INTEGRATED URBAN REGENERATION AND WATER TRANSPORT SYSTEM IN COCHIN

PROJECT REPORT

KOCHI METRO RAIL LIMITED 4th Floor, JLN Metro Station, , - 682017 FEBRUARY 2020 IURWTS in Cochin

CONTENTS

1. INTRODUCTION 1 2. LOCATION OF THE PROJECT AREA 1 3. NEED FOR THE PROJECT 1 4. PROJECT AREA 2 5. CURRENT STATUS OF THE CANALS 4 5.1 Edapally Canal 4 5.2 Chilavanoor Canal 5 5.3 Thevara – Perandoor Canal 6 5.4 Thevara Canal 7 5.5 Market Canal 7 6. CONSTRAINTS FOR IMPROVEMENT OF CANAL 8 7. DATA COLLECTION 10 7.1 Water Quality Analysis 11 8. TRAVEL DEMAND ESTIMATION 11 9. PHASING OF CANAL DEVELOPMENT 12 10. ENGINEERING DESIGN 13 11. PROJECT COMPONENTS 14 11.1 Urban Regeneration 14 11.2 Slum Removal 14 11.3 Infrastructure development 15 11.4 Development of Navigation 16 11.4.1 Cleaning of canal 16 11.4.2 Dredging and Cutting 16 11.4.3 Bank protection 17 11.4.4 Jetty and Landings 18 11.4.5 Navigational Aids 18 11.4.6 Boat 19 11.5 Cross Structures 19 11.6 Sanitary Sewer Line 20 11.7 Sanitation Facilities 20 11.8 Beautification of Canal 21 12. LAND ACQUISITION 21 12.1 Details of Buildings to be acquired 21 12.2 Project Affected People (PAP) 22 13. COST ESTIMATE 22 14. ECONOMIC AND FINANCIAL ANALYSIS 23 15. IMPLEMENTATION SCHEDULE 26 16. PROJECT BENEFITS 27

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INTEGRATED URBAN REGENERATION AND WATER TRANSPORT SYSTEM (IURWTS) IN COCHIN

1. INTRODUCTION Metro Rail Limited (KMRL) in line with the directives of the Ministry of Urban Development, Government of is engaged in urban regeneration and developing the inland navigation system for Kochi. Under this task 5 major canals have been identified for urban regeneration of the canal banks and to provide free vessel movement along the canals with a seamless multi modal transportation connectivity system. This project report on Integrated Urban Regeneration and Water Transportation System for Kochi is an outcome of the interest shown by Govt Of . The water metro routes proposed by KMRL are passing through the backwaters surrounding the main land connecting it with the islands. The rail metro stations are not directly connected with these water metro routes. In the current project, the proposal is for connecting the people residing by the sides of the canals passing through the mainland with the metro stations and water metro routes along with renovation of the waterways and related urban regeneration. 2. LOCATION OF THE PROJECT AREA The city of Kochi in is located near the Lakshadweep Sea and is the commercial and industrial hub of Kerala. Geographically Kochi city is situated between Northern Latitude 9°58' and Eastern longitude 76°16'. The city is characterized by sandbars running in the North-South direction with tidal canals in between. The importance of Kochi in the region is evident from its population size and growth. Kochi Urban Agglomeration has a population of about 21.17 lakhs. It is the largest urban agglomeration in the state and is widely referred to as the commercial capital of Kerala. 3. NEED FOR THE PROJECT Inland Water Transportation (IWT) is, by all means, the most economical of all modes for transportation of people and cargo. One of the major components of the expenses incurred while providing infrastructure like roads and rail links is the component of land acquisition, rehabilitation and resettlement of the affected people and property and construction of roads. However, in the case of waterways, such expenses are eliminated as the waterways are naturally available and only maintenance costs related to dredging are incurred. The amount of energy spent in manufacturing vessels required for transportation of specific tonnage of cargo or people is far lesser than that spent for developing roads and road carriers or rails and wagons. Besides, the issue of safety is taken care of better in IWT as compared to road or rail transport. The amount of pollution caused by inland vessels is only a fraction of that accounted by road or rail traffic. As in the case of the road network, the waterways in Kochi also have a predominantly grid iron pattern. Proper maintenance of these waterways could help to develop a majority of the available areas into waterway-accessible areas and thus can develop an alternative mass rapid transit system for the city, thereby taking some load off the already congested roads.

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The basic requirements for IWT include water availability to a minimum depth all through the year. Depending upon tidal currents, there will be a need to ensure that the dilapidated canals are always properly desilted to afford the least available depth, encroachments removed, and the canals widths brought back to the original state by cutting the sides. This would help connectivity of the backwater transport systems with the inland water systems and help to bring more waterways getting connected to the mainland and improve the transportation facilities. For the IURWTS project to be successful the road bridges and foot bridges constructed and which does not comply with the navigable standards are proposed to be removed and reconstructed as part of this project.. The IWT sector is an investment-sensitive sector. The costs involved are cost of the vessels, fuel, crew salaries and maintenance costs. In order to keep the ferry services, assured patronage from the general public is a pre-requisite. In most cases, people will opt for ferry services if they have a choice since the riding quality and comfort are better than that offered by road transport. However, last mile connectivity is a major determinant and must be provided for people to travel from the original point of start of trip to the ferry station and from the station to the trip destination. Hence, while cost estimates are prepared for the travel by ferry, the cost of last mile connectivity must also be accounted for. The travel cost by waterways is comparatively less and only a fraction of the total money is to be spent towards bridging the last mile gap. Another important factor is the availability of access to feeder networks from the ferry station without getting exposed to the elements of weather. Intermodal coordination and integration is therefore a significant factor. The cost of development of waterways is comparatively lesser than that required for the development of road or rail infrastructure. Similarly the costs associated with maintenance for waterways are only about twenty percent of that required for roadways. In terms of efficiency of transportation, it has been found that IWT is far more fuel-efficient than transportation by roads or railways. One litre of fuel can move 24 tonne-km of cargo by road, 85 tonne-km by rail and 105 tonne-km by waterways. This assumes all the more importance in the wake of economy and environment concerns that govern the global discourse on transportation currently. Considering the fact that land acquisition is a tedious affair in Kerala, the importance of using the IWT assumes even more significance. Kochi being a historical port city has an elaborate network of navigable water channels. Water transport by means of traditional boats was a prime mode of movement from one island to another and to the Ernakulam mainland. However with extensive emphasis on improving road infrastructure, the water transport experienced a decline. So the study focuses on management of important canals and their surroundings in Kochi City for sustainable development of the region. Also the regeneration of the urban area by the side of the canals is another major focus. 4. PROJECT AREA The canals identified for the proposed project are Canal (11.23 km), Thevara – Perandoor Canal(11.15 km), Chilavanoor Canal (9.88 km), Thevara Canal (1.405 km) and Market Canal (0.664

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IURWTS in Cochin km). Out of this, Edappally Canal, Thevara - Perandoor Canal and Chilavanoor Canal are three major canals in Kochi City aligned in the North - South direction, cutting across the heartland of Ernakulam main land. Edappally Canal provides an easy link between the two industrial hubs of Kochi namely - Udyogamandal and . It is connecting the Muttar River, a branch of Periyar River on northern end and Chitrapuzha River on the Southern end. Improving this canal will facilitate to connect the Edappally Metro Station with the water bus route between and . Chilavanoor canal and Thevara-Perandoor canal are also connected with Periyar River. The development of Thevara Canal will reduce the navigable distance between Kundannur and Backwaters. The Market Canal is passing through Broadway and the Market road - the commercial hub of the City - where the bulk of wholesale and retail activities of the city take place. The Marine Drive at the starting of the canal is a main tourist attraction. The development of these canals will facilitate passenger movement through waterways between metro stations and Metro waterway, in addition to augmentation of tourism potential of Kochi City. Figure 1 shows the project area map.

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Figure-.1: Project Area Map 5. CURRENT STATUS OF THE CANALS 5.1 Edapally Canal Edapally canal starts from Muttar bridge and connects with Champakkara Canal (part of NW-3) near bridge its end point. Total length of the canal is 11.15km. Canal width varies from 28.72m (average) and depth ranges between 0.8m to 1.30m (average). Canal is highly silted and polluted by domestic waste, commercial waste, construction waste, weeds growth and other sources. There are 18 cross structures along the canal which included 15 road bridges, 2 rail bridges and one foot over

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IURWTS in Cochin bridge. The desired limit of horizontal and vertical clearances of the cross structures are 20m and 4m respectively. Out of 18 cross structures, 3 had desired vertical clearance.

Edapally Canal

5.2 Chilavanoor Canal Chilavanoor canal originates from Champakkara Canal of National Waterway- 3 and ends at Perandoor Puzha, Edapally. Total length of the canal is 11.023 km. Canal width varies from 3.5m to 200m and the average width is 34m and depth ranges between 0.6m to 1.1m. There are 38 cross structures exists along the canal which included 30 road bridges, 3 rail bridges and 5 foot over bridges. None of the cross structures has got the stipulated clearances and were recommended to reconstruct/modify the same.

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Chilavanoor Canal

5.3 Thevara – Perandoor Canal The canal starts from Perandoor Puzha at Railway bridge and connects Thevara canal at Railway bridge. The total length of the canal is 9.84km. The width of canal is varying from 8.0m to 48m and the average width is 17.9m. The depth of canal varies between 0.6m and 1.0m. There are 38 cross structures along the canal which included 30 road bridges, 3 rail bridges and 5 foot over bridges.

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Thevara – Perandoor Canal 5.4 Thevara Canal The canal originates from Venduruthy Puzha and connects with Kundanoor Puzha. The total length of the canal is 1.41km. The average width of the canal is 18.5m and width varies between 1m and 1.5m respectively. 3 cross structures exist across the canal out of which, 2 are road bridges and 1 rail bridge. The vertical clearance and horizontal clearance of the structures do not meet the desired standards and recommended for reconstruction/modification.

Thevara Canal

5.5 Market Canal The canal starts from Ernakulam channel at Rainbow bridge and ends at . Total length of the canal is 0.66km. The average width of the canal is 9.94m and depth varies between 0.6m and

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1.0m respectively. Four cross structures passes across the canal out of which, three are road bridges and one foot over bridge. The vertical and horizontal clearance of the desired limit was met by Rainbow Bridge only and others do not meet the desired standards and recommended for reconstruction.

Market Canal 6. CONSTRAINTS FOR IMPROVEMENT OF CANAL The major constraints for improvement of canal are listed out below;  Missing links  Cross structures  Encroachment  Inadequate width  Water hyacinth  Sewage and Sewerage discharge  Solid waste disposal Edapally canal, Thevara canal and Market canal does not have any missing links. In Chilavanoor canal, no connectivity is there at Kaloor stadium Jn. and the canal is covered with RCC slabs at Kaloor KSEB sub-station premises due to which the flow in the canal is obstructed. Similarly, missing link is there near PVS memorial hospital and at railway marshalling yard for Thevara-Perandoor canal. Due to construction, the canal flow is restricted at Kaloor stadium Jn. and PVS memorial hospital Jn. Existing cross structures are the other major constraint for improvement of the canals. Especially most of the railway bridges are not having required horizontal and vertical clearances for navigation. Even the reconstruction of these structures can only fulfill the requirement of uninterrupted navigation but the vertical rail alignment has to change accordingly. Less possibility of redesign in rail alignment appears to be a major bottleneck for canal improvement.

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The settlers on canal banks within the desired buffer zone are key players in canal improvement. The demarcated boundary of individuals will be prepared in DPR stage and actual Project Affected People (PAP) will also be assessed including the ownership. The required width for canal development is insufficient at Muttar bridge-Ayyanad bridge section of Edapally canal, SCB bridge-Edapally Ragavan Pillai bridge section of Chilavanoor canal and Pottakuzhy bridge-End point of Thevara-Perandoor canal. Widening of canal in these sections required additional land acquisition which is the major concern of canal improvement. Fresh water species such as water hyacinth and aquatic weeds spreaded over the wider portions of the canal causes the restriction of boat movement, mosquito breeding and water stagnation. Sewage, sewerage and solid waste generated not only by the settlers but the whole city waste discharge and disposal poses serious threat to canal improvement. The disposal of waste into the canal affects the canal ecosystem which includes the flora and fauna and causes various health hazards to human being. It also allows to deposit the waste minerals on canal beds and it becomes barrier thereby restrict the canal flow. The canal wise constraints on canal improvement is summarized and given below; Edapally Canal  Inadequate width of canal section between Muttar bridge and Ayyanadbridge (5.1 km).  Near Lulu mall, the canal flow is blocked due to metro construction.  Out of 18 cross structures only 8 are having sufficient vertical and horizontal clearances. The vertical clearance of Railway bridge at chainage 1.1km is inadequate.  Water hyacinth/weeds spread over to 1.9 km restricts the vessel operation.  Waste discharge/disposal from the residential and commercial activities. Chilavanoor Canal  Missing link at Kaloor Stadium Jn.(100m) i.e., Kaloor-Kadavanthara Road.  Canal is covered with RCC slab at KSEB, Kaloor Sub-station premises (600m).  SCB bridge to Edapally Ragavan Pillai bridge section having length of (7.0 km), the width of canal is inadequate.  All 38 cross structures including one rail bridge at chainage 10.6 km passing through the canal do not have required vertical and horizontal clearances.  3.5 km length of the wider portions of canal is covered with water hyacinth and aquatic weeds.  Waste discharge/disposal into the canal from various sources. Thevara-Perandoor Canal  Missed link Near PVS Memorial Hospital (50m), due to metro construction.  Missed link at Railway marshalling yard (60m).  Pottakuzhy road bridge to end point (7.63km)of the canal, the width is not sufficient.

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 All 40 cross structures including one rail bridge at starting point existing across the canal does not have required vertical and horizontal clearances.  Length of 3.6km is spreaded with water hyacinths and aquatic weeds.  Waste discharge from the residential, commercial and other activities. Thevara Canal  Absence of tidal action, the siltation is more at both ends of the canal.  Out of 3 Cross structures, one is not having desired clearances.  Turning radius at Thevara-Perandoor canal connecting point.  Waste discharge from the residential and commercial activities. Market Canal  Canal is closed at end point and the siltation is more towards the end.  Two cross structures are not having sufficient clearances.  Waste discharge from the residential and commercial activities. 7. DATA COLLECTION Secondary data collection was done from various sources including previous study reports and from various agencies. A detailed inventory study was conducted to assess the present condition of the canal. The missing links in the canal were identified. Other bottlenecks such as insufficient width, shallow depth etc was located. The data on present condition of the waterway were collected including vertical and horizontal clearances, type, connectivity and condition of cross structures. The existing bank protection and its condition were also recorded. The environmental constraints such as weed growth, sources of water pollution, locations of discharge/ disposal of sewage and solid waste into canals etc were also assessed in the inventory. The topographic survey was conducted along the canal stretches and its adjacent area upto 40m on both sides from the centreline of the water body for preparing the base map of the study area using advanced survey equipments like Differential Global Positioning System (DGPS) and Total Station. The detailing of existing features such as canal, road, culvert, bridge, railway line, building, compound wall, fence, waterbody, drainage, retaining wall, electric post, telecommunication box, major bunds etc were measured and the boundary of the canal is demarcated. The existing bed profile of the canal and water level were collected at 100 m cross sectional interval. The estimation of dredging quantity was done using hydrographic survey data. Socio-economic Survey was done through a detailed questionnaire survey which provides details of demography, type of buildings, built up area, drainage facilities, sanitary facilities, sources of water, availability of water, water demand, , disposal of waste water and solid waste and usage of canal by the households. Water samples were collected from locations where there is change in the characteristics and were tested in the laboratory for parameters like pH, temperature, turbidity, conductivity, total dissolved solids, total hardness, chloride, sulphate, nitrate, iron, calcium, magnesium, Chemical Oxygen Demand, total suspended solids, and E-coli.

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The litho maps of the study area were collected from the Department of Survey and Land Records and were combined and the topographic survey data were superimposed on it to get the alignment of the canal. The proposed 16.5m waterway along with buffer zone is also demarcated to identify the land to be acquired. The FMB data of the corresponding land were also collected from the Department of Survey and Land Records and the details of ownership of these land parcels were obtained from the Thandaper Register corresponding to each survey number from the Village office. 7.1 Water Quality Analysis The water samples at 15 locations were collected where the canal is found to be stagnant, at locations where there was change in canal characteristics, near identified sources of pollution etc. The physical, chemical and biological parameters were analyzed. The pH value in the samples were observed between 6.75 – 7.79 which is within the limits of BIS water quality standards for surface water sources. High values of pH at Market canal was observed due to stagnant water and discharge of market waste into the canal. The fish market liquid and solid waste are directly discharged into the canal resulted the maximum concentration of TDS at Thevara bridge sample. The maximum and minimum concentration of turbidity was recorded at NH road bridge of Edappally canal and Thevara bridge of Thevara canal. The concentration of conductivity, total hardness, chloride, sulphate, nitrate, calcium and magnesium are well within the limit specified in the BIS standards. The concentration of conductivity, total hardness, chloride, sulphate, nitrate, calcium and magnesium were maximum at Thevara bridge sample of Thevara canal. Due to the absence of tidal action the canal is heavily silted and discharge from fish market right bank of the canal results the higher concentration of above pollutants. It is observed that the iron concentration at all sections of the canals are well beyond the permissible limit. E-Coli index at all samples are well beyond the permissible limit for drinking water standards and it is not fit for drinking purpose at any cause. 8. TRAVEL DEMAND ESTIMATION The economic and financial viability of all the canals is determined by estimating the demand for the new service and analysing the cost and benefits incurred in implementing the project. Demand for the project is estimated by considering the various categories of likely users and quantifying the same by defining the project influence area, assessing existing travel pattern of users, modal shift preferences, the attraction of the proposed development to the prospective users etc. Three types of users namely tourists, local residents and floating population were considered for demand estimation. The secondary data pertaining to tourist arrivals at Ernakulam district/ city compiled from Department of tourism was used to estimate the tourist demand. Local residents residing nearby to the canal is considered to be the local users and the possible demand for these users for canal journey is estimated by using the data obtained from Origin destination survey and stated preference survey. For estimating the generated demand due to canal development the building rule specifications of parking spaces for different types of land uses was used.

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After a detailed analysis, two types of demand were determined namely demand for regular boat service and demand for sport service. Demand for regular boat service was determined by the shift from bus passenger, IPT passenger, new residences and office passengers, tourists and commercial area passengers. Demand for the sport boat service is estimated by considering the usage preference by tourist passengers and commercial area passengers. The passenger demand for regular boat service arrives to 850 for Edappally canal, 1,103 for Chilavannoor canal, 777 for Kaloor – Perandoor section of canal and 1,715 for Thevara – GCDA section of canal. The passenger demand for sport boat services is estimated to be 584 for Edappally canal, 177 for Chilavannoor canal and 490 for Kaloor – Perandoor canal. As the resident population is more in Thevara – GCDA canal the demand for sport service due to tourist attraction is considered to be nil. From the hourly demand for each canal, average passenger demand is worked out. It is estimated that five passenger boats and five sports boats will be required for the proposed services in Kochi canals. 9. PHASING OF CANAL DEVELOPMENT The major objective of this exercise is to ensure mobility and accessibility by providing the identified routes in Phase I as feeder routes to the Kochi metro stations and at the same time prioritise canal development by phasing out land acquisition and modification of structures in the thickly populated narrow sections. The canals in Kochi are passing through highly built up residential and commercial areas of city centre with land value the highest in entire Kerala. The canals in this area are very narrow and needs massive land acquisition and reconstruction of cross structures involving large amount of investment. So viable routes for development of navigation in all five canals are identified for development in Phase I. The waterway routes passing through the back waters surrounding the main land is proposed to be developed by KMRL as water metro. But they are not directly connecting to metro stations. The Kochi metro is crossing these canals in 5 locations and each of these locations has a metro station. So by developing both ends of these canals, we can connect the metro stations with the water metro routes. Another major constraint for developing the canals is the railway lines crossing the canals. Railway lines are crossing the canals at six locations including both starting and middle portions of the canals. Railway marshalling yard is present at the middle portion of Thevara Perandoor canal and Chilavanoor canal. Increasing the height of bridges at some of these sections is possible as per railway engineers and a request was given to railway for detailed site visit and checking for possibility of reconstruction/modification of bridges. Also the canals are passing through highly built up areas of Kochi city where the canals are narrow and land acquisition for widening of the canals will be very costly. Considering all these factors, viable routes are identified for developing navigation in first phase and the more difficult, time consuming and costly part of making the entire waterways navigable in the second phase. The details of the identified viable sections for Phase I are given below

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Table-1: Viable routes for waterway development in Phase I Sl Length Total Name of canal Chainage Remarks No in km in km Edappally Bridge to End of Feeder route to 1 Edappally canal canal near Eroor 8.72 8.72 metro and water (2.51 km – 11.23km) metro Perandoor Rail Bridge to Feeder route to Kalloor Bridge 3.79 Perandoor and Thevara (0.0 km -3.79 km) metro Perandoor 6.09 2 SA Road Bridge to End of Canal Feeder route to canal 2.30 (7.58 km – 9.88 km) Rail Bridge to Chilavanoor Feeder route to Chilavanoor 3 Bridge 3.89 3.89 both directions and Canal (7.26 km- 11.15 km) water metro Thevara Rail Bridge to Feeder route to 4 Thevara Canal End of canal 0.46 0.46 metro and water (0.94 km – 1.40 km) metro 5 Market Canal NIL NIL NIL Total 19.16 For the remaining portions, cleaning up and face lift of the canal is proposed in Phase I for ensuring flow, and in Phase II, the canals will be completely developed for promoting tourism and to maintain the environmental and social sustainability. 10. ENGINEERING DESIGN Canal parameters For narrow section: Rectangular sections with Canal width of 16.5m and water depth of 1.5m with 2m wide walkway on both sides in the artificial canal portion For wider sections: Trapezoidal sections with Bottom width of 12m; Top width of 16.5m, water depth of 1.5m and side slope of 1:1.5. Clearances for bridges For new bridges Clear span under bridges – 16.5 m. Clear height above HFL under bridges - 4.00 m For existing bridges Clear span under bridges - 8.0 m. Clear height above HFL under bridges - 4.00 m Vessel design A vessel of 20 m length, 4 m breadth, 1.2 m draft and 3.5m overall height can be considered as design vessel. In bends, the width of the fairway should be more than the width of the canal that is designed for a straight reach to allow for a draft of the vessel in a curved portion of the waterway. The Kochi canals are narrow and have sharp bends. The minimum radius of the adopted bend is 80 m. Wherever the radius of the bend is less than 4 times of the length of the designed vessel i.e. 4x 20 = 80 m, additional width is provided for free maneuverability of the vessel. The additional width of 5m is provided in the present fairway system wherever the bend radius is not available.

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11. PROJECT COMPONENTS The major aim of the project is to regenerate the urban area in and around the canals, rehabilitate the slum dwellers, and make use of the commercial area in the vicinity of the canal along with creation of tourism destinations and navigation through the canals. In order to develop the canals to a sustainable waterway, for tourism and passenger transport, certain improvement proposals are charted out which is to be implemented in two phases. 11.1 Urban Regeneration In Ernakulam area of Kochi Municipal Corporation the urban core areas can be made more productive by shifting certain non-conforming uses to the peripheral area and renovating the core areas. Renovation of the Market canal region is thus proposed as area development scheme for the core area. The Ernakulam market area is situated in the heart of the city and the roads leading to the market are flanked by commercial buildings dealing with wholesale trade. Recently the agricultural component of the whole sale market has been shifted to an outer area at . The whole sale building material market is still functioning within the core area which causes traffic bottlenecks all over the city. There is need to shift the whole sale market away from the city center so that the existing market area can be renovated and reorganised to function efficiently as a central retail market. Special area development schemes have to be implemented to take up this work with beneficiary participation. 11.2 Slum Removal Industrial and commercial development, the modernization of the port, triggered urban migration to Kochi and unplanned urban expansion has contributed to both growth in slums and urban poor population. Growth of Kochi is also marked with the growth of slums. More than 280 slums are located in Kochi in which 70% of the slums and urban poor are located in West Kochi. The suburban areas cover 32% of urban poor. Table-2: Colonies existing by the side of Thevara Perandoor canal No. of Sl.no. Name of colony Population Chainage Landmark Buildings 1 P and T colony 86 244 6600 Near IOCL (left bank)

2 Udaya colony 67 233 6100 Near KSINC (left bank)

Table-3: Colonies existing by the side of Chilavanoor Canal No. of Sl.no. Name of colony Population Chainage Landmark Buildings Subhash Chandra Old Kudumbi 1 28 82 8600 bose road (right colony bank)

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P and T Colony The people who inhabit the colony are mostly daily wage earners. Most of them are autorickshaw drivers, housemaids and head load workers. 86 live here, many of them for more than 25 years. Udaya Colony In the original plan of this colony, the housing regions were divided into three, based on the income group of the potential occupants, and houses were built in these regions on four different formats, for four different income groups. There are 181 buildings and 559 inhabitants in the 3 colonies identified. The details of their socio economic status and the location of rehabilitation will be documented after detailed Social Impact Assessment and data collection by Bhavanam foundation. The cost of rehabilitation of these people is found out for rehabilitating 181 families in to apartments of in a suitable location. The total cost of rehabilitation will be Rs.81.26 Crores to provide a minimum of 900 sq.feet accommodation to each . 11.3 Infrastructure development Vacant lands are identified along the canal for various purposes. Among these, ten locations are identified for infrastructure development. The details are given in Table 4. Table-4:: Details of proposed infrastructure development Sl. Proposed Chainage/Location Area Remarks No. Facility (acres) Edappally canal 1 Tourism Park chainage 8.500km 30.0 CRZ zone, no permanent constructions are proposed in this area 2 Housing complex chainage 0.65 km near 4.93 500 dwelling units are planned in Indiraji Bridge 10 floors. 3 Commercial Chainage 1.500km near complex Chembokkadavu Bridge Thevara canal 4 Housing complex Chainage 1.00 km at 2.23 240 flats in 8 floors. Thevara Thevara Perandoor canal 5 Water sports Perandoor at chainage 0.300 6.6 a jetty and a two storied Sports complex km complex 6 Facilitation Chainage 8.400 1.24 Centre Chilavanoor canal 7 Housing complex Chainage 1.950 km 2.45 be 240 dwelling units in this flat 8 Commercial Chainage 6.15 km near 5.52 10 floors with each floor having complex Karanakoodam Bridge an area of 11000m2

9 Water sports Either banks of Chilavanoor 0.75

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Sl. Proposed Chainage/Location Area Remarks No. Facility (acres) training centre canal near Chilavanoor 10 Water sports Bridge 1.00 complex

11.4 Development of Navigation The development of navigation will be done in two phases. In first phase the viable route will be implemented and the rest of the work will be done in the second phase. 11.4.1 Cleaning of canal Currently all the canals in Kochi are polluted with dumping of both solid and liquid waste in to it. So the first step will be cleaning of these canals. It is proposed to clean all the canals, by removing plastic wastes, weeds and shrubs from the waterway. The discharge of waste water in to the canal is also to be stopped and this water is to be diverted to the sewage treatment plant for treatment. The bed of the canal is to be cleaned and silt and other waste material is to be removed and flow of the canal is to be maintained. The area of the canal to be cleaned is given in Table -5. Table-5: Quantity of Cleaning Sl No Name of Canal Quantity of Cleaning in m2 1 Edappally Canal 313137.94 2 Thevara Perandoor Canal 205162.37 3 Chilavanoor Canal 483765.48 4 Thevara Canal 26384.41 5 Market Canal 7404.06 Total 1035854.27 11.4.2 Dredging and Cutting The viable routes identified for navigation are to be dredged and widened in phase I and the remaining stretches in phase II to maintain the flow of water and to achieve the minimum required depth of water for movement of vessels. A rectangular section is proposed with canal width of 16.5m and water depth of 1.5m, with 2m wide walkway on both sides in the artificial canal portion for narrow section, and for wider sections, trapezoidal sections with bottom width of 12m, top width of 16.5m and water depth of 1.5m is proposed. Cross sections were taken at 100m interval, unless there is appreciable change in cross section or alignment is noted. Diagrams showing locations and chainage for the survey conducted and estimated dredging area required at each section is given in Drawing Volume. The total quantity to be dredged works out to be 126348.70 m3 for phase I and 272063.88 m3 for phase II as shown in Table-6. Table-6: Dredging Quantity Dredging Quantity in m3 Sl No Name of Canal For Phase I For Phase II 1 Edappally Canal 62048.11 44445.79 2 Thevara Perandoor Canal 39427.31 73496.56 3 Chilavanoor Canal 19880.65 138152.42

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Dredging Quantity in m3 Sl No Name of Canal For Phase I For Phase II 4 Thevara Canal 4992.606 5307.78 5 Market Canal - 10661.33 Total 126348.70 272063.88

The water depth is adopted as 1.5 m for calculating the dredging quantity with vertical sides on narrow sections and with an underwater slope of 1:1.5 is proposed for wider sections. Cutting quantities are calculated wherever the existing width is less than proposed width and the waterway is to be widened by cutting the sides up to water level and the rest is to be dredged to make the waterway navigable. The cutting quantities estimated for developing the stretches are given in Table-7. The total quantity of cutting works out to be 22155.13 m3 for phase I and 84305.22 m3 for phase II.. Table-7: Cutting Quantity Cutting Quantity in m3 Sl No Name of Canal For Phase I For Phase II 1 Edappally Canal 6008.47 13022.57 2 Thevara Perandoor Canal 10421.34 22231.45 3 Chilavanoor Canal 5694.792 43428.68 4 Thevara Canal 30.525 74.45 5 Market Canal 5548.07

Total 22155.13 84305.22

11.4.3 Bank protection Permanent bank protection should be provided to give sufficient structural strength to banks. In the five canals in Kochi random rubble masonry is widely used for bank protection and in most of the places where bank protection is available, this is serving the purpose without fail. In certain places where the bank protection is damaged due to the lack of timely maintenance, repair of existing bank protection is proposed. In sections, where widening is needed new bank protection with random rubble masonry is recommended. Total length of banks to be protected in various stretches is given in Table-8. Table-8: Total Length of Bank Protection Length of Bank protection in m Sl No Name of Canal Phase I Phase II 1 Edappally canal 3823.83 4439.18 2 Thevara Perandoor Canal 5693.20 7142.61 3 Chilavanoor canal 2780.70 12690.83 4 Thevara canal 76.19 469.38 5 Market Canal 1202.82 Total 12373.92 25944.82

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IURWTS in Cochin

11.4.4 Jetty and Landings Jetties are the one of the major infrastructure facilities needed for inland navigation. Total number of 17 jetties is proposed the canal in Phase I and 11 locations in Phase II and its distribution is given in Table-9. The location of jetties in Phase I & phase-II are given in Figure-2 . Table-9: Number of jetties in each canal Sl. No. Name of Canal Number of jetties Phase I Phase II

1 Edappally canal 6 2 2 Thevara Perandoor Canal 6 2 3 Chilavanoor canal 4 5 4 Thevara canal 1 1 5 Market Canal 1

Total 17 11

In the jetties proposed in Phase-1 Parking space, waiting area with toilet facility, food counter and information counter are the facilities shall be provided. In the phase II eleven jetties are proposed in the five canals and each of these jetties are proposed to have a jetty and a building with waiting area and toilet.

Location of Jetties in Phase I Location of Jetties in Phase II Figure-2: Location of Jetties

11.4.5 Navigational Aids Navigational aids are provided to assist in safe navigation along the prescribed channel thereby guaranteeing the safety of the travel. Fixed shore structures are to be erected at bridge sites and places

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IURWTS in Cochin where branch canal join. The floating light weight moored buoys are to be erected in the wide water bodies to demarcate the waterway at 200m interval to identify the star board limit of the channel. Details of proposed navigational aids are given in Table-10. Table-10: Location of Buoys Sl Name of Canal Buoy (Nos.) Lights on Signboards No structures 1 Edappally Canal 12 18 26 2 Thevara Perandoor Canal 10 24 24 3 Chilavanoor Canal 12 17 20 4 Thevara Canal - 5 5 5 Market Canal - - - Total 34 64 75 Channel markers, information, warning and direction signboards are proposed in the study stretch. Information boards should show the adjacent places with distance. At road bridges, these boards can give the details of the nearby places via road also. Warning signs should show the headway restrictions under bridges, narrow canal, depth constraints, feeder canal crossings etc. Channel markers are proposed for marking the fairway passage in wider reaches. It is estimated that the total number of 64 units of lights are proposed to mount on the structures. The lights will fit on both the facing sides, and beneath the structures. It will give the directions to canal and road users. 11.4.6 Boat A boat with passenger capacity of 25 pax is proposed to operate in the waterway. 11.5 Cross Structures Details of improvement proposed to the cross structures are shown in Table-11. Table-11: Summary of Reconstruction Requirements to Cross Structures No. of cross structures Sl. To be reconstructed Type of structure New To be No Total No in structures dismantled Phase I Phase II Edappally Canal i Road bridges 16 6 6 1 ii Foot bridges - iii Pipeline bridges 4 3 1 iv Rail bridges 2 2 v Flyover 1 Vi Sky walk 1 Vii Metro 1 Total 25 9 9 1 Thevara Perandoor Canal i Road bridges 26 9 15 1 ii Foot bridges 13 2 5 6 iii Pipeline bridges 1 1 iv Rail bridges 3 v Metro 2 Total 45 11 21 7 Chilavanoor Canal

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No. of cross structures Sl. To be reconstructed Type of structure New To be No Total No in structures dismantled Phase I Phase II i Road bridges 34 9 21 1 ii Foot bridges 16 3 19 iii Pipeline bridges 5 5 iv Rail bridges 7 3 v Metro 2 Total 64 12 29 20 Thevara Canal i Road bridges 2 1 1 1 ii Pipeline bridges 1 1 iii Rail bridges 1 1 Total 4 1 1 1 2 Market Canal i Road bridges 3 3 ii Foot bridges 1 1 Total 4 4

11.6 Sanitary Sewer Line Kochi city is covered with only 5% sanitary facility with a sewage treatment plant of 4.45 MLD set up at Elamkulam which is a very old STP and at present working below the capacity conceived. and a 1 MLD plant near High court Ernakulam, Kochi. The people living by the side of the main canal and the sub canals discharge the sewage directly into the main canals. Hence sanitary sewer line is proposed along both the banks of the canal throughout the length to collect the sewage load and transport the same to the STPS for treatment and reuse for various water related activities. It is proposed that the total sewage from the catchments of the 5 canals will be collected and treated in two STPS , one a new STP to be setup near the end portion of the Edappally canal near closer to the canal bank and away from the HTL and one upgraded STP at KWA campus at Elamkulam.. As a part of IURWTS Kochi project it is proposed to expanded the same to 15 MLD. The total wastewater from the whole stretch can be conveyed to the STPs by three pumping stations set up at desired locations. The decentralized system of sewerage treatment helps in avoiding unnecessary pumping and improves the efficiency of the area served. The total sewer load estimated from the project catchments is 30 MLD by the year 2051. The total cost for sewer network, appurtenant works including STP is estimated 147.25 cr. 11.7 Sanitation Facilities Some of the colony settlers on canal banks are not offered with sanitation facilities like latrine, drainage etc. which causes serious environmental and health hazards to the people and also affects the nature of canal by discharging of the human excreta. So the community toilets should be provided at locations where it is found necessary. 110 Nos. of community toilets are recommended for the canals and the unit rate of Rs. 5 lakh/unit is assumed for estimation. The total cost of Rs. 550 lakhs is

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IURWTS in Cochin estimated for construction community toilets along the canal. On-plot disposal systems like Septic tanks and twin pits are affordable options. It is also proposed to provide septic tanks for those who are disposing sewage to the canal, whose location is beyond the reach of the pipe network. During the execution period transitional sanitary facilities are also conceived in the project catchment for 27.7 cr. 11.8 Beautification of Canal Canal beautification includes footpath, hand rails, concrete benches and other amenities are proposed along the identified canal stretches are proposed for a cost of Rs 49.13 crores.. This will help the canal banks to become more vibrant and the canals the lifeline of the city 12. LAND ACQUISITION Detailed topographic survey was conducted using DGPS and Total Station to prepare the existing plan and other details of the canal and buffer area. The land requirement for development of canals is estimated. The base plan consists of canal boundary, ownership of the property which comes under project affected area, boundary of the property and other relevant details from revenue department. The actual land required for canal development is assessed. In this study, the land required for waterway of width 16.5 m was determined. The buffer zone adopted has width of 20.5m. The affected area may be notified by the Government of Kerala under the relevant land acquisition acts for the purpose of land acquisition for the project. The Land Acquisition Act 1894 or under the Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act, 2013 or any other prevailing Government orders are the legislations has to be followed for land acquisition. The land required for canal development is estimated and is given in Table-12. The total land required for 20.5m wide section is 24.88 Ha. Table-12: Details of land acquisition Sl. No. Name of Canal Area of land to be acquired Phase I Phase II

1 Edappally canal 19644.33 23794.22 2 Thevara Perandoor Canal 29032.17 49058.64 3 Chilavanoor canal 15196.92 91945.11 4 Thevara canal 809.111 2561.912 5 Market Canal 16724.97

Total 64682.53 184084.9 248767.4

12.1 Details of Buildings to be acquired The details of buildings along left bank and right bank are collected. It includes type of buildings like single floor RCC, double floor RCC, more than two floors RCC, sheet roofed, tiled roof and other types. The collected building details are for 20.5m buffer zone for phase I and phase II. The total number of buildings affected will be 144 and total area of affected buildings is 48684.7 m2 for phase I and 484 buildings and 127467 m2 area for phase II. The canal wise building details in both phases are given in Table 6.11.

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Table-13: Canal-wise Acquisition Details for 20.5m wide canal Phase I Phase II Sl. Name of Canal Number of Area of buildings Number of Area of buildings No. buildings in m2 buildings in m2 1 Edappally canal 23 6283.40 26 3780.784 Thevara Perandoor 2 80 34676.14 137 53445.81 Canal 3 Chilavanoor canal 48 11866.51 217 47246.97 4 Thevara canal 4 1829.331 38 1527.00 5 Market Canal 66 21466.44

Total 193 54655.38 484 127467

12.2 Project Affected People (PAP) To assess the settlers along the canal bank, a household survey was conducted and the Project Affected People (PAP) by implementation of the project is estimated for 20.5 m fairway. The total PAP is 1160 for phase I and 2770 for Phase II. The canal wise PAP’s is given in Table-14. Table-14: Project Affected People for 20.5m wide fairway Sl. No. Name of Canal No.of Affected People Phase I Phase II

1 Edappally canal 190 54 2 Thevara Perandoor Canal 617 1314 3 Chilavanoor canal 348 1287 4 Thevara canal 5 79 5 Market Canal 36

Total 1160 2770 3930

13. COST ESTIMATE The cost estimation for improvement of canal with 16.5m fairway has been done and the summarized results are shown in Table-15 for Phase I and Table-16 for Phase II. Table-15: Summary of Cost Estimate for Phase I Thevara Total Sl Edappally Chilavanoor Thevara Market Item Perandoor Rs. (in No canal canal canal canal Canal Lakhs) 1 Cutting 20.41 35.40 19.34 0.10 75.25

220.13 139.88 70.53 17.71 448.25 2 Dredging 3 Cleaning 31.28 20.13 47.46 2.59 0.73 101.45 4 Bank protection 619.46 922.30 450.47 12.34 2004.58

FOBs/Pipeline 60 102.5 153.75 15 331.25 5 bridges 6 Bridges 2054.89 2314.05 2624.26 433.64 7426.83

7 Sanitation facilities 3550.00

8 Sanitary sewer line & solid waste management 10000.00

9 Jetties 8776.33 2323.33 8918.33 145.801 20163.78

Navigational 14.3 13.5 13.55 1.25 42.60

10 aids 11 Building 1127.57 6685.22 2299.80 282.19 10394.78

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IURWTS in Cochin

Thevara Total Sl Edappally Chilavanoor Thevara Market Item Perandoor Rs. (in No canal canal canal canal Canal Lakhs) compensation 12 Land acquisition 1673.71 2457.68 1829.72 52.99 6014.10

Beautification of 2552 1161 770 230 200 4913.00 13 canal 14 Boat 160 120 80 360.00

slum removal 8125.66 15 Total in crores 739.52

Table-16: Summary of Cost Estimate for Phase II Thevara Sl Edappally Chilavanoor Thevara Market Total Rs. Item Perandoor No canal canal canal canal (in Lakhs) Canal 1 Cutting 44.23 75.51 147.51 0.25 18.84 286.35 2 157.68 260.74 490.12 18.83 37.82 965.20 Dredging 3 Bank protection 719.15 1157.10 2055.91 76.04 194.86 4203.06 FOBs/Pipeline 4 bridges 5.00 266.25 35.00 - 201.056 507.306 5 Bridges 1734.43 5038.89 6834.54 269.12 804.98 14681.96 6 Jetties 174.27 277.23 693.08 69.35 69.35 1283.28

7 Navigational aids 3.8 12.2 15.2 1.3 2.4 34.9 Building 8 721.16 9603.57 9025.21 237.46 4087.218 23674.62 compensation 9 Land acquisition 2141.48 4415.28 8275.06 230.57 1505.25 16567.64 10 Boat 80 40 160 40 40 360.00 Total in crores 625.64 Infrastructure Development 46.84cr Phase 1 739.52 Phase II 625.64 Total project cost 1418 Cr

14. ECONOMIC AND FINANCIAL ANALYSIS A financial appraisal is carried out with the objective of determining scenario under which a project would achieve the greatest financial return – thereby making it as an attractive investment proposition to all concerned. The analysis has been conducted from the point of view of assessing its viability for developing the same on commercial basis either by Government/ Public Enterprise or through a Public-Private Partnership. In addition, the financial viability of the project has been assessed under various scenarios in order to analyze its attractiveness for commercial development under different assumptions.

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IURWTS in Cochin

Demand analysis Demand estimation is carried out considering the various categories of likely users and quantifying the same by defining the project influence area, assessing existing travel pattern of users, modal shift preferences, the attraction of the proposed development to the prospective users etc. In order to assess the tourist demand, secondary data pertaining to tourist arrivals at Ernakulam district/ city were compiled from Department of tourism which was as taken as the base data. Based on stated preference surveys conducted among the tourists, who are the likely candidates for the canal usage were worked out. A structured questionnaire was used among the tourists which included their preference for various tourism sites, awareness of canals in Kochi city and their willingness to use the facilities. Local residents who reside by the side of canal and those residing outside the canals are expected to use the canals for their first mile or last mile connectivity for their daily travel needs like work, entertainment, medical etc. Only those who walk to the nearest bus stops or those using IPT modes are the prime components of this group of canal users. For estimating these users, a detailed procedure which included demarcation of influence area, assessing travel pattern of public transport users with their present usage of modes for first mile/ last mile connectivity, prevalence of IPT modes along the roads parallel to the canal to assess the. Boarding/ alighting details of bus passengers located close to the study canals and stated preference surveys of bus passengers were carried out for arriving at the above. Large scale development of commercial areas are proposed along the canals which are expected to generate considerable quantum of visitors, some of them are likely to use the canals for the entertainment purpose. In order to estimate this components of canal users, building rule specifications of parking spaces for different types of land uses was used which was multiplied by 10 (numerous parking studies indicate that total turnover of parking lots is ten times of the peak accumulation or the parking supply) to arrive at the total number of expected visitors to the commercial areas. A certain component of these users are proposed as potential users of water boat services which is based on tourist opinion survey. Data base for the demand estimation include the total tourist demand, road network inventory, traffic counts, Origin and Destination and Stated Preference survey of bus passengers, Passenger boarding alighting survey and Tourist interview surveys. The traffic volume data has been compiled both in terms of number of vehicles and PCU. Origin-Destination (O-D) matrices based on the trip movement pattern is prepared for the base year. By analysing the travel pattern in Edappally canal, it can be seen that 11% of the trips made were within the canal length, 34% of trips were performed within the zone length of 1 to 3 km and 55% of through traffic is observed. The maximum travel mode used by the passenger for internal trip was bus followed by walk, two wheeler and auto rickshaw and the percentage share among these modes.

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IURWTS in Cochin

In Chilavanoor canal, 21% of the trips made were within the canal length, 28% of trips were performed within the zone length of 1 to 3 km and 51% were through traffic. As the distance between the zone is less than 2km, the maximum travel mode used by the passenger for internal trip was walk followed by bus, two wheeler and auto rickshaw and the percentage share among these modes. In Thevara Perandoor canal, 39% of the trips made were within the canal length, 13% of trips were performed within the zone length of 1 to 3 km and 49% were through traffic. The maximum travel mode used by the passenger for internal trip was bus followed by walk, two wheeler and auto rickshaw and the percentage share among these modes. Stated preference survey A stated preference survey was conducted in passenger gathering points such as bus stops and metro station nearer to the canal. The survey questions were made to understand the mode of travel, time taken and cost spend from first origin to origin for the boarding passenger and similarly the mode of travel, time taken and cost spend from destination to final destination for the alighting passenger. The questionnaire also includes the passenger opinion on awareness of all the four canals and its usage after development. The surveys was conducted among the boarding/ alighting bus passengers at the all the bus stops where boarding/ alighting surveys were conducted. The willingness surveys of bus passengers to reach their first origin/ final destination by canal was obtained from stated preference surveys. It is observed that only 7.52% of the bus passengers could be potential users of IWT canals if developed. Tourist interview survey Tourist interview survey was conducted to find out the awareness of canal among the tourist. A wide range of sample was collected covering local, national and international tourists. The questionnaire was set to know the preference in tourist places, the awareness of canal and their willingness to use the canal if they are made navigable. Interview was carried out at and Marine drive so as to cover a wide variety of sample sizes. It was found that Edappally canal will have the highest patronage of 8.10% from the tourists, followed by 7.88% each for Chilavannoor canal and Thevara – Perandoor canal Assessment of demand for boats To cater to the demand of passenger and tourists using the developed canals, a number of boats to be purchased have been estimated. From the hourly demand for each canal, average passenger demand is worked out. Taking the average speed of boat as 30kmph, time required for one single trip in a canal is calculated. Using the same, number of passengers boats required for each canal is estimated taking the capacity of boat as 21. It could be seen that 25 passenger boats and 19 sports boats will be required for the proposed services in Kochi canals. Financial analysis The cost factors considered for the financial analysis includes cost incurred for development of canals including land acquisition, development of land for regeneration activities, purchase of boats and the

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IURWTS in Cochin regular operation and maintenance costs. In order to make the project financially viable, various revenue generating measures have been included as part of the project which include operation of regular and sports boat services, canal side advertisement, regeneration of areas in the immediate vicinity of canals for commercial, residential and recreation activities etc. The possible concession period for the project has been arrived at on the basis of the return offered by the project (for commercial development) in terms of the IRR for the time interval considered. The commercial/ office spaces proposed at the boat jetties/ tourism parks and sports complexes are proposed to be leased out to the private entrepreneurs and generate revenue for the development of Kochi canals. Operation of passenger boat services is one of the sources of revenue for the proposed development of canal in Kochi City. Operation of sports boats for recreation purposes is another sources of revenue for the proposed development of canal. The financial indicator i.e., the Equity IRR is evolved as +1% considering the project cost to be Rs.1418 crores with the project period of 10 years and construction period of 3 years. In case the project is extended to a period of 15 years, the IRR is expected to be 4% while in the case of 20 years, IRR is higher at +6%. A sensitivity analysis was carried out considering the various uncertainties during the project implementation. The scenarios considered to determine the financial indicator includes the business as usual scenario, 15% increase in cost, 15% decrease in benefit, 15% increase in cost and 15% decrease in benefit and escalation in project period. It is determined that the project period of 20 years, IRR lies in the positive range between 4 and 6% while in the 15 year project period, it hovers around 2% and 4% indicating low return. For 10 year project period, negative returns in all the sensitive cases are expected. 15. IMPLEMENTATION SCHEDULE This chapter discusses the recommended frame work for implementation of the project and the roles and responsibilities of the KSINC –SPV for executing the project during design construction and operation. Various activities such as land acquisition, resettlement & rehabilitation, cleaning of canal, dredging of canal, modification/reconstruction/dismantling of cross structures, construction of landing facilities, navigational aids, and other commercial buildings, installation of navigational aids, sanitation facilities, sanitary sewer line, beautification of canal and tourism & recreational activities are involved in the implementation program. It is recommended that the project shall be funded by KIIFB as well as international funding agencies recognising the impact the project would have on the livelihood of people as well as project’s impact on energy consumption and reduced emissions. Different departments such as Irrigation Dept., Public Works Dept., Revenue Dept., Environment Dept., Tourism Dept., Survey and Land Records, Kochi Corporation, GCDA, NGO’s and other agencies comprised on implementation of development of canals in Kochi region apart from the

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IURWTS in Cochin

Special Purpose Vehicle (SPV) constituted for the implementation of the project. The implementation period is assessed as three years and Figure 3 shows the bar chart of implementation mechanism. For the purpose implementation of the civil works, it is recommended that the KSINC SPV may take the help of various departments by acting as a nodal agency for implementation. The operation of boats may be done by KSINC and KMRL. The physical work of providing waterway routes and construction of jetties is proposed to be completed within 29 months for phase I ie. 2019-20. For phase II, all the civil procurement works should be completed by 2021, so that the routes are fully operational by 2022. Pre-qualification and tendering process for identification of various boat manufacturers under the design and build process shall also be included in the proposed implementation period.

Figure-3: Implementation Schedule 16. PROJECT BENEFITS On successful implementation of the proposed project the following are the immediate benefits  Cleaner and Greener Environment  Better drainage, sewage & rain water harvesting systems  Effective and enhanced connectivity from various locations  Improved landscape around the facility  Reduced risk of potential flooding near the canals.  Properly treated and reused he sewage water from the facilities and circulate the treated water  Improved ventilation, security, safety, hygiene, accessibility, conservation, lighting, sanitation, aesthetics and morale for the colony dwellers after rehabilitation

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