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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

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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) (Dr. S. MOSES SANTHAKUMAR)

Guide Head

Professor of Civil Engineering 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

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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

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TABLE OF CONTENTS

Title Page No.

ABSTRACT.............................................................................................................. iiiACKNOWLEDGEMENTS ...................................................................................... v

TABLE OF CONTENTS.......................................................................................... vi

LIST OF TABLES.................................................................................................... x

LIST OF FIGURES.................................................................................................. xi

CHAPTER 1 INTRODUCTION

1.1 General ........................................................................................................... 1

1.2 PMGSY Programme ....................................................................................... 1

1.3 Need of GIS in PMGSY ................................................................................. 1

1.4 The Present Study .......................................................................................... 2

1.5 Organisation of Thesis..................................................................................... 2

CHAPTER 2 STATE OF THE ART

2.1 Need for Rural Roads ..................................................................................... 4

2.2 PMGSY Programme ....................................................................................... 4

2.2.1 The lead ......................................................................................................... 4

2.2.2 The launch ..................................................................................................... 5

2.2.3 Governing bodies ............................................................................................ 5

2.2.4 Partnering World Bank and ADB .................................................................... 6

2.2.5 Technical base ................................................................................................ 6

2.2.6 Quality control system..................................................................................... 7

2.2.7 Achievements and targets ............................................................................... 8

2.2.8 GIS for PMGSY ............................................................................................. 8

2.3 Geographic Information System (GIS) ........................................................... 8

2.3.1 What is GIS? .................................................................................................. 8

2.3.2 Components of GIS ........................................................................................ 9

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2.3.3 Application of GIS to road development ......................................................... 10

2.3.4 Software packages .......................................................................................... 10

2.4 ArcGIS ........................................................................................................... 10

2.4.1 Introduction .................................................................................................... 102.4.2 ArcGIS Desktop ............................................................................................. 11

2.5 Review of Literature 12

2.5.1 GIS application for PMGSY ............................................................................ 12

2.5.2 Network planning ........................................................................................... 14

CHAPTER 3 PREPARATION OF DATABASE

3.1 Introduction .................................................................................................... 16

3.2 Study Area ..................................................................................................... 16

3.2.1 General ........................................................................................................... 16

3.2.2 History ........................................................................................................... 16

3.2.3 Geography ...................................................................................................... 17

3.2.4 Administrative divisions .................................................................................. 18

3.2.5 Demography ................................................................................................... 18

3.2.6 Transportation ................................................................................................. 19

3.2.7 PMGSY details ............................................................................................... 20

3.3 Data Acquisition ............................................................................................. 20

3.4 GIS environment ............................................................................................. 21

3.4.1 Software package ............................................................................................ 21

3.4.2 Projections and coordinate system ................................................................... 21

3.5 Database Preparation ....................................................................................... 22

3.5.1 General ........................................................................................................... 22

3.5.2 Process involved ............................................................................................. 22

3.6 Database Organisation ..................................................................................... 26

3.7 Summary ......................................................................................................... 27

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5.2.3 BACK HAB .................................................................................................... 46

5.2.4 HAB without FAC .......................................................................................... 47

5.2.5 Road AADT .................................................................................................... 47

5.2.6 HAB within 500m from PR ............................................................................. 48

5.2.7 Road Density................................................................................................... 49

5.3 Analysis .......................................................................................................... 49

CHAPTER 6 CONCLUSIONS

6.1 General ........................................................................................................... 50

6.2 Specific Inferences .......................................................................................... 50

6.3 Scope for Future Work ................................................................................... 51

REFERENCES 52

APPENDICES

1 Structure of Skeletal Database ......................................................................... 56

2 Block Boundary Map - Tamilnadu .................................................................. 57

3 Road Network Map - Tiruchirappalli ............................................................... 58

4 BRRP Map - Thiruverumbur Block ................................................................. 59

5 Unconnected Habitations Map ......................................................................... 60

6 Backward Habitations Map ............................................................................. 61

7 Facility Status Map ......................................................................................... 62

8 AADT Trend Map ........................................................................................... 63

9 Road Density Map .......................................................................................... 64

10 Unconnected Habitations - Tamilnadu ............................................................. 65

11 Road Work Progress Under PMGSY - Tamilnadu ........................................... 66

12 Category Wise Road Length - Tamilnadu ........................................................ 67

13 Core Network Road Length - Tamilnadu ......................................................... 68

14 Category Wise Road Density - Tamilnadu ....................................................... 69

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LIST OF TABLES

Table No. Title Page No.

3.1 Tamilnadu Administrative Divisions ............................................ 18

3.2 Identified Spatial Layers .................................................................. 23

4.1 The Weightages and Utility Value for Identified Habitations

(as per PMGSY Guidelines) ............................................................ 36

4.2 The Weightages and Utility Value for Identified Habitations

(as per Proposed Methodology) ....................................................... 37

4.3 Optimal Road Link Selection ........................................................... 37

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LIST OF FIGURES

Figure No. Title Page No.

3.1 Tamilnadu State .................................................................................. 17

3.2 Database Creation Methodology ...................................................... 25

3.3 Database Structure .............................................................................. 26

4.1 Link and Through Routes .................................................................... 29

4.2 Singamangalam of Nagapattinam District ........................................... 35

4.3 Core Network Planning Methodology ................................................. 38

4.4 Model Builder Window and Planning Toolset ..................................... 40

4.5 Layout of CN for C.HAB tool ............................................................. 40

4.6 Layout of Quick CN tool ..................................................................... 41

4.7 Layout of CNCPL tool ........................................................................ 41

4.8 Layout of CUPL tool .......................................................................... 42

4.9 Core Network Plan for Uppiliyapuram Block ...................................... 42

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

4.11 CNCPL & CUPL Road Layer attributes .............................................. 44

5.1 Monitoring Toolset ............................................................................. 45

5.2 Layout of Unconnected HAB tool ...................................................... 46

5.3 Layout of BACK HAB tool................................................................ 47

5.4 Layout of HAB without FAC tool ...................................................... 47

5.5 Layout of Road AADT tool................................................................ 48

5.6 Layout of HAB within 500m from PR tool.......................................... 48

5.7 Layout of Road Density tool ............................................................... 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 all-

weather 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.PMGSYPROGRAMME

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 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).

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

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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 andCUPL 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 roadnetwork 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.

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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.

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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 all-

weather 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 SadakYojana.

2.2. PMGSYPROGRAMME

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 anddwelling unit with a view to bring the rural population into the mainstream of national

development. Funds were provided by the States. In 1996, the MNP was merged with

the Basic Minimum Services (BMS) programme. Funds continued to be provided by

the States. The BMS followed the 1991 census data. About 55 percent of villages

achieved connectivity by March, 2000. But the construction of rural roads has been

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undertaken as part of several employment creation and poverty-alleviation

programmes of the central and state governments. Because of the employment focus,

roads were mostly left as earth tracks or gravel roads and did not conform to technical

standards in terms of compaction, drainage and geometrics. They were also not

maintained. As a result, they may not be functional as means of connectivity.

2.2.2. The Launch

Considering all this backlogs in the year 2000, GOI launched a nationwide program,

thePradhan 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 all-

weather connectivity to all habitations of above 500 population (250 in case of hills,

desert and tribal areas).

2.2.3. Governing Bodies

Through the PMGSY, the GOI is endeavouring a radical departure from the past. It is

enforcing more rational and transparent decision making, planning, and design tools;

it is also helping to streamline the flow of funds through a sector wide approach for

sustainable rural infrastructure development. The Central Government has formulated

detailed Policy and Operational Guidelines and set up the National Rural Road

Development Agency (NRRDA) to provide management and technical support to the

States. The program has greatly enhanced the capacity of States to plan and manage

rural roads by creation of State Rural Roads Development Agencies in each State.

These agencies monitor PMGSY works, which are implemented by Public Works

Departments, Rural Development Department and similar agencies.

A unique feature is the engagement of technical institutes with government agencies.

In most cases all survey reports and detailed project reports were prepared by the staff

of the Public Works Department (PWD). This enabled officers to develop ownership

and become involved in the early stages of the program. These preparations were

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supervised by chief engineers and independent professional bodies like the Indian

Institute of Technology, National Institute of Technology. It scrutinized the project

proposals prepared by the State Public Works Department and were deputed for any

technical project support the State government may periodically require. Through

such interaction the engineering institutes were engaged in real-time projects while

the government agency had access to professional technical assistance.

2.2.4. Partnering World Bank and ADB

The World Bank, a partner with the Government of India to build rural infrastructure,

alleviate poverty and improve rural livelihood, is supporting the PMGSY program.

Since the inception of the PMGSY, the World Bank has provided technical support to

the Ministry of Rural Development in formulating the operational guidelines of the

program. It includes setting up the Core Road Network approach to prioritize the

selection of habitations. Asian Development Bank (ADB) has also agreed to provide

loans for building rural infrastructure mainly for the North Eastern States of Assam,

Orissa and West Bengal by providing loan of nearly US $ 1100 million under Rural

Road Sector Project (RRSP).

A highlight of the association has been the mandatory provision for peoples

participation, adoption of Environmental and Social Management Framework

(ESMF), developing maintenance management capacity of the States and exposure toglobal good practices through training.

2.2.5. Technical Base

Prior to unveiling the PMGSY program, the Central Government was responsible for

only National Highways. It was for State Governments to plan, fund, construct and

maintain rural roads. There was no national level consensus or coordination on rural

roads.

The PMGSY initiated a paradigm shift in the way rural roads are mapped, designed,

monitored, and built. At the initiative of the MoRD, NRRDA prepared an operational

manual to systematize the process of road building, to be uniformly applied

throughout the country. For the first time, nationwide operational standards have been

adopted in the area of institutional structures, planning, design, reporting systems,

procurement, contract management, financial and accounting systems, manpower

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skills and safety measures. Monitoring of the quality of works and materials by third

parties has become mandatory. Guidelines on acceptable standards with desired

specifications have also been put in place in order to cut down on subjective

evaluations. The following publications were released by IRC regarding PMGSY:

The Rural Roads Manual has been approved and printed by the Indian RoadsCongress (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, aseparate Book of Specification and a Standard Data Book have been published

in the IRC at NRRDAs instance. These replace the publications brought out by

the Ministry of Road Transport and Highways, and will be in consonance with

the Rural Roads Manual.

2.2.6. Quality Control System

Under the PMGSY, a three-tier quality control system has been put in place to ensure

quality in road works. This will be applicable throughout the country. The first tier is

at the District Project Implementation Unit (PIU), led by a senior Executive Engineer,

where all aspects of operational monitoring are held. Contractors are also required to

maintain field level laboratories for testing at each stage. The PIU field engineers

periodically conduct quality control tests at the site and record the results in a quality

control register. The second tier involves quality monitoring at the State level, where

district wise quality monitors of the State government, working independently of the

PIU, cross-check the work and verify the entries in the register. The third tier, added

under the Rural Roads Project, is of National Quality Monitors.

It is mandatory for a reputed independent agency to be specifically contracted to carry

out random tests on the quality of work. Retired Chief Engineers from neighbouring

States are also taken on board for inspection of works alongside representatives of

reputed engineering colleges and other specialized institutes. A Quality Control

Handbook has been published for PMGSY. Quality Control Registers have been

prescribed for all the works under Pradhan Mantri Gram Sadak Yojana and these

Registers will be maintained for each work under the Programme.

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2.2.7. Achievements and Targets

The PMGSY program, now part of the Bharat Nirman Initiative, is running into the

9th year of implementation. Until the end of November 2009, new connectivity has

been provided to about 64,365 eligible habitations in addition to upgradation of

connectivity to 31,778 habitations. A total of 377,500 kms of road work including

130,000 kms of new roads have been constructed, serving about 45 million rural

people. 2637 crore was the total cost spent by then. Connectivity and mobility is the

key to reaching out and opening up new opportunities. With the construction of

village roads, rural India is rapidly transforming. Wherever the roads network has

come up the rural economy and quality of life has improved.

Habitations with a population above 1000 are targeted to be connected by year 2010,

habitations with a population of 500 by 2015 and habitations with a population above

250 by 2022. This target counts to a total of 290,758 habitations. Recent estimates by

the MoRD (2007) suggest that the total investment required to meet the PMGSY

targets was Rs. 1,320,000 million. From this, Rs. 269,290 million has been spent on

building roads and the balance of Rs. 1,050,710 million will be used to connect the

remaining unconnected habitations that are eligible under the program.

2.2.8. GIS for PMGSY

Despite its huge success, PMGSY programme is currently facing a backdrop

as it lacks a framework to store the information and thereby to plan and monitor

activities. The data changes of roads constructed under new connectivity or the

surface condition of the roads upgraded have not been updated in order to get the

latest picture of the new connectivity status or requirement and the updated surface

condition of the existing roads. Geo-Information Technology is preferred to overcome

this backdrop by development agencies.

2.3. GEOGRAPHIC INFORMATION SYSTEM (GIS)2.3.1. What is GIS?

A Geographic Information System (GIS) is a collection of computer software,

hardware, data and personnel used to store, manipulate, analyse and present

geographically referenced information. GIS has the power to create maps, integrate

information, visualize scenarios, solve complicated problems, present powerful ideas

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and develop effective solutions like never before. It is a tool used by individuals and

organizations, schools, governments and businesses seeking innovative ways to solve

their problems. In the strictest sense, GIS is a computer system capable of assembling,

storing, manipulating and displaying geographically referenced information, i.e. data

identified according to their location.

GIS can be used to create and maintain geographic databases and are eminently suited

for what-if-kind of analysis in any planning related activity. Typically a geographic

database integrates two types of data: spatial and attribute data. Spatial data represents

a geographic feature such as point, line and polygons. Attribute data relates to data

qualifying the geographic features of an area usually tabular in nature and derived

from knowledge about the application domain. Typical examples being soil type of

land parcel, name of a habitation and road length, etc.

2.3.2. Components of GIS

A working GIS integrates five key components:

Hardware: It is the computer on which a GIS operates. Today, GIS softwareruns 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. Geographicdata 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 thesystem 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.

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Methods: A successful GIS operates according to a well-designed plan andbusiness 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-economicbenefit criteria. In addition, special plans can be prepared to identify optimal route

locations to provide new connectivity to the targeted habitations. GIS can also be used

to monitor the road conditions and developmental changes over the time period.

Thus GIS can be effective tool for village and road information system, which will

help the planners and administrators to identify the problems associated with rural

road developmental activities, location and provision of appropriate facilities,

monitoring and maintenance management of the assets created in rural areas.

2.3.4. Software Packages

With the advent of computers many reputed GIS software packages are available like

ArcGIS, ERDAS, GeoMedia, GRASS, MapInfo, MapObjects, etc. In addition to these

packages many open resource GIS softwares are also available now. All softwares

has its own advantages and disadvantages. But due to its user friendly environment

and availability of variety of analysis tools ArcGIS remains the most preferred one.

2.4. ArcGIS

2.4.1. Introduction

ArcGIS is an integrated family of GIS software products for building a complete GIS.

It is a set of tools for collecting, storing, managing, analyzing, and representing

geographic information. ArcGIS provides a scalable framework for implementing GIS

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for a single user or many users on desktops, in servers, over the Web, and in the field.

It consists of four primary frameworks for deploying GIS:

ArcGIS Desktop - An integrated suite of professional GIS applications.

Server GIS- ArcIMS, ArcGIS Server, and ArcGIS Image Server. Mobile GIS - ArcPad and ArcGIS Mobile for field computing. ESRI Developer Network (EDN) - Embeddable software components for

developers to extend GIS desktops, build custom GIS applications, add custom

GIS services and web applications, and for creating mobile solutions.

All four ArcGIS frameworks are based on ArcObjects, a common, modular library of

re-useable GIS software components. ArcObjects includes a wide variety of

programmable components, ranging from fine-grained objects - for example,

individual geometry objects to coarse-grained controls and tools - for example, a map

control that allows you to quickly embed a map interface into your custom application

for working with GIS map documents created in ArcGIS. These developer tools

aggregate comprehensive GIS functionality for .NET, Java, C++, and web developers.

2.4.2. ArcGIS Desktop

ArcGIS Desktop is the framework that provides the user interaction and experience

for GIS professionals who use three ESRI software products: ArcView, ArcEditor,ArcInfo. They all appear the same and work in similar ways the only difference is

the tools available. ArcEditor offers more tools than ArcView and ArcInfo offers

more tools than ArcEditor.

ArcGIS Desktop is made up of three components: ArcMap, ArcCatalog, and

ArcToolbox, each perform a distinct set of tasks.

ArcMap lets you make maps from multiple layers of geographic data. TheArcMap interface presents a Table of Contents (TOC) with currently available

data layers as well as the current map and symbology. Users can change

between a publication view of the map (called Layout View), to which legends

and other map elements can be added and a working view in which you can

manipulate your data (called Data View).

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ArcCatalogsupports your connection to and browsing of spatial data. Throughthe 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.

ArcToolboxcontains an extensive menu of tools for manipulating your spatialdata, 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 toperform 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

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them. An index derived from set of demographic, socioeconomic, infrastructural

development and policy attributes is developed to prioritize the settlements. Cluster

Analysis is used to obtain Hierarchy of the settlement.

Dr. Vandana Tare, Gaurav Bhandari, Manish Sardana (2007) developed various

thematic views which can be useful for Rural Road Network planning such as villages

with various population ranges, villages having Panchayat Headquarters, Villages

which are not connected by any road, source villages which can provide connectivity

to the unconnected villages, etc.

Praveen kumar and Anukul Saxena (2008) developed a planning model for

upgradation of rural road by keeping PMGSY programme as the base. The

upgradation is planned based on two steps strengthening of road or widening and

alternate route.

K.M. Lakshmana Rao, K. Jayasree, I. Rama Chandra Reddy (2008) derived a

mathematical model for identification of market 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. Singhdeveloped 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

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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.

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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 termsof 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

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Fig. 3.1 Tamilnadu State

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

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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):

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

District 32

Revenue Divisions 76

Taluks 220

Firkas 1,127

Revenue Villages 16,564

Municipal Corporations 10Municipalities 148

Panchayat Unions (Blocks) 385

Town Panchayats 561

Village Panchayats 12,618

Habitations 62,919

Lok Sabha Constituencies 39

Assembly Constituencies 234

Table 3.1 - Tamilnadu Administrative Divisions

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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

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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 ofIndia, Chennai, in scale 1:50,000.

Geo-referenced Digital Base Maps for entire Tamilnadu State with informationlike 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 andpopulation from Block/ District level Statistical Handbook.

Habitation Data the block level data having information about each habitationlike: 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 ofroad, road surface type, soil type and other details are collected from DRDA and

PMGSY official website.

Connectivity Details details regarding connectivity available for eachhabitation 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 collectedfrom 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 referredto as geographic coordinate systems.

A projected coordinate system based on a map projection which provide variousmechanisms to project maps of the earth's spherical surface onto a two-

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dimensional Cartesian coordinate plane. Projected coordinate systems are

sometimes referred to as map projections. Example: transverse Mercator,

Albers equal area, etc.

Here for our purpose the following predefined coordinate systems are used:

Geographic coordinate system - GCS_WGS_1984, for digitization and databasepreparation.

Projected coordinate system name - WGS_1984_UTM_Zone_44N, for analysisand 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 non-

spatial 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.

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NO. FILE/LAYER NAME MAP LAYERS TYPE

1 HABITATIONS Habitations Point2 STATE_BOUNDARY State Boundary Polygon3 DISTRICT_BOUNDARY District Boundary Polygon4 BLOCK_BOUNDARY Block Boundary Polygon5 VILLAGE_BOUNDARY Village Boundary Polygon6 RESERVED_FOREST Forest Boundary Polygon7 PRIMARY_ROADS NH and Expressways Line8 SECONDARY_ROADS SH and MDRs Line9 RURAL_ROADS ODR and VRs Line

10 PMGSY_ROADS PMGSY Road Line11 RAIL Railway Line Line12 LAKES Lakes Polygon13

RIVERS Rivers and Channels Line

14 MARKET_CENTRES Market Centre Point15 HEALTH_CENTRES Health Service Point16 EDUCATION_CENTRES Educational Service Point17 TOURIST_PLACES Tourist Place Point18 RELIGIOUS_CENTRES Religious place Point19 QUARRY_SITES Quarry (Stone & Sand) 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.

Table 3.2 Identified Spatial Layers

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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 thecorresponding 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 identificationObtaining base layer

Importing AutoCAD map dataSpatial adjustment of 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

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3.6. DATABASE ORG

The planning process w

unit. The planning unit

upon the emphasis on p

Block level database, Dis

The Block level databa

Manual at 1:50,000 sc

developed block level da

in turn combined to for

database.

Finally, the three level d

updates made in spatia

corresponding spatial la

PMGSY_ROADS layer

information will be a

Tiruchirappalli district (d

26

NISATION

ll be carried out by considering certain level

ay be Block level, District level or State lev

anning. Thus three levels of database has bee

trict level database and State level database.

e is first prepared as prescribed by PMGS

le, which will be convenient and easy to

a is then combined to form district level databa

state level database.The Fig. 3.3 shows the st

atabases has been linked in such a way that a

l layers at any level will be automaticall

ers of other levels. For example if a new roa

of Thiruverumbur block (block level) th

dded automatically to the PMGSY_ROA

istrict level) and Tamilnadu State (state level).

Fig. 3.3 Database Structure

of planning

el depending

n prepared

Operations

handle. The

se and which

ucture of the

y changes or

updated at

is added to

en the road

S layer of

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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 termscommonly used, as defined for the purpose of PMGSY programme.

Habitation - is a cluster of population, living in an area, the location of which does

not change over time. Desam, Dhanis, Tolas, Majras, hamlets etc. are commonly used

terminology to describe the Habitations. A Revenue village/ Gram Panchayat may

comprise of several Habitations.

Unconnected Habitation - is one with a population of more than 500 persons and

located at a distance of at least 500 metres or more from an All-weather road or a

connected village/Habitation.

Basic access - is defined as single all-weather road connectivity to each Habitation.

As already indicated, the effort under the PMGSY is to provide single all-weather

road connectivity to each eligible Habitation by way of connecting it to another

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habitation having all-weather connectivity or to an all-weather road, in such a way

that there is access to, inter alia, Market Centres.

All-weather road - is one which is negotiable during all weathers, except at major

river crossings. This implies that the road-bed is drained effectively by adequate

cross-drainage structures such as culverts, minor bridges and causeways. Interruptions

to traffic as per permitted frequency and duration are, however, allowed. The

pavement should be negotiable during all-weathers, but this does not necessarily

imply that it should be paved or surfaced or black-topped.

New Connectivity - implies construction of roads on the existing alignments from

earth-work stage.

Upgradation - implies improvement of the unsurfaced roads to surfaced roads. This

does not include repair or renewal of existing surfaced roads.

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/ All-

weather 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 theUtility Value (UV)of the

Habitation providing the requisite services to the target Habitation and dividing it by

the length of the road link.

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.

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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

SI.

No. Variables of the Habitation

Weightage of Variable (W)% W

for

the

group0 2 4 6 8

Max

W

1 Population2000 8

162 SC/ST population < 25 26-50 51-200 201-300 > 300 8

3 Primary school Nil One More 4

26

4 Middle school Nil One More 6

5 High school Nil One More 8

6 College Nil Yes 8

7 Dispensary No Yes 4

24

8Maternity and Child WelfareCentres No Yes 6

9Primary Health Centres(PHC's) No Yes 8

10 Veterinary Hospitals No Yes 611 Market Held No Yes 6

34

12 Administrative HQ No Panchayat Taluk 8

13 Telephone Connection No Yes 6

14 Post Office No Yes 4

15 Electrified No Yes 6

16 Hilly / Coastal Area No Yes 4

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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 particularfacility 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 theefficiency 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 andhabitations 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 followingmodifications suggested to the planning methodology:

Half weightage (W/2) can be given to a habitation if directly unavailable facilityis served by it for a target habitation indirectly through a distant habitation.

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A new ratio called Preference Ratio can be included in Utility Value calculationas a multiplicative term as below,

UV = W .. (by IRC)

= [ Wpop+ Wedu+ Whealth+ Wmarket+ Wothers]

UV = [ Wpop+ (W*P)edu+ (W*P)health+ (W*P)market+ (W*P)others]

= W *P .. (Proposed)

The interaction of a habitation with its neighbourhood blocks/districts can beconsidered 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.

Identification of Market Centres (MC): The Fig. 4.2 shows the location of

Singamangalam habitation with the nearby influencing habitations, MCs and major

Fig. 4.2 Singamangalam of Nagapattinam District

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roads. Palakurichi of Keelaiyur block, Thevur and Valivalam of Kilvelur bock are

identified as nearby MCs. NH-67, Kilvelur- Katchanam Road (SH), Velankanni-

Thirutharaipoondi 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)

Habitation Pop

SC/

ST HQ

Terr

ain P.Sch M.Sch H.Sch Coll PHCS

MCH

WS Disp

Vet.

Hos Mkt P.O T.E Elec UV

KILLUKUDI 4 8 6 - 2 4 - - - - - 6 - 4 6 6 46

ERAYANGUDI 4 8 6 - 2 - - - - - - - - 4 6 6 36

MOHANUR 2 8 6 - 2 - - - - - - 6 - 4 6 6 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.

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Table 4.3 - The Weightages and UV for Identified Habitations

(as per Proposed Methodology)

HABITATION Pop

SC/

ST HQ

Terr

ain P.Sch M.Sch H.Sch Coll PHCS

MCH

WS Disp

Vet.

Hos Mkt P.O T.E Elec UV

KILLUKUDI

(W) 4 8 6 - 2 4 3 4 4 3 2 6 6 4 6 6

30(P) - - - - 0.4 0.1 0.3 0.5 0.2 0.3 0.3 0.4 0.4 0.2 0 0

ERAYANGUDI

(W) 4 8 6 - 2 2 3 - 4 3 2 3 6 4 6