Bangalore-Mysore highway to be upgraded to six lane
September 3, 2013
Anil Kumar M, TNN |
BANGALORE: The state government plans to upgrade the existing 4-lane Bangalore-Mysore highway to 6-lane road.
Public works minister H C Mahadevappa on Monday maintained that upgrading of Mysore-Bangalore road to 6-lane was being actively considered. “Everyday, about 70,000 vehicles use this road and the existing 4-lane is not sufficient to carry that big traffic,” he said. The PWD official said the government was in process of land acquisition for the 6-lane. The proposal will be placed before the National Highways Authority of India (NHAI), he said.
The minister said the the toll collection on state highways is being done only in few places and it would be extended to at least seven other highways soon. “Toll collection was necessary for maintenance of the roads,” he said. In the wake of complaints from the road users that toll was on higher side, Mahadevappa said he would review the collection in those highways.
The minister also said the government will review the allotment of 600 acres of excess land to Nandi Infrastructure Corridor Enterprise (NICE) around Bangalore. In an affidavit filed before the Supreme Court, the state government has admitted that it had allotted 600 acres excess land to NICE.
Source-http://timesofindia.indiatimes.com
National Highways Authority of India to induct outside professionals
September 3, 2013
NEW DELHI: The Parliament approved a bill seeking to increase the number of members of the National Highways Authority of India (NHAI) by inducting professionals from outside, with the Rajya Sabha passing it with voice vote on Tuesday.Induction of outside professionals is expected to enhance the capacity of the NHAI to take strategic decision, widen its perspective, bring in the best management practices, and assist in achieving the goal of higher private participation.
The National Highways Authority of India (Amendment) Bill, 2012 was passed in the Lok Sabha in September last year.
At present the NHAI consists of a chairman, up to five full-time members and up to four part-time members. The Bill seeks to expand the Authority and it will now consist of a chairman, up to six full-time members and six part-time members.
It mandates that at least two of the part-time members must be non-government professionals with knowledge or experience in financial management, transportation planning or any other relevant discipline.
Source-http://timesofindia.indiatimes.com
Stop toll collection on roads that miss work deadline, NHAI says
September 3, 2013
Dipak Kumar Dash, TNN |
NHAI has sought in-principle approval for the move from the road transport and highways ministry, citing the example of the Gurgaon-Jaipur stretch of NH-8 where the widening work has missed several deadlines. The authority says it has been receiving a number of representations from the public, questions in Parliament and adverse media attention over the messy state of this road.
TOI has been campaigning for toll to be suspended on the Gurgaon-Jaipur road, which is being widened from four lanes to six lanes, because users have a harrowing time negotiating the stretch and also have to pay for the inconvenience. Once the proposal gets the ministry’s nod, NHAI wants to apply the no-toll penalty on the developer of the Gurgaon-Jaipur highway before taking similar action on other “languishing” projects.
Among other major works that have missed several deadlines is the Panipat-Jalandhar six-laning project, which is now in the Supreme Court. Widening of the Faridabad-Agra stretch has recently started where the developer is charging toll.
As per the contract norms, developers are allowed to charge full toll on stretches being expanded from four to six lanes from the day NHAI allows work to start. The model has come under criticism for allowing developers to keep getting revenue despite failing to meet deadlines.
NHAI wants the no-toll penalty to apply to cases where the private developer has failed to properly maintain the stretch and missed completion targets despite the land being acquired for the work.
In such situations, the current contracts empower NHAI to take over the stretch and collect toll. But since this does not bring any relief to road users, who still have to pay toll for travelling through substandard and congested stretches, NHAI has suggested stopping toll collection as a deterrent for consistent defaulters.
“Since the contract agreement does not have a provision of suspending toll, we have sought permission from the ministry. This is an issue of public interest,” said a senior NHAI official.
Sources said that in such cases the contract period can be extended for developers.
A top ministry official expressed reservations over the proposal although he told TOI he had not read NHAI’s letter yet. “How can such a decision be taken just like that? The authority has never raised this issue in the past. Such a proposal should first be considered by the NHAI board since it involves contracts, private developers and bankers,” he added.
Officials said the issue involved finances and there were questions over the developer’s ability to pay loan installments during the toll suspension period.
However, S P Singh of Indian Foundation of Transport Research and Training (IFTRT), who has taken up the issue of no-toll on incomplete stretches, said NHAI’s suggestion was justified. “Toll is not a tax, but a user fee, which simply means we pay toll only when the promised services are provided. Why should one pay toll until this commitment is met?” he asked.
STOP TAKING THIS TOLL-Business bypasses hotels as cars steer away from chaos
August 26, 2013
Rumu Banerjee & Durgesh Nandan Jha, TNN |
BEHROR: As you drive into the Rajasthan Tourism Development Corporation’s hotel in Behror, you find the entrance virtually deserted. A couple of cars are parked there, and a lone Volvo carrying passengers is waiting. It’s 6pm, time for most commuters travelling on the Delhi-Jaipur highway to stop for a cup of tea and snacks. At the RTDC restaurant though the tables are empty. “There was a time when buses had to park outside the hotel compound as the parking area would get filled. Now, we are lucky if we get more than 200 people in a day,” says Rajbir Singh, a member of the staff.
Once the main attraction of Behror town for travellers, the RTDC’s midway facility has become a casualty of the four-year long and haphazard construction work that has destroyed the Delhi-Jaipur highway. Located on one side of the carriageway (Jaipur-Delhi), the hotel now misses out on the traffic going from Delhi to Jaipur and barely manages to get some customers going in the other direction.
“The flyover is located right in front of the hotel, making it impossible for vehicles to come to this side of the road. There’s an underpass but that doesn’t connect with our hotel. The only way to reach us is to take a diversion that is located 2km away,” points out Atul Sethi, a shop owner who operates from the RTDC premises. But what has done the maximum damage to RTDC’s fortunes is the deplorable state of the road along the highway. “Most people don’t want to stop as the roads are so bad… everyone wants to rush through the traffic and leave the trucks behind,” rues Sethi.
With 22 rooms, the hotel was the ideal stopover before the highway reconstruction started, remembers Singh. “We used to do roaring business as all RTDC buses as well as private Volvos, besides the cars, stopped here. Now, we are left with only 10-15 per cent of that business,” says the head accountant. From a daily earning of Rs 2 lakh-2.5 lakh, it is down to a few thousands, complain RTDC staff.
Meanwhile, the shopping arcade at the RTDC midway – which used to be popular with tourists – is on the verge of closing down. “I have a lease on this shop till December after which I am leaving. There are few visitors and I’m not able to earn enough to pay the rent even,” adds Sethi. Other shop owners along the arcade nod as they recount similar tales. The lease rent of the arcade shops gives a glimpse of how popular this hotel used to be: the Rajasthan government had earlier fixed rents from Rs 50,000 to Rs 1.5 lakh, depending on the size of the shops. But with profits plummeting, the authorities claim the new rates will have to be reduced to 20 per cent of the original to keep it going. Other hotels along the highway have got similarly scarred. Rakesh
Yadav, manager at Highway King located in Shahpura, says, “Our business has gone down by 30-40 per cent. The poor road conditions, particularly during the rainy season, has prompted many travellers to switch to train or even flights,” says Yadav. The flip side, says Yadav, is that a number of small-time dhabas have come up along the highway. “But the big hotels have all taken a hit. Everyone is just hoping that the construction gets over fast,” he adds.
The virtually stalled road project has also ended job opportunities for the locals. Atul Kumar Singh, manager of a Reebok outlet near Shahpura, said initially they had six employees to run the showroom but now there were only four. “The company is contemplating shutting down this outlet if the profit margin does not go up,” said Singh. He remembers that earlier business was booming. “Many friends from my village got jobs at the shops that had opened up along the highway when business was good. Now all these shops are shutting down,” he added.
The damage to the highway has also dented the business of the buses running along the stretch. More than two dozen buses leave Bikaner House in Delhi daily for Jaipur. The bus operators say there are times when they have to leave with only 10-12 passengers. “It’s distressing to drive on these roads. Apart from getting stuck in traffic, we face problems like frequent damage to the suspension and other critical parts,” said one of the operators, who did not wish to be identified.
Property prices though are not affected, this stretch being a part of the Delhi-Mumbai industrial corridor. “The property rates in Shahpura have doubled. In the Neemrana industrial corridor, flats are being sold for as high as Rs 1.4 crore to Rs 2.5 crore. Buyers and investors have a long-term view,” said one of the builders.
UP highways stranded as govt fights shy of state support pacts
August 23, 2013
DEEPA JAINANI : LUCKNOW
The Akhilesh Yadav government is agonising over signing state support agreements (SSAs) for highway projects in Uttar Pradesh, driving as many as seven ongoing projects to a funding crisis and pushing another 16 to the back burner. The state feels that a certain clause in the SSAs — that no competing roads be allowed to come up near NHAI highways —takes away its right to plan and execute its own projects. In the absence of SSAs, banks have refused to finance the projects further, commissioned between 2009 and 2011 and currently in various stages of execution.SSAs bind the state government to providing land, environment and mining-related clearances, help in providing utility services and enforcing law and order, besides agreeing to the no-competing roads clause.
In the absence of SSAs, the NHAI is also going slow on as many as 16 new projects in UP. A senior NHAI official said the agency was trying to persuade UP to sign the agreement in its talks with state government officials.
“The matter is being tracked at the highest level. Next week, we are meeting UP chief secretary Jawed Usmani and hope for a positive outcome,” the official said.
NHAI has also informed the government that without the SSA in place, 16 new projects in the state currently in the detailed project report and bidding stages, will not be launched.
“The state has expressed its reservation on the clause barring any competing roads in the vicinity. We are trying to resolve the issue,” the NHA official said.
“The delay on part of the state has led to delays in the completion of the projects and cost overruns. Our concessionaires are being unduly hit. We need to ensure their interests are not harmed,” the official added.
The seven projects include the Moradabad-Bareilly road (IL&FS, 121 km, Rs 1,267 crore,) Etawah-Chakeri section of NH-2 (Oriental Structural Engineers, 160 km, Rs 1,698.50 crore) Bareilly-Sitapur road (Era Infra, 151 km, Rs 1,951.50 crore), Muzafarnagar-Haridwar stretch (Era Sibmost Infra, 80 km, Rs 1,007 crore), Delhi-Agra road (Reliance Infrastructure, 180 km, Rs 2,960 crore), Lucknow-Rae Bareli (Essel Group, 70 km, Rs 800 crore) and Bareli-Allahabad Road (119 km, Rs 290 crore).
An official with the state PWD department which oversees road projects said signing the SSA means giving up the right to plan and build roads. “The NHAI is pushing an umbrella SSA agreement for all of its projects in the state, which, we think, is an infringement on the rights of the state government. We are trying to work out a way where we can sign project-based agreements, as was done earlier, instead on a blanket agreement,” said an official of the PWD department.
Earlier, the state used to give project-specific approvals, but in the last three years, no NHAI project has been approved. The Mayawati government had, in fact, refused to approve even specific projects. While the Akhilesh Yadav government is reviewing the decision, it is yet to come on board regarding the SSA.
Source-http://www.financialexpress.com
NHAI not keen on Rs 14k-cr Delhi-Jaipur expressway
August 23, 2013
TIMSY JAIPURIA
The National Highway Authority of India (NHAI) has expressed its disapproval for the proposed Rs14,000-crore Delhi-Jaipur Expressway project citing a slew of challenges, including its inability to provide funds, lack of investor interest and low traffic projections.
The NHAI asked the roads ministry to reconsider its decision to construct the proposed 265-kilometers Expressway, which was earlier envisaged on the lines of Yamuna Expressway and came up recently for fast-track clearance in the steering committee for infrastructure set up by the prime minister.
In a letter written to the secretary-roads, Vijay Chhibber , NHAI chairman R P Singh said: “The original idea of construction of the expressway with development of townships alongside is unworkable. Keeping in view the present scenario, it is unlikely that expressway will get favourable response from the market.”
The expressway was part of the government’s original plan of constructing 10 expressways by 2006-07.
The prime minister’s steering committee on infrastructure asked the roads ministry to work on the financial model for the Delhi-Jaipur Expressway and complete the pre-feasibility study by August 15 so that the proposed project could be awarded at the earliest.
However, with the difference of opinions between NHAI, road ministry and Planning Commission, the pre-feasibility study is yet to be completed and the financial model is still not decided.
Singh said in his letter that even the per kilometer construction cost of this expressway projected is estimated to be upwards of Rs 50 crore.
“In the present juncture it is very unlikely that the private sector will be interested in making such investments.”
Singh said that even after several meeting with merchant bankers, institutional lenders and developers “implementing the expressway through BOT, would be a big challenge.”
He has also cited that the fall in the traffic has also raised questions on the viability of the project “even with high levels of viability gap funding.”
“Out of the cess/toll allocated to NHAI, there is no likelihood of any surplus being available for expressways. In fact, for the past two years, a part of the share of the cess revenue of NHAI has been withheld by the government as also the plough-back of toll revenue, premium etc. The NHAI, therefore, has no financial resources to think of expressway projects,” Singh said in the letter.
Sources said where NHAI is totally against the project citing lack of finances, road ministry is yet to decide any one particular financial model — whether to explore the model suggested by the Planning Commission to monetize real estate along the sides of the expressway or to take a loan from Japan.
The pre-feasibility study is now at early stage, the estimated net present value of the project is said to be pegged at Rs 7,691 crore.
“NHAI has directed the ministry to also talk to the CEO DMICDC Amitabh Kant to look into the possible financial models. Ministry officials have met him and he has suggested us that a loan from Japan can be availed for 40 years at a 0.4% interest rate with a commitment that 30% of the contracts have to be given to Japanese firms or a 30-year loan at a 1.4% interest rate with some conditions. So it is now for the ministry to decide,” said a senior official from the ministry of road transport and highways.
The Planning Commission recommended the model adopted by states in the case of Ganga and Yamuna Expressway for Delhi-Jaipur Expressway also. In case of Ganga and Yamuna expressways, the land along the sides of the expressway are sold to real estate players for developing townships to fund the deficit amount of the construction.
Sources said given the difference of opinion among the various government departments, it is unlikely the Delhi-Jaipur Expressway would be awarded anytime soon.
Vishwas Udgirkar, senior director at Deloitte said, “We already have an expanding national highway on the same (Delhi-Jaipur) stretch, that itself is taking a lot of time in construction. The traffic projections are also slipping, so I do not think the idea of developing an expressway on the same route makes sense now.”
Get ready to pay toll tax on three state highways
August 19, 2013
TNN |
LUCKNOW: Get ready to pay toll tax on at least three state highways (SHs) in east UP with the state public works department (PWD) all set to hand over these state highways to private concessionaires for their development and maintenance.
The three stretches, mainly in east UP, which have been selected for development by the private sector include Farenda-Jarwal in Gonda (SH-1A), Basti-Mehndawal-Kaptanganj-Tumkuli in Kushinagar (SH-64) and Gorakhpur-Maharajganj (SH-81). The stretches totaling around 200 Kms have been identified for they being the high traffic density stretches. PWD sources said that one stretch in west UP — Muzzaffarnagar-Saharanpur – too is proposed to be broadened with private participation.
Principal secretary, PWD, Rajneesh Dubey said that as per the condition laid down the stretches will be four laned and will have paved shoulders (an extra lane for vehicles to stop).
“The state government will soon start the process of development of these stretches on a public-private-partnership (PPP) model. The state government, in all, has proposed to take up broadening of 1300 Kms of state highways in the state. The other 1,100 state highways will be taken up with the help of state funds.
Dubey said that the state government will be providing funds for development of other state highways. For example, Mau-Ballia state highways is proposed to be four lane using state funds. So will be the case with Bareilly-Badaun which will be broadened by two lanes with the help of state funds.
The state has 83 state highways stretching over a length of over 7500 Kms. Of this more than 1300 Kms are only seven meters broad, that is they are two lane. Dubey said that the state government has already sanctioned funds for broadening of around 670 Kms of state highways. ‘”Work on the said stretches are already under construction and are proposed to be completed in the next few years,” he said. More over, Dubey said, the state government will also begin the work on construction of inter state highways that will connect UP with Rajasthan and Madhya Pradesh.
Construction of roads have been taken up on a priority basis by the UP government considering the fast approaching Lok Sabha elections. Sources said that construction wing of the PWD has been asked to prepare the detailed project reports of all state highways which are proposed to be widened in the next few years. At the same time some of the state highways are gradually proposed to be handed over to the National Highway Authority of India (NHAI).
State highways which are proposed to be developed on a public-private-partnership basis
Parliament nod to bill seeking expansion of NHAI
August 14, 2013
“The bill has limited scope, that is to increase the number of permanent and part-time members in NHAI,” Road Transport and Highways Minister Oscar Fernandes said in the Upper House.
Responding to queries of some members on pitiable condition of roads causing accidents and growing corruption in the system, he said “I am very much concerned about this” and adequate measures will be taken to address these issues.
Fernandes said advanced technology is being used at present to repair roads wherever necessary to ensure maintenance-proof highways.
A direction has also been issued to see maintenance work on roads are completed much before monsoon season, he added.
At present the NHAI consists of a chairman, up to five full-time members and up to four part-time members.
The Bill seeks to expand the Authority and it will now consist of a chairman, up to six full-time members and six part-time members.
It mandates that at least two of the part-time members must be non-government professionals with knowledge or experience in financial management, transportation planning or any other relevant discipline.
Induction of outside professionals is expected to enhance the capacity of the NHAI to take strategic decision, widen its perspective, bring in the best management practices, and assist in achieving the goal of higher private participation.
Earlier, participating in the discussion on the bill, members expressed grave concern over the pitiable conditions of national highways leading to a large number of deaths due to accidents.
Gyan Prakash Pilania (BJP) said there was hardly any logic to increase the number of full-time member by just one, particularly when 16 people die on Indian roads every hour.
“It is not a matter of BJP or Congress or any other party …1.43 lakh people died on Indian roads in 2011. India tops the list in the world…,” he said.
“This is because of bad roads, bad management,” he said. Narendra Kumar Kashyap (BSP), who said his party would support the amendment, attributed deaths on roads to mismanagement and wondered why the government could not find a solution.
Highlighting the pitiable condition of roads, particularly NH-31 that passes throughWest Bengal, Prasanta Chatterjee (CPI-M) said the present functioning of NHAI was not up to the mark.
Arvind Kumar Singh (SP) said till efficiency is brought in the functioning of NHAI, amendments will serve little purpose.
N K Singh (JD-U) said the Bill has failed to address the “endemic” problem afflicting the highway sector and wondered as to why NHAI chairman’s post was lying vacant for 17 months.
He said that while expanding the size of the NHAI Board, government should ensure that induction of a member from the private sphere does not lead to any conflict of interest.
K P Ramalingam (DMK) alleged that the “attitude of some political parties” are delaying execution of highway work in Tamil Nadu, a suggestion contested by V Maitreyan (AIADMK).
Raising the issue of the condition of highways in Maharashtra especially the condition of Mumbai-Pune corridor, Bharatkumar Raut (SS) favoured decentralisation of powers of NHAI for better road maintenance.
Anand Bhaskar Rapolu (Cong) suggested that toll plazas could be put to good use with provisions for attending to accident victims immediately.
Pyarimohan Mohapatra (Ind) suggested that the chairman of NHAI should be of the rank of secretary as against the provisions in the Bill where an officer of the additional secretary rank has been proposed to be the chairman.
Ravi Shankar Prasad (BJP) wanted to know when the Minister was “going to free national highways of corruption”.
Bharatsinh Prabhatsinh Parmar (BJP), R N Mohapatra (BJD), and D Bandopadhyay (TMC) also spoke.
BOT projects hit speed-bump
August 13, 2013
Plagued by the weak financial position of players, delays in project clearances and low estimated traffic density for many stretches on offer, BOT (build-operate-transfer) projects in the roads sector have hit a roadblock and severely dented the pace of development of road infrastructure in the country.
Dwindling developer interest in BOT road projects is mirrored in the fact that awarding for national highway projects slowed to an eight-year low of 1,933 km in 2012-13 (this includes awarding both by National Highways Authority of India and the Ministry of Road Transport & Highways).
Financial position
The financial condition of many players in the sector is so precarious that the situation is unlikely to improve drastically in the current year. We expect nearly 2,600 km of awarding in 2013-14; nearly 50 per cent of this will be part of Phase IV, which mostly involves low traffic density stretches.
Pertinently, most of the projects will be awarded on EPC (engineering, procurement and construction) basis, not BOT.
It is not just awarding that has suffered in the past year or so; project execution too has taken a beating. During 2011-12, awarding hit a 9-year high of 7,283 km, however, at least 25 projects involving 3,300 km of roads are currently stalled.
Of these 25 projects, about 60 per cent are held up due to land acquisition or environmental clearance issues while the rest are stuck due to the inability of companies to achieve financial closure. We don’t see things on the ground changing swiftly; project execution will remain flat around 3,500 km during 2013-14 also.
This slump in attractiveness of BOT projects is largely the outcome of aggressive bidding by developers a couple of years ago. Projects awarded in 2011-12 faced delays in achieving financial closure as many players had bid aggressively by quoting a huge premium amount, based on highly optimistic road traffic density estimates that have not subsequently fructified. These aggressive bids lowered the viability of these projects.
Consequently, the gearing of many players is now very high due to a sizable portfolio of BOT projects under implementation; average gearing in companies in roads-BOT segment is 3.1 times as of 2012-13. Saddled with such high gearing, players have limited financial flexibility to bag more BOT projects. This was compounded by NHAI’s offer of relatively less attractive road projects in 2012-13, where traffic density, and thus, potential to make good returns was lower. The net result was a poor turnout of players for bidding.
Bank funds
Today, obtaining funds from banks is an even more arduous task for developers. Banks have become more cautious while lending to road projects since many of them are approaching their sectoral exposure limit towards the roads sector. In addition, banks are trying to ensure that land acquisition does not cause delays in the project.
Therefore, they are demanding that 80-100 per cent of the land be available with the developer at the time of awarding (typically, 40-50 per cent land is made available by NHAI at the time of awarding).
Many projects faced delays in getting environmental clearance and forest clearance, which added to the players’ discomfort and discouraged them from bidding for new projects. In the recent past, GMR and GVK filed for termination of two large BOT projects (awarded in 2011-12) citing delays in the allotment of land and clearances from NHAI.
The fall from favour of BOT projects among developers has left NHAI with little choice but to award more projects through the EPC route. EPC projects entail limited upfront capital requirement and lower risk compared to BOT projects, so player interest in them will remain high.
EPC route
Over the next 12-18 months, we expect most of the road projects to be awarded through the EPC route. This will boost the share of EPC projects in total investments to about 40 per cent in the next five years from 28 per cent in the past five years.
For the BOT road projects to pick up, funding availability needs to improve. While the government has tried to address this through steps such as relaxation of exit norms, in the current scenario these measures may not be enough. Developers on their part need to actively look at stake sale in operational BOT projects and at the same time look at equity infusion. While the implementing body and the project developers look at course correction, the road to recovery is expected to be some way off. Over the next couple of years both awarding as well as implementation is expected to remain subdued.
source: http://www.thehindu.com
NHAI seeks green nod in Ghaziabad for proposed redevelopment of national highways
August 12, 2013
Shivendra Kumar Singh, ET Bureau
(we assembled here to take…..)
GHAZIABAD: The National Highway Authority of India (NHAI) conducted a public hearing while seeking clearance from the Pollution Control Board (PCB) for its ambitious project for the proposed redevelopment of national highways-NH 24, NH 58 and NH 235 on August 4.
SK Mishra of NHAI and TU Khan of PCB attended the meeting along with Ghaziabad industrialists. The idea was to invite suggestions and address the grievances of industrialists, farmers and general people.
“We assembled here to take clearance from PCB, and we also wanted to address issues and get suggestions from people,” informed SK Mishra, project manager of NHAI. “The suggestions and problems have been noted and will be conveyed to higher authorities.”
Regional officer of PCB, TU Khan said, “As per the direction of the ministry of environment we conduct a public hearing where people are invited to tell their issues or give suggestions regarding the project. Our role is to forward it to the ministry.” The body is planning to build 152 kilometres of road along the aforementioned highways.
Industrialists demanded that a toll free service lane should be built along the entire stretch of 152 kilometers. On the occasion, general secretary of the RWA and vice president of Ghaziabad Industries Federation SK Maheshwari said, “If NHAI is converting an existing road into a toll road it has to construct a road of equal area alongside as per the rules laid down by the ministry of transport.”
He further added, “The body is making a 14 lane highway. We have appealed to convert it to 16 lanes.” The VP said that though the officials in the NHAI have agreed on the demands in principle, they are waiting for it in writing.
President of the Ghaziabad Industries Association Arun Kumar Sharma and the general secretary of the Sahibabad Industries Association also objected on the levy of the toll.
Maheshwari also suggested that the debris of the construction should be used to fill the roads. He opined, “There is a lot of construction activity taking place here. Instead of disposing them here and there why not make a proper use of it. This will also prevent the use of fertile soil of the land that is often used for filling the road. This is a very effective way and environment friendly too.”
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