project cost estimate - wordpress.com · (nh 220) 234+800 (nh 220) 222+400 235+100 12.700 two...

Wilbur Smith Associates Inc. USA In Joint Venture With Wilbur Smith Associates Pvt. Ltd. National Highways Authority of India

E-1

Executive Summary

The Ministry of Road Transport & Highways, MORT&H, Government of India has decided to take up the development of various National Highway Corridors for augmentation of capacity for safe and efficient movement of traffic by widening to 4/6 lanes. One such set of corridors is 10,000 km of NHDP-III spread over the country. National Highways Authority of India (NHAI) has been entrusted to implement the development projects for these selected stretches/ corridors either through public-private partnership (PPP) basis or its own budgetary sources or loans from ADB, World Bank or any such organisation. The stretch of 131.55km on NH 45 Ext,NH 49 Ext & NH 220. i.e. from km 2+750 (at NH7 Junction) to km 73+400(at Theni), NH 49E from Km 77+200 to Km 80+000 and NH 220 from Theni (km 273+600) to Kumili (km 215+500) in the state of Tamilnadu is a part of the NHDP-III projects

M/s Wilbur Smith Associates Inc. USA in joint venture (JV) with Wilbur Smith Associates Private Limited have been entrusted by NHAI the task of carrying out the Feasibility Studies and preparation of Detailed Project Report including Environmental and Social Impact Assessment for rehabilitation and upgrading to 4/6 lane divided highway.

‘

The project road stretch is located in the state of Tamilnadu. The stretch starts from NH 7 junction at Dindigul and extends upto Kumili on Western Ghat mountain. The project roads connects Dindigul, one of the important city in Tamil Nadu to Kumili, the border town of Tamilnadu and Kerala. It passes through Dindigul and Theni Districts. It also forming an important link connecting Wstern districts of Tamilnadu such as Madurai, Trichy, Karur and Coimbatore from Dindigul. NH-45 Ext links to Northern, Eastern and southern districts of Tamilnadu via. NH-45,NH-209, NH-7 and NH49Ext.

The salient proposals for up gradation and improvement of the NH45 E and NH 220 are classified into the following engineering aspects.

• Widening of the project road into 4 lane configurations based on traffic capacity.

• Improving the horizontal and vertical geometry of the existing road based on the design standards Including realignment where ever justifiable.

• Design of pavement for widening and strengthening of the existing road.

• Improvement of all major and minor intersections.

• Rehabilitation and widening of the existing structures including bridges, culverts, ROBs, underpasses, grade separators etc and design of new ones.

• Provision of comprehensive road furniture for complete road safety.

Widening Proposals Based on traffic considerations, geometric standards and existing site condition it is proposed to have the following configuration

Project Background

Project Description

Consultancy Services for Feasibility Study and Detailed Project Report Project Report for Dindigul-Theni (NH 45 Ext.) and Theni-Kumili (NH 220) Section Executive Summary in the state of Tamilnadu under NHDP Phase III (package No. NHDP III/DL5/01)


E-2

Based on the above considerations and financial viability of the project, the widening proposal for the project stretch is summarized in the Table E.1 below

Table E.1- Widening scheme for the project stretch

Existing chainage Design Chainage From To From To

Design Length (km)

Improvement scheme

2+750 of NH 45 Ext

268+200 of NH 220

2+750 82+250 79.5 Four laning along the design alignment.

215+500 (NH 220)

222+400 (NH 220)

215+500 222+323 6.823 Two laning with paved shoulder with minor geometric improvement on hill section

222+400 (NH 220)

234+800 (NH 220)

222+400 235+100 12.700 Two laning with paved shoulder with geometric improvement along the design alignment

234+800(NH 220)

268+200(NH 220)

235+100 269+725 34.625 Four laning along the design alignment except for cumbum bypass where two laning along the bypass alignment and maintenance of existing road.

Four Lanning -

• Median: 4.5m

• Median Shy away: 0.50m.

• Shy away at Divider: 0.25m.

• Main Carriageway in each direction: 7.0m (2 x 3.5m Lane).

• Service Road at major built ups in both directions: 7m.

• Paved Shoulder: 1.5m

• Earthen Shoulder: 2.0m

• Earthen Drain of suitable dimension

• Proposed Right of Way: 60 m

Two Lanning-

• Main Carriageway in each direction: 3.5 m.

• Paved Shoulder: 1.5m

• Earthen Shoulder: 2.0m, 1.0m ( For Ghat Section)

• Proposed Right of Way: 30 m for Ghat Section and 60 m for others

Typical Cross Sections The Consultants have proposed a Row of 60 m and 30 ( Ghat Section ) based on settlement pattern & Land-use, Nature of built-up & Details of socially sensitive structures. Widening options for the project road were arrived at based on,

• Lane requirements based on traffic capacity analysis. • Requirement of service roads along built-up areas.



E-3

Lengths of project road under various cross sections are summarized in Table E.2.

Table E.2: Summary of Typical Cross Sections

Sl. No Widening Type/ CS Length in m

1 Four laning by concentric widening at Rural stretches (FL – 1R) 7.9

2 Four laning by widening on Left Side at Rural stretches (FL – 2R) 26.59

4 Four laning by widening on Right Side at Rural stretches (FL – 3R) 16.32

5 Four laning by new construction at Rural stretches (FL – 4R) 50.22

6 Two laning with paved shoulder, with provision for four laning on Left Side at Rural Stretches (TL – 2R) 5.46

7 Two laning with paved shoulder, with provision for four laning on Right Side at Rural Stretches (TL – 3R) 0.25

8 Two laning scheme by construction which will be widened into Four lane in Stage II (TL – 4R) 8.12

9 Four laning with service roads at Built up stretches (FL – 5B) 12.28

10 Two laning by LHS/RHS widening in hilly terrain (TL – 2H) 6.10

11 Two laning by new construction in hilly terrain (TL – 4H) 0.40

Total 133.65

Typical cross sections are shown in E.1 to Figure E.10.



E-4

3%

4500MEDIAN

500SHYAWAY

3%

7000CARRIAGE WAY

2%

EXISTING PAVEMENT

DENSE BITUMINOUS MACADAM

PROFILE CORRECTIVE COURSE

BITUMINOUS CONCRETE

EXISTING CARRIAGE WAY WIDTH 7m

PA

VED

SH

OU

LDER

1500

EAR

THE

NS

HO

ULD

ER

2000

WET MIX MACADAM LAYER 2

SUBGRADE

GRANULAR SUB BASE



DRAINAGE LAYER

PRCLSELECTED EARTH FILL

3%

500SHYAWAY

3%

7000CARRIAGE WAY

2%

PAV

ED

SH

OU

LDER

1500

EA

RTH

ENS

HO

ULD

ER

2000

SELECTED EARTH FILL

21

3%

21

G.L.

12

12

G.L.

30000 30000

PROPOSED ROW 60000

500

UNLINED DRAIN

12

12

500

UNLINED DRAIN

Figure E.1 : Typical Four Laning By concentric Widening At Rural Stretches. (Type FL-1R)

4500MEDIAN

3%3%SELECTED EARTH FILL

21

7000CARRIAGE WAY

EA

RTH

ENSH

OU

LDER

2000

2.5%3.5%

PAV

EDS

HO

ULD

ER

1500500 SHYAWAY 7000

CARRIAGE WAY

EAR

THEN

SH

OU

LDE

R

2.5% 3.5%

PA

VED

SH

OU

LDE

R

1500

EXISTING CARRIAGE WAY

G.L.

500 SHYAWAY2000

SELECTED EARTH FILL

21

12

12

G.L.

CL

3000030000

PROPOSED ROW 60000

DENSE BITUMINOUS MACADAMBITUMINOUS CONCRETE

WET MIX MACADAM

SUBGRADE

GRANULAR SUB BASEDRAINAGE LAYER EXISTING PAVEMENT



BITUMINOUS CONCRETE

500

UNLINED DRAIN

12

12

UNLINED DRAIN

500

Figure E.2: Typical Four Laning By Widening On Left Side At Rural Stretches . (Type FL-2R)



E-5

4500 MEDIAN

3% 3% SELECTED EARTH FILL

21

7000CARRIAGE WAY

EAR

THEN

SH

OU

LDE

R

2000

2.5% 3.5%

PAV

EDS

HO

ULD

ER

1500500 SHYAWAY7000

CARRIAGE WAY

EA

RTH

EN

SH

OU

LDER

2.5%3.5%

PAVE

DS

HO

ULD

ER

1500


2000

SELECTED EARTH FILL

21

G.L.

12

12

30000 30000

CL


WET MIX MACADAM

SUBGRADE

GRANULAR SUB BASEDRAINAGE LAYEREXISTING PAVEMENT



BITUMINOUS CONCRETE

PROPOSED ROW 60000

500 SHYAWAY500

UNLINED DRAIN

G.L.

12

12

500

UNLINED DRAIN

Figure E.3 Typical four laning by widening on right side at rural stretches (Type FL-3R)

500 SHYAWAY

MEDIAN

SELECTED EARTH FILL

21

7000CARRIAGE WAY

EAR

THEN

SH

OU

LDE

R

2000

2.5% 3.5%

1500

3%3%

500SHYAWAY

SELECTED EARTH FILL

21

7000CARRIAGE WAY

EAR

THEN

SH

OU

LDE

R

2000

2.5%3.5%

1500


WET MIX MACADAM

SUBGRADE

GRANULAR SUB BASEDRAINAGE LAYER

PAVE

DS

HO

ULD

ER

PAV

ED

SHO

ULD

ER PR CL

4500

30000 30000

CL

PROPOSED ROW 60000

12

12

500

G.L.UNLINED DRAIN

12

12

500

G.L.UNLINED DRAIN

Figure E.4 Typical Four Laning Scheme By New Construction At Rural Stretches (Type FL- 4R)



E-6

500SHYAWAY

3%

4500 MEDIAN

3%2.5%

EXISTING PAVEMENT



BITUMINOUS CONCRETE


7000CARRIAGE WAY

PAV

ED

SH

OU

LDE

R

1500

PR CL

7000SERVICE ROAD

2.5%

250SHYAWAY

2.5%

7000SERVICE ROAD

DIV

IDER

PAV

ED

SH

OU

LDE

R

1500

250SHYAWAY

1500

DIV

IDE

R

7000CARRIAGE WAY

250SHYAWAY

250SHYAWAY

2.5%

500SHYAWAY


BITUMINOUS CONCRETE


SUBGRADE

GRANULAR SUB BASE


DRAINAGE LAYER

3000030000

PROPOSED ROW 60000

20001500

2000

FOO

T P

ATH

CU

M D

RA

IN

FOO

T P

ATH

CU

M D

RA

IN

2%G.L G.L2%

Figure E.5: Typical Four Laning Scheme With Service Road At Built Up Stretches (Type FL-5B).

EXISTING PAVEMENT



BITUMINOUS CONCRETE

EXISTING CARRIAGE WAY WIDTH 7.0mPR CL SELECTED EARTH FILL

21

EA

RTH

EN

SH

OU

LDE

R

2000

3.5%

1500

PA

VE

DS

HO

ULD

ER

2.5%2.5%SELECTED EARTH FILL

21

EA

RTH

EN

SH

OU

LDE

R

2000

3.5%

1500

PA

VE

DS

HO

ULD

ER

G.L.

7000

12

12

G.L.

12

12

FUTURE CL

3000030000

PROPOSED ROW 60000

FOUR LANE

7000 22750


WET MIX MACADAM

SUBGRADE


FUTURE FOUR LANE ROADWAY

500

G.L.

UNLINED DRAIN

500

UNLINED DRAIN

Figure E.6: Typical Two Laning With Paved Shoulder, With Provision For four Laning On Left Side At Rural Stretches. (Type TL-2R)



E-7

EXISTING PAVEMENT



BITUMINOUS CONCRETE

EXISTING CARRIAGE WAY WIDTH 7.0mPRCLSELECTED EARTH FILL

21

EAR

THE

NS

HO

ULD

ER

2000

3.5%

1500

PAVE

DS

HO

ULD

ER

2.5% 2.5% SELECTED EARTH FILL

21

EAR

THE

NS

HO

ULD

ER

2000

3.5%

1500

PAV

EDS

HO

ULD

ER

7000

12

12

G.L.

UNLINED DRAIN

12

12

FUTURE CL

3000030000

PROPOSED ROW 60000

FOUR LANE

700022750


WET MIX MACADAM GRANULAR SUB BASE

DRAINAGE LAYER


G.L.

500

500

UNLINED DRAIN

Figure E.7: Typical Two Laning With Paved Shoulder,With Provision For four Laning On Right Side At Rural Stretches. (Type TL-3R)

2.5%

PA

VED

S

HO

ULD

ER

CARRIAGEWAY

3%

EA

RTH

ERN

S

HO

ULD

ER

60000

3500 1500 20003500 CARRIAGEWAY

PA

VED

S

HO

ULD

ER

EA

RTH

ERN

S

HO

ULD

ER

15002000


WET MIX MACADAMGRANULAR SUB BASE

SUBGRADE

SELECTED EARTH FILL

G.L.G.L.

G.L.

3%

SELECTED EARTH FILL

2.5%

FOUR LANECL

TWO LANECL

7250

Figure E.8 Typical Two Laning by new construction which will be widened to Four LAne in Stage II (Type TL- 4R)



E-8

7000CARRIAGEWAY

C OF PROPOSED CARRIAGEWAYL

2.5% 3.5%2.5%

1500

PAV

EDS

HO

ULD

ER

EAR

THER

NS

HO

ULD

ER

6500 TO 7000

EXISITNG CARRAIGE WAY

EDGETRIMMINGEDGE

TRIMMING

EXISTING PAVEMENT

(overlay)DENSE BITUMINOUS MACADAM

BITUMINOUS CONCRETE

2.0

1.0

METALLIC BEAM CRASH BARRIER IF FILLING IS >3m

EMBANKMENT LINE IF FILLING IS <3m

SLOPE 1 IN 2EXISTING GROUND

IF FILLING IS <3m

Ext C L

1000

LINED DRAIN

5000

MA

X

5000

MA

X

25005003000

FOR REINFORCED EARTH WALL

REINFORCED EARTH RETAINING WALL

WHENEVER NEEDED

1500

WET MIX MACADAM


BITUMINOUS CONCRETE

GRANULAR SUB BASE

NEW SUBGRADE OR

LOOSENING AND RECOMPACTION OF EXISTING GROUND / SUBGRADE

1000

3.5%

CUT SECTION

1

X

PAV

EDS

HO

ULD

ER

UTI

LITY

DR

AIN

0.75

1.0

3000

MAX

BREAST WALL WHERE CUTTING IS >5m

0.75

1.0

CUTTING LINE IF CUTTING IS < 5m

300

EXISTING GROUND IF CUTTING IS <5m

5000

MA

X

5000

MAX

15005002000

250

5%50

00 M

AX

15005002000

250

5%

LINED DRAIN

PROFILE CORRECIVE COURSE

Figure E.9Typical Two Laning by LHS/RHS widening in hilly terrain (Type TL- 2H)



E-9

3.5%

2.0

1.0



EXISTING GROUND IF FILLING IS <3m

7000CARRIAGEWAY


2.5%


(overlay)DENSE BITUMINOUS MACADAMBITUMINOUS CONCRETE

GRANULAR SUB BASE

NEW SUBGRADE OR


2.5%

LINED DRAIN

5000

MA

X

5000

MA

X

25005003000



WHENEVER NEEDED

15001000

3.5%

CUT SECTION

1

X

PAV

EDS

HO

ULD

ER

UTI

LITY

DR

AIN

0.75

1.0


0.75

1.0


300


5000

MA

X

5000

MAX

15005002000

250

5%

5000

MAX

15005002000

250

5%

LINED DRAIN

1500

PAV

ED

SH

OU

LDER

EA

RTH

ERN

SH

OU

LDE

R

1000

Figure E.10 Typical Two Laning by new construction in hilly terrain (Type TL- 4H)

Consultancy Services for Feasibility Study and Detailed Project Report Project Report for Dindigul-Theni (NH 45 Ext.) and Theni-Kumili (NH 220) Section Execuitve Summary in the state of Tamilnadu under NHDP Phase III (package No. NHDP III/DL5/01)


E-10

Geometric Improvements Existing project road has a number of deficient stretches with design speed less than 100 kmph in NH 45E and NH 220. Care has been taken to improve the geometric standard of the project road to suite design standards of National Highways with 100 kmph design speed. Geometric Improvements are proposed for a design speed of 100kmph.

Horizontal Geometry A summary of proposed horizontal geometry are summarized in Table E.3 below.

Table E.3: Summary of Proposed Horizontal Alignment

SI.NO

Description No of Curves Length of the curves (m)

NH 45 E

1 <360 m Radius 0 0

2 360m to <450m Radius 17 3415.164

3 450m to <600m Radius 18 2890.263

4 600m to <1000m radius 33 5406.262

5 >1000m radius 79 16724.986

Total No. of Curves 147 28436.675

NH 220 (2 Lane – Plain Terrain)

<360 m Radius 0 0

360m to <450m Radius 4 704.407

450m to <600m Radius 6 1100.158

600m to <1000m radius 2 299.51

>1000m radius 17 4131.653


NH 220 ( 2 Lane- Hilly Terrain)

<30 m Radius 16 458.721

30m to <100m Radius 46 1264.234

100m to <500m Radius 23 868.261

>500m radius 3 117.879


NH 220 ( 4lane )

<360 m Radius 0 0

360m to <450m Radius 3 789.083

450m to <600m Radius 10 986.865

600m to <1000m radius 10 1151.628

>1000m radius 30 6876.441




E-11

Vertical Geometry

An endeavor has been made to keep the grade-line smooth with mild gradients consistent with character of terrain. There are kinks in the profile of existing pavement. Rectification of kinks involves the provision of profile corrective course.

Vertical curves are introduced for smooth transition at the grade changes. These include the Summit curves and the Valley curves designed as parabolas. The length of these curves is governed by various factors but mainly the sight distance. Vertical curve is provided at all the grade changes exceeding the limit. A Summary of vertical curve provided are given in Table E.4 a,b c and d ,below

Table E.4 (a) Summary of gradient and Curve along the Project Road – NH 45 E

No of Curves. Sl.No Gradient (%) Length (m)

K Value

Valley Summit

1 <0.5 21775 <50 1 0

2 0.5-1.0 27400 50-70 25 0

3 1.0-1.5 11526 70-90 11 34

4 1.5-2.0 1220 90-120 10 14

5 >2.0 963 >120 12 14

Total 62884 59 62

Table E.4 (b) Summary of the gradient and Curve- NH 220-Ghat Section

No of Curves Sl.No Gradient (%) Length (m)

K Value

Valley Summit

1 <2.0 196 <10 3 6

2 2.0-4.0 828 10-20 7 7

3 4.0-5.0 238 20-30 3 3

4 5.0-6.0 630 30-40 1 2

5 6.0-7.0 2468 >40 0 0

6 >7.0 1185

Total 5545 14 18

Table E.4 (c) Summary of the gardient and Curve- NH 220-2 Lane


K Value

Valley Summit

1 <0.5 2482 <60 12 0

2 0.5-1.0 3582 60-70 2 0

3 1.0-1.5 5057 70-80 2 14

4 1.5-2.0 2167 >80 3 3

5 >2.0 2274

Total 15562 19 17



E-12

Table E.4 (d) Summary of the gradient and Curve- NH 220-4 Lane


K Value

Valley Summit

1 <0.5 12868 <60 11 0

2 0.5-1.0 6104 60-80 9 20

3 1.0-1.5 1482 80-100 4 4

4 1.5-2.0 126 100-120 6 1

5 >2.0 32 120-140 3 3

>140 11 5

Total 20612 44 34

Proposed Bypass Nine bypass are proposed . These bypass alignment traverse through agriculture land and paddy fields. Proposed new alignment is passing through plain terrain and have a total length of 55.110 km. This alignment will avoid land acquisition in heavy builtup urban area .The Table E.5 below give the list of proposed bypass –

Table E.5 - Proposed Bypass locations

Si.NO Name Exisiting Chainage (Km) Design Chainage (Km) Length (m)

1 Bathalagundu 30/765 35/985 30+682 36+781 6099

2 Devadanapatti 44/800 48/020 45+772 49+143 3371

3 Periyakulam 54/338 66/400 55+460 66+503 11043

4 Theni 67/240 270/510 67+335 79+880 12545

5 Veerapandi 270/510 268/220 79+880 82+221 2341

6 Gudalur 227/600 231/500 227+626 231+812 4186

7 Cumbum 234/800 240/950 235+100 242+717 7617

8 Uthamapalayam 244/550 249/275 246+308 250+736 4428

9 Chinnamannur 253/000 256/350 254+454 257+934 3480

Total 55110

Pavement Design The design for new pavement of both flexible and rigid pavement as well as strengthening (overlay) of existing pavement has been carried as per IRC guidelines for the project stretch. The life cost analysis of flexible pavement and rigid pavement option revealed that flexible pavement option has better economic return than the rigid pavement. Hence the flexible pavement design for 15 years life period is considered and recommended for the entire project road stretch. Table E.6 gives the pavement composition details.



E-13

Table E.6: Recommended Pavement Compositions

Recommended Pavement Composition in mm

For Strengthening & Widening For New Construction Project Road Section Design Traffic (MSA) Overlay on

Existing Road Widening of Existing Road

New 2/4 Lane Road

For Main Carriageway (NH 45E) (Four Lane)

From km 2+750

To km 82+250

45

40 BC

+ 95 DBM

+ PCC

40 BC

+ 115 DBM

+ 250 WMM

+ 200 GSB

40 BC

+ 115 DBM

+ 250 WMM

+ 200 GSB

For Main Carriageway (NH 220) (Two Lane)

From km 215+500

To km 235+000

30

40 BC

+ 75 DBM

+ PCC

40 BC

+100 DBM

+ 250 WMM

+ 200 GSB

40 BC

+ 100 DBM

+ 250 WMM

+ 200 GSB

For Main Carriageway (NH 220) (Four Lane

From km 235+000

To km 269+725 35

40 BC

+ 75 DBM

+ PCC

40 BC

+ 105 DBM

+ 250 WMM

+ 200 GSB

40 BC

+ 105 DBM

+ 250 WMM

+ 200 GSB

Assuming that only about 50% of the total traffic use proposed bypass, the same 4 lane pavement composition is recommended for the proposed 2 lane bypasses.

For Service Roads

(wherever required) 10.0 --- ---

25 SDBC

+ 50 DBM

+ 250 WMM

+ 200 GSB

Remarks:

Overlay thickness on existing road is suitably modified to match with widening thickness to avoid vertical joints in DBM layer.

GSB- Granular Sub-base is provided over sub grade soil of CBR > 8%. However 500mm Sub grade of CBR > 8% is recommended wherever the existing sub grade CBR is < 8%.

Flexible Pavement Composition is recommended for design life of 15 years. However WMM & GSB layers are designed for 20 years.

Junction Improvements 26 junctions are proposed for improvements in NH 45E and NH 220 in the project stretch. Out these , 16 Junctions are Bypass Start and end. There are 285 access/local village road junction are proposed for improvement as per IRC standards in NH 45E. In NH 220, 95 access/local village road junctions are proposed to improve as per IRC standards The lists



E-14

of major junctions and grade separator along with the summary of improvements are given in Table E.7.

Table E.7: Locations of Proposed improvement intersection

Sl.No Design Chainage (km)

Road Leads To Junction Existing Type

Proposed Improvements

NH 45E

1 14+370 Sempatti - Madurai - Palani Road 4-legged SH 37 Vehicular

Underpass

2 30+320 Iyampalayam - Usilampatti Road 4-legged ODR At-Grade

Intersection

3 41+840 Kodaikanal Road 3-legged MDR At-Grade Intersection

4 47+579 Devadanapatti Bypass - Vaigai Dam Road 4-legged ODR At-Grade

Intersection

5 57+740 Periyakulam Bypass - Vadugapatti - Vaigai Dam Road

4-legged MDR At-Grade Intersection

6 77+000 NH49E-Bodinayakanur 4-legged NH 49E Vehicular Underpass

7 79+375 Uppukottai - Kuchanoor Road 4-legged ODR At-Grade

Intersection

8 79+890 Existing NH220 (Near Veerapandi) 4-legged NH 220 At-Grade

Intersection

Bypass Junctions

9 31+060 Bathalagundu Bypoass Start 3 legged Bypass AtGrade Junction

10 36+550 Bathalagundu Bypoass End 3 legged Bypass AtGrade Junction

11 46+000 Devadanpatti Bypass Start 3 legged Bypass At Grade Junction

12 48+860 Devadanpatti Bypass End 3 legged Bypass At Grade Junction

13 55+690 Periyakulam Bypass Start 3 legged Bypass At Grade Junction

14 66+325 Periyakulam Bypass End 3 legged Bypass At Grade Junction

15 67+360 Theni Bypass Start 3 legged Bypass At Grade Junction

16 81+970 Veerapandi Bypass Start 3 legged Bypass At Grade Junction



E-15




NH 220

1 227+894 Gudallur Bypass Start 3 legged Bypass At Grade Junction

2 231+464 Gudallur Bypass End 3 legged Bypass At Grade Junction

3 235+514 Kambam Bypass Start 3 legged Bypass At Grade Junction

4 242+245 Kambam Bypass End 3 legged Bypass At Grade Junction

5 246+175 Utampalayam Bypass Start 3 legged Bypass At Grade Junction

6 250+525 Utampalayam Bypass End 3 legged Bypass At Grade Junction

7 254+760 Chinammannur Bypass Start 3 legged Bypass At Grade Junction

8 257+630 Chinammannur Bypass End 3 legged Bypass At Grade Junction

9 238+090 Kambam Bypass (Kambam mettu road) 4-legged SH Vehicular

Underpass

10 249+390 Uthamapalayam bypass 4-legged

SH 102 - Palayam - Surulipatti road)

Vehicular Underpass

Service Roads Service roads on both sides are envisaged in congested towns / villages locations to segregate the slow moving local traffic from the high speed highway traffic and at Vehicular Underpass locations. This will also cater to the need of the local pedestrians and vehicles to travel without hindering the high-speed highway traffic. In view of social aspects and road safety, service roads are required at all major built up areas. Table E.8 gives the location identified for the provision of service roads along the project road.

Table E.8: Locations of Proposed Service Road

Chainage (km) Sl. No. From To

Location Length

(Km) Service Road Details Remarks

1 13+600 15+100 Sempatti 1.50 Both side SR NH 45Ext

5 243+150 246+300 Pudupatti & Anumandanpatti

3.15 Both side SR NH 220

7 259+400 260+200 Seelayampatti 0.80 Both side SR NH 220

Total 5.45



E-16


Location Length

(Km) Service Road Details Remarks

2 35+020 35+640 Bathalagundu 0.62 Both sides of Underpass NH 45Ext

3 76+620 77+240 Theni 0.62 Both sides of Underpass NH 45Ext

4 238+020 238+740 Cambam 0.720 Both sides of Underpass NH 220

6 249+320 249+860 Utampalayam 0.537 Both sides of Underpass NH 220

Total 2.497

Way side Amenities Adequate provision of wayside amenities should be provided on the project road to improve the safety for the convenience of road users. The summary of wayside amenities is given in Table E.9.

Table E.9 Summary of Wayside Amenities

Sl.No. Type of Amenity Locations

1 Toll Plaza Ch 27+900 & Ch 262+150

2 Rest Area Ch 60+950

3 Truck Lay Bye Ch 71+050

4 Bus Bays 16 locations (both sides) on NH 45E & 9 locations (both sides) on NH 220

Road Furniture Road markings and road signs standards are proposed based on IRC standards. The summary of traffic signs and road furniture proposed along the project road are given in Table E.10 .

Table E.10 :Proposed Road Furniture along the Project Road

Nos. Provided Typical Signs List Of Signs

NH 45 E NH 220

MANDATORY/REGULATORY SIGNS Stop sign 11 8

CAUTIONARY/WARNING SIGNS Curve sign 248 246

Gradient sign 62

Median openings 70 30

Side road 165 155

Chevron Signs for curves (for curves <=360m radius)

1227 1694

Keep left 160 140

Cat’s eyes 5046 3042

INFORMATION SIGN Advanced Direction sign 55 32



E-17

Nos. Provided Typical Signs List Of Signs

NH 45 E NH 220

Place Identification sign 14 6

Overhead Cantilever Sign Boards 10 8

Cluster of Reflectors 44 28

Overhead Gantry Sign Boards 5 5

Bus Stop 32 18

200 m stone 636 434

KM Stone 128 86

5th Km Stone 34 24

Boundary Stones/Boundary Pillars 2674 1118

Underpasses and ROB’s Five underpasses and one ROB is proposed along the project road are tabulated below in Table E.11 .

Table E.11: Proposal for New Vehicular Underpasses

Sl.

No

Existing Chainage (Km)

Design Chainage (Km)

Location Opening Size Usage

NH 45 E

1 14+420 14+370 Champatti bypass 1 x 10.5m x 5.5m

Vehicular

Underpass

2 Bypass 35+120 Batalagundu bypass 1 x 10.5m x 5.5m

Vehicular

Underpass

3 Bypass

77+000 Theni bypass

1 x 10.5m x 5.5m Vehicular

Underpass

4 Bypass

46+620 Devathanapatti bypass 1 x 10.5m x 5.5m

Pedestrain

cum cattle Pass

5 Bypass

72+085 Theni bypass

1 x 10.5m x 5.5m Pedestrain

cum cattle Pass

NH 220

6 Bypass

249+569 Uthamapalayam bypass 1 x 10m x 5.5m

Vehicular

Underpass

7 Bypass

238+264 Cumbum bypass

1 x 10m x 5.5m Vehicular

Underpass

8 243+160 244+884 Anumandanpatti-Service road 1 x 10m x 5.5m

Pedestrain

cum cattle Pass



E-18

Sl.

No




9 258+430 259+984 Seelayampatti-service road 1 x 10m x 5.5m

Pedestrain

cum cattle Pass

ROB

10 Theni bypass 75+090 1 X 30 Open

Foundation

Bridges & Cross Drainage Structures Bridges - There are 25 bridges along the existing road in which 17 falls within the project stretch and the remaining 8 are bypassed. There are no major bridges along the project stretch. One ROB and 12 New bridges along the bypass are proposed .Table E.12 give the details of the proposed bridges.

Table E.12- Proposed Bridge Details

Sl. No.

Existing Chainage (km)

Proposed Cd. No.

Design Chainage (km)

Details of Proposed Structure

Construction method

NH - 45 Ext.

1 22+825 23/3 22+765 1 x 8 Reconstruction

2 27+240 28/2 27+180 1 x 8 Reconstruction

3 28+850 29/3 28+840 2 x 7.5 Widening

4 29+900 30/3 29+815 5 x 6.8 Widening

5 49/500 51/2 50+630 1 x 8 Widening

6 51/380 53/2 52+500 2 x 6.2 Widening

7 53/700 55/3 54+865 2 x 8.3 Widening

NH - 220

1 227/600 228/2 227+544 1 x 8.6 Retained

2 226/800 227/3 226+814 1 x 8.6 Retained

3 225/400 226/1 225+369 1 x 10 Reconstruction

4 224/970 225/4 224+949 2 x 23.4 Retained

5 220/420 221/4 220+310 1 x 14.6 Retained

6 220/230 221/1 220+105 1 x 14.5 Retained

7 219/300 220/1 219+175 1 x 14.8 Retained


9 217+200 218/1 217+040 1 x 7.4 Retained


Bypass



E-19

Sl. No.


Proposed Cd. No.



Construction method

1 33/4 32+745 3 x 8 New Construction

2 Bathlagundu

36/3 35+585 3 x 10 New Construction


4 Periyakulam




7

Theni


8 Veerapandi 81/1 80+030 3 x 18 New Construction


10 Gudalur



12 Uthampalayam 249/1 248+664 3 x 15 New Construction

ROB

1 75+090 1 x 30 New Construction

Culverts

There are 236 culverts (56 pipe culverts, 178 arch/slab/stone culverts and 2 Box culverts) along the existing road which need to be widened/reconstructed by the Concessionaire. Out of this, 45 culverts are widened, 86 reconstructed and 105 Bypassed. Total numbers of culverts newly proposed along bypass stretches are 179 Box culverts and 2 Pipe culvert and total number of new culverts proposed along existing road are 91 Box culverts and 2 pipe culverts. The details of each type of culvert, widening, reconstruction and new construction is given in Table E.13.

Table E.13: Culvert Details

Existing Bypass

Type of culvert

New construction Reconstruction Widening New

construction Reconstruction Widening

Pipe 2 2 11 0 0 0

Box 91 84 34 156 0 0

Total 93 86 45 156 0 0

Introduction Environmental Impact Assessment report presents the environmental assessment of the proposed improvements for Package of Dindigul – Theni – Kumli stretch, and the mitigation

Summary of EIA



E-20

measures to minimise or mitigate the impacts identified. Guidelines formulated by Ministry of Environment and Forest (MoEF) were referred for preparing EIA. Apart from this various Indian acts and regulations were reviewed such as, Water (Prevention and Control of Pollution) Act, 1974 (amended in 1978 and 1988), Air (Prevention and Control of Pollution) Act, 1981, Environment (Protection) Act, 1986 and EIA Notification 1994. Following are the major tasks conducted as a part of EIA Study:

• Preliminary reconnaissance survey to identify environmentally sensitive issues relating to the project and base-line conditions;

• Assessment of potential impacts of the project on these base-line conditions;

• Formulation of mitigatory measures to offset the identified adverse impacts;

• Formulation of Environment Management Plan (EMP) incorporating appropriate mitigation, and Monitoring Plan for monitoring and management measures; (EMP will assess the issues caused by severance and on other features deemed “sensitive” along the alignment;

• Estimation of cost for EMP and Monitoring Plan.

• Formulation of institutional arrangements for the implementation of EMP.

Baseline Environmental Profile of the Project Area In order to assess the impacts of the proposed improvements to the project road, field visits were undertaken by the consultants to learn the Environmental Profile of the project influence area. This involved field inspections at all the sensitive locations, collection of secondary information for all the environmental components, conduct field monitoring to establish baseline for environmental parameters, and discussions with the officials, NGOs and local public. The baseline environmental status was assessed on the primary data collected during March – April, 2007 by field environmental monitoring and the secondary data collected from and discussions with various government agencies and institutions.

(i) Ambient Air. The baseline scenario was established based on the micrometeorology and Ambient Air Quality (AAQ) monitoring carried out in the month of March – April, 2007. The ambient temperature during the monitoring season varied between min 16.9°C to max 36.8ºC and relative humidity ranged between min 37.0(%) and max 92.0 (%). Similarly, the predominant wind direction was in Northern side. Along the project alignment six locations were identified for the ambient air quality monitoring, Dindigul and Lower camp (Kumli) represents residential surrounding along the existing highway with heavy vehicle movement, Vathalagundu and Cumbum represents the start of new bypass and surrounded by commercial activity with some traffic and heavy vehicle movement, Periyakulam represents government office along the highway and Theni representing commercial and residential area. SPM in these locations ranged from 135 to 197 μg/m3, RSPM is 35 to 93 μg/m3, NOx ranged from 9.0 to 15.0 μg/m3, SO2 ranged from 10.0 to 21.0 μg/m3. Even though the samples are collected at various places, the observed AAQ values are well within the prescribed limits of CPCB.

(ii) Water Environment. The proposed alignment passes through fairly flat terrain and passes through small ponds which are almost dry throughout the year except during monsoon. There are a few irrigation canals through which the alignment passes. In order to assess the quality of the water sources in the study area, water samples were collected from seven ground water and three surface water sources along the stretch and analysed. The water quality analysis shows the project area has varying pH concentration, which is in the range of 7.39 – 8.26. Low concentration of Dissolved oxygen (3.90 mg/l) is observed in Dindigul, which indicates the presence of organic matters. High turbidity values of 14.70 NTU and 19.90 NTU are observed for the Surface water. The presence of chloride is more in Cumbum (681 mg/l) followed by



E-21

Chempatti (284 mg/l). High concentration of dissolved solids is found in all the ground water samples. Total hardness is found to be higher than the prescribed desirable limit for all locations. Other chemical parameters are well with the prescribed limits of IS 10500.

(iii) Noise. The ambient noise levels were monitored at eight locations along this stretch. The locations are selected to represent agricultural areas, institutional, residential and commercial areas. The Leq was observed to be in the range of 40.66 – 64.08 dB (A) in daytime and 35.44 – 52.88 dB (A) in nighttime. From the observation, it is evident that the Leq for daytime and nighttime recorded for all the locations are within the limits fixed by the CPCB. Among the Ambient Noise Quality locations, Cumbam records high for daytime noise level (64.08 dB (A)) and Periyakulam records high for nighttime noise level (52.88 dB (A)). The increase in the noise level is due to the continuous traffic and use of air horns by the commercial vehicles.

(iv) Land. The land use pattern along the project road is generally agriculture. The land not available for cultivation, which includes barren and uncultivable land and land put into non-agricultural uses, accounts for 16.3 %. The main sources of irrigation are Tanks and Wells. Bore well irrigation covering 65% of the total irrigated area remains the predominant source of irrigation. The soil in the study area is predominantly of Sandy loam and red loam type. The pH of the soil ranged from 8.49 to 8.88, indicating that the soil is strong alkaline in nature.

(v) Terrestrial Ecology. In most of the places, the proposed road alignment passes through agriculture lands with either intensive cultivation, particularly paddy in Dindigul – theni - Kumili.

Assessment of Potential Environmental Impacts Project Benefits: Beneficial impacts of the project will be the reduction in air pollution due to better service levels of the road, reduction in travel time, better connectivity between TamilNadu to kerala and the provision of bypass for the major towns will reduce the accident rate. The proposed road will generate local employment during road construction, and Improvement of local economy and industry due to better infrastructure.

Negative Impacts: Major environmental impacts expected due to the project are the cutting of about 8,960 trees – mainly Avenue trees and loss of productive agricultural lands. No significant impacts are anticipated on the ecology of the kumli forest section. Temporary impacts are anticipated on air quality, water quality and noise levels in the project area during the construction phase. An increase in ambient noise level is expected during the operation phase.

Public Consultations Public Consultations were conducted at Village level and at district level along the project road. The main issue raised during the consultation process was the demand for market rate for land acquisition. All the issues raised during the consultation process are addressed in the EMP and the Resettlement Action Plan.

Mitigation of Impacts and Environmental Management Plan (EMP) Project specific Environmental Management Plan (EMP), stating the various impacts and their mitigation measures, is formulated to avoid/minimise the anticipated impacts. The responsibility of implementing suggested mitigation measures lies mainly with Contractor, Construction Supervision Consultant and PIU. An Environmental Monitoring Plan is proposed as part of the EMP to evaluate the efficiency of implementation of mitigation measures recommended in the EMP and facilitate management decisions for the project.



E-22

Block Cost Estimates for Environmental Management Plan The cost of implementing the mitigation measures suggested in the EMP and conducting the environmental monitoring as per the Environmental Monitoring Plan works out to Rs.9.53 Crores during the construction phase. The operational cost of the same is estimated at Rs. 5.0 lakhs per annum during the first three years and Rs. 13.00 lakhs per annum from 4th year onwards.

The project requires the following environmental clearances:

Permission for Tree Felling

Permission has to be sought from the concerned Revenue Divisional Officers for cutting the trees within the existing ROW of the project stretch. Consultants is in the process of applying to the respective RDOs for getting the necessary cutting permission.

Clearance from Ministry of Environment and Forests (MoEF), Government of India

All the necessary documents are submitted and the presentation to the Expert committee for Infrastructure Development and Miscellaneous Project of MoEF was done on 29th,30th of Nov 2007 during committee’s sitting. From the website of the MoEF it is understood that the committee has recommended the project for clearance and the clearance is awaited.

Clearance and approval of GAD from Railways for construction of ROB

There is a new ROB to be constructed in the proposed theni bypass across Theni- Bodi Railway line at design ch. 75+110. The GAD for the same is already submitted to the Chief Bridge Engineer, Southern Railways and approval awaited.

The project road consists of two National Highways NH-45E and NH-220 Section-I: NH-45E – Km. 2/750 to Km. 82/434, including 4 new Bypass. The total length of the project road is 79.684 Km. Section-II: NH-220 - Km. 215/500 to Km. 269/350. The Total Length of Project road is 53.850 Km, which includes 4 bypasses.

Loss of Land The additional land required for the widening of the existing road to 4/6 lane was estimated based on the land acquisition plan. Accordingly, an additional area of 1364.69 acres would be required which includes both private land and government land. Out of this an area of 823.5 acres would be required for section -1 and 541.19 acres for section-2. Section -1 includes toll plaza, truck Lay bay and rest area while section -2 includes one toll plaza only, out of 541.19 acres of required land in section -2, 39.65 acres comprise in Kumuli forest area, which is not calculated for land acquisition, and further section wise loss of land, given in Table E.14 below.

Table E.14- Land requirement for the proposed highway design

Type of requirements (sq.mts.) (Acres)

Section-1

Road 3296861.35 814.67

Toll Plaza 18606.61 4.61

Truck Lay bays 1367.4 0.34

Rest Area 15780.82 3.91

Summary of RAP



E-23

Type of requirements (sq.mts.) (Acres)

Total 3332616.18 823.5

Section-2

Road 2171447.76 536.57

Toll Plaza 18682.69 4.62

Total 2190130.45 541.19

Grand Total 5522746.63 1364.69

Loss of Structures This category includes loss of structures and semi-open within private or government plots. It reveals that a total of 1127 structures are affected, of these 558 are affected in section -1(NH-45 E) and 569 are in section-2 (NH-220) of the project road, detailed category wise are given Table E.15 below.

Table E.15 Category of buildings affected

Number of Properties Sl.No Particulars

Left Right Bypass

Total % age

Section-1

1 Private Properties 219 176 32 427 76.52

2 Community Properties/ Govt Properties 15 20 0 35 6.27

3 Religious Properties 41 45 10 96 17.20

Sub Total 275 241 42 558 100

Section-2


2 Community Properties/ Govt Properties 22 23 0 45 7.91


Sub Total 281 265 23 569 100

Grand Total 556 506 65 1127

Impact on Livelihood/ Tenure Out of a total of structure affected PAPs 261 are being affected on their livelihood. The main classification of the impact on livelihood is; 1) loosing rent (89 PAF), 2) loosing business space (84 PAF) and 3) loosing business space and income (88 PAF), which comprises owners of commercial structures and Resi- cum - commercial structures. Owners of the residential – cum –commercial structures are loose their livelihood due to the loss of commercial spaces. As the census survey covered only the structure affected PAFs who are the owners of the affected structures, the number of people who are employed in these commercial buildings and looses their livelihood are not covered. Assessment of loss of livelihood or income due to loss of land is not assesses due to non- availability of updated land records and due to the restricted coverage of the census survey to include only the affected structures.



E-24

RAP Budget RAP budget, can be broadly subdivided into following three subsections:

(a) Assistance for Loss of Land

(b) Assistance for Loss of Structures, Assets & Developed Area within Resi/Com. Plots

(c) R&R Implementation

a) Assistance for Loss of Land

Sl. No. Components of Cost Unit (Sqm)

Section-1

A : Total Affected Land Area (in acres) 3162124.14

Sl No Components of Cost Cost (in INR Crores)

1 Cost of LA 51.55

2 Solatium @ 30% of the LA Cost 15.46

3 Additional increase @ 12 % of the LA cost 6.19

4 Registration rate (8%) and stamp duty (1%) charges 4.64

Total 77.84

Section-2

A : Total Affected Land Area (in acres) 2013614

Sl No Components of Cost Cost (in INR Crores)

1 Cost of LA 32.83

2 Solatium @ 30% of the LA Cost 9.85

3 Additional increase @ 12 % of the LA cost 3.94

4 Registration rate (8%) and stamp duty (1%) charges 2.95

Total 49.57

Grand Total 127.41

b) Cost of Structures

Type of Structure Area of Structure(Sqm) Unit cost Total Amount(Crore)

Section-1

Pucca 17712 4061 7.19

Semi Pucca 19858 2996 5.95

Kutcha 3900 700 0.27

Tached 180 400 0.01

Boundary wall 413 800 0.03

Well (Average 5 meter) 3 2000/Meter 0.003

Total 13.46



E-25

Type of Structure Area of Structure(Sqm) Unit cost Total Amount(Crore)

Section -2

Pucca 43327 4061 17.60

Semi Pucca 21088 2996 6.32

Kutcha 3860 700 0.27

Tached 84 400 0.003

Boundary wall 545 800 0.04

Well (Average 5 meter) 7 2000/Meter 0.01

Total 24.24

Grand Total(Section 1 + Section -2) 37.70

c) R&R Assistance

Sl.No Assistance Unit Quantity (Nos)

Unit Rate (Rs.)

Amount in Rs. Crore

Section -1

1 R&R Assistance to Land affected PAF* PAF 2772 10000 2.77

2 R&R Assistance to Residential Establishments PAF 291 10,000 0.29

3 R&R Assistance to Commercial Establishments PAF 104 10,000 0.10

4 R&R Assistance to Residential Cum Commercial Establishments PAF 43 10,000 0.04

5 Shifting of Religious Structures (shrines) No. 96 -

Total 3306 3.21

Section-2






Total 2390 2.3



E-26


Unit Rate (Rs.)

Amount in Rs. Crore

Grand Total 5696 5.51

**Approximated number

Source: Estimates by WSAPL’s Social Team

d) Final RAP Budget

Sl. No. Item Amount (INR Crore)

Section 1

A COMPENSATION: Land 77.84

B COMPENSATION: Structure 13.46

C R&R Assistance 3.21

Sub total 94.51

Section 2

A COMPENSATION: Land 49.57



Sub total 76.11

Grand Total (Section 1 & Section -2) 170.62

The estimated cost for 4/2-laning of Dindigul-Theni Kumili section of NH45 EXT and NH220 (4 laning from 2+750 of NH45 EXT to 235+100 of NH220 and 2 laning from 215+500 of NH220 to 235+100 of NH220) is given in Table E.16.

Table E.16: Cost Estimate for entire Project stretch:

BILL NO. BILL NAME AMOUNT (Rs.)

1 SITE CLEARANCE AND DISMANTLING 20,992,845

2 EARTH WORK 1,107,258,657

3 SUB-BASE AND BASE COURSES 1,456,304,610

4 BITUMINOUS WORKS 2,220,586,159

5 CROSS DRAINAGE WORKS 297,295,428

6 BRIDGES AND UNDER PASSES 463,599,498

7 ROAD OVER BRIDGES (ROB'S) 117,651,530

8 TRAFFIC SIGNAGES, ROAD MARKING AND OTHER APPURTENANCES

73,768,574

9 PROTECTIVE WORKS, DUCTS & OTHER SERVICES 179,096,987

Project Cost Estimates



E-27


10 REPAIR AND REHABILITATION 4,447,447

11 ELECTRICAL WORKS 38,670,000

12 TOLL PLAZA 150,184,039

13 MISCELLANEOUS 67,684,000

TOTAL CONSTRUCTION COST 6,197,539,774

14 UTILITY SHIFTING 63,000,000

15 SOCIAL COST 1,706,200,000

16 ENVIRONMENTAL COST 96,700,000

Economic Analysis Economic evaluation was carried out for the full Project Road. In the analysis, the ‘with project’ alternative of widening the project road to 4 lane configurations were compared with the base option of ‘without project’ alternative of maintaining the existing road only and without improvements. This is to arrive at the net economic benefits, which consist of reduction in vehicle operation cost, reduction in travel time and reduction in accident cost. Analysis period was taken as 30 years from the date of operation.

The project road section of NH 45 E and Nh 220 from Dindigul to Kumli is economically feasible forthe proposed widening to four lanes considering the positive values of EIRR (19.32%) and ENPV (Rs. 10,058 Million). It has also been established that the proposal is economically feasible in the worst-case scenario developed in sensitivity analysis (EIRR: 15.42%, ENPV: Rs. 6,801 Million). Financial Analysis

The main objective of undertaking this study is to assess whether the project is financially viable or not. It is important to note that the proposal should be an attractive proposition for private sector participation under Build, Operate and Transfer (BOT) system. The basic methodology followed for estimating the financial viability of the project is to calculate the FIRR (Financial Internal Rate of Return) on the investment for the project. Analysis is carried out using the provisions of the new MCA. Construction period is taken as 30 months with effective from 2007. Results of financial analysis with 40% grant for a period of 30 years is given in Table E 17.

Table E 17: Results of Financial Analysis

It would be seen that the project is financially viable on BOT basis even with maximum of 40% Grant and 30 years Concession Period including 30 months concession period.

SCENARIOS Post Tax FIRR %

Return on Equity %

NPV @ 12% (Rs Crore)

Pay Back Period

Average DSCR

(With 40% Grant/Subsidy) for 30 years of concession period

13.57 14.83 246.28 13 years 1.02

Economic & Financial Analysis



E-28

To summarize the recommendations, the project is t viable on BOT basis for 4 laning with a grant of 40% of TPC for a concession period of 30 years including 30 months construction period. Accordingly, the Consultant has recommended for implementation of the project under bOT basis.

WWiillbbuurr SSmmiitthh AAssssoocciiaatteess IInncc.. UUSSAA IInn JJooiinntt VVeennttuurree WWiitthh WWiillbbuurr SSmmiitthh AAssssoocciiaatteess PPvvtt.. LLttdd.. NNaattiioonnaall HHiigghhwwaayyss AAuutthhoorriittyy ooff IInnddiiaa

11 .. 11

Project Background 1.1 General

The Ministry of Road Transport & Highways, MORT&H, Government of India has decided to take up the development of various National Highway Corridors for augmentation of capacity for safe and efficient movement of traffic by widening to 4/6 lanes. One such set of corridors is 10,000 km of NHDP-III spread over the country. National Highways Authority of India (NHAI) has been entrusted to implement the development projects for these selected stretches/ corridors either through public-private partnership (PPP) basis or its own budgetary sources or loans from ADB, World Bank or any such organisation. The stretch of 131.55km on NH 45 Ext,NH 49 Ext & NH 220. i.e. from km 2+750 (at NH7 Junction) to km 73+400(at Theni), NH 49E from Km 77+200 to Km 80+000 and NH 220 from Theni (km 273+600) to Kumili (km 215+500) in the state of Tamilnadu is a part of the NHDP-III projects M/s Wilbur Smith Associates Inc. USA in joint venture (JV) with Wilbur Smith Associates Private Limited have been entrusted by NHAI the task of carrying out the Feasibility Studies and preparation of Detailed Project Report including Environmental and Social Impact Assessment for rehabilitation and upgrading to 4/6 lane divided highway.

1.2 Project Outline

The project essentially consists of conducting Feasibility Studies and Environmental and Social Impact Assessment including preparation of Detailed Project Report for rehabilitation and upgrading of a stretch of 131.55km on NH 45 Ext,NH 49 Ext & NH 220. i.e. from km 2+750 (at NH7 Junction) to km 73+400(at Theni), NH 49E from Km 77+200 to Km 80+000 and NH 220 from Theni (km 273+600)to Kumili (km 215+500) in the state of Tamilnadu to 4/6 lane divided Carriageway.

1.3 Objective

The objectives of the present project covering the stretch of 131.55 km of NH-45 Ext, NH 49E & NH 220 in the state of Tamilnadu includes the following:

• To establish the technical, economical, environmental, social, and financial feasibility of the project taking into account the investment requirements with regard to rehabilitation, upgrading and improvement based on highway design, pavement design, provision of service roads wherever necessary, type of intersections, underpasses / flyovers / ROB’s, rehabilitation and widening of existing and/or construction of new bridges and structures, road safety features, quantities of various items of works and cost estimates vis-à-vis the investment and financial return through toll and other revenue.

• To prepare a detailed project report for rehabilitation and upgrading to 4/6 lane partially access controlled divided highway from existing 2 lane / intermediate lane configuration.

• To prepare international / local competitive bid documents

CHAPTER 1

CCoonnssuullttaannccyy SSeerrvviicceess ffoorr FFeeaassiibbiilliittyy SSttuuddyy aanndd DDeettaaiilleedd PPrroojjeecctt RReeppoorrtt PPrroojjeecctt RReeppoorrtt ffoorr DDiinnddiigguull--TThheennii ((NNHH 4455 EExxtt..)) aanndd TThheennii--KKuummiillii ((NNHH 222200)) SSeeccttiioonn iinn tthhee ssttaattee ooff TTaammiillnnaadduu uunnddeerr NNHHDDPP PPhhaassee IIIIII ((ppaacckkaaggee NNoo.. NNHHDDPP IIIIII//DDLL55//0011))


11 .. 22

1.4 Scope of Services

The scope of services as per section 3 and 4 of the ToR, include the following:

• Collection of all secondary data & review of data and documents related to the project roads and project influence area.

• Detailed reconnaissance survey.

• Inventory and condition surveys for existing road & pavement, cross drainage structures and bridges.

• Identification of possible improvement of the existing alignment, central widening / one side widening, by-pass, service roads, etc with alternatives and evaluation, shifting of utilities, trees to be felled and planted and land acquisition requirements on Strip Plan (Topo Maps/ Satellite Images).

• Identification of problem areas, where widening may not be possible for physical / environmental / social constraints within the parameters of TOR.

• Environmental and social studies and impact assessment including mitigation measures and resettlement studies

• Traffic surveys, Toll Rate & Willingness to Pay Toll surveys & Axle Load surveys including demand forecasting for the next 30 years and assessment of Vehicle Damage Factor (VDF) & Capacity Assessment based on IRC 64-2001 and compare the Highway Capacity Manual and RUCS.

• Topography survey, pavement investigations, material and geotechnical investigations.

• Detailed design of horizontal and vertical alignment including cross sections, pavement structure, intersections, cross drainage structures and bridges, flyovers, interchanges, railway over bridges, user oriented facility along the road (road side amenities), road and other appurtenances.

• Detailed project preparation incorporating value engineering, quality audit and safety audit requirement in design and implementation.

• Obtain all necessary clearance required for implementation of the project on the ground from the concerned agencies. The client shall provide the necessary supporting letters and any official fees as per the demand note issued by the concerned agencies from whom the clearances are being sought to enable implementation.

• Rate analysis of non-schedule items, detailed quantity takeoff, BOQ and cost estimates.

• Economic and financial analysis with financing options like BOT, Annuity, SPV etc.

• Preparation of separate documents for BOT as well as EPC contracts for each DPR assignments.

1.5 Approach

The Consultant’s approach to the project will be in accordance with the “Description of Services” given in the Contract Document, understanding of the project objectives and further discussions with the Client during progress of the project study. Cognizance is also taken of the special directives sent by NHAI to various consultants for the NHDP projects vide their circular No. NHAI/NHDP/PH-II/DPR/2003/NS-I dated December 10, 2003, for uniformity. The main objectives of the Project Report is to prepare designs of the agreed road and related bridge works as a basis for completing Environmental Assessment (EA) and Social Impact Assessments (SIA) of Project Affected Persons (PAP) as required, conforming to sound economic analysis. Also preparing land acquisition, social and environmental action plans such as Resettlement Action Plan (RAP), as appropriate.



11 .. 33

1.6 Project Road

The project road stretch is located in the state of Tamilnadu. The stretch starts from NH 7 junction at Dindigul and extends upto Kumili on Western Ghat mountain. The project roads connects Dindigul, one of the important city in Tamil Nadu to Kumili, the border town of Tamilnadu and Kerala. It passes through Dindigul and Theni Districts. It also forming an important link connecting Western districts of Tamilnadu such as Madurai, Trichy, Karur and Coimbatore from Dindigul. NH-45 Ext links to Northern, Eastern and southern districts of Tamilnadu via. NH-45,NH-209, NH-7 and NH49Ext.

The project stretch connects important tourist destination viz. Kodaikanal and Kumili and this tourist destinations generates heavy tourist volume during summer i.e. April to June.

The project road is running North to South between Longitudes E77° 57’ 45” and lies between Latitudes of N10° 21’ 17” for Dindigul and Longitudes E 77° 28’ 36” and Latitudes of N 10° 0’ 37” for Theni.

The NH 45E starts at Dindigul – Pegambur Junction (Km 0+000) and for a initial 3.0 km project road passes through urban area of Dindgul where RoW is narrowing through road side commercial and residential activity. Religious structure i.e. Temple & Church are observed on Left side of Project road. Arabic College at Km. 1+600 on LHS is also an important structure. The stretch between Km 0/0 to Km 2/750 is under the possession of State Government and it is maintained by State highways Department. In the Government order Letter No.NH-14012/7/2004- P&M dated 31.12.04, it is mentioned that the stretch between Km 2/750 to Km 73/400 is handed over to MoRTH.

The Project Road traverse generally through plain terrain (90%) and the rest of the alignment is passing through rolling/hilly terrain. Rolling Terrain is observed in NH45Extn. for a section between Km. 36+500 to 39+500 & 44+500 to 47+500 and Hilly terrain in NH 220 for a section between km 215+500 to km 222+200.

The land use along the corridor is of mixed nature which comprises of residential, commercial and agricultural. It also passes through many villages and towns. The location of the project stretch is illustrated in Figure 1.1.



11 .. 44

Chinnalapatti

Nilakkottai

Andippatti

Uthamapalayam

Kambam

Gudalur

M A D U R A I

Periyakulam

TEN INH 49Ext.

NH 45Ext.

NH 220

Surul

iRive

r

VaigaiRiverNH 49Ext.

KUMILI

DINDIGUL

NH

7

NH

45B

NH209

NH

7

CHENNAI

KARUR

COIMBATORE

TENKASI

TIRU

NELV

ELI

TUTIC

ORIN

TO BODI

Figure 1.1: Location Map of Project Road

As per the information gathered during the preliminary visit, it is felt that a segmental approach is appropriate considering the traffic, built up area and geometric variations in the road and also based on the Social aspects. Project road is divided into five sections as given below in Table 1.1.

Table 1.1: Project Road Sections

Sl. No Section Start km End km Length (km)

1 Dindigul –Bathalagundu 2+750 35+000 32.25

2 Bathalagundu – Periyakulam 35+000 62+000 27.00

62+000 73+400 11.40

3 Periyakulam – End of Theni and Veerapandi bypass

273+600 268+000 5.60

4 Kumuli – Kambam 215+500 240+000 24.40

5 Kambam - End of Theni-Veerapandi bypass 240+000 268+000 28.00

Total Length of the existing road 128.75



11 .. 55

1.7 Study Area Profile

1.7.1 Geographical Profile

Dindigul District: The District of Dindigul has been carved out as a separate district from Madurai district in the year 1985. The district lies between 10.05° and 10.09° North Longitude and 77.30° and 78.20° East longitude. The district is bound by Erode, Coimbatore, Karur and Trichy districts on the North, by Sivaganga and Tiruchi District on the East, by Madurai district on the South and by Theni and Coimbatore Districts and Kerala State on the West. Spread over an area of 6,263 Sq. km. the district has three Revenue Divisions, seven Taluks, 14 Blocks, three Municipalities, 24 Town Panchayats, and 306 Village panchayats. There are 358 Revenue villages in Dindigul district. Demographic and socio-economic profile of the district is given in Table 1.2.

The district has strong economic base in textile and other industries. The Dindigul town, popularly known as Lock and Tannery city of Tamilnadu, has been associated for a long time with Iron locks, Iron safe of good quality and durability. Additionally, Dindigal is famous for leather tanning. This district is having a flourishing handloom industry at Chinnalapatti, which is located at 11 Km away from Dindigul on the Madurai-Dindigul road. Sarees Produced in Chinnalapatti are famous throughout India that engages more than 1,000 families in this Industry. The district predominantly grows paddy along with onion and groundnut. Dindigal city has flourishing wholesale market for onion and groundnut. The other main crops cultivated are cereals such as cumbam, and pulses such as red gram, green gram and black gram. Other food crops grown in the district are condiments and spices, sugarcane, fruits, and vegetables.

The district is famous tourist destination for popular hill station of Kodaikanal, located an altitude of 2,133m in Western Ghats. Other than Kodaikanal, Dindigul fort, Begambur big mosque and 100 years old St.Joseph church are the important tourist places in Dindigul.

Theni District. Theni District formed after bifurcation from erstwhile Madurai district in the year 1997 is situated at the foot of Western Ghats of Tamilnadu State and lies between 9º30’00” and 10º30’00” of North Latitude and between 77º00’00” and 78º30’00” of East longitude. The district has a geographical area of 3242.3 Sq km. and is bounded by Dindigul district on North, Madurai district on East, Virudhunagar district on South and Kerala state on the West. Theni district comprises five Taluks (Periyakulam, Bodinayakkanur, Theni, Uthamapalayam and Andipatti), 10 Blocks, six municipalities and 22 town Panchayats. Demographic and socio-economic profile of the district is given in table 3.1

Theni town also known as the “Second Manchester of South India” indicates the abundance of cotton cultivation. In Uthamapalayam taluk “Highways Extension” plays a vital role in the production of tea and allied products. The other products are paddy Jowar, Bajra, Maize Redgram and Cowpea.

Physiographically, the district is divided into three natural divisions: Cumbum valley in Uthamapalayam taluk; level tracts of Theni, Bodi and Andipatti taluk; and level tracts of Periyakulam taluk. Theni district known for its tourist importance which houses Vaigai dam, Kumbakarai falls in Periyakulam taluk, Suruli falls in Uthamapalayam taluk and Kannagi temple (7 Km. from Km. 223/300 of NH-220). Additionally, the district has countless pilgrimage



11 .. 66

spots like Kelamariamman Temple, Saneeswaran temple, Suruliandavar koil, Sri Mavoothu vellappar koil and Veerappa ayyanar temple.

Table 1.2: Demographic and Socio-economic Profile of the Project Area

Demographic Indicators Tamilnadu Dindigul District

Theni District

Project Area

Population 2001 62,405,679 1,923,014 1,169,474 664,553 Urbanization Rate (%) 44.04 35.01 54.10 87.17

Area (Sq. km.) 1,30,267 6,263 3242.3 - Density 479 317 381 -

No. of households 14,665,983 465182 272033 159063 Average Household Size 4.26 4.13 4.02 4.17

Sex Ratio - Females per 1000 males 987 986 978 983 Sex Ratio - Females per 1000 males

(Below 6 years) 942 930 891 917

SC Population – % of total population) 19.00 19.56 19.36 14.84 ST Population - % total population 1.04 1.72 0.15 0.13

Literacy Rate (percent) 64.94 61.45 63.32 70.59 Female Literacy Rate (percent) 28.39 42.31 42.53 44.82

Work Participation Rate (percent) 44.67 50.61 47.56 39.32

Female Work Participation Rate (WFPR) (percent) 31.54 40.65 37.34 27.98

Source: Census of India, 2001

Population and Urbanization Rate Population of the project area is 6.65 lakhs, which is hardly one percent of the total state population. Table 1.2 shows a high level of urbanization rate than the state for Theni district at 54 percent, while Dindigul has lower level of urbanization rate than state at 35 percent. High urbanization rate for Project Area (87 percent) reveals that the project road mainly passes through urban areas. Both the project districts show lower population density than that for the state. Approximately 15 percent of the project area population belongs to Schedule Caste (SC) while a small percentage (0.13%) belongs to Schedule Tribe (ST). Both the values are lower than that for the state.

Sex Ratio and Literacy: Adult sex ratio of the project area at 983 is comparable with state figure at 987, while child sex ratio shows a comparatively lower value at 917. Theni district shows a much lower value of child sex ratio at 891 than state figure. Project area shows higher literacy levels for both general and female literacy at 71 and 45 percent respectively than that of state and project districts.



11 .. 77

0

10

20

30

40

50

60

70

80

Literacy rate Female literacyrate

WFPR Female WFPR

Tamilnadu Dindigul Theni Project area

Figure 1.,2 : Demographic and Socio-economic Profile

Workforce Participation: Higher literacy levels of project area are not commensurate with employment opportunities. Total male and female workforce participation rate indicates lower values at 39 and 29 percent respectively than that for the state at 45 and 32 percent respectively. Both the project districts show higher values of total and female workforce participation rates than that for the state. Lower urbanization rate of Dindigul district and comparatively higher workforce participation indicate that the employment is more in rural/agriculture sector.

0%10%20%30%40%50%60%70%80%90%

100%

Tamilnadu Dindigul Theni Project area

Cultivators Agri labourers HH industry Other works

Figure 1.,3 : Workforce Participation

Table 1.3: Worker Participation in the State, Project Districts and Project Area

Category Tamilnadu State Dindigul District Theni District Project Area

Total main workers

23,757,783

(38.07%)

841,893

(43.10%)

473,708

(43.30%)

240,215

(36.14%)

Marginal workers 4,120,499

(6.60%)

131,439

(8.26%)

46,572

(4.25%)

21,140

(3.18%)

Non-workers 34,527,397 949,682 573,670 403,198



11 .. 88


(55.33%) (48.62%) (52.44%) (60.67%)

Source: Census, 2001(Figures in brackets are percentages)

The project area has a main workforce participation rate of 36 percent which is slightly low compared to the state average of 38 percent. Both the project districts, Dindigul and Theni has around 43 percent of its population as main workers which is higher than the state average. The project area has a large proportion of (60.67 percent) of population as non workers, a value higher than that for the state at 55.33 percent.

Table 1.4 shows composition of work force in state, districts and project stretch. Classification of workers in the four categories – cultivators, agricultural laborers, workers in household industry and other workers. Around five percent of workforce in project area are cultivators while a large percentage (28 percent) are agricultural laburers. Ratio of cultivators to agricultural labourers is 1.69 for the state. Dindigal district shows comparable value of this ratio at 1.71 while for Theni district and project area it is very high at 4.88 and 5.42 respectively. A large proportion of the project area workforce ( 63 percent) are other workers, which is reflection of high urbanisation rate. Table 1.4: Workforce Composition in the State and Project Districts


Cultivators 5,116,039 (18.35%)

183,218 (21.76%)

50,436 (10.65%)

12,378 (5.15%)

Agricultural Laborers 8,637,630 (30.98%)

313,195 (37.20%)

245,989 (51.93%)

67,075 (27.91%)

Workers in household Industry. 1,499,761 (5.38%)

25,180 (2.99%)

10,959 (2.31%)

10,132 (4.22%)

Other Workers 12,624,852 (45.29%)

320,300 (38.05%)

166,234 (35.11%)

150,660 (62.72%)

Source: Census, 2001(Figures in brackets are percentages)

Health. Both the project districts registers almost the same birth rate as that for the state at 17.3 and 17.7 percent respetively. It is good indication that both the project districts shows much lower value of IMR that state at 44 percent, details are in table 1.5.

Table 1.5: Health Status in the State and Project Districts

Tamilnadu State Dindigul District Theni District Health Indicators (%) (%) (%)

Birth Rate 18.5 17.3 17.7 Death Rate 7.7 7.7 6.8

Infant Mortality Rate (IMR) 44 38.9 26.3 Life Expectancy at Birth 66.4 63.03 N.A

Source: District Statistical Handbooks, 2004-05.

Human Development Index (HDI). The HDI measures the average achievements in three basic dimensions of human development – i) A long and healthy life, as measured by life



11 .. 99

expectancy at birth; ii) Knowledge, as measured by the adult literacy rate (with two-thirds weight) and the combined primary, secondary, and tertiary gross enrolment ratio (with one-third weight); iii) A decent standard of living, as measured by gross domestic product (GDP) per capita at purchasing power parity (PPP) in USD. HDI is used mainly to distinguish whether the country/state/district is a developed, developing, or under developed. HDI value for India (Year 2003, UNDP report 2005) is 0.602, which ranks country at 127th position in the list of 177th countries all over the world. Tamilnadu state shows a highr value of HDI at 0.631 than that of country, while project districts shows HDI values at 0.596 (Dindigul) and 0.612 (Theni).

1.7.2 Agricultural profile Lower urbanisation rate of Dindigul district is comparable with higher value of net sown area and confirms that the district has more shares in primary/agricultural sector. Almost one third of the area of Theni district is occupied by forests, while an additional one third area in under cultivation; table 1.6 giving the detail land use Table1.6: Land use Distribution, 2001

Tamilnadu State

Dindigul District Theni District Category

(%) (%) (%) Forest 16.30 22.16 32.00

Barren and uncultivable land 3.90 5.78 13.00 Land put to non-agricultural Uses 16.20 10.43 7.00

Cultivable waste 2.90 1.42 1.00 Permanent pastures and other grazing land 0.90 1.11 -

Land under misc. 2.20 1.06 1.00 Current fallows 7.30 1.83 1.00

Other fallow land 14.30 15.38 10.00 Net area sown 36.00 40.82 35.00

Total geographical area 100.00 100.00 100.00 * Ratio of gross area sown to net area sown 1.7.3 Administrative Profile

Administratively, the project road passes through districts of Dindigul and Theni in the state of Tamilnadu. Among the project districts, it passes through five taluks and around 23 villages. A total stretch of 133.70 Km. starts at Dindigul at Km 2/750 of NH-45E and ends at Kumulii at Km. 215/500 of NH-220. Administrative profile of the project area is given in table 1.7.

Table 1.7: Administrative Profile of the Project Area

District Taluka Villages Urban Centers/Towns

Section-I

Dindigul Dindigul

Pallapatti,Pillayarnatham Pithalapatti,Panjampatti

Vakkampatti,Munnilakotai Jivilsaragu,Palayankotai

Bodikamanvadi,Sitharevu

Dindigul, Chinnapallappatti

Dindigul Nilakkottai Pachamalayan kotai,

Sengattampatti

Sevugampatti, Vathalagundu

Theni Periyakulam Vadipatti,Silvarpatti Kanmachipuram,Endupuli

Periyakulam, Ganguvarpatti, Devathanapatti, Tenkarai,



11 .. 1100

District Taluka Villages Urban Centers/Towns

Melemangalam Vadaveeranayakanpatti

Tamaraikulam

Theni Unjampatti

Upparapatti

Theni-allinagaram, Veerapandi

Section -2

Theni Theni Silayampatti Kottur Palani chettipatti

Uthama palayam

Kilagudallur Uttampuram

Hanumanayanthampatti Karukantamkulam

Uthamapalayam, Chinnamannur, Kambam, Melagudalur,

Hanumantanpatti, Pudupatti

Total 5 26 18 Source: Census of India, 2001

1.7.4 Summing Up - Socio-Economic Profile

The project highway comprises of 133.70 km. stretch of NH-45E and NH-220 from Dindigul to Kumuli. The project road traverses through major towns of Batlagundu, Periyakulam, Theni and Uthamapalayam. Though project area shows high urbanization rate it mainly passes through agricultural and open fields which with intermittent village and town habitations. Socio-economic indicators for the project area show a satisfactory picture, with higher literacy rate and comparable adult sex ratio as that of state.

The proposed project once completed will enhance the improved connectivity between the settlements along it as well as with the surrounding region thereby giving increased access to urban facilities and opening up better employment opportunities. The development is likely to have both direct and indirect benefits due to improved connectivity for the agricultural and industrial sectors as well as the population of the project area. More over it is connecting the major tourist places of south India each other.

1.8 Project Conceptualisation

The following works were undertaken in a comprehensive and integrated manner:

• Data Collection from secondary sources pertaining to project corridors and project influence area

• Inventory and Conditions Surveys of the existing road

• Inventory and Condition Surveys of cross-drainage structures

• Pavement investigations and Engineering surveys

• Soil and Material Investigations

• Engineering Analysis and Design of roads and Culverts

• Identification of material sources

• Preliminary Costing based on the detailed design

• Preparation of detailed drawings



11 .. 1111

1.8.1 Structure of the Report The project report has been structured into nine volumes and are detailed below Volume I Main Report Volume I is divided into two parts as follows

• Main Report

• Appendices

The chapters presented in this report cover the following, Chapter 1 the present chapter gives the brief socio-economic background of the project and presents the scope of the study and the structure of the report. Chapter 2 discusses about the various traffic surveys carried out in different locations and the also accident analysis. The demand forecasting and projection for the observed traffic growth rate is also carried out. This chapter gives the combined analysis for the entire stretch. Chapter 3 deals with the Engineering Surveys in different locations. Investigations and Analysis of the surveys are undertaken. The homogeneous sections are derived as the interpretation of the surveys. Chapter 4 elaborates the location and the brief note about the improvement proposals. Chapter 5 gives the summary of Environmental Impact Assessment on the project road and Action Plan. Chapter 6 gives the summary of Resettlement Action Plan and Social Analysis for the project road. Chapter 7 elaborates the Project Cost Estimates Chapter 8 details the Economic and Financial Analysis & Conclusions Volume II Design Report The design report contains five parts which are described below

• Part I Highway and Pavement Design

• Part II Bridges and Cross Drainage Structures

• Part III Preliminary Structural Design

• Part IV Detailed Structural Design of Bridges and Cross Drainage Structures

• Part V Geo-technical Investigation Report

Volume III Materials Report Materials report deals with the location of Borrow areas and quarries. It also gives the details on the sampling techniques used and the tests that were conducted. Volume IV Environment Assessment Report and Resettlement Action Plan Environmental Assessment Report gives a detailed description of the Environmental Management Plan (EMP) and the Resettlement Action Plan (RAP) that are proposed for the project.



11 .. 1122

Volume V Technical Specifications The technical specifications that are to be adopted for the construction of road and bridges are discussed in this volume. Volume VI Rate Analysis The rates adopted for different items for working out the cost estimates is described in this volume. Volume VII Cost Estimates The estimated cost for various components of the project is given in detail in this volume. Volume VIII Bill of Quantities The quantity estimates for the project components are described in this volume. Volume IX Detailed Drawings This volume contains the detailed drawings that are required for the execution of the project. Volume X Project Clearances This volume summarizes the details and present status of various clearances which are required to be obtained from various statutory agencies and also other agencies/ Government departments in case the proposed alignment passes through their jurisdiction


2 . 1

Traffic Analysis & Demand Forecast 2.1 Objectives of Traffic Study

The objectives of carrying out various traffic studies are as follows.

• Assessment of capacity based on demand forecasting for next 30 years

• Understanding the pattern of commodity movement

• Identification of spatial influence of the project stretch

• Deriving Growth Factors for Traffic demand forecasting

• Providing inputs for pavement design

• Providing inputs for design of intersections

• Studying the traffic impact of other road development works in the influence area of the project

• Identifying the requirements for service roads

• Development of wayside amenities

• Studying possible location of toll plaza and providing inputs for design

• Providing traffic inputs for economic and financial analysis

• Providing traffic inputs for Environmental Impact Assessment

2.2 Traffic Surveys & Analysis

Analysis of primary data obtained from traffic surveys and secondary data obtained from various sources are carried out as per the stipulations of TOR for obtaining Average Daily Traffic (ADT), seasonal variation, Annual Average Daily Traffic (AADT), composition of traffic stream, Vehicle Damage Factor (VDF) for design of flexible pavement, average speed and delay, O-D & commodity matrix, and identification of spatial influence of the project, Traffic Growth Factors and Traffic Demand Forecasting.

The following primary traffic surveys are carried out during the course of the study:

• Classified Traffic volume counts (7 x 24 hrs) at mid blocks - 5 locations

• Turning Movement count (12 hrs) at intersections - 7 locations

• Speed & Delay study - Study stretch

CHAPTER 2

Consultancy Services for Feasibility Study and Detailed Project Report Project Report for 4-6 laning of Dindigul – Theni (NH-45 Ext) and Theni -Kumili (NH-220) Section in the state of Tamilnadu under NHDP phase –III (Package No. NHDP III/DL5/01)


2 . 2

• Axle Load Survey - 3 locations

• O-D & Commodity Survey - 5 locations

The following secondary information is also collected.

• Statistical Information - From Statistical Handbook of Tamilnadu -2005

• Seasonal variation - Collected from a petrol station near Kodaikanal Junction for the period April 2005 to March 2006

All the survey locations are decided after carefully studying the requirements as stated in the TOR, traffic considerations and site conditions. The safety and security aspects of the survey team and the advice of the local administration regarding the same are also duly considered. Locations of traffic survey stations are shown in Figure 2.1.



2 . 3

Figure 2.1: Traffic Survey Locations



2 . 4

2.2.1 Classified Traffic Volume Counts

7-day-Classified traffic volume counts were conducted manually by counting vehicles on both directions. The vehicles were broadly classified into various categories i.e. Cars/Jeeps/Vans, Buses, Trucks, Multi Axle Vehicles (MAVs), Light Commercial Vehicles (LCVs), Tractors, Two wheelers, Auto rickshaws, and slow moving vehicles which includes cycles and carts. The buses were further sub divided to mini and standard buses.

The traffic analysis is carried out to derive:

• Weekly traffic summary and daily variation

• Average Daily Traffic (ADT) for fast & slow moving vehicles along with traffic composition in terms of share in total number as well as in total PCU. A summary of classified ADT is presented in Table 2.3(b).

• Classified hourly average traffic

• Average hourly variation for each count station

• Percentage share of Passenger, Commercial, Fast Moving Vehicles and Slow Moving vehicles in ADT, and

• Annual Average Daily Traffic (AADT) using seasonal factors and observed ADT.

Appropriate Passenger Car Unit (PCU) values (IRC-64:1990) are used for the conversion of heterogeneous traffic into a stream of homogeneous traffic. The PCU values for different vehicle categories, as used in the present work, are mentioned in Table 2.1.

Table 2.1: PCU for Different Vehicle Categories Sl. No Vehicle Type PCU for Rural Roads

1 Two Wheeler 0.5

2 Auto 1.0

3 Car 1.0

4 Mini Bus 1.5

5 Standard Bus 3.0

6 LCV 1.5

7 2-Axle Truck 3.0

8 MAV 4.5

9 Cycle 0.5

10 Hand Cart 3

11 Animal cart 8

12 Tractor 1.5

The summary of the Volume Count Surveys for all the five locations are presented in Table 2.3. The Average Daily Traffic (ADT) obtained at Km Vakkampatti (Km8+650), Bathalagundu (Km 37+600), Lakshmipuram (Km 63+600), Chinnamanur (Km 253+400) and Gudalur (Km 227+200) represent the counts of the five homogeneous sections. To study the variation in the intensity of tollable traffic, Consultants have analysed the variation of traffic along the project road. It



2 . 5

has been observed from the figure that maximum traffic is observed on Periyakulam-Theni section on the NH-45 Ext part of the project road, followed by Theni-Kambam section on NH-220 part of the project road. The variation of traffic over the stretches is presented in Figure 2.2. Minimal variation of traffic was observed on three homegenious sections of NH-45 Ext. However in the NH-220 part of the project road, there is substantial variation in traffic between the two sections. The table below indicates all the differences observed.

Table 2.2: Homogeneous Sections – Average Daily Traffic (ADT)

Section Vehicles PCU

Dindigul – Bathalagundu (NH-45 Ext) 5571 7904

Bathalagundu – Periyakulam (NH-45 Ext) 5084 8775

Periyakulam – Theni (NH-45 Ext) 6553 8920

Theni – Kambam (NH-220) 6708 8878

Kambam – Kumili (NH-220) 2615 3903

−

3903

6213

24471456

79048775 88788920

6422

49575438

2947 33372498 2665

0100020003000400050006000700080009000

10000

Vakkampatty Vathalagundu Lakshmipuram Chinnamanur Kudalur

Locations

Traf

fic V

olum

e (in

PC

Us)

Total Traff ic Passenger Traff ic Commercial Traff ic

− Figure 2.2: Variation of Traffic (PCUs) on the Homogeneous Sections

The following observations were made from the survey results for each homogeneous section.



2 . 6

Section 1: Dindugul-Bathalagundu This is a 34 km long stretch. The volume count was done at Vakkampatti (Km 8/650). The Average Daily Traffic (ADT) observed at this location is 7408 PCU (5581 vehicles). Passenger vehicles form about 57%, commercial vehicles about 35% and slow moving vehicles about 8% of the total traffic. Night traffic (between 8 PM and 6 AM) is found to be about 33% of the total traffic. Peak traffic is observed between 6PM and 7PM and is 441 PCU (6% of the total traffic). The detailed vehicle classification and hourly variation of traffic for the location are presented in Figure 2.3.

Figure 2.3: Traffic Characteristics on Section 1: Dindugul-Bathalagundu

Section 2: Bathalagundu - Periyakulam This is a 25 Km long stretch. The link count was taken at km. 37/600 at Bathalagundu. Average Daily Traffic (ADT) observed at this location is 8393 PCU (5097 vehicles) and is more than the traffic on the first section. Passenger vehicles form about 62%, commercial vehicles about 36% and slow moving vehicles about 2% of the total traffic. Night traffic (between 8 PM and 6 AM) is found to be about 33% of the total traffic. Peak traffic is observed between 7 PM and 8PM and is 494 PCU (5.7% of the total traffic only). The detailed vehicle classification and hourly variation of traffic for the location are presented in Figure 2.4

Figure 2.4: Traffic Characteristics on Section 2: Bathalagundu - Periyakulam

Maxi cab3%

Mini Bus1%

Standard Bus15%

3-Axle Truck4%

Lcv6%

Car/Jeep/Van

18%

Autorickshaw

6%

2-Axle Truck9%

Two Wheeler

38%

441

0100

200300

400500

08.00

- 09.0

0

10.00

- 11.0

0

12.00

- 13.0

0

14.00

- 15.0

0

16.00

- 17.0

0

18.00

- 19.0

0

20.00

- 21.0

0

22.00

- 23.0

0

00.00

- 01.0

0

02.00

- 03.0

0

04.00

- 05.0

0

06.00

- 07.0

0

Time of day

Volu

me

(Pcu

)

Tw o Wheeler23%

2-Axle Truck13%

Autorickshaw7%

Car/Jeep/Van23%

Lcv6%3-Axle Truck

3%

Standard Bus20%

Mini Bus2%

Maxi cab3%

494

0

100

200

300

400

500

600

08.00

- 09.0

0

10.00

- 11.0

0

12.00

- 13.0

0

14.00

- 15.0

0

16.00

- 17.0

0

18.00

- 19.0

0

20.00

- 21.0

0

22.00

- 23.0

0

00.00

- 01.0

0

02.00

- 03.0

0

04.00

- 05.0

0

06.00

- 07.0

0

Time of Day

Volu

me

(Pcu

)



2 . 7

Section 3: - Periyakulam – Theni This is a 14.4 Km long stretch. The link count was taken at km. 63/600 at Lakshmipuram. Average Daily Traffic (ADT) observed at this location is 8411 PCU (6649 vehicles) and is more than the traffic for other two sections. Passenger vehicles form about 69%, commercial vehicles about 22% and slow moving vehicles about 9% of the total traffic. Night traffic (between 8 PM and 6 AM) is found to be about 26% of the total traffic. Peak traffic is observed between 5 PM and 6PM and is 536 PCU (6.2 % of the total traffic only). The detailed vehicle classification and hourly variation of traffic for the location are presented in Figure 2.5.

Figure 2.5: Traffic Characteristics on Section 3: Periyakulam - Theni

Section 4: - Theni – Kambam This is a 36.6 Km long stretch. The link count was taken at km. 253/400 at Chinnamanur. Average Daily Traffic (ADT) observed at this location is 8389 PCU (6825 vehicles) and is much more than the traffic for Kambam-Kumili section. Passenger vehicles form about 68%, commercial vehicles about 23% and slow moving vehicles about 9% of the total traffic. Night traffic (between 8 PM and 6 AM) is found to be about 24% of the total traffic. Peak traffic is observed between 6 PM and 7PM and is 537 PCU (6.3 % of the total traffic only). The detailed vehicle classification and hourly variation of traffic for the location are presented in Figure 2.6.

Figure 2.6: Traffic Characteristics on Section 4: Theni – Kambam

Maxi cab2%

Mini Bus1%

Standard Bus17%

3-Axle Truck1% Lcv

4%

Car/Jeep/Van16%

Autorickshaw8%

2-Axle Truck7%

Tw o Wheeler44%

536

0

100

200

300

400

500

600

08.00

- 09.0

0

10.00

- 11.0

0

12.00

- 13.0

0

14.00

- 15.0

0

16.00

- 17.0

0

18.00

- 19.0

0

20.00

- 21.0

0

22.00

- 23.0

0

00.00

- 01.0

0

02.00

- 03.0

0

04.00

- 05.0

0

06.00

- 07.0

0

Time of Day

Volu

me

(Pcu

)

Two Wheeler44%

2-Axle Truck7%

Autorickshaw7%

Car/Jeep/Van17%

Lcv6%

3-Axle Truck1%

Standard Bus15% Mini Bus

1%Maxi cab

2%

537

0

100

200

300

400

500

600

08.00

- 09.0

0

10.00

- 11.0

0

12.00

- 13.0

0

14.00

- 15.0

0

16.00

- 17.0

0

18.00

- 19.0

0

20.00

- 21.0

0

22.00

- 23.0

0

00.00

- 01.0

0

02.00

- 03.0

0

04.00

- 05.0

0

06.00

- 07.0

0

Time of Day

Volu

me

(in P

CU

s)



2 . 8

Section 5: - Kambam – Kumili This is a 24 Km long stretch. The link count was taken at km. 227/200 at Gudalur. Average Daily Traffic (ADT) observed at this location is 3616 PCU (2639 vehicles) and is less than the traffic for all other sections. Passenger vehicles form about 61%, commercial vehicles about 28% and slow moving vehicles about 11% of the total traffic. Night traffic (between 8 PM and 6 AM) is found to be about 28% of the total traffic. Peak traffic is observed between 4 PM and 5PM and is 223 PCU (6 % of the total traffic only). The detailed vehicle classification and hourly variation of traffic for the location are presented in Figure 2.7.

Figure 2.7: Traffic Characteristics on Section 4: Kambam – Kumili

2.2.2 Annual Average Daily Traffic (AADT) A seasonal correction factor is used to derive Annual Average Daily Traffic (AADT) from the observed Average Daily Traffic (ADT). Monthly fuel sales data was collected from the study corridor at a petrol station near the Kodaikanal Junction. Conversion factor for the month of traffic survey was found to be 1.07 for Passenger Vehicles and 1.05 for Commercial Vehicles (refer Figure 2.8). The ADT has been multiplied with the above-derived seasonal correction factor to derive AADT. By local enquiry and discussion with officials it has been ascertained that there is substantial traffic during the months of October – December due to Sabarimala pilgrims travel, more particularly in the categories of car, maxicab, and buses. More over it is found that there are seasonal commercial traffic during Agricultural harvesting period Appropriate factors for these categories have been provided to makeup for the seasonal factor and are as under:

Bus -1.12, Car - 1.18 Maxi cab - 1.26 Commercial vehicle – 1.18

In addition to the above the effect of development in the project influence area has also been considered in the calculation of AADT. The ADT and AADT details for the five homogeneous sections are presented in Table 2.3(a) and Table 2.3(b).

Two Wheeler36%

2-Axle Truck9%

Autorickshaw6%

Car/Jeep/Van22%

Lcv9%3-Axle Truck

1%

Standard Bus15% Mini Bus

1%Maxi cab

1%

223

0

50

100

150

200

250

08.00

- 09.0

0

10.00

- 11.0

0

12.00

- 13.0

0

14.00

- 15.0

0

16.00

- 17.0

0

18.00

- 19.0

0

20.00

- 21.0

0

22.00

- 23.0

0

00.00

- 01.0

0

02.00

- 03.0

0

04.00

- 05.0

0

06.00

- 07.0

0

Time of DayVo

lum

e (P

cu)



2 . 9

Figure 2.8: Seasonal Factor Derived for AADT

1.07

1.05

0.500.600.700.800.901.001.101.201.30

April

MayJu

ne July

Augus

t

Septem

ber

Octobe

r

Novem

ber

Decem

ber

Janu

ary

Febura

ryMarc

h

Passenger Vehicles Commercial Vehicles



2 . 10

Table 2.3(a): Summary of Classified ADT

SMV Location Stretch Bus Mini Bus Car/Jeep/Van

Two Wheelers Auto LCV Trucks

(2 Axle)

MAV (3, 4 and >4 Axle)

Tractor Cycle Cart

Total Vehicles PCU

PCU Values Adopted 3.0 1.5 1.0 0.5 1.0 1.5 3.0 4.5 4.5 0.5 8.0

Vakkampatti (Km. 8/650) Dindugul-Bathalagundu 696 47 969 1712 273 300 425 213 16 913 12 5571 7904

Bathalagundu (Km. 37/600)

Bathalagundu - Periyakulam 969 75 1301 1114 343 317 654 149 41 112 9 5084 8775

Lakshmipuram (Km. 63/600) Periyakulam-Teni 984 46 989 2543 477 225 423 68 144 641 21 6553 8920

Chinnamanur (Km. 253/400) Teni-Kambam 885 38 1131 2702 434 333 449 39 171 510 24 6708 8878

Gudalur (Km. 227/200) Kambam -Kumili 357 16 537 827 143 214 200 26 81 189 25 2615 3903



2 . 11

Table 2.3(b): Annual Average Daily Traffic (AADT) (no. of vehicles), 2006

SMV Location Stretch Bus Mini Bus Car/Jeep/Van

Two Wheelers Auto LCV Trucks

(2 Axle)

MAV (3, 4 and >4 Axle)

Tractor Cycle Cart

Total Vehicles PCU

Vakkampatti (Km. 8/650) Dindugul-Bathalagundu 857 55 1258 2015 321 389 552 276 21 913 12 6670 9372

Bathalagundu (Km. 37/600)

Bathalagundu - Periyakulam 1194 88 1689 1311 404 411 849 193 53 112 9 6314 10864

Lakshmipuram (Km. 63/600)

Periyakulam-Teni 1212 54 1284 2993 561 292 549 88 187 641 21 7883 10872

Chinnamanur (Km. 253/400) Teni-Kambam 1090 45 1468 3180 511 432 583 51 222 510 24 8116 10978

Gudalur (Km. 227/200) Kambam -Kumili 440 19 697 973 168 278 260 34 105 189 25 3188 4815



2 . 12

2.2.3 Classified Movement Counts at Major Intersections Turning movement surveys were carried out at seven intersections. The survey was conducted for 12 hours ie., from 8 am to 8 pm, to capture the peak hour traffic in the morning/evening. Location details for the turning movement surveys are given in Table 2.4 and in Figure 2.1. Table2.4: Classified Peak Hour Junction Turning Counts

Sl No Junction Name Chainage Peak Hour Total veh. Total PCU

1 Dindigul Bypass Junction

2/800 19.00-20.00 1197 1580

2 Sembatti 14/300 18.00-19.00 995 1114

3 Lakshmipur 30/400 14.00-15.00 507 678

4 Bathalagundu 33/500 16.00-17.00 3248 3423

5 Meenachipuram 40/800 18.00-19.00 453 607

6 Theni 73/400 9.00-10.00 5179 5432

7 Bodi 273/600 17.00-18.00 841 1202

2.2.3.1 Intersection Improvement Proposals

Improvement proposals for various intersections are recommended based on intersection traffic, neighboring land use and physical constraints. The intersection peak hour turning traffic flows were analyzed and compared with Indian Road Congress guidelines for developing future proposals. The various recommendations are discussed below:

Grade Separator

As per IRC 92-1985,”Guidelines for the Design of Interchanges”, the warrants for grade separator are as follows:

Interchange will be necessary at all crossings of a highway, which is to be developed to completely access controlled standard.

An interchange may be justified at the crossing of a major arterial road with another road of similar category carrying heavy traffic.

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/ hour.

To verify the grade separation requirement, the peak hour junction turning traffic were projected and the results are presented in Table 2.5. Table 2.5 Projected Peak Hour Junction Traffic (PCUs)

Year Dindigul Bypass Junction Sembatti Pattoveram

Patti Bathalagundu Menachipuram Theni Bodi

2006 1580 1114 678 3423 607 5437 1204

2011 2061 1450 883 4433 797 6857 1553



2 . 13

Year Dindigul Bypass Junction Sembatti Pattoveram

Patti Bathalagundu Menachipuram Theni Bodi

2016 2628 1859 1130 5656 1025 8563 1976

2021 3305 2357 1427 7145 1300 10619 2490

2026 4162 2990 1804 9025 1649 13185 3134

2031 5156 3738 2246 11247 2057 16191 3895

2036 6405 4693 2805 14048 2573 19946 4851 Note: IRC: 92- 1985 states that interchanges may be justified at locations where total intersection traffic volume exceeds 10,000 PCU.

From the analysis, it is observed that Theni junction satisfies the 3rd condition in the year 2021. Similarly Bathalagundu junction will reach more than 10,000 pcu in 2029. Hence the above two junctions warrant grade separators in the appropriate years. However when a bypass is provided there would be substantial reduction in traffic in existing corridor and may not need an interchange at these locations.

General improvements in terms of geometric design & traffic management measures are proposed at all the junctions on the project road.

2.2.4 Speed & Delay Survey Speed and delay survey was undertaken on the existing route of the project road. The findings are summarized in Table 2.6. The project road passes through the urban areas of Bathalagundu, Theni, Uttamapalayam and Kambam.The speed observed on Theni urban section is low due to heavy local traffic flow during peak hours and the speed in Kambam –Kumili section is low due to the hilly terrain along the corridor.

Table 2.6 Journey Speeds Observed along the Project Road (kmph)

Sl.No Section Journey Speed (Kmph)

1 Dindugul-Bathalagundu 46

2 Bathalagundu - Periyakulam 52

3 Periyakulam-Teni 48

4 Teni-Kambam 47

5 Kambam -Kumili 34

2.2.5 Axle Load Survey Axle Load Survey was conducted by using separate portable weigh pads for both directions, capable of weighing static wheel loads with a capacity of 20 tonnes. It consists of a lightweight weigh pad and separately housed digital readout unit with interconnecting cables between the two. The static wheel load is doubled to arrive at the axle load. The ramps and sensors were positioned on the shoulders.

Each vehicle was stopped and guided slowly on the weigh pads one for each wheel in order to get the full axle load at one stroke. Once the weight as depicted by the recording unit is stabilized for both wheels, axle weight was recorded along with the type of vehicles, commodity type and time of recording. The axle loads of only heavy commercial vehicles



2 . 14

(Bus, 2-Axle, 3 Axle and 4 Axle Trucks & LCV) were measured for both directions. No trucks with more than 4 axles were observed. Simultaneously, an hourly count of these vehicles was also carried out. Samples of empty trucks are also covered in the survey to have an idea about the tare weight of the commercial vehicles.

The Vehicle Damage Factor is an index for characterising the traffic loading for a highway and is estimated from Axle load survey. It can be defined as a multiplier for converting the number of commercial vehicles of different axle loads to Standard Axle Loads (SAL). The VDF is computed by taking Equivalency Factor (EF) for different weight classes using the Fourth Power Rule as suggested by AASHTO. With the help of Equivalency factors and frequency distribution of axle loads Equivalent Axle Loads (EAL) are computed. VDF is calculated as: VDF = Total EAL / Number of Vehicles Weighed The VDF analysis was carried out for both directions of traffic separately and combined and also for different axle configurations. The weighted average vehicle damage factor (VDF) for the three Sections are presented in Table 2.7.

Table 2.7: Summary of Vehicle Damage Factor

Survey Station Vakkampatti

(8+650) Lakshmipuram (km 63+600 ) Gudalur ( 227+200)

Direction Towards Kumili

Towards Dindigul

Towards Kumili

Towards Dindigul

Towards Kumuli

Towards Dindigul

Direction-wise Avg. VDF 3.57 3.42 3.8 3.46 3.1 2.7

Average VDF 3.5 3.63 2.9

As per IRC 37-2001, the average VDF is based on terrain type and commercial vehicles per day (CVPD). The National Average VDF to be adopted for plain/rolling terrain having CVPD more than 1500 is 4.5. The VDF observed in direction wise and average are below the National average value in all the three sections. However, to comply with the recommendations of MoSRT&H, the National Average VDF of 4.5 is recommended for design of the pavement.

2.2.6 Origin Destination Survey 2.2.6.1 Zoning System Adopted: The study area and other influencing areas were classified into 33 zones. The zoning system presented in Table 2.8 and Figure 2.9 was adopted for coding of the collected O-D data.

Table 2.8: Zone List for the Study Area

Zone No Zone Name

1 Dindugul 2 Sembatti,Attur,Ambathurai 3 Aiyampalayam,Sevugampatti 4 Bathalagundu/Vathalakkundu



2 . 15

Zone No Zone Name

5 Periyakulam,Vadakarai,Tenkarai,Vadugapatti 6 Theni 7 Chinnamanur,Kottur,Silayampatti 8 Uttamapalayam,Hanumanthanapatti 9 Kambam,Pudupatti 10 Gudalur 11 Kumili,Thekadi,Lowercamp,Vannathiparai 12 Bodinayyakanur or Bodi 13 Andipatti 14 Kodaikanal 15 Nilakkottai 16 Palani 17 Oddanchatram,Vedasandur 18 Nattam

19 Erodedistrict (Erode,Dharapuram,Kangeyam,Perundurai,Bhavani,Sathyamangalam ,Gopichettipalayam)

20 Karur District (Karur, Aravakkurichi,Kulittalai) 21 Trichy District (Trichy,Manapparai,Lalgudi) 22 Madurai District (Madurai,Vadipatti,Usilampatti,Peraiyur,Melur,Thirumangalam)

23 Coimbatore ,Nilgiri District (Coimbatore,Tiruppur,Avinasi,Palladam,Pollachi, Coonoor,Udagai)

24 Salem,Dharmapuri,Krishnagiri,Namakkal Districts

25 Chennai,Kanchipuram,Villupuram,Cuddalore,Perambalur,Pondicherry, Vellore,Tiruvannamalai Districts

26 Thanjavur,Thiruvarur,Nagapattanam Districts 27 Pudukottai,Sivaganga Districts 28 Virudhunagar,Tuticorin,Ramnathapuram,Tirunelveli,Kanniyakumari Districts 29 North Kerala(Pallakad.Thrissur,Ernakulam,Painavu,Devikulam) 30 South Kerala(Kottayam,Pattanamthitta,Alapuzha,Kollam,Idukki) 31 Karnataka State 32 Andhra Pradesh State 33 Rest of India



2 . 16

Figure 2.9: Zone Map

The data collected was coded, processed and expanded to total traffic using the expansion factors for each vehicle type. Sample size obtained for various categories of vehicles for the five O-D survey locations are given in Table 2.9. The sample covered is much higher than the mandatory 10%.



2 . 17

Table 2.9: Sample Size Obtained for O-D Survey

Location Chainage Trucks MAV LCV CAR

Sample 305 91 172 319 Volume 380 169 282 725 Vakkampatti 8/650

% 80 54 61 44 Sample 568 85 259 477 Volume 640 147 400 927 Bathalagundu 37/600

% 89 58 65 51 Sample 292 35 184 357 Volume 477 58 242 953 Lakshmipuram 63/600

% 61 60 76 37 Sample 333 16 207 522 Volume 422 33 325 1030 Chinnamanur 253/400

% 79 48 64 51 Sample 141 27 220 364 Volume 200 47 261 481 Gudalur 227/200

% 71 57 84 76

2.2.6.2 Trip Characteristics – Passenger Vehicles The car trip characteristics at the five sections are presented in desire line diagrams. Major car traffic generating points are mostly within the project corridor itself i.e., Dindigul, Theni and adjacent districts i.e., Madurai and Trichy.

Purpose: The purpose wise distribution of passenger cars for all the 5 sections is given in Figure 2.10.

Dindigul – Bathalagundu Section Bathalagundu – Peryakulam Section

Work37%

Business32%

Education1%

Social & Recreation

8%

Tourism9%

Others13%

Work11%

Business38%

Education2%

Social & Recreation

1%

Tourism37%

Others11%



2 . 18

Periyakulam – Theni Section Theni – Kambam Section

Kambam – Kumili Section

Figure 2.10: Passenger Car Traffic – Distribution by Trip Purpose

It can be observed that in Dindugul – Theni section about 25% of the trips are for tourism purpose. This is mainly due to Kodaikanal, a very famous hill station accessed from the project corridor. Other than Kodaikanal, there are few other pilgrim centers (Palani) in Dindigul district and Sabarimala in Kerala. In Theni – Kumili section also 25-30% of the car trips are for tourism perhaps due to Kumili and Thekkadi.

2.2.6.3 Trip Characteristics - Goods Vehicles Major influencing zones for commercial traffic are falling within the project corridor i.e., Dindigul and Theni. Neighboring districts such that Madurai, Trichy also generate substantial amount of commercial traffic. The commodity movement details are presented in Figure 2.11.

Tourism18%

Others29%

Work18%

Business23%

Education3%

Social & Recreation

9%

Tourism15%

Social & Recreation

10%

Education2%

Business50%

Work11%

Others12%

Business38%

Education2%

Social & Recreation

3%

Tourism22%

Others10% Work

25%



2 . 19

Figure 2.11: Materials Transported through the Project Road A major share was observed to be Agricultural products (Food grains, Vegetables, Coconut) accounting 30% of the total goods transported from project corridor (Theni, Kambam, Kumili) to other parts of Tamilnadu.

2.2.7 Secondary Information In addition to these primary surveys, following secondary information is also collected from various sources. They are: Fuel Sales Data - Collected from a petrol station near Kodaikanal Junction for the period April 2005 to March 2006. This data was used for calculation of seasonal variation factor and ultimately for deriving at Average Annual Daily Traffic (AADT). Statistical data - From Statistical Handbook of Tamilnadu -2005

Others11% Food Grains,

Vegetable, Cereals36%

Stone,Coals3%

Empty30%

Consumer Items5%

Building Materials6%

Petroleum Products

2%

Industrial Materials4%

Wood3%

Wood3%

Petroleum Products

1%

Stone,Coals1%


Consumer Items4%

Empty38%


Food Grains, Vegetable, Cereals

27%Others16%

Wood7%


24%

Fisheries1%Industrial Materials

5%Petroleum Products

1%

Stone,Coals5%


Consumer Items5%

Empty36%

Others8%


33%

Others9%

Empty40%

Consumer Items6%

Petroleum Products1%



Stone,Coals1%

Wood2%

yp

Wood4%

Fisheries2%

Industrial Materials2%Petroleum

Products1%


Stone,Coals1%

Consumer Items1%

Empty46%

Others4%


29%



2 . 20

2.3 Traffic Forecasting

Forecasting the traffic is a very important element for planning and design of any infrastructure facility, especially when it is a highway and proposed to be taken up on a commercial format. The present traffic demand will increase primarily due to the growth in socioeconomic characteristics of the traffic influencing regions. Attraction of additional traffic due to the improved facility may also take place. Estimation of traffic growth rates is imperative for deciding upon the suitable development strategy and assessing the financial viability of the project improvements.

2.3.1 Influence factors The results obtained from the Origin Destination surveys were used to identify the project influence area. The ratio of the total traffic originated/destined to a particular zone to the total traffic gives the influence factor for the particular zone. The influence factors were developed from the OD matrices and influence of each State is given in Table 2.10. A comparative study of the influence factors showed that around 94% of the commercial traffic and 95% of car traffic moving through the project corridor is from Tamil Nadu itself in Dindugul – Teni section but 87% of the commercial traffic moving through the corridor is from Tamilnadu itself. In Teni – Kumuli section 12% of the commercial traffic and 5% of the car traffic from neighboring state Kerala. The project road is geographically located in the West end of Tamil Nadu State and limited influence of other neighboring States is expected. Hence the influence of other States have not been considered in the Dindugul – Teni section but for the Teni – Kumuli section, Kerala state influence has been considered for the growth rate analysis. Table 2.10 Influence Factors Obtained for Commercial Vehicles & Car

Dindugul - Teni Section Teni- Kumuli Section State name

Trucks (%)

MAV (%)

Car (%)

Trucks (%)

MAV (%)

Car (%)

Tamil Nadu 93.35 95.77 95.44 89.46 85.22 94.67 Andhra Pradesh 0.17 1.24 0.04 0.09 0.00 0.00

Kerala 3.51 3.00 3.20 9.39 14.53 4.94

Karnataka 2.60 0 1.09 0.89 0 0.24

Total 100 100 100 100 100 100

2.3.2 Socio-Economic Profile of the Influence Region Socio-economic profile of the major project influence area is considered to derive the future growth prospects of the region and correspondingly the traffic growth in the region. The past performance of the economic indicators for the major project influence area, ie; Tamilnadu State, was collected for the past period with the objective of establishing elasticity of traffic demand to the different economic indicators. The economic indicators considered for the analysis include:

Total NSDP

NSDP (Primary Sector)

NSDP (Secondary Sector)



2 . 21

NSDP (Tertiary Sector)

Population

Per Capita Income (PCI)

Elasticity Values: Elasticity value is the factor by which the socioeconomic growth rate has to be multiplied to get the growth rate of traffic. Traffic is directly linked to the economic growth such as per capita income, population and NSDP/GDP. Hence economic indices of the State of Tamilnadu could be regressed with the past traffic data to estimate the elasticity value for traffic projection of the project road. Due to the absence of realistic past traffic data on the project road, we were not able to build regression model to derive elasticity. Hence, the elasticity values recommended by IRC through Road Development Plan: Vision 2021 has been adopted is given in Table 2.11. Table 2.11 Elasticity values suggested by IRC (Road Development Plan: Vision 2021)* Vehicle category 2001-2006 2006-2011 2011-2016 2016-2021

Truck/MAV 1.5 1.4 1.2 1.1 Car 1.7 1.6 1.5 1.4 (Note: * since no elasticity values were available for years after 2021,0.1% reduction in elasticity for every five year has been adopted for future years).

2.3.3 Estimation of Growth Rates for Commercial Vehicles The growth trend for economic indicators listed above for the period between 1993-94 and 2004-2005 were used for arriving weighted growth rates for commercial vehicles. These weighted growth rates were multiplied with the elasticity values to obtain the final growth rates. The factors and corresponding weightages adopted for the analysis are given in Table 2.12. Table 2.12 Growth in Economic Indicators & Weightages Adopted

Weightage (%)* Indicators Compound Growth Rate (%)

For Trucks For MAVs NSDP 4.57 40 35

Primary Sector 3.29 40 35

Manufacturing Sector 0.12 10 15

Construction sector 10.44 10 20

(Note: *- weightages have been assumed based on O-D survey results- materials transported) The growth rate of Trucks and MAVs were obtained separately by applying suitable weightages to the corresponding sector of development (refer Table 2.12). The weighted growth rates obtained for trucks and MAVs for respective sections are given in Table 2.15. The influence of different zones on sectional traffic was made use for arriving at the growth rates.

2.3.4 Growth Rates for Passenger Vehicles For estimating car traffic growth rate, growth in population and percapita income from 1993-94 to 2004-05 of Tamilnadu was considered. Table 2.13 and Table 2.14 provides the growth rate and corresponding weightages adopted.



2 . 22

Table 2.13 Growth Rates and weightages adopted for Social Indicators per annum

Indicators Compound Growth Rate (%)

Per Capita 3.62 Population 0.92 Table 2.14: Weightages Adopted for Social Indicators

Social Sector Weightage (%)* Per Capita Income 75 Population 5 Tourism sector 20 (Note: *- weightages have been assumed based on O-D survey results-trip purpose)

Table 2.15 Weighted Growth Rate for Commercial Vehicles and Car

Section – 1 Section – 2 Vehicle Type Dindigul - Theni Theni - Kumili

Truck 4.20 4.17 MAV 4.67 4.55 Car 4.31 2.96

These weighted growth rates have been multiplied with elasticity values to obtain the final growth rates. The derived final growth rate for the different sections is given in Table 2.16.

Table 2.16 Final Derived Growth Rate for Traffic

Section Truck MAV Car

Dindigul – Theni 5.9 6.5 6.9 Theni – Kumili 5.8 6.4 4.7

2.3.5 Recommended Growth Rates for the Project Road It was observed that the growth rates arrived on the basis of socio economic growth of the project area gave more realistic results. As such, it is adopted for the projection of traffic for the design period. The final recommended growth rates for the two sections are given in Table 2.17 and Table 2.18. Growth rates for different vehicle categories were kept the same for all the sections.

The slow moving vehicles essentially cater to localized demand for transportation of passengers and goods from rural areas to the nearest market towns and urban centers. Motorised vehicles are gradually replacing these. The slow moving traffic is not expected to have high growth rates on NHs. Therefore, we have adopted 2% growth rate for cycles. Agricultural tractors and carts are also not likely to increase much as significant agricultural activities are not present along the road. So a nominal rate of 2 % per annum is assumed for the same.



2 . 23

Table 2.17 Growth Rates Adopted for Traffic Projection for the Design Period for Dindigul – Theni Section

Year Two Wheelers

Auto Car Bus LCV Trucks MAV Tractors Cycle Cart

2006-2011 8.0 4.7 6.9 4.4 5.8 5.9 6.5 2.0 2.0 2.0

2011-2016 7.5 4.4 6.5 4.0 5.0 5.0 5.6 2.0 2.0 2.0

2016-2021 7.0 4.4 6.0 3.7 4.6 4.6 5.1 1.8 1.8 1.8

2021-2026 7.0 3.9 6.0 3.4 4.6 4.6 5.1 1.8 1.8 1.8

2026-2031 6.3 3.9 5.6 3.1 4.2 4.2 4.6 1.6 1.6 1.6

2031-2036 6.3 3.5 5.6 3.1 4.2 4.2 4.6 1.6 1.6 1.6

Table 2.18 Growth Rates Adopted for Traffic Projection for the Design Period for Theni – Kumili Section

Year Two Wheelers


2006-2011 8.0 4.0 4.7 4.4 5.8 5.8 6.4 2.0 2.0 2.0

2011-2016 7.5 3.7 4.4 4.0 5.0 5.0 5.5 2.0 2.0 2.0

2016-2021 7.0 3.7 4.1 3.7 4.6 4.6 5.0 1.8 1.8 1.8

2021-2026 7.0 3.3 4.1 3.4 4.6 4.6 5.0 1.8 1.8 1.8

2026-2031 6.3 3.3 3.8 3.1 4.2 4.2 4.5 1.6 1.6 1.6

2031-2036 6.3 3.0 3.8 3.1 4.2 4.2 4.5 1.6 1.6 1.6

2.3.6 Traffic Projection For traffic projection, expected traffic on the road could be divided into three as:

Normal traffic

Generated traffic

Diverted traffic

Normal Traffic Applying the recommended growth rates the AADT figures are projected and presented for the three sections for the next 30 years .

Generated Traffic Generated traffic is the additional vehicle travel that results from a road improvement.

There would be some amount of induced traffic on the project corridor once the condition of the road is improved thereby reducing the VOC. The road improvement will cause an improved land use pattern resulting in more trip generation. It is premature at this stage to assess such growth. However, with improved road condition and capacity enhancement, it is expected to reduce the Turn-Around-Time of vehicles. At least 10% additional trips will be generated on the 1st year of completion of project due to time saving and reduction in VOC from long distance trips



2 . 24

Diverted Traffic The major movements observed are confined to the places within the project corridor itself such as Dindigul, Bathalagundu, Theni and Kambam. Movement was also observed to other districts like Madurai, Trichy and kerala state. Project corridor was the only major road in the study region and there are no competitive roads. So, no diverted traffic was assumed for the project road.

Capacity analysis The projected traffic is compared with the Design Service Volume (DSV) at Level of Service (LOS) -B (for rural roads, IRC: 64- 1990) to verify whether the facility is able to carry higher traffic in the future or capacity augmentation is required. The observations are given below.

Dindugul –Bathalagundu Section: Two lane with earthern shoulder will be sufficient to cater to the NH-45 (section-I) traffic till 2015, two lane with 1.5 m paved shoulder will be sufficient from 2016-18, four lane with paved shoulder will be sufficient upto 2036.

Bathalagundu – Periyakulam Section: Two lane with earthern shoulder will be sufficient to cater to the NH-45 (section-II) traffic till 2012, two lane with 1.5 m paved shoulder will be sufficient from 2013-15, four lane with paved shoulder will be sufficient upto 2034.

Periyakulam- Theni Section: Two lane with earthern shoulder will be sufficient to cater to the NH-45 (section-III) traffic till 2013, two lane with 1.5 m paved shoulder will be sufficient from 2014-15, four lane with paved shoulder will be sufficient upto 2034.

Theni – Kambam Section: Two lane with earthern shoulder will be sufficient to cater to the NH-220 (section-I) traffic till 2013, two lane with 1.5 m paved shoulder will be sufficient from 2014-16, four lane with paved shoulder will be sufficient upto 2036.

Kambam – Kumili Section: Two lane with earthern shoulder will be sufficient to cater to the NH-220 (section-II) traffic till 2033.

2.4 Recommendations

This section outlines the various improvement proposals recommended to improve the project road to a better traffic facility based on the traffic scenario and taking into account the expected developments in the region. They are:

A) Lane Requirement From traffic projections and capacity consideration the following can be recommended for the sections of the project road,

Dindugul –Bathalagundu Section: Two lane with earthern shoulder will be sufficient to cater to the NH-45Ext. (section-I) traffic till 2015, four lane with paved shoulder will be sufficient upto 2036. Four-lane road (divided carriageway) is recommended for this section

Bathalagundu – Periyakulam Section: Two lane with earthern shoulder will be sufficient to cater to the NH-45Ext. (section-II) traffic till 2012, four lane with paved shoulder will be sufficient upto 2034. After 2034 will require six lane road, but four lane road will manage upto 2036 with LOSC.So, A four-lane road (divided carriageway) is recommended for this section



2 . 25

Periyakulam- Teni Section: Two lane with earthern shoulder will be sufficient to cater to the NH-45Ext. (section-III) traffic till 2013, four lane with paved shoulder will be sufficient upto 2034. A four-lane road (divided carriageway) is recommended for this section

Theni – Kambam Section: Two lane with earthern shoulder will be sufficient to cater to the NH-220 (section-I) traffic till 2013, four lane with paved shoulder will be sufficient upto 2036. A four-lane road (divided carriageway) is recommended for this section

Kambam – Kumili Section: Two lane with earthern shoulder will be sufficient to cater to the NH-220 (section-II) traffic till 2033. A Two lane road with paved shoulder is recommended for this section.

B) Service Roads Roadside development exists only near the built-up areas along the study corridor and may justify a service road. However, bye-passes are proposed for all the built-up areas except the fallowing location, given in table 2.19A &2.19B

Table 2.19A: Locations of Proposed Service Road on Existing Road for NH 45 E


Location Length (Km)

Service Road Details Remarks

1 8+000 8+800 Vakkampatti 0.800 Both side SR NH 45 E

2 23+200 23+900 Sallaipudur 0.700 Both side SR NH 45 E

Table 2.19 B: Locations of Proposed Service Road on Existing Road for NH 220




1 241+600 242+600 Pudupatti 1.000 Both side SR NH 220

2 243+850 244+800 Hnumanthapatti 0.950 Both side SR NH 220

3 257+800 258+600 Seelampatti 0.800 Both side SR NH 220

4 261+800 262+400 Kottur 0.600 Both side SR NH 220

C) Toll Plaza

It is recommended to propose the toll plazas between the following sections. The exact location will be finding in such away that the alignment will be on a straight section without curves and away from any built-up regions.

Toll plaza I – Between Km27/000 – Km30/000

Toll plaza II – Between Km 260/000 km – Km 263/000


3 . 1

0000000000000000000000000

Engineering Surveys & Investigations

3.1 General

The project road stretch is located in the state of Tamilnadu and it starts from NH 7 junction at Dindigul and extends upto Kumili on Western Ghat mountain. The project roads connects Dindigul, one of the important city in Tamil Nadu to Kumili, the border town of Tamilnadu and Kerala. It passes through Dindigul and Theni Districts. It also forming an important link connecting Western districts of Tamilnadu such as Madurai, Trichy, Karur and Coimbatore from Dindigul. NH-45 Ext links to Northern, Eastern and southern districts of Tamilnadu via. NH-45,NH-209, NH-7 and NH49Ext.

In addition to the detailed topographic survey the following engineering surveys and investigations have been carried out, for the detailed design.

• Road Inventory Surveys

• Pavement Condition Surveys by Visual inspection.

• Roughness Surveys using Bump Integrator.

• Benkelman Beam Deflection (BBD) Investigations for the calculation of Pavement Rebound Deflection.

• Subsoil Investigation

Chinnalapatti

Nilakkottai

Andippatti

Uthamapalayam Cumbum

Gudalur

M A D U R A I

Periyakulam THENI

NH 49Ext.

NH 45Ext.

NH 220

SuruliRiver


KUMILI

DINDIGUL

NH 7

NH 45B

NH209

NH7

CHENNAI

KARURCOIMBATORE

TENKASI

TIRUNELVELITUTICORIN

TO BODI

CHAPTER 3

Consultancy Services for Feasibility Study and Detailed Project Report Project Report for Dindigul-Theni (NH 45 Ext.) and Theni-Kumili (NH 220) Section in the state of Tamilnadu under NHDP Phase III (package No. NHDP III/DL5/01)


3 . 2

Detailed investigation to ascertain the availability and quality of construction materials and detailed geotechnical investigation at the locations of bridges and other structures were also carried out as part of the investigation.

3.2 Topographic Survey 3.2.1 Objective The basic objective of the topographic survey is to collect the essential ground features along the existing alignment. This is undertaken employing Topographic survey with Total Station and GPS to develop a Digital Terrain Modal (DTM). The DTM generated was used for design requirements of new carriageway, including possible improvements in highway geometrics, and identifying areas of restriction and their remedies, and relocation of utilities. The data collected has become the base information for the detailed design and for the computation of earthwork and other quantities.

3.2.2 Technical Specifications Topographic survey is carried out using Total Station of five or two seconds accuracy. Total station shall be checked periodically for horizontal and vertical collimation. Auto level of 1-mm accuracy is used for fixing benchmark levels and levels of station point of the Total Station.

Dual Bench mark pillars of size 30 X 30 X 60 cm are established once in every 5 km using Differential GPS (DGPS) having valid calibration certificate.

BM Pillars are established at 250m intervals in the form of precast concrete blocks of size 15 X 15 X 45cm and are embedded to a depth of 30cm in to the ground. .

3.2.3 Methodology The topographical survey consists of the following:

• Level traversing using Auto level

• Fixing of reference pillars using DGPS

• Transfer of co-ordinates from DGPS pillars to other BM pillars, and

• Feature survey.

Level Traversing is conducted using auto level having accuracy of 1mm in 1 km double run. Benchmark pillars are connected to nearest GTS bench mark. Benchmark level is also transferred on major permanent structures at least once in every 250m with sequential numbering.

Dual Bench mark pillars are established once in every 5 km using differential GPS (DGPS). The transfer time shall be such that the accuracy achieved shall be better than 1 in 20000.

The Total station traverse is closed with the nearest DGPS. Traversing is carried out using total station (having an accuracy of two sec.) to fix the co-ordinates on the benchmark pillars. Two rounds of angle measurements are taken on both left and right face in both clockwise and anticlockwise direction. The angle spread between observed round shall not be more than 5 sec. Traverse is closed within an accuracy of 1 in 20000.

All computation complies with the following

• Traverse adjustment by Bowditch method

• Least square adjustment by variation of coordinates



3 . 3

3.2.4 Detail Survey of Topographical Features The following existing features are mapped for a corridor width not less than 60m.

• Electrical Poles, Telephone Poles, Lamp Poles and any other Private/Unauthorized utility Poles with their routing network.

• Water / Sewerage / Oil / Gas Pipe Lines with diameter and material of the pipe.

• All Utility lines, both overhead and underground.

• Manholes – with their actual size and shape (ex. rectangular or square or circular)

• Trees with girth more than or equal to 0.3m - while surveying the trees, care is taken to exactly classify the trees according to its girth.

• Building lines indicating the type of buildings (shops or houses), Right of Way boundary if available at site by presence of boundary stones.

• Sufficient road center points, edge points and shoulder points are taken to define the existing layout of the roadway.

• Approach road details of 100m lengths are recorded on either side of the road. But on important junctions, length of road to be surveyed is subjected to a minimum length of 300m.

• Location of traffic islands, median, channellising islands, rotaries, police chowkis, (top and bottom levels are must for all these) with its locations, and dimensions.

• Location of bus bays / bus stops, lorry - parking areas: taper length, roadway width.

• Special emphasis is laid in identifying all religious places - temples, temple mast, mosque, church; its locations, boundary lines and clear dimensions of compound walls and entrances.

• Locations of roadside drain clearly identifying the type (Built-up / Earthen, Rectangular / Trapezoidal etc., and whether Open / Closed), width of drain (waterway width and wall width in case of built-up drain) including the beginning and end of drain. While surveying the existing drains, care is taken to record the top and bottom points of the drain to get the true contour and shape of the drain. All water features such as ponds, tanks, lakes, streams, canals and wells etc are mapped.

• Roadside cultivation viz., agricultural, residential, commercial, shops, and business established areas etc.

• Identification of all bridges and culverts along the project road includes location (Chainage) and reference number, width of bridge / culvert (width of slab or diameter of pipe, no of pipes/spans), course of water path, skew of bridge / culvert, span arrangement.

• Any other Structure/Utility, (i.e., anything else which is not available in the code list) if found at site are also be recorded as per the instructions of the Engineer in site.

3.2.5 Surveying through New alignment / Realignment • The proposed bypasses are surveyed for a corridor width of 200m. For the new

alignment in plain/ rolling terrain the offset interval for cross section point was taken as 20m and the longitudinal interval between cross sections was kept as 50m. Additional cross section and closer interval levels are taken for undulating terrain.



3 . 4

• At locations of sharp curves and ROB the survey corridors is of 200m and 300m respectively.

• Corridor width may be changed to 100m as per the decision by Project Manager.

• At sections where realignment is envisaged the Corridor width was increased suitably as per the requirement

3.2.6 Cross sections Cross-section is taken at every 25m in longitudinal direction for entire width of carriageway, and at every 50m for the full right of way (ROW) width as follows:

For Existing carriageway at 25m interval

• Top edge and bottom edges of central median if any

• Center of pavement and edges of pavement

• Paved Shoulder / Earthen shoulder / Footpath edges

For the full ROW at 50m interval, in addition to carriageway points

• Intersection of embankment / cut with natural ground

• Spot Levels beyond embankment / cut bottom at maximum 5m interval or as required to depict the ground variation up to the ROW

Cross Sections at Horizontal Curves

At curves, the pavement cross-sections are taken at closer intervals to get the arc to chord tolerance within an acceptable limit (say 0.1 m). In any case, it shall not be more than 10m.

Cross Drains at culverts/bridges & Rivers

The cross sections are taken as per IRC: SP: 13-2004. For small drains across CD works, at least three cross sections are taken, namely one at the selected site, one upstream and one down stream. For major drains and streams across bridges, cross sections are taken as follows:

• At 25m interval for the initial three sections on upstream and down stream sides (at distance of 0m, 25m, & 50m from bridge structure).

• At 50m interval beyond 50m on upstream and down stream side

For major drains/streams(catchments up to 3.0 sq. km), cross sections are taken for a distance of 100m on both upstream and down stream side. For drains across minor bridges(less than 60m width), cross sections are taken for a distance of 300m both in upstream and down stream direction. For streams/river across major bridges(more than 60m width), cross sections are taken for a length of 500m in both upstream and down stream directions.

3.2.7 Survey Record and Report The Survey record consist of the following

• Work program for the investigations duly approved by engineer in-charge at site.

• The topo survey drawings (soft), field book / level book, and all relevant details of the survey.

• Method used for survey and brief note on procedure followed.

• Input parameters, if any.



3 . 5

• Comments / discussion on results, including a note on accuracy achieved; standard deviation.

• Survey network diagram inclusive of control points (traverse points) and BM positions with their number and abbreviations.

• Final coordinate and elevation list

• Field observation if any

Report consists of the following

• A coma separated ASCII file contains Easting, Northing, Level, and Code.

• Three dimension Auto Cad drawings of the survey

• Details of reference pillars, benchmark pillars, and control points with their location landmarks and also as a 3D drawing file.

3.3 Benkelman Beam Deflection 3.3.1 Objective The objective of the Benkelman Beam Deflection (BBD) technique is to assess the structural strength of existing pavement and to determine the requirements of strengthening of flexible pavements. Performance of flexible pavements is closely related to the elastic deflection of pavement under wheel loads. The deformation or elastic deflection under a given load depends upon parameters like subgrade soil type, its moisture content and compaction, the thickness and quality of the pavement layers, drainage conditions, pavement surface temperature etc.

3.3.2 Structural Strength of Pavement The Benkelman Beam Deflection (BBD) method was used to measure the deflection of the existing flexible pavement under a controlled loading, to ascertain the structural strength of the pavement. The structural behavior will be determined by Benkelman Beam rebound deflection measurements. As a first step, the road stretches where BBD test to be carried out were clearly demarcated. The entire project road length was reviewed. The stretches showing severe distress with excessive rutting, potholes and raveling were identified and rejected for the BBD test, as testing in such stretches will not yield any meaningful result. The Consultant resorted to field CBR/ Dynamic Cone Penetration test at greater interval in such stretches.

The Benkelman Beam Deflection Test was carried out according to IRC: 81-1997. Temperature correction factor to a standard temperature of 35oC and moisture correction factor are applied to the deflection results.

The deflection surveys are carried out as

• Mainline testing

• Control section testing

The deflection tests for the mainline testing are carried out at every 500m along the project road sections. The control section testing involves carrying out deflection testing for every 100m long homogeneous road segment along the road sections. The selection of homogeneous segment was based on the data derived from the pavement condition surveys. The total length of the homogeneous section selected for the testing was less than



3 . 6

100m per kilometer. However BBD testing was carried out as a minimum of 100m stretch chosen from each kilometer. The deflection measurements for the control section testing were conducted at an interval of not more than 10m.

3.3.3 Methodology for BBD Test The Field Engineer assisted by a Laboratory Technician carried out the deflection test studies. The Pavement Specialist was responsible for overall management of the study. The deflection test study was performed over a period of approximately 10 days. The following tools and materials were arranged for the studies:

• Truck filled with soil/ sandbags to provide an axle-load of 8.17 tonnes and with tyres inflated to 5.6 kg/sq.cm

• BBD equipment

• Tyre pressure gauge

• Measuring tape 30m - 1 No.

• Steel straight edge - 1 No.

• Hammer, chisel, red cloth flag

• Thermometer (1000C with 10C division)

• A mandrel for making a 4.5cm deep hole in the pavement for temperature measurement.

Benkelman Beam Deflection tests or rebound deflection tests were conducted along the project road in accordance with the CGRA procedure given in IRC 81-1997.

Figure 3.1 gives graphical presentation of characteristics deflection values. Table 3.1 shows the summary of the average characteristic deflection values for the project road.

0.000

0.500

1.000

1.500

2.000

2.500

3.000

0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75

Chainage, km

Cha

ract

eris

tic D

efle

ctio

n, m

m

Figure 3.1a: Graphical Representation of Characteristic Deflection values for NH 45 E



3 . 7

0.000

0.500

1.000

1.500

2.000

2.500

3.000

215 220 225 230 235 240 245 250 255 260 265 270 275

Chainage, km

Cha

ract

eris

tic D

efle

ctio

n, m

m

Figure 3.1b: Graphical representation of Deflection values along NH 220 from Kumli to Theni

Table-3.1a: Summary of Characteristic Deflections for the Project Road(NH 45E)

Chainage (Km) Chainage (Km) Sl.No

From To

Average Characteristic Deflection (mm)

Sl.No

From To


1 0+000 1+000 1.5 38 37+000 38+000 1.35 2 1+000 2+000 1.5 39 38+000 39+000 1.3 3 2+000 3+000 1.5 40 39+000 40+000 1.25 4 3+000 4+000 1.9 41 40+000 41+000 1.3 5 4+000 5+000 2.1 42 41+000 42+000 1.2 6 5+000 6+000 1.7 43 42+000 43+000 1 7 6+000 7+000 2.1 44 43+000 44+000 0.9 8 7+000 8+000 2.1 45 44+000 45+000 0.85 9 8+000 9+000 2.2 46 45+000 46+000 1.25 10 9+000 10+000 2 47 46+000 47+000 1.25 11 10+000 11+000 2.1 48 47+000 48+000 1.3 12 11+000 12+000 1.4 49 48+000 49+000 1.35 13 12+000 13+000 1.95 50 49+000 50+000 1.95 14 13+000 14+000 2 51 50+000 51+000 2 15 14+000 15+000 2.1 52 51+000 52+000 1.4 16 15+000 16+000 1.91 53 52+000 53+000 1.05 17 16+000 17+000 1.75 54 53+000 54+000 1.35 18 17+000 18+000 1.95 55 54+000 55+000 1.3 19 18+000 19+000 1.3 56 55+000 56+000 1.3 20 19+000 20+000 1.35 57 56+000 57+000 1.35 21 20+000 21+000 1.85 58 57+000 58+000 1.4 22 21+000 22+000 0.95 59 58+000 59+000 1.85 23 22+000 23+000 1.85 60 59+000 60+000 1.95 24 23+000 24+000 1.9 61 60+000 61+000 1.35 25 24+000 25+000 1.35 62 61+000 62+000 1.3 26 25+000 26+000 1.45 63 62+000 63+000 1.25



3 . 8

Chainage (Km) Chainage (Km) Sl.No

From To


Sl.No

From To


27 26+000 27+000 1.5 64 63+000 64+000 1.3 28 27+000 28+000 1.45 65 64+000 65+000 1.2 29 28+000 29+000 1.45 66 65+000 66+000 1.25 30 29+000 30+000 1.45 67 66+000 67+000 1.9 31 30+000 31+000 2.2 68 67+000 68+000 1.3 32 31+000 32+000 1.4 69 68+000 69+000 1.4 33 32+000 33+000 1.42 70 69+000 70+000 1.45 34 33+000 34+000 1.45 71 70+000 71+000 1.35 35 34+000 35+000 1.35 72 71+000 72+000 1.4 36 35+000 36+000 1.5 73 72+000 73+000 1.45 37 36+000 37+000 1.3

Table-3.1b: Summary of Characteristic Deflections for the Project Road(NH 220)

Sl.No Chainage (km)

Sl.No Chainage (km) From To

Avg Characteristics Deflection mm From To

Avg Characteristics Deflection mm

1 216+000 217+000 1.114 30 245+000 246+000 1.49 2 218+000 218+000 1.598 31 246+000 247+000 1.55 3 219+000 219+000 1.598 32 247+000 248+000 1.95 4 220+000 220+000 1.598 33 248+000 249+000 1.4 5 221+000 221+000 1.711 34 249+000 250+000 1.95 6 222+000 222+000 1.711 35 250+000 251+000 1.35 7 223+000 223+000 1.4 36 251+000 252+000 1.85 8 224+000 224+000 1.3 37 252+000 253+000 1.4 9 225+000 225+000 1.3 38 253+000 254+000 1.4 10 226+000 226+000 1.25 39 254+000 255+000 1.6 11 227+000 227+000 1 40 255+000 256+000 1.85 12 228+000 228+000 1.15 41 256+000 257+000 1.35 13 229+000 229+000 1.2 42 257+000 258+000 2.1 14 230+000 230+000 1.3 43 258+000 259+000 1.45 15 231+000 231+000 1.8 44 259+000 260+000 1.45 16 232+000 232+000 0.9 45 260+000 261+000 0.85 17 233+000 233+000 0.85 46 261+000 262+000 0.8 18 234+000 234+000 0.85 47 262+000 263+000 1.45 19 218+000 235+000 1 48 263+000 264+000 0.9 20 235+000 236+000 1.2 49 264+000 265+000 0.8 21 236+000 237+000 1.15 50 265+000 266+000 0.8 22 237+000 238+000 1.4 51 266+000 267+000 0.8 23 238+000 239+000 1.95 52 267+000 268+000 1.25 24 239+000 240+000 2.1 53 268+000 269+000 1.3 25 240+000 241+000 1.45 54 269+000 270+000 1.25 26 241+000 242+000 1.6 55 270+000 271+000 1.2 27 242+000 243+000 1.55 56 271+000 272+000 1 28 243+000 244+000 1.45 57 272+000 273+000 0.9 29 244+000 245+000 1.5



3 . 9

3.4 Roughness Study by Bump Integrator and Analysis The objective of the roughness survey is to record the roughness of the pavement in International Roughness Index (IRI) (m / km) and to provide the inputs for deriving homogeneous sections. This also provides values for computation of Vehicle Operating Cost (VOC) in the HDM-IV analysis.

3.4.1 Pavement Roughness Measurement

Pavement surface roughness was determined using a Bump Integrator. The calibration of the instrument was as per the World Bank Technical Publication guidelines. Technical details of the instrument used are given together with and certifications regarding calibration of the instrument used are given together with the roughness data.

The Vehicle Mounted Bump Integrator (VMBI) a response- type road unevenness meter, which is mounted on the axle of a vehicle, has been used to measure pavement unevenness. The equipment records the displacement of the vehicle chassis relative to the rear axle per unit distance traveled designated as Bump value, (D) in mm and expressed as Unevenness Index (UI) mm/km and International Roughness Index (IRI), m/km. Since, each vehicle responds differently to unevenness due to its own unique springs and shock absorber and change over time and wear, the equipment was calibrated at CRRI, New Delhi on various test stretches at different speeds to obtain IRI Merlin values.

After Calibration, the standard equipment is driven along the project road from starting point to the end point at a speed in the range of 30-35 kmph along with observation of distance traveled in meter and bumps in cm at every 1km interval.

The equipment internally assesses the Bump value, ‘D’ at designated 1km interval and the ‘D’ value is then converted into UI & IRI using the following equations (for use on all road surface types).

UI = 91.0 + 1.86 D – 0.0001 D2

Where,

UI = Unevenness Index expressed in mm/km

D = the roughness in terms of the Bump value measured in mm.

UI values are then converted into IRI values using the following equation:

IRI = (UI/630) 1.12

Graphical representation of Roughness value for the project road is shown in Figure 3.2. Table 3.2 shows the summary of average IRI values for the project stretch.

.



3 . 10

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75

Chainage, km

IRI v

alue

, m/k

m

Figure 3.2a Graphical representation of IRI values along NH 45EXTN. from Dindigal to Theni

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

215 220 225 230 235 240 245 250 255 260 265 270 275

Chainage, km

IRI v

alue

, m/k

m

Figure 3.2b: Graphical representation of IRI values along NH 220 from Kumli to Theni

Table-3.2a: Summary of Average Roughness & IRI Values for the Project Road (NH 45E)

Chainage Chainage Chainage From To IRI value From To

IRI Value From To IRI value

0+000 1+000 4.47 25+000 26+000 4.89 50+000 51+000 4.68 1+000 2+000 4.68 26+000 27+000 4.68 51+000 52+000 5.32 2+000 3+000 5.53 27+000 28+000 5.10 52+000 53+000 4.89 3+000 4+000 5.53 28+000 29+000 6.17 53+000 54+000 4.47 4+000 5+000 5.53 29+000 30+000 6.17 54+000 55+000 4.47 5+000 6+000 5.74 30+000 31+000 5.74 55+000 56+000 5.32 6+000 7+000 6.17 31+000 32+000 4.89 56+000 57+000 5.32



3 . 11

Chainage Chainage Chainage From To IRI value From To

IRI Value From To IRI value

7+000 8+000 6.82 32+000 33+000 5.74 57+000 58+000 4.68 8+000 9+000 6.17 33+000 34+000 5.32 58+000 59+000 4.89 9+000 10+000 6.39 34+000 35+000 5.96 59+000 60+000 5.53 10+000 11+000 5.10 35+000 36+000 5.53 60+000 61+000 4.89 11+000 12+000 5.10 36+000 37+000 5.74 61+000 62+000 4.47 12+000 13+000 5.74 37+000 38+000 7.48 62+000 63+000 4.47 13+000 14+000 4.89 38+000 39+000 5.74 63+000 64+000 5.32 14+000 15+000 6.17 39+000 40+000 5.96 64+000 65+000 4.89 15+000 16+000 5.32 40+000 41+000 4.89 65+000 66+000 4.47 16+000 17+000 5.10 41+000 42+000 4.89 66+000 67+000 5.10 17+000 18+000 5.10 42+000 43+000 4.47 67+000 68+000 4.68 18+000 19+000 5.10 43+000 44+000 6.82 68+000 69+000 5.32 19+000 20+000 5.53 44+000 45+000 4.68 69+000 70+000 5.32 20+000 21+000 5.96 45+000 46+000 6.17 70+000 71+000 4.89 21+000 22+000 4.68 46+000 47+000 6.82 71+000 72+000 4.89 22+000 23+000 6.61 47+000 48+000 6.61 72+000 73+000 5.53 23+000 24+000 5.74 48+000 49+000 4.26 24+000 25+000 4.89 49+000 50+000 4.26

Table-3.2b: Summary of Average Roughness & IRI Values for the Project Road (NH 220)

Chainage (km) Chainage (km) Chainage (km) From To

IRI value From To

IRI value From To

IRI value

216+000 217+000 5.96 235+000 236+000 4.89 254+000 255+000 5.74 218+000 218+000 4.89 236+000 237+000 5.32 255+000 256+000 5.10 219+000 219+000 4.89 237+000 238+000 5.74 256+000 257+000 4.47 220+000 220+000 5.32 238+000 239+000 5.74 257+000 258+000 5.53 221+000 221+000 5.32 239+000 240+000 5.53 258+000 259+000 5.32 222+000 222+000 5.32 240+000 241+000 5.32 259+000 260+000 5.10 223+000 223+000 5.32 241+000 242+000 4.89 260+000 261+000 4.26 224+000 224+000 5.10 242+000 243+000 4.89 261+000 262+000 4.26 225+000 225+000 5.10 243+000 244+000 4.68 262+000 263+000 4.47 226+000 226+000 4.89 244+000 245+000 4.89 263+000 264+000 4.47 227+000 227+000 4.68 245+000 246+000 4.68 264+000 265+000 4.68 228+000 228+000 4.68 246+000 247+000 5.10 265+000 266+000 4.68 229+000 229+000 4.89 247+000 248+000 5.74 266+000 267+000 4.47 230+000 230+000 6.39 248+000 249+000 6.17 267+000 268+000 4.47 231+000 231+000 5.32 249+000 250+000 6.17 268+000 269+000 4.68 232+000 232+000 4.68 250+000 251+000 5.32 269+000 270+000 5.10 233+000 233+000 4.89 251+000 252+000 5.74 270+000 271+000 5.32 234+000 234+000 4.89 252+000 253+000 5.32 271+000 272+000 4.89 218+000 235+000 4.89

253+000 254+000 5.53

272+000 273+000 4.89



3 . 12

3.5 Pavement Investigations The condition of the pavement was assessed as per IRC: 81 – 1997 by driving slowly along the entire road for a close inspection. The pavement surface distresses are identified by locating the stretches of raveling, bleeding, rutting, potholes and cracking. The assessment survey determines the pavement condition, shoulder condition (if required) and embankment conditions, which provide all data to meet the input requirements of HDM-IV.

The summary of pavement surface condition and average riding quality is given in Table 3.3.

Table 3.3a Pavement Surface Condition along NH 45Extn. from Dindigal to Theni

Chainage (km) Chainage (km) Sl.No

From To

Length km

Pavement Condition

Sl.No

From To

Length km

Pavement Condition

1 0+000 3+000 3.0 Fair 9 30+000 33+000 3.0 Fair/Poor

2 3+000 9+000 6.0 Poor 10 33+000 36+000 3.0 Poor

3 9+000 15+000 6.0 Fair/Poor 11 36+000 43+000 7.0 Fair/Poor

4 15+000 21+000 6.0 Poor 12 43+000 52+000 9.0 Poor

5 21+000 23+000 2.0 Fair/Poor 13 52+000 56+000 4.0 Fair/Good

6 23+000 25+000 2.0 Poor 14 56+000 61+000 5.0 Poor

7 25+000 28+000 3.0 Fair 15 61+000 71+000 10.0 Fair

8 28+000 30+000 2.0 Poor 16 71+000 74+000 3.0 Poor

Table 3.3b Pavement Surface Condition along along NH 220 from Kumli to Theni

Chainage (km) Chainage (km) Sl.No

From To Length km

Pavement Condition Sl.No

From To Length km

Pavement Condition

1 215+000 223+000 8.0 Fair/Good 7 241+000 246+000 5.0 Fair/Good

2 223+000 226+000 3.0 Fair/Poor 8 246+000 250+000 4.0 Poor

3 226+000 229+000 3.0 Good 9 250+000 254+000 4.0 Fair/Good

4 229+000 232+000 3.0 Fair/Poor 10 254+000 259+000 5.0 Poor

5 232+000 237+000 5.0 Good/Fair 11 259+000 269+000 10.0 Good

6 237+000 241+000 4.0 Poor

12 269+000 273+000 4.0 Fair/Poor

3.6 Sub Soil Investigations 3.6.1 Objective The objective of the investigations is to provide basis for design of various types of pavements viz. pavement option study for the project road, keeping in view the composition and characteristics of the existing pavement/subgrade. The scope of work thus includes:

• Collection of information regarding the existing pavement crust composition and characteristics.

• Existing Subgrade type and sub-soil conditions



3 . 13

3.6.2 Methodology for Sub-grade soil and Pavement Crust Investigations Test pits of approx. 1.5 m x 1.5 m size staggered along the edge of the existing pavement on both sides are excavated up to sub grade level (up to 1.5m depth) at regular intervals of 5.0 km along the road alignment. These test pits are excavated on shoulders extending about 20 cm into the pavement.

Bulk sample of about 30kg was collected from all the test pits at natural ground level to analyze the characteristics of the existing sub grade material. Field Density tests were conducted for all the test pits and also the natural moisture content were determined at each test pits.

The following laboratory tests were conducted for all the samples collected from the test pit.

• Grain Size Analysis (As per IS: 2720 –Part 4).

• Atterberg limits test (As per IS: 2720-Part 5).

• Standard proctor tests (As per IS: 2720 - Part 8).

• Soaked CBR tests (4-days soaked).

The existing crust thickness and type of the pavement component layers are measured and recorded on exposed faces of the pavement.

3.6.3 Field Investigation Result for Crust Details of Existing Pavement The variations in the thickness of the pavement crust of the project road stretch are shown in Table-3.4. The pavement crust details are shown in Plate 3.1.

Plate 3.1a: Test Pit at Km 15+800 (NH 45-Ext.) Plate 3.1b: Test Pit at Km 41+600 (NH 45-Ext.)



3 . 14

Table 3.4a Existing Pavement Crust Details along NH 45Extn. From Dindigul to Theni

Table 3.4b: Existing Crust Composition along NH 220 from Kumli to Theni

3.6.4 Laboratory Test Results of Soil Samples The soil samples of the subgrade collected from the test pits are tested in the laboratory and the test results for Grain size classification, Atterberg limits, MDD, corresponding OMC and CBR values etc. tabulated in Table 3.5.

The variations in the field dry density and lab. Dry density of the sub grade soil is shown in Figure 3.3. The Field DCP-CBR test result and soaked CBR values are shown in Figure 3.4. Table 3.5a Laboratory Test Results for Subgrade Area Soil

Grain Size Analysis

In-situ Test Result Lab Test Result

Sl No

Chainage, Km

G (%)

S (%)

SC (%)

NNMMCC ((%%))

FDD g m/cc LL (%) PI (%) OMC

(%) MDD g m/cc

CBR (%)

1 4+400 2 50 48 8.8 1.80 28.2 12.2 10.8 1.92 6

Chainage, Km Pavement Crust Composition, mm Sl No From To Sub Base Base Course Bituminous Surface Total Thickness

1 2+750 38+000 100 150 100 350 2 38+000 40+000 120 150 110 380 3 40+000 44+000 90 150 100 340 4 44+000 51+000 100 150 110 360 5 51+000 57+000 100 150 100 350 6 57+000 59+000 150 150 100 400 7 59+000 61+000 100 150 100 350 8 61+000 62+000 50 150 100 300 9 62+000 65+000 100 150 100 350 10 65+000 67+000 75 150 100 325 11 67+000 69+000 90 150 75 315 12 69+000 71+000 100 150 105 355 13 71+000 73+000 100 150 135 385

Chainage, Km Pavement Crust Composition, mm Sl No From To Sub Base Base Course Bituminous Surface Total Thickness

1 215+500 220+300 100 225 25 400 2 220+300 225+300 100 150 75 375 3 225+300 228+300 100 150 25 325 4 228+300 231+300 100 150 75 375 5 231+300 236+900 100 150 25 325 6 236+900 248+900 150 150 75 375 7 248+900 253+900 200 150 100 400 8 253+900 264+900 100 150 75 375 9 264+900 269+900 100 225 25 400 10 269+900 273+900 100 150 75 375



3 . 15

Grain Size Analysis

In-situ Test Result Lab Test Result

Sl No

Chainage, Km

G (%)

S (%)

SC (%)

NNMMCC ((%%))

FDD g m/cc LL (%) PI (%) OMC

(%) MDD g m/cc

CBR (%)

2 9+200 4 50 46 11.4 1.78 26.8 14.0 9.8 1.94 10

3 15+800 3 52 45 13.1 1.89 25.8 10.9 8.1 2.14 15

4 20+400 3 54 43 13.4 1.92 24.2 10.2 10.2 2.00 10

5 24+200 2 48 50 16.0 1.72 32.4 16.2 11.2 1.88 8

6 29+800 11 37 52 12.3 1.96 38.6 18.3 12.0 2.02 3

7 36+200 3 48 49 14.2 1.70 30.4 14.6 10.4 1.86 10

8 41+600 5 50 45 12.0 1.98 26.0 11.0 8.5 2.10 12

9 45+400 2 46 52 8.2 1.66 28.2 12.2 12.0 1.80 6

10 52+200 4 55 41 12.6 1.80 26.8 10.0 10.0 1.98 12

11 58+600 10 50 40 10.8 1.80 32.4 14.2 10.2 1.94 8

12 67+200 15 42 43 8.43 1.83

34.94 9.8 8.2 1.93 5

G = Gravel Content, S = Sand Content, SC = Silt & Clay Content, NMC = Natural Moisture Content, FDD = Field Dry Density, LL = Liquid Limit, PI = Plasticity Index, OMC = Optimum Moisture Content, MDD = Maximum Dry Density.

Table 3.5b: Laboratory Test Results of Sub grade Soil along NH 220 From Kumuli to Theni

Grain Size Analysis In-situ Test Result Lab. Test Result

Sl.

No Chainage (Km)

G (%) S (%)

SC (%)

NMC (%)

FDD gm/cc LL (%) PI (%) OMC

(%) MDD gm/cc

CBR (%)

1 223+600 0 54 46 14.1 1.91 31.3 19.0 9.5 2.02 16

2 229+200 8 48 44 16.2 1.80 28.2 16.2 10.2 1.92 15

3 233+000 10 52 38 13.4 1.78 24.6 14.4 14.2 1.90 18

4 239+200 10 50 40 10.8 1.80 28.2 18.0 12.0 1.88 14

5 244+400 6 50 44 11.6 1.79 30.2 16.8 9.8 1.94 12

6 251+800 8 52 40 16.4 2.02 30.1 12.0 8.2 2.3 18

7 256+200 4 48 48 12.8 1.88 32.6 16.2 10.6 1.98 8

8 260+200 4 50 46 13.2 1.72 34.8 18.8 12.4 1.86 4

9 267+400 6 50 44 14.6 1.78 28.2 14.8 14.0 1.90 8

10 272+600 6 50 44 15.2 1.92 30.0 15.2 13.2 2.00 10



3 . 16

MDD (Modified Proctor Dry Density)

(FDD) Field Dry Density

1.5

1.7

1.9

2.1

2.3

2.5

0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75

Chainage, km

Dry

Den

sity

, gm

/cc

Figure 3.3a: Dry Density along NH 45 Extn. From Dindigul to Theni

MDD (Modified Proctor Dry Density)

Field Dry Density

1.5

1.7

1.9

2.1

2.3

2.5

215 220 225 230 235 240 245 250 255 260 265 270 275

Chainage, km

Dry

Dens

ity, g

m/c

c

Figure 3.3b: Dry Density along NH 220 From Kumuli to Theni



3 . 17

0

5

10

15

20

0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75

Chainage, km

CB

R v

alue

, %

Figure 3.4a: CBR values along NH 45 Extn. From Dindigul to Theni

0

5

10

15

20

215 220 225 230 235 240 245 250 255 260 265 270 275

Chainage, km

CBR

val

ue, %

Figure 3.4b: CBR values along NH 220 From Kumuli to Theni

3.7 Material Investigations from Borrow Areas The objective of material investigations is to identify the source of natural materials like soil, sand, stone, etc. near and along the alignment of the project road as required for the construction of the embankment and sub grade under the pavement and as also the source of aggregates/stones and sand for the construction of road pavement, embankment, bridges, culverts and other structures.



3 . 18

3.7.1 Methodology for identification of Borrow Areas and Quarries Field Investigations of Borrow Areas and Quarries

The materials samples have been collected from the identified borrow areas along the project road as well as from quarries located on or near to project road. The tests were carried out on the material samples to obtain its characteristics and also to assess their suitability and availability for the construction of 4/6-laning and strengthening of the existing road pavement, bridges and drainage structures.

For this purpose, test pits of 1.0 m x 1.0 m size were excavated over borrow areas along the roadside and samples of soils (approx. 50 kg) were collected from each test pit and transported to soil laboratory for subsequent testing. Similarly, samples of aggregates/stones are also collected from the approved quarries. Samples of sand various along the alignment of project road containing coarse, medium, and fine sand in sufficient quantities were also collected for laboratory testing.

Laboratory Investigations of Soil and Aggregates

The following tests were carried out on various materials samples, as described below

A. Tests on Borrow Area soils

Gradation test IS:2720 (Part-4)

Atterberg limits IS:2720 (Part-5)

Modified Proctor tests IS:2720 (Part-8)

Soil classification IS:1498

Soaked CBR tests (4 days soaked) at MDD & OMC IS:2720 (Part-16)

B. Tests on Coarse Aggregates from Quarries

Specific gravity test IS:2720 (Part-3)

Water absorption test IS:2386 (Part-3)

Aggregate Impact Value Test IS:2386 (Part-4)

Flakiness & Elongation Indices IS:2386 (Part-1)

C. Tests on Fine Aggregates (sand) from Quarries

Specific gravity test

Silt content

Gradation

Fineness modulus

3.7.2 Test Result of Borrow Area Soil for Embankment & Subgrade Earth/soil for construction of embankment fill and subgrade is available in sufficient quantities from the land adjacent to the road and certain prominent potential extraction areas along the project road. The soil is mainly available from

• Agricultural land, where the owners are planning to lower the levels of the land for making it irrigable.

• the land adjacent to the road and certain prominent extraction areas like hillock



3 . 19

The representative soil samples collected from above borrow areas have been tested for Gradation, Atterberg limits, Modified Proctor Density and soaked CBR tests. All these results are tabulated in Table 3.6. The area along the project road was surveyed for the selection of borrow areas. The survey revealed that adequate materials are available in the borrow areas along the project road.

Table 3.6: Laboratory Test Results for Borrow Area Soil Samples

Atterberg’s Limit & Proctor Density Test Result

Liquid Limit

Plastic Limit

OMC MDD Soaked CBR Sl No

Location of Borrow Area

% %

Plasticity Index

% g/cc %

1 Bathalagundu 24 16 8 11.0 2.05 13

2 Devathanapatti 27 18 9 9.80 1.98 10

3 Bodi 32 24 8 12.5 1.88 8

4 Kambam 29 18 11 13.0 1.86 6

OMC – Optimum Moisture Content; MDD – Maximum Dry Density From the above test result of borrow areas, it is found that the all borrow area is suitable for Subgrade construction.

3.7.3 Test Results of Quarries for Road/Stone Aggregates

All possible nearby quarry surrounding the project road was visited. Based on inspection of the project road, it is observed that major source of aggregate will be from the stone quarries located along the project road. Stone quarries identified from hard stone aggregates for bituminous surfacing, base layer and bridge/culvert construction. Local quarries available along the project road are presented in Table 3.7a.

Table 3.7a : List of Aggregate Source

Sl.No Name of the Quarry Aggregate Source Project Road meeting Chainage

Lead, in km from Project Road

1. Kosavan Odai Km 2/4 of Kodaikanal Road Km 40+800 2.4

2. Murugamalai Km 48/0 of Dindigul – Kumuli Road Km 48+000 0.2

3. East Coolikaranparai Km 51/8 of Dindigul – Kumuli Road Km 51+800 0.2

4. West Coolikaranparai Km 54/0 of Dindigul – Kumuli Road Km 54+000 0.2

5. Nallimalai Km 57/8 of Madurai – Cochin Road (NH 49 Extn)

Km 73+400 20.0

6. Nakkalakaradu Km 60/0 of Madurai – Cochin Road (NH 49 Extn)

Km 73+400 18.4

7. Theni– Karuthamalai Km 68/8 of Madurai – Cochin Road NH 49 Extn)

Km 73+400 8.6

8. Bodi- Karattupatty Km 29/2 of Palayam – Bodi Road Km 273+600

14.4

9. Easaparai Km 31/2 of Vaigai Dam –Varusanadu Road

Km 273+600

41.2



3 . 20

Sl.No Name of the Quarry Aggregate Source Project Road meeting Chainage

Lead, in km from Project Road

10. Sankalikaradu Km 9/6 of Palayam – Surulipatty Road

Km 248+400

11.6

The representative samples of aggregates collected from the above quarries have been tested for aggregate Impact Value, Flakiness and Elongation Indices and Water Absorption properties as tabulated in Table 3.7b.

Table 3.7b: Laboratory Test Results For Coarse aggregate

Sl. No.

Name of the Quarry

Aggregate Impact Value %

Abrasion Value %

Combined Elongation & Flakiness %

Stripping Value %

Water Absorption %

1 Kosavan Odai 17.5 17.2 10 96 0.90

2 East Coolikaranparai

18.8 17.6 9 96 1.01

3 Nakkalakaradu 19.5 18.4 11 96 1.2

4 Easaparai 18.2 17.3 8 96 1.10

5 Bodi - Karattupatty

17.8 16.8 9 95 0.90

6 Sankalikaradu 15.6 14.9 14 95 0.80

3.7.4 Test Results of Quarries for Fine Aggregates (sand)

Consultant inspected the sources of sand quarries and they noticed river sand is available as quarrying of sand at various locations, in large quantity and conforming to grading Zone. Details of the approved sand quarries are presented in Table 3.8a.

Table 3.8a: Details of Sand Quarries

Sl.No District.

Location of the Quarry

Project Road meeting Chainage (km)

Lead (km) from Project Road

1 Dindigul Annaipatti 36+400 0.4

2 Theni Km 12/100 of Vaigai Dam– Varusanadu Road (Km 68/0 of NH 49Extn) - Vaigai River

73+400 16.2

The representative samples of fine aggregate collected from the above have been tested for Grain size analysis, Specific Gravity, Silt Content and Fineness modulus properties as tabulated in Table 3.8b and 3.8c.



3 . 21

Table 3.8b: Details of Grain Size Analysis Results Sieve Size in mm (%age of Passing) Sl.No Name of the Quarry 10 4.75 2.36 1.18 0.60 0.30 0.15

1 Annaipatti Quarry 100 95.01 89.23 78.61 48.35 18.23 4.52

2 Vaigai River 100 96.6 92.40 71.65 49.50 11.42 1.79

Table 3.8c: Laboratory Test Results of Sand

Sl.No Name of the Quarry Specific Gravity Silt Content (%) Fineness Modulus

1 Annaipatti Quarry 2.65 1.8 2.40

2 Vaigai River 2.62 1.75 2.45

3.7.5 Water Good quality water is available from the Periyar and Surli, the two rivers along the project stretch

3.7.6 Cement, Bitumen and Steel Cement, bitumen, Steel is the manufactured materials. Cement and steel with IS certification are indigenously available in abundance from the manufactures. Bitumen of 80/100, 60/70, 30/40 penetration grades, Crumb Rubber Modified Bitumen – 55 grade and Polymer Modified Bitumen SBS 70 grade are available from IOCL and CPCL, Chennai.

3.7.7 Summary The summary of test results along with the recommendations is presented below. However the features of the foundation of existing bridges have been adopted for guidance in deciding the foundations of the proposed structures.

• The project road exists over mature and consolidated sediments comprising Gravelly sandy soil, gravel, Silty Sand and sand set in a matrix of course to fine sand, silt and clay.

• The existing crust thickness on the project road comprises of single- two layers of wearing course of total thickness about 100 mm above150mm WBM for NH-45 & 25-100 mm above 150-225 mm WBM for NH 220 over gravelly red soil to sandy soil.

• The sub-grade CBR value under the existing project road varies between 3 to 18%.

• Material investigation of Sub grade/Embankment soils of borrow areas indicates that soil necessary for the construction of embankment fill and sub grade is available in abundance. Laboratory test results indicate that the soils from various borrow areas are suitable for embankment and sub grade construction. Also, the soil excavated from the adjoining road may have to be utilized in shoulder and embankment construction as the soil is suitable.

• Approved quarry for sourcing of stone aggregates exists at various places along the project road. The test results performed on aggregate sample indicate that the



3 . 22

aggregate samples are suitable for sub-base, base layers and wearing course and suitable for CD structures.

• Bitumen of penetration grades 80/100, 60/70, 30/40 penetration grades, Crumb Rubber Modified Bitumen – 55 grade and Polymer Modified Bitumen SBS 70 grade is available at Indian Oil Corporation Limited, Chennai (IOCL and CPCL). 60/70-grade bitumen is proposed to be used for pavement surfacing layers to withstand critical environmental and traffic conditions.

• River sand is available at various locations, in large quantity and conforming to grading Zone II. The river sand is suitable for use in road and bridge / culvert construction.

• Cement, bitumen, and Steel are other major materials required for the project. Cement and steel with IS certification are locally available in abundance in Dindigul, Theni, Perriyakulam & Cumbum.

Source & lead chart of the materials such as borrow earth; sand and aggregate is shown in, Figure 3.5, Quarry chart

Consultancy Services for Feasibility Study and Detailed Project Report Detailed Project Report for Dindigul-Theni (NH 45 Ext.) and Theni-Kumili (NH 220) Section Vol. I: Main Report in the state of Tamilnadu under NHDP Phase III (package No. NHDP III/DL5/01)


3 . 23

M

D IN D IG U L

TH

EN

I

N H 4 5

(2.4

Km

)

K o sa v a n o d a i

K m 4 0 /8 0 0

M

(0.2

Km

)

M u ru g a m a la iM

E a s t c o o lik a ra nM

K m 4 8 /0 0 0K m 5 1 /8 0 0K m 5 4 /0 0 0

W e s t c o o lik a ra n

K m 5 7 /6 0 0

P e riya k u la m

Km

73

/40

0 M

(0.2

Km

)

K m 6 8 /8 0 0

K a ru th a m a la iM

(1.2

Km

)

K m 6 0 /0 0 0

N a kk a la k a ra d u

M (0.6

Km

)

K m 5 7 /8 0 0

N a llim a la i

Ea

sap

ara

i M( 0 .8 K m )

K U M U L IS

an

kalika

rdu

M 0 .8 K m

T O B O D I

(1 .6 K m )

M

(0.2

Km

)

Su ru li Fa lls

FR

OM

MA

DU

RA

I

( 2.6

Km

)

(0.2

Km

)

K m 6 8 /00 0

To

Var

usa

nu

du

K m 6 /4 0 0

Km

31

/20

0

S

Km

12

/10

0

K m 0 /0 0 0

Km

9 /6 00NH

22

0K

m 2

48

/40

0K

m 2

73

/60

0

Km

80

/00

0

Ka

ratt

up

att

i

Km

92

/80

0

K m 7 7 /2 0 0

N H 4 5 E x t

NH

22

0

S

(0.4

Km

)

K m 3 6 /4 0 0

Km

21

5/5

00

N H 4 9 E x t

N H 4 9 E x t

M

S

M e ta l Q u a rry

S a n d Q u a rry

S H

V a ig a i R iv e r

K m 1 3 /0 0 0 A n n a i P a tti

B a tta la G u n d u

K m 3 3 /5 0 0

To

Va

ga

i Da

m

(12

Km

)

S

Figure 3.5: Quarry Chart

Consultancy Services for Feasibility Study and Detailed Project Report Detailed Project Report for Dindigul-Theni (NH 45 Ext.) and Theni-Kumili (NH 220) Section Vol. I: Main Report State of Kerala under NHDP phase –III (Package No. NN/DL 4/03)


3 . 24

3.8 Road Inventory A detailed road inventory survey was carried out to collect all data to a sufficient level of detail. It was compiled in tabular form, developed using Excel computer software. The data collected include:

• Type of terrain.

• Land use.

• Carriageway width.

• Type of surfacing.

• Width and type of shoulders.

• Road Intersection(s) and their details.

• Height of embankment.

• Land width (RoW).

• Culverts, bridges and other structures (type, size, span arrangement, and location).

• Utility services on either side of the road, and within the ROW.

• General drainage conditions.

• Locations where substantial local traffic exists and interferes with through traffic longitudinally, justifying incorporation of service roads.

• Locations where substantial local traffic crosses the existing road requiring over- or underpasses.

• Location of flood prone sections

3.8.1 Existing Carriageway The existing road of the Project Highway has generally 2-lane configuration except for about 9.1km where it has 4-lane divided carriageway. The locations are Theni (km 71+000 to 73+600), Lower camp (km 222+500 to 223+500), Gudalur (km 229+000 to 231+000), Cumbam (km 238+500 to 239+500), Chinnamanur (km 253+500 to 255+500) and Veeranpatti (km 269+000 to 269+500). Carriageway is bituminous for the entire stretch. The carriageway condition is fair to poor. The shoulders are categorized as earthen and gravel shoulder. The condition of the shoulder also varies from fair to poor. The summary of the Existing carriageway and shoulder details are given in Table 3.9.

Table 3.9 Existing Carriageway Details

Length of C/W for corresponding type of Shoulder Type of carriageway

Earthen Gravel No Shoulder

Total Length (m)

NH 45E Two Lane 9500 61500 - 71000 Four Lane 2600 - - 2600 Total Length 73600 NH 220 Intermediate Lane 4500 - 3500 8000 Two Lane 5000 37000 1000 43000 Four Lane 3500 500 2500 6500 Total Length 57500



3 . 25

3.8.2 Built-up Areas

The project passes through many major towns and villages. The major towns along the project road are listed below: (Plate 3.2 to Plate 3.9).

Dindigul – Theni Section

Bathalagundu (km 34+500)

Devathanapatti (Km 44+600)

Periyakulam(km 57+000)

Theni ( km 69+500)

Kumuli- Theni section

Kumuli (215+500)

Gudalur(Km 229+000)

Kambam (km 235+800)

Uthamapalayam (Km 247+000)

Chinnamanur(253+600)

Veerapandi (Km 269+000)

Plate 3.2: Bathalagundu Built-up Area at Km 33+600 Plate 3.3: Devathanapatti Built-up Area at Km 44+600



3 . 26

Plate 3.4: Periyakulam Built-up Area Plate 3.5: Theni Built-up Area at Km 73+000

Plate 3.6: View of Built up Section at Gudalur Plate 3.7: View of Kambam Built up area

Plate 3.8: View of Uthamapalayam Built up section Plate 3.9: View of Chinnamanur Built up section

3.8.3 Junctions There are 10 major junctions present on the project road. The list of major junctions is given in Table 3.10. Some major junctions are shown in Plate 3.10 to 3.13

Table 3.10: Summary of Existing Major Junctions Sl. No.

Chainage Type of Junction

Classification of Cross Road

Details of Cross Roads

NH 45E 1 2+750 4 Legged NH7 To Karur on RHS, To Madurai on LHS 2 14+400 4 Legged SH37 To Madurai on LHS, To Palani on RHS 3 30+400 4 Legged ODR To Madurai on LHS, To Patti Veeran

patti on RHS 4 33+400 3 Legged MDR To Madurai on LHS 5 40+800 3 Legged MDR To Kodaikanal on RHS 6 46+600 3 Legged ODR To Vagaidam on LHS 7 58+150 3 Legged ODR To Vagaidam on LHS 8 73+400 3 Legged NH49Ext. To Madurai- Theni Bypass on LHS NH 220



3 . 27

9 271+100 3 Legged ODR To Uppukottai - Kuchanoor LHS 10 273+600 3 Legged NH49Ext. To Bodi LHS

Plate 3.10: Junction at km 2+750 Plate 3.11: Junction at km 33+500

Plate 3.12: Junction at km 40+800 Plate 3.13: Junction at 273+600

3.8.4 Bus stops There are total 41 bus shelters /stops identified along the project road. The bus stops are not generally provided with a passenger shelter. Details of the existing bus stops are given below in Table 3.11. Table 3.11 List of Existing Bus stops

Sl.No Existing Chainage (Km) Design Chainage (Km) Side

1 3+530 3+500 RHS 2 5+270 5+230 RHS 3 6+140 6+100 RHS 4 7+080 7+040 LHS 5 7+080 7+040 RHS 6 7+720 7+680 RHS 7 9+590 9+550 LHS

THENI

MADURAI

CHENNAI

DINDIGUL

MADURAI /KODAI THENI

DINDIGUL

DINDIGUL

THENI KODAIKANAL

THENI (NH-49)

KUMILI (NH-220) BODI (NH-49)



3 . 28

Sl.No Existing Chainage (Km) Design Chainage (Km) Side

8 12+430 12+380 RHS 9 13+190 13+140 LHS 10 13+750 13+700 LHS 11 16+030 15+990 LHS 12 17+150 17+090 RHS 13 21+070 20+990 LHS 14 22+280 22+200 LHS 15 23+580 23+500 LHS 16 24+820 24+750 RHS 17 25+250 25+170 RHS 18 27+380 27+300 RHS 19 28+780 28+700 RHS 20 36+000 36+800 LHS 21 37+070 38+100 RHS 22 37+490 38+520 RHS 23 40+850 41+860 LHS 24 43+080 44+100 RHS 25 43+460 44+450 LHS 26 44+010 45+000 RHS 27 49+720 50+830 LHS 28 50+730 51+830 LHS 29 50+810 51+920 RHS 30 54+310 55+450 LHS 31 65+107 65+570 LHS 32 230+100 Bypass LHS 33 238+800 Bypass LHS 34 241+000 Bypass LHS 35 242+000 Bypass LHS 36 247+600 Bypass LHS 37 258+500 256+940 LHS 38 262+000 260+460 LHS 39 267+900 266+374 RHS 40 269+700 268+174 RHS 41 273+500 - RHS

3.8.5 Bridges and Culverts The project road has of 25 minor bridges and no major bridges in the alignment. There are 236 culverts in the project road. These can be categorized as 177 slab culverts, 1 arch slab culvert, 56 pipe culverts and 2 box culverts. Summary of bridges and culverts along the project road is given in Table 3.12 & Table 3.13. Table 3.12: Bridges along the Project Road

Particulars No bridges in the Existing project stretch

Number of Bridges Bypassed/Realigned

Balance No of Bridges Falling in the Project Stretch

NH 45E Major bridges 0 0 0

Minor bridges 11 4 7



3 . 29

Particulars No bridges in the Existing project stretch

Number of Bridges Bypassed/Realigned

Balance No of Bridges Falling in the Project Stretch

NH 220 Major bridges 0 0 0

Minor bridges 14 4 10

Table 3.13: Culvert Details

Sl. No. Total No of culverts in the Existing road

No of Culverts Bypassed/Realigned

Balance No of Culverts Falling in the Project Stretch

NH 45E Box culverts 2 0 2 Pipe culverts 24 11 13 Slab culverts 89 54 35 Arch Slab culverts 1 1 0

NH 220 Pipe culverts 32 14 18 Slab culverts 88 38 50

3.9 Geotechnical Investigation for Bridges The preliminary sub soil investigation has been carried out and subsoil condition is analyzed along with evaluation of field and laboratory data for determination of necessary physical and chemical characteristic of the in-situ soil strata. The sub soil investigation report is enclosed as a separate volume.

3.9.1 Objective The object of Geo-technical Investigation is to evaluate the following:

• To ascertain the sub-soil strata at Cross drainage Structures site

• To study standing Ground Water Level

• To study the physical and engineering properties of soil strata and rock strata (if encountered).

• To evaluate allowable safe bearing capacity and settlements of soils/rock to design foundations for bridge.

• To Recommend type and depth of foundation

• To recommend improvements to the weak soil strata if any

3.9.2 Scope and Methodology of the Work The scope of work entrusted includes making bore holes at the proposed bridge locations and conducting the following Field (in situ) investigations and Laboratory Tests.



3 . 30

Field (In-situ) Investigations 1) Drilling bore holes of 150 mm diameter to a maximum depth of 20 to 25m or minimum

of 3m in rock if rock is encountered earlier.

2) Collecting disturbed and undisturbed soil samples at regular depth intervals

3) Conducting field-testing such as Standard Penetration Tests as per IS 2131-1981 at every 1.5m depth intervals or wherever strata changes in Boreholes to determine N values as well as relative density and stiffness of the soil strata.

4) To study and record the standing Ground Water Table Level.

5) To ascertain the sub-soil strata and ground topography.

Laboratory Testing The scope of Laboratory Testing is as follows:

1) Grain Size Analysis as per IS 2720 part 4 – 1985.

2) Specific Gravity as per IS 2720- part 3

3) Atterberg’s Limits as per IS 2720 part 5 1985.

4) Determination of natural moisture content as per IS 2720 part 2 - 1973.

5) Determination of natural density as per IS 2720

6) Determination of Strength Parameters(c & φ) as per IS 2720 - Part 13

7) Determination of water absorption, Specific Gravity and Unit weight of rock core samples

The details of geotechnical investigation done are given in Table 3.14 and detailed geotechnical report is attached to this volume as separately bound document.

Table 3.14: Details of Geo-Technical Investigations

Sl. No.

CD Number



Type of Structure

BH No.

Termination Depth from GL(m)

Remarks

Bridges

1 23/3 22+825 22+765 RCC Slab

1 7.50 N > 50

2 28/2 27+240 27+180 RCC Slab

1 6.00 N >50

3 29/3 28+850 28+840 RCC Slab

1 7.00 N >50

1 9.00 N > 50 4 30/3 29+900 29+815

RCC Slab 2 7.50 N > 50

5 51/2 49+500 50+630 RCC Slab

1 10.00 N > 50 Hard Rock encountered

6 53/2 51+400 52+500 RCC Slab

1 7.50 N >50

7 55/3 53+700 54+865 RCC Slab

1 7.50 N > 50



3 . 31

Sl. No.

CD Number



Type of Structure

BH No.


Remarks

8 226/1 225+400 225+185 RCC Slab

1 7 N > 33

9 219/1 218+225 218+115 RCC Slab

1 6.5 N > 50 Hard Rock encountered

10 218/1 217+200 217+040 RCC Slab

1 7 N > 50 Hard Rock encountered

11 217/2 216+400 216+325 RCC Slab

1 8 N > 50 Hard Rock encountered

Battalagundu Bypass

12 33/4 1+550 32+680 RCC Slab

1 8.00 N >50

1 7.50 13 36/3 4+280 35+550

RCC Slab 2 7.00

N > 50

PPeerriiyyaakkuullaamm BByyppaassss

1 9.00 N > 50 14 58/3 2+300 57+465

RCC T - beam 2 9.00 N > 50

15 67/2 11+060 66+220 RCC Slab

1 6.00 N >50

Theni Bypass

16 71/2 15+015 70+140 RCC Slab

1 7.00 N >50

17 74/4 18+750 73+870 RCC T - beam

1 9.00 N >50

18 77/1 20+900 76+010 RCC T - beam

1 8.00 N>50

Veerapandi Bypass

1 9.00 N>50

19 81/1 25+000 80+030 RCC T - beam 2 10.50

N > 50 Weathered rock encountered

Gudalur Bypass

20 228/3 0+180 227+750 RCC Slab

1 9 N>50

21 230/3 2+315 229+920 RCC Slab

1 7.5 N>50



3 . 32

Sl. No.

CD Number



Type of Structure

BH No.


Remarks

Uthampalayam bypass

22 247/3 0+100 246+700 RCC Slab

1 10 N>50

1 8 N > 50

Rock encountered

23 249/1 1+600 248+480 RCC T - beam

2 8.2 N > 50

Rock encountered

ROB( Theni Bypass)

1 8.5 24 19+980 75+110

PSC Girder 2 9.5

N > 50 Hard Rock encountered


44 .. 11

Improvement Proposals 4.1 General

The Ministry of Road Transport & Highways, MORT&H, Government of India has decided to take up the development of various National Highway Corridors for augmentation of capacity for safe and efficient movement of traffic by widening to 4/6 lanes. One such set of corridors is 10,000 km of NHDP-III spread over the country. National Highways Authority of India (NHAI) has been entrusted to implement the development projects for these selected stretches/ corridors either through public-private partnership (PPP) basis or its own budgetary sources or loans from ADB, World Bank or any such organisation. The stretch of 131.55 Km on NH 45 Ext,NH 49 Ext & NH 220. i.e. from km 2+750 (at NH7 Junction) to km 73+400 (at Theni) , 77+200( Theni) to 80+000( veerapandi) and NH 220 from Theni (km 273+600) to Kumili (km 215+500) in the state of Tamilnadu is a part of the NHDP-III projects

M/s Wilbur Smith Associates Inc. USA in joint venture (JV) with Wilbur Smith Associates Private Limited have been entrusted by NHAI the task of carrying out the Feasibility Studies and preparation of Detailed Project Report including Environmental and Social Impact Assessment for rehabilitation and upgrading to 4/6 lane divided highway.

4.2 Project Outline

The project essentially consists of conducting Feasibility Studies and Environmental and Social Impact Assessment including preparation of Detailed Project Report for rehabilitation and upgrading of a stretch of 131.55 Km on NH 45 Ext,NH 49 Ext & NH 220. i.e. from km 2+750 (at NH7 Junction) to km 73+400 (at Theni) , 77+200( Theni) to 80+000( veerapandi) and NH 220 from Theni (km 273+600) to Kumili (km 215+500) in the state of Tamilnadu to 2/4 lane divided Carriageway.

4.3 Project Road

The project road stretch is located in the state of Tamilnadu. The stretch starts from NH 7 junction at Dindigul and extends upto Kumili on Western Ghat mountain. The project roads connects Dindigul, one of the important city in Tamil Nadu to Kumili, the border town of Tamilnadu and Kerala. It passes through Dindigul and Theni Districts. It also forming an important link connecting Western districts of Tamilnadu such as Madurai, Trichy, Karur and Coimbatore from Dindigul. NH-45 Ext links to Northern, Eastern and southern districts of Tamilnadu via. NH-45, NH-209, NH-7 and NH49Ext.

The project stretch connects important tourist destination viz. Kodaikanal and Kumili and this tourist destinations generates heavy tourist volume during summer i.e. April to June.

The project road is running North to South between Longitudes E77° 57’ 45” and lies between Latitudes of N10° 21’ 17” for Dindigul and Longitudes E 77° 28’ 36” and Latitudes of N 10° 0’ 37” for Theni.

CHAPTER 4

CCoonnssuullttaannccyy SSeerrvviicceess ffoorr FFeeaassiibbiilliittyy SSttuuddyy && DDeettaaiilleedd PPrroojjeecctt RReeppoorrtt PPrroojjeecctt RReeppoorrtt ffoorr 44--66 llaanniinngg ooff Dindigul- Theni of NH45E & Theni-Kumili of NNHH222200 iinn tthhee ssttaattee ooff TTaammiillnnaadduu UUnnddeerr NNHHDDPP((PPaacckkaaggee NNoo..NNHHDDPP IIIIII//DDLL55//0011))


44 .. 22

The NH 45E starts at Dindigul – Pegambur Junction (Km 0+000) and for a initial 3.0 km project road passes through urban area of Dindgul where RoW is narrowing through road side commercial and residential activity. Religious structure i.e. Temple & Church are observed on Left side of Project road. Arabic College at Km. 1+600 on LHS is also an important structure. The stretch between Km 0/0 to Km 2/750 is under the possession of State Government and it is maintained by State highways Department. In the Government order Letter No.NH-14012/7/2004- P&M dated 31.12.04, it is mentioned that the stretch between Km 2/750 to Km 73/400 is handed over to MoRTH.

The Project Road traverse generally through plain terrain (90%) and the rest of the alignment is passing through rolling/hilly terrain. Rolling Terrain is observed in NH45Extn. for a section between Km. 36+500 to 39+500 & 44+500 to 47+500 and Hilly terrain in NH 220 for a section between km 215+500 to km 222+200.

The land use along the corridor is of mixed nature which comprises of residential, commercial and agricultural. It also passes through many villages and towns. The location of the project stretch is illustrated in Figure 4.1.

Figure 4.1: Location Map of Project Road

Observed features of the alignment along the project stretch are discussed below.

As per the information gathered during the preliminary visit, it is felt that a segmental approach is appropriate considering the traffic, built up area and geometric variations in the road and also based on the Social aspects. Project road is divided into five sections as given below in Table 4.1.

Chinnalapatti

Nilakkottai

Andippatti

Uthamapalayam

Kambam

Gudalur

M A D U R A I

Periyakulam

TEN INH 49Ext.

NH 45Ext.

NH 220

SuruliRiver


KUMILI

DINDIGUL

NH 7

NH 45B

NH209

NH7

CHENNAI

KARURCOIMBATORE

TENKASI

TIRUNELVELITUTICORIN

TO BODI



44 .. 33

Table 4.1: Project Road Sections

Sl. No Section Start km End km Length (km)

1 Dindigul –Bathalagundu 2+750 35+000 32.25

2 Bathalagundu – Periyakulam 35+000 62+000 27.00 62+000 73+400 11.40 3 Periyakulam – End of Theni and Veerapandi

bypass 273+600 268+000 5.60 4 Kumuli – Kambam 215+500 240+000 24.40

5 Kambam - End of Theni-Veerapandi bypass 240+000 268+000 28.00

Total Length of the existing road 128.75

4.4 Terrain and Land Use

The project road starts on NH 45 Ext & NH 220. i.e. from km 2+750 (at NH7 Junction) to km 73+400 (at Theni) and NH 220 from Theni (km 273+600) to Kumili (km 215+500) in the state of Tamilnadu. In general the terrain is plain between Ch 220+323 to Ch 269+725.The section between Ch 215+500 to Ch 222+323.Land use for NH 220 and NH 45 Ext except the ghat section is mainly agricultural except for a few built up locations. Plate 4.1 & 4.2 gives the view of built up location and agricultural area along the project road.

Plate 4.1: Built-up Areas Plate 4.2: Agricultural Areas

The project road passes through nine major towns and many villages. The major towns along the project road are listed below in Table 4.2

Table 4.2: List of Villages/Built up areas Along Project road

Sl No Name of Village Existing Chainage(km)

Design Chainage(km)

1 Bathalangundu 30/765 30+682 2 Devadanapatti 44/800 45+772 3 Periyakulam 54/338 55+460 4 Theni 67/240 67+335 5 Veerapandi 270/510 79+880 6 Kumli 215+500 215+500 7 Gudalur 227/600 227+626 8 Kambam 234/800 235+100 9 Uthamapalyam 244/550 246+308 10 Chinammanur 253/000 254+454



44 .. 44

4.5 Pavement Design

The design for new pavement of both flexible and rigid pavement as well as strengthening (overlay) of existing pavement has been carried as per IRC guidelines for the project stretch. The life cost analysis of flexible pavement and rigid pavement option revealed that flexible pavement option has better economic return than the rigid pavement. Hence the flexible pavement design for 15 years life period is considered and recommended for the entire project road stretch. Table 4.3 gives the pavement composition details.

Table 4.3: Recommended Pavement Compositions

Recommended Pavement Composition in mm For Strengthening & Widening For New Construction Project Road Section

Design Traffic (MSA) Overlay on

Existing Road Widening of

Existing Road New 2/4 Lane Road

For Main Carriageway (NH 45E) (Four Lane) From km 2+750 To km 82+250

45

40 BC + 95 DBM + PCC

40 BC + 115 DBM + 250 WMM + 200 GSB

40 BC + 115 DBM + 250 WMM + 200 GSB

For Main Carriageway (NH 220) (Two Lane) From km 215+500 To km 235+000

30


40 BC +100 DBM + 250 WMM + 200 GSB

40 BC + 100 DBM + 250 WMM + 200 GSB

For Main Carriageway (NH 220) (Four Lane From km 235+000 To km 269+725

35


40 BC + 105 DBM + 250 WMM + 200 GSB

40 BC + 105 DBM + 250 WMM + 200 GSB

Assuming that only about 50% of the total traffic use proposed bypass, the same 4 lane pavement composition is recommended for the proposed 2 lane bypasses. For Service Roads (wherever required) 10.0 --- ---

25 SDBC + 50 DBM + 250 WMM + 200 GSB

Remarks: Overlay thickness on existing road is suitably modified to match with widening thickness to avoid vertical joints in DBM layer. GSB- Granular Sub-base is provided over sub grade soil of CBR > 8%. However 500mm Sub grade of CBR > 8% is recommended wherever the existing sub grade CBR is < 8%. Flexible Pavement Composition is recommended for design life of 15 years. However WMM & GSB layers are designed for 20 years.

4.6 Improvement Proposals

The salient proposals for up gradation and improvement are classified based on the following engineering aspects.

Widening of the project road into 4/6 lane configurations based on traffic capacity.

Improving the horizontal and vertical geometry of the existing road based on the design standards.

Design of new pavement for widening and strengthening of the existing road.

Improvement of all major and minor intersections.



44 .. 55

Rehabilitation and widening of the existing structures including bridges, culverts, ROBs, underpasses, grade separators etc. and design of new ones where ever required.

Provision of comprehensive road furniture for complete road safety.

Based on the above considerations and financial viability of the project, the widening proposal for the project stretch is summarized in the Table 4.4 below

Key plan of the project road showing the salient improvement proposals are depicted in Figure 4.2.

Table 4.4- Widening scheme for the project stretch

Existing chainage Design Chainage From To From To

Design Length (km)

Improvement scheme

2+750 of NH 45 Ext

268+200 of NH 220

2+750 82+250 79.5 Four laning along the design alignment.

215+500 (NH 220)

222+400 (NH 220)

215+500 222+323 6.823 Two laning with paved shoulder with minor geometric improvement on hill section

222+400 (NH 220)

234+800 (NH 220)

222+400 235+100 12.700 Two laning with paved shoulder with geometric improvement along the design alignment

234+800(NH 220)

268+200(NH 220)

235+100 269+725 34.625 Four laning along the design alignment except for cumbum bypass where two laning along the bypass alignment and maintenance of existing road.

4.7 Widening Proposals

Based on traffic considerations, geometric standards and existing site condition it is proposed to have the following configuration:

Four Lanning -

Median: 4.5m

Median Shy away: 0.50m.

Shy away at Divider: 0.25m.

Main Carriageway in each direction: 7.0m (2 x 3.5m Lane).

Service Road at major built ups in both directions: 7m.

Paved Shoulder: 1.5m

Earthen Shoulder: 2.0m

Earthen Drain of suitable dimension

Proposed Right of Way: 60 m



44 .. 66

Two Lanning-

Main Carriageway in each direction: 3.5 m.

Paved Shoulder: 1.5m

Earthen Shoulder: 2.0m, 1.0m ( For Ghat Section)

Proposed Right of Way: 30 m for Ghat Section and 60 m for others

4.7.1 Typical cross Section

The Consultants have proposed a Row of 60 m based on settlement pattern & Land-use, Nature of built-up & Details of socially sensitive structures. Widening options for the project road were arrived at based on,

Lane requirements based on traffic capacity analysis.

Requirement of service roads along built-up areas.

Lengths of project road under various cross sections are summarized in Table 4.5 below Typical cross sections are shown in Figure 4.3 to Figure 4.12.

Table 4.5 – Typical Cross Section Scheme

Sl. No Widening Type/ CS Length in m 1 Four laning by concentric widening at Rural stretches (FL – 1R) 7.9 2 Four laning by widening on Left Side at Rural stretches (FL – 2R) 26.59 4 Four laning by widening on Right Side at Rural stretches (FL – 3R) 16.32 5 Four laning by new construction at Rural stretches (FL – 4R) 50.22

6 Two laning with paved shoulder, with provision for four laning on Left Side at Rural Stretches (TL – 2R) 5.46

7 Two laning with paved shoulder, with provision for four laning on Right Side at Rural Stretches (TL – 3R) 0.25

8 Two laning scheme by construction which will be widened into Four lane in Stage II (TL – 4R) 8.12

9 Four laning with service roads at Built up stretches (FL – 5B) 12.28 10 Two laning by LHS/RHS widening in hilly terrain (TL – 2H) 6.10 11 Two laning by new construction in hilly terrain (TL – 4H) 0.40 Total 133.65



44 .. 77

KEY PLAN



44 .. 88

3%

4500MEDIAN

500SHYAWAY

3%

7000CARRIAGE WAY

2%

EXISTING PAVEMENT



BITUMINOUS CONCRETE


PA

VED

SH

OU

LDER

1500

EAR

THE

NS

HO

ULD

ER

2000


SUBGRADE

GRANULAR SUB BASE



DRAINAGE LAYER

PRCLSELECTED EARTH FILL

3%

500SHYAWAY

3%

7000CARRIAGE WAY

2%

PAV

ED

SH

OU

LDER

1500

EA

RTH

ENS

HO

ULD

ER

2000

SELECTED EARTH FILL

21

3%

21

G.L.

12

12

G.L.

30000 30000

PROPOSED ROW 60000

500

UNLINED DRAIN

12

12

500

UNLINED DRAIN

Figure 4.3 : Typical Four Laning By concentric Widening At Rural Stretches. (Type FL-1R)

4500MEDIAN

3%3%SELECTED EARTH FILL

21

7000CARRIAGE WAY

EA

RTH

ENSH

OU

LDER

2000

2.5%3.5%

PAV

EDS

HO

ULD

ER

1500500 SHYAWAY 7000

CARRIAGE WAY

EAR

THEN

SH

OU

LDE

R

2.5% 3.5%

PA

VED

SH

OU

LDE

R

1500


G.L.

500 SHYAWAY2000

SELECTED EARTH FILL

21

12

12

G.L.

CL

3000030000

PROPOSED ROW 60000


WET MIX MACADAM

SUBGRADE

GRANULAR SUB BASEDRAINAGE LAYER EXISTING PAVEMENT



BITUMINOUS CONCRETE

500

UNLINED DRAIN

12

12

UNLINED DRAIN

500

Figure 4.4: Typical Four Laning By Widening On Left Side At Rural Stretches . (Type FL-2R)



44 .. 99

4500 MEDIAN

3% 3% SELECTED EARTH FILL

21

7000CARRIAGE WAY

EAR

THE

NS

HO

ULD

ER

2000

2.5% 3.5%

PAVE

DS

HO

ULD

ER

1500500 SHYAWAY7000

CARRIAGE WAY

EAR

THEN

SH

OU

LDE

R

2.5%3.5%

PAV

EDS

HO

ULD

ER

1500


2000

SELECTED EARTH FILL

21

G.L.

12

12

30000 30000

CL


WET MIX MACADAM

SUBGRADE

GRANULAR SUB BASEDRAINAGE LAYEREXISTING PAVEMENT



BITUMINOUS CONCRETE

PROPOSED ROW 60000

500 SHYAWAY500

UNLINED DRAIN

G.L.

12

12

500

UNLINED DRAIN

Figure 4.5 Typical four laning by widening on right side at rural stretches (Type FL-3R)

500 SHYAWAY

MEDIAN

SELECTED EARTH FILL

21

7000CARRIAGE WAY

EAR

THEN

SH

OU

LDE

R

2000

2.5% 3.5%

1500

3%3%

500SHYAWAY

SELECTED EARTH FILL

21

7000CARRIAGE WAY

EAR

THEN

SH

OU

LDE

R

2000

2.5%3.5%

1500


WET MIX MACADAM

SUBGRADE


PAVE

DS

HO

ULD

ER

PAV

ED

SHO

ULD

ER PR CL

4500

30000 30000

CL

PROPOSED ROW 60000

12

12

500

G.L.UNLINED DRAIN

12

12

500

G.L.UNLINED DRAIN

Figure 4.6 Typical Four Laning Scheme By New Construction At Rural Stretches (Type FL- 4R)



44 .. 1100

500SHYAWAY

3%

4500 MEDIAN

3%2.5%

EXISTING PAVEMENT



BITUMINOUS CONCRETE


7000CARRIAGE WAY

PA

VED

SH

OU

LDE

R

1500

PR CL

7000SERVICE ROAD

2.5%

250SHYAWAY

2.5%

7000SERVICE ROAD

DIV

IDER

PA

VED

SH

OU

LDE

R

1500

250SHYAWAY

1500

DIV

IDE

R

7000CARRIAGE WAY

250SHYAWAY

250SHYAWAY

2.5%

500SHYAWAY


BITUMINOUS CONCRETE


SUBGRADE

GRANULAR SUB BASE


DRAINAGE LAYER

3000030000

PROPOSED ROW 60000

20001500

2000

FOO

T PA

THC

UM

DR

AIN

FOO

T PA

THC

UM

DR

AIN

2%G.L G.L2%

Figure 4.7: Typical Four Laning Scheme With Service Road At Built Up Stretches (Type FL-5B).

EXISTING PAVEMENT



BITUMINOUS CONCRETE

EXISTING CARRIAGE WAY WIDTH 7.0mPR CL SELECTED EARTH FILL

21

EAR

THE

NSH

OU

LDER

2000

3.5%

1500

PAV

EDSH

OU

LDER

2.5%2.5%SELECTED EARTH FILL

21

EAR

THE

NSH

OU

LDER

2000

3.5%

1500

PAV

EDSH

OU

LDER

G.L.

7000

12

12

G.L.

12

12

FUTURE CL

3000030000

PROPOSED ROW 60000

FOUR LANE

7000 22750


WET MIX MACADAM

SUBGRADE



500

G.L.

UNLINED DRAIN

500

UNLINED DRAIN

Figure 4.8: Typical Two Laning With Paved Shoulder, With Provision For four Laning On Left Side At Rural Stretches. (Type TL-2R)



44 .. 1111

EXISTING PAVEMENT



BITUMINOUS CONCRETE

EXISTING CARRIAGE WAY WIDTH 7.0mPRCLSELECTED EARTH FILL

21

EAR

THE

NS

HO

ULD

ER

2000

3.5%

1500

PAV

ED

SHO

ULD

ER

2.5% 2.5% SELECTED EARTH FILL

21

EAR

THE

NS

HO

ULD

ER

2000

3.5%

1500

PAV

ED

SH

OU

LDE

R

7000

12

12

G.L.

UNLINED DRAIN

12

12

FUTURE CL

3000030000

PROPOSED ROW 60000

FOUR LANE

700022750


WET MIX MACADAM GRANULAR SUB BASE

DRAINAGE LAYER


G.L.

500

500

UNLINED DRAIN

Figure 4.9: Typical Two Laning With Paved Shoulder,With Provision For four Laning On Right Side At Rural Stretches. (Type TL-3R)

2.5%

PA

VED

S

HO

ULD

ER

CARRIAGEWAY

3%

EA

RTH

ERN

S

HO

ULD

ER

60000

3500 1500 20003500 CARRIAGEWAY

PA

VED

S

HO

ULD

ER

EA

RTH

ERN

S

HO

ULD

ER

15002000


WET MIX MACADAMGRANULAR SUB BASE

SUBGRADE

SELECTED EARTH FILL

G.L.G.L.

G.L.

3%

SELECTED EARTH FILL

2.5%

FOUR LANECL

TWO LANECL

7250

Figure 4.10 Typical Two Laning by new construction which will be widened to Four LAne in Stage II (Type TL- 4R)



44 .. 1122

7000CARRIAGEWAY


2.5% 3.5%2.5%

1500

PAV

EDS

HO

ULD

ER

EAR

THER

NS

HO

ULD

ER

6500 TO 7000

EXISITNG CARRAIGE WAY

EDGETRIMMINGEDGE

TRIMMING

EXISTING PAVEMENT


BITUMINOUS CONCRETE

2.0

1.0



SLOPE 1 IN 2EXISTING GROUND

IF FILLING IS <3m

Ext C L

1000

LINED DRAIN

5000

MA

X

5000

MA

X

25005003000



WHENEVER NEEDED

1500

WET MIX MACADAM


BITUMINOUS CONCRETE

GRANULAR SUB BASE

NEW SUBGRADE OR


1000

3.5%

CUT SECTION

1

X

PAV

EDS

HO

ULD

ER

UTI

LITY

DR

AIN

0.75

1.0

3000

MAX


0.751.

0


300


5000

MA

X

5000

MAX

15005002000

250

5%

5000

MAX

15005002000

250

5%

LINED DRAIN


Figure 4.11 Typical Two Laning by LHS/RHS widening in hilly terrain (Type TL- 2H)



44 .. 1133

3.5%

2.0

1.0



EXISTING GROUND IF FILLING IS <3m

7000CARRIAGEWAY


2.5%


(overlay)DENSE BITUMINOUS MACADAMBITUMINOUS CONCRETE

GRANULAR SUB BASE

NEW SUBGRADE OR


2.5%

LINED DRAIN

5000

MA

X

5000

MA

X

25005003000



WHENEVER NEEDED

15001000

3.5%

CUT SECTION

1

X

PAVE

DS

HO

ULD

ER

UTI

LITY

DR

AIN

0.75

1.0


0.75

1.0


300


5000

MA

X

5000

MAX

15005002000

250

5%

5000

MAX

15005002000

250

5%

LINED DRAIN

1500

PAVE

DS

HO

ULD

ER

EAR

THE

RN

SH

OU

LDER

1000

Figure 4.12 Typical Two Laning by new construction in hilly terrain (Type TL- 4H)



44 .. 1144

4.8 Design Speed Along The Project Road

A design speed of 100kmph is maintained throughout the project road stretch.

For Ghat Section a ruling design speed of 50 kmph is provided in horizontal alignment except at four locations where design speed is limited to 20kmph. These locations are listed in the Table 4.6 below.

Table 4.6: Design speed for the project road

Design Chainage SI.NO

Start (km) End (km) Length (km)

Design Speed (kmph)

Type of Terrain

1 220+217 220+305 0.088 20 Hilly (Hair pin Bend) 2 218+646 218+723 0.077 20 Hilly (Hair pin Bend) 3 217+893 217+983 0.09 20 Hilly (Hair pin Bend) 4 217+175 217+247 0.072 20 Hilly (Hair pin Bend) Total 0.327

4.9 Geometric Improvements

Existing project road has a number of deficient stretches with design speed less than 100 kmph in NH 45E and NH 220. Care has been taken to improve the geometric standard of the project road to suite design standards of National Highways with 100 kmph design speed. Geometric Improvements are proposed for a design speed of 100kmph.

4.9.1 Horizontal Geometry A summary of proposed horizontal geometry are summarized in Table 4.7 below. Table 4.7: Summary of Proposed Horizontal Alignment

SI.NO Description No of Curves Length of the curves (m)

NH 45 E 1 <360 m Radius 0 0

2 360m to <450m Radius 17 3415.164

3 450m to <600m Radius 18 2890.263

4 600m to <1000m radius 33 5406.262

5 >1000m radius 79 16724.986


NH 220 (2 Lane – Plain Terrain)

1 <360 m Radius 0 0

2 360m to <450m Radius 4 704.407

3 450m to <600m Radius 6 1100.158

4 600m to <1000m radius 2 299.51 5 >1000m radius 17 4131.653


NH 220 ( 2 Lane- Hilly Terrain)

1 <30 m Radius 16 458.721



44 .. 1155

SI.NO Description No of Curves Length of the curves (m)

2 30m to <100m Radius 46 1264.234

3 100m to <500m Radius 23 868.261

4 >500m radius 3 117.879


NH 220 ( 4lane )

1 <360 m Radius 0 0

2 360m to <450m Radius 3 789.083

3 450m to <600m Radius 10 986.865

4 600m to <1000m radius 10 1151.628

5 >1000m radius 30 6876.441


4.9.2 Vertical Geometry

An endeavor has been made to keep the grade-line smooth with mild gradients consistent with character of terrain. There are kinks in the profile of existing pavement. Rectification of kinks involves the provision of profile corrective course.

Vertical curves are introduced for smooth transition at the grade changes. These include the Summit curves and the Valley curves designed as parabolas. The length of these curves is governed by various factors but mainly the sight distance. Vertical curve is provided at all the grade changes exceeding the limit. A Summary of vertical curve provided are given in Table 4.8 a,b ,c and d,below Table 4.8 (a) Summary of gradient and Curve along the Project Road – NH 45 E

No of Curves Sl.No Gradient (%) Length (m) K Value Valley Summit

1 <0.5 21775 <50 1 0 2 0.5-1.0 27400 50-70 25 0 3 1.0-1.5 11526 70-90 11 34 4 1.5-2.0 1220 90-120 10 14 5 >2.0 963 >120 12 14 Total 62884 59 62

Table 4.8 (b) Summary of the gradient and Curve- NH 220-Ghat Section

No of curves Sl.No Gradient (%) Length (m) K Value Valley Summit

1 <2.0 196 <10 3 6 2 2.0-4.0 828 10-20 7 7 3 4.0-5.0 238 20-30 3 3 4 5.0-6.0 630 30-40 1 2 5 6.0-7.0 2468 >40 0 0 6 >7.0 1185 Total 5545 14 18



44 .. 1166

Table 4.8 (c) Summary of the gradient and Curve- NH 220-2 Lane

No of curves Sl.No Gradient (%) Length (m) K Value

Valley Summit 1 <0.5 2482 <60 12 0 2 0.5-1.0 3582 60-70 2 0 3 1.0-1.5 5057 70-80 2 14 4 1.5-2.0 2167 >80 3 3 5 >2.0 2274 Total 15562 19 17

Table 4.8 (d) Summary of the gradient and Curve- NH 220-4 Lane

No of curves Sl.No Gradient (%) Length (m) K Value Valley Summit

1 <0.5 12868 <60 11 0 2 0.5-1.0 6104 60-80 9 20 3 1.0-1.5 1482 80-100 4 4 4 1.5-2.0 126 100-120 6 1 5 >2.0 32 120-140 3 3 6 >140 11 5 Total 20612 44 34

4.10 Junction Improvements

26 junctions are proposed for improvements in NH 45E and NH 220 in the project stretch. Out these , 16 Junctions are Bypass Start and end. There are 285 access/local village road junction are proposed for improvement as per IRC standards in NH 45E. In NH 220, 95 access/local village road junctions are proposed to improve as per IRC standards The lists of major junctions and grade separator along with the summary of improvements are given in Table 4.9.

Table 4.9: Locations of Proposed improvement intersection




NH 45E

1 14+370 Sempatti - Madurai - Palani Road 4-legged SH 37 Vehicular

Underpass

2 30+320 Iyampalayam - Usilampatti Road 4-legged ODR At-Grade

Intersection

3 41+840 Kodaikanal Road 3-legged MDR At-Grade Intersection

4 47+579 Devadanapatti Bypass - Vaigai Dam Road 4-legged ODR At-Grade

Intersection

5 57+740 Periyakulam Bypass - Vadugapatti - Vaigai Dam Road

4-legged MDR At-Grade Intersection

6 77+000 NH49E-Bodinayakanur 4-legged NH 49E Vehicular Underpass

7 79+375 Uppukottai - Kuchanoor Road 4-legged ODR At-Grade

Intersection



44 .. 1177




8 79+890 Existing NH220 (Near Veerapandi) 4-legged NH 220 At-Grade

Intersection Bypass Junctions

9 31+060 Bathalagundu Bypoass Start 3 legged Bypass AtGrade Junction

10 36+550 Bathalagundu Bypoass End 3 legged Bypass AtGrade Junction

11 46+000 Devadanpatti Bypass Start 3 legged Bypass At Grade Junction

12 48+860 Devadanpatti Bypass End 3 legged Bypass At Grade Junction

13 55+690 Periyakulam Bypass Start 3 legged Bypass At Grade Junction

14 66+325 Periyakulam Bypass End 3 legged Bypass At Grade Junction

15 67+360 Theni Bypass Start 3 legged Bypass At Grade Junction

16 81+970 Veerapandi Bypass Start 3 legged Bypass At Grade Junction

NH 220

1 227+894 Gudallur Bypass Start 3 legged Bypass At Grade Junction

2 231+464 Gudallur Bypass End 3 legged Bypass At Grade Junction

3 235+514 Kambam Bypass Start 3 legged Bypass At Grade Junction

4 242+245 Kambam Bypass End 3 legged Bypass At Grade Junction

5 246+175 Utampalayam Bypass Start 3 legged Bypass At Grade Junction

6 250+525 Utampalayam Bypass End 3 legged Bypass At Grade Junction

7 254+760 Chinammannur Bypass Start 3 legged Bypass At Grade Junction

8 257+630 Chinammannur Bypass End 3 legged Bypass At Grade Junction

9 238+090 Kambam Bypass (Kambam mettu road) 4-legged SH Vehicular

Underpass

10 249+390 Uthamapalayam bypass 4-legged

SH 102 - Palayam - Surulipatti road)

Vehicular Underpass

4.11 Proposed Service Road

Service roads on both sides are envisaged in congested towns / villages locations to segregate the slow moving local traffic from the high speed highway traffic and at Vehicular Underpass locations. This will also cater to the need of the local pedestrians and vehicles to travel without hindering the high-speed highway traffic. In view of social aspects and road



44 .. 1188

safety, service roads are required at all major built up areas. Table 4 10 gives the location identified for the provision of service roads along the project road.

Table 4.10: Locations of Proposed Service Road




1 13+600 15+100 Sempatti 1.50 Both side SR NH 45Ext

2 243+150 246+300 Pudupatti & Anumandanpatti 3.04 Both side SR NH 220

3 259+400 260+200 Seelayampatti 0.80 Both side SR NH 220

Total 5.45

4 35+020 35+640 Bathalagundu 0.62 Both sides of Underpass NH 45Ext

5 76+620 77+240 Theni 0.62 Both sides of Underpass NH 45Ext

6 238+020 238+740 Cambam 0.720 Both sides of Underpass NH 220

7 249+320 249+860 Utampalayam 0.537 Both sides of Underpass NH 220

Total 2.497

4.12 Underpasses and ROB’s

Five underpasses and one ROB is proposed along the project road are tabulated below in Table 4.11 and Table 4.12 and same are also shown in the alignment plan.

Table 4.11: Proposal for New Vehicular Underpasses

Sl. No




NH 45 E

1 14+420 14+370 Champatti bypass 1 x 10.5m x 5.5m Vehicular

Underpass

2 Bypass 35+120 Batalagundu bypass 1 x 10.5m x 5.5m Vehicular

Underpass

3 Bypass 77+000 Theni bypass 1 x 10.5m x 5.5m Vehicular Underpass

4 Bypass 46+620 Devathanapatti bypass 1 x 10.5m x 5.5m Pedestrian

cum cattle Pass

5 Bypass 72+085 Theni bypass 1 x 10.5m x 5.5m Pedestrian cum cattle Pass

NH 220

6 Bypass 249+569 Uthamapalayam bypass 1 x 10m x 5.5m Vehicular

Underpass

7 Bypass 238+264 Cumbum bypass 1 x 10m x 5.5m Vehicular Underpass

8 243+160 244+884 Anumandanpatti-Service road 1 x 10m x 5.5m Pedestrian

cum cattle Pass

9 258+430 259+984 Seelayampatti-service road 1 x 10m x 5.5m Pedestrian

cum cattle Pass



44 .. 1199

ROB – Table 4.12- Proposed ROB Location

Sl. No Existing Chainage (Km)

Design Chainage (Km) Span Foundation

1 Theni bypass 75+090 1 X 30 Open Foundation

4.13 Bypass Proposals

Nine bypass are proposed . These bypass alignment traverse through agriculture land and paddy fields. Proposed new alignment is passing through plain terrain and have a total length of 55.110 km. This alignment will avoid land acquisition in heavy builtup urban area .The Table 4.13 below give the list of proposed bypass –

Table 4.13- Proposed Bypass locations

Si.NO Name Exisiting Chainage (Km) Design Chainage (Km) Length (m)

1 Bathalagundu 30/765 35/985 30+682 36+781 6099 2 Devadanapatti 44/800 48/020 45+772 49+143 3371 3 Periyakulam 54/338 66/400 55+460 66+503 11043 4 Theni 67/240 270/510 67+335 79+880 12545 5 Veerapandi 270/510 268/220 79+880 82+221 2341 6 Gudalur 227/600 231/500 227+626 231+812 4186 7 Cumbum 234/800 240/950 235+100 242+717 7617 8 Uthamapalayam 244/550 249/275 246+308 250+736 4428 9 Chinnamannur 253/000 256/350 254+454 257+934 3480

Total 55110

4.14 Road furnitures

Provision of road furniture in form of signages, markings, lighting, crash barriers etc is one of the most critical features, given the tremendous importance to road safety. Road markings and road signs standards shall be provided as per IRC: 35 -1997 and IRC: 67 -2001 respectively. Street lighting shall be provided in semi urban sections, intersections, toll plaza and rest areas proposed along the project road as per the guidelines given in IS: 1944 (Part I & II) 1970. Summary of signages proposed is given in Table 4.14.

Table 4.14: Proposed Road Furniture along the Project Road

Nos. Provided Typical Signs List of Signs NH 45E

NH 220

MANDATORY/REGULATORY SIGNS Stop sign 11 8

CAUTIONARY/WARNING SIGNS Curve sign 248 246

Gradient sign 62

Median openings 70 30

Side road 165 155

Chevron Signs for curves (for curves <=360m radius)

1227 1694

Keep left 160 140



44 .. 2200

Nos. Provided Typical Signs List of Signs NH 45E

NH 220

Cat’s eyes 5046 3042

INFORMATION SIGN Advanced Direction sign 55 32

Place Identification sign 14 6

Overhead Cantilever Sign Boards 10 8

Cluster of Reflectors 44 28

Overhead Gantry Sign Boards 5 5

Bus Stop 32 18

200 m stone 636 434

KM Stone 128 86

5th Km Stone 34 24

Boundary Stones/Boundary Pillars 2674 1118

4.15 Way side Amenities

Adequate provision of wayside amenities should be provided on the project road to improve the safety for the convenience of road users. The summary of wayside amenities is given in Table 4.15.

Table 4.15 Summary of Wayside Amenities Sl.No. Type of Amenity Locations

1 Toll Plaza Ch 27+900 & Ch 262+150

2 Rest Area Ch 60+950

3 Truck Lay Bye Ch 71+050

4 Bus Bays 16 locations (both sides) on NH 45E & 9 locations (both sides) on NH 220

4.16 Bridges and Culverts

4.16.1 Bridges -

There are 25 bridges along the existing road in which 17 falls within the project stretch and the remaining 8 are bypassed. There are no major bridges along the project stretch. One ROB and 12 New bridges along the bypass are proposed .Table 4.16 give the details of the proposed bridges.

Table 4.16- Proposed Bridge Details

Sl. No.


Proposed Cd. No.



Construction method

NH - 45 Ext. 1 22+825 23/3 22+765 1 x 8 Reconstruction 2 27+240 28/2 27+180 1 x 8 Reconstruction 3 28+850 29/3 28+840 2 x 7.5 Widening 4 29+900 30/3 29+815 5 x 6.8 Widening



44 .. 2211

Sl. No.


Proposed Cd. No.



Construction method

5 49/500 51/2 50+630 1 x 8 Widening 6 51/380 53/2 52+500 2 x 6.2 Widening 7 53/700 55/3 54+865 2 x 8.3 Widening NH - 220 1 227/600 228/2 227+544 1 x 8.6 Retained 2 226/800 227/3 226+814 1 x 8.6 Retained 3 225/400 226/1 225+369 1 x 10 Reconstruction 4 224/970 225/4 224+949 2 x 23.4 Retained 5 220/420 221/4 220+310 1 x 14.6 Retained 6 220/230 221/1 220+105 1 x 14.5 Retained 7 219/300 220/1 219+175 1 x 14.8 Retained 8 218/225 219/1 218+115 1 x 10 Reconstruction 9 217+200 218/1 217+040 1 x 7.4 Retained 10 216/400 217/2 216+325 1 x 8 Reconstruction Bypass 1 33/4 32+745 3 x 8 New Construction 2

Bathlagundu 36/3 35+585 3 x 10 New Construction

3 58/3 57+465 3 x 12 New Construction 4

Periyakulam 67/2 66+220 1 x 10 New Construction

5 71/2 70+145 1 x 8 New Construction 6 74/4 73+885 1 x 14 New Construction 7

Theni 77/1 76+005 1 x 20 New Construction

8 Veerapandi 81/1 80+030 3 x 18 New Construction 9 228/3 227+934 1 x 10 New Construction 10

Gudalur 231/3 230+104 1 x 10 New Construction

11 247/3 246+884 1 x 10 New Construction 12

Uthampalayam 249/1 248+664 3 x 15 New Construction

ROB 1 75+090 1 x 30 New Construction

4.16.2 Culverts

There are 236 culverts (56 pipe culverts, 178 arch/slab/stone culverts and 2 Box culverts) along the existing road which need to be widened/reconstructed by the Concessionaire. Out of this, 45 culverts are widened, 86 reconstructed and 105 Bypassed. Total numbers of culverts newly proposed along bypass stretches are 179 Box culverts and 2 Pipe culvert and total number of new culverts proposed along existing road are 91 Box culverts and 2 pipe culverts. The details of each type of culvert, widening, reconstruction and new construction is given in Table 4.17.

Table 4.17: Culvert Details

Existing Bypass Type of culvert

New construction Reconstruction Widening New

construction Reconstruction Widening

Pipe 2 2 11 0 0 0 Box 91 84 34 156 0 0 Total 93 86 45 156 0 0

Wilbur Smith Associates Inc. USA National Highways Authority of India In Joint Venture With Wilbur Smith Associates Pvt. Ltd. 5. 1

Summary of EIA

5.1. Introduction

Environmental Impact Assessment report presents the environmental assessment of the proposed improvements for Package of Dindigul – Theni – Kumli stretch, and the mitigation measures to minimise or mitigate the impacts identified. Guidelines formulated by Ministry of Environment and Forest (MoEF) were referred for preparing EIA. Apart from this various Indian acts and regulations were reviewed such as, Water (Prevention and Control of Pollution) Act, 1974 (amended in 1978 and 1988), Air (Prevention and Control of Pollution) Act, 1981, Environment (Protection) Act, 1986 and EIA Notification 1994. Following are the major tasks conducted as a part of EIA Study:

• Preliminary reconnaissance survey to identify environmentally sensitive issues relating to the project and base-line conditions;

• Assessment of potential impacts of the project on these base-line conditions; • Formulation of mitigatory measures to offset the identified adverse impacts; • Formulation of Environment Management Plan (EMP) incorporating appropriate

mitigation, and Monitoring Plan for monitoring and management measures; (EMP will assess the issues caused by severance and on other features deemed “sensitive” along the alignment;

• Estimation of cost for EMP and Monitoring Plan.

5.2 Need for the Environmental Impact Assessment (EIA) study

For all the positive aspects of road projects, they may also have significant negative impacts on nearby communities and the natural environment. Some of the major environmental impacts of this project include loss of productive agricultural lands, water bodies, green cover, change in land use, accelerated urbanization etc. Keeping in view of the above impacts, environmental assessment was carried out for the present assignment in order to identify the base-line environmental profile for the project’s area of influence due to the proposed widening of the road and also preparation of Environmental Management Plan in order to mitigate the identified adverse impact on the environmental components during the design, construction and operation of the project road.

5.3 Baseline Environmental Profile of the Project Area

In order to assess the impacts of the proposed improvements to the project road, field visits were undertaken by the consultants to learn the Environmental Profile of the project influence area. This involved field inspections at all the sensitive locations, collection of secondary information for all the environmental components, conduct field monitoring to establish baseline for environmental parameters, and discussions with the officials, NGOs and local public. The baseline environmental status was assessed on the primary data collected during March – April, 2007 by field environmental monitoring and the

CHAPTER 5



secondary data collected from and discussions with various government agencies and institutions.

(i) Ambient Air. The baseline scenario was established based on the micrometeorology and Ambient Air Quality (AAQ) monitoring carried out in the month of March – April, 2007. The ambient temperature during the monitoring season varied between min 16.9°C to max 36.8ºC and relative humidity ranged between min 37.0(%) and max 92.0 (%). Similarly, the predominant wind direction was in Northern side. Along the project alignment six locations were identified for the ambient air quality monitoring, Dindigul and Lower camp (Kumli) represents residential surrounding along the existing highway with heavy vehicle movement, Vathalagundu and Cumbum represents the start of new bypass and surrounded by commercial activity with some traffic and heavy vehicle movement, Periyakulam represents government office along the highway and Theni representing commercial and residential area. SPM in these locations ranged from 135 to 197 μg/m3, RSPM is 35 to 93 μg/m3, NOx ranged from 9.0 to 15.0 μg/m3, SO2 ranged from 10.0 to 21.0 μg/m3. Even though the samples are collected at various places, the observed AAQ values are well within the prescribed limits of CPCB.

(ii) Water Environment. The proposed alignment passes through fairly flat terrain and passes through small ponds which are almost dry throughout the year except during monsoon. There are a few irrigation canals through which the alignment passes. In order to assess the quality of the water sources in the study area, water samples were collected from seven ground water and three surface water sources along the stretch and analysed. The water quality analysis shows the project area has varying pH concentration, which is in the range of 7.39 – 8.26. Low concentration of Dissolved oxygen (3.90 mg/l) is observed in Dindigul, which indicates the presence of organic matters. High turbidity values of 14.70 NTU and 19.90 NTU are observed for the Surface water. The presence of chloride is more in Cumbum (681 mg/l) followed by Chempatti (284 mg/l). High concentration of dissolved solids is found in all the ground water samples. Total hardness is found to be higher than the prescribed desirable limit for all locations. Other chemical parameters are well with the prescribed limits of IS 10500.

(iii) Noise. The ambient noise levels were monitored at eight locations along this stretch. The locations are selected to represent agricultural areas, institutional, residential and commercial areas. The Leq was observed to be in the range of 40.66 – 64.08 dB(A) in daytime and 35.44 – 52.88 dB(A) in nighttime. From the observation, it is evident that the Leq for daytime and nighttime recorded for all the locations are within the limits fixed by the CPCB. Among the Ambient Noise Quality locations, Cumbam records high for daytime noise level (64.08 dB(A)) and Periyakulam records high for nighttime noise level (52.88 dB(A)). The increase in the noise level is due to the continuous traffic and use of air horns by the commercial vehicles.

(iv) Land. The land use pattern along the project road is generally agriculture. The land not available for cultivation, which includes barren and uncultivable land and land put into non-agricultural uses, accounts for 16.3 %. The main sources of irrigation are Tanks and Wells. Bore well irrigation covering 65% of the total irrigated area remains the predominant source of irrigation. The soil in the study area is predominantly of Sandy loam and red loam type. The pH of the soil ranged from 8.49 to 8.88, indicating that the soil is strong alkaline in nature.



(v) Terrestrial Ecology. In most of the places, the proposed road alignment passes through agriculture lands with either intensive cultivation, particularly paddy in Dindigul – theni - Kumili.

5.4 Environmental Impacts, Mitigation Measures

The proposed projects do not encroach into any environmental sensitive features. The major environmental impact is expected due to the cutting of the existing avenue trees. However compensatory plantation is suggested to minimise this impact in the EMP. Based on the results from the field monitoring surveys, the impacts on the surrounding environment during construction and operational stages were identified and compared with the permissible limits of the CPCB. Mitigation measures are suggested to eliminate or minimise the adverse environmental impacts. The EMP also suggests a monitoring plan during construction and operation stage of the project road. The impacts on the surrounding environment during construction and operational stages along with the various mitigation measures suggested for minimising the adverse environmental impacts are summarised in the following table 5.1.


Wilbur Smith Associates Inc. USA 5. 4 National Highways Authority of India In Joint Venture With Wilbur Smith Associates Pvt. Ltd.

Table 5.1 Environmental Impacts and Mitigation Plan Environmental Component

Environmental Impact Mitigation Measures

CONSTRUCTION PHASE 1 Soil Soil Erosion • Removal and clearing of tree line,

herbaceous and shrubby covers from embankment will increase soil erosion

• Excavations of borrow pits will increase soil erosion

• Turfing of road embankment slopes with herbs, shrubs and grasses • In borrow pits, the depth of the pit should be regulated so that the sides of

the excavation will have a slope not steeper than 1 vertical to 4 horizontal from the edge of the final section of bank

• The device for checking soil erosion include the formulation of sediment basins, slope drains etc. Such works and maintenance thereof will be deemed as incidental to the earthwork

• Cutting of trees in phases Loss of topsoil • Loss of productive soil, during the widening

of the RoW along the existing road and formation of roads for the bypasses along agricultural lands.

• Loss of productive soil during the leasing of land to contractors for storing, stock yards and workers camp

• Borrowing pits during project construction

• The top soil will be stripped and stored • The stored topsoil will be spread back to maintain the physico-chemical

and biological activity of the soil • The borrow pit areas could be developed into ponds for fisheries • Land taken for borrow areas should be infertile

Compaction of soil

• The excavations in borrow areas may lead to marginal loosening of soil

• The compaction of soil may not be affected largely

• It should be ensured that the stability of excavation of fills is maintained • Construction vehicles, machinery and equipment shall move, or be

stationed in the designated areas • If operating from temporarily hired land, it will be ensured that the topsoil for

agriculture remains preserved & not destroyed by storage, material handling or any other construction related activities

• The topsoil from all areas of cutting and all areas to be permanently covered shall be stripped to a specified depth of 150 mm and stored in stockpiles of height not exceeding 2 m

• Cut and fill should be equalised as per design • Earth, if required, should be dumped in areas selected & approved by the

engineers Borrowing of earth

• Large quantities of earth is needed for raising the level of road, its expansion and for making embankment

• No earth should be borrowed from within the ROW • If new borrow areas are selected, there should be no loss of productive soil,

and environmental considerations are met with • If vehicles are passing through some villages, the excavation and carrying

of earth will be done during day time only



Environmental Component


• The borrow areas should not be dug continuously, and the size and shape of borrow pits to be decided by the engineer

• Borrow pits should be redeveloped by dumping of spoils; by creating a pond for fisheries, etc. or by leveling an elevated, raised earth mounds

Contamination of soil from fuel and lubricants

• The impact will be negligible since the chemical nature of the soil will not change much

• Negligible impact on the growth of vegetation

• Vehicles and machines are maintained and refilled in such a fashion that old diesel spillage does not contaminate the soil

• Fuel storage and refilling sites should be kept away from cross drainage structures and important water bodies

• All spoils shall be disposed off as desired and the site shall be fully cleaned before handing over

Contamination of soil from construction wastes

• The impact will be marginal on the soil quality

• The growth of vegetation will be partially disturbed

• The construction wastes should be dumped in selected pits, developed on infertile land

• Follow the norms of SPCB • Borrow pits to be filled by such wastes

2 Water Water bodies • Water quality may be deteriorated due to

surface runoff from the construction site, dumping of construction debris etc.

• Community water sources may be affected

• Plantation along these water bodies may be undertaken. No labour camps, stone crushers, hot mix plants and other heavy machinery should be located near water bodies. Debris dumping to be strictly avoided

• Any source of water for the community such as ponds, wells, tube-wells etc. lost incidentally shall be replaced immediately

• All desired measures will be taken to prevent temporary or permanent flooding

Other water sources

• The lost sources of water like wells and tube-wells are going to affect the community adversely

• Loss of source of irrigation

• Any source of water for the community such as ponds, wells, tube-wells etc. lost incidentally shall be replaced immediately

• All desired measures will be taken to prevent temporary or permanent flooding

Drainage and run-off water

• The flow of run off water will not be affected largely, except at certain stretches where the drainage problem already exists

• At cross drainage channels, etc. the earth, stone or any other construction material should be properly disposed of so as not to block the flow of water

• All necessary precautions shall be taken to construct temporary or permanent devices to prevent water pollution (due to increased siltation and turbidity)

Contamination of water from construction waste

• The construction wastes may increase the suspended matter and clay in stagnant water bodies

• There will be very little increase in toxicity • The community dependent on such water

• Construction work close to the streams, canals and other water bodies shall be avoided during monsoon period

• All waste arising from the project is to be disposed of, as per norms of SPCB • Waste products must be collected, stored and taken to approved disposal

sites





using it for purposes other than drinking may be affected

Contamination of water from fuel and lubricants

• The fuel and lubricants may affect water bodies

• The community may be slightly affected

• The slopes of embankment leading to water bodies should b modified and re-channelised so that contaminants may not enter the water body

• To avoid contamination from fuel and lubricants, the vehicles and equipment shall be properly maintained and repaired.

Sanitation and waste disposal in construction camps

• Absence of proper sanitation may lead to many human diseases which are mostly water-borne

• No communicable diseases are going to be spread

• The construction labourers` camp shall be located away from the habitation and from major water bodies

• The sewage system for such camps shall be properly designed and built so that no water pollution takes place to any water-body or water course

• The workplace shall have proper medical approval by local medical health or municipal authorities

Use of water for construction

• The use of water from sources, already in use by local community may cause scarcity of water for community

• Arrangement for supply and storage of water will be made by the contractor in such a way that the water availability and supply to nearby communities remain unaffected. If a new tube-well is to be bored, proper sanction and approval by Underground Water Department is needed

• The wastage of water during the construction should be minimised 3 Air Emission from construction vehicles and machinery

• Effect on human health • Dust settled on leaves may reduce growth

rate of the plants • Crowded market places and construction

sites will have higher degree of emission

• All vehicles, equipment and machinery used for construction shall be regularly maintained to ensure that the pollution emission levels are as per norms of SPCB

• Monitoring of suspended particulate matter to be conducted at least once a month at the sites where crushers are used

• The human settlements should be at least 500 m down windward direction of Hot (asphalt) mix plant

Dust and its treatment

• The impact of dust at construction sites is rather adverse, but localised in nature

• No serious health problem is likely to be caused

• All precautions to reduce the level of dust emissions from the hot mix plants shall be taken

• The hot-mix plants are sited at least 500 m from the nearest habitation and from major water bodies. They should be fitted with dust extraction units

• Water should be sprayed on the earth mixing sites, asphalt mixing site and service roads. During sub grade construction, water spraying is needed to compact the soil properly. After the compaction, water should be sprayed regularly to prevent dust

Vehicles delivering material should be covered 4 Noise Levels Noise from • The activities using heavy machinery and • The plants and equipment used in construction shall strictly conform to





construction vehicles, asphalt plants and equipment

equipment are localised and intermittent • No serious impact on human health like loss

of hearing ability though some sleep disorders may result

CPCB noise standards • Vehicles and equipment used should be fitted with silencers • Noise standards will be strictly enforced to save construction workers from

damage • At construction sites within 150 m of human settlements, noisy construction

should be stopped between 10:00 pm and 8:00 am • Noise to be monitored at construction sites

5 Flora Loss / damage to vegetation

• The loss of trees, shrubs and herbal cover may lead to higher degree of soil erosion

• The loss of shade and other benefits due to loss of trees

• The air quality especially in market places, will decline

• There will be no loss or damage to hydrophytes

• Areas of tree plantation cleared will be replaced according to Compensatory Afforestation Policy under Forest Conservation Act-1980

• Trees clearing within ROW should be avoided • Trees should be removed in phases

Effect of Compaction on vegetation

• The effect of compaction will not be much severe

• There will be loss of diversity in certain areas, where the avenue trees get affected.

• The removal of vegetation is confined to one side only along open stretches and that too within ROW

• The saving of trees at the design phase shall not reduce compaction much • Re-plantation of tree species along new ROW • Plantation of shrubs and under trees in the median

7 Safety and Accidental Risk Accident risk from construction activities

• The type of accidental risks may be due to ill-maintains machines and vehicles, due to poor light conditions at the work place, or due to carelessness and poor management of the work involved

• To ensure safe construction in the temporary accesses during construction, lighting devices and safety signal devices shall be installed. Traffic rules and regulations to be strictly followed

• Safety of workers undertaking various operations during construction should be ensured by providing them helmets, masks, safety goggles etc

• The electrical equipment should be checked regularly to avoid risks to workers

• At every work place, a readily available first aid unit including an adequate supply of dressing materials, a mode of transport (ambulance), nursing staff and an attending doctor to be provided

Lighting device and signals at workplace to be installed Health issues • The prevalence of unhygienic conditions at

work place of construction workers • At every workplace, good and sufficient water supply shall be maintained

to avoid waterborne diseases and securing the health of workers.





• The non-availability of good drinking water • Adequate drainage, sanitation and waste disposal to be provided at workplaces

• Medical care to be provided to workers if falling ill 8 Cultural Properties Damage or loss of cultural properties

• Presence of religious shrines, cemeteries etc. • Realignment of road in these sections • All necessary and adequate care should be taken to minimise the impact

on cultural properties • If valuable or invalu articles such as fabrics, coins, artifacts, structures or

other geographic or archaeological rares discovered, the excavation should be stopped and archaeological department, to be contacted

• In such cases, archaeologists will supervise the excavation to avoid any damage to the relics

Roadside landscape development

• There will be positive impact on bio-aesthetics and beauty

• Landscaping and beautification of ponds, and access roads will improve aesthetics

• Avenue plantation with foliage, shady trees mixed with flowering trees, shrubs and scented plants as per detailed designs

• The treatment at ponds / sites for rests for tourists at specified chainages (locations) be developed

Roadside amenities

• People will be largely benefited by the comfort and use, provided by these amenities

• Restoration and improvement of bus shelters, bus bays and truck stoppage sites as per detailed design

• Road furniture including footpaths, railings, traffic signs, speed zone signs etc. shall be erected as per design

Cultural properties

• The enhancement of cultural properties will bring harmony, goodwill and coherence amongst communities

• Enhancement of all cultural properties and access road shall be completed as per design

1 OPERATIONAL PHASE Contamination from spills due to traffic and accidents

• The chances of accidents are likely to be reduced with improved width and quality of the road. The contamination of soil and water due to spills will be minor

• Cleaning of the spills at the accidental site and the left over spill may be scrapped to a small nearby pit within ROW

Dust generation • Though dust is a common feature of tropical climate, yet the situation will improve by developing new vegetation

• Roadside tree plantation to be restored and maintained • New sites (for example, gram panchayat land etc) near the road to be

identified for afforestation Air pollution • The degree of air pollution is likely to be on a

lower scale with improvement in road surface and with better maintenance

• SPM, RSPM, CO, SO2, NOx to be monitored as per monitoring plan • Roadside tree plantation to be maintained • Atmospheric pollution to be managed and monitored • Public awareness programmes to be launched





Water • Due to improved and elevated road, the water logging during monsoon will not take place

• Improved drainage along roadside will also better the water flow at settlement sites

• Provision for the Rainwater harvesting will improve the groundwater recharging capacity

• The cross drainage system should be periodically cleared • Monitoring of parameters as presented in the monitoring plan • Public awareness programmes to be launched for maintaining clean

drinking water • The rainwater harvesting pit has to be cleaned from debris, which will cover

the percolation holes.

Flora and Fauna (key stone species)

• The loss of trees, shrubs and herbs will not affect the native species and bio-diversity

• The re-plantation scheme, containing native species, should be strictly implemented

• Improvement of density of vegetation by planting such species Accidents involving hazardous materials

• The chances of such accidents will be minimum, yet not unavoidable

• The rules as defined in Environmental (Protection) Act, 1986 should be complied

• For delivery of hazardous substances, three certificates namely permit license, driving license and guarding license issued by transportation department are required

• Vehicles delivering hazardous substances will be printed with unified signs • Public security transportation and the fire fighting departments will

designate a special route for these vehicles • The project hazardous substances will be administrated by highway

management department registration system • In case of spillage, the report to relevant department is made and

instructions followed Safety measures

• The chances of accidents would be reduced in view of improved road conditions

• Traffic management plan to be developed, especially in congested locations

• Traffic control measures including speed limits to be enforced strictly • Further growth of encroachment and squatting on ROW to be discouraged • Widening of the existing carriageway will reduce accidents • Strengthening the pavement • Improving upon the curves in road geometrics • Proposing service lanes in markets and near schools • Providing proper median. • Improving upon road crossings • Putting warning signals and signboards



5.5 Block Cost Estimates for Environmental Protection

Project specific Environmental Management Plan (EMP), stating the various impacts, mitigation measures, is formulated to avoid/minimise anticipated impacts. The responsibility of implementing suggested mitigative measures lies mainly with Contractor and, Project/ Design Consultant. A Monitoring Plan is also proposed to evaluate the efficiency of mitigation measures recommended in the EMP and facilitate management decisions for the project. The cost of implementing mitigation measures works out to Rs. 953.85 Lakhs. The operational cost of the same is estimated at Rs.18.04 lakhs per annum. The break up for the cost is presented in the following table. Table 5.2 Cost Estimates for Environmental Management Plan Item Assumptions Cost in Rs During Construction Phase 1.Provision of Sewage and Sanitation Facilities for the construction camp sites to be established including 3 years of maintenance

Lump Sum 3000000

2.Provision of Water Supply Facilities for the daily chores of the Construction Camp dwellers

Lump Sum 2000000

3.Avenue Plantation in the RoW for the entire corridor

Rs.1200 / plant, including fencing and maintenance for 3 years

62400000

4. Median shrub plantation for the entire corridor

Rs.800 / plant, including fencing and maintenance for 3 years

20800000

5.Air Pollution Monitoring during the construction period

Rs.10,000 per sample for 10 locations and 3 seasons in a year for three construction years

900000

6.Noise Monitoring Rs.3, 000 per 24 hour sampling for 15 locations and three seasons in a year for 3 construction years.

405000

7.Dust Suppression at Site by sprinkling of water

Rs.800 per trip of tanker for 4 trips a day and 14 tankers for 700 working days

4480000

8.Work shops, Training programmes, awareness campaigns etc.

Lumpsum 1400000

9. Provision of Rainwater Harvesting Structures at every 2.5 km (not for the guard section)

Re 30,000 per structure at 44 locations 1320000

Total Cost During Construction Phase 96705000 During Operational Phase 1.Air Pollution Monitoring Rs.10,000 per sample for 6 locations and

3 seasons in a year for two operational years

360000

2.Noise Monitoring Rs.3,000 per 24 hour sampling for 8 locations and three seasons in a year for 2 construction years.

144000

3.Maintenance of Landscaping Rs.10,000/km/Year (from 4th year onwards only)

1300000

Total annual cost during operational phase during first two years 504000 Total annual cost during operational phase from 4th year onwards 1300000

Wilbur Smith Associates Inc. USA National Highways Authority of India In Joint Venture With Wilbur Smith Associates Pvt. Ltd.

6. 1

Summary of Resettlement Action Plan 6.1 Introduction

The project road consists of two National Highways NH-45E and NH-220 of which NH-45E starts at Km. 2/750 (at NH-7 Junction) and ends at Km. 269/350 of NH-220 as per proposed design, while NH-220 starts at number

• Section-I: NH-45E – Km. 2/750 to Km. 82/434, including 5 new Bypass. The total length of the project road is 79.684Km

• Section-II: NH-220 - Km. 215/500 to Km. 269/350. The Total Length of Project road is 53.850 Km, which includes 4 bypasses.

6.2 Project Area Profile

Dindigul District: The District of Dindigul has been carved out as a separate district from Madurai district in the year 1985. The district lies between 10.05o and 10.09o North Longitude and 77.30o and 78.20o East longitude. The district is bound by Erode, Coimbatore, Karur and Trichy districts on the North, by Sivaganga and Tiruchi District on the East, by Madurai district on the South and by Theni and Coimbatore Districts and Kerala State on the West. Spread over an area of 6,263 Sq. km. the district has three Revenue Divisions, seven Taluks, 14 Blocks, three Municipalities, 24 Town Panchayats, and 306 Village panchayats. There are 358 Revenue villages in Dindigul district. Demographic and socio-economic profile of the district is given in Table 6.1.

The district has strong economic base in textile and other industries. The Dindigul town, popularly known as Lock and Tannery city of Tamilnadu, has been associated for a long time with Iron locks, Iron safe of good quality and durability. Additionally, Dindigal is famous for leather tanning. This district is having a flourishing handloom industry at Chinnalapatti, which is located at 11 Km away from Dindigul on the Madurai-Dindigul road. Sarees Produced in Chinnalapatti are famous throughout India that engages more than 1,000 families in this Industry. The district predominantly grows paddy along with onion and groundnut. Dindigal city has flourishing wholesale market for onion and groundnut. The other main crops cultivated are cereals such as cumbam, and pulses such as red gram, green gram and black gram. Other food crops grown in the district are condiments and spices, sugarcane, fruits, and vegetables.

The district is famous tourist destination for popular hill station of Kodaikanal, located an altitude of 2,133m in Western Ghats. Other than Kodaikanal, Dindigul fort, Begambur big mosque and 100 years old St.Joseph church are the important tourist places in Dindigul.

Theni District. Theni District formed after bifurcation from erstwhile Madurai district in the year 1997 is situated at the foot of Western Ghats of Tamilnadu State and lies

CHAPTER 6



6. 2

between 9º30’00” and 10º30’00” of North Latitude and between 77º00’00” and 78º30’00” of East longitude. The district has a geographical area of 3242.3 Sq km. and is bounded by Dindigul district on North, Madurai district on East, Virudhunagar district on South and Kerala state on the West. Theni district comprises five Taluks (Periyakulam, Bodinayakkanur, Theni, Uthamapalayam and Andipatti), 10 Blocks, six municipalities and 22 town Panchayats. Demographic and socio-economic profile of the district is given in Table 6.1

Theni town also known as the “Second Manchester of South India” indicates the abundance of cotton cultivation. In Uthamapalayam taluk “Highways Extension” plays a vital role in the production of tea and allied products. The other products are paddy Jowar, Bajra, Maize Redgram and Cowpea.

Physiographically, the district is divided into three natural divisions: Cumbum valley in Uthamapalayam taluk; level tracts of Theni, Bodi and Andipatti taluk; and level tracts of Periyakulam taluk. Theni district known for its tourist importance which houses Vaigai dam, Kumbakarai falls in Periyakulam taluk, Suruli falls in Uthamapalayam taluk and Kannagi temple (7 Km. from Km. 223/300 of NH-220). Additionally, the district has countless pilgrimage spots like Kelamariamman Temple, Saneeswaran temple, Suruliandavar koil, Sri Mavoothu vellappar koil and Veerappa ayyanar temple.

Table 6.1: Demographic and Socio-economic Profile of the Project Area Demographic Indicators Tamilnadu Dindigul

District Theni District

Project Area

Population 2001 62,405,679 1,923,014 1,169,474 664,553 Urbanization Rate (%) 44.04 35.01 54.10 87.17 Area (Sq. km.) 1,30,267 6,263 3242.3 - Density 479 317 381 - No. of households 14,665,983 465182 272033 159063 Average Household Size 4.26 4.13 4.02 4.17 Sex Ratio - Females per 1000 males 987 986 978 983 Sex Ratio - Females per 1000 males (Below 6 years) 942 930 891 917

SC Population – % of total population) 19.00 19.56 19.36 14.84

ST Population - % total population 1.04 1.72 0.15 0.13 Literacy Rate (percent) 64.94 61.45 63.32 70.59 Female Literacy Rate (percent) 28.39 42.31 42.53 44.82 Work Participation Rate (percent) 44.67 50.61 47.56 39.32

Female Work Participation Rate (WFPR) (percent) 31.54 40.65 37.34 27.98

Source: Census of India, 2001

6.3 R&R Policies and Entitlement Framework

This Resettlement Action Plan (RAP) document describes the principles and approach to be followed in minimizing and mitigating negative social and economic impacts of the project. The RAP has been developed based on applicable act/policies viz. National Highways Act-1956, and National Policy on Resettlement and Rehabilitation-2003 (NPRR) and following are the main R&R Policy Principles:



6. 3

(i) The negative impact on persons affected by the project would be avoided or minimized.

(ii) If individuals or a community must lose all or part of their land, means of livelihood, or social support systems, so that a project might proceed, they will be compensated and assisted through replacement of land, housing, infrastructure, resources, income sources, and services, in cash or kind, so that their economic and social circumstances will be at least restored to the pre-project level.

(iii) All acquisition of land would be under National Highways Act, 1956, which provides for compensation for properties to be acquired. Support would be extended for meeting the replacement value of the property. The persons affected by the project who does not own land or other properties but who have economic interest or lose their livelihoods will be assisted as per the broad principles brought out in this policy.

(iv) Broad entitlement framework for different categories of project-affected people has been assessed and is given in the entitlement matrix. Provisions will be kept in the budget for those who were not present at the time of enumeration. However, anyone moving into the project area after the cut-off date will not be entitled to assistance.

(v) The PAPs will be fully informed and closely consulted. All information related to resettlement preparation and implementation will be disclosed to all concerned, and people’s participation is being ensured in planning and implementation of the project.

(vi) Before taking possession of the acquired lands and properties, compensation and R&R assistance will be made in accordance with this policy.

(vii) Institutions of the PAPs, and, where relevant, of their hosts, will be protected and supported. PAPs will be assisted to integrate economically and socially into host communities so that adverse impacts on the host communities are minimized and social harmony is promoted.

Compensation and assistance: In general terms, the PAPs under the project will be entitled to five types of compensation and assistance: (i) Compensation for loss of land, crops/trees; (ii) Compensation for structures (residential/commercial) and other immovable assets; (iii) Assistance for loss of business/wage income; (iv) Assistance for shifting; and, (V) Assistance for re-building and/or restoration of community resources/facilities. A detailed description of each compensation measures and assistance is provided in the Entitlement Matrix.

Census Surveys: Census of PAPs located within the project impact area will be undertaken as part of implementation to document their status. This will provide a demographic overview of the affected population, profiles of household assets and main sources of livelihood. The survey will identify occupants/users of land/property other than owner/titleholders such as tenants, sharecroppers, leaseholders, encroachers, squatters, wage labourers and employees of business. Owners without title deed but having customary rights over the affected property will also be identified and recorded. This will mainly include schedule tribes/nomadic tribes.



6. 4

Census survey will cover 100% of the PAPs within the project impact area Final technical drawings and topographic details will be used for reference during the Census Surveys and FGDs

Cut-off-Date: The cut-off date for those who have legal title is the date of Notification under Sub-section (1) of Section 3A of NH Act. The date of census during revalidation of RAP would be the cut-off date for those who do not have legal standing for eligibility of assistance under the project. People moving into the project area after this cut-off date will not be entitled for support. Persons, who were not enumerated during the census but can show documentation or evidence that he/she is rightfully an Affected Person, will be included. The Project Authority (NHAI) is responsible for such verification during revalidation of RAP. Only those PAPs within the project affected area will be considered eligible for support under the project.

Common Property Resources: All the affected facilities should be restored, if not possible, will be replaced by the project. Affected community will be closely consulted during the same. In case of reconstruction, pucca structure will be constructed irrespective of condition of affected structure during census survey.

Outstanding loans: In cases where the land/property is under mortgage, the outstanding amount shall be paid to the lending agency from the total compensation package. Landowners shall pay un-expired lease to leaseholders and rental deposits to tenants. The same shall be done by government in case of government lands which are given on lease/tenancy.

The Entitlement Matrix: In the background of the initial social assessment it is clear that affected structures will have to be demolished, people will need to be resettled and the affected livelihoods will need to be rehabilitated. While the detailed survey along with a census of the affected people, to be carried out upon the finalization of the road alignments and completion of the preliminary engineering design, will facilitate the preparation of a resettlement action plan, a framework for resettlement and rehabilitation including compensation is attempted here, keeping in view the National Policy on Resettlement and Rehabilitation and the NHAI’s guidelines thereupon.

The “Competent Authority” as per the provisions of the NH Act, 1956, will calculate compensation for land and structures and the R&R assistance will be provided as per the NHAI guidelines on the NPRR (2004). The basic feature of the NHAI guidelines on the NPRR includes the following:

Compensation for the loss of land and structures as determined by the “Competent Authority;” and Cash assistance to all titleholder PAFs @ Rs. 10,000/-

6.4 Assessment of Resettlement Impacts

6.4.1 RoW Status Verification

The ROW observed in the project road varies from 24m. to 47m except at few locations. ROW pillars are missing at many places. The limited ROW coupled with poor road geometry makes the present riding conditions along this road extremely bad.



6. 5

6.4.2 Proposed Project Design

Considering the huge lose of commercial establishment and job settlement consultant proposed all major built up for bypassing. Due to the environmental sensitiveness widening of the highway limited with 30 meters RoW at Kumuli forest area (From Chainage 215+500 to 222 +200)

6.4.3 Loss of Land

The additional land required for the widening of the existing road to 4/6 lane was estimated based on the land acquisition plan. Accordingly, an additional area of 1364.69 acres would be required which includes both private land and government land. Out of this an area of 823.5 acres would be required for section -1 and 541.19 acres for section-2. Section -1 includes toll plaza, truck Lay bay and rest area while section -2 includes one toll plaza only, out of 541.19 acres of required land in section -2, 39.65 acres comprise in Kumuli forest area, which is not calculated for land acquisition, and further section wise loss of land, given in Table 6.2

As the ownership details of the land is under the process of being collected from the field, the categorization of land into private and government category is not clear currently. Hence, the number of PAFs affected by loss of land is also not clear at this stage. But, it has to be highlighted that, even after the collection of land ownership details, the estimation of no. of PAFs will only be an approximation.

Table 6.2 Land requirement for the proposed highway design

Type of requirements (sq.mts.) (Acres) Section-1

Road 3296861.35 814.67 Toll Plaza 18606.61 4.61

Truck Lay bays 1367.4 0.34 Rest Area 15780.82 3.91

Total 3332616.18 823.5 Section-2

Road 2171447.76 536.57 Toll Plaza 18682.69 4.62

Total 2190130.45 541.19 Grand Total 5522746.63 1364.69

6.4.4 Loss of Structures This category includes loss of structures and semi-open within private or government plots. The census survey conducted for all the structures affected under the project covered major structures like residential, commercial, community ownership and religious buildings as well as minor structures like compound walls bus stops, pump houses, wells, water taps etc. Lose of structures are analyzed in two sections. It reveals that a total of 1127 structures are affected, of these 558 are affected in



6. 6

section -1(NH-45 E) and 569 are in section-2 (NH-220) of the project road, detailed category wise are given below Table 6.3

Table 6.3: Category of buildings affected Number of Properties Sl.No Particulars

Left Right Bypass Total % age

Section-1 1 Private Properties 219 176 32 427 76.52

2 Community

Properties/ Govt Properties

15 20 0 35 6.27


Sub Total 275 241 42 558 100 Section-2


2 Community

Properties/ Govt Properties

22 23 0 45 7.91


Sub Total 281 265 23 569 100 Grand Total 556 506 65 1127

6.4.5 Impact on Livelihood/ Tenure Out of a total of structure affected PAPs 261 are being affected on their livelihood. The main classification of the impact on livelihood is; 1) loosing rent (89 PAF), 2) loosing business space (84 PAF) and 3) loosing business space and income (88 PAF), which comprises owners of commercial structures and Resi- cum - commercial structures. Owners of the residential – cum –commercial structures are loose their livelihood due to the loss of commercial spaces. As the census survey covered only the structure affected PAFs who are the owners of the affected structures, the number of people who are employed in these commercial buildings and looses their livelihood are not covered. Assessment of loss of livelihood or income due to loss of land is not assesses due to non- availability of updated land records and due to the restricted coverage of the census survey to include only the affected structures.

6.5 Public Consultation and Information Dissemination

To ensure that people’s concerns are incorporated in the project design and to promote public understanding about the project and its implications public consultation and information dissemination is treated as a two way process where the information is passed on to public and their feed back is sought to understand their issues at the project preparatory stage itself. The major key stakeholders who participated in consultations at various stages include all Project Affected Families/Persons (PAF/Ps); elected representatives, Community leaders of PAPs, representatives of CBOs; designated staff of Project Management Unit (PIU); DC /



6. 7

officials from DC’s office and local Revenue officials; and representatives of local NGOs.

The consultative process is continued through out the project period – design preparation, project initiation, project implementation and post implementation periods. In the project preparation stage the information gathered from field surveys are incorporated in the design phase of the project and preparation of RAP. At this stage methodologies used for public consultation and information dissemination includes reconnaissance survey; Focus Group Discussions; census of PAFs and public consultations. During the census survey public consultation were held with different stakeholders of the project at various locations, the details of which are given in the Table 6.4.

Table 6.4: Details of Public Consultation Details of consultation Subjects and issues discussed 1) Consultation with tenants & employees Date & Time : 1/05/07, 1 pm, Venue: Sempetti

• Objective of the project was shared with the people

• Demand for Efective and time bound rehabilitation for all irespective of titleholder and non tiltleholder.

• Demanded advance notice for eviction of encrochments

• As the upcoming road will be a high-speed corridor, the local residents demand for a service road for their day-to-day activities

2) Consultation with land owners and building owners.

Date & Time : 12/05/07, 5 pm Venue: Bodi by pass area

• Objective of the project • During the consultation people

demanded on going market rates as compensation for their affected properties.

• People expressed their emotions on ancestral properties, which are falling in proposed alignment.

6.6 Institutional Framework

NHAI has an Environmental and Social Development Unit (ESDU) at the corporate level. ESDU/ NHAI will undertake the revalidation of RAP before the start of RAP implementation and will engage services of Project Consultant (PC) for the same. For the project implementation NHAI will set up Project Implementation Unit (PIU) at Madurai PIU will be headed by Project Director (PD), GM/DGM level officer.



6. 8

Figure 6.1: Institutional Framework: RAP Implementation

R&R Cell will be established as a part of PIU, and two District Resettlement and Rehabilitation Officers (DRROs), one for each project district, will be appointed to R&R Cell. DRROs will assist PD in all land acquisition and resettlement activities under the project. Institutional arrangement for RAP implementation is given in Figure 6.1. NHAI will be the Executing Agency (EA) for project. ESDU of NHAI will oversee all RAP implementation activities, and will engage service of non-governmental organization (NGO) for RAP implementation and an independent agency for external monitoring. DRROs (R&R Cell) at PIU will undertake RAP implementation, with the help of NGO appointed by ESDU. All the RAP activities will be regularly reported to ESDU by PIU. PIU/R&R Cell will establish networking with district administration (District Collectors office, Revenue Department etc.) to ensure timely implementation of RAP. Networking with central/state/town departments will also be established (i) so as to link proposed income restoration packages with government schemes, if any; (ii) for restoration/replacement of community infrastructure such as water supply, sewerage, electricity/telephone network, irrigation canals etc.; and (iii) for restoration/replacement of CPR’s/public amenities such as shrines, schools etc.

NHAI

General Manager- ESDU

Deputy General Manager- Environment

Resettlement Manager

Implementing NGO

RAP IMPLEMENTATION

Independent Monitoring

Agency

Project Consultant

Project Director - PIU

DRRO Dindigul

DRRO Theni



6. 9

Implementation Schedule: Implementation of RAP will include land acquisition, and resettlement and rehabilitation (R&R) activities. The implementation process will cover (i) identification of cut-off date and notification; (ii) verification of properties of PAPs and estimation of their type and level of losses and distribution of identity cards; (iii) preparation of PAPs for relocation through consultation, however, the process of consultation will continue throughout the RAP implementation and (iv) Relocation and resettlement of the PAPs. It is assumed that implementation will take minimum 10 months to hand over land for civil works. Training for income restoration, if proposed, however shall continue for another month, estimating a total period of 11 months for RAP implementation (refer table 6.5). No civil works should begin until all PAPs receive the approved compensation package. Civil works should therefore be linked with the completion of land acquisition.

Table 6.5: Schedule of Land Acquisition and Resettlement Activities Sl. No.

Land Acquisition and Resettlement Activities

Start Date Completion Date

Duration (days)

1 Revalidation of RP 1st of Month 1 30th of Month 2 90

2 RP Approval by NHAI 1st of Month 3 30th of Month 3 30

3 Issue of identity cards 1st of Month 4 30th of Month 4 30

4 Recruitment of Implementing NGO 1st of Month 3 30th of Month 3 30

5 Information sharing, consultations and disclosure meetings

All through the RP implementation period

6 Payment of compensation and assistance for relocation 1st of Month 5 30th of Month 7 60

7 Relocation and resettlement of PAPs 1st of Month 6 15th of Month 8 75

8

Skill Training of vulnerable groups / income restoration activities, if proposed during revalidation

15th of Month 8

30th of Month 11

90 (Optional)

9 Possession of acquired property 1st of Month 9 30th of Month 9 30

10 Internal monitoring All through the RP implementation period

11 External monitoring All through the RP implementation period

12 Handover acquired lands to contractors for construction 1st of Month 10

13 Start of Civil Works 5th of Month 10 onwards

Monitoring and Evaluation: RAP implementation will be closely monitored to provide Project Implementation Unit (PIU) with an effective basis for assessing resettlement progress and identifying potential difficulties and problems. For monitoring and evaluation (M&E), PIU will appoint an independent agency to undertake external monitoring of the entire project. The independent agency will monitor the project on a half-yearly basis and submit its reports directly to the PIU. This monitoring will include, administrative monitoring, socio-economic monitoring and impact evaluation.

Internal monitoring will track indicators such as the number of families affected, resettled, assistance extended, infrastructure facilities provided, financial aspects,



6. 10

such as compensation paid, grant extended etc. R&R Cell at PIU will carry out internal monitoring, who will report to the Project Director on monthly basis in prescribed monitoring formats. These formats, to be filled by District Resettlement and Rehabilitation Officers (DRROs) at R&R Cell, will indicate actual achievements against the targets fixed, and reasons for shortfall, if any. Based on the reports, the PIU will monitor and evaluate every three (3) months the overall progress on each R&R component within the project and determine actions to be taken by the PIU in situations where the set objectives are not being met.

6.7 RAP Budget

The final RAP budget is estimated for both sections separately, section -1 is NH-45E and Section -2 is NH-220, details given in Table 6.9. RAP budget, can be broadly subdivided into following three subsections:

(a) Assistance for Loss of Land

(b) Assistance for Loss of Structures, Assets & Developed Area within Resi/Com. Plots

(c) R&R Implementation

a) Assistance for Loss of Land Assistance for land has been prepared based on the land acquisition plan where the extent of land area that needs to be acquired is calculated for each survey number in each village. Based on the land use of the area to be acquired along the existing road and the bypasses, unit rates of land is applied to get the total assistance for loss of land. The land value includes 30% solatium, 12% Additional increase and 9% Registration and stamp duty. Table.6.6

Table.6.6: Assistance for Loss of Land Sl. No. Components of Cost Unit (Sqm) Section-1

A : Total Affected Land Area (in acres) 3162124.14 Sl No Components of Cost Cost (in INR Crores)

1 Cost of LA 51.55 2 Solatium @ 30% of the LA Cost 15.46 3 Additional increase @ 12 % of the LA cost 6.19 4 Registration rate (8%) and stamp duty (1%) charges 4.64

Total 77.84 Section-2

A : Total Affected Land Area (in acres) 2013614

Sl No Components of Cost Cost (in INR Crores) 1 Cost of LA 32.83 2 Solatium @ 30% of the LA Cost 9.85 3 Additional increase @ 12 % of the LA cost 3.94 4 Registration rate (8%) and stamp duty (1%) charges 2.95

Total 49.57 Grand Total 127.41



6. 11

b) Cost of Structures

The cost of affected property adds upto Rs. 37.70 Crores, of these 13.46 crore for section -1and 24.24 crore for section-2. In both section compensation worked out as per the type construction such as pucca, semi pucca, kutcha and thached (Construction material used for constructing roof, floor and walls of a property is the major criteria to differentiate the likely affected structure into pucca, semi-pucca, kutcha, and thatched). The replacement cost of all government buildings also calculated, as the bus shelters would be modified by the NHAI ,the replacement cost of existing bus shelters are not valued. Table.6.7

Table.6.7 Cost of Structures

Type of Structure Area of Structure(Sqm) Unit cost Total

Amount(Crore) Section-1

Pucca 17712 4061 7.19 Semi Pucca 19858 2996 5.95

Kutcha 3900 700 0.27 Tached 180 400 0.01

Boundary wall 413 800 0.03 Well (Average 5 meter) 3 2000/Meter 0.003

Total 13.46 Section -2

Pucca 43327 4061 17.60 Semi Pucca 21088 2996 6.32

Kutcha 3860 700 0.27 Tached 84 400 0.003

Boundary wall 545 800 0.04 Well (Average 5 meter) 7 2000/Meter 0.01

Total 24.24 Grand Total(Section 1 + Section -2) 37.70

c) R&R Assistance

As per the NPRR (2003) each project-affected family is eligible for R&R assistance of Rs 10000 (the ex-gratia amount), 3306 families are affecting in section-1 and 2390 families in section-2 due to the project. The religious structures, which are falling the alignment are not added for R&R assistance. As the collection of owner ship details are yet to be completed, the no of land affected families are estimation in this stage. The split up R&R assistance to each category is given below Table 6.8.

Table 6.8: R& R Assistance


Unit Rate (Rs.)

Amount in Rs. Crore

Section -1 1 R&R Assistance to Land affected PAF* PAF 2772 10000 2.77





6. 12


Unit Rate (Rs.)

Amount in Rs. Crore



Total 3306 3.21 Section-2






Total 2390 2.3 Grand Total 5696 5.51

*Approximated number Source: Estimates by WSAPL’s Social Team

d) Final RAP Budget Final RAP budget is shown in the Table 6.9

Table.6.9: Final RAP Budget Sl. No. Item Amount (INR Crore)

Section 1 A COMPENSATION: Land 77.84


C R&R Assistance 3.21 Sub total 94.51

Section 2 A COMPENSATION: Land 49.57



Sub total 76.11 Grand Total (Section 1 & Section -2) 170.62


7. 1

Project Cost Estimates 7.1 Project Background

The cost estimates have been prepared for widening of the existing two lane road to four lane carriageway including strengthening of the existing pavement, strengthening / widening of existing bridge structures,construction of new bridges, rehabilitation and reconstruction / widening of cross drainage structures, longitudinal drains, underpasses, junction improvements, road furniture, street lighting, toll plaza, bus bays, rest area ,Social and Environmental cost etc.

The Construction cost of the project road broadly includes:

1 Widening to four lanes/two lane. (concentric widening)

2 Widening to four lanes/2 lane. (eccentric Widening)

3 New consruction for Bypass

7.2 Methodology

The process involved in the cost estimation has been described under the following sections.

7.2.1 Basic Rates The rate analysis has been carried on the basis of STANDARD DATA BOOK for analysis of rate (First revision) and adopting latest Schedule of rate provided by Govt of Tamilnadu(2007-08). The basic rates for each construction items were analyzed on the basis of material study undertaken, the prices of construction materials collected from various sources and on the anticipated distance of source to the site of work. For items where these rates are not available, the rates were adopted as per previous experience of the consultant / Market rates and prevailing percentage over these rates were considered.

7.2.2 Quantification of Items The quantification of road works, Bridges and CD structures items are calculated from typical cross sections and drawings. The construction items covered in cost estimates are: site clearance; earthwork in new embankment, and widening; Pavement in carriageways and shoulders; culverts; Bridges, ROB s and under passes; Repair to bridges and culverts; Repair and Rehabilitation for structures; Road Junctions; Pavement markings, Signs and other Appurtenances; Drainage and Protective works; Service Roads; Toll plaza ,Parking and Lay bye; Environmental Protection and Resettlement; Land Acquisition; Electrical Works, Miscellaneous items, Utility relocations, etc.

7.2.3 Land / Environmental / Social costs The project corridor passes through plain area, rolling, and hilly terrain. Widening of the existing carriageway has been assumed to be on either side of the existing pavement or symmetrical central widening where the existing carriageway comes under the median. Land acquisition cost has been calculated as given in social screening report based on the area calculated from the alignment report. Environmental costs include the cost of cutting of trees (compensatory afforestation), rehabilitation of water source such as hand pumps,

CHAPTER 7



7. 2

wells, bore wells and ponds, cost of water harvesting structures, noise protection measures near sensitive locations, air, water and noise quality monitoring at different stages and the cost of environmental enhancement along the project road.

7.2.4 Strengthening / Widening & New Construction of Roads Estimates have been worked out on the basis of typical cross section of the pavement. Pavement composition for overlay and new construction are taken as per the pavement designs.

7.2.5 Bridges, Culverts & Other Structures All structures including CD works are proposed to be widened/ constructed to suit 4-lane configuration in general. The structures comprise of only minor bridges, ROBs, underpasses and culverts.

7.2.6 Repairs to Bridges & Culverts A study of the existing Bridges and Culverts has been carried out to ascertain the structure to be retained or reconstructed and the cost of the Repairs, Rehabilitation, and upgrading is worked out based on the condition survey by experienced bridge engineers and re - habilitation experts. The cost thus arrived is included in the bill.

7.2.7 Junction Improvements The existing road requires horizontal & vertical geometric improvements and also camber correction and profile correction. In order to link the project road with cross roads, major and minor types of junction improvements have been considered.

7.2.8 Longitudinal Side Drains Longitudinal unlined drains are provided in rural stretch and RCC drains are provided in built up and Hill cutting sections. Necessary provision for the same is made in the cost estimate.

7.2.9 Road Furniture Road furniture such as crash barriers/guard-rails, road signs, pavement markings, mileage stones, retro reflective sign boards, etc. have a provision in the cost estimate.

7.2.10 Toll Plaza There will be Two toll plazas along the project corridor at selected location for collection of traffic. Suitable provision is made in the cost estimate for this purpose.

7.2.11 Bus Bays Bus-bays are proposed at 25 locations on both sides. The shelter structure shall be structurally safe and functional so as to protect the waiting passengers adequately from sun, rain, and wind.

7.2.12 Utility Relocation Broad provision is made in the cost estimate for raising and or shifting electric supply lines, telephone lines, OFC lines and other utilities.

7.2.13 Contractor’s Profit As this project is planning to implement on BOT scheme 10% contractor’s profit is not considered during the rate analyis.

7.3 Project Cost

The estimated cost for 4/2-laning of Dindigul-Theni Kumili section of NH45 EXT and NH220 (4 laning from 2+750 of NH45 EXT to 235+100 of NH220 and 2 laning from 215+500 of NH220 to 235+100 of NH220) is given in Table 7.1.



7. 3

Table 7.1 : Cost Estimate for the Entire project



2 EARTH WORK 1,107,258,657

3 SUB-BASE AND BASE COURSES 1,456,304,610



6 BRIDGES AND UNDER PASSES 463,599,498

7 ROAD OVER BRIDGES (ROB'S) 117,651,530

8 TRAFFIC SIGNAGES, ROAD MARKING AND OTHER APPURTENANCES

73,768,574

9 PROTECTIVE WORKS, DUCTS & OTHER SERVICES 179,096,987



12 TOLL PLAZA 150,184,039


TOTAL CONSTRUCTION COST 6,197,539,774

14 UTILITY SHIFTING 63,000,000

15 SOCIAL COST 1,706,200,000

16 ENVIRONMENTAL COST 96,700,000

Wilbur Smith Associates Inc. USA 8. 1 National Highway Authority of India In JV with Wilbur Smith Associates Private Limited

Economic & Financial Analysis

8.1 Economic Analysis

8.1.1 Introduction The objective of the cost benefit economic analysis is to identify and quantify the benefits and costs associated with the project with respect to 4/6 laning of Dindigul – Theni (NH-45 Ext) and Theni -Kumili (NH-220) from the existing double lane. This analysis will help in identification of the optimum solution along with the economic viability in terms of its likely investment return potential. This is carried out in order to test the economic feasibility of the identified improvement to the project road and assist National Highways Authority of India (NHAI), Government of India in taking decision.

The economic feasibility study is carried out using the overall guidelines stipulated by the Indian Roads Congress (IRC) and the World Bank in their manuals (Economic Evaluation of Highway Projects in India (SP – 30, 1993), Manual for Road Investment Decision Model’ (SP – 38, February 1992) and Manual for HDM - 4 Version 1.3 (World Bank, 2000)). These manuals are accepted by the World Bank, Ministry of Road Transport & Highways (MORT&H) and National Highways Authority of India (NHAI) for highway projects in India.

The cost – benefit analysis is carried out by using the discounted cash flow (DCF) technique to obtain the economic internal rate of return (EIRR) and economic net present value (ENPV) for the proposed investments linked with the project. This is followed by a ‘sensitivity analysis’ carried out by increasing or decreasing the critical factors affecting the cost and benefit streams of the proposed project, in order to ascertain their effect on the economic feasibility indicators i.e. ENPV, EIRR.

In broad terms, the society costs pertaining to the highway development, to be considered in this analysis includes:

Agency costs

• Capital cost

• Recurrent cost for maintenance (annual & periodical)

• Residual value at the end of analysis period

Road user costs

• Vehicle operating cost

8


Wilbur Smith Associates Inc. USA 8. 2 National Highways Authority of India In JV with Wilbur Smith Associates Private Limited

• Travel time cost

• Accident cost

The analysis period of the project has considered 30 years operation period from the completion of the improvements. Base year for the analysis is 2006. Hence the period from 2006 to 2040 has been considered for economic evaluation for the project road.

8.1.2 Alternatives The project road is divided into two packages, and four sections, which further divided into eighteen homogeneous sections (HS), for analysis of the improvement proposals, during the Feasibility Stage. The details of the sections and of the Project Road considered for the analysis are given below in Table 8.1. The improvement proposal along each stretch is detailed in Table 8.2. During the feasibility stage, individual HS and Package wise economic feasibility analysis was carried out along with pavement option analysis. Both the packages were found economically feasible with flexible pavement option as the preferred one.

Table 8.1 Details of Sections on the Project Road

From To Package No.

Section No.

HS No. Place Chainage

(Km) Place Chainage

(Km)

Length (Km)

1.1 1 Dindigul Bypass (NH45E)

2.750 Batlagundu Bypass Start

31.400 28.65

2 Batlagundu Bypass Start

31.400 Batlagundu Bypass Ends

35.800 4.40

3 Batlagundu Bypass End 35.800

Devadanampatti Bypass Start 44.950 9.15

4 Devadanampatti Bypass Start 44.950

Devadanampatti Bypass End 47.840 2.89

5 Devadanampatti Bypass End 47.840

Periyakulam Bypass Start 54.300 6.46

6 Periyakulam Bypass Start 54.300

Periyakulam Bypass End 66.400 12.10

7 Periyakulam Bypass End 66.400

Theni - Veerapandi Bypass Start 67.200 0.80

I

1.2

8 Theni - Veerapandi Bypass Start 67.200

Theni - Veerapandi Bypass End 268.100 15.20

Package - I Total NH 45 E Km 2/750

NH 220 Km 268/100

79.65

9

Theni - Veerapandi Bypass End (NH 220) 268.100

Chinnamanur Bypass Start 256.100 12.00

10 Chinnamanur Bypass Start 256.100

Chinnamanur Bypass End 252.850 3.25

11 Chinnamanur Bypass End 252.850

Uthamapalayam Bypass Start 249.230 3.62

12 Uthamapalayam Bypass Start

249.230 Uthamapalayam Bypass End

245.000 4.23

II II.1

13 Uthamapalayam Bypass End 245.000

Kambam Bypass Start 240.700 4.30



From To Package No.

Section No.

HS No. Place Chainage

(Km) Place Chainage

(Km)

Length (Km)

14 Kambam Bypass Start 240.700

Kambam Bypass End 235.250

5.45

15 Kambam Bypass End 235.250

Gudalur Bypass Start 231.600 3.65

16 Gudalur Bypass Start 231.600

Gudalur Bypass End 227.500 4.10

17 Gudalur Bypass End 227.500 Lower Camp 223.000 4.50

II.2

18 Lower Camp 223.000 Kumili (Project Road End) 215.500 7.50

Package – 2 Total NH 220 KM 268/100

NH 220 KM 215/500

52.60

Total Project Road NH 45 E Km 2/750

NH 220 Km 215/500

132.25

Accordingly, the present economic feasibility analysis has considered only the full project road with flexible pavement option but with revised costing based on the subsequent minor changes in the design. The following alternatives are considered for the economic analysis.

• Without Project Situation: The first is a ‘without project’ (do minimum) where the existing two lane project road is considered as such in its present condition and without widening. In this case, the future traffic volume is assumed to continue to flow along the existing road only. In the HDM model analysis, this ‘do minimum’ alternative will form the first / base strategy against which all other strategies will be compared.

• With Project Situation: This comprises of the strategy of the ‘with project’ situation in the HDM model. In order to arrive at the net benefits associated with this strategy, these are compared to the ‘do minimum’ / ‘without project’ alternative. The improvement proposals considered for ‘with project situation’ are as follows:

Table 8.2 Project Proposals

Package No.

Section No.

Hs No.

From To Proposal

I.1 1 Dindigul Bypass

Batlagundu Bypass Start

Widen to 4L along existing alignment

2 Batlagundu Bypass Start

Batlagundu Bypass End

4L bypass with Paved Shoulder

3 Batlagundu Bypass End Devadanampatti Bypass Start


4 Devadanampatti Bypass Start

Devadanampatti Bypass End


5 Devadanampatti Bypass End

Periyakulam Bypass Start


I

I.2

6 Periyakulam Bypass Start

Periyakulam Bypass End




Package No.

Section No.

Hs No.

From To Proposal

7 Periyakulam Bypass End

Theni - Veerapandi Bypass Start


8 Theni - Veerapandi Bypass Start

Theni - Veerapandi Bypass End


9 Theni - Veerapandi Bypass End

Chinnamanur Bypass Start


10 Chinnamanur Bypass Start

Chinnamanur Bypass End


11 Chinnamanur Bypass End

Uthamapalayam Bypass Start


12 Uthamapalayam Bypass Start

Uthamapalayam Bypass End


13 Uthamapalayam Bypass End

Kambam Bypass Start


II.1

14 Kambam Bypass Start Kambam Bypass End

2 L bypass with Paved Shoulder with maintenance of bypassed portion of existing road.

15 Kambam Bypass End Gudalur Bypass Start 2L with Paved Shoulder

16 Gudalur Bypass Start Gudalur Bypass End 2 L bypass with Paved Shoulder

17 Gudalur Bypass End Lower Camp 2L with Paved Shoulder

II.2

18 Lower Camp Kumili (Project Road End)

2L with Paved Shoulder

By comparing the above alternatives, the net agency costs, the net user costs and the net project benefits associated with the project during its analysis period of 30 years, are calculated for the proposed improvement options. These calculations are performed in order to arrive at their economic internal rate of return (EIRR) and economic net present value (ENPV). Based on the results of the analysis, the economic feasibility for the project was determined.

8.1.3 Analysis Model HDM model (HDM III. Manager, Version 3.0, 1995) has been further improved by the World Bank in their recently released HDM – 4 (Version 1.3). Considering the improved advantages, HDM – 4 (Version 1.3) is used for the present economic analysis, which also calculates vehicle user costs based on the pavement deterioration models. However, as there is no provision available for sensitivity analysis in the HDM – 4, computer spreadsheets developed for this purpose are used for sensitivity analysis, for which the HDM model based outputs are used as inputs.

The World Bank initiated a Highway Design and Maintenance study in 1969 using leading research institutions and road agencies during which empirical relationships between road roughness, maintenance and vehicle operating costs were derived. These were incorporated in the HDM III in 1987, which was the result of 18 years research in Australia,



Brazil, France, India, Kenya, Sweden, UK and USA. Between 1971 and 1982, four major empirical studies were carried out which included the Road User Cost Study (RUCS) carried of by MOST, Govt. of India (Dr. L.R Kadiyali). The results of this study and those of Kenya, Brazil and the Caribbean were the basis of the relationships developed for HDM III model released in 1987 and further improved on in its HDM Manager Version 3.0. This version released in June 1995 was tested in more than 20 countries before its release and because of its strong development background in India, considered most appropriate for the analysis of this project. The latest version HDM – 4 (Version 1.3) released in 2000 by the World Bank, is the further improvement over their HDM Manager Version 3.0, supported with adequate test applications in different situations, including the Indian highway projects. This justifies the relevance of HDM – 4 for Indian highway projects and use for the present study.

8.1.4 Input Data 8.1.4.1 Capital cost

The capital cost of construction of the proposed widening including the phasing of investment during the construction period has been calculated. These include the costs for construction package being evaluated in the economic analysis. The costs of different pavement options have been considered.

The analysis period of the project for is taken as 35 years from the start of operation:

• Base Year 2006

• Construction period – 2009 to 2011

• Project opened for traffic – 2012

• End of the analysis period –2040

Number of operating years after project improvement, considered for economic analysis – 30 years.

Components considered for the calculation of construction cost include:

• All highway construction components including survey, design etc.

• Social displacement costs

• Land acquisition

• Costs of environmental protection measures

• Contingencies

• Quality control, agency charges and supervision during construction period

The capital cost is summarised in Table 8.3.



Table 8.3 Details of the Construction Cost considered for Economic Analysis (Rs.) (Dindugal – Kumili)

BILL NO. BILL NAME Amount (Rs.)


2 EARTHWORK 1,107,258,657

3 GRANULAR BASE COURSE AND SUB-BASE 1,456,304,610



6 BRIDGES AND UNDERPASSES 463,599,498

7 ROAD OVER BRIDGES 117,651,530

8 TRAFFIC SIGNS MARKING AND OTHER APPURTENANCES 73,768,574

9 DRAINAGE AND PROTECTIVE WORKS 179,096,987



12 TOLL PLAZA 150,184,039


TOTAL 6,197,539,774

Utility Shifting , Social, Environmental costs etc. 1,860,000,000

Grant Total (Financial Cost) 8057539774

Grant Total (Financial Cost/km) 60265817

Grant Total (Economic Cost) 7251785797

Grant Total (Economic Cost/ km) 54239236

Note: Four lane upto 235+100 and 2 lane from 235+100 to 215+100 of NH 220

8.1.4.2 Maintenance Cost (Recurrent Cost)

The maintenance works considered for the alternatives in the analysis include:

Flexible Pavement:

• Annual Maintenance (Routine maintenance):

• Surface dressing / Resealing

• Overlay

Details of the maintenance programme followed for the project road sections under different situations along with their unit rates, followed in the analysis, are summed up below in Table 8.4 (a) to 8.4 (c).

All the financial costs pertaining to construction and maintenance (Agency Cost) were converted into economic costs by using the conversion factor of 0.9 and the same were used in the economic feasibility analysis. This is as per the guidelines of International funding institutions for highway projects in India, though IRC suggests a conversion factor to be in the range of 0.80 – 0.85 (IRC: SP - 30, 1993).



Table 8.4 (a) Annual / Periodical Maintenance Programme for the Improved Project Road Sections – Flexible Pavement

S. No. Maintenance Type

Starting year Interval /Intervention

Overlay Thickness

(mm) 1 Resealing 2016 Scheduled (every 5 years) 25 SDBC

2 Overlay 2020 Responsive (When Roughness > 4.0 IRI & cumulative ESAL > 150 MSA)

50 BC

3 Patching 2011 Annual (Repairing all potholes) 100%

Table 8.4 (b) Annual / Periodical Maintenance Programme for all Existing Road Sections under unimproved situation

S. No. Maintenance Type

Starting year Interval /Intervention

Overlay Thickness

(mm) 1 Resealing 2006 Scheduled (every 5 years) 20 SDBC 2 Overlay 2011 Scheduled (every 10 years) 25 SDBC

3 Patching 2006 Annual (Repairing all potholes) 100%

Table 8.4 (c) Unit Cost Rates for Maintenance – Flexible

S. No. Details Financial Cost Economical Cost

1 Patching (Rs per Sq m) 344.4 310.0 2 Resealing 25 mm (Rs per Sq m) 84.0 75.6 3 Resealing 20 mm (Rs per Sq m) 55.6 50.0 4 Overlay (50 mm) (Rs per Sq m) 181.7 163.5 5 Overlay (25 mm) (Rs per Sq m) 100.8 90.7 6 Edge Repair 401.8 361.6 7 Crack Sealing 8.7 7.8

8.1.4.3 The Residual Value

Considering the remaining life of the construction items the Residual value (salvage value) has been assessed at the end of the analysis period. For structures, the life is assumed to be 50 years and as such the remaining life is taken from 2040.

Values of the selected construction items such as LA, structures, sub-base, social displacement cost etc. are included in the economic analysis as residual values at the end of the analysis periods. These residual values are considered, as benefits to the project in the analysis. In order to maintain uniformity among studies, National Highway Authority of India (NHAI) has suggested that 20% of the project cost shall be considered as salvage value at the end of the analysis period for economic evaluation studies for BOT highway projects in India. The same has been adopted for present study.

8.1.4.4 Road User Costs

The economic cost inputs that are required for estimating Road user costs are:

• Price of selected (popular) models, by vehicle type



• Tyre prices

• Fuel cost including oil price

• Crew cost (wages of Drivers / Assistants)

• Time costs for:

• Passenger

• Freight (holding cost)

The cost of vehicles and tyre were collected from the dealers located in the influence area of the project road. All the transfer payments such as sales tax, excise duty, road tax octroi etc. are deducted from the financial cost to arrive at the resource cost.

A vehicle operator’s survey has been conducted to estimate the wages of drivers and their assistants. Finally, the crew cost is estimated with appropriate hours of work time per annum for different vehicle types.

With respect to maintenance labour costs, local workshops have been contacted to assess the vehicle type wise wage bill for repairs and amount of labour time spent on them. Based on these labour costs have been calculated per hour, for each vehicle category.

Time costs: Passengers

The average income of full-time employed people in Tamil Nadu was computed from published macroeconomic and demographic data for the year 2001-20021, with a premium of 33% to allow for business overheads. This value (22.53/hour) was applied to passenger-hours in work time.

Journeys in non-work time were valued at 30% of the average income of full-time employed people (Rs 6.76/hour); again, see Table 8.5. These values pertaining to 2005 and so without further updating these values are used for the model. This procedure is in keeping with the guidelines contained in the World Bank’s Infrastructure Note No.OT-52.

Particularly in the case of subsistence workers and self-employed workers in the informal sector, the concept of ‘work time’ is questionable, but we have adhered to the principle that a distinction should be made between time that is lost to productive effort and time that is not.

We feel that above values estimated at macro level can represent bus passengers. Hence a step-up approach is followed to estimate the passenger time value by other better modes. Accordingly a notional increase is followed to estimate the time value for passengers by minibus, two wheelers and cars, as given in Table 8.5(a) and 8.5(b).

1 Published by the Directorate of Economics and Statistics in ‘Statistical Hand Book of Tamil Nadu-2002’.

2 Kenneth M Gwilliam, ‘The Value of Time in Economic Evaluation of Transport Projects: Lessons from recent Research’.



Table 8.5(a) Time Value Adopted for Passenger Vehicles, 2006 Vehicle Type Time Value (Rs / Hour), 2005

Work Non Work Bus 22.53 6.76 Mini Bus 27.03 8.11 TW 31.54 9.46 Car 47.31 14.19

Table 8.5(b): Derivation of the Value of Passenger Time – 2006

Details Unit Value Datum

Yr. Annual Growth

(%)

2005

Input……… Gross State Domestic Product (NSDP)

A Rs million 1,309,175

2001-2002

6.5 1,581,417

Population B Rs million 62.11 2001 1.5 64.95 Working population: main C % 38.13 2001* 1.5 39.87 Working population: marginal

D % 6.64 2001* 1.5 6.95

Working population: FTE** E=C+D/2

% 41.45 43.35

Computed…………. Assumed NSDP (70%) to households

F=AX0.70

Rs million 1,106,992

Average income per FTE worker

G=(F/B)/E

Rs/year 39,320

Average income per FTE worker***

H=G/2400

Rs/hour 16.38

Work time value, with 33% overheads

I=HX1.33

Rs/hour 22.53

Non-work time value at 30% J=HX0.30

Rs/hour 6.76

(Note:* Census; in the absence of evidence to the contrary it is assumed that average household size and the proportion of people in the working population have remained constant.

** Full-time equivalent workers, assuming marginal workers are employed half-time. *** Assuming 2,400 worked hours per year. Source: Statistical Hand Book of Tamil Nadu-2002, Department of Economics and Statistics,

Go TN) Time costs: freight

From the discussions with the vehicle operators in the region and axle load surveys on the road, an estimate was made of the average load carried by each category of truck, and its economic value on State level. This was then used as the basis for computing an hourly inventory cost (or freight holding cost), using the social discount rate as the cost of working capital locked up in goods in transit and assuming an effective 2,400-hour working year.

Table 8.6 presents the derivation of the values used in the model for the three classes of freight vehicle. All three values were rounded to the nearest rupee per vehicle-hour.



Table 8.6: Derivation of the Time Value of Freight in Transit

Details LCV 2- axle truck

3 – axle truck

Multi – axle truck*

Average value of load (Rs.) 199,500 288,750 724,500 761,250 ∴ Interest cost for a year ( × 12%) 23,940 34,650 86,940 91,350 ∴ interest cost per working hour ( ÷ 2,400) at 1999 price

9.98 14.44 36.23 38.06

(Note: Average value of load is arrived from the discussion with the vehicle users in the study region.)

For uniformity, National Highways Authority (NHAI) had suggested economic road user costs in November 2000, in consultations with the Design Consultants, to be used as HDM Model inputs for carrying out economic analysis for BOT highway projects in India. After a careful comparison of the road user costs collected from the field and other secondary sources, it was decided to adopt data collected from the field for the present analysis. Wherever necessary, the NHAI suggested road user costs also supplemented.

Based on the above considerations, the economic costs estimated for different VOC components are presented in Table 8.7.

Table 8.7: Economic Road User Cost Inputs

Vehicle Type Model

New Vehicle*

Economic Price (Rs.)

New Tyre*

Economic Price

(Rs.)

Maint.** Labour

(Rs./hour)

Crew Cost**

(Rs./hour)

Car (NT) Maruti, CS E1 (M) 140113 947 22 27 Car (OT) Ambassador, 1.5DL 291648 1431 19 27 Autorickshaws 58985 555 19 27 Bus LP1512TC/52 878439 5670 38 98 Mini Bus Mahindra Mini Bus 444500 2396 30 46

TW Hero Honda – Splendour 36121 436 19 -

LCV LPT407 LB 436440 3144 31 46 2-Axle Truck LPT1613TC/48 869483 5670 33 68 3-Axle Truck LPT2515TC 1084629 5670 39 99 MAV LPS4021TC 1661611 5670 47 101

(* - collected from the Dealers at Chennai in May 2005 **- based on the information collected from the vehicle operators / workshops during traffic surveys.)

The economic cost of petrol, diesel, oils and lubricant adopted for the present analysis is given in Table 8.8.

Table 8.8: Details of Economic Cost for Fuel - 2006 Market Price Economic cost

Item Rs/litre Rs/litre Factor to arrive Economic Cost*

Petrol 48.0 27.20 0.5666 Diesel 36.4 29.01 0.7971

Engine Oil 90 67.56 0.7507 Lubricants 95 71.32 0.7507

Grease 110 82.58 0.7507 *Based on ADB TA Study on Rural Road Sector Project - I for MP & Chhattisgarh States, 2003



The vehicle characteristics of representative vehicles used as input for HDM - 4 are given in Table 8.9. Table 8.9 Vehicle characteristics (HDM Input Data)

Vehicle type

GVW (Tonnes)

No. of Axles

No. of Tyres

No. of passengers

Service life

(Years)

Hours driven/

Year

Kms. driven/

Year

Annual interest rate (%)

Car (NT) 1.4 2 4 5 10 1950 32000 12 Car (OT) 2 2 4 4.6 10 1950 32000 12 Bus 14.9 2 6 39.5 10 2000 66000 12 Mini Bus 2.5 2 4 15 8 1500 60000 12 TW 0.2 2 2 1f.6 10 700 21000 12 LCV 5.3 2 4 - 12 1500 60000 12 2-Axle Truck 15.7 2 6 - 10 2100 85000 12 3-Axle Truck 25 3 10 - 10 2100 85000 12 MAV 40.2 5 12 - 12 2400 120000 12

8.1.4.5 Road Characteristics

The road characteristics for the considered network required as input to the HDM model were collected during the reconnaissance and other engineering surveys. The road characteristics for those proposed improvements are adopted from the design proposals.

The roughness of the new flexible pavement at the time of opening to traffic in 2011 have been set at 2.0 (IRI) for the ‘with project’ alternative. For the flexible, the deterioration model will predict the roughness at any point in time during the project life.

8.1.4.6 Traffic

Normal Traffic: Traffic growth rates, covering the period of analysis year 2007-40 adopted from the Traffic Section of this Report are given in Table 8.10 and Table 8.11 below for all the Project Road Sections.

Diverted and Generated Traffic: As there is no potential traffic diversion to the project road, the same has not been considered in the present analysis.

Considering the existing land use and the proposed developments in the project region, it is felt that there is better scope for new traffic generation due to the improvement to the project road. Hence, on conservative approach, 10%-generated traffic is considered for the analysis in ‘one stroke’ during the initial year of improved road operation.

Table 8.10: Projected Traffic Growth Rates adopted for Dindigul- Theni Section

Motorised Vehicles Non

Motorised vehicles

Year Two

Wheelers

Auto Car Bus LCV Trucks MAV Tractors Cycl

e Cart

2006-2011 8.0 4.7 6.9 4.4 5.8 5.9 6.5 2.0 2.0 2.0 2011-2016 7.5 4.4 6.5 4.0 5.0 5.0 5.6 2.0 2.0 2.0 2016-2021 7.0 4.4 6.0 3.7 4.6 4.6 5.1 1.8 1.8 1.8 2021- 7.0 3.9 6.0 3.4 4.6 4.6 5.1 1.8 1.8 1.8




Motorised vehicles

Year Two

Wheelers

Auto Car Bus LCV Trucks MAV Tractors Cycl

e Cart

2026 2026-2031 6.3 3.9 5.6 3.1 4.2 4.2 4.6 1.6 1.6 1.6 > 2031- 6.3 3.5 5.6 3.1 4.2 4.2 4.6 1.6 1.6 1.6

(Note: A growth rate of 3% is adopted for old tech cars for the entire project corridor)

Table 8.11: Projected Traffic Growth Rates adopted for Theni- Kumali Section


Motorised vehicles

Year Two

Wheelers


2006-2011 8.0 4.0 4.7 4.4 5.8 5.8 6.4 2.0 2.0 2.0

2011-2016 7.5 3.7 4.4 4.0 5.0 5.0 5.5 2.0 2.0 2.0

2016-2021 7.0 3.7 4.1 3.7 4.6 4.6 5.0 1.8 1.8 1.8

2021-2026 7.0 3.3 4.1 3.4 4.6 4.6 5.0 1.8 1.8 1.8

2026-2031 6.3 3.3 3.8 3.1 4.2 4.2 4.5 1.6 1.6 1.6

>2031 6.3 3.0 3.8 3.1 4.2 4.2 4.5 1.6 1.6 1.6

Section wise AADT for the base year 2006, as adopted from the Traffic Section of this report, are given in Table 8.12.

Table 8.12: Distribution of Average Annual Daily Traffic (AADT) – 2006

Dindigul- Bathalagundu Section

Bathalagundu- Periyakulam Section

Periyakulam – Theni Section

Theni- kambam Section


Vehicle Type

Nos. % Composition

Nos. % Composition

Nos. % Composition

Nos. % Composition

Nos. % Composition

Motorised Vehicles Car (NT)

1039 20.3 1391 25.3 1057 16.4 1211 17.9 572 21.7

Car (OT)

115 2.3 155 2.8 117 1.8 135 2.0 64 2.4

Auto 292 5.7 367 6.7 510 7.9 465 6.9 153 5.8 TW 1832 35.8 1192 21.7 2721 42.1 2891 42.7 885 33.5 Mini Bus

53 1.0 84 1.5 52 0.8 43 0.6 18 0.7



Dindigul- Bathalagundu Section

Bathalagundu- Periyakulam Section

Periyakulam – Theni Section



Vehicle Type

Nos. % Composition

Nos. % Composition

Nos. % Composition

Nos. % Composition

Nos. % Composition

Bus 779 15.2 1085 19.7 1102 17.1 991 14.6 400 15.2 LCV* 332 6.5 377 6.9 387 6.0 529 7.8 310 11.7 2-Axle Truck

446 8.7 686 12.5 444 6.9 471 7.0 210 8.0

3-Axle Truck

134 2.6 94 1.7 43 0.7 24 0.4 17 0.6

MAV 89 1.7 63 1.1 29 0.4 16 0.2 11 0.4 TOTAL 5111 100 5494 100 6462 100 6775 100 2640 100 Non - Motorised Vehicles Carts 12 1.2 9 7.1 22 3.2 25 4.5 26 11.6 Cycle 959 98.8 118 92.9 673 96.8 536 95.5 199 88.4 TOTAL 971 100 127 100 695 100 561 100 225 100

In order to suit the vehicle categories available in HDM - 4, the vehicles observed in the traffic survey have been grouped as shown in Table 8.13 below:

Table 8.13: Vehicle Classifications

HDM - 4 Group Traffic Survey Vehicles Motorised Vehicles Car Car (New technology) Pickup Car (Old technology), Bus Bus Minibus Minibus, Passenger Tempo / Van LCV LCV, tractor and tractor trailer Truck 2 Axle truck HCV 3 Axle truck MAV Multi Axle truck Two Wheelers Scooters, Motorbikes Auto rickshaw Auto rickshaw Non - Motorised Vehicles Animal Drawn Bullock / Horse Drawn Carts Hand carts Hand carts Cycle Pedal Cycle

8.1.5 Economic Evaluation of the Project Road Economic evaluation was carried out for the individual homogeneous sections and sections separately as well for the full Project Road. In the analysis, the ‘with project’ alternative of widening the project road in two pavement option scenarios were compared with the base option of ‘without project’ alternative of maintaining the existing road only without improvements. This is to arrive at the net economic benefits, which consist of reduction in



vehicle operation cost, reduction in travel time and reduction in accident cost. Results of the analysis, carried out through HDM – 4 (Version 1.3), are summarised below in Table 8.14.

Table 8.14: Results of the Economic Analysis (Flexible Pavement Option)

Economic Internal Rate of Return in %(EIRR)

Economic Net Present Value of Net Benefits at 12 %

Discount Rate (Rs in Millions)

HS /Section No VOC Savings only as Project

Benefit

All Savings only as Project Benefit

VOC Savings only as Project Benefit

All Savings only as Project

Benefit

Full Project Road 19.32% 25.38% 5,000 10,058

• Widening of the project road with appropriate bypasses using flexible pavement option is found economically viable

• Full project road is economically feasible for the proposed improvement, considering the higher EIRR values (27.85%).

8.1.6 Sensitivity Analysis

For all four sections and for the full project road, sensitivity analysis was carried out separately to their economic feasibility results, for the following scenarios:

• Scenario - I Base Costs and Base Benefits • Scenario - II Base Costs plus 15% and Base Benefits • Scenario - III Base Costs and Base Benefits minus 15% • Scenario - IV Base Costs plus 15% and Base Benefits minus 15%

Sensitivity analysis to the economic evaluation criteria (EIRR and ENPV) were also carried out for the following situations:

• Reduction in VOC only is considered as project benefit • Reduction in VOC, Time cost and Accident cost together are considered as project

benefit

Results of the sensitivity analysis were summarised below in Table 8.15. Table 8.15: Results of the Sensitivity Analysis

Flexible Pavement Option EIRR (%) ENPV(%)

S. No Sensitivity Scenario VOC Savings only as Project

Benefit

VOC, Time Cost & Accident

Cost Savings together as

Project Benefit


VOC, Time Cost &

Accident Cost Savings

together as Project Benefit

1.0 Full Project (NH 45 Extn & NH 220)

1.1 Normal Scenario 19.32% 25.38% 5,000 10,058

1.2 15% increase in Agency cost Scenario

17.43% 22.98% 4,126 9,184



Flexible Pavement Option EIRR (%) ENPV(%)

S. No Sensitivity Scenario VOC Savings only as Project

Benefit

VOC, Time Cost & Accident

Cost Savings together as

Project Benefit


VOC, Time Cost &

Accident Cost Savings

together as Project Benefit

1.3 15% decrease in User Benefit Scenario 17.14% 22.61% 3,3765 7,675

1.4 15% increase in Agency cost + 15% decrease in User Benefit Scenario

15.42% 20.44% 2,502 6,801

8.1.7 Conclusions and Recommendations The project road sections of NH45 extn & NH 220 is found economically feasible for the proposed widening to four lanes considering the positive values of EIRR (19.32%) and ENPV (Rs. 10,058 Million). It has also been established that the proposal is economically feasible in the worst-case scenario developed in sensitivity analysis (EIRR: 15.42%, ENPV: Rs. 6,801 Million).

This underlines the importance of the proposed project to the economy from the economic feasibility angle and hence recommended for implementation.



8.2 Financial Analysis

8.2.1 Background Kumili is one of the best hill station located in Tamil Nadu – Kerala border that attracts considerable tourists. Similarly, Dindigul is a district headquarters in the southern part of Tamil Nadu. Highway connecting these two locations passes through major commercial centres and act as a major link between Tamil Nadu and Kerala states through the Western Ghat. This road consisting of NH45 Extension and NH 220 from Dindigul (km 2/750 of NH 45 Extn. to km 215/500 of NH 220 is proposed for improvement including widening to 4-lane. The proposed length of the project road is 133.7 km. Present section discuss about the financial feasibility analysis carried out for the project, so as to help NHAI to take a decision whether the project can be implemented under BOT concept.

The details of Packages of the project road considered for the present financial feasibility analysis are given in Table 8.16.

Table 8.16: Project Packages and Schemes

Packages Road Start(Ex.) End(Ex.) Proposal Design Length

NH 45Extn. 2+750 73+400 4-laning 79.5km

215+500 234+800 2-laning 19.6 km Single Package NH220

234+800 273+600 4-laning 34.6 km

New MCA: The provision of new MCA, published by Planning Commission, GoI, has been considered for viability analysis.

New Toll Policy : New toll policy (2007) has been adopted in the financial analysis

8.2.2 Approach to Financial Evaluation on BOT Basis The viability of the package depends on the working cash flows available to service the debt and equity. This working cash flow is basically dependent upon the following:-

• Project Cost

• Traffic & Traffic Growth

• Toll Structure

• Operation and Maintenance expenses

• Interest on Debt

• Tax

The main objective of Financial Analysis is to examine the viability of implementing the project on a BOT basis. The analysis attempts to ascertain the extent to which the investment can be recovered through toll revenue and the gap, if any, be funded through Grant / Subsidy. This covers aspects like financing through debt and equity, loan repayment, debt servicing, taxation, depreciation, etc. The viability of the project is evaluated on the basis of Project FIRR (Financial Internal Rate of Return on total investment). The FIRR is estimated on



the basis of cash flow analysis, where both costs and revenue have been indexed to take account of inflation. Financial analysis has been carried out for the package with debt equity ratio of 70:30.

Present financial analysis is based on the provisions contained in the New Model Concession Agreement, published Planning Commission, GoI in 2006.

8.2.3 Cost of Civil Works The total cost of the project includes cost of civil works including the improvement of existing carriageway , cost of toll plaza other facilities etc. The estimated project cost is considered excluding shifting of utilities, land acquisition, acquisition of structures, rehabilitation and resettlement and environmental mitigation measures which are to be borne by NHAI. Cost of Civil Works at 2007-08 prices is given in Table 8.17.

Table 8.17: Details of Project Civil Cost

Description Cost of Civil Works (Rs in crore)

Rate per Km (Rs in crore)

From Km 2.750 - Km 73.400 of NH 45 Extn (4-lane)

From Km 215.500 - Km 235/100 of NH 220 (2–lane)

From Km 235/100 - Km 268.100 of NH 220 (4-lane)

619.75

4.63

8.2.4 Cost Escalation The base costs have been escalated at a rate of 5% per annum to obtain the actual costs in the year of expenditure. This is based on average WPI for the last 5 years.

8.2.5 Interest During Construction (IDC) The interest during construction, which on the cost of funding incurred on the project, has been calculated on the basis of an interest of 11 percent per annum as per the current market rate for lending Highway Projects.

8.2.6 Total Project Cost The total landed costs for the package at the end of the construction period has been estimated by adding Contingencies, IC & Pre-operative expenses, Financing Cost, Escalation, Interest during Construction (IDC) etc. For calculating the landed cost, the contractor’s profit component has been removed as it will be considered in the financial feasibility return. This is to avoid double consideration for contractor’s profit margin. The total landed cost at the time of commissioning is thus estimated on Package basis and presented in Table 8.18.



Table 8.18: Total Project Cost Details

S. No. PARTICULARS Cost (Rs. in

Crore) Cost Per Km

TOTAL KM 133.7

A Concessionaire Cost

1 Total Civil Construction cost (2009-10) (1)

666.81 4.99

2 Contingencies/QC @ 3% of Civil Cost (2) 20.00 0.15 Total EPC Cost (3) 686.81 5.14 3 IC & Pre-operative expenses @1% of EPC (4) 6.87 0.05 4 Financing Cost @ 2% Debt at 70:30 DER (5) 8.29 0.06 5 Esclation @ 5% Per Anum During Construction Period

(Construction Period 30 months) 32.52 0.24

6 Interest During Construction @ 11% pa on Debt (at 70:30 DER) (Term Loan) . (6)

34.18 0.26

TOTAL PROJECT COST 768.67 5.77 Say Rs.769.00 Cr TOTAL PROJECT COST/PER Km. 5.75

B NHAI Cost

1 Land Acquisition, Environmental Mitigation, R&R, Utility Shifting etc.

186.6 1.33

TOTAL NHAI COST 186.6 1.4 TOTAL PROJECT COST (Concessionaire Cost + NHAI

Cost) 955.26 7.1

TOTAL PROJECT COST/PER Km. 7.1 Full Package : From Km 2/750 to Km 73/400 NH 45 Extn, & From 215+500 to 273+600, NH 220; Total Length 133.70 km 8.2.7 Toll Rates Tolls can be set either to maximize revenue or maximize the utilization of the project without causing congestion. However, in no case, tolls are set at a level higher than the perceived benefits of using the facility.

Project is proposed for implementation under BOT (Toll) basis. To estimate the toll rates, “The National Highways (Collection of Fee for the use of National Highways) Rules 2007” is followed. As per the rules there are two toll structures,

• Toll structure for widening of National Highways to four or more lanes (Clause 4 (b)).

• Toll structures for a structure of bypass of cost more than 50 Crores (Clause 4(e) & (f)).

The per km capping rates as per clause 4(b) at base year 2007 are given in Table 8.19.



Table 8.19: Proposed Toll rates

Rate (Rs/Km)

2007 S. No. Type of vehicle

4-Lane 1. Car or Jeep or Van 0.65 2. Light Commercial vehicles including Mini Bus 1.05 3. Truck or Bus 2.2 4. Multi Axle Vehicle 3.45

5. Heavy construction machinery andearthmoving equipment 4.2

* - 60% of 4-lane toll rates are considered for two lane, as per the Toll Policy

The bypasses and structures in this project costing more than 50 crores are given below in Table 8.20

Table 8.20 Bypasses/ Structures costing more than 50 crores

Sl No Category Name of bypass/ structure

Length Cost Remark

1 Bypass Theni Veerapandi combined bypass

14.89km 91 Crores

2 Bypass Periyakulam 11.04 km 50.5 Crores

NHAI toll capping rates have been escalated with an inflation WPI rate of 5% every year and rounded off to nearest one rupee. . The Toll Rates in the 1st year of operation i.e. 2012 are given as in Table 8.21.

Table 8.21: Toll Charges Toll charges (2012) (Rs.)*

Theni - Kumili (54.07km) Category of Vehicle

Dindugal - Theni 4 lane Section (79.5 km)

Theni-Kambam 4 lane Section (34.6 km)

Kambam-Kumili 2 lane Section (19.6 km)

Cars/Jeep/Taxi 88 29 10 LCV/Van/Tempo 137 46 16 Bus/Truck 281 97 33 MAV 430 152 52 HME 548 185 63

8.2.8 Grant and Its treatment A) Equity Support: It shall be equal to the sum specified in the bid and as accepted by the authority but in no case greater than the equity and shall be further restricted to a sum not exceeding 20% of TPC i.e. maximum 20% of TPC (Total Project Cost. Formula is to be worked out with the help of circular reference. It shall be due and payable to the Concessionaire after it has expended the Equity. Further it shall be disbursed proportionately along with the loan funds. Inorder to find a viability solution, an equity support of 23% of TPC is considered so that the support is equal to the equity and EIRR is worked out based on the same.



B) O & M Support: O&M support will be equal to the minus of equity support discussed above from the possible total 40% subsidy. This O & M support is fixed which is equal to five annual instalments.

Accordingly, 17% Grant has been considered during Construction Period and the same has been reduced from the Total Project Cost. Balance O & M support has been considered in 5 years from COD in equal instalments.

8.2.9 Concession to Local Traffic The concessionaire shall allow the following discounts in user’s fee:

• Local Traffic: Five times of daily vehicle charge.

• Daily Passes: 1.6 times of the fee payable for the respective vehicle, if it were to undertake a single one way trip.

• Monthly Pass: Ticket System (issue minimum 20 tickets) – 80 % of fee payable (normal fare).

• Congestion Rebate: if average daily traffic of PCUs exceed 120% of the designed capacity then calculation for congestion rebate shall be :- (Projected traffic - designed traffic) x 1.2. If there is a change in lane and upgraded then it is not applicable.

8.2.10 Traffic Traffic surveys for seven days volume counts have been carried out during August 2006. The AADT in the year 2011 for the package are given in Table 8.22.

Table 8.22: Tollable Traffic AADT – 2011*

(Theni –Kumili Section) Sl. No.

Vehicle Type (Dindigul – Theni Section) (Theni – Kambum

Section) 4 - Lane (Kambum - Kumili Section) 2- Lane

1 Car/Jeep 1749 2038 964 2 Mini Bus / LCV 557 595 368 3 Bus 1181 1502 606 4 Truck-2 Axle 929 759 350 5 Multi Axle 84 15 11 6 HME - - - Total Vehicles 4501 4910 2299 Total PCU 9296 9784 4433

*include generated traffic also.

Growth rates for projections of the traffic are given in Table 8.23.

Table 8.23: Traffic Growth Rates for Projections (%) Year Car Bus LCV Trucks MAV

2006-2011 5.0 5.0 5.0 5.0 5.0

2011-2016 5.0 5.0 5.0 5.0 5.0



Year Car Bus LCV Trucks MAV

2016-2021 5.0 5.0 5.0 5.0 5.0

2021-2026 5.0 5.0 5.0 5.0 5.0

2026-2031 5.0 5.0 5.0 5.0 5.0

2031-2036 5.0 5.0 5.0 5.0 5.0

95% of the Total Projected Traffic has been considered as Tollable Traffic on account of Leakage in Traffic and approximations in Traffic Projection etc.

The rapid growth in tourism sector and the rapid e growth in the interstate commerce is anticipated to generate additional traffic after completion of the project. More over the project road is an important link connecting southern and western districts of Tamilnadu to the Commercial capital of kerala , Cochin, and Cochin Port. On these accounts an additional traffic of 25% is anticipated to be generated after the completion of the project and the same is considered in the analysis.

8.2.11 Toll Revenue The toll revenue is the product of the forecast traffic expected to use the road and the appropriate toll fee for the vehicle category. A toll indexing pattern @ 5% per year has been adopted and rounded off to nearest one Rupee. Toll revenues have been calculated for each of toll fee structure proposed above.

Penalty for overloading

There is a provision for penalty for overloading as under:-

• if vehicle is loaded for more than 10% then 50% of fee

• if vehicle is loaded for more than 20% and above then 100% of the fee

Differential fees

After 5th anniversary of the appointed date there is a differential fee applicable as under:-

• peak hours = < 6 hrs in a day

• off peak hours = twice the peak hours i.e. 12 hrs

Concessionaire may determine and collect a premium of up to 25% of the fee during peak hours. Offering a discount during off peak hours at a rate equal to twice the said premium. If revenue because of differential fee is gained then 80% of the difference shall be credited to Safety Reserve.

Other Income

Apart from the Toll Income, there may be other streams of revenue generated by extending land development rights to the Concessionaire and revenue from any other service facilities like Advertisements, Truck Parking Terminals, Parking Areas, Automobile Service Centre, Petrol Pumps, and Cable Ducting etc. However, as per the policy of NHAI, no advertisements are



allowed in the project highway. Also for other streams of revenue there is no clear cut guidance and accordingly no income on these accounts has been considered.

8.2.12 Discounts for Concession To Local Traffic, Exempted Vehicle An appropriate discount of 3% has been allowed to reduce the revenue income on account of following:

• Concession given to local traffic

• Concession given to Exempted vehicle

• Daily/monthly passes

• Congestion rebate

8.2.13 Tax Calculation Module Tax Rate: The tax rate adopted for this study is 33.66% (30% tax + 10% surcharge + 2% education tax) following the deduction of depreciation and amortization.

Minimum Alternate Tax (MAT): Minimum Alternate Tax (MAT) of 11.33% has been taken into account for the total concession period.

Tax Exemptions (Under Section 80 IA): According to the scheme under section 80-IA, 100% of the profit is deductible for ten years. However the benefit deduction is available only for ten consecutive assessment years falling within a period of fifteen years from the year the Project begins its operations.

8.2.14 Proposed Sources of Finance In general, the developer shall crystallize the sources of finance by optimizing his equity returns keeping in view the project cash flows, terms, and conditions of various financing options available. Further the market standing and financial strength of the Developer would largely determine the terms and conditions of finance offered to the Developer by various lending agencies. For the purpose of the study, following sources of finance have been taken:

• Equity: To be provided by the Developer

• Subsidy / Grant for viability of funding, to be provided by the client.

• Debt: To be arranged by the Developer / Concessionaire

8.2.15 Expenses Expenses can broadly be classified based on the phases in which they are incurred, viz. construction period expenses and operation & maintenance period expenses.

Construction Period Expenses

• Preliminary and pre-operative expenses

• Contingency allowance



• Interest during construction period

• Finance Charges

Operation and Maintenance Period Expenses

• Toll collection expenses

• Administrative expenses for day-to-day operation including insurances

• Maintenance expenses, which include routine and periodic maintenance

• Interest expenses incurred for servicing term loans

• Tax

• Concession Fee

• Electricity & Petrolling expenses

• Insurance @ Rs. 0.15% of TPC/annum

Toll Collection Expenses

• Toll collection expenses are estimated as Rs 100 Lacs per annum including overheads per Package.

Concession Fee

Concession Fee is payable by the Concessionaire as under:-

• Per year : Rs. 1

8.2.16 Operation and Maintenance Cost Routine maintenance costs comprise of maintenance of the pavement, collection of litter, traffic management (policing), accident repairs and all ancillary works including beautification.

The periodic maintenance costs include cost of overlay, repair/renovation of road furniture, drains, buildings etc. The periodic maintenance includes periodic renewals at every 5 years.

Routine maintenance/ Periodic maintenance costs have been considered as per the estimates based on the MORT&H guidelines 1997 prices. The details of the maintenance costs and administration charges are given in Table 8.24.

Table 8.24 Maintenance & OM Cost (2006 price)

Sl .No Description Amount (Rs. In Lacs)

1 Routine maintenance in every year cost per km for the four lanes with paved shoulder (Rs Lacs / Km)

3.00

2 Periodic maintenance every five years cost per km for the four 25.00



Sl .No Description Amount (Rs. In Lacs)

lanes with paved shoulder (Rs Lacs / Km) 3. Routine maintenance per Toll Plaza (Rs Lacs /annum) 125.00 4 Other office expenses 200.00 5 Patrolling expenses (Rs Lacs/Km) 0.50 6 Electricity Expenses (Rs Lacs/Km) 0.50

8.2.17 Resource Mobilization Schedule The Project implementation period has been taken as 30 months spreaded into three years. Based on the implementation period, the project cost has been phased as given in Table 8.25.

Table 8.25: Phasing of Project Cost Description 1st year 2nd year 3rd Year Percentage of total cost incurred 30% 28% 42%

8.2.18 Minimum Return Criteria Keeping in view the present market condition, the minimum return criteria for the B.O.T project is considered as follows:-

• Project FIRR – Post Tax : Minimum of 13%

• Return on Equity (Equity IRR) : Minimum of 15%

• Debt Service Coverage Ratio (DSCR) : Minimum 1.33

• Net Present Value (NPV) @ 10% : Should be positive

• Payback Period : Should not be more than 18 years Concession Period of 30 Years 8.2.19 Concession Period Since the project is not viable on BOT basis for 20 years and 25 years Concession Period, a higher Concession Period of 30 Years including Construction Period from 2009 - 2038 has been considered for Financial Analysis.

8.2.20 Construction Period Keeping in view length of 133.7 km for the full Package, Construction Period of 30 months spreaded into three years has been considered effective from year 2009.

8.2.21 Financial Viability The main objective of undertaking this study is to assess whether the project is financially viable or not. It is important to note that the proposal should be an attractive proposition for private sector participation under Build, Operate and Transfer (BOT) system. The basic methodology followed for estimating the financial viability of the project is to calculate the FIRR (Financial Internal Rate of Return) on the investment for the project.



The following assumptions are taken into consideration for the financial analysis:-

• Debt – Equity ratio :- 70:30

• Subsidy – maximum 20% during construction and 20% during O & M

• Concession period (Including 30 months construction period) – 30 years.

• Escalation – 5%

• Interest on Debt – 11%

• Interest During Construction – 11%

• Project Phasing : First year – 5% , Second year – 35% , Third year – 60%

• Loan Repayment period – 10 years

• Tax rebate – 10 years (100% exemption for 10 years out of block of 15 years).

• Moratorium – 3 years during construction period

• Depreciation by Straight line method - 100% for 27 years

• Depreciation by Written down value method – 10%

• Financing costs - 2% of project cost

• Concession Fee – per year : Rs. 1,

8.2.22 Results and Analysis Based on the project structure traffic study and toll rate analysis, financial feasibility analysis has been carried out as per the methodology outlined in earlier sections. The objective of the financial analysis is to ascertain the existence of sustainable project returns, which shall successfully meet the expectations of its financial investors.

Results for 4 laning with 40% Grant and 30 years Concession Period are given in Table 8.26 for full package.

Table 8.26: Financial Feasibility Results for Single package option

Profitability Statement

The profit and loss statement indicates the net profit earned during the concession period. Results for 4 laning with 40% Grant are given in Table 8.27.

SCENARIOS Post Tax FIRR %

Return on Equity %

NPV @ 10% (Rs Crore)

Pay Back Period

Average DSCR

Dindigul – Theni – Kumili Section (With 40% Grant/Subsidy)

13.57% 14.83% 246.28 13 years 1.02



Table 8.27: Project Profitability Results (Rs in Crores)

Project Cash Flow

After ascertaining the income and expenditure streams, the cash flow statement of the Project is prepared. The cash flow of the Project indicates the requirement of funds and the revenues from the investment. The cumulative cash flows for the various scenarios are given in Table 8.28.

Table 8.28: Project Cash Flow

Cumulative cash flows (Rs. in Crores) SCENARIOS 2011 2038 Dindigul – Theni – Kumili Section With 40% -26.78 3323.06

8.2.24 Conclusion It would be seen that the full Project Road will be financially viable on BOT basis with a grant of 40% Grant and 30 years Concession Period with an Equity FIRR of 14.83% and Post Tax FIRR of .13.57%

8.2.25 Recommendation To summarize the recommendations, the project is found to be viable on BOT basis for 4 laning with a grant of 40% of TPC for a concession period of 30 years including 30 months construction period. Accordingly, the project is recommended for implementation under BOT basis.

Years Case Total Revenue

Total O&M Cost

Net Operating income

Profit or Loss before tax

Total Tax

Profit or Loss After tax

2012 72.63 14.68 57.95 -13.30 - -13.30-

2038

With 40% Grant/ Subsidy 586.95 49.25 537.7 509.75 179.32 330.43

project cost estimate - wordpress.com · (nh 220) 234+800 (nh 220) 222+400 235+100 12.700 two...

Documents