DEVELOPMENT OF GIS BASED FRAMEWORK TO PLAN AND MONITOR PMGSY ROAD NETWORKS

A thesis submitted in partial fulfillment of the requirements for the award of the degree of

Master of Technology

in Transportation Engineering and Management

by J. VIJAY ANAND

DEPARTMENT OF CIVIL ENGINEERING NATIONAL INSTITUTE OF TECHNOLOGY TIRUCHIRAPPALLI - 620 015 DECEMBER 2009

BONAFIDE CERTIFICATE
This is to certify that the Project titled DEVELOPMENT OF GIS BASED FRAMEWORK TO PLAN AND MONITOR PMGSY ROAD NETWORKS is a bonafide record of the work done by J. VIJAY ANAND (203108002) in partial fulfillment of the requirements for the award of the degree of Master of Technology in Transportation Engineering and Management of the NATIONAL INSTITUTE OF TECHNOLOGY, TIRUCHIRAPPALLI, during the year 2009-2010

(Dr. S. MOSES SANTHAKUMAR) Guide Professor of Civil Engineering

(Dr. S. MOSES SANTHAKUMAR) Head Department of Civil Engineering

Project viva-voce held on

Internal Examiner

External Examiner

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ABSTRACT
India lives in its villages. The development of rural areas is unthinkable without the provision of All-Weather Road access to all our villages and habitations. Realizing this Government of India decided to undertake the massive programme of rural connectivity under the Pradhan Mantri Gram Sadak Yojana (PMGSY) by December 2000, with the intention to provide not simply the rural paths but a well laid-out network of well engineered and durable roads throughout the country. Unlike the past road development plans, where though the conceptual plans and targets had been worked out, the absence of detailed work plans resulted in a non-integrated, functionally deficient and inefficient network, proper emphasis is given to planning by introducing the concept of District Rural Roads Plan (DRRP) and Core Network (CN).

As the programme is being implemented by preparing the DRRP and CN plans a huge database is being generated all over the country. Handling, managing and updating of the data by the traditional methods is not only tedious and time consuming but also difficult to sort and retrieve. Thus despite its huge success, PMGSY programme is currently facing a backdrop as it lacks a framework to store the information and thereby to plan and monitor activities. To obviate these difficulties, it is proposed to develop the database in Geographic Information System environment by the development agencies.

The present study aims at developing a database of PMGSY road network and framing a setup for planning, monitoring and decision-making using Geographic Information iii

System (GIS) platform. Tiruchirappalli District of state Tamilnadu is selected for the study. The complete database comprising habitation data, road inventory, core network, etc has been created for the district using GIS software package, ArcGIS. The planning methodology to select a core network and roads for upgradation is developed then using network planning tools available in ArcGIS based on Utility Value, Road Index and Accessibility Index as recommended by PMGSY. Few helpful tools to monitor and analyse the road network while planning and after developmental stage is also developed. Keywords: PMGSY; GIS; Database; Planning; Monitoring

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ACKNOWLEDGEMENTS

I sincerely acknowledge my deep sense of gratitude and indebtedness to my guide Dr. S. Moses Santhakumar, Professor and Head, Department of Civil Engineering, for his expert guidance throughout the duration of this thesis.

I would like to express my heartfelt thanks to Dr. M. Chidambaram, Director, National Institute of Technology, Tiruchirappalli, for providing the necessary facilities to complete this project.

I wish to extend sincere thanks to Dr. Samson Mathew, Associate Professor, Department of Civil Engineering, for his suggestions during the course of this thesis.

It is my privilege to express my thanks to Government Organizations like Directorate of Rural Development, Chennai and TWAD Board, Chennai for their kind co-operation and contribution with the required data for the successful completion of this project.

I am grateful to all faculty members of the Civil Engineering Department, my classmates and friends without whom the study would not have been successful.

J. VIJAY ANAND

TABLE OF CONTENTS
Title Page No. iii v vi x xi

ABSTRACT .................................................................................................................. ACKNOWLEDGEMENTS ......................................................................................... TABLE OF CONTENTS ............................................................................................. LIST OF TABLES ....................................................................................................... LIST OF FIGURES ..................................................................................................... CHAPTER 1 1.1 1.2 1.3 1.4 1.5 INTRODUCTION

General .................................................................................................................. 1 PMGSY Programme ............................................................................................. 1 Need of GIS in PMGSY ....................................................................................... 1 The Present Study ................................................................................................ 2 Organisation of Thesis .......................................................................................... 2 STATE OF THE ART

CHAPTER 2 2.1 2.2 2.2.1 2.2.2 2.2.3 2.2.4 2.2.5 2.2.6 2.2.7 2.2.8 2.3 2.3.1 2.3.2

Need for Rural Roads ........................................................................................... 4 PMGSY Programme ............................................................................................. 4 The lead ................................................................................................................ 4 The launch ............................................................................................................ 5 Governing bodies ................................................................................................ 5

Partnering World Bank and ADB ......................................................................... 6 Technical base ...................................................................................................... 6 Quality control system .......................................................................................... 7 Achievements and targets .................................................................................... 8 GIS for PMGSY ................................................................................................... 8 Geographic Information System (GIS) ................................................................ 8 What is GIS? ........................................................................................................ 8 Components of GIS .............................................................................................. 9

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2.3.3 2.3.4 2.4 2.4.1 2.4.2 2.5 2.5.1 2.5.2

Application of GIS to road development ............................................................. 10 Software packages ................................................................................................ 10 ArcGIS ................................................................................................................. 10 Introduction .......................................................................................................... 10 ArcGIS Desktop ................................................................................................... 11 Review of Literature 12

GIS application for PMGSY ................................................................................. 12 Network planning ................................................................................................ 14 PREPARATION OF DATABASE

CHAPTER 3 3.1 3.2 3.2.1 3.2.2 3.2.3 3.2.4 3.2.5 3.2.6 3.2.7 3.3 3.4 3.4.1 3.4.2 3.4.3 3.5

Introduction .......................................................................................................... 16 Study Area ............................................................................................................ 16 General .................................................................................................................. 16 History .................................................................................................................. 16 Geography ............................................................................................................ 17 Administrative divisions ....................................................................................... 18 Demography .......................................................................................................... 18 Transportation ....................................................................................................... 19 PMGSY details ..................................................................................................... 19 Data Acquisition ................................................................................................... 20 Database Preparation ............................................................................................ 20 GIS environment ................................................................................................... 20 Projections and coordinate system ........................................................................ 21 Methodology ......................................................................................................... 21 Summary ............................................................................................................... 25

CHAPTER 4 NETWORK PLANNING 4.1 4.2 Introduction ........................................................................................................... 26 Key Terminology ................................................................................................ 26 vii

4.3 4.3.1 4.3.2 4.3.3 4.4 4.4.1 4.4.2 4.4.3 4.4.4 4.4.5 4.4.6 4.4.7 4.4.8 4.5 4.5.1 4.5.2

Planning Methodology PMGSY ........................................................................ 29 General .................................................................................................................. 29 Network philosophy .............................................................................................. 29 Methodology ......................................................................................................... 30 Planning Toolset Development ............................................................................. 32 Introduction .......................................................................................................... 32 Need for a planning tool ....................................................................................... 32 Planning toolset ..................................................................................................... 33 Process involved ................................................................................................... 33 CN1 for C.HAB ................................................................................................... 35 CN2 for C.HAB ................................................................................................... 35 CN3 for C.HAB ................................................................................................... 35 CN for U.HAB_FW .............................................................................................. 36 Planning Toolset Validation ................................................................................. 36 CN for C.HAB validation .................................................................................... 37 CN for U.HAB_FW validation ............................................................................. 38

CHAPTER 5 NETWORK MONITORING 5.1 5.2 5.2.1 5.2.2 5.2.3 5.2.4 5.2.5 5.2.6 5.2.7 Introduction .......................................................................................................... 29 Monitoring Toolset Development ........................................................................ 30 Introduction .......................................................................................................... 30 Unconnected HAB ................................................................................................ 30 BACK HAB .......................................................................................................... 31 HAB without FAC ................................................................................................ 32 Road AADT .......................................................................................................... 33 HAB within 500m from PR .................................................................................. 34 Road Density ......................................................................................................... 35

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5.3

Analysis ................................................................................................................. 37

CHAPTER 6 CONCLUSION 6.1 6.2 6.3 General .................................................................................................................. 44 Specific Inferences ................................................................................................ 44 Scope for Future Work ......................................................................................... 45

APPENDICES 1 2 3 4 5 6 7 8 9 Road Network Map - Tiruchirappalli .................................................................... 46 BRRP Map - Thiruverumbur Block ...................................................................... 47 Unconnected Habitations ...................................................................................... 48 Backward Habitations ........................................................................................... 51 Facility Status Of Blocks ...................................................................................... 54 AADT Trend In National Highways ..................................................................... 56 Habitations within 500m from PR ........................................................................ 57 Length Of Roads ................................................................................................... 58 Density Of Roads ................................................................................................ 59 60

REFERENCES

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LIST OF TABLES
Table No. 3.1 3.2 Title Page No. 22 28

Identified Spatial Layers ....................................................................... The Indicators and the Utility Value An Illustrative Example ..........

LIST OF FIGURES
Figure No. 3.1 3.2 3.3 4.1 4.2 4.3 4.4 4.5 4.6 5.1 5.2 5.3 5.4 5.5 5.6 5.7 Title Tiruchirappalli District ............................................................................. Tiruchirappalli Administrative Divisions .............................................. Database Creation Methodology ........................................................... Link and Through Routes ......................................................................... Model Builder Window and Planning Toolset ......................................... Methodology Behind Planning Toolset .................................................... Layout of Planning Tool ........................................................................... Validation of Tools to Plan Network for Connected Habitations ............ Validation of Tools to Plan Network for Unconnected Habitations ........ Monitoring Toolset ................................................................................... Layout of Unconnected HAB tool ........................................................... Layout of BACK HAB tool ..................................................................... Layout of HAB without FAC tool ........................................................... Layout of Road AADT tool ..................................................................... Layout of HAB within 500m from PR tool .............................................. Layout of Road Density tool .................................................................... Page No. 17 18 24 27 33 34 36 37 38 39 40 41 41 42 42 43

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CHAPTER 1 INTRODUCTION
1.1. GENERAL In the year 2000, around 40 per cent of the 825,000 villages in India lacked allweather access roads. This constrained economic activities and access to essential services. Nearly 74 per cent of Indias rural population, constituting the majority of Indias poor, were not fully integrated into the national economy. The rural roads sector, which is a State subject by then, also lacked adequate planning and management due to poor coordination between multiple funding streams and agencies. Investing in rural roads was given low priority and viewed in isolation from the need for State and National Highways. Realizing the critical issue of rural road sector, Government of India has decided to undertake the massive programme of rural connectivity under the Pradhan Mantri Gram Sadak Yojana (PMGSY). 1.2. PMGSY PROGRAMME Pradhan Mantri Gram Sadak Yojana (PMGSY) is a hundred percent centrally sponsored project launched on 25th December, 2000, with the primary objective to connect all the habitations of population above 500 (250 in case of hill states, tribal and desert areas). The intention is not simply to provide the rural paths but a well laidout network of well engineered and durable roads throughout the country. Unlike the past road development plans, where though the conceptual plans and targets had been worked out, the absence of detailed work plans resulted in a non-integrated, functionally deficient and inefficient network, proper emphasis is given to planning by introducing the concept of District Rural Roads Plan (DRRP) and Core Network (CN). 1.3. NEED OF GIS IN PMGSY As the programme is being implemented by preparing the DRRP and CN plans a huge database is being generated all over the country. Handling, managing and updating of the data by the traditional methods is not only tedious and time consuming but also difficult to sort and retrieve. To obviate these difficulties, it is proposed to develop the

database in Geographic Information System environment. A Geographic Information System (GIS) is a collection of computer software, hardware, data and personnel used to store, manipulate, analyse and present geographically referenced information. Thus GIS can be effective tool for village and road information system, which will help the planners and administrators to identify the problems associated with rural road developmental activities, location and provision of appropriate facilities, monitoring and maintenance management of the assets created in rural areas. 1.4. THE PRESENT STUDY The present study aims at developing a database of PMGSY road network and framing a setup for planning, monitoring and decision-making using Geographic Information System (GIS) platform. ArcGIS, a reputed GIS software package is made used for the purpose. Tiruchirappalli District of state Tamilnadu has been considered for the study. The objectives of the study are: To develop a Geo-database comprising habitation level data, road inventory, core network, etc. To develop a planning methodology and tool set to select a core network and roads for upgradation using network planning tools available in ArcGIS based on Utility Value, Road Index and Accessibility Index as recommended by PMGSY and IRC-SP 20. To develop a suitable toolset having models to monitor and analyse the road network during and after planning stage. 1.5. ORGANISATION OF THESIS With this first chapter giving introduction to the study, the thesis consists of six chapters. The second chapter comprises details about PMGSY programme, general review of GIS, features of ArcGIS software package and review of literature. The third chapter gives the characteristics of the study area and explains the process of development of database.

The fourth chapter explains about the methodology followed for planning road network including core network planning, selecting a road for upgradation and toolset created for planning using ArcGIS. The fifth chapter briefs the minor tools developed using ArcGIS to assist planning and monitoring activities of PMGSY by making use of developed database. The sixth chapter concludes the report with the brief summary of work done, the specific inferences obtained, and the scope of future study.

CHAPTER 2 STATE OF THE ART

2.1. NEED FOR RURAL ROADS India lives in its villages and road connectivity is a key component of its Rural Development. Rural roads contribute significantly to generate increased agricultural incomes and productive employment opportunities, alongside promoting access to economic and social services. Rural Roads are the virtual lifelines for the vast multitude residing in rural areas. The development of rural areas is unthinkable without the provision of All-Weather Road access to all our villages and habitations. In the year 2000, around 40 per cent of the 825,000 villages in India lacked allweather access roads. This constrained economic activities and access to essential services. Nearly 74 per cent of Indias rural population, constituting the majority of Indias poor, were not fully integrated into the national economy. The rural roads sector, which is a State subject by then, also lacked adequate planning and management due to poor coordination between multiple funding streams and agencies. Investing in rural roads was given low priority and viewed in isolation from the need for State and National Highways. Recognising the critical issue of the rural road sector, the Government of India (GOI) planned to give a boost to rural connectivity by launching a nationwide program, the Pradhan Mantri Gram Sadak Yojana. 2.2. PMGSY PROGRAMME 2.2.1. The Lead Though Rural road development has been a part of all our 20 year road development plans a major thrust to the development of Rural Roads was given at the beginning of the Fifth Five Year Plan in 1974, when it was made a part of the Minimum Needs Programme (MNP), along with electricity, primary health centre, primary school and dwelling unit with a view to bring the rural population into the mainstream of national development. Funds were provided by the States. In 1996, the MNP was merged with the Basic Minimum Services (BMS) programme. Funds continued to be provided by the States. The BMS followed the 1991 census data. About 55 percent of villages achieved connectivity by March, 2000. But the construction of rural roads has been
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undertaken as part of several employment creation and poverty-alleviation programmes of the central and state governments. Because of the employment focus, roads were mostly left as earth tracks or gravel roads and did not conform to technical standards in terms of compaction, drainage and geometrics. They were also not maintained. As a result, they may not be functional as means of connectivity. 2.2.2. The Launch Considering all this backlogs in the year 2000, GOI launched a nationwide program, the Pradhan Mantri Gram Sadak Yojana, (PMGSY- the Prime Ministers Rural Roads Program) under the Ministry of Rural Development (MoRD), particularly for rural road sector. The program envisages providing new connectivity to about 180,000 habitations through the construction of about 372,000 kms of roads, and upgrading about 370,000 kms of the existing core rural network to provide full farm-to market connectivity. The total outlay for the program is 33 billion USD. PMGSY is being implemented as a 100 per cent centrally-funded program aimed at providing allweather connectivity to all habitations of above 500 population (250 in case of hills, desert and tribal areas). 2.2.3. Governing Bodies Through the PMGSY, the GOI is endeavouring a radical departure from the past. It is enforcing more rational and transparent decision making, planning, and design tools; it is also helping to streamline the flow of funds through a sector wide approach for sustainable rural infrastructure development. The Central Government has formulated detailed Policy and Operational Guidelines and set up the National Rural Road Development Agency (NRRDA) to provide management and technical support to the States. The program has greatly enhanced the capacity of States to plan and manage rural roads by creation of State Rural Roads Development Agencies in each State. These agencies monitor PMGSY works, which are implemented by Public Works Departments, Rural Development Department and similar agencies. A unique feature is the engagement of technical institutes with government agencies. In most cases all survey reports and detailed project reports were prepared by the staff of the Public Works Department (PWD). This enabled officers to develop ownership and become involved in the early stages of the program. These preparations were
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supervised by chief engineers and independent professional bodies like the Indian Institute of Technology, National Institute of Technology. It scrutinized the project proposals prepared by the State Public Works Department and were deputed for any technical project support the State government may periodically require. Through such interaction the engineering institutes were engaged in real-time projects while the government agency had access to professional technical assistance. 2.2.4. Partnering World Bank and ADB The World Bank, a partner with the Government of India to build rural infrastructure, alleviate poverty and improve rural livelihood, is supporting the PMGSY program. Since the inception of the PMGSY, the World Bank has provided technical support to the Ministry of Rural Development in formulating the operational guidelines of the program. It includes setting up the Core Road Network approach to prioritize the selection of habitations. Asian Development Bank (ADB) has also agreed to provide loans for building rural infrastructure mainly for the North Eastern States of Assam, Orissa and West Bengal by providing loan of nearly US $ 1100 million under Rural Road Sector Project (RRSP). A highlight of the association has been the mandatory provision for peoples participation, adoption of Environmental and Social Management Framework (ESMF), developing maintenance management capacity of the States and exposure to global good practices through training. 2.2.5. Technical Base Prior to unveiling the PMGSY program, the Central Government was responsible for only National Highways. It was for State Governments to plan, fund, construct and maintain rural roads. There was no national level consensus or coordination on rural roads. The PMGSY initiated a paradigm shift in the way rural roads are mapped, designed, monitored, and built. At the initiative of the MoRD, NRRDA prepared an operational manual to systematize the process of road building, to be uniformly applied throughout the country. For the first time, nationwide operational standards have been adopted in the area of institutional structures, planning, design, reporting systems, procurement, contract management, financial and accounting systems, manpower
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skills and safety measures. Monitoring of the quality of works and materials by third parties has become mandatory. Guidelines on acceptable standards with desired specifications have also been put in place in order to cut down on subjective evaluations. The following publications were released by IRC regarding PMGSY: The Rural Roads Manual has been approved and printed by the Indian Roads Congress (IRC) as a Special Publication (IRC: SP-20:2002). This Manual provides a firm technical base for the road works that are being taken up under the PMGSY. In order to streamline the process of estimation and to standardise contracts, a separate Book of Specification and a Standard Data Book have been published in the IRC at NRRDAs instance. These replace the publications brought out by the Ministry of Road Transport and Highways, and will be in consonance with the Rural Roads Manual.

2.2.6. Quality Control System Under the PMGSY, a three-tier quality control system has been put in place to ensure quality in road works. This will be applicable throughout the country. The first tier is at the District Project Implementation Unit (PIU), led by a senior Executive Engineer, where all aspects of operational monitoring are held. Contractors are also required to maintain field level laboratories for testing at each stage. The PIU field engineers periodically conduct quality control tests at the site and record the results in a quality control register. The second tier involves quality monitoring at the State level, where district wise quality monitors of the State government, working independently of the PIU, cross-check the work and verify the entries in the register. The third tier, added under the Rural Roads Project, is of National Quality Monitors. It is mandatory for a reputed independent agency to be specifically contracted to carry out random tests on the quality of work. Retired Chief Engineers from neighbouring States are also taken on board for inspection of works alongside representatives of reputed engineering colleges and other specialized institutes. A Quality Control Handbook has been published for PMGSY. Quality Control Registers have been prescribed for all the works under Pradhan Mantri Gram Sadak Yojana and these Registers will be maintained for each work under the Programme.
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2.2.7. Achievements and Targets The PMGSY program, now part of the Bharat Nirman Initiative, is running into the 9th year of implementation. Until the end of November 2009, new connectivity has been provided to about 64,365 eligible habitations in addition to upgradation of connectivity to 31,778 habitations. A total of 377,500 kms of road work including 130,000 kms of new roads have been constructed, serving about 45 million rural people. 2637 crore was the total cost spent by then. Connectivity and mobility is the key to reaching out and opening up new opportunities. With the construction of village roads, rural India is rapidly transforming. Wherever the roads network has come up the rural economy and quality of life has improved. Habitations with a population above 1000 are targeted to be connected by year 2010, habitations with a population of 500 by 2015 and habitations with a population above 250 by 2022. This target counts to a total of 290,758 habitations. Recent estimates by the MoRD (2007) suggest that the total investment required to meet the PMGSY targets was Rs. 1,320,000 million. From this, Rs. 269,290 million has been spent on building roads and the balance of Rs. 1,050,710 million will be used to connect the remaining unconnected habitations that are eligible under the program. 2.2.8. GIS for PMGSY Despite its huge success, PMGSY programme is currently facing a backdrop as it lacks a framework to store the information and thereby to plan and monitor activities. The data changes of roads constructed under new connectivity or the surface condition of the roads upgraded have not been updated in order to get the latest picture of the new connectivity status or requirement and the updated surface condition of the existing roads. Geo-Information Technology is preferred to overcome this backdrop by development agencies. 2.3. GEOGRAPHIC INFORMATION SYSTEM (GIS) 2.3.1. What is GIS? A Geographic Information System (GIS) is a collection of computer software, hardware, data and personnel used to store, manipulate, analyse and present geographically referenced information. GIS has the power to create maps, integrate information, visualize scenarios, solve complicated problems, present powerful ideas
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and develop effective solutions like never before. It is a tool used by individuals and organizations, schools, governments and businesses seeking innovative ways to solve their problems. In the strictest sense, GIS is a computer system capable of assembling, storing, manipulating and displaying geographically referenced information, i.e. data identified according to their location. GIS can be used to create and maintain geographic databases and are eminently suited for what-if-kind of analysis in any planning related activity. Typically a geographic database integrates two types of data: spatial and attribute data. Spatial data represents a geographic feature such as point, line and polygons. Attribute data relates to data qualifying the geographic features of an area usually tabular in nature and derived from knowledge about the application domain. Typical examples being soil type of land parcel, name of a habitation and road length, etc. 2.3.2. Components of GIS A working GIS integrates five key components: Hardware: It is the computer on which a GIS operates. Today, GIS software runs on a wide range of hardware types, from centralized computer servers to desktop computers used in Stand-alone or networked configurations. Software: GIS software provides the functions and tools needed to store, analyze, and display geographic information. Key software components are a)Tools for the input and manipulation of geographic information, b) A database management system (DBMS), c) Tools that support geographic query, analysis, and visualization, d) A graphical user interface (GUI) for easy access to tools. Data: Possibly the most important component of a GIS is the data. Geographic data and related tabular data can be collected in-house or purchased from a commercial data provider. A GIS will integrate spatial data with the other data resources and can even use a DBMS, used by most organizations to organize and maintain their data, to manage spatial data. People: GIS technology is of limited value without the people who manage the system and develop plans for applying it to real-world problems. GIS users range from technical specialists, who design and maintain the system to those who use it to help them perform their everyday work.

 Methods: A successful GIS operates according to a well-designed plan and business rules, which are the models and operating practices unique to each organization. 2.3.3. Application of GIS to Road Development The advantage of using GIS is its ability to access and analyse spatially distributed data. GIS can be used to create a database, by integrating the spatial data and the attribute data on roads as well as the habitations, for better planning and management of rural road programme at district/block level. Handling, retrieval, managing and updating of the data is easy and less time consuming in GIS. The network planning tools available in various GIS software will be useful for finding out optimal road network based on accessibility criterion and socio-economic benefit criteria. In addition, special plans can be prepared to identify optimal route locations to provide new connectivity to the targeted habitations. GIS can also be used to monitor the road conditions and developmental changes over the time period. Thus GIS can be effective tool for village and road information system, which will help the planners and administrators to identify the problems associated with rural road developmental activities, location and provision of appropriate facilities, monitoring and maintenance management of the assets created in rural areas. 2.3.4. Software Packages With the advent of computers many reputed GIS software packages are available like ArcGIS, ERDAS, GeoMedia, GRASS, MapInfo, MapObjects, etc. In addition to these packages many open resource GIS softwares are also available now. All softwares has its own advantages and disadvantages. But due to its user friendly environment and availability of variety of analysis tools ArcGIS remains the most preferred one. 2.4. ArcGIS 2.4.1. Introduction ArcGIS is an integrated family of GIS software products for building a complete GIS. It is a set of tools for collecting, storing, managing, analyzing, and representing geographic information. ArcGIS provides a scalable framework for implementing GIS

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for a single user or many users on desktops, in servers, over the Web, and in the field. It consists of four primary frameworks for deploying GIS: ArcGIS Desktop - An integrated suite of professional GIS applications. Server GIS - ArcIMS, ArcGIS Server, and ArcGIS Image Server. Mobile GIS - ArcPad and ArcGIS Mobile for field computing. ESRI Developer Network (EDN) - Embeddable software components for developers to extend GIS desktops, build custom GIS applications, add custom GIS services and web applications, and for creating mobile solutions. All four ArcGIS frameworks are based on ArcObjects, a common, modular library of re-useable GIS software components. ArcObjects includes a wide variety of programmable components, ranging from fine-grained objects - for example, individual geometry objects to coarse-grained controls and tools - for example, a map control that allows you to quickly embed a map interface into your custom application for working with GIS map documents created in ArcGIS. These developer tools aggregate comprehensive GIS functionality for .NET, Java, C++, and web developers. 2.4.2. ArcGIS Desktop ArcGIS Desktop is the framework that provides the user interaction and experience for GIS professionals who use three ESRI software products: ArcView, ArcEditor, ArcInfo. They all appear the same and work in similar ways the only difference is the tools available. ArcEditor offers more tools than ArcView and ArcInfo offers more tools than ArcEditor.

ArcGIS Desktop is made up of three components: ArcMap, ArcCatalog, and ArcToolbox, each perform a distinct set of tasks. ArcMap lets you make maps from multiple layers of geographic data. The ArcMap interface presents a Table of Contents (TOC) with currently available data layers as well as the current map and symbology. Users can change between a publication view of the map (called Layout View), to which legends and other map elements can be added and a working view in which you can manipulate your data (called Data View).

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 ArcCatalog supports your connection to and browsing of spatial data. Through the tools associated with ArcCatalog you can access data on your computer and other systems to which your computer is connected and add it to your map. ArcCatalog is also the subsystem that provides access to metadata and allows you to update and edit information associated with the spatial data you are using. ArcToolbox contains an extensive menu of tools for manipulating your spatial data, at the ArcInfo level you will access to advanced spatial analytic tools as well. A number of optional extensions are available for ArcGIS Desktop that provides additional GIS functionality. Extensions allow you to perform tasks such as raster geo-processing, three-dimensional analysis, and survey integration.

2.5. REVIEW OF LITERATURE 2.5.1. GIS applications for PMGSY Lot of research works are coming up in the field of application of GIS for rural road development. The works which found to be useful for the study are briefed here. Bhuvaneswari Devi. R (2003) has developed a database for Tiruchirappalli district for providing connectivity under PMGSY using GIS. The information system giving details of type of road, type of surface, population served directly and indirectly, connectivity, etc. is developed to help in network planning and provision of various services in rural areas. Thenpandithamizh P (2005), Nayyar.Shaik (2006), Sayad Bilal (2007), A.Ganesh Raja (2008), Praveen Babu CH. (2009) used GIS to develop a database and to perform various analyses on PMGSY road network for 15 districts of Tamilnadu, which can be used for rural road planning and management. The analysis includes proximity study of habitations from road network, study of connected length of road works, number of roads and habitations benefited in a year (phase) in a district and comparison of the same with different districts, identification of through routes, link routes, and market centers, etc.

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Prasada Rao, B. Kangadurai, P. K. Jain, Dr. Neelam Jain (2003) developed an Information system for rural road network planning for Rupauli Block in Purnia District of Bihar. GIS is used to store village level data and road inventory data of the block. Steps to prepare maps from the developed database are also explained. V.S. Karandikar, Amit Prakash, P.S. Bindu, Prashant Nayak (2003) developed a GIS based Road Information and Management System for Maharashtra. The developed system acts as a decision support tool for Public Works Department and Government of Maharashtra. A.Mohan Rao, B. Kanaga Durai, P.K.Jain and P.K. Sikdar (2004) developed a methodology in GIS to prepare District Rural Road Plan and Core Network Plan for Simdega Block in Jharkhand state. Praveen kumar & M. K. Lal (2006) has conducted study on Computer Aided Design of Rural Roads (PMGSY). A Software is developed, which is useful for performing various tasks of a Rural Road development project under PMGSY including Preparation of database for core network identification, Pavement Design, Geometric Design, Analysis of rates, cost estimation of Roads and Cross Drainage work, preparation proposal for pavement layers and Cross Drainage work, preparation of summary sheet of the proposals. B. P. Chandrasekar, A. Veeraraghavan, B. Balabhaskara Reddy & K.B. Rathanakara Reddy (2006) have made a study on Asset Management of Rural Roads need for a policy frame work in India. The attempt is to highlight the various issues that need special attention to preserve the PMGSY rural road infrastructure assets created. This includes dedicated funds for maintenance, preventive maintenance and preservation programmes, creation of a data base for pavement management and training. Various preventive maintenance treatment technologies and performance based maintenance contract technologies have been presented along with related issues and concerns. Anjaneyulu, M.V.L.R, Keerthi. M.G. (2007) developed a methodology to plan the rural roads based on secondary data sources, which often remain unutilized in most of the planning processes, in GIS environment. The rural roads are planned based on the functional dependence of settlements and the potential interactions resulting from
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them. An index derived from set of demographic, socioeconomic, infrastructural development and policy attributes is developed to prioritize the settlements. Cluster Analysis is used to obtain Hierarchy of the settlement. Dr. Vandana Tare, Gaurav Bhandari, Manish Sardana (2007) developed various thematic views which can be useful for Rural Road Network planning such as villages with various population ranges, villages having Panchayat Headquarters, Villages which are not connected by any road, source villages which can provide connectivity to the unconnected villages, etc. Praveen kumar and Anukul Saxena (2008) developed a planning model for upgradation of rural road by keeping PMGSY programme as the base. The upgradation is planned based on two steps strengthening of road or widening and alternate route. K.M. Lakshmana Rao, K. Jayasree, I. Rama Chandra Reddy (2008) derived a mathematical model for identification of market centers which acts as a proxy to travel demand. The road network connecting the market centers is proposed using shortest spanning trees. GIS is used as a supporting tool to identify the final road network by the coordination of existing and proposed road networks. Prof. P.K. Sikdar, A.K. Singh developed a methodology to plan a new alignment for a Rural Road Network based on Accessibility Approach. Accessibility and construction cost are considered as phenomenons for network alignment. An accessibility indicator has been developed and based on this the network has been generated. 2.5.2. Network Planning Swaminathan, (1981) used the concept of minimum spanning tree for connecting the villages to existing nearby roads or to the market center. Various link options for connectivity were analysed by considering the flow circuit. Market centers and existing roads were considered as high intensity concentrated electric charges. Kumar and Tilloston (1985) proposed the rural road network planning methodology which minimizes the road construction and travel cost. The villages were considered as unconnected nodes which were to be connected to root nodes, situated either

14

on market centers or on the existing main roads interconnecting the market centers. The minimum construction cost network was generated first by using minimum spanning tree concept. So the unconnected villages were connected to the market center or the main road and proceeding towards interior by connecting the nearest unconnected village with the already connected ones. Alternative networks were generated from a set of predetermined road links using different link options. The optimum network was obtained from minimum construction cost. Mahendru (1985) used the concept of settlement interaction, link efficiency, route efficiency and network efficiency to generate, analyse and evaluate alternative rural road linkage patterns. Integrated area development approach was considered to arrive at a road network, which serves the area in a balanced way. Gravity hypothesis was used to qualify inter settlement interaction using level of socio-economic development, population and spatial in terms of centrality scores and the interaction between two settlements was considered proportional to the difference in their centrality scores. Kumar (1997) suggested the facility-based approach to rural road planning. One of the important contributions of the study is its findings about the rural travel characteristic, which were derived from an extensive survey data obtained from rural areas. From the survey results it was suggested that, a network, which provided connectivity to market center and educational institutions is correlated with their accessibility from different road types. Education level was taken as the proportion of population studying or studied at a particular level whereas the accessibility measure was taken as the distance of education institutions from the village. The existing correlation between accessibility and education level was considered as the guiding tool to arrive at the maximum permissible distance of the village from an educational institute in planning the rural road network.

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CHAPTER 3 PREPARATION OF DATABASE

3.1. INTRODUCTION The present study consists of three stages Preparation of Database in GIS environment, development of toolset plan the Core Network and development of minor tools to assist planning and monitoring through various useful analysis. In order to prepare a scientific plan for rural roads it is necessary to build a comprehensive database. All transportation planning exercises requires large amount of data on many factors, which influence the travel. Lets see about the study area characteristics, data acquisition process, and finally preparation of database in this chapter. 3.2. STUDY AREA 3.2.1. General Tiruchirappalli district in Tamilnadu State have been selected as the study area for the application of GIS on road network. Tamil Nadu is a state in southern India, bordered by Andhra Pradesh state on the north, by Karnataka state on the northwest, by Kerala state on the west, by the Bay of Bengal on the east and by the Indian Ocean on the south. Occupying the extreme south of the Indian peninsula, Tamil Nadu has an area of 130,058 sq km. The state of Tamil Nadu is divided into 32 Administrative Districts, which in turn are further bifurcated into smaller divisions and subdivisions including a total of 17,272 villages. Tiruchirappalli, popularly known as Trichy, is situated on the banks of the Cauvery River in the southern state of Tamil Nadu, lying at a distance of about 320 km from Chennai and 133 km from Madurai. 3.2.2. HISTORY Woraiyur, a part of present day Tiruchirappalli, was the capital city of Cholas from 300 B.C. onwards. Later, Woraiyur along with the present day Tiruchirappalli and its neighbouring areas came under the control of Mahendra Varma Pallava I, who ascended the throne in A.D. 590. Till A.D. 880, according to the inscriptions, this region was under the hegemony of either the Pallvas or the Pandyas.
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It was in 880 AD, Aditya Chola brought a downfall to the Pallava dynasty. From that time onwards Tiruchirappalli and its region became a part of Greater Cholas. In 1225 A.D the area was occupied by the Hoysulas. Afterwards, it came under the rule of later Pandyas till the advent of Mughal Rule. Tiruchirappalli was for some time under the Mughal rule, which was put to an end by the Vijayanagar rulers. The Nayaks, the Governors of Vijayanagar Empire, ruled this area till A.D. 1736. It was Viswanatha Nayaka who built the present day Teppakulam and the Fort. The Nayak dynasty came to an end during the days of Meenakshi. The Muslims ruled this region again with the aid of either the French or the English armies. For some years, Tiruchirappalli was under the rule of Chanda Sahib and Mohamed Ali. Finally the English brought Tiruchirappalli and other areas under their control. The district was then under the hegemony of British for about 150 years till the independence of India. Trichy flourished and prospered in its own, built around the Rock Fort. Apart from the fort there are several churches, colleges and missions dating back to the 1760s. With its excellent infrastructural facilities Trichy serves as a good base to see central Tamilnadu. 3.2.3. Geography Tiruchirapalli district (Fig. 3.1), lies at the heart of Tamil Nadu. The district has an area of about 4,404 square kilometers. It is geographically positioned between 10 and 1130 of the northern latitude and 7745 to 7850 of the Eastern longitude.

Fig. 3.1 - Tiruchirappalli District

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Tiruchirapalli is bounded to the north by Namakkal District, to the northeast by Perambalur District, to the east by Thanjavur District, to the southeast by Pudukkottai District, to the south by Sivaganga and Madurai districts, to the southwest by Dindigul District, to the west by Karur District, and to the northwest by Namakkal District. 3.2.4. Administrative Divisions

BLOCKS

TALUKS

REVENUE DIVISIONS

Fig. 3.2 - Tiruchirappalli Administrative Divisions Tiruchirappalli district comprises following administrative divisions (Fig. 3.2): 3 Revenue Divisions Tiruchirappalli, Musiri and Lalgudi. 8 Taluks - Lalgudi, Manapparai, Manachanallur, Musiri, Thottiyam, Thuraiyur, Tiruchirappalli , Srirangam. 14 Blocks - Musuri, Tattayangarpettai, Thottiam, Thuraiyur, Uppiliyapuram, Manachanallur, Pullambadi, Lalgudi, Andanallur, Thiruverumbur, Manikandam, Vaiyampatty, Manapparai and Marungapuri. 408 Village Panchayats and 1926 Habitations. a City Corporation with 60 wards of 4 zones, 15 wards to each zone, namely, Srirangam, Ariyamangalam, Ponmalai and K.Abishekapuram.

3.2.5. Demography The population of the district was 10, 72,756 in 1951, which has increased to 2,418,366 persons in 2001 with the density of 549 person per sq.km. It is 47.10%
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urbanised. The average decadal growth rate of population is 21.0 % over the last four decades. Total number of households in Tiruchirappalli City Corporation according to 2001 census is 175,212. The district has a literacy of 79.16%, higher than the state's average. Tamil is the principal language spoken and Tamils are the predominant linguistic group in the district. Hindus formed the majority of the population at 84.39% of the population followed by Christians at 9.02%, Muslims at 6.46% and others at 0.12% 3.2.6. Transportation Tiruchirappalli district is an important urban centre in the state and well connected by Roads and Railways. Three National Highways (NH 45, NH 67 and NH 210), three State Highways and six major district roads form the major road network of the region. The district has 202.6km of National Highway, 210.3Km length of state highways, 2816.9km length of Major and Other District Roads, 986.4km of Corporation and Municipality Roads and 884.6km of Town Panchayat roads. Tiruchirappalli is the hub of Southern Railway's operations to connect central Tamilnadu, and various parts of India. Tiruchirappalli has an airport about 7-8 Km from the city, that runs flights to Indian cities, territories and neighbouring countries Srilanka and Singapore. Rockfort Temple, Jambukeswara Temple, St. Lourdu's Church, Hazrath Nathervali, Grand Anaicut (Kallanai Dam), Mukkombu, etc. are few places of interests for Tourists in Tiruchirappalli district. 3.2.7. PMGSY Details Despite many administrative levels available over the country, PMGSY deals only with the levels State, District, Block and Habitations. For monitoring the target achievement, Habitations are further considered into four classes based on total population as 1000 +, 999 500, 499 250, 249 0. Tiruchirappalli district has 1926 habitations in total, under the administration of 14 blocks. Out of 1926 Habitations, 76 habitations were connected by the year 2000. As far as on December 2009, about 112 habitations were provided with new connectivity and connectivity is being upgraded for about 184 habitations. The district comprises of 195 PMGSY roads till the year
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2008, running for a length of about 386.8 km. About 27 crore Rupees have been spent for the district alone under PMGSY. 3.3. DATA ACQUISITION For this work Topo sheet, Block and Village Data, Habitation Data, details of Road Network, Connectivity details, Block level map data, etc have been collected. Their source and other details are as follows: Topo Sheets covering Tiruchirappalli district has been obtained from Survey of India, Chennai, in scale 1:50,000. Village Data the names of blocks and villages with census codes and population from Block/ District level Statistical Handbook. Habitation Data the block level data having information about each habitation like: Name and Reference Code, Demographic data, Education facilities, Health facilities, Market facility, Administrative Detail like Head Quarter, etc is obtained from District Rural Development Agency (DRDA). Details of Road Network the data regarding name of the road, category of road, road surface type, soil type and other details are collected from DRDA and PMGSY official website. Connectivity Details details regarding connectivity available for each habitation like All Weather Road (AWR), Fair Weather Road (FWR) or no connectivity, Primary and Secondary road network (PR) like National Highways (NH), State Highways (SH) and Major District Roads (MDR). Block level map data The map at block level at 1:50,000 scales were collected from the relevant DRDAs in the form of AutoCAD files. The map data contains the following items: Location of habitation/settlements, Boundaries and Road Network.

3.4. DATABASE PREPARATION 3.4.1. GIS Environment GIS software ArcGIS Desktop 8.2 is used to prepare database. Digitising, editing and attribute linking can be done with less effort in this software, when compared with other GIS softwares. ArcMap component is used to deal with spatial and non spatial
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data manipulation like digitization, editing, etc. It forms the main working environment. ArcCatalog is used to access and manage the data on your system. Various complex and advanced operations are carried out using tools available in ArcToolbox. 3.4.2. Projection and Coordinate System The features on a map reference the actual locations of the objects they represent in the real world. A coordinate system is a reference system used to represent the locations of such map features like geographic features, imagery, and observations. There are two common types of coordinate systems used in GIS: A global or spherical coordinate system such as latitude-longitude often referred to as geographic coordinate systems. A projected coordinate system based on a map projection which provide various mechanisms to project maps of the earth's spherical surface onto a twodimensional Cartesian coordinate plane. Projected coordinate systems are sometimes referred to as map projections. Albers equal area, etc. Here for our purpose the following predefined coordinate systems are used: Geographic coordinate system - GCS_WGS_1984, for digitization and database preparation. Projected coordinate system name - WGS_1984_UTM_Zone_44N, for analysis and planning purpose. 3.4.3. Methodology The database is prepared at block level as prescribed by PMGSY Operations Manual and then combined together to form district database. The database preparation is carried out at three steps spatial layers preparation, non- spatial data preparation and integration of non-spatial data to respective spatial layers. Example: transverse Mercator,

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1) Spatial Layers Preparation: The following tasks are involved in preparation of spatial layers. Identification of spatial layers: As a first step the various spatial layers that are going to be a part of database is identified and created using ArcCatalog as Shape files. The identified spatial layers are given in Table 3.1.

Table 3.1 Identified Spatial Layers

NO. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 FILE/LAYER NAME HABITATIONS STATE BOUNDARY DISTRICT BOUNDARY BLOCK BOUNDARY RES_FOREST NH SH_MDR ODR_VR PMGSY RAIL LAKE RIVER HQ MARKET HEALTH EDUCATION TOURIST RELIGIOUS QUARRY MAP LAYERS Habitations State Boundary District Boundary Block Boundary Forest Boundary Primary Road Secondary Road Rural Road PMGSY Road Railway Line Lakes Rivers and Channels Administrative HQ Market Centre Health Service Educational Service Tourist Place Religious place Quarry (Stone & Sand) TYPE Point Polygon Polygon Polygon Polygon Line Line Line Line Line Polygon Line Point Point Point Point Point Point Point

Obtaining Boundary Layers: The exact spatially referenced boundary map layers including State boundary, District boundary and Block boundary is obtained from Tamilnadu Water supply And Drainage Board (TWAD Board). Importing AutoCAD map data to GIS environment : The AutoCAD map data obtained from DRDA is then imported into the GIS workspace using conversion tool available in ArcGIS. The imported data lacks any spatial reference and so it will not match its exact location.
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 Spatial Adjustment of imported AutoCAD map data: The imported data is thus spatially adjusted and referenced to the available referenced boundary layers by making use of five adjustment methods available in ArcGIS, like rubber sheeting, edge snapping. Extracting features from AutoCAD map data: The various features present in imported AutoCAD map is extracted and stored in their respective spatial layers, like National Highways to NH layer, Habitation Locations to HABITATIONS layer, etc. Checking Topology: Prepared Spatial layers are checked for topological rules like block boundary should be within district boundary, lines should not have any dangles, etc. The errors if any are corrected.

2) Non- Spatial Data Preparation: The attributes that are to be integrated with developed spatial layers is compiled in the required format and stored as Excel file (xls) format. The non spatial data is prepared for each spatial layer. For example, a table having informations like Habitation Code, Habitation Name, Block and District address, Total Population, SC/ST Population, availability of facilities like Primary School, Colleges, Medical Centres, Market Places, Connecting Road details, etc for HABITATIONS layer. 3) Spatial Layer and Non - Spatial Data Integration: The non spatial data developed as xls sheets is then appended with their respective spatial layers. For example, NH sheet to NH layer, Habitation sheet to HABITATIONS layer. The only requirement for integration of spatial and non spatial data is the presence of minimum one common field say id or name. The merging can be done easily using tool available in ArcGIS. Thus the database preparation is done.

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The pictorial chart Fig. 3.3 gives the brief about the steps involved in database preparation.

Spatial layers identification

Obtaining boundary layer

Spatial adjustment of map data

Importing AutoCAD map data

Extracting features of spatial layers

Non spatial data creation

Integration of spatial and non-spatial data to database

Fig. 3.3 Database Creation - Methodology

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3.5. SUMMARY The database comprising habitation data, primary and secondary road information, rural road network inventory, rail network, water bodies, characteristics of important places like market centres, Head Quarters, Tourist places, details of available facilities, etc has been prepared for all the 14 blocks present in Tiruchirappalli district. The block level informations are then integrated to obtain a complete database at district level. The developed database can be made used for preparing various thematic maps right from political maps to thematic maps like AADT maps, CBR maps, Terrain map, DRRP map, CN map, etc, which can be used for any analysis and transportation planning. Above all it can be used for planning and monitoring PMGSY Road Network. A sample map showing Primary and Rural Network of entire Tiruchirappalli District and BRRP of Thiruverumbur Block are attached as Appendices 1 and 2 respectively.

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CHAPTER 4 NETWORK PLANNING

4.1. INTRODUCTION Rural roads are part of the total road network system and it needs to be developed in such a way that the travel needs of the people in an area are met to the maximum extent by a hierarchically integrated network, and the cost of development of network is also lowest. Connecting rural habitations through good quality all weather roads, which provide access to services and also opportunities for the rural population to increase their income, is an important part of the socio-economic development process. For sustainable development through rural roads, it is necessary that a proper Master Plan is prepared in order that all activities relating to rural roads such as Construction, Upgradation and Maintenance can be taken up systematically within the frame work of this Master Plan. Lets discuss the present schema and methodology of planning as suggested by PMGSY guidelines, details of study conducted on various options available for planning in order to develop a standard planning tool using GIS, with Uppilliyapuram block as example. 4.2. KEY TERMINOLOGY Before proceeding ahead, it would be better to have a clear understanding of the terms commonly used, as defined for the purpose of PMGSY programme. Habitation - is a cluster of population, living in an area, the location of which does not change over time. Desam, Dhanis, Tolas, Majras, hamlets etc. are commonly used terminology to describe the Habitations. A Revenue village/ Gram Panchayat may comprise of several Habitations. Unconnected Habitation - is one with a population of more than 500 persons and located at a distance of at least 500 metres or more from an All-weather road or a connected village/Habitation. Basic access - is defined as single all-weather road connectivity to each Habitation. As already indicated, the effort under the PMGSY is to provide single all-weather road connectivity to each eligible Habitation by way of connecting it to another
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habitation having all-weather connectivity or to an all-weather road, in such a way that there is access to, inter alia, Market Centres. All-weather road - is one which is negotiable during all weathers, except at major river crossings. This implies that the road-bed is drained effectively by adequate cross-drainage structures such as culverts, minor bridges and causeways. Interruptions to traffic as per permitted frequency and duration are, however, allowed. The pavement should be negotiable during all-weathers, but this does not necessarily imply that it should be paved or surfaced or black-topped. New Connectivity - implies construction of roads on the existing alignments from earth-work stage. Upgradation - implies improvement of the unsurfaced roads to surfaced roads. This does not include repair or renewal of existing surfaced roads. Link Route and Through Route - Link Routes are the roads connecting a single Habitation or a group of Habitations to Through Routes or District Roads leading to Market Centres. Through Routes are the roads which collect traffic from several link roads or a long chain of Habitations and lead it to Marketing centres either directly or through the higher category roads i.e., the District Roads or the State or National Highway. Link routes generally have dead ends terminating on a Habitation, while Through Routes arise from the confluence of two or more Link Routes and emerge on to a major Road or to a Market Centre. Fig. 4.1 explains the same.

Fig. 4.1 Link and Through Routes

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District Rural Roads Plan (DRRP) - is a compendium of the existing and proposed road network system in the District which clearly identifies the proposed roads for connecting the yet Unconnected Habitations to already connected Habitations/ Allweather roads, in an economic and efficient way. Core Network (CN) - is the network of all the Rural Roads that are necessary to provide basic access to all the Habitations. A Core Network is extracted out of the total Network mentioned in the DRRP and consists of existing roads as well as the roads required to be constructed to the as yet unconnected Habitations. However, it will not consist of all the existing roads of the DRRP since the objective is to establish basic access i.e., one all-weather road connectivity to each habitation. Utility Value (UV) is a Value for a Habitation calculated by giving appropriate weightages, inter alia, to a set of socio-economic/ infrastructure facilities (Health, Education, Markets), and administrative centres. The variables which best suited for the District should be selected, categorised and then relative weightages should be accorded to them. IRC SP: 20 2002, can be made use of for arriving utility value in case no appropriate weightage method is found out. suggested structure to obtain Utility Value. Table 4.1 - The Indicators and the Utility Value An Illustrative Example
Indicators of the Habitation Rating of Indicators (Weightages) 2 4 6 8 10

The Table 4.1 provides a

Educational Facility Health Facility Market Facility Administrative Centre

Primary school Dispensary

Middle school Sub Centre

High school Maternity and Child Welfare Centres More than One day Block HQ

Intermediate Primary Health Centres

College Hospital Daily Market + Shops

One day Panchayat HQ

Sub-Division HQ

District HQ

However the indicators and the weights assigned to variables in the above Table is only indicative and so the indicators and their weightage should be framed before the Planning Exercise is initiated.

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Road Index is an index for a road calculated by taking the Utility Value (UV) of the Habitation providing the requisite services to the target Habitation and dividing it by the length of the road link.

WX XXY =

YXXYY YX XXYX X XX X

The choice of road link to a Connected Habitation or All-weather road (which ensures access to a Habitation which serves the needs of the residents of Unconnected Habitation) is determined by the Road Index of the respective Road links. The road link which has the highest Road Index should be preferred. 4.3. PLANNING METHODOLOGY - PMGSY 4.3.1. General The network planning for PMGSY two plans - District Rural Roads Plan and Core Network plan. District Rural Roads Plan is the one comprising network of all the identified road networks, including primary and secondary roads, of a district. The Core Network plan is the plan comprising network of all the Rural Roads that are necessary to provide basic access to all the Habitations and it is extracted out of the total Network mentioned in the DRRP. It differs from DRRP as it comprises of only optimal route links connecting all the habitations both connected and unconnected in the block/district. In rural areas, major part of their travel needs is comprised of travel to market place, education centre and health centre (almost 95%). Thus, creation of an optimal road network is to be aimed to serve the habitations for access to such needs through a master plan. While attempting to optimise the road network, each unconnected habitation has to be connected to the all-weather road network or already connected habitations in an efficient way (in terms of cost and its utility). 4.3.2. Network Philosophy A road, which becomes links of a network, facilitates the essential movements of persons and goods in an area. No individual road link can serve the same purpose when developed in isolation. A road network, therefore, needs to be developed in such

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a way that the travel needs of the people of the community in an area are met to the maximum in a collective way at the lowest cost of development. (IRC SP: 20-2002) 4.3.3. Methodology Based on the above quoted network philosophy prescribed by IRC a methodology with following steps has been suggested in PMGSYs Operations Manual: Map preparation: The block level digital map with habitation and road inventory data incorporated in it at prescribed format showing latitudes and longitudes at 1:50,000 scale. Preparation of the list of unconnected habitations: By making use of the available data and information from the Map, two separate lists of Unconnected Habitations: those which are connected only by a fair weather road which needs to be upgraded to the prescribed specifications and those which have no connection at all, not even by a fair-weather road, should be prepared in descending order of their population. A Habitation with higher population will rank higher in the list. Calculating Utility Value for vicinity Habitations: Then the Utility Values of Habitations should be calculated by considering the variables which best suited for the District and assigning relative weightages according to them. Identification of Market Centres (MC): An analysis of the transport patterns in the rural areas reveals that most of the travel is to the Market centres. These are generally located either on bigger roads or at the confluence of roads leading from a number of Habitations. Because they are easily accessible from the rural hinterland and are linked to the main road network, they function as Rural Business Hubs and generally have facilities for marketing of agricultural surpluses, Banking and

telecommunication facilities, large stores for agricultural inputs as well as consumer items (durables and consumables). Facilities like agricultural equipment repair shops may also exist. Consequently they are likely to have developed public transport, Higher Education and Health care facilities.
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For purposes of inclusion in the network, market centres need to be identified to the extent that the local villagers should be able to go to the Market centre and come back within the same day. The maximum distance between a village and a Market centre would thus normally not be more than 15-20 km. In some areas, the Market centres may not be fully developed. In such cases the big villages having potential for developing into suitable Market Centres because of road connectivity etc should be identified. Finding available options of connectivity: The next task is to find the list of all the available connectivity for habitations guided by the following assumptions: The population of unconnected habitation shall have to travel to nearby habitations or market centers to fulfil their locally unsatisfied needs. The unconnected habitations may be presently connected through Fair-Weather Road links which may have to be upgraded to All-Weather connectivity, or by a new link from unconnected habitation to an all-weather link or a connected habitation. The choice of link may be based on network philosophy and at a minimum cost. Selection of optimal road links: There are three types of habitations in the Block (i) those which are connected, having all-weather roads, (ii) those which are not connected at all, (iii) those which are connected only by a fair-weather road. In the case of first two types of Habitations, it is possible that there are more than one road connections. In such a case, one road should be selected using Socio- Economic infrastructural parameter criteria. Road Index is made used for selecting a optimal route. The link having the highest Road Index should be preferred. It is the most efficient and economic route, in terms of cost and utility. If, for any reason, an alternative road is the preferred choice of the local people, that road may be chosen, but, in any case, only one road should be selected for the Core Network, as the intention is to provide basic access. The views of the Village Panchayat or the Gram Sabha, the proposals of the MPs and MLAs should also be given due considerations while selecting the link.

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In case of unconnected habitations without any road access a new optimal alignment is planned in such a way that the connectivity is provided either to already connected habitation or market place as similar to the above case. It should be checked that all the Habitations are connected or will be connected to the nearby Market Centres, either directly or indirectly through other all-weather roads. It is not necessary that each Habitation is directly connected to the Market centre. 4.4. PLANNING TOOLSET DEVELOPMENT 4.4.1. Introduction As now all the data has been incorporated in GIS, it is not easy for the planning engineers to carry out planning without having expertise with the GIS softwares. Thus there is an opportunity to develop a tool to perform the network planning process in an automated way, by making use of developed road database and framed guidelines available for planning, in GIS environment. With the scope of carrying out the same, the following attempt has been made to develop a planning tool in ArcGIS. The model builder, Network Analyst tool and various other tools have been made use of for creating the planning tool. 4.4.2. Need for a Planning tool The planning process can be carried out effectively using various tools available in GIS softwares. But it requires pre knowledge about the software. Even then, large number of queries and processes has to be carried out in series for planning a network or connectivity to even a single habitation, which making the process complex. Thus once if a model comprising all the required queries and processes, in sequence, is developed it will be easy for planners to plan by just giving the required input data. Then it will be just click, give input and get network plan. It will not only reduce complexity but also save time for the planners. But one should keep in mind that the planning parameters will vary from place to place.

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4.4.3. Planning Toolset A toolset has been developed to plan core network for connected and unconnected habitations. The toolset comprises tools: CN1 for C.HAB - to plan optimum network for connected habitations (case 1) CN2 for C.HAB - to plan optimum network for connected habitations (case 2) CN3 for C.HAB - to plan optimum network for connected habitations (case 3) CN for U.HAB_FW - to plan optimum network road proposal for unconnected habitations having fair weather road connectivity. The unconnected habitations having no fair weather road access even, has to be planned for a new alignment which requires more data like satellite imagery, land use, etc. As the required data are not available by now the development of tool for the same is dropped. The Fig. 4.2 shows the model builder window through which the models have been created along and developed toolset.

Fig. 4.2 Model Builder Window and Planning Toolset 4.4.4. Process involved In order to build an efficient planning model, the basic assumptions suggested by IRC SP: 20 2002 and PMGSY operations manual has been considered. Based on those suggestions and network philosophy described, a methodology by which the planning processes should be accomplished has been derived. The derived planning
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methodology for finding optimal core network for connected habitations is charted in Fig. 4.3. Connected habitations Identification of Market Centres (MC) and primary road networks

Sort based on Utility Value (UV)

Select high ranked unnetworked Habitation

Within 500 m reach to MC or PR?

Yes

No link required

No
X = selected UV, which depends on block under study

No

If UV >= X

Yes

Identification of all available AW routes leading to Habitation having UV >= X Route Utility Route Length

Identification of all available AW routes leading to MC or PR or Networked Habitation

Selecting optimal

Add route to No All habitations networked Yes Final Core Network Fig. 4.3 Methodology Behind Planning Toolset
34

Declare

The methodology is same for the unconnected habitations with fair weather road access, the difference being all the available fair weather roads are identified to get to optimal link and the one selected out of those is added to the core network and proposed for upgradation to all-weather road. 4.4.5. CN1 for C.HAB This is a developed to plan core network for connected habitations with following considerations. Network for all the habitations having utility value greater than or equal to 50 is obtained by taking them to the nearby primary roads or market centres through an optimal link. All the remaining connected habitations are networked with those networked habitations having utility value >= 50. 4.4.6. CN2 for C.HAB CN2 for C.HAB is a second tool of toolset to plan core network for connected habitations with considerations. Network for all the habitations having utility value greater than or equal to 50 is obtained by taking them to the nearby primary roads or market centres through an optimal link. Then all the remaining connected habitations are networked with either primary roads or market centres, or networked habitations having utility value >= 50, whichever is optimum. 4.4.7. CN3 for C.HAB CN3 for C.HAB is another tool to plan core network for connected habitations considerations. It differs from above two tools by following considerations: Network for all the habitations having utility value greater than or equal to 50 is obtained either by taking them to the nearby primary roads or market centres, or

35

by interconnecting routes available between the considered habitations, whichever is optimum. All the remaining connected habitations are then networked with either primary roads or market centres, or networked habitations having utility value >= 50, by choosing the optimum one. 4.4.8. CN for U.HAB_FW This is a tool to plan optimum network road proposal for unconnected habitations having FWR connectivity. The habitations having only fair weathered roads within 500m reach are considered here. The FWR which best connects the habitation to the nearest networked habitations available is found out and added to the core network already developed for connected habitations. This becomes the proposed route in the plan. All the planning tools though having different processes involved behind will look alike in the layout as in Fig. 4.4. The inputs for the tool being the habitation layer, road layer a layer containing identified market centers and important junctions.

Fig. 4.4 Layout of Planning Tool

4.5. PLANNING TOOLSET VALIDATION The developed tools are validated by comparing results obtained through it with the core network plans of Uppiliyapuram block developed by DRDA in the AutoCAD format. Utility values of all habitations are computed as given in IRC SP: 20 2002.
36

4.5.1. CN for C.HAB validation The Fig. 4.5 shows the core networks planned by DRDA, CN1 for C.HAB, CN2 for C.HAB and CN3 for C.HAB tools.

By DRDA

By CN1 for C.HAB

By CN2 for C.HAB

By CN3 for C.HAB

Fig. 4.5 Validation of Tools to Plan Network for Connected Habitations

The deviation is observed between the networks developed by tools and that by DRDA. And it can be noticed that the variation in core network is very less when
37

moving from CN1 to CN3. This is expected as the considerations are increasing from CN1 to CN3. Few reasons were identified for deviation of network developed from that prepared by DRDA: The non consideration of inter connectivity between the habitations of same level. The influence and changes in manual network selection because of local people preference, recommendations from MPs, MLAs, Panchayat. The ignorance of effect of elevation profile and other accessibility options. The ignorance of interactions between habitations of different blocks, i.e. habitation in one block with habitation in another block. Though there is a deviation, the network developed can be used to get a rough draft of the network plan, in which further manual modifications can be done. 4.5.2. CN for U.HAB_FW Validation The Fig. 4.6 shows the routes proposed for unconnected habitations obtained from tool developed on the right and of that of DRDA on the left.

By DRDA

By CN for U.HAB_FW

Fig. 4.6 Validation of Tool to Plan Network for Unconnected Habitations The routes obtained by the tool are same as that proposed by DRDA, thus validating the tool.
38

CHAPTER 5 NETWORK MONITORING

5.1. INTRODUCTION Not only proper planning but also monitoring the implementation of plan, maintenance and management is also of equal importance. Computerisation of data has the advantage of reliable storage, easy retrieval, immediate processing and complicated calculation ability useful in generating high level abstracted information for use in management. ArcGIS provides us with various tools for carrying out such analysis and monitoring activities. In addition to above, certain other thematic views, which can be useful for planning and management activities can also be developed. This chapter deals with the monitoring tools developed to assist planning and management. 5.2. MONITORING TOOLSET DEVELOPMENT 5.2.1. Introduction A toolset has been developed to assist the planners and engineers to effectively carry out planning and managing activities. This toolset contains six basic tools which are identified as useful ones. Fig. 5.1 shows the developed monitoring toolset.

Fig. 5.1 Monitoring Toolset The monitoring toolset comprise: Unconnected HAB - a tool to find the unconnected habitations in an area. BACK.HAB a tool to find most backward habitations by caste (i.e. having only SC/ST population)
39

 HAB without FAC a tool to list the habitations which lack facilities like bus service, electricity, primary school education, health service, etc. Road AADT a tool to find roads having AADT greater than given value. HAB within 500m from PR a tool to list habitations within 500m reach from primary roads. Road Density a tool to find density of road in an area. 5.2.2. Unconnected HAB This tool is to classify the habitations into connected and unconnected. The process carried out here is to search for the availability of all weather roads within reach of certain distance as per norms (500m by default) from a habitation. If minimum one all weather road is available then it is declared connected, else unconnected. The habitation layer and road network layer are the inputs to be given. The layout of the tool is shown in Fig. 5.2.

Fig. 5.2 Layout of Unconnected HAB Tool 5.2.3. BACK HAB BACK HAB is a tool to find the habitations which are most backward by caste. The process behind the tool is selecting the habitations having total population equal to that of SC/ST population and listing separately. As the PMGSY programme uses the SC/ST population as one of the criteria while planning, knowledge about habitations having only SC/ST population becomes significant. The habitation layer becomes the only input for the tool. The tool has the layout as in Fig. 5.3.

40

Fig. 5.3 Layout of BACK HAB Tool 5.2.4. HAB without FAC It is a tool to find out the habitations which are not having a particular selected facility. The selection can be made out facilities like bus service, rail service, electricity, postal service, telephone connection, educational facilities like primary schools, health services like dispensaries, etc. The travel need arises in rural areas (about 95 %) mainly to attain the unavailable facilities. Thus knowing about the facilities which are not available for a particular habitation is very important. In that way the tool also becomes important. The Fig. 5.4 shows the layout of the tool.

Fig. 5.4 Layout of HAB without FAC Tool 5.2.5. Road AADT The preference of the particular road by people can be indirectly determined by AADT flowing through it. Higher the AADT, more the people served. Road AADT
41

is a tool to get knowledge about roads having AADT greater than or lesser than the value mentioned. The process involved is the tool will select the roads satisfying expression of AADT given by user and return the result as a shape file. The layer comprising road network and the AADT value are the inputs required by the tool. The user can also mention the location to store the results as an option. The tool has the layout as in Fig. 5.5.

Fig. 5.5 Layout of Road AADT Tool

5.2.6. HAB within 500m from PR The habitations which are within 500m from primary road network requires no separate connectivity as the primary roads are also a part of the core network. This also helps in learning the ribbon development pattern along the road. HAB within 500m from PR is one tool to list the habitations which are within a reach of 500m from primary roads. Fig. 5.6 gives the layout of the tool.

Fig. 5.6 Layout of HAB within 500m from PR Tool

42

The habitation layer and road network layer are the inputs for the tool. The 500m distance is a default value and it can be changed. The user also has to mention the location to store output list. 5.2.7. Road Density Density of roads in an area indirectly tells how much developed the area is. It is also used for some management activities like fund allotment, giving priority, etc. Road Density is one such tool to find the road network present within the given area, say block. The road network and boundary layers becomes the input. The tool will find the length of the roads running in the selected region and divide it by the surface area of that region, thus giving the density of road per sq.km. The layout of the tool is shown in Fig. 5.7.

Fig. 5.7 Layout of Road Density Tool

5.3. ANALYSIS Using the tools developed above analyses has been performed for the Tiruchirappalli district. The results obtained are compared with already available results if any. The results of the analysis are presented as Appendices numbering from Appendix 3 to Appendix 8.

43

CHAPTER 6 CONCLUSIONS
6.1. GENERAL A well developed database has been created for Tiruchirappalli district in GIS environment. Once the database preparation is being done, certain models have been developed as tools in ArcGIS for both planning and monitoring. It includes 4 planning tools and 6 monitoring tools. The developed database and tools can be helpful for problem identification, planning, location of various facilities for an integral rural development, monitoring and maintenance operations, performing analysis, etc. It can be used for administrative as well as research purpose by governing agencies like PWD, DRDA, Technical agencies and educational institutions like IITs and NITs. The GIS database reduces time, cost and man power spent for data feeding and record keeping. More importantly, any of the changes in the information can be updated with ease and comfort. 6.2. SPECIFIC INFERENCES Under PMGSY, new connectivity has been given to 112 habitations through 88 roads of length 146.6 km and Connectivity to 38 habitations has been upgraded through 36 roads of length 54.8 km. About 2.5 % of habitations (49 in number) comprise only SC/ST population. But of those only 4 habitations were unconnected by all weather road by 2000. From the analysis it is found that, out of 1930 habitations nearly 22 % has no bus service, 2 % has no electricity, 48 % has not even primary educational facilities and 90 % has no primary health service. Thus it is inferred that electricity is the most availed facility and health service is the most unavailable facility. Out of 14 blocks Thiruverumbur is found to be the most facilitated block and Manapparai being the worst facilitated block. NH 45 and NH 67 are found to be the roads having maximum traffic, with around 2, 50,000 vehicles flowing daily on an average. Around 56 % of the habitations (1086 in number) are found to be located within 500m reach from the primary roads, i.e. National and State Highways and Major District Roads.
44

 Tiruchirappalli district has around 5640.5 km of roads of which about 89 % being Rural Roads comprising Other District Roads, Village Roads and PMGSY roads. Till 2008, Tiruchirappalli comprises 195 roads of length 386.8 km. It is inferred that Tiruchirappalli has 1.28 km length of road per sq.km area on an average, which calculates to 1.14 km length of rural road including .07 kms of PMGSY per sq.km area. From the results obtained from planning tools it is inferred that, apart from well framed methodology to obtain an optimal route, the local conditions, political influence and preference of the local public has the upper hand on deciding the final network. 6.3. SCOPE FOR FUTURE WORK The database can be extended with more information data like satellite imagery, photos, elevation data, land use data, etc to make it not only useful for PMGSY programme. More planning and monitoring tools can be added according to the need.

45

APPENDIX 1 ROAD NEWTWORK MAP - TIRUCHIRAPPALLI

TIRUCHIRAPPALLI

as per DRRP (2007) prepared by DRDA

46

APPENDIX 2 BRRP MAP THIRUVERUMBUR BLOCK

47

APPENDIX 3 UNCONNECTED HABITATIONS

TIRUCHIRAPPALLI

as per DRRP (2007) prepared by DRDA

48

Id 59 13 14 68 17 29 28 33 32 34 52 26 5 7 31 41 30 75 60 65 0 55 43 46 42 53 44 45 37 8 6 12 63 70 27 73

UNCONNECTED HABITATIONS (2000) - TIRUCHIRAPPALLI Population Habitation Name Village Name Blockname Total SC/ ST Chathirapatti Gandhipuram Osarapalli Anampatty Kattapalli Edaiyapatti Keelakottam Puthurpatti North Devarpuram Verupurangkottam Chettiapatti Kombaiputhur Thoppur Chinna Anaikkarappatti Therkupallam Nallamanaickanpatti Edatheru Vadakkipatty Vadakattampatty Kodayagoundampatty Vaiyamalaipalayam Puthakudi Chellampatti Seelnaikanpatti Alangampatti Adirampatti Chinnakonekalatupati Chittukuruvinaikanpatti Palathupatti Kalathupatti Sukkampatti Pasari Kombai Ariyagoundampatty Moorampatty Marukalampatty Ponnusinggampatti Kannudiyanpatty Venkadachalapuram Osarapalli Sampatty Sirunavalur Perur Thirutha-Laiyur Komangalam Vengaimandalam Komangalam Kanjanaickanpatti Keerambur Thavalaveeram Patti Mugavanur(S) Peramangalam Tirunellipatti Vengaimandalam Karuppur Usilampatty F.Keeliyur Vaiyamalai Palayam Puthakudi Tirunellipatti Tirunellipatti Tirunellipatti Kappakudi Tirunellipatti Tirunellipatti Kodumbapatti Mugavanur (S) Mugavanur (N) Pasari Kombai F.Keeliyur Pannapatty West Kannanur Karuppur
49

Manapparai Uppiliyapuram Uppiliyapuram Manapparai Uppiliyapuram Musiri Musiri Musiri Musiri Musiri Marungapuri Thuraiyur Vaiyampatti Vaiyampatti Musiri Marungapuri Musiri Manapparai Manapparai Manapparai Vaiyampatti Marungapuri Marungapuri Marungapuri Marungapuri Marungapuri Marungapuri Marungapuri Marungapuri Vaiyampatti Vaiyampatti Uppiliyapuram Manapparai Manapparai Thuraiyur Manapparai

1250 790 768 690 595 526 517 507 505 502 492 488 476 462 440 419 405 390 366 363 350 350 347 322 320 312 310 295 281 270 267 256 243 243 240 235

199 5 283 82 427 47 287 0 0 0 0 488 65 56 99 177 0 25 0 107 100 249 159 145 140 233 65 155 39 0 0 253 0 104 49 0

35 71 9 47 58 72 38 66 57 21 56 62 20 23 3 36 49 39 48 16 1 4 11 67 61 69 19 18 15 24 51 22 25 74 2 50 40 54 64

Ayyathur Melaeachampatty Kosavapatti Purasangkadu Poosaripatty Mettupatty Podiakonepatti Sangipatty Pachudaiyampatty shiliyur Kavinaripatti Poola Ooranipatty Nasakulam Melur Ponnagoundampatti Koviladaiyanpatti Akkulampatti Madhikonepatti Pudupatti Perumparappu Chinna Reddiyapatti Thagarakkalam Kattakkampatti Sangipatty Sangiyagoundampatty Karuvarathampatty Valaiyur Thallar Sithur Muthigramam Malugapatti Vallam Erumipatty Vairagoundampatti Tharakkipatti Pallakondapatti Tirunellipatti Kappakudi Nerijikalapatty

Kodunthurai Pannapatty West Sekkanam Muthalvarpatti Kannudiyanpatty Pannapatty East Thottiapatti F.Keeliyur Kannudiyanpatty Vannadu Kavinaripatti Poigaipatty Vannadu Sempulichanpatty Thavalaveeram Patti Kannukuli Paluvanji East Thottiapatti Muthalvarpatti Thenpuranadu Vellalapatti Thavalaveeram Patti Pudukkottai F.Keeliyur F.Keeliyur Thathanur Vannadu Vannadu Thenpuranadu Sempulichanpatty Paluvanji East Vannadu Sempulichanpatty Karuppur Aniyapur Paluvanji East Tirunellipatti Kappakudi F.Keeliyur Naduppatti

Musiri Manapparai Vaiyampatti Marungapuri Manapparai Manapparai Marungapuri Manapparai Manapparai Thuraiyur Marungapuri Manapparai Thuraiyur Thuraiyur Vaiyampatti Marungapuri Marungapuri Marungapuri Marungapuri Uppiliyapuram Vaiyampatti Vaiyampatti Vaiyampatti Manapparai Manapparai Manapparai Thuraiyur Thuraiyur Uppiliyapuram Thuraiyur Marungapuri Thuraiyur Thuraiyur Manapparai Vaiyampatti Marungapuri Marungapuri Marungapuri Manapparai Vaiyampatti

230 222 210 210 200 200 193 187 186 185 182 181 176 176 167 167 167 164 160 156 150 150 150 150 147 146 138 137 135 128 123 121 121 120 118 117 113 110 108 107

0 0 0 94 88 0 0 10 0 185 128 0 176 176 40 0 0 0 0 156 0 20 0 0 0 0 138 137 135 121 0 121 121 0 95 0 105 0 0 0

10 Kalpatti Chatram

50

APPENDIX 4 BACKWARD HABITATIONS

TIRUCHIRAPPALLI

as per DRRP (2007) prepared by DRDA

51

Id 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38

BACKWARD HABITATIONS - TIRUCHIRAPPALLI Habitation Name Village Name Block Name Population T.Vellalapatti Thalugai Uppiliyapuram 1620 Kanjerimalai Pudur Sobanapuram Uppiliyapuram 347 Kottapalayam Valayapatti (East) Uppiliyapuram 1620 Kanapady Thenpuranadu Uppiliyapuram 180 Boothakal Thenpuranadu Uppiliyapuram 160 Karuvankadu Thenpuranadu Uppiliyapuram 190 Kundakadi Thenpuranadu Uppiliyapuram 192 Solamathi Thenpuranadu Uppiliyapuram 112 Keelakarai Thenpuranadu Uppiliyapuram 140 Kambur Thenpuranadu Uppiliyapuram 128 Sithur Thenpuranadu Uppiliyapuram 135 Perumparappu Thenpuranadu Uppiliyapuram 156 Thallar Vannadu Thuraiyur 137 Valaiyur Vannadu Thuraiyur 138 pallyam Vannadu Thuraiyur 250 Nagoor Vannadu Thuraiyur 154 Puthur Vannadu Thuraiyur 210 parthal Vannadu Thuraiyur 150 Sikkadu Vannadu Thuraiyur 154 Periya Ellupur Vannadu Thuraiyur 118 Pudhur Vannadu Thuraiyur 157 Kuruchi Vannadu Thuraiyur 250 Nasakulam Vannadu Thuraiyur 176 shiliyur Vannadu Thuraiyur 185 Vallam Vannadu Thuraiyur 121 kinathur Vannadu Thuraiyur 199 Thonur Vannadu Thuraiyur 203 Thannerpallam Vannadu Thuraiyur 118 Ramanathapuram Vannadu Thuraiyur 123 Poonachi Sempulichanpatty Thuraiyur 138 Chinna Eluppur Vannadu Thuraiyur 265 Manalodai Vannadu Thuraiyur 267 Sempulichanpatty Sempulichanpatty Thuraiyur 386 Maruthai Sempulichanpatty Thuraiyur 196 ponthai Sempulichanpatty Thuraiyur 250 Melur Sempulichanpatty Thuraiyur 176 Erumipatty Sempulichanpatty Thuraiyur 121 Kombaiputhur Keerambur Thuraiyur 488 Moolakkadu Sempulichanpatty Thuraiyur 121
52

Connected Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes No No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes

39 40 41 42 43 44 45 46 47

Thalur Kolakudi colony Melakottam Harijana theru Therkku suravali patty K.Periyapatty H Therkuserpatty Malaimadaiyatty Thavittypatty Ad Colony

Sempulichanpatty Kannakudi Thirutha-Laiyur Thayanur Sethurapatty K.Periyapatty K.Periyapatty K.Periyapatty Usilampatty Allur

Thuraiyur Pullambadi Musiri Manikandam Manikandam Manapparai Manapparai Manapparai Manapparai Andanallur

203 174 230 214 158 150 175 147

Yes Yes Yes Yes Yes Yes Yes Yes

150 Yes 591 Yes

48 Keelapachery

53

APPENDIX 5 FACILITY STATUS OF BLOCKS

TIRUCHIRAPPALLI

as per DRRP (2007) prepared by DRDA

54

FACILITY STATUS - TIRUCHIRAPPALLI No. Of Habitations Not Having Total Educational Health Block Name Habitations Bus Service Electricity Facility Facility Andanallur 108 12 2 61 101 Lalgudi 98 11 0 34 88 Manachanallur 156 2 1 67 155 Manapparai 241 138 16 174 236 Manikandam 129 44 11 81 125 Marungapuri 259 118 0 99 213 Musiri 156 15 0 78 134 Pullampady 69 10 0 21 57 T.Pet 106 0 0 48 59 Thiruverambur 99 3 0 43 90 Thottiam 133 57 0 55 126 Thuraiyur 128 2 0 46 121 Uppiliyapuram 64 8 0 14 44 Vaiyampatty 184 1 1 109 181 TOTAL 1930 421 31 930 1730 PERCENTAGE 22 2 48 90

55

APPENDIX 6 AADT TREND IN NATIONAL HIGHWAYS

TIRUCHIRAPPALLI

as per DRRP (2007) prepared by DRDA

56

APPENDIX 7 HABITATIONS WITHIN 500m FROM PR

TIRUCHIRAPPALLI

TOTAL = 1086
as per DRRP (2007) prepared by DRDA

57

APPENDIX 8 LENGTH OF ROADS

TIRUCHIRAPPALLI

LENGTH SUMMARY: NH = 212.2 km SH & MDR = 396.0 km ODR = 1289.1 km VR = 3743.2 km TOTAL = 5640.5 km

as per DRRP (2007) prepared by DRDA

58

APPENDIX 9 DENSITY OF ROADS

TIRUCHIRAPPALLI

DENSITY SUMMARY: (per sq. Km) NH = 0.048 km SH & MDR = 0 .090 km ODR = 0.293 km VR = 0.852 km TOTAL = 1.284 km

as per DRRP (2007) prepared by DRDA

59

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Prof. Anjaneyulu, M.V.L.R., Shri Keerthi. M.G (2007) Rural Road Network Planning Using GIS A Case Study in Palakkad District, National Conference on Rural Roads (May 2007), New Delhi, pp. 18-31.

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