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Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. India Offset Press, New Delhi-110 064 https://www.irc.nic.in
 MODE PRIORITIES
The priority in urban transport planning should shift from planning for motor vehicles to non-polluting,
energy efficient, people-centric and safe modes of transport providing access to all.
MODE PRIORITY
Highest

Pedestriarns

Non-Motorised Vehicles/
Human Powered Vehicles

Public Transport / IPT

Frieight Vehicles (Light > Heavy)

Taxi Services / Car Pooling

Private Motor Vehicles

Lowest

Mode Priority in Street Design

Source: IRC Draft Document “Manual for Planing and Development of Urban Roads and Streets”

FEEDBACK SIGNS
Increasing number of road accidents in India are due to over-speeding and the limitation of
the current speed limit signs in India has created the need for a smart speed limiting solution.
Driver Feedback Sign (DFS) are designed to display real-time feedback about the speed of
the vehicle to the driver. It measures the speed of the vehicle by using a radar and displays the
real-time speed of the vehicle on a LED display. These signs have a high impactpolycarbonate
face and can be programmed to flash when motorists exceed the speed limit. Driver Feedback
Signs present the driver with a highly visible display in the daytime or nighttime and under
all-weather conditions. DFS with its better sign visibility alerts motorists when they are over speeding
and helps protect pedestrians and other vulnerable road users. It can be very effectively used on city
roads near schools, hospitals and residential areas to warn speeding motorists to slow down. The idea
is to warn speeding vehicles continuously and inculcate a culture of driving within suggested speed
limits.

Driver feedback Signs

Source: IRC Draft Document “Guidelines for Traffic Calming Measures in Urban and Rural Areas”
 Indian Highways
Annual Number
Volume : 45 Number : 11 ● November, 2017 ● ISSN 0376-2756
Indian Roads Congress
Founded : On 10th December, 1934

Contents
 From the Editor's Desk 4-5
 Important Announcement 28
Technical Papers
 Innovative Technology in Toll Management – A Case Study of Sambalpur-Rourkela  11-18
Section of SH-10 in the State of Odisha
by Er. Nalini Kant Pradhan, Dr. N.C. Pal and Er. S.D. Mahaveer
 Segmental Construction for Bridges In Hilly Areas : an Overview 19-28
by Vinod Kumar, VSM and R.K. Dhiman, VSM
 KRDCL’s Co-Financing PPP Format – Towards Better Procurement, Better Delivery  29-32
and Better Benefits to Citizens
by K.S. Krisnareddy, B.V. Vijayalakshmi and Devayan Dey
 Implementation Status and Some New Initiatives in PMGSY 33-40
by Dr. I.K. Pateriya
 Common Problems and Solutions for Rural Road Shoulder Construction and Maintenance 41-46
by Prof. Satish Chandra, U.K. Guru Vittala and M.N. Nagabhushana
 Road Safety in Kerala, A Perspective from National Transportation Planning and  47-52
Research Centre (NATPAC)-
by Dr. B.G. Sreedevi
 Tender Notices 53-62

Publisher & Editor: S.K. Nirmal, Secretary General, IRC

E-mail: [email protected]
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
26185273 (Tech. Papers, Indian Highways and Tech. Committees)

No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the
Editor disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the
authors. The opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the
Editor or IRC.

Printed at: M/s India Offset Press, New Delhi-110 064 `20
 From the Editor's Desk

URBAN ROADS

IRC in association with the World Resource Institute (WRI) organized a National Workshop on
“Planning and Design of Urban Roads and Streets” in Delhi. The documents relating to urban
roads, mentioned in subsequent paragraphs, prepared by IRC Committee on urban roads were
discussed during the workshop. It was pointed out that urban streets are not just for motorists but
also for pedestrians, non-motorized vehicles/human powered vehicles (cyclists), public transport
and freight vehicles. There is a need to address the requirements of all road users in planning,
design and upgradation of urban roads.
In off peak hours a large number of accidents take place on urban roads due to speed. At certain
locations near schools, hospitals, road junctions, pedestrian crossings, sharp curves, accident
prone locations and residential streets, control of speed becomes necessary to promote orderly
movement of traffic and to enhance safety. Traffic calming techniques have emerged primarily
as a society’s response to concern for safety. Traffic calming has played an important role in
enhancing road safety and smaller speed difference between different road users. The main
advantage of traffic calming is that it is self-enforcing and does not normally require any
complicated traffic control devices and is usually highly cost effective, achieving benefits with
a value greater than the costs. The document entitled “Guidelines for Traffic Calming Measures
in Urban and Rural Areas” shall be made available to readers very shortly.
There was a demand from various stakeholders to revise the “Geometric Design Standards for
Urban Roads and Streets” IRC:86-1983. Concerns of pedestrians and cyclists are now adequately
covered in the revised document. IRC Committee has in a very short time upgraded this document
and shall be discussed in IRC Council before printing.
“Guidelines for Capacity of Urban Roads and Streets in Plain Terrain” IRC:106 was first published
in the year 1990. Capacity is the central concept in roadway design and traffic control. Capacity
analysis provides the basis for determining the number of lanes to be provided for different road
sections. For an existing road network, the capacity analysis provides a means of assessing the
traffic carrying ability of the number of traffic lanes provided for a given road link under the
prevailing roadway and traffic conditions. Capacity standards can, therefore, help in rational
evaluation of the investments needed for road construction and upgradation programmes. The
revised standard is applicable essentially to mid-block sections of urban roads i.e. road lengths
between intersections in plain terrain to roads located to suburban areas and to divided and
undivided urban roads including urban expressway. In this regard a need has also been felt
during the workshop to review the present standard lane width based on indigenous research
and actual ground conditions.
Manual on Universal Accessibility for Urban Roads and Streets is required for incorporating
accessibility in the design of urban roads. Roads occupy 15-20 percent of the total land areas
in a typical city. The location design and continuity of the road network determines how
effectively people goods and materials move through the city. A comprehensive design approach,
implementation, monitoring and consistent communication on universal accessibility in the
street, road and pedestrian environment and access to and use of public transport are essential
to all users. Improved accessibility allows greater use of Non-Motorized Vehicle (NMV) and

4 INDIAN HIGHWAYS│November 2017

 From the Editor's Desk

promotes walk ability and NMV traffic over motorized traffic a need that cannot be ignored for a
safe and equitable commute. The guiding principle of universal accessibility is to create obstacle
free environment. It encompasses broad spectrum ideas to create accessible streets, buildings
and environment to the maximum extent possible. Accessibility here refers not only to person
with disabilities but to all possible users.
Our country is facing rapid urbanization due to economic growth and industrialization. The
urbanization process has been accompanied with increased urban sprawl, travel demand and
trip distances. Therefore, it is imperative that urban mobility of people and goods be planned
to minimize congestion and other social and environment impacts. City planning shall be done
with integrated land use transport strategies to address people’s needs and improve safety for all
users. National Urban Transport Policy 2014, aimed to bring about comprehensive improvements
in urban transport services and infrastructure. The policy focus is on moving people rather
than vehicles. The Ministry of Urban Development has also launched the National mission on
sustainable habitats, which addresses norms for parking and congestion charges, pedestrization
and cycling and proposes model regulations for integrating transport planning with master plans.
The smart city mission – an initiative of the government has also prioritized street design and
improvement based on traffic consultation. In respond to these initiatives, a document entitled
“Manual for Planning and Development of Urban Roads and Streets” has been drafted. Roads
are principle infrastructure for movement of people and freight in a city. This manual advocates
for an equitable road space allocation for all users along with creating pedestrian friendly, green
streets to make other city space live able, universally accessible and inclusive.
Need for Manual for Planting and Landscaping of Urban Roads was required as there are no
guidelines on this important subject. Urban Roads are important corridors for integrating sustainable
landscape to improve air quality, improve liveability, protect natural ecosystems, promote efficient
use of water, minimize soil erosion; and to provide a comfortable transit environment. A manual
to successfully achieve these goals has been prepared in IRC. Landscaping when integrated
with geometric design elements of roads as well as provision of amenities for all users, is often
termed as street scaping. It is a multi-disciplinary subject encompassing various expertise/fields
such as transport planning, traffic engineering, urban design, landscape architecture, utility
engineering and traffic management. This manual is structured to comprehensively address the
role of planting and landscape through Critical consideration of all hierarchies of urban roads,
integrated design with landscape and planting, implementation details and specifications for
horticulture practice and maintenance requirements.
With availability of all these guidelines and manual related to urban roads it is hoped that
readers will benefit and make use of the ideas in implementation of green field projects and
retrofitting of existing facilities. Feed from the esteemed readers is welcomed for further review
and upgradation of these documents.

(S.K. Nirmal)

INDIAN HIGHWAYS│November 2017 5

 CROSS
ROADS
/ / DELHI /

leStrade
Aeroporti Autostrade Ferrovie
LS

2 chemin de Blandonnet, 1214 Vernier/Geneva Switzerland, w: www.irfnet.ch

Conference Secretariat
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INDIAN HIGHWAYS│November 2017 7
8 INDIAN HIGHWAYS│November 2017
INDIAN HIGHWAYS│November 2017 9
10 INDIAN HIGHWAYS│November 2017
 Technical Paper

Innovative Technology in Toll Management A Case Study

of Sambalpur-Rourkela Section of SH-10 in the
State of Odisha

Er. Nalini Kant Pradhan1, Dr. N.C. Pal2, Er. S.D. Mahaveer3

1. INTRODUCTION project highway provides connectivity between

L&T Sambalpur - Rourkela Tollway Ltd (L&T the mining area of Sundergarh and Jharsuguda
SRTL) is the Concessioner for the 167 km long districts besides all major Industries in the vicinity.
Four-Laning work of Sambalpur-Rourkela Section There are 21 numbers of mega & mini Steel plants
of SH-10 being executed as BOT (Toll) Project currently under operation along this route passing
on DBFOT pattern. This road is the life line of through the industrial districts. Owing to the
Western Odisha which serves the transport demand high industrialization and presence of excellent
of most of the major industries in the region like mining opportunities, movement of coal, iron ore
Rourkela Steel Plant, L&T Kansbahal works, and related products in the corridor is noticeably
Ultratech cement plant, Vedanta Aluminium higher, resulting significant movement of heavy
Industry, Bhushan Power and Steel and large commercial vehicles. The index map & section of
areas of Coal mines of Coal India Limited. The the completed road is shown in Fig. 1.

Fig. 1 Index Map & Section of a Completed Road

The financial viability for developing the existing the Concessionaire shall collect toll as per Odisha
two lane road to four lane with paved shoulders State Roads Toll Act 2010 & Odisha State Roads
in PPP mode is mostly due to the resulting toll Toll Rules 2011, which stipulates higher toll rate
revenue from the commercial vehicles. As per for commercial vehicles carrying major minerals
the provisions of the Concession Agreement compared to non-mineral carrying vehicles. The
signed between Govt of Odisha & L&T SRTL, differential toll rate of mineral carrying & non-
1
E-In-C-cum-Secretary to Govt, Works Department. Govt. of Odisha & President IRC, E-mail: [email protected]
2
Executive Engineer (Pojects), Works Department , Govt. of Odisha, E-mail: [email protected]
3
Project Head, Sambalpur -Rourkela Tollway Ltd., E-mail: [email protected]

INDIAN HIGHWAYS│November 2017 11

 Technical Paper

mineral carrying commercial vehicle is almost help of CSM Technology , Bhubanesawar, which
200%. However, identifying mineral carrying will fetch data from i3MS in order to meet the
vehicles at a toll plaza during project operation requirement of L&T Sambalpur Rourkela Tollway
is certainly a challenge, as the manual method Ltd (L&T SRTL) in identifying mineral carrying
of identification shall be quite cumbersome and commercial vehicles passing through its toll plaza.
time consuming since these vehicles carrying This article presents the proposed integrated Toll
minerals are generally covered while plying on a Management System alongwith their technical
road for environmental safety. The time that shall features of integration to other on line application.
be consumed for such an identification process is
2. TOLL COLLECTION SYSTEM (TCS)
bound to delay the transactions resulting in delays
COMPONENTS
at the lanes to the ire of road users. Works
department Govt of Odisha & L&T SRTL, The Toll Collection System (TCS) being
however, took this challenge and worked towards implemented for the L&T SRTL project consists
employing an automated identification procedure of following sub-systems as explained below:
so as to ensure users comfort by achieving reduced ● Toll Lane level : with Toll Lane Controller
transaction time and error free collection of user (TLC), Automatic Vehicle Classification Sys-
fee at a toll plaza which is equipped with other tem (AVCS) , Toll booth equipment and Toll
electronic tolling system. This automation, apart Lane peripheral equipment
from saving time, is free from errors and can be ● Toll Plaza level : Toll Management Server,
audited at any point of time for correctness. Network Attached Storage Device, Back up
L&T SRTL shall be using a TMS (Toll Device, Toll Management System (TMS)
Management System) to keep track of the toll Software, Point-of-sale System (POS) Work
that is being collected. The problem in Station, Incident Management Workstation
identifying mineral carrying vehicles and non- (IMW), Toll Manager Workstations (TMW),
mineral carrying vehicles shall not only causes LSDU System Work Station, Cash-up/Cash
delay for verification of the vehicles but sometimes Desk Workstations, Intercom Sub-System
also causes traffic congestion. Therefore, a separate and Panic Alarm Sub- System
software solution shall be used outside their TMS The Toll Lane Controller (TLC) is the control
(Toll Management System), as Standalone system panel with industrial computer installed inside
to track mineral carrying vehicles and charge toll the control panel and it works as a heart of toll
based on a pre-determined toll policy issued by collection system. It has following functions to be
Government of Odisha. performed.
Department of Steel & Mines, Govt of Odisha ● Protection against EMI, lightening and surge
has implemented a robust mines and mineral to the sophisticated and sensitive electronics
management system named as “i3MS” developed equipments.
by a local software vendor CSM Technology, ● Contact Input, Contact output and serial
Bhubanesawar. The i3MS software is a technology Interface with Industrial Computer System
breakthrough developed to track end-to-end ● Industrial Computer for Data Processing and
mineral transaction including the quantum of control of interface equipments with Local
minerals produced, transported and received Data Storage
by different industries. Daily production and The Toll Lane Controller is designed and
despatch of minerals is recorded on real time customized to be rugged, durable and easy to
basis through the web-based software, as all the maintain and is equipped with all necessary
mineral transporting trucks have been put under cooling and heating elements to withstand harsh
GPS surveillance and the roads as well as mines environments. It can be interfaced with all type of
have been geo-referenced. This system facilitates COTS Toll Equipments. It is designed with future
issuance of e-permits & transit pass to vehicles expansion possibilities without any additional cost
carrying minerals from source to destination. per say ETC Reader, Weighing-in-Motion, Light
Another software solution is being developed with Grid etc. Industrial PC assembled using off-the-

12 INDIAN HIGHWAYS│November 2017

 Technical Paper

shelf components which is rugged & durable for Collector Display (TCD), Toll Collector Terminal
harsh environments. It logically processes inputs - Customized Key Board (TCT), Bar Code Reader
and controls the equipments namely Over Head (BCR), Receipt Printer – Thermal (RP), Smart Card
Lane Signal (OHLS), Traffic Light (TL), Automatic Reader (SCR),Panic Switch (PS), Violation Alarm
Exit Barrier (AEB), Toll Collector Display (TCD), (VIO), Manual Booth Controller and Handheld
Toll Collector Terminal - Customized Key Board ETC Reader. The Toll Lane Equipments which
(TCT), Bar Code Reader (BCR), Receipt Printer are installed across the Toll Lane and Canopy
– Thermal (RP), Smart Card Reader (SCR),User for facilitating Toll Collector and control of lane
Fare Display (UFD),Panic Switch (PS), Violation traffic during toll collection in process are (a) Over
Alarm (VIO), Vehicle Loop Detector (LD), License Head Lane Signal (OHLS), (b) Traffic Light (TL),
Plate Image Capture Camera (LPIC), Incident (c) Automatic Exit Barrier (AEB), (d) User Fare
Capture Camera System (ICS), Manual Booth Display (UFD),(e) Panic Switch (PS), (f) Loop, (g)
Controller, Lane ETC Reader besides Interfacing License Plate Image Capture Camera (LPIC), (h)
and data exchange between Automatic Vehicle Incident Capture Camera System (ICS), (i) Manual
Classifier and Controller System (AVCS) and Booth Controller and (j) ETC Reader.
Toll Management System (TMS) Server through
LAN. The diagrammatic representation of lane- 3. THE TOLL MANAGEMENT SYSTEM
equipments alongwith photograph of one of the (TMS)
completed toll plaza on the project road is shown The Toll Management System is installed on Toll
in Fig. 2. Management Server along with other equipment,
in a 19” rack. Central system server, Central
database, processing server and central application
runs on TMS server. The Toll Management System
(TMS) includes various services, database,
account management tools and reports for the
effective administration of the toll operations. The
Point-of-sale System (POS) Workstation provides
functions for selling products to Road Users and
administers customer accounts and associated
contracts, methods of payment and media devices;
Smart Card Reader & RFID Tag Reader/Writer.
The Incident Management Workstation (IMW)
provides functionalities regarded to monitoring
and control all kinds of incident transactions. The
Toll Manager Workstation (TMW) sub-system is
for defining system parameters, system registers,
system users and their authorizations. One can
say that it is administrator sub-system. The LSDU
System Workstation sub-system is the supervisory
application for monitoring equipment status and
alarms about system malfunctions.
The Cash-up/Cash-Desk sub-system facilitates
cash flow monitoring and control for the toll
collection operation. The Intercom Sub-System
is the communication tool between Toll Collector
Fig. 2 Schematic Representation of Lane Equipments sitting at toll booth and supervisor sitting at
The equipments that are installed at Toll Booth for control room. The Panic Alarm Sub-System is
facilitating Toll Collector and control of lane traffic the emergency communication tool between toll
during toll collection in process comprises of Toll collector sitting at toll booth and supervisor sitting

INDIAN HIGHWAYS│November 2017 13

 Technical Paper

in control room in the event of emergency when mode allowing maintenance staff to access the
toll collector is not in a position to operate it with lane controller application and system, and service
his hand to inform the supervisor & control room the equipment), LOCAL (that mode is selected
team about any incident. Incident is reported by automatically whenever a communication failure
pressing the switch with the help of knee/foot. with TMS or LSDU is Detected), Manual (i.e.
Fig. 3 explains the typical lane architecture of the the mode used when the toll collector wants to
toll collection system installed at toll plaza on the operate the lane with the Manual Booth Controller
project highway. commands (MBC). MBC enables operators to
control the overhead lane signs, the exit barrier and
the traffic light) etc. Some special functions and
keys such as: Fleet mode, Towed mode, passage
simulation key, class cancellation also are included
in the sub-system.

Fig. 3 Typical Lane Architecture TMS

The Toll Collection System communication
network is based on an Ethernet technology. Main
components of Local Area Network are main
network switch located at server room and network
switch located at plaza tunnel. Central Uninterrupted
Fig. 4 Typical Toll Collection System Network
power supply with Power Distribution Panel will Architecture
provide power to all critical devices located at
Plaza Building and auxiliary devices such as PCS One of the important sub-system component is
Server, LSDU Workstations, IMW/Audit Work management of Cameras. The lane function uses
Station, POS Workstation, Cash-up/Cashier Work 2 cameras i.e a Licence Plate Image Capture camera
Stations, Plaza Manager Workstations, Plaza and (LPIC camera) and an Incident Capture camera.
Booth Surveillances CCTV System, Intercom The Licence Plate Image Capture camera is used
System and Panic Alarm System. System network for video control (e.g. for car licence plate number
architecture installed at toll plaza on the project checking) where as the Incident Capture camera
highway is shown in Fig. 4. is used for enforcement purpose. The video from
the LPIC camera is displayed in a dedicated frame.
4. SUB-SYSTEMS DESCRIPTIONS & That frame is displayed whenever the lane software
OTHER PERIPHERALS is running. In other words, that frame appears when
The sub-systems with different operational a shift is in progress or not. That frame enables toll
modes available for the Samablpur-Rourkela collectors to key in vehicle registration number
Toll Plaza are based on TLC application such as whenever it is required. That frame does not hide
IDLE (which corresponds to the lane’s resting the other parts of the GUI, the resolution of which
state), OPEN (implying normal mode enabling is 1360 x 768). The Incident Capture camera is
toll collectors to process the traffic etc.), FAULT managed by a VES module integrated in the lane
(mode used if at least one of the main payment controller. The VES module performs snapshots
or lane management peripherals is defective, of vehicle on the toll lane for each transaction.
or cannot be accessed by the Lane Controller For each event needing one or several snapshot(s)
application anymore, this mode could allow the (for each vehicle: exit loop occupation), the lane
lane to work partially), MAINTENANCE( special controller application calls the snapshot method

14 INDIAN HIGHWAYS│November 2017

 Technical Paper

of the still image module and gives the transaction circuit is to be run using a normally closed contact,
data as parameters. The VES module extracts therefore if the cable to the lane button is to be
images from the real time video stream from the damaged it will generate an alarm and de-activate
Incident Capture camera. Three images are taken the system healthy indicator. The system is to be
by vehicle on configurable predefined conditions wired in parallel with the lane panic button input,
(for example, time between each digital picture). meaning that an alarm can still be generated, if the
Extracted images corresponding to incident controller in the lane is not operational and even if
transactions are saved in compressed files (the the power in the lane is not operational (localised
other ones are removed from memory). The file power failure for example). The annunciator panel
names are defined to guaranty that they are unique is to be installed at each plaza.
inside the complete TMS. These files are delivered The Over Head Lane Sign equipment is installed
to the database server like transaction messages for in all lanes. The Over Head Lane Sign (OHLS) is
their storing and future analysis. located on the leading edge of the canopy covering
Plaza Operation sub-system with principal the toll lanes above the center of the lane. The
functions to provide audit of data, traffic statistics, purpose of the OHLS is to indicate to the user
comprehensive monitoring for individual toll whether the toll lane is open for the processing
collector shifts and toll lane operations etc is of vehicle or closed. A red cross is used to signal
also part of sub-system. Similarly, Alarm Sub- that the lane is closed, whilst a green arrow is
System, which usually calls attention to abnormal used to indicate that the lane is open to traffic. The
conditions by the use of individual illuminated OHLS is utilised to indicate the state of a lane to
visual displays and audible devices is also included the motorist, i.e. if the lane is open or closed. All
in the sub-system. Panic alarm unit may also be lanes are fitted with a manual entry barrier. OHLS
used to show normal status. Changes from one can only be set to green when this entry barrier
panic alarm unit sequence state to another are is detected as opened. The status change (opened/
caused by changes in conditions like by manual closed) is sent to LSDU.
operation of panic buttons. The new sequence state The Exit barrier equipment is installed in all
may be dependent on the condition that exists at lanes except motor cycle lane. The exit barrier is
the time panic buttons are operated. Condition managed by the Lane Controller application. It
changes are usually sensed by field contacts. The is raised as soon as a payment is accepted by the
visual displays usually flash to indicate abnormal TBO (manual payment [Cash, card]) or by the lane
conditions and change to ON when alarms are software (automatic type of payment [CSC/ETC]).
acknowledged. The alarm switch is situated in The barrier is lowered after the vehicle departure
the tollbooth. That switch is connected to the DIO (Exit loop release), except for convoy mode where
board of the lane PC, so that the activation of the the barrier is lowered on convoy end validation.
switch triggers an alarm that appears at LSDU The barrier position (up and down) is fed back to
level. That switch is also connected to an the lane controller and checked by it. An alarm is
enunciation panel in the control room. That raised, if the real position is not matching with the
alternate connection enables supervisors to command. If the barrier reaches the target state, the
monitor the activation of the panic alarm switches alarm disappears. Otherwise, the toll collector can
even if the lane software and/or LSDU is out close the lane and a maintenance operation can be
of order. In other words, alarms from a panic performed. The barrier is located upstream of the
switch always appear on the enunciation panel exit loop. It feeds back two contacts to the Lane
and alarms from a panic switch appear at LSDU controller. The heart of this barrier is the special
level, if the connection between LSDU and lane AC torque motor. The features of this motor are its
PC is available. The alarm button located in the long service life, freedom from maintenance, and
lane is to be of latching type. The activation of the the fact that it is possible to stall it in any position
button will be achieved by pressing the button, it without risk of damage. The position sensor sends
will maintain the contact and generate an alarm precise data concerning the position of the barrier
signal at the main panel in the control room. The boom to the control unit. The barrier is factory

INDIAN HIGHWAYS│November 2017 15

 Technical Paper

wired and ready to connect, tested and supplied with system. An independent desktop application with
mounting accessories. The lanes are equipped with flow chart for identification of mineral carrying
the AVC system located downstream from the exit vehicles by fetching real time data from i3MS
barrier. The AVC system is connected to the TLC is shown below in Fig. 6. The software solution
system through the network. Both AVC and TLC being developed will fetch Vehicle Registration
systems share the signal of the exit loop. Using this Number (VRN) from i3MS database and provide
signal AVC and TLC systems are synchronized and the information on mineral carrying vehicles
whenever the exit loop is liberated the TLC system passing through L&T Toll Plaza.
expects the AVC result from the AVC system. The
TLC system can compare the toll collector class
with the AVC class and detect class discrepancies.
In that case the TLC system acquires the set of
pictures or videos using the VES module integrated
to the TLC lane software. These are explained
schematically in Fig. 5.

Fig. 6 Flow Chart for Identification of Mineral

Carrying Vehicles from i3MS
If the toll collector suspects the vehicle as a mineral
carrying vehicle then he/she will search the VRN
number in i3MS application to cross check the
Fig. 5 ELKA (Germany) Made Exit Barrier & AVC vehicle details. . If any record is available with VRN
System Scheme number in the i3MS data, the details of the i3MS
The AVC system sends the AVC result and record pertaining to the VRN will be displayed to
detected class to the TLC. The TLC compares the the toll collector. The data that can be accessed are
AVC class with the toll collector class. in case of VRN Number, name & type of mineral , carrying
discrepancy, the VES module stores the pictures of weight and e-Pass number. To take action on
the incident transaction as files on the HDD. AVC the toll tariff for the vehicles carrying minerals,
lane statistics data displayed on the screen can be two action buttons will enable to “Confirm” or
saved to the Excel file for further analysis. Using “Ignore”. If the toll collector confirms, the same
the AVC system maintenance option, the operator will be manually communicated and in the existing
can see the state of AVC sensors and detect a failure L&T application double/higher toll as per Odisha
(if any). Also, he/she can view the class definition State Roads Tolls Act-2010 will be collected. If
list which is local file downloaded from the PCS the toll collector want to ignore, he/she needs to
server. provide the reason for ignore to collect higher
toll. Once the toll collector will take any action,
5. INTEGRATION WITH i3MS MINE the record will be flagged and the same record will
SOFTWARE & ITS CUSTOMIZATION not be consider again for verification. All Confirm/
In order to identify the mineral carrying vehicles Ignore/No data cases would be available in the
passing through the Sambalpur-Rourkela toll plaza, database as part of the proposed solution and this
a defined route has to be identified in the i3MS information would be fetched in the audit screen.
platform. Route defining in i3MS demands major The application developed will also have an option
customization in different modules. Therefore, in for audit on confirm, Ignored, data vehicle list with
order to define routes of mineral carrying vehicles, respect to the i3MS data for enabling informed
route master has to identified and updated in the decision making.

16 INDIAN HIGHWAYS│November 2017

 Technical Paper

As access to information is different for different ● Input VRN - System will have provision for
people, the system framework is designed for Toll Collectors to enter the VRN (Vehicle
role and right based access. Every user i.e. Toll Registration Number) of the vehicle which is
Collector, Audit Personnel of the system will be standing in the lane for paying Toll through
assigned with a unique user ID and password. the device to see whether that vehicle is car-
The default user of the system is the super rying mineral or not.
Administrator. Super Administrator assigns
● Search VRN - upon Entering the VRN, the
the roles and rights to users as per the reporting
system will enable Search button and Toll
structure. Users will access information according
Collector shall press the search button to
to their hierarchy of reporting. System differentiates
see the details of the vehicles from the data
access to information by providing users with
only ‘view’ rights or both ‘add & view’ and the fetched from the i3MS portal.
rest with ‘manage’ rights. IT gives permissions Once the information is fetched from the system,
for using business processes, assigns additional the toll collector will have to take either of the
responsibility and may/may not enroll a user as a following actions- . Confirm: If the Toll Collector
member of a group. As the administrator updates presses Confirm button, then that vehicle will be
a user profile, the applicant becomes a member charged Double Toll as per the guidelines. If the
of the developed web application, with specific Project Manager The . Ignore: If Toll Collector
information about his/her profile. A user is entitled presses Ignore, then the vehicle will not be
to operate on certain business processes, having charged with Double Toll. Once the appropriate
higher rights in some and lesser in others. action is taken, Input VRN screen will reappear
The master management will facilitate the super so as to continue the Toll Validation Process &
administrator to create master screens for various Toll Collector will continue until the end of his/
routes. All the routes covered by the department her shift and logout from that device whenever
to carry minerals will be added in this module. he/she is leaving the Toll booth. Since every toll
In master management, there will be a provision collector has their own log in user Id & Password,
available to add, update, and edit the master lists. they can use the same to log in at different booths
The data on mineral carrying vehicles moving on and device as per their shifts.
the defined routes between Sambalpur-Rourkela
shall be fetched from the i3MS portal and stored The application being developed shall have the
in the central server from time to time. The Toll integration in different phases mainly Integration
Validation option will facilitate the Toll collectors with i3MS and then Integration with the existing
to input & verify lane level information. This desktop application. Fig. 7 gives the typical
module will have following functionalities: architecture for i3MS integration.

Fig. 7 Technical Architecture with i3MS Integration

INDIAN HIGHWAYS│November 2017 17

 Technical Paper

The developed system will have also provision Identification) could be an opportunity to develop
for any exceptional case. The application being optimized solutions. In terms of enforcement, the
developed with assumption that, the vehicles fact that technology providers have enhanced the
carrying minerals will follow the route tagged performance of their solutions enables operators
to them during the generation of e-pass in i3MS to better detect and identify violators by automatic
application. However, due to any circumstances, means. The ultimate efficiency of the enforcement
if the vehicles tagged to other routes, are also however is still reliant on the human resources in
passing through the L&T toll plaza route, then the the back office. In the present article, an attempt
VRN search won’t show any record for the same. has been made to make best use of the available
In that case when the toll collector will identify technology, particularly integrating the toll
any mineral carrying vehicle, then he/she will management system with mining application
be provided with one more option to choose i.e. software tracking GPS linked vehicles on a
“Mineral Vehicle” and higher toll will be collected real time, in identifying mineral & non-mineral
by using the existing application. A report will be carrying commercial vehicles passing through
generated on such vehicle numbers on a periodic the toll plaza, to facilitate quick decision making
basis for necessary action by the authority. process in collecting toll revenue as per Odisha
The Audit Log module to be available in the system State Roads Toll Act 2010 & Odisha State Roads
will be accessed by the Audit Personnel in the Plaza Toll Rules 2011, which stipulates higher toll rate
Level. Only Audit Personnel will be allowed to for commercial vehicles carrying major minerals
login in to this interface. This module will have the compared to non-mineral carrying vehicles. The
functionalities such as; View Transaction Records integrated system will not only save the congestion
which will provide the information with Device time at the toll plaza but also will facilitate ease
ID, Lane ID, User ID of the Toll Collector, date of enforcement and future auditing in case of
and time when search action was performed in that dispute.
device , hyperlinked VRN, so that upon clicking REFERENCES
VRN the image of that vehicle as available in 1. PIARC – International Seminar -2006 on
database will be displayed alongwith mineral type Intelligent Transport Systems (ITS) in Road
& name, weight etc. Network Operations & Electronic Toll Collection
Approaches, technologies, experiences by
6. CONCLUSION
Prof. Dr.-Ing. Fritz Busch & Dr.-Ing. Andreas
Tolling related technologies have made Rau.
tremendous progress over the past decade in our 2. Automated Toll Cash Collection System for Road
country and today developing and implementing a Transportation by Ms. Galande S.D., Mr. Oswal
costumised solution presents fewer technological S.J., Mr. Gidde V.A., Ms. Ranaware N.S.& Prof.
risks which was not the scenario 15 to 20 years Bandgar S.B - International Journal of Computer
ago. Additionally, the technologies are able to Science and Mobile Computing -2015.
make use of ever greater performance from 3. Study on “State of the Art of Electronic Road
mobile telecommunication networks, which make Tolling - European Commission Mobility and
operational processes such as online registration Transport Report -October 2015.
and account top-up far more straightforward. The 4. Electronic Toll Collection System Based on ARM
decision about which technology to adopt is often by Amol A. Chapate, D.D. Nawgaje, International
governed by the number of segments to be tolled, Journal of Science, Engineering and Technology
Research (IJSETR), Volume 4, Issue 1,
the type of road infrastructure, the targeted type
January 2015.
of vehicles and their volume, the commodities
5. Three stage Toll Gate Alarming Mechanism on
based user fee (if any) and the expected scalability
Road Highways by K. Vidyasagar, Sathupalli, T.S,
of the system. For local tolling applications, the K. Swathi. Sathupalli, T.S, K. Sudharsanaraon
opportunity to use solutions based on emerging International Journal of Computer Applications,
technologies similar to RFID (Radio Frequency June 2016.

18 INDIAN HIGHWAYS│November 2017

 Technical Paper

SEGMENTAL CONSTRUCTION FOR BRIDGES IN HILLY

AREAs : AN OVERVIEW

Vinod Kumar, VSM1 R.K. Dhiman, VSM2

ABSTRACT
Construction of bridges in hilly areas poses unique problem to engineers. Each bridge site has its
own peculiarity and need specialized approach to deal with the situation. Deep gorge, fast flow
of water, bouldery river bed, geological and topographical features however makes the task
of construction agencies tedious. Insuch situation, long span bridges designed on segmental
construction technique has been found very effective and efficient arrangement. BRO which is
primarily engaged in development of road infrastructure in hilly areas faces this problem in a major
way. Large number of long span bridges has been undertaken for construction using segmental
construction technique. Variety of span arrangement viz continuous, balanced cantilever and
cantilever on open, well foundation and with/without monolithic construction with sub-structure
has been adopted. All these bridges have been constructed using cast-in-situ construction, as
limited space availability and difficulty in transportation do not favour adopting pre-cast segmental
construction. This paper presents a case study of bridge undertaken for construction using cast
in situ segmental construction technique and various aspects related to construction of such
bridges.

1. INTRODUCTION least disturbance to the natural flow of water,

1.1 Construction of bridges in hilly areas has their pleasing aesthetics, speed in construction,
always been a challenging task for the engineers. reduced efforts in foundation and pier work
Deep gorge, boulderyriver bed, high velocity make this technique an obvious choice in such
of current, flash floods, limited working space situations. Construction of foundation in bouldery
and difficulty in diversion of flow, poses serious river beds, remain as another tedious problem in
problems to the construction agencies in these hilly areas. The slow rate ofsinking combined
areas. These factors at times make it impossible to with associated problem of tilt and excessive
adopt conventional construction technique where efforts needed on dewatering, at times compel the
shuttering is supported on staging from the bed executives to adopt pneumatic sinking. However,
level and demand a high level of ingenuity of this technique also has a constraint beyond certain
the engineers to a bridge such gaps. Segmental depth. Steel bridges, though offer wide choice
construction technique, which on the other hand to have longer span arrangements than a PSC
facilitates construction of longer span bridges, construction, however, space restriction, problem
reduces intermediate piers and thus obstruction in transportation of heavy fabricated components
to flow and avoid system of erection of staging on hill roads and proper matching thereof with the
from river bed level has been a very effective and cast-in-situ elements remains a major problem.
economical technique in such situations. Besides Border Roads organization, which is primarily

1
ADG Sectt, HQ DGBR, Seema Sadak Bhawan, Ring Road, Delhi Cantt, New Delhi
2
SE (Civil), Director, HQ ADGBR(NW), Chandigarh

INDIAN HIGHWAYS│November 2017 19

 Technical Paper

engaged in construction of road infrastructure,has of each unit is generally kept in the range
made many bridges using segmental construction of 3.0 m to 4.0 m based on the construction
technique. Because of the space restrictions and convenience and the gantry parameters.
transportation problem, cast-in situ construction c) On finalization of dimension of the
has been adopted in segmental construction. This structure, stresses i.e bending, shear and
paper deals with the various aspects of segmental torsion, due to various specified loads is
construction of bridges and its effectiveness in analyzed at each section. Attempt is made to
hillyareas. remove the imbalance in the moment, if any,
2. SEGMENTAL CONSTRUCTION by suitable re-adjustment.
TECHNIQUE d) Finally, the ultimate moments generated at
Designer has to take into account suitably, the each section due to dead load and live load
construction technique in detail including stresses as per the provisions contained in IRC 18
arising during construction and schedule of pre- are calculated. Thereafter, the design of
stressing of cable at each stage. However, with the super-structure is done in such a manner that
advent of computer, the design processes has been it can resist the ultimate moments at each
simplified considerably and complicated analysis section. Suitable cable profile is accordingly
could now be done with much ease. decided based on the pre-stressing system
Selection of a suitable span arrangement is the to be used and the concentration of tensile
first step in design of any bridge project which stresses.
is mainly governed by the site conditions. For 2.1 Segmental construction is however a
segmental construction,either a continuous span delicate process and needs a fine balance at each
or a cantilever span, having suspended span in stage of casting. Any imbalance at any stage could
between or a hinge, is followed due to obvious lead to severe damages and therefore a thorough
advantages in design of pre-stressing system and and careful approach is needed in casting of each
construction. The connection between pier and segment. On casting of pier head, the process of
the super-structure could either be a monolithic or segmental construction starts. A proper flow chart
otherwise supported on bearing depending upon of the activities and sequence thereof is drawn
the soil conditions and seismicity of the area. The for the purpose. In case of cast-in situ segmental
various forces such as dead load, live load, impact, construction, usually the following schedule is
wind load, earthquake forces etc. are taken into adopted.
account suitably as per the guidelines contained
a) Construction of one unit each on both side of
in relevant code of practices viz IRC:6, 18, 21,
pierhead
83 and IS-6006. In design of bridges, dead load
remains a major governing force which account b) Erection of CLC gantry
for almost 70% to 80% of the overall load. Live c) Casting of each subsequent cantilever units
load mainly remains in the range of 15% to 20% (including pre-stressing of cables to be
and other forces in the range of 5 to 10%. Once anchored at that unit).
a suitable span arrangement is decided based on 3. CASE STUDY
the site conditions and characteristics of soil, the
3.1 A case study of one of such bridge
following steps are followed to evolve the design.
constructed using segmental construction
a) Finalization of the dimensions of box technique (cast-in-situ) has been discussed.
girder depending upon the width of the
carriageway/footpath. Depth at root Salient Features
section however mainly depends upon the i) Length of bridge : 410.00 m (Fig. 1)
span length and is normally equal to 1/8 of ii) Span arrangement : End spans (2 x 37 m)
span. & mid spans
b) Based on the length of the arm, it is then (3 x 112 m) continuous
divided into likely construction units. Length bridge

20 INDIAN HIGHWAYS│November 2017

 Technical Paper

Fig. 1 General Arrangement

iii) Overall width : 11.05 m (2 lanes with xi) Type of Strata : Soil mixed with
footpath) boulders/Hard rock
iv) Superstructure : Continuous structure xii) Type of foundation
v) Deck level : RL 316.500 m aa) Abutments : Abutment both side-
vi) HFL : RL 303.500 m Open foundation
vii) LWL : RL 290.700 m bb) Foundation/ : RCC Twin well
Pier (circular shape).
viii) Design Discharge : 22000 Cum/ Sec
Distance between
ix) Design Velocity : 6.00 m/ sec wells 5.25 m. Outer
x) Silt Factor : 9 dia – 10.5 (Fig. 2)

Fig. 2 Foundation Details

INDIAN HIGHWAYS│November 2017 21

 Technical Paper

4. SUPERSTRUCTURE right side abutment provided with sliding bearing.

4.1 Bridge having total length 410 m is To resist the total horizontal force, mass concrete
comprised of 3 span of each 112 m length and filling has also been done with abutment having
two end spans of 37 m each on both sides. On rocker bearing. To start the superstructure works
completion of foundation work at A1 and P1 the firstly a gantry was fixed to cast the element on
superstructure work was planned using cantilever the pier head. One element was first cast on both
gantry to cast the segments on each side of the the sidesand then lowered and balanced on the
pier. All the piers heads carry the pot bearing. bearing with the help of vertical pre-stressing.
Abutment on left side had rocker bearing to cater Details of superstructure are as under
for the total horizontal force of the structure and (Fig. 3):-

Fig. 3 Cross Section of Superstructure

i) Height of box at pier head : 6.350 m overhanging portion of the Gantry on both
ii) Height of Box at central : 2.750 m the sides. This was fixed to the desired level
portion as per the design dimension and profile of
iii) No of cable in one arm : 62 nos the super structure (Figs. 6 & 7).
iv) Pre-stressing system : 12T13 iii) Reinforcement was then tied as per the
5. CONSTRUCTION METHODOLOGY drawing and profile.
5.1 On casting of segment at pier heads (total iv) Concreting of both the units was done
length 7.80 m i.e. 3.90 mtr on each side), the simultaneously. Soffit concreting was done
following methodology was then used to proceed first and, then that of web in stages and
for further work. For this purpose, a steel gantry finally the deck slab.
was designed and fabricated for cantilever v) Required cables were stressed after the
construction. The main trusses of the Gantry were
concrete attained the strength of M35.
provided with the arrangements for shuttering of
Profile of the cable which is most important
soffit slab, webs and deck.
was maintained effectively by cable hangers
i) Gantry consists of two units to facilitate
of 6 mm dia MS rods.
casting of segments on both side of the pier
was erected over the segment casted over the vi) After stressing the cable, the segment got
pier (Figs. 4 & 5) united with the previous segment.
ii) Thereafter, soffit shuttering, shuttering for vii) The gantry was then released by loosening
web and deck shuttering fixed to the the back side bolts and front bolts.

22 INDIAN HIGHWAYS│November 2017

 Technical Paper

Figs. 4 & 5 Casting of Elements on Pier Head Casting

Figs. 6 & 7 Casting of Elements on Either Side

Fig. 8 Completed View of Lohit Bridge

6. SEGMENTAL CONSTRUCTION ON in situ as launching yard arrangement is very
OTHER BRIDGES difficult in vicinity in hilly area. Details of these
BRO has constructed number of bridges using bridges are as under:
segmental construction in past. All were cast

INDIAN HIGHWAYS│November 2017 23

 Technical Paper

S. No. Bridge GAD and Completed View of Bridges Constructed Through Segmental Technique
Description
i) Passighat Bridge:
Located on Siang
river. Bridge get
delayed badly
due to difficulties
in construction of
well foundation

ii) Chenab Bridge

(180 m) Located
on Chenab
river in J&K.
Initial scheme
of the bridge
was changed
as difficulties
were faced in
construction of
well foundation
in this river

iii) K a l a d h a n
Bridge: Located
in Mizoram
over Kaladhan
river delay in
construction was
due to foundation
works

24 INDIAN HIGHWAYS│November 2017

 Technical Paper

S. No. Bridge GAD and Completed View of Bridges Constructed Through Segmental Technique
Description
iv) Singdhar Bridge:
This bridge
is located in
Uttaranchal
and has central
hinge in super
structure.

v) Teesta (185 m)
Bridge is located
over Teesta river.
Initial proposal
was to make arch
bridge which was
not through due
to poor strata
available for arch.
Later on changed
to balanced
cantiliver.

vi) Bansoi (170 m):

Located in
Sikkim.

INDIAN HIGHWAYS│November 2017 25

 Technical Paper

S. No. Bridge GAD and Completed View of Bridges Constructed Through Segmental Technique
Description
vii) Rangrang
(140 m):
Located in
Sikkim.

viii) Toong Bridge:

(130 m) Located
in Sikkim.

ix) Bakacha Chu

(120 m): Located
in Sikkim on
Bakacha Chu
river. Piers were
constructed in
well foundation

26 INDIAN HIGHWAYS│November 2017

 Technical Paper

S. No. Bridge GAD and Completed View of Bridges Constructed Through Segmental Technique
Description
x) Beripattan
(120 m): Located
on ManavarTawi
river in J&K

7. SPECIAL CONSIDERATION DURING 8. CONCLUSION

CONSTRUCTION
Segmental construction is a very useful and effective
Construction of bridge by cantilever/segmental technique of construction and has been used for
construction is a very delicate exercise and requires construction of many bridges. The faster pace of
proper insight on design and construction process.
A very thorough and careful approach is needed to construction, least impact on the environment, least
maintain proper balance while casting of girder on both disturbance to the flow and pleasing aesthetics of
sides of piers, as any imbalance therein could lead to bridges make this technique unique in many ways. This
severe consequences. Following are some of the issues technique could be used widely in hilly terrain where
which need due considerations in such construction. banks are high, foundation strata is difficult for sinking
a) Casting of first element on the pier head needs a of wells and flow of current is very high. Quality
detailed planning and special measures to facilitate control also needs to be effectively ensured to avoid any
casting of segment and thereafter this segment on problems at later stage.
bearing (wherever provided). This segment needs
to be properly anchored with the pier cap during REFERENCES
construction stage so that any imbalance in 1. Dhiman RK “Effective Construction Management for
moment is taken care of. Bridges” Dec-1996 International Association of Bridg-
b) Movement of gantry over this casted segment is es and Structural Engineers (IABSE).
an another exercise which needs to be performed
2. Dhiman RK – “Pneumatic Sinking – A Case Study –
with equal care to ensure proper balances and
Feb 1996” – Indian Road Congress (IRC).
alignment control.
c) Pre-stressing of each element require 3. Dhiman RK – “Caisson launching A – Case Study –
proper care to ensure proper continuity with 1006” Civil Engineering And Construction Review
previous element and transfer of stresses (CE&CR).
accordingly. 4. Dhiman RK – Essence of Soil Factor Bridge
d) Last element which is called continuity Foundation – IGS Conference Baroda – 1997.
element needs to be completed after examining 5. Dhiman RK – “Construction Problem of Bridges in
stress transfer mechanism of whole arm and Hilly Region – A Review – 1997” International
super-structure. Association of Bridges and Structural Engineers
e) Complete alignment and profile need regular (IABSE).
check at each stage. It is maintained in a
6. Dhiman RK – DIMWE Bridge Foundation – A Case
manner that the last continuity element could
Study 4th International Seminar on Bridge and
match with each other properly and facilitate
Aquetunnel - 1998.
transfer of stresses as designed. Any mismatch
at this stage could lead to severe consequences 7. Dhiman RK – “Well Foundation Construction in
and affect serviceability and durability of the Bouldery Bed – A Case Study – 1999” International
structure. Association of Bridges and Structural Engineers
f) In case of cast-in-situ construction, quality (IABSE).
control over the concrete mix is of vital 8. Dhiman RK – “Bouldery Bed Scour – Proposed For-
importance. mula” IRC Journal 65 Vol-3 Paper No. 508.

INDIAN HIGHWAYS│November 2017 27

 Important Announcement

Public Works Department

Government of Rajasthan

An International Seminar on “Repair, Rehabilitation and Retrofitting of Bridges & Flyovers” is being
jointly organized by Indian Roads Congress (IRC) and Indian National Group - International Association
for Bridge and Structural Engineering (ING/IABSE) in association with Government of Rajasthan is
scheduled to be held on 15th -16th December, 2017 at Jaipur, Rajasthan.

The Central/State Government departments, consultants, concessionaries, contractors and other stake
holders may nominate the delegates for this International Seminar.
The Rates of Registration for the International Seminar are as under:
Category of Delegates Registration fee including GST
A. Delegates from India Self Spouse
1. Official Government Delegates & ING/IABSE Members Rs.5000 Rs.2500
a) Senior (EE & above) Rs.4000 Rs.2500
b) Junior (below EE)
2. Officials of Public and Private Sector Undertakings/ Rs.5000 Rs.2500
Companies, etc.
3. Individuals (Not nominated by the Government/Public Rs.3000 Rs.2000
and Private Sector Undertakings/Companies, etc.)
4. Local Delegates (From the host State other than Rs.3000 Rs.2000
the official delegates nominated by the host Govt./
Dept./Organisations
5. Student Rs.1500 --
B. Delegates from Foreign Countries $125 $75

The Registration charges may be sent to IRC by cheque/DD drawn in favour of Secretary General, Indian
Roads Congress payable at New Delhi.

Rates for Sponsorship is as under:

Sponsorship Opportunities
Privileges 2.00 Lakh 3.00 Lakh 5.00 Lakh
Complimentary Delegates 3 5 10
Display of name during International Seminar   

For more details please login IRC Website www.irc.nic.in

28 INDIAN HIGHWAYS│November 2017

 Technical Paper

KRDCL’s Co-Financing PPP Format – Towards better

procurement, better delivery and
better benefits to citizens

K.S. Krisnareddy1, B.V. Vijayalakshmi2, Devayan Dey3

1. Background ● Improving project data: Usual process
Karnataka Road Development Corporation Limited’s following in Indian Highways PPP was to
(KRDCL) flagship Co-financing PPP programme prepare a feasibility study. However, for
under World Bank funding was launched at a time KRDCL, the procurement team undertook
when the Indian Highways market saw early symptoms preparation of Detailed Project Report (DPR)
of downtrend primarily led by two factors – (a) lack instead. This had two key impacts. Firstly, this
of project preparedness in terms of clearances, land enabled detailed examinations to understand
acquisition, etc and (b) aggressive bidding triggered by social, environmental and design requirements
optimism bias in speculative parameters like traffic while also understanding the material costs,
sources in-depth; there by assisting in better
estimates. The immediate effect was delayed and stalled
project preparations. Secondly, such DPR was
PPP projects leading to financial distress for large set of
shared with bidders for reference purposes,
contractors and eventually banks being uncomfortable
activating a data-room concept for the first time
with the sector. The key challenges and therefore the
in Indian PPPs. It was acknowledged that
key questions that the KRDCL was faced with were:
detailed pre-bid studies by bidders are often
● How to structure the project to curb expensive and may deter bidders from bidding in
liquidity problem without compromising illiquid market. The DPR was aimed at reducing
performance? such sunk-cost to bidders to an extent.
● How to establish confidence in the market ● Improving project preparedness and
(lenders, concessionaires)? adding flexibility levers: Clearances and
● How to cater to the fast changing sectorall and land acquisition process was fast-tracked.
scape? Consequently, 100% clearances were obtained
● How to restrict aggressive bidding while at RFQ stage and 80% fit for construction land
improving focus on efficiency driven value for was provided to concessionaires before
money? financial closure. In addition, the contract was
● How to enable reduction in public finance customized with a provision to enable delink
burden? project stretches for which land procurement is
delayed (on payment of an amount equivalent to
2. Level of Innovation construction cost to Authority and without
To address the challenges, the Procurement Team of modifying annuity figure). This improved bidder
KRDCL with assistance from World Bank Specialists as well as lender perceptions.
and Consultants conducted market consultations and ● Managing people risk: Project preparedness
workshops at multiple levels with concessionaires, is contingent on the commitment and behaviour
lenders and Ministry officials. Subsequently, the of the people involved. In this direction,
challenges were addressed in the following manner. sensitization workshop was conducted by

1
. Managing Director, KRDCL & Vice-President IRC
2
Assistant Executive Engineer, Karnataka Road Development Corporation Ltd. Bengaluru
3
Associate Director, Price Water House Coppers, India

INDIAN HIGHWAYS│November 2017 29

 Technical Paper

KRDCL to inform relevant stakeholders of the Enterprise raising commercial debt by

monetary and economic loss that could emerge ringfencing toll revenues in a project finance
because of failure in achieving readiness within format was new to the lenders, and had to be
committed timelines. This was aimed at taken under a structured finance approach with
improving ownership and accountability among sovereign guarantee. Further, the toll collection
staff. Also in procurement of Co-financing PPP contract developed to enable collection of toll
contracts, this was further guided by World Bank revenues had to be piloted on atleast one project,
team’s recommended gateway approach in before it could be showcased to lender. The pilot
procurement process where the gateway had major constraints arising from (a) overflow
approvals (e.g for launching RFQ, RFP, award, of toll collection contracts at National Highways
appointed date, etc) were contingent on level which limited contractors’ attention to
preparedness levels. State Highways tolls and increased risk of
● Improving focus on efficiency: Aggressive no-response event (b) local resistance. In this
bidding had been a key issue in Indian direction, a community participation enhanced
Highways PPPs. However, such aggression was drive was launched to encourage and develop
much more pronounced in toll-based projects capacity among local stakeholders like truckers’
(in comparison to annuity projects) where traffic association, mining agencies, entrepreneurs, etc.
estimates often suffered from optimism bias. In With such localised strategy, the pilot was
this direction, annuity project was preferred to successfully launched without local disruptions
de-risk project from traffic/demand risk, which providing confidence to the model.
were found to be reinforcing speculation based ● Towards stronger Qualification process: The
bidding rather than efficiency based bidding. procurement team remained conscious about
Further, to ease liquidity issues, 40% of the con- the fact that getting adequate responses were
struction cost was proposed to be paid during not sufficient. The project can be only deemed
construction stage subject to achievement of successful when financial closure is achieved,
four physical progress and financial progress construction is completed within time/cost/
based milestones. Overall, such model had quality and project is adequately maintained
multiple benefits. Firstly, 40% of construction & operated. Therefore, the RfQ requirements
cost which under the traditional annuity model were stepped up to ensure each member whose
would be contributed by expensive private financial and technical capacity is taken into
sector capital was replaced by World Bank and consideration not only has adequate stake in
commercial loan with relatively cheaper cost of the project, but also each member has adequate
capital. This overall led to financial efficiency. strength to execute the project on standalone
Secondly, such hybrid model had not only eased basis. Similarly, in a country’s first, O&M
liquidity issues, but also led to gains emerging experience requirement was also added with the
from effective working capital management. O&M member having adequate stake in project.
Thirdly, the focus on speculative element of In addition, capacity checks were included to
bidding in terms of traffic estimation was shifted restrict award of more than one project to a
to efficiency element on cost reduction. single player unless such aggregate capacity
● Reducing fiscal burden: For KRDCL, reducing qualifications are demonstrated. Such steps
fiscal burden was also noted to be a key enabled a thorough screening mechanism
consideration. In this direction, the model was qualifying players with adequate experience and
restructured. Under the model, 40% of capacity.
construction cost was proposed to be paid ● Towards stronger performance: The KPIs in
during construction stage wherein 20% was the contracts were revamped to ensure simple
being supported through World Bank Loan and yet comprehensive performance regime. For
another 20% by commercial debt raised by example, KRDCL co-financing contracts were
KRDCL ring fencing toll revenues. This format among the first to include a comprehensive
of advanced hybrid annuity was termed as time-bound response based mechanism to
co-financing PPP scheme. maintenance need, environmental and safety
● Strategic innovations: Cofinancing PPP management plan, amongst others. This was
scheme while being innovative required aided by a detailed Contract Management Plan
sufficient sub-level innovations to be tested out. and Dispute Resolution Plan to operationalize
For example, the concept of State Owned the contractual provisions.

30 INDIAN HIGHWAYS│November 2017

 Technical Paper

● Stronger dispute resolution: Long drawn cheaper commercial borrowing instruments (c) derisking
disputes had been a key deterrent in Indian of traffic risk from project which private sector can’t
Highways Sector, especially for foreign manage and allowed private sector to focus on what
contractors. In this direction, a robust time-bound they can best manage – construction and operation
dispute resolution procedure was included in (d) resolved the liquidity issues for the project faced
the contract with provisions to improve bidder by the industry and (e) allowed government to leverage
perceptions. For example, provisions to enable upon the toll revenue and reduce up front fiscal burden.
arbitration under UNCITRAL rules and SIAC
The structure was new and buy-in from bidders, lenders,
was introduced as one of country’s first yet
government machinery was critical. However, with over
again.
18 months of effort, all hurdles were cleared and all
● Value for Money: While the Authority was stakeholders were on-board. While the challenges were
conscious about avoiding aggressive bids which
addressed effectively that are elaborated under Level of
were often unworkable leading to project failure,
Innovation section, the larger achievements under the
it was also conscious about restricting expensive
programme are:
bids. In this direction, a value for money model
was prepared with deliberation from World Bank ● High level of Participation : At RfQ stage, 101
experts, transaction advisors, Line Ministry applications were received against 6 projects in
officials and State Finance Ministry officials to Cofinancing PPP mode. Multiple bids were
test the bids received and understand the loss/ received in RFP stage.
gain to the exchequer (in comparison to what ● Successful financial closures : All 6 projects
if the projects were procured under traditional have achieved financial closure in last 1 year.
formats). It must be noted that precedence in This is against a backdrop where most of
India on such award decisions were based on Highways PPP projects in National and State
Equity IRR prediction i.e. what returns the level have struggled to achieve financial
private sector will generate at the quote?. closure.
However, with VfM, we essentially transition to ● Higher efficiency in cost - Value for Money : 6
asking ourselves which route will lead to higher out of 6 projects were awarded on co-financing
Government savings? This was a substantial annuity with an estimated INR 2.5 Bn in savings
reform that was brought in under these (VfM).
contracts. ● Higher efficiency in time and quality : 5 of the
● Targeted market campaigns: Under co- 6 projects are likely to be completed 6 months
financing there were both a supply side (limited to a year before schedule. The construction for
capacity) and demand side (high supply of the last package has started and are likely to be
projects) issues. Essentially, the scenario completed before time.
comprised of projects were competing for bids ● Faster provision of public services : Due to
rather than bidders competing for projects. Such efficiency in construction, the assets are likely
circumstances led us to have market campaigns to be made available to pubic users 1-2 years
that focused on (a) improving market confidence
ahead of time in comparison to traditional
and creating differentiators by showcasing
routes. This is likely to create substantial public
project preparedness, technical readiness,
benefits and additional toll revenue for
contract structure, financial profiles, etc (b)
Authority.
enhancing reach to bidders by proactive
workshops and road shows. ● Reduced cost of borrowing : Under
co-financing PPP model, KRDCL were able to
3. Impacts raise INR 2.4 Bn of commercial debt by ring
After considerable number of white-board fencing toll revenue at a reduced cost of capital.
brainstorming, KRDCL came up with Co-financing The reduction in cost of borrowing has been in
Project structure. The structure envisaged annuity tune of 230 basis points in comparison to earlier
model, with 40% grant during construction provided debt raising models of KRDCL.
to concessionaires. Out of 40% grant, 20% was funded
4. Lessons Learned
through World Bank funding while the balance 20% was
to be raised by KRDCL by ring-fencing toll revenues ● Highways sector is dynamic with changing
on the proposed road. This allowed (a) reduced annuity needs an appetites of stakeholders. Therefore it is
commitments over future years which helped avoiding necessary that project and procurement strategies
blockage of fiscal space (b) allowed access to much be realigned during every programme.

INDIAN HIGHWAYS│November 2017 31

 Technical Paper

● Preparedness level is critical and in that create win-win situation for public and
direction, behaviors need to be aligned. private sector is critical.
Even when capacity may exist, motivation/ ● Market promotion to improve outreach to
commitment levels need to be improved. It is contractors need to be critically looked at every
necessary that commitment/motivation issues be project.
addressed adequately and innovatively to ● Scientific decision making tools like value for
money are essential to take right procurement
manage people risk. decisions. Analytical workshops to educate
● Authorities can always be enticed to decision making bodies on VfM and Whole
develop one sided contracts. However, Life Cycle Costing thought processes are
focus to develop balanced contracts that essential for buy-in.

Fig. 1 Hassan – Piriyapatna Road Work Fig. 3 Hirekerur Ranibennur Road Work

Fig. 2 Labour Camp in Hirekerur Ranibennur Fig. 4 Mundaragi - Harapanahalli Road Work
Road Work

32 INDIAN HIGHWAYS│November 2017

 Technical Paper

Implementation Status and Some New Initiatives in PMGSY

Dr. I.K. Pateriya1

ABSTRACT
Pradhan Mantri Gram Sadak Yojana (PMGSY) was launched as a poverty reduction programme
and as a fully funded centrally sponsored scheme to provide all weather roads connectivity in
rural areas of India. The programme aims at providing connectivity to unconnected habitations
with population of 500 and above in normal areas and 250 and above in Special category areas.
The District Rural Roads Plan and Core Network of Rural Roads, which is the basis for planning
of Rural Roads in PMGSY have been prepared by the concerned State Governments, and a total
number of 1,83,599 habitations (including habitations of 100 and above population in 267 blocks
Left wing extremism affected blocks) have been identified as eligible unconnected habitations. In
addition to this Upgradation of existing rural through routes to the tune of 2,24,906 km has also
been planned. As per the progress reported by the States, till September, 2017 more than 1,29,940
habitations have been benefitted through New Connectivity and many more in Up-gradation.
More than 6,25,874 km of rural roads cleared and more than 5,17,337 km of all weather road
construction/Upgradation has been completed. PMGSY was commissioned on the principles of
modern management starting from planning, design, covering all aspects of monitoring, including
the post construction maintenance. The special features and initiatives under this programme
include academic and technical intervention through Principal Technical Agencies (PTAs)
and State Technical Agencies (STAs), capacity building, New Technology Initiatives, Research
and Development etc. A web based On-Line Management Monitoring and Accounting System
(OMMAS), with access to citizens for providing transparency to the programme. Monitoring
modules of OMMAS including Connectivity Status, Procurement Status, Physical and financial
progress, Accounts and Quality monitoring, Training and HRD has been developed to which many
modules are getting added as per requirements. The present paper is an effort to bring out the
current implementation status of PMGSY with some new Initiatives.

1. INTRODUCTION and Uttarakhand), the Desert Areas (as identified

The primary objective of the PMGSY, is to in the Desert Development Programme), the
provide connectivity, by way of an All –weather Tribal (Schedule V) areas and selected tribal and
Road (with necessary culverts and cross-drainage backward districts (as identified by the Ministry
structures, which is operable throughout the year), of Home Affairs and Planning Commission ) the
to the eligible unconnected habitations in the rural objective would be to connect eligible unconnected
areas with a population of 500 persons and above habitations with a population of 250 persons and
(Census 2001) in Plain areas. In respect of Special above (Census 2001). For most intensive IAP
category States (i.e. Arunachal Pradesh, Assam, blocks as identified by Ministry of Home Affairs
Manipur, Meghalaya, Mizoram, Nagaland, Sikkim, the unconnected habitations with a population of
Tripura, Himachal Pradesh, Jammu & Kashmir 100 and above ( as per 2001 census) would eligible
1
Director (Technical), National Rural Roads Development Agency, New Delhi
E-mail: [email protected]

INDIAN HIGHWAYS│November 2017 33

 Technical Paper

to be covered under PMGSY. PMGSY started as a and CUPL of road works to be proposed for up-
nation- wide 100% centrally sponsored programme. gradation. CUPL is to be prepared after every two
However, with effect from 2015-16, the funding years based on the Pavement Condition Index (PCI)
pattern has been changed to 60:40 between Govt. of the roads in the Core network proposed for up
of India and State Government except for Special gradation. No work out of the aforesaid Priority
Category States (8 North eastern States, Jammu lists can be proposed.
& Kashmir, Himachal Pradesh and Uttarakhand) State Technical Agencies (STAs), mainly
for which it is 90:10. Upgradation (to prescribed
engineering colleges of repute have been identified
standards) of the existing roads in those Districts
in consultation with the State governments to
where all the eligible Habitations of the designated
advise and assist the Executing agencies by
population size have been provided all-weather
scrutinizing the project proposals prepared by the
road connectivity, is also permitted. In Upgradation
state governments. NRRDA has also identified
works, priority is given to Through Routes of the
seven Principal Technical Agencies (PTAs) to act
Rural Core Network, which carry more traffic.
as the Regional Coordinators of the STAs as well
National Rural Roads Development Agency as the extended arms of NRRDA in the pursuit of
(NRRDA) has been established for providing its objectives.
technical and managerial support to the Ministry
On clearance of Project Proposals the
of Rural Development, Government of India. The
relevant projects are executed by Programme
works are monitored by the Ministry of Rural
Development (MoRD) through NRRDA and Implementation Units. Projects are to be completed
executed by State Governments through State within 9 to 12 months in plain areas and 12 to
Rural Roads Development Agency (SRRDA), 15 months in hilly areas . A Well established
which have been established at State level. procedure for e-tendering and competitive bidding
is followed by PIUs. The roads constructed under
2. Planning and Coverage this programme are considered to be of very
District Rural Roads Plans (DRRPs), consisting high quality standards and do not require major
of all categories of roads were prepared by maintenance for five years.
implementing agencies and uploaded on On-line
3. Technical Publications
Management, Monitoring and Accounting System
(OMMAS). The Core Network (CN) is a subset Limited literature specific to rural roads was
of DRRP and represents the minimum network available at the time of start of the programme.
of all the rural roads that are necessary to provide Since then several publications have been brought
basic all-weather access to all the Habitations. out either by NRRDA or in collaboration with
Basic access is defined as single all-weather road Indian Roads Congress (IRC).
connectivity to each Habitation, in such a way that – Rural Roads Manual prepared in October
there is access to, inter alia, Market Centres. 2002.
The PMGSY covers only the “Other District Roads – Standard Data Book and Specifications for
(ODRs)’ and ‘Village Roads (VRs)’. All the roads Rural Roads published in September, 2004
once constructed under PMGSY are surfaced roads (Revised 2014).
(black topped roads/ Cement concrete Roads) with – Operational Manual in February, 2005.
all necessary cross drainage works. However, – Standard Bidding Document 2005 (Revised
PMGSY does not allow coverage to an already December, 2015)
connected village, repairs to existing roads, urban – Design of flexible and rigid pavements for
roads and any other roads which are not part of core low volume roads published in June 2007.
network. In Built up areas, PMGSY recommends (Revised 2015)
construction of Cement Concrete Roads. – Quality Assurance Handbooks published in
Programme Implementation Units operating at May 2007 (Revised 2017).
the districts level in all States of the Union, are – Gravel Roads Manual published in
required to prepare CNCPL for New connectivity September 2008.

34 INDIAN HIGHWAYS│November 2017

 Technical Paper

– Standards for Steel Bridges published in system operationalised by the State Government
March 2009. through State Quality Monitors and State Quality
– Manual on Procurement & Contract Coordinator. Therefore, the State Governments is
Management published in April 2012. responsible for the first two-tiers of the Quality
– Guidelines for Tree Plantation on Rural Management Structure. The third tier is envisaged
Roads 2014. as independent quality management mechanism
– Road Safety Manual published in 2016. operationalised by the NRRDA, through the
– Report of the Expert Group on Measures for National Quality Monitors (NQM). NQM’s are
achieving economy in construction of rural mostly retired Senior Engineers from State/
roads under PMGSY. Central Organizations. They are required to visit
three districts in one programme and minimum
– Do it Yourself, Rural Roads Construction
three works in each district. The report of the
using Fly Ash
visit is handed over to the executing agency and
– Do it Yourself, Construction of Cement they are required to submit the Action Taken
Stabilized sub-base/base. Report to NRRDA. Any infringement/deficiency,
– Do it Yourself, Gabion Retaining walls for detected by the NQMs, is rectified before the State
rural roads. Authorities can make further payments. All the
– Do it Yourself, Cell Filled Concrete quality inspections are uploaded on website with
Pavement. quality monitoring mobile app, with geo-tagged
4. Maintenance Management photographs of the location of road. All such
photographs are date and time stamped. Quality
Guidelines provide for regular and systematic
inspection reports are available in citizen domain.
maintenance of the assets created under PMGSY.
The state governments are expected to build up b) Targets and Achievements Under PMGSY
capacity in the District Panchayats and devolve Initially, about 1,68,268 eligible unconnected
funds and functionaries unto them to enable them habitations were identified requiring length of
to manage maintenance contracts for rural roads, about 3,67,000 km. Assessment of the existing
beyond first five years. All PMGSY roads are road length required to be upgraded in all the
covered by 5-years maintenance contracts entered states, to the tune of 2,24,906 km was also made.
into along with the construction contract, with The total envisaged cost of PMGSY was estimated
the same contractor, as per the standard bidding to Rs. 1,32,000 Crores, at base price of year 2000.
document. Maintenance funds to service the However, with changes in the criteria of eligibility
contract are to be budgeted by the state government of unconnected habitations, States were advised to
and placed at the disposal of SRRDA in a separate reconcile the habitations data and revise their Core
maintenance account. Recently a handbook on Network. The state wise details of unconnected
managing rural roads maintenance has been habitations as reconciled by the States, length
developed in collaboration with International required for new connectivity and up-gradation
Labour Organization. Further, 21 States have are given in Annexure – I. The estimated revised
already notified their policy of maintenance for length is based on the average length (from already
rural roads. sanctioned projects).
a) Three Tier Set-up for Quality Management The physical and financial status and achievements
Ensuring the quality of the road works is the till September, 2017 under PMGSY are summarized
responsibility of the State Governments, who in Annexure – II. The progress made during last 3
are implementing the Programme. A three-tier financial years in terms of number of habitations
Quality Management mechanism is envisaged connected, length completed and the expenditure
under the Pradhan Mantri Gram Sadak Yojana. incurred is given in Ánnexure-III. The number of
The first tier of quality management mechanism is habitations indicated in Annexure –III are those
in-house quality control system of the Executing habitations which have been provided connectivity
Agency. The second tier of quality management through new construction and this does not include
mechanism is independent quality assurance the habitations benefited by upgradation of roads.

INDIAN HIGHWAYS│November 2017 35

 Technical Paper

The length completed and expenditure incurred 1. The absorption capacity constraints of the States
includes upgradation works also. While completion and the contractors.
of over 5,17,337 km of roads under the scheme may 2. Limited working season in many states
appear impressive as compared to the past record 3. Non-availability of construction materials in
many areas.
in the rural roads sector, actual achievements have
4. Lack of land availability, land being
fallen short of the targets originally envisaged.
acquired by donation only.
As against the targets, the proposals cleared so 5. Problem of Left Wing Extremism in some of the
far are expected to provide connectivity to only States.
90 percent eligible habitations. The status of 6. Limited availability of skilled technical man
habitation coverage so far under this scheme has power and equipments.
been indicated in Table 1. Some of the reasons for 7. Increase in overall targets, with modification in
not achieving the targets are as under: eligibility criteria.
Table 1 Status of Habitation Coverage
Population Category No. of Eligible No. of Habitations Covered by No. of Habitations Connected
Habitations Projects Approved (Till September, 2017)
1000 and above 52474 57191 45722
500-999 74595 64724 56431
250-499 48759 40263 26199
100-249 7771 1865 1588
Total 183599 164043 129940

An online web based system has been developed, for

online management, monitoring and Accounting in
PMGSY. All the stake holders including officers of
SRRDAs, Principal and State Technical Agencies,
programme implementation unit (PIU) engineers,
National and State Quality Monitors have been trained
for using this system and login ids have been provided
Fig. 1 Targets and Achievements in Last Three Years to them. The data is entered by officers of PIUs,
and Current Year SRRDAs, NQMs and SQMs in relevant modules and
after verification of data it is authenticated by STAs,
NRRDA and MoRD.
Details of procedure for making data entry are given in
the PMGSY Online Management and Monitoring System
Users Manual prepared by Centre for Development
of Advanced Computing (C-DAC) on behalf of the
NRRDA. All the data and reports related to DRRP, CN,
proposals, road wise physical and financial progress,
Fig. 2 Average Road Length Constructed Per Day work completion details, monthly account, yearly
balance sheets of the SRRDAs, Quality Monitoring are
in public domain for total transparency in the system,
except the data entry section. The website also provide
the details of the associated agencies, training and HRD,
R&D and New Technology initiatives and a module for
Citizens feedback.
d) E-Tendering & E -Payments
Fig. 3 Construction of Road Using Green Tendering of works under PMGSY till 2009 was being
Technologies carried out using traditional two envelop system through
advertisements in the newspapers. However, from 2009
c) Online Management, Monitoring and it has been made mandatory for States to procure all
Accounting System (OMMAS) the works through e-procurement system. Further, all

36 INDIAN HIGHWAYS│November 2017

 Technical Paper

payments for the works under PMGSY are made through selected rural roads based on a criterion to make the
electronic transfer (NEFT/RTGS) to the accounts of the road network vibrant.
beneficiaries.
District Rural Roads Plan (DRRP) prepared in
6. Research and Development PMGSY-I were revised and updated incorporating new
Guidelines for approval of Research & Development constructions as well as improvements to the surface
projects have been issued and following projects have type and condition of the roads. The revised and updated
been taken up: DRRP, duly taking into consideration the census data of
i. Rural Roads Pavement Performance Study 2011, would first be brought on to a GIS platform and
(completed) would form basis for selection of roads in PMGSY-II.
ii. Traffic Volume Survey on Rural Roads The potential roads for upgradation identified as
(completed) candidate roads for PMGSY-II are listed and a district
iii. Mapping of Locally Available Materials in 4 wise Comprehensive Upgradation Priority List is
districts (completed) prepared. The selected roads under PMGSY–II are
iv. Cement Stabilised fly Ash Pavements (ongoing) mainly Through routes, catering to large population by
v. Evaluation of roads constructed with thin providing access to growth centers and passing through
surfacing on Wet Mix Macadam Base a rural hub. The line score is arrived at as the cumulative
(completed) growth score of the settlements directly connected by the
vii. Verification of Physical details of roads using candidate road. These candidate roads carrying different
Space Technology (completed) line scores are normalized by computing Utility Value
7. Use of New Technologies/Waste (UV) of the road computed as the cumulative growth
Materials (R & D Application) score of the road divided by the length. Thus the utility
value is the growth score per unit length. The candidate
In order to promote cost-effective and fast construction
roads are arranged in the descending order based on the
technologies in the construction of rural roads, using
New materials/Waste materials/Locally available utility value to arrive at the priority list.
materials, NRRDA has issued ‘Guidelines on 9. Meri Sadak Mobile App
Technology Initiatives’, in May 2013. The States have
‘Meri Sadak’ is an e-governance initiative, which
been advised to propose at least 10% of the length of
empowers citizens to register feedbacks/complaints
annual proposals using any of the new technologies, for
which specifications of Indian Roads Congress (IRC) regarding PMGSY roads, supported by geo-referenced
are already available and an additional length of 5% of Photographs. This app is available at google play store
annual proposals with any of the new technologies for and also at OMMAS website, for free download. Initial
which specifications of Indian Roads Congress are not response on complaints received throguh Meri Sadak is
available, including materials accredited by IRC. Till given in 7 days time and final redressal is carried out
September 2017, more than 11,000 km roads have been within two months time. Till now there have been more
constructed using different new technologies/waste than 8 lakh downloads of this app.
materials. Some of the new technologies which have
10. Aarambh Mobile App
been used under PMGSY are Cold Mix Technology,
Waste Plastic Technology, Fly Ash, Steel Slag, Cell ‘Aarambh’ is a mobile and web based e-governance
filled Technology, Panelled Concrete, Jute Geo-textile, initiative, for capturing road condition data and road
Coir Geo-textile, Cement Stabilisation, commercially inventory which is helping in routine maintenance
available IRC Accredited Materials etc. management and monitoring of rural roads.
8. PMGSY-II References
Government of India has recently launched 1. ‘Guidelines for Pradhan Mantri Gram Sadak Yo-
PMGSY-II, realizing the need for consolidation of jana’, Ministry of Rural Development Govt. of India.
existing network to ensure that it fulfills the primary New Delhi.(2015).
objective of connectivity along with mobility to the 2. OMMAS website www.ommas.nic.in
extent possible for community, enable economical
3. ‘Guidelines for Pradhan Mantri Gram Sadak
transportation of goods and for services to provide better
livelihood opportunities as a part of poverty reduction Yojana-II’, Ministry of Rural Development Govt. of
strategy. PMGSY-II envisages consolidation of the India. New Delhi.(2013).
existing Rural Road Network to increase the life span 4. ‘New Technology Initiatives in PMGSY’, National
of the roads. It aims to cover up-gradation of existing Rural Roads Development Agency, New Delhi. (2013).

INDIAN HIGHWAYS│November 2017 37

 Technical Paper

Annexure I
Targets of unconnected habitations, length of New connectivity and Up-gradation
S. No. State Net Eligible Unconnected Habitations Average Estimated Length of
Length Per Revised Length Upgradation
1000+ 500-999 250- Total less than Total Habitation** to be Covered
499 Eligible 250 for Including
under LWE Less than 250
PMGSY Blocks
upto 250
1 Andhra 220 391 596 1207 384 1591 3.0 4773 10321
Pradesh
2 Arunachal 49 114 275 438 0 438 20.2 8848 2512
Pradesh
3 Assam 6360 5601 4065 16026 0 16026 1.9 30449 7828
4 Bihar 12938 16335 5364 34637 859 35496 1.6 56794 11149
5 Chhattisgarh 1587 4469 4135 10191 917 11108 2.7 29992 10135
6 Goa 0 20 0 20 0 20 13.0 260 114
7 Gujarat 409 1803 865 3077 0 3077 1.7 5231 5449
8 Haryana 0 1 0 1 0 1 2.0 2 4515
9 Himachal 214 896 2014 3124 0 3124 5.9 18432 5659
Pradesh
10 Jammu & 571 886 1047 2504 0 2504 5.6 14022 3522
Kashmir
11 Jharkhand 1977 3723 5409 11109 2266 13375 2.1 28088 7457
12 Karnataka 151 130 16 297 0 297 2.0 594 10153
13 Kerala 118 317 0 435 0 435 1.6 696 2631
14 Madhya 5875 9989 2540 18404 25 18429 3.0 55287 22342
Pradesh
15 Maharashtra 164 765 457 1386 130 1516 3.1 4700 11834
16 Manipur 80 211 363 654 0 654 10.3 6736 1428
17 Meghalaya 9 131 562 702 0 702 4.6 3229 2208
18 Mizoram 31 105 116 252 0 252 18.8 4738 886
19 Nagaland 24 40 46 110 0 110 30.1 3311 1023
20 Odisha 3693 6591 5551 15835 2066 17901 2.7 48333 16996
21 Punjab 94 303 0 397 0 397 2.1 834 6088
22 Rajasthan 1522 6945 7802 16269 301 16570 3.0 49710 15670
23 Sikkim 16 138 212 366 0 366 8.4 3074 508
24 Tamil Nadu 555 1449 0 2004 0 2004 1.8 3607 13321
25 Telangana 142 256 389 787 147 934 2.9 2709
26 Tripura 166 585 1165 1916 0 1916 1.9 3640 1406
27 Uttar 6817 4709 1431 12957 495 13452 1.9 25559 34244
Pradesh
28 Uttarakhand 134 574 1525 2233 0 2233 7.3 16301 4134
29 West Bengal 8558 7118 2814 18490 181 18671 1.3 24272 11375
Total 52474 74595 48759 175828 7771 183599 2.5 458998 224906

* * Based on Sanctioned proposals

38 INDIAN HIGHWAYS│November 2017

 Technical Paper

Annexure II
Physical & Financial Progress under PMGSY till September, 2017
(Amount Rs. in Crores, Length in kms)

S. No. State Name Total Amount No . of Length Total no. Length % % Length Expen-
Value Released Works of Road of Road of Road Completed Completed diture
Cleared Cleared Works and Bridge Works Road
Cleared Works Completed Works
Completed
1 2 3 4 5 6 7 8 9 10 17
1 Andhra 4,058.01 3,023.37 4,603 14,747.09 4,486 13,800.24 97% 94% 3,414.37
Pradesh
2 Arunachal 5,240.35 2,699.53 1,130 8,200.88 771 5,845.33 68% 71% 2,859.95
Pradesh
3 Assam 16,036.79 9,035.13 9,045 25,428.86 5,088 16,520.54 56% 65% 9,566.88
4 Bihar 28,689.54 18,998.86 17,657 54,073.96 13,629 44,104.09 77% 82% 20,946.21
5 Chhattisgarh 11,393.07 6,965.65 7,604 34,371.30 6,530 27,206.90 86% 79% 8,130.85
6 Goa 16.44 10.00 90 182.74 70 155.33 78% 85% 0.00
7 Gujarat 3,533.75 2,953.08 4,573 12,720.62 4,510 12,522.63 99% 98% 3,474.26
8 Haryana 2,464.95 1,890.70 532 5,614.34 529 5,571.01 99% 99% 2,194.91
9 Himachal 5,461.65 2,642.81 3,095 17,773.90 2,190 12,724.73 71% 72% 2,822.53
Pradesh
10 Jammu and 8,122.23 4,374.52 2,527 13,671.71 1,430 7,610.62 57% 56% 3,779.72
Kashmir
11 Jharkhand 8,819.52 4,893.26 6,537 23,189.13 4,283 16,241.96 66% 70% 5,689.57
12 Karnataka 4,370.51 3,632.45 3,638 18,600.55 3,627 18,533.70 100% 100% 4,735.61
13 Kerala 1,719.99 1,172.01 1,436 3,534.89 1,234 2,930.62 86% 83% 1,469.00
14 Madhya 24,323.49 16,062.59 19,182 77,084.56 16,543 67,494.19 86% 88% 19,439.32
Pradesh
15 Maharashtra 8,270.30 6,866.47 6,691 27,206.68 6,398 25,634.16 96% 94% 7,755.00
16 Manipur 2,918.89 1,673.48 1,671 7,921.91 1,270 5,720.28 76% 72% 1,624.08
17 Meghalaya 1,107.82 751.09 721 2,216.31 497 1,601.47 69% 72% 694.67
18 Mizoram 1,526.42 852.45 273 3,507.85 195 2,654.46 71% 76% 869.82
19 Nagaland 902.39 625.51 324 3,893.37 285 3,489.87 88% 90% 658.75
20 Odisha 23,692.78 13,893.00 14,881 56,826.73 11,175 41,754.18 75% 73% 18,039.44
21 Punjab 3,649.09 2,594.70 1,180 8,280.03 1,073 7,756.14 91% 94% 2,757.26
22 Rajasthan 13,703.30 11,290.41 16,908 66,382.03 16,496 63,071.12 98% 95% 11,680.63
23 Sikkim 2,061.97 1,179.90 961 4,476.42 688 3,313.36 72% 74% 1,130.17
24 Tamil Nadu 5,445.16 3,198.63 8,030 17,932.73 6,882 14,448.85 86% 81% 3,448.70
25 Tripura 3,120.67 2,572.78 1,430 4,867.37 1,186 3,982.78 83% 82% 2,512.39
26 Uttar Pradesh 18,160.05 13,017.51 19,028 58,190.25 17,829 50,911.80 94% 87% 13,956.86
27 Uttarakhand 5,077.50 2,702.70 1,533 12,039.72 976 8,169.09 64% 68% 2,962.26
28 West Bengal 14,816.69 8,245.73 6,384 32,117.68 4,571 23,523.29 72% 73% 9,483.88
29 Telangana 2,904.29 2,098.40 3,119 10,550.45 2,860 9,976.02 92% 95% 2,388.37
30 Union 100.64 49.32 253 269.89 77 68.53 30% 25% 14.5
Territories
Total: 231,708.2 149,972.72 165,036 625,873.96 137,378 517,337.28 83% 83% 168,499.95

INDIAN HIGHWAYS│November 2017 39

 Technical Paper

Annexure III
Progress during last Three years
(Amount Rs. in Crores, Length in kms)

# State 2014-15 2015-16 2016-17

Length Habitations Exp. Length Habitations Exp. Length Habitations Exp.

Completed Connected (Rs.in Cr) Completed Connected (Rs.in Cr) Completed Connected (Rs.in Cr)
(in km) (in km) (in km)

1 2 3 4 5 6 7 8 9 10 11
1 Andhra 595.13 394 331.13 849.73 104 433.22 733.55 70 214.54
Pradesh
2 Arunachal 546.58 1 365.93 512.67 31 391.28 1360.51 1 339.01
Pradesh
3 Assam 869.81 284 553.91 477.63 179 475.61 929.52 294 273.75
4 Bihar 3631.92 2158 2274.17 3730.08 2102 1780.28 6601.62 4174 2830.38
5 Chattisgarh 2648.14 975 925.20 1859.48 521 765.66 1019.57 270 313.59
6 Goa 0.00 0 0.00 0.00 0 0.00 0.00 0 0.00
7 Gujarat 1892.16 82 693.51 1670.68 34 803.61 211.88 11 40.42
8 Haryana 633.39 0 383.81 318.99 0 320.49 62.85 0 57.65
9 Himachal 484.96 85 215.01 755.31 37 315.88 1429.27 106 213.38
Pradesh
10 Jammu & 934.66 108 422.73 488.11 53 258.39 1785.16 250 -0.11
Kashmir
11 Jharkhand 1750.32 769 785.02 1346.24 749 552.44 3119.52 1031 652.62
12 Karnataka 627.68 6 437.93 831.23 1 279.28 897.09 6 291.81
13 Kerala 345.74 5 190.59 363.94 5 193.05 314.33 7 223.90
14 Madhya 5180.92 1278 1697.99 4453.23 1087 1809.08 5081.97 1079 1393.94
Pradesh
15 Maharashtra 499.97 33 540.37 892.13 71 622.66 2000.70 28 578.87

16 Manipur 300.01 32 173.94 543.82 33 284.70 1485.85 26 236.22

17 Meghalaya 44.59 11 83.24 193.29 22 119.31 368.87 22 154.21
18 Mizoram 48.60 1 72.35 136.54 2 44.11 298.08 0 74.07
19 Nagaland 215.30 0 50.47 129.00 0 30.42 395.00 0 2.08
20 Odisha 3842.68 1287 1678.08 3779.98 1065 1900.41 5796.93 1685 1479.39
21 Punjab 737.46 0 285.03 545.00 0 236.52 586.53 0 225.25
22 Rajasthan 3233.33 1254 649.97 2420.75 798 776.33 3110.10 1070 575.08
23 Sikkim 120.92 13 94.50 344.50 48 121.01 247.42 3 80.67
24 Tamil Nadu 1965.28 14 580.72 318.38 0 194.52 883.19 9 253.19
25 Telangana 0.00 0 0.00 514.83 62 281.61 408.64 6 164.31
26 Tripura 239.42 78 322.83 352.12 57 253.05 405.62 18 84.88
27 Uttar 2000.34 0 1002.26 5032.15 99 1083.39 3095.25 147 900.57
Pradesh
28 Uttarakhand 714.62 71 439.08 1191.06 91 466.46 1989.32 166 315.36
29 West Bengal 2232.88 1860 1414.20 2398.48 407 1259.84 2825.53 1162 753.54
Grand Total 36336.81 10799 16663.97 36449.33 7658 16052.61 47447.00 11641 12722.57

40 INDIAN HIGHWAYS│November 2017

 Technical Paper

Common Problems and Solutions for Rural Road

Shoulder Construction and Maintenance

Prof. Satish Chandra1 U.K. Guru Vittal2 M.N. Nagabhushana3

1. INTRODUCTION although there may be exceptions. For economic

Road pavements can be either flexible or rigid reasons, shoulder may not be paved to the same
type. Shoulders constitute two flanks of a road thickness as through lanes, so if vehicles attempt to
pavement. According to definition of shoulder as use it as a through lane regularly, it would rapidly
per Federal Highway Administration (FHWA) of deteriorate. Since most of the low-volume rural
USA, it is the portion of the roadway contiguous roads have only single-lane carriageway, need
with the travelled way for accommodation of for adequate width of roadside shoulders is much
stopped vehicles for emergency use, and for more critical for rural roads than for multi-lane
lateral support of the base and surface courses highways. The important functions performed by
(Fig. 1). Shoulders are an integral part of the roadside shoulders of rural roads are:
roadway structure. Adequately designed and ● Lend structural support to various pavement
constructed shoulders should be provided to layers
protect road pavement. Many a times, pavement ● Provide space for pedestrians and slow-
failures can be traced to water ingress into the moving vehicles like carts, bicycles, etc and
pavement through faulty shoulders. Rural road for stalled vehicles
shoulders are usually constructed using earth,
● Help to drain out surface run-off from the
and sometimes granular hard shoulders are also
pavement to side ditches/drains
provided. Shoulders for higher category roads
may be paved partially or be made of materials ● Provide space for bus stops
like cement concrete blocks or bricks. Shoulders ● Improve sight distance in cut sections
are not intended to be used by through traffic, ● Provide space for installation of road signs

Fig. 1 Schematic Cross Section of a Roadway

1
. Director,
2
CSIR - Central Road Research Institute, Mathura Road, New Delhi
Chief Scientist
E-mail: [email protected]
3
Sr. Principal Scientist,

INDIAN HIGHWAYS│November 2017 41

 Technical Paper

Majority of rural roads constructed under PMGSY

scheme are usually provided with earthen shoulders
(Figs. 2 to 5) while in some states hard shoulders
using locally available materials are constructed by
state agencies. MORD specifications section 407
deals with shoulder construction, and maintenance of
earthen shoulders has been covered under section 1903.
Additionally NRRDA website, PMGSY Operations
Manual and Quality Assurance Handbook also
provide details about road side shoulder construction
and maintenance. Brief details of these practices and
recommendations for overcoming the common shoulder
problems are discussed in this paper with special
reference to rural roads.
Fig. 4 Turfed Shoulder of PMGSY Road - State 3

Fig. 5 Well Constructed PMGSY Road Having Proper

Camber and Shoulder
Fig. 2 Well Maintained Shoulder of PMGSY Road - State 1
The shoulder width on rural roads may preferably be
1.8 m to 2.4 m, but should never be less than 0.6 m.
Where a large number of slow moving vehicles like
animal drawn carts and bicyclists are to use the shoulder,
a minimum width of 1.2 m is considered necessary. On
long bridges or in hilly terrain, partial width shoulders
may be used, in case providing full shoulders works out
to be highly uneconomical. Irrespective of the width,
the shoulders should be continuous. For rural roads, an
absolute minimum shoulder width of 0.6 m is
considered acceptable for average daily traffic less than
40 vehicles, but for higher traffic volumes, a minimum
width of 1.2 m is required. As per expert committee
Fig. 3 Well Maintained Shoulder of PMGSY Road - State 2 recommendations for PMGSY roads, for through
PMGSY roads shoulder width can be 1.875 m on either
2. Shoulder Dimensions and Camber side and for link roads it can be 1.5 m, considering
The design of a shoulder must be based upon the pavement carriageway width and Right Of Way (ROW).
economic view point and available material to be used Indian Roads Congress (IRC) recommends 1.5 m wide
in the shoulder. The design must also take into account paved shoulder on either side of carriageway of higher
traffic volume, the pavement width and the drainage category roads having 2-lane width or more. In majority
requirements of the road. To provide the necessary of four or six lane roads, 1.5 to 1.75 m wide paved
width for a shoulder in a cut or fill roadway section shoulders (comprising of pavement composition similar
where available widths are inadequate, the desirable to main carriageway) are provided, beyond which
solution would be to acquire additional right of way. earthen shoulders exist.
A desirable minimum transverse slope is required for In order to drain the surface water rapidly over the
shoulders. This slope is dependent upon materials used shoulders, the shoulders should be constructed with a
for shoulder construction. cross-slope steeper than the camber of the pavement.

42 INDIAN HIGHWAYS│November 2017

 Technical Paper

A camber of 1 in 24 (About 4 per cent) is considered layer are different, these materials should be laid
adequate for earthen shoulders. The most common together (corresponding to their required widths as per
cross-slope in practice for gravel shoulders is in the drawings) and the pavement layer should be compacted
range of 1 in 24 to 1 in 16 (about 4 to 6.25 per cent) first. In case, pavement layer and shoulder layer
while for turfed shoulders, the recommended cross- materials are same, these materials should be laid and
slope is 1 in 12 (8.33 per cent). The shoulder drainage compacted together. Earthen or hard shoulder should be
should be well integrated with the overall pavement compacted to at least 100 per cent of the maximum dry
subsurface drainage design. density of the shoulder material as per IS: 2720 Part 7.
3. Materials for Construction of In order to shed off surface water, the required cross-fall
Shoulders should be maintained during all stages of construction.
Earthen or hard shoulders for rural roads are Under no circumstances, box cutting shall be done for
constructed using good earth or locally available construction of shoulders.
Gravel/GSB material respectively. Soil to be used for Brick/stone/CC blocks paved shoulders are provided as
earthen shoulders should have maximum laboratory top layer of the shoulder matching level with the wearing
dry unit weight not less than 16.5 kN/m3 (as per course of the carriageway. When brick/ stone/CC block
IS:2720 Part 7) and preferably, Plasticity index (PI) paved shoulders are to be provided, earthen shoulders
less than 10. Soil which can be used for subgrade for requisite thickness should be constructed along with
construction (but having PI less than 10) can be used pavement layers. The bricks shall be laid on edge, with
for shoulder construction. GSB material for hard the length parallel to the transverse direction of the
shoulders would have to conform to the requirements road. Stones/CC blocks should be laid flat. These shall
as per Section 401 (Granular or Gravel Sub-base) or be laid on a bed of 25 mm thick sand layer, set carefully,
402 (Gravel/Soil-Aggregate sub-base) of Ministry of rolled into position by a light roller and made flush
Rural Development (MORD) specifications. However,
with the finished level of the pavement. Additionally,
for construction of hard shoulders, locally available
the joints between blocks should be filled with sand of
gravel can also be used. This material should meet
specified gradation to ensure proper interlock between
specifications of section 408 (Locally available materials)
the blocks.
of MORD Specifications. When traffic intensity is
higher, or at locations like bus stops, or within village Quality Control (QC) tests for shoulder construction
or habitation areas; shoulders paved with brick or stone depend upon material being used for construction.
or Cement Concrete (CC) blocks can be provided. Such In case of earthen shoulders, quality control tests to
shoulders comprise of single layer of bricks or stones be carried out before and during construction would
set over compacted earth. Bricks to be used for shoulder be similar to subgrade construction. In case of hard
construction should conform to Section 2003 (Bricks for shoulders, QC tests would similar to GSB/Gravel/
Structures) of MORD Specifications. The stone blocks Soil-Aggregate layer construction. Figs. 6 and 7 shows
should conform to Section 2004 (Stones and blocks correct practice while Fig. 8 shows an incorrect practice
for Structures) of MORD Specifications and should be of shoulder construction.
of size 225 mm (Length) x 110 mm (Width) x 75 mm
(Thickness). CC blocks should conform to section 1503
or 1504 of MORD Specifications.
4. Construction Methodology
The construction of shoulders, comprising of either
hard shoulders or earthen shoulders on both sides of
the road pavement, should be in conformity with the
specified lines, grades and cross-sections. The sequence
of operations should be such that, construction of
pavement layer and corresponding shoulder layer
should be taken up simultaneously. Thickness of each
shoulder layer being constructed, should be matching
the thickness of adjoining pavement layer. Only after
a layer of pavement and corresponding layer of hard or
earthen shoulder portion have been laid and compacted,
construction of next pavement layer should be taken Fig. 6 Simultaneous Construction of GSB and
up. When the materials in pavement layer and shoulder Shoulder Layer

INDIAN HIGHWAYS│November 2017 43

 Technical Paper

rutting, edge drop-off, and slope irregularities.

Additionally, shoulder problems may result from
adopting wrong construction practices. Current
maintenance procedures for shoulders in rural roads
include clearance of bushes and vegetation, refilling
the erosion gullies using local soil and re-compaction.
When such maintenance practices are not carried out
adequately, shoulders face recurring failures. Some of
the problems faced by shoulders in rural roads as well as
higher category roads are depicted in Figs. 9 to 12.

Fig. 7 Simultaneous Construction of WBM and

Shoulder Layer

4.1 Do’s During Shoulder Construction

i. Construct shoulders simultaneously with the
pavement layers such that each layer of the
shoulder matches the thickness of adjoining
pavement layer.

Fig. 9 Reverse Camber and Excessive Vegetation

Growth in Shoulder

Fig. 8 Compaction of Shoulder Layer Before Pavement

Layer - Incorrect Practice
ii. Wherever required for protection of earthen Fig. 10 Water Logged Soft Shoulder
shoulders, do provide the pavement with brick
edging.
iii. The material for earthen shoulders should
be good quality, having similar dry density
requirement specified for the subgrade
material.
iv. Provide turfing over earthen shoulders.
5. Some Common Problems of
Shoulders
Unfortunately shoulders do not receive as much
attention as compared to pavement layers, during
construction or maintenance. Most of the problems
faced in the shoulder region arise due to such neglect.
Shoulders are constantly subjected to performance Fig. 11 Edge Drop and Erosion Gullies in
problems due to wind and water induced erosion, Shoulder of Flexible Pavement

44 INDIAN HIGHWAYS│November 2017

 Technical Paper

6. Maintenance of Shoulders drawings. An effective and economical way of keeping

Shoulders need periodic maintenance. Earthen or the earthen shoulders in proper shape and profile is to
hard (gravel) shoulders should be maintained in a turf them. Turfed shoulders provide good colour
manner similar to earthen or gravel roads respectively. contrast between the pavement and the shoulder and
Maintenance of camber is the key to successful improve the aesthetics. The grass reduces the erosion
performance of shoulder. There should be a well defined of the earthen surface by rain water because the roots
programme of shoulder maintenance, since proper hold the soil firmly. The load carrying capacity of the
maintenance of shoulders is of immense importance shoulders is also increased by turfing, and the dust
for the satisfactory performance of the road pavement nuisance is minimised to a great extent.
as a whole. Reverse camber causes a ditch at the 7. Innovative Solutions for
junction of the pavement and the shoulder, where water Shoulder Problems
accumulates. This should be avoided by proper blading.
Rain cuts should be made up by filling and compacting Shoulder failures can become hazard spots and
fresh earth work or gravel material depending upon seriously affect safety of road travel. Hence these
shoulder type. It is a common observation that erosion problems need to be tackled on a priority. NRRDA/
due to traffic abrasion and surface run-off water lead to SRRDAs may consider implementing following
shoulder drop-off from the pavement surface. Grading measures to deal with shoulder related problems, on a
of shoulder should be done carefully at regular intervals, trial basis under new technology initiatives:
retaining the cross-slope. The shoulder maintenance i. Many times problems in shoulder region arise
operations include: due to erroneous construction practices. Shoulder
construction should always proceed hand in hand
with pavement layer construction. Both
shoulder as well as adjoining pavement layer
material should be laid together and proper
compaction sequence must be followed.
Engineers must be careful to adopt correct
construction practice.
ii. Shoulders are usually made of earth or gravel.
Gravel road pavements require frequent mainte-
nance in the form of slope correction, re-grav-
elling, etc. In a similar manner, shoulders also
require frequent maintenance. Hence periodic-
ity of inspection and maintenance of shoulders
should be higher than black topped or cement
concrete pavement. During such maintenance
Fig. 12 Edge Drop in Shoulder of Rigid Pavement operations, trimming excess vegetation and en-
suring accurate geometric shape of the shoulder
i. Making up of the earthen or hard shoulder by in the form of proper camber should be given due
adding extra soil or GSB respectively and importance. This must be ensured by engineers
compacting the same through QC checks. Further, any obstacles to
ii. Stripping a layer of soil/GSB to achieve the flow of surface run-off water from shoulders to
required grade and level road side ditch should be removed.
iii. Clearance of vegetation, bushes and other iii. Soft and slushy earthen shoulders during rainy
objects. season is encountered as a common problem. To
Wherever extra material is to be added, it should overcome this problem, care must be exercised
conform to specifications of original material used for to exclude highly plastic soils while
shoulder construction (either subgrade or GSB/ gravel constructing earthen shoulders, compacting
as the case may be), and should be laid and compacted the shoulders to the required degree and
in layers to atleast 100 per cent of maximum dry density maintaining proper camber. Periodicity of
in accordance with IS 2720 Part-7. Compaction can be inspection and maintenance should become
carried out using 8-10 ton smooth wheeled static roller, more frequent during rainy seasons to identify
vibratory roller, hand roller, plate compactor or hand and treat such trouble spots.
rammer to achieve the specified density. The finished iv. Instead of earthen shoulders, use of locally
surface should have the specified cross slope as per available materials (like non plastic mining

INDIAN HIGHWAYS│November 2017 45

 Technical Paper

and quarrying waste, soft aggregates, river bed Specifications Section 410) can also be cement
material, local non plastic gravel, etc.) should stabilised for constructing such shoulders. PIUs
be encouraged. Local material to be used for can select any of the locally available
shoulder construction should conform to MORD materials or industrial wastes depending upon
Specifications Section 408. These local cost of such materials. Minimum cement
materials which may be marginally costlier than content should be 3 percent by weight of
good earth, but they would be having superior material being stabilised. Construction of these
properties like high CBR, higher shear strength, cement stabilised shoulders should be carried
better drainage as well as rut and erosion out as per MORD Specifications Section 404.
resistant properties. Such materials can be However, suitable relaxation may be made
provided for a compacted thickness of 15 cm and with regard to gradation requirement of cement
for a minimum width of 0.6 m on either side of stabilised material, as long as minimum
carriageway, beyond which usual earthen compressive strength of 1.7 MPa is obtained
shoulders can be provided. after 7 days of humid curing.
v. Use of industrial wastes like mixture of crushed viii. Construction of hard shoulders using fly ash-
slag/foundry sand/fly ash and local soil (or cement-sand blocks or fly ash lime gypsum
moorum) can also be made for construction of (FalG) blocks or fly ash bricks (Khadanza) can
hard shoulders. However, performance of such also be tried to overcome the edge drop problem.
shoulders is relatively an unexplored area and Such solutions would be cost effective at
hence, to begin with, they can be taken up on locations which are nearer to thermal power
trial basis. Addition of a small percentage of plants.
cement (about 3 percent) can enhance ix. In addition to cement stabilisation, stabilised
performance of such materials. shoulders constructed using patented stabilisers
vi. In case of existing shoulders, rutting, soft/slushy can also be taken up for trials, in case cost of
conditions can be treated by using non plastic such construction is at par or less than
sand or industrial wastes like fly ash or crushed conventional cement stabilised layer.
slag or stone dust. Appropriate quantity of such x. NRRDA/SRRDA may take up as ‘Technology
materials designed using mechanical Demonstration Projects’, shoulder stretches
stabilisation techniques should be mixed with constructed using above technologies and
existing shoulder soil and compacted to specified monitor the performance for a period of atleast
density using a road roller. Care must be taken to two years to decide about wide scale adoption.
ensure that after compaction, the repaired
shoulder region would be having necessary References
camber and would not be obstructing flow of 1. http://pmgsy.nic.in/nrrda.asp
water away from the pavement into the road
2. Ministry of Rural Development, ‘Specifications for
side ditch. Rural Roads’, First Revision 2014, Published by Indian
vii. Edge drop problem is encountered at Roads Congress, New Delhi.
locations where surface run-off water and
2. Ministry of Rural Development, ‘PMGSY Operations
traffic are more. This problem becomes more
Manual’, Published by NRRDA, New Delhi, 2005
acute if cement concrete pavement has been (Available online).
provided. During and immediately after
monsoon season, road should be inspected to 3. Ministry of Rural Development, ‘Quality Assurance
Handbook for Rural Roads, Volume I and II’, Published
identify locations which have suffered shoulder
by NRRDA, New Delhi, 2016 (Available online).
edge drop. For such locations, it is suggested
that cement stabilised shoulders be constructed 4. NRRDA, ‘Expert Committee Recommendations on
instead of usual earthen shoulders. The width of Geometric Standards for PMGSY Roads’, 2010
stabilised shoulders can be 0.6 m and thickness (Available online).
can be about 0.15 m. For constructing stabilised 5. Iowa State University, ‘Effective Shoulder Design and
shoulders, good earth or locally available Maintenance’, Final Report 2007, Sponsored by Iowa
material (MORD Specifications Section 408) can Highway Research Board and Iowa Department of
be treated by using cement to achieve Transportation.
compressive strength of at least 1.7 MPa at 6. http://www.dot.ca.gov/design/manuals/hdm/chp0060.
7 days. Industrial wastes like fly ash, crushed pdf (Highway Design Manual of California Department
slag, foundry sand, etc (conforming to MORD of Transportation) Available online.

46 INDIAN HIGHWAYS│November 2017

 Technical Paper

Road safety in Kerala, A perspective from National

Transportation Planning and Research Centre (NATPAC)

Dr. B.G. Sreedevi1

1. INTRODUCTION accidents according to the report ‘Road accidents
A Road Traffic Accident can be defined as “An in India 2016’. The share of fatal accidents
event that occurs on a way or street open to public and seriously injured rose to 28.3 percent and
traffic; resulting in one or more persons being 25.1 percent during 2016, as against 26.3 and
injured or killed, where at least one moving 23.9 percent respectively in 2015. Among the
vehicles is involved”. Thus, it is a collision cities, Chennai had the highest number of road
between vehicles; between vehicles and accidents (7486)while Delhi had the highest
pedestrians; between vehicles and animals; or fatalities (1591) in 2016. The accident severity
between vehicles and geographical or architectural in 50 cities with over a million population rose
obstacles. Road traffic accidents are a human sharply to 19.8 2016, as compared with
tragedy. They involve human suffering and 14.9 percent in 2015.Among the states, Taminadu’s
socio-economic costs in terms of premature deaths, share of total number of accidents is maximum
injuries, loss of productivity etc. Road accidents with a value of 14.9 percent followed by Madhya
fatalities reported in developing countries is about Pradesh with a share of 14.2 percent.The accident
seventy percentages. As per United Nations, the data for selected cities in India reveal that four
most vulnerable road users killed in road accidents metropolitan cities (Delhi, Chennai, Mumbai and
are Two Wheelers (31.5%) followed by Pedestrians Bengaluru) except Kolkata contribute 61 percent
(9.5%) and Bicycles (2.1%). According to the of road accidents in the selected cities, which is
World Health Organization, about 1.25 million about 11 percent of total accidents in the country.
people die each year on the world's roads and The mixed traffic conditions on Indian roads is
between 20 and 50 million people sustain non- often said to be responsible for the high accident
fatal injuries. India’s death toll on roads constitutes rate.
8-10 percent of global road deaths. These numbers Kerala State is blessed with high literacy rate,
are conservative estimates, however as some motor better health care and higher density of population
vehicle accidents are not reported to avoid lengthy distribution and connectivity of roads to all
and coercive adjudication problems. It is estimated villages. But Government of Kerala is deeply
that the country loses around 750 billion rupees concerned about the relatively higher number of
per year due to road traffic accidents, which is 2-3 road accidents occurring in the State, as compared
percent of the gross domestic product (GDP). to the National average. The State registered an
Fatalities on Indian roads hit an all time rise all-time high number of accidents (41,678) and
during 2016, with a total of 1.51 lakh people dying injuries (51,225) in 2005. Road accidents are
in 4.81 lakh accidents. This denotes 3 percent considered to be the third major cause of death
increase in fatalities over the previous year even in the state. The state of Kerala has nearly 3% of
though the number of accidents declined by the country’s population but it has recorded about
4.1 percent, indicating rise in the severity of 10% of the country’s road traffic accidents. Each
1 Chief Scientist (Former Director) National Transportation Planning and Research Centre (NATPAC) Thiruvananthapuram
E-mail: [email protected],

INDIAN HIGHWAYS│November 2017 47

 Technical Paper

day on an average, 11 people lose their lives and In order to promote road safety, the Government
120 people get injured from road accidents and the of Kerala has initiated several innovative steps,
Kerala state incurs an additional financial burden the most important being the establishment of
of over `1,000 crores because of accidents. Rapid Kerala Road Safety Authority (KRSA) in 2006 to
increase in the number of motor vehicles has been co-ordinate the initiatives of stake holders on road
the major reason for the increasing number of safety and creation of Road Safety Fund. Other than
road accidents in our state. Although the rate of the said establishment many other initiatives were
absolute number of road accident cases have come also introduced for tackling the traffic accidents
down from 42,000 accidents in 2005 to around through a multi -faceted, coordinated effort of all
36,000 now, the fatality rate has increased
sections of the society to make the roads in Kerala,
tremendously. Out of around 4,200 people who
a safer place to drive. All related stake holder
get killed every year in Kerala, 30 percent are
departments and several NGOs in the state are
pedestrians and 35 percent are two-wheeler
riders. Around 142 cyclists are also killed in road involved in safety improvement programs.
accidents every year. The police department has initiated three innovative
programs to enhance the safety of road users.:
2. Cause of Road Accidents
a) Subhayatra - is a programme to enforce
Police records show that “rash and negligent
traffic rules and create awareness among
driving” on the part of drivers as the cause of road
accidents in 99 % of the cases. Generally, drivers of people on road safety.
bigger vehicles are blamed for causing accidents. b) SOFT (Save Our Fellow Traveller) - is a
The major causes of accidents can be summarised community based intervention program
under five groups namely Vehicle related, Traffic which focuses on imparting training to
related, Road related, Driver related, User related volunteers, who participate in providing
and Environment related. immediate medical attention to accident
victims.
3. Improvement Measures &
Initiatives to Promote Road c) Student Police Cadets - is a school based
Safety initiative to train high school students to
respect the law, practice discipline and civic
The Government recognizes that road safety has
sense and develop empathy for vulnerable
to be improved to the level of developed countries
by undertaking all possible steps. The Government sections of society.
considers road safety as a major public health The Motor Vehicle Department also have five
issue, which adversely affects the disadvantageous similar programs :
section of the society and vulnerable road users a) TRUST - is a community based intervention
such as pedestrians, aged people, cyclists, two- program which focuses on imparting
wheeler riders etc. In a federal system, much training to volunteers, who participate in
depends on the efforts of States to mobilize data providing immediate medical attention to
on road accidents. accident victims.
The Government of Kerala further recognizes b) TRACK - is also a community based
that road safety has to be addressed in holistic intervention program which focuses on
manner by providing safer roads, safer vehicles, imparting training to volunteers, who
safer drivers, and effective and efficient participate in providing immediate medical
enforcement of safety rules/regulations, accident
attention to accident victims.
abatement measures, accident insurance and
compensation, quicker settlement of accident c) Third Eye - is a program to enforce traffic
cases, and rehabilitation programs for accident rules with public participation.
victims. Special consideration would also be given d) Luvthy Road - is a program with public
to the disadvantageous section of the society and participation which focus to share the roads
vulnerable road users. to safer roads.

48 INDIAN HIGHWAYS│November 2017

 Technical Paper

e) Road Safety Clubs - It is a school based studies on the subject. NATPAC’s committed
initiative to train school students & teachers philosophy towards safety has prompted it to take
to impart road safety education. up several studies and programs on ‘road safety
With all the above activities, accident situation in ‘by mobilizing its own resources which includes
the State has improved substantially. The proactive basic and applied research works on subject
steps such as enforcement of helmet/seat belt use, matters related to drivers, vehicles, road, traffic
control on over speeding, observance of traffic and environment.
signs/markings, lane discipline, control on drunken The activities of NATPAC in the field of road
driving, improvement of accident prone location, safety for the last ten years is broadly classified
road safety education and better enforcement all under the categories Epidemiological studies,
have resulted in better safety level on roads. These Traffic engineering and management, Accident
efforts would be strengthened to maintain this database, Analysis and Causative Factors, Road
down trend in accidents. But, since the number User Studies, Development of Standards and
of vehicles are increasing every year, the accident Specifications, Traffic Signals, Traffic Education,
abatement measures should be continued with Traffic Enforcement and Regulation, Road Safety
more attention. Auditing, Studies for Model Safe Corridor, Experts
Group Meetings and Seminars/Workshops and
4. Role of NATPAC in Road Safety
& related Activities Production and free distribution of Road Safety
Education/Awareness and Training Materials.
National Transportation Planning and Research
Centre (NATPAC), an institution under Kerala Epidemiological Studies: The centre has been
State Council for Science, Technology and undertaking various basic and applied research
Environment (KSCSTE) and is the only research works on subject matters related to drivers,
and development institution in the country which vehicles, road, traffic and environment like
works on multi – modal system of transportation Accident Risk Index, Environmental aspect, Cause
covering road, rail, water, seaport and airport. of accident, GIS Based Analysis of Demographic,
For last four decades NATPAC has been handling Spatial and Temporal Variations in Crash Rates on
research and consultancy projects as per the Highways, Travel Protection Strategies etc.
Country/State’s requirements in the areas of Traffic Engineering and Management: NATPAC
highway engineering, traffic and transport offers engineering solutions for day-to-day traffic
planning, transport management, transport problems in Central Business Areas (CBA) of
economics and techno – feasibility, social and metropolitan cities. Through its various R & D
economical impact analysis, transport energy and efforts, NATPAC has become a pioneer in
pollution, financial analysis, project planning, Highway Safety, Traffic Education, Traffic
evaluation and monitoring, training and extension Engineering and Transportation Management. Has
services etc. Our vision & mission is to shape conducted the Traffic and Transportation studies
and create an efficient, effective, safe and in 30 towns and 40 small and medium cities in
environmental friendly transportation system in Kerala State and offered improvement proposals.
the state. Over its 40 years of existence, NATPAC The traffic and transportation studies serve as input
has been providing technical services and advices for the master plan of the state.
to different levels of government machinery like Accident Database, Analysis and Causative
local bodies, departments, agencies and ministries Factors: Accident information database and
on almost all aspects of transportation. They analysis at both micro level and macro level is
covered areas like road safety, traffic engineering, carried out and is used to analyze various aspects,
environmental issues, policies and programs, urban and also for traffic enforcement, education, vehicle
transport, public transport issues, tourism, Inland design, road design, emergency medical services
water transport etc. etc. Some of the studies include Accident analysis
Right from its inception, NATPAC has been for Kerala, Identification of Accident factors using
focusing on road safety and has carried out several time dependent accident data, Identification and

INDIAN HIGHWAYS│November 2017 49

 Technical Paper

improvement of accident prone locations in NH Transportation of Hazardous Materials and

& SH of Kerala, Accident Reconstruction Studies, Safety Guidelines: Accidents due to transportation
Guidelines for accident reporting systems, Study of hazardous material are on the increase and
of Motor accident claims tribunal (MACT), proper safe guards and management methods need
Preparation of Accident database, Formulation of to be applied to avert such accidents. Realizing the
suitable rules and regulations for traffic studies gravity of the problem, NATPAC has carried out a
etc. study on this.
Road User Studies: The scientific work pertaining Expert Group Meetings and Seminars: NATPAC
to this area is scanty; and so, NATPAC has been has organized several expert group meetings/panel
conducting many studies/programs on areas like discussions as well as organized seminars and
Drunken driving, Defective Eye Sight of Drivers, workshops to formulate policies and guidelines
Pedestrian safety, Safety of vulnerable road users, and based on views obtained, Draft Transport
Road User Behavior etc. Vision, Draft Transport Policy and Draft Road
Safety Action Plan has been prepared for the State.
Developments of Standards and Specifications:
NATPAC is an active member of Kerala Road
NATPAC has been actively involved in the
Safety Authority and has been organizing several
development of specifications and standards
activities in this field as a part of its ongoing
on various traffic engineering aspects, safety
research programmes. NATPAC is adequately
equipment’s and materials. It is continuously
represented in District Road Safety Committees in
working on this aspect for validating/updating
Kerala for coordinating road safety programmes in
the design standard through its varied research
all districts of Kerala.
studies. Some of the studies are Safe Design
Standards for Different Road Conditions, GIS Traffic Education: Realizing the importance of
based Inventory of Road Signs and Markings Road Safety Education, NATPAC has been taking
on Highways, Safe design Standards and persistent efforts in this field and designed specific
Specifications for Vehicles, Installation of variable user oriented programmes for different road users.
message sign boards etc. i. Safe Community Programme at Panchayath
Level – This program aims to encourage local
Traffic Signals: Scientific studies of signalized
communities like Panchayats to initiate and
intersections and application of ITS are being
proactively seek ways to reduce accident risk
done.
and increase road safety on their own in their
Road Safety Auditing: NATPAC has been involved panchayats.
in road safety auditing in three parts viz: RSA of ii. Safe Road to School (SRS) Programme –
traffic signs and markings, RSA of Intersections, A proactive program for School Children,
and RSA of road links, identification of accident where the school authorities and children
black spots and proposing the remedial measures. are trained and supported to conduct the
Model Safe Corridor: NATPAC undertook safety audit of their premises and implement
studies which envisages a demonstration Model appropriate corrective measures.
Safe Corridor where a participatory model by iii. Training/Awareness Programmes to
involving the local communities and stake holder different targeted road users like driv-
department was established. A sustainable road ers, general public, NGOs, road safety
safety model was developed with a comprehensive activists etc.–This program covers all
baseline assessment on status of the with respect categories of drivers, enforcement personnel
to road safety and standards for future monitoring and also impart road safety education among
and evaluation activities. These studies were general public.
conducted at the selected stretches within Kerala iv. Road Safety Youth Leadership Programme
& Gurugram in Haryana. (RSYLP)A proactive program for youth.

50 INDIAN HIGHWAYS│November 2017

 Technical Paper

v. Road Safety Education Through Schools of October 2015 in the City. Maximum number
(Teachers Training Programme)- A proactive of offences pertained to school buses violating
program for School Teachers. direction of Hon High Court with 8,632 cases,
vi. Training Courses for Drivers of Vehicles followed by non-wearing of helmet (7,123), wrong
carrying Dangerous and Hazardous Goods. parking (6,868), non-fastening of seat belt (6,598)
vii. Participation in Exhibitions to spread Road and wrong side driving (5,709).
Safety Maruti Suzuki India Limited (MSIL) decided to
Traffic Enforcement and Regulation: NATPAC implement and evaluate a Safe Road Corridor
has conducted several studies, which resulted in Project in Gurugram in association with NATPAC.
arriving at valuable recommendations pertaining Under this project, it was aimed to undertake the
to the aspects of enforcement and control. Some complete road safety transformation of three
of the studies are Speed Control Strategies and major road stretches in Gurugram which are.
Road Safety Enforcement, Traffic Circulation (i) Signature Tower to IFFCO Chowk to
for Accident control in cities and Legislation for Sikandarpur up to Bristol Hotel (5.0 km)
Enforcement of Traffic rules. (ii) Signature Tower to HUDA City Centre
Production and Free Distribution of Road (2.0 km)
Safety Education/Awareness and Training (iii) HUDA city centre to IFFCO Chowk
Materials (2.0 km)
NATPAC has published 28 short documentary/ The following tasks were carried out as part of the
animation films, 48 Booklets, 31 student badges, study.
6 calendars, 46 leaflets, 25 posters, one online (i) Assessment of Existing Traffic Situation-
E-portal (www.safesavari.com) and one android Quantitative and qualitative methods using
mobile application (Safe Savari) on road safety. indices, service level benchmarks etc were
NATPAC has prepared the documents on Road made to assess the traffic situation
Safety vision, Policy, Action plan and safety (ii) Identification of Traffic Engineering and
Protocol for the state. Management (TEAM) Measures
4.1 Case study 1 ● Road markings and signs
Design and Implementation of Road Safety and ● Rood safety structures - Traffic
Traffic Management Schemes for Selected Road delineators, tubular markers, reflectors,
Stretches in Gurugram City hazard markers, studs etc
Gurugram, situated in National Capital Region ● Pedestrian facilities and amenities -
(NCR) in the State of Haryana, has a city population guardrail, pelican crossing,
of 8,76,969 as per provisional census data 2011, landscaping, amenities, FOB
spreading over an area of 738.8 sq km. The city ● Street lighting
has a large number of corporate offices attracting
● Access Control - median opening,
flow of traffic from various parts of NCR and
reducing traffic conflicts etc
Gurugram itself. The Gurugram Traffic police
have worked extensively to improve the traffic ● Other Feasible traffic management
conditions and safety of Gurugram by deploying measures - One way streets,
Traffic Marshals at various strategic points. High prohibition of turning movements,
incidence of accidents, traffic violations, and parking area demarcation, bus shelter
transit delay are reported from various parts of (iii) Preparation of Road Safety Education
the City. More than 1,000 accidents were reported Materials in English and Hindi – brochures,
in the year 2012 in which 438 people were killed pamphlets, audio visual programs etc.
and 940 were injured. 33 % of the total accidents (iv) Preparation of Rapid Action Plan – Based
involved pedestrians. Traffic offences numbering on quick assessment of traffic situation, a
more than 40,000 were reported in the month Rapid Action Plan containing programs and

INDIAN HIGHWAYS│November 2017 51

 Technical Paper

plans that can be implemented immediately 4.2 Case study 2

were prepared by NATPAC. Baseline Data Collection for Demonstration
(v) Interaction with Stakeholders - Frequent Corridor (80 Km stretch from Kazhakuttam to
and regular one to one interaction were Adoor Section of MC Road)
carried out with various stakeholders like
Corporation, NHAI, PWD, Police etc. NATPAC has undertook a study to collect the
(vi) Preparation of Traffic Operation Plan – baseline data of the demonstration corridor from
Report containing short, medium and long Kazhakuttom to Adoor which is a road developed
term proposal for the study stretches will be under Kerala State Transport Project (KSTP).
prepared based on detailed site investiga- The project envisages a participatory model by
tion. involving the local communities and stakeholder
(vii) Implementation of TEAM Measures – departments in establishing a sustainable road
Detailed project report for implementation safety model with can be replicated in other road
of the schemes proposed were prepared stretches in the State.
along with tender documents. In phase 1, various road safety performance
(viii) Road Safety Campaigns): An Exhibition indicators from the baseline data was computed
van named ‘Road Safety Awareness using iRAP. The star rating showed that almost
Publicity Vehicle’ was procured by 99 percentage of road length is of lowest star
NATPAC which had external decorations, (single star) rating i.e. most risky for pedestrians.
LED Video screen on the side for
Further 92 percentage of road length for bicycle
exhibiting the films and Public
is also single star rating. It implies that road
Announcement System. This was used for
improvement and road safety measures have to be
road safety campaign through audio visual
oriented towards “Vulnerable Road users”.
program and distribution of road safety
materials. In phase 2, Details of traffic studies, extend of
(ix) Training to Road Users – Identification of helmet usage, adherence to seat belt, trauma care
various target groups like auto drivers, taxi facilities and awareness of rules and regulations
drivers, drivers of commercial vehicles, and were studied and recommendations suggested.
government vehicles, private vehicles, In phase 3, detailed safety audit of the stretch
students etc were done by NATPAC with
was done and deficiencies identified, which are
support from MSIL.
Skewed layout of the junctions, Unsafe accesses
(x) Display of Road Safety Messages – Road
to land uses with no visibility, Unsafe gradient of
safety messages by Electronic display were
the side road, Direct access to the State highway
made by NATPAC.
from the traffic generators like schools, colleges,
(xi) Technological Interventions - Assess and
hospitals, Lack of proper pedestrian crossings,
monitor traffic flow and behaviour of road
On-street and unsafe parking at junctions by the
users by installing appropriate devices like
autos, taxis, buses and lorries, Dangerous curves
cameras.
with insufficient sight distances and Conflicting
The study commenced in the month of July 2016
land use development along the road.
and completed in the month of August 2017.
Evaluation of schemes implemented will be taken This corridor is being developed as a model safety
up in the month of January 2018. corridor by PWD.

52 INDIAN HIGHWAYS│November 2017

Tender Notice

INDIAN HIGHWAYS│November 2017 53

 Tender Notice

54 INDIAN HIGHWAYS│November 2017

Tender Notice

INDIAN HIGHWAYS│November 2017 55

 Tender Notice

56 INDIAN HIGHWAYS│November 2017

Tender Notice

INDIAN HIGHWAYS│November 2017 57

 Tender Notice

58 INDIAN HIGHWAYS│November 2017

Tender Notice

INDIAN HIGHWAYS│November 2017 59

 Tender Notice

60 INDIAN HIGHWAYS│November 2017

Tender Notice

INDIAN HIGHWAYS│November 2017 61

 Tender Notice

62 INDIAN HIGHWAYS│November 2017

 MODE PRIORITIES
The priority in urban transport planning should shift from planning for motor vehicles to non-polluting,
energy efficient, people-centric and safe modes of transport providing access to all.
MODE PRIORITY
Highest

Pedestriarns

Non-Motorised Vehicles/
Human Powered Vehicles

Public Transport / IPT

Frieight Vehicles (Light > Heavy)

Taxi Services / Car Pooling

Private Motor Vehicles

Lowest

Mode Priority in Street Design

Source: IRC Draft Document “Manual for Planing and Development of Urban Roads and Streets”

FEEDBACK SIGNS
Increasing number of road accidents in India are due to over-speeding and the limitation of
the current speed limit signs in India has created the need for a smart speed limiting solution.
Driver Feedback Sign (DFS) are designed to display real-time feedback about the speed of
the vehicle to the driver. It measures the speed of the vehicle by using a radar and displays the
real-time speed of the vehicle on a LED display. These signs have a high impactpolycarbonate
face and can be programmed to flash when motorists exceed the speed limit. Driver Feedback
Signs present the driver with a highly visible display in the daytime or nighttime and under
all-weather conditions. DFS with its better sign visibility alerts motorists when they are over speeding
and helps protect pedestrians and other vulnerable road users. It can be very effectively used on city
roads near schools, hospitals and residential areas to warn speeding motorists to slow down. The idea
is to warn speeding vehicles continuously and inculcate a culture of driving within suggested speed
limits.

Driver feedback Signs

Source: IRC Draft Document “Guidelines for Traffic Calming Measures in Urban and Rural Areas”
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