Professional Documents
Culture Documents
05 Rural Roads
05 Rural Roads
RURAL ROADS
J.K. Mohapatra and B.P. Chandrasekhar
INTRODUCTION
Rupees
25000
20000
15000
10000
5000
0
Connected
Unconnected
Annual Average Expenditure in Rs
Fair-Weather
Roads
6%
10%
14%
24%
21%
110
120
100
80
60
40
20
0
By 1980
By 1985
By 1990
By 1995
By 2000
Village Population
>1500
10001500
<1000
Total
Rural Roads
111
Table 5.1
Basis for assessment, assessed targets and expected densities in the Road Development Plans.
Name of the Plan
Nagpur Plan
(194361)
Bombay Plan
(196181)
Lucknow Plan
(198101)
Targets
km
Achievement
km
Target density
(All roads)
332,335
500,802
0.32 km per sq km
651,780
912,684
0.46 km per sq km
2,189,000
2,994,000
0.82 km per sq km
112
The DRRP is a compendium of the existing and proposed road network system in the district which clearly identifies the proposed
roads for connecting the yet unconnected habitations to already connected habitations or all-weather roads, in an economically
efficient way. While selecting the connectivity to the unconnected habitation by single all weather road, optimization principle is
applied through Utility Value and Road Index for linkage of the selected habitation with an already connected habitation.
The Core Network (CN) is a subset of DRRP and represents the minimum network that ensures connectivity to all the eligible
habitations through single all weather roads. This enables continuity with the nearest market centre (either existing or a potential one).
This network is the minimum network that is to be kept in good condition. It consists of identified link routes and through routes.
Link Route: Link Routes are the roads connecting a single habitation or a group of habitations to through routes or district roads
leading to market centres.
Through Route: Through routes are the roads which collect traffic from several link roads or a long chain of habitations and lead
it to marketing centres either directly or through the higher category of roads.
Source: Ministry of Rural Development.
W
S
Katasaru
Lelong
Gondalipani
Asanbera
Bhundupani Sarlonga
Kuskela
Purnapani
Takaba
Karamukh
Hardibera
Khanjaloya
Bengarpani
Keondih
Chiarikani
Jamadori
POPTOTAL
0250
251500
Ghaghari
5011000
Bhelwadih
Kindardega
Basatpur
1000 and above
Kobang
Pahargurda
Hathabari Banabira
Kesalpu Pakartanr
Kairbera
Danargurda
Kongseri
Kinbira
Kamtara
Paledih
Tamara
Taisera
Maskera
Biru Belkarcha
Kulkera
Dumardih Manesera
Sikiriatar Chiksura Fulwatanga Sokari
Arani
Sarkhutoli
Tabhadih Ankara
Barkatangar
Sogara
EhuSabera Birkera
Sewai Bandojore
Madhuban Khotitoli
Hawatoli
Kochedega
Koliadamar
Baghlatta Bangru
Sunsewai
Ghosara
Kudrum
Birkera
Bhawarpani
Sarja
Tilga
Pithara
Kasaidohar
Guida Bigari
Barabarpani Thailkobera
Tumdegi
Chotabarpani
Kharwagartha Bindhaitoli
Belgar Jogbalrai
Katukona
Merumloya
Tina
Barkichhapa
Muia
0 1 2
Million less
Rural Roads
Core Network Plan
Simdega Block, Simdega District, Jharkhand
N
E
W
S
Katasaru
Lelong
Gondalipani
Asanbera
Bhundupani Sarlonga
Kuskela
Purnapani
Karamukh Takaba
Hardibera
Khanjaloya
Bengarpani
Keondih
Chiarikani
Jamadori
0 1 2
Ghaghari
Basatpur
Kobang
Kesalpu Pakartanr
Million less
POPTOTAL
0250
251500
5011000
Bhelwadih
1000 and above
Pahargurda
Kairbera
Danargurda
Kongseri
Kamtara
Paledih
Tamara
Taisera
Maskera
Biru Belkarcha
Kulkera
Dumardih Manesera
Sikiriatar Chiksura Fulwatanga Sokari
Arani
Sarkhutoli
Tabhadih Ankara
Barkatangar
Sogara
EhuSabera Birkera
Sewai Bandojore
Madhuban Khotitoli
Hawatoli
Kochedega
Koliadamar
Baghlatta Bangru
Sunsewai
Ghosara
Kudrum
Birkera
Bhawarpani
Sarja
Tilga
Pithara
Kasaidohar
Guida Bigari
Barabarpani Thailkobera
Tumdegi
Chotabarpani
Kharwagartha Bindhaitoli
Belgar Jogbalrai
Katukona
Merumloya
Tina
Barkichhapa
Muia
Kindardega
Hathabari Banabira
Kinbira
113
Technical Agencies
Fifty State Technical Agencies (STAs), mainly National Institutes
of Technology and Government Engineering Colleges of
repute have been identified in consultation with the state
governments to advise and assist the Executing Agencies by
scrutinizing the project proposals prepared by the state
governments, providing requisite technical support to the state
governments, and undertaking training programmes.
The NRRDA has also identified seven Principal Technical
Agencies (PTAs) to act as the Regional Coordinators of the
STAs as well as the extended arms of NRRDA in the pursuit
of its objectives. The PTAs oversee the activities of the STAs
in the region, carry out random checks of the Detailed Project
Reports (DPRs) scrutinized by STAs, evaluate specifications
and practices, develop course material for training programmes,
and act as resource institutions. The PTAs are also to assist
the NRRDA in quality audit of roads. The identified PTAs
are the Central Road Research Institute (CRRI), IIT, Mumbai,
Department of Civil Engineering, University of Bangalore,
IIT, Kharagpur, IIT Roorkee, Birla Institute of Technology,
Pilani, and National Institute of Technology, Warangal.
114
Operations Manual
The NRRDA has prepared an Operations Manual which is
utilized by all the Executing Agencies in the field in the
implementation of projects cleared under the PMGSY. This
is expected to provide clear and uniform guidelines to the
executing agencies in the states in regard to standards,
specifications, guidelines, and prioritization criteria.
Maintenance Management
Huge assets are being created as a result of construction of
new roads and upgradation of existing roads in order to
provide full farm-to-market connectivity. Guidelines provide
for the ways and means to ensure regular and systematic
maintenance of the assets created under PMGSY. The state
governments are expected to take steps to build up capacity
in the District Panchayats and devolve funds and functionaries
unto them to enable them to manage maintenance contracts
for rural roads.
All PMGSY roads (including associated main rural links/
through routes of PMGSY link routes) are covered by 5-years
maintenance contracts entered into along with the
construction contract, with the same contractor, as per the
standard bidding document. Maintenance funds to service
the contract are to be budgeted by the state government and
placed at the disposal of SRRDA in a separate maintenance
account. The states have also been advised to prepare
comprehensive maintenance management plans.
While these interventions have brought about some degree
of professionalism in the programme management and fostered
a culture of quality in the rural roads sector, the absorption
capacity of the states as well contractors is still well below the
levels required to achieve the targets set under Bharat Nirman.
Assessment of Targets
All states have been requested to prepare DRRPs as
compendiums of all existing roads and those roads proposed
for connecting the unconnected target habitations, starting
from Block Maps and identification of the Core Network
Based on such maps which were prepared with full inventory,
eligible habitations have been identified as per programme
guidelines and the length required as well as the costs at
constant prices assessed (Table A5.1). In tune with the
Population
category
1000 and above
500999
250499
Total
No. of
eligible
habitations
No. of
habitations
covered by
projects
approved
No. of
habitations
connected
59,855
81,466
31,451
172,772
28,361
21,942
6335
56,638
16,081
8602
2620
27,303
Rural Roads
115
116
Impact on agriculture
Construction of the PMGSY roads has substantially benefitted
farmers. Prior to the construction of the PMGSY roads,
farmers found it difficult to sell agricultural goods in bigger
markets located far away from their villages.
PMGSY road connectivity has led to a better transport
systems during all seasons. Farmers mentioned that the
problem of not being able to access the markets during
monsoon has been solved by the construction of roads. This
impact has been greatly felt in the states of West Bengal,
Himachal Pradesh, Mizoram, Assam and so on.
The PMGSY roads have made it easier to transport
agricultural inputs to villages which has led some farmers to
switch from food crops to cash crops (such as ginger, jute,
sugarcane, sunflower).
An increase in the number of families rearing goats/sheep
for commercial purposes was mentioned by beneficiaries in
the states of Rajasthan, Himachal Pradesh, and Uttar Pradesh.
Many families have bought cycles after the construction
of the road to be able to carry dairy products for sale to
nearby towns.
Employment generation
After the construction of PMGSY roads, an improvement
in the employment situation in terms of more job opportunities,
avenues for self-employment, and so on were observed. Onfarm employment opportunities also increased due to shift
from grains to cash crops and also multiple cropping
particularly in the state of Tamil Nadu, Madhya Pradesh,
and Mizoram.
More people are going to nearby towns and villages for
odd jobs like selling woods, vegetables, dairy products and locally
made items like pickles, papad and so on due to expansion
of local industries, which in turn has generated employment
opportunities.
Rural Roads
117
Cottage industry
Transport services
Health
There has been an overall improvement in access to health
facilities like PHCs, sub-centres, and district hospitals in the
states of West Bengal, Uttar Pradesh, Orissa, Tamil Nadu,
Himachal Pradesh, and Madhya Pradesh. Positive impact was
observed on accessibility to preventive and curative health care
facilities; better management of infectious diseases, and
attending to emergencies and increase in frequency of visits
by health workers.
Improvement in antenatal and post-natal care was observed
by beneficiaries, thereby decreasing obstetrics emergencies,
in the states of Mizoram, Madhya Pradesh, Orissa, Tamil Nadu,
Uttar Pradesh, and West Bengal. Road connectivity and an
improved transport system enabled families to opt for
institutional deliveries in hospitals outside the village.
Decrease in infant and child mortality especially in the states
of Orissa, Madhya Pradesh, Himachal Pradesh, Tamil Nadu,
Uttar Pradesh, and West Bengal was reported.
Quality of life
An immediate and direct impact of providing rural road
connectivity was observed in the quality of life as cooking
gas became available in villages. The states of Mizoram, Tamil
Nadu, West Bengal reported conversion of kuchcha houses
to pucca houses. The connectivity led to sudden escalation
of prices of land adjacent to the PMGSY roads. This also led
to an increase in the sale of land for commercial purposes.
Poverty alleviation
The roads, directly or indirectly have provided opportunities
for on-farm and offfarm employments as well as selfemployment. With the improvement in on-farm and non-farm
employment opportunities, beneficiaries in all the states
reported increase in their average household income, thus,
reduction in poverty.
Education
With the construction of PMGSY roads, there has been
an improvement in the accessibility to education facilities.
This has resulted in increased school enrolment and school
attendance in all the states, especially, in the number of
girls going to schools in Assam, Madhya Pradesh, Orissa,
Tamil Nadu, and West Bengal. Most parents mentioned
that they were now more confident about sending their
daughters to schools unescorted. Moreover, regular attendance
of the teachers throughout the year is observed and
greater willingness is evident among parents to send
boys and girls for higher studies and college education outside
their villages.
118
Box 5.2
Why Cost varies across Regions
A typical rural road consists of compacted sub-grade, granular sub-base, base-course with graded aggregate and thin bituminous
surface course in the form of pre-mix concrete with a seal coat. In order to ensure the serviceability of the road through out the year
with safety, necessary cross drainage (CD) structures, side drains, road signs, and other road furniture should be an integral part of the
rural road.
The detailed analysis of cost variation of rural roads was carried out at IIT, Roorkee covering 480 roads in 50 districts of Bihar,
Uttaranchal, and Uttar Pradesh. The analysis decomposed the cost of construction into cost towards site clearance, retaining walls, CD
structures, earthwork, sub-base, base-course, and surface course. The average cost of different components per km of the sample
analysed is presented in the table below.
Table B5.2.1
Average Cost Variation of Rural Roads in Bihar, UP, and Uttaranchal
Cost per km of (in Rs lakh)
Name
of the
State
Bihar
U.P.
Uttaranchal
No.
of
roads
analyzed
Avg. No.
of CD
structure
Construction
Site
clearing
44
382
54
3
3
8
20.7
19.2
26.6
.06
.04
2.47
Retaining
CD
wall
structure
0
0.01
2.76
1.05
1.34
3.54
Earth
work
Sub-base
Base
Surface
1.83
1.90
1.59
5.56
6.71
4.77
7.97
5.84
6.01
3.79
2.86
3.88
Av.
TranspDist. of ortation
quarry
Cost/
(km)
km
108
145
37
7.61
6.02
4.76
Rural Roads
119
120
Rural Roads
121
one tonne of steel results in generation of one tonne of solid waste. Big steel plants in India generate about 29 million tonnes of waste
material annually. In addition, there are several medium and small plants all over the country. Slag reduces the porosity and permeability
of soil, thus increasing the water logging problem. It causes respiratory ailment among nearby residents, contaminates ground water,
and adversely affects the landscape of the area. Slag can be used as pavement material in a variety of forms. It can be used as a base or
sub-base material either in bound or unbound condition. It meets all the requirements set forth by the MoRTH. As per IRC:372001,
Rs 5 lakh per km can be saved by using slag as road material (Kumar et al. 2002).
It is evident that steel plant by-products, either as such or in suitable combination, can be used in sub-base or base course layer of
a road pavement. In order to compare the structural performance of these materials test sections were constructed using slags at
Rourkela in 19967. Post construction performance monitoring showed that the test sections are comparable to control sections
constructed using conventional materials.
MARBLE DUST
Widely found in Rajasthan, it is a waste material of marble industry. It has been shown that the California Bearing Ratio (CBR) of the
sub-soil may be increased by upto 40 per cent to 50 per cent by mixing 15 per cent to 25 per cent of marble dust depending upon the
nature of soil. Thus the cost of construction may be reduced considerably.
PHOSPHOGYPSUM
It is a by-product of phosphoric acid based fertilizer plants. It can be used to stabilize black cotton soils as it reduces the shrinkage and swelling
of black cotton soil. The fertilizer plant of Indogulf Corporation located at Dalhej, Gujarat has demonstrated usage of this technology. The
cost of road after phosphogypsum stabilization is about 25 per cent less than the normal construction cost (Misra et al. 2004).
122
Jute Geo-Textile (JGT) is a natural technical textile laid in or on soil to improve its engineering properties. JGT is made out of yarn
obtained from the jute plant. It has high moisture absorption capacity, excellent drapability, and high initial tensile strength. It is
environment friendly, biodegradable, easily available, and economical. Use of JGT leads to natural consolidation of sub-grade
soil and has a potential to enhance the CBR value of the sub-grade by 1.5 to 3 times. Use of JGT dates back to as early as in
1920s when it was tried in some sections of a road at Dundee in Scotland. It was also used in a major road in Calcutta by the
British in 1934.
The NRRDA has taken up a pilot project in collaboration with the Jute Manufacturers Development Council (JMDC) to
demonstrate the potential benefits of the use of JGT in construction of rural roads. This pilot project aims at standardization of
different types of JGT. Under the pilot project, ten roads have been selected in Assam, Chhattisgarh, Madhya Pradesh, and Orissa
covering a length of 47.84 km (Table B5.4.1). Central Road Research Institute has been engaged as a technical consultant for this
project for project preparation, quality control, monitoring, and performance evaluation.
Table B5.4.1
Details of Jute Geo-Textile Pilot Projects
State
Road
Length
(km)
Conventional
Cost
(Rs lakh)
Cost with
JGT
(Rs lakh)
Orissa
Orissa
Madhya Pradesh
Madhya Pradesh
Chhattisgarh
Chhattisgarh
West Bengal
West Bengal
Assam
Assam
Jaipur-Mahananagal
MDR14 to Chatumary
Berasia to Semrakalan Approach road
Ghelawan village to PMGSY Road
Kodavabani to Khursi
Khairjhiti to Ghirghoisa Road
Notuk to Dingal
Nandanpur to Marokhana High School
Rampur Satra to Dumdumla
UT Road to Jarabari/Barnagaon
Total Cost
Average Cost/km
5.50
4.00
5.10
3.14
4.80
5.50
4.80
6.20
4.20
4.60
47.84
289
183
141
89.5
173
189
243
321
190
205
2023
42
246
162
140
74
159
171
188
303
157
193
1783
37
The detailed projects reports indicate that use of JGT would reduce the total cost of construction by Rs 2.40 crore and the average
cost by Rs 5 lakh per km. All the projects are now in progress. CRRI would monitor performance of the roads upto 18 months after
completion of each road.
Source: National Rural Roads Development Agency.
Rural Roads
Strategies adopted in different countries enable us to
identify the main requirements for ensuring sustainable rural
roads maintenance as summarized below:
1. Policy decision on maintenance and commitment of the
government for the preservation of rural road assets
deviating from the bias towards new construction. There
is an urgent need to projectize the cost of maintenance at
the time of planning the new construction itself, in order
to achieve sustainability.
2. Development of Technical Standards for design and
construction along with a streamlined Quality Assurance
System as these have a bearing on subsequent
maintenance.
3. Adopting suitable Maintenance Management System for
planning, implementation for optimal use of constrained
resources, with clear policy of prioritization and supported
by well-defined documentation of database.
4. Institutional arrangements with clearly identified functions
and functionaries.
5. A dependable funding mechanism for maintenance.
6. Capacity building for the institutions as well as contractors
with necessary training for improvement of technical skills
and adoption of innovative methods of executing the
maintenance operations, in tune with the present day
technology.
7. Involvement of local governments and community at the
appropriate levels for undertaking maintenance of rural
roads with a systematically designed awareness programme
bringing out the consequences of inadequate and deferred
maintenance.
8. Need based Research and Development (R&D) efforts.
Maintenance Strategy
Full Requirement
50% of Full
Requirement
25% of Full
Requirement
123
Organizational Shortcomings
As multiple agencies are involved in the construction and
maintenance of rural roads, there is dilution of responsibility
and lack of accountability for maintenance. Further, there
is virtual absence of an institutionalized mechanism for
inventorization and pavement condition survey. There is no
planning and management system for rural roads for
identification and prioritization of the required maintenance
interventions.
The Panchayati Raj Institutions (PRIs), particularly the
District Panchayats are expected to ultimately take over the
responsibility of rural roads, particularly for maintenance.
However, in most states, hardly any progress is noticeable
with regard to transfer of funds, functions, and functionaries
to the District Panchayats. As a result, it has not so far been
possible to put in place a decentralized community participation
mechanism to ensure proper upkeep and maintenance of
rural roads.
Currently, the work of maintenance is being undertaken
both departmentally and through contractors. However, a
very large percentage of the available funds is spent on salaries
and wages leaving grossly insufficient amounts for non-wage
maintenance components. Though financial audit of public
expenditure on maintenance is undertaken by the C&AG
in the states, there is no formal arrangement in place for
technical audit processes to enhance focus on asset
management. As a large part of rural roads network is with
the state governments and ultimately maintenance of PMGSY
roads would also rest with state governments, there is a need
to reevaluate and relook at the maintenance of rural road
network (Box 5.5).
124
MAINTENANCE STRATEGY
The basic elements of the strategy based on the maintenance needs are as follows:
Road Vision
The state governments should formulate a long term vision covering all aspects of maintenance, the funds available through PMGSY
and other poverty alleviation and employment generation programmes.
Fund Allocation
A dedicated fund for maintenance of roads like the one in Uttar Pradesh needs to be set up in all states. The state governments should
realize that a decision to construct a road implies that it will be maintained subsequently. The source of these funds could be cess on
petrol and diesel, additional cess on agricultural produce, additional royalty on mining and quarries, road maintenance fee in the form
of annual road tax on vehicles, and surcharge on insurance premium for vehicles. The fund should be managed in a transparent
manner and systems and procedures need to be established to ensure accountability.
Core Network
The State PWDs should identify the core roads for each district. It would be appropriate to give priority of maintenance to roads in
the core network. The states should formulate a five year plan for removing the basic deficiencies in the core road network in the first
instance and other roads subsequently.
Improved Monitoring
A system of performance evaluation should be introduced. Some of the performance indicators that can be considered for the purpose
are percentage of maintenance expenditure to required expenditure as per norms, percentage of core road network actually subjected
to periodic maintenance, and percentage of core road network in poor condition. A few African countries which had set up dedicated
road funds for maintenance are regularly monitoring improvements in road condition. Performance audits should relate financial
flows and physical performance indicators to the condition of roads.
Ensuring quality
One of the factors leading to high levels of maintenance is lack of compaction of earthwork, sub-base and base courses, and poor
attention to drainage works during construction of rural roads. Low crust thickness in some cases also contributes to early deterioration.
Rural Roads
125
Responsibility of PRIs
PRIs could be made responsible for maintenance of some non-core village roads and gang labour transferred to them. Some functions,
functionaries and funds (3 Fs) need to be transferred to PRIs. Experience of road maintenance in some of the South American
countries where such strategies have been successful can serve as reference. A summary of contracting the work of routine maintenance
to community based micro enterprises in Peru is given in the following section.
Drainage
Provision of adequate drainage is a critical requirement. A drainage audit must be undertaken for all existing rural roads and deficiencies
in this respect removed in a time bound manner. Initial design for new roads should take into account such requirements in any case.
Traffic Group
150450
0150
Rainfall
Less than 3000 mm
More than 3000 mm
Less than 3000 mm
More than 3000 mm
SD-I
SD-II
5
4
PC
20mm
5
4
MSS
20mm
SDBC
25mm
5
4
5
4
MR-I
5
4
SD = Surface Dressing; PC=Premix Carpet; MSS=Mix Seal Surface; SDBC=Semi-Dense Bituminous Carpet; MR=Metal Renewal.
Source: (MoRTH 2000).
The cycle recommended by the Expert Committee of the MoRTH is ideal and could be the target to be achieved at least in respect of
the core rural roads network.
126
In absence of a proper road inventory and condition survey, it is not possible to make a precise estimate of the maintenance funds
required annually in respect of rural roads. There is no organized data base for roadsinventory, condition, and traffic counts which
can help in formulation of need based maintenance plan. The budget grants for maintenance are usually distributed in a lump sum
manner assigned to road length. Only financial monitoring of expenditure against allotment is carried out. Maintenance works are not
subject to strict budgetary discipline. The system of performance budget whereby details of physical achievements against prespecified
targets (activity and work-wise) does not exist in many states. Maharashtra has developed suitable formats for performance budgeting
and can serve as a good reference.
Rural Roads
State PWD
NREGs
SGSY
GROUP
127
As in Peru, the state PWD department may also enter into a contract
with these groups so that the groups are ensured a steady source of income
and middlemen are eliminated. Depending on their performance, the groups
should also be given incentives so that their needs for other equipment are
also taken care of. After gaining enough experience in routine maintenance,
these people may also be considered for taking up periodic maintenance,
obviously, under strict control of the state PWD. The above scheme would
have the benefits of routine road maintenance, employment in rural areas,
poverty reduction, no extra requirement of funds for maintenance, feeling
of ownership amongst the rural masses, a step towards decentralization
keeping in spirit of the 73rd amendment, creation of workforce for
maintenance in all rural areas, effective planning for road maintenance,
and control on routine maintenance (Figure B5.5.1).
Note: Views expressed here are of the author of the box.
Box 5.6
A Proposed Model of Community Participation in Rural Road Maintenance
Ensuring sustainability of rural roads requires (i) rigorous planning and design, (ii) an effective delivery system, (iii) mobilization of
adequate resources, and (iv) appropriate technology and mechanism for the maintenance interventions. The three-tier Panchayati Raj
System (PRIs), which has come into existence by virtue of the 73rd Amendment of the constitution, offers an excellent opportunity to
institutionalize a hierarchical, decentralized system of maintenance with more technical and complex operations assigned to the district
level and the most routine and low technology operations to be tackled by the village panchayats through the maintenance gangs
(MGs). The model envisages formation of MGs with four or five able-bodied villagers to be selected from the village itself and
imparted training on simple maintenance activities. The suggested model of allocation of maintenance responsibility is as follows:
Table B5.6.1
Model of Allocation of Maintenance Responsibility
Admn./Orgn
Unit
Extent of Road
Length, km.
Responsibility
District
5001000
50100
810
12
Each MG would be made responsible for maintaining 12 km of road located very close to the village. The intermediate panchayat
level set up will have the responsibility to procure and store materials (aggregates and cold bituminous emulsion) and implements
required for maintenance which will be distributed to the central village gangs (CVGs) for further distribution to the MGs of the
villages. Normal agricultural/household implements used by villagers would actually be utilized for carrying out maintenance works.
A specially made push-cart will be used by the MG for transporting materials and implements to the sites for maintenance works. A
manually operated pug-mill fitted to the push-cart will be used for mixing the aggregates and bitumen for producing the cold mix to
be used in maintenance of bituminous layer. A calibrated small metal container of known volume can be used for batching of the mix
and a normal rammer will be used for manual compaction of the repaired shoulder, side slope, side drain, or location of the crack
128
repaired. The proposed framework envisages availability of engineers at the district level to assess the maintenance needs and current
pavement conditions every 6 months in rotation and to pass on the status report to the intermediate panchayat for onward transmission
to the village panchayats. The district level maintenance unit will have facilities for periodic maintenance and renewal interventions
based on pavement condition evaluation. Fair and equitable distribution of funds and material resources for operationalising this
arrangement will be ensured by the functionaries at the district and the intermediate level.
The proposed model allocates responsibility to the three-tiers of the panchayats commensurate with the capacity available at each
level. The model also envisages competition among the panchayats and MGs to increase effective community participation in maintenance
of rural roads through the PRIs.
Source: Sikdar (2006).
Box 5.7
Citizen Monitoring of Rural Roads
Citizens and taxpayers, being the ultimate users, have a right to demand good quality roads. However, this right cannot be divorced
from their duty to exercise due diligence and vigilance in order to ensure proper utilization of funds spent and to ensure that the
quality of the assets created meet the prescribed standards. It is, therefore, necessary to evolve and institutionalize a system of monitoring
the quality of road works by the citizens. For this purpose, however, the essential requisite and features of successful citizen participation
need to be demonstrated and validated experimentally. In this context, a pilot project has been taken up, under PMGSY, in collaboration
with Public Affairs Centre, Bangalore, to demonstrate the utility of involving the citizens in monitoring of road construction.
Under the pilot project, sixteen rural road projects will be identified in four districts in Karnataka and Tamil Nadu (two districts in
each state). Each of the identified roads will be citizen monitored in sections up to 50 per cent of their length. Each critical stage of road
construction will be monitored by the citizen volunteers with appropriate quality checks. In each road, the citizen monitors will act as
relay teams handing over responsibility to the next monitoring team after construction of a section of the road is completed and monitored.
For each road project three to four citizens will be chosen to act as the core group of monitors. The monitors could be Civil Engineering
students from the nearby colleges, volunteers from civil society organizations, citizen associations, Gram Panchayats, Mahila Mandals, and
so on. However, they must have minimum requisite literacy/education and should have commitment and enthusiasm to perform the
required tasks. These citizen monitors will be imparted basic training at convenient field locations by the experts with the help of a simple
booklet detailing their tasks relating to monitoring and quality control. They would also be provided with a basic field kit of testing devices.
A package of simple physical tests for monitoring and quality assurance of rural road projects will be designed under the guidance
of eminent domain experts specifying the devices and testing modalities. In-house and on-site training would be provided to the
citizen monitors for carrying out these field tests. Greater participation of rural citizens will be secured by treating the citizen monitors
as focal points of the local groups. The citizen monitors are expected to assume leadership role and train others from the village to
participate in the monitoring process.
Four road experts would be identified for each state, to provide peer guidance and to assist the citizen monitors. The experts will
also carryout certain tests which are beyond the competence of the citizen monitors and which require more sophisticated testing
devices not included in the standard tool kits. Each expert would undertake ten to fifteen field inspections during the pilot phase. The
duration of the pilot phase is expected to be six months. All the processes involved in this exercise would be fully documented for
experience sharing and for developing a replicable model for citizen monitoring of infrastructure projects on a wider scale.
Rural Roads
129
WAY FORWARD
The debate is whether one ought to centralize or decentralize rural road development and maintenance. Protagonists
of centralization assert that roads have certain special characteristics that make them different from other dispersed
rural infrastructure. First, good roads require a reasonably
high and uniform standard of construction and repair and
second, roads are not necessarily used by the local residents
alone. In the pursuit of standardization and adherence to
norms, centralization can also be carried to extremes, putting wide powers in the hands of a few, totally eliminating
scope for community participation and flexibility for local
initiatives and innovations. PMGSY is a CSS and capital is
provided by the central government to the state governments
to build the road network as per the central government
norms. The key issue remains of maintenance of this network
as it is handed over to the state government after constructing the road. State governments are obliged to provide from
their budgets for its maintenance.
Decentralization of Maintenance
Rural roads, by their very nature, are small in size and are
dispersed over a wide geographical area. Construction and
maintenance of rural roads are, therefore, not easily amenable
to centralized supervision and monitoring. Efficiency
considerations weigh in favour of a decentralized system for
maintenance and management of rural roads. Case studies
of different developing countries have shown that regular
maintenance of rural roads is a critical pre-condition for
sustaining the positive impact which these assets generate for
the rural community. Ensuring adequate and timely
maintenance, both routine and periodic, however, requires not
only adequate availability of funds, but also major institutional
reform. This is because the institutional responsibility for
rural roads is often not very clearly established. In many states
there appears to be lack of clarity, at least in practice at the
field level, over who is responsible for maintaining which
roads and also over the sources of funding their maintenance
requirements. In the absence of proper institutional systems,
very often there is no transparency and objectivity with regard
to prioritization and selection of roads, maintenance
130
Rural Roads
131
ANNEXE
Table A5.1
Length and Cost of Rural Roads required for New Connectivity under PMGSY
S. Name
No. of State
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
No. of
Unconnected
habitations
Andhra Pradesh
2679
Arunachal Pradesh
2654
Assam
15,786
Bihar
24,321
Chhattisgarh
24,202
Goa
55
Gujarat
8127
Haryana
23
Himachal Pradesh
11,340
Jammu & Kashmir
3946
Jharkhand
21,036
Karnataka
4608
Kerala
440
Madhya Pradesh
34,771
Maharashtra
6892
Manipur
1142
Meghalaya
2752
Mizoram
392
Nagaland
127
Orissa
28,299
Punjab
920
Rajasthan
20,729
Sikkim
410
Tamil Nadu
5318
Tripura
3803
Uttaranchal
8654
Uttar Pradesh
61,554
West Bengal
35,667
Total
330,647
Source: www.pmgsy.org
668
303
7900
26,687
12,213
0
1038
0
1734
3454
5298
103
116
25,131
633
355
31
236
280
7946
205
7063
78
1426
260
1299
16,300
13,192
133,949
417
105
4196
6203
6313
20
2288
2
853
942
4178
118
303
10,645
794
187
150
114
32
6738
433
6073
138
1825
706
667
15,358
11,668
81,466
1668
854
6671
6664
14,709
40
4027
26
3389
2722
8943
397
323
31,403
1961
633
553
948
478
13,652
774
19,468
541
3552
1205
4251
22,300
9803
161,955
396
267
2799
0
3644
35
1493
0
2379
1065
3896
602
18
2043
754
340
597
124
41
3805
0
2036
164
238
1182
1767
87
1679
31,451
990
1954
4416
0
10,634
50
2387
0
7709
2236
7204
1367
21
3730
1774
1143
2078
837
231
7776
0
5417
488
281
1516
4880
125
657
69,901
Total length
to be
covered (km)
Cost for
connectivity
under
PMGSY
(Rs million)
3326
3111
18,987
33,351
37,556
90
7452
26
12832
8412
21445
1867
460
60,264
4368
2131
2662
2021
989
29,374
979
31,948
1107
5259
2981
10,430
38,725
23,652
365,805
4520
8390
51,950
66,470
76,700
100
10,210
60
34,900
27,720
36,420
2250
950
121,990
7680
5170
6930
5910
2490
69,620
1610
40,630
3280
7870
9610
22,990
87,560
70,200
784,180
132
S.No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
Andhra Pradesh
Arunachal Pradesh
Assam
Bihar
Chhattisgarh
Goa
Gujarat
Haryana
Himachal Pradesh
Jammu & Kashmir
Jharkhand
Karnataka
Kerala
Madhya Pradesh
Maharashtra
Manipur
Meghalaya
Mizoram
Nagaland
Orissa
Punjab
Rajasthan
Sikkim
Tamil Nadu
Tripura
Uttaranchal
Uttar Pradesh
West Bengal
Total
Source: www.pmgsy.org
8576
2750
10,551
12,746
12,536
71
2982
6567
5894
3585
7978
8141
305
25,330
8905
1343
2312
1117
805
19,138
7484
14,821
485
14,317
1637
4321
40,363
13,410
238,470
57,495
9154
16,632
38,898
29,040
788
40,668
6387
23,577
15,238
29,677
58,539
15,734
79,380
72,130
7284
7120
2396
6003
61,257
17,751
75,304
2408
52,561
4704
17,124
111,404
36,991
895,642
66,071
11,904
27,183
51,644
41,576
859
43,650
12,954
29,471
18,822
37,654
66,679
16,039
104,710
81,035
8627
9432
3513
6807
80,395
25,235
90,125
2893
66,878
6341
21,446
151,767
50,400
1,134,112
Length of
Estimated
upgradation
cost
(km)to be covered (km) (Rs Million)
17,201
4123
13,046
18,581
16,892
190
9082
7525
9431
5870
12,429
16,921
2665
37,237
19,724
2435
3380
1476
1705
28,327
10,147
26,117
846
22,201
2343
6890
57,074
18,958
372,816
25,820
7260
33,400
27,770
27,850
190
9720
13,150
16,600
11,400
17,280
18,720
4190
57,420
27,650
3750
6020
2650
2510
43,480
12,500
27,750
1150
30,190
4760
12,100
99,720
45,330
590,330
Rural Roads
133
Table A5.3
Physical and Financial status and achievements under PMGSY
Statement showing Physical & Financial progress under PMGSY (PhasesI to VI + ADB/WB)
(Rs in crores, length in kms)
S.
No. State
1
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
Value
Amount
of
released
proposals
(up to
cleared 25.05.06)
2
AP
Arunachal
Assam
Bihar
Chhattisgarh
Goa
Gujarat
Haryana
HP
J&K
Jharkhand
Karnataka
Kerala
MP
Maharashtra
Manipur
Meghalaya
Mizoram
Nagaland
Orissa
Punjab
Rajasthan
Sikkim
Tamil Nadu
Tripura
UP
Uttaranchal
West Bengal
Grand Total
1632.95 1011.47
437.74
179.46
1601.11
721.29
1384.03
592.80
2220.21 1078.26
9.72
10.00
438.34
284.87
258.08
201.18
1353.08
482.80
312.40
145.35
633.03
504.41
759.36
506.24
196.73
121.97
5103.92 2102.50
684.75
596.21
273.04
104.33
145.72
123.17
333.23
225.50
194.43
161.56
2240.95 1445.56
217.90
176.30
4490.81 2395.60
298.37
111.26
724.18
491.87
200.99
96.39
2916.29 2193.87
360.83
215.33
2328.20 1203.45
31750.39 17483.00
Source: www.pmgsy.org
No.
of
road
works
Length
of road
works
% of
% Exp.
completed % Length
to amount
road works completed Exp.
released
(up to
(up to
up to
(up to
May, 06) May, 06) May, 06 May, 06)
8535.35
1096.08
1558.26
1609.76
4998.56
158.70
2373.75
1107.85
2742.21
91.30
2317.95
5015.49
345.80
10529.22
3245.59
688.84
661.91
978.60
1582.37
5137.43
815.11
15427.75
1503.68
3121.72
437.07
13657.31
508.36
3471.40
93717.42
77.82
75.56
49.46
47.26
43.65
80.00
73.34
69.37
33.86
14.80
69.79
79.02
43.34
40.83
70.20
61.84
82.42
58.77
83.17
57.74
81.10
49.34
32.42
66.74
65.92
71.13
44.86
53.61
59.94
10
11
64.25
914.62
61.35
127.36
35.53
609.50
30.72
504.84
45.47 1088.23
0.00
5.32
73.04
274.54
70.32
163.38
36.13
359.57
8.90
59.71
68.94
411.28
69.27
403.63
41.31
75.33
39.80 2066.99
63.06
485.94
54.37
98.01
81.57
93.40
64.09
163.75
79.25
107.74
53.99 1147.02
63.54
166.77
49.97 1926.34
78.62
85.13
61.93
366.78
51.95
77.60
64.34 1624.25
27.89
150.53
45.38
929.36
52.61 14486.92
12
90.42
70.97
84.50
85.16
100.92
53.20
96.37
81.21
74.48
41.08
81.54
79.73
61.76
98.31
81.50
93.94
75.83
72.62
66.69
79.35
94.59
80.41
76.51
74.57
80.51
74.04
69.91
77.22
82.86
134
Sl. Name of
No. the State
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
20056
Length
Habs
Andhra Pradesh
0
Arunachal Pradesh
162.5
Assam
605.852
Bihar
1665.831
Chhattisgarh
1501.365
Goa
0
Gujarat
402.955
Haryana
0
Himachal Pradesh
464.583
Jammu & Kashmir
169.972
Jharkhand
1051.779
Karnataka
0
Kerala
0
Madhya Pradesh
2602.139
Maharashtra
0
Manipur
100
Meghalaya
123.609
Mizoram
82.746
Nagaland
93.318
Orissa
1055.95
Punjab
0
Rajasthan
2153.615
Sikkim
75.031
Tamil Nadu
0
Tripura
94.774
Uttar Pradesh
1966.416
Uttaranchal
380.609
West Bengal
739.378
Total
15,492.42
Source: www.pmgsy.org
0
22
421
896
478
0
230
0
127
57
526
0
0
768
0
11
35
12
9
493
0
743
22
0
66
1236
95
787
7034
20067
Length
Habs
20078
Length
Habs
20089
Length
Habs
Total
Length
Habs
0
0
0
0
0
0
0
0
637.5
85
646.875
86
671.875
105
2118.75
298
2864.063 1988
3889.845 2701 5793.46
4022 13,153.22
9132
3928.75
2062
6121.425 3214 7230.306 3784 18,946.312 9956
4367.606 1310
6450.644 2007 8255.181 2514 20,574.796 6309
0
0
0
0
0
0
0
0
429.723
246
438.675
251
438.675
251
1710.028
978
0
0
0
0
0
0
0
0
795.833
209
638.542
166
479.167
123
2378.125
625
1059.49
352
1781.869
593 1405.099
466
4416.43
1468
2594.39
1295
1812.298
901 2319.31
1155
7777.777 3877
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6162.451 1760
8326.848 2399 10,470.17
2905 27,561.608 7832
0
0
0
0
0
0
0
0
460.714
48
464.286
48
719.048
74
1744.048
181
135.971
39
140.091
40
144.211
41
543.882
155
274.819
39
277.884
39
306.498
43
941.947
133
104.529
10
109.507
10
114.485
11
421.839
40
1985.609
874
2524.021 1087 4427.774 1993
9993.354 4447
0
0
0
0
0
0
0
0
3629.519 1252
3554.217 1225 2123.494
732 11,460.845 3952
104.042
30
108.043
31
132.053
37
419.169
120
0
0
0
0
0
0
0
0
261.74
183
354.701
248
447.661
313
1158.876
810
2390.632 1504
2059.213 1295 1378.701
867
7794.962 4902
422.008
106
1025.641
257 1020.299
255
2848.557
713
2572.767 2738
3265.307 3473 3643.359 3876 10,220.811 10,874
35,182.16 16130 43,989.93 20,071 51,520.83 23,567 14,6185.34 66,802
Rural Roads
Table A5.5
Bharat Nirman Targets for Upgradation
(Length in Kms)
Sl.
No.
Name of
the State
20056
Length
20067
length
20078
Length
20089
Length
Total
Length
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
Andhra Pradesh
Arunachal Pradesh
Assam
Bihar
Chhattisgarh
Goa
Gujarat
Haryana
Himachal Pradesh
Jammu & Kashmir
Jharkhand
Karnataka
Kerala
Madhya Pradesh
Maharashtra
Manipur
Meghalaya
Mizoram
Nagaland
Orissa
Punjab
Rajasthan
Sikkim
Tamil Nadu
Tripura
Uttar Pradesh
Uttaranchal
West Bengal
Total
Source: www.pmgsy.org
1821.494
0
0
0
0
190.114
0
229.358
0
0
0
2573.529
524.109
0
4334.365
0
0
0
0
0
423.729
0
0
1297.71
0
0
0
0
11,394.408
2258.652
0
2005.71
2393.617
1986.063
190.114
1557.971
1146.789
1515.923
1007.584
2108.433
2573.529
628.931
5189.543
4334.365
0
587.583
257.998
246.914
4438.574
1483.051
4764.543
196.85
2824.427
373.737
7158.962
889.454
2549.942
54,669.259
2258.652
0
2269.808
3510.638
3240.418
190.114
1557.971
1146.789
1694.268
920.91
2123.494
2573.529
524.109
6614.379
4334.365
0
587.583
257.998
246.914
4663.144
1483.051
4653.74
137.795
2824.427
383.838
6956.031
1283.354
2878.965
59,316.284
2258.652
0
2219.843
3390.958
3222.996
190.114
1413.043
1238.532
1503.185
1007.584
1987.952
2573.529
524.109
6823.53
4334.365
0
665.189
216.718
370.371
5059.445
1680.791
3656.51
98.425
4167.939
414.141
14,408.12
1270.648
4054.053
68,750.742
8597.45
0
6495.361
9295.213
8449.477
760.456
4528.985
3761.468
4713.376
2936.078
6219.879
10,294.116
2201.258
18,627.452
17,337.46
0
1840.355
732.714
864.199
14,161.163
5070.622
13,074.793
433.07
11,114.503
1171.716
28,523.113
3443.456
9482.96
194,130.693
135
136
1 Andhra
Pradesh
2 Arunachal
Pradesh
3 Assam
4 Bihar
5 Chhattisgarh
6 Goa
7 Gujarat
8 Haryana
9 Himachal
Pradesh
10 Jammu &
Kashmir
11 Jharkhand
12 Karnataka
13 Kerala
14 Madhya
Pradesh
15 Maharashtra
16 Manipur
17 Meghalaya
18 Mizoram
19 Nagaland
20 Orissa
21 Punjab
22 Rajasthan
23 Sikkim
24 Tamil Nadu
25 Tripura
26 Uttar
Pradesh
27 Uttaranchal
28 West Bengal
Source: www.pmgsy.org
20001
NC
UP
20013
NC
UP
6.72
7.25
14.69
11.49
0.00
12.88
12.29
0.00
41.74
17.82
0.00
0.00
11.46
0.00
11.22
0.00
19.49
9.61
3.19
8.48
5.50
0.00
26.06
21.52
16.03
16.81
11.68
0.00
14.19
25.55
0.00
0.00
0.00
8.85
17.04
0.00
18.78
23.45
24.99
26.18
8.09
17.58
12.07
3.67
6.17
15.41
10.51
0.00
20034
NC
UP
10.23
20045
NC
UP
15.02
20056
NC
UP
15.47
0.00
18.99
No proposal
31.24
0.00
51.03
0.00
24.96
0.00
32.57
0.00
40.36
19.08
19.59
0.00
No proposal
13.29
0.00
0.00
17.48
14.30
0.00
22.03
25.07
17.25
0.00
21.39
0.00
0.00
0.00
21.97
0.00
23.00
22.79
17.53
0.00
23.03
10.82
23.28
0.00
0.00
30.95
24.36
34.90
0.00
19.18
10.55
20.55
14.85
0.00
8.49
12.53
9.63
20.85
0.00
20.97
20.67
0.00
10.80
0.00
0.00
23.73
0.00
29.40
21.00
0.00
16.53
0.00
0.00
0.00
30.41
20.31
17.48
25.26
17.45
16.05
11.36
30.60
17.53
16.74
20.70
16.54
9.06
33.03
15.42
25.16
20.80
11.55
0.00
0.00
0.00
12.77
12.98
12.65
0.00
11.31
12.32
0.00
0.00
18.01
11.03
No proposal
32.28
0.00
16.74
0.00
11.13
10.90
18.39
0.00
16.11
0.00
12.37
0.00
33.32
0.00
14.61
0.00
48.91
0.00
22.32
16.81
19.56
11.30
No proposal
37.52
0.00
32.63
0.00
16.71
0.00
26.40
21.29
17.63
19.07
13.28
0.00
43.67
0.00
15.17
11.22
55.17
0.00
24.45
17.73
26.08
33.25
0.00
12.81
0.00
17.17
16.33
11.62
0.00
11.96
0.00
0.00
8.76
NA
7.69
0.00
2.27
12.69
0.00
7.68
1.21
8.86
5.98
3.93
24.69
18.27
28.42
0.00
17.42
33.11
17.01
46.09
25.15
0.00
0.00
17.25
25.17
17.45
18.70
16.73
28.55
27.12
20.26
0.00
13.83
29.12
18.02
31.92
38.86
0.00
0.00
0.00
23.52
35.03
20067
NC
UP
22.45
19.88
18.81
0.00
Rural Roads
137
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