Four Six Laning of Krishnagiri To Thopur Ghat NH 7 Tamilnadu Vol - I Main Repot

NATIONAL HIGHWAYS AUTHORITY OF INDIA &y
h
Consultancy Services for the Preparation of Feasibility Study and
Detailed Project Report for four/six laning of Krishnagiri to
Thopur Ghat (Section of NH-7) in Tamilnadu
Volume I: Main Report
June 2005
LEA Associates So
-
\ _.
STRUCTURE OF THE T DETAILED PROJECT REPORT
VOLUME-I: MAIN REPORT
VOLUME IA: APPENDICES TO MAIN REPORT
VOLUME-II: DESIGN REPORT
PART I: DESIGN OF ROAD FEATURES
PART-2: DESIGN OF CD STRUCTURES
VOLUME IIA: APPENDICES TO DESIGN REPORT
PART I: APPENDICES TO PART-1 OF DESIGN REPORT
PART-2 (A): HYDROLOGIC AND HYDRAULIC
CALCULATIONS FOR STRUCTURE AND APPENDICES TO
GEOTECHNICAL ASSESSMENT
PART-2 (B): STRUCTURAL DESIGN CALCULATIONS FOR
MAJOR BRIDGES, FLYOVERS AND ROB
PART-2(C): STRUCTURAL DESIGN CALCULATIONS FOR
MINOR CD STRUCTURES AND UNDERPASSES
VOLUME-Ill: MATERIALS REPORT
VOLUME-IVA (PART 1):
ENVIRONMENTAL IMPACT ASSESSMENT REPORT
VOLUME-IVA (Part 1) APPENDICES:
APPENDICES TO ENVIRONMENTAL IMPACT ASSESSMENT REPORT
VOLUME-IVA (PART 2):
ENVIRONMENTAL MANAGEMENT PLAN
VOLUME-IVB: RESETTLEMENT ACTION PLAN
VOLUME-IVC: STRUCTURE ACQUISITION PLAN
VOLUME-V: TECHNICAL SPECIFICATIONS
VOLUME-VI: RATE ANALYSIS
VOLUME-VII: COST ESTIMATES
VOLUME-VIII: BILL OF QUANTITIES
VOLUME-IXA: DRAWINGS OF HIGHWAY
VOLUME-IXB: DRAWINGS OF CD STRUCTUR
VOLUME-X: CONTRACT AGREEMENT
0
Structure of the Report
TABLE OF CONTENTS
...................................................................................................... . CHAPTER 1 INTRODUCTION 1-1
1 . 1 The Project ........................................................................................................................... 1-1
I . 2 National highways authority of india (NHAI) ......................................................................... 1-1
1.3 national highway development program (nhdp) ................................................................... 1-2
1.4 Project Terminals ................................................................................................................. 1-3
1.5 Objectives of the Project ...................................................................................................... 1-5
1.6 Scope of Services ................................................................................................................ 1-5
1.7 Structure of the Report ......................................................................................................... 1-6
CHAPTER 2 . SOCIO-ECONOMIC PROFILE OF PROJECT INFLUENCE AREA AND STATE . 2.1
2.1 Introduction .......................................................................................................................... 2.1
2.2 Demographic Profile ............................................................................................................. 2-1
2.3 Economic Profile .................................................................................................................. 2-3
2.4 Infrastructure Development Profile ..................................................................................... 2-14
2.5 Plans and Policies of the State .......................................................................................... 2-17
............................................................................................ . CHAPTER 3 PROJECT CORRIDOR 3-1
3.1 Introduction .......................................................................................................................... 3-1
..................................................................................................................... 3.2 Road Inventory 3-2
3.3 Pavement Condition 3-5
.............................................................................................................
3.4 CD Structures ....................................................................................................................... 3-6
3.5 Soil Characteristics 3-8
..............................................................................................................
3.6 Social and Environmental Features ..................................................................................... 3 4
3.7 Ecological Environment ...................................................................................................... 3-11
.......................................................................................................... 3.8 Cultural Environment 3-11
3.9 Social Environment ............................................................................................................
3-13
3.10
Right of Way .................................................................................... ................................... 3-14
CHAPTER 4 . TRAFFIC SURVEYS. ANALYSIS AND FORECAST .............................................. 4-1
4.1 Introductions ......................................... 4-1
................................................................................
.......................
4.2 Types of Surveys Conducted and their Location .......................................... 4-1
..............................................
4.3 Methodology of Traffic Surveys .......... .................................... 4-1
4.4
Analysis of Mid Block Traffic Counts ............................ ..............................................
.......... 4-3
4.5
Analysis of Turning Movement Survey ................................................................................. 448
........................................................... 4.6 Speed and Delay ...................................... 4-11
...............
.............................................................. 4.7 Origin and Destination .......................................... 4-12
4.8 Parking ...............................................
................... ....................................... 4-22
4.9 Pedestrians ....................................
........................... 4-24
Traffic Forecast .............................
....................... 4-25
National Highways Authorill of India
Preparation of Feasibility Study and Detailed Project Report for
DETAILED PROJECT REPORT
four/six laning of Krishnagiri to Toppur Ghat Section of NU-7 in Tamil Nadu
4.1 1 Forecasting Methods .......................................................................................................... 4-27
4.12 Comparison of Various Methods of Traffic Forecast and Recommended
Method ............................................................................................................................... 4-37
4.13 Capacity Analysis ............................................................................................................... 4-38
............................................................................................ 4.14 Traffic Projection at Junctions 4-39
CHAPTER 5. ENVIRONMENTAL IMPACTS ................................................................................. 5-1
5.1 Introduction .......................................................................................................................... 5-1
.......................................................................................................... 5.2 Project Influence Area 5-1
5.3 Environmental Clearance Requirements ............................................................................. 5-3
5.4 Environmental Profile and impacts Anticipated .................................................................... 5-3
5.5 consultation with communities ............................................................................................. 5-9
5.6 Mitigation Measures ........................................................................................................... 5-10
5.7 Environmental Impact Mitigation costs ............................................................................... 5-11
CHAPTER 6 . SOCIAL IMPACT ASSESSMENTS ......................................................................... 6-1
6.1 Introduction .......................................................................................................................... 6-1
6.2 Social Screening .................................................................................................................. 6-1
6.3 Socio-Economic Profile of Project Affected Persons ........................................................... 6-2
6.4 Project Impacts .................................................................................................................... 6-6
6.5 Impacts on Agriculture Land ................................................................................................ 6-6
6.6 Impacts on Structure ............................................................................................................ 6-7
6.7 Extents of Impacts ................................................................................................................ 6-8
6.8 Loss of Private Assets .......................................................................................................... 6-9
6.9 Collective Impacts on Groups .............................................................................................. 6-9
6.10 Institutional Arrangements for Implementation of R&R ...................................................... 6-10
6.1 1 Community Involvement ..................................................................................................... 6-10
6.12 Cost Estimates ................................................................................................................... 6-10
6.1 3 Budget For Implementation of Rap .................................................................................... 6-12
CHAPTER 7 . DETAILED DESIGNS .............................................................................................. 7-1
7.1 Design Standards ................................................................................................................. 7-1
7.2 Improvement Proposals ....................................................................................................... 7-4
7.3 Widening Options ................................................................................................................. 7-8
7.4 Horizontal Alignment Design ................................................................................................ 7-9
.................................................................................................................... 7.5 Vertical Profile 7-11
....................................................................................................................... 7.6 Intersections 7-13
7.7 Pavement Design ............................................................................................................... 7-15
7.8 CD structures Design .......... ....................................................................... 7-19
National Highways Authority of India
Preparation of Feasibility Study and Detailed Pmjed Report for
four/six laning of Krshnagiri to Tqppur Ghat Secfion of NH-7 in Tamil Nadu
CHAPTER 8 . PROJECT COST ESTIMATION .............................................................................. 8-1
8.1 General ................................................................................................................................ 8-1
8.2 Typical Cross Sections ......................................................................................................... 8-1
8.3 Quantification ....................................................................................................................... 8-1
8.4 Unit Rates ............................................................................................................................ 8-1
8.5 Project Costing ..................................................................................................................... 8-5
8.6 Total Project Cost ................................................................................................................. 8-8
CHAPTER 9 .
ECONOMIC ANALYSIS ........................................................................................... 9-1
9.1 Introduction .......................................................................................................................... 9-1
9.2 Estimation of Costs .............................................................................................................. 9-1
9.3 Estimation of Benefits .......................................................................................................... 9-7
9.4 Economic Analysis ............................................................................................................... 9-7
9.5 Sensitivity analysis ............................................................................................................... 9-7
9.6 Conclusion ........................................................................................................................... 9-8
CHAPTER 10.FINANCIAL ANALYSIS ......................................................................................... 10-1
10.1 Introduction ........................................................................................................................ 10-1
10.2 Inputs to Financial Analysis ................................................................................................ 10-1
10.3 Willingness to Pay Survey Analysis ................................................................................... 10-2
10.4 Project Cost ........................................................................................................................ 10-8
10.5 Financial Analysis .............................................................................................................. 10-8
10.6 Conclusions ...................................................................................................................... 10-1 0
Preparation of Feasibildy Study and Detailed Project Report for
four/six laning of Krishnagiri to Toppur Ghat Section of NH.7 in Tamil Nadu
+ LIST OF TABLES
Table 2-1 : Demographic Characteristics of Project Influence Area ........................................... 2.3
Table 2-2: Relative Intersectoral Growth in Tamil Nadu's NSDP vs India's GDP ...................... 2-5
Table 2-4: Reserves of Important Minerals ................................................................................ 2-7
Table 2-5 Small Scale industries in Dharmapuri and Krishnagiri Districts (2003- 04) ............. 2-9
Table 2-6: Tourist Destinations in Project Influence Area ........................................................ 2-12
Table 2-7: Level of Urbanization in Project Influence Area ...................................................... 2-13
Table 2-8: Major Urban Centers in Project Influence Area ...................................................... 2-14
Table 2-9: Infrastructure Development Ranking-Tamil Nadu .................................................. 2-14
Table 2-1 0: Length of Roads (Km) 2001- 2002 ......................................................................... 2-15
Table 2-1 1: Motor Vehicles on Road in Project Districts ........................................................... 2-16
Table 2-12: Railway Network in Tamil Nadu .............................................................................. 2-16
Table 3-1 : Details of Existing Paved Shoulders ......................................................................... 3-2
Table 3-2: Locations of Poor Geometry ..................................................................................... 3-3
Table 3-3: Urban Areas along the Project Corridor ................................................................... 3-4
Table 3-4: Variation of Pavement Distress along the Project Corridor ...................................... 3-5
Table 3-5: Structural type details ............................................................................................... 3-7
Table 3-6: Details of Existing Major Bridges .............................................................................. 3-7
Table 3-7: Details of Existing Minor Bridges .............................................................................. 3-7
.? .
l Table 3-8: Details of Existing Slab Culverts ............................................................................... 3-7
I
Table 3-9: Details of Existing Hume Pipe Culverts .................................................................... 3-8
Table 3-10: List of cultural properties identified along the project corridor ................................ 3-12
Table 3-1 1 : Predominant Land Use along the Project Corridor ................................................. 3-13
Table 3-12: Details of Available Land Width (ROW) .................................................................. 3-14
Table 4-1 : Locations and duration of traffic surveys .............................................................. 4-1
Table 4-2: Adopted PCU values for the vehicles ................................................................... 4-3
Table 4-3: Average Daily Traffic at two locations on the study corridor ................................. 4-4
Table 4-4: Peak hours ........................................................................................................... 4-7
Table 4-5: Peak hours for passenger and goods vehicles ..................................................... 4-8
Table 4-6: Summary for all Junctions .................................................................................. 4-11
Table 4-7: Average Speeds on all links ............................................................................... 4-11
Table 4-8: Zoning system for OD survey ............................................................................. 4-12
Table 4-9: Trip lengths Frequency Distribution .................................................................... 4-14
Table 4-10: Trip Distribution by Purpose ............................................................................... 4-17
Table 4-1 1 : Travel Features of Traffic ................................................................................... 4-18
Table 4-12: Trip Frequencies by mode .................................................................................. 4-1 8
Table 4-13: Trip lengths Frequency Distribution .................................................................... 4-20
................................................................................................
............................................................
I
Table 4-14: Trip Frequencies 4-21
YP Table 4-1 5: Commodities carried by different modes 4-21
Table 4-16: Commodity wise tonna ............................................................. 4-22
Pl .
four/six laning of Krishnagiri b Toppur Ghat Section of NH-7 in Tamil Nadu
........................................................................
.z Table 4-17: Travel Features of Goods Traffic 4-22
Table 4-1 8: ECS values adopted ........................................................................................... 4-23
Table 4-1 9: Peak Demand for parking locations .................................................................... 4.24
Table 4-20: Pedestrian Hazard Index for all seven locations ................................................ 4-24
Table 4-21 : Growth of Population in Influenced States and India in Last Decade ................. 4-26
Table 4-22: Growth Rates of Per Capita Income ................................................................... 4-27
Table 4-23: Past Traffic Data ................................................................................................. 4-28
Table 4-24: Mode-wise Traffic Growth Rates: Econometric Method ..................................... 4-29
Table 4-25: Mode-wise Forecasted Traffic: Econometric Method ......................................... 4-29
Table 4-26:
Table 4-27:
Table 4-28:
Table 4-29:
Table 4-30:
Table 4-31:
Table 4-32:
Table 4-33:
Table 4-34:
Table 4-35:
Adopted Elasticity Values ................................................................................... 4.34
Mode-wise Traffic Growth Rates: Most Likely Scenario ..................................... 4-34
Mode-wise Forecasted Traffic: Most Likely Scenario ......................................... 4-35
Adopted GDP Growth Rates: Optimistic Scenario ............................................. 4-35
Forecasted NSDP Growth Rates (%): Optimistic Scenario ................................ 4-35
Mode-wise Traffic Growth Rates: Optimistic Scenario ....................................... 4-35
Mode-wise Forecasted Traffic: Optimistic Scenario ........................................... 4-36
Adopted GDP Growth Rates: Pessimistic Scenario ........................................... 4-36
Forecasted NSDP Growth Rates (%): Pessimistic Scenario .............................. 4-36
Mode-wise Traffic Growth Rates: Pessimistic Scenario ..................................... 4.37
.........................................
. I Table 4-36: Mode-wise Forecasted Traffic: Pessimistic Scenario 4.37
/
Table 4-37: Projected Traffic by Various Methods ................................................................. 4-38
Table 4-38: Recommended Design Service Volumes, IRC: 64-1 990 .................................... 4-38
Table 4-39: Volume capacity ratios ....................................................................................... 4-39
Table 4-40: Projected Average Daily Traffic at Junctions ...................................................... 4-40
Table 4-41: Forecasted Peak Hour Traffic Volumes at Junctions (PCU) .............................. 4-40
Table 4-42: Forecasted Fast Moving Vehicles at Cross Roads at Junctions in a day ........... 4-40
...................................................................... Table 5-1: Project Impact and Influence Areas 5-1
Table 5-2: Government of India (Gol) and State Level Environmental Clearance ................ 5-3
Table 5-3: Sensitive Receptors along the corridor ................................................................. 5-5
Table 5-4: Break up of land use pattern along the project road ............................................. 5-6
Table 5-5: Reserved Forests in the Indirect Influence Area of the Project Corridor .............. 5-7
Table 5-6: Common Tree Species along the Project Corridor ............................................... 5-7
..................................................................... Table 5-7: Trees to be felled due to the project 5-7
Table 5-8: Likely Generic Impacts on Cultural Properties with reference to ROW ................. 5-8
..... Table 5-9: Impacts on Educational Institutes along Project Road 8 Measures proposed 5-8
.......................................... Table 5-10: Government Organisations involved in Consultation 5-10
Table 5-1 1 : Preliminary Mitigation measures ........................................................................ 5 1
....................................................................... Table 6-1 : Distribution of Affected Population 6-2
.....................................................................
rC Table 6-2: Distribution of Affected Households 6-3
?
Table 6-3: Age and Gender- Project A ns ......................................................... 6-3
...................................................... Table 6-4: Education Levels of Proj ns 6-4
four/six laning of Krishnagiri to Toppur Ghat Section of NH-7 in Tamil Nadu
P. Table 6-5:
Table 6-6:
Table 6-7:
Table 6-8:
Table 6-9:
Table 6-10:
Table 6-1 1 :
Table 6-12:
Table 6-13:
Table 6-14:
Table 6-15:
Table 6-16:
Table 6-1 7:
Table 6-18:
Table 7-1:
Table 7-2:
Table 7-3:
Table 7-4:
Table 7-5:
Table 7-6:
Occupational Structure of Project Affected Persons ............................................ 6-4
Income Profile of Project affected Persons .......................................................... 6-4
Distribution of Vulnerable Groups by Caste ......................................................... 6-5
BPL Population in PAPS ...................................................................................... 6-5
Affected Women Headed Households in Project affected Persons ..................... 6-6
Impacts on the Agriculture and Non Agriculture Land .......................................... 6-6
Summary of Built-up Structures by Type and Use ............................................... 6-7
Summary of Built-up Structures by Type and Use ............................................... 6-8
Impact on Structures by Building Use .................................................................. 6-8
Impacted Assets by Type ..................................................................................... 6-9
Impact on Common Property Resources ............................................................. 6-9
Unit Costs of Private Assets ............................................................................... 6-11
Utility wise RelocationlReconstruction Cost ....................................................... 6-12
................................ Utility wise RelocationlReconstruction Cost (in million Rs) 6-12
Length of Widening Options Considered .............................................................. 7-5
Locations of Rural Service Roads ........................................................................ 7-6
Details of Bypass Candidates ............................................................................... 7-7
Details of Flyovers ................................................................................................ 7-8
Locations of Underpasses .................................................................................... 7-8
Proposed Widening Scheme ................................................................................ 7-9
................................................................. Table 7-7: Proposed intersection Improvements 7-13
Table 7-8: Details of Major intersections ............................................................................. 7-14
Table 7-9: Details of Minor Intersections ............................................................................. 7-14
...................................................... Table 7-10: Overlay Thickness for Existing Carriageway 7-16
Table 7-1 1: Recommended Layer Thicknesses for New and old Pavement ......................... 7-17
Table 7-12: Pavement Composition for Service Road ........................................................... 7-18
Table 7-13: Pavement Composition at minor Intersections ................................................... 7-18
.................................................................... Table 7-14: Results of Life Cycle Cost Analysis 7-19
....................................................................................... Table 7-1 5: Structural Type Details 7-20
Table 8-1 : Unit Cost Comparison .......................................................................................... 8-2
Table 8-2: Homogeneous sections formulated for costing .................................................... 8-5
Table 8-3: Sample Break-up of Major Road Works for Eccentric section (Rural)
4 Lane on NH7 with zero embankment fill ............................................................ 8-6
...................................................................................... Table 8-5: Abstract of cost estimate 8-8
Table 9-1: Wages of Crew of Buses and goods Vehicles ...................................................... 9-4
Table 9-2: Trips Performed by Non-Working People on the Project Corridor ........................ 9-5
Table 9-3: Mode-Wise Distribution of Trips by Purpose (%) .................................................. 9-6
Table 9-4: Value of Time of Passengers (Rs./passenger hr) ................................................. 9-6
"- Table 9-5: Value of Goods in Transit ..................................................................................... 9.6
A
....................................................................... Table 9-6: ElRR and NPV of Project Corridor 9-7
7
Table 10-1 :
Voiced Toll Rates by Mode . 2004-05 Prices (RslKm) ...................................... 10-7
....................................................................... Table 10-2: Tollable Traffic (Percent of Total) 10-7
Table 10-3: Number of Tollable Trips by Mode (per day) ...................................................... 10-7
................................................................... Table 10-4: Landed Project Cost (Rs . In Million) 10-8
Table 10-5: Results of Financial Analysis .............................................................................. 10-9
Table 10-6: Results of Sensitive Analysis ............................................................................ 10-10
National Highways Authority of India DETAILED PROJECT REPORT
..
Figure 1-1:
Figure 2-1 :
Figure 2-2
Figure 2-3:
Figure 2-4:
Figure 2-5:
Figure 2-6:
Figure 2-7:
Figure 2-8:
Figure 2-9:
Figure 2-10:
Figure 2-1 1 :
Figure 2-12:
Figure 3-1 :
Figure 3-2:
Figure 3-3:
Figure 3-4:
Figure 3-5:
. Figure 3-6:
Figure 3-7:
Figure 3-8:
Figure 3-9:
Figure 4-1 :
Figure 4-2:
Figure 4-3:
Figure 4-4:
Figure 4-5:
Figure 4-6:
Figure 4-7:
Figure 4-8:
Figure 4-9:
Figure 4-1 0:
Figure 4-1 1 :
Figure 4-12:
Figure 4-1 3:
Figure 4-14:
Figure 4-1 5:
.- Figure 4-16:
Figure 4-1 7:
LIST OF FIGURES
........................................................................................................ Project Corridor 1-4
.................................................................... District wise Population Density 2001 2 - 2
....................................................... Annual Growth Rate (NSDP) at 1980-81 Prices 2-4
.......................... Sectoral Contribution to NSDP (%) at Constant (1980-81) prices 2-4
.............................................................................. Land Use Pattern in Tamil Nadu 2-5
................................................................................. Agriculture production in State 2-6
...................................................................................... Minerals Reserves in State 2-8
................................................................................. Industrial Distribution in State 2-10
................................................................................ Tourist Arrivals in Tamil Nadu 2-11
Proportion of Foreign Tourists ................................................................................ 2-11
.............................................................................. District wise Level Urbanization 2-13
............................................................ Growth of Vehicle Registration In the State 2-15
.................................................................... Vehicle registered by Type of Vehicle 2-15
Km 94: Start Point of Project Corridor (end of Krishnagiri bypass) .......................... 3-1
Typical View of Project Corridor in between Km 144 and Km 156 ........................... 3-2
............................................................ Exposed rock in the bed of Ponnaiyar River 3-3
................................................................................. Poor Geometry at Km 147.300 3-3
......................................... Salem-Bangalore Railway line Crossing at Km 144.100 3-4
............................................... Km 95: Poor pavement Condition (Severe Cracking) 3-5
Good Pavement Condition between Dharmapuri and Thoppur Ghat ....................... 3-5
................................................................... Ponnaiyar river bridge at Kaveripatnam 3-6
Rock Strata at Shallow Km 131.700depth ............................................................... 3-8
.......................................... Hourly Variation of ADT (Thopurghat to Dharmapuri) 4-4
............................................ Hourly Variation of ADT (Dharmapuri to Krishnagiri) 4-4
Directional Split (Thopurghat to Dharmapuri) ....................................................... 4-5
Directional Split (Dharmapuri to Krishnagiri) ........................................................ 4-5
Composition of Traffic at Thopurghat to Dharmapuri ........................................... 4-6
............................................. Composition of Traffic at Dharmapuri to Krishnagiri 4-6
Daily Variation for traffic between Thopurghat to Dharmapuri .............................. 4-7
Daily Variation for traffic between Dharmapuri to Krishnagiri ............................... 4-7
Peak Hour Directional Movement of Traffic at Km114.8 (in PCUs) ...................... 4-8
Peak Hour Directional Movement of Traffic at Km115.7 (in PCUs) ...................... 4-9
Peak Hour Directional Movement of ..................................................................... 4-9
Peak Hour Directional Movement of Traffic at Km118.7 (in PCUs) .................... 4-10
Peak Hour Directional Movement of Traffic at Km144.50 (in PCUs) .................. 4-11
Desire Line Diagram for Passenger Vehicles ..................................................... 4-15
Desire Line Diagram for Buses .......................................................................... 4-16
Trip Length Frequency Distribution .................................................................... 4-17
Desire Line Diagram for Goods Vehicle ............................................................. 4-19
four/six laning of Krishnagin to Toppur Ghat Section of NH-7 in Tamil Nadu
. . Figure 4-18:
Figure 4-19:
Figure 4-20:
Figure 4-21 :
Figure 4-22:
Figure 4-23:
Figure 4-24:
Figure 4-25:
Figure 4-26:
Figure 4-27:
Figure 4-28:
Figure 4-29:
Figure 4-30:
Figure 4-31 :
Figure 4-32:
Figure 4-33:
Figure 4-34:
Figure 5-1 :
Figure 10-1:
Figure 10-2:
Figure 10-3:
Figure 10-4:
Figure 10-5:
Figure 10-6:
Trip Length Frequency Distribution .................................................................... 4-20
Hourly variation of Parking Demand ................................................................... 4-23
Composition of Parked Vehicles ........................................................................ 4-23
Past Trend of NSDP Growth. Tamil Nadu .......................................................... 4-25
Past Trend of NSDP Growth. Karnataka ............................................................ 4-25
Past Trend of NSDP Growth. A . Pradesh .......................................................... 4-26
Past Trend of NSDP Growth. Kerala .................................................................. 4-26
Growth of Population of India and Tamil Nadu ................................................... 4-26
Past Trend of Per Capita Income ....................................................................... 4-27
Model for Prediction of NSDP of Tamil Nadu ..................................................... 4-32
Forecasted NSDP of Tamil Nadu ....................................................................... 4-32
Model for Prediction of NSDP of Karnataka ....................................................... 4-32
Forecasted NSDP of Karnataka ......................................................................... 4-32
.............................................. Model for Prediction of NSDP of Andhra Pradesh 4-32
Forecasted NSDP of Andhra Pradesh ................................................................ 4-32
Model for Prediction of NSDP of Kerala ............................................................. 4-33
Forecasted NSDP of Kerala ............................................................................... 4-33
Project Influence Area (Villages within 7 km) ....................................................... 5-2
Number of Trips by Toll Rates for Cars .............................................................. 10-3
Revenue Maximising 'Voiced' Toll Rates for Cars .............................................. 10-3
Trips by Toll Rates ............................................................................................. 10-4
Revenue by Toll Rates ....................................................................................... 10-5
Trips by Toll Rates ............................................................................................. 10-6
Revenue by Toll Rates ....................................................................................... 10-6
CHAPTER I : INTRODUCTION
Chapter I . Introduction
1.1 THE PROJECT
lndia is one of the fastest growing developing nations in the world. India's economy has grown
manifolds in the recent past and likely to grow further as per the present trends registered in the
past couple of years. Increase in the economy has lead to increase of loading on the
infrastructure corridors available within the country. Surge for better infrastructure corridor
facilities for sustained growth of economy has been well realized and recognized by the Govt. of
lndia in line with the rising trends of economy.
The Govt. of lndia (Gol) through Ministry of Roads & Highways (MORT&H) is contemplating to
enhance the traffic capacity and safety for efficient transshipment of goods as well as passenger
traffic on the heavily trafficked National Highway sections. Gol has entrusted National Highways
Authority lndia (NHAI) with the responsibility of improving the quality highways of national
importance. The project under consideration aims at developing Krishangiri-Thoppur Ghat
section of NH-7, located in Tamilnadu state to fourlsix lane divided carriageway standards
including with strengthening of existing two lane.
1.2 NATIONAL HIGHWAYS AUTHORITY OF INDIA (NHAI)
The National Highways Authority of lndia was constituted by an act of Parliament, the National
Highways Authority of lndia Act, 1988. It is responsible for the development, maintenance and
management of National Highways entrusted to it and for matters connected or incidental
thereto. The Authority was operationalised in February 1995 with following mandate:
Primary mandate is time and cost bound implementation of National Highways Development
Project (NHDP), comprising of Golden Quadrilateral (GQ) and North-South & East-West
highways, through host of funding options including from external multilateral agencies like World
Bank, Asian Development Bank, JBlC etc apart from its own budgetary resources.
Providing Road connectivity to major Ports.
Involving the private sector in financing the construction, maintenance and operation of National
Highways and wayside amenities
Improvement, maintenance and augmentation of the existing National Highways network.
Implementation of road safety measures and environmental management.
Introducing Information Technology in Construction, maintenance and all operation of NHAI.
Preparation of Feasibility Study and Detailed Pny'ect Report for
1.3 NATIONAL HIGHWAY DEVELOPMENT PROGRAM (NHDP)
National Highway Development Program
(NHDP) consists of widening and
strengthening of NH sections connecting
four major metros of Delhi, Mumbai,
Chennai & Kolkata, popularly known as
"Golden Quadrilateral" amounting to a total
length of 5846km and improvements to
North-South corridors connecting Kashmir
with Kanyakumari and East-West corridors
connecting Silchar with Porbandar amonting
to a total length of 7300km.
NHAl will act as an employer and nodal
agency for the project preparation and
execution of NHDP. The prime emphasis of
NHDP as stated by NHAl is:
Enhanced Safety
Better Riding Surface
Better Geometry
Better Traffic Management & Noticeable signage
Divided Carriageways and Service Roads
Grade Separation
Bypasses
Wayside Amenities
NHAl has taken up NHDP as a prestigious project and embarked onto it with full vivacity in the
year 1999-00. The actual progress achieved so far is better than what has been estimated
initially.
Status of NHDP as on 31" Jan 2005
Details
Total Length (Km.)
Already CLaned(Km.)
Under Implementation (Km.)
Contracts Under Implementation (No.)
,. .. Total cost of NHDP has been estimated to be Rs. 54,000 Crores or US$ 13.2 billions. NHAl
intends to arrange these funds
. ,
GQ
5,846
Balance length for award (Km.)
NS - EW
7,300'
4480
1366
70
692
840
18
S w m : NHAI, web site
Nil 5742
Preparation of Feasiblity Study and Detailed Project Report for
four/& lanhg of Krishnagiri to Toppur Ghat Section of NH-7 in Tamil Nadu
Total Cost
Likely sources
Cess on Petrol and Diesel
External assistance
1.4 PROJECT TERMINALS
Rs.54,000 Crores
Market borrowings
Private Sector Participation
The project corridor is a part of NH-7 from the town of Krishnagiri, traverses through town of
Dharmapuri before ending at Thoppur in the state of Tamilnadu.
USS13.2 Billion
Rs.Cr. (On 1999 prices)
20,000
20,000
Krishna' refers to 'black' and 'giri' refers to 'hill'. This district is gifted with black granite hillocks
and named as "krishnagiri". The region came under the rule of king Krishna Deva Raya and
hence it might have been named after this king.
US$ Billions (On 1999 prices )
4.90
4.90
Source: NHAI, web site
10,000
4.000
Krishnagiri district is bounded by Vellore and Thiruvannamalai districts in the East, Karnataka
state in the west, State of Andhra Pradesh in the North and Dharmapuri District in the south. This
district is elevated from 300m to 1400m above the mean sea level. Eastern part of the district
experiences hot climate and Western part has a contrasting cold climate. The average rainfall is
830 mm per annurn. March - June is summer season. July - November is Rainy Season and
between December - February winter prevails.
2.40
1 .OO
Dharmapuri district was formed in the year 1965 and is situated in the North westem Corner of
Tamil Nadu. It is bounded by Tiruvannamalai and Villupuram Districts on the east, Salem District
on the South, Krishnagiri District on the north and Kaveri river on the west. The climate of the
Dharmapuri District is generally warm. The hottest period of the year is generally from the
months of March to May, the highest temperature going up to 380 C in April. The Climate
becomes cool in December and continuous so up to February, touching a minimum of 170 C in
January. On an average the District receives an annual rainfall of 895.56 mm. The Soil type
ranges from black to mixed loam; Red sandy soils are seen in Harur Taluk. Black and loam soil
are found in Dharmapuri Taluk.
The project corridor serves for two major districts of Krishnagiri, Dharmapuri and connects both
the district headquarters also. The project corridor is schematically presented in Figure 1-1 as a
key plan.
Preparation of Feasibilrty Study and Detailed Project Report for
Volume I : Main Report
Figure 1-1 : Project Conidor
Pmparation of Feasibility Study and Detailed Project Repori for
1.5 OBJECTIVES OF THE PROJECT
The objective of the study as mentioned in TOR includes the following:
The main objective of the consultancy service is to establish the technical, economical, and financial
viability of the project and prepare detailed project reports for rehabilitation and upgrading of the
existing 2-lane National Highway (NH) sections to Clane divided carriageway configuration.
The viability of the project designed as a partially access controlled facility need to be established
taking into account the requirements with regards to rehabilitation, upgrading and improvement based
on highway design, pavement design, provision of service roads wherever necessary, type of
intersections, underpasses I flyovers I ROB'S, rehabilitation and widening of existing andl or
construction of new bridges and structures, road safety features, quantities of various items of works
and cost estimates vis-a-vis the investment and financial return through toll and other revenues.
The Detailed Project Report would inter-alia include detailed design, social and environmental action
plans as appropriate and documents required for tendering the project on commercial basis for
international I local competitive bidding.
1.6 SCOPE OF SERVICES
The Scope of Services shall thus cover the following major tasks:
(i)
Review of all available reports and published information about the project road and
the project influence area;
(ii)
Environmental and social impact assessment, including such as related to cultural
properties, natural habitants, involuntary resettlement etc;
(ii)(a) Public consultation, including consultation with Communities located along the road,
NGOs working in the area, other statke-holders and relevant Govt. deptts at all the
different stages of assignment (such as inception stage, feasibility stage, preliminary
design stage and one final designs are concretized);
(iii) Detailed reconnaissance;
(iv)
Identification of possible improvements in the existing alignment and bypassing
congested locations with alternatives, evaluation of different alternatives comparison
on technoeconomic and other considerations and recommendations regarding most
appropriate option;
(v)
Traffic studies including traffic surveys and Axle load survey and demand forecasting
for next thirty years;
(vi)
lnventory and condition surveys for road;
(vii)
lnventory and condition surveys for bridges, crossdrainage structure and drainage
provisions;
(viii) Detailed topographic surveys using Total Stations and GPS;
(ix) Pavement investigations;
DETAILED PROJECT REPORT - -
Preparation of ~ea$bIlity study and Detailed hujed Report for
four/sIx lan~ng of Knshnagiri to Tq~pur Ghat Section of NH-7 ~n Tam11 Nadu
(x)
Sub-grade characteristics and strength: investigation of required sub-grade and sub-
soil characteristics and strength for road and embankment design and sub soil
investigation;
(xi)
ldentification of sources of construction material;
(xii)
Detailed design of road, its x-sections, horizontal and vertical alignment and design of
embankment of height more than 6m and also in poor granular soil conditions and
where density consideration require, even lesser height embankment. Detailed
design of structures and underpasses etc.
(xiii) ldentification of the type and design intersections;
(xiv)
Design of complete drainage system and disposal point for storm water;
(xv)
Value analysis I value engineering and project costing;
(xvi) Economic and financial analyses;
(xvii) Contract packaging and implementation schedule;
(xviii) Strip plan indicating the scheme for carriageway widening, location of all existing
utility services (both over and underground) and the scheme for their relocation, trees
to be felled and planted and land acquisition requirements including schedule for LA:
reports documents and drawings arrangement of estimates for cutting of trees and
shifting of utilities from the concerned department;
(xix)
Financial viability of project and financing option like BOT, Annuity, SPV;
(xx)
Preparation of detailed project report, cost estimates, approved for construction
drawings, rate analysis, detailed bill of quantities, bid documents for execution of civil
works through budgeting resources;
(xxi)
Design of toll plaza and identification of their numbers and location and office cum
residential complex including working drawings;
(xxii)
Design of weighing stations, parking areas and rest areas;
(xxiii) Any other user oriented facility enroute toll facility;
(xxiv) Tie-in of on-going I sanctioned works of MORT&H 1 other agencies.
1.7 STRUCTURE OF THE REPORT
The detailed project report has been structured into ten volumes, apart from an Executive
Summary indicating the salient findings of the project. Volume I, the Main Report is structured to
contain apart from this chapter, the following:
Chapter 2. Presents The Socio-Economic Profile Of The PIA
Chapter 3. Presents Appreciation Of Project Corridor
Chapter 4. Illustrates The Traffic Flow Trends, Analysis, Desire Pattern & Traffic Projections
Chapter 5. Outlines Environmental Impact Assessment study done for the project corridor.
Chapter 6. Presents the Social Impact Assessment and Resettlement Action Plan
four/* laning of mshnagiri to Toppur Ghat Section of NH-7 in Tamil Nadu
/
Chapter 8. Describes the updated cost estimates
Chapter 9. Presents the details of updated economic analysis
Chapter 10.Presents the details of updated financial analysis with conclusions
The following are the other volumes of the Draft Detailed Project Report:
Volume-IA: Contains Appendices to Main Report
Volume-ll presents the Design Report which contains two parts as
Part I: Appendices To Part-1 Of Design Report
Part-2 (A): Hydrologic And Hydraulic Calculations For Structure and
Appendices To Geotechnical Assessment
Part-2 (6): Structural Design Calculations For Major Bridges, Flyovers and ROB
Part-2(C): Structural Design Calculations For Minor CD Structures and Underpasses
Volume-IIA: Appendices to Design Report Which contains
Part 1: Appendices to Part 1 of Design Report
Part 2: Appendices to Part 2 of Design Report
Volume-Ill contains the Materials Report
VolumeNA contains two parts
Part 1: Environmental Impact Assessment Report and
Part I Appendices: Appendices to Environmental Impact Assessment Report
Part 2: Environmental Management Plan
Volume-IVB contains Resettlement Action Plan
Volume-IVC contains Structure Acquisition Plan
Volume-V presents the Technical Specification
Volume-VI presents the Rate Analysis
Volume-VII presents the Cost Estimates
Volume-VIII presents the Bill of Quantities
Volume-IXA presents the Drawings of Highway Geometries
Volume-IXB presents the Drawings of CD Structures
Volume-X presents the Contract Agreement
CHAPTER 2: SOCIO-ECONOMIC
, .
PROFILE OF PROJECT INFLUENCE AREA
E% AND STATE
., Chapter 2. Socio-economic Profile of Proiect
Influence Area and State
2.1 INTRODUCTION
This section of NH-7 in Tamil Nadu forms part of the North South East West Project (NSEW), an
important development initiative of the Indian Government. The project road is part of the
National Highway-7 section from km 9210 to 15610 km in Tamil Nadu (hereinafter, referred to as
the Project Corridor).
Roads and highways give impetus to the socio-economic development of a region.
Understanding the existing socio-economic characteristics of the region is a prelude to
assessment of likely project impacts (positivelnegative). The Project corridor traverse through
two districts, viz. Krishnagiri (Krishnagiri taluka), and Dharampuri (Dharamapuri and Palakodu
talukas) has been identified as project influence area (PIA). A socio-economic assessment of the
project state and the project influence area has been attempted in the following sections.
2.2 DEMOGRAPHIC PROFILE
2.2.1 Location and Area
Tamil Nadu the southern- most state of India lies in the lndian Peninsula between the Bay of
Bengal in the east, the lndian Ocean in the south and the Western Ghats and Arbian sea on the
west. The state is geographically situated between 8" 5' and 13" 35' North latitude and between
76" 15' and 80" 20' East longitude. The total area of the state is about 1,30,058 sq. km
comprising of 30 districts.
Geographically Dharmapuri district is located between 11.47' and 12,33' of the North Latitude
and 77.28' and 76.45' of East Longitude of the state. The total area of the district is 9641 sq.km,
approximately 7.4% of the total area of the state. Villupuram and Thiruvannamalai district in the
East, Erode and Bangalore districts of Yarnataka state in the West, Chittore district of Andhra
Pradesh state and Athipalli taluk of Bangalore District by North and Salem District by South
surround the district. The district was divided into Dharmapuri and Krishnagiri recently in 2004.
The two districts combinedly comprise of 5 Taluks and 10 Blocks.
2.2.2 Population
The state population growth rate has declined in a period of six decades. The population has
doubled in absolute terms from 30.1 million in 1951 to 62.1 million in 2001. Both rural and urban
population growth rate has declined between 1971 and 1991. There is an increase in the rate of
growth of urban population during 1991-01 whilst the rural population growth has registered a
4.
negative trend for first time since 1951 (Box 2-1).
,
Pmparation of Feasibility Study and Detailed Project Report for
four/Sx laning of Krishnagin to Toppur Ghat Section of NH-7 in Tamil Nadu
1 The hilly parts of westem and eastern ghats and their
I - v I
neighboring areas have low population density. The
I
I
elevated portion of North Arcot-Ambedkar, 1
5 I I
1 :
Dharamapuri, Krishnagiri, Salem, Coimbatore and , I
Nilgiri districts are sparsely populated.
There are 40 urban agglomerations in the state, due to
- 1
I high concentration of population in high order urban I
I
I settlements.
I
The project influence area has higher annual population growth (2.0%) when compared to state
(1.1%). Amongst the project sub divisions, Dharampuri Taluka has highest growth rate (4.8%)
and population density (597) than the state average and project influence area. This can be
attributed to the fact that Dharampuri, only class II urban centre is located in this Taluka. The sub
division wise demographic characteristics in project influence area are presented in Table 2-1
and Figure 2-1.
Figure 2-1: District wise Population D
Preparation of Feasibility Study and Detailed Pmjecf Repod for
four/six Ianing of Krishnagin to Toppur Ghat Section of NH-7 in Tamil Nadu
-
Table 2-1: Demographic Characteristics of Project lnfluence Area
I Population in Million (2001)
I Krishnagin Taluka 10.4 10.1 10.5
StatelDistrictsITaluka
I Krishnagiri District 1 1.3
Palacode Taluka
Dharampun Taluka
Dharampuri District 0.84
Rural
I Project Influence Area 1 2.1 1 0.4 1 2.6 1 252 1 2.0
I
Population
Density
(plkrn2)
233
Urban
I Tamil Nadu State 1 34.9 1 27.2 1 62.1 1 436 I 1.1
I
Annual Growth
Rate (1991-01)
0.5
Total
Source: Population Totals of Tamil Nadu, Census of India, 2001 and 1991; Note: Figures are rounded of to first
decimal place
267 2.9
413 4.2
2.2.4 Literacy Rate
The state's literacy rate by 2001 is observed as 73.5% (624.1 lakhs population) whereas the total
no. of literates in the two districts as per 2001 census is found to be 1461245 which is around
-
50% of the total population of the district and 23.4% of the total population of the state.
2.2.5 Age and Gender Ratio
There is a decreased trend shown in the gender ratio in the last two decades. The sex ratio in
2001 is 938, which is less as compared to the state average.
2.2.6 % of Vulnerable Groups
The people who belong to SClST communities1 BPU Women households are accounted as
vulnerable groups. As per the record the percentage of SC population is more than ST
population. However, the SC and ST population in the two districts are 4416951 and 59549
respectively.
It can be concluded that the two districts Dharmapuri and Krishnagiri are both socially the least
developed districts as compared to the other districts of the state. The Social Development Index
with its parameters has been presented in Appendix 2-1 in volume 1A of this report.
2.3 ECONOMIC PROFILE
Though agriculture has been the major state's economy but the occupation pattern changes
. &.- gradually from Krishnagiri to Thopurghat. Majority of the population are employed in agricultural
activities followed by tertiary and secondary activity respecti
--
four/six laning of Krishnagiri to Toppur Ghat Section of NW7 in Tamil Nadu
. -
70% of the populations are engaged in primary sector followed by tertiary sector (27%) and
secondary sector (3%) respectively in both the districts.
2.3. I State Income
The share of Tamil Nadu to the country's
GDP is accounted to 7% in the recent
economic statistical data where the state is
the third among all the states in the country.
Figure 2-2 shows the annual growth rate of
NSDP in Tamil Nadu and India in the plan
periods1 . During the Fourth-Fifth Plan
periods, the state NSDP growth rate was
higher than the national average. While the
state average is lower than the national
average during the last three plan periods
(VII, Vlll and IX).
2.3.2 Sectoral Performance
There has been considerable changes observed
in the sectoral contribution of the State's GDP.
The primary sector contribution has gradually
decreased during 1950-2001, while the
secondary and tertiary sector contributions have
increased as shown in the Figure 2-3.
Figure 2-2 Annual Growth Rate (NSDP) at 1980-81
Prices
Chsnp. In 9.stor.I Cont, l butl on o l NSDP (In %) a t
son.t.n, ,,s*o-81) pris.. 1
The following table and figure show the changes
Figure 2-3: Sectoral Contribution to NSDp (Oh) at
in decadal growth rate amongst the different
Constant (1980-81) prices
sectors.
Table 2-2 also depicts at comparing the relative intersectoral growth rate between Tamil Nadu's
NSDP vis-a-vis India's GDP. The intersectoral growth rates are seen to be inconsistent. A sharp
decline is seen in the growth rate of secondary sector for Tamil Nadu since 1970-71.
Source: 1. TN at F i i - A Statistical Compendium (p25), Department of Economics and Statistics.
....
2. TN Ninth Plan document
3.GOI-VI,Vll.V111& IX Five Year Plan documents.
four/six laning of Mshnagiri to Toppur Ghat Sedion of NH-7 in Tamil Nadu
Table 2-2: Relative Intersectoral Growth in Tamil Nadu's NSDP vs India's GDP
- -
(i) Primary Sector
1950-51
1960-61
1970-71
1980-81
1990-91
2000-01
2001-02
Agriculture: Agriculture has been the
mainstay of the state's economy since
independence providing more than 65% of
*
the rural population as their livelihood. It
contributes about 20% to the NSDP.
Among the food crops, paddy, sugarcane
and pulses are predominant. Whereas
Cotton and groundnut are major nonfood
crops. An important feature of agriculture in
the State is the growing pressure on land.
Most of the groundwater and surface water
potential of the state has been exploited.
India
Growth Rate per annum (YO) GDP
Year
Figure 2-4: Land Use Pattern in Tamil Nadu
Primary I Secondary I Tertiary I Primary I Secondary I Tertiary
Tamil Nadu
Growth Rate per annum (YO) NSDP
Figures in brackets indicate contribution of the sector to NSDP or GDP
Source: NSDP Data: Tenth Five Year Plan of Tamil Nadu - An Overview, GDP Data: CSO, National Accounts
Statistics, diffemnt issues. Data on GDP for 2000-Olobtained from www.embindia.ora.~hleconomy
(53.27)
-0.24
(51.98)
-2.62
(39.86)
4.62
(24.85)
-1.12
(22.20)
-2.16
(17.84)
-0.7
(16.65)
The Figure 2-4 shows the land utilization in the state. 40% of the land area is net area sown and
only 15% of the land is non-agricultural in 2001, which has slightly increased to 16% of the total
land in 2003. As compared to the state profile net sown area in Project districts has decreased
from 41% to 34% in 2003 due to poor irrigation facility.
The project districts are agriculturally most developed, where 66% of the populations are
employed in the agricultural sector. Food grains, sugarcane and groundnut are major crops in
project districts. As per the record of district agricultural department, Dharmapuri district stands
first in production of food grains for the year 2003. Other than food crops, horticultural production
especially Mango is major crop in Krishnagiri district. The location of the reservoir plays a major
- -
role for production of food crops and horticulture in Krishnagiri District (ReferFigure 2-5).
(1 3.72)
2.74
(1 7.98)
3.81
(26.1 2)
2.82
(34.49)
0.01
(34.53)
-0.23
(33.76)
0.1
(34.04)
(33.01)
-0.81
(30.42)
1.12
(34.02)
1.8
(40.66)
0.62
(43.27)
1.13
(48.4)
0.2
(49.31)
(55.4)
-0.84
(50.90)
-1.33
(44.50)
-1.54
(38.10)
-2.07
(30.90)
-0.63
(29.00)
(18.6)
2.10
(22.90)
1.70
(27.1 0)
1.22
(30.60)
1.44
(35.30)
-3.78
(24.00)
(26.0)
0.08
(26.20)
0.81
(28.40)
0.98
(31.30)
0.77
(33.80)
3.35
(47.00)
r '
\
:Vntional Highways Authority of India
P~eparation of Feasibility Study and Detailed Project Report for
f i ~ ~ i ~ / s i x laning of Krishnagir; to Toppur Ghat Section of NH-7 in Tamil Nadu
- -~
Figure 2-5: Agriculture production in State
i
Volume I: Main Reoort
four/six laning of Krishnagin to Toppw Ghat Section of NH-7 in Tamil Nadu
Minerals and Mining: The most abundant minerals in Tamil Nadu are limestone, lignite,
granite, clay, gypsum, feldspar, graphite and iron. Besides these, small quantities of gold,
copper, magnesite, kaolin, bauxite, asbestos, etc. are also found. The Table 2-3 summarizes
the mineral reserves found in the state.
Source: Dept. of Minerals, Tamil Nadu (2000-2001)
Table 23: Reserves of Important Minerals
Vermiculite 1951 4389 1829 3979
Figure 28: Minerals Reserves in State
Preparation of Feasibility Study and Detailed Pmject Rapat for
four/six laning of Krishnagiri to Thopw Ghat Section of NH-7 in Tamil Nadu
Dharmapuri and Krishnagiri districts are rich in minerals reserves like Dolerite Dykes popularly
known as Black Granites. The other minerals available in the districts are Multi- coloured granite,
Iron ore, Magnetite, Quartz, Limestone, Vermiculite and Wallastonite. The abundance and
suitability of the minerals make the districts- the most sought after (Refer Figure 2-6).
(ii) Secondary Sector
As already described above, the growth rate in secondary sector income has declined in the past
decades. Within the sector, the contribution of manufacturing has declined, though it is still the
major contributing sector. The current realization rate (i.e. percentage of Memorandum of
Understandings (MoUs) translated to Memorandum of Agreements (MoAs) is however low, at
21.56% as against the all-India average rate of 41.62%.
Textiles and food products are the major types of industries in the state accounting for 40% of
the total number of factories. Other important industries are chemical and machinery industries.
The table shows the status of industrial development in the project districts. In case of the
Dharmapuri as well as Krishnagiri, large1 heavy industries are very few in number whereas the
small- scale industries like food based industries; followed by the engineering based industries
and textile based industries, Khadi and village industries are prevalent in both the districts. The
Table 2-4 below shows the detail classification of the industries present in two districts.
Table 2-4 Small Scale industries In Dharmapuri and Krishnagiri Districts (2003- 04)
SI
( I Classification I Details of Classincation I No. of Units I
4 Electrical
I I
& Lamps, Starters, T. V. Antena, etc.
Electronics 1 1 38 1
.
1
2
3
Food based
Chemical based
Plastic & Rubber
based
I based
5 1 Forest based I Wood Furntures, etc.
6
7
There were total 567 factories registered in the beginning of the year 2003 out of which 42 were
newly added. The total factories are 571 in number in Dharmapuri and Krishnagiri districts out of
which only 390 factories are working properly in the end of year 2003- 04 (Refer Figure 2-7).
Flour milling, Vermialli, etc.
Stone- jelly, Agarbathi, etc.
P. V. C. pipes, Rubber goods, eC.
635
1 8 1 Textile based I Powerloom, Silk reeling, etc.
J
3927
143
102
Leather based
Engineering
based
1365
Source: District Industries and Commercial Office
Animal glues. Leather shoes, etc.
Turning 8 Welding. Cub- board, etc.
45
2401
!V(~tiorrcil Higlr ~ v c i j s Ai/tl~or.ity of'l~rrlicr
Preparatiori of Feasibilitv Study and Detailed ~ r o j i c t Repoil for
four/six lanrng of Knshnag~ri to Thopiir Ghat Section of NH-7 111 Tainrl Nad~!
- ----
Volume I Ma~n Report
-- .-
Figure 2-7: Industrial Distribution '
Preparation of Feasibility Study and Detailed Pmjed Report for
four/six laning of Krishnagh' to Thopur Ghat Section of NH-7 in Tamil Nadu
(iii) Tertiary Sector
The tertiary sector growth rates are comparatively higher in the state as compared to the
secondary and primary sector. All the sub sectors viz., Trade, transport, storage and
communication sectors have recorded a high growth in 1999-2000 at 8.4% and a minimum of
3.5% in 2000-01. Banking and Insurance, real estates and business services sectors have
registered a maximum growth of 21.8 % in 1996-97 and a minimum growth of 8% in 1998-99.
The high growth of 16 % was noticed for the year 1997-98 in the services sector, namely, Public
Administration and Other services.
As compared to all other sub-sectors, the services sector comprising of activities like Transport,
Communications, Financial Services and Real Estate have registered a high growth. It has
emerged as the fastest growing sector with a growth rate of 9.31% in the first four years of the
Ninth Plan. Tamil Nadu was one of the first States to take advantage of the new Information
Technology revolution. The State is also a major centre for Software exports in the country.
There are 865 export companies employing more than 35,000 professionals. Software exports
which were Rs. 393 crores in 1997-98, reached a level of Rs. 3116 crores in 2000-01 and
(despite the recessionary trend), is at Rs. 5223 crores in 2001-02.
The Hardware exports during 2001-02 amounted to Rs. 482.43 crores. Following the
announcement by Tamil Nadu of a separate IT policy in November 1997, several new initiatives
were taken up such as a state-of-the-art IT Park (TIDEL Park) at Chennai, which have given fillip
to the sector.
a. Tourism
Tamil Nadu annually attracts around 11% of the country's total number of tourists. The number of
tourists visiting Tamil Nadu has been increasing over the last 7 years, although the increase is
only marginal. The proportion of foreign tourists has undergone considerable fluctuations. But
overall, less than 3.5% of the tourists are of foreign origin.
Figure 2 4 Tourist Arrivals in Tamil Nadu
Figure 2-9: Proportion of Foreign Tourists
Table 2-5 presents the major tourist destination along the project corridor. Hogenekk
Preparation of Feasibility Study and Detailed Project Reporf for
four/six laning of Krishnagiri to Thopur Ghat Section of NH-7 in Tamil Nadu
and Theerthamalai Temple are the two major tourist destinations.
Table 2-5: Tourist Destinations in Project Influence Area
District
Dharmapuri
I I I I
Source: Statistical Handbook of Dharamputi, 2002.
Tourist Destinations
Krishnagiri
2.3.3 Level of Urbanization
Specialization
Hogenekkal
Theerthamalai
Tamil Nadu is the third most urbanized state in the country (44% of the population resides in
urban areas). 10% increase in the level of urbanization has occurred in the state during 1991-
2001 (Refer Box 2-2 ).
Water Falls
Theerthamalai Temple
Hosur
Krishnagiri
The level of urbanization in the state has
been consistently higher than the national
to 832 over 1991 to 2001), as also the
municipal corporations (from 3 to 6) over th
same time period. There are 26 class IIUAs,
having more than 1 lakh population in state.
Out of these 11 are mono-functional, 10 are
bi-functional and 5 are multi functional2.
Cattle from Hosur
Krishnagiri Dam d Reservoir
The level of urbanization in project influence area (16%) is less than the state average (44%).
Whereas three fold increase in number of urban centres has occurred in project influence area.
Table 2-6 presents the level of urbanization in the project districts (Refer Figure 2-10).
The broad nine industrial categories of main workers have been grouped into six functional
characteristics viz (i) Primary, (ii). Mining, (iii). Industrial, iv) Commercial, v) Transport and vi) Services.
Based on the predominant functions, these urban centres are classifi ctional, bi-functional,
or multi-functional.
Preparation of Feasibility Study and Detailed Projed Report for
Table 2-6: Level of Urbanization in Project Influence Area
--
Krishnagiri Taluka
Krishnagiri District
Level of I Number of Urban Centres
Urbanization (%)
21
Project Influence Area I 16 1 7 1 21 1 +14
Palakodu Taluka
Dharamapun Taluka
Dharamapuri District
1991
2
Figure 2-10: District wise Level Urbanization
14
17
15
Tamil Nadu State
2001
4
Variation
+2
1
1
3
Sourcet Population Totals of Tamil Nadu, Census of India, 2001 and 1991
44
3
1
11
469
+2
0
+8
832 +363
four/& laning of fishnagin to Thopur Ghat Section of NH-7 in Tamil Nadu
Krishnagiri and Dharampuri are the major urban centers in the project influence area with annual
growth rate of 0.8%. These two urban centers are of class II status out of 7 urban centers in the
PIA. (Table 2-7).
Table 2-7: Major Urban Centers in Project Influence Area
I Krishnagiri I 60315 1 &I5B7 1 II I 0.7 I
I
Urban Centres
I Dhararnapuri I 59318 1 64496 1 II I 0.8 I
I Hosur
I 41739 1 84394 1 II I 7.3 I
I Denkanikota 1 18909 1 19328 1 IV I 0.2 I
Growth Rate
Class Size (2001)
(1991-2001)
Population in Million
I Kaveripattinam I 14719 1 14378 1 IV I -0.2 I
1991
I Palakodu I 15853 1 18667 1 IV I 1.6 I
2001
Source: Population Totals of Tamil Nadu, Census of India. 2001 and 1991
The district wise Comparative analysis of economic parameters of Tamilnadu shows that the
project-influenced districts have a very slow rate of economic development compared to other
districts. The detailed analysis economic index has been given in the Appendix 2-2 in volume 1A
of this report.
2.4 INFRASTRUCTURE DEVELOPMENT PROFILE
Tamil Nadu is ranked third in terms of infrastructure development among Indian states after
Punjab and Kerala (Source: CMIE, March, 2001). The Table 2-8 below gives the rank of the state
in terms of various components of infrastructure development. In terms of transport
infrastructure, the state ranks second in the country.
Table 2-8: Infrastructure Development Ranking-Tamil Nadu
Preparation of Feasibilily Study and Detailed Pmjed Report for
four/six laning of Krishnagiri to Jhopur Ghat Section of NH-7 in Tamil Nadu
2.4.1 Transport Infrastructure
(i) Roads and Road Transport
Tamil Nadu has a total road network of 176000 km of which approximately 15 percent fall under
the Project Districts. Approximately the length of the National Highways in Tamil Nadu is 4000
km while the length of the State Highways are 7163 Km. The road length per thousand km2 in
the State is 1,572 as against all India average of 663 kms. Table 2-9 shows the details of road
length in Tamil Nadu and in project districts by surface type.
Table 2-9: Length of Roads (Km) 2001- 2002
(ii)
Growth in Vehicle Registration in Tamil Nadu
Statemistrict
Tamil Nadu
Dhannapuri
The number of motor vehicles registration
has been showing a very rapid growth of
more than 11.4% over the past decade
keeping in pace with a nearly higher national
growth rate of 12%. As a result the existing
roads are falling short in capacity to
accommodate this traffic. More than that
the speeds are getting reduced resulting in
increase in vehicle operating costs.
Source: Statistical Handbook of Tamil Nadu, 2001
Figure 2-11: Growth of Vehicle Registration In the State
Fig. 2-1 1 illustrates the growth of vehicle
registration in the state. The total number of
vehicles registered was 19.2 lakhs in 1991 -92,
which increased to 56.6 lakhs in 2001-02
registering an annual growth rate of 11.4%.
The figure shows that the number of
passenger vehicles registered increased
linearly from 1990-91 to 2001-02, whereas the
growth of goods vehicles was comparatively
very nominal.
Source: Statistical Handbook of Tamil Nadu, 2002.
Passenger
Three Wheelers
Tractors :I%
Jeeps: 1%
Taxis: 1%
Goods Three
wheelers: 1%
T w Wheelers
Buses:l% 80%
Others: 1%
Surfaced Roads
Figure 2-12: Vehicle registered by Type of Vehicle
Among the districts, Chennai recorded the
Unsurfaced
Roads
43574
2273
Cement
Concrete
4297
155
Total Road
Length
176111
9519
Bituminous
106795
5056.243
WBM
21443
1770
Total
132536
6982
highest number of vehicle registered during 2001-02 (13.5 lakhs) followed by Coimbatore with
7.6 lakhs.
Figure 2-12 shows the number of vehicles registered by type of vehicle in 2001-02. Passenger
vehicle comprised a much higher percent of 94% as compared to goods vehicles (6%). The
share of two wheelers registered during 2001-02 was observed to be 80%, with cars comprising
a very small share of 9% only. In the category of goods vehicles, trucks showed a composition at
3% (Refer Table 2-1 0).
Table 2-10: Motor Vehicles on Road in Project Districts
(iii) Railways
The efficient railway network accounts for a large share in movement of bulk cargo such as coal,
2002- 2003
150130
2931
575
3169
874
551 9
1473
168399
iron ore, etc. as well as finished goods. At present, the railway route length in the state spans
1999- 2000
103204
1777
84 1
1577
960
4607
979
1 13945
4177 km. In Tamil Nadu, the rail length per 1,000 sq.km is 30.9 km as against the all India
1998- 99
83830
1562
628
1470
905
3908
963
93266
Vehicle Type
Motor Cycles, Scooters, Mopeds
Motor Can including station Wagons,
Jeeps
Taxis, cabs, omni buses
Auto rickshaws
Stage carriages
Goods vehicles (LCV, Lorries.
Articulated Vehicles, etc.)
Misc. vehicles (Tractors, Trabers
ambulances, service vehicles, school
buses etc)
Total vehicles
average of 19.01 km (Refer Table 2-1 1).
1997- 98
66821
1421
533
1246
928
3700
2993
77642
Table 2-11: Railway Network in Tamil Nadu
Source: Southern Railways, Chennai
The Salem and Bangalore broad gauge line are passing through the project districts for about
192.4 km.
National Highways Authoriv of India DETAILED PROJECT REPORT
four/six laning of Krishnagiri to Thopur Ghat Seclion of NH-7 h Tamil Nadu
The comparative lnfrastructure Development lndex shows that the level of infrastructure facilities
are seem to be high in the project influenced districts as compared with other districts in the
state. However, the district wise Composite Development lndex of the state depicts that the two
districts Dharmapuri and Krishnagiri are the least developed districts. The details of all the
indices are attached in the Appendix 2-3 in Volume 1A of this report.
2.5 PLANS AND POLICIES OF THE STATE
2.5.1 Tenth Five Year Plan (2002-2007)
In line with the national growth objectives, Tamil Nadu's Tenth Plan envisages an 8% GDP
growth rate per annum during the period 2002-07. The state has announced a 15 Point
Programme as the road map for development during the Tenth Plan. This includes:
Evergreen Revolution in the agriculture sector;
Achieve 100% food security in the state;
Livestock security to enhance its role as supplementary income of rural households;
Water security through surface and ground water recharge, rainwater harvesting for all
households;
Health security through provision of better facilities and imparting health education;
Livelihood security through enhanced agricultural production in rural areas;
Shelter security to both urban and rural areas;
Ecological security through conservation and enhancement of life support systems like land,
water, forests, biodiversity ocean and the atmosphere;
Energy security by building sustainable energy systems (wind, solar, bio gas and bio mass);
lnfrastructure for development;
Encouraging literacy and technocracy;
Preserve cultural heritage of the state;
Promote gender equity;
Encourage welfare for the oppressed classes; and
Technological leap frogging through thrust in research in areas like biotechnology,
information technology with the objective of increasing employment and investment potential.
The state has set monitorable targets for the Tenth Plan period. Box 2.1 presents some of the
key output figures for the state during the Tenth Plan period.
~Yutiorzul fIighrvriys Antlzoritj! oj'lrzdia
Preparation of Feas~biiity Study and Detailed Project Report for
rour'..;~ fairing of Kr/shnagirr to Thopur Ghat Section of NH-7 in Tarn;/ Nadu
ni c grow urn with
wth
e econor
in the T< i and 4% per ann
n Agricul ture and Allied S ectors.
I nt requir rores, of ?s. 40,000 crores as State Sector
outlay, Ks. 48,OOU crores as Central sector outlay anb tne remaining Rs. 1,74,502 crores
f Foreign 1 vestmen.
~ which F
. ..
t Rs. 2,t
A
. .
rorn Priv ate and I
- E --- -.
ts.
1.. L.. on
1.
bouml ny u, par capita i ncoi r ~r ul i'arnil Naou uy LU
Widening
2eductia
I of lax-b
n in sub:
~g cclllec
strative I
r . To bring d m vnernpfoyn
2000 to 6% by 2001 and to near zero K J ~ zr
daily st2 nent rate current
Fore!
L 5 a Increase ano sraollrse roresr area cover irom present 17,6% to 25*! by ~u IL and also to
f tree mu
sthet roa rds to all habitatic
II; be the
1 and abc
d goods
Ins with population of 50C
top ranking manufacturn I * 1 r In India
ano WIII couole Irs export earnrngs.
+ By the year 2010, all v~lla 'amil Nal t. a trunk mad, tl 3
and Intenel connsctivitv. a ~ L . I I W L ~ . clean wdrcr dl IU >dl I I I ~ U W I 1, d village health wor Ker, and
11
3y the yt
> ill i
I, Tamil I Nadu wil
du will p
... ..&A+ A.
DC~I SB!?
l y the ye
> .
nent.
- - -
iadu will
. - -
not only India. bu
, Tamil h be the I the field
vill also t
~Yatfon gm
-.. *-A.,fl
a. home
.- - 4 -7,
to hall tb
I I - - . . . .
y LU i -1 ano la establish 1
Source: www hi.q0~.1n..8oc~ter:t17pl~7n~(lefn11If./~ln~
2.5.2 Mineral Policy
The objective of the state mineral policy is " to undertakebacilitate scientific exploration, optimal
exploitation, judicious conservation and revenue maximization in an industry, eco an citizen
friendly policy framework". The industries Department (at Government level) and the Departmen,l
of Geology and Mining (Department level) are in-charge of the mineral administration in the state.
Major initiatives to develop mineral resources of the state have been taken which primarily focus
on optimum resource exploitation and utilization and technological
iVatiunul Highrvuys A uthority of Indiu
Preparafmn of ~easTb11,t~ stCdy and Defa~led project Report for
four/slx Inn~ng of Krishnagir! lo Tfiopur Ghat Secbon of NH- 7 ln Tamil Nadu
Volume I Ma~n Report
:les for ic
mcnt of (
len tifyrnc
3~p0Tf WI
j new mi
orthy grz
neraf occ
We dep
s in t he !
Salem ar napuri di
nical stu
sal of lin
dies in ti
lestone (
al and Nitgiris;
in Southern and western districts of Tamil
ology an
ction in
,n of GIS
I increas
~d Mining
future b; ;e miner 3 illicit 'tr
unlawful mining of minerals.
Source h t t l ) . ~wv / tnnline :I? nlc ~i / About Ds h t m
2.5.3 Industrial Policy
The State Government plans to undertake second-generation reforms that would include
strengthening of infrastructure including availability of quality energy, labour reforms, fiscal
reforms and business deregulation. The objectives of the Industrial Policy 2003 of the state
include (Refer Box 2.3):
ation of 5
veness.
;trategy 1
The sta
to facilita
te will p
~t e new r
ramate f
:wing ca
Direct In
Improved
~fadu ring
lieding bi
~t into nc
lsslst thr
he high!!
g industr
titive dor
i al base
nestic ar
to consr
~d exporl
and pran growth i~
-
nut@ its eficient
! public j create
: infrastn
r private partners
Foreign c
- - -
hips anc
apital fol
that en an environment
5
..-A- - . . . . . - -
~ h r e building
- - - - - ---..~----- = - - - - -- ---~-
..... + - . - a...
Box 2.3: PoIfcy Highlights
~.
~ -.. - . . . - - - - . - . . . - -
al dome!
- - - -
~t i c and I
- -
E 7
Inrrasrmcrure vevelo~rnenr mar 0 ro spell our creany policy ana pr waur e tor ~nvoivernent of
I
F xtar invt of infrast
setting
. . .
in variau
b -.. :-A:+
1. An infiaslructure fund with , , I I I I I L I , , WIUU. of INR iw rrures WIII ue Gr e a t =
Jpgradat
hirnbatc
Internal
- I
i y, Mad ~d also
. a -
airports urai and
Jpgradat
ncrease
ion of Ct
of faciliti
~ennai and Ennore pons I
es at Colachel. Cuddalort
by the G
3 and NE
enrral bavernment;
tgappatlinarn by the Slate Govern
density I
>r to be t
raflific car
mat ed I
TI ~OG;
inking C
Yidening of high
T corridc ; i x lane I
.&-.
hennai C :ity to thr ?i IT park : and the
I
1t Day area:
!Vatiolzal High ways /I utltority of India
Preparabon of Feasrb~lity Study and Detailed Project Repoii for
DETAI LED PROJECT REPORT
Icur/six laiiilig of Knshnagrn to Tbopur Ghat Secl ~on of NH-7 in Tamil Nadu
- ~ d d i t i o 5 0 ~ e r
ul ~stnal parks of the state;
Pr
ated on par with parks
promotea Dy Government agencles In respect of Stamp duty,
FI
Nu LnlcrryIrry UI erIIry lax UII IrrIpuris Irurn auruau fur rrianulaururlny unlis In r am11 ruaal
In ation statute to be enacl -wide fa
window ao~roval s at state and distr~ct levels and for simolification of b~ull-t~dn forms
RI
For assfsrkng rne S M~ S , a cemre ~n coilat3orallon wlln ano managea oy lnausrry WIII De ser: up
to
Wi
p~tJ111~lll tU I f I f IRJVdLll
;, Agr~ ez les and special parks;
1: f cessary ~ n r ~ a we s W I ~e l a k n KI ass~sl expoders to seek ra:~maization of policy and
nmon infrastruct~
---- I
I n of infr aslructur
forming
'e and irr
to gove8
iproveml
rnment !
ent of se NI C~ S in
tions wil
the indu
II be tre ~r ks con.
. -
etc.
s;
L. _._ -
nance te
-. A-.. --
ation of i
-- - J t- -
rms t o f i ~
-- -I - - a,
usiness ied to pr
.-..l:-~+:.
Ir single
. elc:
ing of P:
. E n -
focus a
3ste ma:
- - - +: r r r
m e bas
ologies,
nology P
11 proble
I, technc
~ g , techr
lita at ion,
on, and
JI I,
rel Park:
... .
of Appa
. ... ..
:purl zon
I issues t then con
Source: h; t ~. / , ~r. ~1~w. t rdco. ~' ori i
C
-
2.5.4 Tourism Policy
The Department of Tourism and Tamil Nadu Tourism Development Corporation (TTDC) is
responsible for tourism development in the state. The objective of the policy is to evolve a
Government led, private sector driven and community-oriented framework. The policy aims to
increase the tourist inflow to 10-1 2% from the present 4-9%. Exploitation of tourism potential with
the aim of enhancing employment generation and poverty alleviation is another major pollcy
objective. Promotions of eco-tourism, extensive use of information technology are the key areas
of the tourism policy (Refer Box 2.4).
and sho
duce IOU N throug
rketing;
. . . *
~g oi rourlsl lnrotmarlsn centres in atnsr sr;
~trnent of
rinq of documentaries at aublic ~11;
ng agenl ts in loca
. . . .
ad:
Vbl WVI
World
Lavncl
. ,
t circuits,
National Highways Arrihoriiy ofIndia
Preparation of Feasibrlity Study and Detailed Project Rep00 for
four/six laning of Krishnagiri to Thopur GhatSeclion of NH- 7 in Tamil Nadu
-
s private
each to1
! tourist
.
package
ion
with An
Pradesh
tH-r-.
larnatak,
Developmen! Corporalton & ~ l l a 3 ~ 1 ,611. Oelhi a 1 r ~ r vrl aad rub
OR I I ~B mo~mg ~aci ~~i [ es r ~ r rne [ours ana accornmoaar~on rn norels run oy I t UL ro ne rnase
3, India
*-.-I n.
S o u , ~ c ~ /?tip .' ~WWV Tam11 lvadrltounsrn org
2.5.5 IT Policy (2002)
Tamil Nadu has in the past decade emerged as a center for IT investments in IT services and IT
enabled services (ITES). Steps have been taken in the past to use IT as an active tool in
enhancing productivity, transparency and efficiency. An IT friendly environment has been created
for all stakeholders of the new digital economy. The key policy objectives of the state include
(Refer Box 2.5):
f ardwar~
iapter Ill
A--
m7f
le the qu
'F! use of
! units v
of the T,
m x
fe for t h~
mm
1 citizen:
!e in the
Tamil in
vi l t requi
amil Nad
rg the re1
; under 1
z Motor
+.F.:l-.*
rural are
lave bat
:-A*-*
re clear
lu Shops
gisters a
:he Oper
L n
Vehicle:
as so as
ent initla
tion Tecl
-- -
ance as
; and Esl
nd farm:
7 Space
enable
e the dig
i e indus
- :-J
ble). ext
%~ls Act
rnd IT a1
- -
I
733zER
* TI i e-gove
GVVC:IIIIIC
TO empm
To develop research and d
TI
l - - . - -.-. -, - + - - --. - - - - - - --- ---. -
7 * . -
&x 25: Key Policy Highlights
. . - - - - -
* Sj lble unrestricted
~ U V E ~ I I ~ . I I ~ WI L ~ U I L ~ I ~ U U I ~ I T ~ G I I ~ , edby S=LIIIICJ up 0 1 I I I WU S L ~ ~ U ~ W I I I I ~ , arid rnfrastmcture
U
u-
c f
lhry d i m I r
Physical It lopment
Control rulca. r 333 of GMC
AI
P T l v d t r ~ y VWI ICW UI III I I VU~ GZ.
-
ital divid
?mpl i ~nf
and perr
;R) rules
i from U
nissian t
under l l
lplica t tor
-
1s in the
ie pravi:
o self ce
ke use of hired
National High ways A ~i hori t y of India
four/six laning of Knshnagiri to Thopur Ghat Section of NH-7 in Tamil Nadu
' . Tf n~e' nl r i G in'iKe l& of sGpar5 tGfas k-ftjned on -+er securitj.. preventioh-67
6:
s
H rng In cornpuler!
In
Vdrlwu> W I I I U U L ~ I ~ L ~ ~ I U I I prvjecrs execurea In uovernmenr oepartments like transporr,
registratio l ax and education need to be integrated for effective
Plans havw uevrl made to introduce Electronic Delivery of Services (EDS);
P
ktablishe~
liven:
ies and I
pornotion
ructure b
ives hav
wi l l be es
e been
sic train
- - I A _ -
!source
j in all sc:
developr
;hoofs frt
nent init
lrn the h
iatives i~
igh scho
7 the for
ol level.
- A :- ,-
j will be
- 2
. .
4- - - -
n, sales
- L--- -
service delivery.
fily lo rur
-
at areas
Source: h ftp://wmv. tn. qov. in/misc/rt-inrhatives. htm
2.5.6 Agriculture Policy
Ensuring increased agricultural production and farm family income on a sustained basis in
addition to the quality farm produce is the main objective of the policy. Exploitation of untapped
production potential, dissemination suitable technologies in rainfed areas and create green cover
!n wastelands are the major mechanisms through which agricultural development is endeavored.
Popularizing Integrated Pest Management, Promoting organic farming to protect the
environment, micro irrigation, bio-fertilizer usage to reduce cost of cultivation Wasteland
Development and "Broad Based Extension" for increasing the farm income, and ensuring
J
remunerative price to the farmers for their produce through 'Uzhavar Santhai' are the areas for
which special thrust is given by the Government so as to achieve "Ever Green Revolution" in the
State. The objective of Tamil Nadu Government on the agriculture front is to achieve the goal of
"Doubling Food production" in the immediate future (Refer Box 2.6).
Scientific
ecological
approac
balance
h taking
, based c
efforts
In the re(
for uplifi
quiremer
al econc
JC zones
)my and
rn
To march L U W ~ I U ~ ~ U L U I I U yreen revauuan oy lncreasrng pronucovlry, proounron ana
P 1
Irnpfernentatron of farmers welfare schemes 03 IILITUI~LYU ~ d l ~ t s h e d ~ ~ V C I U ~ I ~ I ~ . ~ I L + land
rn
m
anagem
anure),
.----.--I
ent, dev
bio fertif
---A -
ter resol
a,
rganic fi
,al waste
8 .
arming (
3s, bio 1:
. .
especial
~csticide!
ly use c
5 and p:
~f green
arasites.
inregratm pesr managemenr, remunerauve pnce ro agnctllrwnl proouce. processing, value
3 agricul
~norni c i r
with a
-
view to
duce, promatior ps with
3lfty. lent, besides rum pruspc
National Highways Authority ofIndia
Preparation of Feasibility Study and Detailed Project Repori for
four/six laning of Krrshnagiri to Thopur Ghat Section of NH-7 in Tamil Nadu
2.5.7 Water Policy
-
The Institute for Water Studies has drafted the water policy. The lnstitute for Water Studies is the
implementing agency of this policy. Within the framework of the national water policy, the broad
objectives of the water policy in Tamil Nadu are (Refer Box 2.7):
srablish
nsure pr
for wate
ter aesac
rn (MIS)
sting wa
ng wader
I rn
Plan for augmentation of utilizable water resuurws.
I
Promote research and lraining facilities for wafer re! nent.
allocatio
tghest pl
.r.. - . .
zs for w:
- - r. r . .
of drinki
-. ...
stablish
alng of 1.1
,-
Iter use I
. .- g-.
1 . Maxirnrre mus-purpose oenenr worn sunace ano grouno water, iand ano orner resoul
water fo tit users
0 Maxjrnize hvdm - nower ameration within Ihe constraints irnoosed hv other water use
l a
I Preserve ano ennance m e econornlc ssnerlm.
!d stand:
----- '
*
PIVI IIVI+C CUUIIV ~ I I U 3Wbldl juaur..w ~ ~ I I L HI L J ~ 3 ~ ~ 1 5 VI W ~ ~ F I I I VI I I 11 I I UQ~I VI I QI LU U V I ~ I C ~ ~ ~ C water
I s1
wse wht 3 benefit P
born p w~
Provide Rt
fan fare and Ons stainabili ity baser:
. *
I upon t h ~ l e that tl
rcts and
3od protf
**-- -*.
uid also
ge.
programmes sna
sction and dralna
pay ror rnern.
1 Pmrnote LJWCL 3 paitidpation in all aspecls of water planning and managemen
Provide mechanrsms for the resolutron of conficts between users wrthln and behveen tntrastate nver basrns
CHAPTER 3: PROJECT CORRlDOR
Chapter 3. Project Corridor
3.1 INTRODUCTION
National Highway-7 is one of the prime
arterials of the country, connecting extreme
south end of the country, cape comorin with
central and northern parts of the country.
NH-7 travels vertically north south for most
of its length and bisects country into almost
two equal parts in the lower half of the
country.
Apart from being major trunk road of the
country, National Highway-7 acts as one of
the most important prime arterials of
Tamilnadu state, traversing from north to
south at the center of the state. It caters to
most of the interstate and intrastate traffic
movement originated and destined to
southern and western parts of the state from
various parts of the country. The present
section of project corridor between
Krishnagiri-Thopurghat (km 92 to km 156)
runs through two major districts Krishnagiri
and Dharmapuri of the state and connects
both the district head quarters
The start point of the project corridor at
Krishnagiri town forms an important junction
of NHDP between Golden Quadrilateral and
North-South Corridors. The section of NH 7
between Bangalore-Krishangiri forms a
common portion for GQ i % NS corridors and
from Krishnagiri, GQ takes NH 46 towards
Chennai and NS takes NH 7 towards
Kan~akumari- Thus this junction at ~igunt 3-1: Km 94: Start Point of Project Corridor (end
Krishnagiri towns gets prominence and a of Krishnagiri bypass)
straight unidirectional flyover has already
been constructed at this junction to cater for Bangalore-Kanyakumari traffic on NH 7 as a part of
- -f -
improvements to GQ. However, this flyover does not cater for all directions of traffic and signals
have also been introduced below the flyover. Four laning of NH 7 is
junction towards south up to the end of flyover approach at Km 94.
i
: \
- I i
Natimnal Hi;ehwup Au'fhorify of India
Prepamlron of Feasrbrllty Sfudy end Oetatleb Pq'& Reparf for
rbur/s* lan~ng of %st?nagm lo Tappur Gh~r Semm d NH-7 in TamR Fladu
Volume I: Main RepoR
present section has been considered as km 94+000. Chainage of the project corridor increases
from Krishnagiri 94+000 to Thoppur Ghat Section 156*000.
Dharmapuri is a major settlement on the corridor, which acts as major originldestination to local
traffic plying on the corridor. Substantial amount of local traffic exist within the town limits causing
traffic congestion. Heavy goods traffic is presently being diverted away from the town between
Km 134-Km 144 using available road network of MDR and SH around the town. Accordingly
entire length of corridor can be divided into two sections as:
Km 94-Krn 132.5 between Krishnagiri - Dharmapuri
Km 132.5-Km 156 between Dharmapuri -Thoppur Ghat including Dhannaputi bypass
3.2 ROAD INVENTORY
The project corridor traverses through very
fertile lands in the initial sections between Km
94-Km 110. Beyond Krn 110, it runs through
agricultural lands up to Dharmapuri town at Km
134. End sections of Project corridor between
Dharmapuri-Thoppur Ghat runs mostly through
barren lands with intermittent agricutture lands.
Project corridor traverse through plain terrain
-,
conditions for most of the length except for a
few sections at end where terrain conditions
becomes rolling to undulating. It has a two lane
7.0 - 7.5 m wide caniageway with varying
width of shoulders from 1.0 -1.5m on either
side.
Figufe 3-2: Typlcal Vlew of Project Corrldor In
between Km 144 and Km 156
Paved shoulders of 1.5m width have been observed at several parts of project corridor
intemittently, at locations of ribbon developments and settlements. About 37% (22.65 km out of
62 km) length of project corridor is having Paved Shoulders; the locations of existing paved
shoulders are given in Table 3-1 below:
Table 3-1: Details of Existlna Paved Shoulders
Pmpmbbn of FeesIbHity W y and Oetailed ProJed Report Ibr
Ibur/sx laning of K~Mtaeghi to Toppur Ghat Seclion d NH-7 in Temil N8dU
Volume 1: Main Report
The project wrridor generally has
embankment height varying from 0.5-2m
except at major bridge approach of Ponnaiyar
River at km 10310 where embankment of
around 4m has been observed. Almost of all
the water bodies along the project corridor are
in dry state with no water. River Ponnaiyar
has a very wide course of 200m across the
corridor but has narrow and shallow
watercourse within. Exposed rock is seen in
the bed of Ponnaiyar River.
The project corridor bypasses the town of
~lgum 3-3: rock in th. m d p0n-r
Kariamangalam between Km 114.800 - Km ~hier
118.700 with a two-lane bypass. Along this bypass, no major settlements exist except few
roadside hotelstdhabas where truck parking is a common phenomenon. The bypass crosses one
MDR and a SH within a short distance of 1.4Km along the bypass where at-grade junction
improvements with islands have been observed.
The Project corridor has fair to poor geometry
with several sharp curves and reverse curves
- C. between Krishnagiri and Dharmapuri. Fatal
accidents occur in this section quite often
because of poor geometry. Several curves
'
have insufficient sight distance and do not -
confirm to design speed of 100Krnph.
Reverse curves have very low tangent lengths
between two consecutive curves and
provision of super elevation appears to be in
sufficient at such locations. On the amtratv.
- c.
~ -
. 3.
. .. , - . . , .
the end sedin between Dharmapuri and
ngum 3.4: poor geometry at ~m 147.300
Thoppur has good geometry confirming to the
standards of IRC for a design speed of 1OOKmph. Corridor has smooth vertical gradients for
most of its length except for very few locations where they require some correction. Extra
widening of curves has also been observed at some curves. Smoothening of curves at following
locations may be necessary during the project preparation.
Table 3& Locations of Poor Geometry
- -
Nationul Highways Authority of India
Prepmation of FeesbUity Study and Detailed Projed Report Ibr
burlsix taning of Krishneglri to Twpur Ghat Secbbn d NH-7 in Tarnif Nedu
The project corridor crosses Bangalore
Salem railway line on south of Dharrnapuri
town at km 144 with an at-grade level
crossing. It has been found from local
enquiries that the number of gate closers in
daytime is 8 and in nighttime it is about 10 to
12. There are several intersections with
various categories of roads along the
corridor. Amongst them, nearly 10
intersections are of primary importance with
- -
SH, MDR and junctions at existing bypass
- -
locations with old NH. In addition there are 9
I
I
- -
intersections of secondary importance with
Flgum 36: Salem-Bangalom Rallway llne
ODR and village roads, where good amount
Crasslng at ~ r n 144.100
of motorized traffic exists. Remaining several intersections are with local roads in urban
settlements, village roads and earthen roads leading to fields, which are of lower significance in
terms traffic canying capacity. Details of Road Inventory survey carried out are presented in
Appendix 3.1 in Volume IA of this report.
Agriculture is the predominant land use along the corridor. Several educational institutions, fruit
processing industries, mango plantations have also been observed along the corridor. There are
many settlements and ribbon developments on the corridor. Generally commercial and
residential land use is seen in most of them. Details of urban areas and settlements are given in
Table 3-3.
Tabk 3-3: Urban Amaa alona the Proiect Corridor
Dhamtapun. Aad~ yarnankottal and
Prepamion of Feesibit& Study and De(erled Pmj& Rejmd fw
Fwr/six Ianning of fishnegiri to Toppur Ghat Section of NH-7 in T e d Nedu
-2
3.3 PAVEMENT CONDITION
Pavement condition survey has been carried
out on the project conidor by visual
observation of basic pavement distresses
indicators. Predominant distresses like
cracking, raveling, and extent of patching
have been noted as percentage area for
every 1OOm length of road. Number of
potholes for each 100m length has also been
noted. Apart from these distresses, Edge
breaking as percentage length affected has
also been noted for every 1OOm along the
road. Condition of the unpaved shoulders
was also assessed in terms of shoulder drop-
off and depressions on shoulder. Sections
with excessive bitumen flow, bleeding and up
heaving were also noted during the surveys.
Residual sttuctural strength of the existing
pavement was separately assessed by
Benkelman Beam deflection measurements.
Wheel path rutting in millimeter has been
measured with straight edge along with BBD
survey.
Data collected during the surveys is
presented in Appendix 3.2 in Volume IA of
p-, 4
'- - -
C) - .* * : 7 y ; ; 4 , . : -
a . =~ti;;" , . . :..--;d C b ' 1 - .. * i-1
,.-!.-
*..,
t , : . :.::A%
7. , .
this report. Individual distress noted for every
~l~~~ 3-2 ~ a o d pa- C d m n
1OOm length of road has been averaged for Dhannapurl and Thoppur Ghat
Kilometer length. The extent of cracking, patching, ravelling and Total Distress has been grouped
into 5 categories based on the percentage area of distress as <5%, 5% - 15%, 15% - 30%, 30%-
50% and >SO% and tabulated in Table 3 4 below.
Table 3-4: Variation of Pavement Ms t r e ~ along the Project Corridor
I Total I 62.
Krn
Preperabbn of Feasbilify Study end Deteiled Pmject Report for
kvr/srx l anrnr&~shng$ri lo ropplrr Ghoi S~chan ob NH- 7 m TamllNadu
----
r
Rut depth data collected during the survey is presented in Appendix 3.3 in Volume IA of this
report. The extent of the rut depth has been grouped into 3 categories based on the rut depth, as
<5 mrn, 5-10 mm and 10-15 rnm. Graphical representation in terms of PIE diagram has been
presented below.
Varlatlon of Rut Depth along the Project
Corrldor
<5 rnm
10-1s m m D%
31 %
Omrn
69%
~~mm. 5~0
-- --
The overall condition of the pavement is good to poor condition. The sections between krn 94
and krn 134 appears to be in poor condition as the pavement has developed various kinds of
distress like crocodile cracking, raveling and severe patching in few km along the wheel paths.
/
Cracking has been the predominant distress in this section. Mainly top down cracking has been
seen rather than cracking from bottom of the surface layer. Patching has been predominantly
seen in sections between Km 103 - 104 and Km 130 - 134. The sections between Km 134 and
km 156 appear to be in good condition because of recent overlay as the pavement has no major
visual distresses.
3.4 CD STRUCTURES
Bridges are the vital infrastructure elements of a
highway network. Maintaining serviceability of
IC
1
. --
bridges and consequently retaining their level of
I ! " d ,
reliability during their lifetime therefore deserves high
priority from techno-economic considerations.
3.4.1 Inventory of Stnrcfures
With the aim to assess and appreciate the existing
condition I characteristics of the bridges and CD
"
structures along the project corridor, and particularly
Flgure 38: Ponnalyar river bridge at
Kaverlpatnam
to visually inspect the bridges & culverts, a detail
condition survey was carried out by the key professionals of the Consultants during the month of
February 2005 and following are the main objectives:
iburIsiw lanlng oFKrishnagln to Tmur G ~ I I Sechon HNH-7 m Tadl Nadu
To identify actual and potential source of trouble and propose remedial measures.
To ensure that the existing bridges with repairlrehabilitation are fd for use and structurally safe.
The bridge inventory has been prepared based on condition survey, which consists of main
administrative and technical data for each bridge such as name, location, type of road,
construction data, technical data (foundation, substructure and superstructure), length, type of
material, carriageway width, type of structure, flooding data etc
The inventory survey conducted on the corridor revealed that there are 148 structures on the
project road. Out of these, 1 number is a major bridge (Total length 60.0 m), 11 numbers are
minor bridges (6.0 m < Total Length < 60.0m) and remaining 136 numbers are culverts. Out of
136 nos. culverts, 85 nos. slab culverts, 51 numbers are pipe culverts. The summary of the
structures inventory is given in Table 3-5 to Table 3-9 for individual structures.
Table 3-5: Structural type details
- -
1 3. 1 Slab Culvert I 60 I 25 I 85 I
No.
1. I Major Bridge I 1 1
Type of Structure
2. 1 Minor Bridge I 9 1 2 I 11
4. 1 Hume Pipe Culvert
Total no. Of Structure
RCC T-girder and Slab 1
Table 38: Details of Existing Major Bridges
Table 3-7: Details of Existing Minor Bridges
Krlshnaglrl to start of
Dharmapuri Bypass (Km
94.000 to Km 132.500)
43
113
Sr.
No.
Structure Type
Krishnagiri to Start of Start of Dharampuri
Dhararnpuri bypass bypass to Thopurghat
Start of Dharmapurl Bypass
to Thopurghat (Km 132.500
to Km 156.000)
8
35
Structure Type
Total no
of minor
bridge
Total no. of
Structure
51
148
RCC T-girder and Slab
Krishnagiri to Start of
Dhararnpuri bypass
RCC Solid Slab 7 1 8
Total no of minor bridge 9 2 11
Table 3-8: Details of Existing Slab Culverts
Start of Dhararnpuri
bypass to Thopurghat
Total no
of major
bridge
National Highways Alrihority of India
Preparelion of Feesibility Study and Detailed Pmj w Report for
bur/& lening of Wne gr i i to Toyywa Ghat-- of NK7 in TamHNadu
Vdume I: Main Report
Table 3-9: Details of Existlng Hume Pipe Culverts
1
Krishnagiri to Start of
Dharampuri bypass
The Inventory of the existing structures, their dimensions and apparent conditions of the
structures together with preliminary recommendations regarding the repair/ reconstruction/
widening are presented in Appendlx 3.4 in Vdume IA of this report.
1
2
Condition suwey of all the structures has also been carried out by visual inspection. Photographs
have been taken of the critically distressed components of the structures and have been
presented in Appendix 3.5 in Volume IA of this report.
Start of Dharampuri
bypass to Thopurghat
3.5 SOIL CHARACTERlSTlCS
Total no of minor
bridge
Pipe Culverl
-
Pipe Culvert
The project corridor generally runs through fertile - - - . --
agricultural lands. For most of the length in the
stretch between km 94 and km 135 soils appear to
-/--
-
be sandy loam whereas in other stretches soil
appears to be lateritic in nature where the adjacent
Total na HP Cutverts
lands along the corridor are having open lands or
mango plantations. It was observed that rock is
available at shallow depths along the corridor.
750
-
900
Quarrying operation has also been observed at km
105.0 on west of the conidor. In general it appears
that there is abundant amount of hard stone
material along the corridor and there would be no
dearth of other material for constructii.
-
3.6 SOCIAL AND ENVlRONMENTAL
FEATURES
9
34
-.
- L - 7
Flgure 3-k Rock Strata at Shaltow Km
131.700depth
43
3.6.1 Natural Envitvnment
1
7
The baseline environmental and social profile of the project is discussed at the district level to
have overall scenario in terms of the indirect influence area of the project. The information
presented in the following sections refers to Dharmapuri district, which in 2004 is split into two as
P
Krishnagiri and Dharmapuri districts. The project corridor thus passes through two districts,
-2-
Krishnagiri and Dharmapuri and through three taluks Krishnagiri taluk (Krishnagiri District),
Palakodu and Dhannapuri taluks (Dharmapuri District). The th
10
41
8 51
Preparation of Fsasibrlrfy Study and Detailed Project Report for
hr I m laning of K?s!!negln to Toppur Ghat S @ I ~ of NH-7 m T a d Nadu
----
Project Influence Area (PIA). Wherever feasible or data was available, the data is presented
separately for both the districts and in few cases up to taluka level.
3.6.2 Physiography and terrain
The Dharmapuri district (pre 2004) can be divided into three natural tracks such as Balaghat, the
Baramahal and the Talaghat. The Balaghat comprises of Hosur taluk and the north western
portion of Krishnagiri taluk. The average elevation of this area is about 3000 feet above the sea
level, which dips towards Cauvery in the southwest. The Baramahal consists of an extensive
basin with an elevation of 1300. It consists of the entire taluk of Dharamapuri, greater part of
Krishnagiri and Hosur taluks. The remaining southern portions are called Talaghat and the rest of
the district has vast expanses of hilly and rocky areas with undulating plains.
Temperature
The Krishnagiri and Palacode taluks that are elevated (at around 400m), enjoy moderate heat to
cool temperature for about 9 months in a year. From March to June, the weather becomes
markedly warmer with maximum temperatures around 37.10" C. In the cold season i.e. during
December - January the minimum temperature is often below 18C whereas the maximum rarely
exceeds 31C. The south west portion the district comprising mostly of Dharmapuri range falls in
Cauvery valley, the climate becomes slightly hotter in summer compared to the northern portions
of the district.
Rainfall
The Monthly distribution of rainfall shows a pronounced maximum in October with a secondary
maximum in September. Rain first comes usually in the form of thundershowers in the latter half
of April and followed by heavy falls in May.
Soil
Yellow to red loom sand are the predominant soil type in the region in Dharampuri and
Krishnaigiri districts accounting for 62.19 % followed by dark brown reddish brown sandy clay
loam of 17.15 percent. Different types of soil such as black or mixed loan red ferruginous and
gravel are found in the district. Considerable stretches of good loam and black soil are found
both in Dharmapuri and Krishnagiri Taluks. In General, the soil in these districts is quite deep,
loose and friable with its colour varying from red to dark reddish brown. The soil has low nitrogen
and phosphate content with no marked variations as between the different taluks. About 3312 ha.
of the land available for cultivation suffer from salinity alkalinity.
Land use
Predominant land use along the project corridor is agriculture. Ribbon development along the
road side is observed at frequent intervals. Few small scale industrial units are also located along
the conidor. The corridor is in the Cauvery Basin. The Ponniyar is cutting across the m- et
Preparation of Feasibility Study and Detailed Project Reporl for
four/six faning of Krishnagiri to Toppur Ghat Section of NK7 in Tamil Nadu
km 103.00. It is also running closely along the corridor on RHS in km 100.000. The agriculture
lands in Krishnagiri Districts are irrigated by canal irrigation system. The main sources of
irrigation of the district happen to be canals and tanks. Nearly 31.44% of the total cropped areas
are irrigated by these sources.
3.6.3 Water Resource
The chief rivers in the district are the Cauvery and pennar (south pennar). The Cauvery enters
the district at the south western comer of Denkanikottai taluk, takes a southern course, falls to a
small height at Hogenekkal, a famous tourist spot of saterfalls and flows down to the Mettur Dam
in Salem district. The South Pennar River has its origin near Nandidurg in Kamataka state. It
flows through Hosur, Krishnagiri, Harur and Uthangarai taluks. Its chief tributaries are the Vaniar
and the Mankandanadhi. A reservoir has been constructed near Krishnagiri across this river
popularly known as K.R.P. Dam, which irrigates 9000 acres of land. However in its course, this
river empties into Sathanur Dam in North Arcot district.
Catchment Area of River Basins
Catchment Area of River Basins in the region is Chinnar River, Kesar Kudahalli River, Thoppur,
Nagavathi, Vellar, Ponnaiyar.
Basin wise status of the Ground Water Availability
Certain areas in Uthangiri taluk, Denkanikottai taluk and in and around Dharamapuri town are
having moderate to poor quality water contributed by the geological formation. Some parts in
Krishnagiri have high salinity due to the industrial pollution (Marikarnpalli) in Krishnagiri reservoir
area due to water logging conditions. Ground water recharge of 115474ha.m and balance ground
water available for development of 3331 1 ha.m in the project region.
Irrigation by Different Sources
The total cropped area in the district is 5,30,755 ha and the percentage of irrigated area to
cropped area is 25.37. The gross area irrigated by canals and tanks are 8,668 ha and 19,607 ha
respectively.
3.6.4 Water quality
The Ponnaiyar River has been identified as polluted source due to the drainage mixing from the
settlements developed along the river bed. In order to check the water quality samples will be
collected. As per the environmental status report of Tamilnadu the SlDCO unit area in
Krishnagiri Taluk and the TlDCO industrial area in Dharmapuri Taluk are notified as water
pollution stressed area.
Preparation of Feasibilrty Study and Detailed Project Reporl for
3.6.5 Air Quality
The vehicles plying the project corridor contributes a significant level of pollution. The dwellers
along the road side are impacted due to the pollution generated by the traffic. The project area
does not have many industrial units except the industrial estate mentioned above. These
locations have been identified as air pollution stressed locations in Dharmapuri and Krishnagiri
districts.
3.6.6 Noise Levels
Noise generated due to the traffic on highways is depended on the traffic volume, traffic
composition and vehicular characteristics, riding surface characteristics, road geometrics use of
horns and absorption characteristics off the surrounding environment. There along the project
corridor many educational institutions, hospitals are observed where noise control instruments
are to be applied on a case to case basis.
3.7 ECOLOGICAL ENVIRONMENT
3.7.1 Flora
The forests of Krishanagiri and Dharmapuri district are very rich in flora and fauna. The forests in
these districts are very dense and rich in timber value.
The Forest area in Dharmapuri and Krishanagiri districts are about only 23.62%. The total area of
Southern tropical dry mixed deciduous forest and the Southern thorn scrub forest are 29.39%
and 27.99% of total forest area respectively. The available man made forest plantations is 10,473
Ha. in these districts. On either side of the project corridor road side plantations are observed.
Majority of them are Tamarind (Tamarindus indica). Almost all the trees are old and located close
to the corridor.
3.7.2 Fauna
There are no protected areas along the project corridor. The project corridor is devoid of any wild
life. These details are to be confi ned with the forest department. The presence of protected
animals Crocodiles (Mugger) and Elephants are reported in the region but away from the project
influence area.
3.8 CULTURAL ENVIRONMENT
The important places of tourist attraction of the state are located in Dharmapuri and Krishnagiri
districts. The Hogenakkal Falls in Krishnagiri district is an important picnic spot of the region. The
Krishnagiri fort was a strategic war location during the British era, which witnessed important
wars beween King Thippusultan and the British. The Mallikarjunaswamy temple in Dharmapuri
town dates back to eighth century A.D.
Preparation of Feasibility Study and Detailed Pmjecf Report for
four/six laning of Krishnagiri to Toppur Ghat Section of NH-7 i n Tamil Nadu
The corridor traverses through a number of settlements and is often dotted with religious and
cultural properties, which though not of archaeological significance are nevertheless, very
significant to the community. Along the project corridor 54 cultural properties are affected due to
road widening. The details of such cultural properties are presented and improvement measures
suggested are presented below.
Table 3-10: List of cultural properties impacted along the Project Corridor
Chainage
94+450
94+700
95+600
96+500
97+162
97+200
Dlrectlon
West
West
West
East
West
East
Type Of
Structure
Shrines
Shrines
Sacred
Structure
Shrines
Shrines
Shrines
Name of
Structure
Shiva Temple
Viniyar Temple.
Avadhanapani
Nagamal Temple
Grave
Graves
Ace
40
10
40
10
Ownenhip
Panchayat
Panchayat
Private
Private
Distance
From Edge
Of
Carriageway
(M)
17
8
8
10
22
15
Area In
M'
16
12
458
8
7
7
Nature of
Impacts
Whok Structure
Tree and Stone
Whole Structure
Whole Structure
Whole Grave
Whole Grave
National Highways Authoriw of India
Preparation of Feasibility Study and Detailed Project Repod for
Chainage Dlrectlon lgtFe Ownership
I I I I
123+750 West Shrine 25 Private
Tarpanswami
Temple
--
Sawed
1 123+750 1 West I Stnrdure ( VinayarTemple 1 35 1 Public
Sawed
1 123+750 1 West I Stnrcture 1 MariamanTemple ( 35 ( Public
Carrlageway
Nature of
Impacts
Whole Structure
Partially affected
Partially affected
124+500
126+600
126+700
129+600
130+050
148+900 1 East I Shrine I Grave
West
East
East
West
East
149+550
150+200
150+8W
152+000
3.9 SOCIAL ENVIRONMENT
Private
152+500
153+600
The project corridor traverses through Dharmapuri, Palacode and Krishnagiri Taluks in their
respective districts. Many of the settlements are located very close to the CW with residential and
commercial properties. The settlement density along the corridor decreases as we move from
Krishnagiri to Thopurghat. Dharmapuri and Kaveripattinam are the two major urban centres,
apart from these, Karimangalam, Nallampalli are the smaller towns, of these Karimangalam is
already bypassed. As per the records received from NH the project corridor passes through 21
settlements. The predominant land use and settlements along the project corridor is presented
by km in Table 3-1 1.
Shrine
Shrine
Shrine
Shrine
Shrine
148+950
West
West
West
Table 3-11: Predominant Land Use along the Project Corridor
16
Source: Primaty survey, LASA Feb 2005
West
East
Vinayar Temple
Graveyard
Temple
Marisaktiaman
Temple
Grave
10 1 Whole rave-
East
Sacred
Structure
Shrine
Sacred
~tnrcture
Sacred
Stnrcture
I I I I I Thimbbaouram I I
Shrine
Shrine
SI.
No
1
Urban Area
40
a
Shrine
Perumal Temple,
Gangabpuram
Temple In Shop
Pe~mabppam
Palayamputtor
Muniappan
Temole
Graves
Aiyaranuppam
Temple
Starting
Chain
age
94.000
Public
Public
Public
Public
Private
300
10
a0
100
Saruyari Perumal
75
Ending
Chainage
102.000
10
27
7
15
16
40 Public
Public
Private
Public
Public
Private
private
Settlements
5
189
5400
7
352
8
12
7
13
7
13
Whde structure
Partially affected
Whole st ~ct ure
Partially affected
Whole Grave
3
20
Name of Settlements
Mottur, Avathanapatti, Dam
Road, Sundekuppam,
8
71
14
1223
143
Predominant land use
Agriculture
Whole Structure
Whole Structure
Whole Structure
WholeStructure
Whde Structure
20
80
Whole Structure
Partially
Impacted
Preparation of Feasibility Study and Detailed Project Repod for
four/.ix laning of Krishnagiri to Toppur Ghat Section of NH-7 in Tamil Nadu
Source: National Highways Divisional Oflice, Dharmapuri
SI.
No
4
5
6
7
3.10 RIGHT OF WAY
There are no ROW boundary stones existing along the corridor. In most of the urban areas,
properties exist adjacent to camageway and there is no land for accommodating the proposed
improvements. Information on available land width has been collected from local highways
department, Govt. of Tamilnadu. This information revealed that in general there is a land width of
25-35111 available with government for most of the length. Initial appreciation from the site
revealed that there is a total land width of 15-25m available in the urban areas and more than
30m is available at rural sections. Details of available land width is as given in Table 3-12 below:
Starting
Chain
age
108.000
130.000
134.000
144.000
J~
Table 3-12: Details of Available Land Width (ROW)
- .
Ending
Chainage
130.000
134.000
144.000
156.000
Settlements
8
1
1
4
Name of Settlements
Nadu paiyur, Sappanipatti,
Karimanaglam, Perriyampatti,
Mattlampatti, Baisuhalli,
Nallanhalli, Kumbharhalli
Halle Dharampuri,
Dharampuri
Adiyamankotai, Nallampalli,
Sesampatti, Kuringinagar
Predominant land use
Agriculture
Agriculture
Dharampuri Urban Area
Agriculture
Preparation of Feasibility Study and Detailed Project Repad for
Source: National Highways
SI.No
51.
52.
53.
54.
55.
56.
Section ( in KM)
146.000-147.000
147.000-148.000
148.000-149.000
149.000-150.000
150.000-151.000
151.000-152.000
Si.No
57.
58.
59.
60.
61.
62.
Maximum Average
ROW ( in m)
25.00
25.00
35.00
30.00
30.00
32.00
Section ( in KM)
152.000-153.000
153.000-154.000
154.000-155.000
155.000-1 56.000
156.000-157.000
157.000-158.000
Maximum Average
ROW ( in m)
25.00
30.00
30.00
27.00
35.00
35.00
CHAPTER 4: TRAFFIC SURVEYS,
ANALYSIS AND FORECAST
Chapter 4. Traffic Surveys, Analysis and Forecast
4.1 INTRODUCTION
For any highway development, it is important to understand the traffic and travel characteristics
of traffic on the study corridor. The traffic surveys aid in the same. Traffic volume counts, origin
and destination surveys, speed and delay surveys etc help us identify the level of traffic using
highway, the existing speeds, areas sewed by the corridor, parking requirements along the road,
junction improvements and other such characteristics.
4.2 TYPES OF SURVEYS CONDUCTED AND THEIR LOCATION
A number of surveys have been carried out on the corridor. The details of all the surveys has
been given below in Table 4-1.
Table 4-1: Locations and duration of traffic surveys
S. No. I Location I Type of survey
1
2.
I
1 2 locations - at 11 1.7km and 148.25km 1. I Traffic Volume
Turning Movement survey (5 Locations)
3. 1 Origin and Destination Survey Between Km1 31.5 and Km132.5
I
I sections)
4. 1 Speed and Delay Survey (6 homogeneous I Km 94.00 to Km102.00
Km 102.00 to Km106.00
5.
4.3 METHODOLOGY OF TRAFFIC SURVEYS
1 Parking Survey (3 locations) 1 At Km 155.00
7.
The locations and durations of all surveys on the corridor have been decided to yield the best
and most accurate data collection. The methodology of the surveys plays an equally important
role in correct data collection and th n described below in the section.
Pedestrian Count (3 locations) At Sappanipatti (Km111.70)
At Penyampatti (Km122.50)
At Motlampatti (Km126.00)
four/six laning of fishnagin to Toppur Ghat Section of NH-7 in Tamil Nadu
4.3.1 Classified Volume count:
On the study corridor, there are two major towns namely Krishnagiri and Dharmapuri, both with a
population of more than 65,000 persons. Since the corridor starts at Krishnagiri, the settlement
does not affect the flow of traffic. However, the town of Dharmapuri, which is located at Km134,
has a definite impact on the flow of the traffic. There are some restrictions on the movement of
traffic through the town during the day. The commercial vehicles are not allowed to pass through
the town for 3 hrs in the morning and 3 hrs in the evening. These measures are into practice as
during those hours, the traffic experiences heavy congestion on the road. With this in view, the
study corridor has been divided at Dharmapuri into two homogeneous traffic sections-
Toppurghat to Dharmapuri (Km156.00 to Km132.50) and Dharmapuri to Krishnagiri (Km132.50
to Km92.00). Classified Traffic volume counts were conducted on the two sections at the
chainages mentioned before.
4.3.2 Turning movement surveys:
The study corridor is cut at a number of places by the State highways and Major District Roads.
Depending on the traffic levels, the junctions need to be designed for better flow of traffic across
them. The turning movement survey has been done at five locations, where the traffic levels
were observed to be high or where a considerable level of traffic dispersal was expected.
4.3.3 Origin and Destination survey:
The survey has been conducted at only one location at Km131.50 for a total duration of 24 hours.
The method adopted is that of the roadside interview and was aimed at capturing the travel
characteristics of the traffic using the highway.
4.3.4 Speed and Delay survey:
On the study corridor, apart from towns of Dharmapuri and Krishnagiri, there are two other
smaller settlements - Kaveri Patnam and Karimangalam. Due to the settlements along the
highway, there are different speed levels on the highway, such that speeds through the
settlements are obviously lower than the ones experienced on a clean highway stretch. It is
because of this, that the corridor has been divided into six sections and speed and delay surveys
have been conducted on all the six sections. The survey was done by 'moving car' method and
four runs were made to take the speed levels on the sections.
4.3.5 Parking survey:
The parking survey has been carried out at 3 locations. It was found during the reconnaissance
survey that there are three locations where the parking is observed. One of the locations is at
Km155, just 1 km from the end of conidor at Toppurghat and the other two are at Kml15.00 and
Km117.20 near Karimangalam.
Preparation of f aa~bf l i t y siudy and Detailed pmj& Report for
four/srx laning of Krishnagin to Toppur Ghat Section of NH-7 in Tam11 Nadu
4.3.6 Pedestrian Counts:
The pedestrian counts are done to identify the locations where the conflict between pedestrians
and vehicles is too high. At three locations on the study corridor, the pedestrian volumes were
observed to be high and pedestrian counts were done at the same locations (as mentioned in
Table 4-1). Depending on the level of pedestrian traffic, an improved facility should be planned
for the ease of movement of pedestrians. It would also lead to smoother flow of vehicles, which
would have been earlier hampered by heavy pedestrian movement across the highway.
4.4 ANALYSIS OF MID BLOCK TRAFFIC COUNTS
The study corridor was divided into two homogenous traffic sections and the classified traffic
volume counts were conducted at Kml11.7 and at Km148.25. The following sections give the
results of traffic volume analysis.
4.4.1 Adopted PCU Values:
For the volume count survey, the traffic was broken into fifteen types of vehicles, as their PCU
values are quite different and they have varied impact on the total flow of traffic. The PCU values
have been adopted for each of them as per the IRC: 64-1990 have been tabulated in Table 4-2.
Table 4-2: Adopted PCU values for the vehicles
I
~ -
I
2. 1 Auto Rickshaw 1 .O
S. No. I Type of Vehicle
,
3. 1 Car (Old Technology) 1 .O
4. 1 Car (New Technoloav) I I .a
PCU
1. I Two Wheeler I 0.5
-
8. 1 2 Axle truck I 3.0
9. 1 3Axle truck 3.0
5.
6.
7.
I
. ..
10. 1 Multi Axle truck I 4.5
-. ,
Mini Bus
Standard Bus
LCVITemw
I I
13. 1 Cycle 0.2
2.0
3.0
1.5
11. I Tractor 3.0
--
4.4.2 Average Daily Traftic (ADT):
12. 1 Tractor with Trailer I 4.5
14. ( Cycle Rickshaw
The study corridor was divided into two homogenous traffic sections and traffic volume count was
taken for both the sections. The results have been tabulated in Table 4-3. The observed traffic
volumes, in terms of number of vehicles and total PCUs are similar for both the sections. This
indicates that the entire stretch of the study corridor is homogeneous in nature. The hourly flow of
2.0
traffic is also shown in the Figure 4-1
15. 1 AnirnaU Hand drawn 1 6.0
National Highways Authority of I d a
Prepmtion of FeasibIiry Shrdy and Detailed PromReport lor
I b u h i x laning ob Krishnagiri fo Toppur Ghat S e w of NH-7 in Tamil Nedu
Table 4-3: Average Dally Traffic at two locations on the study corridor
Flgum 4-1: Hourly Varlatlon of ADT (Thopughat to Dhannapurl)
Toppurghat to Dharmapuri
ADT
vehicles)
ADT
(PCUs)
1846
923
Dharrnapuri to Krishnagiri
212
212
ADT
(Vehicles)
ADT
(PCUs)
315
315
1652
826
1301
1301
535
535
213
313
19
38
1200
1200
1279
3837
861
1292
84
168
531
797
1297
3891
3035
9105
4012
12038
2607
7821
208
936
2597
7791
153
689
71
280
318
1368
392
207
570
297
12729
28431
12580
27652
Preparation d FeasibiQ Study and Detailed Prplod Report br
lourkix laning of Knshnngin 10 TOOpur Ghat S e c ( 1 ~ d NH-7 in T& Nedu
The hourly variation is also similar on both the sections, which further affirms the inference that
traffic is homogeneous on both the sections. Both sections experience a dip in the traffic during
5-6am in the morning. The volume of traffic from 10pm to l am is also quite high on both the
sections. The detailed AOT for both sections are appended as Appendix 4-1 & 4-2.
4.4.3 Directional Split:
For the section - Thopurghat to Dharmapuri, the directional split is nearly equal in both
directions, not just in terms of number of vehicles but also in number of PCUs. For all hours of
the day, the directional split does not change beyond 49:51 ratio. The Figure 4-3 shows change
in directional split over the day.
Flgure 4-3: Dlrectlonal Spltt (Thopurghat to Dharmaputl)
Flgure 4.4 DirettiorulSpllt (Dhannapurl to Krishnaglri)
The highway stretch from Dharmapuri to Krishnagiri also experiences similar directional split.
However, from 12am to 3am, the split becomes 4555, in favor of Dharmapuri to Krishnagiri
2 -
direction. This 4555 split after whleh the ratio becomes 4951
till the midnight (see Figure 44).
4-5
Prepamtion of Feasibilrty Study and Detailed Project Repod for
four-six laning of Krishnaqiri to Toppur Ghat Section of NH-7 in Tamil Nadu
4.4.4 Composition of Traffic:
The composition of the average
daily traffic from Topurghat to
Dharmapuri is shown in Figure
4-5. As can be seen the ADT
constitutes of nearly 57% of goods
vehicles.
At a more detailed level, the
analysis reveals that traffic
between Topurghat and
Dharmapuri is dominated by more
than 75% of goods vehicles from
l l p m to 6am in the morning. This
share starts reducing sharply and
by 1 Oam, this reduces to just 41 %.
The share of passenger vehicles
Flgure 4-5: Composition of Trafflc at Thopurghat to Dharmapuri
from 8am to 8pm remains more
than 50% and starts to decline
again after 8pm.
The composition of traffic from
Dharmapuri to Krishnagiri is not
entirely, though little different from
that of traffic between Topurghat
and Dharrnapuri. During the night
hours, the goods vehicles form a
share of more than 70% vehicles
on the road. Their share starts
reducing by 5am and from 9am to
6pm, the passenger vehicles
constitute for more or less 60% of
the traffic. After that, goods
Figure 4-83 Composiblon of Traffl~ at Dharmapurl to Krishnaglrl
vehicles start to dominate the
traffic again. The average composition of the traffic between Dharmapuri and Krishnagiri is
shown in the Figure 4-6.
4.4.5 Daily Variation
As mentioned before, the traffic count was done for a week and the analysis shows that the
maximum daily traffic was recorded on Friday and Saturday for the two sections. The weekly
variation in traffic is shown in th
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Nutional Highways Authority of Tndia DETAILED PROJECT REPORT
Prsperatmn of Fuacrbrlily Study end Oei ~~l ed Proj~ct Report for
~ I J U~ / S I X lanMg of r s n fa Tqyy Ghat S&n of NH- 7 In T a d
-
As can be seen from the table the peak hour in terms of PCUs is from midnight to l am for both
the sections. In terms of vehicles also, it is important to mention here that the number of vehicles
recorded between 6-7pm (on section Topurghat to Dharmapuri), are marginally higher than those
recorded between lmidnight and lam. In effect, we can say that during the hour after midnight
the Row of traffic is very high.
For passenger vehicles and goods vehicles, the peak hours for both the sections are given in the
Table 4-5 below:
Table 4-5: Peak hours for passenger and goods vehicles
Traffic Sectlon Passenger Number of Goods vehicles' Number of
vehides' peak hour passenger vehicles peak hour goods vehlcles
-
Dharmapuri to Krishnagiri 00:OO to 01 :OO
High number of goods vehicles during the night is the reason for peak hours around midnight,
both in terms of vehicles and PCUs.
4.5 ANALYSIS OF TURNING MOVEMENT SURVEY
Turning movement survey has been carried out for five intersections. The locations of all of those
have been given before in Table 4-1. The analysis and its results for each junction have been
J
.- discussed in detail in next sections.
4.5.1 Three Arm junction at Urn1 14.8
The study corridor NH7 is - -
intersected by an old state highway
at Kmi14.8. At this three-arm
junction the old state highway
connects a settlement
Karimangalam. Only four
movements take place on the
junction and the traffic levels are not
very high. The traffic analysis shows
that nearly 6000 vehicles were
recorded, combined for all the
directions. The peak hour occurred
at 6-7pm and the predominant I
direction of flow of traffic is between
Dhartnapuri and Krishnagiri (79.2% ~
of total traffic). The peak hour flows
Figure 4-9: Peak Hour Directional Movement of Traffic at Km114.8
v'- -
at the junction are shown in Figure
(in PCUs)
4-9. The total PCUs to all di
n in Appendix 4-3.
4-8
four/six lanhg of Ktishnaqiti to Toppur Ghat Sedion of NH-7 in Tamil Nadu
4.5.2 Four Ann Junction at Km115.6
At Km 115.6, another MDR cuts
across the study corridor. At this four
arm junction, the cross road, i.e. the
MDR, connects Agaram on one side
and Karimangalam on the other. The
traffic coming and going to cross
roads constitute for nearly 54% of the
total traffic at the junction. This is
because of settlements on both sides
of the NH. It should also be
mentioned that the traffic on the MDR
towards Agaram carries more than
30% of non-rnotorised traffic and the
traffic on MDR towards Karimangalam
carries more than 40% of the non-
Flgure 4-10: Peak Hour Directional Movement of Traffic at
motorised traffic. This also indicates
Kml15.7 (in PCUs)
that the traffic from MDR is mainly
local in nature. Only 25% of the total junction volume moves between Dharmapuri and
Krishnagiri. The peak hour has been recorded at I l am to 12pm, as the traffic mainly comprises
of local traffic, i.e. passenger traffic. The peak hour traffic at junction is shown in Figure 4-10 and
directional flow has been tabulated in Appendix 4-4.
4.5.3 Four Arm junction at Kml16.95
At Km116.95, a state highway cuts
across the study corridor, joining
Harur on one side and
Karimangalam on the other side.
This intersection also bears similar
characteristics as that of the
earlier junction. More than 35% of
traffic moving on the cross road,
i.e. the state highway, is non-
motorized. This indicates again
that more than 1 1 3 ~ trips are made
locally. Both the straight
movements between Dharmapuri
8 Krishnagiri and Harur and
Karimangalarn carry more than
Figum 4-1 1: Peak Hour Directional Movement of
26% of the total junction volume.
Trafflc at Kml16.95 (In PCUs)
However, the difference li
composition of traffic as of goods vehicles and the
6 9
Preparation of Feasibility Study and Detailed Project Report h r
hrr/srx laning d Krishmdn to T o p ~ r G.+al Section d N K J in Tam Nadu
--
#
national highway carries more than 50% of goods vehicles. The peak hour occurred at 5-6prn.
The peak hour traffic is shown in Figure 4-1 1. Detailed directional flow for the survey period is
appended as appendix 4-5.
4.5.4 Three a m junction at Krn118.7
At Km118.7, an old national
highway coming from
Karimangalam cuts the study
corridor. The traffic moves in
four directions, the
predominant being on the
study corridor. The crossroad
carries nearly 41% of the
total junction volume and
59% of the traffic moves
straight between Dharmapuri
and Krishnagiri. However. it
must be pointed out that on
the cross road to
Karimangalam, the traffic in
both directions is similar in
composition. Nearly 50% of
the traffic on cross road is
Flgure 4-12: Peak Hour Directional Movement of T M c at Km110.7 (in
two wheelers, another 12% PCUS)
is buses and rest is non-motorised in nature. The net dispersal of traffic from the national
highway onto the crossroad is negligible. The composition of the traffic on cross road also
suggests that the goods vehicles are through traffic. The peak hour of traffic was recorded at 5-
6pm. Peak hour traffic is shown in Figure 4-12. The directional flow of traffic at the intersection is
given in Appendix 4-6.
4.5.5 Three arm junction at Km144.5
Going north from Topurghat, at Km144.5, a state highway crosses the national highway 7. The
state highway connects Hosur, in north of Tamil Nadu in Krishnagiri district. The Traffic on this
road is not much, however, due to traffic restrictions in Dharmapuri town, goods vehicles take a
detour on this road, during restriction timings and join back the national highway after
Dharmapuri town limits. The riding condition of this road is very poor but goods vehicles are
forced to use it due to restrictions at Dharrnapuri town. About 30% of the total traffic at junction,
moves on state highway. Rest moves straight between Topurghat and Krishnagiri. The peak
hour is from 6-7pm as goods vehicles increase in number in the evening. Peak hour traffic flow is
shown in Figure 4-13 and detailed tables are given in Appendix 4-7.
Preparation of Feasibility Study and Detailed Pmject Report for
hur:six laning of Krrstinaglri to Toppur Ghat Sechn of MH-? In TedNadu
-----
The following Table 4-6 gives total PCUs, peak hours and peak hour share at all five junctions.
4.6 SPEED AND DELAY
Table 4-6: Summary for all Junctions
The study corridor has been split into six sections and survey has been done by 'moving car'
method. Starting from Krishnagiri, the six sections with their start and end points and lengths are
given below in the Table 4-7.
S.No. '
1
2
3
4 Km 118.7 19550 935 4.78%
1
-
-
5 Km 144.5 27494 1269 4.61%
Peak Hour (PCU)
983
2823
1852
--
Table 4-7: Average Speeds on all links
Peak Hour Share
5.05%
7.36%
6.16%
-
Location of Junction 1 Total PCUs
6
--
Total
----
Km 114.8
Km 1 15.6
Km 116.95
Link no.
1
2
3
19449
38312
30028
Start Point
(Km point)
94
102
106
4-11
144.5 156 11.5 49
94
End Polnt
(Km Point)
102
106
11 8.7
49
40
Length of
Llnk (Km)
, 8.0
------
4.0
12.7
Average Journey
Speed (kmph)
41
32
- - - - - - .
50
Average Running
Speed (kmph)
41
32
50
Prepamlion of Feasibility Study and Detailed Pro/'& Report for
Ibur/sx lanmg of @shrragrn lo foppur Ghef Sedon d NH-7 in TemR Nadu
ky
The average journey speed on the corridor was found to be 40kmph. Of the six sections.
maximum delay of 1.5min was observed at Link4 that crosses the town of Dharmapuri. Due to
congestion, traffic slows down and this reduces the journey speeds on this link. Link 2 also
experiences delay of 1 min due to similar reasons of congestion as it cross Kaveri Patnam. The
average running speed on this corridor is also 40 kmph, which is not different from journey
speeds. The reason is that either there are no stop delays or they are insignificant.
4.7 ORIGIN AND DESTINATION
The origin and destination survey is important to understand the travel characteristics of traffic
moving on the corridor. The need for travel, travel time, travel distance, origin and destination of
the trip are few of such parameters that are gauged by this survey.
4.7.1 Zoning System
The zoning system for this study has been done at three administrative strata - taluk, district and
state level. The study corridor passes through two districts and three taluks of Tamil Nadu state.
There are a total of 25 zones and they have been tabulated below (Refer Table 4-8).
Table 4-8: Zoning system for OD survey
zone NO. I Zone name I Level I Dlstrlct
1
2
State
3
4
Thinnrannamalai district District - Tamil Nadu
Villupuram district District - Tamil Nadu
Dharrnapuri Taluk
----
Palakkodu taluk
5
6
Salem district District - Tamil Nadu
Krishnagiri Taluk
Rest of Krishnagiri district
Thiruvalur, Chennai. Kanchipuram
I District
I -
I Tamil Nadu I
districts
Taluk
Taluk
Rest of Dharmapuri district
Vellore district
I I I
Erode, Nilgiris, Coirnbatore districts I District I Tamil Nadu
Taluk
Talu k
Dharmapuri
p~
Dharmapuri
Talu k
District
Tamil Nadu
Tamil Nadu
Tamil Nadu
Krishnagiri
Krishnagiri
Nagapattinam. Cuddalore.
Perumbalurm Ariyalur, Thanjavaur,
Pondicheny, Thiruvarur districts
Tamil Nadu
Tamil Nadu
Dhamapuri
-
District
Tamil Nadu ,
Tamil Nadu
l3
I l5 I
Tirunehreli, Tuticorin, Kanyakumari
I District
I -
I Tamil Nadu I
districts
l4
Namakkal, Karur, Dindigul.
Tiruchirapalli, Pudukottai, districts
Ramnathapuram, Theni, Madurai,
Sivagargs. Virudnagar districts
District Tamil Nadu
District
-
Tamil Nadu
four/six laning of Wshnagiri to Toppur Ghat Section of NH-7 in Tamil Nadu
The study corridor falls in Dharmapuri and Krishnagiri district and the latter lies on the northern
boundary of the state of Tamil Nadu. Since the corridor is very near to Karnataka State, three of
its districts have been taken as different zones, since it is expected that these would affect the
travel pattern to a higher extent like other adjacent districts of Tamil Nadu.
-
4.7.2 Commodity Groups
Zone No.
For the goods vehicles, the OD sunrey also captured the types of goods carried by them. The
weight (in tons) of goods carried and their value (in Rs.) were also recorded for comprehensive
analysis. The type of goods categorized in the survey were:
Food grains Wood and Prod.
Fruits and vegetable CoalICoke
Textiles and clothing Machines1 parts
Petroleum products Fertilizers1 Chemicals
Minerals and Ores Building Materials
Iron and steel Empty
Others
4.7.3 Development of OD matrices
Zone name
The OD data was coded using the zoning system and OD matrices for all modes were
generated. Since the survey was done over a sample of the total traffic, these matrices were
expanded using the expansion factor for each mode. Mode wise OD-matrices (expanded) are
given in Appendix 4-8 to 4-18.
Level
18 District
State
State
State
State
State
State
State
Chamrajnagar district
District State
-
*
-
19
20
21
22
23
24
25
Kamataka
Karnataka Rest of Kamataka state
Karala
Andhra Pradesh
Maharashtra, MP, Gujrat, Chattisgarh,
Rajasthan, Goa
Orissa, Bihar, Jharkhand. West
Bengal state
Northern states (UP, Uttranchal,
Himachal Pradesh, Haryana, Punjab,
Delhi, J 8 K
North Eastern states
*
-
-
-
-
Preparation of Feasibility Study and Defailed Project Report for
W s i x Isnfhg of KrrMshnagli lo foppor GI7a1Sedion d fVH-7 in TemH Nadu
--..---
4.7.4 Analysis of OD survey: Passenger Vehicles
4.7.4.1 Travel Pattern
The travel pattern suggests that, more than 62% of standard buses and 46% of mini buses travel
within Tamil Nadu state only and rest of them connect Tamil Nadu to Kerala, A.P and Karnataka.
This implies that nearly 40% of buses are interstate buses.
For personalized modes, 100% of autos and 99.5% of two wheelers were found to travel within
the districts of Dharmapuri and Krishnagiri only. Nearly 35% of cars of older technology (OT) and
16% of new technology (NT) cars traveled within Dharmapuri and Krishnagiri district. At state
level, 60% of car (OT) and 40% of car (NT) travel in Tamil Nadu state.
The desire line diagrams for passenger vehicles and buses are shown in Figure 4-14 and Figure
4-1 5 respectively.
4.7.4.2 Trip Length Frequency disttibuflon (TLFD)
As mentioned before, a majority of passenger traffic moves within the state, which is also
obvious from the fact that 46% of trips of personal vehicles have a travel distance of less than
50km. The average trip length is however, 175km as rest 54% trips have a high travel distances.
The trip length frequency distribution is given the Table 4-9 and the correlation between the
travel distance and frequency of trips is found to be negative.
Table 4-9: Trip lengths Frequency Distribution
The trip length frequency distribution
Dlstance
0-50
>700
-
Total
YO of trips
46%
4%
100%
Preparation of Feesibility Study and Detailed Project Repati Ibr
hurlsix laning of Krishnagiri to Toppur Ghat Section of NH-7 in Tamil Nadu
Volume I: Main Repor!
Figure 4-14: Desire Lln
d
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Orissa, Bhar, Jharkhand. West
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u! uay6 s! as dnd r(q epOW lpe0 p s d ~ @ uO!gnqU1S!p e y l '(eAeJ1 oqM eldoad 40 S9!'JSU8peJeq3
qruoucne-o!ms eq1 sveyeJ I! pue luaJeg!p s! lenw 40 eso&nd eyl 'epou h e ~ e YI!M
epow pue e d n d Aq sdm CT'L-)
Preparetion of Feasibility Study end Deteiled Project k'8p0d for
were average occupancy, average trip time and average trip length by each mode. The same
has been tabulated below (Refer Table 4-1 1).
Table 4-11: Travel Features of Traffic
The average trip length of old technology cars is lesser than cars of new technology. The income
levels are also different for people traveling by cars of old and new technology. The average
occupancy of buses suggests that the buses carry passengers up to the seating capacity only.
Feature Car (OT) Car (NT) Two Wheeler Auto
Av. Occupancy 4 4 2 4
Av. Trip Length (km) 204 305
-
Av. Trip Time (hm) 4.4 6.4
Av. Income bracket (Rs.) 15,000-20,000 20,000-25,000
4.7.4.5 Fmquency of Travel
The frequency of trip by each mode differs with purpose of the trip, travel distance and time. The
longer trips usually have less frequency and trips made for work or education purposes are
regular and more frequent than others. The Table 4-1 2 gives frequency of travel by each mode.
Std. Bus
47
20
0.6
2,000-5.000
Table 4-12: Trip Frequencies by mode
Frequency Auto I Car (OT) 1 Car (NT) I
Mini Bus
15
22
0.8
- - - - .
2,000-5,000
As can be seen from the table above, nearly 70% of two wheelers and 84% of auto trips are
made daily. This is also verified, as average trip lengths for both the modes are 20-22km. On the
other hand, the frequency of travel by cars is mainly occasionally as their average trip lengths are
also very high (more than 200km and 300km for Car (OT) and car (NT) respectively).
Once a Week
Occasionally
4.7.5 Analysis of OD survey: Goods Vehicles
I
-
I
-
4.7.5.1 Travel Paftem
-
12.44%
8.54%
The comdor passes through two districts namely Dharmapuri and Krishnagiri districts of Tamil
Nadu state. Thus, first five zones covering the two districts have been taken as internal tones
and the rest as external zones. The travel desire pattern shows that among goods vehicles,
nearly 50% of tractors and LCVs move within Tamil Nadu state. For other trucks, nearly 48% of
traffic is coming from states other than Tamil Nadu, Karnataka, Kerala and Andhra Pradesh and
only 18% is going in opposite direction. The desire line diagrams for all goods is shown in Figure
"
-- 4-1 7
-
8.33%
8.33%
- -
0.00%
58.00%
3.26%
64.44%
MI +JmUN
~~-~~
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-a -
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---
4-
National Highways Authority of I d i a
Pmpakm of FeesibUiiy Study and Detailed Projed Report Tw
faur/ox lanlng of Knshqrn to Tcppur Ghat Se g m d N H - 7 in TmM Nedu
s ' 4.7.5.2 Trlp Length Frequency DlsblbuUon
\
The trip length frequency distribution for goods vehides would be very different for goods
vehicles as compared to passenger vehicles. While passenger vehides make their trips for
shorter distances, goods vehicles normally travel for long distances and thus their trip
frequencies would be distributed wer long distance bands. The Table 4-13 gives trip length
frequency distribution of goods trips and the same is shown graphically in Figure 4-1 8.
Table 4-13: Trip lengths Frequency Dlstributlon
1 Distance 1 %Oftrips 1
I
I
Total
I
100%
Flgure 4-18: Trip Length f rsqwncy Dlstrlbutlon
, ' 4
About 44% of total trips have trip length b e ~ $ O O k r n and 13% of trips are made for a
distance of more than 700km.
4-20
1
18.8054
1 4.50%
i2om
dg loam
-7
2 800%
n
6 00% -*
4.00% - *
200%
0.00% 1-
-came
-
- -
-- -
-- -
-- -
-- -
--+---y
-
-
o d d b b d 3 c ~ o ~ 1 a o ~ ~ e
m C, $3 0 9 LC. r, 8 , u, I3 I., r h c,
cj ..; a ~ ~ a ~ o n ~ Z a ~ c i m n - - r4 , 7 -
In W I P F- h
L-l L n C 3 W c J L 7
" S K f : : E : L , r n , , , ,
Dtstme
National Highways Authority u f India
Preparation of Feasibility Study and Detailed ~ruject Report for
fwr/srw larrlng of Knshnogln to Toppur Ghat SeGfion d NK7 In fwd/ Nadu
- 4.7.5.3 Frequency of Travel
A majority of trips (51%) for all goods vehicles combined travel once a week. This also
corresponds to their high trip length. The frequency of travel for goods vehicles is shown in the
Table 4-14 below,
Table 4-1 4: Trip Frequencies
Corresponding to their high trip lengths, maj ori i of goods vehicles other than LCVs travel once a
week. The LCVs have shorter trip lengths, which is why more than 43% of LCVs travel daily.
4.7.5.4 Commodity and Tonnage distribution
The commodities carried by different modes are tabulated in Table 4-15. As can be seen from
the table, for all goods vehicles combined, food grains are carried the most followed by textile
and clothing. About 6.5% of goods vehicles are also running empty which is not a sizeable
number as they could be on a return trip. For LCVs and 2 axle trucks, food grains and fruits &
L -
-C
vegetable are carried the most, followed by textiles and clothing. A majority of 3 axle and multi
axle trucks carry textiles and clothing. Nearly 11% of multi axle trucks also carry iron and steel.
Table 4-15: Commodities carried bv different modes
I Fruits &Vegetables 1 17.9% 1 15.4%
Commodities
Food Grains
I Textile& Clothing 1 7.79'0 1 9.0%
LCV 2 Axle
17.9% 1 15.4%
1 Petroleum Products I 0.0% 1 6.3%
I Minerals 8 Ores 1 0.0% 1 2.4%
I Iron 8 Steel 1 2.6% 1 3.0%
1 Wood and Products 1 2.6% 1 3.8%
I Building Materials 1 2.6% 1 5.3%
[ Others 1 20.5% 1 23.0%
I Total ) 100.0% I 100.0%
I;
For all the commodities, the average weight carried by goods vehicles is given in Table 4-16.
3 Axle
21.6%
Multi Axle
7.8%
TotaCaH modes
17.4%
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Table 4-16: Commoditv wise tonnaae distribution
I Commodities I Average tonnage carded (
I Food Grains I 12.74 I
I Fruits &Vegetables I 10.47 I
I Textilea Clothing 1, 9.96 I
I Petroleum Products I 1 1.84 I
I Minerals 8 Ores 1, 13.02 1
CoalICoke
MachinedParts
Fertkzers/Chemicals 12.56
Building Materials 13.29
Others
Iron 8 Steel
Commodities such as textiles 8 clothing and coal have less average tonnage. However, it can be
attributed to the f ad the weight of these is inherently low. Mineral ores and Building materials
have highest average tonnage carried.
12.49
4.7.5.5 Other Travel Features
Wood and Products I 12.13
The other features of goods vehicles such as average trip length, trip time and payload are given
in Table 4-1 7.
.-
Table 4-17: Travel Features of Goods Traffic
Average payload for all modes suggests optimal utilization of the carrying capacity. Since tractors
constitute towards local traffic, their trip lengths are short (48kms only). The rnulti axle vehicles
travel for highest distances with average trip length of more than 7OOkms.
4.8 PARKING
Tractor
48
I
1.5
Feature
Av. Trip Length (km)
Av. Trip Time (hrs)
Av. Payload (tons)
4.8.1 Locations of Parking
The locations at which the parking survey was carried out are Km 11 5, Km 11 7 and Km 155. The
results of the analysis are discussed further.
LCV
236
4
3.8
4.8.2 Adopted ECS values
During the survey, it was found that it is mainly the goods vehicles that park along the study
> .
corridor. Passenger vehicles such as cars, scooters and auto rickshaws also park, though in
7 +
comparatively very small number. The ECS values adopted for various modes are tabulated
2Axle
479
8
8.7
3 Axle
573
10
15.7
Muki Axle
705
13
16.0
National High ways Authority of India
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Volume I: Main Reporl
Table 4-18: ECS values adopted
4.8.3 Parking accumulation
Mode TW 3 Whlr Car 3axle MAV '
The Parking accumulation rises
during the night times, as that is
the time when drivers halt.
However, it is interesting to note
here, that the peak hour of traffic
flow at traffic count locations was
also found to be from midnight to
lam. The parking accumulation
during nighttime is shown in
Figure 4-1 9.
The peak demand for parking is
- - -
4.0
Flgure 4-16): Hourly variation of Parking Demand
2.25
---
ECS value
observed to be 11pm-12am in the night at Kmll7. At Km115, the peak demand is observed
during 7-8pm. The parking accumulation at Km155 peaks twice during the survey period. It is
found to be highest between 3-5am and from 9-10pm. Mode wise parking demand at three
't/
locations is given in Appendix.4-19.
0.5
4.8.4 Composition of parking demand
The analysis reveals that goods
vehicles form a predominant part of
the parking. At Km117 more than
90% parked vehicles are goods
vehides while passenger vehicles
form a mere 10% or lesser share of
parking demand. At Km 155 and
Km115, parking demand comprises
of more than 95% goods vehicles
and rest of passenger vehicles. The
passenger vehicles park during the
day from 8am to 8pm and reduce
Figure 4-20: Composltlon of Parked Vehicles
sharply after that time. The Figure 4-20 shows the composition of parked vehicles at all the three
locations.
4.8.5 Peak demand characteristics for design considerations
Provision and design of parking areas d- n the peak demand of parking. At the three
locations of survey, the peak hours a & ~ h ~ h & a r e tabulated (refer Table 4-19).
National Highways Authority cflttdia
Table 4-19: Peak Demand for parking locations
-
1 Location of parking 1 Peak Hour I Peak Demand [ECSI I Space requirement (ma) 1
1 I
. . . .
I Km 115 1 7-8pm I 143 ECS I 2574 m2
It can be seen from the Table 4-19 that maximum parking demand is at Km155 of 338 ECS.
L
Km 117
Km 155
4.9 PEDESTRIANS
Pedestrian safety becomes very important on highways where the traffic speeds are high and
there are no special provisions for pedestrian safety and convenience. On the study corridor
also, there are three locations, where the number of pedestrians crossing the road is high. Apart
from these three locations, pedestrian count was also taken on the junctions where vehicular
traffic was noted for turning movement analysis. In all, seven locations have been analyzed to
arrive at their hazard index.
l l pm- 12am
--
9-1 O D ~
4.9.1 Hazard Index
Hazard index gives the level of hazard that the pedestrians face while crossing the road. It is
affected not just by the number of pedestrians crossing the road but also by the number of
vehicles on the road. Hazard index for the seven locations is tabulated in the Table 4-20.
124 ECS
338 ECS
Table 4-20: Pedestrian Hazard Index for all seven locations
2232 m2
6084 1712
It can be seen from the table that four of these locations have hazard index of less thanlo8 and
two have index slightly higher than 108.The one at km 122.5 has highest hazard index of 2.579 x
1 08.
4.9.2 Standards
As per IRC: 103-1988 (Guidelines for Pedestrian facilities), on an undivided carriageway like our
study corridor, a hazard index of more than 10' warrants a controlled pedestrian crossing. As
mentioned before, the hazard index for four of the locations is coming out to be less than 10'. SO
there is no need for a controlled crossing for pedestrians, even in their peak hours. At the
A
<
junction at Km116.95 and mid block crossing at Km126, the hazard index is slightly higher than
10'. Thus some form of control by g blinkers at t hmssi ng wwl d be desired for
/&L 7 \
4-24
Prepamtion of Feas~brlity Study and Detailed Project Report for
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+--
improved safety of pedestrians. Highest hazard index of 2.579 x l o8 has been recorded for mid
block pedestrian crossing at Km122.50. For this location, it is desired to have a signal for
pedestrian crossing at the mid block location.
4.1 0 TRAFFIC FORECAST
The future requirement of road infrastructure is assessed through forecasted traffic. This requires
in-depth understanding of socio-economic parameters of particular region through which corridor
passes and its influence area. The traffic on the project corridor is predominantly contributed by
all three surrounding states of Tamil Nadu viz. Karnataka, Andhra Pradesh and Kerala.
Therefore, past socio-economic parameters of all four states should be known to carry out the
realistic traffic projection. An effort has been made to determine the past trend of Net State
Domestic Product (NSDP), Per Capita Income (PCI) and Population of all four states.
4.10.1 Past Trends
4.10.1.1 Net State Domestic Product (NSDP)
Net State Domestic Product depicts the economical status of any state. Past data of last 21
years of NSDP of Tamil Nadu and influence states viz. Karnataka, Andhra Pradesh and Kerala
have been collected and compiled.
-+ Past Trend of NSDP of Tamil Nadu
P U C T L . . d - Z D m D C r T l b l . a l l IP0Wt . I- +I?J- III
NSDP of Tamil Nadu has grown from Rs. I wooo* I
25661 crores in year 1982 to Rs. 79377 crores
BOO00 - -
- 70000
in year 2003 with an annual growth rats of 1/1- .- - 1
5.5%. The maximum growth was observed 1 -.
between year 1985 and 1986 as 13.1%
followed by 12.2% between year 1995 and
loOOO
1996. Negative growth was also observed
between year 2002 and 2003, refer Figure
4-21.
Past Trend of NSDP of Karnataka
The NSDP of Kamataka was observed Rs.
18299 crores in year 1982 and grown to Rs.
61386 crores in year 2003 with an annual
growth rate of 5.9%. Maximum growth of
13.6% was observed between year 1999 and
year 2000 as 13.6%. The negative growth is
also observed in this state between year 2002
Figure 4-21: Past Trend of NSDP Growth, Tamil Nadu
and 2003, refer Figure 4-22.
National Highways Authority of lndia
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iour/six laning of Kn'shnagiri to Toppur Gh a - c t i o n of NW7 in Tamil Nadu
#- Past Trend of NSDP of Andhra Pradesh
Andhra Pradesh's NSDP has also grown with
the same annual growth rate as Karnataka as
5.9% between year 1982 and year 2003. In
monetary terms it was Rs. 24340 crores in
year 1982 and Rs. 80490 crores in year 2003.
Maximum growth rate of 17.1% was observed
between year 1989 and 1990, refer Figure
4-23.
Past Trend of NSDP of Kerala Figure 4-23: Past Trend of NSDP Growth, A Pradesh
Among all four states. Keralams NSDP and its
growth rate is lowest. It was observed Rs.
f4366 crores in year 1982 and grown to Rs.
34509 crores in year 2003 with an annual
growth rate of 4.3%. Maximum growth rate of
10.3% was observed between year 1994 and
1995, refer Figure 4-24.
4
4.10.1.2 Past Trend of Population
Population of lndia has grown from 238.4
million to 1027 million in the preceding century
(1901-2001) with annual growth rate of 1.5%.
Tamil Nadu has experienced growth rate of
1.2% per annurn in the preceding century and
its population is grown to 62.4 million in year
2001 from 19.3 million in year 1901. The
growth of population of lndia and Tamil Nadu
is presented in Figure 4-25:.
0 1
g f g E P r ; f f ? H
Year
Figure 4-24: Past Trend of NSDP Growth, Kerala
-
C. . Tmd slPomumon
Flgure 4-25: Growth of Population of lndia and Tamil
Among the influenced states, highest growth
Nadu
rate of population is observed in Kamataka as
1.6% per annum followed by Andhra Pradesh as 1.4% per annum. Kerala and Tamil Nadu has
experienced same growth rate of 1 .O% in last decade. Please see Table 4-21.
Table 4-21: Growth of Population in Influenced States and lndia in Last Decade
A.
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4.10.f.3 Past Trend of Per Caplta lncome
Among the four states and India, the growth rate of Per Capita lncome of Karnataka is observed
highest in the year 2001 as 9.0% followed by Andhra Pradesh, Tamil Nadu and Kerala as
presented in Table 4-22. The negative growth rates had also been observed in Andhra Pradesh
between year 1997 and 1998. Past trend of Per Capita lncome is also shown in Figure 4-26:.
Table 4-22: Growth Rates of Per Capita lncome
Past Trend d Per Caplta Income
I 1saoo r - -7
P 1 I
1996 1991 I J f 8 1399 2001
,
Year
+AP
Tam II Nsdu lndla
I - -
lamu
- 9061)
a
ti saon
Figure 4-26: Past Trend of Per Capita lncome
4.1 1 FORECASTING METHODS
1 I
-
- -
Forecasting of traffic is a debatable issue and there is no specific method to check its accuracy.
Traffic forecast has direct implications of the socio-economic development of the areas from
where the traffic is contributed to particular corridor. The 'Indian Roads Congress' has suggested
Econometric Method to consider economic growth of the country for traffic forecasting. The
consultants made the projection by using following methods.
1. Past Trend Method
2. Econometric Method
3. Trip End Method
a. Most Likely Scenario
b. Optimistic Scenario
I
I
c. Pessimistic Scenario
m
a-n
Prepamtion of Feasibility Study and Detailed Pqroled Re@ for
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N
4.7 7.7 Past Trend Method
Past traffic data of three locations viz. Karimaglam (Km 118.4), Krishnagiri (Km 94.2) and Hale
Dharmapuri (Km 134.2) have been collected from NH Division, Govt. of Tamil Nadu, Krishnagiri.
Traffic census data of one-year is available for Karimangla and Krishnagiri locations and two
years of Hale Dharrnapuri Location. The data has been compiled and presented in Table 4-24:.
The table reveals that traffic is decreasing on the corridor and if same trend continues then it
should further reduce in year 2005. But the primary survey conducted by consultants at Km
148.5 shows that the traffic has increased from past. Due to inconsistency and less availability of
past traffic data the projections through past trend method has not been carried out in this study.
Table 4-24: Past Traffic Data
I
2002
Hale
April 135.2 Dharrnapuri 1898 f 139 2427 4506 722 256 343 2085 21 13397
,
Hale
825 1843 3766 600 115 29 1407 19 9942
--
2005 (Primary
Survey) 148.25 1846 1616 1298 6618 153 531 71 392 0 12729
L
4.11.2 Econometric Method
Econometric method suggested in IRC: 108:1996 relates traffic with GDP of the country. The
suggested model is given below.
Where, P = Traffic volume (Mode wise)
GDP = Gross Domestic Product
A = Regression Constant
m = Elasticity coefficient (Regression Coefficient)
Instead of relating GDP alone with traffic, NSDP of various states that are contributing maximum
Preparation of Feasibility Study and Detailed Project Report far
fourisix lanlng dKnslinsgin lo Topnur Glwl Sed~nn dNH- 7 m lanil Nadu
State only followed by Karnataka, Andhra Pradesh and Kerala as 14%, 4% and 5% respectively.
Overall 90% of the traffic is contributed from four states; only 10% of the traffic is contributed
from Rest of India.
The entire traffic is divided into three parts vir. local traffic (contributed from Dharmapuri and
Krishnagiri districts only), traffic contributed from four rest of Tamil Nadu and influenced states
and traffic contributed from rest of India. Local traffic is projected on the basis of NSDP of Tamil
Nadu. The projection of traffic, which is contributed from rest of Tamil Nadu and influenced states
viz. Karnataka, Andhra Pradesh and Kerala is carried out by giving weight to respective state's
NSDP on the basis of its share of traffic on to the corridor. The traffic, which belongs to rest of
lndia is forecasted on the basis of future growth of GDP. The future growth rates of NSDP of
surrounding states and GDP of lndia is adopted same as derived in most likely scenario.
Elasticity values are also adopted same as discussed in preceding section. Growth rates of three
type of traffic is determined by following methods:
Growth rates derived by using econometric method are presented in Table 4-25.
Table 4-25: Mode-wise Trafic Growth Rates: Econometric Method
Table 4-26 presents the forecasted traffic of various years by econometric method. Yearly traffic
NMT 2.00%
Total Vehicles 7.20%
-
forecast is presented in Appendix 4.20.
Table 4-26: Mode-wise Forecasted Tram. Econometric Method
1.50%
---
7.26%
1.0O0h
7.43%
National Highways Authoriiy of India
Preparation of Feasibility Study end Detailed Project Repod for
4.11.3 Trip End Method
The travel pattern determined from Origin-Destination survey reveals that 66% trips on the
project corridor interact with Tamil Nadu State only followed by Kamataka, Andhra Pradesh and
Kerala as 14%, 4% and 5% respectively. Overall 90% of the traffic is contributed from three
-
neighboring states; only 10% of the traffic is contributed from Rest of India. On the basis of
above travel pattern; Net state Domestic Product, Per Capita lncome and Population has been
forecasted of above mentioned states. The 10% of traffic, which belongs to Rest of India, is
forecasted on the basis of future growth of GDP, Per Capita lncome and population of India.
The traffic forecast made by this approach involves projecting passenger and good traffic
separately. The parameters considered for this approach are growth trends of population, per
capita income, Net State Domestic Products (NSDP) and Gross Domestic Products (GDP) of the
country.
In case of passenger traffic, growth of Population and Per Capita lncome are weighed equally.
Goods traffic forecast is carried out on the basis of growth of NSDP of Tamil Nadu, Karnataka,
Andhra Pradesh, Kerala and GDP of India.
The roadside interview data has been used for assessing the modal trip ends. The economic
growth rates of all zones have been weighted on base year trip ends. This gives rise to annual
economic growth rates of all zones. The annual economic growth rates have been multiplied with
modal elasticity values of the corresponding year to derive modal growth rates. For the
subsequent years, only the trip end factors have been assumed to be constant with the socio-
economic factor changing with time.
r,
The model proposed to be used to estimate future traffic can be expressed as follows:
National Highways A u fhority of India
Preparation of Feasibilrty Study and Detail& Project Report for
Where,
-
Ttm - Trips by Mode and Year
-
T(y-i)m - Trips by Mode in Previous Year
Ez = Zonal Economic Growth Rates
eym = Year and Mode Elasticity values
TEmz = Trip end by Mode and Zone
Three scenarios have been developed in this method, which are discussed below.
4.1 1.3.1 Most Likely Scenario
This scenario has been developed, keeping in view of most realistic growth of socio-economic
parameters in future. The socio-economic parameters of Tamil Nadu, Karnataka, Andhra
Pradesh, Kerala and lndia are forecasted on the basis of past trend and future policies. The
projection of various socio-economic parameters is discussed in detail in following section.
r Projection of Gross Domestic Product of lndia
Gross Domestic Product has been projected on the basis of past trend and future policies. The
adopted GDP growth rates are 7.0% per annum in next 30 years till year 2035.
Projection of Net State Domestic Products
The growth of Net State Domestic Products (NSDP) of any state depends on growth of Gross
Domestic Products (GDP) of the country. Keeping this in mind, the regression equations of past
NSDP of various states with respective year's GDP have been established and applied for future
projection of NSDP.
Projection of NSDP of Tamil Nadu
As discussed previously the NSDP of any state has strong correlation with the GDP of the
country. Hence a trend line model has been developed and presented in Figure 4-28:.
The NSDP of Tamil Nadu is forecasted by using above developed model. Derived growth rates
are 6.9% per annum. The future trend of NSDP of Tamil Nadu is shown in Figure 4-30.
National High ways Authoriw of I di a
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- - - - - - -
J
Mdel k r NSDP PmJedon of Tarnil Nadu
Flgure 4-28: Model for Prediction of NSDP of Tamil Nadu
Figure 4-30: Forecasted NSOP of Tamil Nadu
Projection of Net State Domestic Products of Kamataka, Andhra Pradesh and Kerala
The NSDP of Karnataka, Andhra Pradesh and Kerala have been forecasted in similar manner as
discussed for Tamil Nadu. The developed trend line model for forecast of NSDP of these states
are presented in Figure 4-31, Figure 4-33 and Figure 4-35.
The NSDP of Karnataka has been forecasted by using above developed model. Derived growth
rates are 7.4% per annum. The future trend of NSDP of Kamataka is shown in Figure 4-30.
l l D 132 131 l l d
Loa of G W
Figure 4-31: Model for Predlctlon of NSDP of Karnataka
Figure 4-30: Forecasted NSDP of Karnataka
The NSDP of Andhra Pradesh has been forecasted by using above developed modef. Derived
growth rates are 7.0% per annum. The future trend of NSDP of Andhra Pradesh is shown in
Figure 4-32.
Model Ibr NSW Proledion of Andhra Pradesh
1
0 l O B 0
I
I
13A 136 '21 34 1.2
Log orem
Flgum 4-33: Model for Prediction of NSDP of Andhra
Figurn 442: Forecasted NSDp of Andhra Praesh
Pradesh
4-3 2
'LZ-P al qel u! paluasa~d aJe sanlen
Appel a paldope as!^-apour pue paujwexa uaaq amy npeN l ! wel j o sa!pnjs Ja!pea pue gay
- &
Aq palsa66ns sanlen &p!lsela aqj 'muaH -pays!yqeqsa aq lou plnm uo!lelndod pue 13d -daSN
-~-J-M Due4 asp-apou jo uo!lenba U O ! S S ~ J ~ ~ J 'aJojaJaql -poq)ew puaJl lsed q6no~w uo!paroJd
- qa s,1\3~ ' ~31 ' sl al aeq~ aaJyl JO o w 'sasnq 'am se yms payap aq 01 papaau s! apou
q3ea 40 senleft ap!lsela ayj ' a~oj a~au pue sale^ q p ~ o ~ 6 314e~l pue 3!wouma-o!ms 'hwouma
uaayaq sd!yS~o!lelaJ 40 slehal 6u!hen 40 asnmaq Al!JeLU!ld s! uouawouaqd s! ql *saleJ
luaJag!p l e M W ~ sap!qan spoo6 pue ~a6uassed jo salw qw0~6 aql 4e4l sleanaJ a~uauadx3
'aUO3Ul el!de3 Jad
40 UO! ~ ~ ! OJ ~ In0 pa!JJEl Seq e!pU( pUe SalqS SnOweA 40 suo~elndod pue daSN palswaJ04 6u!sn
'SEOZ reaA II!I s-reah 6u!urm JOJ paldope
s! gloz 01 dn uo~elndod 40 eleJ 4 ~ 0 ~ 6 u! pua~l awes a41 'aJoja~aq1 * ~ E OZ 01 dn -am! 's~eah oc
lxau J O ~ apeur eq 01 uog3aJo~d e sa~!nba~ Apnp s!41 'JaneMoH -!qlaa maN 'e!puljo yt og 'sJ!egy
awoH 40 hls!u!lry :e!pul 40 1e~aua9 ~e~~s ! l j au aql 40 wuo a41 Aq paqs!lqnd pue saan!wluo3
I q u t p a l e Ilq pal!du~m .g 102-966 1 'salels '8 e!pu( lo4 uo!g~a[o~d uollelndod, pall!$ uo!lemlqnd
- --l.
e!pul 40 snsua3 aql u! uah!6 uaaq aneq g l o ~ 01 dn S U O ! ~ ~ ~ O J ~ uo!lelndod a q l 'aleJ 4 ~ 0 ~ 6
I
az!l!qqs e 6u!~a!yae Ala~ew!gln 'uo~elndod jo 4 ~ 0 ~ 6 a41 u ~ o p ~ o l s 01 dlaq osle l l ! ~ saJnsoaw
Jaylo sno!JeA pue u6!edum ssauaJeMe q6narql uo!lelndod 40 apJ 1 4 ~ 0 ~ 6 aql asea~c~ap 01 I
e!pul jo 'WOE) 40 syoua a q l -aleJ 4p-10~6 luelsum e a~a!q3e pue ape~ap 6u!urm aql u! az!l!qels
plnoM uo~elndod aql leu1 spdap sa!Jlunm padolamp 40 aauauadxa al(l pue pahlasqo puaJl lsed
'PC-* a~n6! j u! UMOVS
s! el e~ey do daSN jo puaJ1 aJnln4 aql 'unuue lad % ~ g se ssal osle aJe saleJ q4~mo~6 panyap
muaq 'salels Jnoj Ile 6uo~ue JsaMol aJe saleJ 4 ~ 0 ~ 6 d a s ~ s,oleJay ley] uo!pas 6u! pa~a~d
u! passncJs!p s v .lapow padolahap ahoqe 6u!sn Aq palsmaroj uaaq sey epay 40 daSN a q l
C
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4.11.3.2 Growth of Traffic: Most Likely Scenario
/
Table 4-27: Adopted Elasticity Values
Passenger and goods traffic growth rates have been determined on the basis of methodology
discussed in preceding section. The growth of non-motorized traffic is assumed 2.0% till year
2015 and furthered reduced to 1.5% and 1.0% between years 2015-2025 and 2025-2035
respectively. The growth rates of non-motorised traffic have been reduced due to the shift
towards motorized traffic. Table 4-28 presents the growth rates of various modes for different
time perspective. The growth rates of trucks will vary from 7.05% to 7.30% in next 30 years. Cars
will also grow with varying growth rate of 4.90% to 5.51%. Overall growth of traffic will be
gradual from 6.12% to 6.43% till horizon year.
Year Car, Jeep, Van and Three Wheele M-Axle Trucks
--
2005-10 1.10 1.04
pp
2010-15 1.10 1.04
pp
Table 4-28: Mode-wise Traffic Growth Rates: Most Likelv Scenario
Buses
1.04
--
1.04
pp
I Mode 1 2005-2015 1 2015-2025 1 2025-2035 1
20 1 5-20 1-15 1.04 1.04
2 Wheeler
-
Auto
I Maxletrucks ] 7.06% 1 7.16% 1 7.15% ]
2 axle trucks
3 axle trucks
I Tractor 1 7.48% 1 7.41% 1 7.38% ]
2020-25
2025-30
203035
1 5.14%
5.15%
I Mini Buses ( 3.74% 1 3.66% 1 3.64% ]
7.18%
7.05%
I Standard Buses 1 3.80% 1 3.70% 1 3.67% 1
1.20
1.25
----
1.25
4.41%
--
5.18%
4.32%
5.40%
7.21%
7.16%
4.11.3.3 Pmjected Traffic (Most Likely Scenario)
1.00
p p p p - - . ,
1.00
1.00
7.1 7%
7.14%
NMT
1 Total Vehicles
After determining the growth rates of various modes, traffic is projected for next 30 years. Being
a National Highway its traffic will grow in many folds in future. Traffic volume in base year is
13,364 vehicles (29,775 PCU), which will grow to 82,869 vehicles (2,05,412 PCU) in horizon year
at Km 148.5. Similarly at Km 11 1.7 traffic volume in base year is 13,195 vehicles (28,600 PCU),
-
-- -
which will grow to 80,681 vehicles (1,95,032 PCU) in horizon year. The forecasted traffic is
1.04 1.04 1.04
,
1.04 1.04
P
1.04 1.04 1.04
presented in Table 4-29. The yea ffic is presented Appendix 4.21 (a).
4-34
w
\&.
2.00%
6.12%
1.50%
6.26%
1 .OO%
6.43%
I
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Table 4-29: Mode-wise Forecasted Traffic: Most Likely Scenario
-- - -- -
4.11.3.4 Optimistic Scenario
In this scenario, the GDP growth rates for next 30 years are assumed little higher than assumed
in most likely scenario. The same methodology as discussed in previous section is adopted for
forecasting the future traffic. Due to high growth of GDP; the growth rate of NSDP and PC1 will be
higher than adopted in previous scenario. Table 4-30 presents the adopted GDP growth rates
and Table 4-31 presents the growth rates of NSDP of Tamil Nadu, Karnataka, Andhra Pradesh
and Kerala.
Table 4-30: Adopted GDP Growth Rates: Optimistic Scenario
I Year I 2005-201 5 201 5-2025 I 2025-2035 1
GDP growth rates
The growth rates and projected traffic is presented in Table 4-32 and Table 4-33 respectively.
Year
2005-2015
201 5-2025
20252035
The yearly forecasted traffic is presented Appendix 4.21(b).
I
Table 4-31: Forecasted NSDP Growth Rates (54): Optimistic Scenario
7.5%
Table 4-32: Mode-wise Traffic Growth Rates: Optimistic Scenario
Mode 12005-20151 2W5-25 1 202535
2 Wheeler 1 5.31% 1 4.90% 1 5,18%
8.0%
Kerala
6.57%
7.03%
7.50%
Tamil Nadu
7.15%
7.65%
8.17%
8.5%
Karnataka
7.66%
8.1 9%
8.74%
Andhra Pradesh
7.18%
7.68%
8.20%
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Table 4-33: Mode-wise Forecasted Traffic: Optimistic Scenario
4.11.3.5 Pesslmlstic Scenario
In this scenario, the GDP growth rates for next 30 years are assumed little lower than assumed
in most likely scenario. The same methodology as discussed in previous section is adopted for
forecasting the future traffic. Due to low growth of GDP; the growth rate of NSDP and PC1 will be
tower than adopted previously. Table 4-34 presents the adopted GDP growth rates and Table
4-35 presents the growth rates of NSDP of Tamil Nadu, Karnataka, Andhra Pradesh and Kerala.
Table 4-34: Adopted GDP Growth Rates: Pessimistic Scenario
I Year 1 2005-2015 1 2015-2025 1 2025-2035 1
e
GDP growth rates 6.5% 6.0% 6.0% I
Table 4-35: Forecasted NSDP Growth Rates (%): Pessimistic Scenario
- .
I Year 1 Tamil Nadu 1 Kamataka 1 Andhra Pradesh 1 Kerala I
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The growth rates and projected traffic is presented in Table 4-36 and Table 4-37 respectively.
The yearly forecasted traffic is presented Appendix 4.21(c).
Table 4-36: Mode-wise Traffic Growth Rates: Pessimistic Scenario
Table 4-37: Mode-wise Forecasted Traffic: Pessimistic Scenario
4.12 COMPARISON OF VARIOUS METHODS OF TRAFFIC FORECAST AND
RECOMMENDED METHOD
In this study, traffic is projected by two methods viz.
Trip End Method
1. Most Likely Scenario
2. Optimistic Scenario
3. Pessimistic Scenario
Econometric Method
4-37
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f
Projected traffic by all above methods is presented in Table 4-38. Traffic is intensely related with
socio-economic parameters, which are used in econometric method. In this method total traffic is
projected on the basis of growth of GDP or NSOP irrespective of passenger and goods traffic. In
the first method i.e. Trip End Method, traffic is forecasted for passenger and goods separately on
the basis of their relevant parameters. Moreover respect is given to the growth of socio-economic
parameters of each traffic zone that is contributing traffic to project corridor. Hence, it can be
concluded that the traffic projected by Trip End Method is more realistic than Econometric
Method. Therefore the projected traffic by this method is recommended for economic analysis
and estimation of future requirements of number of lanes.
Table 4-38: Projected Traffic by Various Methods
I Trip End Method: ( Vehicle 1133641 24216 1 44439 1 82869 1 13195 1 23754 1 43390 1 80681 1
Method
Year
I Trip End Method: / Vehicle j 133641 24656 j 48145 1 100315 1 13195 1 241 80 1 46980 1 97594 1
I optimistic Scenario 1 PCU / 29n5/ 56992 j 116001 i 2~m1.4 i 28600 i 54.462 i 110379 i2375541
Dharmapuri to
Toppurghat (Km 148.5)
20051 2015 1 2025 1 2035
Dhannapuri to Krfshnagiri
(Kml 1 1 -7)
2005 1 2015 1 2025 1 2035
4.1 3 CAPACITY ANALYSIS
Trip End Method:
Pessimistic Scenario
Econometric Method
The aim of the project is to examine the feasibility of upgrading an existing 2-lane highway to a 4-
lane highway. The capacity of this highway section would be greatly enhanced, if the section has
been widened. However, we need to analyse the existing level of utilization of highway capacity
such that the up gradation of highway is justified.
The ultimate capacity of any road is a function of minimum Level of service offered, peak hour
share of traffic and directional split during the peak hour. It has been observed from experiences
on other sections of National Highways that when they are upgraded from an undivided facility to
a divided 4-lane with a paved shoulder facility, the peak hour share remained similar.
Vehicle
PCU
Vehide
PCU
IRC: 64-1990 defines capacities of various configurations w.r.t. peak hour share between 8% and
10%. The peak hour share at project corridor is varying between 5.56% and 6.2%. Therefore,
IRC suggested capacity values couldn't be adopted directly. Hence, an effort has been made to
determine the capacity at observed peak our share of 6.0% and presented in Table 4-39.
Table 4-39: Recommended Design Service Volumes, IRC: 64-1990
13364
29775
13364
29775
23784
54875
26915
60120
Conflguratlon I Design Senrlce Volum (PCUIDay) 1 Remark
Peak Hour Share = 8%-10%
41 01 1
98078
54348
121683
-
Two Lane
Two Lane with 1.5m PavepbwQer
-
t 5000
17250
69859
I 72044
I 1 1189
247564
-
4 an% a*,$> 1 -
13195
28600
4-38
-
23335
52454
40069
93406
13195
28600
-
68072
163454
53297
116727
-
26440
57680
-
109086
237641
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4.13.1 Level of service
Configuration
4 Lane with 1.5m Paved Shoulder
For any rural or urban road, the design level of service is B, which represents a stable flow where
drivers have a good level of comfort and convenience. For this the volumelcapacity ratio should
be 0.5. The existing level of service of the corridor is approaching to 'C', which will further
deteriorate due to increase in traffic in future. Thus, the improvement of existing highway is
necessary to serve appreciably for next 30 years.
4.13.2 Volume- Capacity RaUo
Design Sewice Volume (PCUIDay)
40000
Forecasted traffic along with its volume-capacity ratios (VCR) and level of service (LOS) w.r.t.
existing lane configuration (2 lane) and proposed lane configuration (4lane with 1.5m paved
shoulder) is presented in Table 4-40. Looking at this, it is clear that the existing lane configuration
cannot cater to the expected level of traffic beyond the year 2009. Hence the project road should
undergo capacity augmentation latest by 2009, as that is when the level of service reduces to 'D'
under existing capacity levels. Under augmented capacity levels (4LPS), the LOS offered by the
highway would be 'B'.
Remark
Peak Hour Share = 8.0%
Two Lane 22500 Estimated
Table 4-40: Volume capacity ratios
Two Lane with 1.5m Paved Shoulder
4 Lane
4 Lane with 1.5m Paved Shoulder
Lane
I I Confiauration I
2 Lane
26000
52500
60000
I
4 lam with 1.5 in Paved Shoulder
I
-
Estimated
Estimated
Estimated
Dharmapuri to
Toppurghat
,..-. . a- -.
~\mmuawarcrynrw
I (Km111.7) }
VCR ] 0.64 1 0.72 1 0.87 1 1.05 1 0.29 1 0.51 [ 0.70 1 0.85 1 1.03
LOS I z C I C l D 1 E 1 B I I3 I C I D I E
VCR 1 0.66 0.70 0.85 1.03 0.30 0.50 0.73 0.89 1.01
(nrn -14a.o)
Dharmapuri Urichlr=niA to
It may be noted from above table that Clane with paved shoulder configuration would reach to
LOS 'C' in year 2022, beyond which it will further deteriorate. Hence it may be prudent to
consider and study further improvements to project corridor beyond year 2025.
4.14 TRAFFIC PROJECTION AT JUNCTIONS
The detailed methodology of traffic projection is discussed in earlier section. The mode-wise
growth rates determined in most likely scenario is applied to forecast the traffic of various
LOS c
junctions. Projected average daily tra
c
2007
I.--3901647106-34434
Year 2005
D
2010
E
' 2013
B
2008
B
1 20f7
60688
C
2022
D
2025
83623-123031
E
2028
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Table 441: Projected Average Daily Traffic at Junctions
Peak hour traffic volumes at junctions are forecasted, assuming same peak hour share as
observed in base year. Table 4-42 presents the forecasted peak hour traffic at various junctions.
Table 442: Forecasted Peak Hour Traffic Volumes at Junctions (PCU)
Fast moving vehicles (motorized) at cross roads at each junction are also forecasted and
presented in Table 4-43. The mode-wise traffic projection of each year is presented in Appendix
4.22.
S.No.
Table 443: Forecasted Fast Moving Vehicles at Cross Roads at Junctions in a day
S.No.
Junction
4.14.1 Standards
Chainage
location
Indian Road Congress (IRC) suggests different improvement options corresponding to level of
traffic volumes. These suggestions are as discussed below;
As per IRC: 62-1976 ("Guidelines on Control of Access on Highways"), Intersections of divided
rural highways will require grade separation, when the ADT (fast vehicles only) on the crossroad
within next 5 years exceeds 5000. Moreover, where this traffic figure will be reached within next
20 years, the need for such facilities should be kept in view in future construction.
Peak hour
share
Similarly, as per IRC: 92-1985, tra
ade separation, when the total peak hour flow
at the intersection is more than 10,
Year 2005 Year 2035 Year 2010 Year 2015 Year 2025
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-. - - . , , - - . , . . .
x
4.74.2 Requirement of Grade Separation
Fast moving vehicles at cross roads in base year at junctions located at Km 115.6 and Km
116.95 are accounting to 8,932 vehicles and 6,684 vehicles respectively, which is more than
5000. Therefore as per IRC: 62-1976, these junctions qualify for grade separation.
The peak hour traffic reaches 10,177 PCU in the year 2027 at junction located at Km 115.6.
Similarly 10,264 PCU traffic reaches at junction located at Km 116.95 in year 2034. As per IRC:
92-1985, these junction's peak hour traffic crosses 10,000 PCU traffic within project period,
hence will require grade separation. Both these junctions' falls at Katimangalam urban settlement
within a distance of 1.5 km.
CHAPTER 5: ENVlRONMENTAL IMPACTS
-
w Chapfer 5. Environmental Impacts
5.1 INTRODUCTION
Based on inputs from the Environmental and Social Screening exercise, preliminary assessment
of natural and social environment is carried out. The study indicated certain environmental
impacts due to the project. These impacts are considered for mitigation through incorporation of
suitable remedial measures in the design. The key environmental issues along with the remedial
measures suggested are presented in the following sections.
5.2 PROJECT INFLUENCE AREA
The study region has been delineated into 2 sections based on the magnitude of impacts
anticipated in them. The project impact area includes the Corridor of Direct Impact i.e. the strip
of land required for the road works including shoulders, support slopes and the necessary clear
zone. The project influence area includes areas with potential indirect impacts.
As per the recent notification of MoRTH, all new National Highway-widening project should
acquire land for 60 m width as ROW to cater to future expansion requirements of the roads.
Since such a width of land has to be necessarily vacated for the road corridor the impacts shall
be of a concentrated nature within this area. Thus this band will be considered as corridor of
direct impact for the present assessment.
L
Sporadic effects of the project on the environmental and socio-economic components of the
region will be assessed in the project influence area. The influence area is demarcated up to 7
km on either side of the corridor in accordance to the MoEF guidelines.
Figure 5-1 shows the project impact area and the project influence area. The distribution of
villages within these 2 demarcated areas are presented in Table 5-1.
Table 5-1 : Projed Impact and Influence Areas
SI.
No.
"
2.
Source: Census of India, 1991
Study Area
Projed Impad Area (Conidor of
Direct Impact)
Project Influence Area
( 7 km radius from Projed cwridor )
District
Krishnagiri
Dhamapuri
Krishnagiri
Dharmapuri
Taluk
Krishnagiri
Palacode
Dhampuri
Krishnagiri
Dharmapuri
-
Palacode
Village
10
6
14
1 47
49
38
National Higls ways Authority of India
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7 5.3 ENVIRONMENTAL CLEARANCE REQUIREMENTS
The Government of lndia (Gol) and State level environmental clearance for the project are
described in Table 5-2.
I
1 Ministry of Environment and Forests, 1 Environmental Impact Assessment Notification,
Table 5-2:Governrnent of lndia (Gol) and State Level Environmental Clearance
5.4 ENVIRONMENTAL PROFILE AND IMPACTS ANTICIPATED
Statute under whlch clearance is required
SI.
No.
I
2
5.4.1 Soil
Statutory Authority
The yellow red to red, clayey type of soil is most abundant in the study corridor. The next
predominant soil type is clayey skeletal. A major portion of the study region also constitutes rock.
Government of India
Tamil Nadu Pollution Control Board
Clayey soil spans almost across the entire stretch of the corridor (33.07 kms), clayey skeletal is
found mostly in the central part covering the areas of Karimangalam, Periyanhalli and
Matlampatti (1 6.22 krns). Loamy (3.27kms) and loamy skeletal soils (2.1 5 kms) are also found in
-
this central stretch of the project road. The rocky stretches are located in the upper and lower
reaches of the road (7.29 kms).
1994 issued under EP Act, 1986
EIA Notification
Water (P&CP) Act, 1974 &
Air (P&CP) Ad, 1981
The project road along most of its stretch (33.49 kms) runs through moderately deep soil (depth
ranging 75-100 cm). Regions with deep soil (>I00 cm) are present towards the end of the project
road (19.07 kms), near Nallampalli settlements and adjoining areas. Shallow soil (depth between
25-50 cm) is less marked in the region (2%).
Potassium and Phosphorus content of soil in the study area is low. Nitrogen content varies from
high to medium. The soil fertility of the project area is mainly the Medium N, Low P, Medium K
category (for 56.83 kms).
The project road passes mainly through moderate to slight erosion zones (soil loss 20-40 Uhalyr).
Only a small part of the road stretch near Matlampatti passes through severe erosion zone (soil
loss 40-80 Uhalyr).
The widening of road would require acquisition of agriculture lands at places where the presently
available ROW is inadequate to accommodate the proposed improvements. The acquisition of
agricultural land would cause loss of productive soil.
5.4.2 Air Quality
4- I
The air polluting sources in the project reg-ly canstst of industries and the vehicles
plying on the roads. The pollution l w e l s / ~ ~ % d t some
National High ways Authority of In&
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-
3'
corridor (covering all kinds of land use-rural, commercial, urban) have shown concentration of air
pollutants to be lower than ambient air quality standard for these areas.
Air quality will be impacted for a short period due to construction activities. Construction activities
particularly earthwork, diversion of traffic, transportation of material, movement of vehicles on
haulage roads, would increase the SPM content in the immediate vicinity of the construction
area. Vehicular pollutants from the construction equipments would contribute to the gaseous
pollutants during this stage.
Increase in the number of vehicles would increase the pollutant load but the free flow of traffic
due to the removal of congestion and correction of the gradient would minimize the rate of
increase in concentration during the operation stage.
Concentration of air pollutants such as SPM, CO & NOx has been monitored to establish the
baseline and impacts are predicted using CALINE4.
5.4.3 Water
Surface Water: The study region falls in the Ponnaiyer River Basin. The area is drained by river
Ponnaiyer that flows in the study corridor and crosses the project road at Ch 103+082 at
Kaveripattnam. The river is totally rain fed and perennial and flows eastwards from the western
Ghats. There are many small tanks in the study region, many of them inter-connected by jungle
-
streams.
The most important irrigation project in the region is the Krishnagiri dam across river Ponnaiyer.
The Krishnagiri dam is built on the river near Periya Muthur of Krishnagiri taluk, about 3-4 kms
east of the project road. Water from the dam is used for irrigation in Krishnagiri district. In
Dharmapuri district, mainly rainfed irrigation is practiced. A number of canals have been
constructed to facilitate irrigation in the region. Some of these cross the project road.
Impacts on surface water quality while working close to water bodies is expected. Contamination
occurs due to sediment-laden runoff from the erosive areas, as side slopes of embankment and
from landslide prone areas, entering the water bodies. Apart from these areas, runoff from
exposed land surface and lands that are stripped of vegetation will also generate turbidity in the
surface watercourses. Two water bodies (ponds) are impacted partially due to the project, one at
Km 95+700 (along existing project road) and the other at Km 105+430 (along proposed
Kaveripattnam bypass alignment).
Ground Water: Certain areas around Dharmapuri town have moderate to poor quality water due
to geological formation. 115474 m3 of ground water gets recharged annually and balance ground
water of 33311 m3 is available for exploitation in the district. Water is a limited resource in
Dharmapuri Taluk. During the summers dependence on ground water increases for meeting the
i-,
-kL
water demand. The extraction of ground water for construction purposes may thus increase the
pressure on available resources.
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Generally the water-table in Dharmapuri district is low, thus wells are comparatively few. 108
wells are present in the direct impact zone (proposed toe line +3m) of the project road. The depth
of water table ranges from six to fifteen meters. These wells are very large and deep and are
used for irrigation, domestic use as well as for industrial purposes. The widening proposal of the
project corridor will affect these wells. Besides wells, there are 27 hand pumps and 33 taps that
are to be affected due to widening of the project road. All these properties are to be relocated.
5.4.4 Noise Quality
The data on noise levels monitored along the project road is observed to be lower than
permissible levels. Monitoring of noise levels has been conducted to establish the baseline noise
of the study corridor.
Operation of construction machinery generates high decibel noise. Construction workers are the
worst affected due to noise. For rest of the receptors, the noise would be intermittent and would
not cause high impacts. To assess the impact of increased traffic on noise levels at major
sensitive locations as indicated in Table 5-3 during operation of the highway, prediction of noise
levels has been done using the FHWA Transport Noise Model.
I I I I
1 94.400 1 Nalanda Matric Higher Secondary School I LHS 1 32.00
Table 5-3: Sensitive Receptors along the corridor
SI No
6 123.800 Teachers Training College LHS 43.50
7 126.550 S c M (Matlampatti Bypass) RHS 35.00
8 129.400 Nalamathi Primary School RHS 32.00
2
3
4
I I I
I 9 1 94.400 1 Nalanda Matric Higher Secondary School I LHS 1 90.0
Ch
I 1 1 I
-
10 1 95.200 I Concord Matric School 1 LHS 1 38.0
95.200
95.500
123.400
5.4.5 Land use
Description
The land use along the project road is mainly agricultural land interspersed by village
settlements. Roadside trees are more or less dense towards the start of the project road but their
density decreases after Kaveripattnam. Plantation areas of mango and coconut are predominant
up to Karimangalam but their occurrence decreases with increasing chainage.
Concord Matric School
There are a few congested stretches along the road, with ribbon development and urban built-up
areas where bypasses have been p Id loss and demolition of structures. These
-
5-5
Side
Receptor Dlstance
from Proposed CIL
(m)
LHS 48.50
58.00
90.0
Sri Sai Krishna Vidhyalaya Girls Matric School
Saptagiri College of Arts & Saence
RHS
LHS
Preparation of Feasibility Study and Detailed Pmject Report for
four/six lening of Krishnagiri to Toppur Ghat Section of NU-7 in Tamil Nadu
areas include Kaveripattnam (Ch 101 +000-106+000), Periyampatti (Ch 122+000-123+000),
Matlampatti (Ch 125+600-126+200) and Dharmapuri (Ch 132+000-144+000).
An archeological site is present along the project road at Adiyaman kottai (Ch 145+000), about
50-60 m from the project road on the right side . A no of religious structures -temples, shrines
graves and graveyards are present along the corridor (direct impact zone), some of them in
immediate vicinity of the project road. Educational institutes (schools, colleges) also exist along
the corridor. Towards the end of the project road, settlements are less and barren land
predominates, especially on the right.
Break up of land use pattern along the project road (excluding bypass stretches of the project
road) is provided in Table 5 4 below.
Table 54: Break up of land use pattern along the project road
( Residential
--
Land use
Agricultural + Barren
I Commercial I 1.44 I
- -
Land use Pattern (% area)
92.79
Widening of the project road would require acquisition of agriculture land at places (where the
available ROW is inadequate) to accommodate the proposed improvements. Acquisition of
agricultural land would cause loss of productive soil. These impacts are likely to be significant
along the bypasses, wherein the alignment has been routed for a major length through
agricultural lands to minimize resettlement impacts. Widening of the project road would require
244.4 ha of additional land (including bypasses) of which 235.5 ha constitutes agriculture land.
Industrial
Mixed (Residential & Commercial)
Total
-
The project road lies in plain to rolling terrain, thus no disfiguration of land is envisaged due to
construction activities except for the opening of borrow pits. The borrow pit locations have been
identified and will be restricted to those areas only.
1.49
0.38
'I00
5.4.6 Ecology
The project road does not traverse through any reserve or protected forests. However, there are
forests located in the indirect impact zone (7 km radius) in Dharmapuri district. Almost the entire
area under forests is under the reserve forest category (94 per cent), with a small share of
reserve lands.
The reserved forests that are present in the influence area (within 7 kms) of the project corridor
are mentioned in Table 5-5. All these forests are outside the direct impact zone of the project
road, thus no acquisition of forestland is required. The forests in the project area are classified as
fairly dense scrub and open scrub forests.
5-6
National Highways A uthorig of India
burlsix laning of Krishnaujri to Toppur Ghat Section of NH-7 in Tamil Nadu
Table 5-5: Reserved Forests in the Indirect Influence Area of the Project Corridor
] 165.000-170.000 ( Lokur Reserved Forest I East 1 5500 1
Chainage
149.000-1 62.000
149.000-1 62.000
151 .NO-1 62.000
162.000-171.000
[ 162.000-173.000 1 Elattur Reserved Forest South 4750
1
5.4.7 Flora
Gundukkal8 Ramaswamimalai R. Forest
Toppur Reserved Forest
Manukondamalai Reserved Forest
The project corridor has continuous row of trees along its stretch. Predominant species found
most frequently accounted trees along the roadside are presented in Table 5-6.
Table 5 6 : Common Tree Species along the Project Corridor
Dlstance (in m )
5000
Name of the forest
Elaairi & Pariaam Reserved Forest
I SI. No. ] Common Name
I
Scientific Name
I
Direction
West
South
East
East
I000
2500
50
[ 3 1 Gulmohar 1 Delonix regia I
1
2
l 4 Peepal Ficus religiosa
5 Palm brassus flabellifer
Source: Primary Survey by LASA
The proposed improvements along the project corridor would necessitate felling of some
roadside trees. No sensitive natural habitats are found along the corridor. Only the roadside trees
would need to be cut due to widening and safety concerns. About 5798 trees, lying along the
existing project road (proposed toe line + 3m) are to be felled. Along the proposed bypasses, a
total of about 150 trees are to be cut.
Tamarind
---
Neem
Table 5-7: Trees to be felled due to the project
Tamarindus indicus
Azhadirachta indica
5.4.8 Cultural properties
r
SI No
1.
2.
z
Many cultural properties (shrines, temples, graves and graveyards) are located along the project
corridor. These are not protected monu re locally/regionally important. A total of 60
project r o a d a e s e 53 are affected (41
5-7
Matlampatti Realignment
P
Dharmapuri Bypass I
Road Stretch
NH7
Proposed bypasses
No of Exlstlng trees to be Felled
5798
150
Kaveripattnam Bypass
Peniyampatli Bypass
80
25
Ibur/sm lanrng of Urishnegin' Io Toppur Ghat +x-&~d-N-/-7 in Tnm7 Nadu
partially, 12 completely) and 7 are not affected. Many of the affected properties would need
relocation due to widening. Direct adverse impact on the Cultural Property will take place in case
the Cultural Property is located within the Proposed Formation width and Indirect adverse impact
is envisaged in case the property lies within the Proposed Embankment width of the Road.
Table 5-8 enlists the likely impacts on Cultural Properties by virtue of their location (assuming the
proposed widening is to take place in the ROW.)
Table 5-8: Likely Generic Impacts on Cultural Properties with reference to ROW
Direct Impact Zone Indirect Impact Zone
(Corridor of Impact)
Likely Impacts Inside proposed Inside ROW
Inside proposed On edge
Formation width
Embankment (Outside /Outside ROW
width
P
Complete Damage to t
Structure
---
Partial Damage to * 4l
Structure
Loss of access t * *
Risk to Users t t
NoiselAir/Pollution .I. * *
Loss of Other assets * 4l
Consultations have been conducted with stakeholders of cultural properties, to understand the
significance and possibility of relocation. Similarly the enhancement option for the roadside
cultural properties has also been considered. Two properties have been identified for
enhancement, for which detailed designs and drawings have been prepared. The cost estimates
for the same have been included in the project costs.
5.4.9 Educational Properties
There are 12 educational institutes along the project road. Of these 5 are fully affected, 3 are
partially affected and 4 are not affected. Table 5-9 details out these institutes along with the
mitigation measures proposed for each.
Table 5-9: Impacts on Educatic
I I
Secondary School
(Under Const)
nal Institutes along Project Road 8 Measures proposed
Distance
of 1
Boundary
Direction
I hm
Proposed Measures
Prop ClL
(m)
LHS 23.8 Building 8 boundary wall
partly Affected
needs to be relocated.
LHS 28.6 Building 8 boundary wall
I I Partly Affected I needs to be relocated.
3.
4.
5-8
95+500
99+W
Sri Sai Krishna
Vidhyalaya Girls Matric
School
Primary School
RHS
LHS
23.0
Not Affected
Preparation of ~easibility study and Detailed P ~ & Report For
four/six laning of Krishnagin to Toppur Ghat Section of NK7 in Tamil Nadu
- 5.5 CONSULTATION WITH COMMUNITIES
Ch (km)
SI
PWD
Boundary Extent of
Name of Institute Proposed Measures
No
Ch
5. 108+650 Government School Relocation
(Paiyur) Affected
------
6. 108+750 Primary School
Affected
7. 1 123+400 Saptagiri College of Arts LHS I 10.0 Partly AffecW Cdlege land within PROW
5.5.1 Methodology for Consultation
Community consultation has been an integral part of the project preparation process. It has
provided valuable inputs at various stages as project conceptualization, preparation and
finalization of alignments. Consultations assisted in identification of environmental problems
associated with the project as well as the needs of the Project Affected Persons. Involvement of
the various stakeholders ensured that the affected population and other stakeholders are
informed, consulted and are allowed to participate at various stages of project preparation. This
participatory process helped in reducing the public resistance to change, protect interests of
affected communities and enabled participation of the local people in decision-making. The
design process has been responsive in incorporating the outputs of community consultations.
Following sections present the consultation process, concerns of stakeholders and design
responses. The Public Consultation was carried out at various stages of project preparation:
Social Screening stage, Feasibility stage and the Environmental Assessment Preparation stage.
-
8.
5.5.2 LocaVVillage Level Consultation
& Science
Saptagiri Engineering
College
School (Matlampatti
Bypass)
P P
Nalamathi Primary
School
123+400
9.
These consultations were held in rural, suburban and urban areas along the project road to
inform locals about the purpose and preliminary design of the project in order to get their opinion
on issues of concern. In addition to the formal consultation sessions, several rounds of
consultations were carried out for t ut the process of project
preparation, consultations have b ssions (FGD) or one-
RHS
126+550
Grand Matric School
Gangalapuram (under
Const)
Vallar Arivalayam Middle
School
1 1.
<
c -
Not Affected
Boundary wall to be
shifted.
School Land falling within
PROW to be acquired.
Not Affected
Not AfFecied
-
30.0
149+650 LHS
>
5-9
to be acquired.
RHS
10. 129+400
22.0
12.
Partly affected
154+650 Partly Affected
I
LHS 25.0
Ncitiotzal High wnys Arrtl~ovit): of'lnrlicr
Preparation of feas;bi/ity .Siudy and Detailed Project Report for
four/six lan~ng of Krishnagiri l o Toppur Ghat Section of NH- 7 rn Tarn11 Nadu
Table 5-1 I: Preliminary Mitigation measures
-
/ Key Environmental Y ~ i t i ~ a G Measures
-I
I Issue I
I
Soil
Erosion Concerns
Storage of topsoil in stockpiles and keeping multiple handling to a minimum. Productive
agriculture lands are to be avoided for borrowing. Borrow areas are to be redeveloped
to remove the scars created.
Side slopes are to be pitched or revegetated to keep them unexposed as soon as
I
( construction in that section is complete. Adequate drainage is to be provided to direct
1 1 runoff awav from ex~osed soil and ioin nearbv streams.
I
Air quality
I
Water Quality
Impacts on air quality during construction would be minimized by allowing machinery
conforming to the stipulated emission norms. Plantation around location of sensitive
receptors would reduce the air quality impacts during construction stage.
Sediments from construction sites is to be avoided from entering the water bodies by
directing it through silt traps. Oil and grease interceptor is to be placed at the vehicle
parking and refueling areas of the construction sites and effluents are to be directed
Cultural Properties
Noise Quality
Flora
be felled. About 5798 trees have to be felled for widening of the project road, this would
be compensated by additional tree plantation in the residual ROW @ at least 2 trees for
every tree felled. As per the plantation designed for the proposed road sections, a total
of about 31,638 trees will be planted along the entire road stretch, including bypasses.
Various measures as redefining access to cultural properties, relocation and
enhancement of cultural properties have been considered in the environmental
assessment. 27 temples are to be relocated and 2 temples are to be enhanced as per
the designs detailed out in the EIA report. Graves and graveyards will all be relocated
as part of the environmental management measures.
through them before disposal.
Provision of personal protective equipment to the construction workers will reduce the
impacts due to construction noise. Operation stage noise levels are to be reduced by
appropriate noise screens (barriers) at locations exceeding the stipulated noise levels
and surrounding sensitive receptors (schools and colleges).
1 Efforts have been made during the alignment design to reduce the number of trees to
5.7 ENVIRONMENTAL IMPACT MITIGATION COSTS
The Environment Impact Mitigation costs have been developed based on the estimation of
resources required to implement the mitigation measures proposed and also number of places
where intervention is required. The EMP costs ir~clude the following major items (i) Costs for
compensatory plantation towards trees felled in the project, and landscaping at junctions etc (ii)
Provision of environmental protection measures as silt fencing, oil interceptors etc during
construction (iii) Relocation and enhancement measures for cultural properties (iv) Monitoring of
environmental quality in terms or air, noise, water and soil quality during and after construction
and (v) Costs towards training of environmental pel-sonnel of NHAl towards EMP implementation.
According to estimates, approximately INR 77.3 Million would be required for environmental
mitigation.
Preparation of Feasibility Study end Detailed Project Report For
four/six llening of Krishnagin to Toppur Ghat Section of NH-7 in Tamil Nadu
,
t wne discussions with various groups. to address the representations received by the NHAl
through the Members of Parliament of the respective constituencies.
5.5.3 Consultation with Various Government Organizations
During the process of project preparation, consultations were held with various officials in the
project area, who are going to be involved in various stages of project implementation. The
details of such discussion are presented below.
1 3 1 Superintend of Engineer I Relocation of water supply lines located along I
Table 5-10: Government Organisations involved in Consultation
Tamil Nadu Water Supply and Drainage Board the road side and request to provide necessary
I co-operation for the preparation of estimates
S.No
1.
5.5.4 Consultation for Enhancementl Relocatlon of Cultural Properfies
Concerned Official
District Collector.
District Collectorate,
Krishnagiri
-
A number of religious properties will get affected due to the project. The opinion of the villagers
and the owners/trustees of the affected temples have been taken during the consultation process
regarding relocation and enhancement. Details of the consultation have been provided in the EIA
report (Chapter 5: Public Consultation)
Purpose
--
-Land Acquisition Process
- Likely impact on children part due to the
proposed alignment
5.5.5 Household level Consultafion
Land Acquisition Process 2
-
4
5
Household sutveys have been conducted through a structured questionnaire during the socio
economic study of the project road. The details of the survey have been enclosed in the
Resettlement Action Plan (RAP) report. During the survey, the objective of the project and the
details of the proposed improvements have been explained to the local population.
Distrid Collector
District Collectorate,
Dharamapuri
5.6 MlTlGATlON MEASURES
Mitigation measures are devised to offset the potential environmental impacts due to the project.
Measures have been devised for the key environmental issues identified in the project. Detailed
;ir
impacts and mitigation measures with respect to specific locations, requisite specifications and
implementation mechanisms have been worked out in the detailed environmental assessment.
,
Dharmapuri
--
General Manager
BSNL, Dharrnapuri
Office of District Forest Officer
Dharmapuri
Reiomtion of Optical Fiber Cable located along
the road side.
To identify the forest area along the road side.
. y
Chapter 6. Social Impact Assessments
6.1 INTRODUCTION
The social impact assessment was carried out as a part of the study to ascertain the beneficial
impacts of the project on the people in general and more specifically identify critical issues so
that possible solutions can be adopted and incorporated into the engineering designs facilitating
in minimizing the adverse social impacts. The social impact assessment and resettlement
planning include the following five main elements:
Screening and social impact assessment as part of project feasibility studies;
Preparation of resettlement and rehabilitation entitlements and policy framework;
Census of the potentially affected population;
Public consultation; and,
Preparation of a Resettlement Action Plan (RAP).
6.2 SOCIAL SCREENING
Social screening parameters are classified into three categories as Built-up area,
community/cultural facilities and public utilities. All the properties and utilities identified would be
in the corridor of direct impact. The salient issues identified through the screening exercise are
as below.
The existing ROW (25-30m) is inadequate, given that a uniform ROW of 60m is to be acquired as
per the Directives of NHAI. This would result in an acquisition of about 250 ha of land and
displacement of around 1200 households. To ensure that the livelihood of these displaced
households are restored, to at least their previous standards, the Entitlement Framework shall provide
for adequate compensation and assistance.
In the rural stretches many wells are impacted due the proposed widening. During the design
stage adequate measures are to be taken to minimize the impacts. The loss of wells will be loss of
livelihood to the farmers, hence details of entitlements for their loss. if unavoidable need to be worked
out.
Along the project corridor, major ponds are observed at some places, which are likely to be
impacted due to the proposed widening. Adequate provisions are to be made for the area likely to be
impacted and needs to be compensated.
Along the roadside in urban as well as in rural areas many religious structures are impacted.
During the design stage adequate care should be taken to conserve such properties, if unavoidable
enhancement/relocation measures are to be suggested.
Preparation of ~ea&il@ Stody and ~efailed mojed Report for
Ibur!six I8ntnq d Knsttnagln to Tcppur Ghat Swtiun Of MU-7 In Tam7Nadu
7
The project corridor passes through the Adiyarnankotai Village that has protected monument
Chennaraya Perumal Temple on the edge of the road. Though the stretch has been bypassed. the
stipulations of the Archeological survey of India should be adhered during the design.
6.3 SOCIO-ECONOMIC PROFILE OF PROJECT AFFECTED PERSONS
The socio-economic characteristics' of the project-affected population as population, age, sex,
religion, literacy and educational status, occupational pattern and income status have been
assessed as below:
6.3.1 Project Affected Persons
The total number of population and households (PAFs) affected by the project conidor are 1169
(excluding 30 on the bypasses and realignments) and 4600 respectively. On an average 30
households are going to be affected for each one Km of road widening. Table 6-1 presents
section wise population and households impacted. The impact of road widening is relatively high
in Kaveripatnam-Perriyampatti section and minimum in Perriyampatti- Dharmapuri section.
Table 6-t : Distribution of Affected Po~ulation
6.3.2 Project Affected Households
b-
It can be observed that 11 93 families are going to be affected out of which maximum number of
families will be affected in the stretch of Krishnagiri- Kaveripatnam. However, it can also be
' Socio-economic survey of all households, landormen, and community a wl s along the project-influenced corridor falling within the
proposed ROW was carried out in 2005. Questionnaire was prepared in local language (Tamll) for the sodo- economic survey
(Questionnaire format is attached in the Annexure). The questionnaire includes all the information's related to account of assets lost,
ownership profile, household information's along with demographic and -ic data such as caste, religion, age- gender,
inoome and occupation pattern to determine the vulnerabiltty d the project affected f a d i . The survey included a 100% census and
household survey covering all the irnpaded pmr t i es within the project affected area.
Source: Stxi+ E mr n i c Sutvey, USA, 2005
C
Sectlon
Krishnagiri- Kaveripatnarn
94.000-101.000
Kaveripatnam- Peniyampatti
106.000-1 22.000
Perriyampatti - Dharmapuri
123.00@132.000
10 62 t 161 14.17
Dharmapuri- Thopurghat
148.000-1 56.000
8 1035 222 23.22
I
Grand Total t169 100
-
Length in
km.
Number of PAHs
{Census)
Number of
PAPS
% to the Total
~opulatlon
28.35 7 1451 345
Naiionul High ways Authority of India
Preparation of Feasibrldy Study and Detailed Project Repott for
hr / sr x lnnfng of K n r h w n to Toppur Ghar S&n ofNH-7 in TamR Nadu
- 5
estimated that majority of the families, 687 in residential areas are going to be affected due to
implementation of the project followed by the families in commercial and mixed land use
respectively. Table 6-2 shows the number of households affected by widening along the existing
atignment in the project corridor.
Table 6-2: Distribution of Affected Households
148.000-1 56.000 1 8 1 112 1 90 1 20 1 2 2 2 1
Section
Krishnagiri- Kaveripatnam
94.000-101 .Om
Kaveripatnam- Perriyampatti
106.000-1 22.000
Perriyampatti- Dharrnapuri
123.000-132.000
6.3.3 Age and Gender
Length
in Krn
7
21
10
I I I I I
-!z-
The Table 6-3 shows that 69% of the people (both Males and Females) are in the age group
between 18 to 60 years. While the population less than 18 years is about 30% followed by a very
low percentage (4.1%) of population above 60 years. The ratio of dependent population is
around 31%. The sex ratio is very low in older population group with a moderate ratio in rest of
the age groups.
Grand Total 1 46
Table 6-3: Aae and Gender- Project Affected Persons
Number of Families-4ffected
230
262
83
I ~ g e Category I Male 1 Female [ Total I Sex Ratio
Source: Socio- Economic Survey, USA. 2005
687
Residential cum
Commercial
P
Resldentlal
101
155
71
Total 2497(100) 21 03(100) 4600 (1 00) 842
Sourn: Economic Survey! USA, 20i5 Note: Figures in b e t sdws %age of PAPS /n v d! us age gmup
I
Commercial
41 7
Less than 18 Years
18- 60 Yean
Above 60 Years
6.3.4 Education
14
24
7
65 ] 1169
Table 6 4 elaborates clearly that about 31 % of the people are illiterates. The % of population with
Technical/ Professional qualification is low with 16.4% of the total population. At the same time,
52.6% of the people are low qualified and going to loose their sources of livelihood and are the
most vulnerable groups.
345
441
161
666(26.7)
1723(69.0) ,
108(4.3)
575(27.3)
1448(68.9)
1241 (27.0)
3171(68.9)
863
840
741 M(3.8)
.
188(4.1)
four-six laning of Knshnagin to Toppur Ghat Section of NH-7 in Tamil Nadu
6.3.5 Occupational Structure
Table 64: Education Levels of Project Affected Persons
The majority of the people are cultivators, followed by labourers around 20% (includes both
SI. No.
Agricultural and Non- agricultural labourers) of the total population. A very few % age (only 3.3%)
of people are engaged in Business1 Commercial occupation and household work (5.54%), while
40% of the total population are unemployed (Refer Table 6-5).
Category
1 I Illiterate
2 1 Primary School (Class 5)
3 1 Secondary (Class 10)
4 1 Higher (Graduate)
5 ] Technical
6 1Vocational
Total
Residential
Table 6-5: Occupational Structure of Project Affected Persons
6.3.6 Project Affected Persons by lncome Group
Source: Socio- Ewflmic Survey, USA, 2005
813
476
362 -
438
272
97
2458
SI. No.
1
Around 81% of the total affected population earn monthly less than Rs. 2000 per month while
only 4.4% people do have their income above Rs. 5000 per month. Table 6-6 also shows that
83.9% impacted people are going to loose their residences, while 24.8% and 16.7% of the
population are going to have their commercial and residential cum commercial properties
impacted respectively.
Residentlal cum
Commercial
3 Non-Agricultural Laborer
4
Table 66:: Income Profile of Project affected Persons
481
340
302
314
247
93
lm
Total
Occupation Category
Cultivators
Source: Socio- Economic Survey, USA, 2005
529
151
124
285
255
1
2921
5
6
7
8
2 Aaricultural Laborer
11.5
3.3
2.7
6.2
5.54
0.02
100
Government
Private
Household Work
Others
100
84
51
68
46
16
365
Number of Population
1136-
Grand Total
SI.
No.
1
2
1394
900
7t 5
820
565
206
4600
-
% to the Total
Population
22.5
440
3 ] Residential cum Commercial I 363 I 98
8.5
25 16.7
% to the
Total
58.5
24.8
Category
Residential
Commercial
Grand Total 2354 442 I 125 100
Wm: Soda- Economic Sumy, USA, 2W5
Less than
2000
1436
555
2000- 5000
202
1 42
Above 5000
- . - - - -
72
28
Total
1710
725
Preparation of Feasibility Study and Detailed Project Repori for
Iburfsrx ianurg of Knshnqirr to Toppur Ghar Secl~uo d NH-7 In Ta d Nedu
- 7
6.3.7 Vulnerability
Households in Scheduled Caste, Scheduled Tribe, below poverty line, women Headed
households are considered as vulnerable groups along the project corridor. It has been seen that
in each section of the project corridor has major people belonging to Most Backward Caste
(MBC). Table 6-7 elaborates that the project corridor comprises of total 974 households as
vulnerable groups out of which 79.4% of the households are the most vulnerable to the project
impacts. There are 53 households belonging to scheduled caste category.
Table 6-7: Distribution of Vulnerable Groups by Caste
. -
However, 56.3% of the households are going to have their residences fully or partially impacted
followed by 27% and 16.7% households would have their commercial properties and residential
as well as commercial properties fully or partially impacted respectively.
_ti
There are total 884 households below poverty line, which is 79.4% of the total affected
households. Table 6-8 details out section wise number of BPL households.
Table 68: BPL Population in PAPS
1 Section No. of Households Below Poverty Line Total i
Resldentlal Commercial Mixed
I
Krishnagiri- Kaveripatnarn
94.000-1 Ot -000
I
Kaveripatnarn- Perriyampatti
101 .ooo-122.000
1 172 1 61
I
i
122.000-132.000
53 49 10 112
Table 6-9 describes the total number of Women headed households are 81, which 7% of the
total affected households. 67% of the Women headed household's residences are going to be
affected whereas 27.4% and 9.6% of the households would have their commercial and
residential cum commercial properties IrnpaCted fully or partially.
148.000-156.000
Grand Total
Source: Socb Economic Survey, USA, 2005
96
504
75
242
4 1
138
212
884
Preparation of Feasibility Study and Detailed Project Repod Ibr
Table 6-9: Affected Women Headed Households in Project affected Persons
6.4 PROJECT IMPACTS
Section
Krishnagiri- Kaveripatnam
94.000-101.000
Kaveripatnam- Perriyampatti
101.000-122.000
122.000-1 32.000
148.000-1 56.000
, Grand Total
6.5 IMPACTS ON AGRICULTURE LAND
The agriculture land acquired for the project purpose is 99 hectare along the existing corridor and
136 hectare along the bypasses and realignment. The non-agriculture land2 lost due to the
project is 9 hectares along the existing alignment and 0.2 hectare along the bypasses and
realignments. Table 6-10 presents the impact on agriculture and non-agriculture land.
Source: Soc~o- Ecvmrttk S m y , USA, 2005
Number of Women Headed Households
Table 6-10: Impacts on the Agriculture and Non Agriculture Land
Resldential
10
28
9
7
54
Section
t
Aariculture Land I Non-Aariculture Land I Total
Area in hectare
I. EXISTING ALIGNMENT
I
Krishnagiri to Kaveripatnam
Commercial
1
Kaveripatnam to Peniyampatti
38.1 3.2 41.3
Perriyampatti to Mattlampatti
4123.500 to 125.500)
6.1 0.3 6.4
Matttampatti to Dharampuri
14.9 1.6 16.5
Mixed
3
I
Dharampuri to Thopurghat
(148 to 1561 I
Sub-Total 99.4 I 8.8 I 106.2
II. REALIGNMENT AND BYPASSES
6
7
5
19
The area under structures
6-6
2
0
3
8
Pmparation of Feasibility Study and Detailed Project Report far
burlsir Inning of Krtshnagn to Tqopur Ghnl Sedmn d NH-7 m T a d Nedu
-0
Agriculture Land: A total of 120 households are likely to be impacted due to the loss of agriculture
land. There is no likelihood of displacement of these impacted households, as the viability of residual
land holding will not be affected.
Non-Agricultural land: A total of 1253 households are losing non-agricultural land due to the project.
6.6 IMPACTS ON STRUCTURE
6.6.1 Private Stnrcfures
Apart from acquiring land, the project shall impact built-up structures in rural and urban sections,
both within (encroachers and squatters) and outside the existing ROW (titleholders). Table 6-1 1
presents the section wise and use wise impacts on structures along the project corridor.
Predominant, structures are residential followed by commercial buildings. Annexure 6-1 gives
the section wise details of the impacted structures along the project corridor.
Table 6-1 1: Summary of Bullt-up Structures by Type and Use
PUCCA SEMI-PUCCA KUTCHHA
-c-
0 13 17 30 1 10 10 21 0 4 10 14 65
- - , - - --
*I
73 107 306 486 1256
Soume: Census S w y , USA. 2005
Residential Structures: 769 households are losing residences partially or completely. 524
households will be displaced and 245 households are impacted partially due to the proposed
widening.
Commercial Structure: The numbers of households losing commercial establishments are 422, of
which almost 297 will be displaced.
Residential cum Commercial Structure: PAHs losing residence cum commercial stmctures due to
the project are 65 of which 44 structures are displaced.
Preparetion of Feasibility Study and Detailed Project Report far
lou~/sfx laning ol Kn s c ~ - g n to Toppur Ghal SeCIicm dHH- 7 in TmY Nadu
--
6.6.2 Public and Institutional Structures
The road widening impacts boundary wall or fencing of the institutional and industrial premises.
In few cases it is the structure, which is affected by the proposed widening of the corridor. The
public building such as block office, village panchayat offices are also affected. Table 6-12.
Industrial Structure: 16 industrial properties are affected due to road widening. Out which 6 are
encroachments. No industrial properties will be displaced as the project road impacts only the
boundary wall.
Public and Semi-Public Structure: These structures are education institutes and government
building. 49 structures are impacted under this category.
Other: The structure included in this category is mainly tube wells, pump room and overhead tanks.
98 structures are affected partially or fully in this category.
6.7 EXTENTS OF IMPACTS
The proposed improvement involves impacts on Land: (i) Agricultural (ii) Non-Agricultural land
and Built-up Structures: (i) Residential, (ii) Commercial and (iii) Mixed (Residential &
Commercial). The summary of these losses is presented in Table 6-13.
Table 6-13: Impact on Structures by Building Use
Type of Impacts
Partially Impacted
Fully Impacted
Total
Residential
245
524
769
Residentlal &
Commercial
2 1
44
65
I
Comnercial
125
297
422
Total
391
865
12%
NatioaaI Highways Auth~rily of India
DFTAILED PROJECT REPORT
Pmpmhwr of~oeGb, l i t y and Dsfs!ed .hcj& fot
fcwriax lani?g d Kflshnapin l o Topput Ghat Sectton of NKY in TmR Nedu
p m . 7 . w .
6.8 LOSS OF PRIVATE ASSETS
The private assets lost due road widening are trees, wells, overhead tanks, drinking water tap etc
that are located within the building premises. The private assets affected are presented in Table
6-14. The road widening and realignment affect around 5000 private assets, with maximum of
2324 in Kaveripatnam-Perriyampatti section and minimum of 19 in Perriyampatti bypass. The
loss of private assets for one km of improvement is 80.
6.9 COLLECTIVE IMPACTS ON GROUPS
Table 6-14: Impacted Assets by Type
2500 community utilities are getting affected due to the project. These include electric poles;
transformers, boreholes, wells etc. 54 cultural properties of different community groups (Shrines,
Temples and mosques) are also impacted due to the project road widening (Refer Table 6-15).
9
9
Table 6-15: Impact on Common Property Resources
I E
't IS
GE
m m
c a
f 5
55
E
Q
c ID
$ 8
-c g m E
S
Trees
20 543
c n
$ 5
72 *
$5
1545
-
?i
Ei
E m
0. 0
z5
EE
g!!
' E:
a
3
'E
s a
52
0
543 2
t 3
3s
a:
m 2 0 a
ge
---
3
0
+
45 1 3107
Preparation of Feasibility Study and Detailed Project Report hr
burtsix Ianmg of K~shnagrn to T~ppur Ghst Sectton nb NH-7 ~n TemilNadu
6.10 INSTITUTIONAL ARRANGEMENTS FOR 1MPLEMENTATlON OF R&R
The NHAI through the PIU (Coimbatore) shall be responsible for the effective implementation of
the project, including those of the R&R action plan and the entitlement provisions that have been
suggested for the PAPs. Towards assisting the project Director on the R8R issues and Land
Acquisition related issues, a position of a Manager (R&R) shall be required to be created within
the PIU. On the LA related issues, a revenue official, of the rank of a District Revenue Officer
(DRO), shall be inducted within the PIU for each of the 3 districts, the corridor passes through,
during the process of land acquisition.
Towards addressing the grievances of the PAPs on the R8R related issues, grievance
committees at district levels shall be constituted in each of the three districts. Further, to assist
the PIU in the disbursal of the entitlements, an NGO shall be retained. The NGO shall work as a
conduit between the NHAl and the PAPs to ensure that the entitlement provisions are effectively
implemented. The roles and responsibilities of the GRCs and the NGOs in the project have been
detailed in the Chapter on Implementation Arrangements in the RAP document.
6.1 t COMMUNllY INVOLVEMENT
Community consultation has been an integral part of the project preparation process. It has
provided valuable inputs at various stages as project conceptualization, preparation and
finalization of alignments. Consultations assisted in identification of environmental problems
associated with the project as well as the needs of the Project Affected Persons. lnvolvement of
the various stakeholders ensured that the affected population and other stakeholders are
informed, consulted and are allowed to participate at various stages of project preparation. This
participatory process helped in reducing the public resistance to change, protect interests of
affected communities and enabled participation of the local people in decision-making. The
design process has been responsive in incorporating the outputs of community consultations.
Following sections present the consultation process, concerns of stakeholders and design
responses. The Public Consultation was carried out at various stages of project preparation:
Social Screening stage, Feasibility stage and the Environmental Assessment Preparation stage.
6.12 COST ESTIMATES
6. f2.1 Value of Land
The widening of NH-7 from Krishnagiri to Thopurghat affects 1310 built-up property and 150
agriculture properties. Therefore, the land values of this area have been collected from the local
people and revenue officials. It was reported that a hectare of productive land value costs Rs.
50,000-4 lakhs. Based on the percentage constitution of the land acquistion indicated in chapter
5, the cost of land acquistion has been estimated as INR 114.36 million.
Pmpration d Feasibility Study and Detailed Projecf Reporl for
four/& laning of Krishnagiri to Toppur Ghat Section of NH-7 in Tamil Nadu
6.12.2 Value of building structures
For the loss of building structures, either commercial or residential, the titleholders will be
compensated at replacement cost. However, 1256 private built-up properly is likely to be
affected. The rates are proposed in accordance with the costs for civil works recommended in
the PWD schedule of rates.
Rates in Rs
Pucca 6000
Semi-Pucca m2 4000
Kutccha
-
3000
6. f2.3 Transitional Allowance
Transitional allowance will be given to those whose livelihood will be affected. The period during
which the EP will take to restore his livelihood is 6 months for the displaced and 3 months for the
affected titleholders. To calculate this allowance, the minimum wage has been considered to be
Rs.1 OOtday for 26daystmonth.
6.12.4 Shifting Allowance
An ex gratia amount of Rs 2,000 has been provided to all project affected households. The
project-affected households are 11 91. The total compensation to be paid is Rs. 14.33 million.
6.12.5 Replacement cost of other Private Assets
The private assets are within the building premises and not the part of the main structure. The
unit costs of all the assets are presented in Table 6-16.
Table 6-16: Unit Costs of Private Assets
Private Assets Unit Rates in Rs
6.12.6 Shifting of Utilities
The utilities along the corridor are electricity line, telephone line, Optical Fibre Cables (OFC),
Water supply line, water taps, hand pumps, wells and bus stops. The telecom department and
other private owners will carry out the rernovallrelocation of telephone line & OFC. Whereas unit
cost of other utilities varies from Rs 200 per RM for water supply line to Rs 100000 per wells. The
utility wise relocation/reconst~uction costs are presented in Table 6-17.
b
Table 6-17: Utility wise RelocationlReconstruction Cost
6.13 BUDGET FOR IMPLEMENTATION OF RAP
Utilities
RS.
The total budget for implementing the RBR component of the project is Rs.578.53 millions. The
detailed estimate of R&R Budget is presented in Table 6-18.
Table 6-18: Utility wise RelocationlReconstruction Cost (in million Rs)
Note: -' The amount Rs 1.5 million against cost of M E consultancy/NGO fees has been considered for total stretch.
---
12.000/~01e
Tmnsfomr
2,50,0001
Transformer
Water Supply
, Line
, SOO/RM
Water Tap
5,000iTap
Hand pump
---
35.0001HP
Wells
2,00,0001well
Bus stops
35,0001 bus
stops
CHAPTER 7: DETAILED DESIGNS
Chapter 7. Detailed Designs
7.1 DESIGN STANDARDS
Formulation of series of design standards is required for applying them during highway design in
order to avoid any inconsistency in design from one section to the other and provide desirable
level of service and safety. The Design Standards adopted for the project have already been
presented in greater details in Feasibility report. A gist of standards for major elements has been
presented below:
7.1.1 Geometric Design Standards
Geometric Design Standards have been largely extracted from IRC 73-1980 for design speed of
100 Kmph are given in a table at the end. Since IRC standards do not specify standards for
median widths, raised or sunk median, shyness strips etc., these have been recommended as
per MOST circulars.
Geometric Design Standards for major elements
minimum distance of 80m and for
new camageway a minimum
distance of 150m
7-1
-
Preparakm of Feasibility Study and Detailed Project Report for
four/siw laning of Ktishnagiti to Toppur Ghat Section of NH-7 in Tamil Nadu
7.1.2 Pavement design
The design of Flexible pavement for main carriageway shall be in accordance with IRC 37:2001
for design lane traffic estimated from traffic surveys. The initial design of overlays on the existing
carriageway shall be in accordance with IRC 81-1997 using the BBD deflections. The
performance period shall be considered to be 15 years. The paving for bus bay and truck layby
shall be with flexible pavement. For the design of rigid pavements PCA method shall be followed.
7. f.3 Structures
The Design Standards and loading that shall been considered are generally based on the
requirements laid down in the latest editions of lRCl IS codes of practices & standard
specifications, and guidelines of Ministry of Road Transport & Highways. Additional technical
references shall also be used wherever the provisions of IRCIIS codes are found to be silent or
inadequate.
The Design Standards for CD Structures
Highway alignment i% cross-section will be followed.
Geometry of structures
Crash Barrier shall be k e ~t out side the roadway width.
S.
No.
I I Widening of Structures I I
Item
I I
I
-
I Concentric widening of substructure and foundation will be with PCC 8 deck
Standards
a. Width of widening.
Widening will be decided by CL of proposed road, cross-section of road L width
of existing structure.
-
7-2
b. Material for widened portion. slab with RCC. In Eccentric widening new structure will be of RCC and
exten-on will have PCC substructure and foundation with RCC slab.
Preparation of ~eaitbil;bilrty study and Detailed project Report for
four/six laning of Krishnagiri to Toppur Ghat Section of NH-7 in Tamil Nedu
7.1.4 Geotechnical Engineering
The geotechnical engineering of the project includes carrying out a comprehensive exploration
-
Standards
a. There will be expansion gap with proper joint between existing deck slab d
new widened deck slab for existing dway portion.
b. If possible deck slab thickness will be reduced.
c. For concentric widening substructure and foundation will be monolithically
extended on either side.
d. For eccentric widening; sub-structure and foundation will be monolithically
extended for widening portion while new structure. will have expansion gap
S.
No.
program at selected I roject corridor. The subsoil data obtained during
7-3
' x- ,' '
Item
Connection between existing 8
widened portion of structure
with the existing (in case of closed median)
a .Reconstruction will be as per the findings and recommendations mentioned in
wndition survey report. Based on detalled hydrological study the
Reconstruction: Minor Bridge
recommendation for hydrologically inadequate structure will be reviewed.
8 Culverts
b. The proposed structures will be RCC box type. I
c. Wing wall will be PCC for new structures.
a. Foundation- For deep/ shallow foundation the grade of concrete will be M-30
b. Substructure-As per the requirements.
Flyover structures
c. For superstructure grade of concrete will be M40
d. Approach portion-Embankment with RE wall.
a. RCC box structure to be provide.
b. Wing wall or Return wall- RCC.
7 Additional Culvert RCC box type as per hydrological requirements.
Vertical Clearance at Minimum head room of 5.5m from the highest point of formation level of
underlying aoss road to soft of deck slab
a. For Culvert 8 for structure having single span less than 4.0 m, same cross
slope as that of the road will be followed.
b. Fill over culvert will be as per pavement Design
c. Profile corrective course mll be as per pavement composition.
d. For New structure deck slab will follow the cross slope ( max 2.5 % )
10
11
12
13
- -
14
15
16
Minimum Fill over Structure.
Wearing Course
Approach Slab
Bed protection
Retaining Walls
Ventilation Vent
Crash Barrier
If fill above the existing structure comes more than 400 mrn, then the Deck to be
reconstructed.
Wearing course will be 65 mm thick as per MORTH.
a. Provided in Flyovers, Major Bridges, Minor bridges and Underpasses ( For
Minor bridge single span should be more than 4.0 m ).For Underpass approach
slab can be avbided if earth cushlon is more than 200mm.
b. Provide approach slab for Culvert.
All bridges & culverts will be have proper bed protection as per IRC 89.
a. Embankment toe wall will be PCC M15.
b. Other cases- RCC retaining wall.
For new Underpass structures suitable ventilatmn vent will be suggested for air
circulations.
RCC M40 around 0.9 m ht for all structural location.
Nafionlrl Uighwqs Authority ofIndia
Preparation dfeoslbrlity Study and Delallwd P m p d Reporl RW
hrrr's~x laning d Knshnagin ro Toppur Ghat S~cti on d NH- 7 m T& Nadu
Volume I: Maln Report
-"
H exploration will be used for analyzing the stability of existing and proposed structures and
roadway embankments.
The geotechniml design will, in general, conform to the applicable IRC andlor IS codes of
practice. In addition, some international design manuals and popular technical books will be
referenced. The design will be based on the setviceability loads criterion with a safety factor
adopted on the ultimate design value. The geotechnical recommendations shall include the
adequacy of foundations of the existing structures, allowable bearing capacity for the foundations
in the widening areas and new structures, ground improvement, if any, for increasing the shear
strength of foundation soils 8 limiting post-constnrction settlements of structures and roadway
pavements, compaction control of fill used in the embankments & foundationlutility trenches,
erosion control of embankment side slopes, stability of open excavations and hillside cuts, rock
excavations and corrosion potential of foundation soils 8 groundwater.
7.1.5 Drainage
The surface and sub surface drainage system shall be planned as per IRC SP: 42-1994. A
camber of 2.5% shall be provided in main carriageway, service road as well as in truck layby and
busbay locations. A minimum longitudinal gradient of 0.05% in rural areas and 0.2% in urban
shall be provided for smooth surface runoff. Longitudinal linedlunlined drain shall be provided
near ROW in rural sections with outlets to cross drainage structures. Sump and Junction boxes
shall be provided at the interface of urban and rural areas as well as in flyover locations to
ensure proper drainage. 200mm wide cuts at 5m centre to centre have been provided in medians
at superelevated sections. Chute drains at a distance of 15m with stone pitching shall be
provided in stretches with high embankment.
7.2 IMPROVEMENT PROPOSALS
Formulation of improvement Proposals is a pre-requisite for development of any project facility.
Highway Improvement options ought to be technically sound, environmental friendly, and
economically most feasible. They not only include formulation of typical cross sections separately
for rural and urban areas depending on requirements of capacity augmentation, but also include:
Provision of rural service roads to interconnect two near by cross roads;
Identification of urban areas that require BypasseslRe-alignments;
Identification of optimal bridge alignments;
Provision of pedes~anivehicular underpasses
Provision of bus bays and bus shelters
Provision of way side amenities
Provision of toll plaza
The project corridor predominantly t w m u g h
1-- r! r
close intervals.
,/ LO p- z, :),
rural
-
settlements at
National Highways A rrthsrity of India
Pmparaimn O? Feasbkty Study end Detaikd Prryed Repcrt lor
OFTAILED PROJECT REPORT
bur.'six I a n ~ q ~ L Ky h n q r r lo T o p p Ghar Ssdfrm 04 NH- 7 1n f wd Medu
Volume I: Main Repart
-----
The choice available for widening in rural areas are i) Symmetrical widening and ii) Widening
eccentrically. The decision of eccentric widening on either side of the existing road is dependent
upon which side merits preference and the distance of the existing centerline from the ROW
boundaries. The factors influencing the preference are:
Availability of land
Geometric improvement
Utility Lines
Ribbon developments and settlements
Environmental and Social concerns
It is preferred to widen the corridor eccentrically wherever site conditions permit to utilize the
existing formation completely and to avoid two longitudinal joints on either side. Also this would
ensure uninterrupted traffic movement during construction. It is proposed to provide pedestrian
underpasses at locations of major educational institutions like engineering colleges and schools
adjacent to the project corridor to avoid pedestrians entering main carriageway.
Accordingly, following typical cross sections have been developed for the project corridor in rural
areas as:
Eccentric Widening on left hand side
Eccentric widening on right hand side
There are two major urban areas along the corridor, namely Dharrnapuri and Kaveri Pattanam.
Apart from these two, there are several other minor settlements and villages along the corridor
where it has been observed that there is commercial activity and movement of pedestrians within
the settlements. In order to segregate the through traffic from local traffic and to provide safe
passage to slow moving non-motorized vehicles, it is proposed to plan bypass or realignments
for above urban settlements and provide service roads of adequate width between two close-by
intersections or settlements to enforce proper access control along the corridor.
Accordingly, following typical cross section has been developed for the project corridor for
bypasses and realignments as:
Bypass or Realignment
Tentative length of individual widening option along the project corridor has been given in
following Table 7-1 below:
Table 7-1 : Length of Widening Options Considered
1 S.No ] Widenlng Option I Code I Total Length 1
Bypass and Realignments ] RE-ALGN I 2 3 . 6 2 5 1
1
2
Eccantrl widening in Rural areas cmLHS while maving towards Thoppur
Eccentric widenina in rural areas on RHS while mvina towards Thoaaur
EL
ER
(Km)
18.375
20.500
National Hig1tways Acrtl~oritc)! of I~ldicr
Preparation of Feasibilliy Study and Detailed Project Repod for
four/six laning of Krishnagiri lo Toppur Ghal Section of NH-7 in Tamil Nadu
Cross sectional elements are based on the design standards and specifications set for the
Project. The lane width shall be 3.5m, paved shoulder width 1.5rn. hard shoulder width I m,
-4
median width 4.5m and shyness strip 0.25m on both sides of median.
Rural service roads in the form of slip roads at location of pedestrian underpasses near schools
and engineering colleges have been proposed to provide access to adjacent properties. In
addition rural service roads have also been proposed on new bypass alignments to connect two
nearby cross roads. Locations of rural servicelslip roads have been presented in Table 7-2.
Table 7-2: Locations of Rural ServicelSlip Roads
128 525 1 128.846
I - L
1128.846 1 129.351
--
1 140.630 1 142.175 1 East 5.50 I 1545 1
142.125 145.750 West 5.50 - -
...-
3625
1 147.050 148.700 West 5.50
- --"- 1650
200
1694
625 1
775
-
825 1
West
West
! 128.650 128.846 ' East
7.2.2 Bypass candidates
7.00
5.50
5.50
128.846
131 625
The project corridor presently bypasses town of Karimangalam (Km 11 5) with a iwo lane bypass.
Dharmapuri (Km 132-144) is the major urban settlement along the corridor. Kaveri Pattanam (Krn
102-1 06) is another major urban the corridor where very little ROW of 10-15m
exist along the corridor. There ar
mvw;l r - .t---r
--
.a"
- VI
5.50
7.00
196
505
1575
133.300
135.130
136.625
321
505
129.351
133.200
East .
.- -
Ea s t
135.130
135.225
138.200
We s t ;:;; 1 1 ; ; i East ,
Both 1 5.50 3150
Preparation of Feasibilfty Study and Detailed Pmject Report for
Ibuo'sx Innmrg of Krrshnngtrl ID Toppur Gh?! Sectlm d NH- 7 m TBmll Nadu
corridor as already mentioned in the previous chapters. Amongst them Periyam Patti (Km 122),
Matiam Patti (Km 126), Adiyaman Kottai (Krn 144), and Nallampally (Km 147) require
realignments because of continuous and thick ribbon developments and non-availability of ROW.
There are proper buildings very close to the existing carriageway at these locations. It would not
be possible to accommodate four lane cross section with service roads through these urban
areas within the available ROW. Details of these realignments are given in Table 7-3
Table 7-3: Details of Bypass Candidates
7.2.3 Bridge Alignments
The project corridor crosses Ponnaiyar River at Km 103 with a bridge of nearly 243m in length
and 10 spans. Apart from River Ponnaiyar, project corridor also crosses several other streams
with minor bridges. All of these bridges are having open foundations and do not pose any
A,
problem to follow the widening options adjoining highway sections. Consequently, all these
bridges were proposed to widen on the side of highway widening in accordance with the typical
cross sections finalized for respective highway sections adjoining bridges.
7.2.4 Geometry Of CD Structures
Cross sectional elements of the CD structures have been finalized in accordance with the
requirements of MORTH specifications for a 2x2 lane road configuration
As per the MORT circular dated 9'"ay 2000, the guidelines for the width of new bridges,
which states that the basic approach for deciding the width of structures is that ' the overall
width of all bridges irrespective of their lengths or location shall be compatible with that of the
road adjacent to it. As such, all bridges should have width between the outermost faces of the
railing kerbs equal to the roadway width of the approaches '.
7.2.5 Flyover / Underpasses
It is proposed to provide vehicular underpasseslflyovers at some locations of major intersections
and urban areas in order to provide an uninterrupted flow for through traffic moving on the project
conidor. These flyovers/underpasses were proposed to have 2-lane configuration in each
direction with sewice roads at ground level for movement of local traffic. Details of Flyovers are
-
mentioned below in Table 7-4.
Preparetion of Feasibility study and Detailed project Reporf for
four/six laning of Krishnagiri to Toppur Ghat Secbon of NH-7 in Tamil Nadu
Table 74. Details of Flyovers
SI. No. 1 Chalnage 1 Proposal f Remarks 1
1 1 105+915 1 Unidirectional Flyover I Junction at the end of Kaveripattanarn Bypass I
5 1 142+142 1 Straight Flyover I SH intersection to Hosur at Dhannapuri Bypass I
2
3
4
- -- - -- -- -
Table 7-5 presents the locations of proposed underpasses and its type.
Table 7-5: Locations of Underpasses
116+910
135+130
137+771
7.3 WIDENING OPTIONS
Looking at the existing physical condition of the project corridor, the following criteria has been
used to identify the side of widening:
Availability of Land
Geometric Improvements
Location of utility lines
Location of major settlements and ribbon developments
Vegetation
Environmental1 Social hot spots
Straight ~l ~ov e '
Straight Flyover
Since series of intermittent developments exist along the corridor, serious efforts have been
made to reduce the impact on adjoining properties by changing the side. Presence of high-
tension lines, religious structures, wells, big old trees have been duly considered while finalizing
the widening scheme. Above all, availability of land, geometric improvements have been given
SH intersection at Karirnangalarn
MDR crossing at Dharmapuri Bypass -
due importance in fixing the widening optlo , . . , DO
, ,
.:
Straight Flyover ( Sh intersed~on to Hogenkal at Dharmapuri Bypass
National highway,^ Authority of JrtdE'a
Prepsmfltion of Feasrhrlrly siudy and Detelled &ed Repor1 Iw
hr/ srx laning of Knsh-wgln lo T w r Ghat Scct~on d NH- 7 m TBmll Ntrdu
Volume I: Main Repwt
---
-,-
Based on the above criteria, widening scheme for the project corridor in terms of horizontal
alignment has been finalized on the strip plans through walkover surveys. Field checks were
made to verify the feasibility of the proposed scheme and thereafter the alignment was modified
wherever considered essential to safeguard sensitive elements. Table 7-6 presents the final
widening scheme adopted for the project.
Table 7-6: Proposed Widening Scheme
- -
Chainage (km) Widening Length
Improvement Code
To (km) Scheme (km)
I
95.800
100.200
100.950
106.100
1 12.800
I 124.150 1 124.650 1 Eccentric left I EL I ~. 50oP 1
100.200
100.950
1 17.450
122.175
122.400
---
132.000 133.100 Eccentric right ER 1.100
106.100
1 12.800
115.100
Eccentric lefl
Eccentric right
115.100 1 17.450
122.1 75
, 122.400
124.150
I I G
150.375 1 152.000 1 Eccentric lefl I EL 1 1.625
Bypass
Eccentric right
Eccentric left
133.100
148.650
7.4 HORIZONTAL ALIGNMENT DESIGN
EL
ER
Eccentric riaht
Eccentric lefl
Eccentric right
B Y P ~
Design of the horizontal alignment has been carried out in SOFTDESK environment as per the
widening scheme finalized at feasibility stage on base plans. Extensive field checks to verify the
feasibility of the proposed alignment have been carried out and suitable modifications to the
alignment have been done wherever considered essential to safeguard sensitive elements.
4.400
0.750
REALIGN
' ER
EL
148.650
150.375
Base plan of the existing highway corridor showing all natural and manmade features has been
prepared using the topographical survey data. All the features within a band width of 60m have
been captured with an unique 'description code" during the survey along with the details of
5.150
6.700
2.300
----
ER
EL
ER
RE-ALIGN
1
A existing carriageway centerline, edge of pavement, -~ edge of shoulder, toe line of the embankment
2.350
4.725
0.225
1.750
Bypass
Eccentric right
etc. This data has been downloaded
RE-ALIGN
ER
15.550
1.725
h r / s i x !nntrtg of Knshnagrn IoToppur Gttal S@ctmn d NH-7 m Tard Nadu
Volume I: Main Rqmt
- Format survey data to suit the requirements of SOFTDESK environment
Download the data into software
Define main corridor features by joining the points of centerline, edge of pavement, embankment
toe line
Join the points with same description codes for all physical features like rivers, buildings, religious
structures, shops, telephone poles, electric poles. cross roads etc within the above specified limits
Establish break lines for features such as edge of the road, shoulder, nallahs, top and bottom of
ditches, etc;
Insert the details of existing cross drainage structures such as bridge number, span arrangement
etc.
Insert details of underground utility services collected from secondary sources.
Cross check the so prepared base plans by "walkover" surveys
Update and finalise the base plans with additional survey data if necessary.
Geometric design of project corridor has been conceptualized for a design speed of 100 kmph as
specified by the TOR. Horizontal curves along the existing alignment generally fulfill the
requirements IRC standards for a design speed of 100 kmph. There are few sharp curves where
it is required to improve the radius to ease out the curvature effect. Improvements to geometry of
these sharp curves have been effected without causing much of impact to adjoining properties
and land use.
-L- Four laning of the project corridor has been done from end of flyover at Krishnagir town at Km
94. The unidirectional flyover junction at Krishanagiri town has been further developed by
providing a dedicated lane for Salem-Bangalore traffic and loops for Salem-Chennai traffic.
Details of this junction improvement are elaborated in Volume-ll: design Report. Four laning
continued up to Km 961400 where a major temple exists on the western side of the existing
carriageway. Alignment is shifted at this location to eastern side to avoid temple developments
and service roads have been provided along with a pedestrian underpass. The alignment is
shifted in such a way that the existing carriageway forms the service road on west. Four laning
further continuous up to the out skirts of Kaveripattinam town (Km 101.000) where a new four-
lane bypass is proposed for the town on eastern side.
Beyond the Kaveripattinam town, four laning again started from end point of bypass (Km
106.000) and continued up to the outskirts of Dharmapuri (Km 132.500) where a new four-lane
bypass has been proposed for Dharmapuri-AdiyamanKottai-Nallampalli towns (Km 148.000).
Flyovers have been suggested at major road crossings of MDR (to Palakkode), SH (to
Hogenkal), SH (to Hosur) to have a smooth & uninterrupted flow of traffic. Details of these
junction developments are elaborated in next section of this chapter.
Alignment of the existing ?wo-lane adageway has been retained for most of the length except
for the removal of kinks and sharp curves at some locations, Length of road between h 227-230
.
--
has been maligned at several places b irnpmve the geometry and remove the effect of reverse
curvature. Removal of sharp curves also bean carried out at Km
96/400,98/600, '1
as per new chainage.
7-10
focrr/six laning of Krishnagiii to Toppur Ghat Section of NH-7 in Tamil Nadu
Volume I: Main Reporl
Further, efforts have been made to have change over of side at curves wherever possible. In
case of tangent sections, change over is suggested with very flat curves. Many crossroads have
been realigned at the junction with main carriageway to reduce the skew angle of the crossing.
Apart from providing bypass at major towns of Kaveri Pattinam and Dharmpauri, the project
corridor has been provided with two bypasses at Periyam Patti and Matlam Patti settlements.
Smooth geometrics confirming to design speed of 100krnph have been provided. These bypass
are designed as partially access controlled highways with grade separations at major crossroads.
Local connector roads have been provided along the bypass alignments wherever two
intersecting crossroads are at a dose interval.
7.5 VERTICAL PROFILE
The profile of the Project Corridor has been finalized on the basis of DTM data collected during
the topographic survey. For the purpose of creating existing ground profile, only the survey points
pertaining to natural ground and existing pavement have been used and points pertaining to
utility features have been eliminated. Fault lines are drawn along the corridor and a Triangulated
Irregular Network (TIN) has been created in the SOFTDESK to create the existing profile along
the proposed centerline of the project corridor. Care has been particularly taken at culverts and
bridge locations to define the water bodies correctly with fault lines.
Profile of the existing carriage way has also been created using the TIN in the software and
imported into the drawing having the existing profile of the proposed centerline. Control points for
drawing the finished road profile have been identified at CD st ~dur es and underpass locations
and were marked in the drawing. Limit lines for accommodating the designed overlay thickness
at the center of existing carriageway and minimum possible profile corrective course have also
been drawn on top of the existing road profile in the drawing. Limit Lines at the existing horizontal
curve locations have been carefully drawn by considering the effect of existing super elevation
along the corridor.
In addition to the standards and guidelines set for the project, a number of other considerations
have been made to finalize the vertical profile, which are presented below:
Individual profiles have been drawn for each carriageway of the four lane divided highway.
The edge of the proposed median kerb & channel (excluding the shyness of 0.25m, which is
considered to be horizontal) formed by extending the top surface lines of both carriageways has
been considered as the control point for the finished vertical profile design.
Minimum distance between the two PVI in the case of existing caniageway has been kept as 80m
Minimum distance between the two PVI in the case of New camageway has been kept as 150m
Minimum longitudinal gradient as 0.05% for longitudinal drainage
Minimum length of vertical curve as 60m
Maximum gradient of 3.3% at bridge and underpass approaches only
Minimum K value as 75 for the summit curve and 45 for valley curve
Top of subgrade as I m above H
..
7 4
Preparetion of ~eagbility ~I ud y and Detailed project Repod for
bur/six laning of Kn+nagin'to Topour Ghat Section of N H Z n T a d Nadu
-
Profile for the Cauvery river bridge with well foundations (25m apart) is drawn individually for each
directional bridge alignment.
Considering all of the above points finished profile of the both the carriageways has been drawn
individually in the software. An endeavor has been made to keep the grade line smooth with mild
gradients consistent with character of the existing road profile and terrain. There are local
depressions of varying depth in the profile of existing pavement. These have been eliminated to
have streamline profile with vertical cunres at crests and valleys. Rectification of depressions
involves the provision of profile corrective courses with various materials so as to conform to
designed profile. This correction will be necessary in addition to correction of camber to cross-
fall.
Keeping the MOST specifications in view, the profile correction for both cross and longitudinal
directions is proposed to be accomplished in the following manner:
Composition of the Profile Corrective Course:
If the level difference between the underside of total overlay thickness and existing centre line
level is:
(i)
Up to 150 mm - PCC is by BM
(ii)
More than 150 mm and up to 300 mm - Dismantle the existing bituminous course and
.L.
provide 75mm BM. rest with WMM as PCC
(iii)
More than 300 mm and up to 500 mm- Dismantle the existing bituminous course and
Provide 75mm BM. 250mrn WMM . Remaining with GSB (min. 1OOmm) as PCC
(iv)
More than 500 mm - Reconstruction with new carriageway pavement thickness with
dismantling of existing pavement to requisite depth
(v)
More than 1600mm- Reconstruction with new carriageway pavement thickness without
dismantling the existing bituminous course.
7.5.1 Cross Section
Based on the Typical Cross Sections developed for various types of improvement proposals,
different types of Templates were drawn in Software in order to generate the sampled cross
sections at specified intervals and to estimate the roadwork quantities accurately. These
templates were drawn to suit the site conditions and widening proposals. A unique nomenclature
was assigned to each of templates and cross-referenced to appropriate sections of roadway.
Several alignments have been defined on the plan drawing to show the extent of construction
correctly in the cross section and several profiles were also defined and attached to the
templates in the software to run them and create sampled cross sections for the project conidor.
Special care has been taken at curve locations to provide the designed super elevation. Null
,
templates were used for major and minor bridges in order to eliminate the roadwork quantities at
-
these locations. The plan and profile drawings presented in Volume IX-A for each Km length of
National High- Aufhorify of India DETAILED PROJECT REPORT
P~ptmfion ofkaqtb~/ rfy Study and Detmled PtVj~d Repor: f i r
laur/s/x l~tntng of Krlshnagin lo Toppur Ghat Secrran of Nv- 7 In Tam# N8du
Volume I: Main RepPR
-
project corridor clearly indicate the type of cross section assigned for a particular length of
corridor.
7.6 INTERSECTIONS
At-grade intersections, unless properly designed can be accident-prone and can reduce the
overall capacity of the road. The basic requirements for the design of intersections is not only to
cater safe movements for drivers, but also to provide them full traffic information by way of signs,
pavement markings and traffic signals. Simplicity and uniformity should be the guiding principles
for intersection design. Based upon these principles the at- grade intersections have been
categorized as:
I) Minor
2)
Channetised with or without acceleration and deceleration lanes
3) Staggered
4) Rotaries
5) Signalized intersections
6) Grade separated interchange
There are as many as 62 intersections with various categories of roads all along the corridor. All
of these intersections are at-grade. Amongst these intersections nearly 9 intersections are of
primary importance and nearly another 10 intersections are of secondary importance and
remaining intersections are of tertiary cadre. Apart from these intersections, there going to be
some more intersections at the start and end of proposed bypasses at various urban settlements.
All these new intersections are considered as important ones.
Accordingly, total number of intersections are divided into different categories of varying
importance and developments are proposed to each category as mentioned in Table 7-7:
Table 7-7: Prouosed intersection lm~rovements
1 black lop mads
5 1 Type-5: M~nor ~ntersect~ons with 1 Only fillet and access provision
1 1 earthen and access roads 1
1
A) Major Intersections:
These are intersections with major category of roads like NH, SH and MDR canying good
amount of cross road traffic. These are designated as type-I 8 11. Details of these intersections is
given in Table 7-8:
Pmpmtion of Feasibility Study and Detailed Project Repod ivr
four/six lanhg of Krishnagiri to Toppur Ghat Section of NH-7 in Tamil Nadu
Table 78: Details of Major Intersections
B) Minor Intersections:
This type of improvement is proposed at junctions with cross-roads carrying moderate to low
traffic. Three typical designs (Type Ill, Type IV and Type V) have been developed to cater for
moderate, low and very low volume of traffic on cross roads. Details of Minor intersections are
presented in Table 7-9:
Table 7-9: Details of Minor Intersections
fwr/six faning of Krishnagiri to Toppur Ghat Section of NU-7 in Tamil Nadu
7.7 PAVEMENT DESIGN
Pavement design forms an integral part of detailed engineering study for a highway project.
Pavement performance under prevailing and projected traffic and environmental conditions is
considered to be crucial as it has a direct bearing on the economic returns from the project
developments. Present section of the report deals with the design methodology adopted for
pavement design and strengthening of the existing pavement crust. This section also outlines the
pavement option study undertaken to identify pavement type to be followed based on the life
cycle cost analysis. Elaborate description of pavement evaluation and pavement design has
been included in Volume-ll of this report under pavement design chapter.
7.7.1 Strengthening of Existing Pavement
i
I
The strengthening requirements (Overlay designs) of existing pavement (except reconstruction
stretches) have been estimated from the deflection measurements taken on the project corridor
using IRC: 81-1997 for the estimated traffic loadings.
bur/srx/an~ng aIKr~shnagrr: to Toppur Ghat Sact m d NU-7 tn l ard Nadu
--
It is not practical to have different overlay thickness from kilometer to kilometer. Adjacent lengths
have been combined for treatment. In order to achieve this, homogeneous sections have been
delineated in relation to the BBD deflections by applying the method of cumulative differences.
The demarcated sections, the characteristic deflection for each section, and the overlay
thickness in millimeters of Bituminous Macadam (BM) designed using IRC: 81-1997 are
tabulated in Table 7-10. This thickness is converted to BC and DBM by taking a conversion
equivalency of 1.0 BM is 0.75 AClDBM as suggested in IRC: 37-2001.
Table 7-10: Overlay Thickness for Existing Carriageway
Flexible pavement design has been carried out using the IRC guidelines (IRC-37-2001). The
revised guidelines are a modification to the tRC-37-84 incorporating a mechanistic approach. In
this revision, pavement designs have been extended to cover upto 150 msa and CBR strengths
S.No
1
7.
A up to 10%. As per the TOR, the flexible pavement has to be designed for a period of 15 years.
Design traffic levels vary from 112-1 3 W f o r new carriageway for different traffic sections for
7.7.2 Design of Pavement for new carriageway
a design life of 15 years. Sinc
7-16
Existing
Chalnage
From
94.000
I After Eliminating out layem
-
Consider
Char.
D d k t h a
for Overlay
1.20
Am
0.71
n@h
To
96.400
-
Requlred
Thkklless
(mm) for
, MSA
1 66
Std.
~ ~ a t i a n
0.24
(Km)
2.400
Charm
M-ns
1.20
Equhlenf
(BC+DBM)
thickIW88
(mm)
125
Recommended
8C
(mm)
50
DBM
(mm)
75
Preparation of Feasrbility Study and Detailed Project Repoti for
four!sdx f a n q of Phshnrcgin to Tqclpw G h l Sschon of NU-7 m TBmirNadu
-
minimal, an initial design traffic loading of 100MSA has been adopted fro the purpose of
pavement design for all sections.
The design crust thickness for a traffic loading of 100MSA and 10% CBR subgrade strength as
per IRC 37:2001 includes the following:
50mm BC
130rnmDBM
250mm WMM
200mmGSB
IRC design catalogue does not include Bituminous Macadam as one of the pavement layers.
However, IRC 37:2001 vide clause 4.2.3.3 (page 40) indicates that BM layer of 75mm can be
introduced if recommended by Engineer. It is felt prudent to introduce BM layer between WMM
and DBM layers of pavement for improved rutting resistance.
Accordingly, the resulting thickness of crust composition from IRC 37-2001 for 100 msa traffic at
10% CBR has been modified and adjusted to introduce the BM layer.
Further, the bituminous layers of the new pavement crust has been adjusted to suit these overlay
requirements. In addition, the thickness of GSB layer has been increased from 200mm to 250mm
for ease of construction in two distinct layers to accommodate the drainage layer in accordance
-r,
with table 400-2 of MORTH specifications. Final Recommended Design thickness including
overlay designs is given in Table 7-1 1 :
Table 7-1 1: Recommended Layer Thicknesses for New and old Pavement
I DBM 1 75 1 75 I
7.7.3 Periodic Maintenance Requirements
It is required to examine the functional and structural adequacies of the in-service pavements at
close intervals of every year to ensure satisfactory performance. It is suggested that pavement
roughness and BBD measurements should be undertaken periodically and whenever the
roughness value exceeds an IRI of 4.0 roughness corrective course shall be laid and whenever
the BBD deflection exceed a value of 1.2mm, requisite strengthening overlay shall be laid
designed for a 5 years traffic starting from that year. It is recommended to provide an overlay of
50mm bituminous concrete at every 5 years as a periodic maintenance in case the above
-
conditions do not warrant an overlay in 5 years.
Preparation of Feasibiliw Study end Detailed Project Report for
four/six laning of fishnagin to Toppur Ghat Section of NH-7 in Tamil Nadu
. * 7.7.4 Paved Shoulder composition
As per TOR the paved shoulder shall be designed as an integral part of the pavement for the
main carriageway. Therefore the total pavement thickness in the paved shoulder would be the
same as in the carriageway
7.7.5 Pavement Design for the Service Road
Table 7-1 2 presents the pavement composition for service roads along the project corridor.
Table 7-12: Pavement Com~osition for Service Road
1 Layer I Layer Thickness in mm 1
SDBC 25
BM 50
WMM 250
I
GSB 200 I
7.7.6 Pavement Design for Cross Road
I
Pavement thickness for the improvement of cross roads at these major intersections shall be
same as that of main carriageway thickness up to ROW limits. Table 7-13 presents the pavement
composition at minor intersections.
. i
Total
Table 7-13: Pavement Composition at minor Intersections
525
7.7.7 Rigid Pavement Design
Layer
SDBC
BM
WMM
GSB
Total
The axle load spectrum as obtained in the axle load surveys for different directions have been
used in conjunction with the traffic data projections to arrive at the numbers and weights of axle
loads during design life. The Portland Cement Association (PCA) method has been adopted for
design. The effective modulus of subgrade reaction has been estimated from the subgrade CBR
and the thickness of dry lean concrete course. A design life of 30 years has been assumed for
rigid pavement design. Dry lean concrete (DLC) subbase is suggested for use. For the expected
traffic situation a 150 mm thick subbase layer is deemed appropriate. WMM layer of 150mm thick
will be provided below the DLC layer to serve as a stable working platform on which to operate
Layer Thickness in mm
25
50
250
200
525
the construction equipment
Pmpamtion of Feasibility Study and Detailed Project Report br
lour,/slx lanlng of Knshnagin to Tap.pur Ghot Sectton af Nw-7 ~n TBmRNadu
. .- The projected traffic for the design period of 30years has been used to estimate number of
repetitions of individual category of load. The resulting rigid pavement composition is given
below:
Without Monolithic shoulders, with dowelled joints
Pavement quality concrete (PQC) 330mm thick
Dry lean concrete (DLC) 150rnm thick
WMM 150mm thick
7.7.8 Life Cycle Cost Analysis
The objective here is to identify the best economical option for pavement type to be considered
for pavement design. In this regard, following options were considered:
Flexible pavement
Rigid pavement
The option selected is based on the principle of maximizing the net present value of net benefits,
estimated by adopting life cycle cost analysis method. Hence the procedure involves estimating
the benefits, costs and net benefit.
The estimated NPV at 12% interest rate for the life cycle of the project is as given in Table 7-14
Table 7-14: Results of Life Cycle Cost Analysis
PAVEMENT TYPE NPVICOST (30 YRS) ElRR
--
FLEXIBLE 21.788 100.4
RIGID 14.077 72.2
Hence it is recommended to adopt flexible pavement type for new camageway.
7.8 CD STRUCTURES DESIGN
7.8. I Inventory of Existing Structures
The bridge inventory has been prepared based on condition survey, which consists of main
administrative and technical data for each bridge such as name, location, type of road,
construction data, technical data (foundation, substructure and superstructure), length, type of
material, carriageway width, type of structure, flooding data etc.
The inventory survey conducted on the corridor revealed that there are 148 structures on the
project road. Out of these, 1 number is a major bridge (Total length > 60.0 m), 11 numbers are
minor bridges (6.0 m < Total Length c 60.0m) and remaining 136 numbers are culverts. Out of
136 nos. culverts, 85 nos. slab culverts, 51 numbers are pipe culverts. The summary of the
structures inventory is given in Table 7-15.
National Highways Authorify of India DETAILED PROJECT REPORT
Preparation of Feasibility Study and Detailed Project Report hf
four/six ianing of Krishnagiri to Toppur Ghat Section of NH-7 in Tamil Nadu
7.8.2 General Condition of Existing Structures
Table 7-15: structural type details
There is only one Major Bridge located (Chainage 103+082) on the Ponnaiyar River having RCC
T - Girder type superstructure. All the 11 nos. of Minor Bridges (total length between 6m and
60m) are on natural stream. Out of 1 lnos. of minor bridges, 8nos. have solid slab type & 3110s.
have RCC T - girder type superstructure. Mainly there are two types of culverts i.e. Slab and
Hume Pipe observed in this stretch. The structural conditions of all the structure are good except
few structures.
7.8.3 General Arrangement Drawings
Total no. of
Structure
-
1
11
85
51
148
Almost all the GAD'S for major bridges, flyovers, ROB, minor bridges, underpasses and culverts
have been prepared at feasibility stage. Minor modifications have been made in feasibility GADS
due to hydrologic study and highway plan and profile. The detailed structural drawings have been
prepared for all the structures i.e. superstructures, substructures and foundations.
Start of Dharmapurl Bypass
to Thopurghat (Krn 132.500
to Krn 156.000)
-
2 -
25
8
35
7.8.4 Detailed Design
Krishnagiri to start of
Dharrnapurl Bypass (Km
94.000 to Km 132.500)
-----
1
9
60
43
113
No.
1.
2.
3.
4.
Details of structural designs are elaborated in greater details in part-2 of volume-If: Design report
and the detailed design calculations for various structures have been presented in volume-IIA as
appendices.
Type of Structure
Major Bridge
Minor Bridge
Slab Culvert
Hume Pipe Culvert
Total no. Of Structure
%
@ CHAPTER 8: PROJECT COST ESTlMATlON
.e
EL
. C Chapter 8. Project Cost Estimation
8.1 GENERAL
Cost estimation is an important component of the feasibility study as it provides vital input to
economic evaluation The cost estimates have been prepared for widening or reconstruction of
existing Krishnagiri - Thoppur section of NH7 to a 4 lane divided carriageway. Over and above
construction costs, provision has been made for social and environmental mitigation
measures. Cost estimates are based on typical cross sections that have been finalized for
improvement of project corridor and preliminary designs as elaborated in previous chapters.
8.2 TYPICAL CROSS SECTIONS
Typical cross sections for widening of existing project corridor have been given in chapter 7 of
this report. However, typical cross sections showing the pavement composition have been
presented in Volume-IX: Drawings of this report.
8.3 QUANTIFICATION
The construction items covered in cost estimates are: site clearance, earthwork in new
embankment and widening, pavement in carriageways and shoulders, bridges, culverts, ROB,
Flyovers and miscellaneous items such as side drains, road furniture, intersections, bus bays,
truck lay bye and toll plazas and utility relocations etc.
Homogeneous sections of corridor have been identified in respect of height of embankment
and pavement treatment to quantify earthwork and other items of work.
The quantification of most of the items that are uniformly occurring is calculated on a per Km
basis as derived from typical homogeneous cross sections. The quantification of structures is
based on deck area for major structures and slab culverts and on running meters for Hume
pipe culverts. Rehabilitation requirements of existing stretches were identified by condition
surveys and quantified item wise.
Lump sum provision for rehabilitation and environmental mitigation has been made.
8.4 UNIT RATES
8.4.1 Construction Items
The following factors have been considered to arrive at the unit rates for various construction
items;
The rate analysis of cost items needs quantification of materials, labour, machinery and leads
for transportation of materials. MORT&H has prepared a standard Data Book. which gives the
quantum of the foregoing components for most of the items covered in MORT&H.
specifications. This is an exhaustive document and facilitates the process of analysis.
However, rate analysis requires substantial input from market surveys and m-hi ch
would be finalized during the preparation of detailed project report.
8-1
Preparation of ~eaabi ; l i t ~ study and Detailed ~m&ct Report for
fouri'six Ianmrtg of Knshnagin la fhopur Ghrrl Soclron of NH-7 in Tamil Nadu
It is prudent to have a comparison of prevailing rates for similar work in the area dose to the
Project Conidor as well as rates adopted for similar projects executed in the near vicinity of
project corridor. Unit rates from the following projects have been collected and are given in Table
8-1. The final rates adopted for the project corridor as shown in the last column are comparable
with rates for projects adopted for comparison..
a) 261TN in the state of Tamilnadu
b) 281 KL in the state of Kerala
c) Salem Bypass in Tamilnadu
d) Salem - Karur DPR
e) Adopted rates for the proposed project corridor
Table 8-1 : Unit Cost Comparison
C
S.
I
Description
Salem Salem Adopted Rates for
No
Unit 2WN 281KL
bypass DPR Project Corridor
ROAD WORKS
-
1 ]clearing and grubbing road land 32000 32000
2 head Way excavation including Cum 75 80
bituminous layen and granular
layers
3 Excavation in ordinary soil including Cum 40 45
drain
--
4 Construction of embankment with Cum 110 115
115
approved materials
Prepamtion of Feasibility Study and Detailed Project Report fw
Ibur/six laning of Krishnagiri to Thopur Gh a E t i o n of NU-7 h Tamil Nadu
Pipe
I - -
a) NP4 Hurne pipe1000mm dia RM 3.500 2,911 3,000
(Internal) I
b) NP4 Hume pipe600rnm dia RM
I 2,000 1,000 1,500
(Internal)
---
c) NP3 Hurne pipe300mm dia 750
(Internal)
Bridges
--
31 Earthwork in excavation of
foundation for structures complete
Preparation of ~eagbilify shdy and 5etailed k j & t Report for
four/six laning of fishnagin to Thopur Ghat Sedion of NH-7 in Tamil Nadu
National Highways Artthosty offirdia
Prepaml~m of Foas~brhty Study and Del dM Project Repari fc#
fouristx bnrng of Krnshmgin to Thpi i r Ghnl Secl ~nn of NH-7 m T W M u
Volume I: Main RepMt
8.4.2 Acquisition of Structure
As the proposed project envisages extra land acquisition outside the ROW, provision for
acquisition of Legal Structures is made. The replacement value for built-up properties and land
have been worked out and included in Project Costing.
8.5 PROJECT COSTING
8.5.1 Road
The cost of the road portion has been worked out on per km basis separately for widening and
strengthening of NH7. For the purpose of costing the project, NH-7 has been divided into
homogeneous sections in terms of height of embankment, pavement composition and cross-
sectional elements. Use of fly ash as embankment fill material is considered in the road cost in
new bypasses and flyover approach ramps. Table 8-2 below shows the lengths of homogeneous
sections by each type of cross sections.
Table 8-2: Homoneneous sections formulated for costing
Improvement Code:
Eccentric Left widening in rural
Reconstruction of Eccentric Left in rural
Eccentric Right widening in rural
Reconstruction of Eccentric Right in rural
Realignment in Rural with dual carriageway and 4.5m median
Service road 5.5m wide
Service road 7.5m wide
Approach ramp to flyovers 7.0m wide
Imp. Code
: 1
: 1 rec
: 2
: 2 rec
: 3
: 4
: 5
: 6
However, a sample break-up of the major road works for a 4 lane rural eccentric cross-section
with an average height of embankment fill as 0.0 m is given in Table 8-3 below.
Height of Embankment fill (m)
-
0 1 0.3 1 0.6 1 I 1 1.6 1 2.1
Length
(km)
fwrls~r lsnrng d Knshnqin fo n q w r G@t Section d NH- 7 In Tad Nadu
Table 8-3: Sample Break-up of Major Road Works for Eccentric section (Rural) 4 Lane on NH7 with
zero embankment fill
8.5.2 Bridges and Culverts
The unit rates for various items of construction are derived either from the schedule of rates or
from the information's available about the current market rates. The quantification of various
items of work is based upon the General Arrangement Drawing and adopted span arrangement
for the bridaes.
8.5.3 Traffic Signs, Markings and other Appurtenances
Road Signs: Traffic signs are important features of traffic control devices and transmit visually
vital information to drivers and ensure increased safely and efficiency in free flow of traffic. All
these signs shall be of informatory nature. All signs shall be retro-reflectorised type.
Road Markings would be done with thermoplastic paints with reflective bands. It will consist of
fane line and edge line. The width of centerline in tangents and curves will be lOOmrn while that
of edge line will be 150mm. The details of Lane markings are shown in Volume IX: Drawings.
The other items covered under this subhead are road furniture like km stones, 5'h km stones,
Hectometer stones, delineators, boundary stones and bus shelters. They are to be laid as per
IRC specifications over the entire length of the road
Delineators and Guard Posts have been proposed depending upon the proposed radii of the
horizontal alignment and height of embankment. The delineator posts have been proposed near
all curves of radii less than IOOOm, with spacing given as per IRC 79. The guard post has been
proposed where the embankment height is more than 3 m. The delineators, guard postslpillars
will be painted with alternate black and white paint bands and reflectors will be provided in each
post.
Bus shelters have been proposed to provide at 36 locations on both sides of the existing road.
Only shelters for the waiting passengers near all these locations and 2 separate bays are
recommended.
Truck lay bye have been proposed to provide at one location on both sides of carriageway.
Rest area and wayside amenities have been provided at one location each.
Toll Plaza quantities have been worked out based on drawing given in Volume IX: Drawings of
this Report.
8.5.4 Mainfenance during Construction Period
A lump sum provision has been included for maintenance of the existing Zlane road during
construction at the rate of Rs. 200000 per Krn.
8.5.5 Social Costs
Since the widening options for the corridor has not been limited to within the existing ROW all the
affected properties have been categorized as encroachments. Social cost for acquisition of land,
replacement value of religious structures, hand pumps and wells falling within the corridor of
direct impact has been separately estimated.
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8.5.6 Environmental Costs
The major Environmental Mitigation costs for compensatory reforestation, redevelopments of
borrow areas & quarries, provision of safety equipment at quarries and post project monitoring at
sensitive locations has been separately estimated. The cost for environmental mitigation &
management measures for NH7 is approximately Rs.2250000.
8.6 TOTAL PROJECT COST
The project cost includes construction cost, routine maintenance cost during construction period,
social and environmental cost (land acquisition, structure acquisition, R 8 R, environmental cost),
3% for contingencies on construction cost, 6% for engineering design and supervision cost and
1% for Agency charges. The abstract of cost estimates for the project corridor is included in
Table 8-4.
Table 84: Abstract of cost estimate
CHAPTER 9: ECONOMlC ANALYSIS
Chapter 9. Economic Analysis
9.1 INTRODUCTION
The purpose of the economic analysis of the present study is to determine the project feasibility
from the societal ar ewnomic perspective. Since the resources for investment are limited, the
resub of the economic analysis are used for Justification of investing in a particular project and to
assess the impact of the project on i mpmi ng the economic welfare of the region.
Transportation can be considered as an intermediate process involved in the production of all
goods and services in the economy. Any reduction in the transportation cost would result in the
reduction of production cost of all goods and services thereby generating additional benefit for
the economy. Road improvements also bring about a reduction in transportation wst In terms d
vehicle operating costs, travel time, snvlmnmental pollution, etc. For the purpose of economic
analysis the cost stream has been considered to camprise of land acquisition, construetion and
maintenance costs required for the proposed upgraded facil'w. The savings in vehicle operating
costs, and the reduction in travel time for passengers and g d s have been wnsidered as the
benefits due to the project. The following sections explain the steps followed in the economic
analysis.
Since there is not much variation in cost, considered at feasibility stage to that of present cost
(finaljupdated cost of the project corridor), feasibility cost has been considered for the purpose of
economical and financial analysis.
9.2 ESTIMATION OF COSTS
9.2.1 Weninp7mprovement Costs
The road sections under study has been proposed for widening to four lanes with paved
shoulders, from the existing part 2 lane with earthen shoulder and part two lane with paved
shoulder configuration.
The cost of widening has been estimated and presented in Chapter 8. These cost estimates are
at financial prices. For the purpose of economic analysis, these have been converted to
economic prices using a factor of 0.9, as recommended by the World Bank. The constru~tion is
expected to get initiated in the mid of 2005, and carry on till the end of 2007; the construction
cost has been distributed as 20%, 40% and 40% over the three year of construction.
9.2.2 Maintenance Cost
The maintenance cost is required to keep a facility in good condition and also to ensure that the
level of setvice provided to the users is not below their expectation. This is more so if the facility
is a tolled one, like in this project. Maintenance cost is normally incurred in two phases:
Routine Maintenance
Periodic Maintenance
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Routine maintenance takes care of minor cracks on the pavement, by providing a scaling layer
-
on it, whereas, the periodic maintenance is provided as a roughness corrective layer, which is
comparatively thick on the pavement. However, in the case of new construction, it is expected
that there would be no requirement of maintenance during the first year of opening of the facility
as it falls under the defects liability period. Therefore, in the first year of operation after the
widening is undertaken, no maintenance cost has been assumed. The maintenance costs for
both 'with project' and 'without project' scenarios are presented in Appendix 9.1 in volume IA of
this report.
9.2.3 Social and Environrnen tal Costs
In the present study, the road improvement comprises enhancing the capacity of the roads by
widening the existing carriageway. This calls for felling of trees within corridor of direct impact.
The total social and environmental costs have been given in Chapters 5 and 6.
9.2.4 Vehicle Operating Costs
Vehicle operating cost (VOC) is a function of the following variables:
Speed
Road Roughness
Carriageway WidthKapacity
Rise and Fall
*
/+-
A brief description of each is given below:
a)
Speds: Speeds of vehicles, by mode, moving on either the existing or the proposed
facility, are dependent upon the volume of traffic, condition of pavements, type of terrain
and carriageway width. Base-year journey speeds on the corridor have been estimated
on the basis of speeddelay surveys. In order to determine future speeds on the corridor,
the speed flow equations given in the Updated Road User Cost Data 2001 (CRRI) were
calibrated for observed speeds.
Similarly for the proposed facility, the base-year as well as future journey speeds have
been derived by using the speed flow equations given in the same study. The speed
levels, both with and without project cases, have been included as Appendix 9.2 in
volume IA of this report.
b)
Road Roughness: Pavement roughness of the existing corridor on NH-7 has been
recorded through a visual inspection. The future roughness figures of the corridor, in both
the 'with' and 'without' project scenarios were obtained by running the HDM-4 model, and
these have been presented in Appendix 9.1 in Volume IA of this report.
four/six lening of Krishnagin to Toppur Ghat Section of NH-7 in Tamil Nedu
c)
Carriageway Width: Existing carriageway width has been taken as recorded from the
site, i.e. partly two lane and partly two lane with paved shoulders. The improvement has
been taken as four lane with paved shoulders only.
d)
Rise and Fall: Rise and fall forms one of the important parameters which influences the
magnitude of vehicle operating costs. The values of Rise and Fall for the analysis has
been taken as 0, as the corridor passes through plain terrain.
9.2.4.1 VOC Equations
Components of vehicle operating costs can be broadly classified into distance-related VOCs and
time-related VOCs, which in turn comprise the following:
i) Distance Related VOCs:
Fuel Costs
Maintenance Costs - including spare parts and labour
Tyre Cost
Oil Consumption cost
ii) Time-related VOCs
Opportunity Cost of capital
Depreciation Cost
#&
Cost of Crew
The equations and cost estimates along with the other input data used for the determination of
the distance related VOCs have been given as Appendix 9.3 in Volume IA of this report. The
VOC equations for fuel costs, maintenance costs - inclusive of spare parts and labour, tyre cost
and oil consumption cost have been taken from "Updating Road User Cost Data" [Dr. Kadiyali
and Associates, 1992).
The opportunity cost of capital, depreciation and crew cost are time related VOCs. A more
efficient facility enables the speeds of the vehicular traffic to go up. The vehicle owner, especially
of a commercial vehicle, has the option of utilizing the vehicle during its free time. The increase in
utilization of the vehicle thus reduces the cost per vehicle-kilometre. The assumptions used to
calculate the time-related VOCs have been given below, although the dailylannual utilization of
vehicles has been derived from RUCS 1992.
(a) Depreciation
Depreciation has been calculated assuming a straight-line depreciation over the service life of
the vehicle, with a residual value of 10 percent of new vehicle price. The costs were converted to
per km costs, after dividing by the annual utilization of the vehicles.
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(b) Opportunity Cost
There is a certain amount of earning that a vehicle operator is forgoing by investing in the
vehicle. The benefit foregone is the Opportunity Cost of Capital. This has been calculated at
12% real rate of interest, for the average life of vehicles with residual value of 10 percent.
(c) Crew Costs
The crew costs for the present study have been obtained from Updated Road User Cost Data -
2001.
The wages of crew of buses and goods vehicles. by mode are given in the Table 9-1
Table 9-1: Wages of Crew of Buses and goods Vehicles
Noh: 8 working hours per day has been assumed.
Source: Updated Road User Cost Data - 2001
The 2001 crew costs have been updated to 2004 for forming an input to economic analysis.
A unit cost database to form an input to VOC estimation has been prepared comprising new
vehicle price, body-building costs of vehicles, replacement of tyres and tubes and
petrolldiesellengine oil with the help of manufacturers, retailers and other such sources. Since
the prices compiled were in financial terms, they have been converted to economic prices by
deducting taxes and duties. The unit costs, as used in the analysis, have been given in
Appendix 9.4 in Volume IA of this report.
9.2.5 Value of Passenger and Commodity Time
The value of time forms a very critical input in the exercise of economic analysis, especially if
viewed from the point of view of the society. This is primarily because any road improvement
would lead to attaining higher speeds, which in turn would result in time savings to the
passenger and commodity. This section focuses at estimating the value of time of the affected
groups.
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(i) Value of Time of Passengers
/
The value of time of passengers has been estimated for the project corridor, with level of income,
purpose of trip and the origin and destination of each trip, forming an input for the same. The
value of passenger time has been estimated in the following way.
The trips are performed by both earning and non-earning groups of people. The percentage,
however, has to be estimated from the available data. For this purpose, the education trips have
been assumed to be trips being performed by students, who do not earn. In addition to this, 50%
of social and shopping trips have been assumed to be performed by the non-working people.
Table 9-2 presents the mode-wise trips performed by non-working people.
Table 9-2: Trips Performed by Non-Working People on the Project Corridor
The work and business trips, performed by passengers falling in different income groups has
been collected. Thereafter, the ratio of trips by purpose being performed to total trips, by both
working and non-working people, has been used to derive the average monthly income of the
passengers.
Mode
The work trips are the trips being performed for work and business purposes, and the cost to the
society is in terms of the wages being paid plus the overhead costs being incurred by the
employer. The overhead costs have been taken as 20% of the wages. As for the non-work trip.
there has been substantial controversy on the willingness of the people to pay for saving time
spent on non-work trip. Kadiyali et.al in the 1982 and subsequently in the 1992 study on Road
User Cost, has suggested 25% of the wage as the willingness of the people to pay for saving
time spent on non-work trip. As against this in the Third IBRD National Highway Study, 10% of
the marginal wage rate has been used as the willingness of the people to pay in order to save on
the marginal time spent on non-work trip. However, seeing a rapid transition in the outlook of the
people and the value being attached by them to the leisure time, we have assumed 20% of the
hourly wage rate for quantification of time spent on non-work trips.
Trips performed by non working
people (% of total)
The percentage of work and non-work trips in total trips performed has been derived for project
corridor from the data collected on the distribution of trips by purpose. The return trips have been
redistributed as per the existing purpose-wise share of trips. Mode-wise distribution of trips is
presented in Table 9-3.
Car (OT)
Car (NT)
Twu-Wheeler
5.97
12.53
25.49
Auto 23.91
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kur/six laning of Krishnaqiri to Toppur Ghat Sedion of NH-7 in Tamil Nadu
Table 9-3: Mode-Wise Distribution of Trips by Purpose (%)
Based on the above stated inputs, the value of time of passengers have been estimated as
shown in Table 9-4
The value of time of passengers traveling by car, two wheeler and auto rickshawltempo has been
derived by each mode from the primary data collected through roadside interview. For estimation
of value of time of bus passengers, a ratio with reference to the car passengers has been
applied, as given in above table.
Table 9-4: Value of Time of Passengers (Rs.1passenger hr)
(ii) Value of Time of Goods in Transit
Mode
Cer (OT)
Goods in transit cannot be put to any alternative use, therefore, they hold a cost to the society.
This cost is equivalent to the opportunity cost of the value of goods, which is measured by the
average rate of return of capital in a society. In India, it has been set at 12% per annurn. The
value of goods in transit has been estimated for the project corridor by each mode of goods'
vehicle, and has been presented in Table 9-5.
Table 9-5: Value of Goods in Transit
Value of Time
(Rs JPassenger hr.)
Source
Origin-Destination Survey
81 % of cars (RUCS 1992)
Car (NT)
Bus
Two wheelers
Auto rickshaw 15 Origin-Destination Survey
'Assuming 176 working hours in a month
56
66
47
73
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9.3 ESTIMATION OF BENEFITS
L.
The benefits from the road improvement programme have been estimated on the basis of 'with'
and 'without' project scenario. The benefits which figure in the economic analysis are :
Savings in vehicle operating costs
Savings in travel time costs due to reduction in congestion and higher travel speeds as a result of
improved roads- both in terms of capacity as well as riding quality.
Savings in maintenance costs to be incurred in the 'do minimum' project scenario.
9.4 ECONOMIC ANALYSIS
The economic evaluation has been carried out using the Discounted Cash Flow Technique.
Economic Internal Rate of Return (EIRR) and Net Present Value (NPV) have been used as
indicators of the overall economic benefit of the project. The net annual benefit streams have
been worked out taking the difference of costs and benefits for each year.
The result of the analysis, with respect to the improvement proposal of Claning, has been given
in Table 9-6.
The detailed outputs of the analysis are enclosed as Appendix 9.5 in Volume IA of this report.
Table 9-6: ElRR and NPV of Project Corridor
The ElRR of the project corridor is high even without inclusion of time savings at 31.72% for 20
years. This is primarily due to high volume of traffic.
9.5 SENSITIVITY ANALYSIS
Rate of Return (%)
Sensitivity analysis is conducted to assess the robustness of a project - meaning how the
determinant parameters for the project would fare due to a time or cost ovemn or a non-
realization of perceived benefits. In the present study, sensitivity analysis has been conducted for
three scenarios apart from the base scenario, which have been described below:
Scenario I: Base Costs and Base Benefits
Scenario 11: Base Costs plus 15% and base benefits
Scenario 111: Base Casts and base benefits minus 15%
Scenario IV: Base Costs plus 15% and base benefits minus 15%
Without Time
20 Years 25 Years
1 31.72 32.1 1
Net Present Value (Rs Milllons Discounted 0 12%).
The ElRRs and NPVs for the entire project corridor have been calculated under these scenarios,
both with and without time for 20 and 25-year periods from the initiation of the project. These
have been presented in Table 9-7.
'I
With Tlme Without Time With Time
20 Years
53.30
20 Years
2060
-
20 Years
- - 19613
25 Years
53.35
25 Years
9990
25 Years
22921
CHAPTER 7 0: FINANCIAL ANALYSIS
Chapter 7 0. Financial Analysis
10.1 INTRODUCTION
Economic analysis results warrant project implementation. But due to the competing uses of the
limited funds available with the government, there is a need to explore the potential of private
sector participation in as many projects as possible, which are underway for widening. This can
ensure relief to some budgetary resources for alternate uses. In order to ensure this, there is a
need to explore the financial viability of the project, without which no private investor would come
forth for project implementation. The primary objective of this chapter is to assess the financial
viability of the project. The revenue and cost streams have been analysed to determine the
project rate of return. The underlying parameters for appraising these projects are based on the
norms usually followed by the various financial institutions and banks while appraising and
financing projects.
10.2 INPUTS TO FINANCIAL ANALYSIS
The financial analysis of the project has been carried out using the model developed by LASA.
The assumptions for carrying out financial analysis are as follows:
The construction cost for the up-gradation of the proposed corridor does not include the
environmental, social, land acquisition and utility relocation cost for the purpose of financial
analysis.
, -. -,
.*-
The Inflation rate on the cost and revenue stream is taken as 5% per annum. which is based on
the past trends of inflation rate.
The Maintenance and O~erati na cost has been taken as follows:
3.1 62 per km
The periodic maintenance has been taken in the year when the roughness of the pavement
reaches 4 IRI. The years have been presented in the Appendix 10-1in volume IA of this report.
The Debt-Equity ratio in the base case has been taken as 7:3. The loan amount is normally
restricted to 70% of the project cost, by the financial institutions except in exceptional cases.
Predperative Expenses : Preoperative expenses include the capitalised interest, upfront fee.
loan arranger's fee and in certain cases, the rating agency's fee. While calculating the capitaiised
interest the loan draw down period has been taken as 3 years and the interest on interest at the
assumed rate, only on the debt component so as to maintain the overall debt equity ratio. The
other fees have been taken as 2% of the project cost.
Interest on Loan: The prevailing Prime Lending Rates (PLR) of most of the banks is seen to be
varying between 10% and 11% per annurn. It has also been observed that the rate of interest at
which the loans are being made available for infrastructure projects are very low at even below
the PLR. Looking at the flexibility that prevails in the capital market, the rate of interest,
- 9
considered for the analysis is 1 1 % per annum.
- A
The loan is assumed to be for a period of 15 years
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Unsecured Loan or Working Capital: Normally, in projects of similar in nature to the proposed
one, there is a likelihood of negative retained earnings in some years, especially when the
investment in maintenance and operation is very high, and also when the total revenue is less,
which is more so in the initial years of the project operation. In such a case it is assumed that the
working capital is raised from the financial institutions at the same rate of interest as the loan.
r Mlnlmum Closlng Balance: In order to reduce the risk of non-availability of funds. a minimum
closing balance amount equivalent to one percent of the next year's construction cost (during
construction stage) and 10% of the next year's maintenance cost (during operation stage) has
been assumed.
r Depreciation: Depreciation as per Companies Act has been calculated at 5% pa. following the
WDV (Written Down Value) method, Depreciation as per Income Tax Act has been calculated at
10%p.a. on WDV (Written Down Value).
Taxation: While calculating the Corporate Tax liability. taxable profrts have been calculated after
claiming the deduction under Section 801(A) in the most optimal manner i.e., where IRR is
maximum. A full tax holiday for 10 consecutive years, falling in the first 20 years of the project,
has been claimed. In those years when the corporate tax liability is minimal or zero, Minimum
Alternate Tax (MAT) needs to be paid by the company. It has been estimated at a rate of 7.5%
per annum with 2 % surcharge and 2% education cess on the operating profits.
Insurance premium has been assumed to be 0.07% p.a. of the total cost of the facility. It is
payable over the life of the project.
The construction period of the proposed widening work has been considered over 2005 to
2007, with the facility opening to traffic in the year 2008. The cost, has been phased out as
follows:
Percent of Investment
20%
2007
The period of ffnanclal analysis has been taken as 30 years, which includes the mstruction
period.
10.3 WILLINGNESS TO PAY SURVEY ANALYSIS
The proposed corridor is a National Highway. The toll rates to be implemented would necessarily
be the Ministry recommended ones. But it is important to assess the willingness of the users to
pay tolls, for which, the WTP survey has been conducted for cars, bus operators and truck
operators.
For cars, the survey has been conducted along the project corridor. However for bus and truck
operators, the interviews are conducted at their major hubs, which in the case of present project,
happen to be the same as those covered for WTP survey for the DPR on four-laning of Selarn to
Karur section. Instead of repeating the interviews with the same operators, the analysis results of
the above mentioned project has been used for the present study.
fO.3.1 Cars
The WTP survey for the car owners has been undertaken at the
moving along the project corridor. Of the total res-
I *
~"
* , ,.lo-2
&, W''
4 I. r :
--'
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having a willingness to pay of Rs 40, 28% were willing to pay Rs 50 and 22% were observed to
be willing to pay Rs 60. However, 3% were not willing to pay any tolls for using the facility.
The number of responses, by each toll rate, have been converted to number of trips per month
by using respective trip frequencies. Figure 10-1 shows the number of trips willing to pay different
toll rates.
Maximum number of trips have been observed to be willing to pay Rs 40 per trip.
10.3.2 Revenue Maximising 'Voiced' Toll Rates
It has been observed that the number of trips willing to pay higher toll rates is high, though the
maximum number of trips are willing to pay a toll rate of Rs 40 for a travel distance of 62 kms.
Estimating the toll revenue, for the surveyed sample, for varying toll rates reflects that the
revenue maximizing toll rate is Rs 40 per trip for cars as presented in Figure 10-2.
rollan aunt tn ./nu}
Toll Rates per Trlp
I I
' I I
Figure 10-1: Number of Trips by Toll Rates for Cars
Figure 10-2-: Revenue Maximising 'Voiced' Toll Rates
for Cars
10.3.3 Reasons for Paying Toll:
The i nt e~ewees were asked as to why they are willing to pay tolls. Maximum respondents
(49%) stated their willingness to pay toll is due to expected increase in safety followed by 18%
who were willing to pay due to a smooth riding quality. 12% of respondents stated their
willingness to pay toHs because of increase in speed. 14.5% did not responded to the question at
all. Safety and smooth riding quality are the two critical benefits accruing to the users according
to the perception of car owners.
10.3.4 Reacfion to Non-payment of Tolls
d-. In case the respondents are not willing to pay tolls to the extent fixed by the concessionaire /
NHAI, then their reaction to the non-availability of the facility has been recorded. About 85% did
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10.3.5 Truck Operaton
The truck operators survey has been conducted at the major hubs of truck transport, i.e. at
Salem and Namakkal. 19% of the respondents refused to pay tolls, which when converted to
number of trips, went down to just 1% of the total trips, which reflects the refusal on the part of
the small operators only.
The willingness to pay by trip and mode, for a distance of 75 kms, has been given in Figure 10-3.
Toll Rate per Tdp I
- - -
-
2-Axle Trucks
600 -
Tan kern
-.
LC9
I
- - - --- --
3-Axle
Toll Rate per Trip
- - - - - --
-- -
MAV
500
600 .-
m
a 500 I
'C
c m1-- -- -
I
3
100 -60 - 3 loo--
- * I
I -
6
1 0- -
40 80 90 100
I '
7'7Q
I
35 40 50 60 70 80 90 100 110
Toll Rate per Trip
Toll Rate per Trip
- -
Flgure 103 : Trips by Toll Rates
50 80 93 110
10.3.6 Revenue Maximising 'Voiced' Tolls:
35 40 50 60 70 80 90 100
I
The revenue maximizing toll rate for the goods vehicles have been estimated as follows (for a trip
length of 75 kms):
Two-axle truck - Rs. 80ltrip
Three-axle truck - Rs.801trip
Multi-axle trucks - Rs. Soltrip
Tankers - Rs. 80ltrip
The level of total monthly revenue, against the toll rates have been presented in Figure 10-4.
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four/six ianing of Krishnagiri to Thopur Ghat Section of NH-7 in Tamil Nedu
I 2 Axk Trucks 7 I 3Axla Trucks
35 40 50 60 70 BO 90 100110 '
1 Il l Rates per Trip
I--- -
. = . - -. -
M Axle Trucks
I
I
35 40 50 60 70 BO 90 100
Toll Rates par Trip
35 40 50 60 70 80 90 100 110 95 40 50 60 70 80 90 100 110 200
TOY Rates perTrlp
Ton Rates par*
!
- I
Figure 10-4: Revenue by Toll Rates
10.3.7 Reasons for paying tolls:
The reasons for paying tolls have been stated as given in the table below:
As in the case of car owners, the truck operators also feel that they will pay tolls as it will be a
legal enforcement on them. This is followed by the reason of higher speed for paying tolls.
Reasons for paylng tolls
Higher speed
Better riding quality
Reduced cost of travel
10.3.8 Reaction to Non-payment of tolls:
% of total responses
23
12
6
Those truck operators, who refused to pay tolls at all, have been asked on their reaction to the
situation where they will not be allowed to use the facility, in case they do not pay tolls. However,
in this case also, it has been observed that they cannot do without using the corridor, hence 81 %
agree to pay the tolls which have been fixed, since it will be a legal enforcement. The rest 19%
Increased safety 6
Forced by law 53
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--=a ,-
10.3.9 Bus Operators
The bus operators survey has been conducted at major bus transport centers like Salem and
Namakkal. All the bus operators surveyed, were willing to pay tolls. The total trips covered in the
survey are 1382 over a period of a month. The willingness to pay by trip have been presented in
Figure 10-5, and the revenue maximizing toll rate in Figure 10-6, for a trip length of 75 kms.
-
r- -
-- ~ -.
TOII h i e per Trlp Toll rate per Trip
I I
Figure 105. Trips by Toll Rates Figure 106: Revenue by Toll Rates
The revenue maximizing toll rate for buses has also emerged as Rs. 80 per trip (of 75 kms
length), as in case of goods vehicles.
.<
-i
10.3.10 Reasons for paying tolls:
The main reasons for paying tolls by the bus operators has emerged as follows:
Reasons for paying tolls I % of total response
Higher speed
Better riding quality
Reduced wst of transport
Increased safety
Government law 56
As in the other two cases, the bus operators are willing to pay tolls, due to the legal enforcement.
10.3.11 Reaction to Higher Tolls:
In case the toll rates are higher than what they are willing to pay, 44% of the interviewees said
that their buses shall change the routes, whereas the rest 56% feel that they will be forced to pay
a higher toll due to the legal backing.
10.3.12 Comparison With Ministry Toll Structure
The WTP on the part of the users is there, irrespective of the level of the same.
/r
rate, by mode, has been presented in Table 10-1.
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Table 10-1 : Voiced Toll Rates by Mode - 2004-05 Prices (RslKm)
I Mode I Voiced Toll Rate I Ministru Toll Rae 1
Cars
P
2-Axle Trucks
3-Axle Trucks
It has very clearly emerged from the analysis that although the WTP of the road users (especially
commercial vehicles), in general is on the lower side, they have still stated their willingness to
pay the toll rates which are imposed due to the legal enforcement. Therefore the financial
analysis has been carried out with the MORT&H toll rates only.
MAV
Bus
The section of NH-7, which is under the present study is about 62 kms in length. The corridor has
been divided into two traffic homogeneous sections. At the present stage of the study, it has
been assumed that the traffic getting intercepted at the toll plaza, and having a trip length of 20
kms or more are expected to pay toll for the total length of the corridor. Since the toll plaza is
proposed at km 153, the traffic on the section, Dharmapuri to Toppurghat, has been considered
-5 for estimation of tollable traffic. Trips below 20 km in length, are however, exempt from payment
~../
of tolls. Two wheelers and tractors have also been exempt from paying tolls.
0.64
1.00
1.00
The percent tollable traffic, of total traffic, as estimated on the basis of above stated assumption,
is given in Table 10-2.
0.55
1.94
1.94
1 .OO
t .OO
Table 10-2: Tollable Traffic (Percent of Total)
1.94
1.94
In terms of number of tollable trips per day by mode, the figures are as given in Table 10-3.
Table 10-3: Number of Tollable Trips by Mode (per day)
National Highways Authority oflndia
SIX l a n ~ n of Knshnan tu 77wpur GhaI S m n olNH-7 h f ad! Nadu
10.3.14 Revenue Stream
There are a number of avenues for generating revenue in any given infrastructure project - tolls,
earnings through advertisements, development of wayside amenities, etc. Since the present
project is a National Highway, possibilities of generating other revenues increase. But
considering that realization of such revenues is anyway subject to uncertainties - reason being
substantial planning and governmental clearances that go into it - may lead to inordinate delays
in project implementation. In brief, the uncertainly factor increases with the other revenues.
Therefore, in the present stage, only toll revenues have been considered for the financial
analysis.
10.4 PROJECT COST
As already indicated, the project cost does not include the land acquisition and other social and
environmental costs. The landed cost of the project have been presented in Table 104 below:
Table 104: Landed Project Cost (Rs. In Million)
I Comaonents I Cost I
--
Total Construction Cost 2937.59
Cost of construction supervision and any cost related
contingency
Inflation During Construction
Interest Durina Construction
The abovederived costs form the input to the financial analysis.
299.93
1 97.49
405.76
Insurance Premium during ~onstruct%~eriod
Provision for Minimum Cash Balance
Total Landed Cost
10.5 FINANCIAL ANALYSIS
-
42.63
1.45
3962.21
Based on the above stated assumptions and inputs, the exercise of the financial analysis has
been carried out for the proposed project. The indicators estimated are:
Project Internal Rate of Return (IRR)
Return on Equity (ROE)
Pay Back Period (PBP)
Average Debt Service Coverage Ratio (DSCR)
w Minimum DSCR
(i)
Internal Rate of Return (IRR) : An IRR is that rate of discount at which the present
value of inflows is equal to present value of outflows, or in other words that rate of
discount which makes the project NPV equal to zero. It indicates the returns a project can
generate over a span of time.
Preparation of Feasrbility Study and Detailed Pmject Report for
kurfsx loning of Krrshrwqin to Thopur Ghat Section of NF-7 m Tsmll Nadu
--'--
(ii)
Return on Equity (ROE) : It is the IRR with the equity component being taken as the
initial investment. The outtlows of the project include the repayment of loans, interest
payment and other operating expenses. It is that rate of return which accrues to an
investor1 equity holder, after deducting for all the expenses.
(iii)
Pay Back Period (PBP): The payback period is the length of time required to recover the
initial investment of the project. It is calculated from the first year of operation of the
project.
(iv)
Debt Service Coverage Ratio (DSCR): This ratio reflects the ability of a project to
service its debt. Normally a ratio of 1.5 to 2 is considered satisfactory. However, for road
and bridge projects, a ratio of 1.2 to 1.5 is also acceptable. DSCR is generally calculated
for each year, but in road infrastructure projects, since the retained earnings are negative
in the initial years, average DSCR is also considered. While presenting the results, along
with the Average DSCR, Minimum DSCR has also been presented.
10.5.1 Results of Analysis: Base Case
The results in the base case have been presented in Table 10-5. Although the analysis has been
undertaken for a period of 30 years, the results presented in the forthcoming tables are those for
the respective concession periods as mentioned within the tables.
Table 10-5: Results of Financial Analysis
I Indicators I Base Case 1
1 Concession Period 1 1 7 Years I
Project I RR (%)
9 Pre-Tax I 16.08 I
b
Averaae DSCR 1 3.44
9 Post-Tax
ROE (%)
I 14.49
20.29
The above stated concession periods have been decided on the basis of the targeted post-tax
IRR of 14% per annum. In the case of the MORT&H recommended toll rates, the project is
commercially attractive. The minimum DSCR is also observed to be above one.
-
Minimum DSCR
Pavback Period
10.5.2 Sensitivity Analysis
1 .04
10 Years 10 Mths
This section deals with the sensitivity analysis, with the major parameters being varied, in order
to assess the robustness of the project, so far as the sensitive parameters are concerned. Table
10-6 presents the results of the sensitivity analysis.
Pmparation of Feasibility Study and Detailed Project Repod For
Ibur/six laninu of Krishnagiri to Thopur Ghat Section of NH-7 in Tamil Nadu
Table 10-6: Results of Sensitive Analysis
Expected Post-tax IRR of 15%
lndlcators
Concession period
Project I RR !%)
> Pre-Tax
D Post-Tax
ROE (%)
Average DSCR
Minimum DSCR
Pay back Period
The project is a commercially attractive project, which can take the worst scenario of increase in
15% Inc. in
Cost and 15%
Cost
---
19 Years
15.48
14.3
18.97
17 Years
16.08
14.49
20.29
project cost along with reduction in traffic level. The concession period goes up to a maximum of
Rate of
Interest 12%
Base Case
3.44
1.04
10YearslO
Mths
22 years in the worst scenario from 17 years in the base case. So far as the minimum DSCR is
Traffic
19 Years
15.01
13.99
concerned, it goes below one only in the initial years of the project implementation, and can be
15%
Increase in
3.02
0.90
l l Year s9
Mths
overcome through negotiation with the lending agency, or through external infusion of cash.
15%
Reduction in
I Red. h traffic
22 Years
14.96
14.29
10.6 CONCLUSIONS
h
-*
-.
The project is viable, both economically as well as commercially, therefore warrants
implementation under the BOT scheme. The concession period can be fixed at around 20 years
per annum
18 Years*
16.61
15.24
18.22 1 17.25
to cover the risk element.
20.33
I
3.33
0.98
11 Years
2.91
,
2.56
0.87
12 Years
0.75
13 Yean
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