Volume : 3, 2018 ? Jammu & ANNUAL TECHNICAL VOLUME Kashmir inchal Pradesh i Arunachal ee Uttaranchal Pradesh Har . cae Sikkim : Rajasthan 7 Jone Ain ene /\Mizoram MaWh a Prtigh West, ~ \¢7 . wey’ Bengal) Tripura\) India aS | Onis Maharastra CIVIL ENGINEERING DIVISION BOARDEre ES HocuTier’ Design & Detailed Engineering HOCHTIEP India has been involved in developing the design and making available solutions which will facilitate project execution much easier. Our Expertise inbludes : + Development of design for construction support + Detailed Structural ehgineering solutions + Demolition & Temporary work solutions Shop Drawings - Steel& Reinforcement As-built documentation & Asset Manage: Project | Management Services Building ] : ici Information 5 oa Modeling ‘eww:hoohtiet-india. ‘sontacitthechtefin +01 (9) 44 4900 4200ANNUAL TECHNICAL VOLUME of CIVIL ENGINEERING DIVISION BOARD Theme: Development of State and National Highways in India The dustitution of Engineers Gudia)About The Institution of Engineers (India) The Institution of Engineers (Indka) [IEl] 18 che largest mulckisciplinary professional body of engineers chat encompasses 15 engineering disciplines and pravidesengineers a global platform to share thetr professional interest. tt als has the distinction of producing the maximum saumber of engineers in the care engineering disciplines, thus ‘augmenting the nation Bullding efforts, To promote thegencral advancement of engincering and enginsormng science 4nd thelr app icatian i india and to facilitate the exchange of information and Ideas.an thase subjects amangst the ‘members ofand the personsa tached to the Institution Established in 1920 with ts head quarters in Kolkata ferstw hile Calcutta), 1E1 was awarded the Royal Charter in 1935, The grant of Royal Charter to iE! constineted JB as a BODY CORPORATE endowing Jts corporate members the status of Chartered Engineers. Since inception, thi unique professional body has comea longway inrendering yeoman ser ice tathe nation in the field of Technology, Research and Development, Non Formal Engineering Education, Rural Development and critical issues such as Global Warming and Environmental Protection amangstmany such other Issues, Todey,Itsrequestfor professional excelfon ce has given tt a place of pride inalmost every prestigiousand relevantorganization across the globe. The Institution isworking inelose collaboration with indian National Academy of Engineering, The institution of Electronics and Tefecommunication Engineers, Theindian Institute of Chemical Enghveors, The Indian Institute ofMetals, Theinstituce of Marine Engineers (india), Camputer Society of india, The Aeronautical Society of india & many otters promoting and advancing the science, practice and business of engineering in all its branches to the country. The Institution has grow:n up with the presence of more dand 09 State and Local Cen res throughout the country, [calso boasts offaving memb ership strength of more than nearly Sic million Members The Institution has further extended its services to the international community with five overseas chapters at Abu Dhabi, Bahrain, Dubai, Kiwait and Qatar In theinternationalarena, [El hhas bifatera! relations with 26 engineering organizations worldwide such as, World Federation of Engineering Organizations (WFEO), Federation of Engiasering Tastitutions of Souch and Contral Asi (FEISCA), Faderacion of ‘Engineering fnstitutians of Asia and the Pacific (FEIAP), Commonwealth Engineers Council (CEC). Federation of International du Beton fib), World Mining Congress (WMC), Engin sors Mobifity Forum (EMF) and many more, Ourof tS ‘Enginesring Divisions, Chl Engineering has found one ofthe strongest Divisians where Corporate Membership ishig (IVIL ENGINEERING DIVISION BOARD About the Division Board The ltituton of Pnginsers Jaca) fas eatiched Chl nginseringD wicionin the year 1954. Thic Dvison consi af quite lagenumber of corporate memiursfrom Garerrueat, Pubic Privat sector’ slcademiaand HD Organizations ‘artoustypecaf techn cal activities organized bythe Cal Engineering vision ich ll nea Sernnare,Alllndsa Whrkchiaps, lectures, Panel Discussions ete, which are Bid at variow State/Local Centres ofthe Imttitan Agartfrom these, National Gorwention of avd Enginessa,an. Apexactviy of tvs Dreion ts aaa organtved ach year on 2 particular theme approved by the Counc af the Incttain, In the Nat rel Comentian ceweral echnical ceccioncare arranged antheb ack ald iterentcuipthemecalongwth 2 Memorial Lectureanthememoryaf Praffat Krishna the eminent Civil Engines of the country, which is delivered by the experts in ths fll ln onder to pramate the reacarch and developmental work taling plice inthe field of avd engineering he imitation alse puflishesCnllngineering Dvn Jour uarteryin 3 ear where mainly the reacarches andits dings are foaised Due t multilevel acts relate t fis enganeering dl scpline this dvison aver ferent areas muehae Disaster Mitigation Engineering Advanced Contraction Technologies Tunnel Boring Predie Design Criteriafor High Rise Bulbdings in Tsunami rone Areas ofthe Cauntry Dinter Mingpton Mecho tation in Construction Industry (laa fective an Heo frend Construction Techn ogy Indiuence of Large Dame ‘© Rapid ‘anst Systm Sar Mecum Cities Quilty Mamgemem stem inonstruction © Make in india Inandertopranate thesestarchanddewlopmentalworin thetielio6¢ ni Engincenng the Instutionalzo publhes|ournalat The In tittion ‘offagiacers (Indi: Sertes tnecllaboration wit M/S Springer which sanintemationaly peerzeviewed purnal The formal pulse four timed ina year and serve the national and international engineering canimuniy through Aaemination of scientific inow’hedge on practical engineering and design metho does pereanngtoCetl Lawl ronment Agriculare and ArchiecturalengimeeringThe Institution of Engineers (India) AN ISO 9001: 2008 CERTIFIED ORGANISATION (Established 1920, Incorporated by Royal Charter 1935) 8 GOKHALE ROAD, KOLKATA - 700 020 1 am happy to know that Civil Engineering Division Board of The Institution of Engineers {india} is publishing Annual Technical Vbiume (Valli) on ‘Development of State ‘andNational Highways in india’. It is really heartening to note that the practicing engineers in the field of Cival Engineering ‘across the country have shared their knowledge and experiance on modernization initiatives inthe fist of highwaysin the country. |am quite sure that the area on development of highways atthe state le vela swell a8 at the National level has been cove red in this Volume. | congratulate ail the authors and Corporate members of The institution of Engineers (India). who have contnbuted in preparing this Volunre, which would serve as a suitable resource in theirprofessional endeavours. Sisir Kumar BanerjeeThe Anstitution of Engineers (India) 491150 901 : 2008 Cento SRGAMSATION (esranusicn {a ICORPOPATED OY ROCA. ARTER 1525) NEADQUANTERS ‘8 COMNALE ROAD KOLKATA TOO GH, DLA Mareen hes oe ee near It is a great pleasure to mention that Civil Engineering Division Board (CVDB) of The Institution of Engineers (India) is publishing Annual Technical Volume (YoLI[) on “Development of State and ‘National Highways in India’, It is worthy to mention that this volume comprises of varions technical articles from the learned Corporate ‘Meribers of the institution who have shared their valuable experiences in the field of National Highways. Tam proud to express that this volume contains various modern methodologies for development of highways in national and state level. Tam very much contident that this volume will be useful to Central and State Ministries associated with highway works, a large section of engineers associated with planning, design and construction of highways, scientists and other field of experts connectrd with the theme, I am sure this volume will be referred by many experts and shall prove (o be an exeellent reference material in future, 1 congratulate all members of CVDB of the institution for their efforts in bringing out this velume. Plot No. 272-8 Lauminagar, Nagpus 480022The Institution af Hugineers (India) ja 0 501: 498 CeeaTen Somasanon (ESTABLISHED 1920, INCORPORATED BY ROYAL CHARTER 1835) Rareanieia tan nee noes eee Aaja ios eae keke De D K Tripathy, FIE, ue Cemote ar Anconentl Trt and go Nbossnge fromm Ecdivor-in- Gh. Its! a_matier of immense pleasure to note the Civil Engineering Division Board (CVDB) cof the Institulion has been successful in bringing cut its Second issue af Annual ‘Technical Volume on the theme ‘Development of State and National Highways in India’. ‘Av this outset, | sincerely fal that bringing cut the sald publication ts a commendable: ‘tor of CVDB, which comprigas the arficiea from working proleesionals, academicians, ‘scientists, etc. The volume addresses diiterenc espacts of devetapment in stale and ‘national heghway sin the eourtry, ‘The Technical Volume wil undoubtedly inspire the young researcher, students to. Pursue research in his field. Dr DK Tripathy Flat No. 164 Northern Height, Narcan Vihar, Bhubaneswor 751024 ‘Be ob. Sas9asitdd; fs dkxi46@yahoo.conANNUAL TECHNICAL VOLUME UC Se LL Mr Sisit Kumar Banner joo. SUE Secretary and Director General “Maj Gen (Dr)S Bhattacharya, PSM (Reta), PIE Editor-in-Chief Consuating Editor DrD K'lripaihy, FE Dr ILO Vhakare, FE Chetirman, Comenitie Yor Advancemnent (Gisivmae, Civil Engineering Of Technologvanel Engineering Division Board ‘Mem bers of the Editorial Board MrHe Sey MeV SGhagare Pat Presiden ice Presi MeP SB boss MERSChadan MeO Saco ‘eM BsDapaookar MS Desi MeKTSng’ MENA Fal Med Rai Garg ‘MeN K dy MEKY Keene DeDPNws MeL NMsry MMeAR Misa Teal Pk Pa MS Bina MeGM NParitar MeMDPae MoT Leds eG PLpadtyays MraSida CPR Has Publisher Editorial Ram ‘Maj Gen (Dr) Bhattacharya, HSM (Ret) MON Sengupta ‘Secret and Dieter Coneral Dr Ghost ‘The Lastituton of Engincers fin) MrKSen Mr TChaisaberty 8 Golthale Rood, Kellats 700020 MoADitin Mr PMuhupadiyay ee MrA\Base Met Roy lntinution of Engincers (lin) ‘Gola Ro, Kets M20 CES SS Peer nr ercrets MrP Chakrabarty MePNath Fax: (038)2278-4545, MrTarmChaizabany Mr Prasenjt Mubopadivay ‘email: echnicalierutia ow, webte: ww tind ong + The Instinution of Bagiveers (India), # Gokhale Road, Kolkata 700020, as a body aoeepts a0 esponsibility forthe state nontsmade by individuals inthe paperandcomontsof papers published herein. ‘The Institution of Engineers (India) subscribes to the Faic Copying Declaration of the Royal Society. ‘Reprints of say portion the publication may be niaae provided that reference thereto be quoted, As per Bye-Law | 18, copyright of each paper published in Institution Joumalsor Procoedingsin fullori ‘tatits Contes shall le withthe Institution,Couteuts AConsructionSystemfortheSimplest tothe Moot Densnading Aplications Path Detral ik aad Paxsit etrnalie "AP racticalAppranch towards Sustainable Pavement Engineering Nessed Policy Chamgesia India ‘AN eeraragavanand aj Basu Mallick |AStudy on Variation of Design ParamsctersafHot Bitunsinaus Min ith Crashed Giese Waste by Ltrasanic Puke Velocity parha Pratim Biswas, May Kumar Sahisand BithasCiho Building and other Constrvetian W arkers! Con :ACewpaal af Camfusian ‘Shyam Kishore Develapimeit a National and State Highways ArsehAbmad Develapment a National and State Highwayein India PX Gup, Nid Kumari, AK Radal Delage of National High yi Enis Dharmananda Sarangiand Pravat Kumar Pach Develapmentat State atl Nati anal Highway India Diva Paraik Developmen a tate andl National Highs bia SC Maiti and Satancks Kumar ean Nati nal Highoaysin Inia sean Nat nal HighssyninUdia KumarShashi MinstunaniG K Saha Develapmeit a State stl Natal Highway Inia Ajy Kumar Elasticity Signature Method far ManitoringandA seessingCamditian af Cancrete Bristge ANanysnaRaoand k MLaksmana Ras Future: Buraiate Asphalt Ras rough Nano teclnslosy AnupamShil Iurss nC hallenges far Highway evelopmentsin the Stateaf Kerala KV Venagoralan 47Amn! Technical Valme Development of National Highways in India Dharmananda Sarangi Pravat KumarParhi Chie/General Managerand Regional Officer, Professor, Department of Civil Engineering Nasional Highways Authority of India, Qiisha College of Engineering and Technology, Bhubaneswar Psarangt dke@yaheo.co.in Introduction National Highways are the lifeline of our country. There has heen pmagressive modal shift from Railways to Roadways ever since independence bothin passenger and goods segment and National Highways, which camy more than40?% of the total traffic on mads is all so important for sacio- economic development of the country. Although the first evidence of mad development in the Indian subcontinent can be tmiced back to approximately 2800 BC from the ameient cities of Harrapa and Mohenjodam of the Indus Valley Civilization, the Grand Trumk Reaad built by Sher Shah Suri in 1540-48 connecting Sonargaon near Dhaka in Bangladesh with Peshawar in modem day Pakistan linking several cities in India from east to west bears the true testimony to road development in medieval period, The first well organized efforts for road development in modem India was constitution of MR Jayakar committee by Indian Parliament 1927. The Committee gave following landmark recommendations in 1928, The mad development in the country should be cansideredas anational interest «An extra tax should be levied on petrol fromroad users to develop a toad development fund called centralsoad fund, +A semi-official technical body should be formed toactasad visory body on various aspests ofroads. + A research onganisation should be instituted to carry out research and development wark. ipkparhiaicet edn Pursuant to recommendations of Jaykar ‘Commitee, Central Road Fund was formed in 1929 and indian Road C ongress was constituted in 19.44 whereas Central Road Research Institute was ‘created in1952. Meanwhile Motor Vehicle Act was promulgated in 1939. The next leap forward in road development planning was famous Nagpur Plan in 1943, It set ‘out 20-yearroad development plan with targetroad length of 16 kmy'100 km’ area of the county, Formulating a star and grid pattern of road development for the country, it assigned the responsibility of construction and maintenance of National Highways to Union Government. Nagpur Plan was followed by Bombay Pln (1961-198 1) and Lucknow Plan (1981-2001) and Road Development Plan Vision 2021 which Laid ‘out different planning perspectives and tangets far sad development n the country. National Highways Act was promulgated by Indian Parliament in 1956, The Act has been amended on four times, the last being in 1997, Subsequently, National Highways Authority of India Act was promulgated in 1988 whereas The ‘Control of National Highways (Land and Traffic) Act was promulgated in 2002. These three Acts delineates males and responsibilities of authorities far development, construction, management and ‘operition of National Highways and land and assets attached thereto and deal with mutters connected thereto, Whereas the length of National Highways at the time of independence was only 21378 km in the [a] Civil Bngincering Dinidon BoardAnsa! Technical Volume country, ithas now gone upto 115,435 km. Density of National Highwaysat present is 9.6 km per one lakh of population and 35.1 km/1000 km area. Besides, Ministry of Road Transport and Highways has taken up project preparation of ‘52630 km length of stateroadswith.an objective to declare the same as National Highways, when project preparatian is complete and development works canbequickly undertaken, While Government of India through Ministry of Road Transport and Highways is the custodian of National Highways and remains primarily responsible far its development and mmagement, it has entrusted certain responsibilities to following organisations far various sections of National Highways as detailed below, [Nameet eth of National [orpankatien Mighwayseutzused. ion Nace Highs Aunty of lia sues Site Public Works parses 986 ethathereqectve Sut cboumtase: Naicest Higiwaysandlasamacure 223th Bevel Chrperation nok Border Roads Oxgmiatce, 320m Capacity of National distribution) Outof 1,15,485 kom length of National Highways, over 31,000km length ofNational Highways have A-line divided carriageway, $7,000 km length of National Highways have 2-4ane carriageway whereas the rest of the roads have intermedi lane/single lane carriageway. MaRT&H has reducedthreshald traffic for 4-laning of NHs from 15,000; 11,000; and 8,000 passenger car units (PCUs) per day ta 10,000; $500 and 6000 PCUsiday for plain, rolling, and Mountainous'S cep Temrains respectively so as to improve level of service of existing network amd also beagrowthstimulus. Highways (lane N Civil Engincering Disision Board \ National Highways Development Project (NHDP) National Highways Development Project was launched hy Gol in the year 199%, NHAT was mandated by Gol for implementation of the project. The project started with golden (Quadrilateral, the road connecting the four metros under NHDP Phase I (5846 km), Four laning of Golden Quadrilateral, which is the lifeline of the country revolutionised design concepts and construction methodology in road building with clear shift into mechanisation in construction, The pmijects were generally implemented with item rate contracts in FIDIC format, however, the first major BOT road project ftom Jaipurto Kissangarh in Rajsthan was built under GQ. In fict this contract document was followed as model document till Planning Commission document came into place. Golden Quadrilatera! also caught people's imagination and with the advent af new breed of cars and other automobiles, the demand for better roads surged and was also instrumental in development of whole road network of the country in the years following. NHDP Phase I has been completed in all respect and the stretches are now in either under operation and maintenanee or being improved ta 6 lanes under NHDP Phase V. NHDP Phase If (7142 km)-comprise of East West Cortidor spanning from Saurashtra to Silcher and North South Corridar spanning fram Srinagar to Kanyakumari, NHDP Phase Il sterted in the year 1999, Whereas Golden Quadrilateral was an existing network of well-developed wads, East West Corridor and North South Corridor comprised of sections of different National Highways crisscrossing several backward regions of central India and northeastern states, Although majority of NHDP Phase II has been substantially completed, still work is to be awarded in 274 km length underdi ferenteontracts, / oAmn! Technical Valme Together with Golden Quadrilateral projects, four laning of National Highway sections connecting ‘major ports to GQ (435 km} was taken up by Goll These projects were implemented by Special Purpose Wehicles with equity participation from NHALand majorports respectively. NHDP Phase Ill (1 1809 km) started with primary objective of comecting state capitals and centres ‘of economic importance with 4-lane highways to GQ or East West and North South corridors. The Public Private Parmership concept in highway bbuilding gained momentum with NHDP Phase [Uf, insomuch as itwas decided totest every project on PPP mode in the first instance. NHDP Phase IIT is _yetto be completed in substantial length NHDP Phase FV (13203 km) was planned to ‘upgnide 20,000 km length of National Highways 102/4 lanestandardson EPC/B OT mode. NHDP Phase V (6500 km) is plannedto convert 4- lane Golden Quadrilateral to 6-Lane. Traffic in several sections of GQ has execeded threshold ‘capacity of theroad considering Level of Service B. Although these are not access-contralled roads, left in left out arrangement has been incomparated by way of a0 median opening, crossing through vundespasses at regular intervals and extensive provision of service mad. Originally it was planned to execute projects under NHDP V through BOT (Toll) mode of contract but later ‘mode hasbeen chan gedia HAM in some cases, NHDP Phase VI (1000 km)envisagesconstruction ‘of fully access-contalled expresswayssin 1000 km length, These being green field projects require acquisition ofhugechunk of land and involve hmge ‘cost, Therefore there has not been much progress inconstruction ofexpressway still date but looking into requirement of high-speed mobility between important nodes of tmiffic origination and destination, expressways are bound to get more focus incoming years NHDPPhase Vil (300 km) envisages sonstniction ‘of ring roads, bypasses, grade separators, flyovers, ) A brief summury of the status of NH works completed and in progressane given Tables Sand. TableSshows that only 131,600 km(7.50%4) outof 1755.57 km length of NH has been upgraded to fourlanestandardsin Kerala, Problems in Highway Improvement Projects There are some key issues which obsinict the development projects in Kerala and these problems am experienced by the author while working on three Major Highway development Pmijects as key professional on Consultant side. The issues ar listed below. Land Acquisition In Kerala land acquisition for highway development is a challenge due to the speci characteristics of ribbon development with rapid urbanization along the side of the road, An important chamcteristic of Kerala is that heavily built up areas surround most of the mads. The pmiject affected population in Kerala is educated abe: Nadine fnrtanecempleted stretches inKerae Read Sten Mmouthy-AnganalisectionofNHSH 44700 NHLAL Anginali.AkwaSeciceat MHA oy NHL Alasobasppally Sueica NILSS 0300 ADB Eppa jens oat Vilas seo ADB oN VymlahecsiatoArnecsebactNies 11.500 | Acons Cherbalasectonaf MIS m0 Kass illapaan AI 17200 Teal Natal highory widening complened 131.660 Tahle6 :NH marks presently inprogress Read Tennth, Excewied Section tn Fimneed alay-Wadhane ery 8 NILAL Wadiikaacherib Ninety mest 30 subeontllycorghend NHLAL racer Source: NRE J (Civil Bngincering Division BaarAnema) Techical Wohime and generally of middle class category. The built ‘up areas along the mad links consist of expensive permunent struciurs. Heavy population and extremely high land cast’ makes the land acquisition process very complicated. The road up gradation activities will cause people to lose Productive land, house plots, buildings, wells, ‘tees orotherassets and lose theirincame ind there td heen huge public protests against land acquisition process. In some cases people are cwilling to give their land but they are not ready to surrender the land with the low compensation ‘value fixed and go for litigation and courteases ta increasetheircompensation and this furtherdelays, the Land acquisition process, Hence land acquisition pmcess has gone generally at very slow pace in Kerala, Further for fast land acquisition, a constant and strong. state government is required which unluckily the state is lacking duc to the alternate left and right parties ‘comingin power inaltemateelections. Utility Shifting Utility shifting is amother major obstacle in highway development projects. Generally Electrical lines, Water Pipe lines and Telephone: cables are initially laid by the utility providers within the highway land boundaries with an undertaking thrt these utilities will be removed and relocated by them at their ov cast as and when demanded by the Highway authorities, Unfortunately they do not relocate these atthe time ‘of highway upgradation and theworksare suffered and delayed, The aetual problem for relocating ‘these utilities at the project time may be lack of finds with these utility providers, In the case of water pipe lines an KSIP-2 roads the contractor ficed lots of problem during the highway widening because water pipe line used 10 break frequently and the works hampered. This also leads to public agitation due to water shortage in ‘the area and local citizen protest and stop the ‘highway works. While dismpting the essential services like water supply and electricity, elected members also join with the protest against highway project. AdverseClimaticCondition Kerala climate is not generally favourable for sonstmetion works due to long and continuous sain in the state during the monsoon season, Actually monsoon in Kerala reaches in two phases, ane in south west monsoon during Jume-to ‘August and the other during the North East ‘monsoonduring Oetoberta November. Total rainy season in Kerala is about six months and working season available will he limited period of shoutsix months and the actual planned progress could not beachieved by the contrictorson acceum of this Labour Short ge Kerala is a well developed state having good ‘educational background and hence local citizens are not willing to work as casual labouran project ‘works, This hus forced the contractors to impart labour fram otherstates and this impase additional financial implication. Besides, these imported labours used to go hack for their festivals and agricultural seasonsta work in their farms and the projectsufiér forlabour during these periods Difficulty in Procurement of Construction Materials Being a narrow stip of land having high population density, it is difficult for finding land for borrow earth, sind and stone aggregate mining in Kerala. All major highway projects in Kerala shave suffered and delayed due to scarcity of sonstniction materials like good earth, sand and stoneaggregates, ‘StrikesandHarthalls Frequent harthals and strikes are very common in Keralaand every month there will be 3-3 harthals ‘on an average. Harthals are generally announced (Civil Engincering Division Board fyAnes] Techical Valse by political parties with various demandsand this alse leads to loss of working days allotted to the contractors Stautory permissions like Mining permissions, Consent to establish and operate Hot Mix. plants andcrushers are getting very late in Kerala due to urbanisation nature since itis difficult to maintain the required minimum distance from the established campsiteto the residential area, Labour Union Problems There had been stong intervention by labour unionsduringthepmgressaf work and progress of the work isaffected, Even though local citizensare not ready to work as labourer, labour unions sed to collect their share of idle wages (Nok ku kul) for engaging outside labour and this put additional financial burdenon thecomiractor. Public Protests on Various Demands Protestagainst Toll Collection There had been great protest for toll payment by the residents of Kerala while toll collection is going smoothly in all other states, The road construction an BOT project is done by spending huge amount with the expectation thatthe amount along with profit can be collected hack by collecting tall. Hence the public should co-operate with the system hy paying the tall fee for the additional henefitaf good riding quality which in ‘urnsave their fel costand travelling time, Demands jar Access Roads, Drains and Service Roads Demands for access roadsto individual plots were other common demands from the adjacent land owners on new highway constructed for Vallarpadam Container Terminal. As per Kerala Highway Protection Act-1999, individual land ‘owner who wish ta constmct access road to their plot needs to obtain permission from highway authority and construct the access wad atthe cost of owner, Highway Authority was ready to provide access facilities to all such plots wherever it is technically feasible at the cast of highway authority asa relieft project affected persons, But frequent access roads from the main wad will control the speed of the vehicles maving on the main highway due to frequent entry and exit of vehicles fom theaceess roads andtechnically itis notfeasibleto provide accesstoall house plots, Similarly, a wait petition has been given by an adjacent land owner to High Court af Kerala on KSTPPilathara-Pappinisseri road forrestoring his, disturbed vehicular access whereas all possible solutions were agreed by the KSTP officials to restoretheaceess Similarly demand for additional service road is, another demand from Local Publie and Elected members, Service mads are constructed wherever itisrequired asper sitecondition, land availability and technically feasibility: The tall collection on Vallarpaudam Highway could not be commenced yet even after completing the works three years back due to thisadditi onal demand, Demands far additional covered drain is another public demands which cannot be justified on technical grounds. As per the actual requirements of site condition, provision of drain are included in the design stage itsel fand additional drains were also provided during execution as per actual site requirements, However public always come up with demands of additional covered drains where in fact such drain is not required technically. If their demand ismot fulfilled they stop the works, Unvvillingness of Contractors to Bid Works in Kerala Due to the above listed problems reputed comtuctors are generally not willing to bid for comtricts in Kerala and generally there had heen very poor responses from contractors for submitting tenders in Kerala, Civil Engineering Dividan BoardAnema) Technical Ya me Solutions for Sorting out the Problems in Highway Projects 1. Inwite tenders only after acquizing at least Striland 2. Commence civil warks only after shifting the ‘entize utility either as a depasit work or as an independent contract under the supervision of the respective utility departments within a stipulated sime frame. 3. Some special power shall be delegated to the Project in chame by amendment of law for granting penmissions for borrow earth, mining aggregatesand enviranmentalclearances, 4. Union and political activities shall he bummed in all development projects S.A District level Project Monitoring committee shall be toned with Distict collector, Distict Police Head, Executive Engineer, Elected Members (MLA and MP} to help in sorting the local issues and public demands. ‘Conclusion While analysing the history of development in Kerala it can be concluded that only 14.75% of the SH have been upgraded to two lane international standard and 7.50% of the NH have been upgraded to four lane standard. So it is ‘highly essential to upgradcthe cxistingrouds since these roads are overcrowded with vehicles resulting in traffic blocks and increase in accident rate, Hence State govemmentand Union Ministry shall sanction more highway projects in the state and common citizens, politicians and elected members shall join their hands by cooperating with highway authorities to implement the highway improvement projects successfally to come out of the crucial problems of traffic congestion and mad accidents. It is sure that with collective efforts of all, it will not be difficult to achieve. References 1. “Feomamic Review 2016, Published by Kerala Sate Planning Board. 2. "Year wite Accident Statistics’, Kerala Police, hhup:diwww keralapolice-org/public-infarmationicrime statistical ancient, Retrieved on 21.10.2017 3. eanemic Review Report 2015 Published By Kemls State Planaing Beat 4. ENVIS Cease : KezaleRotasl Networks in Kerala (NH Details) hip:i/www kerenvis.nic.in MDathateRosdNerworkKersla_2284.aspx, Retrieved an 21.10.2017 S.Kerala PWD, hitp:iiwww.keralapwd.goviatsct Page plp?yugeSit&pageld=29, Retrivvedas 2.102017 6, ‘58h Report af Committe aw Public Accounts,” Publis ‘Works Departmen Kerals Sate Trampart Projects, Reparta!’ the Comptroller ancl Auditor General of India for He year ended 31st March 2011, hitp-ivww niyamasatiiaors) commapte'3Ha"i2tkepartPACIPAC-SS pd, Retrieved an 21.10.2017 T.hpJiww.epis india com/egis-in-action’ rae cts kerala state-transport-praject-kitp-warld-bank-funded contultacy-tervices Retieweclan 21.10 2017 Shap Jism kerala gev-inigetPage phy pageKSTP 20Phase”20Uanlmageld-318,Retsieved on 21-10-2017 9, Road Infrastructure Campany Kerala Ltd hupsilen wikipedia ag/wikifRamds_in Kerala. Retticved ‘on 21.10-2017 10. hitpesiiwwwadb.org/sitex/default! filex/project document/71721/23069-ind-perpdf, Retsicved on 23.10.2077 (Civil Engincering Division BoardAnms! Technical Valne Jammu and Kashmir Highways Mohammad Ashraf Pazili Jammu and Kashmir State Centre The bnsitutionas Engineers (india) Old Banihal CartRond “A Guide for Visitors to Kashmir” (1898) by W. Newman mentions Banihal route to Kashmir but adds that itwas meant only forthe royal family. In addition, Walter Rooper Lawrence, the land settlement officer in Kashmir from 1 $8910 189: hhis book “Valley of Kashmir’ (1895) regrets that valley in not connected to plains via Banihal pass which was something achievable and desirable. The route linking Srinagarto Rawalpindi railhead, Jehlum Valley Cart road was already operational by 1890 using help of Spedding & Ca, a private amy of civil engincers maintained by Charles Spedding. The modem route via Banihal must have first come up in between those years. The road called ‘new’ Banihal route [BC Road, Banihal Cart Road] was finally completed in 19 15 ata cast of about 40) lakh and opened to public in around [922, The mainKashmiti engineerforthe Banihal project was Pi. Laxman Joo Tickoo. With the opening of the motorable all weather road, the dreaded “Begar' system, in which people would be forceful made to act like coolies for people crossing the treacherous passes, died, Srinagar - Jammu National Highway Srinagar Jammu National Highway is a partof NH 44 (Sommer name NH LA before re-numbering of all national highways) system and connects Srinagar (Kashmir Valley) with Jammu City. The distance between Jammu Tawi and Srinagar was 293 kmf[ 1] and is expected to reduce by about 40 km after commissioning of Chenani-Nashri Tunnel, new Banihal road tunnel and other small tunnels, These tunnels will also help keep the highway open during winter aval nches. It is one of the two road links (other being Mughal Read) thatconnects Kashmir Valley withtherestof India. The traffic om the highway is eentrolled by twa cantrolrooms,one in Srinagarand other in Jammu. Feanues The highway starts from Lal Chowk, Srinagar and then passes through Pulwama district, Anantnag district, Kulgam district, Ramban district, Udhampur district and ends in Jammu city, The highway lies in Kashmirvalley forfirst 68m upto Qurigund and then passes through series of Mountains up to Jammu. The highway is famous forPatnitop Hillstation, JawaharTunnel, sweets of Kud and tea of Sarmuli, The highway is often closed during winter days due to heavy snow?all in Kashmir valley and district Ramban, Many limdslides and avalanches in the mountainous region leads to closure of highway during winters)2] The Government of Jammu and Kashmir spends lot of money every year on maintenance of the highway. At many sites new roads with less number of road curves and tunnel are constructed which would not only provide comfort to the passengers butwould also reduce distance between thetwocities(3]. The railway line comnecting Baramulla at the Western end of Kashmir Valley with Banihal across the Pir Panjal Rangeof mountains has cased traffic on the highway as many people prefer to ‘travel in train up to Banihal because tmin travel is both economical and time-saving, The distance between Quzigund, north of the Pir Panjal mountains, and Banihal, south of Pir Panjal ‘mountains, is3S km ky madcomparedioon ly 17 km Civil Engineering Dinidon BazrelAmmo! Technical Volume History of J&K Roads ‘The hte af Jammu Kathmir camein ecittence in Marci 16, 1845 unde tenty of Amritsar when itwasrurchased by Raja Gulab Singh fromlickichere unver thie twenty farSevemty Five Lakh Reece “Public works Department fst came into existence inJamens.0 KashmirState inthe reignaf Matraja Partp Singin the {ear 1885. thea veal ocinicalgidance and supervieion was fom Brkieh Engi nmere, ‘The firstroad in he JAK state name!" ahum Valley Cart seu "was started inthe year I881.The 92 miles ang road stretl framHaramuillato Kotla wascompletactin 1890, ‘The firstroud (92 miles Baramlls Kalla Stretch af Jehlum Valley Cart saad) wat opened ta wheeled traffic in Sepieminer 1400 hy Maharaje Parag Singh ‘Thefina entry at wheeled wehicleinthestate waton 13h Sept, 189 when Maharaja Parag Singh was dri ero Baramulla Kohalarmd ‘The fina rosdta be brought toasphaltic specifications was amma city mainroad inthe year 1934 ‘Danial Cart rad was sari in the year 1901. The road was fit opened to trafic fram Jammu &a Srinagar an 2nd May 1921 in comectin withan mal Darbar mae. “+ Ladakhroad became moterab le upto Gagaagily the year 1441 “Tistote nd ervalhroad waestartd a 1937 and completed in 94S. “Katnualtarhoti road wacstarid in 1957 and completed in 1940, “+ Udhampur Ramaagarroad was stared in 1957 andeampletstin 1940, “Mirpur Bho oad vieChbappes as strtedin 1938 and oump etedin 1939. -Patnitop- Sanasar roadwas saried inl 988 and completed ia39, ‘= Sariata Nowsheraraadwasstaried in 1956 and completed in 1957. Kara Reasirondwatcantinictslin 1934 + MipurKath Poonshsoadwas thea aspento taflicin 953, ~Deala-Kishtar road was construct in 194] ‘In Kashmir Province, Valley wad fram Sadi Hazi ta Dragan vas constructed ia 1898-99. Dugyjan Bridge to Shalamar Gren rood was constructed in 1995.97. Theeticr important wud inchuling Tangs saad form Srinagar to Gulamag, Lisi jig rand and vantior lshmahadraadwere constricted witha coat of Rs. 67174-(0); Re. 1720.00 and Re. $2419.40) respectively “PublicNvoris Departmentin J Kheaded ty Cie! Engincer helen gingtolA2K sate came int exisenceinthe year 194 “Ascparate depariment of PWD Rass and Buillings JAK sist cane intesxisteaccinthe yr 1952, +The Public Works (Reads and Buiklings) Department was bifurcated intwo Divisions of Jarany Province and Kashmir Bravince widatwo Chis ng meses inthe year 1958 Jammuis 0192459048, These numbers help the people to get latest updates on the conditions of the highway and belp by milway and the train takes hanlly one-fourth time and fare. After reaching Banihal railway station, people take the road (mainly bus) ta reach Udhampur or Jammu ‘Traffic Control Rooms Traffic an the highway is controlled by traffic cantmal mams of two capitals, + The contact number of traffic control racm of Srinagaris 01942450022, and # The contact sumber of traffic control racm af (Civil Engincering Division Bard them to pastpane their journey in case of bad vweather{ 4] *Nafrat ki deewaron ko gira kar hee dam lengey” (we will rest only ater dismantling the walls of hatred), read signposts erected at crossings in Srinagar two years ago by the ruling People’s Democratic Pany (PDP). No one would hive thought that these politically motivated slogans ~) N‘Ammon! Technical Volume (vous become reality one day. Today all roads seem to lead to Kaman Post, the last point at the Line of Control (LoC} in the Uri sector, on the Srinagar Muzaffarabad road. The length of the road up to Kaman Past from Srinagaris L18.$ km. The Ssinagar-Jhclum Valley road, as it was known then, was the lanedependable connection between Kashmir and the rest of the world until the mid- 1950s whenthe then Prime Ministero Jamrmu and Kashmir, Bakhshi Glulam Mohammad, initiated construction of the Jawahar Tunnel on the SrinagarJammu highway, Until then Srinagar was connected with Jammu by a smaller link called the Banihal Cart Road. When the tribesmen raided Kashmir in 1947, the only bridge near Kaman Post was damaged and repair wark was tuken up only recently by the armies of India and Pakistan Srinagar—Leb Highway National Highway ID (NH ID), also known as SrinagarLeh Highway, is a National Highway entirely within the state of Jammu & Kashmir in North India that connects Srinagar to Leh in Ladakh. Itisone of the only two madsthatconnect Ladakh with therest of India, the otherbeing Leh- Manali Highway. The Srinagar-Leh Highway was declared as National Highway in 2006 The old Central Asian trade route SrinagarLeh- ‘Yarkand was also known asthe Treaty Road, after a commercial teaty signed in 1870[3] between Maharaja Ranbir Singh and Thomas Douglas Forsyth Weather Conditions Heavy snowfall on the highest passes can block traffic, cutting Leh from Srinagar for some six months each year, During springtime, the Border Roads Organisation (BRO) plows snow and repairs damages caused by landslides. [5] Zoji La pass received reportedly some 18 m (89 ft) of snowfall in 2008. \ fiaa| ~\ Geography For most part, NH {D nuns through extremely treacherous ternain and follows the historic tide route along the Indus River, thus giving modem travelers a glimpse of villages which are historically and eulturally important[7]. The road ‘generally remains open for traffic from early June to mid-November. The total length af NH [is422 km (262 miles) The two highest passes on NH ID include Fotu La at 4108 m (13,478 fi) elevation and Zoji La at 3,528m (11,5734) elevation, Between Fotu La pass and Leh, a government checkpointis stationed inthe villageof Khalatse, Dras, located some 170km (1 10mi) from Srinagar at elevation of 3,249 m (10,659 fi), is the first major village over the Zoji La pass, The village is, inhabited by a population of mixed Kashmiri and Dand origins, having a reputation of being the secand coldest permanent inhabited spot in the ‘world after Siberia, with temperatures dropping to 45°C (49 °F) History Inthe 17th and [8th centuries, theroad was only a track, impassable even with ponies. Goods, mainly pashmina wool, were euried by porters fom Yarkand and Tibet for Kashmir shawl industry[4], In the 19th century, the route was impmved, allowing pony caravans to pass. This work was started after{4] Dogm General Zorawar Singh conquered Ladakh region fmm the during 1836-1840 Trans-Himalayan campaign and Princely state-of Jammu and Kashmir was formed ‘when the British sold Kashmirto Maharaja Gulab Singh in 1846 Treaty of Amritsar, InApril 1873, the Kashmir government allocated 2500 rupees annually for upkeep of the Treaty Roadand associated Serais, Duringthe 1950s, tensions rose in Ladakh region, / ‘Civil Engincering Division BaardAnsa! Technical Volume China seeretly built a military rad spanning some 1,200km (7S0 mi) from Xinjiang to western Tibet, which was discavered by Indian in 1957 and confirmed hy Chinese maps showing the road in 1958. The political situation emded, culminating in 1962%in the Sina-Indian Wer. The road on the Chinese side gave PLA an advantage as a reliable supply line, giving the Indian Army impetus to build a road for supply’ and mobilisation of their own troops, The building started from Sringar in 1962, reaching Kargil in two years, This was the hasis of modern Srinagar- Leh Highway: Building the read was hazardous N Civil Engincering Disision Board task, given the challenging geographical location, and maintaining theroad is still anunenviable task. Restrictions omeivi ian traffic were lifted in 1974. This highway was used as mobilisation route by the Indian Army during Pakistani occupation of Kargil in 1999, knownas Operation Vijay Lately China has built a highway through the Pakistan accupied Kashmir (POK) — thercby getting access to the Indian ocean through Pakistan, Under normal ciscumstances this highway could prove to bearevival of the ancient Silk-route boosting the trade between the neighbouring countries fi13}Anos] Techical Volume. Road History Mohammad AshrafFazili Jammu and Kashmir State Centre The Institution of Engineers (India) Pre-historic Period The history of roads is as old as the history of man ‘on earth, Thepre-historie men triced outa narrow ‘way far going out forhunting the food, The narrow way was as footpath or pathway. The pathway is considered as the firstroad mark laidan the surface of earth. The utility and necessity of pathway gradually developed with the introduction of wheeled carts. The pathway was widened into a roadway which was the beginning af road as a meansofeommunication and transport, History of Highway Development in India Indian civilization, being one of the oldest in the world (4000 BC ta 3000 BC}, witnessed the growth and development of roads along with her own development. Thus, while tracing out tracing out the history of development of roads in India, one istostuxly it along withthe development inthe political, economic and cul ural life ofthis country, Roads under Early Indian Rulers Ancient history of Indiareveals that long long aga Indians knew the science ofroad construction, The excavations at Mohenjodare and Harappa (Pakistan) have established that even 3500 years BC, there wasa well designed network af roads, and streets were paved at that time Aryan Period During the Aryan period, there are references in Rig Veda (Part 1, Para $) about “Mahapaths’ as a means of communication. About 600 years B.C, a pucea road (6.1 m to 7.3 m wide) was built in Rajgir(ancient Rajagriha) of Patna district by king Bimbisara. This road was made of stones and is sfillinexistence. Mauryan Period During this period, roads were developed on technical basis specifications were laid down for width of roads, given to the surface of roads and the convexity of rad surface was compared to the back of atonnise Artha Shastra Thewell known treatise onadministration,gives a good deal of information regarding roads along with specifications adopted during Mauzyan period, The book of Artha Shastra was waitten in about 300 years B Cy Kautilya, the first Prime Minister of EmperorChandragopia Maurya. Chandragopia Maw-ya (322 BC-298B ©} He took keen interest in the maintenance and development of roads, He had a separate department of communications 10 look after the Public: mads. He got constructed the GT Road connecting North-West frontier with capital Pailiputm, the modem Patna. He also got fixed some sign post in the fom of pillars and mile stonesalong the road sideat regular intervals Emperor Ashoka took special interest in the improvement of roads and provided facilities 10 the travelers, Such facilities were in the form of Plantation of trees, digging walls and constructing rest houses at about 4.8 km to 6.4 km distance along the mads, The famous Chinese traveler Fahien had spoken very highly of the roads of that time in the reconf ofhis travel Roads during theMughal Period The roads were very greatly improved in India during the Mughal period.Chahar Gulshan, which / (Civ Engineering Division BaardAna Technical Volume was written in elghteenth century, gives an information regarding 24 important roads which formed the network of roads in India during the Mughal period. Themadsystem in those days was ‘considered as one of the best road systems in the world Theroad from Delhi to Daultaibad vas constructed hy Mohamad Tughlag. Sher Shah Suri got constnicted the longest road, i, the mad fom Punjab to Bengal. The present Cirind Trunk Road forms the gmter part of the Old Shershahi road, also called Badshahi sarak, The road from Agni to Allahabad and that from Ujjain to Bijapur were also got constmucted by Muslim Emperor. Many-of roads, constructed during Mughal period exist even today. Roadsduring theBritish Rule The econemie and political shifts caused much damage in the maintenance of rad transportation Thus, with the fall Mughal Empire, the condition ‘ofroads became deteriorated ‘Atthe beginning of the British period, anumber of ‘old Mughal roads, connecting important military and business centers were meial led and some new roads were constructed by Military boards during the time of Lord William Bentinck. But the administration of roads under military boards was not a satisfactory arrangement, It was only during the administration of Lond Dalhousie that the ‘central public works department was established to look after the construction and maintenance of roads. Later, such departments were erated in ‘other provincesalso. Lord Mayo and Lord Rippon contributed lot in the development of roads hecause the affairs of construction and maintenance of roads came. Later, such departments were created in other provinces also, Lord Mayo and Lord Rippon contributed a lot in the development of roads because the affairs of construction and maintenance of roads came directly under the control of Local bodies X ‘Civ Engincering Di With the development of Railways in India, the road development recel veda serious set back. The work of road construction and maintenance was givena secondary importance and thus the roads gradually lost the intewst of the government, Majorroads, except thase af military impartanee, mainly centered on the feeder ads to railways. Thus, the outlook on road development was campletely changed and they were considered ta be only of local importance. According ta Goverment. of India Actof 19 19, theaffairsofall the roads, except those of military importance and cemain other roads of national importance were transferred from the central government to the provincial governments. The provincial governments, in their tun, took over the direct responsibility of construction and maintenance of roads of provincial importance and placed the grater, partofroad mileage inthechargeo local bodies After World War-1, motor transport came to the forefront which created revolution in India’s transportation system. Under the continued effect of high speed motor transport, the existing roads soon get deteriorated. The local bodies, with their limited financial and meagre technical resources, ccouldnot deal withthesituation properly and with the increased moter traffic, the condition of roads, went fom bad to worse, Then the central government. took the following steps towards the development of roads, Appointment of Jayakar cammitice. In 1972, the Central Govemment appointed the Jayakar committee under the chairmanship of Dr, M R Jayakar to report on the condition af the existing roads and to suggest ways and means for their firture development. In 1928, the Jayakar cammitice recommen ded that since the provincial governments and the local hodies were unable to look afer all the roads and therefore, the central government should look afer all the important ads ofnational importance.Anos] Techical Volume. Creation of Central Road Fund Onrecommendati jof the Jayakar committe, the central road fund was enfowed on first march, 1929. The petrol tax surcharge at the rate af two amas per gallon (2.64 paiscil) of the petrol cansumed by motor traffic was impasted to build the road development fund, Out of annual revenue, thus collected, 20% was to he retained by the central govemment, for meeting expenses on the on the administration purpose, research and the development of roads under its charge. The halance 0% of the central oad find was to be distributed among the provinces, accarding to their petrol consumption, for maintenance and construction of roads, Indian Roads Congress In 1934, a semi-official technical body known as Indian Roads Congress (IRC) was established by the central government as per recommendation of the Jayakar committee. This body was farmed of national importance far controlling standardization, specifications amd recommendations regarding design and construction of roads and bridges. But the econamic depression during that time delayed the ad developmentprogaimmes. After World War IL, there was a revolution in respect of automobiles using the roads in India, The Toad developmentat that time could not keep pace with the rapid increase in road vehicles and therefore, the existing mads started deterlorating fast This necessitated proper highway planning by the authorities Nagpur Plan In 1934, a cnference of the chief engineers of ‘central and state government was-convened by the central government at Nagpur. It is landmark in the history of road development in India since it ‘was the first attempt to prepare road development programme ina planned manner. That conference finalized a twenty year road development plan (1943-1963) popularly knownas the Nagpur Plan, Acconling to that plan, all roads were classified into flour broad eategories namely, National Highways, State Highways, District Roads and Village Reads. It was also recommended that the central government should assume complete financial liability for construction and maintenance of roads Highways and the construction ofraadsof national importance was made the responsibility of the ‘central government, Roadsduring thePost Independence Period After independence, the gavernment of India started taking much imterest towards the development of wads in the country, The Nagpur plantargets were mostly achieved by 1960 through ‘the first and second five yeur plans (1951-56 and 1956-61). The various steps taken by the ‘Government of India towards the development of roads in the country after independence are described here. classified as National CSIR-Caural Road Research Institute In 1950, CSIR-Ceniral Road Research Institute (CRRI) was started at New Delhi. This institute is considered as ane of the National Laboratories of ‘the Council of Scientific and Industrial Research in India, This institute is mainly engaged in applied research and offers technical advice to state ‘govemments on various problems concerning 10 roads. National Highway det In 1956, the National Highway Act was passed. Acconling to this act, the responsibility of development and maintenance of National Highways was given provisionally to the central govemment. Road Development Plan(1961-81) In 1988, thenext Twenty Years Road Development Plan (1961-81) was finalized at the meeting of / (Civ Engineering Division BaardAnema) Techical Wohime Chief Engineers of States. Thisis popularly known as the Chief Engineers’ Plan. In this plan, due consideration was given to the future developments an various fields of India, Accarding to this raad development plan, the total length was almost double to that of Nagpur Plan target. This plan aimed at bringing any place ina well-developed agricultural area within 644 k fom a metalled mad 2.41 km from any other category ofroud, It my he hoped that better organizational arrangements and through intensive future plannings, India will not only make up the deficiency in roads but she will lead many other ‘couniriesin thisrespectin near future. Lately People have witnessed the construction of North South Corridor and the East West Corridar hhesides other links, parts of which have been ‘completed and therest isunder construction. This is definitely going to providea bettercomectivity bhetween thestates ofthecountry. (Civil Engincering Division Board fix7]Anos] Techical Volume. PPP Mode for Highway Projects Execution : Challenges and Issues ‘Sudershan K Popli SanjeewGupta Additional General Manager DepuiyGeneral Manager RITES Lud RITESLtd Gurgaon Gurgaon Bejpaplisk@gmail cam lean eon 2 02.00 3@gmatl com Abstract Public Private Parmership (PPP) mode af project exeeution has been adapted world over to meet the lange funds allocation required for competing infrastmctureprojects. Govemmentof India has also taken upexccutionafhighway projects by PPPmode. The paperpresents study thecancept and growth of PPE models, The challenges and issues in implementation of highway projects an PPP mode has been discussed and suggested probablesolutionsforsuceessful execution Introduetion India has second highest road network in world. Earlier, goverment was the major soume of financing for development of transport infrastructure but with the passage of time and it has becomeditficultto mestthe fundsrequired. To overcome the fundssearcity, goverment fallowed the route of Public Private Partnership (PPP). Pirst time im Seventh Year Plan (1985-1989), the Planning Cammissionof India emphasized to look foralternative sourecoffindingand therefore PPP em started in year 1990) ConceptofPPP PPP is a joint collaboration hetween public and private seetors to meet paucity of capital investment, PPP mode followed to fulfil infrastructural development for public purpose for a specified period through a transparent amd open procurement system. PPP allocates specific risk to partners for successfil execution of pmjects, government as a partner controls legal frrmewarks, changing in jurisdiction and regulation whereas, private sector putits best indesigning, investment, minagement, execution and operation. PPP mades have been adapted in India for the development of National and State Highway sas follows BOT foil) Mode! The Concessionaire builds the highway; maintain it forsmooth operation and hands over back to the Government afler specified concessian/cantract period, The Concessionaire recovers his investment hy charging road user fee (toll) from traffic plying on highway. The toll rates are prescribed by Government for different category of vehicles per km basis. This model reduces the fiscal burden on Govemment while allocating, the traffic risk to the Concessionaire, Government provides equity support up to 40% of the total project cast and the bidder quoting forlowest grant isawanded thepmject. BOT (Annuity) Model Concessionaire bids for annuity payments from Governmenti('lient that would caver his cost of construction, operation and maintenance, Lowest bidder is awanled the project. The annuities are paid semiannually linked to performance covenants, The Concessionaire does not bear the tolling? traffic risk in these contracts, The risk is borne by Government with respectto toll income. / (Civ Engineering Division BaardAmul Technical Volume BOT (EPO) Mode! Concessionaire bids against estimated construction costandreceiveperentage payments from Government/Client on completion of construction of various companents of Highway. Lowest bidder is awarded the project. The paymentsare linked tocompletion of consinuetion of a component as percentage of the total canstruction cast quoted by the concessionaire. The Concessionaire does not bear the tolling! trafficrrisk in these contracts. The tisk is borne by Government with respectto toll income: BOT (Hybrid Amutty) Model Concessionsire bids against estimated projectcost and maintenance cost. [tis an innovative pmject implementation model derived by Ministry of Transpert & Highways to encourage investments in Highways. Concessionaire receive 40% quaied project development cast in various stages during construction stage an achieving construction campletionspecific Mile Stone. ‘The balance 60% of project development cost is paid to concessionaire in 30 six monthly equal installments, In addition, concessionaire weeives half yearly OMT cost also during operation and ‘maintenance period. The Cancessionaire daes-not bear the tolling/ traffic risk in these contmets. The risk is borne by Government with respect to toll OMT Concession Agreement Concessionaire bids for the operation and maintenance of highway already developed Concessiontire armmnges fimds for commercial operation, improvements amd muinienance of the project highway. Concessionsire collects the toll during the concession period to recaver his costs and pays concession fee to governmenticlient everymonth, Concessionaire paying highest fee to client wins the project. The risk is bame by concessionaire withrespect to toll income. \ Civil Engincering Division Board ~ Challengesin PPPProjecets Theexecution ofhighway projects on PPP madeis, a challenging jab. The projects are linearly spread for kilometers. The challenges involved are as follows Cansinuction Time Delay Concession Agreement is signed forra caneession period including construction period, The delay in completion of project highway delays the stert of revenue of concessianaire, Some of the major + Delay in project clearance. Delay in encumbrance froe site handing over for complete stretch + Delay in approval from eancemed agencies like forest department, archeological department, railways, imigation,ete. + Railway Deptt. for approval of ROBs drawings and sanction of block on railway track during construction of ROBs, etc + Delay in approval of Change of Scope (COS) due to fault in DPR or Public Demand for additional strictures like VUP/PUP/CUP leading to changes in designand delay incompletion of project. + Delay in statutory approval of construction material quarry + Closure of mines in the vicinity of project dusing construction period. Finance Risk + Low Tratfic thinprojected leading to lesstolland lessrecoveny ofinvestmenthy privateentity. + Fluctuation ininterest rites + Pluctustion in currency exchange mtein-case of foreigninvestor. Closure of mines inthe vicinity and procurement ofimaterial from far off distance quarries leading to increase incost to concessionaire. Powe Majeure Risk + In case af non political event like act of God, 19}‘Amun Tecinical Volume epidemic, discovery of geological conditions, toxic contamination, strikes/boycotts, etc, the purties hears their respective fore majeure cost and client doesnot pay any cast to concessianaire ‘in case of indirect political event like am act of war, invasion, armed conflict, politically motivated sabotage whichprevents tall collection, de, the cast to the extent of insurance is bome by concessionaire and cast exceeding the insurance cover, only $0% cast is harne by client and remainingistobeborne by concessionaire ‘+ Termination of contract by new government in power as project started by other gavemment or increase in taxes aifecting the financial condition ofeoncessionaire Issues in PPPProjects In PPP made, detailed design and execution of projects is responsibility of concessienaire and follow best engineering practices wherever required ‘sues in Design and Construction Theme are various issues while design and cxccutionas fallows + Problem in exercising of powers between concessionaire and EPC contractor when both are subsidiaries ofsame company. + Large variations in technical parameters for designs such as, CBR, traffic volume, vehicle loadings, ete + Minimum required specifications are followed thanibest engineering practices + Least interested to execute items incidental duringexecutio, such as,diversion, safety, ete + Inadequate quality check mechanism during exevution of work to complete the project at the earliest. ‘Issues during Operation and Maintenance There ae various issues while operation and maintenance of projectsas follows: + Failure to repairreetify defeet or deficiency fizo] withinthespecified period. + Failure topmovide safe, smoothanduninterrupted flow oftraffic during normal operating conditions + Poor carridor management system to minimize disruption of traffic in case of a accidents or other incidemts, ProbableSclutions InPPP mode, concessionaize isa privatcentity and executes the project to carn profit. A concessionaire will tend to abundant the project whenever it start making lasses or leading towards stage of making losses, In last five years, large numbers of projects have been surrendered by concessionaire during execution or some even efor start of construction. This hus led to the failure of PPP mode of project execution Although, Ministry of Road Transport and Highways haveacted very fistand introduced new mode of concession agreement as mentioned above, but measures are required to be taken as follows. + Adopt procedure for discarding very love bids quoted by some agencies, As after getting the project, unable tocomplete theproject and causing unnecessary delay inproject completion or leaving theprojectmidway + Improve monitoring of overall progress of PPP pmjects and keeping an eye on utilization of concessionaire funds strictly. + Develop a mechanism of speedy approval of additional works beyond/not covered by concession agreement by Authority like VUP/PUP/FOB\service ad, ete + Obiain approvals on environment, resettlement, social safeguardshefire bidding + Acquirerequiredlandto aveiddelay. + Punitive clauses for non execution of incidental items to ensuresafety during construction, Reference 1 penny /Ammo! Technical Volume > Quality Management of Highway Projects — AHbolistic Approach ‘Gangaraju Mallamp alli Fedlaw, The institutionaf Engineers (India) Hyderabad Plgangarajuu maliampaili20F4aigmait.com Abstract Highwaysare an important resource for movement of goods and services for the economic development ‘of the country, The concept of total quality management (TQM) aswell as prineiple of surveying “work from whole to the part” is adapted. Survey of the information available in public domain as welll as separts, published articles and research studies havingopen access on web is made. Review of selected separts, articles and studies is the methodology adopted. A pamdigm shift in conceptu projects with an integrated approach io othermodes like railway sand waterways is suggested, Economic ‘evaluation and micm level study of projects omaspects likedesign, constructionspecificationsis outside the scope of the study. Efforts have been made to make objective assessments, restricting the study to a smucro level and avoid creep in of value judgement and bias, Keywords: Highway projcets; TOM: Holistic gppraach ization af the Introduetion Highways arean important resource formovemnent of goodsand services across any country. India has a network of S4,72464 km of roads, termed as National Highways/Expressways (1,03,933 km), State Highways (161,487 kms) and ather Roads (S2,07,044 km) as per para 1.3 of Annual Report 2016-17[1] of Ministry of Road Transport and Highways (MORTH), Goverment of India (GON, National Highways are mostly those which connect acmss thestates, and State Highways are those connecting importantactivity centres within the particular state, Other toads are thase connecting towns, villages, pilgrim centres tourist places, and ther cconamicactivity areas. Though National Highways(NH) and State Highways(SH) constitute 5% (approx}of the road network, 40% (approx) of transportation activity is on this network making them a very important Resource for the economic activity. Development and utilisation of this resource at optimal costs is an imperative fora developing country like-India (Civil Engincering Division Bard jective The primary objective is to stuly the existing practices in Planning and Execution of Highway Projects both in India and abroad, The secondary objective is to examine the adequacy of these prictices and tools through the prism of total quality mamgement (TQM) principles and identify gaps for improvement in the Indian camiext Approach Thestudy adapts two concepts, such as, work fom whole to the part and total quility management (TOM, The concept, work from whole 10 the part is adapted to look at policies in planning and execution of highway pmjects by various owners (Gavemments). The concept af TQM is adapted for looking at various processes and tools in execution of highway pmjects. Methodology The methodology adopted is review of / falAsm! Technical Valome infomation available in the public domain and on web in the farms of Reparts, Articles, Research studies and Publications. Only Qualitative and not Quintitative approach is made in theanalysis. A Table is drawn on principles of TQM and the modules/sub-madule reports/articles reviewed ane identified to draw eanclusions, Efforts have been made to avoid subjectivity/value judgement and bias. Review Development ofNational Highways(interstaic} in India have been taken up in project mode under National Highways Development Progrimme (NHDP), under the Ministry of Road ‘Transport and Highways (MORTH), Government of India (GOH as per anmual report 2016-17, MORTH, GODJ[!]. National Highways Authority of India (NHAD isan autonomous body setupunderanAct of Parliament in 1988 and operationalised in February 1995. NHAL development, maintenance and management of National Highways entrusted to it, (Para 1.7.1 of Annual Report)[1] ‘The first twa phasesof NHDP were taken up by engineering, procurement and construction (EPC) mode, Phase three onwards, development is taken up by public and private partnership (PPP) mode. Indian Road Congress (IRC) Publication SP:84-2014 ‘Manual of Specifications and Standards for four laning of highways through public and private partnership (PPP) is the document followed bath by GOL and state govemments, State governments develop the intrastate highways. IRC standards are followed uniformly both by GOI and siate governments. The implementing agencies differ suiting the requirements and resources of respective States, The model contract document for PPP projects standardised at the national level isadopted. Monitoring the pm gress, quulity of build, providing human and financial resources, maintenance are performed by areas covered in the is mandated for respective project authorities ‘Auli of projects where public money is spent, is conducted hy a statutory authority, Comptroller and Auditor General of India (CAG). The anditby ‘CAG is of three types, Compliance, Financial and Performance Audits. Repart No. 36 of 2014 «Performance Audit) implementation of Public Private Partnership Projects in National Highways, Authority of India by Comptroller and Auditor ‘General of India(2] is reviewed in this wark. The Performance Audit repo cavered areas of Planning, Financial Management, Award of Project and the Concession Period, Excaution, Revenue and Monitoring, The audit was ‘conducted both atthe field unit and project levels Key observations in Chapter 8 of the CAG audit reportno.360f 20 14|2]are, + Exeaution through PPP mode suffered from deficient planning and implementationand results are notupto the expectations + Process of identification and prioritization was ‘opaque, No robust mechanism to identify stretches that needed widening + Reduction of dependence on govemment finances ‘could nat be achieved completely: Procedural delays Twinning the Trans-Canada Highway Project of Parks Camida Agency (PCA) was audited by Office of Internal Audit and Evaluation, Mountains Parks Department and the Final Report, March2012[3)}.is reviewed, Parks Canada Agency (PC A}is responsible forthe administrition and the maintenance of highways sand transit routes that passthrough nuttional parks, The audit was aimed to provide the PCA the assure on the project mamigement’s cant! frame work, adequacy to ensue compliance and financial and contracting policies and practices. It also covered risk management, monitoring and separting mechanisms. (Civil Bngincering Dinidon BoardAmmo! Technical Volume The audit was planned and conducted in accordance with the intemal auditstandards of the Govemment of Camda. The methodology was review of documentation, interviews of pewonnel of comtract process, payment process, contracts, sample paymenttransactions and at field levels, Parks Canada Agency(PCA) adopted design approach as well as build contract appmach with agency's designs. Owner engineers were utilised for project management and monitering (consultants) on call up basis against standing offers forsuch service, The recommend + Pormal steering or oversight arrangement, documented minutes of discussionsand decisions. ssoftheaudit were: Internal communication protocol +Documentationof site visitsiebservations + PCA to develop a stmtegy to cope with the possibility aftimeover nin Two works on the study af ‘delays and cost over unsin Infiastructure"arereviewed in this anicle. Ram Singh, Department of Economics, Delhi School of Economics in hisspecial article “Delays and Cost Over Runs in Infrastructure’ [], studied £94 projects in 17 infrastructure sectors. Key findings which sre statistically significant and robust to regression techniques as well as sample + Regardless of the source, delays are one of the crucial causes behind the costovernums. + Bigger projects experienced much higher cost overnims compared tosmallones. + Longer the implementation phases, higher the cost aver runs in absolute as well as pementage tems Shri Ram Singh emphasized the need for radical over haul of project planning process for precise initial estimates of project time and cost, He also advocated sectorspevific stu (Civil Engincering Division Bard > Ms Yogita Honrao and Prof, DB Desai in their research paper[5], studied the delay and cost over nuns in High way construction, the causes and effects through literature review and discussions with parties involved in the construction, They identified 53 causes and 11 efféets and examined statistically, frequency of occurrence, severity and importance using questionnaire approach. Statistically significant root causes were identified ‘source wise as under: + Owner : Interference in work hy stopping. the Progress, restudy or redesign, delay in decision ‘making delay in progress payments, + Contractor ; Ineffective constmctian method and improper planning, making timely availability of materials (resources), inadequate finanee. + Consultant : Delay in solving design problems, Major changes in design during construction, ‘major changes altering thescope of the contract + Services and Utilities : Insdequate information! details, location maps, + Government Regulations ; Delays in giving work permits(rightofway), land acquisition, ‘+ External Environment : Traffic diversion, weather, inadoquate availability af materials in themarket The root causes lead to cost ovemun, time overrun, disruption in traffic movement and contractual disputes. The study is on. project in Bahrain and suggested studies on projects in India. Transportation Research Board (TRB), a part of National Academies of Sciences, Engineering amd Medicine, Washington D C provides innovative research based solutions to improve transportation TRB manages transportation research by producing publications and online resources National Cooperative Highway Research Programme (NCHRP) of the Boanl (TRB) commissions, Reports, Syntheses of Prictice and Research Result Digests (RRD) 1 encoumge implementation, One research report, and two / [)Anema] Techical Valen: Syntheses repos as under are reviewed in this, ‘work. + NCHRP Report 850, Applying Risk Analysis, Value Engineering and other imovati ve solutions for Project Delivery (2017) [6] + NCHRP Syntheses S04, Strategic Program Delivery Methods (2017) [7] “NCHRP Syntheses 376, Quality Assurance in Design Build Projects (2008) [8] NCHRP Report 850 (2017)[6] focussed on areas of value engineering, risk analysis, cconstructability review and other innovative ‘methods for project delivery. Repart observed that ‘the processes in the study areas are performed as sepantie and distinet processes and suggested improvement in communication, [t observed that ‘consultant led progrimmes performed better over in-house programmes, though more stmictured and indepth involvement of consultants with ‘higher credentials are suggested. Provision of good facilitation, proper techniques, adequate study time for Projects resulted in impraved innovation and value, Reseawh team proposed Integrated Value Management of Communication, ‘Collaboration, and Innovation, NCHRP Synthesis $04 : Strategic Program Delivery Methods (2017)[7], adopted the technique of literature review of program delivery pracesses, ‘content analysis of state departments of transport documents, guide lines and manuals. national survey and selected case studies were also sundertaken. The report observed * Onanizational structure has influence on the Projectand program delivery pmeesses * Team based approach with centralized responsibility (owner ship) to establish and ‘enfarce standards, procedures and policies help in ‘consistency inprogramdeli very. + Scope for detailed research to mitigate the gaps observed, NCHRP Synthesis 376 : Quality assurance in design build projects (2008)[8].ecamined various ‘quality assurance practices in design build (DB) projects by survey of Departments of Transport, review of policy documents, comtent analysis of contract documents and literature review. The synthesis epart observed * Quality issues pervade the procurement, design, construction and operations and maintenance phases of DB Projects + Quality of personnel, past experience af the DB project construction agencies influence the Qi DB Projects. Inadequate quality of plans used to implement ‘Quality Management Pmcesses after the contract is awarded in addition 10 classic design and ‘construction quality issues present in traditional Projects Thereporteoncluded + Policy documents are-silent or overly general on subjectafiquality. ‘Inadequate clarity of owner's spproachto Quality Management (QM) and dependence on “Quality ‘by Qualification’ of the vendors. Design QMis not receiving sufficient emphasis. Key Leamings The key learnings from the review of the reports{articlestreferences | to Slare «+ Project delay salwayscause castoverrims, + Organisational structure influences realization of bboth physical and financial targets * Planned and transparent mechanism to identify and define the scope of the project helpsin comect estimate of casts and delivery time + Unambi guous definition of projectscope, stand- andized build quality specifications and processes provide clarity toall agencies involved in project ‘contracting, execution and delivery. Civil Engineering Dividan BoardAmmo! Technical Volume + Allocation of timely and adequite resources, effective comunication protocals and documentations are essential forachieving ontime projectdelivery Anal ysis The key learnings in Para 5S indicate theneed for a robust omganisitional structure with defined Processes and tools. As such, the analysis is done through the prism of TQM. The modules and sub- madulescensidered are + Planning :strategy, policy, finances; + Execution :stritegy, policy, methodology, tools, management: + Review :achievements, hurdles, gaps; +Correction :palicy,methodology, stendards; and + Apply :project, methodology, standards, Table 1 gives the modules and submadules covered in each of the references viewed as ‘Y" The comesponding paras of review are also indicated. For the purpose of analysis, references 1.24 and 5 are clubbed together in the comext of Indian environment. Fromthe above table, itmay beseen that major gap is in respect of macro planning strategy and planning forfinances. Inthe madule ofreview, the achievements are glassed aver and hurdles are neither identified nor recognised before identifying the gaps, Gaps are also seen in respect of conection and apply modules for TQM of highway projects Key elements for achieving objectives in any Project environment are management, resources amd tools. For efftetive management, the top management shall have total ownership. and authority for allocation of both human and Financial resources. Various functions! sub- functions are to be identified, documented and the levels shall not he more than three for any such function, namely, implementation, supervisory, and approval levels. In respect of resources, while the project owner has to be fully equipped in respect of plaming, contracting, monitoring and financing fumctions, the execution‘construction agency shall have technological, human and material resources required commensurate with the scope andsstageaf the pmaject implementation The agency shall have adequate flexibility to scale up and reallocate resources to ensure timely delivery of physical targetsand reach defined mile stones at various stages of a pmjcct. The prescribed standards of quality in constructicn, men, materials, machinery and equipment for achieving the physical targets and MIS are the tools for achieving the project objectives NCHRP Report 821 : Effective project scoping practices to improve on-time and on-budget delivery of highway projects (2016)(9], in the summary, observed that there is eonsidemble Tabet: Anas safresten ReNet Planning Execution Review Correction Annie AA. Stra Policy Fina Stra Policy Medio Tosh Manage Achieve Hurdles Gaps Polley Mothe Stan Project Metbo Stan ty me RY dalgy mame sdelegy dard egy auras Yoyvoyvyyroyy ¥ ¥ ¥ ¥ Yoyroyvyvoyvoy¥ ¥ ¥ ¥ yoyoy oy y (Civil Engincering Division Bard riAnes] Techical Valse variations in the project scoping practices (PSP) across states in USA and a continuum, The variations are in definition, formality, timing within project development and project maturity Research results am covered in part | and implementation guidelines are provided in part 2 of the report. Critical issues ar challenges for an effective PSP identified (Table 1 of the NCHRP Report [9], are process, definition, time frame, activities covered, techniques, tools, experts involved, detailed design complete and public engagement, Integration of project scoping Process (PSP) and project delivery pmcess (PDP) wasalso suggested. Conclusions Taking acue from the NCHRP Report 821 [9], the gaps in TQM processes observed from the Table 1 of Para 6.1 in respect of references 24 and (Indian context), and key leamings ofthereview in Para 5.5, the following conclusions aredrawn. + Programme authorities (distinct fam project authority) have a key role in identifying and scoping theProject + Timingothe PSP completion in the project cycle is acritical factor for comect estimate af project cost and time required for project delivery to avoid project delaysand.costover nuns, + Project authority, (project grounding agency) shall have complete ownership for management and allocation of human and financial resources, methodology of grounding (EPC or PPP or combined), interaction with extemal agencies and facilitate pmject implementation with timely and proactive actions forland acquisition, rehabilitation, ‘grant of rightof way, identification and removal of hunilevbottlenecks and monitoring the progress. + Standardization of build specifications, contract documentation, approach to quality management, Process documentation and communication protocols would help in transparency and clarity for allthe functionariesandagenciesinvolved Team based approach witheentralized ownership would help in smooth implementation of decisions + Design quality needsemphasistoaptimizconlife timecasts of aproject. + There is anced farcbjective and diagnostic study of past experiences in various infrastructure Pmijects to review the policies and processes and apply in futureprojects ana continuum basis, Suggestions Taking a holistic view of the conclusionsdrawn in Pam 64 in the Indian context, following suggestions anemade, + Planning strategy is to be evolved for development of highway networks in India analogous to transmission networks in electrical powersector, + The design of highway networks to be complementary to railways and waterways tomeet logisticneeds. + Modularization and standardization in designs of major structures. ‘+ Implementation of ISO :21800-2012 ~ Standard ‘on Project Management, + Objective and diagnostic research studies of highway projects ta identify areas for improvement and innovation to minimize pmject lifecyclecosts + Planned replacement and rejuvenation strategies /policy need to be evelved. ‘As a post script to this article, itis heastening to record here that Government of India amnounced launching af Phase [ of Bharat Mala Project’ on 24th October, 2017 for a length of 24,800 km {economic corridars-9000 km, inter corridor snd feeder routes-6000 km, national corridar efficiency programme-S000 km, border and Intemational connectivity-2000 km, coastal and port Civil Engineering Dividan Board‘connectivity-2000 km and express wayys-00 km) -withan ambitious target forcompletian by 2022, Limitations Economic evaluation is outside the seape of this, ‘work. No case studies or questionnaire surveys on Projects have heen conducted. Only macro level review of data as mentioned in methodology has Ibeen done end variations presented, However, articles, reports, research studies adopted the techniques of case studies, questionnaire surveys and alike, either severally or together. Knawledge ‘of such scholaly studies could be reaped through ‘the review methodolagyadep ed. Acknowledgements The author acknowledges Tery School of Business, University of Geongia, Athens, USA for ‘guiding in preparing this paper, References 1 *Aamial Report 2018-17", Anisey af Rad Tramspars and Highways, Government ofa. Nev Deli 2 Report No. 36 of 201d, (Performance Audit) Implementation af Public Private Partnership Prajects in ‘National Highways Authority of India’, Compiolfer and Anditer Generale fadia (Civ Engincering Division Board 3. ‘Ault of Twining the Trans-Canada Highway Project” Parks Canada Agency, Moun ains Parks, Final Report bfarch 2012, Offee af lmernaludirand Erabverion. 4 Ram Singh, DehysaniCast Overuns in Iniractructare’ Deparment of Eecmomice, Dethi Sehaol af Eeanemics, Special Articfe, Keonamic and Political Meekfy, vol. XLV, 21, May22 2010p 54 5. Yogita Hanrao and Prof. D/H Desi, ‘Stody of Delay in Executione Infiacructure Project-Highovay Conruction, International Joumal of Scientific and Rexearch Publicasions va. 5,n9, 6 Sune 2015. & Navinal Academics of Scknces Engincering and Medicine, “Applying Risk Analysis, Value Eagincering and Ofker Innavative Solutions for Praject Delivery’, Washington DC, The Natianal Academies Frese, 2017, nye fit.arg 10.17 228024884 7. National Academies of Sciences Engineering amd Medicine, ‘Strategic Prageam Delivery Methods", Washington DC, The National Academies Press, 217, inppe ist arg t0. 722620779 & National Academics of Sciances Engineering and Medicine, “Qualiy Acsurance in Design-Build Project", Viashingion DC, The National Aeademier Press, 2006, fps lied arg! 0.172282 22 9. Nevenal Academics af Sciences Engineering and Moslicine, ‘fective Project Scoping Practices to lmprovs On-Time and OnBudget Delivery of Highway Prajecs’, ashingion DC TheNasional Academies Prese, 7016Anmasl Technical Volume Strategic Environmental Assessment in Development of Highways:A Case Study of Gujarat State Highways Program Pawan Kumar Associate TCP Townend Country Planning Organization Ministry of Housing and Urban a fairs Government of India, New Delhi Elpawan6 12@gmail.com Abstract Developmentof highways isa part and parcel af precise policy, explicit plan and particular program in ‘the country and therefore strategic environmental assessment (SEA) is required to assess such policy, pplan and program by incorporating preventive and mitigated measures at appropriate levelsof decision ‘making process along with socio-economic and environmental considerations. itis practiced in many parts of the world but the same is not mandatory in India, However, it has been restricted to certain ‘externlly supported und funded programs, SEA in developmentof Highways is anintegrated upproach ‘of sectoral planning and different levels of the government, Further, SEA has to assess political representation and political ecomamy for propased poligy/pragraméplan in the society. Interests of ‘vulnerable groups of the society and major stakeholders must be incorporated in decision making process. Contrarily, impact on both political and socio-cconomic environment needs to be assessed. Such approach creates widerhase far induction of new policy and progrim farthe benefit ofthesociety. Keywords: Strategic environmental assessment; Policy:Program Introduction decision to develop highways in the couniry, The development of highways has crucial Similarly, International Highways, financedby the World Bank connect necountry withneighboring countries is an auicome of bilateral and multi- lateral eo-aperation and policy decisions of the contiibution to growth of towns and cities as it provides accessibility and connectivity fiom points of pmductionsto poinisafconsumptions. In other words, highways as capital intensive rad S0¥emment, Further, development of State roads inffastmctures have vital importance which ' done under explicit plan, such as, Nagpur Plan accelerates regional growth and national (143), Fwenty Yeor Plan (1961), Tribal Sub-Plan development interms of economic, socio-cultural, Td other special packages. Purthermare, highways are also developed due to massive employment, education, poverty alleviation, ete program af road building in the country, such as, Further, highways as public assets define cownerships and authorities of the concemed National Highways Development Program. Ministry and departments to serve the nation in Need of Impact Assessment far Development of public interest Highways At Initial stage, the development of highways isa ‘Thescale of development of both State Highways partand parcel of precise policy, explicit plan and (SHs) and National Highways(Nbs) cavers length particular program. The various Pive Year Plans and width of the country with comparatively formulated by the Government of India has policy longer gestationperiod forimterstate and stritegic (128) (Givit Engineering Division BoardAmul Technical Volume defence movements, connect state capitals with district headquarters, big cities, important ports, tc, Therefore, contributiansof highways arevital Conirarily, development of highways has significant detrimental effects on both built and natural environment, Such effects have enduring impacts and therefore the same may be assessed at different stages of planning, designing, canstructionand operation In this context, it is important to cary out assessment of the consequences ofdevelopment of highways policy, plan and program on environment and other sectors before project formulation, Strategic environmental assessment (SEA) is one of them which introduce environmental considerations in decision making process at carly stage of policy and plan formulation which father allews decision makers to focus on environmental effects of tactical choices. It helps to consider wide rnge of alemative proposals and mitigation measures catlier than environmental impact assessment (ELA)atproject level Strategic Environmental Assessment As per World Bank, strategic environmental assessment (SEA) is a set of analytical and participatory processes for incorporating environmental considerations, at early stages of decision making, into policies, plans, and programs thataffeet natural resources, In fact, SEA fosters and provides critical systematic considerations at the sectoral, regional and national levels to promote environmental sustainability, smart growth and pollution Prevention, Therefore, strategic environmental assessment is a process to evaluate environmental consequences of a proposed policy, plan and program initiative by incorporating preventive and mitigated measures at appropriate levels of decision making process along with socio- ceonomicconsiderations, According to Asian Development Bank, SEA cannot be restricted to environmental consideritions only as most of the time, \ Civil Engincering Division Board ~ ies 4 = is | sab Pa - ab a SaeeLatn Fak SEA Orson Ppt J Spite 2 pp PS gare 1; SEA inp lan and propraméf transpartprefet implementation of progrim also effect social and economic developments which further cause indirect environmental deprivation. In fact, strategic environmental assessment isa tern used to describe environmental assessment process far policies, plans and pragrams which are approved arlier than authorization of individual project. Figure | illustrates the co-relation of SEA with policy, planand program. Strategic Environmental Assessmentin India In India, Strategic Environmental Assessment in Policy, Plan and Progrim has not yet been ‘considered by the Ministry of Environment, Forest and Climate Chinge, Govemment of India but its considerations can be help fal to understand and choose various options and planning interventions, However, SEA is not mandatory in India but it has beenestrictedta certain externally supported and fumded programs. Table | describes some of the selected projects for which internation! agenciesidomor agencies have commissioned SEA. Stmtegic Environmental Assessment has distinct approachesbased on development goutls whichare described in Table2 SEA as a part of decision making process far ‘statutory/non-statutory propasals, policies, plans, programs, ete.mry also be emphasised on good ‘governance, institutional sctup, scientific ways ta policy formulation and public participation SEA may be applied widely to assess policies and programs prepared by the Govt, through suitableAsm! Technical Valome Tablet: Strate environmental seument EA) fr scected roles in India Naweo PrepraniProket Stake Thrust Areas of PropramlPrakt Dener geass SEA Comnissened Suicbighways progam Guat Ixgemvemeato sate highnays ake, Wo Bask Ye wit widening ond senagshenn Taal Nadu Proms and enor ataicle Wea Bank Ye evchpmeat and anagem of war, lass fore recuanes maludig te cine eval aspect in thebas, Indi codckparst Kajachm Keall, Conerebiniogkal dives inseven Wea Bast Yo. ross Guprat ME” bully sic prot ros by Kasaala Ration’ arplomsneg an co. developanend xatgy West eagal Inipeice pjeetca = Maburadhea To sevive Hunmnsiverpeojct assur Nethedande Ye Haeeaa river {nd pica panjct near Serkada Vile, Conmissioa — (iobeeoadactalby (pone Ganctapar Dims, foe Kavineancnt | Wide stints lgac Ascent of fata, Deteack) Tabie2: Diferent appreachesef’Stratepe EasirenmentalAsesment Appradies —— MajarCompanents Ingas-cenmdSEA Asesmnestofpbysealandbanns ‘Support in Devs Malang, Qundiiatceofaccameathdp: 8 aye impacto peopeneddelgereerpla. womininiceamdccemoladvere: inpuctccomedappnach skis nace ‘Simeensctlingarttbmagh —ccnssied wid cvirsameaalingac lbs nerve cee ese ent nd ecconenic impact of cleniiypredasicnandaugpy Incisaicaceed A peoperumscseaticchaiqactohe stitial compccary fx plasang. SEA feniplleson policy is SEAugersacs — wadbyprojec'smumagmsbads! =u Elemenarisncapustyhdpim Raimaice-coumedapusachasis inainaica binrplement velpanent excowne smereceacered witetlctie abd Seance: Gal delinenoteran RolefrPoliaton Manspement rl Bank Exampe(s) fechydruckeric pects fraithl implemeaasiectpalicy ‘Sroughpastsipa caso sual der nachaspolhaicn connnllngouboriies indus methods and effective techniques. Table 3 describes various steps to conduct SEA in transport sector. CaseStudy: Gujarat StateHighways Program It was an initiative taken by the Goverment of Gujarat withthe help of World Bank toimprove the State Highways, It was aimed at widening and strengthening set of economically feasible state highways. The project feasibility study selected 818 km of roads for improvement with the available budget, The environmental team undertook the sectoral environmental assessment (SEA) forthe total 818 km ofroads, Theabjectives of the SEAwere: + to perform an environmental screening of the project corridors in order to classify each road ‘corridoras high, medium orlow levels of impact. ‘to provide practical plan for mitigating and monitoring the impacts which would occur as result of the road rehabilitation and construction activities.as well as duc to firture operation of the road corridors, * to design and implement environmental smanagement unit(EMU), intendedtoact as a unit implementing the environmental action snanagement plan and resettlement Action Plan on Ibehalf of Gujarat Road and Building Department, Government of Gujarat. The major components of highway programs and SEA outputs havebeen described in Table, (Civil Bngincering Dinidon BoardAna Technical Volume Table 3Stepain ctrateplcemviremmentalacecement in tramcport program, pally and plan Tepe Beseripdome "Remar Scecsinganlsccping Applicable ralltanpoctpalcy plnnamdpogam. Useful brine progaze wbicharcassncitad ‘witudeveloperestofSsNHs Reubikbiegtebordine Itetrceuicingcondrioackehrefrmmsiaciiay Sibcepeesrehmgecim ye x fence ‘saacprpolicy pl anand peograniarglemeneaion Ingactmemaest —_imuyiadde mpectamemmnentm wilasamemnest Useful inarsccancet of ool ingucts scccodary ofjootes ma apurscl pa prog ret sats cama apa Mitipring impacts Amesmneatofmiigaing impactiandieaiies Useful tominimizcandcoataladvene ewzcamesal aerase wanap paces ‘epactstroaghplnnningionmveston ouch asses falexnate te nenifiedalignment ne of paid tectonlogger Mostosingaead Formation manic planand ikl seh oi ereatevdsofphininplementationand evahaisen srnau far vabates opemsca “Tablet: Straten cnviroamentalanscoment of Gujarati hichwayaprerram Higheay Deus ‘Straisle ateomes Program a Environmental sceeument sand Learning Cempeneais Program (SEA) Components Eaperiemce Roadingrovenent SiS ofuaehighnayswer — SLAwarcondicrdmoamesinparts Rautdoslowanedhumancbigh level (wakangiticapicaing) ckeidunds fisprogam —olpsreesalproran cabo anral —ingurtthesanewaseategcascd (atinementdsccalemcceaet. asshcertarn andiong tanning Veiodicmaisemame —Prgetwasticmeed —Metindalbgy masfamedineailectdea — Miigaskemmeaaaeswese aptakovetays) bye Werle can landculenninaelisares mccmendedstaregcsecr etn Teamwar concinnedmenderske aloeg Se earsiorof erpacstchadeg 20 ‘melopesinn poses SEordis pega. of roaketal commmeatal ts lclyo be alkced adeeorlandenes ecole wie bis archacobsscalsaesafeesd ee inical deve lpanest Amero wardcesandergackwee Treventvennd mitignionscicas chsifiedaskon, maliumandhigh kvelingact — wereaugpenedan cairo Inpactasennencabomesnralandsarel sbanie mpectson ai wate, sracaneaiwe door dang coca see, etalon ‘mdopenscecaf ie madcorsies ‘SbAsiggeratmbipuedmenare: _Raviroamest masageses 8 Sangarhdeaginage shar plawaprepaed wiamrigeice Tamed wsccomaydaplaccneathy ‘sneumrenin ie cetaacs madifvaeniois alien mowing opeation pass oe Di ‘withofemmakrermallyogdeng Toraduetbewitkhoftbexighto(-way Reseseaworocicaplunwa:prepre (ReWhercoridorefimpacintcie fomaible comprare fer Se cas Toquuraccca mbateouaiceidscdecs " tsamot kad Inciboal Suruuyhnebeeningoredbccamusen, — curecimage, Trwsc belmoutsi Se RoW comealladky —commamiy prpesy Gujathcadand Bal dng Dept toot otha se seeded afer ener 0 8c people. Tomininize ti loecsipusersafpub ropa. Two crido bypasses} were suchas Geees puntne athe RON, stfied farnew concurs nd single déandrcnetomabuohsem ainan nezce ssid bpp "tenia ghvendesgn md aferyccocrants, stegenypesiee Th id newplotsund howssroatieopen — Ocerparvofcoerioe mere ‘sersetformbesing. hiesifiedas medamandlow Topeoidercadsaieamentanachas be sop," enpactemegerypeojt Thnesurkingsforsowmecruedsalie Misgasce masrertder EMAP alsag te pved na or ‘wermed:tobeanpucanenad [sources Roads & Buslinp Dep, Gone of Gapara (1988) Guava tae Highways onic, Sectoral Beronmenl Assessment, E Wid Fanal Report Devekapmans Toolkit Exvtrormansal mab: SEA ELA wnder SUTP (2084), MUD. X v4 Engintn Diba Bard )‘Amun Tecinical Volume ‘Conclusion + Sustainable development is need of the hour. It requires optimal utilization of resources, environmentally guility goals, socio-economic ‘equity, good governance, etc, and SEA is a step towards it. In fict, environmental assessment of pusticular policies, plans and programs based an scientific methods and standard procedural is an important step in decision making process prior to thepmject approval stage, Therefire,there isaneed tobe secogn zed itwith legal status inthecountry. + Due to pressure of donor agencies and extemal aid agencies, the various govemments are in the process of adopting and extending procedures far incorparatingen vironmental assessment into early stale of planning process. Such initiative helps to handle preventive, mitigated and preparedness provisions and strategies at each stage of assessment process before final decision and -exeeution, Therefore, such provisions important and +o be incarporsted in finalization of policies, plans and programs fordevelopmentof tmunsportprajecs. + Under certain policy and program, muhiple development plans are formulated and therefore multiple simuhancous pmjects ae undertaken whichyyield cumulative environmental impacts. In this context, SEA has its own merit to identify environmental priorities and planning interventions in terms of shortimediumilong term measures, ete to maintain incremental but continuous improvement of environmental sustainability of policies, programs and plans formulationbefore execution af projects + SEA is considered as a process then it helps to identify Institutional strength to implement Proposed policy through public participation, Apart from technical expertise and financial fitness, SEA hus to assess political representation and political economy for proposed policy! program’planin the society. Interests of vulnerable _groups of the society and major stakeholders must hhe incorporated in decision making process which ‘creates accountability among poliey makers and urban local authorities including politicians. Conirarily, impact on both political and socio coonomicenvironment needs to be assessed. Such approach creates wider hase for induction of new: policy and program for the benetitaf the society, *SEA in development ofhighwaysis anintegrated approach of sectoral planning and different levels of the governments, In fact, impacts of development of highways on various sectors, such as, bousing, forest, environment, transport, ete are assessed and the same is again analyzed at differen government levels, such as, central government, state governments, urban local bodies (ULBs) ete to incorporate preventive and mitigated measures at appropriate levels of decision making process along with sacie- ccomamic considerations. Such initiative iswin-win situation for bath gavernment and governance. References 1. ‘Envinsamenta lnpact Assessment fax Develin Countries inAsia’_AsianDevelopanent Bank 408 Pubbcation, 1997 2 Pawan Kumar, ‘Land Development Project and EIA ia Urban Develapment in Ta'L P Murty and PS Ram (Fd )." Environmental fnypact Aswecoment = an tndo-tutratian Boal WellPubicarion, NewDay 238-241 3 Pawan Kumar, ‘Enviromental Considerations iat ‘Tramp’, New Auslding Maserinfe and Consimietion Hon, vol 23,n0. 04,0ctoter 2017, mp 138-145. 4@.NiLecand F Wali Strategic Envionments] Atsezament an Overview’, Proje Appratmal, val. 7, na. 3, September 1902, pp 126-135, 5. MolF, £TANoafeation, GareeNoriscaton, Publish in fhe Gaze of India, Extraordinary, Part-II and Section 3, Suib-soction, dated 14 September, 20065, 6."Developmcnt of Tosikittaa Environmcatl Amal ysis SEA and ELA ander SUTP Program, Ministry of Urban ‘Develapmens New Delt, 3014 7. ‘Report of the Task Fence tak into Problems of Hill Sates mul Areas, Plasung Cammitsion, NewDelti,2010, 8 Gujarat State Highways Project Sectoral Envisenmental Agsecsment, Roads and Builfing Deparment, E228, volt, FinalReport-2A, Goverment Gujarat, 1998 9. UNER, FIA Training Rewurce Mama, Disssian of Toetmaloge, Industry ond Ezanamies and Trade Branch, Geneva, 202 10. “Guideline Notes on Toss far Palkition Managemen", Moria Bank, Washington DC, 212. AN fi32]2 th esemitewinnd | WNESERyFE sare DNOMMee FE MYSORE NaS AE Sader AE MA WAGE WANA AE Woh SRE SDL FE eh g , 9 ‘ Mecunete Re OPH AE JNA UKTSQAE WMD LAE ehMEe SS MrOP suena AE Me TLoih FE MVBSeAE —POIKPRRm.FE PoP KPa IE RSC, FEISBN: 979-91-938404-6-7 Development of National Highways for Char Diram Yatra in Uttarakhand af arn a. <} Public Works Department (PWD), Govt. of Uttarakhand