TO GOANETTERS,VIEWS OF AN IAS OFFICER OF ROAD WIDENING IN KERALA. PROBABLY
RELAVENT IN CONTEXT OF GOA ROAD WIDENING OF NH-4A AND NH-17.URBANOMICSTUESDAY,
MAY 11, 2010Kerala's highway widening controversyWhile in Trivandrum for a few
days, I came across the raging controversy about what should be the width of
the National Highways (NH), and could not resist wading into the debate. These
quick comments about the specific situation in Kerala is from a cursory
understanding, though its general thrust is relevant for all road-widenings.
The crux of the issue is that while the National Highway Authority of India
(NHAI) has proposed widening NH 17 and 47 to a width of 45 m, public opinion
(crystallized in an all-party meeting) favors restricting it to 30 m.
In this context, I am reminded about an old post, in the context of Vijayawada
road-widenings, that argues in favor of framing road widening debates in terms
of lanes rather than road widths. I am inclined towards the view that the
debate should have been formulated as a requirement of 3/6 (or 4/8) lane
carriageway with a 4-5 m wide service road, instead of the 30-45 m width
choice.
Taking cue from behavioural psychology, it is far easier to bargain for a
reduction in road width by 5 or even 15 m, as opposed to negotiating for
reduction in one lane or dispensing with the service road. One carriage lane or
a service road has a much greater cognitive salience than 5 or 15 m. Anybody
who has done road widenings on scale would appreciate this dimension of
collective psychology.
In many respects, road-widening is a classic collective bargaining game where
framing the context of the negotiations is critical. An appropriate formulation
of the choices can considerably increase the odds of achieving a successful
result. Therefore, and in view of the aforementioned political dynamics, a more
realistic final goal should have been to push through atleast a six lane
carriageway proposal, even if without any service lanes.
Given the fact that existing roads are 10-15 m wide, a 45 m road widening
proposal would have meant an effective tripling of the existing width, a
difficult proposition in a densely populated and urbanized context, as in
Kerala. At best of times Kerala is a difficult place to push through such
measures. The numerous examples of tortuously slow road-widenings in Trivandrum
city is a reflection of this difficulty.
In a state where travelling 60 km on NH 47 from Trivandrum to Kollam takes more
than 90 minutes, the impact of even a 30 m road widening on Kerala's economy
can be dramatic. To the extent that road transportation is one of the critical
infrastructural engines of economic growth, substantial economic activity in
the state remains suppressed/disincentivized by the narrow highway roads.
A 30 m (or 100 ft) road will have 1.2 m (5 ft) central median, with 10.5 m
(=3.5x3) (or 33 ft) of three-lane carriageway, about 2.5-3 m of drainage, and
0.6-1.1 m of shoulders on either side. This specification would be adequate to
meet the basic requirements. All the more so, since unlike other states, Kerala
does not serve as a transit pathway for the North-South or East-West passenger
and freight traffic. Further, given its limited industrial base, a wider NH
would be more useful in facilitating the growth of the state's services sector
than promoting freight traffic. While a 60 m width would have been a luxury,
and 45 m width ideal, the aforementioned practical considerations means that a
30 m width should be a good second-best solution.
Further, the success or otherwise of road widenings are critically dependent on
the flexibility in the widths across stretches (without compromising on the
essentials) and compensation payment strategies. This is all the more so since
given the urbanized nature of the state (especially adjoining the NH), the NH
widening across a major length (and from where resistance is likely to be most
vocal) will be similar to widening of city roads. In such environments,
decentralized negotiations (at official level, as is done in states like Andhra
Pradesh) can yield quick and fairer results, though it carries the risk of
politicization and corruption.
Though, in comparison to the regular land accquisition process, the NHAI's
procedures are faster and its compensation amounts larger, such urban land
accquistion will have to embrace more innovative approaches like transferable
FAR bonds (TDRs), waival/concessions on building fees, impact fee concessions
etc. Further, there should be a distinction made between those losing the major
share of their property (as to leave the remaining extent virtually useless)
and those who lose only a smaller share of their property; houses and
commercial establishments; and owners and tenants.
There is an Econ 101 arguement in favor of the 30 m proposal. Even with the
45/60 m widening, the carriageway will be no more than 4 or 6 lanes, and the
remaining land will be left barren as shoulders to be brought to use when
required. In any case, the NHAI roads do not have any drains and the concept of
ducting to lay utility lines is yet to catch up even in the metropolitan
cities.
In the circumstances, we are looking at accquiring and leaving 15 m (or 50 ft)
of road width for a length of 500 km (i am not sure of this figure) virtually
unused for a considerable period of time (let us say 10 years). Leave aside the
virtual certainty of its encroachment, especially in the densified and
urbanized context of Kerala, the sheer economic waste incurred by leaving 7.5
million sqm (or around 16000 acres) of valuable real estate (in fact, the most
valuable lands in the respective towns/villages) area unproductive is
staggering.
Back of the envelope calculations assuming a very conservative rate of Rs 5 m
per acre would yield an asset worth Rs 80 bn (or Rs 8000 Cr) proposed to be
left idle. The net present value of this investment, over a period of 10 years
and assuming a discount rate of 10%, would surely be many times more than the
cost of accquiring the same land after ten years. This calculation ignores the
net economic return components like tax revenues from any prospective economic
activity (which would be imminent once the widening is completed) on these
lands and the contribution of the local economic multiplier due to this
activity.
Even assuming sky-rocketing land values with road widening, there is surely
some broad limit beyond which land values cannot just shoot. Though these
calculations are also valid for other states, the virtually rural and
uninhabited nature of their (say Andhra Pradesh or Orissa) NH stretches means
that the opportunity cost of leaving them idle is not very large.
If the 30 m width is finally agreed to, the government should immediately
demand consent letters from all those affected, and the demolitions should be
done at the earliest. The momentum generated by the width concession should be
leveraged to complete the widening and construction in quick time.
In light of this, a more practical choice facing the government now is between
a swiftly executed 30 m widening and a lingering 45 m widening entangled in
endless litigation. Take your pick.POSTED BY GULZAR AT 5:51
AM LABELS: INFRASTRUCTURE, TRANSPORTATION, URBAN ISSUES1
COMMENTS:Ajaypp said...I agree with most of your points, especially the kind of
hurdles faced by project land acquisition, the approach of presenting the
widening in terms of lanes instead of mere width and also the fact that it is
essential to distinguish between people losing the major part of their property
and those losing just a minor part (they may benefit due to the appreciation of
property post widening).
However, there are a few points to be noted:
1. The whole premise of the 30 m argument is based on the fact that we are
looking only at 4-laning. However, the plan to 4-lane was based on traffic
studies done in 2003-4. Today, NHAI itself accepts that the traffic on the
NH-47 has exceeded the threshold for 6-laning.
2. Even with a 4-lane road, once we consider essential components like the
service lanes and utility corridors (necessary to prevent the highway getting
frequently dug up to lay pipelines and cables, the 30 m RoW proves
insufficient.
Let's take 4 X 3.5 = 14 m for the 4 lanes, 1.5 m for the median, 2 X 1.5 m = 3
m for the paved shoulders, 2 X 1.5 = 3 m for the unpaved shoulders, 2 X 2 = 4 m
for the utility corridor and 2 X 7 = 14 m for the service lanes. This works out
to 1.5 + 14 + 3 + 3 + 4 + 14 = 40 m. This leaves scarcely 5 m for future
development, meaning that an additional 2 lanes can barely be squeezed in,
perhaps by trimming the shoulder width.
3. Service roads are essential in Kerala as opposed to the intercity highways
in the US, UK or other Indian states since the roads pass through urbanized and
semi-urbanized areas where there are lots of side-roads and heavy local
traffic. Without service roads, the Highway would become congested and accident
prone.
4. The NH-47 in particular has become the arterial route for both passenger and
cargo flow in South Kerala. This will become even more pronounced as Trivandrum
rapidly expands and massive projects like the Vizhinjam deep-sea port, the
Trivandrum IT Corridor and the Cochin port develop along its length.
5. The State and local Governments have to conduct a detailed social impact
study to identify the real effects of land acquisition and the most seriously
affected people.It's also their responsibility to work out a fair compensation
& rehabilitation policy and ensure its implementation along with NHAI and GoI.
This cannot be shirked by curtailing the acquisition.
Look forward to hear your thoughts on thisMAY 11, 2010 1:00
PMgulzar said...thanks ajay
1. i am not sure about 30 m being a four lane road. a 30 m road, with 1.2 m
median, can easily be a 6 lane (21 m) road - there is enough left to accomodate
small shoulder and drains. all 100 ft city roads are six lane ones (the covered
drains serving as footpaths). but there cannot be any service road with a 30 m
alignment.
2. as i had indicated in my post, we are trying to make the best out of a
really challenging situation. so, instead of the ideal solution, we ought to be
trying to adopt a second-best solution. and it becomes all the more acceptable,
when the NHAI itself is not doing any duct (except for a few miniscule
stretches, none of the major indian cities have ducts, and ducts have their
problems... but that is another issue) across its stretches and when the
unpaved shoulders can be used to lay pipes/cables.
as i mentioned earlier, service roads become a choice we have to give up with
30 m. Or else should try to have specific stretches, around really dense local
traffic areas, with service roads. there is surely no need to have service
roads all along the length of the NH.
3. i am a little sceptical about this service road reducing arguement. as far
as possible, NH should bypass dense urban centers. if NH passes through such
areas, no matter what types of access controls and service roads are in place,
the local traffic will inevitably spill over. we surely cannot have flyovers
and underpasses criss-crossing these roads to channel traffic. even in areas
with service roads and access controls (just travel any stretch, adjacent to
small junctions/towns abutting the NH), traffic spill-over into the main
carriageway is commonplace.MAY 14, 2010 8:03 AMAjaypp said...Thanks for your
thoughts on these points. Let me go point-by-point:
1. Trying to fit 6 or 8-lanes within the so-called 30 m RoW is NOT the
responsible approach for a Government. After all, why is the figure 30 m and
not 25 m or 35 m. There seems to be little scientific basis for it and it could
get trimmed even further. A Highway without the basic components won't be a
Highway at all and will not serve the purpose that it is being created for at
such massive expense.
2. Yes, we are looking for a pragmatic solution but I believe one was found at
the earlier agreement to have a 45 m RoW. What is to stop another "all party"
consensus from calling for the RoW to be reduced to 20 m just before the next
round of elections?
Utility corridors are more relevant in Kerala than in other States because a
lot of utilities are routed along the NH due to a lack of RoW elsewhere. For
example, the State's optic fiber backbone lies along NH-47 and I am sure future
utility expansions like the proposed natural gas pipeline system may also opt
to follow suit.
As for the shoulders, I agree that they can be curtailed or dispensed with in
the less urbanized stretches, but the debate is mostly about the more urbanized
stretches where the service lanes are needed.
3. The NH-47 is already bypassing all three major urban areas along its path -
Alleppey, Kollam and Attingal. However it cannot bypass every minor urban area
without major realignment which would take decades. Also, many of the
commercial establishments in these small towns would depend on the NH for much
of their business.
I agree that service lanes would not completely prevent spill-over of local
traffic into the main carriageway, but it will reduce it to a great extent.MAY
14, 2010 9:57 AM
* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
Goa-launch of the well-received *Into The Diaspora
Wilderness* by Selma Carvalho on Aug 29, 2010 (Sunday) at 11
am at Ravindra Bhavan, Margao. Meet the author, buy a signed
copy (only Rs 295 in Goa till stock lasts).
http://selmacarvalho.squarespace.com/
