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 From the Editor's Desk

Indian Highways
Volume : 45 Number : 10 ● October, 2017 ● ISSN 0376-2756 `20
Indian Roads Congress
Founded : On 10th December, 1934

Contents
□ From the Editor's Desk 4-5
□ IRC Technical Committees Meeting Schedule  7
□ Important Announcement for 78 IRC Annual Session
th
8

Technical Papers
□ Pavement Construction Over Municipal Solid Waste Dump  11-20
A.K. Sinha and Vasant G. Havanagi
□ Public Private Partnership Projects (PPP) in Maharashtra: Success Stories  21-30
– Lessons Learned
Dr. M.N. Dekate
□ Upgraded Road Condition Evaluation Equipment 31-34
YC Tewari, Renu Chadha and RP Saini
□ Tender Notices 35-46
□ Registration Form for 78th IRC Annual Session 47-48
□ Accommodation Form for 78th IRC Annual Session 49-50

Publisher & Editor: S.K. Nirmal, Secretary General, IRC

E-mail: secygen.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
266185273 (Tech. Papers, Indian Highways and Tech. Committees)

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

 From the Editor's Desk

ROAD SAFETY: NEED INNOVATIVE APPROACH

On 6th September, 2017, our Hon’ble Minister for Road Transport and Highways, Shipping, Water Resources, River
Development and Ganga Rejuvenation, Shri Nitin Gadkari ji released MoRTH annual publication report ‘Road
Accident In India 2016.This report on Road Accidents in India, 2016 is a compilation of data on various facets of
road accidents as furnished by Police Departments of all States/U.Ts for the calendar year 2016. As per statistics of
this report road accidents in the country have decreased by around 4.1% during 2016, with the year seeing 4,80,652
road accidents as against 5,01,423 in 2015. However fatalities resulting from these accidents have risen by about
3.2% during the same period. Nearly 1,50,785 persons were killed in 2016 as against 1,46,133 in 2015.
Road accident is one of the top four leading causes of death and health loss among persons of age group
15-49 years imposing huge soicio-economic costs to our county. Road users on the two wheelers are the most
vulnerable constituting 34.8 % of the total persons killed in 2016 and they also have the highest share 33.8 % in the
total number of road accidents. This share has increased from 28.8 % in 2015. Statistics shows that traffic junctions
are points of conflict and hence, are prone to road accidents. About 37 per cent of total accidents took place on
junctions itself during the calendar year 2016. In addition, they sustain relatively more serious injuries even at low
velocity crashes, unlike car occupants who are protected by impact absorbing metallic body of the vehicles. Hence,
the road planers have to keep all this aspects in consideration while planning of our roads specially in urban areas.
We know that, road accidents is a negative externality associated with expansion in road network, motorization
and urbanization in the country. Road accidents are multi-causal and an accident is the result of a combination of
factors such as human error, road defects, engineering defects of the vehicle, non-availability of pedestrian facility,
cyclist facility, circumstantial factors such as weather condition, visibility etc. All countries across the globe are
showing concern over the growing number of road injuries and accidents. A large number of people in the prime
of their lives, who could have contributed to the progress of society, are killed in such road accidents. Apart from
the immeasurable individual tragedy, there is a huge national wastage of available manpower. But such quantum
of road deaths and injuries are not inevitable and society has a responsibility to prevent them. Road safety is a
community issue and the strategy includes roles and responsibilities for everyone, whether it is passenger travelling
in a public/private transport or pedestrian who is using road pavement. Most importantly, the community has the
responsibility to demand safe travel on roads.
Highway Engineers and the law enforcing agencies have a never- ending responsibility to ensure the safety of all
road users. One of the most important and most challenging aspects of highway engineering is designing to enhance
safety with the help of Engineering Aspects, Environmental Aspects, Behavioral Aspects and Legal Aspects. Thus,
roadside safety is concerned with treatments to minimize the likelihood of serious injuries when a vehicle runs
off the roadway. The Engineering aspect covers the geometric design and construction of roads, bridges, flyovers,
culverts, underpasses, footpaths, foot over bridges, tunnels and road junctions with proper signaling system,
rotaries, roundabouts, proper lightings, etc in accordance with standards, guidelines, norms set forth by IRC,
MoRTH, NRRDA (MoRD), etc. Roads indicate the culture of nation, but roads make no sense till they are provided
with interventions like Road Signs (IRC:67), Road Marking (IRC:35), Variable Massage Signs (IRC:SP:85),
Delineators, Hazard Markers, Traffic Safely Barriers, (IRC:119) etc. Intelligent Transport System (ITS) could also
help transportation agencies to manage transportation challenges and maximize the safety and efficiency of existing
infrastructure. We must be proactive and treat known high risks, for which we need:
► Safe drivers, safe vehicles and safe roads
► The 'self-explaining' and 'forgiving' roads
► To make road deaths rate at Zero level.
Safer roads and roadsides amenities play a significant role in either preventing accidents or minimizing the fatalities
associated with the crashes. Alongside these improvements, assessment of the accident potential of high risk sites
on our roads and periodic safety audits as per IRC:SP:88 of existing roads identify deficiencies and help establish
priorities for upgrading roads. New technologies are continuously considered in the context of developing safe and
responsive traffic management. These initiatives would provide better standards of safety, protection and would
result in changes to existing design and a possible decrease in the fatalities.

4 INDIAN HIGHWAYS ⁄ October 2017

 From the Editor's Desk

These accidental deaths could be prevented by better planning & designs of road and application of
evidence-based measures. Accident reduction and accident prevention are the two main strategies in road safety.
In accident reduction, we use the knowledge of accidents that have occurred on our existing roads, to improve
the design of the roads or to influence the behavior of road users, so that similar accidents do not occur again.
Accident prevention is the application of expertise in safe road design, road geometry, as well as the materials used
in constructing new streets and roads or redesigning the existing roads. The Road Safety Strategy must start with
raising the awareness amongst road user and other stakeholders to gain their support. The road and health sector has
an important role to play in promoting road safety and injury prevention, in particular regarding safe behavior. Data
collection and analysis and dissemination of the results and recommendations are also of utmost importance.
Road Safety should make a distinction between the situation and the management systems necessary to control
it with prevention activities that largely exceed the self-evident fields of the traditional 5 Es i.e. Engineering,
Education, Enforcement, Environment and Encouragement approach. Research and development over the past
few decades in the foreign countries have proved that a range of interventions exists to prevent crashes and injury.
India has many good targets, rules, by laws and bills but the gap between what is known to be effective and what
is actually practiced on the ground is often wide. Researches also show that the perpetrators of the majority of such
accidents are from the 18 to 25 years age group. Hence, approach should be adopted to have periodic driving tests
for existing driving-licence holders to see if they should actually be allowed behind the wheel of a car. The recent
decision of Govt. of Delhi to record the practical tests taken by applicant is an important step to prevent untrained
or rash drivers from getting driving license.
To ensure and promote safety on roads, Ministry of Road Transport & Highways (MoRTH), Govt. of India has
adopted a multi-pronged approach to achieve target of reduction of road accidents and fatalities by 50 percent by
2020. These initiatives include use of road engineering measures to enhance safety, traffic management, rectification/
minimization of black spot, improved vehicle safety standards, education and awareness for drivers and general
public, enforcement of road safety laws and post-crash response and trauma care facilities. Furtherance, Ministry of
Road Transport & Highways has also introduced Motor Vehicle (Amendment) Bill, 2016 in Lok Sabha in August
2016 containing the different provisions of road safety. The Bill addresses road safety issues by providing for stricter
penalties for traffic offences, permitting electronic and IT enabled enforcement, improving fitness certification and
licensing regime, statutory provision for protection of good Samaritans etc. The House referred the Bill to Standing
Committee. Based on the recommendation of the Standing Committee, the Bill was revised and introduced in Lok
Sabha in April 2017. Lok Sabha has passed the Bill. The Bill is pending in the Rajya Sabha.
Investments in infrastructure can be highly effective in reducing trauma. New road construction and safety focused
retrofits may be expensive some times, but well planned, designed and managed roads can provide long lasting
safety benefits to road users. A safe road transport system starts with best planning. Planning decisions have the
potential to influence how the road network is used and what infrastructure investments are required. Both the
quality and the quantity of our roads are more important factors in road-user safety than may be apparent at first
sight. For road safety, in addition to Engineering, following physiological factors also need to be considered.
► Human Factors – no matter how well we are trained and educated about responsible road use, people
make mistakes and the road transport system needs to accommodate this.
► Forgiving Systems – roads that we travel on, vehicles we travel in, speeds we travel at and communities
we live in, need to be more forgiving of human error.
► Shared Responsibility – everyone has a responsibility to use the road safely and organizations, busi-
nesses and communities have a responsibility to design, manage and encourage safe use of the road
transport system.
Road safety is a shared responsibility needs to be addressed on a holistic basis. Road traffic injuries can be
prevented. Effective interventions include incorporating road safety features into land-use, urban planning and
transport planning; designing safer roads and requiring independent road safety audits for new construction projects;
improving the safety features of vehicles; promoting public transport; effective speed management by police and
through the use of traffic-calming measures; setting and enforcing internationally harmonized laws requiring the
use of seat-belts, helmets and child restraints; setting and enforcing blood alcohol concentration limits for drivers;
and improving post-crash care for victims of road crashes.

(S.K. Nirmal)

INDIAN HIGHWAYS ⁄ October 2017 5

 

  




  


 

    
 
 
   


  

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6 indiAn hiGhWAYs ⁄ OctOber 2017

 cALL For technicAL PAPers
The Indian Roads Congress (IRC) invites Technical Papers for publication in its periodicals i.e. Indian Highways
(monthly), IRC Journal (quarterly), HR Journal (half yearly) and Highway Research Record (yearly). Authors
and Co-authors should be the members of IRC and their Roll Numbers should be mentioned in the forwarding
letter. Even non-members, who are Experts in any relevant field or who have specialized knowledge on any
subject related to highway engineering are also welcome to contribute Technical Papers. The Authors are
requested to send complete paper consisting manuscript, drawings, tables, figures, photos, etc. through E-mail
on papers.irc@gmail.com in Windows MS word format.
For more details and rules for contribution of Technical Paper please visit IRC Website: www.irc.nic.in.

emPAneLment oF reFerees
call of expression of interest from the experienced road & bridge technocrats for Formulating a Panel
of experts/referees to review the technical Paper, voluntarily:
In order to align with the globally best practices and promote the excellence in road construction, the Indian
Roads Congress (IRC) is in the process of formulating a Panel of Experts/Referees who can review the Technical
Papers received in IRC from Authors. Road Technocrats who are already members of the IRC and have experience
and expertise in the field of Transport Planning, Traffic Engineering, Flexible & Rigid Pavements, Rural Roads
Development, Mechanization & Instrumentation, Road Maintenance, Safety & Design, Bridge Design Features,
Concrete Structure, Maintenance &Rehabilitation of Bridges etc. are invited to show their interest for evaluation
of Technical Papers.
The interested technocrats are requested to send their brief resume including their experience in related field
with their IRC Membership Number to IRC on E-mail: secygen.irc@gov.in

indiAn hiGhWAYs ⁄ OctOber 2017 7

 15th October,
15th October,

(Registration Form & Accommodation Form for 78th IRC Annual

Session is given on Last Pages

Shri Anil Sharma

Section Officer

Mobile +91 9899417608

8 INDIAN HIGHWAYS ⁄ October 2017

 From the Editor's Desk

INDIAN HIGHWAYS ⁄ October 2017 9

10 indiAn hiGhWAYs ⁄ OctOber 2017
 Technical Paper

PAVEMENT CONSTRUCTION OVER MUNICIPAL SOLID WASTE DUMP

A.K. Sinha1 Vasant G. Havanagi2

ABSTRACT
A four lane divided urban road is proposed for the construction, which is passing over a Municipal
Solid Waste (MSW) dump of about 400 m long, Siddharth Vihar, Ghaziabad (U.P.). MSW has
heterogeneous composition and settlement may prolong for long duration due to decomposition.
Therefore, thorough investigation is needed before construction of road. Accordingly, sub soil
investigation of MSW was carried out which included: Standard Penetration Test (SPT), Dynamic
Cone Penetration Test (DCPT) and Plate Load Test (PLT). Geotechnical characterization of
undisturbed and disturbed samples of MSW was carried out in the laboratory. Expected primary
and secondary settlements of MSW dump due to self weight and traffic loading is estimated using
field and laboratory test results. It was observed that MSW dump is in saturated condition and depth
of dump is varying from 4.5 m to 6.5 m. The average N value of SPT/DCPT was observed to be less
than 10. MSW fill is observed to be in loose state and consist of soil, plastic, polythene, cloth, wood
etc. The value of coefficient of compression index is more compared to conventional soil. Different
remedial measures were suggested before the construction of road over compressible MSW dumps
viz. Excavation and Removal of MSW dump, Dynamic compaction with interconnected block
pavement and dynamic compaction with stone column

1. INTRODUCTION bag, glass, rubber, plastic, batteries, garden wastes,

About 10 hectare area was excavated for mining
of natural sand in the Sidhartha Vihar, Ghaziabad,
UP. This created a low laying area in deep ditches
of about 6 - 8 m depth. This area is filled up with
Municipal Solid Waste (MSW) which was collected
by Ghaziabad municipality. The present MSW area
is going to be developed as a residential area. To
provide proper connectivity, construction of road
was proposed which are about 1500 m long and
24 m wide (6 lane divided). Around 400 m length
of road is passing over MSW dump. MSW was
dumped loosely by the end tipping of trucks and
accumulated without proper compaction. It consists
of different type of waste materials viz. product
packaging, bottles, cans, boxes, wood pallets,
food scraps, grass clippings, furniture, appliances,
automobile tires, consumer electronics, polythene
1&2
Scientists, Geotechnical Engineering Division, CSIR-Central Road Research Institute, Delhi-Mathura Road,
New Delhi - 110025, India E-mail: sinha.crri@nic.in, vasant.crri@nic.in
paper products, textiles, ashes, metals along with
soil. Its properties can be considered as site specific
and settlement varies accordingly. Considering
these factors, it is expected that settlement will
be much high due to self weight, pavement and
traffic loadings. Settlement may also occur due
to biochemical and physicochemical mechanism.
Cancelli and Cossu (1984) crudely estimated and
concluded that a weight loss of about 10% due to
biogas production for Italian urban refuse leads.
Edil et al. (1990) indicated different mechanisms
of settlement viz. Mechanical (Distortion, bending,
crushing and reorientation), Ravelling (movement
of fines into large voids), Physico-chemical
changes (Corrosion, oxidation, combustion) and
Bio-chemical decomposition (Fermentation and
decay). Oweis and Khera (1986) concluded that

INDIAN HIGHWAYS ⁄ October 2017 11

 Technical Paper
primary and secondary settlements may be about
30% of the landfill initial height while Ashford et
al. (2000) concluded that the total settlement of
MSW fill may be around 16% of the initial height.
Total settlement in MSW is observed to be in
3 stages i.e. initial, primary and secondary settlement
(Morris and Woods, 1990). Initial settlement occurs
on application of a direct load or overburden in a
landfill. This results in an immediate compaction
of void space and causes particle deformation to
some extent. Primary settlement occurs quickly
to 4- 5 weeks (Sowers, 1973; Morris and Woods,
1990; Edil et. al., 1990; Ashford, 2000) while Wall
& Zeiss (1995) advocated that primary settlement
may be completed within 30 to 90 days. Secondary
settlement is a result of creep and biological
decomposition but independent of the stress on
the MSW and can result settlement of 25% of
waste thickness (Coduto and Huitric, 1990). It
occurs at slow rate over an extended period of time
due to chemical and biological process (Sowers
1973). The majority of secondary settlement may
continue for as long as 50 years after completion of
waste placement (Sharma and Lewis, 1995). The
MSW settlement can range between 5 and 50% of
its original thickness under self weight, depending
on factors such as degree of initial settlement,
composition and environmental condition (Sharma
& Lewis, 1995). Several models are reported in
the published literature to predict MSW landfill
settlement. These models may be grouped as
empirical model (Yen and Scanlon, 1975), soil
mechanics based model (Sowers, 1973; Ourry and
Page, 2005), rheological model (Gibson and Lo,
1961; Yen and Scanlon, 1975; Punyamurthula,
1995; Zhao et al., 2001) and model incorporating
biodegradation (Park and Lee, 1997). Babu et al.
(2010) proposed generalized constitutive model
to determine total settlement of MSW considering
mechanical, creep and biodegradation component.
Charles et al. (1981) reported several case histories
of construction on old refuse tips which include
construction of a 2 - storey hospital, roads and
highways. Welsh (1983) cites a roadway site with
6 to 12 m of waste fill. Bowels (1998) proposed
determination of modulus of elasticity of MSW
dump with respect to time of deposit. Yee (1999)
advocated that dynamic compaction of landfills
reduces the void space, increase density and reduce
long term settlement of the fill. This compacted
12 INDIAN HIGHWAYS ⁄ October 2017
fills can be used for the construction of roads,
parking bays and light structures. Considering the
potential application of MSW, field and laboratory
investigations were carried out and characteristics
of MSW were determined before the proposed
construction of road over MSW. The results were
discussed and presented in this paper. Based on the
results and settlement analysis, different remedial
measures/ground improvement of MSW dump was
proposed. The pictorial view of MSW site is shown
in the Fig. 1.
Fig. 1 Pictorial view of MSW Site at Ghaziabad (UP)
2. FIELD INVESTIGATION
Field investigation was carried out using different
equipments viz. Standard Penetration Test (SPT),
Dynamic Cone Penetration Test (DCPT) and Plate
Load Test (PLT).
2.1 Standard Penetration Test
Standard Penetration Test was carried out as per IS
2131-1981. To investigate the typical behaviour of
MSW fill, three locations were identified spreading
over entire proposed dump area. Bore holes were
progressed by shell and auger method. As the bore
holes could not be progressed by using the bailer,
the bore holes were progressed by hammering
100 mm diameter thin wall tubes to punch and
extract the MSW material. Bore holes SPT1 and
SPT2 were progressed down to 7 m depth whereas
SPT3 bore hole was progressed down to 7.5 m
depth below the existing ground level. The number
of blows required for 30 cm penetration of the
split spoon sampler was recorded as SPT values.
Corrected NSPT values are plotted with respect to
depth of sub soil /MSW as shown in the Fig. 2.
Representative disturbed samples were collected
regularly and whenever the stratum changed.
 Technical Paper
Disturbed MSW/soil samples were taken from
split spoon sampler. Undisturbed soil samples
were recovered by thin walled tubes conforming
to IS:2132 i.e. Shelby tube. However, MSW
samples could not be extracted properly due to
heterogeneity in nature and in loose condition.
Ground water table was not encountered in any
of the bore holes down to the maximum depth of
investigation during the field investigation in the
month of October 2014. However, sub soil/MSW
was found to be saturated.
Standard Penetration Test Values (NSPT values):
The observed Standard Penetration Test values
(NSPT values) vary in the range of 5 to 15 in MSW
dump whereas in virgin sub soil strata NSPT values
varying between 16 and 39. The above results
indicate that the MSW is generally in a loose state
while the subsoil below the MSW is in a medium
dense state down to the depth of investigation.
It was observed that sub soil mainly consist two
strata (I & II) in the three bore holes.
a) Stratum - I (MSW)
Consisting predominantly organic fill
comprising of plastic, polythene, cloth and
wood pieces etc. and has been encountered
from the existing top of the ground level
down to a maximum depth of about 6.5 m.
It is commonly known as MSW dump.
Average value of NSPT was observed to be
around 10.
b) Stratum - II (Soil)
Consisting predominantly of sand with silt
soil has been encountered beyond the strata
of MSW, down to the maximum depth in-
vestigated i.e. 7.5 m. The thickness of the
two strata in the three bore holes is given in
Table 1.
Table 1 Thickness of Sub Soil/MSW Strata
Bore Strata (depth in m)
Hole. No.
Stratum - I Stratum - II
(MSW) (Soil)
SPT1 0 – 5.0 5 – 7.0
SPT2 0 - 4.5 4.5 – 7.0
SPT3 0 – 7.0 6.5 - 7.5
INDIAN HIGHWAYS ⁄ October 2017 13
2.2 Dynamic Cone Penetration Test
Dynamic cone penetration test was carried out
as per IS 4968 - 1976 (Part 1). Dynamic cone
penetration tests was carried out down to the depth
of 7.5 m below the existing ground level at two
locations viz. DC1 and DC2 respectively. In this
test, a steel cone having a diameter of 50 mm and
an apex angle of 600 attached to a rod of lesser
diameter was inserted by giving blows from a
63.5 kg hammer falling freely through a height
of 75 cm (similar to SPT). The number of blows
(NDCPT) required for 30 cm penetration was
recorded. In this test, continuous NDCPT values
were recorded down to the termination depth of
7.5 m.
Conversion of NDCPT value to NSPT value: These
NDCPT values were converted into NSPT values
from the given equations (1 & 2).
NSPT = NDCPT/1.5 for depth upto 3 m ... (1)
NSPT = NDCPT/1.75 for depth 3 m to 6 m ... (2)
After conversion of NDCPT value equivalent to
NSPT, Variation of No. of blows (NDCPT values)
with respect to depth of penetration for different
test locations is shown in the Fig. 2. Average NDCPT
were observed to be around 6. It was concluded
that material is in loose state (NC = 3 to 10). It was
observed that equivalent values of NSPT (from
NDCPT) were coming less in comparison to NSPT
values. During the SPT test, it was very difficult to
clean the bore hole which increases the penetration
resistance during testing. This may be the reasons
for getting slightly higher values of NSPT in
comparison to NDCPT values.
Fig. 2 Variation of NDCPT/NSPT with Depth of MSW
 Technical Paper
2.3 Plate Load Test
Plate Load Test (PLT) was carried out as per IS
1888:1982 at two locations on top portion of
MSW dump. Two plate load tests designated as
PLT1 and PLT2, were carried out on a plate size of
60 x 60 cm at a depth of 0.3 m below the existing
ground level/MSW dump. For measuring the
settlement of plate, four dial gauges was positioned
at the corners of the plate and fixed on datum
bars. After the test set up, a seating load of
0.07 kg/cm2 was applied and maintained for no
further settlement. Needle of all dial gauges were
made at zero. The first increment of the static load
of 1 kg/cm2 was applied. This load was maintained
constant for a period till no further settlement
occurred or the rate of settlement became
0.02 mm/min. The final/stable readings of the
dial gauges were noted down. The next higher
stage loading was applied and the above
procedure was continued till the maximum
specified settlement of 25 mm or ultimate loading
intensity of 6 kg/cm2 achieved. Graph is plotted
between loading intensity and settlement as shown
in the Fig. 3 for different plate load tests. Loading
intensity and the final settlement for the different
plate load tests are given in Table 2.
Fig. 3 Load Intensity vs. Settlement of MSW Dump
Table 2 Loading Intensity with Final Settlement
PLT No. Loading Intensity Final Settlement
(kg/cm²) (mm)
1 4.17 62
2 3.61 125
It was observed that settlement is continuing at the
end of test. This reveals that as the load increases
14 INDIAN HIGHWAYS ⁄ October 2017
settlement of MSW dump increases. This may be
due to loose filling of this. In this condition, ultimate
bearing capacity may not be feasible to estimate
accurately. This condition is also supported by
DCPT and SPT tests as N values are coming less.
3. LABORATORY INVESTIGATION
3.1 Physical Characteristics of MSW
Physical properties of MSW samples were
determined by carrying out different tests namely
composition of MSW, natural moisture content, in
situ density, organic content.
Composition of MSW: Representative sample
of municipal solid waste material was collected
from the site. MSW sample was dried in sun heat.
Different materials were separated manually from
dried MSW sample. It was observed that MSW
mainly contains soil, plastic and fabric as shown in
the Fig. 4. Different type of material composition
in MSW sample (by weight) is shown in the
Fig. 5. MSW fill material is heterogeneous and
they exhibit anisotropic material properties that
are difficult to characterise.
Fig. 4 Pictorial view of MSW
Fig. 5 Composition of MSW
 Technical Paper

Natural moisture content, in-situ density and
organic content: Natural moisture content of
MSW samples obtained during SPT testing was
in saturated condition. The natural bulk densities
in three different bore holes are given in the
Table 3. It was concluded that subsoil below the
MSW dump is in medium dense state down to the
depths investigated. Organic content of different
samples ranged between 15-20%.
3.2 Geotechnical Characteristics of MSW
Geotechnical characterisation of MSW samples
were carried out viz. Specific gravity test, Grain
size analysis, Atterberg limit, Proctor compaction,
California bearing ratio and Consolidation test.
Table 3 Bulk Density of MSW Dump and
Natural Virgin Soil
Atterberg limit test: MSW was observed to be
non-plastic in nature. However, liquid limit of
MSW was observed to be 30%. According to BIS
classification, MSW is classified as SM i.e. silty
sand with fines. The Atterberg limits indicate that
the subsoil below the MSW is coarse grained
predominantly non-plastic upto the maximum
depth investigated viz. 7.5 m.
Proctor compaction test: The Maximum Dry
Density (MDD) and Optimum Moisture Content
(OMC) were observed to be 1.48 g/cm3 and
16 % by modified Proctor test. Compaction curve
is shown in the Fig. 7. The low MDD of MSW
may be due to heterogeneous composition of MSW
which creating voids.

BH. No. MSW Virgin Soil

(g/cm3) (g/cm3)
1 1.25 - 1.31 1.61
2 1.08 - 1.26 125 1.57
3 1.23 - 1.39 1.60
Specific gravity test: The specific gravity value
was obtained as 2.40 which is slightly lower than
conventional soil. The lower specific gravity value
may be due to mineral composition of particles.
Grain size analysis: Grain size analysis was
carried out as per IS method of soil sample obtained
from MSW after separating the other materials
viz. Plastic, wood, fabric etc. It was observed that
MSW is a coarse grained material having gravel
(30%), sand (50%) and silt + clay (20%). Grain
size distribution curve is shown in the Fig. 6. The
values of Cu and Cc are 20 and 4 respectively.
Grain size analysis revealed that sub soil below
MSW deposit is coarse grained having 80% sand
and 20% silt.
Fig. 6 Grain Size Distribution Curve of MSW
Fig. 7 Compaction Curve of MSW
Consolidation Test: Consolidation test was
carried out as per Indian standard procedure in
oedometer using specimen of 60 mm diameter
and 20 mm thickness under double drainage
conditions. Remoulded samples of MSW (passed
4.75 mm sieve) was prepared at in-situ density
and OMC. Samples were saturated for 24 hours
at an initial seating stress of 0.025 kN/m2. Seating
load was maintained for 24 hours. The specimen
was consolidated under initial stress of 5 kN/m2
and settlement dial gauge reading was recorded
until equilibrium is reached. The procedure was
repeated for different normal stress viz. 10,
20, 40 and 80 kN/m2 and each time settlement
reading was recorded. The value of coefficient of
compression index (Cc) was observed to be 0.48.
The value indicates that MSW material is highly
compressible. It needs to be compacted to improve
the density for control the settlement.

INDIAN HIGHWAYS ⁄ October 2017 15

 Technical Paper
4. DETERMINATION OF SETTLEMENT
OF MSW DUMP
Settlement in landfills occurs essentially in three
distinguishable stages: initial compression,
primary compression and secondary compression
(Morris & Wood, 1990). Initial compression is
very small and therefore, generally neglected
(Wall & Zeiss, 1995). This is because the
compression happens immediately when the load
is applied before recording starts. Prediction of
settlement is the major problem with landfills like
MSW fill. Foundation settlement was neglected
which is negligible as MSW fill was founded on
sandy soil. The settlement was estimated using
results of different laboratory and field tests viz.
Consolidation test, Plate load test, SPT/DCPT tests
and also based on existing published data of similar
cases which elaborates settlement in organic loose
fill. Total settlement of the MSW fill is taken as
sum of primary and secondary settlement. Details
are discussed below.
4.1 Primary Settlement
Primary settlement is compaction resulting from
the dissipation of pore water and gas from the void
spaces (Gordon et al. , 1986). In a completed landfill,
settlement resulting from primary compression will
occur rather quickly, usually within the first month
after load application (Sowers, 1973; Gordon et
al. 1986; Edil et al. 1990). Primary consolidation
settlement was estimated by using field
investigation viz. PLT/SPT/DCPT and laboratory
consolidation test results and is discussed below.
Consolidation test: Primary settlement of MSW
was calculated using Showers (1973) equation 3
based on consolidation test.
H σ + ∆σ
S = Cc log 0  ... (3)
1 + e0 σ0
Where as,
S = Primary compression occurring in the layer
under consideration, m
H = Initial thickness of the waste layer under
consideration, 6 m
e0 = Initial void ratio of the layer = 4.6 (G = 2.4)
Cc = Primary compression index = 0.15 e0 = 0.69
(NAVFAC, 1983)
16 INDIAN HIGHWAYS ⁄ October 2017
σ0 = Existing overburden pressure acting at the
middle level of the layer
Δσ = increment of overburden pressure at the
middle level of the layer
σ0 = σ'0 = γH = 12.5×3 = 37.5 kN/m2
Δσ = 20×1.65 (pavement loading) + 12 kN/m2
(traffic loading) = 45 kN/m2
Considering all these parameters, the primary
consolidation settlement is estimated about
0.26 m.
Plate load test: Primary settlement was also
calculated using the plate load test data as per
IS standard procedure. For loading and other
calculation typical cross section of road constructed
over MSW fill was considered as shown in Fig. 8.
Fig. 8 Cross Sectional view of Pavement
Δσ = 20 × 1.65 (pavement loading) + 12 kN/m2
(traffic loading) = 45 kN/m2
Settlement of plate (Sp) was determined from the
plate load test results (Fig. 3) for a loading intensity
of 45 kN/m2 due to traffic and pavement.
Sp = 9 mm = 0.009 m (average of two tests)
Width of foundation is assumed as ≈ 24 m (four
lanes = 14 m, median = 2 m, shoulders both side
= 4 m, (considering slope 1V:2H and depth of
pavement = 1.65 m)
Width of plate (Bp) = 0.6 m
Considering the MSW dump as loose filled up
similar to clay, settlement was estimated as below.
Sf = Sp(Bf/Bp) = 0.009 × (24/0.6) = 0.36 m
The expected primary settlement from the plate
load test would be 0.36 m.
SPT/DCPT tests: Considering the average
value of NSPT after conversion of NDCPT values,
settlement was determined using peck et al. (1974)
equation 4.
qu = 0.41 CWNS ... (4)
 Technical Paper
Where as,
qu = Safe settlement pressure (Assumes 2 times as
a factor of safety of Δσ = 45×2= 90 kN/m2 =
0.9 kg/cm2)
Cw = Water table correction = 1
N = Average equivalent SPT values from DCPT
Test = 6
S = Settlement in mm
qu = 0.90 = 0.41 × 1 × 6 × S
S = 0.37 m
The expected settlement from SPT/DCPT tests
would be 0.37 m. It was concluded that the
maximum settlement expected in the field is
0.37 m due to consolidation.
4.2 Secondary Settlement
Generally, it is observed that land fill settlement
varies significantly depending on specific
waste types and placement methods. The long-
term compression associated with creep and
biodegradation phenomena is expressed in terms
of the secondary settlement/compression index
Cα in which a decrease in the void ratio during
the secondary compression is related to the time
elapsed between the initial time t1 and the final
time t2. During the investigation, it was found that
MSW fill is in moist condition however water table
has not been encountered upto investigated depth.
The condition may be considered as favourable
for decomposition due to moist condition and
increases with time (Sowers, 1973). Secondary
settlement was calculated by using Showers (1973)
equation 5.
 ... (5)
Where as,
Ss = Secondary compression occurring in layer
under consideration
Cα = Secondary compression index = (0.03 to 0.09)
e0 = 0.276 (NAVFAC, 1983)
t1 = Starting time for the long-term time period
under consideration = 1 month
t2 = Ending time for the long-term time period
under consideration = 15 × 12 = 180 months.
H = 6 m, e0 = 4.6
Ss = 0.67 m
INDIAN HIGHWAYS ⁄ October 2017 17
However, Oweis and Khera (1986) observed that
secondary consolidation may be about 30 % of the
land fill initial height. As the present site is 2-3
years old, secondary settlement is estimated of
about 0.67 m i.e. 11 % of initial land fill depth.
Total expected settlement would be 0.37 + 0.67 =
1.04 m i.e. 17 % of the thickness of MSW layer.
Generally, it was observed that a land fill may
settle up to 50 % of its thickness or depth, while
a closed land fill may settle between 10 to 20 %
of its total thickness after 10 to 15 years (Sharma
and Lewis, 1994). Similar observation was also
reported by Ling et al. (1998) and stated that final
settlement may be around 30 - 40 % of the initial fill
height. Present site is having confined area and 2 -
3 years old. Therefore, total expected settlement is
around 17 % which is reasonably good agreement
with published literature.
5. REMEDIAL MEASURES
Rehabilitation of MSW landfills is quite different
from conventional soil as its settlement attributed
to both mechanical compression and biological
decomposition of solids. Landfills settlement
is time dependent issue extending over several
decades. The waste is compressed by its self
weight, overburden and external loads, such as
that induced by compaction, leading to a reduction
of its voids. In addition, because of the difference
in particle size of the waste materials, smaller
particles travel into the voids of larger particles,
especially during compaction. Also large reduction
in volume occurs due to waste decomposition,
through biological and chemical process. Loosely
filled MSW cannot bear the surcharge loads due
to traffic and pavement. In such condition, there
is need to improve the MSW dump in respect to
its bearing capacity as well as to reduce the total
settlement. Before construction of pavement,
remedial measures may be carried out to improve
the density of MSW dump as discussed below.
5.1 Excavation and Removal of MSW Dump
(Alternative -I)
The whole MSW material existing in the right of
way (pavement + shoulder) should be removed
from bottom to top and replaced with suitable soil
satisfying the MORTH Specifications. The selected
soils should be filled up in compacted layers of
200 mm.
 Technical Paper
5.2 Dynamic Compaction with Interconnected
Block Pavement (Alternative –II)
Dynamic compaction/tamping: 10 to 15 ton
weights would be lifted and dropped freely from
a height of 10 m as depth of compaction is 6 m
MSW dump in a grid pattern (Menard, 1975;
Lucas, 1986; Yee, 1999). Depth of compaction (D)
may be determined by using Leonard et al. (1980)
equation 6.
 ... (6)
Assuming the weight of hammer (W = 15 ton)
and height of fall 10 m in the field, the depth of
compaction is estimated as 6 m which is more than
the thickness of MSW fill in the field.
By this method, the settlement would be about
10% of the MSW thickness. This comes to be
about 0.6 m. It is concluded that the primary
settlement would be over after adopting this
technique. This may be confirmed by carrying out
Pre & Post construction Pressure meter tests.
As the proposed road is a colony road, this may
take about 3 to 5 years for full occupancy of flats.
Accordingly, it is expected that very less traffic in
the initial years. So, it is proposed to first improve
the ground by dynamic compaction to mitigate the
primary settlement.
Provision of Interconnected block pavement
(ICBP): It is perceived that secondary settlement
(0.5 m to 1m) would continue over a period of 10
to 15 years. Hence, it is suitable and economical
to provide ICBP to mitigate long term differential
settlement. Before laying ICBP, to account for
the secondary settlement, a compacted granular
blanket (Approved sand) of sufficient thickness
needs to be provided over the dynamically
compacted MSW fill upto the ground level.
Subgrade/subbase/base layers would be laid as
per codal practice over the granular blanket before
laying ICBP. In the case of any settlement due to
secondary compression, repairing could be carried
out easily and ICBP can be re-laid.
5.3 Dynamic Compaction Along with
Replacement Stone Column (Alternative –
III)
Dynamic compaction: Dynamic compaction
should be carried out as discussed above to
18 INDIAN HIGHWAYS ⁄ October 2017
mitigate the primary settlement due to pavement
and traffic loads.
Stone column: There is a secondary settlement
in the range of 0.5 m to 1m due to long term
biodegradation of MSW fill. To take care of this,
dynamic replacement stone columns should be
provided upto the entire depths of MSW fill. Stone
column technique has proved to be an effective
and economical method for improvement of soft
soil compared to the other available methods.
Specifications of stone column: Stone column
consist of granular material compacted in-situ in
long cylindrical boreholes. Installation of rammed
stone column of 1 m diameter, depth = 5 m upto
the depth of MSW and centre to centre spacing (s)
of 3 m in a triangular grid pattern as shown in the
Fig. 9 as per IS15284 (2003).
Fig. 9 Cross Sectional view of Stone Columns with
Pavement Layers
However, exact spacing and diameter of columns
need to be evaluated during calibration by adopting
post construction pressure meter test in between
column and inside the column after evaluating
modulus value. The scheme of installation for
stone columns will be modified if required during
execution.
Specification of granular material as a backfill
of stone column: Crushed stone or gravel may
be used as a backfill material. Material should be
chemically inert, hard and resistant to breakage.
The size of material should not be too large to
cause arching of stones between the vibroflot and
the borehole walls thereby preventing the material
to reach the tip of vibrator. Well graded stones of
75 mm to 2 mm (Cu > 10) size may be used.
 Technical Paper
Installation of stone column: Installation process
of stone column should be carried out as per IS
15284 (part 1, 2003). The construction of stone
column involves excavation of bore hole in the
ground and compaction of granular backfilled in the
hole is carried out by using a vibratory unit called
vibroflot. Construction of stone column should be
carried out by dry process using this equipment.
Vibroflot probe inserted into the ground upto the
designed depth. Backfilling of stones carried out
in lifts of thickness 1.0 m. Compaction of backfill
carried out by probe freely suspended from the crane
and vibration. The horizontal vibrations generated
by the poker drive the stones laterally into the soil
to form a column of an enlarged diameter.
Load Transfer Platform: After installation of
stone column, load transfer platform should be
constructed to compensate the secondary settlement
of due to degradation of MSW and transfer the
load from the traffic and pavement. The thickness
should be around 1m in two layers and material
should be granular. First layer should be sand layer
and second layer will be granular blanket or stone
soling. Axial geogrid should be provided below
the sand layer. Provision of geogrid would assist in
reducing substantially the differential settlement.
This granular load transfer platform not only
transfers the load to the stone columns but also acts
as a drainage layer. Subgrade and pavement layers
would be constructed over the granular blanket.
Geogrid: After ensuring complete removal of
slush deposited during boring operations and
installation of stone column, a layer of biaxial
polymeric geogrid of strength 200 kN/m on top
of the stone column should be laid. The geogrid
is to be stretched tight after laying and anchored
firmly to the ground. The geogrid is to be encased
in a 50 mm thick sand cushion to protect it from
damage during construction of sand layer. Geogrid
specifications should be as per MORTH (2013)
Table 700-7.
Sand layer: Minimum depth of 0.6 m of fine to
medium sand may be laid and compacted in three
layers below the granular blanket. This is provided
to compensate the secondary settlement due to
decomposition of MSW. Compaction should be
carried out by suitable means such as rolling/
tamping to the specified densification criteria or
INDIAN HIGHWAYS ⁄ October 2017 19
saturating it with water and rolling using vibratory
roller to a relative density of 75 to 80 %.
Granular blanket: Granular blanket should be laid
over sand layer and it is consists of clean coarse
compacted sand to relative density of 75 to 80 %.
The thickness of granular blanket should be 0.5 m.
This blanket should be exposed to atmosphere at
its periphery for pore water pressure dissipation.
6. DESIGN AND CONSTRUCTION OF
PAVEMENT LAYERS
A pavement was designed as per IRC:37-2012 for
those sections other than MSW dump area. The
CBR value of sub grade material was taken as
8% (Delhi silt soil). The cumulative design traffic
on the proposed road was considered as 10 million
standard axles for the design life 15 years. From
Plate 6 of IRC:37, different pavement layers are
proposed as sub grade (500 mm), Granular Sub
Base (200 mm), Granular Base (250 mm), Dense
Bituminous Macadam (60 mm) and Bituminous
concrete (40 mm). Granular base layer may be
constructed in two layers of thickness 125 mm,
rest of the pavement layers in single layer.
7. ECONOMIC ANALYSIS
The first alternative (Excavation and Removal
of MSW Dump) for the proposed construction is
replacement of complete garbage with suitable
structural fill material viz. soil. The application
of this method in the field involves removal and
replacement of about 6 m depth of MSW in the
Right of Way area of road. Though, this method
is technically viable, but economically not viable
considering the cost of excavation and replacement
with good soil. The third method, where in ground
improvement measures are recommended with
stone columns, is the best method considering the
negligible settlement expected over a long time.
However, this method is very costly considering
the cost of stone columns. In the second method,
there is neither excavation of MSW/replacement
with good soil nor ground improvement with stone
columns. It is recommended only to increase the
shear strength of underground MSW with dynamic
compaction before road construction. This method
is more suitable for implementation in the field,
in the context of both technical and economic
viability.
 Technical Paper
8. CONCLUSIONS
Residential apartment is proposed to built on MSW
dump area, Siddharth Vihar, Ghaziabad, UP. For
connectivity of this colony, 6 lane divided road is
also proposed. Accordingly, sub soil investigation
was carried out which included; SPT, DCPT and
PLT tests. Geotechnical characteristics were also
carried out of MSW samples. Different remedial
measures were suggested before construction of
road on MSW dump. Brief summary of the study
is given below.
► MSW dump is varying from 4.5 m to 6.5 m
from existing ground and thereafter presence
of sand layer was observed. Ground water
table did not encountered upto the
investigated depth. MSW was in saturated
condition.
► The average N value of SPT/DCPT was
observed to be less than 10. Continuous
settlement was observed at a particular stress
in PLT. This indicates that MSW fill is in
loose state.
► MSW samples consist of organic fill com-
prising of plastic, polythene, cloth and wood
pieces etc. MSW is a coarse grained material
having gravel and sand of about 30 % and
50 % respectively. It is classified as SM. The
average density in situ density is lower than
conventional soil. The value of coefficient of
compression index (0.69) is high compared
to conventional soil which indicates highly
compressible material.
► Different ground improvement procedure is
recommended before construction road viz.
Excavation and Removal of MSW dump,
Dynamic compaction with Inter connected
block pavement and Dynamic compaction
along with replacement stone column.
ACKNOWLEDGEMENTS
The kind approval of Director, CSIR-Central Road
Research Institute, New Delhi, India 110 025 to
publish the research paper is acknowledged. The
project was sponsored by UP Housing Vikash
Parishad is also acknowledged.
REFERENCES
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Chomsurin, C. (2000). Design and Construction
of Engineering Municipal Solid Waste Landfills
20 INDIAN HIGHWAYS ⁄ October 2017
in Thailand. Waste Management and Research,
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2. Babu, G.L.S., Reddy, K.R., Chouskey, S.K. and
Kulkarni, H (2010). Prediction of Long Term
Municipal Solid Waste Landfill Settlement Using
Constitutive Model. Practice Periodical of
Hazardous, Toxic and Radioactive Waste
Management, ASCE, Vol. 14(2), 139-150.
3. Bowels J.E. (1998). Foundation Analysis and
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bientale, Vol. 13, 632-642.
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6. Coduto, D.P. and Huitric, R. (1990). Monitoring
landfill movements using precise instruments.
Geotechnics of waste fills- theory and practice,
ASTM STP 1070, Philadelphia, 358-370.
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(1990). Settlement of municipal refuse Geotech-
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exhibiting secondary compression. Acta Polytech.
Scand. C(10), 1 -15.
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ible pavement. Published by Indian Road Con-
gress, New Delhi, India.
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for ground improvement - guidelines. Published
by Beauro of Indian standard, New Delhi, India.
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Dynamic Compaction of Granular Soils. Journal
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bata, T. (1998). Estimation of municipal solid
waste landfill settlement. Journal of geotechnical
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Geotechnique, Vol.25 (1), UK.
 Technical Paper

Public Private Partnership Projects (PPP) in

Maharashtra: Success Stories – Lessons Learned

Dr. M.N. Dekate*

ABSTRACT
Maharashtra State is bestowed with areas varying in geological and climatic conditions spreading
over 308,000 sq. km. The State possesses the most advanced urban conglomerates like Mumbai
and Pune, a coastal region of 720 kms. in length and dry and arid zones of interior areas of
Marathwada and Vidrabha. The total length of roads is 2.43 lakhs kms. of all categories including
National Highway, State Highways, etc. The targets in road development plan require huge
investment from the government but there are constraints of funds. The allocation from
government does not match with the requirements of funds which are required for better highway
infrastructure. The Maharashtra government has therefore, taken initiative and introduced Built
Operate and Transfer (BOT) policy first time in India in 1992. Thereafter many a highway projects
are completed under Built Operate and Transfer (BOT)/Public Private Partnership (PPP).

1 Target under Present Road
Development Plans and
Achievement
The targeted road length under present R.D.
Plan is 3.36 lakhs km. The present achievement
is only 72% compared to the target. To achieve
the targeted length an investment of about Rs.1.5
lakhs crore is required without considering
four Lane Highways, Expressways and future
price escalation. Hence it is obvious that the
targeted network cannot be developed within
available financial budgetary resources of the
state.
2 Data Analysis
2.1 Following table shows plan grants available
(through various schemes of government) in last
16 years compared to minimum demand as per
road development plan.
From the above table, availability of fund in plan
budget, prima facie, it appears that every year
the sanctioned amount of plan funds is increased
(Rs.667 crores in 2000-2001 to Rs.4250 crores in
2015-16). Yet it must be noted that this amount
is much lesser than the required amount for these
years. For want of adequate funds there is not
much incremental increase in road length. During
the period 2001 to 2016, the increase in road
length is only 26226 kms. It means in an average
only 1748 km per year road length is added
which is very less compared to balance length as
per R.D. Plan of about 92,828 km (say 1 lakh km)
(336000 – 243172). With such sluggish yearly
increment more than 50 years will be required to
achieve the target.
2.2 Following table shows availability of year
wise Road outlay compared to state plan for last
16 years.

* Chief Engineer, Public Works Department, Govt. of Maharashtra, E-mail: ce@msphc.org

INDIAN HIGHWAYS ⁄ October 2017 21

 Technical Paper

Table 1 Availability of Plan Grant Sr. Year State Road Percentage

(Rs. in Cr.) No. Outlay Sector of Outlay
Sr. No. Year Sanctioned Demand Outlay Received in
Grant (Rs. In Road Sector
(Rs. in Crores) Crores) 13 2012-2013 45000 2986 6.63
1 2 4 3 14 2013-2014 49000 2836 5.78
1 2000-2001 667 2,300 15 2014-2015 51222 2937 5.73
2 2001-2002 1190 2,500 16 2015-2016 55121 4250 7.77
3 2002-2003 797 3,100 Total 16 years 445297 32491 Average-
4 2003-2004 1050 2820 7.3%
5 2004-2005 720 2543 From the above table, it is to be seen that, for
6 2005-2006 1184 2716 last 16 years, the outlay allocated for the road
infrastructure compared to total state outlay is only
7 2006-2007 1490 1990
about 7.3%, which is very low.
8 2007-2008 1704 2715
2.3 Physical progress of Road Network through
9 2008-2009 2553 3347
state grant is described in following (Fig. 1)
10 2009-2010 2989 4899 Achievement of road length from 2001 to 2015 is
11 2010-2011 2550 7675 only 26,226 km (i.e. 243172 km-216946 km).
12 2011-2012 2586 6973
13 2012-2013 2986 5257
14 2013-2014 2836 4688
15 2014-2015 2937 5194
16 2015-2016 4250 5717
Total 16 years 32,491 63,428

Table 2: Availability of Outlay – State Plan V/s.

Road Sector (Plan Grant)
(Rs. in Cr.)
Sr. Year State Road Percentage
No. Outlay Sector of Outlay
Outlay Received in Fig. 1 : Achievement from 2001 to 2015
Road Sector
1 2 3 4 5 3 Need of PPP
1 2000-2001 11212 667 5.94 Need of PPP study is conducted considering
2 2001-2002 11912 1190 9.98
difficulties in providing adequate Road
infrastructure. The following obstacle describes
3 2002-2003 12110 797 6.58
the necessity of PPP (as described in) above 2 &
4 2003-2004 12212 1050 8.59 3 para.
5 2004-2005 13011 720 5.53 ● To achieve target on an average
6 2005-2006 13024 1184 9.09 Rs.1,50,000 Cr. Will be required, which is
7 2006-2007 14829 1490 10.05 almost impossible only through government
8 2007-2008 20250 1705 8.4 funding.
9 2008-2009 25000 2553 10.21 ● Inspite of various scheme of funding (State
Budget, Central fund, PMJSY, various state
10 2009-2010 35959 2990 8.31
and central Finance Scheme, Loan scheme
11 2010-2011 33935 2550 7.51
from NABARD, HUDCO, WORLD BANK,
12 2011-2012 41500 2586 6.23 etc.) by state and central government since

22 INDIAN HIGHWAYS ⁄ October 2017

 Technical Paper

independence, required road infrastructure The speed and quality with which these projects
could not be achieved. were accomplished gave an encouragement to
● Huge gap is always observed between consider taking up some more projects under
required and available funds. BOT. The toll paying commuters also did not
● Users are deprived from better road mind paying the toll as a better infrastructure was
facilities. being offered to them. Most of the projects taken
up at this time were small in magnitude, These
4 Historical Development of PPP
projects played an important role of confidence
During 1970-71; Old Thane Creek Bridge (between building during the nascent stage of PPP projects.
Mumbai and New Mumbai on Mumbai-Pune The symbolic photographs given depict the
Highway) was constructed under state budget (not success story.
on BOT) and the Government decided to recover
the cost of Bridge through Toll.
This was the beginning of recovery of Cost of
Civil Engineering Projects through User Fee. This
bridge proved to be a harbinger of development of
Konkan region. This led to a Planned City (New
Mumbai) development.
Later on the Bhiwandi bypass was constructed
in 1995 (part of NH3 – Thane Nashik National
Highways) as first toll road on National Highway
in Maharashtra Based on experience gained, State
formulated the policy and implemented the BOT/
PPP projects. Stepwise developments in PPP are Photo 1 Ankali Bridge Near Sangali Town
enumerated as follows:
5 First generation Projects
Maharashtra State is the pioneer State in India
in starting BOT Projects. The first of its kind the
bypass for Jaysingpur town in Sangli District
was attempted in 1992 costing approximately
Rs.3.00 cr. with the length of 9.5 km. The
construction was successfully completed.
However, the concept of toll was totally new.
Therefore, the people agitated against payment
of toll. This project was, therefore, bought back
by Govt. The lessons learnt from this project
Photo 2 Shilapur ROB on Nashik Aurangabad S.H.
were taken into account to achieve successful
implementation of BOT projects in future. 6 Second generation projects
Thereafter during 1996 - 99 attempted, BOT The Govt. of Maharashtra with this success in
projects on small scale especially in the mofussil the background, embarked upon improvement
area of Maharashtra. Some Bridges on important of long lengths of State Highways where traffic
locations so also some roads which could not be intensity is very high and where high level of
taken up in last four decades for want of funds, service was required for industrial as well as
were attempted under BOT. In this time span about economic development. During 1999-2003 about
ten projects were completed with an approximate 20 such projects were completed with an estimated
cost of Rs.200 cr. In this programme about cost of Rs.520.00 Cr. About 300 km. road length
100 km road length was improved. alongwith bridges was improved.

INDIAN HIGHWAYS ⁄ October 2017 23

 Technical Paper
Symbolic photograph given depict the success
story.
Photo 3 Washim Hingoli Road
6.1 Construction of Railway Over Bridges
(ROBs)
Though road improvement like widening
and strengthening of pavements was already
undertaken to increase the speed and safety of
traffic, it was observed that the existing railway
level crossings in large numbers were proving
to be bottlenecks for the smooth flow of traffic.
There were constant demands to construct
Railway over bridges at different location in the
State of Maharashtra. However due to budgetary
constraints it was not possible for the central
and state government to take up large scale
replacement of level crossings by ROBs/RUBs.
Photo 4 Railway over Bridge on
Chandrapur Ballarpur Road
The ambitious programme of construction of RoB/
RUBs, flyovers at 29 different locations in Mumbai
city and in the state of Maharashtra was completed.
To recoup their cost the toll was imposed.
24 INDIAN HIGHWAYS ⁄ October 2017
7 Third generation Projects
The State of Maharashtra has laid down the
principles and policies for taking up four lane
projects on PPP basis. Such 4 Lane projects
completed only through Private Sector Financing.
Following major state roads are completed.
(i) Pune - Ahmednagar - Aurangabad – Jalana,
(Important link of state highway joining
between Mumbai - Banglore (NH4) and Nagpur
-Dhule (NH6)); (ii) Ahmednagar – Kopargaon;
(iii) Malkapur – Buldhana; (iv) Mumbra Bypass;
(v) Khamgaon Bypass; (vi) Bhiwandi – Vadpe;
(vii) Chikhali – Kamam – Paygaon; (viii) Manor
– Wada – Bhiwandi, (ix) Ten Lane Sion - Panvel
concrete road, etc. Symbolic Photographs given
depict the success story.
Photo 5 : Pune – Ahmednagar
Photo 6 : Ahmednagar-Aurangabad Road
8 Fourth Generation Projects
Most of the 4 Lane project of heavy traffic density
corridor was completed without viability gap
funding as described in 3rd generation. Careful
consideration is given while taking up the project
for four laning of having medium traffic density
corridor considering viability gap funding to the
PPP Projects. At the same time aspect of achieving
the inter State connectivity, connectivity to
Pilgrim centers, Tourism places, etc. The Govt.
of Maharashtra provided viability gap for the four
 Technical Paper
laning state highway projects and perhaps is the
first State in India in doing so.
Central Government is laying emphasis on
PPP project for faster development of road
infrastructure which is possible through private
sector financing with some financial support
of Government (40% maximum i.e. 20% from
Central Govt. and further 20% maximum through
State Govt.).
Central Government approved the projects under
VGP scheme. Following some of the state roads
are completed.
(i) Jam-Warora-Chandrapur- Ballarpur, (ii) Jalana-
Watur, (iii) Nanded-Nashik, (iv) Nanded-Warga,
(v) Nashik-Niphad, etc.
9 Completed PPP Projects in
Maharashtra at a glance
● PPP Projects is Maharashtra shown in
Fig. 2, Public Works Department started
132 Projects, Maharashtra State Road
Development Corporation started 17 projects
and NHAI started 44 projects.
Fig. 2 : PPP Projects (193 Nos.)
● Project cost is described in Fig. 3; PWD
(Rs.14458 Cr.), MSRDC (Rs. 9292 Cr.) and
NHAI (Rs. 30616 Cr.) respectively.
Fig. 3 : Total Cost of PPP Project (54366 Cr)
INDIAN HIGHWAYS ⁄ October 2017 25
● Road Length (4 & 6 Lane) achieved through
PPP is shown in Fig 4; PWD (2447 km),
MSRDC (1440 km) and NHAI (1600 km).
● Achievement through PPP of costing
Rs. 54,366 Cr is impossible through
government funding.
● Road infrastructure of 5487 km within short
duration including Mumbai- Pune express
way and 4/6/10 Lane concrete and bitumen
roads boost the state economy which is
possible through PPP.
Fig. 4 : 4/6 Lane, Road Length completed
Under PPP- 5487 km
10 Qualitative Analysis of the
stakeholder’s feed back
For the purpose of qualitative analysis, response
to the questioner, extensive views, discussion, site
visit observation etc., are considered from the toll
road users, the concessioners, Bankers, Public
Sector, Private Sector and experts. The various
views expressed by different stakeholders have
been horizontalized and common thread has been
found out which are described as operational issues
and positive outcome of PPP Projects.
11 Operational Issue
● It is observed that the selection of B.O.T.
projects is done randomly. Most of the
projects are selected, just because there is
non availability of funds. There is no
strategic planning as regards the priority
of roads to be selected for development on
B.O.T. basis. Similarly it is observed that,
while selecting a road on B.O.T., sensitivity,
economical analysis is not done properly.
● The Govt. authorities i.e. P.W.D., M.S.R.D.C.,
etc. are not fully trained for the evaluation
of BOT proposals, feasibility reports and
 Technical Paper
clauses of tenders, hence subsequent
claims arise. The policy norms are not fully
complied with by the regulatory authorities.
● There is no proper system of conducting
traffic census surveys and many a times roads
considered to be taken up on BOT are not at
all financially feasible, because of low traffic
volume. Such project considered for longer
concession period.
● The method of evaluation of the project
purely on the basis of concession period
offered by the entrepreneurs seems to be
illogical.
● No sufficient data as regards the existing
Tolled and Untolled roads in the vicinity of
the new BOT project and any other risks
associated in respect of new BOT project.
● Toll stations are prone to very many
problems, particularly problems created by
the local users. However, tender documents
do not recognise such problems and fail to
address the same. These problems are
pertaining to toll evasion, employment of
local people, resistance to pay toll, traffic
jams, etc.
● It is very difficult for the entrepreneur to get
finance for B.O.T. project. The main problems
in getting finance are as regards the collateral
security and some other guarantee by the
Government. Giving collateral security for
every B.O.T. project is very difficult, since
these projects are of high value.
● Facility users, who decide the fate of the
feasibility of the project, come into picture
only after starting of the Toll.
● The toll rates are often in odd amounts
requiring huge amount of coins. The coins
are not available on time and also exchange
of coins, delays the toll transaction at the toll
naka.
● It is observed that PWD/MSRDC authorities
do not complete the preliminary work like
land acquisition, utility shifting, design,
NOC, etc., before finalising the tender.
● Roads on which heavy traffic in the nature of
truck/bus is low, the project doesn’t become
viable. However in this case, it is observed
that, certain important provisions are deleted
26 INDIAN HIGHWAYS ⁄ October 2017
so as to make the project feasible. This
ultimately results into poor quality roads.
● The maintenance of the facility during the
tenure of concession period is the
responsibility of the entrepreneur. However,
the level of maintenance is not defined
properly and there is no mechanism to
measure the same.
12 Positive Outcome
As regards the positive outcome of B.O.T., there
are a number of benefits that are derived which
ultimately facilitate economic growth.
● There is a lot of direct and indirect
employment generation. Every entrepreneur
employs a large number of skilled and
unskilled labour during the construction
period. Besides this, post construction,
also the entrepreneur provides long term
employment opportunities to a number of
persons. People get employment on Toll
Naka’s as computer operators, supervisors,
cashiers, etc. A team of engineers and
unskilled labours get an employment for
maintaining the road. There is a requirement
of security guards on every Toll Naka. On
an average, it is observed that one toll
booth provides long term employment
opportunities to about 10 persons.
● The roads built on ‘BOT’ have to have of
good quality since the entrepreneur has
to maintain it till the end of the
concession period. As a result of the good
quality roads, the cost of repairs and
maintenance is reduced, thus
increasing the life of the asset and
ultimately increasing considerable
profits of the transport sector. Besides this,
there is a considerable savings in time, which
results into more number of commercial
trips.
● The development of civil infrastructure
industry is the basic industry, which leads to
the development of all industrial and service
sectors. Besides the manufacturing sector,
the service sector like banking,
consultancy, and tele-communication also
gets a boost. Thus construction industry has a
very positive impact in kick starting the entire
industrial segment.
 Technical Paper
● Since the construction industry helps kick
start the entire industrial growth, Government
is in a position to get a lot of revenue. This
revenue is in the nature of excise duty on
machinery vehicles and other construction
equipments as well as cement, steel, etc.,
● Many BOT projects are by-passes to some
cities or congested areas. These roads are
normally built in urban or semi urban areas.
Hence development in these areas takes
place.
● Roadside developments take place very
fast. Small businesses like garages, hotels,
dhabas, petrol pumps a boost as a result of
construction of new roads. These provide self
employment opportunities, thus giving boost
to the local economy.
● The farmers are at a great benefit because they
are in a position to transport perishable goods
without delays and as such they are relieved
from losses on account of perishing of such
goods.
● Roadside developments take place very fast.
They provide self employment opportunities,
thus giving boost to the local economy.
● In case of ‘B.O.T’ projects, the Government
is not required to invest money. This has
relieved the Government from the pressure
of allocating funds to road construction
specially for high density corridors major
road infrastructure projects. As a result,
the Government is in a position to use the
available funds for other low traffic density
roads and pursuing issues of social and
national importance.
● All the above factors lead to increased
profitability sector wise and hence the
purchasing power of each of the stakeholder
increases leading to the increased national
income and hence, construction of roads,
flyovers, bridges through private sector
participation lead to economic development
at faster rate.
13 Success Stories
The few projects referred to in the foregoing paras
also described the success story of PPP projects in
Maharashtra. However, it needs to be noted that the
success story does not end with these projects only.
The PPP projects taken up in hand so for in the
INDIAN HIGHWAYS ⁄ October 2017 27
state of Maharashtra have succeeded in underlining
their role in the development of Maharashtra State.
It will be interesting so also educative to gloss over
the evolution of PPP Projects in Maharashtra to
appreciate what roles they have played in taking
the juggernaut of development forward.
● When the PPP was in a nascent state, small
projects like singular bridges, 2 laning
of roads, underpasses, foot over bridges,
flyovers, etc. on solitary basis were attempted
through PPP. Not that the state was oblivi-
ous to the need of such works as, many of
them had already found a place in the budget
too. But they would have surely kept on
languishing for want of funds for an indefinite
period. Just because of introduction of PPP
about 90 projects of 2 lane roads and
bridges could get completed and a road
length of about 2000 km was improved
besides construction of 109 structures like
flyover, railway over bridges, river bridges,
etc. was also completed.
● In later stages some 4 lane projects were
taken up and 5487 km road length completed
under PPP. These projects were generated
solely through private sector financing as
they were feasible on the available
and expected growth of traffic. With
completion of these projects a perceptible
growth in industry and agro industry
was observed. Besides 4 laning of roads
resulted into safe journey as unidirectional
traffic minimized the incidences of
accidents.
● It will not be out of place to narrate some
projects by name to bring home the fact that
how the overall development followed the
development of these roads.
Earlier prior to construction of Mumbai-Pune
Expressway and 4 laning of Pune Kolhapur road,
a journey in between Kolhapur to Mumbai used to
take minimum 10 hours and that too if one is lucky
in not getting stranded in innumerable traffic jams
especially at Boreghat, Katrajghat and Khambataki
ghat. For the to and fro journey in between Kolhapur
and Mumbai a halt in Mumbai was a must. Thus
the journey was not only arduous, it involved more
time, more Vehicular Operation Cost (VOC) and
involved more expenses towards unavoidable halt
 Technical Paper
and camping. As against that now a days if one
starts early in the morning he is sure of returning
to home by night on the same day only.
Photo 7 : Kolhapur-Pune Road
Photo 8 : Mumbai - Pune Expressway
Apart from comforts to the passenger traffic the
goods traffic also stood to be benefitted by this
development.
The journey time being considerably reduced the
farm produce of Kolhapur could reach Mumbai
well in time without getting perished in the transit.
The Milk, Fruits and Vegetables grown in the areas
around Satara, Sangli, Kolhapur could reach the
assured market of Mumbai and Pune.
● Similarly, Mumbai-Nashik-Dhule National
Highway and other state Highways are also
developed to 4 Lane.
● The Bandra Worli Sea Link provided a great
relief to the commuter as the journey in between
Mahim and Dadar proved to be arduous to the halt.
At least 20 signals were required to be crossed.
The whole section of the road used to be full of
traffic congestion.
28 INDIAN HIGHWAYS ⁄ October 2017
Photo 9 : Bandra – Worli – Sea link
The noise and air pollution added to the woes of
the commuter. The ultimate result was increase
in VOC, increase in travel time and immitigable
increase in pollution. After creating the facility of
Bandra –Worli Sea Link, an attractive, better route
is available to the commuters who can afford to
pay the toll to avail the facility of a faster, safer and
pollution free route. This is very important link
to join Mumbai Ahmedabad Highway to South
Mumbai within short time of 10-15 minutes.
14 Lessons Learned
Though in the foregoing the success stories of
few of the projects have been depicted it is not
that during their execution no difficulties were
encountered. The very process of undertaking
these projects from alpha to omega has always
been a learning experience for all the stakeholders
who were involved in this process. Few of the
observations are noted as follows.
a) In respect of some of the projects where
the pre project studies were not adequate,
avoidable issues and challenges did keep
coming. The project management team was
required to devote sizable time and energy
to surmount them. It is therefore necessary
that exhaustive studies and investigations are
under before embarking on the projects.
b) The very process of management of PPP
project should be such that it should help
the concessionaire to build its confidence.
Though red tapism needs to be eschewed in
Government working it should be more so for
the PPP project. The client has to devise an
efficacious decision delivery system, which
should be in place during the complete tenure
of the project.
 Technical Paper
c) There is a tendency to pass an onus of land
acquisition, utility shifting, and obtaining
statutory permission to the concessionaire
by introducing appropriate conditions in
the contract. However it has been always
experienced that unless the public sector
takes a proactive role the concessionaire
finds it difficult to procure the necessary
permissions, approval and authorization. A
paradigm shift in the thinking of the public
sector is a must for the PPP policy to survive
and succeed.
d) In most of the PPP contracts there
is an enabling provision of obtaining
provisional certificate by completing 75%
of work and achieve the Commercial
operation date (COD). The achievement of
COD authorizes the concessionaire to
levy the toll. Unless the improvements near
to finish level are discernible to the road user,
he would keep feeling that he has been taken
to a ride by the concessionaire, while paying
the toll. It is therefore necessary that the limit
of 75% needs to increased to minimum 95%
so that the road user would stand convinced
that he is paying the toll for the service being
offered to him.
e) It should be a combined responsibility of the
public sector and the private sector to ensure
that the level of service being offered to
the road user is always higher than the
other roads. In other words it could be said
that the PPP project should turn out to be a
consumer's delight.
15 The widely perceived benefits
of PPP projects
● Privatisation (PPP) partially relieves
the Government from the financial and
Administrative burden,
● Accelerates growth in the economy,
● Leads to increase in efficiency and productivity
and also provides of a better service to the
public,
● Instigates the private sector to strengthen its
ability to participate in the development,
● Reduced Budgetary Provision for project
construction by the use of private sectors
capital, initiative and know-how,
INDIAN HIGHWAYS ⁄ October 2017 29
● Project construction and maintenance risk
and financial burden transferred to the private
sector,
● Increase in traffic speed as good quality road
is available,
● Time saving due to one way movement on
four lane roads,
● Decrease in Pollution due to dynamic
movement of vehicles,
● Cities/towns/villages are getting benefit out
of road infrastructure development at faster
rate as good infrastructure network is
available for their professional activities.
16 Recommendations
● Public Sector/Government has a limited
resources and being a welfare state huge
amount required for creation and maintenance
of road infrastructure is very much difficult to
come. Hence, public sector sought alternative
source of private sector financing to create
assets in the larger public interest.
● PPP is one of the tool to generate funds
which can be utilized to create a good road
infrastructure but public sector should apply
its surgical mind for PPP projects. Build-
Operate-Transfer Schemes are successful if
both the parties are knowledgeable and well
versed with the strength of each other, before
signing the contract.
● While operating PPP model government is
not going away but regulating the private/
public fund and capacity to generate capital
structure for development of good road
network. It is eventual to expedite faster
development to create more facilities
to commensurate with the international
development.
● Major post tender variation for want of
proper pre tender study creates failure of PPP
scheme. Hence, strong project report is the
key of success.
● Starting of PPP project without full
availability of land and without shifting of
utilities create long term financial burden on
the state. Hence, ascertain the land availability
and utilities shifting.
● Government must put himself under
microscope in every and each part of
 Technical Paper

activities comes under PPP for which strong
and realistic project report, accurate feasibil-
ity report is essential.
● In depth study of all aspects (technical,
financial, social, etc.) of the project,
realistic assessment of strength and weakness
and timely laying down rules and regulations
is essential so that PPP projects will be based
on known risk and both the parties (Public
Sector and Private Sector) will be in
readiness to face it.
Reference
Ph.D. Thesis on, “Critical Review and Evaluation
of Public Private Partnership (PPP) projects for
social cause with special reference to Infrastructure
in the state of Maharashtra (India)”, by Dr. M.N.
Dekate.

IRC TECHNICAL COMMITTEE MEETINGS SCHEDULE FOR OCTOBER 2017

DATE DAY TIME VENUE NAME OF COMMITTEE MEETING

03-10-17 Tue 10.00 AM IRC, R.K.P Sub-Group B-9.3

06-10-17 Fri 03.00 PM IRC, R.K.P Reduction of Carbon Footprint in Road

Construction and Environment Committee
(G-3)

07-10-17 Sat 11.00 AM IRC, R.K.P Loads and Stresses Committee (B-2)

07-10-17 Sat IRC, R.K.P Flexible Pavement, Airfield & Runways

Committee (H-2)

09-10-17 Mon 03.00 PM IRC, R.K.P Specialized Bridge Structures Including Sea
Links Committee (B-9)

11-10-17 Wed 11.00 AM IRC, R.K.P Concrete (Plain, Reinforced and Prestressed)
Structures (B-4)

OBITUARY

The Indian Roads Congress expresses their profound sorrow on the sad demise of Late Shri Sham
Sunder on 31.08.2017 at Delhi. He was an active member of the Indian Roads Congress.
May his soul rest in peace

30 INDIAN HIGHWAYS ⁄ October 2017

 Technical Paper

UPGRADED ROAD CONDITION EVALUATION EQUIPMENT

YC Tewari1 Renu Chadha2 RP Saini3

ABSTRACT
Road Pavement condition evaluation data is an important input to the pavement management
system. Manual measurement of road distress data is not only time consuming, it is also not
practicable on road with high traffic densities. This paper describes Road Condition Evaluation
Equipment developed at CRRI. The equipment is useful for expeditious and accurate measurement
of road distress without disturbing the traffic. In the road condition evaluation survey system
surface distress data is collected while moving on the road at normal traffic speed. In the field
video images of the road are recorded by two firewire video camera mounted with its axis vertical
to an adjustable frame fixed at the top of the Tata Sumo van. It covers a maximum of 3.5 m road
width at a time thereby providing video-record of one lane width. Two additional cameras are used
for recording the road asset. The videographic images can be processed further, through specially
developed software, to generate a variety of reports in tabular, graphical and histogram formats
for use in pavement maintenance, planning and management systems.

1. Introduction figure, measurement of which are taken to calculate

Most of our arterial roads have developed large
traffic volumes and heavy traffic loads. Continuation
of trend towards further increase in traffic in the
future is inevitable. It has become essential to
develop and implement pavement management
systems in the country, with the objective of
keeping the road pavement continuously at the
optimum or near-optimum condition for safe and
speedy travel at the minimum feasible unit total-
cost of transportation. Road surface condition
evaluation, involving measurement of areas of
surface disintegration is an important input to
pavement management system. Road Condition
Evaluation involves measurement of areas of
surface disintegration in terms of extent or
percentage of the total area exhibiting cracking,
pothole, patchwork and raveling. Conventionally,
this is done manually by trained field teams, each
individual distressed area is marked on the road
with chalk, enclosing it inside a regular geometrical
1, 2 & 3
Scientists, TSD Division, CSIR-Central Road Research Institute, Delhi-Mathura Road, N. Delhi-110025
the area1. This method is not only time consuming,
but also not practical on roads with high traffic
intensities.
Vehicle mounted videographic equipment
for photographing the road surface condition
expeditiously and carrying out measurements on
the video-images so recorded in the office, either
manually or through computer analysis have been
developed abroad to overcome this problem.
No such equipment is, however, available
indigenously in India. For normal regular use with
pavement management systems being developed
and adopted in India, progressive indigenization
of such road condition evaluation equipment
based on appropriate expeditious technology and
utilizing, as much as possible, the technology
already indigenized, becomes important.
CRRI has designed and fabricated an upgraded
Road Condition Evaluation Equipment. Road
Condition Evaluation involves measurement of

INDIAN HIGHWAYS ⁄ October 2017 31

 Technical Paper

areas of surface disintegration in terms of extent The cameras are Imagingsource make, model no.
or percentage of the total area exhibiting cracking, DFK 41BF02 having pixel matrix 1280 X 960,
pothole, patchwork and raveling. Conventionally, CCD chip Sony ICX205AK and input trigger. The
this is done manually by trained field teams, each cameras are secured to the top of the vehicle through
individual distressed area is marked on the road a rigid camera-holding frame projecting from the
with chalk, enclosing it inside a regular geometrical back of the vehicle. The pavement cameras cover
figure, measurement of which are taken to calculate one lane width. The shaft encoder for measuring
the area. This method is not only time consuming, distance and speed of the vehicle is fitted on the
but also not practical on roads with high traffic rear wheel. The encoder is HANYONG make,
intensities. model no. HE40B having 50 pulses per revolution
In the earlier developed system road condition and 12 V dc input. Outside view of the system is
evaluation system in CRRI, video image of the road shown in Fig. 1. Distance Measuring device fitted
were recorded by an analog video camera covering in the rear wheel is shown in Fig. 2.
a max. of 2 m. road width (approx. half lane width)2.
In the upgraded system analog camera have been
replaced by high resolution firewire camera having
capability of covering entire lane width.
In the earlier system Pentium-I laptop and PC were
used. These have been replaced by an Industrial
PC. Two additional cameras are used for recording
the front view. Firewire cameras are used and these
cameras are triggered by distance pulses. Two
pavement cameras are triggered, when length of
one frame has been covered by the van. If the length
covered by one frame of the camera is two meter, Fig. 1 View of Road Condition Evaluation System
Fitted in Tata Sumo
the cameras are triggered at every 2 m distance
traveled. With this technique recorded frames
cover the entire length without overlapping. In the
upgraded system unique frames are stored directly
in the computer memory and thereby saving a lot of
time in generating unique frame from the recorded
images as in the earlier system.
2. Components of Road Condition
Evaluation System
The Road Condition Evaluation Equipment consists
essentially of two vehicle-mounted pavement
view cameras capable of video graphing the road Fig. 2 Distance Measuring Device Fitted in the
surface, with adequate sensitivity to pick up all Rear Wheel
required details and capable of being controlled and
The video output of the pavement cameras is fed
monitored from inside the moving vehicle. It also
through a conventional video interface card to
consists of two front asset view cameras. Distance
the PC. PC is also connected to receive a digital
travelled and speed of the vehicle is measured by
input from a distance measuring unit through
DMI (Distance Measuring Instrument) fitted in the
micro controller and serial port adapter. Video
rear wheel of the vehicle.
and distance data is integrated and analysed in
The Video Survey Vehicle is a Tata Sumo the PC.The Video Analysis System utilizes the
(Length = 4285 mm, Width = 1726 mm, Height = output of the Video Survey System as its input,
1976 mm, Wheel Base = 2425 mm) carrying on its and gives as output the processed and analysed
top two pavement cameras and two asset cameras. information on pavement surface condition

32 INDIAN HIGHWAYS ⁄ October 2017

 Technical Paper
of the road sections studied, in a format directly
utilizable for pavement maintenance management
Fig. 3 Block Diagram of the System.
3. Data Collection and analysis
To test the working of the system Video survey
vehicle was run over the 900 m section. Before
taking actual measurements, length and width of
road section covered by camera were measured.
Start and end point of the road section to be
surveyed were marked. The vehicle was run at a
constant speed and when vehicle reaches at start
point, section name and section no. were entered
and after that start button was pressed. The
encoder pulses are counted in data capture unit and
continuously compared with the three counts i.e.
preset length, Pavement capture and Asset capture.
On receiving the trigger signal video frames are
stored in the corresponding camera directories.
Simultaneously the data is shown on screen with
video frames from selected cameras (Fig. 4).
Fig. 4 Video Frames Recorded from Selected Cameras
This software system RODAS (Road distress
Analysis System) is designed and developed to
INDIAN HIGHWAYS ⁄ October 2017 33
planning. Block diagram of the system is shown
in Fig 3.
determine the condition of the road in a scientific
way3. In a road pavement surface there are various
types of damage such as crack, pothole, patch,
raveling. The application is designed considering
that there are many Roads in a project. The project
is the main feature of the application. There are
various Roads that are stored in a project. A
road consists of different sections. The survey is
section-wise because a road generally consists of
many sections. If the total survey of the road is
done at one stretch then the road will consist of one
single section. A section also covers information
regarding width and length of per image captured
by the camera. These information are important
for mathematical calculations in selected images,
processing the image and calculating damages.
The database will record number of individual
damages and summation of the area affected by
those damages.
For analysis, the type of damages are identified
and marked through mouse. The RODAS
software calculates the damaged areas marked
through mouse and generates reports in tabular
and graphical format depicting individual type of
distress and total area affected by the four types
of distress. The database will record Number of
individual damages and summation of the area
affected by those damages are recorded in the
database. The final reports in tabular and graphical
form scan be generated by processing these data
from the Database. Reports in graphical form are
shown in Fig. 5 & 6.
 Technical Paper

the surveying standard of road but also give more

accurate information. For good quality of images,
it must be ensured that light condition is good.
Table 1 Manually Measured Distress vs Distress
Obtained From the System
Section Distress Distress
No. Measured by the Measured
System (m2) Manually (m2)
1 0.7 0.8
2 23.0 25.5
3 0.3 0.3
Fig. 5 Graphical Representation of 4 3.3 3.5
Road Damage Status Area wise
5 10.1 11.7
6. ACKNOWLEDGEMENT
The authors are thankful to Director, Central
Road Research Institute for his kind permission to
publish this paper.

Fig. 6 Graphical Representation of Road Damage

Status Percentage wise

4. VALIDATION OF ROAD CONDITION Fig. 7 Distress Measured by the Equipment vs

EVALUATION EQUIPMENT Distress Measured Manually

For validation of Road Condition Evaluation REFERENCES

system data was collected manually as well as
with the video survey system at five sections of
100 m length (Table 1). Graphs plotted between
manually measured distress and distress obtained
from the system is shown in Fig. 7. It is clear that
the distress measured with the system is in close
agreement with the distress measured manually.
5. CONCLUSION
The Road Condition Evaluation Equipment
has been developed for measurement of road
condition. This equipment will not only improve
1. Sood VK & Sharma BM , “Development of
Pavement Deterioration models for Indian
Conditions, Journal Indian Roads Congress,
44-2(1997) 481-528.
2. Tewari YC, Chadha Renu, Saini RP, Kapoor
KJS & Rao PSK M, Road Surface
Condition Evaluation Equipment for Pavement
Management System, Journal Indian Road
Congress, 67-1 (2006) 115- 120.
3. Tewari YC & Chadha Renu, Road Surface
Distress Evaluation by Image Processing , Proc
Conf Control Instrumentation System (Manipal
Institute of Technology, Manipal) (2006) 46-48.

34 INDIAN HIGHWAYS ⁄ October 2017

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K. Mohan

(Design),
C&B(S), PWD
Bengaluru

INDIAN HIGHWAYS ⁄ October 2017 49

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