condition Survey data

Cracking area Patching area Ravelling area Rut Depth
Chainage
(%) (%) (%) (mm)
465.00-490.00 6.81 1.5 1.0 -
490.00-517.00 4.00 2.0 2.0 -
517.00-530.00 8.77 2.5 4.0 1.0
530.00-551.90 3.24 1.0 2.0 1.0
22.3 ECONOMIC ANALYSIS – RESULTS

Result of Economic Evaluation
Option IRR (%) NPV (Rs. Million)

Four lane carriageway configurations of existing 2-
42.40 23652.860
lane carriageway of NH-47 (with time saving)
22.4 SENSITIVITY ANALYSIS

Sensitivity Analysis has been carried out to examine the effect on economic viability of the
project due to change in the level of the key input factors, including construction cost,
variation in traffic etc. The sensitivity of the IRR has been studied under the following change
in conditions (refer Table 44).
Condition I : 15% increase in project cost, traffic remains unchanged.
Condition II : 15% decrease in traffic, project cost remains unchanged.
Condition III : 15% increase in project cost & 15% decrease in traffic.
Table 44: Sensitivity Analysis Results with time saving
Sensitivity Analysis Results
I 38.00 22457.75
II 37.70 21705.46
III 33.90 20510.34
Table 45: Sensitivity Analysis Results without time saving
Sensitivity Analysis Results

I 15.40 1562.72
II 15.00 1162.66
III 12.10 58.30

1 - 84
Economic & Sensitivity Analysis results show that project road section from km 465.000 to
km 551.900 is economically viable by all means. Thereby project may be taken up for
improvement to 4-lane configuration.
22.5 Financial Analysis
The base objective of the financial analysis is to determine whether the Build Operate
and Transfer (BOT) model is workable for the stretch Ochira to Thiruvananthapuram
(km 465.000 to km. 551.000) and if so, under what conditions.
Financial Analysis has been carried out for the following scenarios.
iii) Base case with no NHAI grant

iv) With 20% equity support and 20% O&M support during the concession period,
the results are indicated as under;
Post-
Equity
Sl Tax
Description FIRR NPV
No. FIRR
(%)
(%)
Concession Period: 25 Years
Base case with 95.50

1 15.00 12.98
no grant Crores
With 20%
equity support 611.53
2 25.94 18.96
+ 20% O&M Crores
support
23. MEMORANDUM FOR PPP APPRAISAL COMMITTEE
23.1 Memorandum for consideration of Public Private Partnership Appraisal Committee

(for ‘In Principle’ approval) has been prepared in the format prescribed by NHAI and
is sent separately as document (Annex II) along with the Term Sheet of the proposed
Concession Agreement (Appendix A).
23.2 The memorandum for Public Private Partnership Appraisal Committee (for ‘Final’
approval) has also been prepared and is sent herewith as Annex III together with brief
particulars of the Concession Agreement (Annex III-Appendix ‘A’).
24. CONCLUSION AND RECOMMENDATION

Introduction
The economic with sensitivity analysis and financial analysis results show that the
project is economically and financially viable even without any grant from NHAI.
The project is therefore recommended to be taken up on priority for 4 laning under
BOT (Toll).
•••
Table 33: Comparison of Forecast PCU by different Methods

PCU PCU PCU
PCU based on Elasticity of PCU based on Elasticity of PCU based on Elasticity of
based based based
transport Demand transport Demand transport Demand
on on on
Year
catogory catogory catogory
most most most
wise Pessimistic Optimistic wise Pessimistic Optimistic wise Pessimistic Optimis
Probable Probable Probable
growth growth growth
Km 485.000 Km 511.000 Km 526.000
2005 23892 23892 23892 23892 27068 27068 27068 27068 21533 21533 21533 21533
2006 25754 27477 27300 27653 29241 31261 31053 31466 23203 25673 25514 25831
2007 27778 29417 29035 29800 31604 33526 33079 33973 25013 27408 27065 27751
2008 29979 31520 30902 32144 34173 35981 35258 36711 26974 29283 28730 29841
2009 32373 33801 32910 34706 36969 38645 37603 39703 29100 31309 30515 32116
2010 34978 36274 35072 37506 40010 41534 40127 42975 31405 33499 32431 34593
2011 37812 38956 37399 40568 43321 44668 42845 46552 33905 35867 34487 37293
2012 40898 42154 40152 44264 46927 48405 46059 50872 36618 38680 36911 40538
2013 44259 45651 43138 48345 50853 52493 49546 55641 39561 41747 39532 44107
2014 47920 49478 46377 52851 55132 56967 53328 60910 42756 45090 42365 48032
2015 51909 53668 49892 57830 59794 61866 57434 66731 46225 48736 45429 52351
2016 56257 58255 53707 63333 64877 67230 61890 73166 49993 52714 48743 57105
2017 60997 62786 57436 68789 70419 72526 66249 79546 54087 56625 51972 61798
2018 66167 67706 61452 74761 76464 78279 70945 86533 58535 60854 55435 66913

1 - 86
PCU PCU PCU
PCU based on Elasticity of PCU based on Elasticity of PCU based on Elasticity of
based based based
transport Demand transport Demand transport Demand
on on on
Year
catogory catogory catogory
most most most
wise Pessimistic Optimistic wise Pessimistic Optimistic wise Pessimistic Optimis
Probable Probable Probable
growth growth growth
2019 71808 73056 65785 81308 83060 84532 76010 94190 63370 65443 59165 72505
2020 77962 78867 70451 88477 90258 91327 81467 102578 68628 70403 63164 78600
2021 84680 85188 75487 96339 98116 98718 87354 111775 74345 75787 67472 85264
2022 92015 91374 80380 104099 106696 105955 93079 120856 80566 81030 71640 91808
2023 100026 98050 85623 112538 116068 113767 99211 130731 87334 86675 76096 98903
2024 108777 105256 91238 121714 126306 122198 105781 141470 94701 92748 80855 10659
2025 118339 113034 97254 131696 137495 131300 112819 153152 102722 99282 85938 11492
2026 128790 121431 103701 142555 149726 141128 120362 165862 111457 106314 91369 12395
2027 140216 129610 109877 153185 163099 150701 127589 178304 120972 113142 96562 13276
2028 152711 138379 116449 164661 177724 160966 135281 191738 131339 120442 102073 14224
2029 166378 147783 123445 177052 193722 171976 143468 206244 142638 128247 107925 15245
2030 181331 157870 130891 190434 211227 183785 152184 221911 154955 136596 114137 16343
2031 197694 168690 138818 204889 230386 196455 161463 238836 168386 145525 120734 17526
2032 215606 180298 147258 220506 251358 210049 171344 257122 183035 155078 127740 18800
2033 235217 192755 156246 237380 274323 224637 181866 276883 199017 165300 135181 20172
2034 256693 206124 165818 255617 299474 240295 193073 298241 216457 176239 143086 21650
2035 280216 220474 176013 275330 327026 257103 205010 321329 235492 187947 151484 23243
Note: In this section of the project road the growth rate of traffic is about 6% and
so considering the traffic in the various years the project road can safely
cater the traffic of 4-lane upto the year 2016.

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

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

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CONTENTS

Executive Summary Es-1 to Es-4

3. Project Background 1-1

4. Pavement Condition Survey 1-20

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

6. Benkelman Beam Deflection Tests 1-23

7. Intersections and Railway Crossings 1-23

8. Cross Drainage Works 1-25

9. Hydrology of Bridges 1-25

10. Bridges and Structures 1-37

11. Reports Submitted 1-44

12. Later Developments 1-44

13. Present Status 1-44

14. Site Visit 1-44

15. Packaging 1-45

16. Traffic Surveys 1-45

17. Bypass 1-62

18. Design of Pavement 1-66

19. Preliminary Environment Assessment 1-67

20. Initial Social Assessment 1-68

21. Estimated Cost 1-68

22. Economic and Financial Analysis 1-68

23. Memorandum for PPP Appraisal Committee 1-72

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

Monthly Progress Report

Granular Subbase (GSB) : 200mm

Monthly Progress Report

0.11.2 Financial Analysis

0.12 MEMORANDUM FOR PPP APPRAISAL COMMITTEE

BRIEF PROJECT REPORT

3.1 Consultancy Services

3.2 Project Description

3.3 Interaction with Client and State Government of Kerala

Monthly Progress Report

Monthly Progress Report

Carriageway Right Side Left Side Land Land

Carriageway Right Side Left Side Land Land

Monthly Progress Report

Carriageway Right Side Left Side Land Land

3.5 Existing Road

Monthly Progress Report

Location (km) Land Use

Monthly Progress Report

Location (km) Land Use

Monthly Progress Report

Location (km) Land Use

136 540.500 541.500 BUA+CA BUA+CA Champkamanglam

137 541.000 541.500 BUA BUA Champkamanglam

138 541.500 542.000 BUA BUA Thonnakkal

140 542.500 543.000 Trees + BUA Trees + BUA Thonnakkal

141 543.000 543.500 BUA + CA BUA + CA Mangla puram

142 543.500 544.000 CA CA Mangla puram

143 544.000 544.500 Trees + BUA BUA Mangla puram

144 544.500 545.000 BUA BUA Mangla puram

145 545.000 545.500 BUA BUA Pallipuram

146 545.500 546.000 BUA BUA Pallipuram

147 546.000 546.500 BUA BUA+BL Pallipuram

148 546.500 547.000 BUA BUA Pallipuram

149 547.000 547.500 BUA BUA Pallipuram

150 547.500 548.000 BUA BUA Pallipuram

151 548.000 548.500 BUA BUA Kaniyapuram

152 548.500 549.000 BUA+CA BUA+CA Kaniyapuram

153 549.000 549.500 BUA BUA Kaniyapuram

154 549.500 550.500 BUA BUA Kazhakuttam