Project Report Vengalam Kuttipuram NH 17 _Package II

Consultancy Services for Feasibility Study and DPR for 4/6 lane Divided carriageway of NH-17, Kannur to Kuttipuram in the State of Kerala (Package No. NHDP-III/DL5/13) PKG-II (Km. 230.00 to Km. 318.00)

CONTENTS

Sl. No.

Description

EXECUTIVE SUMMARY

Page No. Es-1 to Es-12

1.

INTRODUCTION

1-1 to 1-3

2.

PROJECT DESCRIPTION

2-1 to 2-64

3.

SOCIO ECONOMIC PROFILE

3-1 to 3-36

4.

TRAFFIC

4-1 to 4-26

5

PRELIMINARY ENVIRONMENTAL ENVIRONMENTA L ASSESSMENT

5-1 to 5-13

6.

RESETTLEMENT RESETTLEMENT ACTION P LAN INCLUDING MAGNITUDE OF SOCIAL IMPACT

6-1 to 6-9

7.

COST ESTIMATE

7-1 to 7-4

Project Report 2-1

Project Description

1. INTRODUCTION

1.1

BACKGROUND

National Highways Authority of India has decided to take up the development, maintenance and management of various National Highway corridors/sections under NHDP Phase-III Programme of 4/6 laning of 10,000 km on BOT basis where the intensity of traffic has increased significantly and there is requirement for augmentation of capacity for safe and efficient movement of traffic. The present project study is concerned with Kannur (km 148.00) – Kuttipuram (km 318.00) section of NH-17 in the State of Kerala. The project road has almost continuous ribbon development through out the project corridor. The existing road has configuration of two lane wide highway which is proposed to be upgraded to four-lane divided carriageway with paved shoulders partially access controlled highway. 1.2

CONSULTANCY SERVICES

M/s Intercontinental Consultants & Technocrats Pvt. Ltd., A-8, Green Park, New Delhi, India was appointed as Consultants vide letter no NHAI/BOT/11012/58/13/2006/369 dated 30.03.2006 to carry out the Feasibility Study and Detailed Project Report (DPR) for 4/6 laning of the section from Kannur (km 148.00) to Kuttipuram (km 318.00) of NH-17. This work has been assigned as Contract Package No. NHDP-III/DL5/13. Location of the project road is depicted in Index Map placed as Fig. 1.1 . The main objective of the consultancy services is to establish the technical, economical and financial viability of the project. The scope and principal objective of the consultancy services is contained in the Terms of Reference (TOR) of the consultancy services, which is a part of the contract agreement. 1.3

PROJECT DESCRIPTION

NH-17 a British era road, originally named as West Coast Road takes off at Panaval (near Mumbai) and terminates at Edappally in Cochin. The highway passes through Goa, Mangalore, Kasaragod, Kannur, Kozhikode, Kuttipuram and finally terminates at Edapally (in Cochin) and joins NH-47. The highway was re-organised with its ‘zero’ chainage point at Mangalore. The Mangalore – Edapally section of the road was declared as NH in 1972 and alignment was subsequently modified in 1974. Section of NH-17 between Km 18.050 – 438.827 with a length of about 420 km falls in the state of Kerala. The road passes through Kasaragod (Km 50), Kannur (Km 148), Kozhikode (Km 245), Kuttipuram (km 318) and joins NH-47 at Edapally at Km 438.827. The Kannur – Kuttipuram section of the road falls mainly in the State of Kerala covering three districts of Kannur, Kozhikode and and Mallapuram with 1.505 km falling in district Mahe of Pondicherry State. 1.3.1

Construction Packaging

As per policy of NHAI the road project into be on BOT basis. As decided in consultation with NHAI by the project has been divided in Two Construction Packages (i) Km. 148.00 to Km. 230.00 and (ii) Km. 230.00 to Km. 318.00. Accordingly the Draft Preliminary Project Report has been prepared package wise. This report pertains to Package – II. Project Report 2-2


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

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

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

Project Report 2-3

Project Description

Index Map 1.1 1.3.2

Present Status

MOSRT&H is responsible for development and maintenance of NH-17, Kerala PWD (NH) is at present maintaining the stretch of the project road. 1.3.3

Salient Features

Index map of the section of project road is shown in Fig. 1.1. The National Highway having continuous ribbon development on both sides is functioning as an urban road. Topography

The project road corridor runs through plain and rolling terrain in general except a stretches of hilly terrain. A brief report about terrain with, design speed is tabulated below Table 1.1 .

Table 1.1: Terrain Classification Sl. No.

1.3.4

Type of Terrain

Chainage (km 230.00 to km 318.000)

1

Plain

km 230.00 to km 263.00

2

Rolling

km 280.00 to km 318.00

3

Hilly

km 263.00 to km 280.00

Existing Route (RoW)

The exiting RoW between Kozhikode - Kuttipuram varies widely at different locations, 11.00 m to 20.00 m in general and also >30m to even 40m short stretches at Talappara (km 276.00), Randathani (km 297.00) and Kuttipuram near end of project, the RoW varies from 30m to 40m. 1.3.5

Existing Carriageway

The project road in general has more than 7m carriageway with few reaches having 5m to 6m carriageway. Paved shoulders have been provided at several locations. Divided carriageway exists only in small stretches at some urban areas. 1.4

QUALITY ASSURANCE PLAN AND INCEPTION REPORT

In accordance with para 10.2 of the TOR, the Quality Assurance Plan and the Inception Report were submitted vide ICT:451:3309 dated 12.04.2006 and 4445 dated 06.05.2006 respectively. 1.5

FUNDING OPTION

This project is envisaged to be implemented on public private partnership (PPP) and viability on Build Operate and Transfer (BOT) will be examined in detailed. 1.6

UTILITIES

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

1.7

7.8

BYPASSES •

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

•

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

•

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

CONCLUSIONS Project Report 2-4


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

•••

2. PROJECT DESCRIPTION 2.1

PROJECT INFLUENCE AREA

Kerala is the state situated at the southern most tip of India and is the most green part of Country. As regards climate is concerned the temperature ranges from 35°C to 21°C. The raining season lasts from June to October. June to July rains are heavy and quite continuous, where as August to October rains are comparatively lighter and intermittent. The Kerala State as per census of 2003 has quantum of 27,45,948 vehicles. The state is a economically / financially sound and up coming state having world’s attraction specially towards Tourism due to its scenenic beauty and IT also. The vehicular traffic movement is increasing fast. Consequently the highways are overloaded and the present system is not capable to sustain the traffic quantum. The statistics indicates (i) the road accidents are increasing day by day (ii) travel time is increasing (iii) vehicle maintenance cost per km run is increasing and (iv) Road side amenities are inadequate. The highway needs upgradation on priority. The Kerala state has only 1560 km length of National Highways against total length of 66590 km of National Highway network of the country. At present, there are 8 numbers National Highways in the state. (1)

NH-17

:

Thalapadi

– Edappally (Cochin)

(2)

NH-47

:

Walayer

– Kaliyikkavila

(3)

NH-47 A

:

Kundanoor

– Willingoton Island (only 6.1 km long NH)

(4)

NH-49

:

Bodimettu

– Kundannoor

(5)

NH-202

:

Kollam

– Kumily

(6)

NH-208

:

Kollam

– Aryankavu

(7)

NH-212

:

Kozhikode

– Muthanga

(8)

NH-213

:

Palakkad

– Kozhikode

The NH-47, NH-212 and Nh-213 directly contribute traffic on the project road NH-17. 2.2.1

Historical Background of the Project Road

NH-17 originally during British period, named as West Coast Road originates near Panvel (near Mumbai) and terminates at Edapally in Cochin. The highway passes through Goa, Mangalore, Kasaragod, Kannur, Kozhikode, Kuttipuram and finally terminates at Edapally and joins NH-47 as shown is Fig. 1.1. NH-17 was re-organised with its ‘Zero’ chainage point at Mangalore. The Mangalore – Edapally section of the road was declared as NH in 1972 and alignment was subsequently modified in 1974. This section of NH-17 between km 18.050 to km 438.827 with a length of about 421 km falls in the State of Kerala. The road passes through Kasaragod (km 50), Kannur (Km 155), Kozhikode (Km 245), Kuttipuram (Km 318) and finally terminates and joins NH-47 at Edapally at km 438.827.

Project Report 2-5

Project Description

The Kannur – Kuttipuram section of the road forms the stretch under the present project study and can be divided in three segments as district boundaries. The project road section falls under four districts Kannur, Mahe (Pondicherry), Kozhikode and Malappuram. 2.2.2

Project Influence Area

i)

Internal with in the state The traffic is generated from the following with in the Project Corridor. a)

The project road section falls under three districts of Kerala State – Kannur, Kozhikode and Mallapuram and fourth district of Pondicherry State Mahe sandwiched between District Kannur of Kerala State. The road has urban development in the shape of ribbon development almost along the entire length i.e. more than 80% of the total length. NH-17 serves as the major pivotal road, which carries the generated traffic from its surroundings to other parts of the Kerala State and rest of the country.

b)

Traffic from other Highways •

National Highways Highways -

•

State Highways -

•

Cochin Port

NH-212 and NH-213, NH-47

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

- Cochin Port connectivity road intersecting NH-17 at km. 434.00.

ii) External from other states NHAI has developed the Golden Quadrilateral Corridor of NHDP connecting the four Metropolitan towns of Delhi, Kolkata, Mumbai and Chennai, North-South and East West corridors. Salem – Kochi – Cherthalai -Thiruvananthapuram sections are under development as a spur to North South corridor. Development of NH-17 will attract more traffic from the region and will connect the Kerala State to Karnataka, Goa, Maharashtra. NH-17 also connects these states to North south corridor at Salem through NH-47. 2.3

SALIENT FEATURES

The reconnaissance of the project road section from Kannur to Kuttipuram was carried out during April 2006. Road and bridge inventory was done during April to June 2006. The project road starts from Valapattanam Bridge at km 148.000 North of Kannur town. The end point of project is at km 318.000 at Kuttipuram. Total Length is 170 kms. 2.3.1

Carriageway Width

The road in general has two lanes carriageway with paved shoulders and total carriageway ranges between 7.00 m to 10.00 m wide in general. Detailed is given in Table 2.1. a) Undivided carriageway Table 2.1: Carriageway Width (Undivided) Sl. No.

Chainage (km)

1.

148.000 to 156.000

2.

156.000 to 168.800

3.

170.000 to 216.150

4. 5. 6.

216.150 to 218.650 218.900 to 219.100 219.350 to 219.650

Configuration

Two lane with and without paved shoulders Two lane with and without paved shoulders Two lane with and without paved shoulders Two lane with out paved shoulders Two lane with out paved shoulders Two lane with out paved shoulders

Project Report 2-6

Width (m)

7.00 to 8.80 6.00 to 8.35 5.10 to 10.00 7.10 to 7.60 7.20 to 7.60 7.20


Sl. No.

Chainage (km)

7.

219.900 to 258.600

8.

259.600 to 269.500

9. 10.

270.200 to 290.800 292.600 to 318.000

Configuration

Two lane with and without paved shoulders Two lane with and without paved shoulders Two lane with and without paved shoulders Two lane with and without paved shoulders

Project Report 2-7

Width (m)

6.00 to 11.50 6.90 to 8.50 7.00 to 9.90 7.15 to 13.40

Project Description

b) Divided Carriageway

In the following reaches passing through urban/semi urban areas there is divided carriageway. Detailed is given in Table 2.2. Table 2.2: Carriageway Width (Divided)

2.3.2

Carriageway Width (m)

From

To

From

To

Centre Verge (m)

1.

168.800

170.700

7.00

7.00

0.60

6.00

7.00

2.

216.150

216.700

4.70

4.70

0.20

1.70

5.10

3.

218.650

218.900

5.70

5.80

0.20

4.00

5.00

4.

219.100

219.350

4.30

4.30

0.20

4.20

4.20

5.

219.650

219.900

4.30

4.30

0.20

4.20

4.20

6.

258.600

259.600

8.50

7.00

0.20

2.50

4.00

7.

269.500

270.200

7.00

7.00

0.60

6.00

7.00

8.

290.800

292.600

4.50

5.00

4.50

3.00

2.00

Sl. No.

Location Chainage (Km)

Shoulders (m) From

To

Shoulder Type and width

Existing road has earthen shoulders as well as paved shoulders. The earthen shoulders are in general 1 m wide except in a few reaches. Paved shoulders are not of uniform width ranging between 1.0 to 3.0 m. 2.3.3

2.3.4

Land Use •

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

•

Religious structures

•

Residential, commercial, institutional, Hospitals, markets etc.

•

Agricultural having coconut plantation, paddy field in some reaches

River and Stream

The project road crosses the following rivers and streams as given in Table2.3 below; Table 2.3: River and Streams on Project Road Sl. No.

Location Chainage (km)

1

149.000

Valapatnam

2

172.000

Anjarakandi

3

174.000

Dharmadam

4

175.000

Eranjolipuzha

5

203.500

Kuttiady

6

233.000

Korappuzha

7

248.000

Kallai (A Diversion of Arappuzha)

8

24.000 (Kozhikode bypass)

9

282.000

Kadalundipuzha

10.

319.000

Bharatapuzha Project Report 2-8

Name of River

Arappuzha


2.3.5

Crust Thickness of Existing Road

For the purpose of investigation, the road is divided into sections of 5 km stretch except where the condition changes. The detailed pavement thickness in different stretches are given in Table 2.4. Table No. 2.4: Pavement Crust Thickness Sl. No.

Chainage (km)

Location of BC + DBM Pit (mm)

WBM (mm)

WMM (mm)

G.S.B (mm)

Morrom (mm)

Total (mm)

1

145+000

R/S

110

110

-

-

-

220

2

150+000

L/S

115

160 16 0

-

-

-

275

3

155+000

R/S

120

140

-

-

-

260

4

160+000

L/S

130

160 16 0

-

-

-

290

5

165+000

R/S

180

100

-

160

-

440

6

170+000

L/S

200

80

-

150

-

430

7

175+000

R/S

260

-

150

-

410

8

180+000

L/S

150

70

-

-

130

350

9

185+000

R/S

140

160

-

-

120

420

10

190+000

160

-

120

140

-

420

195

-

160

110

-

465

90

-

-

-

290

-

180

-

320

L/S (New Road) R/S

11

195+000

12

200+000

L/S

200

13

205+000

R/S

140

14

210+000

L/S

210

80

-

-

-

290

15

215+000

R/S

250

-

-

180

-

430

16

220+000

L/S L/ S

160

-

-

70

-

230

17

225+000

R/S

270

70

-

-

-

340

18

230+000

L/S L/ S

210

-

-

-

-

210

19

235+000

R/S

160

170

-

-

-

330

20

240+000

L/S

170

90

-

-

-

260

21

245+000

R/S

180

100

-

-

-

280

22

250+000

L/S

160

80

-

-

-

240

23

255+000

R/S

170

100

-

-

-

270

24

260+000

L/S

170

90

-

-

-

260

(New Road)

Project Report 2-9

Project Description

Sl. No.

Chainage (km)

Location of BC + DBM Pit (mm)

WBM (mm)

WMM (mm)

G.S.B (mm)

Morrom (mm)

Total (mm)

25

265+000

R/S

160

150

-

-

-

310

26

270+000

L/S

200

90

-

-

-

290

27

275+000

R/S

180

100

-

-

-

280

28

280+000

L/S

135

80

-

-

-

215

29

285+000

R/S

120

100

-

-

-

220

30

290+000

L/S

150

110

-

-

-

260

31

295+000

R/S

190

70

-

-

-

260

32

300+000

L/S L/ S

210

-

-

-

-

210

33

305+000

R/S

185

100

-

-

-

285

34

310+000

L/S

200

90

-

-

-

290

35

315+000

R/S

200

100

-

-

-

300

Rutting

The sub-grade of the road is quite strong and maintenance is good, there are not much of rutting signs except at a few, locations. Rutting is a longitudinal depression or groove in the wheel tracks. The ruts are usually of the width of a wheel path. Swerving from a rutted wheel path at high speed can be dangerous. The depth of rut is measured by keeping the straight edge placing transversely across the wheel tracks and using graduated measuring wedge. The mean value for the wheel tracks is worked out. The observed rutting depth and the details about the stretches affected by Rutting are analysed. 2.3.6

Pot Hole

Potholes are bowl shaped holes of varying sizes in a surface layer or extended into base layer, caused by the localized disintegrations of the usually thin bituminous surfacing material. The area covering majority of Pot holes was measured along with numbers and area in every 200m and the percentage area was worked out. The high way has potholes only at location of excessive braking before bridges, accident-prone areas at km 307.00 etc. Fig 2.1 shows such location. 2.3.7

Raveling

Fig 2.1: Road Condition at Bridge Approach - km 148.000

Raveling is characterized by the progressive disintegration of the surface due to the failure of the binder to hold the materials together. Raveling was measured at every 500m. 2.3.8

Loss of Materials

Project Report 2 - 10


The thickness of the WBM on shoulder was checked at every 500m intervals to assess the loss of the material. During field investigation it was observed that, materials along the shoulder was lost and require re-graveling to be done as early as possible as the extent of loss varies from 5 to 15 % 2.3.9

Cracking

A common defect in bituminous surface is the formation of cracks. The area affected by cracking was measured by encircling and the extent of cracking was assessed visually at 200m intervals or the places of defects. 2.3.10 Undulations/Settlement

Undulations and settlements in the road have observed only a sharp bends e.g. at km 306.000 and prior to changed built up areas. The road maintenance and traffic management is quite good. 2.3.11 Patching

During field inspection, patching was observed on the entire project road. 2.3.12 Edge Breaking

Irregular breakage of pavement edge was noticed in some portion of the road. 2.3.13 Edge Drop

The edge drop is the vertical difference in levels between the edge of the carriageway and abutting shoulders. 2.3.14 Inventory of all Road Side Facilities

The details of the road side amenities and facilities like school, dhabas, telephone booths, bus stop, hospital, hotel, repair shops etc. 2.4

ROAD MEASUREMENT DATA ACQUISITION SYSTEM (ROMDAS) The roughness has been carried out for the whole length of the project road using Road Measurement Data Acquisition System (ROMDAS). The calibration of the ROMDAS has been done as per the procedure given in World Bank’s Technical Paper Number 46 (WTP-46). The surveys have covered two runs along the wheel paths for each lane and results have been expressed in the terms of IRI (m/km) and BI (mm/km) in tabular as well as graphical forms. In addition video survey has also been conducted for digitisation of whole project road to have a better in-house assessments and rectifications.

2.4.1

ROMDAS

Road Measurement Data Acquisition System (ROMDAS) has been developed as a generic system for collecting a variety of inf ormation. 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-ofWay (though, whenever necessary, this information may also be verified by ph ysical inspection).


Project Description

2.4.1.1

Road Roughness Surveys

The axle-mounted ROMDAS Survey Module is used to measure pavement roughness. This is an indication of the surface irregularities influencing the riding quality and is a major determinant of vehicle operating costs. ROMDAS works as a response type road roughness measuring system. The system has been calibrated by recording its response (RAW values) and comparing the same with that of a ROMDAS Z-250 Reference Profiler. ROMDAS Z-250 reference Profiler has been developed by Data Collection Ltd (DCL). The Calibration sections called standard sections have been divided into a number of smaller subsections of 100m lengths each. A total of 12 such “ standard” points have been collected consisting of 400 lengths each . “Standard” sections vary from “ very smooth” to “ very poor” and at each section the Z250 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 b een recorded. Using the software-NLREG the calibration equation has been developed between ROMDAS Response (RAW/km) and IRI (m/km). Calibration equation at 32km/hr:

Y = 1.468+0.00041*X

[R^2 = 0.98]

Where X is ROMDAS Response (RAW/km) and Y is IRI (m/km). IRI Roughness values have been converted into Bump Integrator Index (BI) by means of the equation given in HDM-III: BI = (312.5 x IRI) 1.124

Field data collected and analysed subsequently along each lane of the stretch have been expressed in terms of IRI (m/km) and BI (mm/km) and have been presented in both tabular and graphical forms in the following pages. Limitations as Per MOSRT&H/World Bank

The following guidelines for road roughness in terms of IRI (m/km) and BI (mm/km) for different surface types have been considered for assessing the r oad condition.

a) Recommended Roughness values (BI units) by MORT&H Circulation No. RW/NH33044/10/2000-S&R dated 22 nd May 2000

Surface Type

Good (mm/km)

Average (mm/km)

Poor (mm/km)

Very Poor (mm/km)

Bituminous Concrete

2000-2500

2500-3500

3500-4000

>4000

Premix Bituminous Carpet

2500-4500

4500-5500

5500-6500

>6500

Surface Dressing

4000-5000

5000-6500

6500-7500

>7500

As per World Bank Technical Publication No. 46 the minimum and maximum range of BI and IRI for new pavements is as follows, but the type of surface has not been mentioned.

New Pavements

Minimum IRI (BI) in m/km (mm/km)

Maximum IRI (BI) in m/km (mm/km)

1.5 (1000)

3.4 (2500)



Observations

Based on the Roughness Measurement Studies the km-wise average roughness in IRI and BI Units of various lanes have been summarised in Table 2.5 (a) & 2.5 (b). The detailed 100mwise Roughness Measurement Studies have been given for project road main section and Kozhikode bypass. Table 2.5 (a): Roughness Measurement Measurement Studies Studies (km 148.000 - km 318.000) Direction: Kannur to Kuttipuram First Run

Second Run

Average of both runs

Chainage (km)

IRI (m/km) per km

BI (mm/km) per km

IRI (m/km) per km

148-149

3.51

2613.16

3.15

2311.89

3.33

2462.52

150

4.20

3200.37

3.59

2676.02

3.89

2938.20

151

3.27

2414.35

3.24

2387.50

3.26

2400.93

152

3.21

2363.74

3.01

2202.18

3.11

2282.96

153

2.93

2133.62

2.97

2165.18

2.95

2149.40

154

3.27

2411.63

2.98

2177.28

3.13

2294.46

155

3.14

2309.52

3.46

2567.57

3.30

2438.55

156

3.34

2469.51

3.71

2780.12

3.52

2624.82

157

2.97

2161.82

2.77

2003.23

2.87

2082.53

158

3.79

2846.88

2.94

2137.31

3.36

2492.09

159

4.00

3027.59

3.53

2627.92

3.76

2827.75

160

4.23

3221.78

3.75

2814.69

3.99

3018.23

161

3.17

2330.17

2.68

1930.75

2.93

2130.46

162

2.67

1921.79

2.48

1767.30

2.57

1844.55

163

2.67

1918.15

2.55

1827.54

2.61

1872.84

164

3.16

2322.72

2.69

1939.71

2.93

2131.22

165

2.84

2061.29

2.77

2002.57

2.81

2031.93

166

3.91

2947.51

3.65

2731.12

3.78

2839.31

167

5.39

4229.24

5.65

4458.93

5.52

4344.09

168

5.56

4379.31

5.34

4183.32

5.45

4281.32

169

4.91

3809.79

4.97

3859.89

4.94

3834.84

170

5.05

3929.08

5.75

4551.83

5.40

4240.46

171

6.59

5306.77

7.31

5959.44

6.95

5633.11

172

4.52

3467.85

6.06

4827.74

5.29

4147.79

173

4.77

3684.48

5.70

4507.72

5.23

4096.10

174

3.66

2739.05

3.36

2491.34

3.51

2615.20

175

3.55

2649.90

3.06

2239.92

3.31

2444.91

176

3.56

2654.02

3.60

2684.97

3.58

2669.49

177

5.12

3991.22

3.45

2566.55

4.29

3278.88

178

6.31

5050.76

3.42

2540.20

4.87

3795.48

179

5.87

4657.37

4.21

3202.83

5.04

3930.10

180

4.64

3577.76

3.25

2393.96

3.94

2985.86

181

3.98

3010.85

4.00

3023.05

3.99

3016.95


BI IRI BI (mm/km) (m/km) per (mm/km) per km km per km

Project Description

First Run

Second Run


Chainage (km)

IRI (m/km) per km

BI (mm/km) per km

IRI (m/km) per km

182

4.01

3032.82

3.80

2859.35

3.91

2946.08

183

4.24

3230.21

3.83

2885.00

4.04

3057.60

184

3.87

2919.36

3.80

2854.84

3.84

2887.10

185

3.79

2851.03

3.15

2311.21

3.47

2581.12

186

3.55

2646.80

4.57

3512.83

4.06

3079.82

187

4.40

3364.66

4.21

3207.74

4.30

3286.20

188

3.85

2899.23

3.40

2516.95

3.62

2708.09

189

3.68

2754.92

3.58

2670.18

3.63

2712.55

190

3.84

2890.90

3.57

2666.74

3.71

2778.82

191

3.26

2404.49

3.11

2278.41

3.18

2341.45

192

3.44

2554.91

3.18

2339.66

3.31

2447.28

193

3.21

2362.38

3.02

2209.25

3.12

2285.81

194

2.87

2084.03

2.92

2121.21

2.89

2102.62

195

4.59

3534.46

4.50

3457.94

4.55

3496.20

196

6.17

4922.19

5.87

4656.27

6.02

4789.23

197

5.65

4465.84

4.82

3732.62

5.24

4099.23

198

3.04

2224.75

2.74

1979.93

2.89

2102.34

199

3.09

2261.52

3.30

2440.55

3.19

2351.04

200

4.33

3307.92

4.03

3053.40

4.18

3180.66

201

4.17

3174.07

3.42

2536.09

3.80

2855.08

202

4.18

3175.82

3.73

2801.55

3.95

2988.69

203

4.09

3106.50

4.07

3085.88

4.08

3096.19

204

4.61

3549.36

4.48

3434.24

4.54

3491.80

205

4.15

3155.15

3.94

2977.77

4.05

3066.46

206

3.99

3018.52

3.77

2829.57

3.88

2924.04

207

3.61

2694.26

2.97

2165.85

3.29

2430.06

208

2.76

1997.90

2.80

2024.90

2.78

2011.40

209

2.58

1851.96

2.58

1849.98

2.58

1850.97

210

2.77

2005.90

2.59

1853.28

2.68

1929.59

211

2.60

1861.87

2.33

1649.12

2.46

1755.50

212

2.55

1824.90

2.60

1865.84

2.58

1845.37

213

2.45

1747.92

2.48

1765.65

2.47

1756.79

214

2.47

1758.43

2.36

1676.21

2.42

1717.32

215

4.04

3057.24

4.03

3052.00

4.03

3054.62

216

3.75

2813.31

3.59

2681.18

3.67

2747.24

217

3.13

2300.38

2.79

2015.23

2.96

2157.81

218

2.75

1984.25

2.64

1898.26

2.69

1941.26

219

2.85

2066.64

2.68

1928.76

2.76

1997.70

220

2.87

2082.36

2.79

2018.23

2.83

2050.30




First Run

Second Run


Chainage (km)

IRI (m/km) per km

BI (mm/km) per km

IRI (m/km) per km

221

2.65

1902.24

2.72

1961.30

2.68

1931.77

222

3.03

2217.00

3.10

2269.28

3.06

2243.14

223

3.28

2423.88

2.91

2115.51

3.10

2269.69

224

2.64

1898.60

2.77

1999.57

2.70

1949.08

225

3.63

2711.13

3.45

2559.70

3.54

2635.42

226

3.04

2224.75

2.73

1967.29

2.88

2096.02

227

2.97

2161.82

2.86

2074.33

2.91

2118.08

228

2.63

1890.32

2.57

1842.06

2.60

1866.19

229

2.76

1996.90

2.74

1978.60

2.75

1987.75

230

2.66

1912.51

2.65

1905.22

2.65

1908.87

231

2.69

1935.73

2.61

1870.80

2.65

1903.26

232

3.00

2186.36

2.91

2118.87

2.95

2152.61

233

4.22

3211.60

3.53

2633.07

3.88

2922.33

234

4.25

3242.85

4.53

3483.42

4.39

3363.14

235

2.64

1896.94

3.40

2524.81

3.02

2210.88

236

2.77

2001.23

2.67

1922.79

2.72

1962.01

237

2.96

2157.79

2.68

1932.74

2.82

2045.27

238

3.31

2447.70

3.25

2393.96

3.28

2420.83

239

3.34

2473.61

3.00

2187.04

3.17

2330.32

240

2.78

2013.90

2.79

2014.90

2.78

2014.40

241

3.10

2275.03

2.86

2077.01

2.98

2176.02

242

3.00

2192.76

2.87

2082.70

2.94

2137.73

243

2.88

2090.06

3.10

2271.31

2.99

2180.68

244

2.92

2124.56

2.98

2176.95

2.95

2150.76

245

3.07

2249.70

3.02

2207.90

3.05

2228.80

246

3.01

2196.46

2.80

2029.90

2.91

2113.18

247

2.95

2151.75

4.53

3483.07

3.74

2817.41

248

3.15

2313.24

3.14

2306.13

3.15

2309.69

249

2.88

2095.08

2.83

2053.94

2.86

2074.51

250

2.92

2127.58

2.73

1972.28

2.83

2049.93

251

2.88

2092.74

2.79

2019.23

2.84

2055.98

252

2.73

1967.95

2.91

2117.52

2.82

2042.74

253

2.79

2019.90

2.83

2048.93

2.81

2034.41

254

3.05

2232.84

2.70

1942.37

2.87

2087.60

255

2.58

1848.33

2.80

2028.24

2.69

1938.28

256

2.75

1982.59

2.82

2045.93

2.78

2014.26

257

3.10

2272.66

2.54

1815.01

2.82

2043.84

258

3.18

2340.34

2.80

2025.23

2.99

2182.79

259

2.87

2087.71

2.72

1963.30

2.80

2025.51



Project Description

First Run

Second Run


Chainage (km)

IRI (m/km) per km

BI (mm/km) per km

IRI (m/km) per km

260

2.82

2044.26

2.88

2093.74

2.85

2069.00

261

2.91

2119.20

2.69

1939.05

2.80

2029.12

262

2.66

1909.53

2.77

2001.90

2.71

1955.71

263

2.85

2068.65

2.75

1985.92

2.80

2027.28

265

3.11

2279.59

2.98

2174.11

3.04

2226.85

266

3.39

2510.96

3.44

2551.71

3.41

2531.33

267

2.89

2102.56

3.24

2384.06

3.06

2243.31

268

3.36

2490.21

3.17

2333.90

3.27

2412.06

269

3.40

2519.57

3.34

2474.96

3.37

2497.27

270

4.13

3135.92

3.37

2496.08

3.75

2816.00

271

3.45

2566.62

2.91

2113.70

3.18

2340.16

272

3.87

2914.50

3.48

2586.65

3.67

2750.57

273

3.29

2427.32

3.16

2323.80

3.22

2375.56

274

3.35

2478.48

2.96

2159.08

3.16

2318.78

275

3.24

2388.35

3.08

2258.68

3.16

2323.52

276

3.26

2400.81

3.63

2713.87

3.44

2557.34

277

3.44

2552.89

3.38

2506.26

3.41

2529.57

278

3.18

2341.28

3.41

2525.84

3.29

2433.56

279

3.39

2515.65

3.40

2521.53

3.40

2518.59

280

3.54

2639.74

3.53

2628.72

3.54

2634.23

281

3.29

2426.54

3.53

2632.26

3.41

2529.40

282

3.67

2745.49

3.46

2567.02

3.56

2656.25

283

3.94

2977.46

3.49

2594.51

3.72

2785.99

284

3.23

2378.22

3.46

2571.33

3.34

2474.78

285

3.47

2583.51

3.43

2543.48

3.45

2563.49

286

3.56

2657.07

3.44

2554.46

3.50

2605.76

287

3.36

2490.21

3.38

2503.13

3.37

2496.67

288

3.66

2736.39

3.50

2607.08

3.58

2671.74

289

3.22

2370.44

3.47

2578.79

3.34

2474.62

290

3.56

2657.86

3.91

2949.55

3.74

2803.70

291

3.66

2738.37

3.52

2620.85

3.59

2679.61

292

3.41

2528.58

3.23

2381.34

3.32

2454.96

293

3.08

2259.07

2.85

2064.97

2.97

2162.02

294

2.60

1867.18

2.62

1878.55

2.61

1872.86

295

2.73

1969.04

2.55

1821.39

2.64

1895.21

296

2.98

2174.49

2.70

1948.47

2.84

2061.48

297

2.72

1959.89

2.65

1901.32

2.68

1930.61

298

2.66

1913.09

2.51

1793.82

2.59

1853.46

299

2.85

2068.42

2.72

1965.23

2.79

2016.82




First Run

Second Run


Chainage (km)

IRI (m/km) per km

BI (mm/km) per km

IRI (m/km) per km

300

2.62

1884.62

2.84

2063.44

2.73

1974.03

301

2.93

2131.76

2.97

2168.33

2.95

2150.05

302

2.68

1929.06

2.70

1949.23

2.69

1939.14

303

2.69

1938.95

2.69

1937.05

2.69

1938.00

304

2.64

1899.42

2.84

2062.67

2.74

1981.05

305

2.48

1768.94

2.64

1897.90

2.56

1833.42

306

2.71

1951.89

3.10

2273.40

2.90

2112.65

307

3.33

2464.80

4.67

3605.87

4.00

3035.34

308

5.76

4558.66

4.35

3323.51

5.05

3941.09

309

2.98

2176.81

2.78

2012.55

2.88

2094.68

310

3.05

2233.16

3.19

2343.22

3.12

2288.19

311

3.14

2309.06

3.07

2249.40

3.11

2279.23

312

3.10

2274.56

3.23

2380.95

3.17

2327.75

313

3.14

2309.44

3.18

2337.01

3.16

2323.23

314

3.20

2358.38

3.35

2476.13

3.28

2417.26

315

3.26

2400.81

3.23

2381.73

3.24

2391.27

316

3.02

2207.28

2.86

2078.39

2.94

2142.83

317

3.04

2222.73

3.07

2246.69

3.05

2234.71

318

4.48

3433.96

4.17

3168.44

4.32

3301.20

Average

3.50

2612.15

3.35

2489.85

3.42

2551.00

Max.

6.59

5306.77

7.31

5959.44

6.95

5633.11

Min.

2.45

1747.92

2.33

1649.12

2.42

1717.32




Roughness Roughness Measurement Studies (km 148.000 - km 208.000) Direction: Kannur to Kuttipuram

8 7 6

) 5 m k / m4 ( I R I 3 2 1 0

9 4 1 8 4 1

1 5 1

3 5 1

5 5 1

7 5 1

9 5 1

1 6 1

3 6 1

5 6 1

7 6 1

9 6 1

1 7 1

3 7 1

5 7 1

7 7 1

9 7 1

1 8 1

Chainage-(km)

3 8 1

5 8 1

7 8 1

9 8 1

1 9 1

3 9 1

5 9 1

7 9 1

9 9 1

1 0 2

3 0 2

5 0 2

7 0 2


Roughness Roughness Measurement Studies (km 148.000 - km 208.000) Direction: Kannur to Kuttipuram

8 7 6

) 5 m k / m4 ( I R I 3 2 1 0

9 4 1 8 4 1

1 5 1

3 5 1

5 5 1

7 5 1

9 5 1

1 6 1

3 6 1

5 6 1

7 6 1

9 6 1

1 7 1

3 7 1

5 7 1

7 7 1

9 7 1

1 8 1

3 8 1

5 8 1

7 8 1

9 8 1

1 9 1

3 9 1

5 9 1

7 9 1

9 9 1

1 0 2

3 0 2

5 0 2

7 0 2

Chainage-(km)

Project Report 2- 13

Project Description

Roughness Me asurement Studies (km 209.000 209.000 - km 269.000) Direction: Kannur to Kuttipuram 5 5 4 4

) m3 k / m3 ( I 2 R I 2 1 1 0 9 0 2

1 1 2

3 1 2

5 1 2

7 1 2

9 1 2

1 2 2

3 2 2

5 2 2

7 2 2

9 2 2

1 3 2

3 3 2

5 3 2

7 3 2

9 3 2

1 4 2

3 4 2

Chainage-(km)

5 4 2

7 4 2

9 4 2

1 5 2

3 5 2

5 5 2

7 5 2

9 5 2

1 6 2

3 6 2

6 6 2

8 6 2

Project Description

Roughness Me asurement Studies (km 209.000 209.000 - km 269.000) Direction: Kannur to Kuttipuram 5 5 4 4

) m3 k / m3 ( I 2 R I 2 1 1 0 9 0 2

1 1 2

3 1 2

5 1 2

7 1 2

9 1 2

1 2 2

3 2 2

5 2 2

7 2 2

9 2 2

1 3 2

3 3 2

5 3 2

7 3 2

9 3 2

1 4 2

3 4 2

5 4 2

7 4 2

9 4 2

1 5 2

3 5 2

5 5 2

7 5 2

9 5 2

1 6 2

3 6 2

6 6 2

8 6 2

Chainage-(km)



Roughness Measurement Measurement Studies (km 270.000 - km 318.000) Direction: Kannur to Kuttipuram

6

5

) 4 m k / m3 ( I R2 I 1

0

0 7 2

2 7 2

4 7 2

6 7 2

8 7 2

0 8 2

2 8 2

4 8 2

6 8 2

8 8 2

0 9 2

2 9 2

4 9 2

6 9 2

8 9 2

Chainage-(km)

0 0 3

2 0 3

4 0 3

6 0 3

8 0 3

0 1 3

2 1 3

4 1 3

6 1 3

8 1 3


Roughness Measurement Measurement Studies (km 270.000 - km 318.000) Direction: Kannur to Kuttipuram

6

5

) 4 m k / m3 ( I R2 I 1

0

0 7 2

2 7 2

4 7 2

6 7 2

8 7 2

0 8 2

2 8 2

4 8 2

6 8 2

8 8 2

0 9 2

2 9 2

4 9 2

6 9 2

8 9 2

0 0 3

2 0 3

4 0 3

6 0 3

8 0 3

0 1 3

2 1 3

Chainage-(km)


Traffic

Table 2.5 (b): Roughness Measurement Studies (Kozhikode Bypass) Direction: Kannur to Kuttipuram First Run Chainage (km)

Second Run

Average of both runs IRI (m/km)

BI (mm/km)

per km

per km

1975.27

2.70

1949.36

2.69

1935.40

2.57

1838.21

1788.67

2.48

1768.61

2.49

1778.64

2.72

1963.96

2.70

1945.69

2.71

1954.83

5

2.64

1896.28

2.71

1956.98

2.68

1926.63

6

2.60

1863.86

2.52

1803.15

2.56

1833.50

7

2.62

1881.05

2.55

1828.53

2.59

1854.79

IRI (m/km) per km

BI (mm/km) per km

IRI (m/km) per km

BI (mm/km) per km

1

2.67

1923.45

2.74

2

2.45

1741.03

3

2.51

4

4 1 3

6 1 3

8 1 3

Traffic

Table 2.5 (b): Roughness Measurement Studies (Kozhikode Bypass) Direction: Kannur to Kuttipuram First Run Chainage (km)

Second Run

Average of both runs IRI (m/km)

BI (mm/km)

per km

per km

1975.27

2.70

1949.36

2.69

1935.40

2.57

1838.21

1788.67

2.48

1768.61

2.49

1778.64

2.72

1963.96

2.70

1945.69

2.71

1954.83

5

2.64

1896.28

2.71

1956.98

2.68

1926.63

6

2.60

1863.86

2.52

1803.15

2.56

1833.50

7

2.62

1881.05

2.55

1828.53

2.59

1854.79

8

2.50

1786.69

2.46

1755.80

2.48

1771.25

9

3.25

2393.96

3.11

2281.45

3.18

2337.70

10

3.09

2264.22

3.19

2348.81

3.14

2306.52

11

2.56

1831.50

2.65

1905.55

2.60

1868.52

12

2.51

1788.67

2.56

1833.48

2.53

1811.07

13

2.72

1961.97

2.63

1891.31

2.68

1926.64

Average

2.68

1929.64

2.69

194 0.77

2.69

1935.20

Max.

3.25

2393.96

3.19

2348.81

3.18

2337.70 2337.70

Min.

2.45

1741.03

2.46

1755.80

2.48

1771.25 1771.25

IRI (m/km) per km

BI (mm/km) per km

IRI (m/km) per km

BI (mm/km) per km

1

2.67

1923.45

2.74

2

2.45

1741.03

3

2.51

4

Roughness Measurement Studies (Kozhikode Bypass) Direction: Kozhikode Bypass

4 3 3

) m k 2 / m ( - 2 I R I

1 1 0

-1 0

2

3

4

5

6

7

8

Chainage-(km)

Project Report 4-16

9

0 1

1 1

2 1

3 1


2.4.2

Deflection Survey Methodology Benkelman Beam Deflection (BBD) Test BBD Test has been done as per the requirements stipulated in TOR an d in accordance with guidelines given in IRC: 81 – 1997. For measuring pavement deflection, the CGRA procedure, which is based on testing under static load, was adopted. Results of BBD test are summarised in Table 2.6.

Table 2.6: Summary of Pavement Condition Survey Chainage (km)

S. No.

Benkelman Beam Deflection (mm)

Average Deflection

From

To

Left

Right

Maximum

1

148.00

149.00

0.965

1.005

1.005

0.985

2

149.00

150.00

0.986

0.838

0.986

0.912

3

150.00

151.00

0.932

0.850

0.932

0.891

4

151.00

152.00

1.021

0.932

1.021

0.977

5

152.00

153.00

1.020

0.869

1.020

0.944

6

153.00

154.00

0.958

0.866

0.958

0.912

7

154.00

155.00

0.883

0.883

0.883

0.883

8

155.00

156.00

0.959

0.874

0.959

0.916

9

156.00

157.00

1.092

0.898

1.092

0.995

10

157.00

158.00

0.840

0.876

0.876

0.858

11

158.00

159.00

0.913

0.976

0.976

0.945

12

159.00

160.00

1.029

1.184

1.184

1.106

13

160.00

161.00

0.910

1.089

1.089

0.999

14

161.00

162.00

0.979

1.029

1.029

1.004

15

162.00

163.00

0.912

1.074

1.074

0.993

16

163.00

164.00

0.659

0.766

0.766

0.713

17

164.00

165.00

0.932

0.965

0.965

0.949

18

165.00

166.00

1.009

1.355

1.355

1.182

19

166.00

167.00

1.154

1.139

1.154

1.146

20

167.00

168.00

1.406

0.891

1.406

1.148

21

168.00

169.00

1.366

1.289

1.366

1.328

22

169.00

170.00

0.969

1.182

1.182

1.076

23

170.00

171.00

0.756

1.337

1.337

1.046

24

171.00

172.00

1.175

1.033

1.175

1.104

25

172.00

173.00

1.299

0.991

1.299

1.145

26

173.00

174.00

1.516

1.100

1.516

1.308

Project Report 4-17

Traffic

Chainage (km)

S. No.


Average Deflection

From

To

Left

Right

Maximum

27

174.00

175.00

2.340

0.995

2.340

1.667

28

175.00

176.00

2.442

1.890

2.442

2.166

29

176.00

177.00

1.513

1.599

1.599

1.556

30

177.00

178.00

0.933

1.276

1.276

1.104

31

178.00

179.00

0.835

0.863

0.863

0.849

32

179.00

180.00

0.930

0.977

0.977

0.954

33

180.00

181.00

0.822

1.076

1.076

0.949

34

181.00

182.00

0.820

1.180

1.180

1.000

35

182.00

183.00

1.282

0.816

1.282

1.049

36

183.00

184.00

0.866

1.152

1.152

1.009

37

184.00

185.00

2.063

0.832

2.063

1.448

38

185.00

186.00

0.666

0.669

0.669

0.668

39

186.00

187.00

1.219

1.316

1.316

1.267

40

187.00

188.00

1.531

0.668

1.531

1.100

41

188.00

189.00

1.401

1.301

1.401

1.351

42

189.00

190.00

1.394

1.406

1.406

1.400

43

190.00

191.00

1.538

1.426

1.538

1.482

44

191.00

192.00

1.418

1.286

1.418

1.352

45

192.00

193.00

0.939

1.141

1.141

1.040

46

193.00

194.00

0.958

0.691

0.958

0.825

47

194.00

195.00

1.395

0.984

1.395

1.189

48

195.00

196.00

0.996

1.168

1.168

1.082

49

196.00

197.00

1.286

0.916

1.286

1.101

50

197.00

198.00

0.975

1.192

1.192

1.083

51

198.00

199.00

1.670

0.867

1.670

1.269

52

199.00

200.00

1.337

1.435

1.435

1.386

53

200.00

201.00

1.432

1.091

1.432

1.262

54

201.00

202.00

1.936

2.085

2.085

2.010

55

202.00

203.00

1.736

1.213

1.736

1.475

56

203.00

204.00

1.139

1.005

1.139

1.072

57

204.00

205.00

0.877

1.488

1.488

1.182

Project Report 4-18


Chainage (km)

S. No.


Average Deflection

From

To

Left

Right

Maximum

58

205.00

206.00

0.926

1.178

1.178

1.052

59

206.00

207.00

1.051

0.972

1.051

1.012

60

207.00

208.00

0.855

0.798

0.855

0.826

61

208.00

209.00

0.540

0.895

0.895

0.717

62

209.00

210.00

0.913

0.940

0.940

0.927

63

210.00

211.00

1.229

1.015

1.229

1.122

64

211.00

212.00

1.135

1.051

1.135

1.093

65

212.00

213.00

0.952

1.121

1.121

1.036

66

213.00

214.00

1.675

1.172

1.675

1.424

67

214.00

215.00

1.392

1.446

1.446

1.419

68

215.00

216.00

1.247

2.342

2.342

1.794

69

216.00

217.00

1.341

1.622

1.622

1.481

70

217.00

218.00

1.224

1.470

1.470

1.347

71

218.00

219.00

1.438

2.150

2.150

1.794

72

219.00

220.00

1.371

1.451

1.451

1.411

73

220.00

221.00

1.050

1.238

1.238

1.144

74

221.00

222.00

0.900

1.181

1.181

1.041

75

222.00

223.00

1.027

1.803

1.803

1.415

76

223.00

224.00

1.185

1.270

1.270

1.227

77

224.00

225.00

1.477

1.058

1.477

1.267

78

225.00

226.00

2.519

1.468

2.519

1.994

79

226.00

227.00

1.872

1.387

1.872

1.630

80

227.00

228.00

2.037

1.132

2.037

1.584

81

228.00

229.00

1.220

1.249

1.249

1.234

82

229.00

230.00

1.020

1.111

1.111

1.065

83

230.00

231.00

1.136

0.853

1.136

0.994

84

231.00

232.00

1.186

0.725

1.186

0.956

85

232.00

233.00

1.349

1.135

1.349

1.242

86

233.00

234.00

1.333

1.820

1.820

1.576

87

234.00

235.00

1.952

1.365

1.952

1.658

88

235.00

236.00

1.881

1.272

1.881

1.576

Project Report 4-19

Traffic

Chainage (km)

S. No.


Average Deflection

From

To

Left

Right

Maximum

89

236.00

237.00

1.549

1.102

1.549

1.326

90

237.00

238.00

1.699

1.036

1.699

1.367

91

238.00

239.00

1.682

1.923

1.923

1.802

92

239.00

240.00

1.293

1.346

1.346

1.319

93

240.00

241.00

1.692

1.456

1.692

1.574

94

241.00

242.00

1.160

1.812

1.812

1.486

95

242.00

243.00

0.963

1.422

1.422

1.193

96

243.00

244.00

1.037

1.364

1.364

1.201

97

244.00

245.00

1.504

1.038

1.504

1.271

98

245.00

246.00

1.105

1.478

1.478

1.193

99

246.00

247.00

1.282

1.390

1.390

1.336

100

247.00

248.00

1.282

1.118

1.282

1.200

101

248.00

249.00

1.154

0.992

1.154

1.073

102

249.00

250.00

1.201

1.036

1.201

1.119

103

250.00

251.00

1.749

0.880

1.749

1.315

104

251.00

252.00

1.792

1.220

1.792

1.506

105

252.00

253.00

1.318

1.601

1.601

1.460

106

253.00

254.00

3.418

1.142

3.418

2.280

107

254.00

255.00

0.836

0.761

0.836

0.799

108

255.00

256.00

0.953

0.896

0.953

0.925

109

256.00

257.00

1.813

1.191

1.813

1.502

110

257.00

258.00

1.452

1.291

1.452

1.372

111

258.00

259.00

0.815

1.199

1.199

1.007

112

259.00

260.00

1.139

0.882

1.139

1.011

113

260.00

261.00

0.714

0.856

0.856

0.785

114

261.00

262.00

0.975

0.883

0.975

0.929

115

262.00

263.00

0.975

0.883

0.975

0.929

116

263.00

264.00

0.855

0.875

0.875

0.865

117

264.00

265.00

0.972

0.848

0.972

0.910

118

265.00

266.00

1.117

1.370

1.370

1.244

119

266.00

267.00

1.015

0.996

1.015

1.005

Project Report 4-20


Chainage (km)

S. No.


Average Deflection

From

To

Left

Right

Maximum

120

267.00

268.00

1.044

1.021

1.044

1.033

121

268.00

269.00

0.974

0.782

0.974

0.878

122

269.00

270.00

1.275

1.383

1.383

1.329

123

270.00

271.00

1.052

0.821

1.052

0.936

124

271.00

272.00

1.072

1.576

1.576

1.324

125

272.00

273.00

1.050

1.029

1.050

1.039

126

273.00

274.00

0.939

1.117

1.117

1.028

127

274.00

275.00

1.061

0.866

1.061

0.963

128

275.00

276.00

0.995

0.658

0.995

0.826

129

276.00

277.00

1.088

1.156

1.156

1.122

130

277.00

278.00

1.023

0.801

1.023

0.912

131

278.00

279.00

1.062

1.032

1.062

1.047

132

279.00

280.00

0.691

1.125

1.125

0.908

133

280.00

281.00

0.821

1.059

1.059

0.940

134

281.00

282.00

1.504

0.956

1.504

1.230

135

282.00

283.00

1.243

0.989

1.243

1.116

136

283.00

284.00

0.920

1.168

1.168

1.044

137

284.00

285.00

0.928

0.806

0.928

0.867

138

285.00

286.00

1.061

1.160

1.160

1.111

139

286.00

287.00

1.170

1.035

1.170

1.103

140

287.00

288.00

0.968

0.661

0.968

0.814

141

288.00

289.00

1.101

1.020

1.101

1.060

142

289.00

290.00

1.029

1.046

1.046

1.038

143

290.00

291.00

0.802

1.118

1.118

0.960

144

291.00

292.00

0.895

0.794

0.895

0.844

145

292.00

293.00

0.809

0.502

0.809

0.656

146

293.00

294.00

0.511

0.658

0.658

0.584

147

294.00

295.00

0.845

0.585

0.845

0.715

148

295.00

296.00

0.537

0.804

0.804

0.670

149

296.00

297.00

0.494

0.950

0.950

0.722

150

297.00

298.00

0.835

1.053

1.053

0.944

Project Report 4-21

Traffic

Chainage (km)

S. No.


Average Deflection

From

To

Left

Right

Maximum

151

298.00

299.00

0.717

0.784

0.784

0.750

152

299.00

300.00

1.094

1.239

1.239

1.167

153

300.00

301.00

0.557

0.679

0.679

0.618

154

301.00

302.00

0.414

0.784

0.784

0.599

155

302.00

303.00

0.721

0.674

0.721

0.698

156

303.00

304.00

0.775

0.947

0.947

0.861

157

304.00

305.00

0.744

0.985

0.985

0.865

158

305.00

306.00

0.565

0.943

0.943

0.754

159

306.00

307.00

1.057

1.053

1.057

1.055

160

307.00

308.00

0.916

0.919

0.919

0.918

161

308.00

309.00

0.598

0.647

0.647

0.623

162

309.00

310.00

0.448

0.729

0.729

0.589

163

310.00

311.00

1.521

1.371

1.521

1.446

164

311.00

312.00

0.729

1.228

1.228

0.978

165

312.00

313.00

1.080

0.779

1.080

0.929

166

313.00

314.00

1.170

0.854

1.170

1.012

167

314.00

315.00

0.467

0.446

0.467

0.456

168

315.00

316.00

0.767

0.322

0.767

0.544

169

316.00

317.00

0.739

0.688

0.739

0.713

170

317.00

318.00

1.660

1.361

1.660

1.511

171

318.00

319.00

0.823

0.420

0.823

0.621

Delineation of Homogenous Sections For analysis and design of pavements, project roads was divided into sections which can be considered homogeneous with respect to traffic, terrain, pavement condition, existing pavement crust, subgrade soil and BBD. Cumulative difference approach (CDA), as described in AASHTO guide for pavement design (1993), was used for delineating homogenous sections w.r.t. BBD. Homogenous sections as per BBD results are tabulated in Table 2.7 below Table 2.7: Homogeneous Section

Sl. No.

From (km)

To (km)

Length (m)

2.

230.000

257.000

27

3.

257.000

319.000

61

Total Length

88

1.

Project Report 4-22


2.5

RAILWAY CROSSINGS

9 nos. railway crossings on the project road are presented in Table 2.8 Table 2.8: List of Railway Crossing Kannur to Kuttipuram Section Sl. No.

2.6

Name of ROB

Chainage (km)

Present Status

No. of lanes

1.

Kannur

161.600

Level Crossing

2

2.

Kannur

166.700

Level Crossing

2

3.

Muzhuppilangari

171.200

ROB Under construction

2

4.

Chorode

196.300

ROB

2

5.

Nantai Bazar

214.500


2

6.

Chengottukavo

224.000

ROB

2

7.

Vengnam

231.300


2

8.

Vengali

237.500

ROB

2

9.

Kuttipuram

317.500

ROB

2

SUBGRADE AND MATERIAL INVESTIGATIONS

UB -G RADE C HARACTERISTICS HARACTERISTICS 2.6.1 S UB -G RADE

This section describes the field and laboratory investigations to determine the subgrade characteristics beneath existing pavement and also to characterize the foundation soils in the project corridor, in the existing ROW, proposed ROW and bypasses. ATERIAL I NVESTIGATIONS NVESTIGATIONS M ATERIAL

The objective of material investigations is to locate potential sources of borrow soils, sand, gravel and rock quarries with in the project vicinity, and to examine the engineering properties of the materials. The Survey and Investigations of subgrade soil and highway construction materials were taken-up to identify strength characteristics of existing subgrade soil and suitability of the other available materials of construction for embankment, subgrade, sub-base, base and top layers (bituminous/concrete) of road pavement. The other object of the study is to determine the engineering properties of: Subgrade soil of the existing road pavement Borrow areas material such as soil for use in the embankment and subgrade Quarries for locating suitable stone aggregates for use in Wet Mix Macadam (WMM), Dense Bituminous Macadam (DBM), Bituminous Concrete (BC) and Cement Concrete works Sand for use in bituminous mixes and cement concrete works Sources of Water for construction The investigation comprised of visiting the site, discussions with the local PWD officers, collection of samples and testing the samples in in the field as well main laboratory. The tests included checking field density of the sub-grade, field moisture content, thickness of pavement and DCP (Dynamic Cone Penetration) test as per TRRL (UK) Road No. 8 to

Project Report 4-23

Traffic

correlate the result of penetration (mm) per blow with the field CBR. Collection of sub-grade soil and construction material samples for the following laboratory tests. Sieve Analysis Atterberg Limits Modified Proctor Compaction test Laboratory CBR and Swell Percentage.

2.7

COLLECTION OF SAMPLES Samples of soil/construction materials were collected from subgrade of existing road, borrow areas, stone metal / sand quarries and water source. The following procedure was followed:

2.8

i)

Sub grade soil samples from existing road.

ii)

Soil samples from borrow areas

iii)

Stone metal samples crushers/quarries

iv)

Fine Aggregates

v)

Water sample

from

:

One sample for every 5 km along the project road was collected.

:

One sample from the middle of each borrow area was collected.

:

Samples of various sizes of each source of material from respective crushers.

:

One sample source.

:

One from each source (Pond/boring water/well /river)

from

each

respective

TESTS AND TESTING PROCEDURES Test and testing procedures adopted for various field and laboratory tests are given below. Soils

Water Content Determination

:

IS 2720 (Part – 2)

Sieve Analysis

:

IS 2720 (Part – 4)

Atterberg Limits

:

IS 2720 (Part – 5)

Laboratory Compaction Test(Modified Proctor Test)

:

IS 2720 (Part – 8)

CBR at 3 energy levels

:

IS 2720 (Part – 16)

Sieve Analysis

:

IS 383 – 1997

Flakiness and Elongation Index

:

IS 2386 (Part – 1)

Specific Gravity and Water Absorption

:

IS 2386 (Part – 3)

Aggregate Aggregate Impact Value (AIV)

:

IS 2386 (Part – 4)

Soundness by Sodium Sulphate / Magnesium Sulphate

:

IS 2386 (Part – 5)

Aggregates

Water

Ph Value, Chlorides, Sulphate (SO 3), Acidity, Alkalinity, Organic, Inorganic impurities Field Tests

Project Report 4-24

MORST&H Specification Clause 1010, IS:456


Field Density of Subgrade

IS:2720 (Part 28)

Field moisture content of subgrade

IS:2720 (Part 2)

DCP (Dynamic Cone Penetration Penetration Test)

As per TRRL (U.K.) Road Note No. 8

ISC (Indian Soil Classification System) IS 1498-1970 has been adopted for classifying soil into various groups.

2.9

INVESTIGATION OF SUBGRADE SOIL For Feasibility study, test pits were dug and field tests done at 5 km intervals (staggered). A total of 37 samples were collected along the project road and soil samples from these pits were tested in Laboratory established by the consultant Intercontinental consultants & technocrats Pvt. Ltd. at Calicut. A detailed investigation with three samples for each homogenous section or three samples for each soil type encountered along the project road (whichever is more) shall be done and reported in the Detailed Project Report. The size of test pit was 60 cm x 60 cm and depth extending up to subgrade level. The following field tests were conducted in each pit. Visual identification of soil Field density of the sub-grade with sand replacement method/core cutter Field moisture content Dynamic Cone Penetration test (DCP) of sub-grade extending up to about 80 cm depth Checking total thickness of the pavement After performing the test in each pit, about 40 kg of soil sample was collected in a gunny bag. The identification mark and location of the sample were recorded and sent to the laboratory, established at site for conducting the following tests Particle size analysis Liquid Limit Plastic Limit Modified AASHTO Compaction test California Bearing Ratio test (CBR) in unsoaked and 4 days soaked conditions at three energy levels corresponding to 10, 35 & 65 blows of heavy compaction rammer. The test data Table 2.9 shows that all the 37 nos. of sample are coarse grained in nature and belongs to GW-GM, GM, GC, SM & SC category as per IS soil Classification System (IS: 1498-1970). Fine fraction (passing 75 micron) varies from 8.0% to 41.1%. The Plasticity Index varies from NP to 12.4%. Laboratory Maximum Dry Density varies from 1.96 gm/cc to 2.18 gm/cc and Optimum Moisture Content is in the range of 7.4% to 13.3%. The CBR of the subgrade was determined for un-soaked and 4 days soaked conditions for three energy levels corresponding to 10, 35 & 65 blows of heavy compaction rammer. CBR of soil samples at 97% of Laboratory Maximum Dry Density was interpolated from the curve drawn between degree of compaction and CBR. It will be seen from the results that CBR value at 97% of Laboratory Maximum Dry Density and Optimum Moisture Content varies from 9.4% to 22.4% for soaked condition and from 18% to 41% for un soaked condition. The field-test results of subgrade soil at 5 km interval along the project road is presented in Table 2.9. The degree of compaction of the subgrade varies from 88.5% to 94.5% of Laboratory Maximum Density and field moisture content is in the range 2.3% to 15.8%. DCP equipment as recommended by TRRL (U.K) vide Road Note No. 8 comprising 60º cone with a base diameter of 20 mm and 8 kg hammer dropping from a height of 575 mm was used for the DCP test. Number of blows and corresponding values of penetration in mm were Project Report 4-25

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recorded to a depth of about 826 mm. The DCP values (mm/blow) were then interpreted to insitu CBR by using the following TRRL equation: Log10 CBR = 2.48 – 1.057 log10 DCP (Penetration rate in mm/blow) It will be seen from the results that there is vast variation in the CBR value of sub-grade soil ranging from 10.80 to as high as 22.

Project Report 4-26


Table 2.9

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2.10

MATERIAL INVESTIGATION

The materials commonly used in highway construction comprise of soil, gravel, hard stone metal, sand, cement, steel, bitumen and water. It is therefore very essential to identify the potential source of these materials near the project site so as to economize on the cost of construction besides early completion of the project. Borrow Area Soil Extensive survey was conducted to locate the potential source of borrow area soil required for the construction of embankment and subgrade. As many as 16 borrow areas located on both sides along the project road were identified. The locations, lead, ownership and quantity of borrow soil available are given in Table 2.10 . The distance of these borrow areas from the road site vary from 100 m to 15.0 km as shown in the borrow areas Lead Chart placed in Fig. 2.2 . The laboratory tests results of all the 16 samples are reported in Table 2.11. Summaries of the Laboratory results of samples are as follows. All the 16 samples are coarse grained in nature and falls in GC, SM, SM-SC & SC group as per IS: Soil Classification System) with fine fraction (passing 75 micron) varying from 10.5% to 48.3% and Plasticity Index varying from NP to 13.8%. Laboratory Maximum Dry Density varies from 1.87 gm/cc to 2.04 gm/cc and Optimum Moisture Content is in the range of 9.6% to 14.2%. Its soaked CBR at 97% Laboratory Maximum Dry Density and Optimum Moisture Content is in the range 10.6% to 18.0%. All the borrow areas are suitable for construction purposes. Survey of Stone Quarry Extensive survey was conducted to locate the availability of stone metal near the project site. As a results of local enquiries and discussion with the local PWD officials, stone metal quarries were identified. Table 2.12 and Table 2.13 give list of stone metal Quarries and stone metal crushers. The location details and approximate quantity of material available are given in Fig. 2.3 . Samples from different quarries have been collected from their respective crushers. One bag of each size of aggregate including stone dust has been collected from each of the crusher. The following Laboratory tests were conducted on Stone quarries samples. Sieve Analysis Specific Gravity Water Absorption Aggregate Impact value Combined Flakiness & Elongation Indices Soundness The results of the above tests are presented in Table 2.14 It can be seen from the results that stone metal from all the quarries is having AIV varying from 18.7% to 35.6%, specific gravity varies from 2.64 to 2.83 with water absorption from 0.5% to 0.8% and combined Flakiness and Elongation indices in the range of 21.7 to 44.8. The value of combined flakiness & elongation is exceeding the specified limit of 30%(MORST&H specification) in some stone samples. The sample limit can be achieved with in the specified limit by adjusting the crushing system. The value of soundness is varying from 2.8% to 3.4%.

Project Report 4-28


Table 2.10

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Fig 2.2

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Table 2.11

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Figure 2.3

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Table 2.12

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Table 2.12

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Table 2.13

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Table 2.13

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Table 2.13

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Table 2.14

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Table 2.15

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Sand Sand can be obtained from the river details given below: DETAILS OF RIVER SAND

1 River Name

Moidoapalam River Sand

Village

Marapilangdi

Dist

Kannur

Quantity

3000X200X2.0m=1200000m3

K.M.

172+200

2 Name of the River

Chalapara River Sand

Village

Chalapara

Dist

Malappuram

Quantity

5000X100X2.0m=1000000m3

K.M.

3 Name of the River

Bharthapuzha River Sand

Village

Kuttipuram

Dist

Kuttipuram

Quantity

3000X500X2m=3000000m3

K.M.

319+000

Location chart of sand source is shown in Fig 2.4. The following tests have been conducted in the laboratory: Sieve Analysis Fineness Modulus Deleterious material percent The results are enclosed in Table 2.15. It will be seen from the results all the sample falls in Zone II. The fineness modulus varies from 2.59 to 2.71. The sand from all sources is recommended for use in DBM, BC and cement concrete works. The deleterious material percent is below 4 percent. Water Water samples were collected from four sources. One from river water, one from pond, one from boring and one from well, as detailed below. SOURCES OF WATER

1 River water Name of ther river

Bharatha Puzha River

K.M.

319+000

Village

Kuttipuram

Project Report 4-40


2 Pond Water

Name of the pond

Koyilandi Pond

Village

Koyilandi

K.M.

218+800 R/S

Lead from

50 m. to NH-17

Size

Length-200m. Birth -200m. Depth-5m.

3 Borings Water

Depth

300 Ft.

CH.

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

Dist

Calicut

4 Well Water

K.M.

280+000 L/S

Quantity

Depth-50 Ft. Birth-8 Ft.

Lead NH-17 to 100 m. The following tests were conducted in the laboratory: Ph Value Acidity Alkalinity Chlorides CL Sulphate SO4 Organic and Inorganic The laboratory results of the above tests are tabulated in Table 2.16. From the results of the test data, it will be seen that water sample from well (Ch.280+000) left side is falling beyond the specified limit in terms of acidity. Rest of the samples are recommended for use in construction. Cement Ordinary Portland cement of grade 43 and 53, manufactured by various manufacturers are locally available. Portland Pozzolona Cement (Fly ash based) is also available available locally. The material approved by DGSD can be procured directly from the local market. Structural Steel High strength deformed bars manufactured by various steel manufacturing companies confirming to IS 1786 are available with few stockiest. Majority of the retailers are selling re-rolled steel bars. Bitumen Bitumen is proposed to be brought from Kochi Refinery and Mangalore Refinery.

Project Report 4-41

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Fig 2.4

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Table 2.16

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2.11

RIGHT OF WAY (ROW)

The exiting RoW between Kannur – Kuttipuram varies widely at different locations, which is 11.00 m to 20.00 m in general and >30m to even 40m at some location in short stretches. Mahe town in Pondicherry records the narrowest RoW of 8 to 10m and 30m and above at near Edakkad (km 171.00) Vadakara (km 189.00 to 199.00). For the existing road widening to 4-lanes land as per actual requirement at site is proposed to be acquired. The project corridor passes through a heavily built up ribbon development the widening of the road will cause acquisition of large nos. structures and demolitions considering the scenario of State of Kerala the RoW for proposed project road has been proposed as 45m. It is proposed to acquire additional land for bus bays, Truck lay bys, Trauma Centre, Highway Petrol Police Centre, Toll Plazas PIU offices / residences etc. 2.11.1 Land Acquisition

There are 3 bypasses on that project road in Construction Package-I. Two bypasses at Thalassery & Mahe, Koilandy towns have already been proposed by Kerala PWD and alignment approved by MOSRT&H, land acquisition for these 2 bypasses is at different stages of progress. The position regarding requirement of additional land along the Project road to make-up 45m ROW is given below: i) Existing Alignment

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

The land acquisition for Kannur bypass is to be done afresh. As there are built up structures all along ROW=45m has been proposed to affect minimum demolition of structures as per policy of NHAI in Kerala State. Land Acquisition is proposed for 45m-land width. From km 148.00 to km 167.000 for the bypass which is on the left of existing road. Total land requirement for the bypass is 76.95 hectares. iii) Thalassery & Mahe Mahe Bypass

Position of land acquisition along this bypass ie km 171.00 to km 187.00 for acquiring 45m land width is as follows: From km 0.000 to km 9.742 land has been acquired and the land in balance of stretch is under acquisition. The MOSRT&H approved alignment has been followed in the project study. Total land required 81.14 Hector, land acquired – 44.10 Hector, land to be acquired – 37.04 Hector. iv) Koilandy Bypass

Position of land acquisition along this bypass ie km 214.00 to km 225 for 45m land width as follows: The stretch of this bypass is as good as the existing road, the stretch is full of built up structures. MOSRT&H has approved alignment for RoW=30m, but the Consultants propose RoW of 45m along the alignment approved by MOSRT&H except with modification of the alignment at km 214.000 due to a Mosque and due to the approach of the ROB at km 214.200, which came up after the approval of alignment of the bypass. Land Required 45m ROW- 49.50 Hector. 2.12

ROAD GEOMETRY

2.12.1 General

The design standards have been given in the Volume-II Design Report. The design of the road geometry for this project is based on the following general principles. •

A uniform application of design standards for any area is essential from the viewpoint of road safety and the smooth flow of traffic. The selection of optimum design

Project Report 4-44


standards reduces the possibility of early obsolescence of the facility, which can be brought about by any inadequacy in the original standards. •

Faulty geometric standards, after construction, are frequently difficult to rectify at a later date and they are always costly and create big inconvenience to the road user while rectification. Both horizontal and vertical geometry should be accorded due importance at the initial design stage itself and selected standards should not be compromised without the most careful deliberation.

•

The design should thus be consistent within any area and the standards proposed for the different elements should be compatible with one another. It is sometimes necessary to reduce the selected design speed for economic reasons but any abrupt changes in the design speed must be avoided.

•

The selected design should minimize the total transportation cost, including initial construction costs, costs for the maintenance of the facility and the costs borne by the road users.

•

Safety should form an integral part of the design elements.

•

“Ruling” standards will be followed as a matter of routine. “Limiting/Exceptional” standards will be followed only where serious restrictions are imposed by technical or economic considerations.

2.12.2 Design Speed

Choice of design speed depends on the function of the road and the terrain conditions. It is the basic parameter, which determines all other geometric design features. The ruling design speed for this project is proposed as 100 km/hr for plain terrain and 80km/hr for rolling terrain, 50 km/hr for hilly terrain & these speeds are generally used to determine the various geometric design features. Where site conditions or economic considerations do not permit the use of the ruling design speed, the design speed will be reduced in consultation with the client. The minimum design speed for National Highways in plain terrain is 80 km/hr and in rolling terrain 65 km/hr as stipulated in IRC:73-1980. Hill stretches are almost avoided and redesigned. If changes in the design speed prove unavoidable, such changes are introduced gradually by means of successive sections of increasing/decreasing design speed so that road users become progressively conditioned to the changes. At unavoidable locations substandard curves have been provided with reduced speed to save sensitive buildings / areas. Speed limit signboards will be installed at these locations. The need for warning signs has also been considered wherever reductions in design speed are unavoidable. The design speed with respect to terrain is given in Table 2.17. Table 2.17: Terrain Classification Sl. No.

Design Speed kmph

Type of Terrain

Chainage (km 230.00 to km 318.000)

1

Plain

km 230.00 to km 263.00

100

2

Rolling

km 280.00 to km 318.00

80

3

Hilly

km 263.00 to km 280.00

50

2.12.3 Horizontal Alignment

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The horizontal design has been undertaken by use of design software MX Road. The left side carriageway is being designed along left median edge (LME) and right side carriageway is being designed along right median edge (RME) The horizontal curves for this project are designed in accordance with the requirements stipulated in IRC:38:1988 (Design Table for Horizontal curves for Highways) and each curve consists of a circular arc with spiral transitions between the arc and the straights. The spiral transitions ensure that vehicles progress smoothly from the straight to the circular curve or between curves of different band or radius. The transition curves also facilitate the gradual application of super-elevation and any widening of the carriageway, which may be required for the horizontal curves. 2.12.4 Vertical Alignment

Parabolic vertical curves have been provided at all changes in grade except where the change is 0.5 % or less. The minimum length of vertical curve for different ruling design speeds adopted in the project road are presented in given Table 2.18 below: Table 2.18: Minimum length of vertical Curves Design speed (km/hr.)

Vertical curves provided for grade change (%) excluding

Minimum length (m)

100

0.5

60

80

0.6

50

65

0.8

40

50

1.0

30

40

1.2

20

The following parameters are adopted for gradients: •

ruling gradient -

3.0% (1 in 33)

•

limiting gradient

-

5.0% (1 in 20)

In special situations such as isolated over-bridges or sections of the road carrying a large volume of slow moving traffic, a flatter gradient of 2% will be adopted. The limiting gradient has been adopted only where the adoption of gentler gradients would result in excessive cost. 2.12.5 Typical Cross Sections

The consultants have proposed 4 types of representative typical cross sections with variations appropriate to fit at different locations on project road. The different typical cross sections are presented in Table 2.19 and depicted in Fig 2.5 to 2.8. Table 2.19: Typical Cross Sections Proposed on t he Project Road

Project Report 4-46


Typical X-section Designation

R O W

Configur ation

( m )

TCS -1

4 5

4-lane – with Service Roads

TCS -2

2 4

4-lane – without Service Roads

TCS -3

TCS -4

Location

Entire project road except change over to bridges and stretches of bypasses having habitation requiring service roads (Fig 2.5) Unavoidable Situation km 196.78 to km 196.90 (Fig 2.6)

4 5

4-lane - With out Service Roads

Change over to bridges and some stretches of bypasses having no habitation not requiring service roads (Fig 2.7)

4 5

Under pass / Fly over approach with service roads.

Existing road and all bypasses (Fig 2.8)

2.12.6 Pavement Design

The project primarily envisages strengthening of the existing sub-standard two-lane carriageway and widening it to standard four lanes for augmenting capacity and significantly extending the service life of the project road. It will be built as a partially access controlled divided 4-lane carriageway with 1.5m paved and 1.0m earthen shoulder along with raised median with drainage arrangements. For the additional carriageway, options of both flexible and rigid types of pavements have been studied and finally flexible type of pavement is adopted. The pavement has been designed for 70 msa. The service roads have been designed as flexible pavements for 5 msa. Design

The new pavement has been designed as per IRC:37:2001 based on traffic load in terms of msa, and CBR value of subgrade. The strengthening of the existing pavement is governed by BBD studies as per IRC:81.

Pavement Works

The pavement works for implementing the above proposals will mainly consist of: Strengthening of the existing two-lane carriageway.

Project Report 4-47

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Construction of additional two-lane carriageway for widening it to four lanes. Construction of new flexible pavement along the existing two-lane to make it standard two-lane carriageway Construction of new four-lane carriageways for proposed Bypasses and realignment. The pavements for the above works will be built to appropriate designs as described hereunder. Factors Affecting Pavement Design

The principal factors that will govern the design of pavements including overlays for strengthening the existing carriageway are: •

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

•

Condition of the existing pavement

•

Strength and other engineering characteristics of the subgrade soil

•

Climate

Fig 2.4 cross section (Auto cadd)

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Project Report 4-49

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Project Report 4-51

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Traffic

The detailed traffic surveys for the project road were conducted by the consultants in May-June 2006. Design Life As per the notification issued by the NHAI vide their letter No. NHAI/PHII/NHDP/ADB/GM(NS)-I dated April 19, 2004, the flexible pavement for the project road has been designed for Fifteen (15) years design life. 2.12.6 Pavement Design

The project primarily envisages strengthening of the existing sub-standard two-lane carriageway and widening it to standard four lanes for augmenting capacity and significantly extending the service life of the project road. It will be built as a partially access controlled divided 4-lane carriageway with 1.5m paved and 1.0m earthen shoulder along with raised median with drainage arrangements. For the additional carriageway, options of both flexible and rigid types of pavements have been studied and finally flexible type of pavement is adopted. The pavement has been designed for 70 msa. The service roads have been designed as flexible pavements for 5 msa. Design

The new pavement has been designed as per IRC:37:2001 based on traffic load in terms of msa, and CBR value of subgrade. The strengthening of the existing pavement is governed by BBD studies as per IRC:81.

Pavement Works

The pavement works for implementing the above proposals will mainly consist of: Strengthening of the existing two-lane carriageway. Construction of additional two-lane carriageway for widening it to four lanes. Construction of new flexible pavement along the existing two-lane to make it standard two-lane carriageway Construction of new four-lane carriageways for proposed Bypasses and realignment. The pavements for the above works will be built to appropriate designs as described hereunder. Factors Affecting Pavement Design

The principal factors that will govern the design of pavements including overlays for strengthening the existing carriageway are: •

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

•

Condition of the existing pavement

Project Report 4-52

Consultancy Services for Feasibility Study and DPR for 4/6 lane Divided carriageway of NH-17, Kannur to Kuttipuram in the State of Kerala (Package No. NHDP-III/DL5/13) PKG-II (Km. 230.00 to Km. 318.00) •

Strength and other engineering characteristics of the subgrade soil

•

Climate

Traffic

The detailed traffic surveys for the project road were conducted by the consultants in May-June 2006. Design Life As per the notification issued by the NHAI vide their letter No. NHAI/PHII/NHDP/ADB/GM(NS)-I dated April 19, 2004, the flexible pavement for the project road has been designed for Fifteen (15) years design life. Design Traffic Based on the projection of traffic and the Vehicle Damage Factor (VDF) of various types of commercial vehicles, Cumulative standard Axles (CSA) during the period of design life have been computed. Though total cumulative Standard Axle loads during 15 years design life works out to 40 to 60 msa however as per NHAI instructions 70msa has been adopted for design service roads have been designed for 5 msa. Condition of the Existing Pavement

Detailed pavement investigations including condition surveys by (a) visual inspection, (b) examination of pavement composition by excavating test pits at regular intervals and testing the properties of the existing subgrade soil (c) instrumental measurements of the condition indicators like pavement roughness and its structural strength as i ndicated by Benkelman Beam Deflection (BBD) are carried out to determine the extent and nature of pavement distress of the existing carriageway. Visual Inspection A detailed inspection of the project road was carried out to record and inventorize various features including the pavement distress, condition of shoulders, drainage, embankment heights, etc.

Pavement Composition The pavement composition details of the ex isting pavement were obtained from the examination of test pits excavated at regular interval along the project road. The details are given in the report on Material Investigations. A summary of overlay composition proposed on the project road in different reaches is given in Table 2.20. Table 2.20: Overlay Composition Chainage (Km)

Sl. No.

From

1

148.000

Overlay Proposed

To

Design Traffic

BC (mm)

DBM (mm)

PCC – BM (mm)

164.000

70

40

75

50 Avg.

Project Report 4-53

Traffic

Chainage (Km)

Overlay Proposed

To

Design Traffic

BC (mm)

DBM (mm)

PCC – BM (mm)

164.000

173.000

70

40

125

50 Avg.

3

173.000

179.000

70

40

125

50 Avg.

4

179.000

182.000

70

40

75

50 Avg.

5

182.000

206.000

70

40

125

50 Avg.

6

206.000

215.000

70

40

75

50 Avg.

7

215.000

257.000

70

40

125

50 Avg.

8

257.000

319.000

70

40

75

50 Avg.

Sl. No.

From

2

Design of Flexible Overlay

Design Methods IRC: 81–1997 guidelines for strengthening of flexible pavements using Benkelman Beam Deflection (BBD) technique was used to design bituminous overlay. Design Input Design Traffic

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

Profile Correction Course (PCC) Average 50mm thick BM course has been proposed for camber profile corrections (PCC). Pre Overlay Treatment

Before constructing overlays, appropriate pre-overlay repair work of patching, leveling, sealing of cracks, etc. will have to be carried out for the existing pavement. Construction of New Flexible Pavement

New flexible pavements will be provided for additional 2-lane to make it 4-lane, proposed bypasses and for construction of new approaches for bridges. Design Method The flexible pavement has been designed as per IRC: 37-2001 design guidelines. Design Input Design Traffic Project Report 4-54


The design traffic adopted for the project road as given above. Sub-grade CBR

CBR value of 10 % has been adopted for pavement design. Of existing stretches and CBR of 8% for bypasses. Pavement Composition Existing Road Using the design method described above, the composition of the pavement for new construction for stretches on existing road is given Table 2.21. Bypass CBR of existing soil on bypasses is given in Table 2.21, ranges between 8.60 to 12.20%. Design CBR has been adopted as 8%. Table 2.21: Minimum CBR Values for Bypasses Sl. No.

Name of Bypasses

CBR (%)

1

Kannur

9.20

2

Thalassery & Mahe

12.20

3

Koilandy

10.60

For design purposes 8% CBR and 70msa has been adopted. Pavement composition as per IRC: 37-2001 works out to GSB = 200mm, WMM = 250mm, DBM = 130mm and BC = 40mm New Flexible pavement details are given in Table 2.22. Table 2.22: Pavement Composition for New Flexible Pavement Section (km)

BC (mm)

DBM (mm)

WMM (mm)

GSB (mm)

Total Thickness

148 – 164

40

125

250

200

615

164 – 173

40

125

250

200

615

173 – 179

40

125

250

200

615

179 - 182

40

125

250

200

615

182 - 206

40

125

250

200

615

206 - 215

40

125

250

200

615

215 - 230

40

125

250

200

615

By passes

40

130

250

200

620

Flexible Pavement for Service Roads Project Report 4-55

Traffic

The service roads have been provided at locations of the project road where it passes through urban areas, change over etc. Crust details of flexible pavement proposed to be constructed for the service roads are given in Table 2.23. Design traffic adopted for service roads is 5 msa. Table 2.23: Flexible Pavement for Service Roads Pavement Layer

Thickness (mm) (5 msa)

(Semi Dense Bituminous Concrete (SDBC)

25

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

50 / 70*

Wet Mix Macadam (WMM)

250

Granular Sub-base (GSB)

200

Total Thickness

*

525

If BM is used it will be 70mm thick layer instead of 50mm DBM. 70mm BM is costlier than 50mm DBM hence 50mm DBM has been proposed in the project

Shoulders

It is proposed to have 1.5m paved shoulders through out the project road. 1.0m earthen shoulder will be provided in areas beyond urban areas where there is no service road. 2.13

CULVERTS

2.13.1 Culverts Proposed for Cross Cross Drainages Drainages

The highway has Presently good cross drainage system. The maintenance is in general good and there is no flooding or overtopping on the road surface during heavy rains. There are total no. 368 existing culverts on the complete project road. The breakup of culverts to be extended and new proposed culverts is given below. below. 1. Total Culverts on existing road

-

2. Culverts retained and proposed for extension

177 nos. -

41 nos.

3. New Culverts on existing road and proposed bypasses nos. 4. H.P. Culverts on junctions

-

142

183 nos.

Thus total no. of culverts in Package-I are 41+325=366 nos. 2.14

BRIDGE AND STRUCTURES

2.14.1 Inventory and Condition Survey Survey of Existing Existing Bridges

The Inventory of all structures having lengths > 6.0m were carried out. Summary is given in the following Table 2.24. Table 2.24: Inventory and Condition Survey of Existing Bridges

NH No.

Section

No. of Major Bridges (≥60 m)

17

Km. 230.00 to km. 318.00

4

Project Report 4-56

No. of Minor Bridges (<60m)

No. of ROB’s

Total

10

2

16


Table 2.25 gives the location, length, structure types of these bridges. This table also indicates the bridges that are affected on account of the reach being bypasses and those which are retained. In all 6 (including 1 ROB) out of the existing 16 (including 2 ROBs) bridges fall in the reaches affected by bypasses. Table 2.26 gives the details of the 5 existing retained bridges and additional bridge for widening the road to 4 lanes. An ROB, which is retained will require an additional parallel ROB. Table 2.27 gives details of bridges proposed on 3 bypasses. Total number of bridges in including ROBs on the project road section thus come to 17 including, 11 new 4 lane bridges, 5-2 lane bridges parallel to existing ones and 1-2 lane ROB parallel to existing one.

Table 2.27: Details of Existing Bridges Sl. No.

Location (in km)

Name of Bridge

Total length (F/F of Dirt Wall) (m)

Korapuzha Bridge

216.90

Kallai Palam FerokeBridge Panampuzha Bridge

91.50 246.80 113.00

RCC Bow String with slab RCC box girder RCC box girder RCC T beam & slab

Thottungal Palam Thalappara Bridge Irumban Chola Bridge Kuttur Palam

26.00 29.50 16.00 24.80

RCC solid slab RCC box girder RCC T beam & slab RCC T beam & slab

Type of Superstructure

Remark

Major Bridges

1

233+210

2 248+000 3 255+750 4 282+000 Minor Bridge 262+300 5 6 276+200 7 278+900 8 281+025

Bypassed Bypassed Bypassed Retained

9

281+450

Vengara Palam

15.60

RCC T beam & slab

Retained Retained Retained Retained Retained

10 11 12 13 14

290+200 290+400 307+550 311+060 311+100

Eddarikode Bridge - I Eddarikode Bridge - II Kovampuram Bridge Valancherry Valancherr y Bridge - I Valancherry Bridge - II

10.40 8.00 10.40 10.40 10.00

RCC T beam & slab RCC T beam & slab RCC T beam & slab RCC T beam & slab RCC T beam & slab

Bypassed Bypassed Bypassed Retained Retained

238+450

Puthianirath ROB

300.10

Viaduct: RCC box girder ROB:PSC box girder Viaduct: RCC girder with slab ROB: PSC girder with slab

New Construction

ROB’s

15

16

317+425

Kuttipuram ROB

268.80

Project Report 4-57

New Construction

Traffic

Table 2.26. Details of Existing Bridges.

Project Report 4-58


Table 2.27 Details of proposed bridges on bypasses.

Project Report 4-59

Traffic

2.14.2 Grade Separators and Underpasses Underpasses

The Project Corridor is completely built-up ribbon development on both sides of the road. A no. of roads viz- NHs NH-13), State Highways, MDR, ODR and local road intersect the project road. Upgradation of the project road to National Highway Standards requires to make the road at least partially access controlled. Grade separators/underpasses separators/underpasse s are provided at all main susceptible road intersections to make the project road as partially access controlled for smooth movement of through traffic. Two types of underpass are provided on the project road (i) Vehicular underpass and (ii) Pedestrian underpasses, the pedestrian underpasses are provided as pedestrian cum light vehicle underpasses having size 6m x 3.5m (over head clearance). Grade separators (Flyovers) have been provided on junctions with National Highway and other important roads. In order to facilitate smooth movement of through traffic local traffic is proposed to be segregated by providing service roads on both sides in complete length. For facilitating cross movement of traffic 9 nos. underpasses, 4 nos. flyovers and 7 nos. pedestrian cum light vehicle underpasses and one overpass have been provided alongwith on suitable traffic circulation measures. (i) Vehicular Underpasses

10 Vehicular underpasses of 12 m wide x 5 m vertical clearance size having footpath on either sides for pedestrians and ramp for physically handicaps have been provided Table 2.28 shows locations of these underpasses. Table 2.28: Locations of Vehicle Underpasses Underpasses Size Sl. No.

Location Chainage (km) Width (m) Vertical Clearance (m)

(ii)

1

231.110

12.0 x 5.0

2

232.740

12.0 x 5.0

3

237.230

12.0 x 5.0

4

244.950

12.0 x 5.0

5

249.900

12.0 x 5.0

6

256.710

12.0 x 5.0

7

276.770

12.0 x 5.0

8

287.285

12.0 x 5.0

9

290.900

12.0 x 5.0

10

306.010

12.0 x 5.0

Pedestrian cum Light Vehicle Underpasses

These underpasses will be of 6m (wide) x 3.5 m vertical clearance size having footpath and ramps. It is necessary to provide thus facility for avoiding long distance cross movements of light vehicles. In Kerala specially on the project road the scenario is totally different than other sites as the project corridor is completely built-up Table 2.29 gives the locations of Pedestrian cum light vehicle underpasses.

Project Report 4-60


Table 2.29 : Locations of Pedestrian cum Light Vehicle Underpass Size

Sl. No.

Location Chainage (km)

1

263.190

6.0 x 3.50

2

265.500

6.0 x 3.50

3

268.500

6.0 x 3.50

4

272.770

6.0 x 3.50

5

279.630

6.0 x 3.50

6

297.200

6.0 x 3.50

7

300.875

6.0 x 3.50

(iii)

Width (m) Vertical Clearance (m)

Grade Separators (Flyovers)

Six grade separators have been proposed, 2 nos. for NH-212 & NH-213, 4 nos. for major road crossing. Turning movement survey justifies provision of flyovers at these locations. Table 2.30 gives the locations of grade separators. Table 2.30: Grade separator (Flyovers) Size

Sl. No.

Chainage (km)

1

246.795

46 x 5.50

National Highway -212

2

252.940

46 x 5.50

Main City Road Leading to Medical Collage and onward join National Highway -212

3

259.485

46 x 5.50

National Highway -213

4

312.760

46 x 5.50

State Highway and MDR

(iv)

Remarks

Width (m) Vertical Clearance (m)

ROB

One 2 lane ROBs already existing at km. 317.425 existing chainage (design chainage km 312.195). another 2 lane ROBs parallel to existing existing one will be provided to cater for for 4lane traffic. Details are given in Table 2.31. Table 2.31: ROB Sl. No.

1

Location Chainage (km) Existing 317.425 Designed 312.195

2.15

Size Vertical Clearance (m)

5.5

Configuration

Remarks

Additional 2 Lane

Existing

TRAFFIC SAFETY MEASURES

2.15.1 Road Safety Audit

General A traffic accident is defined as any vehicle accident on a public highway (i.e., originating on, termination on or involving a vehicle partially on the highway). These accidents therefore include collisions between vehicles and animals, vehicles and pedestrians, or vehicles and fixed obstacles. Single vehicle accidents, in which one vehicle alone (and no Project Report 4-61

Traffic

other road user) was involved, are included. All fatality and injury; includes pedestrians, motorcyclists and bicyclists unless otherwise noted. (Source: International Injury & Fatality Statistics) It has been estimated that at least 500,000 people die in road accidents in developing countries each year. This represents 70% of those killed on the roads throughout the world. According to statistical analysis, about 1 person dies in every 2400 of the country will suffer injury or death in road accident each year. In India 1% of the worlds vehicle population exists but 6% of the worlds reported traffic accidents occur. Owing to the likely under reporting of accidents, the real situation may be probably worse. In the near future, in higher income countries, road traffic accidents are already among the top ten leading causes of disease burden in 1998 as measured in disability adjusted life years (DALYs) In less developed countries, road traffic accidents were the most significant cause of injuries, ranking eleventh among the most important causes of lost years of healthy life. According to a World Health Organization/World Band report “The Global Burdens of Disease” deaths from non-communicable diseases are expected to climb from 28.1 million a year in 1990 to 49.7 million by 2020 – an increase in absolute numbers of 77%. Traffic accidents are the main cause of this rise. Road traffic injuries are expected to take third place in the rank order of disease burden by the year 2020. (Source: International Injury & Fatality Statistics)

1990

2020

Road Traffic Accidents

9

3

War

16

8

Self inflicted injuries

17

12

Violence

19

14

19

14

Violence

17

12

Self inflicted injuries

16

8

1990

War

9

2020

3

Road Traffic Accidents

0

5

10

15

20

25

30

35

Projected change is in the ranking of the 15 leading cause of death and disease (DALYs) world wide, 1990 – 2020 (Source WHO) “The Global Burden of Disease”. Direct, simple comparisons of the relative safety between India and other countries of the world are difficult owing to several factors. •

Differing levels of the quality of accident data recorded.

•

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

•

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

In the rural areas, reported road accidents cluster along the National and State Highways. The National Highways, which represent les than 2% of the total road system account for

Project Report 4-62


about one fourth of the total road fatalities occurring in India. Here the most serious road accidents tend to involve either an overtaking man oeuvre or a loss of control at a bend or Bridge, or a combination of both these factors. Poor driver behavior is certainly a strong contribution to such road accidents and better education and training of both drivers and pedestrians is much needed. Further, it is unfortunate that it is the most productive age group (15-30 years) that is most involved in road traffic accidents. However, Engineers and planners can certainly contribute greatly to improving road safety by adopting proven techniques for safety management. For example, they can help to prevent road accidents by introducing a Standard Road Safety Audit Procedure for all new or rehabilitation road schemes. In order to focus the attention of central and local road authorities on road safety, many industrialized countries have made the improvement of road safety a statutory duty. Under such legislation, each level of local authority, which acts as a road authority is required to undertake road safety activities on its road network. This often includes the collection of accident data, accident analysis, the definition of Black spots and the design of remedial measures. In recent years, mandatory “Road Safety Audits” have also been added to the list of responsibilities. Road safety audit is a formal procedure for assessing accident potential and safety performance in the provision of new road schemes, the improvement and the rehabilitation of existing roads and in the maintenance of existing roads. They should be an integral part of highway planning, design, construction and maintenance. The road safety audit process requires an objective approach to the assessment of accident risk. A team, which is independent of the design team should undertake the safety audit. The principal method of ensuring this objectivity is through the independent assessment of schemes by persons unconnected with the original design. Accordingly the team should have specialist expertise in the fields of road safety engineering, accident investigation and prevention. Road safety audit has investigation and prevention. Road safety audit has been undertaken in the UK since 1990 and the practice has been adopted elsewhere in the world, notably New Zealand, Australia and Denmark. There exists, therefore, a wealth of experience in its operation and in the benefits that it can bring. Whilst the potential benefits from safety audits are difficult to quantify, both due to the uncertainty of estimating the number of accidents that would have occurred had there been no audit, and the lack of control data to make comparison with un audited schemes, evidence from overseas countries is accumulating which suggests that the benefits can be high. Nevertheless, safety audit should form part of a broader road safety strategy, with priorities set within an overall programme of highway schemes. To be fully effective, the process requires commitment amongst politicians, both in central and state government, top management and line managers in any road commissioning, design or construction organization together with awareness of the role and benefits of safety audit. Whatever the defined legal responsibilities, in India and elsewhere road authorities are implicitly responsible for the safe operation of the roads they design or rehabilitate and for improving safety on existing roads. They should thus apply safety principles in the provision, improvement and maintenance of roads as a means of accident prevention through road safety audits. There is often insufficient money to cover routine and periodic maintenance to road safety and related matters are usually low on the list of priorities. This is despite road safety improvements being cost effective with very high savings (in reduced accidents) being achieved, which are many times the cost of countermeasures implemented. Hence the improvement of known hazards should form part of every road authority’s annual programme.

Project Report 4-63

Traffic

For example, the use of road signs and markings to canalise traffic through complex junctions, or to provide safe waiting areas for turning vehicles, can often result in substantial reductions in accidents. Yet, because of a lack of funds and poor maintenance capability, known hazardous locations are often left untreated and remain the cause of accidents. Drivers are often presented with misleading information or no advance warning, sight lines may be inadequate, pedestrians may not be catered for, and accidents may occur because of a driver’s inability to cope with the particular combination of circumstances and environment. By identifying and eliminating the features, which make sites hazardous, engineers can improve road safety. This often means reducing the complexity of a junction or enabling maneuvers to be made in stages. Reducing the number of decisions drivers must make at any one time simplifies the driving task and helps drivers to progress in safety and comfort with a minimum of conflict with other road users. Despite increasing car ownership, public transport is and will continue to be a key component of people’s mobility in fulfilling their needs for work, social and recreational travel. Public transport provides an efficient use of road space and, by the correct planning of transport and people’s activities, the number of road accidents can be reduced and the overall safety and efficiency of the road network increased. However, when accidents with buses do occur they often incur many causalities, and the common perception is probably that there have been too many bus accidents in recent years, as they tend to make media headlines. Bus driver behaviour is not exemplary with much speeding and frequent lane changing. In congested conditions, public transport accessibility could be greatly improved through the use of segregated bus lanes, which would improve safety by reducing the need for speeding and reduce the frequent lane changing seen. Bus stops are also the source of many accident problems and the careful design of waiting areas for both passengers and buses can greatly improve safety in both urban and rural areas. Currently there is insufficient consideration given to the needs of the more ‘Vulnerable Road Users’ (VRUs) by drivers, planners or designers of the road network. These VRUs include pedestrians, cyclists, motorcyclists and moped riders, auto-rickshaws, those riding or driving animals or with animal driven carts. Driver behaviour towards those in smaller vehicles or on foot can generally be described as aggressive. Although some segregated crossings are provided, facilities for pedestrians are still far from adequate, with few canalising devices or traffic islands to break up the traffic flows and provide a safe refuge for pedestrians to cross several streams of traffic. VRUs make up a substantial proportion proportion of road accidents in urban areas and probably a high proportion in rural areas where under reporting of accidents is considered to be most prevalent. Planning has a profound effect upon the level of road safety and can have a major impact upon pedestrian accidents in particular. Sensitive planning of residential areas and highway networks can ensure that through traffic is rerouted to more suitable roads and that the right sort of environment is created for the road users likely to use each type of road. Geometric design normally seeks to ensure uniformity of alignment and maximum levels of safety and comfort for drivers using the road, within given economic constraints. Compromises are inevitable to achieve an acceptable solution and not all objectives can be fully met. Often, however, it is possible markedly to improve road safety characteristics at little or not extra cost, provided the road safety implications of design features are considered at the design stage. Safety should be assessed by consideration of appropriate checklists or audits of the design stage. Keeping in view all these factors the road safety audits have been done in this study by ICT team comprising road safety specialist, road design engineer and traffic engineer with safety audit experience. 2.15.2 Procedure of Safety Audits

Road safety audit is as a formal examination of an existing or future road or traffic Project Report 4-64


project, or any project, which interacts with road users, in which an independent, qualified examiner looks at the projects accident potential and safety performance. The basis for road safety audits is the systematic application of safety principles. Specific aims are: •

To minimize the risk of accidents occurring on the scheme, and to minimize the severity of accident that do occur;

•

To minimize the risk of accidents occurring on adjacent roads as a result of a scheme, i.e. to avoid creating accidents elsewhere on the network:

•

To recognize the importance of safety in highway design to meet the needs and perceptions of all types of road user: and to achieve a balance between needs where they may be in conflict;

•

To reduce the long term costs of a scheme, bearing in mind that unsafe designs may be expensive or even impossible to correct at a later stage; and

•

To improve the awareness of safe design practices by all involved in the planning, design, construction and maintenance of roads.

The objective was to undertake a road safety audit at final design stage for the project road to identify locations of potential safety hazard and to suggest appropriate measures to enhance safety along the road. In this study safety audits have been done in the following three stages •

Feasibility Stage

•

Preliminary Design Stage

•

Detailed Design Stage

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

A set of drawings showing the horizontal and vertical alignment.

•

Typical cross section drawings.

•

A set of detail cross-section drawings.

•

2.16

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

•

Traffic flow and composition (including non motorized vehicles)

•

The design report

•

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

•

Masting Flooring has been proposed along the incoming of side of traffic on the main highway in a length of safe stopping sight distance. Mastic flooring treatment has been proposed for preventions of undue eroding of pavement wearing surface due to frequent braking of the vehicles at the junction point.

•

The NH project corridor is an urban road in the street lighting has been provided the urban stretches. At junctions special lighting arrangements such as in high mast light at grade separator junction has been proposed to provide proper visibility to the traffic during night hours.

UTILITY SHIFTING

2.16.1 Ducts Proposed for Utilities

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Traffic

The project road passes through continuous built-up urban area, provision for utilities has made along and across the highway. •

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

•

Transverse ducts for crossing the utilities has been proposed with 1000 dia NP-4 pipes at an interval of 5 km c/c maximum or less as required.

Pipe culverts for utilities (Water supply) 1000mm dia NP-4 pipe culverts have been provided for crossing of water mains. Ducts for Electric & Telephone Cable A set of 3 nos. 200mm dia pipes has been has been proposed at an interval of 1.0 km in urban areas or as per requirements for crossing electrical and telephone cable. 2.16.2 Utility Relocation

In widening and improvement proposal of the project road the following electric and telephone installations are being affected which need to be shifted. Package

Chainage (km)

Left side

Right side

Total

1261

1378

2639

40

26

66

2

1

3

480

601

1081

15

12

27

Electric poles Affected

II

km 230.000 to km 318.000 Transformers Affected

II

km 230.000 to km 318.000 High-tension Towers Affected

II

Km 230.000 to km 318.000 Telephone Poles Affected

II

Km 230.000 to km 318.000 Water Taps Affected

II

Km 230.00 to km 318.00

•••

3. SOCIAL ECONOMIC PROFILE OF THE PROJECT INFLUENCE AREA

3.1

GENERAL

The objective of this chapter is to describe the socio-economic context in which the proposed road up-gradation project is being implemented and carry out the qualitative analysis of the socio-economic impacts of the project in this context. In order to estimate the demand for the upgraded facility and to carry out the economic analysis of the project a good amount of economic data is needed. This data will especially be useful in establishing traffic growth rates for forecasting future traffic. Data on past trends of growth of Net State Domestic Product (NSDP), population, motor

Project Report 4-66


vehicle population, agricultural production, industrial production etc. can be particularly useful. The relevant data is compiled in this chapter. 3.2

PROJECT DESCRIPTION

The Kannur – Kuttipuram section of the road forms the stretch under the present project study and can be divided in three segments as district boundaries. The project road section falls under three districts of Kerala: Kannur, Kozhikode and Malappuram and a length of 1.505 km falls under Mahe of Pondicherry state. NH-17 originally, during British period, known as West Coast Road originates near Panvel (near Mumbai) and terminates at Edappally in Cochin. The highway passes through Goa, Mangalore, Kasaragod, Kannur, Kozhikode, Kuttipuram and finally terminates at Edapally and joins NH-47. NH-17 was re-organised with its ‘zero’ chainage point at Mangalore. The Mangalore – Edapally section of the road was declared as NH in 1972 and alignment was subsequently modified in 1974. Section of NH-17 between km 18.050 to km 438.827 with a length of about 420 km falls in the State of Kerala. The road passes through Kasaragod (km 50), Kannur (Km 155), Kozhikode (Km 245), Kuttipuram (Km 318) and finally terminates and joins NH-47 at Edapally at km 438.827. 3.3.

PROJECT INFLUENCE AREA

i)

Internal with in the state The traffic is generated from the following with in the Project Corridor. a) The project road section falls under three districts – Kannur, Kozhikode and Mallapuram. The road has urban development in the shape of ribbon development almost along the entire length NH-17 serves as the major pivotal road which carries the generated traffic to other parts of the Kerala State and rest of the country. b) Traffic from other Highways National Highways

-

NH-212 and NH-213, NH-47

State Highways Highways

-

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

Cochin Port ii)

External from other states NHAI has already developed the Golden Quadrilateral corridor of NHDP connecting the four Metropolitan towns of Delhi, Kolkata, Mumbai and Chennai, North - South and East - West corridors. Salem – Kochi – Cherthalai Thiruvanthapuram sections are under development as a spur to North South corridor. Development of NH-17 will attract more traffic from the region and will connect the Kerala State to Karnataka Goa, Maharashtra. NH-17 also connects these states to North south corridor at Salem through NH-47.

3.4

LAND USE AND TERRAIN

Habitation close to the road almost along the entire length of the project corridor Religious structures Residential, commercial, institutional, Hospitals, markets etc. Agricultural having coconut plantation, paddy field in some reaches The project road corridor runs through plain and rolling terrain in general except few small stretches of hilly terrain as detailed below 3.5

DEMOGRAPHIC CHARACTERISTICS

3.5.1

Population

Project Report 4-67

Traffic

The population of the State as per 2001 Census was 31.8 million, which is 3.11 percent to that of the country. Rural population amounted to about 72.56 per cent. Schedule castes and schedule tribes amounted to 10.96 per cent in the State. Table 3.1 presents the comparative demographic profile of the state including the three districts of the project influence area. Table 3.1: District wise Population Population 2001 Sl. No.

Districts

Percentage Decadal Growth Rate 1991 – 2001

Sex Ratio (Females per 1,000 males) 2001

Population Density (per sq. km) 2001

Persons

Males

Females

Kasaragod

1203342

587763

615579

12.30

1047

604

Kannur

2412365

1154144

1258221

7.13

1090

813

Wayanand

786627

393397

393230

17.04

1000

369

Kozhikode

2878498

1398674

1479824

9.87

1058

1228

Malappuram

3629640

1759479

1870161

17.22

1063

1022

Palakkad

2617072

1265794

1351278

9.86

1068

584

Thrissur

2975440

1422047

1553393

8.70

1092

981

Eranakulam

3098378

1535881

1562497

9.09

1017

1050

Iddukki

1128605

566405

562200

6.96

999

252

Kottayam

1952901

964433

988468

6.76

1025

722

Alappuzha

2105349

1012572

1092777

5.21

1079

1496

Pathanamthitta

1231577

588035

643542

3.72

1094

574

Kollam

2584118

1248616

1335502

7.33

1070

1038

Thiruvananthapuram

3234707

1571424

1663283

9.78

1058

1476

KERALA

31838619

15468664

16369955

9.42

1058

819

3.5.2

Population Growth and Urbanization

Population of Kerala increased from 135 lakhs in 1951 to 291 lakhs in 1991 and to 318 lakhs in 2001, and its share in the country’s population is about 3.1 per cent. Urban population was about 7.7 million in 1991 and about 8.3 million in 2001 which constitutes about 25.96 per cent of the total population. The decadal growth of Urban population was 7.64 per cent during 1991 – 2001. Table 3.2 shows the population growth trends and urban population in Kerala.

TABLE 3.2: POPULATION GROWTH TRENDS AND URBAN POPULATION OF KERALA Year

Total Population

Decadal growth Rate

Urban population

Urban Population as percentage to total population

1951

13,549,118

22.82

1,825,832

13.48

1961

16,903,75

24.76

2,554,141

15.11

1971

21,347,357

26.69

3,466,449

16.24

Project Report 4-68


3.6

Year

Total Population

Decadal growth Rate

Urban population

Urban Population as percentage to total population

1981

25,453,680

19.24

4,471,275

18.74

1991

29,098,518

14.32

7,680,294

26.39

2001

31,841,374

9.42

8,267,135

25.96

LAND USE

Data on land use pattern of Kerala is given in Table 3.3 . Out of the total geographical area of 38.8 lakh ha., net sown area is about 57 per cent. Forest occupies around 28 per cent area. The area under cultivable waste, which was 63771 hac. In 2001-02 increased to 7.5 lakh hac. in 2002-03, which is about 1.9 percent. Table 3.3: Land Use Pattern in Kerala Sl. No.

2000-01 ha / % age

2001-02 ha / % age

2002-03 ha / % age

38,85,497

38,85,497

38,85,497

10,81,509 (27.8)

10,81,509 (27.8)

10,81,509 (27.8)

3,81,873 (9.8)

3,92,352 (10.1)

3,76,751 (9.7)

29,318 (0.8)

29,728 (0.8)

29,778 (0.8)

164 (0.0)

233 (0.0)

451 (0.0)

Classification of Land

1

Total Geograhpical Area

2

Forest

3

Land put to non agricultural uses

4

Barren and uncultivated land

5

Permanent pastures &Grazing land

6

Land under miscellaneous tree crops

15,409 (0.4)

13,613 (0.4)

5,186 (0.1)

7

Cultivable waste

59,257 (1.5)

63,771 (1.6)

75,010 (1.9)

8

Fallow other than current fallow

33,988 (0.9)

34,331 (0.9)

41,762 (1.1)

9

Current fallow

77,853 (2.0)

79,270 (2.0)

70,498 (1.8)

10

Net area sown

22,061,26 (56.8)

21,90,690 (56.4)

22,04,552 (56.7)

11

Area sown more than once

8,15,556 (21.0)

8,01,562 (20.6)

8,23,671 (21.2)

12

Total cropped area

30,21,682 (77.8)

29,92,252 (77.0)

30,28,223 (77.9)

13

Cropping intensity

137 (0.0)

137 (0.0)

137 (0.0)

Source : Directorate of Economics and Statistics

3.7

STATE’S ECONOMY

The State income i.e. Net State Domestic Product (NSDP) at current prices, is Rs 7893313 Lakhs in 2003-04, higher by 11.07 per cent than that of 2002-03. During 2003-04 the NSDP for primary sector registered a growth of 0.38 per cent, which is very low whereas the secondary and tertiary sectors registered a growth of 12.42 per cent and 13.91 per cent respectively. Details of NSDP are given in Table 3.4. Table: 3. 4 Sector wise NSDP of Kerala (Rs. In Lakhs) Year

Primary

Secondary

Project Report 4-69

Tertiary

Total

Traffic

At Constant (1993-04) Prices

2002-03

6,94,743

7,23,416

22,85,540

37,036,99

2003-04

6,79,101

7,67,474

25,27,124

39,736,99

-2.25

6.09

10.57 1 0.57

7.29

2002-03

13,13,672

15,89,161

42,035,15

71,063,68

2003-04

13,18,667

1,78,639

47,88,107

78,93,313

0.38

12.42

13.91

11.07

% Change At Current Prices

Percentage change 3.7.1

Sectoral Composition of State Income

The sectoral composition of the State Income has undergone considerable changes during 1993-94 to 2003-04. Over these more than 10 years, the share of primary sector has declined from 32.23 per cent in 1993-94 to 17.09 per cent in 2003-04 and that of secondary sector marginally declined from 20.32 per cent to 19.31 per cent. Share of tertiary sector has however increased from 47.45 per cent to 63.60 per cent during the same period. The share of Primary Sector has registered a negative annual growth of 2.25 per cent in 2003-04. Table 3.6 (a & b) and Fig. 3.4 shows the sectoral composition of State Income and trend line of NSDP growth. 3.7.2

The Per Capita Income

The per capita State Income at constant (1993-94) prices increased by 6.32 per cent in 2003-04 over 2002-03 and at current prices it increased by 10.07 10.07 per cent. Details of per capita income are given in Table 3.5. Table 3.5: Per Capita Income Year

At constant (1993-94) prices

At Current prices

2002-03

11,389

21,853

2003-04

12,109

24,053

6.32

10.07

Percentage change 3.7.3

Growth Trends-State Income

The compound annual growth rate of State income at constant (1993-94) prices during the decade from 1993-94 to 2003-04 was 5.24 per cent. During this period the Per capita Income grew by an annual growth rate of 4.31 per cent. The sectoral growth rates during this period for primary, secondary and tertiary sectors were –1.23, 4.71 and 8.36 per cent respectively.

Project Report 4-70


Table 3.6 (a)

Project Report 4-71

Traffic

Table 3.6 (b)

Project Report 4-72


Fig 3.4 NSDP at Current Price (Year 1993 - 94)

NSDP at Constant Price (Year 1993 - 94) 32%

32% 48%

48%

20%

Primary

Sec on ondary

20%

Tertiary

Pr im imary

Secon da dary

NSDP at Constant Price (Year 2003 - 04)

NSDP at Current Price (Year 2003 - 04)

17%

17%

23%

60%

Prim ar ary

Sec on ondary

Te rrttiar y

19%

64%

T er erti ar ary

Prima ry ry

Sec on ondary

Growth of NSDP (Constant and Current Prices) c i t 8000000 s e m o t 6000000 D c u e d 4000000 t a o r t S P 2000000 s s o r 0 G

1993 1993 1994 1994 1995 1995 1996 1996 1997 1997 1998 1998 1999 1999 2000 2000 2001 2001 2002 2002 2003 2003 Year

Constant Pr Prices

Project Report 4-73

Current Pr Prices

Tertiary

Traffic

3.8

WORK PARTICIPATION RATIO

The Table 3.7 gives the distribution of working population by economic sectors in Kerala. The total work force as per census 2001 in the State is 10.29 million, comprising full time or “main workers” (8.2 million 32.3 per cent of the total population) and marginal workers (2.05) million. The work participation rate (percent of total workers to total population) is 32.3. The project influence area accounted for 2.6 million workers, 25 per cent of total workers in the state. Table 3.7: Total Population, total Workers (Main + Marginal) and Non Workers for, Kerala

s e l s a e l M a s n m e o s / F r e P

a e r A

n o i l t a l a t o T u p o P

s r e k r o W l a n i g r a M

s r e k r o W n i a M

s l r e a t k o r T o W

s - r e n k o r N o W

g n i k r n o o i W t a e l g u a p - o t n P e c r e P

Kerala

Total

Rural

Persons

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

32.3

Males

15,468,664 77,90,522

64,79,350 13,11,172

76,78,142

50.4

Females

16,369,955 25,00,736

17,57,391

7,43,345

13,869,219

15.3

Persons

23,571,484

7675096

5996288

1678808

15896388

32.6

Males

11450785

5750087

4689974

1060113

5700698

50.2

Females

12120699

1925009

1306314

618695

10195690

15.9

Persons

8,266,925

26,16,162

22,40,453

3,75,709

56,50,973

31.6

40,17,879

20,40,435

17,89,376

2,51,059

19,77,444

50.8

42,49,256

5,75,727

4,51,077

1,24,650

36,73,529

13.5

Urban Males Females

Source: Economic Survey 2003-04

Work participation rate at the country level was 39.3 per cent in 2001. In case of the State, participation increased from 31.4 per cent in 1991 to 32.3 percent in 2001, an increase of 0.9 per cent. Table 3.8 gives the work participation rates for the country and the project State. Table 3.8: Work Participation Participation Rates (%) (WPR) in the state India

Kerala

Year

Persons

Male

Females Females

Persons

Male

Females

1991

37.5

51.6

22.3

31.4

47.6

15.9

2001

39.3

51.9

25.7

32.3

50.4

15.3

1991

40

52.5

26.7

32.1

47.9

16.9

2001

42

52.4

31

32.6

50.2

15.9

1991

30.2

48.9

9.2

29.6

46.8

13

2001

32.2

50.9

11.6

31.6

50.8

13.5

Rural

Urban

Project Report 4-74


3.8.1

Economic Classification of Workers

The percentage distribution of total workers (2001 census) by broad economic classification classification (4 categories) categories) is presented presented in the Table 3.9. Table 3.9: Percentage Distribution of Total Workers by Broad Economic Classification Classification of Workers

Kerala

Cultivators

7.19

Agricultural Agricultur al labour

16.07

Household Industries

3.54

Others

73.19

Total

100 Total Workers

3.9

10291258

AGRICULTURE AND ALLIED ACTIVITIES

Kerala’s economy is predominantly agrarian in nature. A unique feature of the State is the predominance of cash crops as Kerala is a major producer of coconut, rubber, pepper, cardamom, ginger, cocoa, cashew, areca nuts, coffee and tea. Table 3.10 gives the growth of agriculture income in Kerala. It is clear from the Table that agricultural income contributes to about 13.72 per cent of the total state income in the year 2002-03. The Table also shows that the proportion of income from the agricultural sector is declining from 1993-94 onward. Table 3.10: Contribution of Agricultural sector to t he State income in Kerala (at 1993-1994 prices) prices) Years

Agricultural Income* (Rs. In Crores)

Percentage Change over previous year

Percentage contribution to State income

1993-94

6,256

26.23

1994-95

6,897

10.25

26.62

1995-96

6,947

0.72

25.78

1996-97

7,115

2.42

25.39

1997-98

6,777

-4.75

23.67

1998-99

6,900

1.81

22.52

1999-02

7,017

1.70

21.45

2000-01

5,448

-22.36

16.23

2001-02

5,365

-1.52

15.38

2002-03

5,068

-5.54

13.72

* Includes Livestock sector Source: Directorate of Economics and Statistics

3.9.1

Agricultural Agricultural Production

Kerala is a major producer of coconut, rubber, pepper, cardamom, ginger, cocoa, cashew, areca nuts, coffee and tea. Table 3.11 shows that Kerala contributes to about 91 per cent in the production of Rubber, and in the production of Cardamom its contribution is about 72 per cent. Cardamom registered a negative growth of about 22.67 per cent in 2002-03 over the year 2001-02.

Project Report 4-75

Traffic

Table 3.11: Production of Principal Crops 2001-02

2002-03

Crops (MT)

India

Kerala

Percentage contribution to India's production

Tea

8,54,000

66,090

7.74

8,26,200

65,800

7.96

-0.44

Coffee

3,00,600

66,690

22.19

2,75,275

64,425

23.40

-3.40

Rubber

6,31,400 5,80,350

91.91

6,49,435 5,94,917

91.61

2.51

72.00

-22.67

Cardamom

11,365

8,380

73.74

Kerala

9,000

6,480

Percentage contribution Growth Rate to India's production

Source: UPSAI, Rubber Board and Directorate of Economics & Statistics

Fisheries

Kerala has a 590 km. long coastal belt, coupled with a wide network of inland water bodies. The area of the continental shelf of the state is around 40,000 40,000 sq. kms. There are 222 fishing villages in the marine and 113 fishing villages in the inland sector. In 1999-2000 the projected population in Kerala is 10.50 lakh (8.09 lakh marine and 2.41 lakh inland). The total fish production is 6.68 lakh tones in 1999-2000, consisting of 5.94 marine and 0.74 inland. Fish production increased increased from 3.75 lakh tones in 1988-99 to 5.94 lakh tones in 1999-2000. Minerals

Several valuable minerals occur in many many parts of the State. The beach sands in Kollam are rich in heavy minerals like Monozite, Limenite, Rutile, Zircon and Silimanite, China Clay or Kaolin, suitable for the manufacture of porecelain is found in many parts of the State. 3.10

INDUSTRY

3.10.1 Medium and Large Large Scale Scale Industries Industries Table 3.12 presents the growth of industries in Kerala. The employment in factories has not increased in proportion to the increase in the number of factories. On an average employment per factory works out to be 23.5 persons per factory. ABLE 3.12: R EGISTERED W ORKING ORKING F ACTORIES ACTORIES AND E MPLOYMENT MPLOYMENT IN THE T ABLE 3.12: R EGISTERED TATE (1990-2002) S TATE

Year 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002

No. of Factories 12,448 13,255 14,608 15,132 15,305 15,331 16,434 17,336 17,719 18,504 18,544 18,544 18,602

Project Report 4-76

Employment 3,55,550 3,68,738 3,75,736 3,88,758 3,90,260 3,75,148 4,05,067 4,28,840 4,43,841 4,36,476 4,38,750 4,36,410 4,37,340


* Revised, (p) Provisional Source: Directorate of Economics & Statistics, Thiruvananthapuram

3.10.2 Small Scale Industries

Small-scale industries play an important role in the industrial sector of Kerala. In 2002-03 Kerala has 2.70 lakhs small-scale sector units employing about 12.16 lakhs persons and production worth Rs. 14083.72 crores at current prices. Table 3.13 gives the performance of small-scale sector in Kerala. Table 3.13 Performance of Small Scale Sector All India

Kerala

Year

Units (in lakhs)

Production (at current prices) Rs. Crores

1998-1999

30.80

5,20,650

171.58

2.00

8604.42

9.81

1999-2000

32.12

5,72,887

178.50

2.20

9770.65

10.54

2000-2001

33.70

6,39,024

185.64

2.40

10998.25

11.14

2001-2002

34.64

6,90,522

192.23

2.58

12214.38

11.73

2002-2003

35.72*

7,60,844*

200*

2.70

14083.72

12.16

Employment Units (in lakhs) (in lakhs)

Production (at current Employment prices) (in lakhs) Rs. Crores

*(Estimated) Sources : India 2003-Ministry of Information & Broadcasting, GOI, SIDBI, Directorate of Industries and Commerce.

3.11

EMPLOYMENT

Table 3.14 gives the number of persons employed in the State Table 3. 14: Employment (Pub lic & Private Sectors) in Kerala State

No. of Persons Employed (in '000 ) in state of Kerala

Year

1998

1,186

1999

1,210

2000

1,226

2001

1,242

2002

1,214

2003

1,220

Growth Rate

0.57

Source: Directorate of Employment 3.12

TRANSPORT NETWORK

Transport Network in Kerala consists of, 1.38 lakh kms. of roads, 1148 kms of railways, 1687 kms. kms. of inland waterways and 111 Statute miles of airways and 17 ports. These are the basic infrastructure facility for the development of the state economy. 3.12.1 National Highways

Project Report 4-77

Traffic

The National Highway network in Kerala is 1524 km. This is only 2.6 per cent of the total National Highways in the country. There are eight National Highways in the state. Details are given in Table. 3.15. Table 3.15: National Highways in Kerala NH No.

NH Portion in Kerala

Length (kms)

17

Thalapadi - Edappally (Panavel - Edappally)

421

396

25

-

212

Kozhikode - Muthanga (Kozhikode - Mysore)

117

117

-

-

213

Palakkad - Kozhikode

125

125

-

-

47

Walayar - Kaliyakkavila (Salem - Kanyakumari)

417

-

381

36

47A

Kundannoor - Willington Island

6

-

6

49

Bodimettu - Kundannoor (Kochi-Madurai)

168

168

-

-

208

Kollam – Aryankavu (Kollam - Thirumangalam)

81

81

-

-

220

Kollam - Kumily (Kollam - Teni)

189

189

1524

1076

412

36

Total Length

Single Double lane (km) lane (km)

Four lane (km)

Road Network The road network of Kerala extended over 1.38 lakh km is about 4.2 per cent of that in the country. National Highways in the state constitute only 2.6 per cent of the total 58112 kms of national highways in the country. Total road length in Kerala during 2002-03, increased to 138196 kms from 125835 kms in the previous year, registering an increase of 9.82 per cent. The roads maintained by Panchayats increased by 3.73 per cent during 2002-03. The road density in Kerala is 3.56 kms per sq.kms, which is far above the all India average of 0.91 km and is a reflection of the unique settlement pattern in the state. In relation to population, for every one lakh population in Kerala, there are 434 kms of road against a corresponding value of 299 kms at national level. The length of roads maintained by different agencies is given in Table 3.16. Table 3.16 Agency-wise Distribution of Road Length Name of Department

Length (km)

Percentage

Panchayat

95,516

69.12

PWD (Roads & Bridges)

21,467

15.53

Municipalities

7,697

5.57

Corporation

5,853

4.24

Forest

3,771

2.73

Irrigation

1,930

1.40

PWD (NH)

1,524

1.10

438

0.31

Others (Railway, KSEB)

Project Report 4-78


Name of Department Total

Length (km) 1,38,196

Percentage 100

3.12.2 Bus Transport Services

Road Transport is the dominant mode of transport for moving goods and passenger traffic. Road transport act as the feeder service to the rail traffic, air traffic and Port & harbours. The vehicle density in the State is very high compared to many other States in India. Road Transport Industry is dominated by private service providers. The road freight services are wholly owned and operated by the private sector. Kerala State Road Transport Corporation (KSRTC) is the largest single public sector undertaking, which carries out transport operation in the State. The State owned KSRTC has only 14.71 per cent of the total number of stage carriages in the State. The passenger transport operation in Kerala is mainly carried out by private operators. There are 29,249 buses in the State as on 3/2003 including private buses. The number of schedules operated as on 3/2003 has increased from 3576 to 3651 in 2002-03. The corporation operated its bus services to a length of 4124.44 lakh kms as against 4148.15 lakh kms in the previous year with a marginal decrease of 0.59 per cent. About 11306.79 lakh passengers travelled in the KSRTC buses during 2002-03 as against 11087.16 lakh passengers in the previous year. The average km run by a bus in a day was 365 km during the period. 3.12.3 Railways

The railway network runs multi-gauge operations extending over 1148 kms in Kerala of which 94.14 kms is meter gauge. The railway operations in the State are controlled by the Thiruvananthapuram, Palghat and Madurai Divisions of Southern Railway. The entire railway route length of the State is spread along 13 railway routes of which highest number of railway stations (92) is in Thiruvananthapuram – Walayar route. The route length has remained stagnant in the State for a number of years. 3.12.4 Air Transport

Passenger Traffic Thiruvananthapuram, Kozhikode and Kochi are the three airports in Kerala. Thiruvananthapuram and Kochi were declared as international airports. Kochi international airport is a venture of state government. Air transport plays a major role in the development of tourism, both domestic and international. During 2002-03, 31481 flights (15324 domestic and 16157 international) were operated from all the three airports as against 28247 (15136 domestic and 13111 international) in 2001-02. There was an increase in the number of 2317116 passengers (742724 domestic and 1574392 international) were carried during the reporting period from the three airports as against 2303817 (824652 domestic and 1479165 international) passengers in the previous year showing a marginal increase of 0.58 per cent. Cargo Traffic Kerala State Industrial Enterprises Ltd. runs two air cargo complexes at Thiruvananthapuram and Calicut Airports. The company is the official export house for promotion of export house for promotion of exports as recognized by Government of India. The Company also acts as the virtual office of Agricultural and Processes Food Products Export Development Authority (APEDA) Ministry of Commerce, Government of India, for the Kerala State. The details of quantity/value of cargo exported and imported during 2002-03.

Project Report 4-79

Traffic

3.12.5 Inland Water Transport

Inland Waterways in Kerala stretches to a length of 1687 kms corresponding to 11.6 percentage of a total of 14544 kms in the country. The major stretch of canal in the State is the West Coast Canal connecting Hosdurg in the north and Thiruvananthapuram (Poorvar) in the south, having a length of 560 kms. Agencies engaged in the development of inland waterways, which is quite important in the State are: •

Coastal shipping and Navigation Department

•

State Water Transport Department

•

Kerala Shipping and Inland Navigation Corporation (KSINC), Kochi.

State Water Transport Department (SWTD) renders water transport services in the waterlogged areas of the state. The services are running at a loss. KSINC offer its services in transportation of cargo and passengers through Inland Water of Kerala and is making operational profits for the last 7 years. The water transport service in this district is operated by KSWRC and also by private agencies. 3.13

TOURISM

Kerala is known as God’s own country and is endowed with most attractive wildlife sanctuaries, Kovalam Sea Resort, Padmanabaswamy Temple in Thiruvananthapuram, Subarimala temple of Lord Ayyappa in Pathanamthitta district. Thiruvananthapuram the capital city is an abode of temples, mosques and churches etc. Backwater tourism is also fast growing in the state. The state is famous for Kathakali center, Kalamandalam in Thrissur district. Kerala recorded 100 percent growth in international visitor’s arrivals in the last five years. It received 2,33,000 international visitors during 2002. Domestic tourists in Kerala increased to 626 million in 2002. The number of foreign tourist arrival to Kerala has grown from 182,000 in 1997 to 2,33,000 in 2002. Table 3.17 gives the growth of tourism in Kerala. Table 3.17: Growth of Tourist Traffic in Kerala (1990-98) Domestic Tourist (‘000) Year No.

% variation over the year

Foreign Tourists Share of Kerala (‘000) (%) in Indian Tourist Market India Kerala

Earning (Rs. crore)

1990

867

+ 36.62

1330

66

4.97

26.99

1991

949

+ 9.52

1236

69

5.61

28.28

1992

994

+ 4.76

1435

91

6.32

59.75

1993

1027

+ 3.33

1443

95

6.6

105.72

1994

1285

25.03

1562

105

6.69

106.11

1995

3916

204.87

2124

143

6.73

158.76

1996

4403

12.45

2289

177

7.73

196.38

1997

4953

12.5

2374

182

7.68

227.33

1998

4482

(-) 9.52

2359

190

8.05

302.08

1999

4888

9.06

2482

202

8.14

416.07

2000

5011

2.52

2649

210

7.93

525.30

Project Report 4-80


Domestic Tourist (‘000) Year

Foreign Tourists Share of Kerala (‘000) (%) in Indian Tourist Market India Kerala

Earning (Rs. crore)

No.

% variation over the year

2001

5240

4.57

2537

209

8.24

535.00

2002

5568

6.26

2362

233

9.86

705.67

Project Influence Area

(PIA)

Project Report 4-81

Traffic

3.14

ECONOMIC FEATURES OF THE PROJECT INFLUENCE AREA (PIA)

Industrial developments are negligible in all the project districts, even though they have a high potential for industries based on marine, coconut and rubber resources. Industries based on the marine products have flourished in the coastal areas of all the districts. Rubber, copra, coconut oil, vegetables, rice, pepper etc. are the important products. An analysis of the socio-economic conditions of the people in the project influence area reveals that the majority of the population is engaged for their livelihoods in the agrarian and fisheries sectors. NRIs contributions also have a countable part in project districts economy. HE G ULF ULF E MIGRATES MIGRATES IN K ERALA ERALA’ S S E CONOMY CONOMY T HE

The global price hike of petroleum in 1973 and the consequent earnings of large revenue had accelerated a process of industrialization and social change in the west Asian region, had accelerated process of industrialization and social change necessitating the services of a large no of foreign workers. As a result, workers from Kerala began to immigrate to the Gulf countries The emigration, which started with a few thousand per year during the mid- 1970s, assumed a larger proportion during the 1980s and the 1990s. The inflow of large amounts of Gulf remittance and spending has resulted in unprecedented economic changes since the mid-1970s in the poor and industrially under-developed economy of Kerala. The impact of Gulf migration is not uniform through out Kerala. The impact is substantial in those areas or districts where the rate of migration is high. A group of researchers at the Center for Development Studies, based in Thiruvananthapuram, has estimated that the migration rate, that is, emigrants per 100 households is 21% for the whole of Kerala. This indicates that from every five households in Kerala, at least one person has migrated to the Gulf. A major impact of emigration in the labour front is the reduction of unemployment. Another change that occurred in the labour market due to the Gulf opportunities was the introduction of vocational education and training for skills, most notably computer skills. As a majority of the migrant households were poor, the migration has helped to reduce poverty levels in Kerala. The flow of remittance has also led to the generation of more savings in an underdeveloped economy like that of Kerala. On the negative side, the inflow of remittances has pushed up prices of land in urban and rural areas. Thus the inflow of a large amount of remittance and its spending has resulted in unprecedented economic changes in the state. However, the recent development in the Gulf has led to an unprecedented return of emigrants to the state. The fall in oil prices, the recent reversionary tendencies in the Gulf countries, the stringent restrictions imposed on migrant labour in 1996 by Saudi Arabia and Baharin in 1997 and stiff competition from migrants from other counties have resulted in the return of a large number of emigrants. It is estimated that the total number of returnees from the gulf was 107,000 in 1996, and 79,000 in 1998. This has been reflected in the economy of the state, which also began to experience severe recession. According to various estimates, more than 300,000 emigrant workers returned to Kerala from the West Asian countries between 1996 and 1998. This unprecedented return of emigrants and a dip in the flow of remittance have created a severe economic recession in the state.

Project Report 4-82


3.15

INTRODUCTION TO KANNUR, KOZHIKODE, MALAPPURAM DISTRICTS AND MAHE REGION – THE PROJECT INFLUENCE AREA

3.15.1 Location and Area of the project project affected Districts

The project road traversing through three districts Kannur, Kozhikode and Malappuram in the state of Kerala and Mahe region of Pondicherry state. The physical and socioeconomic profile of the project-affected districts will be illustrated independently in the following section. Kannur The Physical Features and District Profile

Kannur district, one of the 14 districts in the state of Kerala, came into existence as an administrative unit on first January 1957, when the erstwhile Malabar district and Kasaragod taluk of Madras State were reconstituted into three revenue districts, viz; Kannur, Kozhikode and Palakkad. The town of Kannur is the district headquarters, and gives the district its name. The old name 'Cannanore' is the anglicised form of the Malayalum name Kannur. Kannur district is bounded by Kasaragod district to the north and Kozhikode district to the south. In the east the district is bounded by the Western Ghats range, which forms the border with Karnataka state, in its districts of Kodagu and Chamarajanagar. The Arabian Sea lies to the west. Kannur district is known as the land of looms and lores, because of the number of looms functioning in the district and festivals held in temples. The district is a major centre of Theyyam, a ritual dance of northern Kerala, and small shrines known as Kayus associated with the Theyyam dot the district. 3.15.2 Area and Location

Kannur district lies between latitudes 11 040' to 12 048' North and longitudes 74 052' to 0 76 07' East. The district is bound by the Western Ghats in the East (Coorg district of Karnataka State), Kozhikode and Wayanad districts, in the South, Arabian Sea in the West and in the north the northern most district of Kerala, Kasaragode. 3.15.3 Distance from Major Cities Distance to major Cities from Kannur Kozhikode-92km, Ernakulam-310km, Thiruvananthapuram-505km, Mangalore-150km, Mumbai-1215km, Mysore (direct)-185km, Bangalore-324km. Bangalore: by taxi its 6 hrs drive, by bus its 8 hrs journey, Calicut: by taxi its 2.30 hrs drive, by bus its 3 hrs, by train its 2 hrs. Mangalore: by taxi its 3.30 hrs drive, by bus its 4 hrs, by train its 3 .30 hrs. Nearest Airport: Calicut: 115km South Mangalore: 170km North Major Railway Station on Shornur -Mangalore line accessible to Goa and Mumbai through Konkan railway.

3.15.4 Climate and Rainfall Project Report 4-83

Traffic

The district has humid climate with an oppressive hot season from March to the end of May. This is followed by the Southwest monsoon, which continues till the end of September. October and November form the post-monsoon or retreating monsoon season. The Northeast monsoon, which follows, extends up to the end of February, although the rain generally ceases after December. During the months of April and May, the mean daily maximum temperature is about 35 0 0 Celsius. Temperature is low in December and January - about 20 Celsius. On certain 0 days the night temperature may go down to 16 Celsius. The annual average rainfall is 3438 mm and more than 80 per cent of it occurs during the period of South West monsoon. The rainfall during July is very heavy and the district receives 68 per cent of the annual rainfall during this season. 3.15.5 Communication Network

The West Coast road from Mahe to Talapady is the backbone of the road system in Kannur district. This is part of the National Highway(NH). Thalassery – Kodagu road and the Thalassery – Mysore road are the other important roads. The airports at Mangalore in Karnataka and Kozhikode are about 125 killometers away from Kannur. Thalassery, Kannur and Azhikkal are the minor ports in the district. Kannur is an ancient port. The nearest all-weather sea port is Mangalore, presently in Karnataka State. The inland water transport system connecting Perumba and Taliparamba was constructed in 1766 by the Ali Raja of Kannur. This 3.8 km long canal is known as the Sultan's Canal . The west flowing rivers are used for navigation. The Kuppam river has 244 km of navigable length; Valappattanam, 55 km and Anjarakandi, 23 km. The nearest airport is Kozhikode. 3.15.6 Major Crops and their their Production

Majority of the population of the district are dependent directly or indirectly on agriculture for their livelihood. The main crops grown in the district are paddy, coconut, pepper, cashew, tapioca, arecanut and plantation crops like rubber. Paddy occupies the largest area among annual crops. Under the high yielding variety programme, substantial increase in paddy production has been achieved, even though the percentage of area sown under paddy is decreasing year after year, due to conversion of paddy fields to other purposes. The average yield of paddy is recorded as 2146 kg. per hectare. Next to paddy, coconut is the most important crop in the district. Coconut is extensively grown throughout the district. An important cash crop grown in the district is cashewnut. The district plays a unique role in its cultivation and production. The vast stretches of suitable waste lands with low fertility status extends scope for expansion of cashew cultivation and its allied industries. Among spices, pepper occupies an important place. Pepper is mostly grown as an intercrop with coconut, arecanut and various fruit trees. In the hilly areas of the district, the inter-cultivation is done with rubber and cashew. Rubber is the most important industrial cash crop among the plantation crops. About 55% of the rubber cultivation of Kannur district is in Taliparamba taluk, followed by Thalassery and Kannur taluks. The yield of rubber per hectare varies from 2000 kg to 4000 kg. 3.15.7 Minerals and Industries

The district is endowed with rich deposits of clay of which various types are mined at many places for potteries, tiles and ceramic industries. The most important areas where clay has been found are Pattuvam, Korom, Perumba and Karivellore. Good quality kaolin occurs below the laterite capping around Pilathara and Thaliparamba. China clay is found in abundance abundance in Thaliparamba and Kannur taluks of Kannur district. These resources are not fully utilized in the district.

Project Report 4-84


Laterite is quarried for bricks throughout the district on a small scale to meet the local demand. Extensive quarrying is done in Kambil, Kalyassery and Cheruthazham area. Thin horizons of lignite are noted in the cliff sections at Kannur coast, Pazhayangadi and Meenkunnu. Beach sands containing ilmenites, monazite, Zircon, and thorianite occur along the coast, especially to the south of Valapattanam river mouth and near Azhikode. Other minerals discovered recently are sillimanite near Chandirukunnu, graphite near Payyavur, Manakadavu and Minor bands of iron ore near Cherukunnu Railway Station. Many occurrences of bauxite deposits have been brought to light in the district at Madayi, Korom, Payyavur and Pattuam near Thaliparamba. They may find use in the manufacture of refractories and cement, as they are not of high grade. Limeshells used for the manufacture of white cement and for industrial purposes are found in the backwaters of Eranholi river, Dharmadampuzha, and Anjarakandi river around Thalassery and Dharmadam as well as Valapattanam river in the east of Azhikkal ferry. Nevertheless, Kannur is an industrially backward district in the State. There are only one major and five mini industrial estates in the district. Keltron Complex, Mangattuparamba and Western India Plywood's, Valappattanam are the two major industries. The Western India Plywoods is one of the biggest wood based industrial complexes in South East Asia. The district has 12 medium-scale industries, most of which are either cotton textile or plywood manufacturing. Textiles, beedi and coir are the important traditional industries in the district. About one lakh people depend on the textile industry for livelihood. The textile industry accounts for 40% of all Small Scale Industrial (SSI) units in the district. The beedi industry provides employment to about 50,000 people. Famous beedi co-operative ‘Dinesh Beedi’ is in Kannur district. The coir industry which uses traditional technology provides employment to about 11,000 workers. There are 6934 small scale industrial units in the district. The district has 202 sick units which is about 9.3% of the sick units of the state. Only 4828 units are working now. 162 industrial societies and four power loom societies are also functioning here. Kannur, Thalassery, Payyannur, Taliparamba and Edakkad have been identified as growth centers, having potential for industrial development. 3.15.8 Fishery

Fishery plays an important role in this district. There are 31 fish landing centers in the district, of which Tellicherry, Kannur, Mattool, Madai, Cheruvathur, Kanhangad, Kasaragod and Manjeshwar are major centers. Mopla Bay and Valapattanam are the two fishing harbours in the district. The annual production of fish comes to 81000 tons. Of these the average production of oil sardines, prawns and mackerels come to 16630, 14120 and 11650 tons respectively. 3.15.9 Places of Interest

The tourism potential for Kannur district is high. The St. Angelos Fort in the Kannur Cantonment, which was constructed in 1505, is a symbol of Portuguese architecture and attracts plenty of tourists. The Thalassery Fort is an important tourist centre. Kannur beach and Ezhimala are known for scenic beauty. Places of historic importance, like the house of Gundert, who composed the first Malayalm- English Dictionary and the mosque at Madayi constructed in 1124, using marble brought from Mecca attract many tourists. The tourist places in Kannur district are briefed below

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Pazhassi Gardens & Dam 37 kms. East of Kannur near Mattannur the Pazhassi dam & reservoir offers scenic vistas. One can cruise down the river in D.T.P.C. boats often crossing small islands inhabited by only riverine birds. The recently built Gardens & Amusement park is an added attraction. The Buddha’s mountain at Pazhassi, sculptures of Pazhassi King are interesting places to visit. Dharmadam Island Beside the Muzhappilangad beach 100 meters offshore lays the Dharmadam Island surrounded by rivers and sea. A conjunction of beach & island it is a matter of walk during lowtide. Being a Buddhist stronghold it was earlier known as Dharmapattanam. Arakkal Palace It’s about 2 kms from Kannur Town, steeped in History; it was the Beebi (Queen) of Arakkal, Kerala’s only Muslim Royal family that controlled parts of the coast and even Lakshadweep. Fort St. Angelo Don Francisco D. Almeida, the first Portuguese Viceroy of India, build the fort in 1505 AD. The fort had a chequered history. It changed hands to the Douche, then to the Ali Raja of Arakkal and finally to the British. The barracks, the magazine, cannons and the ruins of a chapel are all standing testimony history on the shores of the sea. Fort St. Angelo is a protected monument under the archaeological survey of India. Thalassery Fort The British arrived in Thalassery in 1683 and erected a goods shed there. They shifted their commercial capital to Thalassery from Kozhikkode, following obstruction from the Dutch. In 1700, the British built the Thalassery Fort on a small hill called Tiruvellapadkunnu and in 1708, it was strengthened by increasing its height and with bastions. The fort is square structure built of laterite and is distinguished by its massive ventilated walls and strong flanking bastions. It was here that Raider captain was imprisoned. The famous St. John's Anglican Church is behind this fort. Ezhimala The Ezhimala Mountain and beach lie at the northern boundary of Kannur. Rare medical herbs (Ramayana) with mythological significance grow on the strange seven-peaked range that is Ezhimala around 50 Kms. from here. There is an old tower of great antiquity here: the Mount Deli lighthouse. It’s maintained by the Navy as Naval Academy and is a restricted area. The beach sand is of a different texture and the sea is bluer than in other areas. At the Ettikulam bay one could enjoy watching dolphins. Madayi Mosque This is a beautiful ancient mosque originally built in 1124 AD by Malic Iben Dinar, a Muslim preacher. It is believed that its founder, who came to India to spread the word of the prophet, has brought a block of white marble in the mosque from Mecca. Near by is dilapidated fort built by Tippu Sultan: the ruler of Mysore. Aralam wild life sanctuary A tranquil mega sanctuary on the slopes of the Western Ghats covered with tropical and semi evergreen forests. Herds of deer, elephants, boar and bisons are quite common. Leopards, jungle cats, various type squirrels and rare species of birds have been found Project Report 4-86


here. Around 160 species of birds have been found here. Certain species of birds, which are considered extinct, have also been found here. It is 35 kms from Thalassery Railway station. Muzhappilangad Beach (15.km from Kannur and 8 K.M from Thalasseri) Black rocks protect this long; clean beach from the currents of the deep, making it’s shallow waters a swimmer's paradise. Perhaps this is Kerala’s only drive- in beach. Where you can drive entire length of 4 kms. Snake Park at Parassinikkadaya The Snake Park at Parassinikkadavu is situating 18 kms away from Kannur town. It is one of the known snake parks in the country. The park is dedicated to the preservation and conservation of snakes, most of which are becoming extinct gradually. There is a large collection of poisonous and non-poisonous snakes. Mopilla Bay Moppila Bay is a natural fishing harbour, lying near Fort St. Angelos. A sea wall projecting from the fort separates the rough sea and inland water. The bay was famous during the Kolathiris' regime as a commercial harbour that linked Kolathunadu with Lakshadweep and foreign countries, in imports. Today, Mopilla bay has turned into a modernised fishing harbour, developed under the Indo-Norwegian Pact. 3.16 3.16.1

KOZHIKODE The Physical Features and District Profile

Kozhicode, formerly called Calicut was the traditional capital of Northern Kerala under the Samuthiri ruler. Kozhicode, was the most important region of Malabar in the days gone by. Today, ancient monuments, serene beaches, historic sites, wildlife sanctuaries, rivers, hills, a unique culture and a warm, friendly ambience make Kozhicode a much sought after destination. The district bounded by the districts of Kannur to the north, Wayanad to the east, and Malappuram to the south, and by the Arabian Sea in the west. The town of Kozhikode formerly known as Calicut, is the district headquarters. This is the third-most advanced district in Kerala. It is 38.25% urbanized. 3.16.2 Area and Location

Kozhikode district is situated between north latitudes 11° 08’ and 11° 50’ and east longitudes 75° 30' and 76° 08'. Topographically the district has three distinct regions - the dandy coastal belt, the rocky highlands formed by the hilly portion of the Western Ghats and laterite midland. Of the total area of 2344 sq. km, the sandy coastal belt is 362.85 sq. km., lateritic midlands 1343.50 sq.km., and rocky highlands 637.65 sq.km. The district has a coastal length of about 80 kms. 3.16.3 Climate and Rainfall

The district has a humid climate with a very hot season extending from March to May. The most important rainy season is during the South West Monsoon, which sets in the first week of June and extends up to September. The North-East Monsoon extends from the second half of October through November. The average annual rainfall is 3266 mm. Project Report 4-87

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During December to march, practically no rain is received and from October onwards the temperature gradually increase to reach the maximum in May, which is the hottest month 0 of the year. The maximum temperature in the month of May comes to 36 C. The highest 0 maximum temperature recorded at Kozhikode was 39.4 C during 1975 and lowest 0 th temperature was 14 C recorded on 26 December 1975. Humidity is very high in the coastal region. 3.16.4 Communication Network

Kozhikode district is well connected with the state as well as the National Highways. Three National Highways, NH-17, NH-212 and NH-213 pass through the district. The district has been possessing 198.703 kms of State highways and 379.957 kms of Major District roads as on 01.04.2000, (PWD) as shown in the following table Sl. No.

Roads in the District

Length (in Kms)

1

State Highways

198.703

2

Major District Roads

379.957

3

Other District Roads

606.088

4

Village Roads

203.180

Total Length

1387.928

3.16.5 Agriculture and Major Crops

Kozhikode district has a rich heritage in agriculture, as it was a port city famous for pepper & species trade. Agriculture plays a major role in the district economy. The total geographical area of the district is 2,33,330 hectares in which the net area sown is 1,63,932 hectares. The crops like coconut; paddy, banana, tubers and other spices and tree crops are cultivated in 8 major soil series such as Thikkoti series (18400 Ha), Nanminda series (1,20,000 Ha), Kakkodi series (4,500 Ha), Thiruvambady series (43,700 Ha) Kunnamangalam series (6,500 Ha), Adivaram series, Menmala series (16,800 Ha) and Periya series (9,000 Ha) The area, production & productivity of important crops is given in the following Table 3.18 Table: 3.18: Area, Production Production and Productivity of Important Crops Crop

Area (Ha)

Production

Productivity

Paddy

8,749

10,593 Mts.

1.2 Mt/Ha

Coconut

1,22,838

9,250 lakh nuts

43

Nuts/palm/year

-

-

-

Pepper

15,962

2,746 Mts

17 Mt/Ha

Ginger

390

1,402 Mts

3.6 Mt/Ha

Turmeric

486

1,042 Mts

2.2 Mt/Ha

Banana

1,143

16,588 Mts

14.51 Mt/Ha

Cashew

4,371

2,781 Mts

0.63 Mt/Ha

Rubber

17,349

19,490 Mts

1.12 Mt/Ha

Cocoa

472

137 Mts

29 Mt/Ha

Arecanut

8,986

2,473 Million nuts

27 Mt/Ha

Tapioca

3,335

79,620 Mts.

23.8 Mt/Ha

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3.16.6 Minerals and Industries

Kozhikode district is rich in Gold and Iron ore deposits. Kozhikode district represents one of the industrially advanced areas of the state, with many small-scale industries flourishing from early days. With the close of the 19th century, a number of large-scale concerns sprang up in the district. Some of the more important large & medium scale industries are textiles, rayon grade pulp, soap & cosmetics, oil, wheat flour, steel products, tiles, sea food processing, allopathic medicines, etc. The timber industry has great influence on the economy of this district. A feature of this industry is the concentration of units in & around Kallai. A large number of sawmills are located here. The finished timber goods are marketed locally & are also exported. As a corollary to the establishment of saw mills, furniture making has also sprung up in the district. There are 1031 registered forest based industrial units. All these units are concentrated at Kallai, Cheruvannur & Feroke. The tile industry is another major industry. The tile factories are mostly concentrated at Feroke-Cheruvannur area, which is rich in quality clay deposits. The tiles from Kozhikode are famous all over the country & command an export market. There has also been diversification in this industry with the production of ceramics, pottery, crockery, stoneware pipes & insulation materials. Among other important industries, mention may be made about textiles, plywood, splints & veneers, coir, printing & publishing, general engineering, automobiles & oil. 3.16.7 Fishery

District blessed with a coastline of 71kms. from Chaliyar to Azhiyoor, the district of Kozhikode offers enormous natural resources for the development of fisheries. The district is abundant in brackish water area & therefore, there is good scope for shrimp farming. Fishing is the main occupation of a large number of people in the coastal belt. The fishing industry makes a sizeable contribution to the economy of the district. The number of active fishermen in the district is around 20,000. The major fish landing centres are Beypore, Vellayil, Puthiyappa, Koyilandy, Vadakara & Chombala & the average annual landing is estimated to about 1 lakh metric tones. There are about 614 registered mechanized boats & 2,657 motorized country crafts, in this district. 3.16.8 Places of interest

Kozhikode offers you many places of tourist interest. Tusharagiri (50 km from Kozhikode)

Tusharagiri is located near Vythiri in Wayanad and is famous for its trekking tracks. Trekkers start early morning from the second waterfall and climb uphill through the pristine, dense evergreen forests populated with exotic birds and wildlife to reach Vythiri by evening. Mananchira Square

A new attraction in the heart of the city, Mananchira-maidan, is the sublimation of the concept of a planned modern city. The historic maidan, adjacent to Manachira has been converted into an arcadia with beautiful trees and plants, artificial hill, shrubs, sculpture, an open air theatre and above all a musical fountain. No doubt, locals and tourists seeking leisure and relief from the mad rush outside, find shelter here. Mananchira Made and managed by the corporation of Kozhikode.

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Kirtads (7 km from Kozhikode)

This unique museum houses the tools and devices used by the ancient tribal communities of Kerala, a good library with books on Anthropology and Sociology is and added attraction. Beypore (10 km south of Kozhikode)

Located at the mouth of the Chaliyar River, Beypore, one of the prominent ports and fishing harbours of ancient Kerala was an important trade and maritime centre. Ancient Beypore was much sought after by merchants from Western Asia, for its shipbuilding industry. The boat-building yard here, famous for the construction of the Uru (the Arabian trading vessel), boasts a tradition of almost 1500 years. Pazhassirajah Museum

Situated 5 km from Kozhikode. Here exhibits of copies of ancient mural paintings, antique bronzes, old coins and models of temples and megalithic monuments are seen. The next door to the museum is the Art Gallery and Krishna Museum, which has an excellent collection of paintings by Indian artists and wood and ivory carvings. Open from 9.30 am - 12.30 pm, 2.30 pm - 5.30 pm, closed on Mondays. Kappad (16 km from Kozhikode)

This is the historic beach where the 1 st European-Vasco da Gama landed on the 27th of May 1498. A monument on the beach commemorates this historic event. The rockstudded beach is locally known as Kappakadavu. An interesting feature of the landscape is the sprawling rock that protrudes into the sea. 3.16.9 Malappuram The Physical Features and District Profile

Bounded by the Nilgiris hills on the East and the Arabian Sea on the west, the district of Malappuram literally the land atop the hills, is remarkable for its unique natural beauty. Perched among the undulating hills and the meandering rivers that flow to reach the coconutfringed seacoast, the land conceals a unique and eventful history. Home to the khilafath movement and the mappila revolts, which were questioned the British authority in India, Malappuram was the military headquarters of the Zamorins of Kozhikode since ancient times. The hill country also contributed much to the cultural artistic traditions of the state. The mosques and temples of the land are known for their spectacular festivals. The land of great poets and writers, political and religious leaders, the district has carved a unique place of its own in the history of Kerala. Malappuram district was formed on 16 th of June 1969. The Nilgiris of Tamil Nadu in the east, Arabian sea in the west, Kozhikode and Wayanad districts in the north and Palakkad and Thrissur districts in the South. The district has a geographical area of 3550 Sq.Kms, which is 9.13 per cent of the total rd area of the state and having 3 ranks in the state.

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3.16.10 Area and Location

The location of Malappuram district is 75° to 77° east longitude and 10°-to 12°-north latitude, in the geographical map. Like most of the other districts of the state, Malappuram too consists of three natural divisions, lowland, midland and highland. The low land stretches along the seacoast, the midland in the center and the highland region towards the east and northeastern parts. The topography of the district is highly undulating; starting from the hilltops covered with thick forests on the east along the Nilgiris. It gradually slopes down to the valleys and the small hills, before finally ending on the sandy flat of luxuriant coconut groves in the west. The district has a geographical area of 3550 sq. km, with 3 rd rank, which is 9.13 per cent of the total area of the state. 3.16.11 Climate and Rainfall

The district has more or less the same climatic conditions prevalent else-where the state, viz, dry season from December to February, hot season from March to May, the South West Monsoon from October to November. The South West Monsoon is usually very heavy and nearly 75 per cent of the annual rains are received during this season. The climate is generally hot and humid; the range of temperature varying between 30 0C and 200C. The average annual rainfall is 290mm. 3.16.12 Communication Network

The Calicut Airport, one of the most beautifully designed airports in India, is at Karippur, 26 Kms, away from Malappuram and 28 Kms. away from Kozhikode. It has a runway of 9377 feet with night landing facilities. Total 140 flight services are there i.e., 70 arrivals and 70 departures. Hajj flight services were started on 15 th Jan 2002, and now the airport stands on the forefront of the internationally acclaimed airports in the world. Two Railway lines, namely Mangalore-Madras and Nilambur-Shornur are passing through the district, Vallikkunnu, Parappanangadi, Tanur, Tirur, Tirunnavaya and Kuttippuram (from north to South) are the railway stations in this line. Tirur is an important station. Nilambur-Shornur railway line passes through the eastern parts of the district. Nilambur, Vaniyambalam, Thuvur, Melattur, Pattikkad, Angadipuram and Cherukara are the railway stations. The District has a good road network. The National Highway-17 enters at Idimuzhikkal in the north and runs through Calicut University, Kottakkal, Valancherry, Kuttipuram, Thavanur, Ponnani, Puduponnani, Veliyancode ends at Kadikkad, having a length of 82 Kms. The road proceeds to Thrissur district in the South. The National Highway 213 enters at Iykarappadi near Ramanattukara and pass through Kondotty, Malappuram, Perinthalmanna and ends at Karinkallathani having a length of 68 Kms. Important State Highways like Calicut-Nilambur-Gudalur road, Thrissur-Kuttippuram, Palakkad Perinthalmanna, Perumbilavu – Pattambi – Perinthalmanna - Nilambur road, Koilandi – Thamarasseri - Edavanna passes through the district. Total 208.178 kms of state highway and 1220.202 kms of major district roads, 102.000 kms of other district roads and 160 kms of rural roads, provides sufficient interlink age of places. The Chaliyar, Kadalundipuzha, Bharathapuzha rivers and their tributaries, necessitating the construction of a number of road bridges for smooth commutation, apportion the district. Kuttippuram bridge, Thutha bridge and Pulamanthole bridge across Bharathapuzha river; bridges at Kottakadavu, Parakkadav, Thayyilakadav, Panampuzha, Koomankallu, Nooradi, Kottilangadi, Aanakkayam, Melattur, Kalikavu, Olipram Kadavu, Koomankallu, Kuzhipram Kadavu and Panakkadu bridges across Kadalundi river; and bridges at Areekode, Edavanna, Mampad, Vadapuram, Myladi, Karimpuzha, Koorad, kattadikadavu, Cherupuzha, Kadungallur and Poonkudi across the Chaliyar river and its tributaries; and bridges at Edakulam, Thalakadathur, Tirur, Unniyal Mangattiri, Ettirikkadavu across Tirur river; Thanur bridge across T.N Canal facilitate the road traffic. Project Report 4-91

Traffic

Bus Services are available to all centres and rural areas in the district. Nearly hundred schedules are operated by K.S.R.T.C in main routes besides 300 long route buses passing through the district. Total 18806 vehicles have been registered under the Motor Vehicle Department in the district during the year 2000-02. There are 155149 small and heavy vehicles in the district as on 31 st March 2001. 3.16.13 Agriculture and Major Crops

Agriculture is the mainstay of the population, involving 75 per cent of the people, directly or indirectly. The main crops raised are Paddy, Coconut, Tapioca, Areca nut, Cashew nut, Banana, Rubber, Pulses, Ginger, Pepper and Betel vine. Here, 2.08 lakh hectares of land are available for agriculture. The vast majority of the peasants are small landholders. 2.36 lakh hectares are holding below one hectare. Only 16,107 hectares of holdings are above 2 hectares in area. Paddy has lost predominance among crops during the last two decades. Now coconut tops with a total area of one lakh hectares. The annual coconut production stands at 569 million nuts. Paddy is cultivated in 31098 hectares with an annual production of 53443 tonnes. Cashew is raised in a total area of 10761 hectares with annual production of 4968 tonnes. Rubber, a main cash crop in the district, has got coverage of 26305 hectares. Annual production is below 1,800 tonnes. An important cash crop is areca nut. It covers an area of 14883 hectares, with an average annual production of 2868 million nuts. Tapioca is cultivated in 8226 hectares with annual production of 2.41 lakh tonnes. Banana (8389 hectares) vegetables (5313 hectares) Pulse (493 hectares) Sweet Potato (272 hectares) Oil seeds (752 hectors) Hill produces (1720 hectors) Betel vine (448 hectares) show the crop diversity. For research and extension services in Agriculture, Technology and to produce and provide planting materials to the farmers, a network of institutions function in the district. The seed garden complex at Munderi, 27 Kms. from Nilambur, is said to be the biggest farm in entire Asia. The District Agricultural farm in Chungathara, State seed farms at Thavanur, Anakkayam and Chokkad Coconut Nursery and antiparasite breeding stations at Parappanangadi are also functioning. A Cashew Research and Development Center at Aanakkayam and an Agriculture Technology College at Thavanur are functioning under the Kerala Agricultural University. At Malappuram there is a soil-testing laboratory. One principal Agricultural Officer, 6 deputy Directors of Agriculture, 14 Block Level Assistant Directors and 99 Panchayath level Agriculture Officers are there. 3.16.14 Minerals and Industries

Malappuram district is not rich in mineral wealth. Laterite stone is found abundantly in the midland areas. It is exploited economically for construction work and hundreds of quarries cutting laterite stone known as Vettukallu are in operation, giving employment to thousands. It was Dr. Francis Buchanan, a Scottish scholar who named the porous rock Laterite based on the Latin term Laterites, meaning brick stone. He conducted his studies in and around Angadipuram in 1800 A.D. Deposits of lime shells are found in the coastal belt, mainly in ponnani and Kadalundi nagaram. The coastal sands of ponnani and Veliyancode contain heavy minerals like limonite and monosite. China clay, the principal raw material for porcelain industry, is found abundantly in many parts of district. Iron-ore, as Magentite-Quartizite is found in Nilambur, Vaniyambalm, Kalikavu and Chembrassery. Karuvarakkundu in the district derived its name from iron-ore cutting and blacksmithy, which flourished in the district from very ancient time. Nilambur region of the district, forms part of the hidden Wayanad Goldfields Placer gold; Main zones for auriferous gravels are in Nilambur valley, namely Pandippuzha-Chiyarpuzha zone and Punnapuzha-Maruthappuzha zone.

Project Report 4-92


As on 31-03-2001 there are 11334 small industrial units with permanent registration. Out of them 21.21 per cent are agro-based and 22.94 per cent are textile based. These units have a total investment of Rs. 176 cores and they provide employment directly to 45200 people. Average investment per unit is Rs. 1.55 lakhs. There are about 696 women’s industrial units and about Rs.1 core is spent annually for various industrial promotion schemes like investment subsidy, interest subsidy, self-employment assistance, etc. in the district. There are 25 medium industries of which only 11 are working which provide direct employment to 2,300 people. These units have a total capital investment of Rs. 46 cores. Among the medium undertakings, 3 are spinning mills. There is one major industrial Estate (16 Industries and 8 mini industrial estate in the District – 51 working units.) About 1,000 persons were assisted under PMRY scheme every year of selfemployment scheme. Preliminary steps for establishing an industrial growth centre in 250 acres bear panakkad, has been completed. Kinfra Food Park and IT Park are coming up at Kakkancherry. A rubber based common facility centre and industrial estate established at payyanad at a cost of Rs. 1 crore is fast growing. The estate is in an area of 15.03 acres, in which 32 plots have been given to entrepreneurs for rubber-based units. 17 units are working. A single window counter functions at the District Industries Centre, to mitigate problems faced by new entrepreneurs. Besides the District Industries Centre at Malappuram, 4 Taluck industries offices 14 block extension offices are functioning. 3.16.15 Fishery

The district has 70 Kms. of Seacoast. It stretches from Kadalundi nagaram in the north to Palappetty in the South. The Coastal belt is in Vallikkunnu, Parappanangadi, Tanur, Tanalur, Vettom, Purathur, Veliyancode, Perumpadappu Panchayats and Ponnani Municipality. Main fishing Centres are Ponnani, Koottayi, Parappanangadi and Tanur. High sea fish catching operations with mechanized boats are centred in Ponnani and Parappanangadi. Ponnani is a major fisheries port with about 350 mechanized boats. Rs. 30 crore port development project has been started in Ponnani and will be completed soon. There are fisheries guide lights, at Ponnani and Tanur to help night fishing. Matsyafed (Govt. Department for Helping Fishermen) has started a prawn hatchery at Veliyancode, Ponnani Taluk in 1995 which can produce 30 million prawn seeds of tiger prawn and giant fresh water prawn annually. A residential high school, exclusively for children of fishermen is there at Tanur under the Fisheries Department. Fisheries department and Matsyafed have been undertaking fishermen welfare programs. The Deputy director of fisheries is at Ponnani and the district officer of Matsyafed is at Tirur. There are schemes to provide fishing equipments, houses, latrines and other amenities to fishermen, there are education assistance, insurance schemes, and financial assistance during off-season, etc. for the benefit of fishermen. A Fish Farmer Development Agency to promote inland fishing is also functioning. 3.16.16 Places of interest

Malappuram district, with its rich natural beauty and historic past has its own tourist attractions. Padinharekara Padinharekara Beach: Close to Ponnani and at the end point of the Tipu Sulthan road. It offers a breath taking view of the confluence of the river Bharathapuzha and Tirur puzha with the Arabian Sea. Kadampuzha: In Melmuri village of Tirur taluk is situated 3 Km north of Vettichira on NH-17 connecting Calicut and Trissur and is famous for its Bhagavathi temple said to have been set up by Jagadguru Sankaracharya. Thirunavaya: This ancient and famous temple on the banks of the Bharathapuzha

dedicated to Lord Shiva was the traditional venue of the ritual of Mamankam an enactment of traditional martial arts by suicide squades. Project Report 4-93

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Mumburam: Muslim shrine and receptacle for dead bodies of the Thangals (the religious

leaders of the malabar muslims) situated in A. R. Nagar village; is a major pilgrimage center of Muslims. Valiya Juma Masjid Malappuram: This is an important pilgrim centre of the Muslims of

Kerala. The four-day annual festival at the mosque (nercha) is celebrated in April. Adjoining the mosque is the mausoleum of the Malappuram shaheeds (martys) whose brave exploits have been immortalised in the Mappila ballads. Pazhayangadi Mosque, Kondotti (18km east of Manjeri, On the way to Malappuram): The

three day long Valia Nercha feat at this 500-year-old Muslim pilgrim centre, celebrated in February/March, is a local cultural event. Kottakunnu: One can see trace of an old fort at the base of the cantonment Hill. The fort

was the first to be built by the Zamorins of Kozhikode. Nearby are the Vettakkorumakan Temple and the Siva temple with the famous murals of Malabar. DTPC has plans to develop Kottakunnu in to an attractive park and the District Sports Council to establish a stadium nearby. There is a beautiful helipad at Kottakunnu. Kadalundi Bird Sanctuary: Located 19kms from Kozhikode and 7kms from Beypore port,

the sanctuary that is spread over a cluster of islands covers an area surrounded by hillocks where the Kadalundipuzha flows in to the Arabian Sea. Over a 100 varieties of native birds and over 60 varieties of migratory birds flock here. Manjeri: The headquarters of Ernad Taluk, a place rich in history, and a witness to the

vicissitudes of the Malabar rebellion and the independence struggle; also home to the renowned Kunnathmbalam, and the Karikkad Subramania temple; now an important administrative and commercial center as well. Adyanpara: Adyanpara lies in Kurumbalangode village of Nilambur taluk and is famous

for its waterfalls and the splendour of its wooded jungles. 3.17

DEMOGRAPHIC AND SOCIO-ECONOMIC CHARACTERISTICS: KANNUR, KOZHIKODE AND MALAPPURAM DISTRICTS

The demographic profiles with socio-economic characteristics of all the three affected districts are described in the following section. 3.17.1 Population

The total population of Kerala stood at 3,18,38,619 as per Census of India 2001. The project influenced district Kannur and Kozhikode accounts for 7.58 % and 9.04% of the total population of the state respectively, while population of Malappuram accounts for 11.40% of the total population of the state. The detail of population of project influenced districts and state are given in the Table 3.19 Table 3.19: Distribution of Population (2001) in Project Influence District Sl. No

Project affected State / Districts

Population Male

Female

Total

1.

KERALA

15468664

16369955

31838619

2.

Kannur

1154144

1258221

2412365

3.

Kozhikode

1398674

1479824

2878498

4.

Malappuram

1759479

1870161

3629640

Source: Census of India, 2001

Project Report 4-94


3.17.2 Population Density

Density of population of Kerala has increased significantly in the last one decade and this also gets reflected in the population density data of all the affected districts. It can be traced from the 1991 figures that the population density of the all the districts was considerably higher than the state figure. Thus, the figures have also shown an increasing trend in the last one-decade and the population density of all the three districts are much higher than the state data in 2001.The details are summarized in Table 3.20 . Table 3.20: Density of Population Population Density Sl. No.

Project affected State / Districts 1991

2001

1

Kerala

749

819

2

Kannur

759

813

3

Kozhikode

1118

1228

4

Malappuram

872

1022

Source: Census of India, 2001 3.17.3 Decadal Growth Rate of Population Population

The decadal growth rate of Kerala has decreased since the last census in 1991. Similarly the growth rate of the affected districts also shows a significantly decreasing trend. The state has registered a growth rate of 14.32 % in 1991 census whereas it has decreased to 9.425 in the 2001 census. The decadal growth rate of population in the affected districts during 1991-2001 is given in the Table 3.21 Table 3.21: Decadal Growth Rate of Population Decadal growth rate Sl. No

State/Union territory/District territory/District 1981-1991

1991-2001

1.

Kerala

14.32

9.42

2.

Kannur

16.63

7.13

3.

Kozhikode

16.69

9.87

4.

Malappuram

28.87

17.22

Source: Census of India, 2001 3.17.4 Sex Ratio and Gender Gap in Project Influence Influence Area

The sex ratio (i.e., the number of females per thousand males) in the state is very high, even higher that the national level sex ratio. In 1991 census the number of female was 1036 per thousand male and this has even increased to 1058 per thousand male in 2001 census. The sex ratio of Kannur and Malappuram district even exceeds the sex ratio of the state (1090 and 1063 respectively) whereas the Kozhikode districts matches the figure of the state. The sex ratio and gender gap is given in Table 3.22.

Project Report 4-95

Traffic

Table 3.22: Sex Ratio in the Project I nfluenced Area Sex Ratio

State/Union territory/District

Sl. No

1991

2001

1.

KERALA

1036

1058

2.

Kannur

1049

1090

3.

Kozhikode

1027

1058

4.

Malappuram

1053

1063

Source: Census of India, 2001 3.17.5 SC/ST Population Population

The percentage of SC/ST population in comparison to total population of Kerala as of 1st March 2001 is described in the results of the Census of India 2001. The detail of SC/ST population of project influenced district and state are given in Table 3.23 Table 3.23: Distribution of Population (2001) in Project Influence District Schedule Caste State

Male

Kerala

Kannur

Kozhikode

Malappuram

Schedule Tribe

Category Female Female

Total

Male

Female Female

Total

Total

1525114 1598827 3123941

180169

184020

364189

Rural

1247537 1306188 2553725

173267

176752

350019

Urban

277577

292639

570216

6902

7268

14170

Total

48275

50716

98991

9793

10176

19969

Rural

25693 2 5693

26749

52442

9501

9916

19417

Urban

22582

23967

46549

292

260

552

Total

98386

102597

200983

2924 2924

3016

5940

Rural

69531

72081

141612

2652

2761

5413

Urban

28855

30516

59371

272

255

527

Total

140535

144907

285442

5996

6271

12267

Rural

128114

132087

260201

5867

6176

12043

Urban

12421

12820

25241

129

95

224

Source: Census of India, 2001 3.17.6

Literacy Rate in Project Influence Area

The Literacy rate of the state is very high (90.9%). The data also shows that the female literacy rate (87.7%) is also at par with the literacy rate of the male (94.2%). The same trend is shown in the literacy level of the affected districts. The details of literacy are shown in the Table 3.24 . Further, the number of literates and the illiterates are shown in Table 3.25.

Project Report 4-96


Table 3.24: Literacy Rate in the Project Influence Area

LITERACY RATE IN PERCENTAGE

State/Union territory/District

Males

Females

Total

KERALA

94.2

87.7

90.9

Kannur

96.1

89.4

92.6

Kozhikode

96.1

88.6

92.2

Malappuram

93.2

86.3

89.6

Source: Census of India, 2001 Table 3.25: Number of Literates and Illiterates in the State and the Affected Districts State

Literate

Category

Illiterate

Male

Female

Total

Male

Female

Total

Total

12753602

12732086

25485688

2715012

3640674

6355686

Rural

9357640

9295729

18653369

2093642

2827438

4921080

Urban

3395962

3436357

6832319

621370

813236

1434606

Total

971065

1000338

1971403

181752

255801

437553

Rural

481194

477220

958414

97350

140294

237644

Urban

489871

523 118

1012989

84402

115507

199909

Total

1174611

1160831

2335442

224747

318942

543689

Rural

723429

707812

1431241

140203

206530

346733

Urban

451182

453019

904201

84544

112412

196956

Total

1373688

1380821

2754509

380888

490074

870962

Rural

1236428

1241432

2477860

345366

446075

791441

Urban

137260

139389

276649

35522

43999

79521

Kerala

Kannur

Kozhikode

Malappuram

3.17.7 Work Forces Forces in the Project Area

The number of work forces in different categories in the project-affected districts in comparison to state is summarized in Table 3.26. Table 3.26: Number of Workers in the Project Affected Area

e t a t S

y r o g e t a C

Total

Kerala

Rural

n o i t a l u p o P

n o i t a l l a u t p o o T P

s r e l k a r t o o T W

Persons

31841374

Males

s r e k n r i a o M W

l s a r n e i k g r r a o M W

s r e k - r n o o N W

10283887

8236973

2046914

21557487

15468614

7765645

6460693

1304952

7702969

Females

16372760

2518242

1776280

741962

13854518

Persons

23574449

7671110

5998150

1672960

15903339

Males

11451282

5732387

4677067

1055320

5718895

Females

12123167

1938723

1321083

617640

10184444

Project Report 4-97

Traffic

e t a t S

y r o g e t a C

Urban

Total

Rural

Kannur

Urban

Total

Rural

Kozhikode

Urban

Total

Rural

Malappuram

Urban

n o i t a l u p o P

n o i t a l l u a t p o o T P


s r e n k r i a o M W

Persons

8266925

2612777

2238823

373954

5654148

Males

4017332

2033258

1783626

249632

1984074

Females

4249593

579519

455197

124322

3670074

Persons

2408956

767197

626876

140321

1641759

Males

1152817

575591

493877

81714

577226

Females

1256139

191606

132999

58607

1064533

Persons

1196058

406117

313219

92898

789941

Males

578544

296380

243920

52460

282164

Females

617514

109737

69299

40438

5 07777

Persons

1212898

361080

313657

47423

851818

Males

574273

279211

249957

29254

295062

Females

638625

81869

63700

18169

556756

Persons

2879131

802900

630836

172064

2076231

Males

1399358

680944

550274

130670

718414

Females

1479773

121956

80562

41394

1357817

Persons

1777974

486748

361859

124889

1291226

Males

863632

409032

315877

93155

454600

Females

914342

77716

45982

31734

836626

Persons

1101157

316152

268977

47175

785005

Males

535726

271912

234397

37515

263814

Females

565431

44240

34580

9660

521191

Persons

3625471

874476

691848

182628

2750995

Males

1754576

750343

611558

138785

1004233

Females

1870895

124133

80290

43843

1746762

Persons

3269301

787763

618942

168821

2481538

Males

1581794

675275

547407

127868

906519

Females

1687507

112488

71535

40953

1575019

Persons

356170

86713

72906

13807

269457

Males

172782

75068

64151

10917

97714

Females

183388

11645

8755

2890

171743

Source: Census of India, 2001

Project Report 4-98

l s a r n e i g r r k a o M W

s r e - k n r o o N W


3.17.8

Distribution of Work Force

The number of working population in different Sector is summarized in the Table 3.27. The majority of working population is engaged as agricultural Labourers in complete project districts and state. The cultivators are concentrated in the rural areas. Table 3.27: Distribution of Work Force

s t c / i e r t s a t i t S D

y r o g e t a C

Total

Rural

Kerala

Urban

Total

Rural

Kannur

Urban

Total

Rural

Kozhikode

Urban

Total

Rural

Malappuram

Urban

n o i t a l u p o P Persons


s r o t a v i t l u C

l a r u s t l r e u r c u i o r b g a A l

10283887

724155

1620851

d l s o y r r h e t e s k s r u u o o d n W H I 369667

s r e r k e r h o t O W 7569214

Males

7765645

602038

1078354

191637

5893616

Females

2518242

122117

542497

178030

1675598

Persons

7671110

693986

1507081

275387

5194656

Males

5732387

577726

1003265

136471

4014925

Females

1938723

116260

503816

138916

1179731

Persons

2612777

30169

113770

94280

2374558

Males

2033258

24312

75089

55166

1878691

Females

579519

5857

38681

39114

495867

Persons

767197

45924

101681

19243

600349

Males

575 591

33476

59470

10767

471878

Females

191606

12448

42211

8476

128471

Persons

406117

40923

78024

7417

279753

Males

296380

30255

45986

3840

216299

Females

109737

10668

32038

3577

63454

Persons

361080

5001

23657

11826

320596

Males

279211

3221

13484

6927

255579

Females

81869

1780

10173

4899

65017

Persons

802900

27889

66066

15734

693211

Males

680 944

23876

52990

10800

593278

Females

121956

4013

13076

4934

99933

Persons

486748

25651

58442

9539

393116

Males

409032

21948

46229

6166

334689

Females

77716

3703

12213

3373

58427

Persons

316152

2238

7624

6195

300095

Males

271912

1928

6761

4634

258589

Females

44240

310

863

1561

41506

Persons

874476

57388

155747

17612

643729

Males

750343

51352

121589

12666

564736

Females

124133

6036

34158

4946

78993

Persons

787763

55272

148663

16045

567783

Males

675275

49391

115836

11522

498526

Females

112488

5881

32827

4523

69257

Persons

86713

2116

7084

1567

75946

Males

75068

1961

5753

1144

66210

Females

11645

155

1331

423

9736

Source: Census of India, 2001 Human Environment

Project Report 4-99

Traffic

3.18

MAHE REGION MAHE REGION

3.18.1 Location and Geographical Features:

The location of Mahe region is between 11 o 42' & 11 o 43' North and between 75 o 31' & o 75 33' East latitude, in the geographical map. Mahe is a tiny point in the geographical map of Kerala, the million earner for the distant Pondicherry Government, 630 kms away from Pondicherry. In this former small French town, which covers an area of 9 Sq. kms, over 36,000 inhabitants live in peace. This petit French town is situated on the West Coast of Indian Peninsula, just between Kannur and Kozhikode districts, 24 kilometers from Kannur, 64 kilometers from Kozhikode in Kerala state and is a busy trade centre. This region is entirely rain-fed and is covered by typical red laterite soil of Malabar. There is no forest area in the region. Mahe is bounded on the southwest by the Arabian Sea, on the north by river Ponniyar (Moolakadavu) and on the other sides by a stretch of calcareous hills of medium height, which are linked to the ghats by a series of wooded hillocks. Mahe and Ponniyar (Moolakadavu) are the main rivers of the region. The River Mahe forms the northern boundary of Mahe town separating it from the enclaves of kallayi and naluthara on the north.The region, at present comprises of 1 taluk and equal number of Community Development Blocks. It has 4 towns, and there is no village in this region. 3.18.2 Languages

Main languages spoken in the region are Malayalam, Tamil and Telugu 3.18.3 Transport And Communication

Mahe is well connected by road with all the major towns in Kerala & Tamilnadu State. The distance from Pondicherry to Mahe by Road is 650 Kms and travel time is 13 to 15 hrs. Mahe is 64 Kms from Calicut (Kozhicode) of Kerala state. Public Transport: Many town buses are in operation in this region. Many buses with registration of Pondicherry union territory, Kerala and Tamilnadu state are plying in this region and Long distance buses operated by Pondicherry Goverment, Tamilnadu government and Kerala Government (KSRTC) pass through this place. Government owned bus services like Pondicherry Tourism Development Corporation (PTDC) also run long distance bus services between Mahe and Pondicherry. Local Transport: City bus services are available to all places of tourist interest. Tourist taxis and auto-rickshaws are also available here. Airport: Nearest Airport is situated in malappuram district of Kerala State, which is 26.5 kms from Calicut (Kozhicode) city in Kerala State and 90 Kms from Mahe. The distance between Mahe and Calicut by road is 64 Kms only. Flights are being operated from Calicut (Kozhikode) to the Gulf countries. 3.18.4 Tourist Places Marianne

Marianne is an imaginary character like Bharath Matha. It was established by the French to mark the 100th anniversary of the French revolution in 1789. The history of Mahe begins here. Literally, statue of Marianne is one of the proudest symbols of French revolution. The slogan Liberty, Equality and Fraternity are enshrined Project Report 4-100


on the statue, in French. It was from here that the freedom struggle of Mahe gathered momentum. When the freedom struggle of Mahe was at its peak, it was smashed out and thrown into the sea. Then as repentance they took it out again from the sea and erected it on the pathar which is now a well maintained park in the name of great poet Tagore. On every July 14th the French Nationals in Mahe assemble under this status and salute it with great pride. For the people of Mahe, Marrianne is not just a symbol of French, but part and parcel of their own life. Government House

Fine examples of french architecture built by the French in 1855. The Head Quarters office of Mahe Administration is housed in it. A walk along the mini forest at the backside of the Government House will take you to the most beautiful viewpoint in Mahe. The Arabian Sea, the coastline with golden sand, the greenish Mayyazhi Puzha, coconut grooves fully hiding the houses, the emerald Dharmadam Island - all this and more can be seen from this point. There is a tall flag mast and a Lighthouse, which serves as guide for the ships, merchants and Navy, which anchor of the coast. You may also see the remnants of a fort constructed by the French. One could also enjoy the true grandam of sunset. Mahe Boat House, Manjakkal

Mahe boathouse is located about one and half Kms (1½) away from the Government House on the Mahe River. Speedboats, Pedal boats and Kayak boats are available. 3.19

DEMOGRAPHIC FEATURES

As a bounded place by Kerala state Mahe region enjoying all the social and demographical standers which Kerala has been possessing; so that its demographic profile is very similar to Kerala state but because of the administrative matters the density of population is quit high to comparing with Kerala demographic features illustrating in Table: 3.28 Table 3.28: Demographic Features Sl. No.

Features 2

Kerala

Kannur

Kozhikode

Malappuram

Mahe

38,863

2,966

2,344

3,550

9

1

Area (km )

2

Total Population

3,18,38,619

2,412,365

2,878,498

3,629,640

36,823

3

Population 2 density per km

819

813

1,228

1,022

4091

4

Sex Ratio

1058

1,090

1,058

1,063

1147

7

Literacy Male

94.2%

96.13

93.25%

85.19%

8

Literacy Female

87.8%

89.40

86.26%

84.47%

10

Scheduled Cast Population

9.8%

11

Scheduled Tribe Population

1.1%

0.33%

19,969

Source: Official Web site of Mahe .

Project Report 4-101

5,940

12,267

Nil

Traffic

3.19.1 Agriculture

Population Since this region is adjacent to Kerala on the Malabar Coast; the region is covered by typical red laterite soil of Malabar. Paddy is cultivated only in a few Patches. The number of crops raised is three. Two of which are of short duration and one of long duration. Tapioca, banana, arecanut, pepper, coconut, etc. are grown in this region widely. The extent of wetland is limited and is entirely rain fed. Animal Husbandry Prior to merger, there was no regular system of dealing with livestock services. However, after merger, livestock services in this sector had been established by the administration. The diseases mainly prevalent among the goats in Mahe are Mastitis (wet gangrene), retained placenta etc. Bovine and canine are the same as in other regions. Fowl-pox cocceidiosis, paralysis etc., are prevalent here. The non-communicable diseases are dyspepsia, enteritis, bronchitis, bloat, urinary calculi, etc. The veterinary units attend to these effectively. An artificial insemination centre and poultry farm also exists here to cater to the needs of the livestock. There are no lands suitable for fodder cultivation in this region. Riverbeds are generally used as grazing centers. Cattle shows are conducted annually and this provides incentive for those who rear good quality cattle. 3.20

CONCLUSIONS

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

•••

4. TRAFFIC 4.1

GENERAL

This chapter presents traffic studies and analyses carried out for addressing issues pertaining to widening of the project road section. The results of analysis will form inputs for designing the pavement, developing capacity augmentation proposals, carrying out economic and financial analysis, planning the tolling strategy, designing the toll plaza, wayside amenities along with design of intersections on the widened project road. Accordingly the following traffic surveys have been carried out to obtain all the necessary data for further analysis; •

Classified Traffic Volume Counts

•

Origin-Destination and Commodity Movement Surveys

•

Axle Loading Characteristics or Axle Load Surveys

•

Junction Volume Counts or Intersection Turning Movement Surveys

•

Speed and Delay Surveys


Consultancy Services for Feasibility Study and DPR for 4/6 lane Divided carriageway of NH-17, Kannur to Kuttipuram in the State of Kerala (Package No. NHDP-III/DL5/13) PKG-II (Km. 230.00 to Km. 318.00) •

Toll Rate Surveys

•

Pedestrian/Animal Cross Traffic Surveys

In order to give effect to the above requirements, the project highway was initially considered from the viewpoint of: •

The influence and location of major intersection and feeder roads affecting project highway

For reference locations of major traffic nodes, which influence the traffic, are listed in Table 4.1 below:

Table 4.1: Project Highway Traffic Nodes Sl No.

Intersecting Highway/Node

Approximate Chainage (Km)

1.

Iritti (SH-34)

159.2

2.

Edakkad Town

168.8

3.

Thalassery

177.0

4.

Mahe (Podichery)

184.6

5.

Vatakara

199.9

6.

Koilandy-Thamarssery(SH-3 Koilandy-Thamars sery(SH-34) 4)

222.0

7.

NH-212 Junction

244.0

8.

NH-213 Junction

260.2

9

Malapuram Road

292.0

10

Palakkad

310.0

11

Kuttipuram

318.0

The above locations provide a framework for carrying out the necessary surveys and studies in accordance with the guidelines specified in IRC codes of practice. The various survey locations, summarized on the line diagram Fig. 4.1 have been selected following careful assessment of the traffic characteristics including entry and exit points along the NH-17 corridor. The approach and methodology employed for carrying out the survey works is described in the following paragraphs.


Traffic

Figure 4.1



4.2

CLASSIFIED TRAFFIC VOLUME COUNTS Homogeneous section

Based on the character, composition, traffic movements at different intersections and from the results of the traffic volume counts, six homogenous sections are considered for the stretch from km 148.100 to km 318.000 which are shown in Table 4.2

Table 4.2: Homogeneous Section of Traffic Volume Sl. No.

Section

1.

Valapattanam- Matanoor Junction

148.0 to 159.2

2.

Matanoor Junction-Mahe

159.2 to 188.0

3.

Mahe- Puthianarath

188.0 to 239.0

4.

Puthianarath- Ramanattukara

239.0 to 260.2

5.

Ramanattukara- Kottkal

260.2 to 290.0

6.

Kottakal-Kuttipuram Kottakal-Kuttipu ram

290.0 to 318.0

Manual Traffic Counts at six locations (approved by NHAI) were conducted between 14.06.2006 and 08.07.2006. The locations of the major intersections were accounted for in the selection of the survey sites in order to ensure maximum capture of traffic. The counts were carried out in both directions, for successive 15 minutes periods, 24 hours a day for 7 consecutive days. Table 4.3 provides a summary of the Average Daily Traffic (ADT), peak hour traffic, peak hour factor (PHF) flows

Table 4.3: Seven-Day Traffic Volume Count Summary (ADT) ADT

Station No.

Chainage (km)

Survey Location

Vehicles

Total PCUs

Peak hour PCUs

PHF

TVC-1

151.00

Puthiyatheruvu

21450

28147

2025

7.19

TVC-2

188.00

Aizhur Chungam

11806

17192

1123

6.53

TVC-3

237.00

Vengali

15261

19817

1294

6.52

TVC-4

252.00

Meenchanda

25166

30798

2104

6.83

TVC-5

290.00

Eddarikoade

13316

16526

1097

6.63

TVC-6

318.00

Kuttipuram

12757

16139

995

6.16

Maximum Traffic is observed at km 252.0 (Calicut), next is km 151.00 (Kannur), This is because Kannur and Calicut are major traffic nodes in comparison to other nodes on the Stretch Minimum Traffic observed at km 318 (Kuttipuram) and km 290 (Eddarikode). Mode wise Traffic volume summary on homogeneous sections is given in Table 4.4.

On any section of the project road composition of Cars (28 to 37 %) is very high followed by two wheelers (15-35 %). Composition of Buses (10 to 12%), three


Traffic

wheelers (7 to 22 %) and trucks (6 to 10%) is also significant. Non Motorised Traffic is minimal. Table 4.4 Mode wise Traffic Volume Count Summary at different locations

3 & 2 ) ( e s l x k c a u r T

r o r t e c l a i r a T r T & h t V i A W M

1455

1656

129

330

28147 281 47

1504

753

1233

148

51

17192

4071

1666

967

1225

170

392

19607 196 07

3024

8749

3036

1416

1526

184

342

30798

5016

2964

2150

1199

1054

873

53

3

16526

4198

977

2965

1409

1059

1046

45

14

16139

) m K ( e g a n i a h C

n a V / p e e J / s r a C

TVC-1

151.00

5688

3794

5702

2685

TVC-2

188.00

3930

2339

1844

TVC-3

237.00

5591

1176

TVC-4

252.00

6879

TVC-5

290.00

TVC-6

318.00

. o N n o i t a t S

r e l e e h W e e r h T

s u B d t S & i n i M

r e l e e h W o w T

r o t c a r T & V G L

d e s i r o t o M n o N

) s U C P ( T D A

The ADT percentage composition of the traffic Volume counts at each location is given in Table 4.5.

Table 4.5: Average Percentage Composition of Traffic Percentage Composition

. o N n o i t a t S

4.3

) m k ( e g a n i a h C

n a V / p e e J / s r a C

r e l e e h W e e r h T

r e l e e h W o w T

s u B d t S & i n i M

r o t c a r T & V G L

) e l x a 3 & 2 ( s k c u r T

h t i W r o r t e c l a r i a T r T & V A M

d e s i r o t o M n o N

TVC-1

151.00

26.53

17.7

26.6

12.52

6.79

7.72

0.6

1.54

TVC-2

188.00

33.30

19.82

15.62 1 5.62

12.74

6.38

10.45

1.26

0.43

TVC-3

237.00

36.64

7 .71

26.68

10.92

6.32

8.03

1.11

2.57 2 .57

TVC-4

252.00

27.34

12.02

34.77 3 4.77

12.07

5.63

6.07

0.74

1.36

TVC-5

290.00

37.68

22.27

16.15

9.01

7.92

6.56

0.4

0.02

TVC-6

318.00

32.94

15.76

23.26 2 3.26

11.05

8.30

8.21

0.36

0.11

ORIGIN-DESTINATION AND COMMODITY MOVEMENT SURVEYS

Origin-Destination surveys determine and relate the pattern of traffic flows to trip purpose and commodities transported. The information provided by the surveys enables estimates of the growth of future flows to be made on a more rational basis.



The origin - destination surveys were carried out by means of the roadside interview method at locations selected to capture all trip desires in each section. The surveys were carried out on one working day for 24 hours on a random sampling basis. All categories of commercial vehicles were surveyed for their trip origin, destination, trip purpose, occupancy and weight of commodity carried. The survey crew was organized into 3 by 8 hour shifts with sufficient enumerators for each direction of flow. These enumerators were fully trained in the use of standard interview sheets. Police help was sought to ensure smooth flow of traffic and stoppage of randomly selected vehicles. A sample size of 15 to 30% for different types of vehicles was collected. The results of the survey are summarized in Table 4.6.

Table 4.6: O-D Survey Locations Count Station

Chainage (km)

Location

REMARKS /JUSTIFICATION

O-D 1

150

Puthiatheruvu Puthiatheruvu

Kannur By pass

O-D 2

188

Mahe

Talsserry and Mahe Bypass

O-D 3

237

Calicut

Calicut Bypass

O-D 4

262

Ramanatukara

Calicut Bypass

A detailed zoning scheme consisting of 31 zones have been drawn up to develop the O-D matrices. The roadside interview data was sorted by origin and destination, the necessary expansion factors have been applied, and trip matrices produced for each survey site for base year. The analysis of the data provides passenger characteristics and the proportions of through and inter-state passenger and goods Vehicle categories. On the Project stretch traffic is contributed by various internal zones and external zones, they are Kannur, Calicut, Thalassery, Koilandi, Mangalore, Maharashtra, and Gujarat. The summary of the contribution of the regions towards the total traffic is given in Table 4.7. Load distribution of Goods vehicles analysis has been done based on the tonnage ranges, they are- empty, 0 to 5, 5 to 10, 10 to 15, 15 to 20, and More than 20. The Load analysis shows that 10% of the vehicles are empty, 30 % carrying 0 to 5 tonnes, 40 % carrying 5 to 10 tonnes, and rest carrying more than 10 tonnes. Load Distribution of Goods Vehicles in percentages is given in Table 4.8 . For the Lead distribution of LGV and Trucks 0-50, 50-100, 100-500, 500-1000, <1000 km ranges have been adopted. The analysis shows that on average 40% trips within 50 kms, 35 % trips within 50- 100 kms, 25% trips within 100-500, and rest of the trips within 500-1000 km. Truck Lead analysis shows most of the trips are between 100-500 km. Lead distribution of Goods vehicles is given in Table 4.9. 4.4

AXLE LOAD SURVEYS

The axle load survey provides data to enable the assessment of the damaging effect of these heavily loaded vehicles. The survey was carried out for a 48-hour period using the axle-weighing pad at 3 locations on the project highway as detailed in Table 4.10.


Traffic

Fig 4.2a



Fig 4.2b


Traffic

e g a n i m a K h C

r u n n a K

Table 4.7: Percentage Contribution of Trip b y Various Regions / / t b e / K o y / a / y m d m K m m d r a e y r r t o a e a a / t v a r k e e d a l g u r s r r s k o a i c n k l t u u / u k s h a r i n a a a l a a k a a p s m l p s a a l M i d a i a g s a a i a l l l a p o a a n n n C h r y a a P a r h a r a a K V h K / P T E T t M T a M

a r a R k / i u r t e t j a n n a a M m

u d a n l i m a T

/ a h t r t s a a r r a a j h u a G M

n r e s e t h t a r t o s N

s r e h t O

Passenger Vehicles Car

37.04

7.56

3.01

1.12

14.83

31.62

0.32

1.44

0.64

0.00

0.00

0.32

0.00

2.10

Bus

46.53

2.80

1.50

0.58

7.03

41.37

0.00

0.00

0.00

0.00

0.00

0.00

0.00

0.00

Car

17.43

27.50

24.80

17.71

0.60

6.02

0.98

0.20

2.44

0.00

0.00

0.00

0.00

2.32

Bus

18.84

23.73

24.35

23.02

0.34

5.07

0.00

0.00

3.61

0.00

0.00

0.00

0.00

1.04

235

Car

12.62

45.37

8.36

23.86

0.00

2.54

1.77

0.14

2.44

0.00

0.00

0.00

0.00

2.38

Bus

25.06

45.25

3.00

19.81

0.00

1.25

0.18

0.19

3.61

0.00

0.00

0.00

0.00

0.21

260

Car

2.45

44.41

0.00

0.34

0.00

0.34

29.60

0.00

6.61

13.41

0.34

0.00

0.00

2.50

Bus

1.87

46.55

0.00

0.00

0.00

0.22

14.03

0.00

22.29

12.52

0.93

0.00

0.00

1.59

Truck

23.31

8.70

1.80

0.60

7.59

22.5 0

1.20

7.59

11.12

0.00

1.20

11.97

0.00

2.45

Lgv

35.11

4.96

3.18

0.70

17.00

27.64

0.70

3.53

3.53

0.00

0.61

1.41

0.00

1.73

Truck

14.05

22.00

15.73

11.61

0.00

4.98

2.49

4.09

9.84

0.00

4.92

8.69

0.00

1.60

Lgv

18.18

18.83

22.64

23.31

0.00

3.96

3.96

3.96

2.64

0.00

0.00

1.32

0.00

1.20

235

Truck

9.11

31.63

5.30

14.07

0.00

4.60

2.22

6.07

9.77

0.00

4.60

8.33

2.22

2.08

Lgv

13.67

36.59

5.53

23.75

0.00

2.82

4.21

2.11

6.42

0.00

2.10

0.72

0.00

2.08

260

Truck

2.45

44.41

0.00

0.34

0.00

0.34

29.60

0.00

6.61

13.41

0.34

0.00

0.00

2.50

Lgv

1.87

46.55

0.00

0.00

0.00

0.22

14.03

0.00

22.29

12.52

0.93

0.00

0.00

1.59

151

189

Goods Vehicles 151

189



Table 4.8: Load Distribution of Goods Vehicles Load (Tonne)

Location (km)

Empty

0-5

5-10

10-15

15-20

More than 20

151

18.03

15.57

54.10

9.02

3.28

0

189

9.20

36.81

46.01

5.52

2.45

0

235

10.19

48.41

29.94

5.73

5.73

0

260

11.25

11.25

60.00

15.00

2.50

0

Table 4.9: Lead Distribution of Goods Vehicles LGV Lead (km)

Location (km)

0-50

50-100

100-500

500-1000

More than 1000

151

60.00

11.64

21.98

6.38

0.00


Table 4.8: Load Distribution of Goods Vehicles Load (Tonne)

Location (km)

Empty

0-5

5-10

10-15

15-20

More than 20

151

18.03

15.57

54.10

9.02

3.28

0

189

9.20

36.81

46.01

5.52

2.45

0

235

10.19

48.41

29.94

5.73

5.73

0

260

11.25

11.25

60.00

15.00

2.50

0

Table 4.9: Lead Distribution of Goods Vehicles LGV Lead (km)

Location (km)

0-50

50-100

100-500

500-1000

More than 1000

151

60.00

11.64

21.98

6.38

0.00

189

41.32

31.05

22.37

5.26

0.00

235

26.00

43.71

26.71

3.58

0.00

260

35.00

33.50

31.50

0.00

0.00

Truck Lead (km) 151

34.37

5.28

27.65

26.81

5.88

189

20.78

24.94

28.77

18.99

6.52

235

14.50

32.54

29.59

14.42

8.93

260

0.00

7.97

50.79

33.26

7.97

Table 4.10: Axle Load Station Sl. No.

Station No.

Chainage (Km)

Name / Reference Location

1.

AL-1

189.00

Kunhipally

2.

AL-2

262.00

Ramanattukara

3.

AL-3

290.00

Kottakal

The traffic census and the axle load surveys were conducted side side by side. In the traffic census surveys, all types of vehicles travelling travelling in both directions were were counted throughout the axle load survey period. period. The traffic census data provides the actual break down of the traffic composition at the particular location. location. Due to the requirement of stopping a vehicle for weighing, it is not possible to weigh all the commercial vehicles passing through the site. More than 10% of commercial vehicles were weighed in the 48 hours duration duration on a random sampling basis. The major proportion of the total number of vehicles selected for Axle load survey axle trucks. This reflects their high percentage in the total traffic flow.

comprised of two

The vehicle damage factor (VDF) is a multiplier to convert the number of commercial vehicles of different axle loads and axle configuration to the number of standard axle load repetitions. It is defined as equivalent number of standard axles per commercial vehicle. The VDF varies with the vehicle axle configuration, axle loading, terrain, type of road and from region to region. The VDF is arrived at from axle load surveys on typical road sections so as to cover various influencing factors, such as traffic mix, mode of transportation, commodities carried, time of the year, terrain, road conditions and degree of enforcement. (cxi)

Traffic

The axle load equivalency factors recommended in the AASHTO guide are given in Annexure 2 of IRC: 372001. The Axle load surveys conducted at 3 locations on the project highway do not match with the Axle loads given in Annexure 2 of IRC: 37-2001, therefore in this study, 4 th power law is used for converting axle loads into equivalent standard axle loads. For design purposes, the variation in Axle loads is determined by converting the actual axle loads to an “Equivalent Axle Load (EAL)”, an equivalency is a convenient means of indexing the wide spectrum of actual loads to one selected value. The equivalent standard Axle load is determined by the relationship: For 2 Axle Trucks:

 W    8.16 

ESA = 

4

For Tandem Axle Trucks (per tandem axle):

 W    9.00 

4

ESA = 

For Light Goods Vehicles:

 W    6.6 

4

ESA = 

Where: W = Axle Load in Tonnes The relationship is sometimes sometimes referred to as “ Fourth power rule”. The rule states that the damaging damaging effect of an Axle load increases as a fourth power of the weight of an axle. In order to convert Axle loads from Axle load survey into ESAL, they are grouped by intervals of one tonne and the frequency of each interval is determined. Equivalency factors are obtained for each category from the “ Fourth Power Rule”. The product of frequency of each interval and the corresponding equivalency factor gives the ESAL for that weight class of the sample. Total

ESAL =

(No. of vehicles in each weight class) x (Load equivalency factor for that class).

The Vehicle Damage Factor (VDF) is an important indexing factor in characterising the traffic loading for a road. It is a multiplier for converting converting the number of commercial commercial vehicles of different different axle loads, to the number of standard Axle load repetitions. The VDF is computed from the following relationship: Total ESAL =

No. of Vehicles Weighed

The VDF calculated for all commercial vehicles based on Axle load survey carried out on the project highway is given in Table 4.11. Table 4.11: Vehicle Damage Factor (VDF) for all Commercial Vehicles Sl. No.

Location

Chainage (Km)

1.

Kunipally Kunipall y

189.00

Type of Vehicle

VDF

2-Axle Truck

3.65

3-Axle Truck

3.18

(cxii)


Sl. No.

2.

3.

4.5

Location

Ramantukara

Kottakal

Chainage (Km)

260.20

292.00

Type of Vehicle

VDF

Semi Articulated trucks

3.07

LGV

0.37

2-Axle Truck

3.88

3-Axle Truck

3.16


-

LGV

0.37

2-Axle Truck

3.58

3-Axle Truck

3.06


-

LGV

0.37

TURNING MOVEMENT SURVEYS

Turning movement surveys were carried out at fifteen major intersections as given in Table 4.12. Classified traffic volume counts of all vehicle types were made separately for all directions. The survey was conducted for both directions at successive 15-minute intervals, for 24 hours . The location of Junction, total PCUs and their peak hour flows are given below Table 4.12

Table 4.12 Traffic Intensity at Intersections

Chainage (Km)

Name of Intersection

Total PCUs

Peak Hour Flow Peak Hour (Peak Hour %)

4.6

TMC-1

149.00

Papanserry

25,945

1355

6.86

TMC-2

159.00

Melachova

40,672

3218

7.68

TMC-3

168.00

Edakkad

12,571

953

7.77

TMC-4

177.00

Talsherry

27,907

2417

8.48

TMC-5

184.00

Mahe

24,263

1732

7.13

TMC-6

195.50

Edicherry

21,206

1562

7.24

TMC-7

199.90

Vadakara

36,200

2610

7.62

TMC-8

222.00

Koyalandi

29,485

2263

7.44

TMC-9

239.00

P avangad

25,587

1946

7.59

TMC-10

244.00

Nadakkav

64,598

4209

11.1

TMC-11

252.00

MeenChanda

34,087

2575

7.54

TMC-12

260.00

Ramanattukara

29,861

2346

7.59

TMC-13

290.00

Kotakkal

32,369

2310

7.05

TMC-14

310.00

Valenchery

29,853

3739

7.65

TMC-15

317.50

Kuttipuram

22,157

1566

7.08

SPEED AND DELAY SURVEYS

A speed and delay survey using the moving car method was carried out at 4 sections summarised in Table 4.13. This survey provides data for assessing running speed, journey speeds and congestion levels. Journey speed is the effective speed of a vehicle between two points. It is determined by the distance between two (cxiii)

Traffic

points divided by the total time taken by the vehicle to complete the journey, including all delays incurred enroute. Running speed is the average speed maintained by a vehicle over given course while the vehicle is in motion. The length of course divided by running time determines it. A total of 6 run in each direction in the morning and evening peak hours were carried out. Table 4.13: Summary of Speed & Delay Analysis

Section (km) Sl. No. From

To

Average Journey Speed (Kmph)

Average Running Speed (Kmph)

Morning Peak

Morning Peak

Evening Peak

Evening Peak

Up

Down

Up

Down

Up

Down

Up

Down

1.

149

160

29.17

30.82

29.85

29.08

31.49

34.38

33.65

32.95

2.

174

180

27.48

26.77

29.32

29.44

33.97

31.45

35.03

34.91

3.

182

187

33.14

33.43

34.71

35.88

38.7

40.4

42.00

43.20

4.

197

200

30.73

31.16

30.12

28.20

34.35

35.33

33.48

31.49

5

220

224

25.93

28.78

33.53

31.70

28.83

30.73

37.36

34.31

6

241

244

23.69

22.22

22.10

23.66

28.43

26.21

25.98

27.66

7

248

251

17.48

17.57

17.39

17.70

20.49

19.87

19.78

19.96

8

271

272

16.65

16.39

15.94

16.45

28.09

24.21

22.66

24.02

9

290

292

30.18

28.54

29.32

28.35

36.5

34.79

36.45

35.65

10

311

309

25.41

25.24

25.40

25.00

33.91 33.91

32.84

33.25

31.85

Table 4.13 indicates that average journey speeds are between 25.00 Km/hour and 35.00 Km/hour. The low journey speeds can be attributed due to frequent pedestrian crossings at different towns settlements along the road and local Traffic on the project highway at regular intervals. Calicut is very much congested and speed in this town was recorded in the order of 22-24 km per hour. The average journey speeds reflect the levels of congestion on the project highway. 4.7

TOLL RATE SURVEYS

Toll Rate Surveys were carried out in order to determine the willingness of highway users to pay for the benefits accruing from the provision of high quality, 4/6-lane dual carriageway. The perceived benefits will be in the form of time savings, reduced incidence of accidents, lower vehicle maintenance costs and lower operating costs costs (e.g. lower type wear and damage). The offsetting payment will will be in the form of tolls. The toll rate survey locations are summarised summarised in Table 4.14.

Table 4.14: Location of Toll Rate Surveys SL .No

Chainage (km)

Location

1

150

Puthiatheruvu

2 3

188 237

Mahe Elathur (cxiv)


4

262

Ramanatukara

The enumerators were first briefed about the proposed project along with the benefits, which are expected to accrue from it to the users. Thereafter, they were asked of their view on the project, followed by their willingness to pay and the reason for the same. In case a respondent declined to pay the toll, attempt has been to understand their reaction in case tolls were anyway imposed to use of the study corridor.

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

WILLINGNESS TO PAY Of all the respondents, approximately 12% are not willing to pay the toll. For those who are willing to pay, nearly 20% respondents would not pay more than Rs. 20 per trip. A toll of Rs. 30 is acceptable to 36% of respondents whereas 20% are ready to pay a toll of Rs. 40 and 12% of total respondent are ready to pay toll more than Rs. 40.

REASONS FOR PAYING THE TOLLS As the project highway is in average condition with congestion at many towns along the stretch, a good number of people (26%) are willing to pay toll due to expected reduction in transport costs. While 29% and 22% people are willing to pay because of increased safety and better riding quality respectively, only 15% would pay because of higher speeds. Rest would pay as they feel it is a legal enforcement. Thus better riding quality, safety and vehicle operating costs are the crucial factors according to the perception of car owners.

REACTION TO HIGHER TOLLS In case the respondents are not willing to pay tolls to the extent fixed by the NHAI, then their reactions to the situation that they will not be allowed on the facility, has been recorded. If the users are charged higher toll than acceptable to them, nearly 22% responded by saying that they would change their mode of travels. 27% would reduce their frequency of travel and 51% of the respondents said that they would pay because of legal enforcement, as they have no other alternative.

Bus Operators’ Interview WILLINGNESS TO PAY The Bus operators’ survey has been conducted at major bus transport centers along the project highway. Of the total number of bus operators surveyed, some operators have denied paying toll. More than 42% of operators are ready to pay the toll up to Rs. 265.

REASONS FOR PAYING THE TOLLS The main reason for paying tolls has been cited is expected reduction in the total journey time and possibility of more trips per day. Other factors were reduced transport costs and increase in speed and time saving.

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

WILLINGNESS TO PAY Of all the respondents, 10% are not willing to pay the toll. Nearly 56% truck owners are willing to pay the toll less than Rs. 175 whereas very few operators are ready to pay the toll more than Rs. 200. (cxv)

Traffic

REASONS FOR PAYING THE TOLLS The reasons for paying the toll have been stated as given in table below:

Reasons for Paying Tolls

% of Total Responses

Higher Speed

38

Better Riding Quality

34

Reduced Cost of Travel

28

Speed has emerged as the unanimous reason for paying tolls, for most of the truck operators. This helps in completing their trips in shorter time and hence higher vehicle utilization.

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

VARIATION IN TRIPS BY IMPOSING TOLL RATES R ATES For the goods vehicles, it was found that the truck operators would neither change their modes nor can they reduce the frequency of travel. For the passenger vehicles, however, it was found that if the users are charged higher toll than acceptable to them, nearly 15% would change their mode of travel, 18% (approx.) would reduce their frequency and 51% would pay as forces by law, as they have no other alternative.

4.8

PEDESTRIAN AND ANIMAL CROSS TRAFFIC COUNTS

Cross pedestrian counts were carried out at each of the five major intersections as given in Table 4.15.. The survey results indicate that some satisfactory means of facilitating pedestrian crossing at 4.15 the intersections is required and this information will be utilised when finalising the proposals for underpasses etc Table 4.15: Intersections Identified for Pedestrian Traffic Count Surveys

4.9

Sl. No.

Chainage (Km)


1.

195.50

Edicherry-Mysore Road Junction

2.

199.90

Vadakara Junction

3.

250.50

Mini By pass Junction

4.

290.00

Kottakal

5.

310.00

Valenchery

TRAFFIC FORECAST Approach

Investments in the transport sector constitute a significant part of the total investment. This is especially true in the case of developing nations, where transport is the catalyst for all round d evelopment and one of the basic infrastructures. When the capital available is scarce and has competing demands, the investments in a highway project have to be carefully planned, keeping in view not only the present demand but also the requirements for a reasonable period in future. This underlines the need for estimating the future traffic accurately, whether the plan is for the construction of a n ew facility or the improvement of existing facilities. The accurate estimate of future traffic will have a s ignificant influence on the engineering design of the facility and will influence the decision whether to take up the project or not. Traffic forecasting is at best approximate. Traffic is generated as a result of the interplay of a number of contributory factors. Forecasts of traffic have therefore to be dependent on the for ecasts of factors such as population, gross domestic product, vehicle ownership, agricultural output, fuel consumption etc. F uture (cxvi)


pattern of change in these factors can be estimated with only a limited degree of accuracy and hence the forecasting of future traffic levels cannot be precise. In this study three techniques have been adopted for estimating future traffic on the project highway. Time series growth using previous traffic count Historical growth in vehicle registration Elasticity of Transport demand Secondary Data

Besides primary surveys, the following data have b een collected from various sources: Time series data of traffic volumes on NH-17 from NH Departments Vehicle Registration data Tourist data Population data NSDP, GDP, and Per-capita income data Petrol and diesel sale data from various petrol pumps along the highway Petrol and Diesel sale data at State level Time Series Data

Traffic census data on the project h ighway was not found in proper chronological order, as required hence not included in the analysis. The sale of petrol and diesel data was collected collected from different petrol pumps (on NH17) to obtain seasonal factors. After examining normal and peak season averages, the seasonal factor for project road has been taken as 1.0. The seasonal correction factors was applied on 2006 ADT data to obtain the annual average daily traffic (AADT) for further analysis and future forecast. Summary of annual average daily traffic (AADT) and Peak hour traffic flows are presented in the Table 4.16 .

Table 4.16: Traffic Volume Count Summary (AADT)

Station No.

Chainage (km)

TVC-1

151.00

TVC-2

AADT

Survey Location Vehicles

PCUs

Puthiyatheruvu

21450

28147

188.00

Aizhur Chungam

11806

17192

TVC-3

237.00

Vengali

15261

19817

TVC-4

252.00

Meenchanda

25166

30798

TVC-5

290.00

Eddarikoade

13316

16526

TVC-6

318.00

Kuttipuram

12757

16139

Vehicle Registration Category wise growth of motor vehicles for the state of Kerala has been obtained from State Planning Board publications Estimated growth rates calculated from these are summarized in Table 4.17

(cxvii)

Traffic

TABLE TABLE 4.17: 4.17 : CATEGORY CATEGORY WISE GROWTH OF MOTOR VEHICLES IN KERALA Mode

4.10

Growth Rate (%)

Cars

7.37

Buses

9.10

2-wheelers

10.71

3 wheelers

6.88

Trucks

4.68

Tractors

3.57

ELASTICITY OF TRANSPORT DEMAND General

This method of long-term traffic forecasting incorporates analyses of some of the key socio economic characteristics in the road influence area and their anticipated rates of change during the study period, these characteristics being taken as indicators for the future growth of traffic. The growth rates for normal traffic obtained from this approach take some account of the following factors, which affect future traffic levels The prospective growth in the economy, The estimated elasticity of demand for transport Change in the structure of the vehicle fleet, for example vehicle productivity and changes in the inter-modal share of passenger and freight demand. Population The population of India as per year 2001 census was 1027 million, comprising 531.3 million males and 495.7 million females with a decadal growth rate of 21.34 %. The demographic trends in Kerala are far more positive in many aspects. The year 2001 censes of the Kerala state reveal 31.839 million constituting 15.469 million males and 16.370 million females. It has the lowest population growth rate compared to other states in India. Its share in the population of India is 3.1%. The annual average growth in population of the state during the year 1991 –2001 was just 0.91% as against the Indian average of 1.93%.

Per Capita Income The per capita income in real term during the year 2003 – 2004 is estimated to attain the level of rupees 116,840 million. The rate growth of per capita income during this period is 6.6% as against the previous year’s growth rate of 1.8 %. Net State Domestic Product (NSDP) The annual average growth of the Kerala state income during 1970’s at constant price was 10.73 %and at 1970 – 1971 price was 2.16%. During 1980’s it was 12.15% at current prices and 3.39% at 1980-81 prices. The average growth rate during 1990’s at constant price was 5.99%. Gross Domestic Product (GDP)

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

AGRICULTURE Even though the agricultural sector has recorded positive trend in growth performance in nineties it has not been consistent. Food crops in general have suffered a set back in area and production despite a sizeable investment. The earlier indication as per the provisional estimate by the Department of Economics and Statistics was that the growth rate in agricultural income would be around –5.54% in the year 2002 – 2003. (cxviii)


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 o f 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 20042005 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 S and and China Clay contributes more than 90% of total value of mineral production in the state. Projected Traffic Growth

The transport demand elasticity coefficients, were generated while considering following factors Macro-economic scenario growth rate (s) and composition of NSDP Road influence area population, size and urbanization Reduction in truck overloading and changes in trucking fleet Increase in vehicle productivity due to improved road condition Shift in personalized travel modes over the period of time Changes in the inter-modal share of passenger and freight demand The data are presented in Tables 4.18 Table 4.18: Transport Demand Elasticity Coefficient based on NSDP in Kerala

Year

Mode

2007

2012

2017

2022

Beyond 2022

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

Cars

Growth in population and per-capita income are the principal parameters for for ecasting future passenger traffic demands. The following formula combines these parameters parameters with the passenger vehicle elasticity: Annual growth rate = [(1 + P/100) (1 + I/100) – 1] x 100 x E

Where: P = annual population growth rate I = annual per-capita 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 i n various parameters such as population, NSDP, primary and secondary industries, trade and commerce, fuel consumption consumption etc. could only be estimated with limited limited accuracy. Three scenarios related to future socio-economic socio-economic trends in the form of ‘most probable’, ‘pessimistic’ ‘pessimistic’ and ‘optimistic’ are thus (cxix)

Traffic

adopted for comparison with the growth rates determined from the analyses of category wise growth of motor vehicles in Kerala state. The growth rate obtained from elasticity method is named as ‘most probable’. Other two considerations of 10% lower and 10% higher growth rates in comparison with most probable case are named as ‘pessimistic’ and ‘optimistic’ respectively. The growth rates developed for each of these scenarios are summarised in Tables 4.19. Table 4.19: Traffic Growth Rates Based on Elasticity of Transport Demand Year Mode

20072011

20122016

20172021

20222026

20272031

Beyond 2031

Scenario-1: Projected Most Probable Traffic Growth Rate

Cars

7.1

7.8

7.0

6.3

5.7

5.7

Buses

5.9

6.6

7

6.3

5.3

4.7

Trucks

4.5

4.9

4.5

4.0

3.6

3.6

Motorised Two-wheelers

6.4

7

7.2

6.1

5.3

5.1

3 wheeler

8.7

9.5

9.9

8.7

7.7

7.4

Scenario-2: Projected Pessimistic Traffic Growth Rate

Cars

6.4

7.0

6.3

5.7

5.1

5.1

Buses

5.3

5.9

6.3

5.7

4.8

4.2

Trucks

4.0

4.5

4.0

3.6

3.2

3.2

Motorised Two-wheelers

5.8

6.3

6.5

5.5

4.8

4.6

3 wheeler

7.8

8.6

8.9

7.8

6.9

6.6

Scenario-3: Projected Optimistic Traffic Growth Rate

Cars

7.8

8.6

7.7

6.9

6.2

6.2

Buses

6.5

7.3

7.7

6.9

5.8

5.2

Trucks

4.9

5.4

4.9

4.4

4.0

4.0

7

7.7

7.9

6.7

5.8

5.6

9.6

10.5

10.9

9.6

8.5

8.1

Motorised Two-wheelers 3 wheeler

These growth rates have been calculated with detailed study of economic indicators of Kerala state and from the guidelines of World Bank for the calculation of elasticity for different vehicles. The above growth rates have been used for the economic evaluation of the project road. Traffic Growth Rate of 5% for BOT projects. The project ro ad is on BOT basis the traffic projection has also been done on 5% traffic growth on per practice of NHAI.

4.11 TRAFFIC PROJECTIONS Traffic projection exercise for the Project road for the appraisal period, i.e. 2021-31, consists of projecting the current AADT (2006) to future years by using year-to-year growth rates, generated and divertible traffic. Normal Traffic Growth rates related to vehicles have been derived earlier in Section following different approaches, namely:

Growth rates of vehicle population in Kerala Traffic growth rate related to the likely future national NSDP growth (cxx)


Vehicle Registration

Based on the growth rate processed in Table 4.17 , the traffic projections have been computed. Elasticity of Transport Demand

Forecast has been done for all the scenarios given. The Traffic growth rate based on elasticity of transport demand for most probable scenario has been adopted for the project road.

Diverted Traffic Diverted traffic refers to the traffic likely to come from other alternative roads to the Project road in view of savings in VOCs, time, etc. after the improvement.

Generated Traffic

As the Project road connects Major districts, up-gradation of the project road will be a big boost to the region and the trip rate will increase in the area. The Consultants on the conservative side have assumed about 10 % generated traffic. Traffic Projection on Road Sections

Considering the base year traffic (2006), and the p roposed growth rates, and generated and diverted traffic, the traffic projections exercise has been carried out for the entire project appraisal period. The results of t he traffic projections (2006-2036) for all the road sections in P CUs are summarized in Table 4.20. Table 4.20: Projected Traffic for Road Sections in PCUs (Based on Most Probable Traffic Growth Rate)

Year

Km 149 to 159.2

Km 159.2 to 188

Km 188 to 239

Km 239 to 260.2

Km 260.2 to 290

Km 290 to 320

2006

28154

17189

19814

30791

16522

16128

2007

29901

18224

21040

32746

17561

17136

2008

31753

19325

22344

34826

18674

18210

2009

33731

20493

23734

37049

19855

19356

2010

35838

21740

25211

39420

21116

20578

2011

38078

23065

26791

41946

22459

21879

2012

40707

24610

28640

44908

24028

23404

2013

43526

26267

30623

48086

25719

25039

2014

46553

28040

32758

51508

27527

26788

2015

49786

29933

35041

55174

29463

28666

2016

53260

31957

37491

59114

31546

30680

2017

57010

34096

40082

63357

33728

32807

2018

61038

36378

42868

67915

36070

35090

2019

65371

38820

45852

72821

38576

37537

2020

70035

41432

49055

78106

41261

40162

(cxxi)

Traffic

Year

Km 149 to 159.2

Km 159.2 to 188

Km 188 to 239

Km 239 to 260.2

Km 260.2 to 290

Km 290 to 320

2021

75046

44232

52492

83784

44143

42976

2022

79743

46889

55766

89185

46875

45654

2023

84737

49716

59250

94953

49782

48500

2024

90064

52720 52720

62967

101111

52869

51539

2025

95742

55904 55904

66926

107686

56156

54772

2026

101792

59298

71146

114709

59660

58214

2027

107427

62451

75097

121271

62934

61434

2028

113383

65777

79277

128232

66392

64841

2029

119693

69291

83698

135604

70046

68444

2030

126364

72993

88377

143428

73906

72254

2031

133425

76908

93332

151719

77993

76290

2032

140520

80838

98344

160078

82138

80376

2033

148009

84982

103637

168920

86507

84686

2034

155912

89345

109232

178284

91123

89238

2035

164263

93940

115140

188183

95991

94048

2036

173081

98782 98782

121382

198663

101134

99131

TABLE 4.20 (A) PROJECTED TRAFFIC ON 5% TRAFFIC GROWTH FOR ROAD SECTION IN PCUS. PCUS. Link1-KM 151 Year

Link-2 Km 188

Link-3 km 237

Link-4 km 250

Link-5 km 290

Link-6 km 318

Total PCUs

By pass PCUs

Total PCUs

Total PCUs

Total PCUs

By pass PCUs

Total PCUs

Total PCUs

2006

28154

16793

17189

19814

30791

18368

16522

16128

2007

29558

17735

18046

20795

32315

19389

17352

16931

2008

31031

18619

18945

21823

33915

20349

18212

17782

2009

32574

19544

19891

22902

35596

21358

19125

18667

2010

34201

20521

20889

24040

37361

22417

20079

19602

2011

35905

21543

21929

25227

39216

23530

21087

20578

2012

37697

22618

23027

26479

41158

24695

22139

21607

2013

39571

23743

24170

27788

43203

25922

23249

22689

2014

41546

24928

25381

29166

45346

27208

24413

23819

2015

43620

26172

26647

30618

47598

28559

25630

25012

2016

45792

27475

27980

32139

49958

29975

26914

26258

(cxxii)


Link1-KM 151 Year

Link-2 Km 188

Link-3 km 237

Link-4 km 250

Link-5 km 290

Link-6 km 318

Total PCUs

By pass PCUs

Total PCUs

Total PCUs

Total PCUs

By pass PCUs

Total PCUs

Total PCUs

2017

48118

28871

29374

33739

52435

31461

28259

27572

2018

50565

30339

30847

35407

55043

33026

29673

28946

2019

53141

31885

32385

37171

57778

34667

31156

30399

2020

55860

33516

34004

39018

60653

36392

32710

31915

2021

58727

35236

35705

40961

63669

38201

34350

33508

2022

61647

36988

37487

42998

66838

40102

36071

35186

2023

64711

38827

39366

45138

70159

42095

37870

36945

2024

67933

40759

41330

47385

73651

44191

39761

38788

2025

71313

42788

43397

49742

77315

46389

41752

40726

2026

74858

44914

45561

52220

81160

48696

43841

42763

2027

78584

47150

47840

54820

85202

51121

46034

44900

2028

82492

49495

50225

57548

89442

53665

48334

47144

2029

86604

51962

52737

60416

93891

56335

50750

49505

2030

90909

54545

55374

63426

98572

59143

53290

51980

2031

95437

57262

58141

66589

103481

62089

55952

54574

2032

100189

60113

61046

69905

108641

65185

58750

57303

2033

105177

63106

64099

73391

114050

68430

61687

60167

2034

110414

66248

67300

77052

119735

71841

64772

63171

2035

115916

69549

70662

80894

125695

75417

68009

66334

2036

121690

73014

74199

84927

131960

79176

71411

69647

4.12 CAPACITY ANALYSIS Capacity Analysis for project road section is carried out to define the level of service (LOS) offer by road under the prevailing roadway & traffic condition. Table 4.21 shows the estimated capacities for various peak hour factors as per road user cost study report. Table 4.21: Carriageway Capacities in (PCUs/Day) as per Road User Cost Study (MORTH) Two Lane Earthen Two Lane Paved PHF

a)

Capacity

D.S.V

Capacity

D.S.V

IRC 64-1990 D.S.V. D.S.V. Earthen Paved

Suggested* D.S.V. Earthen

D.S.V. Paved

Carriageway Capacities in (PCUs/Day) for 2-lane Road

10

25000

12500

30000

15000

15000

17250

15000

17250

8

31250

16000

37500

18750

-

-

-

-

7

35700

17850

42840

21420

-

-

19000

23000

(cxxiii)

Traffic

Two Lane Earthen Two Lane Paved PHF

IRC 64-1990 D.S.V. D.S.V. Earthen Paved

D.S.V. Earthen

D.S.V. Paved

-

23500

28500

-

-

-

Capacity

D.S.V

Capacity

D.S.V

6

41650

20825

49980

24990

-

-

5.5

45450

22725

54540

27270

-

5

50000

25000

60000

30000

-

b)

Suggested*

Carriageway Capacities in (PCUs/day) for Four Lane Road

10

80000

40000

93000

46000

35000

40000

35000

40000

8

100000

50000

116250

62500

-

-

-

-

6

133280

66640

166600

83300

-

-

-

-

5.5

145440

72720

181800

90900

-

-

75000

90000

5

160000

80000

200000

100000

-

-

-

-

* Road User Cost Study ( MORTH)

At present the peak hour factor (PHF) on the project stretch is between 6 to 7% (Refer Table 4.3), therefore for the future capacity analysis 7% has been adopted. From the Table 4.21 Design Service Volume for four lane paved shoulders with afore mentioned peak hour factor is between 75,000 PCUs/Day , based on this Capacity analysis has been carried out for all the sections. Within next thirty Years (2006-2036) at which year traffic crosses LOS ‘B’ for various road sections with & without improvement are presented in Table 4.22(a) for traffic growth as per most probable traffic growth rate Table 4.22(b) represent LOS on the basis of 5% traffic growth. Table 4.22 (a): Year by Which L OS ‘B’ Terminates (Most Probable Growth Rate)

Links

1*.

2.

3.

4*.

5.

6.

Chainage (Km) / Section

149-159.2 Valapattanam- Matanoor Junction 159.2-188 Matanoor Junction-Mahe 188-237 Mahe-Puthianarath 239 -262 Puthianarath- Ramanattukara 262-290 Ramanattukara- Kottkal 290-318 Kottakal-Kuttipuram

Year by Which Two lane Capacity Terminates

Year by Which Four lane (Paved Shoulders) Capacity Terminates

Already exceeded Two lane Paved Shoulder capacity

2022*


2030


2028


2020*

2007

2030

2007

2030

* This Link Cater Local and Bypass Traffic. Traffic.

In Table 4.22 (a) the capacity analysis of various road sections shows that, four sections of the total stretch would cater the traffic with LOS “B” until 2030. Two sections (link 1 *& link 4 *), which fall within Kannur (cxxiv)


and Calicut city limits would cross the required Level of Service by year 2022, and 2020. Table 4.22(b) shown that LOS ‘B’ lasts beyond year 2033 in all sections. From O-D Survey data analysis 35% of the total traffic at Kannur and 30 % of the traffic at Calicut would bypass. In this project Kannur bypass is proposed and Calicut By pass construction would be completed soon. Hence, major traffic would bypass on link 1* and Link 4* and it will reduce the traffic to the level of other project stretch links making it uniform with respect to traffic flow. So LOS “B” would be maintained on link 1& 4 until year 2028 . Table 4.22 (b) Capacity Analysis of Projected Traffic (5% G. Rate) for LOS “B”

Links

Chainage (Km) Section

149-159.20

1

Valapattanam- Matanoor Junction 159.2-188

2

Matanoor Junction-Mahe 188-237

3

Mahe-Puthianarath 239 -262

4

5

6

4.13

PuthianarathRamanattukara

Year by Which Year by Which Year by Which Two Four lane (Paved Four lane (Paved lane Capacity Shoulders) LOS Shoulders) LOS Terminates "B" Terminates "B" Terminates for for PHF 10% PHF 7%


2024

2036


2023

2036


2021

2033


2022

2035

2007

2025

Beyond 2036

2007

2025

Beyond 2036

262-290

Ramanattukara- Kottkal 290-318 Kottakal-Kuttipuram

DESIGN OF MAJOR JUNCTIONS

There are fifteen important junctions on the project stretch. The base year (2006) flows at all junctions are factored by the projected growth corresponding to the trips. The peak h our flows in the base year 2006 and the predicted peak hour flows in the year 2021 and 2031 f or all major junctions are illustrated in Table 4.23.

Table 4.23: Predicted Peak Hour Flows at a ll Major Junctions Chainage (km)


TMC-1

149.00

TMC-2

Sl. No.

Peak Hour Flows including all the Arms (PCUs) 2006

2021

2031

Papanserry

1355

4134

7888

159.00

Melachova

3218

9962

19079 19079

TMC-3

168.00

Edakkad

953

2897

5508

TMC-4

177.00

Talsherry

2417

7552

14522

TMC-5

184.00

Mahe

1732

5279

10067

TMC-6

195.50

Edicherry

1562

4667

8721

(cxxv)

Traffic

Sl. No.

Chainage (km)


Peak Hour Flows including all the Arms (PCUs)

TMC-7

199.90

Vadakara

2610

8374

16578

TMC-8

222.00

Koyalandi

2263

6941

13270

TMC-9

239.00

Pavangad

1946

6629

13400

TMC-10

244.00

Nadakkav

4209

13962

27711

TMC-11

252.00

MeenChanda

2575

8501

16973

TMC-12

260.00

Ramanattukara

2346

7390

14358

TMC-13

290.00

Kotakkal

2310

6847

12795

TMC-14

310.00

Valenchery

3739

14925

27564

TMC-15

317.50

Kuttipuram

1566

5017

9779

Highway grade separators are envisaged at intersection of divided rural road if the ADT (fast vehicles only) on the cross road within the next 5 years is likely to exceed PCU/hr. and otherwise the need for such facilities could be kept in view for future consideration/construction. consideration/construction. An interchange may be justified when an at-grade intersection fails to handle the volume of traffic resulting in serious congestion and frequent choking of the intersection. This situation may arise when the total traffic of all the arms of the intersection is in excess of 10,000 PCU/hr. Based on the peak hour flow the at-grade junctions will be designed as per MOSRT &H standards. Intersections at km 149, 159, 168, 177, 184, 290, 310, 317.5 are under city and town limits where bypasses are proposed; hence, these intersections would be maintained as at-grade intersections. Grade separators are proposed wherever National Highways crossing National Highways and State Highways, they are at km 200, 222, 239, 244, 252, 260. The types of intersections proposed are given in Table 4.24. Table 4.24: Proposed Design of Intersections

Sl. No.

Chainage (Km)


Suggested Design of Remarks Intersections

TMC-1

149.00

Papanserry

At-Grade

TMC-2

159.00

Melachova

At-Grade

Bypassed

TMC-3

168.00

Edakkad

At-Grade

Bypassed

TMC-4

177.00

Talsherry

At-Grade

By passed

TMC-5

184.00

Mahe

TMC-6

195.50

Edicherry

TMC-7

200.00

Vadakara

TMC-8

222.00

Koyalandi

At-Grade

Bypassed

TMC-9

239.00

Pavangad

Grade Separator

State Highway

TMC-10

244.00

Nadakkav

Grade Separator on Bypass

NH-212

TMC-11

252.00

MeenChanda

At-Grade

By passed

TMC-12

260.00

Ramanattukara

Grade Separator on Bypass

NH-213

TMC-13

290.00

Kotakkal

At-Grade

Bypassed

TMC-14

310.00

Valenchery

At-Grade

Bypassed

At-Grade At-Grade

Grade Separator

(cxxvi)

Bypassed

By passed -

State Highway


Sl. No.

Chainage (Km)


TMC-15

317.50

Kuttipuram

Suggested Design of Remarks Intersections

At-Grade

-

•••

5. PRELIMINARY ENVIRONMENTAL IMPACT ASSESSMENT 5.1

INTRODUCTION

Good surface connectivity is important for all developing countries to ensure a reasonable rate of economic growth as well as to bring down the existing imbalance in the stages of economic development amongst different regions of the vast country like India. The need for faster growth in the economic and social social sectors has propelled the Government of India to invest liberally in infrastructure development program and strengthening the road network of the country has got a focus. There is a realization that improved connectivity goes a long way in integrating the markets in the country and providing a level playing field for the manufacturers and producers located in different regions. The present project covers the stretch of the NH 17 between Kannur and Kuttipuram. The project road starts off at km148.000 in Kannur district and terminates at Kuttipuram (km 318.00) in the district of Mallapuram. It traverses through four districts like Kannur, Mahe, Kozhikode and Mallapuram. Mahe is in Pondicherry while the other three districts are in Kerala. The noteworthy feature of the project road is the fact that this dates back to the colonial days. The project road has been divided into two Packages Package-I (km 148.000 to km 230.000) Package-II (km 230.000 to km 318.000) The environment clearance is done by the competent authority for the entire project not as per construction packages and therefore the environmental study has been described for the entire project. 5.2

DESCRIPTION OF THE PROJECT

The project starts off from Valapattanam bridge at 148.000km in Kannur district and after traversing through the districts of Mahe, Kozhikode, terminates at Kuttipuram in the district of Mallapuram. The project passes through the settlements of Kannur, Edakkad, Thalassery, Mahe, Vadakara, Koilandy, Thiruvangoor, Kozhikode, Feroke, Rananthkara, Irumpu Chola, Kottakkal, Vattapara, Valancherry and Kuttipuram. The existing right of way varies between 8.70m and 40.30m. the road in general has 2-lane carriageways with paved shoulders as well well as earthen shoulder shoulder and the total carriageway carriageway ranges between 5.00m and 10m. The road has nine railway crossings of which 4 have ROBs and 3 others are under construction. Other two crossings have level crossing. In the improvement proposal of these 9 level crossing, 7 nos. are being avoided and one crossing is added. added. The two existing ones have ROBs ROBs and parallel ROBs are needed. The additional crossing will require a 4 lane ROBs. The project road has 25 existing bridges of which 10 are major. 368 culverts dot the existing alignment. Improvement proposals of the existing 2-lane road have the following features: Strengthening of the existing 2-lane carriageway Construction of two additional lane carriageway Construction of new flexible pavement along the existing 2-lane carriageway Construction of new 4-lane carriages for bypasses and realigned stretches (cxxvii)

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Provision of service roads and medians Construction of 2-additional lane bridges by the side of the existing bridges Construction of 18 new bridges on the proposed bypasses 95 culverts have been proposed to be retained and extended; 262 new culverts will be constructed on the stretches of the bypasses and existing road stretches on entire project road and 315 nos. H. P. culverts have been provided on junctions. To avoid congested settlements 6 bypasses have been proposed and these are Kannur, Thalassery-Mahe, Koilandy, Kozhikode, Kottakkal, and Valanchery Road side amenities like bus shelters. Trauma and first-aid centers, food plazas and break journey points have been provided 10 pedestrian underpasses and 25 pedestrian cum vehicular underpasses will be put in place with facilities for use by physically handicapped persons and one overpass. 5.3

METHODOLOGY

Environmental Impact Assessment is the process in which environmental factors are integrated into the project planning and decision-making so as to achieve ecologically sustainable development. Best practice EIA tries to identify environmental risks, lessens conflict by community participation, and minimizes adverse environmental effects. This has to consider all environmental parameters that are likely to be impacted by a project. Such parameters may be bio-physical, socio-economical or cultural. The entire exercise goes through the stages of screening, scoping, baseline survey, analysis of alternatives, identification and assessment of impacts. Suggesting mitigation measures for mitigation of adverse impacts at different stages of the project like the design phase, construction phase and the operation phase through development of EMP is also a part of this process. The EMP also recommends enhancement measures in specific areas. The Environmental Monitoring Program has been developed to monitor implementation of mitigation measures on ground and provides detailed time schedule and duration of monitoring measures. A budget also has been developed to take care of the costs of mitigation, enhancement and monitoring of environmental parameters.

The consultation process established for the project has employed a range of formal and informal consultative tools including interview survey, Focus Group Discussions (FGDs), on-site consultation and meetings. The enactment of the participation and consultations with the stakeholders was done at various levels throughout the project preparation stage. District Level consultation was carried out involving the officers of the Forest Department, Agriculture Department, the State Pollution Control Board, Irrigation and Waterways Department etc Village level consultations were held in rural, suburban and urban areas along the corridor of impact of the project road to inform people about the purpose and preliminary design of the project. Such consultations provided a means to get the opinion of the people and their issues issues of concern. Village/local level consultations were held at different locations. The consultation sessions have been proposed to be continued during the implementation and monitoring stages of the project. 5.4

REGULATORY FRAMEWORK

The proposed rehabilitation and up gradation of the NH17 between km 180.00 at Kannur and km318.00 at Kuttipuram has the following features: The land acquisition along the existing alignment and 6 proposed bypasses is substantial. Small stretches of the road pass through municipalities and rural areas included in CRZII and CRZ III in the notification on Coastal Regulation Zones of Kerala The construction of bridges on rivers and backwaters may impact some mangrove vegetation along such water bodies In this context, the project will require environment clearance from the MOEF, GOI. The procedure will involve conduction of public hearing by the State Pollution Control Board of the State Government of Kerala. The road being located in the coastal region of the state, the State Pollution Control Board may like to have a CRZ clearance report from the Coastal Management Authority of the State. This Authority will require a CRZ status report from one of their approved agencies for issue of the clearance as applied for by the Proponent. (cxxviii)


Tree felling will require the prior approval of the Department of Forests. Prior to grant of such permission a joint verification of trees between the proponent organization and the Department of Forests is a requirement. Compensatory plantation has to be undertaken as per proposal drawn up by the State Forest Department. 5.5

ENVIRONMENTAL SETTING

5.5.1

Physical Resources

Rainfall The region receives rainfall during the southwest monsoon that sets in the first week of June and extends till September. The North-East monsoon prevails during the period of mid-October to November. Kannur, Kozhikode districts receive annual average rainfall of 3438mm and 3266mm; Mahe and Mallapuram receive annual rainfall of 3387 mm and 2900mm respectively.

Temperature The region has an oppressive hot season extending between March and May. The mean daily maximum temperature is about 35 degree Celsius. A low temperature of about 20 degree Celsius prevail for some days during the months of December and January.

Humidity Humidity in the study area is generally high. The relative humidity varies between 77% to 94% in Kannur and 73% to 94% in Kozhikode. During the drier period of December-March the relative humidity varies between 70% and 75%.

Windspeed Wind direction changes from North-East in the hours of the morning to west in the afternoon. During the South-West monsoon between June and September the wind blows predominantly in the southwest. Average wind speed in Kannur varies between 2.1 km and 3.3 km per hour.

Topography The topography of the entire section of the project corridor is open, plain in general and rolling in stretches. The sandy coastal lowlands are comparatively narrow.

Geology, Rocks and Soil Geological rock formations include a variety ranging from the Archeans to the recent. Archeans occupy the midland and highland regions of the district having representations of rock-types like charnockites, and hornblende- biotite gneiss. laterite, alluvium, lime shells, lignified woods etc cover the remaining portion of the coastal area. Soils in the area of influence are represented by redsoil, coastal alluvial soil, riverine alluvial soil, acidic saline soil and black soil.

Water resources The project corridor is rich in water resources. Rivers, backwaters, canals and other water bodies occur in the project corridor.5 major rivers include the Valapattanam river, the Kattampally, Koyar, Parapuzzah and Bharatpuzzah. Morad backwaters also come in the corridor. 12 irrigation canals are present along the road. Other streams coming along the project include Anjarkandi, Dharmadam, Eranjolipuzah, Kuttiary , Kallai, Arapuzah and Kadalundipuzah. All these rivers and streams originate from the western slopes of the Western Ghats and flow westwards into the Arabian Sea.

Water Quality (cxxix)

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Six locations have been selected for monitoring of water quality and these include locations for both surface and ground water. Surface water locations include river waters and backwaters. People consulted generally did not have any complaints about water quality. But they were not sure about the quality of backwaters.

Air Quality Air quality will be monitored at six selected locations in the complete section packages-I & II. The monitoring stations are to be representative of rural, commercial and residential areas. People consulted felt that that air quality along the road stretch is generally good.

Noise quality Six locations have been fixed for noise level monitoring and these included samples from residential, rural and commercial areas. People perceive that noise quality has problems in settlement and commercial areas particularly during the hours of the day. 5.5.2

Ecological Resources

Flora The major ecological component in the project corridor is represented by the roadside vegetation all along the stretch varying in densities and composition. The girth class distribution also indicates that there is considerable difference in distribution of age classes. These are primarily broad-leaved species and include Cocos nucifera, Areca catechu, Anacardium occidentale, Acacia auriculiformes, Tamarindus Tamarindus indica, Cassia Cassia spp., Delonix regia,Terminalia regia,Terminalia catappa, Azadirachta Azadirachta indica, Swietenia spp. Artocarpus integrifolia etc. This vegetation not only provides shade but also provide fruits, flowers, fuelwood and small timber for the roadside communities. The corridor along the proposed bypasses has a much larger number of trees most of which are fruitbearing and these include Cocos nucifera, Areca catechu, Artocarpus integrifolia, and Mangifera indica. Some mangrove vegetation occurs along the banks of backwaters and major rivers. Mangrove vegetation has representation of species like Avicennia like Avicennia spp., Sonneratia spp. spp . and Rhizophora spp. The Institute of Ocean Management has identified some ecologically important mangrove areas in Kannur of these three such areas at Dharmadam- Edakkad, Dharmadam Puzha& Anjrakandipuzah and Valapattanam estuary come within the indirect area area of influence. These mangrove vegetation have species like Avicennia marina, Rhizophora mucronata, Excoecaria agallocha, Acrostichum aureum, Acanthus illicifolius and Cerebra manghas. The aquatic flora of the different water bodies in the project area of influence is represented by a variety of floating, emergent, marginal and submerged vegetation. Phytoplanktons are represented by blue green algae, green algae, diatoms, dinoflagellates etc. Some reserved forests/ vested forests of Kannur Forest Division will fall in the indirect area of influence of the project.

Fauna Fish resources of the variety of water bodies constitute the major fauna of the project area of influence. The Arabian sea, brackish water bodies and fresh water rivers have distinct assemblages of fishes. Fish fauna of the backwaters and fresh water include Oil sardines, Sole, Silverbellies, Catfish, Seer, Mackaeral, Pomphret, Ribbonfish, Skates, Whalebait, Chirocentrus, prawns etc. Some of the dominant fishes recorde in the mangrove areas are of Mugil cephalus, Mugil cunn parsia, Lates calcarifer, Chanos chanos Etroplus suratensis, Tachysurs spp. etc. Common wetland birds and birds of the rural, semi-urban and urban areas are also components of the faunal assemblage. Snakes, rodents, frogs , mongooses, civets etc are also found along the project corridor. 5.5.3

Cultural, Historical and Archaeological Resources

(cxxx)


Some important historical and archaeological resources occur in the project area of influence. These include Arakkal Museum in Kannur town, Kunhalli Maraikkar Memorial near km 203.00 located 3 km away from the project road. Kappad beach in Kozhikode. It has a memorial erected to mark the landing of Vasco-de-gama in 1498. Kadampuzzah temple located 2km away from the project road near km 302.70 is an important cultural resource for the local community. Thalassery Fort is located 150 metres away from the existing alignment at Thalassery town.

Approximately 83 religious structures like temples, mosques and churches come along the project road. 5.6

PUBLIC CONSULTATION The importance of early communication with the stakeholders during environmental assessment can hardly be overemphasized. The stakeholders can provide pools of information into the process, regarding concerns to be recognized, considered or to be reflected. In this context, public consultation was carried out during the study period as an integral part of environmental assessment process to assess the people’s reaction to the proposed project, and to solicit views of stakeholders, which could be incorporated in the project design. Such consultation was also intended to generate a sense of belonging and involvement amongst the stakeholders. Public consultation revealed that the communities use the road extensively for a variety of purpose. So local people in the immediate neighborhood have an interest in widening of the road but they had some reservation in case this results in excessive dislocation of people and properties.. One of the major decisions taken from consultations was to avoid some congested settlements by bypasses. Other issues like compensation, drainage problem, safety, impact on roadside vegetation, compensatory plantations and impact water bodies etc. raised by people during consultations have been taken into consideration while devising mitigation measures.

5.7

ANALYSIS OF ALTERNATIVES

There has been a conscious decision to stick to the existing alignment wherever possible causing minimal social concern while undertaking the proposed rehabilitation and upgradation work. To reduce damages to roadside vegetation and to keep down the level of d islocation of people and properties the option of concentric and eccentric widening was exercised all along the alignment. Six bypasses have been proposed to avoid congested settlements and areas prone to accidents. The proposed bypasses have been aligned involving minimal dislocation of assets and properties. Analysis of alternatives for the existing alignment has been carried out qualitatively for for scenarios ‘With the project’ and ‘Without ‘Without the project’. Analysis of alternatives alternatives has also been done for bypasses. 5.8

ASSESSMENT OF ENVIRONMENTAL IMPACTS

5.8.1

Land and Physiography

The road stretch passes through an open, plain and rolling topography. The land acquisition also has been kept at minimum on the existing alignment Substantial land acquisition is involved in six bypasses. There will be no high embankments except at bridge approach locations. The borrow pits will be restored before decommissioning. The identified quarries will however be poorer in resources after meeting the requirement of aggregates and broken metals of different specification. Thus there will be only low level impact on land and physiograhy. Whatever be the level of impact, such impacts will be permanent and irreversible. 5.8.2

Climate

No major impact on any of the climatic parameters is anticipated. There may however be minor temperature changes in stretches wherefrom dense roadside vegetation will get removed. This will be local and felt by people living close by, pedestrians pedestrians and slow-moving traffic using these these stretches. The removal of a very large number of trees from the areas through which the bypasses have been aligned will also impact microclimate. This impact will be mid-term, and reversible. 5.8.3

Air, and Noise Quality

Air quality will surely be impacted impacted during the pre-construction and the construction construction phase. SPM and RPM will be a major concern particularly in areas of congested settlements and busy junctions. junctions. This is likely to worsen during the construction phase and this is attributable to operation of the construction machinery and (cxxxi)

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the vehicular traffic. Some congested towns towns have been bypassed. bypassed. These locations locations will get relief from high noise level. Some sensitive receptors will require to be protected from disturbing noise level through provision of temporary improvised sound barriers or permanent sound barriers. Impacts of air pollution along most of the stretch of the proposed road will be moderate to low because the project road traverses a region close to the sea. Air quality and noise quality are likely to improve during the initial years of co mmissioning mmissioning of the road because of larger paved surfaces and smoother riding quality resulting in less fuel consumption consumption of the vehicular traffic. This amelioration may however be negated over the years through neglect of road maintenance and rise in traffic density. Noise level attenuation may also be achieved through successful establishment of compensatory plantation plantation along the project corridor over a much larger area in a few years after decommissioning. decommissioning. 5.8.4

Water Resources

The project corridor is rich in water resources. A n umber of bridges have also has been proposed bypasses. Additional two-lane bridges have been proposed along the existing bridges The road drainage through construction of appropriately designed cross-drainage structures and lined longitudinal drains Will be put in place to take care of storm water. The turbidity of water bodies in some stretches may be affected though the increased sedimentation/siltation sedimentation/siltation arising out of loosened soil because of tree removal, clearing/grubbing of vegetation in construction camps, stockyards etc. Careless disposal of wastes for construction camps may also add to the pollutant load of such water bodies. Release of construction materials like cement concrete, paints etc may have significant local impact on water bodies where construction will be taken up. This impact on aquatic flora and fauna can can be attributed to increased increased alkalinity, turbidity and addition addition of heavy metals. metals. Accidental spills of petroleum products and other h azardous wastes may also impact the water bodies adversely. Depending upon the causative factor, such impacts will be low to high. Temporally and spatially the impacts will largely be local and short term. All such impacts shall be reversible. 5.8.5

Flora and Fauna

The road stretch has strip plantation all along the stretch. In stretches of existing alignment, the roadside plantation is of varying density such plantations have a reasonable mix mix of a variety of species. Trees of different girth classes will be impacted by the project execution. Approximately Approximately 6031 trees will be impacted through widening along the existing alignment. The construction of proposed 6 bypasses will impact a large number of trees. A rapid enumeration of trees indicated that approximately 74628 trees are likely to be impacted. This is perceived as loss by the roadside communities and a great loss by the communities coming along the bypasses. The removal of roadside vegetation may impact some climatic parameters at micro level as brought out earlier. The communities feel that usufructs like fruits, fuelwood, small timber will also cease to flow to the beneficiaries. The slow moving traffic and pedestrians will miss the comforting shade particularly during summer. The common birds using this vegetation for perching and nesting will have to look for new areas. But such impacts will be felt almost all along the stretch. Temporally and directionally such impacts will be midterm and reversible. Water resources are rich in flora and fauna. Phytoplanktons, zooplanktons zooplanktons and fish resources may be impacted adversely through increased turbidity and alkalinity as described e arlier. Spatially, temporally and directionally such impacts will be local, short term and reversible. 5.8.6

Archaeological, Historical and Cultural Resources

No archaeological or historical resources will be impacted. Out of 83 religious structures located in the immediate corridor of impact, 52 religious structures are likely to get i mpacted.

5.9 MITIGATION MEASURES Mitigation measures suggested against specific environmental impacts are presented below in a tabular form for different stages like the design, construction and the operation. Design Phase Measures – General Impacts

Land Acquisition

Mitigation Measures RoW has been kept minimum as 45 m along the existing road and at Bypasses. 195.55 ha of of land will be acquired for widening along the existing alignment and 179.70ha of land will be required for 6 bypasses (cxxxii)


Impacts

Mitigation Measures

Major Displacement

To avoid displacement, six bypasses have been proposed at Kannur, Thalassery-Mahe, Koilandy, Kozhikode, Kottakkal, Valanchery.

Removal of Trees

Alignment design considered to reduce the number of trees to be impacted through adoption of appropriate widening options.

Impact on public utilities e.g. community wells etc.

Some public utilities like drinking water wells will be impacted. All such utilities shall be shifted in consultation consultation with the communities before the starting of construction work.

Impact on Cultural Sites

Widening along the existing alignment has been finalized considering minimum damage to religious structures of different communities

Access Restriction

Vehicular and pedestrian underpasses provided; proper signposts for people have been included in the design. Service roads have been provided in congested locations. Medians will be provided to segregate traffic

Borrow pits

Locations selected considering minimum loss of productive land and feasibility of restoration to productive use.

Air and noise quality

Provision of by-pass will save congested settlement at Kannur, Thallessery-Mahe, Kozhikode, Kottakal-Edarkode and Valanchery. This will give relief from increased levels of pollutants; such location will get respite from disturbing noise level; sensitive receptors will be provided with noise barriers in the form of green belt or walls.

Drainage

Lined drains and adequate number cross-drainage structures proposed on the existing alignment and proposed bypasses to prevent water-logging and f looding.

Construction Phase: Land E nvironment Impacts

Mitigation Measures

Soil Erosion

Proper planning for slope stabilization, topsoil storage, plantation and turfing on slopes.

Loss of topsoil

Arable lands will be avoided for earth borrowing. If needed, topsoil will be separated and stockpiled after excavation for reuse in restoration of borrow pits and median plantations

Borrowing of fill materials

Excavation from pre-selected locations. After excavation, the borrow pits will be dressed to match with the surround. In specific cases borrow pits can be excavated in consultation with local people to use those pits as water harvesting points or surface storages for pisci-culture. Some borrow-pits could be enhanced as rural recreation sites in consultation with communities

Disposal of Construction waste

Controlled and organized dumping of construction waste. Only pre-selected locations conforming to local environmental regulations will be used.

Disposal of human waste by construction workers.

Specific landfill sites will be identified to manage solid waste generated from habitation of construction workers. (cxxxiii)

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Construction Phase : Air & Noise Pollution Control

Impact

Measures

Generation of Dust

Water will be sprayed during construction phase, in earth handling sites, asphalt mixing sites and other excavation areas for suppression of dust.

Dust emission from piles of excavated material should also be controlled by spraying water on the piles. Special care should be taken when working near schools and medical facilities.

Dust emission is a high-risk problem in the stone crushing activities. Workers are exposed to high level of dust pollution. It will be responsibility of the project proponent to ensure that stone crushers supplying materials for this project implement air pollution control and workers are provided with masks. Stone crushing units should meet the requirements under Environment (Protection) Rules, 1986. Gaseous Pollution

Vehicles and machineries will be regularly maintained to conform to the emission standards stipulated under Environment (Protection), Rules 1986.

Asphalt mixing sites should be located at least 500 m away from residential areas. Workers working in asphalt mixing and subsequent application of asphalt mix on road surface are exposed to high level of carcinogenic emission. These workers should be provided with masks and it will be responsibility of the supervising officers that the workers use the masks. Noise

Noise levels of machineries used shall conform to relevant standards prescribed in Environment (Protection) Rules, 1986. Workers shall not be exposed to noise level more than permitted for industrial premises, i.e. 90 dBA (Leq) for 8 hours. Workers exposed to high noise level should use ear plugs.

Construction work generating noise pollution near the health facilities and residential areas should be stopped during night. Noise attenuation measures e.g. planting of trees, noise attenuation structures to be erected as required. Construction Phase: Protection of Water Resources Impacts

Siltation into water bodies

Mitigation Measures Cofferdams or similar measures will be implemented during construction on backwaters/ other water bodies. Steep and erodible slopes will be vegetated to prevent erosion that causes siltation. No solid waste will be dumped near the water bodies or rivers.

Flooding due to siltation of Excavated earth, and other construction materials should drainage channel be stored at safe distance to prevent washing out of such materials

(cxxxiv)


Impacts

Mitigation Measures

Water use for construction

Water sources would be selected so that local availability is not affected. Local water bodies, tube wells, wells will not be used. Borehole by contractors will be done with permission from State Ground Water Board. River water also will be used for construction purposes.

Contamination wastes

from

All practical measures will be taken to prevent any uncontrolled effluent discharge from construction workers camps and storages to water sources. The campsites will be provided with proper drainage and connected to local disposal system wherever possible.

Contamination from fuel and wastes

Vehicle maintenance will be carried out in a confined area, away from water sources, and it will be ensured that used oil or lubricants are not disposed to watercourses.

Sanitation and Water use in Construction Camps

Construction camp will be organised in a planned manner. Workers shall be provided proper sanitation facilities including toilets. Camps will have water supply facilities like tube wells or from other sources so that local water sources are not affected. Construction Phase: Tree Loss

IMPACTS Loss of Trees

MITIGATION MEASURES Trees will be removed only in phases depending on the requirement of the construction. Trees identified as snags will be protected if not unavoidable. Fruit bearing trees will be removed only after mature fruits have been harvested by the beneficiaries. As per the guidelines of the State Govt. the number of trees planted will be ten times of the trees removed and these will be raised in the form of strip and block plantations depending on the availability of lands within the project corridor. The compensatory plantation plan shall be drawn up in consultation with the State Forest Department. For tree removal from the lands acquired for construction of the bypasses 2 trees will be planted for each tree removed. Speciesmix of such plantations will be decided in consultation with the communities. Some flowering and fruit trees good for attracting birds will also be used in such plantations. A mechanism of usufruct sharing with identified beneficiaries will be built in to ensure protection of the c ompensatory plantation proposed along the project corridor.

Construction Phase: Fauna

IMPACTS Loss of habitat for avifauna

MITIGATION MEASURES Compensatory Plantation programme will be taken up. Species–mix will provide for flowering and fruit trees. Sediment flow will be kept at minimum level through a mix of management measures during construction near water bodies or construction of bridges in water environment.

(cxxxv)

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IMPACTS Impact on Wildlife

MITIGATION MEASURES There is no conservation site in the project corridor. The local wild fauna include snakes, frogs, rodents etc. Water bodies hold some some resident wetland birds. birds. Water bodies both fresh and brackish water have rich fishery resources. The construction camps have to be located away from this site and awareness development camps will b e organized with the local stakeholders to ensure that there is no hunting of wetland birds or unauthorized fishing in water bodies.

Construction Phase: Safety Measures

IMPACTS

MITIGATION MEASURES

Information to Public

Signs will be posted on road before commencement of construction informing public and travelers about the work program and safety provisions.

Restriction to Access

Safe and convenient passage for vehicles, pedestrians and livestock to and from the side roads and property across the road will be arranged during construction work through of a proper proper traffic management plan for sections where work will be in progress.

Occupational Safety for Construction Workers

Contractor will arrange all safety measures for workers as per Factories Act

Occupational Safety for Asphalt plant workers and Crusher plant.

All workers employed on mixing asphaltic material, cement, lime mortars, concrete etc., will be provided with protective footwear and protective goggles. For crusher workers masks will be provided. The contractor has to ensure supply of appropriate personnel protective equipment taking into account the nature of work and the worksite

Use of Explosive

The Contractor shall at all times organize dissemination of information in advance and obtain such permission as is required from all Government Authorities, public bodies as necessary under the regulatory framework in force. Construction Phase: Workers’ Camps

Issue

Measures

Location

Workers’ camps will be located away from water bodies, schools, and residential areas.

Construction

Camp will be constructed with proper accommodation accommodation facilities, should look aesthetically good as this will be a roadside feature during construction period

Water

Contractor will arrange for potable water supply for the workers so that local water sources are not disturbed. Bore well for the camp will be suitable for this region.

Sanitation

Workers’ camp will be provided with proper sanitation facilities, toilets with septic tank and soak pits.

Waste management

Wastewater from domestic uses, solid wastes will be (cxxxvi)


Issue

Measures

disposed of without violating environmental norms. The measures will be site specific. Other amenities

Crèche, first aid etc as required under Factories Act

(cxxxvii)

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Operation Phase : M itigation Measures

IMPACTS

MITIGATION MEASURES

Dust

Bad road maintenance of road gives rise to dust pollution. Road maintenance standards shall be prescribed to keep dust production and dispersion at acceptable level

Gaseous Pollution

All vehicles should be checked for “Pollution Under Control” certificates and occasional spot testing of emission from vehicles will be carried out with the assistance of the local administration.. administration.. Bringing in in of stringent pollution norms and improvement of fuel quality in future years will help in reduced gaseous pollution

Noise

Noise level for different automobiles have been prescribed in Environment (Protection) Rules, 1986. Signs will be posted to restrict blowing of horns in front of sensitive locations. With the establishment of strip plantations along the project corridor the noise level will get attenuated along the project corridor.

Surface runoff

Surface runoff from the road will not be disposed directly in the water bodies used by people for bathing etc. This will also not be disposed directly into any watercourse with good water quality.

Wild Life

In absence of any designated conservation area in the project corridor there are hardly any chance of loss of wildlife through collisions with the speeding traffic. However there will be some loss through casualties of local wild fauna like the snakes, frogs, rodents, civets etc. There will be proper signages to make the moving traffic aware of this. With the d ecrease in turbidity and alkalinity primary productivity of water bodies will recover leading to restoration of aquatic floral and fish resources resources. .

Flora

Tree plantations will be monitored for a period of three years after planting. All casualties during the first year of creation will have to be replanted up during the second year.

Safety

Safety signs should be kept always clean and updated. Pedestrian and vehicular underpasses, parking bays will be maintained properly and kept free from encroachments. Safety signposts, edge markers installed will require proper upkeep.

Public amenities

Bus Stops/ Bus shelters and other facilities like food plazas, trauma centers etc will require to be properly manned and maintained to keep them usable through out the project cycle and these will be required to be kept free from defacement and damages.

(cxxxviii)


5.10

ENVIRONMENTAL MANAGEMENT PLAN

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

5.11

ENVIRONMENTAL MONITORING PLAN

Environmental Monitoring Plan ensures that the environmental mitigation measures and enhancement programme are properly implemented and the responsibility for implementation is clearly demarcated.

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

A budgetary estimate of Rs. of Rs. 916.44 lacs for environmental management activities has been presented for the entire project corridor from km 148.00 to km 318.00. The project has been divided in two Construction Package (i) Package-I from (km. 148.00 to km 230.00) and Package-II form (km. 230.00 to km 318.00). The Package I & II will be having Rs. 441.80 lakhs and Rs. 474.60 lakhs cost of estimate respectively. This includes cost of mitigation measures, enhancement and monitoring. Environmental mitigation measures which are part of engineering activities such as slope stabilization, sediment / silt control, provision of cross-drainage etc. have not been included in this estimate.

•••

6. RESETTLEMENT ACTION ACTION PLAN INCLUDING INCLUDING MAGNITUDE OF SOCIAL IMPACT

6.1

INTRODUCTION The Resettlement Action Plan is a follow up on the social impact assessment that was carried out to determine the magnitude of the potential and actual impacts due to widening of the existing 2-lane road to 4-lane road and to ensure that adequate social safeguards are in place to mitigate the adverse impacts on the project affected population. This exercise has been based on the Government of India guidelines on implementation of the National Policy on Resettlement as well of the World Bank and ADB policy on Involuntary Resettlement, as required in the project TOR. The project road, road, a section of NH-17 starts from Kannur (km 148.000) and ends at Kuttipuram (km 318.00) 318.00) in the State of Kerala and Pondicherry. The project road NH-35 NH-35 starts at km 0.000 (Junction of NH 35 & NH 34) and terminates at km 59.700 (about 300m before India/ Bangladesh border). The National Highway (NH) 35 connecting Barasat (District Capital of North 24 Parganas) to Petrapole (India/ Bangladesh Border, recently declared as land port by the West Bengal State Govt.) is one of the important road passes through northern part of the district connecting many towns and villages. The total length of the project road is about 60 170.00 km including length of proposed bypasses. However the proposed road traverses through the district land boundary of Kannur, Kozhikode and Mallapuram in the state of Kerala and Mahe in the state of Pondicherry. The project corridor has been divided in two Construction Construction Packages (i) km 148.00 to km 230.00 and (ii) km 230.00 to km 318. 00. (cxxxix)

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The RAP describes census and socio-economic facts of the affected properties and PAPs, assessment of the potential impacts, efforts to minimize adverse social impacts, land acquisition requirements, R&R budget, organizational set-up and implementation schedule as well as grievance redress and monitoring and evaluation of the R&R activities.

6.2

CENSUS AND SOCIO-ECONOMIC SURVEY RESULTS

The number of structures likely to be affected throughout the project road section including in areas of bypasses are N = 2411 As many as 6603 PAPs among 2217 households are to be impacted (Package-I =1148) and Package-II = 1069. The affected male/female population is likely 52.9% (N=3493) and 47.1% (N=3110) respectively The average household size is 3 Affected properties are largely residential (53.8%), commercial (37.4%), government (4.4%), religious (3.1%), community (0.5%), other private (0.4%) and residential-cum-commercial residential-cum-commercial (0.4%) A majority of structures are of pucca type construction (71.2%) followed by semi-pucca (23.7%) and kutcha (5.1%). Approx 18.9% households belong to vulnerable category; a majority belongs to BPL (10.7%), WHH (3.2%), ST (3.1%), SC (1.7%) and PHH (0.2%). 75.4% households have opted for housing/shop for housing/shop loss but 13.4% households have preferred cash in against their housing loss, cash for land (5.7%) and land for land (5.5%). Only 41.9% households are willing to shift voluntarily, if they are given full payment of compensation. The land to be acquired is approx 390.86 hectares for entire (i) Under Package-I = 250 Hectares and (ii) Under Package-II = 141 Hectare.

project

corridor

The R&R budget worked out to be as follows Consultant Consultant Package-I = 381 crores and Consultant Package-II = 315 crores. The baseline socio-economic data shows that the living standard of the people is quite reasonable. Women’s role in activities related to outdoor is reasonably low as evident from the socio-economic data. People are migrating for employment in Gulf countries.

6.3

MEASURES TO MINIMISE DISPLACEMENT According to the three broad categories mentioned above, a joint decision among the engineering, environmental and social impact teams was taken to avoid land take from religious places, such as, mosques, temples, graveyard, madarsa etc, and also congested market areas (which would save both displacement and livelihoods as well as excessive costs) and avoid splitting agricultural fields as far as possible.

6.3.1 Public Consultation Public consultations, discussed in the concerned chapter, created another avenue for minimising negative social impacts. The purpose of these consultations was to obtain the views and suggestions of the potentially affected persons on the road design and its potential impacts on the affected people. The affected persons were consulted as “focus groups”, such as a group of affected residents and a group of affected shop owners. These are also interest groups. These interest groups very often came up with alternative suggestions on the alignments. All attempts have been made to accommodate their views and suggestions within the technical feasibility.

6.3.2 Analysis of Alternatives and New Alignment The guiding principle with regard to the congested areas has been to limit the ro ad upgrading activities within the available corridor. Where minimising the negative impacts has not been feasible, namely in town Kannur, Mahe, Koilandy, Kozhikode, Kottakkal and Valancherry, bypasses have been proposed at these places. The purpose of bypasses is to minimize the displacement of the people as well as to enhance better connectivity free from congestion.

6.3.3 Entitlement Framework Through the proposed R&R entitlement policy and framework (“The Policy”), the project is committed to ensure that the livelihoods of project-affected persons are at least restored to pre-project levels, with the opportunity to improve on

(cxl)


living standards where possible. The policy addresses the following adverse impacts associated with road construction and upgrading activities: Loss of land and other privately-owned assets Adverse impacts on subsistence/livelihood or income-earning capacity Collective adverse impacts on groups (e.g., through the loss of business resources and assets) To mitigate unforeseen effects on roadside communities and promote general upliftment, rehabilitation and support measures will be extended to include households of the defined vulnerable social categories who may be adversely affected by road construction. Entitlements have been developed according to the NHAI Guidelines on Implementation of the NPRR. Entitlements for land losses are in the form of cash compensation. Every effort needs to be made to provide land-based options to households whose production levels are severely affected by land acquisition. This will primarily be achieved through local consultative forums to assist with the identification of suitable privately owned cultivated land in the vicinity for purchasing by the affected households.

6.4

MINIMIZED DISPLACMENT Much of the roadside land beyond the existing right of way and along the proposed bypasses areas are under private ownership resulting heavy impact on people because of land acquisition. However, the magnitude of the displacement in the project is expected to be extremely less due to the proposed bypasses as indicated in the below table. Therefore, bypasses have been proposed to avoid difficulties, difficulties , in which built up properties have been reduced considerably in a large number.. The detailed particulars of the built up properties before input of social integration and after integration of social number input are summarized in the following the below Table 6.1. Table 6.1: Properties Saved After Integration of Social Input Sl. No. 1 2

1.36.5 1.3 6.5

Particulars

Properties

Before Integration of Social Input After Integration of Social Input (Proposed bypasses at Kannur, Mahe, Koilandy, Kozhikode, Kottakkal and Valancherry)

5462 2411

PUBLIC CONSULTATION AND PARTICIPATION

The public consultations were carried out simultaneously with the household survey. Local important people in the villages were met for possible dates and places of meeting and the issues were indicated to them. On the appointed date and time the Consultants carried out the consultations in the affected areas, including focus group discussions with truck drivers, shopkeepers and auto drivers and women at a number of places. The consulted people were already aware of the project and of the possibility of the loss of their land and other assets. The major concerns of the consulted people related to the issues of adequate of adequate land and housing compensation, safety precautionary measures including specifically women and school going children, religious places should be avoided, service lane, employment of local people during civil work, wayside amenities and mosques, temple, madarsa, graveyard falling within PROW may be protected, land compensation to be determined at the local market price, livelihood rehabilitation measures for business and agriculture land losers, transparent and people friendly R&R mechanism, GRC system should be highly sound, housing affected households may be provided with housing that should be established by NHAI, bus sheds are required to be established along all the proposed bypass area, drainage system should be highly modernized, private tree cutting should be authorized by the owners owners itselfthemselves itselfthemselves,, local labour are required to be employed by the contractor, compensation should include the cost of standing crop if the possession of land is being taken before harvesting, children parks, bus sheds, sheds, and park ing ing and pedestrian facilities should be incorporated in the road design including pedestrian lane and mode of payment to be made in the mode of cashincluding cash including etc. However it is explained in chapter-5 of the RAP. 6.6

POLICY FOR LAND ACQUISITION The legal procedures for land acquisition in this project will be followed as per the National Highways Act (NH Act), 1956.

6.7

ENTITLEMENT MATRIX The basic features of the proposed policy framework are the following: Compensation for the loss of land, or replacement land Cash assistance to all PAFs @ Rs.10000 (cxli)

Formatted:

Bullets and Numbering

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Other, advisorial assistance. The proposed entitlement framework for this project is presented in the following Table 6.2.

Table 6.2: Proposed Entitlement Framework Land Acquisition Impacts and Assistance Criteria Vulnerable

Non Vulnerable

Inside Right of Way Vulnerable

Non Vulnerable

Corridor of Impact: Loss of Land, other Assets and Income – Support given to Families 1

Consultation, counselling regarding alternatives, and assistance in identifying new resettlement zones and opportunities

√

√

Compensation for land/assets at replacement cost plus allowances for fees or other charges

√

√

Advance notice to harvest nonperennial crops, or compensation for lost standing crops

√

√

Compensation for perennial crops and trees, price evaluated by valuer

√

√

5

Compensation for structures or other non-land assets

√

6

Right to salvage materials from existing structures

7

R&R Assistance

2

3

4

6.8

√

√

√

√

√

√

√

√

√

√

√

√

√

√

√

R&R BUDGET The R&R budget has been estimated as part of the overall project cost. This includes tentative cost of asset acquisition, administrative expenses, NGO involvement, and monitoring and evaluation. The cost estimate as discussed in this chapter is only indicative and may change depending upon the starting date of the project. The NHAI guidelines recommend that the compensation for the lost land and structures be paid through the competent authority. In case of non-titleholder PAFs, a government-approved valuer will carry out the valuation of the affected structures. For structures valuation, the concerned government department may be requested to assess the value. However consultants have collected the replacement cost of structures and other losses and mitigating measures have been suggested accordingly. These are budgeted and organized under the heading of Compensation, Assistance, Support, and Other Activities. The estimated budget for social and R&R, including land acquisition is Rs.589 Crore approximately. Component-wise itemised indicative budge for entire project corridor is indicated in the following Table 6.3. Budget requirements for construction Package-I&II are indicated in Table 6.3(a) and Table 6.3(a).

(cxlii)


Table 6.3: R&R Budge (Complete Project Corridor km 148.00 to km 318.00)

Sl. No.

Quantity (m)

Item

Amou n t (

Unit Rate (Rs)

s ) A

Land Compensation

i

Along existing road

Sq.m

1945200

1935.5

3764973504

ii

Kannur Bypass

Sq.m

769500

741

570199500

iii

Thalassery-Mahe Bypass

Sq.m

370400

741

274466400

iv

Koilandy Bypass

Sq.m

495000

998

494010000

v

Kozhikode Bypass

Sq.m

0

886

0

vi

Kottakkal Bypass

Sq.m

135000

741

100035000

vii

Valancherry Bypass

Sq.m

193500

741

143383500

Sub-Total

Sq.m

3908600

5347067904

B

Structure Compensation

i

Pucca

Sq.m

318739

4454

1419663506

ii

Semi-pucca

Sq.m

46427

3091

143505857

iii

Kutcha

Sq.m

19009

1500

28513500

iv

Boundary Wall

124

800

99200

lm

Sub-Total C

Assistance

i

R&R Assistance

1591782063

PAF

2217

10,000

Sub-Total

22170000 22170000

D

Support for Project Implementation

i

ID cards

PAF

ii

Updating Census Data

Lumpsum

100000

iii

NGO for RAP Implementation

Lumpsum

100000

2217

Sub-Total

200

443400

643400

E

Other Activities

i

HIV/AIDS Awareness

Lumpsum

200000

ii

M&E Consultants

Lumpsum

200000

Sub-Total

400000

GRAND TOTAL (A+B+C+D+E)

6962063367

Approximately

(cxliii)

Rs.696 Crore

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Table 6.3(a): R&R Budge (Package I - km 148.00 t o km 230.00)

Amou n t Sl. No.

Quantity (m)

Item

Unit Rate (Rs)

( s )

A

Land Compensation

i

Along existing road

Sq.m

865030

1935.5

1674265565

ii

Kannur Bypass

Sq.m

769500

741

570199500

iii

Thalassery-Mahe Bypass

Sq.m

370400

741

274466400

iv

Koilandy Bypass

Sq.m

495000

998

494010000

Sub-Total

Sq.m

2499930

3012941465

B


i

Pucca

Sq.m

156502

4454

697059908

ii

Semi-pucca

Sq.m

24033

3091

74286003

iii

Kutcha

Sq.m

9840

1500

14760000

iv

Boundary Wall

lm

64

800

51200

Sub-Total C

Assistance

i

R&R Assistance

786157111

PAF

1148

10,000

Sub-Total

11480000 11480000

D


i

ID cards

PAF

ii


Lumpsum

50000

iii


Lumpsum

50000

1148

Sub-Total

200

229600

329600

E

Other Activities

i

HIV/AIDS Awareness

Lumpsum

100000

ii

M&E Consultants

Lumpsum

100000

Sub-Total

200000


3811108176

381 Crores

Say

(cxliv)


Table 6.3(b): R&R Budge (Package II km 230.00 to km 318.00)

Sl. No.

Quantity (m)

Item

Amou n t (

Unit Rate (Rs)

s ) A

Land Compensation

i

Along existing road

Sq.m

1080170

1935.5

ii

Kozhikode Bypass

Sq.m

0

886

0

iii

Kottakkal Bypass

Sq.m

135000

741

100035000

iv

Valancherry Bypass

Sq.m

193500

741

143383500

Sub-Total

Sq.m

1408670

2090669035

2334087535

B


i

Pucca

Sq.m

162237

4454

722603598

ii

Semi-pucca

Sq.m

22394

3091

69219854

iii

Kutcha

Sq.m

9169

1500

13753500

iv

Boundary Wall

60

800

48000

lm

Sub-Total C

Assistance

i

R&R Assistance

805624952

PAF

1069

10,000

Sub-Total

10690000 10690000

D


i

ID cards

PAF

ii


Lumpsum

50000

iii


Lumpsum

50000

1069

Sub-Total

200

213800

313800

E

Other Activities

i

HIV/AIDS Awareness

Lumpsum

100000

ii

M&E Consultants

Lumpsum

100000

Sub-Total

200000


3151016287

Approximately

(cxlv)

315 Crores

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6.9

INSTITUTIONAL ARRANGEMENT AND PROJECT IMPLEMENTATION The RAP has proposed institutional arrangement as per the NHAI guidelines. The Administrator or Project Director is at the helm of affairs and his staff at the PIU has been proposed to carry out the activities. The ground level R&R activities will be carried out by temporarily hired NGOs. These expenses have been costed in the budget. It is anticipated that the R&R component of the project will be implemented over a period of one year. The implementation of the RAP consists of five major stages: Deployment and training of identified NHAI staff and NGO Issuing of legal notification for land acquisition and the cut-off date Verification of EPs and estimating their type and level of losses Preparing a list of EPs for relocation Relocation and rehabilitation of EPs. In addition, monitoring and evaluation will also form a part of the R&R implementation implementation strategy. The NHAI officials at the PIU and district levels will function in supervisory roles for the R&R activities. At the project road level the NGO selected and recruited for the purpose will carry out the actual implementation.

6.10

GRIEVANCE REDRESS The project has provisions for redress of grievance of disputes arising out of land acquisition, compensation and assistance to the project affected and displaced persons, families and groups. It is proposed that a Grievance Redress Committee will be formed at the District level, which is expected to resolve the grievances of the entitled persons within a stipulated time frame.

6.11

MONITORING AND EVALUATION The purpose of the monitoring and evaluation is to see that the project has achieved its objective that the affected persons have been able to maintain their pre-project livelihood status. The RAP contains indicators for achievement of the objectives under the resettlement programme. Two levels of monitoring have been suggested in the RAP, viz. internal and external.

6.11.1 Internal Monitoring Internal monitoring refers to monitoring activities that will be carried out by the NHAI. It is essentially compliance monitoring, designed to compare on a monthly basis the tasks completed with those called for under the RAP.

6.11.2 External Monitoring This refers to the involvement of a third party, preferably an NGO with similar experience in resettlement and rehabilitation or other social development programme that will be procured by the NHAI to evaluate the implementation of the RAP. The internal monitoring of the R&R activities will be carried by the PIU of the NHAI on regular basis. The external exercise will include a mid-term and end-term evaluation of the activities. The range of activities that will need to be monitored include: Land acquisition and transfer procedures Disbursement of compensation and assistance Construction of replacement buildings by the displaced families Rehabilitation of displaced families and business enterprises Rehabilitation of income levels.

6.12

DISCLOSURE OF RESETTLEMENT ACTION PLAN As per requirements of the NHAI and the World Bank (The World Bank Policy on Disclosure of Information, 2002), after approval from the competent authority, the draft RAP will be disclosed to the public in the affected zone (project corridor of impact). For the purpose of of the disclosure, the Executive Summary of the draft RAP will be translated into the local language and displayed in the affected zone. To ensure effective disclosure, the executive summary will be prominently displayed at the following places in the affected zone: Municipal offices (cxlvi)


Village Panchayat level offices Block level offices Other public places at the district level. On the expiry of 30 days from the date of disclosure of the draft, the final RAP will be prepared.

•••

7. COST ESTIMATE

7.1

GENERAL

This chapter provides for preliminary cost estimate for r ehabilitation and upgrading of NH 17 from km 230.00 to 320.00, Package II of the project, which includes the following by passes 1. Kozhikode by pass from km 231.00 to 264.000. Total length of the by pass is 33.00 km

2. Kottakkal- Eddarikode by pass-from km 290.00 to 294.40 on right side of the road 3. Valancherry by pass- from km 306.700 to km 311.00 on right side of th e road The ROW available for the main road i s 30.00 m. It is proposed to provide 45.00 m ROW for the main road as well as for by passes. 7.2

METHODOLOGY

The following procedure has been adopted for estimation: Computation of unit rates of the principal work items based on State Schedule of rates for the year 2006. For bitumen, cement and steel current market rates have been adopted. The elements of labour, material and machinery have been adopted from the Standard Data Book of the Ministry of Shipping, Road Transport and Highways. Dividing the road length into widening options consisting of side widening, and by passes and working out quantities of 1 km length of each type of road length from typical cross sections. Computation of preliminary cost from preliminary quantities and unit rates Computation of estimated cost of bridges from per meter rates worked out from preliminary GADs. Computation of per sq m of deck area cost for RCC slab and box culverts from their standard drawings. The cost of HP culverts has been worked out on the basis of their per m length cost. Estimation of cost of Resettlement and Rehabilitation, Rehabilitation, utility relocation and environment mitigation mitigation measures on their preliminary assessment basis. Estimation of provision of contingencies, supervision charges and agency charges as percentage of total cost. Estimation of total preliminary project cost. 7.3

UNIT RATES

The unit rates are based on the labour rates as per State Schedule of Rates for the year 2006. Borrow areas have been identified along the road for borrow area soil and average average lead has been worked out. Similarly stone quarries have been identified and average lead has been worked out. For aggregate the rates have been (cxlvii)

Traffic

worked out from State Schedule of Rates after adding the cartage cost at State Schedule of Rates. The rates for hire charges for machinery have been taken from S tandard Data Book with 25% provision for escalation. 7.4

CONSTRUCTION QUANTITIES

For preliminary estimate all the quantities have been worked out manually from preliminary drawings. 7.5

PAVEMENT DESIGN OPTIONS

For pavement design flexible pavement has been adopted except for Toll Plaza area where rigid pavement will be provided. 7.6

BRIDGES

The provision for bridges is as under: The provision for bridges is as under: Major Bridges

5 No.

Minor Bridges

11 No. (4 No. on main road+7 No. on by passes)

ROB on main road

1 No.

Under Passes

15 No. (8 No. vehicular + 7 No. Pedestrian)

Flyover

4 No.

The estimated cost Rs. 1394.37 Crores

of

(1 No. on main road+ 4 on Kozhikode by pass)

(2 lanes additional)

bridges

including

ROB

and

under

passes

works

out

to

Provision has also been made for repair and rehabilitation of bridges at an estimated cost of Rs. 10.465 Crores 7.7

CULVERTS

Provision has been made for widening the existing culverts, which are in good shape. New culverts are proposed on by passes and the existing roads wherever required. New culverts have also been proposed on major and minor junctions. The no of culverts provided for reconstruction and widening are as under: Widening of slab slab culverts culverts on on the existing road

54 No.

Reconstruction of slab culverts on the main road 46 No. New construction of culverts on by passes Construction of HP culverts on junctions

74 No. 132 No.

The total cost of culverts works out Rs 19.71 Crores 7.8

DRAINAGE AND PROTECTION WORKS

Lined drains are proposed to be constructed in the urban areas and unlined drains are proposed to be constructed in the rural areas. Drainage chutes with pitching will be provided for embankment height more than 6m height where RE walls have not been provided. Metallic crash barriers are proposed for height more than 3 m. Reinforced earth/ retaining walls will be provided where necessary. 7.9

JUNCTIONS

There are 14 No major junctions besides 10 No minor junctions. Provision for improvement of these junctions has been made in the estimate. 7.10

SERVICE ROADS

Service roads have been proposed jn most of the length of the road.. 7.11

TRAFFIC SAFETY FEATURES, ROAD FURNITURE AND ROAD MARKINGS (cxlviii)


Provision has been made for traffic safety features, road furniture and road markings on per km basis based on the experience on similar other roads. 7.12

MISCELLANEOUS

Provision has been made for the following items under this sub head: Toll Plaza including weigh station 2 No one no for each package Truck Parking Areas 2 No Way side amenities Bus Bays including passenger shelters –10 No Providing and maintaining Wireless Communication System/Mobile Phones Relocation of utilities Environmental Costs R&R cost including land acquisition costs Providing traffic safety measures like barricading during construction 7.13

MAINTENANCE DURING CONSTRUCTION

The existing road will be maintained during construction for running the traffic smoothly. Provision for maintenance of existing road has been made under this sub head. 7.14

CONTINGENCIES AND SUPERVISION COSTS

The following provision has been made under this sub head: Contingencies

3%

Supervision Costs

6%

Administrative charges 1% 7.15

PROJECT COST

The cost of widening and strengthening the existing National High way including cost of by passes works out as under: Estimated cost including provision for contingencies, supervision and Administrative cost is Rs. 12601.14 million. Based on these costs the cost per km works out to Rs. 143.20 million per km. The cost of Civil Works, works out to Rs. 8211.504 million. Based on these costs the cost of Civil works per km works out to Rs. 93.20 million. Details of Abstract of cost is given in Table 7.1.

•••

(cxlix)

Project Report Vengalam Kuttipuram NH 17 _Package II

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