Sanjay Kumar Sinha is the Founder and Managing Director of Chaitanya Projects Consultancy. He has over 35 years of experience in the infrastructure and consultancy sector. At the core of Chaitanya Projects Consultancy, he steers growth, finances, and quality with honesty and vision. In 2014, he expanded the company’s scope, skyrocketing revenue from 15% to nearly 50%. Inspired by Narayana Murthy and Ratan Tata, he lives by “Haara wahi, jo lada nahi” – only those who don’t try lose.
India’s highway network is growing rapidly with the aid of government programs like Bharatmala Pariyojana and the National Infrastructure Pipeline (NIP). In light of India’s commitment at COP26 to achieve net-zero emissions by 2070, the imperative for sustainable development has never been greater.
Highways can no longer be conceived solely as conduits for speed and connectivity; they must be designed as resilient, environmentally conscious corridors that harmonize economic advancement with ecological stewardship.
The Green Highways Policy, launched in 2015, changed the way India planned its roads. For the first time, road projects were required to include environmental measures, with 1% of the total cost kept aside for planting trees, beautifying roadsides, and taking care of the greenery over time. To make sure these efforts work, technologies like GIS mapping and geotagging are now used to track the survival of planted trees and check if the plantations are being maintained properly. Since many areas still face issues with regular maintenance and coordination, applying this across all regions is a formidable challenge.
Despite these challenges, the policy created a strong base. It made sustainability a part of road planning from the start and changed the way new highways are being designed, with more focus on the environment and long-term impact.
The materials used to build roads play a major role in sustainability than most people realize. In India, over 100,000 kilometers of roads have been built using recycled plastic. This approach, first adopted widely in Tamil Nadu and Maharashtra, not only helps manage plastic waste but also makes roads stronger and longer lasting.
In Rajasthan and several other states, new materials like nanopolymer-based soil stabilizers are being used instead of traditional resources like bitumen and aggregates. These stabilizers improve the strength of the soil, reduce construction costs, and help cut down emissions—making road-building more environment-friendly and cost-effective.
At the same time, industries are also becoming part of the solution. Waste materials such as fly ash from power plants and steel slag from factories are now being used in road foundations—especially in areas where these industries are located. This not only reduces pressure on landfills but also gives roads a solid, durable base while making use of materials that would otherwise be discarded.
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India is also changing the way roads are constructed to reduce their carbon footprint. Materials like low-carbon cement and warm mix asphalt are now being used more often, helping cut greenhouse gas emissions by up to 30% during construction. To make this shift more structured, some NHAI projects now require a Lifecycle Carbon Assessment (LCA) to be done at the Detailed Project Report (DPR) stage. This means project planners have to measure and account for emissions right from the planning phase—not just during construction.
Under initiatives like Gati Shakti, some projects are also incorporating carbon footprint tracking tools and trialing green rating systems to benchmark environmental performance throughout the construction lifecycle.
Although still at an early stage, electric-powered construction equipment is also being tested on projects like the Amritsar–Jamnagar Expressway. This marks a move toward cleaner construction practices and shows that sustainability is becoming a serious part of road-building in India.
As highways become more advanced, there’s growing focus on how to power the systems that run along them. Some roads are now being designed to generate their own electricity. For example, the Delhi–Meerut Expressway has solar panels installed on toll booths and lighting poles, which helps cut down on electricity bills and reduces pressure on the grid.
In Andhra Pradesh, solar lights are being tested along accident-prone areas, improving visibility in a cost-effective, eco-friendly way. At the same time, NHAI is looking into special pavements that can generate electricity through movement or sunlight. These innovations could help highways become partly self-sufficient—saving energy and supporting the environment in the long run.
In a country like India, where climate and rainfall patterns are unpredictable, managing rainwater properly is essential. The Delhi–Mumbai Expressway is leading by example. It includes more than 2,000 rainwater harvesting structures, which help reduce waterlogging and allow rainwater to soak back into the ground, boosting groundwater levels.
Planning for water management now starts early. Engineers are using GIS technology to map natural water flows and identify areas that can recharge underground water. This is becoming a standard step during project planning (DPR stage). Many infrastructure firms are also using hydrology data even before construction begins—ensuring roads are designed not just to handle water, but to use it wisely and sustainably.
Slope stabilization through bioengineering—using vetiver grass, jute geotextiles, coir mats, and native vegetation—is also being adopted to prevent soil erosion and maintain ecological balance along embankments.
Highways cutting through sensitive ecological zones must account for biodiversity. On corridors like NH 44 through the Pench Tiger Reserve, mitigation strategies include eco-ducts, underpasses, and canopy bridges to facilitate safe wildlife crossings. Alongside, landscape architecture now prioritizes native and drought-resistant species, which lower irrigation needs. Digitally tagged plantations, as mandated by the Green Highways Policy, are ensuring compliance and long-term plant survival, turning roadways into green corridors.
To reduce noise pollution near populated areas, newer projects are testing bamboo barriers, recycled rubber layers, and transparent acrylic panels as part of their environmental design strategy.
For sustainability to scale, it must be embedded from project inception. Infrastructure consultants play an important role here. Greenfield expressways like Delhi–Mumbai, Amritsar–Jamnagar, and Ambala–Kotputli, designed and supervised by leading consulting firms, offer examples of sustainability hardwired into each stage—from geo-mapped green cover restoration to EV-supportive infrastructure. Importantly, these projects align with State Action Plans on Climate Change (SAPCCs), reflecting a shift from environmental clearance as a formality to eco-design as a foundation.
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Green highways aren’t just about the environment—they’re also becoming digitally smarter. Under NHAI’s Digital Highways initiative, Optical Fiber Cable (OFC) ducts are being laid along national highways to support 5G, smart traffic monitoring, and real-time surveillance. When linked with BharatNet Phase II, these ducts help bring high-speed internet to rural areas. On expressways like the Delhi–Mumbai corridor, multi-utility ducts are also being added to avoid repeated digging for electricity, water, gas, or telecom lines—saving time and reducing future disruptions.
Intelligent Transportation Systems (ITS) such as Automatic Traffic Management Systems (ATMS), Variable Message Signs (VMS), emergency call boxes, and CCTV surveillance are already operational on corridors like the Eastern Peripheral Expressway—enhancing safety and efficiency in real time.
To make sustainable highways a reality, policies must move in step with innovation. Adding Sustainability Impact Assessments (SIAs), offering green performance incentives, and creating a national carbon registry can drive real accountability.
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