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TRANSCRIPT
Chapter 10
Data Analysis and Interpretation of Data
10.1 Introduction.
10.2 Development of the Project Highway in terms of smoother surface and
better riding quality.
10.3 The Project Highway and saving the Travelling Time.
10.4 The Project Highway and improved Road Safety.
10.5 The Project Highway and Road Safety in Night Driving and Rainy Season
Driving.
10.6 Provisions on the Project Highway in case of an accident or break-down
of vehicle.
10.7 The Project Highway and Fuel Consumption.
10.8 The Project Highway and Road-side Amenities.
10.9 The Project Highway and access to the two wheelers, three wheelers,
pedestrians and cattle.
10.10 The Project Highway and its impact on the Flora and Fauna.
10.11 The Project Highway and the Environmental Pollution.
10.12 The Project Highway and the Toll Tax.
10.13 Future plan of the NHAI of converting the new 4 lane Project Highway
into 6 lane Highway.
10.14 The overall opinion of the respondents regarding the present Project
Highway.
10.15 The overall opinion of the respondents regarding the role of the NHAI in
improving and upgrading the NH-3 and other highways.
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Chapter 10
Data Analysis and Interpretation of Data
10.1 Introduction
An attempt has been made by the researcher to study and assess the contribution of
the NHAI in the development of highways in Maharashtra.
A well “Developed” highway is a highway having following features:
1) Better riding quality of the road i.e. smoother surface of the roads without any
pot-holes.
2) Faster / Quicker transportation which is possible due to smoother surface,
sufficient resting places and parking places, 4 or 6 laning with divider,
sufficient number of flyovers, underpasses, ROBs, by passes, bridges etc.
which will reduce the traffic congestion and improve the speed of the vehicles.
3) A ‘well developed’ highway means a ‘safer road’. Safer road means road with
dividers, 4 or 6 laning of the road, sufficient number of speed breakers, sign
boards, road markings, road signs, road delineators, traffic signals etc. at
appropriate places. Bridges, flyovers, underpasses, ROB, by-passes, one way
traffic also helps in making road safer.
4) Safer road means a road which is safe not only for night driving and driving
during the rainy season but also during the day time.
5) In case of accident or break-down of vehicle, a well developed road has
provisions of quick services to drivers and passengers, like tow away vehicles
for removing damaged vehicles, ambulances to provide quick medical help
etc.
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6) Quicker and safer road always result in reducing fuel consumption. Reduction
in fuel consumption makes transportation cheaper and it also results in lesser
pollution.
7) ‘Development of highway’ also means availability of road side amenities in
sufficient number making the journey comfortable such as petrol pumps, food
plazas/hotels/dhabas, toilets, provision for parking etc.
8) Development of roads should not be at the cost of causing noise and air
pollution.
9) Development of road should not be at the cost of damaging the flora and fauna
of the location.
10) Development is after all for betterment of the human beings. Quick and safe
transportation of passengers, capital goods, consumer goods, raw materials
etc. definitely result in development of the entire nation.
The researcher has collected primary and even secondary data to analyze
whether the NHAI has really contributed significantly in the development of
the Project Road. By taking into account above mentioned aspects of
‘development’ of the highways; this chapter deals with data analysis and
interpretation of the data. This will help to know the role and contribution of
the NHAI in development of the Project Highway.
10.2 Development of the Project Highway in terms of Smoother Surface and
Better Riding Quality
Smooth surface and better riding quality road is the basic indicator of a ‘developed’
road which makes transportation comfortable and speedy.
Table 10.1 and Figure 10.1 (The Riding Quality of the Project Road) given below
clearly shows that majority of the respondents are of the view that the riding quality
of the Project Road has definitely improved.
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Table 10.1: The Riding Quality of the Project Road
Query Response Frequency Percent
Whether the riding quality of the project
highway has improved?
Yes
No
152
3
98.06
1.94
TOTAL 155 100
Figure 10.1: The Riding of Quality of the Project Road
The researcher was curious to know what the regular travellers feel about the overall
riding quality and surface of the Project Road. From the above Table 10.1, (The
Riding Quality of the Project Road) it is clear that out of 155 respondents, majority of
them i.e. 152 (i.e. 98.06 percent) feels that the surface and the riding quality of the
Project Road has improved. Only 3 respondents (i.e. 1.94 percent) said that the riding
quality of the Project Road has not improved.
When the respondents were asked to give their opinion regarding the riding quality of
the Project Road i.e. the surface of the road on the basis of rating scale provided to
them with scales namely excellent better, good, bad and worst, they responded in the
152, (98.6%)
3, (1.94%)
Whether the riding quality of the project highway has improved? Yes
Whether the riding quality of the project highway has improved? No
197
following way as shown in the Table 10.2 and Figure 10.2 (The Riding Quality of the
Project Highway on the basis of the Rating Scale).
Table 10.2: The Riding Quality of the Project Highway shown on the Rating
Scale
Scale Type Frequency Percent
Excellent 12 7.7
Better 123 79.4
Good 16 10.3
Bad 4 2.6
Worst 0 0
Total 155 100
Figure 10.2: The Riding Quality of the Project Highway shown on the Rating
Scale
From the Table 10.2 and Figure 10.2 (The Riding Quality of the Project Highway
shown on the Rating Scale) it is clear that majority of the respondents i.e. 123 out of
12, (7.7%)
123, (79.3%)
16, (10.3%)4, (2.6%)
Excellent
Better
Good
Bad
Worst
198
155 (79.4 percent) rated the Project Road as better than the previous one (before the
NHAI improved the Project Road), 12 (or 7.7 percent) respondents rated it as
excellent, 16 (or 10.3 percent) respondents rated it as good. Only 4 respondents (2.6
percent) rated it as bad. Not even a single respondent is of the view that the Project
Road became worst after the NHAI’s improvement of the road.
Thus it can be concluded that the overall riding quality of the Project Road has
improved due to the efforts of the NHAI.
10.3 The Project Highway and Saving in the Travelling Time
Faster and quicker transportation is possible due to many factors such as:
a) Smoother surface of the road.
b) Road widening.
c) 4 or 6 laning of the road with divider.
d) Sufficient number of flyovers, underpasses, ROBs, by-passes, subways,
bridges, service roads etc. at appropriate places.
All above mentioned factors reduce the traffic congestion and improve the speed of
the vehicles; which leads to faster and quicker transportation.
The NHAI has widened the Project Road and converted it into a 4-lane, divided road
with smoother surface. The details regarding the road-widening are already discussed
in Chapter 5 ‘Salient Features of the Gonde-Vadape Section of the NH-3 Project
undertaken by the NHAI’, para 5.4 (Location of Widening Carriageway) and also
depicted in table 5.2, The Road Widening Scheme for the Project Highway.
The Project Road has three Major Bridges namely Kasara Bridge, Mokhavane Bridge
and Kumberi Bridge. It also has twenty Minor Bridges and six ROBs. The ROBs are
at Padali, Ghoti, Bortembe, Umermali, Khardi and Asangaon. There are thirteen
subways. Seven of the subways are constructed below the National Highway (Project
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Road) so that the local slow moving traffic (like bullock carts and cycles), pedestrians
and cattle can cross safely the national highway at lower level without hindrance. To
cater for local crossing vehicular traffic, six numbers of subways are constructed.
Totally 12km length of service road is built at 10 different locations along the Project
Highway to pick up local traffic without hampering the speed of through traffic and
road safety. These features are discussed in detail in Chapter 5, ‘Salient Features of
the Gonde – Vadape Section of the NH-3 Project undertaken by the NHAI’. Kasara
Ghat single direction by passes between km 467 to 475 is the most important
improvement on the Project Road making it quicker and safer.
Project Highway and New Kasara Ghat By-pass:
In order to make the Project Highway faster and safer, the NHAI decided to improve
the previous steep gradients at the locations of Thal Ghat and Kasara Ghat portion of
the Project Highway by regarding / realignment.
In the old Kasara Ghat section of NH-3 the average speed of the vehicle was about 35
km/h. The major bottleneck was the Kasara Ghat having mountainous terrain with
sharp curves, steep gradients and lesser visibility. It passes through the hilly region
having high mountain on one side and deep valley with railway track along its length
in the Ghat on the other side. Therefore due to the land width constraints it is just
enough to widen it into 3-lane width and not 4 or 6 lanes. Therefore the practical way
out found was to align additional 2 lane wide carriageway (Which can be better
extended to 3-lane carriageway in future) along a suitable and feasible nearby hilly
route (a by-pass).
The new Kasara Ghat by-pass is 467/000 to 475/000 i.e. 7 km in length. It passes
through Bible Wadi (a tribal settlement), reserve forest, railway road and protected
forest of Latif Wadi Village.
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‘Bible Wadi’ is a ‘tribal settlement’ called ‘pada’. It is a part of Kasara Khurd Village
which comes under the protected forest. Therefore the existing dwelling units were
not disturbed. But some of the cultivated fields along the alignments were disturbed,
for which the tribal people were compensated by giving them the suitable equivalent
land by the Forest Department.
Since the by-pass passes through the protected and reserve forest area, the ‘controlled
blasting’ with proper and prier permission from the Forest Department was made. The
controlled blasting was also necessary since there is close proximity to old NH-3 and
railway lines.
Thus since April 2009, the two separate roads each with 2-lanes in the Kasara Ghat
for each direction (Mumbai to Nashik and Nashik to Mumbai) are constructed. This
converted the old Kasara Ghat which was notorious for fatal road accidents and traffic
congestion in nineties, into a smooth, flat, safe and faster tar road.
The old 2-lane Kasara Ghat road was improved and used exclusively for travelling
from Mumbai to Nashik and new Kasara Ghat 2-lane by-pass is used for travelling
from Nashik to Mumbai. This improvement made this Ghat section of NH-3 faster
and safer. Even the wayside amenities are provided on both sides of both the roads, in
enough quantities and at necessary distance with special efforts.
Researcher tried to find out respondents’ opinion regarding the new Kasara Ghat by-
pass with respect to whether it reduced the traffic congestion, save the travelling time,
made the journey safer and less accident prone and reduced the fuel consumption.
When the respondents were asked to give their view on whether the new Kasara Ghat
by-pass reduced traffic congestion, their responses are depicted in the following Table
10.3 and Figure 10.3 (The New Kasara Ghat and the Traffic Congestion).
201
Table 10.3: The New Kasara Ghat by-pass and the Traffic Congestion
Query Response Frequency Percent
Whether New Kasara Ghat by-pass
reduced traffic congestion?
Yes
No
150
5
96.8
3.2
TOTAL 155 100
Figure 10.3: The New Kasara Ghat By-Pass and the Traffic Congestion
From the Table 10.3 and Figure 10.3 (The New Kasara Ghat by-pass and the Traffic
Congestion) it is seen that out of 155 respondents, 150 (96.8 percent) are of the view
that the new Kasara Ghat by-pass reduced traffic congestion. Only 5 respondents (3.2
percent) are of the opinion that there is no change in the traffic congestion as a result
of new Kasara Ghat by-pass.
The respondents were also asked to give their opinion on the New Kasara Ghat by-
pass regarding whether it saves travelling time. The respondents’ responses are
150, (96.8%)
5 (3.2%)
Whether New Kasara Ghat by-pass reduced traffic congestion? Yes
Whether New Kasara Ghat by-pass reduced traffic congestion? No
202
depicted in the Table 10.4 and Figure 10.4 (The New Kasara Ghat by-pass and
reduction in the Travelling Time) as follow.
Table 10.4: New Kasara Ghat by-pass and reduction in the Travelling Time
Query Response Frequency Percent
Whether New Kasara Ghat by-pass saves
travelling time?
Yes
No
153
2
98.7
1.3
TOTAL 155 100
Figure 10.4: The New Kasara Ghat By-pass and reduction in the Travelling
Time
The above Table 10.4 and Figure 10.4 (The New Kasara Ghat by-pass and reduction
in the Travelling Time) indicate that out of 155 respondents (100%), 153 (98.7
percent) are of the view that the new Kasara Ghat by-pass saves travelling time
drastically. According to 2 respondents (1.3 percent) there is no reduction in travelling
time due to the New Kasara Ghat by-pass.
153, (98.7%)
2, (1.3%)
Whether New Kasara Ghat by-pass saves travelling time ? Yes
Whether New Kasara Ghat by-pass saves travelling time ? No
203
One of the respondents who is an ambulance driver became emotional and shared his
experience with respect to this. He told that once he was taking one serious patient to
Mumbai but due to traffic jam on the old Kasara Ghat, the patient passed away on the
old Kasara Ghat road. He therefore was praising the new Kasara Ghat by-pass
repeatedly, as it saves sizable time and is without any traffic congestion (Which was
the usual experience in case of old Kasara Ghat) and therefore helps in speedy and
quick transportation.
The respondents also expressed their views on whether the new Kasara Ghat by-pass
is safer and less accident prone which is summarized in Table 10.5 and Figure 10.5
(The New Kasara Ghat By-pass and Road Safety).
Table 10.5: The New Kasara Ghat By-pass and the Road Safety
Query Response Frequency Percent
Whether the new Kasara Ghat by-pass is
safer and less accident prone.
Yes
No
139
16
89.7
10.3
TOTAL 155 100
204
Figure 10.5: The New Kasara Ghat By-pass and the Road Safety
From the Table 10.5 and Figure 10.5 (The New Kasara Ghat By-pass and the Road
Safety) it is clear that out of 155 respondents (100 percent), 139 (89.7 percent) are of
the view that the new Kasara Ghat by-pass is safer and less accident prone as
compared to old Kasara Ghat road. It is important to note here that among these 139
respondents, the traffic police are also included. Only 16 respondents feel that the
New Kasara Ghat by-pass is not safer and less accident prone as compared to earlier
Kasara Ghat road.
The respondents were also asked to give their views regarding the fuel consumption
while using the New Kasara Ghat Bypass. It is depicted in the Table 10.6 and Figure
10.6 (The New Kasara Ghat By-pass and Fuel Consumption) as given below.
139, (89.7%)
16, (10.3%)
Whether the new Kasara Ghat by-pass is safer and less accident prone. Yes
Whether the new Kasara Ghat by-pass is safer and less accident prone. No
205
Table 10.6: The New Kasara Ghat By-pass and Fuel Consumption
Query Response Frequency Percent
Whether the New Kasara Ghat Bypass
saves fuel consumption?
Yes
No
148
7
95.5
4.5
TOTAL 155 100
Figure 10.6: The New Kasara Ghat By-pass and Fuel Consumption
From Table 10.6 and Figure 10.6, (The New Kasara Ghat By-pass and Fuel
Consumption) it is clear that out of 155 respondents (100%), 148 (95.5 percent) are of
the view that New Kasara Ghat bypass has reduced the fuel consumption. Whereas 7
respondents (4.5 percent) are of the opinion that it does not save the fuel consumption.
Thus the New Kasara Ghat by-pass not only reduced the travelling time, but also
made the Project Highway safer and reduced the fuel requirement.
148, (95.5%)
7, (4.5%)
Whether the New Kasara Ghat Bypass saves fuel consumption ? Yes
Whether the New Kasara Ghat Bypass saves fuel consumption ? No
206
When the respondents were asked whether according to them there are a sufficient
number of flyovers, bridges, underpasses, ROBs, by-passes, subways on the Project
Highway, they responded in the following ways as shown in Table 10.7 and Figure
10.7, The Time Saving Devices on the Project Road.
Table 10.7: The Time Saving Devices on the Project Road
Query Response Frequency Percentage
Whether there are sufficient number of
flyovers, underpasses, ROBs, by-
passes, subways on the Project Road ?
Yes
No
142
13
91.6
8.4
TOTAL 155 100
Figure 10.7: The Time Saving Devices on the Project Road
When the respondents were asked whether they feel that there are sufficient number
of time saving devices constructed on the Project Road, out of 155 respondents (100
percent), 142 (91.6 percent) said yes and only 13 respondents (8.4 percent) said no.
This indicates that majority of the respondents find the new Project Road faster and
142, (91.6%)
13, (8.4%)
Whether there are sufficient number of flyovers, underpasses, ROBs, by-passes, subways on the Project Road ? Yes
Whether there are sufficient number of flyovers, underpasses, ROBs, by-passes, subways on the Project Road ? No
207
quicker as compared to previous road. When they were directly asked whether there is
saving of the travelling time due to the Project Road, they responded in the following
way as shown in Table 10.8 and Figure 10.8 (The Project Highway and reduction in
the Travelling Time).
Table 10.8: The Project Highway and reduction in the Travelling Time
Query Particular Frequency Percentage
Whether the Project Highway
resulted in saving of the travelling
time?
Yes 151 97.4
No 4 2.6
TOTAL 155 100
Figure 10.8: The Project Highway and reduction in the Travelling Time
From the above Table 10.8 and Figure 10.8 (The Project Highway and reduction in
the Travelling Time) it is clear that out of total 155 respondents (100 percent),
151, (97.4%)
4, (2.6%)Whether the Project Highway resulted in saving of the travelling time? Yes
Whether the Project Highway resulted in saving of the travelling time? No
208
151 respondents (97.4 percent) feels that the Project Road saves their travelling time.
Only 4 respondents (2.6 percent) replied that it does not save their travelling time.
The respondents were also asked to give their opinion on the rating scale regarding
the traffic congestion on the Project Highway and the results are depicted in Table
10.9 and Figure 10.9 (The Traffic Congestion on the Project Highway).
Table 10.9: The Traffic Congestion on the Project Highway
Scale Type Frequency Percentage
The Project Road reduced traffic congestion. 146 94.2
It increased traffic congestion. 8 5.2
It resulted in no change in traffic congestion. 1 0.6
TOTAL 155 100
Figure 10.9: The Traffic Congestion on the Project Highway
From the above Table 10.9 and Figure 10.9, (The Traffic Congestion on the Project
Highway) it is clear that out of 155 respondents (100 percent), 146 respondents
(94.2 percent) are of the view that the new Project Road reduced the traffic
146, (94.2)
8, (5.2%)1, (0.6%)
Project road reduced traffic congestion
It increased traffic congestion
It resulted in no change in traffic congestion
209
congestion. Whereas 8 respondents (5.2 percent) feel that the new Project Road has
increased the congestion. Only 1 respondent (0.6 percent) feels that the new Project
Road resulted in no change in the congestion. Thus majority of the respondents feels
that new Project Road is faster, quicker and congestion free.
Researcher also asked the respondents regarding the average speed they get on the
Project Road. The respondents responded in the following way as shown in Table
10.10 and Figure 10.10 (The Average Speed Experimental on the Project Road).
Table 10.10: The Average Speed Experienced on the Project Road
Average Speed Frequency Percent
40 kmph 16 10.3
60 kmph 133 85.3
80 kmph 6 3.9
TOTAL 155 100
Figure 10.10: The Average Speed Experienced on the Project Road
16, (10.3%)
133, (85.3%)%
6, (3.9%)
40 kmph
60 kmph
80 kmph
210
It can be observed from the Table 10.10 and Figure 10.10 (The Average Speed
experienced on the Project Road) that majority of the respondents i.e. 133 (85.3
percent) experienced average speed of 60 kmph on the Project Road, 16 respondents
(10.3 percent) experienced the average speed of 40 kmph and only 6 respondents
(3.9 percent) experienced the average speed of 80 kmph.
In order to understand whether the new Project Road made the transportation faster
and quicker, the respondents were asked how much average speed they experience on
any other highway having 2-lanes (The Project Road is converted into 4-lane highway
with divider by the NHAI). The respondents’ experience is depicted in the Table
10.11 and Figure 10.11 (The Average Speed experienced on other highways with 2-
lanes).
Table 10.11: The Average Speed Experienced on Highways with 2-lanes
Average Speed Frequency Percent
40 kmph 121 78.07
60 kmph 29 18.70
80 kmph 5 3.23
TOTAL 155 100
From the Table 10.11 and Figure 10.11 (The Average Speed Experienced on
Highways with 2-lanes), it can be observed that only 29 respondents (18.70 percent)
experienced the average speed of 60 kmph on other 2-lane highways, as compared to
133 respondents experienced the same speed (85.3 percent) on the Project Road
having 4-lanes and a divider. (Table 10.10, The Average Speed Experienced on the
Project Road). 122 respondents (78.07 percent) experienced the average speed of 40
kmph on the 2-lane highways, (Table 10.11, The Average Speed Experienced on
Highways with 2-lanes) whereas 16 respondents (10.3 percent) experienced the same
speed on the Project Highway having 4-lanes and a divider. (Table 10.10, The
Average Speed Experienced on the Project Highway).
211
Figure 10.11: The Average Speed Experienced on Highways with 2-lanes
It is further observed that only 5 respondents (3.23 percent) experienced the average
speed of 80 kmph on the 2-lane highways as compared to 6 respondents (3.9 percent)
on the Project Highway experiencing the same speed. Thus the comparison between
Table 10.10 (and Figure 10.10) and Table 10.11 (and Figure 10.11) clearly shows that
the new Project Road which is a 4-lane road with a divider is much quicker and faster
as compared to 2-lane roads.
10.4 The Project Highway and Improved Road Safety
There are many factors which make the road safe and less accident prone for
transportation. Smooth surface, 4-laning, dividers, flyovers, underpasses, bridges,
subways, by-passes etc. not only result in increasing the speed of the vehicles but also
add to the safety in transportation. Apart from these devices, there are many other
devices such as speed breakers, sign boards, road markings, road signs, road
delineators, traffic signals and service roads which make the road safer.
121, (78.07%)
29, (18.70%)
5, (3.23%)
40 kmph
60 kmph
80 kmph
212
The Project Road has all these devices in sufficient numbers at appropriate places
making is relatively safer than earlier road.
Respondents were asked to give their opinion regarding whether there are sufficient
number of road safety devices such speed breakers, sign boards, road markings, road
signs, road delineators and traffic signals which is presented through Table 10.12 and
Figure 10.12 (Safely devices and the Project Road) as given below.
Table 10.12: Road Safety Devices and the Project Road
Query Response Frequency Percent
Do you think that there are sufficient number of Road Safety Devices such as speed breakers, road boards, road markings, road signs, road delineators and traffic signals on the Project Highway?
Yes No
147 8
94.8 5.2
TOTAL 155 100
Figure 10.12: Road Safety Devices and the Project Road
147, (94.8%)
8, (5.2%)Do you think that there are sufficient number of Road Safety Devices such as speed breakers, road boards, road markings, road signs, road delineators and traffic signals on the Project Highway? Yes
Do you think that there aresufficient number of RoadSafety Devices such asspeed breakers, roadboards, road markings, roadsigns, road delineators andtraffic signals on the ProjectHighway? No
213
Out of 155 respondents (100 percent), majority of them i.e. 147 (94.8 percent) feels
that the number of speed breakers, sign boards, road markings, road signs, road
delineators and traffic signals which are necessary for making the road safer, are
sufficient in number. Only few respondents i.e. 8 respondents (5.2 percent) feels that
they are not sufficient in number. (Table 10.12 and Figure 10.12, Road Safety
Devices and the Project Road). As mentioned in Chapter 5, (Salient Features of the
Gonde-Vadape Section of the NH-3 Project undertaken by the NHAI) para. 5.8, there
is 12 km length of service roads built along the National Highway to pick up traffic
from adjoining industrial, residential and commercial areas to channel it’s flow to the
National Highway either through the subways or median breaks at road junctions. The
purpose is to ensure safety without hampering the speed of the highway traffic due to
mixing with slow moving local traffic.
10.5 The Project Highway and Road Safety in the Night Driving and Rainy
Season Driving
The NHAI has made sufficient provision for highway lighting. Lighting is provided in
rest areas, toll plazas, at interchanges, major junctions, ROBs, flyover etc.
The ‘traffic signs’ and ‘pavement markings’ include roadside signs, overhead signs,
gantries, kerb mounted signs and road marking along the Project Highway. Due care
is taken by the NHAI, to make sure that all overhead signs are of reflectorised type
with high intensity retro-reflective sheeting of encapsulated type. The overhead signs
are installed ahead of major intersections, toll plazas and urban areas as per detailed
design requirement. Sufficient number of bushes and plants are planted at the dividers
to avoid glare of the light of the vehicles coming from the opposite directions.
An effective drainage system is also designed and created for the drainage of medians,
interchanges, intersections / junctions, underpasses, service roads, toll plazas, wayside
amenities, service areas, truck lay-bye areas, bus bays and other highway features
214
including the area between main carriageway and service roads ensuring that there
should be no pooling of water at any time on the Project Highway. Provision is made
to direct the storm water away from the bridge deck by providing kerb and gutter on
the approaches for a minimum distance of 50m beyond the bridge and carried by a
chute to the roadside channel in order to avoid embankment erosion. Concrete lined
road side channels with adequate capacity on both the sides of the Project Highway
are provided to carry the water to avoid the traffic hazard and erosion of soil. Thus the
Project Highway is not only a 4-lane road with smoother surface but with all the
necessary provisions making the driving during the night and even in the rainy season
faster, safer and comfortable.
Researcher asked the respondents their opinion regarding which road i.e. whether the
2-lane, undivided road or 4-lane, divided road is safer for night driving. The
respondents’ views are shown in Table 10.13 and Figure 10.13 (Road Safety for the
Night Driving on the Project Highway) given below.
Table 10.13: Road Safety for the Night Driving on the Project Highway
Particulars Frequency Percentage
The 2 lane undivided road. 3 1.9
The 4 lane divided road. 152 98.1
TOTAL 155 100
From the above Table 10.13 and Figure 10.13 (Road Safety for the Night Driving on
the Project Highway) it is clear that majority of the respondents i.e. 152 (98.1 percent)
out of 155 respondents (100 percent) are of the view that the 4-lane divided road is
safer for night driving. Only 3 respondents (1.9 percent) out of 155 respondents
(100 percent) felt that even the 2-lane undivided road is safer. When the respondents
were asked to justify their opinion, that why do they feel night driving on the Project
Road is safer, they justified their views in the following ways:
215
Figure 10.13: Road Safety for the Night Driving on the Project Highway
1) Due to wide 4-lane road with divider there is better visibility.
2) No light beams of the opposite lane vehicles are coming directly on the eyes
making night driving safer.
3) Due to 4-lane, traffic jam is reduced.
4) The 4-lane, road is easy to judge even at night.
5) Due to smoother, 4-lane road, lesser traffic congestion/lesser traffic jams and
lesser accidents and lesser travelling time.
6) On the new 4-lane Project Road, there are no road side parked vehicles
blocking the traffic.
7) The new 4-lane Project Highway is safer as there is no crossing of lanes and
also due to reduced head light dazzling.
8) Due to increased width of the road, less traffic congestion and better visibility
of road.
9) Even huge and heavy vehicles can travel due to wide road with 4-lanes and
divider.
3, (1.9,%)
152, (98.1%)
The 2 lane undivided road
The 4 lane divided road
216
The respondents were also asked their opinion regarding which road i.e. the 2-lane
undivided road or 4-lane divided road is safer and better in rainy season. All 155
respondents (i.e. 100 percent) said that the 4-lane divided road is better than the 2-lane
undivided road in the rainy season.
10.6 Provisions on the Project Highway in case of an Accident or Break Down
of Vehicle
The NHAI has also taken safety measures to help in case of an accident or breakdown
of vehicles. Tow away vehicles are provided for removing the breakdown / damaged
vehicles. Ambulances are provided to give immediate medical help to the accident
victims and route patrolling vehicles are provided to check unauthorized activities and
to guide the road users. These facilities are available at every 50 km of section in
operation. Ministry of Health and Family Welfare is implementing a comprehensive
scheme for upgrading Trauma Care Centers along GQ and North-South and East-
West Corridors.
When the respondents were asked that in case of accident or break down of vehicle on
the Project Highway, whether quick services to the drivers and victims, like Tow
Away Vehicles for removing damaged vehicles, ambulances to provide quick medical
help are provided on the Project Road, they gave their opinion as shown in Table
10.14 and Figure 10.14 (Availability of the provisions on the Project Highway at the
time of accident or vehicle breakdown) given below.
From the Table 10.14 and Figure 10.14, (Availability of Provisions on the Project
Highway at the time of accident or vehicle break down) it is clear that majority of the
respondents i.e. 147 (94.8 percent) out of 155 respondents feels that in case of
accident or breakdown of vehicle, the present Project Road provides quick services
like Tow Away Vehicles for removing damaged vehicles and ambulances to provide
quick medical help. Only 8 respondents (5.2 percent) felt that these facilities are not
available on the Project Highway.
217
Table 10.14: Availability of Provisions on the Project Highway at the time of
accident or vehicle break down
Query Response Frequency Percent
Whether the Tow Away Vehicles for
damaged vehicles and Ambulances for
providing quick medical help are available
on the Project Highway.
Yes
No
147
8
94.8
5.2
TOTAL 155 100
Figure 10.14: Availability of provisions on the Project Road at the time of
accident or vehicle break down
147, (94.8%)
8, (5.2%)
Whether the Tow Away Vehicles for damaged vehicles and Ambulances for providing quick medical help are available on the Project Highway. Yes
Whether the Tow Away Vehicles for damaged vehicles and Ambulances for providing quick medical help are available on the Project Highway. No
218
10.7 The Project Highway and Fuel Consumption
Quicker and safer road always help in reducing fuel consumption. Reduction in fuel
consumption makes transportation cheaper and reduces pollution.
The Project Highway as mentioned in earlier paragraphs is with smoother surface, 4
lane wider road, so researcher was interested in knowing what is the experience of the
respondents regarding fuel consumption on the Project Road which is depicted in the
Table 10.15 and Figure 10.15 (The Project Highway and the Fuel Consumption).
Table 10.15: The Project Highway and the Fuel Consumption
Query Response Frequency Percent
Whether the 4-lane divided Project Road
resulted in saving the fuel consumption?
Yes
No
153
2
98.7
1.3
TOTAL 155 100
Figure 10.15: The Project Highway and the Fuel Consumption
153, (98.7%)
2, (1.3%)
Whether the 4-lane divided Project Road resulted in saving the fuel consumption? Yes
Whether the 4-lane divided Project Road resulted in saving the fuel consumption? No
219
Above Table 10.15 and Figure 10.15 (The Project Highway and the Fuel
Consumption) clearly depicts that out of 155 respondents (100 percent), majority of
them i.e. 153 respondents (98.7 percent) experienced saving in fuel consumption on
the 4-lane divided Project Road. Only few respondents i.e. 2 respondents (1.3 percent)
said that it does not result in saving the fuel.
10.8 The Project Highway and Road-side Amenities
As the Project Highway was one of the old National Highways, many need based
amenities already existed along the length of this highway. However there was no
policy plan to guide and control development of amenities except for building line
and control line regulations. The initiative for development of amenities came mainly
from the private entrepreneurs.
While planning for the roadside amenities on the Project Road, the relocation of
already existing amenities (due to road widening) and additional amenities to
supplement them were incorporated.
Some of the amenities like grade separated crossings, subways, pedestrian / cattle
crossings and parallel service roads etc. are already incorporated in the road plan of
the Project Highway which is necessary for safety of through and cross traffic.
There are also some amenities like parking places, hotels, restaurants, petrol pumps,
workshops etc. necessary for leisure and comfort of the travellers and their locations
along the length have to be decided first. Some of the amenities can be grouped to be
more useful like petrol pumps, restaurants, repair shops, toilets, parking places and
telephone booths which could be at 10 km distance (maximum) and kept on both sides
of the highway. Hotels and motels also could be located at 10 km distance
(maximum) but a little away from crowds of restaurants, parking places and petrol
pumps. Weighbridges also are provided at Toll Plazas and additionally if required at
petrol pumps. Bus sheds and pick-up points are also relocated in such a way that they
220
will not hinder the traffic on the highway or cause obstruction to vision. All these
aspects related to roadside amenities are discussed in detail in Chapter 5 (The Salient
features of the Gonde-Vadape Section of the NH-3 Project undertaken by the NHAI).
Respondents were asked to give their opinion on whether there are sufficient road side
amenities like petrol pumps, food plazas, hotels, restaurants, dhabas, toilets, parking
places, repair shops, telephone booths etc. Their experience regarding the roadside
amenities are depicted in Table 10.16 and Figure 10.16 (The Project Highway and
Roadside Amenities) given below.
Table 10.16: The Project Highway and the Road-side Amenities
Query Response Frequency Percent
Whether there are sufficient road side amenities like petrol pumps, food plazas, hotels, toilets, dhabas, parking, repair shops, telephone booths etc. and the Project Highway?
Yes No
150 5
96.8 3.2
TOTAL 155 100
Figure 10.16: The Project Highway and the Road-side Amenities
150, (96.8%)
5, (3.2%)Whether there are sufficient road side amenities like petrol pumps, food plazas, hotels, toilets, dhabas, parking, repair shops, telephone booths etc. and the Project Highway? Yes
Whether there are sufficient road side amenities like petrol pumps, food plazas, hotels, toilets, dhabas, parking, repair shops, telephone booths etc. and the Project Highway? No
221
Above table 10.16 and Figure 10.16 (The Project Highway and the Roadside
Amenities) clearly tells us that majority of the respondents i.e. 150 (96.8 percent)
feels that the sufficient number of roadside amenities are available along the Project
Highway. Only 5 respondents (3.2 percent) out of 155 respondents (100 percent) said
that the roadside amenities along the Project Highway are not available in sufficient
number. Few of them also felt that they are costly. Few also said that the number of
toilets along the Project Highway is not at all sufficient in number and properly
spaced.
10.9 The Project Highway and Access to the Two Wheelers, Three Wheelers,
Pedestrians and Cattle
In all above paragraphs it is depicted that the Project Highway is smoother, quicker,
safer and fuel economic in nature. All the travellers wanted it to be like this only. But
the researcher is surprised to know the respondents’ views regarding whether the
Project Highway should have access to the two wheelers, three wheelers, pedestrians
and cattle which is depicted in the Table 10.17 and Figure 10.17 (Access to the two
wheelers, three wheelers, pedestrians and cattle on the Project Road).
Table 10.17: Access to the two wheelers, three wheelers, pedestrians and cattle
on the Project Road
Query Response Frequency Percent
Whether the present project highway
should have access to the two wheelers,
three wheelers, pedestrians and cattle.
Yes
No
131
24
84.5
15.5
TOTAL 155 100
222
Figure 10.17: Access to the two wheelers, three wheelers, pedestrians and cattle
on the Project Road
Out of 155 respondents (100 percent), 131 (84.5 percent) were of the view that the
two wheelers, three wheelers, pedestrians and cattle should have access to the new
Project Highway. They were asked to justify why they feel so. The main justifications
can be summarized as:
All should get to use the new road.
Due to high population, it is necessary to accommodate them.
It is needed to give them separate good roads.
They can be given access but should be given separate lane.
Some said, where will they go without proper separate arrangement for
them.
They are also the tax-payers and citizens of the nation, so should not be
denied entry on the Project Highway.
131, (84.5%)
24, (15.5%)Whether the present project highway should have access to the two wheelers, three wheelers, pedestrians and cattle. Yes
Whether the present project highway should have access to the two wheelers, three wheelers, pedestrians and cattle. No
223
Only 24 respondents (15.5 percent) out of total 155 respondents (100 percent) said
that the two wheelers, three wheelers, pedestrians and cattle should not be given the
access to the Project Highway.
It is very dangerous to give them access to the highway, as it may increase the number
of accidents. It also will reduce the speed and increase the traffic congestion.
Thus on one hand people wanted speedy and safe roads but also were in favour of
access of two wheelers, three wheelers, pedestrians, cattle on the Project Highway.
10.10 The Project Highway and its impact on the Flora and Fauna
The vegetation and fauna along the NH-3 was surveyed in detail before the
improvement of the Project Highway. Altogether 31 major species of trees were
reported within 20 m distance from the existing road edge on both sides of the road.
The fauna of NH-3 represented 5 species of mammals, 16 species of birds, 2 species
of amphibians and 2 species of reptiles. The bird population is also very large. [More
details regarding the flora and fauna are already discussed in Chapter 6,
Environmental Status of the Location of the Project Highway), para. 6.4 (Existing
Environmental Status).] While constructing the Project Road, utmost care is taken for
preserving and maintaining it.
The respondents were asked whether according to them the project have adversely
affected the flora and fauna of the location. Their opinion is summarized in table
10.18 and Figure 10.18 (The Project Highway and its effect on the Flora and Fauna)
given below.
224
Table 10.18: The Project Highway and its effect on the Flora and Fauna
Query Response Frequency Percent
Whether the project have adversely
affected the flora and fauna of the location
Yes
No
139
16
89.7
10.3
TOTAL 155 100
Figure 10.18: The Project Highway and its effect on the Flora and Fauna
From the above Table 10.18 and Figure 10.18 (The Project Highway and its effect on
the Flora and Fauna) it is clearly seen that out of 155 respondents (100 percent),
majority of them i.e. 139 respondents (89.7 percent) feel that the Project Highway
adversely affected the flora and fauna of the location. Only 16 respondents (i.e. 10.3
percent) out of 155 respondents said that they do not feel that the project have
adversely affected the flora and fauna of the location.
139, (89.7%)
16, (10.3%)
Whether the project have adversely affected the flora and fauna of the location Yes
Whether the project have adversely affected the flora and fauna of the location No
225
When the respondents who were of the view that the project have adversely affected
the flora and fauna of the location, were asked to give details of flora and fauna so
affected, all of them expressed their views that sizable number of big trees are cut
down which has affected the level of pollution, birds and animals etc. They also
highlighted the importance of protecting the environment. However the NHAI claims
that it has taken sizable mitigative measures to protect and preserve the flora and
fauna both at construction phase and at operation phase of the Project Road which is
already discussed in detail in Chapter 7 (Environmental Impact and the mitigative
measures adopted during construction and operation of the Project Highway).
10.11 The Project Highway and the Environmental Pollution
Detail assessment of noise pollution and air pollution of existing NH-3 (the NH-3
before the project) were scientifically measured. The major impact on the
environment due to this project, both at construction phase and operation phase, were
also studied in details and mitigative measures were also undertaken to resolve them
satisfactorily by the NHAI (Discussed in detail in Chapter 7 – Environmental Impact
and the mitigative measures adopted during construction and operation of the Project
Highway.
The respondents were asked to give their views on environmental issues like air
pollution, noise pollution and roadside plantation, which are summarized in Table
10.19 (The Project Highway and the Environmental Issues).
226
Table 10.19: The Project Highway and the Environmental Issues
Query Response Frequency Percent
A) 1) Whether the Project Road
increased the air pollution?
Yes
No
2
153
1.3
98.7
TOTAL 155 100
B) 2) Whether the Project Road
increased the noise pollution?
Yes
No
5
150
3.2
96.8
TOTAL 155 100
C) 3) Whether the Project Road
adversely affected the roadside
plantation that absorbs the noise and
air pollution?
Yes
No
25
130
16.1
83.9
TOTAL 155 100
Figure 10.19 (A): The Project Highway and the Environmental Issues
(Query 1)
2, (1.3%)
153, (98.7%)
Whether the Project Road increased the air pollution? Yes
Whether the Project Road increased the air pollution? No
227
Figure 10.19 (B): The Project Highway and the Environmental Issues
(Query 2)
Figure 10.19 (C): The Project Highway and the Environmental Issues
(Query 3)
5, (3.2%)
150, (96.8%)
Whether the Project Road increased the noise pollution? Yes
Whether the Project Road increased the noise pollution? No
25, (16.1%)
130, (83.9%)
Whether the Project Road adversely affected the roadside plantation that absorbs the noise and air pollution? Yes
Whether the Project Road adversely affected the roadside plantation that absorbs the noise and air pollution? No
228
When the respondents were asked to give their views on whether they feel that the
Project Road has increased the air pollution. Majority of them i.e. 153 (98.7 percent)
respondents, out of 155 respondents (100 percent) said that they do not feel that the
Project Road has increased the air pollution. According to only 2 respondents (1.3
percent) out of 155 respondents (100 percent), there is increase in the air pollution due
to the Project Road as shown in query number one, in Table 10.19 and Figure 10.19
(A) (The Project Highway and the Environmental Issues).
The respondents were also asked to give their opinion on whether the Project
Highway has increased the noise pollution. Majority of them, i.e. 150 respondents
(96.8 percent) out of 155 respondents (100 percent) expressed their view that
according to them the new Project Road has not increased the noise pollution. Only
according to 5 respondents (3.2 percent) out of 155 respondents (100 percent) the
Project Road has increased the noise pollution. This is shown in query number two, in
table 10.19 and Figure 10.19 (B) (The Project Highway and the Environmental
Issues).
The Table 10.19 and Figure 10.19 (C) (The Project Highway and the Environmental
Issues) includes the third query depicting the opinion of the respondents regarding
whether the Project Road adversely affected the roadside plantation that absorbs the
noise and air pollution. Majority of the respondents i.e. 130 (83.9 percent) out of 155
respondents (100 percent) gave their opinion that according to them the construction
of the Project Highway has not affected the road side plantation that absorbs the noise
and air pollution. Only according to 25 respondents (16.1 percent) out of 155
respondents (100 percent), the construction of the Project Highway has adversely
affected the roadside plantation that absorbs the noise and air pollution.
229
10.12 The Project Highway and the Toll Tax
Since the Project Highway is constructed on the BOT basis under the PPP Scheme,
one of the important sources of finance is toll tax. The Project Highway has two toll
plazas, one in km 446/500 to 447/500 i.e. near Ghoti for Section I and in km 521/500
to 521/500 i.e. near Padgha in Section II. The traffic of Khambale (near Ghoti)
location is considered for Section I and that of Padgha location for Section II.
The estimation of tollable traffic for Section I and Section II was conducted for
levying toll on the Project Road. The local traffic of short distance nature is exempted
from the toll-tax. About 70% of passenger vehicles (excluding 2 wheelers, auto-
rickshaws and tempos) and 75% of goods vehicles (excluding agricultural tractors)
are included in the toll tax. In addition to Government Vehicles; Ambulances, Fire
Fighting Vehicles etc. are exempted from paying toll tax. The details regarding the
traffic studies and tollable traffic estimates are discussed in various paragraphs of
Chapter 8 (Summary of the Traffic Studies and Forecasts on the Project Highway
undertaken by the Consultant).
The size of the land required for the Toll Plaza is decided 600m x 100m. Further the
PIU (Project Implementation Unit Complex) with Weigh Bridge is decided to be
located near the Toll Plaza. Similarly the parking areas, rest stations, telephone
system, ambulance etc. are also planned to be located at Toll Plazas (Truck Parking is
decided to be away from the Toll Plaza). It is also decided (as per the existing official
guidelines) that the Toll Plaza have to be located preferably at 50 km intervals.
The researcher is curious to know what the respondents feel about the toll rates on the
Project Highway. Therefore, the respondents are asked to give their opinion regarding
the toll rates on the rating scale provided to them. The rating scale provided to them
included the options excessively high, high, suitable and moderate. The respondents’
responses on this rating scale regarding the toll rates are shown in the Table 10.20 and
Figure 10.20 (The Project Highway and the Toll Rates) given below.
230
Table 10.20: The Project Highway and the Toll Rates
Scale Type Frequency Percent
Excessively High 10 6.5
High 139 89.7
Suitable 5 3.2
Moderate 1 0.6
TOTAL 155 100
Figure 10.20: The Project Highway and the Toll Rates
From the above Table 10.20 and Figure 10.20 (The Project Highway and the Toll
Rates), it is clear that according to majority of the respondents i.e. 139 respondents
(89.7 percent) out of 155 respondents (100 percent) the toll rates are high, 10
respondents (6.5 percent) are of the view that the toll rates are excessively high, 5
respondents (3.2 percent) out of 155 respondents (100 percent) feel that the toll rates
are suitable and only one respondent out of 155 (0.6 percent) is of the view that the
toll rates are moderate.
10, (6.5%)
139, (89.7%)
5, (3.2%)1, (0.6%)
Excessively High
High
Suitable
Moderate
231
Since the Project Road is built on the BOT (under the PPP Scheme) basis, the tolls are
unavoidable. The rationale behind this scheme is explained in detail in Chapter 4
(Financing Procedures and Rules for the Road Projects of the NHAI using the PPP
Scheme).
10.13 Future plan of the NHAI of converting the new 4-lane Project Highway
into 6-lane Highway
The NHAI proposes to convert the present newly improved 4 lane Project Highway
into 6-lane highway post 2022. In this regard while acquiring the land and other
permissions, the NHAI has already kept this future plan in mind and accordingly
required provisions in acquiring the land were already started.
The respondents were asked to give their opinion regarding the necessity of
converting present 4-lane Project Highway into 6-lane highway, their responses are
summarized in Table 10.21 and Figure 10.21 (Necessity to Convert present 4-lane
Project Highway into the 6-lane Highway) given below.
Table 10.21: Necessity to convert the present 4-lane Project Highway into 6-lane
Highway
Query Response Frequency Percent
It is necessary to convert present 4-lane
Project Highway into 6-lane highway?
Yes
No
154
1
99.4
0.6
TOTAL 155 100
232
Figure 10.21: Necessity to convert the present 4-lane Project Highway into the 6-
lane Highway
Out of 155 respondents (100 percent), 154 respondents (99.4 percent) are of the
opinion that the present 4-lane Project Highway should be converted into 6-lane
highway. Only one respondent (0.6 percent) felt that it is not necessary to do so as
depicted in the above Table No. 10.21 and Figure 10.21 (Necessity to convert the
present 4-lane Project Highway into 6-lane Highway).
The respondents were further asked to give their views on whether this 6-lane
improved highway will improve the average speed, reduce the traffic congestion and
save the travelling time. Their responses in this regard are depicted in Table 10.22 and
Figure 10.22, The Proposed 6-lane Highway and the Speed of the Vehicles.
154, (99.4%)
1, (0.6%)
It is necessary to convert present 4-lane Project Highway into 6-lane highway? Yes
It is necessary to convert present 4-lane Project Highway into 6-lane highway? No
233
Table 10.22: The Proposed 6-lane Highway and the Speed of the Vehicles
Query Response Frequency Percent
Whether the proposed 6-lane highway will
improve the average speed of the vehicle?
Yes
No
149
6
96.1
3.9
TOTAL 155 100
Figure 10.22: The Proposed 6-lane Highway and the Speed of the Vehicles
The above Table 10.22 and Figure 10.22 (The Proposed 6-lane highway and the
Speed of the Vehicles) shows that according to 149 respondents (96.1 percent) out of
155 respondents (100 percent), the proposed 6-lane highway will improve the average
speed of the vehicle whereas only 6 respondents (3.9 percent) out of 155 respondents
(100 percent) are of the view that it will not increase the speed of the vehicles.
149, (96.1%)
6,(3.9%)
Whether the proposed 6-lane highway will improve the average speed of the vehicle? Yes
Whether the proposed 6-lane highway will improve the average speed of the vehicle? No
234
Table 10.23: The Proposed 6-lane Highway and the Traffic Congestion
Query Response Frequency Percent
Whether the proposed 6-lane highway will
reduce traffic congestion?
Yes
No
153
2
98.7
1.3
TOTAL 155 100
Figure 10.23: The Proposed 6-lane Highway and the Traffic Congestion
The above Table 10.23 and Figure 10.23 (The Proposed 6-lane Highway and the
Traffic Congestion) depict that out of 155 respondents (100 percent), majority of them
i.e. 153 (98.7 percent) are of the view that the proposed 6-lane highway will reduce
the traffic congestion. Only 2 respondents (1.3 percent) are of the view that it will not
reduce the traffic congestion.
153, (98.7%)
2, (1.3%)
Whether the proposed 6-lane highway will reduce traffic congestion? Yes
Whether the proposed 6-lane highway will reduce traffic congestion? No
235
Table 10.24: The Proposed 6-lane Highway and the Travelling Time.
Query Response Frequency Percent
Whether the proposed 6-lane highway will
save the travelling time of the vehicles.
Yes
No
153
2
98.7
1.3
TOTAL 155 100
Figure 10.24: The Proposed 6-lane Highway and the Travelling Time
The above Table 10.24 and Figure 10.24 (The Proposed 6-lane Highway and the
Travelling Time) shows that according to 153 respondents (98.7 percent) out of 155
respondents (100 percent), the proposed 6-lane highway will further reduce the
travelling time. Only 2 respondents (1.3 percent) are of the view that it will not save
the travelling time.
The respondents were also asked to give their views regarding whether proposed 6-
lane highway will be safer than the 2 or 4-lane road, their responses in this regard are
153, (98.7%)
2, (1.3%)
Whether the proposed 6-lane highway will save the travelling time of the vehicles. Yes
Whether the proposed 6-lane highway will save the travelling time of the vehicles. No
236
depicted in the Table 10.25 and Figure 10.25 (The Proposed 6-lane Project Highway
and the Road Safety) given below.
Table 10.25: The Proposed 6-lane Project Highway and the Road Safety
Query Response Frequency Percent
Whether converting the present 4-lane
Project Highway into 6-lane highway will
make the road safer?
Yes
No
146
9
94.2
5.8
TOTAL 155 100
Figure 10.25: The Proposed 6-lane Project Highway and the Road Safety
From the above Table 10.25 and Figure 10.25 (The Proposed 6-lane Project Highway
and the Road Safety) it is clear that out of 155 respondents (100 percent), 146
respondents (94.2 percent) are of the view that by converting the present 4-lane
Project Highway into 6-lane highway, road will be safer.
146, (94.2%)
9, (5.8%)
Whether converting the present 4-lane Project Highway into 6-lane highway will make the road safer? Yes
Whether converting the present 4-lane Project Highway into 6-lane highway will make the road safer? No
237
Only 9 respondents (5.8 percent) feel that converting the present 4-lane highway into
6-lane highway will not make the road safer.
The researcher also asked the respondents to give their views on whether the proposed
6-lane highway will save the fuel, the responses given by the respondents are
expressed in the Table 10.26 and Figure 10.26 (The Proposed 6-lane Highway and
Saving of the Fuel) given below.
Table 10.26: The Proposed 6-lane Highway and Saving of the Fuel
Query Response Frequency Percent
Whether converting the present 4-lane
highway into 6-lane highway will save the
fuel
Yes
No
154
1
99.4
0.6
TOTAL 155 100
Figure 10.26: The Proposed 6-lane Highway and Saving of the Fuel
154, (99.4%)
1, (0.6%)
Whether converting the present 4-lane highway into 6-lane highway will save the fuel Yes
Whether converting the present 4-lane highway into 6-lane highway will save the fuel No
238
The Table 10.26 and Figure 10.26 (The Proposed 6-lane Highway and Saving of the
Fuel) clearly shows that majority of the respondents i.e. 154 respondents (99.4
percent) out of 155 respondents (100 percent) are of the view that converting the
present 4-lane highway into 6-lane highway will save the fuel. Only one respondent
(0.6 percent) out of 155 respondents (100 percent) felt that it will not save the fuel.
The researcher also asked the respondents to give their opinion on impact of
converting the present 4-lane Project Highway into 6 lane highway on environmental
pollution. The respondents’ responses are recorded in Table 10.27 and Figure 10.27
(The Proposed 6-lane Highway and Environmental Pollution) given below.
Table 10.27: The Proposed 6-lane Highway and Environmental Pollution
Query Response Frequency Percent
A) 1) Whether converting the present 4-
lane project highway into 6-lane
highway will increase the
pollution?
Yes
No
0
155
0
100
B) 2) Reduce the pollution? Yes
No
155
0
100
0
C) 3) No effect on the pollution? Yes
No
0
155
0
100
239
Figure 10.27 (A): The Proposed 6-lane Highway and Environmental Pollution
(Query A)
Figure 10.27 (B): The Proposed 6-lane Highway and Environmental Pollution
(Query B)
0
155 (100%)
Whether converting the present 4-lane project highway into 6-lane highway will increase the pollution? Yes
Whether converting the present 4-lane project highway into 6-lane highway will increase the pollution? No
155(100%)
0
Reduce the pollution? Yes
Reduce the pollution? No
240
Figure 10.27 (C): The Proposed 6-lane Highway and Environmental Pollution
(Query C)
The above Table 10.27 and Figure 10.27 (A), (B) and (C) (The Proposed 6-lane
Highway and Environmental Pollution) clearly depicts that according to all the 155
respondents (100 percent) there is no increase in the environmental pollution when the
present 4-lane Project Highway is converted into 6-lane highway.
From the above discussion it is clear that majority of the respondents supported the
NHAI’s plan for converting the present 4-lane Project Highway into 6-lane highway
post 2022, as it will give better average speed, reduce traffic congestion, reduce the
travelling time, make the road safer, save the fuel requirement of the vehicles without
resulting in additional environmental pollution.
0
155(100%)
No effect on the pollution? Yes
No effect on the pollution? No
241
10.14 The Overall Opinion of the Respondents Regarding the Present Project
Highway
The researcher ultimately asked the respondents to give their overall opinion
regarding the present Project Highway. They were asked to express their overall
opinion regarding whether they feel that the present Project Highway is better than the
previous road in terms of time, fuel, road safety and environmental pollution or not.
Their views in this regard are given in the Table 10.28 and Figure 10.28
(Respondents’ overall opinion regarding the present 4-lane Project Highway) as
follows:
Table 10.28: Respondents’ overall opinion regarding the present 4-lane Project
Highway
Query Frequency Percent
1) The present Project Highway is better than the
previous road in terms of time, fuel, safety and
pollution.
154 99.4
2) It is similar to the previous road 1 0.6
3) It is worse than the previous road 0 00
TOTAL 155 100
242
Figure 10.28: Respondents’ overall opinion regarding the present 4-lane Project
Highway
The majority of the respondents i.e. 154 respondents (99.4 percent) out of 155
respondents (100 percent) feel that the present 4-lane Project Highway is better than
the previous road in term of time, fuel, road safety and pollution. Only one respondent
(0.6 percent) out of 155 respondents (100 percent) feels that it is similar to the
previous road, whereas not even a single respondent feels that it is worse than the
previous road. Thus almost all 155 respondents are in favour of the new improved 4-
lane Project Highway.
10.15 The Overall Opinion of the Respondents Regarding the Role of the NHAI
in Improving and Upgrading the NH-3 and Other Highways
Since majority of the respondents are regular travellers on NH-3 and even on many
other highways in Maharashtra therefore researcher curiously asked the respondents
to give their overall opinion regarding the role of the NHAI in improving the NH-3
and other highways in Maharashtra. All the 155 respondents (100 percent) not only
154, (99.4%)
1, (0.6%) 1) The present Project Highway is better than the previous road in terms of time, fuel, safety and pollution.
2) It is similar to the previous road
3) It is worst than the previous road
243
gave their opinion regarding the role of the NHAI in improving NH-3 and other
highways in Maharashtra, but they also gave valuable suggestions.
The overall opinion of the respondents regarding the role of the NHAI in improving
the NH-3 and other highways in Maharashtra are depicted in Table 10.29 and Figure
10.29 (The role of the NHAI in improving the NH-3 and other highways in
Maharashtra) is given below:
Table 10.29: The Role of the NHAI in improving the NH-3 and other highways in
Maharashtra
Query Frequency Percent
1) The NHAI has contributed in an excellent way in
the development of the NH3 & other highways.
152 98.1
2) It brought no change in the development of NH3
and other highways.
2 1.3
3) It failed in the development of NH3 and other
highways.
1 0.6
TOTAL 155 100
244
Figure 10.29: The Role of the NHAI in improving the NH-3 and other highways
in Maharashtra
Majority of the respondents i.e. 152 respondents (98.1 percent) out of 155 respondents
(100 percent) are of the opinion that the NHAI has contributed in an excellent way in
the development of the NH-3 and other highways in Maharashtra. Only 2 respondents
(1.3 percent) out of 155 respondents (100 percent) are of the view that the NHAI has
brought no change in the development of NH-3 and other highways. Only one
respondent (0.6 percent) out of 155 respondents (100 percent) felt that the NHAI
failed in the development of NH-3 and other highways in Maharashtra.
The respondents also gave valuable suggestions with respect to the role of the NHAI.
They are summarized as follows:
1) All roads and highways should be improved and maintained by the NHAI.
2) There should not be any toll tax or at least it should be reduced.
3) The time loss at the Toll Naka should be reduced.
152, (98.1%)
2, (1.3%) 1, (0.6%)1) The NHAI has contributed in an excellent way in the development of the NH3 & other highways.
2) It brought no change in the development of NH3 and other highways
3) It failed in the development of NH3 and other highways
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4) There should be more transparency in the working of the NHAI.
5) The NHAI should get more opportunities from the Government to develop roads.
6) The number of Tow-away vehicles and ambulances provided on the highway
should be increased.
7) Sizable number of respondents wanted the NHAI to improve / widen the Mumbai
– Goa highway as it is having heavy traffic and is more accident prone.