Final Detailed Project CONSTRUCTION OF FOUR LANE DIVIDED HIGHWAY FROM MELUR Report TO KARAIKUDI UNDER BHARATMALA PARIYOJANA, PHASE I, ON EPC EXECUTIVE MODE IN THE STATE OF TAMIL NADU SUMMARY
E. EXECUTIVE SUMMARY E.1 INTRODUCTION
Aarvee associates were awarded the work of preparation of DPR for development of Economic Corridors, Inter Corridors, Feeder Routes, Coastal Routes to improve the efficiency of freight movement in India under Bharatmala Pariyojana (Lot – 4 Tamil Nadu - Package – 8) vide agreement signed on 21.02.2018. The details of stretches included in the said package are given hereunder:
Table-E.1: List of Project Stretches
S.N Road Category Length Classification Corridor Name Stretch Name o Old New (km) 1 Feeder Route Chennai-Puduchery Mahabalipuram - SH-49 NH-332A 99 Pondicherry 2 Inter Corridor Melur-Thanjavur- Kumbakonam - SH-64 NH-136B 59 Kumbakonam-Sirkazhi Sirkazhi 3 Inter Corridor Coimbatore – Trichy - Karur - Trichy NH-81/67 NH-81/67 77 Tanjavur 4 Inter Corridor Dindigal – Coimbatore- Mettupalayam – NH-181 NH-181 98 TN/Karnataka Border Gudalur (NH-181) 5 Inter Corridor Melur - Thanjavur Tirupattur - NH- NH-36/226 102 Tanjavur 36/226 6 Inter Corridor Melur – Thanjavur Kotampatti – SH-35 NH-383 52 (Branch to Karaikudi) Tirupattur - Ext. Karaikudi
7 Inter Corridor Melur - Thanjavur Melur - Tirupattur SH-191 NH-338 35 8 Feeder Route Chennai-Puduchery Chennai - SH-49 NH-332A 50 Mahabalipuram 9 Coastal Route Nagapatinam - Tuticorin – SH-176 - 115 Kanyakumari Kanyakumari Total Length in km 687
The alignment for the Inter Corridor branch to Karaikudi connecting the Melur to Thanjavur section was finalized with a combination of greenfield and brownfield alignment as detailed in the alignment report submitted vide letter No. AA/HW/NHAI/2145/2017-18/1889 dated 28.03.2018. The Draft Detailed Project Report for the project road was submitted vide letter No. AA/HW/NHAI/2145/2018-19/2763 dated 25.07.2018. This section is the Executive Summary for the Final Detailed Project Report for the project corridor prepared based on the findings and up-gradation proposals submitted during the Final Feasibility report submitted to the Authority.
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E.2 PROJECT OVERVIEW The existing project corridor starts on SH-191(New NH-338) at the intersection with National Highway – 45B at Melur in the district of Madurai and ends at the intersection with SH-29 at Karaikudi in the district of Siva Gangai.
The proposed project highway which consists of Green and Brown field alignments starts near Melur at Km 99.920 of NH-45B (Madurai-Trichy road) and ends at the intersection with NH-210(new NH-536) near Karaikudi. The length of the proposed alignment is 45.855 Km. The proposed project corridor passes through villages Vatakkuvalayapatty, Pillayarpatti, Kundrakudi, Patharaikudi and Koviloor (Karaikudi).
Location map is shown in Figure 1.
AA/HD/2145 E – 2 Final Detailed Project Report CONSTRUCTION OF FOUR LANE DIVIDED HIGHWAY FROM MELUR TO KARAIKUDI UNDER BHARATMALA PARIYOJANA, PHASE I, ON EPC MODE IN THE STATE OF TAMIL NADU EXECUTIVE SUMMARY
Figure 1: Location Map
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2.1 KEY FEATURES OF ALONG EXISTING PROJECT ROAD Table 1: Key features of Existing Project road Attributes Details • Km 0.000 to Km 32.000 – SH 191 (NH-338) SH/NH No. • Km 82.200 to Km 85.800 – SH 35 (NH-383 Extn.) • Km 0.000 to Km 14.000 – SH – 191A (NH-383 Extn.) Melur (209639.00m E, 1110863.00m N) – Tirupattur (238507.18 m E,1118647.66 m N) Origin - Destination Tirupattur (237283.21m E,1118679.71 m N) – Pillayarpatti – Karaikudi (252624.65 m E,1114960.88 m N) Melur, Navinipatty, Keeliyur, Malampatti, Erumaipatti, S.S.Kottai, Kottaipatti, M.Krishnapuram, Karuppur, Via towns Thiruvudaiyarpatti, Tirupattur, Pillayarpatti, Kundrakudi, Patharaikudi and Karaikudi. The existing carriageway width varies from 7.0 m to 15.5m with Existing Carraigeway mostly 2Lane and 4L in some urban locations. Service lanes and slip roads Nil • Paved Shoulder of 0 – 1.5m width Shoulder • Earthen Shoulder of 0 – 0.5m width Condition of existing Good to Poor pavement Right of Way Varies in between 10m to 30m along the project stretch Predominant land use along the Melur – Tirupattur stretch is barren land (56% on LHS, 50% on RHS), with rest being built up (24% on LHS, 20% on RHS), agricultural (8% on LHS, 11% on RHS), water bodies (3% on LHS, 2% on RHS), granite quarry(9% on LHS, 13% on RHS) and forest area (0% Land use along project road on LHS, 4% on RHS) Predominant land use along the Tirupattur – Pillayarapatty – Karaikudi stretch is barren land (60% on LHS, 61% on RHS), with rest being built up (31% on LHS, 34% on RHS), agricultural (2% on LHS, 3% on RHS) and water bodies (7% on LHS, 2% on RHS) Traffic on the stretch Predominatly passenger vehicles Toll infrastructure There are no toll plaza in the current stretch • Primarily plain(91%) and rolling(9%) terrain in Melur- Terrain Tirupattur stretch. • 100% plain terrain in Tirupattur-Karaikudi stretch. 32 structures – 1 major bridge, 2 minor bridges, 1 VOP, 28 Structures along stretch culverts Key utilities in the existing 3 HT towers and 1 HT crossing ROW Forest Stretches along Vettangudi Bird Sanctuary is situated adjacent to the existing existing ROW road from Km 20.300 to Km 21.600 for a length of 1.300Kms.
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Attributes Details Rail crossings along Nil existing ROW 2.2 PROPOSED PROJECT ROAD
As already stated, mostly greenfield alignment is adopted for project corridor and the details of the green field alignment are given in section 5.
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2.2 KEY PLAN OF EXISTING PROJECT STRETCH
Figure 2: Key Plan
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E 3. TRAFFIC DEMANDS ON PROJECT ROAD
3.1. TRAFFIC VOLUME SURVEYS
Based on the reconnaissance surveys, Mid block sections and major Intersections were identified to capture the traffic flow pattern. Classified traffic volume count, Turning movement survey, Origin & Destination surveys, Axle load surveys were conducted. Locations of the traffic surveys conducted are tabulated in Table 2.
Table 2: Location and schedule of the Traffic surveys
S. Type of Chainage Duration Date of Location Highway No Survey (km) of Survey Survey
Malampatti 11.900 SH-191 22.03.2018, 23.03.2018 3 Days and Patharaikudi 11.100 SH-191A 26.03.2018 Classified Traffic 1 Thuvakudi Toll Plaza Volume 115.000 NH-67 02.04.2018 Counts (Tanjore – Trichy Road) 1 Day Bothukudi Toll Plaza (Kotampatty – Trichy 18.000 NH-45B 03.04.2018 Road)
85.800/ SH-35 / Kummankudi 27.03.2018 Turning 0.000 SH-191A 2 24 Hours Movements SH-191A & Karaikudi 12.900 27.03.2018 NH-210
Malampatti 11.900 SH-191 22.03.2018 24 Hours Patharaikudi 11.100 SH-191A 26.03.2018
3 OD Survey Thuvakudi Toll Plaza (Tanjore – Trichy Road) 115.000 NH-67 02.04.2018
24 Hours Bothukudi Toll Plaza (Kotampatty – Trichy 18.000 NH-45B 03.04.2018 Road)
4 Axle Load 24 Hours Survey Malampatti 11.900 SH-191 22.03.2018
Patharaikudi 11.100 SH-191A 26.03.2018
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S. Type of Chainage Duration Date of Location Highway No Survey (km) of Survey Survey
Thuvakudi Toll Plaza (Tanjore – Trichy Road) 115.000 NH-67 02.04.2018
24 Hours Bothukudi Toll Plaza (Kotampatty – Trichy 18.000 NH-45B 03.04.2018 Road)
Malampatti 11.900 SH-191 26.03.2018 Number 5 24 Hours plate Survey Patharaikudi 11.100 SH-191A 26.03.2018
Automatic classified traffic volume count (ATCC) was done at four locations i.e., at Km 11.900 (Malampatti) on SH-191, at Km 11.100 (Patharaikudi) on SH-191A for 3 days and additional TVC surveys were conducted at Km 115.000 (at Thuvakudi Toll Plaza) on NH-67 of Tanjore – Trichy Section and at Km 18.000 (at Bothukudi Toll Plaza) on NH-45B of Kotampatty – Trichy Section for 1 day by using pneumatic tubes and video graphic method. The average daily traffic (ADT) was computed by using three day traffic data. By using secondary data (fuel data), Seasonal correction factor was derived which can be used as multiplication factor for converting average daily traffic (ADT) into Annual average daily traffic (AADT). The annual average daily traffic (AADT) for each location is mentioned in the Tables 3 & 4.
Table 3: AADTof the two Traffic survey locations along the project stretch
Melur – Karaikudi Section Vehicle Type Km. 11.900 (SH-191) Km. 11.100 (SH-191A)
Two Wheelers 2270 3267
Three Wheelers (Passenger) 42 119
Car 1888 1405
Tata Magic 2 4
RTC Bus 442 348
Private Bus 112 114
Mini Bus 78 56
School/ College Bus 34 46
Two Axle 160 97
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Melur – Karaikudi Section Vehicle Type Km. 11.900 (SH-191) Km. 11.100 (SH-191A)
Three Axle 29 43
Multi Axle 18 11
Heavy Earth Moving 1 2
Light Commercial Vehicle 169 61
Mini LCV 413 247
Tractor 0 8
Tractor with Trailer 3 8
Three Wheeler (Goods) 9 10
Bicycle 13 44
Cycle Rickshaw 1 1
Animal Drawn 1 0
Government Exempted 0 3
Motorised 5685 5848
Non Motorised 2 45 Vehicles Total Traffic 5687 5893
Tollable Traffic 3348 2433
Motorised 6301 5649
Non Motorised 10 24 PCU Total Traffic 6311 5673
Tollable Traffic 5094 3832
Table 4: AADT of the two additional Traffic survey locations
Madurai - Trichy Section Thanjavur - Trichy Section Vehicle Type Km. 18.000 (NH-45B) Km. 115.000 (NH-67)
Two Wheelers 5121 6039
Three Wheelers (Passenger) 49 158
Car 5006 7707
Tata Magic 2 7
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Madurai - Trichy Section Thanjavur - Trichy Section Vehicle Type Km. 18.000 (NH-45B) Km. 115.000 (NH-67)
RTC Bus 728 898
Private Bus 1006 471
Mini Bus 172 237
School/ College Bus 59 49
Two Axle 438 895
Three Axle 701 538
Multi Axle 512 329
Heavy Earth Moving 5 3
Light Commercial Vehicle 710 438
Mini LCV 674 948
Tractor 8 20
Tractor with Trailer 11 37
Three Wheeler (Goods) 3 36
Bicycle 60 42
Cycle Rickshaw 0 0
Animal Drawn 0 0
Government Exempted 5 1
Motorised 15211 18810
Non Motorised 60 42 Vehicles Total Traffic 15271 18852
Tollable Traffic 10013 12520
Motorised 20814 23131
Non Motorised 31 21 PCU Total Traffic 20845 23152
Tollable Traffic 18130 19719
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Additional traffic is added to the AADT for Homogeneous sections-I & II. The detail description is given in Chapter-6 of Main Report. Final AADT of HS-I & II are mentioned in Table-5.
Table 5: Final AADT adopted in Homogeneous Sections
HS-I HS-II Vehicle Type Km. 11.900 (SH-191) Km. 11.100 (SH-191A)
Two Wheelers 2270 3267
Three Wheelers (Passenger) 42 119
Car 3402 2359
Tata Magic 2 40
RTC Bus 442 348
Private Bus 651 140
Mini Bus 148 70
School/ College Bus 34 46
Two Axle 394 697
Three Axle 404 154
Multi Axle 217 34
Heavy Earth Moving 1 3
Light Commercial Vehicle 457 96
Mini LCV 745 412
Tractor 0 8
Tractor with Trailer 3 8
Three Wheeler (Goods) 9 10
Bicycle 13 44
Cycle Rickshaw 1 1
Animal Drawn 1 0
Government Exempted 0 3
Vehicles Motorised 9366 7813
Non Motorised 15 45
Total Traffic 9381 7858
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HS-I HS-II Vehicle Type Km. 11.900 (SH-191) Km. 11.100 (SH-191A)
Tollable Traffic 7042 4398
Motorised 13265 9191
Non Motorised 17 24 PCU Total Traffic 13282 9215
Tollable Traffic 11958 7380
3.2. AXLE LOAD SURVEY
Axle load surveys were conducted at two locations i.e., at Km 11.900 (Malampatti) on SH- 191, at Km 11.100 (Patharaikudi) on SH-191A, along the project stretch to understand the actual load spectrum of commercial vehicles plying on the project road. The results of the load survey, were converted to Vehicle Damage Factor (VDF) using equivalency factors from IRC 37-2012 for the purpose of MSA calculations. Table 6: Vehicle Damage Factor
VDF Near Malampatti @ Km 11.900 VDF Near Patharaikudi @ 11.1000 (SH-191) (SH-191A) Type of Towards Towards Towards Towards Vehicle Adopted Adopted Melur Karaikudi Karaikudi Melur
2 Axle 1.92 2.13 2.13 2.58 2.40 2.58
3 Axle 1.34 5.07 5.07 3.21 1.50 3.21
M Axle 4.04 5.23 5.23 5.05 1.49 5.05
LCV 1.69 1.77 1.77 1.74 1.31 1.74
3.3. HOMOGENEOUS SECTIONS
Considering the various AADT values along the stretch, as observed in various traffic survey locations, the total project road is divided into two homogeneous road sections for the purpose of traffic analysis and forecast so as to examine the strategies for tolling and also for pavement design purpose. Table below gives the details of the homogeneous sections identified for the project road.
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Table 7: Homogeneous Sections along the project corridor
Starting End Length of Section Design Design Location Location HS (km) Chainage (Km) Chainage (Km)
HS-1 0.000 Melur 38.000 Pillayarpatty 38.000 HS-2 38.000 Pillayarpatty 45.855 Karaikudi 7.855 3.4. TRAFFIC VOLUME FORECAST
Traffic was projected by using estimated growth rates. A minimum growth rate of 5% has been considered for capacity analysis. The growth rates adopted are given in the Table-8.
Table 8: Adopted traffic growth rate
Tractor with Year 2w 3w Car (W) Bus Goods Tractor trailor Upto 2020 10.0% 10.0% 10.0% 7.5% 6.5% 9.0% 6.0% 2021-2025 9.50% 9.50% 9.50% 7.00% 6.00% 8.50% 5.50% 2026-2030 9.00% 9.00% 9.00% 6.50% 5.50% 8.00% 5.00% 2031-2035 8.50% 8.50% 8.50% 6.00% 5.00% 7.50% 5.00% 2036-2040 8.00% 8.00% 8.00% 5.50% 5.00% 7.00% 5.00% 2040-2045 7.50% 7.50% 7.50% 5.00% 5.00% 6.50% 5.00% Beyond 2045 7.00% 7.00% 7.00% 5.00% 5.00% 6.00% 5.00%
Traffic was projected by using growth rates represented in Table-8.
National and State Highways in rural areas are normally designed for LOS B as per IRC:64. The maximum capacities per day for different types of carriageway for LOS B are: • 15,000 PCUs for 2 lane carriageway with earthen shoulders • 18,000 PCUs for 2 lane carriageway with paved shoulders • 40,000 PCUs for 4 lane divided carriageway • 60,000 PCUs for 6 lane divided carriageway The recommended Design Service Volume per day for up-gradation of highway sections as per Indian Highway Capacity Manual (Indo-HCM) are:
• 22,500 PCUs for conversion from four lane to six lane divided road • 34,000 PCUs for conversion from six lane to eight lane divided road
Projected traffic for the project stretch is represented in Tables-9 & 10.
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Table-9: Projected Traffic for Homogeneous Section-I
Capacity Criteria Volume Recommended Lane Year Capacity (In PCU) V/C Ratio LOS Configuration (PCU/day) 2018 13282 36000 0.37 B 4 lane 2019 14225 36000 0.40 B 4 lane 2020 15364 36000 0.43 B 4 lane 2021 16520 36000 0.46 B 4 lane 2022 17768 36000 0.49 B 4 lane 2023 19113 80000 0.24 A 4 lane 2024 20565 80000 0.26 A 4 lane 2025 22131 80000 0.28 A 4 lane 2026 23711 80000 0.30 A 4 lane 2027 25410 80000 0.32 B 4 lane 2028 27235 80000 0.34 B 4 lane 2029 29198 80000 0.36 B 4 lane 2030 31310 80000 0.39 B 4 lane 2031 33424 80000 0.42 B 4 lane 2032 35689 80000 0.45 B 4 lane 2033 38116 80000 0.48 B 4 lane 2034 40717 120000 0.34 B 6 lane 2035 43504 120000 0.36 B 6 lane 2036 46338 120000 0.39 B 6 lane 2037 49364 120000 0.41 B 6 lane 2038 52598 120000 0.44 B 6 lane 2039 56053 120000 0.47 B 6 lane 2040 59745 120000 0.50 B 6 lane 2041 63473 120000 0.53 C - 2042 67443 120000 0.56 C - 2043 71671 120000 0.60 C - 2044 76175 120000 0.63 C - 2045 80973 120000 0.67 C - 2046 85873 120000 0.72 D - 2047 91077 120000 0.76 D -
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Capacity Criteria Volume Recommended Lane Year Capacity (In PCU) V/C Ratio LOS Configuration (PCU/day) 2048 96605 120000 0.81 D -
Table-10: Projected Traffic for Homogeneous Section II
Capacity Criteria Volume Recommended Lane Year Capacity (In PCU) V/C Ratio LOS Configuration (PCU/day) 2018 9219 36000 0.26 A 2 lane paved shoulder 2019 9966 36000 0.28 A 2 lane paved shoulder 2020 10776 36000 0.30 A 4 lane 2021 11616 36000 0.32 B 4 lane 2022 12513 36000 0.35 B 4 lane 2023 13482 36000 0.37 B 4 lane 2024 14530 36000 0.40 B 4 lane 2025 15663 36000 0.44 B 4 lane 2026 16827 36000 0.47 B 4 lane 2027 18082 80000 0.23 A 4 lane 2028 19435 80000 0.24 A 4 lane 2029 20894 80000 0.26 A 4 lane 2030 22468 80000 0.28 A 4 lane 2031 24053 80000 0.30 B 4 lane 2032 25745 80000 0.32 B 4 lane 2033 27563 80000 0.34 B 4 lane 2034 29515 80000 0.37 B 4 lane 2035 31614 80000 0.40 B 4 lane 2036 33768 80000 0.42 B 4 lane 2037 36074 80000 0.45 B 4 lane 2038 38546 80000 0.48 B 4 lane 2039 41193 120000 0.34 B 6 lane 2040 44030 120000 0.37 B 6 lane 2041 46904 120000 0.39 B 6 lane 2042 49972 120000 0.42 B 6 lane
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Capacity Criteria Volume Recommended Lane Year Capacity (In PCU) V/C Ratio LOS Configuration (PCU/day) 2043 53247 120000 0.44 B 6 lane 2044 56745 120000 0.47 B 6 lane 2045 60480 120000 0.50 C - 2046 64276 120000 0.54 C - 2047 68316 120000 0.57 C - 2048 72616 120000 0.61 C -
Ministry has recently revised the norms to take up 4 laning if traffic is more than 10,000 PCUs per day. Reference: Policy matters – Quality Assurance
(Decision taken on File No NHAI/CGM/QA/DPRs/2017, in January 2017.)
As per the traffic survey data, there is an immediate requirement for 4 lane configuration.
3.5. TURNING MOVEMENT SURVEYS
Classified direction wise turning movement count surveys were conducted at two major intersections i.e., Kummankudi Intersection and Karaikudi Intersection to determine the need for re-design and addition of structure at the intersection.
Table-11: Turning movement survey results
Peak Total Grade Ex. Hour Peak Intersect S.No. Location Volume separator Chainage Volume Hour ion type (PCU) proposed (PCU) 85.800 06:45 – 1 Kummankudi 15841 1109 3 arm No (SH-35) 07:45 12.900 17:00 – 2 Karaikudi 15246 901 4 arm No (SH-191A) 18:00
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E 4. PAVEMENT AND CORRIDOR SURVEYS
4.1. PAVEMENT CONDITION AND DISTRESS SEEN
The overall pavement condition varies from good to poor with high percentage of alligator cracking and significant presence of potholes and raveling.
Table-12: Condition survey of existing pavement
Percentage of Severity (%) Type of distress Tirupattur – Pillayarpatti - Melur - Tirupattur Karaikudi Raveling(%) 24.30 22.58 Pot holes (%) 11.35 8.16 Edge Fretting(m) 10.00 0.00 Rut Depth(mm) 0.00 0.00 Wide > 0.000 0.000 Block 3 mm cracking (%) Narrow < 0.00 0.00 3 mm Wide > 3 15.91 1.236 Alligator mm cracking (%) Narrow < 8.75 0.090 3 mm Wide > 3 0.000 0.000 Transverse mm cracking (%) Narrow < 0.000 0.000 3 mm Wide > 3 8.312 0.000 Longitudinal mm cracking (%) Narrow < 0.625 0.028 3 mm
4.2. PAVEMENT COMPOSITION
The existing pavement structure is a flexible pavement consisting of sub-grade, sub-base, granular base and bituminous top. The summary of pavement composition seen is as follows
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Table-13: Composition of existing pavement
Chainage Bitumen Granular Granular S. No. Side Total (Km) (BC+DBM) Base Sub-base Melur to Pillayarpatty 01 Km 27.000 RHS 150 420 180 750 02 Km 27.500 LHS 130 410 160 700 03 Km 28.000 LHS 120 390 110 620 04 Km 28.500 RHS 140 380 130 650 05 Km 29.000 RHS 120 390 200 710 06 Km 29.500 LHS 120 370 210 700 Pillayarpatty to Karaikudi 01 0.00 RHS 110 130 200 440 02 0.500 RHS 120 140 210 470 03 1.000 LHS 160 140 330 630 04 1.500 LHS 150 130 310 590 05 3.000 RHS 90 160 310 560 06 3.500 RHS 100 150 320 570 07 4.000 LHS 130 200 180 510 08 4.500 LHS 140 180 210 530 09 5.000 RHS 130 100 230 460 10 5.500 RHS 150 120 240 510 11 6.000 LHS 140 230 190 560 12 6.500 LHS 150 220 180 550 13 7.000 LHS 160 240 200 600 14 7.500 RHS 190 320 290 800
4.3. PAVEMENT STRENGTH
FWD was carried out to test strength of the existing pavement, and the 15th percentile of moduli of subgrade, granular and bituminous layers have been calculated for project road to enable design of overlay for the road.
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Table-14: 15th Percentile Back calculated Modulus Values
Section & Side 15th Percentile of Moduli for the design Bituminous (Mpa) Granular (Mpa) Subgrade (Mpa) Melur to Karaikudi (Km 5.000 to Km 2333 228 77 12.500) LHS Melur to Karaikudi (Km 5.000 to Km 4307 199 77 12.500) RHS
4.4. SUB-GRADE SOIL SURVEY
Extensive review of available soil information and testing was done to understand the sub- grade characteristics. Summary of soil investigation surveys is as follows:
Table-15: Soil Investigation Survey results
Grain Size Analysis Atterberg Limits Core cutter
t n a o
i ) t ) R a % B % ( c
( ) i C I )
S.no Chainage & side f
Coarse Medium Fine Liquid Plastic Plasticit c i D S c d s % F D
Gravel Fines / ( s e
F g a k
Sand Sand Sand Limit Limit y Index ( C l
a
% % C
D M o S S D % % % % % % N I F SECTION : km. 0+000 (Melur) to km. 37+500 (Pillaiyarpatti) 1 km. 27+000, RHS 7.0 6.1 26.0 27.6 33.3 SC 63 17 46 82 1.80 12.21 5 2 km. 28+000, LHS 15.4 13.4 22.4 20.3 28.5 SC 70 18 52 90 1.71 19.54 4 3 km. 29+000, RHS 10.1 10.7 26.4 16.8 36.0 SC 80 17 63 60 1.78 15.96 6 SECTION : km. 0+000 (Pillaiyarpatt) to km. 7+750 (Koviloor) 1 km. 0+000, RHS 5.8 6.1 22.2 41.8 24.1 SM NP NP NP 0 1.88 3.11 7 2 km. 1+000, LHS 14.8 13.7 25.8 29.4 16.3 SM NP NP NP 0 1.90 3.58 9 3 km. 3+000, RHS 16.8 20.5 15.9 18.3 28.5 SC 32 15 17 10 1.69 10.86 6 4 km. 4+000, LHS 16.2 9.6 19.0 31.7 23.5 SC 21 12 09 0 1.78 3.97 9 5 km. 5+000, RHS 6.5 5.9 24.1 41.0 22.5 SC 19 13 06 0 1.71 2.62 7 6 km. 6+000, LHS 29.5 9.5 14.6 19.7 26.7 SC 33 14 19 10 1.73 10.17 8 7 km. 7+700, RHS 7.0 6.1 22.4 39.4 25.1 SC 19 11 08 0 1.81 3.60 10
Table-16: Soil types observed
Soil Type % of length Plasticity Index Comments Clayey Sand (SC) 80% 8 to 63 - Silty Sand (SM) 20% Non-plastic -
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E.5 IMPROVEMENT PROPOSALS
5.1 PROPOSED ALIGNMENT The proposed Project Highway starts with design chainage Km 0.000 near Melur, at the intersection with NH-45B (Madurai - Trichy road) and ends at design chainage Km 45.855 at the intersection with NH-210 (new NH-536) near Karaikudi. The project stretch passes through the districts of Madurai and Siva-Gangai in the state of Tamil Nadu.
Figure 3: Map showing proposed alignment of project road 5.2 GREENFIELD ALIGNMENTS Considering built up locations along the existing road, granite quarry near Keelayur, Vettangudi Bird Sanctuary and poor geometry, a Greenfield Alignment is proposed from Melur to Pillayarpatty.
Table 17: Greenfield Alignment
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Design Chainage (Km) Design Length GreenField Alignment From To (Km) Melur to Tirupattur 0.000 27.100 27.100 Tirupattur to Pillayarpatty 29.700 37.970 8.270
5.3 ROAD GEOMETRY The project road has been designed to accommodate speeds of 100kmph, adopted as per IRC SP: 84-2014.
5.4 WIDENING SCHEME
80% of the proposed alignment is passing through greenfield. Four lane configuration is proposed throughout the project stretch.
Based on availability of ROW and the land acquisition constraints, greenfield alignment is proposed and summary of widening scheme is given in below table.
Table 18: Summary of widening type proposed
S.No Type of widening Length (Km) 1 Concentric 1.185 2 Eccentric, Left 1.170 3 Eccentric, Right 2.440 4 Greenfield 23.650 5 VUP/LVUP/FO Approaches 16.750
5.5 PAVEMENT DESIGN 5.5.1 Design period, loading and pavement type Using the projected traffic, VDF values, lane and directional distribution factors, the design traffic loading used for the project is 20 MSA.
Through preliminary design and life cycle comparisons, the flexible type of pavement was chosen for construction with a design life of 15 years as per IRC: 37-2012 has been considered for design.
5.5.2 Design sub-grade strength Considering the soil investigations conducted in the project road area and the availability of suitable soil in the region, the following sub-grade strength has been assumed to vary from 5% to 10% for various sections of the highway.
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5.5.3 PAVEMENT COMPOSITION FOR NEW CARRIAGEWAY 5.5.3.1 Flexible Pavement The proposed pavement composition for the project corridor according to IRC:37-2012 is as given below:
Table 19: Proposed pavement composition
Design Chainage Design MSA CBR Crust Composition in mm Section Start End (15 yrs) (%) BC DBM WBM GSB Total 1 0.000 38.000 20.0 10 40 80 250 200 570 2 38.000 45.855 20.0 10 40 80 250 200 570
5.5.3.2 Rigid Pavement
Rigid pavement for entire project corridor including toll plaza is designed in accordance with IRC:58-2015.
Table 20: Rigid Pavement Crust Composition
Rigid pavement with Tied concrete shoulders S.No Item HS-1 HS-2 1 PQC of M40 grade, mm 260 280 2 DLC of M10 grade, mm 150 150 3 GSB, mm 150 150 4 Dia. of Dowel bar, mm 40 40 5 Length of Dowel bar, mm 500 500 6 Spacing of Dowel bar, mm 300 300 7 Dia. of Tie bar, mm (Plain 12 12 bars) 8 Length of tie bar, mm 580 580 9 Spacing of tie bar, mm 465 400
5.5.4 Strengthening of existing pavement
The strengthening requirements for the existing pavement have been estimated by Falling Weight Deflectometer survey. The design overlay proposed is as below:
Table 21: Overlay thickness required
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Life of Pavement after Overlay Proposed Overlay Section & Side thickness Fatigue Rutting Melur to Karaikudi (Km. 5.000 49.53 msa 272.09 msa 50 mm to Km. 12.500) LHS Melur to Karaikudi (Km. 5.000 85.90 msa 397.37 msa 50 mm to Km. 12.500) RHS
5.5.5 Pavement design for service lanes
Pavement for service lanes is designed for MSA of 10 with a design CBR of 10%. The composition for the flexible service lane pavement along the project corridor is as follows:
Table-22: Pavement Composition for Service Road
Design thickness Total thickness S.No Pavement composition (mm) (mm) 1 Bituminous Concrete (BC) 40
2 Dense Bituminous Macadam (DBM) 50 540 3 Wet Mix Macadam (WMM) 250
4 Granular Sub-Base (GSB) 200
5.6 DESIGN OF STRUCTURES
Along the project stretch, there are several bridges, culverts, under/overpasses and flyovers. A summary of the total number and proposed additions is given in the table below
Table-23: Proposed improvement to structures along project road
S.No Dismantle & Retain & New Structure Total . Reconstruction Widen Construction 1 Major Bridge - - 9 9 2 Minor Bridge - 1 18 19 3 Box Culvert 11 6 55 72 4 Trumpet - - 1 1 5 Flyover - - 1 1 6 Vehicle overpass - - 1 1 7 Vehicle underpass - - 9 9 8 Vehicle underpass (SVUP) - - 12 12 9 Vehicle underpass (LVUP) - - 1 1
AA/HD/2145 E – 23 Final Detailed Project CONSTRUCTION OF FOUR LANE DIVIDED HIGHWAY FROM MELUR Report TO KARAIKUDI UNDER BHARATMALA PARIYOJANA, PHASE I, ON EPC EXECUTIVE MODE IN THE STATE OF TAMIL NADU SUMMARY
5.7 INTERSECTIONS AND GRADE SEPARATORS
The details of major junctions and grade separated structures are represented in below tables:
Table-24: List of Major Junctions
Existing Design Leads to Village Type of S.No Chainage Chainage Intersection Left Right (Km) (Km) Tirupattur, 1 - 29.816 + Panayampatti Pudukkottai 2 12.900 45.855 + Trichy Madurai
Table-25: List of Grade separated structures
Design Chainage Type of Name of Intersecting S. No Span (m) (Km) Structure Road
1 0.433 2 X 30 X 5.5 Trumpet NH 38 (old NH 45B)
2 0.760 1 X 20 X 5.5 VUP -
3 2.157 1 x 7 x 4.0 SVUP Filed Track
Keeliyur to 4 4.598 1 x 15 x 5.5 VUP Thaniyamangalam Keeliyur to 5 7.115 1 x 7 x 4.0 SVUP Thaniyamangalam Road Kongampatti to Ariyurpatti 6 8.978 1 x 7 x 4.0 SVUP Road Kongampatti to 7 10.331 1 x 20 x 5.5 VUP Jeyankondanilai Road E.Malampatti to 8 11.622 1 X 7 X 4.0 SVUP jeyankondanilai Road Erumaipatti to Nainappatti 9 14.325 1 x 7 x 4.0 SVUP Road
10 15.700 1 x 7 x 4.0 SVUP Mampatti Road
Erumaipatti to Mampatti 11 16.080 1 x 7 x 4.0 SVUP Road Erumaipatti to Mampatti 12 17.063 1 x 7 x 4.0 SVUP Road
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Design Chainage Type of Name of Intersecting S. No Span (m) (Km) Structure Road
Sevalpatti to Mampatti 13 19.160 1 x 7 x 4.0 SVUP Road Sevalpatti to Mampatti 14 19.914 1 x 7 x 4.0 SVUP Road Kundenthalpatti to 15 20.540 1 x 7 x 4.0 SVUP Tirukostiyur Road Thirupattur to Tirukostiyur 16 26.110 2 x 30 x 5.5 FO Road Ranasingapuram 17 27.508 1 x 7 x 4.0 SVUP Kattambur Road Thirupattur to 18 29.816 1 x 30 x 5.5 VUP Themmapatti Road Thirupattur to Thalakavur 19 33.744 2 x 30 x 5.5 VOP Road Pillayarpatty Kilamadam 20 36.900 1 x 12 x 4.0 LVUP Road
21 40.582 1 X 15 X 5.5 VUP Kundrakudi Road
22 44.400 1 X 15 X 5.5 VUP Patharaikudi Road
5.8 TOLL PLAZAS Based on the traffic surveys, O-D surveys and layout of project road, One toll plaza has been proposed along the project road. and the same mentioned in the table Table 26: Location of Toll Plaza
Location of Toll Plaza Minimum number of Toll lanes Location Existing Design Entry Exit chainage (Km) chainage (Km)
Brahmanapatti - 22.000 7+1 7+1
5.9 WAYSIDE AMENITIES PROPOSED A summary of the improvements proposed is given below.
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Table 27: Proposed user amenities along project stretch
S.No Amenity type Proposed 1 Rest Areas 1 2 Truck lay-byes 4 3 Bus bays 2 4 Bus shelters 16
AA/HD/2145 E – 26 Final Detailed Project CONSTRUCTION OF FOUR LANE DIVIDED HIGHWAY FROM MELUR Report TO KARAIKUDI UNDER BHARATMALA PARIYOJANA, PHASE I, ON EPC EXECUTIVE MODE IN THE STATE OF TAMIL NADU SUMMARY
E.6 ENVIRONMENTAL IMPACT ASSESSMENT 6.1 IMPACT AND CLEARANCES NEEDED
An environmental impact study was undertaken during the process of creating the detailed project report to understand impact of the project road on the surrounding ecology and environment. The proposed project stretch neither falls under Category-A nor Category-B. Hence, Environmental Clearance is not required for this project.
A summary of the environmental impact and clearances required is provided below Table 28: Environmental impact and clearances required
S.No Impact Type Description Environmental Not required as project stretch neither falls under Category-A 1 Clearances nor Category-B. As per the MoEF vide its OM No.Z-11012/5/2012-IA.II (T) dated 02.07.2012 has clarified that project falling in Eco- sensitive zones around National Parks and Wildlife Sanctuaries, which are not covered under EIA Notification, 2006 and which 2 Wildlife Clearances do not require environmental clearance, would also not require prior approval of the Standing Committee of National Board of Wildlife. Hence, Wild Life clearance is not required for this project.
6.2 COST OF ENVIRONMENTAL MITIGATION
The design and construction of the project involves a number of items such as erosion prevention, rehabilitation of borrow areas, safety signage, etc., which are included in the contract cost. Only those items that are not covered under the budget for construction are shown in the EMP implementation budget. The Budget for Environmental Management Plan for Items to be covered in BoQs works out to Rs. 46.78 Crores.
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E.7 SOCIAL IMPACT ASSESSMENT AND LAND ACQUISITION The proposed project highway consists of Green and Brown field alignments. As most of the alignment is of greenfield, there is requirement for land acquisition. Preliminary interactions have been held with locals to understand their issues and concerns and help communicate the project plan and its impact on them. Table 29: Village wise Project Impact & Requirement of Land in Hectares
Land to be Sl. Percentage Village Taluk District acquired in No. (%) Hectares Mellur-Pillayarpatti Section 1 Navinipatti Melur Madurai 19.983 8.018 2 Sathamangalam Melur Madurai 1.837 0.737 3 Thaniyamangalam Melur Madurai 0.581 0.233 4 Suruguvalaiyapatti Melur Madurai 8.990 3.607 5 Keelaiyur Melur Madurai 14.174 5.687 6 Keelavalavu Melur Madurai 15.025 6.028 7 Melur Melur Madurai 1.305 0.524 8 E.Mallampatti Melur Madurai 20.753 8.327 9 Mampatti North Singampunari Sivaganga 22.437 9.002 10 Mampatti South Singampunari Sivaganga 1.884 0.756 11 Nainapatti Singampunari Sivaganga 9.221 3.700 12 Vaniyankadu Melur Madurai 12.811 5.140 13 Sirukudalpatti Tirupattur Sivaganga 19.348 7.763 14 Tenkarai Tirupattur Sivaganga 13.237 5.311 15 Thenmapattu Tirupattur Sivaganga 6.281 2.520 16 Brahmanapatti Tirupattur Sivaganga 22.248 8.927 17 Kattambur Tirupattur Sivaganga 4.993 2.003 18 Pattakurichi Tirupattur Sivaganga 7.183 2.882 19 Tevarambur Tirupattur Sivaganga 8.495 3.408 20 Thanipatti Tirupattur Sivaganga 2.4877 0.998 Pillayarpatti- Karaikudi Section 21 Managirisukkanendal Karaikudi Madurai 6.627 2.659 22 Kunnakuddi Tirupattur Sivaganga 19.521 7.832 23 Siravayal Tirupattur Sivaganga 9.697 3.891 24 Thattati Tirupattur Sivaganga 0.118 0.047 Total Land in Hectares 249.237 100.000
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E.8 PROJECT COST ESTIMATES
The cost estimates for the project have been prepared based on detail designs, bill of quantities and the schedule of rates for Tamil Nadu state for the year 2018-19. Table 29: Summary of project cost
BILL Total cost in % of BILL NAME No crores total cost
Civil Construction cost
1 SITE CLEARANCE AND DISMANTLING 3.25 0.43%
2 EARTH WORKS 151.47 20.18%
3 BASE COURSES 124.03 16.53%
4 PAVING COURSES 102.86 13.71%
5a REPAIR AND REHABILATION OF STRUCTURES 0.21 0.03%
5b BRIDGES 134.20 17.88%
5c CULVERTS 27.91 3.72%
5d VUP AND PUP 23.87 3.18% ROB, RUB, FLYOVER, VIADUCT AND OVERPASS, 5e 18.90 2.52% INTERCHANGE DRAINAGE, PROTECTIVE WORKS AND OTHER 5f 45.85 6.11% SERVICES 5g REINFORCED EARTH AND TOE WALLS 65.34 8.71%
6 JUNCTIONS AND INTERCHANGES 0.52 0.07%
7 TOLL PLAZA 7.96 1.06%
8 USER AMENITIES 3.87 0.52%
9 TRAFFIC SIGNS, MARKINGS AND APPURTENANCES 10.82 1.44%
10 MISCELLANEOUS 29.20 3.89%
11 MAINTENANCE OF ROAD DURING CONSTRUCTION 0.27 0.04%
A Total Civil Cost 750.52
12 Add contingencies @ 2.8% on civil construction cost 21.01
B Estimated project cost 771.54 Construction supervision @ 1% on civil construction 13 7.51 cost
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BILL Total cost in % of BILL NAME No crores total cost
14 Agency charges @ 2% on civil construction cost 15.01 Quality control changes @ 1% on civil construction 15 7.51 cost Road safety cell audit charges @ 0.5% on civil 16 3.75 construction cost 17 Maintenance costs @ 5% on civil construction cost 37.53 Escalation @ 5% per annum for 2 years i.e., 10% on 18 75.05 civil construction cost C Total Project Cost 917.89
19 Environment Cost 46.78
20 Cost of shifting utilities 16
21 LA compensation cost 200
D Total capital cost 1180.67
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E.9 MATERIAL INVESTIGATION
Material investigations were carried out to explore the availability and identify sources of suitable material for the construction of the road. 10.1 BORROW PITS FOR SOIL
Total six borrow areas in Melur-Pillayarpatty section and two in Pillayarapatty-Karaikudi section were identified in the vicinity of the project road and representative samples have been collected and tested in the laboratory.
Along the corridor, most of the soils fall under the category of Clayey sand and clayey gravel. For these soils, MDD ranges from 1.93 g/cc to 2.27 g/cc, soaked CBR value ranges from 5.0% to 25.0%. These soils are good for embankment fill as well as for sub-grade construction.
Table-30: Test results of Borrow Area
Grain Size Analysis Atterberg Limits Proctor test ) n o % i d ( t d
e ) ) n a n d c g R ) . c a l a i c n a e % B o S f / e % S
i ( a n d C
( g
s N % % i i v %
s s
.
(
I e
e m a a S s d C I L L S s S e r n u h a D e r i L P i P M l F n G C k i D a F d C O
a F o e M S o C M I S Km 0.000(Melur) to Km 37.500 (Pillayarapatty) 1 0+000 RHS 0.7 2.6 28.1 46.7 21.9 SC 20 14 6 0 2.10 7.50 15 2 8+700 LHS 4.4 8.7 18.6 23.3 45.0 SC 37 18 19 30 1.96 12.10 13 GW- 3 15+800 RHS 52.3 10.2 11.7 15.7 10.1 NP NP NP 0 2.27 5.40 25 GM 4 20+000 RHS 10.3 16.0 43.6 14.7 15.4 SC 43 21 22 60 2.08 8.45 8 5 27+000 RHS 8.6 9.0 20.2 28.1 34.1 SC 42 15 27 80 2.04 10.15 5
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Grain Size Analysis Atterberg Limits Proctor test ) n o % i d ( t d
e ) ) n a n d c g R ) . c a l a i c n a e % B o S f / e % S
i ( a n d C
( g
s N % % i i v %
s s
.
(
I e
e m a a S s d C I L L S s S e r n u h a D e r i L P i P M l F n G C k i D a F d C O
a F o e M S o C M I S 6 33+500 LHS 0.0 0.6 27.9 39.8 31.7 SC 31 14 17 10 2.03 9.20 13 Km 0.000 (Pillayarapatty) to Km 7.750 (Koviloor) 1 1+000 RHS 9.6 21.3 30.1 7.7 31.3 SC 48 24 24 20 1.94 12.35 12 2 6+500 RHS 4.6 7.0 21.3 23.4 43.7 SC 36 19 17 0 1.93 11.50 12
10.2 FLYASH
One flyash sample was identified in the vicinity of the project road and representative samples have been collected and tested in the laboratory. Test results of the flyash sample is represented in the below table.
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Table-31: Test results of Flyash sample
Grain Size Analysis Atterberg Limits Proctor test ) % d ( d
e ) ) n n d c g R ) . a l a c n a e % B o S / e % S
( a n d C
( g
s N % % i i v %
s
.
(
I e
e m a a S d C I L L S s S e r n u h D e r i L P i P M F n G C k i D a F d O a F o e M o C M S Km 0.000(Melur) to Km 37.500 (Pillayarapatty) 1 0+000 RHS 0.00 0.30 14.22 57.80 27.70 NP NP NP 0 1.21 26.00 4 Km 0.000 (Pillayarapatty) to Km 7.750 (Koviloor) 2 7+750 RHS 0.00 0.30 14.22 57.80 27.70 NP NP NP 0 1.21 26.00 4
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10.3 GRAVEL
Two sources for coarse aggregate materials were identified in the vicinity of the project road. Summary of test results of aggregates is represented in the below table.
Table-32: Summary of Test results of Aggregates
Water Specific S.No. Chainage Side Absorption AIV (%) Suitability gravity (%) Km 0.000(Melur) to Km 37.500 (Pillayarapatty)
37+500 1 LHS 2.85 0.20 30.46 Suitable only for GSB (MQ 1) Suitable for all 37+500 2 LHS 2.85 0.11 23.84 bituminous non- (MQ 2) bituminous works Km 0.000 (Pillayarapatty) to Km 7.750 (Koviloor)
0+000 1 LHS 2.85 0.20 30.46 Suitable only for GSB (MQ 1) Suitable for all 0+000 2 LHS 2.85 0.11 23.84 bituminous non- (MQ 2) bituminous works
From the test results in can be concluded that the crushed aggregates obatined from MQ 1 is suitable only for GSB where as that from MQ 2 satisfy the limits specified in MORT&H for all bituminous, non-bituminous works such as BM, BC, WMM, GSB and Structural Concrete. 10.4 SAND
Two sand sources were identified in the vicinity of the project road. These sources are located on the riverside and satisfies the requirement of zone-II & III. Summary of test results of aggregates is represented in the below table.
Table-33: Summary of Test results of Sand
Water Fineness Specific S.No Chainage Side Zone Absorption Modulus Gravity (%) Km 0.000(Melur) to Km 37.500 (Pillayarapatty)
1 0+000 (SQ 1) RHS II 3.16 2.62 0.29 Km 0.000 (Pillayarapatty) to Km 7.750 (Koviloor)
1 0+000 (SQ 1) LHS III 2.07 2.61 0.32
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10.5 LOCATION OF MATERIAL SOURCES
Figure 4: Masshaul diagram for Melur-Pillayarpatty section
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Figure 5: Masshaul diagram for Pillayarpatty-Koviloor (Karaikudi) section
AA/HD/2145 E – 36 Final Detailed Project CONSTRUCTION OF FOUR LANE DIVIDED HIGHWAY FROM MELUR Report TO KARAIKUDI UNDER BHARATMALA PARIYOJANA, PHASE I, ON EPC EXECUTIVE MODE IN THE STATE OF TAMIL NADU SUMMARY
E.10 ECONOMIC AND FINANCIAL ANALYSIS 11.1 ECONOMIC ANALYSIS OF THE PROJECT
The EIRR and NPV of the project has been carried out using discounted cash flow technique under multiple scenarios.
The various sensitivity scenarios considered were as follows:
Case-I Base Cost and Base Benefits
Case-II Base Cost plus 15 % and Base Benefits
Case-III Base Cost and Base Benefits minus 15%
Case-IV Base cost plus 15% and Base Benefits minus 15%
Summary for the Sensitivity analysis for the three sections are given below:
Table-34: Sensitivity Analysis (20 years) Case HS-1 HS-2 Total Package Case-I 20.5 17.2 20.0 Case-II 17.6 15.3 18.3 Case-III 17.2 15.1 18.0 Case-IV 14.4 13.3 16.6
The results for the improvement scheme are presented below:
Table-35: EIRR & NPV EIRR (%) NPV (Cr.) Total Package 20 Year 30 Years 20 Year 30 Years HS-1 20.5 21.6 411.5 632.6 HS-2 17.2 18.7 49.1 86.4 Total Package 20.0 21.2 461.9 720.4
From the results of the Economic Analysis, it can be seen that the improvement scheme, the EIRR is getting higher than minimum threshold value of 12%.
So it can be concluded that the project of four lane with paved shoulder option is economically viable and recommended for implementation.
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11.2 FINANCIAL ANALYSIS 11.2.1 Potential for toll revenue The classified traffic volume count data collected has been analyzed to assess the traffic intensity at the proposed toll plaza location. The summary of Annual Average Daily Traffic (AADT in number of vehicles) at the proposed toll plaza location is given below.
Table-36:Tollable Traffic at Toll plaza location
At Toll Plaza Tollable Traffic Location Cars M. Bus Bus LCV 2 AT 3 AT M AT M. LCV Total Design chainage 2619 102 673 235 307 82 79 536 4635 Km 22.000
11.2.2 Results of Financial analysis Table-37:Financial Analysis results Tolling Lengths (km) Grant Concession Civil Cost in Project FIRR Equity (%) Period Cr. Year 2018 (%) FIRR (%) From To Length 0.000 45.855 45.855 40 20 750.52 0.46% -
AA/HD/2145 E – 38 Final Detailed Project CONSTRUCTION OF FOUR LANE DIVIDED HIGHWAY FROM MELUR Report TO KARAIKUDI UNDER BHARATMALA PARIYOJANA, PHASE I, ON EPC EXECUTIVE MODE IN THE STATE OF TAMIL NADU SUMMARY
E.11 EXECUTION PLAN
In consultation with NHAI, it is proposed to complete the proposed project road in a period of 24 months. Planning for the project packaging, bidding process and construction was conducted as a part of this project.
12.1 PACKAGING
Given the length of the project, the entire project is planned to be bid out in single package.
12.2 BIDDING MODE AND TIMELINES
The authority has proposed to initiate bidding of the project under EPC mode. The tentative timelines for this are
• Submission of bid documents to authority Submitted • Review and finalization of documents Completed • Launch of tender Tenders were called • Tender close date Not Known • Tentative date for award of project December, 2018
12.3 CONSTRUCTION TIME AND PLANNING
Upon reviewing the improvements planned and in consultation with NHAI, the design and construction period for this project has been arrived at 24 months from the date of appointment of the contractor/concessionaire. To enable this construction schedule, a detailed construction plan and timeline has been included in the detailed project report. This also includes a traffic management and lane closure plan for the period of construction.
AA/HD/2145 E – 39 Final Detailed Project CONSTRUCTION OF FOUR LANE DIVIDED HIGHWAY FROM MELUR Report TO KARAIKUDI UNDER BHARATMALA PARIYOJANA, PHASE I, ON EPC EXECUTIVE MODE IN THE STATE OF TAMIL NADU SUMMARY
E.12 CONCLUSIONS AND RECOMMENDATIONS
Construction of Four Lane Divided Highway From Melur To Karaikudi Under Bharatmala Pariyojana, Phase I, in The State of Tamil Nadu is recommended for implementation on EPC Mode as the project is likely to provide enhanced connectivity and reduce the travel time between Madurai-Thanjavur and Madurai-Karaikudi with improved level of service.
A minimum return on equity of around 15% could be considered satisfying the requirement of prospective concessionaire. The project is not yielding any return on equity even with 40% grant and 20 years concession period. In view of this, it can be concluded that the option with BOT (Toll) is not viable for taking up the project on BOT -Toll basis.
In view of the above it is recommended to taken up the project on one EPC Mode.
Table 38: Salient features and key financial aspects of the project road Project road length Project road length 45.855 Km Connecting Melur – Karaikudi • NH-338 (0.000 to 37.970) on National Highway • NH-383 Extn. (37.970 to 45.855) Project Features Current road Proposed road Lanes 2 4 Realignments proposed - 4 Major junctions 1 2 Minor junctions 3 6 Trumpets - 1 Flyovers - 1 Major bridges 1 9 Minor bridges 2 19 ROBs - - Culverts 28 72 Vehicle Underpasses including LVUP & - 19 SVUP Vehicle overpasses 1 1 Service roads(Kms) - 6.180 Slip roads(Kms) - 21.440 Toll plazas(No.) - 1 Bus bays(No.) - 2 Bus shelters(No.) - 16
AA/HD/2145 E – 40 Final Detailed Project CONSTRUCTION OF FOUR LANE DIVIDED HIGHWAY FROM MELUR Report TO KARAIKUDI UNDER BHARATMALA PARIYOJANA, PHASE I, ON EPC EXECUTIVE MODE IN THE STATE OF TAMIL NADU SUMMARY
Truck lay-byes(No.) - 4 Rest Areas(No.) - 1 Financial Implications INR cr. Total capital cost 1180.67 Total project cost 917.89 Civil construction cost (Incl. Contingency) 771.54 Pre-construction expenses Land Acquisition 200 Utilities shifting 16 Environment Cost 46.78 Implementation mode proposed EPC Total project cost 917.89 Concession period 20 Authority Support(Grant/Premium) - Estimated NPV 461.9 Project IRR 0.46% Equity IRR -
AA/HD/2145 E – 41