Professional Documents
Culture Documents
E-mail: secretarygen@irc.org.in/indianhighways@irc.org.in
Volume 43
4
Number 1
Contents
January 2015
ISSN 0376-7256
From the Editors Desk - Overview of Road Accidents and Users Behaviour in India
Page
5
Technical Papers
Online Ticketing System Development for Web GIS Based Apts
&
Shambhavi Mishra
14
B.K. Roy
20
25
26
27
28
29
30
31
32
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
Edited and Published by Shri S.S. Nahar on behalf of the Indian Roads Congress (IRC), New Delhi. The responsibility of the contents
and the opinions expressed in Indian Highways is exclusively of the author/s concerned. IRC and the Editor disclaim responsibility and
liability for any statement or opinion, originality of contents and of any copyright violations by the authors. The opinions expressed in
the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
S.S. Nahar
Dear Readers,
Wishing you a very happy and prosperous New Year 2015.
Road accidents are avoidable human tragedy which create a serious adverse impact on the public health,
economy and in turn the society as a whole.
It is revealed that about 70% of the fatal road accidents in India occurred in the eight States only namely
Uttar Pradesh (12%); Tamil Nadu (11%); Andhra Pradesh (10%); Maharashtra (10%); Karnataka (8%);
Rajasthan & Madhya Pradesh (7% each state) and Gujarat (5%).
Out of total road accidents in India, one third occurs on NHs only whereas the percentage share of NHs
in the total road network in India is merely 2%. In about 45% of the road accidents LMVs (cars/jeeps
about 20% and two-wheelers/auto rickshaws about 25%) are involved. The balance 55% of road accidents is
attributed to the HMVs (trucks/buses/tempos etc.).
Over 80 percent vulnerable road users (pedestrians, bicyclists, users of two wheeler/autorickshaw) are
killed in road accidents in India. Nearly 90% of the road accidents are attributed to the drivers (human)
fault leaving only 10% due to other factors like poor road geometry, lack of safety elements, poor conditions
of the vehicles and bad weather etc.
It is stunning to share serious and dubious distinction that about 50% road accident victims are of the
age group of less than 40 years. This is severe stigma not only to the society as a whole but irreparable loss
to the nation economy as well. Perhaps, none of us has realised to the desired degree, the result of our usual
casual approach towards the warranted precautionary road safety provisions to avert the avoidable loss of
lives, a heinous mishap at our part.
I sincerely appeal to all readers, let us make a conscious self commitment to be equally sensitive for the
road safety and play a constructive role to ensure the mandatory inclusion of the warranted road safety
provisions like ensuring minimum setback distance on curves, rectification of black spots, proper sign boards
(preferably solar based)/retro-reflective road marking (including solar studs) at the vulnerable locations like
inter-sections/junctions etc while preparing/implementing the road maintenance and development projects.
(S.S. Nahar)
Secretary General
E-mail: secgen.rs@gmail.com
INDIAN HIGHWAYS, January 2015
1
INTRODUCTION
Ticketing is an important part of public
transport system, which customizes
the authentic travel in the public
transport and also takes care about
the economical gain with a check
on financial irregularities inside the
whole system. In India, public bus
transport has its importance in the
life of the dwellers to meet their daily
needs and a manual ticketing system
serves the purpose of ticketing in most
of the cities. The system observed in
the public transport buses in India, has
a ticketing operator who, produces
a receipt or ticket after receiving the
travel fare from the travelers, either
from pre-printed bunch of tickets or
from a small printer. This system of
ticketing is completely offline and
doesnt provide any information for
online users or to the public transport
management officials in real-time.
Web GIS based APTS as a whole has
three modules as per its usage by the
three different users. Ticketing System
designed to be used by the bus system
operators, is one of the three modules
of the presented system.
2
FUNCTIONALITIES
EXPECTED
FROM
THE
TICKETING SYSTEM
The functionalities expected from the
designed web based ticketing system
are discussed as hereunder:
* Professor, Civil Engineering Deptt., IIT, Roorkee, E-mail: pkaerfce@iitr.ernet.in, **Asst. Professor, Deptt. of Civil Engineering, College of
Technology, G.B. Pant University of Agriculture & Technology, Pantnagar Uttaraklhand, *** Research Scholar,C.Engg. Deptt, IIT, Roorkee
TECHNICAL PAPERS
3
3.2 Database
The database is a main unit of data
storage, which is a collection of tables
with typed columns. SQL Server
supports different data types, including
primary types such as Integer,
Float, Decimal, Char (including
character strings), Varchar (variable
length character strings), binary (for
unstructured blobs of data), Text (for
textual data) among others.
3.3 Microsoft
Visual
Studio
Integration
Microsoft Visual Studio includes
native support for data programming
TECHNICAL PAPERS
Data Logger feature of GPS Studio has
been used to log the real-time G.P.S.
data including Latitude and Longitude
Fig. 3 GPS Studio Data Logger, used to Log the G.P.S Data
TECHNICAL PAPERS
Tier serves the queries and other C#
logics to upload select and retrieve the
required data for the working of the
system. Whereas the Application Tier
provides the web pages and functioning
designed through GUI by event based
programming. These GUIs for the
web based ticketing system have been
designed in Microsoft Visual Studio
.NET using ASP.NET frame-work.
3.14 ASP.NET Framework
Microsofts previous server side
scripting technology ASP (Active
Server Pages) is often called as classic
ASP. ASP 3.0 was the last version
of classic ASP. ASP.NET is the next
generation ASP, which is not an
upgraded version of ASP. ASP.NET is
an entirely new technology for serverside scripting and is a major part of the
Microsofts .NET Framework.
The NET Framework is an environment for building, deploying, and
running Web applications and Web
Services. NET framework provides
facility for easier and quicker
programming which reduces the
amount of code, creates declarative
programming model, richer the server
control hierarchy with events with
larger class library and better support
for development tool.
The NET Framework consists of three
main parts, Programming languages
(C sharp, visual basics etc.), Server
and client technologies (ASP. NET,
Windows forms etc.) and Development
environments (Visual Studio .NET)
3.15 Main Web Page for Ticketing
System
After the successful login at the
main web page of Web based APTS,
ticketing system users can navigate
to the Ticketing System Web Page
through the URL provided at the main
page interface. At the start, the first
web page of ticketing system offers
the functionality to user for entering
the bus number and the numbers of
total available seats inside the bus.
These values entered in the provided
text boxes are then stored in the
Sessions. The values stored in
1
INTRODUCTION
Growing of urban centres in
Cosmopolitan and metropolitan cities
in developing country is a continuing
process. Growth of population and
motor vehicle coupled with socioeconomic development are resulting
in steep increase in transport demand.
India has experienced a tremendous
increase in the total number of
registered motor vehicles. The total
number of registered motor vehicles
working
environment,
people
(motorists) greatly depend on
automobiles to commute to their
destinations. The concern is parking
of these increasing vehicles is crucial
at every destination. Parking is ever
growing challenge for Driver and
Service Provider, the drivers are
frustrated because of bad system and
Service Provider is concerned with
the revenue management and the
gap between supply and demand of
parking. Past result shows that the
demand will increase in future as the
vehicle population is increasing day by
day. Usually an automobile (private)
runs on road for approximately
2-3 hours in a day, so rest of
22-21 hours in parking lot at several
locations during different point of
time. Parking convenience affects
the ease of reaching destinations and
therefore affects overall accessibility.
Management of parking supply is
a balancing act: Too much parking,
particularly if provided in surface
lots, uses valuable land resources
and often results in widely-spaced
and
disconnected
development
patterns. Too little parking - or
poorly designed or located parking
TECHNICAL PAPERS
- can result in parking spill over to
adjacent areas, lead travelers to choose
alternate destinations, and/or inhibit
development.
1.1 Objectives
The objectives of the study are:
i) Evaluation of present scenario
of parking system.
ii) Determination of parking
characteristics which will
consists of Parking space
inventory, Parking Volume,
Parking loads, Parking Index,
Parking Turn Over and parking
accumulation.
iii) Identification of commuters/
user
and
provider
requirement.
iv) Role of public transport and
pricing strategy.
v) To assess solution, smart
existing strategies will be
suggested.
1.2
Identification of Parking
Problem
The parking problem can be identified
from the perspective of two parties
associated with parking process:
1.2.1 Consumer (Driver)
When they buy a parking ticket at
entry of parking area, no information
regarding the free parking lot is
provided to driver, they have to find
the free parking lot with their own
efforts. Some of the time, driver wont
get the parking space in the parking
area and they have to go other parking
sub-area to park their vehicles. So, this
whole process of finding free parking
lot leads to frustration because of time
loss, money waste (entry fee is nonrefundable either you got the parking
lot or not), fuel cost, environmental
loss (excess emission of carbon
dioxide), accident cost etc.
The challenge associated from
consumer (drivers) point of view is
to provide the closest parking space
to their destination at the lowest price
possible and as fast as possible.
10
1.2.2
ment)
Implementation of Smart
Parking Technologies
Smart parking technologies are
designed to get drivers door-to-door
to their ultimate destination without
searching and the uncertainty related
to cost, travel time, payment, and other
practical considerations. These services
can facilitate or enhance the parking
process and may include, among many
other things, giving customers the
ability to pay for parking using their
cellular telephone (m-commerce),
automatically directing drivers to
empty parking spaces or automating
payment via smart cards. Some such
technologies are Pre- trip parking
information, Parking lot vacancy
information (pre-trip and enroute),
Provision of online reservation
facility, Parking navigation and driver
guidance system, Individual bay
occupancy status information. There
are many examples around the world
where the Smart Parking Technologies
has been enforced to pull off the above
benefits; few are enlisted below:
i) Heathrows Terminal 5 that
directs drivers to an empty
parking space and then on the
way home shows the driver
a 3D map image on a screen
indicating where the car is
parked.
1.4
TECHNICAL PAPERS
1.4.3
Segment of consumers
S. No.
Parking Sub-Area
Parking sub-area-1
200
Parking sub-area-2
548
Parking sub-area-3
278
Psa-1
Psa-2
Psa-3
Before 10:00AM
34
57
14
10:00-11:00AM
154
226
108
11:00-12:00PM
257
375
163
12:00-1:00PM
389
491
211
1:00-2:00PM
412
60
257
2:00-3:00PM
491
690
293
3:00-4:00PM
558
770
351
4:00-5:00PM
553
777
379
5:00-6:00PM
531
739
372
6:00-7:00PM
439
637
336
7:00-8:00PM
298
481
259
8:00-9:00PM
160
282
157
9:00-10:00PM
50
75
41
3
Data Analysis
Parking characteristics associated
with the Parking Supply (Capacity)
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TECHNICAL PAPERS
Table 3 Parking Characteristics Associated with the Field Survey
S.No
Findings
PSA-1
PSA-2
PSA-3
The peak parking demand
is 379 PCU which is 36
percent higher than the
theoretical capacity (278
PCU) of parking sub-area.
Peak
Demand
Capacity
2.
Overloaded Period
3.
Parking Turnover
4.
1.
0.70(<1)
0.73(<1)
5.
Parking Index
141.78%
136.33%
6.
Composition
vehicles
However,
Parking
of
Heavy
Vehicle,
Commercial vehicles &
Three wheelers (Auto
rickshaw) were nil.
However,
Parking
of
Heavy
Vehicle,
Commercial vehicles &
Three wheelers (Auto
rickshaw) were nil.
12
TECHNICAL PAPERS
and tear + frustration + tensions will
driving.
= Rs. 40/- + (Traffic congestion + Time
loss + money loss + vehicle wear and
tear + frustration + tensions of drive)
This Parking managerial step also
leads to equity in the society.
4.2 Pricing
Currently the parking price in CBA
(Sector-17) is Rs. 2/- for two wheelers
and Rs. 5/- for four wheeler, for
the whole day. These pricing rates
are quite encouraging for long term
parkers or demand increasing. Rather
the pricing rate should be encouraging
to short term parkers, so that maximum
number of users can utilize the facility.
Hourly basis pricing could cause
various changes; reduced vehicle
ownership, vehicle mode shifts (from
driving to walking, cycling, and public
transport), parking location changes
(to cheaper or free parking spaces),
Trip schedule changes (from priced
to unpriced periods); and shorter stop
duration.
4.3 Three People in a Car
It has been observed that there are
many empty seats in cars coming for
parking in CBA, which adds up to a
lot of unused capacity. So, a car having
less than three passengers will be
charged double in price.
4.4 Carpooling
Employees working in CBA have quite
a similar time of coming and leaving in
morning and evening respectively. So,
those employees who have same route
between their origin and destination
must be encouraged for carpool. Give
car pools the most convenient space in
the parking lot.
5
CONCLUSION
The parking is an issue which
is concerned to everyone in the
community. All types of systems will
be needed to address the parking
challenge. The various fact and
findings of the study are listed below.
1. The average peak parking demand
for all the three parking sub-areas
is higher than the ultimate parking
supply by 40 percent.
2. All three parking sub-areas are
fully packed to their capacities
and are in-fact over loaded for the
period for 8 hours, 6 hours, 5 hours
out of study hour.
3. The utilization percentage is above
100 percent.
4. It is found that for almost 10 hours
out of 12 hours, the number of
long term parkers is predominant
than the short term parkers. This is
clearly depicted in Table 2.
5. The composition of vehicles in
OBITUARY
The Indian Roads Congress express their profound sorrow on the sad demise of Late Shri B.P.
Agnihotri, resident of B-27, H-Sector, (Near Sangamchourah), Aliganj, Lucknow (UP). He was an
active member of the Indian Roads Congress.
May his soul rest in peace.
13
1
INTRODUCTION
Landslides along roads in India have
been experienced since 19th century, but
started attracting serious notice since
1950s, more or less contemporaneous
with the opening up of hilly and
mountainous regions, which required
the widening of pre-existing narrow
roads and construction of new ones.
On some of these roads, which include
National Highways, repetitive traffic
disruptions due to landslides have
reached unprecedented proportions,
with vehicles sometimes stranded in
their hundreds and passengers in their
thousands, and essential supplies cut
off for entire regions. Such disasterlike consequences of landslides attract
much notice, including in the news
media, which reflect rather adversely on
highway engineers and administrators.
It is time, therefore, for the highway
community to find lasting solutions to
landslides along roads.
2 LANDSLIDE INCIDENCE
ALONG ROADS IN INDIA
2.1 Routes
and
Networks
Affected
According to available information
from news reports and published
papers, all the National Highways
traversing the Himalayas are affected
by landslides every year, accompanied
with traffic disruptions in various
degrees. Similar is the situation with
National Highways providing arterial
access through hilly terrain in the
14
TECHNICAL PAPERS
are apt to be relatively costly, which
requires
their
cost-effectiveness
to be established and proven in
practice, based on a concerted regime
of investigations, analysis and
instrumented performance monitoring.
While analytical resources are available
off-the-shelf as hardware and software,
institutional resources and capabilities
for investigations and instrumentation
are largely lacking in the road sector.
It is indicated from reported case
histories that investigations usually
fall short of what are required for
characterizing slide causation factors
with the degree of detail and reliability
required for working out long-term
stabilization measures.
Investigations and instrumentation
for landslides involve the unusual
combination of field capability and
technological sophistication. This area
of activity has been like no-mansland, resulting from the more or less
undefined relationship between road
agencies and their expert agencies,
the latter usually acting in an advisory
capacity.
Deficiencies
in
Current
Landslide Control Practices
Prevailing lack of success with
landslide control is indicative of
both institutional and methodological
weaknesses. Certain specific such
deficiencies have been pin-pointed
in National Disaster Management
Guidelines: Management of Landslides
and Snow Avalanches:
a) Technological interventions
in many cases have not been
sensitive to the needs of
specific sites, and there has
been very little technological
innovation in India in the area
of landslide control.
b) Slope instrumentation for the
monitoring and prediction of
landslides has so far generally
not been practiced. Detailed
3.3
4.1
Policy,
Institutional
and
Techno-logy Aspects
It is clear from the facts and informed
views presented earlier that apart
from short-term measures to keep
traffic going, no discernible strategy
has emerged for managing landslides
along roads on a planned and longterm basis. A group of Indian landslide
experts meeting at Vellore, Tamil Nadu
in March, 2006 concluded:
As of today, the country is grossly
deficient in good, pace-setter examples
Formulating
Policy
for
Landslide Management
Road policy for mountainous regions in
India has historically been concerned
more with expansion of road networks
than with their level of serviceability
and environmental impact. Such an
approach has resulted in unscientific
and unplanned development in the
hill areas. Thus, the prevalence of
landslides along roads is basically
rooted in policy and planning
oversights.
There should be no place for policy
oversights by way of ignoring landslide
risks when planning and designing
roads, or upgrading existing ones.
Design and costing for mountainous
roads, both in preliminary and detailed
engineering stages, must realistically
provide for assessing and mitigating
landslide hazards, and this should find
recognition in planning and financing
as well.
IRC:SP:48-1998 Hill Roads Manual
(Indian Roads Congress, 1998)
recommends very briefly on landslides:
15
TECHNICAL PAPERS
Avoid or eliminate the problem
(Clause 11.6.1), which needs to be
spelled out in sufficient detail as a set
of policy norms for landslide control.
Such a normative document issued by
IRC can be used by individual road
agencies to conduct policy dialogues
internally and work out enabling
procedures for landslide control. Dr.
R. K. Bhandari, well-known as a
landslide and disaster management
expert, recommends the following
approach:
Aim at state-of-the-art reports,
guidelines, manuals and standing
operating instruction on diverse
aspects of disaster risk reduction in the
highway sector. Establish a highway
engineering
disaster
knowledge
network as a subset of the highway
engineering knowledge network.
4.3 Building up Institutional and
Technological Capabilities
Any policy for anticipating and
controlling landslides along roads has
to be supported by the appropriate
institutional
and
technological
capabilities. Some degree of core
capability would have to exist within
the road agency itself, in order
that decision-making and directing
for landslide management might
be accomplished with speed and
confidence, without being unduly
dependent on external agencies (who
might be utilized for detailing and
implementation of decisions taken).
In remedial and preventive aspects of
landslide control, involving specific
design and construction issues,
decision-making will lie primarily with
geotechnical and road engineers, with
the geologist providing cooperative
support. In the avoidance aspect of
landslide control, as in selecting new
mountainous alignment, decision
making shifts more towards geological
assessment, with geometric design
16
TECHNICAL PAPERS
control had received comprehensive
attention in planning, design and
construction of the motorway, guided
by a Panel of Experts reviewing route
selection, design and construction
planning, as prepared section-wise
by detailed engineering consultants.
Initial geological assessments were
utilized to avoid areas inherently
susceptible
to
instability.
For
certain alignment segments, special
investigations and design exercises
were undertaken. In some other areas,
geological conditions revealed during
construction
necessitated
design
changes, including realignments.
Tunnels and viaducts were used to
bypass a number of stretches found
unsuitable for supporting cuts and
fills.
5.4 Landslide
Management
by DOTs (Departments of
Transportation) in USA
Many states in USA are confronted
with moderate to serious landslide
susceptibility. DOTs in the landslideaffected states have long paid special
attention to countering rockfalls,
which tend to be relatively small
events but pose unacceptably high
risks of injuries and fatalities. Most
DOTs make use of in-house teams of
geologists and geotechnical engineers
for assessing and mitigating landslide
hazards, supplemented with the
services of consultants. Significantly,
Highway Geology Symposiums have
been organized annually in USA
since 1950, serving as a platform for
interactions among geological and
geotechnical professionals working in
the highway sector.
6
CONCLUSIONS
AND
RECOMMENDATIONS
a) Summing up the landslide situation
along roads in India
i) Landslides along roads have
an essential component of
the ongoing process of road
technology modernization. This
requires a combination of policy
initiatives, institutional capacity
building and resources provision
on part of road agencies.
d) Initiatives and actions required
The Indian Roads Congress may
provide detailed policy guidelines
on landslide control for adoption
and adaptation by individual road
agencies. Based on agency-level
policy framework so established,
capacity building and resources
deployment
for
landslide
control can proceed in stages,
while progressively building up
capability
using
hands-on
experience gained.
e) Necessity for geotechnical unit
within road agencies
The core capacity for landslide
control within a road agency may
take the form of a compact but
competent geotechnical unit, with
additional resources accessed on
a job-wise basis using consultants
and specialist vendors/contractors.
The roles and relationships among
various agencies engaged in
landslide control should be welldefined contractually for ensuring
the performance of all component
tasks,
with
leadership
and
coordination provided by the road
agency.
f) Consultancy services for landslide
control
There exist both the role and
the challenge for consultants
to
contribute
to
landslide
control, including in relation to
widening and new road projects
in mountainous terrain, project
preparation for which have been
or would be assigned to
consultants.
17
TECHNICAL PAPERS
APPENDIX A
EXAMPLES OF LANDSLIDE INCIDENCE ALONG ROADS IN INDIA
A1 Landslides Affecting Roads in Nilgiri District, Tamil Nadu
Mountainous Nilgiri district is as well-known for its tourist attractions as for landslides. Ooty (Udhagamandalam), the
district center, is connected by NH 67, which along with local roads and human habitations, remains chronically affected
by landslides. This is ascribed to commercialization and immigration explosion, upsetting the long undisturbed mannature balance maintained by indigenous communities, with population rising from 111,437 in 1901 to 735,071 in 2001.
According to State Planning Commission, Tami Nadu (2011), landslides arean annual recurring phenomenon in Nilgiri
district, causing loss of lives and properties, disruption of communications, cutting off access and posing risks to tourism
itself.
A2 Landslides Along Jammu-Srinagar Road (NH 1A)
Jammu-Srinagar Road, 290 km long, is the lifeline of the elevated Kashmir valley, but has remained severely affected by
landslides since 1960s. Originating as a narrow road prior to 1920, this road did not experience any significant landslide till
early 1950s. After its designation as a National Highway in 1956, some widenings and alignment improvements followed.
By mid-1960s, the road was becoming noticeably susceptible to landslides, which further aggravated as the road was later
widened to 2-lane configuration, largely following the pre-existing alignment. Strenuous maintenance efforts by BRO have
somehow kept traffic moving, though with interruptions averaging 40 days in a year (PIB release 73488, 26 July 2011).
The landslides are usually triggered by rainy spells, sometimes accompanied with snowfall at high altitudes. A diversion
alignment for bypassing the worst-affected reaches, incorporating a succession of 3 tunnels of 0.69km, 8.45km and 9km
lengths respectively, have been under construction (PIB release 5404, 12 November, 2009). The lesson seems to be that
a mountainous alignment that has worked for a narrow road might not be viable stability-wise for a wider road involving
deeper and wider cuts/fills.
A3 Landslides Affecting Road Network in Uttarakhand
Himalayan terrain in Uttarakhand is naturally prone to landslides, aggravated by human interventions. In recent years, there
has been a rapid surge of road construction all over the state without allowing for the essential geological parameters
which are a necessity for stability of existing slopes. Barnard et al (2001) had earlier observed: Approximately two-thirds
of the landslides were initiated or accelerated by human activity, mostly by the removal of slope toes at road cuts.
As typical illustration, the location-wise and year-wise distribution of landslides along an 11km-long section of
Dharasu-Uttarkashi-Gangotri Road (NH 108) is represented in Fig. A1. The entire road section is shown to be littered with
numerous landslides, including those recurring year after year.
Uttarakhand witnessed widespread landslides in 2010, with 1,500 roads affected, severely disrupting public life and the
state economy itself (PTI, 22 September, 2010). As if this was not enough, a landslide-related disaster involving tragic and
unprecedented loss of life 6.054 dead and missing (presumed dead) devastated northern Uttarakhand in mid-June 2013.
Some 2.300 roads were blocked by landslides, causing delays and difficulties even in rescue operations (PTI, 27 August,
18
TECHNICAL PAPERS
2013). Pilgrim and tourist arrivals in Uttarakhand during January to June, 2014 was only 10% of what it used to be earlier,
thus badly hitting the tourism industry, a mainstay of the state economy (The Statesman, Kolkata, 13 July 2014).
A4 Years-Long Traffic Disruption Along NH 55 in West Bengal Due to Landslides
A striking example of long-duration traffic disruption due to landslides is provided by NH 55, giving access to Darjeeling,
the well-known tourist destination. NH 55 has remained closed to through traffic since June 2010, due to massive landslides
at two locations with earlier landslide history (The Telegraph, Kolkata, 5 August, 2013). The indefinite closure of NH 55
to through traffic might well be seen as a forewarning of the shape of things to come on other mountainous roads showing
continuing aggravation in landslide incidences.
A5 Landslides Along NH 31A, NH 310 and North Sikkim Highway
NH 31A, 92 km long, connects the Himalayan state of Sikkim to the Indian road network at large, as also to the nearest
railhead. However, this lifeline of Sikkim gets choked off and on due to landslides.
NH 31A joins up with North Sikkim Highway (NSH), 180 km long and reaching India-China (Tibet) border. NSH has
been described as bristling with landslide problems of a bewildering variety. Equally landslide-prone is 87 km-long
NH 310, branching off from NH 31A near Gangtok and terminating at Nathula pass on India-China (Tibet) border. In fact,
Sikkims entire road network, with 4,300 km total length and rather dense for a mountainous state, remains highly prone to
landslides, further accentuated by periodic earthquakes.
Prakash (2004) has provided historical details about remedial activities undertaken by BRO during1969-2000 for 5 major
and recurring landslides at km 8.3, 11.8, 26.4, 60.8 and 77 of NH 31A. Studies on these landslides were undertaken
between 1969 and 2003 by several expert agencies, including GSI, CRRI, CBRI, WPRS-Pune and IIT-Kharagpur. However,
no effective solutions have emerged and traffic movement relies on intensive but essentially ad hoc maintenance. The
expenditure on such maintenance during 1969-2000 for all 5 locations totalled Rs.162 million at (the then) current prices,
which would be equivalent to Rs 1.242 billion at 2010 prices (based on consumer price index series for industrial workers,
1959-2011). Landslide-related maintenance on NH 31A has clearly involved heavy costs just to keep traffic moving without
providing lasting relief.
A6 Landslide-Affected Access Routes in the North-East
The north-eastern states of Nagaland, Manipur, Mizoram and Tripura as also Barak valley in Assam, lying within or
surrounded by mountainous terrain, are critically access-dependent on a few National Highways, which themselves are
highly affected by landslides. The relevant situation with respect to 3 such key access routes is summarized in Table A1.
Table A1 Landslide-Affected Access Routes in the North-East
Access Route
States Accessed
NH 39: Numaligarh (Jn. with NH 37)- Assam, Nagaland, Manipur Severely affected by multiple landslides in Nagaland and in Mao-Imphal section
Dimapur-Kohima-Mao-Imphal-Moreh (also
Myanmar
across in Manipur. Has remained a chronic and worsening problem since 1950s,
(at Myanmar border)
international border)
despite remedial measures attempted, prompting demands for realignment.
NH 44: Nongstoin-Shillong-Badarpur- Meghalaya, Assam (Barak
Agartala-Sabrum (at Bangladesh valley), Tripura, Manipur (via
border)
NH 53), Mizoram (via NH
44A and NH 54)
Road sections adjoining Meghalaya-Assam border have become landslideprone since 1980s, disrupting road access every year. A 122m-long tunnel to
bypass the massive Sonapur landslide was constructed in 2008, but landsliding
on other stretches continues to disrupt traffic
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1
INTRODUCTION
The material management is a process,
or an art and science put together. It
is how a project is designed and how
the materials are estimated. It is how
materials are acquired and how even
the packaging is specified. It is how the
delivery schedule is designed. It is how
contractors plan use of the materials
and how they manage previously used
materials. It also includes how waste is
managed for use elsewhere rather than
being discarded or in landfill.
Materials are one of the major
constituents of the construction
industry. Depending on the type of
project, materials cost usually varies
from 40% to 60% of the total project
cost, highlighting the importance of
materials management.
It has been recognized that material
department can contribute effectively
to corporate profits, as purchasing is
considered a spending function and
every rupee saved in buying goes to
profit column of balance sheet. It can
be noted that the materials function
accounts for a major portion of cash out
flow in any organization. Therefore,
material management is not a simple
function but a dynamic discipline,
which can contribute greatly to
corporate profitability, resulting in the
growth of economy.
Enterprise Resource Planning (ERP)
packages have been in use for decades,
but changes in business and IT
strategies are driving implementations,
re implementations, and new utilization
* Senior Professor & Dean, National Institute of Construction Management and Research Goa, E-mail: isingh@nicmar.ac.in
20
TECHNICAL PAPERS
therefore have to be more responsive
to the customer and competition. ERP
as a business solution aims to help the
management by setting better business
practices and equipping them with
the right information to take timely
decisions.
Loh, Tee Chiat etal ( 2004) . To increase
competitive advantage, companies
require flexible business information
systems that adapt to rapid change. To
address these needs, enterprise business
applications must provide solutions
that concentrate on the customer by
integrating the supply chain. These
systems must allow information access
throughout the enterprise and provide
software that adapts to the business.
In addition, technical requirements
include true client/server computing
environment that supports relational
database technology and graphical user
interfaces. Most importantly, these
systems must provide open systems
through choice and integrate the
complete supply chain infrastructure,
connecting whatever systems an
organization has selected to meet its
information technology requirements.
A high-end solution featuring
integration of information
technology and business
application.
Seeks to streamline and
integrate operational processes
and information flows in the
organization to integrate the
resources.
The whole is greater than the
sum of its parts.
Each implementation is unique
and is designed to correspond
to the implementers various
business processes.
4.2 History of ERP
The history of ERP can be traced
back to the 1960s, when the focus of
systems was mainly towards inventory
control. Most of the systems software
was designed to handle inventory
based in traditional inventory concepts.
Increased
Privacy
Requirements
An ERP system should be an enabler
for meeting privacy and confidentiality
requirements, such as those of the
Federal Energy Regulatory Commission
(FERC) and the Health Insurance
Portability and Accountability Act
(HIPAA). Under FERC regulations,
for example, confidentiality must be
maintained regarding rates offered for
moving natural gas in a pipeline to
avoid giving unfair market advantage
to affiliates. HIPAA requirements
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TECHNICAL PAPERS
affect the privacy of medical records
for employees of the company.
In a typical implementation, the focus
of system security development efforts
is often on update access: permission
to change information and transactions.
View access is often less of a focus.
Due to the wide variety of information
available in an ERP system, an
understanding of confidentiality and
privacy requirements is needed, often
down to the data-item level. In addition,
resolution is required between the
often-opposing business goals of broad
information access on one hand and
information restriction for privacy and
confidentiality purposes on the other.
5.4
5.5 Supplementary
Software
Needs
Certain functions such as trading risk
management (hedging), tax, and land/
lease management are often addressed
outside the main ERP package. These
applications should be integrated with
the companys ERP system to help
ensure data consistency across the
enterprise. Integrating supplementary
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TECHNICAL PAPERS
Eliminates
the
problem
of synchronizing changes
between multiple systems
- consolidation of finance,
marketing and sales, human
resource, and manufacturing
applications.
Permits control of business
processes that cross functional
boundaries.
Provides top-down view of
the enterprise (no islands
of information), real time
information
is
available
to management anywhere,
anytime to make proper
decisions.
Reduces the risk of loss of
sensitive data by consolidating
multiple permissions and
security models into a single
structure.
Shorten production lead-time
and delivery time.
Facilitating business learning,
empowering, and building
common visions.
Some security features are included
within an ERP system to protect against
both outsider crime, such as industrial
espionage, and insider crime, such
as embezzlement. A data-tampering
scenario, for example, might involve
a disgruntled employee intentionally
modifying prices to below-the-break
even point in order to attempt to
interfere with the companys profit or
other sabotage. ERP systems typically
provide functionality for implementing
internal controls to prevent actions of
this kind. ERP vendors are also moving
toward better integration with other
kinds of information security tools.
6.2 Disadvantages
Problems with ERP systems are
mainly due to inadequate investment
in ongoing training for the involved
IT personnel - including those
implementing and testing changes as well as a lack of corporate policy
protecting the integrity of the data
in the ERP systems and the ways in
which it is used.
Customization of the ERP
software is limited.
Re-engineering of business
processes to fit the industry
standard prescribed by the
ERP system may lead to a loss
of competitive advantage.
ERP systems can be very
expensive (This has led to a
7 APPLICATIONS OF ERP
7.1 Commercial Applications
Manufacturing Engineering, bills
of material, scheduling, capacity,
workflow management, quality control,
cost management, manufacturing
process, manufacturing projects,
manufacturing flow. Supply Chain
Management Order to cash, inventory,
order entry, purchasing, product
configuration, supply chain planning,
23
TECHNICAL PAPERS
supplier
scheduling,
inspection
of goods, claim processing and
commission calculation.
Financials General ledger, cash
management,
accounts
payable,
accounts receivable, fixed assets. (As
shown in Fig. 2).
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GOVERNMENT OF INDIA
MINISTRY OF ROAD TRANSPORT & HIGHWAYS
REGIONAL OFFICE, JAIPUR, RAJASTHAN
Dated: 02.12.2014
1. RFP is for the Development & Operation of Suratgarh-Sriganganagar section of NH No. 62 (old NH
No.15) from existing km 173.00 to km 249/200 by two laning with paved shoulders in the State of
Rajasthan including a stretch of 550 m in the State of Punjab through an Engineering, Procurement &
Construction (EPC) Contract.
2. Ministry of Road Transport & Highways (MoRT&H) represented by Director General (Road
Development) & SS is responsible for maintenance and development of National Highways and as part
of this endeavour, it has been decided to undertake the work of Development & Operation of
Suratgarh-Sriganganagar section of NH No.62 (old NH No.15) from existing km 173.00 to km 249/200
by two laning with paved shoulders in the State of Rajasthan including a stretch of 550 m in the State
of Punjab through an Engineering, Procurement & Construction (EPC) Contract. NH Wing of State Public
Works Department, Government of Rajasthan is implementing agency for this project.
3. MoRT&H / State PWD, Govt. of Rajasthan invites bids from eligible contractors for the following
project.
State
NH
No.
Rajasthan
NH
No.62
(old NH
No.15)
Bid No.
RW/JAI/
RJ/NIT/
2014-15/
01
Estimated
cost of the
work
Cost
of
Tender
document
(Rs.)
Completion period
Maintenance
period
Office
receipt
tender
Development
&
Operation
of
SuratgarhSriganganagar
section of NH No.62
(old NH No.15) from
existing km 173.00 to
km 249/200 by two
laning with paved
shoulders in the State
of
Rajasthan
including a stretch of
550 m in the State of
Punjab through an
Engineering,
Procurement
&
Construction
(EPC)
Contract
271.76
crore
30,000
18
months
4 years
1.Chief
Engineer
(NHDP-IV),
Room No.223,
Transport
Bhavan,
1, Parliament
Street,
New
Delhi-110 001.
for
of
2.Regional
Officer,
MoRT&H,
DCM,
Ajmer
Road, Jaipur302019
4. The complete bid document can be viewed/downloaded from official portal of MoRT&H
5. Bid through any other mode shall not be entertained. However, Bid Security document fee, Power of
Attorney and Joint Bidding agreement shall be submitted physically by the Bidder on or before
19.01.2015 upto 17 hrs. IST. Please note that the Ministry/Authority reserves the right to accept or
reject all or any of the BIDs without assigning any reason whatsoever.
Regional Officer, Jaipur
Ministry of Road Transport & Highways
DCM, Ajmer Road, Jaipur-302019, Rajasthan
Telefax: 0141-2811776, 2811883
E-mail: ro.jaipur@rediffmail.com
ro.jaipur.morth@gmail.com
32