Ministry of Road Transport & Highways Government of Indiaenvironmentclearance.nic.in/writereaddata/online/EC/28082017YGF7… · Ministry of Road Transport & Highways Government of

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Coastal Regulatory Zone Clearance proposal

for Middle Strait Creek Bridge

CONSULTANCY SERVICES FOR PREPARATION OF DETAILEDPROJECT REPORT FOR REHABILITATION AND UPGRADING TO 2LANE/2 LANE WITH PAVED SHOULDERS CONFIGURATION ANDSTRENGTHENING OF PORTBLAIR – MAYABUNDER - DIGLIPURSECTION (KM 0.00 TO KM 61, KM 104 TO KM 142 & KM 333) OFNH-223 IN THE UNION TERRITORY OF ANDAMAN & NICOBARISLANDS (PACKAGE NO. SP/B/1)

C E C Projects Pvt. Ltd.In JV with Chaitanya Projects Consultancy Pvt. Ltd2nd Floor, Plot No. 21-22, R.K.Tower,Sector-4, Vaishali,Ghaziabad – 201010Ph:- 0120-3223419, 4120472, Fax:- 0120-4110472Email:- [email protected]

[email protected]

Table of Contents

1. Application Form-1

2. Pre Feasibility Report

Form-1

Form – I for seeking clearance for Project attracting CRZ notification

Basic information:

The Andaman Trunk Road (ATR) has been designated as NH-223 vide GOI MORT&H notificationdated 25.08.2005 except the chainages between Km 61.00 to Km 104.00 and Km 142.00 to Km155.00. Subsequently, the entire ATR situated within the UT of Andaman & Nicobar Island wasdesignated as NH-223 vide GOI MOSRT&H Notification dated 07.07.2008.

The Department of Road Transport & Highways, Ministry, Government of India intends to undertakeconstruction of 2-lane bridge over Middle Strait Creek (at km. 107) of National Highway-223(renumbered as NH-4 in 2010) in the Union Territory of Andaman & Nicobar Islands to augmentfacility of the highway.

NH-223Road inside Jarwa Area

DIGLIPUR

MAYABUNDER

RANGAT

PORTBLAIR

Area RequiringCRZ Clearance

The length of entire Project Road (NH-223) is described as under:

Sr. No. Project Stretches Remarks

1. Km. 106.590 To Km.107.762

Middle Strait Jetty Side, South Andaman Island toNilambur Jetty side, Baratang Island

Name of the Project:-

Construction of 2-lane Bridge over Middle Strait Creek (at Km. 107) of NH-223 connecting SouthAndaman Island & Baratang Island in the Andaman & Nicobar Islands

Location or site alternatives under consideration:-

No better alternative alignment is possible. Based on the techno-economical comparative study ofall the alternatives & subsequent discussions, Ministry of Road Transport & Highways (MORT&H) intheir letter no. RW-NH-34060/2/A&N/2013-S&R(B) dt. 22.08.2013 approved the best suitedalignment Option -2 for Middle Strait Creek Bridge. Subsequent to the approval of alignment ofCreek Bridge by the Ministry in their letter no. RW-NH-34060/2/A&N/2013-S&R(B) dt. 22.08.2013,the GADs were approved by MORT&H in their letter of even no. dt. 21.10.2013.

Size of the project (in terms of total area):-

The present site of the 2-lane Creek Bridge at Middle Strait comprises the section of NationalHighway-223 commencing existing chainage, Km. 106.590 (on Middle Strait Jetty Side, SouthAndaman Island) and meets at existing chainage, Km. 107.762 (on Nilambur Jetty side, BaratangIsland). The proposed Bridge lies in Andaman & Nicobar Islands.

CRZ classification of the area:-

The project lies in different CRZ zones as mentioned below:i. CRZ-1A : 637.75m

ii. CRZ-III : 135.36miii. CRZ- IVB : 282.28m

Expected cost of the project:-

Total Expected Cost for the subject work is approx. Rs. 276.95 crores

Contact Information & Phone Number:-

Shri A. JosemoneExecutive Engineer(Plg)-IIOffice of the Chief EngineerAPWD, Nirman BhawanPort Blair-744101Tel: 03192-245471

(II) Activity

1. Construction, operation or decommissioning of the Project involving actions, which willcause physical changes in the locality (topography, land use, changes in water bodies, andthe like)

S. No. Information/Checklist confirmation Yes/No Details thereof (withapproximate quantities /rates,wherever possible) with sourceof information data

1.1 Permanent or temporary change in land use,land cover or topography including increase inintensity of land use (with respect to localland use plan)

Yes Diversion of forest land to accountfor ROW (18m) of the proposedconstruction of approaches toMiddle Strait Creek Bridge

1.2 Details of CRZ classification as per theapproved Coastal Zone Management Plan?

Yes CRZ-I

1.3 Whether located in CRZ-I area? Yes1.4 The distance from the CRZ-I areas.1.5 Whether located within the hazard zone as

mapped by Ministry of Environment andForests/National Disaster ManagementAuthority?

1.6 Whether the area is prone to cyclone,tsunami, tidal surge, subduction, earthquakeetc.?

Yes On 26 December 2004 thecoasts of the Andaman andNicobar Islands were devastatedby a 10 m (33 ft)high tsunami following the 2004Indian Ocean earthquake. Morethan 2,000 people wereconfirmed dead, more than4,000 children were orphanedor suffered the loss of oneparent, and a minimum of40,000 people were renderedhomeless.

1.7 Whether the area is prone for saltwateringress?

Yes

1.8 Clearance of existing land, vegetation andbuildings?

Yes The construction of approachroad and bridge abutmentsrequire clearance of JarwaReserve forests land on MiddleStrait side and reserve forestland on Nilambur side

1.9 Creation of new land uses? Yes The reserve forest land atpresent shall require diversionfor construction bridge

1.10 Pre-construction investigations e.g. bore hole,soil testing?

Yes Geo-Technical investigation andsoil testing has been proposedfor the Bridge Location.

1.11 Construction works? Yes Construction of bridge andapproach road

1.12 Demolition Work? No New construction

1.13 Temporary sites used for construction worksor housing of construction workers?

Yes Labour camps, site office etc. willbe required temporarily duringconstruction by the contractor

1.14 Above ground buildings, structures orearthworks including linear structures, cutand fill or excavations

Yes For the construction of piers at adistance of 60m c/c andearthwork in the approach road

1.15 Underground works including mining ortunneling?

No Not Applicable

1.16 Reclamation works? No Not Applicable1.17 Dredging/reclamation/land filling/disposal of

dredged material etc.?No Not Applicable

1.18 Offshore structures? Yes Bridge1.19 Production and manufacturing processes? No Not Applicable1.20 Facilities for storage of goods or materials? Yes Construction materials for

Bridge1.21 Facilities for treatment or disposal of solid

waste or liquid effluents?Yes During construction phase of

project road, Solid waste will bedisposed off from constructionlabour camps at suitable locationaway from CRZConstruction debris and excavatedmaterial if suitable may be utilizedin approach road.

1.22 Facilities for long term housing of operationalworkers?

No Not Applicable

1.23 New road, rail or sea traffic duringconstruction or operation?

No Present ferry service shall be keptoperational during the construction

1.24 New road, rail, air waterborne or othertransport infrastructure including new oraltered routes and stations, ports, airportsetc?

NO Present ferry service shall be keptoperational during the construction

1.25 Closure or diversion of existing transportroutes or infrastructure leading to changes in

No Present ferry service shall be keptoperational during the construction

traffic movements?1.26 New or diverted transmission lines or

pipelines?No Not Applicable

1.27 Impoundment, damming, culverting,realignment or other changes to thehydrology of watercourses or aquifers?

NO Not Applicable

1.28 Stream and river crossings? Yes Middle Strait Creek1.29 Abstraction or transfers of water form ground

or surface waters?NO Not Applicable

1.30 Changes in water bodies or the land surfaceaffecting drainage or run-off?

No

1.31 Transport of personnel or materials forconstruction, operation or decommissioning?

Yes Transport of personnel or materialsfor construction will be required.

1.32 Long-term dismantling or decommissioning orrestoration works?

No

1.33 Ongoing activity during decommissioningwhich could have an impact on theenvironment?

No Not Applicable

1.34 Influx of people to an area in eithertemporarily or permanently?

Yes About 500 construction workerswill be deployed duringconstruction phase temporarilypreferably from local Area.

1.35 Introduction of alien species? No Not Applicable

1.36 Loss of native species or genetic diversity? No No such possibility is envisaged

1.37 Any other actions? No Not Applicable

2. Use of Natural resources for construction or operation of the Project (such as land,water, materials or energy, especially any resources which are non-renewable or inshort supply):

S.No Information /Checklistconfirmation

Yes/No Details thereof (with approximate quantities / rateswherever possible) with source of information data

2.1 Land especially undeveloped oragricultural land (Ha)

No

2.2 Minerals (MT) No2.3 Construction material- stone,

aggregates, and /soil (expectedsource- MT)

Construction materials such as stone, aggregates, sandshall preferable be brought from mainland whereas soilavailable locally, if found suitable shall be used.

2.5 Forests and Timber (source- MT) No NA2.6 Energy including electricity and fuels

(source, competing users)Unit: fuel (MT), energy (MW)

Yes During construction of the project road, electricity willbe required. DG set of 100 kVA capacity fitted withacoustic enclosure may be used for emergency powergeneration during grid power failure.

Quantity of fuel will depend on the operation of DGSets and construction equipment. At one point of time,only 200 liter HSD will be stored in barrels.

2.7 Any other natural resources(Use appropriate standard units)

No NA

3. Use, storage, transport, handling or production of substances or materials, which could beharmful to human health or the environment or raise concerns about actual or perceived risksto human health.

S. No Information /Checklist Information Yes/ No Details thereof (With approximatequantities / rates wherever possible)with source of information

3.1 Use of substances or materials, whichare hazardous (as per MSIHC rules) tohuman health or the environment(flora, fauna, and water supplies)

NoNo hazardous substances or material(as per MSIHC rules) will be used atthe project site during constructionphase.

3.2 Changes in occurrence of disease oraffect disease vectors (e.g. insect orwater borne diseases)

NoNo such possibility is anticipatedduring construction and operationphase.

S. No Information /Checklist Information Yes/ No Details thereof (With approximatequantities / rates wherever possible)with source of information

3.3 Affect the welfare of people e.g. bychanging living conditions?

Yes The proposed project will be helpfulin welfare of people by providingbetter, rapid and safe transportfacilities in the region.The project will also create direct andindirect employment opportunitiessignificantly during construction andoperation phase.Therefore, overall impact on livingconditions of peoples will be positivedue to construction of the creekbridge

3.4 Vulnerable groups of people who couldbe affected by the project e.g. hospitalpatients, children, the elderly etc.

No There are no vulnerable groups ofpeople except Jarwa tribe existing onlyin the designated Jarwa area awayfrom the project site. Therefore, affectto vulnerable groups is not anticipated

3.5 Any other causes, that would affectlocal communities, fisherfolk, theirlivelihood, dwelling units of traditionallocal communities etc

No Not applicable

4. Production of solid wastes during construction or operation or decommissioning (MT/month)

S.No

Information /Checklist Information Yes/No

Details thereof (With approximatequantities / rates wherever possible) withsource of information

4.1 Spoil, overburden or mine wastes No No such waste will be generated from theproject.

4.2 Municipal waste (domestic and orcommercial wastes)

Yes During construction phase, small quantity (50–75kg) of solid waste will be generated fromconstruction labour camps. Municipal wastegenerated from labour camps and by workerswill be collected, segregated and disposedafter segregation as per provision ofMunicipal Solid Wastes (Management &Handling) Rules, 2000

4.3 Hazardous wastes (as per HazardousWaste Management Rules)

Yes Waste generated from waste oil generatedfrom maintenance of heavy machinery will becollected and given to MOEF approved wasteoil recyclers.

4.4 Other industrial process wastes No No industrial process wastes will begenerated from the project road.

4.5 Surplus product No No surplus product will be generated fromthe project road.

4.6 Sewage sludge or other sludge fromeffluent treatment

Yes Small quantity of sewage sludge will begenerated from Sewage disposal facilities atconstruction camp that will be treated andused as manure for plantation

4.7 Construction or demolition wastes No

4.8 Redundant machinery or equipment No No redundant machinery or equipment willbe at the project site.

4.9 Contaminated soils or other materials No No contaminated soil or material isanticipated to generate at the project site.

4.10 Agricultural wastes No No agricultural waste is anticipated at theproject site.

4.11 Other solid wastes Yes Top soil generated during construction of theproject road will be collected and used forfilling of borrow area and for plantation.

5. Release of pollutants or any hazardous, toxic or noxious substances to air (Kg/hr)

S.No

Information /Checklist Information Yes/No


5.1 Emissions from combustion of fossilfuels from stationary or mobile sources

No Stack emissions are anticipated from theoperation of DG set, which will beoperated only to meet the powerrequirement during grid power failure atconstruction sites.

Vehicles transporting constructionmaterials, construction equipment andmachinery will be another source ofemissions which shall be negligible.

5.2 Emissions from production processes No

5.3 Emissions from materials handlingincluding storage or transport

Yes Very small quantities of fugitive emissionsare envisaged during handling, transportand unloading of construction materials.

5.4 Emissions from construction activitiesincluding plant and equipment

Yes Small quantity of dust emission may beobserved during excavation andconstruction activities.

5.5 Dust or odours from handling ofmaterials including constructionmaterials, sewage and waste

No Small quantity of dust may be generatedduring handling of construction materials.

5.6 Emissions from incineration of waste No No incineration of waste will be at theproject road site.

5.7 Emissions from burning of waste in openair (e.g. slash materials, constructiondebris)

No No burning of waste will be at the projectroad site.

5.8 Emissions from any other sources No No emission from any other sources isanticipated.

6. Generation of Noise and Vibration, and Emissions of Light and Heat:

S. No Information /Checklist Information Yes/No


6.1 From operation of equipment e.g.engines, ventilation plant, crushers

Yes From construction equipment and DG sets,70 to 85 dB (A) noise levels may begenerated. However, adequate mitigationmeasures, silencers, muffler, acousticenclosure, will be provided to control thenoise levels.

6.2 From industrial or similar processes Yes From road construction equipment, noiselevels of about 70 dB(A) will be generated.

6.3 From construction or demolition Yes Noise will be generated from heavyearthmoving machinery duringconstruction process.

During construction activities, approx. 70 to85 dB(A) noise may be generatedtemporarily

6.4 From blasting or piling No NA

6.5 From construction or operationaltraffic

Yes Approximately 65 to 75 dB(A) noise may begenerated from the vehicles approachingthe site

6.6 From lighting or cooling systems No Not applicable

6.7 From any other sources No --

7. Risks of contamination of land or water from releases of pollutants into the ground or intosewers, surface waters, ground water, coastal waters or the sea:

S. No Information /Checklistconfirmation

Yes/ No Details thereof (with approximate quantities /rates. Wherever possible) with source ofinformation data

7.1 From handling, storage, use orspillage of hazardous materials.

No No such risk is involved as no hazardoussubstances or material (as per MSIHC rules)will be handled, stored or used at the project

S. No Information /Checklistconfirmation

Yes/ No Details thereof (with approximate quantities /rates. Wherever possible) with source ofinformation datasite.

7.2 From discharge of sewage or othereffluents to water or the land(expected mode and place ofdischarge)

Yes During construction, sewage shall bedischarged through septic tank/soak pit.Sewage generated during operation phasefrom rest area will be discharged though septictank and used for dust suppression and greenbelt.

7.3 By deposition of pollutants emittedto air into the land or into water

Yes The dust generation will take place due tomaterial handling and earth works atconstruction site. These emissions are neutralin nature and will settle in the immediatevicinity hence no impact is anticipated. Duringoperation no deposition of pollutantsanticipated.

7.4 From any other sources No --

7.5 Is there a risk of long term build upof pollutants in the environmentfrom these sources?

No No such impact is anticipated.

8. Risk of accidents during construction or operation of the Project, which could affect humanhealth or the environment


Yes/No Details thereof (with approximatequantities / rates. Wherever possible)with source of information data

8.1 From explosions, spillages, fires etcfrom storage, handling, use orproduction of hazardoussubstances.

No No explosive, flammable and hazardoussubstance or material will be handled,stored or used at the project road site.

Adequate construction safety measureswill be taken during the construction andoperation phase.



8.2 From any other causes? No

8.3 Could the project be affected bynatural disasters causingenvironmental damage (e.g. floods,earthquake, landslides, cloudburstetc)?

No The project shall be designed taking into allconsiderations.

9. Factors which should be considered (such as consequential development) which could lead toenvironmental effects or the potential for cumulative impacts with other existing or plannedactivities in the locality



9.1 Lead to development ofsupporting, utilities, ancillarydevelopment or developmentstimulated by the project, whichcould have impact on theenvironment e.g. Supporting infrastructure

(roads, power supply, wasteor waste water treatment,etc)

Housing development

Extractive industries

Supply industries

Other

No

No

No

No

No

Any such development activity along thebridge is not feasible

9.2 Lead to after –use of the site,which could have an impact on the

No



environment.9.3 Set a precedent for later

developments.No

9.4 Have cumulative effects due toproximity to other existing orplanned projects with similareffects.

No No cumulative effect is anticipated due totwo lanes up-gradation of the project roadwith paved shoulders.

(III) Environmental Sensitivity

S.No

Areas Name/Identity

Aerial distance (within 15 Km.) proposedproject location boundary

1. Areas protected under internationalconventions, national or locallegislation for their ecological,landscape, cultural or other relatedvalue

Yes

The project requires diversion of JarwaReserve forest. The area required to bediverted by 2.5884 Ha.

2. Areas which are important or sensitivefor ecological reasons- Wetlands,watercourse or other water bodies,coastal zone, biosphere, mountains,forests

Yes


3. Areas used by protected, important orsensitive species of flora or fauna forbreeding, nesting, foraging, resting,over wintering, migration

Yes


4. Inland, coastal, marine or undergroundwaters

NoThe proposed bridge is to be constructed overthe Middle Strait creek

5. State, National boundaries NO Not Applicable6. Routes or facilities used by the public

for access to recreation or othertourist, pilgrim area

NoPresently vehicle ferries are operational forpublic access

7. Defense Installations No --8. Densely populated or built-up area No

Pre Feasibility Report

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CONSULTANCY SERVICES FOR PREPARATION OF DETAILED PROJECT

REPORT FOR REHABILITATION AND UPGRADING TO 2 LANE/2 LANE

WITH PAVED SHOULDERS CONFIGURATION AND STRENGTHENING

OF PORTBLAIR – MAYABUNDER - DIGLIPUR SECTION (KM 0.00 TO

KM 61, KM 104 TO KM 142 & KM 155 TO KM 333) OF NH-223 IN THE

UNION TERRITORY OF ANDAMAN & NICOBAR ISLANDS (PACKAGE

NO. SP/B/1)

PROJECT REPORT (MIDDLE STRAIT & HUMPHREY STRAIT CREEK BRIDGES)

C E C Projects Pvt. Ltd. In JV with Chaitanya Projects Consultancy Pvt. Ltd 2nd Floor, Plot No. 21-22, R.K.Tower, Sector-4, Vaishali, Ghaziabad – 201010 Ph:- 0120-3223419, 4120472, Fax:- 0120-4110472 Email:- [email protected] [email protected]

mailto:[email protected]

mailto:[email protected]

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CONSULTANCY PVT. LTD.

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Project: 2-laning of NH-223 (NH-4) from Portblair – Diglipur (Km.0/000 to Km.333/000) Sheet: 2 Document: 2011-03/P-70/DPR Date: March 2014 Table of Contents Revision: R0

Table of Contents

Table of Contents ........................................................................................................................................2

ABBREVIATIONS ..........................................................................................................................................3

MAIN REPORT .............................................................................................................................................4

0.1 Introduction ..................................................................................................................... 4 0.2 Socio-economic profile .................................................................................................... 6 0.3 Construction of Creek Bridges ......................................................................................... 6 0.4 Design Considerations ..................................................................................................... 7 0.5 Cost Estimates ............................................................................................................... 11 0.6 Conclusions & Recomendations .................................................................................... 11

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Project: 2-laning of NH-223 (NH-4) from Portblair – Diglipur (Km.0/000 to Km.333/000) Sheet: 3 Document: 2011-03/P-70/DPR Date: March 2014 Abbreviations Revision: R0

AA BB BB RR EE VV II AATT II OO NN SS

AP Affected Persons

APWD Andaman Public Works Department

BSR Basic Schedule of Rate

CBR California Bearing Ratio

CCF Chief Conservator of Forest

CCFFC Chief Conservator of Forest (Forest Clearance)

CD Cross Drainage

CE Chief Engineer

COI Corridor of Impact

DPR Detailed Project Report

EIA Environmental Impact Assessment

GAD General Arrangement Drawing

Ha Hectare

HFL High Flood Level

IRC Indian Road Congress

MOEF Ministry of Environment & Forest

MORTH Ministry of Road Transport & Highways

NH National Highway

PIU Project Implementation Unit

PWD Public Works Department

ROW Right of Way

SOR Schedule of Rates

TBM Temporary Bench Mark

TOR Terms of Reference

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Project: 2-laning of NH-223 (NH-4) from Portblair – Diglipur (Km.0/000 to Km.333/000) Sheet: 4 Document: 2011-03/P-70/DDPR/Main Report Date: March 2014 DPR for Creek Bridges Revision: R0

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0.1 Introduction

0.1.1 The Andaman Trunk Road (ATR) has been designated as NH-223 vide GOI MOSRTH Notification dated 25.08.2005 except the Chainages between Km. 61 to 104 and Km. 142 to 155. Subsequently, the entire ATR situated within the UT of Andaman & Nicobar Islands was designated as NH-223 vide GOI MOSRTH Notification dated 07.07.2008.

0.1.2 The Ministry of Road Transport and Highways, Government of India intends to undertake widening to 2-lane/2-lane with Paved Shoulder and improvement of about 277 km length of National Highway-223 (renumbered as NH-4 in 2010) from Km 0.00 (Chidya Tapu) to Km 61.00, Km. 104.00 to Km. 142.00 and Km. 155.00 to Km. 333.00 of NH-223 in the UT of Andaman & Nicobar Islands to augment capacity of the highway, with enhanced safety features.

0.1.3 Considering the status as observed on ground after topographical survey, the following is proposed. (a) The Project Road stretches for NH-223 where no work can be done in the Jarwa Reserve

Forest are: i) Km. 59.400 to Km. 107.00 & ii) Km.138.200 to Km. 155.00

The end point of the Jarwa Reserve Forest will remain same as mentioned above (indicated by APWD) as no survey work can be under taken in these stretches. First Jarwa Reserve Forest area, the end chainage will be kept as km 107. Second Jarwa Reserve Forest area, the end chainage will be kept as Km. 155.00.

(b) As per GOI Notification dated 25.08.2005 the ATR has been designated as NH-223. However on ground the ATR terminates at Aerial Bay at Km.319.00. The project road from Km. 319.00 (End of ATR) to Km.333 (Foot Hill of Saddle Peak) is presently not the part of ATR, but it is a rural road under village panchayats (length=11 Kms.) and another 2.5-3.0 Kms. of rural road upto Foot Hill of Saddle Peak is under construction by APWD.

0.1.4 The Project stretch starts from the southern end of the South Andaman Island at Km. 0/000 of

NH-223 at a place named as Chidya Tapu (just adjacent to the forest rest house). This place is famous for migratory birds. 2 Kms. ahead towards east is a sea beach named Mundapahar and terminates at Km 333.00 (at the foothill of Saddle Peak).

0.1.5 The length of the entire Project Road (NH-223) is described as under:

Sr. No. Project Stretches Project Length

Remarks

1. Km. 0.00 to Km. 59.4 59.4 Kms. Section – 1: Chidya Tapu to Jirkatang in Southern Andaman Island

2. Km. 59.40 to Km. 107.00 46 Kms. 1st Jarwa Reserve Forest: Jirkatang to Middle Strait Jetty in Southern Andaman Island.

3. Km.107.00 to Km. 130.00 23 Kms. Section – 2: Nilambur Jetty to Gandhi Ghat Jetty in Baratang Island.

4. Km. 130.00 to Km. 138.20 12 Kms. Section – 3: Uttara Jetty to Kadamtala in Northern Andaman Island.

5. Km. 138.20 to Km. 155.00 13 Kms. 2nd Jarwa Reserve Forest: Kadamtala to

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Sr. No. Project Stretches Project Length

Remarks

Police Check post No.-11 in Northern Andaman Island.

6. Km. 155.00 to Km. 333.00 178 Kms. Section – 4: Police Check post No.-11 via Diglipur in Northern Andaman Island to end of proposed road.

0.1.6 Total length of NH-223 is about 333.00 Kms, 107 Kms. of which lies in Southern Andaman Island, 23 Kms. lies in Baratang Island & 203 Kms. lies in Northern Andaman Island. The National Highway-223 starts at Chidya Tapu (a place famous for the migratory birds) at the extreme Southern end of the Andaman Island at a distance of about 15 Kms from Port Blair City and passes through places namely Prothrapur ( Km. 17.00 ), Bathu Basti ( Km. 19.00 ), Garacharma (Km. 20.00), Ferrargunj (Km. 42.70), Jirkatang (Km.59.70), Baratang (Km. 108.50), Kadamtala (From Km. 141.00), Kaushalya Nagar (Km. 164.800), Rangat (Km.176.00), Panchavati (Km.193.00), Swadesh Nagar (Km. 207.000), Billi Ground Market (Km.209.500), Lucknow (Maya Bunder, Km.239.00), Mohanpur (Km.250.00), Kishorinagar (Km. 290.00), Subhash Gram (Km. 310.00), Diglipur (Km.312.00) & ends at Aerial Bay (Km. 319.00). There after the alignment follows the Rural Road up to Km 330 (a total of 11Km) which is maintained by various village panchayats. From Km 330 to 333.00 (as indicated by APWD authorities at Diglipur) is being constructed as rural road with 3.0 m pavement width by APWD. The point indicated by the APWD authorities is at the foot hills of Saddle Peak which is the highest point in the Andaman’s.

0.1.7 Most of the length passes through rolling terrain but there are certain stretches of the project road which passes through hilly terrain.

0.1.8 Structural Geology of Andaman Islands

The Andaman-Nicobar basin, located in the southeastern part of the Bay of Bengal, occupies an area of 47,000 sq. km including deep waters. This basin forms a part of Island Arc System which extends from Myanmar in the north to Indonesia in the south.

The Andaman-Nicobar basin represents a typical Island arc system. The basin came into existence as a result of the northward movement and anticlockwise rotation of the Island Plate and its under thrusting under the Asian plate in the Cretaceous time. As subduction progressed, the Outer High Arc complex started rising steeply, thereby creating a depression or a Fore Arc basin between Volcanic Arc and the Outer High Arc. Continued thrusting caused uplift and formation of the Andaman Nicobar Ridge as a chain of Islands. The Andaman chain of islands

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form a part of geotectonic regime; “The Great Indonesian Island Arc System” of the East Indies and it extends upto Burmese Arc i.e. Arakan Yoma fold belt. It is more than 5000 km in length.

Broad stratigraphic and structural framework of the Andaman-Nicobar area reveals that over 3,000 m of sediments ranging in age from Cretaceous to Recent are exposed. The main Andaman and Nicobar islands expose mostly rocks of Cretaceous-Oligocene age. The Neogene strata are exposed mainly in the Ritchie’s Archipelago.

0.2 Socio-economic profile

0.2.1 NH-223 is the only major road in Andaman Island. NH-223 is the lifeline of Andaman Island. The movement of passenger & goods in the Andaman Islands are dependent on the condition of this road.

0.2.2 Average Annual Growth Rate (%) in growth of Population at Diglipur is 1.69% followed by that at Port Blair, Mayabunder and Rangat as 0.426%, 0.176% & 0.163% respectively. This population growth data have been used while evaluating the growth rate of passenger traffic of respective homogeneous section.

0.2.3 Average Annual Growth Rate (%) in growth of economy in sectors related to growth of freight traffic and transportation is 2.60%. This growth rate has been considered for projection of goods traffic for the project road.

0.2.4 Average Annual Growth Rate (%) in growth of per-capita income is 3.55%. This growth rate has been considered for projection of passenger traffic for the project road.

0.3 Construction of Creek Bridges

Ministry of Road Transport & Highway has decided to take up the construction of 2 creek bridges in the first phase. With the construction of two bridges over the creeks, the traffic to Northern Andaman Island will increase. However since maximum tourist interest locations are upto Baratang Island, the likelihood of passenger vehicles is not going to increase many fold. However there will be increase in freight vehicle to Northern Andaman Island due to reducing reliance on movement by sea routes.

Accordingly the design report for the 2 creek bridges has been prepared separately for approval and sanction purpose. Directorate of Shipping Services (DSS), Andaman and Nicobar Administration, Port Blair had been approached to give horizontal & vertical clearance requirements for Navigational Ships in the two straits. As per their letter no. M/AFL(OPN)/2-6/2007/990 dated 14/08/2013 the requirement for the vertical clearance is 22.0m above high tide level and Horizontal clearance is 32 m. This minimum vertical clearance has been considered for evaluating different bridge alignment options over the 2 creeks. MORTH vide its letter dt. 22.08.2013 had approved the alignment for the bridge & approaches across Middle Strait & Humphrey Strait.

The GAD for both the bridges have been submitted to MORTH and the same were examined by MORTH and accepted vide their letter dt. 21st Oct. 2013.

0.3.1 Middle Strait Bridge

Alignment plan of proposed bridge is shown in drawing P-70/LA/01 attached at the end of this report. This bridge consists of 16 spans of 60m each against the requirement of 32m for movement of ferry vessels stated by Directorate of Shipping services vide their letter no.

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M/AFL(OPN)/2-6/2007/990 dated 14/08/2013. The vertical clearance of 27.935m from high tide level against requirement of 22m stated by Directorate of Shipping services vide their letter no. M/AFL(OPN)/2-6/2007/990 dated 14/08/2013. Total width of the bridge is 14.80m. Segmental box superstructure over RCC pier and Well foundation has been proposed.

0.3.2 Humphrey Strait Bridge

Alignment plan of proposed bridge is shown in drawing P-70/LA/02 attached at the end of this report. This bridge consists of 17 spans of 60m each against the requirement of 32m for movement of ferry vessels stated by Directorate of Shipping services vide their letter no. M/AFL(OPN)/2-6/2007/990 dated 14/08/2013. The vertical clearance of 22.085m from high tide level against requirement of 22m stated by Directorate of Shipping services vide their letter no. M/AFL(OPN)/2-6/2007/990 dated 14/08/2013. Total width of the bridge is 14.80m. Segmental box superstructure over RCC pier and Well foundation has been proposed.

0.4 Design Considerations

a) The main design criteria have been to evolve design of a safe structure having adequate durability and conforming to the various technical specifications and sound engineering practices.

The design of structural components conforms to the criteria laid down in the latest edition of the following codes of practice standard specifications published upto 1 months prior to last date of issue of tender document, guideline/circular of IRC and BIS published upto one month prior last date of tender document.

Various Codes of Practices as under:

Standard Year of

publication Title

IRC: 5 1998 Standard Specifications and Code of Practice for Road Bridges,

Section I - General Features of Design (Seventh Revision).


Section II – Loads and Stresses (Fifth Revision).

IRC: 21 2000

Standard Specifications and Code of Practice for Road Bridges,

Section III - Cement Concrete (Plain and Reinforced) (Third

Revision).


Section VII - Foundations and Substructure (Second Revision).

IRC: 83

(Part III) 2002

Standard Specifications and Code of Practice for Road Bridges, Section IX – Bearings, Part III: POT, POT-CUM-PTFE, PIN AND METALLIC GUIDE BEARINGS

IRC:89 1985 Guidelines for Design and Construction of River Training and

Control Works for Road Bridges

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Standard Year of

publication Title

IRC:SP-33 1989 Guidelines and Supplemental Measures for Design, Detailing and

Durability of Important Bridge Structures.

IS: 456 2000 Code of Practice for Plain and Reinforced Concrete Structures.

IS: 1893 2002 Criteria for earthquake resistant design of structures.

Design calculations of the creek bridges have been given in Design Volume (Part 1 of 2 & Part 2 of 2).

b) Units : Metric units shall be followed

c) Concrete clear covers For all reinforcement - As per clause 304.3 of IRC: 21-2000.

d) Type of Superstructure PSC Box superstructure has been considered based on the span length of 60m.

The depth of superstructures have been decided based on structural considerations and also keeping in view the minimum vertical clearances above HFL and the road formation levels.

e) Miscellaneous Effects For the design of superstructure elements, bending and shear checks have been carried out as per IRC codes of practice.

0.4.1 Loads and Load Combinations

a) Dead Loads

Following unit weights have been considered in the design as per IRC:6-2010.

Reinforced Concrete : 24 kN/m3

Plain Cement Concrete : 22 kN/m3

Structural Steel : 78.5 kN/m3

Dry Density of Soil : 18 kN/m3

Saturated Density of Soil : 22 kN/m3

b) Superimposed Dead Loads

i) Wearing Coat

25mm thick mastic asphalts over 40mm thick asphaltic concrete layers considered for the wearing coat. The load considered for wearing coat is 22 kN/m3 of carriageway (considering future overlay).

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ii) Crash Barrier

The concrete crash barrier is 500 mm wide and proposed to be provided adjacent to the carriageway on either side. Loading of 10 kN/m per side of the carriageway has been considered in design as per IRC:6-2010.

c) Live Loads

The bridges have been designed for the worst effects of the following carriageway live loads:

i) For 2-Lane bridges

• One lane of IRC Class 70R Wheeled load.

• Two lane of IRC Class-A load.

ii) For 3-Lane bridges

• One lane of IRC Class 70R Wheeled loading + one lane of Class-A loading.

• Three lane of IRC Class-A loading.

Impact factor considered is as per Cl. 208 of IRC:6-2010 for the relevant load combinations.

d) Longitudinal Forces

Longitudinal forces as per the provision of Cl. 211 of IRC:6-2010 arising from the following causes have been considered in the design.

• Braking forces of the live load.

• Frictional resistance offered to the movement of free bearings due to change of temperature or any other cause.

e) Horizontal Forces due to Water Currents

Portion of road bridges which may be submerged in running water has been designed for horizontal pressure due to force of water current as per the stipulations of Cl. 210 of IRC:6-2010.

f) Earth Pressure Forces

1. Earth pressure forces have been calculated as per the provision of Cl. 214 of IRC:6-2010

considering the following soil properties :

- Type of soil for backfilling : As per Appendix 6 of IRC:78-2000

with dry density of 2.07 t/cu.m and

submerged density of 1.2 t/cu.m.

- Angle of Internal Friction : = 300

- Angle of Wall Friction : = 200

- Coefficient of Friction ‘’ : tan (2/3), where is the angle of

internal friction of substrata

immediately under the foundations.

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2. Live load surcharge has been considered as per the provisions of IRC:78 i.e. equivalent of

1.2m height of fill in case of abutments and equivalent of 0.6m height of fill in case of return/wing walls.

g) Wind Effect

Structures have been designed for wind effects as stipulated as Cl. 209 of the IRC:6-2010. The wind forces have been considered to be acting in all the three directions i.e. Longitudinal, transverse and Vertical (both Up & down direction) on superstructure and substructure. The one producing the worst effect has been considered in the design.

h) Seismic Effect

The proposed road stretch is located in seismic zone V. Therefore, all the bridges have been designed for seismic effects. The seismic forces shall be calculated as per seismic coefficient method outlined in Cl. 219 of IRC:6-2010. Importance factor of 1.2 and Response Reduction factor of 3 have considered for calculating the seismic forces.

i) Temperature Range

The bridge structure/components i.e. bearings and expansion joints have been designed for a temperature variation of ± 25° C.

j) Buoyancy

100% buoyancy have been considered while checking stability of foundations irrespective of their resting on soil/weathered rock/or hard rock. However, the maximum base pressures have also been checked under additional condition with 50% buoyancy in cases where foundations are embedded into hard rock. Pore pressure uplift limited to 15% has been considered while checking stresses of the substructure elements as per IRC:6-2010.

k) Load Combination

All members have been designed to sustain safely the most critical combination of various loads and forces that can coexist. Various load combinations as relevant with increase in permissible stresses considered in the design is as per Cl. 202 of IRC:6-2010 and Cl. 706 of IRC:78-2000.

m) Exposure Condition

Being close to the sea, severe exposure conditions have been considered while designing various components of the bridge.

0.4.2 Bearings

For the creek bridges with individual spans 60.00 m have been provided with POT–PTFE bearings

as the project sector is in Seismic Zone-V.

0.4.3 Foundation design for creek bridges

Well foundation has been proposed for the two creek bridges. Founding level of the proposed

structures has been fixed assuming SBC of soil as 70 t/m2 at the depth of 19m & 36m below the

existing ground level (for abutment & piers respectively) of proposed substructure locations.

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0.5 Cost Estimates

0.5.1 All broad work items have been identified. Unit rates of different work items have been derived using M/oRT&H Standard Data Book for Rate Analysis. Basic rates of materials, labour and machinery were taken from Andaman PWD.

0.5.2 Stone Aggregates, moorum, boulders, Hume pipes etc. are available at Port Blair in Andaman Islands. All manufactured items such as Steel, cement, bitumen, emulsions etc. are not manufactured anywhere in Andaman Islands. Therefore carriage of steel & cement from Mainland (Kolkata) and carriage of bitumen & emulsion from Mainland (Vizag) have been considered in estimation. Moreover, sand is also not available in Andaman Islands. Hence carriage of sand has also been considered from Mainland (Kolkata).

0.5.3 The basic rate of construction materials available in Andaman Islands such as Stone Aggregates, moorum, boulders, Hume pipes etc., have been taken from Andaman PWD. The basic rate of labour and machinery have also been taken from Andaman PWD. All these materials are available at Port Blair.

0.5.4 The Market Rate at Kolkata has been taken for the manufactured items such as Steel & cement, where as market rate of bitumen & emulsions etc have been taken from Vizag. The prevalent basic rate of sand at Kolkata as per West Bengal PWD SOR have been considered.

0.5.5 For carriage of materials by ship from Mainland, unit rates for transportation was obtained from Indian Coastal Conference (ICC, the autonomous body for fixing rates and guidelines for shipping in India). After addition of bunker surcharge, dirty cargo charges, provision for freight increase, service tax etc. (as per guidelines laid down by ICC), final unit rate for transportation of materials by sea route have been worked out. Value Added Tax (VAT @ 4%) was added to the basic rate of all the materials transported from Mainland. Moreover, Octroi duty @ 4% was also added to the basic rate of materials at Port Blair for the materials transported from Mainland (as per guidelines laid down by Port Blair Municipal Council, PBMC).

0.5.6 The cost of construction is high because of the following reasons:

Material cost calculated for Andaman Islands including transportation from Mainland is approximately double the rate when compared with the same at Mainland.

Cost of transportation of Machinery from Mainland including cost for Pneumatic Sinking of Wells with use of Barge.

0.6 Conclusions & Recomendations

0.6.1 The construction of two sea creek bridges is essential. This project cannot be financially viable when implemented by any mode of funding other than funding from budgetary resources.

0.6.2 Govt. of India has taken up this project and has principally decided to construct the two bridges on EPC mode in light of the project highway being the lifeline of the Andaman Islands and its social and economic development.

0.6.3 Some of the constraints of the project implementation are given below:-

1. Due to presence of variety of flora & fauna in the Andaman Island. Getting environmental & forest clearances may require additional time.

2. The southern approach of the proposed Major Bridge at Middle Strait Creek shall enter in the Jarwa Reserved Forest to an extent of 500 to 600m. Getting clearance for the same is a major constraint.

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