evaluation study of pradhan mantri gram sadak yojana

Evaluation study

of

Pradhan Mantri Gram Sadak Yojana (PMGSY)

in Maharashtra State

Study Conducted by

Centre for Technology Alternatives for Rural Areas (CTARA),

Indian Institute of Technology Bombay,

Powai, Mumbai – 400076

For

Directorate of Economics and Statistics,

Planning Department,

Government of Maharashtra

October 2017

Acknowledgement

The success and final outcome of this study required a lot of guidance and assistance from

many people and we are extremely privileged to have got this all along the completion of the

evaluation study.

We would first like to thank Planning Department, Maharashtra, MRRDA, and DES for giving

us an opportunity to take up this study and for their valuable guidance and for the support in

all difficulties faced during the course of completion of the project work.

We would also like to thank Mr. Sohole, Director, DES (Retired), Mr. R.R. Shinge, Director,

DES, Mr. Sarnaik, Former Additional Director, Mr. V. Aher, Additional Director, DES, Mr. S.

V. Muley, Asst. Director, DES, and Mr. Pandit, DES.

We are also thankful to Mr. Naik, CEO, MRRDA, Mr. Uphale CE, PMGSY, Mr. Shafee Jamal,

IT Nodal Officer, for providing necessary information and timely support during the evaluation

study.

We would not forget to thank all the DPIUs for the heartily welcome they had given at the time

of visit to their respective district and all the support in carrying out the survey. Mr. Peshave

(EE, PMGSY, Ahmednagar), Mr. Maske (SE, Ahmednagar), Mr. Biradar (EE, Parbhani), Mr.

Bande (DE, Parbhani), Mr. Jawanjal (EE, Yavatmal), Mr. Gupta (DE, Yavatmal), Mr. DPIU

Bhandara, Mr. Shelake (EE, Kolhapur), Mr. Gaikdwad (DE, Kolhapur), Mrs. Kalbar (DE,

Kolhapur), Mr. Muley (EE, Ratnagiri), Mr.Dhudhe (EE, Palghar), Mr. Vinod Gholap (JE

Palghar, Mr. Kishor Nalawade (JE, Palghar).

Finally, we would like to thank all who are supported with and without their presence in the

completion of the project work. The team which carried out the work comprise of people

namely Mr. Shahnawaz khan, Mr. Ganesh Raj, Mr. Vijay Bhoir, Mr. Sunil Patil, Mr. Dinesh

Raktate, Mr. Amol Wadje, and Mr. Ranjeet Alandkar with which the detailed field work would

be impossible. The main anchor for this project has been Mr. Meghraj Garad without which

the project would not be completed.

Bakul Rao

Contents

List of Tables .............................................................................................................. vii

List of Figures ............................................................................................................... xi

Abbreviation ............................................................................................................... xix

1 Introduction ...................................................................................................................... 1

1.1 Background .................................................................................................................... 1

1.2 Objectives and Scope ..................................................................................................... 1

1.3 Profile of Maharashtra .................................................................................................. 2

1.4 Transportation Profile of Maharashtra ......................................................................... 6

1.5 Details about PMGSY .................................................................................................... 8

1.6 Methodology of Study .................................................................................................. 10

1.6.1 Methodology for selection of roads for the evaluation study .............................. 10

1.6.2 Methodology for Technical Evaluation ............................................................... 14

1.6.3 Methodology for Physical and Financial Evaluation ........................................... 15

1.6.4 Methodology for Environmental Impact Evaluation ........................................... 16

1.6.5 Methodology for Socio-Economical Evaluation ................................................. 17

1.7 Work Plan .................................................................................................................... 19

1.8 Structure of the Report ................................................................................................. 21

2 Technical Evaluation of PMGSY ................................................................................. 23

2.1 Quality control set up and its implementation ............................................................. 26

2.1.1 Quality Control System........................................................................................ 26

2.1.2 Laboratory set up for quality testing .................................................................... 26

2.1.3 Technical support for PMGSY ............................................................................ 27

2.2 Findings of the study on quality control setup ............................................................. 30

2.3 Technical specification and standards followed by PMGSY ....................................... 31

2.4 Findings of the study on quality monitoring ................................................................ 38

2.5 Actual testing of on-going works ................................................................................. 38

2.6 Findings of the inspections on ongoing roads ............................................................. 39

2.7 Maintenance of roads .................................................................................................. 46

2.8 Findings of study on the completed roads ................................................................... 50

2.9 Condition of pavement ................................................................................................. 50

2.10 Findings of the study on PCI ................................................................................... 56

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2.11 SQM and NQM data analysis for performance in quality of construction .............. 57

2.11.1 SQM and NQM data comparison at National Level ........................................ 57

2.11.2 SQM and NQM data comparison at State Level ............................................. 62

2.12 Analysis of SQM and NQM data item-wise ............................................................. 69

2.12.1 SQM Works Item-wise .................................................................................... 69

2.12.2 NQM Works Item-wise.................................................................................... 71

2.13 Meri Sadak android app .......................................................................................... 73

3 Physical Progress and Financial Evaluation of PMGSY............................................ 75

3.1 Coverage under PMGSY in India ................................................................................ 75

3.2 Coverage under PMGSY in Maharashtra.................................................................... 76

3.3 Physical progress at the State Level ............................................................................ 78

3.4 Physical Progress at the District Level ....................................................................... 79

3.5 Financial Performance at the District Level ............................................................... 81

3.6 Expenditure per kilometre of road constructed at State Level .................................... 82

3.7 Financial spending on Long Span Bridges (LSB)........................................................ 85

3.8 Financial spending on Research and Development Project ........................................ 85

3.9 Financial Spending on New connectivity and Upgradation Works ............................. 86

4 Environmental Impact Assessment .............................................................................. 89

4.1 Introduction.................................................................................................................. 89

4.2 Energy usage in different phases of road life .............................................................. 90

4.3 Mid-point indicators. ................................................................................................... 95

4.3.1 Impact on climate change .................................................................................... 95

4.3.2 Impact on Terrestrial Acidification ...................................................................... 96

4.3.3 Marine eutrophication .......................................................................................... 97

4.3.4 Photochemical Oxidant Formation ...................................................................... 98

4.3.5 Particulate Matter Formation ............................................................................... 99

4.3.6 Human toxicity................................................................................................... 100

4.3.7 Marine Ecotoxicity............................................................................................. 101

4.3.8 Water Usage and Water Depletion .................................................................... 102

4.3.9 Fossil depletion .................................................................................................. 103

5 Socioeconomic Evaluation of PMGSY ....................................................................... 105

5.1 Introduction................................................................................................................ 105

5.2 Methodology .............................................................................................................. 105

iii

5.3 Stakeholders involved in PMGSY .............................................................................. 106

5.4 Sampling .................................................................................................................... 106

5.5 Sector and Indicator Framework ............................................................................... 106

5.6 Socioeconomic evaluation at State Level ................................................................... 108

5.6.1 Sample Size ........................................................................................................ 108

5.6.2 Impact on Transport sector ................................................................................ 110

5.6.3 Impact on Health Sector..................................................................................... 115

5.6.4 Impact on Education Sector ............................................................................... 119

5.6.5 Impact on Agricultural Sector ............................................................................ 122

5.6.6 Impact on Finance Sector ................................................................................... 125

5.6.7 Impact on Migration .......................................................................................... 127

5.6.8 Impact on Living ................................................................................................ 128

5.7 Socioeconomic Evaluation at District Level .............................................................. 129

5.7.1 Profile of Ahmednagar District .......................................................................... 129

5.7.2 Sample Size for Ahmednagar District ............................................................... 130

5.7.3 Impact on Transport Sector in Ahmednagar District ......................................... 132

5.7.4 Impact on Health Sector in Ahmednagar District .............................................. 136

5.7.5 Impact on Education Sector in Ahmednagar District ........................................ 138

5.7.6 Impact on Agriculture in Ahmednagar District ................................................. 140

5.7.7 Impact on Finance Sector in Ahmednagar District ............................................ 143

5.7.8 Impact on Migration in Ahmednagar District .................................................... 144

5.7.9 Impact on Living in Ahmednagar District ......................................................... 145

5.7.10 Profile of Parbhani District ............................................................................ 146

5.7.11 Sample Size .................................................................................................... 147

5.7.12 Impact on Transport Sector in Parbhani District ........................................... 149

5.7.13 Impact on Health Sector in Parbhani District ................................................ 152

5.7.14 Impact on Education Sector in Parbhani District ........................................... 155

5.7.15 Impact on Agriculture in Parbhani District .................................................... 157

5.7.16 Impact on Finance Sector in Parbhani District .............................................. 158

5.7.17 Impact on Migration in Parbhani District ...................................................... 160

5.7.18 Impact on Living in Parbhani District ........................................................... 161

5.7.19 Profile of Yavatmal District ........................................................................... 162

5.7.20 Sample Size .................................................................................................... 163

5.7.21 Impact on Transport Sector in Yavatmal District .......................................... 165

5.7.22 Impact on Health Sector in Yavatmal District ............................................... 168

5.7.23 Impact on Education Sector in Yavatmal District ......................................... 171

5.7.24 Impact on Agriculture in Yavatmal District .................................................. 173

5.7.25 Impact on Finance Sector in Yavatmal District ............................................. 175

5.7.26 Impact on Migration in Yavatmal District ..................................................... 177

5.7.27 Impact on Living in Yavatmal District .......................................................... 178

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5.7.28 Profile of Bhandara District ........................................................................... 179

5.7.29 Sample Size .................................................................................................... 180

5.7.30 Impact on Transport Sector in Bhandara District .......................................... 182

5.7.31 Impact on Health Sector in Bhandara District ............................................... 185

5.7.32 Impact on Education Sector in Bhandara District.......................................... 188

5.7.33 Impact on Agriculture in Bhandara District ................................................... 190

5.7.34 Impact on Finance Sector in Bhandara District ............................................. 191

5.7.35 Impact on Migration in Bhandara District ..................................................... 193

5.7.36 Impact on Living in Bhandara District .......................................................... 194

5.7.37 Profile of Kolhapur District ........................................................................... 195

5.7.38 Sample Size .................................................................................................... 196

5.7.39 Impact on Transport Sector in Kolhapur District .......................................... 198

5.7.40 Impact on Health Sector in Kolhapur District ............................................... 202

5.7.41 Impact on Education Sector in Kolhapur District .......................................... 205

5.7.42 Impact on Agriculture in Kolhapur district .................................................... 207

5.7.43 Impact on Finance Sector in Kolhapur District ............................................. 208

5.7.44 Impact on Migration in Kolhapur District ..................................................... 210

5.7.45 Impact on Living in Kolhapur District........................................................... 211

5.7.46 Profile of Ratnagiri District ........................................................................... 212

5.7.47 Sample Size .................................................................................................... 213

5.7.48 Impact on Transport Sector in Ratnagiri District ........................................... 215

5.7.49 Impact on Health Sector in Ratnagiri District................................................ 218

5.7.50 Impact on Education Sector in Ratnagiri District .......................................... 221

5.7.51 Impact on Agriculture in Ratnagiri District ................................................... 223

5.7.52 Impact on Finance Sector in Ratnagiri District .............................................. 224

5.7.53 Impact on Migration in Ratnagiri District ..................................................... 226

5.7.54 Impact on Living in Ratnagiri District ........................................................... 227

5.7.55 Profile of Palghar district ............................................................................... 228

5.7.56 Sample Size .................................................................................................... 228

5.7.57 Impact on Transport Sector in Palghar District ............................................. 230

5.7.58 Impact on Health Sector in Palghar District .................................................. 232

5.7.59 Impact on Education Sector in Palghar District ............................................. 233

5.7.60 Impact on Agriculture in Palghar District ...................................................... 234

5.7.61 Impact on Migration in Palghar District ........................................................ 235

5.7.62 Impact on Living in Palghar District ............................................................. 236

6 Summary and Recommendations ............................................................................... 237

6.1 Technical Evaluation of PMGSY roads ..................................................................... 237

6.1.1 Evaluation of on-going roads ............................................................................. 237

6.1.2 Evaluation of completed roads........................................................................... 239

6.1.3 Evaluation of the pavement condition of the roads ........................................... 240

6.1.4 SQM and NQM Inspections............................................................................... 241

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6.2 Physical and financial progress evaluation ............................................................... 243

6.3 Environmental Impact assessment ............................................................................. 245

6.3.1 Energy Usage in different phases of road’s life ................................................. 245

6.3.2 Impact on Climate Change ................................................................................. 245

6.3.3 Impact on Terrestrial Acidification .................................................................... 246

6.3.4 Impact on Marine Eutrophication ...................................................................... 246

6.3.5 Photochemical Oxidant Formation .................................................................... 247

6.3.6 Particulate Matter Formation ............................................................................. 247

6.3.7 Human Toxicity and Marine Ecotoxicity .......................................................... 247

6.3.8 Water Depletion and Fossil Fuel Depletion ....................................................... 248

6.4 Socioeconomic evaluation of PMGSY roads ............................................................. 248

6.4.1 Transport Sector ................................................................................................. 248

6.4.2 Health Sector ...................................................................................................... 250

6.4.3 Education Sector ................................................................................................ 251

6.4.4 Agriculture Sector .............................................................................................. 253

6.4.5 Finance Sector .................................................................................................... 254

6.4.6 Migration............................................................................................................ 254

6.4.7 Type of House .................................................................................................... 255

6.5 Recommendations ...................................................................................................... 255

Annexures-I................................................................................................................ 259

Annexure-II ................................................................................................................ 263

Annexure-III .............................................................................................................. 270

References .................................................................................................................. 271

List of Tables Table 1.1 Population of Maharashtra rural and urban ............................................................... 4

Table 1.2 The total length of different types of Roads in Maharashtra and its percentage share

of India’s roads adapted from MoRTH ...................................................................................... 7

Table 1.3 Details about road statistics and vehicle statistics as per report of infrastructure

statistics of Maharashtra by Directorate of Economics and Statistics ....................................... 7

Table 1.4 Agro-Climatic Zones of Maharashtra ...................................................................... 11

Table 1.5 Activities to be taken up for the proposed work ...................................................... 19

Table 2.1 Quality laboratories staff and their capacity building .............................................. 31

Table 2.2 Items for inspection by SQM or NQM during field inspections ............................. 32

Table 2.3 Details of ongoing roads selected for inspection ..................................................... 38

Table 2.4 Abstract of items for quality inspection for ongoing roads ..................................... 41

Table 2.5 Observations made on the roads for maintenance of road ....................................... 47

Table 2.6 Road Condition Survey as per PMGSY guidelines for rating PCI .......................... 51

Table 2.7 Asphalt pavement distress parameters as per ASTM standards. ............................. 52

Table 2.8 Sample roads for the PCI rating ............................................................................... 54

Table 2.9 PCI results for sections and averaged for sample road ............................................ 56

Table 2.10 Frequency of U and SRI items leading overall grading as SRI for On-going works

.................................................................................................................................................. 69

Table 2.11 Frequency of U or SRI items leading overall grading as SRI for Completed Works

.................................................................................................................................................. 70

Table 2.12 Frequency of U or SRI items leading overall grading as U and SRI for Maintenance

Works ....................................................................................................................................... 71

Table 2.13 On-going works item wise distribution of U and SRI graded. .............................. 71

Table 2.14 Frequency of items with SRI and U grading for works graded with SRI and U ... 72

Table 3.1 Habitation coverage and balance habitations to be covered in PMGSY-I .............. 77

Table 5.1 Roads sampled for socioeconomic evaluation ....................................................... 108

Table 5.2 Number of villages in Ahmednagar district population wise ................................ 130

Table 5.3 Sample roads in Ahmednagar District surveyed for socioeconomic evaluation ... 130

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Table 5.4 List of Infrastructure availability before road and after road within habitation .... 131

Table 5.5 Frequency of visits by Doctor, Nurse and ASHA Worker to habitation ............... 136

Table 5.6 Special incidents happened due to bad condition of road ...................................... 138

Table 5.7 Status of Ambulance coming to Habitation ........................................................... 138

Table 5.8 Access to agriculture extension service ................................................................. 142

Table 5.9 Number of villages in Parbhani district population wise ....................................... 147

Table 5.10 Sample roads in Parbhani District for socioeconomic evaluation ....................... 147

Table 5.11 List of infrastructure availability before road and after road within habitation ... 148

Table 5.12 Trip of Health Workers and Doctors in the habitation ........................................ 153

Table 5.13 Special incidents happened due to bad condition of road .................................... 154

Table 5.14 Status of ambulance coming to Habitation .......................................................... 154

Table 5.15 Access to agriculture extension services ............................................................. 158

Table 5.16 Population wise village distribution in Yavatmal District ................................... 163

Table 5.17 Sample roads for socioeconomic evaluation in Yavatmal District ...................... 163


Table 5.19 Trip of Doctor Nurse and ASHA Worker per Month .......................................... 169



Table 5.22 Access to agricultural extension services ............................................................ 175

Table 5.23 Population wise village distribution in Bhandara district .................................... 180

Table 5.24 Sample roads for socioeconomic evaluation in Bhandara district ....................... 180


Table 5.26 Trip of Health Workers and Doctors in the Habitation ....................................... 186




ix

Table 5.30 Population wise villages distribution in Kolhapur District .................................. 196

Table 5.31 Sample roads for socioeconomic evaluation in Kolhapur district ....................... 196




Table 5.35 Details of Ambulance coming to village in Kolhapur ......................................... 204


Table 5.37 Population wise village distribution in Ratnagiri district .................................... 212

Table 5.38 Sample roads for socioeconomic evaluation in Ratnagiri District ...................... 213




Table 5.42 Status of Ambulance coming to Habitation. ........................................................ 220


Table 5.44 Population wise village distribution in Palghar District ...................................... 228

Table 5.45 Sample roads for socioeconomic evaluation in Palghar district .......................... 228




Table 5.49 Status of Ambulance coming to Habitation ......................................................... 233


Table 6.1Detailed results of the study.................................................................................... 258

List of Figures Figure 1.1a and 1.1b Agro-climatic zones of Maharashtra and Sampling Methodology Adopted

.................................................................................................................................................. 13

Figure 1.2 Indicators for Technical Evaluation ....................................................................... 15

Figure 1.3 Indicators for Financial Evaluation ........................................................................ 16

Figure 1.4 Indicators for Environmental Evaluation ............................................................... 17

Figure 1.5 Indicators for Socioeconomic Evaluation .............................................................. 19

Figure 1.6 Timelines for each of the activities for Evaluation of PMGSY ............................. 20

Figure 2.1 Map of sample roads for on-going testing as well as maintenance of works ......... 25

Figure 2.2 Quality Monitoring System in PMGSY ................................................................. 29

Figure 2.3 Inspection of Long Span Bridge in Parbhani district on ‘SH221 to Moregaon to

Brahmanwadi’ (date 25th May 2017) ....................................................................................... 43

Figure 2.4 Testing thickness of WBM layer on ‘Pimpalkauda to Nandgaon T2 Road’ in

Yavatmal District (date 30th May 2017) .................................................................................. 43

Figure 2.5 Field density testing on ‘NH06 Pimpalgaon to Khainy Ralegaon Road’ in Bhandara

district (date 31st May 2017) .................................................................................................... 44

Figure 2.6 Aggregate grading on ‘T14-Nandgaon Nagav Vadakshiwale Chuye To Kavannne

Road (ODR186)’ in Kolhapur district (date 8th June 2017) ..................................................... 44

Figure 2.7 Thickness of different layers on ‘SH-167 Wadilimbu to Baudhwadi to VR1

Approach road’ in Ratnagiri district (date 12th June 2017) ..................................................... 45

Figure 2.8 Road Width, Carriageway Width inspection on ‘T05-Vavar Wangani Jamsar

Nyahale bk Sh 30 Nyahadi kh Adoshi Khodala Road’ in Palghar district road.(date 21st June

2017) ........................................................................................................................................ 45

Figure 2.9 Actual field survey to assess condition of completed roads ................................... 56

Figure 2.10 NQM and SQM inspection comparison to Maharashtra and ‘All Other States’ in

India ......................................................................................................................................... 58

Figure 2.11 NQM and SQM inspection on completed roads comparison to Maharashtra and

‘All Other States’ in India ........................................................................................................ 59

Figure 2.12 Ongoing works SQM and NQM inspection comparison Maharashtra and all other

states ......................................................................................................................................... 60

Figure 2.13 NQM and SQM inspection on Maintenance works comparison to Maharashtra and

all other states in India ............................................................................................................. 61

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Figure 2.14 SQM inspections on ongoing works in Maharashtra ........................................... 62

Figure 2.15 SQM inspections on completed works in Maharashtra ........................................ 63

Figure 2.16 SQM Inspection on Maintenance Works in Maharashtra .................................... 64

Figure 2.17 District wise grading of on-going works inspected by NQM ............................... 66

Figure 2.18 NQM inspection on completed works in Maharashtra ......................................... 67

Figure 2.19 Maintenance works inspected by NQM showing SRI or U grading .................... 68

Figure 3.1 Coverage of Length (km) and Habitations (no.) through PMGSY-I...................... 75

Figure 3.2 Total habitation coverage in Maharashtra year wise through PMGSY-I & II ....... 76

Figure 3.3 Total habitation coverage in Maharashtra year wise through PMGSY-I & II (source:

OMMAS, PMGSY date 31st May 2017).................................................................................. 78

Figure 3.4 Physical progress of PMGSY-I for all states. ......................................................... 79

Figure 3.5 Physical progress of PMGSY-I & II at district level in Maharashtra ..................... 79

Figure 3.6 Physical Progress of PMGSY roads for sample districts of the current study ....... 80

Figure 3.7 Financial Progress for PMGSY-I & II for Maharashtra ......................................... 81

Figure 3.8 State wise Per Kilometer cost for upgradation and new connectivity works in lakh

Rupees ...................................................................................................................................... 82

Figure 3.9 District wise per kilometer cost for new connectivity and upgradation of roads in

lakh rupees ............................................................................................................................... 83

Figure 3.10 Average per kilometre cost for sample district only for pavement ...................... 84

Figure 3.11 Expenditure on LSB in and total expenditure in PMGSY-I (all values are in crores)

.................................................................................................................................................. 85

Figure 3.12 Expenditure on R & D Projects in Maharashtra ................................................... 86

Figure 3.13 Expenditure on New Connectivity and Upgradation works ................................. 87

Figure 4.1 Energy usage during road construction for all 26 PMGSY roads ......................... 91

Figure 4.2 Energy for Material Production and Transportation during construction ............. 93

Figure 4.3 Energy usage for material production during maintenance ................................... 95

Figure 4.4 Impact of climate change....................................................................................... 96

xiii

Figure 4.5 Impact on Terrestrial Acidification ........................................................................ 97

Figure 4.6 Impact on Marine Eutrophication .......................................................................... 98

Figure 4.7 Photochemical Oxidant Formation ........................................................................ 99

Figure 4.8 Particulate Matter Formation ............................................................................... 100

Figure 4.9 Impact of road on Human Toxicity ..................................................................... 101

Figure 4.10 Impact of road on Ecotoxicity ........................................................................... 102

Figure 4.11 Water Depletion................................................................................................. 103

Figure 4.12 Fossil Depletion ................................................................................................. 104

Figure 5.1 Stakeholders involved in PMGSY........................................................................ 106

Figure 5.2 Number of Habitations connected using the road ................................................ 110

Figure 5.3 Number of roads serving different number of habitations ................................... 111

Figure 5.4 Average number of days the road is closed before and after road ....................... 112

Figure 5.5 Availability of Public Transport facilities before and after PMGSY ................... 113

Figure 5.6 Number of habitations showing change in private vehicle due to road construction

................................................................................................................................................ 114

Figure 5.7 Increased participation of females in going outside village ................................. 115

Figure 5.8 Change in cooking energy pattern ........................................................................ 116

Figure 5.9 Availability of immunization facility ................................................................... 117

Figure 5.10 Special incidents happened due to bad condition of road .................................. 118

Figure 5.11 Status of Ambulance accessibility ...................................................................... 119

Figure 5.12 Improved access to education due to construction of road ................................. 120

Figure 5.13 Decrease in dropout rate and absentee rate of students ...................................... 121

Figure 5.14 Absentee rate of teachers .................................................................................... 122

Figure 5.15 Change in farm machinery usage, fertilizer usage, type of seed usage .............. 123

Figure 5.16 Change in farm produce selling pattern due to access to market in Ahmednagar

district .................................................................................................................................... 124

Figure 5.17 Access to agriculture extension service .............................................................. 125

xiv

Figure 5.18 Access to banking facility before and after road ................................................ 126

Figure 5.19 Status of arranging finances ............................................................................... 127

Figure 5.20 Increase or Decrease in Migration ...................................................................... 128

Figure 5.21 Change in type of house before and after road ................................................... 129

Figure 5.22 Sample Roads and Habitations Map................................................................... 131

Figure 5.23 Number of Habitations using the road ................................................................ 132

Figure 5.24 Average number of days the road is closed before and after road ..................... 133

Figure 5.25 Availability of Public Transport facilities .......................................................... 134

Figure 5.26 Increase in two-wheelers in the habitations........................................................ 135

Figure 5.27 Increased participation of females in going outside village ............................... 136

Figure 5.28 Change in cooking energy pattern ...................................................................... 136

Figure 5.29 Availability of immunization facility ................................................................. 137

Figure 5.30 Improved access to education due to construction of road ................................. 139

Figure 5.31 Decrease in dropout rate and absentee rate of students ...................................... 139

Figure 5.32 Absentee rate of Teachers .................................................................................. 140



district .................................................................................................................................... 142

Figure 5.35 Access to banking facility before and after road ................................................ 143

Figure 5.36 Status of arranging finances ............................................................................... 144

Figure 5.37 Change in type of migration ............................................................................... 145

Figure 5.38 Increase or Decrease in Migration ...................................................................... 145


Figure 5.40 Sample Road and Habitation Map in Parbhani .................................................. 148

Figure 5.41 Number of habitations using the road ................................................................ 149


xv

Figure 5.43 Availability of Public Transport facility............................................................. 150




Figure 5.47 Immunization facility and status of immunization ............................................. 154

Figure 5.48 Improved access to education due to sample road ............................................. 155

Figure 5.49 Absentee rate for children .................................................................................. 156

Figure 5.50 Absentee rate for teacher .................................................................................... 156


Figure 5.52 Change in farm produce selling pattern due to access to market in Parbhani .... 158

Figure 5.53 Improvement in banking facility ........................................................................ 159

Figure 5.54 Status of arranging finance ................................................................................. 160


Figure 5.56 Change in migration ........................................................................................... 161

Figure 5.57 Change in-house type before and after road ....................................................... 162

Figure 5.58 Sample Road and Habitation in Yavatmal ......................................................... 164

Figure 5.59 Number of habitation using the road .................................................................. 165

Figure 5.60 average number of days the road is closed before and after road ...................... 166






Figure 5.66 Improved access to education due to sample road ............................................. 171

Figure 5.67 Decrease in dropout rate of students .................................................................. 172

Figure 5.68 Decrease in absentee rate of teachers ................................................................. 173

xvi


Figure 5.70 Change in farm produce selling pattern due to access to market in Yavatmal... 175




Figure 5.74 Change in migration ........................................................................................... 178


Figure 5.76 Sample Road and Habitation Map in Bhandara ................................................. 181




Figure 5.80 Increase in number of vehicles in the habitation ................................................ 184




Figure 5.84 improved access to education due to sample road .............................................. 188

Figure 5.85 Decrease in dropout rate of students .................................................................. 189

Figure 5.86 Decrease in absentee rate for teachers ................................................................ 190


Figure 5.88 Change in farm produce selling pattern due to access to market in Bhandara ... 191




Figure 5.92 Increase or decrease in migration ....................................................................... 194

Figure 5.93 Change in type of house ..................................................................................... 195

Figure 5.94 Sample Road and Habitations Map in Kolhapur ................................................ 197

xvii



Figure 5.97 Availability of public transport facility in connected village ............................. 200

Figure 5.98 Increase in number vehicles in Habitation ......................................................... 201


Figure 5.100 Change in cooking energy pattern in habitation ............................................... 203

Figure 5.101 Immunization facility and status of immunization ........................................... 204

Figure 5.102 Improved access to education due to sample road ........................................... 205

Figure 5.103 Decrease in dropout rate of students ................................................................ 206

Figure 5.104 Decrease in absentee rate of teacher ................................................................. 207

Figure 5.105 Change in farm machinery usage, fertilizer usage, type of seed usage ............ 207

Figure 5.106 Change in farm produce selling pattern due to access to market in Kolhapur . 208

Figure 5.107 Improved access to Banking facility in a village .............................................. 209

Figure 5.108 Status of arranging finances in a village........................................................... 210

Figure 5.109 Change in type of migration ............................................................................. 210

Figure 5.110 Increase or decreasing migration ...................................................................... 211

Figure 5.111 Change in type of house before and after road construction ............................ 211

Figure 5.112 Sample Road and Habitation Map in Ratnagiri ................................................ 214

Figure 5.113 Number of habitation using the road ................................................................ 215

Figure 5.114 Average number of days the road is closed before and after road ................... 216

Figure 5.115 Availability of Public Transport facility........................................................... 216

Figure 5.116 Increase in two-wheelers in the habitations...................................................... 217

Figure 5.117 Increased participation of females in going outside village ............................. 218

Figure 5.118 Change in cooking energy pattern .................................................................... 219

Figure 5.119 Immunization facility and status of immunization ........................................... 220

Figure 5.120 Access to education due to sample road ........................................................... 221

xviii

Figure 5.121 Decrease in dropout rate and absentee rate of students .................................... 222

Figure 5.122 Absentee rate of teachers .................................................................................. 222

Figure 5.123 Change in farm machinery usage, fertilizer usage, type of seed usage ............ 223

Figure 5.124 Change in farm produce selling pattern due to access to market in Ratnagiri . 224

Figure 5.125 Access to banking facility before and after road .............................................. 225

Figure 5.126 Status of arranging finances ............................................................................. 225

Figure 5.127 Change in type of migration ............................................................................. 226

Figure 5.128 Change in migration ......................................................................................... 227

Figure 5.129 Change in-house type before and after road ..................................................... 227

Figure 5.130 Sample Road and Habitation Map in Palghar .................................................. 229

Figure 5.131 Number of habitation using the road ................................................................ 230

Figure 5.132 Average number of days the road is closed before and after road ................... 231

Figure 5.133 Increase in number of two-wheelers in the habitation...................................... 231

Figure 5.134 Change in cooking energy pattern .................................................................... 232

Figure 5.135 Change in House type in Palghar ..................................................................... 236

Abbreviation

AE Assistant Engineer

ANMs Auxiliary Nurse Midwife

ASHA Accredited Social Health Activist

ASTM American Society for Testing and Materials

ASHTHO

American Association of State Highway and Transportation

Officials

ATR Action Taken Report

CBR California Bearing Ratio

CC Cement Concrete

CD Cross-Drainage

CDV Corrected Deduct Value

CRRI Central Road Research institute

CTARA Center for Technology Alternatives for Rural Areas

CVPD Commercial Vehicles Per Day

BRRP Block Rural Road Plan

DCP Dynamic Cone Penetration

DE Deputy Engineer

DES Directorate of Economics and Statistics

DPIU District Programme Implementation Unit

DPR Detailed Progress Report

DRRP District Rural Road Planning

EE Executive Engineer

GIS Geographic Information System

GSB Granular Sub-Base

HDV Highest Deduct Value

IITB Indian Institute of Technology Bombay

IRC Indian Road Congress

IS Indian Standard

JE Junior Engineer

JNPT Jawaharlal Nehru Port Trust

LCA Life Cycle Assessment

LPG Liquefied Petroleum Gas

LSB Long Span Bridge

MADC Maharashtra Airport Development Company Limited

MbPT Mumbai Port Trust

MB Measurement Book

MERI Maharashtra Engineering Research Institute

MDD Mean Dry Density

MIHAN Multi-modal International Hub Airport at Nagpur

MMRDA Mumbai Metropolitan Region Development Authority

MORD Ministry of Rural Development

MORTH Ministry of Road Transport & Highway

xx

MOSRTH Ministry of Shipping, Road Transport & Highways

MPM Modified Penetration Macadam

MUTP Mumbai Urban Transport Project

NQM National Quality Monitor

NRRDA National Rural Roads Development Agency

NRRDC National Rural Roads Development Committee

OMMAS Online Management, Monitoring and Accounting System

OPWD Other Public Works Department

PCI Pavement Condition Index

PCU Passenger car unit

PIU Program Implementation Unit

PMC Premix Carpet

PMGSY Pradhan Mantri Gram Sadak Yojana

PTA Principal Technical Agencies

PWD Public Works Department

QMS Quality Management System

RD Reduced Distance

ROMDAS Road Management and Data Acquisition System

RS Rapid Setting

S Satisfactory

SD Standard Deviation

SD Surface Dressing

SLCSA Strategic Life Cycle Sustainability Assessment tool

SQC State Quality Coordinator

SQM State Quality Monitor

SRI Satisfactory Requiring Improvement

SRRDA State Rural Road Development Agency

SS Slow Setting

STA State Technical Agencies

U Unsatisfactory

WBM Water bound macadam

QAH V-II Quality Assurance Handbook Volume-II

1 Introduction

1.1 Background

With reference to letter number जा. क्र. प्रग्रासयो/1116/ममूा/ 680 dated 23/12/2016 from Directorate

of Economics and Statistics, Planning Department, Government of Maharashtra, a request to

submit a proposal for evaluation study of PMGSY scheme was made to Indian Institute of

Technology Bombay (IIT Bombay). The IIT-Bombay team is led by the Centre for Technology

Alternatives for Rural Areas (CTARA), an academic and research body of IIT-Bombay, which

specializes in the field of technology and development.

CTARA has been active for 25 years now and has done several projects, extension activities,

prototype generation and monitoring & evaluation studies. CTARA IIT Bombay has been

working on assessment of PMGSY roads along with National Rural Road Development

Agency (NRRDA) under Ministry of Rural Development (MoRD) fellowship program from

past four years and hence, was interested in this project as the proposed assessment falls in line

with the on-going research. The CTARA IIT Bombay has been appointed as evaluating agency

by DES for “Evaluation study of Pradhan Mantri Gram Sadak Yojana (PMGSY) roads in

Maharashtra” implemented by Rural Development and Panchayati Raj Department in

Maharashtra on 24th April 2017 and the project period of 5 months.

Rural road connectivity and its sustained availability is a key component of rural

development as it assures continued access to economic and social services and thereby

generates an increase in agricultural incomes with productive employment opportunities. Rural

roads comprise over 60% (in 2010) of the road network in the country and keeping them in

serviceable condition is crucial to the rural/agricultural growth and to provide access to social

facilities viz. medical, education and markets (Planning Commission, 2011). “Evidence also

indicates that as the rural connectivity improves, the rural poverty levels come down”. As

indicated by a study, carried out by the International Food Policy Research Institute, on

linkages between government expenditure and poverty in rural India, an investment of Rs. 1

million (at 1993 constant prices) on roads lifts 124 persons above the poverty line. This

emphasizes the importance of providing a good quality road to maximum possible habitation.

Keeping in mind above mentioned social benefits, India has launched Pradhan Mantri Gram

Sadak Yojana (PMGSY) in the year 2000 in order to provide all-weather connectivity to all

unconnected habitation.

This study intended to evaluate the PMGSY roads for Maharashtra State with respect to

physical and financial progress, quality of the roads and socioeconomic impact on benefitted

habitations due to road.

1.2 Objectives and Scope

1. To carry out a technical evaluation of PMGSY roads for assessing the quality of

construction.

2

2. To evaluate physical and financial progress and find out any shortfalls in construction

or maintenance.

3. To evaluate the environmental impact of construction of rural roads and represent it in

the form of endpoint indicator using Strategic Life Cycle Sustainability Assessment

tool (SLCSA).

4. To evaluate the socio-economic impact of PMGSY roads on the lives of rural people in

selected habitations/villages.

The scope of the work is restricted to the state of Maharashtra.

1.3 Profile of Maharashtra

Maharashtra is the third-largest state by area in the India having an area of 3,07,713 km2 and

coastline of 720 km2 along the Arabian Sea. The spread of Maharashtra is between the latitudes

15.6o North and 22.1o North and longitudes 72.6o East and 80.9o East. Most of the area is

covered by Deccan plateau. One of the three major regions of the state is the Sahyadri range

with an elevation of 1000 meters above Mean Sea Level (MSL) lying between the Arabian Sea

and the Sahyadri Range, Konkan is narrow coastal lowland, just 50 km wide and with an

elevation below 200 meters. The third important region is the Satpura hills along the northern

border, and the Bhamragad-Chiroli-Gaikhuri ranges on the eastern border form a physical

barrier. Maharashtra has a typical monsoon climate, with hot, rainy and cold weather seasons.

The winter season is between September to January followed by the summer between February

and May and the monsoon season between June and September. Summers are extremely hot

in March, April and May with temperatures touching 48°C in a few areas. The average

temperature varies between 22 °C and 39 °C during this season. The temperature during winter

season varies between 12 °C and 34 °C. Rainfall in Maharashtra varies with regions with

Kokan receiving maximum rainfall of more than 2000mm while the central Maharashtra

receiving very less rainfall of the order of less than 500mm.

For administrative purpose, the state is divided into six revenue divisions, which are further

divided into 36 districts, 357 Tehsils/Blocks and 27,920 Gram Panchayats. The state is divided

into 6 divisions based on the agro climatic conditions.

1) Konkan Division: Mumbai City, Mumbai Suburban, Raigad, Ratnagiri, Sindhudurg,

Palghar and Thane.

2) Nashik Division: Ahmednagar, Dhule, Jalgaon, Nandurbar and Nashik.

3) Pune Division: Kolhapur, Pune, Sangli, Satara and Solapur.

4) Aurangabad Division (Marathwada): Aurangabad, Beed, Hingoli, Jalna, Latur, Nanded,

Osmanabad and Parbhani.

5) Amravati Division: Akola, Amravati, Buldhana, Washim and Yavatmal.

6) Nagpur Division: Bhandara, Chandrapur, Gadchiroli, Gondiya, Nagpur and Wardha.

The population statistics as per census 2011 are given below in the table 1.1

Table 1.1 Population of Maharashtra rural and urban

District No. of

Households Population

Average No of

people per

Household Male Population

Female

Population

Sex

Ratio

Population of

literates

Population of

illiterates

Rural

%

Urban

%

Rural

%

Urban

% Rural Urban

Rural

%

Urban

%

Rural

%

Urban

%

Rural

%

Urban

%

Rural

%

Urban

%

Mumbai 0.00 100.00 0.00 100.00 0.00 4.58 0.00 100.00 0.00 100.00 831.53 0.00 100.00 0.00 100.00

Mumbai

Suburban 0.00 100.00 0.00 100.00 0.00 4.44 0.00 100.00 0.00 100.00 859.74 0.00 100.00 0.00 100.00

Thane 21.41 78.59 23.01 76.99 4.70 4.28 22.17 77.83 23.97 76.03 885.76 18.72 81.28 35.50 64.50

Nagpur 32.64 67.36 31.69 68.31 4.34 4.53 31.80 68.20 31.58 68.42 951.20 29.21 70.79 41.01 58.99

Pune 36.25 63.75 39.01 60.99 4.72 4.19 38.66 61.34 39.39 60.61 914.95 36.56 63.44 46.77 53.23

Nashik 55.39 44.61 57.47 42.53 5.18 4.76 57.16 42.84 57.80 42.20 934.38 53.54 46.46 67.17 32.83

Aurangabad 55.98 44.02 56.23 43.77 4.94 4.90 56.21 43.79 56.24 43.76 923.27 51.65 48.35 65.79 34.21

Raigad 62.31 37.69 63.17 36.83 4.37 4.21 62.26 37.74 64.12 35.88 959.47 59.94 40.06 72.19 27.81

Akola 63.22 36.78 60.32 39.68 4.37 4.95 60.49 39.51 60.15 39.85 945.55 58.77 41.23 65.77 34.23

Chandrapur 66.38 33.62 64.82 35.18 4.01 4.30 64.61 35.39 65.05 34.95 961.42 60.96 39.04 74.56 25.44

Amravati 66.46 33.54 64.09 35.91 4.30 4.78 64.20 35.80 63.97 36.03 950.64 62.20 37.80 70.76 29.24

Kolhapur 67.66 32.34 68.27 31.73 4.65 4.53 68.10 31.90 68.44 31.56 956.93 65.60 34.40 75.43 24.57

Solapur 67.98 32.02 67.60 32.40 4.92 5.00 68.15 31.85 67.00 33.00 938.08 64.69 35.31 73.62 26.38

Wardha 68.58 31.42 67.46 32.54 4.13 4.35 67.61 32.39 67.30 32.70 946.14 65.24 34.76 75.50 24.50

Jalgaon 69.12 30.88 68.26 31.74 4.62 4.81 68.29 31.71 68.22 31.78 925.00 64.93 35.07 75.46 24.54

Parbhani 71.00 29.00 68.97 31.03 4.94 5.44 69.14 30.86 68.78 31.22 947.34 65.94 34.06 74.13 25.87

Dhule 72.57 27.43 72.16 27.84 4.99 5.09 72.00 28.00 72.32 27.68 945.73 66.27 33.73 82.22 17.78

Sangli 73.94 26.06 74.51 25.49 4.75 4.61 74.60 25.40 74.41 25.59 965.65 72.95 27.05 78.65 21.35

Nanded 74.29 25.71 72.81 27.19 4.95 5.34 72.72 27.28 72.90 27.10 942.86 69.85 30.15 78.34 21.66

Latur 75.46 24.54 74.53 25.47 5.03 5.29 74.60 25.40 74.47 25.53 927.67 72.39 27.61 78.95 21.05

Ahmadnagar 79.47 20.53 79.91 20.09 4.91 4.78 79.94 20.06 79.88 20.12 939.18 77.58 22.42 85.20 14.80

Yavatmal 79.69 20.31 78.42 21.58 4.22 4.55 78.53 21.47 78.31 21.69 952.41 75.94 24.06 85.11 14.89

5

Buldana 80.37 19.63 78.78 21.22 4.51 4.98 78.89 21.11 78.65 21.35 933.56 77.17 22.83 83.05 16.95

Satara 80.86 19.14 81.01 18.99 4.60 4.56 80.73 19.27 81.29 18.71 988.12 79.56 20.44 85.16 14.84

Bhandara 80.89 19.11 80.52 19.48 4.30 4.40 80.51 19.49 80.53 19.47 982.32 78.72 21.28 85.92 14.08

Beed 81.29 18.71 80.10 19.90 4.75 5.13 80.27 19.73 79.92 20.08 916.12 77.72 22.28 84.84 15.16

Jalna 81.93 18.07 80.73 19.27 4.93 5.33 80.80 19.20 80.66 19.34 936.82 77.92 22.08 85.15 14.85

Gondiya 83.40 16.60 82.92 17.08 4.50 4.66 82.83 17.17 83.01 16.99 999.09 81.50 18.50 87.40 12.60

Washim 84.17 15.83 82.34 17.66 4.51 5.15 82.50 17.50 82.17 17.83 929.96 81.24 18.76 85.25 14.75

Nandurbar 84.32 15.68 83.29 16.71 5.03 5.43 82.54 17.46 84.05 15.95 978.34 76.81 23.19 91.21 8.79

Osmanabad 84.40 15.60 83.04 16.96 4.64 5.13 83.13 16.87 82.95 17.05 923.98 81.39 18.61 86.67 13.33

Ratnagiri 84.44 15.56 83.67 16.33 4.03 4.27 82.80 17.20 84.45 15.55 1121.96 81.65 18.35 89.49 10.51

Hingoli 85.75 14.25 84.82 15.18 5.09 5.48 84.85 15.15 84.79 15.21 941.87 83.23 16.77 88.06 11.94

Sindhudurg 87.31 12.69 87.41 12.59 4.05 4.02 87.05 12.95 87.75 12.25 1035.91 86.52 13.48 90.62 9.38

Gadchiroli 88.81 11.19 89.00 11.00 4.29 4.21 88.91 11.09 89.09 10.91 982.06 86.65 13.35 93.57 6.43

(Source- Census 2011)

1.4 Transportation Profile of Maharashtra

The state has a large, multi-modal transportation system consisting of three modes roads,

railway and civil aviation. Besides these Maharashtra has two major ports at Mumbai and Navi

Mumbai. The details about each transportation means are summarised below:

The network of the railway in Maharashtra covers a length of 6,253 km of which 5,688 km. of

broad gauge lines, 459 km of narrow gauge lines & 106 km. of meter gauge lines. The rail

traffic in Maharashtra mainly falls under the Central, Western, Konkan, South-East Central and

South Central divisions. The railway route length per hundred sq.km of geographical area as

on 31st March 2013 was 2.03 km for the State. (Source-Infrastructure Statistics 2013-14 &

2014-15, by DES)

The State has three international airports and eight domestic airports for air travels. The

international airports are at Mumbai, Pune, & Nagpur and domestic airports at Aurangabad,

Akola, Nanded, Kolhapur, Solapur, Nashik, Amaravati, Jalgaon, Latur, Chandrapur and

Osmananbad (Source-Infrastructure statistics 2013-14 & 2014-15, by DES)

The State has two major ports i.e. Mumbai Port Trust (MPT) & Jawaharlal Nehru Port Trust

(JNPT) both located in Mumbai harbour. There are 12 minor ports handling cargo and 36 minor

ports handling passenger traffic. (Source-Infrastructure statistics 2013-14 & 2014-15, by DES)

Maharashtra has the largest road network in India. Maharashtra is the third state having highest

kilometre length of national highways after Uttar Pradesh and Rajasthan with seventeen

national highways connecting Maharashtra to the six neighbouring states with a total length of

7,048 km (7.20% of total national highway length in India). Maharashtra has a length of 40,144

km under state highway category and ranks first in having the largest network of state highways

in India covering around 24% of state highway length of India. In case of Other Public Works

Department (OPWD) roads, Maharashtra carries 2,51,787 km length and is 22.90% of total

length in India. Maharashtra state is first in India having 11% of all India Other PWD road

network. In case of rural roads network, Maharashtra ranks first having 11% of road length

i.e. approximately 2,67,402 km in length. Rural roads are categorised into two types;

Panchayati Raj roads and Pradhan Mantri Gram Sadak Yojana (PMGSY) roads.

Among the national highways and state highways, total length of the national highways in

Maharashtra are surfaced and only 97.72% of state highways are surfaced in Maharashtra. In

case of OPWD roads 78.38% of roads are surfaced and rural roads which are of almost equal

length as that of OPWD roads have 76.42% of them surfaced. Among the rural roads, for

PMGSY roads the % of surfaced roads increases to 86.71%. Apart from this, for the 21,072

kms of project roads in Maharashtra only 38.80% of roads are surfaced and remaining are still

either WBM or gravel roads. Thus overall of the 6,08,140 km of road length present in

Maharashtra 4,71,265 km of length are surfaced. As per the Annual Road Statistics Report,

MoRTH 2014-15, till March 2015, Maharashtra has constructed 31,012 kms of roads under the

PMGSY i.e. 5.12% of all PMGSY roads in India.

7

Overall Maharashtra has a road density of 97 km per 100 km2 of area and 255 km of length per

lakh population as on March 2015 (Infrastructure Statistics of Maharashtra 2014-15, by DES).

However, considering total road length as per MoRTH statistics as mentioned in Table 1.2 and

population of census 2011 the road density becomes 197km per 100km2 and 541km per lakh

population. The details of length of the different roads constructed in Maharashtra, the road

density in km per 100 km2 of area and per lakh population and the registered transport, non-

transport vehicle details are given in Table 1.2 and Table 1.3

Table 1.2 The total length of different types of Roads in Maharashtra and its percentage share

of India’s roads adapted from MoRTH

Sr. No. Maharashtra as on March 2015 2013-14 2014-15

1 National Highways (km) 6,249 7,048

2 State Highways (km) 39,588 40,144

3 Other PWD Roads (km) 2,55,484 2,51,787

4 Rural road (km) 2,66,904 2,67,402

4A Panchayati Raj Roads (km) 2,36,441 2,36,390

4B PMGSY (km) 30,463 31,012

5 Project Roads (km) 20,119 21,072

6 Urban roads (km) 20,346 20,687

Total 6,08,690 6,08,140

Source: Annual Road Statistics Report MoRTH 2014-15,

However, the report published by Directorate of economics and statistics has different numbers

than the report published by Ministry of Road Transport and Highways. The categorization of

roads for both the agencies is different. The numbers shown by DES reports are very less as

compared to MoRTH. The MoRTH has given details about each of subcategory of roads types

mentioned in Table 1.2. MoRTH has separated the roads that are surfaced and not surfaced as

well as categorised them into one lane, two-lane, etc. These large differences in the length of

roads is of concern as it leaves the reader confused about the exact length of the road in

Maharashtra. For the current study, as detailed information about each type road is available

with MoRTH report consistently, the same has been used in this report.

Table 1.3 Details about road statistics and vehicle statistics as per report of infrastructure

statistics of Maharashtra by Directorate of Economics and Statistics

Sr. No Road Transport 2013-14 2014-15

Road Length (in km)

1 National Highways 5,855 4,844

2 Major State Highways 6,338 6,163

3 State Highways 33,963 33,859

4 Major District Roads 50,232 50,285

5 Other District Roads 52,761 58,116

6 Village Roads 1,06,745 1,45,879

8

Total 2,63,708 2,99,446

Road Density

1 Kilometre Per 100 sq.km of area 86 97

2 Kilometre Per lakh population 228 255

No. of Registered Motor Vehicles (in thousands)

1

No. of motor vehicles per lakh

population 20,065 21,828

2 No. of vehicles per km road length 89 85

Total 23,394 25,592

Registered Transport Vehicles (in Thousands)

1 Multi Vehicles 427 448

2 L.M.V 803 869

3 Buses 108 107

4 Taxies 189 193

5 Auto rickshaws 659 696

Total 2,242 2,370

Registered Non-Transport Vehicles (in Thousands)

1 Two-wheelers 16,910 18,604

2 Cars 2,835 3,114

3 Jeep 472 496

4 Station Wagons 19 19

5 Tractors 520 572

6 Trailers 354 372

7 Others 42 45

Total 21,152 23,222

Source: Infrastructure Statistics of Maharashtra 2014-15, by DES

1.5 Details about PMGSY

In 1999, the National Rural Roads Development Committee (NRRDC) estimated the total

number of unconnected habitations in India, the length of roads required and the budget for

building those roads. Following this, the Pradhan Mantri Gram Sadak Yojana (PMGSY) was

planned and implemented through the central agency ‘National Rural Road Development

Agency’ (NRRDA) under the Ministry of Rural Development (MoRD). The Pradhan Mantri

Gram Sadak Yojana phase one (PMGSY-I) was started in 2000 to provide all-weather access

to unconnected habitations with a population >1000 by 2003 and with population >500 (>250

in case of hilly/desert/tribal areas) by 2007. In 2013, the Pradhan Mantri Gram Sadak Yojana’s

second phase (PMGSY-II) was rolled out, which aims to consolidate the existing rural roads

network and to upgrade existing rural roads which are prioritized as per their economic

potential.

In planning and prioritization of roads, every block had to prepare a Block Rural Road Plan

(BRRP) which has inventory of roads, connecting villages, traffic data, PCI obtained by visual

9

observation and other facilities connected by the road such as hospitals, schools, marketplaces

etc. The District Rural Road Plan (DRRP) is a combined plan of all BRRP’s for that particular

district.

For PMGSY-II, only those states which have completed 100% of new connectivity and 75%

of upgradation in PMGSY-I are being taken up. The selected roads under PMGSY–II expected

them to be mainly ‘Through Routes’. Though in the DRRP of PMGSY-I, there is no strict

definition of ‘Through Routes’ and ‘Link Routes’, the DRRP prepared under PMGSY-II was

needed to make this categorization. Roads catering to large populations by connecting

populations over a large area and which act as collectors of traffic from smaller roads were

treated as ‘Through routes’ for the purpose of PMGSY-II.

Every state has a dedicated unit for implementation of PMGSY called as State Rural Road

Development Agency (SRRDA). All the data is monitored through a portal ‘Online

Management, Monitoring and Accounting System’ (OMMAS)’ specially designed by Centre

for Development of Advanced Computing (C-DAC) and NRRDA. The quality monitoring

system in PMGSY is made up of three-tier with Program Implementation Unit (PIU), State

Quality Monitors (SQM) and National Quality Monitors (NQM). At a base level, Program

Implementation Unit (PIU) monitors the quality of construction. PIUs have to maintain records

of all materials testing in Quality Resister Volume-1 and Quality Register Volume-2 (abstract

of results). At second level, independent SQM visits a particular work and inspect the work

through various necessary tests & observations and reports to SRRDA as well as upload the

abstract of inspection on the OMMAS portal through mobile application.

In the third tier, independent NQM inspects the road. PMGSY has a strong technical support

from renowned state engineering colleges for verification of DPRs and resolves

implementation difficulties called State Technical Agencies (STA). Also, there are Principal

Technical Agencies (PTA) across India for technical assistance. The Central Road Research

Institute (CRRI) also helps out to PMGSY implementation by providing technical guidance on

design and implementation.

Every road is designed for a certain life after which it needs to be reconstructed. For

rural roads, the design life is 10 years for flexible pavement and 20 years for rigid pavement.

A road starts deteriorating from the day it is opened for traffic due to various parameters like

uses by vehicles, rainfall and climate factors. Thus, there is a need for continuous maintenance

of the roads with routine and periodic maintenance. But due to budget constraints, maintaining

approximately 39 lakh km rural roads in India (Source: Basic road statistics of India 2015-16,

MoRTH) is not efficiently taking place leading to deterioration at a faster rate resulting in a

reduced working life. Reduction in working life or fast deterioration can be controlled by

assuring quality of road during construction. If the quality is good, it requires less maintenance

and it provides longer service. Thus, it is important to have schemes or programs for

upgradation of deteriorating roads in order to keep villages connected.

10

A road is no longer usable when it either reaches the end of service life or faces heavy

deterioration. In such condition pavements will be no longer comfortable for driving at

designed speed or may lead to increased congestion and longer travel time as well as accidents.

Road can be maintained by periodic maintenance or depending on deterioration road have to

be rehabilitated. As the number of roads is very large, it is not possible to upgrade and

rehabilitate all roads every year due to insufficient funding. Only a few have to be chosen for

upgradation and rehabilitation through standard prioritization methods.

1.6 Methodology of Study

This study is to evaluate the PMGSY roads in terms of its quality of construction, physical and

financial progress, and its social and environmental impacts. The study is across the state and

the detailed methodology of study based on the type of evaluation is given in subsequent sub-

sections.

1.6.1 Methodology for selection of roads for the evaluation study

The design of roads is based on the traffic on it (in CVPD/PCI), base soil strength (in CBR),

and climatic zones (rainfall). This study selected samples based on different agro-climatic

zones of Maharashtra. The agro-climatic zone map of Maharashtra is adapted from Department

of Agriculture, Government of Maharashtra. There are nine different agro-climatic zones of

Maharashtra as listed in Table 1.4 and the detailed geographical spread of these agro-climatic

zones is shown in Figure 1.1a. In each of the agro-climatic zones, one district was selected.

The three agro-climatic zone Western Ghat zone, Sub Mountain zone and Western Maharashtra

Plain zone are represented within a very thin strip. Transition zones with a variation in rainfall

as well as terrain condition were covered in only Kolhapur district as it spread all over these

three zones. Thus, the study was carried out in various blocks of the seven districts based on

the terrain condition.

Sampling for the socioeconomic study was done based on different roads connectivity type i.e.

new connectivity and upgradation. The other parameter which was considered while sampling

was the population of habitations.

In each of the above-selected districts, four roads were selected for socioeconomic evaluation,

environmental impact assessment and performance purpose. Out of these four roads, two roads

were from New Connectivity and two roads from Upgradation. The selected two roads from

New Connectivity and Upgradation were further divided into different population size of each

500 and 1000 population. However, in case of hilly region population size of 250 was

considered. Further in particular district where either new connectivity or upgradation roads

alone were available, roads of different age were taken as samples with the population criteria

remaining the same. Figure 1.1b represents the sampling methodology adopted.

11

Table 1.4 Agro-Climatic Zones of Maharashtra

Sr.

No.

Name of the Zone Geographical spread of the zone/ Districts

and Tehsils included

Climatic conditions Average annual rainfall Sample

District

I Very high rainfall

zone with laterite

soils

Comprises mainly of Ratnagiri and

Sindhudurg Districts Total area of the zone is

13.20 lakh ha area under cultivation 3.5 lakh

ha.

Daily temperature above 20°C.

Throughout the year. May hottest

above 33°C. Rainfall due to S-W

monsoon from June to Sept.

3105 mm in 101 days Ratnagiri

II Very high rainfall

zone with non-

lateritic soils

Comprises of Thane & Raigad districts. Total

area 16.59 lakh ha. Net sown area 4.69 lakh

ha. With forest zone about 3%. 32% of the

land is under forest.

Average daily temp 22 to

30°C.Mini. temp 17 to 27°C.

Humidity 98% in rainy season &

winter-60%

2607 mm in 87 days.

Maximum rain received in

July i.e.41%

Palghar

III Western Ghat Zone

/Ghat zone

It includes hilly high lying terrains of

Kolhapur, Satara, Pune, Ahmednagar &

Nasik districts & small area of Sindhudurg

district. Altitude varies from 1000- 1900 mt

Maximum temp. ranges from 29-

39°C. Minimum temp ranges from

13-20°C

3000 to 6000 mm. Rainfall

recorded in different places

of the zone viz. Igatpuri,

Lonavala, Mahabaleshwar,

& Radhanagari

Kolhapur

IV Sub Montane Zone/

Transition Zone 1

Spreads over 19 Tahsils of five districts viz,

Nasik, Pune, Satara, Sangli & Kolhapur. The

area of the zone measures 10,289 Km2

Average maximum temperature is

between 28-35°C and minimum

14-19°C

700-2500 mm of Rains

received mostly from S-W

monsoon.

Kolhapur

V Western Maharashtra

Plain Zone

/Transition-2

This zone includes Tahsils of Dhule,

Ahmednagar, Sangli & central tahsils of

Nasik, Pune, Satara & Kolhapur districts

Water availability ranges from

120-150 days.Maximum

temperature 40°C & minimum 5°C.

Well distributed rainfall

700 to 1200 mm.

Kolhapur

VI Western Maharashtra

Scarcity Zone/

Scarcity Zone

This zone covers a geographical area of 73.23

lakh ha. The gross & net cultivated area is

58.42 and 53.0 lakh ha respectively.

Suffers from very low rainfall with

uncertainty & ill distribution. The

occurrence of drought is noted

once in three years. Dry spell varies

from 2-10 weeks. Water

Less than 750mm in 45

days. Two peaks of rainfall.

1) June/ July

Ahmednagar

12

availability 60-140 days. Which is

affected due to

1) delayed onset of monsoon 2) September. A bimodal

pattern of rainfall.

2) Early cessation of monsoon.

Maximum temperature 41°C

Minimum 14-15°C

VII Central Maharashtra

Plateau Zone

/Assured Rainfall

Zone

Comprises parts of Aurangabad, Jalna Beed

& Osmanabad districts. Major parts of

Parbhani & Nanded & complete Latur

Buldhana & parts of Akola, Amravati,

Yavatmal, Jalgaon, Dhule & Solapur.

Maximum temperature 41°C

Minimum temperature 21°C

700 to 900 mm 75 % rains

received in all districts of

the zone.

Parbhani

VIII. Central Vidarbha

Zone /Zone of

Moderate Rainfall

The zone includes entire Wardha, major parts

of Nagpur, Yavatmal Two Tahsils of

Chandrapur & parts of Aurangabad, Jalna,

Parbhani & Nanded districts.

Maximum temperature 33-38°C

Minimum temperature 16-26°C

Average daily humidity 72 % in a

rainy season, 53 % in winter &

35% in summer.

1130 mm. Bhandara

IX. Eastern Vidharbha

Zone/ High Rainfall

Zone

Includes entire Bhandara & Gadchiroli and

parts of Chandrapur and Nagpur districts. The

geographical area is 32.7 lakh Ha.

Mean Maximum temperature

varies from 32 to 37°C. Minimum

temperature 15 to 24°C. Daily

humidity 73% for rainy season 62

winter & 35 summer

950 to 1250 mm on the

western side. 1700 mm on

extreme east side No on

rainy days 59.

Yavatmal

Source: http://www.mahaagri.gov.in/CropWeather/AgroClimaticZone.htmldated12/1/17

http://www.mahaagri.gov.in/CropWeather/AgroClimaticZone.htmldated12/1/17

13

Figure 1.1a and 1.1b Agro-climatic zones of Maharashtra and Sampling Methodology Adopted

14

1.6.2 Methodology for Technical Evaluation

The technical evaluation carried out included testing of roads on-site for on-going as per rural

roads specification provided by MoRD. The quality of the construction was tested by material

testing and the workmanship testing was done by following the format of State Quality

Monitors (SQM). The material testing was carried out for all used materials. The results were

validated against the standards provided by Indian Road Congress (IRC) as well as Quality

Assurance Manual Volume 1 and 2 by NRRDA.

For quality and serviceability evaluation of PMGSY built road, distresses were measured on

sample road sections with statistical sampling methods, using distress identification guide by

American Association of State Highways and Transportation Officials (ASHTHO) as well as

American Society for Testing and Materials ASTM D 6411-11 code. Based on this distress

data, the performance of the PMGSY road was found out and an overall Pavement Condition

Index (PCI) was arrived at which is an indicator for roads quality and maintenance. All the 19

types of distress were noted for asphalt pavement using visual observation. Parameters that

were studied for the technical evaluation of PMGSY roads are mentioned below

1. For on-going works and just completed works, material and workmanship testing as per

SQM report format validating results with IRC standards or records at PIU by actual

testing on sample road.

2. For roads in maintenance period validating all up to date records and their validation

on the actual field using visual observation.

3. For completed roads evaluating its performance using distress measurement as per

ASTM D-6433-11 or distress identification manual by ASHTHO and analysing the

performance.

4. Assessing secondary data available on OMMAS for analysis of SQM and NQM data

and inferences such as adequacy of sampling, their methodology of inspection, lack of

digitalization and analysis.

15

Figure 1.2 Indicators for Technical Evaluation

1.6.3 Methodology for Physical and Financial Evaluation

The financial evaluation of PMGSY roads was based on many parameters which are as follows.

1. Per kilometre cost (in different districts and reasons behind the difference.)

2. Bridges and roads cost evaluation.

3. Analysis of financial spending on new road and upgradation.

4. Investment per lakh rural population.

5. Based on annual targets does the financial needs of the state or district meets or not and

analysis of financial data for different types of road projects such as R & D roads.

6. Financial delays and issues pertaining to it.

7. Financial spending on labour.

The financial resources may be central government, state government, World Bank,

NABARD, and Asian Development Bank or any other agencies. All the data for

financial analysis was collected from secondary sources like PIU, OMMAS, MRRDA

and contractors.

For Completed Roads, Road Distress

16

Figure 1.3 Indicators for Financial Evaluation

1.6.4 Methodology for Environmental Impact Evaluation

For a rural road project, there is no regulatory requirement for environmental clearance.

Maharashtra did not conduct any environmental assessment while constructing PMGSY roads,

while the World Bank-funded states like Madhya Pradesh carry out an environmental

assessment. Though, the environmental impact of individual rural roads is considered very low,

considering the volume of the rural road network in Maharashtra there is a need to assess the

overall impact of rural roads on the environment. A ‘Strategic Life Cycle Sustainability

Assessment’ (SLCSA) tool was developed at CTARA for PMGSY road under CTARA MoRD

research project. The overall impact of PMGSY roads on the environment can be evaluated by

using this tool. The environmental impact analysis is done for life cycle inventories of different

emissions during material production, transportation and placing of different layers for a road

based on DPR as well as actual quantities executed as per measurement book. Ultimately all

types of emissions are calculated and the life cycle assessment is presented in the form of

different endpoint indicator denoting impact on the environment, human health and resource

depletion due to construction and use of roads. List of parameters for environmental impact

evaluation is given in Figure 1.4

17

Figure 1.4 Indicators for Environmental Evaluation

1.6.5 Methodology for Socio-Economical Evaluation

The socioeconomic evaluation study was carried out using social surveys with social science

research methodology tools including individual household surveys using a closed-ended

questionnaire for primary data collection and secondary data collection from different agencies

in a participatory manner. The primary data was collected from the local community to

understand the various positive and negative impacts of a road on them. The qualitative analysis

of the socio-economic impacts of a rural road was done in this study. For the socioeconomic

evaluation following broad indicators were proposed. Each broad indicator is subdivided into

18

sub-indicators which are discussed in details in the chapter on socioeconomic evaluation

separately.

1. Transport Indicator: The several sub-indicator of transport were used to understand

the effect of traffic, fleet, trade, safety, revenue, accessibility, and much more due to

the construction of the road which may cause the change in the pattern of transportation.

2. Agriculture and allied sector: The parameters like agriculture production and

productivity helped us to understand the change in land usage, dependency on fertilizer,

change in production and productivity of crops, the price of goods, and the status of

beneficiaries.

3. Small-scale enterprise sector: In this part, we came to know the other sources of

income apart from agriculture, the introduction of new facilities or technology and other

available opportunities.

4. Employment and Livelihood generation: This indicator is focussed on the available

credit, local market, land price, livelihood and change in basic needs of the beneficiaries

in the day to day life.

5. Education sector: This sector helped us to understand the educational progress both

qualitative and quantitative. It will also help us to understand gender wise, age wise,

caste and religion wise change in educational pattern.

6. Health sector: It gave an idea about the health of the population. And also indicated

the ease of getting a medical facility, nutritional, mortality and morbidity, social and

mental assessment.

7. Social Interaction Indicators: This indicator helped us to understand the women

participation, social gathering, and beneficiary’s interaction with nearby habitation and

marketplaces.

8. Stakeholders involved in PMGSY construction: To understand the participation of

the locals during the construction of the road, various stakeholders were included in the

survey. This indicator mainly focussed on the various facilities provided, safety

measures taken and education available for their children during the period of road

construction. Their awareness regarding rules & regulation and gender-wise

involvement during the project was also observed.

9. Poverty Alleviation: From this indicator, we came to know to what extent that the

construction of the road has brought prosperity to the rural people and we also came to

know about the change in their per capita income, food habit, job availability,

empowerment and security.

19

Figure 1.5 Indicators for Socioeconomic Evaluation

1.7 Work Plan The entire work was divided into 12 activities, which are shown in Table 1.2 and the tentative

timeline proposed for each of the activities is given in Figure 1.5.

Table 1.5 Activities to be taken up for the proposed work

Activity Task

A Preparation of closed-ended survey forms for socio-economic survey and

different social science research methodology tools.

B Preparation of test and their standards for construction quality testing and

workmanship testing.

C Selecting the roads with satisfying sampling methodology so that it can be a

representative sample.

D Actual testing on site in different districts of Maharashtra for quality.

20

E Surveying the required households or pertained stakeholders for socioeconomic

study.

F Collection of data from DPR and MB from respective PIU.

G Collection of distress data from sites using equipment’s and techniques for

performance evaluation

H Collecting secondary data from agencies like MRRDA, PIU and State quality

controlled (SQC) for concerned roads.

I Digitalization of primary survey data and analysis of data.

J Analysis of data and representation of results.

K Report preparation and presentation.

Figure 1.6 Timelines for each of the activities for Evaluation of PMGSY

Activity W1 W2 W3 W4 W5 W6 W7 W8 W9 W10 W11 W12 W13 W14 W15 W16 W17 W17 W17 W17 W17 W17 W17 W17 W17 Total

44

46

45

55

55

512

55

812

78

66

610

Note Proposed Progess Actual Progress

G

H

I

J

K

F

C

A

B

D

E

21

1.8 Structure of the Report

Chapter 1 is an introduction which details about the PMGSY scheme, parameters for evaluation

of schemes, methodology adapted for evaluation in detail and sampling strategy used. Briefly

explain about socioeconomic, technical, environmental and physical and financial progress

parameters and the methodology used for its evaluation.

Chapter 2 gives the technical evaluation of PMGSY roads in terms of quality monitoring,

management and its implementation on field. This chapter deals with parameters used for

technical evaluation of brief and results obtained after the analysis of primary and secondary

data on quality.

Chapter 3 is related to physical and financial evaluation where all the data obtained from PIU,

OMMAS, MRRDA and contractors were evaluated. The parameters like physical progress at

the state level and district level, financial differences were analysed and interpretation was put

forth in this chapter.

Chapter 4 gives details about Environmental impact Evaluation which was carried out using

Strategic Life Cycle Sustainability Assessment (SLCSA) tool developed at CTARA, IITB and

NRRDA.

Chapter 5 is Socio-Economic Evaluation which was done by selecting seven districts of

Maharashtra. The analysis of socioeconomic survey data was done in order to find out the

indirect impact of PMGSY roads on different sectors like health sector, transport sector,

education, and agriculture, migration, and infrastructure availability.

Chapter 6 gives the conclusion of the overall PMGSY evaluation work.

23

2 Technical Evaluation of PMGSY

Introduction

Technical evaluation of PMGSY scheme involves assessing the quality of the works with

respect to material and workmanship as well as quality control mechanism/system. The quality

control system in PMGSY consist of three-tier system; the first tier composed of Project

Implementation Unit (PIU) keeps the records of all the tests as per guidelines and specification

for a particular quantity of work at the field laboratory as well as the district laboratory. In the

second tier, the State Quality Monitors (SQM) help to improve the quality during construction

by visiting at different stages of the work minimum three times for a particular work. Similarly,

there is the third tier independent quality monitors i.e. National Quality Monitors (NQM), who

visits every work minimum one time and inspect the work as per the format by National Rural

Road Development Agency (NRRDA).

Sub-objectives for technical evaluation

1. To review and assess quality monitoring system in PMGSY

2. To assess the quality standards and the inspection format followed by implementation

agency on field

3. To evaluate quality of on-going roads by onsite testing

4. To evaluate performance of completed roads in terms of maintenance after construction

5. To evaluate condition of pavement for competed roads and rating in terms of Pavement

Condition Index (PCI) as per ASTM D-6433

6. To analyse secondary data on quality inspection by SQM and NQM district wise to

assess the performance of districts with respect to quality

7. To analyse SQM and NQM inspection data from abstract on Online Management,

Monitoring, and Accounting System (OMMAS) item wise in order to find recurring

items leading to SRI and U grading

8. To review of “Meri Sadak” app a citizen feedback system

Methodology

The methodology consists of two types of works: first was a collection of primary data for the

third, fourth, and fifth sub-objective and second was an analysis of secondary data collected

from OMMAS and PIU for sub-objectives six, seven, and eight. The sub-objectives one and

two were evaluated based on literature survey and observations during the field visit. The

detailed methodology for each sub-objective is explained below.

1. The quality monitoring was reviewed by understanding the organization set up for

quality monitoring in PMGSY policy and verification of its efficient implementation on

the ground. A detailed literature review was done to find the quality control set up,

guidelines and standards used in PMGSY. This involved an on-field checking for a

project and its efficiency in terms of implementation and was checked during field visits

for various parameters. The parameters like quality monitoring system, availability of

24

laboratories as per guidelines, the periodic inspections carried out by various levels of

staff (JE, SE, CE) and the methodology and standards followed by the PMGSY in

Maharashtra.

2. The quality test methods and frequency standards followed by the DPIU were reviewed

and the formats followed by the quality inspector were evaluated. Comments regarding

the adequacy of the format were done based on onsite experiments and interaction with

PIU officials and SQM. These formats, if found adequate would be used as it is or with

changes for actual testing of on-going roads.

3. Onsite testing was done for two aspects, first, checking the format usage adequately or

not and second, assessing the implementation of quality guidelines and standards. In

each of the sample districts on one of the on-going road, material and workmanship tests

as per SQM standards were done with the help of PIU’s resources. The on-going roads

were tested for the quality by testing of construction quality. Checking the quality

control set up included maintenance of quality control register, testing of material

quality, adequate visits by DE, EE, SQM and NQM.

4. For completed roads or roads under maintenance stage, a separate inspection format was

prepared and used for the four roads in each district selected. The evaluation parameters

were subjective based on visual observation and were linked to maintenance of roads.

For the inspection, the whole road was first travelled in a vehicle and at several points,

visual observations were made and photograph taken.

5. The pavement condition was assessed using ASTM D-643-11 method “Standard

Practice for Roads and Parking Lots Pavement Condition Index Surveys”. Following

the standard guidelines, distress on four roads in each sample district were measured

and a Pavement Condition Index (PCI) for each roads were derived. The method to

derive PCI has mentioned in respective paragraph ahead.

6. In order to check quality and performance of districts, an analysis of SQM and NQM

data on quality at state and district level was done using the secondary data available on

the OMMAS website. Analysis of data was done for performance, based on overall

grading for all works inspected by SQM and NQM from the year 2010 to 30th May 2017.

7. An item wise analysis of SQM and NQM data at district level was done in order to find

out recurring causes leading to grading of road as Unsatisfactory (U) or Satisfactory

Requiring Improvement (SRI). The item wise grading for every road was extracted from

abstract of SQM and NQM inspection data available on OMMAS for all U and SRI

graded works only.

8. A review of Meri Sadak app for grievance redressal on quality of roads was done

through the secondary data available on OMMAS website.

Sampling

A sampling strategy was developed for the primary technical evaluation as mentioned in

methodology point numbers three, four, and five. For technical evaluation of PMGSY roads,

two types of roads, namely, on-going (in-progress) and completed roads were selected in each

25

district with the help of PIUs of each district. The on-going roads were selected in such a way

that road work should not be at an initial stage rather it should be at near completion stage so

that all the aspect of quality with respect all layers can be evaluated. Thus, based on the

discussion with PIU regarding the ongoing works progress, appropriate roads were selected in

six districts namely Parbhani, Bhandara, Yavatmal, Kolhapur, Ratnagiri and Palghar. The

completed roads considered for technical evaluation were for checking maintenance condition

and pavement condition of the roads and these roads must be of different age to get distinct

performance. In each district, four completed roads were selected for maintenance and

pavement condition evaluation. These four selected roads in each district were used for both

socioeconomic and technical evaluation simultaneously. The selection was done on discussion

with PIU keeping in mind sampling criteria for socioeconomic as well as technical evaluation.

The sample roads in each district for both on-going and completed roads are shown on the map

Figure 2.1

Figure 2.1 Map of sample roads for on-going testing as well as maintenance of works

26

2.1 Quality control set up and its implementation

2.1.1 Quality Control System

Quality management in PMGSY, which includes quality checks for every work including

material and workmanship is carried out by three different agencies. Project Implementation

Unit (PIU) at the district level is primarily responsible for the quality of roads. PIU is

responsible to ensure the establishment of site laboratory, workmanship quality and the

frequency of inspection. Visits to the site by PIU staff recommended while the work is in

progress are daily by JE in-charge of work, twice a week by assistance engineer, and once a

week by an executive engineer.

The independent monitoring of quality at the State level has been prescribed under the second

tier, wherein the States are required to monitor the quality of works by the deployment of quality

monitors, independent of the executing machinery. The works are required to be inspected at

three important stages of construction, i.e., formation, pavement construction and finishing or

completion stage. The State Quality Monitors (SQM) should be a graduate civil engineer not

below the rank of SE and must possess field experience of at least five years during last ten

years. The SQM visits are planned by State Quality Controller (SQC) for that State. SQC must

take care of that for every work, there must be atleast one SQM visit at all important stages of

the work at least. Each work is assessed by different SQMs during all its period such as

construction as well as maintenance period of five years as mentioned in guidelines for PMGSY

roads. The role of SQM is to oversee the satisfactory functioning of the quality control

mechanism within the State and at PIU level and follow up the reports and improvements

suggested by NQM to take appropriate actions.

The Third tier is an independent monitoring mechanism at the Central level. Under this tier, the

retired senior engineers termed as National Quality Monitors (NQMs) are engaged in

inspections of roadworks. For a road work there must be one NQM inspection and during the

visit, NQM inspects all the works previously completed but not inspected by any NQM before.

The basic objective of this tier is to identify systemic issues and bring it to the notice of the

executing agency to enable them to take appropriate steps so that the issues are not only

addressed for the work inspected but systemic improvements are also brought in the working

of PIUs. The reports of NQM are closely monitored for the action at all levels. It is mandatory

for the NQM to make observations on the basis of quality control tests or hand-feel tests or

measurements performed under his personal supervision.

2.1.2 Laboratory set up for quality testing

Field laboratory- For any work, a field laboratory must be set up within the first week of the

starting of the actual work and maintained by the contractor. Field laboratory should be nearby

to the construction site and must be fully equipped with all equipments as mentioned in “Quality

Assurance Handbook Volume-II (QAH V-II)” which is adapted from IRC: SP: 20-2002

Appendix 10.2. All the equipments should be adequate and calibrated using standards. There

27

must be a technician who can handle the laboratory. All tests are conducted by the civil engineer

of the contractor in presence of JE/AE.

District Laboratory- There must be one district laboratory where all the equipment related to all

stages of work are present as per the clause 120.1 to 120.7 of the QAH V-II. This laboratory

should be handled by trained technicians and in-charge of this laboratory is an engineer of the

level of assistant engineer. This laboratory takes independent testing of each stage of work and

sends the results to executive engineer to crosscheck results recorded on field laboratory.

Central Laboratory-The Central laboratory should have all equipment as mentioned in clause

number 121.1 to 121.6 of QAH V-II. This includes equipment for sampling, testing of soil,

aggregates, cement, concrete and bituminous mixes. The central laboratory is located at each

division and monitored by a civil engineer of the level of AE.

2.1.3 Technical support for PMGSY

There are different agencies to support the implementation of PMGSY efficiently with technical

guidance at different levels. Indian Road Congress (IRC) and Central Road Research Institute

(CRRI) at central level help out in the preparation of guidelines for implementation, standards

for quality monitoring and techniques for use of new materials. All the standards and procedures

right from designing to the construction of PMGSY roads are adapted from the various IRC

codes. Above all, each state is assigned to an engineering college for technical support and are

called Principal Technical Agency (PTA). Similarly, each district is assigned to a local regional

engineering college for technical support called as State Technical Agency (STA).

Central Road Research Institute (CRRI) - The appropriate work methods for rural road

construction and maintenance using local skills, local materials and light machinery are

developed by CRRI and IRC in coordination with MoRD. Under the sponsorship of NRRDA,

the CRRI is a key partner to provide overall technical support in mainstreaming of the current

technologies in the execution of PMGSY. CRRI also helps out in demonstration project i.e. R

& D projects to identify the need for instruments and evaluating the performance. Thus CRRI

is a key partner to NRRDA for preparation of manuals, hand-outs on current technology and

accredited materials that have successfully used in road construction. The CRRI and other

institutes of academic excellence helped in the capacity building of the PIUs and STAs.

Indian Road Congress (IRC) - The IRC has similar functions as that of CRRI, and in addition,

IRC also provides technical support through developing standard codes for construction of rural

roads. In order to achieve high quality in such roads, the IRC has prepared IRC: SP: 20-2002 –

“Special Publication on Rural Roads” and was solely designed for PMGSY in 2002. IRC

provides guidance to PIUs regarding use of newly introduced technology or materials to PIU.

The list of IRC specifications which are used in rural road construction is given Appendix-III

of book Quality Assurance Handbook V-I by MoRD.

28

Principal Technical Agency (PTA) - There are six Principal Technical Agencies (PTA),

including Indian Institute of Technology (Bhuvneshwar, Kharagpur, Roorkee), National

Institute of Technology, Warangal, Birla Institute of Technology, Pilani and College of

Engineering, Bangalore. These PTAs are assigned specific states in their region to provide

technical assistance to PIUs as well as STAs. Currently, CRRI is assigned to Maharashtra as

PTA after IIT Mumbai backed out its support. The roles and responsibilities of PTA are given

as below.

• To oversee the activities of the State Technical Agencies (STAs) in the region and

advise/ assist in resolving issues that may arise at the time of the scrutiny of District

Rural Road Plans (DRRP) and Project Proposals of the States.

• To organise orientation/refresher programmes to the STA personnel for proper scrutiny

of project proposals.

• To advise Project Implementing Units (PIUs) on any region-specific issues that will

have a bearing on the design, construction and performance of rural roads.

• To design and manage regional training programmes for the engineers of PIUs and

contractors by developing course material for different training modules and acting as

resource persons/ institutions.

• To manage regional quality control system and assist NRRDA with the analysis of

quality monitoring reports of State Quality Monitors (SQMs) and National Quality

Monitors (NQMs). It will also help in identifying and resolving the issues arising out of

Quality Monitoring System.

• To evaluate specifications, practices and the use of locally available materials for

making the proposals cost effective.

• To formulate design specifications for new and innovative technologies.

• To study the gaps in the existing practices in rural roads construction and to identify

areas for R&D. The PTA also assists NRRDA in processing the R&D Proposals and

entrusting the same to the reputed organizations.

State Technical Agency (STA) - There are 77 State Technical Agencies (STA) in India with

more than one STA in each state depending on geographical profile and division in the state.

STAs are envisaged as catalysing agents in the state level rural road programme, in order to

improve the management and execution at the field level. In Maharashtra, there are five STAs

namely Sardar Patel College of Engineering, Mumbai, Govt. College of Engineering,

Aurangabad; Govt. College of Engineering, Pune; Govt. College of Engineering, Amaravati;

and SVNIT, Nagpur. The roles and responsibilities of STAs are as follows

1. Verification of District Rural Road Plan (DRRP) prepared at the district level.

2. Post scrutiny of the core network is done by STA after finalisation of core network by

district panchayats.

3. Scrutiny of Detailed Project Reports (DPR) for any sanctioned road work. While

scrutinising the DPRs STA must ensure

29

a. That each DPR is made on the basis of thorough field investigation. If necessary

additional data may be asked for.

b. STA need to liaise with DPIUs to ensure proper phasing out of the process.

c. That the basic parameters viz, traffic and CBR are properly estimated.

d. That the design is appropriate and there is not overdesigning.

e. Investigate that all possible economics on the use of materials, including soil

stabilisation measures, use of alternative material like fly ash/ industrial waste

etc. have been fully explored and use appropriately wherever possible.

4. Provision of requisite technical support to the State / District Units on its demand in the

design of works involving a special problem. In all “cross drainage” (CD) works, the

PIU shall associate an STA, if the span exceeds 25meters. STA is to be involved in the

routine monitoring work. However, if the project uses new or innovative technology or

R&D project, district PIU may take technical services of STA in studying benefits in

order to make a general recommendation on utility.

5. Undertaking road design and quality control tests for district PIU can be done in the

STA laboratories by sending samples to STA laboratories. STA can cooperate with

other engineering colleges in the vicinity of the project so that routine testing for design

and estimation could be done.

6. Operationalization of training manual prepared by PTA by forming resource personnel

from own or another institute. STA is responsible for conducting training and evaluating

feedback for future training needs. STAs prepare audio-visual training material for

dissemination and use under overall specification and guidance of STA.

The overall set up of the Quality Management System in PMGSY is as shown in Figure 2.2

Figure 2.2 Quality Monitoring System in PMGSY

30

2.2 Findings of the study on quality control setup During the evaluation study, observations were made in order to check whether all the

arrangements are in place or not. A visit to district laboratory was made in each sample district

and an information sheet was shared to know adequacy and capacity building of laboratory

staff. The observation made to check the quality control system’s existence on the field and to

how strictly, and all necessary technical checks were carried or not. The detail observations

made on the field are enlisted below.

1. Every district surveyed had a laboratory at district level setup by PMGSY with all

necessary equipment. The facility is used for all testing of PMGSY roads in the district

as well as other departments. This is a source of revenue for PIU at the district level.

2. Every laboratory has one dedicated engineer as in-charge, who was responsible for all

the test result’s verification. However, on interaction with few site engineers, it was

found that, as they know the test results acceptance range they just put the results or

modify accordingly and pass the tests. Few of the PIU engineer told that only two or

three JE actually know the testing and their standards while, the rest are unaware of the

procedures for conducting the tests.

3. Most of the staff at PIU were Assistant Junior Engineer on a contractual agreement of

six months and almost all hold a diploma. There was no capacity building or training

provided to these contractual staff. NRRDA provides training only to permanent staff

but not to contractual staff.

4. Every project estimate needs to be verified by STA and on enquiring it was found that

every DPR was verified by concerned STA for each and every work.

5. As per the PMGSY guidelines, no payment would be released to the contractor until the

field laboratory is set up on-site with necessary equipments and as a part this quality

arrangement evaluation on all of the surveyed ongoing roads, an observation was made

about the presence of the laboratory. It was observed that for all the inspected works

there was an independent site laboratory established.

6. In Yavatmal, and Bhandara, site laboratories were set up for each road at the

construction site and in districts Kolhapur, Palghar, and Parbhani laboratory was setup

someone's house in the nearby village. However; during evaluation it was observed that

most of the laboratories equipment were arranged for the purpose of inspection and

made available during SQM or NQM inspection only so that the SQM/ NQM should

not grade the item in “Quality Arrangement” in inspection format as “U”. Even SQM

and NQM also grade it as “S” though they know about the equipment were not used for

the test.

7. One of the reasons for setting the laboratory in someone house was that there was lack

of electricity which prohibits several tests which are dependent on electricity.

8. In order to evaluate the SQM’s quality inspection, two visits were made with SQM in

the districts Yavatmal and Palghar. It was found that there was slight flexibility in

acceptance of results though the results are not as per the required standards.

31

Table 2.1 Quality laboratories staff and their capacity building

Sr. No. District Parameter Degree Diploma Total

1 Ahmednagar No. of Engineer 1 1 2

Training Received Yes

2 Parbhani No. of Engineer 1 1 2

Training Received No

3 Yavatmal No. of Engineer 1 1 2


4 Bhandara No. of Engineer 1 1 2


5 Kolhapur No. of Engineer 1 1 2


6 Ratnagiri No. of Engineer 1 1 2


7 Palghar No. of Engineer 0 1 1


Source: Information collected from PIU

2.3 Technical specification and standards followed by PMGSY The Quality standards followed under PMGSY are of Class Q-2 i.e. Normal Quality Assurance

as per IRC: SP:57-2000 standard. The Class Q-2 involve major district roads and other district

roads while Q-1 involves village roads and Q-3 is for the state highways & national highways.

Thus, though the roads built under PMGSY are village roads, standards followed are higher

than that for village roads. For some special project, still higher standards can be used by PIU.

Keeping in mind this class of quality standards, guidelines for PMGSY were prepared. All the

PMGSY guidelines are enumerated in “Specification for Rural Roads-2014”, which in turns

follows all the specifications as per various IRC standards. All the quality checks are to be

confirming to “Specification for Rural Roads-2014 (First Revision). Though PMGSY promotes

the use of the local material in construction, it tries to ensure the qualities of the material by

putting checks. For every material, there is a specification for checking the parameters of the

material which in turn impacts the quality of roads.

Two separate guidelines have been issued by MoRD for quality assurance. First volume details

about quality management system and quality control requirements named as “Quality

Assurance Handbook for Rural Roads Volume-I” (QAH V-I) issued in 2007 and the second

volume namely “Quality Assurance Handbook for Rural Roads Volume-II” (QAH V-II) details

about equipment and procedures for tests. Both the volumes follow the standards provided by

IRC specification and recollects them with simplified observation formats for all necessary tests

to ease site engineers.

The NRRDA, MoRD has issued two separate formats for keeping a record of observations for

quality control tests named as “Quality Control Register Part-I” and “Quality Control Register

32

Part-II”. The Part-I details about testing and record keeping of all observations in the specified

format of all the necessary tests on material and workmanship. Similarly, the Quality control

register Part-II is issued to keep a record of abstract of all the tests that are conducted and

recorded in Part-I. Both Part-I and Part-II need to be maintained by JE of PIU and contractor

combined. All the PMGSY quality tests need to be conducted by following the standard

procedure as per guidelines given in QAH V-I &II and observations were recorded in a specific

format given in Quality Control Register issued by NRRDA. The contractor must follow the

frequency of test that are needed to be conducted in the presence of Junior Engineer (JE),

Deputy Engineer (DE), and Executive Engineer (EE) for given quantity of materials or length

as specified in quality assurance handbook Part-I and II. If the material fails to satisfy the criteria

as per handbook, appropriate actions needs to be taken by the PIUs, example rejecting the

material or improving the quality of the material with alternatives.

The evaluation of this part in the study was done in 3 steps

1) Reviewing the PMGSY guidelines and crosschecking with IRC standards.

2) Checking of the SQM and NQM formats with the filled formats to know adequacy of

the form filled.

3) Checking the actual test results with the formats filled by the SQMs and NQMs.

The following table gives 13 items that a SQM or NQM needs to inspect during their field

visits, followed by details about each item.

Table 2.2 Items for inspection by SQM or NQM during field inspections

Item

No. In Progress Grading

1 Setting Out and Working Drawing S SRI U

2 Site Clearance and Grubbing S SRI U

3 Quality Arrangement S SRI U

4 Geometrics S U

5A Earth Work and Sub-grade in Embankment/ Cutting S U

5B Earthwork Cutting in Hilly/ Rolling Terrain S U

6 Sub-Base S U

7 Base Course - Water Bound Macadam S U

8 Bituminous Layer - Premix Carpet(PMC)/Surface

Dressing(SD) S U

9 Shoulders S SRI U

10 Cross Drainage Works - Causeways of all spans and

Culverts up to 6 m span S SRI U

11 Side Drain and Catch Water Drain S SRI U

12 CC/ Semi-Rigid Pavements and Associated Pukka Drains S U

33

Item

No. In Progress Grading

13 Road Furniture and Markings S U

Overall Grading (Web-generated) S SRI U

1. Setting out and working drawing

The check on road alignment is done with visual observation at all the stages of works. The

method to check the alignment is by setting the benchmark at 250m and centre line with proper

surveying tools. This item can be graded as Satisfactory (S) or Satisfactory Requiring

Improvement (SRI) or Unsatisfactory (U) by checking four parameters visually and if the road

is graded either SRI or U, clear reasons need to be mentioned. The four parameters used to

inspect this item are as follows

1. Whether 4 benchmarks per kilometre are established or not

2. Proper placing of benchmarks

3. Establishment of centerline with reference to marker pegs and chainage

4. Availability of working drawing for the in progress stage

2. Site Clearance and Grubbing

At the starting of the road construction, it is necessary to clear the site and cut all the shrubs and

trees. This item is checked for the only initial stage by inspecting following three parameters.

On grading as SRI or U, it is necessary to give appropriate reasons for dissatisfaction.

1. As per DPR clearing, grubbing and proper disposal of materials removed was done or not.

2. The removed materials were salvaged and reused or not.

3. If the material was reused then it's approximate quantity.

3. Quality Arrangements

The quality of construction as well as the material is important and needs to be checked with a

specific test at a specific frequency. There must be one field laboratory for every site with a

specified number of equipment for necessary tests as mentioned in “Quality Assurance

Handbook Volume-I” by PMGSY. The quality arrangements refer to the adequacy of

equipment for tests to be done at the ongoing stage of construction. Attention to quality is sub-

part of this item in which SQM has to crosscheck the results of tests carried on the inspection

day with the previous tests results and both to acceptable standards as per specification provided

in IRC standards.

1. Establishment of field laboratory is done or not

2. SQM has to check number of equipment are adequate or not and equipment is being used

or not as per the requirement of work

3. Based on the executed quantity of work, whether the mandatory tests on materials were

conducted or not and if conducted, the results were within an acceptable limit or not

4. Quality Control Register Part-I and Part-II was maintained as per the provisions or not

34

This item is graded as S or SRI or U and if it is U or SRI, clear reason must be mentioned in

the SQM inspection format. With the reason of dissatisfaction, suggestions for improvements

also need to be mentioned in this form so that PIU can take action to address the issue.

4. Geometrics

It’s mandatory to quality monitors to take at least two measurements in 1 km length of the

inspection length measuring geometric properties such as carriageway, roadway, and camber.

If it is found that the width of roadway or carriageway is inadequate, SQM may take more

observations. In the geometric item, following number of observations are mandatory:

1. Roadway width (m)

2. Carriageway width (m)

3. Camber in %

4. Superelevation

5. Extra widening at curves

If any of the above found unsatisfactory SQMs can check at more than two observations. If the

problem persists in other tests they can give grading to this item as U. There is no intermediate

grading for this item as like above items. SQM can grade this item either S or U. If it’s U, SQM

should mention the reason and suggestion for improvement in the space provided in SQM

format so that it can be checked that the problem is addressed or not, through the Action Taken

Report (ATR).

5. Earth Work and Sub-grade in Embankment/ Cutting

After the alignment of the centre line and Setting out working drawing, earthwork starts either

in the form of cutting or embankment depending on the formation level & the ground level.

Where ground level is above formation level there is need of cutting and where ground level is

lower than that of formation level there is need of filling/ embankment. This item includes

preparation of sub-grade with proper compaction in order to achieve requisite strength and item

is inspected under five main observations as explained below.

• The quality of material for embankment/ sub-grade: The material used for subgrade in

embankment may be loose material. Visual observation can be made to ideentify the

class or group symbol used material and quality is checked for its acceptability at

specific distance on the road.

• Workmanship for embankment and subgrade construction: With respect to specific

chainage i.e. Reduced Distance (RD). It is mandatory to check the quality of

workmanship by conducting a test of “Mean Dry Density (MDD)” in kN/cum.

Measuring field moisture content and degree of compaction in terms of field density

and dry density and checking it with acceptable limits specified in standards.

• Side slopes and profile: at embankment or cutting, the side slopes must have a proper

gradient as per the soil type and cutting area. Side slope is checked by visual observation

35

or by measuring side slope. Profile of road i.e. longitudinal as well as the transverse is

observed and graded S or U.

6. Earthwork cutting in Hilly/ Rolling Terrain

A special attention to earthwork in Hilly/ Rolling terrain or in the case of the high embankment

stability of cut sloped needs to be observed to avoid slide of the wedge. If the slope is not given

properly in the case of cutting, then whether adequate slope protection works executed or not

needs to be checked. In Hilly/Rolling terrain, attention needs to be given to formation width so

that traffic can be accommodated. As per geometric design standards for rural roads in Hilly

terrain, the longitudinal slopes must be maintained properly. Thus, by measuring side slopes,

observing slope protection works and longitudinal slope item is graded either S or U.

7. Sub-Base

Sub-Base is the second layer of road component from the bottom. After preparation of the

subgrade by compaction, a second layer is overlaid on it called as Granular Sub-Base (GSB).

Sub-base consists of gravels of size around 40mm to 90mm. Gravels must satisfy strength

characteristics such as impact value, abrasion resistance, and particle size distribution. The

suitability of GSB materials with respect to plasticity needs to be checked by SQM. Apart from

the material properties, other parameters like compaction and thickness of the layer are

measured by SQM/NQM and cross-checked as per DPR and standards required.

8. Base Course - Water Bound Macadam

The third layer from the bottom is the Base Course which is made of “Water Bound Macadam

(WBM)”. This layer is compacted with a sprinkling of water and made watertight thus called

Water Bound Macadam. This course is laid in two layers WBM-1 and WBM-II, with the

gradation being different in these layers. WBM-I is overlaid by WBM-II. WBM-I is with

coarser materials while WBM-II is of finer materials. SQM inspection includes the following

observations.

• The grain size analysis of course aggregate is done by taking a random pit of 50cm X 50cm

on the constructed or in progress road. The liquid limit and plasticity index testing is done

with the frequency of one test per km.

• Compaction of this layer is equally important as that of sub-base and sub-grade. This is

checked by taking a pit as mentioned in above point and volumetric analysis is done by

refilling in the same pit or a wooden box with the aggregates obtained from pit and based

on observation about % filling the adequacy of aggregates is checked.

• After compaction, the layer thickness of every layer i.e. WBM-I and WBM-II is measured

and crosschecked with design as per DPR. Layer thickness readings needs to be taken at

least two per kilometre by the quality monitors.

• The surface evenness can be checked with a straight edge and is acceptable if within the

permissible limit for that layer, or else required improvements are to be suggested. In the

case of roads not topped with bitumen, this would be the final surface course thus proper

compaction and surface evenness is very important in such cases.

36

• As the base course is overlaid with the bituminous course it must be free from dust. Thus,

cleanliness is important in order to integrate these two layers properly. Cleanliness should

be observed properly prior to application of bituminous layer.

9. Bituminous Layer - Premix Carpet (PMC)/Surface Dressing(SD)

• This is the top layer of the bituminous road and may contain prime coat, tack coat, Premix

carpet and surface dressing. In order to place Slow Setting (SS) or Rapid Setting (RS)

bitumen emulsion above WBM-II care should be taken to maintain cleanliness.

• The bitumen spraying in two layers named as tack coat and prime coat at a particular rate

on the WBM-II is done in order to plug the capillaries in WBM and provide a hard surface.

These two layers bind the loose particle on WBM and help to put the two layers i.e.

bituminous and WBM layers intact. These layers are to be observed in the field while

digging the pit.

• The gradation test for course aggregates which are used in PMC or SD should be done if

the work is in progress. For completed works, this test is not possible due to the setting of

bitumen and smaller aggregates.

• The grade of bitumen must be verified as per DPR and temperature at the time of placing

should be checked. This observation can be made only if the work is in progress.

• For completed PMC, bitumen extraction test should be conducted in order to find out the %

of binder bitumen added to the mix. The frequency of this test is one per kilometre and

should be checked with DPR design specification.

• Finally, the thickness of the PMC is checked for ongoing works by measuring using a scale

or a tape and for completed works by making a pit of size 50cm X 50cm thickness and

measuring using a scale or a tape.

• Being the final and topmost layer of road construction, the surface evenness should be very

good and is to be measured with a straight edge and visual observation and is graded as S

if acceptable or else graded as U with a suggestion for improvements.

By observing all the above observation SQM can grade the item as S in case all the observations

are within acceptable limit else graded as U with proper comments in the space provided. There

is no SRI grading for this item as like above items.

10. Quality of Shoulders

Shoulders are the side parts of carriageway which are used by vehicles for emergency purpose.

However, in the case of village roads as the width is the only 3.75m, the shoulders can be used

for crossing and overtaking purpose. Shoulders with a proper slope help to drain out the water

from the carriageway. As shoulders also bear the vehicular load, they must be prepared with

proper compaction and graded layers. While checking the quality of shoulders the SQM should

verify the thickness of layers laid under the shoulders, materials used in the shoulder are

acceptable or not and degree of compaction is adequate or not. To check the consistency of

shoulders with sub-base and base it is required to observe whether the shoulders were

37

constructed simultaneously with sub-base and base course. Based on these four observations,

the item is graded as S or SRI or U with proper reasons if not satisfactory.

11. Cross Drainage Works - Causeways of all spans and Culverts up to 6 m span

Cross drainage works are provided wherever necessary with proper causeways and culverts.

SQM should check the proper slope of culverts and note down type of Cross Drainage (CD)

work. The quality moniters should check the quality of materials used for construction is

acceptable or not as well as the quality of workmanship is acceptable or not. If the items are not

satisfactory, SQM/NQM should mention the reason for grading as SRI or U.

12. Side Drain and Catch Water Drain

This is an integral part of CD works. SQM should observe chainage of the side drains and their

proper integrity with CD works. The material quality used for construction and workmanship

of construction is checked and noted in the inspection format. Based on observation, the item

can be graded as S or SRI or U.

13. CC/ Semi-Rigid Pavements and Associated Pukka Drains

The PMGSY policy guidelines suggest that the stretch of the road which passes through the

village should be constructed with cement concrete. This provision is made in order to restrict

road excavation activity for piping and small works in the village by villagers. SQM should

observe the appropriate width of the carriageway, side drains build with rigid or semi-rigid

materials and thickness of the rigid or semi-rigid pavement. As like other items, this item should

also be inspected for the acceptability of material quality used and workmanship quality during

construction and should be graded as either S or U with appropriate comments.

14. Road Furniture and Markings

From the safety point of view, there should be mandatory cautionary sign boards denoting the

sharp curves, slope or anything that is pertinent to the safety, with proper visibility. There must

be 200m stones and one-kilometre stones properly placed at a right distance in the visible range.

Guard stones fixed at curves and logo board must be fixed. There must be a main information

board and citizen information board placed properly in the local language. If anything above

mentioned is not there the item can be graded as U with appropriate reasons else it was graded

as satisfactory.

15. Overall Grading

SQMs are provided with one application on their mobiles with unique login ID and password

through which they need to enter data online. They have to enter the abstract of grading for

each item in the form of S or SRI or U as per items requirement through the mobile for specific

work, for specific chainage. Photos of the road should also be clicked and uploaded with GIS

coordinates for the roads for verification purpose. The portal Online Monitoring, Management

and Accounting System (OMMAS) handles all the data and make it accessible online to all.

The overall grading is calculated by the application in the mobile, based on the grading of the

items for that work. If one of the items is graded as U, the overall grading comes out to be U.

38

Similarly, there is some algorithm in which if more than some number of items are graded as

SRI the overall grading comes out to be unsatisfactory. If minimum one item was SRI and no

U items, overall grading comes out to be SRI.

2.4 Findings of the study on quality monitoring 1. The format is adequate enough to cover all the necessary inspection regarding quality

and other parameters such as progress, delays, etc.

2. The grading scale i.e. three scale pattern for the items doesn’t represent the intensity of

performance and attention towards the quality of construction and thus most of the PIU

suggested it should be on the scale of 1 to 10 instead of S or SRI or U based on intensity

and repairability.

3. On discussion with SQMs and PIUs, it was observed that most of the other items except

pit test fit the acceptance criteria given by IRC standards. Pit test and grading of

aggregates usually fail. There is no strict rule or limit for exceedance of percentage

passing through sieves, the acceptance depends on SQM/NQM as few accept the

variation and grade as S and few grades as U without accepting variation. The

experienced SQMs during our field visit accepted the results that were varied from

standards and graded works as S by stating the reason that due to compaction, the

grading of aggregates change and there is variation of 10-15% depending on compaction

equipment used and number of rolling trips and other parameters. Thus, there is a

necessity to fix and reform standards for aggregate grading standards based on actual

field experience in different regions and for different types of materials.

2.5 Actual testing of on-going works Pavement construction involves a lot of materials as well as various methods of construction.

The performance and serviceability of road through its life is much dependent on construction

quality and thus there is need to pay attention towards construction quality. The construction

quality can be achieved and maintained by the testing material quality and workmanship

quality. There are too many materials used in the construction of a road including asphalt,

aggregates, rock, soil, cement and so on. Each of the materials need to possess few characteristic

properties and the norms for each of them are given in IRC codes. All such materials testing

standards were identified and current quality control setup was studied and we found that

PMGSY has its own three-tier quality control setup in which actual quality testing is done on

in-progress roads as well as completed roads with specific guidelines. The SQM format which

has been given in and discussed in earlier section is used to inspect the on-going roads. The in-

progress roads which were identified using sampling criteria described in the sampling section

of this chapter are summarized in Table 2.3.

Table 2.3 Details of ongoing roads selected for inspection

District Road Name Sanction

Year

Stage of

Construction

SQM

inspections &

NQM

Grading

39

Grading

Parbhani SH221 to Moregaon to

Brahmanwadi

2014-15 Completed Five-S and

One-SRI

Two-S

Yavatmal MRL22-MDR 38 To

Beldari Road

2013-14 Completed Four S and

One SRI

One-S

Bhandara NH06 Pimpalgaon to

Khainy Ralegaon Road

2013-14 Completed Two-S and

One- SRI

One-U

Kolhapur T14-Nandgaon Nagav

Vadakshiwale Chuye

To Kavannne Road

(ODR186)

2013-14 In-Progress Two SRI and

One S

No

Ratnagiri SH-167 Wadilimbu to

Baudhwadi to VR1

Approach road

2013-14 Completed Three S One-S

Palghar T05-Vavar Wangani

Jamsar Nyahale bk Sh

30 Nyahadi kh Adoshi

Khodala Road

2013-14 Completed Three S One-S

S-Satisfactory, SRI-Satisfactory Requiring Improvement, U-Unsatisfactory

By using the SQM format for inspection of works six roads in six district were inspected. In

Yavatmal, the roads are inspected with SQM named Mr. Kotambkar, and one formal discussion

was held with him as he was a retired engineer having a lot of experience in the road sector. On

that day two roads were inspected and only one is put forth in this report in order to maintain

uniformity of sample.

In Palghar district, accompanying with the SQM; Mr. Prakash Konde, inspection on the

completed road was carried out. On all another roads, independent inspections were carried out.

The results of all the roads were expressed in a concise form in the Table 2.3. All the

observations with respect to all the items inspected are discussed below.

2.6 Findings of the inspections on ongoing roads 1. Of the 6 roads surveyed in this study using the SQM format, it was found that 5 roads were

S (satisfactory) while one road in Kolhapur was SRI (satisfactory requiring improvement).

The Kolhapur road (T14- Nandgaon Nagav Vadakshiwale Chuye to Kavannne Road

(ODR186)) was SRI on account of four items, namely sub-base, shoulders, side drain and

U (unsatisfactory) on road furniture and markings. Thus, 83.3% of on-going roads surveyed

in this study were satisfactory.

2. In Kolhapur district, road visited was in progress and shoulders were not compacted yet. It

had rained the day before our inspection and hence, density tests were not conducted. The

thicknesses of different layers were found adequate but there was no proper embankment

and as it was sugarcane belt the low lying area was waterlogged. During the test pit due to

40

improper drainage on both sides, water was oozing out from test pit. Even the grading was

also varied too much from standards. And there was a need for improvement suggested by

SQM and NQM in alignment and embankment.

3. In case of Parbhani district for the on-going road surveyed, where all the observations were

made independently except test pit without the SQM accompanying, it was found that the

roads was just completed and all the set-up was moved by the contractor. As there was

SQM visit in the next 2-3 days, a separate test pit was not conducted as for the same road.

It was found that the quality of construction was good and all other items were graded as

“S”. Subsequently, the SQM also graded all the works as satisfactory and overall grading

as satisfactory.

4. In case of Yavatmal district, one of the roads selected for study (inspected along with SQM)

failed in sieve analysis largely as the road built was at WBM layer and work had stopped

from last two years due to delay in fund release from NRRDA. The traffic on the road

caused variation in grading and accumulation of dust on the road. Thus, this road was not

evaluated as it was an outlier. However, it is important to note that on time release of funds

is very crucial for building good roads. In case of the second road (MRL22-MDR 38 To

Beldari Road), all the tests were satisfactory except that approximately 200 meters from the

start of road, near the village where the roads was concretised, where a sharp curve was

present, there was negative superelevation. It was observed that no SQMs or NQMs (5

SQM inspections and 1 NQM inspection) has graded the road as U. However, the SQM

who was accompanied with in the current study suggested for improvement in

superelevation. Moreover, there was very less deviation for aggregate grading from

standards and on discussion with SQM, it was told that the issue was with the hand broken

aggregates and hence was accepted as it is and graded as satisfactory.

5. In Bhandara district, where the study did independent inspection (without SQM), it was

found that the quality of surface finish as very good and even grading was very close to the

standards. A little variation was there and this was due to compaction and traffic over this

road after construction. All the other tests were satisfactory. All the signboards CD works,

and CC drainages were satisfactory.

6. In Ratnagiri district the visited road (SH-167 Wadilimbu to Baudhwadi to VR1 Approach

road) was around one year old and it was observed that all other tests were satisfactory but

at the first test pit it was found that there was no proper thicknesses of layers, as it was

already compacted due to traffic for one year. Hence, a second test pit was taken to confirm

the thicknesses. The same difference in was observed in thickness layers in both the pits

and the grading of aggregates in Ratnagiri district also deviated slightly from the standards.

7. In Palghar district, the road visited was Vavar to Vangani (T05-Vavar Wangani Jamsar

Nyahale (bk) SH 30 Nyahadi kh Adoshi Khodala Road) and it showed all the parameters

satisfactory except shoulders, which needed to be properly sloped before monsoon, which

contractor had agreed to do and instead of grading it as SRI or U, the SQM accepted it and

graded it as S. It was noticed that such type of bias happens in case of SQM but not in case

of NQM.

41

Table 2.4 Abstract of items for quality inspection for ongoing roads

Sr.

No.

Item Parbha

ni

Yavatm

al

Bhandar

a

Kolhapu

r

Ratnagi

ri

Palgha

r

1 Setting Out and

Working Drawing

S S S S S S

2 Site Clearance and

Grubbing

NA NA NA S NA NA

3 Quality

Arrangement

S S S S NA NA

4 Geometrics S S S S S S

5A Earth Work and

Sub-grade in

Embankment/

Cutting

NA NA S S NA NA

5B Earthwork Cutting

in Hilly/ Rolling

Terrain

NA NA NA NA NA NA

6 Sub-Base NA S S SRI S S

7 Base Course -

Water Bound

Macadam

NA S S S S S

8 Bituminous Layer -

Premix

Carpet(PMC)/Surfa

ce Dressing(SD)

S S S S S S

9 Shoulders S S S SRI S S

10 Cross Drainage

Works - Causeways

of all spans and

Culverts up to 6 m

span

S NA S NA NA NA

11 Side Drain and

Catch Water Drain

S S S SRI S S

12 CC/ Semi Rigid

Pavements and

Associated Pukka

Drains

S NA S NA NA NA

13 Road Furniture and

Markings

S S S U S S

Overall Grading S S S SRI S S

Where S=Satisfactory, SRI=Satisfactory Requiring Improvement, U=Unsatisfactory, NA=Not

Applicable

Recommendations

42

1. The SQM format as of date contains 3 grading. There is the necessity of reforming the

SQM format and make it graded on the scale of 1 to 5 or 1 to 10 with proper standards

and acceptance limits so that there would be fewer chances of bias which depends on

the SQM’s perception about acceptance of results that varies from standards. The SQMs

with field experience have a tendency to accept the variations while those from

academic experience tend to be strict. This variation can be represented in a better way

if the SQM grading is made on Likert’s scale or of one to ten scales with specific

deviation from standards.

2. There is a necessity to separate out grading of works based on structural parameters and

other parameters such as signboards, road furniture etc. as it affects overall grading of

the work.

3. The tests covered under the SQM/NQM formats are time-consuming and need to be

upgraded to automated and quick tests that are uniform across all districts.

4. Grading of material related items need reforms as acceptance percentages for test pit

varies a lot in various regions. New acceptance criteria or new scale can be developed

based on the region-specific material, geographical condition and compaction

methodology by collecting and analyzing actual test results found in each district.

5. There was no seriousness about on-site laboratory as equipment arrangement was made

on the day or one day before SQM and NQM visit in any districts. Most of the

laboratories were in someone’s house in the village on the road for mere showing

purpose. The equipment seems to be not used many a times, and the SQM/NQM

accepting it as satisfactory. The equipments from districts laboratories equipment were

used for testing the materials on the day of SQM or NQM visit as the contractor's

equipment was not capable of conducting the tests.

6. On interaction with PIU of Parbhani and Ahmednagar, it was found that very few

contractors have their own engineer rest all have the only supervisor. There are very few

contractors who have their own engineers and it is necessary to make policy for staff

availability from contractor side who can stay on site and supervise.

7. “Usually SQM has a tendency to accept the recoverable errors due to systematic errors

like biasing but this is not easy in case of NQM and thus there is the necessity of more

frequent inspection of NQM to each and every road,” said one of the SQM

43

Figure 2.3 Inspection of Long Span Bridge in Parbhani district on ‘SH221 to Moregaon to

Brahmanwadi’ (date 25th May 2017)

Figure 2.4 Testing thickness of WBM layer on ‘Pimpalkauda to Nandgaon T2 Road’ in

Yavatmal District (date 30th May 2017)

44

Figure 2.5 Field density testing on ‘NH06 Pimpalgaon to Khainy Ralegaon Road’ in

Bhandara district (date 31st May 2017)

Figure 2.6 Aggregate grading on ‘T14-Nandgaon Nagav Vadakshiwale Chuye To Kavannne

Road (ODR186)’ in Kolhapur district (date 8th June 2017)

45

Figure 2.7 Thickness of different layers on ‘SH-167 Wadilimbu to Baudhwadi to VR1

Approach road’ in Ratnagiri district (date 12th June 2017)

Figure 2.8 Road Width, Carriageway Width inspection on ‘T05-Vavar Wangani Jamsar

Nyahale bk Sh 30 Nyahadi kh Adoshi Khodala Road’ in Palghar district road.(date 21st June

2017)

46

2.7 Maintenance of roads

After the construction of a road, the contractor is liable to maintain it for five years as per

contract guidelines by PMGSY. Maintenance involves clearing and maintaining shoulders,

drains cleaning, potholes filling etc. A tentative budget is estimated and kept aside for each road

for maintenance purpose and the SQM and NQM inspections are made on such roads up to five

year maintenance period. After five years, the road is handed over to Public Works Department

(PWD) after resurfacing. Pavements are continuously deteriorating and hence reduce in asset

value. Though, after 10 years, the value of pavement is zero, if maintained well, it will save a

lot of rehabilitation or reconstruction cost. Keeping in mind the importance of maintenance of

roads, simple visual observations the condition of the road and how well completed roads were

maintained were made on the selected road for both socioeconomic studies as well as

maintenance evaluation. Four roads in each district with a total of 28 roads were inspected

visually for maintenance and their physical condition, the details of which are given in Table

2.5

The parameters observed for maintenance and physical condition are not only related to

maintenance activities but also gives details about geometrics for the physical condition are a

bit different from SQM and NQM format provided as it is any one's liability after five years.

Thus, the parameters like camber, side shoulders, side drains, longitudinal profile, extra

widening, embankment, road surface, and super-elevation etc.

47

Table 2.5 Observations made on the roads for maintenance of road

District Road Name Connectivity Age

Maintenance

activity for

pavement

Cam

ber

Super

elevation

Extra

widening

Side

shoulders

Side

drains

Embank

ment

Road

surface

Longitudinal

Profile

Ahmednagar

Parner ODR 131 to Kutewadi New

Connectivity 2.56

No activity S NA NA S S S S S

Parner Hunga – Mungashi New

Connectivity 8.67

Yes S NA NA S S S SRI S

Ahmednagar Gundegaon to

Dhawadewasti

New

Connectivity 5.08

No activity S S S S SRI S S S

Ahmednagar Pimpalgaon Kauda -

Hivarebazar Upgradation 5.08

No activity S S S S S S S S

Parbhani

Parbhani SH44-Ithlapur Deshmukh

Raipur Road Upgradation 7.86

No activity S NA NA SRI SRI S SRI S

Palam SH 219 to Wadi (kh) New

Connectivity 10.12

Yes S S S SRI SRI S SRI S

Palam MSH 2 to Puini Adgaon

Wanbhujwadi Road Upgradation 7.82

Yes S NA NA SRI SRI S SRI S

Palam MSH 3 to Ramapur New

Connectivity 10.95

Yes S S S S S S SRI S

Yavatmal

Kalamb MDR 14 to Mategaon New

Connectivity 11.84

Yes S S S SRI S S S S

Kalamb MSH 3 to Sonegaon to

Wandli road Upgradation 9.09

Yes S NA NA U U S U S

Kalamb MSH 3 to Aloda Road Upgradation 9.18 Yes S S S SRI S S S S

Darwa Wagad (Bk) to Rajivnagar New

Connectivity 13.51

No activity S NA NA SRI SRI S SRI S

Bhandara

Bhandara Garada (Jangli) to Garada

(Bk) Upgradation 6.09

Yes S S S S S S S S

Bhandara SH 271 Bhandara to Warthi

SH 271 Upgradation 4.67

Yes S S S S SRI S S S

48

Tumsar Tumsar to Pipra Road Upgradation 6.09 No activity S S S S S S S S

Pauni MDR 35 to Chichal Chakra

Adyal Upgradation 2.19


Kolhapur

Shahuwadi SH 125 to Nandgaon

Sonurle Patilwada Upgradation 6.09

No activity S S S SRI SRI S S S

Shahuwadi MDR 9 to Parli New

Connectivity 10.09

No activity S S S S SRI S S S

Bhudarghad SH 120 to Tiravade

Devulwadi Devarde Upgradation 5.67

No activity S S S SRI SRI S U S

Bhudarghad Patgaon to Bhatwadi New

Connectivity 10.09


Ratnagiri

Sangamesh

war Pochari to Fungus Upgradation 7.92


Sangamesh

war

MDR 33 Dingani Agarwadi

Khadewadi to Guruvwadi Upgradation 6.09


Sangamesh

war

Dhamapur TF

Sangmeshwar to

Bhayjewadi Rautwadi

New

Connectivity 8.92

No activity S S S S S S SRI S

Guhagar Pacheri Agar Ramnewadi New

Connectivity 8.75

No activity S S S S S S U S

Palghar

Palghar NH 8 to Bahirifonda New

Connectivity 1.99


Palghar Valve to Chipatpada Road New

Connectivity 5.92

No activity S S S SRI SRI S U S

Jawhar SH 28 to Sagpani Pachgud

Road

New

Connectivity 5.92

No activity S S S S SRI S U S

Jawhar Jamsar - Kharvand Nyahale

BK to SH 30 Road Upgradation 8.01


Where S=Satisfactory, SRI=Satisfactory Requiring Improvement, U=Unsatisfactory

50

2.8 Findings of study on the completed roads

1. Among the 28 roads surveyed, only four roads were within maintenance period while

rest of the roads were handed over to PWD. However, in Yavatmal, PMGSY

PIU/MRRDA are still maintaining the roads.

2. Due to budget constraint in Yavatmal’s PMGSY PIU/MRRDA, they has not been able

to restore the heavy damage caused due to excessive usage by sand mining trucks on

Aloda and Wandli road.

3. Of the 4 roads surveyed in Ahmednagar district, 3 were satisfactory and good in all

aspects except the road to Mungashi. On the road to Mungashi there was some pavement

cracking and pavement worn out near river bridge and at several sections. Also, as there

are no proper drains on both sides at several sections for the road Gundegaon to

Dhawadewast, there is the necessity of clearing drains though it is not a heavy rainfall

area.

4. Roads in Parbhani were too old (between 7 and 11 years) and were not resurfaced after

5 years (end of maintenance period) and hence had a bad pavement condition. On

Ithlapur Deshmukh road there are no proper side shoulders due to unavailability of land.

5. A similar situation of pavements is there in the Yavatmal district where the age of the

roads is between 9 to 13 years especially the road Sonegaon to Wandli and Wagad (Bk)

to Rajivnagar which are not maintained properly. The Sonegaon to Wandli road of 1.75

km which was built by PMGSY (total road length 3-3.5 kms, partly built by ZP/PWD)

was found to be in very bad shape except the approximately 0.7 km portion which

PMGSY had rehabilitated.

6. In Bhandara district all the 3 roads are in very good condition except Warthi road which

has a few potholes and rutting though few potholes were filled.

7. In Kolhapur district, all the 4 roads surveyed showed that the pavement condition is not

bad. Due to lack of land availability for side shoulders it was observed that the roads

had very small shoulders and side drains were not properly maintained. People in the

district are a reluctance to give land and there are no side drains as it is sugar belt of

India.

8. Ratnagiri roads (4 numbers surveyed) were found 2 were in good condition. The road

connecting Devulwadi had damaged surface at most of the places while the

Ramanewadi road was totally warned out due to rainfall and needs resurfacing.

9. In Palghar district two roads are good in condition i.e. Radhanagari and Bahirifonda but

other two roads are bad in the condition in many aspects such as side shoulders, side

drains and road surface.

2.9 Condition of pavement The prioritization of roads for upgradation in PMGSY-II is done based on two parameters i.e.

one is Pavement Condition Index (PCI) and second is Growth Centres rank. The standard for

PCI in PMGSY is found as per the IRC standard designed for the gravel roads in the year 1988.

51

The PCI is calculated on a scale of one to five. Lower the PCI, the pavement condition is bad

and higher the priority for upgradation road will i.e. road with PCI one is preferred over road

with PCI with two for prioritization. After PCI parameters, the growth centre’s rank, is

considered i.e. higher the rank higher is the priority for upgradation.

In PMGSY, the road condition is assessed based on the three parameters, namely driving speed,

driving comfort and visual inspections. All the three parameters are subjective rating and are of

the Class-IV1 method. In such cases, there are chances of getting systematic2 errors such as

Leniency error, Halo effect and central tendency error. Such errors lead to variation in rating

person to person due to inspector’s perspective. The three parameters with a tentative rating

scale of one to five is given in Table 2.6. Final condition of the road is calculated based on the

average of all in the form of a scale of one to five with one becoming the worst and five

becoming good.

Table 2.6 Road Condition Survey as per PMGSY guidelines for rating PCI

Driving Speed Driving Comfort Visual Inspection

Speed PCI Comfortableness PCI Visual PCI

Over 40 kmph 5 Smooth & pleasant ride 5 Very good 5

30 to 40 kmph 4 Comfortable 4 Good 4

20 to 30 kmph 3 Slightly Uncomfortable 3 Fair 3

10 to 20 kmph 2 Rough & Bumpy 2 Poor 2

Less than 10 kmph 1 Dangerous 1 Very Poor 1

Source: Methodology of determining Pavement Condition Index, Annexure 14.7, Operation Manual PMGSY

MoRD 2005

In actual practice, the PCI is rated by JE at the district level using any vehicle available (either

four wheeler or two-wheelers). Most PIUs were requested to do PCI survey of whole network

in the district in a week or two and due to constraints of the time and funding, it is not possible

to survey the whole network. Thus, most of the PIUs either visit the respective road using a

two-wheeler or rate it based on their previous visit. The staff at PIU are no trained for visual

inspection and hence the observation can vary as per the inspector’s perception. Currently,

PMGSY has the data on PCI in Maharashtra only for the year 2013-14 and rest years is not

updated. However, for prioritization as well as for maintenance it is necessary to measure the

distress on roads. Therefore there is a necessity to adopt an alternative methodology for PCI.

An attempt is made to find out the PCI rating as per ASTM D-6433-11 for the visited roads in

the current study.

PCI as per ASTM D-6433-11

The American Society for Testing and Materials (ASTM) has defined a method to measure the

condition of the road in numerical form. The rating scale is from 0 to 100, where zero defines

the worst condition and 100 defines the good condition of the road. In this method, all the

52

distresses on the road were identified i.e. there are total 19 distresses available for asphalt road

which needs to be measured. According to this method, each distress has some impact on the

condition of the road and depending on the quantity and severity level of each distress some

deductions were made from 100 calculated from graphs given in the standard code. Deduced

value shows how much a particular distress has an impact in numerical form in reducing the

quality of road from 100 (Good). After all such deduction due to all distress, the remaining

score gives the road condition in a numerical form which is then categorised into qualitative

form as given in the standard. The parameters considered for asphalt roads are enlisted in Table

2.7.

Table 2.7 Asphalt pavement distress parameters as per ASTM standards.

Sl. No. Distress Unit of

Measurement

Distress

severity

1 Alligator Cracking Square meter Yes

2 Bleeding Square meter Yes

3 Block Cracking Square meter Yes

4 Bumps and Sags Linear meter Yes

5 Corrugation Square meter Yes

6 Depression Square meter Yes

7 Edge Cracking Linear meter Yes

8 Joint Reflection Cracking Linear meter Yes

9 Lane /Shoulder drop off Linear meter Yes

10 Longitudinal and Transverse Cracking Linear meter Yes

11 Patching and Utility Cut Square meter Yes

12 Polished Aggregates Square meter No

13 Potholes Number Yes

14 Railroad Crossing Square meter Yes

15 Rutting Square meter Yes

16 Shoving Square meter Yes

17 Slippage Cracking Square meter Yes

18 Swells Square meter Yes

19 Weathering/ Ravelling Square meter Yes

Source: ASTM D-6433, 2011

The detailed procedure followed to find out the PCI is summarised below with proper sampling

and of the sections. All the distresses, their severity and measurement method were reviewed

and followed for all the roads selected in this study. However, all the distressed were not

measurable through visual observation and by manual means thus it was necessary to adopt

some automated tools by PMGSY such as roughness measuring equipment.

53

Sampling

As per ASTM D-6433 for pavement condition index sampling is based on the 95% confidence

interval. The survey area is divided into equal sections of size more than 2500 ft2. From the

population of a number of such samples, few sections were selected based on the expected

standard deviation of 10 and standard error of 5 points on a score of 100 point PCI. But the

procedure followed for sampling was as per Clause 7.6 of the ASTM D-6433-11 which suggest

covering of the one sample up to five total samples, two samples for six to ten samples and

three for 11 to 15 sample unit. While selecting a number of samples care was taken to cover

10% of roads area. All the samples were taken in such way that that should be a representation

of the whole road. In our study sample unit selected was of length 150 m and depending on the

width of 3m or 3.75 the area varies.

A total of 20 roads has been inspected for the purpose of pavement condition indexing in detail.

The roads selected for socioeconomic study were inspected for PCI rating. Four roads in

Palghar district were not surveyed due to monsoon. Apart from this in Ahmednagar district the

road to Kutewadi and road to Hivarebazar doesn’t have any noticeable distresses and are good

in condition was also exempted from inspection. Similarly, in Yavatmal district road connecting

to Rajivnagar (Bk.) is not inspected because of time constraint during our field and the condition

of the road was completely warned out. The road in Bhandara district i.e. road to Chichal chakra

is only 1.5 years old and there was no any identifiable distress on the pavement which was in

good condition thus sections were not taken on this road. However, on the 20 roads listed below

the total of 39 sample sections were taken and distresses were measured manually. Each section

was of 150 m length and usually taken at identifiable places such as kilometre stone or 400m

stone in order to avoid bias and for future deterioration studies. The distress data collected using

a format which is attached in Annexure-III and total distress data is available in master table

attached in Table 6.1The detailed procedure followed for calculation of PCI as per ASTM D-

6433-11 was as follows.

1. Each section was of 150 m length and was divided into 30 sub-sections to measure and

record distress area. The length of each subsection was of 5 m.

2. On each such 5-metre length subsection distresses were measured in terms of respective

units as per their severity level and noted down.

3. All the calculations were made on finding out total distress quantity in each section on

any roads.

4. Total distress was added in respective severity levels and divided by total area of sample

and then multiplied by 100 in order to get the distress value in percentage

5. Based on graphs provided for each type of distress in ASTM D-6433, a deduct value for

each distress was determined.

6. Maximum Corrected Deduct Value (CDV) was determined using the separate procedure

as mentioned below.

54

7. If none or only one deduct value was greater than two, the total value was used in place

of maximum CDV in determining the PCI; otherwise, maximum CDV maximum CDV

is determined by an iterative process as below.

8. List all the deduct values in descending order and determine allowable number of

deducts, “m” from equation

𝑚 = 1 + (9

98) (100 − 𝐻𝐷𝑉) ≤ 10 Where HDV is highest deduct value.

9. Now the total number of Deduct Values (DV) was reduced to “m” including fraction. If

deduct values are less than “m”, all the values are used.

10. Now maximum CDV was determined iteratively by reducing one value from m and the

last deduct value to two using curve maximum CDV vs. “q” number of deducts.

11. For determining maximum CDV a sum of all the deduct values was required and “q”

number of deducts which will go on reduction in iteration till it goes to one.

12. By obtaining maximum CDV in each iteration, find the highest value of maximum CDV

and calculate PCI for that section by deducting this Maximum CDV from 100.

13. This is the PCI of the section which can be corrected for multiple severity cases for

more accuracy.

14. For a road’s PCI, an average of all the sections PCI was done.

Table 2.8 Sample roads for the PCI rating

Sr.

No. Road Name

District

PCI Rating

1 Pochari - Fungus Ratnagiri 72.5 Satisfactory

2

Dhamapur Tf. Sangameshwar - Bhayjewadi

Rautwadi

Ratnagiri

38 Very poor

3 MDR-33 Digani Agarwadi Khadewadi Guravawadi Ratnagiri 72 Satisfactory

4 Pacheri Agar - Ramanewadi Ratnagiri 43.5 Very poor

5 S H -44 - Ithlapur Deshmukh Raipur Road Parbhani 50 Fair

6 SH-219 to Wadi Kh Parbhani 54 Poor

7 M S H 2 - Puyani Adgaon Wanbhujwadi Road Parbhani 36.67 Serious

8 MSH-3 to Ramapur Parbhani 26.5 Serious

9 MDR 9 to Parli Kolhapur 72 Satisfactory

10 SH 120 - Tiravade Devulwadi Devarde Kolhapur 34 Serious

11 Patgaon to Bhatwadi Kolhapur 79 Satisfactory

12 SH 125 - Nandgaon Sonurle Patilwadi Kolhapur 40 Poor

13 Hanga - Mungshi Nagar 72 Satisfactory

14 Gundegaon - Dhawadewasti Nagar 86.3 Good

15 SH271 Bhandara - Warthi SH271 Bhandara 55 Fair

16 Tumsar - Pipara Bhandara 64 Fair

17 Pimpalgaon to Khambadi Bhandara 71.5 Satisfactory

18 MDR14 - Mategaon Yavatmal 64 Fair

55

19 MSH3 - to Sonegaon Wandali Road Yavatmal 17.5 Very poor

20 MSH-3 - Aloda Road Yavatmal 36 Fair

56

Figure 2.9 Actual field survey to assess condition of completed roads

Table 2.9 PCI results for sections and averaged for sample road

Pavement Condition Index Color code PCI Rating Scale No of

Section

No. of

Roads

85 to 100 Good 4 1

70 to 85 Satisfactory 8 6

55 to 70 Fair 9 5

40 to 55 Poor 10 2

25 to 40 Very Poor 3 3

10 to 25 Serious 4 3

0 to 10 Failed 1 0

Total 39 20

2.10 Findings of the study on PCI

1. The currently used method by PMGSY PIU is of Class IV as per IRC standard and are

very subjective. Hence, the ASTM method for PCI rating (ASTM D 6433) was used in

this study. The ASTM method gives very detailed distresses and helps in addressing

the problem more accurately.

2. As per the ASTM method for PCI rating (ASTM D 6433) of the 20 roads (out of 28

roads studied), it was found that only one road was in good condition having a PCI more

than 85, while, six roads were in satisfactory condition (PCI ranging from 70 to 85).

There are 3 roads whose PCI was below 25 and can be categorised as Serious while 5

roads are in Fair category. Five roads can be categorised as poor and very poor as per

ASTM’s PCI rating.

3. Among the 39 sections studied for the 20 roads (see Table 6.1 for details), 10 sections

were found to be poor in condition, 21 sections were above poor grading i.e. fair,

satisfactory and good in condition. Out of the remaining eight sections which were

below the poor grading, 1 section failed and 4 sections serious and 3 were in very poor

category.

4. The distresses that were dominating on PMGSY roads were ravelling and weathering

unlike the distresses like rutting, potholing, and cracking etc. which are found in

medium or high volume roads.

5. It must be noted that in the ASTM D 6433 methodology, the weightage given to deduct

values concerning ravelling and weathering are not that much i.e. for 100% medium

ravelling gives only a deduct value of 45 while for 100% high ravelling it shows 78

deduct value. Thus, signifying that a road with 100% ravelled with medium severity

would still have PCI of 55 which is Fair and with high severity 100% ravelling road will

have PCI of 22 and categorised as serious but not failed. As for the PMGSY roads, the

common distresses are ravelling and weathering, and thus due to this flaw in the

methodology, roads distresses are judged more lightly.

57

6. Most of the rural roads failed more because of ravelling & weathering and not of other

distresses. This is because of ageing of the road surface & heavy rainfall and not because

of only traffic.

7. The frequency of data collection of pavement as mentioned in PMGSY guidelines was

not followed by Maharashtra as it is very difficult to collect and keep an inventory of

the PCI of all roads. The major constraints suggested by PIU are lack of fund, vehicles,

manpower and time. The PCI inventory which OMMAS has last maintained is of the

year 2013-14 and which is not a true representation of road condition.

Recommendations

1) There is the necessity to know the health of such huge network in Maharashtra in terms

of PCI and need to be updated after minimum every two years with appropriate

methodology.

2) Need to get rid of class IV methods i.e. subjective rating right now used in PMGSY and

adaption of new techniques based on automated surveys such as Roughness measuring

devices etc.

3) There is a need for capacity building of staff for PCI collection and rating at regional or

divisional level. This may include an introduction to distresses and their identification

and measures.

4) Even in current PCI rating methodology there is need to provide proper resources to

collect data for the whole network in the district.

2.11 SQM and NQM data analysis for performance in quality of

construction

2.11.1 SQM and NQM data comparison at National Level

2.11.1.1 Comparison of SQM and NQM inspection data at the national level for all types

of works.

Secondary data on SQM and NQM inspection for all the works inspected after 2010 was

downloaded from OMMAS portal and analysis was done in order to know the performance of

each district and to find out a number of works inspected till date. A comparison at the national

level with respect to Maharashtra was made in the following paragraphs. The inspections were

divided into type of works or stage of works and frequency of a number of inspections was

identified. A detailed comparison of each type of work with Maharashtra and all other states

was given this sub-section.

58

Figure 2.10 NQM and SQM inspection comparison to Maharashtra and ‘All Other States’ in

India

• A total number of works all over India are 1,34,159 completed and 23,966 in progress to

date. Data available on OMMAS for NQM inspection is from 2010 only and all the works

before 2010 were not inspected. Similarly, SQM inspection data is available from 2010 and

data before is not available.

• The ratio of works inspected by SQM to NQM is 5.4 i.e. for every one inspection by NQM

there were more than five inspections by SQM for all over India.

• The highest numbers of inspections were made on in-progress works by both the monitors’

i.e. SQM as well as NQM.

• The second focus is on completed and maintenance works. But there is more focus by SQM

on completed works while in case of NQM, number of works inspected during maintenance

phase is more than completed.

• Maharashtra has less number of roads works that are inspected by SQM as compared to

Bridge works in comparison to India. Around 1,926 bridge works were inspected in

Maharashtra while in all other states the number was 4,555 i.e. one-third of bridge works

were present in Maharashtra and remaining two-thirds in all other states.

165

752

265

161

3,767

20,058

4,141

914

0 10,000 20,000 30,000

Completed Works

Ongoing Works

Maintenance Works

Bridge Works

NQM Inspections Maharashtra

vs. all other states (in numbers)

All other state Maharashtra

561

2,949

578

1,926

25,834

1,02,414

24,403

4,555

0 40,000 80,000 1,20,000

Completed Works

Ongoing Works

Maintenance Works

Bridge Works

SQM Inspections Maharashtra vs. all

other states (in numbers)

All other state Maharashtra

59

2.11.1.2 Comparison of SQM and NQM inspection data at the national level for

Completed roads.

Figure 2.11 NQM and SQM inspection on completed roads comparison to Maharashtra and

‘All Other States’ in India

1. Among the completed works inspected by SQM, Maharashtra shows 93% of works as

satisfactory an average of all other state show 84% which approximately 10% more than

that of ‘All Other State’. This shows that the comparatively more care was taken during

construction of roads towards quality in Maharashtra.

2. Similarly, NQM inspections in Maharashtra shows 84% ongoing works as satisfactory

compared to all other states 71% which is 13% more than that of the average of ‘All

Other State’.

3. Similarly, in case of works that are unsatisfactory Maharashtra has only 1% works as

unsatisfactory under NQM inspection while SQM it is a little bit higher .e. 7% but in

both cases, this percentage is less compared to ‘All Other State’s’ average.

4. Works that can be improved under after ATR are SRI has only 6% in case of NQM

inspection and is slightly less compared to All Other State, but it is 9% in case of SQM

inspection and is almost half in percentage compared to an average of ‘All Other State’.

93%

6%1%

89%

8%3%

SQM completed roads grading

Maharashtra vs. all other state

S SRI U

84%

9%7%

71%

17%

12%

NQM Completed roads grading

Maharashtra vs. all other states

S SRI U

60

2.11.1.3 Comparison of SQM and NQM inspection data at the national level for On-going

roads.

Figure 2.12 Ongoing works SQM and NQM inspection comparison Maharashtra and all other

states

1. While focusing on only on-going works total number of on-going works inspected by

SQM in all other state is 102,414 and that in Maharashtra are 2,949 only by SQM.

2. Maharashtra shows only 4% of that inspected by NQM among all over India and 3%

among SQM inspection.

3. Among 752 on-going works inspected by NQM in Maharashtra, 69% of works are

satisfactory and 61% for all other states, which shows performance based on NQM

inspection in Maharashtra is above average.

4. Similarly, in case of SQM inspection, 75% of works are satisfactory and only 4% are

unsatisfactory

5. In case of NQM inspection, 13% of works are unsatisfactory while in case of all other

states 14% is unsatisfactory.

6. NQM inspections show a higher percentage of unsatisfactory works compared to SQM

inspection. This may be because of systematic errors as mentioned in ongoing testing

of works.

516

136 100

12,261

5,0702,7272,210

614

125

76,450

19,828

6,136

1

10

100

1,000

10,000

1,00,000

S SRI U

Ongoing Works SQM and NQM grading

Maharashtra (NQM) All other state (NQM) Maharashtra (SQM) All other state(SQM)

61

2.11.1.4 Comparison of SQM and NQM inspection data at the national level for

Maintenance works.

Figure 2.13 NQM and SQM inspection on Maintenance works comparison to Maharashtra

and all other states in India

1. In case of Maintenance works inspections, Maharashtra shows 6% of total inspection

that was carried all over India by NQM while it is only 2% with respect to SQM

inspection.

2. The percentage of S graded works in SQM inspected works for Maharashtra is 71% but

for all other states, it is only 68%. Similarly in case of NQM inspected works it is 52%

for all other states and 58% for Maharashtra. Thus in both cases, the performance of

Maharashtra is above the average of all other states.

3. In case of SRI graded works the percentage of SRI graded NQM works in Maharashtra

is 21% and in all other states, it is 22% which shows slight difference only. However,

in case of SQM graded works, the same percentage is 13% for Maharashtra and 15%

for all other states.

4. In case of U graded works inspected by SQM in Maharashtra only 15% works are failed

and in all other states, the percentage is 17% which is slightly more than that of

Maharashtra. But in case of NQM graded works, the same percentage is 20% for

Maharashtra and 25% for all other states. This shows a significant difference in

percentage compared to an average of all other states.

5. As compared to SQM and NQM inspections, NQM inspections show 20% U graded

works and SQM only 15% but the situation is different in case of SRI grading.

413, 2%

77, 0%88, 0%

16,604,

67%

3,596,

14%4,203,

17% 578,

2%

SQM Maintenance Works Grading

Maharashtra vs. All other states

MH_S MH_SRI MH_U

ALL_S ALL_SRI ALL_U

155,

4%

57, 1%

53, 1%

2160,

49%

919,

21%

1062,

24%

265, 6%

NQM Maintenance Works Grading

Maharashtra vs. All other states

MH_S MH_SRI MH_U

ALL_S ALL_SRI ALL_U

62

6. In SRI grading SQM shows 15% works as SRI graded in Maharashtra while NQM

shows only 13%. This may be because of systematic errors like the central tendency of

SQM as compared to NQM.

2.11.2 SQM and NQM data comparison at State Level

2.11.2.1 SQM inspected works at state level

A. SQM inspected ongoing roads in Maharashtra district wise

Figure 2.14 SQM inspections on ongoing works in Maharashtra

1. The districts which show the highest number of inspection are Nandurbar, Gadchiroli

and Nashik and in that proportion, these three districts show the highest number of

satisfactory graded works. Ahmednagar shows greater number of works as satisfactory

though the number of works inspected is less.

2. By looking at the percentage of S graded works, the districts Nagpur, Nashik and

Jalgaon shows above 90% inspections as satisfactory. There are ten districts having

more than 80% as satisfactory works.

3. The district Solapur, and Nandurbar shows the highest number of U graded works but

looking at the percentage of U graded works the districts Solapur and Buldhana show

the highest percentage of U graded works i.e. more than 10% of works as U graded.

63

4. Parbhani and Osmanabad districts have the highest percentage of SRI graded works and

in case of a number of works, Parbhani shows 45 works as SRI graded followed by

Nandurbar, Gadchiroli and Pune.

5. The district has the lowest percentage of U graded works are Ahmednagar, Jalgaon, and

Nashik recording only 1% of works as U graded and the four districts viz. Osmanabad,

Amravati, Akola and Hingoli shows zero works graded as U.

6. The districts showing least percentage of S graded works are Beed, Bhandara and

Parbhani having less than 60% of works as S graded.

B. SQM inspected completed works in Maharashtra

Figure 2.15 SQM inspections on completed works in Maharashtra

1. The districts which show the highest number of inspection are Gondia and Palghar and

in that proportion, these two districts show the highest number of satisfactory graded

works. Beed is third in a total number of inspections in this category of inspection but

does not show proportionally that number of works as satisfactory.

2. By looking at the percentage of S graded works, the 21 districts shows 100% works as

satisfactory, 9 district shows more than 90% works satisfactory and only four districts

show below 80% as satisfactory grading works.

64

3. The districts Amravati, Gondia, Nanded, and Beed shows one work as U graded rest all

district does not have any work graded as U by SQM inspection at completion stage.

4. Beed and Bhandara district have the highest percentage of SRI graded works i.e. more

than 30% and in case of a number of works Beed shows 14 works as SRI graded

followed by Gondia and Parbhani.

5. The districts showing least percentage of S graded works are Parbhani, Dhule, Beed and

Bhandara having less than 75% of works as S graded.

C. SQM Inspected Maintenance works in Maharashtra

Figure 2.16 SQM Inspection on Maintenance Works in Maharashtra

1. In case of maintenance works inspection by SQM, the districts Sangli, Beed and Wardha

shows the highest number of works inspected and accordingly the highest number of

satisfactory graded works. Gadchiroli district is the fourth number having the highest

number of inspection but Pune district shows a number of satisfactory graded works

than that of Gadchiroli having the third rank in satisfactory graded works.

2. Palghar, Nanded, and Aurangabad show the highest number of unsatisfactory works and

the number of unsatisfactory works is nine. Parbhani and Nandurbar show the highest

percentage of U graded works having 83% and 75% respectively in this type of works.

3. Sindhudurga and Gadchiroli districts show the highest number of SRI graded works as

compared to all districts. Thane and Sindhudurga show the highest percentage of works

that are U graded among this type of inspections.

4. There ten districts having zero U graded works and six districts having only one U

graded work. Similarly, there are seven districts having zero SRI graded works and 12

districts having only one SRI graded work.

5. Nandurbar and Parbhani are two districts having the lowest number of S graded works

while in Parbhani no inspected work is of S graded.

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SQM Inspection on Maintenance works

S SRI U

65

2.11.2.2 NQM inspected works at state level

A. NQM inspected on-going roads in Maharashtra district wise

From the Figure 2.17, it is clear that the districts showing the highest number of works with S

grading are Nashik, Ahmednagar and Aurangabad having a deviation of more than or equal to

twice Standard Deviation (SD) from the mean. All the districts have 32 numbers of works as S

graded. While Jalana, Osmanabad and Bhandara show the least number of S graded works

which deviates more than 1.5 times SD. The districts Palghar, Amaravati and Sindhudurga are

very close to mean. Sangali, Solapur and Hingloli district shows the highest percentage of S

graded works and Parbhani, Gadchiroli and Wardha shows least percentage of S graded works

having less than 50% of works as S graded only.

Similarly, for works that are unsatisfactory graded by NQM four districts have the highest

number having a deviation of more than twice of SD. The names of the district are Aurangabad,

Buldhana, Dhule, and Gadchiroli having total 8 number of works as U graded. Six districts have

recorded zero “U” graded works in this category of works and six districts recorded only one

work as U graded. Jalgaon, Buldhana, Osmanabad, and Dhule has the highest percentage of U

graded works among all works inspected in pertained district and the percentage is more than

30%

In the case of on-going works graded as SRI by NQM, Nandurbar and Chandrapur district

shows the highest number of SRI graded works as 10 and four district Gadchiroli, Wardha,

Satara and Parbhani shows second highest number of SRI graded works as 9 number the

districts Osmanabad, Jalana and Akola shows zero number of works as SRI graded. Wardha

district shows the highest percentage of works as SRI graded and the percentage is 43%. Apart

from Wardha, six districts show more than 30% of works as SRI graded. The districts Ratnagiri,

Kolhapur, Nagpur, Yavtmal, and Dhule shows SRI graded works near mean value.

66

Figure 2.17 District wise grading of on-going works inspected by NQM

B. NQM inspected completed roads in Maharashtra district wise

In the case of completed works, Jalna district shows the highest number of inspection on this

type of works followed by Latur, Beed and Gondia. In the districts Chandrapur, Nagpur,

Osmanabad, Raigad, and Thane there no work inspection on such works. Among remaining 29

districts, only nine districts shows U graded works and all other doesn’t have any U graded

work. Jalna and Dhule show 3 and 2 number of U graded works and remaining districts shows

67

only one work as U graded. Similarly, there are only nine districts have SRI graded works and

among these nine districts, five districts have two number of works as SRI graded and others

have only one. The districts Jalna, Latur and Beed shows the highest number of S graded works

and among 29 districts in which inspections were made 12 districts shows 100% works as S

graded. In Washim district only two works were inspected and both were graded as SRI.

Similarly, in Wardha district, only one work was inspected and it was found U thus, it shows

100% U graded works.

Figure 2.18 NQM inspection on completed works in Maharashtra

C. NQM inspected Maintenance roads in Maharashtra district wise

Ahmednagar and Aurangabad district reported the highest number of inspection on such

type of works followed by Pune and Solapur. Both the districts recorded the highest number

of S graded works having deviation more than 3SD from mean. While almost 21 districts

show the deviation of less than zero i.e. almost equal to mean. Districts Dhule, Bhandara,

and Raigad show zero number of works as S graded. Five districts namely, Gadchiroli,

Akola, Ratnagiri, Sangli, and Satara shows 100% works inspected under this type as S

graded.

In case of SRI graded works, Ahmednagar and Aurangabad show the highest number of

works graded as SRI followed by Pune and Bhandara. Nine districts show zero number of

SRI graded works and eight number of districts shows only one SRI graded works. The

highest numbers of SRI graded works are five and second highest is four. Raigad district

shows 100% Sri graded works and there are ten districts having more than 30% of SRI

graded works.

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NQM Completed Graded Works

S SRI U

68

Figure 2.19 Maintenance works inspected by NQM showing SRI or U grading

Similarly, U graded works are highest in Aurangabad district and the number is 14 among 22

works i.e. having percentage of 64%. Almost 18 districts show zero number of U graded works

and three districts have only one work as U graded. Dhule shows 71% of works inspected as U

graded. Eight districts have more than 50% of works as U graded and 18 districts have zero

percent.

69

2.12 Analysis of SQM and NQM data item-wise

2.12.1 SQM Works Item-wise

2.12.1.1 On-going works inspected by SQM

In-progress works or on-going works were checked with different items as given in SQM

format. A particular work is graded as S or SRI or U based on the grading of these items. Here

the interest is to know which among these items are leading to U or SRI as overall grading.

Even a single U or single SRI item lead to overall grading as U or SRI. To find out the reasons

for the failure of works there is a need to get item wise grading of the failed works. For this

analysis, data of SQM inspected works is taken from OMMAS for each and every work that

has overall grading as U or SRI. Each such work’s items with SRI or U found out for each

district of Maharashtra state from the year 2010 until July 2017. The final compiled data with

a frequency of items which are common for most of the SRI or U graded works is shown in

Table 2.10

Table 2.10 Frequency of U and SRI items leading overall grading as SRI for On-going works

On-going Works SRI Graded

works

U Graded

works

Item

No. Item\Grading U SRI U

S

RI

1 Setting Out and Working Drawing 30 135 12 24

2 Site Clearance and Grubbing 9 32 1 8

3 Quality Arrangement 25 202 17 44

4 Geometrics 28 7 24 4

5A Earth Work and Sub-grade in Embankment/ Cutting 0 0 35 0

5B Earth work Cutting in Hilly/ Rolling Terrain 0 0 3 0

6 Sub-Base 0 0 25 0

7 Base Course - Water Bound Macadam 0 0 58 0


Dressing(SD) 0 0 30 0

9 Shoulders 7 134 5 5


Culverts up to 6 m span 7 87 2 18

11 Item 10 - Side Drain and Catch Water Drain 3 135 2 12

12 CC/ Semi Rigid Pavements and Associated Pukka

Drains 8 0 0 0

13 Road Furniture and Markings 71 0 21 0

Overall Grading 593 122

70

On-going works inspected by SQM shows that 593 works were SRI graded and 122 works

graded as U. The works that were graded as U has the highest frequency of item base course

WBM is 58 i.e. nearly 50% of the U graded works were failed because of unsatisfactory work

of WBM layer. WBM layer is important structural layer and failure to this layer affect the

strength and performance of the road. Other items that contribute to the dissatisfaction of

inspection were earthwork, bituminous layer, geometrics and quality arrangements. It was

observed that SQM has shown attention towards structural components such as base course,

bituminous layers earthworks and sub base. Major reasons for on-going work to be

unsatisfactory were dissatisfaction in quality arrangement and road layers placing. However,

SQM has given lower importance to shoulders and CD work items grading them as SRI for the

highest number of times in SRI graded works. Quality arrangements showed the highest

contribution to SRI as well as U graded works. It was also observed during our field that actually

there was negligence to quality control set up and functionality of quality lab is not observed in

most of the roads field laboratory.

2.12.1.2 Completed works inspected by SQM

Table 2.11 Frequency of U or SRI items leading overall grading as SRI for Completed Works

Completed Works SRI Graded

Works

U Graded

Works

Item

No. Item\Grading U SRI U SRI


2A Earth Work and Sub-grade in Embankment/ Cutting 0 0 1 0

2B Earth work Cutting in Hilly/ Rolling Terrain 0 0 1 0

3 Sub-Base 0 0 0 0

4 Base Course - Water Bound Macadam 0 0 2 0


Dressing(SD) 0 0 4 0

6 Shoulders 0 17 1 1


Culverts up to 6 m span 0 3 0 2

8 Side Drain and Catch Water Drain 4 6 0 1

9 CC/ Semi Rigid Pavements and Associated Pukka

Drains 2 0 0 0

10 Road Furniture and Markings 11 0 2 0


Table 2.11 Shows that 32 inspections on completed works were SRI graded and only six works

were graded as unsatisfactory. Four of six unsatisfactory works were due to unsatisfactory

bituminous layers and base course. Other two were due to a combination of other items. In the

case of SRI graded works 17 works were SRI due to SRI grading of shoulders and 10 works

71

shows side drains and catch water drains as U or SRI. Road furniture was also contributed to

SRI grading because it was graded as U for 11 works. SRI graded works do not contain any

structural items that need to be improved but these were simple items that do not harm

pavement.

2.12.1.3 Maintenance works inspected by SQM

Table 2.12 Frequency of U or SRI items leading overall grading as U and SRI for

Maintenance Works

Item

No. Maintenance U SRI

1 Maintenance of road in respect to Restoration of rain cuts and Cutting

of branches of trees, shrubs, and trimming of grass and weeds etc. 70 0

2 Restoration of rain cuts and dressing of berms and making up of

shoulders 60 0

3 The condition of Pavement including filling potholes and patch repairs

etc. 58 0

4 Maintenance of drains, Maintenance of culverts and causeways 63 0

5 Maintenance of road signs and Whitewashing guard stones, Re-fixing

displaced guard stones, Whitewashing parapets of C.D. Works 90 0

6 Maintenance of guard rails and parapet rails, Maintenance of 200 m

and Kilo Meter stones 76 0


Maintenance works were usually shown the highest number of unsatisfactory works compared

to another type of work. Here for Maharashtra, 79 works were unsatisfactory and 59 works

were SRI at maintenance stage. There was no specific item that was recurrent and leading to

U or SRI grading but all contribute almost equally. But still, the item that may harm comfort

riding is a condition of pavement including filling potholes and patch repairs shows

unsatisfactory for 58 works. Due to the presence of sites far away in the rural areas most

agencies and contractors ignore routine maintenance and there was an increase in shrubs on

shoulders this leads to the first item to become unsatisfactory. Thus maintenance works lead to

unsatisfactory due to more than three items and if the cause is non-improvable overall grading

will be unsatisfactory. Items restoration of rain cuts and condition of pavement are

unsatisfactory and work has only one unsatisfactory item then it can be graded as U. Thus

maintenance works can show U grading only if more than 3 items show U grading or one of

the second and third items is unsatisfactory.

2.12.2 NQM Works Item-wise

2.12.2.1 On-going works inspected by NQM

Table 2.13 On-going works item wise distribution of U and SRI graded.

On-going Works

72

SRI Graded

works

U Graded

works

Item



2 Attention To Quality 6 39 32 28


4 Earth Work and Sub-grade in Embankment

Cutting 0 0 14 0

5 Sub-Base 0 0 20 0

6 Base Course-Water Bound Macadam 0 0 68 0

7 Bituminous Layer Premix carpet Surface

dressing 0 0 18 0

8 Shoulders 0 0 0 0

9 Cross Drainage Works 3 42 2 22

10 Side Drain and Catchwater Drain 0 18 0 10

11 CC Semi Rigid pavements and Associated

Pukka Drains 5 0 3 0

12 Road Furniture’s and Markings 18 0 10 0

Overall Grading 0 134 99 0

In Table 2.13,shows itemwise distribution of the on-going works inspected by NQM and graded

as SRI or U. Among 134 SRI graded works, 62 works show unsatisfactory geometric properties

such as camber, the width of carriageway etc. and this is a major reason for 50% of works to be

graded as SRI during construction. On-going works are graded as SRI mostly because attention

to a quality item shows 39 works as SRI graded. Third major item leading to overall grading as

SRI and occurred in many such works is CD works. Thus item geometrics, CD works and

attention to quality are major three items that lead works to SRI.

In the case of works that are graded as unsatisfactory, the most recurring item is a base course-

water bound macadam showing U grading 68 (66%) times among 99 works. While other items

such as geometrics and attention to quality contribute secondly and CD works, Sub-base partly.

Thus overall Geometrics is a major item that leads to 104 works among 233 works to SRI or U

grading. Secondly, attention to quality contributes to 105 works. CD works and base course

WBM contributes to 68 works. The major problem with on-going works is quality arrangement

and attention to quality combine gives most works as SRI or U.

2.12.2.2 Completed works inspected by NQM

Table 2.14 Frequency of items with SRI and U grading for works graded with SRI and U

Completed Works SRI Graded

Works

U Graded

Works

73

Item



2 Attention to Quality 2 0 5 0


4 Earth Work and Sub-grade in Embankment

Cutting 0 0 5 0

5 Sub-Base 0 0 1 0

6 Base Course-Water Bound Macadam 0 0 9 0

7 Bituminous Layer Premix Carpet Surface

dressing 0 0 6 0

8 Shoulders 0 8 1 6

9 Cross Drainage Works 0 1 0 6

10 Side Drain and Catchwater Drain 0 4 0 2

11 CC Semi Rigid pavements and Associated

Pukka Drains 0 0 1 0

12 Road Furniture’s and Markings 9 0 3 0

Overall Grading 0 13 12 0

Completed works do not have the item quality arrangement as till now system would have got

established well and almost on completion stage where there is no need for equipment. But still,

attention to quality, shoulders and base course WBM contribute equally to SRI or U graded of

completed works. Among 13 SRI graded items, road furniture contributes to 9 works and is

repairable item without any harm to the pavement. Shoulders also show SRI grading in 8 works

may be due to improper compaction or inadequate shoulder width. In the case of U graded

works base course and bituminous layers contribute highest i.e. 9 works of the 12 shows

unsatisfactory performance and 6 works of the item bituminous layers shows unsatisfactory

perform.

2.13 Meri Sadak android app

As a step towards transparency and accountability NRRDA, MoRD has started an app to the

public through Google play services and the app free of cost. This app can be installed on any

android based mobile phone and any citizen can submit feedback regarding the pace of works,

quality of works of PMGSY roads to Nodal Departments in state Governments/ NRRDA. The

user can take photographs at the site and submit along with feedback.

This app has an interface of uploading the photograph of the selected road section with GPS

coordinates but most of the rural areas face problems with availability of internet connectivity

and network problems. After submission of feedback, the user can monitor the redressal of

his/her feedback through this app. The respective State Quality Coordinators (SQCs) of the

Nodal Department implementing PMGSY will provide an interim response to the user.

74

Until date end of August’2017 this app has recorded 67,642 feedbacks among which only

20,808 feedbacks were accepted and remaining were rejected with a valid reason. Among

20,808 feedbacks/complaints 19,977 feedbacks were replied with a final reply and 748

complaints were under interim reply. Among all the states people of Maharashtra are second

most aware of PMGSY and recorded the highest number of complaints (8,401) and feedback

after Uttar Pradesh (12,348). But due lack of clarity about which complaints to be recorded i.e.

this app is for only PMGSY road and not for other roads, around 70% complaints are

unacceptable and hence rejected by NRRDA.

There complaints and feedbacks of around 3,233 which does not have state name included and

thus not addressed at all, this is a limitation of this app. Thus, there is a need for creation of

awareness and demo for registering a complaint. As well as there is the necessity of making

entry fields compulsory while accepting feedback in order to avoid feedback and complaint of

other roads just because of missing data like location, state or road name. Alternatively, the

total database can be made available through the app so that people can select road first and

then complain.

Maharashtra has accepted 2,344 complaints and among these complaints, 2,278 are sent with a

final reply and 66 with an interim reply. In Maharashtra, Pune and Thane district registered the

highest number of complaints and only very few of them were addressed because others were

not related to PMGSY roads.

75

3 Physical Progress and Financial Evaluation of PMGSY

3.1 Coverage under PMGSY in India

Figure 3.1 Coverage of Length (km) and Habitations (no.) through PMGSY-I

The Figure 3.1 shows that coverage of PMGSY in various states of the country. Madhya

Pradesh shows the highest coverage of length in km followed by Bihar, UP, and Odisha.

Maharashtra, despite being the third largest state ‘area wise’ and second largest ‘population-

wise’ the length and habitations coverage allocated under PMGSY was less as compared to

other states. Maharashtra stands 8th among all the states in lengthwise coverage. The habitation

coverage in Maharashtra state was also less when PMGSY was planned. Thus, the allocation

to Maharashtra is not proportionate to any of the parameters including population, area or road

density and though Maharashtra had a large number of habitations unconnected still, there was

no sanction of projects under any category like new connectivity or upgradation. Maharashtra’s

rural road network is very large and the roads covered through PMGSY before 2005 has also

reached the end of life becoming non-functional. .

0

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Coverage of Length (km) and Habitations (no.) through

PMGSY-I

Length No. of Habitations

76

3.2 Coverage under PMGSY in Maharashtra

Figure 3.2 Total habitation coverage in Maharashtra year wise through PMGSY-I & II

The Maharashtra Rural Road Development Authority (MRRDA) in Maharashtra has connected

1,540 villages from 2000 to till date through new connectivity. The pace for new connectivity

in Maharashtra was higher till 2009 and later on, it was nearly stagnant due to no sanction of

proposals under this type of roads. Though, there exists unconnected habitations, the focus has

not been given on new connectivity and the PMGSY-II got focused only on upgradation of

roads.

A total of 9,195 habitations got benefited through upgradation type of connectivity from 2000

to 2017 years through PMGSY-I and II. The pace of upgradation works was much higher from

2004 to 2009 and then for the period 2009 to 2014, there was no sanction of roads under

PMGSY-I for upgradation type of works. But after starting of PMGSY-II, the upgradation

works were sanctioned and the connectivity pace was increased. As of today, there were no

much more sanctions under PMGYS scheme. Currently, less funds were allocated to

Maharashtra despite having the largest network of rural roads in India. In order to maintain this

network in usable condition, there is a need for continued support from the centre through such

schemes either in the form of upgradation or new connectivity. Though PMGSY stopped

sanctioning of projects in Maharashtra, still there are lots of habitation unconnected whose

current population is more than 500 in plain terrain. These habitations were left out just because

of population criteria as per the census 2001. The Table 3.1 shows unconnected habitations

entered on OMMAS and still not connected.

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Years

Total habitation coverage in Maharashtra from

2000 to till date

New Connectivity Upgradation Total

77

Table 3.1 Habitation coverage and balance habitations to be covered in PMGSY-I

Number of Habitations with Population Range

Type >1000 999-

500

Eligible

499-

250

Total

Eligible

Total

499-

250

Eligible

249-

100

<250 Grand

Total

1 2 3 4 5=2+3+4 6 7 8 9=2+3+7+8

Total number of Habitations (As on 01-04-2000) 17477 13917 0 31394 13937 0 22554 67885

Total number of Habitations as per PIU 17493 13922 3852 35267 13937 468 22555 67907

Total number of Connected Habitations (As on 01-04-2000) 17268 12999 0 30267 11102 0 17514 58883

Total number of Connected Habitations Entered by PIU 17284 13004 3111 33399 11102 285 17515 58905

Total number of Unconnected Habitations (As on 01-04-2000) 209 918 0 1127 2835 0 5040 9002

Total number of Unconnected Habitations Entered by PIU 209 918 741 1868 2835 183 5040 9002

Status of connectivity of Habitations covered under State Scheme 36 155 70 261 732 31 879 1802

No of Unconnected Habitations after deducting Habitations

benefitted under State Program 173 763 671 1607 2103 152 4161 7200

Total Habitations Covered till 31st

May 2017 under PMGSY-I & II

New Connectivity 178 711 399 1288 516 2 135 1540

Upgradation 3498 2213 389 6100 1190 43 927 7828

Habitations Dropped and Eligible for

Reconsideration by NRRDA


Upgradation 1 0 0 1 0 0 0 1

Habitations Dropped and not Eligible

for Reconsideration by NRRDA


Upgradation 3 11 9 23 11 4 6 31

Balance Unconnected Habitations 31st May 2017 0 51 225 271 1540 150 4026 5612

Source- OMMAS, PMGSY, 31st May 2017

78

As per the survey, of the connectivity status proposed by each state, Maharashtra state had put

forth 7,200 habitations as unconnected under the eligibility criteria of PMGSY-I. Among these

7,200 habitations which were eligible for connectivity through PMGSY-II, only 5,620 habitations

were connected. There are still 5,612 habitations that are not connected to date. Apart from this,

there are lots of habitations whose populations were below 500 as per the census 2001 but have

crossed the 500 mark as per the census 2011 and are eligible for PMGSY connectivity.

Figure 3.3 Total habitation coverage in Maharashtra year wise through PMGSY-I & II (source:

OMMAS, PMGSY date 31st May 2017)

3.3 Physical progress at the State Level

The data regarding the physical progress of the work was taken from OMMAS on 31st may 2017.

The data show that, the states of Karnataka, Haryana, and Punjab have100% completion as of 31st

may 2017. The states J &K, Assam, Uttarakhand and Jharkhand are lowest performing states

having completion of only 54%, 64%, 67% and 69.7% respectively i.e. below 70%. Maharashtra

state has a physical progress of 95% and is among the better performing state and Maharashtra

stands 7th among all states in physical performance. Despite having a huge number of works,

Maharashtra states physical progress is significant as most of the works have not been delayed.

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Figure 3.4 Physical progress of PMGSY-I for all states.

3.4 Physical Progress at the District Level

Figure 3.5 Physical progress of PMGSY-I & II at district level in Maharashtra

In Maharashtra, there are roadworks that are pending in few a district which were sanctioned

during PMGSY-I. The districts of Nanded, Latur and Washim show the lowest physical

performance having only 45%, 57% and 61% respectively. The districts Akola, Buldhana, Nashik,

Gondia, Sangli, Jalgaon and Dhule show approximately 100% completion of works sanctioned

during PMGSY-I. The physical performance of PMGSY-II works in the districts Yavatmal,

Osmanabad, and Latur show 100% completion of works. While Gadchiroli, Nandurbar, and

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PMGSY-I PMGSY-II

80

Nashik show the lowest performance i.e. 74%, 78%, and 88% respectively. Apart from this, all the

other districts show a performance in the range of 90% to 100%. Only seven districts have physical

progress less than 95% and more than 90% and the remaining 24 districts have physical

performance above 95%.

Figure 3.6 Physical Progress of PMGSY roads for sample districts of the current study

A detailed evaluation of physical progress in sample districts was done using the secondary data

collected from OMMAS and PIUs. Figure 3.6 shows details about the work’s progress in each of

the sample district for PMGSY-I and PMGSY-II separately. The bifurcation was made with a type

of work i.e. new connectivity and upgradation to identify which type of works were causing a

delay in execution and ultimately affecting performance in terms of physical progress. This shows

that there is slight delay in new connectivity type of works in each district lowered the overall

physical progress of the district despite having progress of upgradation works more than 95% in

every district except Palghar.

From the graph, it is clear that districts Ratnagiri, Yavatmal, Bhandara and Kolhapur show nearly

100% completion of new connectivity works sanctioned through PMGSY-I program. While the

districts Ahmednagar and Parbhani show physical completion below 80% and Palghar district

shows 92%. The performance is lower in case of new connectivity works, with one of the reason

being the issues in land acquisition. The upgradation works sanctioned during PMGSY-I program

were in completion stage in the districts Bhandara, Kolhapur, Ratnagiri, Parbhani, and Yavatmal

having the progress of more than 95%. However, the Palghar district shows 92% completion being

0%

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Ahmednagar Bhandara Kolhapur Palgahar Parbhani Ratnagiri Yavatmal

Physical Progress of PMGSY roads for sample districts of the current

study

PMGSY-I NC PMGSY-I_UP PMGSY-II Overall

81

the lowest amongst the sample districts. The completion status of upgradation works in PMGSY-

I & II is above 90% for all sample districts and is satisfactory.

The roads sanctioned under PMGSY-II programs shows the lower progress as this includes on-

going works sanctioned during 2016-17 and are still in completion phase. The districts, Ratnagiri

and Bhandara were good performing districts having more than 95% physical completion and the

districts Ahmednagar, Palghar and Parbhani are lower performings having physical progress less

than 80%.

3.5 Financial Performance at the District Level

Figure 3.7 Financial Progress for PMGSY-I & II for Maharashtra

The Figure 3.7 shows financial performance at the state level for PMGSY-I and PMGSY-II.

Thirteen districts show an expenditure more than sanctioned under PMGSY-I. Among these

thirteen districts, the two districts where this study was conducted are Yavatmal showing 142%

and Parbhani shows 119%. Both these districts have black cotton soil with very less ‘California

Bearing Ratio (CBR)’ value leading to increase in design thickness and thus an over expenditure

due to requirement of the treatment of soil for stabilization which may not have been considered

during the DPR preparation. Similarly, the districts Nandurbar and Gadchiroli shows less than

80% of funds utilization for PMGSY-I.

In the program PMGSY-II, only Nashik district showed more than 100% utilization funds and

almost sixteen districts shows an expenditure of less than 80% as on 31st May 2017. This lower

utilization of fund may be due to the ongoing projects for PMGSY-II. The districts Amaravati and

Nanded recorded the lowest utilization of funds with 59% and 44% as on 31st May 2017. There

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Financial Progress for PMGSY-I & II for Maharashtra from 2000 to May

2017

PMGSY-I PMGSY-II

82

are six districts having utilization in the range of 60% to 70% and eight districts in the range of

70% to 80%.

3.6 Expenditure per kilometre of road constructed at State Level

Figure 3.8 State wise Per Kilometer cost for upgradation and new connectivity works in lakh

Rupees

The average per kilometre cost for each state varies due to lots of parameters such as geographical

conditions, type of technology, traffic, etc. The two separate lines shown in Figure 3.8 are for per

kilometre cost of new connectivity and upgradation type of road as per the secondary data collected

from OMMAS on 31st May 2017. It must be noted that the available data was not updated as all

the states have not filled it and thus need to be updated. Based on the data available, the average

per km cost is higher in few states including J & K, Kerala, Punjab, and Tamilnadu for upgradation

works than that of new connectivity works. The expenditure per kilometre of road constructed at

state level shows that J & K and Arunachal Pradesh show highest costs of construction per km

length of Rs. 91.46 lakh/km and 61.59 lakh/km respectively, the reason being that both are hilly

regions. The states Sikkim, Goa, and Mizoram show least per km cost of Rs.5.18 lakh/km, Rs.7.47

lakh/km, Rs.10.93 lakh/km. In case of per km cost for new connectivity type of road, Tripura,

Arunachal Pradesh and Sikkim show the highest cost while Karnataka, Punjab and Tamilnadu

show lowest per km cost.

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works in lakh Rupees

Upgradation New Connectivity

83

Figure 3.9 District wise per kilometer cost for new connectivity and upgradation of roads in lakh

rupees

The data for per km cost was downloaded from OMMAS website as on 31st May 2017. The data

was not updated by all districts regularly and shows blank values for most of the years. Based on

the available data on OMMAS the graphs plotted for each district are shown in Figure 3.9. the per

km cost of new connectivity roads for the districts of Nandurbar, Dhule and Raigad were amongs

the highest in Maharashtra and the cost ranged from Rs.13.23 lakh/km to Rs. 52.90 lakh/km. For

the districts of Parbhani, Hingoli, Osmanabad, Wardha, and Jalana the cost per km length is less

than Rs.15 lakh/km. In case of upgradation type of works, Palghar district shows the highest cost

and is only one district having per km cost more than Rs. 40 Lakh/km. The districts Hingoli, Beed,

Bhandara, Osmanabad, and Latur shows least per km cost and is less than Rs. 20 lakh/km. The

detailed analysis of per km cost was done for sample districts separately and shown in subsequent

section in this chapter.

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roads in lakh rupees

New Connectivity Upgradation

84

Figure 3.10 Average per kilometre cost for sample district only for pavement

The average cost for one kilometre of length varies work to work due to an existing condition,

geographical condition, traffic, the technology used etc. Figure 3.10 shows the average cost of

construction per kilometre in each district. This cost is calculated based on the total expenditure

occurred and length covered. The separate cost of construction was calculated for PMGSY-I and

PMGSY-II as PMGSY-I includes new connectivity and upgradation works while PMGSY-II

includes the only upgradation works. The costs were calculated separately one with only pavement

and one with the inclusion of CD work’s cost.

In PMGSY-I Palghar district show the highest per kilometre cost of construction followed by

Ratnagiri. The costs are higher because a large number of the roads in Palghar district sanctioned

after 2010 having higher costs of construction. Cost of construction was lowest for Bhandara

district. The percentage of CD works cost was higher in the districts Palghar, Ratnagiri, and

Parbhani. Ahmednagar has the highest number of CD works and Bhandara has least.

In general average per km cost for PMGSY-II is much higher than that of PMGSY-I. This is

because costs for PMGSY-I are average of costs from 2001 to till date and for PMGSY-II the costs

are an average of costs from 2011 only where the increase in commodity prices affect per km cost

annually. In case of PMGSY-II, there is a lot of difference in cost including CD works and

excluding CD works. Parbhani district shows the highest cost of construction for PMGSY-II roads

and Kolhapur district show the lowest cost of construction with and without CD work. In Bhandara

district, CD work’s cost is lower than that of all other districts followed by Ratnagiri district. The

percentage of CD work cost is highest in district Yavatmal i.e. 23% of the total value and lowest

in Ahmednagar district despite having more number of CD works. The reason behind the high cost

of construction in Parbhani district is black cotton soil which requires much more cost for

stabilization and same in Ratnagiri due to laterite soil which has good CBR value.

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Ahmednagar Parbhani Yavatmal Bhandara Kolhapur Ratnagiri Palghar

Average Per km cost for PMGSY-I & II including and excluding CD work

Cost

PMGSY I_Pavement PMGSY I_Pavement_CD Works

PMGDY II_Pavement_CD Works PMGSY II_Pavement

85

3.7 Financial spending on Long Span Bridges (LSB)

Figure 3.11 Expenditure on LSB in and total expenditure in PMGSY-I (all values are in crores)

As the PMGSY aims at providing all-weather connectivity to habitation, sometimes this includes

bridges for crossing the rivers with long span. The sanction for long-span bridges was made with

separate proposals. The graph in the Figure 3.11 shows details of all the LSB works in

Maharashtra. Only two districts i.e. Latur and Osmanabad show more than 30% of costs of

proposals as LSB cost. Nineteen districts have LSB cost’s percentage less than 10% of total project

cost. Highest expenditure spent by the districts Jalana, Latur, Dhule and Osmanabad on LSB work

in Maharashtra. Least expenditure was recorded in Ratnagiri and Thane district.

3.8 Financial spending on Research and Development Project

PMGSY have research and development project for new material or new technology

implementation. The Figure 3.12 shows details about all the R & D works carried out in

Maharashtra in various districts with expenditure. R & D works were implemented in 21 districts

of Maharashtra with the highest length in Nandurbar district followed by Chandrapur and

Ahmednagar. In most of the districts, there is a lot of variation in the cost of technology and normal

cost as it is dependent on the type of technology used. The cost for waste plastic, RBL 81 is much

less while the cost of the technology for Geotextile for subgrade improvement is very high.

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86

Ahmednagar district shows the highest cost of new technology followed by Dhule due to use of

geotextile for subgrade stabilization.

Figure 3.12 Expenditure on R & D Projects in Maharashtra

3.9 Financial Spending on New connectivity and Upgradation

Works

PMGSY-I program has two types of works i.e. New connectivity type and Upgradation type. The

funds were sanctioned separately for both types of roads. The detailed analysis of expenditure

spent on these two types of roads in sample district is shown in Figure 3.13. Bhandara district

doesn’t have any new connectivity road sanctioned and hence no expenditure spent on such type

of works. Only 16% of the total expenditure spend on all types of works was spent on new

connectivity type of works. Palghar district shows highest expenditure spends on new connectivity

type of road followed by Ahmednagar district. In the districts Parbhani and Yavatmal less than 5%

of the budget was spent allocated to new connectivity works while in the district Kolhapur and

Ratnagiri the percentage expenditure spent on new connectivity works was less than 10% but more

than 5%. Palghar is the district spending 70% of the amount for new connectivity and only 30%

on upgradation as there were lots of unconnected habitations in tribal blocks. Ahmednagar district

recorded the highest spending on upgradation type of works among all the seven sample districts

followed by Yavatmal. Bhandara, being a small district with the only upgradation works recorded

second lowest expenditure among all sampled district.

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87

Figure 3.13 Expenditure on New Connectivity and Upgradation works

Recommendations

1) Due to low maintenance budget for such huge network in Maharashtra maintaining and

reconstruction of whole networks is not possible for the state alone. Thus, there is a need

for continued support from the centre for development of rural roads so that the optimal or

core network can be kept in all-weather accessible condition.

2) After complete connectivity to all the habitations with population more than 500 through

PMGSY, there is need to focus on habitations with a population less than 500 and need to

be covered by PMGSY or Mukhya Mantri Gram Sadak Yojana (MMGSY) in the state.

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Expenditure on New Connectivity and Upgradation works

New Connectivity Upgradation

89

4 Environmental Impact Assessment

4.1 Introduction The overall impact of PMGSY roads on the environment was evaluated by using the Strategic Life

Cycle Sustainability Tool (SLCSA) developed by CTARA, IIT Bombay in Association with

NRRDA, MoRD New Delhi. The environmental impact analysis was done for life cycle

inventories of different emissions during material production, transportation and placing a road

based on DPR as well as actual quantities executed as per measurement book. Ultimately all types

of emission were calculated and the life cycle assessment is presented in the form of endpoint

indicators denoting impact on the environment, human health and resource depletion due to

construction and uses of the road. The tool considers the emissions right from raw material

exploration, transportation to manufacturing plant, transportation to site and placing on the site to

uses by vehicles until the end of the roads life.

The input data needed for the tool is basic data used during the estimate preparation or actual

execution of items on the field. This tool calculates the required materials quantity using the

executed item. Emission during manufacturing and transportation are calculated for the required

materials quantity. The data has been divided into two forms i.e. preferred data and mandatory

data. The DPR data which was easily available with the PIU and which can be obtained from PIU

is called as Mandatory data and the data on which contractors payment is not dependent is not

recorded in DPR or MB and this data is needed for environmental impact assessment is called as

preferred data. Preferred data need to be maintained in inventory form by each PIU if the tool

needs to be fixed with their system to analyse the environmental impact of rural roads. The

preferred data can be calculated by the tool itself based on some assumptions mentioned in the

database of the tool. The detail list of data used i.e. both mandatory and preferred is given in the

Annexure-II at the end of the report.

For the current study, seven districts were selected for the environmental impact assessment. The

DPR and MB of the four roads from each district were collected except two DPR and two MB

from Kolhapur which were not received from the respective districts PIU. The quantities of

materials used during the construction and maintenance of road mainly during earthwork, wearing

surface (bituminous), cross drainage and gutter works, cement concrete pavements, restoration of

rain cuts, maintenance of shoulders, repair of potholes and patches etc. were calculated using

SLCSA tool based on executed quantity of these works. The transport of materials data was

collected from the lead chart of the DPR and traffic survey data was also collected from DPR based

on traffic survey. Environmental impact is expressed in terms of midpoint indicators such as

climate change, terrestrial acidification, marine eutrophication, photochemical oxidant formation,

particulate matter formation, human toxicity, marine ecotoxicity water depletion and fossil

90

depletion. The detail environmental impact of the 26 PMGSY roads in terms of different midpoint

indicators is explained further.

4.2 Energy usage in different phases of road life The energy is used for different activities such as transportation of raw materials, manufacturing

of materials, transportation of manufactured materials and used during the usage of road is

calculated in different phases of road life such as during construction of the road, maintenance of

the road and usage of the road. The chart below shows the total energy used in the different phase

of the roads lifecycle. The detail bifurcation of energy uses in each phase is described afterword

in the same chapter. The energy usage at different stages of road construction such as during

construction, maintenance and after construction of the road is given in Figure 4.1 for both DPR

and MB data. The energy is used in the form of fuel to run the machinery and vehicles which are

involved in the construction work. Though, most of the energy used in the usage phase i.e. after

the construction of the road, there is also some amount of energy used during construction and

maintenance of the road because of the use of vehicles and machinery for the work.

1. The highest energy is used in the usage phase and the contribution of energy uses is calculated

based on the current traffic survey and estimated traffic on the road with the assumption of 6%

annual growth as per IRC standards.

2. 65% of the energy uses is consumed in the usage phase of the lifecycle of the road.

3. Only 13% of the energy is used during the maintenance phase of the roads life.

4. 23% of the energy is used for the construction of the road and this energy is mainly utilised for

the material production and transportation.

5. The actual energy uses is less as predicted by the tool and need to be calculated based on the

actual traffic reached on the road. As most of the road has achieved traffic growth of 6%.

6. There is a slight difference in the energy uses as per DPR and as per MB i.e. particularly in the

construction phase of the road as the estimated items may vary and exceed or decrease during

execution of the road.

91

Figure 4.1 Energy usage during road construction for all 26 PMGSY roads

A. Construction Phase

During the construction of the road, materials used need to be produced from raw material and

transported to the site. The overall environmental impact needs to be calculated based on the

material production and transportation of materials. Energy is required for the production as well

as transportation of the materials in both phases i.e. construction and maintenance is shown in the

chart below.

Materials often raw need to be transported to the site from exploration to refineries or

manufacturing plants. In this process, machineries of different types are used which use fuel as the

form of energy. Dozers, JCBs, static and vibratory rollers, water tankers, bitumen sprayers, air

compressors etc. are some of the names of machinery involved in the activity of road construction.

These machineries contribute to energy uses as well as emissions and need to be considered in the

environmental impact of roads. Energy used in the construction phase for the material production

is highest for bitumen and the contribution is 40% of the other materials. The chart below shows

the consumption of energy during the transportation of different materials for the construction of

the road.

1. Hot Mix Asphalt is a second product or material consuming highest energy i.e. 29% of the

total energy in the material production of the construction phase.

2. The least energy is used for borrowed soil material and bitumen emulsion.

3. There is a slight difference in quantities executed and estimated. Thus there is little

difference in the energy consumption as per DPR and MB.

23%

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Energy usage (GJ), DPR data

Construction Maintenance Usage

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Energy usage (GJ), MB data


92

4. The energy used in the transportation of the materials during the construction phase of the

roads is more compared to production of material in the construction phase.

5. Even in transportation of material during construction highest energy is utilized in

transportation of aggregates i.e. 71% of total energy used in transportation is used for

aggregate transportation as per MB but it was only 68% as per DPR and these variations

need to be considered to get more updated information as on actual basis so the EIA should

be calculated based on the actually executed data.

6. The second most energy consumption was recorded for borrowed soil transportation and

is 26% of the total transportation energy uses in the construction phase.

7. By reducing lead and using locally available aggregates the same energy uses can be

reduced.

8. There is very less energy consumption for transportation of bituminous products such as

bitumen, bitumen emulsion, and Hot Mix Asphalt. The total energy uses in transportation

of bituminous products is 6% of the other material transportation during construction phase

9. Energy used for transport of aggregate is seven to eight times to that of manufacturing of

bitumen and thus this need to be reduced by taking advantage of locally available quarries.

10. Even transportation of borrowed soil contributes second highest in the construction phase

of the road as compared to other activities.

55322.25

, 40%

14435.85

3, 10%

24914.53

8, 18%

4686.12,

3%

39701.85

, 29%

Construction:BT:

Energy for Material Production

(GJ), DPR data

Bitumen Bitumen Emulsion

Aggregates Borrowed Soil

Hot mix Asphalt

54931.7

4, 40%

12522.3

54, 9%

25018.6

74, 19%

3905.1,

3%

39701.8

5, 29%

Construction:BT:

Energy for Material Production

(GJ), MB data



Hot mix Asphalt

93

Figure 4.2 Energy for Material Production and Transportation during construction

B. Maintenance Phase

During the maintenance phase of the road, there is a need for continuous repair of road periodically.

The maintenance work includes filling potholes, doing patchworks where ravelling is more,

removing branches of trees which do not permit smooth travelling, clearing the wastes along the

cross drainage and culverts etc. For such activates there is need of materials and machinery which

contributes to energy consumption. The energy is utilised for both productions as well as

transportation of the materials. The following figure shows energy used in the maintenance phase

of the roads life for different purposes such as material production and material transportation. The

uses of energy depend upon the maintenance activities are done. Right now the maintenance data

is not available that much accurately thus the energy uses is calculated based on the estimated

maintenance plan from DPR and need to be updated by PIU for more precise results. The energy

usage in transport during maintenance work is as shown in the figure for both DPR and MB data

separately. Maintenance work requires raw materials like bitumen, soil, aggregates of stone, metal,

rubble etc. and is not available near the site.

1. The highest energy is consumed for the transportation of borrowed soil during maintenance

activities i.e. during the cleaning the trenches and shoulders. The percentage is 44% of the

total energy used in the transportation of materials.

2. A second highest item that uses the energy is the transportation of Bitumen emulsion and

the third most item is the transportation of Hot Mix Asphalt.

11598.14

7, 2%13693.88

4, 2%

410269.8

06, 68%

157896.2

1, 26%

11624.18

1, 2%

Construction: BT:

Energy usage in Transport (GJ), DPR

data



Hot mix Asphalt

11598.1

47, 2% 9137.93

4, 2%

412131.

237,

71%

134595.

78, 23%

11624.1

81, 2%

Construction: BT:

Energy usage in Transport (GJ),

MB data



Hot mix Asphalt

94

3. The material production for the maintenance phase consumes very less energy as the

material requirement itself is very less.

4. During maintenance of road highest energy is used for the production of hot mix asphalt

for patching and repair work or for resurfacing work or surface dressing works.

5. The energy uses in maintenance phase is completely dependent on the performance of the

road and which need to be calculated based on maintenance strategies adapted based on

prediction models.

78.102,

12%

130.17,

19%

468.612,

69%

Maintenance:BT: Energy usage for

Material Production (GJ), DPR data

Bitumen Emulsion Borrowed Soil

Hot mix Asphalt

195.255,

23%

117.153,

14%533.697,

63%

Maintenance:BT: Energy usage

for Material Production (GJ), MB

data


Hot mix Asphalt

95

Figure 4.3 Energy usage for material production during maintenance

4.3 Mid-point indicators.

SLCSA tool gives EIA in the form of endpoint indicators which ultimately affect human health,

environment and resource depletion. The detailed impact in the form of endpoint indicator is listed

below with a comparison of data from MB and DPR for all the phases of roads life i.e. construction,

maintenance and uses.

4.3.1 Impact on climate change

Impact on climate change is due to emissions like CO2 and CH4 during production and

transportation of materials and uses by different vehicles. Impact on the climate change is denoted

in terms of kg of CO2 and all the other emissions are converted to kg equivalent of CO2. Climate

change is a measure of global warming and the gases that are responsible for global warming are

like CO2, CH4 comes out in all the phases of the roads life. The emission inventory was prepared

for all the activities such as transportation of raw materials, production of material and

transportation such materials to the site.

1. Highest emissions were estimated during the uses phase of the road due to uses by different

road users. The percentage contribution due to uses of the road is around 49% and these

are simply based on the estimated traffic as mentioned DPR.

4568.967

, 46%

4647.069

, 47%

650.85,

7%

Maintenance:BT: Energy usage in

transport (GJ), DPR data


Hot mix Asphalt

4568.967

, 49%4178.457

, 44%

650.85,

7%

Maintenance:BT: Energy usage in

Transport (GJ), MB data


Hot mix Asphalt

96

2. Secondly, 30% of the Green House gas emission was contributed in the maintenance phase.

The maintenance activities may vary and the percentage can be reduced if the performance

of the road is better.

3. At all the phases there is large emissions are contributed due to site emissions during

different activities and contribution during maintenance in percent is 29%.

4. There are minimum emissions during the production phase of all the phases of the road and

their contribution is less than one percent.

5. There is variation in the quantities executed but this does not have a considerable impact

on the Green House gas emission and thus based on the DPR quantities EIA can be

calculated to near approximate.

Figure 4.4 Impact of climate change

4.3.2 Impact on Terrestrial Acidification

Terrestrial acidification is mainly caused by atmospheric deposition of acidifying compounds. The

acidifying components are the one with SO2 and NO2. The emissions from all the activities were

calculated in the form of SO2 and NO2 and converted to SO2 equivalent. The terrestrial

acidification is measured in terms of kg SO2 equivalence. The results due to the construction of

the 26 roads are represented in the following figure. Interpretation of the graph is enumerated

below.

1. The terrestrial acidification is measured in terms of kg equivalence of SO2 and the highest

contribution is due to uses phase of the roads life. The contribution of uses phase of the

road in terrestrial acidification is 55% to that of all the other phase.

2. Site emissions during construction of the road contribute to 25% of terrestrial acidification

and there is a slight change in the quantities executed and estimated.

43.2

480.1

1430.2

0.6

14.1

2452.2

4174.8

43.2

453.8

1377.7

0.7

13.8

2451.6

4174.8

0 500 1000 1500 2000 2500 3000 3500 4000 4500

Production

Transport

Site Emissions

Production

Transport

Site Emission

Co

nst

ruct

ion

Mai

nte

nan

ce

Usa

g

e

100000 CO2 Eq.

MB

DPR

97

3. The variation of emissions from DPR and MB are 3% and these variations are due to

variation in the executed quantities.

4. Least contribution towards terrestrial acidification is due to the material production phase

of construction and maintenance phase and the percent contribution is less than three

percent.

5. Highest contribution to terrestrial acidification is due to uses phase of the road followed by

construction phase and lastly maintenance phase.

Figure 4.5 Impact on Terrestrial Acidification

4.3.3 Marine eutrophication

The marine eutrophication is caused due to nitrogen and ammonia and the emissions are released

into the marine during exploration or in the refinery. Marine eutrophication is mainly an

enrichment of water bodies with an excess amount of nutrients which induces growth of plants and

algae and may result in oxygen depletion of the water body. Marine Eutrophication is measured in

terms of kg of Nitrogen equivalent. All the ammonia and NOx are converted to kg equivalent of

Nitrogen.

1. The highest contribution to the marine eutrophication is by the users of the road during the

uses phase. The percentage contribution is 48% and totally based on the estimated traffic

in the DPR.

2. The construction phase of the road has a second highest contribution to the marine

eutrophication and the percentage of contribution is 44%.

47.6

302.7

878

0.4

6.8

326.5

1936.3

47.6

288

855.3

0.4

6.6

326.5

1936.3

0 500 1000 1500 2000 2500

Production

Transport

Site Emissions

Production

Transport

Site Emissions

Co

nst

ruct

ion

Mai

nte

nan

ceU

sage

1000 kg SO2 Eq.

MB DPR

98

3. During the construction phase of the road, the maximum emission is caused due to site

emissions and the percentage of site missions is 34%.

4. Least contribution to marine eutrophication is caused in the maintenance phase and the

percentage contribution is only 7%.

5. Material production phase does not have a significant impact on marine eutrophication as

compared to site emission and uses phase.

Figure 4.6 Impact on Marine Eutrophication

4.3.4 Photochemical Oxidant Formation

The photochemical oxidant formation occurs mainly because of the reaction of sunlight with

emissions from fossil fuel combustions. The fossil fuel combustion is happening in the combustion

engine of each vehicle which was used to supply materials to the site, machinery uses during

construction and maintenance of the road and uses of the road by vehicles throughout the life of

the road. The photochemical Oxidant Formation is measured in terms of kg equivalent of Non-

Methane Volatile Organic Compounds (NMVOC). All the other emissions i.e. CO, CH4, NOx and

SOx are converted to NMVOC equivalent with a factor of conversion. The chart below shows the

details about the photochemical oxidant formation due to 26 roads lifecycle impact.

1. In the photochemical oxidant formation is majorly due to the emission during the uses

phase of the road due to uses of the road various vehicles throughout the life of the road.

The percentage contribution of the uses phase of the road to the photochemical oxidant

formation is 56%.

27.4

147.1

575.4

0.2

2.3

129.3

808.4

27.4

141.9

561.1

0.3

2.2

129.1

808.4

0 200 400 600 800 1000

Production

Transport

Site Emissions

Production

Transport

Site Emissions

Co

nst

ruct

ion

Mai

nte

nan

ceU

sage

100 kg N eq

Marine Eutrophication

MB DPR

99

2. The second major phase of the road which contributes to the photochemical oxidant

formation is construction phase having 31% emissions of different potential gases.

3. Third and the last phase is maintenance phase having the contribution of only 12% to

photochemical oxidant formation.

4. In the construction phase, site emission contributes largely with 19% contribution and 10%

by transportation of materials during construction.

5. There is little variation in the percentage contribution in the construction phase as per DPR

data and MB data. MB data shows 0.5% less contribution in the transport of material and

0.8% less in site emission phase.

Figure 4.7 Photochemical Oxidant Formation

4.3.5 Particulate Matter Formation

Particulate matter also known as particle pollution is a complex mixture of extremely small

particles and liquid droplets that get into the air. These particles in the air are either directly emitted

when fuel is burnt or indirectly formed when gaseous pollutants turn into particulate matter. Once

inhaled, these particles can affect the body and cause serious health effects. As fuel is burnt during

the transportation there is more potential for particulate matter formation. Particulate matter

formation is majorly due to the emission of particles in the lifecycle of the road. Particulate matter

is measured in terms of kg equivalence of PM10 particles. The details about the impact of the road

on particulate matter formation are given in the chart below.

71.1

403.4

807.2

0.4

6.8

498.5

2358.6

71.3

386

772.6

0.4

6.6

498

2358.6

0 500 1000 1500 2000 2500

Production

Transport

Site Emissions

Production

Transport

Site Emissions

Co

nst

ruct

ion

Mai

nte

nan

ceU

sage

1000kg NMVOC eq

Photochemical Oxidant Formation

MB DPR

100

1. Particulate matter formation occurs in the construction phase itself during transportation of

the materials and placing of the materials. The percentage contribution of the construction

phase to particulate matter formation is 97%.

2. Maintenance phase and uses phase contributes only 3% and is negligible in comparison to

the construction phase.

3. The highest percentage contribution is due to transportation of the materials to the site

during the construction phase. The percentage of transportation is 92%.

4. There is still variation in the percentage shown by the DPR quantities and quantities

executed i.e. MB quantities. The variation is 3.4%.

Figure 4.8 Particulate Matter Formation

4.3.6 Human toxicity

Human toxicity is measured in kg 1,4-Dichloro-Benzene equivalent and is an index that reflects

the potential harm of a unit of chemical released into the environment. The major emission

responsible for human toxicity is phenolic compounds. Phenols with 1,4-Dichloro Benzene are

very harmful. The below chart shows the human toxicity caused due to 26 rural roads. Despite

having very less emission of such products the potential of harmfulness is very high and thus need

to be taken care of.

1. Human toxicity is caused during the only material production phase of the road as the during

the material production phase while refining the petroleum products such harmful compounds

are released.

2. There is no contribution of uses phase to human ecotoxicity indicator and even in construction

and maintenance phase, only material production phase has a contribution towards this

indicator.

191.6

3907.6

22.6

0.9

35.8

14

82.2

192.1

3763.6

21.5

1

32.7

14

82.2

0 1000 2000 3000 4000 5000

Production

Transport

Site Emissions

Production

Transport

Site Emissions

Co

nst

ruct

ion

Mai

nte

nan

ceU

sage

10000 kg PM10 eq

Particulate Matter Formation

MB DPR

101

3. Material production during construction has highest i.e. 98% and only 2% is contributed to

maintenance phase which can be varying depending on the maintenance activities.

Figure 4.9 Impact of road on Human Toxicity

4.3.7 Marine Ecotoxicity

Marine Ecotoxicity is caused by natural or synthetic pollutants which are released to the

environment. The ecotoxicity is measured in kg 1,4-Dichlorobenzene equivalent. Phenolic

compounds are responsible for the marine ecotoxicity. Phenolic compounds were used in the

refinery of bitumen extraction process. Thus, only production phase of maintenance and

construction is responsible for this type of endpoint indicator. The below chart shows the details

about ecotoxicity caused due to 26 rural roads. The marine ecotoxicity caused due to such large

number of roads is very less and is 0.1 mg equivalence of 1, 4, Dichloro Benzene and is very

negligible.

520.7

0

0

13.1

0

0

0

520.7

0

0

13.1

0

0

0

0 100 200 300 400 500 600

Production

Transport

Site Emissions

Production

Transport

Site EmissionsC

onst

ruct

ion

Mai

nte

nan

ce

Usa

g

e

10-3kg 1,4-Dichloro Benzene eq

Human Toxicity

MB DPR

102

Figure 4.10 Impact of road on Ecotoxicity

4.3.8 Water Usage and Water Depletion

The volume of water used per kilometre of road is shown in the figure for DPR and MB data.

About 99% of the total water is used at the time of material production for construction stage of

the road. The moisture content in the soil is important during compaction of the road and the degree

of compaction depends on the water content in the soil. Compaction is done to achieve maximum

density in the soil so that there would be no settlement in the future. And also at the time of

maintenance of the road, a small amount of water is used to avoid dust particles which are added

during the time of work to the surrounding area.

0.1

0

0

0

0

0

0

0.1

0

0

0

0

0

0

0 0.02 0.04 0.06 0.08 0.1 0.12

Production

Transport

Site Emissions

Production

Transport

Site EmissionsC

onst

ruct

ion

Mai

nte

nan

ceU

sage

10-3kg 1,4-DB eq

Marine Ecotoxicity

MB DPR

103

Figure 4.11 Water Depletion

4.3.9 Fossil depletion

The fossil depletion due to the construction of the road is given in the figure. Lots of vehicles and

different types of machinery were used during the construction of the road fossil fuel is extracted

from the ground and used as fuel for all types of equipment’s and machineries used on site. Fossil

fuel depletion is measured in terms of tonnes of oil equivalent or kg of oil equivalent. Highest

fossil fuel consumption was recorded in construction phase only for production of bitumen. The

overall 7913 tonne of crude oil was used for the construction of the 26 roads surveyed.

0

5000

10000

15000

20000

25000

ProductionTransport EmissionProductionTransport Emission


m3

Water Depletion

DPR MB

0

1000000

2000000

3000000

4000000

5000000

6000000

7000000

8000000

9000000

ProductionTransport EmissionProductionTransport Emission


kg o

il e

q

Fossil Depletion

DPR MB

104

Figure 4.12 Fossil Depletion

105

5 Socioeconomic Evaluation of PMGSY

5.1 Introduction PMGSY program was introduced to connect the unconnected villages which do not have much

traffic. Every road is meant to give returns in terms of reducing time, vehicle operating cost

and accident costs as direct benefits. The traffic on the rural roads is less, hence, the direct

benefits may not be enough for economic recovery. However, these roads help in uplifting

rural poverty i.e. socioeconomic benefits called as indirect benefits. Thus it is important to find

out indirect benefits of such roads. The socioeconomic impact is evaluated for this purpose in

this project.

5.2 Methodology The methodology adopted for socioeconomic evaluation was based on social science research

methodology. Firstly all stakeholders were identified who are directly or indirectly affected by

the construction of the road. Thereafter on focusing major stakeholders i.e. benefitted

inhabitants major sectors and indicators were identified for carrying out the socioeconomic

impact of the road. The indicator framework and stakeholder identification are discussed

further in this chapter. Based on potential sectors and indicators, a questionnaire was prepared

which contains qualitative as well as quantitative closed-ended questions regarding the

situation before and after road. The data was collected by using different approaches.

1. Individual interviews

2. Focused group discussions

3. Secondary data from PIU and other sources.

To collect the primary data, face to face individual interviews were carried out using closed-

ended questionnaire survey, while in habitations, household surveys were carried out. To get

a dispersed sample in a habitation, our team got distributed to different regions of the village

so that inclusion of all types of families were assured. However, in some habitations, where

household survey was not possible, in such circumstances, group discussions were carried out

to collect the data. The data is completely perception based and thus we tried with the varying

age of roads and avoided roads that were built recently or very old.

106

5.3 Stakeholders involved in PMGSY

Figure 5.1 Stakeholders involved in PMGSY

5.4 Sampling Sampling for the socioeconomic survey was discussed in the chapter one in sub-heading 1.6.

Sampling for the socioeconomic study was done based on different types of connectivity type

i.e. new connectivity and upgradation. The population of the habitation was the other parameter

considered in sampling. The Maharashtra state is divided into its agro-climatic zones. In

Maharashtra, we have nine agro-climatic zones. In each agro-climatic zone, one district was

selected. The Agro Climatic Zone Map of Maharashtra was adapted from Department of

Agriculture, Government of Maharashtra. The three agro-climatic zones i.e. Western Ghat

zone, Sub Mountain zone and Western Maharashtra Plain zone were represented with the very

thin strip. So within this three transition zone, only one district was selected.

In each of the above-selected district, four roads were selected for socioeconomic evaluation,

environmental impact assessment and performance purpose. Out of these four roads, two roads

were of New Connectivity type and two roads of Upgradation. The selected two roads from

New Connectivity and Upgradation were further divided into different population size one of

each 500 and 1000 population. But In case of hilly region population size of 250 was

considered. Further in particular district where either only New Connectivity or Upgradation

roads were available, the roads of different age were taken as sampling strategy but the

population criteria remain the same.

5.5 Sector and Indicator Framework In order to study the socioeconomic impact of the road, it was necessary to find out which

sector the connectivity affected the most. Major sectors were identified to include in a

107

questionnaire which could help to find the impact of the road in the day to day life of

beneficiaries. Each sector subclassified into indicators. Collecting data on all such sub-

indicators takes too much time in the survey and thus only a few of the indicators were selected

and analysed at state level and district level in the further sections.

1) Transport Indicator

The sub-indicators of transport were used to understand the effect of traffic, fleet, trade, safety,

revenue, and accessibility due to the construction of the road resulting in the change in the

pattern of transportation.

1 Increase in number of vehicles

2 State transport facility

3 Increase or decrease in frequency of travel

4 Gender wise travel pattern

5 Reduction in time due to road

6 Change in pattern of travelling

2) Agriculture and Allied sector

The parameters like agriculture production and productivity helped us to understand the change

in land usage, dependency on fertilizer, change in production and productivity of crops, the

price of goods, and the status of beneficiaries.

3) Small Scale enterprise Sector

To know the other source of income apart from agriculture and introduction of new facilities

or technology and other available opportunities.

4) Employment and livelihood generation

This indicator focused on the available credit, local market, land price, livelihood and change

in basic needs of the beneficiaries in the day to day life.

1 Land price change

2 Livelihood

3 New livelihood generated due to road

5) Education sector

Education sector helps us to understand the educational progress both qualitative and

quantitative. It can also help us to understand gender wise, age wise, caste and religion wise

change in educational pattern.

1 Change in education pattern gender wise

2 Dropout rate in schools

3 Rate of absentee of teachers

4 Change in education awareness

6) Health Sector

108

It gives an idea about the health of the population. It indicates the ease of getting a medical

facility such as doctors, vaccination etc.

1 Ease of getting medical facility

2 Increased frequency of doctor’s or ANM’s

3 Vaccination drive coverage

7) Social Network indicators/Social Interaction Indicator

This indicator helps to understand the women participation, social gathering, and beneficiary’s

interaction with nearby habitation and marketplaces.

8) Indicator for PMGSY workers/Stakeholders involved in PMGSY road construction

To understand the participation of the locals during the construction of the road, various

stakeholders included in the survey. The focus is on the facility provided safety, and education

available for them during their involvement in construction. Their awareness regarding rules

& regulation and gender-wise involvement during the project will throw light on their being

misled or discriminated.

9) Other indicators/Poverty Alleviation

These indicators indicate that construction of the road has brought prosperity to the lives or

not. Whether there is any change in there per capita income, food habit, job availability,

empowerment, security and much more will indicate whether the society is healthy or not.

5.6 Socioeconomic evaluation at State Level

5.6.1 Sample Size

The sampling criteria for the socioeconomic study was based on the three parameters named

type of connectivity, the age of the road and population of the habitation. The selected roads,

habitations benefited with the road, population of the habitation, number of households in the

habitation and sample size selected for the study of socioeconomic impact is given in Table

5.1

Table 5.1 Roads sampled for socioeconomic evaluation

Sr.

no Block Road Name Village/ Habitation

Populati

on

Househo

lds

Samp

le

1 Parner ODR 131 to Kutewadi Kutewadi 690 138 13

2 Parner Hunga - Mungashi Mungashi 812 162 14

3 Nagar Gundegaon to Dhawadewasti Dhavadewadi,

Chaudhariwadi 550 110 14

4 Nagar Pimpalgaon Kauda -

Hivarebazar Boyarepathar 995 199 20

5 Parbhani SH44-Ithlapur Deshmukh

Raipur Road Ithlapur Deshmukh 1412 282 26

109

6 Palam SH 219 to Wadi (kh) Wadi Kh 718 144 30

7 Palam MSH 2 to Puini Adgaon

Wanbhujwadi Road

Adgaon,

Wanbhujwadi 620 124 23

8 Palam MSH 3 to Ramapur Ramapur,

Ramapur Tanda 540 108 19

9 Kalamb MDR 14 to Mategaon Mategaon 653 131 27

10 Kalamb MSH 3 to Sonegaon Wandli

road Wandli 800 160 28

11 Kalamb MSH 3 to Aloda Road Donoda,Aloda 1052 210 14

12 Darwa Wagad (Bk) to Rajivnagar Rajivnagar 836 167 17

13 Bhandara Garada (Jangli) to Garada

(Bk)

Ravanwadi,

Kurshepar 1863 373 27

14 Bhandara SH 271 Bhandara to Warthi

SH 271 Pandarbodi 1015 203 28

15 Tumsar Tumsar to Pipra Road Pipara 993 199 14

16 Pauni MDR 35 to Chichal Chakra

Adyal Chichal 3000 600 19

17 Shahuwadi SH 125 to Nandgaon Sonurle

Patilwada Sonurle 1309 262 18

18 Shahuwadi MDR 9 to Parli Parali 1354 271 20

19 Bhudarghad SH 120 to Tiravade

Devulwadi Devarde

Deulwadi,

Kariwadi,

Simalwadi

896 179 30

20 Bhudarghad Patgaon to Bhatwadi

Bhatwadi Adye Tale,

Tambachiwadi,

Talewadi

669 134 13

21 Sangameshwar Pochari to Fungus Fungus,

Chalkewadi 674 135 6

22 Sangameshwar MDR 33 Dingani Agarwadi

Khadewadi to Guruvewadi

Agarwadi,

Kharandewadi,

Guruvewadi

195 39 14

23 Sangameshwar Dhamapur TF Sangmeshwar

to Bhayjewadi Rautwadi

Bhayajewadi,

Bhudwadi 578 116 GD*

24 Guhagar Pacheri Agar Ramnewadi Ramanewadi 539 108 GD*

25 Palghar NH 8 to Bahirifonda Jayshet 644 129 GD*

26 Palghar Valve to Chipatpada Road Chipatpada 418 84 GD*

27 Jawhar SH 28 to Sagpani Pachgud

Road Pachabud 262 52 GD*

28 Jawhar Jamsar - Kharvand Nyahale

BK to SH 30 Road Radhanagari 330 66 GD*

Total 24417 4885 440

*GD=Group Discussion

110

5.6.2 Impact on Transport sector

5.6.2.1 Usage of the road by other habitation as the primary route.

The road connected to the village is used by nearby habitations or the habitations beyond this

village when it is the shortest or fastest route to the nearby marketplace from that habitation.

The road surveyed in this evaluation study also give better connectivity to varying number of

habitations. The road in Bhandara ‘SH 271 Bhandara to Warthi SH 271’ which is near to

Bhandara town caters to traffic of approximately 8 habitations as per the residents. The graph

shown in Figure 5.2 Number of Habitations connected using the road the number of habitations

using the road.

• Among the selected roads, 35% roads targeted for single habitations are used by two

habitations.

• The percentage of roads that were used by three habitations is 30% and 19% roads are used

by four and more habitations

• Only 16% were dead-end roads and serving connectivity to only one habitation.

Thus, the roads used by PMGSY are used by other habitations as the main route due to faster

and shorter distance. Before the roads were built, most of the other habitations were using other

routes or the same route which took longer time.

Figure 5.2 Number of Habitations connected using the road

0123456789

Pan

dhar

bod

i

Chic

hal

Raw

anw

adi

Fu

ngu

s

Kh

urs

hep

ar

Dev

ulw

adi

Pip

ra

Bhat

wad

i

Bhay

ajew

adi

Bho

yar

epat

har

Do

nod

a

Ith

alpu

r…

Th

aku

rpad

a

Kar

ndew

adi

Rad

han

agar

i

Ram

apu

r T

and

a

So

nurl

e

Ram

apu

r

Ad

gao

n

Alo

da

Chip

atp

ada

Dh

avad

ewas

ti

Mat

egao

n

Mu

ng

ashi

Par

ali

Ram

anew

adi

Sim

alw

adi

Wad

i k

h

Wan

bh

ujw

adi

Wan

dli

Tal

ewad

i

Cho

udh

ariw

adi

Kar

iwad

i

Ku

tew

adi

Pac

hb

ud

Raj

ivnag

ar

Tam

bac

hiw

adi

No of Habitations Connected

111

Figure 5.3 Number of roads serving different number of habitations

5.6.2.2 Average number of days road closure for access before and after road

The habitations which have been connected for the first time i.e. ‘new connectivity road’ have

shown access closure many a times before the PMGSY connectivity mostly due to rains, during

monsoon. The details about each habitation are given in district wise analysis in this chapter

further. The Figure 5.4 shows that the number of habitations which reported the closing of

roads for a number of days per year before and after the construction of road under PMGSY.

Among the 37 habitations surveyed, only 9 habitations reported no closure of the road before

PMGSY road. The closure of the roads was mainly in the monsoon season, as the roads which

are made up of gravel and murum, due to heavy rainfall mud is left behind and the one and

only option is that of walking through mud. This has an impact on all the activities such as

education, health, and all market-related activities during such condition.

✓ Nine habitations i.e. 24% of the surveyed habitations had less than five days closure of the

road annually before the construction of PMGSY roads.

✓ There are 32% habitations i.e. total 12 habitations which reported closure of the road more

than 30 days annually before construction of the PMGSY road.

✓ Ten roads i.e. 27% of the roads were closed during monsoon for the period of 10-20 days

annually before the construction of PMGSY road.

✓ Three roads reported 5 to 10 days closure and remaining three roads reported 20-30 days

closure annually before construction of the road.

✓ After the construction of PMGSY road, there were no roads which were closed more than

5 days annually. However, few roads reported 3-5 days closure due to heavy rain as the

cross drainage work structure is of ‘submerged type’ and in such heavy rains, the water

floods over the bridge.

6, 16%

13, 35%11, 30%

7, 19%

Frequency of roads

One Two Three Four and More

112

Figure 5.4 Average number of days the road is closed before and after road

5.6.2.3 Availability of Public Transport facility

The connectivity to village improves transportation facility and when there is a good road, the

government extends its support by provisioning public transport facility to such villages.

Wherever there is good road and a well-populated village, the state transport bus starts to halt

in the village. Among all the surveyed habitations, very few habitations (five habitation)

already had access to public transport facility. Most of the habitations got benefited from public

transport facility after the construction of PMGSY road.

✓ Almost 32 i.e. 86% of the habitation reported that there was no public transport facility

before the construction of PMGSY road.

✓ Among the five habitations which already had access to public transport facility, the

frequency of buses has increased significantly to more than five in each case except

Bhoyarepathar in Ahmednagar district.

✓ There were only five habitations out of 37 which had an access to public transport facility

before the PMGSY road, among these five habitations, one habitation had three trips of

state transport bus and four habitations has two trips daily.

✓ After the construction of the PMGSY road, public transport facility is now available in 24

habitations out of 37 i.e. almost 65% habitations got connected through public transport

facility which previously was only 15% and now only 13 habitations still do not have any

public transport facility.

✓ As of now, four habitation shows public transport facility with more than four trips a day,

six habitations with thrice a day, ten habitations with twice a day, four habitations with

once in a day.

9

3

10

3

12

37

0 0 0 00

5

10

15

20

25

30

35

40

Less than 5 days 5 to 10 days 10 to 20 days 20 to30 days More than 30

days

Num

ber

of

Hab

itat

ions

Number of habitations vs. No of days road is closed

Before Road After Road

113

✓ The reason for the non-availability of public transport facility as per the responses of the

people is that of non-availability of sufficient passengers.

Figure 5.5 Availability of Public Transport facilities before and after PMGSY

5.6.2.4 Increase in number of private vehicles in the habitation

The road to any village triggers transportation by increasing both private and public

transportation facility. The above paragraph showed the increase in public transport facility.

The road has also increased the number of private vehicles especially those of two wheelers.

The Figure 5.6 shows the increase in a number of two wheelers as well as an increase in private

vehicles in the habitations before and after the construction of PMGSY road.

i. There were only six habitations out of 37 where there was a private transport facility

available before the PMGSY road while the remaining habitations were dependent on

the public transport and vehicles in the nearby villages.

ii. After construction of the PMGSY roads, there were only four habitations which still do

not have any private vehicle in the habitation as the habitations were very tribal and the

income of the people is very low. But due to availability of good road the inhabitants

are using vehicles of private operators from nearby habitations.

iii. There is a significant increase in the number of private operators in the habitations i.e.

around 22% habitations showed an addition of one private operator as compared to

before road, while 40% habitations showed an addition of two.

iv. Six habitations reported an addition of three private vehicle as compared to before road

situation and four habitations i.e. 11% habitations show an increase in private transport

vehicle by more than three.

32

0

4

1

0

13

4

10

6

4

0 5 10 15 20 25 30 35

Zero

Once in a day

Twice a day

Thrice a day

More than thrice a day

No. of Habitations

No. of Habitations with Frequency of Public transport facility

After Road Before Road

114

Figure 5.6 Number of habitations showing change in private vehicle due to road construction

5.6.2.5 Increased participation of females in travelling outside the village for various

purposes.

The road has brought a cheap and fast transportation means to the habitations. This has had a

positive impact on the female participation in travelling outside the habitation for various

purposes such as purchasing ornaments, clothes, marketing etc. When there were no roads,

only males from each family used to go to market for various purposes and usually the females

used to stay at homes.

i. Of the sample size of 440 households surveyed, only in 40 households (9%) it was

found that the women participated in activities that involved travel outside the village

before the construction of PMGSY road.

ii. After construction of PMGSY road, the same percentage has changed to 88% i.e. 387

households reported that both female and male participate in activities involving travel

outside the village.

iii. Prior to the roads, female participation was there in habitations which were closer to

marketplaces and had good road connectivity such as Chichal in Bhandara district, all

the habitations in Parbhani district and Bhoyarepathar in Ahmednagar district.

iv. However, in the tribal district, there was no female participation reported before

construction of PMGSY road which has increased after the construction of the road.

4, 11%

8, 22%

15, 40%

6, 16%

4, 11%

No. of Habitation showing addition of private operators

No change Increased by one

Increased by two Increased by three

Increased by more than three

115

Figure 5.7 Increased participation of females in going outside village

5.6.3 Impact on Health Sector

5.6.3.1 Change in Cooking Energy Pattern and Access to Clean Energy.

Most of the households were using firewood as the energy for cooking before roads as it was

locally available. Some households which were using LPG the delivery of the LPG cylinder

was not available to the habitation before the road, and hence it would be used sparingly. After

road, there is a considerable change in the fuel usage. The households previously using

firewood as cooking energy changed to LPG and some households are using both firewood

and LPG.

1. Before the construction of the PMGSY road cheap and easily available cooking fuel

firewood was used by 88% i.e. 389 households of the 440 surveyed. At the same time, there

were only 26 households which used only LPG gas as cooking fuel in before road scenario

and 25 households were using both LPG and firewood as cooking energy.

2. After construction of road and subsidised supply of LPG cylinders, the change in cooking

energy pattern was observed and the only firewood using households has reduced from 389

to 227 i.e. change of 37%.

3. The above scenario was for six districts namely Ahmednagar, Parbhani, Yavatmal,

Bhandara, Kolhapur and Ratnagiri. In the Palghar district, where the study was conducted

in the form of FGD, none of respondent reported use of LPG in any of the four habitations

before the road. However, in each habitation almost 10% of households were using LPG

after road.

400

53

40

387

0 50 100 150 200 250 300 350 400 450 500

Before Road

After Road

No. of Respondent

Participation of Females in going outside village

Only Male Both Male & Female

116

Figure 5.8 Change in cooking energy pattern

5.6.3.2 Immunization facility and status of immunization

Immunization to children is given in an Anganwadi or school and wherever there is no

accessibility to school or habitation the immunization was not given or the immunization camp

is set up in a nearby habitation. When asked about immunization given to children respondents

reported in the form of yes or no and the results are shown in the Figure 5.9. It is seen that the

roads have not brought significant changes in the extent of immunization as there was

immunization before road also though there is positive trend.

1. When asked whether immunization facility was available and accessible by inhabitants

before the road 81% respondent reported yes to the question.

2. After the construction of the roads, 86% of the respondent has reported access to

immunization facility to the child.

3. The percentage of respondent showing no immunization facility before the road was 19%.

Only 15% respondent reported that there is still no access to immunization as they have to

approach to a nearby school which is not connected by PMGSY road or any other road.

4. Apart from the immunization given in school through camp, not all the habitations have an

access to a government hospital for immunizing new born child and ASHA workers usually

assure a 100% immunization. As per the ASHA workers, the road is very beneficial not

only to all the inhabitants but even in case of visiting doctors and nurses from Public Health

Centres.

389

26 25

227

103 110

0

50

100

150

200

250

300

350

400

450

Firewood LPG Both

No

. o

f R

esp

ond

ents

Change in Cooking Energy Pattern


117

Figure 5.9 Availability of immunization facility

5.6.3.3 Incidents occurrences due to no road or bad condition of the road

Incidents such as the death of a new-born baby, the death of pregnant woman were not recorded

in any of the sample habitations. These situations occurred in yesteryears when there was no

quick access to hospital and people were reluctant to go to the hospital. In case of the

emergency situation because of unavailability of good and quick transport facility, there might

have been chances of special incidences. However, after the construction of the road, the

respondents felt that such situations have become less and risk has been lowered down.

1. Four habitations reported the death of an infant before the construction of the road though

the frequency was not that much and the cases were only one in each of the habitations.

2. Due to lack of quick transport and access to hospital three habitations reported the death of

pregnant women before the road and due to the bad condition of the road.

3. After the road no habitation has reported any such cases of such incidents and from every

respondent, the positive impact of the road has been reported stating that the biggest benefit

of the road to health.

358

82

378

62

0

50

100

150

200

250

300

350

400

Yes No

No

. o

f R

esp

ond

ets

Immunization to Child


118

Figure 5.10 Special incidents happened due to bad condition of road

5.6.3.4 Status of Accessibility to Ambulance Facility.

The information of accessibility to an ambulance for all the habitation before and after the road

is given in the Figure 5.11. Because of the unavailability of the road there was no private or

governmental ambulance reaching the habitations but after the construction of the roads and

governmental initiatives, ambulance now reach habitations in case of emergency.

1. Before the construction of the road, only seven (18%) habitations were having access to an

ambulance while the remaining 82% were inaccessible by an ambulance which was a major

disadvantage for the residents of the habitations in case of emergency.

2. The result of ambulance not reaching the habitation is that in case of an emergency, the

patient cannot reach the hospital on time and residents had to pay much more money to

private vehicle or in some of the habitations where there was no private operator

operational, people had to carry patient on stretcher.

3. After the construction of the road, not only ambulance but also private operators come to

help in case of emergency with a reasonable fare.

4. The number habitations which are accessible by ambulance and ambulance is coming to

the habitation in an emergency is 34 i.e. 92% of the habitations.

5. Still, there are 3 habitations where ambulance does not come in the emergency case also

but the reason is not that of the road but the habitations were far away and small.

4 3

33 34

0

5

10

15

20

25

30

35

40

New-Born Baby Dead Pregnant Woman Dead

Special Incidents happened due to inaccessibility to

Hospital

Yes No

119

Figure 5.11 Status of Ambulance accessibility

5.6.4 Impact on Education Sector

5.6.4.1 Usefulness of Road in Improvement in Access to Education

Roads bring accessibility to primary education for small habitations especially where there

were no primary schools within the habitation. As in the tribal districts, the habitations and

households are spread out and it is not possible for the government to provide schools to each

habitation. Thus, students have to come to school walking through kaccha roads and during

rainy season walking on such road is not possible. In case where habitations already had a

primary school within the habitation, the PMGSY roads brought access to secondary schools

in nearby bigger villages. The responses of the 440 inhabitants to the question of roads

usefulness in improvement in access to education is summarised below.

1. 75% of respondent recorded a positive impact of the road in the improvement of access to

the educational facility.

2. Seventy number of respondent i.e. 16% respondent recorded a neutral response over the

improvement of access to education due to the road.

3. Only 9% i.e. 41 respondents reported there is not much change in education accessibility

due to the road as the accessibility was there before the road and which did not change that

much.

4. In Palghar district, two habitations i.e. Chipatpada and Radhanagari reported a positive

impact of the road in the improvement of access to education i.e. because of road their

children started attending school regularly and even to further studies in a nearby town

with daily commute.

3

30

34

7

0 5 10 15 20 25 30 35 40

Before Road

After Road

Accessibility to Ambulance

Accessibility to Ambulance No Accessibility to Ambulance

120

5. Pachbud village reported that there is not that much change in educational access as a

school already existed in the village and no one from the village has gone to higher studies

yet, due to non-availability of institutes near to this habitation.

Figure 5.12 Improved access to education due to construction of road

5.6.4.2 Decrease in dropout rate of students

Bad connectivity or no connectivity is one of the reasons for school dropout of students, as

they don’t have means of transportation to reach the school and also it is difficult in the rainy

season where the condition of road gets worse as compared to normal days. The rate of students

going to school increased considerably after road in all the habitations. Before the road, the

education of the most of the children was till seventh standard and to study further, students

had to move to nearby town or residential school. But after roads, students started going and

coming back from nearby town and this has decreased the dropout rate of the students.

1. Before the construction of the road the dropout rate was very high and 251 respondent i.e.

57% of the respondent reported that the children were not used to go to school daily or for

further education.

2. Only 189 respondents i.e. 43% have reported that the dropout rates as well as absentee rate

before the construction of the road were negligible.

3. In the after construction of road scenario, 90% of the respondents have reported that there

is a decrease in the dropout rate of the student and decrease in the absentee rate of the

student.

4. Forty-five respondents i.e. only 10% have reported still there is dropout rate and absentee

rate of students i.e. even after construction of the road and having good connectivity to an

educational facility.

329, 75%

41, 9%

70, 16%

Improved Access to Educational Facility

Yes No Neutral

121

5. There is significant change in dropout rate for girls as previously, i.e. before the roads

almost all the girls used to drop the school after primary school, but after roads, public

transport has become convenient and hence, there is an increased number of girls going for

further studies.

6. The dropout rate and absentee rate in tribal block i.e. Palghar district has reduced largely

and children are attending school regularly and pursuing further studies.

Figure 5.13 Decrease in dropout rate and absentee rate of students

5.6.4.3 Decrease in absentee rate of teachers

In every primary school, the teachers are mostly non-residents of the habitation and come from

nearby towns. Because of bad connectivity, there was irregular transport facility and teachers

have to be dependent on private operators or their own vehicle. Moreover, in the tribal area

despite having their own vehicle, teachers can’t reach school due to lack of connectivity. After

the construction of the road, almost every teacher owns a vehicle and reaches school in time.

1. In the scenario of before the road construction wherever there was no road at all the teachers

used to reach school too late in the rainy season or absentee rate was there before road but

after the road, the absentee rate has come down significantly.

2. 51% of the respondents have reported that teachers were not coming to school regularly

before the construction of the roads.

3. 49% respondents reported that teachers used to school daily and there was no absentee rate

before the road. These respondents were mostly from the habitations which were easily

accessible i.e. in case of upgradation of the road.

4. 93% of respondent reported that there is no absentee of a teacher after the road.

189

395

251

45

0

50

100

150

200

250

300

350

400

450

500


No

. o

f R

esp

ond

ent

Decrease in Drop out rate and Absentee Rate for Children

Yes No

122

5. Only 7% respondent i.e. 30 respondents have reported that the teacher absentee rate still

exists.

Figure 5.14 Absentee rate of teachers

5.6.5 Impact on Agricultural Sector

5.6.5.1 Change in Farming Pattern

Productivity in agriculture depends on the types of seeds used and the fertilizer dose applied.

To get the hybrid seeds and fertilizers, farmers have to go to the marketplace which is away

from their habitations and they need to depend on some means of transportation. Most of the

farmers were using bullock carts, organic fertilizers and a local variety of seeds for farming

purpose before the construction of the road. But after the roads because of good accessibility

to the marketplace, most of the farmers are using farm machinery instead of conventional

methods, chemical fertilizers in place of organic fertilizers and hybrid seeds were sown in place

of locally available seeds. The Figure 5.15Error! Reference source not found. shows a

change in farming pattern in the sample villages. The chart is based on the data collected from

the farmers only and the numbers of farmers amongst the 440 respondents were 298.

1. Before the construction of the road, 98% of the respondents were using traditional methods

for farming and only 2% were using farm machinery.

2. After the roads, the scenario got changed and now only 15% of the respondents were using

traditional methods and remaining 85% have shifted to farm machinery.

3. Fertilizers used before the construction of road were organic i.e. the fertilizers obtained

from animals and farm waste and 75% households were using the organic and remaining

25% were using chemical fertilizers.

224

410

216

30

0

50

100

150

200

250

300

350

400

450


No

.of

Res

po

nd

ent

Axis Title

Decrease in absentee rate for teachers

Yes No

123

4. The percentage of fertilizers uses has been shifted from organic to chemical after the

construction of the road and 85% households are now using chemical fertilizers as of now.

5. In case of use of seeds before the construction of the road, 84% household used to grow

their own seed in the farm and using them in cycles and only 16% of the households were

using hybrid seeds.

6. Use of hybrid seeds have increased after the construction of roads to the 92% of farmers

and only 8% farmers were still using local seeds.

7. In case of Palghar district, the farm holdings is very less and two habitations reported uses

of chemical fertilizers up to 20-30% before the construction of the road and two habitations

were using local seeds and organic fertilizers as both of these habitations are away from

town and highway.

Figure 5.15 Change in farm machinery usage, fertilizer usage, type of seed usage

5.6.5.2 Change in farm produce selling pattern i.e. direct to Mandi or middleman i.e.

accessibility to market facility

Before road, in all the habitations, most of the farmers sold their farm produce to the

middleman due to difficulty in taking the produce to the market on their own, because of bad

road conditions and improper transport facility. Because of this, they were getting lesser price

for their products and also had less information about the market price variations. After getting

good accessibility, they are now taking their farm produce to the markets on their own and

getting a better price for their farm produces. The responses collected during the study

regarding farm produce selling pattern is summarised below.

1. Among the 440 habitations surveyed, 142 i.e. 32% households reported no response due to

very small landholding or no land holding at all.

0

50

100

150

200

250

300

350

400

Traditional

Farming

Machinary

Use

Organic

Fertilizers

Chemical

Fertilizers

Local Seed Hybrid Seed

No

. o

f R

esp

on

den

t

Change in Farming Pattern


124

2. Among remaining 298 respondents, only 13% i.e. 61 respondents were selling their

products direct to market before the construction of the road.

3. After the construction of the road, 272 households i.e. 62% households reported they sold

farm produce directly to market.

4. Only 26 households i.e. 5% are still selling their farm produce to middlemen despite having

the road as they are getting a reasonable price at the habitation itself, saving transportation

cost and also because the farm produce is very small quantity.


district

5.6.5.3 Increased visits of Agricultural Officers to Habitation

The main occupation in the villages surveyed is agriculture. The agriculture officers appointed

to reach out to farmers and help in training or advising regarding crops, pesticides, harvesting

etc. are reluctant to go to the village and the inhabitants are deprived of agriculture extension

services. However, after the road, the agriculture officers started to visit village and guide and

advise the farmers. The data on habitations having access to agriculture extension services is

summarised below.

1. There were only 5 habitations having agricultural officers visit habitation for different

purposes before the PMGSY road i.e. only 16% of the habitations had access to agriculture

officers.

2. After the construction of the road, the number has been changed to 32 i.e. 86%. Due to the

construction of the road, the habitations were accessible to agricultural officers by private

vehicle or some other means and the trips of such officers started growing up.

237

26

61

272

0

50

100

150

200

250

300

350


No

. o

f R

esp

ond

ent

Change in agriculture product selling pattern

To Middleman Direct to Mandi

125

3. Only five habitations are there after the construction of the road which is still not visited

by agricultural officers despite having a road. The habitations are far away in the forest

area and very small.

Figure 5.17 Access to agriculture extension service

5.6.6 Impact on Finance Sector

5.6.6.1 Improvement in Banking Facility

A bank account helps in saving part earning and encourages people to save their earning and

utilize it properly. Most of the people didn’t have access to banking facility before the

construction of the road resulting in keeping money at home which was a risk for theft and

utilization for wrong purposes such as drinking liquor. But due to the Government’s approach

to reach poor through Jan Dhan Yojana, to people can now avail bank services. Before road

construction, no bank personnel would come to village and no people from habitation go to the

bank which has changed due to road. Having a bank account is useful in many cases such as

taking a loan, getting benefits of government subsidy, saving money, etc. The number of bank

accounts in the family is due to accessibility and increased participation of other members of

family i.e. excluding only the head of the family, in the outgoing activities. In the sampled

villages, the following statistics emerged.

1. Before the construction of roads, only 29% people had bank account in any of the banks

but after the construction of roads almost 90% of the people have a bank account.

2. There are few households (10%) who don’t have a bank account and these are mostly tribal

or habitations which are very far away from the main town.

6

32

31

5

0

5

10

15

20

25

30

35

40


Increased visit by agricultural officers to the habitation

Yes No

126

3. The number of bank account holding varies from one to more than four in a family. 33%

of respondent families have only one bank account in their family.

4. 28% households have 2 bank accounts in their family while 18% have three bank accounts

in the family and 11% of households have more than three bank accounts in their family.

5. In case of Palghar district, where habitations was very tribal it was found that households

have bank accounts in the habitation after the construction of the road which before the

road was less than 10%.

Figure 5.18 Access to banking facility before and after road

5.6.6.2 Status of Arranging Finance

Most of the inhabitants before road had no sources for arranging finances and many amongst

them depended on money lenders in the habitation, few would borrow money from banks and

rest would get money by some other means including from their relatives. After roads, a good

access to nearby habitations and towns became possible and now most of the inhabitants

depend on banks for arranging finance. The Figure 5.19 below shows the various means of

arranging finance by the households.

1. Before the road construction 302 households i.e. around 68% had no source for arranging

finances but after construction of road, the banking facility becoming available and the

same has been reduced to 80 households i.e. 18% only

2. The situation of the bank as the status of arranging finances before the road was only in 32

households i.e. only 7% but after the construction of the road banks are accessible and

people having bank accounts increased which facilitated in arranging for finances. Thus

after the construction of the road, the number of households having a bank as a source of

finances arrangement has increased to 62% i.e. to 273 households.

127

397

313

43

0

100

200

300

400

500


No

. o

f R

esp

ond

ent

Availability of Banking Facility

Without Having Bank Account

Having Bank Account

43, 10%

147,

33%125, 28%

77,

18%

48, 11%

Number of Households Vs. No. of

Bank Accounts

0 1 2 3 >3

127

3. In case of Palghar district still, people are not that much aware of loaning process and have

not approached banks for arranging finances for different reasons. There is some change

which has occurred due to the availability of bank account as they are now saving money

in the bank and using them in need situations.

Figure 5.19 Status of arranging finances

5.6.7 Impact on Migration

5.6.7.1 Change in Type of Migration

Migration of the inhabitants is seen often at times when there is no work in the agriculture

field. In most of the tribal areas, the migration was seasonal but the road has made changes in

seasonal migration as people can come back to home either weekly or twice a month. The

labours used to go to nearby towns have changed their pattern from weekly to daily by doing

to and fro due to a reduction in the time of travel. The following chart shows a change in

migration as well as a change in the type of migration.

1. There were 128 households i.e. 29% who did not migrate before road but after road, the

accessibility has increased and the migration in the form of permanent or temporary has

been increased and only 140 households reported no migration after the construction of the

road.

2. There were only 12 household i.e. 3% who before roads showed a permanent migration of

some of the family members while the same count has increased to 29% after the

construction of the road. The permanent migration is because of getting a good job in the

nearby city or town which in turn is because of either education or skills which were

accessible due to the road.

32

52

55

301

273

45

42

80

0 50 100 150 200 250 300 350

Bank

Money Lender within Habitation

Other than moneylender or banking

No source

Status of Arranging Finance


128

3. There were 128 households showing temporary i.e. either for 2-4 months or weekly

migration to nearby towns before the construction of the road but after the construction of

road this number has increased to 271 i.e. 62%.

4. For the temporary migrants, many households reported the benefit of the roads as they can

come to the home for Sunday or holidays from nearby places where they have migrated

which previously was not easily possible.

5. In case of Palghar district, where FGD was carried out, the pattern of migration has not

changed as these surveyed areas are in tribal blocks with very less land holdings and no

major town or city nearby for availing daily wage labour. However, one of the habitation,

Chipatpada, has shown a change in migration pattern to daily instead of weekly due to

roads.

Figure 5.20 Increase or Decrease in Migration

5.6.8 Impact on Living

5.6.8.1 Changes in Type of House

The change in the type of houses occurs due to the availability of new material such as bricks

and sand both due to accessibility via new roads and also resultant increase in income of the

family. The trends in the nearby cities also affect the house type and design which ultimately

lifts the standards of living. The changes in the type of houses i.e. Kachha, Pucca and Half

Pucca are listed in the below chart.

1. Before the construction of the road, there were 261 households i.e. 59% of sample size

reported Kachha house which has been reduced to 144 households i.e. 33% after the

construction of the road.

128

27112

29300

140

0

50

100

150

200

250

300

350

400

450

500


No

. o

f R

esp

ond

ents

Change in Migration due to Road

Temporary Migration Permanent Migration No Migration

129

2. A similar situation was there in case of Pucca houses, only 51 households i.e. 12% only

were Pucca before the road and after road, the number has changed to 142 i.e. 32%.

3. In case of Half Pucca households, before the road, there were 128 households i.e. 29%

households Half Pucca which have changed to 154 after road i.e. 35%.

4. It can be noticed that households prefer to shift from kachha house to pucca house directly.

5. But in case of Palghar district instead of a household survey, FGD was conducted and the

70-80 % households reported Half Pucca after road which before the road was zero percent

in all the four habitations

Figure 5.21 Change in type of house before and after road

5.7 Socioeconomic Evaluation at District Level

5.7.1 Profile of Ahmednagar District

Ahmednagar district comes in the Khandesh region of Maharashtra having its division

headquarters at Nashik and is located at 19.08°N 74.73°E. It has an average elevation of 649

metres. It is spread over an area of 17,413 Km2 and is the largest district of Maharashtra having

14 talukas. These talukas are Akole, Jamkhed, Karjat, Kopargaon, Nagar, Nevasa, Parner,

Pathardi, Rahata, Rahuri, Sangamner, Shevgaon, Shrigonda and Shrirampur. Situated in the

rain-shadow region of the Western Ghats, Ahmednagar experiences primarily hot and dry

climate through November to mid-June with average minimum and maximum temperature of

17.6o and 31.8o and it receives an average rainfall of 601mm in a year. Ahmednagar district is

having a population of 45, 43,159 people which contains 4.04% of the total Maharashtra’s

population. The growth rate is 12.43%. Among the total population, 19.67% of people live in

urban areas and the district has a population density of 266 people per square km area. The

261

51

128144 142

154

0

50

100

150

200

250

300

Kacha Pucca Half pucca

No

. o

f R

esp

ond

ents

Change in Type of House in due to road


https://tools.wmflabs.org/geohack/geohack.php?pagename=Ahmednagar&params=19.08_N_74.73_E_type:city(350905)_region:IN-MH

130

literacy rate of the district is 80.22%.The majority of the population in Ahmednagar is Hindu,

but there were other religious groups such as Christians, Muslims, Sikhs, Buddhists, Jains and

Zoroastrians in smaller numbers. According to the census, Hindus were 84%, Muslims 7%,

Christians 4% and others were 4%.The sex ratio in Ahmednagar district is 941 female per 1000

male population. There are total 4633 habitations in the district. Among the total number of

habitations 118 habitations have more than 1000 population, 56 habitations have their

population in the range 500-999, 87 habitations have the population range of 250-499 and 4372

habitations have less than 250 population. Out of total habitations, 2752 habitations are

connected and 1846 habitations are unconnected. The connectivity of 35 habitations covered

under state scheme.

Table 5.2 Number of villages in Ahmednagar district population wise

Sr. No. Ahmednagar No of Rural Households No of Villages

1 Greater than 1000 population 681690 1181

2 Population between 750-999 31893 176



5 Population below 250 380 10

Total 739083 1581

5.7.2 Sample Size for Ahmednagar District

As per our sampling criteria, there was very few upgradation type of roads in Ahmednagar.

Four roads were selected in such a way that the villages with varying populations can be

covered. Among these four roads, three roads were of new connectivity and one is upgradation.

The population size and sample size for each village is mentioned in Table 5.3. Total 61

households were surveyed i.e. 10% of total households were covered.

Table 5.3 Sample roads in Ahmednagar District surveyed for socioeconomic evaluation

Sr.

no

.

Block Road Name Village/

Habitation

Populati

on

Households Sample

1 Parner ODR 131 to

Kutewadi

Kutewadi 690 138 13

2 Parner Hunga - Mungashi Mungashi 812 162 14

3 Nagar Gundegaon to

Dhawadewasti

Dhavadewadi,

Chaudhariwadi

550 110 14

4 Nagar Pimpalgaon Kauda

- Hivarebazar

Boyarepathar 995 199 20

Total 3047 609 61

131

Figure 5.22 Sample Roads and Habitations Map

Table 5.4 List of Infrastructure availability before road and after road within habitation

Ahmednagar

District

Kutewadi Mungashi Choudhari

wadi

Dhavadewad

i Bhoyarepathar

BR* AR BR* AR BR* AR BR* AR BR* AR

Primary School Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes

Middle School No No No No No No No No Yes Yes

High School No No No No No No No No No No

Degree College No No No No No No No No No No

Health Services No No No No No No No No No No

PHCS No No No No No No No No No No

Veterinary

Hospital No No No No No No No No No No

Telegraph Office No No No No No No No No Yes Yes

Bus Service No No No No No Yes No No Yes Yes

132

Electricity Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes

Panchayat Head

Quarter No No Yes Yes No No No No Yes Yes

* All information is from OMMAS website accessed on 31st March.

5.7.3 Impact on Transport Sector in Ahmednagar District


The road connected to the village is used by nearby habitations or the habitations beyond this

village. Each road connected in Ahmednagar district is used by more than one habitations

except the road to Kutewadi as it is used by only one habitation i.e. Kutewadi itself. The road

connecting to Mungashi used by two habitations, road to Dhawadewasti is used by two other

habitations and road to Bhoyarepathar is used by three habitations. The road connected to

Hivarebazar is upgradation and this village is already connected by two other PMGSY roads.

Thus, the political influence of Hivarebazar has an impact on policy of PMGSY which allowed

connecting more than two roads to the same village. The road to Kutewadi faced lots of

problems during land acquisition as there is no policy for provision of compensation to land

donors. Few farmers who have their land on both side of the road opposed the road

construction.

Figure 5.23 Number of Habitations using the road

5.7.3.2 Average number of days road closure for the access before and after road

The road connectivity to three of the sample villages is completely new connectivity. There

was no all-weather connectivity to these villages before the PMGSY road construction resulted

in complete closure of the road for vehicles leaving the option of passing the road by walking

through mud. This has an impact on all the activities such as education, health, and all market-

related activities during such condition. The scenario of the road before connecting through

PMGSY is better explained in Figure 5.24. The scenario before the road was asked to

respondent about the connectivity situation. The respondent in the habitations Mungashi and

1

2 2

3

0

1

2

3

4

No

. o

f H

abit

atio

ns


No of Habitations

Connected

133

Dhavadewasti told that the road was almost closed during monsoon due to a gravel road. The

road to Mungashi has a small river crossing which causes to the road to close whenever there

was heavy rain. Almost about 10 days a year road was closed for travelling till the flood gets

attenuated. But the road to Bhoyarepathar is upgradation and the previously there was a road

so no closure of road has been recorded by the respondent. Kutewadi is benefitted with new

connectivity and the people in Kutewadi faced the problem of road closure during monsoon

due to mud formation whenever there is continuous rain.

The situation after road shows that there is no village from which respondent reported closure

of the road due to monsoon or any other reason. However, the road to Mungashi has a small

river on which there is the small bridge which is submerged one and whenever there is heavy

rain the bridge got flooded for few hours only causing the road to close.


5.7.3.3 Availability of Public Transport facility

The connectivity to village causes transportation facility to increase and when there is a good

road, the government extends his support by the provision of public transport facility to such

villages. In Ahmednagar district, the habitation visited by our team shows there was no public

transport facility to all villages except Bhoyarepathar, which has connectivity previously. But

now the Public transport facility is provided to all the three habitations connected through the

road Gundegaon to Dhavadewasti. But Kutewadi and Mungashi don't have any public transport

facility till date. Kutewadi is connected to the major road by only 2.5km and from there public

transport facility is available. The detail about the frequency of bus coming to the village is

shown in Figure 5.25 below.

20

10

45 45

00

10

20

30

40

50

No

. o

f D

ays

Average Number of Days Road is Closed


134

Figure 5.25 Availability of Public Transport facilities

5.7.3.4 Increase in number of vehicles in the habitation

The road to any village triggers transportation by increasing private or public transportation

facility. The parameters increase in public transportation facility above showed that the

increase in the frequency of public to outside places. The other parameter increase in a vehicle

in the village shows that increased frequencies and development. Most of the village showed

that increase in two-wheelers as these are less expensive and private property consuming less

fuel. Apart from two-wheelers, the others vehicle’s increase was very less in such small

habitations. In Ahmednagar district, Bhoyarepathar shows the highest number of two-wheelers

increment followed by Mungashi. The other habitations recorded few vehicles which was zero

before road as shown in Figure 5.26

0

1

2 2 2

0

0.5

1

1.5

2

2.5

No

. o

f ti

mes

co

min

g t

o v

illa

ge

Availability of Public Transport facility

Before Road

After Road

135

Figure 5.26 Increase in two-wheelers in the habitations

5.7.3.5 Increased participation of females in going outside village for different purposes.

Almost in all the four villages males were participating in the activities like going to market,

buying seeds and fertilizers, buying clothes and ornaments etc. before the road. But after road

along with the male, the females also participating in all the activities because of good

accessibility to the places away from the village and there is a considerable increase in the

female participation which is shown in Figure 5.27 below.

020406080

100120140160180

No

. o

f T

wo

Whee

eler

s

Increase in No. of Two Wheelers

Before Road

After Road

13

1

14

2

12

0

16

00

12

0

12

2

14

4

20

0

5

10

15

20

25

BR AR BR AR BR AR BR AR

Kutewadi Mungashi Dhavadewasti Bhoyarepathar

No

. o

f F

emal

e P

arti

cip

atio

n


Only Male

Both Male &

Female

136


5.7.4 Impact on Health Sector in Ahmednagar District

5.7.4.1 Change in cooking energy pattern and access to clean energy.

Most of the households were using firewood as the energy for cooking before road as it was

locally available. However, some households were using LPG but the delivery of the LPG

cylinder was not available to the habitation before the road. After road, there is a considerable

change in the fuel usage. The households previously using firewood as cooking energy

changed to LPG and some households were using both firewood and LPG and the LPG

cylinders were supplied to all the habitations except Mungashi after road. Change in cooking

energy pattern is shown in Figure 5.28 below.


5.7.4.2 Increase in frequency of Health workers and Doctors in the habitation.

There was no availability of doctors and nurse in Mungashi village before and after road.

ASHA worker is staying in the habitation after road whose availability was not there before

the construction of the road. In Kutewadi village doctor and nurse are visiting the habitation

once in a month and ASHA worker is staying in the habitation after road. The same situation

is there in Dhavadewasti where ASHA worker is not staying in the habitation instead they visit

the habitation twice in a month. In Bhoyarepatar there is the availability of doctor after road

and ASHA worker is staying in the habitation before and after road.

Table 5.5 Frequency of visits by Doctor, Nurse and ASHA Worker to habitation

53

8

0

32

22

7

0

10

20

30

40

50

60

Firewood LPG Both

No

. o

f R

esp

ond

ents


Before Road

After Road

137

Trip of Doctor, Nurse and ASHA Worker per month

Habitation Visitors Before road After road

Kutewadi

Doctor No 1

Nurse No 1

ASHA worker No Within Habitation

Mungashi

Doctor No No

Nurse No No


Dhavadewasti

Doctor No 1

Nurse No 1

ASHA worker No 2

Bhoyarepatar

Doctor No 1

Nurse No No

ASHA worker Within Habitation Within Habitation


Immunization facility is provided to children in all the four sample habitations before and

after road. The Figure 5.29 shows an increase in the immunization provided in Mungashi

village. In Kutewadi, Dhavadewasti and Bhoyarepatar villages an equal number of

responses were recorded from all respondent for the immunization facility provided before

and after road.

Figure 5.29 Availability of immunization facility

12

1

13

1

14

0

20

0

12

1

14

0

14

0

20

00

5

10

15

20

25

Yes No Yes No Yes No Yes No

Kutewadi Mungashi Dhavadewasti Bhoyarepatar

No

. o

f re

spo

nd

ents

Immunization given to child

Before

Road

After

road

138

5.7.4.4 Special incidents happened due to no road or bad condition of the road.

Special incidents such as the death of a new-born baby, the death of pregnant woman are not

recorded in any of the sample habitations. Before road construction, there was no facility of

transportation to the nearby hospital in the three villages connected through new connectivity.

The people from village used to have made some stretcher using local cot carried by 4-6 people.

Despite such worse situation, no such bad incident has been recorded in any of habitations.

Table 5.6 Special incidents happened due to bad condition of road

Sr.No. Special incidents

happened

New-born baby

dead

Pregnant woman

dead

1 Kutewadi No No

2 Mungashi No No

3 Bhoyarepathar No No

4 Dhavadewasti No No

5.7.4.5 Status of Ambulance accessibility to habitation.

The information of accessibility to an ambulance for all the habitation before and after the road

is given in Table 5.7 below. None of the sample habitation was having ambulance facility

before road at the time of emergency. But after road ambulance is coming to the habitations of

Kutewadi, Dhawadewasti and Bhoyarepatar. But ambulance facility is still not there in

Mungashi even after the construction of the road.

Table 5.7 Status of Ambulance coming to Habitation

Sr. No.

Name of

Habitation Before Road After Road

1 Kutewadi No Yes

2 Mungashi No No

3 Dhavadewasti No Yes

4 Bhoyarepathar Yes Yes

5.7.5 Impact on Education Sector in Ahmednagar District

5.7.5.1 Usefulness of roads in improvement in access to education

After the road construction access to education has been improved well above 75% in all the

habitations. All the respondents in Kutewadi and Bhoyarepatar villages told that the road has

helped children to reach the school easily showing 100% improvement in the figure 1.11 shown

139

below. Also, Mungashi and Dhavadewasti villages show a good change in accessing the road

for education purpose after road construction.

Figure 5.30 Improved access to education due to construction of road

5.7.5.2 Decrease in dropout rate of students

Bad connectivity or no connectivity is one of the reasons for Dropout of students from the

school, as they can’t get means of transportation to reach the school and also it was difficult in

the rainy season where the condition of road gets worse than compared to normal days. The

rate of students going to school increased considerably after road in all the four sample villages

Kutewadi, Mungashi, Dhavadewasti and Bhoyarepatar as shown in the Figure 5.31 below.


0

2

4

6

8

10

12

14

16


No

. o

f R

esp

ond

ents


Yes

No

Neutral

0

5

10

15

20



No. of

Res

ponden

ts


Yes

No

140

5.7.5.3 Decrease in absentee rate of Teachers

Because of bad connectivity, there were more chances of not getting proper transport facility

for teachers to reach school in most of the days. After road construction, there is much

reduction in the absentee rate of teachers and they are coming to school more regularly. The

Figure 5.32 below shows the decrease in the absentee rate of teachers after road compared to

the before road condition.

Figure 5.32 Absentee rate of Teachers

5.7.6 Impact on Agriculture in Ahmednagar District


Productivity in agriculture depends on the type of seed used and fertilizer applied. To get

those good seeds and fertilizers farmers had to go to the marketplace which is away from

0

5

10

15

20

25



No

. o

f R

esp

ond

ents

Decrease in Absentee Rate for Teachers

Yes

No

141

their habitations and they need to depend on some means of transportation. As seen from the

Figure 5.33 there is a change in the use of farm machinery, fertilizer and type of seed in all

the four sample villages for before road and after road condition. Most of the farmers were

using bullock carts, organic fertilizers and a local variety of seeds for farming purpose before

the construction of the road. But after road because of good accessibility to the marketplace,

most of the farmers were using tractors for ploughing land instead of bullock carts, chemical

fertilizers in place of organic fertilizers and hybrid seeds were sown in place of locally

available seeds.


0

10

20

30

40

50

60

Traditional Machineries Organic

Fertilizers

Chemical

Fertilization


No

. o

f R

esp

ond

ents



0

10

20

30

40

50

60


Fertilizers

Chemical

Fertilization


No

. o

f R

esp

ond

ents



142

5.7.6.2 Change in farm produce selling pattern i.e. direct to Mandi or middleman, to

reduce chain to get higher rate i.e. accessibility to market facility

Before road, in all the habitations most of the farmers sell their farm produce to the middleman

due to finding difficulty in taking to the market on their own because of bad road condition

and improper transport facility. Because of this, they are getting fewer prices for their products

and also have less information about the market price variations. After getting good

accessibility because of the good road they are now taking their farm produce to the markets

on their own and getting a good price for their farm products. The Figure 5.34,Table 5.16

shows the change in farm produce selling pattern and access to market facilities for all the four

sample villages in the district.


district

5.7.6.3 Increased visits of agricultural officers to habitation

In all the four sample habitations, farmers did not receive any training facility before the

construction of the road. After road except for Mungashi, all the sample habitations received

training regarding the change in crop pattern, farming techniques and improved seeds from

agricultural officers during their visit to each habitation.

Table 5.8 Access to agriculture extension service

Ahmednagar Access to agriculture extension services


0

2

4

6

8

10

12

14



No

. o

f R

esp

ond

ents

Change in agriculture product selling pattern

To

Middleman

Direct to

Mandi

143

Before road No No No No

After road Yes No Yes Yes

5.7.7 Impact on Finance Sector in Ahmednagar District


Figure 5.35 shows the number of bank accounts used by the inhabitants before and after road

condition. Out of total inhabitants surveyed in four sample villages, 46 respondents were not

having a bank account and 15 respondents were having bank accounts before the road. But

after construction of road the total number of respondents having bank account has increased

to 54. The figure gives information about the number of bank accounts held by different

households. Out of total households surveyed 7 households have no bank account. One, two

and three number of bank accounts held by 16, 25 and 2 number of households respectively

and 11 households had more than 3 bank accounts.


5.7.7.2 Status of arranging finance

Most of the inhabitants before road have no sources for arranging finance and few among the

inhabitants depend on money lenders in the habitation, few borrow money from banks and

remaining inhabitants get money by some other means may be from their relatives. After road

a good access to nearby habitations and towns became possible and most of the inhabitants

depend on banks for arranging finance. The Figure 5.36 below shows various means of


0

20

40

60


Access to Banking Facility

Having Bank Account

Not having bank account

No. of Households Vs. No. of

bank accounts

0 1 2 3 >3

144


5.7.8 Impact on Migration in Ahmednagar District

5.7.8.1 Change in type of migration

The migration of the inhabitants is seen often at the time when there is no work in the

agriculture field. There are also labourers who go in search of a job and work for daily wages.

The migration type may be seasonal or permanent. From the Figure 5.37, it can be seen that

the most of the migration is seasonal in almost all the habitations for both before road and after

road condition.

0 20 40 60

Bank

Money Lender within

Habitation

Other than these two

No source

No. of Respondents


After Road

Before Road

0

5

10

15

20

25

30

35

40

45

50

Temporary

Migration

Permanent

Migration

No Migration

No

. o

f R

esp

ond

ents


Before Road

After Road

145

Figure 5.37 Change in type of migration

5.7.8.2 Increase or Decrease in Migration

Compared to the before the road, the number of inhabitants migrating after road in search of a

job is increased in almost all the four sample habitations. There is more increase in the

migration of inhabitants in Dhavadewasti and Mungashi villages and the other two villages

also show little increase in migration of inhabitants after road.

Figure 5.38 Increase or Decrease in Migration

5.7.9 Impact on Living in Ahmednagar District

5.7.9.1 Changes in Type of House

Most of the households in all the four sample habitation were living in Kacha and Half Pucca

houses and a less number of households in the Pucca house before road construction. After

road construction due to good accessibility to construction materials and ease of transport,

there is an increase in Half Pucca and Pucca houses in all the four sample habitations and a

decrease in the number of Kachha houses. The Figure 5.39 below shows the changes in the

type of house for before and after road condition.

0

10

20

30

40

50

60

Before road After road

No

. o

f R

esp

ond

ents

No. of People Migrating

146


5.7.10 Profile of Parbhani District

Parbhani district is located in the Marathwada region of Maharashtra having its division

headquarters at Aurangabad and is located at 19.27°N 76.78°E. It has an average elevation of

347 metres. It is spread over an area of 6251 Km2 and divided into 9 talukas. These talukas are

Gangakhed, Jintur, Manwath, Palam, Pathri, Parbhani, Purna, Selu and Sonpeth.

Parbhani's climate is classified as tropical. When compared with winter, the summers have

much more rainfall. The average minimum and maximum temperature in the district is

20.1°Cand 33.8°C and receives an average rainfall of 996.4 mm in a year.

Parbhani district is having a population of 18, 35,982 people, which contains 1.63% of the total

Maharashtra’s population. The growth rate is 20.18%. Among the total population, 31.8% of

people live in urban areas and have the population density of 295 people per square km area.

73.34% of the total population is literate. Hinduism is majority religion in Parbhani city with

45.11% followers. Islam is second major religion in the city of Parbhani with approximately

41.25% following it and Buddhism by 09.21%, Christianity is followed by 0.23%, Jainism by

0.93%, Sikhism by 0.21% and around 0.02% stated Other Religion. The sex ratio in Parbhani

district is 947 female per 1000 male population.

There are total 915 habitations in the district. Among the total number of habitations 83

habitations have more than 1000 population, 31 habitations have their population in the range

500-999, 12 habitations have the population range of 250-499 and 789 habitations have less

than 250 population. Out of total habitations, 844 habitations are connected and 43 habitations

are unconnected. The connectivity of 28 habitations covered under state scheme.

0

5

10

15

20

25

30

35

40

45

50

Kacha Half Pucca Pucca

No

. o

f R

esp

ond

ents

Change in Type of House due to road

Before Road

After Road

https://tools.wmflabs.org/geohack/geohack.php?pagename=Parbhani&params=19.27_N_76.78_E_

147

Table 5.9 Number of villages in Parbhani district population wise

Sr. No. Parbhani No of Rural households No of Villages






Total 256399 830

5.7.11 Sample Size

As per our sampling criteria, we have both new connectivity and upgradation roads in Parbhani

district and we have selected following roads and villages. Four roads were selected in such a

way that the villages with varying populations can be covered. Among these four roads, two

roads are of new connectivity and two are of upgradation. The population size and sample size

for each village is mentioned in Table 5.10. Total 95 households were surveyed i.e. 14% of

households were covered.

Table 5.10 Sample roads in Parbhani District for socioeconomic evaluation

Sr.

no. Block Road Name

Village/

Habitation Population Households Sample

1 Parbhani

SH44-Ithlapur

Deshmukh

Raipur Road

Ithlapur

Deshmukh 1412 282 23

2 Palam SH 219 to Wadi

(kh) Wadi Kh 718 144 30

3 Palam

MSH 2 to Puyani

Adgaon

Wanbhujwadi

Road

Adgaon,

Wanbhujwadi 620 124 23

4 Palam MSH 3 to

Ramapur

Ramapur,

Ramapur Tanda 540 108 19

Total 3290 658 95

148

Figure 5.40 Sample Road and Habitation Map in Parbhani

Table 5.11 List of infrastructure availability before road and after road within habitation

Parbhani

District

Ithlapur

Deshmukh Wadi kh Aadgaon

Wanbhujw

adi Ramapur

Ramapur

Tanda

BR* AR BR* AR BR* AR BR* AR BR* AR BR* AR

Primary School No Yes No Yes Yes Yes No Yes No Yes No Yes

Middle School No No No No Yes Yes No No No No No No

High School No No No No Yes Yes No No No No No No

Degree College No No No No No No No No No No No No

Health Services No No No No No No No No No No No No

PHCS No No No No No No No No No No No No

Veterinary

Hospital No No No No No No No No No No No No

Telegraph

Office No No No No No No No No No No No No

Bus Service No No No No No No No No No No No Yes

Electricity No Yes No Yes Yes Yes No Yes No Yes No Yes

149

Panchayat Head

Quarter No Yes No Yes Yes Yes No No No Yes No Yes


5.7.12 Impact on Transport Sector in Parbhani District


Each road connected to the four villages in Parbhani district is used by more than one

habitations. The road connecting to Ithalpur Deshmukh is used by three habitations, the road

connecting to Wadi kh is used by two other habitations, two habitations were using the road

connected to Adgaon and Wanbhujwadi and the road to Ramapur Tanda is used by three

habitations.

Figure 5.41 Number of habitations using the road

5.7.12.2 Average number of days road closure for the access before and after road

The road connectivity to two of the sample villages is completely new connectivity. The

scenario of the road before connecting through PMGSY is better explained in the Figure 5.42.

Almost about 15 days a year road is closed for travelling in Ramapur Tanda and Ithalpur

Deshmukh. But the road to Adgaon, Wanbhujwadi is closed for 30 days and the road to Wadi

kh is closed for 35 days. The situation after road shows that no road is closed due to monsoon

or any other reason except Adgaon and Wanbhujwadi. The road connecting to Wanbhujwadi

is the same road that connects Adgaon, it extends to Wanbhujwadi after Adgaon. The road gets

closed during monsoon when it rains heavily for five days annually reported respondents. This

road has recorded the highest number of days closed due to the existing road was in the stream

and in monsoon there was a continuous flow of water in that path.

00.5

11.5

22.5

33.5

No

. o

f H

abit

atio

ns


No of Habitations

Connected

150


5.7.12.3 Public Transport facility Availability

Usually in almost all the villages connected through PMGSY scheme the state has provided

state transport service to such village as the village possess population greater than 500. But in

Parbhani, there is no bus service still in any of the village connected by PMGSY roads noted

by respondent before and after road.

Figure 5.43 Availability of Public Transport facility

0

5

10

15

20

25

30

35

40

No

. o

f D

ays

Average number of days road is closed annually

Before Road

After Road

0

0.2

0.4

0.6

0.8

1

1.2

No

. o

f T

imes

Co

min

g t

o V

illa

ge

Public Transport facility

Before Road

After Road

151


In all the habitations the use of two-wheelers has increased in a good amount after the

construction of the road. There is a much increase in the usage of two-wheelers by the

inhabitants of Ithalpur Deshmukh. Most of the people were going to district headquarters for

the main purchases using their own vehicles. Also, there is an increase in the usage of two-

wheelers after road by the inhabitants of Ramapur Tanda, Wadi kh, Adgaon and Wanbhujwadi.

The Figure 5.44 shows the increase in a number of two-wheelers for before road and after road

condition. Ithlapur Deshmukh road recorded the highest number of two-wheelers and Wadi kh

recorded the lowest increase in a number of two-wheelers.


5.7.12.5 Increased participation of females for going outside village for different

purposes.

In all the four sample villages males were participating in the activities like going to market,

buying seeds and fertilizers, buying clothes and ornaments etc. before the road. The female

participation in all the activities was not mentioned by any of the respondents of all the

habitations. But after road along with the male, the female also participating in all the activities

because of good accessibility to the places away from the village and there is a considerable

increase in the female participation which is shown in the Figure 5.45 below.

020406080

100120140160180200

No

. o

f T

wo

Whee

lers


Before Road

After Road

152


5.7.13 Impact on Health Sector in Parbhani District

5.7.13.1 Change in Cooking Energy pattern and access to clean energy.

The main source of cooking energy before road was firewood due to easy availability except

few respondent using both LPG and firewood. Though some households were using LPG, there

was no delivery of the LPG cylinder available to the habitation before the road. But after road,

there is a considerable change in the fuel usage. The households previously using firewood as

cooking energy changed to LPG and some households were using both firewood and LPG.

Change in cooking energy pattern is shown in the Figure 5.46 below.

0

5

10

15

20

25

30


Ithalpur

Deshmukh

Wadi kh Adgaon Ramapur

Tanda

No

. o

f F

ema

le P

art

icip

ati

on


Only Male

Both Male

& Female

0

20

40

60

80

100

120

Firewood LPG Both

No. of

Res

ponden

ts


Before Road

After Road

153


5.7.13.2 Increase in frequency of Health workers and doctors in the habitation.

ASHA workers used to stay in the habitation before and after road in Ithalpur Deshmukh

village whereas doctor and nurse visit the village one or two times per month. There is no

availability of doctors and nurse before and after road in Adgaon and Ramapur Tanda villages.

ASHA worker visits one or two times per month in Ramapur Tanda village and in Adgaon

village Asha worker is in the habitation after road. In Wadi kh village nurse and Asha worker

used to visit the village one or two times before and after the road.

Table 5.12 Trip of Health Workers and Doctors in the habitation

Trip of Doctor, Nurse and ASHA Worker per month


Ithalpur Deshmukh

Doctor 1 2

Nurse 1 2

ASHA worker Within habitation Within habitation

Wadi Kh

Doctor No No

Nurse 1 2

ASHA worker 2 3

Adgaon

Doctor No No

Nurse No No

Asha workers No Within habitation

Ramapur Tanda

Doctor No No

Nurse No No

Asha workers 1 2

5.7.13.3 Immunization facility and status of immunization.

Immunization facility is provided to children in all the four sample habitations before and after

road. The Figure 5.47 shows an increase in the immunization provided in villages of Ithalpur

Deshmukh, Wadi kh and Ramapur Tanda. And in Adgaon village we get an equal number of

response from inhabitants for the immunization facility provided before and after road.

154

Figure 5.47 Immunization facility and status of immunization


Special incidents such as the death of a new-born baby, death of pregnant woman happen in

Adgaon village in both before and after road condition. But no such incidents happened in the

remaining three villages.


Special incidents happened New-born baby dead Pregnant woman dead

Ithalpur Deshmukh No No

Wadi Kh No No

Adgaon Yes Yes

Ramapur Tanda No No

5.7.13.5 Ambulance coming to the village or not.

The detail of ambulance availability for all the habitation before and after the road is given in

Table 5.14 below. None of the habitation was having ambulance facility before road at the time

of emergency but except Adgaon all other habitations got the facility of an ambulance after

road during an emergency.

Table 5.14 Status of ambulance coming to Habitation

Sr. No. Name of Habitation Before Road After Road

1 Ithalpur Deshmukh No Yes

2 Wadi kh No No

0

5

10

15

20

25


Ithalpur

Deshmukh


Tanda

No

. o

f R

esp

ond

ents


Before Road

After road

155

3 Adgaon No Yes

4 Wanbhujwadi No Yes

5 Ramapur Tanda No Yes

5.7.14 Impact on Education Sector in Parbhani District



habitations. Ithalpur Deshmukh and Wadi kh villages show more improvement in accessing

the road for education purpose. Also, Adgaon, Wanbhujwadi and Ramapur Tanda habitations

show a good change in accessing the road for education purpose.

Figure 5.48 Improved access to education due to sample road

5.7.14.2 Decrease in Dropout rate of students

Bad connectivity or no connectivity of road is one of the reasons for Dropout of students from

the school, as they can’t get good means of transportation to reach the school and also it is

difficult in the rainy season where the condition of road gets worse than compared to normal

days. The rate of students going to school increased considerably after road in all the four

sample villages as shown in the Figure 5.49 below.

0

5

10

15

20

25

Ithalpur

Deshmukh


Tanda

No

. o

f R

esp

ond

ents


Yes

No

Neutral

156

Figure 5.49 Absentee rate for children


Because of bad connectivity, there are more chances of not getting proper transport facility for

teachers to reach school in most of the days. After road construction, there is much reduction

in the absentee rate of teachers and they are coming to school more regularly. The Figure 5.50

below shows the decrease in the absentee rate of teachers after road compared to the before

road condition.

Figure 5.50 Absentee rate for teacher

0

5

10

15

20

25

30


Ithalpur

Deshmukh

Wadi kh Adgaon Ramapur Tanda

No

. o

f R

esp

ond

ents


Yes

No

0

5

10

15

20

25

30


Ithalpur

Deshmukh

Wadi kh Adgaon Ramapur Tanda

No

. o

f R

esp

ond

ents


Yes

No

157

5.7.15 Impact on Agriculture in Parbhani District


Productivity in agriculture depends on the type of seed used, fertilizer applied etc. To get those

good seeds and fertilizers farmers had to go to the marketplace which is away from their

habitations and they need to depend on some means of transportation. As seen from the Figure

5.51 there is a change in the use of farm machinery, fertilizer and type of seed in all the four

sample villages for before road and after road condition. Most of the farmers were using

bullock carts, organic fertilizers and a local variety of seeds for farming purpose before the

construction of the road. But after road because of good accessibility to marketplace, most of

the farmers were using tractors for ploughing land instead of bullock carts, chemical fertilizers

in place of organic fertilizers and hybrid seeds were sown in place of locally available seeds.


5.7.15.2 Change in farm produces selling pattern i.e. direct to Mandi or middleman, to

reduce chain to get a higher rate. i.e. accessibility to market facility


finding difficulty in taking to the market on their own because of bad road condition and

improper transport facility. Because of this, they are getting fewer prices for their products and

also have less information about the market price variations. After getting good accessibility

because of the good road they are now taking their farm produce to the markets on their own

and getting a good price for their farm products. The Figure 5.52 shows the change in farm

produce selling pattern and access to market facilities for all the four sample villages.

0

10

20

30

40

50

60

70

80

90


Fertilizers

Chemical

Fertilization


No

. o

f R

esp

ond

ents



158

Figure 5.52 Change in farm produce selling pattern due to access to market in Parbhani

5.7.15.3 Agricultural officers visits and training to farmers

From the visit of the agricultural officers, farmers get information regarding new technologies

and new cropping pattern. Before road, all the four sample villages have no access to the

agricultural extension services. But after road farmers are getting suitable information from the

agricultural officers in all the four sample villages.

Table 5.15 Access to agriculture extension services

Parbhani Access to agriculture extension services

Ithalpur Deshmukh Wadi kh Adgaon Ramapur


After road Yes Yes Yes Yes

5.7.16 Impact on Finance Sector in Parbhani District

5.7.16.1 Improvement in banking facility


condition. Out of total inhabitants surveyed in four sample villages 67 inhabitants were not

having a bank account and 27 inhabitants were having bank accounts. But after road, the total

number of inhabitants having bank account increased to 86. The figure also gives information

about the number of bank accounts held by different households. Out of total households

surveyed 5 households have no bank account, one, two and three number of bank accounts

0

5

10

15

20

25

30


Ithalpur

Deshmukh

Wadi Kh Adgaon Ramapur Tanda

No

. o

f R

esp

ond

ents

Change in Agriculture product selling pattern


159

held by 12, 32 and 19 number of households respectively and 26 households have more than 3

bank accounts.

Figure 5.53 Improvement in banking facility




other few inhabitants get money by some other means may be from their relatives. After road




0

20

40

60

80

100

Having Bank

account

Without having

bank account

No

. o

f R

esp

ond

ents



11

3829

8

12


Bank Accounts

0 1 2 3 >4

160

Figure 5.54 Status of arranging finance

5.7.17 Impact on Migration in Parbhani District

5.7.17.1 Change in type of migration

The migration of the inhabitants is seen often at the time when there is no work in the

agriculture field. There are also labourers who go in search of a job and work for daily wages.

The migration type may be seasonal or permanent. From the Figure 5.55, it can be seen that

the most of the migration is seasonal in almost all the habitations for both before road and after

road condition.

4

1

8

85

65

2

16

15

0 10 20 30 40 50 60 70 80 90

Bank



No source

No. of Respondent

Status of arranging finance


0

10

20

30

40

50

60

70

80


No

. o

f R

esp

ond

ents



161


5.7.17.2 Increase or decrease in migration

Compared to the before the road, the number of inhabitants migrating in search of a job is

increased in almost all the four sample habitations. There is more increase in the migration of

inhabitants in Ithlapur Deshmukh and Ramapur Tanda villages after road construction.

Figure 5.56 Change in migration

5.7.18 Impact on Living in Parbhani District

5.7.18.1 Change in Type of House

The type of house of the different households surveyed is given in the Figure 5.57 below. Most

of the households have kaccha houses and half pukka houses before road and very few

households are living in Pucca houses. After the construction of the road, there is a reduction

in the number of kaccha houses and the number of households has half Pucca and Pucca

houses.

0

10

20

30

40

50

60


No

. o

f R

esp

ond

ents


162

Figure 5.57 Change in-house type before and after road

5.7.19 Profile of Yavatmal District

Yavatmal district comes in the Vidarbha region of Maharashtra having its division

headquarters at Amaravati and is located at 20.24°N 78.06°E. It has an average elevation of

445 metres. It is spread over an area of 13,584 Km2 and is the 6th largest district of Maharashtra

having 16 talukas. These talukas are Arni, Babhulgaon, Darwa, Digras, Ghatanji, Kalamb,

Mahagaon, Maregaon, Ner, Pandharkawada, Pusad, Ralegaon, Umarkhed, Wani, Yavatmal,

and Zari Jamani. The district's climate is hot and dry, and the winter is very cold. Most of the

total annual rainfall was due to the southwest monsoon rains. The average minimum

temperature will be 13°C and the average maximum temperature will be 42°C. The district

receives an average rainfall of 911mm. Yavatmal district is having a population of 27, 75,457

people which contains 2.46% of the total Maharashtra’s population. The growth rate is 12.9%.

Among the total population, 18.6% of people live in urban areas and have the population

density of 204 people per square km area. The literacy rate of the district is 82.82%. The

majority of the population in Yavatmal is Hindu, among the total population 81% of the people

are Hindu, 9% Buddhist and 8% Muslim. Yavatmal has a sex ratio of 942 females per every

1000 males. There are total 1855 habitations in the district. Among the total number of

habitations 24 habitations have more than 1000 population, 19 habitations have their

population in the range 500-999, 7 habitations have the population range of 250-499 and 1805

habitations have less than 250 population. Out of total habitations, 1743 habitations are

connected and 67 habitations are unconnected. The connectivity of 45 habitations covered

under state scheme.

0

10

20

30

40

50

60

70


No

. o

f R

esp

ond

ents




163

Table 5.16 Population wise village distribution in Yavatmal District

Sr. No. Yavatmal No of Rural households No of villages






Total 515502 1853

5.7.20 Sample Size

As per our sampling criteria, we have selected following roads and villages in Yavatmal

district. Four roads were selected in such a way that the villages with varying populations can

be covered. Roads connecting Mategaon and Rajivnagar are of new connectivity and two roads

in Wandli and Aloda are upgradation. The sample roads selected for socioeconomic evaluation

is given in Table 5.17 below. Out of 668 households in all the four sample habitations 86

households were surveyed i.e. around 13% of total households are surveyed.

Table 5.17 Sample roads for socioeconomic evaluation in Yavatmal District

Sr.

no. Block Road Name

Village/


1 Kalamb MDR 14 to

Mategaon Mategaon 653 131 27

2 Kalamb

MSH 3 to

Sonegaon Wandli

road

Wandli 800 160 28

3 Kalamb MSH 3 to Aloda

Road Donoda, Aloda 1052 210 14

4 Darwa Wagad (Bk) to

Rajivnagar Rajivnagar 836 167 17

Total 3341 668 86

164

Figure 5.58 Sample Road and Habitation in Yavatmal


Yavatmal District Mategaon Wandli Donoda Aloda Rajivnagar



Middle School Yes Yes Yes Yes Yes Yes No No No No

High School No No No No No No No No No No


Health Services Yes Yes No No Yes Yes No No No Yes

PHCS No No No No No No No No No No

veterinary Hospital No No Yes Yes Yes Yes No No No No

Telegraph Office No No Yes Yes No No Yes Yes No No

Bus Service No Yes No Yes Yes Yes Yes Yes No No

Electricity No Yes No Yes No Yes No Yes No Yes

Panchayat Head Quarter Yes Yes Yes Yes Yes Yes Yes Yes No No

165


5.7.21 Impact on Transport Sector in Yavatmal District


The road connected to the habitation may be used by other habitations situated beyond the

habitation which is mainly connected. The road connected to Mategaon, Wandli and Aloda are

used by two habitations, the road connected to Donoda is used by three habitations and road

connected to Rajivngar is used by the inhabitants of Rajivnagar itself. The Figure 5.59 shows

the number of habitations connected to the sample roads.

Figure 5.59 Number of habitation using the road

5.7.21.2 Average number of days road is closed annually

The road is not accessible for few days in all the habitations before road because of blockage

of the road during the rainy season. The road connected to Rajivnagar habitation is blocked for

more days compared to all the other three habitations. However, there were no such incidents

happened in the habitations after the construction of the road.

0

1

2

3

4


No of Habitations

Connected

166

Figure 5.60 average number of days the road is closed before and after road

5.7.21.3 Public transport facility availability

Transport facility is very important in all the habitations for inhabitants to move out in search

of the basic needs. The public transport facility was not available in Mategaon, Wandli and

Rajivnagar habitations before road but in Donoda and Aloda habitations transport facility was

available before the road. After the construction of the road, all other habitations except

Rajivnagar got transportation facility. However, most of the inhabitants owned two-wheelers

for going out of the habitation.


0

5

10

15

20

25

30

35

40

45

Mategaon Wandli Donoda Aloda Rajivnagar

No

. o

f D

ays



0

1

2

3

4

5

6

7


No

. o

f R

esp

ond

ents



167


The number of vehicles in the habitation was very less in Mategaon, Wandli and Donoda

villages and there are no private vehicles in Aloda and Rajivnagar habitations before the road.

Most of the inhabitants are using two-wheelers as a means of transportation as it is affordable

compared to other vehicles. All habitations showed an increase in a number of two-wheelers

after the construction of the road as seen from the Figure 5.62 below.



purposes.

In all the habitations males were participating in the activities like going to market, buying

seeds and fertilizers, buying clothes and ornaments etc. before the road. But after road along

with the male, the female also participating in all the activities because of good accessibility

to the places away from the village and there is a considerable increase in the female

participation after road which is shown in the Figure 5.63 below.

0

10

20

30

40

50

60

70

80

90


No

. o

f T

wo

Whee

eler

s



168


5.7.22 Impact on Health Sector in Yavatmal District


Firewood is used as the fuel for cooking in all the four sample habitations before road

construction. Also, some habitations were using LPG and some use both LPG and Firewood.

After road, there is a reduction in the use of firewood and increase in the use of LPG in many

habitations. Also, there is an increase in the number habitations using both firewood and LPG

as a fuel for cooking purpose as shown in the Figure 5.64 below.

0

5

10

15

20

25

30


Mategaon Wandli Aloda Rajivnagar

No

. o

f F

emal

e P

arti

cip

atio

n



0

10

20

30

40

50

60

70

80

Firewood LPG Both

No

. o

f R

esp

ond

ents



169



The visit of doctor, nurse and ASHA worker has changed in a good amount as shown in Table

5.19 below. The availability of doctor was not there in all the four habitations before and after

road, whereas the visit of the nurse to the habitation has increased to two to three times a month.

ASHA worker is within the habitation in Mategaon before and after the road construction. In

Wandli, Donoda and Rajivnagar habitations there is no availability of ASHA worker before

road but after road, as the worker is staying within the habitation in Wandli, Donoda and

Rajivnagar habitations.

Table 5.19 Trip of Doctor Nurse and ASHA Worker per Month

Trip Of Doctor, Nurse and ASHA Worker Per Month


Mategaon

Doctor No No

Nurse 1 2

ASHA Workers Within Habitation Within Habitation

Wandli

Doctor No No

Nurse 1 3

ASHA Workers No Within Habitation

Donoda, Aloda

Doctor No No

Nurse 1 2


Rajivnagar

Doctor No No

Nurse No 2



Child immunization facility is provided in all the four sample habitations before and after road.

The Figure 5.65 shows an increase in the immunization provided in the Donoda and Rajivnagar

habitations after road construction. The respondents from Mategaon and Wandli gave equal

responses before and after road regarding immunization facility.

170



As shown in the Table 5.20 below there are no incidents such as the death of new-born baby

and death of pregnant woman occurred in Mategaon, Wandli, Donoda, Aloda and Rajivnagar

sample habitations.



Mategaon No No

Wandli No No

Donoda, Aloda No No

Rajivnagar No No


Availability of ambulance plays an important role in taking inhabitants to the hospitals in

emergency situations. Before road none of the four habitations had the facility of an ambulance

in an emergency but after road ambulance is coming to all the four sample villages at the time

of emergency because of good connectivity provided to the habitations.



1 Mategaon No Yes

2 Wandli No Yes

0

5

10

15

20

25

30



No

. o

f R

esp

ond

ents


Before Road After road

171

3 Donoda No Yes

4 Aloda No Yes

5 Rajivnagar No Yes

5.7.23 Impact on Education Sector in Yavatmal District


In almost all the habitations the access of road for education purpose is increased above 60%

after the construction of the road. In Mategaon, Wandli, Aloda and Rajivnagar villages, a

number of respondents said that after the construction of road access to education is increased

and a number of children going to school safely compared to before road condition.



Bad connectivity or no connectivity of road is one of the reasons for Dropout of students from

the school, as they can’t get good means of transportation to reach the school and also it is

difficult in the rainy season where the condition of road gets worse than compared to normal

days. The rate of students going to school increased considerably after road in Mategaon,

Wandli, Aloda and Rajivnagar sample villages as shown in the Figure 5.67 below.

0

5

10

15

20

25


No

. o

f R

esp

ond

ents


Yes No Neutral

172

Figure 5.67 Decrease in dropout rate of students


Because of bad connectivity, there are more chances of not getting proper transport facility for

teachers to reach school in most of the days. After road construction, there is much reduction



road condition.

0

5

10

15

20

25

30



No

. o

f R

esp

ond

ents

Decrease in Drop out rate and Absentee Rate for

Children

Yes No

0

5

10

15

20

25

30



No

. o

f R

esp

ond

ents


Yes No

173

Figure 5.68 Decrease in absentee rate of teachers

5.7.24 Impact on Agriculture in Yavatmal District


To purchase good seeds and fertilizers farmers had to go to the marketplace which is away

from their habitations and they need to depend on some means of transportation. As seen

from

Figure 5.69Figure 5.69 there is a change in the use of farm machinery, fertilizer and type of

seed in all the four sample villages for before road and after road condition. Most of the farmers

were using bullock carts, organic fertilizers and a local variety of seeds for farming purpose

before the construction of the road. But after road because of good accessibility to the market,

most of the farmers were using tractors for ploughing land instead of bullock carts, chemical

fertilizers in place of organic fertilizers and hybrid seeds were sown in place of locally

available seeds.

0

10

20

30

40

50

60

70


Fertilizers

Chemical

Fertilization


No

. o

f R

esp

ond

ents



174


5.7.24.2 Change in farm produces selling pattern i.e. direct to Mandi or middleman to

reduce chain to get higher rate i.e. access to the agricultural market.

Because of bad road condition and improper transport facility, most of the farmers sell their

farm produce to the middleman finding difficulty in taking to the market on their own. Because

of this, they are getting fewer prices for their products and also have less information about the

market price variations. After getting good accessibility because of the good road they are now

taking their farm produce to the markets on their own and getting a good price for their farm

products. The Figure 5.70 shows the change in farm produce selling pattern and access to

market facilities for all the four sample villages.

0

10

20

30

40

50

60

70


Fertilizers

Chemical

Fertilization


No

. o

f R

esp

ond

ents



175

Figure 5.70 Change in farm produce selling pattern due to access to market in Yavatmal


The Table 5.22 below shows visit of agricultural officers to four sample habitations before and

after road. It is seen that farmers were not getting any training before road regarding new

technology, improved seeds and change in cropping pattern. But after road farmers of all the

habitations are getting access to agricultural extension services because of good connectivity

of road.

Table 5.22 Access to agricultural extension services

Yavatmal Access to agriculture extension services

Mategaon Wandli Donoda and Aloda Rajivnagar



5.7.25 Impact on Finance Sector in Yavatmal District




having a bank account and 42 inhabitants were having bank accounts before the road. But after

road, the total number of inhabitants having a bank account has increased to 68. The figure

also gives information about the number of bank accounts held by different households. Out

of total households surveyed 3 households have no bank account, one, two and three number

0

2

4

6

8

10

12

14

16



No

. o

f R

esp

ond

ents



176

of bank accounts held by 29, 18 and 13 number of households respectively and 13 households

had more than three bank accounts.





other few inhabitants get money by some other means may be from their relatives. After road



arranging finance by the households in the sample villages.

0

10

20

30

40

50

60

70

80

90

Having Bank

account

Without having

bank account

No

. o

f R

esp

ond

ents




Bank Accounts

0 1 2 3 >4

177


5.7.26 Impact on Migration in Yavatmal District

5.7.26.1 Change in type of Migration

The type migration occurring in the habitation is either seasonal migration or permanent

migration. From the Figure 5.73, it can be seen that the type of migration is seasonal in all the

habitations and there is less number of inhabitants who are migrated permanently. After road

construction habitants feel easy in accessing the road for searching jobs in nearby habitations

and towns. Out of four habitations, Wandli is having more number of seasonal migrations of

inhabitants.

0 10 20 30 40 50 60

Bank



No source

No. of Respondents



0

10

20

30

40

50

60

70

80


No

. o

f R

esp

ond

ents



178


5.7.26.2 Increase or decrease in migration

As seen from the Figure 5.74 there is more increase in migration of inhabitants in Wandli

village compared to other three habitations. Mategaon and Donoda villages show a

considerable change in the migration of inhabitants after road. In Rajivnagar habitation there

is no such migration seen before road but there is an increase in a number of inhabitants moving

out of habitation in search of a job after road.


5.7.27 Impact on Living in Yavatmal District


The type of house change in the sample habitations before and after the road is given in the

Figure 5.75 below. Most of the households were living in kaccha houses before road and very

few habitations were living in Pucca and Half Pucca houses. After the construction of road

number of households living in kaccha houses decreased by a good amount and there is an

increase in the number of Pucca and half pucca houses.

0

10

20

30

40

50

60

70

80


No

. o

f R

esp

ond

ents


179


5.7.28 Profile of Bhandara District

Bhandara district comes in the Vidarbha region of Maharashtra having its division

headquarters at Nagpur and is located at 21.17°N 79.65°E. It has an average elevation of 244

metres. It is spread over an area of 3717 Km2. Bhandara district consists two sub-divisions,

which are further divided into 7 talukas. Bhandara sub-division is divided into four talukas:

Bhandara, Tumsar Pauni and Mohadi. Sakoli sub-division is divided into three talukas: Sakoli,

Lakhani, and Lakhandur.

The weather is very extreme in all seasons with temperatures in summers as high as 45 degrees

Celsius and in winters as cool as 8 degrees Celsius. Average minimum and maximum

temperature in the district is 20.9°Cand 32.71°C and the district receives an average rainfall of

1388 mm in a year, because of this good rainfall Bhandara is known for its rice production.

Bhandara district is having a population of 11, 98,810 people which contains 1.06% of the total


people live in urban areas and the district has a population density of 293 people per square

km area. Males constitute 51% of the population and females 49%. Bhandara has an average

literacy rate of 83.76, higher than the national average literacy rate, with male literacy of 85%

and female literacy of 75%. Bhandara is having the sex ratio of 982 females per 1000 male

population.



0

10

20

30

40

50

60


No

. o

f R

esp

ond

ents




180

500-999, 93 habitations have the population range of 250-499 and 98 habitations have less than

250 population. Out of total habitations, all the 778 habitations are connected and there are no

habitations left unconnected.

Table 5.23 Population wise village distribution in Bhandara district

Sr. No. Bhandara No of Rural households No of villages






Total 224933 771

5.7.29 Sample Size

As per our sampling criteria, we don’t have new connectivity roads in Bhandara district so all

four roads selected fall under upgradation. Four roads were selected in such a way that the

villages with varying populations can be covered. The population size and sample size for each

village is mentioned in Table 5.24. Total 95 households were surveyed i.e. 7% of households

were covered.

Table 5.24 Sample roads for socioeconomic evaluation in Bhandara district

Sr.

no Block Road Name Habitation Population Households Sample

1 Bhandara Garada (Jangli) to

Garada (Bk)

Rawanwadi

Khurshepar 1863 373 26

2 Bhandara SH 271 Bhandara to

Warthi SH 271 Pandarbodi 1015 203 29

3 Tumsar Tumsar to Pipra Road Pipara 993 199 20

4 Pauni MDR 35 to Chichal

Chakra Adyal Chichal 3000 600 20

Total 6871 1375 95

181

Figure 5.76 Sample Road and Habitation Map in Bhandara


Bhandara District Rawanwadi Khurshepar Pandharbodi Pipra Chichal



Middle School No No No No Yes Yes No No Yes Yes

High School No No No No No No No No Yes Yes


Health Services No No No No No No No No Yes Yes

PHCS No No No No No No No No Yes Yes

veterinary Hospital No No No No No No No No Yes Yes

Telegraph Office No No No No No No No No Yes Yes

Bus Service No Yes No Yes No No No Yes Yes Yes

Electricity Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes

Panchayat Head Quarter Yes Yes Yes Yes No Yes Yes Yes Yes Yes * All information is from OMMAS website accessed on 31st March.

182

5.7.30 Impact on Transport Sector in Bhandara District


The road connected to each of habitation is used by nearby habitations. Each road connected

to the four villages in Bhandara district is used by more than one habitation as shown in the

Figure 5.77 below. The road connecting to Rawanwadi and Chichal is used by six habitations,

the road connecting to Khurshepar is used by four habitations, four habitations were using the

road connected to Pipra and the road to Pandharbodi is used by a maximum of eight habitations.



In four sample villages of Bhandara district except the roads connecting Pipra and Rawanwadi

all other roads were free to travel throughout the year. The road connecting to Pipra is closed

for more number of days before road and after the construction of road also it is closed for few

days during the rainy season. In Rawanwadi habitation previously the road is closed for few

days but after the road, it opened for travelling throughout the year.

0

1

2

3

4

5

6

7

8

9

No

. o

f H

abit

atio

ns


No of Habitations

Connected

183



From the Figure 5.79, it is seen that most of the habitation has no availability of public transport

before the construction of the road. Only Chichal habitation has the facility of public transport

before and after the construction of the road. Rawanwadi, Khurshepar and Pipra habitations

provided public transport facility after the construction of the road. In Pandharbodi most of the

inhabitants were using private vehicles for their personal use and they used to go to Bhandara

town which is not far from the habitation.


0

5

10

15

20

25

30

35

40

Rawanwadi Khurshepar Pandhrabodi Pipara chichal

No

. o

f D

ays



0

0.5

1

1.5

2

2.5

3

3.5


No

. o

f T

imes

co

min

g t

o V

illa

ge



184




inhabitants of Pandharbodi. Most of the people were going to district headquarters for the main

purchases using their own vehicles. Also, there is a good increase in the usage of two-wheelers

after road by the inhabitants of Rawanwadi, Khurshepar, Pipra and Chichal. The Figure 5.80

shows the increase in a number of two-wheelers for before road and after road condition.

Figure 5.80 Increase in number of vehicles in the habitation


purposes.

The female participation was considerably less in all the activities as mentioned by respondents

of all the habitations before the road. The male used to go out of habitation for all activities

like going to market, buying seeds and fertilizers, buying clothes and ornaments etc. before

road construction. But after road, both male and female were participating in all activities as

mentioned by the respondents of sample villages.

0

50

100

150

200

250

300

350

400


No

. o

f T

wo

Whee

lers



185


5.7.31 Impact on Health Sector in Bhandara District


Before road firewood was the major cooking fuel in all the sample habitations. From the Figure

5.82, it is seen that most of the households were using firewood as the cooking fuel and very

few households were using both firewood and LPG as cooking fuel before the road. But after

the construction of road there is a change in the use of fuel from firewood to LPG and also

there is an increase in the number of households using both firewood and LPG as cooking fuel.


0

5

10

15

20

25

30


Rawanwadi Pandharbodi Pipra Chichal

No

. o

f F

emal

e P

arti

cip

atio

n



0

10

20

30

40

50

60

70

80

90

Firewood LPG Both

No

. o

f R

esp

ond

ents



186


The availability of health workers and doctors in all the four sample habitations is as shown in

the Table 5.26 below. Doctor and nurse used to stay in the habitation before and after road and

Asha worker availability are there after road in Chichal habitation. In Rawanwadi, Pandharbodi

and Pipra habitations there is considerable change in the visit of health workers and doctors

after road compared to before road condition

Table 5.26 Trip of Health Workers and Doctors in the Habitation

Trip of Doctor, Nurse and Asha Worker per Month


Rawanwadi

Doctor No 1

Nurse 1 2

Asha Workers No Within Habitation

Pandharbodi

Doctor 1 2

Nurse 3 5

Asha Workers No Within Habitation

Pipra

Doctor No No

Nurse 2 3

Asha Worker No Within Habitation

Chichal

Doctor Within Habitation Within Habitation

Nurse Within Habitation Within Habitation




road. The Figure 5.83 shows an increase in the immunization provided in Rawanwadi and

Pandharbodi villages. In Pipra and Chichal villages we get an equal number of responses from

inhabitants for the immunization facility provided before and after road.

187



Special incidents such as the death of a new born baby, the death of pregnant woman are not

recorded in any of the sample habitations in Bhandara district.



Rawanwadi No No

Pandharbodi No No

Pipra No No

Chichal No No


The information of ambulance availability for all the habitation before and after the road is

given in the Table 5.28 below. None of the sample habitation except Pandharbodi was having

ambulance facility before road at the time of emergency. But after road because of good access

to the habitation ambulance is coming to the villages of Rawanwadi, Khurshepar, and Pipra

during the time of emergency.



0

5

10

15

20

25

30



No

. o

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esp

ond

ents



188

1 Rawanwadi No Yes

2 Khurshepar No Yes

3 Pandharbodi Yes Yes

4 Pipra No Yes

5 Chichal Yes Yes

5.7.32 Impact on Education Sector in Bhandara District



habitations. All the respondents in Pandharbodi village said that the road has helped children

to reach the school easily showing 100% improvement as shown in the Figure 5.84 below.

Also, Rawanwadi, Pipra and Chichal villages show a good change in accessing the road for

education purpose after road construction.

Figure 5.84 improved access to education due to sample road


If there is no good connectivity the inhabitants can’t get good means of transportation to reach

the school and also it is difficult in the rainy season where the condition of road gets worse

than compared to normal days. The rate of students going to school increased considerably

after road in all the four sample villages Rawanwadi, Pandharbodi, Pipra and Chichal as shown

in the Figure 5.85 below.

0

5

10

15

20

25

30


No

. o

f R

esp

ond

ents


Yes No Neutral

189



The bad connectivity of road leads to improper transport facility because of this teachers face

difficult to reach school in most of the days. After road construction, there is much reduction



road condition.

0

5

10

15

20

25

30



No

. o

f R

esp

ond

ents


Yes No

0

5

10

15

20

25

30



No

. o

f R

esp

ond

ents


Yes No

190

Figure 5.86 Decrease in absentee rate for teachers

5.7.33 Impact on Agriculture in Bhandara District


Productivity in agriculture depends on the type of seed used, fertilizer applied etc. To get those

good seeds and fertilizers farmers had to go to the marketplace which is away from their

habitations and they need to depend on some means of transportation. As seen from the Figure

5.87 there is a change in the use of farm machinery, fertilizer and type of seed in all the four

sample villages for before road and after road condition. Most of the farmers were using

bullock carts, organic fertilizers and a local variety of seeds for farming purpose before the

construction of the road. But after road because of good accessibility to marketplace most of

the farmers were using tractors for ploughing land instead of bullock carts, chemical fertilizers

in place of organic fertilizers and hybrid seeds were sown in place of locally available seeds.



reduce chain to get higher rate i.e. accessibility to marketplace


finding difficulty in taking to the market on their own because of bad road condition and

improper transport facility. Because of this, they are getting fewer prices for their products and

also have less information about the market price variations. After getting good accessibility

because of the good road they are now taking their farm produce to the markets on their own

and getting a good price for their farm products. The Figure 5.88 shows the change in farm

produce selling pattern and access to market facilities for all the four sample villages.

0

10

20

30

40

50

60

70

80

90


Fertilizers

Chemical

Fertilization


No

. o

f R

esp

ond

ents



191

Figure 5.88 Change in farm produce selling pattern due to access to market in Bhandara


In Rawanwadi and Pipra habitations farmers did not receive any training facility before the

construction of the road. In Pandharbodi and Chichal farmers were getting agricultural

extension services both before and after road. After construction of road Rawanwadi and

Chichal habitations also received training regarding the change in crop pattern, farming

techniques and improved seeds from agricultural officers during their visit to each habitation.


Bhandara Access to agriculture extension services


Before road No Yes No Yes


5.7.34 Impact on Finance Sector in Bhandara District




having a bank account and 35 inhabitants were having bank accounts before the road. After

road total number of inhabitants having bank account increased to 84. The figure also gives

information about the number of bank accounts held by different households. Out of total

0

2

4

6

8

10

12

14

16

18

20



No

. o

f R

esp

ond

ents



192

households surveyed 3 households have no bank account, one, two and three number of bank

accounts held by 10, 29 and 18 number of households respectively and 33 households had

more than 3 bank accounts.


5.7.34.2 Status of Arranging Finance

The inhabitants of the four sample villages are less dependent on banks for arranging money

before the road. Few of them borrow money from banks and other few inhabitants get money

by some other means may be from their relatives. From the Figure 5.90, it is seen that after the

construction of road there is an increase in the number of inhabitants borrowing money from

the banks due to the good accessibility of road.

35

59

83

11

0

10

20

30

40

50

60

70

80

90

Having Bank

account

Without having bank

account

No

. o

f R

esp

ond

ents



11

29

18

33

3


Bank Accounts

0 1 2 3 >4

193


5.7.35 Impact on Migration in Bhandara District


There was no incident of migration in Pipra and Chichal habitation before road whereas in

Rawanwadi and Pandharbodi both seasonal and permanent migration recorded before

construction of the road. From the Figure 5.91, it is seen that migration has been increased in

all the habitations after road construction compared to the before road condition.


0 10 20 30 40 50 60

Bank



No source

No. of Respondents



20

4

70

37

6

51

0

10

20

30

40

50

60

70

80


No

. o

f R

esp

ond

ents



194


Compared to the before road, the number of inhabitants migrating in search of a job is increased

in almost all the four sample habitations. There is more increase in the migration of inhabitants

in Rawanwadi and Pandharbodi villages and the other two villages Pipra and Chichal also show

an increase in migration of inhabitants after road whereas in before road condition no migration

occurred in these two villages.

Figure 5.92 Increase or decrease in migration

5.7.36 Impact on Living in Bhandara District


In all the four sample habitations of Bhandara district, the inhabitants are living in kaccha and

half Pucca houses and a less number of households in the pucca house before road construction.

After road due to good accessibility to construction materials and ease of transport, there is an

increase in half Pucca and Pucca houses in all the four sample habitations and a decrease in

the number of kaccha houses. The Figure 5.93 below shows the changes in the type of house

for before and after road condition.

24

43

0

10

20

30

40

50


No

. o

f R

esp

ond

ents

Axis Title

No. of people migrating

195

Figure 5.93 Change in type of house

5.7.37 Profile of Kolhapur District

Kolhapur district comes in the western Maharashtra region having its division headquarters at

Pune and is located at 16.41°N 74.14°E. It has an average elevation of 546 metres. It is spread

over an area of 7685 Km2. Kolhapur district consists 12 talukas namely Kagal, Karveer,

Bhudargad, Panhala, Gadhinglaj, Shirol, Hatkanangale, Ajara, Chandgad, Gaganbawada,

Radhanagari, Shahuwadi.

Kolhapur's climate is a blend of coastal and inland elements common to Maharashtra. The

temperature has a relatively narrow range between 10 °C to 35 °C. Summer in Kolhapur is

comparatively cooler but much more humid, than neighbouring inland cities. Maximum

temperatures rarely exceed 38 °C and typically range between 33 and 35 °C. Lows during this

season are around 24 °C to 26 °C. The average minimum and maximum temperatures are

19.6°C and 30.7°C. The city receives abundant rainfall from June to September due to its

proximity to the Western Ghats. The average rainfall in the district is 996mm.

Kolhapur district is having a population of 3874015 people which contains 3.4% of the total



km area. Hinduism is majority religion in Kolhapur city with 83.89% followers. Islam is

second most popular religion in the city of Kolhapur with approximately 10.88% following it.

In Kolhapur city, Christianity is followed by 0.96%, Jainism by 3.35%, Sikhism by 0.11% and

0

10

20

30

40

50

60


No

. o

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esp

ond

ents




196

Buddhism by 0.11%. Around 0.04% stated Other Religion. The literacy rate in the district is

81.51%. Kolhapur is having the sex ratio of 957 females per 1000 male population.




than 250 population. Out of total habitations, 2311 habitations are connected and 341

habitations are unconnected. The connectivity of 5 habitations covered under state scheme.

Table 5.30 Population wise villages distribution in Kolhapur District

Sr. No. Kolhapur No of Rural households No of Villages






Total 568519 1195

5.7.38 Sample Size

As per our sampling criteria, four roads were selected in Kolhapur district. Among these four

roads, two roads of new connectivity and two roads of upgradation, the roads to Parali and

Bhatwadi are of new connectivity and the rest two are of upgradation. The population of

habitation connected through these roads are shown in Table 5.31. The sample size in each

habitation is also mentioned in the same table. A total of 81 samples covered in these four

villages and in each village one separate focused group discussion was conducted with a group

of 8-10 people.

Table 5.31 Sample roads for socioeconomic evaluation in Kolhapur district

Sr.

no Block Road Name

Village/

Habitation

Populati

on Households Sample

1 Shahuwadi SH 125 to Nandgaon

Sonurle Patilwada Sonurle 1309 262 18

2 Shahuwadi MDR 9 to Parli Parali 1354 271 20

3 Bhudarghad SH 120 to Tiravade

Devulwadi Devarde

Deulwadi,

Kariwadi,

Simalwadi

896 179 30

197

4 Bhudarghad Patgaon to Bhatwadi

Bhatwadi

Adye Tale,

Tambachiwad

i,

Talewadi

669 134 13

Total 4228 846 81

Figure 5.94 Sample Road and Habitations Map in Kolhapur


Kolhapur District Sonurle Parali Deulwadi Simalwadi Kariwadi, Bhatwadi Tambachiwadi Talewadi

BR* AR BR* AR BR* AR BR* AR BR* AR BR* AR BR* AR BR* AR

Primary School No Yes No Yes No Yes Yes Yes No Yes No Yes Yes Yes No Yes

Middle School No Yes No No No No No No No No No No Yes Yes No No

High School No No No No No No No No No No No No No No No No

Degree College No No No No No No No No No No No No No No No No

Health Services No No No No No No No No No No No No No No No No

198

PHCS No No No No No No No No No No No No No No No No

Veterinary

Hospital No Yes No No No No No No No No No No No No No No

Telegraph Office No No No No No No No No No No No No Yes Yes No Yes

Bus Service No Yes No Yes No Yes No Yes No Yes No Yes No Yes No Yes

Electricity No Yes No No No No Yes Yes No Yes No Yes Yes Yes Yes Yes

Panchayat Head

Quarter No Yes No Yes No Yes Yes Yes No Yes No Yes Yes Yes No Yes

Source: OMMAS, PMGSY and primary data collection

5.7.39 Impact on Transport Sector in Kolhapur District


The roads constructed for a particular village can facilitate other habitation nearby by indirectly

connecting to marketplace or important facilities. This resulted in increased usage by other

habitations as an alternative or primary route. The Figure 5.95 shows a total number of

habitations using the constructed road. The road connected to Kariwadi through Simalwadi

and Devulwadi shows the highest number of habitation using this road. However, the road

connected to Tambachiwadi through Bhatwadi shows the least number of habitation using this

road.



The condition of the road before connecting through PMGSY was not all weather connectivity

and often gets closed for travel due to monsoon rain. Figure 5.96 shows the status of each road

in terms of closure for travel in an average number of days. The road to Tambachiwadi was

almost closed for 45 days in monsoon as the road before was only gravel road and passes

through the forest area. After connecting through PMGSY there was no closure of road

recorded by respondent. The road to Devulwadi, Kariwadi was Kachha road and up to

0

1

2

3

4

5

No

. o

f H

abit

atio

ns


No of Habitations

Connected

199

Devulwadi it had good connectivity thus no closure of road was reported by respondent from

Devulwadi but the same road passes till Kariwadi and the habitations after Devulwadi reported

closure of road before PMGSY road for about 45 days in monsoon season. But no closure of

road recorded in any of the habitation after connecting through PMGSY scheme.



Only two habitation among sample has public transport facility before construction of the road

i.e. Sonurle and Devulwadi. But after the construction of PMGSY road, the public transport

facility started in all the sample habitation. While in the habitations where there was public

transport facility available, the frequency of state transport has increased considerably in

Devulwadi. But in case of Sonurle, the frequency has increased from two per day to three after

the construction of the road. Even in Bhatwadi, being isolated habitation in the forest the state

transport bus comes twice a day before it was zero. There are no private transport service

available in Bhatwadi and only mean of transportation is public transport else they have to hire

private vehicle with heavy charges which are not affordable to people.

0

5

10

15

20

25

30

35

40

45

50

Sonurle Parali Deulwadi Simalwadi Kariwade Bhatwadi Tambachi

wadi

No

. o

f D

ays



200

Figure 5.97 Availability of public transport facility in connected village


Another means of transportation in the habitation is private transport facility or having own

vehicle. The easiest way is to have own two wheelers with comparatively cheaper to private

and avoids dependability on public transport. The increase in two wheelers has shown

significantly after the construction of a road in all the habitations connected. Sonurle recorded

the highest increase in two wheelers followed by Devulwadi. Almost 70% of the habitation

have two wheeler in the Sonurle. In Bhatwadi village, there was no vehicle recorded before

road but now there are 4 vehicles in the habitation. Similarly, in Devulwadi, the number of two

wheelers has increased to approximately 100. Parli also showed increase in two wheelers after

road construction.

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

Sonurle Parali Deulwadi Simalwadi Kariwade Bhatwadi Tambachi

wadi

No

. o

f T

imes

co

min

g t

o V

illa

ge



201

Figure 5.98 Increase in number vehicles in Habitation


purposes.

Female participation is influenced by the availability of transport facility which in turn depends

on the connectivity. Before the road, there was very less participation of females in going

outside village for various purposes. Being male dominating society, only males used to go to

outside village for various reasons such as shopping, market, and cultural programs etc. There

were troubles for a female due to unavailability of transport but after the construction of road

the time has been reduced and transport facility has been increased resulting in increased

female participation for all the reasons and this has increased the inequality in gender. Very

less percentage was there before construction of the road for a female going outside village.

After road construction and transport facility availability, both male and females used to go

outside village. The percentage of female participation in each habitation is shown in Figure

5.99

0

10

20

30

40

50

60

No

. o

f T

wo

Whee

lers



202


5.7.40 Impact on Health Sector in Kolhapur District


Change in cooking energy i.e. fuel for cooking has been noticed in all the three habitations.

There were no families completely dependent on LPG before road but after the construction of

the road around 10 families are completely dependent on LPG only. There were few families

using both firewood and LPG as a source of cooking energy. But this percentage has also

increased after road. Similarly, there is considerable change in usage of firewood before and

after the construction of the road.

0

5

10

15

20

25

30

35


Sonurle Parli Devulwadi Bhatwadi

No

. o

f F

emal

e P

arti

cip

atio

n



0

10

20

30

40

50

60

70

80

Firewood Firewood and LPG LPG

No

. o

f R

esp

ond

ents



203

Figure 5.100 Change in cooking energy pattern in habitation


The habitations that were not connected or connected with a road having a bad condition were

deprived of health facility provided by the government as doctors or nurses can’t visit such

habitations in such condition of the road. But after the construction of the road change has been

recorded in frequencies of visits to habitation by doctor, nurse and health workers. In Kolhapur

district, there is an increase in frequencies of visits by a nurse in the habitation Parli,

Devulwadi, and Bhatwadi. None of the habitation was previously visited by a doctor but after

road construction the habitations Parli and Bhatwadi show two visits in six months.


Trip of Doctor, Nurse and Asha Worker per Month


Sonurle

Doctor No No

Nurse No No

Asha Worker Within Habitation Within Habitation

Parli

Doctor No 2 In Six Month

Nurse No 2

Asha Worker Within Habitation Within Habitation

Devulwadi

Doctor No No

Nurse 1 2


Bhatwadi

Doctor No 2 In Six Month

Nurse No 2

Asha Worker No No


The immunization facility was there in all the four habitations visited for common vaccine

such as polio. But for the newborn child and vaccination of infant, most of the inhabitants have

to go to the nearby hospital and ASHA worker keeps follow up of such cases. Before the

construction of road, the vaccination was not carried out on time due to inaccessibility to

hospital. But as of now, almost every child is vaccinated in a nearby hospital. The common

vaccines were given in Anganwadi in the habitation and hence respondent gave 100% yes to

immunization before and after road.

204




Sr.No. Special incidents happened New-born baby dead Pregnant woman dead

1 Sonurle No No

2 Parali No No

3 Devulwadi No No

4 Bhatwadi No No


The road plays an important role in the health sector by providing access to the patient through

comfortable driving on the road. The government has started to provide ambulance service free

of cost through free dial number 108. If the road is not in good condition the ambulance can’t

come to village or habitations. Almost all the habitations in the Kolhapur district didn’t have

access to ambulance serve before construction of the road but after construction of the road six

habitations among seven showed access to ambulance facility

Table 5.35 Details of Ambulance coming to village in Kolhapur


1 Sonurle No Yes

2 Parali No Yes

3 Devulwadi No Yes

4 Simalwadi No Yes

0

5

10

15

20

25

30

35



No

. o

f R

esp

ond

ents



205

5 Kariwadi No Yes

6 Bhatwadi No No

7 Tambachiwadi No No

5.7.41 Impact on Education Sector in Kolhapur District


The road has improved the access to education beyond primary school in almost all the villages.

In the village Sonurle, the private school bus started to come after the construction of the road.

People started admitting their children to English medium schools with assured transport

facility after road construction. The 100% respondent in habitation Devulwadi and Bhatwadi

recorded that road has improved access to education. Previously students used to drop school

after primary school due to inaccessibility to higher secondary school. But after road

construction, the dropout rate has been decreased. As the road to Sonurle and Parli was there

and public transport facility was available before PMGSY road the respondent recorded no

change in improved access to education facility.



If there is no good road facility the students can’t get good means of transportation to reach

the school and also it will be difficult in the rainy season where the condition of road gets

worse than compared to normal days. The rate of students going to school increased

considerably after road in all the four sample villages Sonurle, Parli, Devulwadi and Bhatwadi

as shown in the Figure 5.103 below.

0

5

10

15

20

25

30

Sonule Parli Devulwadi Bhatwadi

No

. o

f R

esp

ond

ents


Yes No Neutral

206



The bad connectivity of road leads to more chances of not getting proper transport facility for

teachers to reach school in most of the days. After road construction the accessibility to other

habitations and nearby towns became easy and there is much reduction in the absentee rate of

teachers and they are coming to school more regularly. The Figure 5.32 below shows the

decrease in the absentee rate of teachers after road compared to the before road condition.

0

5

10

15

20

25

30



No

. o

f R

esp

ond

ents


Children

Yes No

0

5

10

15

20

25

30



No

. o

f R

esp

ond

ents


Yes No

207

Figure 5.104 Decrease in absentee rate of teacher

5.7.42 Impact on Agriculture in Kolhapur district


To get improved seeds and fertilizers farmers have to go to the market which is away from

their habitation and it was difficult for them to get those things during bad road condition. As

seen from the Figure 5.105 there is a change in the use of farm machinery, fertilizer and type

of seed in all the four sample villages for before road and after road condition. Most of the

farmers were using bullock carts, organic fertilizers and a local variety of seeds for farming

purpose before the construction of the road. But after road because of good accessibility to the

marketplace, most of the farmers were using tractors for ploughing land instead of bullock

carts, chemical fertilizers in place of organic fertilizers and hybrid seeds were sown in place of

locally available seeds.



reduce chain to get higher rate i.e. access to market

In all the habitations most of the farmers sell their farm produce to the middleman finding

difficulty in taking to the market on their own because of bad road condition and improper

transport facility. From this farmer used to have less information about the market price

variations. After getting good accessibility to marketplaces and ease of travelling they are now

taking their farm produce to the markets on their own and getting a good price for their farm

products. The Figure 5.106 shows the change in farm produce selling pattern and access to

market facilities for all the four sample villages.

0

10

20

30

40

50

60

70

80


Fertilizers

Chemical

Fertilization


No

. o

f R

esp

ond

ents



208

Figure 5.106 Change in farm produce selling pattern due to access to market in Kolhapur


The farmers get information regarding new technologies, new cropping pattern and improved

seeds during the visit of the agricultural officers. Before road, all the four sample villages had

no facility of the agricultural extension services. But after road the accessibility to the

habitation became easy and the agricultural officers visit the connected habitations and farmers

are getting suitable information from them.


Kolhapur Access to agriculture extension services

Sonurle Parali Devulwadi Bhatwadi



5.7.43 Impact on Finance Sector in Kolhapur District

5.7.43.1 Increased Access to Banking Facility

Among 81 respondent only 14 people have a bank account of at least one person in-house

before road but after road 67 households are found with one or more than one bank account

the detail variation of bank accounts in a household is shown below Figure 5.107. The same

situation got reversed after the construction of the number of respondent having a bank account

are 77 and only four households have no bank account at all. Among this 77 respondent, 33

0

2

4

6

8

10

12

14

16

18

20



No

. o

f R

esp

ond

ents



209

respondent have two bank accounts in their house, 25 respondent have only one bank account,

11 respondent have three accounts in their house and 8 respondent have more than three bank

accounts in their house.

Figure 5.107 Improved access to Banking facility in a village


The means of finance arrangement of respondents in sample habitations of Kolhapur district is

given in the Figure 5.108 below. Before road the less number of respondents borrowed money

and among them, more people took money from relatives and money lenders in the village.

After road construction, there is an increase in the number of respondents borrowing money

and mainly they are using bank facility for finance arrangement.

0

10

20

30

40

50

60

70

80

90

Having Bank

account

Without having

bank account

No

. o

f R

esp

ond

ents




Bank Accounts

0 1 2 3 >4

0 10 20 30 40 50 60

Bank



No source

No. of Respondents



210

Figure 5.108 Status of arranging finances in a village

5.7.44 Impact on Migration in Kolhapur District


The migration type may be seasonal or permanent depending upon the condition and facilities

available in the village. The migration of the inhabitants is seen often at the time when there is

no work in the agriculture field. There are also labourers who go in search of a job and work

for daily wages. From the Figure 5.109, it can be seen that the most of the migration is seasonal

in almost all the habitations for both before road and after road condition



The migration of inhabitants is recorded both before and after road in Devulwadi and Bhatwadi

villages and there is no migration before the construction of the road in Sonurle and Parli

villages. Compared to the before road condition, the number of inhabitants migrating after road

in search of a job is increased in almost all the four sample habitations. There is more increase

in the migration of inhabitants in Devulwadi village and the other three villages also show an

increase in migration of inhabitants after road.

0

10

20

30

40

50

60

70


No

. o

f R

esp

ond

ents



211

Figure 5.110 Increase or decreasing migration

5.7.45 Impact on Living in Kolhapur District


With the change in accessibility to the village it’s easier to bring new materials for building a

house and people get rid of the use of local material. In Kolhapur district, there were 36 houses

Half Pucca and 39 houses were Kachha and only six houses were Pucca. The same situation

changed after the construction of road increasing Pucca house to 19 from six and reducing

Kachha houses to 26. There is no change in a number of Half Pucca houses recorded in

Kolhapur district.

Figure 5.111 Change in type of house before and after road construction

0

10

20

30

40

50

60


No

. o

f R

esp

ond

ents


0

10

20

30

40

50

60


No

. o

f R

esp

ond

ents



212

5.7.46 Profile of Ratnagiri District

Ratnagiri district comes in the Konkan region of Maharashtra having its division headquarters

at Mumbai and is located at 16.59°N 73.18°E. It has an average elevation of 11 metres. It is

spread over an area of 8208 Km2and is divided into 9 talukas. These talukas are Chiplun,

Dapoli, Guhagar, Khed, Lanja, Madangad, Ratnagiri, Rajapur and Sangameshwar

Situated in the coastal region of Maharashtra, Ratnagiri receives heavy rainfall with an average

rainfall of 2938mm. The average minimum and maximum temperature in the district is

22.8°Cand 31.5°C

Ratnagiri district is having a population of 16,12,672 people which contains 1.4% of the total

Maharashtra’s population. The growth rate is -4.96%. Among the total population, 11.3% of


km area. Males and females constituting 55% and 45%, respectively, of the population. The

literacy rate of the district is 82.18%. 86% of males and 87% of females were literate. 11% of

Ratnagiri's population was under 6 years of age.70% people in Ratnagiri are Hindus and around

30% are Muslims. Other major religions are Buddhist and Christians. The sex ratio in Ratnagiri

district is 1136 female per 1000 male population and it stands first among all districts of

Maharashtra.



500-999, 1407 habitations have the population range of 250-499 and 7086 habitations have

less than 250 population. Out of total habitations, 7599 habitations are connected and 1130

habitations are unconnected. The connectivity of 123 habitations covered under state scheme.

Table 5.37 Population wise village distribution in Ratnagiri district

Sr. No. Ratnagiri No of Rural households No of villages






Total 335318 1531


213

5.7.47 Sample Size

As per our sampling criteria, we have selected four roads in Ratnagiri district. The details of

roads selected along with the population size and number of households is given in the Table

5.38 below. Out of four roads two roads in Fungus and Digani village are new connectivity

and two in Dhamapur and Ramanewadi are upgradation.

Table 5.38 Sample roads for socioeconomic evaluation in Ratnagiri District

Sr.

no Block Road Name

Village/


1 Sangamesh

war

Pochari to

Fungus

Fungus,

Chalkewadi 674 135 6

2 Sangamesh

war

MDR 33

Dingani

Agarwadi

Khadewadi to

Guruvwadi

Agarwadi,

Kharandewa

di,

Guravwadi

195 39 14

3 Sangamesh

war

Dhamapur Tf

Sangmeshwar to

Bhayjewadi

Rautwadi

Bhayajewadi

, Bhudwadi 578 116 FGD

4 Guhagar Pacheri Agar

Ramnewadi Ramanewadi 539 108 FGD

Total 1986 398 20

214

Figure 5.112 Sample Road and Habitation Map in Ratnagiri


Ratnagiri District Fungus

Karandewad

i Chalkewadi

Bhayajewad

i

Bhoddawad

i Ramanewadi

BR* AR BR* AR BR* AR BR* AR BR* AR BR* AR

Primary School Yes Ye

s Yes Yes Yes Yes Yes

Ye

s Yes Yes No Yes

Middle School Yes Ye

s No No Yes Yes Yes

Ye

s No No No No

High School No No No No No No No No No No No No

Degree College No No No No No No No No No No No No

Health Services No No No No Yes Yes No No No No No No

PHCs No No No No No No No No No No No No

veterinary

Hospital No No No No No No No No No No No No

Telegraph Office No Ye

s No Yes No Yes No No No No No No

Bus Service Yes Ye

s No Yes Yes Yes No

Ye

s No Yes No No

215

Electricity Yes

Ye

s Yes Yes Yes Yes No No No Yes Yes Yes

Panchayat Head

Quarter No

Ye

s Yes Yes Yes Yes No No No No No No


5.7.48 Impact on Transport Sector in Ratnagiri District


The road connectivity to the habitation may be used by other habitations also. From the Figure

5.113, it is seen that the road connected to Fungus village is used by five habitations and four

habitations are using the road connected to Agarwadi. The road connected to Kharandewadi

and Bhayajewadi is used by Three and road to Guravewadi and Ramanewadi is used by two

habitations. And other than Chalkewadi and Bhudwadi no other habitations were using road

connected to those two habitations.



The details of an average number of days road are closed in different habitations is given in

the Figure 5.114. The road is closed in the habitations of Fungus and Kharandewadi for more

number of days and for few days in Bhayajewadi village before construction of the road. And

the roads connecting those three habitations are free to access throughout the year after road

construction. No incidents of road closure happened in Ramanewadi during before and after

road situation.

5

1

4

3

2

3

1

2

0

1

2

3

4

5

6

No

. o

f H

abit

atio

ns


No of Habitations

Connected

216



There is no bus service in any of the village connected by PMGSY roads except Fungus and

Chalkewadi as said by respondents before the construction of the road. After construction of

road, all habitations got public transport facility because of the good condition of road and ease

of travelling. The Figure 5.115 shows the availability of public transport facility for before and

after road condition.


0

10

20

30

40

50

Fungus Karndewadi Bhayajewadi Ramanewadi

No

. o

f D

ays



0

1

2

3

4

5

6

No

. o

f T

imes

Co

min

g t

o V

illa

ge



217




inhabitants of Fungus village. Also, there is an increase in the usage of two-wheelers after road

by the inhabitants of Karandewadi, Chalkewadi, Bhayajewadi, Bhoddawadi and Ramanewadi.

The Figure 5.116 shows the increase in a number of two-wheelers for before road and after

road condition.



purposes.

The increase in participation of females is given for Fungus and Khadewadi villages in the

Figure 5.117. In the remaining two villages group discussion was carried out and the

information was collected from the respondents involved in the discussion. Both in Fungus

and Khadewadi villages there is an increase in the participation of female is found after the

construction of the road. Also from group discussion, we came to know females were

participating in all the activities actively after road compared to the before road condition.

0

5

10

15

20

25

30

35

No

. o

f T

wo

Whee

lers



218


5.7.49 Impact on Health Sector in Ratnagiri District


Most of the households were using firewood as the energy for cooking before road as it is

locally available. However, some households were using LPG before the road. But after road,

there is a considerable change in the fuel usage. The households previously using firewood as

cooking energy changed to LPG and some households were using both firewood and LPG and

the cooking fuel. Change in cooking energy pattern for the sample district Ratnagiri is shown

in the Figure 5.118 below.

0

2

4

6

8

10

12

14

16

BR AR BR AR

Fungus Karandewadi

No

. o

f F

emal

e P

arti

cip

atio

n



0

2

4

6

8

10

12

14

16

18

20

Firewood LPG Both

No

. o

f R

esp

ond

ents



219



Doctor and nurse were not coming to Fungus and Agarwadi habitations before road whereas

Asha workers are staying in the habitation before and after the road construction. There is a

change in the two habitations after the road that frequent visit of doctor and nurse is noticed in

Agarwadi village and the visit of the nurse is noticed in Fungus village. Also from group

discussion, we got to know that very rarely health workers and doctors visit Bhayajewadi and

Ramanewadi habitations before the road. And after the road construction, the inhabitants of

both the villages are moving out of the habitation to get treatment facility for minor illness.


Trip Of Doctor, Nurse And Asha Worker Per Month

BR AR

Fungus

Doctor No No

Nurse No 2

Asha Workers Within Habitation Within Habitation

Agarwadi

Doctor No 2

Nurse No 2

Asha Workers Within Habitation Within Habitation



road. The Figure 5.119 shows immunization provided in villages of Fungus and Agarwadi. In

Fungus village there is no change recorded for before road and after road condition. And in

Bhayajewadi and Ramanewadi villages also inhabitants in the group discussion told that child

immunization has increased after road as compared to the before road condition.

220


5.7.49.4 Special incidents happened due to no road or bad condition of road

As reported by the respondents no incidents such as the death of a pregnant woman, the death

of a new born baby have occurred in all the four sample habitations of Ratnagiri district because

of the bad condition of the road.



1 Fungus No No

2 Agarwadi No No

3 Bhayajewadi No No

4 Ramanewadi No No


The detail of ambulance availability for all the habitation before and after the road is given in

Table 5.42 below. None of the habitation was having ambulance facility before road at the time

of emergency. After the construction of road except for Guruvewadi and Bhudhwadi all other

habitations got the ambulance facility at the time of emergency.

Table 5.42 Status of Ambulance coming to Habitation.


1 Fungus No Yes

2 Chalkewadi No yes

3 Agarwadi No Yes

0

2

4

6

8

10

12

14

Yes No Yes No

Fungus Karandewadi

No

. o

f R

esp

ond

ents



221

4 Karandewadi No Yes

5 Guravewadi No No

6 Bhayajewadi No Yes

7 Bhudhwadi No No

8 Ramanewadi No Yes

5.7.50 Impact on Education Sector in Ratnagiri District


In the Figure 5.120 improved access to education in Fungus and Agarwadi habitations is given.

It is seen that 100 % of respondents in Fungus and 90% of respondents in Agarwadi said yes

regarding improved access to education. Also from group discussion at Bhayajewadi and

Ramanewadi habitations, respondents said that there is 100% improvement in access to

education due to sample road.

Figure 5.120 Access to education due to sample road


The rate of students going to school increased considerably after road in Fungus and Agarwadi

sample villages as shown in Figure 5.121. In Bhyajewadi and Ramanewadi habitations also

there is a considerable increase in students going to school after road as told by the respondents

at the time of group discussion.

0

1

2

3

4

5

6

7

8

9

10

Yes No Neutral

No

. o

f R

esp

ond

ents

Improved access to educational facility

Fungus Karandewadi

222



After road construction, there is much reduction in the absentee rate of teachers and they are

coming to school more regularly. The Figure 5.122 shows the decrease in the absentee rate of

teachers after road compared to the before road condition for Fungus and Agarwadi

habitations, also there is a decrease in the absentee rate of teachers in Bhayajewadi and

Ramanewadi as said by respondents in a group discussion at each habitation.

Figure 5.122 Absentee rate of teachers

0

2

4

6

8

10

12

14

16

BR AR BR AR

Fungus Karandewadi

No

. o

f R

esp

ond

ents


Children

Yes No

0

2

4

6

8

10

12

14

16

BR AR BR AR

Fungus Karandewadi

No

. o

f R

esp

ond

ents


Yes No

223

5.7.51 Impact on Agriculture in Ratnagiri District


As seen from the Figure 5.123 there is a change in the use of farm machinery, fertilizer and

type of seed in Fungus and Khadewadi villages for before road and after road condition. Most

of the farmers were using bullock carts, organic fertilizers and a local variety of seeds for

farming purpose before the construction of the road. But after road because of good

accessibility to the marketplace, most of the farmers were using tractors for ploughing land

instead of bullock carts, chemical fertilizers in place of organic fertilizers and hybrid seeds

were sown in place of locally available seeds. And from group discussion in Bhayajewadi and

Ramanewadi respondents told that farm machinery and improved seeds are not used for

farming, however, there is a change in use of fertilizers by the farmers.


5.7.51.2 Change in farm produce selling pattern i.e. direct to Mandi or middleman to

reduce chain to get higher rate and access to market

As the inhabitants of sample villages in Ratnagiri district have very less land for cultivation

the farm produce is sufficient for their use and the few inhabitants who have more land used

to sell sell their farm produce to the middleman before road finding difficulty in taking to the

market on their own. After getting good accessibility because of the good road they are now

taking their farm produce to the markets and getting a good price for their farm products in

Ramanewadi, Bhayajewadi, Agarwadi and Fungus villages. The Figure 5.124 shows the

change in farm produce selling pattern and access to market facilities for Fungus and Agarwadi

sample villages.

0

2

4

6

8

10

12

14

16


Fertilizers

Chemical

Fertilization


No

. o

f R

esp

ond

ents



224

Figure 5.124 Change in farm produce selling pattern due to access to market in Ratnagiri


The Table 5.43 below shows visit of agricultural officers to four sample habitations before and

after road. It is seen that farmers were not getting any training before road regarding new

technology, improved seeds and change in cropping pattern. But after road farmers of all the

habitations are getting access to agricultural extension services because of good connectivity

of road


Ratnagiri Access to agriculture extension services

Fungus Agarwadi Bhayajewadi Ramanewadi



5.7.52 Impact on Finance Sector in Ratnagiri District



condition in Fungus and Agarwadi villages. After road, the total number of inhabitants having

a bank account has increased in both the villages. From group discussion in Ramanewadi, we

came to know that before road there is zero percent people have a bank account and after road

90% of people have a bank account and in each house minimum of two accounts were there.

0

1

2

3

4

5

6

7

8

9

10

BR AR BR AR

Sonurle Parli

No

. o

f R

esp

ond

ents



225



After road construction, a good access to nearby habitations and towns became possible using

own vehicles or by public transport vehicles. Because of this good access, most of the

inhabitants depend on banks which are situated in nearby towns and habitations for arranging

finance. The Figure 5.126 below shows various means of arranging finance by the households

in the sample villages.


0

2

4

6

8

10

12

14

16

18

20

Having Bank account Without having bank

account

No

. o

f R

esp

ond

ents



1

8

2

8

1


Bank Accounts

0 1 2 3 >4

0 2 4 6 8 10 12 14 16

Bank



No source

No. of Respondents



226

5.7.53 Impact on Migration in Ratnagiri District


From the Figure 5.127, it can be seen that the type of migration is seasonal in all the habitations

and there is less number of inhabitants who are migrated permanently. After road construction

habitants feel easy in accessing the road for searching jobs in nearby habitations and towns.

Most of the people in all the four sample habitations migrate to Mumbai in search of a job.

Also from group discussion in Ramanewadi and Agarwadi migration of inhabitants was

recorded after the road construction.



The Figure 5.128 shows a change in migration in Fungus and Agarwadi sample villages. After

construction of the road, there is an increase in the inhabitants going out of habitation mainly

to Mumbai city in search of a job. In Ramanewadi and Bhayajewadi habitations also it is

recorded that there is an increase in the migration after road construction.

0

2

4

6

8

10

12

14

16

18


No

. o

f R

esp

ond

ents



227


5.7.54 Impact on Living in Ratnagiri District


The type of house change in the sample habitations of Ratnagiri district before and after the

road is given in the Figure 5.129 below. Most of the households were living in kaccha houses

before road and very few habitations were living in Half Pucca houses. After the construction

of road number of households living in kaccha houses decreased by a good amount and there

is an increase in the number of households living in Pucca houses.

Figure 5.129 Change in-house type before and after road

0

5

10

15

20

25

30


No

. o

f R

esp

ond

ents


0

2

4

6

8

10

12

14

16

18


No. of

Res

ponden

ts



228

5.7.55 Profile of Palghar district

Palghar district comes in the Konkan region of Maharashtra having its division headquarters

at Mumbai and is located at 19.69°N, 72.76°E. It has an average elevation of 7 metres. It is

spread over an area of 5344 Km2 and is divided into 8 talukas. These talukas are Dahanu,

Jawhar, Mokhada, Palghar, Talasari, Vada, Vasai-Virar and Vikramgad.

Palghar has a tropical climate. When compared with winter, the summers have much more

rainfall. The average annual temperature in Palghar is 26.5°C and average minimum and

maximum temperature of 22.4°C and 30.6°C. As Palghar comes in the coastal regions, like

Ratnagiri it receives more rainfall. In a year, the average rainfall is 2101 mm.

Palghar district is having a population of 16, 46,714 people which contains 1.4% of the total

Maharashtra’s population. Among the total population, 52.9% are males and 47.1% are female.

The literacy rate of the district is 77.52%. The male literacy rate is 81.2% and the female

literacy rate is 73.35%.The majority of the population follows the Hindu religion with a sizable

portion of Jains, Buddhists and Muslims. There is also a small Christian and Sikh community.




than 250 population. Out of total habitations, 3540 habitations are connected and 519

habitations are unconnected.

Table 5.44 Population wise village distribution in Palghar District

Sr. No. Palghar No of Rural households No of villages






Total 298104 897

5.7.56 Sample Size

As per our sampling criteria, we have very few new connectivity roads in Ahmednagar district

thus we have selected following roads and villages.

Table 5.45 Sample roads for socioeconomic evaluation in Palghar district


229

Sr.

no

Block Road Name Village/

Habitation

Populatio

n

Househol

ds

Sample

1 Palghar NH 8 to Bahirifonda Jayshet 644 129 GD

2 Palghar Valve to Chipatpada Road Chipatpad

a

418 84 GD

3 Jawhar SH 28 to Sagpani Pachgud

Road

Pachabud 262 52 GD

4 Jawhar Jamsar - Kharvand Nyahale

BK to SH 30 Road

Radhanag

ari

330 66 GD

Total 1654 331

Figure 5.130 Sample Road and Habitation Map in Palghar


Palghar District Jayshet Chipatpada Pachabud Radhanagari

BR* AR BR* AR BR* AR BR* AR

Primary School Yes Yes No No Yes Yes Yes Yes

230

Middle School No No No No No No No No

High School No No No No No No No No

Degree College No No No No No No No No

Health Services No No No No No No No No

PHCS No No No No No No No No

veterinary Hospital No No No No No No No No

Telegraph Office No No No No No No No No

Bus Service No No No No No No No No

Electricity No Yes Yes Yes Yes Yes Yes Yes Panchayat Head

Quarter No No No No No No No

No * All information is from OMMAS website accessed on 31st March.

5.7.57 Impact on Transport Sector in Palghar District



The Figure 5.131 shows a total number of habitations using the constructed road. The road

connected to Radhanagari and Jayshet shows the highest number of habitation using this road.

Two habitations in Chipatpada and one habitation in Pachbud were using the road after

construction.

0

1

2

3

4

Jayshet Chipatpada Pachbud RadhanagariNo

. o

f H

abit

atio

ns


231

5.7.57.2 Average Number of days road is closed annually


There was no road to three of the habitations and one habitation i.e. Radhanagari which is close

to the highway and it has connectivity before upgradation. The roads in all the remaining

habitations were closed for around 10 to 30 days during monsoon. As the roads were kachha

it was very difficult to drive any vehicle on such vehicle during monsoon but after the

construction of roads through PMGSY the roads are accessible in the all-weather using vehicle

as well as bicycle. The road to Chipatpada still remains closed for 4-5 days depending on the

intensity of monsoon due to submerged CD works.


There is no public transport facility available in any of the habitation till date. However; for

the Habitations like Radhanagari and Thakurpada the State Bus is coming to nearby habitation

which is within a 2km range. The benefit of this facility was not there before the construction

of the road.


Figure 5.133 Increase in number of two-wheelers in the habitation

0

10

20

30

40

Thakurpada Chipatpada Pachabud Radhanagari

No

. o

f D

ays



0

5

10

15

20

Thakurpada Chipatpada Pachabud RadhanagariNo

. o

f T

wo

Whee

lers

Increase in Two wheelers in the habitations


232

The Palghar district is a most tribal block in Maharashtra. The habitations selected were very

much interior. No habitations have a single vehicle in the habitation before road except

Radhanagari which is 2km away from the highway to Nashik. There is a change in vehicle

numbers after the construction of the road. Tough the income is very fewer people from

habitation have purchased two-wheelers for ease of transportation and every habitation has at

least a small or mini auto or jeep for transportation. This change is occurred due to the

construction of the road. These vehicles serve as the emergency need of the village such as in

case of serious injury or sickness and helped in improving their status of health.

5.7.58 Impact on Health Sector in Palghar District

5.7.58.1 Change in Cooking Energy Pattern and Access to Clean Energy.


From the Figure 5.134 Pachbud has shown the least increase in usage of LPG after the

construction of road as the people using locally available wood for cooking purpose. And in

Chipatpada also there is little increase in usage of LPG and the people are using both Firewood

and LPG as the fuel for cooking after road. But in Radhanagari and Thakurpada there is

considerable increase in usage of LPG and some are using only LPG for cooking purpose.

5.7.58.2 Increase in frequency of Health Workers and Doctors in the Habitation.


Trip of Doctor, Nurse and ASHA worker per month


Thakurpada/

Jayshet

Doctor No No

Nurse No No


Chipatpada

Doctor No 2 in six month

Nurse No 2


75%

80%

85%

90%

95%

100%

105%


Chipatpada Pachbud Radhanagari Thakurpada

Change in cooking energy pattern

Firewood LPG Both

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Pachbud

Doctor No Yes

Nurse 1 2


Radhanagari

Doctor No 2 in six month

Nurse No 2

ASHA worker No No




1 Thankurpada/Jayshet No No

2 Chipatpada No No

3 Pachbud Yes Yes

4 Radhanagari Yes Yes

5.7.58.4 Status of Accessibility to Ambulance Facility

Table 5.49 Status of Ambulance coming to Habitation


1 Jayshet No Yes

2 Chipatpada No Yes

3 Pachbud No No

4 Radhanagari No Yes

5.7.59 Impact on Education Sector in Palghar District


When it comes to improved access to education, all the tribal habitations are of 30-40

households spread over large area. There are no primary schools at each habitation. Particularly

in case of Bahirifonda the Jayshet dam has rehabilitated the village into smaller habitations

which were dispersed widely making small children difficult to go to school. There were no

Pucca roads to each and every habitation but PMGSY has made a significant difference in

improving their attendance in school. Every year teacher need to fetch student in the tribal area

by going to everyone’s house. But the roads have eased the teacher in collection of students

for the school for new admission as well as daily attendance. Previously there was no road to

Bahirifonda and teacher has to walk for 4-5 km to reach the school and on rainy days teacher

used to reach in the afternoon as recorded by one of the teacher from Jayshet itself. But now

every teacher can access the school using their own two wheelers. Similarly, in case of Pachbud

234

there is problem to reach out the teacher to school during monsoon but after road construction

there is no any difficulty in reaching there. This has reduced the absentee rate considerably. In

case of Chipatpada the school is not there in this habitation but it is in the nearby village and

there is a small river on the way thus still it is submerged Cross drainage work by PMGSY and

during heavy rain it get over flooded and thus the parent doesn’t allow the children to go alone

to school thus they need accompany of parent but no parent is there to accompany them as they

have already gone outside for employment. However, as compared to before road children

absentee rate has decreased considerably as recorded in Focused group discussion. In the

habitation Radhanagari the school is in Nhyahale which is at 2km away from habitation and

there was good road to village previously. This has not noticed any major changes in improved

education access after construction of the road.

5.7.60 Impact on Agriculture in Palghar District


The land holding in the tribal habitation is very less i.e. around 90% habitants have less than

one acre of land. In all the four habitations surveyed there was no road to the habitations before

and thus people used to take fertilizers from a nearby access point on the head. But the

construction of the road has given access to vehicles and this has reduced the drudgery. But

there is no significant increase in crop yield has noticed the fertilizer use was there before

construction of the road.

5.7.60.2 Accessibility to Marketplaces

For Radhanagari and Chipatpada, the nearest road was at around 3km while for Pachbud and

Thakurpada the road connectivity before PMGSY road construction was at more than 3 km.

There was no accessibility to the marketplace before construction of a road to the habitations

through PMGSY. However, in order to purchase the goods for day to day life they have nearby

marketplaces where they used to go by walk but now a days every village have some passenger

vehicles such as tum-tum or mini Rickshaw. These vehicles are coming to village due to

construction of the road. But before construction of the road people used to walk till the next

large village up to where road access was there.

5.7.60.3 Change in farm produces selling pattern i.e. direct to Mandi or Middleman i.e.

Accessibility to market facility

The land holding in all the habitations is very less and they produce only small amount of rice.

Apart from rice there is no other crop in this area. The area is not irrigated and farming is only

dependent on monsoon. There is no double cropping and thus people don’t have excess

produce from farming. The productivity is not even enough to feed their family and thus there

is no need to sell the farm produce to any market. In all the four habitation there is no farm

produce to sell to market.

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5.7.60.4 Increased Visits of Agricultural officers to Habitations


Ratnagiri Access to Agriculture Extension Services

Fungus Agarwadi Bhayajewadi Ramanewadi



5.7.61 Impact on Migration in Palghar District


In all the four habitations in Palghar district Focused Group Discussion was held to understand

the impact of PMGSY roads on the life of the people in the habitation. Details scenario about

migration pattern was discussed with the people from habitations. All the habitations have

highest percentage of tribal people having very less land holding and as a survival option they

are labourer. But there are no labour opportunities in the habitations thus they have to migrate

to nearby areas such as Palghar industrial area or Virar in suburban Mumbai area or in Nashik

district as agriculture labourer in grapes farming. In the habitations such as Chipatpada and

Thakurpada people used to migrate to Palghar and Virar for employment and used to come

back weekly once to their own habitation. In Chipatpada people used to leave early in the

morning by 4 am to 5am for employment but after construction of the road they can ride on

bicycle or using private vehicle and the need not to leave in such early in morning. Now a days

they own bicycle and few own two wheeler. Their temporary migration has changed to daily

up down. While in case of the Pachbud and Radhanagari they still migrate seasonally. But he

frequency of coming home i.e. habitation has increased due construction of road and

availability of transport facility till nearby habitations. But road did not brought any

employment opportunity in the habitation.


The tribal habitations visited have very small landholding capacity and their families cannot

survive on the income generated from such small farming and need assistance through

labouring. Thus after the monsoon, the young members of each and every family needs to

migrate to nearby cities like Palghar or Mumbai or Nashik in search of labour opportunity. In

the habitations like Pachbud and Radhanagari people used to migrate to Nashik grapes farming

as a labourer and in Nashik city. While the habitations nearer to the Palghar industrial area

move to the Palghar and Dahanu for a labour opportunity.

It was observed from the focused group discussion that the persons in Chipatpada habitation

used to travel to the city and come back once in a week but nowadays due to road public

transport bus is coming to the nearby village and people used to go daily instead of staying at

work location. Even previously few people used to travel to the nearby vehicular access point

by walk but this has replaced by bicycle nowadays reducing too much time.

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5.7.62 Impact on Living in Palghar District


Figure 5.135 Change in House type in Palghar

Change in house type is observed after the construction of the road to habitations. In all the

four habitations group discussion was carried out in order to get the information regarding

changes happened in the habitation due to the construction of the road. Change in house type

was recorded from the people in a group discussion in the percentage form. The details about

the change in house type in each of the above habitations are shown in above chart. Being

tribal habitation with very less income the house types are majorly kachha before and after

road. However, there is a change in the type of house after the construction of a road from

kachha to half Pukka. As people are upgraded their houses to bricks and cement instead of mud

and stone or low-quality material for floor, roof and walls. The change is observed maximum

in Thakurpada as it is nearby to the highway.

0%

20%

40%

60%

80%

100%


Chipatpada Pachbud Radhanagari Thakurpada

Change in Type of House in Palghar

Kachha Half Pakka

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6 Summary and Recommendations

This Chapter provides a summary of the evaluation work carried out as well as gives certain

recommendations. The study was conducted in 7 districts of Maharashtra covering 9 agro-climatic

conditions, for 28 completed roads (14 new connectivity and 13 upgradation roads) involving 37

habitations and 6 ongoing roads during the period of March – October 2017. The Table 6.1 gives

the detailed list of the roads, villages, technical, social, financial and environmental data. For each

of the subsections a detailed summary is given below.

6.1 Technical Evaluation of PMGSY roads

6.1.1 Evaluation of on-going roads

Evaluation of on-goings works were done for 6 roads in 7 districts. The district of Ahmednagar

did not have any on-going roads. During the evaluation study it was found that the SQM formats

were adequate and the same were used to evaluate the roads. The SQM format contains 13 items

for inspection to grade the road. The detail results are given in Table 6.1. In additions the historical

data on number of SQM and NQM inspections were also studied to find their adequacy as per the

requirements. Following are the observations of this part of study:

1. Every district surveyed had a laboratory at district level setup by PMGSY with all necessary

equipment. The facility is used for all testing of PMGSY roads in the district as well as other

departments. This is a source of revenue for PIU at the district level.

2. Every laboratory has one dedicated engineer as in-charge, who was responsible for all the test

result’s verification. However, on interaction with few site engineers, it was found that, as

they know the test results acceptance range they just put the results or modify accordingly and

pass the tests. Few of the PIU engineer told that only two or three JE actually know the testing

and their standards while, the rest are unaware of the procedures for conducting the tests.

3. Most of the staff at PIU were Assistant Junior Engineer on a contractual agreement of six

months and almost all hold a diploma. There was no capacity building or training provided to

these contractual staff. NRRDA provides training only to permanent staff but not to

contractual staff.

4. Every project estimate needs to be verified by STA and on enquiring it was found that every

DPR was verified by concerned STA for each and every work.

5. As per the PMGSY guidelines, no payment would be released to the contractor until the field

laboratory is set up on-site with necessary equipments and as a part this quality arrangement

evaluation on all of the surveyed ongoing roads, an observation was made about the presence

of the laboratory. It was observed that for all the inspected works there was an independent

site laboratory established.

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6. In Yavatmal, and Bhandara, site laboratories were set up for each road at the construction site

and in districts Kolhapur, Palghar, and Parbhani laboratory was setup someone's house in the

nearby village. However; during evaluation it was observed that most of the laboratories

equipment were arranged for the purpose of inspection and made available during SQM or

NQM inspection only so that the SQM/ NQM should not grade the item in “Quality

Arrangement” in inspection format as “U”. Even SQM and NQM also grade it as “S” though

they know about the equipment were not used for the test.

7. One of the reasons for setting the laboratory in someone house was that there was lack of

electricity which prohibits several tests which are dependent on electricity.

8. In order to evaluate the SQM’s quality inspection, two visits were made with SQM in the

districts Yavatmal and Palghar. It was found that there was slight flexibility in acceptance of

results though the results are not as per the required standards.

9. Of the 6 roads surveyed in this study using the SQM format, it was found that 5 roads were S

(satisfactory) while one road in Kolhapur was SRI (satisfactory requiring improvement). The

Kolhapur road (T14- Nandgaon Nagav Vadakshiwale Chuye To Kavannne Road (ODR186))

was SRI on account of four items, namely sub-base, shoulders, side drain and U

(unsatisfactory) on road furniture and markings. Thus, 83.3% of on-going roads surveyed in

this study were satisfactory.

10. In Kolhapur district, road visited was in progress and shoulders were not compacted yet. It had

rained the day before our inspection and hence, density tests were not conducted. The

thicknesses of different layers were found adequate but there was no proper embankment and

as it was sugarcane belt the low lying area was waterlogged. During the test pit due to improper

drainage on both sides, water was oozing out from test pit. Even the grading was also varied

too much from standards. And there was a need for improvement suggested by SQM and NQM

in alignment and embankment.

11. In case of Parbhani district for the on-going road surveyed, where all the observations were

made independently except test pit without the SQM accompanying, it was found that the roads

was just completed and all the set-up was moved by the contractor. As there was SQM visit

in the next 2-3 days, a separate test pit was not conducted as for the same road. It was found

that the quality of construction was good and all other items were graded as “S”. Subsequently,

the SQM also graded all the works as satisfactory and overall grading as satisfactory.

12. In case of Yavatmal district, one of the roads selected for study (inspected along with SQM)

failed in sieve analysis largely as the road built was at WBM layer and work had stopped from

last two years due to delay in fund release from NRRDA. The traffic on the road caused

variation in grading and accumulation of dust on the road. Thus, this road was not evaluated

as it was an outlier. However, it is important to note that on time release of funds is very

crucial for building good roads. In case of the second road (MRL22-MDR 38 To Beldari

Road), all the tests were satisfactory except that approximately 200 meters from the start of

road, near the village where the roads was concretised, where a sharp curve was present, there

239

was negative superelevation. It was observed that no SQMs or NQMs (5 SQM inspections

and 1 NQM inspection) has graded the road as U. However, the SQM who was accompanied

with in the current study suggested for improvement in superelevation. Moreover, there was

very less deviation for aggregate grading from standards and on discussion with SQM, it was

told that the issue was with the hand broken aggregates and hence was accepted as it is and

graded as satisfactory.

13. In Bhandara district, where the study did independent inspection (without SQM), it was found

that the quality of surface finish as very good and even grading was very close to the standards.

A little variation was there and this was due to compaction and traffic over this road after

construction. All the other tests were satisfactory. All the signboards CD works, and CC

drainages were satisfactory.

14. In Ratnagiri district the visited road (SH-167 Wadilimbu to Baudhwadi to VR1 Approach road)

was around one year old and it was observed that all other tests were satisfactory but at the

first test pit it was found that there was no proper thicknesses of layers, as it was already

compacted due to traffic for one year. Hence, a second test pit was taken to confirm the

thicknesses. The same difference in was observed in thickness layers in both the pits and the

grading of aggregates in Ratnagiri district also deviated slightly from the standards.

15. In Palghar district, the road visited was Vavar to Vangani (T05-Vavar Wangani Jamsar

Nyahale bk Sh 30 Nyahadi kh Adoshi Khodala Road) and it showed all the parameters

satisfactory except shoulders, which needed to be properly sloped before monsoon, which

contractor had agreed to do and instead of grading it as SRI or U, the SQM accepted it and

graded it as S. It was noticed that such type of bias happens in case of SQM but not in case of

NQM.

6.1.2 Evaluation of completed roads

1. Among the 28 roads surveyed, only four roads were within maintenance period while rest

of the roads were handed over to PWD. However, in Yavatmal, PMGSY PIU/MRRDA are

still maintaining the roads.

2. Due to budget constraint in Yavatmal’s PMGSY PIU/MRRDA, they has not been able to

restore the heavy damage caused due to excessive usage by sand mining trucks on Aloda

and Wandli road.

3. Of the 4 roads surveyed in Ahmednagar district, 3 were satisfactory and good in all aspects

except the road to Mungashi. On the road to Mungashi there was some pavement cracking

and pavement worn out near river bridge and at several sections. Also, as there are no

proper drains on both sides at several sections for the road Gundegaon to Dhawadewast,

there is the necessity of clearing drains though it is not a heavy rainfall area.

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4. Roads in Parbhani were too old (between 7 and 11 years) and were not resurfaced after 5

years (end of maintenance period) and hence had a bad pavement condition. On Ithlapur

Deshmukh road there are no proper side shoulders due to unavailability of land.

5. A similar situation of pavements is there in the Yavatmal district where the age of the roads

is between 9 to 13 years especially the road Sonegaon to Wandli and Wagad (Bk) to

Rajivnagar which are not maintained properly. The Sonegaon to Wandli road of 1.75 km

which was built by PMGSY (total road length 3-3.5 kms, partly built by ZP/PWD) was

found to be in very bad shape except the approximately 0.7 km portion which PMGSY had

rehabilitated.

6. In Bhandara district all the 3 roads are in very good condition except Warthi road which

has a few potholes and rutting though few potholes were filled.

7. In Kolhapur district, all the 4 roads surveyed showed that the pavement condition is not

bad. Due to lack of land availability for side shoulders it was observed that the roads had

very small shoulders and side drains were not properly maintained. People in the district

are a reluctance to give land and there are no side drains as it is sugar belt of India.

8. Ratnagiri roads (4 numbers surveyed) were found 2 were in good condition. The road

connecting Devulwadi had damaged surface at most of the places while the Ramanewadi

road was totally warned out due to rainfall and needs resurfacing.

9. In Palghar district two roads are good in condition i.e. Radhanagari and Bahirifonda but

other two roads are bad in the condition in many aspects such as side shoulders, side drains

and road surface.

6.1.3 Evaluation of the pavement condition of the roads

1) The currently used method by PMGSY PIU is of Class 4 as per IRC standard and are very

subjective. Hence, the ASTM method for PCI rating (ASTM D 6433) was used in this

study. The ASTM method gives very detailed distresses and helps in addressing the

problem more accurately.

2) As per the ASTM method for PCI rating (ASTM D 6433) of the 20 roads (out of 28 roads

studied), it was found that only one road was in good condition having a PCI more than

85, while, six roads were in satisfactory condition (PCI ranging from 70 to 85). There are

3 roads whose PCI was below 25 and can be categorised as Serious while 5 roads are in

Fair category. Five roads can be categorised as poor and very poor as per ASTM’s PCI

rating.

3) Among the 39 sections studied for the 20 roads (see Table 6.1 for details), 10 sections were

found to be poor in condition, 21 sections were above poor grading i.e. fair, satisfactory

and good in condition. Out of the remaining eight sections which were below the poor

grading, 1 section failed and 4 sections serious and 3 were in very poor category.

241

4) The distresses that were dominating on PMGSY roads were ravelling and weathering

unlike the distresses like rutting, potholing, and cracking etc which are found in medium

or high volume roads.

5) It must be noted that in the ASTM D 6433 methodology, the weightage given to deduct

values concerning ravelling and weathering are not that much i.e. for 100% medium

ravelling gives only a deduct value of 45 while for 100% high ravelling it shows 78 deduct

value. Thus, signifying that a road with 100% ravelled with medium severity would still

have PCI of 55 which is ‘Fair’ and with high severity 100% ravelling road will have PCI

of 22 and categorised as serious but not failed. As for the PMGSY roads, the common

distresses are ravelling and weathering, and thus due to this flaw in the methodology, roads

distresses are judged more lightly.

6) Most of the rural roads failed more because of ravelling & weathering and not of other

distresses. This is because of ageing of the road surface & heavy rainfall and not because

of only traffic.

7) The frequency of data collection of pavement as mentioned in PMGSY guidelines was not

followed by Maharashtra as it is very difficult to collect and keep an inventory of the PCI

of all roads. The major constraints suggested by PIU are lack of fund, vehicles, manpower

and time. The PCI inventory which OMMAS has last maintained is of the year 2013-14

and which is not a true representation of road condition.

6.1.4 SQM and NQM Inspections

1. SQM and NQM inspection data is available on OMMAS in digital format from 2010 to

till date only in abstract form for a total number of 30,223 NQM and 1,63,220 SQM

inspection for all works in India. However; only 1,343 i.e. 4.4% of the NQM inspections

and 6,014 i.e. 3.7% were in Maharashtra state.

2. More focus was on ongoing works during SQM inspection with 49% of works inspected

by SQM in Maharashtra were ongoing and remaining three types of works (completed,

maintenance and bridge works) inspection contributes to 51%.

3. For the NQM inspection, out of total works inspected (30,223), 56% works were ongoing

works and remaining 44% works were other types such as completed, maintenance, and

bridge works.

4. Among the ongoing works inspected by NQM in Maharashtra, 69% works were

satisfactory in Maharashtra which was higher than average of 61% satisfactory for all the

remaining states. In case of SQM inspections on ongoing roads 75% of the works inspected

were satisfactory for Maharashtra as well as for all the remaining states.

5. SQM inspections on completed roads shows 92.9% of the works as satisfactory in

Maharashtra and only 0.7% as unsatisfactory

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6. In case of SQM inspections on ongoing roads, only three districts viz. Nagpur, Nashik and

Jalgaon shows more than 90% inspections as satisfactory and the districts Solapur and

Buldhana have more than 10% inspection with grading as Unsatisfactory.

7. In case of NQM inspections on ongoing roads, the districts Ahmednagar, Nashik, and

Aurangabad shows highest number of satisfactory inspection results and Amravati,

Palghar, and Sindhudurga shows lowest number of Satisfactory inspections while

Aurangabad

8. Among the inspections on ongoing roads by SQM, 593 inspections were SRI graded and

122 inspections were U graded. The major items leading to “U” grading were “quality

arrangement “ and “Base course” contributing to more than 50% of U graded works. In

case of SRI graded inspections the items “quality arrangement”, “Setting out and working

drawing”, “Shoulders” and “side drain & catch water drain” contribute highest number of

times as U/SRI graded.

9. However in case of inspection on ongoing works by NQM the major items leading to U/SRI

grading were “Base course”, “Geometrics”, “attention to the quality” and “cross drainage

works”

10. The completed works inspected by SQM have 32 inspections were SRI and only 6 were U

graded. The recurrent items leading to SRI and U grading were “shoulders” and “road

furniture and markings”; however in case of NQM inspections the major items leading to

U/SRI grading were “Base course” and “road furniture and marking” while all other items

contribute equally for U graded inspections.

11. The SRI/U graded Maintenance works were high in case of SQM inspection and very less

in case of NQM and thus only SQM works were considered to find out recurring items

leading to SRI/U grading of works. Item no. 5-Maintanance of road signs and

whitewashing and re-fixing guard stones graded as SRI and contribute to more than 60%

SRI/U graded inspections and all other items contribute almost equally.

12. “Meri Sadak” an android app developed by for citizen feedback on pace and quality of

work has reported 67,642 number of feedback / complaint till the end of August’17 and the

user interface is easily accessible for rural citizens. Among these only 20,808 were

accepted and remaining were not related to PMGSY roads.

13. Maharashtra state showed better awareness about Meri Sadak and reported second highest

in using this app with 8,401 feedback / complaint but among these only 2,344 feedback

/complaint were valid and remaining were rejected because of incomplete information or

not related to PMGSY road.

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6.2 Physical and financial progress evaluation

1. Maharashtra state has been allocated only 24,588 km of road length covering 9368

habitations. This is based on unconnected habitations provided by state as of 2001 as per

NRRDA guidelines. This may be due to the fact that though Maharashtra state has second

highest in population and is third highest in area, it also has the highest road length

coverage.

2. Maharashtra state shows 95.02% of physical completion of works as on 31st July 2017.

Maharashtra ranks 7th highest in physical completion of works sanctioned when compared

to other states.

3. Despite having large number of works, the physical completion was within reasonable

range and counts in top 12 states with more than 90% physical completion.

4. In Maharashtra, different districts show variation in physical completion of works

sanctioned till date with Akola and Buldhana having 100% physical completion of

sanctioned works under PMGSY-I.

5. There are five districts showing physical completion of less than 70% for PMGSY-I

sanctioned works viz. Nanded, Latur, Washim, Amaravati, and Chandrapur.

6. In case of PMGSY-II works, three districts namely Yavatmal, Osmanabad, and Latur have

100% completed works and all other districts completed more than 90% of work physically

except three districts Nashik, Nandurbar, and Gadchiroli.

7. Among sample districts, Ratnagiri and Bhandara have completed nearly 100% all works

sanctioned under PMGSY-I and PMGSY-II

8. Ahmednagar district has physical completion of all works in the range of 70% to 90%

completions except upgradation works sanctioned under PMGSY-I. Parbhani district has

physical completion of less than 80% for new connectivity roads under PMGSY-I and all

sanctioned roads under PMGSY-II.

9. Thirteen of the 34 districts showed over expenditure against sanctioned amount varying

from 100% to 142%. Yavatmal shows highest expenditure of 142% and Parbhani shows

120% while in all the remaining 11 districts expenditure is less than 110% for the works

sanctioned under PMGSY-I. The reason may the black cotton soil leading to over

expenditure.

10. Districts Nandurbar and Gadchiroli have less than 80% expenditure against sanctioned

amount for PMGSY-I works while all other districts shows expenditure in the range of

80% to 100%.

11. In case of PMGSY-II, only one district i.e. Nashik having highest over expenditure of

104% only i.e. only 4% extra and Nanded district shows lowest expenditure with 44%. Six

districts shows expenditure in the range of 60% to 64%, eight districts show expenditure

in the range of 70% to 80% and the remaining 17 districts show expenditure in the range

of 80% to 100%.

244

12. Average per kilometer cost for the new connectivity type road is Rs. 32.68 Lakh per km

and for upgradation work is Rs. 23.67 Lakh per km.

13. The average cost for upgradation type of roads is less as compared to most other states and

Maharashtra ranks 9th in minimum per km cost for upgradation type roads.

14. In case of new connectivity type of roads, Maharashtra has average per km cost in the

middle range as almost 15 states have higher average per km cost than Maharashtra and 13

states have.

15. The states Tripura and Arunachal Pradesh have highest per km cost and Karnataka and

Punjab have lowest per km cost of new connectivity type road construction.

16. However, in case of upgradation type of works, Jammu and Kashmir, Arunachal Pradesh,

and Tripura have the highest per km cost of construction with more than Rs. 60 lakh per

km and Goa and Sikkim have the least per km cost below Rs.10lakh per km.

17. In Maharashtra, Nandurbar and Dhule have the highest per km cost of construction, nearly

about Rs. 50 lakh per km for new connectivity type road and Palghar and Sindhudurga

have highest per km cost, nearly about Rs. 30 lakh per km for upgradation type of works.

18. The districts Hingoli and Parbhani show lowest per km cost for new connectivity type road

with cost of around Rs. 14 Lakh and for upgradation type of roads Hingoli and Beed district

record lowest per km cost of around Rs. 17 Lakh.

19. Among the sample districts, the average per km costs for PMGSY-II roads were higher

than those of PMGSY roads. Palghar district shows highest costs including CD work cost

and Bhandara district shows least per km cost for PMGSY-I and Parbhani district shows

highest cost per km and Kolhapur district shows least cost per km for PMGSY-II roads.

20. Financial spending on long span bridge is highest in Latur district with more than Rs. 60

crore and least in Ratnagiri and Palghar district. The highest percent was spent on the long

span bridge in the district Latur and Osmanabad with 32% and 31% of the total value of

proposal cost.

21. Research and Development projects were sanctioned in only 21 districts with highest

technology cost in Ahmednagar and Dhule with Rs. 1,423 lakh and Rs. 1,182 lakh

respectively. Buldhana and Thane districts implemented research and development

projects with least technology cost of Rs. 8 Lakh and Rs. Lakh respectively.

22. Highest length was covered by districts Nandurbar and Ahmednagar with research and

development technology.

23. Among the sample districts, Ahmednagar spent highest amount on upgradation type of

works and least amount was spent by Palghar.

24. However; in case of new connectivity type roads Palghar district spent highest amount and

Parbhani district spent least among sample districts.

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6.3 Environmental Impact assessment Environmental impact assessment was carried out based on DPR quantities for a particular road.

As the rural roads are very small in length having very small impact on environment but cumulative

impact of PMGSY roads on environment would be significant. Thus, environmental impact was

calculated using a tool developed by CTARA, IIT Bombay which is completely based on quantities

executed or estimated whichever available. This tool calculates emissions based on quantities used

for the construction of roads. However; this tool doesn’t give accurate emissions as it is based on

estimated quantities, predicted traffic and not on actual executed quantities. In actual practice

traffic doesn’t grow at the rate of six percent on all the rural roads.

For old roads, getting DPR was a difficult task from most PIU due to unorganised documentation

and file system. From PIU like Parbhani, Ratnagiri and Bhandara the DPR and MB was received

well in time as they have well organised documentation and file system but from other PIU it took

too much time to get DPR and MB. Following are the highlights of cumulative environmental

impact of 28 roads based on the DPR.

6.3.1 Energy Usage in different phases of road’s life

1. The highest energy was used in the usage phase and the contribution of energy used was

calculated based on traffic survey at the time of estimate and projected traffic on the road

with the assumption of 6% annual growth as per IRC standards.

2. 65% of the energy was consumed in the usage phase of the roads life, 23% during

construction phase and only 13% during maintenance phase.

3. There is a slight difference in energy uses as per DPR and as per MB, particularly in the

construction phase of the road as the estimated items may vary and exceed or decrease

during construction.

6.3.2 Impact on Climate Change

1. Highest greenhouse gas emission affecting climate change was during the usage phase

of the road due to usage by different road users. The percentage contribution was

48.6%.

2. 28.7% of the Green House gas emission was during the maintenance phase and this

percentage can be reduced if the performance of the road was improved by quality.

3. During construction phase of road there was only 22.7% greenhouse gas emission.

4. The activity that contributes to highest greenhouse gas emission was on site

construction and maintenance phase contributing 99% of all emissions during

maintenance phase and 73% of all emissions during construction phase.

5. The activity that contribute least was production of materials during construction phase

and maintenance phase contributing to less than 3% in both phase.

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6. There was variation of quantities executed with respect to estimated quantities and this

has led to 4% less emissions during construction and maintenance phase.

6.3.3 Impact on Terrestrial Acidification

1. Terrestrial acidification is measured in terms of kg equivalence of SO2 and the highest

contribution was during usage phase of the road’s life. The contribution during usage

phase of the road to terrestrial acidification was 55.3%.

2. Secondly, construction phase contribution was 35.2% and only 9.5% emissions were

during maintenance phase of road’s life.

3. During the construction phase and maintenance phase the activity site emission

contributes highest in emissions with 98% in maintenance phase and 73% during

construction phase.

4. Least emissions related to terrestrial acidification was released during production of

maintenance and construction

5. Least contribution towards terrestrial acidification was due to the material production

of construction and maintenance phase and the percent contribution is less than four

percent.

6. The variation in emissions calculated based on DPR and MB was observed during

transport of materials and placing on site during construction phase and the variation

were only 3% less with MB to that of using DPR quantities.

6.3.4 Impact on Marine Eutrophication

1. The highest contribution to the marine eutrophication was during the usage phase of

the road due to emissions by vehicles using the road. The percentage contribution was

47.8%.

2. The construction phase of the road has the second highest contribution to marine

eutrophication with 44.4% and maintenance phase has least contribution to the marine

eutrophication with only 7.8%.

3. During the construction phase and maintenance phase the activity site emission

contributes highest in emissions with 98% in maintenance phase and 73% during

construction phase.

4. Least contribution towards marine eutrophication was due to the material production

of construction and maintenance phase and the percent contribution is less than four

percent.

5. The variation in emissions calculated based on DPR and MB was observed only during

transport of materials and placing on site during construction phase and the variation

was only 2.7% less with MB to that of using DPR quantities.

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6.3.5 Photochemical Oxidant Formation

1. Photochemical oxidant formation was majorly due to the emission during the usage

phase of the road. The percentage contribution during usage phase of the road to the

photochemical oxidant formation was 56.9%.

2. The second major phase of the road which contributes to the photochemical oxidant

formation was construction phase having 30.9% emissions of different potential gases

and lastly least contribution was during maintenance phase with 12.2% only.

3. Activities during placing of the road causes site emission which contributes highest

during construction and maintained phase with 98.6% of maintenance phase and 73.2%

of construction phase.

4. Least contributions towards photochemical oxidant formation was caused due to

production of materials during construction and maintenance phase with less than

5.5%.

5. There was little variation to percentage contribution during construction phase and

maintenance phase as per DPR data and MB data. MB data shows 4.3% less

contribution in the production & transportation of materials and site emission.

6.3.6 Particulate Matter Formation

1. Particulate matter formation occurs during construction phase. Particulate matters were

formed majorly during two activities i.e. material production and transportation of

material such as aggregates, cement, and sand. The highest contribution was during

construction phase with 96.9%.

2. Maintenance phase and usage phase contributes only 1.2% and 1.9% respectively and

negligible in comparison to the construction phase.

3. The highest percentage contribution was due to transportation of the materials to the

site during the construction phase. The percentage of transportation is 92%.

4. The variation in the percentage shown by the DPR quantities and quantities executed

during construction and maintenance phase with percentage contribution of less than

5% less with MB quantities.

6.3.7 Human Toxicity and Marine Ecotoxicity

1. The emissions related to Human toxicity and ecotoxicity were released during

production of materials such as bitumen while refining the petroleum products.

2. The contribution to human toxicity was 97.5% during construction phase with only

material production activity, only 2.5% during production of material for maintenance

phase and there was no contribution during usage phase of road’s life.

3. The contribution to marine ecotoxicity was 100% during production of materials during

construction phase only and there was not contribution during maintenance and usage

phase of road life.

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4. The marine ecotoxicity caused due to such large number of roads is very small and is

0.1 mg equivalence of 1, 4, Dichloro Benzene which is very negligible.

6.3.8 Water Depletion and Fossil Fuel Depletion

1. About 99.4% of the total water was used at the time of material production during

construction phase of the road and remaining 0.6% during material production for

maintenance phase.

2. For the construction of the 26 roads only 20,915 cubic metres of water was utilised.

3. The overall 7,913 tonne of crude oil was used for the construction of the 26 roads

surveyed and fossil depletion was during production phase of the construction and

maintenance phase.

6.4 Socioeconomic evaluation of PMGSY roads Socioeconomic survey was carried out in 37 habitations in seven districts, which were selected for

evaluation using social science research methodology tools like structured interview and Focused

Group Discussion (FGD). Total of 440 household surveys were conducted, though in the Ratnagiri

and Palghar district only FGD was carried out as rainy season had started and individual surveys

were not possible.

Socioeconomic survey was conducted for finding out the indirect benefit of roads in the form of

social upliftment in various sectors. In the study, all types of habitations such as varying population

varying from 250 to over 1000 as per PMGSY guidelines, tribal and non-tribal, unconnected before

road and having bad connectivity before upgradation of road, were covered.

Socioeconomic study focused on the impact of road connectivity on the various sectors such as

health, education, agriculture, transportation, and livelihood. A questionnaire is prepared and

interviews were carried out with persons from a particular age group, person. Most of the questions

are perception based, defining condition in each sector before and after construction of the road.

6.4.1 Transport Sector

Construction of road in a village has transformed the mode of transportation to great extent. Many

habitations which were unconnected previously and connected through PMGSY i.e. the villages

benefitted with new connectivity showed change in mode of transportation from pedestrian to

vehicular, saving time and drudgery. Following are the observations made during the study with

respect to impact on transport sector.

1. Among the selected roads, 35% roads targeted for single habitations are used by two

habitations.

2. The percentage of roads that were used by three habitations is 30% and 19% roads are used by

four and more habitations

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3. Only 16% were dead-end roads and serving connectivity to only one habitation.

4. Before the construction of PMGSY road twelve habitations i.e. 32% of the surveyed

habitations were inaccessible for more than 30 days a year, three habitations for 20 to 30 days

annually, ten habitation i.e. 24% were inaccessible for 10-20 days annually and three

habitations remained inaccessible for 10-20 days while remaining nine habitations i.e. 24%

were inaccessible for less than five days during year.

5. After the construction of PMGSY road, there was no road which is closed for more than 5 days

annually and hence no habitation is inaccessible. However, few roads reported 3-5 days closure

due to heavy rain as the cross drainage work structure is of a submerged type and in such heavy

rain, water flows over the bridge.

6. There were only five habitations i.e. 14% which had access to public transport facility before

the PMGSY road. Among these five habitations, one habitation had three trips per day of state

transport bus and four habitations had two trips daily and remaining 32 i.e. 86% habitations

didn’t have access to Public transport facility before the construction of PMGSY road.

7. After construction of PMGSY road, public transport facility is available in 24 i.e. 65%

habitations i.e. increased by 50% to that of previous condition.

8. In five i.e. 14% habitations which already had access to public transport facility, the frequency

has increased by twice after construction of PMGSY road.

9. As of now, four i.e. 11% habitations have public transport facility with more than four trips a

day, six i.e. 16% habitations with thrice a day, ten i.e. 27% habitations with twice a day, and

four habitations with once in a day, while remaining 13 i.e. 35% habitations are still deprived

of public transport facility.

10. There were only six i.e. 16% habitations with private transport facility before the PMGSY road

while remaining 84% habitations were dependent on either public transport or vehicles in the

nearby village.

11. After construction of the PMGSY road, there were only four habitations lacking any private

vehicle in the habitation. But private operators from nearby habitations can come to habitation

due to good road.

12. There is a significant increase in a number of private operators in the habitations after PMGSY

road. 22% habitations reflect an increase in private operator by one compared to before road,

and 40% habitations reflected an increase by two.

13. Six i.e. 16% habitations reported an increase in number of private vehicles as three compared

to before road situation and four i.e. 11% habitations reported an increase in number of private

transport vehicle by more than three.

14. In the sample size of 440, only 40 i.e. 9% households had female participation in outgoing (out

of habitation) activities before the construction of PMGSY road.

15. After construction of PMGSY road, the same percentage has increased to 88% i.e. 387

households reported that both female and male travelled out of habitation for different purposes

regularly.

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16. Female participation was prevalent in habitations close to marketplace and with good road

connectivity, such as Chichal in Bhandara district, all the habitations in Parbhani district and

Bhoyarepathar in Ahmednagar district, before PMGSY road construction.

17. However, in tribal districts, there was no female participation reported before construction of

PMGSY road while on construction of the road there is an increase in participation of females

in activates that need going out of habitation.

6.4.2 Health Sector

In health sector, most of the respondents from villages which were unconnected before

construction of the road have responded with significant benefits of the road. Since before

construction of the road, when there were emergency cases like childbirth, people had to use old

traditional risky methods of delivery without presence of doctor, or in critical condition four to six

people carried the pregnant women to nearby hospital on homemade stretcher. Respondents stated

the major troubles faced by them before the road were delivery on way to the hospital, death of

pregnant women, and higher transportation cost for private vehicles. Even there was trouble in

getting private vehicles as no one was ready to drive on such bad road. Now the situation has

changed drastically due PMGSY road and there is no need to wait too long for private vehicle to

come from outside village as vehicles are available in habitation itself. Even ambulance also comes

in village when called through 108 toll free service, from the nearest Public Health Centre which

previously was reluctant to drive through such bad roads.

Construction of PMGSY roads has increased the frequency of visits of ANN and Doctors to

habitations and maintained regularity. Personally owned two wheelers increased drastically in

most of the habitations which helped in increase in visits to nearby hospital in case of minor illness.

The detailed reactions on health benefits due to PMGSY road collected from respondent are listed

below.

1. Being cheap and easily available, firewood was used by 88% i.e. 389 households as cooking

fuel before construction of PMGSY road and there were only 26 i.e. only 5.9% households

using LPG gas and 25 i.e. 5.6% households were using both LPG and firewood as cooking fuel

before the road

2. After construction of road and subsidised supply of LPG cylinders, the change in cooking

energy pattern was observed distinctly with reduction in percentage of households using

firewood as cooking energy from 88.4% to 51.6% i.e. change by 37%

3. Similarly, in case of Tribal Districts such as Palghar, the FGD, reported that no households

were using LPG before the road but after the road, 10% households were using LPG.

4. 81% respondent reported, there was immunization facility available and accessible by

inhabitants before the road.

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5. After construction of the road, 86% of the respondent has reported access to immunization

facility to the child.

6. Only 15% respondent reported that there is still no access to immunization as they have to

approach to a nearby school which is not connected by PMGSY road.

7. Apart from immunization in schools through camps, habitations are not accessible to a

government hospital for immunizing new born child but due to aggressive health sector

policies and accessibility to road, ANN and ASHA workers are ensuring 100% immunization.

8. Four i.e. 11% habitations reported the death of an infant and three i.e. 8% habitations reported

death of pregnant women due to lack of access to medical facilities before the construction of

the road.

9. On construction of road, no habitation has reported any such cases of the special incident and

from respondents, and this positive impact of road has been specifically reported by

respondents as the biggest benefit of road to health.

10. Before construction of the road, only seven i.e. 18% habitations were accessible by an

ambulance and the remaining 82% were inaccessible by an ambulance which was one of the

major disadvantage to residents of the habitations in case of emergency.

11. After construction of the road, not only ambulance but private operators are willing to help in

case of emergency with reasonable fare.

12. The number habitations where ambulance is coming in case of emergency on calling to

government free calling number 108 is 34 i.e. 92% now.

13. Still, there are three i.e. 8% habitations where ambulance does not come in emergency cases

but the reason is the habitations are located far away and not bad or no road.

6.4.3 Education Sector

The benefit to education sector is seen in those habitations which were unconnected previously, as

they had no option except walking to school. In few habitations where school is distant away from

habitation, small kids’ absentee rate was high during the monsoon season. In the perception of

respondents, after construction of PMGSY road the absentee rate got reduced. Tribal households

are not clustered and school is located in one of the cluster away from other clusters where the

absentee rate was high but construction of the road has reduced student absentee rate. Similarly,

tribal districts like Palghar schools are far away from main road and teachers staying in nearby city

or town, didn’t reach on time to school when road was not there or condition of road was bad. But

now it was observed that the situation is improved and teachers have their own two wheeler using

which they can reach the school on time. Even in tribal habitations schools are only upto 4th grade

and after that students have to go to nearby village which was very difficult due to walking on such

roads, increasing dropout rate after 4th grade. But after construction of the road the dropout rate is

reduced and students are going to school using bicycle or walking on the road.

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1. The 75% of respondent recorded positive impact of the road in improving access to the

educational facility.

2. Seventy i.e. 16% respondent replied with neutral response to the improvement of access to

education due to the road.

3. Only 9% i.e. 41 respondents replied that there is not much change in accessibility to education

due to PMGSY road and most of the respondent are from habitations which were connected

already and taken under upgradation works.

4. In tribal districts such as Palghar, two habitations i.e. Chipatpada and Radhanagari reported

very positive impact of the road in improvement of access to education. Because of road their

children started going to school regularly and even for further studies in a nearby town with

daily to and fro travel. However, the habitations which were far away from town such as

Pachbud reported very small change; primary school is located in habitations itself and no one

has gone for higher studies from that habitation.

5. Before construction of the road, the dropout rate was very high. 251 i.e. 57% respondent replied

that children were not used to going school daily and for further studies.

6. In the before road scenario, where there were no road at all, the teachers used to reach school

very late in the rainy season or absentee rate was there. But after the road, the absentee rate has

come down significantly.

7. 51% of the respondent replied that teachers did not come to school regularly before the

construction of the road and remaining 49% respondents reported that there was no absentee

rate before the road. Similar scenario was in the habitations which were easily accessible i.e.

in case of upgradation of the road.

8. After construction of the road, 93% of respondent reported that there is no absentee of teachers

and only 7% respondent i.e. 30 respondents have reported that there is still teacher absenteeism.

9. Only 189 respondent i.e. 43% have reported that there was no dropout rate as well as absentee

rate and remaining 57% respondent replied with absentee and dropout of students before the

construction of road.

10. In after road scenario, 90% of the respondent reported there is a decrease in the dropout rate of

student and decrease in absentee rate of student and only 45 i.e. 10% respondents have reported

still there is dropout rate and absentee rate of students.

11. There is significant change in dropout rate for girls as compared to before the road. Almost all

the girls used to dropout the school after primary school but after road, public transport has

become convenient and there is an increased number of girls going for further studies.

12. Using focused group discussion, it was observed that the dropout rate and absentee rate in tribal

block i.e. Palghar district have reduced significantly and children are going to school and for

further studies regularly.

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6.4.4 Agriculture Sector

In districts such as Nagar, Parbhani, Yavatmal, Bhandara, and Kolhapur, where agriculture is

dominating and land holding per capita is large, PMGSY roads brought changes in agriculture

practices. But in case of habitations in Ratnagiri and Palghar district the land holding per capita is

very low which doesn’t produce sufficient output to sustain and there the road had no impact in

agricultural sector.

However, there is shift in use of fertilizers in most of the habitations from organic or animal manure

to chemical fertilizers and pesticides. Also, there is shift in use of hybrid seeds instead of using

traditional seeds conserved from farm produce. This has resulted in increased productivity to some

extent.

1. Before construction of the road, 98% of the respondent were using traditional methods for

farming and only 2% were using farm machinery.

2. After the road, the scenario got changed and only 15% of respondents are using traditional

methods and remaining 85% shifted to use of farm machinery.

3. Fertilizers used before the construction of road were organic i.e. the fertilizers obtained from

animals and farm waste. 75% households were using the organic and remaining 25% were

using chemical fertilizers.

4. The prevalence of fertilizer used has shifted from organic to chemical after the construction of

the road and currently, 85% households are using chemical fertilizers.

5. Before construction of the road, 84% household used to grow their own seeds in the farm and

used these for next year and only 16% of the households were using hybrid seeds.

6. Use of hybrid seeds has spread after construction of a road to 92% of households and only 8%

households were still using local seeds.

7. In case of tribal district like Palghar, the land holding is very less and only two habitations

which are near to highway or big town reported use of chemical fertilizers by 20-30%

households before road and remaining two habitations which were far away from highway or

big towns were using local seeds and organic fertilizers. The situation has not changes even

after construction of road in either groups.

8. Among the 440 respondents surveyed, 142 i.e. 32% respondents gave no response to

agriculture related questions due to very small landholding or no land holding at all.

9. Among remaining 298 respondents, only 61 i.e. 20.5% respondents were selling their products

direct to market before construction of the road and remaining 237 i.e. 79.5% were selling to

middleman.

10. After construction of the road, 272 among 298 i.e. 91.2% respondents reported farm produce

sale directly to market and only 26 i.e. 8.7% were selling to middleman.

11. There were only 5 habitations where agricultural officers used to visit before the PMGSY road

i.e. only 16% of the habitations had access to agriculture officers.

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12. After construction of the road, the same number has increased to 32 i.e. 86%. Due to

construction of the road, the habitations were accessible to agricultural officers by private

vehicle or some other means and the frequency of agricultural officers’ visit increased.

13. Only five habitations are still not visited by agricultural officers despite having a road. The

habitations are far away in the forest and are very small.

6.4.5 Finance Sector

1. Before construction of the road, only 29% people had bank account in any of the banks but

after construction almost 90% of the people have their bank account.

2. Still after construction of road, there are few households who don’t have any bank account.

The percentage of such households is 10% and most of the households are from tribal

habitation which are far away from the main town.

3. The number of bank accounts held varies from one to eight in a family. There are 33% people

with only one bank account in their family.

4. There are 28% households having two accounts in their family, 18% with three and 11% of

households have more than three bank accounts in their family.

5. In case of tribal district like Palghar, the habitation was very remote and still they have 80%

bank account coverage in the habitation after construction of the road, which before the road

was less than 10%.

6. Before construction of the road, 302 i.e. 68% households had no source of arranging finances

but after construction, banking facility has come and the same percentage of no access to

arranging finances reduced to 80 i.e. 18% only.

7. Only 32 i.e. 7% respondents replied with bank as main source of arranging finances before the

road. Construction of the road provided accessibility to bank and people are having bank

accounts which helped them in arranging finances. Thus, after construction of the road, the

number of households having a bank as a source of finance arrangement has increased to 273

i.e. 62%.

8. In case of tribal district like Palghar, people are not aware and they do not approach the bank

for arranging finances for different reasons. But small change has occurred due to availability

of bank account as they are saving the money in the bank and using it in need.

6.4.6 Migration

1. There were 300 i.e. 68.2% households which did migrate before road but after road, the

accessibility has increased migration in the form of permanent or temporary and only 140

i.e.31.8% households reported no migration after construction of the road.

2. There were only 12 i.e. 2.7% households having permanent migration of some family members

before road while the same count has increased to 29 i.e. 6.5% after construction of the road.

The permanent migration is because of getting a good job in the nearby city or town.

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3. There were 128 i.e. 29.1% households having temporary migration which is either for 2-4

months or weekly migration to nearby towns before construction of the road but after the

construction this number has increased to 271 i.e. 62%.

4. The respondents with temporary migration reported benefit of the road as they can come home

for weekly holidays from nearby town or city where they were working which previously was

not easily possible.

5. In case of tribal region like Palghar district where FGD was carried out, the migration has not

changed at all as there is no major town or city nearby for daily wage based labour. But one of

the habitation which was nearer to town has shown a change in migration pattern to daily

instead of weekly i.e. Chipatpada because of road construction.

6.4.7 Type of House

1. Before construction of the road, there were 261 i.e. 59% households having in Kachha house

which has reduced to 144 households i.e. 33% after construction of the road.

2. A similar situation was there in case of Pucca houses, only 51 i.e. 12% households were Pucca

before the road and after the construction of road, the number has increased to 142 i.e. 32%.

3. In case of Half Pucca households, before the road, there were 128 i.e. 29% households Half

Pucca which after road changed to 154 i.e. 35%.

4. But in case of tribal area like Palghar district, where instead of a household survey. FGD was

conducted 70-80 % households reported Half Pucca after road which before the road was zero

percent in all four habitations.

6.5 Recommendations 1. There is a necessity to reform the SQM format and make it graded on a scale of 1 to 5 or 1

to 10, with proper standards and acceptance limits so that there would be fewer chances of

bias which varies with SQM’s perception about acceptance of results that differs from

standards. SQM with field experience has a tendency to accept the variations while those

from academic experience tend to be strict. This variation can be represented in a better

way if the SQM grading is made on Likert’s scale or on one to ten scale with specification

of deviation from standards.

2. Reform in the item related to grading of material is needed as acceptance percentages for

test pit varies a lot in various regions. New acceptance criteria or new scale can be

developed based on region-specific material, geographical condition and compaction

methodology by collecting and analyzing actual test results found in each district.

3. There is no seriousness about on-site laboratory as equipment arrangement was made on

the day or one day before SQM and NQM visit in any districts. Most of the laboratories

were in someone’s house in the village on the road for mere showing purpose. The

equipment seems to be not used most of the times but still, SQM/NQM accept it as

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satisfactory. Districts laboratories equipment were used for testing materials on the day of

SQM or NQM visit as the contractor's equipment was not capable of conducting the tests.

4. There are very few contractors who have their own engineers and it is necessary to make

policy for staff availability from contractor side who can stay on site and supervise. On

interaction with PIU of Parbhani and Ahmednagar, it was found that very few contractors

have their own engineer, rest all have only supervisors.

5. There is the necessity to know the health of such huge network in Maharashtra in terms of

PCI and need to be updated after minimum every two years with appropriate methodology.

6. Need to get rid of class IV methods i.e. subjective rating which is currently used in

PMGSY, and adaption of new techniques based on automated surveys such as Roughness

measuring devices, etc.

7. There is a need for capacity building of staff for PCI collection and rating at regional or

divisional level. This may include an introduction to distresses and their identification and

measures.

8. Even in current PCI rating methodology there is need to provide proper resources to collect

data for the whole network in the district.

9. There is a need for capacity building for assessing PCI of the core network which is used

as a predominant parameter in the prioritization of roads for upgradation in PMGSY.

10. EIA, PIU needs to maintain inventory of usage of equipment for various construction

activities. Also there is need to precise the maintenance activities in order get precise

environmental impact and for lifecycle assessment there is need to record annual traffic

count with respect to different types of vehicle so that environmental impact during uses

phase can be calculated

11. There is necessity to simplify the interface of Meri Sadak with visual demo by making

IVRS system in local language to avoid incomplete complaints and rejecting the complaint

if it is incomplete at the same instant.

12. The other way to avoid the feedback or complaints not related to PMGSY roads is by

constraining the user with GIS tagging (and acceptance if only the point is in the vicinity

of PMGSY road) or listing of only PMGSY road name as mandatory field.

13. There is the necessity to know the health of such huge network in Maharashtra in terms of

PCI and need to be updated after every two years with appropriate methodology.

14. Need to get rid of class IV methods i.e. subjective rating right now used in PMGSY and

adaption of new techniques based on automated surveys such as Roughness measuring

devices etc.

15. There is a need for capacity building of staff for PCI collection and rating at regional or

divisional level. This may include an introduction to distresses and their identification and

measures.

16. Even in current PCI rating methodology there is need to provide proper resources to collect

data for the whole network in the district.

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17. Due to low maintenance budget for such huge network in Maharashtra maintaining and

reconstruction of whole networks is not possible for the state alone. Thus, there is a need

for continued support from the centre for development of rural roads so that the optimal or

core network can be kept in all-weather accessible condition.

18. After complete connectivity to all the habitations with population more than 500 through

PMGSY, there is need to focus on habitations with a population less than 500 and need to

be covered by PMGSY or Mukhya Mantri Gram Sadak Yojana (MMGSY) in the state.

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Table 6.1Detailed results of the study

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Annexures-I SQM format for Inspection of quality of PMGSY Roads

The SQM format is of 18 pages with detailed observation on various parameters under 13 number

of items. Following is the summarized format for items and sub-items of the work inspection.

(Source: http://pmgsy.nic.in/downloads/NQM%20Guidelines-07.pdf)

# Sub item for observation In case of work Awardable

Grades

Awarded

Grade

1 2 3 4 5

Item 1 - Quality Arrangements

Quality Arrangements On-going S/RI/U

Item Grading S/RI/U

Item 2 - Attention to Quality

a Maintenance of QC Registers On-going S/RI/U

b Verification of test results On-going/

Complete S/U

Item Grading S/RI/U

Item 3 – Geometrics

a Road way width

Ongoing or

complete

S/U

b Carriageway width S/U

c Camber S/U

d Superelevation & Extra Widening at

Curves S/U

e Longitudinal Gradient in case of road in

hilly/ rolling terrain.

Ongoing/

complete S/U

Item Grading S/U

Item 4 - Earth Work and Sub-grade in Embankment/ Cutting

a Quality of Material for Embankment/

Sub-grade Ongoing or

complete

S/U

b Compaction S/U

c Side Slopes and Profile Complete S/U

260

d

Stability and Workmanship of Cut Slopes

(in case of hilly/ rolling terrain) Ongoing or

complete

S/U

e

Adequacy of Slope Protection (in case of

high embankments/hilly/ rolling terrain) S/U

Item Grading S/U

Item 5 - Sub-Base

a Grain Size Ongoing or

complete

S/U

b Plasticity S/U

c Compaction Ongoing or

complete S/U

d Total Thickness of Layer Ongoing or

complete S/U

Item Grading S/U

Item 6 - Base Course – Water Bound Macadam

a Grain Size of Course Aggregate

Ongoing or

complete

S/U

b Plasticity of Crushable Aggregate used as

fillers S/U

c Adequacy of Compaction through

volumetric analysis. S/U

d Thickness of every layer of WBM. S/U

Item Grading S/U

Item 7 - Bituminous Layer – Premix Carpet (PMC)/ Surface Dressing (SD)

a Gradation of Aggregate Ongoing S/U

b Mixing Temperature of Mix. Ongoing S/U

c Laying Temperature of Mix. Ongoing S/U

d Thickness of layer Ongoing or

complete S/U

e Surface Evenness Ongoing or

complete S/U

Item Grading S/U

261

Item 8 – Shoulders

a Quality of material for shoulders Complete S/RI/U

b Degree of compaction Complete S/RI/U

c Camber. Complete S/RI/U

Item Grading S/RI/U

Item 9 - Cross Drainage Works

a

Quality of Material – Concrete, Stone/

brick masonry, Hume pipes including size

etc. Ongoing or

complete

S/RI/U

b

Quality of Workmanship such as

positioning of pipes, wing walls, cushion

over H Pipes etc. S/RI/U

Item Grading S/RI/U

Item 10 - Side Drain and Catch Water Drain

General quality of Side Drains/ Catch

Water Drains and their integration with

CDs.

Ongoing or

complete S/RI/U

Item Grading S/RI/U

Item 11 - CC/ Semi Rigid Pavements and Associated Pukka Drains

a Quality of Material – Concrete, Stone/

Concrete Block Pavement etc.

Ongoing or

complete S/U

b Strength of CC in Concrete Pavement/

Concrete Block Pavement S/U

c

Quality of Workmanship – Wearing

surface texture, Adequacy of setting of

concrete, Joints, Edges etc.

S/U

d Thickness of Layer S/U

Item Grading S/U

Item 12 - Road Furniture and Markings

a

Citizen Information Board, Main

Informatory Board, Quality and whether

fixed during construction.

Ongoing S/U

262

b

Logo boards, 200 m stones and Km

stones, quality and whether fixed after

completion.

Complete S/U

c Whether the information in boards is

given in local language.

Complete/

Ongoing S/U

Item Grading S/U

263

Annexure-II Data formats used to collect data for environmental Impact calculation

SLCSA tool used to calculate environmental impact assessment was developed by CTARA, IIT

Bombay and based on direct availability of data with PIU, two data formats were used for input

data. First being mandatary data which is available PIU in estimate or MB and second is preferred

data which may or may not be available with PIU as it is not mandatory to keep the record of this

data. Both the data formats are as shown in following table.

Part A- Mandatory data

A General Details (To be filled from DPR only) Unit

1 Length of Total road km

2 Length of Bitumen stretch km

3 Length of Cement Concrete stretch km

4 Width of the roads m

5 Rainfall mm

6 Terrain Plain/Hilly

7 Traffic CVPD

8 Design traffic after 10 years CVPD

Thickness of different layers

9 CBR (RD wise) * mm

Design Thickness (total) RD wise* mm

10 Existing crust thickness (RD wise)* mm

Total thickness provided (RD wise)* mm

11 GSB thickness (RD wise)* mm

12 Base G-I thickness (RD wise)* mm

13 Base G-II thickness (RD wise)* mm

14 Base G-III thickness (RD wise)* mm

15 MPM thickness (RD wise)* mm

16 PMC thickness (RD wise)* mm

B

Details about construction (To be

filled from F-6 of DPR)

Item Unit

1 Clearing and grubbing sq.m

2

Total embankment quantity (roadway cutting+ borrow pit

material)

cu.m

264

3 Material obtained from borrow pits for embankment cu.m

4 Cutting/Excavation (soil+ordinary rock) cu.m

5 Excavation (hard rock) cu.m

6

Unsuitable soil (total roadway soil cutting- roadway soil cutting

used in filling)

cu.m

7 Construction of subgrade and shoulders (borrowed material) cu.m

8 GSB cu.m

9 WBM cu.m

Wearing surface (BT)

10 Primer coat sq.m

11 Tack coat sq.m

12 MPM sq.m

13

Type of bitumen used Type 1 for bulk

and 2 for packed

14

Hot mix plant Type 1 for'on site'

and 2 for 'away

from site'

15 PMC (using hot mix asphalt only) sq.m

16 Seal coat sq.m

Cross drainage/CC gutter/protection works

17 PCC (M10 grade) cu.m



20 RCC pipes (any diameter and grade) m

21 Stone masonry in cement mortar cu.m

22 Cement concrete pavement cu.m

C Maintenance (To be filled from Format F-8 of DPR)

Item Unit

1 Restoration of rain cuts cu.m

2 Maintenance of shoulders (filling with fresh soil) sq.m

3 Maintenance of shoulders (stripping excess soil) sq.m

4 Repair to potholes(75 mm BM+ tack coat+ prime coat) cu.m

5 Patch repair (20 mm PMC+ seal coat) sq.m

D Traffic Survey

Type of motorized traffic Unit

1 Two wheelers No.

2 Cars and jeeps No.

3 Light motor vehicles (goods) No.

4 Trucks and lorries No.

265

5 Trailers and tractors No.

6 Bus No.

E Travel (During construction and maintenance)

1 Number of two wheelers No.

2 Average one way distance travelled to site km

3 Number of four wheelers No.

4 Average one way distance travelled to site km

5 Number of days of travel days

F Transport of materials ( to be filled from lead hart in DPR)

Material From To Mode Unit

1 Bulk bitumen Refinery Site Road km

2 Packed bitumen

Local

supplier Site Road

km

3 Bitumen emulsion

Emulsion

plant Site Road

km

4 Borrowed soil Borrow pit Site Road km

5

Aggregates (metal,

rubble, stone chips,

stone grit) Crusher Site Road

km

6

Hot mix plant away

from worksite HMA plant Site Road

km

8 Sand

Sand mining

quarry Site Road

km

7

RCC pipes for CD

work

Local

supplier Site Road

km

8 Cement

Local

supplier Site Road

km

9 Steel

Local

supplier Site Road

km

10 Water Water source Site Road km

11 Unsuitable soil Site

Dispo

sal

site Road

km

266

Part B- Preferred data

Activity and equipment used Engine

power

(hp)

Hours of

equipme

nt use

(hrs)

A Construction of BT road

1 Earthwork

1.1 Cutting and grubbing

Dozer (D-50)

Tractor with trolley (3t)

1.2

Construction of embankment (roadway cutting+ borrowed

material)

Dozer (D-50)

Tractor with grader

Water tanker (6kl)

Vibratory roller (80-100 kN)

1.3 Excavation in soil and ordinary rock

Hydraulic excavator (1 m3 bucket capacity)

1.4 Excavation in hard rock

Air compressor- 210 cfm

1.5 Construction of Subgrade and earthen shoulders

Tractor with grader

Water tanker (6kl)


2 GSB

Tractor with grader

Tractor with rotavator


Water tanker (6kl)

3 WBM


Water tanker (6kl)

4 Wearing surface (BT)

4.1 Prime coat

267

Hydraulic broom

Air compressor

Bitumen emulsion pressure distributor (driving unit+

air compressor)

Water tanker (6kl)

4.2 Tack coat

Hydraulic broom

Air compressor

Bitumen emulsion pressure distributor (driving unit+

air compressor)

4.3 Modified Penetration Macadam

Static roller (80-100 kN)- rolling done two times

Fuel for heating bitumen

Bitumen pressure distributor (driving unit+ air

compressor)

4.4 PMC (using hot mix asphalt only)

Paver finisher

Static roller (80-100 kN)

4.5 Seal coat

Fuel for heating bitumen

Bitumen pressure distributor (driving unit+ air

compressor)

Static roller (80-100 kN)

Water pump

5 Cross drainage/CC gutter/protection works

5.1 PCC (all grades)

Concrete mixer (0.4 m3 capacity)

Water tanker (6kl)

Water pump

B Maintenance of BT road

1 Restoration of rain cuts

Static Roller (80-100 kN)

Water tanker (6kl)

2 Patch work on repaired potholes


Water pump

C Construction of CC pavement

1 Earthwork

Cutting and grubbing

268

Dozer (D-50)

Tractor with trolley (3t)

2

Construction of embankment (roadway cutting+ borrowed

material)

Dozer (D-50)

Tractor with grader

Water tanker (6kl)


3 Excavation in soil and ordinary rock

Hydraulic excavator (1 cum. bucket capacity)

4 Construction of Subgrade and earthen shoulders

Tractor with grader

Water tanker (6kl)


5 GSB

Tractor with grader

Tractor with rotavator


Water tanker (6kl)

6 Cement concrete pavement

Concrete mixer (0.4 m3 capacity)

Needle vibrator

Plate vibrator

Screed vibrator

Air compressor

Water tanker (6kl)

Water pump

D Maintenance of CC pavement

1 Restoration of rain cuts


Water tanker (6kl)

E Construction of CD works

1 Excavation in soil and ordinary rock

Hydraulic excavator (1 m3 bucket capacity)

F Water Tanker Usage

1 Construction of BT road

Capacity of water tanker (kl)

Number of tankers used

269

2 Maintenance of BT road

Capacity of water tanker (kl)

Number of tankers used (sum of tankers used over 5 year period)

270

Annexure-III Distress data collection format used for Pavement Condition Index (PCI)

271

References

1. http://omms.nic.in/Home/CitizenPage/#

2. http://pmgsy.nic.in/

3. http://www.censusindia.gov.in/2011-common/census_2011.html

4. SQM guidelines as per PMGSY

5. Specification for rural roads

6. ASTM D 6433-11. Standard Practice for Roads and Parking Lots Pavement Condition Index

Survey, American Society for Testing and Materials, United States.

7. IRC: 73 (1980). Geometric Design Standards for Rural (Non-Urban) Highways, Indian

Road Congress, New Delhi.

8. IRC: SP: 20 (2002). Special publication on rural roads manual. Indian Road Congress,

New Delhi

9. IS: 2386 (1963). Specification for tests on aggregates Indian standards, Bureau Indian

standard, Government of India, New Delhi.

10. MORD (1), (2007). Quality assurance handbook for rural roads vol-I ‘Quality

management system & quality control requirement’ National rural road development

agency, MORD, New Delhi

11. MORD (1), (2007). Quality assurance handbook for rural roads vol-II ‘Equipment & Test

procedures’ National rural road development agency, MORD, New Delhi

12. MoRTH, (2015). Report on “Basic road statistics of India 2014-15” Ministry of road

transport and highway, New Delhi.

13. ASHTHO distress identification guide

14. IRC for PCI of roads

15. UN specification for evaluation of projects

16. List of IRC codes for different standards of tests

17. Unpublished M.Tech report of Miss. Sandhya on strategic life cycle sustainability

assessment tool

18. Unpublished report on “Assessment of quality of PMGSY roads in Maharashtra and its linkage to

SLCSA”

19. Annual road statistics 2014-15 by DES

20. Basic road statistics by MoRTh

21. Annual road statistics

http://omms.nic.in/Home/CitizenPage/

http://pmgsy.nic.in/

http://www.censusindia.gov.in/2011-common/census_2011.html

evaluation study of pradhan mantri gram sadak yojana

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