Project Report Cherthalai Ochira NH-47 PKG-I

CONTENTS
Sl.
Description Page Nos.
No.
Executive Summary Es-1 to Es-4
1. Introduction 1-1
2. Contract 1-1
3. Project Background 1-1
4. Pavement Condition Survey 1-20
5. Road Measurement Data Acquisition System (Romdas) 1-21
6. Benkelman Beam Deflection Tests 1-22
7. Intersections and Railway Crossings 1-22
8. Cross Drainage Works 1-25
9. Hydrology of Bridges 1-25
10. Bridges and Structures 1-26
11. Reports Submitted 1-31
12. Later Developments 1-31
13. Present Status 1-32
14. Site Visit 1-32
15. Packaging 1-32
16. Traffic Surveys 1-32
17. Bypass 1-49
18. Design of Pavement 1-49
19. Preliminary Environment Assessment 1-49
20. Initial Social Assessment 1-51
21. Estimated Cost 1-51
22. Economic and Financial Analysis 1-51
23. Memorandum for PPP Appraisal Committee 1-55
24. Conclusion and Recommendation 1-55 to 1-56

Introduction
BRIEF PROJECT REPORT
1. INTRODUCTION
M/s Intercontinental Consultants and Technocrats Pvt. Ltd., New Delhi have been appointed
as Consultants to carryout the Feasibility Study and preparation of Detailed Project Report
(DPR) for 4/6-laning of Cherthalai to Thiruvananthapuram section of NH-47 in Kerala State
(Package No. NHDP Phase III/DL4/22). The work will be executed on BOT basis.
2. CONTRACT
i) Amount of Consultancy Contract : Rs. 2,21,69,400.00 (Excluding service
tax)
ii) Agreement Date : 08.09.2005
iii) Contract Period : 12 Months
iv) Length : 173 km
3. PROJECT BACKGROUND
National Highways Authority of India has decided to take up the development,
maintenance and management of various National Highway corridors / section under
NHDP Phase-III Programme of 4/6- laning of 10000 km on BOT basis where the
intensity of traffic has increased significantly and their is a requirement for
argumentation of capacity for safe and efficient movement of traffic. The Present
Project study concerned with Cherthalai- Thiruvananthapuram section of NH-47,
(length –172.8km) in Kerala state including the bypasses under construction i.e.
Alappuzha and Kollam and proposed new by pass in Attingal.
NHAI is employer and executing agency for the consultancy services and the
standards of output required from the appointed consultants are international level
both in the terms of quality and adherence of the agreed time schedule.
3.1 Consultancy Services
M/S Intercontinental Consultants & Technocrats Pvt. Ltd., A-8 Green Park, New
Delhi, India have been appointed as Consultants vide letter no NHAI/ BOT/
11012/67/20054 (Pt) ‘H’ /399 dated 18.08.2005 to carry out the Feasibility Study and
Detailed Project Report (DPR) for 4-laning of the section from Cherthalai (Km.
379.100) of NH-47 to Thiruvananthapuram (km 551.900) of NH-47 in the State of
Kerala. The scope and principal objectives of the consultancy services, shall be in
accordance with the Terms of Reference, which is part and parcel of the contract
agreement. The services were commenced with the effect from 23.09.05 and the date
of submission of Detailed Project Report for this Project was 23.09.2006.
Monthly Progress Report

1 - 2
As per the directive of NHAI in conformity with the meeting held on dated 08.11.05
chaired by Chief Minister Govt. of Kerala. Consultant has carried out the Feasibility
Study, for the section of project road between km 379.100 to km 551.900.
The Quality Assurance Plan and Inception Report were submitted vide letter no.
ICT:436:WR:8503 dt. 27.09.05 and ICT:436:WR: 9268 dated 20.10.05, respectively.
Draft Feasibility Study report for Stage-II, from Km 431.000 (Purakkad) to km
551.900 (Kazakuttam Junction) of NH-47 was submitted vide letter no.
ICT:436:WR:1488 dated 13.02.2006.
Present submission Draft Preliminary Project Report (PPR) for Stage-I from Km.
379.100 to Km. 465.000 of NH-47, has been prepared in various chapters
incorporating the suggestions received from time to time from Member Technical
(BOT), CGM (BOT) and GM (BOT).
3.2 Project Description
The total project road length is 168.950 km. It starts from km 379.100 ch. 379.100 of
NH-47 at the junction of Thiurvoor and ends at Kazakuttam junction at km 551.900
ch. 548.05. This stretch of road passes through populated areas such as Cherthalai,
Alappuzha, Kalavoor, Punnapra, Ambalapuzha, Haripad, Kayamkulam,
Krishnapuram, Ochira, Karunagapally, Chavara, Kollam, Umayanallore, Kottiyam,
Pariapally, Vavakavu, Puthiyakavu, Kavanadu, Attingal, Mamam, Pallipuram, and
Mangalpuram. The existing road is two lanes with paved shoulder on either side.
3.3 Interaction with Client and State Government of Kerala

Subsequent to the award of contract for this project a start up meeting was held with General
Manager, BOT –(II) NHAI at Delhi on 27.09.2005 where it was intimated that starting point
of this project is at Thiurvoor Junction of Cherthalai (Km 379.100) and end point is at
Kazakuttam Junction, beginning of Thiruvananthapuram bypass i.e. km 551.900.
GM, BOT-II, NHAI, had informed that for this project nodal officer has been appointed i.e.
Secretary PWD Kerala Govt. and the Consultant on visit to Thiruvananthapuram should meet
him.
The Team Leader of ICT for the subject project met Secretary PWD Kerala Govt., Nodal
Officer for the project on 30-9-2005 at his office. On 1.10.2005, meeting was organized in the
office of Secretary PWD Kerala Govt. where all the officers of National Highway Division
Kerala PWD and Mr. Abraham Zachariah Chief Engineer (Southern Region), Kerala Water
Authority, Thiruvananthapuram was present in the discussion about submission of Land Plan
and utility shifting. After the reconnaissance survey of the entire stretch by the ICT team
members, the Secretary PWD was again contacted on 4.10.2005.
The meeting was held again with CGM BOT-I, NHAI and Team Leader of ICT on 27.11.05.
The Inception Report was discussed in detail and certain changes were proposed by CGM,
BOT-I, NHAI and the same were complied by ICT on priority. The CGM, BOT-I, NHAI also
Introduction
informed about the presentation to be given by ICT consultants to the chief minister of Kerala
and other officers of Kerala Govt. on 8.11.2005 based on the Inception Report submitted by
ICT on 20.10.05.
The CGM, BOT-I, NHAI, inspected the project site on 7th November 2005. The presentation
as per the direction of CGM, BOT-I, NHAI was given by the Team Leader for the above
project on 8.11.2005 in the CM’s conference hall at Thiruvananthapuram. The meeting held
on 08.11.05, was chaired by Honorable Chief Minster of Kerala Govt., presided by Minister
(Works) Kerala Govt., meeting was also attended by Minister (Revenue), Minister (Power),
Minister (Water Recourses and Forest), Vice Chairman (State Planning Board), CGM, BOT-I,
NHAI, Mr. Ashok Wasson; Secretaries of the various department of Kerala Govt. Inspector
General of Police and various Head of the departments of Kerala Govt.
The minutes of the above meetings has been issued by Kerala Govt. on dated 9th Nov. 2005
conforming that in this stretch of road ROW is limited to be 30m, wherein it was intimated
that (NHAI) agreed to start the work of four laning for minimum one stretch by Jan’ 06.
Further in Continuation of the Minutes of the meetings on 8.11.2005 it was communicated by
Secretary PWD Kerala Govt. that the section from Km 379.100 to Km 431.000 will be taken
up in first phase. Subsequently, during discussion on phone between CGM, BOT-I, NHAI and
Executive Director- III of ICT, it was intimated by CGM that minimum stretch of 50 Km of
the project road, i.e. Km 379.100 to Km 431.000, to be considered by ICT as BOT package,
in the first phase, for the preparation of feasibility study and detailed project report.
The Feasibility Study cum Preliminary Project Report, for Stage-I (km 379.100 to km
427.860) was submitted by the consultant, vide letter dated 29.12.05. The comments by the
Client, on the report is received on dated 05.01.06, during the discussion held on Feasibility
Study Cum Preliminary Project Report, at the office of CGM, BOT-I, NHAI. In accordance to
the said comments, Final Feasibility Study Report Cum Preliminary Project Report for Stage-
I (from Km 379.100 to 427.860) was modified, and submitted vide letter no
ICT:436:WR:1363 dated 08.02.2006. For the preparation of Feasibility Study report, for
Stage-II, from km 431.000 to km 551.900, the comments received by Consultant, on Draft
Feasibility Study report for Stage-I was considered, as applicable and found relevant for
Stage-II. The Feasibility Report Study Report for the section km 431.000 to km 551.900 was
submitted vide letter no. ICT:436:WR:1488 dated 13.02.2006.
A review meeting of all the National Highway Projects in Kerala State was conducted by
Honble Minister of Ministry of Shipping, Road Transport & Highways, Govt. of India at
Thiruvananthapura on 17.07.2006, where it was declared this is the only stretch of road where
4-laning work is allowed to be done in 30m ROW as a special case. 4-laning work by NHAI
will be done where ROW of 60m is available.
A meeting was conducted by Member (Technical) & CGM NHAI at
Thiruvananthapuram on 17.07.2006 for this project road and the final decision for
length of packages was taken, which are as follows:
Package-I : Km. 379.100 to Km. 465.000 (ch. 379.100 to ch. 462.700)
Package-II : Km. 465.000 to Km. 551.900 (ch. 462.700 to ch. 548.050)
The Member Technical BOT and GM BOT had visited the project site on 16.12.2006
and had given certain suggestion to be incorporated in draft PPR.
Accordingly the Draft Preliminary Project Report (DPPR) for Package-I has been prepared
incorporating the various decisions taken in the board by Client
The broad features of the Draft Preliminary Project Report submitted earlier for Package-I,
are as under:
i) The Section of the project road in Stage-I shall be from km 379.100 (Thiruvoor Junction)

1 - 4
in Alappuzha District to km 465.000 (Ochira) in Kollam District.
ii) The width of service road shall be 5.5m (including drain). Median width in existing main
road (excluding bypass) is 0.5m and in bypasses shall be 4.5m.
iii) Width of the carriageway shall be 8.75m through out the project road, including 1.5m
paved shoulder on both side of main carriageway
iv) Overall deck width of each 2-lane unit of bridges has been kept as 12m with deck
configuration shown in the sketch enclosed with NHAI’s circular no. NHAI/PH-
II/NHDP/ADB/GM (NS)-1/108 dated 11.08.2004 which has scope for widening to 3-
lanes in future.
The main carriageway is designed for 70 msa traffic load and service road is design for 5 msa
traffic load.
3.4 Project Influence Area
The immediate project influence area falls in three districts of Kerala State i.e. Alappuzha,
Kollam and Thiruvananthapuram.
Geographically, Kerala is at the southern most tip of India. No place on earth is perhaps as
naturally green as breathtakingly endowed, green, Kerala. Kerala means “Land of coconut
trees”, which undoubtedly it is. The present state of Kerala was established on November
1956 before that was known as Malabar comprising of three states- Malabar, Cochin and
Travancore. Trivandrum was designated as the capital of the newly formed State Kerala.
Now it is known as Thiruvananthapuram, meaning the “City of Anantha” or the abode of the
Sacred Serpent. Anantha on which Lord Vishnu, the Preserver of the Hindus trinity, reclined.
Kerala is the most literate state in this country and has one of the most advanced society in
India with the highest physical quality of life index. Kerala is 5.5 hours ahead of GMT, 4.5
hours behind Australian eastern standard time and 10.5 hours ahead of American standard
time. It is a fast growing destination for Information Technology and Tourism.
Covering an area of 38863 sq kms with a density of 819 per sqm km. and having a length of
575 kms with 14 districts, the population of state is 31.84 million. The literacy rate is
90.92%. This is the only state where the female population is higher than the male (Sex Ratio
is 1058 females per 1000 males). The state embrace the world famous beaches i.e. Kovalam,
sleepy hemlets, picturesque hill stations i.e. Ponmudi, Peermade, Munnoor, flat riverbeds and
evergreen forests. The state contains variety of wildlife including famous sanctuaries i.e.
Pariyar (Thekkady), silent valley, Parambikulam which is the home to Bisons. The state is
famous for abundance of grant teaks, rosewood, ebony and sandalwood.
The State have some exotic spice plantations, cardomon, black pepper, cinnamon and ginger
grow in abundance. Kerala is the state, famous for Ayurvedic treatment including oil bath
and massage.
As regards climate is concerned the temperature ranges from 35.50C to 21.50C. The rainy
season is from June to November i.e. June to September south - west monsoon (heavy) and
September to November North East monsoon which is weaker. Total average rainfall per
year is 3000 to 3500 mm.
As per the census of 2003 there are 27,45,948 vehicles. The highways are overloaded and
the present system is not able to adjust with the large number of vehicles. The statistics
indicate that the road accidents in Kerala is increasing day by day, more accidents occur
during April-May. About 33% of the total accidents were for the two wheelers. Out of total
137678Km National Highway Network in the country, Kerala State has 1560 kms National
Highways. At present there are 8 nos. National Highway in the State.
NH-47 : Walayar-Kaliyikkavila
NH-17 : Thalapadi-Edappally
Introduction
NH-49 : Bodimettu-Kundannoor
NH-47A : Kundannoor-Willington Island
NH-208 : Kollam-Aryankavu
NH-212 : Kozikode-Muthanga
NH-213 : Palakkad-Kozikode
NH-202 : Kollam-Kumily
Out of 8 National Highways, NH-47 is the busiest highway in the State. NH-47 starts at
Salem in Tamilnadu and passes through Kerala and ends at Kanyakumari in Tamilnadu, the
southern most tip of the country. Important Industrial/Commercial Centre located at this NH-
47 are Salem, Erode. Coimbatore, Palaghat, Thrissur, Erunakulam, Alappuzha, Kollam,
Thiruvananthapuram, Nagarcoil and Kanyakumari. This portion of NH-47 in Kerala is
connected to other parts of the country through the following National Highways.
1. NH-17 from Edappally passing through Calicut, Mangalore, Goa and terminating at
Bombay
2. NH-49 from Ernakulam, passing through Moovattupuzha, Munnar, Madurai and
terminating at Rameswaram in Tamilnadu.
3. NH-208 originates at Kollam and passing through Kundara, Kottarakara, Punaloor,
Thenmala, Aryankavu, Kottavasal, Chenkota and Thani.
3.5 Salient Features
The reconnaissance on the project road section from Cherthalai to Thiruvananthapuram was
carried out during 30th September 2005 to 6th October 2005. Subsequently detail survey has
been conducted for Stage-II (Km 465.000 to Km 551.900) in October 2005 to February 2006.
As per our survey, the observed salient features in km 379.100 to km 465.000 are as under.
1. The project road in Stage-I starts from km 379.100 Alappuzha districts and it ends at km
465.000 in Kollam district.
2. The road passes through Cherthalai, Alappuzha, Kalavoor, Punnapara, Ambalapuzha,
Haripad, Kayamkulam, Krishnapuram & Ochira.
3. The construction of Alappuzha (4-lane) from km 408.00 km to km 415.00 of NH-47, 2-
lane bypass is constructed.
4. Ribbon development has been observed throughout the project road, including by pass
and the improvement of the existing road demands provision of service road for main
road, NH-47 and for by pass.
5. Throughout the project road, the land use outside the existing ROW is Built up in major
portion of the project road. In certain section of project road, Commercial area and
Industrial area exist.
6. The project road is the connecting road between the capital city of Thiruvananthapuram
and the Port city of Cochin in the state of Kerala.
7. Major portion of existing road is in Ground level. In certain section the road is in
embankment
8. Condition of existing embankment, in certain parts of the project road, is not in
conformity to the design specifications as it is completely eroded.
9. The project stretch is having 9 bridges, out of which 6 nos. shall be additional 2-lane
bridges and new bridge.
The 83.6 km long project road shall be having 15 nos. underpasses. Out of which 11
underpasses & 4 are existing 2-lane.
10. The project road shall be having 12 no major junctions.

1 - 6
11. In major portion of project road, the existing pavement condition is satisfactory.
12. The position of present road within the ROW shall demand provision of both semi
concentric and eccentric widening.
The ROW data and the detail of land use as observed by the Consultant is furnished in
Table 1.
Table 1: ROW Details
Carriageway Right Side Left Side Right Of Land Use Land Use
Sl. Chainage
Width Open Area Open Area Way Left Side Right Side
No. (Km)
(M) (M) (M) (M) (M) (M)
1 379.100 27.00 1.40 3.60 32.00 BUA+CA BUA+CA
2 380.100 19.80 8.00 4.20 32.00 BUA BUA
3 381.100 19.80 8.20 4.00 32.00 BUA BUA
4 382.100 19.80 4.50 8.20 32.50 BUA+CA BUA+CA
5 383.100 19.80 6.20 4.60 30.60 BUA+CA BUA+CA
6 384.100 19.80 5.30 5.70 30.80 BUA BUA
7 385.100 19.80 4.00 8.20 32.00 BUA BUA
8 386.000 19.80 3.30 6.90 30.50 BUA BUA
9 387.100 19.80 6.20 5.00 31.00 BUA BUA
10 387.300 10.00 900 5.60 24.60 BUA BUA
11 388.000 11.80 9.00 3.60 24.60 BUA BUA
12 389.000 10.30 5.70 8.40 24.60 BUA BUA
13 390.000 10.00 9.00 5.70 24.70 BUA BUA
14 392.700 10.00 9.00 5.60 24.60 BUA BUA
15 392.000 17.60 6.40 6.50 30.50 BUA BUA
16 393.000 10.00 14.50 6.00 30.50 CA CA
17 394.000 10.00 14.20 6.30 30.50 BUA BUA
18 395.000 10.00 5.60 14.90 30.50 BUA BUA
19 396.000 10.00 14.50 6.00 30.50 BUA BUA
20 397.000 10.00 14.50 6.00 30.50 BUA IA
21 398.000 10.00 13.10 7.40 30.50 BUA+CA BUA
22 399.000 15.30 7.70 7.50 30.50 BUA+CA BUA+CA
23 400.000 10.00 11.30 9.20 30.50 BUA+CA BUA+CA
24 401.000 10.00 7.50 13.00 30.50 BUA BUA
25 402.000 10.00 8.50 12.00 30.50 BUA BUA
26 403.000 10.00 15.00 5.50 30.50 BUA+AG BUA+AG
27 404.000 10.00 9.50 11.00 30.50 BUA BUA
Introduction
Sl. Chainage
No. (Km)
(M) (M) (M) (M) (M) (M)
28 405.000 10.00 10.50 10.00 30.50 BUA+IA BUA+IA
29 406.000 10.00 11.00 9.60 30.60 IA IA
30 407.000 10.00 15.60 7.10 32.70 IA+CA IA+CA
31 408.000 10.00 4.95 16.50 31.45 CA CA
32 409.000 10.00 9.30 13.50 32.80 BUA+CA BUA+CA
33 ALAPUZHA BY PASS
34 000.100 7.00 24.50 13.50 45.00 BUA BUA
35 000.200 7.00 24.50 13.50 45.00 BUA BUA
36 000.300 7.00 24.50 13.50 45.00 BUA BUA
37 000.400 7.00 24.50 13.50 45.00 BUA BUA
38 000.500 7.00 24.50 13.50 45.00 BUA BUA
39 000.600 7.00 24.50 13.50 45.00 BUA BUA
40 000.700 7.00 24.50 13.50 45.00 BUA BUA
41 000.800 7.00 24.50 13.50 45.00 BUA BUA
42 000.900 7.00 24.50 13.50 45.00 BUA BUA
43 001.000 7.00 24.50 13.50 45.00 BUA BUA
44 001.100 7.00 24.50 13.50 45.00 BUA BUA
45 001.200 7.00 24.50 13.50 45.00 BUA BUA
46 001.300 7.00 24.50 13.50 45.00 BUA BUA
47 001.400 7.00 24.50 13.50 45.00 BUA BUA
48 001.500 7.00 24.50 13.50 45.00 BUA BUA
49 001.600 7.00 23.50 14.50 45.00 BUA BUA
001.600 to Pavement not
50
006.000 constructed
51 006.100 7.00 24.50 13.50 45.00 BUA BUA
52 006.200 7.00 24.50 13.50 45.00 BUA BUA
53 006.300 7.00 24.50 13.50 45.00 BUA BUA
54 006.400 7.00 24.50 13.50 45.00 BUA BUA
55 006.500 7.00 24.50 13.50 45.00 BUA BUA
56 006.600 7.00 24.50 13.50 45.00 BUA BUA
57 006.700 7.00 24.50 13.50 45.00 BUA BUA
58 006.800 7.00 24.50 13.50 45.00 BUA BUA
59 006.900 7.00 24.50 13.50 45.00 BUA BUA

1 - 8
Sl. Chainage
No. (Km)
(M) (M) (M) (M) (M) (M)
60 007.000 7.00 24.50 13.50 45.00 BUA BUA
61 007.100 7.00 24.50 13.50 45.00 BUA BUA
62 007.200 7.00 24.50 13.50 45.00 BUA BUA
63 007.300 7.00 24.50 13.50 45.00 BUA BUA
64 007.400 7.00 24.50 13.50 45.00 BUA BUA
65 007.500 7.00 24.50 13.50 45.00 BUA BUA
007.580
66 (End of 7.00 24.50 13.50 45.00 BUA BUA
Alappuzha
By Pass)
67 416.200 10.50 9.00 11.00 30.50 BUA BUA
68 417.000 10.00 8.60 12.00 30.60 BUA BUA
69 418.000 10.00 5.50 15.00 30.50 BUA BUA
70 419.000 10.00 4.50 16.00 30.50 BUA BUA
71 420.000 10.00 9.50 11.00 30.50 BUA+CA BUA+CA
72 421.000 10.00 6.55 14.30 30.85 BUA BUA
73 422.000 10.00 7.50 13.00 30.50 BUA BUA
74 423.000 10.00 10.00 10.50 30.50 BUA BUA
75 424.000 13.20 12.70 4.75 30.65 BUA+CA BUA+CA
76 425.000 15.00 10.00 5.50 30.50 BUA+CA BUA+CA
77 426.000 10.00 7.50 13.00 30.50 BUA+CA BUA+CA
78 427.000 10.00 6.20 14.30 30.50 BUA BUA
79 428.000 10.00 7.20 13.30 30.50 BUA BUA
80 429.000 11.75 1.00 17.75 30.50 BUA+CA BUA+CA
81 430.000 10.50 6.00 14.00 30.50 BUA BUA
82 431.000 14.00 2.50 14.00 30.50 BUA BUA
83 432.000 10.50 10.50 9.50 30.50 BUA BUA
84 433.000 10.00 10.00 10.50 30.50 BUA BUA
85 434.000 13.00 10.00 7.50 30.50 Marshy* Marshy
86 435.000 10.00 12.00 8.50 30.50 Marshy Marshy
Marshy + Marshy +
87 436.000 10.00 9.50 11.00 30.50
Coconut Coconut
Marshy + Marshy +
88 437.000 10.00 15.00 5.50 30.50
BUA BUA
Introduction
Sl. Chainage
No. (Km)
(M) (M) (M) (M) (M) (M)
Marshy + Marshy +
89 438.000 10.00 15.50 5.00 30.50
BUA BUA
90 439.000 10.00 15.00 5.50 30.50 BUA BUA
91 440.000 10.00 12.50 8.00 30.50 BUA+CA BUA+CA
92 441.000 10.00 8.50 12.00 30.50 BUA BUA
93 442.000 10.00 16.50 4.00 30.50 BUA BUA
94 443.000 9.00 7.50 14.00 30.50 BUA BUA
95 444.000 10.00 7.50 13.00 30.50 BUA+CA BUA+CA
RES+BU RES+BUA
96 445.000 24.00 3.00 3.50 30.50
A+CA +CA
97 446.000 10.00 5.00 15.50 30.50 BUA+CA BUA+CA
98 447.000 10.00 6.00 14.50 30.50 BUA+CA BUA+CA
99 448.000 10.00 7.50 13.00 30.50 BUA+CA BUA+CA
BUA+OP BUA+OPE
100 449.000 10.00 7.00 13.50 30.50
EN AREA N AREA
BUA+OP BUA+OPE
101 450.000 10.00 6.00 14.50 30.50
EN AREA N AREA
BUA+OP BUA+OPE
102 451.000 10.00 15.00 5.50 30.50
EN AREA N AREA
103 452.000 10.00 15.00 5.50 30.50 BUA BUA
104 453.000 10.00 16.00 4.50 30.50 BUA+CA BUA+CA
105 454.000 10.00 10.00 5.50 30.50 BUA BUA
106 455.000 10.00 13.00 7.50 30.50 BUA BUA
107 456.000 10.00 16.00 4.50 30.50 BUA BUA
108 457.000 10.00 15.00 5.50 30.50 BUA+CA BUA+CA
109 458.000 11.50 12.00 7.00 30.50 BUA+CA BUA+CA
110 459.000 10.00 16.00 4.50 30.50 BUA+CA BUA+CA
111 460.000 10.00 7.00 13.50 31.00 BUA BUA
112 461.000 9.50 6.50 14.50 31.00 BUA+CA BUA+CA
113 462.000 10.00 5.00 15.50 30.50 BUA+CA BUA+CA
114 463.000 10.00 5.00 15.50 30.50 BUA+CA BUA+CA
115 464.000 10.00 6.50 14.00 30.50 BUA+CA BUA+CA
116 465.000 10.00 5.50 15.00 30.50 BUA BUA
* 433.500 to 435.000 River / Marshy
3.6 Existing Road
The existing NH-47 is the busiest highway in the State of Kerala. The alignment of the
project road, under Stage-I, i.e. from Km 379.100 (Thiruvoor) to Km 465.000 (Ochira), is
1 - 10
straight in major portion of the road.
The of project road is in Plain terrain. The horizontal and vertical alignment are generally
satisfactory except in a few reaches. However the Geo-metrics of the existing road is subject
to further review and analysis, in conformity to the proposed design standard of Geo-metrics
and in line with improvement option.
In major portion of the section, width of carriageway is 10m, including 1.5m paved shoulder
on both side of main carriageway. Most of the stretch of road passes through built-up areas,
commercial areas and Industrial areas.
In some urban areas/ city areas the section of project road is locally developed, having 4-lane
divided carriageway. The approximate width of each carriageway is 8.5m –9.0m including
paved shoulder. Width of median varies from 1.5m to 3m.
From ch 408.00 to ch. 415.00 there is a 2-lane bypass at Alappuzha.
3.7 Carriageway Width (Pavement Width)
Carriageway width including Paved shoulder of the existing project road is furnished in Table
2.
Table 2: Carriageway Width
Main Paved
Sl Chainage Length
Road formation Carriageway Shoulder
No (Km) (Km)
(m) (m)
01 379.100-379.500 0.40 4 lane divided carriageway 7.25+8.50 2 x 1.50
02 379.500-387.100 7.60 4 lane divided carriageway 7.25+7.25 2 x 1.50
03 387.100-387.500 0.40 2 lane undivided c’ way 7.30 2 x 1.50
10 397.500-398.000 0.50 4 lane divided carriageway 7.00 2 x 1.50
14 408.000-411.000 3.0 2 lane undivided c’ way 7.00 Nil
21 429.765-430.264 0.499 4 lane undivided c’ way 2x7 Nil
Introduction
Main Paved
Sl Chainage Length
Road formation Carriageway Shoulder
No (Km) (Km)
(m) (m)
22 430.264-432.706 2.442 2 lane undivided c’ way 7 2x1.5
23 432.706-433.153 0.447 4 lane undivided c’ way 2x6.5 Nil
25 437.124-437.604 0.480 2 lane undivided c’ way 7 2x2
29 443.560-444.060 0.500 4 lane undivided c’ way 2x7.5 2x3.0
31 446.059-446.558 0.499 4 lane undivided c’ way 2x7 2x1.5
Total (km) 83.618
3.8 Un-paved Shoulder Type and Width

The project road is having existing road formation in Ground level or in embankment of
unsatisfactory structural condition. Existing earthen shoulder, does not satisfy the quality
requirement stipulated for earthen shoulder and need rehabilitation.
3.9 Land Use
The land use along the existing NH is built-up area and commercial area in major portion of
project road, as a effect of ribbon development. In certain parts of project road, the land use
is Industrial area. The utilities are running along the NH through out its length. Utilities like
electricity, water supply lines etc are also crossing the NH. The data collected has been
furnished in Table 3.
Table 3 : Land Use
Sl. Location (km) Land Use

Village
No. From To Left Right
1 379.100 379.500 BUA+CA BUA+CA Thiruvoor
2 379.500 380.000 BUA+CA BUA+CA Thiruvoor
3 380.000 380.500 BUA BUA Thiruvoor

1 - 12
Village
4 380.500 381.000 BUA BUA Thiruvoor
5 381.000 381.500 BUA BUA Cherthalai
7 382.000 382.500 BUA+CA BUA+CA Cherthalai
27 392.000 392.500 BUA BUA Marthorvatton
28 392.500 393.000 BUA BUA Marthorvatton
29 393.000 393.500 CA CA Marythasa
30 393.500 394.000 CA CA Marythasa
31 394.000 394.500 BUA BUA Marythasa
35 396.000 396.500 BUA BUA S.L. Puram
36 396.500 397.000 BUA BUA S.L. Puram
37 397.000 397.500 BUA IA S.L. Puram
Introduction

Village
38 397.500 398.000 BUA IA S.L. Puram
39 398.000 398.500 BUA+CA BUA S.L. Puram
40 398.500 399.000 BUA+CA BUA S.L. Puram
41 399.000 399.500 BUA+CA BUA+CA S.L. Puram
45 401.000 401.500 BUA BUA S.L. Puram
46 401.500 402.000 BUA BUA S.L. Puram
47 402.000 402.500 BUA BUA S.L. Puram
48 402.500 403.000 BUA BUA S.L. Puram
49 403.000 403.500 BUA+AG BUA+AG Kalavoor
50 403.500 404.000 BUA+AG BUA+AG Kalavoor
51 404.000 404.500 BUA BUA Kalavoor
52 404.500 405.000 BUA BUA Kalavoor
53 405.000 405.500 BUA+IA BUA+IA Kalavoor
54 405.500 406.000 BUA+IA BUA+IA Kalavoor
55 406.000 406.500 IA IA Poongava
56 406.500 407.000 IA IA Poongava
57 407.000 407.500 IA+CA IA+CA Poongava
58 407.500 408.000 IA+CA IA+CA Poongava
59 408.000 408.500 CA CA Poongava
60 408.500 409.000 CA CA Poongava
61 409.000 409.500 BUA+CA BUA+CA Komadi
62 409.500 410.000 BUA+CA BUA+CA Alappuzha bypass
000.100
63 (Alappuzha BUA BUA Alappuzha bypass
Starts)
64 000.200 BUA BUA Alappuzha bypass

1 - 14
Village
001.600 to
79 BUA BUA Alappuzha bypass
006.000
007.580
95 (End of BUA BUA Alappuzha bypass
Alapuzha
By Pass)
96 416.000 416.500 BUA BUA Kalathara
100 418.000 418.500 BUA BUA Paravoor
Introduction

Village
101 418.500 419.000 BUA BUA Paravoor
102 419.000 419.500 BUA BUA Paravoor
103 419.500 420.000 BUA BUA Paravoor
104 420.000 420.500 BUA+CA BUA+CA Punnapara
105 420.500 421.000 BUA+CA BUA+CA Punnapara
106 421.000 421.500 BUA BUA Kuravanthodu
107 421.500 422.000 BUA BUA Kuravanthodu
108 422.000 422.500 BUA BUA Neerkunnam
111 423.500 424.000 BUA BUA Valanjavahi
112 424.000 424.500 BUA+CA BUA+CA Ambalapuzha Mannar
118 427.000 427.500 BUA BUA Karoor
119 427.500 428.000 BUA BUA Karoor
120 428.000 428.500 BUA BUA Karoor
121 428.500 429.000 BUA BUA Karoor
122 429.000 429.500 BUA+CA BUA+CA Purakadu
123 429.500 430.000 BUA+CA BUA+CA Purakadu
124 430.000 430.500 BUA BUA Purakadu
125 430.500 431.000 BUA BUA Purakadu
126 431.000 431.500 BUA BUA Thottapally
131 433.500 434.000 BUA / River BUA / River Thottapally
132 434.000 434.500 Marshy Marshy Thottapally
133 434.500 435.000 Marshy Marshy Thottapally
134 435.000 435.500 Marshy/BUA BL/Marshy Thottapally

1 - 16
Village
135 435.500 436.000 BUA BL Karuvatta
Coconut
136 436.000 436.500 Marshy/BUA Karuvatta
garden/Marshy
Coconut
137 436.500 437.000 Marshy/BUA Karuvatta
garden/Marshy
138 437.000 437.500 Marshy/BUA Marshy/BUA Karuvatta
139 437.500 438.000 Marshy/BUA Marshy/BUA Karuvatta
140 438.000 438.500 BUA BUA Karuvatta
142 439.000 439.500 BUA BUA Haripad
143 439.500 440.000 BUA + CA BUA + CA Haripad
144 440.000 440.500 CA/BUA CA/BUA Karuvatta
146 441.000 441.500 BUA BUA Tamalakkal
147 441.500 442.000 BUA BUA Tamalakkal
148 442.000 442.500 BUA BUA Narakathara
149 442.500 443.000 BUA BUA Danapady
150 443.000 443.500 BUA BUA Haripad
153
Residential Residential
154 445.500 445.000 Build & Shop Build & Shop Haripad
BUA+CA BUA+CA
156 446.000 446.500 BUA BUA Nangiar kulangara
157 446.500 447.000 BUA + CA BUA + CA Nangiar kulangara
158 447.000 447.500 BUA + CA BUA + CA Nangiar kulangara
BUA + Open
159 447.500 448.000 BUA + CA Nangiar kulangara
area
BUA + Open
160 448.000 448.500 BUA + CA Cheppad
area
BUA + Open BUA + Open
161 448.500 449.000 Cheppad
area area
162 449.000 449.500 Cheppad
area area
Introduction

Village
BUA + Open
163 449.500 450.000 BUA Cheppad
area
164 450.000 450.500 Cheppad
area area
165 450.500 451.000 Ramapuram
area area
166 451.000 451.500 BUA BUA Ramapuram
167 451.500 452.000 BUA + CA BUA + CA Ramapuram
168 452.000 452.500 BUA BUA Maliakkal
169 452.500 453.000 BUA BUA Maliakkal
170 453.000 453.500 BUA BUA Kareekulangra
173 454.500 455.000 BUA Coconut Trees Puphen road juction
174 455.000 455.500 BUA + CA BUA + CA Kottu kulangra
175 455.500 456.000 BUA BUA Kottu kulangra
176 456.000 456.500 BUA BUA + CA Kayamkulam
177 456.500 457.000 BUA + CA BUA + CA Kayamkulam
182 459.000 459.500 BUA + CA BUA + CA Kpac junction
183 459.500 460.000 BUA + CA BUA + CA Kpac junction
184 460.000 460.500 BUA BUA Krishnapuram
MukkadaKrishna
185 460.500 461.000 BUA BUA
Puram
Mukkada krishna
186 461.000 461.500 BUA BUA
puram
187 461.500 462.000 BUA + CA BUA + CA Ajantha junction
188 462.000 462.500 BUA + CA BUA + CA Oachiria
192 464.000 464.500 BUA + CA BUA + CA Kaloor mukku
193 464.500 465.000 BUA + CA BUA + CA Valia kulangra

1 - 18
Village
194 465.000 465.500 BUA BUA Valia kulangra
3.10 Height of Embankment

The entire road is in Embankment having height ranging from 0.5 m to 4.00 m. The details
having different embankment heights are given in Table 4.
Table 4 : Height of Embankment
Height of
Total Length
Embankment in Stretch
(Km)
(m)
< = 0.50 418.5-419.0; 422.0-422.5; 1.00
380.0-381.0; 385.5-386.0; 386.5-387.1; 421.0-
> 0.50- < = 1.00 4.10
421.5; 422.5-423.0; 426.0-427.0;
381.0-383.0; 385.0-385.5; 386.0-386.5; 401.0-
> 1.00- <= 2.00 5.00
401.5; 421.5-422.0; 427.0-428.0
> 2.00- <= 3.00 424.0-424.5 0.50
Total 9.60
3.11 Junctions
The details of existing junction are given in Table 5.
Table 5 : Existing Major Junctions
Sl. Design Status of
Side Description Category
No. Chainage Cross Road
X-Ray Jn. Road to
1 390.550 LHS Cherthalai town in East MDR
direction
Thiruvala Jn. Road to
2 394.800 RHS ODR
Thiruvitha in East direction
S.L. Puram Jn. Road to
3 397.800 LHS Morhomma Village in East MDR
direction
Kalavoor Jn. Road to
Cross Monachery in East (left)
4 402.100 MDR
Road and to Kalur village in
West (Right)
Alappuzha Bypass (North
5 408.500 LHS end Jn.) Alappuzha bypass NH-47
in west direction
Alappuzha bypass (South
6 414.500 LHS NH-47
end Jn.)
Ambalapuzha Jn. Road to
7 424.380 LHS Thiruvalla town in East SH-12
direction
8 432.875 RHS Thottapally bride south jn. MDR
Introduction

No. Chainage Cross Road
Thottapally.
Thrikkunnapuzha road
towards west
Danapathy Jn. Mannarasala
9 440.900 LHS MDR
temple road towards east
Kayamkulam jn. Road
Cross towards Kayamkulam town
10 456.275 MDR
Road towards east and west
village road
KPAC Jn. Road to
Cross Kayamkulam town towards
11 457.800 MDR
Road east and local road towards
west
Mukkada Jn. Road towards
12 459.200 LHS MDR
Chooranadu towards east.
Table 6: Existing Minor Junction

No. Chainage cross roads
Cherthalai Hospital Jn.
Cross Road to Cherthalai Town in
1 390.100 MDR
Road LHS and Vattavally Br. in
RHS
Viyyanapalli Jn. Road to
2 418.550 RHS Viyanapalli Village ODR
(Beach) in RHS
Punnapara Jn. Road to
3 418.625 LHS Padam Public Health Office ODR
in LHS
Makkayit Jn. Road to
Cross Mukkayit village in LHS
4 420.050 ODR
Road and Punnapara Village in
RHS
Karoor Jn. Road to
5 425.070 LHS MDR
Thakazhi Village
Purakkad Jn. Road to
Cross
6 427.860 Jalapath Village in LHS ODR
Road
and Beach in RHS
KV Jetty Jn. Road towards
7 439.910 RHS MDR
KV Jetty
Nenkathana Jn. Road
Cross
8 441.500 towards Nerkatha and MDR
Road
Haripad town
Railway station Jn. Road to
9 443.760 LHS MDR
Haripad Rly. Stn.

1 - 20
No. Chainage cross roads
10 446.500 RHS NTPC Jn. Road to NTPC MDR
Cheppad Jn. Village road to
11 447.280 RHS MDR
West
Cheppad Rly Jn. Road to
12 448.900 LHS MDR
Railway Stn.
Evoor Jn. Evoor temple
Cross
13 450.600 road towards east and MDR
Road
Muthukulam road to west
Cross
14 451.300 Ramapuram Jn. MDR
Road
Kareelakulangara Jn.
15 452.730 LHS MDR
Kareelakulangara road
MSM College Jn. Road
Cross
16 455.700 towards Kayamkulam town MDR
Road
and Muthukulam
Mukkada Jn. Pudupalli
17 459.200 LHS MDR
road towards east
3.12 Water Bodies
This section of road crosses through the following major watercourse in project road (Stage-
II). Location of water bodies are furnished in Table 7.
Table 7: Water Bodies
Sl
Location Description
No
01 Km 390.000 A. S. Canal (Alleppy to Cherthalai canal)
4. PAVEMENT CONDITION SURVEY

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

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

failure of the binder to hold the materials together. Ravelling was measured at every
500m.
4.5 Cracking
A common defect in bituminous surface is the formation of cracks. The area affected by
cracking was measured by encircling and the extent of cracking was assessed visually at
500m intervals or the places of defects.
4.6 Patching
During field inspection, patching was observed.
4.7 Edge Breaking
Irregular breakage of pavement edge was noticed in some portion of road.
4.8 Edge Drop
The edge drop is the vertical difference in levels between the edge of the carriageway and
abutting shoulders.
4.9 Inventory of all Road Side Facilities
The details of the road side amenities and facilities like school, dhabas, telephone booths, bus
stop, hospital, hotel, repair shops etc.
5. ROAD MEASUREMENT DATA ACQUISITION SYSTEM (ROMDAS)

1 - 22
5.1 Background
The roughness has been carried out for the whole length of the project road using Road
Measurement Data Acquisition System (ROMDAS). The calibration of the ROMDAS has
been done as per the procedure given in World Bank’s Technical Paper Number 46 (WTP-
46). The surveys have covered two runs along the wheel paths for each lane and results have
been expressed in the terms of IRI (m/km) and BI (mm/km) in tabular as well as graphical
forms. Further, whole stretch of 162 km has been delineated using Cumulative Difference
Approach and based on this homogeneous sections have been identified.
In addition video survey has also been conducted for digitisation of whole project road to
have a better in-house assessments and rectifications.
5.2 ROMDAS
Road Measurement Data Acquisition System (ROMDAS) has been developed as a
generic system for collecting a variety of information. The vehicle mounted
equipment includes: an axle mounted device called Bump Integrator for the
measurement of roughness; a Video camera and an IBM compatible notebook PC
which interacts with the instrumentation to store recorded data. The video camera is
used to record all pertinent information concerning the existing roadway and Right-
of-Way (though, whenever necessary, this information may also be verified by
physical inspection).
Road Roughness Surveys

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

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

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

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

New Pavements m/km(mm/km) m/km(mm/km)
1.5 (1000) 3.4 (2500)
5.4 Observations
Based on the Roughness Measurement Studies the km-wise average roughness in IRI
and BI Units of various lanes have been summarized. The detailed 100m-wise
Roughness Measurement Studies have been provided.
In addition, Delineation of Homogeneous Sections for the Project Road using

Cumulative Difference Approach has been given.
6. BENKELMAN BEAM DEFLECTION TESTS

The BBD tests are being carried out. at site and the result shall be incorporated in Final
Feasibility Report. The BBD test result obtained for the section under Stage–I is submitted.
7. INTERSECTIONS AND RAILWAY CROSSINGS
Consultant proposed to provide a flyover at the crossing of Kollam bypass with NH-208. The
flyover shall be 4 lane category, having a span of 11 x 31.5m. Total length shall be 346.5m. It
will be constructed on open foundation. Total deck width shall be 2 x 12m. In this section,

1 - 24
there is one ROB, it is proposed to construct additional 2-lane ROB parallel to existing ROB.
Improvement of Major Junctions
Consultant’s proposes to improve the existing intersections as per the design standards and
specifications of at grade junctions in Table 5.
Broad features of the proposed intersections are as under;
At all the intersections, other than the cross intersection, right turn movement for traffic
entering from the cross roads shall not be permitted. Only left turn movement for the traffic
entering the main carriageway from the service road are proposed to be permitted.
Traffic from the service road shall be permitted to merge with the traffic in main carriageway
at an offset of 200m from the intersection point.
Right turn movement for the traffic in main carriageway, shall be permitted in the median
opening and in cross intersections.
At cross road intersections, it is proposed to provide Electronic Signaling System operating in
time mode. Road signs for pedestrian crossing and traffic turning movement are proposed to
be provided as per the IRC guide lines.
7.1 Underpasses
The consultant has undertaken detailed survey of the project road and in accordance to the
survey conducted, the location of the underpasses as required for the project road is furnished
in Table 8. The general arrangement drawing of the underpasses may be obtained from the
drawing volume. It is observed that no. of cross roads of minor and major category is
merging with the project road. As desired by the Client that the design road shall have partial
access controlled highway, Consultant had proposed to provide underpasses at such locations
where no. of cross roads merging with the existing project road at frequent interval.
Table 8: Underpasses
Total
Proposed Proposed Proposed
Sl. Design Type of length of
structural Structure span
No. Chainage Underpass the
configuration type arrangement
structure
New 4-lane RCC box
1 384.025 Vehicular 1x15.0x5.0 19.00
structure structure
RCC T
New 4-lane
2 389.130 Vehicular beam 1x15.0x5.0 19.00
structure
structure
New 4-lane RCC box
3 395.650 Vehicular 1x15.0x5.0 19.00
structure structure
New 4-lane RCC box
4 402.090 Vehicular 1x15.0x5.0 19.00
structure structure
New 2-lane RCC box
5 409.565 Vehicular 1x8.0x4.5 12.00
structure structure
New 2-lane RCC box
6 409.685 Vehicular 1x8.0x4.5 12.00
structure structure
New 2-lane RCC box
7 413.600 Vehicular 1x8.0x4.5 12.00
structure structure
8 418.200 Pedestrian New 4-lane RCC box 1x15.0x3.5 19.00
Introduction
Total
Proposed Proposed Proposed
Sl. Design Type of length of
structural Structure span
No. Chainage Underpass the
configuration type arrangement
structure
structure structure
New 4 RCC box
9 433.100 Vehicular 1x15x5.0 19.00
structure structure
New 4 RCC box
10 439.000 Pedestrian 1x15x3.5 19.00
structure structure
Existing
New 4 RCC box
11 441.765 Underpass 6x5 12.00
structure structure
(6x5)
New 4 RCC box
12 442.900 Vehicular 1x15x5 19.00
structure structure
New 4 RCC box
13 445.900 Vehicular 1x15x5 19.00
structure structure
New 4 RCC box
14 456.265 Vehicular 1x15x5 19.00
structure structure
New 4 RCC box
15 461.600 Vehicular 1x15x5 19.00
structure structure
Due to constraint in available land width, the approach road towards the underpass shall be
restrained by providing RE wall on both side. The proposed vehicular underpass shall have
clear opening as 5.5m x 15.0m, and pedestrian underpass shall have clear opening of 3.5m x
12.0m in main road.
7.2 Median Opening
Median opening shall be provided at approximately 2km interval along the project highway.
Length of opening shall be 30m. On the two sides of median opening, steel railing is proposed
to be provided on precast blocks. In between service road and main carriageway, to restrict
the pedestrian crossing through the designated road marking only. The details of median
opening are summarized in Table 9.
Table 9 : Details of Median Opening
Sl. No. Design Chainage Sl. No. Design Chainage
1 381.165 21 425.000
2 383.100 22 426.900
3 385.500 23 428.400
4 388.500 24 430.400
5 391.500 25 432.000
6 392.150 26 434.000
7 393.300 27 435.600
8 396.300 28 437.400
9 397.500 29 439.400
10 399.500 30 441.200

1 - 26
Sl. No. Design Chainage Sl. No. Design Chainage
11 401.280 31 443.100
12 403.200 32 445.100
13 405.200 33 446.900
14 407.200 34 448.200
15 408.500 35 450.200
16 411.500 36 452.200
17 414.550 37 454.200
18 416.200 38 458.000
19 420.100 39 460.000
20 422.100 40 462.000
8. CROSS DRAINAGE WORKS

105 number cross drainage structures are existing in the Project Highway. All These culverts
has been examined in detail during feasibility study and their retention and widening or new
construction after dismantling has been proposed after conducting conditions survey. The
required widening of the culvert proposed to be retained, as per profile layout is to be
undertaken as per the widening Schedule finalised. Abstract of existing culverts are given in
Table 10.
Table 10: Abstract of Culverts
Sl. No Description No. of Culverts

1 Total no of culverts 93
2 No of Slab Culverts 64
3 No. of Pipe Culverts 23
4 No. Box Culvert 6
9. HYDROLOGY OF BRIDGES
9.1 General
• This section deals with Hydrological and Hydraulic study of Bridges from Existing Km
379.100 to km 465.000 of NH-47.
• There are 4 existing Bridges in the existing road stretch. One number bypass has been
proposed to be bypass Alappuzha town.
• The hydrological study, computations and methodology adopted for discharge and other
hydrological computations have been discussed in this report.
9.2 Study Objective
These investigations are primarily intended for evaluating the adequacy of waterways of the
existing bridges for the design flood flow. The hydrological study has been done based on the
field investigations and survey data. This report describes the method of evaluation of
performance of existing bridges on the existing highways for widening proposals, and design
discharges, waterway required, scour depth and afflux etc for the new bridges.
10. BRIDGES AND STRUCTURES
10.1 General
Introduction
In all there are 14 nos. bridges and structures existing in the stretch from km 379.100 to km
465.000 of NH-47 as below in Table 11:
Table 11: Details of Structures
Partially completed
Description Main NH Total
Alappuzha Bypass
Major bridges 435/1 ---- 1
383/1, 386/1, 389.90, 435/2, 437/1,
Minor bridges ---- 8
444/1, 458/1, 462/1
ROBs 424/1 ---- 1
Ch. 409.565, ch.
Underpasses 444/2 4
409.685, ch. 413.600
TOTAL 14
10.2 Field Survey

The following field surveys were carried out in accordance with the provisions of IRC: SP-
35-1990:
Inventory of existing bridges / structures
Visual condition survey of existing bridges / structures
10.3 Retention / Replacement of Existing Bridges
Decision to retain / replace any bridge is based on its overall structural condition,
hydraulic behaviour and improvement of road alignment.
(A) Structural Condition

As per data collected the existing bridges have been constructed in different years as below in
Table 12.
Table 12: Details of Structural Condition
Year of
Nos. Name of Bridge Length (m)
Construction
Bridge-cum-regulator at Thotapally
Fifties 1 365
(435/1)
435/2 50
444/1 15
Sixties 4
444/2 5
458/1 44
437/1 22
Seventies 2
462/1 38
Eighties -- -- --
Nineties -- -- --
409.565 (underpass) 8
After 2000 3

1 - 28
Year of
Nos. Name of Bridge Length (m)
Construction
383/1 (4-lane) 11/19
386/1 (4-lane) 15/8
Date not known 4
390/1 8
ROB 424/1
Except bridge-cum-regulator at Thotapally, all other bridges and structures appear in

satisfactory condition and can be retained after carrying out necessary repairs.
The bridge at Thotapally is 366m long with 40 spans of 9.14m each having RC beam
and slab type superstructure resting over stone masonry wall type substructure
supported on piles. The bridge has 6.7 m wide carriageway which is less than 7.5m
required for a 2-lane bridge. Further extensive repairs in the form of gunniting to
superstructure and substructure have been carried out by the PWD. In view of the
inadequate carriageway width, and poor structural condition, the bridge is proposed to
be replaced
(B) Hydraulic Behaviour
Generally all of the bridges have deck level at considerable height above ground.
There is no report of any submergence. Further the bridges are across lake, canals
and rivers having very little velocity due to being near to sea. Therefore, no adverse
effect of water current has been noted and the bridges appear to have adequate
waterway.
(C) Improvement of Road Alignment
Generally, existing alignment of the road and approved alignment of Alappuzha

bypass have been adopted. But for slight improvement here and there, no major
deviation in the alignment is proposed. Accordingly no existing bridge is directly
affected by alignment.
Thus only Thotappally bridge no. 435/1 which is old, weak and narrow, is proposed to
be replaced and all of the remaining bridges are proposed to be retained.
10.4 Additional Structures
Out of exiting 14 bridges/structures 2 bridges viz bridge no. 383/1 and 386/1 are 4-
lane facility. Out of remaining 12 structures only one bridge namely Br. No. 435/1 is
proposed to be replaced and remaining 11 bridges/structures are proposed to be
Introduction
retained.
In case of existing bridges proposed to be retained additional 2-lane bridges shall be

provided by the side of existing bridge either on left or right of it depending upon
which side it is feasible to widen the road.
In case of bridges proposed to be replaced 2 units of 2-lane bridges are proposed at

the same site.
In case of Alappuzha bypass, the alignment crosses railway line at two locations,
where 4-lane ROBs comprising 2 units of 2-lane capacity each are proposed.
10.5 Underpass
To facilitate free flow of traffic on National Highway it is proposed to provide under

passes at suitable locations for passing commercial vehicles / pedestrians.
Thus in the project stretch a total of 27 bridges / structures have been proposed as
detailed below Table 13.
Table 13: Details of Structures
Alappuzha
Main NH
Description Bypass Total Remarks
Major Minor Major Minor
* four
6 (Addl. 2 laning
1 (4L) 7
Bridges Lane) - - already
---- 2*
(2 *) (4 lane) carried
out
ROBs 1 (2L) 2 (4-lane) 3
Underpass 1 (2-lane)
3 (2-lane) 12
(vehicular) 8 (4lane)
Underpass
3 (4-lane) ----- 3
(pedestrian)
Total 27
*Already a 4-lane facility

1 - 30
10.6 Planning of New Bridges
The new bridges/structures have been planned as under:
Location
The additional 2-lane bridges are proposed on upstream or downstream side

depending upon which side widening of road is feasible. As regards new 4-lane
bridges the same are proposed at the crossing of alignment and the
stream/lake/railway line.
Median
Because of habitation developed all along the National Highway, there is scarcity of
land. Accordingly the new bridges are proposed to be constructed adjacent to existing
bridges. 4.5m wide median is proposed in the entire length except the reaches where
elevated road has been proposed.
Span Arrangement
In case of additional two lane bridges proposed to be constructed by the side of the
existing bridges span lengths have been proposed equal to or in multiples of those of
existing bridge so that the new piers are inline with the existing ones to achieve
streamline flow. Where altogether new bridges are proposed span lengths have been
chosen from practical considerations.
Carriageway width and deck configuration
There is only 30m wide ROW available which is proposed to be widened to 45m. In
this width 4-lane road alongwith service roads on either side have been proposed.
Since traffic projections indicate need for 6-laning of road within 10 years of
completion of 4-laning, the bridges have been proposed with deck configuration
shown in NHAI’s circular no NHAI/PH-II/NHDP/ADB/GM (NS)-1/108 dated
11.8.2004 i.e. each new unit will have cross section of a 2-lane bridge with scope for
widening to 3-lane in future. In the case of major bridges, 8-lane bridges are proposed
to account for the service road traffic as well.
Type of Superstructure
Types of superstructure have been proposed as per site requirement and ease of
construction. Normally following types of superstructure have been adopted :-
span length
Introduction
a. For bridges/structures upto 10m RCC Solid Slab

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

c. For vehicular underpass RCC voided slab
Type of Substructure
RCC Wall type abutments and RCC Wall / circular type piers have been proposed.
Type of Foundations
Depending upon hydraulic data, type of substrata likely to be available and span
length etc open/pile type foundations have been proposed.
Loading
Since the proposed deck configuration for each 2-lane bridge unit has scope for widening to
3-lane capacity in future, each unit shall be designed for 3-lanes of IRC Class “A” or one lane
of IRC class 70R +one lane of IRC Class-A loading whichever governs.
Seismic Force
As per modified seismic map of India the project road lies in Seismic Zone - III. According to
modified clause 222.1, of IRC 6-2000, in Seismic Zone - III, only those bridges having span
length more than 15m or bridge length more than 60m are to be designed for seismic force.
Therefore seismic force shall be considered in the design of bridges according to their overall
length / span length.
Bearings
For RC Solid slab type superstructure : Tar paper
For spans > 10m <20m : Elastomeric bearings
For spans >20m : POT bearings
Crash Barriers
Crash barriers have been proposed for all new bridges as per provision of IRC:5-1998.
Expansion Joints
Filler / Strip seal type expansion joints have been proposed.
Wearing Coat
65mm thick wearing course comprising of 50mm thick bituminous concrete (laid in 2 layers
of 25mm thick each) laid over 15mm thick layer of mastic asphalt, has been proposed in
accordance with section 500 of MOSRTH specifications.
Design Concrete Strength
For Foundations M-35
Severe exposure condition
For RCC Substructure M-35 considered as Arabian Sea is very
For RCC superstructure M-35 near.

1 - 32
For PSC superstructure M-40, M-45
Untensioned Reinforcement
Untensioned reinforcement shall be TMT corrosion resistant deformed bars of Grade
designation Fe-415, conforming to IS: 1786.
Clearances
As per draft regulations for
(i) Bridges on National Waterways
classification of inland waterways in
Inland waterways authority of India have declared west coast canal from
Kottapuram to Kollam as National Waterway no. 3 of class-III type. As per
draft regulations of IWAI following clearances are to be provided in case of
new structures over this waterway
• Vertical clearance above HFL 7.0m

• Horizontal Clearance
- In case of canals 40m
- In case of rivers 50m
(ii) For ROB
• Vertical clearance over rails 7.5m

• Lateral clearance from center line of nearest rail track
- Abutment / abutment cap 4.35m
- Pier / Pier cap 3.55m
- Foundations 2.5m
(iii) For Underpasses
Type of Underpass Horizontal Vertical
(a) For Pedestrians 12 m 3.5m
(b) For commercial vehicles 15m 5.0m
Protective Coating
Since the proposed bridges / structures are in proximity of Arabian sea it is proposed
to provide protective coating to all exposed concrete surfaces.
Design Standards
Designs for various components of bridges shall be carried out as per following IRC
codes of practice:
(i) For planning of bridges IRC:5-1998

Introduction
(ii) Foundations
IRC:6-2000
IRC:21-2000
IRC:78-2000
(iii) Substructure
IRC:6-2000
IRC:21-2000
IRC:78-2000
(iv) Superstructure
IRC:21-2000
IRC:18-2000
IRC:22-1986
IRC:SP:64-2005
(v) Bearings
IRC:83-1987 (Part-II) for Elasomeric bearings (with amendments in 2000)
IRC:83-2000 (Part-III) for POT/PTFE bearings
(vi) Expansion Joints
IRC: SP-69
(vii) Protection Works
IRC: 89-1997
Based on the above stipulations General Arrangement Drawings for all of the bridges and
structures in Package-I have been prepared.
10.7 Right of Way (ROW)
On the insistence of the State Govt. of Kerala during the meeting taken by the Hon’ble Chief
Minister at Thiruvananthapuram on 08.11.2005, NHAI/ICT were constrained to develop the
X-sections for 4 laning within the existing Right of Way (ROW) width of 30m. This had the
following inherent drawbacks:
i) Non availability of space for 4.5m wide Median as per Ministry’s / NHAI guidelines
ii) Non Provision of 1m wide earthen shoulders on both sides of the 4-lane road
iii) Only 5.5m width of service roads including 1.5m width for side drain and 0.5m for utility
services
iv) No space for stacking lane for turning traffic in medium opening for safety
v) Non availability of adequate space for utility services
vi) No space for bus bays, bus shelters, parking areas etc.
vii) No scope of future expansion
11. REPORTS SUBMITTED
Feasibility Report of the project was submitted to NHAI on 29.12.2005.
Draft Preliminary Project Report for Package I i.e. km 379.100 to km 465.000 was submitted
to NHAI on 20.01.2007. These reports were based on the earlier decision of 4 laning in the
existing 30m Right of way (ROW) width.

1 - 34
12. LATER DEVELOPMENTS
During the meeting taken by the Hon’ble Minister for Shipping, Road Transport &
Highways with the Chief Minister of Kerala at Thiruvananthapuram on 23rd May
2007, it was decided that 4-laning of NH-47 from Cherthalai to Thiruvananthapuram
will be carried out in 45m. Right of Way (ROW) width and NOT in 30m existing
ROW as desired by the State Govt. of Kerala. This has resulted in complete change of
design and drawings by the consultants.
• Due to change in ROW width from 30m to 45m new cross-sections for 4-laning
were developed and sent to NHAI for approval on 31.05.2007 and 06.07.2007.
• NHAI was informed that the change would involve additional inputs of survey,
extensive Land Acquisition Plans, Resettlement Plans, Environmental
Management Plans and preparation of entire design and drawings afresh.
• Case for additional cost of Rs. 94.31 Lakhs (excluding service tax) as Variation
was submitted to NHAI vide ICT letter no. ICT:436:TL:4447 dated 31.05.2007.
• NHAI was also informed on 31.05.2007 that fresh exercise would require
Extension of Time (EOT) of 8 months for preparing DPR.
13. PRESENT STATUS
• Approval in principle for the modified 4-lane cross-section has been received
from NHAI vide their letter no. NHAI/BOT/11012/67/2005 dated 15.11.2007.
• Extension of Time (EOT) upto 31st Jan 2008 has been approved by NHAI vide
their letter of 15.11.2007 referred to above.
• Meeting of the variation committee has been held in NHAI on 14.03.2008.
Approval for additional cost as variation is awaited from NHAI.
14. SITE VISIT
A site visit was undertaken by Team Leader accompanied by Senior Surveyor from
4th December 2007 to 10th December 2007. After the approval of the modified X-
sections of 4 laning by NHAI, widening schedule was finalized keeping in view the
ground situation. The abstract of widening is indicated as under:
LHS RHS Concentric Bypass*

Item Total (km)
((km) (km) (km) (km)
Package I 38.850 27.600 10.450 6.700 83.600
* Bypass at Alappuzha
Details of locations are enclosed.
Based on above, the modified alignment plans have been prepared and sent to NHAI
Introduction
vide letter no. ICT: 436: TL:1523 dated 18.02.2008
15. PACKAGING
The entire length from Cherthalai to Thiruvananthapuram of NH-47 in Kerala has

been divided into two sections. The present report deals with Package-I from
Cherthalai to Ochira in Km 379.100 to Km 465.000.
16. TRAFFIC SURVEYS
16.1 General
The following necessary traffic surveys have been carried out as stipulated in the terms of
reference in order to obtain data for efficient design, reliable economic analysis and to depict
the reality scenarios.
• Classified Traffic Volume counts for seven days.
• Intersection Turning Movement Surveys for 24 hours.
• Origin - Destination and Commodity Movement Surveys for 24 hours
• Axle load surveys for 2 normal days (24 hours)
• Speed and Delay surveys
• Toll rate surveys
• Pedestrian and animal cross traffic counts
• Truck terminal surveys
To get consequence, to the above requirements, the project road was considered for:
• The influence and location of major intersecting/feeder roads

• The influence and location of bypasses affecting the project road
Four major crossroads, which form the part of this stretch, are summarized in Table 14
Table 14:Major road Junctions
Sl. No Chainage (km) Name of the Junction
1 379.100 Thiruvoor Junction
2 392.100 X ray hospital Junction
3 411.200 Power house bridge Junction
4 415.500 Chenganacheri Junction
5 445.000 Harripad
6 447.400 NangiarKulangara
7 458.000 Kayamkulam
These above features facilitated a framework for carrying out the necessary count surveys in
accordance with the guidelines specified in IRC codes of practice. The various survey
locations have been selected with careful assessment of the traffic characteristics including
entry and exit point along the NH 47 corridor. These points were further refined jointly at site
as required by the NHAI. The final locations of various surveys were carried out are furnished
in Fig 1. The approach and methodology employed for carrying out the traffic surveys in the
1 - 36
project is described in the following paragraphs.
16.2 Classified Traffic Volume Counts
Manual traffic counts have been conducted between November 8, 2005 and December 3,
2005 The counts have been carried out in both directions, for successive 15-minute periods,
24 hours a day for 7 consecutive days. Table 15 provides a summary of the Average Daily
Traffic (ADT). Various types of vehicles were converted into PCU using the respective PCU
factors.
Introduction
Fig 1 : Details of Traffic Survey locations

1 - 38
Table 15: Average Daily Traffic (ADT)
Location of Survey
MAV & Tractor

Bus & Mini Bus
LGV & Tractor
Non Motorized
Chainage (km)
With Trailer
ADT (PCU)
3-Wheelere
Station No.
2-Wheeler
Vehicle
Trucks
Car
VC1 380 Thuravoor 9133 1605 5889 1800 2415 1776 107 1488 29375
VC2 419 Punnapra 4806 1657 7416 1704 1805 1224 66 2461 23228
VC3 459 Kayamkulam 5052 2294 7987 1617 1450 1258 71 2070 35361
Homogeneous section
Based on the character, composition, traffic movements at different intersections and from the
results of the traffic volume counts, two homogenous sections are considered for the stretch
from km 379.100 to km 429.000 which are as follows:
• Section - I: Km 379.100 to Km 408.00 (start of Alappuzha Bypass)
• Section - II: Km 408.00 to Km 435.00
• Section - III : Km 435.00 to Km 465.00
The ADT percentage composition of the traffic Volume counts at each location is given in
Table 16.
Table 16: Average Percentage Composition of Traffic
Percentage Composition
Chainage (Km)
Slow and Pedal

Motorised Two
Goods Vehicles
or Commercial
Three Wheeler
Mini Buses)
Buses (incl.
Station
Wheelers
Vehicles
Vehicles
No.
Cars
VC1 380 38.88 6.83 6.22 19.73 25.07 3.27

VC2 419 24.06 8.30 7.37 16.64 37.12 6.51
VC3 459 45.96 22.03 12.13 1.65 1.65 0.41
The less percentage in commercial vehicles is due to fewer major industries and agriculture
productions in this reach. The supply of goods also catered to different places in these reach
by different parallel other routes from Tamil Nadu state. Moderate percentage of buses and
cars appear because of the ongoing tourist and pilgrimage season in Kerala.
16.3 Origin-Destination and Commodity Movement Surveys
Origin-Destination (OD) surveys determine and relate the pattern of traffic flows to trip
purpose and commodities transported. The information provided by the surveys enables
estimates of the growth of future flows to be made on a more rational basis. The origin -
destination surveys have been carried out by means of the roadside interview method at
locations selected to capture major trip desires in each section. The surveys have been carried
out on one working day for 24 hours on a random sampling basis. All categories of motorized
vehicles (e.g. Cars, Jeeps, Buses, light as well as heavy goods vehicles), have been surveyed
for its trip origin, destination, trip purpose, occupancy and weight of commodity carried. The
Introduction
survey crew was organized into 3 groups by 8-hour shifts with sufficient enumerators in each
traffic direction as well as in groups. Classroom training were given to the enumerators in
order to get acquainted the work and in the use of standard interview sheets. Police help was
sought to ensure smooth flow of traffic and stoppage of randomly selected vehicles. Engineers
supervised the whole survey activities. The sample size varied about from 10% to 15% for
different types of vehicles. The results of the survey are in the process of calculation and will
be furnished in the feasibility report later.
16.4 Axle Load Surveys
Generally a tendency on the part of commercial vehicle operators to overload goods vehicles
exists in India despite legislation and the existence of an enforcement agency. The Axle load
survey provides necessary data to enable the assessment of the damaging effect of these
heavily loaded vehicles. The survey was carried out for 2 days for 24-hour period on each day
using the Axle weighing pad as stipulated in the terms of reference. The locations where axle
load survey is carried out are given in Table 17.
Table 17: Axle Load Stations
Station
Chainage (Km) Name / Reference Location
No.
1 431.000 Ambalapuzha
The traffic census and the axle load surveys have been conducted simultaneously. In traffic
census surveys, all types of vehicles traveling in both directions have been counted
throughout the axle load survey period to provide the actual break down of the traffic
composition at the particular location. It was not possible to weigh all the commercial
vehicles because of the requirement of stopping a vehicle for weighing, nevertheless, a
attempt was made to capture large amount of commercial vehicles passing through survey site
to know the pattern of loading. About 10% of commercial vehicles have been weighed in the
24 hours duration.
The major proportion of the total number of vehicles selected in this survey comprised of two
axle trucks and light goods vehicles because of its presence in high percentage in the total
traffic flow. The Vehicle Damage Factor (VDF) is an important index factor in characterizing
the traffic loading for a road. It is a multiplier for converting the number of commercial
vehicles of different axle loads, to the number of standard Axle load repetitions. The VDF
calculated for all commercial vehicles on the basis of Axle load survey carried out on the
project road is given in Table 18.
Table 18: Vehicle Damage Factor (VDF) for Commercial Vehicles
Chainage
Location Type of Vehicle VDF
(Km)
2 – Axle truck 4.712
3 – Axle truck 4.873
Ambalappuzha 430.00
Multi – Axle vehicle 2.219
LGV 0.841
16.5 Intersection Turning Movement Surveys

Intersection turning movement surveys have been carried out at all the major intersection
locations and its details are given in Table 19. Classified traffic volume counts of all types of
vehicles have been made separately for each direction including left and right turning traffic.
The surveys have been conducted for successive 15 minutes interval for a period 24 hours.

1 - 40
Table 19: Intersections Identified for Turning Movement Surveys
Junction Description Chainage
1 Thiruvoor Junction 379.100
2 X ray hospital Junction 392.100
3 Power house bridge Junction 411.200
4 Chenganacheri Junction 415.500
5 Harripad 445.00
6 NangiarKulangara 447.40
7 Kayamkulam 458.00
16.6 Speed And Delay Surveys

Speed and delay surveys using the moving car methods have been carried out. This survey
provides data for assessing running speed, journey speeds and level of congestion. Journey
speed is the effective speed of a vehicle between two points. It is determined by the distance
between two points divided by the total time taken by the vehicle to complete the journey,
including all delays incurred en-route. Running speed is the average speed maintained by a
vehicle over given course while the vehicle was in motion. A total of 6 run in each direction
in the morning and evening peak hours have been carried out.
16.7 Toll Rate Surveys
Toll Rate Surveys have been carried out to determine the willingness of road users to pay for
the benefits ensued from the provision of high quality, safe, uninterrupted 4/6-lane dual
carriageway. The professed benefits will be in the form of time saving, reduced accidents,
lower vehicle maintenance costs and lower operating costs.
16.8 Pedestrian And Animal Cross Traffic Counts
Cross pedestrian counts have been carried out at designated locations of all major
intersections where required along the project road. The analysed survey results did
not signify the requirements for separate pedestrian facilities at these intersections.
16.9 Truck Terminal Surveys
The OD survey analysis and survey of truck parking facilities did not reveal the
requirements of truck parking terminal on the section of the project road.
16.10 Traffic Forecast
Approach
The returns from transport sector depend on the agricultural and industries economy of the
country. This is especially true in the case of developing nations, where transport is the
catalyst for all round development and one of the basic infrastructures. When the capital
available is scarce for such and has competing demands, the investments in a road project
require carefulness in planning and keeping in view not only the present demand but also the
requirements for a reasonable period in future. Thus the need for estimating the future traffic
as accurate is mandatory either for the construction of a new facility or for the improvement
of existing facilities. The accurate estimate of future traffic projection will significantly
influence the engineering design and in the decision to take of the project or not.
Introduction
Traffic forecasting is a method combined of engineering with economics. Traffic is generated

as a result of the relationship of a number of contributory factors. Forecasts of traffic have
thus to be dependent on the forecasts of factors such as population, gross domestic product,
vehicle ownership, agricultural output, fuel consumption etc. Future pattern of change in these
factors can be estimated with only a limited degree of accuracy and so the forecasting of
future traffic levels may not be precise indeed. Here, two techniques namely, ‘Historical
growth in vehicle registration’ and ‘Elasticity of Transport demand’ have been adopted to
estimate future traffic on the project road
Secondary Data
The following data have been collected from various sources:
• Traffic volumes count data of the project road stretch from relevant Public works
Department offices.
• Population data
• Category wise growth of motor vehicles
• NSDP, GDP, and Per-capita income data
• Agricultural and Industries and tourism data
Time Series Data
Traffic census data for 3-year period between 2002 and 2004 have been obtained from the
office of the Public works Department, Kerala. The data obtained and sale of fuel data from
various fuel pumps, which exist along the project road, was analyzed to obtain seasonal
factor. After examining normal and Peak season averages from these data the seasonal factor
is assumed as 1.0.
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 20.
Table 20: Category wise growth of motor vehicles in Kerala
Mode Growth Rate (%)

Cars 7.37
Buses 9.10
2-wheelers 10.71
3 wheelers 6.88
Trucks 4.68
Tractors 3.57
16.11 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

1 - 42
• Change in the structure of the vehicle fleet, for example vehicle productivity and changes
in the inter-modal share of passenger and freight demand.
Population
The population of India as per year 2001 census was 1027 million, comprising 531.3 million
males and 495.7 million females with a decadal growth rate of 21.34 %. The demographic
trends in Kerala are far more positive in many aspects. The year 2001 censes of the Kerala
state reveal 31.839 million constituting 15.469 million males and 16.370 million females. It
has the lowest population growth rate compared to other states in India. Its share in the
population of India is 3.1%. The annual average growth in population of the state during the
year 1991 –2001 was just 0.91% as against the Indian average of 1.93%.
Per Capita Income
The per capita income in real term during the year 2003 – 2004 is estimated to attain the level
of rupees 116,840 million. The rate growth of per capita income during this period is 6.6% as
against the previous year’s growth rate of 1.8 %.
Net State Domestic Product (NSDP)
The annual average growth of the Kerala state income during 1970’s at constant price was
10.73 %and at 1970 – 1971 price was 2.16%. During 1980’s it was 12.15% at current prices
and 3.39% at 1980-81 prices. The average growth rate during 1990’s at constant price was
5.99%.
Gross Domestic Product (GDP)
The statistics published by Central Statistical Organization, the advance estimate of gross
domestic product (GDP) at factor cost at constant 1993 – 1994 prices for the year 2003 –04
has been estimated at rupees 14,245,070 million. This shows that the GDP in real term could
grow at the rate of 8.1% during this period compared to the growth rate of 4% during the
previous year.
Agriculture
Even though the agricultural sector has recorded positive trend in growth performance in
nineties it has not been consistence. Food crops in general have suffered a set back in area and
production despite a sizeable investment. The earlier indication as per the provisional estimate
by the Department of Economics and Statistics was that the growth rate in agricultural income
would be around –5.54% in the year 2002 – 2003. However, the final figure indicated
increase of 1.28%in growth. The provisional figure for 2003-04 show a decline of 4%. The
dismal performance could be attributed to decline in crop production coupled with low prices
of agricultural commodities. The deficit rainfall of SW monsoon in 2002 and 2003 also had
contributed to the decline in crop production.
Industry
Quick industrial growth estimate of the state show a negative growth in the year 2003 –2004.
It is however, a recovery, compared to 2002 – 2003. Growth rate of manufacturing sector
(NSD) of Kerala for the year 2004-2005 is estimated at constant price is –2.23%. Negative
growth was recorded in several items like cotton textile, wool, silk, manmade fabric,
chemicals, non metallic, mineral products, basic metals, alloy industries, machineries and
other manufacturing industries. For all other items positive growth was recorded.
Performance in the industrial export recorded a positive growth of around 9% in 2003-
2004.The major exported commodities are Cashew, Marine products, spices, coir and its
products, coffee, tea etc.
Kerala is endowed with number of deposits such as Heavy Mineral Sand, China Clay, Iron
Ore, Graphite, Bauxite, Silica sand, Lignite, Lime shell, Granite etc. However, only Heavy
Mineral Sand and China Clay contributes more than 90% of total value of mineral production
in the state.
Introduction
Projected Traffic Growth

Many factors such as were utilized to generate the transport demand elasticity coefficients.
• 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 Table 21.
Table 21: Transport Demand Elasticity Coefficient based on NSDP in Kerala
Year
Mode Beyond
2007 2012 2017 2022
2022
Cars 1.20 1.35 1.22 1.10 0.99
Buses 1.50 1.67 1.50 1.35 1.22
Trucks 0.80 0.86 0.77 0.70 0.63
Motorized two wheelers 1.80 1.97 1.77 1.59 1.43
3 wheeler 1.10 1.26 1.19 1.02 0.92
Growth in population and per-capita income are the principal parameters for forecasting
future passenger traffic demands. The following formula combines these parameters with the
passenger vehicle elasticity:
Annual growth rate = [(1 + P/100) (1 + I/100) – 1] x 100 x E
Where:
P = annual population growth rate
I = annual per-capita income growth rate
E = elasticity coefficient.
For goods vehicles, the principal parameters are agriculture, mining, industry, trade and
commerce, which are combined and averaged before applying the elasticity coefficient to
obtain the growth rate.
Future patterns of change in various parameters such as population, NSDP, primary and
secondary industries, trade and commerce, fuel consumption and etc could only be estimated
with limited accuracy. Three scenarios related to future socio-economic trends in the form of
‘most probable’, ‘pessimistic’ and ‘optimistic’ are thus adopted for comparison with the
growth rates determined from the analyses of category wise growth of motor vehicles in
Kerala state. The growth rate obtained from elasticity method is named as ‘most probable’.
Other two considerations of 10% lower and 10% higher growth rates in comparison with most
probable case are named as ‘pessimistic’ and ‘optimistic’ respectively. The growth rates
developed for each of these scenarios are summarised in Table 22.

1 - 44
Table 22:Traffic Growth Rates Based on Elasticity of Transport Demand
Year
Mode Beyond
2007 2012 2017 2022 2027
2027
Scenario-1: Projected Most Probable Traffic Growth Rate
Cars 7.1 7.8 7.0 6.3 5.7 5.7
Buses 8.7 9.6 8.7 7.8 7.0 7.0
Trucks 4.5 4.9 4.5 4.0 3.6 3.6
Motorised Two-
10.3 11.3 10.2 9.2 8.3 8.3
wheelers
3 wheeler 6.6 7.3 6.5 5.9 5.3 5.3
Scenario-2: Projected Pessimistic Traffic Growth Rate
Cars 6.4 7.0 6.3 5.7 5.1 5.1
Buses 7.9 8.7 7.8 7.0 6.3 6.3
Trucks 4.0 4.5 4.0 3.6 3.2 3.2
Motorised Two-
9.3 10.2 9.2 8.3 7.4 7.4
wheelers
3 wheeler 5.9 6.5 5.9 5.3 4.8 4.8
Scenario-3: Projected Optimistic Traffic Growth Rate
Cars 7.8 8.6 7.7 6.9 6.2 6.2
Buses 9.6 10.6 9.5 8.6 7.7 7.7
Trucks 4.9 5.4 4.9 4.4 4.0 4.0
Motorised Two-
11.3 12.5 11.2 10.1 9.1 9.1
wheelers
3 wheeler 7.3 8.0 7.2 6.5 5.8 5.8
These growth rates have been calculated with detailed study of economic indicators of Kerala
state and from the guidelines of World Bank for the calculation of elasticity for different
vehicles. The above growth rates have been used for the economic evaluation of the project
road.
16.12 Traffic Projections
The traffic projections based on category wise growth of motor vehicles in Kerala state have
been computed. Of the 3 scenarios developed by the Elasticity of transport demand approach,
the most probable scenario give the closest comparison with the projections computed by
category wise growth of motor vehicles in Kerala, thus the same have been adopted for design
and economic analysis.
Comparison of different method of forecast
The traffic fore cast comparison of different method is given in Tabled 23. The most probable
case gives a reasonable comparison with category wise growth of vehicles. The elasticity
demand takes into account of different socio – economic profile factors and thus the future
growth may not perfectly depicted .In such a circumstances, the traffic forecast computed by
most probable method have been adopted for design and economic analysis.
Introduction
Table 23 : Comparison of Forecast PCU by different Methods at

Km 380.000 & 419.000
PCU based on Elasticity of transport

PCU Based on demand
Year
category wise growth Most
Pessimistic Optimistic
Probable
Km 380.000
2005 29375 29375 29375 29375
2006 31534 31451 31245 31654
2007 33873 33695 33250 34135
2008 36410 36120 35403 36836
2009 39161 38742 37712 39779
2010 42145 41579 40192 42986
2011 45384 44647 42855 46481
2012 48901 48293 45998 50689
2013 52720 52270 49398 55319
2014 56868 56609 53077 60417
2015 61376 61345 57058 66031
2016 66277 66516 61368 72218
2017 0.71607 71610 65569 78334
2018 77404 77129 70085 85014
2019 83712 83112 74942 92312
2020 90578 89598 80164 100288
2021 98053 96633 85784 109009
2022 106196 103503 91238 117592
2023 115066 110900 97069 126904
2024 124734 118866 103302 137008
2025 135272 127448 109967 147973
2026 146765 136695 117095 159876
2027 159300 145684 123910 171505
2028 172978 155306 131151 184036
2029 187905 165607 138845 197541
2030 204202 176636 147021 212099
2031 221999 188447 155712 227796
2032 241439 201096 164950 244722
2033 262680 214648 174772 262981
2034 285894 229168 185217 282679

1 - 46
PCU based on Elasticity of transport
PCU Based on demand
Year
category wise growth Most
Pessimistic Optimistic
Probable
2035 311272 244728 196325 303935
Km 419.000
2005 23228 23228 23228 23228
2006 24945 24879 24715 25040
2007 26815 26672 26318 27023
2008 28854 28619 28046 29195
2009 31077 30736 29909 31574
2010 33501 33037 31918 34180
2011 36146 35540 34086 37038
2012 39033 38529 36657 40498
2013 42184 41806 39452 44328
2014 45626 45403 42492 48571
2015 49386 49350 45798 53273
2016 53495 53683 49396 58485
2017 57986 57977 52922 63669
2018 62897 62653 56730 69360
2019 68269 67746 60844 75612
2020 74145 73295 65288 82480
2021 80576 79343 70091 90029
2022 87616 85282 74772 97507
2023 95324 91704 79797 105656
2024 103767 98651 85189 114540
2025 113016 106167 90979 124227
2026 123151 114300 97195 134792
2027 134260 122239 103159 145164
2028 146440 130769 109518 156386
2029 159796 139935 116298 168531
2030 174445 149786 123528 181676
2031 190518 160375 131239 195906
2032 208155 171760 139464 211314
2033 227514 184000 148238 227999
2034 248767 197164 157599 246070
2035 272103 211321 167588 265646
Introduction
16.13 Inference
Two scenarios were examined here namely
• Do nothing option
• Widening the existing road to four/ six lane capacity
The impact of speed for various links is considered in this option. The speed flow analysis
using the following Road User Cost Study equations is carried out. Substituting the normal
growth of traffic for the required period the average speed of different modes with base year
flow are computed and the details are furnished in Table 24
Two lane carriageway speed equations (with earthen shoulders)
Vc = 85.45 – 0.017Q
Vb = 66.79 – 0.013Q
Vt = 58.96 – 0.008Q
Vtw = 51.58 – 0.007Q
Four lane carriageway speed equations (with paved shoulders)
Vc = 92.79 – 0.0075Q
Vb = 74.48 – 0.0042Q
Vt = 63.25 – 0.0047Q
Vtw = 57.21 – 0.0062Q
Where,
Q: Traffic flow in PCU
Vc, Vb, Vt, and Vtw: Speeds of cars, buses, trucks and motorized two wheelers respectively.
Table 24 Speed flow analysis at km 380.000 & 419.000
Speed on 2 lane carriageway Speed on 4 lane carriageway

Peak Peak with earthern shoulder with earthern shoulder
S. AADT (km/hr) (km/hr)
Year hour hour
No. (PCU)
factor PCU 2 2
Car Bus Truck Car Bus Truck
wheeler wheeler
Km 380.000
1 2005 29375 6.72% 1974 52 41 54 45 78 66 54 45
2 2006 31534 2119 49 39 53 44 77 66 53 44
3 2007 33873 2276 47 37 53 43 76 65 53 43
4 2008 36410 2447 44 35 52 42 74 64 52 42
5 2009 39161 2632 41 33 51 41 73 63 51 41
6 2010 42145 2832 37 30 50 40 72 63 50 40
7 2011 45384 3050 34 27 49 38 70 62 49 38
8 2012 48901 3286 30 24 48 37 68 61 48 37
9 2013 52720 3543 25 21 47 35 66 60 47 35
10 2014 56868 3822 20 17 45 34 64 58 45 34

1 - 48
Year hour hour
No. (PCU)
factor PCU 2 2
wheeler wheeler
11 2015 61376 4124 15 13 44 32 62 57 44 32
12 2016 66277 4454 10 9 42 30 59 56 42 30
13 2017 71607 4812 4 4 41 27 57 54 41 27
14 2018 77404 5202 0 0 39 25 54 53 39 25
15 2019 83712 5625 37 22 51 51 37 22
16 2020 90578 6087 35 19 47 49 35 19
17 2021 98053 6589 32 16 43 47 32 16
18 2022 106196 7136 30 13 39 45 30 13
19 2023 115066 7732 27 9 35 42 27 9
20 2024 124734 8382 24 5 30 39 24 5
21 2025 135272 9090 21 1 25 36 21 1
22 2026 146765 9863 17 0 19 33 17 -4
23 2027 159300 10705 13 13 30 13 0
24 2028 172978 11624 9 6 26 9 0
25 2029 187905 12627 4 0 21 4 0
26 2030 204202 13722 0 17 0 0
27 2031 221999 14918 12 0
28 2032 241439 16225 6 0
29 2033 262680 17652 0 0
30 2034 285894 19212 0
31 2035 311272 20918 0
Km 419.000
1 2005 23228 6.29% 1461 61 48 56 48 82 68 56 48
2 2006 24945 1569 59 46 56 47 81 68 56 47
3 2007 26815 1687 57 45 55 47 80 67 55 47
4 2008 28854 1815 55 43 55 46 79 67 55 46
5 2009 31077 1955 52 41 54 45 78 66 54 45
6 2010 33501 2107 50 39 53 44 77 66 53 44
7 2011 36146 2274 47 37 53 43 76 65 53 43
8 2012 39033 2455 44 35 52 42 74 64 52 42
9 2013 42184 2653 40 32 51 41 73 63 51 41
10 2014 45626 2870 37 29 50 39 71 62 50 39
Introduction

Year hour hour
No. (PCU)
factor PCU 2 2
wheeler wheeler
11 2015 49386 3106 33 26 49 38 69 61 49 38
12 2016 53495 3365 28 23 47 36 68 60 47 36
13 2017 57986 3647 23 19 46 35 65 59 46 35
14 2018 62897 3956 18 15 45 33 63 58 45 33
15 2019 68269 4294 12 11 43 31 61 56 43 31
16 2020 74145 4664 6 6 41 28 58 55 41 28
17 2021 80576 5068 0 1 39 26 55 53 39 26
18 2022 87616 5511 0 37 23 51 51 37 23
19 2023 95324 5996 35 20 48 49 35 20
20 2024 103767 6527 33 17 44 47 33 17
21 2025 113016 7109 30 13 39 45 30 13
22 2026 123151 7746 27 9 35 42 27 9
23 2027 134260 8445 24 5 29 39 24 5
24 2028 146440 9211 20 0 24 36 20 0
25 2029 159796 10051 16 17 32 16
26 2030 174445 10973 12 10 28 12
27 2031 190518 11984 7 3 24 7
28 2032 208155 13093 2 0 19 2
29 2033 227514 14311 0 14 0
30 2034 248767 15647 9
31 2035 272103 17115 3
The entire project road stretch passes through plain terrain barring about 15 km stretch which
is between plain and rolling. Thus Plain terrain with curvature (degree/kilometer) 0 to 50 is
considered. Design service volume as reveal in IRC 64: 1990, recommend for two-lane road
that has 7 m wide blacktop carriageway with reasonably good earthen shoulders with peak
hour traffic in the range of 8% and level of service ‘B’ is 15000 PCU/day and for four lane
dual roads is 40000 PCU/day. From the projected traffic different carriageway requirement
options are considered and the details are given Table 25.
Table 25: Carriageway Requirement Options
Km 380.000 Km 419.000
Sl. No. Year
PCU Requirement PCU Requirement
1 2005 29375 4L -PS 23228 4L -PS
2 2006 31451 24879
3 2007 33695 26672

1 - 50
Km 380.000 Km 419.000
Sl. No. Year
PCU Requirement PCU Requirement
4 2008 36120 28619
5 2009 38742 30736
6 2010 41579 33037
7 2011 44647 35540
8 2012 48293 38529
9 2013 52270 6 lane 41806
10 2014 56609 45403
11 2015 61345 49350
12 2016 66516 53683 6 lane
13 2017 71610 57977
14 2018 77129 62653
15 2019 83112 67746
16 2020 89598 73295
17 2021 96633 79343
18 2022 103503 85282
19 2023 110900 91704
20 2024 118866 98651
21 2025 127448 106167
22 2026 136695 114300
23 2027 145684 122239
24 2028 155306 130769
25 2029 165607 139935
26 2030 176636 149786
27 2031 188447 160375
28 2032 201096 171760
29 2033 214648 184000
30 2034 229168 197164
31 2035 244728 211321
From the above table, it is obvious that the project road is already exceeded the capacity
requirements of two lane. The peak hour factors obtained from count stations at km 380.00
and at km 419.00 are 6.72% and 6.29% respectively, which are comparatively lower than the
peak hour factors of 8%, which are referred in the IRC guidelines. Thus about 20% capacity
may be increased and accordingly the requirement and go beyond of four laning facilities are
calculated.
Introduction
It is evident from the traffic studies that the project road from km 379.100 to km 431.000 is
already exceed its capacity and warrant four lane facilities right at the moment.
16.14 Design for Major Road Junction
Four major road junctions exist on this stretch of the project road. Turning movement count
for consecutive15 minute’s intervals for a period of 24 hours are carried out. The base year
flow for the year 2005 and predicted peak hour flow in the years 2017 and 2027 for all these
junctions are exemplified in Table 26.
Table 26: Predicted Peak flow at major junction
Sl. Chainage Peak hour flow in all arms (PCU)

Name of the Junction
No. (km)
2005 2017 2027
1 Thiruvoor Junction 379.100 2261 4971 9003
2 X ray hospital Junction 392.100 2471 5781 10796
Power house bridge
3 411.200 3944 7786 15516
junction
4 Chenganacheri Junction 415.500 2214 5232 9950
5 Harripad 445.00 1795 4371 8662
6 NangiarKulangara 447.40 2752 6868 13434
7 Kayamkulam 458.00 2582 9013 18195
Highway grade separators are envisaged at intersection of divided rural road if the ADT (fast
vehicles only) on the cross road within the next 5 years is likely to exceed 5000 and otherwise
the need for such facilities could be kept in view for future consideration/construction. An
interchange may be justified when an at-grade intersection fails to handle the volume of
traffic resulting in serious congestion and frequent choking of the intersection. This situation
may arise when the total traffic of all the arms of the intersection is in excess of 10,000 PCU/
hours. These above cases do not arise in none of the four junctions till the year 2027. In the
year 2027, the junction at km 392.100 marginally exceeds the limit. The project road is
bypassing the Alappuzha town thus the junction at km 411.200 too does not considered for
such facilities. Based on the peak hour flow the at-grade junctions will be designed as per
MOSRT &H standards. The type of intersections proposed are given in Table 27.
Table 27: Types of intersections proposed.
Sl. Chainage Suggested design of intersection

Name of the junction
No. (km) 2017 2027
1 Thiruvoor Junction 379.100 At grade At grade
2 X ray hospital Junction 392.100 At grade At grade
Power house bridge
3 411.200 At grade At grade
Junction
4 Chenganacheri Junction 415.500 At grade At grade
5 Harripad 445.00 At grade At grade
6 NangiarKulangara 447.40 At grade At grade
7 Kayamkulam 458.00 At grade At grade

1 - 52
17. BYPASS
The project road starts from km 379.100 Thiruvoor Junction and ends at km 465.000 Ochira
of NH-47 in Kollam district. In this section of road there is one important town Alappuzha
where the ROW is less and so a 4-lane bypass is proposed for Alappuzha town ch. 408.000 to
ch. 415.000.
18. DESIGN OF PAVEMENT
Design Life : 20 Years (Flexible)
Design Traffic : 100 msa for main carriageway; 10msa for service road
Design CBR : 8%
Pavement Composition
New Pavement:
Bituminous Concrete : 50mm
Dense Bituminous Macadam (DBM) : 140mm
Wet Mix Macadam (WMM) : 250mm
Granular Subbase (GSB) : 200mm
Overlay:
Profile Correction with DBM : 50mm
Service Road:
19. PRELIMINARY ENVIRONMENT ASSESSMENT
19.1 General
Improvement of surface connectivity through construction of new roads or strengthening/
upgradation of existing roads is generally undertaken to improve the economic and social
welfare of those using the road or served by it. The need for faster growth in the economic
and social sectors has propelled the Government of India to invest liberally in infrastructure
development program and strengthening the road network of the country has got a focus.
There is a realization that improved connectivity goes a long way in integrating the markets in
the country and providing a level playing field for the manufacturers and producers located in
different regions. The project of 4-laning of Cherthalai Thiruvananthapuram section (km
379.10 to km551.90) of National Highway NO. 47 in the state of Kerala is a part of the
National Highway Development Program. The project involves rehabilitation and upgrading
of the existing 2-lane road and widening it to 4-lane dual carriageway. The project road has
been divided into two packages. Package-I starts at Cherthalai (km 379.100) and ends at
Ochira (km 465.000) is primarily confined within the district of Alappuzha known all over the
world for its backwaters and the popular boat race and terminates after entering the Kollam
district a center for cashew processing industries. Kollam has also the second largest estuary
of Kerala in Ashtamudi lake which in the recent past has been declared as a Ramsar site.
Introduction
19.2 Description of the Project

The package of NH 47 – the busiest highway in the state of Kerala covers the stretch between
379.10km and 465.0km. It primarily runs through the district of Alappuzha and ends up after
entering Kollam. This stretch passes through settlements of Cherthalai, Alappuzha, Kalavoor,
Punnapra, Ambalapuzha, Haripad, Kayamkulam, Krishnapuram, Ochira etc Quite a few of
these settlements are thickly populated. To avoid large scale dislocation of people and
property, it has been proposed to bypass Alappuzha. Land for this Alappuzha bypass has been
acquired long back. It is proposed to provide elevated roads at some of the thickly populated
towns.
The carriageway of the existing road on an average varies between 10m and 13m except in
few patches where the carriageway is narrower. The package has some stretches where the
divided 4-lane carriageway has already been constructed. Built up areas occupy the bulk of
the land along the project corridor. The ROB at AmbAlappuzha has provision of 2-lane
undivided carriageway. A large number of junctions punctuate the road
Roadside plantations of varying densities and species composition line almost the entire
stretch of the road. Some locations have the Arabian sea close by. The project road also
crosses backwaters at a few locations.
19.3 Environmental Management Plan
Environmental Management Plan (EMP) is the means to ensure that the environmental
quality of the zone dos not get adversely impacted beyond acceptable level due to the
construction and operation of the project. The plan lays down measures for three distinct
phases - (a) design phase (b) construction phase and (c) the operational phase. This plan
suggests mitigation measures against all identified impacts. Environmental management
matrix provides detailed management measures for specified anticipated impacts and defines
responsibilities of each participating organization. Mitigation and management measures have
been detailed out for impacts on water bodies, roadside vegetation, water /air/sound quality,
road safety, drainage as well as sanitation of labour camps.
Environmental enhancement considers additional provisions and specifies
enhancement of water bodies, and establishment of quality compensatory plantation
all along the project corridor.
19.4 Environmental Monitoring Plan

Environmental Monitoring Plan ensures that the environmental mitigation measures
and enhancement programme are properly implemented and the responsibility for
implementation is clearly demarcated.
Monitoring of environmental quality during construction and during operation reflects the
success of implementation of the mitigation measures. Monitoring will be conducted by the
project authority with the help of an independent monitoring organisation Monitoring
parameters, locations and frequency for air, water, noise quality have been suggested.
Monitoring of survival rates of plantations also has been suggested.
A budgetary estimate of Rs. 500.00 lacs for environmental management activities has been
prepared. This includes cost of mitigation measures, enhancement and monitoring.
Environmental mitigation measures, which are part of engineering activities such as slope
stabilization, sediment/ silt control, provision of cross-drainage etc. have not been included in
this estimate.

1 - 54
20. INITIAL SOCIAL ASSESSMENT
20.1 General
The Resettlement Action Plan (RAP) is based on social impact assessment of the
potentially affected owners of houses, shops, hotels, tea stalls, business and
agricultural land including impact on local community infrastructures due to widening
of National Highway – 47. In view of the human involved, the possible social
impacts have been integrated into the improved alternative engineering designs to
minimize resettlement and forced displacement. This task has been achieved by
adopting road engineering techniques in terms of the provision of Alappuzha bypass,
realignment, widening and reduction in median width at congested settlements. The
RAP provides details to implement provisions of the policy framework, including
institutional arrangements and budgets based on enumeration of project-affected
people with entitlements under the framework.
20.2 Budget
The estimated budget for R&R is Rs.344.70 crores including land acquisition. The
item wise detailed indicative budget of the R&R component of the project will be
presented in the stand along RAP document, which will be sent along with the revised
PPR.
21. ESTIMATED COST
The estimated cost (civil cost) of this package based on 2006-07 rates works out to
Rs. 956.28 crores. This has been updated to Rs. 1054.30 crores after adding
escalation for 2 years @ 5% per annum i.e. Rs. 12.61 crores per km (Total Length =
Km 83.60). After adding contingency and supervision charges and cost of shifting
utility services, environmental mitigation measures, land acquisition and resettlement
and rehabilitation charges, the cost comes to Rs. 1600.00 crores i.e. Rs. 19.14 crores
per km.
22. ECONOMIC AND FINANCIAL ANALYSIS
22.1 Introduction
This chapter presents the economic analysis for the project road section from km 379.100 to
km 465.000 of NH-47 in the state of Kerala. The economic analysis is carried out within the
broad framework of social cost-benefit analysis. The appraisal compares the total transport
costs in situations of “with” the project and “without” the project alternatively called the
“base case” or the “do minimum case” for the project highway.
Introduction
The underlying objective of economic analysis is to maximize the returns on the investment.
The concept behind the economic appraisal of the project is that if it is implemented, the
resulting benefits will be the decreased road users costs when compared to the costs of the
‘base’ situation.
The total transport costs comprise two basic components (Table28), viz. road supplier costs
and road user costs.
Table 28: Total Transport Costs
Road Supplier Costs Road User Costs
Construction Costs Vehicle Operating Costs (VOC)
Maintenance Costs Travel Time Costs
Replacement Costs: Costs of Environmental Impact
Mitigation Measures, Costs of Rehabilitation and
Resettlement (R&R) measures
22.2 Methodology
All costs considered in the analysis are valued in money terms at the market prices. For
economic analysis, these are expressed as economic costs for avoiding distortions in the
prices of inputs such as labour, materials, equipment, and machinery i.e. market prices net of
transfer payments such as taxes and subsidies arising due to market imperfections. The
transport costs are estimated for the ‘Do nothing’ and ‘With Project’ scenarios. The reduction
in these costs under ‘With Project’ scenario, alternatively called the savings, are treated as
economic benefits corresponding to the incremental investment estimated over the life of
project.
The economic appraisal is carried out by using the ‘Highway Development and Management
(HDM 4) Model’. The model is used to generate cash flow streams of VOCs and travel time
costs to compute the net economic benefits, as inputs for the estimation of the IRRs and NPVs
for project evaluation.
22.3 Project Option
Economic evaluation for the project road from km 379.100 to km 465.000 has been carried
out. The project option considered is:
Widening and strengthening of existing 2-lane (partly 4-lane) National Highway to four lane
carriageway configuration with 7m wide service lane on either side.
22.4 Basic Input Data
The basic input data used for the application of HDM-4 have been grouped into following
categories:
General
Traffic
Road Condition and Pavement design
General Data
Pavement Option : Flexible Pavement has been considered for proposed four lane
carriageway configuration of existing 2-lane highway

1 - 56
Construction Period : Construction period for the section from km 379.100 to km
465.000 has been assumed as 30 months i.e. from April 2009 to
Sept 2011.
Investment Schedule : For construction period, the distribution of cost for each year is
given as below:
1st Year - 30 %
2nd Year – 40 %
3rd Year – 30 %
Analysis Period : 20 years
Discount rate : 12%
Solvage Value : 15%
Project Cost
Estimated cost for project option is as given in Table 29.
Table 29 : Estimated cost for Construction

Construction Cost
Option
(Rs. in million)
New four lane carriageway configuration of existing 2-
10543.00
lane highway
The foreign exchange component in the total capital cost is insignificant and has been
considered to be zero, as all material, machinery and labour are available in India. Standard
Conversion factor of 0.90 has been used for converting market prices of road construction and
maintenance inputs into economic costs.
Traffic Volume and Composition
The traffic volume data has been taken from Traffic Analysis & Forecast chapter as per
Traffic Surveys conducted in the year 2005.
Summary of Annual Average Daily Traffic (AADT) along with percentage composition of
vehicles at km 380.00, km 419.00 and km 459.00 is given in Table 30.
Table 30: AADT & Percentage Composition of Vehicles
Percentage Composition (Motorised)
AADT ( Motorized
Vehicles) in Nos.
Three Axle Trucks
Multi Axle Trucks

Location (km)
Two Axle Trucks

Three Wheeler
Mini Bus/LCV
Two Wheelers
Car/Jeep/Van
(Passenger)
LGV
Bus
380.00 22723 40.19 2.61 5.31 7.06 25.92 7.82 8.85 1.77 0.47
Introduction
Percentage Composition (Motorised)
AADT ( Motorized
Vehicles) in Nos.
Three Axle Trucks
Multi Axle Trucks

Location (km)
Two Axle Trucks

Three Wheeler
Mini Bus/LCV
Two Wheelers
Car/Jeep/Van
(Passenger)
LGV
Bus
419.00 18676 25.73 3.24 5.88 8.87 39.71 6.55 8.01 1.65 0.36
459.00 21621 30.59 2.25 6.76 10.61 36.93 5.82 5.65 1.06 0.33
Estimated growth rates used for projection of traffic to horizon years are given in
Table 31.
Table 31: Estimated Traffic Growth Rates (%)
Year
Mode 2005 - 2008 - 2013 - 2018 - 2023 - 2027
2007 2012 2017 2022 2027 onwards
Cars 7.1 7.8 7.0 6.3 5.7 5.7
Buses 8.7 9.6 8.7 7.8 7.0 7.0
Trucks 4.5 4.9 4.5 4.0 3.6 3.6
Motorized two
10.3 11.3 10.2 9.2 8.3 8.3
wheelers
3 wheeler 6.6 7.3 6.5 5.9 5.3 5.3
Existing Road Condition: Other parameters like pavement condition data, roughness
Pavement Deflection (BBD) of various sections have been taken from respective chapter and
are summarized in the Table 32 and Table 33.
Table 32: Existing Roughness (m/Km) of various sections
Chainage (km.)
Sl. No. Length (km) Roughness (m/km)
From To
1 379.100 387.000 7.9 2.54
2 387.000 408.000 21 2.59
3 408.000 465.000 57.0 3.02
Table 33: Pavement Condition Survey data
Patching
Cracking Potholes (% Ravelling Rut Depth
Chainage area
area (%) area) area (%) (mm)
(%)
379.100-
3.71 0.42 - - 0.64
387.000
387.000- 4.56 1.00 0.98 - -

1 - 58
408.000
408.000-
9.28 1.54 4.75 1.11 1.68
465.000
22.5 Economic Analysis – Results

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

Four lane carriageway configurations of
existing 2-lane carriageway of NH-47 (with 35.90 18121.33
time saving)
22.6 Sensitivity Analysis

Sensitivity Analysis has been carried out to examine the effect on economic viability of the
project due to change in the level of the key input factors, including construction cost,
variation in traffic etc. The sensitivity of the IRR has been studied under the following change
in conditions (refer Table 34).
Condition I : 15% increase in project cost, traffic remains unchanged.
Condition II : 15% decrease in traffic, project cost remains unchanged.
Condition III : 15% increase in project cost & 15% decrease in traffic.
Table 34: Sensitivity Analysis Results with time saving
Sensitivity Analysis Results
Condition IRR (%) NPV (Rs. Million)
I 32.30 16987.34
II 32.50 16788.84
III 29.30 15654.850
Economic and Sensitivity Analysis results show that project road section from km 379.100 to
km 465.000 is economically viable by all means. Thereby project may be taken up for
improvement to 4-lane configuration.
22.7 Financial Analysis
The base objective of the financial analysis is to determine whether the Build Operate
and Transfer (BOT) model is workable for the stretch Cherthalai to Ochira (km
379.100 to km. 465.00) and if so, under what conditions
Financial Analysis has been carried out for the following scenarios.
i) Base case with no NHAI grant

ii) With 20% equity support and 20% O&M support during the concession period,
the results are indicated as under;
Sl Equity Post- Tax
Description NPV
No. FIRR (%) FIRR (%)
Introduction
Concession Period: 25 Years
1 Base case with no 15.00 12.98 99.89 Crores

grant
2 With 20% equity 27.25 19.62 700.81 Crores

support + 20% O&M
support
23. MEMORANDUM FOR PPP APPRAISAL COMMITTEE
23.1 Memorandum for consideration of Public Private Partnership Appraisal Committee

(for ‘In Principle’ approval) has been prepared in the format prescribed by NHAI and
is sent separately as document (Annex II) along with the Term Sheet of the proposed
Concession Agreement (Appendix A).
23.2 The memorandum for Public Private Partnership Appraisal Committee (for ‘Final’
approval) has also been prepared and is sent herewith as Annex III together with brief
particulars of the Concession Agreement (Annex III-Appendix ‘A’).
24. CONCLUSION AND RECOMMENDATION
The economic with sensitivity analysis and financial analysis results show that the
project is economically and financially viable even without any grant from NHAI.
The project is therefore recommended to be taken up on priority for 4 laning under
BOT (Toll).
•••
EXECUTIVE SUMMARY
0.1 INTRODUCTION
M/s Intercontinental Consultants and Technocrats Pvt. Ltd., New Delhi have been appointed
as Consultants to carryout the Feasibility Study and preparation of Detailed Project Report
(DPR) for 4/6-laning of Cherthalai to Thiruvananthapuram section of

1 - 60
NH-47 in Kerala State (Package No. NHDP Phase III/DL4/22). The work will be executed on
BOT basis.
0.2 CONTRACT
The Contract for Consultancy Services between M/s. ICT Pvt Ltd. and NHAI was entered
into on 08.09.2005 with the amount of consultancy contract being Rs. 2,21,69,400/-
(excluding service tax) for the entire length of proposed 4 laning in the Cherthalai-
Thiruvananthapuram section of NH-47 in the State of Kerala. Length has been divided in two
parts. Package I deals from Cherthalai (km 379.100) to Ochira (km 465.000) section of NH-
47.
0.3 PROJECT BACKGROUND

0.3.1 Earlier Stand
During the meeting taken by the Hon’ble Chief Minister of Kerala at Thiruvananthapuram on
08.11.2005, NHAI were asked by the State Govt. to carryout 4 laning within the existing 30m
width of Road (ROW) as acquisition of land was reported to be extremely difficult. M/s. ICT
were constrained to develop the x-sections of 4 laning accordingly. This had the following
inherent drawbacks:
viii) Non availability of space for 4.5m wide Median as per Ministry’s / NHAI guidelines
ix) Non Provision of 1m wide earthen shoulders on both sides of the 4-lane road
x) Only 5.5m width of service roads including 1.5m width for side drain and 0.5m for utility
services
xi) No space for stacking lane for turning traffic in medium opening for safety
xii) Non availability of adequate space for utility services
xiii) No space for bus bays, bus shelters, parking areas etc.
xiv) No scope of future expansion
0.3.2 Reports Submitted
Feasibility report of the project was submitted to NHAI on 29.12.2005.
Draft Preliminary Project Report for Package I i.e. km 379.100 to km 465.000 was submitted
to NHAI on 20.01.2007. These reports were based on the earlier decision of 4 laning in the
existing 30m Right of way (ROW) width.
03.3 Later Developments
During the meeting taken by the Hon’ble Minister for Shipping, Road Transport &
Highways with the Chief Minister of Kerala at Thiruvananthapuram on 23rd May
2007, it was decided that 4-laning of NH-47 from Cherthalai to Thiruvananthapuram
will be carried out in 45m. Right of Way (ROW) width and NOT in 30m existing
ROW as desired by the State Govt. of Kerala. This has resulted in complete change of
design and drawings by the consultants.
• Due to change in ROW width from 30m to 45m new cross-sections
for 4-laning were developed and sent to NHAI for approval on 31.05.2007 and
06.07.2007.
• NHAI was informed that the change would involve additional inputs of survey,
extensive Land Acquisition Plans, Resettlement Plans, Environmental
Management Plans and preparation of entire design and drawings afresh.
Introduction
• Case for additional cost of Rs. 94.31 Lakhs (excluding service tax) as Variation
was submitted to NHAI vide ICT letter no. ICT:436:TL:4447 dated 31.05.2007.
• NHAI was also informed on 31.05.2007 that fresh exercise would require
Extension of Time (EOT) of 8 months for preparing DPR.
0.4 PRESENT STATUS
• Approval in principle for the modified 4-lane cross-section has been received
from NHAI vide their letter no. NHAI/BOT/11012/67/2005 dated 15.11.2007.
• Extension of Time (EOT) upto 31st Jan 2008 has been approved by NHAI vide
their letter of 15.11.2007 referred to above.
• Approval for additional cost as variation is awaited from NHAI.
0.5 SITE VISIT
A site visit was undertaken by Team Leader accompanied by Senior Surveyor from
4th December 2007 to 10th December 2007. After the approval of the modified X-
sections of 4 laning by NHAI, widening schedule was finalized keeping in view the
ground situation. The abstract of widening is indicated as under:
LHS RHS Concentric Bypass* Total

Item
((km) (km) (km) (km) (km)
Package
38.850 27.600 10.450 6.700 83.600
I
* Bypass at Alappuzha
Based on above, the modified alignment plans have been prepared and sent to NHAI
vide letter no. ICT: 436: TL: 1523 dated 18.02.2008.
0.6 TRAFFIC
The traffic in the base year i.e. December 2005 varies from 29,375 PCU to 35,361
PCUs. The pavement has been designed for 20 years design life.
0.7 DESIGN OF PAVEMENT
Design Life : 20 Years (Flexible)
Design Traffic : 100 msa for main carriageway; 10msa for service road
Design CBR : 8%
Pavement Composition
New Pavement:
Overlay:

1 - 62
Profile Correction with DBM : 50mm
Service Road:
0.8 ENVIRONMENTAL IMPACT ASSESSMENT
The approximate cost for Environmental Mitigation measures has been worked out as
Rs. 500.00 lakhs.
0.9 SOCIAL ASSESSMENT
The estimated budget for Resettlement and Rehabilitation (R & R) is Rs. 344.70
crores including land acquisition.
0.10 ESTIMATED COST
The estimated cost (civil cost) of this package based on 2006-07 rates works out to
Rs. 956.28 crores. This has been updated to Rs. 1054.30 crores after adding
escalation for 2 years @ 5% per annum i.e. Rs. 12.61 crores per km (Total Length =
Km 83.60). After adding contingency and supervision charges and cost of shifting
utility services, environmental mitigation measures, land acquisition and resettlement
and rehabilitation charges, the cost comes to Rs. 1600.00 crores i.e. Rs. 19.14 crores
per km.
0.11 ECONOMIC AND FINANCIAL ANALYSIS
0.11.1 Economic Analysis
The results of economic analysis for the project road section from km. 379.100 to km.
465.000 of NH-47 in the State of Kerala are indicated below;
NPV (Rs.
Option EIRR %
Million)
Four lane carriageway 35.90 18121.33
configuration of existing 2-lane
carriageway of NH-47 (With
time saving)
Sensitivity Analysis
Condition – I : 15% increase in project cost, traffic remains unchanged
Condition – II : 15 % decrease in traffic, project cost remains unchanged
Condition – III: 15 % increase in project cost & 15% decrease in traffic
Results (With Time Saving)
Condition IRR (%) NPV (Rs. Million)
I 32.30 16987.34
Introduction
II 32.50 16788.84
III 29.30 15654.85
0.11.2 Financial Analysis
The base objective of the financial analysis is to determine whether the Build Operate
and Transfer (BOT) model is workable for the stretch Cherthalai to Ochira (km
379.100 to km. 465.00) and if so, under what conditions
Financial Analysis has been carried out for the following scenarios.
iii) Base case with no NHAI grant
iv) With 20% equity support and 20% O&M support during the concession
period, the results are indicated as under;
Post-
Equity
Sl Tax
Description FIRR NPV
No. FIRR
(%)
(%)
Concession Period: 25 Years
1 Base case with 15.00 12.98 99.89
no grant Crores
2 With 20% 27.25 19.62 700.81
equity support + Crores
20% O&M
support
0.12 MEMORANDUM FOR PPP APPRAISAL COMMITTEE
0.12.1 Memorandum for consideration of Public Private Partnership Appraisal Committee
(for ‘In Principle’ approval) has been prepared in the format prescribed by NHAI and
is sent separately as document (Annex II) along with the Term Sheet of the proposed
Concession Agreement (Appendix A).
0.12.2 The memorandum for Public Private Partnership Appraisal Committee (for ‘Final’
approval) has also been prepared and is sent herewith as Annex III together with brief
particulars of the Concession Agreement (Annex III-Appendix ‘A’).
0.13 CONCLUSION AND RECOMMENDATION
The economic with sensitivity analysis and financial analysis results show that the
project is economically and financially viable even without any grant from NHAI.
The project is therefore recommended to be taken up on priority for 4 laning under
BOT (Toll).
•••

1 - 64

Project Report Cherthalai Ochira NH-47 PKG-I

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CONTENTS

Executive Summary Es-1 to Es-4

3. Project Background 1-1

4. Pavement Condition Survey 1-20

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

6. Benkelman Beam Deflection Tests 1-22

7. Intersections and Railway Crossings 1-22

8. Cross Drainage Works 1-25

9. Hydrology of Bridges 1-25

10. Bridges and Structures 1-26

11. Reports Submitted 1-31

12. Later Developments 1-31

13. Present Status 1-32

14. Site Visit 1-32

15. Packaging 1-32

16. Traffic Surveys 1-32

17. Bypass 1-49

18. Design of Pavement 1-49

19. Preliminary Environment Assessment 1-49

20. Initial Social Assessment 1-51

21. Estimated Cost 1-51

22. Economic and Financial Analysis 1-51

23. Memorandum for PPP Appraisal Committee 1-55

24. Conclusion and Recommendation 1-55 to 1-56

BRIEF PROJECT REPORT

3.1 Consultancy Services

Monthly Progress Report

3.2 Project Description

3.3 Interaction with Client and State Government of Kerala

Monthly Progress Report

Monthly Progress Report

Table 1: ROW Details

Monthly Progress Report

3.8 Un-paved Shoulder Type and Width

Sl. Location (km) Land Use

Monthly Progress Report

Sl. Location (km) Land Use

Monthly Progress Report

Sl. Location (km) Land Use

Monthly Progress Report

Sl. Location (km) Land Use

Monthly Progress Report

3.10 Height of Embankment

Sl. Design Status of

Table 6: Existing Minor Junction

Sl. Design Status of

Monthly Progress Report

4. PAVEMENT CONDITION SURVEY

Corrugations are the formation of fairly regular undulations (ripples) across a

4.3 Pot Hole

Ravelling is characterized by the progressive disintegration of the surface due to the

Monthly Progress Report

Road Roughness Surveys

Y = 1.583+0.00047*X [R^2 = 0.98]

BI = (312.5 x IRI) 1.124

5.3 Limitations as per MOSRT&H/World Bank

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

Good Average Poor Very Poor

Minimum IRI (BI) in Maximum IRI (BI) in

1.5 (1000) 3.4 (2500)