indian highway

Volume 43 Number 1 JaNuary 2015 CoNteNts IssN 0376-7256

the Indian roads CongressE-mail: [email protected]/[email protected]

Founded : December 1934IRC Website: www.irc.org.in

Jamnagar House, Shahjahan Road,New Delhi - 110 011Tel : Secretary General: +91 (11) 2338 6486Sectt. : (11) 2338 5395, 2338 7140, 2338 4543, 2338 6274Fax : +91 (11) 2338 1649

Kama Koti Marg, Sector 6, R.K. PuramNew Delhi - 110 022Tel : Secretary General : +91 (11) 2618 5303Sectt. : (11) 2618 5273, 2617 1548, 2671 6778,2618 5315, 2618 5319, Fax : +91 (11) 2618 3669

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.

4 From the editor’s Desk - “overview of road accidents and users’ behaviour in India”Page technical Papers5 Online Ticketing System Development for Web GIS Based APTS

Dr. Praeen Kumar Dr. Sanjeev Suman & Shambhavi miShra

9 Smart Techniques to Overcome the Parking Problems - A Case Study

Dr. umeSh Sharma & SanDeeP Singh

14 Confronting and Controlling Landslides Along Mountainous Roads in India - A Strategic View

b.K. roy

20 Imperative of New Techniques in Material Management

Dr. inDraSen Singh

25 Tender Notice, NH Chennai26 Tender Notice, NH Madurai27 Tender Notice, RO, MORT&H, Raipur28 Tender Notice, NH Lucknow29 Tender Notice, NH Lucknow30 Tender Notice, RO, MORT&H, Lucknow31 Tender Notice, RO, MORT&H, Lucknow32 Tender Notice, RO, MORT&H, Jaipur

4 INDIAN HIGHWAYS, JANuARY 2015

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) Place : New Delhi Secretary General Dated : 24th December, 2014 E-mail: [email protected]

From the editor’s Desk

oVerVIew oF roaD aCCIDeNts aND users’ beHaVIour IN INDIa

S.S. Nahar

INDIAN HIGHWAYS, JANuARY 2015 5

oNlINe tICketINg system DeVeloPmeNt For web gIs baseD aPtsDr. Praveen Kumar*, Dr. Sanjeev Suman** anD miSS Shambhavi miShra***

1 INtroDuCtIoNTicketing 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 doesn’t 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 eX-PeCteD From tHe tICketINg system

The functionalities expected from the designed web based ticketing system are discussed as hereunder:

a) Ticketing system should be designed as an online system and should be accessible through internet, assuming that the internet is available on the onboard system inside the running bus.

b) The ticketing system should be accessed through the authenticated login name and password provided by the public transport management officials to the bus system operators.

c) The designed system should have the capability to perform ticketing operation through the user friendly Graphical user Interface (GuI) to the ticketing operator.

d) The system should have the capability to generate a ticket having ticket number, fare, date and time of travel, after selecting the origin, destination and number of passengers by the ticketing operator.

e) The system should have the capability to update this ticketing data on a central database on the central server through the internet, each time the ticketing operation is done.

f) The system should also be capable to facilitate the operator or public transport management officials to view the ticketing data of the particular bus on the request.

g) The system should allow the authenticated ticketing operator to delete a particular ticket if printed wrongly.

h) The system should be capable of calculating the available vacant seats plus the permissible standees data on the basis of the ticketing done and the total capacity ofthe bus entered by the ticketing operator, and should be updating this data on the central server in a database at a regular interval.

i) The system should be capable of receiving and reading the vehicle location data coming from the G.P.S. receiver attached to the bus onboard system and should have the capability to update this longitude and latitude data on the central server in a database at a regular interval.

Fig. 1 Represents the System Working of the Presented Ticketing System for the Web GIS based APTS.

Fig. 1 Working of Ticketing System of Web GIS Based APTS

* Professor, Civil Engineering Deptt., IIT, Roorkee, E-mail: [email protected], **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

abstraCt Methodology in the development of an online ticketing system as a part of the presented Web GIS based APTS is presented in this paper. It is assumed that the availability of internet in running buses can be ensured by the use of available off-the-shelf technologies. Thus an online ticketing system can be developed, which has capability to perform the ticketing operations through internet on a designed web based system. Further the aforesaid designed web based system for ticketing can also update the real-time ticketing data and subsequently the available seats inside the bus to the central database in a real time scenario. It is also assumed that the running buses are having Global Positioning Systems (G.P.S.) receivers installed with the onboard system and the designed web based ticketing system updates the vehicle location data i.e. the longitude and latitude data to the central database after receiving the same from the G.P.S. receiver. This vehicle location data can be used for the development of the Automatic Vehicle Location System (AVLS) for showing the real time bus position over a spatial map.

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3 DeVeloPmeNt oF tICke-tINg system

Ticketing system having the functionalities mentioned above is designed as a web based ticketing system. ASP. NET Web Form pages consisting the user interface for the ticketing operations, were created in Visual Studio. NET 2008 and the programming logics to handle the user interaction with the Web Forms pages are coded in C# programming Language.Apart from designing the GuI and creating ASP. NET Web Forms and C# logics, it was necessary to create central database, for storing, updating, deleting and retrieving the ticketing data, vehicle location data, and Vacant Seats data etc. Therefore SQL Server 2005 Management Studio Express (Version 9.00. 2047) has been used along with the Visual Studio. NET 2008 for the development of central database required to perform the necessary ticketing operations. The SQL Server 2005 software is discussed as hereunder.3.1 Ql server 2005Microsoft SQL Server 2005 is a relational model database server. It is comprehensive, integrated data management and analysis software that enables organizations to reliably manage mission-critical information and confidently run increasingly complex business applications over Internet.3.2 DatabaseThe 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

IntegrationMicrosoft Visual Studio includes native support for data programming

with Microsoft SQL Server. It can be used to write and debug code to be executed by SQL Common-Language Runtime (CLR). SQL Server 2005 and Visual Studio 2005 together provide deeper levels of integration between the database and the application development environment.3.4 Clr/.Net Framework Inte-

grationLanguages such as Visual Basic. NET and Visual C #, and Visual C++, can be used to capitalize on the CLR integration in SQL Server 2005, to write code that has more complex logic and is more suited for computation tasks. In addition, Visual Basic .NET and C# offer object-oriented capabilities such as encapsulation, inheritance, and polymorphism.3.5 sQl server management

studioSQL Server Management Studio is a GuI tool included with SQL Server 2005 and later for configuring, managing, and administering all components within Microsoft SQL Server. The tool includes both script editors and graphical tools that work with objects and features of the server.SQL Server Management Studio replaces Enterprise Manager as the primary management interface for Microsoft SQL Server since SQL Server 2005.3.6 global Position system

(g.P.s.) Integration with onboard system

Web based ticketing system is designed to have access through internet on the systems inside the running buses. The vehicle location (latitude and longitude) data acquisition, and update of this data to the central server database at a regular interval, is an important functionality the ticketing system should provide. Therefore integration of Global Positioning System (G.P.S.) receiver with the onboard system is an important part of ticketing system development process.3.7 global sat bt308 bluetooth

gPs receiverGlobalSat BT308, as shown in Fig.3, is a G.P.S. receiver with Bluetooth interface and built-in active antenna for high sensitivity for tracking signal. The BT-308 is well suited to system integration and users who use PDA, Smart phone, Tablet PC and Notebook PC with Bluetooth devices. It satisfies a wide variety of applications for car navigation, personal navigation or touring devices, tracking and marine navigation purpose.3.8 Data acquisition through

trimble g.P.s. studioGPS Studio (Version 1.01.7) has been used to connect GlobalSat BT308 Bluetooth G.P.S receiver to the Laptop (assuming a bus onboard system) through virtual Bluetooth COM Port (Fig. 2). The GPS Studio application is free software, which can be used to configure the GPS receivers.

Fig. 2 GPS Studio, Connected to GlobalSat BT308 Bluetooth G.P.S

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Data Logger feature of GPS Studio has been used to log the real-time G.P.S. data including Latitude and Longitude

data, in the onboard system as shown in Fig. 3.

Fig. 3 GPS Studio Data Logger, used to Log the G.P.S Data

GPS data is configured to be logged at a specified position inside the onboard system’s hard disk, in separated Notepad files, each containing raw text data for nearly 11 seconds (i.e. 0.003 hour set as in GPS Studio Data Logger). This duration of splitting the raw GPS text data in a new file can be configured in GPS Studio Data Logger facility.3.9 For authentic login and

system accessThe main web interface of the Web GIS based APTS is designed to provide the functionality of access the system through successful login authentication. The system including its three parts i.e. Ticketing System, Advanced Traveler Information System (ATIS) included with Advanced Vehicle Location System (AVLS) and Ant Administrative System (AAS) has access restriction

for all the unauthorized users those are not having the valid username and login password. Therefore three types of users are defined that can use this system (i) System Administrators or Traffic Management Officials, (ii) Ticketing System Operators, and (iii) the travelers or users of Web GIS based APTS. These user types are also defined with the provided login name and password so that the type of user can be identified while logging the system.3.10 bus stop Name and bus stop

Node Number DataData for all the bus stops covered by the Chandigarh local public bus transport under the Chandigarh Transport undertaking (CTu) was collected. CTu operates local public bus transport with running buses covering Chandigarh City, Mohali, Panchkula, Zareekpur, Manni Majhra

and Dadu Majhara area. Names of 142 Bus queue shelters considering as one transfer point for selection of origin or destination (in actual, two shelters are at one location, one on the left hand side of the road and another is on the right hand side of the road) and their locations are collected from the CTu. Details of data (Spatial and Non-spatial) are collected.3.11 For ticketing DataWeb based ticketing system accessed by bus onboard system through internet creates a number of data while creating a ticket in ticketing operation. Data table of name “ticket” is created in the database with column data type to insert the ticketing data such as origin station name, destination station name, origin station node number, destination station node number, fare, distance, time and date of ticket, ticket number etc.3.12 For Vehicle location DataIntegration of a Bluetooth Global Positioning System (G.P.S.) with bus onboard system and data acquisition on system’s hard disk is discussed above. This data stored inside the bus onboard system is accessed at a regular interval by the C# logics, running behind the web based ASP. Net pages designed to provide the functionalities for ticketing systems. Ticketing system logics are designed in such a way that it generates the vacant seats data every time the ticketing is done and finds the latest Latitudes and Longitudes of bus at a regular interval. This data containing Vacant Seats or Latitudes and Longitudes of bus is to be stored at the central database. Therefore a data table namely “Bus Location table 2” is created for the purpose.3.13 web based guI and logics

for ticketing system in application tier

Development of data tables and databases discussed in the previous topic are the part of Data Tier. Data

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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 FrameworkMicrosoft’s 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 server-side scripting and is a major part of the Microsoft’s .NET Framework.The NET Framework is an environ-ment 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

systemAfter 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

“Session” remained stored until the present login is active and these value changes only when the login name or logged user is changed.3.16 ticketing PanelTicketing panel visible after entering bus number and available seat number data generates a ticket number containing the bus number stored in session, date and time of the system. It makes this number unique and easy to identify travel date and time with severing bus number.Ticket No. = Bus Number + Day + Month + Year + Hour + Minute + Second ... (1)Ticketing panel also has the dropdown menus for selecting number of passengers, origin of journey and destination of journey. Before the ticketing panel is made visible to the ticketing operator, code updates the item list names of the origin and destination dropdown menu lists with bus stop names (“Bus_ST_Name” column) connecting data table “Bus_Stop_Node_No” of SQL server and item list values of the origin and destination dropdown menu lists with “bus_Stop_ID” column of the same data table. Thus now the ticketing operator can select the origin and destination bus stop and number of passenger from 1 to 10 from these dropdown lists.3.17 ticketing operationTicket operator can select the number of passengers, Origin of journey and Destination of journey from the dropdown menu lists on the ticketing panel. Selection of these will change the value of labels for Fare and Distance on the panel. Selecting number of passenger dropdown list will make change in fare value by multiplying the number of passenger selected to the fare for single person. Whereas, the selection of origin and destination dropdown lists will convey the node number of origin and destination nodes to the process code for calculation of distance in between these nodes. Code will then connect to SQL server for

getting the “Bus Route” column for the bus number stored in “Session” from the “Bus Location table 2” of database.3.18 updating of ticketing Data to

Central DatabaseSelecting the origin, destination and number of passengers will show the fare and travel distance with ticket number, date and time of journey on the ticketing system panel, now the operator can print the ticket by pressing the print button. This process will inset the data for this ticket to all the columns of data table “tickets” at the central data base, connecting SQL server along with bus number.3.19 showing booked ticketsTicket operator can see the booked tickets and can delete the one if printed wrongly. This feature is provided by designing a data showing panel in which ticketing data is shown in an “iframe” through the “Ticket Data.aspx” web page. “Ticket Data.aspx” web page contains a “Grid View” which is configured to the data table “tickets” from the central SQL database. Data table “tickets” has ticketing data for all the buses but “Ticket Data.aspx” web page shows the data only for the present bus i.e. for the bus no stored in “Session”.4 CoNClusIoNsThis paper explains the development methodology used in the development of Ticketing System which is a part of Web based Advanced Public Transport System. Software SQL Server Management Studio has been discussed in the light of its use in database development of the Ticketing System. Data Tables created for the development of the system’s Data Tier is discussed along with the methodology to integrate a wireless Bluetooth Global Positioning System (G.P.S.). Data logging and acquisition of data from the attached G.P.S. by GPS Studio is also explained. Thus the paper explains the development of the ticketing system in its complete form.


smart teCHNIQues to oVerCome tHe ParkINg Problems - a Case stuDyDr. umeSh Sharma* anD er. SanDeeP Singh**

1 INtroDuCtIoNGrowing of urban centres in Cosmopolitan and metropolitan cities in developing country is a continuing process. Growth of population and motor vehicle coupled with socio-economic 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

increased from about 55 million as on 31st March, 2001 to about 142 million as on 31st March, 2011. The total registered vehicles in the country grew at a Compound Annual Growth Rate (CAGR) of 9.9% in first decade of twenty first century. The total number of motor vehicles (Transport and non-transport) registered in uTs in India in initial decade of twenty first century (as on 31st march, 2002 - 2011) (in thousands); are detailed in Fig. 1.

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

* Associate Professor, Chandigarh, E-mail: [email protected],** Research Scholar, E-mail: [email protected]

abstraCt Sustainable economic growth in last few decades has brought about expansion of the transport sector. The share of transport sector in Gross Domestic Product (GDP) of India has increased from 6.0% to 6.5% in first decade of twenty first century. During the same time period the contribution of road transport sector in GDP has increased from 3.9% to 4.7%. However because of the progress in development worldwide it is estimated that nearly 30% of urban congestion is created by drivers looking for parking. uncertainties that generate such congestion include searching for on-street parking availability, facility availability, and cost-comparison “shopping” between parking alternatives, which are all complicated by the need to minimize walking distance or make timely appointments or connections. The adoption of technology to support it however does not appear to have grown at the same rate as still ticket system is being followed.All the major cities of India are facing the problem of parking and Chandigarh- most acclaimed city of world is one of them. The area of union Territory of Chandigarh is 114 sq. km. only with 22 villages falling in the jurisdiction of union Territory. Chandigarh has been witnessing traffic congestion and parking problem with increasing vehicle ownership. The vehicle to population ratio is greater than one. In this paper work study about the Central Business Area (CBA) i.e. heart of the city has been carried out. The data collected under the study from various sub-areas of CBA has been analysed to get the present globed view of parking problem in CBA and Advance parking technologies and Parking Supply management techniques such as park and ride facility, dynamic pricing or segment of consumer and consumer/provider constraints has been taken in consideration to tackle the problem have been suggested.

Department of Civil Engineering (Highway Engineering), PEC university of Technology, Chandigarh

Fig. 1 Total Number of Motor Vehicles (Transport and Non-Transport) Registered in uTs in India as on 31st March, 2002-2011(in thousands)

Fig. 1 reflects that Chandigarh is second among the seven uTs or first after Delhi in terms of vehicle population. It is calculated from that the total registered vehicles in the

Chandigarh grew at a Compound Annual Growth Rate (CAGR) of 11.96% between first decade of twenty first century and it is a continuous process as in today’s fast paced

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- can result in parking spill over to adjacent areas, lead travelers to choose alternate destinations, and/or inhibit development.1.1 objectivesThe 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 commuter’s/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 ParkingProblem

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 won’t 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 non-refundable 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.

ii) Another IPT implementation guarantees that you will be able to park your car in 60 seconds or less even if it is in the last available space.

iii) There are pay-by-cell options available for parking in Miami, Florida.

1.4 Parking supply management techniques

To control the demand or to match the supply with demand managing steps should be such that people prefer public transportation facilities rather travelling with their own vehicles. Secondly the enhancement of revenue must be there; some such techniques are enlisted below:1.4.1 CBA’s Peripheral ParkingSome cities have developed or encouraged “peripheral parking” facilities adjacent to their central business districts (i.e., “fringe parking” on the CBA periphery). Such facilities are generally sufficiently removed from the downtown core proper that they can be inexpensively priced, yet close enough that their users can walk to their final destination. Regular users such as Shopkeeper, owner and employees in CBA are restricted and encouraged to park the vehicle away from the main parking area, so that the main parking area should be kept free for consumers, buyer etc. An availability of parking space directly affects the customer, buyer, consumer etc or Trip generation.1.4.2 Dynamic Pricing SchemeThe parking management system adopts dynamic pricing scheme to generate prices for parking spaces in different parking lots. The parking price reflects the real time parking availability. It not only serves as a control signal to balance the parking lot utilization, but also improves the revenue for service providers. Dynamic policies are also helpful in discouraging the people to use personal vehicle, will results in reduction of demand.

1.2.2 Parking provider (Manage-ment)The challenges for management are: i) How to stimulate (to make

parking more active, to cause or encourage or development of parking regulations) and diversify demand?

ii) How to maximize their revenue?

After analysing the prevailing parking conditions, Question arises that what should be the tool to overcome this parking conditions? So, the concerned improvement areas are enlisted below:

1.3 Implementation of smart Parking technologies

Smart parking technologies are designed to get driver’s 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) Heathrow’s 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.

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1.4.3 Segment of consumersusually a driver wishes to pay as little as possible, and has a certain budget for parking. In a crowded area, the parking resource is limited. To alleviate the contention on parking resource and maintain reasonable parking revenue for service providers, the management system should differentiate the drivers according to their budget and need. Those users who can pay more will be provided with parking facility closer to their destination spot. The targets can be achieved through smart reservation system.

2 metHoDologyChandigarh- the City Beautiful, first planned city of India and one of the most happening cities of North India on basis of housing and transport, entertainment, education, environment, crime and safety, public services, health care, economy and investment. Some of the areas of CBA (Sector-17) having shopping cum offices complexes, which were considered in order to check how far the parking facilities provided in these areas fulfil or meet the parking demand? And up to what extent parking can accommodate the enormous increase in the number of vehicles?In the study area as shown in Fig. 2 the three sub-areas are denoted as PSA-1, PSA-2 & PSA-3 and are taken under consideration (provide nearest approach to shopping area and cinema). These sub-areas were examined on the basis of ratio of maximum capacity (Supply) to parking demand. Parking Demand is calculated in terms of highest accumulation during the peak hours. Peak accumulation is observed from 12 hour/day survey in each sub-area and mean of 3 day survey is made to minimize the error. The field surveys were conducted for normal week days

Fig. 2 Layout Plan of Main Shopping Complex Area in Sector-17

1. Total parking capacity for each sub-area in terms of PCu; detail is

enlisted in table 1 below:

table 1 maximum supply or Capacity in all the three Parking sub-areas

s. No. Parking sub-area maximum Capacity (in PCu)

1 Parking sub-area-1 200



2. Total parking accumulation in terms of PCu; detail for each

Parking Sub-area (PSA) is enlisted in table 2 below:

table 2 Parking accumulation in all the three Parking sub-areas

time (in Hours) 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 aNalysIsParking characteristics associated with the Parking Supply (Capacity)

and Demand (Accumulation) after analysing the table 1 & 2 are enlisted in table 3 below:

in each of the sub-areas. The timing of the study was kept from 10:00 AM

to 10:00 PM in all the parking areas under study.

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table 3 Parking Characteristics associated with the Field surveys.No Findings Psa-1 Psa-2 Psa-3

1. Peak Parking Demand and Capacity

The peak parking demand of vehicles is 558 PCu, which is 169 percent higher than the theoretical capacity (200 PCu) of parking sub-area.

The peak parking demand is 777PCu, which is 42 percent higher than the theoretical capacity (548PCu) of parking sub-area.

The peak parking demand is 379 PCu which is 36 percent higher than the theoretical capacity (278 PCu) of parking sub-area.

2. Overloaded Period Overloaded time period was 11:00 AM to 7:00 PM and the peak hour was 3:00 PM to 4:00 PM.

PSA-2 was overloaded in the time period of 1:00 PM to 7:00 PM and the peak hour is 4:00 PM to 5:00 PM

PSA-3 was overloaded in the time period of 2:00 AM to 7:00 PM and the peak hour is 4:00 PM to 5:00 PM.

3. Parking Turnover The parking turn-over for duration of 12 hours with respect to ultimate planned supply of the lot is 21.6 vehicles per hour.

11.31 vehicles per space 10.58 vehicles per space.

4. Ratio of ultimate planned parking to peak parking demand

0.36 (<1) 0.70(<1) 0.73(<1)

5. Parking Index 279% 141.78% 136.33%

6. Composition of vehicles

Four Wheeler (Cars) = 69.47%Two Wheeler (Scooter/ M.cycle) = 30.53%However, Parking of Heavy Vehicle, Commercial vehicles & Three wheelers (Auto rickshaw) were nil.



table 3 above clearly reflects that all the three parking sub-areas are over packed; numbers of vehicles parked in each sub-area are much higher than their maximum capacity. These lanes can be two or more depending on the availability of space; Fig. 3 below shows the factual condition of parking sub-areas. In the Photo L and photo R extreme left and right lanes are marked or fixed parking lot area where as the centre lane of vehicles is neutral lane; which was the passage area for the vehicles coming in and going out

from parking area. Whenever any vehicle which was parked in marked parking lot need to leave, then a driver will have to call supervisor of the parking area. The supervisor will push or pull the vehicle parked in neutral lane to provide passage space for correctly parked vehicle. This process is inconvenient, time consuming, poor aesthetics, adversely affects environment and frustrating for both the drivers which are coming in or going out.

Fig. 3 Prevailing Parking Conditions of CBA (Sector-17), Chandigarh

However it is found out that Sector-17 is not a CBA for Chandigarh (uT) only, rather it’s a CBA for tri-

city i.e. Chandigarh, Mohali (PB) and Panchkula (HR), Estimates suggest that over 4 lakh vehicles enter the city

from the adjoining towns of Punjab and Haryana, adding to the already high number of local cars[5]. So the parking in CBA is also facilitating the traffic coming from two other cities.

4 teCHNIQues to oVer-Come tHe Problem

Various smart techniques to overcome the problem of parking in CBA are enlisted below:

4.1 Park aND rIDe FaCIlItyDuring Morning peak hours the traffic coming from these two cities (Mohali (PB) and Panchkula (HR)) must be discourage from entry, this can be achieved by providing cheap parking space at the entry areas or Peripheral areas of Chandigarh and from those parking areas frequent bus service to target areas.For Example: If employee, shopkeeper, etc who has to come to workplace in the morning and return back to living place after working for the whole day in the evening. They will be provided with a facility that they park their vehicles on the peripheral parking in a price of Rs. 20/- for the whole day and ride on the public facility and reach the work place with the ticket price of Rs. 10/- and come back in the evening with the same price of Rs. 10/-, rather than drive for the whole distance to destination which will lead to traffic congestion, time loss, fuel loss, vehicle wear and tear, frustration, tensions and at the end expensive parking (Expensive than peripheral parking) Say Rs. 40/- for whole day.In other words; Total Expense for:Park and Ride = (Peripheral Parking Price + Morning transportation Charges + Evening Transportation Charge) = Rs. (20 + 10 + 10)/- = Rs. 40/- onlyDrive own vehicles = Destination Parking fee + Traffic congestion + Time loss + Fuel loss + vehicle wear

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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 PricingCurrently 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 CarIt 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 CarpoolingEmployees 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 CoNClusIoNThe 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

the parking sub-areas includes only four wheelers (cars) and two wheelers (bikes and scooters), whereas rest of the categories are nil.

6. Neutral Lane shown in Fig. 4, increases the probability of minor accidents in the parking area and bad aesthetics.

The best method to cope up with the above problems associated with the driver is implementation of Smart Parking Technologies; from systems that provide parking availability at the regional level to high-tech parking reservation and navigation systems, for quality of service to consumer, these technologies potentially offers drivers many benefits including faster parking times, more convenient payment options and safer parking lots.Secondly, to manage the gap between supply and demand Parking Supply Management techniques; from park and ride facility to dynamic pricing, three people in a car to carpooling are referred. These management techniques will promote the public transport facilities rather than using private vehicles. These techniques will enhance the revenue generation from parking industry and that revenue can be further utilized to provide transport infrastructure.

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.


CoNFroNtINg aND CoNtrollINg laNDslIDes aloNg mouNtaINous roaDs IN INDIa - a strategIC VIew

b.K. roy*

1 INtroDuCtIoNLandslides 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 disaster-like 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

north-east. Within peninsular India, NH 17 along the west coast, NH 4 and Mumbai-Pune Expressway traversing the Sahyadri range, and NH 67 within the Nilgiris suffer from rainfall-induced landslides causing traffic disruptions. Though less reported upon, secondary and tertiary roads in mountainous regions are afflicted by landslide as well. There are reports during the monsoons of entire road networks at district and regional levels getting dysfunctional due to landslides, with essential supplies cut off and prices rising.2.2 Patterns and trends of

landslides along roadsSome typical case histories of landslides along roads are included as Appendix A.

3 eXPerIeNCe wItH laND-slIDe CoNtrol aloNg roaDs IN INDIa

3.1 landslide stabilization methods in Common use and TheirEfficacy

Landslide stabilization methods in common use along roads in India, as indicated in published literature, rely predominantly on surface drainage, shallow trench drains, side slope dressing (rarely flattening), crack-sealing, anti-erosion treatments (mainly vegetative cover), and gravity-type retaining walls . These treatments tend to be more ameliorative than corrective. Much of the time, retaining

walls are not (or cannot be) founded deep enough to intercept the failure surface and, to that extent, serve to provide local rather than global restraint. The best that can be said about the conventionally used methods of stabilization is that these sometimes work and sometimes do not, which is not good enough for critical applications. Sengupta et al (2010) had concluded from their survey of landslide-affected roads in eastern India that “none of the preventive measures have been surviving for more than a few monsoon seasons”.What is conspicuously lacking in landslide stabilization practice in India is using structural measures, like nailing, piling and stressed anchors, which directly and demonstrably pin down the unstable mass to the unmoving lower ground. Where rise in ground water table is a factor, nothing works better than lowering the ground water table using sub-drainage (e.g. horizontal drains, deep trench drains, wells and adits). Such landslide stabilization techniques of demonstrable and quantifiable effectiveness are in wide use internationally. It is obvious that landslide stabilization practice along roads in India urgently needs a makeover towards delivering assured performance.3.2 Investigations and Instrumen-

tation - No - man’s - land?Landslide stabilization measures designed for performance assurance

* Consultant, New Delhi, E-mail: [email protected]

abstraCtLandslides along hilly and mountainous roads in India have vastly increased in numbers, spread and severity since the mid-twentieth century. Landslide hazards along many roads have aggravated to such an extent as to pose unacceptable threats to road access, safety and environment. This calls for taking a new look at landslides along roads and finding effective solutions, taking help of the state-of-the-art of landslide control. Effective landslide control requires a combination of geological and geotechnical investigations, instrumented monitoring and observational approach to inter-relating design, construction and performance. The requisite capability has largely been lacking with road agencies in India, who still remain responsible for landslide control and must equip themselves accordingly. This requires a combination of policy initiatives, institutional capacity building and financing, which are looked into and relevant suggestions made, along with a brief review of landslide causation, characteristics and control aspects.

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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-man’s-land, resulting from the more or less undefined relationship between road agencies and their expert agencies, the latter usually acting in an advisory capacity.

3.3 Deficiencies in Currentlandslide 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

slope stability analysis and landslide modelling are almost impossible without slope instrumentation generated data.”

c) “In current landslide disaster management practice, the investigating and implementing agencies are generally different. This results in fragmented accountability and communication gaps.”

d) “Tight project schedules usually do not allow the time normally required for systematic investigation and slope treatment. Professionals usually succumb to such pressures and evolve a scheme of slope treatment without even basic information on the landslide boundaries, various possible modes of failure, causative factors, operating shear strength parameters and spatial piezometric variations.”

e) “Partial implementation of stability measures are understandably ineffective, and this results in the recurrence of landslides in general.”

4 New look at laNDslIDe maNagemeNt aloNg roaDs

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 long-term 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

of science-based and technology-supported stabilization of landslides… The country lacks capacity, especially in multi-disciplinary expertise and state-of-the-art infrastructure and technology.”.Tried and tested technology exists for landslide control; the issue is how to access and apply it in practice. That firstly requires appropriate policy framework and institutional orientation, which are not in place and have to be worked out. The link between policy and implementation lies in institutional capacity building, which can be supplemented with the use of consultancy resources. Overall, a new look in landslide management along roads is called for, comprising a combination of policy framework, institutional preparedness and utilization of proven technologies.

4.2 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:

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“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

and cost-related aspects still requiring engineering decisions.The core capability for landslide control residing within a road agency should take the form of an investigations and design unit headed by an experienced geotechnical engineer. Such a unit might essentially be a compact (but competent) one, playing a nodal role and supervising job-wise use of consultants and specialist contractors, including from abroad (as in other sectors of road technology modernization). Additionally, there can be tie-ups between road agencies and specialized agencies/educational institutions for field-oriented research and evaluation.

4.4 Financing aspectsMore often than not landslides keep recurring and might even show progressively ‘enlarging’, ‘widening’, ‘advancing’ or ‘retrogressing’ behaviour - that is, becoming more hazardous in various ways as time passes, as is also known from experience. It thus makes sense for a road agency, both technically and financially, to deal with landslide hazards at the earliest and be equipped with the requisite human and technological resources. The financial cost of landslide control, including for existing roads, is to be treated as investment, adding value and utility to the facility, also taking into account environmental, social, strategic and disaster management aspects. This demands, of course, delivery of results according to pre-determined objectives.5 INterNatIoNal eXPerIeNCe IN maNagINg laNDslIDes aloNg roaDs

5.1 landslide management for National Highways in Japan

Ministry of Lands, Infrastructure, Transport and Tourism (MLIT),

Japan, has been organizing periodic field inspection of 20,000 kilometers of National Highways for landslide management since 1968. Time-series data so compiled serve as feedback for network-wide landslide management. During a comprehensive survey in 1996-97, 64,000 locations were inspected, of which 7,500 required counter-measures and 15,000 were kept under watch. Maps showing hazard categories were prepared. A subsequent assessment in 2004 indicated that landslide susceptibility along National Highways had been halved due to measures taken following 1996-97 inspections.

5.2 Hong kong experience in landslide management

Faced with high incidence of landslides due to landuse changes post-1950s, Hong Kong authorities established in 1977 a dedicated landslide control unit, now known as Geotechnical Engineering Office (GEO). Staffed by professionals and expanding its operations over the years, GEO has developed and implemented a comprehensive Slope Safety System in Hong Kong, covering both publicly and privately owned slopes. GEO relies on both in-house resources and consultants for carrying out investigations and designs. GEO’s work is well-documented, and has gained international recognition. With 40% of all landslides in Hong Kong occurring along roads and footpaths, GEO has issued a Highway Slope Manual.

5.3 avoidance, Prevention and remediation of landslides on egnatia motorway, greece

Egnatia Motorway is a 670-km long 2x2-lane access-controlled facility traversing steep and unstable terrain in northern Greece, and constructed in phases during 1997-2009. Landslide

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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 landslide-affected 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

noticeably grown in numbers and severity in recent decades, critically affecting traffic service and infrastructure preservation, including along key routes;

ii) Prevailing practice for post-landslide remedial measures tend to be ad hoc in nature rather than well-planned, and have largely not provided effective or durable solutions;

iii) Multiple agencies tend to get involved in landslide control, with no clear demarcation of roles and responsibilities, causing lack of focus and coordination in activities;

iv) Methodological and technolo-gical aspects of landslide control have not kept pace with the emerging requirements as also with the state-of-the-art.

b) Practicability of landslide control The state-of-the-art of landslide

control is sufficiently well-developed to allow landslide management along roads to be undertaken on a planned and assured basis. Financial outlays for landslide control are to be treated as investments, bringing in a wide range of tangible and intangible benefits, including road asset preservation, transportation and time cost savings, protection of lives and livelihoods, environmental preservation, border areas access and disaster management.

c) Policy framework, capacity building and resources provision for landslide control

Capacity constraints in investigations and instrumentation have been stumbling blocks in upgrading landslide control technology. Making up the lag in this respect should constitute

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 well-defined 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.

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aPPeNDIX a

eXamPles oF laNDslIDe INCIDeNCe aloNg roaDs IN INDIaa1 landslides affecting roads in Nilgiri District, tamil NaduMountainous 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 man-nature 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 are…an 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 uttarakhandHimalayan 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.

Fig. A1 Location-Wise and Year-Wise Landslides in km 57-68, NH 108uttarakhand 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,

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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-LongTrafficDisruptionAlongNH55inWestBengalDuetoLandslidesA 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 HighwayNH 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, Sikkim’s 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-eastThe 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 How affected by landslides

NH 39: Numaligarh (Jn. with NH 37)-Dimapur-Kohima-Mao-Imphal-Moreh (at Myanmar border)

Assam, Nagaland, Manipur (also Myanmar across international border)

Severely affected by multiple landslides in Nagaland and in Mao-Imphal section in Manipur. Has remained a chronic and worsening problem since 1950s, despite remedial measures attempted, prompting demands for realignment.

NH 44: Nongstoin-Shillong-Badarpur-Agartala-Sabrum (at Bangladesh border)

Meghalaya, Assam (Barak valley), Tripura, Manipur (via NH 53), Mizoram (via NH 44A and NH 54)

Road sections adjoining Meghalaya-Assam border have become landslide-prone 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

NH 53: Badarpur (Jn. with NH 44) - Silchar-Jiribam-Imphal (Jn. with NH 39)

Assam (Barak valley), Manipur, Mizoram, Tripura

Developed as a strategic route since 1960s. Provides direct connection between Assam and Manipur, but remains unreliable due to landslides receiving ad hoc maintenance.

a7 landslides along mumbai-Pune expresswayMumbai-Pune Expressway, 93 km long and completed in 2002, traverses mountainous terrain and has to contend with lane closures and traffic disruptions caused by landslides. According to a 2010 assessment, “more than seventeen problematic rockfall-prone areas”, along with other locations involving “debris flows, subsidence and sliding”, had been identified along the expressway. Rockfalls at some near-vertical cuts cause boulders to descend directly on the carriageway, posing high risks to traffic, with more such “new dangerous spots on the expressway every year” (Mid Day, Mumbai, 30 July, 2010). During the 10 year period from 2002 to 2012, 115 rockfall incidents have been identified on the expressway. Proposals have been mooted for bypassing some of the hazardous stretches using long tunnels (TNN, 6 July, 2011). There is a lesson for other such facilities which might be coming up, namely, “Expressways and landslides do not go together”.


ImPeratIVe oF New teCHNIQues IN materIal maNagemeNtDr. inDraSen Singh*

1 INtroDuCtIoNThe 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

of existing functionality in current systems. Though most organizations with ERP systems have gained skills in system integration and project management, as well as specific system capabilities, they should not expect an easy time either selecting a team with the requisite skills or completing these typically large projects.

2 obJeCtIVe oF tHe stuDy

The main objectives of the study are as follows: ● To study use of materials

management in construction projects as a cost reduction tool.

● To study various aspects of ERP as material management techniques adopted in construction industry.

3 NeeD oF tHe stuDy ● All organization have profit

maximization as their prime goal and therefore to be able to accomplish this goal.

● One of the major attribute of cost and time over run is lack of effective materials management techniques adopted by the organization.

● Available resources should be exploited and managed with innovative solutions.

4 eNterPrIse resourCe PlaNNINg (erP)

4.1 generalEnterprise resource planning (ERP) is an integrated computer-based

system used to manage internal and external resources including tangible assets, financial resources, materials, and human resources. It is a software architecture whose purpose is to facilitate the flow of information between all business functions inside the boundaries of the organization and manage the connections to outside stakeholders. Built on a centralized database and normally utilizing a common computing platform, ERP systems consolidate all business operations into a uniform and enterprise wide system environment. An ERP system can either reside on a centralized server or be distributed across modular hardware and software units that provide “services” and communicate on a local area network. The distributed design allows a business to assemble modules from different vendors without the need for the placement of multiple copies of complex, expensive computer systems in areas which will not use their full capacity.Monk, Ellen and Wagner, Brett (2009) Enterprise Resource Planning (ERP) is software driven business management system, which integrates all facets of the business, including banning, manufacturing, sales, and marketing. The business environment has become increasingly complex and the marketplace has changed from local to global. Management is under constant pressure to improve competitiveness by lowering operating costs and improving logistics. Organizations

* Senior Professor & Dean, National Institute of Construction Management and Research Goa, E-mail: [email protected]

abstraCt Enterprise Resource Planning (ERP) packages have been in use for decades, but changes in business and information technology strategies are driving implementations, re-implementations and new utilization of existing functionality in current systems. Though most organizations with ERP systems have gained skills in system integration and project management, as well as specific system capabilities. They should not expect an easy time either selecting a team with the requisite skills or completing the typically large projects. Effective use of ERP in material management in construction project is essential as a cost reduction tool. Aspects of ERP as material management techniques can be adopted in construction industry.

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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 implementer’s various business processes.

4.2 HIstory oF erPThe history of ERP can be traced back to the 1960’s, 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.

The 1970’s witnessed a shift of focus towards MRP (Material Requirement Planning). This system helped in translating the master production schedule into requirements for individual units like sub assemblies, components and other raw material planning and procurement. This system was involved mainly in planning the raw material requirements.Then, in 1980’s came the concept of MRP-II i.e. the Manufacturing Resource Planning which involved optimizing the entire plant production process. Through MRP-II, in the beginning was an extension of MRP to include shop floor and distribution management activities, during later years, MRP-II was further extended to include areas like Finance, Human Resource, Engineering, Project Management etc. This gave birth to ERP (Enterprise Resource Planning), which covered the cross-functional coordination and integration in support of the production process. The ERP as compared to its ancestors included the entire range of a company’s activities.ERP addresses both system requirements and technology aspects including dent/server-distributed architecture, RDBMS, object oriented.

5 erP ImPlemeNtatIoNFor ERP projects to achieve anticipated benefits and meet control and compliance requirements, companies should properly manage challenges in a number of areas.5.1 strategic Focus throughout

the ProjectCompanies are trying to support planned process improvements and business needs through ERP implementations and upgrades, but run the risk of losing benefits because of inadequate focus on the original goals of the project during and after implementation. During the design and realization phases, the project management team should maintain

a focus on the business case and how the resulting business process will achieve the project goals. After go-live, key performance indicators (KPIs) established before and during the project should be measured and acted on so the company can continue the process of making adjustments to meet the original goals.5.2 Complex and Continually

Changing reporting require-ments

ERP systems gather data required to meet a range of reporting requirements, internal and external as well as domestic and international. The most significant reporting challenges include gaining an understanding of the requirements and determining how to meet them. Although the reporting capabilities of an ERP system alone may meet some of the needs, use of a data warehouse/financial consolidation system is also generally needed. This can provide detailed views (for example, sales transaction data) as well as summary “dashboard” views (for example, sales contract information).Flexibility also is a major goal of reporting functionality because of resource constraints during the implementation and constantly changing reporting requirements. When resources are strained, reporting may become a lower priority than overall functionality, even though this may lead to significant post-go-live problems.5.3 Increased Privacy

requirementsAn 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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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 Increased transfer Pricing

scrutinyCross-border trading is fundamental to the energy industry, and commodities pricing has become more and more important. The data required establishing commodity pricing flows through ERP systems, and it can be extremely complex. What’s more, new documentation requirements are proliferating and tax authorities are becoming more informed and more vigilant about examining transfer pricing compliance. Companies should focus more on the financial statement impact of transfer pricing adjustments; particularly exit charges, and evaluation of their overall procedure for preparing documentation and responding to transfer pricing examinations. Partly as a result of this trend, transfer pricing has become an important component of corporate controls related to tax exposure, including ERP-based system controls.5.5 supplementary software

NeedsCertain 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 company’s ERP system to help ensure data consistency across the enterprise. Integrating supplementary

systems with ERP often involves interfaces that move data in both directions: from supplementary software to ERP and from ERP to supplementary software. Detailed data requirements, timing of data transfers, and data consistency must all be addressed. Additionally, information contained in the supplementary software may also be needed in the data warehouse to support reporting requirements.These integration requirements drive the need for resources that bring not only ERP knowledge but also an understanding of supplementary systems and related business processes.5.6 Control FunctionalityImplementing or upgrading an ERP system is an effort that begins with the initial software installation and extends well beyond it with the implementation of operational and financial reporting–related controls. To realize business value and sustain compliance, the effort calls for integrating the software’s control functionality within the organization’s internal control and compliance program environment. To achieve the desired return on investment process and control efficiencies, cost reductions, and effective compliance management organizations should seek to implement an ERP solution that integrates and optimizes controls within business processes. Getting controls “right” during the ERP software implementation is often less expensive than retrofitting controls. System implementers tend to focus on issues of functionality rather than control perhaps spending more time making sure orders can be processed, for example, than on security issues. Because of the demands of new regulations, organizations installing or upgrading ERP systems now have the opportunity to establish good controls from the beginning that can

be monitored and sustained throughout the life of the system.5.7 transaction IssuesAcquisitions and divestitures require up-to date financial data for the transaction to move forward. If units are disposed of, records must be kept. In addition, ERP is at the center of M&A business integration challenges and must be thoroughly considered during due diligence. Establishing system implementation templates that can be reused to enable quick integration of new businesses into existing primary ERP systems contributes to the success and economics of acquisitions. Likewise, reporting systems can be designed to support future divestitures, although it is not always possible to foresee these issues.

6 aDVaNtages aND DIs-aDVaNtages

6.1 advantagesIn the absence of an ERP system, a large manufacturer may find itself with many software applications that cannot communicate or interface effectively with one another. Tasks that need to interface with one another may involve: ● ERP systems connect the

necessary software in order for accurate forecasting to be done. This allows inventory levels to be kept at maximum efficiency and the company to be more profitable.

● Integration among different functional areas to ensure proper communication, productivity and efficiency.

● Design engineering (how to best make the product).

● Order tracking, from acceptance through fulfillment.

● The revenue cycle, from invoice through cash receipt.

● Managing inter-dependencies of complex processes bill of materials.

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● Tracking the three-way match between purchase orders (what was ordered), inventory receipts (what arrived), and costing (what the vendor invoiced).

● The accounting for all of these tasks: tracking the revenue, cost and profit at a granular level.

ERP Systems centralize the data in one place. Benefits of this include: (Refer Fig. 1)

new category of “ERP light” solutions).

● ERPs are often seen as too rigid and too difficult to adapt to the specific workflow and business process of some companies—this is cited as one of the main causes of their failure.

● Many of the integrated links need high accuracy in other applications to work effectively. A company can achieve minimum standards, and then over time “dirty data” will reduce the reliability of some applications.

● Once a system is established, switching costs are very high for any one of the partners (reducing flexibility and strategic control at the corporate level).

● The blurring of company boundaries can cause problems in accountability, lines of responsibility, and employee morale.

● Resistance in sharing sensitive internal information between departments can reduce the effectiveness of the software.

● Some large organizations may have multiple departments with separate, independent resources, missions, chains-of-command, etc, and consolidation into a single enterprise may yield limited benefits.

7 aPPlICatIoNs oF erP7.1 Commercial applicationsmanufacturing 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,

Fig. 1 Centralize Data for use of Different Departments within Organization

● 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 company’s 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 DisadvantagesProblems 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

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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).

Fig. 2 Bridges the Information Gap Across the Organization

Project management Costing, billing,

time and expense, performance units, activity management.Human resources Human resources, payroll, training, time and attendance, rostering, benefits.Data services Various “self-service” interfaces for customers, suppliers, and/or employees.access Control Management of users privileges for various processes.

8 CoNClusIoNEffective use of Enterprise Resource Planning (ERP) in materials management, in construction projects is essential as a cost reduction tool. Aspects of Enterprise Resource Planning (ERP) as material management techniques can be adopted in construction industry.

An ERP implementation presents a vast range of business challenges. It takes labor and knowledge to address these quickly and with leading-practice approaches. It’s one thing to use and maintain an ERP system on a day-to-day basis, and entirely another to rebuild a system or start from the beginning. Time is of the essence, since implementations are disruptive and because organizations seek to reap the benefits of a system as soon as possible, while maintaining or improving controls and regulatory compliance. For these reasons, it pays to select a knowledgeable and resourceful team that can understand your needs, maintain focus on achieving planned benefits, and determine effective ways to achieve your goals.


GOVERNMENT OF INDIA MINISTRY OF ROAD TRANSPORT & HIGHWAYS

REGIONAL OFFICE, JAIPUR, RAJASTHAN

Bid No. RW/JAI/RJ/NIT/2014-15/01 Dated: 02.12.2014

Notice Inviting RFP

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. Bid No. Name of the work Estimated

cost of the work

Cost of Tender document (Rs.)

Complet-ion period

Mainte-nance period

Office for receipt of tender

Rajasthan NH No.62 (old NH No.15)

RW/JAI/ RJ/NIT/ 2014-15/ 01

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

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. 2.Regional Officer, MoRT&H, DCM, Ajmer Road, Jaipur-302019

4. The complete bid document can be viewed/downloaded from official portal of MoRT&H http://www.morth.nic.in or e-procurement portal of MoRT&H https://morth.eproc.in from 06.12.2014 to 19.01.2015 (upto 17 hrs IST). Bid must be submitted ONLINE only on or before 19.01.2015 (upto 17 hrs. IST). Bids received Online will be opened on 20.01.2015 at 11.30 hours.

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: [email protected]

[email protected]

indian highway

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