Project Report Vengalam Kuttipuram NH 17 - Package II

Consultancy Services for Feasibility Study and DPR for 4/6 lane Divided carriageway of NH-17,
Kannur to Kuttipuram in the State of Kerala (Package No. NHDP-III/DL5/13) PKG-II (Km. 230.00 to Km. 318.00)
CONTENTS
Sl.
Description Page No.
No.
EXECUTIVE SUMMARY Es-1 to Es-12
1. INTRODUCTION 1-1 to 1-3
2. PROJECT DESCRIPTION 2-1 to 2-64
3. SOCIO ECONOMIC PROFILE 3-1 to 3-36
4. TRAFFIC 4-1 to 4-26
5 PRELIMINARY ENVIRONMENTAL ASSESSMENT 5-1 to 5-13

RESETTLEMENT ACTION PLAN INCLUDING
6. 6-1 to 6-9
MAGNITUDE OF SOCIAL IMPACT
7. COST ESTIMATE 7-1 to 7-4
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2-1
Project Description
1. INTRODUCTION
1.1 BACKGROUND
National Highways Authority of India has decided to take up the development,
maintenance and management of various National Highway corridors/sections under
NHDP Phase-III Programme of 4/6 laning of 10,000 km on BOT basis where the
intensity of traffic has increased significantly and there is requirement for augmentation
of capacity for safe and efficient movement of traffic. The present project study is
concerned with Kannur (km 148.00) – Kuttipuram (km 318.00) section of NH-17 in the
State of Kerala.
The project road has almost continuous ribbon development through out the project
corridor. The existing road has configuration of two lane wide highway which is proposed
to be upgraded to four-lane divided carriageway with paved shoulders partially access
controlled highway.
1.2 CONSULTANCY SERVICES
M/s Intercontinental Consultants & Technocrats Pvt. Ltd., A-8, Green Park, New Delhi,
India was appointed as Consultants vide letter no NHAI/BOT/11012/58/13/2006/369
dated 30.03.2006 to carry out the Feasibility Study and Detailed Project Report (DPR) for
4/6 laning of the section from Kannur (km 148.00) to Kuttipuram (km 318.00) of
NH-17. This work has been assigned as Contract Package No. NHDP-III/DL5/13.
Location of the project road is depicted in Index Map placed as Fig. 1.1.
The main objective of the consultancy services is to establish the technical, economical
and financial viability of the project. The scope and principal objective of the consultancy
services is contained in the Terms of Reference (TOR) of the consultancy services, which
is a part of the contract agreement.
1.3 PROJECT DESCRIPTION
NH-17 a British era road, originally named as West Coast Road takes off at Panaval (near
Mumbai) and terminates at Edappally in Cochin. The highway passes through Goa,
Mangalore, Kasaragod, Kannur, Kozhikode, Kuttipuram and finally terminates at
Edapally (in Cochin) and joins NH-47. The highway was re-organised with its ‘zero’
chainage point at Mangalore. The Mangalore – Edapally section of the road was declared
as NH in 1972 and alignment was subsequently modified in 1974. Section of NH-17
between Km 18.050 – 438.827 with a length of about 420 km falls in the state of Kerala.
The road passes through Kasaragod (Km 50), Kannur (Km 148), Kozhikode (Km 245),
Kuttipuram
(km 318) and joins NH-47 at Edapally at Km 438.827.
The Kannur – Kuttipuram section of the road falls mainly in the State of Kerala covering
three districts of Kannur, Kozhikode and Mallapuram with 1.505 km falling in district
Mahe of Pondicherry State.
1.3.1 Construction Packaging
As per policy of NHAI the road project into be on BOT basis. As decided in consultation
with NHAI by the project has been divided in Two Construction Packages (i) Km. 148.00
to Km. 230.00 and (ii) Km. 230.00 to Km. 318.00. Accordingly the Draft Preliminary
Project Report has been prepared package wise. This report pertains to Package – II.
Project Report
2-2
The stretch of project road passes through 2 districts of Kerala State.

i) District Kozhikode in Kerala state at chainage Km 230.00 to Km 261.900 and
ii) District Mallapuram (Kerala State) at chainage km 261.900 to km 318.000.
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2-3
Project Description
Index Map 1.1

1.3.2 Present Status
MOSRT&H is responsible for development and maintenance of NH-17, Kerala PWD
(NH) is at present maintaining the stretch of the project road.
1.3.3 Salient Features
Index map of the section of project road is shown in Fig. 1.1. The National Highway
having continuous ribbon development on both sides is functioning as an urban road.
Topography
The project road corridor runs through plain and rolling terrain in general except a
stretches of hilly terrain. A brief report about terrain with, design speed is tabulated below
Table 1.1.
Table 1.1: Terrain Classification

Sl. No. Type of Terrain Chainage (km 230.00 to km 318.000)
1 Plain km 230.00 to km 263.00
2 Rolling km 280.00 to km 318.00

3 Hilly km 263.00 to km 280.00
1.3.4 Existing Route (RoW)
The exiting RoW between Kozhikode - Kuttipuram varies widely at different locations,
11.00 m to 20.00 m in general and also >30m to even 40m short stretches at Talappara
(km 276.00), Randathani (km 297.00) and Kuttipuram near end of project, the RoW varies
from 30m to 40m.
1.3.5 Existing Carriageway
The project road in general has more than 7m carriageway with few reaches having 5m to
6m carriageway. Paved shoulders have been provided at several locations. Divided
carriageway exists only in small stretches at some urban areas.
1.4 QUALITY ASSURANCE PLAN AND INCEPTION REPORT
In accordance with para 10.2 of the TOR, the Quality Assurance Plan and the Inception
Report were submitted vide ICT:451:3309 dated 12.04.2006 and 4445 dated 06.05.2006
respectively.
1.5 FUNDING OPTION
This project is envisaged to be implemented on public private partnership (PPP) and
viability on Build Operate and Transfer (BOT) will be examined in detailed.
1.6 UTILITIES
Several utilities like electric lines telephone / OFC, water line existing with in the ROW
1.7 BYPASSES
• Kozhikode bypass- km 231.000 to km 263.08 - 32.08 km long
• Kottakkal - Edarikkode bypass- km 290.00 to km 294.50 – 4.50 km long
• Valanchery bypass- km 306.700 to km 311.000 - 4.3000 km long.
7.8 CONCLUSIONS
Project Report
2-4
The existing road will be improved to 4-lane configuration with service road on either
side.
•••
2. PROJECT DESCRIPTION
2.1 PROJECT INFLUENCE AREA

Kerala is the state situated at the southern most tip of India and is the most green part of
Country. As regards climate is concerned the temperature ranges from 35°C to 21°C. The
raining season lasts from June to October. June to July rains are heavy and quite
continuous, where as August to October rains are comparatively lighter and intermittent.
The Kerala State as per census of 2003 has quantum of 27,45,948 vehicles. The state is a
economically / financially sound and up coming state having world’s attraction specially
towards Tourism due to its scenenic beauty and IT also. The vehicular traffic movement
is increasing fast. Consequently the highways are overloaded and the present system is
not capable to sustain the traffic quantum. The statistics indicates (i) the road accidents
are increasing day by day (ii) travel time is increasing (iii) vehicle maintenance cost per
km run is increasing and (iv) Road side amenities are inadequate. The highway needs
upgradation on priority.
The Kerala state has only 1560 km length of National Highways against total length of
66590 km of National Highway network of the country. At present, there are 8 numbers
National Highways in the state.
(1) NH-17 : Thalapadi – Edappally (Cochin)
(2) NH-47 : Walayer – Kaliyikkavila
(3) NH-47 A : Kundanoor – Willingoton Island (only 6.1 km long NH)
(4) NH-49 : Bodimettu – Kundannoor
(5) NH-202 : Kollam – Kumily
(6) NH-208 : Kollam – Aryankavu
(7) NH-212 : Kozhikode – Muthanga
(8) NH-213 : Palakkad – Kozhikode
The NH-47, NH-212 and Nh-213 directly contribute traffic on the project road NH-17.
2.2.1 Historical Background of the Project Road
NH-17 originally during British period, named as West Coast Road originates near Panvel
(near Mumbai) and terminates at Edapally in Cochin. The highway passes through Goa,
Mangalore, Kasaragod, Kannur, Kozhikode, Kuttipuram and finally terminates at
Edapally and joins NH-47 as shown is Fig. 1.1.
NH-17 was re-organised with its ‘Zero’ chainage point at Mangalore. The Mangalore –
Edapally section of the road was declared as NH in 1972 and alignment was subsequently
modified in 1974. This section of NH-17 between km 18.050 to km 438.827 with a length of
about 421 km falls in the State of Kerala. The road passes through Kasaragod (km 50),
Kannur (Km 155), Kozhikode (Km 245), Kuttipuram (Km 318) and finally terminates and
joins NH-47 at Edapally at km 438.827.
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2-5
Project Description
The Kannur – Kuttipuram section of the road forms the stretch under the present project study
and can be divided in three segments as district boundaries. The project road section falls
under four districts Kannur, Mahe (Pondicherry), Kozhikode and Malappuram.
2.2.2 Project Influence Area
i) Internal with in the state
The traffic is generated from the following with in the Project Corridor.
a) The project road section falls under three districts of Kerala State – Kannur,
Kozhikode and Mallapuram and fourth district of Pondicherry State Mahe
sandwiched between District Kannur of Kerala State.
The road has urban development in the shape of ribbon development almost
along the entire length i.e. more than 80% of the total length. NH-17 serves as
the major pivotal road, which carries the generated traffic from its
surroundings to other parts of the Kerala State and rest of the country.
b) Traffic from other Highways
• National Highways - NH-212 and NH-213, NH-47
• State Highways - SH-38, SH-36, SH-34, SH-30, SH-28 and MDRS
• Cochin Port - Cochin Port connectivity road intersecting NH-17
at km. 434.00.
ii) External from other states
NHAI has developed the Golden Quadrilateral Corridor of NHDP connecting the four
Metropolitan towns of Delhi, Kolkata, Mumbai and Chennai, North-South and East -
West corridors. Salem – Kochi – Cherthalai -Thiruvananthapuram sections are under
development as a spur to North South corridor. Development of NH-17 will attract more
traffic from the region and will connect the Kerala State to Karnataka, Goa, Maharashtra.
NH-17 also connects these states to North south corridor at Salem through NH-47.
2.3 SALIENT FEATURES
The reconnaissance of the project road section from Kannur to Kuttipuram was carried out
during April 2006. Road and bridge inventory was done during April to June 2006.
The project road starts from Valapattanam Bridge at km 148.000 North of Kannur town. The
end point of project is at km 318.000 at Kuttipuram. Total Length is 170 kms.
2.3.1 Carriageway Width
The road in general has two lanes carriageway with paved shoulders and total carriageway
ranges between 7.00 m to 10.00 m wide in general. Detailed is given in Table 2.1.
a) Undivided carriageway
Table 2.1: Carriageway Width (Undivided)
Sl.
Chainage (km) Configuration Width (m)
No.
Two lane with and without paved
1. 148.000 to 156.000 7.00 to 8.80
shoulders
2. 156.000 to 168.800 6.00 to 8.35
shoulders
3. 170.000 to 216.150 5.10 to 10.00
shoulders
4. 216.150 to 218.650 Two lane with out paved shoulders 7.10 to 7.60
5. 218.900 to 219.100 Two lane with out paved shoulders 7.20 to 7.60
6. 219.350 to 219.650 Two lane with out paved shoulders 7.20
Project Report
2-6
Sl.
Chainage (km) Configuration Width (m)
No.
7. 219.900 to 258.600 6.00 to 11.50
shoulders
8. 259.600 to 269.500 6.90 to 8.50
shoulders
9. Two lane with and without paved
270.200 to 290.800 7.00 to 9.90
shoulders
10. Two lane with and without paved
292.600 to 318.000 7.15 to 13.40
shoulders
Project Report
2-7
Project Description
b) Divided Carriageway
In the following reaches passing through urban/semi urban areas there is divided
carriageway. Detailed is given in Table 2.2.
Table 2.2: Carriageway Width (Divided)
Carriageway Width Centre
Sl. Location Chainage (Km) Shoulders (m)
(m) Verge
No.
From To From To (m) From To
1. 168.800 170.700 7.00 7.00 0.60 6.00 7.00
2. 216.150 216.700 4.70 4.70 0.20 1.70 5.10
3. 218.650 218.900 5.70 5.80 0.20 4.00 5.00
4. 219.100 219.350 4.30 4.30 0.20 4.20 4.20
5. 219.650 219.900 4.30 4.30 0.20 4.20 4.20
6. 258.600 259.600 8.50 7.00 0.20 2.50 4.00
7. 269.500 270.200 7.00 7.00 0.60 6.00 7.00
8. 290.800 292.600 4.50 5.00 4.50 3.00 2.00
2.3.2 Shoulder Type and width

Existing road has earthen shoulders as well as paved shoulders. The earthen shoulders are in
general 1 m wide except in a few reaches. Paved shoulders are not of uniform width ranging
between 1.0 to 3.0 m.
2.3.3 Land Use
• Habitation close to the road almost along the entire length of the project corridor
• Religious structures
• Residential, commercial, institutional, Hospitals, markets etc.
• Agricultural having coconut plantation, paddy field in some reaches
2.3.4 River and Stream
The project road crosses the following rivers and streams as given in Table2.3 below;
Table 2.3: River and Streams on Project Road
Sl. No. Location Chainage (km) Name of River
1 149.000 Valapatnam
2 172.000 Anjarakandi
3 174.000 Dharmadam
4 175.000 Eranjolipuzha
5 203.500 Kuttiady
6 233.000 Korappuzha
7 248.000 Kallai (A Diversion of Arappuzha)
8 24.000 (Kozhikode bypass) Arappuzha
9 282.000 Kadalundipuzha
10. 319.000 Bharatapuzha
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2-8
2.3.5 Crust Thickness of Existing Road

For the purpose of investigation, the road is divided into sections of 5 km stretch except
where the condition changes. The detailed pavement thickness in different stretches are given
in Table 2.4.
Table No. 2.4: Pavement Crust Thickness
Sl. Chainage Location of BC + DBM WBM WMM G.S.B Morrom Total

No. (km) Pit (mm) (mm) (mm) (mm) (mm) (mm)
1 145+000 R/S 110 110 - - - 220
2 150+000 L/S 115 160 - - - 275
3 155+000 R/S 120 140 - - - 260
4 160+000 L/S 130 160 - - - 290
5 165+000 R/S 180 100 - 160 - 440
6 170+000 L/S 200 80 - 150 - 430
7 175+000 R/S 260 - 150 - 410
8 180+000 L/S 150 70 - - 130 350
9 185+000 R/S 140 160 - - 120 420
L/S
10 190+000 160 - 120 140 - 420
(New Road)
R/S
11 195+000 195 - 160 110 - 465
(New Road)
12 200+000 L/S 200 90 - - - 290
13 205+000 R/S 140 - 180 - 320
14 210+000 L/S 210 80 - - - 290
15 215+000 R/S 250 - - 180 - 430
16 220+000 L/S 160 - - 70 - 230
17 225+000 R/S 270 70 - - - 340
18 230+000 L/S 210 - - - - 210
19 235+000 R/S 160 170 - - - 330
20 240+000 L/S 170 90 - - - 260
21 245+000 R/S 180 100 - - - 280
22 250+000 L/S 160 80 - - - 240
23 255+000 R/S 170 100 - - - 270
24 260+000 L/S 170 90 - - - 260
Project Report
2-9
Project Description
Sl. Chainage Location of BC + DBM WBM WMM G.S.B Morrom Total

No. (km) Pit (mm) (mm) (mm) (mm) (mm) (mm)
25 265+000 R/S 160 150 - - - 310
26 270+000 L/S 200 90 - - - 290
27 275+000 R/S 180 100 - - - 280
28 280+000 L/S 135 80 - - - 215
29 285+000 R/S 120 100 - - - 220
30 290+000 L/S 150 110 - - - 260
31 295+000 R/S 190 70 - - - 260
32 300+000 L/S 210 - - - - 210
33 305+000 R/S 185 100 - - - 285
34 310+000 L/S 200 90 - - - 290
35 315+000 R/S 200 100 - - - 300
Rutting
The sub-grade of the road is quite strong and maintenance is good, there are not much of
rutting signs except at a few, locations. Rutting is a longitudinal depression or groove in the
wheel tracks. The ruts are usually of the width of a wheel path. Swerving from a rutted wheel
path at high speed can be dangerous.
The depth of rut is measured by keeping the straight edge placing transversely across the
wheel tracks and using graduated measuring wedge. The mean value for the wheel tracks is
worked out.
The observed rutting depth and the details about the stretches affected by Rutting are
analysed.
2.3.6 Pot Hole
Potholes are bowl shaped holes of varying sizes in a
surface layer or extended into base layer, caused by
the localized disintegrations of the usually thin
bituminous surfacing material.
The area covering majority of Pot holes was measured
along with numbers and area in every 200m and the
percentage area was worked out.
The high way has potholes only at location of
excessive braking before bridges, accident-prone
areas at km 307.00 etc. Fig 2.1 shows such location.
Fig 2.1: Road Condition
2.3.7 Raveling at Bridge Approach - km 148.000
Raveling is characterized by the progressive
disintegration of the surface due to the failure of the binder to hold the materials together.
Raveling was measured at every 500m.
2.3.8 Loss of Materials
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The thickness of the WBM on shoulder was checked at every 500m intervals to assess the
loss of the material.
During field investigation it was observed that, materials along the shoulder was lost and
require re-graveling to be done as early as possible as the extent of loss varies from 5 to
15 %
2.3.9 Cracking
A common defect in bituminous surface is the formation of cracks. The area affected by
cracking was measured by encircling and the extent of cracking was assessed visually at
200m intervals or the places of defects.
2.3.10 Undulations/Settlement
Undulations and settlements in the road have observed only a sharp bends e.g. at
km 306.000 and prior to changed built up areas. The road maintenance and traffic
management is quite good.
2.3.11 Patching
During field inspection, patching was observed on the entire project road.
2.3.12 Edge Breaking
Irregular breakage of pavement edge was noticed in some portion of the road.
2.3.13 Edge Drop
The edge drop is the vertical difference in levels between the edge of the carriageway and
abutting shoulders.
2.3.14 Inventory of all Road Side Facilities
The details of the road side amenities and facilities like school, dhabas, telephone booths, bus
stop, hospital, hotel, repair shops etc.
2.4 ROAD MEASUREMENT DATA ACQUISITION SYSTEM (ROMDAS)
The roughness has been carried out for the whole length of the project road using Road
Measurement Data Acquisition System (ROMDAS). The calibration of the ROMDAS has been
done as per the procedure given in World Bank’s Technical Paper Number 46 (WTP-46). The
surveys have covered two runs along the wheel paths for each lane and results have been expressed
in the terms of IRI (m/km) and BI (mm/km) in tabular as well as graphical forms.
In addition video survey has also been conducted for digitisation of whole project road to have a
better in-house assessments and rectifications.
2.4.1 ROMDAS
Road Measurement Data Acquisition System (ROMDAS) has been developed as a generic system
for collecting a variety of information. The vehicle mounted equipment includes: an axle mounted
device called Bump Integrator for the measurement of roughness; a Video camera and an IBM
compatible notebook PC which interacts with the instrumentation to store recorded data. The video
camera is used to record all pertinent information concerning the existing roadway and Right-of-
Way (though, whenever necessary, this information may also be verified by physical inspection).
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Project Description
2.4.1.1 Road Roughness Surveys

The axle-mounted ROMDAS Survey Module is used to measure pavement roughness. This is
an indication of the surface irregularities influencing the riding quality and is a major
determinant of vehicle operating costs.
ROMDAS works as a response type road roughness measuring system. The system has
been calibrated by recording its response (RAW values) and comparing the same with
that of a ROMDAS Z-250 Reference Profiler. ROMDAS Z-250 reference Profiler has
been developed by Data Collection Ltd (DCL). The Calibration sections called standard
sections have been divided into a number of smaller subsections of 100m lengths each. A
total of 12 such “standard” points have been collected consisting of 400 lengths each.
“Standard” sections vary from “very smooth” to “very poor” and at each section the Z-
250 has been run along the selected lane and roughness has been noted in terms of IRI
(m/km).
ROMDAS vehicle has been run at Constant Speed of 32+2 km/hr on the “standard” section along
the same selected lanes and ROMDAS response (RAW values) have been recorded. Using the
software-NLREG the calibration equation has been developed between ROMDAS Response
(RAW/km) and IRI (m/km).
Calibration equation at 32km/hr:
Y = 1.468+0.00041*X [R^2 = 0.98]

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

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

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

New Pavements m/km (mm/km) m/km (mm/km)
1.5 (1000) 3.4 (2500)
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Observations
Based on the Roughness Measurement Studies the km-wise average roughness in IRI and BI
Units of various lanes have been summarised in Table 2.5 (a) & 2.5 (b). The detailed 100m-
wise Roughness Measurement Studies have been given for project road main section and
Kozhikode bypass.
Table 2.5 (a): Roughness Measurement Studies (km 148.000 - km 318.000)
Direction: Kannur to Kuttipuram
First Run Second Run Average of both runs
Chainage IRI BI IRI BI IRI BI
(km) (m/km) (mm/km) (m/km) (mm/km) (m/km) per (mm/km)
per km per km per km per km km per km
148-149 3.51 2613.16 3.15 2311.89 3.33 2462.52
150 4.20 3200.37 3.59 2676.02 3.89 2938.20
151 3.27 2414.35 3.24 2387.50 3.26 2400.93
152 3.21 2363.74 3.01 2202.18 3.11 2282.96
153 2.93 2133.62 2.97 2165.18 2.95 2149.40
154 3.27 2411.63 2.98 2177.28 3.13 2294.46
155 3.14 2309.52 3.46 2567.57 3.30 2438.55
156 3.34 2469.51 3.71 2780.12 3.52 2624.82
157 2.97 2161.82 2.77 2003.23 2.87 2082.53
158 3.79 2846.88 2.94 2137.31 3.36 2492.09
159 4.00 3027.59 3.53 2627.92 3.76 2827.75
160 4.23 3221.78 3.75 2814.69 3.99 3018.23
161 3.17 2330.17 2.68 1930.75 2.93 2130.46
162 2.67 1921.79 2.48 1767.30 2.57 1844.55
163 2.67 1918.15 2.55 1827.54 2.61 1872.84
164 3.16 2322.72 2.69 1939.71 2.93 2131.22
165 2.84 2061.29 2.77 2002.57 2.81 2031.93
166 3.91 2947.51 3.65 2731.12 3.78 2839.31
167 5.39 4229.24 5.65 4458.93 5.52 4344.09
168 5.56 4379.31 5.34 4183.32 5.45 4281.32
169 4.91 3809.79 4.97 3859.89 4.94 3834.84
170 5.05 3929.08 5.75 4551.83 5.40 4240.46
171 6.59 5306.77 7.31 5959.44 6.95 5633.11
172 4.52 3467.85 6.06 4827.74 5.29 4147.79
173 4.77 3684.48 5.70 4507.72 5.23 4096.10
174 3.66 2739.05 3.36 2491.34 3.51 2615.20
175 3.55 2649.90 3.06 2239.92 3.31 2444.91
176 3.56 2654.02 3.60 2684.97 3.58 2669.49
177 5.12 3991.22 3.45 2566.55 4.29 3278.88
178 6.31 5050.76 3.42 2540.20 4.87 3795.48
179 5.87 4657.37 4.21 3202.83 5.04 3930.10
180 4.64 3577.76 3.25 2393.96 3.94 2985.86
181 3.98 3010.85 4.00 3023.05 3.99 3016.95
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Project Description

182 4.01 3032.82 3.80 2859.35 3.91 2946.08
183 4.24 3230.21 3.83 2885.00 4.04 3057.60
184 3.87 2919.36 3.80 2854.84 3.84 2887.10
185 3.79 2851.03 3.15 2311.21 3.47 2581.12
186 3.55 2646.80 4.57 3512.83 4.06 3079.82
187 4.40 3364.66 4.21 3207.74 4.30 3286.20
188 3.85 2899.23 3.40 2516.95 3.62 2708.09
189 3.68 2754.92 3.58 2670.18 3.63 2712.55
190 3.84 2890.90 3.57 2666.74 3.71 2778.82
191 3.26 2404.49 3.11 2278.41 3.18 2341.45
192 3.44 2554.91 3.18 2339.66 3.31 2447.28
193 3.21 2362.38 3.02 2209.25 3.12 2285.81
194 2.87 2084.03 2.92 2121.21 2.89 2102.62
195 4.59 3534.46 4.50 3457.94 4.55 3496.20
196 6.17 4922.19 5.87 4656.27 6.02 4789.23
197 5.65 4465.84 4.82 3732.62 5.24 4099.23
198 3.04 2224.75 2.74 1979.93 2.89 2102.34
199 3.09 2261.52 3.30 2440.55 3.19 2351.04
200 4.33 3307.92 4.03 3053.40 4.18 3180.66
201 4.17 3174.07 3.42 2536.09 3.80 2855.08
202 4.18 3175.82 3.73 2801.55 3.95 2988.69
203 4.09 3106.50 4.07 3085.88 4.08 3096.19
204 4.61 3549.36 4.48 3434.24 4.54 3491.80
205 4.15 3155.15 3.94 2977.77 4.05 3066.46
206 3.99 3018.52 3.77 2829.57 3.88 2924.04
207 3.61 2694.26 2.97 2165.85 3.29 2430.06
208 2.76 1997.90 2.80 2024.90 2.78 2011.40
209 2.58 1851.96 2.58 1849.98 2.58 1850.97
210 2.77 2005.90 2.59 1853.28 2.68 1929.59
211 2.60 1861.87 2.33 1649.12 2.46 1755.50
212 2.55 1824.90 2.60 1865.84 2.58 1845.37
213 2.45 1747.92 2.48 1765.65 2.47 1756.79
214 2.47 1758.43 2.36 1676.21 2.42 1717.32
215 4.04 3057.24 4.03 3052.00 4.03 3054.62
216 3.75 2813.31 3.59 2681.18 3.67 2747.24
217 3.13 2300.38 2.79 2015.23 2.96 2157.81
218 2.75 1984.25 2.64 1898.26 2.69 1941.26
219 2.85 2066.64 2.68 1928.76 2.76 1997.70
220 2.87 2082.36 2.79 2018.23 2.83 2050.30
Project Report
2 - 14

221 2.65 1902.24 2.72 1961.30 2.68 1931.77
222 3.03 2217.00 3.10 2269.28 3.06 2243.14
223 3.28 2423.88 2.91 2115.51 3.10 2269.69
224 2.64 1898.60 2.77 1999.57 2.70 1949.08
225 3.63 2711.13 3.45 2559.70 3.54 2635.42
226 3.04 2224.75 2.73 1967.29 2.88 2096.02
227 2.97 2161.82 2.86 2074.33 2.91 2118.08
228 2.63 1890.32 2.57 1842.06 2.60 1866.19
229 2.76 1996.90 2.74 1978.60 2.75 1987.75
230 2.66 1912.51 2.65 1905.22 2.65 1908.87
231 2.69 1935.73 2.61 1870.80 2.65 1903.26
232 3.00 2186.36 2.91 2118.87 2.95 2152.61
233 4.22 3211.60 3.53 2633.07 3.88 2922.33
234 4.25 3242.85 4.53 3483.42 4.39 3363.14
235 2.64 1896.94 3.40 2524.81 3.02 2210.88
236 2.77 2001.23 2.67 1922.79 2.72 1962.01
237 2.96 2157.79 2.68 1932.74 2.82 2045.27
238 3.31 2447.70 3.25 2393.96 3.28 2420.83
239 3.34 2473.61 3.00 2187.04 3.17 2330.32
240 2.78 2013.90 2.79 2014.90 2.78 2014.40
241 3.10 2275.03 2.86 2077.01 2.98 2176.02
242 3.00 2192.76 2.87 2082.70 2.94 2137.73
243 2.88 2090.06 3.10 2271.31 2.99 2180.68
244 2.92 2124.56 2.98 2176.95 2.95 2150.76
245 3.07 2249.70 3.02 2207.90 3.05 2228.80
246 3.01 2196.46 2.80 2029.90 2.91 2113.18
247 2.95 2151.75 4.53 3483.07 3.74 2817.41
248 3.15 2313.24 3.14 2306.13 3.15 2309.69
249 2.88 2095.08 2.83 2053.94 2.86 2074.51
250 2.92 2127.58 2.73 1972.28 2.83 2049.93
251 2.88 2092.74 2.79 2019.23 2.84 2055.98
252 2.73 1967.95 2.91 2117.52 2.82 2042.74
253 2.79 2019.90 2.83 2048.93 2.81 2034.41
254 3.05 2232.84 2.70 1942.37 2.87 2087.60
255 2.58 1848.33 2.80 2028.24 2.69 1938.28
256 2.75 1982.59 2.82 2045.93 2.78 2014.26
257 3.10 2272.66 2.54 1815.01 2.82 2043.84
258 3.18 2340.34 2.80 2025.23 2.99 2182.79
259 2.87 2087.71 2.72 1963.30 2.80 2025.51
Project Report
2 - 15
Project Description

260 2.82 2044.26 2.88 2093.74 2.85 2069.00
261 2.91 2119.20 2.69 1939.05 2.80 2029.12
262 2.66 1909.53 2.77 2001.90 2.71 1955.71
263 2.85 2068.65 2.75 1985.92 2.80 2027.28
265 3.11 2279.59 2.98 2174.11 3.04 2226.85
266 3.39 2510.96 3.44 2551.71 3.41 2531.33
267 2.89 2102.56 3.24 2384.06 3.06 2243.31
268 3.36 2490.21 3.17 2333.90 3.27 2412.06
269 3.40 2519.57 3.34 2474.96 3.37 2497.27
270 4.13 3135.92 3.37 2496.08 3.75 2816.00
271 3.45 2566.62 2.91 2113.70 3.18 2340.16
272 3.87 2914.50 3.48 2586.65 3.67 2750.57
273 3.29 2427.32 3.16 2323.80 3.22 2375.56
274 3.35 2478.48 2.96 2159.08 3.16 2318.78
275 3.24 2388.35 3.08 2258.68 3.16 2323.52
276 3.26 2400.81 3.63 2713.87 3.44 2557.34
277 3.44 2552.89 3.38 2506.26 3.41 2529.57
278 3.18 2341.28 3.41 2525.84 3.29 2433.56
279 3.39 2515.65 3.40 2521.53 3.40 2518.59
280 3.54 2639.74 3.53 2628.72 3.54 2634.23
281 3.29 2426.54 3.53 2632.26 3.41 2529.40
282 3.67 2745.49 3.46 2567.02 3.56 2656.25
283 3.94 2977.46 3.49 2594.51 3.72 2785.99
284 3.23 2378.22 3.46 2571.33 3.34 2474.78
285 3.47 2583.51 3.43 2543.48 3.45 2563.49
286 3.56 2657.07 3.44 2554.46 3.50 2605.76
287 3.36 2490.21 3.38 2503.13 3.37 2496.67
288 3.66 2736.39 3.50 2607.08 3.58 2671.74
289 3.22 2370.44 3.47 2578.79 3.34 2474.62
290 3.56 2657.86 3.91 2949.55 3.74 2803.70
291 3.66 2738.37 3.52 2620.85 3.59 2679.61
292 3.41 2528.58 3.23 2381.34 3.32 2454.96
293 3.08 2259.07 2.85 2064.97 2.97 2162.02
294 2.60 1867.18 2.62 1878.55 2.61 1872.86
295 2.73 1969.04 2.55 1821.39 2.64 1895.21
296 2.98 2174.49 2.70 1948.47 2.84 2061.48
297 2.72 1959.89 2.65 1901.32 2.68 1930.61
298 2.66 1913.09 2.51 1793.82 2.59 1853.46
299 2.85 2068.42 2.72 1965.23 2.79 2016.82
Project Report
2 - 16

300 2.62 1884.62 2.84 2063.44 2.73 1974.03
301 2.93 2131.76 2.97 2168.33 2.95 2150.05
302 2.68 1929.06 2.70 1949.23 2.69 1939.14
303 2.69 1938.95 2.69 1937.05 2.69 1938.00
304 2.64 1899.42 2.84 2062.67 2.74 1981.05
305 2.48 1768.94 2.64 1897.90 2.56 1833.42
306 2.71 1951.89 3.10 2273.40 2.90 2112.65
307 3.33 2464.80 4.67 3605.87 4.00 3035.34
308 5.76 4558.66 4.35 3323.51 5.05 3941.09
309 2.98 2176.81 2.78 2012.55 2.88 2094.68
310 3.05 2233.16 3.19 2343.22 3.12 2288.19
311 3.14 2309.06 3.07 2249.40 3.11 2279.23
312 3.10 2274.56 3.23 2380.95 3.17 2327.75
313 3.14 2309.44 3.18 2337.01 3.16 2323.23
314 3.20 2358.38 3.35 2476.13 3.28 2417.26
315 3.26 2400.81 3.23 2381.73 3.24 2391.27
316 3.02 2207.28 2.86 2078.39 2.94 2142.83
317 3.04 2222.73 3.07 2246.69 3.05 2234.71
318 4.48 3433.96 4.17 3168.44 4.32 3301.20
Average 3.50 2612.15 3.35 2489.85 3.42 2551.00
Max. 6.59 5306.77 7.31 5959.44 6.95 5633.11
Min. 2.45 1747.92 2.33 1649.12 2.42 1717.32
Project Report
2 - 17
Roughness Measurement Studies (km 148.000 - km 208.000)

5
IRI-(m/km)
0
151
153
155
157
159
161
163
165
167
169
171
173
175
177
179
181
183
185
187
189
191
193
195
197
199
201
203
205
207
148-149
Chainage-(km)
Project Report
2- 13
Project Description

4
IRI-(m/km)
0
209
211
213
215
217
219
221
223
225
227
229
231
233
235
237
239
241
243
245
247
249
251
253
255
257
259
261
263
266
268
Chainage-(km)
Project Report
2- 14

4
IRI-(m/km)
0
270
272
274
276
278
280
282
284
286
288
290
292
294
296
298
300
302
304
306
308
310
312
314
316
318
Chainage-(km)
Project Report
2- 15
Traffic
Table 2.5 (b): Roughness Measurement Studies (Kozhikode Bypass)

Chainage IRI BI
IRI BI IRI BI
(km) (m/km) (mm/km)
(m/km) (mm/km) (m/km) (mm/km)
per km per km per km per km per km per km
1 2.67 1923.45 2.74 1975.27 2.70 1949.36
2 2.45 1741.03 2.69 1935.40 2.57 1838.21
3 2.51 1788.67 2.48 1768.61 2.49 1778.64
4 2.72 1963.96 2.70 1945.69 2.71 1954.83
5 2.64 1896.28 2.71 1956.98 2.68 1926.63
6 2.60 1863.86 2.52 1803.15 2.56 1833.50
7 2.62 1881.05 2.55 1828.53 2.59 1854.79
8 2.50 1786.69 2.46 1755.80 2.48 1771.25
9 3.25 2393.96 3.11 2281.45 3.18 2337.70
10 3.09 2264.22 3.19 2348.81 3.14 2306.52
11 2.56 1831.50 2.65 1905.55 2.60 1868.52
12 2.51 1788.67 2.56 1833.48 2.53 1811.07
13 2.72 1961.97 2.63 1891.31 2.68 1926.64
Average 2.68 1929.64 2.69 1940.77 2.69 1935.20
Max. 3.25 2393.96 3.19 2348.81 3.18 2337.70
Min. 2.45 1741.03 2.46 1755.80 2.48 1771.25
Roughness Measurement Studies (Kozhikode Bypass)

Direction: Kozhikode Bypass
3
IRI-(m/km)
0
0-1
10
11
12
13
Chainage-(km)
Project Report
4-16
2.4.2 Deflection Survey

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

(km) (mm) Average
S. No.
Deflection
From To Left Right Maximum
1 148.00 149.00 0.965 1.005 1.005 0.985
2 149.00 150.00 0.986 0.838 0.986 0.912
3 150.00 151.00 0.932 0.850 0.932 0.891
4 151.00 152.00 1.021 0.932 1.021 0.977
5 152.00 153.00 1.020 0.869 1.020 0.944
6 153.00 154.00 0.958 0.866 0.958 0.912
7 154.00 155.00 0.883 0.883 0.883 0.883
8 155.00 156.00 0.959 0.874 0.959 0.916
9 156.00 157.00 1.092 0.898 1.092 0.995
10 157.00 158.00 0.840 0.876 0.876 0.858
11 158.00 159.00 0.913 0.976 0.976 0.945
12 159.00 160.00 1.029 1.184 1.184 1.106
13 160.00 161.00 0.910 1.089 1.089 0.999
14 161.00 162.00 0.979 1.029 1.029 1.004
15 162.00 163.00 0.912 1.074 1.074 0.993
16 163.00 164.00 0.659 0.766 0.766 0.713
17 164.00 165.00 0.932 0.965 0.965 0.949
18 165.00 166.00 1.009 1.355 1.355 1.182
19 166.00 167.00 1.154 1.139 1.154 1.146
20 167.00 168.00 1.406 0.891 1.406 1.148
21 168.00 169.00 1.366 1.289 1.366 1.328
22 169.00 170.00 0.969 1.182 1.182 1.076
23 170.00 171.00 0.756 1.337 1.337 1.046
24 171.00 172.00 1.175 1.033 1.175 1.104
25 172.00 173.00 1.299 0.991 1.299 1.145
26 173.00 174.00 1.516 1.100 1.516 1.308
Project Report
4-17
Traffic

(km) (mm) Average
S. No.
Deflection
27 174.00 175.00 2.340 0.995 2.340 1.667
28 175.00 176.00 2.442 1.890 2.442 2.166
29 176.00 177.00 1.513 1.599 1.599 1.556
30 177.00 178.00 0.933 1.276 1.276 1.104
31 178.00 179.00 0.835 0.863 0.863 0.849
32 179.00 180.00 0.930 0.977 0.977 0.954
33 180.00 181.00 0.822 1.076 1.076 0.949
34 181.00 182.00 0.820 1.180 1.180 1.000
35 182.00 183.00 1.282 0.816 1.282 1.049
36 183.00 184.00 0.866 1.152 1.152 1.009
37 184.00 185.00 2.063 0.832 2.063 1.448
38 185.00 186.00 0.666 0.669 0.669 0.668
39 186.00 187.00 1.219 1.316 1.316 1.267
40 187.00 188.00 1.531 0.668 1.531 1.100
41 188.00 189.00 1.401 1.301 1.401 1.351
42 189.00 190.00 1.394 1.406 1.406 1.400
43 190.00 191.00 1.538 1.426 1.538 1.482
44 191.00 192.00 1.418 1.286 1.418 1.352
45 192.00 193.00 0.939 1.141 1.141 1.040
46 193.00 194.00 0.958 0.691 0.958 0.825
47 194.00 195.00 1.395 0.984 1.395 1.189
48 195.00 196.00 0.996 1.168 1.168 1.082
49 196.00 197.00 1.286 0.916 1.286 1.101
50 197.00 198.00 0.975 1.192 1.192 1.083
51 198.00 199.00 1.670 0.867 1.670 1.269
52 199.00 200.00 1.337 1.435 1.435 1.386
53 200.00 201.00 1.432 1.091 1.432 1.262
54 201.00 202.00 1.936 2.085 2.085 2.010
55 202.00 203.00 1.736 1.213 1.736 1.475
56 203.00 204.00 1.139 1.005 1.139 1.072
57 204.00 205.00 0.877 1.488 1.488 1.182
Project Report
4-18

(km) (mm) Average
S. No.
Deflection
58 205.00 206.00 0.926 1.178 1.178 1.052
59 206.00 207.00 1.051 0.972 1.051 1.012
60 207.00 208.00 0.855 0.798 0.855 0.826
61 208.00 209.00 0.540 0.895 0.895 0.717
62 209.00 210.00 0.913 0.940 0.940 0.927
63 210.00 211.00 1.229 1.015 1.229 1.122
64 211.00 212.00 1.135 1.051 1.135 1.093
65 212.00 213.00 0.952 1.121 1.121 1.036
66 213.00 214.00 1.675 1.172 1.675 1.424
67 214.00 215.00 1.392 1.446 1.446 1.419
68 215.00 216.00 1.247 2.342 2.342 1.794
69 216.00 217.00 1.341 1.622 1.622 1.481
70 217.00 218.00 1.224 1.470 1.470 1.347
71 218.00 219.00 1.438 2.150 2.150 1.794
72 219.00 220.00 1.371 1.451 1.451 1.411
73 220.00 221.00 1.050 1.238 1.238 1.144
74 221.00 222.00 0.900 1.181 1.181 1.041
75 222.00 223.00 1.027 1.803 1.803 1.415
76 223.00 224.00 1.185 1.270 1.270 1.227
77 224.00 225.00 1.477 1.058 1.477 1.267
78 225.00 226.00 2.519 1.468 2.519 1.994
79 226.00 227.00 1.872 1.387 1.872 1.630
80 227.00 228.00 2.037 1.132 2.037 1.584
81 228.00 229.00 1.220 1.249 1.249 1.234
82 229.00 230.00 1.020 1.111 1.111 1.065
83 230.00 231.00 1.136 0.853 1.136 0.994
84 231.00 232.00 1.186 0.725 1.186 0.956
85 232.00 233.00 1.349 1.135 1.349 1.242
86 233.00 234.00 1.333 1.820 1.820 1.576
87 234.00 235.00 1.952 1.365 1.952 1.658
88 235.00 236.00 1.881 1.272 1.881 1.576
Project Report
4-19
Traffic

(km) (mm) Average
S. No.
Deflection
89 236.00 237.00 1.549 1.102 1.549 1.326
90 237.00 238.00 1.699 1.036 1.699 1.367
91 238.00 239.00 1.682 1.923 1.923 1.802
92 239.00 240.00 1.293 1.346 1.346 1.319
93 240.00 241.00 1.692 1.456 1.692 1.574
94 241.00 242.00 1.160 1.812 1.812 1.486
95 242.00 243.00 0.963 1.422 1.422 1.193
96 243.00 244.00 1.037 1.364 1.364 1.201
97 244.00 245.00 1.504 1.038 1.504 1.271
98 245.00 246.00 1.105 1.478 1.478 1.193
99 246.00 247.00 1.282 1.390 1.390 1.336
100 247.00 248.00 1.282 1.118 1.282 1.200
101 248.00 249.00 1.154 0.992 1.154 1.073
102 249.00 250.00 1.201 1.036 1.201 1.119
103 250.00 251.00 1.749 0.880 1.749 1.315
104 251.00 252.00 1.792 1.220 1.792 1.506
105 252.00 253.00 1.318 1.601 1.601 1.460
106 253.00 254.00 3.418 1.142 3.418 2.280
107 254.00 255.00 0.836 0.761 0.836 0.799
108 255.00 256.00 0.953 0.896 0.953 0.925
109 256.00 257.00 1.813 1.191 1.813 1.502
110 257.00 258.00 1.452 1.291 1.452 1.372
111 258.00 259.00 0.815 1.199 1.199 1.007
112 259.00 260.00 1.139 0.882 1.139 1.011
113 260.00 261.00 0.714 0.856 0.856 0.785
114 261.00 262.00 0.975 0.883 0.975 0.929
115 262.00 263.00 0.975 0.883 0.975 0.929
116 263.00 264.00 0.855 0.875 0.875 0.865
117 264.00 265.00 0.972 0.848 0.972 0.910
118 265.00 266.00 1.117 1.370 1.370 1.244
119 266.00 267.00 1.015 0.996 1.015 1.005
Project Report
4-20

(km) (mm) Average
S. No.
Deflection
120 267.00 268.00 1.044 1.021 1.044 1.033
121 268.00 269.00 0.974 0.782 0.974 0.878
122 269.00 270.00 1.275 1.383 1.383 1.329
123 270.00 271.00 1.052 0.821 1.052 0.936
124 271.00 272.00 1.072 1.576 1.576 1.324
125 272.00 273.00 1.050 1.029 1.050 1.039
126 273.00 274.00 0.939 1.117 1.117 1.028
127 274.00 275.00 1.061 0.866 1.061 0.963
128 275.00 276.00 0.995 0.658 0.995 0.826
129 276.00 277.00 1.088 1.156 1.156 1.122
130 277.00 278.00 1.023 0.801 1.023 0.912
131 278.00 279.00 1.062 1.032 1.062 1.047
132 279.00 280.00 0.691 1.125 1.125 0.908
133 280.00 281.00 0.821 1.059 1.059 0.940
134 281.00 282.00 1.504 0.956 1.504 1.230
135 282.00 283.00 1.243 0.989 1.243 1.116
136 283.00 284.00 0.920 1.168 1.168 1.044
137 284.00 285.00 0.928 0.806 0.928 0.867
138 285.00 286.00 1.061 1.160 1.160 1.111
139 286.00 287.00 1.170 1.035 1.170 1.103
140 287.00 288.00 0.968 0.661 0.968 0.814
141 288.00 289.00 1.101 1.020 1.101 1.060
142 289.00 290.00 1.029 1.046 1.046 1.038
143 290.00 291.00 0.802 1.118 1.118 0.960
144 291.00 292.00 0.895 0.794 0.895 0.844
145 292.00 293.00 0.809 0.502 0.809 0.656
146 293.00 294.00 0.511 0.658 0.658 0.584
147 294.00 295.00 0.845 0.585 0.845 0.715
148 295.00 296.00 0.537 0.804 0.804 0.670
149 296.00 297.00 0.494 0.950 0.950 0.722
150 297.00 298.00 0.835 1.053 1.053 0.944
Project Report
4-21
Traffic

(km) (mm) Average
S. No.
Deflection
151 298.00 299.00 0.717 0.784 0.784 0.750
152 299.00 300.00 1.094 1.239 1.239 1.167
153 300.00 301.00 0.557 0.679 0.679 0.618
154 301.00 302.00 0.414 0.784 0.784 0.599
155 302.00 303.00 0.721 0.674 0.721 0.698
156 303.00 304.00 0.775 0.947 0.947 0.861
157 304.00 305.00 0.744 0.985 0.985 0.865
158 305.00 306.00 0.565 0.943 0.943 0.754
159 306.00 307.00 1.057 1.053 1.057 1.055
160 307.00 308.00 0.916 0.919 0.919 0.918
161 308.00 309.00 0.598 0.647 0.647 0.623
162 309.00 310.00 0.448 0.729 0.729 0.589
163 310.00 311.00 1.521 1.371 1.521 1.446
164 311.00 312.00 0.729 1.228 1.228 0.978
165 312.00 313.00 1.080 0.779 1.080 0.929
166 313.00 314.00 1.170 0.854 1.170 1.012
167 314.00 315.00 0.467 0.446 0.467 0.456
168 315.00 316.00 0.767 0.322 0.767 0.544
169 316.00 317.00 0.739 0.688 0.739 0.713
170 317.00 318.00 1.660 1.361 1.660 1.511
171 318.00 319.00 0.823 0.420 0.823 0.621
Delineation of Homogenous Sections

For analysis and design of pavements, project roads was divided into sections which can
be considered homogeneous with respect to traffic, terrain, pavement condition, existing
pavement crust, subgrade soil and BBD.
Cumulative difference approach (CDA), as described in AASHTO guide for pavement
design (1993), was used for delineating homogenous sections w.r.t. BBD. Homogenous
sections as per BBD results are tabulated in Table 2.7 below
Table 2.7: Homogeneous Section
Sl. No. From (km) To (km) Length (m)
1.
2. 230.000 257.000 27
3. 257.000 319.000 61
Total Length 88
Project Report
4-22
2.5 RAILWAY CROSSINGS

9 nos. railway crossings on the project road are presented in Table 2.8
Table 2.8: List of Railway Crossing Kannur to Kuttipuram Section
Sl. Chainage No. of
Name of ROB Present Status
No. (km) lanes
1. Kannur 161.600 Level Crossing 2
2. Kannur 166.700 Level Crossing 2
3. Muzhuppilangari 171.200 ROB Under construction 2
4. Chorode 196.300 ROB 2
5. Nantai Bazar 214.500 ROB Under construction 2
6. Chengottukavo 224.000 ROB 2
7. Vengnam 231.300 ROB Under construction 2
8. Vengali 237.500 ROB 2
9. Kuttipuram 317.500 ROB 2
2.6 SUBGRADE AND MATERIAL INVESTIGATIONS
2.6.1 SUB-GRADE CHARACTERISTICS

This section describes the field and laboratory investigations to determine the sub-
grade characteristics beneath existing pavement and also to characterize the
foundation soils in the project corridor, in the existing ROW, proposed ROW and
bypasses.
MATERIAL INVESTIGATIONS
The objective of material investigations is to locate potential sources of borrow
soils, sand, gravel and rock quarries with in the project vicinity, and to examine
the engineering properties of the materials.
The Survey and Investigations of subgrade soil and highway construction materials were
taken-up to identify strength characteristics of existing subgrade soil and suitability of the
other available materials of construction for embankment, subgrade, sub-base, base and
top layers (bituminous/concrete) of road pavement. The other object of the study is to
determine the engineering properties of:
Subgrade soil of the existing road pavement
Borrow areas material such as soil for use in the embankment and subgrade
Quarries for locating suitable stone aggregates for use in Wet Mix Macadam (WMM),
Dense Bituminous Macadam (DBM), Bituminous Concrete (BC) and Cement Concrete
works
Sand for use in bituminous mixes and cement concrete works
Sources of Water for construction
The investigation comprised of visiting the site, discussions with the local PWD officers,
collection of samples and testing the samples in the field as well main laboratory.
The tests included checking field density of the sub-grade, field moisture content, thickness of
pavement and DCP (Dynamic Cone Penetration) test as per TRRL (UK) Road No. 8 to
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correlate the result of penetration (mm) per blow with the field CBR. Collection of sub-grade
soil and construction material samples for the following laboratory tests.
Sieve Analysis
Atterberg Limits
Modified Proctor Compaction test
Laboratory CBR and Swell Percentage.
2.7 COLLECTION OF SAMPLES

Samples of soil/construction materials were collected from subgrade of existing road, borrow
areas, stone metal / sand quarries and water source. The following procedure was followed:
i) Sub grade soil samples from One sample for every 5 km along the
:
existing road. project road was collected.
ii) Soil samples from borrow areas One sample from the middle of each
:
borrow area was collected.
iii) Stone metal samples from Samples of various sizes of each source
:
crushers/quarries of material from respective crushers.
iv) Fine Aggregates One sample from each respective
:
source.
v) Water sample One from each source (Pond/boring
:
water/well /river)
2.8 TESTS AND TESTING PROCEDURES

Test and testing procedures adopted for various field and laboratory tests are given below.
Soils
Water Content Determination : IS 2720 (Part – 2)
Sieve Analysis : IS 2720 (Part – 4)
Atterberg Limits : IS 2720 (Part – 5)
Laboratory Compaction Test(Modified : IS 2720 (Part – 8)
Proctor Test)
CBR at 3 energy levels : IS 2720 (Part – 16)
Aggregates
Sieve Analysis : IS 383 – 1997
Flakiness and Elongation Index : IS 2386 (Part – 1)
Specific Gravity and Water Absorption : IS 2386 (Part – 3)
Aggregate Impact Value (AIV) : IS 2386 (Part – 4)
Soundness by Sodium Sulphate / : IS 2386 (Part – 5)
Magnesium Sulphate
Water
Ph Value, Chlorides, Sulphate (SO3), MORST&H Specification Clause 1010,
Acidity, Alkalinity, Organic, Inorganic IS:456
impurities
Field Tests
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Field Density of Subgrade IS:2720 (Part 28)

Field moisture content of subgrade IS:2720 (Part 2)
DCP (Dynamic Cone Penetration Test) As per TRRL (U.K.) Road Note No. 8
ISC (Indian Soil Classification System) IS 1498-1970 has been adopted for classifying
soil into various groups.
2.9 INVESTIGATION OF SUBGRADE SOIL

For Feasibility study, test pits were dug and field tests done at 5 km intervals (staggered).
A total of 37 samples were collected along the project road and soil samples from these
pits were tested in Laboratory established by the consultant Intercontinental consultants
& technocrats Pvt. Ltd. at Calicut. A detailed investigation with three samples for each
homogenous section or three samples for each soil type encountered along the project
road (whichever is more) shall be done and reported in the Detailed Project Report.
The size of test pit was 60 cm x 60 cm and depth extending up to subgrade level. The
following field tests were conducted in each pit.
Visual identification of soil
Field density of the sub-grade with sand replacement method/core cutter
Field moisture content
Dynamic Cone Penetration test (DCP) of sub-grade extending up to about 80 cm depth
Checking total thickness of the pavement
After performing the test in each pit, about 40 kg of soil sample was collected in a gunny
bag. The identification mark and location of the sample were recorded and sent to the
laboratory, established at site for conducting the following tests
Particle size analysis
Liquid Limit
Plastic Limit
Modified AASHTO Compaction test
California Bearing Ratio test (CBR) in unsoaked and 4 days soaked conditions at three
energy levels corresponding to 10, 35 & 65 blows of heavy compaction rammer.
The test data Table 2.9 shows that all the 37 nos. of sample are coarse grained in nature and
belongs to GW-GM, GM, GC, SM & SC category as per IS soil Classification System (IS:
1498-1970).
Fine fraction (passing 75 micron) varies from 8.0% to 41.1%. The Plasticity Index varies
from NP to 12.4%. Laboratory Maximum Dry Density varies from 1.96 gm/cc to 2.18 gm/cc
and Optimum Moisture Content is in the range of 7.4% to 13.3%. The CBR of the subgrade
was determined for un-soaked and 4 days soaked conditions for three energy levels
corresponding to 10, 35 & 65 blows of heavy compaction rammer. CBR of soil samples at
97% of Laboratory Maximum Dry Density was interpolated from the curve drawn between
degree of compaction and CBR. It will be seen from the results that CBR value at 97% of
Laboratory Maximum Dry Density and Optimum Moisture Content varies from 9.4% to
22.4% for soaked condition and from 18% to 41% for un soaked condition.
The field-test results of subgrade soil at 5 km interval along the project road is presented in
Table 2.9. The degree of compaction of the subgrade varies from 88.5% to 94.5% of
Laboratory Maximum Density and field moisture content is in the range 2.3% to 15.8%.
DCP equipment as recommended by TRRL (U.K) vide Road Note No. 8 comprising 60º cone
with a base diameter of 20 mm and 8 kg hammer dropping from a height of 575 mm was used
for the DCP test. Number of blows and corresponding values of penetration in mm were
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recorded to a depth of about 826 mm. The DCP values (mm/blow) were then interpreted to
insitu CBR by using the following TRRL equation:
Log10 CBR = 2.48 – 1.057 log10 DCP (Penetration rate in mm/blow)
It will be seen from the results that there is vast variation in the CBR value of sub-grade soil
ranging from 10.80 to as high as 22.
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Table 2.9
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2.10 MATERIAL INVESTIGATION

The materials commonly used in highway construction comprise of soil, gravel, hard stone
metal, sand, cement, steel, bitumen and water. It is therefore very essential to identify the
potential source of these materials near the project site so as to economize on the cost of
construction besides early completion of the project.
Borrow Area Soil
Extensive survey was conducted to locate the potential source of borrow area soil
required for the construction of embankment and subgrade. As many as 16 borrow areas
located on both sides along the project road were identified. The locations, lead,
ownership and quantity of borrow soil available are given in Table 2.10. The distance of
these borrow areas from the road site vary from 100 m to 15.0 km as shown in the borrow
areas Lead Chart placed in Fig. 2.2. The laboratory tests results of all the 16 samples are
reported in Table 2.11.
Summaries of the Laboratory results of samples are as follows.
All the 16 samples are coarse grained in nature and falls in GC, SM, SM-SC & SC group as
per IS: Soil Classification System) with fine fraction (passing 75 micron) varying from 10.5%
to 48.3% and Plasticity Index varying from NP to 13.8%. Laboratory Maximum Dry Density
varies from 1.87 gm/cc to 2.04 gm/cc and Optimum Moisture Content is in the range of 9.6%
to 14.2%. Its soaked CBR at 97% Laboratory Maximum Dry Density and Optimum Moisture
Content is in the range 10.6% to 18.0%. All the borrow areas are suitable for construction
purposes.
Survey of Stone Quarry
Extensive survey was conducted to locate the availability of stone metal near the project site.
As a results of local enquiries and discussion with the local PWD officials, stone metal
quarries were identified. Table 2.12 and Table 2.13 give list of stone metal Quarries and
stone metal crushers.
The location details and approximate quantity of material available are given in
Fig. 2.3. Samples from different quarries have been collected from their respective crushers.
One bag of each size of aggregate including stone dust has been collected from each of the
crusher.
The following Laboratory tests were conducted on Stone quarries samples.
Sieve Analysis
Specific Gravity
Water Absorption
Aggregate Impact value
Combined Flakiness & Elongation Indices
Soundness
The results of the above tests are presented in Table 2.14 It can be seen from the results
that stone metal from all the quarries is having AIV varying from 18.7% to 35.6%,
specific gravity varies from 2.64 to 2.83 with water absorption from 0.5% to 0.8% and
combined Flakiness and Elongation indices in the range of 21.7 to 44.8. The value of
combined flakiness & elongation is exceeding the specified limit of 30%(MORST&H
specification) in some stone samples. The sample limit can be achieved with in the
specified limit by adjusting the crushing system.
The value of soundness is varying from 2.8% to 3.4%.
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Table 2.10
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Fig 2.2
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Table 2.11
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Figure 2.3
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Table 2.12
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Table 2.12
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Table 2.13
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Table 2.13
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Table 2.13
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Table 2.14
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Table 2.15
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Sand
Sand can be obtained from the river details given below:
DETAILS OF RIVER SAND
1 River Name Moidoapalam River Sand
Village Marapilangdi
Dist Kannur
Quantity 3000X200X2.0m=1200000m3
K.M. 172+200
2 Name of the River Chalapara River Sand

Village Chalapara
Dist Malappuram
Quantity 5000X100X2.0m=1000000m3
K.M.
3 Name of the River Bharthapuzha River Sand

Village Kuttipuram
Dist Kuttipuram
Quantity 3000X500X2m=3000000m3
K.M. 319+000
Location chart of sand source is shown in Fig 2.4. The following tests have been
conducted in the laboratory:
Sieve Analysis
Fineness Modulus
Deleterious material percent
The results are enclosed in Table 2.15. It will be seen from the results all the sample falls in
Zone II. The fineness modulus varies from 2.59 to 2.71. The sand from all sources is
recommended for use in DBM, BC and cement concrete works. The deleterious material
percent is below 4 percent.
Water
Water samples were collected from four sources. One from river water, one from pond,
one from boring and one from well, as detailed below.
SOURCES OF WATER
1 River water
Name of ther river Bharatha Puzha River
K.M. 319+000
Village Kuttipuram
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2 Pond Water
Name of the pond Koyilandi Pond
Village Koyilandi
K.M. 218+800 R/S
Lead from 50 m. to NH-17
Size Length-200m.
Birth -200m.
Depth-5m.
3 Borings Water
Depth 300 Ft.
CH. 245+000 L/S, Lead - 1Km.
Dist Calicut
4 Well Water
K.M. 280+000 L/S
Quantity Depth-50 Ft.
Birth-8 Ft.
Lead NH-17 to 100 m.
The following tests were conducted in the laboratory:
Ph Value
Acidity
Alkalinity
Chlorides CL
Sulphate SO4
Organic and Inorganic
The laboratory results of the above tests are tabulated in Table 2.16. From the results of
the test data, it will be seen that water sample from well (Ch.280+000) left side is falling
beyond the specified limit in terms of acidity. Rest of the samples are recommended for
use in construction.
Cement
Ordinary Portland cement of grade 43 and 53, manufactured by various manufacturers
are locally available. Portland Pozzolona Cement (Fly ash based) is also available
locally. The material approved by DGSD can be procured directly from the local market.
Structural Steel
High strength deformed bars manufactured by various steel manufacturing companies
confirming to IS 1786 are available with few stockiest. Majority of the retailers are
selling re-rolled steel bars.
Bitumen
Bitumen is proposed to be brought from Kochi Refinery and Mangalore Refinery.
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Fig 2.4
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Table 2.16
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2.11 RIGHT OF WAY (ROW)

The exiting RoW between Kannur – Kuttipuram varies widely at different locations,
which is 11.00 m to 20.00 m in general and >30m to even 40m at some location in short
stretches. Mahe town in Pondicherry records the narrowest RoW of 8 to 10m and 30m
and above at near Edakkad (km 171.00) Vadakara (km 189.00 to 199.00). For the existing
road widening to 4-lanes land as per actual requirement at site is proposed to be acquired.
The project corridor passes through a heavily built up ribbon development the widening
of the road will cause acquisition of large nos. structures and demolitions considering the
scenario of State of Kerala the RoW for proposed project road has been proposed as 45m.
It is proposed to acquire additional land for bus bays, Truck lay bys, Trauma Centre,
Highway Petrol Police Centre, Toll Plazas PIU offices / residences etc.
2.11.1 Land Acquisition
There are 3 bypasses on that project road in Construction Package-I. Two bypasses at
Thalassery & Mahe, Koilandy towns have already been proposed by Kerala PWD and
alignment approved by MOSRT&H, land acquisition for these 2 bypasses is at different
stages of progress. The position regarding requirement of additional land along the
Project road to make-up 45m ROW is given below:
i) Existing Alignment
Land acquisition along existing alignment to make up 45m land width-86.50 Hectares.
ii) Kannur Bypass
The land acquisition for Kannur bypass is to be done afresh. As there are built up
structures all along ROW=45m has been proposed to affect minimum demolition of
structures as per policy of NHAI in Kerala State.
Land Acquisition is proposed for 45m-land width.
From km 148.00 to km 167.000 for the bypass which is on the left of existing road.
Total land requirement for the bypass is 76.95 hectares.
iii) Thalassery & Mahe Bypass
Position of land acquisition along this bypass ie km 171.00 to km 187.00 for acquiring
45m land width is as follows:
From km 0.000 to km 9.742 land has been acquired and the land in balance of stretch is
under acquisition. The MOSRT&H approved alignment has been followed in the project
study.
Total land required 81.14 Hector, land acquired – 44.10 Hector, land to be acquired –
37.04 Hector.
iv) Koilandy Bypass
Position of land acquisition along this bypass ie km 214.00 to km 225 for 45m land width
as follows:
The stretch of this bypass is as good as the existing road, the stretch is full of built up
structures. MOSRT&H has approved alignment for RoW=30m, but the Consultants
propose RoW of 45m along the alignment approved by MOSRT&H except with
modification of the alignment at km 214.000 due to a Mosque and due to the approach of
the ROB at km 214.200, which came up after the approval of alignment of the bypass.
Land Required 45m ROW- 49.50 Hector.
2.12 ROAD GEOMETRY
2.12.1 General
The design standards have been given in the Volume-II Design Report. The design of the
road geometry for this project is based on the following general principles.
• A uniform application of design standards for any area is essential from the viewpoint
of road safety and the smooth flow of traffic. The selection of optimum design
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standards reduces the possibility of early obsolescence of the facility, which can be
brought about by any inadequacy in the original standards.
• Faulty geometric standards, after construction, are frequently difficult to rectify at a
later date and they are always costly and create big inconvenience to the road user
while rectification. Both horizontal and vertical geometry should be accorded due
importance at the initial design stage itself and selected standards should not be
compromised without the most careful deliberation.
• The design should thus be consistent within any area and the standards proposed for
the different elements should be compatible with one another. It is sometimes
necessary to reduce the selected design speed for economic reasons but any abrupt
changes in the design speed must be avoided.
• The selected design should minimize the total transportation cost, including initial
construction costs, costs for the maintenance of the facility and the costs borne by the
road users.
• Safety should form an integral part of the design elements.
• “Ruling” standards will be followed as a matter of routine. “Limiting/Exceptional”
standards will be followed only where serious restrictions are imposed by technical or
economic considerations.
2.12.2 Design Speed
Choice of design speed depends on the function of the road and the terrain conditions.
It is the basic parameter, which determines all other geometric design features.
The ruling design speed for this project is proposed as 100 km/hr for plain terrain and
80km/hr for rolling terrain, 50 km/hr for hilly terrain & these speeds are generally used to
determine the various geometric design features.
Where site conditions or economic considerations do not permit the use of the ruling
design speed, the design speed will be reduced in consultation with the client. The
minimum design speed for National Highways in plain terrain is 80 km/hr and in rolling
terrain 65 km/hr as stipulated in IRC:73-1980. Hill stretches are almost avoided and
redesigned. If changes in the design speed prove unavoidable, such changes are
introduced gradually by means of successive sections of increasing/decreasing design
speed so that road users become progressively conditioned to the changes. At unavoidable
locations substandard curves have been provided with reduced speed to save sensitive
buildings / areas. Speed limit signboards will be installed at these locations. The need for
warning signs has also been considered wherever reductions in design speed are
unavoidable.
The design speed with respect to terrain is given in Table 2.17.
Table 2.17: Terrain Classification

Sl. Design Speed
Type of Terrain Chainage (km 230.00 to km 318.000)
No. kmph
1 Plain km 230.00 to km 263.00 100
2 Rolling km 280.00 to km 318.00 80
3 Hilly km 263.00 to km 280.00 50
2.12.3 Horizontal Alignment
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The horizontal design has been undertaken by use of design software MX Road. The left
side carriageway is being designed along left median edge (LME) and right side
carriageway is being designed along right median edge (RME)
The horizontal curves for this project are designed in accordance with the requirements
stipulated in IRC:38:1988 (Design Table for Horizontal curves for Highways) and each
curve consists of a circular arc with spiral transitions between the arc and the straights.
The spiral transitions ensure that vehicles progress smoothly from the straight to the
circular curve or between curves of different band or radius. The transition curves also
facilitate the gradual application of super-elevation and any widening of the carriageway,
which may be required for the horizontal curves.
2.12.4 Vertical Alignment
Parabolic vertical curves have been provided at all changes in grade except where the
change is 0.5 % or less. The minimum length of vertical curve for different ruling design
speeds adopted in the project road are presented in given Table 2.18 below:
Table 2.18: Minimum length of vertical Curves
Design speed Vertical curves provided for

Minimum length (m)
(km/hr.) grade change (%) excluding
100 0.5 60
80 0.6 50
65 0.8 40
50 1.0 30
40 1.2 20
The following parameters are adopted for gradients:

• ruling gradient - 3.0% (1 in 33)
• limiting gradient - 5.0% (1 in 20)
In special situations such as isolated over-bridges or sections of the road carrying a large
volume of slow moving traffic, a flatter gradient of 2% will be adopted. The limiting
gradient has been adopted only where the adoption of gentler gradients would result in
excessive cost.
2.12.5 Typical Cross Sections
The consultants have proposed 4 types of representative typical cross sections with
variations appropriate to fit at different locations on project road. The different typical
cross sections are presented in Table 2.19 and depicted in Fig 2.5 to 2.8.
Table 2.19: Typical Cross Sections Proposed on the Project Road
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R
O
Typical W
Configur
X-section Location
ation
Designation (
m
)
Entire project road except
change over to bridges and
TCS 4 4-lane – with
stretches of bypasses having
-1 5 Service Roads
habitation requiring service
roads (Fig 2.5)
Unavoidable Situation
TCS 2 4-lane – without
-2 4 Service Roads km 196.78 to km 196.90
(Fig 2.6)
Change over to bridges and
some stretches of bypasses
TCS 4 4-lane - With out
having no habitation not
-3 5 Service Roads
requiring service roads (Fig
2.7)
Under pass / Fly
TCS 4 over approach Existing road and all
-4 5 with service bypasses (Fig 2.8)
roads.
2.12.6 Pavement Design

The project primarily envisages strengthening of the existing sub-standard two-lane
carriageway and widening it to standard four lanes for augmenting capacity and
significantly extending the service life of the project road. It will be built as a partially
access controlled divided 4-lane carriageway with 1.5m paved and 1.0m earthen shoulder
along with raised median with drainage arrangements.
For the additional carriageway, options of both flexible and rigid types of pavements have
been studied and finally flexible type of pavement is adopted. The pavement has been
designed for 70 msa.
The service roads have been designed as flexible pavements for 5 msa.
Design
The new pavement has been designed as per IRC:37:2001 based on traffic load in terms
of msa, and CBR value of subgrade. The strengthening of the existing pavement is
governed by BBD studies as per IRC:81.
Pavement Works
The pavement works for implementing the above proposals will mainly consist of:
Strengthening of the existing two-lane carriageway.
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Construction of additional two-lane carriageway for widening it to four lanes.
Construction of new flexible pavement along the existing two-lane to make it

standard two-lane carriageway
Construction of new four-lane carriageways for proposed Bypasses and

realignment.
The pavements for the above works will be built to appropriate designs as
described hereunder.
Factors Affecting Pavement Design
The principal factors that will govern the design of pavements including overlays
for strengthening the existing carriageway are:
• Traffic loads that the pavement has to withstand during its design life
• Condition of the existing pavement
• Strength and other engineering characteristics of the subgrade soil
• Climate
Fig 2.4 cross section (Auto cadd)
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Traffic
The detailed traffic surveys for the project road were conducted by the consultants
in May-June 2006.
Design Life
As per the notification issued by the NHAI vide their letter No. NHAI/PH-
II/NHDP/ADB/GM(NS)-I dated April 19, 2004, the flexible pavement for the
project road has been designed for Fifteen (15) years design life.
2.12.6 Pavement Design

The project primarily envisages strengthening of the existing sub-standard two-lane
carriageway and widening it to standard four lanes for augmenting capacity and
significantly extending the service life of the project road. It will be built as a partially
access controlled divided 4-lane carriageway with 1.5m paved and 1.0m earthen shoulder
along with raised median with drainage arrangements.
For the additional carriageway, options of both flexible and rigid types of pavements have
been studied and finally flexible type of pavement is adopted. The pavement has been
designed for 70 msa.
The service roads have been designed as flexible pavements for 5 msa.
Design
The new pavement has been designed as per IRC:37:2001 based on traffic load in terms
of msa, and CBR value of subgrade. The strengthening of the existing pavement is
governed by BBD studies as per IRC:81.
Pavement Works
The pavement works for implementing the above proposals will mainly consist of:
Strengthening of the existing two-lane carriageway.
Construction of additional two-lane carriageway for widening it to four lanes.
Construction of new flexible pavement along the existing two-lane to make it

standard two-lane carriageway
Construction of new four-lane carriageways for proposed Bypasses and

realignment.
The pavements for the above works will be built to appropriate designs as
described hereunder.
Factors Affecting Pavement Design
The principal factors that will govern the design of pavements including overlays
for strengthening the existing carriageway are:
• Traffic loads that the pavement has to withstand during its design life
• Condition of the existing pavement
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• Strength and other engineering characteristics of the subgrade soil

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

Detailed pavement investigations including condition surveys by (a) visual
inspection, (b) examination of pavement composition by excavating test pits at
regular intervals and testing the properties of the existing subgrade soil (c)
instrumental measurements of the condition indicators like pavement roughness
and its structural strength as indicated by Benkelman Beam Deflection (BBD) are
carried out to determine the extent and nature of pavement distress of the existing
carriageway.
Visual Inspection
A detailed inspection of the project road was carried out to record and inventorize various
features including the pavement distress, condition of shoulders, drainage, embankment
heights, etc.
Pavement Composition
The pavement composition details of the existing pavement were obtained from
the examination of test pits excavated at regular interval along the project road.
The details are given in the report on Material Investigations. A summary of
overlay composition proposed on the project road in different reaches is given in
Table 2.20.
Table 2.20: Overlay Composition
Sl. Chainage (Km) Design Overlay Proposed PCC – BM

No. From To Traffic BC (mm) DBM (mm) (mm)
1 148.000 164.000 70 40 75 50 Avg.
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Sl. Chainage (Km) Design Overlay Proposed PCC – BM

No. From To Traffic BC (mm) DBM (mm) (mm)
2 164.000 173.000 70 40 125 50 Avg.
3 173.000 179.000 70 40 125 50 Avg.
4 179.000 182.000 70 40 75 50 Avg.
5 182.000 206.000 70 40 125 50 Avg.
6 206.000 215.000 70 40 75 50 Avg.
7 215.000 257.000 70 40 125 50 Avg.
8 257.000 319.000 70 40 75 50 Avg.
Design of Flexible Overlay
Design Methods
IRC: 81–1997 guidelines for strengthening of flexible pavements using
Benkelman Beam Deflection (BBD) technique was used to design bituminous
overlay.
Design Input
Design Traffic
The design traffic adopted for the project road as given above.
Overlay Composition
Profile Correction Course (PCC)
Average 50mm thick BM course has been proposed for camber profile corrections
(PCC).
Pre Overlay Treatment
Before constructing overlays, appropriate pre-overlay repair work of patching,

leveling, sealing of cracks, etc. will have to be carried out for the existing
pavement.
Construction of New Flexible Pavement
New flexible pavements will be provided for additional 2-lane to make it 4-lane,
proposed bypasses and for construction of new approaches for bridges.
Design Method
The flexible pavement has been designed as per IRC: 37-2001 design guidelines.
Design Input
Design Traffic
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The design traffic adopted for the project road as given above.
Sub-grade CBR
CBR value of 10 % has been adopted for pavement design. Of existing stretches
and CBR of 8% for bypasses.
Pavement Composition
Existing Road
Using the design method described above, the composition of the pavement for
new construction for stretches on existing road is given Table 2.21.
Bypass
CBR of existing soil on bypasses is given in Table 2.21, ranges between 8.60 to
12.20%. Design CBR has been adopted as 8%.
Table 2.21: Minimum CBR Values for Bypasses
Sl. No. Name of Bypasses CBR (%)

1 Kannur 9.20
2 Thalassery & Mahe 12.20
3 Koilandy 10.60
For design purposes 8% CBR and 70msa has been adopted. Pavement
composition as per IRC: 37-2001 works out to -
GSB = 200mm, WMM = 250mm, DBM = 130mm and BC = 40mm
New Flexible pavement details are given in Table 2.22.
Table 2.22: Pavement Composition for New Flexible Pavement
Section BC DBM WMM GSB Total

(km) (mm) (mm) (mm) (mm) Thickness
148 – 164 40 125 250 200 615
164 – 173 40 125 250 200 615
173 – 179 40 125 250 200 615
179 - 182 40 125 250 200 615
182 - 206 40 125 250 200 615
206 - 215 40 125 250 200 615
215 - 230 40 125 250 200 615
By passes 40 130 250 200 620
Flexible Pavement for Service Roads
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The service roads have been provided at locations of the project road where it
passes through urban areas, change over etc. Crust details of flexible pavement
proposed to be constructed for the service roads are given in Table 2.23. Design
traffic adopted for service roads is 5 msa.
Table 2.23: Flexible Pavement for Service Roads
Pavement Layer Thickness (mm) (5 msa)
(Semi Dense Bituminous Concrete (SDBC) 25
Dense Graded Bituminous Macadam (DBM) / (BM)* 50 / 70*
Wet Mix Macadam (WMM) 250
Granular Sub-base (GSB) 200
Total Thickness 525
* If BM is used it will be 70mm thick layer instead of 50mm DBM. 70mm BM is costlier
than 50mm DBM hence 50mm DBM has been proposed in the project
Shoulders
It is proposed to have 1.5m paved shoulders through out the project road. 1.0m earthen
shoulder will be provided in areas beyond urban areas where there is no service road.
2.13 CULVERTS
2.13.1 Culverts Proposed for Cross Drainages
The highway has Presently good cross drainage system. The maintenance is in
general good and there is no flooding or overtopping on the road surface during
heavy rains. There are total no. 368 existing culverts on the complete project road.
The breakup of culverts to be extended and new proposed culverts is given below.
1. Total Culverts on existing road - 177 nos.
2. Culverts retained and proposed for extension - 41 nos.
3. New Culverts on existing road and proposed bypasses - 142
nos.
4. H.P. Culverts on junctions - 183 nos.
Thus total no. of culverts in Package-I are 41+325=366 nos.
2.14 BRIDGE AND STRUCTURES
2.14.1 Inventory and Condition Survey of Existing Bridges
The Inventory of all structures having lengths > 6.0m were carried out. Summary is
given in the following Table 2.24.
Table 2.24: Inventory and Condition Survey of Existing Bridges
No. of No. of
Major Minor No. of
NH No. Section Total
Bridges Bridges ROB’s
(≥60 m) (<60m)
Km. 230.00 to km.
17 318.00 4 10 2 16
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Table 2.25 gives the location, length, structure types of these bridges. This table also
indicates the bridges that are affected on account of the reach being bypasses and those
which are retained. In all 6 (including 1 ROB) out of the existing 16 (including 2 ROBs)
bridges fall in the reaches affected by bypasses. Table 2.26 gives the details of the
5 existing retained bridges and additional bridge for widening the road to 4 lanes. An
ROB, which is retained will require an additional parallel ROB. Table 2.27 gives details
of bridges proposed on 3 bypasses. Total number of bridges in including ROBs on the
project road section thus come to 17 including, 11 new 4 lane bridges, 5-2 lane bridges
parallel to existing ones and 1-2 lane ROB parallel to existing one.
Table 2.27: Details of Existing Bridges
Total length
Location Type of
Sl. No. Name of Bridge (F/F of Dirt Remark
(in km) Superstructure
Wall) (m)
Major Bridges
RCC Bow String Bypassed
1 233+210 Korapuzha Bridge 216.90
with slab
2 248+000 Kallai Palam 91.50 RCC box girder Bypassed
3 255+750 FerokeBridge 246.80 RCC box girder Bypassed
4 282+000 Panampuzha Bridge 113.00 RCC T beam & slab Retained
Minor Bridge
5 262+300 Thottungal Palam 26.00 RCC solid slab Retained
6 276+200 Thalappara Bridge 29.50 RCC box girder Retained
7 278+900 Irumban Chola Bridge 16.00 RCC T beam & slab Retained
8 281+025 Kuttur Palam 24.80 RCC T beam & slab Retained
9 281+450 Vengara Palam 15.60 RCC T beam & slab Retained
10 290+200 Eddarikode Bridge - I 10.40 RCC T beam & slab Bypassed
11 290+400 Eddarikode Bridge - II 8.00 RCC T beam & slab Bypassed
12 307+550 Kovampuram Bridge 10.40 RCC T beam & slab Bypassed
13 311+060 Valancherry Bridge - I 10.40 RCC T beam & slab Retained
14 311+100 Valancherry Bridge - II 10.00 RCC T beam & slab Retained
ROB’s
Viaduct: RCC box New
15 238+450 Puthianirath ROB 300.10 girder Construction
ROB:PSC box girder
Viaduct: RCC girder New
with slab Construction
16 317+425 Kuttipuram ROB 268.80
ROB: PSC girder with
slab
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Table 2.26. Details of Existing Bridges.
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Table 2.27 Details of proposed bridges on bypasses.
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Traffic
2.14.2 Grade Separators and Underpasses

The Project Corridor is completely built-up ribbon development on both sides of the road.
A no. of roads viz- NHs NH-13), State Highways, MDR, ODR and local road intersect the
project road. Upgradation of the project road to National Highway Standards requires to
make the road at least partially access controlled. Grade separators/underpasses are
provided at all main susceptible road intersections to make the project road as partially
access controlled for smooth movement of through traffic. Two types of underpass are
provided on the project road (i) Vehicular underpass and (ii) Pedestrian underpasses, the
pedestrian underpasses are provided as pedestrian cum light vehicle underpasses having
size 6m x 3.5m (over head clearance). Grade separators (Flyovers) have been provided on
junctions with National Highway and other important roads.
In order to facilitate smooth movement of through traffic local traffic is proposed to be
segregated by providing service roads on both sides in complete length. For facilitating
cross movement of traffic 9 nos. underpasses, 4 nos. flyovers and 7 nos. pedestrian cum
light vehicle underpasses and one overpass have been provided alongwith on suitable
traffic circulation measures.
(i) Vehicular Underpasses
10 Vehicular underpasses of 12 m wide x 5 m vertical clearance size having footpath on
either sides for pedestrians and ramp for physically handicaps have been provided
Table 2.28 shows locations of these underpasses.
Table 2.28: Locations of Vehicle Underpasses
Size
Sl. No. Location Chainage (km)
Width (m) Vertical Clearance (m)
1 231.110 12.0 x 5.0
2 232.740 12.0 x 5.0
3 237.230 12.0 x 5.0
4 244.950 12.0 x 5.0
5 249.900 12.0 x 5.0
6 256.710 12.0 x 5.0
7 276.770 12.0 x 5.0
8 287.285 12.0 x 5.0
9 290.900 12.0 x 5.0
10 306.010 12.0 x 5.0
(ii) Pedestrian cum Light Vehicle Underpasses
These underpasses will be of 6m (wide) x 3.5 m vertical clearance size having footpath
and ramps. It is necessary to provide thus facility for avoiding long distance cross
movements of light vehicles. In Kerala specially on the project road the scenario is totally
different than other sites as the project corridor is completely built-up Table 2.29 gives
the locations of Pedestrian cum light vehicle underpasses.
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Table 2.29 : Locations of Pedestrian cum Light Vehicle Underpass

Size
Sl. No. Location Chainage (km)
Width (m) Vertical Clearance (m)
1 263.190 6.0 x 3.50
2 265.500 6.0 x 3.50
3 268.500 6.0 x 3.50
4 272.770 6.0 x 3.50
5 279.630 6.0 x 3.50
6 297.200 6.0 x 3.50
7 300.875 6.0 x 3.50
(iii) Grade Separators (Flyovers)
Six grade separators have been proposed, 2 nos. for NH-212 & NH-213, 4 nos. for major
road crossing. Turning movement survey justifies provision of flyovers at these locations.
Table 2.30 gives the locations of grade separators.
Table 2.30: Grade separator (Flyovers)

Size
Sl. Chainage
Width (m) Vertical Remarks
No. (km)
Clearance (m)
1 246.795 46 x 5.50 National Highway -212
Main City Road Leading to Medical
2 252.940 46 x 5.50 Collage and onward join National
Highway -212
3 259.485 46 x 5.50 National Highway -213
4 312.760 46 x 5.50 State Highway and MDR
(iv) ROB
One 2 lane ROBs already existing at km. 317.425 existing chainage (design chainage km
312.195). another 2 lane ROBs parallel to existing one will be provided to cater for 4-
lane traffic. Details are given in Table 2.31.
Table 2.31: ROB

Sl. Location Chainage Size
Configuration Remarks
No. (km) Vertical Clearance (m)
Existing 317.425 Additional
1 Designed 312.195 5.5 Existing
2 Lane
2.15 TRAFFIC SAFETY MEASURES
2.15.1 Road Safety Audit
General
A traffic accident is defined as any vehicle accident on a public highway (i.e., originating
on, termination on or involving a vehicle partially on the highway). These accidents
therefore include collisions between vehicles and animals, vehicles and pedestrians, or
vehicles and fixed obstacles. Single vehicle accidents, in which one vehicle alone (and no
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Traffic
other road user) was involved, are included. All fatality and injury; includes pedestrians,
motorcyclists and bicyclists unless otherwise noted. (Source: International Injury & Fatality Statistics)
It has been estimated that at least 500,000 people die in road accidents in developing
countries each year. This represents 70% of those killed on the roads throughout the
world. According to statistical analysis, about 1 person dies in every 2400 of the country
will suffer injury or death in road accident each year. In India 1% of the worlds vehicle
population exists but 6% of the worlds reported traffic accidents occur. Owing to the
likely under reporting of accidents, the real situation may be probably worse.
In the near future, in higher income countries, road traffic accidents are already among
the top ten leading causes of disease burden in 1998 as measured in disability adjusted life
years (DALYs) In less developed countries, road traffic accidents were the most
significant cause of injuries, ranking eleventh among the most important causes of lost
years of healthy life. According to a World Health Organization/World Band report “The
Global Burdens of Disease” deaths from non-communicable diseases are expected to
climb from 28.1 million a year in 1990 to 49.7 million by 2020 – an increase in absolute
numbers of 77%. Traffic accidents are the main cause of this rise. Road traffic injuries are
expected to take third place in the rank order of disease burden by the year 2020. (Source:
International Injury & Fatality Statistics)
1990 2020
Road Traffic Accidents 9 3
War 16 8
Self inflicted injuries 17 12
Violence 19 14
19 14
Violence
17 12
Self inflicted injuries
16 8 1990
War
2020
9 3
Road Traffic Accidents
0 5 10 15 20 25 30 35
Projected change is in the ranking of the 15 leading cause of death and disease (DALYs)
world wide, 1990 – 2020 (Source WHO) “The Global Burden of Disease”.
Direct, simple comparisons of the relative safety between India and other countries of the
world are difficult owing to several factors.
• Differing levels of the quality of accident data recorded.
• Different definitions of the types of accidents which are to be reported and
• Availability of standard measures and data reflecting exposure of road users and risk.
In the rural areas, reported road accidents cluster along the National and State Highways.
The National Highways, which represent les than 2% of the total road system account for
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about one fourth of the total road fatalities occurring in India. Here the most serious road
accidents tend to involve either an overtaking man oeuvre or a loss of control at a bend or
Bridge, or a combination of both these factors. Poor driver behavior is certainly a strong
contribution to such road accidents and better education and training of both drivers and
pedestrians is much needed. Further, it is unfortunate that it is the most productive age
group (15-30 years) that is most involved in road traffic accidents.
However, Engineers and planners can certainly contribute greatly to improving road
safety by adopting proven techniques for safety management. For example, they can help
to prevent road accidents by introducing a Standard Road Safety Audit Procedure for all
new or rehabilitation road schemes.
In order to focus the attention of central and local road authorities on road safety, many
industrialized countries have made the improvement of road safety a statutory duty.
Under such legislation, each level of local authority, which acts as a road authority is
required to undertake road safety activities on its road network. This often includes the
collection of accident data, accident analysis, the definition of Black spots and the design
of remedial measures. In recent years, mandatory “Road Safety Audits” have also been
added to the list of responsibilities.
Road safety audit is a formal procedure for assessing accident potential and safety
performance in the provision of new road schemes, the improvement and the
rehabilitation of existing roads and in the maintenance of existing roads. They should be
an integral part of highway planning, design, construction and maintenance.
The road safety audit process requires an objective approach to the assessment of accident
risk. A team, which is independent of the design team should undertake the safety audit.
The principal method of ensuring this objectivity is through the independent assessment
of schemes by persons unconnected with the original design. Accordingly the team should
have specialist expertise in the fields of road safety engineering, accident investigation
and prevention. Road safety audit has investigation and prevention. Road safety audit has
been undertaken in the UK since 1990 and the practice has been adopted elsewhere in the
world, notably New Zealand, Australia and Denmark. There exists, therefore, a wealth of
experience in its operation and in the benefits that it can bring. Whilst the potential
benefits from safety audits are difficult to quantify, both due to the uncertainty of
estimating the number of accidents that would have occurred had there been no audit, and
the lack of control data to make comparison with un audited schemes, evidence from
overseas countries is accumulating which suggests that the benefits can be high.
Nevertheless, safety audit should form part of a broader road safety strategy, with
priorities set within an overall programme of highway schemes.
To be fully effective, the process requires commitment amongst politicians, both in
central and state government, top management and line managers in any road
commissioning, design or construction organization together with awareness of the role
and benefits of safety audit.
Whatever the defined legal responsibilities, in India and elsewhere road authorities are
implicitly responsible for the safe operation of the roads they design or rehabilitate and
for improving safety on existing roads. They should thus apply safety principles in the
provision, improvement and maintenance of roads as a means of accident prevention
through road safety audits.
There is often insufficient money to cover routine and periodic maintenance to road safety
and related matters are usually low on the list of priorities. This is despite road safety
improvements being cost effective with very high savings (in reduced accidents) being
achieved, which are many times the cost of countermeasures implemented. Hence the
improvement of known hazards should form part of every road authority’s annual
programme.
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Traffic
For example, the use of road signs and markings to canalise traffic through complex
junctions, or to provide safe waiting areas for turning vehicles, can often result in
substantial reductions in accidents. Yet, because of a lack of funds and poor maintenance
capability, known hazardous locations are often left untreated and remain the cause of
accidents.
Drivers are often presented with misleading information or no advance warning, sight
lines may be inadequate, pedestrians may not be catered for, and accidents may occur
because of a driver’s inability to cope with the particular combination of circumstances
and environment. By identifying and eliminating the features, which make sites
hazardous, engineers can improve road safety. This often means reducing the complexity
of a junction or enabling maneuvers to be made in stages. Reducing the number of
decisions drivers must make at any one time simplifies the driving task and helps drivers
to progress in safety and comfort with a minimum of conflict with other road users.
Despite increasing car ownership, public transport is and will continue to be a key
component of people’s mobility in fulfilling their needs for work, social and recreational
travel. Public transport provides an efficient use of road space and, by the correct
planning of transport and people’s activities, the number of road accidents can be reduced
and the overall safety and efficiency of the road network increased. However, when
accidents with buses do occur they often incur many causalities, and the common
perception is probably that there have been too many bus accidents in recent years, as
they tend to make media headlines.
Bus driver behaviour is not exemplary with much speeding and frequent lane changing. In
congested conditions, public transport accessibility could be greatly improved through the
use of segregated bus lanes, which would improve safety by reducing the need for
speeding and reduce the frequent lane changing seen. Bus stops are also the source of
many accident problems and the careful design of waiting areas for both passengers and
buses can greatly improve safety in both urban and rural areas.
Currently there is insufficient consideration given to the needs of the more ‘Vulnerable
Road Users’ (VRUs) by drivers, planners or designers of the road network. These VRUs
include pedestrians, cyclists, motorcyclists and moped riders, auto-rickshaws, those riding
or driving animals or with animal driven carts. Driver behaviour towards those in smaller
vehicles or on foot can generally be described as aggressive. Although some segregated
crossings are provided, facilities for pedestrians are still far from adequate, with few
canalising devices or traffic islands to break up the traffic flows and provide a safe refuge
for pedestrians to cross several streams of traffic. VRUs make up a substantial proportion
of road accidents in urban areas and probably a high proportion in rural areas where under
reporting of accidents is considered to be most prevalent.
Planning has a profound effect upon the level of road safety and can have a major impact
upon pedestrian accidents in particular. Sensitive planning of residential areas and
highway networks can ensure that through traffic is rerouted to more suitable roads and
that the right sort of environment is created for the road users likely to use each type of
road. Geometric design normally seeks to ensure uniformity of alignment and maximum
levels of safety and comfort for drivers using the road, within given economic constraints.
Compromises are inevitable to achieve an acceptable solution and not all objectives can
be fully met. Often, however, it is possible markedly to improve road safety
characteristics at little or not extra cost, provided the road safety implications of design
features are considered at the design stage. Safety should be assessed by consideration of
appropriate checklists or audits of the design stage. Keeping in view all these factors the
road safety audits have been done in this study by ICT team comprising road safety
specialist, road design engineer and traffic engineer with safety audit experience.
2.15.2 Procedure of Safety Audits
Road safety audit is as a formal examination of an existing or future road or traffic
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project, or any project, which interacts with road users, in which an independent, qualified
examiner looks at the projects accident potential and safety performance. The basis for
road safety audits is the systematic application of safety principles. Specific aims are:
• To minimize the risk of accidents occurring on the scheme, and to minimize the
severity of accident that do occur;
• To minimize the risk of accidents occurring on adjacent roads as a result of a scheme,
i.e. to avoid creating accidents elsewhere on the network:
• To recognize the importance of safety in highway design to meet the needs and
perceptions of all types of road user: and to achieve a balance between needs where
they may be in conflict;
• To reduce the long term costs of a scheme, bearing in mind that unsafe designs may
be expensive or even impossible to correct at a later stage; and
• To improve the awareness of safe design practices by all involved in the planning,
design, construction and maintenance of roads.
The objective was to undertake a road safety audit at final design stage for the project
road to identify locations of potential safety hazard and to suggest appropriate measures
to enhance safety along the road.
In this study safety audits have been done in the following three stages
• Feasibility Stage
• Preliminary Design Stage
• Detailed Design Stage
The following background information was made available for the Road Safety Audit
• A set of drawings showing the horizontal and vertical alignment.
• Typical cross section drawings.
• A set of detail cross-section drawings.
• A set of drawings showing typical intersection layouts and design layouts at particular
junctions.
• Traffic flow and composition (including non motorized vehicles)
• The design report
• All the junctions have been designed and improved as per IRC requirement.
• Masting Flooring has been proposed along the incoming of side of traffic on the main
highway in a length of safe stopping sight distance. Mastic flooring treatment has
been proposed for preventions of undue eroding of pavement wearing surface due to
frequent braking of the vehicles at the junction point.
• The NH project corridor is an urban road in the street lighting has been provided the
urban stretches. At junctions special lighting arrangements such as in high mast light
at grade separator junction has been proposed to provide proper visibility to the traffic
during night hours.
2.16 UTILITY SHIFTING
2.16.1 Ducts Proposed for Utilities
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Traffic
The project road passes through continuous built-up urban area, provision for utilities has
made along and across the highway.
• Longitudinal ducts are proposed on outer side parallel to the storm water drains
• Transverse ducts for crossing the utilities has been proposed with 1000 dia NP-4
pipes at an interval of 5 km c/c maximum or less as required.
Pipe culverts for utilities (Water supply)
1000mm dia NP-4 pipe culverts have been provided for crossing of water mains.
Ducts for Electric & Telephone Cable
A set of 3 nos. 200mm dia pipes has been has been proposed at an interval of 1.0 km in
urban areas or as per requirements for crossing electrical and telephone cable.
2.16.2 Utility Relocation
In widening and improvement proposal of the project road the following electric and
telephone installations are being affected which need to be shifted.
Package Chainage (km) Left side Right side Total

Electric poles Affected
II km 230.000 to km 318.000 1261 1378 2639
Transformers Affected
II km 230.000 to km 318.000 40 26 66
High-tension Towers Affected
II Km 230.000 to km 318.000 2 1 3
Telephone Poles Affected
II Km 230.000 to km 318.000 480 601 1081
Water Taps Affected
II Km 230.00 to km 318.00 15 12 27
•••
3. SOCIAL ECONOMIC PROFILE OF THE PROJECT

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

useful. The relevant data is compiled in this chapter.
3.2 PROJECT DESCRIPTION
The Kannur – Kuttipuram section of the road forms the stretch under the present project
study and can be divided in three segments as district boundaries. The project road section
falls under three districts of Kerala: Kannur, Kozhikode and Malappuram and a length of
1.505 km falls under Mahe of Pondicherry state.
NH-17 originally, during British period, known as West Coast Road originates near
Panvel (near Mumbai) and terminates at Edappally in Cochin. The highway passes
through Goa, Mangalore, Kasaragod, Kannur, Kozhikode, Kuttipuram and finally
terminates at Edapally and joins NH-47.
NH-17 was re-organised with its ‘zero’ chainage point at Mangalore. The Mangalore –
Edapally section of the road was declared as NH in 1972 and alignment was subsequently
modified in 1974. Section of NH-17 between km 18.050 to km 438.827 with a length of
about 420 km falls in the State of Kerala. The road passes through Kasaragod (km 50),
Kannur (Km 155), Kozhikode (Km 245), Kuttipuram (Km 318) and finally terminates
and joins NH-47 at Edapally at km 438.827.
3.3. PROJECT INFLUENCE AREA
i) Internal with in the state
The traffic is generated from the following with in the Project Corridor.
a) The project road section falls under three districts – Kannur, Kozhikode and
Mallapuram.
The road has urban development in the shape of ribbon development almost
along the entire length NH-17 serves as the major pivotal road which carries the
generated traffic to other parts of the Kerala State and rest of the country.
b) Traffic from other Highways
National Highways - NH-212 and NH-213, NH-47
State Highways - SH-38, SH-36, SH-34, SH-30, SH-28 and MDRS
Cochin Port
ii) External from other states
NHAI has already developed the Golden Quadrilateral corridor of NHDP
connecting the four Metropolitan towns of Delhi, Kolkata, Mumbai and Chennai,
North - South and East - West corridors. Salem – Kochi – Cherthalai -
Thiruvanthapuram sections are under development as a spur to North South
corridor. Development of NH-17 will attract more traffic from the region and will
connect the Kerala State to Karnataka Goa, Maharashtra. NH-17 also connects
these states to North south corridor at Salem through NH-47.
3.4 LAND USE AND TERRAIN
Habitation close to the road almost along the entire length of the project corridor
Religious structures
Residential, commercial, institutional, Hospitals, markets etc.
Agricultural having coconut plantation, paddy field in some reaches
The project road corridor runs through plain and rolling terrain in general except few
small stretches of hilly terrain as detailed below
3.5 DEMOGRAPHIC CHARACTERISTICS
3.5.1 Population
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Traffic
The population of the State as per 2001 Census was 31.8 million, which is
3.11 percent to that of the country. Rural population amounted to about 72.56 per cent.
Schedule castes and schedule tribes amounted to 10.96 per cent in the State. Table 3.1
presents the comparative demographic profile of the state including the three districts of
the project influence area.
Table 3.1: District wise Population
Population 2001 Sex Ratio
Percentage Population
(Females
Sl. Decadal Density
Districts per 1,000
No. Persons Males Females Growth Rate (per sq. km)
males)
1991 – 2001 2001
2001
Kasaragod 1203342 587763 615579 12.30 1047 604
Kannur 2412365 1154144 1258221 7.13 1090 813
Wayanand 786627 393397 393230 17.04 1000 369
Kozhikode 2878498 1398674 1479824 9.87 1058 1228
Malappuram 3629640 1759479 1870161 17.22 1063 1022
Palakkad 2617072 1265794 1351278 9.86 1068 584
Thrissur 2975440 1422047 1553393 8.70 1092 981
Eranakulam 3098378 1535881 1562497 9.09 1017 1050
Iddukki 1128605 566405 562200 6.96 999 252
Kottayam 1952901 964433 988468 6.76 1025 722
Alappuzha 2105349 1012572 1092777 5.21 1079 1496
Pathanamthitta 1231577 588035 643542 3.72 1094 574
Kollam 2584118 1248616 1335502 7.33 1070 1038
Thiru-
3234707 1571424 1663283 9.78 1058 1476
vananthapuram
KERALA 31838619 15468664 16369955 9.42 1058 819
3.5.2 Population Growth and Urbanization

Population of Kerala increased from 135 lakhs in 1951 to 291 lakhs in 1991 and to 318
lakhs in 2001, and its share in the country’s population is about 3.1 per cent.
Urban population was about 7.7 million in 1991 and about 8.3 million in 2001 which
constitutes about 25.96 per cent of the total population. The decadal growth of Urban
population was 7.64 per cent during 1991 – 2001. Table 3.2 shows the population growth
trends and urban population in Kerala.
TABLE 3.2: POPULATION GROWTH TRENDS AND URBAN POPULATION OF
KERALA
Urban Population as
Total Decadal Urban
Year percentage to total
Population growth Rate population
population
1951 13,549,118 22.82 1,825,832 13.48
1961 16,903,75 24.76 2,554,141 15.11
1971 21,347,357 26.69 3,466,449 16.24
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Urban Population as
Total Decadal Urban
Year percentage to total
Population growth Rate population
population
1981 25,453,680 19.24 4,471,275 18.74
1991 29,098,518 14.32 7,680,294 26.39
2001 31,841,374 9.42 8,267,135 25.96
3.6 LAND USE

Data on land use pattern of Kerala is given in Table 3.3. Out of the total geographical
area of 38.8 lakh ha., net sown area is about 57 per cent. Forest occupies around
28 per cent area. The area under cultivable waste, which was 63771 hac. In 2001-02
increased to 7.5 lakh hac. in 2002-03, which is about 1.9 percent.
Table 3.3: Land Use Pattern in Kerala
Sl. 2000-01 2001-02 2002-03

Classification of Land
No. ha / % age ha / % age ha / % age
1 Total Geograhpical Area 38,85,497 38,85,497 38,85,497
2 Forest 10,81,509 (27.8) 10,81,509 (27.8) 10,81,509 (27.8)
3 Land put to non agricultural uses 3,81,873 (9.8) 3,92,352 (10.1) 3,76,751 (9.7)
4 Barren and uncultivated land 29,318 (0.8) 29,728 (0.8) 29,778 (0.8)
5 Permanent pastures &Grazing land 164 (0.0) 233 (0.0) 451 (0.0)
Land under miscellaneous tree
6 15,409 (0.4) 13,613 (0.4) 5,186 (0.1)
crops
7 Cultivable waste 59,257 (1.5) 63,771 (1.6) 75,010 (1.9)
8 Fallow other than current fallow 33,988 (0.9) 34,331 (0.9) 41,762 (1.1)
9 Current fallow 77,853 (2.0) 79,270 (2.0) 70,498 (1.8)
10 Net area sown 22,061,26 (56.8) 21,90,690 (56.4) 22,04,552 (56.7)
11 Area sown more than once 8,15,556 (21.0) 8,01,562 (20.6) 8,23,671 (21.2)
12 Total cropped area 30,21,682 (77.8) 29,92,252 (77.0) 30,28,223 (77.9)
13 Cropping intensity 137 (0.0) 137 (0.0) 137 (0.0)
Source : Directorate of Economics and Statistics

3.7 STATE’S ECONOMY
The State income i.e. Net State Domestic Product (NSDP) at current prices, is
Rs 7893313 Lakhs in 2003-04, higher by 11.07 per cent than that of 2002-03. During
2003-04 the NSDP for primary sector registered a growth of 0.38 per cent, which is very
low whereas the secondary and tertiary sectors registered a growth of 12.42 per cent and
13.91 per cent respectively. Details of NSDP are given in Table 3.4.
Table: 3. 4 Sector wise NSDP of Kerala
(Rs. In Lakhs)
Year Primary Secondary Tertiary Total
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At Constant (1993-04) Prices

2002-03 6,94,743 7,23,416 22,85,540 37,036,99
2003-04 6,79,101 7,67,474 25,27,124 39,736,99
% Change -2.25 6.09 10.57 7.29
At Current Prices
2002-03 13,13,672 15,89,161 42,035,15 71,063,68
2003-04 13,18,667 1,78,639 47,88,107 78,93,313
Percentage change 0.38 12.42 13.91 11.07
3.7.1 Sectoral Composition of State Income

The sectoral composition of the State Income has undergone considerable changes during
1993-94 to 2003-04. Over these more than 10 years, the share of primary sector has
declined from 32.23 per cent in 1993-94 to 17.09 per cent in 2003-04 and that of
secondary sector marginally declined from 20.32 per cent to 19.31 per cent. Share of
tertiary sector has however increased from 47.45 per cent to 63.60 per cent during the
same period. The share of Primary Sector has registered a negative annual growth of 2.25
per cent in 2003-04. Table 3.6 (a & b) and Fig. 3.4 shows the sectoral composition of
State Income and trend line of NSDP growth.
3.7.2 The Per Capita Income
The per capita State Income at constant (1993-94) prices increased by 6.32 per cent in
2003-04 over 2002-03 and at current prices it increased by 10.07 per cent. Details of per
capita income are given in Table 3.5.
Table 3.5: Per Capita Income
Year At constant (1993-94) prices At Current prices
2002-03 11,389 21,853
2003-04 12,109 24,053
Percentage change 6.32 10.07
3.7.3 Growth Trends-State Income

The compound annual growth rate of State income at constant (1993-94) prices during
the decade from 1993-94 to 2003-04 was 5.24 per cent. During this period the Per capita
Income grew by an annual growth rate of 4.31 per cent. The sectoral growth rates during
this period for primary, secondary and tertiary sectors were –1.23, 4.71 and 8.36 per cent
respectively.
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Table 3.6 (a)
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Table 3.6 (b)
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Fig 3.4
NSDP at Current Price (Year 1993 - 94) NSDP at Constant Price (Year 1993 - 94)
32% 32%
48% 48%
20%
20%
Primary Secondary Tertiary

Primary Secondary Tertiary
NSDP at Current Price (Year 2003 - 04) NSDP at Constant Price (Year 2003 - 04)
17% 17%
19%
60% 23% 64%
Primary Secondary Tertiary Primary Secondary Tertiary
Growth of NSDP
(Constant and Current Prices)
Gross State Domestic
8000000
6000000
Product
4000000
2000000
0
1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003
Year
Constant Prices Current Prices
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3.8 WORK PARTICIPATION RATIO

The Table 3.7 gives the distribution of working population by economic sectors in
Kerala. The total work force as per census 2001 in the State is 10.29 million, comprising
full time or “main workers” (8.2 million 32.3 per cent of the total population) and
marginal workers (2.05) million. The work participation rate (percent of total workers to
total population) is 32.3. The project influence area accounted for 2.6 million workers, 25
per cent of total workers in the state.
Table 3.7: Total Population, total Workers (Main + Marginal) and
Non Workers for, Kerala
Percent-age Working
Marginal Workers
Main Workers
Persons Males
Population
Population
Workers
Workers
/Females
Total
Non-
Total
Area
Kerala
Persons 31,838,619 10,291,258 82,36,741 20,54,517 21,547,361 32.3
Total Males 15,468,664 77,90,522 64,79,350 13,11,172 76,78,142 50.4
Females 16,369,955 25,00,736 17,57,391 7,43,345 13,869,219 15.3
Persons 23,571,484 7675096 5996288 1678808 15896388 32.6
Rural Males 11450785 5750087 4689974 1060113 5700698 50.2
Females 12120699 1925009 1306314 618695 10195690 15.9
Persons 8,266,925 26,16,162 22,40,453 3,75,709 56,50,973 31.6
Urban Males 40,17,879 20,40,435 17,89,376 2,51,059 19,77,444 50.8
Females 42,49,256 5,75,727 4,51,077 1,24,650 36,73,529 13.5
Source: Economic Survey 2003-04
Work participation rate at the country level was 39.3 per cent in 2001. In case of the State,
participation increased from 31.4 per cent in 1991 to 32.3 percent in 2001, an increase of
0.9 per cent. Table 3.8 gives the work participation rates for the country and the project
State.
Table 3.8: Work Participation Rates (%) (WPR) in the state
India Kerala
Year Persons Male Females Persons Male Females
1991 37.5 51.6 22.3 31.4 47.6 15.9
2001 39.3 51.9 25.7 32.3 50.4 15.3
Rural
1991 40 52.5 26.7 32.1 47.9 16.9
2001 42 52.4 31 32.6 50.2 15.9
Urban
1991 30.2 48.9 9.2 29.6 46.8 13
2001 32.2 50.9 11.6 31.6 50.8 13.5
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3.8.1 Economic Classification of Workers

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

Cultivators 7.19
Agricultural labour 16.07
Household Industries 3.54
Others 73.19
Total 100
Total Workers 10291258
3.9 AGRICULTURE AND ALLIED ACTIVITIES
Kerala’s economy is predominantly agrarian in nature. A unique feature of the State is
the predominance of cash crops as Kerala is a major producer of coconut, rubber, pepper,
cardamom, ginger, cocoa, cashew, areca nuts, coffee and tea. Table 3.10 gives the growth
of agriculture income in Kerala. It is clear from the Table that agricultural income
contributes to about 13.72 per cent of the total state income in the year 2002-03. The
Table also shows that the proportion of income from the agricultural sector is declining
from 1993-94 onward.
Table 3.10: Contribution of Agricultural sector to the State income in Kerala
(at 1993-1994 prices)
Agricultural Income* Percentage Change Percentage contribution to

Years
(Rs. In Crores) over previous year State income
1993-94 6,256 26.23
1994-95 6,897 10.25 26.62
1995-96 6,947 0.72 25.78
1996-97 7,115 2.42 25.39
1997-98 6,777 -4.75 23.67
1998-99 6,900 1.81 22.52
1999-02 7,017 1.70 21.45
2000-01 5,448 -22.36 16.23
2001-02 5,365 -1.52 15.38
2002-03 5,068 -5.54 13.72
* Includes Livestock sector
Source: Directorate of Economics and Statistics
3.9.1 Agricultural Production
Kerala is a major producer of coconut, rubber, pepper, cardamom, ginger, cocoa, cashew,
areca nuts, coffee and tea. Table 3.11 shows that Kerala contributes to about 91 per cent
in the production of Rubber, and in the production of Cardamom its contribution is about
72 per cent. Cardamom registered a negative growth of about 22.67 per cent in 2002-03
over the year 2001-02.
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Table 3.11: Production of Principal Crops

2001-02 2002-03
Crops Percentage Percentage

(MT) contribution contribution Growth
India Kerala Kerala
to India's to India's Rate
production production
Tea 8,54,000 66,090 7.74 8,26,200 65,800 7.96 -0.44

Coffee 3,00,600 66,690 22.19 2,75,275 64,425 23.40 -3.40
Rubber 6,31,400 5,80,350 91.91 6,49,435 5,94,917 91.61 2.51
Cardamom 11,365 8,380 73.74 9,000 6,480 72.00 -22.67
Source: UPSAI, Rubber Board and Directorate of Economics & Statistics
Fisheries
Kerala has a 590 km. long coastal belt, coupled with a wide network of inland water
bodies. The area of the continental shelf of the state is around 40,000 sq. kms. There are
222 fishing villages in the marine and 113 fishing villages in the inland sector.
In 1999-2000 the projected population in Kerala is 10.50 lakh (8.09 lakh marine and 2.41
lakh inland). The total fish production is 6.68 lakh tones in 1999-2000, consisting of 5.94
marine and 0.74 inland. Fish production increased from 3.75 lakh tones in 1988-99 to
5.94 lakh tones in 1999-2000.
Minerals
Several valuable minerals occur in many parts of the State. The beach sands in Kollam
are rich in heavy minerals like Monozite, Limenite, Rutile, Zircon and Silimanite, China
Clay or Kaolin, suitable for the manufacture of porecelain is found in many parts of the
State.
3.10 INDUSTRY
3.10.1 Medium and Large Scale Industries
Table 3.12 presents the growth of industries in Kerala. The employment in factories has
not increased in proportion to the increase in the number of factories. On an average
employment per factory works out to be 23.5 persons per factory.
TABLE 3.12: REGISTERED WORKING FACTORIES AND EMPLOYMENT IN THE
STATE (1990-2002)
Year No. of Factories Employment
1990 12,448 3,55,550
1991 13,255 3,68,738
1992 14,608 3,75,736
1993 15,132 3,88,758
1994 15,305 3,90,260
1995 15,331 3,75,148
1996 16,434 4,05,067
1997 17,336 4,28,840
1998 17,719 4,43,841
1999 18,504 4,36,476
2000 18,544 4,38,750
2001 18,544 4,36,410
2002 18,602 4,37,340
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* Revised, (p) Provisional

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

Production Production
Units (at current Employment Units (at current Employment
Year
(in lakhs) prices) (in lakhs) (in lakhs) prices) (in lakhs)
Rs. Crores Rs. Crores
1998-1999 30.80 5,20,650 171.58 2.00 8604.42 9.81
1999-2000 32.12 5,72,887 178.50 2.20 9770.65 10.54
2000-2001 33.70 6,39,024 185.64 2.40 10998.25 11.14
2001-2002 34.64 6,90,522 192.23 2.58 12214.38 11.73
2002-2003 35.72* 7,60,844* 200* 2.70 14083.72 12.16
*(Estimated)
Sources : India 2003-Ministry of Information & Broadcasting, GOI, SIDBI,
Directorate of Industries and Commerce.
3.11 EMPLOYMENT
Table 3.14 gives the number of persons employed in the State
Table 3. 14: Employment (Public & Private Sectors) in Kerala State
No. of Persons Employed

Year
(in '000 ) in state of Kerala
1998 1,186
1999 1,210
2000 1,226
2001 1,242
2002 1,214
2003 1,220
Growth Rate 0.57
Source: Directorate of Employment
3.12 TRANSPORT NETWORK

Transport Network in Kerala consists of, 1.38 lakh kms. of roads, 1148 kms of railways,
1687 kms. of inland waterways and 111 Statute miles of airways and 17 ports. These
are the basic infrastructure facility for the development of the state economy.
3.12.1 National Highways
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The National Highway network in Kerala is 1524 km. This is only 2.6 per cent of the
total National Highways in the country. There are eight National Highways in the state.
Details are given in Table. 3.15.
Table 3.15: National Highways in Kerala
NH Length Single Double Four

NH Portion in Kerala
No. (kms) lane (km) lane (km) lane (km)
Thalapadi - Edappally
17 421 396 25 -
(Panavel - Edappally)
Kozhikode - Muthanga (Kozhikode
212 117 117 - -
- Mysore)
213 Palakkad - Kozhikode 125 125 - -
Walayar - Kaliyakkavila
47 417 - 381 36
(Salem - Kanyakumari)
47A Kundannoor - Willington Island 6 - 6
Bodimettu - Kundannoor
49 168 168 - -
(Kochi-Madurai)
Kollam – Aryankavu
208 81 81 - -
(Kollam - Thirumangalam)
220 Kollam - Kumily (Kollam - Teni) 189 189
Total Length 1524 1076 412 36
Road Network
The road network of Kerala extended over 1.38 lakh km is about 4.2 per cent of that in
the country. National Highways in the state constitute only 2.6 per cent of the total 58112
kms of national highways in the country.
Total road length in Kerala during 2002-03, increased to 138196 kms from 125835 kms
in the previous year, registering an increase of 9.82 per cent. The roads maintained by
Panchayats increased by 3.73 per cent during 2002-03. The road density in Kerala is 3.56
kms per sq.kms, which is far above the all India average of 0.91 km and is a reflection of
the unique settlement pattern in the state. In relation to population, for every one lakh
population in Kerala, there are 434 kms of road against a corresponding value of 299 kms
at national level. The length of roads maintained by different agencies is given in
Table 3.16.
Table 3.16 Agency-wise Distribution of Road Length
Name of Department Length (km) Percentage

Panchayat 95,516 69.12
PWD (Roads & Bridges) 21,467 15.53
Municipalities 7,697 5.57
Corporation 5,853 4.24
Forest 3,771 2.73
Irrigation 1,930 1.40
PWD (NH) 1,524 1.10
Others (Railway, KSEB) 438 0.31
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Name of Department Length (km) Percentage

Total 1,38,196 100
3.12.2 Bus Transport Services

Road Transport is the dominant mode of transport for moving goods and passenger
traffic. Road transport act as the feeder service to the rail traffic, air traffic and Port &
harbours. The vehicle density in the State is very high compared to many other States in
India. Road Transport Industry is dominated by private service providers. The road
freight services are wholly owned and operated by the private sector.
Kerala State Road Transport Corporation (KSRTC) is the largest single public sector
undertaking, which carries out transport operation in the State. The State owned KSRTC
has only 14.71 per cent of the total number of stage carriages in the State. The passenger
transport operation in Kerala is mainly carried out by private operators. There are 29,249
buses in the State as on 3/2003 including private buses. The number of schedules
operated as on 3/2003 has increased from 3576 to 3651 in 2002-03. The corporation
operated its bus services to a length of 4124.44 lakh kms as against 4148.15 lakh kms in
the previous year with a marginal decrease of 0.59 per cent. About 11306.79 lakh
passengers travelled in the KSRTC buses during 2002-03 as against 11087.16 lakh
passengers in the previous year. The average km run by a bus in a day was 365 km
during the period.
3.12.3 Railways
The railway network runs multi-gauge operations extending over 1148 kms in Kerala of
which 94.14 kms is meter gauge. The railway operations in the State are controlled by the
Thiruvananthapuram, Palghat and Madurai Divisions of Southern Railway. The entire
railway route length of the State is spread along 13 railway routes of which highest
number of railway stations (92) is in Thiruvananthapuram – Walayar route. The route
length has remained stagnant in the State for a number of years.
3.12.4 Air Transport
Passenger Traffic
Thiruvananthapuram, Kozhikode and Kochi are the three airports in Kerala.
Thiruvananthapuram and Kochi were declared as international airports. Kochi
international airport is a venture of state government. Air transport plays a major role in
the development of tourism, both domestic and international. During 2002-03, 31481
flights (15324 domestic and 16157 international) were operated from all the three airports
as against 28247 (15136 domestic and 13111 international) in 2001-02. There was an
increase in the number of 2317116 passengers (742724 domestic and 1574392
international) were carried during the reporting period from the three airports as against
2303817 (824652 domestic and 1479165 international) passengers in the previous year
showing a marginal increase of 0.58 per cent.
Cargo Traffic
Kerala State Industrial Enterprises Ltd. runs two air cargo complexes at
Thiruvananthapuram and Calicut Airports. The company is the official export house for
promotion of export house for promotion of exports as recognized by Government of
India. The Company also acts as the virtual office of Agricultural and Processes Food
Products Export Development Authority (APEDA) Ministry of Commerce, Government
of India, for the Kerala State. The details of quantity/value of cargo exported and
imported during 2002-03.
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3.12.5 Inland Water Transport

Inland Waterways in Kerala stretches to a length of 1687 kms corresponding to 11.6
percentage of a total of 14544 kms in the country. The major stretch of canal in the State
is the West Coast Canal connecting Hosdurg in the north and Thiruvananthapuram
(Poorvar) in the south, having a length of 560 kms. Agencies engaged in the development
of inland waterways, which is quite important in the State are:
• Coastal shipping and Navigation Department
• State Water Transport Department
• Kerala Shipping and Inland Navigation Corporation (KSINC), Kochi.
State Water Transport Department (SWTD) renders water transport services in the
waterlogged areas of the state. The services are running at a loss. KSINC offer its
services in transportation of cargo and passengers through Inland Water of Kerala and is
making operational profits for the last 7 years.
The water transport service in this district is operated by KSWRC and also by private
agencies.
3.13 TOURISM
Kerala is known as God’s own country and is endowed with most attractive wildlife
sanctuaries, Kovalam Sea Resort, Padmanabaswamy Temple in Thiruvananthapuram,
Subarimala temple of Lord Ayyappa in Pathanamthitta district. Thiruvananthapuram the
capital city is an abode of temples, mosques and churches etc. Backwater tourism is also
fast growing in the state. The state is famous for Kathakali center, Kalamandalam in
Thrissur district.
Kerala recorded 100 percent growth in international visitor’s arrivals in the last five
years. It received 2,33,000 international visitors during 2002. Domestic tourists in Kerala
increased to 626 million in 2002. The number of foreign tourist arrival to Kerala has
grown from 182,000 in 1997 to 2,33,000 in 2002. Table 3.17 gives the growth of tourism
in Kerala.
Table 3.17: Growth of Tourist Traffic in Kerala (1990-98)
Foreign Tourists
Domestic Tourist (‘000) Share of Kerala
(‘000) Earning
Year (%) in Indian
% variation (Rs. crore)
No. India Kerala Tourist Market
over the year
1990 867 + 36.62 1330 66 4.97 26.99
1991 949 + 9.52 1236 69 5.61 28.28
1992 994 + 4.76 1435 91 6.32 59.75
1993 1027 + 3.33 1443 95 6.6 105.72
1994 1285 25.03 1562 105 6.69 106.11
1995 3916 204.87 2124 143 6.73 158.76
1996 4403 12.45 2289 177 7.73 196.38
1997 4953 12.5 2374 182 7.68 227.33
1998 4482 (-) 9.52 2359 190 8.05 302.08
1999 4888 9.06 2482 202 8.14 416.07
2000 5011 2.52 2649 210 7.93 525.30
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Foreign Tourists
Domestic Tourist (‘000) Share of Kerala
(‘000) Earning
Year (%) in Indian
% variation (Rs. crore)
No. India Kerala Tourist Market
over the year
2001 5240 4.57 2537 209 8.24 535.00
2002 5568 6.26 2362 233 9.86 705.67
Project Influence Area
(PIA)
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3.14 ECONOMIC FEATURES OF THE PROJECT INFLUENCE AREA (PIA)

Industrial developments are negligible in all the project districts, even though they have a
high potential for industries based on marine, coconut and rubber resources. Industries
based on the marine products have flourished in the coastal areas of all the districts.
Rubber, copra, coconut oil, vegetables, rice, pepper etc. are the important products.
An analysis of the socio-economic conditions of the people in the project influence area
reveals that the majority of the population is engaged for their livelihoods in the agrarian
and fisheries sectors. NRIs contributions also have a countable part in project districts
economy.
THE GULF EMIGRATES IN KERALA’S ECONOMY
The global price hike of petroleum in 1973 and the consequent earnings of large revenue
had accelerated a process of industrialization and social change in the west Asian region,
had accelerated process of industrialization and social change necessitating the services of
a large no of foreign workers. As a result, workers from Kerala began to immigrate to the
Gulf countries The emigration, which started with a few thousand per year during the
mid- 1970s, assumed a larger proportion during the 1980s and the 1990s. The inflow of
large amounts of Gulf remittance and spending has resulted in unprecedented economic
changes since the mid-1970s in the poor and industrially under-developed economy of
Kerala.
The impact of Gulf migration is not uniform through out Kerala. The impact is substantial
in those areas or districts where the rate of migration is high. A group of researchers at the
Center for Development Studies, based in Thiruvananthapuram, has estimated that the
migration rate, that is, emigrants per 100 households is 21% for the whole of Kerala. This
indicates that from every five households in Kerala, at least one person has migrated to
the Gulf.
A major impact of emigration in the labour front is the reduction of unemployment.
Another change that occurred in the labour market due to the Gulf opportunities was the
introduction of vocational education and training for skills, most notably computer skills.
As a majority of the migrant households were poor, the migration has helped to reduce
poverty levels in Kerala. The flow of remittance has also led to the generation of more
savings in an underdeveloped economy like that of Kerala. On the negative side, the
inflow of remittances has pushed up prices of land in urban and rural areas. Thus the
inflow of a large amount of remittance and its spending has resulted in unprecedented
economic changes in the state.
However, the recent development in the Gulf has led to an unprecedented return of
emigrants to the state. The fall in oil prices, the recent reversionary tendencies in the Gulf
countries, the stringent restrictions imposed on migrant labour in 1996 by Saudi Arabia
and Baharin in 1997 and stiff competition from migrants from other counties have
resulted in the return of a large number of emigrants. It is estimated that the total number
of returnees from the gulf was 107,000 in 1996, and 79,000 in 1998. This has been
reflected in the economy of the state, which also began to experience severe recession.
According to various estimates, more than 300,000 emigrant workers returned to Kerala
from the West Asian countries between 1996 and 1998. This unprecedented return of
emigrants and a dip in the flow of remittance have created a severe economic recession in
the state.
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3.15 INTRODUCTION TO KANNUR, KOZHIKODE, MALAPPURAM DISTRICTS

AND MAHE REGION – THE PROJECT INFLUENCE AREA
3.15.1 Location and Area of the project affected Districts
The project road traversing through three districts Kannur, Kozhikode and Malappuram in
the state of Kerala and Mahe region of Pondicherry state. The physical and socio-
economic profile of the project-affected districts will be illustrated independently in the
following section.
Kannur
The Physical Features and District Profile
Kannur district, one of the 14 districts
in the state of Kerala, came into
existence as an administrative unit on
first January 1957, when the erstwhile
Malabar district and Kasaragod taluk
of Madras State were reconstituted into
three revenue districts, viz; Kannur,
Kozhikode and Palakkad. The town of
Kannur is the district headquarters, and
gives the district its name. The old
name 'Cannanore' is the anglicised
form of the Malayalum name Kannur.
Kannur district is bounded by
Kasaragod district to the north and
Kozhikode district to the south. In the east the district is bounded by the Western Ghats
range, which forms the border with Karnataka state, in its districts of Kodagu and
Chamarajanagar. The Arabian Sea lies to the west.
Kannur district is known as the land of looms and lores, because of the number of looms
functioning in the district and festivals held in temples. The district is a major centre of
Theyyam, a ritual dance of northern Kerala, and small shrines known as Kayus associated
with the Theyyam dot the district.
3.15.2 Area and Location
Kannur district lies between latitudes 11040' to 12048' North and longitudes 74052' to
76007' East. The district is bound by the Western Ghats in the East (Coorg district of
Karnataka State), Kozhikode and Wayanad districts, in the South, Arabian Sea in the
West and in the north the northern most district of Kerala, Kasaragode.
3.15.3 Distance from Major Cities
Distance to major Cities from Kannur
Kozhikode-92km, Ernakulam-310km, Thiruvananthapuram-505km, Mangalore-150km,
Mumbai-1215km, Mysore (direct)-185km, Bangalore-324km.
Bangalore: by taxi its 6 hrs drive, by bus its 8 hrs journey,
Calicut: by taxi its 2.30 hrs drive, by bus its 3 hrs, by train its 2 hrs.
Mangalore: by taxi its 3.30 hrs drive, by bus its 4 hrs, by train its 3.30 hrs.
Nearest Airport:
Calicut: 115km South
Mangalore: 170km North
Major Railway Station on Shornur -Mangalore line accessible to Goa and Mumbai
through Konkan railway.
3.15.4 Climate and Rainfall
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The district has humid climate with an oppressive hot season from March to the end of
May. This is followed by the Southwest monsoon, which continues till the end of
September. October and November form the post-monsoon or retreating monsoon season.
The Northeast monsoon, which follows, extends up to the end of February, although the
rain generally ceases after December.
During the months of April and May, the mean daily maximum temperature is about 350
Celsius. Temperature is low in December and January - about 200 Celsius. On certain
days the night temperature may go down to 160 Celsius.
The annual average rainfall is 3438 mm and more than 80 per cent of it occurs during the
period of South West monsoon. The rainfall during July is very heavy and the district
receives 68 per cent of the annual rainfall during this season.
3.15.5 Communication Network
The West Coast road from Mahe to Talapady is the backbone of the road system in
Kannur district. This is part of the National Highway(NH). Thalassery – Kodagu road and
the Thalassery – Mysore road are the other important roads. The airports at Mangalore in
Karnataka and Kozhikode are about 125 killometers away from Kannur.
Thalassery, Kannur and Azhikkal are the minor ports in the district. Kannur is an ancient
port. The nearest all-weather sea port is Mangalore, presently in Karnataka State. The
inland water transport system connecting Perumba and Taliparamba was constructed in
1766 by the Ali Raja of Kannur. This 3.8 km long canal is known as the Sultan's Canal.
The west flowing rivers are used for navigation. The Kuppam river has 244 km of
navigable length; Valappattanam, 55 km and Anjarakandi, 23 km. The nearest airport is
Kozhikode.
3.15.6 Major Crops and their Production
Majority of the population of the district are dependent directly or indirectly on
agriculture for their livelihood. The main crops grown in the district are paddy, coconut,
pepper, cashew, tapioca, arecanut and plantation crops like rubber.
Paddy occupies the largest area among annual crops. Under the high yielding variety
programme, substantial increase in paddy production has been achieved, even though the
percentage of area sown under paddy is decreasing year after year, due to conversion of
paddy fields to other purposes. The average yield of paddy is recorded as 2146 kg. per
hectare. Next to paddy, coconut is the most important crop in the district. Coconut is
extensively grown throughout the district. An important cash crop grown in the district is
cashewnut. The district plays a unique role in its cultivation and production. The vast
stretches of suitable waste lands with low fertility status extends scope for expansion of
cashew cultivation and its allied industries.
Among spices, pepper occupies an important place. Pepper is mostly grown as an
intercrop with coconut, arecanut and various fruit trees. In the hilly areas of the district,
the inter-cultivation is done with rubber and cashew. Rubber is the most important
industrial cash crop among the plantation crops.
About 55% of the rubber cultivation of Kannur district is in Taliparamba taluk, followed
by Thalassery and Kannur taluks. The yield of rubber per hectare varies from 2000 kg to
4000 kg.
3.15.7 Minerals and Industries
The district is endowed with rich deposits of clay of which various types are mined at
many places for potteries, tiles and ceramic industries. The most important areas where
clay has been found are Pattuvam, Korom, Perumba and Karivellore. Good quality kaolin
occurs below the laterite capping around Pilathara and Thaliparamba.
China clay is found in abundance in Thaliparamba and Kannur taluks of Kannur district.
These resources are not fully utilized in the district.
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Laterite is quarried for bricks throughout the district on a small scale to meet the local
demand. Extensive quarrying is done in Kambil, Kalyassery and Cheruthazham area.
Thin horizons of lignite are noted in the cliff sections at Kannur coast, Pazhayangadi and
Meenkunnu.
Beach sands containing ilmenites, monazite, Zircon, and thorianite occur along the coast,
especially to the south of Valapattanam river mouth and near Azhikode. Other minerals
discovered recently are sillimanite near Chandirukunnu, graphite near Payyavur,
Manakadavu and Minor bands of iron ore near Cherukunnu Railway Station. Many
occurrences of bauxite deposits have been brought to light in the district at Madayi,
Korom, Payyavur and Pattuam near Thaliparamba. They may find use in the manufacture
of refractories and cement, as they are not of high grade.
Limeshells used for the manufacture of white cement and for industrial purposes are
found in the backwaters of Eranholi river, Dharmadampuzha, and Anjarakandi river
around Thalassery and Dharmadam as well as Valapattanam river in the east of Azhikkal
ferry.
Nevertheless, Kannur is an industrially backward district in the State. There are only one
major and five mini industrial estates in the district. Keltron Complex, Mangattuparamba
and Western India Plywood's, Valappattanam are the two major industries. The Western
India Plywoods is one of the biggest wood based industrial complexes in South East Asia.
The district has 12 medium-scale industries, most of which are either cotton textile or
plywood manufacturing.
Textiles, beedi and coir are the important traditional industries in the district. About one
lakh people depend on the textile industry for livelihood. The textile industry accounts for
40% of all Small Scale Industrial (SSI) units in the district. The beedi industry provides
employment to about 50,000 people. Famous beedi co-operative ‘Dinesh Beedi’ is in
Kannur district. The coir industry which uses traditional technology provides employment
to about 11,000 workers.
There are 6934 small scale industrial units in the district. The district has 202 sick units
which is about 9.3% of the sick units of the state. Only 4828 units are working now. 162
industrial societies and four power loom societies are also functioning here. Kannur,
Thalassery, Payyannur, Taliparamba and Edakkad have been identified as growth centers,
having potential for industrial development.
3.15.8 Fishery
Fishery plays an important role in this district. There are 31 fish landing centers in the
district, of which Tellicherry, Kannur, Mattool, Madai, Cheruvathur, Kanhangad,
Kasaragod and Manjeshwar are major centers. Mopla Bay and Valapattanam are the two
fishing harbours in the district. The annual production of fish comes to 81000 tons. Of
these the average production of oil sardines, prawns and mackerels come to 16630, 14120
and 11650 tons respectively.
3.15.9 Places of Interest
The tourism potential for Kannur district is high. The St. Angelos Fort in the Kannur
Cantonment, which was constructed in 1505, is a symbol of Portuguese architecture and
attracts plenty of tourists. The Thalassery Fort is an important tourist centre. Kannur
beach and Ezhimala are known for scenic beauty. Places of historic importance, like the
house of Gundert, who composed the first Malayalm- English Dictionary and the mosque
at Madayi constructed in 1124, using marble brought from Mecca attract many tourists.
The tourist places in Kannur district are briefed below
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Pazhassi Gardens & Dam

37 kms. East of Kannur near Mattannur the
Pazhassi dam & reservoir offers scenic
vistas. One can cruise down the river in
D.T.P.C. boats often crossing small islands
inhabited by only riverine birds. The
recently built Gardens & Amusement park is
an added attraction. The Buddha’s mountain
at Pazhassi, sculptures of Pazhassi King are
interesting places to visit.
Dharmadam Island
Beside the Muzhappilangad beach 100 meters offshore lays the Dharmadam Island
surrounded by rivers and sea. A conjunction of beach & island it is a matter of walk
during lowtide. Being a Buddhist stronghold it was earlier known as Dharmapattanam.
Arakkal Palace
It’s about 2 kms from Kannur Town, steeped in History; it was the Beebi (Queen) of
Arakkal, Kerala’s only Muslim Royal family that controlled parts of the coast and even
Lakshadweep.
Fort St. Angelo
Don Francisco D. Almeida, the first Portuguese Viceroy of India, build the fort in 1505
AD. The fort had a chequered history. It changed hands to the Douche, then to the Ali
Raja of Arakkal and finally to the British. The barracks, the magazine, cannons and the
ruins of a chapel are all standing testimony history on the shores of the sea. Fort St.
Angelo is a protected monument under the archaeological survey of India.
Thalassery Fort
The British arrived in Thalassery in 1683 and erected a goods shed there. They shifted
their commercial capital to Thalassery from Kozhikkode, following obstruction from the
Dutch. In 1700, the British built the Thalassery Fort on a small hill called
Tiruvellapadkunnu and in 1708, it was strengthened by increasing its height and with
bastions. The fort is square structure built of laterite and is distinguished by its massive
ventilated walls and strong flanking bastions. It was here that Raider captain was
imprisoned. The famous St. John's Anglican Church is behind this fort.
Ezhimala
The Ezhimala Mountain and beach lie at the northern boundary of Kannur. Rare medical
herbs (Ramayana) with mythological significance grow on the strange seven-peaked
range that is Ezhimala around 50 Kms. from here. There is an old tower of great antiquity
here: the Mount Deli lighthouse. It’s maintained by the Navy as Naval Academy and is a
restricted area. The beach sand is of a different texture and the sea is bluer than in other
areas. At the Ettikulam bay one could enjoy watching dolphins.
Madayi Mosque
This is a beautiful ancient mosque originally built in 1124 AD by Malic Iben Dinar, a
Muslim preacher. It is believed that its founder, who came to India to spread the word of
the prophet, has brought a block of white marble in the mosque from Mecca. Near by is
dilapidated fort built by Tippu Sultan: the ruler of Mysore.
Aralam wild life sanctuary
A tranquil mega sanctuary on the slopes of the Western Ghats covered with tropical and
semi evergreen forests. Herds of deer, elephants, boar and bisons are quite common.
Leopards, jungle cats, various type squirrels and rare species of birds have been found
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here. Around 160 species of birds have been found here. Certain species of birds, which
are considered extinct, have also been found here. It is 35 kms from Thalassery Railway
station.
Muzhappilangad Beach (15.km from Kannur and 8 K.M from Thalasseri)
Black rocks protect this long; clean beach from the currents of the deep, making it’s
shallow waters a swimmer's paradise. Perhaps this is Kerala’s only drive- in beach.
Where you can drive entire length of 4 kms.
Snake Park at Parassinikkadaya
The Snake Park at Parassinikkadavu is situating 18 kms away from Kannur town. It is one
of the known snake parks in the country. The park is dedicated to the preservation and
conservation of snakes, most of which are becoming extinct gradually. There is a large
collection of poisonous and non-poisonous snakes.
Mopilla Bay
Moppila Bay is a natural fishing harbour, lying near Fort St. Angelos. A sea wall
projecting from the fort separates the rough sea and inland water. The bay was famous
during the Kolathiris' regime as a commercial harbour that linked Kolathunadu with
Lakshadweep and foreign countries, in imports. Today, Mopilla bay has turned into a
modernised fishing harbour, developed under the Indo-Norwegian Pact.
3.16 KOZHIKODE
3.16.1 The Physical Features and District Profile
Kozhicode, formerly called Calicut was the
traditional capital of Northern Kerala under
the Samuthiri ruler. Kozhicode, was the most
important region of Malabar in the days gone
by. Today, ancient monuments, serene
beaches, historic sites, wildlife sanctuaries,
rivers, hills, a unique culture and a warm,
friendly ambience make Kozhicode a much
sought after destination. The district bounded
by the districts of Kannur to the north,
Wayanad to the east, and Malappuram to the
south, and by the Arabian Sea in the west.
The town of Kozhikode formerly known as
Calicut, is the district headquarters. This is
the third-most advanced district in Kerala. It
is 38.25% urbanized.
Kozhikode district is situated between north latitudes 11° 08’ and 11° 50’ and east
longitudes 75° 30' and 76° 08'.
Topographically the district has three distinct regions - the dandy coastal belt, the rocky
highlands formed by the hilly portion of the Western Ghats and laterite midland. Of the
total area of 2344 sq. km, the sandy coastal belt is 362.85 sq. km., lateritic midlands
1343.50 sq.km., and rocky highlands 637.65 sq.km. The district has a coastal length of
about 80 kms.
The district has a humid climate with a very hot season extending from March to May.
The most important rainy season is during the South West Monsoon, which sets in the
first week of June and extends up to September. The North-East Monsoon extends from
the second half of October through November. The average annual rainfall is 3266 mm.
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During December to march, practically no rain is received and from October onwards the
temperature gradually increase to reach the maximum in May, which is the hottest month
of the year. The maximum temperature in the month of May comes to 360 C. The highest
maximum temperature recorded at Kozhikode was 39.40 C during 1975 and lowest
temperature was 140 C recorded on 26th December 1975. Humidity is very high in the
coastal region.
Kozhikode district is well connected with the state as well as the National Highways.
Three National Highways, NH-17, NH-212 and NH-213 pass through the district. The
district has been possessing 198.703 kms of State highways and 379.957 kms of Major
District roads as on 01.04.2000, (PWD) as shown in the following table
Sl. No. Roads in the District Length (in Kms)
1 State Highways 198.703
2 Major District Roads 379.957
3 Other District Roads 606.088
4 Village Roads 203.180
Total Length 1387.928
3.16.5 Agriculture and Major Crops
Kozhikode district has a rich heritage in agriculture, as it was a port city famous for
pepper & species trade. Agriculture plays a major role in the district economy.
The total geographical area of the district is 2,33,330 hectares in which the net area sown
is 1,63,932 hectares. The crops like coconut; paddy, banana, tubers and other spices and
tree crops are cultivated in 8 major soil series such as Thikkoti series (18400 Ha),
Nanminda series (1,20,000 Ha), Kakkodi series (4,500 Ha), Thiruvambady series (43,700
Ha) Kunnamangalam series (6,500 Ha), Adivaram series, Menmala series (16,800 Ha)
and Periya series (9,000 Ha)
The area, production & productivity of important crops is given in the following
Table 3.18
Table: 3.18: Area, Production and Productivity of Important Crops
Crop Area (Ha) Production Productivity
Paddy 8,749 10,593 Mts. 1.2 Mt/Ha
Coconut 1,22,838 9,250 lakh nuts 43
Nuts/palm/year - - -
Pepper 15,962 2,746 Mts 17 Mt/Ha
Ginger 390 1,402 Mts 3.6 Mt/Ha
Turmeric 486 1,042 Mts 2.2 Mt/Ha
Banana 1,143 16,588 Mts 14.51 Mt/Ha
Cashew 4,371 2,781 Mts 0.63 Mt/Ha
Rubber 17,349 19,490 Mts 1.12 Mt/Ha
Cocoa 472 137 Mts 29 Mt/Ha
Arecanut 8,986 2,473 Million nuts 27 Mt/Ha
Tapioca 3,335 79,620 Mts. 23.8 Mt/Ha
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Kozhikode district is rich in Gold and Iron ore deposits.
Kozhikode district represents one of the industrially advanced areas of the state, with
many small-scale industries flourishing from early days. With the close of the 19th
century, a number of large-scale concerns sprang up in the district. Some of the more
important large & medium scale industries are textiles, rayon grade pulp, soap &
cosmetics, oil, wheat flour, steel products, tiles, sea food processing, allopathic
medicines, etc.
The timber industry has great influence on the economy of this district. A feature of this
industry is the concentration of units in & around Kallai. A large number of sawmills are
located here. The finished timber goods are marketed locally & are also exported.
As a corollary to the establishment of saw mills, furniture making has also sprung up in
the district. There are 1031 registered forest based industrial units. All these units are
concentrated at Kallai, Cheruvannur & Feroke.
The tile industry is another major industry. The tile factories are mostly concentrated at
Feroke-Cheruvannur area, which is rich in quality clay deposits. The tiles from
Kozhikode are famous all over the country & command an export market. There has also
been diversification in this industry with the production of ceramics, pottery, crockery,
stoneware pipes & insulation materials.
Among other important industries, mention may be made about textiles, plywood, splints
& veneers, coir, printing & publishing, general engineering, automobiles & oil.
3.16.7 Fishery
District blessed with a coastline of 71kms. from Chaliyar to Azhiyoor, the district of
Kozhikode offers enormous natural resources for the development of fisheries. The
district is abundant in brackish water area & therefore, there is good scope for shrimp
farming. Fishing is the main occupation of a large number of people in the coastal belt.
The fishing industry makes a sizeable contribution to the economy of the district. The
number of active fishermen in the district is around 20,000. The major fish landing
centres are Beypore, Vellayil, Puthiyappa, Koyilandy, Vadakara & Chombala & the
average annual landing is estimated to about 1 lakh metric tones. There are about 614
registered mechanized boats & 2,657 motorized country crafts, in this district.
3.16.8 Places of interest
Kozhikode offers you many places of tourist interest.
Tusharagiri (50 km from Kozhikode)
Tusharagiri is located near Vythiri in Wayanad and is famous for its trekking tracks.
Trekkers start early morning from the second waterfall and climb uphill through the
pristine, dense evergreen forests populated with exotic birds and wildlife to reach Vythiri
by evening.
Mananchira Square
A new attraction in the heart of the city, Manan-
chira-maidan, is the sublimation of the concept of a
planned modern city. The historic maidan, adjacent
to Manachira has been converted into an arcadia with
beautiful trees and plants, artificial hill, shrubs,
sculpture, an open air theatre and above all a musical
fountain. No doubt, locals and tourists seeking
leisure and relief from the mad rush outside, find
shelter here. Mananchira Made and managed by the
corporation of Kozhikode.
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Kirtads (7 km from Kozhikode)

This unique museum houses the tools and devices used by the ancient tribal communities
of Kerala, a good library with books on Anthropology and Sociology is and added
attraction.
Beypore (10 km south of Kozhikode)
Located at the mouth of the Chaliyar River, Beypore, one of the prominent ports and
fishing harbours of ancient Kerala was an important trade and maritime centre. Ancient
Beypore was much sought after by merchants from Western Asia, for its shipbuilding
industry. The boat-building yard here, famous for the construction of the Uru (the Arabian
trading vessel), boasts a tradition of almost 1500 years.
Pazhassirajah Museum
Situated 5 km from Kozhikode. Here exhibits of copies of ancient mural paintings,
antique bronzes, old coins and models of temples and megalithic monuments are seen.
The next door to the museum is the Art Gallery and Krishna Museum, which has an
excellent collection of paintings by Indian artists and wood and ivory carvings. Open
from 9.30 am - 12.30 pm, 2.30 pm - 5.30 pm, closed on Mondays.
Kappad (16 km from Kozhikode)
This is the historic beach where the 1st European-Vasco da Gama landed on the 27th of
May 1498. A monument on the beach commemorates this historic event. The rock-
studded beach is locally known as Kappakadavu. An interesting feature of the landscape
is the sprawling rock that protrudes into the sea.
3.16.9 Malappuram
The Physical Features and District Profile
Bounded by the Nilgiris hills on
the East and the Arabian Sea on
the west, the district of
Malappuram literally the land
atop the hills, is remarkable for
its unique natural beauty.
Perched among the undulating
hills and the meandering rivers
that flow to reach the coconut-
fringed seacoast, the land
conceals a unique and eventful
history. Home to the khilafath
movement and the mappila
revolts, which were questioned
the British authority in India,
Malappuram was the military headquarters of the Zamorins of Kozhikode since ancient
times.
The hill country also contributed much to the cultural artistic traditions of the state. The
mosques and temples of the land are known for their spectacular festivals. The land of
great poets and writers, political and religious leaders, the district has carved a unique
place of its own in the history of Kerala.
Malappuram district was formed on 16th of June 1969. The Nilgiris of Tamil Nadu in the
east, Arabian sea in the west, Kozhikode and Wayanad districts in the north and Palakkad
and Thrissur districts in the South.
The district has a geographical area of 3550 Sq.Kms, which is 9.13 per cent of the total
area of the state and having 3 rd ranks in the state.
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The location of Malappuram district is 75° to 77° east longitude and 10°-to 12°-north
latitude, in the geographical map. Like most of the other districts of the state,
Malappuram too consists of three natural divisions, lowland, midland and highland. The
low land stretches along the seacoast, the midland in the center and the highland region
towards the east and northeastern parts. The topography of the district is highly
undulating; starting from the hilltops covered with thick forests on the east along the
Nilgiris. It gradually slopes down to the valleys and the small hills, before finally ending
on the sandy flat of luxuriant coconut groves in the west. The district has a geographical
area of 3550 sq. km, with 3 rd rank, which is 9.13 per cent of the total area of the state.
The district has more or less the same climatic conditions prevalent else-where the state,
viz, dry season from December to February, hot season from March to May, the South
West Monsoon from October to November. The South West Monsoon is usually very
heavy and nearly 75 per cent of the annual rains are received during this season. The
climate is generally hot and humid; the range of temperature varying between 300C and
200C. The average annual rainfall is 290mm.
The Calicut Airport, one of the most beautifully designed airports in India, is at Karippur,
26 Kms, away from Malappuram and 28 Kms. away from Kozhikode. It has a runway of
9377 feet with night landing facilities. Total 140 flight services are there i.e., 70 arrivals
and 70 departures. Hajj flight services were started on 15th Jan 2002, and now the airport
stands on the forefront of the internationally acclaimed airports in the world.
Two Railway lines, namely Mangalore-Madras and Nilambur-Shornur are passing
through the district, Vallikkunnu, Parappanangadi, Tanur, Tirur, Tirunnavaya and
Kuttippuram (from north to South) are the railway stations in this line. Tirur is an
important station. Nilambur-Shornur railway line passes through the eastern parts of the
district. Nilambur, Vaniyambalam, Thuvur, Melattur, Pattikkad, Angadipuram and
Cherukara are the railway stations.
The District has a good road network. The National Highway-17 enters at Idimuzhikkal in
the north and runs through Calicut University, Kottakkal, Valancherry, Kuttipuram,
Thavanur, Ponnani, Puduponnani, Veliyancode ends at Kadikkad, having a length of 82
Kms. The road proceeds to Thrissur district in the South. The National Highway 213
enters at Iykarappadi near Ramanattukara and pass through Kondotty, Malappuram,
Perinthalmanna and ends at Karinkallathani having a length of 68 Kms. Important State
Highways like Calicut-Nilambur-Gudalur road, Thrissur-Kuttippuram, Palakkad -
Perinthalmanna, Perumbilavu – Pattambi – Perinthalmanna - Nilambur road, Koilandi –
Thamarasseri - Edavanna passes through the district. Total 208.178 kms of state highway
and 1220.202 kms of major district roads, 102.000 kms of other district roads and 160
kms of rural roads, provides sufficient interlink age of places.
The Chaliyar, Kadalundipuzha, Bharathapuzha rivers and their tributaries, necessitating
the construction of a number of road bridges for smooth commutation, apportion the
district. Kuttippuram bridge, Thutha bridge and Pulamanthole bridge across
Bharathapuzha river; bridges at Kottakadavu, Parakkadav, Thayyilakadav, Panampuzha,
Koomankallu, Nooradi, Kottilangadi, Aanakkayam, Melattur, Kalikavu, Olipram Kadavu,
Koomankallu, Kuzhipram Kadavu and Panakkadu bridges across Kadalundi river; and
bridges at Areekode, Edavanna, Mampad, Vadapuram, Myladi, Karimpuzha, Koorad,
kattadikadavu, Cherupuzha, Kadungallur and Poonkudi across the Chaliyar river and its
tributaries; and bridges at Edakulam, Thalakadathur, Tirur, Unniyal Mangattiri,
Ettirikkadavu across Tirur river; Thanur bridge across T.N Canal facilitate the road
traffic.
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Bus Services are available to all centres and rural areas in the district. Nearly hundred
schedules are operated by K.S.R.T.C in main routes besides 300 long route buses passing
through the district.
Total 18806 vehicles have been registered under the Motor Vehicle Department in the
district during the year 2000-02. There are 155149 small and heavy vehicles in the district
as on 31st March 2001.
3.16.13 Agriculture and Major Crops
Agriculture is the mainstay of the population, involving 75 per cent of the people, directly
or indirectly. The main crops raised are Paddy, Coconut, Tapioca, Areca nut, Cashew nut,
Banana, Rubber, Pulses, Ginger, Pepper and Betel vine.
Here, 2.08 lakh hectares of land are available for agriculture. The vast majority of the
peasants are small landholders. 2.36 lakh hectares are holding below one hectare. Only
16,107 hectares of holdings are above 2 hectares in area.
Paddy has lost predominance among crops during the last two decades. Now coconut tops
with a total area of one lakh hectares. The annual coconut production stands at 569
million nuts. Paddy is cultivated in 31098 hectares with an annual production of 53443
tonnes. Cashew is raised in a total area of 10761 hectares with annual production of 4968
tonnes. Rubber, a main cash crop in the district, has got coverage of 26305 hectares.
Annual production is below 1,800 tonnes. An important cash crop is areca nut. It covers
an area of 14883 hectares, with an average annual production of 2868 million nuts.
Tapioca is cultivated in 8226 hectares with annual production of 2.41 lakh tonnes. Banana
(8389 hectares) vegetables (5313 hectares) Pulse (493 hectares) Sweet Potato (272
hectares) Oil seeds (752 hectors) Hill produces (1720 hectors) Betel vine (448 hectares)
show the crop diversity. For research and extension services in Agriculture, Technology
and to produce and provide planting materials to the farmers, a network of institutions
function in the district. The seed garden complex at Munderi, 27 Kms. from Nilambur, is
said to be the biggest farm in entire Asia. The District Agricultural farm in Chungathara,
State seed farms at Thavanur, Anakkayam and Chokkad Coconut Nursery and anti-
parasite breeding stations at Parappanangadi are also functioning. A Cashew Research
and Development Center at Aanakkayam and an Agriculture Technology College at
Thavanur are functioning under the Kerala Agricultural University. At Malappuram there
is a soil-testing laboratory. One principal Agricultural Officer, 6 deputy Directors of
Agriculture, 14 Block Level Assistant Directors and 99 Panchayath level Agriculture
Officers are there.
Malappuram district is not rich in mineral wealth. Laterite stone is found abundantly in
the midland areas. It is exploited economically for construction work and hundreds of
quarries cutting laterite stone known as Vettukallu are in operation, giving employment to
thousands. It was Dr. Francis Buchanan, a Scottish scholar who named the porous rock
Laterite based on the Latin term Laterites, meaning brick stone. He conducted his studies
in and around Angadipuram in 1800 A.D.
Deposits of lime shells are found in the coastal belt, mainly in ponnani and Kadalundi
nagaram. The coastal sands of ponnani and Veliyancode contain heavy minerals like
limonite and monosite. China clay, the principal raw material for porcelain industry, is
found abundantly in many parts of district. Iron-ore, as Magentite-Quartizite is found in
Nilambur, Vaniyambalm, Kalikavu and Chembrassery. Karuvarakkundu in the district
derived its name from iron-ore cutting and blacksmithy, which flourished in the district
from very ancient time. Nilambur region of the district, forms part of the hidden Wayanad
Goldfields Placer gold; Main zones for auriferous gravels are in Nilambur valley, namely
Pandippuzha-Chiyarpuzha zone and Punnapuzha-Maruthappuzha zone.
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As on 31-03-2001 there are 11334 small industrial units with permanent registration. Out
of them 21.21 per cent are agro-based and 22.94 per cent are textile based. These units
have a total investment of Rs. 176 cores and they provide employment directly to 45200
people. Average investment per unit is Rs. 1.55 lakhs. There are about 696 women’s
industrial units and about Rs.1 core is spent annually for various industrial promotion
schemes like investment subsidy, interest subsidy, self-employment assistance, etc. in the
district. There are 25 medium industries of which only 11 are working which provide
direct employment to 2,300 people. These units have a total capital investment of
Rs. 46 cores. Among the medium undertakings, 3 are spinning mills. There is one major
industrial Estate (16 Industries and 8 mini industrial estate in the District – 51 working
units.) About 1,000 persons were assisted under PMRY scheme every year of self-
employment scheme. Preliminary steps for establishing an industrial growth centre in
250 acres bear panakkad, has been completed. Kinfra Food Park and IT Park are coming
up at Kakkancherry. A rubber based common facility centre and industrial estate
established at payyanad at a cost of Rs. 1 crore is fast growing. The estate is in an area of
15.03 acres, in which 32 plots have been given to entrepreneurs for rubber-based units.
17 units are working. A single window counter functions at the District Industries Centre,
to mitigate problems faced by new entrepreneurs. Besides the District Industries Centre at
Malappuram, 4 Taluck industries offices 14 block extension offices are functioning.
3.16.15 Fishery
The district has 70 Kms. of Seacoast. It stretches from Kadalundi nagaram in the north to
Palappetty in the South. The Coastal belt is in Vallikkunnu, Parappanangadi, Tanur,
Tanalur, Vettom, Purathur, Veliyancode, Perumpadappu Panchayats and Ponnani
Municipality. Main fishing Centres are Ponnani, Koottayi, Parappanangadi and Tanur.
High sea fish catching operations with mechanized boats are centred in Ponnani and
Parappanangadi. Ponnani is a major fisheries port with about 350 mechanized boats.
Rs. 30 crore port development project has been started in Ponnani and will be completed
soon. There are fisheries guide lights, at Ponnani and Tanur to help night fishing.
Matsyafed (Govt. Department for Helping Fishermen) has started a prawn hatchery at
Veliyancode, Ponnani Taluk in 1995 which can produce 30 million prawn seeds of tiger
prawn and giant fresh water prawn annually. A residential high school, exclusively for
children of fishermen is there at Tanur under the Fisheries Department.
Fisheries department and Matsyafed have been undertaking fishermen welfare programs.
The Deputy director of fisheries is at Ponnani and the district officer of Matsyafed is at
Tirur. There are schemes to provide fishing equipments, houses, latrines and other
amenities to fishermen, there are education assistance, insurance schemes, and financial
assistance during off-season, etc. for the benefit of fishermen. A Fish Farmer
Development Agency to promote inland fishing is also functioning.
3.16.16 Places of interest
Malappuram district, with its rich natural beauty and historic past has its own tourist
attractions.
Padinharekara Beach: Close to Ponnani and at the end point of the Tipu Sulthan road. It
offers a breath taking view of the confluence of the river Bharathapuzha and Tirur puzha
with the Arabian Sea.
Kadampuzha: In Melmuri village of Tirur taluk is situated 3 Km north of Vettichira on
NH-17 connecting Calicut and Trissur and is famous for its Bhagavathi temple said to
have been set up by Jagadguru Sankaracharya.
Thirunavaya: This ancient and famous temple on the banks of the Bharathapuzha
dedicated to Lord Shiva was the traditional venue of the ritual of Mamankam an
enactment of traditional martial arts by suicide squades.
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Mumburam: Muslim shrine and receptacle for dead bodies of the Thangals (the religious
leaders of the malabar muslims) situated in A. R. Nagar village; is a major pilgrimage
center of Muslims.
Valiya Juma Masjid Malappuram: This is an important pilgrim centre of the Muslims of
Kerala. The four-day annual festival at the mosque (nercha) is celebrated in April.
Adjoining the mosque is the mausoleum of the Malappuram shaheeds (martys)
whose brave exploits have been immortalised in the Mappila ballads.
Pazhayangadi Mosque, Kondotti (18km east of Manjeri, On the way to Malappuram): The
three day long Valia Nercha feat at this 500-year-old Muslim pilgrim centre, celebrated in
February/March, is a local cultural event.
Kottakunnu: One can see trace of an old fort at the base of the cantonment Hill. The fort
was the first to be built by the Zamorins of Kozhikode. Nearby are the Vettakkorumakan
Temple and the Siva temple with the famous murals of Malabar. DTPC has plans to
develop Kottakunnu in to an attractive park and the District Sports Council to establish a
stadium nearby. There is a beautiful helipad at Kottakunnu.
Kadalundi Bird Sanctuary: Located 19kms from Kozhikode and 7kms from Beypore port,
the sanctuary that is spread over a cluster of islands covers an area surrounded by hillocks
where the Kadalundipuzha flows in to the Arabian Sea. Over a 100 varieties of native
birds and over 60 varieties of migratory birds flock here.
Manjeri: The headquarters of Ernad Taluk, a place rich in history, and a witness to the
vicissitudes of the Malabar rebellion and the independence struggle; also home to the
renowned Kunnathmbalam, and the Karikkad Subramania temple; now an important
administrative and commercial center as well.
Adyanpara: Adyanpara lies in Kurumbalangode village of Nilambur taluk and is famous
for its waterfalls and the splendour of its wooded jungles.
3.17 DEMOGRAPHIC AND SOCIO-ECONOMIC CHARACTERISTICS: KANNUR,
KOZHIKODE AND MALAPPURAM DISTRICTS
The demographic profiles with socio-economic characteristics of all the three affected
districts are described in the following section.
3.17.1 Population
The total population of Kerala stood at 3,18,38,619 as per Census of India 2001.
The project influenced district Kannur and Kozhikode accounts for 7.58 % and 9.04% of
the total population of the state respectively, while population of Malappuram accounts
for 11.40% of the total population of the state. The detail of population of project
influenced districts and state are given in the Table 3.19
Table 3.19: Distribution of Population (2001) in Project Influence District
Project affected Population

Sl. No
State / Districts Male Female Total
1. KERALA 15468664 16369955 31838619
2. Kannur 1154144 1258221 2412365
3. Kozhikode 1398674 1479824 2878498
4. Malappuram 1759479 1870161 3629640
Source: Census of India, 2001
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3.17.2 Population Density

Density of population of Kerala has increased significantly in the last one decade and this
also gets reflected in the population density data of all the affected districts.
It can be traced from the 1991 figures that the population density of the all the districts
was considerably higher than the state figure. Thus, the figures have also shown an
increasing trend in the last one-decade and the population density of all the three districts
are much higher than the state data in 2001.The details are summarized in Table 3.20.
Table 3.20: Density of Population
Population Density
Sl. No. Project affected State / Districts
1991 2001
1 Kerala 749 819
2 Kannur 759 813
3 Kozhikode 1118 1228
4 Malappuram 872 1022

3.17.3 Decadal Growth Rate of Population
The decadal growth rate of Kerala has decreased since the last census in 1991. Similarly
the growth rate of the affected districts also shows a significantly decreasing trend. The
state has registered a growth rate of 14.32 % in 1991 census whereas it has decreased to
9.425 in the 2001 census. The decadal growth rate of population in the affected districts
during 1991-2001 is given in the Table 3.21
Table 3.21: Decadal Growth Rate of Population
Decadal growth rate

Sl. No State/Union territory/District
1981-1991 1991-2001
1. Kerala 14.32 9.42
2. Kannur 16.63 7.13
3. Kozhikode 16.69 9.87
4. Malappuram 28.87 17.22
3.17.4 Sex Ratio and Gender Gap in Project Influence Area
The sex ratio (i.e., the number of females per thousand males) in the state is very high,
even higher that the national level sex ratio. In 1991 census the number of female was
1036 per thousand male and this has even increased to 1058 per thousand male in 2001
census.
The sex ratio of Kannur and Malappuram district even exceeds the sex ratio of the state
(1090 and 1063 respectively) whereas the Kozhikode districts matches the figure of the
state. The sex ratio and gender gap is given in Table 3.22.
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Table 3.22: Sex Ratio in the Project Influenced Area
State/Union Sex Ratio

Sl. No
territory/District 1991 2001
1. KERALA 1036 1058
2. Kannur 1049 1090
3. Kozhikode 1027 1058
4. Malappuram 1053 1063
3.17.5 SC/ST Population
The percentage of SC/ST population in comparison to total population of Kerala as of 1st
March 2001 is described in the results of the Census of India 2001. The detail of SC/ST
population of project influenced district and state are given in Table 3.23
Table 3.23: Distribution of Population (2001) in Project Influence District
Schedule Caste Schedule Tribe

State Category
Male Female Total Male Female Total
Total 1525114 1598827 3123941 180169 184020 364189
Kerala Rural 1247537 1306188 2553725 173267 176752 350019
Urban 277577 292639 570216 6902 7268 14170
Total 48275 50716 98991 9793 10176 19969
Kannur Rural 25693 26749 52442 9501 9916 19417
Urban 22582 23967 46549 292 260 552
Total 98386 102597 200983 2924 3016 5940
Kozhikode Rural 69531 72081 141612 2652 2761 5413
Urban 28855 30516 59371 272 255 527
Total 140535 144907 285442 5996 6271 12267
Malappuram Rural 128114 132087 260201 5867 6176 12043
Urban 12421 12820 25241 129 95 224

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

LITERACY RATE IN PERCENTAGE
State/Union
territory/District
Males Females Total
KERALA 94.2 87.7 90.9
Kannur 96.1 89.4 92.6
Kozhikode 96.1 88.6 92.2
Malappuram 93.2 86.3 89.6
Table 3.25: Number of Literates and Illiterates in the State and the Affected Districts
Literate Illiterate
State Category
Male Female Total Male Female Total
Total 12753602 12732086 25485688 2715012 3640674 6355686
Kerala Rural 9357640 9295729 18653369 2093642 2827438 4921080
Urban 3395962 3436357 6832319 621370 813236 1434606
Total 971065 1000338 1971403 181752 255801 437553
Kannur Rural 481194 477220 958414 97350 140294 237644
Urban 489871 523118 1012989 84402 115507 199909
Total 1174611 1160831 2335442 224747 318942 543689
Kozhikode Rural 723429 707812 1431241 140203 206530 346733
Urban 451182 453019 904201 84544 112412 196956
Total 1373688 1380821 2754509 380888 490074 870962
Malappuram Rural 1236428 1241432 2477860 345366 446075 791441
Urban 137260 139389 276649 35522 43999 79521
3.17.7 Work Forces in the Project Area

The number of work forces in different categories in the project-affected districts in
comparison to state is summarized in Table 3.26.
Table 3.26: Number of Workers in the Project Affected Area
Population
Population
Marginal
Category
Workers
Workers
Workers
Workers
Total
Total
Main
State
Non-
Persons 31841374 10283887 8236973 2046914 21557487
Males 15468614 7765645 6460693 1304952 7702969
Total Females 16372760 2518242 1776280 741962 13854518
Persons 23574449 7671110 5998150 1672960 15903339
Males 11451282 5732387 4677067 1055320 5718895

Kerala Rural Females 12123167 1938723 1321083 617640 10184444
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Population
Population
Marginal
Category
Workers
Workers
Workers
Workers
Total
Total
Main
State
Non-
Persons 8266925 2612777 2238823 373954 5654148
Males 4017332 2033258 1783626 249632 1984074

Urban Females 4249593 579519 455197 124322 3670074
Persons 2408956 767197 626876 140321 1641759
Males 1152817 575591 493877 81714 577226
Total Females 1256139 191606 132999 58607 1064533
Persons 1196058 406117 313219 92898 789941
Males 578544 296380 243920 52460 282164

Rural Females 617514 109737 69299 40438 507777
Persons 1212898 361080 313657 47423 851818
Males 574273 279211 249957 29254 295062

Kannur Urban Females 638625 81869 63700 18169 556756
Persons 2879131 802900 630836 172064 2076231
Males 1399358 680944 550274 130670 718414

Total Females 1479773 121956 80562 41394 1357817
Persons 1777974 486748 361859 124889 1291226
Males 863632 409032 315877 93155 454600
Rural Females 914342 77716 45982 31734 836626
Persons 1101157 316152 268977 47175 785005
Males 535726 271912 234397 37515 263814

Kozhikode Urban Females 565431 44240 34580 9660 521191
Persons 3625471 874476 691848 182628 2750995
Males 1754576 750343 611558 138785 1004233
Total Females 1870895 124133 80290 43843 1746762
Persons 3269301 787763 618942 168821 2481538
Males 1581794 675275 547407 127868 906519

Rural Females 1687507 112488 71535 40953 1575019
Persons 356170 86713 72906 13807 269457
Males 172782 75068 64151 10917 97714

Malappuram Urban Females 183388 11645 8755 2890 171743
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3.17.8 Distribution of Work Force

The number of working population in different Sector is summarized in the Table 3.27.
The majority of working population is engaged as agricultural Labourers in complete
project districts and state. The cultivators are concentrated in the rural areas.
Table 3.27: Distribution of Work Force
Agricultural
Cultivators
Population
Household
labourers
Category
Workers
Workers
Workers
Industry
Districts
Other
State/
Persons Total
10283887 724155 1620851 369667 7569214
Males 7765645 602038 1078354 191637 5893616
Total Females 2518242 122117 542497 178030 1675598
Persons 7671110 693986 1507081 275387 5194656
Males 5732387 577726 1003265 136471 4014925
Rural Females 1938723 116260 503816 138916 1179731
Persons 2612777 30169 113770 94280 2374558
Males 2033258 24312 75089 55166 1878691
Kerala Urban Females 579519 5857 38681 39114 495867
Persons 767197 45924 101681 19243 600349
Males 575591 33476 59470 10767 471878
Total Females 191606 12448 42211 8476 128471
Persons 406117 40923 78024 7417 279753
Males 296380 30255 45986 3840 216299
Rural Females 109737 10668 32038 3577 63454
Persons 361080 5001 23657 11826 320596
Males 279211 3221 13484 6927 255579
Kannur Urban Females 81869 1780 10173 4899 65017
Persons 802900 27889 66066 15734 693211
Males 680944 23876 52990 10800 593278
Total Females 121956 4013 13076 4934 99933
Persons 486748 25651 58442 9539 393116
Males 409032 21948 46229 6166 334689
Rural Females 77716 3703 12213 3373 58427
Persons 316152 2238 7624 6195 300095
Males 271912 1928 6761 4634 258589
Kozhikode Urban Females 44240 310 863 1561 41506
Persons 874476 57388 155747 17612 643729
Males 750343 51352 121589 12666 564736
Total Females 124133 6036 34158 4946 78993
Persons 787763 55272 148663 16045 567783
Males 675275 49391 115836 11522 498526
Rural Females 112488 5881 32827 4523 69257
Persons 86713 2116 7084 1567 75946
Males 75068 1961 5753 1144 66210
Malappuram Urban Females 11645 155 1331 423 9736
Source: Census of India, 2001 Human Environment
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3.18 MAHE REGION

3.18.1 Location and Geographical Features:
The location of Mahe region is between 11o 42' & 11o 43' North and between 75o 31' &
75o 33' East latitude, in the geographical map. Mahe is a tiny point in the geographical
map of Kerala, the million earner for the distant Pondicherry Government, 630 kms away
from Pondicherry. In this former small French town, which covers an area of 9 Sq. kms,
over 36,000 inhabitants live in peace. This petit French town is situated on the West Coast
of Indian Peninsula, just between Kannur and Kozhikode districts, 24 kilometers from
Kannur, 64 kilometers from Kozhikode in Kerala state and is a busy trade centre. This
region is entirely rain-fed and is covered by typical red laterite soil of Malabar. There is
no forest area in the region. Mahe is bounded on the southwest by the Arabian Sea, on the
north by river Ponniyar (Moolakadavu)
and on the other sides by a stretch of
calcareous hills of medium height,
which are linked to the ghats by a series
of wooded hillocks. Mahe and Ponniyar
(Moolakadavu) are the main rivers of
the region. The River Mahe forms the
northern boundary of Mahe town
separating it from the enclaves of
kallayi and naluthara on the north.The
region, at present comprises of 1 taluk
and equal number of Community
Development Blocks. It has 4 towns,
and there is no village in this region.
3.18.2 Languages
Main languages spoken in the region are Malayalam, Tamil and Telugu
3.18.3 Transport And Communication
Mahe is well connected by road with all the major towns in Kerala & Tamilnadu State.
The distance from Pondicherry to Mahe by Road is 650 Kms and travel time is 13 to 15
hrs. Mahe is 64 Kms from Calicut (Kozhicode) of Kerala state.
Public Transport: Many town buses are in operation in this region. Many buses with
registration of Pondicherry union territory, Kerala and Tamilnadu state are plying in this
region and Long distance buses operated by Pondicherry Goverment, Tamilnadu
government and Kerala Government (KSRTC) pass through this place. Government
owned bus services like Pondicherry Tourism Development Corporation (PTDC) also run
long distance bus services between Mahe and Pondicherry.
Local Transport: City bus services are available to all places of tourist interest. Tourist
taxis and auto-rickshaws are also available here.
Airport: Nearest Airport is situated in malappuram district of Kerala State, which is 26.5
kms from Calicut (Kozhicode) city in Kerala State and 90 Kms from Mahe. The distance
between Mahe and Calicut by road is 64 Kms only. Flights are being operated from
Calicut (Kozhikode) to the Gulf countries.
3.18.4 Tourist Places
Marianne
Marianne is an imaginary character like Bharath Matha. It was established by the French
to mark the 100th anniversary of the French revolution in 1789.
The history of Mahe begins here. Literally, statue of Marianne is one of the proudest
symbols of French revolution. The slogan Liberty, Equality and Fraternity are enshrined
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on the statue, in French. It was from here that the freedom struggle of Mahe gathered
momentum. When the freedom struggle of Mahe was at its peak, it was smashed out and
thrown into the sea. Then as repentance they took it out again from the sea and erected it
on the pathar which is now a well maintained park in the name of great poet Tagore.
On every July 14th the French Nationals in Mahe assemble under this status and salute it
with great pride. For the people of Mahe, Marrianne is not just a symbol of French, but
part and parcel of their own life.
Government House
Fine examples of french architecture built by the French in 1855. The Head Quarters
office of Mahe Administration is housed in it. A walk along the mini forest at the
backside of the Government House will take you to the most beautiful viewpoint in Mahe.
The Arabian Sea, the coastline with golden sand, the greenish Mayyazhi Puzha, coconut
grooves fully hiding the houses, the emerald Dharmadam Island - all this and more can be
seen from this point.
There is a tall flag mast and a Lighthouse, which serves as guide for the ships, merchants
and Navy, which anchor of the coast. You may also see the remnants of a fort constructed
by the French. One could also enjoy the true grandam of sunset.
Mahe Boat House, Manjakkal
Mahe boathouse is located about one and half Kms (1½) away from the Government
House on the Mahe River. Speedboats, Pedal boats and Kayak boats are available.
3.19 DEMOGRAPHIC FEATURES
As a bounded place by Kerala state Mahe region enjoying all the social and
demographical standers which Kerala has been possessing; so that its demographic profile
is very similar to Kerala state but because of the administrative matters the density of
population is quit high to comparing with Kerala demographic features illustrating in
Table: 3.28
Table 3.28: Demographic Features
Sl.
Features Kerala Kannur Kozhikode Malappuram Mahe
No.
1 Area (km2) 38,863 2,966 2,344 3,550 9
2 Total Population 3,18,38,619 2,412,365 2,878,498 3,629,640 36,823
3 Population 819 813 1,228 1,022 4091

density per km2
4 Sex Ratio 1058 1,090 1,058 1,063 1147
7 Literacy Male 94.2% 96.13 93.25% 85.19%
8 Literacy Female 87.8% 89.40 86.26% 84.47%
10 Scheduled Cast 9.8% 0.33%

Population
11 Scheduled Tribe 1.1% 19,969 5,940 12,267 Nil

Population
Source: Official Web site of Mahe
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3.19.1 Agriculture
Population Since this region is adjacent to Kerala on the Malabar Coast; the region is
covered by typical red laterite soil of Malabar. Paddy is cultivated only in a few Patches.
The number of crops raised is three. Two of which are of short duration and one of long
duration. Tapioca, banana, arecanut, pepper, coconut, etc. are grown in this region
widely. The extent of wetland is limited and is entirely rain fed.
Animal Husbandry
Prior to merger, there was no regular system of dealing with livestock services. However,
after merger, livestock services in this sector had been established by the administration.
The diseases mainly prevalent among the goats in Mahe are Mastitis (wet gangrene),
retained placenta etc. Bovine and canine are the same as in other regions. Fowl-pox
cocceidiosis, paralysis etc., are prevalent here. The non-communicable diseases are
dyspepsia, enteritis, bronchitis, bloat, urinary calculi, etc. The veterinary units attend to
these effectively. An artificial insemination centre and poultry farm also exists here to
cater to the needs of the livestock. There are no lands suitable for fodder cultivation in
this region. Riverbeds are generally used as grazing centers. Cattle shows are conducted
annually and this provides incentive for those who rear good quality cattle.
3.20 CONCLUSIONS
Proposed project road will directly serve about 7.9 million people out of which
about 72 per cent is rural population and 11.63 per cent schedule caste and schedule
tribes of the total population. Since, a significant proportion of the population is
rural in the project influence area and belongs to lower strata of the society up-
gradation of project road is going to have significant socio-economic implications on
the growth and development of the region. The upgraded road will facilitate smooth
movement of men and material and reduce the overall transportation cost on the
corridor. Besides this it will help in spreading the impact of economic development
from one particular district to other districts of the area.
•••
4. TRAFFIC
4.1 GENERAL
This chapter presents traffic studies and analyses carried out for addressing issues
pertaining to widening of the project road section. The results of analysis will form inputs
for designing the pavement, developing capacity augmentation proposals, carrying out
economic and financial analysis, planning the tolling strategy, designing the toll plaza,
wayside amenities along with design of intersections on the widened project road.
Accordingly the following traffic surveys have been carried out to obtain all the necessary
data for further analysis;
• Classified Traffic Volume Counts
• Origin-Destination and Commodity Movement Surveys
• Axle Loading Characteristics or Axle Load Surveys
• Junction Volume Counts or Intersection Turning Movement Surveys
• Speed and Delay Surveys
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• Toll Rate Surveys

• Pedestrian/Animal Cross Traffic Surveys
In order to give effect to the above requirements, the project highway was initially
considered from the viewpoint of:
• The influence and location of major intersection and feeder roads affecting project
highway
For reference locations of major traffic nodes, which influence the traffic, are listed in
Table 4.1 below:
Table 4.1: Project Highway Traffic Nodes
Sl No. Intersecting Highway/Node Approximate Chainage (Km)

1. Iritti (SH-34) 159.2
2. Edakkad Town 168.8
3. Thalassery 177.0
4. Mahe (Podichery) 184.6
5. Vatakara 199.9
6. Koilandy-Thamarssery(SH-34) 222.0
7. NH-212 Junction 244.0
8. NH-213 Junction 260.2
9 Malapuram Road 292.0
10 Palakkad 310.0
11 Kuttipuram 318.0
The above locations provide a framework for carrying out the necessary surveys and
studies in accordance with the guidelines specified in IRC codes of practice. The various
survey locations, summarized on the line diagram Fig. 4.1 have been selected following
careful assessment of the traffic characteristics including entry and exit points along the
NH-17 corridor. The approach and methodology employed for carrying out the survey
works is described in the following paragraphs.
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Traffic
Figure 4.1
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4.2 CLASSIFIED TRAFFIC VOLUME COUNTS

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

Sl. No. Section
1. Valapattanam- Matanoor Junction 148.0 to 159.2
2. Matanoor Junction-Mahe 159.2 to 188.0

3. Mahe- Puthianarath 188.0 to 239.0
4. Puthianarath- Ramanattukara 239.0 to 260.2
5. Ramanattukara- Kottkal 260.2 to 290.0
6. Kottakal-Kuttipuram 290.0 to 318.0
Manual Traffic Counts at six locations (approved by NHAI) were conducted between
14.06.2006 and 08.07.2006. The locations of the major intersections were accounted for
in the selection of the survey sites in order to ensure maximum capture of traffic. The
counts were carried out in both directions, for successive 15 minutes periods, 24 hours a
day for 7 consecutive days.
Table 4.3 provides a summary of the Average Daily Traffic (ADT), peak hour traffic,
peak hour factor (PHF) flows
Table 4.3: Seven-Day Traffic Volume Count Summary (ADT)
ADT
Station Chainage Survey
No. (km) Location Total Peak hour
Vehicles PHF
PCUs PCUs
TVC-1 151.00 Puthiyatheruvu 21450 28147 2025 7.19
TVC-2 188.00 Aizhur Chungam 11806 17192 1123 6.53
TVC-3 237.00 Vengali 15261 19817 1294 6.52
TVC-4 252.00 Meenchanda 25166 30798 2104 6.83
TVC-5 290.00 Eddarikoade 13316 16526 1097 6.63
TVC-6 318.00 Kuttipuram 12757 16139 995 6.16
Maximum Traffic is observed at km 252.0 (Calicut), next is km 151.00 (Kannur),
This is because Kannur and Calicut are major traffic nodes in comparison to other
nodes on the Stretch
Minimum Traffic observed at km 318 (Kuttipuram) and km 290 (Eddarikode). Mode wise
Traffic volume summary on homogeneous sections is given in Table 4.4.
On any section of the project road composition of Cars (28 to 37 %) is very high
followed by two wheelers (15-35 %). Composition of Buses (10 to 12%), three
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Traffic
wheelers
(7 to 22 %) and trucks (6 to 10%) is also significant. Non Motorised Traffic is
minimal.
Table 4.4 Mode wise Traffic Volume Count Summary at different locations
MAV & Tractor

Mini & Std Bus
Chainage (Km)
LGV & Tractor
Non Motorised
Three Wheeler
Cars/Jeep/Van
Two Wheeler
Trucks (2&3
With Trailer
ADT (PCUs)
Station No.
axle)
TVC-1 151.00 5688 3794 5702 2685 1455 1656 129 330 28147
TVC-2 188.00 3930 2339 1844 1504 753 1233 148 51 17192
TVC-3 237.00 5591 1176 4071 1666 967 1225 170 392 19607
TVC-4 252.00 6879 3024 8749 3036 1416 1526 184 342 30798
TVC-5 290.00 5016 2964 2150 1199 1054 873 53 3 16526
TVC-6 318.00 4198 977 2965 1409 1059 1046 45 14 16139
The ADT percentage composition of the traffic Volume counts at each location is given
in Table 4.5.
Table 4.5: Average Percentage Composition of Traffic

Percentage Composition
MAV & Tractor With
Chainage (km)
Trucks (2&3 axle)

Cars /Jeep/ Van
Mini & Std Bus

Station No.
Non Motorised
Three Wheeler
Two Wheeler
LGV & Tractor
Trailer
TVC-1 151.00 26.53 17.7 26.6 12.52 6.79 7.72 0.6 1.54
TVC-2 188.00 33.30 19.82 15.62 12.74 6.38 10.45 1.26 0.43
TVC-3 237.00 36.64 7.71 26.68 10.92 6.32 8.03 1.11 2.57
TVC-4 252.00 27.34 12.02 34.77 12.07 5.63 6.07 0.74 1.36
TVC-5 290.00 37.68 22.27 16.15 9.01 7.92 6.56 0.4 0.02
TVC-6 318.00 32.94 15.76 23.26 11.05 8.30 8.21 0.36 0.11
4.3 ORIGIN-DESTINATION AND COMMODITY MOVEMENT SURVEYS

Origin-Destination surveys determine and relate the pattern of traffic flows to trip purpose
and commodities transported. The information provided by the surveys enables estimates
of the growth of future flows to be made on a more rational basis.
Project Report
4-106
The origin - destination surveys were carried out by means of the roadside interview
method at locations selected to capture all trip desires in each section. The surveys were
carried out on one working day for 24 hours on a random sampling basis. All categories
of commercial vehicles were surveyed for their trip origin, destination, trip purpose,
occupancy and weight of commodity carried. The survey crew was organized into 3 by 8
hour shifts with sufficient enumerators for each direction of flow. These enumerators
were fully trained in the use of standard interview sheets. Police help was sought to
ensure smooth flow of traffic and stoppage of randomly selected vehicles. A sample size
of 15 to 30% for different types of vehicles was collected. The results of the survey are
summarized in Table 4.6.
Table 4.6: O-D Survey Locations

REMARKS
Count Station Chainage (km) Location
/JUSTIFICATION
O-D 1 150 Puthiatheruvu Kannur By pass
O-D 2 188 Mahe Talsserry and Mahe Bypass
O-D 3 237 Calicut Calicut Bypass
O-D 4 262 Ramanatukara Calicut Bypass
A detailed zoning scheme consisting of 31 zones have been drawn up to develop the
O-D matrices.
The roadside interview data was sorted by origin and destination, the necessary expansion
factors have been applied, and trip matrices produced for each survey site for base year.
The analysis of the data provides passenger characteristics and the proportions of through
and inter-state passenger and goods Vehicle categories.
On the Project stretch traffic is contributed by various internal zones and external zones,
they are Kannur, Calicut, Thalassery, Koilandi, Mangalore, Maharashtra, and Gujarat.
The summary of the contribution of the regions towards the total traffic is given in
Table 4.7.
Load distribution of Goods vehicles analysis has been done based on the tonnage ranges,
they are- empty, 0 to 5, 5 to 10, 10 to 15, 15 to 20, and More than 20. The Load analysis
shows that 10% of the vehicles are empty, 30 % carrying 0 to 5 tonnes, 40 % carrying 5 to
10 tonnes, and rest carrying more than 10 tonnes. Load Distribution of Goods Vehicles in
percentages is given in Table 4.8.
For the Lead distribution of LGV and Trucks 0-50, 50-100, 100-500, 500-1000, <1000
km ranges have been adopted. The analysis shows that on average 40% trips within 50
kms, 35 % trips within 50- 100 kms, 25% trips within 100-500, and rest of the trips within
500-1000 km. Truck Lead analysis shows most of the trips are between 100-500 km.
Lead distribution of Goods vehicles is given in Table 4.9.
4.4 AXLE LOAD SURVEYS

The axle load survey provides data to enable the assessment of the damaging effect of
these heavily loaded vehicles. The survey was carried out for a 48-hour period using the
axle-weighing pad at 3 locations on the project highway as detailed in Table 4.10.
Project Report
4-107
Traffic
Fig 4.2a
Project Report
4-108
Fig 4.2b
Project Report
4-109
Traffic
Table 4.7: Percentage Contribution of Trip by Various Regions
Mangalore/K
Thaliparamb
Thrissur/Kot
Malapuram/
a/Kasargode
Maharasrta/
Ernakulam/
manattukar
Manjeri/Ra
Thalassery/
Papanisery
Tamilnadu
tayam/tvm
Vadakara
Koilandy/
Chainage
Palakkad
Gujarath
Northern
arnataka
Kannur
Calicut
Others
Mahe
states
Km
Passenger Vehicles
151 Car 37.04 7.56 3.01 1.12 14.83 31.62 0.32 1.44 0.64 0.00 0.00 0.32 0.00 2.10
Bus 46.53 2.80 1.50 0.58 7.03 41.37 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
189 Car 17.43 27.50 24.80 17.71 0.60 6.02 0.98 0.20 2.44 0.00 0.00 0.00 0.00 2.32
Bus 18.84 23.73 24.35 23.02 0.34 5.07 0.00 0.00 3.61 0.00 0.00 0.00 0.00 1.04
235 Car 12.62 45.37 8.36 23.86 0.00 2.54 1.77 0.14 2.44 0.00 0.00 0.00 0.00 2.38
Bus 25.06 45.25 3.00 19.81 0.00 1.25 0.18 0.19 3.61 0.00 0.00 0.00 0.00 0.21
260 Car 2.45 44.41 0.00 0.34 0.00 0.34 29.60 0.00 6.61 13.41 0.34 0.00 0.00 2.50
Bus 1.87 46.55 0.00 0.00 0.00 0.22 14.03 0.00 22.29 12.52 0.93 0.00 0.00 1.59
Goods Vehicles
151 Truck 23.31 8.70 1.80 0.60 7.59 22.50 1.20 7.59 11.12 0.00 1.20 11.97 0.00 2.45
Lgv 35.11 4.96 3.18 0.70 17.00 27.64 0.70 3.53 3.53 0.00 0.61 1.41 0.00 1.73
189 Truck 14.05 22.00 15.73 11.61 0.00 4.98 2.49 4.09 9.84 0.00 4.92 8.69 0.00 1.60
Lgv 18.18 18.83 22.64 23.31 0.00 3.96 3.96 3.96 2.64 0.00 0.00 1.32 0.00 1.20
235 Truck 9.11 31.63 5.30 14.07 0.00 4.60 2.22 6.07 9.77 0.00 4.60 8.33 2.22 2.08
Lgv 13.67 36.59 5.53 23.75 0.00 2.82 4.21 2.11 6.42 0.00 2.10 0.72 0.00 2.08
260 Truck 2.45 44.41 0.00 0.34 0.00 0.34 29.60 0.00 6.61 13.41 0.34 0.00 0.00 2.50
Lgv 1.87 46.55 0.00 0.00 0.00 0.22 14.03 0.00 22.29 12.52 0.93 0.00 0.00 1.59
Project Report
4-110
Table 4.8: Load Distribution of Goods Vehicles
Load (Tonne)
Location
(km) More
Empty 0-5 5-10 10-15 15-20
than 20
151 18.03 15.57 54.10 9.02 3.28 0
189 9.20 36.81 46.01 5.52 2.45 0
235 10.19 48.41 29.94 5.73 5.73 0
260 11.25 11.25 60.00 15.00 2.50 0
Table 4.9: Lead Distribution of Goods Vehicles
LGV Lead (km)

Location
(km) More than
0-50 50-100 100-500 500-1000
1000
151 60.00 11.64 21.98 6.38 0.00
189 41.32 31.05 22.37 5.26 0.00
235 26.00 43.71 26.71 3.58 0.00
260 35.00 33.50 31.50 0.00 0.00
Truck Lead (km)
151 34.37 5.28 27.65 26.81 5.88
189 20.78 24.94 28.77 18.99 6.52
235 14.50 32.54 29.59 14.42 8.93
260 0.00 7.97 50.79 33.26 7.97
Table 4.10: Axle Load Station

Chainage
Sl. No. Station No. Name / Reference Location
(Km)
1. AL-1 189.00 Kunhipally
2. AL-2 262.00 Ramanattukara
3. AL-3 290.00 Kottakal
The traffic census and the axle load surveys were conducted side by side. In the traffic census surveys, all
types of vehicles travelling in both directions were counted throughout the axle load survey period. The
traffic census data provides the actual break down of the traffic composition at the particular location. Due to
the requirement of stopping a vehicle for weighing, it is not possible to weigh all the commercial vehicles
passing through the site. More than 10% of commercial vehicles were weighed in the 48 hours duration on a
random sampling basis.
The major proportion of the total number of vehicles selected for Axle load survey comprised of two
axle trucks. This reflects their high percentage in the total traffic flow.
The vehicle damage factor (VDF) is a multiplier to convert the number of commercial vehicles of different
axle loads and axle configuration to the number of standard axle load repetitions. It is defined as equivalent
number of standard axles per commercial vehicle. The VDF varies with the vehicle axle configuration, axle
loading, terrain, type of road and from region to region. The VDF is arrived at from axle load surveys on
typical road sections so as to cover various influencing factors, such as traffic mix, mode of transportation,
commodities carried, time of the year, terrain, road conditions and degree of enforcement.
(cxi)
Traffic
The axle load equivalency factors recommended in the AASHTO guide are given in Annexure 2 of IRC: 37-
2001. The Axle load surveys conducted at 3 locations on the project highway do not match with the Axle
loads given in Annexure 2 of IRC: 37-2001, therefore in this study, 4th power law is used for converting axle
loads into equivalent standard axle loads.
For design purposes, the variation in Axle loads is determined by converting the actual axle loads to an
“Equivalent Axle Load (EAL)”, an equivalency is a convenient means of indexing the wide spectrum of actual
loads to one selected value. The equivalent standard Axle load is determined by the relationship:
For 2 Axle Trucks:
 W  4
ESA =  
 8.16 
For Tandem Axle Trucks (per tandem axle):
 W  4
ESA =  
 9.00 
For Light Goods Vehicles:
W  4
ESA =  
 6. 6 
Where: W = Axle Load in Tonnes
The relationship is sometimes referred to as “ Fourth power rule”. The rule states that the damaging effect of
an Axle load increases as a fourth power of the weight of an axle. In order to convert Axle loads from Axle
load survey into ESAL, they are grouped by intervals of one tonne and the frequency of each interval is
determined. Equivalency factors are obtained for each category from the “ Fourth Power Rule”. The product
of frequency of each interval and the corresponding equivalency factor gives the ESAL for that weight class
of the sample.
Total ESAL = (No. of vehicles in each weight class) x
(Load equivalency factor for that class).
The Vehicle Damage Factor (VDF) is an important indexing factor in characterising the traffic loading for a
road. It is a multiplier for converting the number of commercial vehicles of different axle loads, to the
number of standard Axle load repetitions.
The VDF is computed from the following relationship:
Total ESAL
=
No. of Vehicles Weighed
The VDF calculated for all commercial vehicles based on Axle load survey carried out on the project highway
is given in Table 4.11.
Table 4.11: Vehicle Damage Factor (VDF) for all Commercial Vehicles
Sl.
Location Chainage (Km) Type of Vehicle VDF
No.
2-Axle Truck 3.65
1. Kunipally 189.00
3-Axle Truck 3.18
(cxii)
Sl.
Location Chainage (Km) Type of Vehicle VDF
No.
Semi Articulated trucks 3.07
LGV 0.37
2-Axle Truck 3.88
3-Axle Truck 3.16
2. Ramantukara 260.20
Semi Articulated trucks -
LGV 0.37
2-Axle Truck 3.58
3-Axle Truck 3.06
3. Kottakal 292.00
Semi Articulated trucks -
LGV 0.37
4.5 TURNING MOVEMENT SURVEYS
Turning movement surveys were carried out at fifteen major intersections as given in Table 4.12. Classified
traffic volume counts of all vehicle types were made separately for all directions. The survey was conducted
for both directions at successive 15-minute intervals, for 24 hours. The location of Junction, total PCUs and
their peak hour flows are given below Table 4.12
Table 4.12 Traffic Intensity at Intersections
Peak
Chainage Name of Total
Hour
(Km) Intersection PCUs
Flow
Peak Hour
(Peak Hour %)
TMC-1 149.00 Papanserry 25,945 1355 6.86
TMC-2 159.00 Melachova 40,672 3218 7.68
TMC-3 168.00 Edakkad 12,571 953 7.77
TMC-4 177.00 Talsherry 27,907 2417 8.48
TMC-5 184.00 Mahe 24,263 1732 7.13
TMC-6 195.50 Edicherry 21,206 1562 7.24
TMC-7 199.90 Vadakara 36,200 2610 7.62
TMC-8 222.00 Koyalandi 29,485 2263 7.44
TMC-9 239.00 Pavangad 25,587 1946 7.59
TMC-10 244.00 Nadakkav 64,598 4209 11.1
TMC-11 252.00 MeenChanda 34,087 2575 7.54
TMC-12 260.00 Ramanattukara 29,861 2346 7.59
TMC-13 290.00 Kotakkal 32,369 2310 7.05
TMC-14 310.00 Valenchery 29,853 3739 7.65
TMC-15 317.50 Kuttipuram 22,157 1566 7.08
4.6 SPEED AND DELAY SURVEYS
A speed and delay survey using the moving car method was carried out at 4 sections summarised in Table
4.13. This survey provides data for assessing running speed, journey speeds and congestion levels. Journey
speed is the effective speed of a vehicle between two points. It is determined by the distance between two
(cxiii)
Traffic
points divided by the total time taken by the vehicle to complete the journey, including all delays incurred en-
route. Running speed is the average speed maintained by a vehicle over given course while the vehicle is in
motion. The length of course divided by running time determines it. A total of 6 run in each direction in the
morning and evening peak hours were carried out.
Table 4.13: Summary of Speed & Delay Analysis
Average Journey Speed Average Running Speed

Section (km)
(Kmph) (Kmph)
Sl.
Morning Evening Morning
No. Evening Peak
From To Peak Peak Peak
Up Down Up Down Up Down Up Down
1. 149 160 29.17 30.82 29.85 29.08 31.49 34.38 33.65 32.95
2. 174 180 27.48 26.77 29.32 29.44 33.97 31.45 35.03 34.91
3. 182 187 33.14 33.43 34.71 35.88 38.7 40.4 42.00 43.20
4. 197 200 30.73 31.16 30.12 28.20 34.35 35.33 33.48 31.49
5 220 224 25.93 28.78 33.53 31.70 28.83 30.73 37.36 34.31
6 241 244 23.69 22.22 22.10 23.66 28.43 26.21 25.98 27.66
7 248 251 17.48 17.57 17.39 17.70 20.49 19.87 19.78 19.96
8 271 272 16.65 16.39 15.94 16.45 28.09 24.21 22.66 24.02
9 290 292 30.18 28.54 29.32 28.35 36.5 34.79 36.45 35.65
10 311 309 25.41 25.24 25.40 25.00 33.91 32.84 33.25 31.85
Table 4.13 indicates that average journey speeds are between 25.00 Km/hour and
35.00 Km/hour. The low journey speeds can be attributed due to frequent pedestrian crossings at different
towns settlements along the road and local Traffic on the project highway at regular intervals. Calicut is very
much congested and speed in this town was recorded in the order of 22-24 km per hour. The average journey
speeds reflect the levels of congestion on the project highway.
4.7 TOLL RATE SURVEYS
Toll Rate Surveys were carried out in order to determine the willingness of highway users to pay for the
benefits accruing from the provision of high quality, 4/6-lane dual carriageway.
The perceived benefits will be in the form of time savings, reduced incidence of accidents, lower vehicle
maintenance costs and lower operating costs (e.g. lower type wear and damage). The offsetting payment will
be in the form of tolls. The toll rate survey locations are summarised in Table 4.14.
Table 4.14: Location of Toll Rate Surveys

SL .No Chainage (km) Location
1 150 Puthiatheruvu
2 188 Mahe
3 237 Elathur
(cxiv)
4 262 Ramanatukara
The enumerators were first briefed about the proposed project along with the benefits, which are expected to accrue from it to
the users. Thereafter, they were asked of their view on the project, followed by their willingness to pay and the reason for the
same. In case a respondent declined to pay the toll, attempt has been to understand their reaction in case tolls were anyway
imposed to use of the study corridor.
The data was analysed to determine how the highway users react to tolls. For this purpose, goods vehicles and
passenger vehicles were analysed separately.
Passenger Vehicles (Cars)
WILLINGNESS TO PAY
Of all the respondents, approximately 12% are not willing to pay the toll. For those who are willing to pay,
nearly 20% respondents would not pay more than Rs. 20 per trip. A toll of Rs. 30 is acceptable to 36% of
respondents whereas 20% are ready to pay a toll of Rs. 40 and 12% of total respondent are ready to pay toll
more than Rs. 40.
REASONS FOR PAYING THE TOLLS

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

In case the respondents are not willing to pay tolls to the extent fixed by the NHAI, then their reactions to the situation that
they will not be allowed on the facility, has been recorded. If the users are charged higher toll than acceptable to them, nearly
22% responded by saying that they would change their mode of travels. 27% would reduce their frequency of travel and 51%
of the respondents said that they would pay because of legal enforcement, as they have no other alternative.
Bus Operators’ Interview
WILLINGNESS TO PAY
The Bus operators’ survey has been conducted at major bus transport centers along the project highway. Of
the total number of bus operators surveyed, some operators have denied paying toll. More than 42% of
operators are ready to pay the toll up to Rs. 265.

The main reason for paying tolls has been cited is expected reduction in the total journey time and possibility of more trips
per day. Other factors were reduced transport costs and increase in speed and time saving.
Truck Operators’ Interview
As mentioned before, the acceptability to toll rates can only be expressed by the truck operators and not truck drivers. Thus,
this survey was conducted for the truck operators instead of drivers, survey was carried out separately for the operators of
light goods vehicles and 2-3 axle trucks.
WILLINGNESS TO PAY
Of all the respondents, 10% are not willing to pay the toll. Nearly 56% truck owners are willing to pay the toll less than Rs.
175 whereas very few operators are ready to pay the toll more than Rs. 200.
(cxv)
Traffic
The reasons for paying the toll have been stated as given in table below:
Reasons for Paying Tolls % of Total Responses

Higher Speed 38
Better Riding Quality 34
Reduced Cost of Travel 28
Speed has emerged as the unanimous reason for paying tolls, for most of the truck operators. This helps in completing their
trips in shorter time and hence higher vehicle utilization.
REACTIONS TO HIGHER TOLLS

Those truck operators who refused to pay toll at all, have been asked on their reaction to the situation where they will not be
allowed to use the facility, in case they do not pay tolls. Then all have responded that they would be forced to pay as a legal
enforcement.
VARIATION IN TRIPS BY IMPOSING TOLL RATES

For the goods vehicles, it was found that the truck operators would neither change their modes nor can they reduce the
frequency of travel.
For the passenger vehicles, however, it was found that if the users are charged higher toll than acceptable to them, nearly 15%
would change their mode of travel, 18% (approx.) would reduce their frequency and 51% would pay as forces by law, as they
have no other alternative.
4.8 PEDESTRIAN AND ANIMAL CROSS TRAFFIC COUNTS
Cross pedestrian counts were carried out at each of the five major intersections as given in Table
4.15. The survey results indicate that some satisfactory means of facilitating pedestrian crossing at
the intersections is required and this information will be utilised when finalising the proposals for
underpasses etc
Table 4.15: Intersections Identified for Pedestrian Traffic Count Surveys
Sl. No. Chainage (Km) Name of Intersection
1. 195.50 Edicherry-Mysore Road Junction
2. 199.90 Vadakara Junction
3. 250.50 Mini By pass Junction
4. 290.00 Kottakal
5. 310.00 Valenchery
4.9 TRAFFIC FORECAST

Approach
Investments in the transport sector constitute a significant part of the total investment. This is especially true
in the case of developing nations, where transport is the catalyst for all round development and one of the
basic infrastructures. When the capital available is scarce and has competing demands, the investments in a
highway project have to be carefully planned, keeping in view not only the present demand but also the
requirements for a reasonable period in future. This underlines the need for estimating the future traffic
accurately, whether the plan is for the construction of a new facility or the improvement of existing facilities.
The accurate estimate of future traffic will have a significant influence on the engineering design of the
facility and will influence the decision whether to take up the project or not.
Traffic forecasting is at best approximate. Traffic is generated as a result of the interplay of a number of
contributory factors. Forecasts of traffic have therefore to be dependent on the forecasts of factors such as
population, gross domestic product, vehicle ownership, agricultural output, fuel consumption etc. Future
(cxvi)
pattern of change in these factors can be estimated with only a limited degree of accuracy and hence the
forecasting of future traffic levels cannot be precise.
In this study three techniques have been adopted for estimating future traffic on the project highway.
Time series growth using previous traffic count
Historical growth in vehicle registration
Elasticity of Transport demand
Secondary Data
Besides primary surveys, the following data have been collected from various sources:
Time series data of traffic volumes on NH-17 from NH Departments
Vehicle Registration data
Tourist data
Population data
NSDP, GDP, and Per-capita income data
Petrol and diesel sale data from various petrol pumps along the highway
Petrol and Diesel sale data at State level
Time Series Data

Traffic census data on the project highway was not found in proper chronological order, as required hence not
included in the analysis. The sale of petrol and diesel data was collected from different petrol pumps (on NH-
17) to obtain seasonal factors. After examining normal and peak season averages, the seasonal factor for
project road has been taken as 1.0. The seasonal correction factors was applied on 2006 ADT data to obtain
the annual average daily traffic (AADT) for further analysis and future forecast.
Summary of annual average daily traffic (AADT) and Peak hour traffic flows are presented in the Table 4.16.
Table 4.16: Traffic Volume Count Summary (AADT)
Station AADT
Chainage (km) Survey Location
No. Vehicles PCUs
TVC-1 151.00 Puthiyatheruvu 21450 28147
TVC-2 188.00 Aizhur Chungam 11806 17192
TVC-3 237.00 Vengali 15261 19817
TVC-4 252.00 Meenchanda 25166 30798
TVC-5 290.00 Eddarikoade 13316 16526
TVC-6 318.00 Kuttipuram 12757 16139
Vehicle Registration
Category wise growth of motor vehicles for the state of Kerala has been obtained from State Planning Board
publications Estimated growth rates calculated from these are summarized in Table 4.17
(cxvii)
Traffic
TABLE 4.17: CATEGORY WISE GROWTH OF MOTOR VEHICLES IN

KERALA
Mode Growth Rate (%)
Cars 7.37
Buses 9.10
2-wheelers 10.71
3 wheelers 6.88
Trucks 4.68
Tractors 3.57
4.10 ELASTICITY OF TRANSPORT DEMAND
General
This method of long-term traffic forecasting incorporates analyses of some of the key socio economic
characteristics in the road influence area and their anticipated rates of change during the study period, these
characteristics being taken as indicators for the future growth of traffic. The growth rates for normal traffic
obtained from this approach take some account of the following factors, which affect future traffic levels
The prospective growth in the economy,
The estimated elasticity of demand for transport
Change in the structure of the vehicle fleet, for example vehicle productivity and changes in the inter-modal
share of passenger and freight demand.
Population
The population of India as per year 2001 census was 1027 million, comprising 531.3 million males and 495.7 million females
with a decadal growth rate of 21.34 %. The demographic trends in Kerala are far more positive in many aspects. The year
2001 censes of the Kerala state reveal 31.839 million constituting 15.469 million males and 16.370 million females. It has the
lowest population growth rate compared to other states in India. Its share in the population of India is 3.1%. The annual
average growth in population of the state during the year 1991 –2001 was just 0.91% as against the Indian average of 1.93%.
Per Capita Income

The per capita income in real term during the year 2003 – 2004 is estimated to attain the level of
rupees 116,840 million. The rate growth of per capita income during this period is 6.6% as against
the previous year’s growth rate of 1.8 %.
Net State Domestic Product (NSDP)

The annual average growth of the Kerala state income during 1970’s at constant price was 10.73 %and at
1970 – 1971 price was 2.16%. During 1980’s it was 12.15% at current prices and 3.39% at 1980-81 prices.
The average growth rate during 1990’s at constant price was 5.99%.
Gross Domestic Product (GDP)
The statistics published by Central Statistical Organization, the advance estimate of gross domestic product
(GDP) at factor cost at constant 1993 – 1994 prices for the year 2003 –04 has been estimated at rupees
14,245,070 million. This shows that the GDP in real term could grow at the rate of 8.1% during this period
compared to the growth rate of 4% during the previous year.
AGRICULTURE
Even though the agricultural sector has recorded positive trend in growth performance in nineties it has not
been consistent. Food crops in general have suffered a set back in area and production despite a sizeable
investment. The earlier indication as per the provisional estimate by the Department of Economics and
Statistics was that the growth rate in agricultural income would be around –5.54% in the year 2002 – 2003.
(cxviii)
However, the final figure indicated increase of 1.28%in growth. The provisional figure for 2003-04 show a
decline of 4%. The dismal performance could be attributed to decline in crop production coupled with low
prices of agricultural commodities. The deficit rainfall of SW monsoon in 2002 and 2003 also had contributed
to the decline in crop production.
Industry
Quick industrial growth estimate of the state show a negative growth in the year 2003 –2004. It is however, a
recovery, compared to 2002 – 2003. Growth rate of manufacturing sector (NSD) of Kerala for the year 2004-
2005 is estimated at constant price is –2.23%. Negative growth was recorded in several items like cotton
textile, wool, silk, manmade fabric, chemicals, non metallic, mineral products, basic metals, alloy industries,
machineries and other manufacturing industries. For all other items positive growth was recorded.
Performance in the industrial export recorded a positive growth of around 9% in 2003-2004.The major
exported commodities are Cashew, Marine products, spices, coir and its products, coffee, tea etc.
Kerala is endowed with number of deposits such as Heavy Mineral Sand, China Clay, Iron Ore, Graphite,
Bauxite, Silica sand, Lignite, Lime shell, Granite etc. However, only Heavy Mineral Sand and China Clay
contributes more than 90% of total value of mineral production in the state.
Projected Traffic Growth
The transport demand elasticity coefficients, were generated while considering following factors
Macro-economic scenario growth rate (s) and composition of NSDP
Road influence area population, size and urbanization
Reduction in truck overloading and changes in trucking fleet
Increase in vehicle productivity due to improved road condition
Shift in personalized travel modes over the period of time
Changes in the inter-modal share of passenger and freight demand
The data are presented in Tables 4.18
Table 4.18: Transport Demand Elasticity Coefficient based on NSDP in Kerala
Year
Mode
2007 2012 2017 2022 Beyond 2022
Cars 1.20 1.35 1.22 1.10 0.99
Buses 1.50 1.67 1.50 1.35 1.22
Trucks 0.80 0.86 0.77 0.70 0.63
Motorized two wheelers 1.80 1.97 1.77 1.59 1.43
3 wheeler 1.10 1.26 1.19 1.02 0.92
Growth in population and per-capita income are the principal parameters for forecasting future passenger
traffic demands. The following formula combines these parameters with the passenger vehicle elasticity:
Annual growth rate = [(1 + P/100) (1 + I/100) – 1] x 100 x E
Where:
P = annual population growth rate
I = annual per-capita income growth rate
E = elasticity coefficient.
For goods vehicles, the principal parameters are agriculture, mining, industry, trade and commerce, which are
combined and averaged before applying the elasticity coefficient to obtain the growth rate.
Future patterns of change in various parameters such as population, NSDP, primary and secondary industries,
trade and commerce, fuel consumption etc. could only be estimated with limited accuracy. Three scenarios
related to future socio-economic trends in the form of ‘most probable’, ‘pessimistic’ and ‘optimistic’ are thus
(cxix)
Traffic
adopted for comparison with the growth rates determined from the analyses of category wise growth of motor
vehicles in Kerala state. The growth rate obtained from elasticity method is named as ‘most probable’. Other
two considerations of 10% lower and 10% higher growth rates in comparison with most probable case are
named as ‘pessimistic’ and ‘optimistic’ respectively. The growth rates developed for each of these scenarios
are summarised in Tables 4.19.
Table 4.19: Traffic Growth Rates Based on Elasticity of Transport Demand
Year
Mode 2007- 2012- 2017- 2022- 2027- Beyond
2011 2016 2021 2026 2031 2031
Scenario-1: Projected Most Probable Traffic Growth Rate
Cars 7.1 7.8 7.0 6.3 5.7 5.7
Buses 5.9 6.6 7 6.3 5.3 4.7
Trucks 4.5 4.9 4.5 4.0 3.6 3.6
Motorised Two-wheelers 6.4 7 7.2 6.1 5.3 5.1
3 wheeler 8.7 9.5 9.9 8.7 7.7 7.4
Scenario-2: Projected Pessimistic Traffic Growth Rate
Cars 6.4 7.0 6.3 5.7 5.1 5.1
Buses 5.3 5.9 6.3 5.7 4.8 4.2
Trucks 4.0 4.5 4.0 3.6 3.2 3.2
Motorised Two-wheelers 5.8 6.3 6.5 5.5 4.8 4.6
3 wheeler 7.8 8.6 8.9 7.8 6.9 6.6
Scenario-3: Projected Optimistic Traffic Growth Rate
Cars 7.8 8.6 7.7 6.9 6.2 6.2
Buses 6.5 7.3 7.7 6.9 5.8 5.2
Trucks 4.9 5.4 4.9 4.4 4.0 4.0
Motorised Two-wheelers 7 7.7 7.9 6.7 5.8 5.6
3 wheeler 9.6 10.5 10.9 9.6 8.5 8.1
These growth rates have been calculated with detailed study of economic indicators of Kerala state and from
the guidelines of World Bank for the calculation of elasticity for different vehicles. The above growth rates
have been used for the economic evaluation of the project road.
Traffic Growth Rate of 5% for BOT projects. The project road is on BOT basis the traffic projection has also
been done on 5% traffic growth on per practice of NHAI.
4.11 TRAFFIC PROJECTIONS

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

Traffic growth rate related to the likely future national NSDP growth
(cxx)
Vehicle Registration
Based on the growth rate processed in Table 4.17, the traffic projections have been computed.
Elasticity of Transport Demand
Forecast has been done for all the scenarios given.
The Traffic growth rate based on elasticity of transport demand for most probable scenario has been
adopted for the project road.
Diverted Traffic
Diverted traffic refers to the traffic likely to come from other alternative roads to the Project road in view of savings in VOCs,
time, etc. after the improvement.
Generated Traffic
As the Project road connects Major districts, up-gradation of the project road will be a big boost to the region
and the trip rate will increase in the area. The Consultants on the conservative side have assumed about 10 %
generated traffic.
Traffic Projection on Road Sections
Considering the base year traffic (2006), and the proposed growth rates, and generated and diverted traffic, the
traffic projections exercise has been carried out for the entire project appraisal period. The results of the traffic
projections (2006-2036) for all the road sections in PCUs are summarized in Table 4.20.
Table 4.20: Projected Traffic for Road Sections in PCUs
(Based on Most Probable Traffic Growth Rate)
Year Km 149 Km 159.2 Km 188 to Km 239 to Km 260.2 Km 290 to

to 159.2 to 188 239 260.2 to 290 320
2006 28154 17189 19814 30791 16522 16128
2007 29901 18224 21040 32746 17561 17136
2008 31753 19325 22344 34826 18674 18210
2009 33731 20493 23734 37049 19855 19356
2010 35838 21740 25211 39420 21116 20578
2011 38078 23065 26791 41946 22459 21879
2012 40707 24610 28640 44908 24028 23404
2013 43526 26267 30623 48086 25719 25039
2014 46553 28040 32758 51508 27527 26788
2015 49786 29933 35041 55174 29463 28666
2016 53260 31957 37491 59114 31546 30680
2017 57010 34096 40082 63357 33728 32807
2018 61038 36378 42868 67915 36070 35090
2019 65371 38820 45852 72821 38576 37537
2020 70035 41432 49055 78106 41261 40162
(cxxi)
Traffic
Year Km 149 Km 159.2 Km 188 to Km 239 to Km 260.2 Km 290 to

to 159.2 to 188 239 260.2 to 290 320
2021 75046 44232 52492 83784 44143 42976
2022 79743 46889 55766 89185 46875 45654
2023 84737 49716 59250 94953 49782 48500
2024 90064 52720 62967 101111 52869 51539
2025 95742 55904 66926 107686 56156 54772
2026 101792 59298 71146 114709 59660 58214
2027 107427 62451 75097 121271 62934 61434
2028 113383 65777 79277 128232 66392 64841
2029 119693 69291 83698 135604 70046 68444
2030 126364 72993 88377 143428 73906 72254
2031 133425 76908 93332 151719 77993 76290
2032 140520 80838 98344 160078 82138 80376
2033 148009 84982 103637 168920 86507 84686
2034 155912 89345 109232 178284 91123 89238
2035 164263 93940 115140 188183 95991 94048
2036 173081 98782 121382 198663 101134 99131
TABLE 4.20 (A) PROJECTED TRAFFIC ON 5% TRAFFIC GROWTH FOR

ROAD SECTION IN PCUS.
Link-2 Link-3 Link-5 Link-6
Link1-KM 151 Link-4 km 250
Km 188 km 237 km 290 km 318
Year
Total By pass Total Total Total By pass Total Total
PCUs PCUs PCUs PCUs PCUs PCUs PCUs PCUs
2006 28154 16793 17189 19814 30791 18368 16522 16128
2007 29558 17735 18046 20795 32315 19389 17352 16931
2008 31031 18619 18945 21823 33915 20349 18212 17782
2009 32574 19544 19891 22902 35596 21358 19125 18667
2010 34201 20521 20889 24040 37361 22417 20079 19602
2011 35905 21543 21929 25227 39216 23530 21087 20578
2012 37697 22618 23027 26479 41158 24695 22139 21607
2013 39571 23743 24170 27788 43203 25922 23249 22689
2014 41546 24928 25381 29166 45346 27208 24413 23819
2015 43620 26172 26647 30618 47598 28559 25630 25012
2016 45792 27475 27980 32139 49958 29975 26914 26258
(cxxii)
Link-2 Link-3 Link-5 Link-6

Link1-KM 151 Link-4 km 250
Km 188 km 237 km 290 km 318
Year
Total By pass Total Total Total By pass Total Total
PCUs PCUs PCUs PCUs PCUs PCUs PCUs PCUs
2017 48118 28871 29374 33739 52435 31461 28259 27572
2018 50565 30339 30847 35407 55043 33026 29673 28946
2019 53141 31885 32385 37171 57778 34667 31156 30399
2020 55860 33516 34004 39018 60653 36392 32710 31915
2021 58727 35236 35705 40961 63669 38201 34350 33508
2022 61647 36988 37487 42998 66838 40102 36071 35186
2023 64711 38827 39366 45138 70159 42095 37870 36945
2024 67933 40759 41330 47385 73651 44191 39761 38788
2025 71313 42788 43397 49742 77315 46389 41752 40726
2026 74858 44914 45561 52220 81160 48696 43841 42763
2027 78584 47150 47840 54820 85202 51121 46034 44900
2028 82492 49495 50225 57548 89442 53665 48334 47144
2029 86604 51962 52737 60416 93891 56335 50750 49505
2030 90909 54545 55374 63426 98572 59143 53290 51980
2031 95437 57262 58141 66589 103481 62089 55952 54574
2032 100189 60113 61046 69905 108641 65185 58750 57303
2033 105177 63106 64099 73391 114050 68430 61687 60167
2034 110414 66248 67300 77052 119735 71841 64772 63171
2035 115916 69549 70662 80894 125695 75417 68009 66334
2036 121690 73014 74199 84927 131960 79176 71411 69647
4.12 CAPACITY ANALYSIS

Capacity Analysis for project road section is carried out to define the level of service (LOS) offer by road
under the prevailing roadway & traffic condition.
Table 4.21 shows the estimated capacities for various peak hour factors as per road user cost study report.
Table 4.21: Carriageway Capacities in (PCUs/Day) as per
Road User Cost Study (MORTH)
Two Lane Earthen Two Lane Paved IRC 64-1990 Suggested*

PHF D.S.V. D.S.V. D.S.V. D.S.V.
Capacity D.S.V Capacity D.S.V
Earthen Paved Earthen Paved
a) Carriageway Capacities in (PCUs/Day) for 2-lane Road
10 25000 12500 30000 15000 15000 17250 15000 17250
8 31250 16000 37500 18750 - - - -
7 35700 17850 42840 21420 - - 19000 23000
(cxxiii)
Traffic
Two Lane Earthen Two Lane Paved IRC 64-1990 Suggested*
PHF D.S.V. D.S.V. D.S.V. D.S.V.
Capacity D.S.V Capacity D.S.V
Earthen Paved Earthen Paved
6 41650 20825 49980 24990 - -
5.5 45450 22725 54540 27270 - - 23500 28500
5 50000 25000 60000 30000 - - - -
b) Carriageway Capacities in (PCUs/day) for Four Lane Road
10 80000 40000 93000 46000 35000 40000 35000 40000
8 100000 50000 116250 62500 - - - -
6 133280 66640 166600 83300 - - - -
5.5 145440 72720 181800 90900 - - 75000 90000
5 160000 80000 200000 100000 - - - -
* Road User Cost Study (MORTH)
At present the peak hour factor (PHF) on the project stretch is between 6 to 7%
(Refer Table 4.3), therefore for the future capacity analysis 7% has been adopted. From
the Table 4.21 Design Service Volume for four lane paved shoulders with afore
mentioned peak hour factor is between 75,000 PCUs/Day, based on this Capacity
analysis has been carried out for all the sections.
Within next thirty Years (2006-2036) at which year traffic crosses LOS ‘B’ for various road sections with &
without improvement are presented in Table 4.22(a) for traffic growth as per most probable traffic growth
rate Table 4.22(b) represent LOS on the basis of 5% traffic growth.
Table 4.22 (a): Year by Which LOS ‘B’ Terminates (Most Probable Growth Rate)
Year by Which
Four lane (Paved
Year by Which Two lane
Links Chainage (Km) / Section Shoulders)
Capacity Terminates
Capacity
Terminates
149-159.2 Already exceeded Two lane
1*. 2022*
Valapattanam- Matanoor Junction Paved Shoulder capacity
159.2-188 Already exceeded Two lane

2. 2030
Matanoor Junction-Mahe Paved Shoulder capacity
188-237 Already exceeded Two lane

3. 2028
Mahe-Puthianarath Paved Shoulder capacity
239 -262 Already exceeded Two lane

4*. 2020*
Puthianarath- Ramanattukara Paved Shoulder capacity
262-290
5. 2007 2030
Ramanattukara- Kottkal
290-318
6. 2007 2030
Kottakal-Kuttipuram
* This Link Cater Local and Bypass Traffic.
In Table 4.22 (a) the capacity analysis of various road sections shows that, four sections of the total stretch
would cater the traffic with LOS “B” until 2030. Two sections (link 1*& link 4*), which fall within Kannur
(cxxiv)
and Calicut city limits would cross the required Level of Service by year 2022, and 2020. Table 4.22(b)
shown that LOS ‘B’ lasts beyond year 2033 in all sections.
From O-D Survey data analysis 35% of the total traffic at Kannur and 30 % of the traffic at Calicut would
bypass. In this project Kannur bypass is proposed and Calicut By pass construction would be completed soon.
Hence, major traffic would bypass on link 1* and Link 4* and it will reduce the traffic to the level of other
project stretch links making it uniform with respect to traffic flow. So LOS “B” would be maintained on link
1& 4 until year 2028.
Table 4.22 (b) Capacity Analysis of Projected Traffic (5% G. Rate) for LOS “B”
Year by Which Year by Which

Year by Which Two Four lane (Paved Four lane (Paved
Links Chainage (Km) Section lane Capacity Shoulders) LOS Shoulders) LOS
Terminates "B" Terminates "B" Terminates for
for PHF 10% PHF 7%
149-159.20 Already exceeded
1 Valapattanam- Matanoor Two lane Paved 2024 2036
Junction Shoulder capacity
159.2-188 Already exceeded

2 Two lane Paved 2023 2036
Matanoor Junction-Mahe Shoulder capacity
188-237 Already exceeded
3 Two lane Paved 2021 2033
Mahe-Puthianarath Shoulder capacity
239 -262 Already exceeded
4 Puthianarath- Two lane Paved 2022 2035
Ramanattukara Shoulder capacity
262-290
5 2007 2025 Beyond 2036
Ramanattukara- Kottkal
290-318
6 2007 2025 Beyond 2036
Kottakal-Kuttipuram
4.13 DESIGN OF MAJOR JUNCTIONS

There are fifteen important junctions on the project stretch. The base year (2006) flows at all junctions are
factored by the projected growth corresponding to the trips. The peak hour flows in the base year 2006 and the
predicted peak hour flows in the year 2021 and 2031 for all major junctions are illustrated in Table 4.23.
Table 4.23: Predicted Peak Hour Flows at all Major Junctions
Peak Hour Flows including all the
Chainage Name of Arms (PCUs)
Sl. No.
(km) Intersection
2006 2021 2031
TMC-1 149.00 Papanserry 1355 4134 7888
TMC-2 159.00 Melachova 3218 9962 19079
TMC-3 168.00 Edakkad 953 2897 5508
TMC-4 177.00 Talsherry 2417 7552 14522
TMC-5 184.00 Mahe 1732 5279 10067
TMC-6 195.50 Edicherry 1562 4667 8721
(cxxv)
Traffic
Chainage Name of Peak Hour Flows including all the
Sl. No.
(km) Intersection Arms (PCUs)
TMC-7 199.90 Vadakara 2610 8374 16578
TMC-8 222.00 Koyalandi 2263 6941 13270
TMC-9 239.00 Pavangad 1946 6629 13400
TMC-10 244.00 Nadakkav 4209 13962 27711
TMC-11 252.00 MeenChanda 2575 8501 16973
TMC-12 260.00 Ramanattukara 2346 7390 14358
TMC-13 290.00 Kotakkal 2310 6847 12795
TMC-14 310.00 Valenchery 3739 14925 27564
TMC-15 317.50 Kuttipuram 1566 5017 9779
Highway grade separators are envisaged at intersection of divided rural road if the ADT (fast vehicles only)
on the cross road within the next 5 years is likely to exceed PCU/hr. and otherwise the need for such facilities
could be kept in view for future consideration/construction. An interchange may be justified when an at-grade
intersection fails to handle the volume of traffic resulting in serious congestion and frequent choking of the
intersection. This situation may arise when the total traffic of all the arms of the intersection is in excess of
10,000 PCU/hr. Based on the peak hour flow the at-grade junctions will be designed as per MOSRT &H
standards.
Intersections at km 149, 159, 168, 177, 184, 290, 310, 317.5 are under city and town limits where bypasses are
proposed; hence, these intersections would be maintained as at-grade intersections. Grade separators are
proposed wherever National Highways crossing National Highways and State Highways, they are at km 200,
222, 239, 244, 252, 260. The types of intersections proposed are given in Table 4.24.
Table 4.24: Proposed Design of Intersections
Chainage Name of Suggested Design of

Sl. No. Remarks
(Km) Intersection Intersections
TMC-1 149.00 Papanserry At-Grade Bypassed

TMC-2 159.00 Melachova At-Grade Bypassed
TMC-3 168.00 Edakkad At-Grade Bypassed
TMC-4 177.00 Talsherry At-Grade By passed
TMC-5 184.00 Mahe At-Grade By passed
TMC-6 195.50 Edicherry At-Grade -
TMC-7 200.00 Vadakara Grade Separator State Highway
TMC-8 222.00 Koyalandi At-Grade Bypassed
TMC-9 239.00 Pavangad Grade Separator State Highway
Grade Separator on NH-212
TMC-10 244.00 Nadakkav
Bypass
TMC-11 252.00 MeenChanda At-Grade By passed
Grade Separator on NH-213
TMC-12 260.00 Ramanattukara
Bypass
TMC-13 290.00 Kotakkal At-Grade Bypassed
TMC-14 310.00 Valenchery At-Grade Bypassed
(cxxvi)
Chainage Name of Suggested Design of

Sl. No. Remarks
(Km) Intersection Intersections
TMC-15 317.50 Kuttipuram At-Grade -
•••
5. PRELIMINARY ENVIRONMENTAL IMPACT ASSESSMENT
5.1 INTRODUCTION
Good surface connectivity is important for all developing countries to ensure a reasonable rate of economic
growth as well as to bring down the existing imbalance in the stages of economic development amongst
different regions of the vast country like India. The need for faster growth in the economic and social sectors
has propelled the Government of India to invest liberally in infrastructure development program and
strengthening the road network of the country has got a focus. There is a realization that improved
connectivity goes a long way in integrating the markets in the country and providing a level playing field for
the manufacturers and producers located in different regions.
The present project covers the stretch of the NH 17 between Kannur and Kuttipuram. The project road starts
off at km148.000 in Kannur district and terminates at Kuttipuram
(km 318.00) in the district of Mallapuram. It traverses through four districts like Kannur, Mahe, Kozhikode
and Mallapuram. Mahe is in Pondicherry while the other three districts are in Kerala. The noteworthy feature
of the project road is the fact that this dates back to the colonial days.
The project road has been divided into two Packages -
Package-I (km 148.000 to km 230.000)
Package-II (km 230.000 to km 318.000)
The environment clearance is done by the competent authority for the entire project not as per construction
packages and therefore the environmental study has been described for the entire project.
5.2 DESCRIPTION OF THE PROJECT
The project starts off from Valapattanam bridge at 148.000km in Kannur district and after traversing through
the districts of Mahe, Kozhikode, terminates at Kuttipuram in the district of Mallapuram. The project passes
through the settlements of Kannur, Edakkad, Thalassery, Mahe, Vadakara, Koilandy, Thiruvangoor,
Kozhikode, Feroke, Rananthkara, Irumpu Chola, Kottakkal, Vattapara, Valancherry and Kuttipuram.
The existing right of way varies between 8.70m and 40.30m. the road in general has
2-lane carriageways with paved shoulders as well as earthen shoulder and the total carriageway ranges
between 5.00m and 10m.
The road has nine railway crossings of which 4 have ROBs and 3 others are under construction. Other two
crossings have level crossing. In the improvement proposal of these 9 level crossing, 7 nos. are being avoided
and one crossing is added. The two existing ones have ROBs and parallel ROBs are needed. The additional
crossing will require a 4 lane ROBs. The project road has 25 existing bridges of which 10 are major. 368
culverts dot the existing alignment.
Improvement proposals of the existing 2-lane road have the following features:
Strengthening of the existing 2-lane carriageway
Construction of two additional lane carriageway
Construction of new flexible pavement along the existing 2-lane carriageway
Construction of new 4-lane carriages for bypasses and realigned stretches
(cxxvii)
Traffic
Provision of service roads and medians
Construction of 2-additional lane bridges by the side of the existing bridges
Construction of 18 new bridges on the proposed bypasses
95 culverts have been proposed to be retained and extended; 262 new culverts will be constructed on the
stretches of the bypasses and existing road stretches on entire project road and 315 nos. H. P. culverts
have been provided on junctions.
To avoid congested settlements 6 bypasses have been proposed and these are Kannur, Thalassery-Mahe,
Koilandy, Kozhikode, Kottakkal, and Valanchery
Road side amenities like bus shelters. Trauma and first-aid centers, food plazas and break journey points have
been provided
10 pedestrian underpasses and 25 pedestrian cum vehicular underpasses will be put in place with facilities for
use by physically handicapped persons and one overpass.
5.3 METHODOLOGY
Environmental Impact Assessment is the process in which environmental factors are integrated into the
project planning and decision-making so as to achieve ecologically sustainable development. Best practice
EIA tries to identify environmental risks, lessens conflict by community participation, and minimizes adverse
environmental effects. This has to consider all environmental parameters that are likely to be impacted by a
project. Such parameters may be bio-physical, socio-economical or cultural. The entire exercise goes through
the stages of screening, scoping, baseline survey, analysis of alternatives, identification and assessment of
impacts. Suggesting mitigation measures for mitigation of adverse impacts at different stages of the project
like the design phase, construction phase and the operation phase through development of EMP is also a part
of this process. The EMP also recommends enhancement measures in specific areas.
The Environmental Monitoring Program has been developed to monitor implementation of mitigation
measures on ground and provides detailed time schedule and duration of monitoring measures. A budget also
has been developed to take care of the costs of mitigation, enhancement and monitoring of environmental
parameters.
The consultation process established for the project has employed a range of formal and informal
consultative tools including interview survey, Focus Group Discussions (FGDs), on-site consultation
and meetings. The enactment of the participation and consultations with the stakeholders was done
at various levels throughout the project preparation stage. District Level consultation was carried out
involving the officers of the Forest Department, Agriculture Department, the State Pollution Control
Board, Irrigation and Waterways Department etc Village level consultations were held in rural,
suburban and urban areas along the corridor of impact of the project road to inform people about the
purpose and preliminary design of the project. Such consultations provided a means to get the
opinion of the people and their issues of concern. Village/local level consultations were held at
different locations. The consultation sessions have been proposed to be continued during the
implementation and monitoring stages of the project.
5.4 REGULATORY FRAMEWORK
The proposed rehabilitation and up gradation of the NH17 between km 180.00 at Kannur and
km318.00 at Kuttipuram has the following features:
The land acquisition along the existing alignment and 6 proposed bypasses is substantial.
Small stretches of the road pass through municipalities and rural areas included in CRZII and CRZ
III in the notification on Coastal Regulation Zones of Kerala
The construction of bridges on rivers and backwaters may impact some mangrove vegetation along
such water bodies
In this context, the project will require environment clearance from the MOEF, GOI. The procedure
will involve conduction of public hearing by the State Pollution Control Board of the State
Government of Kerala. The road being located in the coastal region of the state, the State Pollution
Control Board may like to have a CRZ clearance report from the Coastal Management Authority of
the State. This Authority will require a CRZ status report from one of their approved agencies for
issue of the clearance as applied for by the Proponent.
(cxxviii)
Tree felling will require the prior approval of the Department of Forests. Prior to grant of such
permission a joint verification of trees between the proponent organization and the Department of
Forests is a requirement. Compensatory plantation has to be undertaken as per proposal drawn up by
the State Forest Department.
5.5 ENVIRONMENTAL SETTING
5.5.1 Physical Resources
Rainfall
The region receives rainfall during the southwest monsoon that sets in the first week of June and
extends till September. The North-East monsoon prevails during the period of mid-October to
November. Kannur, Kozhikode districts receive annual average rainfall of 3438mm and 3266mm;
Mahe and Mallapuram receive annual rainfall of 3387 mm and 2900mm respectively.
Temperature
The region has an oppressive hot season extending between March and May. The mean daily
maximum temperature is about 35 degree Celsius. A low temperature of about 20 degree Celsius
prevail for some days during the months of December and January.
Humidity
Humidity in the study area is generally high. The relative humidity varies between 77% to 94% in
Kannur and 73% to 94% in Kozhikode. During the drier period of December-March the relative
humidity varies between 70% and 75%.
Windspeed
Wind direction changes from North-East in the hours of the morning to west in the afternoon. During
the South-West monsoon between June and September the wind blows predominantly in the south-
west. Average wind speed in Kannur varies between 2.1 km and 3.3 km per hour.
Topography
The topography of the entire section of the project corridor is open, plain in general and rolling in
stretches. The sandy coastal lowlands are comparatively narrow.
Geology, Rocks and Soil
Geological rock formations include a variety ranging from the Archeans to the recent. Archeans
occupy the midland and highland regions of the district having representations of rock-types like
charnockites, and hornblende- biotite gneiss. laterite, alluvium, lime shells, lignified woods etc cover
the remaining portion of the coastal area.
Soils in the area of influence are represented by redsoil, coastal alluvial soil, riverine alluvial soil,
acidic saline soil and black soil.
Water resources
The project corridor is rich in water resources. Rivers, backwaters, canals and other water bodies
occur in the project corridor.5 major rivers include the Valapattanam river, the Kattampally, Koyar,
Parapuzzah and Bharatpuzzah. Morad backwaters also come in the corridor. 12 irrigation canals are
present along the road. Other streams coming along the project include Anjarkandi, Dharmadam,
Eranjolipuzah, Kuttiary , Kallai, Arapuzah and Kadalundipuzah. All these rivers and streams
originate from the western slopes of the Western Ghats and flow westwards into the Arabian Sea.
Water Quality
(cxxix)
Traffic
Six locations have been selected for monitoring of water quality and these include locations for both
surface and ground water. Surface water locations include river waters and backwaters. People
consulted generally did not have any complaints about water quality. But they were not sure about
the quality of backwaters.
Air Quality
Air quality will be monitored at six selected locations in the complete section packages-I & II. The
monitoring stations are to be representative of rural, commercial and residential areas. People
consulted felt that that air quality along the road stretch is generally good.
Noise quality
Six locations have been fixed for noise level monitoring and these included samples from
residential, rural and commercial areas. People perceive that noise quality has problems in
settlement and commercial areas particularly during the hours of the day.
5.5.2 Ecological Resources
Flora
The major ecological component in the project corridor is represented by the roadside vegetation all
along the stretch varying in densities and composition. The girth class distribution also indicates that
there is considerable difference in distribution of age classes. These are primarily broad-leaved
species and include Cocos nucifera, Areca catechu, Anacardium occidentale, Acacia
auriculiformes, Tamarindus indica, Cassia spp., Delonix regia,Terminalia catappa, Azadirachta
indica, Swietenia spp. Artocarpus integrifolia etc. This vegetation not only provides shade but also
provide fruits, flowers, fuelwood and small timber for the roadside communities.
The corridor along the proposed bypasses has a much larger number of trees most of which are fruit-
bearing and these include Cocos nucifera, Areca catechu, Artocarpus integrifolia, and Mangifera
indica. Some mangrove vegetation occurs along the banks of backwaters and major rivers. Mangrove
vegetation has representation of species like Avicennia spp., Sonneratia spp. and Rhizophora spp.
The Institute of Ocean Management has identified some ecologically important mangrove areas in
Kannur of these three such areas at Dharmadam- Edakkad, Dharmadam Puzha& Anjrakandipuzah
and Valapattanam estuary come within the indirect area area of influence. These mangrove
vegetation have species like Avicennia marina, Rhizophora mucronata, Excoecaria agallocha,
Acrostichum aureum, Acanthus illicifolius and Cerebra manghas.
The aquatic flora of the different water bodies in the project area of influence is represented by a
variety of floating, emergent, marginal and submerged vegetation. Phytoplanktons are represented by
blue green algae, green algae, diatoms, dinoflagellates etc.
Some reserved forests/ vested forests of Kannur Forest Division will fall in the indirect area of
influence of the project.
Fauna
Fish resources of the variety of water bodies constitute the major fauna of the project area of
influence. The Arabian sea, brackish water bodies and fresh water rivers have distinct assemblages of
fishes. Fish fauna of the backwaters and fresh water include Oil sardines, Sole, Silverbellies, Catfish,
Seer, Mackaeral, Pomphret, Ribbonfish, Skates, Whalebait, Chirocentrus, prawns etc. Some of the
dominant fishes recorde in the mangrove areas are of Mugil cephalus, Mugil cunn parsia, Lates
calcarifer, Chanos chanos Etroplus suratensis, Tachysurs spp. etc.
Common wetland birds and birds of the rural, semi-urban and urban areas are also components of the
faunal assemblage. Snakes, rodents, frogs , mongooses, civets etc are also found along the project
corridor.
5.5.3 Cultural, Historical and Archaeological Resources
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Some important historical and archaeological resources occur in the project area of influence. These include Arakkal Museum in
Kannur town, Kunhalli Maraikkar Memorial near km 203.00 located 3 km away from the project road. Kappad beach in
Kozhikode. It has a memorial erected to mark the landing of Vasco-de-gama in 1498. Kadampuzzah temple located 2km away
from the project road near km 302.70 is an important cultural resource for the local community. Thalassery Fort is located 150
metres away from the existing alignment at Thalassery town.
Approximately 83 religious structures like temples, mosques and churches come along the project
road.
5.6 PUBLIC CONSULTATION
The importance of early communication with the stakeholders during environmental assessment can
hardly be overemphasized. The stakeholders can provide pools of information into the process,
regarding concerns to be recognized, considered or to be reflected. In this context, public
consultation was carried out during the study period as an integral part of environmental assessment
process to assess the people’s reaction to the proposed project, and to solicit views of stakeholders,
which could be incorporated in the project design. Such consultation was also intended to generate a
sense of belonging and involvement amongst the stakeholders.
Public consultation revealed that the communities use the road extensively for a variety of purpose. So local
people in the immediate neighborhood have an interest in widening of the road but they had some reservation
in case this results in excessive dislocation of people and properties.. One of the major decisions taken from
consultations was to avoid some congested settlements by bypasses. Other issues like compensation, drainage
problem, safety, impact on roadside vegetation, compensatory plantations and impact water bodies etc. raised
by people during consultations have been taken into consideration while devising mitigation measures.
5.7 ANALYSIS OF ALTERNATIVES
There has been a conscious decision to stick to the existing alignment wherever possible causing minimal
social concern while undertaking the proposed rehabilitation and upgradation work. To reduce damages to
roadside vegetation and to keep down the level of dislocation of people and properties the option of concentric
and eccentric widening was exercised all along the alignment. Six bypasses have been proposed to avoid
congested settlements and areas prone to accidents. The proposed bypasses have been aligned involving
minimal dislocation of assets and properties. Analysis of alternatives for the existing alignment has been
carried out qualitatively for scenarios ‘With the project’ and ‘Without the project’. Analysis of alternatives
has also been done for bypasses.
5.8 ASSESSMENT OF ENVIRONMENTAL IMPACTS
5.8.1 Land and Physiography
The road stretch passes through an open, plain and rolling topography. The land acquisition also has been kept
at minimum on the existing alignment Substantial land acquisition is involved in six bypasses. There will be
no high embankments except at bridge approach locations. The borrow pits will be restored before
decommissioning. The identified quarries will however be poorer in resources after meeting the requirement
of aggregates and broken metals of different specification. Thus there will be only low level impact on land
and physiograhy. Whatever be the level of impact, such impacts will be permanent and irreversible.
5.8.2 Climate
No major impact on any of the climatic parameters is anticipated. There may however be minor temperature
changes in stretches wherefrom dense roadside vegetation will get removed. This will be local and felt by
people living close by, pedestrians and slow-moving traffic using these stretches. The removal of a very large
number of trees from the areas through which the bypasses have been aligned will also impact microclimate.
This impact will be mid-term, and reversible.
5.8.3 Air, and Noise Quality
Air quality will surely be impacted during the pre-construction and the construction phase. SPM and RPM
will be a major concern particularly in areas of congested settlements and busy junctions. This is likely to
worsen during the construction phase and this is attributable to operation of the construction machinery and
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the vehicular traffic. Some congested towns have been bypassed. These locations will get relief from high
noise level. Some sensitive receptors will require to be protected from disturbing noise level through provision
of temporary improvised sound barriers or permanent sound barriers. Impacts of air pollution along most of
the stretch of the proposed road will be moderate to low because the project road traverses a region close to
the sea. Air quality and noise quality are likely to improve during the initial years of commissioning of the
road because of larger paved surfaces and smoother riding quality resulting in less fuel consumption of the
vehicular traffic. This amelioration may however be negated over the years through neglect of road
maintenance and rise in traffic density. Noise level attenuation may also be achieved through successful
establishment of compensatory plantation along the project corridor over a much larger area in a few years
after decommissioning.
5.8.4 Water Resources
The project corridor is rich in water resources. A number of bridges have also has been proposed bypasses.
Additional two-lane bridges have been proposed along the existing bridges The road drainage through
construction of appropriately designed cross-drainage structures and lined longitudinal drains Will be put in
place to take care of storm water. The turbidity of water bodies in some stretches may be affected though the
increased sedimentation/siltation arising out of loosened soil because of tree removal, clearing/grubbing of
vegetation in construction camps, stockyards etc. Careless disposal of wastes for construction camps may also
add to the pollutant load of such water bodies. Release of construction materials like cement concrete, paints
etc may have significant local impact on water bodies where construction will be taken up. This impact on
aquatic flora and fauna can be attributed to increased alkalinity, turbidity and addition of heavy metals.
Accidental spills of petroleum products and other hazardous wastes may also impact the water bodies
adversely. Depending upon the causative factor, such impacts will be low to high. Temporally and spatially
the impacts will largely be local and short term. All such impacts shall be reversible.
5.8.5 Flora and Fauna
The road stretch has strip plantation all along the stretch. In stretches of existing alignment, the roadside
plantation is of varying density such plantations have a reasonable mix of a variety of species. Trees of
different girth classes will be impacted by the project execution. Approximately 6031 trees will be impacted
through widening along the existing alignment. The construction of proposed 6 bypasses will impact a large
number of trees. A rapid enumeration of trees indicated that approximately 74628 trees are likely to be
impacted. This is perceived as loss by the roadside communities and a great loss by the communities coming
along the bypasses. The removal of roadside vegetation may impact some climatic parameters at micro level
as brought out earlier. The communities feel that usufructs like fruits, fuelwood, small timber will also cease
to flow to the beneficiaries. The slow moving traffic and pedestrians will miss the comforting shade
particularly during summer. The common birds using this vegetation for perching and nesting will have to
look for new areas. But such impacts will be felt almost all along the stretch. Temporally and directionally
such impacts will be midterm and reversible.
Water resources are rich in flora and fauna. Phytoplanktons, zooplanktons and fish resources may be impacted
adversely through increased turbidity and alkalinity as described earlier. Spatially, temporally and
directionally such impacts will be local, short term and reversible.
5.8.6 Archaeological, Historical and Cultural Resources
No archaeological or historical resources will be impacted. Out of 83 religious structures located in the
immediate corridor of impact, 52 religious structures are likely to get impacted.
5.9 MITIGATION MEASURES

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

Land Acquisition RoW has been kept minimum as 45 m along the existing road
and at Bypasses. 195.55 ha of land will be acquired for
widening along the existing alignment and 179.70ha of land
will be required for 6 bypasses
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Major Displacement To avoid displacement, six bypasses have been proposed at
Kannur, Thalassery-Mahe, Koilandy, Kozhikode, Kottakkal,
Valanchery.
Removal of Trees Alignment design considered to reduce the number of trees to

be impacted through adoption of appropriate widening options.
Impact on public utilities Some public utilities like drinking water wells will be
e.g. community wells etc. impacted. All such utilities shall be shifted in consultation
with the communities before the starting of construction work.
Impact on Cultural Sites Widening along the existing alignment has been finalized
considering minimum damage to religious structures of
different communities
Access Restriction Vehicular and pedestrian underpasses provided; proper

signposts for people have been included in the design. Service
roads have been provided in congested locations. Medians will
be provided to segregate traffic
Borrow pits Locations selected considering minimum loss of productive

land and feasibility of restoration to productive use.
Air and noise quality Provision of by-pass will save congested settlement at Kannur,
Thallessery-Mahe, Kozhikode, Kottakal-Edarkode and
Valanchery. This will give relief from increased levels of
pollutants; such location will get respite from disturbing noise
level; sensitive receptors will be provided with noise barriers in
the form of green belt or walls.
Drainage Lined drains and adequate number cross-drainage structures

proposed on the existing alignment and proposed bypasses to
prevent water-logging and flooding.
Construction Phase: Land Environment

Soil Erosion Proper planning for slope stabilization, topsoil storage,
plantation and turfing on slopes.
Loss of topsoil Arable lands will be avoided for earth borrowing. If

needed, topsoil will be separated and stockpiled after
excavation for reuse in restoration of borrow pits and
median plantations
Borrowing of fill materials Excavation from pre-selected locations. After excavation, the
borrow pits will be dressed to match with the surround. In
specific cases borrow pits can be excavated in consultation
with local people to use those pits as water harvesting points or
surface storages for pisci-culture. Some borrow-pits could be
enhanced as rural recreation sites in consultation with
communities
Disposal of Construction Controlled and organized dumping of construction waste. Only

waste pre-selected locations conforming to local environmental
regulations will be used.
Disposal of human waste Specific landfill sites will be identified to manage solid waste
by construction workers. generated from habitation of construction workers.
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Construction Phase : Air & Noise Pollution Control
Impact Measures
Generation of Dust Water will be sprayed during construction phase, in earth
handling sites, asphalt mixing sites and other excavation areas
for suppression of dust.
Dust emission from piles of excavated material should
also be controlled by spraying water on the piles.
Special care should be taken when working near schools and
medical facilities.
Dust emission is a high-risk problem in the stone crushing
activities. Workers are exposed to high level of dust
pollution. It will be responsibility of the project proponent
to ensure that stone crushers supplying materials for this
project implement air pollution control and workers are
provided with masks. Stone crushing units should meet the
requirements under Environment (Protection) Rules, 1986.
Gaseous Pollution Vehicles and machineries will be regularly maintained to
conform to the emission standards stipulated under Environment
(Protection), Rules 1986.
Asphalt mixing sites should be located at least 500 m
away from residential areas.
Workers working in asphalt mixing and subsequent
application of asphalt mix on road surface are exposed to
high level of carcinogenic emission. These workers should
be provided with masks and it will be responsibility of the
supervising officers that the workers use the masks.
Noise Noise levels of machineries used shall conform to relevant
standards prescribed in Environment (Protection) Rules,
1986.
Workers shall not be exposed to noise level more than permitted
for industrial premises, i.e. 90 dBA (Leq) for 8 hours. Workers
exposed to high noise level should use ear plugs.
Construction work generating noise pollution near the
health facilities and residential areas should be stopped
during night.
Noise attenuation measures e.g. planting of trees, noise
attenuation structures to be erected as required.
Construction Phase: Protection of Water Resources
Siltation into water bodies Cofferdams or similar measures will be implemented during
construction on backwaters/ other water bodies.
Steep and erodible slopes will be vegetated to prevent erosion
that causes siltation.
No solid waste will be dumped near the water bodies or rivers.
Flooding due to siltation of Excavated earth, and other construction materials should
drainage channel be stored at safe distance to prevent washing out of such
materials
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Water use for construction Water sources would be selected so that local availability
is not affected. Local water bodies, tube wells, wells will
not be used. Borehole by contractors will be done with
permission from State Ground Water Board. River water
also will be used for construction purposes.
Contamination from All practical measures will be taken to prevent any
wastes uncontrolled effluent discharge from construction workers
camps and storages to water sources. The campsites will
be provided with proper drainage and connected to local
disposal system wherever possible.
Contamination from fuel Vehicle maintenance will be carried out in a confined
and wastes area, away from water sources, and it will be ensured that
used oil or lubricants are not disposed to watercourses.
Sanitation and Water use Construction camp will be organised in a planned manner.
in Construction Camps Workers shall be provided proper sanitation facilities
including toilets. Camps will have water supply facilities
like tube wells or from other sources so that local water
sources are not affected.
Construction Phase: Tree Loss
IMPACTS MITIGATION MEASURES
Loss of Trees Trees will be removed only in phases depending on the
requirement of the construction. Trees identified as snags will
be protected if not unavoidable. Fruit bearing trees will be
removed only after mature fruits have been harvested by the
beneficiaries. As per the guidelines of the State Govt. the
number of trees planted will be ten times of the trees removed
and these will be raised in the form of strip and block
plantations depending on the availability of lands within the
project corridor. The compensatory plantation plan shall be
drawn up in consultation with the State Forest Department. For
tree removal from the lands acquired for construction of the
bypasses 2 trees will be planted for each tree removed. Species-
mix of such plantations will be decided in consultation with the
communities. Some flowering and fruit trees good for attracting
birds will also be used in such plantations. A mechanism of
usufruct sharing with identified beneficiaries will be built in to
ensure protection of the compensatory plantation proposed
along the project corridor.
Construction Phase: Fauna

Loss of habitat for Compensatory Plantation programme will be taken up.
avifauna Species–mix will provide for flowering and fruit trees.
Sediment flow will be kept at minimum level through a
mix of management measures during construction near
water bodies or construction of bridges in water
environment.
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Impact on Wildlife There is no conservation site in the project corridor. The
local wild fauna include snakes, frogs, rodents etc. Water
bodies hold some resident wetland birds. Water bodies
both fresh and brackish water have rich fishery resources.
The construction camps have to be located away from this
site and awareness development camps will be organized
with the local stakeholders to ensure that there is no
hunting of wetland birds or unauthorized fishing in water
bodies.
Construction Phase: Safety Measures

Information to Public Signs will be posted on road before commencement of
construction informing public and travelers about the
work program and safety provisions.
Restriction to Access Safe and convenient passage for vehicles, pedestrians and
livestock to and from the side roads and property across
the road will be arranged during construction work
through of a proper traffic management plan for sections
where work will be in progress.
Occupational Safety for Contractor will arrange all safety measures for workers as
Construction Workers per Factories Act
Occupational Safety for All workers employed on mixing asphaltic material,
Asphalt plant workers and cement, lime mortars, concrete etc., will be provided with
Crusher plant. protective footwear and protective goggles. For crusher
workers masks will be provided. The contractor has to
ensure supply of appropriate personnel protective
equipment taking into account the nature of work and the
worksite
Use of Explosive The Contractor shall at all times organize dissemination of
information in advance and obtain such permission as is
required from all Government Authorities, public bodies
as necessary under the regulatory framework in force.
Construction Phase: Workers’ Camps
Issue Measures
Location Workers’ camps will be located away from water bodies,
schools, and residential areas.
Construction Camp will be constructed with proper accommodation
facilities, should look aesthetically good as this will be a
roadside feature during construction period
Water Contractor will arrange for potable water supply for the
workers so that local water sources are not disturbed.
Bore well for the camp will be suitable for this region.
Sanitation Workers’ camp will be provided with proper sanitation
facilities, toilets with septic tank and soak pits.
Waste management Wastewater from domestic uses, solid wastes will be
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Issue Measures
disposed of without violating environmental norms. The
measures will be site specific.
Other amenities Crèche, first aid etc as required under Factories Act
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Operation Phase : Mitigation Measures

Dust Bad road maintenance of road gives rise to dust pollution.
Road maintenance standards shall be prescribed to keep
dust production and dispersion at acceptable level
Gaseous Pollution All vehicles should be checked for “Pollution Under
Control” certificates and occasional spot testing of
emission from vehicles will be carried out with the
assistance of the local administration.. Bringing in of
stringent pollution norms and improvement of fuel quality
in future years will help in reduced gaseous pollution
Noise Noise level for different automobiles have been
prescribed in Environment (Protection) Rules, 1986.
Signs will be posted to restrict blowing of horns in front
of sensitive locations. With the establishment of strip
plantations along the project corridor the noise level will
get attenuated along the project corridor.
Surface runoff Surface runoff from the road will not be disposed directly
in the water bodies used by people for bathing etc. This
will also not be disposed directly into any watercourse
with good water quality.
Wild Life In absence of any designated conservation area in the
project corridor there are hardly any chance of loss of
wildlife through collisions with the speeding traffic.
However there will be some loss through casualties of
local wild fauna like the snakes, frogs, rodents, civets etc.
There will be proper signages to make the moving traffic
aware of this. With the decrease in turbidity and alkalinity
primary productivity of water bodies will recover leading
to restoration of aquatic floral and fish resources
resources. .
Flora Tree plantations will be monitored for a period of three
years after planting. All casualties during the first year of
creation will have to be replanted up during the second
year.
Safety Safety signs should be kept always clean and updated.
Pedestrian and vehicular underpasses, parking bays will
be maintained properly and kept free from
encroachments. Safety signposts, edge markers installed
will require proper upkeep.
Public amenities Bus Stops/ Bus shelters and other facilities like food
plazas, trauma centers etc will require to be properly
manned and maintained to keep them usable through out
the project cycle and these will be required to be kept free
from defacement and damages.
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5.10 ENVIRONMENTAL MANAGEMENT PLAN

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

Environmental Monitoring Plan ensures that the environmental mitigation measures and enhancement programme are
properly implemented and the responsibility for implementation is clearly demarcated.
Monitoring of environmental quality during construction and during operation reflects the success of
implementation of the mitigation measures. Monitoring will be conducted by the project authority with the
help of an independent monitoring organisation. Monitoring parameters, locations and frequency for air,
water, noise quality have been suggested. Monitoring of survival rates of plantations also has been suggested.
A budgetary estimate of Rs. 916.44 lacs for environmental management activities has been
presented for the entire project corridor from km 148.00 to km 318.00. The project has been
divided in two Construction Package (i) Package-I from (km. 148.00 to
km 230.00) and Package-II form (km. 230.00 to km 318.00). The Package I & II will be having Rs.
441.80 lakhs and Rs. 474.60 lakhs cost of estimate respectively.
This includes cost of mitigation measures, enhancement and monitoring. Environmental mitigation
measures which are part of engineering activities such as slope stabilization, sediment / silt control,
provision of cross-drainage etc. have not been included in this estimate.
•••
6. RESETTLEMENT ACTION PLAN INCLUDING

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

The number of structures likely to be affected throughout the project road section including in areas of
bypasses are N = 2411
As many as 6603 PAPs among 2217 households are to be impacted (Package-I =1148) and Package-II = 1069.
The affected male/female population is likely 52.9% (N=3493) and 47.1% (N=3110) respectively
The average household size is 3
Affected properties are largely residential (53.8%), commercial (37.4%), government (4.4%), religious
(3.1%), community (0.5%), other private (0.4%) and residential-cum-commercial (0.4%)
A majority of structures are of pucca type construction (71.2%) followed by semi-pucca (23.7%) and kutcha
(5.1%).
Approx 18.9% households belong to vulnerable category; a majority belongs to BPL (10.7%), WHH (3.2%),
ST (3.1%), SC (1.7%) and PHH (0.2%).
75.4% households have opted for housing/shop for housing/shop loss but 13.4% households have preferred
cash in against their housing loss, cash for land (5.7%) and land for land (5.5%).
Only 41.9% households are willing to shift voluntarily, if they are given full payment of compensation.
The land to be acquired is approx 390.86 hectares for entire project corridor
(i) Under Package-I = 250 Hectares and (ii) Under Package-II = 141 Hectare.
The R&R budget worked out to be as follows Consultant Package-I = 381 crores and Consultant Package-II =
315 crores.
The baseline socio-economic data shows that the living standard of the people is quite reasonable.
Women’s role in activities related to outdoor is reasonably low as evident from the socio-economic data.
People are migrating for employment in Gulf countries.
6.3 MEASURES TO MINIMISE DISPLACEMENT
According to the three broad categories mentioned above, a joint decision among the engineering, environmental and
social impact teams was taken to avoid land take from religious places, such as, mosques, temples, graveyard, madarsa
etc, and also congested market areas (which would save both displacement and livelihoods as well as excessive costs)
and avoid splitting agricultural fields as far as possible.
6.3.1 Public Consultation
Public consultations, discussed in the concerned chapter, created another avenue for minimising negative social impacts.
The purpose of these consultations was to obtain the views and suggestions of the potentially affected persons on the road
design and its potential impacts on the affected people. The affected persons were consulted as “focus groups”, such as a
group of affected residents and a group of affected shop owners. These are also interest groups. These interest groups
very often came up with alternative suggestions on the alignments. All attempts have been made to accommodate their
views and suggestions within the technical feasibility.
6.3.2 Analysis of Alternatives and New Alignment
The guiding principle with regard to the congested areas has been to limit the road upgrading activities within
the available corridor. Where minimising the negative impacts has not been feasible, namely in town Kannur,
Mahe, Koilandy, Kozhikode, Kottakkal and Valancherry, bypasses have been proposed at these places. The
purpose of bypasses is to minimize the displacement of the people as well as to enhance better connectivity
free from congestion.
6.3.3 Entitlement Framework
Through the proposed R&R entitlement policy and framework (“The Policy”), the project is committed to ensure that the
livelihoods of project-affected persons are at least restored to pre-project levels, with the opportunity to improve on
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living standards where possible. The policy addresses the following adverse impacts associated with road construction
and upgrading activities:
Loss of land and other privately-owned assets
Adverse impacts on subsistence/livelihood or income-earning capacity
Collective adverse impacts on groups (e.g., through the loss of business resources and assets)
To mitigate unforeseen effects on roadside communities and promote general upliftment, rehabilitation and support
measures will be extended to include households of the defined vulnerable social categories who may be adversely
affected by road construction.
Entitlements have been developed according to the NHAI Guidelines on Implementation of the NPRR. Entitlements for
land losses are in the form of cash compensation. Every effort needs to be made to provide land-based options to
households whose production levels are severely affected by land acquisition. This will primarily be achieved through
local consultative forums to assist with the identification of suitable privately owned cultivated land in the vicinity for
purchasing by the affected households.
6.4 MINIMIZED DISPLACMENT

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

1 Before Integration of Social Input 5462
After Integration of Social Input (Proposed bypasses at Kannur, Mahe,
2 2411
Koilandy, Kozhikode, Kottakkal and Valancherry)
Formatted: Bullets and Numbering
1.36.5 PUBLIC CONSULTATION AND PARTICIPATION
The public consultations were carried out simultaneously with the household survey. Local important people in the
villages were met for possible dates and places of meeting and the issues were indicated to them. On the appointed date
and time the Consultants carried out the consultations in the affected areas, including focus group discussions with truck
drivers, shopkeepers and auto drivers and women at a number of places. The consulted people were already aware of the
project and of the possibility of the loss of their land and other assets. The major concerns of the consulted people related
to the issues of adequate land and housing compensation, safety precautionary measures including specifically women
and school going children, religious places should be avoided, service lane, employment of local people during civil
work, wayside amenities and mosques, temple, madarsa, graveyard falling within PROW may be protected, land
compensation to be determined at the local market price, livelihood rehabilitation measures for business and agriculture
land losers, transparent and people friendly R&R mechanism, GRC system should be highly sound, housing affected
households may be provided with housing that should be established by NHAI, bus sheds are required to be established
along all the proposed bypass area, drainage system should be highly modernized, private tree cutting should be
authorized by the owners itselfthemselves, local labour are required to be employed by the contractor, compensation
should include the cost of standing crop if the possession of land is being taken before harvesting, children parks, bus
sheds, and parking and pedestrian facilities should be incorporated in the road design including pedestrian lane and mode
of payment to be made in the mode of cashincluding etc. However it is explained in chapter-5 of the RAP.
6.6 POLICY FOR LAND ACQUISITION
The legal procedures for land acquisition in this project will be followed as per the National Highways Act (NH Act),
1956.
6.7 ENTITLEMENT MATRIX

The basic features of the proposed policy framework are the following:
Compensation for the loss of land, or replacement land
Cash assistance to all PAFs @ Rs.10000
(cxli)
Traffic
Other, advisorial assistance.
The proposed entitlement framework for this project is presented in the following
Table 6.2.
Table 6.2: Proposed Entitlement Framework
Land Acquisition Inside Right of Way

Impacts and Assistance Criteria
Non - Non -
Vulnerable Vulnerable
Vulnerable Vulnerable
Corridor of Impact: Loss of Land, other Assets and Income – Support given to Families
1 Consultation, counselling
regarding alternatives, and
assistance in identifying new √ √ √ √
resettlement zones and
opportunities
2 Compensation for land/assets at

replacement cost plus
√ √
allowances for fees or other
charges
3 Advance notice to harvest non-

perennial crops, or
compensation for lost standing √ √ √ √
crops
4 Compensation for perennial

crops and trees, price evaluated √ √
by valuer
5 Compensation for structures or

√ √ √ √
other non-land assets
6 Right to salvage materials from

√ √ √ √
existing structures
7 R&R Assistance √ √ √ √
6.8 R&R BUDGET

The R&R budget has been estimated as part of the overall project cost. This includes tentative cost of asset acquisition,
administrative expenses, NGO involvement, and monitoring and evaluation. The cost estimate as discussed in this
chapter is only indicative and may change depending upon the starting date of the project.
The NHAI guidelines recommend that the compensation for the lost land and structures be paid through the competent
authority. In case of non-titleholder PAFs, a government-approved valuer will carry out the valuation of the affected
structures. For structures valuation, the concerned government department may be requested to assess the value.
However consultants have collected the replacement cost of structures and other losses and mitigating measures have
been suggested accordingly. These are budgeted and organized under the heading of Compensation, Assistance, Support,
and Other Activities. The estimated budget for social and R&R, including land acquisition is Rs.589 Crore
approximately. Component-wise itemised indicative budge for entire project corridor is indicated in the following Table
6.3. Budget requirements for construction Package-I&II are indicated in Table 6.3(a) and Table 6.3(a).
(cxlii)
Table 6.3: R&R Budge (Complete Project Corridor km 148.00 to km 318.00)
Amou
n
U
t
Sl. Quantity
Item Unit Rate (Rs) (
No. (m)
R
s
)
A Land Compensation
i Along existing road Sq.m 1945200 1935.5 3764973504
ii Kannur Bypass Sq.m 769500 741 570199500
iii Thalassery-Mahe Bypass Sq.m 370400 741 274466400
iv Koilandy Bypass Sq.m 495000 998 494010000
v Kozhikode Bypass Sq.m 0 886 0
vi Kottakkal Bypass Sq.m 135000 741 100035000
vii Valancherry Bypass Sq.m 193500 741 143383500
Sub-Total Sq.m 3908600 5347067904

B Structure Compensation
i Pucca Sq.m 318739 4454 1419663506
ii Semi-pucca Sq.m 46427 3091 143505857

iii Kutcha Sq.m 19009 1500 28513500
iv Boundary Wall lm 124 800 99200
Sub-Total 1591782063
C Assistance
i R&R Assistance PAF 2217 10,000 22170000
Sub-Total 22170000
D Support for Project Implementation
i ID cards PAF 2217 200 443400
ii Updating Census Data Lumpsum 100000
NGO for RAP
iii
Implementation Lumpsum 100000
Sub-Total 643400
E Other Activities
i HIV/AIDS Awareness Lumpsum 200000
ii M&E Consultants Lumpsum 200000
Sub-Total 400000
GRAND TOTAL (A+B+C+D+E) 6962063367
Approximately Rs.696 Crore
(cxliii)
Traffic
Table 6.3(a): R&R Budge (Package I - km 148.00 to km 230.00)
Amou
n
U t
Sl. Quantity
Item Unit Rate (Rs)
No. (m) (
R
s
)
A Land Compensation
ii Kannur Bypass Sq.m 769500 741 570199500
iii Thalassery-Mahe Bypass Sq.m 370400 741 274466400
iv Koilandy Bypass Sq.m 495000 998 494010000
Sub-Total Sq.m 2499930 3012941465
i Pucca Sq.m 156502 4454 697059908
ii Semi-pucca Sq.m 24033 3091 74286003
iii Kutcha Sq.m 9840 1500 14760000
Sub-Total 786157111
C Assistance
Sub-Total 11480000
i ID cards PAF 1148 200 229600
NGO for RAP

iii
Sub-Total 329600
E Other Activities
Sub-Total 200000
Say 381 Crores
(cxliv)
Table 6.3(b): R&R Budge (Package II km 230.00 to km 318.00)
Amou
n
U
t
Sl. Quantity
Item Unit Rate (Rs) (
No. (m)
R
s
)
A Land Compensation
ii Kozhikode Bypass Sq.m 0 886 0
iii Kottakkal Bypass Sq.m 135000 741 100035000
iv Valancherry Bypass Sq.m 193500 741 143383500
Sub-Total Sq.m 1408670 2334087535
i Pucca Sq.m 162237 4454 722603598
ii Semi-pucca Sq.m 22394 3091 69219854
iii Kutcha Sq.m 9169 1500 13753500
Sub-Total 805624952
C Assistance
Sub-Total 10690000
i ID cards PAF 1069 200 213800
NGO for RAP

iii
Sub-Total 313800
E Other Activities
Sub-Total 200000
Approximately 315 Crores
(cxlv)
Traffic
6.9 INSTITUTIONAL ARRANGEMENT AND PROJECT IMPLEMENTATION

The RAP has proposed institutional arrangement as per the NHAI guidelines. The Administrator or Project Director is at
the helm of affairs and his staff at the PIU has been proposed to carry out the activities. The ground level R&R activities
will be carried out by temporarily hired NGOs. These expenses have been costed in the budget.
It is anticipated that the R&R component of the project will be implemented over a period of one year. The
implementation of the RAP consists of five major stages:
Deployment and training of identified NHAI staff and NGO
Issuing of legal notification for land acquisition and the cut-off date
Verification of EPs and estimating their type and level of losses
Preparing a list of EPs for relocation
Relocation and rehabilitation of EPs.
In addition, monitoring and evaluation will also form a part of the R&R implementation strategy. The NHAI officials at
the PIU and district levels will function in supervisory roles for the R&R activities. At the project road level the NGO
selected and recruited for the purpose will carry out the actual implementation.
6.10 GRIEVANCE REDRESS
The project has provisions for redress of grievance of disputes arising out of land acquisition, compensation and
assistance to the project affected and displaced persons, families and groups. It is proposed that a Grievance Redress
Committee will be formed at the District level, which is expected to resolve the grievances of the entitled persons within
a stipulated time frame.
6.11 MONITORING AND EVALUATION

The purpose of the monitoring and evaluation is to see that the project has achieved its objective that the affected persons
have been able to maintain their pre-project livelihood status. The RAP contains indicators for achievement of the
objectives under the resettlement programme. Two levels of monitoring have been suggested in the RAP, viz. internal
and external.
6.11.1 Internal Monitoring
Internal monitoring refers to monitoring activities that will be carried out by the NHAI. It is essentially compliance
monitoring, designed to compare on a monthly basis the tasks completed with those called for under the RAP.
6.11.2 External Monitoring
This refers to the involvement of a third party, preferably an NGO with similar experience in resettlement and
rehabilitation or other social development programme that will be procured by the NHAI to evaluate the implementation
of the RAP.
The internal monitoring of the R&R activities will be carried by the PIU of the NHAI on regular basis. The external
exercise will include a mid-term and end-term evaluation of the activities. The range of activities that will need to be
monitored include:
Land acquisition and transfer procedures
Disbursement of compensation and assistance
Construction of replacement buildings by the displaced families
Rehabilitation of displaced families and business enterprises
Rehabilitation of income levels.
6.12 DISCLOSURE OF RESETTLEMENT ACTION PLAN

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

Block level offices
Other public places at the district level.
On the expiry of 30 days from the date of disclosure of the draft, the final RAP will be prepared.
•••
7. COST ESTIMATE
7.1 GENERAL
This chapter provides for preliminary cost estimate for rehabilitation and upgrading of NH 17 from km 230.00
to 320.00, Package II of the project, which includes the following by passes
1. Kozhikode by pass from km 231.00 to 264.000. Total length of the by pass is 33.00 km
2. Kottakkal- Eddarikode by pass-from km 290.00 to 294.40 on right side of the road

3. Valancherry by pass- from km 306.700 to km 311.00 on right side of the road
The ROW available for the main road is 30.00 m. It is proposed to provide 45.00 m ROW for the main road as
well as for by passes.
7.2 METHODOLOGY
The following procedure has been adopted for estimation:

Computation of unit rates of the principal work items based on State Schedule of rates for the year 2006. For
bitumen, cement and steel current market rates have been adopted. The elements of labour, material and
machinery have been adopted from the Standard Data Book of the Ministry of Shipping, Road Transport
and Highways.
Dividing the road length into widening options consisting of side widening, and by passes and working out
quantities of 1 km length of each type of road length from typical cross sections.
Computation of preliminary cost from preliminary quantities and unit rates
Computation of estimated cost of bridges from per meter rates worked out from preliminary GADs.
Computation of per sq m of deck area cost for RCC slab and box culverts from their standard drawings. The
cost of HP culverts has been worked out on the basis of their per m length cost.
Estimation of cost of Resettlement and Rehabilitation, utility relocation and environment mitigation measures
on their preliminary assessment basis.
Estimation of provision of contingencies, supervision charges and agency charges as percentage of total cost.
Estimation of total preliminary project cost.
7.3 UNIT RATES
The unit rates are based on the labour rates as per State Schedule of Rates for the year 2006. Borrow areas
have been identified along the road for borrow area soil and average lead has been worked out. Similarly
stone quarries have been identified and average lead has been worked out. For aggregate the rates have been
(cxlvii)
Traffic
worked out from State Schedule of Rates after adding the cartage cost at State Schedule of Rates. The rates for
hire charges for machinery have been taken from Standard Data Book with 25% provision for escalation.
7.4 CONSTRUCTION QUANTITIES
For preliminary estimate all the quantities have been worked out manually from preliminary drawings.
7.5 PAVEMENT DESIGN OPTIONS
For pavement design flexible pavement has been adopted except for Toll Plaza area where rigid pavement will
be provided.
7.6 BRIDGES
The provision for bridges is as under:

The provision for bridges is as under:
Major Bridges 5 No. (1 No. on main road+ 4 on Kozhikode by pass)
Minor Bridges 11 No. (4 No. on main road+7 No. on by passes)
ROB on main road 1 No. (2 lanes additional)
Under Passes 15 No. (8 No. vehicular + 7 No. Pedestrian)
Flyover 4 No.
The estimated cost of bridges including ROB and under passes works out to
Rs. 1394.37 Crores
Provision has also been made for repair and rehabilitation of bridges at an estimated cost of Rs. 10.465
Crores
7.7 CULVERTS
Provision has been made for widening the existing culverts, which are in good shape. New culverts are
proposed on by passes and the existing roads wherever required.
New culverts have also been proposed on major and minor junctions.
The no of culverts provided for reconstruction and widening are as under:
Widening of slab culverts on the existing road 54 No.
Reconstruction of slab culverts on the main road 46 No.
New construction of culverts on by passes 74 No.
Construction of HP culverts on junctions 132 No.
The total cost of culverts works out Rs 19.71 Crores
7.8 DRAINAGE AND PROTECTION WORKS
Lined drains are proposed to be constructed in the urban areas and unlined drains are proposed to be
constructed in the rural areas. Drainage chutes with pitching will be provided for embankment height more
than 6m height where RE walls have not been provided. Metallic crash barriers are proposed for height more
than 3 m. Reinforced earth/ retaining walls will be provided where necessary.
7.9 JUNCTIONS
There are 14 No major junctions besides 10 No minor junctions. Provision for improvement of these junctions
has been made in the estimate.
7.10 SERVICE ROADS
Service roads have been proposed jn most of the length of the road..
7.11 TRAFFIC SAFETY FEATURES, ROAD FURNITURE AND ROAD MARKINGS
(cxlviii)
Provision has been made for traffic safety features, road furniture and road markings on per km basis
based on the experience on similar other roads.
7.12 MISCELLANEOUS
Provision has been made for the following items under this sub head:
Toll Plaza including weigh station 2 No one no for each package
Truck Parking Areas 2 No
Way side amenities
Bus Bays including passenger shelters –10 No
Providing and maintaining Wireless Communication System/Mobile Phones
Relocation of utilities
Environmental Costs
R&R cost including land acquisition costs
Providing traffic safety measures like barricading during construction
7.13 MAINTENANCE DURING CONSTRUCTION
The existing road will be maintained during construction for running the traffic smoothly. Provision for
maintenance of existing road has been made under this sub head.
7.14 CONTINGENCIES AND SUPERVISION COSTS
The following provision has been made under this sub head: -
Contingencies 3%
Supervision Costs 6%
Administrative charges 1%
7.15 PROJECT COST
The cost of widening and strengthening the existing National High way including cost of by passes works out
as under:
Estimated cost including provision for contingencies, supervision and Administrative cost is Rs. 12601.14
million. Based on these costs the cost per km works out to
Rs. 143.20 million per km.
The cost of Civil Works, works out to Rs. 8211.504 million. Based on these costs the cost of Civil works per
km works out to Rs. 93.20 million.
Details of Abstract of cost is given in Table 7.1.
•••
(cxlix)

Project Report Vengalam Kuttipuram NH 17 - Package II

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Consultancy Services for Feasibility Study and DPR for 4/6 lane Divided carriageway of NH-17,

EXECUTIVE SUMMARY Es-1 to Es-12

1. INTRODUCTION 1-1 to 1-3

2. PROJECT DESCRIPTION 2-1 to 2-64

3. SOCIO ECONOMIC PROFILE 3-1 to 3-36

4. TRAFFIC 4-1 to 4-26

5 PRELIMINARY ENVIRONMENTAL ASSESSMENT 5-1 to 5-13

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

Index Map 1.1

Table 1.1: Terrain Classification

2 Rolling km 280.00 to km 318.00

1.3.4 Existing Route (RoW)

2.1 PROJECT INFLUENCE AREA

2.3.2 Shoulder Type and width

2.3.5 Crust Thickness of Existing Road

Sl. Chainage Location of BC + DBM WBM WMM G.S.B Morrom Total

Sl. Chainage Location of BC + DBM WBM WMM G.S.B Morrom Total

2.4.1.1 Road Roughness Surveys

Y = 1.468+0.00041*X [R^2 = 0.98]

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

Good Average Poor Very Poor

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

First Run Second Run Average of both runs

First Run Second Run Average of both runs

First Run Second Run Average of both runs

First Run Second Run Average of both runs

Roughness Measurement Studies (km 148.000 - km 208.000)

Roughness Measurement Studies (km 209.000 - km 269.000)

Roughness Measurement Studies (km 270.000 - km 318.000)

Table 2.5 (b): Roughness Measurement Studies (Kozhikode Bypass)

Roughness Measurement Studies (Kozhikode Bypass)

2.4.2 Deflection Survey

Chainage Benkelman Beam Deflection

Chainage Benkelman Beam Deflection

Chainage Benkelman Beam Deflection

Chainage Benkelman Beam Deflection

Chainage Benkelman Beam Deflection

Chainage Benkelman Beam Deflection

Delineation of Homogenous Sections

2.5 RAILWAY CROSSINGS

2.6.1 SUB-GRADE CHARACTERISTICS

2.7 COLLECTION OF SAMPLES

2.8 TESTS AND TESTING PROCEDURES

Field Density of Subgrade IS:2720 (Part 28)

2.9 INVESTIGATION OF SUBGRADE SOIL

2.10 MATERIAL INVESTIGATION

2 Name of the River Chalapara River Sand

3 Name of the River Bharthapuzha River Sand

2.11 RIGHT OF WAY (ROW)

Table 2.17: Terrain Classification

2.12.3 Horizontal Alignment

Design speed Vertical curves provided for

The following parameters are adopted for gradients:

2.12.6 Pavement Design

Strengthening of the existing two-lane carriageway.

Construction of additional two-lane carriageway for widening it to four lanes.

Construction of new flexible pavement along the existing two-lane to make it

Construction of new four-lane carriageways for proposed Bypasses and

Factors Affecting Pavement Design

Fig 2.4 cross section (Auto cadd)

Fig 2.5 cross section (Auto cadd)

Fig 2.6 cross section (Auto cadd)

Fig 2.7 cross section (Auto cadd)