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INDIAN HIGHWAYS
A REVIEW OF ROAD AND ROAD TRANSPORT DEVELOPMENT

Volume 41
Number 2
February 2013
Contents
ISSN 0376-7256
Page
2-5
Editorial
6-54
Highlights of 73rd Annual Session held at Coimbatore from 7th to 11th January 2013
Technical Papers
55

Issues Related to Forest Clearance for Road and Highway Projects

Niraj Sharma, Rajni Dhyani, Sumi Biswas and Anil Singh
76

Output and Performance Based Contracts - An Overview

Anil Kumar Sharma
82

Spatial Planning of Hierarchial Road Network Using GIS Based SDSS K-Means Clustering Technique
K.M. Lakshmana Rao and K. Jayasree
101-103 Circulars Issued by Ministry
The Indian Roads Congress

E-mail: secretarygen@irc.org.in/indianhighways@irc.org.in
Founded : December 1934

IRC Website: www.irc.org.in
Jamnagar House, Shahjahan Road,

New Delhi - 110 011
Tel : Secretary General: +91 (11) 2338 6486
Sectt. : (11) 2338 5395, 2338 7140, 2338 4543, 2338 6274
Fax : +91 (11) 2338 1649
Kama Koti Marg, Sector 6, R.K. Puram

New Delhi - 110 022
Tel : Secretary General : +91 (11) 2618 5303
Sectt. : (11) 2618 5273, 2617 1548, 2671 6778,
2618 5315, 2618 5319, Fax : +91 (11) 2618 3669
No part of this publication may be reproduced by any means without prior written permission from the Secretary General.
Edited and Published by Shri Vishnu Shankar Prasad on behalf of the Indian Roads Congress (IRC), New Delhi. 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 statement of opinion, originality of contents and of any copyright violations by the authors. The opinions expressed in the
papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
From the Editors Desk
ROAD INFRASTRUCTURE PLANNING WAY FORWARD
Dear Readers,
Consider it pure joy my brothers whenever you face trials of many kinds, because you know that the
testing of your faith develops perseverance. Perseverance must finish its works so that you may be
mature and complete not lacking anything.
(Quotes from Bible)
Today the road sector is facing challenging situations on many fronts. The road sector strives to
provide connectivity to people even in remotest and challenging locations. It is a sector which
resembles conviction, commitment, grit & passion. It promotes and helps in creating a just & inclusive
society. A complex debatable issue (many may agree with it) - with economic and socio cultural
dimensions.
The planning of road projects even though looks very simple, is a highly complex exercise. The
intricacies of planning road projects need to be understood in right perspective. Its complexities also
to take into account the needed expertise, experience, operational efficiency, meaningful solutions
to the existing problems & issues for all the stake-holders, linkage of material/plants & machineries,
organizational limitations, etc. The issue like Outcome Oriented Strategies and innovations are
normally not given their due place in this sector, may be due to insufficient attention to the training
and institutional strengthening approach.
Therefore, need of the hour may be a sustainability strategy in the road sector and setting goals of net
positives across its implementation process. Evolving a participatory and collaborative approach
may be one of the ways to start with a unique planning concept to identify effective long term winwin-win solutions to all. At time of economic difficulty (as is being experienced globally now), it
is generally stated to take/adapt painful decisions. However, using such phrases normally makes
people apprehensive and the decisions taken are seen/viewed with a skeptical angle. Why the phrases
like practicability derived optimistic/ pragmatism approach based decisions are not propagated to
instill a sense of confidence and a feeling of security rather than fear & anxiety in people/industry/
investors. It is to mention that practical & pragmatism drives much of the world, however, nothing
moves anywhere without a little push. But reluctance to acknowledge this positive approach in the
planning process induces stress in the system. One may just like to remember: sincere attempt is
more important than the achievements as this route opens the path to the destination.
Qualitatively new approach of precious partnership between planners, policy makers and people
for sustainability of cooperation between different stakeholders in the road sector may have its
own advantages. This transformation may open multi-dimensional and deeper partnership among
all stakeholders. Such privileged strategy allows to form a robust system which may be having the
strength to tackle any problem even in the event of severest global economic crisis.
2
INDIAN HIGHWAYS, February 2013
EDITORIAL
The wise men have said do not fight the future but works towards continuous improvement to survive
and thrive in the times of rapid change. This is true to the road sector as well in the current scenario
and it can be achieved through a new planning approach built on the past achievements. The strength
and weakness needs to be critically examined without criticizing the achievements and failures but
to built upon the strengths and to overcome the failures of the past by introduction of mandatory
safety net. This will help in framing the planning and policy on evidence based inputs rather than
on empirical approach. Such an approach would make it reasonably certain that planning and policy
would nudge society into a certain pattern of behavior. It entails an open mind an ability to listen to
society and capacity to engage into inputs received.
Road sector is hardly seen as a Game Changer for an economy. The transformation of an economy
from lower income to upper middle income takes many decades. There are countries which have
grown very fast with higher GDP growth rate for a few years but only very few countries could sustain
the higher GDP growth rate for a decade. If one closely looks into their growth pattern, then one finds
that one sector which has fueled these economies is none other than the road sector. In todays scenario
like any other fast growing economies, India has to constantly work at meeting the new challenges that
arises from both outside and inside the country such as global financial crisis, international oil prices,
scarcity of resources, etc. Therefore, road sector may also, like any other sector of the economy, have
to perpetually re-evaluate the existing planning and policies so as to constantly change and move on
the challenges of faster growth rate.
The current global economic transition demands a visionary approach in the road sector. The planning
framework in the road sector needs approach towards preparedness in : short-medium range future,
medium range future and medium to long term future. This will help in assessing and assimilating
impact of changing investment environment as well as impact of new technologies besides preparing
the sector for plausible worst case scenario. Has this sector have the requisite strength to meet the
eventualities in 5 years/10 years hence and in 2030? Is this sector is able to contribute effectively
towards balanced development of all regions? Is it bringing all regions at par in developmental
pedestal? Is this sector is equipped to meet with the challenges of the negative effect of faster growth
rate? The recent issue in regard to scarcity of sand for construction of roads is a trivial example. This
demand for having a planning framework which allow adapting and evolving a system that ensure
either new sources of the material resources or there is enough incentive for innovations in developing
the substitutes. However, growth will be hampered unless such institutional adaption and reforms
are not thought of. The planning in the road sector demands preparedness towards tackling global
environmental risks as well as global economic risks. It should have ability to adapt/or recover from
economic and environmental risks, as todays global challenge is for resource and efficient growth
based development. The demand for resources is growing faster than the deposits of their reserves
and therefore, there is an urgent need to explore innovative solutions to boost efficient practices and
minimize unsustainable consumption patterns.
Therefore, new ways of optimizing the resource utilization may be thought of by conducting energy
consumption audit, resizing of machinery/equipments, etc. in the road sector instead of resorting
EDITORIAL
to austerity measures which puts a break on growth and development. Is the planning process in
road sector is conducive for channelizing of resource especially the funds towards their optimal
deployment? This can be to some extent can be evaluated by carrying out concurrent technical audit
during the entire implementation process of the road project. This may also help in assessing alignment
sustainability which may help in conserving the land resources.
How many times the planners in the road sector have considered to generate growth in the economy
internally. The capital investment in this sector has a huge potential for generating growth in different
segments of the economy. Planning in road sector may be such that it opens up opportunities for
investment from other sectors, for other sectors and to other sector of economy as well. This needs a
deeper consideration by the planning and policy makers. The essence of ability to see and embrace
change will make this sector to stand in a unique manner among the key sectors of the economy.
However, the road infrastructure sector has to be supported by the research & development as well
as much needed investment in man power development to make the most of the human potential. All
these determinants of growth needs due support and slot by planners by considering them as areas
of essential capital investment. Therefore, road sector planning may be much better off if it depicts
clearly its investment strategy.
Recently the government has taken a decision for EPC based projects in the road sector which is a
highly welcomed move. It point towards the thinking of the government towards a long term future.
Unlike the private sector the public sector can think of tomorrow and spent today. However, the effort
of the government needs to be suitably supplemented by the private sector and perhaps towards the
same the 2% CSR may come as a helping hand.
However, the risk management effectiveness in the road sector planning process is almost totally
missing. The planning process in this sector cannot continue with risk off mindset if we have to
restore confidence in investors and grew globally with an aim to seize transformational opportunities
that can improve chances of achieving our collective goal of development. The planning process may
also consider the Debt Dynamics and Fiscal Consolidation so that a closer look to the same may
help in dealing effectively with fiscal contraction at different stages and at multiple levels to maintain
the targeted growth in the sector. This may also require close scrutiny of credit information/details
of the private sector/private sector companies. Such a process will help in assessment of risk taking
behavior of different stakeholders as well as in maintaining fiscal sustainability in the medium term
which will act as a stimulus to the economy. In case the organization increases the spending when
it does not have fiscal room, it would undermine investors confidence and that would aggravate the
situation. Therefore, the planning process should be such that it spread confidence not only in the
investors/entrepreneurs but also among the community and other sectors of the economy. It may not
be out of the place to mention that the road sector has not attempted to have investment from the other
segments of the economy (which can be termed as consumers/beneficiaries from the good roads).
Like in other infrastructure sector, the beneficiary sectors/industries should also contribute to cover
4
EDITORIAL
capital investment in the road sector. If this is attempted, it may help in not only achieving much
needed synergy among different sectors of the economy but may also help in resource optimization.
The road sector is the highly sensitive to the traffic growth and traffic projection and in case they are
not captured effectively, the risk increases especially when the project is on PPP mode. It may not be
out of the place to mention that sustainability of an road alignment road facility so created heavily
depends on the credibility of traffic growth projection. The solution lies in moving from the linear
approach to a network developmental approach so that the integrated traffic circulation plan can be
achieved to facilitate faster implementation of road projects.
There is also a solution based approach by way of developing Shelves of Projects with their interse priorities for implementation. Such a planning system may also help in effectively and optimally
achieving land acquisition, shifting utilities & environmental clearances which are generally considered
to be the major impediments if proper time process is not allocated to these activities.
The planning process should also account for the maintenance needs as an integral part of the road
developmental project so that the concept of asset management can be practiced in an earnest
manner, which may help in maximizing the return to the public and the society. The cost constraints
in the maintenance activities of the road and the extremely challenging operational conditions
necessitates introduction of cutting edge maintenance technologies which if adopted (may be initially
cost intensive) will improve over all road asset operational efficiency.
However, the positives in the planning get eroded by delay in implementation of the projects. The
delay in the road developmental project tantamount to deficiency in services and have other irreversible
impact on the overall system. There is a need to have an inbuilt system of integrated self-setting key
performance indicators in the overall implementation process. The planning process, therefore, for
the road sector projects should also capture the implementation process in a realistic manner and
effectively capture the actionable areas. The planning in road sector may help in establishing the
dreams of a society and its people by improving the quality of life and help in self-reliance at local
levels.
The Planning in road sector is a technical art and its complexities can be addressed only with right
acumen and with positive approach.
Not out of right practice comes right thinking, but out of right thinking comes right practices:
(Annie Besant)
Place: New Delhi

Dated: 24-1-2013
Vishnu Shankar Prasad

Secretary General
HIGHLIGHTS OF THE 73rd ANNUAL SESSION OF THE INDIAN

ROADS CONGRESS HELD AT COIMBATORE (TAMIL NADU)
FROM 7th TO 11th JANUARY, 2013
On the invitation of the Government of Tamil Nadu,
the 73rd Annual Session of Indian Roads Congress
(IRC) was held at Coimbatore from 7th to 11th
January 2013. This mega event and the biggest road

sector meet was a grand success.
Shri Sarvey Sathyanarayana, Honble Minister of State for Road Transport & Highways, Govt. of India lighting Inaugural lamp along
with high dignitaries
The Session was inaugurated by Shri Sarvey

Sathyanarayana, Honble Minister of State for
Road Transport & Highways, Govt. of India on the
8th January 2013. The Inaugural Function was graced
by Shri P.N. Jain, President, IRC; Shri C. Kandasamy,
Director General (Road Development) & Special
Secretary, Ministry of Road Transport & Highways,
Govt. of India, Shri S. Vijay Kumar, Secretary, Ministry
of Rural Development, Govt. of India; Lt. Gen. A.T.
Parnaik, SM, VSM, Director General (Border Roads);
Shri Ashok Khurana, Director General (CPWD);
6
Dr. V.K. Yadav, Past President IRC, Shri Vishnu

Shankar Prasad, Secretary General, IRC; S/Shri C.S.
Prasad, Krishan Kumar, Sunil Bhomick & Pratap S.
Raizada, Vice-Presidents, IRC; Dr. Niranjan Mardi,
Principal Secretary (Highways & Minor Ports
Department) Govt. of Tamil Nadu; Shri M. Rajamani,
Director General, Highways, Govt. of Tamil Nadu &
Shri K. Ameerdeen, Local Organising Secretary. The
73rd Annual Session was attended by more than 2500
Highway Sector Engineers/Professionals from various
facets of this fraternity from all over the country
Highlights of 73rd Annual Session

as well as from abroad and also from multilateral
organizations like World Bank, Asian Development
Bank (ADB), JICA, etc.
4.
The 73rd IRC Session has some innovative and new

concepts which were considered for the first time. The
same were:
Presentation and discussions on the Road

Research Work Done in India During the Year
2011-2012;
5.
Expert Talk by eminent speakers from India &

abroad;
6.
Panel Discussion on Challenges, Constraints

and Strengths Way forward in Highway Sector
Enhancing Value of Road Sector Assets
Enhancing Safety of Road Users;
7.
Live Web-cast of the proceedings of the IRC

Session;
Technical Presentations by various national and

international organizations on new materials/
technologies/machineries/equipment, etc;
8.
Presentation by the Global Road Safety Fund of

the World Bank on their initiatives in India to
enhance road safety;
73rd Annual General Body Meeting for

transacting business of the Indian Roads
Congress;
9.
199th Council Meeting of IRC;
10.
10th Meeting of Indo-French Joint Working

Group (JWG);
11.
Meeting of Secretaries, Engineers-in-Chief

and Chief Engineers from Central and State
Government Departments.
a)
Technical ExhibitioncumBuyer-Seller Meet;
b)
Three Parallel Technical Sessions;
c)
Presentations by the Inventors & Researchers

on Innovative Technologies/Techniques/
Procedures which can be replicated by others
in the highway sector;
d)
e)
f)
Presentation by Research Scholars/M.Tech

Students of the Educational Institutions and
opportunities for them to mingle with stalwarts
of the highway sector as a step towards
equipping them to become better highway
professional;
g)
Free yoga classes for the participants in the

morning;
h)
Discourse by Swami Sukbodananda

Managing the Life Better;
i)
Cultural Programme by NGOs involved in the

Road Safety.
on
In addition to the above, the main events during the

Session were:1.
67th Meeting of the Highway Research Board;
2.
198th Council Meeting of IRC;
3.
Detailed presentations and discussions of all the

papers published in Journal of the Indian Roads
Congress Volume-73 Part - 1, 2 & 3 published

during the year 2012;
The Council of Indian Roads Congress passed the

resolution which read as:Roads should be considered as active infrastructure
facility for people, for safety and services, besides
a catalyst in development of economy in place of
passive approach of exclusivity. The IRC will evolve
itself through synchronization and synergization with
other sectors of economy based on interdependent
model, wherein the need of safety of all stakeholders
of highway sector is fulfilled through inclusive
approach. Accordingly, the IRC is to adopt multimodal transport concept while developing guidelines
and codal practices.
The brief event-wise highlights are:
7

Glimpses of Inauguration of Technical Exhibition-cum-Buyer-Seller Meet held on 7th January 2013:
Shri C. Kandasamy, Director General (Road Development) & Special Secretary,

Govt. of India, MoRTH delivering Keynote Address
Honble Thiru Edappady K. Palaniswami, Minister for Highways and minor Ports Department, Govt. of Tamil Nadu along with high
dignitaries inaugurating the Technical Exhibition-cum-Buyer-Seller-Meet

During the function Dr. Niranjan Mardi welcomed
the dignitaries, delegates and the invitees. Shri
S. Damodharan, Honble Minister for Agriculture
Department, Govt. of Tamil Nadu delivered a Special
Address.
Machinery displayed during Technical Exhibition-cum-BuyerSeller-Meet
For the first time, a Technical Exhibition-cum-BuyerSeller Meet was organized alongside the Annual
Session of IRC on 7th January, 2013. Shri Edappady
K. Palaniswami, Honble Minister for Highways
and Minor Ports Department, Govt. of Tamil Nadu
inaugurated the Technical Exhibition-cum-BuyerSeller Meet in presence of Shri S. Damodharan,
Honble Minister for Agriculture Department,
Govt. of Tamil Nadu; Shri S.M. Velusamy, Mayor,
Coimbatore Corporation; Shri P.R. Natarajan, Member
of Parliament, Coimbatore; Shri R. Chinnasamy,
Member of Legislative Assembly (MLA), Singanallur;
Shri Duraisamy, MLA, Coimbatore (South);
Shri C. Kandasamy, Director General (Road
Development) & Special Secretary MoRTH,
Govt. of India; Shri P.N. Jain, President, IRC;
Shri Vishnu Shankar Prasad, Secretary General,
IRC; Dr. Niranjan Mardi, Chairman, State Steering
Committee & Principal Secretary (H&MP),
Govt. of Tamil Nadu;Shri M. Rajamani, Director
General (Highways), Govt. of Tamil Nadu;
Shri A.K. Viswanathan, Commissioner of Police,
Coimbatore city; Shri K. Karunakaran, District
Collector, Coimbatore; Dr. P. Umanath; Joint Secretary,
Finance and Project Director, TNRSP, Chennai
Shri K. Ameerdeen, Local Organising Secretary. In
this Technical Exhibition-cum-Buyer-Seller Meet
about 150 exhibitors from national & international
orgnisations from highway sector participated. All
these exhibitors displayed their products, materials,
technology, equipment, machinery, plants, etc.
Shri C. Kandasamy, presided over the function. In

his Keynote Address he informed the august gathering
that UN declared 2011-2020 as Decade of Action
for Road Safety. Govt. of India has also declared
2010-2020 as the Decade of Innovation with a focus
on Inclusive Growth. He briefed about Ministrys
enabling policies for road safety, promoting innovation
& involvement of other stakeholders in pilot projects
like road safety furniture with provision for 1% areaspace for advertisement of sponsor organization, ad
based skywalks/pathways for pedestrians/pilgrims,
multilevel automated secure parking over park with
walking/jogging tracks & gym facility, ResT- Research
& Test reach of 300 m with usage of emerging materials
subsequently to be covered as Rest & Toilet Facility
etc. He also highlighted utilities of solar lightingenvironmental friendly option at median openings.
As regard to facilities for pedestrian and disabled
persons along highways/city roads, he said that
procedure adapted in United Kingdom for providing
toilet facilities & its maintenance through private
establishment can be explored. He presented
photograph of skywalk & escalators facility of some
cities, details of elevated expressways built through the
central commercial district of Kobe with innovative
idea by business leaders; details of highway (part
of Hanshin Expressway) passes through the 5th-7th
floors of this building. Further, he elaborated upon
various PPPP Pilot Projects under IRC- JugaadWay
i.e. JCom- Wireless info exchange between the Users
(people) & highway under PPP (ITS thro Jugad);
JTrack- segregating pedestrians, cyclists- laterally in
rural, vertical in metropolitan- ad based PPP; JRestfor relax, Eatery, service Toilets,etc; JPass- Elevated/
Underground bypasses; JStreet- ad based Street
maintenance; JBridge-safety enforcement & service
maintenance (using users); JLife- saving lives thro
CSR by providing Crash barriers/Cushion, etc.
9

Thiru Edappady K. Palaniswami Honble Minister
for Highways and Minor Ports, Govt. of Tamil Nadu
delivered the Inaugural address. While inaugurating
the first ever Technical Exhibition-cum-BuyerSeller Meet, he appreciated the joint efforts of IRC
and Government of Tamil Nadu in organizing this
mega show in the city of Coimbatore which happens
to be the industry hub-Manchester of South. He
complimented all the participants and exhibitors for
making this event a grand success. He highlighted the
efforts of the State Govt. in providing good and safe
roads to all the road users. On this occasion, gathering
was also addressed by Shri S.M. Velusamy, Mayor,
Coimbatore Corporation; Shri P.R. Natarajan, Member
of Parliament, Coimbatore; Shri R. Chinnasamy,
Member of Legislative Assembly (MLA), Singanallur;
Shri Duraisamy, MLA, Coimbatore (South);Shri P.N.
Jain, President, IRC;Shri Vishnu Shankar Prasad,
Secretary General, IRC; Shri M. Rajamani, DG,
Highways, Government of Tamil Nadu; Shri A.K.
Viswanathan, Commissioner of Police, Coimbatore
city; Shri K. Karunakaran, District Collector,
Coimbatore; Dr. P. Umanath; Joint Secretary, Finance

and Project Director, TNRSP, Chennai. Shri K.
Ameerdeen, Local Organizing Secretary, 73rd Annual
Session of IRC, delivered Vote of Thanks to all the
esteemed dignitaries who have graced the occasions
specially Honble Thiru Edappady K. Palaniswami,
Minister for Highways and Minor Ports Department,
Govt. of Tamil Nadu for inaugurating the Technical
Exhibition-cum-Buyer-Seller-Meet, the exhibitors,
the participants, invitees & members of electronic and
print media.
Inauguration of 73rd Annual Session of IRC held
on 8th January 2013:
73rd IRC Annual Session was inaugurated by Shri
Sarvey Sathyanarayana, Honble Minister of State
for Road Transport & Highways, Govt. of India on
the 8th January 2013. During Inaugural Function
Dr. Niranjan Mardi, Chairman, State Steering
Committee & Principal Secretary (H&MP), Govt. of
Tamil Nadu welcomed the dignitaries, delegates and
the invitees who have graced the Inaugural Function.
Shri Sarvey Sathyanarayana, Honble Minister of State for Road Transport & Highways, Govt. of India delivering Inaugural Address
10

Inaugural
Address
Sathyanarayana:
by
Shri
Sarvey
The Honble Minister of State for Road Transport &

Highways, Govt. of India, Shri Sarvey Sathyanarayana
in his vibrant Inaugural Address while expressing
happiness to be amongst the stalwarts of road sector on
the occasion of Inaugural function of the 73rd Session
of Indian Roads Congress in Coimbatore mentioned
that there are 27 numbers of National Highways
passing through the State of Tamil Nadu with a total
length of about 4861 km.
Honble Minister thanked the Government of Tamil
Nadu for hosting this important event and providing the
highway engineers from all over the country and abroad
an opportunity to deliberate upon various technical
issues pertaining to the road sector. He said that IRC
needs no introduction to highway professionals.
However, this being his first opportunity to participate
in the Annual Session of IRC, he shared heartfelt
perception on the working of this organization and its
contribution in highway development in the country.
The Honble Minister mentioned that the Indian Roads
Congress (IRC) is pivotal organization which provides
a common platform for pooling of wisdom of highway
engineers and practitioners from all over the country
which is being used in development of Standards,
Specifications, Code of Practices, Guidelines,
Research based State of Art Reports, etc. on various
aspects of road and bridges. IRC is tirelessly working
to incorporate the latest and best industry practices in
these Codes and has achieved many milestones in this
endeavour. Notably, IRC has done a commendable
job in ensuring common benchmark by publishing
Standards in road construction for uniformity all
over the country. It has also kept the knowledge base
broad and updated to International Standards. These
Standards are of great help in planning, designing,
implementation of road construction and maintenance
programmes both on National Highways as well as for
other categories of roads. It is on the strength of the
IRC documents that country could dream of massive
initiatives of the Government, namely, National
Highways Development Program (NHDP), Special

Accelerated Road Development Programme in North
Eastern Region (SARDP) and PMGSY scheme for
rural roads.
Honble Minister said that in the context of large
investments in the road transport sector, the Indian
Roads Congress has assumed a much greater
significance than ever before. The Indian Roads
Congress, therefore, has an uphill task to come up to
the expectations in evolving standards for innovative
environment friendly materials and processes
in planning, design, operation, construction and
maintenance of roads and bridges in the country. It is
heartening to note that the Indian Roads Congress is
promoting new materials and techniques for use on our
roads. He said that these new materials and techniques
are being accredited, based on the research carried out
in our country and other foreign countries
Road infrastructure contributes not only to the
economic growth of the nation but also help in
poverty alleviation and generation of employment.
It is necessary for the Highway Engineers to provide
world class roads to our citizens, facilitating their
access to education, health and well-being, within the
context of sustainable development. UPA Government
has given a thrust to all areas of infrastructure in the
country. It is no more a secret that the highway sector
in the country is witnessing a significant increase
in activities, in recent years. The Government has
made substantial efforts to tackle the roads and
shortcomings of highway sector and to reform its
transport institutions. Apart from Governmentfinanced construction activities, there is now a policy
to encourage private-sector financing in roads through
Public Private Partnership (PPP) mode. In addition,
the World Bank is also financing the Indian road sector.
But, with the growing road construction industry,
environmental burdens are not far behind because of
the use of resources, the emission of pollutants and
global warming, which affect society at large. Roads
have significant impacts on both nearby communities
11

and the natural environment. New roads bring
development to previously underdeveloped areas,
sometimes causing significant effects on sensitive
environments and the lifestyles of indigenous people.
India has very large road network of over 3.34 million
kilometers comprising of around 79,116 km length
of National Highways, 1,30,000 km State Highways,
3.14 millions of Major Distt. Road, Rural road &
Urban road.
are developing roads as a National asset at a huge

cost. These assets needs to be preserved qualitatively
through asset management initiatives, there is need to
work out appropriate maintenance strategies keeping
in view the available budget and the required demand.
The Indian Roads Congress should pay attention to
this emerging concept of Asset Management and
come up with guidelines ensuring well-kept roads at
an optimized maintenance cost.
The Honble Minister remarked that the UPA

Government is committed to an all-round development
of road network in the country. Strategically, adding
lanes to existing highway and upgrading existing roads
in initial phase will reduce greenhouse gas emissions by
easing congestion. This strategy is paying by reducing
the amount of fuel that vehicles waste in stop-and-go
traffic, leading to lower release of greenhouse gases
from vehicles. India is soon going to have one of the
worlds most extensive National Highway networks
through various phases of the National Highways
Development Project planned by the Government.
The projects are being financed largely through user
fees collected from users at toll collection points on
these improved highways.
Honble Minister pointed out the problem of over

loading of vehicles is another serious issue crippling
the highways in the country. The over-loaded axle of
the trucks and category of heavy vehicles cause severe
damages to the roads and are safety hazards. He
urged upon all the Technocrats present in this August
Gathering to deliberate on this issue and come out with
concrete action plan to overcome this menace. Besides
the aforesaid issues, he said that provisions of proper
and adequate wayside amenities, pedestrian facilities,
facilities for school children & disabled peoples,
proper & detailed DPR preparation, road safety
features, environmental and health safety hazards,
regular training to engineers, skilled and unskilled
personnel, capacity augmentation, beautiful landscape
should also form an integral part of the designing and
construction process of road development works. On
conservation of the material the Honble Minister said
that there is a need to save scarce physical resource
like aggregates, sand, earth, cement, bitumen, etc.,
looking to huge programme of construction of
highways in the country. Construction of roads require
huge amount of soil and a great part of it is drawn
from fertile top soil suitable for agriculture purposes.
On the other hand, we have problem of the disposal &
storage of industrial waste like fly-ash, copper slag,
marble slurry, etc. We should make sincere efforts
in utilizing these waste materials in construction of
roads through complete/partial replacement for subgrade, embankment construction to conserve the top
soil suitable for cultivation. Stabilization by use of
chemical, enzymes and modifiers should be attempted
to utilize the otherwise unsuitable soil. Our research
The Honble Minister said that as all of you are

aware of the role of Public Private Partnership (PPP)
and its impact on highway development. He said
that the Ministry has initiated measures to increase
transparency in bidding process through introduction
of Annual Pre-qualification and e-tendering, which
encouraged more investors to enter this sector.
Ministry have been overwhelmed by the response
to each project bid out both in terms of number of
bidders as well as the competitiveness of bids. He
touched upon some of the major issues confronting the
roads sector in our country. They are a source of great
concern to us and he called upon to seriously deliberate
upon them during the course of this 5 days Session
and come out with some concrete recommendations.
Maintenance and rehabilitation is one of the important
areas for which availability of funds is not adequate
as compared to the demand. He mentioned that we
12

based activities & capacity should also be enhanced so
that we become leader in the world rather a follower in
view of large network of highways being constructed
in the country.
Another important issue he drawn the attention of all
Experts was the road safety. He informed that during
the year 2011, there were around 5 lakh road accidents
resulting in the death of over 1.42 lakh people. Each
day, nearly 390 people die on our roads. In India
more than half of road accident victims are in the age
group 20-65 years, the key wage earning and child
raising age group. The loss of the main bread earner
and head of household due to death or disability can
be catastrophic, leading to lower living standards and
poverty, in addition to the human cost of bereavement.
This is an unacceptable price to pay for mobility. It
is imperative that the Government reaches out to the
people to spread the message of road safety. Education
and awareness will go a long way to bring about a
change in the attitude and behavior of our people. As a
step in this direction, he appealed to all the Engineers
from Central and State Govt. departments to organize
people awareness campaign in their States regularly
alongwith police and traffic departments. He said that
a panel discussion on Way forward in Highway Sector
Enhancing Value of Road Sector Asset, Enhancing
Safety of Road Users- Constrains & Strengths is
already scheduled in this Session and on the initiatives
of IRC the Global Road Safety Fund under the World
Bank is making a presentation on their proposed
initiatives in India. He expressed hope, this will bring
new suggestions and steps will be taken to implement
the recommendations of this session by all the Central
& State Governments concerned departments.
Honble Minister said that Proper implementation of
various road projects is the most important aspect. This
requires higher professional ethics and commitment to
ensure that roads constructed at such high cost are long
lasting and do not deteriorate prematurely. These are
National assets and they should be managed like other
assets so that we get good quality roads and they need
to be maintained efficiently with proper strategy and
planning. We should consider proactive approach in

maintenance instead of attending to very badly damaged
roads, by way of crisis management, as is the case so
far. He made an earnest appeal to the entire Highway
Engineers including representatives of Contractors,
Consultants, Concessionaries, Engineers from State
PWDs and other departments to take a pledge in not
compromising on the quality of construction beside
completing the road projects without time & cost
over-run. Such a commitment will go a long way in
providing durable roads, conserving scarce material
like aggregates, sand, earth requiring minimum
maintenance. He highlighted the achievement of his
Ministry in the development of National Highways in
the State of Tamil Nadu. NHAI has undertaken projects
in various phases of NHDP. Phase I (GQ) and Phase II
are completed. Further, 6 laning of GQ has also been
awarded and work is in progress on stretch from Hosur
to Wallahjapet Section of NH-7 & 46 and Chennai
Tada Section of NH-5 in a length of 344 km. The 6
laning of Wallahjapet to Poonamallee in a length of 93
km has been awarded and work is likely to be started
shortly. NHAI has also undertaken various projects
under NHDP-III of length 1479 km and work is in
progress in about 690 km which includes important
stretch of TirupatiTiruthaniTiruninravur,TrichyKaraikudi,
TindivanamKrishnagiri,
Dindigul
Kumuli and Trichy Karur. The work of Coimbatore
Mettupalayam has also been awarded in July,
2012 and work is likely to be started soon by the
Concessionaire. Some new projects are also in pipeline
like
MaduraiRamanathapuramDhanushkodi
Kaniyakumari to Kerala border, NagapattinamThanjavur and KaraikudiRamanathapuram under
NHDP-III. Further, NHAI has finalized the alignment
of Chennai Bangalore Expressway of 258 km length
in all the three states of Tamil Nadu, Karnataka and
Andhra Pradesh and final DPR is in progress under
NHDP-VI.
Further the Honble Minister added that the NHAI
has also taken up various projects under NHDP-IV
for 4/2 laning with Paved Shoulders in a length of
980 km and projects are at different stages of DPR
finalization and bidding stage, which are Villupuram
13

PondicherryNagapattinam, VikravandiThanjavur,
ThanjavurManamadurai,
TrichyChidambaram,
Dindigul Tamil Nadu / Karnataka border of NH-209
on DBFOT. So far about 2200 km of 4 laning have
been completed under various phases and about 1200
km is under implementation and about 1745 km yet to
be awarded. He mentioned about the problems being
faced in the State by the NHAI and the Concessionaire
in implementing the projects. In the absence of state
Support Agreement and lack of support for availability
of aggregates and soil, the projects are getting delayed
and is major stumbling block in speedy completion of
projects. There are abnormal delays in obtaining the
requisite permissions from the District Administration
for materials from quarry. Due to non-signing of State
Support Agreement by the Government of Tamil
Nadu, the Concessionaires are not getting funds from
the lenders and also resulting into delay in obtaining
approvals and clearances from various Departments.
He requested State Government of Tamil Nadu to
kindly provide active support in expediting the
completion of projects. The Honble Minister expressed
hope that the deliberations during this Annual Session
would be quite useful for the highway profession and
they will enrich knowledge regarding road construction
and maintenance techniques without compromising

quality, durability, serviceability, safety, health and
environmental aspect. It will guide the Government
in deciding the future road infrastructure needs of the
country. He mentioned that to achieve this objective,
IRC is getting some assistance & help from the World
Bank to revise/up-date Guidelines, Standards and
Specification comparable to international standards.
At the end he mentioned that it is really heartening
to note that for the first time IRC have given the
opportunities to the Researchers and Post Graduate
Engineering Students to make the presentations about
the research works being carried out by them. He
said that sharing of experiences by stalwarts in the
sector with the students will lead to building a strong
foundation for this sector to meet the future challenges
and help in design of common strategy to over-come
them through the unified efforts of Government
Agencies, Highway Professionals, Researchers and
educational institutions. This effort of IRC is really
commendable. With these words, the Honble Minister
extended heartiest Congratulations to the organizers
and complement them for holding this biggest meet in
the road sector.
Glimpses of Inaugural Function of 73rd Annual Session
Dr. Niranjan Mardi, Principal Secretary, Govt. of Tamil Nadu

delivering welcome address
14
Shri C. Kandasamy, Director General (Road Development) & Special

Secretary Govt. of India and Treasurer, IRC delivering Key-note Address
Shri Sarvey Sathyanarayana, Honble Minister of State for Road Transport &
Highways, Govt. of India releasing the Souvenir broughout on the occasion
of the 73rd Annual Session
A view of dais during Inaugural Function of 73rd Annual Session

at the time of National Anthem
Shri P.N. Jain, President IRC releasing IRC:37-2012 Tentative Guidelines

for the Design of Flexible Pavements
View of Audience
15
16
Shri Ankul Agrawal receiving Bihar PWD Medal from the Honble Minister of State for
Road Transport & Highways, Govt. of India
Shri Alok Bhowmick receiving IRC Medal from the Honble Minister of State
for Road Transport & Highways, Govt. of India
Dr. Emerick Davies receiving CPWD Medal from the Honble Minister of
State for Road Transport & Highways, Govt. of India
Shri B.K. Chugh & Shri P.S. Chauhan receiving Maharashtra PWD Medal from the
Honble Minister of State for Road Transport & Highways, Govt. of India
Lt. Gen A.T. Parnaik, Director General (Border Roads), Guest of Honour,
delivering his Address
Shri Pratap S Raizada, Vice-President, IRC reading out the Messages received
from various high dignitaries
Shri Ashok Khurana, Director General, CPWD, Guest of Honour,

delivering his Address
Shri Vijay Kumar, Secretary, Ministry of Rural Development, GoI, Guest of

Honour, delivering his Address
17
Shri P.N. Jain, President IRC & Chief Engineer-cum Additional

Secretary, Government of Gujarat delivering Presidential address
Presidential Address by Shri P.N. Jain

Shri P.N. Jain, President, Indian Roads Congress & Chief
Engineer (NH) and Additional Secretary (R&B Department)
Government of Gujarat in his Presidential Address
expressed his sincere gratitude to the Government of Tamil
Nadu for hosting the 73rd Annual Session at Coimbatore.
He mentioned that Indian Roads Congress has enjoyed the
warm hospitality of the Govt. of Tamil Nadu in the past
also. The President, IRC thanked the Govt. of Tamil Nadu
for showing interest in the activities of the IRC.
The President, IRC extended a warm welcome to
Shri Sarvey Sathyanarayana, Honble Minister of State for
Road Transport & Highways, Govt. of India for having
spared his valuable time to inaugurate the Session. He
extended a very warm and cordial welcome to all the
distinguished Members of the Council, Guests and Invitees
and also international professionals who had come all the
way to take part in the 73rd IRC Session.
Shri P.N. Jain while highlighting the services being
rendered by IRC mentioned that the activities of IRC have
increased manifold in the recent past with the globalization
and emphasis on Private Sector participation in road
development.He said that recently Indian Roads Congress
18
Vishnu Shankar Prasad, Secretary General, IRC proposing the

Vote-of-Thanks
has initiated the innovative and unprecedented steps to

enhance cooperation with international organizations
like World Bank, ADB, Japan Road Association, etc. The
interests have been shown by these organizations to work
together with IRC in framing and upgrading the guidelines
and codes of practices. The same will go a long way in
meeting the demand and challenges of this sector. With
this he requested all to continue actively participating,
exploring and setting new heights at IRC towards having
more qualitative and state-of-the art road infrastructure in
place.
While speaking on the theme Road to Development,
appreciating the present state of development and
challenges to be dealt he expressed belief that the level of
understanding and involvement of all will deliver with best
out of our zeal, creativity and absolute knowledge sharing
and demonstration of excellence. Shri Jain mentioned that
the development of road sector is likely to continue in the
coming decades, could be at more faster pace and calls for
all round participation and refined approach.
The President, IRC mentioned that good numbers of states
are excelling, trying to excel with new and innovative
approaches through road infrastructure developmental

intents. In nutshell the improved quality of works, planning
and design approaches, asset management initiatives and
good blend of social-environmental aspects are praise
worthy initiatives by many states and central authorities.He
shared that he was benefitted by seeing advantages created
by number of states and various road projects, through the
way they are handling PPPs also the increased awareness
and actual implementation of safety related aspects across.
Keynote Address by Shri C Kandasamy, DG (RD) & SS

Shri C Kandasamy, Director General (Road Development)
& Special Secretary MoRTH, Govt. of India, in his
Keynote Address said that Union Government had now
said that 10 percent of road renewal should be through
recycling. He mentioned that filling up of potholes should
be mechanized.
Address by Guests of Honour:
Speaking on Practicable-Economical Designs, Shri Jain said

that last few decades have seen the sea change in having
proper designs in place with global trends and innovations.
But the way things are turning out we need to understand
the scale of economies and principles of Engineering.
He opined that sufficient time frame for conceiving and
planning need to be given. With this the designs should be
more of realistic and practicable nature not like fitting of
one concept of a particular state to other as it is. Although
efforts are in-place, should we take a realistic stock of
availability of construction materials? And how we will
deal with this in future? May be more sustained approach
on defining, re-use, re-cycle need to be explored.
On Asset Management Shri Jain said that let it be manual
or computerized, we need to have a system, a discipline in
place towards providing better serviceability of our assets
to the communities. In recent years, many good initiatives
at Central and State levels have been conceived/conceiving
State of the art asset management systems. Gujarat is
also having one of the successful and working asset
management systems (called Gujarat Road Management
System). Ministry, NHAI and other State governments are
also having/developing comprehensive systems. Such an
initiative is providing us the scientific rational in providing
and managing road networks with maintained desired level
of service. Asset management, enabling us with vision and
providing control on asset management; serves the whole
purpose of todays my theme of road development and
meeting challenges.
Further he added that over the years, we are following many
adopted standards as they are, some customization, some
innovation and research related efforts have happened and
are getting reflected through new publications of IRC. But
still more participation of Governments, academicians and
industry is required and is seen as very much vital.
Shri Vijay Kumar, Secretary, Ministry of Rural

Development, Government of India highlighted the
benefits getting accrued to the people of rural India and
the nation on account of successful implementation
of worlds biggest road sector programme known as
Pradhan Mantri Gram Sadak Yojana (PMGSY). He
further mentioned that rural roads are the vehicle for
generation of employment in rural areas as well as
improvement in the essential services like medical facilities,
education facilities, propagation of nutrition based
programmes/schemes, etc. However, he also suggested to
have better Standards for sustainable maintenance of asset
created under the rural road programme.
Lt. Gen A.T. Parnaik, SM, VSM, Director General, (Border
Road) highlighted the need of engineering solution to
overcome the extreme & hostile climatic/environmental
conditions and situations which are continuously faced
by the Border Road Organization while meeting with the
challenges of providing good roads in the remotest parts of
the country. He also highlighted the effective methodology
adopted by the BRO.
Shri Ashok Khurana, Director General (CPWD) made a
lucid presentation on the roads provided by the CPWD in
high altitude conditions. However, he stressed for carrying
out further research based actions to come up with better
solutions and applications in such locations. He highlighted
the contribution made by CPWD in providing good roads
especially in the urban areas.
Shri Pratap S Raizada, Vice-President, IRC read out the
Messages conveying good wishes for the success of the
Session received from various high dignitaries.
Felicitation of Authors of Papers;
Honble Minister of State for Road Transport & Highways,
Govt. of India, Shri Sarvey Sathyanarayana felicitated the
Authors of the Papers published in Journal of the IRC &
Highway Research Journal. The following Awards and
Medals were given:
19

i)
ii)
iii)
iv)
v)
20
IRC Medal (for Best Paper discussed at the Session):

Awarded to Shri Alok Bhowmick for the Paper
No.570 Challenges Faced in Design & Construction
of Underpass by Box-Pushing Techique at Road
No.56 Near Vivek Vihar, Delhi printed in Journal
of the Indian Roads Congress, Volume 72 Part 2.
Medal Instituted by Maharashtra PWD (for Best
Paper on Construction): Awarded to S/Shri B.K.
Chugh, Rakesh Misra, A.K. Sinha & P.S. Chauhan
for their Paper entitled Multi Facility Grade
Separator On GT Karnal Road, NH-1, Outer Ring
Road Intersection at Mukerba Chowk, Delhi printed
in Journal of the Indian Roads Congress, Volume 72
Part 3.
Medal Instituted by Bihar PWD (for Best Paper on
Road Research): Awarded to Ms. Shalinee Shukla
& Dr. Satish Chandra for their Paper No. 567
Simulation of Mixed Traffic Flow on Four-Lane
Divided Highways printed in Journal of the Indian
Roads Congress, Volume 72 Part 1 and awarded to
Dr. Indrasen Singh, S/Shri Ankul Agrawal, Swapnil
Bhelke & Yogesh Chaudhary for their Paper entitled
Productivity Analysis for Highway Project A
Case Study printed in Highway Research Journal
Volume 4 No. 1.
Medal Instituted by CPWD (for Best Paper on
Maintenance): Awarded to Dr. Emerick Davies for
the Paper entitled In-Situ Recycling (Crack and
Seat), as a Cost Effective Rehabilitation Method
for Severely Stressed and Deformed Concrete
(Rigid or Rigid Composite) Pavement printed in
Journal of the Indian Roads Congress, Volume 72
Part 1.
Commendation Certificates: Awarded to Paper
No.568 Warm Bituminous Mixes: The Wave
of the Future? by Ms. Ambika Behl, Dr. Sunil
Bose, Shri Girish Sharma, Shri Gajendra Kumar &
Ms. Uma Devi printed in Journal of the Indian Roads
Congress, Volume 72 Part 2, Paper entitled Effect
of Upgrade and its Length on PCU of Vehicles
in Heterogeneous Traffic on Intercity Roads by
Dr. V. Thamizh Arasan & Shri Shriniwas S. Arkatkar
printed in Highway Research Journal Volume 4 Part
1 and Paper entitled Development of Logit Model
for Improvement in the Public Transport System in
Mysore by Ms. Poonam Sabikhi, Shri Kinshuk
Pal & Dr. P.K. Sarkar printed in Highway Research
Journal Volume 4 No.2.
Release of Souvenir:
Honble Minister of State for Road Transport & Highways,
Govt. of India Shri Sarvey Sathyanarayana released the
Souvenir brought out by Highways Department Govt. of
Tamil Nadu on the occasion of 73rd Annual Session of the
Indian Roads Congress.
Release of New Guidelines
Shri P.N. Jain President IRC released IRC:37-2012 Tentative
Guidelines for the Design of Flexible Pavements.
Shri Vishnu Shankar Prasad, Secretary General, IRC,
proposed the Vote-of-Thanks to the Honble Minister
of State for Road Transport & Highways Shri Sarvey
Sathyanarayana for sparing his valuable time from his
busy schedule, to all other dignitaries and also to esteemed
participants for their gracious presence in the event.
Secretary General expressed his special thanks to the State
Organizing Committee for making extensive arrangements
for holding the 73rd Annual Session and for making elaborate
arrangements for the comfortable stay of the delegates.
67th Meeting of Highway Research Board held on 8th
January 2013:
On 8th January 2013, the 67th Meeting of Highway
Research Board was held under the Chairmanship of Shri
C. Kandasamy, Director General (Road Development) &
Special Secretary to the Govt. of India, Ministry of Road
Transport & Highways.
Highway Research Board discussed in detail the
management of research studies and reporting of research
findings. The Board felt that the research findings were not
being adequately reported for the benefit of those who want
to use them. To achieve this, it was suggested by the Board
that the findings of research schemes may be collected from
Research Institutes, Govt. departments, individual and
uploaded on the Website of IRC.
Presentations on State-of-the-Report on Facilities for
Pedestrian/Physically Challenged Persons/ Passengers and
Road Safety with Emphasis on Non-motorized Traffic
were made by Dr. S. Moses Santhakumar, Professor and
Head and Dr. Samson Mathew, Professor, Department of
Civil Engineering, NIT, Tiruhirapalli, were made during
the 67th Highway Research Board Meeting which were well
taken by the members.

A view of the dais during 198th Council Meeting
Council members paying tribute to the departed souls
A view of the dais during parallel Session on presentation and

discussion of papers on Pavements
A view of the dais during technical Session on Innovative Technologies/

Procedures adopted by State Government/Organization in Highway

Glimpses of various events
21
22
A view of dais during Research Presentation
A view of the dais during Technical Session on Presentation by National and

International organizations
A view of dais during 10th Indo-French Joint Working Group (JWG) meeting
A view of the dais during Technical Session on Presentation and Discussion of

Papers on Traffic & Transportation

Mr. Philip Jordan delivering Expert Talk
Dr.V.K. Raina delivering Expert Talk
Ms. Alexandra Pamela Chiang delivering Expert Talk
Shri Arnab Bandyopadhyay delivering expert talk
23
24
Shri Santosh Kumar, PRO, Tamil Nadu Traffic Police Warden making
presentation before august gathering
A view of dais during Research Presentations by Officers of HRS Chennai
A view of dais during presentation on General Report on Road Research work

done in India, 2011-12
A view of dais during Research Presentation by Ph.D Scholars

Shri Ninan Koshi the oldest member of IRC being honored by President, IRC
A view of dais during Annual General Body Meeting
A view of dais during Panel Discussion
Shri M.S.Iyenger the oldest member of IRC being honored by President, IRC
25
26
Swamy Sukbodananda delivering talk
A view of Cultural Evening
View of Secretaries, Engineer-in-Chief and Chief Engineers meeting
A view of the dais during 199th Council Meeting
Glimpses of Cultural Programme;`
Glimpses of Ladies Programme
27

v)
New Document on Guidelines for Use of Silica

Fume in Rigid Pavement
A Presentation was made by Prof. S.S. Jain, IIT

Roorkee on Development of Guidelines for Pavement
Preservation for Periodic Maintenance before the
Council, which was well taken by the members
The Council paid tribute to the members of IRC and
staff from IRC Secretariat departed during the year
2012.
Technical Sessions held on 9th January 2013
Yoga was also arranged during the Annual Session

for the benefit of delegate.
198th Council Meeting of IRC held on 8th January

2013:
The Council in its 198th meeting held on the 8th
January 2013 transacted the administrative, financial
and general business of the IRC. After detailed
discussions, the Council approved the following two
amendments of BSS Committee and three documents
of HSS Committee:
i)
Amendments to Clause No. 204; 209.3.3

and Notes below Table 3.1, 3.2 & 3,4 of
IRC:6-2010 Standard Specification and Code
of Practice for Road Bridges Section-II -Loads
and Stress (fifth Revision).
ii)
Amendment to Clause No. 705.2.2 (a) & (b)

of IRC:78-2000 Standard Specifications and
Code of Practice for Road Bridges Section
VII- Foundations and Substructure (Second
Revision).
iii)
First revision of IRC:SP:46 Guidelines for

Design & Construction of Fiber Reinforced
Concrete Pavements
iv)
Revision of IRC:SP:50 Guidelines for Urban

Drainage
28
On 9th January 2013 three Technical Sessions in

parallel were held. Two Sessions were dedicated
for Presentation & discussion on Technical Papers
printed in IRC Journal, 2012 and third session on
Innovative Technologies/Procedures adopted by State
Government/Organization in Highway sector. These
events were webcasted live to the entire world through
internet for the first time in the history of IRC. This
initiative taken by IRC, has been appreciated by all.
The first technical Session on theme Innovative
Technologies/Procedures
adopted
by
State
Government/Organization in Highway sector was
chaired by Shri C. Kandasamy, Director General
(Road Development) & Special Secretary, MoRTH
and Co-Chaired Shri V.L. Patankar, Additional
Director General, MoRTH. During this session, first
presentation was made by Shri Ashwani Kumar,
Regional Officer, Hyderabad, MoRTH on Pilot
Project on Advertisements Based Urban Maintenance
on National Highway No.65 (Hyderabad-Vijayawada
Section) in Andhra Pradesh. The Presentation covers
objective of this Pilot Project i.e to display the
advertisement in an organized manner along with
public awareness message & utilize the revenue
generated for maintenance and upkeep of National
Highways; recent Ministrys technical circular
for advertisement with certain conditions where
in the advertisement shall be limited to 80% of the

advertisement area and remaining 20% is to be kept for
Government related/public awareness programmes;
procedure for bid invitation; probable biding option
for period of 3-5 years; various parameters for bidding
like, average annual turnover for last five years should
be more than 40% of the offset price put to tender,
Successful completion of at least one similar work
should be more than 40% of the offset price put to
tender, etc; BOQ template, e-tendering process; items
for e-tendering i.e Laying of Wearing Course, Median
Curb Painting, Median Plantation, Lane marking,
Footpaths, etc; types of structures for advertisement
display; details of site locations of hoardings; revenue
analysis of NHs, total tentative revenue stream for
NHs in Andhra Pradesh, way forward after success of
this pilot projects for effective and efficient utilisation
of the revenue generated through advertisements, etc.
Second presentation was made by Shri Elango S.,
Director, Galaxy Group Bangalore on Innovative
Multi-Level Parking System- Robotic Valet - The
Super AGV. The Presentation highlighted need
for multi-level parking; worldwide scenario of
increasing urban population, etc. He presented about
automated parking; comparison between automated &
conventional parking; benefits of automated parking
like saving in space about 50% space, reduction in
carbon footprints, details of Robotic Valet System; its
capabilities; typical throughput in min-sec; trafficmaster management software; automated car wash
system; technologies various advantages; classification
of revenue and expenditure; automation parking
etc. He mentioned that it can succeed only if the
Governments Rules and Regulations too get updated
dynamically; required amendments in existing rules
& regulations, etc.
Third Presentation was made by Shri Rahul Gupta,
Superintending Engineer on Innovative Financing
by MoRTH and last presentation was made by
Shri S.K.Nirmal,Superintending Engineer on New
Initiatives by MoRTH. In his Presentation, he
covered details of MoRTH recent policy circulars for
providing Research & Test (ResT) reaches, transverse
Bar Markings at accident- prone spots & along National

Highways and Experimental Crash Barriers/Crash
Cushions for Road Safety; objectives of MoRTH to
improve quality of construction within cost effective
manner through training & prompting new ecofriendly materials & technology to conserve scarce
natural resources; procedure for involvement of all
stakeholders like, industry, academia, IRC & other
stakeholder for R&D; details of MoRTHs proposed
research & test stretch; typical drawing of rest along
NHs; requisite criteria for surfacing; monitoring
mechanism for these research test stretches; future
use of rest areas. The presentation also covers details
about Transverse Bar Markings at accident-prone
spots on National Highways; methodology for spacing
& fixation, prerequisite criteria for paining, number
of markings; suggestive transverse bar marking
criteria; brief about Experimental Crash Barriers/
Crash Cushions for Road Safety; structural & safety
requirement; approval, implementing & monitoring
procedure, proposed scheme, etc. All the presentations
were very informative and effective and the same
were appreciated by the participants. Thereafter,
session was summed up by the Co-Chairman and
Chairman. They briefly gave a gist of all presentations
made by experts and highlighted need for adoption of
innovative mechanism in areas of road maintenance
and advertisement, highway financing, multilevel
parking, road safety etc.
After the tea Break, Technical session on Innovative
Technologies/Procedures adopted by State Government/
Organization in Highway sector was Chaired by Shri
Ashok Khurana, Director General (Works), Central
Public Works Determent and Co-Chaired by Shri E.L.
Satyamoorthi, Director, Highways Research Station,
Chennai. During this session first presentation was
made Shri R.K. Jaigopal, Managing Director, Struct
Geotch Research Laboratories Pvt. Ltd., Bangalore
on Bi-Directional Static Pile Load Testing. The
Presentation covered introduction of bi-directional pile
load testing; details of practice followed by designers;
existing static load testing methods like Kentledge
Reaction, rock anchoring reaction; details of high
29

strain dynamic pile testing; brief about bi-directional
pile load testing, its advantages; drawbacks of present
pile testing methods; methodology for bi-directional
pile testing; costing of bi-directional testing;
effectiveness and wealth of information yielded in the
test results; codification status worldwide like ASTM,
Chinese, IRC, etc.
Second presentation was made by Shri P.K. Katare on
Pradhan Mantri Gram Sadak Yojana (PMGSY) - Road
Ahead. The Presentation covered Details of rationale
for Rural Connectivity Programmes; criteria for
construction of rural roads; budgetary allocation;
transforming in rural lives- by increased access to
market, health and education. Investment of One
Million Rupees enables 165 poor people to move
above poverty line; current status of implementation
of PMGSY program in Nov, 12- Value of project
proposals cleared: Rs.1,39,198 Crore (US $ 25.3
billion), Funds Released : Rs.1,02,037 Crore
(US $ 18.6 billion) & Expenditure : Rs.96,248 Crore
(US $ 17.5 billion); management strategy for quality;
institutional architecture for PMGSY program; process
for preparation of DPR, its scrutiny & approval;
formulation of technical standards& specification with
the help from IRC; standard and transparent procurement
procedure ; three tier quality management mechanism;
online monitoring, management & accounting system;
transparency& community participation ; experiences
& lesson learned from PMGSY I - completed over
3.6 lakh km rural roads and another about 2.4 lakh
km are in pipeline; recommendation of 12th Planning
Commission; achieved target of rural connectivity;
need for PMGSY-II; outline of phase II; special
features like, performance base contacts, emphasis
on road safety, GIS base management; costing of
PMGSY Phase II over proposed duration; initiatives
by NRRDA for setting up field laboratories, etc.
The third Presentation was made by Prof. P.K.Sarkar,
Professor, SPA, Delhi on Skywalk Facilities. The
Presentation highlighted introduction and background
of pedestrian facility, current approach in road
planning & design, statistics about proportion of
30
road users killed in various modes of transport as

per cent of all fatalities in India, Thailand, Indonesia,
Sri Lanka, Malaysia, Australia, etc; details about
road accidents in Delhi city & some serious issues
concerned with movement of pedestrians; conditions
of various road interchange in India; history about
pedestrian facility worldwide II;
definition and
detail of skywalk; advantages & disadvantages of
skywalk facility; factors needs to be considered during
planning of skywalks; potential areas for developing
skywalk in Delhi like , Bhikaji Kama Place, Nehru
Place, Rajouri Garden, ITO, Chandni Chowk, etc;
historical & geographical detail of Bhikaji Kama
Place; outcome of survey of Bhikaji Kama Place
carried out by Svayam National Centre for Inclusive
Environments; suggestive points to be considered
for economic feasibility of developing skywalks
like saving in travel time, improving LOS, saving
accidents, Enhancement of environmental quality, etc;
various policy option for funding like, Involve private
sector, Compromise service quality, Make non-user
beneficiaries pay, Exploit other assets property
development ,Public subsid, etc; various funding
option through PPP like, Revenues from Hoardings,
Rental from Kiosk along and below the staircases,
Advertisements on Skywalk surfaces, concessioner
generating revenue from by developing the skywalk,
in addition other lucrative options also considered
like taxation in urban areas, commercial exploitation
of property; examples of skywalk facility in different
countries; project cost comprising various items like,
Cost of elevated structure, Cost of escalator/stair case,
Links cost between building and the elevated structure,
Lighting cost, Cost of the roof, Cost for plantations,
Cost of signage, Cost of diversion of utilities, Cost
of additional structure to support kiosk/any business
activities for generation of revenues, Operation Cost,
Maintenance cost, etc; Sampling of various interior
conditions in the skywalks; conclusions, i.e. need to
develop exclusive pedestrian facilities to be free from
vehicular traffic without the involvement of funding
requirement from the Government.
Thereafter, Shri Shantoo Bhattacharya, Executive

Engineer, PWD Assam & Volunteer in Eco-engineering
made a presentation on Vetiver System: the Green
Tool Against Erosion. The Presentation highlighted
various applications of bio-engineering material vetiver; quality of plants for use in bio-engineering;
details of properties of vetiver grass like, shear strength;
soil stabilization mechanism by vetiver; difficulties
in standardization of hill slope , riverbank , etc; case
studies of vetiver application in road embankment,
side slope, bridge approach, riverbank protection,
hill slope, etc; performance of all case studies on
PMGSY Roads & NHs in addition international case
references; disadvantages of vetiver system; various
measures for decision making , planning, and finally
conclusion about environmental friendly sustainable
bioengineering tool for infrastructure protection.
Thereafter, Shri Ashwani Kumar, Regional Officer,
Hyderabad, MoRTH made a Presentation on
Outsourcing Data Collection through Network
Survey Vehicle. The Presentation Covers objectives
for development of GIS base NHs information; details
about collection & use of road related information for
long term development & maintenance strategies as
well as routine queries/clarification on daily basis;
components of working mechanism of network
survey vehicle; procedural working methodology of
various hardwares, softwares, types of road data
like, pavement monitoring, asset inventory, safety
assessment, etc; procedure for data collection,
analysis, reporting in compatible format , further use
of data on GIS base software; quality of image data
for road cracks & other type of surface distress, way
forward for larger scale application in department,
mechanism for inviting bids, period of contracts ,
status of MoRTH document, wider application of this
technology for timely maintenance of roads.
At last, Shri K.C.Sharma, Superintending Engineer,
MoRTH made a Presentation on Memorandum
of Understanding for Training. The Presentation
highlighted aim of training for up-skilling personnel
among various stakeholders; making mandatory
provision for training to unskilled operators , workers
working in highway sector; various issues involve in

training like, who will impart training, type of training,
who will be trainees, overall assessment of training
program, terms of the MOU, curriculum and faculty,
fees & certification, involvement of contractors,
consultants, concessionaire for bearing cot of training,
Ministrys directions to State Governments for bearing
expenditure on training under quality control, details
of organization who impart training on project site,
gist of CPWD clauses on training in all tenders, terms
of the MOU & issue like IPR, term & termination,
etc.
All the presentations were well taken by the delegates.
Thereafter, session was summed up by the CoChairman and Chairman. They briefly gave a gist of
all presentations made by experts and highlighted
the need for skywalk facility, rural connectivity
with quality roads, vetiver grass system for erosion
of embankments. Necessity of training skilled and
unskilled personals in highway sector was also
highlighted.
Second Parallel Technical Session
Second parallel Session on Presentation and
Discussion of Technical Papers on Pavements
published in Journal of the IRC Volume 73 Parts 1, 2
& 3 was Chaired by Dr. S.S. Jain, Prof. & Coordinator,
IIT Roorkee and Co-Chaired by Shri S.B. Vasava,
Chief Engineer & Addl. Secretary, Govt. of Gujarat.
The following Papers were presented and discussed
during this Session:
1.
Paper No. 580 entitled: A Critical Review

of Concrete Road Construction Practices in
India by Shri M.C. Venkatesha & Shri Nawraj
Bhatta
2.
Paper No.584 entitled: Investigations on

Laboratory Performance of Bituminous
Mixes with Reclaimed Asphalt Pavement
Materials A Step towards Sustainable Road
Infrastructure in India by S/Shri Kanishak
Chopra, Anjan Kumar, S. Rajib Basu Mallick &
Prof. A. Veeraragavan.
3.
Paper No.576 entitled: Perpetual Flexible

Pavements: Pavements of Future by
Shri Sanjay Garg.
31

After tea Break, second Parallel Session on Presentation
and Discussion of Technical Papers on Roads & Traffic
Transportation published in the IRC Journal Volume
73 Parts 1,2 & 3 was chaired by Dr. S.P. Palanisamy.
Retd. Professor of Civil Engineering, IIT Kanpur &
Co-Chaired by Shri Arnab Bandopadhyay, Senior
Transport Engineer, World Bank. The following Papers
were presented and discussed during this Session.
1.
Paper No.577 Some Issues Pertaining to

Sustainability of Road Transport Operations,
Road Construction and Maintenance in India
Over the Next Twenty Years by S/Shri M.
Vishwas, Pradeep Kumar, Ms. Sowjanya & Dr.
L.R. Kadiyali
2.
Paper No.581 Capacity and Performance

Indicator Framework for Road Agencies in
India by Shri Rajesh Rohatgi, S/Shri Arnab
Bandyopadhyay and D.P. Gupta
3.
Paper No.582 entitled: Time & Cost Overrun

Analysis of National Highway Development
Project by S/Shri M. Kishore Kumar, Ch.
Hanumantha Roa and L. Boeing Singh.
All the presentations were very informative and

effective and the same were appreciated by the
participants. Thereafter, session was summed up by
the respective Co-Chairman and Chairman of the
Session.
Third parallel Technical Session
Third Parallel Session on Presentation and Discussion
of Technical Papers on
Bridges was Chaired
Shri V. Velayutham, Former D.G.(R.D.) &
Special Secretary, MoRTH and Co-Chaired
Shri P.L. Bongirwar, Former Secretary, PWD
Maharashtra. The following Papers were presented
and discussed during this Session.
1.
32
Paper No.579 entitled Disastrous Failure of

A Major Bridge during High Floods: A Case
Study with Critical Review of Some Basic
Design Parameters by Dr. A.G. Namjoshi
2.
Paper No.583 Construction of the Most

Unbalanced
Cantilever
P.S.C.
Bridge
Over River Munawar Tawi at Beripattan,
Jammu & Kashimr A Success Story by
Shri D.D. Sharma, Dr. V.K. Yadav,
S/Shri Praveen Gupta, Alok Bhowmick &
S.K. Chellani.
After tea Break, third Parallel Session on Presentation

and Discussion of Technical Papers on Traffic
&Transportation published in the IRC Journal Volume
73 Parts 1,2 & 3 was Chaired by Shri Nirmaljit Singh,
Former, DG (RD) &SS, MoRTH. The following Papers
were presented and discussed during this Session.
1.
Paper No.575 Mixed Traffic Flow Analysis

on Roundabouts by Dr. Satish Chandra & Dr.
Rajat Rastogi
2.
Paper No.585 Application of ANT

Administrative System in Web GIS Based
Advanced Public Transport System (APTS)
by Dr. Sanjiv Suman & Dr. Praveen Kumar

Session.
In the afternoon, the two dedicated Parallel Sessions
for making Technical Presentations by organizations
for briefing their products/ materials/technology and
10th Meeting of Indo-French Joint Working Group
(JWG) meeting were held.
Technical Presentations by National/International
Organizations
The first Session on Technical Presentations by
organizations was Chaired by Shri C.C. Bhattacharya,
Former DG (RD) & SS, MoRTH. The following
companies made presentations covering details of their
products/materials/technology, application metrology,
advantages, etc.

1.
2.
Cost Effective and Successful Use of advanced

Flexible Materials in Road Sector Few Case
Histories by Ms. Mini Korulla, M/s. Maccaferri
Environmental Solutions Pvt. Ltd.
Honeywell Polymers for Modifying Butumen
Presentation by Mr. John Clay M/s. Honeywell
International (I) Pvt. Ltd.
3.
Design with Confidence using MX Road

V8i (SELECT series 3) Powered by Open
Roads Technology by Shri Jugal Makwana,
M/s. Bentley Systems India Pvt. Ltd.
4.
Nano Technology by Dr. Ajay I. Ranka, M/s.

Zydex Industries
5.
Prospective Applications of Glued Steel

Fibers in Construction industry A Long Term
Performance by Dr. A. Sivakumar, M/s.
Onward Chemicals Pvt. Ltd.
The second Session on Technical Presentations by

organizations was Chaired by Shri G. Sharan, Former,
DG (RD) & SS, MoRTH. The following companies
made presentations covering details of their products/
materials/technology,
application
metrology,
advantages, etc.
1.
Better Infrastructure for Accident Free

Roads from the Automobile Manufacturers
Perspective. Volvos Exclusive Contribution to
the World of Road Safety Inventions by Mr.
Tomas Emberg
2.
Selection of Good Polyfibers for PQC with

Polyester Perspective by Shri K.R.S. Narayan,
M/s. Reliance Industries Ltd.
3.
4.
Double Mass FWD- Suitable for Good and

Damaged Roads by Dr Bengt Olov Tholen,
M/s. Complete Instrumentation Solutions Pvt.
Ltd.,
Copper Slag and its Suitability in Infrastructure
Applications
by
Shri
Shiv
Kumar,
M/s. Sterlite Copper (I) Ltd.


Session.
Indo-French Joint Working Group (JWG) meeting
held on 9th January 2013
In the afternoon, 10th Indo-French Joint Working Group
(JWG) meeting was held. In this meeting, Presentations
by NHAI representative on Future Projects of NHDP
Program and opportunities for foreign companies/
consultant & BRO representative on Experiences in
Tunneling Projects in India were made. In addition,
technical presentation from French side on the Tunnel
safety issue, slope protection, means of financing and
review of IRC on technical on flexible pavement, etc.
was made. All the presentations were quite informative
and appreciated by participants. In addition, working
group also considered and discussed various important
issues like development of National Highways with
multi-sectoral and multi-modal development with
Nodes of development replacing ribbon development
as futuristic projects; French experience regarding
alternate ways and means of development of arterial
highway network especially elevated road corridors;
modalities for organizing joint seminar/ workshop
on PPP/ Bridges & highways by IRC and Ministry
of Ecology (MEDDTL) , Sustainable development,
transport and Housing; Implementation of Pilot
Projects; Implementation of MOU signed between
IRC and MEDDTL. At the end representatives from
French companies shared their views and feedback for
participation of foreign counterparts in development
of National Highways in India.
Expert Talk held on 9th January 2013
In the evening, Expert Talk session on following
topics were held in order to keep abreast with the latest
technical developments & solutions to the various
challenges faced by highway sector:
1.
Moving Ahead in Road Safety in Collaboration

with World Banks Global Level Safety
Fund Initiatives for India by Shri Arnab
Bandyopadhyay, Senior Transport Engineer,
World Bank.
33

The presentation highlighted that the growing fatalities
due to accidents has become a public health burden in
India. The World Bank has shown their commitment
to road safety in India through funding, partnership,
knowledge transfer and building institutional capacity.
It was also highlighted that establishing priorities
for safety intervention for the most vulnerable part
of network, locations, road users is a key to achieve
the objective of safety in India. The World Bank
indicating that the road safety should be integrated in
design stage itself and shown their interest to finance a
safe corridor demonstration project itself for practical
holistic approach of safety having strategy for targeting
a high risk and high volume highway corridor of 50 to
70 km length through evidence base intervention. The
World Bank has shown a way forward through various
measures which includes setting up crash analysis
centers in association with Indian Roads Congress
followed by Accidents Research Centers in States.
by organizing series of capacity building workshops,

developing a safety strategy through capacity
assessment and enhancement process, demonstration
corridor, result oriented trainings at regular intervals;
preparation of accident management Plans, Creating
Systems as part of multi-pronged strategy; Setting
up Crash Analysis Centre in association with IRC.
Some of important slides from the Presentations are
reproduced below:
The presentation also covered the success story of

Australia where the accidents were tremendously
reduced through effective policy planning and timely
intervention, details
World banks Mission to address the growing crisis
of road deaths and injuries in LMICs, 20+ countries,
$500 million investments in road safety; Worlds
banks initiatives for institutional capacity building;
mechanism & formulation of state wise safety
coordination cell; creation of Gujarat Project Steering
Committee for Road Safety, 2012, Karnataka Traffic
and Road Safety Cell, 2011, Kerala Road Safety
Authority 2007; initiatives from world bank for safety
intervention in planning, survey, design, construction
&maintenance, etc & about 6,500 km of highways
passing through various States surveyed for Safe
Road Investment Plan.
The presentation emphasized the need for integrating
safety in engineering designs by making safety audit
mandatory for pre & post construction activities,
integrating road safety with asset management,
improving Codal provision, etc. in addition way forward
34
2.
Best Practice in Australia and other developed

nations in Road Sefety Enginerring Mr. Philip
Jordan, Principal Road Safety Consultant,
Australia.
Mr. Philip having an experience of 31 years with

State Road Authority as a Road Safety Engineer
in Australia, has thrown light on the road safety
engineering initiatives taken in Australia which
worked effectively. He emphasized the importance of
engineers in improving road safety and expansion of
road safety engineering profession in India as a key
answer to the epidemic of road fatalities. He covered
the global overview of road safety problem including
India. The presentation highlighted that how the
Australian experience can be utilized in the Indian
context despite the different behaviours of drivers
and pedestrians in India from that of Australia. The
presentation show that modification of physical road
environment using poor processes and techniques of
road safety engineering can reduced risk for all road
users. The presentation demonstrated that there is
a need for road safety engineers in India who think
in terms of safety for all road users particularly in
an environment where the pedestrian and cyclist are
most neglected during planning and designing stage
where the critical infrastructure needed for their safety
is compromised. This practice needs to change in all
emerging countries including India. He presented the
success story of Victoria in Australia where strong
35

national and state leadership duly backed by financial
support change the scenario. The presentation covered
the key element of Road Safety Engineering processes
are contributing towards safer roads in Australia and
other national countries. These include adoption of a
safety conscious approach to the planning and design
of roads (road safety audit); gradual elimination of
the most hazardous locations (black spots); improve
road side safety; safer work sides; good inter-agency
coordination. Some of important slides from the
Presentations are reproduced below:
36
37

3.
Building More Sustainable Transport for

Tomorrow by Ms. Alexandra Pamela Chiang,
Transport Specialist, South Asia Regional
Department, Manila
The presentation highlighted the need for establishing

of sustainable transport appraisal framework which
is different from the traditional transport economic
appraisal which is currently being practices. It was
revealed that although transport is a key enabler of
economic and social activities providing excess to
opportunities and services. But there are negative
impact of the transport viz. congestion, pollution
Green House Gas initials and accidents which have
huge cost to the society. The presentation highlighted
the strategy approved by ADB with focus on inclusive
economic growth environmentally sustainable growth
and regional integration followed by sustainable
transport initiative taken by ADB experts stress that
there is a need of hour to account for negative impacts
of the transport for assessment of realistic cost of the
transport system and establish a sustainable transport
appraisal framework to achieve the objective of
sustainable transport. The sustainable transport is
accessible affordable efficient financially sustainable,
environment friendly and safe. As a part of efforts of
ADB. The sustainable Transport Framework requires
setting sustainable transport criteria in economic,
social and environmental terms; developing indicators
and methodologies to assess the performance of
projects against each of those objectives; measuring
the overall sustainability of a project and summarizing
all economic, social and environmental assessments
in a sustainable transport appraisal matrix. ADB is
developing the sustainable transport appraisal on
these lines. The major challenge in developing the
framework is the measurement of project objectives
viz. a viz. the objectives of sustainable transport its
monetary consistency, transparency and compatibility
in assessing and rating the projects. Some of important
slides from the Presentations are reproduced below:
38
39
4.
Memorable History and Bright Future

of Bridge Engineering in India by
Dr. V.K. Raina, Technical Director ITNL
(IL&FS), New Delhi/Mumbai.
The Presentation traced the history of the development

of the Bridges through 35 centuries or so with special
reference to architecture and the developmental effect
of the cascading comprehension of the sciences of
Theory of-Structures, Strength-of-Materials and
the art -of-Construction-Technology. His presentation
commenced with the simplest of the old LOG- and
the inter-twined ROPE- Bridges, thence through
the pleasing BEAM form, the ever-gracious ARCH
form, the magical SUSPENSION form and finally
to the momentous CABLE-STAYED form. Some
of important slides and technical brief from the
Presentations are reproduced below:
40
As per his presentation the primitive bridge building

perhaps started with a trial and error process. In some
misty morning of prehistoric past, a human trying to
cross a stream, probably saw a fallen tree across it.
When he tried to clamber over, it might have broken
and dropped him in the drink. So he thought really
hard and felled a bigger tree and this took him across.
The first primitive single span wooden beam bridge
was thus designed and built that day. In reality the
modern bridges hardly conceal their ancestry. Vine
ropes secured on two towering trees on the opposite
banks of a deep gorge, with a bamboo or brushwood
deck or even without one, were the earliest forerunners
of the suspension bridges. The first arch bridge might
have similarly been built about four thousand years
back in the Euphrates valley.
The man who creates technology the engineer,
with the aid of the scientist, is the societys most
radical revolutionary. He is the fundamental agent
of all social change.
Flat arcular arches appeared in full glory during

the renaissance period. Although the first theory of
arches came to be established as late as 1695 and was
used in practical design only in 1729, the optimum
profile of the stone arch had been found very early by
artist builders intuitively and has changed very little
since. The proven durability of material and the long
experience in intuitive proportioning made masonry
arch bridges the most popular form of construction
even in the early days of railways until iron bridges
took over. Arch did continue to be built in iron, steel
and concrete because of its unmatched aesthetic
qualities, besides structural efficiency.

A very substantial advance in the understanding
and theoretical analysis of the load response of the
structural system of suspension bridges was made
by the twenties of the last century and many elegant
bridges were built, like Lindernthals Manhattan
bridge (1909) with 450m span, followed by Steinmans
340m span Florianopolis bridge and the Delaware
river bridge of 530m span in 1926, to name a few at
random.
While stone and timber remained the common

building materials for bridges, the mid-nineteenth
century demanded stronger and bigger bridges over
large rivers for railways. So around 1840 the transition
from timber to steel began. In this period cast iron (and
later wrought iron) was tried out by bridge builders.
The first recorded Western use of iron in bridges was
a chain bridge built in 1734 by the German army
across the Odor river in Prussia. However, cast iron
was not found very suitable for building large span
bridges. A combination of cast iron for compression
members and wrought iron for tension members was
used in truss bridges from 1840 onwards, specially for
railway bridges.
Multiple span girder bridges, arch bridges and

cantilever bridges in steel reached very long spans
with comparative ease. Howrah Bridge (1943), a
steel cantilever bridge with a total length of 457 m,
is a typical example of the large crop of outstanding
bridges built in steel in the earlier years of the last
century.
The big leap forward came in 1931 with the

construction of George Washington bridge, which
has been acclaimed by Stussi as a great and most
important step in the evolution of the art of bridge
engineering. Le Corbusier was enchanted with this
bridge and in his 1937 publication When Cathedrals
Were White said: The George Washington Bridge is
the most beautiful bridge in the world... It is blessed,
the seat of grace. The bridge broke the I 000m span
barrier and its span length of 1060m was double that of
Delaware bridge, the then longest span in the world.
Ammans Verrazano Narrows Bridge in New York was
opened in 1964, ten months before he died. Standing
with a main span of 1300m, the bridge is a landmark
in the history of long span suspension bridge building.
These flourished since the thirties, leading to the
construction of economical, gracefully slender and
ambitious structures in large numbers in all parts of
the world.
The lessons in ensuring aerodynamic stability were

learnt in a hard way by the tragedy of the 855m Tacoma
Narrows Bridge which fluttered and perished in 1940
in a 64 km/h wind. The progress has gone unabated
with innovations, like the innovatively stiffened deck
41

of Severn bridge, to replace the deep stiffening trusses
and the future may reveal yet newer directions of
development.
In 1820, Navier in opting for the classical suspension
system, condemned the cable stayed solution as
unsuitable. It remained so until in 1938 Dischinger
developed a suspension system which was actually a
combination of cable stayed and classical suspension
bridge types. The actual development of the modern
cable stayed bridge started with the construction of
Stromsund bridge in Sweden around 1953 by DEMAG.
Then in an unprecedented spurt of development
followed the famous Rhine family of cable stayed
bridges, which at present number about a dozen with
spans up to 300m and more.
Leonhardt hypothecated in his 1972 IABSE Paper that
for spans of 750m to 1500m the cable stayed system
was technically and economically superior to the
classical suspension bridge specially with regard to
aerodynamic stability.
greatly affected the development of strength of

materials by presenting a series of new problems
especially in bridge engineering which had to be
solved. So the midpoint of nineteenth century marked
a turning point in the history of bridge building by a
change to scientific method of design of bridges and
consequently for all structural design.
Stussi remarked in the IABSE Symposium on
Concepts of Safety of Structures (London, 1969)
that the scientific period of design was introduced
by Louis Navier (1785- 1836) who provided the
transition to scientifically based construction with
his principal work: Resume des Lecons (1826) and
thereby fundamentally created the applied science of
statics. Navier gave these lessons on the application
of mechanics in the establishment of construction
and of machines in the Royal School of Bridges and
Roads (LEcole Royale du Ponts et Chaussees), Paris,
and some of his students were to emerge as eminent
engineers in future years.
After Navier, the development of engineering design
was fostered by very many pioneers like Carl Culmann,
Otto Mohr, Friedrich Engesser, to name only a few of
the giants.
The cable-stayed system with a steel or concrete deck

will surely find increasing use in many future bridges,
from the modest foot-bridge to the mighty vehicular
bridges, not only for the slim attractive looks which
are no mean virtues, but also as the economically
viable alternative to other conventional bridge types.
The demands of the bridge builder and his reliance
on scientific knowledge led to the birth of structural
mechanics.
Timoshenko in his History of Strength of Materials
points out: The construction of the first railroads
42
The use of concrete, an artificial conglomerate of

gravel or broken stone, sand, and lime or cement, is of
great antiquity. Concrete made with surkhi has been
used in India traditionally. And the glorious history of
Roman concrete, used to build such famous structures
as the Pantheon, is more well-known. But the art
almost went into oblivion until its grand revival in the

recent times marked by the entry of portland cement
into the scene.
With the progress of portland cement concrete, it came
to be used in bridges as substitute for stone. Concrete
was first used for a bridge of l3.5m span across a canal
in France in 1840.
The Frenchman Lambots famous rowboat 3.30m long
made by plastering Roquefort cement on a skeleton
network of iron and wire was followed by his English
patent in 1855. Coigent, another Frenchman, took out
a patent at about the same time on the structural use
of reinforced concrete. In 1855, Wilkinson secured in
England a patent for a concrete arch floor, reinforced
with tie bars, which had been discussed by Fairbim in
his book (1864). Moiners first patent was taken three
years later. Many others about this time took patents
on reinforced concrete in one form or other, in various
lands. Thus in the nineteenth century, reinforced
concrete was still in the empirical period of patents.
The search for a basis of rational concrete structure
design began in the last part of the nineteenth century
itself. Thaddeus Hyatt is credited to be the first to
establish the basis of analysis of stress in reinforced
concrete by stating the principle of bond and that
the reinforcement must be able to resist sufficient
tensile stresses to balance the compressive stresses in
concrete. Hyatt was an American lawyer by education
but inventor by nature and was later to take patents
on deformed bars. He published his 28-page book on
the use of portland cement concrete combined with
iron in 1877 which may have antedated the design
principles to emerge by good two decades.
Koennen, a government architect in Berlin, was
commissioned to deduce the methods of computation
of reinforced concrete sections and he published his
design rules in 1886. Coignets ideas on elastic design
were printed two years later. Inelastic theories of
design, which were to be rejected rather irrationally
later, also appeared in 1898.
The days of the patents were ended. Specifications of

reinforced concrete materials and design rules were
published by professional societies in all advanced
countries. The Prussian regulations of 1907 were
reported to be most complete set of design rules at
that time. In 1909, the joint code of ACI, ASCE, and
other professional societies of America, interested in
reinforced concrete, made its grand entry. The French
Commission on reinforced concrete had formulated
its design rules in 1906.
Post-war years saw the fast emergence of reinforced
concrete in its full glory. The massive rebuilding
of bridges and buildings in war ravaged Europe
brought new pressures on the pace of development
of reinforced concrete. Higher strengths with higher
quality of materials were the obvious avenues open.
The history of a century of development of reinforced

concrete materials and methods of making good
and better concrete is itself a fascinating subject.
The fundamentals of making good concrete were
established firmly by the twenties. Abrams, giving his
well-known correlation of water-cement ratio with
concrete strength, wrote in 1919: use the smallest
quantity of mixing water that will produce a plastic or
workable concrete. With careful control of water and
proportioning, attention was focused on workability,
placing, and compaction. Freyssinet proposed
compaction by vibration in 1917. Alongside came the
improvement in composition and fineness of grinding
of cement, and the strength of concrete increased.
The big break in the art of reinforcing the concrete
came with the introduction of prestressing. The
43

idea of prestressing, conceived and put to practice
in the 20th century, is the single biggest happening of
most significance in the entire history of the art and
technology of construction.
A lesser man would have been content with the fame
and fortune he had in 1930. But Freyssinet was a man
with a mission in his heart. His life carries an obvious
message. His bitter struggles for seven long years
for the cause of prestressed concrete made history. If
history has to have its heroes, here was one for the
history of bridges.
Freyssinet took patents in 1928. He was out to sell
the historys most exciting building material, but with
no buyers around. He had reportedly told his friend
Le Corbusier: I reached my goal. Now I am looking
around to see what I can use this discovery for. And
in my opinion modern society needs housing parks
and highways. Le Corbusier was so touched by the
sentiments of his friend as to conclude: into that one
short sentence he has crammed a vast wealth of poetry,
lyricism, of solidarity, of concern for mankind and the
hearts of men.
Prestressed concrete was introduced in USA in 1949 by
Magnels Walnut Bridge and at about the same time in
India by the Coleroon bridge, using Freyssinet system.
Bridge builders revelled in prestressed concrete as
it helped them to realise larger and yet larger spans
in concrete. As more liked to use steel where it was
possible to use concrete, prestressed concrete had
to face demands of increasingly larger spans, with
improved techniques of design, construction and
materials.
In 1960 beam bridges had reached spans up to 160m
and Morandis bridge across the Lake Maracaibo was
under construction with spans of 235m by the help of
stay cables. In 1970, the longest span of beams reached
230m in Japan, and for cable-stayed concrete bridges
designs had been made with about 300m spans.
44
The achievement in building long-span bridges in

prestressed concrete are too close to our times to
afford a historical perspective. The development
of new landmarks in span, form, and Construction
technology, is growing at a dizzy pace. The panorama
is so vast as to prohibit any attempt to survey all its
features in this limited space.
Hamana bridge in Japan also claims attention as one
of the best among a growing family of long- span
prestressed concrete bridges erected by cantilever
construction method. The Hamana bridge has a 240m
main span with a central hinge. The originator of this
type of construction, double cantilever box beam
superstructures built without the use of falsework,
which has revolutionised the building of prestressed
concrete bridges, is Ulrich Finsterwalder one of the
greatest bridge builders of our times.
A later modification of this method is the cantilever
construction with precast segments introduced in the
1963 construction of Choisy-le-Roi bridge in Paris by
Enterprises Compenon Bernard. Since then the precast
segmental construction in cantilever has gained
worldwide acceptance, mainly for the fast erection.
In some recent projects in Europe and elsewhere, a
fantastic rate of erection of urban viaducts of two or
three spans of 35m to 45m in a single week has been
reported.
It is an undeniable professional responsibility on the
part of a bridge engineer to have the cultural depth of
knowing the history of his profession.

On 10th January 2013, three parallel Technical
Sessions i.e discussion of General Report on Road
Research done in India,; Technical Presentations by
Organizations and Research Presentations by officers
from HRS, Chennai and Phd Scholars from academic
institutes were held.
Technical Sessions held on 10th January 2013
The first Session on theme Research Presentation by
Officers from Highway Research Station, Chennai
was chaired by Shri S.K.Puri, Former Director
General (Road Development) & Special Secretary,
MoRTH and Co-chaired by K. Ameerdeen Local
Organizing Secretary, 73rd Annual Session of IRC
& Prof. Veeraraghavan from IIT Madras. During
this session, first presentation was made by Er.
Ramalingam on Study on Transition from Marshall
Mix Design To Super Pave Mix Design Method. The
Presentation contains brief about superpave- Superior
Performing Asphalt Pavement System developed in
USA; strength and limitation of this method; details
of trial mix and performance; current pavement design
methods; brief about Marshall Method & requite
parameters; issues of Marshall Method; remedies
in Superpave;
superpave mix design procedure;
criteria for aggregate, asphalt binder, optimum asphalt
binder content selection, brief about Performance
test, superpave mix size designation; consensus
requirement; brief on limitations of traditional binder
specifications; design particular; Specimen heights;
superpave testing criteria for air voids, Voids in
mineral aggregate, Voids filled with asphalt, Mixture
density characteristics, Dust proportion & Moisture
sensitivity, etc.
Second Presentation was made by Shri S. Satheesh on
Journey Characteristics of Vehicle in Traffic Stream,
In his Presentation Shri Satheesh covered Statistics
about ownership of various types of vehicles; details
about Chennai city vehicle population- categorytransport, etc; Chennai City Corridors - Volume/
carriageway Capacity; road length details of Tamil
Nadu; concept of Level of Service; objective of the
journey time & journey speed study; methodology

adopted for this study; various phases of observations
like, speed & time observation, video-graphic
evidence, details of various instrument like, mobile
phones, Speed-o-meter of the test vehicle, Odometer,
video used in this study; criteria adopted for corridor
selection; data collection mechanism; details of case
study of Chennai and Madurai city; properties of
corridor i.e. urban & rural stretch; compression of
peak hours, nonpeak hours, journey time, wait hours
data; application of outcomes of study for practical
solution; etc.
Thereafter, Shri Sudhakar Senthil made a Presentation
on Utilization of Super Plasticizers as admixtures in
concrete. The Presentation highlighted brief about
admixtures; areas of application; various kinds of
admixtures like water reducing agent, retarders,
accelerated, etc; details about high range water reducer
or super plasticizers; advantages of super plasticizers;
brief about various projects where super plasticizers
are used; use of super plasticizers in RMC and pile
concreting; precaution in use of super plasticizers;
effect of super plasticizers as admixture in concrete;
need for study; methodology; properties of super
plasticizers; design mix of M25 with super plasticizers
and without plasticizers; compression test; result of
study, etc.
Toward the end Er. Ramya Devi made a Presentation
on Sustainable Concrete in Indian Scenario. The
Presentation covered definition and origin of word
Sustainable; brief about Kyoto Protocol; involvement
of economic, social, environment factors in
sustainable development; cement production capacity
of countries like China, India, Iran, USA, Turkey,
Japan, etc; Indian statistics about emission of Co2
from 2008 to 2011; sector wise contribution in co2
emission; advantages of sustainable concrete; need
for this study; advantages of previous concrete; scope
of use of previous concrete in India; various areas of
application; provision for replacement/addition of
other cementitious materials like Portland cements
and blended cements and other Supplementary
45

cementitious materials like Fly ash, pozzolans, and
slag; requirement criteria for aggregate, water cement
ration, admixtures; typical range of quantity of various
ingredients used concrete mix; research work done for
testing of materials, various mix properties, testing &
results , brief about carbonation, rate of carbonation;
scope for future study, etc.
Thereafter, session was summed up by the CoChairmen and Chairman. They briefly gave a gist
of all presentations made by officers from Highway
Research Station, Chennai.
After tea break, The Session on theme Research
Presentation by Ph.D Scholars from Academic
institutes
was Chaired by Shri Chaman Lal,
Additional Director General , MoRTH and CoChaired by Shri S.N.Das, Additional Director
General ,MoRTH. The First presentation was made
by Shri C. Naveen Kumar, PhD Scholar IIT Roorkee
on Road Safety Analysis for National Highway. The
Presentation brought out statistics of road accident;
details of various Govt. initiatives for reducing road
accidents; literature review of various methods to
predict cashes; advantages & disadvantages various
Models like Poisson Negative Binomial, Poisson
gamma, Poisson lognormal, Zero-inflated Poisson
& negative binomial, Conway-Maxwell-Poisson;
identification of research gaps; problem statement;
objective of study; research scope to develop
crash prediction model; methodology & data flow
used for development of crash analysis system;
study design, various models developed; expected
outcomes; selection of study areas on NH-58; road
infrastructure details; composition of traffic; various
parameters estimates of frequentist Poisson-Gamma
Model; percentage differences between observed and
estimated crashes; model output interpretation like,
median opening has positive parameter estimating
revealing direct effect of crash rate; traffic flow is
between LOS B & C, which might be giving low
impact on occurrence of crashes, etc.
Thereafter, Shri Sumeet Gupta,
46
Ph.D Scholar, IIT
Delhi made a Presentation on Safety on Work Zones

& Speed Management ( Selected Case Studies. The
Presentation cover statistics on work zone fatalities
around globe; work zone traffic crash trend data
statistics for USA; case study of NH-28 Audit;
Audit checklist for traffic management and field
audit; accident rate statistics on site selected on NH28; compliance comparison; result & conclusion;
probability of pedestrian fatality by impact speed;
details of case study 2 on NH-2; objective of study;
observation and reporting of vehicle speeds in work
zones on NH-8 , January 2012; details of vehicles
exceeding posted speed limit in working zone;
deficiencies in work zone site like non-standard signs
& traffic control device; key finding of study; research
objective; outcome of research study used as base
material for revision of IRC:SP:55; literature review,
details of active traffic calming measures; etc.
Shri Dinesh S. Saundappa, B Tech student , IIT
Madras made a presentation on Design Proposal for
Modular Interchange at Five Roads Junction, Salem,
Tamil Nadu. The Presentation highlighted brief
layout of existing junction; traffic data; problems
with junction like, congestion, long existing queue
lengths, delayed travel time, FOB facility under
construction, etc; Objective of the study is to reduce
the number of conflicts in the existing intersection;
problems faced in design like, area constraints, lane
width constrains, stages applied in design like traffic
segregation, reduction in conflict of traffic, provision
of ramps, making some roads for one way traffic;
comparatives analysis of various advantages at stag
1, 2 & 3; other suggestive possible implementable
solution like widening of bus stop, making roads
with uniform width; proposed design i.e. three stage
modular interchange , etc
At the end, Shri P. Yugananth, ADE, Highway
Department, Tamil Nadu & PhD Scholar Anna
University made a presentation on Modeling of
Traffic Noise Pollution. The Presentation covered
details of road network of India; effect of urbanization
& transportation on increasing various pollutions,

road traffic injuries, climate changes, etc; steps in
noise management; brief of WHO guidelines on noise
pollution, public health; details about noise pollution,
its effect, noise pollution along highways; ambient
noise standards in India; various factors affecting
traffic noise; mathematical models for predicting
traffic noise; details about FHWA model; calculation
of Road Traffic Noise (CoRTN) model; STOP and GO
model; objective of study to assess noise pattern on
highways & to develop , validate noise forecasting
model ; methodology used in study; details of various
data collected for study; details traffic noise prediction
model ; data analysis; conclusion, etc.
Thereafter, session was summed up by the CoChairman and Chairman. They briefly gave a gist
of all presentations made by research scholars and
student and highlighted need road safety, construction
work zone safety, modeling on interchange for urban
areas, controlling & reducing noise pollution, etc.
Second Parallel Technical Session
The second parallel session for
discussion on
General Report on Road Research work done in
India was Chaired by Dr. P.K. Jain, Chief Scientist
& Head, Flexible Pavement Division, CRRI, and CoChaired Shri T.K. Amla, Senior Principal Scientist,
CRRI. During the morning session Presentations were
made by Scientists from CRRI giving overall status of
road research status in the country. The Presentations
were classified in to four categories i.e. Pavement
Engineering and Paving Materials; Geotechnical
Engineering; Bridge Engineering & Traffic and
Transportation. The following Scientists from CRRI
made Presentations on various chapters of General
Report on Road Research work did in India.
1st Chapter of GR - Pavement Engineering and
Paving Materials Including Work of Flexible
Pavements, Rigid Pavements, Pavement Evaluation,
Pavement
Performance & Instrumentation by
Shri Binod Kumar
2nd Chapter of GR Geotechnical Engineering

Including Soil
Stabilization, Landslides & Ground
Improvements by Shri P.S. Prasad
3rd Chapter of GR-Bridge
Dr. Rajeev Garg
Engineering by
4th Chapter of GR - Traffic and

Transportation
Including Highway Planning, Design, Management,
Performance Evaluation &
Instrumentation by
Shri Ravi Shekhar
After tea break, following presentations were also
made during second parallel Session.
Rigid Pavement Response to Environmental and
Traffic Loading Investigated through Instrumentation
by Shri Binod Kumar, Dr. Renu Mathur &
Dr. S. Gangopadhyay
Accident Recording Portal for India- Durghatana.org
by Shri A. Saurikhia
Thereafter, session was summed up by the CoChairman and Chairman.
Third Parallel Technical Sessions
The third Session on Technical Presentations by
organizations was chaired by Shri D.B.Deshpande,
Past President, IRC & Former Secretary, PWD,
Maharashtra. The following companies made
presentations covering details of their products/
materials/technology,
application
metrology,
advantages, etc.
Presentations by Shri Ajay I. Ranka M/s. Zydex
Industries
Application on Geosynthetics on Road Works by
Mr. S. Vishwanathan, M/s. Asia Fibertex Nonwovens
Autodesk and Indian Infrastructure by Mr. Prasad
Pandit, M/s. Autodesk
47

Protective Coatings for Bridges & Roads in Highway
Projects by Mr. S. Ravichandran & Mr. A. Kanungo,
M/s. Berger Paints India Ltd. Kolkata
After tea break, the third parallel Session on theme
Research Presentation by Officers from Highway
Research Station, Chennai was Chaired by Dr. Sunil
Bose, Scientist, CRRI (retd.). The following research
Presentations were made by Officers from HRS,
Chennai.
1.
Study on Fibre Reinforced Bituminous Mix

presented by Er. S. Ramalingam, Assistant
Chief Engineer, Bitumen Lab, HRS,, Chennai.
2.
Laboratory Study on the Performance of

Different Types of Sub grade Soil Treated with
Soil Stabilizer presented by Shri B.J. L.C.
Nageswaran, Geologist, HRS, Chennai.
3.
Safe Load Carrying Capacity of Partially

Loaded and Partially Settle Pile presented
by Smt. D. Arunah, Assistant Chief Engineer,
Soils Lab, Quality Assurance and Research,
Guindy, Chennai.
4.
The Effect of Copper Slag as Fine Aggregate

in Concrete presented by Er. Sudhakar
Senthil Vasan, Assistant Chief Engineer, HRS,
Chennai.
Thereafter, session was summed up by the respective

Co-Chairman and Chairman of the Session.
Panel Discussion
In the afternoon, Panel Discussion Session was held on
Challenges, Constraints and Strengths Way forward
in Highway Sector Enhancing Value of Road Sector
Assets Enhancing Safety of Road Users.
As a curtain raiser and to initiate discussions on the
Panel Topic, Shri Santosh Kumar, Shri Karthikeyan
and Shri N . Kennedy Officers from Tamil Nadu Police
Traffic Warden, Coimbatore City made a presentation.
In the presentation they mentioned that the Traffic
Warden of Tamil Nadu Police is a volunteer body, are
48
working for inculcating the vital need of learning the

languages of road and how to use it without damaging
themselves.They have mainly targetted the practical
aspects of the safety for creating the safer roads. The
Body apprised the Panel how they are working on the
common mistakes committed by the people, specially,
the elder in abiding the road rules. The process
involved the examination of the concept of 4 Es that is
Engineering, Education, Enforcement and Emergency.
For eliminating such mistakes, the area of education
was focused based on the premise that if a child is
educated on the road using procedures right from his/
her school days through fun learning methods, it is
very likely that the rules and the safety awareness are
strongly registered in their subconscious level that
never permit them to break the rule. For this purpose,
a team was organized with the name ROAD SAFETY
PATROL RSP. The presentation brought out the
point that to make the roads, accident free is not only
in the hands of traffic police, road authorities, but also
in the hands of each and every road users. To ensure
the responsibility of the road users, they devised a
novel way of involving children. The children were
trained not to ride on a two wheeler until their father
or the person who drive use a helmet. The children
were trained to elicit promises from their father to
wear helmet. The car drivers were conditioned to the
family photos kept in their car to exercise emotional
control for not violating the rules.
The Panel Discussion Session on Challenges,
Constraints and Strengths Way forward in Highway
Sector Enhancing Value of Road Sector Assets
Enhancing Safety of Road Users was chaired by Shri
C Kandasamy, Director General (Road Development)
& Spl. Secretary, Ministry of Road Transport and
Highways. The Panelists were Shri Ashok Khurana,
Shri P.N. Jain, Mr. Phillip Jordan, Shri G. Sharan, Shri
K.C. Mahali, Shri C.S. Prasad, Prof. A. Veeraragavan,
Mr. Kiyoshi Dachiku, Shri D.B. Deshpande,
Prof. Praveen Kumar, Shri S.M. Ramchandani,
Shri S.K. Puri & Shri S.K. Mehta.

73rd Annual General Body meeting
The 73rd Annual General Body meeting of the Indian
Roads Congress was held on 10th January, 2013.
The following Council Members were elected in the
meeting:
Under Rule - 9-k(i) Six
Representatives
Associate Members (from Private Sector)
of
Under Rule - 9-o

One
Representative
of Board of Municipalities, Improvement
Trusts,
Development
Authorities
and
Cantonment Engineers
Shri Brahm Dutt
Rajasthan
Under Rule - 9-p(i) The following ten members

were elected as Members of the Council by the
General Body under Rule 9-p(i):
1.
Shri Mohit Verma
2.
Shri Parampreet Singh
1.
Shri K.J. Oza
Gujarat
3.
Shri Swatantra Kumar
2.
Shri K.P. Sivaraj
Tamil Nadu
4.
Shri Girish P Joshi
3.
Shri P.R. Santhosh Kumar Kerala
5.
Shri Ujjwal Gupta
4.
Shri Sushovan Dasgupta West Bengal
6.
Shri Pravin Kr. Chharia
5.
Shri Neeraj Saxena
Bihar
Under Rule- 9-k(ii) Three Representatives of

Associate Members (from Public Sector)
6.
Dr. B. Kanagadurai
Delhi
7.
Shri K.V.Nagaraja
Andhra Pradesh
1.
Shri Vijay Shanker
8.
Shri M. Nagaraj
Karnataka
2.
Shri Anil Sharma
9.
Shri Jaswant Singh
Himachal Pradesh
3.
Shri Rajendra Nath Mishra
10.
Shri Manoranjan Mishra Odisha
Under Rule - 9-l

One Representative of
Institutions primarily engaged in Roads and Road
Transport Research who are Associate Members
(from Public Sector/Private Sector)
Shri T. Elangovan
NATPAC
Under Rule - 9-m

One Representative of
Engineering Universities/I.I.Ts/Engg. Colleges who
are Associate Members
Under Rule - 9-p(ii) Two Representatives below

35 years of age
1.
Shri Gajendra Kumar
Delhi
2.
Shri Vikas V. Thakar
Maharashtra
Under Rule - 9-q

One
Mechanical Engineers
Representative
of
No Nomination Received
No Nomination Received
9-s
Two Representatives of Lady Members
Under Rule - 9-n

One Representative from
Zilla Parishads, Distt. Boards, Panchayat Samitis,
Panchayati Raj Departments, Rural Development
Departments, Rural Works Department, Rural
Engg. Organisations
1.
Miss Shobha Khanna
Madhya Pradesh
2.
Dr. Purnima Parida
Delhi
Shri Binod Kumar Agrawal
The following were nominated by their respective

administrations as Members of the Council for the
next year under Rule 9-(a):
Bihar
49

1.
Andaman & Nicobar
Shri P.K. Singh
2.
Andhra Pradesh
Nomination Awaited
3.
Arunachal Pradesh
Shri Bora Ete
4.
Assam
Shri A.C. Bordoloi
5.
Bihar
Shri Babban Ram
6.
Chandigarh Admn.
Nomination Awaited
7.
Chhattisgarh
Nomination Awaited
8.
Daman & Diu
Shri Sudhir Chawda
9.
Delhi Admn.
Shri V.K. Gupta
10.
Goa
Shri D.J.S Borker
11.
Gujarat
Shri S.B. Vasava
12.
Haryana
Shri Mahesh Kumar
13.
Himachal Pradesh
Shri Pradeep S. Chauhan
14.
Jharkhand
Nomination Awaited
15.
Jammu & Kashmir
Shri Mushtaq Ahmad Lone
15.
Karnataka
Nomination Awaited
16.
Kerala
Nomination Awaited
17.
Madhya Pradesh
Shri Prabhat K. Shrivastava
18.
Maharashtra
Shri S.M. Ramchandani
19.
Manipur
Nomination Awaited
20.
Meghalaya
Shri S.B. Chyrmang
21.
Mizoram
Shri Lianchungnunga
22.
Nagaland
Shri D. Mero
23.
Odisha
Shri S.K. Ray
24.
Puducherry
Shri S. Manohar
25.
Punjab
Shri Gurbax Rai Bains
26.
Rajasthan
Shri B.P. Chauhan
27.
Sikkim
Nomination Awaited
28.
Tamil Nadu
Shri A. Samuel Ebenezer Jebarajan
29.
Tripura
Shri Sunil Bhowmik
30.
Uttarakhand
Nomination Awaited
31.
Uttar Pradesh
Shri Musrat Noor Khan
32.
West Bengal
Shri Kousik Banerjee
50

In addition to the above, the following personnel were nominated as Council Members under the following
Rules:
Rule 9-b
Rule 9-c
Rule 9-d
Rule 9-e
Rule 9-f
Rule 9-g
Rule 9-h
Rule 9-i
Rule 9-j
Rule 9-r
Rule 9-t
Rule 9-u
Rule 9-v
Rule 9-w
Rule 9-x
A Rep. of E-in-Cs Br., AHQ

A Rep. of CPWD
Director General (Road Dev.)
A Rep. of Director, CRRI
A Rep. of DGBR
A Rep. of Bureau of Indian Standard
Past Presidents
Brig. Sandeep Rawat

Shri Ashok Khurana
Shri C. Kandasamy
Dr. S. Gangopadhyay
Shri K.K. Y. Mahendrakar
Shri D.K. Agrawal
Shri D.B. Deshpande
Shri Liansanga
Dr. V.K. Yadav, VSM
Immediate Past Secretary General
Shri A.K. Sharma
Local Organising Secretary
Shri K. Ameerdeen
A representative of National Highways Authority Shri B.N. Singh
of India
A representative of the National Rural Roads Dr. I.K. Pateriya
Development Agency (NRRDA)
A representative of the North Eastern Council Shri P.K.H. Singh
(NEC)
A representative of the Indian Academy of Shri S.N. Das
Highway Engineers (IAHE)
A representative of IRF Geneva
Shri K.K. Kapila
A representative of IRF India Chapter
Nomination Awaited
Honouring the Oldest Member present in IRC

Session
As per the tradition, IRC honoured oldest members
present during the Annual General Body Meeting.
Accordingly, Shri Ninan Koshi and Shri M.S. Iyenger
were honoured with the presentation of a bouquet,
shawl and memento by Shri P.N. Jain, President, IRC
and Shri Vishnu Shankar Prasad, Secretary General,
IRC during 73rd Business Meeting.
The Secretary General, IRC read out the following
Resolution of Thanks at the end of the Business
Meeting which was approved with acclamation by
General Body.
1.
The Indian Roads Congress express their
sincere thanks to the Govt. of Tamil Nadu for

inviting Indian Roads Congress to hold the
73rd Annual Session at Coimbatore and for the
excellent arrangements made for the success of
the Session.
2.
The Indian Roads Congress thank Honble

Minister for Highways & Minor Ports
Department for inaugurating the Technical
Exhibition cum Buyer Seller Meet & all other
dignitaries who have graced this function.
3.

Minister of State for Road Transport &
Highways for kindly inaugurating the 73rd
Annual Session and we are thankful for his
illuminating Address. The Indian Roads
Congress also thank the other dignitaries who
51

have graced this memorable function.
4.
5.

Vice-President of India for his greetings and
good wishes to the organizers for the success of
the Annual Session.
Union
Minister for Road Transport &
Highways for his best wishes for the success of
the Session.
Deputy Chairman of Planning Commission for

sending his best wishes for the success of the
Session.
16.

Chief Minister of Delhi for sending her best
wishes for the success of the Session.
17.
The Indian Roads Congress thank Honble Chief

Minister of Tamil Nadu for sending her best
6.

Union Minister of State for Road Transport &
Highways for his best wishes for the success of
the Session.
18. The Indian Roads Congress thank Honble

Minister of State for Rural Development for
sending his best wishes for the success of the
Session.
7.

Minister of Finance for his best wishes for the
success of the Session.
19.

Minister of State for Home Affairs for his best
8.

Minister
of
Urban
Development
&
Parliamentary Affairs for his best wishes for the
20.
The Indian Roads Congress thank Honble Lt.

Governor of Delhi for his best wishes for the
9.

Minister of Home Affairs for his best wishes
for the success of the Session.
10.

Minister of External Affairs for his best wishes
11.

Minister of Petroleum & Natural Gas for his
best wishes for the success of the Session.
12.

Minister of Steel for his best wishes for the
13.
14.
15.
52
21. The Indian Roads Congress thank Honble

Minister of State of Urban Development for
his best wishes for the success of the Session.
22.

Minister of State for External Affairs for his
23.

Minister of State for Human Resource
Development for his best wishes for the success
of the Session.
24.

Minister of Shipping for his best wishes for the

Minister of State for Tourism (Independent
Charge) for his best wishes for the success of
the Session.
25.

Minister for Highways & Minor Ports for his
The Indian Roads Congress thank Secretary,

Ministry of Road Transport & Highways for his
26.
The Indian Roads Congress thank Director

General (Road Development) & Special
Secretary to the Govt. of India, Ministry of

Road Transport & Highways for his best wishes
27.
The Indian Roads Congress thank the Principal

Secretary, Highways & Minor Ports, Tamil
Nadu for his wishes for grand success of this
important national event.
28.
The Indian Roads Congress thank Secretary to

the Governor, Govt. of Tamil Nadu for sending
his best wishes for the success of the Session.
29.
30.
31.
32.
33.
Chairman and SE, Cultural Programme

Committee; Shri E.L. Sathyamoorthy, Chairman
& Chief Engineer, Accommodation Committee;
and their dedicated team of other members of all
these Committees for all efforts in making the
Session a great success and for the comfortable
stay of the delegates
34.
The Indian Roads Congress thank the Chief

Secretary, Tamil Nadu for sending message of
good wishes for the success of the Session.
The
Indian
Roads
Congress
thank
Ms. N. Shanthi, Chairman and other Members
of Ladies Programme Committee for making
all arrangements for the comforts of the ladies
accompanying the delegates.
35.
The Indian Roads Congress thank Director

General & Chief Engineer, Construction &
Maintenance, Highways Department, Tamil
Nadu for his best wishes for the success of the
Session.
The Indian Roads Congress thank the

Management of CODISSIA Trade Fair
Complex, Coimbatore for providing their
premises for conducting various Technical
Sessions.
36.
The Indian Roads Congress thank the Director of

Tourism, Tamil Nadu for providing interesting
tourist literature to the delegates.
37.
The Indian Roads Congress thank the Tamil

Nadu Police for making adequate police
arrangements in connection with the Session.
38.

Coimbatore Municipal Corporation and
Coimbatore Development Authority for
elaborate arrangements at Coimbatore.
39.
The Indian Roads Congress thank the print

and electronic media for wide coverage of the
proceedings of the Session.
40.
The Indian Roads Congress thank various

Cultural Organizations who have organised
most enjoyable cultural evenings for the
delegates.
41.
The Indian Roads Congress thank the Fire

Services, Tamil Nadu for providing necessary
facilities at the venue.
42.
The Indian Roads Congress thank the Tamil

Nadu State Electricity Distribution Company
Ltd. Coimbatore and other Organisations/
Departments who have helped in making the
Session a grand success.
The
Indian
Roads
Congress
thank
Shri M. Rajamani, Chairman (Local Organizing
Committee), Director General &
Chief
Engineer, Highways Department, Tamil Nadu
and Shri P. Packiam, Chief Engineer for making
excellent arrangements for comfortable stay of
the delegates.
The
Indian
Roads
Congress
thank
Shri K. Ameerdeen (Local Organising Secretary,
73rd Annual Session), Superintending Engineer,
Highways Department, & other members of
Local Organizing Committee for their untiring
efforts in making the Session a grand success
and for the comfortable stay of the delegates.
The
Indian
Roads
Congress
thank
Shri P. Packiam, Chairman and Chief
Engineer,
Reception
&
Registration
Committee and Transportation Committee;
Shri M. Srirangan, Chairman and Spl. Chief
Engineer, Technical Exhibition Committee;
Shri K.C. Parameshwaran, Chairman &
SE, Souvenir and Invitation Committee;
Shri G. Sivakumar, Chairman and SE, Press &
Publicity Committee; Shri R. Arunachalam,
53

43.

44. The Indian Roads Congress thank the District
Directorate of Medical Authorities, Govt. of
Administration Coimbatore for making
Tamil Nadu for providing medical facilities to
adequate arrangements and assistance for the
the delegates.
th
th
199 Council Meeting of the IRC held on the 11 January, 2013
The 199th Council Meeting of the IRC was held on the 11th January, 2013. The following Office Bearers of the
Indian Roads Congress were elected for the next term:
President, IRC
Immediate Past President, IRC
Secretary General, IRC
Vice-President, IRC
Vice-President, IRC
Vice-President, IRC
Vice-President, IRC
-
-

-
-
-
-
Secretaries, Engineer-in-Chief and Chief Engineers

Meeting
The meeting of Secretaries, Engineer-in-Chief and
Chief Engineers from Central and State Government
Departments was also held on the 11th January, 2013
under the Chairmanship of Shri C. Kandasamy,
Director General (Road Development) & Special
Secretary, MORTH.
Cultural Programme
The Cultural Programme Committee of the 73rd Annual
Session, organized variety of cultural programmes for
the entertainment of the delegates and their families
who rejoiced the evenings after the days long hectic
technical activities spread over different Sessions.
Ladies Programme
Alongside the Annual Session, Ladies programmes
were also organized throughout the day to entertain
the spouses and children of the delegates, which
provided an opportunity to the ladies to have an insight
in to the local culture, etc. A number of competitions
were conducted for the spouses who accompanied the
delegates. The family members especially children
enjoyed a lot and participated in large numbers in the
competitions.
Notably among the cultural activities was the talk of
Swamy Sukbodananda on the Management the Life
54
Shri C. Kandasamy
Shri P.N. Jain
Shri Vishnu Shankar Prasad
Shri S.B. Vasava
Shri K.K.Y. Mahendrakar
Shri A. Samuel Ebenezar Jebarajan
Shri Swatantra Kumar
Better which was delivered on 9th January, 2013.
The talk was huge success which mesmerized the
audience for more than two hours. The talk motivated
the listeners to the positivities of human life and to
realize ones hidden abilities.
Medical Facility during Session
During the Annual Session, a free Medical Camp was
also arranged by the State Organizing Committee for
the benefit of the participants. Doctors, Nurses and
other para-medical staff from leading local hospitals
were present to provide medical facilities. About 600
participants availed this facilities and got benefited.
Post Session Tours
As a part of the recreation activity, conducted tour
programmes were arranged for the delegates and
participants at the end of the Session. The conducted
tour programmes were:
1.
2.
3.
4.
5.
Coimbatore Madurai Rameswaram & Back

Coimbatore Madurai Kanyakumari & Back
Coimbatore Palani Kodaikanal & Back
Coimbatore Coonoor Ooty & Back
Coimbatore Thanjavur Veeankanni
A large number of participants enjoyed the hospitality

provided by the Government of Tamil Nadu during
these Post Session Tours.
TECHNICAL PAPERS
Issues Related to Forest Clearance for Road and

Highway Projects
Dr. Niraj Sharma*, Rajni Dhyani**, Sumi Biswas*** and Dr. Anil Singh****
Abstract
The Forest (Conservation) Act (1980) including Forest

(Conservation) Rules (2003) prescribe the necessary guidelines
for use of forest land for non-forest activities. This Act is a
unique piece of legislation in India, which tries to make a balance
between forest conservation and economic development. This
Act is regulatory in nature rather than prohibitory. The process
of decision making involving diversion of forest land for nonforest activities have also been decentralized, depending upon the
area of forest land diversion. The road & highway projects have
to face peculiar problem, as the road side plantations, in many
of the States, have been declared as Protected Forest by the
concerned State Government, and these road/highway projects
require additional land in these protected forest areas for upgradation/widening purpose, necessitating the need for Forest
Clearance which, takes a lot of time and unnecessarily delays
the whole project causing the cost overrun. Interpretation of the
definition of forest by the Honble Supreme Court of India has
also widened the scope of the applicability of this Forest Act and
has also introduced the system of Net Present Value (NPV) of
the forest and functioning of Compensatory Afforestation Fund
Planning and Management Authority (CAMPA). Further, the
decision making process becomes much more complicated, if a
road/highway project require both Forest Clearance as well as
Prior Environmental Clearance under the EIA Notification of
Sept. 14th, 2006 (as amended in 2009). MoEF has issued several
guidelines to deal with such cases.
The Constitutional changes made in the 7th Schedule

by the 42nd Amendment Act (1976) are a milestone
step in the direction of protection of environment.
Originally, the subject of Forests was included in
the State list as entry 19. This had resulted into non
uniform policy by States towards the conservation,
protection and management of the forests. By placing
the item Forest in the Concurrent list as entry
17-A, through 42nd Amendment Act (1976), the
Parliament has also acquired the law making powers
along with the State(s) on issues related to Forests.
The Government enacted the Forest (Conservation)
Act (1980), which is recognized as a unique piece
of legislation not only in our country but also
internationally towards the protection, conservation
and management of the forests.
The present paper discusses in detail the salient features of the

Indian Forest Act (1927) and process of Forest Clearance
as per the Forest (Conservation) Act (1980) [including Forest
(Conservation) Rules (2003)] and critically examines the efficacy
of the present Forest Clearance process. It is expected that the
present paper will give various highway professionals an insight
in to whole Forest Clearance process along with the latest
information/guidelines issued by MoEF as well as the rulings of
various judicial orders issued by Honble Supreme Court of India
on related matters.
Principal Scientist,
**
PhD Research Scholar,
*** Research Intern,
Introduction
Later on various courts (specially, Supreme Court of

India), through various judicial orders/clarifications
have also helped, and even some cases forced the
Government to take appropriate necessary actions
towards better management and protection of the
forests.
1.1
Conservation, Protection & Management of

Forests
As per the current estimates, India has ~ 6, 92,027

km2 of forest cover which is 21.05% of the geographic
area of the country, registering an increase over 2003
figure of 20.64% (Table 1). The forest cover includes
all lands which have a tree canopy density of more
than 10% when projected vertically on the horizontal
ground, with a minimum areal extent of one hectare1.
Environment Sciences Division, CSIR-Central Road Research Institute, New Delhi- 110025.
**** Head,
55
TECHNICAL PAPERS
Table 1 Status of Forest Cover in India
Class
Forest Cover
(i) Very Dense Forest (VDF)
(ii) Moderately Dense Forest
(MDF)
(iii) Open Forest (OF)
Total Forest Cover
Non- Forest Cover
Shrub
Non- Forest
Total Geographic Area
Area (km)
Year 2003
Area (km2)
Year 2011
Remarks
51,285
(1.56%)
339,279
(10.32%)
287,769
(8.76%)
678,333
(20.64%)
83,471
(2.54%)
320,736
(9.76%)
287,820
(8.75%)
692,027
(21.05%)
All lands with tree canopy density 70%
40,269
(1.23%)
2,568,661
(78.13%)
3,287,263
(100.0%)
42,176
(1.28%)
2,553,060
(77.67%)
3,287,263
(100.0%)
All lands with tree canopy density

between 40% - 70%
All lands with tree canopy density
between 10% - 40%
Includes 4,461 km2 under mangroves in
2003 and 4662 km2 area in 2011
All lands with tree canopy density 70%
Excludes scrubs and includes water
bodies
Values in parenthesis describes percentage of total geographical area covered under each category of forest
In terms of density classes, areas covered by VDF,

MDF and OF are ~ 2.54%, 9.76% and 8.75%
of the total geographic area respectively. Areawise, Madhya Pradesh has the largest forest cover
(77,700 Km2) followed by Arunachal Pradesh
(67,410 Km2), Chhattisgarh (55,674 Km2), Maharashtra
(50,646 Km2) and Odisha (48,903 Km2). Amongst the
States, Mizoram with 90.68% of the forest cover with
respect to its total geographical area has the largest %
of forest cover followed by Lakshadweep (54.56%),
Andaman & Nicobar Islands (81.51%), Arunachal
Pradesh (80.50%), Nagaland (80.33%), Meghalaya
(77.02%) and Tripura (76.07%)1.
2
Conservation, Protection and

Management of Forests in India
Over the years forests are being cut down and the
forest land being diverted legally as well as illegally
for non-forest purposes to create new locations
for population settlements as well as for various
56
developmental activities. Government has tried to

protect these forests by declaring these forests as
Protected or Reserved and formulating various
rules and regulation to safeguard them. Most important
amongst them are the Indian Forest Act (1927) and
the Forest (Conservation) Act (1980) including Forest
Conservation Rules (2003). The salient features/
provisions of these Acts have been briefly discussed
in following sections:
2.1
The Indian Forest Act (1927)
As per this Act, Forests have been categorized into

Reserved Forest and Protected Forest, according
to nature and extent of human activities permitted
in them. Accordingly, Reserved Forest (or RF) is
any forest land or waste land which is the property
of Government, or over which the Government has
proprietary rights, or to the whole or any part of the
forest-produce over which the Government claim
is entitled. Reserved Forests are notified under
Section 20 of the Indian Forest Act (1927) or under
TECHNICAL PAPERS
the reservation provisions of the Forest Acts of
the State Governments. RF has to be constituted and
notified by the Concerned State Government as per
the procedure described under Section 3 to Section 20
of the Act.
respect to the procedure for the diversion of the forest

land for non-forest purposes.
Similarly, Protected Forest (or PF) is any forestland or waste-land which is not included in a reserved
forest, but which is the property of Government, or
over which the Government has proprietary rights,
or to the whole or any part of the forest produce of
which the Government is entitled. Village Forest
(VF) is constituted under Section 28 of the Act by the
concerned State Government. The State government
may makes rules for regulating the management of
these forests, prescribing the conditions under which
the community maybe provided with forest or forest
produce or pastures, along with their duties for the
protection and improvement of such forest. The
parcels of land notified as Village Forest are marked
on the settlement revenue maps of the villages. All the
provisions of RF also apply to these forests.
This Act is a legal mechanism by which the use of

forest land for non-forest activities is regulated and
optimized. This Act is applicable to whole of India
except the State of Jammu & Kashmir, where diversion
of forest land is done under Jammu & Kashmir Forest
(Conservation) Act (1992). Under this Act, the Forest
(Conservation) Rules (2003) (as amended in 2004)
have been made. The Act is briefly described in the
following Section
RF and PF differ in one important way. In RF rights

to all activities like hunting, grazing, etc are banned
unless specific orders are issued otherwise, whereas, in
the case of PF, the rights to all activities like hunting,
grazing, etc in PF are allowed unless specific orders
are issued otherwise. However, RF and PF both are
declared by the respectives State Governments.
RFs are often upgraded to the status of Wildlife
Sanctuaries, which in turn may be upgraded to
the status of National Parks with each category
receiving a higher degree of protection and government
funding. For example, land belonging to present
Sariska National Park (Rajasthan) was declared a
RF in 1995, upgraded to the status of a Wildlife
Sanctuary in 1958, becoming a Tiger Reserve in 1978
and subsequently a National Park in 1992. Indian
Constitution or the relevant laws do not make any
distinction as for as their protection is concerned with
2.2
The Forest (Conservation) Act (1980) (As

Amended in 1988)
2.2.1 Applicability of the Forest (Conservation) Act

(1980)
As per the orders of the Honble Supreme Court of
India dated December 12th, 1996 in WP No. 202/1995,
the term Forest land mentioned in Section 2 of the
Act not only include Forest as understood in the
dictionary sense but also any area recorded as forest in
the Government record irrespective of its ownership.
According to this definition, RF, PF already notified by
the Government [under the different Sections of Indian
Forest Act (1927) or under the reservation provisions
of the Forest Acts of the State Governments] or any
area recorded as forest in the Government records
[i.e., revenue records such as khasra/khitan etc., which
includes all those patches of land which were recorded
as forests (jungle/jhari/chhote bade jhar ka jungle/
civil soyam etc) and intimated to Honble Supreme
Court of India by respective State Governments and
UTs in the above mentioned case] comes under the
dictionary meaning of the word forest (i.e. a large
tract of the land covered with trees and underbrush)2.
Lands which have been notified under Section 4 of the
India Forest Act (1927) also come within the purview
of the Act3.
57
TECHNICAL PAPERS
All proposals for diversions of such areas to any nonforest purpose, irrespective of its ownership, would
require the prior approval of the Central Government
i.e. (MoEF). However, the term forest shall not be
applicable to the plantations raised on private lands,
except notified private forests. Nevertheless, the,
felling of trees in these private plantations shall be
governed by various State Acts and Rules. Felling
of trees in notified private forests will be as per the
working plan/management plan duly approved by
Government of India3.
According to the Act, Non-forest purpose means
breaking up/clearing of any forest land or portion
thereof for cultivation of tea, coffee, spices, rubber,
palms, oil-bearing plants, horticultural crops or
medicinal plants and any purpose other than reafforestation. This does not include work relating
or ancillary to conservation, development and
management of forests and wildlife.
3
Procedure for Forest Clearance

for Use of Forest Land for NonForest Purpose(s)
Obtaining forest clearance for use of forest land

for non-forest purpose is very tedious and time
consuming process due to various technical reasons
and incomplete submission of necessary documents by
the user agency to and concerned authorities at State
and Central Government levels. Delay in obtaining
necessary clearances/approvals lead to time and cost
escalation. Many a times the necessary clearance (s)
(either Forest Clearance or Prior Environmental
Clearance or both, as the case may be) takes about
1-3 years. To tackle this problem, Government of
India through Ministry of Environment & Forests
(MoEF) has issued several guidelines/clarifications
under Forest (Conservation) Act (1980) & Forest
Conservation Rules (2003) particularly for road
and highway projects. The sole purpose of these
guidelines is to avoid any kind of alteration in forest
ecosystem and if it is not possible to fully avoid that,
then stipulate strict conditions and ensure through
58
monitoring to minimize any adverse impact on

forests. There are certain statutory provisions under
the rules and guidelines which have to be followed for
obtaining approval4.
Various existing route alignments for State and
National Highways/Expressways pass through forest
areas/land. As per the existing guidelines, only
black topping is permitted on the existing road and
any up-gradation consisting of widening of lane or
proposal for further acquiring the adjoining forest
land (declared as or existing as protected forest)
will require forest clearance as per the specified
procedure. However, MoEF [i.e., Forest Advisory
Committee (FAC) of MoEF, constituted under Section
3 of the Forest (Conservation) Act (1980)] and Expert
Appraisal Committee(s) (EAC/State EACs) are
generally reluctant to provide necessary clearances
unless justified by technical and other reasons. In fact,
a new alignment proposed to be passing through the
forest is more likely to be rejected than proposals
involving widening/expansion of road/highway for
which additional Right of Way (RoW) is required,
in addition to existing RoW. Many a times, only a
small portion/stretch of a long highway/road passes
through the forest. In these cases, it is advisable that
the alignment should be made in such a way that it
does not require additional forest land or even better
that completely avoids the forest land (Sharma et al.
2009)5. If additional forest land requirement is
unavoidable due to technical reasons, a separate
package (i.e. out of the whole package may be
considered for the portion likely to pass through the
forest land. In this way unnecessary time delays for
obtaining Prior Environmental Clearance/Forest
Clearance for the whole road corridor/package,
including that portion of the corridor which is not
under the forest land, can be avoided.
According to the existing procedure, the project
proponent has to fill the prescribed Form A related
to obtaining forest clearance [seeking approval of
the proposal by the State Government and other
Authorities under Section 2 of the
Forest
(Conservation) Act, 1980] that has to be vetted/
TECHNICAL PAPERS
approved by the State Government [through various
steps involving approval/recommendation from
District Forest Officer/ (Chief) Conservator of Forest/
State Forest Department (Part I to Part V of the
Form A for Forest Clearance)] and then finally by

the Central Govt. at the MoEF/any other authority,
depending upon the area of the forest land proposed
to be acquired by the project proponent Fig.1.
Fig.1 Procedure for Obtaining Forest Clearance under Section 2 of the Forest (Conservation) Act (1980)
59
TECHNICAL PAPERS
Fig.2 Form-A for Forest Clearance

(Form Seeking Approval under Section 2 of the Proposal by the State Government and Other Authorities)
60
TECHNICAL PAPERS
Proposals involving forest land up to 40 ha are sent
to the concerned regional offices of MoEF. These
offices are situated at Shillong, Lucknow, Chandigarh,
Bhopal, Bhubaneswar and Bengaluru. In regional
offices of the MoEF, proposals involving forest land
between 5-40ha are examined by the State Advisory
Group (SAG) pertaining to the concerned State/
UT. The decision is then taken by the Competent
Authority in the MoEF, New Delhi on the basis of the
recommendations of the SAG. The Regional Chief
Conservator of Forests, who heads the Regional Office,
has been empowered to take decisions on proposals
involving forest land up to 5 ha except the proposals
related to mining and regularization of encroachment.
In MoEF at New Delhi, the proposals involving
forest land more than 40 ha are examined by Forest
Advisory Group (FAC) constituted under Sec. 3 of the
Forest (Conservation) Act, 1980. The decision is then
taken by the Competent Authority in the MoEF on the
basis of the recommendations of the FAC. A detailed
procedure for obtaining forest clearance requiring
approval/recommendation at the State Govt. and
Central Level has been shown through flow diagrams
in Fig.1 and Fig.2. The documentation to be submitted
and initial planning required for Forest Clearance
has been briefly summarized in Appendix - I
3.1
Forest Clearance of Road/Highway Projects

Involving Liner Plantation
The MoEF has issued guidelines for applicability of

Forest (Conservation) Act (1980) on liner plantations
for widening/modernization of existing roads6. As per
the guidelines issued by MoEF3, where lands which
have been acquired by Government Departments like
Railway, Irrigation, PWD, NHAI etc. for specific
purposes like laying of roads, railway lines and canals
and the vacant area has been planted up with trees and
these lands are not yet notified as Protected Forests,
will not attract the provisions of Forest (Conservation)
Act (1980) (Section 2 of the Act related to diversion of
forest land for non-forest purposes) for the purposes
of widening or expansion or re-alignment. However,
the concerned agency will require permission
under local laws, if any, from appropriate authority.

However, if these lands which were acquired by
the above mentioned departments and the vacant
areas were subsequently planted and notified as
Protected Forests for management purposes, will
need approval from the Central Government (i.e.
MoEF) under Section 2 of the Forest (Conservation)
Act, (1980). In that case, the user agency will have to
submit the proposal in the prescribed format (Form
A) through the concerned State Forest Department, to
the concerned Regional Office of the MoEF. Regional
Offices are competent to finally dispose of all such
proposals irrespective of the area, preferably within
30 days from the date of receipt of the proposal. While
issuing the approval, in place of normal provision
for Compensatory Afforestation (CA), the Regional
Offices will stipulate a condition that for every tree
cut at least two trees should be planted. However, if
the decision is not ordered by the concerned Regional
Office within 30 days of the receipt of completed
application, State/Central Government may proceed
with the widening/modernization under intimation to
the State Forest Department and Central Government.
This guideline is applicable to only such projects,
where plantations have been raised on the lands
acquired by the user agency and subsequently notified
as Protected Forest. This guideline will not be
applicable, if the forest land involved is Reserved/
Protected Forests, for which the normal procedure for
Forest Clearance will be adopted. The procedure of
Forest Clearance for linear plantations for widening
and expansion of road projects has been shown in
Fig. 3.
3.2
Rejection/Reopening of Cases (MoEF, 2004)
In cases (including cases relating to road & highway

projects) where the State Government has been
requested by MoEF to furnish clarifications or
additional information relating to a proposal, all
particulars should be made available to the MoEF
within 60 days. If such particulars are not received
within a maximum of 90 days, the proposal may be
rejected by MoEF for non furnishing of essential
61
TECHNICAL PAPERS
information. Such cases could be reopened provided
(i) all the required information has been made available
(ii) delay in providing the information is satisfactorily
explained and (iii) there is no change in the proposal in

terms of scope, purpose and other important aspects.
Fig.3 Forest Clearance For Cases Related to Linear Plantation
Conditions for Forest

Clearance
Whenever clearance (i.e. Stage-I) is accorded for

any road/highway or any other project for diversion/
de-reservation of forest land under the provisions (i.e.
Section 2) of the Forest (Conservation) Act, 1980,
several conditions to minimize impact on forest land
are imposed by MoEF 3. These conditions include
General Conditions, Standard Conditions and
Specific Conditions which are stipulated keeping
in view the impact of the project on forest. A brief
description of these conditions is given below:
4.1 General Conditions - These Conditions are
stipulated in almost all the proposals and are applicable
62
for all types of projects requiring forest land for nonforestry purpose(s). It includes the following(i)
Legal status
unchanged
of
forest
land
to
remain
(ii)
Compensatory Afforestation (CA) has to be

carried out as per the guidelines issued by
MoEF from time to time
(iii) Transfer and mutation of non-forest land in

favour of Forest Department, if applicable.
Further such land has to be notified by the
concerned State Govt. /UT as RF/PF under the
Indian Forest Act (1927).
TECHNICAL PAPERS
(iv) The forest land which has been diverted/dereserved cannot be used for any other purpose
other than that specified in the proposal
(i.e. Form A).
(v)
Demarcation of lease area ( i.e. the forest land

approved to be used/transferred for the nonforest activity as per the proposal and specified
by the project proponent) has to be done by the
project proponent at their cost by erecting four
feet high reinforced cement concrete pillars
with serial numbers, forward & back bearings
and distance from pillar to pillar.
(vi) The cost of rehabilitation of Project Affected

Families (PAFs) (if any) has to be borne by
the project proponent/user agency as per the
applicable Norms/Acts/Guidelines. General
condition may also prohibit construction of
labour camp in the forest/diverted forest land
or within their vicinity to avoid damage to the
forest/forest land and pressure on adjoining
areas.
Further, the user agencies are required to make
necessary arrangements for alternate fuel to the
labourers and the staff working at the site. Further, a
project requiring Forest Clearance may also require
Prior Environmental Clearance as per the provisions
of the EIA Notification of Sept. 14th 2006 (as amended
in 2009). A project proponent will have to get Prior
Environmental Clearance from appropriate authority
[i.e. MoEF/SEIAA depending upon the category
(i.e. A or B) of the project] as per the threshold
criteria specified in the EIA notification. Unless
conditions of Stage I Forest Clearance are fulfilled,
Stage II Clearance (physical handing over of the
forest land to the project proponent for the specified
non-forest activities) is not given.
4.2 Standard Conditions - These conditions are
stipulated depending upon the type/category of project.
For road and highway projects, conditions related to
minimum felling of trees and Strip Plantation on

sides and central verge are imposed. The number of
trees to be felled can be reduced by selecting proper
alignment or by way of concentric or eccentric
widening (for expansion/widening projects) without
affecting its geometric and road safety features. The
strip plantation has to be done by following IRC
guidelines7 and consultation with the concerned Forest
Department.
4.3 Specific Conditions - These conditions
are stipulated by the Central Government/State
Government keeping in view the impact of the project
on forest and are specific to the nature of the project
and are stipulated on case to case basis.
The above list of conditions is illustrative. The Central
Government or the concerned State Government/UT
may impose any other additional conditions in the
interest of conservation, protection or development of
forests, wildlife and environment.
5
Penal Compensatory
Afforestation
In few cases, the concerned State Government, in

anticipation of approval by the MoEF under the Act
has diverted the forest land and/or where work has
been carried out by the user agency in forest area
without proper authority/Forest Clearance. Such
activities are neither proper nor permissible under
the Act which clearly provides for prior approval
of the MoEF. Proposals seeking ex-post-facto
approval of the MoEF under the Act are normally not
entertained. The MoEF do not accord approval under
the Act unless exceptional circumstances justifying
condonation. However, in cases where ex-post facto
approval is granted by MoEF, the Penal Compensatory
Afforestation is imposed by MoEF over the area
worked/used in violation. However, where the entire
area has been deforested due to anticipatory action
of the State Government, the penal compensatory
afforestation is imposed over the total lease area3.
63
TECHNICAL PAPERS
6
Net Present Value (NPV) of the

Forest
Project authorities requiring diversion of forest land

for other uses have to pay appropriate opportunity cost
such as costs of CA, NPV of the land being diverted,
and expenses towards mitigating the environmental
damages including catchment area treatment,
wildlife preservation, biodiversity conservation and
rehabilitation of displaced persons, if any.
Net Present Value (NPV) represents the quantification
of value of the environmental services provided
for the forest area diverted to non-forestry uses as
determined by the Central Government (i.e., MoEF)
from time to time by appointing an expert committee.
NPV refers to the discounted sum of rupee values of
ecosystem goods and services that would flow from
a forest over a period of time net of cost incurred.
It does not capture the value of the forest wealth or
possible change in it, only the flow of goods and
services are taken into account8. Thus, in the context
of diversion of forest land to non- forestry use, NPV
refers to the loss of value of the forest resources to the
stakeholders or the users as at the time of diversion for
non- forest use, but it does not include the value either
accrued or created by the user agency who uses it for
non-forest purposes. Thus, in the estimation of NPV,
the positive contribution to society in the form of
social and economic terms or contribution to national
wealth/benefits by the user agency (as a non-forest
user) of the forest land diverted for non-forest
purpose(s) is not taken into account.
Indian forest(s) (throughout the country) have been
categorized into 16 Categories (i.e. Forest Types) based
on the climate, the soil and the vegetation type existing
in the forest area. Further, according to tree canopy
density over any forest, a forest has been classified
into (i) Very Dense Forest (>70% crown density) (ii)
Moderately Dense Forest (40%-70%) and (iii) Open
Forest (10% - 40%). Degraded forest land with canopy
64
density <10% has been classified as Scrub 1. Further,

depending on the ecological functions of these forests,
they are grouped into broad6 ecological classes (i.e.
Eco-classes)9 (Table 2). Based on the ecological
importance of forest falling in different Eco-value
and Canopy Density Classes, the Net Present Value
(NPV) per hectare of forest has been fixed by Honble
Supreme Court vide orders dated 28 March 2008 and
9 April 2008 (made applicable with prospective effect)
for non-forestry use/diversion of forest land. This
NPV has been fixed based on the recommendation
of the Central Empowered Committee constituted by
Honble Supreme Court of India9.
The NPV for forests falling in various eco-value
classes and density sub-classes has been given in
Table 2. Any project [including road & highway
projects being executed by NHAI or State
Government(s)] requiring forest land for non-forest
use(s) have to deposit NPV calculated on the basis of
information provided in Table 3 and the required NPV
charged have to be deposited with Compensatory
Afforestation Fund Planning and Management
Authority (CAMPA), custodian of compensatory
afforestation fund which has been constituted by
MoEF, Government of India, subsequent to the orders
of the Honble Supreme Court of India for the purpose
of management of money collected/ recoverable
towards CA, NPV and/or any other money from user
agencies towards compliance of conditions (Stage-I
Approval) stipulated under the Forest (Conservation)
Act (1980). Further as per the orders of the Honble
Supreme Court of Indias order dated 1 August 2003
in I.A. No. 826 & 859 in I.A. No. 566 in Writ Petition
(Civil) No. 202 of 1995 related to the matter of CA
fund regarding collection of Net Present Value (NPV),
no approval can be granted by MoEF without imposing
the condition relating to the payment of net present
value of the forest land.
TECHNICAL PAPERS
Table 2 Forests Categorized into Broad Ecological
Classes
Type of Forest
Eco -Classes
Tropical Wet Evergreen Forests
Eco Class I
Tropical Semi- Evergreen Forests

Tropical Moist Deciduous forests
Littoral and Swamp Forests
Eco Class II
Tropical Dry Deciduous Forest
Eco - Class III
Tropical Thorn Forest
Eco - Class IV
Tropical Dry Evergreen Forests

Sub-tropical
Forests
Broad
Leaved
Hill
Eco Class V
Sub- Tropical Pine Forest

Sub Tropical Dry Evergreen Forests
Montane Wet Temperate Forests
Eco - Class VI
Himalayan moist Temperate Forests
specified) from payment of NPV. Further, the user

agency has to pay NPV equal to ten times in case
of National Park and five times in case of Wildlife
Sanctuary payable for such areas. In case of nonforest area falling within the national parks and
wildlife sanctuaries NPV is to be paid at the rate of
NPV payable for the adjoining forest area9.
7
Procedure for Obtaining Prior

Environment Clearance for
Road and Highway Projects
Involving Forest Clearance
As per the provisions of EIA Notification of Sept. 14th

2006 (as amended in 2009) the road/highway projects
comes under the purview of the EIA notification as
per the specified threshold criteria as indicated in
Table 411.
Himalayan Dry Temperate Forests

Sub Alpine Forests
Moist Alpine Scrub
Dry Alpine Scrub
Table 3 NPV of Different Eco - Value/Canopy

Density Classes*
Eco
value
Class
Very Dense
Forest
(per ha in Rs)
Dense Forest
(per ha in Rs)
Open Forest
(per ha in Rs)
Class I
10,43,000
9,39,000
7,30,000
Class II
10,43,000
9,39,000
7,30,000
Class III
8,87,000
8,03,000
6,26,000
Class IV
6,26,000
5,63,000
4,38,000
Class V
9,39,000
8,45,000
6,57,000
Class VI
9,91,000
8,97,000
6,99,000
* From year 2003-09 NPV rates were Rs.5.8-Rs. 9.2 lakh

per Ha10.
The Honble Supreme Court of India vide its order

dated 24 April 2008 and 9 May 2008 (202 of 1995
in T.N. Gadavarman Vs Govt. of India) has exempted
certain categories of projects (e.g. schools, hospitals,
community centers, overhead tanks, laying of underground water pipelines having area requirement up
to 1ha, and various other projects, with conditions
According to these criteria, any highway project (new

as well as expansion/widening project, either National
Highway (NH) or State Highway (SH) , which also
include Expressways) can be categorized as Category
A or Category B Project if it meets the threshold
criteria as indicated in the Table 4. This implies that
the project proponent/user agency has to take Prior
Environmental Clearance (EC) as per the procedure
stipulated in the EIA Notification [which include
submission of Form I, Preparation of EIA Report
containing summary of Public Hearing (PH) Report,
if applicable] either from MoEF (Category A
Project) or from the concerned State Environmental
Impact Assessment Authority (SEIAA) (for Category
B project) before executing the project on field
based on the recommendations from MoEFs Expert
Appraisal Committee (EAC) or State Expert Appraisal
Committee (SEAC) If General Conditions (GCs) as
indicated in Table 4 are applicable, in that case the
Category B highway projects will become Category
A project and the user agency will have to take EC
from MoEF instead of concerned SEIAA. In the cases
where SEIAA has not been formed/not functioning
[e.g., Jharkhand, NE States, Uttarakhand etc., (at
present)], under this situation, EC cases for these
highway projects are considered by MoEF treating
them as Category B Project12.
65
TECHNICAL PAPERS
Table 4 Threshold Criteria for Road/Highway Project(s) To Be Under Purview of
EIA Notification of Sept. 14th, 2006(As Amended in 2009)
Project or
Activity
7 (f)
Highways
Category With
Category With
Condition(s) (if Any)
Threshold Limit
Threshold Limit
A
B
(i)
New
National (i) All New State General Condition(s) shall apply,
Highways; and
Highways Projects;
Any project or activity specified in
(ii)
Expansion
of and
category B will be treated as Category
National
Highways
A, if located in whole or in part within
greater than 30km (ii) State Highway 10 km from the boundary of:
involving
additional expansion project in
ROW greater than Hilly Terrain (above (i) Protected Areas notified under the
20m involving land 1,000 m AMSL) Wildlife (Protection) Act, 1972
acquisition and passing and or ecologically
(ii) Critically Polluted areas as identified
through more than one sensitive areas
by the Central Pollution Control Board
State.
from time to time,
(iii) Notified Eco- Sensitive areas by
MoEF
(iv) inter-state boundaries and international
boundaries
Note: Highways Include Expressways
Although, Notified Forest Areas under the Forest

(Conservation) Act are not included in GC , implying
that they do not have any direct implication related
to EC (as per EIA Notification of Sept. 14th 2006,
as amended in 2009) as Category A or Category
B project. However, several guidelines have been
issued by MoEF related to the projects which require
both Prior Environmental Clearance (under EIA
Notification) as well as Forest Clearance (for
use of forest land for non-forest purpose) under
Forest (Conservation) Act (1980), including Forest
(Conservation) Rules (2003) (as amended in 2004).
These issues are very much important for road and
highway projects, as many a times road/highway
passes through or have to pass through Forest
areas which have been notified as Reserved Forest
(RF) or Protected Forest (PF) or comes under the
66
purview of the definition of Forest as stipulated by

Honble Supreme Court of India and require diversion
of forest land for new construction/alignment or
widening/expansion of existing highway(s)/road(s).
Further, many states have also declared roadside
plantation as PF which makes it mandatory for the
user agency, constructing the road/highway, to seek
Forest Clearance as per the provisions of the Forest
(Conservation) Act (1980).
At present, following guidelines are applicable for
the road & highway project which require both
Prior Environmental Clearance as well as Forest
Clearance:
(i)
The proposals for Prior Environmental

Clearance are not linked with the Forest
Clearances, as these clearances are independent
TECHNICAL PAPERS
of each other and need to be obtained as
applicable to such projects before starting any
activity at site. Thus process of taking these
clearances should be started separately but may
be started concurrently to save the time13.
(ii)
However, in specific cases, where Prior

Environmental Clearance is sequentially
dependent on other clearances (including
forest clearance) either due to requirement of
law or for necessary technical reason(s), other
clearances must be taken before applying for
the Prior Environmental Clearance14.
(iii) It is essential that in these cases, which involve

both Forest Clearance as well as Prior
Environmental Clearance, the application for
diversion of forestland should be submitted
by the project proponent to concerned/
designated authority prior to applying for
Prior Environment Clearance. A copy of the
application submitted to concerned nodal officer
[as identified under the Forest (Conservation)
Act (1980)] for Forest Clearance along with
all its enclosures should also be submitted
along with their Prior Environment Clearance
application13.
(iv) Further, at the TOR stage presentation, the
project proponent is required to submit a
credible proof in support of the fact that they
have already submitted their application to
concerned Competent Authority (i.e. Nodal
Officer) for diversion of forestland involved in
the project14.
(v)
At the stage of consideration of proposals for

EC (during the final presentation before the
concerned EAC/SEAC along with EIA report
and public hearing document as per the TOR,
provided earlier) the project proponent is again
required to inform the respective EACs about
the status of their application for forestry
clearance along with necessary supporting
documents from the concerned forest authorities.
Further, the project proponent/user agency is
required to provide information to the EAC

whether the application is at the State level or
at the Central level. The concerned EAC take
cognizance of the involvement of forestland
and its status in terms of forestry clearance and
make their recommendations on the project
on its merit. After the EAC has recommended
the project for environmental clearance, it
is processed on file at MoEF/SEIAA for
obtaining decision of the Competent Authority
for grant of environmental clearance, but final
clearance by the Competent Authority is
issued only after the project proponent/user
agency submits the requisite Stage-I forestry
clearance. During this time, the proposal will
be kept in abeyance14.
(vi) In the case where the Competent Authority
has already approved the grant of environmental
clearance, the proponent is informed of the
same. A time limit of 12 months which may
be extended in exceptional circumstances
to 18 months (a decision which is taken by
the Competent Authority) is given to project
proponent/user agency to submit the requisite
Stage-I forestry clearance. The formal
environmental clearance will be issued only
after the Stage-I forestry clearance has been
submitted by the proponent14.
(vii) In the cases where the Stage-I forestry clearance
is not submitted by the proponent within the
prescribed time limit as mentioned above, but
the Stage-I forestry clearance is submitted
thereafter, such projects are referred to EAC
for having a relook on the proposal on case
by case basis depending on the environmental
merits of the project and the site. In such a
situation, the EAC may either reiterate its
earlier recommendations or decide on the need
for its reappraisal, as the case may be.
(viii) In the eventuality, a reappraisal is asked for, the
EAC simultaneously decide on the requirement
of documents/information for reappraisal, as
also the need for a fresh PH15.
67
TECHNICAL PAPERS
(ix) If a project invites forest as well as non-forest
land (including road/highway projects), work
should not be started on non-forest land till
approval of the Central Government (i.e. MoEF)
for release of forest land under the Act has been
given3.
(x)
Road projects are considered in entirety. A road

stretch for which DPR is prepared, shall be
considered as one project, whether it is passing
through one or more districts3, 7.
De-reservation
Land
of the
Forest
Although declaring an area to be RF, PF or VF lies with

the concerned State Government which is done through
a gazette notification after following a procedure
prescribed under the Indian (Forest) Act (1927).
However, the State Government on its own or even
with the approval of Central Government [(i.e., MoEF)
(as per the provisions of the Forest (Conservation) Act
(1980) (including Forest (Conservation) Rules (2003)]
does not have power of de-reservation of forests,
without the approval of the Honble Supreme Court of
India. The Honble Supreme Court of India, in its order
dated 13 November 2003 in WP (Civil) No. 337 of

1995, banned the de-reservation of forests (along with
Sanctuaries and National Parks) without its approval.
Later on, request of the MoEF (through interlocutory
Application IA No.16) to exclude Forests from the
above order (i.e. list) was not accepted by the Honble
Court through the Order dated 09 February 20043, 2.
9
Assessment of Forest Clearance

Process
According to a CSE study16, after the enactment of

Forest (Conservation) Act (1980), till August, 2011, as
many as 23404 projects were granted forest clearance
diverting 11.99 lakh ha of forest land (Table 5).
The largest forest area diversion took place on
account of regularization of encroachment (~31%) of
the development projects, maximum forest land has
been diverted for irrigation (14%) followed by power
projects (13.7%). The transportation related projects
(including both railway and road projects) accounted
for only 5.3% of the total forest land diverted (7.6%
if forest land for regularization of encroachment is
excluded).
Table 5 Forestland Diverted Post - Forest (Conservation) Act (1980) *
Purpose/Sector
Forest Land Diverted

Area ( ha)
(%)
46570
3.9(5.6)
368432
30.7(**)
65089
5.4(7.8)
63292
5.3(7.6)
164128
13.7(19.8)
Defence
Regularization of Encroachment
Social services
Transport (Road, Railways)
Power Projects (Hydel, Thermal, Wind &
Transmission lines)
Mining
Irrigation
Others (including industries)
Total Forestland diverted
148860
167237
175067
1198676
12.4(17.9)
14.0(20.1)
14.6(21.1)
830244
* From 1981 to August 2011 **Excluding Encroachment 1 Source : CSE (2011)
Out of the ~8.3 lakh ha of forest land diversion

(excluding forest land used regularization of
encroachments) ~2.0 lakh ha (~25%) was diverted
68
during the 11th Five Year Plan (FYP) (2007- 2012)

(Table 6) at the annual rate (of forest land area
diversion) which is equal to the area of tiger reserves
TECHNICAL PAPERS
like Sahadri, Panna and Tadoba16. Madhya Pradesh
alone accounts for more than one-third of the
forestland diverted post 1980 (enactment of the Forest
(Conservation) Act (1980), followed by Chhattisgarh
(8.8%), Maharashtra (8.5%) etc. Table 7. The
rejection rate of the project proposals involving forest
clearance nearly ~6% (Table 8) and it were in 2010
when maximum numbers of projects (i.e., 1938)16
were granted forest clearance.
Table 6 Forestland Diverted for Development
Projects*
Period/Year
The above Act always attracts serious debates and

discussions about its efficacy in protecting the forest
without adversely affecting economic development.
As per the information provided by MoEF2, prior to
the Forest (Conservation) Act (1980), forest lands
were diverted at the rate of 1.43 lakh hectare/year by
various State Governments/UTs, which came down to
0.32 lakh hectare/year. This remained approximately
at the same level even after the introduction of the
concept of Net Present Value (NPV) in 2002 as per the
orders of the Honble Supreme Court of India.
Table 7 Forestland Diversion in States*
Forest-Land Diverted*(ha.)
1981-92
198421.19
8th FYP (1992- 97)
84587.07
9th FYP (1997- 2002)
147397.57
10th FYP (2002- 2007)
196262.32
2007
22033.78
2008
States
Total forest-Land Diverted (%)
Madhya Pradesh
33.6
Chhattisgarh
8.8
Maharashtra
8.5
Gujarat
6.2
28509.45
Punjab
5.6
2009
87883.67
Odisha
4.6
2010
43370.38
Andhra Pradesh
4.5
2011(till august)
22627.78
Karnataka
4.0
11th FYP (2007- 2012)
204425.06
Uttarakhand
3.9
830244
Kerala
3.6
Others
16.7
Total Forestland Diverted

for Development Projects
* Source: CSE (2011)
Table 8 Rejection of Projects* (2007-2010)
Granted FC
Final
Clearance
In-Principle
Clearance
19003
(65.12%)
3261
(11.2%)
Number of
Projects
Rejected
1769
(6%)
Closed,
Returned or
Withdrawn
Pending with the

Government
3004
(10.3%)
2143
(7.34%)
Total
29180
(100%)
Thus, it is clear that, while economy grew faster

during post-1980 (Forest (Conservation) Act (1980),
less forest land was diverted as compared to pre-1980
period when the Act was not in place 2. Further, it is
argued that the delegation of powers to the Regional
Offices (RO) of MoEF and State Advisory Groups

(SAGs) for taking decisions related to forest diversion
cases up to 40 ha and RO of MoEF (up to 5 ha) has
proved to be more efficient in terms of time saving
for getting Forest Clearance by the user agency.
69
TECHNICAL PAPERS
Nearly 98.8 percent of lands diverted between 19802007 were in the category of > 5 ha which were ~25
percent of the total approvals granted during that
period and rest (up to 5ha) have accounted for 75
percent of approvals thus reducing the load on SAG
(5-40 ha) and FAC (> 40 ha) and accelerating the pace
of decision making17.
On the other side, the study carried out by CSE16 have
concluded that the present system of granting Forest
Clearance is not working, as indicated by large
percentage of approvals, which are able to get through
the whole process, thus defying the main objective
of the Forest (Conservation) Act. Moreover, there is
an urgent need to further strengthen the monitoring
procedures so that compliance conditions indicated
in the forest clearance can be better monitored and
complied.
10
Forests Rights Act (FRA) (2006)
Another important issue related to forest diversion is

the applicability of the Scheduled Tribes and Other
Traditional Forest Dwellers (Recognition of Forest
Rights) Act (2006), most commonly referred as Forest
Rights Act (2006) or FRA also. This Act has been
notified by Ministry of Tribal Affairs (MoTA), Govt.
of India. The Act became effective from 1 January
2008 after its notification. This Act recognizes and
vests the forest rights and occupation in the forest land
to the Forest Dwelling Scheduled Tribes and other
Traditional Forest Dwellers, who have been residing
in such forests for generations, but whose rights could
not be recorded and were forced to relocate their
dwellings due to State development interventions.
Recently, some of the major projects (e.g. Posco Steel
& Vedanta aluminum mining projects in the State of
Odisha) who have been granted Forest Clearance
are facing problems due to non-compliance of various
provisions of FRA particularly related to provision
relating to approval of Gram Sabha for the diversion
70
of forest land resided by the tribals and traditional

dwellers from centuries18.
The main objective of this Act is to give individual
property rights to the tribals and other forest dwellers
on the forest lands under their occupation for
cultivation and dwellings and community rights on
forest resources. A most significant feature of the Act
is that all these rights are also available in Protected
Areas (e.g. Wildlife Sanctuaries and National Parks)
too. The Act stipulates that no member of a Forest
Dwelling Scheduled Tribe (FDST) or other Traditional
Forest Dwellers are to be evicted or removed from
forest land under his occupation till the recognition
and verification procedure is completed. It also
recognizes the right to in-situ rehabilitation, including
alternative land in cases, where the Scheduled Tribes
and other Traditional Forest Dwellers have been
illegally evicted or displaced from forest land of any
description without receiving their legal entitlement
to rehabilitation prior to 13 December 2005.
According to this Act, the Gram Sabha has been
designated as the Competent Authority for initiating
the process of determining the nature and extent
of individual or community forest rights or both.
The free informed consent of the Gram Sabhas and
package is to be obtained in writing in the concerned
areas of proposed resettlement and no resettlement
may take place until facilities and land allocation at
the resettlement location are to be completed as per
the promised package. It also stipulates that ceiling
of occupation of forest land is to be provided for the
purpose of recognition of forest rights to the area of
actual occupation (not exceeding an area of 4ha).
According to the provisions of this Act, forest rights
recognized in National Parks and Sanctuaries (renamed
as Critical Wildlife Habitats) may subsequently be
modified or resettled except the resettlement of forest
rights holders for wildlife conservation, provided
that these habitats may not be subsequently diverted
TECHNICAL PAPERS
for any other purposes by the State or Central Govt.
Further, as per the provisions laid down in this Act,
the forest rights shall be conferred free from all
encumbrances and procedural requirements, including
clearance under the Forest (Conservation) Act (1980),
requirement of paying the NPV and CA for the
diversion of forest land except those specified in the
Act.
However, experience regarding the implementation
of this Act over the last five years has not been very
encouraging19. As per the MoTA, rejection rates
for claims for rights are still very high and rejected
claimants are not informed about the reasons for the
rejection or given an opportunity to appeal against the
rejection. Moreover, when land rights are recognized,
the area for which the title is issued is much less as
compared to what these people are actually entitled to,
forcing a large number of these people to be displaced
from their homes. Accordingly, MoTA has requested
various State Governments to take necessary actions
for its implementation as per the spirit of the law.
Important amongst them is the provision of videotaping
the Gram Sabha Meetings for FRA, specially related
to diversion of forest land, to ensure transparency and
reduce manipulation and disputes.
11
Concluding Remarks
The Forest (Conservation) Act (1980) (including

Forest Conservation Rules, 2003) provide guidelines
for the diversion of the forest land for non-forest
activities (i.e. Forest Clearance). As for as possible,
diversion/request of forest land for non-forest activities
(e.g., new alignment or widening/expansion of
existing road/highway) should be avoided by any user
agency. If that cant be avoided, the requirement of the
forest land should be kept minimum and request for
the diversion of the forest land for non-forest activity
should be made in prescribed format (Form A) along
with the necessary documents/enclosures justifying
the same, as indicated in Fig.2 & Appendix-I. Delay

in processing the request for forest land diversion
by the user agency at different levels (e.g., State &
Central Govt. levels) generally occurs due to incorrect/
incomplete submission of documents/enclosures
required for further processing the case. A Checklist20 of documents/information required during the
submission of proposal for diversion of forest land
for non-forestry use under Forest (Conservation) Act
(1980), (available at www.nromoef.gov.in)20 can also
be further referred by the user agency.
Sometimes, area of the forest land proposed to be
diverted is not justified or is on higher side than what
can be technically or actually required by the user
agency. Many times, if an existing road alignment
passes through a forest area and now the additional
with of the road
(i.e. ROW) is proposed to be
acquired from the concerned forest department, it is
observed that records maintained by the user agency
and forest department regarding the forest land already
under possession of the user agency (i.e NHAI or
PWDs) and the forest land proposed to be diverted,
do not match, leading to further delay in processing
the case. This discrepancy of the records needs to
be sorted out at the earliest for forest land diversion
case to be processed at different levels. Without,
sorting this issue, user agency is advised not to carry
out any construction activity (including site clearing
operations) in forest area21. As per the recent MoEF
requirement (MoEF circular dated July 8th, 2011)22,
all user agencies seeking forest land for non-forest
activities are required to submit geo-referenced digital
data prepared by using total station or differential
GPS. The digital mapping of the area can also be done
by the forest department by realizing appropriate cost
from the user agency, if the user agency wishes to do
so. Other important aspect which any user agency has
to take care of, is regarding the submission of details
about Compensatory Afforestation (CA) and Penal
CA [if there has been violation of the provision(s) of
71
TECHNICAL PAPERS
Forest (Conservation) Act (1980) by the concerned
user agency]. Further, Joint site inspection/visit along
with the representatives of concerned user agency and
forest department is very important where various
details submitted by the user agency in Form A are
actually verified in the field and no. of trees likely
to be affected/cut are physically counted girth-wise.
Based on this site visit, forest department stipulates
various conditions while agreeing to transfer the
forest land for non-forest activities (Stage-I Forest
Clearance or In-Principal Approval Stage). Unless a
certificate from the concerned forest department/State
Government is received regarding the fulfillment of
these conditions, no forest land is actually transferred
to the user agency by the forest department (Stage - II
of the Forest Clearance).
The Supreme Court of India over the years, through
the judicial pronouncements/clarifications have also
brought clarity and expanded the scope of Forest
Clearance. The recent judgment of Honble Supreme
Court of India in the case of Lafarge Mining Case
has further clarified and enhanced the vision and
scope of the Forest Clearance23. The judgment has
clearly stipulated that now on, all the cases of Forest
clearances must be governed by the National Forest
Policy (1988). Further, MoEF has also initiated the
process of establishing an independent National
Regulator [National Environment Appraisal and
Monitoring Authority (NEAMA)] to bring about
greater professionalism in the appraisal of projects vis-vis environment and forestry clearances. Related to
the above case, the Supreme Court has also accepted
various recommendations of MoEF relating to different
aspects of Forest Clearance which includes
-
72
process of settling the claims regarding the

status of the land being non-forest by the project
proponent/user agency,
expanding the present network of Six
(6)Regional Offices of MoEF to 10 (Ten),
constitution
of
Committees,
Regional
Empowered
creation and regular updates of a GIS based

decision support data base,
clarifications for the cases when any project

require both Forest Clearance as well as
Prior Environmental Clearance,
preparation of the comprehensive policy for

inspection,
verification and monitoring and overall

procedure relating to the grant of Forest
Clearance
The objective of the present paper is not only to explain

and outline the issues related to Forest Clearance
as envisaged in the Forest (Conservation) Act (1980)
[including Forest (Conservation) Rules, 2003] but also
to outline the procedure/issues related to obtaining
Prior Environmental Clearance (or Prior EC) as per
the provisions of the Revised EIA Notification of
Sept. 14th, 2006 (as amended in 2009) [issued under
the Environment (Protection) Act (1986)], when it
involves Forest Clearance also for the benefit of
various field engineers/highway professionals, so
that proper understanding, expertise and awareness
about the different aspects of Forest Clearance/Prior
Environmental Clearance can be created amongst
them which will not only ensure timely completion
of the project but will also help in avoiding cost
escalations.
Acknowledgement
Authors are thankful to the Director, CRRI for kindly
permitting to publish the present paper.
References
1.
FSI (2011). India State Forest Report 2011, Forest Survey

of India, Ministry of Environment & Forests, Govt. of
India.
TECHNICAL PAPERS
2.
Singh, C.D.(2009), Obtaining Forest Clearances Under

the Forest (Conservation) Act, 1980, Indian Infrastructure
Report: Land- A Critical Resource for Infrastructure; pp
66-72
3.
MoEF (2004), Handbook of Forest (Conservation)

Act, 1980 (With Amendments made in 1988), Forest
(Conservation) Rules, 2003 (With Amendments made
in 2004): Guidelines & Clarifications, Ministry of
Environment & Forests, Govt. of India.
4.
MoEF (2006), MoEF Notification (Regarding Amendments

in EIA Notification of Dept. 14th, 2006, Published in The
Gazette of India: Extraordinary Part II) Dated Sept. 14,
2006, Ministry of Environment & Forests, Govt. of India
(website: www.envfor.nic.in)
5.
Sharma, N., Dhyani, R. and Gangopadhyay S. (2009).

Review of Environmental Laws and their Applicability
to Road/Highway Projects. Journal of the Indian Roads
Congress 70(2):165-185.
6.
7.
8.
9.
14.
MoEF (2011a), Consideration of Proposals for Grant of

Environmental Clearance Under EIA Notification, 2006,
Which Involve Forestland - Procedure to be Followed
Further Clarification (No. J-11013/41/2006-IA.II (I)
Dated September 9, 2011), Ministry of Environment &
Forests, Govt. of India.
15.
MoEF (2012). Consideration of Proposals for Grant of

Environmental Clearance Under EIA Notification, 2006,
Which Involve Forestland - Procedure to be Followed
Further Clarifications (No. J-11013/41/2006-IA.II (I)
Dated May 18, 2012), Ministry of Environment & Forests,
Govt. of India.
16.
CSE (2011). System of Green Clearances not Working

for Environment and People and Clearances not the
Impediment to Growth: Chapter 7: Forest Clearance.
Centre for Science and Environment, New Delhi. (website:
cse india.org/userfiles/forest% 20 clearances.pdf)
17.
Guidelines on Environmental Clearance for Road

Projects (IRC: SP: 93-2011), Indian Roads Congress,
New Delhi.
Singh, C. D. (2009), Forest Land Diversion: Balancing

Development and Conservation through Forest
(Conservation) Act, 1980. Indian Infrastructure Report:
Land- A Critical Resource for Infrastructure; pp148-156
18.
Chopra, K. (2006), Report of the Expert Committee on

NPV (Professor Kanchan Chopra Committee), Submitted
to the Honble Supreme Court of India (May, 2006).
MoTA (2006). The Scheduled Tribes and Other Traditional

Forest Dwellers (Recognition of Forest Rights) Act.
Ministry of Tribal Affairs, Government of India.
19.
MoTA (2012). Honorable Minister Correspondences.

(website: http://tribal.nic.in) (Accessed on June 1, 2012)
20.
MoEF (2012) Check-List of Documents/Information

Required For Proposal For Diversion of Forest Land
for Noon Forestry Use Under Forest (Conservation)
Act, 1980. Ministry of Environment & Forests Northern
Regional Office, Govt. of India (www.nromoef.gov.in)
21.
MoEF (2011b) Revision of para 4.4 of the guidelines on

Forest (Conservation) Act, regarding projects involving
forest as well as non-forest lands. Ministry of Environment
& Forests, Govt. of India Circular Dated March 21st,
2011.
22.
MoEF (2011c). Submission of Geo-referenced data for

applications under Forest (Conservation) Act (1980).
Ministry of Environment & Forests, Govt. of India
Circular Dated July 8th, 2011.
23.
MoEF (2011d). MoEF Hails Supreme Court order on

Lafarge Mining. Ministry of Environment & Forests,
Govt. of India. (website: http://moef.nic.in/downloads/
oublic-information/lafarge-070711.pdf) (accessed on:
MoEF (1998). Regarding revised guidelines for

applicability of Forest (conservation) Act (12980) on
Linear Plantations for Widening Modernization (No.
4-1/97-FC Dated February 18, 2012), Ministry of
Environment & Forests, Govt. of India.
CEC (2007), Supplementary Report in IA NO. 826

& IA NO. 566 Regarding Calculation of Net Present
Value (NPV) Payable on Use of Forest Land of Different
Types for Non-Forest Purposes, Submitted by Central
Empowered Committee (Constituted by the Honble
Supreme Court of India) to Honble Supreme Court of
India (January 2nd, 2007).
10.
Maharashtra Forest Department website: http://www.

mahaforest.nic.in (accessed on 29.05.12)
11.
MoEF (2009a), Procedure for Consideration of Proposals

for Grant of Environmental Clearance Under EIA
Notification, 2006, Which Involve Forestland and or
Wildlife Habitat (No. J-11013/41/2006 -IA.II (I) Dated
December, 2, 2009), Ministry of Environment & Forests,
Govt. of India.
12.
13.
Published in The Gazette of India: Extraordinary Part II)

Dated December, 1, 2009, Ministry of Environment &
Forests, Govt. of India (website : www.envfor.nic.in)
Sharma N, Nair P, Gangopadhyay S (2007). Environmental

Impact Assessment of Roads Projects: Salient Features
Under Revised Notification (September 2006). Journal of
the Indian Roads Congress; 68(3):253-270.
MoEF (2009b), MoEF Notification (Regarding
Amendments in EIA Notification of Dept. 14th, 2006,
04.06.12).
73
TECHNICAL PAPERS
Appendix I*
(I)
Applicability of Forest (Conservation) Act (1980) [For Obtaining Forest Clearance (Under Section 2
of Forest (Conservation Act (1980)] for Diversion of Forest Land for Non- Forest Activities
(i)
Reserve Forest (RF)
(ii)
Protected Forests (PF) (Irrespective of Land Ownership)
(iii) Patches of Land Recorded in the Revenue Record as Forests (i.e. Jungle/ Jhar/ Chhota Bade Jhar
ka Jungle/ Civil soyam)
(iv) Cases related to Road Side Plantation i.e. Linear Plantation which has been declared as Protected
Forest by the concerned State Govt./ UTs
(v)
(vi) Land adjoining the Central Ridge Area of Delhi notified as reserved forest having similar
morphological features similar to Ridge (I.A. Nos. 1156,with 1192,756,1463 &1532, Order Date:
Order Date: 17.10.2006)
(vii) Mangroves in the State of Maharashtra [as per the orders of Mumbai High Court in the Writ Petition
Filed by Bombay Environmental Act in Group (BEAG) in July, 2005]
All Land Diversion Cases Involving Wildlife (Protection) Act (1972) (i.e. Wildlife Clearance) case
for Forest Clearance processed after obtaining Wildlife Clearance
(II) Submission / Scrutiny of Application Form a Recommendation (Concerned State Government/ UT)

(i)
Form A (containing five parts) of the Forest (Conservative) Act (1980) (as amended in 2003)
(ii)
Part I to be filled by the user agency along with necessary documents/ enclosure/ certificates; Part
II to be filled by (concerned Deputy Conservator of Forest); Part III (Concerned Conservator of
Forest); Part IV (Principal Chief Conservator of Forest or Head of Forest Department) Part V
(Secretary-in-Charge of Forest Department) authorized officer of the state not below the rank of an
Under Secretary. (Kindly refer Fig. 2 of the paper for further details)
(III) Forwarding the Recommendations of State Government and Approval from Competent Authority for
Diversion of Forest Land for Non-Forest Activities

(i)
Up to 5ha (MoEF Regional Office)
(ii)
5-40 ha (processed by Regional Office of MoEF, New Delhi) (after consultation with State Forest
Advisory Group)
(iii) >40ha (Processed and approved by MoEF on the recommendation of FAC) (Kindly refer Fig. 1 of
the paper for further details)
Note :- A road/ highway project passing through two or more district has to be treated as one project. Accordingly, Forest Land in each
district has to be separately indicated and whole processing is done treating it as a one proposal
(IV) Details to be Submitted in Part I of the Form A (to be filled by User Agency)

74
(i)
Project Details: a) Short narrative of the proposal; b) Map showing the required forest land,
boundary of adjoining forest land on 1:50,000 scale map; c) Cost of the Project; d) Justification for
TECHNICAL PAPERS
locating the project in forest land/ area; e) Cost benefits analysis report; f) Employment likely to be
generated; g) Purpose-wise breakup of the total land required

(ii)
Details of Displacement of people (i.e. No. of families, no. of SCs/ STs, Rehabilitation Plan)
(iii) Whether Clearance under EPA (1986) required (i.e. Prior Environmental Clearance)
(iv) Undertaking by the project proponent/ user agency to bear the cost of raising and maintenance of
CA/ penal CA
(v)
(vi) Details of the forest land acquired by the user agency/ project proponent for similar projects in the
state
Complete details of alignments examined (to be shown on map with details of area of forest land
involved in each case)
(IV) Details to be Submitted in Part II of the Form A (to be filled by Deputy Conservator of Forests)

(i)
Location of project/ scheme: a)State/ union territory; b) District; c) Forest division; d) area of
forest land proposed for diversion; e) legal status of forest; e) density of vegetation; f) species-wise
and diameter class-wise details of trees; g) Brief note on vulnerability of forest area to erosion;
h) approximate distance of proposed site for diversion from boundary of forest; i)Whether forms
part of National Park, wildlife sanctuary, biosphere reserve, tiger reserve, elephant corridor, etc.; j)
details of any rare/ endangered/ unique species of flora and fauna found in the area; k) location of
any protected archaeological/ heritage site/ defense establishment or any other important monument
in the area. If so, the details & NOC from competent authority
(ii)
Whether requirement of forest land is unavoidable and barest minimum. If no, recommended area
item-wise with details of alternatives examined.
(iii) Whether any work in violation of the Act has been carried out. If yes, details of the same to be
provided.
(iv) Details of CA scheme: a) Non-forest area/ degraded forest area identified for CA, its distance from
adjoining forest etc.; b) Map showing CA afforestation and adjoining forest boundaries; c) Detailed
CA scheme including species to be planted, implementation agency, time schedule, cost structure,
etc.; d) Total financial outlay for CA; e) certification from competent authority regarding suitability
of area identified for CA;
(v)
(vi) Division/ District profile: a) Geographical/ forest area of district; b) Total forest area diverted/ CA
stipulated in division since 1980 with number of cases; c) Progress of CA on-forest land & nonforest land
(vii) Specific recommendations of DCF for acceptance or otherwise of the proposal with reasons
Site inspection report of the DCF
* For further details kindly refer Forest (Conservation) Act 1980 (as amended in 2003) & www.nromoef.gov.in
75
TECHNICAL PAPERS
OUTPUT AND PERFORMANCE BASED

CONTRACTS - An Overview
Anil Kumar Sharma*
Introduction
Roads play a vital role in the development of a Nation.

A progressively growing need is felt to expand the
road network to provide/improve access as well
as for carrying out Improvement/Up-gradation,
rehabilitation and maintenance of the existing roads.
The
ever-increasing
requirement
of
Road
Infrastructure needs huge investments (both for
capacity addition as well as for routine maintenance)
which cannot be adequately funded by the budgetary/
Governmental supports, alone. Roads compete with
other Government priorities e.g., health, education,
social security etc. for funds. Thus, there is an urgent
need to encourage private sector participation in Road
sector by offering higher responsibilities (coupled
with returns) by way of equity participation, venture
capital or any other mechanism. The challenge before
the Engineering community is how to best utilize the
limited funding to afford a safe, non-polluting, reliable
road transport with a reasonably good level of service.
Innovative methods are required in planning, design,
highway materials, and methods of construction to
optimise investments to meet these basic needs of
our growing economy. One of the radical innovations
in methods of procurement of works is the Output
and Performance Based Road Contracts (OPRC).
This paper seeks to put forward the basics of such
procurement method.
The Engineers/Technocrats are always on the lookout
for newer system of working, new technologies etc. for
extracting maximum value for money and improved
services to public at large. Several types of procurement
methods and formats have been in use since early
days, when the works were got executed through
76
Departmental Labour, material etc. The procurement

systems and methods have undergone changes to adapt
to the changing business environment. A relatively
recent system of contracting called the Performance
Based Contracting (PBC) has caught the imagination
of Engineering fraternity. This form of contracts,
called the Performance Based Contracts (PBCs)/
Output and Performance Based Road Contracts, differ
vastly from the traditional system of EPC contracts.
In the traditional type of EPC contracts, the
contractor carries out the work to the satisfaction
of Engineer-in-charge as per the specified items
and specifications. The payments are released to
contractor as per the executed quantities based on the
agreed rates. The contractor is paid for the inputs
i.e interventions carried out on the roads, as per
directions/specification of the department(s), and is
not accountable for outputs of the interventions
i.e. riding quality, achievement of pavement strength/
resilience, condition/preservation of road assets
etc., which are of paramount importance to the road
users and to the Department. In fact, the Contractor
enjoys a negative incentive, which is to carry out the
maximum amount of works, in order to maximize his
turnover and profits. Even if the work is carried out
according to plan and considerable money is spent,
the overall service quality for the road user depends
on the quality of the design given to the Contractor
who is not accountable for it. In many cases the roads
do not last as long as they should because of probable
deficiencies in the original design, aggravated by
inadequate maintenance.
The road assets are consumed over passage of time
and need timely maintenance and other interventions
to restore the asset value, failing which there is
Deputy Project Director (PSRSP), Punjab Roads and Bridges Development Board, SCO 61-62, Phase-2, Mohali
TECHNICAL PAPERS
progressive decline in the levels of service, increased
vehicle operating costs, network congestions,
reduction in the asset values, reduction in the road user
satisfaction and last but not the least loss of public
confidence in the Department. The road assets require
regular monitoring and timely intervention to prevent
the level of service from falling to un-acceptable
limits.
2
shoulders, side drains, CD works, bridges etc.) for

longer periods (5 to 10 years).
In Performance Based Contracts the payments are
based upon the measurement of outcome parameters
(indicators) in response to the interventions carried
out on the road over a period of time. The sustaining
of beneficial effects of interventions results in better
road asset management. The OPRC contracts thus are
also called the Asset Management Contracts.
About OPRC
The Performance Based Contracts are different

from the Long Term Maintenance Contracts, as
in the latter case, the payments retained from the
Contractors payment certificates for original work,
are released over time as the maintenance obligations
are met by him and bear no relation to the level of
service. However, in PBCs, the payment is made to
the contractor for meeting the stipulated network
performance i.e. payments are directly linked to the
levels of service delivered.
The Performance Based Contracts can be purely
addressing Routine Maintenance Works and
resurfacing on a road network to meet the service
requirements or may additionally include payment of
some interventions (e.g Improvement/Rehabilitation
etc.) on unit rate basis. The latter of contracts are
called Hybrid type Performance Based Contracts or
the Output and Performance Based Road Contracts
(OPRC). Such type of contracts are very similar to
Design, Build, Maintain, Operate and Transfer,
(DBMOT). The PBC/OPRC may be on Public-PrivatePartnership basis or fully funded by the Department.
The Performance Based contracts when used for
Routine Maintenance Works contribute immensely to
the preservation of road assets. The scope of contract
can be tailored according to the requirement of the
Department and may include single service (e.g.
pothole filling) for relatively short period (say one
year) for a Simple PBC , to a Comprehensive PBC
covering complete set of road assets (e.g pavement,
Depending upon the assets transferred to the

Contractors and the scope of PBC, the risks related
to interventions e.g. improvement works (adding to
the assets), Rehabilitation (maintaining the pavement
structure) and resurfacing / routine maintenance works
are so apportioned between the Contractor and the
Department, that they are handled by the party best
equipped for the same.
3
Why OPRC
Road infrastructure requires huge investments for

construction and small lumps of frequent expenditure
for maintenance. Govts. generally are not in a position
to make available the required levels of funding.
Several road infrastructure projects can be accelerated
by mobilising private investments in such a manner
that it makes a good business sense for private sector
as well as leads to the road asset preservation, which
is of great importance to the Department. The road
user benefit immensely as there is an assured level
of service, higher safety and reliability about the
facility.
In PBC/OPRC contracts there is change in the
relationship between the Department and the
Contractor. The Contractor in such contracts is a
stakeholder.
The stakeholder profile of a PBC/OPRC in terms of
responsibility may be :
The OWNER of the Road assets in terms of
primary responsibility for road infrastructure
77
TECHNICAL PAPERS
i.e. Ministry of Transport/Public Works Ministry
etc;
The MANAGER of road assets in terms of
managing the road network i.e. the Department/
Road Agency/Road Administration;
The OPERATOR in terms of the condition and
configuration of the network i.e. Contractor/
Contracting Entity, can be a Concessionaire;
In PBC/OPRC contracts the responsibility for
adequate and timely intervention is transferred to
the Contractor. The road assets are transferred to the
Contractor with proper documentation of quantity and
quality of road assets at the beginning of the Contract
and the Contractor is primarily responsible for
carrying out the required intervention as required at
site/network for ensuring the compliance of specified
network parameters during contract duration. At
the completion of the contract, as per the contract
provisions the Contractor is responsible to transfer
back the network in a pre-decided condition (i.e. road
assets having predefined residual life).
Since the payments of Contractor are linked with
meeting the network performance parameters, the
contractor designs and executes various interventions
as per his work program in a manner that meets the
performance requirements of the network as well as
the durability of such interventions. This network
approach results in the maintenance of roads being
carried out covering several road assets which may
include pavements, shoulders, CD works, bridges,
road side furniture etc. This results in better asset
management and its preservation vis--vis the
traditional contracts, and better services to the society
at large. This approach encourages innovation in
planning and execution for various interventions, on
part of contractor and the department can also plan its
finances accordingly.
During OPRC contract cycle the Contractor is
generally paid only once for the interventions e.g
improvement works, Rehabilitation works etc, thus the
interventions are adequately designed and constructed
78
by him. This ensures making best use of strengths of

contractor and his design team or in other words i.e.
transferring the risk to the Contractor/and his design
team for which they are better equipped.
4
Advantages of OPRC
In an OPRC contract, the risks associated with carrying

out routine maintenance works and/or improvement
and rehabilitation works is transferred to the contractor.
The contractor rather than just constructing the works
also designs the interventions as per the requirements
on the network. The issues like adequacy of design,
timeliness of intervention and methodology are best
handled by the contractor. There are several distinct
advantages of OPRC over traditional contracts. The
contractor is not contractor in traditional sense but
is a stake holder and has long term commitment to the
works being carried out by him.
OPRCs help in encouraging private investment
in improvement/rehabilitation. The contract is
encouraged for innovation, as his payments are
related to performance of works and meeting of
specified output parameters. There is enrichment to
the contracting capacity. The contract payments are
assured due to greater expenditure certainty of the
Department, upon meeting the network parameters.
On part of Department, there are definite cost savings
in managing and maintaining road assets as their
role now includes monitoring the output/network
performance parameters and not supervision of works
per se. Due to long term nature of PBC/OPRC contract
the response time in addressing the maintenance needs
is greatly reduced and frequent calling of tenders/
quotations is avoided. In OPRC contracts, the risk
of cost over-runs are transferred to contractor and the
variation orders are minimised as both the activities
e.g improvements/rehabilitation and network
performance are covered in the same contract. The
un-predictable costs are greatly reduced. The road
assets of the department are managed and preserved
with contractor being responsible to hand-over back
TECHNICAL PAPERS
the assets at pre-decided quality/residual life of road
assets at the end of contract. This allows for better
future planning and management.
f)
Identifying the needs of improvement/

Rehabilitation works required to be included in
the scope, if any.
Further, PBC/OPRCs generate awareness regarding

Maintenance being a scientific, specialised and
innovative procedure which makes a good business
sense.
g)
Judging the capacity of available contractors to

comprehend the OPRC concept and willingness
to participate in the bidding process as stakeholder.
The Road user satisfaction levels increase, as timely

interventions are carried out (stitch in time) ensuring
enhanced levels of service, safety and reliability of
services to the public at large. There is improvement
in the living environment due to reduction in the noise
and air pollution. There are tangible reductions in
the vehicle operating costs and travel delays, which
directly contribute to the economy which include
residents living near roads.
h)
Adaptation to the change in role of the

Department from Supervision of Works to
monitoring of performance of road assets.
i)
Necessary legal, regulatory and institutional

framework to be in position.
Preparing
for
Implementation
PBC/OPRC
A PBC/OPRC has following pre-requisites before the

method of procurement can be adopted:
a)
Identifying the main objective in adopting a

PBC, e.g. inviting Private sector participation
in road maintenance on long term basis, need
to cut costs, improving road users satisfaction,
better road asset management etc.
In an OPRC, since the payments of Contractor are

directly linked to the compliance/conformance of
the prescribed performance measures, the same
are recorded on regular basis by a Conformance
Management Unit as per agreed audit cycle by
carrying out various surveys, e.g. Condition Surveys,
Roughness Surveys, Deflection Surveys etc.
The mechanism for measuring and recording the
conformances for OPRC must include:

Clearly
defined
Measures;
The inventory of potentially contracted assets

and condition must be documented properly
and accurately.
Objective method to categorically ascertain

conformances;
Regular performance monitoring & reporting

during the contract.
c)
The risk distribution between the contractor

and the Department has to be clearly defined
and elaborated to avoid lingering problems (as
PBC are generally long term contracts).
The Network Performance Measures/Key Performance

Indicators which may be prescribed for a road network
are as below:
d)
Identification and defining distinctly the

network performance indicators and drawing
up methodology to measure/quantify these, as
payments are linked to them.
b)
e)
Drawing up a preliminary cost estimate to judge

the requirements of financial resources.
Network
Performance
1.
Road User Service & Comfort Performance

Measures;
2.
Road Durability Performance Measures;
3.
Management Performance Measures including

Reporting requirements, etc.,
79
TECHNICAL PAPERS
The Road User Service and Comfort Performance
Measures include;
a)
Pavement Maintenance
b)
Drainage
c)
Routine Maintenance of Bridges & other

Structures
d)
Road side signs maintenance, raised Pavement

Markers, Pavement Markings etc.,
Road Durability Performance Measures include

monitoring of:
a)
Pavement Roughness
b)
Pavement Deflection
c)
Roadway Cut and Embankment slopes etc.
The Management Performance Measures may include

the following, besides others:
a)
Contractors forward work programme (s);
b)
Inventory database management;
c)
Design and Construction Methodology;
d)
Contractor Reports, etc.
The type and kinds of Surveys, the methods to carry

out the same, the audit cycle (by time duration) etc.
are clearly defined in the Contract. Depending upon
the contract provisions and the nature of Performance
parameter, the Surveys may be carried out on audit
lengths (sections) by statistical sampling. The limits
of range(s) for the conformance parameters having
been met are clearly specified. Based on the nonconformances (and their recurrence, for which penal
weighting factors are applied),the due payments to the
Contractor are appropriately adjusted.
In OPRC the Contractor is entitled to receive uniform
lump-sum payments for the Routine Maintenance/
Network Performance Works at agreed regular
intervals, linked to his continuing to meet the
80
performance targets. Thus payment conditions must

be evenly balanced to ensure meeting the conformance
criteria as well as to ensure adequate fund flow to the
contractor.
For meeting the un-foreseen situations on the network,
provisioning can be made for Natural Calamities/
Emergency Works to timely response and to reduce
the need of a variation order.
It is absolutely essential to identify and allocate
risks between the Contractor and the Department
for smooth functioning of the Contract and to avoid
lingering problems. Broadly the risks such as Land
acquisition (if required), Forest Clearances, Utilities
shifting, unforeseen circumstances e,g, washing away
of bridge/major drainage structures, assistance in
obtaining statutory clearances are best handled by the
Department. The risks such as those associated with the
planning, surveying, field investigations, designing of
works, ensuring proper drainage, obtaining approvals
from the Department, Document Control and progress
reporting are best handled by the Contractor. The risks
associated with price/currency adjustments are to be
separately addressed in the Contract.
6
Conclusions
The concept of PBC/OPRC is very recent in India,

and hardly any experience is available nationally. On
international level, the PBCs made their appearance in
late eighties and owing to their growing appeal of being
Output(in terms of timely and proactive approach
to maintenance, and resulting asset preservation)
oriented, this procurement method has gained
popularity and is finding wide spread applications
all over the globe. Significant achievements have
been reported in terms of cost savings by timely
maintenance/asset management ranging from 10%
to 40%. There is much greater road user satisfaction
having direct benefit of improvement in level of
service to the society at large.
TECHNICAL PAPERS
The World Bank funded Punjab State Road Sector
Project (PSRSP) is in the process of procuring a full
Output and Performance Based Road Contract (OPRC)
(Asset Management Contract) for Improvement,
Rehabilitation, Resurfacing & Routine Maintenance
Works of about 204 Km of roads in Sangrur-MansaBathinda Contract Area as a pilot project, reported to
be first of its kind in India.
The World Bank funded Andhra Pradesh Road Sector
Project (APRSP) is also in the process of procuring
long term performance based maintenance contracts
(LTPBMC) on the lines of Output and Performance
Based Road Contracts (OPRC) for existing roads
totalling about 6,241Kms.
Given the long term natures of such contracts, the

results of these innovative practices will be interesting
to be watched, and lessons learnt for the future.
References
1.
Transport Note no.T- 27 of Sept, 2005, published by the

World Bank.
2.
Specific Procurement Notice (IFB) for procuring a full

Output and Performance Based Road Contract (OPRC)
(Asset Management Contract) for Improvement,
Rehabilitation, Resurfacing & Routine Maintenance
Works of about 204 Km of roads in Sangrur-MansaBathinda Contract Area.
2.
World Bank Project Appraisal Document (Report No.

48235-IN) for APSRP.
3.
Proceedings/presentations made during International

Workshop on OPRC at Chandigarh, Jan 2011.
81
TECHNICAL PAPERS
SPATIAL PLANNING OF HIERARCHIAL ROAD NETWORK USING

GIS BASED SDSS and K-MEANS CLUSTERING TECHNIQUE
K.M. Lakshmana Rao* And K. Jayasree**
Abstract
A scientific approach to road network design/orientation for
development of a hierarchical road network configuration in urban
areas is the objective framed in the study. There are two design
approaches suggested for the spatial planning of road networks
in (transitional) urban area based on the concepts of demand and
supply characterisation. The first approach of planning is based
on development of Spatial decision support system (SDSS) with
a subset analysis for identification of functional paths/corridors
in an undefined network configuration. This approach identifies
the need for development of self similar fractal road network
through hierarchical road network configuration that tends to
deconcentrate the demand uniformly over the supply system. The
network orientation developed through this approach facilitates
intra urban travel, uniform travel through a hierarchical system.
The second approach of planning is based on clustering analysis
of nodes and identifying the corridors through K-Means clustering
technique. The tools in addition to SDSS and k- means clustering
techniques used are Satellite imagery, GPS and GIS with module
addition.
1997). Urban transport policy should be such that it

shall address the problem with an integrated approach
considering all the three strategies as mentioned. This
study shall attempt on supply side entities to promote
functional, hierarchal connectivity and optimal utility
of the supply system. Urban planning from the supply
side results in less transport intensive, less costly, more
efficient and congenial environment with sustainable
urban travel (Lim Lan Yuan 1997, Barton et al., 1995;
Barnister and Marshall , 2000; ECOTEC, 1993). If
the static supply system is fully utilized to meet the
dynamic demand, a demand supply equilibrium can
be attained. Hence consolidation of supply entities
are made possible by proper orientation of supply
system. The objectives are set framed like similarity,
uniformity and homogeneity as ultimate objective
proposed to attain over a design period.
Introduction
Congestion, risk of travel, uneconomic travel, deficient

utility levels of infrastructure and malfunction of
infrastructure are the observed facets in todays urban
transportation. Failure is due to lack of relational
planning between demand and supply. Measures to
alleviate are classified into three broad categories
Supply system measures; demand management
measures; and the measures that concern the
development of alternative urban structures conducive
to the dispersal of economic activities and improved
physical integration between activities (Lim Lan Yuan
Literature review
Studies of modeling in road network/supply system

planning can be categorized in ten basic forms : a)
Evaluation based planning, b) relational analysis
based planning, c) Orientation/structure based
planning with geometrical considerations, d) Activity
based planning, e) Route based planning with route
guidance systems f) Accessibility based planning,
g) Land use based planning h) Simulation based
planning i) Network equilibrium based planning and
j) Conceptual planning.
Professor in Transportation Engineering, Centre for Transportation Engineering, JNTU College of Engineering Hyderabad,
Kukatpally, Hyderabad.
**
Consultant
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Table 1 Overview of Supply System Planning Approaches
Analysis category
Evaluation Based Planning
Relational Analysis Based

Planning
Approaches
Author
Graph Theory
Jean Paul Rodriguq 2006, Javier Gutierrez

Puebla 1987 , Domenico Gattuso and
Ernesto Marielo 2005
Traffic Characteristics
Moses Santha Kumar et al 2006, Wimpy

Santosa 2005
Transportation Cost
Farbey B.A and Murchand J.D. 1967
Performance Characteristics
Scott D.M. et al 2005, Satoshi TOI et al

2005
Index Approach
Erik Jenelius et al 2006, Jennifer Dill

2004
Multi Criteria
Bruno Montella et al 1995
Urban form and Travel Behaviour/Patterns
Susan Handy 1996, Jayanthi Rajamani et

al 2003, Masuo Kashwadani and Yasao
Asakura 1995
Activity Based Planning - Travel Behaviour

and Activity Characteristics, Land Use
Xuedon Lu and Eric I.Pas 1999, Kara

Maria Kockelman 1996
Orientation/Structure Based Topology, Generalization and Measurement of Yongmei Lu and Junmei Tang 2004,
Planning with Geometrical Spatial Structures
Micheal T. Gastner and Newman 2006,
Considerations
Feng Xie and David Levinson 2005,
Catherine Moreney and Robert Chapleau
2003, Vamsi Kalapala et al 2006
Route Based Planning with
Route Guidance Systems
Route Guidance Systems
James Campbell 1992
Accessibility Based
Planning
Graphical Methods
Khaled Al Sahili and Mohammad Abould

Ella 1992
Accessibility Index
Ahmed M.El Genediy and David

M.Levinson 2006
Cellular Automata
Clarke K.C. et al 1997
Urban Growth Modeling
Sudhira H.S. et al 2003
Simulation Based Planning
Network Equilibrium Based Optimisation Theory

Planning
Reggiani 1997
Conceptual Planning
Road user Concept
Daniel B. Staffer 1977
Emergence Concepts
Bhanu M.Yerra and David M.Levinson

2005 , Feng Xie and David Levinson 2007
Scenario Planning
John M. Courtney
The studies on supply system planning promote

accessibility and connectivity to the urban areas with
an attainment of demand supply equilibrium with
supply system enhancement to meet the demand or
demand management to meet the supply. There is a

need for scientific planning considering the user into
account to supply system enhancement with existing
facility optimization.
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TECHNICAL PAPERS
3
Context of the study
An improper network design and plan is the major cause

for many problems like risk of travel, safety, comfort
etc. There is a need to optimize existing facilities
to provide improved accessibility and mobility at
a satisfactory level of safety and comfort to most
of the road users (Moses Santha Kumar et al 2006).
Bringing out the similarity of network could solve the
problems related to congestion. This can be achieved
by properly orienting the network with respect to their
functionality and defining the functional classification
of roads in a network. This concept deals with the
identification of similar characteristics of the nodes,
which are clustered and overlaying those clusters in
the urban area to improve the connectivity levels.
4
Objectives of the study
Following are the objectives framed in the study.

1.
Identification of functional and hierarchical road

network from spatial and clustering analysis
2.
Development of self similar road network to

improve connectivity, mobility and accessibility
of road network
3.
Static and dynamic analysis of road network

and planning through road user concept
4.
Corridor planning to facilitate all types of

movements at regional level
5.
Optimisation of existing facilities to provide

improved accessibility and mobility at a
satisfactory level of safety and comfort to most
of the road users.
6.
84
Development of an integrated model that

accommodates the objectives in a spatially
explicit planning and decision making
environment through the use of GIS
Assumptions in the study
Following are the assumptions framed in the study

1.
Traffic analysis zones were assumed to be

delineated by ward boundaries for the estimation
of OD matrix ie., the origins and destination of
an OD matrix are the traffic analysis zones.
2.
Each trip made in the study area is equally

important, which reflects the characteristics
of roads as Public Roads people should be
given equal opportunities everywhere
3.
The distance path, time path and cost path are

assumed to be equal; ie., the impedance factor
(distance) considered in the analysis is used in
generation of user preferred path.
Methodology
Planning and Design of functional entities of supply

systems is considered for the analysis as the topology
of functional roads has a more direct and essential
impact on overall travel mobility of a road network
than that of less functional roads such as local streets
and also, since the functional network is smaller than
the whole road network and demonstrates clearer
patterns that are easier to define and identify (Feng
Xie and David Levinson 2007). Moreover, functional
roads provide more mobility whereas less functional
roads provide more accessibility. These crucial
components development and improvement if not
planned scientifically reduce reliability, survivability
and efficiency of the transport system (Ahmed Abdel
Rahim et al 2007). Hence a scientific framework
for supply system planning is designed in this study
that strengthens the traffic network which is presented
below.
6.1
Approach for Road Network Orientation and

Planning through Spatial Decision Support
System:
In a centralized and dissimilar spatial road network,

alternative routes to reach from one node to another
TECHNICAL PAPERS
routes are less as the topology of the structure is
concentrated only on few corridors that are not
uniformly distributed spatially. This poses heavy
congestion during critical times especially during
peak hours. Hence a similar decentralized road
structure is preferred that gives a shape of parallel
routes longitudinally and transitionally in an area.
These paths are termed as longitudinal and transitional
corridors in urban areas. Since these paths are highly
functional in nature, they shall be configured based on
the demand and existing supply characteristics.
Link identification is attempted with a coordinated
analysis of supply system characteristics and demand
characteristics. The supply system functional
links/path which indicate an existing hierarchy and
the demand inherent supply links with the network
are integrated in a framework of subset analysis to
identify the functional corridors. The inherent demand
is assessed through travel demand analysis with

static and dynamic supply analyzers. An unforeseen
demand is analyzed with static demand analyzers in
terms of utility of the link which remains constant
irrespective of the dynamic demand patterns. The
existing demand is configured by superimposing the
dynamic travel patterns on the supply system and
analyzing in terms of trip intensity and external trip
dominated movements. A user preferred system with
static and dynamic analyzers is developed in a spatial
decision environment and is coordinated with the
existing functional system to identify the links that
are functional in nature. The integration of links and
nodes falling under the user preferred system is made
to form continuous paths/corridors that are similar
in nature and thus the framework designed namely
Spatial Decision Support System (SDSS) is shown in
Fig. 1.
Fig. 1 Framework for SDSS for Functional Path/Corridor Identification in GIS Interface
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TECHNICAL PAPERS
The algorithmic framework for identification of
longitudinal and transitional corridors, which can
facilitate in achieving link/path similarity is given
below:
a.
User preferred paths identified from static

analysis between all OD pairs.
b.
Paths that are oriented towards external

based movements.
1.
c.
User preferred paths having high dynamic

trip intensity.
d.
User preferred paths having high static

demand derived from overlap size.
e.
Paths that pass through high ordered

junctions having maximum trip intensity
identified through dynamic assignment
of trip.
f.
Paths that indicate existing emerged/

derived demand i.e., existing major
corridors.
Development of GIS based road network

created by coding all the nodes and link with a
unique ID.
2.
Determination of travel profiles based on

demand profiles in the region which includes
generation of OD matrix.
3.
Static analysis of the spatial structure by

identification of user preferred paths.
4.
Dynamic assignment of trips to the links

identified from static analysis using all-ornothing assignment technique.
5.
Identification of Overlap Size which indicates

the inherent utility of the link obtained from the
static analysis of the network; and assignment
to the road network through static analysis.
6.
Development of tools in GIS for module

addition.
7.
Identification of functional corridors/paths

which are subsets and union of the following
paths.
The interfacing analysis for SDSS is shown in Fig.2

below. The paths thus identified are categorized as
transitional and longitudinal corridors based on the
orientation they divide the study area. These roads
are connected to transform into continuous corridors
which can be made functional thus forming a fractal
network as the properties of these paths/links coincide.
This approach indentified for development of self
similar structure considers network topology and
demand cross-sectionally that improves operational
performance of a network.
Fig. 2 Interfacing Analysis for SDSS : Identification of Functional Paths
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TECHNICAL PAPERS
The modeling framework for development of
functional network configuration is presented in the
following section.
Here n1 , n2, n3 , n4 n . The corridors facilitating

external corridors are defined by the set of
F = {C U D }
6.1.1 Modelling Framework - Development of A

Hierarchial Road Network Configuration with

Path/Link Similarity
Let M be the set of links falling under major

corridors in study area.

M = { M1, M2, ..Mm} , m n
Let S be a set of links in the network.
Let T be set of links where the trip intensity is high.

In the study area the link is considered to have a high
trip intensity when the trip intensity is greater than
60 to 75 percentile value.
T = { T1, T2, ..Tt} , t n
Let S = { S1 , S2 , S3, Sn} where n is the number

of links in a network.
Let p be the number of internal zones and q be the
number of external zones.
Hence, number of paths identified between internal
zones = (p x p ) p = p(p 1)
If k are the number of nodes in the study area which

are defined as the intersection points/minor junctions
in the study area, ks represent the nodes falling under
shortest path analysis. ks k
Number of paths between internal and external zones

=pxq
Let kd represent the nodes whose trip intensity is high.

kd ks
Number of paths between external and internal zones

=qxp
Let Q represent the set of links connecting the nodes

(kd) with high intensity.
Q = { Q1, Q2, ..Ql} , l n
Number of paths between external zones = (q x q ) q

= q ( q 1)
Total number of combinations of paths possible
between OD pairs which are a subset of S = p (p 1)
+ p x q + q x p + q ( q 1)
Let A be the subset of links for the path of all internal
internal zones.
A = {A1, A2, A3, An1}, A C S
Let B be the subset of links for the path of all
internal external zones.
B = {B1, B2, B3, Bn2}, B C S
Let C be the subset of links for the path of all
external internal zones.
C = {C1, C2, C3, Cn3}, C S
Let D be the subset of links for the path of all
external external zones.
D = {D1, D2, D3, Dn4}, D S
The higher order road system (H) or arterial system/

sub arterial system in the study area is set of links
satisfying the one of the following decision criteria.
H = (F) U (M) U (T) U (Q)
Equation 1
H = (F) (M) (T) (Q)
Equation 2
H = (F) U (M) (T) (Q)
Equation 3
H = (F) U (M) U (T) (Q)
Equation 4
H = (F) (M) U (T) (Q)
Equation 5
H = (F) (M) U (T) U (Q)
Equation 6
H = (F) (M) (T) U (Q)
Equation 7
H = (F) U (M) (T) U (Q)
Equation 8
The selection of the equation depends on the

intersection of different links in various sets. If for
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TECHNICAL PAPERS
example, the set of links falling in F and M are same
or almost same, then intersection is adopted. If they
are different and only few links are present, then union
is adopted.
6.2
converge. The basic concept of clustering is shown in

Fig 3 below.
Approach for Road Network Orientation

and Planning through K-Means Clustering
Technique
6.2.1 Conceptualisation of Clustering

The cluster analysis encompasses a number of
different algorithms and methods for grouping objects
of similar kind into respective categories. There are
many clustering algorithms available in literature
- Exclusive Clustering, Overlapping Clustering,
Hierarchical Clustering and Probabilistic Clustering.
In Exclusive Clustering, data is grouped in an exclusive
way, so that if a certain datum belongs to a definite
cluster then it could not be included in another cluster.
Overlapping Clustering uses fuzzy sets to cluster data,
so that each point may belong to two or more clusters
with different degrees of membership. Hierarchical
Clustering is based on the union between the two
nearest clusters. The beginning condition is realized
by setting every datum as a cluster. Probabilistic
Clustering uses a completely probabilistic approach.
Fig. 3 Basic Concept of Clustering
The flow chart given in Fig.4 describes the algorithmic

steps in clustering
6.2.2 K-Means Clustering Technique

This technique has as an input, a predefined number
of clusters i.e k, Means stands for an average location
of all the members of a particular cluster (Mac Queen
(1967)). The value of each attribute of an object
represents a distance of the object from the origin
along the attribute axes. In order to use this geometry
efficiently, the values in the data set must all be
numeric. The basic step of K-Means clustering is a
simple, iterative procedure, in which a crucial concept
is the one of centroid. Centroid is an artificial point
in the space of records which represents an average
location of the particular cluster. The coordinates
of this point are averages of attribute values of all
objects that belong to the cluster. Usually this iterative
procedure of redefining centroids and reassigning
the objects to clusters needs only a few iterations to
88
Fig. 4 Flow Chart of KMeans Clustering Technique
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7
Study area
The study area - Gaddiannaram Municipality of

Ranga Reddy district, Andhra Pradesh is one of
the 10 potential municipalities of Hyderabad. This
Municipality is surrounded by the MCH area,
Shamirpet, Keesara, Uppal, Qutubullapur, Medchal
and Balanagar. Gaddiannaram has an area of
2.2 Sq. Kms., and is divided in to 21 election wards.
The Municipality is located on the approximate
latitude of N 170-21 - N 170-22.5 & longitude
E 780 31.5 - E780 32. The land use activities are
predominantly residential, followed by commercial
and educational centres. The municipality is well
connected with road and rail network with other parts
of the city. There is a lot of Inter and Intra city traffic
passing through the Gaddiannaram Municipality.
There is no defined functionality of the road systems
in the Municipality. The hierarchy is of major and
minor roads only. The existing pattern of major road
network in Gaddiannaram municipality is Radial type.
All other minor roads exhibit a tree and grid type
structure. The base map of the study area is enclosed
in Appendix.
8
The outputs from the static and dynamic analysis are

given in Figs.12 and 13. The road network identified
through the SDSS is shown in Fig.14.
Fig. 5 Distribution of GPS Points in Study Area
Application of methodology
The two methodologies suggested above are applied

to the study area, Gaddiannaram municipality.
8.1
Approach for Road Network Orientation and

Planning through SDSS
ARC GIS 9.1 has been used for the analysis in this
study as its capabilities best suit the current study.
The GPS control points and the base map generated
through the analysis is given in Figs. 5 and 6 in
Appendix. The user preferred paths to facilitate all
types of movements i.e Internal Internal, Internal
External, External Internal and External External
are generated in GIS interface and are given in
Figs.7 to 10. The overlay of shortest paths is shown in
Fig.11. Trips have been assigned to the links using All
or nothing assignment and the link loading is shown
in Fig.12 . Static analysis is the generation of paths
considering no trip movement between OD pairs.
Dynamic analysis is generation and assignment of trips
to the links when the trip exists between the OD pairs.
Fig. 6 Base Map of Study Area
Fig. 7 User Preferred Path Generated for I I in

Static Analysis Static Analysis
89
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Fig. 8 User Preferred Path Generated for I E in Static Analysis
Fig. 11 Overlay of all the User Preferred Paths in Junction

Static Analysis
Fig. 9 User Preferred Path Generated for E I in

Static Analysis
Fig. 12 Link Loading in Static Analysis and

Loading from Dynamic Analysis
Fig. 10 User Preferred Path Generated for E E in

Static Analysis
Fig. 13 Link Loading on User Preferred Paths
90
TECHNICAL PAPERS
overlap sizes. Hence the categorization now reduces
from 409 to 126.
The analysis is attempted in the following steps:
1.
Fig. 14 Road Network Configuration Identified from SDSS
8.2
Determination of coordinates of the nodes

along the user preferred path:
Iteration 0: Each node represents one point with

two attributes (X, Y). The trip intensity is taken on
X-Axis and junction overlap size is taken on Y-Axis.
The coding of the nodes is shown in Fig.15. The graph
thus plotted is shown in Fig.16. The coordinates of
nodes are measured from the graph and presented in
table below:
Approach for Road Network Orientation

and Planning Through K- Means Clustering
Technique:
Trip intensity of all the nodes falling under the user

preferred path and their corresponding overlap size
obtained from the static analysis are considered
as inputs for this approach. The objective of this
approach is group the nodes virtually/cluster them in
unique categories. There are 970 nodes in the entire
study area out of which 409 junctions fall under user
preferred path. Out of 409 nodes, only 126 node
categories are found with different trip intensities and
Fig. 15. Coding of nodes in Clustering technique
Table 2 Coordinates of the Nodes Identified along the User Preferred Path
Y
X (Trip
Node no
(Overlap
intensity)
size)
Y
X (Trip
Node no
(Overlap
intensity)
size)
Y
X (Trip
Node no
(Overlap
intensity)
size)
15
0.59
0.44
126
0.1
0.56
236
0.18
0.56
16
0.93
0.14
127
0.5
0.1
245
0.02
0.52
18
0.07
0.66
129
0.09
0.3
250
0.06
0.32
21
0.1
0.26
136
0.07
0.44
255
0.11
0.86
22
0.25
0.44
137
0.12
0.54
261
0.02
0.52
31
0.09
0.48
139
0.09
0.44
263
0.03
0.36
34
0.07
0.06
141
0.21
0.56
269
0.05
0.62
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Node no
39
41
42
45
48
53
55
57
60
63
66
68
74
76
80
82
90
92
93
95
98
99
100
101
102
103
105
108
110
111
112
116
119
121
122
92
Y
X (Trip
(Overlap
intensity)
size)
0.12
0.2
0.17
0.48
0.05
0.52
0.06
0.2
0.87
0.16
0.06
0.38
0.02
0.52
0.05
0.16
0.23
0.26
0.11
0.2
0.18
0.22
1
0.1
0.04
0.3
0.07
0.26
0.06
0.44
0.06
0.6
0.06
0.46
0.06
0.3
0.09
0.26
0.02
0.3
0.11
0.24
0.61
0.4
0.04
0.2
0.06
0.34
0.45
0.34
0.01
0.6
0.06
0.62
0.01
0.16
0.39
0.08
0.43
0.3
0.04
0.62
0.08
0.5
0.09
0.56
0.04
0.56
0.05
0.22
Node no
142
143
148
149
155
160
161
163
168
172
173
175
182
185
186
190
192
194
197
198
203
205
206
207
212
213
215
216
217
220
222
223
224
232
233
Y
X (Trip
(Overlap
intensity)
size)
0.12
0.26
0.24
0.3
0.05
0.66
0.01
0.42
0.17
0.56
0.19
0.58
0.02
0.26
0.01
0.42
0.06
0.44
0.51
0.22
0.09
0.54
0.08
0.5
0.02
0.16
0
0.28
0.05
0.54
0.06
0.52
0.18
0.52
0.01
0.36
0.01
0.36
0.11
0.12
0.04
0.34
0.04
0.3
0.05
0.5
0.01
0.34
0.03
0.34
0.03
0.66
0.02
0.48
0.18
0.68
0.01
0.48
0.08
1
0.06
0.86
0.02
0.2
0.13
1
0.05
0.5
0.4
0.16
Node no
274
280
283
284
295
303
305
306
309
310
314
318
319
322
325
327
329
332
334
340
341
344
345
350
352
355
359
364
372
373
377
379
382
389
407
Y
X (Trip
(Overlap
intensity)
size)
0.12
0.1
0.06
0.4
0.07
0.6
0.04
0.38
0.18
0.6
0.05
0.16
0.04
0.32
0.13
0.3
0.55
0.48
0.69
0.6
0.06
0.24
0.43
0.18
0.01
0.34
0.06
0.24
0.07
0.4
0.02
0.12
0.41
0.16
0.03
0.4
0.58
0.46
0.51
0.16
0.57
0.42
0.08
0.74
0.08
0.76
0.53
0.18
0.13
0.76
0.03
0.48
0.12
0.48
0.12
0.08
0.51
0.12
0.14
0.06
0.26
0.14
0.72
0.48
0.36
0.48
0.34
0.14
0.14
0.48
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Fig.16 Representation of nodes as Coordinates in an Attribute Space
2.
Determination of initial value of centroids:
The values close to origin are considered as centroids.

Let us consider the nodes 34, 111, 48, 129 and 103 as
the first centroids. Let c1, c2, c3, c4 and c5 denote the
coordinate of the centroids.
Table 3 Initial Value of Centroids
Centroid
Node no
X
Y
Coordinate Coordinate
c1
34
0.07
0.06
c2
111
0.43
0.3
c3
48
0.87
0.16
c4
129
0.09
0.3
c5
103
0.01
0.01
3.
Determination
distance:
of
Objects-Centroids
Calculate the distance between cluster centroid to each

object which is an important step in any clustering
that determines how the similarity of two elements
is calculated. This will influence the shape of the
cluster. Euclidean Distance is the most common use of
distance which examines the root of square differences
between coordinates of a pair of objects.
n
dt/ =
(x
k 1
ik
x jk )
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TECHNICAL PAPERS
Table 4 Distance Matrix for Iteration 0
The distance matrix (D0) at iteration 0 is given

above.
The distance between node 15 and centroid c1 is

{(0.59 - 0.07)2 + (0.44 - 0.06)2} = 0.64,
Each column in the distance matrix symbolizes the

node. The first row of the distance matrix corresponds
to the distance of each node to the first centroid and
the second row is the distance of each node to the
second centroid.
and its distance to the second centroid c2 is {(0.59 0.43)2 + (0.44 - 0.3)2} = 0.21, Likewise, the distance
matrix given in Table 4 is determined between all the
nodes and centroids.
For example,
3.
The coordinates of Node 15 are (0.59, 0.44), centroid

c1 are (0.07, 0.06) and centroid c2 are (0.43, 0.3).
Each object is assigned a group based on the minimum

distance. The group matrix (G0) at iteration 0 is shown
in Table 5.
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Objects clustering:
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Table 5 Group Matrix of Iteration 0
4.
Iteration-1: Determination of new centroids
Table 6 New Centroids in Iteration 1
All the nodes are classified in one of the 4 groups. The

centroid for each group is determined from the mean
coordinates of the nodes falling under each group.
Based on group matrix G0, the new centroid of each
group is computed based on these new memberships.
Centroid
c11
c21
c31
c41
c51
5.
X Coordinate
0.08
0.50
0.93
0.08
0.06
Y Coordinate
0.12
0.30
0.13
0.45
0.05
Iteration-1: Objects-Centroids distances
Similar to step 3, distance matrix (D1) at iteration 1 is

shown in Table 7
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TECHNICAL PAPERS
Table 7 Objects Centroid Distance in Iteration 1
6.
Iteration-1: Objects clustering:
(G1) at iteration 1 is shown in Table 8.
Similar to step 4, each node is assigned a category

based on the minimum distance. The group matrix
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Table 8 Group Matrix in Iteration1
The iteration process is carried out in the similar

manner until the group matrix of present iteration
is equal to the previous iteration. Then the final
grouping is obtained. In the analysis, final group
matrix is obtained at iteration 5, hence the group

matrix at iteration 5 is taken as resulting matrix. The
corresponding group Table is given in Table below:
Table 9 Node Numbers Falling under Each Group
SNo
1
2
3
4
Group
Node Numbers Falling Under the Group
no
G 1 21,39,45,53,57,60,63,66,74,76,92,93,95,98,100,101,122,129,142,143,149,161163,185,194,
197,203,205,207,212,223,250,263,280,284,305,306,314,319,322325,332,364
G 2 15,99,102,110,111,127,172,233,309,318,329,334,340,341,350,372,382,389
G 3 16,48,68,310,379
G-4
18,22,31,41,42,,55,80,82,90,105,112,116,119,121,126,136,137,139,141,148, 155,160,168,
173,175,186,190,192,206,213,215,216,217,220,222,224,232, 236,245,255,264,269,283,29
5,344,345, 352 , 355,359,407
G - 5 34,103,108,182,198,274,303,327,373,377
97
TECHNICAL PAPERS
Map showing the categorization of groups is shown
in Fig.17.
Fig. 19 Longitudinal and Transitional Corridors

Identified in the Study Area
Fig. 17 Grouping of Nodes using Clustering Technique
Group 1 indicates the nodes having least overlap size

and least trip intensity. Group 2 indicates the nodes
with high overlap size and least/medium trip intensity.
Group 3 indicates the nodes with least/medium overlap
size and high trip intensity. Group 4 and 5 indicate
the nodes with high overlap size and trip intensity.
The primary road system is planned in such a way
that it passes through groups 4 and 5 and is shown in
Fig.18.
Following are the findings obtained from the study.

1.
2.
3.
4.
Fig. 18 Road Network Configuration Identified from K-Means

Clustering Technique
The longitudinal and transitional corridors identified

from the analysis are shown in Fig.19.
98
Findings from the study
18 % of the trip movements were found to be

internal internal and the remaining 82% of the
trips are external based trips
The road density is varying from 23 km/sq.km
to 28 km/sq.km in the municipality which
indicates the non uniformity of road length
distribution
37.18 km of road length is observed as the user
preferred path. Out of 54.5 km of road network
in Gaddiannaram municipality, 68% of the
road length is used in shortest path in static
analysis.
95 % of the road length obtained from the
approach using SDSS has matched with the
approach using K-means clustering technique.
The arterial roads have found to be more
coinciding in both the approaches.
10 Conclusion
Improvement of the mobility based on access and
hierarchy is the objective that has been accomplished
in the study. The planning and design proposed in the
study will be supportive in the smooth transition of the
sprawl to an urban fabric. The study advocates the idea
that, when the capability of new construction of roads
is limited, a thoroughly designed road systems that fills
the sprawl space better and improves the accessibility
TECHNICAL PAPERS
within the area can provide a larger transportation
capability to serve more people and a better economy.
The Arterials and Sub arterial systems are well
defined in urban areas but in transitional urban areas
/sprawls like the study area, the road functionality is
not defined. This study has presented an approach for
defining the functionality of road network using SDSS
and k-means clustering technique. These hierarchial
systems are recommended to form the main structure
in the Municipality. Thus they facilitate all the major
movements/interactions in the municipality. The
study has given a lead to the scientific planning in the
municipality from road user perspective.
10.
DOMENICO GATTUSO and ERNESTO MIRIELLO.

2005. Compared Analysis of Metro Network Supported
by Graph Theory. In Networks and Spatial Economics,
5:395-414
11.
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land use planning. HMSO, London.
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ERIK JENELIUS, TOM PETERSEN and LARS

GORAN MATTSSON, 2006. Road network vulnerability
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Proceedings of Transportation Research Arena., Goteborg,
June 12 15, 2006
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an evaluation of road system designs. In Regional studies,
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14.
Feng Xie & David Levinson, 2005. Measuring the

Structure of Road Networks, Working Papers 200702,
University of Minnesota: Nexus Research Group
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FENG XIE and DAVID LEVINSON - 2007 Topological

Evolution of Surface Transportation Networks.
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Proceedings of 86th Annual Meeting of Transportation
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Gastner, M. T. and Newman, M. E. J. (2006), The

spatial structure of networks, Eur. Phys. J. B , Vol. 49,
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17.
JAMES F.CAMPBELL, 1992. Selecting Routes to

Minimize Urban Travel time. Transportation Research B,
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100
SCOTT D.M.,NOVAK.D AND AULTMAN HALL.L,

AND GUO.F April 2005. A new method for identifying
Government of India
Ministry of Road Transport & Highways
1, Parliament Street,
Transport Bhawan,
New Delhi- 1100 01
Dated: the 18th Dec, 2012
RW-22012/01/2012-Mech
To,
1.
2.
3.
4.
5.
All Chief Engineers of the States and Union Territories, dealing with National Highways.
The Director General Border Roads, Seema Sadak Bhawan, Delhi Cantt, New Delhi
The Chairman, National Highways Authority of India (NHAI), New Delhi
The Secretary General, Indian Roads Congress, New Delhi
The Director, Indian Academy of Highway Engineers, Noida
Subject:
Use of Recycling technology for PR (Periodic Renewal) works on National

Highways.
Sir,
In supersession to Ministrys circular No. RW/NHVI-67(10)/85 dated 16.10.1985 on the subject
Recycling of bituminous surfacing- Introduction of the technique of the following circular is issued.
2.
To strengthen the reaches overlay is considered, which requires fresh aggregates and bitumen. The
level of road surface rises after overlay. Due to rise in level of road surface the level of adjacent structures
such as footpath and median kerbs have to be raised. In urban areas overlay is generally associated with
other infrastructure improvement works.
3.
However for maintaining the reach with periodical renewal, recycling may be a better option than
an additional renewal course. The restrictions on mining have necessitated the requirement to conserve
aggregates. There is also a need to conserve bitumen by reusing it wherever feasible. As such, efforts are
required to adopt suitable technology which will be helpful in the conservation of natural resources.
Recycling can be one such technology.
4.
Recycling technology is a part of Ministrys Specifications for Road and Bridge Works.
Resurfacing of Bituminous surface by Hot-in-Situ Recycling/Central Plant Recycling was also
recommended in the Chief Engineers Meeting at the 197th Mid-term Session of IRC at Kohima.
5.
In view of the inherent advantages of recycling technology, Recycling of bituminous surface on at
least 10% of stretches which are otherwise structurally sound, may be proposed for PR works (Periodical
Renewal) on National Highways.
6.
It is suggested to select a stretch of 30-50 km (which may not be continuous) of two lane Highway,
if necessary by clubbing the reaches. Proportionately minimum stretches for 4/6 etc. lane may be
calculated. Recycling of the existing bituminous wearing course can be considered where the existing
thickness of the bituminous layer is at least 100 mm. Thickness/depth of recycling shall be the thickness of
existing wearing course and the treated finished wearing course shall be of the same specifications and
thickness as that of the existing wearing course (such as SDBC, BC etc).
This circular is issued with the approval of the competent authority.
Yours sincerely,
Sd/(K.C. Sharma)
Superintending Engineer (Mech)
.For Director General (RD) &Special Secretary
101
Government of India
Ministry of Road Transport & Highways
1, Parliament Street,
Transport Bhawan,
New Delhi- 1100 01
RW-22012/02/2012-Mech
To
1.
2.
3.
4.
Dated: the 4th Jan, 2013
The Principal Secretaries/Secretaries of all States/U.Ts. Public Works Department dealing with National
Highways, other Centrally Sponsored Schemes and State Schemes.
The Engineers-in-Chief and Chief Engineers of Public Works Departments of States/U.Ts dealing with
National Highways, other Centrally Sponsored Schemes and State Schemes.
The Chairman, National Highways Authority of India (NHAI), G-5&6, Sector-10, Dwarka,
New Delhi- 110 075.
Director General (Border Roads), Seema Sadak Bhawan, Ring Road, New Delhi- 110 010.
Subject:
Mechanised Patching.
Sir,
Road maintenance including pothole/ patch repair is required to ensure public safety, repair of defects and
to ensure required level of service. Inadequate and improper road maintenance at the time of creation of potholes
generally leads to deterioration of roads which result in higher vehicle operating costs, increased number of road
accidents and reduces the reliability of transport services. Introduction of mechanized repair is considered essential
in order to have faster and long lasting repair. Also mechanized repair will be more reliable and lasting than non
mechanised means of repair.
2.
Pothole/Patch repair is a part of Ministrys Specifications for Road and Bridge Works. Mechanised repair
of potholes was also discussed in the Chief Engineers Meeting at the 197th Mid-term Session of IRC at Kohima
and recommended that at least 10% of the stretch to be repaired using machinery under OR (Ordinary Repair) in
each State.
3.
Mechanized patching machine containing all the required materials/equipment may be considered for
efficient, immediate patching to avoid deterioration.
4.
Mechanized patching machine should contain the following in the single unit.
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
5.
Jack hammer/hand tools suitable for the purpose of removal of the defective material.
Provision of Compressed air to remove dust and loose particles.
Filling the pothole with graded material as per specifications.
Facility/ Arrangement for preparation of mix.
Arrangement for Tack/prime coat.
Arrangement for Compaction with vibratory walk behind roller/plate compactor etc.
Traffic control equipment.
Mechanized patching can be undertaken through any of the following technologies.

(a)
Emulsion based cold mix technology
(b)
Emulsion based cold mix through High velocity jet technology
(c)
Infrared technology.
(d)
Any other technology
Any of the above mentioned technologies is required to be approved by the employer for patching, from
cleaning to the stage of making it road worthy.
6.
In view of the above at least 10% of the stretches to be repaired may be identified and proposed for
Mechanized patching under OR (Ordinary Repair) in each State.
This issues with the approval of the competent authority.
Yours sincerely,
Sd/(K.C. Sharma)
Superintending Engineer (Mech)
For Director General (RD) &Special Secretary
102
Yours faithfully,
Sd/(Maya Prakash)
Deputy Secretary to the Government of India
103

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INDIAN HIGHWAYS

A REVIEW OF ROAD AND ROAD TRANSPORT DEVELOPMENT

Issues Related to Forest Clearance for Road and Highway Projects

Output and Performance Based Contracts - An Overview

101-103 Circulars Issued by Ministry

The Indian Roads Congress

Founded : December 1934

Jamnagar House, Shahjahan Road,

Kama Koti Marg, Sector 6, R.K. Puram

From the Editors Desk

ROAD INFRASTRUCTURE PLANNING WAY FORWARD

INDIAN HIGHWAYS, February 2013

INDIAN HIGHWAYS, February 2013

Place: New Delhi

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Vishnu Shankar Prasad

HIGHLIGHTS OF THE 73rd ANNUAL SESSION OF THE INDIAN

January 2013. This mega event and the biggest road

The Session was inaugurated by Shri Sarvey

Dr. V.K. Yadav, Past President IRC, Shri Vishnu

Highlights of 73rd Annual Session

The 73rd IRC Session has some innovative and new

Presentation and discussions on the Road

Expert Talk by eminent speakers from India &

Panel Discussion on Challenges, Constraints

Live Web-cast of the proceedings of the IRC

Technical Presentations by various national and

Presentation by the Global Road Safety Fund of

73rd Annual General Body Meeting for

199th Council Meeting of IRC;

10th Meeting of Indo-French Joint Working

Meeting of Secretaries, Engineers-in-Chief

Technical ExhibitioncumBuyer-Seller Meet;

Three Parallel Technical Sessions;

Presentations by the Inventors & Researchers

Presentation by Research Scholars/M.Tech

Free yoga classes for the participants in the

Discourse by Swami Sukbodananda

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Detailed presentations and discussions of all the

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