2nd International Conference on Emerging Trends in Engineering & Technology, April12, 13, 2013

College of Engineering, Teerthanker Mahaveer University.

Updating Road User Cost and its Implication

Abdullah Ahmad1, Dr. S. S. Jain2 and Dr. M. Parida3

For realistic estimation of costs and benefits associated with the road projects during economic evaluation, it is
necessary to update road user cost components. Road user cost is an important consideration in the justification of
highway investments, comparison of alternative designs, projects and programs ordering within limited budget and
analysis of policy and regulation. The determination of road user cost is a key element in evaluating the highway
projects. It is essential to arrive at a mechanism for updating road user cost data on a periodic basis which in turn
can help in assessing the realistic costs and benefits from road projects through economic evaluation. Go for data
collection of all the individual cost components is the ideal method of updating road user cost. However, this
process would be time consuming and awkward. Hence, instead of this, it has been proposed to update road user
cost components using wholesale price index (WPI). Therefore, road user cost data has been updated and obtained
from relevant government publications. By using road user cost, life-cycle cost analysis of the selected sections of
National Highway (NH-58) has been carried out for an analysis period of 10 years. The total budget requirement for
maintenance management of the selected sections of NH-58 has been determined, which comes out to be
Rs.30,530,819 for routine maintenance and Rs.68,998,750 for maintenance and rehabilitation work.

Keywords: Road user cost, Wholesale price index, Routine maintenance

1. Introduction
Basically RUC is composed of the three main
components namely Vehicle Operating Cost (VOC),
Time cost and Accident cost [7]. Amongst the above,
VOC is a major component as given in Eq.(5.1) and
susceptible for quantification with relative ease. The
RUC are calculated by multiplying the quantity of each
type of resource consumed (by the users during the
process of road infrastructure usage) with the unit cost
of consumption of the resource. Amongst the RUC
models, VOC models arc analytically complex in nature.
They are required for highway project appraisals,
particularly for road maintenance, rehabilitation and
upgrading. VOC is an important consideration in the
justification of highway investments, comparison of
alternative designs, projects and programs ordering
within limited budget and analysis of policy and
regulation. The determination of VOC is a key element
in evaluating the highway projects. The vehicle
operating cost increases at rapid rate as the surface
conditions of the pavement starts deteriorating. If the
pavement maintenance is neglected, the surface starts
cracking and subsequently pot holes starts appearing.
1.

2.
3.

Research Scholar, Department of Civil Engineering,

Indian Institute of Technology Roorkee, Roorkee-247667
(UK). E-mail: abd.zubairy@gmail.com
Professor of Civil Engineering, Indian Institute of
Technology Roorkee, Roorkee-247667 (UK).
Professor of Civil Engineering & Head, Centre for
Transportation Systems (CTRANS) Indian Institute of
Technology Roorkee, Roorkee-247667 (UK).

At this level of deterioration, the VOC (vehicle

operating cost) is likely to increase by about 15%. If
there is further neglect of maintenance, the pavement
eventually starts disintegration and VOC increases by
50%. This is approximately twice the cost of
construction of roads as it has been observed that over
the life of road total VOC is typically four times the
initial construction cost where as maintenance cost is
only 1 or 2% of the transportation cost [4].

The total transportation cost comprising the two

basic components: road cost and user cost, as shown in
Figure 1. Different research studies [7] on various
aspects of road pavement and transportation have
indicated that the road user cost constitute a major part,
around 80-90% of total transportation cost.
ROAD COST

ROAD USER COST

CONSTRUCTION
COST
MAINTENANCE
COST

VEHICLE OPERATING
COST
TIME COST
ACCIDENT COST

TOTAL TRANSPORTATION COST

Figure 1 Cost components of life-cycle cost of road

project

2nd International Conference on Emerging Trends in Engineering & Technology, April12, 13, 2013
College of Engineering, Teerthanker Mahaveer University.

2. Vehicle operating cost (VOC)

VOC is a major component in RUC and these costs arc
incurred when the vehicle is running on the road. The
components of VOC can be classified into two broad
categories and they are Variable and Fixed Costs. The
parameters include in each of the category are as
follows:
Variable Costs:
Fuel Cost
Tyre Cost
Engine Oil Cost
Other Oil Cost
Grease Cost
Spare Parts Cost
Maintenance Cost
Fixed Costs:
Vehicle Capital Cost
Registration Tax and Insurance
Garaging Charges
Crew Costs
Fines and Toll Charges
Depreciation Cost
Overhead Charges
The variable costs are associated with the running or
operation of the vehicle and fixed costs arc constant
over the time and it is independent of operation of the
vehicle.

3. Road User Cost Studies

For the implementation of any road project, a critical
evaluation of costs and benefits associated with it
becomes essential. Further, to decide the priority of
various projects relating to the road sector, it is
necessary to rank the projects on the basis of quantified
costs and benefits. A number of research studies have
been conducted in India to understand the relationships
between the standards of road design and the road user
cost.
In the year 1982, the Central Road Research Institute
(CRRI) completed first study of its kind under the
sponsorship of Ministry of Surface Transport (MOST),
Govt. of India. In this study, a large number of
commercial and private vehicles were identified and the
data on the operating cost of these vehicles gathered
along with the design parameters of the roads on which
these operated. By analyzing this data relationships
were developed between the road design standards and
vehicle operation costs [1].
From 1990 onwards, the traffic scenario on Indian roads
has undergone a sea change with the entry of new

automobile manufacturers in the field. In order to

incorporate these new vehicles as well, a study was
commissioned again in 1990 by the MOST to
revise/update the relationships between road design
standards and vehicle operation costs [6].
Subsequent to the above study, many more models of
passenger cars and goods vehicles came into Indian
market. Therefore, to further update the relationships
between the road user cost and the design parameters of
the roads, a new study was commissioned at the CRRI
by the Ministry of Road Transport & Highways
(MORT&H), Govt. of India. As a part of this study,
which has just been completed in the year 2001,
measurements of speeds as well as vehicle operating
cost has been accomplished and analysed strategically.
The models that have been validated, to incorporate the
new generation vehicles in terms of their operating
characteristics and design characteristics of the road, are
going to be useful in making decisions of investments in
road projects of the present and the future [7].

4. Updation of RUC Components

It is essential to arrive at a mechanism for updating
RUC data on a periodic basis which in turn can help in
assessing the realistic costs and benefits from road
projects through economic evaluation. As it has been
already mentioned that updation of RUC components
has become necessary for realistic estimation of costs
and benefits associated with the road projects during
economic evaluation. The ideal method of updating is to
go for data collection of all the individual cost
components which are used as input in RUC models.
However, the above process would be quite
cumbersome and time consuming. Hence, instead of this,
it has been proposed to update the RUC components
using Wholesale Price Index (WPI). This method of
updation of VOC components is very simple, quick and
reliable as the updated cost components can be directly
used as inputs in the established VOC equations. The
concept of WPI is described in the subsequent sections
for the better appreciation of their utility

4.1 Wholesale price index and escalation factors

The WPI is an indicator of the average price movement
over time for a fixed basket of goods and services. The
Constitution of the basket of goods and services can be
done taking in to account whether the changes are to be
measured in retail, wholesale, or producer prices. The
basket will also vary for economy-wide, regional, or
sector specific series. At present, separate series of

2nd International Conference on Emerging Trends in Engineering & Technology, April12, 13, 2013
College of Engineering, Teerthanker Mahaveer University.

index numbers are compiled to capture the price

movements at retail and wholesale level in India. The
WPI number is a weekly measure of wholesale price
movement for the economy.
It is an established fact that RUC would increase in
accordance with increase in VOC which implies that
RUC depends upon the change in WPI. The WPI data in
India is maintained and published by the Economic
Advisory Board, Ministry of Commerce and Industry,
GOl [2] in weekly, monthly as well as yearly for all
types of commodities. In this study, Wholesale Price
Index for relevant commodities listed under the six
major groups (i.e. Mineral Oils, Tyres, Tubes, Rubber
Products, Automotives and Auto Parts) has been
considered as the base for updating VOC. Relative

weights and WPI for relevant commodities are given in

Table 1. However, the recent studies [5] have
demonstrated that it is possible to develop an Escalation
Factor (EF) from the WPI data.

EFBS

WPIS
Commodity Weight
WPI B
Commodity Weight

(1)

Where,
EFB-S = Escalation Factor from base year to stated year
WPIS = WPI for stated year say, April 2012
WPIB = WPI for base year (the base year is taken as
January 2009)

Table 1 Relative weights and WPI for relevant commodities

WPI S
WPI B

Commodity
Weight

WPI
January
2009

WPI
April 2012

100.0000

124.4

163.1

1.311

0.9147
1.0902
0.7362
0.2555
4.6702
0.7908
0.1189
0.1552
0.4651
0.1679

119.0
121.3
99.9
113.8
132.4
148.7
100.0
225.8
121.7
174.5

148.9
177.7
160.1
260.4
167.8
291.9
296.1
312.1
365.7
236.6

1.251
1.465
1.603
2.288
1.267
1.963
2.961
1.382
3.005
1.356

1.145
1.597
1.180
0.585
5.919
1.552
0.352
0.214
1.397
0.228

Tyres
Cab/Car Tyre
Bus/truck Tyre
Motor cycle Tyre
Tractor Tyre
Cycle /Rickshaw Tyre

0.1973
0.1670
0.0442
0.0444
0.0353

115.9
122.6
130.9
152.6
145.5

138.8
163.7
185.7
213.4
193.0

1.198
1.335
1.419
1.398
1.326

0.236
0.223
0.063
0.062
0.047

Tubes
Cycle /Rickshaw Tube
Motor Tube
Other Rubber Tubes

0.0182
0.0253
0.0097

155.4
128.4
113.1

210.8
145.4
128.4

1.356
1.132
1.135

0.025
0.029
0.011

Rubber Products
Rubber Seat Assembly

0.1715

126.9

160.6

1.266

0.217

Seamless Tubes & Pipes

Rubber Moulded goods
Rubber Foot wear
Synthetic rubber
Reclaimed Rubber
Rubber Components
Rubber Padding

0.1179
0.0226
0.0969
0.0222
0.0138
0.0165
0.0207

103.5
118.6
134.6
147.4
120.9
119.3
91.1

104.7
122.9
154.5
207.2
153.8
139.9
95.3

1.012
1.036
1.148
1.406
1.272
1.173
1.046

0.119
0.023
0.111
0.031
0.018
0.019
0.022

Commodity Name
All Commodities
Mineral Oils
LPG
Petrol
Kerosene
Aviation Turbine Fuel
High Speed Diesel
Naphtha
Light Diesel Oil
Bitumen
Furnace Oil
Lubricants

Ratio =

Ratio*Commodit
y Weight

2nd International Conference on Emerging Trends in Engineering & Technology, April12, 13, 2013
College of Engineering, Teerthanker Mahaveer University.
Rubber Brakes

0.0131

120.5

126.8

1.052

0.014

Rubber Transmission belt

Foot Ball
Other Rubber Products

0.0098
0.0043
0.0752

125.4
113.4
122.8

166.4
151.2
171.3

1.327
1.333
1.395

0.013
0.006
0.105

Automotives
Motor Vehicles
Tractors
Bus / Mini bus / Truck
Auto/Tempo / Matador
Motor Cycle / Moped
Trolleys / Tanker

1.8976
0.4057
0.7475
0.2931
0.8805
0.0067

111.8
122.0
122.9
115.0
114.5
123.6

119.3
140.1
124.5
125.0
136.0
137.4

1.067
1.148
1.013
1.087
1.188
1.112

2.025
0.466
0.757
0.319
1.046
0.007

Auto Parts
Gear Boxes & Parts

0.1863

120.8

128.9

1.067

0.199

Steering Gears
Carburetors
Clutch & Clutch Plates
Crankshafts
Suspension
Axle
Wheels & Parts
Fuel Injection Equipments
Silencer & Damper
Wiper/Blade/Arm etc
Piston & Compressor
Coil Assembly (Ignition)

0.0248
0.0169
0.0299
0.0223
0.0447
0.0716
0.0440
0.1054
0.0142
0.0037
0.0632
0.0093

102.7
121.2
106.5
131.4
102.2
153.3
133.3
102.0
113.1
125.2
123.7
159.3

106.0
131.1
104.2
150.6
105.8
163.1
145.1
109.3
128.7
124.0
157.0
145.0

1.032
1.082
0.978
1.146
1.035
1.064
1.089
1.072
1.138
0.990
1.269
0.910

0.026
0.018
0.029
0.026
0.046
0.076
0.048
0.113
0.016
0.004
0.080
0.008

Slider
Engine Assembly, Chassis
Gauges
Geared Motor
Radiator & Coolers
Electric Magnet Brakes
Lamp
Horn

0.0011
0.0858
0.0011
0.0060
0.0390
0.0079
0.0214
0.0054

195.5
109.9
117.5
123.1
101.3
112.7
125.5
102.9

230.4
106.9
113.0
133.3
112.3
143.4
114.0
109.0

1.179
0.973
0.962
1.083
1.109
1.272
0.908
1.059

0.001
0.083
0.001
0.006
0.043
0.010
0.019
0.006

SUM

15.525

A close observation of the WPI index tables published

in the Economic Advisory Board [2] illustrate that for
quick estimation of VOC for a given year it is prudent
to use the WPI value and thereby arrive at the escalation
factor which in turn can be used for the estimation of

21.041

VOC for any given year in the horizon year. From the
available data, it has been found that escalation factor is
1.355. Using this escalation factor, the VOC for 2012April can be obtained as follows:

VOCApril,2012 VOCJan,2009 * EFBS VOCJan,2009 *

WPIS
Commodity Weight
WPIB
Commodity Weight

(2)

4.2 Updated RUC Equations

The RUC equations based on the Updated Road User
Cost study (Velmurugan et.al, 2009) are updated based
on the method discussed in earlier section. The VOC
inputs used in the RUC tables are updated to April 2012

price levels based on Eq.(2) and the updated RUC tables

for different vehicle types namely Cars, Two Wheelers,
Buses, LCVs, HCVs and Multi-Axle Commercial
Vehicle (MAV) are presented in Table 2 to Table 4.

2nd International Conference on Emerging Trends in Engineering & Technology, April12, 13, 2013
College of Engineering, Teerthanker Mahaveer University.

Table 2 VOC equations for Cars and Two Wheelers

S.N

VOC Equations for Cars

V

Free Speed
(km/h)

V
V
V

SL

IL

VOC Equations for Two Wheelers

59.86 (0.6236 * RF) 0.002589 * (RG 2000)

65.91 (0.6575 * RF) 0.002010 * (RG 2000)

SL

40.70 (0.4305 * RF) 0.00193 * (RG 2000)

IL

45.28 (0.4515 * RF) 0.00138 * (RG 2000)

45.93 (0.4456 * RF) 0.00107 * (RG 2000)
48.65 (0.4729 * RF) 0.00113 * (RG 2000)

2L

73.14 (0.7110 * RF) 0.001710 * (RG 2000)

2L

4L

78.58 (0.7640 * RF) 0.001830 * (RG 2000)

4L

FC

21.85

504.15
V

0.004957 * (V )

i 2

FC

3.38

549.57
V

0.00436 * (V )
i

Fuel Consumption
(lit./1000km)

Spare Parts Cost

(Rs./km)

SP 0.0018 * (RG 2000) *10 * NP

SP ( 55.879 0.024 * RG) *10 * NP

Maintenance
Labour (Rs./km)

LC 0.5498 * SP

LC 0.5498 * SP

Tyre Life
(km)

0.000652 * RG 1.0684 * RS 0.3684 * FL

where,

0.000196 * RG 0.4552 * RS 0.3386 * FL

i SL, IL, 2L, 4L

where,
5

TL 68771 147.9 * RF 26.72 *

i SL, IL, 2L, 4L

5

RG

TL 47340 101.8 * RF 18.39 *

Engine Oil
(lit./10000 km)

EOL 1.7048 0.03319 * RF 0.0005241 *

RG

EOL 0.4051 0.007899 * RF 0.000125 *

Other Oil
(lit./10000 km)

OL 1.631 0.05167 * RF 0.001867 *

Grease
(kg/10000 km)

G 2.816 0.2007 * RF

Utilization
(km/day)

UPD 6.187 * V

UPD 2.119 * V

10

Fixed Cost
(Rs./km)

Depreciation Cost
(Rs./km)

DC

Passenger Time
Cost (Rs./km)

PT

12

RG
W

RG

11

RG

501.52

31.12

UPD

UPD

96.01

DC

UPD

7.31
UPD

308.69
V

PT

61.10
V

Table 3 VOC equations for Buses and LCVs

S.N

VOC Equations for Buses

Free Speed
(km/h)

VOC Equations for LCVs

SL

47.25 (0.3698 * RF) 0.00165 * (RG 2000)

SL

49.87 (0.4447 * RF) 0.00088 * (RG 2000)

IL

52.65 (0.4031 * RF) 0.00123 * (RG 2000)

IL

53.70 (0.4788 * RF) 0.00095 * (RG 2000)

2L

54.23 (0.4111 * RF) 0.00098 * (RG 2000)

2L

57.41 (0.5119 * RF) 0.00102 * (RG 2000)

4L

60.32 (0.4573 * RF) 0.00109 * (RG 2000) V

4L

62.85 (0.5604 * RF) 0.00111 * (RG 2000)

2nd International Conference on Emerging Trends in Engineering & Technology, April12, 13, 2013
College of Engineering, Teerthanker Mahaveer University.

FC

32.97

Fuel Consumption
(lit./1000km)

Spare Parts Cost

(Rs./km)

Maintenance
Labour
(Rs./km)

Tyre Life
(km)

Engine Oil
(lit./10000 km)

0.0207 * (V )
i

FC

1615.327
i

0.0245 * (V )
i

0.001524 * RG 5.377 * RS 0.8268 * FL

i SL, IL, 2L, 4L

SP NP * e

21.28

0.0012 * RG 3.3281 * RS 1.7769 * FL

where,

3904.64

where,

[ 10.44 0.007373*RF 0.0000723*RG 1.925/ W ]

i SL, IL, 2L, 4L

SP NP * e

LC 0.5498 * SP

[ 10.9278 0.000141*RG 3.493/ W ]

LC 0.3692 * SP

TL 38519 389.52 * RF 1.32 * RG 983.829 * W

TL 22382 375.3 * RF 1.037 * RG 3817 * W

RG

EOL 1.146 0.00398 * RF 0.0021 *

EOL 1.0635 0.0257 * RF 0.000171 *

RG

Other Oil
(lit./10000 km)

OL 3.3201 0.0008217 * RG

OL 2.0415 0.0001058 * RG

Grease
(kg/10000 km)

G 4.992 0.03376 * RF 0.3634 * W

G 0.3661 0.0283 * RF 0.000251* RG

Utilization
(km/day)

UPD 28.07 15.1476 * V

UPD 28.773 2.181 * V

10

Fixed Cost
(Rs./km)

Depreciation Cost
(Rs./km)

DC

12

Wages of Crew
(Rs./km)

CW

13

Passenger Time
Cost
(Rs./km)

11

13

1230.25

780.57

UPD

UPD

309.24

163.25

DC

UPD

UPD

1271.88

487.10

CW

UPD
PT

UPD

19078.13

UPD

Commodity Value
(Rs./km)

CMV

67.13
UPD

Table 4 VOC equations for HCVs and MAVs

S.N

VOC Equations for HCVs

Free Speed
(km/h)

SL

45.56 (0.4062 * RF) 0.00081 * (RG 2000) V

SL

38.27 (0.3412 * RF) 0.00068 * (RG 2000)

IL

50.11 (0.4468 * RF) 0.00089 * (RG 2000)

IL

42.01 (0.3753 * RF) 0.00074 * (RG 2000)

2L

4L

Fuel Consumption
(lit./1000km)

53.32 (0.4755 * RF) 0.00094 * (RG 2000) V

2L

44.79 (0.3994 * RF) 0.00079 * (RG 2000)

55.53 (0.4952 * RF) 0.00098 * (RG 2000) V

4L

46.65 (0.4159 * RF) 0.00083 * (RG 2000)

FC
2

VOC Equations for MAVs

44.08

3904.64
V

0.0207 * (V )
i

0.0012 * RG 3.3281 * RS 1.7769 * FL

where,

i SL,IL,2L,4L

FC

141.0

2695.79
V

0.0517 * (V )
i

0.0035 * RG 17.75 * RS 5.40 * FL

where,

i SL, IL, 2 L, 4 L

2nd International Conference on Emerging Trends in Engineering & Technology, April12, 13, 2013
College of Engineering, Teerthanker Mahaveer University.

Spare Parts Cost

(Rs./km)

Maintenance
Labour
(Rs./km)

LC 0.3692 * SP

LC 0.3692 * SP

Tyre Life
(km)

TL 24662 413.6 * RF 1.142 * RG 4205 * W

TL 23726 398 * RF 1.0099 * RG 4046 * W

Engine Oil
(lit./10000 km)

EOL 1.73 0.042 * RF 0.0003 *

Other Oil
(lit./10000 km)

OL 5.1037 0.0002646 * RG

OL 5.1037 0.0002646 * RG

Grease
(kg/10000 km)

G 0.9153 0.0707 * RF 0.000627 * RG

G 0.9153 0.0707 * RF 0.000627 * RG

Utilization
(km/day)

UPD 68.12 5.1637 * V

UPD 70.38 5.3349 * V

10

Fixed Cost
(Rs./km)

Depreciation
Cost (Rs./km)

DC

Wages of Crew
(Rs./km)

CW

Commodity Value
(Rs./km)

CMV

11

12

13

SP NP * e

[ 10.3677 0.0001413*RG 3.493/ W ]

SP NP * e

RG

[ 10.9278 0.0001413*RG 3.493/ W ]

EOL 2.354 0.05701 * RF 0.0038 *

RG
W

994.42

1388.20

UPD

UPD

241.63

DC

UPD

400.70
UPD

811.84

CW

974.20

UPD

UPD

205.83

CMV

385.11

UPD

UPD

5. Cost Analysis
The life cycle cost analysis requires a comparison to be
made between a Base Case alternative, and one or
more Project Case alternatives. For this case study,
two alternatives have been defined for each pavement
section, namely; a Base Alternative and a
Maintenance and Rehabilitation Alternative. The
Base Alternative comprise of routine pavement
maintenance activities in terms of crack sealing and
patching. The Maintenance and Rehabilitation
Alternative
includes
resealing,
overlays
and
reconstruction
work
activities.
The
selected
Maintenance and Rehabilitation strategies and the
corresponding intervention criteria are given in Table 5.
After selection of the alternative Maintenance and
Rehabilitation strategies, the Program Analysis
application module of HDM-4 has been used to
compare the total life-cycle costs, including the
highway agency costs and road user costs, predicted
under the Base Alternative of scheduled routine
maintenance, against those predicted for the condition
responsive
Maintenance
and
Rehabilitation
Alternative[3].

Table 5 Details of strategies for life cycle cost analysis

Strategies

Type of Works

Intervention Criteria

Base Alternative

Crack Sealing and

Patching

Scheduled Annually

Double Bituminous
Surface Dressing

Total Damage Area

> 5%

Overlay 25 mm
Bituminous Concrete

Roughness
>=3.6, <= 4 IRI

Overlay 40 mm
Bituminous Concrete

Roughness
>=4.0, <= 5.0 IRI

50 mm Bituminous
Macadam +
40mm Bituminous
Concrete

Roughness >=5.0 IRI

and Total Damaged
Area >= 10%

Maintenance and
Rehabilitation
Alternative

2nd International Conference on Emerging Trends in Engineering & Technology, April12, 13, 2013
College of Engineering, Teerthanker Mahaveer University.

The budget requirements under each alternative for the

maintenance management of the NH-58 sections,
throughout the analysis period of 10 years, are given in
Table 6. It has been found that the total budget
requirements for maintaining the NH-58 sections is
almost 137% more than those required for maintaining it
with only routine maintenance type of activities.
Table 6 Budget requirements for maintenance
management of NH-58 sections
Application
Year

Base
Alternative

Maintenance and
Rehabilitation

2012

26,272

2013

1,489,443

17,238,117

2014

1,809,994.74

43,110,381

2015

3,424,007.21

8,641,252

2016

3,450,741.13

2017

3,728,282.32

2018

3,807,124.57

2019

4,491,914.34

2020

4,460,882.48

2021

3,841,551.07

Total Cost (Rs.)

30,530,819

68,998,750

6. Conclusions
In this study, a dynamic system for the updation of road
user cost based on WPI has been evolved which can

help to adequately the changed conditions for economic

evaluation of road projects. This has been accomplished
using the proposed methodology of evolving EF based
on WPI to update the RUC models. The life-cycle cost
analysis of the selected sections of NH-58 has been
carried out, and an analysis period of 10 years (i.e. year
20122021). The work strategy and intervention criteria
have been proposed along with M&R strategy as shown
in Table 5. The total budget requirement for
maintenance management of the selected sections of
NH-58 has been determined, which comes out to be
Rs.30,530,819
for
routine
maintenance
and
Rs.68,998,750 for M&R work.

References
[1] C.R.R.I., Road user cost study in India, Final Report,
submitted to ministry of Surface Transport, New Delhi,
1982.
[2] E.A.B., Economic Advisory Board, Ministry of
Commerce and Industry, Government of India (Web
site:http://www.eaindustry.nic.inl), 2012.
[3] HMRG, HDM-4 Technical Manual, Highways
Management
Research
Group,
University
of
Birmingham, Birmingham, 1999.
[4] Jain S.S., Gupta, A.K., and Rastogi, S., Study of
Influencing Parameters for Efficient Maintenance
Management of Flexible Pavements, Indian Roads
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[5] Jong-Suk Jung, Kamil E. Kaloush and George B., Life
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[6] Kadiyali, L.R. and Associates, Updated Road User Cost
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1992.
[7] MORT&H, Updation of Road User Cost Data, Final
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Ministry of Road Transport & Highways, Government of
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