Chapter 11

Summary of the Findings, Conclusions, Testing of the

Hypotheses and Suggestions

11.1 Introduction.

11.2 Summary of findings on the profile of the respondents.

11.3 Summary of the findings on the respondents’ opinion regarding the

Project Highway and the role of the NHAI in improvement of the Project

Highway.

11.4 Conclusions.

11.5 Testing of the Hypotheses.

11.5.1 Testing of the Hypothesis H-1.

11.5.2 Testing of the Hypothesis H-2.

11.6 Suggestions and Recommendations.

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Chapter 11

Summary of the Findings, Conclusions, Testing of the

Hypotheses and Suggestions

11.1 Introduction

An attempt has been made in this research study to understand and get an insight

about the problems related to the roads and highways and how far the NHAI has

succeeded in removing / reducing these problems and played a significant and

successful role in development of roads and highways.

Road transport, rail transport, water transport and air transport are the major types of

transport. The road transport is the oldest type of transport and it has following merits.

It gives door to door service.

It is very flexible. The route can be changed at any time.

It is economical for short distances.

The overhead cost in terms of maintenance is very low.

It provides personalized services.

India has one of the largest road networks in the world. Our road network consists of

national highways, state highways, district roads and village roads.

A good road network is important as it is the key for economic development because

it brings:

� Industrial development.

� Facilitates commercial activities.

� Helps agricultural activities.

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� Creates place utility.

� Facilitates price stability.

� Provides employment opportunities.

� Enable people to enjoy higher standard of living.

� Increases mobility of labour and capital.

� Helps to deal with natural calamities and other emergencies.

� Helps in national defence during the war period and also during peace and

helps to maintain sovereignty.

� Facilitate quick distribution of perishable goods.

� Provides wide markets, etc.

Prior to the NHAI initiated it’s National Highway Development Programme (NHDP),

almost all state highways and national highways were 2-lane, undivided roads without

smooth surface (i.e. with uneven surface) causing traffic congestion and required

more travelling time. They were not only unsafe and accident prone, during the night

and in the rainy season but also during the day time. The use of these roads required

more fuel, more travelling time and all these caused environmental pollution. There

are various factors such as smooth surface, 4/6-laning, road dividers, flyovers,

underpasses, bridges, subways, by passes, service roads, speed breakers, signals, road

signs, road markings, sign boards, road delineators etc. which actually makes the road

safer and less accident prone. They help to increase the speed and the fuel efficiency

thus reducing transportation cost. Moreover the roadside amenities such as petrol

pumps, parking places, hotels and restaurants, service roads, toilets etc. make the

journey comfortable. All these features were either missing or inadequate or

unavailable at right places on the old NH-3.

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The NHAI under its National Highway Development Programme (NHDP) tried to

overcome majority of these problems by the construction of well ‘developed’ roads

and highways all over India.

A well ‘developed’ road is that road:

� Which has smoother surface and better riding quality.

� Which is 4 / 6 lane divided road.

� Which saves travelling time.

� Which is safe and less accident prone.

� Which reduces the fuel requirement of the vehicles and saves transportation

cost.

� Which is with minimum possible environmental pollution.

� Which has adequate roadside amenities at proper places.

� Which makes provision for quick help in case of accidents in the form of

tow-away vehicles, ambulance facility and medical facilities.

An attempt is made in the present study, to study how far the NHAI is playing the

significant role in converting the old underdeveloped roads and highways into well

‘developed’ roads. For this purpose the Vadape – Gonde section of NH-3 from km

539/500 to km 440/000 (referred as the Project Highway) was chosen for this research

study and respondents were asked for their opinion through the questionnaire.

The objectives of the study were as follows:

1) To study the profile of the sample respondents.

2) To assess the success in achieving smoother surface and better riding quality

of the Project Highway due to the efforts of the NHAI.

3) To study the impact of road development measures on saving the travelling

time on the Project Highway.

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4) To understand the safety of the Project Highway for driving during the day

and night time and also in the rainy season.

5) To know how far the Project Highway resulted in reduction in the fuel

consumption of the vehicles.

6) To study the adequacy of the roadside amenities provided at appropriate

places along the Project Highway.

7) To understand the issue of access to the two wheelers, three wheelers,

pedestrians and cattle on the Project Highway.

8) To understand the impact of the construction of Project Highway on the flora

and fauna in the project area.

9) To gather the respondents’ views regarding the expenditure incurred on the

toll tax on the Project Highway.

10) To study and assess how far the NHAI succeeded in converting the old 2-

lane, undivided NH-3 into a well ‘developed’ Project Highway.

For the present study it was assumed that:

1) The 2-lane, undivided NH-3 was having the uneven surface and poor riding

quality.

2) It was facing the problem of traffic congestion and therefore needed more

travelling time.

3) It was unsafe for driving in the daytime, in the night and also during the rainy

season.

4) Relatively more fuel was needed, resulting in higher transportation cost.

5) It lacked the roadside amenities in adequate quantity at appropriate places.

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Study Area and Methodology:

The Vadape – Gonde Section of NH-3 from km 539/500 to km 440/000 which passes

partly through the Thane District and partly through the Nashik District was chosen

for the study. The study was conducted between January 2010 and December 2010

(entire year). The subject of the study was to assess the extent of ‘Development’ of

the Project Highway, achieved due to the efforts of the NHAI. The sample selected

for the present study consist of the regular users of the Project Highway such as

transport operators, drivers, passengers, officers of STU, Traffic Police etc. taken at

random. The respondents using variety of vehicles like car, jeep, taxi, bus, truck,

trailer, multi axle trailer, tanker, ambulance etc. were included in the population of the

survey.

The nature of the population and information required for the study determine the

type of sampling. There are different methods of sampling, namely, Simple Random

Sampling, Stratified Random Sampling, Systematic Sampling, Cluster Sampling,

Incidental Sampling and Purposive Sampling. The present study investigates the

problems faced by the users of the highways and how the NHAI solved / minimized

these problems by converting the underdeveloped highway into a well ‘developed’

highway. For this, Stratified Sampling Technique was adopted to obtain the sample of

155 respondents from the Vadape – Gonde Section of the NH-3 from km 539/500 to

440/000. The Questionnaire Method was used for collection of data on the basis of

survey. Total 155 questionnaires were administered. A descriptive study was carried

out to realize the objectives. The study was based on primary information.

The survey was based on random as well as convenient method of sampling. First of

all, a questionnaire was drafted. In order to collect the data from the regular users of

the Project Highway, the researcher personally went to the respondents at various

places on the Project Highway area, in Thane District and Nashik District. The

instructions were given to the respondents. They were asked to give their responses

freely and were permitted to clarify their difficulties, if any. After the respondents

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filled their responses, the questionnaires were taken back. In this study both primary

and secondary data was used to arrive at certain conclusions. Every attempt was made

to collect true information and the findings were based on the analysis of the data.

Both primary and secondary sources of data collection were used. Secondary data was

collected from books, magazines, newspapers, periodicals, public records and

statistics, transport journals, various publications of Central and State Government,

reports, agreements and publications from the NHAI etc. In data analysis the tables,

frequency, percentage and diagrams were used by the researcher.

In the research process, data collected by any method is called as a ‘raw data’ unless it

is processed, analyzed and interpreted. The data is collected by the researcher through

questionnaires filled by the respondents from the selected research area. Every

attempt has been made by the researcher to examine the data carefully. After the

collection of data by the researcher, editing and coding of the data was made and the

tables and graphs were prepared. Tables, graphs and pie charts were prepared with

respect to the actual numbers and percentages. The computer generated output is used

for analysis and interpretation. After preparing the tables and graphs, analysis and

interpretation of data was done. The survey has been conducted only on the Vadape –

Gonde Section of the NH-3 from km 539/500 to 440/000, although there is

nationwide network of well developed highways constructed / improved by the

NHAI. The survey was based on the random and convenient sampling found in the

study area and the size of the population chosen was small i.e. 155 respondents. The

hypotheses are not tested on the basis of chi square or F or T test.

11.2 Summary of Findings on the Profile of the Respondents

In chapter 9, (The Profile of the Respondents) an endeavour was made to portray the

various aspects of the profile of the respondents. The prime objective of the study was

to understand the nature and the structure of the respondents. Further the profile was

analyzed by segregating the sample on the basis of age, gender, marital status, annual

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income, category, type of vehicle used, number of years using the vehicle, material

transported by the respondents etc. Thus this profile of the respondents using the

Project Highway regularly, enabled to understand the frame work of the respondents.

We can summarize the profile of the respondents as follows:

i) Majority i.e. 35.48 percent (55 Respondents out of 155) and 31.62 percent

(49 Respondents out of 55) Project Highway users belonged to the age

group of 40 – 50 and 30 – 40 respectively. (Table 9.1, Age of the

Respondents using the Project Road).

ii) All the respondents i.e. 100 percent were male.

iii) Majority of the respondents i.e. 98.7 percent of the respondents (153 out of

155 respondents) were married (Table 9.2, Marital Status of the

Respondents).

iv) Majority of the respondents i.e. 82.6 percent (128 out of 155 respondents)

fall under the income group below Rs. 1,00,000/- (Table 9.3, Annual

Income of the Respondents).

v) Majority of the respondents i.e. 69.7 percent (108 out of 155 respondents)

belonged to the category of professional driver (Table 9.4, Category of the

Respondents).

vi) Majority of the respondents i.e. 35.48 percent (53 out of 155 respondents)

used trucks and 30.32 percent (47 out of 155 respondents) used car / jeep /

taxi (Table 9.5, Type of Vehicle used by the Respondents).

vii) Majority of the respondents i.e. 56.13 percent (87 out of 155 respondents)

used the vehicle on the Project Highway for at least 1 – 10 years (Table 9.6,

Number of years the Respondents using the vehicles on the Project Road).

viii) Majority of the vehicles i.e. 46.45 percent (72 out of 155 respondents)

transported passengers on the Project Highway (Table 9.7, Distribution of

men and material transported by the Vehicles of the Respondents).

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11.3 Summary of the Findings on the Respondents’ Opinion Regarding the

Project Highway and Role of the NHAI in Improvement of the Project

Highway

The respondents’ opinion regarding the Project Highway and the role of the NHAI in

improvement of the Project Highway is summarized as follows:

1) Majority of the respondents i.e. 98.6 percent (152 out of 155 respondents) as

depicted in Table 10.1, (The riding quality of the Project Road) were of the

opinion that the Project Highway has improved in terms of smoother surface

and better riding quality which is the result of the efforts of the NHAI in

‘development’ of the Project Highway.

2) When the respondents were asked to indicate the riding quality of the Project

Highway on the rating scale with ratings provided as excellent, better, good,

bad, worst, they rated 7.7 percent, (12 out of 155 respondents), 79.4 percent,

(123 out of 155 respondents), 10.3 percent, (16 out of 155 respondents), 2.6

percent (4 out of 155 respondents), and zero percent (0 out of 155

respondents) respectively. (Table 10.2, The Riding Quality of the Project

Highway shown on the Ratings Scale).

3) Majority of the respondents i.e. 91.6 percent (142 out of 155 respondents)

(Table 10.7, Time Saving Devices on the Project Road) felt that there are

sufficient number of time saving devices such as flyovers, underpasses,

ROBs, bypasses, subways etc. on the Project Highway which reduced the

travelling time.

4) Most of the respondents i.e. 97.4 percent (151 out of 155 respondents) were

of the view that the Project Highway saves their travelling time (Table 10.8,

The Project Highway and reduction in the Travelling Time).

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5) Since April 2009, the creation of separate two roads with 2-lanes each in

Kasara Ghat for each direction (Mumbai to Nashik and Nashik to Mumbai)

were constructed. Majority of the respondents i.e. 96.8 percent (150 out of

155 respondents) were of the view that it resulted in reducing the traffic

congestion on the Project Highway (Table 10.3, New Kasara Ghat by-pass

and the Traffic Congestion).

6) Majority of the respondents i.e. 98.7 percent (153 out of 155 respondents) felt

that this new Kasara Ghat Bypass saved the travelling time (Table 10.4, The

New Kasara Ghat by-pass and reduction in the Travelling Time).

7) Most of the respondents i.e. 89.7 percent (139 out of 155 respondents) were

of the view that the new Kasara Ghat Bypass is safer and less accident prone

as compared to the old Kasara Ghat Bypass (Table 10.5, The New Kasara

Ghat By-pass and the Road Safety).

8) According to 95.5 percent (148 out of 155 respondents) respondents, due to

the New Kasara Ghat Bypass, there is saving in the fuel requirement (Table

10.6, The New Kasara Ghat By-pass and Fuel Consumption).

9) When the respondents were asked to give their opinion regarding the traffic

congestion on the Project Highway on the rating scale, with rating options

such as reduced traffic congestion, increased traffic congestion and no change

in the traffic congestion, they rated 94.2 percent, (146 out of 155

respondents), 5.2 percent, (8 out of 155 respondents), 0.6 percent (1 out of

155 respondents), respectively. (Table 10.9, The Traffic Congestion on the

Project Highway).

10) When the respondents were enquired about their experience of the average

speed, majority of the respondents i.e. 85.3 percent (133 out of 155

respondents), experienced the average speed of 60 kmph on the Project

Highway (Table 10.10, The Average Speed Experienced on the Project

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Road) as against 78.07 percent (212 out of 155 respondents) respondents

experienced the average speed of 40 kmph on the highways with 2-lanes.

(Table 10.11, The Average Speed Experienced on other Highways with 2-

lanes).

11) According to majority of the respondents i.e. 94.8 percent (147 out 155

respondents) the new Project Highway had sufficient number of speed

breakers, road boards, road markings, road signs, road delineators and traffic

signals etc. which adds to the road safety and helps to reduce the accidents

(Table 10.12, Road Safety Devices and the Project Road).

12) Majority i.e. 98.1 percent (152 out of 155 respondents) of the respondents

were of the opinion that the 4-lane, divided road is safer than the 2-lane,

undivided road for night driving. (Table 10.13, Road Safety for the Night

Driving on the Project Highway).

13) All 100 percent respondents responded that the 4-lane divided road is safer

than 2-lane, undivided road during the rainy season.

14) According to 94.8 percent (147 out of 155 respondents), the provisions on the

Project Highway at the time of accident or vehicle break down, such as tow-

away vehicle for removing damaged vehicles and Ambulances for providing

quick medical help are available on the Project Highway. (Table 10.14,

Availability of Provisions on the Project Highway at the time of an accident

or vehicle break down).

15) Majority of the respondents i.e. 98.7 percent (153 out of 155 respondents)

were of the opinion that they experienced saving in the fuel consumption on

the 4-lane, divided Project Highway (Table 10.15, The Project Highway and

the Fuel Consumption).

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16) According to majority of the respondents i.e. 96.8 percent (150 out of 155

respondents) the Project Highway has sufficient road side amenities such as

petrol pumps, food plaza, restaurants, hotels, toilets, parking places, repair

shops, telephone booths, weigh bridges etc. (Table 10.16, The Project

Highway and the Road-side Amenities).

17) It was surprisingly found that according to 84.5 percent (131 out of 155

respondents) of the respondents, the Project Highway should have access to

the two wheelers, three wheelers, pedestrians and cattle. (Table 10.17,

Access to the two wheelers, three wheelers, pedestrians and cattle on the

Project Road).

18) Majority of the respondents i.e. 89.7 percent (139 out of 155 respondents) felt

that the Project Highway adversely affected the flora and fauna of the

location (Table 10.18, The Project Highway and its effect on the Flora and

Fauna).

19) The respondents were asked to give their opinion on the effects of the Project

Highway on the environmental Pollution. According to 98.7 percent of the

respondents (153 out of 155 respondents) the Project Highway has not

increased air pollution, 96.8 percent (150 respondents out of 155) of the

respondents felt that the Project Highway has not increased the noise

pollution. Only 16.1 percent of the respondents (25 respondents out of 155)

were of the view that the Project Highway adversely affected the road side

plantation that absorbs the noise pollution. The rest 83.9 percent (130

respondents out of 155) of the respondents were of the view that there is no

such adverse effect on the roadside plantation due to the Project Highway

(Table 10.19, The Project Highway and the Environmental Issues).

20) When the respondents were asked about the rates of the toll tax on the Project

Highway, according to 89.7 percent (139 respondents out of 155), the rate of

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the toll tax are high, 6.5 percent of the respondents (10 respondents out of

155) felt that it is excessively high. Only 3.2 percent of them (5 respondents

out of 155) felt that it is suitable and very few, that is, 0.6 percent of them

(only 1 respondent out of 155) felt that it is moderate (Table 10.20, The

Project Highway and the Toll Rates).

21) When opinion was sought for the proposal that “the NHAI proposes to

convert the present 4-lane, divided Project Highway into a 6-lane Highway

post 2022”. According to majority of the respondents i.e. 99.4 percent

(154 out of 155 respondents) of them felt that it is necessary to do so. (Table

10.21 and Figure 10.21, Necessity to convert the present 4-lane Project

Highway into 6-lane Highway).

a) When the respondents were asked to give their opinion on effect of

proposed plan of 6-laning of the Project Highway on the speed of the

vehicles, majority of them i.e. 96.1 percent (149 out of 155 respondents)

were of the opinion that it will improve the average speed of the vehicles.

(Table 10.22, The Proposed 6-lane Project Highway and the Speed of the

Vehicles).

b) The respondents were also asked to give their views on the effect of the

proposed plan of 6-laning of the Project Highway on the traffic

congestion, majority of them i.e. 98.7 percent (153 out of 155

respondents) felt that it will reduce the traffic congestion. (Table 10.23,

The Proposed 6-lane Project Highway and the Traffic Congestion).

c) When the respondents were asked to respond on effect of the proposed 6-

laning of the Project Highway on the travelling time of the vehicles,

majority of them i.e. 98.7 percent (153 out of 155 respondents), were of

the view that it will reduce the travelling time. (Table 10.24, The

Proposed 6-lane Highway and the Travelling Time).

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d) The respondents were also asked to give their views on effect of the

proposed plan of 6-laning of the Project Highway on the road safety,

majority of them i.e. 94.2 percent (146 out of 155 respondents) felt that 6-

laning will make the road safer. (Table 10.25, The Proposed 6-lane

Project Highway and the Road Safety).

e) Majority i.e. 99.4 percent (154 out of 155 respondents) of the respondents

were of the view that the 6-laning of the Project Highway will result in

saving of the fuel. (Table 10.26, The Proposed 6-lane Highway and

Saving of the Fuel).

f) All the respondents i.e. 100 percent of them were of the opinion that the

proposed 6-laning of the Project Highway will not increase the

environmental pollution. In fact all of them felt that it will reduce the

pollution. (Table 10.27, The Proposed 6-lane Highway and Environment

Pollution).

22) Majority of the respondents i.e. 99.4 percent (154 respondents out of 155)

were of the opinion that the present 4-lane, divided Project Highway is better

than previous 2-lane, undivided NH-3 in terms of time, fuel, road safety and

pollution. (Table 10.28 and Figure 10.28, Respondents’ overall opinion

regarding the present 4-lane Project Highway).

23) The respondents gave their overall opinion regarding the role of the NHAI in

improving and upgrading the NH-3 and other Highways in Maharashtra.

Majority of them i.e. 98.1 percent (152 out of 155 respondents) were of the

view that the NHAI has contributed in an excellent way in the development

of the NH-3 and other highways in Maharashtra. Only 1.3 percent (2 out of

155 respondents) of them felt that the NHAI brought no change in the

development of the NH-3 and other highways in Maharashtra. Only few

respondents i.e. 0.6 percent (only 1 respondent out of 155) of them were of

the opinion that the NHAI failed in development of the NH-3 and other

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highways in Maharashtra. (Table 10.29 and Figure 10.29, The Role of the

NHAI in improving the NH-3 and other Highways in Maharashtra).

11.4 Conclusions

It can be concluded that:

1) Majority of the respondents experienced that the Project Highway has smooth

surface and better riding quality. It has 4-lanes with the road divider. Thus the

Project Highway is definitely a better road as compared to the original NH-3

(which was a 2-lane, undivided road with uneven surface). They clearly rated

is as a better road in terms of riding quality on the rating scale. (Table 10.1,

The Riding Quality of the Project Road).

2) According to majority of the respondents, that is nearly 98 percent

experienced the saving in the travelling time. According to them the Project

Highway has sufficient number of time saving devices such as flyovers,

underpasses, ROBs, by-passes, subways etc. built by the NHAI on the Project

Highway at right places, which resulted in saving in the travelling time.

(Table 10.7, Time Saving Devices on the Project Road and Table 10.8, The

Project Highway and reduction in the Travelling Time).

3) Majority of the respondents appreciated the two separate roads each with 2-

lanes in Kasara Ghat for each direction (Mumbai to Nashik and Nashik to

Mumbai) built in April 2009. This new Kasara Ghat By-pass drastically

reduced the traffic congestion, made the Project Highway safer, less accident

prone and saved the travelling time, fuel consumption and transportation cost.

4) More than 95 percent of the respondents (Table 10.9, The Project Highway

and reduction in the Travelling Time) experienced saving in travelling time

and lesser traffic congestion due to the time saving devices constructed on the

Project Highway as well as due to construction of new Kasara Ghat Bypass.

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More than 85 percent of the respondents experienced the average speed of 60

kmph on the Project Highway (Table 1010, The Average Speed Experienced

on the Project Highway) as against 78.07 percent respondents experienced the

average speed of 40 kmph on the 2 lane, underdeveloped Highway. (Table

10.11, The Average Speed Experienced on the other Highways with 2-lanes).

5) Most of the respondents agreed that there are sufficient numbers of speed

breakers, sign boards, road makings, road signs, road delineators, traffic

signals etc. at right places on the Project Highway. The newly developed 4-

lane road with divider, having sufficient number of flyovers, underpasses,

ROBs, bypasses, subways, speed breakers, sign boards, road markings, road

signs, road delineators etc. at right places, which definitely made the road

safer. All these factors made the Project Highway safer and less accident

prone during the day time, night time and even in the rainy season. Thus

according to majority of the respondents, the 4-lane, divided Project Highway

with all these safety features constructed on it in adequate numbers and at

adequate places is safer than the 2-lane, undivided road. (Table 10.12, Road

Safety Devices and the Project Road, Table 10.13, Road Safety for the Night

Driving on the Project Highway).

6) For any unfortunate incidence of vehicle breakdown or accident on the road,

the tow-away vehicles and ambulances are essential. Nearly 95 percent of the

respondents agreed that these facilities are available on the Project Highway.

(Table 10.14, Availability of Provisions on the Project Highway at the time

of accident or vehicle break down).

7) Almost 99 percent of the respondents experienced that the Project Highway is

not only safer and quicker but also the vehicles need lesser fuel and thus

reduces transportation cost. (Table 10.15, The Project Highway and the Fuel

Consumption).

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8) Road side amenities like parking places hotels, restaurants, petrol pumps,

workshops, repair shops, toilets, telephone booths, weigh bridges, toll plazas,

bus sheds and pick up points make the journey enjoyable and comfortable.

Almost 97 percent of the respondents experienced that these amenities are

available on both the sides of the Project Highway at right intervals and in

sufficient number, without hindering the traffic on the highway or causing

obstruction to vision. (Table 10.16, The Project Highway and the Road Side

Amenities).

9) Surprisingly almost 85 percent of the respondents agreed that the Project

Highway should have access to the two wheelers, three wheelers, pedestrians

and cattle. This shows that the respondents were not aware of the fact that

these things not only causes traffic congestion and reduces the speed but

makes the highway dangerous and unsafe. (Table 10.17, Access to the Two-

Wheelers, three wheelers, pedestrians and cattle on the Project Road).

10) Around 90 percent of the respondents agreed that the construction of the

Project Highway has not adversely affected the flora and fauna in the project

area. (Table 10.18, The Project Highway and its effect on the Flora and

Fauna).

11) Majority of the respondents were happy with the mitigative measures

undertaken by the NHAI to minimize the adverse effect on environment

along the Project Highway at construction and operation phase of the

Highway. More than 98 percent of the respondents agreed that the Project

Highway did not increase the air pollution and more than 96 percent of them

agreed that the Project Highway did not increase the noise pollution. More

than 83 percent of the respondents agreed that the Project Highway had no

adverse effect on the roadside tree plantation which absorbs the air and noise

pollution. (Table 10.19, The Project Highway and the Environmental Issues).

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12) Majority of the respondents were not happy with the implementation of the

toll tax. Nearly 90 percent of the respondents complained that the toll rates

are high and nearly 7 percent of them felt that it is excessively high. But it is

a fact that the Project Highway is built on the BOT basis, under the PPP

scheme, therefore tolls are unavoidable. In fact it is one of the most important

sources of raising funds and financing the construction and maintenance of

the Highway Projects. (Table 10.20, The Project Highway and the Toll

Rates).

13) The NHAI proposes to convert the newly improved 4-lane Project Highway

into 6 lane highway post 2022. Almost all the respondents agreed upon the

necessity of 6-laning of the Project Highway (in contrast with the displeasure

they showed in payment of toll tax).

Majority of them admitted that 6-laning of the Project Highway will increase

the speed, reduce the traffic congestion and travelling time. They also agreed

that it will add to the road safety and will save fuel consumption and

transportation cost. All the respondents expressed their view that converting

the 4-lane Project Highway into 6-lane highway will not add to air or noise

pollution. Thus they strongly supported the NHAI’s plan of improving and

converting the present Project Highway into 6-lane highway post 2022.

(Table 10.21, Necessity to convert the present 4-lane Project Highway into

the 6-lane Highway).

14) Almost all the respondents expressed their happiness and satisfaction

regarding the Project Highway. According to them the present Project

Highway is definitely better than the old NH-3 in terms of travelling time,

fuel requirement, road safety and environmental pollution. (Table 10.28,

Respondents’ overall opinion regarding the present 4-lane Project Highway).

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15) Majority of the respondents i.e. more than 98 percent of them agreed that the

NHAI has contributed in an excellent way in the development of not only the

NH-3 (Project Highway) but also even the other highways in Maharashtra

and India. Many of them also suggested that the NHAI should undertake the

improvement and widening of all the roads and highways in Maharashtra and

India. (Table 10.29, The Role of the NHAI in improving the NH-3 and other

Highways in Maharashtra).

11.5 Testing of the Hypotheses

The major Hypotheses for this research study are:

H-1 : The National Highway Authority of India (NHAI) successfully

‘developed’ the 2-lane, undivided, underdeveloped NH-3 into a well

developed, 4-lane, divided, safe highway with smoother surface, better

riding quality, improved with more road safety features and roadside

amenities, reduced traffic congestion, lesser fuel consumption and

transportation cost, minimum impact on the flora and fauna and reduced

environmental pollution.

The Hypothesis H-1 is divided into sub-hypotheses H-1 (A), H-1 (B), H-1 (C),

H-1 (D), H-1 (E) and H-1 (F) as follow:

H-1(A) The Project Highway is a 4-lane, divided highway with smoother

surface and better riding quality.

H-1(B) The Project Highway is safer than the old highway (NH-3) due to

provision of various road safety features at appropriate places.

H-1(C) The Project Highway has adequate number of road-side amenities

at appropriate places.

H-1(D) The newly developed Project Highway is faster and quicker and

has lesser traffic congestion.

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H-1(E) The Project Highway saves the fuel and the transportation cost.

H-1(F) The Project Highway has minimum possible impact on the flora

and fauna and lesser environmental pollution during its

construction and operation.

H-2: The National Highway Authority of India (NHAI) has contributed

significantly and successfully in the ‘Development’ of highways in

Maharashtra.

11.5.1 Testing of the Hypothesis H-1

The Hypothesis H-1 is “The National Highway Authority of India (NHAI)

successfully ‘developed’ the 2-lane, undivided, underdeveloped NH-3 into a well

developed, 4-lane, divided, safe highway with smoother surface, better riding quality,

improved with more road safety features and roadside amenities, reduced traffic

congestion, lesser fuel consumption and transportation cost, minimum impact on the

flora and fauna and reduced environmental pollution.

This hypothesis has been proved with the help of the primary data collected using the

Questionnaire and survey of the Project Road by making the road trips and actual

observation. It is also tested and proved with the help of the secondary data.

It is divided into sub-hypotheses H-1(A), H-1(B), H-1(C), H-1(D), H-1(E) and H-

1(F).

Each one of them can be proved and tested as follow:

H-1(A) The sub hypothesis H-1(A) says, “The Project Highway is a 4-lane,

divided road with smoother surface and better riding quality”.

The researcher conducted six road trips between January 2010 and

December 2010 and confirmed herself personally that original 2-

lane, undivided NH-3 with uneven surface is improved and

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converted into a 4-lane highway with a divider and smoother surface.

Even various documents collected by the researcher from the NHAI

confirm this change. The researcher even obtained the copies of

‘Provisional Completion Certificates’ dated 23rd December, 2009,

11th May, 2010 and 11th July, 2011 from the NHAI clearly stating

that “4-laning of Vadape to Gonde from Km. 440 + 000 to Km. 539

+ 500 section of NH-3 in the state of Maharashtra, India on BOT

basis” is completed on 31st May, 2010. The certificates also states

that the tests stipulated in Schedule ‘J’ of the Concession Agreement

have been successfully carried out and all parts of the Project

Highway can be legally, safely and reliably placed in Commercial

Operations. Hence the sub-hypothesis H-1(A) is tested and proved.

H-1(B) The sub-hypothesis H-1(B) says that: “the Project Highway is safer

than the old highway (NH-3) due to the provision of various road

safety features at appropriate places”.

Various road safety features which make any road safer can be

summarised as:

i) 4-lane or 6-lane, divided road.

ii) Improved Cross Sectional Elements especially the width and curves

of the road and median.

iii) Bridges (major bridges, minor bridges, ROBs) at suitable places.

iv) Service roads.

v) Junction improvements which includes Median breaks, subways etc.

vi) Wayside Amenities such as petrol pumps, hotels and motels, bus

bays, truck lay-byes, garages, telephone booths, drinking water,

toilets etc. with smooth entry and exit. It also includes amenities like

grade separated crossings, subways, pedestrian / cattle crossings etc.

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vii) Signals, Traffic Signs and Pavement Markings including roadside

signs, overhead signs, kerb mounted signs and road markings along

the Project Highway.

viii) Pedestrian Guard Rail and Safety Barrier.

All above mentioned safety features are provided on the Project

Highway, in adequate numbers and at suitable places. They are

discussed in detail in Chapter 5 “Salient features of the Gonde-

Vadape Section of the NH-3 Project undertaken by the NHAI.”

The Concession Agreement, The Direct Project Report, The

Provisional Completion Certificates and other documents of the

NHAI proves their presence on the Project Highway in adequate

number and at suitable places.

With respect to road safety features on the Project Road, the

respondents’ (primary source of date) responses can be summarised

as follow:

i) According to 94.8 percent of the respondents (147 out of 155

respondents), the New Project Highway has sufficient number of

speed breakers, road boards, road markings, road signs, road

delineators and traffic signals. (Table 10.12, Road Safety Devices

and the Project Road).

ii) Most of the respondents i.e. 98.1 percent of the respondents (152 out

of 155 respondents) were of the opinion that the 4-lane, divided road

is safer than the 2-lane, undivided road for night driving. (Table

10.13, Road Safety for the Night Driving in the Project Highway).

iii) All 100 percent respondents responded that the 4-lane, divided road

is safer than 2-lane, undivided road during the rainy season.

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iv) Majority of the respondents i.e. 91.6 percent (142 out of 155

respondents) felt that there are sufficient number of time saving

devices such as flyovers, underpasses, ROBs, by-passes, subways

etc. on the Project Highway (Table 10.7, The Time Saving Devices

on the Project Highway).

v) Most of the respondents i.e. 89.7 percent (139 out of 155

respondents), were of the opinion that the New Kasara Ghat By-pass

is safer and less accident prone as compared to old Kasara Ghat

Road. (Table 10.5, The New Kasara Ghat Bypass and the Road

Safety).

From the above mentioned supportive Secondary and Primary data, it

is proved that the Project Highway is safer than the old NH-3 and

hence the sub-hypothesis H-1(B) is tested and proved.

H-1(C) The sub hypothesis H-1(C) says that: “the Project Highway has

adequate number of roadside amenities at appropriate places.”

As the Project Highway was one of the old National Highways,

many need based roadside amenities already existed along the length

of this highway. However, there was no policy plan to guide and

control development of the amenities except for building line and

control line regulations. The initiative for development of amenities

came mainly from the private entrepreneurs.

The roadside amenities like petrol pumps, food plazas, hotels,

dhabas, toilets, parking places, repair shops, telephone booths, weigh

bridges etc. make the travelling comfortable and reduce the fatigue.

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. This is

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discussed in detail in the Chapter 5, “Salient Features of the Gonde-

Vadape Section of the NH-3 Project undertaken by the NHAI.”

Some of the amenities like parking places, petrol pumps, workshops,

repair shops, telephone booths are kept on both sides of the highway

at 10 km distance (maximum). Hotels and motels are located at 10

km distance (maximum) but a little away from crowds of restaurants,

parking places and petrol pumps. Weigh bridges also are provided at

Toll Plazas and additionally if required at petrol pumps. Bus sheds

and pick-up points are located in such a way that they will not hinder

the traffic on the highway or cause obstruction to vision.

The respondents’ responses in this connection are summarised as

follow:

According to the majority of the respondents i.e. 96.8 percent

(150 out of 155 respondents), the Project Highway has sufficient

roadside amenities such as petrol pumps, food plazas, hotels, toilets,

dhabas, restaurants, parking places, repair shops, telephone booths

etc. on both the sides of the road. This makes the travelling fatigue

free, comfortable and enjoyable. (Table 10.16, The Project Highway

and the Roadside Amenities).

Thus the sub-hypothesis H-1(C) is tested, proved and accepted.

H-1(D) The sub-hypothesis H-1(D) says that the newly developed Project

Highway is faster and quicker and has lesser traffic congestion.

The newly developed Project Highway is a 4-lane, divided road with

smoother surface and has adequate road safety features, is already

proved in the sub hypothesis H-1(A) and H-1(B) respectively. All

these features and factors made the Project Highway faster, quicker

and congestion free.

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As NH-3 carries sizable amount of inter-state and intra-state traffic,

the Consultants carried out traffic studies and forecasts before

undertaking the development of the Project Highway which is

discussed in detail in Chapter 8. (Summary of the Traffic Studies and

Forecasts on the Project Highway undertaken by the Consultant). Lot

of care is taken to accommodate not only the huge traffic in the

present period but also in the near future. The NHAI even has a plan

of converting this newly developed 4-lane, divided Project Highway

into a ‘6-lane, dual divided’ Highway as and when traffic demands

(in the year 2022 as per the traffic forecast).

Thus the NHAI has kept in mind the issue of traffic congestion while

developing the Project Highway not only in the present period but

also in the future.

In addition to this, one most important ‘development’ on this

Highway is construction of two separate roads each with 2-lanes in

the Kasara Ghat for each direction (Mumbai to Nashik and Nashik to

Mumbai) called New Kasara Ghat By-pass. This converted the old

Kasara Ghat which was notorious for fatal road accidents and traffic

congestion into a smooth, flat, safe and faster road. This

improvement is discussed in great detail in Chapter 10 – “Data

Analysis and Interpretation of Data”, Para 10.3 (The Project

Highway and saving the Travelling Time).

Following findings from the respondents’ responses (Primary Data)

supports that the newly developed Project Highway is faster, quicker

and congestion free:

i) Majority of the respondents i.e. 98.6 percent (152 out of 155

respondents) were of the opinion that the Project Highway has

improved in terms of smooth surface and better riding quality due to

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the developmental efforts of the NHAI. (Table 10.1, The Riding

Quality of the Project Highway).

ii) When the respondents were asked to indicate the riding quality of the

Project Highway on the rating scale provided with options namely

excellent, better, good, bad, worst; they rated 7.7 percent, 79.4

percent, 10.3 percent, 2.6 percent and zero percent respectively. Thus

according to majority of the respondents i.e. 79.4 percent, (123 out of

155 respondents) the riding quality of the Project Highway is better

than the old underdeveloped highway. (Table 10.2, The Riding

Quality of the Project Highway shown on the rating scale).

iii) Majority of the respondents i.e. 91.6 percent (142 out of 155

respondents) felt that there are sufficient number of time saving

devices such as flyovers, underpasses, ROBs, by-passes, subways

and service roads on the Project Highway which make the Project

Highway safer and faster making it congestion free and thus helps in

saving the travelling time and transportation cost. (Table 10.7, The

Time Saving Devices on the Project Road).

iv) Most of the respondents i.e. 97.4 percent (151 out of 155

respondents) were of the view that the Project Highway saves their

travelling time. (Table 10.8, The Project Highway and reduction in

the Travelling Time).

v) Since April 2009, the separate roads each with 2-lanes in Kasara

Ghat for each direction (Mumbai to Nashik and Nashik to Mumbai)

are constructed. According to majority of the respondents i.e. 96.8

percent (150 out of 155 respondents) it resulted in reducing the

traffic congestion on the Project Highway. (Table 10.3, New Kasara

Ghat Bypass and the Traffic Congestion).

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vi) Majority i.e. 98.7 percent (153 out of 155 respondents) of the

respondents felt that the new Kasara Ghat By-pass saved their

travelling time. (Table 10.4, The New Kasara Ghat By-Pass and

reduction in the Travelling Time).

vii) When the respondents were asked to give their opinion regarding the

traffic congestion on the Project Highway on the rating scale with

options namely reduced traffic congestion, increased traffic

congestion and no change in the traffic congestion, they supported

94.2 percent, 5.2 percent and 0.6 percent respectively. (Table 10.9,

The Traffic Congestion on the Project Highway).

viii) Majority of the respondents i.e. 85.3 percent (133 out of 155

respondents) experienced the average speed of 60 kmph on the

Project Highway as against 78.07 percent (121 out of 155

respondents) respondents experienced the average speed of 40 kmph

on the highways with 2-lanes. (Table 10.10, The Average Speed

Experienced on the Project Road and Table 10.11, The Average

Speed experienced on other Highways with the 2-lanes).

From the above mentioned supportive secondary and primary data, it

is proved that the newly developed Project Highway is faster and

quicker with reduced traffic congestion. Thus the sub-hypothesis H-

1(D) is tested, proved and accepted.

H-1(E) According to sub-hypothesis H-1(E) “the Project Highway saves the

fuel and the transportation cost.”

The sub-hypothesis H-1(A) says that the Project Highway is a 4-lane,

divided road with smoother surface and better riding quality and is

proved and accepted.

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The sub-hypothesis H-1(D) says that the newly developed Project

Highway is faster and quicker and has reduced traffic congestion is

proved and accepted. When it is proved that the Project Highway is a

4-lane, divided road with smoother surface and is faster and quicker

with reduced traffic congestion, it can be concluded that the Project

Highway requires lesser fuel, on the basis of simple reasoning and

experience.

The responses of the respondents on the issue of fuel consumption

are summarised as follow:

i) According to 95.5 percent (148 out of 155 respondents) respondents

due to the New Kasara Ghat By-pass, there is saving in the fuel

requirement. (Table 10.6, The New Kasara Ghat Bypass and Fuel

Consumption).

ii) Majority of the respondents i.e. 98.7 percent (153 out of 155

respondents) were of the opinion that they experienced saving in the

fuel consumption on the newly developed 4-lane, divided Project

Highway. (Table 10.15, The Project Highway and the Fuel

Consumption).

Thus the sub-hypothesis H-1(E) is tested, proved and accepted.

H-1(F) According to the sub-hypothesis H-1(F), “the development of Project

Highway has minimum possible impact on the flora and fauna and

lesser environmental pollution during its construction and operation”.

Chapter 6 – “The Environmental Status of the Location of the Project

Highway’ and Chapter 7 – ‘Environmental Impact and Mitigative

Measures adopted during construction and operation of the Project

Highway” gives complete details regarding this. A detail survey is

made by the Consultant about the Environmental Status of the

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location of the Project Highway. It included the physiography, land

use, climate and hydrology, terrestrial ecology, flora and fauna, air,

noise, soil and water quality etc. before the construction of the

Project Highway. (Chapter 6 – The Environmental Status of the

Location of the Project Highway). Then the Environmental impact

during the construction and operation phase of the Project Highway

is considered in detail. Finally the Mitigative measures and

Environmental Management Plan was prepared. (Chapter 7 –

Environmental Impact and Mitigative Measures adopted during

construction and operation of the Project Highway).

Thus maximum possible care was taken to minimize the

environmental impact and protection of the environment during the

construction and operation of the Project Highway.

The respondents’ responses also support the sub hypothesis H-1(F)

and are summarised as follow:

i) Majority of the respondents i.e. 89.7 percent (139 out of 155

respondents) felt that the Project Highway adversely affected the

flora and fauna of the location. (Table 10.18, The Project Highway

and its effect on the Flora and Fauna).

ii) The respondents were asked to give their opinion on the effect of the

Project Highway on the Environmental Pollution. Majority of the

respondents i.e. 98.7 percent (153 out of 155 respondents) were of

the opinion that the Project Highway has not increased the air

pollution and 96.8 percent (150 out of 155 respondents) of the

respondents felt that the Project Highway has not increased the noise

pollution. Only 16.1 percent (25 out of 155 respondents) of the

respondents were of the view that the Project Highway adversely

affected the noise absorbing roadside plantation. The rest 83.9

percent (130 out of 155 respondents) i.e. majority of the respondents

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were of the view that there is no adverse effect on the roadside

plantation due to the construction of the Project Highway. (Table

10.19, The Project Highway and the Environmental Issues).

Thus as far as the impact on the flora and fauna is concerned, the

sub-hypothesis H-1(F) is partly accepted and partly rejected but with

regard to the impact of the environment especially the air and noise

pollution, the respondents’ responses supported the sub-hypothesis

H-1(F). Thus the sub-hypothesis H-1(F) is partly rejected and partly

accepted.

11.5.2 Testing of the Hypothesis H-2

The Hypothesis H-2: “The National Highway Authority of India (NHAI) has

contributed significantly and successfully in the ‘development’ of highways in

Maharashtra.”

The Chapter 3 – “The NHAI and the Project Highway”, especially the para 3.4

(Projects of the NHAI) gives an account of the National Highway Development

Project (NHDP) and its various phases, undertaken by the NHAI throughout the

country which increased the road network quantity wise (increased length and width

of roads and highways) and quality wise (as discussed in almost all chapters of the

Research Study and also proved in the hypothesis H-1).

The NHAI is an autonomous agency of Government of India, responsible for

management of a network of over 60,000 km of National Highways in India. The para

3.4 (Projects of the NHAI) of Chapter 3 (The NHAI and the Project Highway) gives

details of the National Highway Development Programme (NHDP) in Phase I, Phase

II, Phase III A, Phase III B, Phase V, Phase VI and Phase VII. It depicts how the

NHAI planned and implemented the improvement of roads all over the country into

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4-lane highways, 6-lane Highways and Expressways which increased the

connectivity of all the States and major cities and ports of the country.

The Chapter 5 – ‘Salient Features of the Gonde-Vadape Section of the NH-3 Project

undertaken by the NHAI’, gives a detail account of how the NHAI improved the old

2-lane, undivided, underdeveloped highway into a well ‘developed’ 4-lane highway

with a divider. It gives a complete and full details of various improvements made on

the Project-Highway such as:

(i) Smoother road surface and better riding quality.

(ii) Road widening from 2-lane, undivided road into 4-lane, divided road.

(iii) Road Safety features like improved road design especially the width and

curves of the road and the median, major and minor bridges, ROBs,

Service Roads, junction improvements such as Median breaks, subways

etc., signals, Traffic Signs, Pavement Markings, Speed breakers, road

markings, road signs, road delineators etc. at appropriate places.

(iv) Road side amenities such as petrol pumps, hotels and motels, bus-bays,

truck lay-byes, garages, telephone booths, drinking water, toilets etc. with

smooth entry and exit.

The Concession Agreement, The Direct Project Report and the Provisional

Completion Certificate and other documents of the NHAI proves the presence of the

above improvements / developments on the Project Highway.

Chapter 6 – ‘The Environmental Status of the Location of the Project Highway’ and

Chapter – 7, ‘Environmental Impact and the Mitigative Measures adopted during the

construction and operation of the Project Highway’, depicts how the NHAI dealt with

the issues related to Environmental Pollution during the construction and operation

phase of the highway. Chapter 8 – ‘Summary of the Traffic Studies and Forecasts on

the Project Highway undertaken, by the Consultant’, shows how the NHAI took into

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account the issues related to the traffic while planning and implementing the road

development project of the Project Highway.

The development and improvement of the Project Highway is already discussed in

detail in all chapters of the research study and also while testing the Hypothesis H-1.

The research study of the Project Highway is a case study representative of the

various highways in Maharashtra developed by the NHAI. As it is proved how the

NHAI successfully ‘developed’ the Project Highway while testing the Hypothesis H-

1, therefore on the basis of simple reasoning it can also be concluded that the NHAI

has contributed significantly and successfully in the ‘development’ of highways in

Maharashtra (Hypothesis H-2). Thus the hypothesis H-2 is tested, proved and

accepted.

11.6 Suggestions and Recommendations

1) A 4-lane, divided road with smoother surface and better riding quality is necessary

for faster and safe transportation of men, livestock and material. Therefore the

NHAI should accelerate its programme of 4-laning of the Highways in

Maharashtra / India at a faster rate.

2) Although majority of the respondents agree that there are sufficient number of

flyovers, bridges, underpasses, ROBs, and by-passes on the Project Highway

which add to the speed and road safety and reduce traffic congestion and

transportation cost, following suggestions are recommended in this connection.

At Ghoti to Sinner junction there is a need of a flyover.

At Khadavali Pada and other four places additional roadside amenities are

needed.

At some squares underpasses are needed.

Bridges and underpasses are needed at few village road crossings.

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The slope at Cherpoli Ghat, Shahapur is steep. It therefore needs engineering

solution in the road design to reduce the slope.

There is a need of a flyover at Ranjnoli Chowki.

There is a need of a flyover at Padgha – Kalyan road.

A Flyover is needed at Wadivarhe.

3) Although majority of the respondents agreed that there are sufficient number of

safety devices like speed breakers, sign boards, road markings, road signs, road

delineators, traffic signals at proper places, further suggestions in this relation are :

At many places in Kasara Ghat speed breakers are needed.

Shahapur – Vashind portion of the highway do not have sign boards.

There is absence of the sign board at the speed breaker at the Ranjnoli

Chowki.

At many places, specially the places near the villages and small towns, zebra

crossing is needed.

4) Although the roadside amenities like petrol pumps, food plazas, hotels,

restaurants, dhabas, toilets, parking places, repair shops, weigh bridges etc. are

available on both sides of the Project Highway at proper intervals, the respondents

suggested that :

The number of toilets is not sufficient in number. They are also not clean.

Thus provision for availability of regular water supply and their cleanliness

should be made.

The charges of the food items at the restaurants and food plazas are not

reasonable. In fact they are high.

Clean and pure drinking water facility also can be provided at right intervals.

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5) In case of accident or break down of vehicle, the Project Highway has the

provision of quick services to drivers like tow-away vehicles for the damaged

vehicles, ambulances to provide quick medical help, it is suggested that their

number should be increased.

6) Although sizable number of respondents suggested that the Project Highway

should have access to the two wheelers, three wheelers, pedestrians and cattle, it

is dangerous and unsafe. This shows lack of awareness among the people

regarding such access. Therefore it is required to make proper arrangements to

create awareness among the people regarding the dangers in having such access.

People should be effectively trained and strongly informed that how allowing

such access is unsafe and dangerous to the life of the people. Moreover it will

add to the traffic congestion and reduce the speed of the vehicles on the

Highway.

7) Although the majority of the respondents agreed that there is no adverse effect on

the flora and fauna of the Project area, the NHAI accepted that the widening of

the road resulted in removal of a large number of old, mature and large trees. It

therefore tried to either protect the trees or undertook plantation of trees. Inspite

of such sincere efforts, it is suggested that the trees so planted should be given

proper care and protection, so that the survival rate of the trees increases. Even

the speed of the plantation and number of trees under the plantation scheme

should be increased.

8) Majority of the respondents agreed that although the Project Highway did not add

to the Air and Noise Pollution (due to the efforts of the NHAI under its

Environmental Monitoring Programme), they suggested that the NHAI should

implement the Environmental Monitoring Programme with more care and

sincerity. They strongly suggested that more number of trees should be planted

on both sides of the road and at the dividers.

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9) Majority of the respondents agreed that the 4-lane, divided Project Highway is

better and improved than the previous 2-lane, undivided NH-3. They strongly

supported the proposed plan of the NHAI of 6-laning of the Project Highway

post 2022. The 6-laning of the Project Highway will be quicker / faster and safer

and have minimum traffic congestion.

10) As per the traffic forecasts (Chapter 8 – Summary of the Traffic Studies and

Forecasts on the Project Highway undertaken by the Consultant.) the NHAI

proposes to convert the present newly improved 4-lane Project Highway into a 6-

lane Highway post 2022.

On the basis of assessment of the data depicted in Table 8.7 (Growth of

Registered Motor Vehicles in Maharashtra) it was forecasted that the growth of

Motor Vehicles in Maharashtra would not be more than 10 percent post year

2000.

However this forecast went wrong. In reality growth rate of registered Motor

Vehicles in Maharashtra post 2000 is around 20 to 25 percent (and not less than

10 percent as forecasted) and is expected to increase further (Reference : Motor

Transport Statistics of Maharashtra, Compiled by Transport Commissioner’s

Office, Maharashtra State).

Therefore it is suggested that the NHAI should prepone its plan of converting the

present 4-lane Project Highway into a 6-lane Highway as early as possible and

should not wait till the year 2022.

11) Although the Mumbai – Vadape Section of NH-3 is a 4-lane, divided road, it

suffers from various drawbacks like repeated traffic congestion and accidents at

specific spots and absence of road safety features at many places.

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Therefore it is strongly suggested that the NHAI should include even the Mumbai

– Vadape Section of NH-3 in its road improvement and development

Programme.

12) The overall performance of the NHAI, in improving the Project Highway and

other highways is marked as “an excellent contribution” by the respondents.

The suggestions regarding the overall performance of the NHAI were:

The NHAI should undertake the work of upgrading of all the highways in

Maharashtra and in India.

The NHAI should get more funds for development of roads from the

Government.

After improvements, the roads and highways should be properly maintained.

There should be lesser time loss at the toll booths.

The toll rates should be reduced and there should be transparency at the toll

booth.

There should be transparency in the working of the NHAI.

Sizable number of respondents suggested that the NHAI should undertake

the improvement and 4-laning of the Mumbai-Goa highway as it is notorious

for accidents and traffic congestion. It is having heavy traffic throughout the

year.

There should be a mechanism to consider the problems faced by the

commuters, project affected people and project affected environment in the

form of some protective Department of Government such as MPCB

(Maharashtra Pollution Control Board).

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There should be a mechanism to consider problems pointed out by law

enforcement agencies and deliberate efforts should be done to tackle these

problems.

It is also suggested that in order to manage the unfortunate happenings like

traffic congestion, accidents, vehicle break down etc. scientific methods

such as guidance regarding the traffic conditions on mobile phones and

internet, availing hospitals with trained medical staff at specific intervals

with supply of blood, oxygen and life saving medicines, lifting the accident

affected vehicles by air route, fixing the cameras at right spots and right

intervals to identify the vehicles breaking the traffic rules and even people

indulging in crime should be provided on the highways.