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Volume : 46 Number : 12 Total Pages : 68

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stations, viaducts, architect design of stations and technical services.

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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
 Indian Highways
Volume : 46 Number : 12 ● December, 2018 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934

Contents
 From the Editor's Desk 4-5
 Advertisements 2, 6-8, 66-68
 Announcement, IRC International Seminar 9-10

Technical Papers
 Hybrid Annuity Model in Highways - from Effective Procurement to Effective Delivery 11
By K.S. Krishna Reddy and Masood Sharief
 National Highways & Infrastructure Development Corporation Ltd. Technology Initiatives 15
By Rahul Gupta
 Maharashtra Samruddhi Mahamarg – The Prosperity Corridor : A Brief Project Outline 23
By Radheshyam Mopalwar, IAS, Anilkumar. B. Gaikwad and Dattatray Bhonde
 Evaluation of Rutting Performance in Plain and Modified Bituminous Concrete Mix Using Steel Slag as  33
Partial Filler Replacement
By Gowtham C and K Ganesh
 Bridge Condition Assessment – An Analytical View in Reference to Code of Practice 42
By A. Narayana Rao and Prof. K.M. Lakshmana Rao
 Economic Analysis for Capacity Augmentation and Changing Wheel Path 53
By Swapan Kumar Bagui and Atasi Das
 Prioritization of Road Safety Measures Using iRAP Analysis Tool at Critical Black Spot Locations in  57
Delhi Urban Area
By Prof. P.K. Sarkar and Shawon Aziz
 ING-IABSE Announcement 41

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

E-mail: secygen.irc@gov.in
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

INDIAN HIGHWAYS│December 2018 3

 From the Editor's Desk

Asset Management System for Road Sector

India has the 2nd largest road network in the world. Road infrastructure asset is one of the most valuable assets
of our country. Proper management of these assets is very important for economic prosperity and quality of
life.
Roads and bridges are subjected to stresses when traffic passes over them. The induced stresses in the structures
depend on the axle load of the traffic and condition of the structures. The stresses in pavements also depend
on the support generated by under lying pavement layers. The damage due to induced stresses accumulates
over the years and lead to crack development in the structures. The road pavements and bridges require regular
routine maintenance for serving the traffic during the design life. Lack of proper upkeep of these structures
lead to increased damage and sometimes premature cracking. In cracked condition, rate of damage to the
pavements further increases leading sometimes to its premature failure which may require costly rebuilding
of crust. Proper upkeep of structures after these are opened to traffic is financially a better option. The proverb
“A stitch in time saves nine is very appropriate for maintenance of roads and bridges”.For better return on
investment assets which are being created using public money require effective and timely maintenance.
The type of the pavements of roads in the network are different. We have gravel, unsurfaced, bituminous
surfaced and concrete roads. The repair techniques for all these roads are different. Gravel roads are repaired
with gravels, metaled roads without wearing surface are maintained by stone aggregates, bituminous roads are
repaired with bituminous material of the same type of existing surface and for concrete roads crack filling and
replacement of sealant is required. For maintenance of bituminous and concrete roads IRC:82 and IRC:SP:83
respectively are very useful reference documents.
Modern Computer based Asset Management
Traditional system of repair by departmental road gangs at project level was workable when length of road
and volume of traffic was low. Now with the increase in the length of roads, number of bridges volume and
speed of traffic in a network , a need has arisen to use survey vehicles for condition assessment of roads and
to prepare road inventory. The data is stored in computers. With the availability of actual road condition and
traffic input, it is possible to prepare realistic repair proposals and to rationally prioritize roads for taking up
repairs under annual budget and other programs. In this system there is transparency at all stages of work. The
repair estimate is prepared by pre-qualified consultants using MS Office. The pre-qualified contractor's are
allowed to take part in bidding. The contractors are selected by open bidding. The supervision of contractors
work is by departmental engineers/supervision consultants. Performance based contracts are prepared for
maintenance works. Medium size construction machinery is used in repairs by the contractors. Maintenance
and repair through contractors, better utilization of funds by repairs through performance based contracts are
salient features of the modern asset management. With computer based asset management plan it is possible to
forecast condition of road network according to the availability of budget and to prepare annual maintenance
and long term asset management plan for discussion with stakeholders including finance department. It is
possible to optimize funding requirement based on desired network performance. Network maintenance
strategy can be decided at highest level and direction given to engineers for implementation.
The deficiencies and maintenance needs of all roads in a network are considered instead of individual road/
roads. For computer based modern road asset management,change in mind-set across the department is very
important. A dedicated planning and asset management unit should be set up in the department right from
the initial stages of implementation. This unit shall be preparing asset management plan, and then presenting
it to the government. Continuous training and involvement of all senior level officers is vital. Road asset
management must be a part of regular business process of the department. Actual basic data of road is used in
preparation of detailed project reports. The priority for maintenance is based on the existing condition of the
structures and traffic.

4 INDIAN HIGHWAYS│December 2018

 From the Editor's Desk

Computer based Asset management is effective for maintenance of road and bridges. Actual road condition,
and volume of traffic is input in the preparation of repair estimates and design of maintenance treatment.
Consultants prepare the maintenance treatment keeping in view climate of the area, availability of local
materials, and availability of machinery etc. Road selected under different schemes for maintenance,
reconstruction, rehabilitation, etc. are based on output from Road Asset Management System. It is possible
to identify consequences of deficit funding on network health. Computer based modern asset management is
definitely a better model before the Govt for asset management.
Requirement for effective Road Network Management:
1) ROAD INFORMATION SYSTEM:
It needs to be accurate, relevant, up-to-date and reliable as per the needs of effective maintenance.
Data is collected using Automated Road Survey Vehicle. Main features of data collected are GIS
referencing and road inventory. The road inventory includes road length and geometry , width of road ,
type of pavement and right of way in different kilometers. height of embankment, history of pavement
development, location of accident black spots, location of parked ambulances and accident recovery
vehicles, types of cross-drainage works and their location etc. For pavement structure, pavement
deflection survey by Benkelman Beam/falling weight deflectometer and Visual examination of test pit
and sub-grade soil is carried out. For pavement history information about pavement crust and overlay
laid is collected. Information about pavement distress such as potholes, cracked sections, failed sections
and pavement roughness is collected.
2. Bridge Information System (BIS):
In GPS System, location and size of cross drainage structure, such as culvert,minor bridge,major bridge;
span and year of construction etc. is recorded. Data is collected by visual survey which includes bridge
GPS Location, bridge inventory, condition of bridge, details of foundation, protection works, type of
substructure, bearings and superstructure etc. For condition assessment information is collected about
cracking, spalling, corrosion of reinforcement, settlement, scouring, deformity, condition of bearing etc.
Inspection of bridges at least once a year is required to decide the repair treatment and to fix priority for
repair of bridges.
3. Data for GIS based Traffic Information System:
Data includes classified traffic volume count with GPS location and axle load survey with portable axle
load pads,
IRC is preparing new “Guidelines on Asset Management” for guidance/adoption by highways departments/
engineers/professionals. Road Asset Management has already been taken up by Central and various State
Government departments who have developed separate modules and system for data collection process,
analysis process, decision making system etc. The World Bank is also providing financial assistance to some
state governments for creating and maintaining road infrastructure and asset management. In order to share
existing experience of various government departments on “Road Asset Management” and also to get feedbacks
for framing national/uniform guidelines on subject, IRC and World Bank jointly organized one day Workshop.
The existing Asset Management System of some states Assam, Karnataka and Bihar were discussed in the
workshop. The proposed IRC guidelines will cover best practices being followed internationally as well as
within the country and will be a very useful document for the profession.

(Sanjay Kumar Nirmal)

Secretary General

INDIAN HIGHWAYS│December 2018 5

 Advertisement

6 INDIAN HIGHWAYS│December 2018

 Advertisement

INDIAN HIGHWAYS│December 2018 7

 Advertisement

8 INDIAN HIGHWAYS│December 2018

 Announcement

Indian Roads Congress

Organizing
Two Days International Seminar
on
“Construction and Rehabilitation of Rigid Pavement-Current
Practice and Way Forward”
On 18th and 19th January, 2019 at New Delhi (India)

Excellent opportunity to learn the best practices from renowned experts from the country and
across the globe.
All are benefited from better road construction. All the stakeholder are invited to attend the two
days International Seminar to become partner in road construction.
Who should attend: Central/State Government Departments/Agencies, Manufactures,
Consultant, Public Sector Undertakings, Autonomous Organization, Research/Academic
Institutions, Road Sector Project Executing Agencies both from Government and Private Sector
including Concessionaries.
Themes of the Seminar:
Session 1: Planning and Design of Rigid Pavement
Session 2: Construction Materials and Technology
Session 3: Evaluation and Health Monitoring
Session 4: Repair and Rehabilitation
Session 5: Case Studies
Opportunity available for Advertisers and Exhibitors to Display of Products on first-come-first
serve basis.
For further details and enquiry for getting associated with the International Seminar, please
contact following officers.

For Sponsorship and For Registration For Submission of

Advertisement in Souvenir Technical Papers

Shri Naveen Tewari Shri Naveen Tewari Ms. Shilp Sree

Section Officer Section Officer Assistant Director (Tech.)
Tel. 011-26171548 Tel. 011-26171548 Tel. 011-26185273
E-mail: admn.irc-morth@gov.in E-mail: admn.irc-morth@gov.in E-mail: ad.irc-morth@gov.in

For more details please visit the IRC website www.irc.nic.in

INDIAN HIGHWAYS│December 2018 9

 Registration Form

10 INDIAN HIGHWAYS│December 2018

 Technical Paper
Hybrid Annuity Model in Highways - from Effective
Procurement to Effective Delivery
Dr. K.S. Krishna Reddy1
1. INTRODUCTION
Karnataka Highways PPP programme under World
Bank funded KSHIP-II loan was launched at a time
when the Indian Highways market saw early symptoms
of downtrend primarily led by two factors – (a) lack
of project preparedness in terms of clearances, land
acquisition, etc and (b) aggressive bidding triggered
by optimism bias in speculative parameters like traffic
estimates. The immediate effect was delayed and stalled
PPP projects leading to financial distress for large set of
contractors and eventually banks being uncomfortable
with the sector. Infact, the sectoral landscape was seen to
be changing fast as seen between Tranche I and Tranche
II of the programme. The key challenges and therefore
the key questions that the Project Implementation unit
was faced with were:
● How to structure the project to curb liquidity
problem without compromising performance?
● How to establish confidence in the market (lenders,
concessionaires)?
● How to cater to the fast changing sectoral land-
scape?
● How to restrict aggressive bidding while
improving focus on efficiency driven value for
money?
● How to enable reduction in public finance
burden?
2. IMPACTS
While the challenges were addressed effectively that are
elaborated under Level of Innovation section, the larger
achievements under the programme are:
2.1 High Level of Participation
● At RfQ stage, 141 applications were received
against 4 projects in tranche I (Hybrid Annuity
1 Secretary, PW, P & IWT Deptt., Government of Karnataka
2 Superintending Engineer, KSHIP, Government of Karnataka, E-mail: se2kship@gmail.com
Dr. Masood Sharief2
PPP), while 101 applications were received against
6 projects in tranche 2 (Co financing PPP).
● At RFP stage, 4-6 bids were received for each
project in tranche I, while 2-4 bids were received
for each project in tranche II.
2.2 Successful Financial Closures
● 7 out of 8 projects have achieved financial closure
in last 2 years while the last project of the two
tranches have been awarded recently is likely to
achieve financial closure by April 2017. This is
against a backdrop where most of Highways PPP
projects in National and State level has struggled to
achieve financial closure.
2.3 Higher Efficiency in Cost - Value for Money
● Under tranche I, 2 out of 4 projects were awarded
on Hybrid Annuity with an estimated INR 2Bn in
savings (VfM). Balance 2 projects were rejected
under hybrid annuity and repackaged under EPC
mode due to likely negative VfM.
● Under tranche II, 6 out of 6 projects were awarded
on co-financing annuity with an estimated INR 2.5
Bn in savings (VfM).
● Overall, the KSHIP II PPP programme (comprising
close to 670 km of sustainable State Highways
development & maintenance at value circa
INR 25 Bn) is likely to achieve savings in tune
of INR 4-5 Bn as compared to traditionally
implemented projects.
2.4 Higher Efficiency in Time and Quality
● Tranche I projects are nearing completion and
the performances have been far more superior to
traditionally procured contracts. Inspite of tight
time-line targets, both projects are likely to be
completed on or before time. The comparisons of
INDIAN HIGHWAYS│December 2018 11
 Technical Paper
progresses of the two Hybrid Annuity Concessions
under tranche I against traditionally procured
projects are provided below:
2.5 Faster Provision of Public Services
● Due to efficiency in construction, the assets are
likely to be made available to pubic users 1-2 years
ahead of time in comparison to traditional routes.
This is likely to create substantial public benefits
and possible additional toll revenue for Authority.
2.6 Reduced Cost of Borrowing
● Under co-financing PPP model, Karnataka SoE
for Highways were able to raise INR 2.4 Bn of
commercial debt by ring fencing toll revenue at a
reduced cost of capital. The reduction in cost of
capital has been in tune of 135 bps in comparison to
its’ traditional mode.
3. LESSONS LEARNED
● Highways sector is dynamic with changing needs
and appetites of stakeholders. Therefore it is
necessary that project and procurement strategies
be realigned during every programme.
● Preparedness level is critical and in that direction,
behaviors need to be aligned. Even when capacity
may exist, motivation/commitment levels need
to be improved. It is necessary that commitment/
motivation issues be addressed adequately and
innovatively to manage people risk.
● Authorities can always be enticed to develop
one sided contracts. However, focus to develop
balanced contracts that create win-win situation
for public and private sector is critical.
● Market promotion to improve outreach to
contractors need to be critically looked at every
project.
12 INDIAN HIGHWAYS│December 2018
● Scientific decision making tools like value for
money are essential to take right procurement
decisions. Analytical workshops to educate
decision making bodies on VfM and Whole Life
Cycle Costing thought processes are essential for
buy-in.
4. LEVEL OF INNOVATION
To address the challenges, the Procurement Team in
KSHIP with assistance from World Bank Specialists
and Consultants conducted market consultations and
workshops at multiple levels with concessionaires,
lenders and Ministry officials. Subsequently, the
challenges were addressed in the following manner:
4.1 Improving project data: Usual process following
in Indian Highways PPP was to prepare a feasibility
study. However, for KSHIP II, the procurement team
undertook preparation of Detailed Project Report
(DPR) instead. This had two key impacts. Firstly,
this enabled detailed examinations to understand
social, environmental and design requirements
while also understanding the material costs,
sources in-depth; thereby assisting in better project
preparations. Secondly, such DPR was shared with
bidders for reference purposes, activating a data-
room concept for the first time in Indian PPPs. It
was acknowledged that detailed pre-bid studies by
bidders are often expensive and may deter bidders
from bidding in illiquid market. The DPR was
aimed at reducing such sunk-cost to bidders to an
extent.
4.2 Improving project preparedness and adding
flexibility levers: Clearances and land acquisition
process was fast-tracked. Consequently, 100%
clearances were obtained at RFQ stage and
80% fit for construction land was provided to
concessionaires before financial closure. In
addition, the contract was customized with a
provision to enable delink project stretches for
which land procurement is delayed (on payment
of an amount equivalent to construction cost to
Authority and without modifying annuity figure).
This improved bidder as well as lender perceptions.
4.3 Managing people risk: Project preparedness is
contingent on the commitment and behaviour of
the people involved. In this direction, sensitization
workshop was conducted under tranche II, to
inform relevant stakeholders of the monetary
and economic loss that could emerge because of
failure in achieving readiness within committed
time lines. This was aimed at improving ownership
 Technical Paper
and accountability among staff. Also in 2nd tranche
of procurement of Co-financing PPP contracts,
this was further guided by World Bank team’s
recommended gateway approach in procurement
process where the gateway approvals were
contingent on preparedness levels.
4.4 Improving focus on efficiency: Aggressive
bidding had been a key issue in Indian Highways
PPPs. However, such aggression was much more
pronounced in toll-based projects (in comparison
to annuity projects) where traffic estimates often
suffered from optimism bias. In this direction,
annuity project was preferred to de-risk project
from traffic/demand risk, which were found to
be reinforcing speculation based bidding rather
than efficiency based bidding. Further, to ease
liquidity issues, 50% of the construction cost was
proposed to be paid during construction stage
subject to achievement of five physical progress
and financial progress based milestones. Overall,
such model had multiple benefits. Firstly, 50%
of construction cost which under the traditional
annuity model would be contributed by expensive
private sector capital was replaced by World Bank
loan with relatively cheaper cost of capital. This
overall led to financial efficiency. Secondly, such
hybrid model had not only eased liquidity issues,
but also led to gains emerging from effective
working capital management. Thirdly, the focus
on speculative element of bidding in terms of
traffic estimation was shifted to efficiency element
on cost reduction. This format of PPP was termed
as Hybrid Annuity. Tranche I of KSHIP II projects
were launched on Hybrid Annuity PPP model.
4.5 Reducing fiscal burden: In Tranche II of KSHIP
II projects, the hybrid annuity model was advanced
further. At this stage, reducing fiscal burden
was also noted to be a key consideration. In this
direction, the model was restructured. Under the
model, 40% of construction cost was proposed to
be paid during construction stage wherein 20%
was being supported through World Bank Loan
and another 20% by commercial debt raised by
State Owned Enterprise (SoE) ring fencing toll
revenues. This format of advanced hybrid annuity
was termed as co-financing PPP scheme.
4.6 Strategic innovations: Co-financing PPP scheme
while being innovative required sufficient sub-
level innovations to be tested out. For example,
the concept of SOEs raising commercial debt by
ring fencing toll revenues was new to the lenders,
and had to be taken under a structured finance
approach with sovereign guarantee. Further, the toll
collection contract developed to enable collection
of toll revenues had to be piloted on atleast one
project, before it could be showcased to lender.
The pilot had major constraints arising from (a)
overflow of toll collection contracts at National
Highways level which limited contractors’
attention to State Highways tolls and increased
risk of no-response event (b) local resistance. In
this direction, a community participation enhanced
drive was launched to encourage and develop
capacity among local stakeholders like truckers’
association, mining agencies, entrepreneurs,
etc. With such localised strategy, the pilot was
successfully launched without local disruptions
providing confidence to the model.
4.7 Towards stronger Qualification process: The
procurement team remained conscious about
the fact that getting adequate responses were
not sufficient. The project can be only deemed
successful when financial closure is achieved,
construction is completed within time/cost/quality
and project is adequately maintained & operated.
Therefore, the RfQ requirements were stepped
up to ensure each member whose financial and
technical capacity is taken into consideration not
only has adequate stake in the project, but also
each member has adequate strength to execute
the project on standalone basis. Similarly, in a
country’s first, O&M experience requirement was
also added with the O&M member having adequate
stake in project. In addition, capacity checks
were included to restrict award of more than one
project to a single player unless such aggregate
capacity qualifications are demonstrated. Such
steps enabled a thorough screening mechanism
qualifying players with adequate experience and
capacity.
4.8 Towards stronger performance: The KPIs in
the contracts were revamped to ensure simple yet
comprehensive performance regime. For example,
KSHIP II contracts were among the first to include
a comprehensive time-bound response based
mechanism to maintenance need, environmental
and safety management plan, amongst others. This
was aided by a detailed Contract Management Plan
and Dispute Resolution Plan to operationalize the
contractual provisions.
4.9 Stronger dispute resolution: Long drawn disputes
had been a key deterrent in Indian Highways
INDIAN HIGHWAYS│December 2018 13
 Technical Paper
Sector, especially for foreign contractors. In this
direction, a robust time-bound dispute resolution
procedure was included in the contract with
provisions to improve bidder perceptions. For
example, provisions to enable arbitration under
UNCITRAL rules and SIAC were introduced as
one of country’s first yet again.
4.10 Value for Money: While the Authority was
conscious about avoiding aggressive bids which
were often unworkable leading to project failure,
it was also conscious about restricting expensive
bids. In this direction, a value for money model
was prepared with deliberation from World Bank
experts, transaction advisors, Line Ministry
officials and State Finance Ministry officials to
test the bids received and understand the loss/
gain to the exchequer (in comparison to what
if the projects were procured under traditional
formats). It must be noted that precedence in India
on such award decisions were based on Equity
IRR prediction i.e. what returns the private sector
will generate at the quote?.However, with VfM,
we essentially transition to asking ourselves which
route will lead to higher Government savings?
This was a substantial reform that was brought in
under KSHIP II. Under two tranches of KSHIP II,
10 number of projects were launched. Out of the
10 projects, 8 projects were awarded and 2 projects
were rejected so-far. The VfM exercise is a key
reform undertaken in the procurement system, and
is now enshrined in all highways PPP procurement
decisions of the line ministry.
4.11 Targeted market campaigns: While Tranche
I of KSHIP II contracts were launched under
circumstances where the key reason of concern
was supply side (limited capacity among
contractors), under tranche II there were both a
supply side (limited capacity) and demand side
14 INDIAN HIGHWAYS│December 2018
(high supply of projects) issues. Essentially under
tranche II, both bidders competing for projects as
well as projects were competing for bids. Such
circumstances led us to have market campaigns
that focused on (a) improving market confidence
and creating differentiators by showcasing project
preparedness, technical readiness, contract
structure, financial profiles, etc (b) enhancing
reach to bidders by proactive workshops and road
shows.
5. REPLICABILITY
Direct replication may not always be possible, and hence
local customizations are needed. For example, annuity
payments are in a long term horizon and therefore
ability of the Government to pay annuity is often seen as
payment risk. Such perception of risks may be enhanced
in economies where fiscal indicators appear weak, and
therefore may need to be tackled with Line of Credit,
Infrastructure Guarantee Schemes, etc.
These are models with some customizations are being
adopted by Government of India for National Highways
Development Programme as well as by States of Kerala,
Gujarat, Rajasthan, MP, Tamil Nadu, amongst other, for
Highways programme.
6. CONCLUSIONS
● Value for Money exercise is beneficial to government
for testing the bids received and understand the
loss/gain to the state exchequer.
● Higher efficiency in reducing time and cost
overruns in the projects.
● With increased efficiency in construction, the
assets are likely to be made available to public
users 1-2 years ahead of time in comparison
to traditional routes. This is likely to create
substantial public benefits and possible additional
toll revenue for Authority.
 Technical Paper
National Highways & Infrastructure Development
Corporation Ltd. (NHIDCL) Technology Initiatives
Rahul Gupta*
1. INTRODUCTION
NHIDCL is a Public Sector Undertaking under the
Ministry of Road Transport and Highways, Govt. of
India. It was incorporated four years ago in July 2014
and started functioning in Sept. 2014 with the objective
to develop National Highways and other infrastructure
at fast pace in the North East and Strategic areas of the
country sharing International Borders. Presently the
efforts are focussed on economically consolidating these
areas with overall economic benefits flowing to the each
and every strata of local population & integrating them
in more robust manner with the National Economy.
2. More than 13000 kms of highways, bridges and
tunnel projects have been assigned to NHIDCL, out of
which it has already awarded works of approx 2900 kms,
while it is working on development of the remaining.
It has completed about 700 kms of works. This has
brought especially in States like Manipur where lines for
communication had literally assembled. NHIDCL has
geared itself to take up to mega projects e.g. 14.2 km long
Zojila tunnel, 6.5 km long Z-morh tunnel, 20 km long
Dhubri-Phulbari bridge, 3 km long Kaliabhomra bridge
on river Brahmputra etc. These projects have brought
NHIDCL face to face complex technical, contractual and
other challenges.
3. In a short span of time of four years, NHIDCL has
been able to expedite the construction of Highways and
development of other Infrastructure in the North-Eastern
and Strategic Border areas of the country. These days,
the construction of highways in the hilly terrain requires
special techniques using the new technology along with
* Executive Director, NHIDCL; Chief Engineer, MoRT&H, New Delhi
the conventional method for longer durability, safety and
stability of the highway. NHIDCL has taken many steps
to adopt the new technology like soil stabilisation, slope
stabilisation etc. which are either included in the IRC
Codes/Manuals or widely being used in the other parts
of the world for some projects.
4. NHIDCL has also taken numerous initiatives
to ensure sustainability of roads being developed
by promoting green technologies permitted by IRC
codal provisions, which are climatically resilient and
environmentally friendly especially in areas or regions
having acute scarcity of construction materials. In the
State of Tripura, having acute shortage of aggregates,
widening two lanes with paved shoulders of one
74 km. long road projects has been successfully
completed before scheduled completion time by
replacing the conventional pavement layers (GSB,
WMM-Base, DBM-binder course) with Cement Treated
Sub-Base (CTSB) of brick ballast and Foamed Bitumen
treated Reclaimed Asphalt Pavement (RAP). By adopting
this methodology, the quantities of aggregates used in
pavement layers reduced by almost 50%, including the
total thickness of pavement by 45%. The performance
of the pavement is being monitored rigorously, and the
defects, if any, will be removed during the defect liability
period.
5. Similarly, in Dimapur-Kohima 4-laning work,
a stretch of 4.0 km is being developed with stiff
cementitious sub-base with a crack relief layer of
aggregate inter layer below the bituminous surface. This
treatment reduced the occurance of base and sub-grade
INDIAN HIGHWAYS│December 2018 15
 Technical Paper
failure resulting in fatigue cracking, with its typical
alligator crack pattern.
Fig. 1 Pavement with Cement Treated Sub-Base (CTSB)
Fig. 2 Laying of Cementitious Base Layer
6. Hill slope protection using value
engineering techniques prevent
landslides and environment:
In Hilly terrain, hill side cutting and stream/river banks
experience extensive damages/slides due to erosion
from water resulting in environmental degradation.
NHIDCL has adopted following technological initiatives
in Protection work of various landslide zone, resulting
in value engineering to mitigate environmental
concerns.
6.1 Erosion Control Using Two Dimensional (2-D)
Synthetic Geogrids/Netting
With the provision of polymer geogrid mesh for root
reinforcement, extremely high density of grass growth
can be achieved. Geogrid reinforced slope protection has
16 INDIAN HIGHWAYS│December 2018
been shown to provide erosion protection equivalent to
250 mm thick revetment and is treated as an attractive
cost-effective alternative solution. Under erratic
weather conditions, successful vegetation growth and its
maintenance depends on unseasonal rainfall and hence
longer life of reinforcing material would be required for
ensuring vegetation growth apart from contribution from
the mesh towards reduction in velocity of surface runoff.
Most ordinary turfing as well as agro based nettings
may fail to provide erosion prevention in areas which
experience repetitive change in climate, prolonged
drought in particular.
Use of polymer geogrid mesh provides a permanent
protection as it is not biodegradable. When compared
with such similar root reinforcing concepts by using
natural fibres, it compares very favourably, because
of its longer life and almost unfailing success rate for
vegetation growth year after year.
Fig. 3 (2-D) Synthetic Geogrids/Netting
6.2 Three Dimensional Erosion Control Mat/Rolled
Erosion Control Products
Relying upon vegetation growth alone may be sometimes
very unpredictable and unreliable as it may be extremely
difficult to achieve 100 percent vegetation coverage,
leaving exposed areas vulnerable to erosion. Furthermore,
vegetation may sometimes dry up or become diseased,
reducing its erosion control capability. Reinforced
vegetation (or reinforced grass) is a better method that is
being practiced for enhancing slope stability and erosion
control. The synthetic materials that have been adopted
 Technical Paper
in reinforced grass technique have two forms. They can
be two dimensional polymeric meshes, a mesh being
an extruded net with apertures to allow grass growth or
they can be three dimensional mats, these being multi-
filamented materials having specified thickness. Such
materials are also known as Rolled Erosion Control
Products (RECPs).
3-D Mats/RECPs can also be made using biodegradable
natural fibres such as straw, jute, coir or wood shavings
(used individually or in combination) stuffed into
polymeric or organic nettings on either side to form a
mat or blanket like structure. 3-D mats having a wide
ranging variety of strength are available. The material
used for manufacturing these mats also varies.
7. In Zojila tunnel, power requirement during
O&M phase will be 20 MW. Feasibility of meeting this
power requirement from new and renewable sources
viz. Geothermal and Solar Power is being explored, in
consultation with Ministry of New & Renewal Energy
(MNRE).
8. NHIDCL is in process of implementing key
strategies to become major infrastructure company at the
earliest. To achieve this objective, the Company since
its inception has adopted IT initiatives like. e-Office,
e-Tendering, e-Monitoring, e-Access for better efficiency
& transparency. The Company also endeavours to
facilitate the use of new and apt technologies in the
field of materials, design and work processes to enhance
quality, durability, execution speed, cost reduction, safety
standards and environmental mitigation management.
9. Information Technology
Initiatives
NHIDCL has been instrumental in adoption of
Information Technology based tools in procurement
of works, materials and services. It has developed two
e-platforms, which have been adopted nationwide for
NH works, namely,
...........
9.1 Infracon
A National Portal “INFRACON” has been developed for
procurement of Consultancies Services, which has been
adopted by Ministry of Road Transport & Highways for
NH Works. It has resulted in substantial elimination of
paper work during bid submission and evaluation and
imparted total objectivity & transparency to the bidding
process. Registration facilities to individual Highway
Infrastructure professionals has opened a single window
for them to showcase their experience and contribute to
Nation Building.
9.2 Inam-Pro
A market place for selling and buying cement and other
raw materials facilitating the Contracting Industry.
INAM-PRO has been expanded to INAM-PRO+ to
cover the steel industry, construction equipments and
other highway construction materials. Salient features of
INAM-PRO+ portal are at Annexure-I.
10. NHIDCL envisages to create a platform to develop
scientific and innovative temper by involving Experts
(National & International) and Leading Research
Institutions for exchange of ideas and becoming a leader
in the industry. In this regard, MOU with IIT, Guwahati
and North East Centre for Technology Application and
Reach (NECTAR-Ministry of Science & Technology)
have already been signed to associate them as our
technology partners.
11. In its endeavour for sustainable development of
National Highway Infrastructure, NHIDCL is ensuring
all possible steps for protection & conservation of
ecology and environment during execution of work by
bringing new technologies for pavement construction,
slope protection and soil stabilisation. The approach
of the company for development of highway and
allied infrastructure in north-east region has opened
up many avenues for growth of new entrepreneurs,
contractors, suppliers and employment to the local
population.
INDIAN HIGHWAYS│December 2018 17
 Technical Paper
INAM-Pro+
1. Overview
India has 2 largest road network in world spanning over
nd
5.2 million Kms as of FY 2016-17. The Infrastructure
spending in India currently stands at 8% of GDP and
going forward the aim is to increase it to 10%. The extent
of scaling up needed in infrastructure development in
India is huge as evident from the Government’s plan of
constructing National Highways at rate of 30 km/day.
The inadequacy of quality infrastructure materials in
India at competitive prices, leading to increased trade
and transaction costs, has long been recognized as a
handicap to economic development since most of the
prominent Construction Materials are extracted from
quarries not manufactured in factories. The price has,
therefore, always been contentious issue. Also it has been
observed that the cement prices fluctuate quite often by
creating an artificial shortage and forming cartels. All
these anomalies led Hon’ble Minister, MoRTH to advise
an IT enabled solution for which an IT task force was
constituted in MoRTH. Accordingly, the idea of INAM-
Pro+ was conceived in 2015.
INAM-Pro+ is a web based platform for connecting
Buyers and Sellers in Infrastructure Industry. The
objective of this portal is to enhance transparency and
competitiveness in the Highways and Infrastructure
sector. The portal was introduced in 2015 by National
Highways and Infrastructure Development Corporation
Limited (NHIDCL), a PSU under Ministry of Road
Transport and Highways (MoRT&H). This platform
brings prospective Sellers and Buyers of Infrastructure
Industry under one umbrella through a government
website (www.inampro.nic.in) to mitigate overall
costs incurred towards their marketing through agents,
publicity etc. As the Highways are being built rapidly
in India to strengthen the country’s Infrastructure, the
platform promotes transparency of prices and reduces
efforts in peer to peer communication at all levels of
procurement in Infrastructure Industry. The products
being used in Infrastructure industry can be listed on
INAM-Pro+ portal which provides real time information
on Prices, Specifications, Order processing, Payment
Gateway for enhancing ease of doing business and
therefore will prove a boon for small entities for reaching
wide audience.
Being a transparent and open portal, it provides the
data points on major products of Infrastructure industry
18 INDIAN HIGHWAYS│December 2018
ANNEXURE-I
and pushes for price consistency through different
markets as well as Schedule of Rates published by
Govt. Departments. The data driven approach allows
the decision makers to plan projects efficiently without
the resource of any additional administrative capacity.
INAM-Pro+ portal aims to free the infrastructure sector
from external impediments like materials shortages,
cost escalations due to material prices etc. which
have historically plagued the field of Infrastructure
development. Cement being the primary material in the
Industry, is monitored through the portal by a Ceiling
Price mechanism. It arrests volatility in Cement Prices
by maintaining an upper ceiling price which can be
updated only once in a year. INAM-Pro+ portal has been
recognized in Book of innovations “New Beginning”
released by Hon’ble Prime Minister Shri Narendra Modi
on Civil Services day.
2. Objectives
With INAM-Pro, an attempt has been made to eradicate
uncertainties and promote innovative practices which
will lead to better planning and accurate scheduling,
thereby facilitating overall improved project execution
throughout the country. The main objectives are as under:
a. Creating a wider network of Sellers and Buyers
which would be accessible with the click of a button
from any location across the globe.
b) Bringing uniformity among Schedule of Rates
being published by Govt. Departments for better
cost estimation of Large Infrastructure projects.
c) To serve as a product library to new entrants such
as Startups and thereby reducing barriers as well as
promoting further cost cutting.
d) To speed up the entire process of project execution
by removing unnecessary delays.
e) Alleviating the problems of material shortages
created artificially.
f) Bringing in transparency in the pricing of the
infrastructure related materials and removing the
business cartels from the picture for fair trade.
g) Encouraging competition in the industry for
generating greater sales for Sellers, as well as better
pricing for the Buyers.
h) Facilitating swift transactions and transfer of
money and resources between Suppliers and
Buyers. Besides these incorporations, it is also
aimed to encourage and eventually shift all
 Technical Paper

financial transactions related to this field on to a Central Public Works Department (CPWD), State Public
digital platform. With this, it is anticipated that the Work Departments (PWD), Municipal Corporations,
dependency on cash will reduce drastically, thereby Irrigation Departments, Defence organizations, among
reducing the chances of black money transactions, others.
tax thefts, besides moving towards making India a
4. Ceiling Price Mechanism
cashless economy.
i) To receive inputs from the Users and improving Ceiling Prices are frozen prices of Cement products which
the portal based on these inputs to make it a user- can be charged by a Cement Seller for one Financial Year.
friendly portal. These Ceiling prices (in Rs.) for Financial Year 2018-19
of different cement products are as under:
3. Promoting Best practices in the
industry and Government
India being a developing country is spending billions
of Rupees on Infrastructure through budgetary and loan
resources. These infrastructure projects are estimated
using age old practices which need to be updated at regular
intervals to save the public money. For example, Highway
Contracts are estimated with the use of MoRT&H’s
Standard Data Book and Schedule of Rates prepared by
different State Agencies. These instruments serving as
the standards for estimating the quantities and costs are Fig. 4 Ceiling Prices in North East Region of India
required to be updated since long and also include new
technologies/materials. INAM-Pro+ being a platform for
listing infrastructure products and services would help
as database needed for executing such changes. Thus the
platform has huge potential to revolutionize the Indian
Infrastructure industry if adopted by all stakeholders.
For the Cement industry, the target population of
Sellers includes all large scale cement manufacturers
in the country. In total 36 Sellers with their 152 plants
are offering 27 million ton cement. To cater Steel
industry, the target population of Sellers includes all
Fig. 5 Ceiling Prices in Plain Regions of India
manufacturers who are among producers manufacturing
from either their own mined ores, or from raw materials For preventing skyrocketing of cement prices, artificial
bought exclusively from standard primary producers in shortages & curtail hoarding practices, the Sellers are
the country. With 336 Sellers of various categories have not allowed to decrease their stock unless an order has
joined the platform and are listing their products daily. been committed against it. The Stock is issued once
The value of total stock available on INAM-Pro+ is order is delivered to the Buyer. Publicly visible real
approx Rs. 20,000 Crore. The listing of the products is time prices with stocks, basic info of Users is available
guided by product listing policy of INAM-PRO+. The at the portal for ensuring transparency. On Seller’s side,
products offered by sellers are confirmed by System one time updating of prices has been provisioned in
administrator after scrutinizing the images and content the portal. Sellers can increase their Ceiling Prices by
on the lines of product listing policy. 10% at max during every Financial Year. In F.Y. 2018-
19 only 9 out of 36 Sellers increased the Ceiling Prices.
The Portal can be used by any firm registered in India
The mechanism has helped in hedging of Cement prices
for purchasing products. The target population of Buyers
throughout the country as Seller cannot increase prices
comprises the Contractors and agencies who are involved
beyond Ceiling Prices.
in the Infrastructure Development projects that are
related to construction but not limited to Governmental 5. Challenges faced in implementing
bodies including National Highways Authority of Process changes
India (NHAI), National Highways and Infrastructure Prior to the development of this portal, the lack of
Development Corporation of India Ltd. (NHIDCL), a common marketplace led to the formation of a

INDIAN HIGHWAYS│December 2018 19

 Technical Paper
segregated network of Buyers, while at the other end
of the spectrum the suppliers still remained aggregated.
This disparity gave way to cartelization and inflationary
pressures on pricing of cement. INAM-Pro provides
a common platform wherein Buyers are aggregated,
volatility in prices is controlled using Ceiling Price
mechanism. Another huge challenge in this regard was
the practice of non-disclosure of prices. These industries
have traditionally been very secretive about their
prices, and did not prefer disclosing their rates to their
competition in fear of losing clientele. This even led to
cartel formations, which were disruptive to competition
in the industry. Cement and other materials were often
S. No. Pre-Deployment Problems
1 Delays due to artificial stock shortage.
Projects would often get delayed on account
of stock shortage which may not always be
true. This cost the government dearly for the
development would get stalled for that duration.
2 Artificially inflated prices.
Due to above mentioned artificial stock
shortages, prices would escalate for whatever
stock was available, as the demand would be
high, and supply short. This invariably led to
cost escalation for the overall project.
3 Limited knowledge about prospective Buyers in
the industry. Earlier knowledge of prospective
Buyers, and thereby prospective markets for
sale of products could only be acquired by
means of setting up offices in the regions, or
doing market surveys, or simply word of mouth
through every Seller’s private communication
or retailer networks. This was a costly and
unreliable affair.
4 High prices due to middle-men. To sell
products in a region required a vast retailer
and/or wholesaler network establishment. This
directly translated to colossal establishment,
maintenance, and service commission costs
which reflected in the product price.
5 Tax theft and Black money problems.
In an industry that worked with cash transactions, location of purchase and location of delivery of product,
the rate of tax theft was high. Retailers would applicable taxes are added directly to the final payable
often sell the product at a cheaper rate by not price.
reporting the sale and thereby not paying the
requisite tax amount.
20 INDIAN HIGHWAYS│December 2018
sold at artificially inflated price due to hoarding practices
prevalent in the industry. This led to not only escalated
project costs, but also delayed project executions due to
the false shortage.
The lack of transparency and existence of middlemen
between Buyers and Suppliers crippled the system by
adding costs and time to transactions for basic construction
materials. INAM-Pro has therefore been designed
to ensure swift transfer of payments and resources
directly between Buyers and Suppliers, and to bring in
transparency in Infrastructure projects by ensuring that
all information about source of procurement, price etc. is
available in public domain.
Post-Deployment Alleviation by INAM-Pro+
With minimum committed stock per year, as well as
the real-time stock status and changes that are in public
domain, the practice of hoarding and creating an artificial
supply shortage has been curbed. Prospective Buyers
know exactly which company has which product in stock,
and at what price.
Thanks to the removal of artificial stock shortage
practices, the inflated prices have been checked.
Additionally, thanks to prices visible openly in the public
domain, competition has been induced in to the market
which gives Sellers an incentive to make their prices as
lucrative as possible.
Further, owing to the fixed ceiling price factor, prices
cannot skyrocket any more.
The Buyers from all across the country are now listed
on public domain along with their contact details thereby
making this entire process seamless and immensely user
friendly. The projects, both ongoing and being awarded
are also made available on the portal along with their
capital outlays and nature of construction. It also provides
reports on real time information on such projects and
their key persons managing these projects.
Due to online sale/purchase model, the need for these
middle-men has lessen. The Buyers now buy directly
from the Factories/Sellers, thereby enabling the Seller
to provide material at a much lower cost thus making
the purchase more lucrative, faster, and also eventually
bringing down the overall project cost.
The invoicing is all done automatically. Depending on the
 Technical Paper

S. No. Pre-Deployment Problems Post-Deployment Alleviation by INAM-Pro+

Further due to incorporation of online payment gateway,
the push towards a cashless economy has strengthened.
Direct account transfers or similar online payments
ensure easier traceability of all financial transactions
thereby reducing the possibility of tax frauds.
6 Trust in the Seller for delivery of Cement. Each Cement Seller has been made to commit a Bank
In the earlier days the Sellers would often Guarantee of Rs. 10 lakh to ensure smooth and reliable
deliver only partial material and that would lead purchase experience. The Seller cannot take more than
to Buyer Seller disputes. 15 days to deliver the cement from the date of order
confirmation.
7 Inconsistent prices in markets for same product. The prices being visible and location wise search filters
Prices of Infrastructure materials can vary helps a User to find the price range in which a product is
greatly within same geography. available in that region.
8 Schedule of Rates prepared by Govt. INAM-Pro+ provides real time information on Price and
Departments for estimation purpose are not Specifications. By using this portal one can request quotes
updated regularly. from Sellers and obtain prices including all charges
Updating SORs regularly has become a applicable for delivering such product/service.
challenging task for Engineering Departments Therefore Departments can receive multiple quotes from
as it consumes lot of manhours to collect their vendors digitally and update SORs quickly.
specifications and price information on products.
9 Absence of Digital tools in Infrastructure INAM-Pro+ is free to use for anyone. Being web based,
industry. the platform can be used from any computer/mobile.
Major MSMEs lack digital presence and its Every product listing is unique and its link can be shared
linking their social media handles. Digital with Facebook/Twitter or by sharing direct URL with the
marketing for such products was a costly affair. prospective clients.
Pictures, Brochures, Videos, Description text, Location,
Legal info can be communicated using the platform.

6. Technology and Cost 7. Value Indicators

The Web portal has been developed on. NET Technology
and is fully compliant with the e- Governance guidelines.
It is integrated with social media platforms which enable
people to share their products & orders online on other
channels as well. INAM-Pro works on a cloud based
computing. Each of the Seller and its products are defined
by unique number systems of Product IDs, SKUs, GRNs
and Digital Invoices.
The creation of the web portal is a one-time effort
incurring a one-time cost. Conceptualized and
Implemented in house by NHIDCL, a newly formed
PSU under Ministry of Road Transport and Highways,
the expenditure occurred so far is Rs. 49.39 Lacs. The
monitoring of the website requires a small team of two
to three engineers from Civil and IT Sector. Queries are
handled through telephone, emails and social media
platforms, thus saving costs there as well.
The Value Indicators are high level goals and objectives
which are used as guiding philosophies for defining
visionary scenarios in a better ecosystem. The platform
adds value in the existing system by
a) Bringing in transparency in the pricing of the
infrastructure related materials and removing the
business cartels from the picture for fairer trade.
b) Encouraging greater competition in the industry
for generating greater sales for Sellers, as well as
better pricing for the Buyers.
c) Facilitating swift transactions by transfer of
resources and money between Suppliers and
Buyers. MoUs for Payment Gateway services for
INAM-Pro transactions for two years has been
signed with ICICI Bank on June 1, 2017. MoU
signing with 5 Banks is under process.
d) Enabling businesses including Startups and Small
Manufacturing Enterprises to build their digital

INDIAN HIGHWAYS│December 2018 21

 Technical Paper
presence. All of the portal services can be availed
free of charge.
e) There are several dimensions to green
e-Governance and prominent among these relate
to Power and Paper consumption, and disposal
of e-Waste. The platform work on cloud based
computing. Digital invoicing is done to reduce
paperwork and energy consumption. No disposal
of e-waste due to the non usage of new hardware.
Overall, it promotes a business friendly ecosystem as a
digital marketplace for use of any business entities of
infrastructure sector. Sellers can market their products
using the system and their Buyers can send money online
using payment gateway with NIL transactional charges.
8. Process Design for least Man-hour
Inputs
The process design of INAM-Pro is very simple to
operate. Seller and Buyer profiles are designed to work
in synergy with existing e-Commerce practices yet
reducing the data entries to the lowest quantum possible.
The portal is quite flexible for accommodating different
kinds of Users as it can be used by Single Person as well
as Multiple Users from the same firm. For example, SAIL
operates through different branches and generates new
user id for each of their branches who want to operate
individually, but on the other hand, Ultratech Ltd. with
its more than 29 plants is handled by a single person
sitting in their Head Office.
9. Salient Features of the platform
a) User friendly web-based marketplace for conducting
free and fair business between infrastructure
material suppliers and Buyers.
b) Publicly visible list of registered Buyers and
Sellers, with contact information, to create a
country wide open network for business.
c) Online Payment Gateway to facilitate fast and
secure Online Payments.
d) Google Maps integration for easily locating the
source of materials/factories and delivery place
while placing orders.
e) Prevents unnecessary project delays arising due
to lack of information & network access material
shortage by showing exactly which product is
available where, in what quantity and at what
price.
22 INDIAN HIGHWAYS│December 2018
f) Ceiling Price mechanism to prevent skyrocketing
of prices.
g) Committed Quantities to prevent artificial
shortages & curtail hoarding practices.
h) Publicly visible real time prices and stocks for
ensuring utmost transparency.
10. Feedback from Stakeholders
INAM-Pro+ has been integrated with several feedback
platforms for promoting inclusive growth and
development. Changes become necessary to include the
Stakeholders and their requirements as the industry is of
gargantuan size. Changing the characteristics of system
requires consideration in design, adapt and tune both
forward and feedback paths to achieve the changes in
system which are visible externally. Any user or public
can use the feedback mechanism for registering any kind
of issues related to INAM-Pro+ platform can directly
call at Toll free number 1800 200 3399. The portal
has its social media presence through Twitter handle,
Facebook page, YouTube videos for Users about INAM-
Pro+. Such integrations will pave way for sustainability
and keep portal up to date with changing business
environments yet pushing for a uniform market place for
entire Infrastructure sector.
Based on the suggestions and feedback received during
pilot phase, the portal matured from facilitating cement
transactions to covering entire Infrastructure industry.
Logistics form a strong factor while procuring bulk
materials or equipments. The Seller has been provided
the option to quote his transportation cost and change
it any number of times. A logistics category will be
developed and integrated to the system for enabling
the logistics service providers to offer their services. It
would help Buyers to get 3rd party offers in addition to
existing Pickup and Delivery options.
All across the nation, this portal is an unprecedented
information compendium, a first of its kind. In the last
one year itself since the first time an initial prototype of
the website went live, the number of queries regarding
the functioning, and response from prospective Buyers
and Sellers has been outstandingly overwhelming.
In order to exploit the benefits of the platform all
stakeholders should use and publicize the portal for
creating better infrastructure industry. It was also learnt
that transparency in the working of any industry inspires
a lot of confidence in the minds of not only those working
within it, but also in the minds of the General Tax Payer.
 Technical Paper

Maharashtra Samruddhi Mahamarg –

The Prosperity Corridor : A Brief Project Outline

Radheshyam Mopalwar, IAS1 Anilkumar. B. Gaikwad2 Dattatray Bhonde3

Abstract
This paper is a brief case study of how a mega scale road project has been conceived and advanced to the stage of
implementation within a fixed time scale of three years. A decentralized but coherent approach in planning, design and
implementation made it possible to accomplish the tasks. A simultaneous approach to different individual components
during the project preparation stage is the key to the success factors. This paper outlines the journey during project
preparation stage with focus to the critical areas like availability of land, environment clearance and social acceptability.
This 701 km long access controlled expressway with provision of user charges with a capital outlay of Rs. 55,000 Cr is
being implemented on EPC mode.

1. INTRODUCTION encompassing all rural, semi-urban and urban areas.

The growth of the economic activities in Maharashtra
has necessitated the requirement of better quality with
higher capacity infrastructure for road transportation. In
response, an Access Controlled Super Communication
Expressway (Hereby referred as “Samruddhi
Mahamarg”) has been proposed between Nagpur
and Mumbai. Announcement to that effect was made
by the Hon'ble Chief Minister of Maharashtra in
Legislative Assembly on 31st July 2015. Cabinet
subcommittee on infrastructure, in its meeting held on
30th November 2015, has entrusted this responsibility to
Maharashtra State Road Development Corporation Ltd.,
Mumbai.
Numerous studies available both in India as well as global
context have established the benefits of investment in
road sector. In the present context, the direct benefits as
well as multiplier effects are obvious. Moreover, on a
macro-scale, the spatial distribution of benefits are also
distinct. This project is so designed that the accrued
benefits will flow to the larger section of the society with
special emphasis on agriculture sector. The development
of the prosperity hub as an integral part of the medium
term plan ensures this distribution of benefits. The Access
Controlled Nagpur Mumbai Super Communication
Expressway will necessarily have significant impact on
the development of the areas along the proposed corridor
1 Vice Chairman & Managing Director, MSRDC Ltd.
2 Chief Engineer & Joint Managing Director (Engg-I), MSRDC Ltd.
3 Executive Engineer, (NH) PWD, E-mail: dattatraybhonde@gmail.com
Industrial areas at Buti Bori, Aurangabad, Jalna, Sinnar-
Ghoti and Thane which are major growth centers along
the corridor would get faster and better connectivity.
Towns/cities of Buti Bori, Wardha, Pulgaon, Karanja,
Malegaon, Mehkar, Sindhkhed Raja, Jalna, Aurangabad,
Shirdi, Nashik, Sinnar-Ghoti will get direct impetus of
the development. Connectivity from Mumbai/Nagpur
to Regional Headquarters at Amravati, Aurangabad and
Nashik will improve considerably. In addition to the
connectivity, the proposed Samruddhi Mahamarg would
have a direct impact on the development of the under-
developed regions in Marathwada and Vidharbha in the
state of Maharashtra. It would cater to the need to reduce
travel time and ensure faster communication between all
the said towns/cities vis-à-vis a large hinterland. It has
been estimated that the travel time between Nagpur and
Mumbai will be reduced by at least 10 hours for passenger
traffic and by 12 hours for goods traffic (present average
travel time is 18 hours for passenger vehicle and 24
hours for goods vehicle). Thus a significant reduction in
both vehicle operating cost and travel time ensures the
economic viability of the project.
1.1 Pre-Project Stage This project has followed the
regular steps of pre-feasibility, feasibility, preparation
of detail project report and transaction stage. The most
important aspect of the pre-project stage was timely

INDIAN HIGHWAYS│December 2018 23

 Technical Paper

completion of all the activities, since a 701 km stretch
involved 8,283 ha of land acquisition and obtaining
statutory clearances. Thus execution of pre-project
activities was most practical along with sustained team
work among all the stakeholders.
Since there was utmost consensus among all the
political and administrative decision makers regarding
implementation of the project, there was no ambiguity in
the way forward and its actual implementation. Thus the
entire initiative was planned and simultaneous.

In Indian context, in most of project development cases,
the approval process follows successful completion of
a particular stage and moving forward to the next stage
that laterally integrates the individual time line of each
component. However, in the present case, a simultaneous
performance of individual but interrelated activities has
shortened the time period considerably when compared
to other similar projects. The entire pre-project stage has
been completed within a span of 3 years and project is
ready for construction.

The entire stretch of 701 km was divided into 5 DPR stretches under the regional office of the implementing
packages as per revenue regions as shown in Table 1 agency. This decentralized but coherent approach during
for the ease of technical surveys, investigations and the pre-project stage made it possible to complete all the
design as well as administrative control of the respective design and planning activities on a fixed time scale.
Table 1 Study Packages of the Expressway (DPR Packages)

Package Region Project Stretch Length in km

Package-I Nagpur Jamtha-Butibori MIDC-Wardha-Pulgaon 89
Package-II Amravati Pulgaon-Karanja-Sindhakhed Raja 258
Package-III Aurangabad Jalna Dist. Border Aurangabad - Vaijapur 155
Package-IV Nashik Kopargaon-Sinnar, Sinnar-Igatpuri 121
Package-V Kokan Igatpuri to Vadpe (Bhiwandi bypass) 78
Total 701.00

2. Salient Features of the Project
2.1 Greenfield Alignment
During the pre-feasibility stage three alternatives were
studied. All the alternatives were a combination of both
Greenfield and Brown field (State Highways). Among
them alternative 2 was found most feasible in terms
of improving the connectivity, ease of technically on
grounding and expected benefits in terms of time and
cost. However, finally a complete Greenfield Alignment
is selected in line with the Alternative 2.

24 INDIAN HIGHWAYS│December 2018

 Technical Paper

1. Alternative 1: Chikli – Khamgaon – Akola – Amravati – Nagpur

2. Alternative 2: Sindhkhed Raja – Mehekar – Malegaon – Karanja – Wardha – Buti Bori – Nagpur
3. Alternative 3: Sindhkhed Raja – Mehekar – Malegaon – Karanja – Nagzari – Amravati – Nagpur

During this stage one of the basic options was to improve Alignment and Re-Construction of the existing
the existing State Highway, however, it was not found to State Highway up to desired standard is as follows,
be a suitable alternative due to various considerations. (refer Table 2).
The comparative assessments between a Greenfield
Table 2 Comparative Assessment - Re-Construction v/s Greenfield

On Existing Highway Greenfield Construction

1. Land Acquisition at Higher rates
2. Major Resettlement & Rehabilitation would be
required due to existing developments along the
route
3. Major Shifting of Utilities
4. Construction of Service Roads would be required to
provide proper access to existing villages
5. Diversion of existing traffic on new Service Roads
1. Land Acquisition at Lower rates
2. Minor Resettlement & Rehabilitation would be
required
3. Minor Shifting of Utilities
4. Construction of Service Roads may be deferred/not
required
5. Greenfield expressway would attract infrastructure
driven induced traffic

The final Greenfield alignment is shown in Fig. 1. The
selected alignment will work as a vertebra to a sizable
number of urban centers of the state through link roads.
Government of Maharashtra is in the process to develop
these link roads through different contract packages
which will finally ensure a large hinterland connectivity
with high quality road infrastructure and better service
level. This will further act as a serving corridor to the
DMIC Nodes and connecting Dry Ports of Jalna and
Wardha to the Jawaharlal Nehru Port. Fig. 1 shows the
connectivity with various urban centers (marked in blue)
as well as important places of tourist attractions (marked
in red) through link roads and their respective distances
from the Samruddhi Mahamarg.

Fig. 1 Selected Alignment

The entire stretch of 701 Km traverses through 10 through good quality link roads. Thus the project will
Districts and closely connects another 14 districts act as a major impetus to the regional economy in terms

INDIAN HIGHWAYS│December 2018 25

 Technical Paper
of movement of goods and passengers vis-à-vis better
market operations with removal of price distortion of
agricultural commodities as well as shortening the time-
space constrain for various socio-economic activities.
Fig. 2 Connectivity with 24 Districts
2.2 Technical Features
The entire project is within two distinct geographical
zones i.e. flat or rolling terrain and hilly terrain. A
number of tunnels has been designed to maintain the
speed on Samruddhi Mahamarg. The existing road
connectivity in this hilly terrain is of steep slopes which
is not conducive for movement of multi-axel trucks with
optimum load size and speed. In the existing scenario
multiaxel goods vehicles are travelling with a low speed
and a reduced load factor. Overcoming these bottlenecks,
the Samruddhi Mahamarg has been designed for a
design speed of 150 km/hr (120 km/hr wherever there
is provision of tunnels which are as long as 8.8 km).
IRC:SP–99 has been used as the design guideline for the
expressway.
Table 3 Basic Technical Features – Samruddhi Mahamarg
S. No. Specifications
1. Design Speed
2. RoW Width
26 INDIAN HIGHWAYS│December 2018
The enhanced regional connectivity with development of
the Samruddhi Mahamarg is presented in the following
Fig. 2.
The expressway on its usual course clearly divides
agricultural lands at certain places in two segments which
has an operational hindrance on individual farmers. The
design of the Expressway has taken care of this issue
through providing sufficient number of pedestrian as well
as cart underpasses. Provision of service roads are also
considered where local connectivity along the expressway
for different socio economic reasons as deemed fit.
The incorporation of these features in the design of
the expressways was purely based on the feedback
received from the local stakeholders’ consultations and
representation of implementing authority during these
consultations ensured a local demand led facility. Some
of the basic technical features of the expressway are
presented in the following Table 3.
Values
Plain Terrain Hilly Terrain
150 km/hr 120 km/hr
Plain Area Forest Area
120 meters 90 meters
 Technical Paper

S. No. Specifications Values

3. Pavement Type Rigid Pavement
4. No of major bridges 33 Nos
5. No of lanes 3+3 lanes with 3 m wide paved shoulders
6. Median 15 meters
7. Average number of underpass 7 per 10 Km
8. Average number of overpass 1 per 10 Km
9. Railway Over Bridges 8 Nos
10. Flyover/Viaduct 63 Nos
11. Minor Bridges/Canal Bridges 294 Nos
12. Culverts 671
13. Number of Interchanges 25
14. Average distance between interchange 23 Km
15. Number of way side amenities 34 Nos both sides
16. Average distance between way side amenities 40 Km
17. Number of construction packages 16

Typical cross section and types of interchanges for Figs. 3 & 4 respectively.
Samruddhi Mahamarg are presented in the following

Fig. 3. Typical Cross-Section of Samruddhi Corridor

Fig. 4 Interchange Types

2.3 Land Acquisition – An Integrated Approach
Acquiring land across ten districts was one of the herculean
tasks before the Maharashtra State Road Development
Corporation (MSRDC). Taking into consideration the
challenging tasks of seamless communication with all
the key stakeholders, CPMO (Communication Planning
and Management Office) was created at the inception of
the project.
CPMO has played a pivotal role in this project through
its robust 350 member-strong ground communication

INDIAN HIGHWAYS│December 2018 27

 Technical Paper
team deployed in all the districts, from where the
project is passing through. This is probably the global
first that a communication team was engaged for any
key infrastructure project. The Ground communication
team had turned into extended arms of the authorities
and established a strong rapport with the farmers, a key
constituent of this project, in a shortest possible time. As
a result of this more than 90% land acquisition for the
Maharashtra Samruddhi Mahamarg has been completed
in a record period of twelve months, again for the first
time in the history of any infra projects in the country.
The respective collectorates entrusted dedicated officers
to the team of experts for a speedy progress of the land
acquisition process. These dedicated officers, having
knowledge of revenue records and procedures, guided
the team of professionals in the right direction and
resolved problems instantaneously wherever required.
Thus the entire team worked as a catalyst between the
farmers and the authorities and established a trust among
the farmers. The communicators engaged the farmers
through one-on-one meetings, group meetings and
cleared their doubts. They also acted as their advisors
when the farmers showed their readiness for the land
acquisition and offered them adequate guidance for
making appropriate investments of the compensation
they received.
The ground communication team was fairly assisted
by the other teams such as Social Media and Public
Relations. Social media team did videos, animation
films, blogs, WhatsApp messages and Facebook updates
in order to create massive awareness about the project
and its features as well as latest developments. The
Public Relations team has worked on various out of box
ideas to create positivity in the media. It has initiated a
campaign on success stories, positive stories to maintain
the positivity about the project at all the fronts. As a result
of all these joint efforts out of 8283 Ha land requirement
more than 90% of land is acquired till date.
2.4 Environmental Clearance
Environmental Clearance is another area of key importance
for timely completion of the project preparation stage.
MSRDC appointed a dedicated team of environmental
professionals to prepare all necessary documents and to
represent before the competent authority. Timely follow
up and response to the requirements of the approving
authority made it possible to receive all the clearances
for on time proceeding to the construction stage.
Four DPR packages have received forest clearances and
one is in the advance stage while wildlife clearances at
Karanja Solol and Katepurna in package II and Tansa
Sanctuary in package V are received on time.
28 INDIAN HIGHWAYS│December 2018
2.5 Environmental Mitigation Measures
2.5.1 Wild life under passes
This 701 Km long expressway on its natural course is
passing through areas close to (Eco-Sensitive Zones) 3
Wild Life Sanctuaries. During the design stage provisions
of sufficient wild life crossings are kept for unhindered
movement of wildlife with minimum disturbance to the
forest ecology.
2.5.2 Farm ponds - social inclusion
The statutory requirement for the contractors is to use
only surface water during construction stage for any
construction activity. MSRDC introduced an innovative
mechanism where the construction mechanism itself
could add value to the farming community. The
contractors will create ponds in the water scarcity areas,
using the excavation materials in the road construction
for natural storage of water at no cost to the farmers.
During construction this water will be used and post
construction it will be handed over to the individual
farmers/land owners. The created water storing asset,
enabling rain water harvesting, will be used by the
farmer for cultivation and extension of agriculture
through improving gross-cultivated area. In addition to
this, it is proposed to create rain water harvesting system
to recharge the surrounding area by providing recharging
pits at every 500 mts. interval. This is one of the example
of innovative measure towards social inclusiveness in
the development process.
2.5.3 Fly ash utilization
MSRDC is in advanced stage of tie up with
MAHAGENCO to utilize fly ash in construction of
Samruddhi Corridor. Approximately 6 lacks Metric Tons
of processed fly ash will be utilized as replacement of
cement and approx. 3.25 Crore cubic meter pond ash
will be utilized in embankment work. MAHAGENCO
will supply fly ash and pond ash to the contractors from
their 5 different Thermal Power Stations i.e. Koradi,
Khaparkheda, Paras, Bhusaval and Ekalhare.
2.6 Traffic Study and Forecast
Detailed traffic surveys and analysis has been carried out
for the proposed 25 toll stations across the alignment.
These toll stations are located on the connectors so as
to avoid traffic stoppage on the main carriageway. Total
traffic in base year along the alignment is in range of
25,000 to 70,000 PCUs at different toll plazas as shown
in Fig. 5.
The traffic growth rate has been estimated as 6-8% for
various types of vehicles and later on comes down to
3.5-6% towards the end of concession period. Forecasted
traffic for the entire stretch, was normalized, by taking
 Technical Paper

suitable assumptions and traffic forecast for upcoming Dry ports, tech parks, industries, road development,
30 years is done as shown in Fig. 5. Vidarbha and irrigation schemes etc. These developments are expected
Marathwada region is envisaged to see some major to bring in more traffic and connect several backward
developments in the coming few years in terms of DMIC, nodes with urban centres.

Fig. 5 Projected Traffic for Upcoming 30 years

2.7 Prosperity Hubs sufficient and complete with all infrastructure such as
It is a known fact that, whenever a new highway internal roads, water supply facility, electricity, schools,
is constructed, development takes place along the hospitals etc. In addition to this, govt. is planning to push
highway. Considering the fact, it is proposed to some anchor activities which will spur the economic
plan Prosperity Hubs (Krushi Samruddhi Kendras) development at these centers ensuring creation of new
at the interchanges where highway is connecting jobs. The anchor activities are suggested based on the
major cities to the expressways along the alignment. local strength in terms of resources and skills vis-à-vis
This will spur economic activity at such locations regional demand. Market surveys were conducted and
as these locations will be nearer to the cities and the identified major anchor activities are Spinning and
located at interchanges on the expressway. The Apparel/ Textiles, Agro Based Units/ Food Processing,
most important consideration was to minimize the Warehousing/Cold Storages, Solar Power Plants, Health
impact on agricultural land by using as much as Cities, Education institutes, Automobile spare parts,
possible barren lands for development of 25 New Tourist Circuits etc. Details of the notified hubs are
Town Development Areas (NTDA) which have been presented in Annexure 1.
notified by competent authority. 2.8 Project Cost and Funding
The sites for all NTDAs are decided after discussion with The Total Project Cost (TPC) is estimated as INR
concerned district Collectors and local stakeholders. At 55,335.32 Crores with a construction period of 2.5 years.
these locations, Govt. is planning to acquire land for Component wise breakup of the estimated Total Project
developing smart prosperity hubs which will be self- Cost is enumerated in Table 4.
Table 4 Project Cost
Particulars Cost
Value (in INR Cr) Value (in USD Bn) % of TPC
Total EPC Cost (Civil Construction Cost + Royalty + GST) 34356.63 4.74 62.08%
Land Acquisition 7,500.00 1.03 13.55%
Centages 2336.84 0.32 4.22%
Pre-Operative Cost 2,236.00 0.31 4.04%
Escalation 2,509.67 0.35 4.53%
Interest During Construction (IR @9.5%) 6,396.18 0.88 11.55%
Total Project Cost 55,335.32 7.64 100.00%

INDIAN HIGHWAYS│December 2018 29

 Technical Paper
Further, it is proposed to reduce the cost of the Project,
by requesting the Govt. of Maharashtra to give the status
of “Special Project/Project of National Importance” and
to exempt it from the taxes like SGST, CGST or any
other taxes directly or indirectly which increase the cost
of the project. The state government of Maharashtra has
exempted royalty charges for the project. The Project
has been planned to implement on EPC mode and being
financed with a combination of debt and equity where
equity is almost equal to the debt component.
Particulars Cost
(in INR Cr)
Debt 28,000.00
Equity (Government of Maharashtra & 27335.32
agencies)
Total Estimated Project Cost 55,335.32
MSRDC is continuously exploring various funding
options including; bilateral and multilateral funding from
ADB, JICA, CIDB Malaysia, AIIB etc. The expected
time for these transaction processes is around 30 months.
However, considering the timeframe for preparation and
construction of the project as decided by Government
of Maharashtra, these options cannot be exercised by
MSRDC. Hence, it was decided by MSRDC to get loan
from Indian Commercial Banks. SBI Caps is appointed
as the transaction advisors and arranger for debt funding.
2.9 Project Revenue
The project has been conceived to operate with user
charges as per the standard practice of the Toll Roads
in India. The Toll revenue is estimated based on the
projected traffic on the highways and applicable
toll policy pertaining to the nature of the highways/
expressways.
As of now, there is no standard Toll Policy for the Green
field excess control expressways, thus toll rates have
been estimated based on the various toll policies. The
considerations for assignment of the Toll Rates are -
1. The base rate of the user charges has been adopted
from Government of Maharashtra Toll notification
2014 except for the class of vehicle defined as “Car,
Jeep, Van or Light Motor Vehicles.
2. The base rate for the class of vehicle defined as
“Car, Jeep, Van or Light Motor Vehicles have been
taken from National Highways Fee (Determination
of Rates and Collection) Rules 2008.
30 INDIAN HIGHWAYS│December 2018
3. The base rates have been indexed as per the
methodology prescribed in the Government of
Maharashtra Toll notification 2014 till 1st April
2021.
4. Post construction toll have been escalated at 18%
every 3 years
The per km toll rates as per the various toll policies for
Financial Year 2020- 21 are provided in table below. Per
km toll rates for the Samruddhi Mahamarg have been
proposed as 1.33 times the NHAI standard toll rates (as
per Toll policy 2008 and subsequent amendments) for a
plain four lane highway.
Categories Rs/km
Car, jeep 1.72
Bus 5.83
Truck (2 axle) 5.83
Truck (3 axle) 6.36
LCV 2.78
MAV 9.14
The key cash flow streams available for the Project shall
comprise of the following:
● Toll Revenue: In line with the applicable tolling
policy, toll for various stretches shall be collected
at interchange exits.
● Revenue from Providing space/ROW : Income
may also be generated by way of providing space
to utility providing agencies such as telecom
operators, gas transportation companies, solar
panel installations on median or on edge or at any
other spaces available etc. and other infrastructure
such as food courts, fuel stations, township
development, industrial hubs, logistic parks etc.
● Advertisement Income: Branding and
advertisement income for outdoor media or
sponsorship or naming rights for various stretches
developed.
● Monetization of Land: MSRDC presently hold land
parcels at Bandra west, Nepean Sea Road, land
alongside of Mumbai Pune Expressway. These
land parcels and all the receipts from monetizing
the land will be escrowed and be used to repay the
debt taken for the said project. Estimated revenue
from Land Monetization is expected Rs. 18,000
Crores, which will be done over a period of the
concession period. The projected revenue and
financial outcome are presented in the following
Fig. 6.
 Technical Paper
Fig. 6 Projected Revenue in Rs. Cr.
Table 5 Financial Outcome
Parameter Result
Concession Period, Years 40
NPV Rs. Cr 1,238.73
Project IRR 11.18%
Equity IRR 12.17%
Exempted Traffic 5%
The tendering process has been completed for all the
16 Construction Packages. As mentioned earlier, with
robust planning the entire process is completed within
a period of seven months (April 2018 to October 2018).
The construction program has been scheduled from last
week of December 2018.
2.10 Project Monitoring and Supervision
Project monitoring and supervision of a project of this
scale require a sound monitoring and supervision for a
timely completion. Moreover, a well-designed dispute
resolution mechanism, availability of highly skilled
and experienced professional to solve unprecedented
technical teams and ensuring timely decision flow are
felt utmost important. In this regard Authority Engineers
have been appointed for each package. Other mechanisms
those are being created are implementing Building
Information Modelling, creation of project support office
and integrated traffic management system.
2.11 Building Information Modelling
MSRDC has also decided to use Information Technology
(IT) as one of the key enablers for executing and
monitoring the project. The IT setup will have a state-
of- the- art integrated “Digital Project Management
Platform”, consisting of a 5D Building Information
Modelling (BIM). Using BIM enabled Common Data
Environment (CDE), Enterprise Resource Planning
(ERP) System, Business Analytics System (BAS) and
Implementation of Road Asset Management System
(RAMS), post construction.
MSRDC, being a lean organization, has also envisaged
the need for the bidder’s Owner Support Office (OSO),
which will help them in establishing a necessary
organizational framework, procedure & policies, control
& tracking mechanisms for the Project for successful
deployment of the Digital Project Management Platform
and timely completion of the Project.
2.12 Support Office
The OSO team will also appraise the Authority
management and the Project Support Office (PSO) (which
is to be separately appointed by MSRDC for the purpose
of this Project), about the progress of the Project, costs,
risk related information on periodic frequency through
the Digital Platform, which could help the organization
in ensuring on-time and on budget completion of the
Project along with adherence to quality and statutory
requirements.
The Digital Project Management Platform will integrate
all project management related activities and enable
collaboration between all the project stakeholders.
2.13 Integrated Traffic Management System
Integrated Traffic Management System (ITMS) shall
play a vital role in making the expressway safe and
efficient. The technology advancements and innovations
taking place in this critical area of road automation
internationally will be incorporated in the design of the
expressway to achieve excellence in its operations and
maintenance. ITMS with multiple systems seamlessly
integrated will provide instant detection of incidents
and mitigation strategies automatically implemented.
The objectives are Incident Management, Surveillance
and Security, Operations and Maintenance, Golden Hour
Tracking, Road Safety, Server Redundancy and DRS
Requirements, Road Traffic Performance Monitoring –
Like Travel Timings, Service Levels.
INDIAN HIGHWAYS│December 2018 31
 Technical Paper

3. Conclusion large area of land acquisition and statutory clearances, is

India is now embarking on the transition stage where
large amount of investment is flowing to the infrastructure
sector particularly in the road sector. It is now imperative
that during the coming years, projects will be of very
large scale in nature. This project is a case study for
the nation where a large scale Greenfield project, with
conceived and has advanced to the stage of construction
within a span of three years. The project is so designed
that benefits will cover all the sections of the society and
quantifiable direct benefits to the local farmers. Thus
the project stands as a socially inclusive development
initiative of the Government of Maharashtra.

Annexure 1
Details of Notified NTDA
S. No. District Taluka Villages included in New Town
1 Nagpur Hingna Wadgaon Bakshi, Haladgaon (Partly), Bhansuli (Partly), Sawangi (Partly)
2 Wardha Arvi Beed Nagzari, Bori, Khanapur (Partly), Mankapur, Nagzari, Rampur
(Partly), Renkapur
3 Amaravati Dhamangaon Dattapur (Partly), Jalgaon Arvi (Partly), Naradwandi, Asegaon
Railway
4 Amaravati Nandgaon Mundmali (Partly), Mund Nishankrao (Partly), Mund Hindurao (Partly),
Khandeshwar Phubgaon (Partly), Shivani, Rasulpur (Partly), Gavner Talegaon (Partly)
5 Washim Karanja Shaha (Partly), Walhai (Partly), Bhilkheda (Partly)
6 Washim Malegaon Ridhora (Partly), Sukanda, Warangi (Partly), Bramhanwada (Partly), Irala
7 Washim Mangrulpir Wanoja (Partly), Pur (Partly), Bhoor
8 Buldhana Sindhkhed Raja Savargaonmal, Golegaon, Nimkhed
9 Buldhana Mehkar Gavandala, Kabra (Partly), Sabra, Faizalpur (Partly), Bhumara
10 Jalna Jalna Jamwadi (Partly), Gundewadi (Partly), Shrikrushnanagar (Partly)
11 Aurangabad Vaijapur Babtara (Partly), Lakhganga (Partly), Purangaon (Partly)
12 Aurangabad Vaijapur Ghaigaon (Partly), Jambhargaon (Partly)
13 Aurangabad Vaijapur Hadas Pimpalgaon (Partly), Karanjgaon (Partly), Lasurgaon (Partly),
Shahajatpur (Partly)
14 Ahmednagar Kopargaon Savali Vihir (Bk.) (Partly), Savali Vihir (Kd.) (Partly), Chande Kasare
(Partly)
Ahmednagar Kopargaon Dhotre (Partly) * Included in Sr.No.11
15 Thane Shahapur Kasgaon, Sapgaon, Shelwali, Khutghar
16 Thane Shahapur Fugale, Washala (Bk.)
17 Thane Shahapur Hiv, Ras

32 INDIAN HIGHWAYS│December 2018

 Technical Paper

EVALUATION OF RUTTING PERFORMANCE IN PLAIN AND MODIFIED

BITUMINOUS CONCRETE MIX USING STEEL SLAG AS
PARTIAL FILLER REPLACEMENT

Gowtham C1 K Ganesh2

Abstract
Bituminous concrete is one among the most widely used construction materials as top layer on roads. Flexible pavements
are vulnerable to many permanent deformation and failures. Among many failures and distresses, rutting is a major
and very important distress observed in a flexible pavement. Longitudinal distress along the wheel paths of the vehicles
is attributed as rutting in flexible pavements, this may be an attribute of excessive consolidation, formed and caused by
application of repeated heavy loads, movement of the materials in lateral direction and shear failure in the bituminous
concrete layer. In this study an attempt is made to study the rutting characteristics in Bituminous Concrete (BC)
layer and the efficiency of steel slag to reduce the rutting in BC layer using plain binder (VG-30) and modified binder
(CRMB-60). Effect of steel slag has been studied by partially replacing stone dust with steel slag in the increments of
5 from 0 to 20%. From the Marshall Stability test values it was inferred that the optimum percentage of steel slag
replacement is 10% for both plain and modified binder. Using this optimum steel slag replacement and respective Optimum
Binder Content (OBC) rutting specimens were casted with varying thickness of 50 mm, 75 mm and 100 mm with constant
tyre pressure of 11.6 kg/cm2 and constant speed of 25 wheel passes per minute. It was observed that the rutting resistance
is maximum in least thickness and the rutting coefficients (elastic and plastic coefficients) are converse to each other.

1. Introduction ● Inadequate compaction and improper compaction

India has over 5 million kilometres of road network
and flexible pavement has the maximum share in
road network. Due to increase in the population and
aggressive urbanisation there is a huge increase in
vehicular population in recent days. This huge growth
in vehicular population results in excessive traffic and
heavy loads on the pavement surface. This excessive
load on pavement surface results in various distresses
in the flexible pavement layer viz., fatigue cracks,
depression, settlements, potholes, ravelling and rutting.
Because of these distresses and inconsistencies on the
pavement layer there is a huge jump in vehicle operation
and maintenance costs and also travel time has increased
with very little comfort level in travel. Among these
rutting is considered to be major distress on the flexible
pavement layer and this permanent deformation can also
be seen in subsequent layers below the bituminous layer.
Rutting is mainly caused due to the following reasons:
● Inadequate stability in the bituminous layers.
methods.
● Use of poor quality aggregates which are not up to
the IS Standards.
● Percentage of voids also is an important factor,
if the voids are not regulated as per MoRT&H
standards failures are bound to happen.
● Inadequate strength in subgrade layer.
Various studies have been carried out by using many
industrial wastes and additives as replacements in
bituminous mixes. These additives include cement, fly
ash, lime and crumb rubber etc. K.V. Krishna Reddy(2)
reported that a crumb rubber gives better rut resistance
than lime and fly ash. G.H. Shafabaksh et al(13) reported
that use of waste rubber in asphalt mixtures reduces the
rate of rutting in the flexible pavement when compared
with conventional mix. As the construction industries
flourish, natural aggregates are being consumed in large
scale. Therefore there is a need to evaluate the use of
alternate aggregates in construction of bituminous

1 Post Graduate Student, Transportation Engineering and Management

B.M.S College of Engineering, Bengaluru
2 Assistant Professor, Dept. of Civil Engineering, E-mail: gkiyer68.civ@bmsce.ac.in

INDIAN HIGHWAYS│December 2018 33

 Technical Paper

mixes. In this regard the use of steel slag in bituminous
mixes is very important. Palas Sanjay et al(12) used steel
slag as partial aggregate replacement and it was reported
that 20% steel slag replacement proved beneficial and
improved the Marshall Properties. As per IRC:37,
limiting rutting is recommended as 20 mm and to limit
rutting beyond this on field it is required to make the
pavement more sustainable.
2 PRESENT INVESTIGATIONS
2.1 Aggregates
Table 1 Test on Aggregates
Aggregates used for the laboratory studies shall consist
of crushed rock, crushed gravel or other hard material
retained on the 2.36 mm sieve. They shall be clean, hard,
and durable, of cubical shape, free from dust and soft
or friable matter, organic or other deleterious matter.
Aggregates of size 20 mm, 12 mm, 6 mm and dust used in
this study were procured from Sri Manjunatha Granites,
Bidadi, Bengaluru. Tests were carried out on aggregates
to evaluate the basic physical properties along with the
gradation of aggregates.

S. No. Tests Conducted Test Results MoRT&H Specifications IS Codes

1 Aggregate Impact test 8.45 Max 24% IS: 2386 Part IV
2 Crushing test 18.31 Max 30% IS: 2386 Part IV
3 Combined elongation and flakiness 14.18 Max 35% IS: 2386 Part I
test
4 Water absorption test 0.16 Max 2% IS: 2386 Part III
5 Los Angeles abrasion test 16.94 Max 30% IS: 2386 Part IV
6 Specific gravity test IS: 2386 Part III
a) 20 mm passing 2.60 IS: 2386 Part III
b) 12 mm passing 2.65 2.5 to 3.2 IS: 2386 Part III
c) 6 mm passing 2.70 IS: 2386 Part III
d) Stone dust 2.85 IS: 2386 Part III
Table 2 Blending of Aggregates

Proportioning of 20 mm 12 mm 6.3 mm Dust Total

Materials 0.270 0.230 0.190 0.310 1.000

test standards laboratory tests have been conducted on

both plain and modified binders to assess the properties
of them and to check whether they meet the IS standards.
Tests showed that the properties are within IS specified
limits.
Table 3 Tests on VG-30 Grade Binder

S. Tests conducted Test Specifications IS Codes

No. Results

1 Specific Gravity 1.02 0.97-1.02 IS-1202

2 Flash point, ºC 270 220ºC IS-1209

Fig. 1 Gradation of Bituminous Concrete
Grade 1 without Steel Slag 3 Penetration test 65 50-90 IS-1203
2.2 Binders 4 Softening point 49 Min 55ºC IS-1205
Binders used are VG-30 grade and Crumb Rubber test, ºC
Modified Bitumen (CRMB-60). Bitumen source is
5 Ductility test 51 Min 40 IS-1208
HINCOL, Mangalore. According to IS procedures and

34 INDIAN HIGHWAYS│December 2018

 Technical Paper
Table 4 Tests on Crumb Rubber Modified Bitumen (CRMB-60)

S. No. Tests Conducted Test Results Specifications IS Codes

1 Specific Gravity 1.03 0.97-1.02 IS-1202
2 Flash point, ° C 290 220°C IS-1209
3 Thin film oven test
a) Penetration value before conducting 35 30-50 IS-1203
TFOT mm
b) Reduction in penetration value after 14.28 Max up to 35% IS-1203
conducting TFOT %
c) Loss in mass by heating % 0.075 1 IS-9382
d) Increase in softening point, °C, Max 1.00 6°C IS-1205
4 Separation test
a) Softening point before test, °C 62.00 Min 60°C IS-1205
b) Softening point after test, °C Difference in softening IS-1205
Top portion 61.00 point, Max 3°C
Bottom portion 60.30

2.3 Steel Slag reduction in sound which is a major issue in rigid

Steel slag is produced amid the generation of steel from pavement.
liquefied iron from various sorts of systems. The liquefied
steel and the wastes are then isolated from the heater.
Wastes are then cooled using many techniques which
results in steel slag of many types depending on their type
of manufacturing process and cooling technique. The
specific gravity of steel slag is higher than the naturally
occurring aggregates; the specific gravity of steel slag
used in this study is 3.31. Impact Value was found to
be 16.5% and Water absorption was 1.24%.According
to the Indian Mineral Year Book 2017, currently India
produces about 10 million tonnes of steel slag per annum
from its existing steel plants. About 70% of this slag is
used in the production of cement by the Indian cement
industries. The properties of steel slag aloe it to be used Fig. 2 Steel Slag
effectively in various fields such as in road construction,
as ballasts in railway lines, soil stabilization and also
embankment material. The use of steel slag in road
construction has many advantages such as:
● Steel slag is tougher and durable than our
conventional stone aggregates.
● Steel slag can prove highly beneficial for
stabilization of highly acidic soils.
● Steel slag in flexible pavement results in greater
stability which will improve the life of pavement.
● Steel slag gives better skid resistance so that it can
be used both in flexible and rigid pavements.
● Steel slag can also be used as base layer aggregates. Fig. 3 Graph showing Particle Size Distribution of
● Due to the porous nature of steel slag there will be Foundry Sand

INDIAN HIGHWAYS│December 2018 35

 Technical Paper
Table 5 Chemical Composition of Steel Slag The specimens were prepared by using steel slag as partial
replacement for the filler i.e., stone dust. The steel slag
Constituents Composition (%)
used as partial filler replacement in both conventional
CaO 40-52 and crumb rubber modified mix was varied from 5% to
SiO2 10-19 20% and the respective optimum bitumen content was
FeO 10-40 obtained from Marshall Stability test results. It was
MnO 5-8 observed that 10% of the stone dust can be replaced with
steel slag which gives maximum stability and required
MgO 5-10
Marshall Values as per MoRT&H for both plain and
Al2O3 1-3
modified BC mixes.
P 2O 5 0.5-1
2.4.1 Marshall stability and optimum binder at varying
S <0.1 steel slag percentage in VG-30 BC mix
Metallic Fe 0.5-10
As the percentage of steel slag replacing stone increased
2.4 Marshall Stability Test from 0 to 20%, there is increase in stability and optimum
The Marshall Specimens are prepared for the obtained binder content in VG-30 BC mix. Binder content at 10%
blend gradation of the BC grade 1 mix. The specimens steel slag is slightly lower at optimum of 10% but is
are prepared as per ASTM D6927-06 (Standard Test for higher than control mix without steel slag. The increase
Marshall Stability and Flow of Bituminous Mixtures). in OBC is due to the porous nature of Steel Slag and
The specimens were casted with conventional VG 30 Stability is greater because Steel slag is stronger than our
binder and Crumb Rubber Modified Binder (CRMB 60). conventional aggregates.
Table 6 Marshall Properties for Varying Steel Slag Percentage in VG-30 BC Mix
Steel Bitumen Bulk Theoretical Vv % Vb % VMA % VFB % Flow Corrected
Slag % Content % Density Density Stability kN
4.5 2.358 2.52 6.59 10.4 16.99 61.23 2.63 12.25
5 2.365 2.51 5.67 11.59 17.26 67.14 2.82 14.76
0 5.5 2.378 2.49 4.52 12.81 17.34 73.94 3.12 16.8
6 2.370 2.47 4.18 13.94 18.12 76.93 3.45 14.78
6.5 2.363 2.46 3.83 15.05 18.89 79.7 4.23 12.07
4.5 2.337 2.53 7.59 10.31 17.9 57.59 2.54 14.72
5 2.354 2.51 6.27 11.53 17.81 64.78 2.78 18.63
5 5.5 2.374 2.49 4.84 12.79 17.64 72.57 2.84 19.46
6 2.367 2.48 4.46 13.92 18.39 75.72 3.09 17.04
6.5 2.361 2.46 4.08 15.04 19.12 78.66 3.86 16.35
4.5 2.361 2.53 6.83 10.41 17.25 60.38 2.28 16.57
5 2.372 2.52 5.74 11.62 17.37 66.94 2.5 19.2
10 5.5 2.381 2.5 4.72 12.83 17.56 73.10 2.84 23.68
6 2.374 2.48 4.34 13.96 18.31 76.27 3.11 21.43
6.5 2.36 2.47 4.25 15.04 19.29 77.97 3.78 19.42
4.5 2.365 2.54 6.84 10.43 17.28 60.38 2.35 11.4
5 2.379 2.52 5.63 11.66 17.29 67.45 2.65 14.24
15 5.5 2.387 2.5 4.64 12.87 17.51 73.51 2.91 16.13
6 2.378 2.49 4.34 13.98 18.33 76.31 3.32 17.52
6.5 2.37 2.47 3.89 15.12 19.02 79.53 4.13 15.67
4.5 2.364 2.54 7.05 10.42 17.48 59.66 2.68 10.05
5 2.375 2.53 5.93 11.64 17.58 66.25 2.71 12.34
20 5.5 2.383 2.51 4.97 12.84 17.82 72.09 2.9 13.04
6 2.391 2.49 3.98 14.06 18.05 77.93 3.68 14.61
6.5 2.379 2.47 3.84 15.15 19.00 79.77 3.84 12.56

36 INDIAN HIGHWAYS│December 2018

 Technical Paper

2.4.2 Marshall stability and optimum binder at varying Gradation variation after 10% steel slag is being one of
steel slag percentage in CRMB-60 BC mix the major factors for decrease in stability and maintaining
Stability has increased with addition of steel slag for temperature of the mix becomes difficult with increase in
10% replacement and after the stability has decreased the steel slag percentage. OBC increases with increase in
after 10% due to various characteristics of steel slag. the steel slag percentage.
Table 7 Marshall Properties for Varying Steel Slag Percentage in CRMB-60 BC Mix
Steel Bitumen Bulk Density Theoretical Vv % Vb % VMA % VFB % Flow Corrected
Slag % Content % g/cc Density g/cc Stability kN
4.5 2.337 2.52 7.43 10.31 17.74 58.11 2.52 16.96
5 2.343 2.51 6.56 11.48 18.05 63.62 2.69 20.21
0 5.5 2.352 2.49 5.53 12.68 18.22 69.62 3.03 23.15
6 2.347 2.47 5.11 13.8 18.91 72.98 3.37 21.74
6.5 2.335 2.46 4.95 14.88 19.83 75.05 4.38 19.2
4.5 2.34 2.53 7.6 10.31 17.91 57.56 2.39 18.03
5 2.341 2.51 6.81 11.47 18.28 62.75 2.57 20.57
5 5.5 2.359 2.49 5.42 12.72 18.14 70.11 2.71 24.26
6 2.345 2.48 5.35 13.79 19.14 72.06 2.95 18.95
6.5 2.341 2.46 4.88 14.91 19.79 75.36 3.84 16.87
4.5 2.333 2.53 7.94 10.29 18.23 56.44 2.45 19.59
5 2.347 2.52 6.72 11.5 18.23 63.12 2.58 23.99
10 5.5 2.357 2.5 5.68 12.7 18.39 69.12 2.73 27.31
6 2.352 2.48 5.23 13.83 19.06 72.57 3.21 22.96
6.5 2.34 2.47 5.09 14.9 20.00 74.53 4.02 20.17
4.5 2.334 2.54 8.06 10.29 18.36 56.09 2.52 16.47
5 2.343 5.52 7.05 11.48 18.54 61.95 2.71 17.46
15 5.5 2.352 2.5 6.04 12.68 18.72 67.74 2.91 18.33
6 2.364 2.49 4.93 13.9 18.84 73.81 3.3 20.89
6.5 2.359 2.47 4.48 15.03 19.51 77.04 4.39 18.32
4.5 2.335 2.54 8.17 10.3 18.47 55.77 2.69 13.86
5 2.338 2.53 7.41 11.46 18.87 60.72 2.76 14.7
20 5.5 2.345 2.51 6.48 122.64 19.13 66.12 2.91 16.34
6 2.356 2.49 5.39 13.86 19.25 71.99 3.63 18.71
6.5 2.34 2.47 5.4 14.91 20.32 73.4 4.48 15.96

2.5 Effect of Optimum Steel Slag on Gradation of is the tensile strength ratio and this has to be greater
Aggregates than 80%.
The decrease in stability at 15% steel slag replacement
and further was noticed from Marshall Stability test
results,this can be explained by plotting a graph for 10%
optimum steel slag replacement which clearly indicates
the obtained gradation after replacement is very close to
deviating away from the desired MoRT&H BC grade 1
gradation.
2.6 Water Sensitivity Test
For the water sensitivity test similar Marshall moulds are
prepared for 7% air voids by compacting the specimens
on either side. The unconditioned and conditioned
specimens are tested for indirect tensile strength and Fig. 4 Gradation of Bituminous Concrete
the ratio of conditioned to unconditioned specimen Grade 1 with 10% Steel Slag

INDIAN HIGHWAYS│December 2018 37

 Technical Paper
Table 8 Number of Blows for ITS Test Immersion Wheel Tracking Equipment(15) to study
the effect of thickness of the BC layer on the rutting
Steel Air Voids Compaction
Binder characteristics with plain and modified binder. Rutting
Slag % % Blow
specimens are casted for the thickness of 50 mm, 75
0 34 mm and 100 mm by keeping the tyre pressures constant
VG30 7
10 33 at 11.6 kg/cm2 and keeping the speed of the wheel
0 36 at 25 passes/minute. OBC and optimum steel slag
CRMB60 7 content is taken from Marshall Stability test results for
10 34
bituminous concrete mix of Plain and Crumb Rubber
2.6 Rutting Test Modified Bitumen with and without replacing the steel
In the present study rutting study is carried out with slag.
Table 9 Indirect Tensile Strength Test Results

% Steel Specimen Average Diameter of the Maximum ITS

Binder TSR
Slag Condition Height Specimen Load(kN) (kPa)
Conditioned 69.36 101.6 4.66 420.93
0 0.89
Unconditioned 70.12 101.6 5.31 474.44
VG 30
Conditioned 68.56 101.6 5.15 470.62
10 0.92
Unconditioned 67.12 101.6 5.46 509.65
Conditioned 71.03 101.6 5.46 481.59
0 0.91
CRMB Unconditioned 70.58 101.6 5.93 526.38
60 Conditioned 69.72 101.6 6.37 572.42
10 0.96
Unconditioned 68.87 101.6 6.56 596.77
2.6.1 Preparation of specimen ● Specimen is de moulded after letting it in the
● Aggregate fractions of sizes 20 mm, 12 mm, 6 mm mould for 24 hours and dimensions are measured
and stone dust (and steel slag) passing 2.36 mm and so as to ensure the proper thickness.
retained in 75 microns is used as per blending from ● The wheel is allowed to move for 10000 passes on
gradation. the mounted rutting sample and rutting depths are
● Specimens are casted for both plain and modified measured at required intervals.
bitumen. The dimension of the mould is 600 mm x ● From the obtained data rutting coefficients are
100 mm x 75 mm. calculated from the formula:
● Aggregates and Binder weight are calculated from Rut Depth RD=ANB (15)
Bulk Density obtained from Marshall Stability
Where,
test.
● Aggregates are pre-heated to 165ºC for VG-30 R = Rut Depth at Failure
mix and 185ºC for CRMB-60 mix. Binder is A = Elastic Coefficient
heated to pouring consistency. B = Plastic Coefficient
● Both the aggregates and the binder are mixed in N = Number of Passes
the pan and mix temperature is maintained for
3. RESULTS AND DISCUSSION
respective binder as per IRC:SP:53.
● While casting the mix with filler, steel slag 3.1 Test Results
is weighed and then added to the pan with Rutting test is carried out and the results are plotted
aggregates. to compare the rut depths for 50 mm, 75 mm and 100
● Then the prepared mix is poured into the rutting mm for both VG-30 and CRMB-60 binders with and
mould of dimension 600 mm x 100 mm x 75 mm without optimum percentage of steel slag. Results
at the placing temperature. clearly indicate that the 50 mm bituminous mix with
● Mix is compacted using UTM well within the steel slag perform better in both VG-30 and CRMB-60
compacting temperature for required thickness. binders.

38 INDIAN HIGHWAYS│December 2018

 Technical Paper
Table 10 Rutting Coefficients (A and B) for Plain and
Modified BC mix for Varying Thickness with and without
Partial Steel Slag Replacement
Type of Thickness of Rutting Rutting
Binder Specimen Coefficients Coefficients for
without Filler 10% Filler
A B A B
VG 30 50 1.44 0.13 2.04 0.10
75 1.40 0.14 1.99 0.10
100 0.72 0.21 1.72 0.11
CRMB 50 2.20 0.09 1.29 0.15
Fig. 5 Graph Showing Progression of Rutting in 60 75 1.76 0.11 1.18 0.15
Varying Thickness in VG-30 BC Mix without Steel Slag 100 1.14 0.16 0.99 0.17
Replacement.

Fig. 9 Specimen Graph Indicating Elastic Component (A) for

Fig. 6 Graph Showing Progression of Rutting in Varying varying Thickness.
Thickness in VG-30 BC Mix with 10% Steel Slag
Replacement

Fig. 10 Specimen Graph Indicating Plastic Component (B)

Fig. 7 Graph Showing Progression of Rutting in Varying
Thickness in CRMB-60 BC Mix without Steel Slag
Replacement
for varying Thickness.
3.2 Comparison of Average Rut Depths in
Bituminous Concrete Mix for Varying Thickness
of Beams

Fig. 8 Graph Showing Progression of Rutting in Varying

Thickness in CRMB-60 BC Mix with 10% Steel Slag Fig. 11 Rut Depth v/s Sample Size of varying thickness for
Replacement VG-30BC Mix

INDIAN HIGHWAYS│December 2018 39

 Technical Paper
Fig. 12 Rut Depth v/s Sample Size of varying thickness for
CRMB-60 BC Mix
Fig. 13 Comparisons of Rut Depths in VG-30 and CRMB-60
BC Mix without Steel Slag
Fig. 14 Comparisons of Rut Depths in VG-30 and CRMB-60
BC Mix with 10% Steel Slag
4. CONCLUSIONS
Following conclusions were drawn from the study
i) Steel Slag helps the mix to attain higher stability
but in the process increases the optimum binder
content.
ii) From the laboratory investigation 10% is the
optimised value to partially replace the stone dust
with steel slag.
iii) Steel Slag increases the rut resistance capacity of
the mix and least rutting is observed in CRMB-60
BC mix with steel slag.
40 INDIAN HIGHWAYS│December 2018
iv) From the Immersion Wheel Tracking test it
is evident that least thickness has greater rut
resistance.
v) 3.94 mm is the least rut depth observed in 50 mm
beam of CRMB-60 BC mix with steel slag, taking
this as the reference it can be observed that
 In VG-30 BC mix 3.94 mm rutting is
observed at around 2500 passes and with
addition of steel slag it was at 4500 passes.
This shows addition of steel slag has almost
doubled the life of the beam.
 In CRMB-60 mix 3.94 mm was observed at
4000 wheel passes whereas with addition of
steel slag it was at 10000 passes.
vi) Therefore it can be concluded that both Steel Slag
and Modified Binder (CRMB-60) help in increasing
the rut resistance capacity of the mix and layer.
vii) The elastic and plastic rutting coefficients are
found to be converse to each other.
REFERENCES
i. Chandrawal, M., Shankar, A., & Tare, P. V. (2016). “A
Study of Rutting Characteristics of Conventional and
Modified Bituminous Concrete Mix”, IOSR Journal
of Engineering (IOSRJEN) www.iosrjen.org ISSN (e):
2250-3021, ISSN (p): 2278-8719 Vol. 06, Issue 11,
November (2016), 34–47.
ii. Dr. K.V.Krishna Reddy “Rutting Resistance Of Filler
Modified Bituminous Concrete Surfaces” International
Journal Of Civil Engineering And Technology (IJCIET)
ISSN 0976 – 6308 (Print) ISSN 0976 – 6316(Online)
Volume 4, Issue 2, March - April (2013), pp. 250-257.
iii. Ganesh, K. (n.d.). “Studies on Effect of Wheel
Configuration- Temperature and Type of Binder on
Rutting Characteristics of Bituminous Concrete Mix”,
International Journal of Innovations in Engineering and
Technology (IJIET)2(1), 424–433.
iv. Hainin, M. R., Yusoff, N. I., Fahmi, M., Sabri, M., Azizi,
M., Aziz, A., Reshi, W. F. (2012). “Steel Slag as an
Aggregate Replacement in Malaysian Hot Mix Asphalt”,
International Scholarly Research Network ISRN Civil
Engineering Volume 2012, Article ID 459016, 2012.
v. Havens, J. H., & Southgate, H. F. (1972). “A Pavement
Design Schema”.
vi. IRC:SP:53-2010 “Guidelines For Use Of Modified
Bitumen In Road Construction” ( second edition).
vii. Khodary, F. (2015). “Comparative Study of Using Steel
Slag Aggregate and Crushed Limestone in Asphalt
Concrete Mixtures”, International Journal of Civil
Engineering and Technology (IJCIET), ISSN 0976 –
6308 (Print), ISSN 0976 – 6316(Online), Volume 6,
Issue 3, March (2015), 73–82.
viii. Metals, P.-I. I. (2018). Yearbook 2017, 2017 (0712),
1–11.
 Technical Paper
ix. Ministry of Road Transport & Highways “Specifications
for Road and Bridge works” (Fifth Revision),
April 2013.
x. S.K. Khanna, C.E.G Justo and A Veeraragavan,
“Highway Engineering”, revised 10th Edition.
xi. S.K. Khanna, C.E.G Justo and A Veeraragavan,
“Highway Material and Pavement Testing”.
xii. Sanjay, P., Modhiya, C., & Assistant, M. E. S. T. (2015).
“A Study on Effect of Steel Slag as a Partial Replacement
in the Performance of Bituminous Mix”, International
Journal for Scientific Research & Development| Vol. 3,
Issue 03, 2015 | ISSN (online): 2321-0613, 3(03), 2240–
2243.
xiii. Shafabakhsh, G.H., Sadeghnejad, M., & Sajed, Y. (2014).
“Case Studies in Construction Materials Case study of
rutting performance of HMA modified with waste rubber
powder”. Case Studies in Construction Materials, 1,
69–76.
xiv. Suji, D., Deepak, R., & Prabhakar, P. (2016).
“Experimental Study on Mechanical Properties
of Bituminous Paving Mixes Using Steel Slag”,
International Journal of Civil and Structural Engineering
Research ISSN 2348-7607 (Online) Vol. 4, Issue 1,
pp: (150-158), Month: April 2016 - September
2016150–158.
xv. Ganesh K, Jagadeesh HS, Sathyamurthy R. (2010)
“Design of Automatic Immersion Wheel Tracking
Equipment to Measure the Rutting Characteristics of
Bituminous Mixes with Plain and Modified Binders”,
Highway Research Journal 3 (1).

FORTHCOMING EVENT OF THE ING-IABSE

The Indian National Group of the International Association for Bridge and Structural Engineering (ING-IABSE) is organizing
a two day Workshop on “Inspection, Investigation and Repair/Rehabilitation of Bridges and Flyovers” on 8th and 9th December
2018 at IC & SR, IIT Madras, Near Gajendra Circle, Opposite to Admin Building, Patel Road, Chennai-600036.
The sub-themes of the Workshop are as under:
Session 1 - Inspection, Investigation and Bridge Management System
Session 2 - Repair Materials and Techniques
Session 3 - Repair/Rehabilitation and Case Studies
This Workshop intends to provide insights into the probable causes of distress and available methods and techniques of their
repair and rehabilitation to enhance their serviceability during the design life. It also covers the aspects of detailed inspection,
investigation and testing.
During this two day Workshop, several eminent engineers in the field of bridge & structural engineering will make presentations
on the different aspects of bridge repair and rehabilitation and present some interesting case studies for the benefit of the
participants.
Registration
Registration is to be done by paying the required Registration Fees to the “Secretary, Indian National Group of the IABSE,
New Delhi” through a cheque/demand draft/RTGS/NEFT preferably by 3rd December 2018. This will help in making advance
arrangements.

Registration Fees Fee Rs

Members, ING-IABSE 5000/-
Non-Members, ING-IABSE 7000/-
Young Engineers/ Students (under 35 years) 2500/-
Note: 18% GST included in the Fee.

For any enquiry about the above Workshop, please address to the following:
Shri I.K. Pandey, Secretary, Indian National Group of the IABSE, IDA Building, Ground Floor, Jamnagar House, Shahjahan Road
New Delhi-110011, Tel: 011-23388132, 23386724, E-mail: ingiabse@hotmail.com; ingiabse@bol.net.in

INDIAN HIGHWAYS│December 2018 41

 Technical Paper

Bridge condition assessment – An analytical view

in reference to code of practice

A. Narayana Rao1 Prof. K.M. Lakshmana Rao2

Abstract
Monitoring of bridge condition for probable failures is essential to avoid casualties and asset loss. At present it is being done
through physical inspection by skilled personnel. However this physical examination may not reveal reliable information
and destructive tests are needed for accuracy. As these may damage the structure itself, they are not advisable unless there
are no other ways. A system for comprehensive management of bridge decks is proposed by attaching an electronic device
to the structure and by measuring the stress, strain and frequency of wave propagation independently through which the
condition of a bridge deck can be evaluated through a computer program. As part of this comprehensive management,
a system consists of calculating the natural frequency of bridge deck and monitoring vibrations generated by dynamic
and wind loads is discussed. There is also a possibility that anti social elements may attach mechanical wave propagators
to bridge which will generate waves with the same frequency as the natural frequency of the structure so that it might
collapse.

1. General
Bridges are structures on common highways that vehicle
passes under and over with hardly a notice, to long
suspended spans that raise our cars and spirits to great
heights. Whatever its type, a bridge is designed to carry
something over some obligatory of a road, a valley, a
river or a lake. Bridging a lake can be among the most
challenging problems an engineer might face.
Bridges have been designed for live loads and service
conditions that have changed drastically with time.
Increased axle loads and traffic density have necessitated
bridge owners to get the bridge condition assessed in
order to determine their residual structural strength and
identify strengthening measures to be taken for safe
performance.
2. Context of the Problem
When designing a bridge,one has to plan to make it
withstand for all possible failures. A bridge may fail in
many ways. When the stress due to live load and the dead
load at the base of the bridge exceeds the safe bearing
capacity of the soil, the bridge fails due to foundation
failure. When the resultant of the horizontal water force
and the vertical load on the bridge, falls outside the
base of the bridge, the bridge fails due to overturning.
1 Research Scholar, Civil Engineer, Dr. B.R. Ambedkar Open University, Hyderabad, E-mail: omras2k@gmail.com
2 Professor, Director & Chief Engineer (BICS), JNTUH, Hyderabad
These are some of the failures and these will be taken
care at the design stage itself as there are pretty standard
design processes to prevent these kinds of failures.
All these factors, including several others have been
involved in designing comprehensive maintenance
of bridges. However failure due to resonance has not
been considered so far in the design or comprehensive
management for bridges with concrete deck and this need
to be reconsidered. This is particularly more appropriate
at times when American embassy Diplomats in Cuba has
been attacked with “Sonic harassment”.
3. Assumptions Made
i. The Scope of study is limited to deck failures only
in concrete bridges.
ii. The method adopted is applicable only in case
of bridges with concrete deck slabs. Separate
considerations are to be made for Steel and wooden
bridges.
iii. It is assumed that the bridge may fail when
cumulative amplitude of the propagated waves
in bridge exceeds the allowable deflection of the
bridge for a long period of time.
iv. Elasticity of bridge slab, which is a material
property of concrete, will change over a span

42 INDIAN HIGHWAYS│December 2018

 Technical Paper

of time due to repeated stress and strain in the Inspection of Bridges. However there is no one standard
concrete caused by various kind of loads. in India for such manual inspection unlike in USA. This
v. The design of a structural bridge is generally process includes the review of construction drawings,
carried out in consideration of allowable shear visual inspection and capacity evaluation using
force, bending stresses and allowable deflection established guidelines. Any detected deterioration or
under standard loading. flaws (e.g., concrete swelling, reinforcement corrosion,
excessive cracking) is reflected in the recalculation of the
4. Research Study Gap
safe load carrying capacity of the bridge. The determined
Over the times, bridges get deteriorated due to overload capacity of the bridge shall meet specific load rating
and exposure to harsh environment, which usually calls for criteria to ensure adequate and safe service life.
reassessment of the structural components to determine
Bridge failures includes various factors like Hydraulic,
their safe load carrying capacity. Inspection of bridges is
collusion, overload, fire(wooden bridge), steel concrete,
performed periodically by concerned maintenance staff
earth quakes, deterioration and construction etc.
of the respective departments’ viz., NHAI/MES/BRO/
PWD of the respective state government in accordance Table 1 shows a brief list of international bridge failures
with the IRC:SP:018-1996 - Manual for Maintenance/ and the nature of each collapse.
Table 1: Recent International Bridge Failures and the Cause of Each Collapse
Location Year Description Cause of Collapse
Shershah Bridge Karachi, Pakishtan 2007 Ten people died Bridge less than two weeks old
Southern China 2007 Many casualties Bridge over river hit by a ship
in fog
Kashiwazaki City, Nigata, Japan 2007 Many casualties Due to earthquake
Laval, Quebec, Canada 2006 Auto route 19 overpass collapsed killing five Not available
and injuring six.
Valigonda, Nalgonda (dist), AP, India 2005 A rail disaster killed 114 people Flood washed a rail bridge away

Southern Spain 2005 A section of a highway bridge collapsed under construction

killing six people.
Daman, India 2003 Long span suspension bridge Bridge collapse over a river
Central China 2002 Two bridges killing a combined 19 people Not available
Lisbon, Portugal 2001 Collapse caused a tour bus to plunge into a Bridge collapse over a river
river, killing more than 50 people.
Seongsu Bridge, Seoul, South Korea 1994 Collapse killed 32 and injured 17 Not available
Source: Internet Search
Extensive research has been done earlier on bridges environment), combinations of moisture, temperature and
against possible failures. These researches include chlorides, corrosion of the reinforcing and pre-stressing
failure due to scour, failure due to floods, failure due steel occurs and eventually leads to premature structural
to deterioration of materials etc. Most of this research deterioration and loss of serviceability. In addition, the
includes studies with observations on only one or two continuous increase in service loads due to growing axle
factors for cause of failure and corresponding possible weights and traffic volumes and the new knowledge on
preventive measures. The monitoring systems based on earth quakes demand on seismic performance result in a
this research focuses on measures and instruments with need to strengthen many of these bridges.
only one or two points under consideration and several Deck slab is one of the important components of the
independent monitoring systems have been developed bridge and a comprehensive maintenance and monitoring
for a single bridge under consideration. is required to ensure its full strength. The results of
A bridge may fail due to collapse or failure of any of bridge deck rating are influenced by proper identification
its structural parts. Concrete bridges are conventionally of material properties and incorporation of its actual
reinforced with steel bars and/or pre-stressed with steel boundary conditions. When the material properties
tendons. When subjected to aggressive environments are not known, the rating is typically achieved using
(e.g., treatment with salty air or exposure to marine recommended material properties based on the age of

INDIAN HIGHWAYS│December 2018 43

 Technical Paper

the bridge, which in most cases results in a conservative
rating. Since the rating of a bridge is ultimately linked
to its de-commission, careful consideration should be
given to the factors that can unnecessarily cut short the
service load/life of the bridge. In general, bridges (built,
rehabilitated or re-evaluated) are rated using the Load
Factor Rating Method. Bridges are rated at two load
levels, the maximum load level called the Operating
Rating and a lower load level called the Inventory Rating.
The Operating Rating is the maximum permissible live
load that should be allowed on the bridge. Exceeding
this level could damage the bridge. Allowing unlimited
number of vehicles to use the bridge at operating level
may shorten the life of the bridge. The Inventory Rating
corresponds to the customary design level of stresses,
but reflects the existing bridge and material conditions
with regard to deterioration and loss of section. It results
in a live load that the bridge can carry safely on a daily
basis without damaging the bridge.
5. Resonance as a Phenomenon in
Bridges
Resonance is the vibrational equivalence of a snowball
rolling down a hill and becoming an avalanche. The
phenomenon of Resonance on bridges is a phenomenon
in which a vibrating system or external force drives
another system to oscillate and it will happen with greater
amplitude at specific frequencies called the rosonance
frequencies of a system. In the past several steel bridges
have collapsed due to this phenomenon and it has been
always a concern in design of steel or steel rope bridges.
It begins as a relatively small, periodic stimulus of a
mechanical system, such as wind buffeting a bridge.
These vibrations, however, are more or less in harmony
with the bridge’s natural vibrations. If unchecked, the
vibration can increase drastically, sending destructive,
resonant vibrations traveling through a bridge in the
form of torsional waves.
The most noteworthy example of resonance occurred in
1940, when resonant vibrations destroyed the Tacoma
Narrows Bridge in Washington. The incident was
especially shocking at the time as the structure was
designed to withstand winds of up to 193 kilometers per
hour and collapsed in a mere 64-kilometer wind.
Many bridges and buildings have fallen down due to the
effects of resonance – or to be more precise, mechanical
resonance. This is the susceptibility of a structure to
respond at an increased amplitude when the frequency of
its oscillations matches its natural frequency of vibration.
In other words, this means that if a structure begins to
vibrate in a violent manner, it’s liable to fail mechanically
and this can quickly lead to its total destruction.
Quality analysis on bridges and how to avoid failures
and investigating why failures are occurred and ways to
fix the problem.
There is a need to understand the conditions giving rise
to past failures and ways to avoid such failures so that
loss of life can be minimized. Historical events and
selected case studies demonstrate the causes of each
type of failure. Future design codes can make use of
the deficiencies identified in order to develop guidelines
for safe practice. If failures are interpreted correctly, a
great deal of information for correct analysis, anticipated
behavior, detailed design, and construction can be
obtained to help formulate accurate design guidelines.
Failures occur in different forms in a material. Physical
forms of failure can be seen as infinitely large deformation
and metallurgical disintegration of elements. It can beam
localized cracking without collapse or discontinuity or
total separation in a component.
The advancement in Technology and improvements in
the method has a positive outcome on failure of bridges,
the following Table illustrates “Influence of technology
level on bridge failures.

Table 2 Influence of Technology Level on Bridge Failures

Bridge Component Old Technology New Technology Remarks

Deck slab Open steel grid or steel floor HPC, Exodermic and FRPC Concrete deck is replaced
beam supported or low strength every 15 or 20 years
concrete
Overlays for protection Bitumen or screed for concrete Latex modified concrete, corrosion Wearing surfaces added
deck inhibitor aggregate concrete (FWS) as required
Girders or trusses Made of cast iron, wrought iron, Made of Grade 50 steel, HPS 70W Hybrid girders being used
or mild steel with low yield and HPS 100W
strength
Structural system Use of non-redundant through Use of redundant multiple girder Composite action due to
trusses system shear connectors

44 INDIAN HIGHWAYS│December 2018

 Technical Paper

Bridge Component Old Technology New Technology Remarks

Joints and connections Riveted connections
Parapet and railing Non-crash tested
Seismic resistance Rigid connections in Use of ductile moment resisting Substructure
substructure
Bearings Rocker and roller
High strength bolts and welds Detailing procedures
revised in subsequent codes
Crash tested Through girders also used
as parapets in old system
detailing
frames for piers procedures changed
Elastomeric pads or multi rotational New bearings allow thermal
as per IRC:83 (part II)-1987-Standard changes and seismic
specifications and code of practice for movements
Road Bridges-Section IX-Bearings

Design Aspects
Strength design Allowable stress or load factor Load and resistance factor New designs are economical or safe
design (LRFD)
Load combinations for Extreme conditions not Collision, seismic analysis, Use of computer software has
analysis considered and scour analysis considered made possible over a dozen load
combinations
Inspection methods Visual Visual and SHM Frequency of inspections is increased
Rating methods Load factor Load and resistance factor Scour vulnerability and seismic
rating (LRFR) vulnerability introduced
Source: Internet Search
Studies have also been conducted for failure against each monitoring of bridges against possible deck failures.
structural part of the bridge like foundation, bridge piers The system will consist of independent measurement
and deck etc. of stress and strain in deck slabs and measurement of
However no comprehensive study has been done for frequency of wave propagation in deck slabs due to
monitoring of bridges against possible failures which dynamic loads and natural frequency of the deck slab. A
includes monitoring bridges against all possible failures computer program will receive the above values at each
listed above, in all structural elements of bridges in order occurrence of dynamic loads on bridge and diagnose the
to predict and take counter measures against possible condition of the bridge.
failure of a bridge.
6. Objectives of the Study
In view of this existing scenario, there is a need for
The objective of the study is to examine the possibility
comprehensive monitoring of bridges and other similar
that
structures against failure of all possible factors. This
project was intended to bridge the gap between theoretical i) Calculating the frequency of the propagation of the
and small-scale experiments typically performed in waves due to vibrations caused by the dead loads
a controlled environment to the full-scale, real-life, and moving loads on the bridge.
behavior of structural bridges by installing gauges and ii) To asses if there is any pattern between the
monitoring real time. The project involved the elaboration frequency of the propagated wave and section of
of a research program to demonstrate the effectiveness of the bridge.
online monitoring for prevention of collapse of highway iii) To observe that there is any correlation between
bridges and other bridge like structures. It was intended a moving load position on the bridge and the
to provide supporting full-scale test data to develop frequency of wave propagation.
design criteria based on a scientifically valid foundation. iv) To examine whether the frequencies of waves
A system which will evaluate the condition of the structure propagated under various load conditions are
will consists of a complete set of tools which interact converging towards the natural frequency of the
with each other and send the observations to a central bridge or diverging from it or indifferent from it.
processing system On-Line needs to be developed. v) The possibility of examining the collapse of a
As a part of the above complete system, a sub system bridge through mechanical wave propagation at
is proposed to be developed for comprehensive On-Line natural frequency by anti- social elements.

INDIAN HIGHWAYS│December 2018 45

 Technical Paper

7. Methodology
The steps involved in calculation of natural frequency of
the deck of a bridge are:
Step 1. Calculate the moment of inertia for the cross
section of the bridge along X- axis.
Step 2. Estimate the modulus of elasticity or young’s
modulus of material of deck (concrete) (Ec).
using the thumb rule Ec = 5000 * sq.root of Fck
Step 3. Calculate the weight of the deck weight = length
* area * density.
Step 4. Calculate the mass which is weight divided by
gravity. Fig. 2
Step 5. Calculate the maximum deflection of the bridge
due to various combinations of loads. Sometimes use of
influence lines may also be need in calculation of this
maximum deflection of the bridge.
Step 6. Calculate the stiffness factor of the bridge using
the formula stiffness factor K = Weight divided by
deflection.
Step 7. Calculate the wave length of the vibrations in the
bridge using the formula wave length omega = sq.root
of stiffness factor divided by mass calculated in step 4.
Step 8. Calculate the frequency of propagation of wave
in the bridge using the formula omega = 2 pie f.
8. Application
8.1 Case Study
This is an example of a reinforced concrete deck slab of
a fly over located at Shendra-Bidkin industrial area at
Fig. 3
Aurangabad India. The structural details of the bridge
have been shown in Figs. 1 to 6. This bridge has been
adopted as a model in illustrating the failure conditions
under IRC loading pattern.

Fig. 1 Fig. 4

46 INDIAN HIGHWAYS│December 2018

 Technical Paper

Fig. 5 Fig. 6

The process of calculating the natural frequency of based on the structural details and drawings of the above
wave propagation has been illustrated below Table 3 bridge.
Table 3 Natural frequency of Deck Slab and Longitudinal Girders at Shendra-Bidkin Area, Aurangabad

S. No. Location Area(A) Y AY AY² I-self I-Total

Girder Beam
1 Bottom Rectangle 0.24 0.15 0.036 0.0054 0.002 0.0074
2 Bottom Triangles 0.05 0.367 0.018333333 0.0067 0.0001 0.0068
3 Rectangle 0.06 0.40 0.024 0.0096 0.0002 0.0098
4 Web 0.29 0.9875 0.28884375 0.2852 0.0232 0.3084
5 Middletriangles 0.05 1.575 0.0826875 0.1302 0.0001 0.1303
6 Middle Rectangle 0.05 1.55 0.06975 0.1081 0.0001 0.1082
7 Top Rectangle 0.15 1.700 0.255 0.4335 0.0003 0.4338
Sub Total 0.89 0.774614583 0.9788 0.026 1.0048
For 5 Girders 4.45 3.873072917 4.8940 0.13 0.0000
8 Deck slab 3.02 1.887 5.69874 10.7535 0.0127 10.7662
GRAND TOTAL 7.47 9.5718 15.6475 0.1427 10.7662
Y = ∑AY ÷ ∑A 1.281
Ixx + ∑AY²= I total
Ixx = I total - ∑AY2 3.5322
M.I about C.G =3.5322
EC = 5000 * √fck 33541
W= L*A*Density 5602500
m= W÷g 571100.9174
K= 48EI/L3 210.6195915
ω= K/m 0.019204056
f= ω/2π 0.003056024
T= 1/f 327.2225482

INDIAN HIGHWAYS│December 2018 47

 Technical Paper

The simulated deformation shape/defections at various The summary of results, based on the methodology
points of this bridge are shown in Figs. 7 to 15 using discussed above, at salient load conditions and sections
COMSOL software is shown in appendixes. are tabulated below.
Table 4

A sample load condition diagram with calculation for frequency has shown below:
Table 5

Model Calculations are as Follows

When X= 22.39 m from RHS or 7.61 m from LHS
B.M at 7.61 M from LHS
EI d²y/dx² = -M
EI d²y/dx² = -(-RB*X + (W*X² / 2)
EI dy / dx = -(-RB*X²/2 + (W*X³ / 6) + C1)))
EI Y = ((RB*X³ / 6) - (C1*x) -(W*X4/24)- C2))

48 INDIAN HIGHWAYS│December 2018

 Technical Paper

At X = 0, Y = 0 , Hence C2 = 0 L=30
At X = 30 m, Y = 0,
Substituting X = 22.39
EI Y = ((RB*X³ / 6) + (C1*x) -(W*X4/24) + C2))
15772739.05 5866607.023
Result 9906132 C1*X+C2
C1 * X + C2 9906132
C1*22.39+0 9906132
C1 = 9906132 /22.39
C1 442436
Hence C1 442436
Substituting X = 22.50 m from RHS and C1 = -442436
Or Substituting X = 7.61 from LHS m and C1 = -442436
EI Y = ((RB*X³ / 6) - (C1*x) -(W*X4/24) - C2))
15772739.05 3366934.556 5866607.023
Result 6539197
6539197
6539197
EI Y= 6.54E+06
Y= 6.89E-04
Y= 6.89E-04 *1000 M
Y= 6.89E-01 Or 0.689 mm
Deflection under W4 =17 tons i.e., 22.39 from RHS or 7.61 from LHS
Stiffness factor (K) = Load / Deflection
24552
f= (1/2π) * (√K/M)
f= 0.006 HZ
T= 1/f
T= 164.80 Sec
The other loading condition diagrams are given below table. Details of all the calculations are not incorporated
and consolidated results are shown in the following for want of space.
Table 6

INDIAN HIGHWAYS│December 2018 49

 Technical Paper
Table 7

Table 8

Table 9

Table 10

50 INDIAN HIGHWAYS│December 2018

 Technical Paper

Similarly the deflections at various salient points on the conditions. The consolidated results of such calculations
bridge has also been calculated under standard loading are as follows.
Table 11

9. Interpretation of the Results

i. Live loads moving on the bridge have no
effect on the natural frequency of the
bridge.
ii) There is no pattern between the frequency
of the propagated wave and section of the
bridge.
iii) There is no correlation between a moving load
position on the bridge and the frequency of wave
propagation.
iv) The frequencies of waves propagated under various
load conditions are not converging towards the
natural frequency of the bridge and are indifferent
from it.
v) It is possible to collapse a bridge through
mechanical wave propagation at natural frequency
by anti-social elements.
10. Conclusion
It is evident that there is extreme remote possibility that
a reinforced concrete bridge may fail due to resonance
phenomenon when it can withstand for bending stresses
and deflection. However it needs to consider another
possibility of use of mechanical wave propagation by
anti- social elements in considering the comprehensive
management of a bridge.
A mechanical wave generator such as a “Tesla earthquake
machine” as shown in the patented drawing below can be
used to generate waves with a matching frequency to that
of the natural frequency of the bridge, so that the bridge
may failure due to resonance. Fig. 7

INDIAN HIGHWAYS│December 2018 51

 Technical Paper

11. Appendixes Er. P. Krishna Murthy, Practicing Structural Engineer on

The simulated deformation shape/defections at
various points of this bridge are shown in the
following figures using COMSOL software from
Figs. 8 to 15.
12. Acknowledgements
Bridges, Hyderabad for his constant guidance and help
in preparation of paper.
Er. P. Raghuvardhan Reddy, University of Hyderabad,
Hyderabad, for his contribution in usage of COMSOL
software in preparation of paper.

Fig. 8 Fig. 12

Fig. 9 Fig. 13

Fig. 10 Fig. 14

Fig. 11 Fig. 15

52 INDIAN HIGHWAYS│December 2018

 Technical Paper

ECONOMIC ANALYSIS FOR CAPACITY AUGMENTATION

AND CHANGING WHEEL PATH

Swapan Kumar Bagui1 Atasi Das2

Abstract
Government of India has been constructing four/six lanes of national highway system since the past 15 years. It has been
found that roads are distressed during operation period in the form of rut and crack due to overloading of the vehicles and
substandard material used during execution of the work along with poor quality control of works. Wheel path of inner
lane or outer lane has been damaged. Distress section is only 6-10% of the carriageway width and remaining portion is in
sound condition as is evident from Benkelman Beam Deflection (BBD) test results. It is also found that old lane is damaged
earlier than of new lane added during construction from four lanes divided carriageway. Optimum maintenance has been
determined changing or shifting wheel path during major rehabilitation by widening carriageway width by 0.6 m and
shifting wheel path of old lane at time of four lane construction. A case study has been considered taking five options for
economic analysis and it is found that extra widening during major rehabilitation time (generally after 9/10 years of initial
construction) is the best option for rehabilitation. Highest internal rate of return is found to be 19.8% for this option and
total transportation cost is also minimized. The case study is presented here.
1. INTRODUCTION lane for some roads and outer lane for the other roads. It
Government of India constructed Golden Quadrilaterals depends on the lane which is used by the heavy vehicle.
connecting four metro cities Delhi, Kolkata, Chennai As a result, huge maintenance and rehabilitation cost
and Mumbai, North South and East West Corridor of is required although pavement design is carried out in
total length more than 12000 km. It is found that roads India using Indian Roads Congress (IRC):37:1984/2001.
are distressed during operation period. Conducting axle In order to optimize rehabilitation cost, a methodology
load survey from different roads, overloading has been has been proposed which is shifting wheel path at the
found as a major reason. Rear axles of heavy vehicles time of four lane construction for old lane and after
carry 2 to 3 times of legal load. Penetration grade 60/70 few years of construction. It is noticed from field
bitumen was used in construction during those periods. survey that only wheel paths in the inner/outer lane are
Rut and fatigue resistance mixes were not adopted during damaged and it is only 6-12 % of the entire carriageway
construction for some roads. As a result, major roads for four lanes divided carriageway and the remaining
failed due to fatigue and rut. It is found during operation portion of the carriageway is better and in sound
period that heavy vehicles are following a particular condition.
narrow width (similar to rail transportation) with the The formation of rut on the wheel path for some roads is
guidance of lane marking. Rut is found on the inner shown in Fig. 1.

Fig. 1 Typical Rut Failure of Road

1 CGM, ICT Pvt. Ltd., New Delhi, E-mail: swapanbagui@gmail.com

2 GM, GRI Infra Project Ltd., Gurugram, E-mail: atasid@gmail.com

INDIAN HIGHWAYS│December 2018 53

 Technical Paper
2. LITERATURE REVIEW
Literature on this aspect is very limited and not found
out. This paper has been developed based on the failure/
distresses of the recent pavement in India.
3. OBJECTIVE OF WHEEL PATH SHIFTING
The objective of wheel path shifting is to balance the
number of load repetitions across the pavement cross
section over time. This proposed approach would
eliminate the concentration of passing loads in a small
area of the pavement and, consequently, would delay the
fatigue/rut failure of the system.
Fig. 2 shows the cross section (half) of a four lane
divided highway with paved shoulder in India. Total
width of each carriageway is 8.75 m. By adding a
strip of pavement to the existing pavement width, the
wheel path/lane may be shifted. This would reduce the
number of load applications on the old wheel paths and
distribute the damage due to traffic over a larger width of
the pavement structure. The magnitude of a wheel path
shift, which depends on the distance between the wheels
in a design axle i.e., 2.5 m as proposed in IRC:3-1980.
1.2 m width is distressed only along two wheel paths
where overloaded vehicles are plying. Other lane is used
by fast/light vehicle which is in less distressed condition.
Therefore, remaining width of the carriageway 7.3 m
is better condition. Therefore only width of one wheel
path (0.6 m) is needed as extra width for shifting wheel
paths. Wheel paths shifting may be used for increasing
the pavement life.
(a) Schematic Diagram for Original Wheel Path
(b) Schematic Diagram for Shifted Wheel Path
Fig. 2 Wheel Path Arrangement (Symmetrical
Section along Median Center)
3.1 Case Study
The government of India constructed 5600 km four lanes
divided carriageway in 1995-2006. The government
completed 1550 km of National Highway (NH 2). 20 km
of the selected section of this NH 2 (between km 700 and
km 1000) is considered for the case study. Heavily loaded
54 INDIAN HIGHWAYS│December 2018
vehicles follow the inner lane of each carriageway of the
four lanes divided carriageway.
Major rehabilitation is required after 10 years of
construction. Benkelman Beam Deflection (BBD)
survey was carried out on each wheel path in November
2015 and it is found that BBD value for outer lane varies
from 1.3 mm to 1.8 mm whereas it varies from 0.5 mm
to 0.7 mm for outer lane wheel path for this section.
This shows that inner lane is less distressed. Overlay
thickness for outer lane requirement is lower than that
of inner lane. Therefore economic rehabilitation design
may be achieved during rehabilitation time by changing
wheel path. Drivers follow lane marking during driving
and damaging occurs parallel to the road along a fixed
distance from median edge or center lane marking for
two/multilane undivided carriageway.
Wheel path shift may be carried out by widening median
width during rehabilitation stage or reducing median
width or introducing median on central lane / increasing
outer edge by 0.6 m only for the case of multiple
undivided highways.
Shifting wheel path changing concept shall be assessed
during design stage at the time of construction as
presented below:
a) Construction of additional 0.55 - 0.6 m width for
each carriageway during construction
b) Construction of additional 0.5 - 0.6 m width for
each carriageway during rehabilitation time
c) Conventional rehabilitation which does not
need any extra widening but required higher
rehabilitation cost during operation period.
Median width may be increased to force vehicles to shift
the original wheel path or outer marking lane may be
shifted to force vehicle changing wheel path. Following
economic impact may be considered for three cases:
Case (a) requires more initial investment
Case (b) requires more investment during rehabilitations
time.
Case (c) No extra width requirement during rehabilitations
time but more rehabilitation cost
For the first case, speed and capacity of the road will be
increased due to extra lane provision but no extra benefit
will be earned for the time being from operation and
rehabilitation stage.
Other case is conventional case which needs no extra
widening.
A case study is considered for evaluation of the feasibility
of providing extra width based on the results of HDM 4
analysis.
 Technical Paper

3.2 Basic Project Data 4. Different Options for Economic Analysis

A real case study has been considered. Existing road was Following improvement options are recommended for
two lanes (7.5 m carriageway) with earthen shoulder the determination of best option.
(1.5 m) both sides and it was constructed with four lane a) Do nothing or do minimum. i.e., Base Case
configuration and became operational in 2005. Length b) Construction of additional 0.5-0.6 m width for each
of the road was 20 km. Total motorized traffic was 6500 carriageway during construction
(13560 Passenger Car Units (PCU)) and number of non- c) Construction of additional 0.5- 0.6 m width for each
motorized vehicle was 180 at the time of preparation of carriageway during major rehabilitation time
Detailed Project Report in 1992. Vehicle composition is d) Conventional rehabilitation which does not need
presented in Table 1. any extra widening but require higher rehabilitation
cost during operation period.
Table 1 Vehicle Composition
For case (a), existing road was not to be upgraded to
Vehicle Proportion (%) four lanes. AC 40 mm as and when required (generally
Two Wheeler 8.93 every 4 years) to be provided and routine maintenance in
Three Wheeler 6.93 the form of repairing of pot hole, patch, culvert, bridge
cleaning etc. to be carried out.
Car 22.49
For remaining cases [Case (b) to Case (d)] major
Tempos 8.00
rehabilitation in the form of overlay assumed to be carried
Mini Bus 2.50 at the 10th year. Extra width of 0.6 m is to be constructed
Std Bus 10.46 for each carriageway. 50 mm Asphalt Concrete (AC)
Std Truck 21.92 in the form of overlay will be laid for Cases (b) to (c).
120-130 mm overlay in the form AC+DBM (Dense
Multi Axle Vehicle 18.72
Bituminous Macadam) will be laid over existing surface
Initial construction cost was Rs. 45 million for four for case (f). In addition, routine maintenance as well as
lanes divided carriageway and Rs. 47.5 million for functional overlay same as in Case (a) is recommended
four lanes divided carriageway with extra width of 0.6 for Case (b) to Case (d).
for future shifting of wheel path. BBD test was carried Existing speed of two lanes was considered as 45 kmph
out in 2014 and characteristic deflections for inner and as obtained from speed and delay survey and same has
outer lane were found 0.45-0.65 mm and 1.4-1.9 mm. been used for economic analysis.
Overlay thickness for inner and outer lane are found Economic analysis has been carried out using HDM 4 and
50 mm Asphalt Concrete (AC) and 120-130 mm Internal Rate of Return (IRR) for different cases along
(AC+DBM (Dense Bituminous Macadam)) using with other economic viability parameters presented in
relevant Code, IRC:81-1997. Table 2.
Table 2 Result of Economic Analysis

Cases IRR (%) NPV NPV/Cost TTC

(Rs. Million) Ratio (Rs. Million)
Case-a Base Case - - - 9357.95
Case b- Construction of additional 0.5-0.6 m 19.2 420.1 0.532 8937.8
width for each carriageway during in construction
Case c-Construction of additional 0.5-0.6 m width 19.4 431.17 0.56 8926.8
for each carriageway during in rehabilitation time
Case d-Conventional rehabilitation 18.8 417.6 0.53 9450.1
NPV: Net Present Value; TTC: Total Cost
5. RESULTS OF ECONOMIC ANALYSIS From Table 2, it is found that construction of extra
Economic analysis has been carried out taking three lane during major rehabilitation time (generally after
improvement options as stated earlier. Results of 9/10 years of operation) yields maximum economic
economic analysis are presented in Table 2. return. IRR has been found as 19.4%. NPV is found to

INDIAN HIGHWAYS│December 2018 55

 Technical Paper
be Rs.431.1 million. Total transport cost is found to be
Rs.8926.8 million which is the minimum transportation
cost.
Therefore, this option is the best option. This option defers
extra widening cost which reduces initial construction to
optimize benefit.
6. Overloading
Road is damaged due to overloading of the heavy
commercial vehicle. There is several law, rule and
regulation for the controlling overloading but it is not
always practically possible. Axle load survey result
supports the occurrence of overloading which is beyond
control. Road is damaged rapidly due to overloaded
vehicle. Changing wheel path may reduce damage and
pavement may extend life. Therefore, overloading effect
may be controlled by partially changing application
wheel paths.
6.1 Practical Construct Ability Problem
The main practical consideration for wheel path shifting
is the availability of extra land for constructing the
required small strip of the pavement. Although this may
be a concern in urban areas, it does not pose a serious
problem for rural highways. Another concern is the
existence of longitudinal (construction) joints between
the lanes, where traffic load is transferred by wheel path
shifting. These joints are often weak spots and should be
strengthened if they are expected to fall under the wheel
paths. Another problem is construct ability of 0.6 m extra
width. Standard roller size is more than 1 m. Therefore,
construction of small width will be problem and special
roller may be required or alternatively extra width and
shoulder will be constructed simultaneously.
Asphalt edges of existing carriageway is completely
cold, an assessment has to be made as to whether the
techniques used for warm joints are adequate, or whether
further action must be taken to trim the joint back to fully
compacted material. Factors to be taken into account
include the depth of the old existing layer, and the critical
performance required of the surfacing at that point. Long
lengths are more effectively trimmed by sawing or using
a cutting wheel mounted on a piece of heavy equipment
such as a steel wheel roller. Cutting wheels that trim
to an angle of 45º or 60º are considered preferable to
vertically cutting wheels and they are less likely to cause
damage to surrounding materials. Usually, removal of
50 mm of material is adequate. Cut edges should be tack
coated prior to placing asphalt against them (Asphalt
Joint 1997).Typical longitudinal joint shown in Fig. 3
may be used during construction of small extra width.
56 INDIAN HIGHWAYS│December 2018
Fig. 3 Longitudinal Joint Details
7. CONCLUSIONS
Wheel path shifting is proposed as an efficient approach
for pavement maintenance. This will increase the
pavement life and optimize total transportation cost.
Optimum benefit may be obtained constructing extra
width during major rehabilitation stage. Economic return
has been found to be 19.4% for this case and minimum
transportation cost may be achieved for the particular
case study. This may be varied depending on the case
study to be considered. Longitudinal joint for extra
widening may be constructed as per joint details (Fig. 3)
proposed in this paper.
The factors involved in the effectiveness of wheel path
shifting are identified, and a framework that can be used
to perform a cost analysis and economic viability. When
the effect of traffic on pavement damage is relatively
strong, a significant extension of a pavement’s effective
life can be achieved by wheel path shifting. Further
research is required to strengthen wheel path shifting
proposal.
REFERENCES
1. John Rebbechi (1997). Pavement Work Tip no 4, Asphalt
Joint Prepared by Austroads Pavement Research Group
representative or AAPA and National Asphalt Research
Coordination Group (NARC).
2. Indian Roads Congress IRC:37-1984/2001/2012-
Tentative Guide Line for New Flexible Pavement,
Government of India.
3. HDM 4 (2010): Economic Analysis Manual (Vol 1 to
Vol 6).
4. IRC:81-1997. Guidelines for Strengthening of Flexible
Pavement Using Benkelman Beam Deflection Technique,
Government of India.
5. IRC:3-1983. Dimensions and Weights of Road Design
Vehicle, Government of India.
 Technical Paper

Prioritization of Road Safety Measures Using iRAP Analysis Tool

at Critical Black Spot Locations in Delhi Urban Area

Prof. P.K. Sarkar1 Shawon Aziz2

Abstract
The study is focussed on star rating and prioritization of accident black spots based on severity and likelihood of accidents
The study also includes economic analysis and investment plan for the same. The case study is National Capital Territory
of Delhi, India. According to Delhi Police records, since 2008, more than 72000 people have faced injuries and about 18000
people have died in Delhi in road accidents. The study has been carried out on ten critical black spots which have recorded
highest number of accidents in 2014. The data has been analyzed using International Road Assessment Program (iRAP)
software, ‘ViDA’ and star rating scores have been calculated for vehicle occupants, Pedestrians, Motor Cyclists, Bicyclists
separately at all black spots. The findings suggest that an investment of about Rupees 51.97 crores on 10 Black Spots can
save around 19800 accidents with economic gain of rupees 388 crores (NPV) and Benefit/Cost ratio of 8. The prioritization
using iRAP’s analysis study tool adopted in this study can serve as an important yardstick for comparative analysis of
black spots in Delhi Urban Area.
1. Introduction people died in road accidents and 4,13,547 people got
Road accident is a major but neglected public health seriously injured in 1,48,707 road accidents in year
issue worldwide. People deal with it on a day-to-day 2015[2]. Out of the 53 metropolitan cities, the fatalities
basis. As per World Health Organization, road traffic per 100 accidents (Accident Severity) in year 2014
crashes is the 8th leading cause of death and it is the were recorded highest in Ludhiana (66.9) followed
main cause of death among those aged 15–29 years. by other metropolitan cities as shown in Table 1. The
Global Road Injury Mortality rate is 18 deaths per problem is dynamic and complex in nature and requires
one lakh population and for India, it is 18.9. 74 % of a collaborative effort of engineering, management,
road traffic deaths occur in middle-income countries, enforcement, and education and information
which account for 70% of the world’s population, but technology measures. This paper deals with the
only 53% of the world’s registered vehicles[1] As per engineering measure of black spot prioritization to
National Crime Records Bureau, in India 1,77,423 address the issue of road safety.
Table 1 Top 10 Metro Cities Road Accident Statistics 2015
S. No Fatal Accidents Person Killed Person Injured Total Accidents Accident Severity
1 Delhi 1629 Delhi 1671 Chennai 9355 Mumbai 22570 Ludhiana 66.9
2 Chennai 1083 Chennai 1118 Delhi 8283 Chennai 9610 Amritsar 57
3 Bangaluru 703 Bangaluru 729 Indore 4848 Delhi 8623 Kanpur 48
4 Kanpur 530 Kanpur 600 Bangaluru 4098 Indore 5784 Patna 41.3
5 Lucknow 515 Lucknow 537 Mumbai 3938 Bangaluru 5004 Lucknow 39.6
6 Mumbai 512 Mumbai 534 Kolkata 3604 Kolkata 4561 Surat 27.4
7 Patna 493 Agra 503 Mallapuram 3305 Bhopal 3459 Pune 25.4
8 Allahabad 454 Patna 493 Jabalpur 3074 Jabalpur 3124 Jaipur 22.5
9 Kolkata 431 Allahabad 481 Bhopal 2601 Hyderabad 2908 Delhi 19.4
10 Raipur 425 Kolkata 450 Hyderabad 2561 Mallpuram 2719 Ahmedbad 16
(Source: Road accidents 2015 booklet, Accident Research Cell Delhi Police)
1 Director (Transportation) Asian Institute of Transportation Development, E-mail: sarkarpradip52@gmail.com
2 Assistant Prof. School of Architecture and Planning, Vijayawada

INDIAN HIGHWAYS│December 2018 57

 Technical Paper

2. ROAD ACCIDENT SCENARIO IN DELHI accidents (in all three years put together involving
As per Delhi police records, since 2008, 75,750 fatalities and grievous injuries) took place during the
accidents have occurred in Delhi in which 72,398 last three calendar years or 10 fatalities in all three years
people have been victim of injuries while 18,835 put together. (MoRTH Circular dated 28.10.2015).
people have died[4]. Accidents reported in year 2017 Due to non-availability of a standard definition of a
were of the order of 1,565, in which 1,584 fatalities Blackspot in 2014, Delhi police defined black spot as
occurred and 6,604 people were injured. As per a place where 3 or more fatal accidents or 10 or more
Ministry of Road Transport and Highways (MoRTH), non-fatal accidents have taken place in a year. Table 2
a road accident Blackspot on National Highways is a shows decadal accident statistics on Delhi from 2008
stretch of about 500 m in length in which either 5 road to 2017.
Table 2 Accident Trend in Delhi (Source: Delhi Police Road Accident Booklet)
Year Non-Injurious Non Fatal Accidents Fatal Accident Total Accidents Persons Persons
Accident Injured Killed
2008 362 6058 2015 8435 7343 2093
2009 131 5113 2272 7516 6936 2325
2010 63 5093 2104 7260 7108 2153
2011 71 5162 2047 7280 6975 2110
2012 115 5000 1822 6937 6639 1866
2013 169 5619 1778 7566 7098 1820
2014 209 6785 1629 8623 8283 1671
2015 160 6343 1582 8085 8258 1622
2016 129 5698 1548 7375 7154 1591
2017 91 5017 1565 6673 6604 1584
Total 1500 55888 18362 75750 72398 18835

3. INTRODUCTION TO INTERNATIONAL road. Different Road Protection Scores are produced for
ROAD ASSESSMENT PROGRAM (iRAP) Car Occupants, Bicyclists, Pedestrians, motorized Two
The International Road Assessment Program (iRAP) is wheeler Riders.
a non-profit organization that works in partnership with The following inspections of the road infrastructure
government and non-government organizations for safer elements, Star Rating Score (SRS) is calculated for each
roads. They have developed online software named 100 m section of road using the iRAP software. The SRS
“ViDA” which offers star rating to roads in accordance forms the basis for generating the Star Ratings (and,
to safety parameters. A road’s Star Rating is based on in turn, Safer Roads Investment Plans). A high score
an inspection of infrastructure elements that influence equates with a high level of risk, and a low score equates
the likelihood and severity of crashes occurring on a with a low level of risk.
Table 3 Star Rating Corresponding to Mode Wise Star Rating Score
Star Ratings Star Rating Scores
Vehicle Occupants Bicyclists Pedestrians
& Motorcyclists Total Along Crossing
5 Stars 0 to < 2.5 0 to < 5 0 to < 5 0 to < 0.2 0 to < 4.8
4 Stars 2.5 to < 5 5 to < 10 5 to < 15 0.2 to < 1 4.8 to < 14
3 Stars 5 to < 12.5 30 to < 30 15 to < 40 1 to < 7.5 14 to < 32.5
2 Stars 12.5 to 22.5 30 to < 60 40 to < 90 7.5 to < 15 32.5 to < 75
1 Star 22.5 + 60 + 90 + 15 + 75 +

After star rating the model is calibrated, an estimate of every countermeasure treatment are taken by applying
the existing number of deaths and serious injuries at wholesale price index of current year to PWD schedule
any point on the network can be made. This information of rates.
can then be used to examine the potential death and
4. MEASURES TO IMPROVE ROAD
serious injury reduction that is possible through the
ACCIDENTS
application of proven engineering countermeasures at
any location. The step is followed by a comprehensive The basic principle of road safety is to improve
road safety investment plan in which unit rates of “Driver Expectancy” by removing ambiguity in road

58 INDIAN HIGHWAYS│December 2018

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environment. The geometric design of roads must be briefly described in Table 4. A detailed description
consistent without any abrupt change. Further special of the measures such as location, stretches on which
care must be taken for protection of vulnerable road it should be applied, Fatalities and serious injuries
Users like Pedestrians, bicyclists and No-motorized saved in 20 years time, investment cost, economic
vehicle commuters. The major road safety measures gains etc are obtained after detailed analysis using
that have been applied on the black spots have been ViDA.
Table 4 Major Engineering Treatments
S. No. Safety measure Cost Life (Years) Effectiveness Remark
1 Additional Lane, Lane High 10-20 25-40% Provides a safe opportunity for one direction of traffic to
widening overtake and can improve traffic flow.
2 Road safety Barriers Medium 10-20 40-60% Flexible, rigid or semi rigid barriers made of steel, rails etc.
3 Delineation Low 1-5 10-25% Line markings, retroreflective markers, guideposts, warning
signs, chevron signs
4 Signalized intersections Medium 10-20 25-40% vehicle actuated signals with dynamic signal time cycle &
pedestrian phase
5 Pedestrian Facilities Medium 10-20 40-60% Pedestrian Fencing, refuge islands, Foot paths
6 Shoulder sealing Medium 5-10 25-40% educes head on crashes, better grip, and serve as safe
cycling space
7 Traffic Calming measures Medium 10-20 25-40% speed humps, table topping, kerb built-outs, roundabouts
8 Speed management Medium 5-10 25-40% Roundabouts, Gateway treatments, pavement narrowing,
curve treatments
9 Grade separated High 10-20 Above 60% Eliminate Pedestrian-Vehicular conflicts
Pedestrian Crossings
10 Service lanes & Bicycles High 10-20 40-60% Safe Movement of Vulnerable Road Users
lanes
(Source: http://toolkit.irap.org/)
5. CASE STUDY: DELHI NCT (TOP 10 BLACK Police, 10 Black spots for year 2014 where maximum
SPOTS) number of accidents were reported have been studied
As per Delhi Police, an accident Black Spot has been and more than 90 road attributes have been recorded
defined as a location on road where 3 or more fatal such as delineation, median type, pavement condition,
accidents or 10 or more non-fatal accidents take place curve sharpness, street lightening accident statistics for
within a year. Out of 137 black spots identified by Delhi the 10 black spots as presented under in Table 5.
Table 5 Top Ten Black Spots in Delhi
S. No. Blackspot Fatal Accidents Injurious Accidents Total Accidents
1 Sarai Kale Khan 36 9 45
2 ISBT Kashmiri Gate 22 7 29
3 Mahipalpur Flyover 20 7 27
4 Dr.Bhaba Marg Crossing 17 8 25
5 Mori Gate Chowk 16 9 25
6 Shani Mandir NH-44 16 7 23
7 Nigam Bodh Ghat 11 9 20
8 Shahadra Flyover 12 7 19
9 Mukundpur Chowk 9 9 18
10 Punjabi Bagh Chowk 6 8 14

Maximum number of accidents occurred at Sarai Kale
Khan in year 2014 i.e. 45 followed by ISBT Kashmiri
Gate and other 8 black spots. A Detailed inventory
survey along with spot speed survey, classified traffic
volume count and pedestrian peak hour volume count
has been carried out at all above blackspots. The data
has been analyzed using International Road Assessment
Program (iRAP)software, “ViDA” and star rating scores
have been calculated for Vehicle occupants, Pedestrians,
Motor Cyclists, Bicyclists separately at all black spots.
After star rating the model is calibrated, an estimate of
the existing number of deaths and serious injuries at
any point on the network can be made. This information
can then be used to examine the potential death and
serious injury reduction that is possible through the
application of proven engineering countermeasures
at any location. The countermeasures are also subject
to a hierarchy from low cost road safety measures

INDIAN HIGHWAYS│December 2018 59

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to the most comprehensive countermeasures taking carried out for all ten Black spots leading to the
precedence. Road safety measures such as pedestrian determination of Star Rating for types of modes as
fencing, signalized intersections, service lanes etc. have presented in the following section.
been suggested and economic benefits and safer road
investment plan has been prepared for the same. The 6. BLACK SPOT ANALYSIS
set of road safety measure proposed are followed by a 6.1 Sarai Kale Khan
comprehensive road safety investment plan in which unit As shown in Table 6 and Fig. 1, Mode wise Road stretch
rates of every countermeasure treatment are taken by Star Rating at Sarai Kale Khan is primarily rated by
applying wholesale price index of current year schedule 1 Star for pedestrian facilities to 100 percent of road
of rates provided by Public Works Department (PWD) section. This demonstrates poor facilities for pedestrian
India traffic. Along with this, motor cycle, bicycle and four
The detailed analyses using the ViDA software were wheeler motorized vehicle are also vulnerable.
Table 6 Mode Wise Road Stretch Star Rating at Sarai Kale Khan
Vehicle Occupants Motorcyclists Pedestrians Bicyclists
Star Ratings Length (km) Percent Length (km) Percent Length (km) Percent Length (km) Percent
5 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
4 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
3 Stars 0.4 25% 0.4 25% 0.0 0% 0.0 0%
2 Stars 0.8 50% 0.8 50% 0.0 0% 1.6 100%
1 Star 0.4 25% 0.4 25% 1.6 100% 0.0 0%
Totals 1.6 100% 1.6 100% 1.6 100% 1.6 100%

6.2 Kashmiri Gate

As shown in Table 7 and Fig. 2, mode wise Road stretch
Star Rating at Kashmiri Gate is primarily rated by 1 Star
for pedestrian facilities to 100 percent of road section.
This demonstrates poor facilities for pedestrian traffic
throughout the section while there is a 3 star rating for
Fig. 1 Mode Wise Star Rating Sarai Kale Khan four wheeler motor vehicle.
Table 7 Mode Wise Road Stretch Star Rating Kashmiri Gate
Vehicle Occupants Motorcyclists Pedestrians Bicyclists
Star Length (km) Percent Length (km) Percent Length (km) Percent Length (km) Percent
Ratings
5 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
4 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
3 Stars 1.9 100% 0.9 47% 0.0 0% 0.0 0%
2 Stars 0.0 0% 1.0 53% 0.0 0% 1.9 100%
1 Star 0.0 0% 0.0 0% 1.9 100% 0.0 0%
Totals 1.9 100% 1.9 100% 1.9 100% 1.9 100%

6.3 Mahipalpur Flyover

Fig. 2 Mode Wise Star Rating Kashmeri Gate
As shown in Table 8 and Fig. 3, mode wise Road
stretch Star Rating at Mahipalpur Flyover which is
primarily rated by 2 Star for pedestrian facilities to 100
percent section and 2 & 3 star for vehicular traffic. This
demonstrates inadequate facilities for pedestrian traffic
throughout the 100 percent of section and reasonably
acceptable facilities for motorized four wheelers
throughout the 50% of the total section.

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Table 8 Mode Wise Road Stretch Star Rating at Mahipalpur Flyover

Vehicle Occupants Motorcyclists Pedestrians Bicyclists

Star Length Percent Length Percent Length Percent Length Percent
Ratings (km) (km) (km) (km)
5 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
4 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
3 Stars 5.3 52% 3.3 32% 0.0 0% 3.3 32%
2 Stars 3.5 34% 4.5 44% 5.3 52% 2.0 20%
1 Star 1.4 14% 2.4 24% 4.9 48% 4.9 48%
Totals 10.2 100% 10.2 100% 10.2 100% 10.2 100%

6.4 Dr. Bhaba Marg Crossing

As shown in Table 9 and Fig. 4 presents mode wise Road
stretch Star Rating at Dr. Bhaba Marg Crossing which is
primarily rated by 2 Star for pedestrian facilities to 100
percent of road section and 2 star for vehicular traffic.
This demonstrates inadequate facilities for pedestrian
traffic, 4 wheeler and 2 Wheeler motorized vehicle
Fig. 3 Mode Wise Star Rating Mahipalpur Flyover throughout the 100 percent of road section.
Table 9 Mode Wise Road Stretch Star Rating at Dr. Bhaba Marg
Vehicle Occupants Motorcyclists Pedestrians Bicyclists
Star Ratings Length (km) Percent Length (km) Percent Length (km) Percent Length (km) Percent
5 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
4 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
3 Stars 0.0 0% 0.0 0% 0.0 0% 0.7 54%
2 Stars 1.3 100% 1.3 100% 1.3 100% 0.6 46%
1 Star 0.0 0% 0.0 0% 0.0 0% 0.0 0%
Totals 1.3 100% 1.3 100% 1.3 100% 1.3 100%

6.5 Mori Gate

As shown in Table 10 and Fig. 5, mode wise Road
stretch Star Rating at Mori Gate which is primarily rated
by 1 Star for pedestrian facilities to 100 percent of road
section and 2 star for vehicular traffic. This demonstrates
poor facilities for pedestrian traffic throughout the 100
percent of road section and inadequate facilities for
motorized four wheelers throughout the 100 percent of
Fig. 4 Mode Wise Star Rating Dr.Bhabha Marg the section.
Table 10 Mode Wise Road Stretch Star Rating at Mori Gate
Vehicle Occupants Motorcyclists Pedestrians Bicyclists
Star Length (km) Percent Length (km) Percent Length (km) Percent Length (km) Percent
Ratings
5 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
4 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
3 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
2 Stars 1.5 100% 1.5 100% 0.0 0% 1.0 67%
1 Star 0.0 0% 0.0 0% 1.5 100% 0.5 33%
Totals 1.5 100% 1.5 100% 1.5 100% 1.5 100%

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along with all other road inventory attributes, traffic

volume count and spot speed analysis have been fed
into ViDA software and corresponding Star rating has
been evaluated. As shown in Table 11 and Fig. 6, mode
wise Road stretch Star Rating at Shani Mandir which is
primarily rated by 1 Star for pedestrian facilities to 100
percent of road section and 2 star for vehicular traffic.
Fig. 5 Mode Wise Star Rating Mori Gate
This demonstrates poor facilities for pedestrian traffic
6.6 Shani Mandir throughout the 100 percent of section and inadequate
This Blackspot lies on a relatively sharp curve on facilities for motorized four and two wheelers throughout
National Highway 44. The attributes of a sharp curve the 50 percent section.
Table 11 Mode Wise Road Stretch Star Rating near Shani Mandir on NH 44
Vehicle Occupants Motorcyclists Pedestrians Bicyclists
Star Length (km) Percent Length (km) Percent Length (km) Percent Length (km) Percent
Ratings
5 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
4 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
3 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
2 Stars 0.6 38% 0.6 38% 0.0 0% 0.0 0%
1 Star 1.0 62% 1.0 62% 1.6 100% 1.6 100%
Totals 1.6 100% 1.6 100% 1.6 100% 1.6 100%

6.7 Nigam Bodh Ghat

As shown in Table 12 and Fig. 7, mode wise Road stretch
Star Rating at Nigam Bodh Ghat which is primarily
rated by 1 Star for pedestrian facilities to 100 percent
section and 1 & 3 star for vehicular traffic. This
demonstrates poor facilities for pedestrian traffic
throughout the 100 percent of section and poor
and adequate facilities for motorized four wheelers
Fig. 6 Mode Wise Star Rating Shani Mandir throughout the 50 percent each in the total section.
Table 12 Mode Wise Road Stretch Star Rating ne Nigam Bodh Ghat
Vehicle Occupants Motorcyclists Pedestrians Bicyclists
Star Length (km) Percent Length (km) Percent Length (km) Percent Length (km) Percent
Ratings
5 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
4 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
3 Stars 0.6 46% 0.0 0% 0.0 0% 0.0 0%
2 Stars 0.0 0% 0.6 46% 0.0 0% 0.6 46%
1 Star 0.7 54% 0.7 54% 1.3 100% 0.7 54%
Totals 1.3 100% 1.3 100% 1.3 100% 1.3 100%

6.8 Shahadra Flyover

Fig. 7 Mode Wise Star Rating Nigam Bodh Ghat
As shown Table 13 and Fig. 8, mode wise Road stretch
Star Rating at Shahadra which is primarily rated by
1 & 2 Star for pedestrian facilities to 50 percent each
in the total section and 1 & 3 star for vehicular traffic.
This demonstrates poor and inadequate facilities for
pedestrian traffic in equal proportion in the section
and poor and inadequate facilities for motorized four
wheelers in equal proportion in the section.

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Table 13 Mode Wise Road Stretch Star Rating at Shahadra Flyover
Vehicle Occupants Motorcyclists Pedestrians Bicyclists
Star Length (km) Percent Length Percent Length Percent Length Percent
Ratings (km) (km) (km)
5 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
4 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
3 Stars 1.7 47% 0.9 25% 0.0 0% 0.0 0%
2 Stars 1.9 53% 2.7 75% 1.7 47% 0.9 22%
1 Star 0.0 0% 0.0 0.0 1.9 53% 2.7 78%
Totals 3.6 100% 3.6 100% 3.6 100% 3.6 100%

6.9 Mukundpur Chowk

As shown in Table 14 and Fig. 9, mode wise Road stretch
Star Rating at Makundpur Chowk which is primarily
rated by 1 Star for pedestrian facilities to 100 percent
in the total section and 2 & 3 star for vehicular traffic.
This demonstrates poor facilities for pedestrian traffic in
the section and inadequate and acceptable facilities for
motorized four wheelers in equal proportion in the total
Fig. 8 Mode Wise Star Rating Shahadra Flyover section.
Table 14 Mode Wise Road Stretch Star Rating at Mukundpur Chowk
Vehicle Occupants Motorcyclists Pedestrians Bicyclists
Star Ratings Length (km) Percent Length (km) Percent Length (km) Percent Length (km) Percent
5 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
4 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
3 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
2 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
1 Star 2.2 100% 2.2 100% 2.2 100% 2.2 100%
Totals 2.2 100% 2.2 100% 2.2 100% 2.2 100%

6.10 Punjabi Bagh Chowk

As shown in Table 15 and Fig. 10, mode wise Road
stretch Star Rating at Punjabi Bagh which is primarily
rated by 3 & 4 Star for pedestrian facilities to nearly 50
percent each in the total section and 3 star for vehicular
traffic. This demonstrates acceptable and good facilities
for pedestrian traffic in nearly equal proportion in the
total section and acceptable facilities for motorized four
Fig. 9 Mode Wise Star Rating Mukundpur Chowk wheelers in the total section.
Table 15 Mode Wise Road Stretch Star Ratio at Punjabi Bagh Chowk
Vehicle Occupants Motorcyclists Pedestrians Bicyclists
Star Ratings Length (km) Percent Length (km) Percent Length (km) Percent Length (km) Percent
5 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
4 Stars 0.0 0% 0.0 0% 2.1 58% 0.0 0%
3 Stars 3.64 100% 2.94 81% 1.54 42% 1.5 41%
2 Stars 0.0 0% 0.7 19% 0.0 0% 2.14 59%
1 Star 0.0 0% 0.0 100% 0.0 0% 0.0 0%
Totals 3.64 100% 3.64 100% 1.54 100% 3.64 100%

INDIAN HIGHWAYS│December 2018 63

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with a list of affordable and economically sound road

safety treatments. Each countermeasure (Table 16)
proposed in the SRIP is supported by strong evidence
that, if implemented, it will prevent deaths and
serious injuries in a cost-effective way. A number of
parameters such as FSI, NPV, estimated cost, cost to
Fig. 10 Punjabi Bagh Chowk be incurred for saving one accident and benefit cost
ratio are used to assess the effectiveness of each road
7. SAFER ROAD INVESTMENT PLAN safety counter measures proposed as presented in the
The Safer Roads Investment Plan (SRIP) is prepared Table 16.
Table 16 Safer Road Investment Plan
S. No. Road Safety Countermeasure Length / Fatal and Present Value Estimated Cost Program
Sites Serious Injuries (PV) of Safety Cost per FSI Benefit Cost
(FSI) Saved Benefit (Crores) (Crore) Saved Ratio (BCR)
1 Traffic calming 18.39 km 3,300 64.76 4.75 14,402 14
2 Footpath provision passenger side 14.20 km 3,293 64.62 5.20 15,783 12
(> 3 m from road)
3 Footpath provision passenger side 3.20 km 2,252 44.20 1.19 5,275 37
(with barrier)
4 Grade separated pedestrian facility 3 sites 1,652 32.43 6.60 39,928 5
5 Roadside barriers- passenger side 16.90 km 1,236 24.25 4.45 35,984 5
6 Signalized crossing 13 sites 1,233 24.20 1.71 13,873 14
7 Improve Delineation 25.34 km 1,112 21.82 1.39 12,463 16
8 Delineation and signing 18 sites 1,110 21.79 2.70 24,280 8
(intersection)
9 Motorcycle Lane (Segregated) 16.44 km 981 19.24 3.27 33,294 6
10 Footpath provision passenger side 3.90 km 635 12.45 0.43 6,847 29
11 Shoulder rumble strips 10.00 km 633 12.42 0.13 2,029 97
12 Pedestrian fencing 2.39 km 619 12.15 0.05 865 227
13 Side road signalized pedestrian 14 sites 542 10.64 6.84 126,167 2
crossing
14 Protected turn provision at existing 7 sites 348 6.82 1.62 46,643 4
signalized site (4-leg)
15 Side road grade separated pedestrian 3 sites 325 6.38 3.30 101,432 2
facility
16 Improve curve delineation 1.40 km 312 6.12 0.04 1,361 144
17 Shoulder sealing driver side (> 1 m) 12.10 km 294 5.76 4.14 141,026 1
18 Clear roadside hazards - passenger 7.24 km 244 4.78 1.42 58, 3
side
19 Upgrade pedestrian facility quality 6 sites 191 3.75 0.26 13,695 14
20 Signalize intersection (3-leg) 4 sites 178 3.49 1.21 68,051 3
21 Restrict/combine direct access points 3.80 km 158 3.09 0.98 62,302 3
22 Bicycle Lane (off-road) 2.20 km 132 2.59 0.24 18,357 11
23 Clear roadside hazards - driver side 0.30 km 6 0.11 0.06 105,640 2
  Total 20,785 407.85 51.97 25,005 7.85

8. PRIORITIZATION Table that the cost to be incurred per FSI which is

Prioritization of Black Spots can be worked out on likely to be saved at Nigambodh Ghat in context of
the economic parameters i.e. Cost saved per Fatal the the total cost required is minimum coupled with
and Serious Injury saved (FSI) and Benefit/Cost the highest Benefit cost ratio followed by Sarai Kale
Ratio as shown in Table 17. It can be seen in the Khan.

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Table 17 Prioritization of Black Spots based on BCR Ratio

Prioritization Black Spot FSI PV of FSI Estimated Cost Cost per FSI B/C Ratio
Hierarchy Saved Saved Saved
1 Nigam Bodh Ghat 1,448 2840,66,027 232,43,225 16,056 12
2 Sarai Kale Khan 2,693 5285,29,010 512,43,861 19,025 10
3 Shani Mandi 974 1911,33,322 200,05,266 20,539 10
4 Mukundpur Chowk 4,630 9085,96,298 1031,41,619 22,275 9
5 Kashmiri Gate 3,107 6097,35,711 707,43,546 22,767 9
6 Shahadra Flyover 1,734 3402,35,120 421,00,288 24,281 8
7 Mahipalpur 3,158 6197,06,596 911,76,320 28,871 7
8 Mori Gate 1,471 2885,60,003 458,97,946 31,212 6
9 Punjabi Bagh 562 1102,93,923 214,66,284 38,191 5
10 Dr. Bhaba Marg 1,026 2012,50,367 512,01,087 49,923 4

9. CONCLUSIONS
The ten Blackspots in Delhi have 52% of road stretch
with 3 star rating for Vehicles, 50% of stretch with
2 star rating for Motorcyclists, 38% with 1 star rating
for pedestrians, 34% with 2 star rating for Bicycles.
An investment of rupees 49.97 Crores for Road safety
Counter measures at 10 Black Spots in Delhi can save
1981 fatal & 17890 injurious accidents in 20 Years with
Net Present Value (NPV) of economic benefits rupees
388.74 Crores along with Benefit-Cost Ratio (BCR) of 8.
Prioritization of 10 Black Spots in Delhi suggests Nigam
Bodh Ghat has highest priority with cost per FSI Saved
of rupees 16056 & BCR 1 2 followed by others black
spot locations as listed above. The prioritization analysis
using iRAP approach adopted in this research work can
serve as a tool for comparative analysis of black spots.
The advantage of using ViDA is that it can be used for
urban as well as rural road stretches since evaluation of
degree and likelihood of road crashes is embedded in the
software itself along with all other road attributes. The
quantification of economic benefits further strengthens
and justifies the prioritized hierarchy of black spots and
road safety measures. Thus safer roads for all types of
Vehicle users, Pedestrians, Bicyclists can be built.
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Accessed August 5, 2016.
2. Accidental Deaths & Suicides in India 2015 Report by
National Crime Records Bureau, Ministry of Home
affairs, India http://ncrb.gov.in/Accessed August 5,
2016.
3. Road Accidents in Delhi Road Accidents in Delhi 2014
Report , Accident Research Cell, Delhi Police , 2014.
4. Road Accidents in Delhi 2015 Report, Accident
Research cell ,Delhi Police https://delhitrafficpolice.
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PREFACE-AND-INDEX.pdf Accessed January 15,
2017.
5. Star Rating of Roads for Safety https://www.google.
co.in/search?q=irap+star+rating+table&oq=irap+star+r
ating&aqs=chrome.0.69i59j0l2j69i64j69i60.4223j0j8&
sourceid=chrome&ie=UTF-8# Accessed September 4,
2016.
6. Road Safety Toolkit iRAP http://toolkit.irap.org/
Accessed January 15, 2017.

INDIAN HIGHWAYS│December 2018 65

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66 INDIAN HIGHWAYS│December 2018

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ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment

Indian Highways
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published on 19 November, 2018 December, 2018
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Indian Highways
sa infrastructure consultants pvt. ltd
(An ISO 9001-2008 Certified Company)

smart innovative infra solutions - working towards better tomorrow

About saicpl
SA infrastructure Consultants Pvt. Ltd along with its subsidiary UPHAM International Corporation and QUEST
Engineers & Consultants are focused on delivering multi-disciplinary infra projects with innovative ideas of
International Standards. The Group forms an ambious consortium of consultancy firms with commitment to
provide high quality specialized consultation into the field of Highways, Structures and Design.

Volume : 46 Number : 12 Total Pages : 68

Sectors

Highways Bridges Waterways Railways Sewage Treatment Plant

Services
SA Infrastructure synchronizes every aspect of engineering with imbibed commitment to deliver high quality infrastructure and development
consultation that glorifies a new world. We have successfully carried out numerous consultancy projects in Civil Infrastructure development
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existing 2/4 Lanes.
Projects
Bridges : Including VUP, Flyovers, rehabilitation, ROB and Inspection
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Traffic & Transportation and intelligent Transport System - Including

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Multifunction Network Survey Vehicle System
A VIEW OF PLANTATION ALONG NATIONAL HIGHWAYS
Study, Detailed Engineering and Design, Economic and Financial Viability
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Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh India
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email - info@sainfra.com

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