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 MAY 2010

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 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 framework for road network database of Tamilnadu with set of tools to assist planning, monitoring and decision-making activities iii

using Geographic Information System (GIS) platform. The complete database comprising habitation data, road inventory, core network, etc has been created for the state using GIS software package, ArcGIS.

A planning methodology to select a core network and roads for upgradation is developed based on Utility Value, Road Index, Preference Ratio and Accessibility Index. Then using network planning tools available in ArcGIS a toolset is developed to plan core network using developed methodology, to prepare CNCPL and CUPL as recommended by PMGSY guidelines. In addition to that a monitoring toolset comprising few other helpful tools to plan 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 Commission of Rural Development, Chennai, TWAD Board, Chennai and other Government Organizations 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 3.5 3.5.1 3.5.2 3.6 3.7

Introduction ...................................................................................................... 16 Study Area ....................................................................................................... 16 General ............................................................................................................. 16 History ............................................................................................................. 16 Geography ........................................................................................................ 17 Administrative divisions.................................................................................... 18 Demography ..................................................................................................... 18 Transportation ................................................................................................... 19 PMGSY details ................................................................................................ 20 Data Acquisition ............................................................................................... 20 GIS environment ............................................................................................... 21 Software package .............................................................................................. 21 Projections and coordinate system ..................................................................... 21 Database Preparation ......................................................................................... 22 General ............................................................................................................. 22 Process involved ............................................................................................... 22 Database Organisation....................................................................................... 26 Summary........................................................................................................... 27

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CHAPTER 4 PMGSY NETWORK PLANNING 4.1 4.2 4.3 4.3.1 4.3.2 4.3.3 4.3.4 4.3.5 4.3.6 4.4 4.4.1 4.4.2 4.4.3 4.4.4 4.4.5 4.4.6 4.4.7 4.5 4.5.1 4.5.2 Introduction....................................................................................................... 28 Key Terminology .............................................................................................. 28 Planning Methodology PMGSY ..................................................................... 31 General ............................................................................................................. 31 Network philosophy .......................................................................................... 32 Methodology ..................................................................................................... 32 Drawbacks in planning methodology................................................................ 34 Proposed modifications ..................................................................................... 34 Case study ......................................................................................................... 35 Planning Toolset Development .......................................................................... 39 Introduction ...................................................................................................... 39 Need for a planning tool ................................................................................... 39 Planning toolset ................................................................................................ 39 CN for C.HAB ................................................................................................ 40 Quick CN ......................................................................................................... 41 CNCPL ............................................................................................................ 41 CUPL ............................................................................................................... 42 Planning Toolset Validation ............................................................................. 42 CN formations tools validation ......................................................................... 42 CNCPL & CUPL tools validation...................................................................... 43

CHAPTER 5 PMGSY NETWORK MONITORING 5.1 5.2 5.2.1 5.2.2 Introduction ...................................................................................................... 45 Monitoring Toolset Development ..................................................................... 45 Introduction ...................................................................................................... 45 Unconnected HAB ............................................................................................ 46

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5.2.3 5.2.4 5.2.5 5.2.6 5.2.7 5.3

BACK HAB ...................................................................................................... 46 HAB without FAC ............................................................................................ 47 Road AADT ...................................................................................................... 47 HAB within 500m from PR ............................................................................... 48 Road Density..................................................................................................... 49 Analysis ............................................................................................................ 49

CHAPTER 6 CONCLUSIONS 6.1 6.2 6.3 General ............................................................................................................. 50 Specific Inferences ............................................................................................ 50 Scope for Future Work ..................................................................................... 51 52

REFERENCES APPENDICES 1 2 3 4 5 6 7 8 9 10 11 12 13 14

Structure of Skeletal Database ........................................................................... 56 Block Boundary Map - Tamilnadu .................................................................... 57 Road Network Map - Tiruchirappalli ................................................................ 58 BRRP Map - Thiruverumbur Block ................................................................... 59 Unconnected Habitations Map........................................................................... 60 Backward Habitations Map ............................................................................... 61 Facility Status Map ........................................................................................... 62 AADT Trend Map ............................................................................................. 63 Road Density Map ............................................................................................ 64 Unconnected Habitations - Tamilnadu ............................................................... 65 Road Work Progress Under PMGSY - Tamilnadu ............................................. 66 Category Wise Road Length - Tamilnadu .......................................................... 67 Core Network Road Length - Tamilnadu ........................................................... 68 Category Wise Road Density - Tamilnadu ......................................................... 69

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LIST OF TABLES
Table No. 3.1 3.2 4.1 Title Page No. 18 23

Tamilnadu Administrative Divisions ............................................... Identified Spatial Layers ..................................................................... The Weightages and Utility Value for Identified Habitations (as per PMGSY Guidelines) ...............................................................

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4.2

The Weightages and Utility Value for Identified Habitations (as per Proposed Methodology) .......................................................... 37 37

4.3

Optimal Road Link Selection..............................................................

LIST OF FIGURES
Figure No. 3.1 3.2 3.3 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.10 4.11 5.1 5.2 5.3 5.4 5.5 5.6 5.7 Title Tamilnadu State ..................................................................................... Database Creation Methodology ......................................................... Database Structure ................................................................................. Link and Through Routes....................................................................... Singamangalam of Nagapattinam District .............................................. Core Network Planning Methodology .................................................... Model Builder Window and Planning Toolset ........................................ Layout of CN for C.HAB tool ................................................................ Layout of Quick CN tool........................................................................ Layout of CNCPL tool ........................................................................... Layout of CUPL tool ............................................................................. Core Network Plan for Uppiliyapuram Block ......................................... CNCPL & CUPL Road Layer for Uppiliyapuram Block ........................ CNCPL & CUPL Road Layer attributes ................................................. 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 25 26 29 35 38 40 40 41 41 42 42 43 44 45 46 47 47 48 48 49

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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 for road network of Tamilnadu state 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. The objectives of the study are: To develop a Geo-database comprising habitation level data, road inventory, core network, etc. To develop a planning toolset to plan core network and to prepare CNCPL and CUPL using network planning tools available in ArcGIS, by developing a new planning methodology based on Utility Value, Road Index, Preference 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 developed for planning road network. It also briefs the tools within planning toolset developed using ArcGIS.

The fifth chapter outlines the monitoring toolset developed using ArcGIS to assist planning and monitoring activities of PMGSY by making use of developed database. The sixth chapter concludes the report with a 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 4

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 5

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 6

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. 7

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 8

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 10

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). 11

 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 centres, 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 13

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 centres which acts as a proxy to travel demand. The road network connecting the market centres 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 centre. Various link options for connectivity were analysed by considering the flow circuit. Market centres 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 centres or on the existing main roads interconnecting the market centres. The minimum construction cost network was generated first by using minimum spanning tree concept. So the unconnected villages were connected to the market centre 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 centre 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.

15

CHAPTER 3 PREPARATION OF GIS 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 Tamil Nadu, the land of Tamils, is a state in southern India with Chennai as its capital. Tamil Nadu lies in the southernmost part of the Indian Peninsula. Tamil Nadu is the eleventh largest state in India by area, the seventh most populous state, the fifth largest contributor to India's GDP and the most urbanised state in India. The state has the highest number (10.56%) of business enterprises in India, compared to the population share of about 6%. It is one of the foremost states in the country in terms of overall development. The region has been the home of the Tamil civilization since at least 1500 BC, as attested by numerous archeological sites. Its classical language Tamil has been in use in inscriptions and literature for 2500 years. Tamil Nadu is home to many natural resources, grand Hindu temples of Dravidian architecture, hill stations, beach resorts, multi-religious pilgrimage sites and eight UNESCO World Heritage Sites. 3.2.2. History Tamilnadu's history dates back to pre-historic times. Archaeological evidence confirms the existence of civilization even before 6000 years ago. The medieval period of the history of the Tamil country saw the rise and fall of many kingdoms, some of whom went on to the extent of empires, exerting influences both in India and overseas. Tamilnadu was under the greatest of Indian kingdoms Chera, Chola and 16

Pandyas till 1300 AD. The world heritage sites like Mamallapuram shore temple, Thanjavur Brihadeshwara Temple, Madurai Meenakshi Amman Temple speaks the fame of Chera, Chola and Pandyas even now. The state was under the Vijanagar Empire and Nayaks from 1300 AD TO 1650 AD. Dutch were the first of the Europeans to have their feet in Tamilnadu. Around 1609, they established a settlement in Pulicat. Since then various regions of Tamil Nadu, except Pudukottai, had been under the control of the Dutch, French, British and the Danish from the 16th century. However, the British controlled the major part of the region. When India became independent in 1947, Madras Presidency became Madras State, comprising of present day Tamil Nadu, coastal Andhra Pradesh, Northern Kerala, and the southwest coast of Karnataka. The state was later divided on the basis of linguistic lines. In 1953 the northern districts formed Andhra Pradesh. Under the States Reorganization Act, 1956, Madras State lost its western coastal districts to Mysore state and Kerala. Finally, in 1968, when the Central Government imposed Hindi as the national language, the state of Madras was renamed Tamil Nadu meaning Country of Tamil, to reduce the resistance against this decision of the government. 3.2.3. Geography

Fig. 3.1 Tamilnadu State

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Tamil Nadu having an area of 130,058 Sq.km is the eleventh largest state in India. . It is geographically positioned between 8 5' and 13 35' of the northern latitude and 76 15' and 80 20' of the Eastern longitude. The state is 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. The western, southern and the north-western parts are hilly and rich in vegetation. The Eastern parts are fertile coastal plains and the northern parts are a mix of hills and plains. The central and the south central regions are arid plains and receive less rainfall than the other regions. Tamil Nadu has a coastline of about 910 Km which is the countrys third longest coastline. 3.2.4. Administrative Divisions Tamilnadu state comprises following administrative divisions (Table. 3.1):

Table 3.1 - Tamilnadu Administrative Divisions

Districts Revenue Divisions Taluks Firkas Revenue Villages Municipal Corporations Municipalities Panchayat Unions (Blocks) Town Panchayats Village Panchayats Habitations Lok Sabha Constituencies Assembly Constituencies 32 76 220 1,127 16,564 10 148 385 561 12,618 62,919 39 234

3.2.5. Demography Tamil Nadu, the seventh most populous state in India, had a population of 62,405,679 as of the census of 2001 with estimates for year 2010 put at 67012000 (approximately 5.79% of India's population). It is the eleventh most densely populated state in India with a population density of 511 persons per Sq.km as of 2008, significantly higher than the Indian average of 324 persons per Sq.km. 44% of the state's population live 18

in urban areas, the highest among large states in India. The district has a literacy of 64.93%. Tamil is the principal language spoken and Tamils are the predominant linguistic group in the district. Hinduism is followed by the majority of the people at 84.39% of the population followed by Christians at 6.08%, Muslims at 5.57% and others at 0.26%. 3.2.6. Transportation Tamil Nadu has a well established transportation system that connects all parts of the state. This is partly responsible for the investment growth in the state. Tamil Nadu is served by an extensive road network, providing links between urban centers, agricultural market-places and rural areas. There are 24 national highways in the state, covering a total distance of 4499 km. The state is also a terminus for the Golden Quadrilateral project. The state has a total road length of 198,000 km, of which 56767 km are maintained by Highways Department. This is nearly 2.5 times higher than the density of all-India road network. Tamil Nadu has a well developed rail network as part of Southern Railway. Headquartered at Chennai, the Southern Railway network extends over a large area of India's Southern Peninsula, covering the states of Tamil Nadu, Kerala, Pondicherry, a small portion of Karnataka and a small portion of Andhra Pradesh. Tamil Nadu has a total railway track length of 5,925 km and there are 533 railway stations in the state. The system connects it with most major cities in India. Main rail junctions in the state include Chennai, Erode, Coimbatore, Tirunelveli Madurai, Tiruchirappalli and Salem. Chennai has a well-established suburban railway network and is in the process of developing a metro. Tamil Nadu has a major international airport, Chennai International Airport that is connected with 19 countries with more than 169 direct flights every week. This is currently the third largest airport in India after Mumbai and Delhi and has a passenger growth of 18%. Other international airports present in the state are Coimbatore International Airport and Tiruchirappalli International Airport. Madurai Airport, Salem Airport and Tuticorin Airport are domestic airports which connect their respective cities to other parts of the country. Tamil Nadu has three major seaports at

19

Chennai, Ennore and Tuticorin, as well as one intermediate port, at Nagapattinam and 14 minor ports. 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. Tamilnadu has 62,919 habitations in total, under the administration of 385 blocks. Out of 62,919 Habitations, 61,041 habitations were connected by the year 2009. As far as on December 2009, about 112 habitations were provided with new connectivity and connectivity is being upgraded for about 184 habitations. Rural Development and Panchayat Raj Department has taken up about 10,045 Km length of road works at an estimated cost of Rs. 20337.2 Crores. 3.3. DATA ACQUISITION For this study 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 for parts of Tamilnadu State has been obtained from Survey of
India, Chennai, in scale 1:50,000.

Geo-referenced Digital Base Maps for entire Tamilnadu State with information
like administrative boundaries, road networks, etc has been collected from Tamilnadu Water supply And Drainage Board (TWAD Board), Chennai.

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).

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 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. GIS ENVIRONMENT 3.4.1. Software Package GIS software ArcGIS Desktop 9.3 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 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 two21

dimensional 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: Example: transverse Mercator,

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. 3.5. DATABASE PREPARATION 3.5.1. General In order to develop a framework to plan for rural roads it is necessary to build a comprehensive database comprising not only road network details but also information about habitations, various facilities, administrative divisions, land use, demographic data, etc. This is because the transportation planning exercises require large amount of data on many factors, which influence travel in one way or the other. The database will consist of combination of vector and raster spatial data with attribute data which identify spatially referenced phenomena, attach meaning, via classification codes and record textual and numerical statistics. 3.5.2. Process Involved The database preparation is carried out at four steps Spatial layers identification, Spatial layers preparation, Non-Spatial data preparation and integration of nonspatial data to respective spatial layers. 1) Spatial Layers Identification: The factors which influence planning and monitoring rural roads has been listed and from the prepared list various spatial layers that are going to be a part of database is identified as in Table 3.2. created using ArcCatalog as Feature Class files.

22

Table 3.2 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 VILLAGE_BOUNDARY RESERVED_FOREST PRIMARY_ROADS SECONDARY_ROADS RURAL_ROADS PMGSY_ROADS RAIL LAKES RIVERS MARKET_CENTRES HEALTH_CENTRES EDUCATION_CENTRES TOURIST_PLACES RELIGIOUS_CENTRES QUARRY_SITES MAP LAYERS Habitations State Boundary District Boundary Block Boundary Village Boundary Forest Boundary NH and Expressways SH and MDRs ODR and VRs PMGSY Road Railway Line Lakes Rivers and Channels Market Centre Health Service Educational Service Tourist Place Religious place Quarry (Stone & Sand) TYPE Point Polygon Polygon Polygon Polygon Polygon Line Line Line Line Line Polygon Line Point Point Point Point Point Point

2) Spatial Layers Preparation: The following tasks are involved in preparation of spatial layers.

Extracting Base Layers:

The exact spatially referenced base data corresponding to the spatial layer are extracted from digitals maps acquired from 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.

Spatial Adjustment of imported AutoCAD map data:

The imported data is thus spatially adjusted and referenced to the available referenced base layers by making use of adjustment methods available in ArcGIS, like rubber sheeting, edge snapping.

23

 Identification of features from map data:

The various features present in imported map are identified then through its location by nature and stored in their respective spatial layers, like National Highways to NH layer, Habitation Locations to HABITATIONS layer, etc with unique ID.

Checking Topology:
Prepared Spatial layers are then checked for topological rules like block boundary should be within district boundary, lines should not have any dangles, etc. The errors and mistakes if any are corrected.

3) 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 with unique ID used in the corresponding spatial data. 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. 4) 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 tools available in ArcGIS. The Panchayat Village boundaries and Taluk boundaries are stored in database as raster layers. These layers are not converted to vector as no planning or analyses are to be done using them and they are going to be used only for reference purpose.

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The pictorial chart Fig. 3.2 gives the brief about the steps involved in database preparation.

Spatial layers identification

Obtaining base layer

Spatial adjustment of map data

Importing AutoCAD map data

Identification of features from map data

Non spatial data creation

Integration of spatial and non-spatial data to database

Fig. 3.2 Database Creation - Methodology 25

3.6. DATABASE ORGANISATION The planning process will be carried out by considering certain levels of planning unit. The planning unit may be Block level, District level or State level depending upon the emphasis on planning. Thus three levels of database has been prepared Block level database, District level database and State level database. The Block level database is first prepared as prescribed by PMGSY Operations Manual at 1:50,000 scale, which will be convenient and easy to handle. The developed block level data is then combined to form district level database and which in turn combined to form sta state level database. The Fig. 3.3 shows the structure of the database.

Fig. 3.3 Database Structure Finally, the three level databases has been linked in such a way that any changes or updates made in spatial layers at any level will be automatically updated at corresponding spatial layers of other levels. For example if a new road is added to PMGSY_ROADS S layer of Thiruverumbur block (block level) then the road information will be added automatically to the PMGSY_ROADS layer of Tiruchirappalli district (district level) and Tamilnadu State (state level).

26

As the preparation of a database having complete updated details for whole Tamilnadu state is out of scope of present study, the skeletal database having above mentioned structure has been prepared at first with empty spatial layers having defined attribute fields. The skeletal database for state level having all the empty spatial layers with predefined attribute fields is shown in Appendix 1. 3.7. SUMMARY The basic skeletal database comprising layers to store 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 three levels i.e. 385 blocks, 31 districts and Tamilnadu state. The data on administrative boundaries, habitations, primary and secondary roads, reserved forests, water bodies and rail network has been updated into corresponding spatial layers for entire state. But the data for complex layers like rural roads, PMGSY roads, and various facilities like market centres, health centres, etc has been updated only for the Tiruchirappalli district to validate the planning and monitoring toolsets. A sample map showing Block boundaries of Tamilnadu with location of important towns, Primary and Rural Network of entire Tiruchirappalli District and BRRP of Thiruverumbur Block prepared using informations from developed database are attached as Appendices 2 to 4 respectively.

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CHAPTER 4 PMGSY 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 schema and methodology of Core Network planning recommended by PMGSY guidelines with certain modifications suggested for betterment and details of a standard planning toolset developed using ArcGIS. 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 28

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. Through Route and Link 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 Through and Link 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. 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. Comprehensive New-Connectivity Priority List (CNCPL) is a list of all proposed road links under PMGSY selected for connecting eligible unconnected habitations with CN. The list is prepared only if the block or district is having eligible unconnected habitations.

30

The list is grouped in the following order of priority:

Priority I Habitations with 1000+ population. Priority II Habitations with population of 500 to 999. Priority III Habitations with population < 499.
Comprehensive Upgradation Priority List (CUPL) is a list of CN through routes proposed for upgradation, prepared based on the Pavement Condition Index (PCI) as follows:

Priority I through routes which are constructed as WBM roads. Priority II other Fair Weather through routes or gravel through routes or through routes with missing links or lacking cross drainages. Priority III Habitations with population < 499.
Presently sealed surface All Weather roads with PCI > 2 and sealed surface All Weather roads which are less than 10 years old will not be considered for upgradation. Within each priority class, qualifying roads will be arranged in order of AADT (if available) or population served. Both CNCPL and CUPL is prepared first at block level and then combined to obtain a district level list. 4.3. PLANNING METHODOLOGY - PMGSY 4.3.1. General 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).

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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 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 recommended by PMGSY for selecting a CN for a habitation which is having atleast one link route (either AWR or FWR) to any of nearby habitations. 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. 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.

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If the target habitation is within 500 m reach from a direct link route connecting to the identified MCs, then that road is selected as a CN road of that habitation. If no such route is available the following steps should be preceded. Preparation of the list of vicinity habitations: By making use of the available data a list having habitations which are having direct links to the target habitation should be prepared in descending order of total population. A Habitation with higher population will rank higher in the list. Calculating Utility Value of identified Habitations: Then the Utility Values of listed habitations should be calculated by considering the variables which best suited for the District and assigning relative weightages according to them. The variables and corresponding weightages (W) considered here in the study as per IRC SP : 20-2002 for obtaining Utility Value are listed in Table 4.1 Table 4.1 - The Indicators and Weightages for Utility Value
Weightage of Variable (W) SI. No. Variables of the Habitation 0 < 250 2 250500 4 5011000 6 10012000 8 > 2000 Max W %W for the group

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Population SC/ST population Primary school Middle school High school College Dispensary Maternity and Child Welfare Centres Primary Health Centres (PHC's) Veterinary Hospitals Market Held Administrative HQ Telephone Connection Post Office Electrified Hilly / Coastal Area

8 8 4 16

< 25 Nil Nil Nil Nil No No No No No No No No No No

26-50 One

51-200 More One

201-300

> 300

More One More Yes

6 8 8 4 26

Yes Yes Yes Yes Yes

Panchayat Taluk

6 8 6 6 8 6 4 24

Yes Yes Yes Yes

6 4 34

33

Selecting optimal road link: Of many road links available one road should be selected using Socio- Economic infrastructural parameter criteria. Road Index is made used for selecting an optimal route. Road Index is calculated by dividing UV of a habitation by the length of the road link connecting to the target habitation. The link having the highest Road Index should be preferred. It is the most efficient and economic route, in terms of cost and utility. In case of unconnected habitations without any road access (either AWR or FWR), a new optimal alignment is planned in above manner that the connectivity is provided either to already connected habitation or MC. 4.3.4. Drawbacks in Planning Methodology The following drawbacks are identified in present planning methodology recommended by PMGSY:

For Utility Value calculation, the weightages are given only if a particular
facility is available at that habitation directly and no weightages are given if the facility directly unavailable is availed indirectly through that habitation from any other distant habitations within considerable distance.

The availability or mere presence of a facility is only considered but the

efficiency or activeness of that facility or local peoples preferences are not given any importance.

As a block is considered as planning unit the interaction between the MCs and
habitations of neighbourhood block/district and target habitation, which will be having greater impact, is ignored.

4.3.5. Proposed Modifications The drawbacks mentioned above can be rectified by implementing the following modifications suggested to the planning methodology:

Half weightage (W/2) can be given to a habitation if directly unavailable facility

is served by it for a target habitation indirectly through a distant habitation.

34

 A new ratio called Preference Ratio can be included in Utility Value calculation as a multiplicative term as below, UV = W = [ Wpop + Wedu + Whealth + Wmarket + Wothers ] UV = [ Wpop + (W*P)edu + (W*P)health + (W*P)market + (W*P)others ] = W *P .. (Proposed) .. (by IRC)

The interaction of a habitation with its neighbourhood blocks/districts can be considered while planning.

4.3.6. Case Study Singamangalam habitation with a population of 195, located at Keelaiyur block of Nagapattinam district is selected for case study to demonstrate CN planning methodology. The Singamangalam habitation is connected to Erayangudi habitation of Keelaiyur block as per CN formed by DRDA. The CN for Singamangalam is obtained as per above described methodology in the following way.

Fig. 4.2 Singamangalam of Nagapattinam District

Identification of Market Centres (MC): The Fig. 4.2 shows the location of Singamangalam habitation with the nearby influencing habitations, MCs and major 35

roads. Palakurichi of Keelaiyur block, Thevur and Valivalam of Kilvelur bock are identified as nearby MCs. NH-67, Kilvelur- Katchanam Road (SH), VelankanniThirutharaipoondi Road (MDR) and Nagapattinam- Velankanni Road (MDR) are the nearby major roads. None of the MCs or major roads is present within 500 m reach or connected by a direct link from Singamangalam. Preparation of the list of vicinity habitations: Erayangudi habitation is the only habitation from Keelaiyur block having direct link with Singamangalam. Thus Erayangudi Singamangalam road link can be selected as CN road. But if interactions between blocks/districts are considered, then the list of vicinity habitations increases to three i.e., Erayangudi of Keelaiyur block, Killukudi and Mohanur of Kilvelur block. The identified habitations are then sorted in descending order of population as Killukudi, Erayangudi, and Mohanur. Calculating Utility Value of identified Habitations: The Table 4.2 gives the weightages and Utility Value calculation of the above identified habitations as per PMGSY guidelines. Table 4.2 - The Weightages and UV for Identified Habitations (as per PMGSY Guidelines)
SC/ Terr MCH Disp

Vet. Hos Mkt P.O T.E Elec UV

Habitation
KILLUKUDI ERAYANGUDI MOHANUR

Pop

ST HQ ain P.Sch M.Sch H.Sch Coll PHCS WS

4 4 2

8 8 8

6 6 6

2 2 2

4 -

6 6

4 4 4

6 6 6

6 6 6

46 36 40

The full weightages (W) is given for the facilities available directly and half weightage (W/2) is given for the facilities available indirectly. The distance of 25 km is considered maximum for search of the indirectly available facility. The Preference Ratio (P) is obtained for facilities based on data collected from household and roadside interview surveys conducted in Singamangalam. And from these Preference Ratio and Weightages, Utility Value is calculated as shown in Table 4.3. 36

Table 4.3 - The Weightages and UV for Identified Habitations (as per Proposed Methodology)
SC/ Terr MCH

Vet.

HABITATION Pop ST HQ ain P.Sch M.Sch H.Sch Coll PHCS WS Disp Hos Mkt P.O T.E Elec UV
KILLUKUDI (W) (P) ERAYANGUDI (W) (P) MOHANUR (W) (P)

4 4 2 -

8 8 8 -

6 6 6 -

2 0.4 2 0.2 2 0.6

4 0.1 2 0.3 2 0.6

4 0.2 4 0.1 4 0.7

3 0.3 3 0 3 0.7

2 0.3 2 0.1 2 0.6

6 0 6 22 30

0.3 0.5 3 0.2 3 4

0.4 0.4 0.2 0 3 0 6 6 4 6

0 0.3 0.1 0 6 4 6 6

0.5 0.5

0.6 0.6 0.5 0.9 0 42.6

Selecting optimal road link: The Table 4.4 gives the Utility Value, route length, Road Index values of available options and the optimal road link selected for CN as per PMGSY guidelines and proposed methodology. Table 4.4 Optimal Road Link Selection
As per PMGSY Guidelines HABITATION
KILLUKUDI ERAYANGUDI MOHANUR

As per Proposed Methodology UV L RI

UV

RI

46 36 30

2.4 1.1 0.9

19.17 32.73 33.33

30 22 42.6

2.4 1.1 0.9

12.5 20 47.33

Selected Optimal Road Link

Mohanur Singamangalam Road

Mohanur Singamangalam Road

Though links selected for CN is same for both PMGSY recommended methodology and proposed methodology in this case study, we can note the difference in the Utility Value and Road Index values. This case study clearly depicts the drawbacks in present planning methodology and emphasises the need for implementation of proposed modifications. The derived planning methodology for finding optimal core network for a habitation is charted in Fig. 4.3.

37

Target habitation

Identification of Market Centres (MC) and primary road networks

Within 500 m reach to MC or PR?

Yes

No separate link required

No
Identification of Vicinity Habitations having direct link Sort based on Total Population

Weightages Preference Ratio

( Only in case of modified methodology )

Calculate UV Route Length

Calculate RI

Selecting optimal route

Declare as Core Network Fig. 4.3 Core Network Planning Methodology

38

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. 4.4.3. Planning Toolset A toolset has been developed to plan core network for connected and unconnected habitations and to prepare CNCPL and CUPL. The toolset comprises tools: CN for C.HAB - to plan CN for a particular habitation. Quick CN - to plan CN for a block/district. CNCPL - to prepare Comprehensive New - Connectivity Priority List. CUPL - to prepare Comprehensive Upgradation Priority List.

39

The unconnected habitations having even no fair weather road access, 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 a tool for the same is dropped. The Fig. 4.4 shows the model builder window through which the models have been created along with the developed toolset.

Fig. 4.4 Model Builder Window and Planning Toolset 4.4.4. CN for C.HAB This is a tool developed to plan core network for single habitation as per methodology suggested by PMGSY guidelines. The layout of the CN for C.HAB tool is shown in Fig. 4.5. The inputs for the tool being the target habitation name, habitation layer, road layer and layer containing identified MCs and important junctions.

Fig. 4.5 Layout of CN for C.HAB Tool 40

4.4.5. Quick CN Quick CN is a tool to plan CN for all habitations of a block/district at a time. The habitations are sorted based on population in descending order. And CN identification process is then carried out in order. As it is not a tool for planning CN of particular habitation the input target habitation name will not come and all other inputs of CN for C.HAB will be there. This tool will be helpful in obtaining a rough draft of CN for a block/district very quickly. Fig. 4.6 shows layout of Quick CN tool.

Fig. 4.6 Layout of Quick CN Tool 4.4.6. CNCPL This is a tool to prepare CNCPL automatically. The Core Network layer is the only required input. The layer having proposed road links prioritized in order will be the output. Fig. 4.7 shows layout of CNCPL tool.

Fig. 4.7 Layout of CNCPL Tool 41

4.4.7. CUPL This is a tool to prepare CUPL. The Core Network layer will be the input and the layer having selected list of roads for upgradation grouped as per priority class. The layout of CUPL tool is shown in Fig. 4.8.

Fig. 4.8 Layout of CUPL Tool 4.5. PLANNING TOOLSET VALIDATION The developed tools are validated using Uppiliyapuram block of Tiruchirappalli district. The results obtained through the tools are compared with the core network plans and priority lists of Uppiliyapuram block developed by DRDA. 4.5.1. CN formation tools validation

By DRDA

By CN formation tool

Fig. 4.9 Core Network Plan for Uppiliyapuram Block 42

The Fig. 4.9 shows the core networks planned by DRDA and that developed by CN for C.HAB and Quick CN tools. Some deviations are observed between the networks developed by tools and that by DRDA. Few reasons were identified for deviation of Core Network developed by tools and 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. CNCPL & CUPL tools Validation The Fig. 4.10 shows the CNCPL and CUPL road layer and Fig. 4.11 shows the attribute tables of CNCPL and CUPL obtained for Uppiliyapuram block using CNCPL & CUPL tools respectively.

CNCPL

CUPL

Fig. 4.10 CNCPL & CUPL Road Layer for Uppiliyapuram Block 43

CNCPL road layer attributes

CUPL road layer attributes

Fig. 4.11 CNCPL & CUPL Road Layer attributes The routes obtained by the tool are same as that proposed by DRDA, thus validating the tool.

44

CHAPTER 5 PMGSY 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 management 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 activities. 5.2. MONITORING TOOLSET DEVELOPMENT 5.2.1. Introduction A toolset called Monitoring 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 Monitoring Toolset Fig. 5.1 shows the developed monitoring toolset and it 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) 45

 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.

46

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 47

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 48

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 Appendix 5 to Appendix 9 shows few thematic maps developed using the tools developed. Using the tools developed few analyses has been performed for the Tamilnadu State. The results obtained are compared with already available results if any. The results of the analysis are presented as Appendices numbering from Appendix 10 to Appendix 14.With the help of results obtained from the tools present in monitoring toolset and animation tools present in ArcGIS, the timely variations like change in AADT flowing on a road, change in PCI value of roads, changes in connectivity status of habitations and changes in CN, etc over years can be clearly visualised, thus helping in monitoring the variations on PMGSY network. 49

CHAPTER 6 CONCLUSIONS
6.1. GENERAL A well developed database has been created for Tamilnadu state in GIS environment. Information has been stored for entire state in database for Boundary, Habitations, Primary and Secondary Roads, Rail Network, Rivers, Lakes and Reserved Forest layers. Informations on Rural Roads including PMGSY Roads and facilities layers has been stored only for Tiruchirappalli District. Along with database preparation, 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 to benefit 1,555 habitations through 1,848 number of road works of length 3,643.43 km and upgradation works to benefit 5,772 habitations through 3,136 road works of length 6,447.54 km has been sanctioned for Tamilnadu state at a total cost of 2,045.83 crores. Of the sanctioned works, 1,792 new connectivity road works of length 3,418.67 km and 1,156 upgradation road works of 2,079.66 km have been completed successfully. This comes to physical progress of around 54.5 % About 3.3 % of habitations (2431 in number) in Tamilnadu remain unconnected. Out of 31 districts, Karur district is found to have maximum percentage of unconnected habitations (14.43%) and on the other hand three districts Ariyalur, Perambalur and The Nilgiris has all their habitations connected.

50

 Tamilnadu state has around 1,56,506.4 km of roads, of which about 87 % being Rural Roads comprising Other District Roads, Village Roads and PMGSY roads. Till 2009, Tamilnadu comprises 4,982 number of PMGSY roads of length 10,089 km, which is 6.45 % of total road length. It is inferred that Tamilnadu has 124.5 km length of roads per 100 sq.km area on an average, which calculates to 108.1 km length of rural roads including 8 km of PMGSY roads per 100 sq.km area. 75,708 km of roads has been identified as core network roads, which is required to be maintained at good condition to provide atleast one connectivity for all the habitations. This comes to around 48 % of states total road length. 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. Thus preferably the modifications suggested to incorporate those factors can be considered. 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.

51

REFERENCES
1. Prof. P.K. Sikdar (2007), Key Note Address Planning and Design of Rural Roads, National Conference on Rural Roads (May 2007), New Delhi, pp. 1-13.

2.

Tribhuwan Ram (2006), Rural Connectivey-An overview of Uttarpradesh, Journal of Indian Highways, Vol. 34, No. 11.

3.

Debaish Basu (2005), Rural connectivity-Focus in the context of planning scenario (PMGSY), Journal of Indian Highways, Vol.33, No. 11.

4.

Srinivasan N.S. (2003), Planning of Rural Roads, www.pmgsy.org.

5. 6.

Sikdar, P.K. (2003), Rural Road Network Planning using GIS, www.pmgsy.org Kumar, A., and Tilloston, H.T. (1985), A Planning Model for Rural Roads in India, Seminar on Roads and Road Transport in Rural Areas, Organised by Central Road Research Institute, New Delhi, India

7.

Praveen Kumar, Anukul Saxena (2008) Upgradation planning of rural roads in GIS environment under PMGSY, Journal of Indian Highways, Vol. 36 No. 10, pp. 13-21.

8.

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.

9.

Dr. Praveen Kumar & M.K. Lal (2006), Computer Aided Design of Rural Roads, Journal of Indian Roads Congress, Vol. 67, No.3, pp 261-270.

10. Ravindran. A. and Jaishankar. J (2003), GIS Based Information System for Village Level Planning, Highway journal, Vol.16A, No.3, pp. 163-172.

52

11. Shri A. Mohan Rao, Dr. B. Kanagadurai, Dr. P.K. Kanchan (2007) GIS Based Rural Road Plan and Core Network A Case study of Ranchi district, National Conference on Rural Roads (May 2007), New Delhi, pp. 18-31. 12. Dr. Vandana Tare, Shri Gaurav Bhandari, Shri Manish Sardana (2007) Rural Road Network Planning Using GIS, National Conference on Rural Roads (May 2007), New Delhi, pp. 32-39. 13. Kumar Praveen, Arora M, Sudhakar M (2004) Facility Based Network Planning of Rural Roads Using GIS, Journal of Indian Highways, July 2004, pp. 5 22.

14. S. Moses Santhakumar, Bhuvaneswari Devi, Sabba Kaushik kumar (2003), Applications of GIS for PMGSY Roads, National conference on Applications of GIS for Rural Development, TTTI, Chennai.

15. Mahendru, A. K. Sikdar, P. K. and Khanna, S. K. (1985), Link Efficiency in Rural (village) Road Network Planning, Seminar on Roads and Transport in Rural Areas, Central Road Research Institute, New Delhi, pp. 1-12. 16. Swaminathan C.J., LAL N.B. and Ashok Kumar (1982), A Systems Approach to Rural Road Development, Journal of Indian Road Congress, paper no. 347.

17. Prasad Rao, B. Kangadurai, P. K. Jam, Dr. Neelam Jam (2003), Information System for Rural Road Network Planning - A Case Study, Highway Journal, Vol.20A, No.3, pp. 144-162.

18. Chinmay Dipanker, Bhupendra Dhapade, Subhas Chandra Maity, Mahalakshmi (2003), Development of GIS for PMGSY roads A Case Study of Tiruchirappalli District, M.Tech. Dissertation, Department of Civil Engineering, NIT, Tiruchirappalli, India.

53

19. Praveen Babu CH. (2009), GIS Based Analysis of PMGSY Road Network of Tiruchirappalli District, M.Tech. Dissertation, Department of Civil Engineering, NIT, Tiruchirappalli, India.

20. A.Ganesh Raja (2008), GIS Based Analysis of PMGSY Road Network of Tamilnadu, M.Tech. Dissertation, Department of Civil Engineering, NIT, Tiruchirappalli, India. 21. Sayad Bilal (2007), GIS Based Analysis of PMGSY Road Network of Tamilnadu, M.Tech. Dissertation, Department of Civil Engineering, NIT, Tiruchirappalli, India.

22. Nayyar.Shaik (2006), Development of GIS for Pradhan Mantri Gram Sadak Yojana Roads, M.Tech. Dissertation, Department of Civil Engineering, NIT, Tiruchirappalli, India. 23. Thenpandithamizh P. (2005), Development of GIS for Pradhan Mantri Gram Sadak Yojana Roads, M.Tech. Dissertation, Department of Civil Engineering, NIT, Tiruchirappalli, India.

24. Bhuvaneswari Devi R. (2003), GIS for PMGSY Roads Roads A Case Study of Tiruchirappalli District, M.Tech. Dissertation, Department of Civil Engineering, NIT, Tiruchirappalli, India. 25. Kumar P. (1997), Facility Based Optimal Rural Road Network Design, Ph. D. Dissertation, Department of Civil Engineering, University of Roorkee, India

26. Census of India (2001), Govt. of India, New Delhi.

27. Road development plan vision: 2021, Govt. of India, Ministry of Road Transport and Highways.

28. Rural Roads Manual, IRC: SP: 20-2002, Indian Road Congress, New Delhi.

29. Rural Road Development Plan: Vision 2025 (Draft), Govt. of India. 54

30. www.pmgsy.nic

31. www.pmgsy.org 32. www.tnmaps.nic.in

33. www.esri.com

34. www.gis.com

35. www.gisdevelopment.com

55

APPENDIX 1 STRUCTURE OF SKELETAL DATABASE State-level level Database Structure: Structure

Attributes of PMGSY_ROADS layer:

56

APPENDIX 2 BLOCK BOUNDARY MAP - TAMILNADU

TAMILNADU

57

APPENDIX 3 ROAD NEWTWORK MAP - TIRUCHIRAPPALLI

TIRUCHIRAPPALLI

as per DRRP (2007) prepared by DRDA

58

APPENDIX 4 BRRP MAP THIRUVERUMBUR BLOCK

59

APPENDIX 5 UNCONNECTED HABITATIONS MAP

TIRUCHIRAPPALLI

as per DRRP (2007) prepared by DRDA

60

APPENDIX 6 BACKWARD HABITATIONS MAP

TIRUCHIRAPPALLI

as per DRRP (2007) prepared by DRDA

61

APPENDIX 7 FACILITY STATUS MAP

TIRUCHIRAPPALLI

as per DRRP (2007) prepared by DRDA

62

APPENDIX 8 AADT TREND MAP

TIRUCHIRAPPALLI

as per DRRP (2007) prepared by DRDA

63

APPENDIX 9 ROAD DENSITY MAP

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

64

APPENDIX 10 UNCONNECTED HABITATIONS - TAMILNADU

HABITATIONS DISTRICT NAME TOTAL UNCONNECTED

% NONCONNECTIVITY

Ariyalur Coimbatore Cuddalore Dharmapuri Dindigul Erode Kancheepuram Kanyakumari Karur Krishnagiri Madurai Nagapattinam Namakkal Perambalur Pudukottai Ramanathapuram Salem Sivagangai Thanjavur The Nilgiris Theni Thiruvallur Thiruvannamalai Thiruvarur Thirunelveli Tiruppur Tiruchirappalli Tuticorin Vellore Villupuram Virudhunagar
TOTAL

718 1151 1804 2107 2376 2644 3586 955 1871 2704 1776 1892 2171 277 3831 1916 3235 2024 1866 894 556 3183 3082 1633 2316 1821 1926 1791 4698 3591 1436 65831

0 26 23 151 33 42 3 21 270 363 2 15 54 0 2 93 164 53 8 0 48 1 120 28 3 73 76 27 44 415 6 2164

0.00 2.26 1.27 7.17 1.39 1.59 0.08 2.20 14.43 13.42 0.11 0.79 2.49 0.00 0.05 4.85 5.07 2.62 0.43 0.00 8.63 0.03 3.89 1.71 0.13 4.01 3.95 1.51 0.94 11.56 0.42 3.29 %

65

APPENDIX 11 ROAD WORK PROGRESS UNDER PMGSY - TAMILNADU

SANCTIONED ROADS DISTRICT NAME NO. LENGTH COMPLETED ROADS NO. LENGTH

% COMPLETION BY BY NO. LENGTH

Ariyalur Coimbatore Cuddalore Dharmapuri Dindigul Erode Kancheepuram Kanyakumari Karur Krishnagiri Madurai Nagapattinam Namakkal Perambalur Pudukottai Ramanathapuram Salem Sivagangai Thanjavur The Nilgiris Theni Thiruvallur Thiruvannamalai Thiruvarur Thirunelveli Tiruppur Tiruchirappalli Tuticorin Vellore Villupuram Virudhunagar
TOTAL

92 68 182 122 162 136 182 98 107 183 208 199 174 53 185 188 234 157 263 84 53 137 195 148 190 198 195 154 223 295 117 4982

202.95 150.37 345.59 188.94 349.25 294.21 347.60 114.86 274.59 382.11 347.06 376.00 313.00 107.72 382.75 416.04 457.21 290.72 466.61 223.36 104.82 259.70 491.86 279.02 352.02 440.60 386.81 314.42 563.60 646.13 218.31 10088.23

40 56 83 62 132 117 148 72 51 117 143 126 84 16 103 132 97 73 191 21 51 81 108 70 109 159 124 108 79 122 77 2952

89.81 120.68 147.79 103.43 295.03 227.88 249.35 84.92 144.98 213.30 237.51 218.47 141.56 28.25 240.51 293.30 193.23 134.71 293.15 30.80 100.91 126.91 180.63 113.09 219.55 353.45 203.78 214.24 177.91 212.95 159.02 5551.10

43.48 82.35 45.60 50.82 81.48 86.03 81.32 73.47 47.66 63.93 68.75 63.32 48.28 30.19 55.68 70.21 41.45 46.50 72.62 25.00 96.23 59.12 55.38 47.30 57.37 80.30 63.59 70.13 35.43 41.36 65.81

44.25 80.26 42.76 54.74 84.48 77.45 71.73 73.93 52.80 55.82 68.43 58.10 45.23 26.23 62.84 70.50 42.26 46.34 62.83 13.79 96.27 48.87 36.72 40.53 62.37 80.22 52.68 68.14 31.57 32.96 72.84

59.25 % 55.03 %

( Length in km, As on May 2010)

66

APPENDIX 12 CATEGORY WISE ROAD LENGTH - TAMILNADU

ROAD LENGTH ( km)
DISTRICT NAME NH SH MDR ODR VR TOTAL

Ariyalur Coimbatore Cuddalore Dharmapuri Dindigul Erode Kancheepuram Kanyakumari Karur Krishnagiri Madurai Nagapattinam Namakkal Perambalur Pudukottai Ramanathapuram Salem Sivagangai Thanjavur The Nilgiris Theni Thiruvallur Thiruvannamalai Thiruvarur Thirunelveli Tiruppur Tiruchirappalli Tuticorin Vellore Villupuram Virudhunagar
TOTAL

51.00 188.80 146.00 50.60 175.73 78.00 181.80 110.20 155.87 204.60 218.60 96.70 83.10 41.40 153.60 154.20 131.40 191.02 713.85 76.60 159.80 164.20 137.90 48.40 174.29 125.20 192.20 135.53 149.00 302.48 148.63 4940.7

112.60 193.60 282.00 234.64 280.98 375.48 221.50 183.80 132.10 110.71 532.98 177.20 246.84 95.40 236.27 85.80 184.16 241.71 149.00 105.40 93.80 317.40 224.00 382.00 573.21 411.77 174.00 144.20 484.25 273.77 298.11 7558.6

98.40 243.30 342.00 325.40 472.09 364.90 474.68 172.80 403.72 333.90 64.20 218.50 263.95 26.40 298.87 186.70 393.63 213.99 102.80 164.27 166.85 404.10 232.50 163.80 280.13 437.40 235.50 284.00 313.80 217.90 219.02 8119.5

520.57 1316.06 2853.22 1423.89 1380.75 1745.35 1282.36 1814.10 2928.26 2370.42 917.66 744.50 1235.07 627.36 4955.81 998.15 1530.80 1161.41 83.60 713.12 314.78 823.72 4988.64 2197.77 2379.88 1973.49 1295.61 1395.75 2674.02 6266.29 1145.77 56058.1

1540.63 2477.86 946.05 3053.49 3048.77 3849.85 3785.55 835.47 573.98 2334.86 2085.25 3171.33 8163.96 854.54 1178.26 2950.88 7344.78 2401.58 1989.23 774.61 1430.59 2619.83 928.74 1435.54 3467.43 4140.52 3742.23 2226.20 3224.15 1245.81 2007.39 79829.3

2323.20 4419.62 4569.27 5088.02 5358.32 6413.58 5945.89 3116.37 4193.93 5354.49 3818.69 4408.23 9992.92 1645.10 6822.81 4375.73 9584.77 4209.71 3038.48 1834.00 2165.82 4329.25 6511.78 4227.51 6874.94 7088.38 5639.54 4185.68 6845.22 8306.25 3818.92 156506.4

67

APPENDIX 13 CORENETWORK ROAD LENGTH - TAMILNADU

ROAD LENGTH (km) DISTRICT NAME TOTAL PMGSY CN

PERCENTAGE (%) PMGSY CN

Ariyalur Coimbatore Cuddalore Dharmapuri Dindigul Erode Kancheepuram Kanyakumari Karur Krishnagiri Madurai Nagapattinam Namakkal Perambalur Pudukottai Ramanathapuram Salem Sivagangai Thanjavur The Nilgiris Theni Thiruvallur Thiruvannamalai Thiruvarur Thirunelveli Tiruppur Tiruchirappalli Tuticorin Vellore Villupuram Virudhunagar
TOTAL

2323.20 202.95 463.72 4419.62 150.37 2023.65 4569.27 345.59 2179.23 5088.02 188.94 2835.72 5358.32 349.25 4021.52 6413.58 294.21 2768.69 5945.89 347.60 3860.99 3116.37 114.86 161.46 4193.93 274.59 2519.92 5354.49 382.11 2249.33 3818.69 347.06 2304.40 4408.23 376.00 2811.63 9992.92 313.00 4709.36 1645.10 107.72 765.83 6822.81 382.75 4400.10 4375.73 416.04 1977.74 9584.77 457.21 3322.58 4209.71 290.72 2649.27 3038.48 466.61 2149.11 1834.00 223.36 1030.50 2165.82 104.82 967.87 4329.25 259.70 2053.28 6511.78 491.86 2053.28 4227.51 279.02 2106.99 6874.94 352.02 2711.65 7088.38 440.60 3034.97 5639.54 386.81 2197.85 4185.68 314.42 2216.28 6845.22 563.60 4561.79 8306.25 646.13 1449.47 3818.92 218.31 3149.91 156506.42 10088.23 75708.08

8.74 3.40 7.56 3.71 6.52 4.59 5.85 3.69 6.55 7.14 9.09 8.53 3.13 6.55 5.61 9.51 4.77 6.91 15.36 12.18 4.84 6.00 7.55 6.60 5.12 6.22 6.86 7.51 8.23 7.78 5.72 6.45 %

19.96 45.79 47.69 55.73 75.05 43.17 64.94 5.18 60.08 42.01 60.35 63.78 47.13 46.55 64.49 45.20 34.67 62.93 70.73 56.19 44.69 47.43 31.53 49.84 39.44 42.82 38.97 52.95 66.64 17.45 82.48 48.37 %

68

APPENDIX 14 CATEGORY WISE ROAD DENSITY - TAMILNADU

AREA (sq km) 1829.3 4541.8 3540.5 4547.8 6063.9 5256.8 4343.4 1579.7 2781.1 5136.4 3752.9 2577.6 3242.6 1673 4436.5 4168.9 5060.3 4102.7 3244.4 2444.5 2747.7 3328.7 5964.8 2078.3 6605 5310.4 4392.9 4051.9 5884.1 7008.2 4005.8
125701.9

ROAD DENSITY ( km per 100 sq km)

NH SH MDR ODR VR TOTAL PMGSY CN

DISTRICT NAME

Ariyalur Coimbatore Cuddalore Dharmapuri Dindigul Erode Kancheepuram Kanyakumari Karur Krishnagiri Madurai Nagapattinam Namakkal Perambalur Pudukottai Ramanathapuram Salem Sivagangai Thanjavur The Nilgiris Theni Thiruvallur Thiruvannamalai Thiruvarur Thirunelveli Tiruppur Tiruchirappalli Tuticorin Vellore Villupuram Virudhunagar
TOTAL

2.8 4.2 4.1 1.1 2.9 1.5 4.2 7.0 5.6 4.0 5.8 3.8 2.6 2.5 3.5 3.7 2.6 4.7 22.0 3.1 5.8 4.9 2.3 2.3 2.6 2.4 4.4 3.3 2.5 4.3 3.7
3.9

6.2 4.3 8.0 5.2 4.6 7.1 5.1 11.6 4.7 2.2 14.2 6.9 7.6 5.7 5.3 2.1 3.6 5.9 4.6 4.3 3.4 9.5 3.8 18.4 8.7 7.8 4.0 3.6 8.2 3.9 7.4
6.0

5.4 5.4 9.7 7.2 7.8 6.9 10.9 10.9 14.5 6.5 1.7 8.5 8.1 1.6 6.7 4.5 7.8 5.2 3.2 6.7 6.1 12.1 3.9 7.9 4.2 8.2 5.4 7.0 5.3 3.1 5.5
6.5

28.5 84.2 29.0 54.6 80.6 26.7 31.3 67.1 22.8 50.3 33.2 73.2 29.5 87.2 114.8 52.9 105.3 20.6 46.1 45.5 24.5 55.6 28.9 123.0 38.1 251.8 37.5 51.1 111.7 26.6 23.9 70.8 30.3 145.1 28.3 58.5 2.6 61.3 29.2 31.7 11.5 52.1 24.7 78.7 83.6 15.6 105.7 69.1 36.0 52.5 37.2 78.0 29.5 85.2 34.4 54.9 45.4 54.8 89.4 17.8 28.6 50.1
44.6 63.5

127.0 97.3 129.1 111.9 88.4 122.0 136.9 197.3 150.8 104.2 101.8 171.0 308.2 98.3 153.8 105.0 189.4 102.6 93.7 75.0 78.8 130.1 109.2 203.4 104.1 133.5 128.4 103.3 116.3 118.5 95.3
124.5

11.1 25.3 3.3 44.6 9.8 61.6 4.2 62.4 5.8 66.3 5.6 52.7 8.0 88.9 7.3 10.2 9.9 90.6 7.4 43.8 9.2 61.4 14.6 109.1 9.7 145.2 6.4 45.8 8.6 99.2 10.0 47.4 9.0 65.7 7.1 64.6 14.4 66.2 9.1 42.2 3.8 35.2 7.8 61.7 8.2 34.4 13.4 101.4 5.3 41.1 8.3 57.2 8.8 50.0 7.8 54.7 9.6 77.5 9.2 20.7 5.4 78.6
8.0 60.2

69