Professional Documents
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IRC Manual
IRC Manual
Indian Highways
dl-sw-17/4194/16-18
published on 19 November, 2018 December, 2018
`20/- Advance Month, December, 2018
Indian Highways
sa infrastructure consultants pvt. ltd
(An ISO 9001-2008 Certified Company)
About saicpl
SA infrastructure Consultants Pvt. Ltd along with its subsidiary UPHAM International Corporation and QUEST
Engineers & Consultants are focused on delivering multi-disciplinary infra projects with innovative ideas of
International Standards. The Group forms an ambious consortium of consultancy firms with commitment to
provide high quality specialized consultation into the field of Highways, Structures and Design.
Services
SA Infrastructure synchronizes every aspect of engineering with imbibed commitment to deliver high quality infrastructure and development
consultation that glorifies a new world. We have successfully carried out numerous consultancy projects in Civil Infrastructure development
transportation, primary & secondary highway networks, Project Management under BOT/Annuity Model, Resource Management, Social aspects
including poverty alleviation and institutional support.
Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh India
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email - info@sainfra.com
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. India Offset Press, New Delhi-110 064
https://www.irc.nic.in
Indian Highways
Volume : 46 Number : 12 ● December, 2018 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934
Contents
From the Editor's Desk 4-5
Advertisements 2, 6-8, 66-68
Announcement, IRC International Seminar 9-10
Technical Papers
Hybrid Annuity Model in Highways - from Effective Procurement to Effective Delivery 11
By K.S. Krishna Reddy and Masood Sharief
National Highways & Infrastructure Development Corporation Ltd. Technology Initiatives 15
By Rahul Gupta
Maharashtra Samruddhi Mahamarg – The Prosperity Corridor : A Brief Project Outline 23
By Radheshyam Mopalwar, IAS, Anilkumar. B. Gaikwad and Dattatray Bhonde
Evaluation of Rutting Performance in Plain and Modified Bituminous Concrete Mix Using Steel Slag as 33
Partial Filler Replacement
By Gowtham C and K Ganesh
Bridge Condition Assessment – An Analytical View in Reference to Code of Practice 42
By A. Narayana Rao and Prof. K.M. Lakshmana Rao
Economic Analysis for Capacity Augmentation and Changing Wheel Path 53
By Swapan Kumar Bagui and Atasi Das
Prioritization of Road Safety Measures Using iRAP Analysis Tool at Critical Black Spot Locations in 57
Delhi Urban Area
By Prof. P.K. Sarkar and Shawon Aziz
ING-IABSE Announcement 41
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the Editor
disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the authors. The opinion
expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
Printed at: M/s India Offset Press, New Delhi-110 064 `20
Computer based Asset management is effective for maintenance of road and bridges. Actual road condition,
and volume of traffic is input in the preparation of repair estimates and design of maintenance treatment.
Consultants prepare the maintenance treatment keeping in view climate of the area, availability of local
materials, and availability of machinery etc. Road selected under different schemes for maintenance,
reconstruction, rehabilitation, etc. are based on output from Road Asset Management System. It is possible
to identify consequences of deficit funding on network health. Computer based modern asset management is
definitely a better model before the Govt for asset management.
Requirement for effective Road Network Management:
1) ROAD INFORMATION SYSTEM:
It needs to be accurate, relevant, up-to-date and reliable as per the needs of effective maintenance.
Data is collected using Automated Road Survey Vehicle. Main features of data collected are GIS
referencing and road inventory. The road inventory includes road length and geometry , width of road ,
type of pavement and right of way in different kilometers. height of embankment, history of pavement
development, location of accident black spots, location of parked ambulances and accident recovery
vehicles, types of cross-drainage works and their location etc. For pavement structure, pavement
deflection survey by Benkelman Beam/falling weight deflectometer and Visual examination of test pit
and sub-grade soil is carried out. For pavement history information about pavement crust and overlay
laid is collected. Information about pavement distress such as potholes, cracked sections, failed sections
and pavement roughness is collected.
2. Bridge Information System (BIS):
In GPS System, location and size of cross drainage structure, such as culvert,minor bridge,major bridge;
span and year of construction etc. is recorded. Data is collected by visual survey which includes bridge
GPS Location, bridge inventory, condition of bridge, details of foundation, protection works, type of
substructure, bearings and superstructure etc. For condition assessment information is collected about
cracking, spalling, corrosion of reinforcement, settlement, scouring, deformity, condition of bearing etc.
Inspection of bridges at least once a year is required to decide the repair treatment and to fix priority for
repair of bridges.
3. Data for GIS based Traffic Information System:
Data includes classified traffic volume count with GPS location and axle load survey with portable axle
load pads,
IRC is preparing new “Guidelines on Asset Management” for guidance/adoption by highways departments/
engineers/professionals. Road Asset Management has already been taken up by Central and various State
Government departments who have developed separate modules and system for data collection process,
analysis process, decision making system etc. The World Bank is also providing financial assistance to some
state governments for creating and maintaining road infrastructure and asset management. In order to share
existing experience of various government departments on “Road Asset Management” and also to get feedbacks
for framing national/uniform guidelines on subject, IRC and World Bank jointly organized one day Workshop.
The existing Asset Management System of some states Assam, Karnataka and Bihar were discussed in the
workshop. The proposed IRC guidelines will cover best practices being followed internationally as well as
within the country and will be a very useful document for the profession.
Excellent opportunity to learn the best practices from renowned experts from the country and
across the globe.
All are benefited from better road construction. All the stakeholder are invited to attend the two
days International Seminar to become partner in road construction.
Who should attend: Central/State Government Departments/Agencies, Manufactures,
Consultant, Public Sector Undertakings, Autonomous Organization, Research/Academic
Institutions, Road Sector Project Executing Agencies both from Government and Private Sector
including Concessionaries.
Themes of the Seminar:
Session 1: Planning and Design of Rigid Pavement
Session 2: Construction Materials and Technology
Session 3: Evaluation and Health Monitoring
Session 4: Repair and Rehabilitation
Session 5: Case Studies
Opportunity available for Advertisers and Exhibitors to Display of Products on first-come-first
serve basis.
For further details and enquiry for getting associated with the International Seminar, please
contact following officers.
progresses of the two Hybrid Annuity Concessions ● Scientific decision making tools like value for
under tranche I against traditionally procured money are essential to take right procurement
projects are provided below: decisions. Analytical workshops to educate
decision making bodies on VfM and Whole Life
Cycle Costing thought processes are essential for
buy-in.
4. LEVEL OF INNOVATION
To address the challenges, the Procurement Team in
KSHIP with assistance from World Bank Specialists
and Consultants conducted market consultations and
workshops at multiple levels with concessionaires,
lenders and Ministry officials. Subsequently, the
challenges were addressed in the following manner:
4.1 Improving project data: Usual process following
in Indian Highways PPP was to prepare a feasibility
study. However, for KSHIP II, the procurement team
undertook preparation of Detailed Project Report
(DPR) instead. This had two key impacts. Firstly,
2.5 Faster Provision of Public Services this enabled detailed examinations to understand
● Due to efficiency in construction, the assets are social, environmental and design requirements
likely to be made available to pubic users 1-2 years while also understanding the material costs,
ahead of time in comparison to traditional routes. sources in-depth; thereby assisting in better project
This is likely to create substantial public benefits preparations. Secondly, such DPR was shared with
and possible additional toll revenue for Authority. bidders for reference purposes, activating a data-
room concept for the first time in Indian PPPs. It
2.6 Reduced Cost of Borrowing
was acknowledged that detailed pre-bid studies by
● Under co-financing PPP model, Karnataka SoE bidders are often expensive and may deter bidders
for Highways were able to raise INR 2.4 Bn of from bidding in illiquid market. The DPR was
commercial debt by ring fencing toll revenue at a aimed at reducing such sunk-cost to bidders to an
reduced cost of capital. The reduction in cost of extent.
capital has been in tune of 135 bps in comparison to
4.2 Improving project preparedness and adding
its’ traditional mode.
flexibility levers: Clearances and land acquisition
3. LESSONS LEARNED process was fast-tracked. Consequently, 100%
● Highways sector is dynamic with changing needs clearances were obtained at RFQ stage and
and appetites of stakeholders. Therefore it is 80% fit for construction land was provided to
necessary that project and procurement strategies concessionaires before financial closure. In
be realigned during every programme. addition, the contract was customized with a
● Preparedness level is critical and in that direction, provision to enable delink project stretches for
behaviors need to be aligned. Even when capacity which land procurement is delayed (on payment
may exist, motivation/commitment levels need of an amount equivalent to construction cost to
to be improved. It is necessary that commitment/ Authority and without modifying annuity figure).
motivation issues be addressed adequately and This improved bidder as well as lender perceptions.
innovatively to manage people risk. 4.3 Managing people risk: Project preparedness is
● Authorities can always be enticed to develop contingent on the commitment and behaviour of
one sided contracts. However, focus to develop the people involved. In this direction, sensitization
balanced contracts that create win-win situation workshop was conducted under tranche II, to
for public and private sector is critical. inform relevant stakeholders of the monetary
● Market promotion to improve outreach to and economic loss that could emerge because of
contractors need to be critically looked at every failure in achieving readiness within committed
project. time lines. This was aimed at improving ownership
and accountability among staff. Also in 2nd tranche and had to be taken under a structured finance
of procurement of Co-financing PPP contracts, approach with sovereign guarantee. Further, the toll
this was further guided by World Bank team’s collection contract developed to enable collection
recommended gateway approach in procurement of toll revenues had to be piloted on atleast one
process where the gateway approvals were project, before it could be showcased to lender.
contingent on preparedness levels. The pilot had major constraints arising from (a)
4.4 Improving focus on efficiency: Aggressive overflow of toll collection contracts at National
bidding had been a key issue in Indian Highways Highways level which limited contractors’
PPPs. However, such aggression was much more attention to State Highways tolls and increased
pronounced in toll-based projects (in comparison risk of no-response event (b) local resistance. In
to annuity projects) where traffic estimates often this direction, a community participation enhanced
suffered from optimism bias. In this direction, drive was launched to encourage and develop
annuity project was preferred to de-risk project capacity among local stakeholders like truckers’
from traffic/demand risk, which were found to association, mining agencies, entrepreneurs,
be reinforcing speculation based bidding rather etc. With such localised strategy, the pilot was
than efficiency based bidding. Further, to ease successfully launched without local disruptions
liquidity issues, 50% of the construction cost was providing confidence to the model.
proposed to be paid during construction stage 4.7 Towards stronger Qualification process: The
subject to achievement of five physical progress procurement team remained conscious about
and financial progress based milestones. Overall, the fact that getting adequate responses were
such model had multiple benefits. Firstly, 50% not sufficient. The project can be only deemed
of construction cost which under the traditional successful when financial closure is achieved,
annuity model would be contributed by expensive construction is completed within time/cost/quality
private sector capital was replaced by World Bank and project is adequately maintained & operated.
loan with relatively cheaper cost of capital. This Therefore, the RfQ requirements were stepped
overall led to financial efficiency. Secondly, such up to ensure each member whose financial and
hybrid model had not only eased liquidity issues, technical capacity is taken into consideration not
but also led to gains emerging from effective only has adequate stake in the project, but also
working capital management. Thirdly, the focus each member has adequate strength to execute
on speculative element of bidding in terms of the project on standalone basis. Similarly, in a
traffic estimation was shifted to efficiency element country’s first, O&M experience requirement was
on cost reduction. This format of PPP was termed also added with the O&M member having adequate
as Hybrid Annuity. Tranche I of KSHIP II projects stake in project. In addition, capacity checks
were launched on Hybrid Annuity PPP model. were included to restrict award of more than one
4.5 Reducing fiscal burden: In Tranche II of KSHIP project to a single player unless such aggregate
II projects, the hybrid annuity model was advanced capacity qualifications are demonstrated. Such
further. At this stage, reducing fiscal burden steps enabled a thorough screening mechanism
was also noted to be a key consideration. In this qualifying players with adequate experience and
direction, the model was restructured. Under the capacity.
model, 40% of construction cost was proposed to 4.8 Towards stronger performance: The KPIs in
be paid during construction stage wherein 20% the contracts were revamped to ensure simple yet
was being supported through World Bank Loan comprehensive performance regime. For example,
and another 20% by commercial debt raised by KSHIP II contracts were among the first to include
State Owned Enterprise (SoE) ring fencing toll a comprehensive time-bound response based
revenues. This format of advanced hybrid annuity mechanism to maintenance need, environmental
was termed as co-financing PPP scheme. and safety management plan, amongst others. This
4.6 Strategic innovations: Co-financing PPP scheme was aided by a detailed Contract Management Plan
while being innovative required sufficient sub- and Dispute Resolution Plan to operationalize the
level innovations to be tested out. For example, contractual provisions.
the concept of SOEs raising commercial debt by 4.9 Stronger dispute resolution: Long drawn disputes
ring fencing toll revenues was new to the lenders, had been a key deterrent in Indian Highways
Sector, especially for foreign contractors. In this (high supply of projects) issues. Essentially under
direction, a robust time-bound dispute resolution tranche II, both bidders competing for projects as
procedure was included in the contract with well as projects were competing for bids. Such
provisions to improve bidder perceptions. For circumstances led us to have market campaigns
example, provisions to enable arbitration under that focused on (a) improving market confidence
UNCITRAL rules and SIAC were introduced as and creating differentiators by showcasing project
one of country’s first yet again. preparedness, technical readiness, contract
4.10 Value for Money: While the Authority was structure, financial profiles, etc (b) enhancing
conscious about avoiding aggressive bids which reach to bidders by proactive workshops and road
were often unworkable leading to project failure, shows.
it was also conscious about restricting expensive
5. REPLICABILITY
bids. In this direction, a value for money model
was prepared with deliberation from World Bank Direct replication may not always be possible, and hence
experts, transaction advisors, Line Ministry local customizations are needed. For example, annuity
officials and State Finance Ministry officials to payments are in a long term horizon and therefore
test the bids received and understand the loss/ ability of the Government to pay annuity is often seen as
gain to the exchequer (in comparison to what payment risk. Such perception of risks may be enhanced
if the projects were procured under traditional in economies where fiscal indicators appear weak, and
formats). It must be noted that precedence in India therefore may need to be tackled with Line of Credit,
on such award decisions were based on Equity Infrastructure Guarantee Schemes, etc.
IRR prediction i.e. what returns the private sector These are models with some customizations are being
will generate at the quote?.However, with VfM, adopted by Government of India for National Highways
we essentially transition to asking ourselves which Development Programme as well as by States of Kerala,
route will lead to higher Government savings? Gujarat, Rajasthan, MP, Tamil Nadu, amongst other, for
This was a substantial reform that was brought in Highways programme.
under KSHIP II. Under two tranches of KSHIP II,
10 number of projects were launched. Out of the 6. CONCLUSIONS
10 projects, 8 projects were awarded and 2 projects ● Value for Money exercise is beneficial to government
were rejected so-far. The VfM exercise is a key for testing the bids received and understand the
reform undertaken in the procurement system, and loss/gain to the state exchequer.
is now enshrined in all highways PPP procurement ● Higher efficiency in reducing time and cost
decisions of the line ministry. overruns in the projects.
4.11 Targeted market campaigns: While Tranche ● With increased efficiency in construction, the
I of KSHIP II contracts were launched under assets are likely to be made available to public
circumstances where the key reason of concern users 1-2 years ahead of time in comparison
was supply side (limited capacity among to traditional routes. This is likely to create
contractors), under tranche II there were both a substantial public benefits and possible additional
supply side (limited capacity) and demand side toll revenue for Authority.
Rahul Gupta*
failure resulting in fatigue cracking, with its typical been shown to provide erosion protection equivalent to
alligator crack pattern. 250 mm thick revetment and is treated as an attractive
cost-effective alternative solution. Under erratic
weather conditions, successful vegetation growth and its
maintenance depends on unseasonal rainfall and hence
longer life of reinforcing material would be required for
ensuring vegetation growth apart from contribution from
the mesh towards reduction in velocity of surface runoff.
Most ordinary turfing as well as agro based nettings
may fail to provide erosion prevention in areas which
experience repetitive change in climate, prolonged
drought in particular.
Use of polymer geogrid mesh provides a permanent
Fig. 1 Pavement with Cement Treated Sub-Base (CTSB) protection as it is not biodegradable. When compared
with such similar root reinforcing concepts by using
natural fibres, it compares very favourably, because
of its longer life and almost unfailing success rate for
vegetation growth year after year.
in reinforced grass technique have two forms. They can 9.1 Infracon
be two dimensional polymeric meshes, a mesh being A National Portal “INFRACON” has been developed for
an extruded net with apertures to allow grass growth or procurement of Consultancies Services, which has been
they can be three dimensional mats, these being multi- adopted by Ministry of Road Transport & Highways for
filamented materials having specified thickness. Such NH Works. It has resulted in substantial elimination of
materials are also known as Rolled Erosion Control paper work during bid submission and evaluation and
Products (RECPs). imparted total objectivity & transparency to the bidding
3-D Mats/RECPs can also be made using biodegradable process. Registration facilities to individual Highway
natural fibres such as straw, jute, coir or wood shavings Infrastructure professionals has opened a single window
(used individually or in combination) stuffed into for them to showcase their experience and contribute to
polymeric or organic nettings on either side to form a Nation Building.
mat or blanket like structure. 3-D mats having a wide 9.2 Inam-Pro
ranging variety of strength are available. The material A market place for selling and buying cement and other
used for manufacturing these mats also varies. raw materials facilitating the Contracting Industry.
7. In Zojila tunnel, power requirement during INAM-PRO has been expanded to INAM-PRO+ to
O&M phase will be 20 MW. Feasibility of meeting this cover the steel industry, construction equipments and
power requirement from new and renewable sources other highway construction materials. Salient features of
viz. Geothermal and Solar Power is being explored, in INAM-PRO+ portal are at Annexure-I.
consultation with Ministry of New & Renewal Energy 10. NHIDCL envisages to create a platform to develop
(MNRE). scientific and innovative temper by involving Experts
8. NHIDCL is in process of implementing key (National & International) and Leading Research
strategies to become major infrastructure company at the Institutions for exchange of ideas and becoming a leader
earliest. To achieve this objective, the Company since in the industry. In this regard, MOU with IIT, Guwahati
its inception has adopted IT initiatives like. e-Office, and North East Centre for Technology Application and
e-Tendering, e-Monitoring, e-Access for better efficiency Reach (NECTAR-Ministry of Science & Technology)
& transparency. The Company also endeavours to have already been signed to associate them as our
technology partners.
facilitate the use of new and apt technologies in the
field of materials, design and work processes to enhance 11. In its endeavour for sustainable development of
quality, durability, execution speed, cost reduction, safety National Highway Infrastructure, NHIDCL is ensuring
standards and environmental mitigation management. all possible steps for protection & conservation of
ecology and environment during execution of work by
9. Information Technology
bringing new technologies for pavement construction,
Initiatives
slope protection and soil stabilisation. The approach
NHIDCL has been instrumental in adoption of of the company for development of highway and
Information Technology based tools in procurement allied infrastructure in north-east region has opened
of works, materials and services. It has developed two up many avenues for growth of new entrepreneurs,
e-platforms, which have been adopted nationwide for contractors, suppliers and employment to the local
NH works, namely, population.
...........
ANNEXURE-I
INAM-Pro+
financial transactions related to this field on to a Central Public Works Department (CPWD), State Public
digital platform. With this, it is anticipated that the Work Departments (PWD), Municipal Corporations,
dependency on cash will reduce drastically, thereby Irrigation Departments, Defence organizations, among
reducing the chances of black money transactions, others.
tax thefts, besides moving towards making India a
4. Ceiling Price Mechanism
cashless economy.
i) To receive inputs from the Users and improving Ceiling Prices are frozen prices of Cement products which
the portal based on these inputs to make it a user- can be charged by a Cement Seller for one Financial Year.
friendly portal. These Ceiling prices (in Rs.) for Financial Year 2018-19
of different cement products are as under:
3. Promoting Best practices in the
industry and Government
India being a developing country is spending billions
of Rupees on Infrastructure through budgetary and loan
resources. These infrastructure projects are estimated
using age old practices which need to be updated at regular
intervals to save the public money. For example, Highway
Contracts are estimated with the use of MoRT&H’s
Standard Data Book and Schedule of Rates prepared by
different State Agencies. These instruments serving as
the standards for estimating the quantities and costs are Fig. 4 Ceiling Prices in North East Region of India
required to be updated since long and also include new
technologies/materials. INAM-Pro+ being a platform for
listing infrastructure products and services would help
as database needed for executing such changes. Thus the
platform has huge potential to revolutionize the Indian
Infrastructure industry if adopted by all stakeholders.
For the Cement industry, the target population of
Sellers includes all large scale cement manufacturers
in the country. In total 36 Sellers with their 152 plants
are offering 27 million ton cement. To cater Steel
industry, the target population of Sellers includes all
Fig. 5 Ceiling Prices in Plain Regions of India
manufacturers who are among producers manufacturing
from either their own mined ores, or from raw materials For preventing skyrocketing of cement prices, artificial
bought exclusively from standard primary producers in shortages & curtail hoarding practices, the Sellers are
the country. With 336 Sellers of various categories have not allowed to decrease their stock unless an order has
joined the platform and are listing their products daily. been committed against it. The Stock is issued once
The value of total stock available on INAM-Pro+ is order is delivered to the Buyer. Publicly visible real
approx Rs. 20,000 Crore. The listing of the products is time prices with stocks, basic info of Users is available
guided by product listing policy of INAM-PRO+. The at the portal for ensuring transparency. On Seller’s side,
products offered by sellers are confirmed by System one time updating of prices has been provisioned in
administrator after scrutinizing the images and content the portal. Sellers can increase their Ceiling Prices by
on the lines of product listing policy. 10% at max during every Financial Year. In F.Y. 2018-
19 only 9 out of 36 Sellers increased the Ceiling Prices.
The Portal can be used by any firm registered in India
The mechanism has helped in hedging of Cement prices
for purchasing products. The target population of Buyers
throughout the country as Seller cannot increase prices
comprises the Contractors and agencies who are involved
beyond Ceiling Prices.
in the Infrastructure Development projects that are
related to construction but not limited to Governmental 5. Challenges faced in implementing
bodies including National Highways Authority of Process changes
India (NHAI), National Highways and Infrastructure Prior to the development of this portal, the lack of
Development Corporation of India Ltd. (NHIDCL), a common marketplace led to the formation of a
segregated network of Buyers, while at the other end sold at artificially inflated price due to hoarding practices
of the spectrum the suppliers still remained aggregated. prevalent in the industry. This led to not only escalated
This disparity gave way to cartelization and inflationary project costs, but also delayed project executions due to
pressures on pricing of cement. INAM-Pro provides the false shortage.
a common platform wherein Buyers are aggregated, The lack of transparency and existence of middlemen
volatility in prices is controlled using Ceiling Price between Buyers and Suppliers crippled the system by
mechanism. Another huge challenge in this regard was adding costs and time to transactions for basic construction
the practice of non-disclosure of prices. These industries materials. INAM-Pro has therefore been designed
have traditionally been very secretive about their to ensure swift transfer of payments and resources
prices, and did not prefer disclosing their rates to their directly between Buyers and Suppliers, and to bring in
competition in fear of losing clientele. This even led to transparency in Infrastructure projects by ensuring that
cartel formations, which were disruptive to competition all information about source of procurement, price etc. is
in the industry. Cement and other materials were often available in public domain.
presence. All of the portal services can be availed f) Ceiling Price mechanism to prevent skyrocketing
free of charge. of prices.
e) There are several dimensions to green g) Committed Quantities to prevent artificial
e-Governance and prominent among these relate shortages & curtail hoarding practices.
to Power and Paper consumption, and disposal h) Publicly visible real time prices and stocks for
of e-Waste. The platform work on cloud based ensuring utmost transparency.
computing. Digital invoicing is done to reduce 10. Feedback from Stakeholders
paperwork and energy consumption. No disposal
INAM-Pro+ has been integrated with several feedback
of e-waste due to the non usage of new hardware.
platforms for promoting inclusive growth and
Overall, it promotes a business friendly ecosystem as a development. Changes become necessary to include the
digital marketplace for use of any business entities of Stakeholders and their requirements as the industry is of
infrastructure sector. Sellers can market their products gargantuan size. Changing the characteristics of system
using the system and their Buyers can send money online requires consideration in design, adapt and tune both
using payment gateway with NIL transactional charges. forward and feedback paths to achieve the changes in
system which are visible externally. Any user or public
8. Process Design for least Man-hour
can use the feedback mechanism for registering any kind
Inputs
of issues related to INAM-Pro+ platform can directly
The process design of INAM-Pro is very simple to call at Toll free number 1800 200 3399. The portal
operate. Seller and Buyer profiles are designed to work has its social media presence through Twitter handle,
in synergy with existing e-Commerce practices yet Facebook page, YouTube videos for Users about INAM-
reducing the data entries to the lowest quantum possible. Pro+. Such integrations will pave way for sustainability
The portal is quite flexible for accommodating different and keep portal up to date with changing business
kinds of Users as it can be used by Single Person as well environments yet pushing for a uniform market place for
as Multiple Users from the same firm. For example, SAIL entire Infrastructure sector.
operates through different branches and generates new Based on the suggestions and feedback received during
user id for each of their branches who want to operate pilot phase, the portal matured from facilitating cement
individually, but on the other hand, Ultratech Ltd. with transactions to covering entire Infrastructure industry.
its more than 29 plants is handled by a single person Logistics form a strong factor while procuring bulk
sitting in their Head Office. materials or equipments. The Seller has been provided
9. Salient Features of the platform the option to quote his transportation cost and change
it any number of times. A logistics category will be
a) User friendly web-based marketplace for conducting
developed and integrated to the system for enabling
free and fair business between infrastructure
the logistics service providers to offer their services. It
material suppliers and Buyers. would help Buyers to get 3rd party offers in addition to
b) Publicly visible list of registered Buyers and existing Pickup and Delivery options.
Sellers, with contact information, to create a
All across the nation, this portal is an unprecedented
country wide open network for business.
information compendium, a first of its kind. In the last
c) Online Payment Gateway to facilitate fast and one year itself since the first time an initial prototype of
secure Online Payments. the website went live, the number of queries regarding
d) Google Maps integration for easily locating the the functioning, and response from prospective Buyers
source of materials/factories and delivery place and Sellers has been outstandingly overwhelming.
while placing orders. In order to exploit the benefits of the platform all
e) Prevents unnecessary project delays arising due stakeholders should use and publicize the portal for
to lack of information & network access material creating better infrastructure industry. It was also learnt
shortage by showing exactly which product is that transparency in the working of any industry inspires
available where, in what quantity and at what a lot of confidence in the minds of not only those working
price. within it, but also in the minds of the General Tax Payer.
Abstract
This paper is a brief case study of how a mega scale road project has been conceived and advanced to the stage of
implementation within a fixed time scale of three years. A decentralized but coherent approach in planning, design and
implementation made it possible to accomplish the tasks. A simultaneous approach to different individual components
during the project preparation stage is the key to the success factors. This paper outlines the journey during project
preparation stage with focus to the critical areas like availability of land, environment clearance and social acceptability.
This 701 km long access controlled expressway with provision of user charges with a capital outlay of Rs. 55,000 Cr is
being implemented on EPC mode.
completion of all the activities, since a 701 km stretch Since there was utmost consensus among all the
involved 8,283 ha of land acquisition and obtaining political and administrative decision makers regarding
statutory clearances. Thus execution of pre-project implementation of the project, there was no ambiguity in
activities was most practical along with sustained team the way forward and its actual implementation. Thus the
work among all the stakeholders. entire initiative was planned and simultaneous.
In Indian context, in most of project development cases, performance of individual but interrelated activities has
the approval process follows successful completion of shortened the time period considerably when compared
a particular stage and moving forward to the next stage to other similar projects. The entire pre-project stage has
that laterally integrates the individual time line of each been completed within a span of 3 years and project is
component. However, in the present case, a simultaneous ready for construction.
The entire stretch of 701 km was divided into 5 DPR stretches under the regional office of the implementing
packages as per revenue regions as shown in Table 1 agency. This decentralized but coherent approach during
for the ease of technical surveys, investigations and the pre-project stage made it possible to complete all the
design as well as administrative control of the respective design and planning activities on a fixed time scale.
Table 1 Study Packages of the Expressway (DPR Packages)
2. Salient Features of the Project them alternative 2 was found most feasible in terms
2.1 Greenfield Alignment of improving the connectivity, ease of technically on
During the pre-feasibility stage three alternatives were grounding and expected benefits in terms of time and
studied. All the alternatives were a combination of both cost. However, finally a complete Greenfield Alignment
Greenfield and Brown field (State Highways). Among is selected in line with the Alternative 2.
During this stage one of the basic options was to improve Alignment and Re-Construction of the existing
the existing State Highway, however, it was not found to State Highway up to desired standard is as follows,
be a suitable alternative due to various considerations. (refer Table 2).
The comparative assessments between a Greenfield
Table 2 Comparative Assessment - Re-Construction v/s Greenfield
The final Greenfield alignment is shown in Fig. 1. The level. This will further act as a serving corridor to the
selected alignment will work as a vertebra to a sizable DMIC Nodes and connecting Dry Ports of Jalna and
number of urban centers of the state through link roads. Wardha to the Jawaharlal Nehru Port. Fig. 1 shows the
Government of Maharashtra is in the process to develop connectivity with various urban centers (marked in blue)
these link roads through different contract packages as well as important places of tourist attractions (marked
which will finally ensure a large hinterland connectivity in red) through link roads and their respective distances
with high quality road infrastructure and better service from the Samruddhi Mahamarg.
of movement of goods and passengers vis-à-vis better The enhanced regional connectivity with development of
market operations with removal of price distortion of the Samruddhi Mahamarg is presented in the following
agricultural commodities as well as shortening the time- Fig. 2.
space constrain for various socio-economic activities.
2.2 Technical Features The expressway on its usual course clearly divides
The entire project is within two distinct geographical agricultural lands at certain places in two segments which
zones i.e. flat or rolling terrain and hilly terrain. A has an operational hindrance on individual farmers. The
number of tunnels has been designed to maintain the design of the Expressway has taken care of this issue
speed on Samruddhi Mahamarg. The existing road through providing sufficient number of pedestrian as well
connectivity in this hilly terrain is of steep slopes which as cart underpasses. Provision of service roads are also
is not conducive for movement of multi-axel trucks with considered where local connectivity along the expressway
optimum load size and speed. In the existing scenario for different socio economic reasons as deemed fit.
multiaxel goods vehicles are travelling with a low speed The incorporation of these features in the design of
and a reduced load factor. Overcoming these bottlenecks, the expressways was purely based on the feedback
the Samruddhi Mahamarg has been designed for a received from the local stakeholders’ consultations and
design speed of 150 km/hr (120 km/hr wherever there representation of implementing authority during these
is provision of tunnels which are as long as 8.8 km). consultations ensured a local demand led facility. Some
IRC:SP–99 has been used as the design guideline for the of the basic technical features of the expressway are
expressway. presented in the following Table 3.
Table 3 Basic Technical Features – Samruddhi Mahamarg
Typical cross section and types of interchanges for Figs. 3 & 4 respectively.
Samruddhi Mahamarg are presented in the following
team deployed in all the districts, from where the 2.5 Environmental Mitigation Measures
project is passing through. This is probably the global 2.5.1 Wild life under passes
first that a communication team was engaged for any
key infrastructure project. The Ground communication This 701 Km long expressway on its natural course is
team had turned into extended arms of the authorities passing through areas close to (Eco-Sensitive Zones) 3
and established a strong rapport with the farmers, a key Wild Life Sanctuaries. During the design stage provisions
constituent of this project, in a shortest possible time. As of sufficient wild life crossings are kept for unhindered
a result of this more than 90% land acquisition for the movement of wildlife with minimum disturbance to the
Maharashtra Samruddhi Mahamarg has been completed forest ecology.
in a record period of twelve months, again for the first 2.5.2 Farm ponds - social inclusion
time in the history of any infra projects in the country. The statutory requirement for the contractors is to use
The respective collectorates entrusted dedicated officers only surface water during construction stage for any
to the team of experts for a speedy progress of the land construction activity. MSRDC introduced an innovative
acquisition process. These dedicated officers, having mechanism where the construction mechanism itself
knowledge of revenue records and procedures, guided could add value to the farming community. The
the team of professionals in the right direction and contractors will create ponds in the water scarcity areas,
resolved problems instantaneously wherever required. using the excavation materials in the road construction
Thus the entire team worked as a catalyst between the for natural storage of water at no cost to the farmers.
farmers and the authorities and established a trust among During construction this water will be used and post
the farmers. The communicators engaged the farmers construction it will be handed over to the individual
through one-on-one meetings, group meetings and farmers/land owners. The created water storing asset,
cleared their doubts. They also acted as their advisors enabling rain water harvesting, will be used by the
when the farmers showed their readiness for the land farmer for cultivation and extension of agriculture
acquisition and offered them adequate guidance for through improving gross-cultivated area. In addition to
making appropriate investments of the compensation this, it is proposed to create rain water harvesting system
they received. to recharge the surrounding area by providing recharging
pits at every 500 mts. interval. This is one of the example
The ground communication team was fairly assisted of innovative measure towards social inclusiveness in
by the other teams such as Social Media and Public the development process.
Relations. Social media team did videos, animation
films, blogs, WhatsApp messages and Facebook updates 2.5.3 Fly ash utilization
in order to create massive awareness about the project MSRDC is in advanced stage of tie up with
and its features as well as latest developments. The MAHAGENCO to utilize fly ash in construction of
Public Relations team has worked on various out of box Samruddhi Corridor. Approximately 6 lacks Metric Tons
ideas to create positivity in the media. It has initiated a of processed fly ash will be utilized as replacement of
campaign on success stories, positive stories to maintain cement and approx. 3.25 Crore cubic meter pond ash
the positivity about the project at all the fronts. As a result will be utilized in embankment work. MAHAGENCO
of all these joint efforts out of 8283 Ha land requirement will supply fly ash and pond ash to the contractors from
more than 90% of land is acquired till date. their 5 different Thermal Power Stations i.e. Koradi,
Khaparkheda, Paras, Bhusaval and Ekalhare.
2.4 Environmental Clearance
Environmental Clearance is another area of key importance 2.6 Traffic Study and Forecast
for timely completion of the project preparation stage. Detailed traffic surveys and analysis has been carried out
MSRDC appointed a dedicated team of environmental for the proposed 25 toll stations across the alignment.
professionals to prepare all necessary documents and to These toll stations are located on the connectors so as
represent before the competent authority. Timely follow to avoid traffic stoppage on the main carriageway. Total
up and response to the requirements of the approving traffic in base year along the alignment is in range of
authority made it possible to receive all the clearances 25,000 to 70,000 PCUs at different toll plazas as shown
for on time proceeding to the construction stage. in Fig. 5.
Four DPR packages have received forest clearances and The traffic growth rate has been estimated as 6-8% for
one is in the advance stage while wildlife clearances at various types of vehicles and later on comes down to
Karanja Solol and Katepurna in package II and Tansa 3.5-6% towards the end of concession period. Forecasted
Sanctuary in package V are received on time. traffic for the entire stretch, was normalized, by taking
suitable assumptions and traffic forecast for upcoming Dry ports, tech parks, industries, road development,
30 years is done as shown in Fig. 5. Vidarbha and irrigation schemes etc. These developments are expected
Marathwada region is envisaged to see some major to bring in more traffic and connect several backward
developments in the coming few years in terms of DMIC, nodes with urban centres.
Further, it is proposed to reduce the cost of the Project, 3. The base rates have been indexed as per the
by requesting the Govt. of Maharashtra to give the status methodology prescribed in the Government of
of “Special Project/Project of National Importance” and Maharashtra Toll notification 2014 till 1st April
to exempt it from the taxes like SGST, CGST or any 2021.
other taxes directly or indirectly which increase the cost 4. Post construction toll have been escalated at 18%
of the project. The state government of Maharashtra has every 3 years
exempted royalty charges for the project. The Project The per km toll rates as per the various toll policies for
has been planned to implement on EPC mode and being Financial Year 2020- 21 are provided in table below. Per
financed with a combination of debt and equity where km toll rates for the Samruddhi Mahamarg have been
equity is almost equal to the debt component. proposed as 1.33 times the NHAI standard toll rates (as
per Toll policy 2008 and subsequent amendments) for a
Particulars Cost plain four lane highway.
(in INR Cr)
Categories Rs/km
Debt 28,000.00
Car, jeep 1.72
Equity (Government of Maharashtra & 27335.32
agencies) Bus 5.83
Total Estimated Project Cost 55,335.32 Truck (2 axle) 5.83
Truck (3 axle) 6.36
MSRDC is continuously exploring various funding
options including; bilateral and multilateral funding from LCV 2.78
ADB, JICA, CIDB Malaysia, AIIB etc. The expected MAV 9.14
time for these transaction processes is around 30 months. The key cash flow streams available for the Project shall
However, considering the timeframe for preparation and comprise of the following:
construction of the project as decided by Government
● Toll Revenue: In line with the applicable tolling
of Maharashtra, these options cannot be exercised by policy, toll for various stretches shall be collected
MSRDC. Hence, it was decided by MSRDC to get loan at interchange exits.
from Indian Commercial Banks. SBI Caps is appointed ● Revenue from Providing space/ROW : Income
as the transaction advisors and arranger for debt funding. may also be generated by way of providing space
2.9 Project Revenue to utility providing agencies such as telecom
operators, gas transportation companies, solar
The project has been conceived to operate with user
panel installations on median or on edge or at any
charges as per the standard practice of the Toll Roads
other spaces available etc. and other infrastructure
in India. The Toll revenue is estimated based on the
such as food courts, fuel stations, township
projected traffic on the highways and applicable development, industrial hubs, logistic parks etc.
toll policy pertaining to the nature of the highways/ ● Advertisement Income: Branding and
expressways. advertisement income for outdoor media or
As of now, there is no standard Toll Policy for the Green sponsorship or naming rights for various stretches
field excess control expressways, thus toll rates have developed.
been estimated based on the various toll policies. The ● Monetization of Land: MSRDC presently hold land
considerations for assignment of the Toll Rates are - parcels at Bandra west, Nepean Sea Road, land
alongside of Mumbai Pune Expressway. These
1. The base rate of the user charges has been adopted
land parcels and all the receipts from monetizing
from Government of Maharashtra Toll notification
the land will be escrowed and be used to repay the
2014 except for the class of vehicle defined as “Car,
debt taken for the said project. Estimated revenue
Jeep, Van or Light Motor Vehicles. from Land Monetization is expected Rs. 18,000
2. The base rate for the class of vehicle defined as Crores, which will be done over a period of the
“Car, Jeep, Van or Light Motor Vehicles have been concession period. The projected revenue and
taken from National Highways Fee (Determination financial outcome are presented in the following
of Rates and Collection) Rules 2008. Fig. 6.
Annexure 1
Details of Notified NTDA
S. No. District Taluka Villages included in New Town
1 Nagpur Hingna Wadgaon Bakshi, Haladgaon (Partly), Bhansuli (Partly), Sawangi (Partly)
2 Wardha Arvi Beed Nagzari, Bori, Khanapur (Partly), Mankapur, Nagzari, Rampur
(Partly), Renkapur
3 Amaravati Dhamangaon Dattapur (Partly), Jalgaon Arvi (Partly), Naradwandi, Asegaon
Railway
4 Amaravati Nandgaon Mundmali (Partly), Mund Nishankrao (Partly), Mund Hindurao (Partly),
Khandeshwar Phubgaon (Partly), Shivani, Rasulpur (Partly), Gavner Talegaon (Partly)
5 Washim Karanja Shaha (Partly), Walhai (Partly), Bhilkheda (Partly)
6 Washim Malegaon Ridhora (Partly), Sukanda, Warangi (Partly), Bramhanwada (Partly), Irala
7 Washim Mangrulpir Wanoja (Partly), Pur (Partly), Bhoor
8 Buldhana Sindhkhed Raja Savargaonmal, Golegaon, Nimkhed
9 Buldhana Mehkar Gavandala, Kabra (Partly), Sabra, Faizalpur (Partly), Bhumara
10 Jalna Jalna Jamwadi (Partly), Gundewadi (Partly), Shrikrushnanagar (Partly)
11 Aurangabad Vaijapur Babtara (Partly), Lakhganga (Partly), Purangaon (Partly)
12 Aurangabad Vaijapur Ghaigaon (Partly), Jambhargaon (Partly)
13 Aurangabad Vaijapur Hadas Pimpalgaon (Partly), Karanjgaon (Partly), Lasurgaon (Partly),
Shahajatpur (Partly)
14 Ahmednagar Kopargaon Savali Vihir (Bk.) (Partly), Savali Vihir (Kd.) (Partly), Chande Kasare
(Partly)
Ahmednagar Kopargaon Dhotre (Partly) * Included in Sr.No.11
15 Thane Shahapur Kasgaon, Sapgaon, Shelwali, Khutghar
16 Thane Shahapur Fugale, Washala (Bk.)
17 Thane Shahapur Hiv, Ras
Gowtham C1 K Ganesh2
Abstract
Bituminous concrete is one among the most widely used construction materials as top layer on roads. Flexible pavements
are vulnerable to many permanent deformation and failures. Among many failures and distresses, rutting is a major
and very important distress observed in a flexible pavement. Longitudinal distress along the wheel paths of the vehicles
is attributed as rutting in flexible pavements, this may be an attribute of excessive consolidation, formed and caused by
application of repeated heavy loads, movement of the materials in lateral direction and shear failure in the bituminous
concrete layer. In this study an attempt is made to study the rutting characteristics in Bituminous Concrete (BC)
layer and the efficiency of steel slag to reduce the rutting in BC layer using plain binder (VG-30) and modified binder
(CRMB-60). Effect of steel slag has been studied by partially replacing stone dust with steel slag in the increments of
5 from 0 to 20%. From the Marshall Stability test values it was inferred that the optimum percentage of steel slag
replacement is 10% for both plain and modified binder. Using this optimum steel slag replacement and respective Optimum
Binder Content (OBC) rutting specimens were casted with varying thickness of 50 mm, 75 mm and 100 mm with constant
tyre pressure of 11.6 kg/cm2 and constant speed of 25 wheel passes per minute. It was observed that the rutting resistance
is maximum in least thickness and the rutting coefficients (elastic and plastic coefficients) are converse to each other.
mixes. In this regard the use of steel slag in bituminous Aggregates used for the laboratory studies shall consist
mixes is very important. Palas Sanjay et al(12) used steel of crushed rock, crushed gravel or other hard material
slag as partial aggregate replacement and it was reported retained on the 2.36 mm sieve. They shall be clean, hard,
that 20% steel slag replacement proved beneficial and and durable, of cubical shape, free from dust and soft
improved the Marshall Properties. As per IRC:37, or friable matter, organic or other deleterious matter.
limiting rutting is recommended as 20 mm and to limit Aggregates of size 20 mm, 12 mm, 6 mm and dust used in
rutting beyond this on field it is required to make the this study were procured from Sri Manjunatha Granites,
pavement more sustainable.
Bidadi, Bengaluru. Tests were carried out on aggregates
2 PRESENT INVESTIGATIONS to evaluate the basic physical properties along with the
2.1 Aggregates gradation of aggregates.
Table 1 Test on Aggregates
2.4.2 Marshall stability and optimum binder at varying Gradation variation after 10% steel slag is being one of
steel slag percentage in CRMB-60 BC mix the major factors for decrease in stability and maintaining
Stability has increased with addition of steel slag for temperature of the mix becomes difficult with increase in
10% replacement and after the stability has decreased the steel slag percentage. OBC increases with increase in
after 10% due to various characteristics of steel slag. the steel slag percentage.
Table 7 Marshall Properties for Varying Steel Slag Percentage in CRMB-60 BC Mix
Steel Bitumen Bulk Density Theoretical Vv % Vb % VMA % VFB % Flow Corrected
Slag % Content % g/cc Density g/cc Stability kN
4.5 2.337 2.52 7.43 10.31 17.74 58.11 2.52 16.96
5 2.343 2.51 6.56 11.48 18.05 63.62 2.69 20.21
0 5.5 2.352 2.49 5.53 12.68 18.22 69.62 3.03 23.15
6 2.347 2.47 5.11 13.8 18.91 72.98 3.37 21.74
6.5 2.335 2.46 4.95 14.88 19.83 75.05 4.38 19.2
4.5 2.34 2.53 7.6 10.31 17.91 57.56 2.39 18.03
5 2.341 2.51 6.81 11.47 18.28 62.75 2.57 20.57
5 5.5 2.359 2.49 5.42 12.72 18.14 70.11 2.71 24.26
6 2.345 2.48 5.35 13.79 19.14 72.06 2.95 18.95
6.5 2.341 2.46 4.88 14.91 19.79 75.36 3.84 16.87
4.5 2.333 2.53 7.94 10.29 18.23 56.44 2.45 19.59
5 2.347 2.52 6.72 11.5 18.23 63.12 2.58 23.99
10 5.5 2.357 2.5 5.68 12.7 18.39 69.12 2.73 27.31
6 2.352 2.48 5.23 13.83 19.06 72.57 3.21 22.96
6.5 2.34 2.47 5.09 14.9 20.00 74.53 4.02 20.17
4.5 2.334 2.54 8.06 10.29 18.36 56.09 2.52 16.47
5 2.343 5.52 7.05 11.48 18.54 61.95 2.71 17.46
15 5.5 2.352 2.5 6.04 12.68 18.72 67.74 2.91 18.33
6 2.364 2.49 4.93 13.9 18.84 73.81 3.3 20.89
6.5 2.359 2.47 4.48 15.03 19.51 77.04 4.39 18.32
4.5 2.335 2.54 8.17 10.3 18.47 55.77 2.69 13.86
5 2.338 2.53 7.41 11.46 18.87 60.72 2.76 14.7
20 5.5 2.345 2.51 6.48 122.64 19.13 66.12 2.91 16.34
6 2.356 2.49 5.39 13.86 19.25 71.99 3.63 18.71
6.5 2.34 2.47 5.4 14.91 20.32 73.4 4.48 15.96
2.5 Effect of Optimum Steel Slag on Gradation of is the tensile strength ratio and this has to be greater
Aggregates than 80%.
The decrease in stability at 15% steel slag replacement
and further was noticed from Marshall Stability test
results,this can be explained by plotting a graph for 10%
optimum steel slag replacement which clearly indicates
the obtained gradation after replacement is very close to
deviating away from the desired MoRT&H BC grade 1
gradation.
2.6 Water Sensitivity Test
For the water sensitivity test similar Marshall moulds are
prepared for 7% air voids by compacting the specimens
on either side. The unconditioned and conditioned
specimens are tested for indirect tensile strength and Fig. 4 Gradation of Bituminous Concrete
the ratio of conditioned to unconditioned specimen Grade 1 with 10% Steel Slag
For any enquiry about the above Workshop, please address to the following:
Shri I.K. Pandey, Secretary, Indian National Group of the IABSE, IDA Building, Ground Floor, Jamnagar House, Shahjahan Road
New Delhi-110011, Tel: 011-23388132, 23386724, E-mail: ingiabse@hotmail.com; ingiabse@bol.net.in
Abstract
Monitoring of bridge condition for probable failures is essential to avoid casualties and asset loss. At present it is being done
through physical inspection by skilled personnel. However this physical examination may not reveal reliable information
and destructive tests are needed for accuracy. As these may damage the structure itself, they are not advisable unless there
are no other ways. A system for comprehensive management of bridge decks is proposed by attaching an electronic device
to the structure and by measuring the stress, strain and frequency of wave propagation independently through which the
condition of a bridge deck can be evaluated through a computer program. As part of this comprehensive management,
a system consists of calculating the natural frequency of bridge deck and monitoring vibrations generated by dynamic
and wind loads is discussed. There is also a possibility that anti social elements may attach mechanical wave propagators
to bridge which will generate waves with the same frequency as the natural frequency of the structure so that it might
collapse.
1. General These are some of the failures and these will be taken
Bridges are structures on common highways that vehicle care at the design stage itself as there are pretty standard
passes under and over with hardly a notice, to long design processes to prevent these kinds of failures.
suspended spans that raise our cars and spirits to great All these factors, including several others have been
heights. Whatever its type, a bridge is designed to carry involved in designing comprehensive maintenance
something over some obligatory of a road, a valley, a of bridges. However failure due to resonance has not
river or a lake. Bridging a lake can be among the most been considered so far in the design or comprehensive
challenging problems an engineer might face. management for bridges with concrete deck and this need
to be reconsidered. This is particularly more appropriate
Bridges have been designed for live loads and service
conditions that have changed drastically with time. at times when American embassy Diplomats in Cuba has
Increased axle loads and traffic density have necessitated been attacked with “Sonic harassment”.
bridge owners to get the bridge condition assessed in 3. Assumptions Made
order to determine their residual structural strength and i. The Scope of study is limited to deck failures only
identify strengthening measures to be taken for safe in concrete bridges.
performance.
ii. The method adopted is applicable only in case
2. Context of the Problem of bridges with concrete deck slabs. Separate
When designing a bridge,one has to plan to make it considerations are to be made for Steel and wooden
withstand for all possible failures. A bridge may fail in bridges.
many ways. When the stress due to live load and the dead iii. It is assumed that the bridge may fail when
load at the base of the bridge exceeds the safe bearing cumulative amplitude of the propagated waves
capacity of the soil, the bridge fails due to foundation in bridge exceeds the allowable deflection of the
failure. When the resultant of the horizontal water force bridge for a long period of time.
and the vertical load on the bridge, falls outside the iv. Elasticity of bridge slab, which is a material
base of the bridge, the bridge fails due to overturning. property of concrete, will change over a span
1 Research Scholar, Civil Engineer, Dr. B.R. Ambedkar Open University, Hyderabad, E-mail: omras2k@gmail.com
2 Professor, Director & Chief Engineer (BICS), JNTUH, Hyderabad
of time due to repeated stress and strain in the Inspection of Bridges. However there is no one standard
concrete caused by various kind of loads. in India for such manual inspection unlike in USA. This
v. The design of a structural bridge is generally process includes the review of construction drawings,
carried out in consideration of allowable shear visual inspection and capacity evaluation using
force, bending stresses and allowable deflection established guidelines. Any detected deterioration or
under standard loading. flaws (e.g., concrete swelling, reinforcement corrosion,
excessive cracking) is reflected in the recalculation of the
4. Research Study Gap
safe load carrying capacity of the bridge. The determined
Over the times, bridges get deteriorated due to overload capacity of the bridge shall meet specific load rating
and exposure to harsh environment, which usually calls for criteria to ensure adequate and safe service life.
reassessment of the structural components to determine
Bridge failures includes various factors like Hydraulic,
their safe load carrying capacity. Inspection of bridges is
collusion, overload, fire(wooden bridge), steel concrete,
performed periodically by concerned maintenance staff
earth quakes, deterioration and construction etc.
of the respective departments’ viz., NHAI/MES/BRO/
PWD of the respective state government in accordance Table 1 shows a brief list of international bridge failures
with the IRC:SP:018-1996 - Manual for Maintenance/ and the nature of each collapse.
Table 1: Recent International Bridge Failures and the Cause of Each Collapse
Location Year Description Cause of Collapse
Shershah Bridge Karachi, Pakishtan 2007 Ten people died Bridge less than two weeks old
Southern China 2007 Many casualties Bridge over river hit by a ship
in fog
Kashiwazaki City, Nigata, Japan 2007 Many casualties Due to earthquake
Laval, Quebec, Canada 2006 Auto route 19 overpass collapsed killing five Not available
and injuring six.
Valigonda, Nalgonda (dist), AP, India 2005 A rail disaster killed 114 people Flood washed a rail bridge away
the bridge, which in most cases results in a conservative The most noteworthy example of resonance occurred in
rating. Since the rating of a bridge is ultimately linked 1940, when resonant vibrations destroyed the Tacoma
to its de-commission, careful consideration should be Narrows Bridge in Washington. The incident was
given to the factors that can unnecessarily cut short the especially shocking at the time as the structure was
service load/life of the bridge. In general, bridges (built, designed to withstand winds of up to 193 kilometers per
rehabilitated or re-evaluated) are rated using the Load hour and collapsed in a mere 64-kilometer wind.
Factor Rating Method. Bridges are rated at two load Many bridges and buildings have fallen down due to the
levels, the maximum load level called the Operating effects of resonance – or to be more precise, mechanical
Rating and a lower load level called the Inventory Rating. resonance. This is the susceptibility of a structure to
The Operating Rating is the maximum permissible live respond at an increased amplitude when the frequency of
load that should be allowed on the bridge. Exceeding its oscillations matches its natural frequency of vibration.
this level could damage the bridge. Allowing unlimited In other words, this means that if a structure begins to
number of vehicles to use the bridge at operating level vibrate in a violent manner, it’s liable to fail mechanically
may shorten the life of the bridge. The Inventory Rating and this can quickly lead to its total destruction.
corresponds to the customary design level of stresses,
but reflects the existing bridge and material conditions Quality analysis on bridges and how to avoid failures
with regard to deterioration and loss of section. It results and investigating why failures are occurred and ways to
in a live load that the bridge can carry safely on a daily fix the problem.
basis without damaging the bridge. There is a need to understand the conditions giving rise
5. Resonance as a Phenomenon in to past failures and ways to avoid such failures so that
Bridges loss of life can be minimized. Historical events and
selected case studies demonstrate the causes of each
Resonance is the vibrational equivalence of a snowball
type of failure. Future design codes can make use of
rolling down a hill and becoming an avalanche. The
the deficiencies identified in order to develop guidelines
phenomenon of Resonance on bridges is a phenomenon
for safe practice. If failures are interpreted correctly, a
in which a vibrating system or external force drives
great deal of information for correct analysis, anticipated
another system to oscillate and it will happen with greater
behavior, detailed design, and construction can be
amplitude at specific frequencies called the rosonance
obtained to help formulate accurate design guidelines.
frequencies of a system. In the past several steel bridges
have collapsed due to this phenomenon and it has been Failures occur in different forms in a material. Physical
always a concern in design of steel or steel rope bridges. forms of failure can be seen as infinitely large deformation
and metallurgical disintegration of elements. It can beam
It begins as a relatively small, periodic stimulus of a
localized cracking without collapse or discontinuity or
mechanical system, such as wind buffeting a bridge.
total separation in a component.
These vibrations, however, are more or less in harmony
with the bridge’s natural vibrations. If unchecked, the The advancement in Technology and improvements in
vibration can increase drastically, sending destructive, the method has a positive outcome on failure of bridges,
resonant vibrations traveling through a bridge in the the following Table illustrates “Influence of technology
form of torsional waves. level on bridge failures.
Design Aspects
Strength design Allowable stress or load factor Load and resistance factor New designs are economical or safe
design (LRFD)
Load combinations for Extreme conditions not Collision, seismic analysis, Use of computer software has
analysis considered and scour analysis considered made possible over a dozen load
combinations
Inspection methods Visual Visual and SHM Frequency of inspections is increased
Rating methods Load factor Load and resistance factor Scour vulnerability and seismic
rating (LRFR) vulnerability introduced
Source: Internet Search
Studies have also been conducted for failure against each monitoring of bridges against possible deck failures.
structural part of the bridge like foundation, bridge piers The system will consist of independent measurement
and deck etc. of stress and strain in deck slabs and measurement of
However no comprehensive study has been done for frequency of wave propagation in deck slabs due to
monitoring of bridges against possible failures which dynamic loads and natural frequency of the deck slab. A
includes monitoring bridges against all possible failures computer program will receive the above values at each
listed above, in all structural elements of bridges in order occurrence of dynamic loads on bridge and diagnose the
to predict and take counter measures against possible condition of the bridge.
failure of a bridge.
6. Objectives of the Study
In view of this existing scenario, there is a need for
The objective of the study is to examine the possibility
comprehensive monitoring of bridges and other similar
that
structures against failure of all possible factors. This
project was intended to bridge the gap between theoretical i) Calculating the frequency of the propagation of the
and small-scale experiments typically performed in waves due to vibrations caused by the dead loads
a controlled environment to the full-scale, real-life, and moving loads on the bridge.
behavior of structural bridges by installing gauges and ii) To asses if there is any pattern between the
monitoring real time. The project involved the elaboration frequency of the propagated wave and section of
of a research program to demonstrate the effectiveness of the bridge.
online monitoring for prevention of collapse of highway iii) To observe that there is any correlation between
bridges and other bridge like structures. It was intended a moving load position on the bridge and the
to provide supporting full-scale test data to develop frequency of wave propagation.
design criteria based on a scientifically valid foundation. iv) To examine whether the frequencies of waves
A system which will evaluate the condition of the structure propagated under various load conditions are
will consists of a complete set of tools which interact converging towards the natural frequency of the
with each other and send the observations to a central bridge or diverging from it or indifferent from it.
processing system On-Line needs to be developed. v) The possibility of examining the collapse of a
As a part of the above complete system, a sub system bridge through mechanical wave propagation at
is proposed to be developed for comprehensive On-Line natural frequency by anti- social elements.
7. Methodology
The steps involved in calculation of natural frequency of
the deck of a bridge are:
Step 1. Calculate the moment of inertia for the cross
section of the bridge along X- axis.
Step 2. Estimate the modulus of elasticity or young’s
modulus of material of deck (concrete) (Ec).
using the thumb rule Ec = 5000 * sq.root of Fck
Step 3. Calculate the weight of the deck weight = length
* area * density.
Step 4. Calculate the mass which is weight divided by
gravity. Fig. 2
Step 5. Calculate the maximum deflection of the bridge
due to various combinations of loads. Sometimes use of
influence lines may also be need in calculation of this
maximum deflection of the bridge.
Step 6. Calculate the stiffness factor of the bridge using
the formula stiffness factor K = Weight divided by
deflection.
Step 7. Calculate the wave length of the vibrations in the
bridge using the formula wave length omega = sq.root
of stiffness factor divided by mass calculated in step 4.
Step 8. Calculate the frequency of propagation of wave
in the bridge using the formula omega = 2 pie f.
8. Application
8.1 Case Study
This is an example of a reinforced concrete deck slab of
a fly over located at Shendra-Bidkin industrial area at
Fig. 3
Aurangabad India. The structural details of the bridge
have been shown in Figs. 1 to 6. This bridge has been
adopted as a model in illustrating the failure conditions
under IRC loading pattern.
Fig. 1 Fig. 4
Fig. 5 Fig. 6
The process of calculating the natural frequency of based on the structural details and drawings of the above
wave propagation has been illustrated below Table 3 bridge.
Table 3 Natural frequency of Deck Slab and Longitudinal Girders at Shendra-Bidkin Area, Aurangabad
The simulated deformation shape/defections at various The summary of results, based on the methodology
points of this bridge are shown in Figs. 7 to 15 using discussed above, at salient load conditions and sections
COMSOL software is shown in appendixes. are tabulated below.
Table 4
A sample load condition diagram with calculation for frequency has shown below:
Table 5
At X = 0, Y = 0 , Hence C2 = 0 L=30
At X = 30 m, Y = 0,
Substituting X = 22.39
EI Y = ((RB*X³ / 6) + (C1*x) -(W*X4/24) + C2))
15772739.05 5866607.023
Result 9906132 C1*X+C2
C1 * X + C2 9906132
C1*22.39+0 9906132
C1 = 9906132 /22.39
C1 442436
Hence C1 442436
Substituting X = 22.50 m from RHS and C1 = -442436
Or Substituting X = 7.61 from LHS m and C1 = -442436
EI Y = ((RB*X³ / 6) - (C1*x) -(W*X4/24) - C2))
15772739.05 3366934.556 5866607.023
Result 6539197
6539197
6539197
EI Y= 6.54E+06
Y= 6.89E-04
Y= 6.89E-04 *1000 M
Y= 6.89E-01 Or 0.689 mm
Deflection under W4 =17 tons i.e., 22.39 from RHS or 7.61 from LHS
Stiffness factor (K) = Load / Deflection
24552
f= (1/2π) * (√K/M)
f= 0.006 HZ
T= 1/f
T= 164.80 Sec
The other loading condition diagrams are given below table. Details of all the calculations are not incorporated
and consolidated results are shown in the following for want of space.
Table 6
Table 8
Table 9
Table 10
Similarly the deflections at various salient points on the conditions. The consolidated results of such calculations
bridge has also been calculated under standard loading are as follows.
Table 11
Fig. 8 Fig. 12
Fig. 9 Fig. 13
Fig. 10 Fig. 14
Fig. 11 Fig. 15
2. LITERATURE REVIEW vehicles follow the inner lane of each carriageway of the
Literature on this aspect is very limited and not found four lanes divided carriageway.
out. This paper has been developed based on the failure/ Major rehabilitation is required after 10 years of
distresses of the recent pavement in India. construction. Benkelman Beam Deflection (BBD)
survey was carried out on each wheel path in November
3. OBJECTIVE OF WHEEL PATH SHIFTING 2015 and it is found that BBD value for outer lane varies
The objective of wheel path shifting is to balance the from 1.3 mm to 1.8 mm whereas it varies from 0.5 mm
number of load repetitions across the pavement cross to 0.7 mm for outer lane wheel path for this section.
section over time. This proposed approach would This shows that inner lane is less distressed. Overlay
eliminate the concentration of passing loads in a small thickness for outer lane requirement is lower than that
area of the pavement and, consequently, would delay the of inner lane. Therefore economic rehabilitation design
fatigue/rut failure of the system. may be achieved during rehabilitation time by changing
wheel path. Drivers follow lane marking during driving
Fig. 2 shows the cross section (half) of a four lane and damaging occurs parallel to the road along a fixed
divided highway with paved shoulder in India. Total distance from median edge or center lane marking for
width of each carriageway is 8.75 m. By adding a two/multilane undivided carriageway.
strip of pavement to the existing pavement width, the
Wheel path shift may be carried out by widening median
wheel path/lane may be shifted. This would reduce the
width during rehabilitation stage or reducing median
number of load applications on the old wheel paths and
width or introducing median on central lane / increasing
distribute the damage due to traffic over a larger width of
outer edge by 0.6 m only for the case of multiple
the pavement structure. The magnitude of a wheel path undivided highways.
shift, which depends on the distance between the wheels
in a design axle i.e., 2.5 m as proposed in IRC:3-1980. Shifting wheel path changing concept shall be assessed
1.2 m width is distressed only along two wheel paths during design stage at the time of construction as
presented below:
where overloaded vehicles are plying. Other lane is used
by fast/light vehicle which is in less distressed condition. a) Construction of additional 0.55 - 0.6 m width for
Therefore, remaining width of the carriageway 7.3 m each carriageway during construction
is better condition. Therefore only width of one wheel b) Construction of additional 0.5 - 0.6 m width for
path (0.6 m) is needed as extra width for shifting wheel each carriageway during rehabilitation time
paths. Wheel paths shifting may be used for increasing c) Conventional rehabilitation which does not
the pavement life. need any extra widening but required higher
rehabilitation cost during operation period.
Median width may be increased to force vehicles to shift
the original wheel path or outer marking lane may be
shifted to force vehicle changing wheel path. Following
economic impact may be considered for three cases:
(a) Schematic Diagram for Original Wheel Path
Case (a) requires more initial investment
Case (b) requires more investment during rehabilitations
time.
Case (c) No extra width requirement during rehabilitations
time but more rehabilitation cost
(b) Schematic Diagram for Shifted Wheel Path
For the first case, speed and capacity of the road will be
Fig. 2 Wheel Path Arrangement (Symmetrical increased due to extra lane provision but no extra benefit
Section along Median Center) will be earned for the time being from operation and
3.1 Case Study rehabilitation stage.
The government of India constructed 5600 km four lanes Other case is conventional case which needs no extra
divided carriageway in 1995-2006. The government widening.
completed 1550 km of National Highway (NH 2). 20 km A case study is considered for evaluation of the feasibility
of the selected section of this NH 2 (between km 700 and of providing extra width based on the results of HDM 4
km 1000) is considered for the case study. Heavily loaded analysis.
2. ROAD ACCIDENT SCENARIO IN DELHI accidents (in all three years put together involving
As per Delhi police records, since 2008, 75,750 fatalities and grievous injuries) took place during the
accidents have occurred in Delhi in which 72,398 last three calendar years or 10 fatalities in all three years
people have been victim of injuries while 18,835 put together. (MoRTH Circular dated 28.10.2015).
people have died[4]. Accidents reported in year 2017 Due to non-availability of a standard definition of a
were of the order of 1,565, in which 1,584 fatalities Blackspot in 2014, Delhi police defined black spot as
occurred and 6,604 people were injured. As per a place where 3 or more fatal accidents or 10 or more
Ministry of Road Transport and Highways (MoRTH), non-fatal accidents have taken place in a year. Table 2
a road accident Blackspot on National Highways is a shows decadal accident statistics on Delhi from 2008
stretch of about 500 m in length in which either 5 road to 2017.
Table 2 Accident Trend in Delhi (Source: Delhi Police Road Accident Booklet)
Year Non-Injurious Non Fatal Accidents Fatal Accident Total Accidents Persons Persons
Accident Injured Killed
2008 362 6058 2015 8435 7343 2093
2009 131 5113 2272 7516 6936 2325
2010 63 5093 2104 7260 7108 2153
2011 71 5162 2047 7280 6975 2110
2012 115 5000 1822 6937 6639 1866
2013 169 5619 1778 7566 7098 1820
2014 209 6785 1629 8623 8283 1671
2015 160 6343 1582 8085 8258 1622
2016 129 5698 1548 7375 7154 1591
2017 91 5017 1565 6673 6604 1584
Total 1500 55888 18362 75750 72398 18835
3. INTRODUCTION TO INTERNATIONAL road. Different Road Protection Scores are produced for
ROAD ASSESSMENT PROGRAM (iRAP) Car Occupants, Bicyclists, Pedestrians, motorized Two
The International Road Assessment Program (iRAP) is wheeler Riders.
a non-profit organization that works in partnership with The following inspections of the road infrastructure
government and non-government organizations for safer elements, Star Rating Score (SRS) is calculated for each
roads. They have developed online software named 100 m section of road using the iRAP software. The SRS
“ViDA” which offers star rating to roads in accordance forms the basis for generating the Star Ratings (and,
to safety parameters. A road’s Star Rating is based on in turn, Safer Roads Investment Plans). A high score
an inspection of infrastructure elements that influence equates with a high level of risk, and a low score equates
the likelihood and severity of crashes occurring on a with a low level of risk.
Table 3 Star Rating Corresponding to Mode Wise Star Rating Score
Star Ratings Star Rating Scores
Vehicle Occupants Bicyclists Pedestrians
& Motorcyclists Total Along Crossing
5 Stars 0 to < 2.5 0 to < 5 0 to < 5 0 to < 0.2 0 to < 4.8
4 Stars 2.5 to < 5 5 to < 10 5 to < 15 0.2 to < 1 4.8 to < 14
3 Stars 5 to < 12.5 30 to < 30 15 to < 40 1 to < 7.5 14 to < 32.5
2 Stars 12.5 to 22.5 30 to < 60 40 to < 90 7.5 to < 15 32.5 to < 75
1 Star 22.5 + 60 + 90 + 15 + 75 +
After star rating the model is calibrated, an estimate of every countermeasure treatment are taken by applying
the existing number of deaths and serious injuries at wholesale price index of current year to PWD schedule
any point on the network can be made. This information of rates.
can then be used to examine the potential death and
4. MEASURES TO IMPROVE ROAD
serious injury reduction that is possible through the
ACCIDENTS
application of proven engineering countermeasures at
any location. The step is followed by a comprehensive The basic principle of road safety is to improve
road safety investment plan in which unit rates of “Driver Expectancy” by removing ambiguity in road
environment. The geometric design of roads must be briefly described in Table 4. A detailed description
consistent without any abrupt change. Further special of the measures such as location, stretches on which
care must be taken for protection of vulnerable road it should be applied, Fatalities and serious injuries
Users like Pedestrians, bicyclists and No-motorized saved in 20 years time, investment cost, economic
vehicle commuters. The major road safety measures gains etc are obtained after detailed analysis using
that have been applied on the black spots have been ViDA.
Table 4 Major Engineering Treatments
S. No. Safety measure Cost Life (Years) Effectiveness Remark
1 Additional Lane, Lane High 10-20 25-40% Provides a safe opportunity for one direction of traffic to
widening overtake and can improve traffic flow.
2 Road safety Barriers Medium 10-20 40-60% Flexible, rigid or semi rigid barriers made of steel, rails etc.
3 Delineation Low 1-5 10-25% Line markings, retroreflective markers, guideposts, warning
signs, chevron signs
4 Signalized intersections Medium 10-20 25-40% vehicle actuated signals with dynamic signal time cycle &
pedestrian phase
5 Pedestrian Facilities Medium 10-20 40-60% Pedestrian Fencing, refuge islands, Foot paths
6 Shoulder sealing Medium 5-10 25-40% educes head on crashes, better grip, and serve as safe
cycling space
7 Traffic Calming measures Medium 10-20 25-40% speed humps, table topping, kerb built-outs, roundabouts
8 Speed management Medium 5-10 25-40% Roundabouts, Gateway treatments, pavement narrowing,
curve treatments
9 Grade separated High 10-20 Above 60% Eliminate Pedestrian-Vehicular conflicts
Pedestrian Crossings
10 Service lanes & Bicycles High 10-20 40-60% Safe Movement of Vulnerable Road Users
lanes
(Source: http://toolkit.irap.org/)
5. CASE STUDY: DELHI NCT (TOP 10 BLACK Police, 10 Black spots for year 2014 where maximum
SPOTS) number of accidents were reported have been studied
As per Delhi Police, an accident Black Spot has been and more than 90 road attributes have been recorded
defined as a location on road where 3 or more fatal such as delineation, median type, pavement condition,
accidents or 10 or more non-fatal accidents take place curve sharpness, street lightening accident statistics for
within a year. Out of 137 black spots identified by Delhi the 10 black spots as presented under in Table 5.
Table 5 Top Ten Black Spots in Delhi
S. No. Blackspot Fatal Accidents Injurious Accidents Total Accidents
1 Sarai Kale Khan 36 9 45
2 ISBT Kashmiri Gate 22 7 29
3 Mahipalpur Flyover 20 7 27
4 Dr.Bhaba Marg Crossing 17 8 25
5 Mori Gate Chowk 16 9 25
6 Shani Mandir NH-44 16 7 23
7 Nigam Bodh Ghat 11 9 20
8 Shahadra Flyover 12 7 19
9 Mukundpur Chowk 9 9 18
10 Punjabi Bagh Chowk 6 8 14
Maximum number of accidents occurred at Sarai Kale Motor Cyclists, Bicyclists separately at all black spots.
Khan in year 2014 i.e. 45 followed by ISBT Kashmiri After star rating the model is calibrated, an estimate of
Gate and other 8 black spots. A Detailed inventory the existing number of deaths and serious injuries at
survey along with spot speed survey, classified traffic any point on the network can be made. This information
volume count and pedestrian peak hour volume count can then be used to examine the potential death and
has been carried out at all above blackspots. The data serious injury reduction that is possible through the
has been analyzed using International Road Assessment application of proven engineering countermeasures
Program (iRAP)software, “ViDA” and star rating scores at any location. The countermeasures are also subject
have been calculated for Vehicle occupants, Pedestrians, to a hierarchy from low cost road safety measures
to the most comprehensive countermeasures taking carried out for all ten Black spots leading to the
precedence. Road safety measures such as pedestrian determination of Star Rating for types of modes as
fencing, signalized intersections, service lanes etc. have presented in the following section.
been suggested and economic benefits and safer road
investment plan has been prepared for the same. The 6. BLACK SPOT ANALYSIS
set of road safety measure proposed are followed by a 6.1 Sarai Kale Khan
comprehensive road safety investment plan in which unit As shown in Table 6 and Fig. 1, Mode wise Road stretch
rates of every countermeasure treatment are taken by Star Rating at Sarai Kale Khan is primarily rated by
applying wholesale price index of current year schedule 1 Star for pedestrian facilities to 100 percent of road
of rates provided by Public Works Department (PWD) section. This demonstrates poor facilities for pedestrian
India traffic. Along with this, motor cycle, bicycle and four
The detailed analyses using the ViDA software were wheeler motorized vehicle are also vulnerable.
Table 6 Mode Wise Road Stretch Star Rating at Sarai Kale Khan
Vehicle Occupants Motorcyclists Pedestrians Bicyclists
Star Ratings Length (km) Percent Length (km) Percent Length (km) Percent Length (km) Percent
5 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
4 Stars 0.0 0% 0.0 0% 0.0 0% 0.0 0%
3 Stars 0.4 25% 0.4 25% 0.0 0% 0.0 0%
2 Stars 0.8 50% 0.8 50% 0.0 0% 1.6 100%
1 Star 0.4 25% 0.4 25% 1.6 100% 0.0 0%
Totals 1.6 100% 1.6 100% 1.6 100% 1.6 100%
Prioritization Black Spot FSI PV of FSI Estimated Cost Cost per FSI B/C Ratio
Hierarchy Saved Saved Saved
1 Nigam Bodh Ghat 1,448 2840,66,027 232,43,225 16,056 12
2 Sarai Kale Khan 2,693 5285,29,010 512,43,861 19,025 10
3 Shani Mandi 974 1911,33,322 200,05,266 20,539 10
4 Mukundpur Chowk 4,630 9085,96,298 1031,41,619 22,275 9
5 Kashmiri Gate 3,107 6097,35,711 707,43,546 22,767 9
6 Shahadra Flyover 1,734 3402,35,120 421,00,288 24,281 8
7 Mahipalpur 3,158 6197,06,596 911,76,320 28,871 7
8 Mori Gate 1,471 2885,60,003 458,97,946 31,212 6
9 Punjabi Bagh 562 1102,93,923 214,66,284 38,191 5
10 Dr. Bhaba Marg 1,026 2012,50,367 512,01,087 49,923 4
9. CONCLUSIONS REFERENCES
The ten Blackspots in Delhi have 52% of road stretch 1. Global Status Report on Road Safety 2015 by World
with 3 star rating for Vehicles, 50% of stretch with Health Organization http://www.who.int/violence_
2 star rating for Motorcyclists, 38% with 1 star rating injury_prevention/road_safety_status/2015/en/
for pedestrians, 34% with 2 star rating for Bicycles. Accessed August 5, 2016.
An investment of rupees 49.97 Crores for Road safety 2. Accidental Deaths & Suicides in India 2015 Report by
Counter measures at 10 Black Spots in Delhi can save National Crime Records Bureau, Ministry of Home
1981 fatal & 17890 injurious accidents in 20 Years with affairs, India http://ncrb.gov.in/Accessed August 5,
Net Present Value (NPV) of economic benefits rupees 2016.
388.74 Crores along with Benefit-Cost Ratio (BCR) of 8.
3. Road Accidents in Delhi Road Accidents in Delhi 2014
Prioritization of 10 Black Spots in Delhi suggests Nigam Report , Accident Research Cell, Delhi Police , 2014.
Bodh Ghat has highest priority with cost per FSI Saved
of rupees 16056 & BCR 1 2 followed by others black 4. Road Accidents in Delhi 2015 Report, Accident
spot locations as listed above. The prioritization analysis Research cell ,Delhi Police https://delhitrafficpolice.
using iRAP approach adopted in this research work can nic.in/wp-content/uploads/2016/12/FOREWORD-
PREFACE-AND-INDEX.pdf Accessed January 15,
serve as a tool for comparative analysis of black spots.
2017.
The advantage of using ViDA is that it can be used for
urban as well as rural road stretches since evaluation of 5. Star Rating of Roads for Safety https://www.google.
degree and likelihood of road crashes is embedded in the co.in/search?q=irap+star+rating+table&oq=irap+star+r
software itself along with all other road attributes. The ating&aqs=chrome.0.69i59j0l2j69i64j69i60.4223j0j8&
quantification of economic benefits further strengthens sourceid=chrome&ie=UTF-8# Accessed September 4,
and justifies the prioritized hierarchy of black spots and 2016.
road safety measures. Thus safer roads for all types of 6. Road Safety Toolkit iRAP http://toolkit.irap.org/
Vehicle users, Pedestrians, Bicyclists can be built. Accessed January 15, 2017.
Indian Highways
dl-sw-17/4194/16-18
published on 19 November, 2018 December, 2018
`20/- Advance Month, December, 2018
Indian Highways
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