ICE
Transportation engineering or transport engineering is the application of technology and scientific principles to the planning, functional design, operation and management of services for any mode of transportation in order to provide for the safe, effectual, rapid, comfortable, convenient, economical, and environmentally compatible movement of people and goods transport. The planning features of transportation engineering relate to elements of urban planning and contain technical forecasting decisions and political factors. Technical forecasting of passenger travel regularly involves an urban transportation planning model, the estimation of trip generation (number of purposeful trips), and route assignment (the streets or routes that are being used). Passenger trips are the focus of transportation engineering represent the peak of demand on any transportation system. Transportation engineering, planning, design, construction, maintenance, and operation of transportation facilities. The lodgings support air, highway, railroad, pipeline, water, and space transportation. The design facets of transportation engineering the sizing of transportation facilities (how many lanes or how much capacity the facility has), determining the materials and thickness used in pavement conniving the geometry (vertical and horizontal alignment) of the roadway (or track). Traffic engineering is a branch of civil engineering that uses engineering techniques to attain the safe and efficient movement of people and goods on roadways. It focuses largely on research for safe and effectual traffic flow, such as road geometry, sidewalks and crosswalks, cycling infrastructure, traffic signs, road surface markings, and traffic lights. Traffic engineering transactions with the functional part of the transportation system, excluding the infrastructures provided. Traffic engineering is closely allied with other disciplines: Typical traffic engineering projects encompass designing traffic control device installations and modifications, counting traffic signals, signs, and pavement markings. Examples of Engineering Plans include pole engineering Examination and Storm Water Prevention Programs (SWPP). However, traffic engineers also deliberate traffic safety by investigating locations with high crash rates and developing countermeasures to reduce crashes. Traffic flow management can be short-term (preparing construction traffic control plans, with detour plans for pedestrian and vehicular traffic) or long-term (estimating the impressions of proposed commercial/residential developments on traffic patterns). Progressively, traffic problems are addressed by developing systems for intelligent transportation systems, often in conjunction with additional engineering disciplines, such as computer engineering and electrical engineering.
It is the oldest form of transport. It comprises various means such as bullock cart, tempo, auto-rickshaw, busses, car, etc. It simplifies the door-to-door service. Road transport is exceedingly flexible. The route can be different anytime. It is economical for a short distance. There are fewer outlays and less cost in terms of maintenance. In India, railways are owned and be able to by the Central Government. It is fit for bulky goods It is inexpensive for long-distance. There is uniformity in the operation of trains. There is less pollution, as the train operates on electricity. There is uniformity in rates as the rates are immobile by the government. India is fenced by the Bay of Bengal, the Arabian Sea, and the Indian Ocean. Therefore, it has a long coastline. Water transport denotes the movement of goods and passengers on waterways. With the help of these incomes goods and passengers are passed to different places, both within as well as outside the country. Water transport plays a vital role in international trade. It possesses high load resonant capacity. It is a moderately economical mode of transport for bulky and heavy goods. Water transport does not necessitate any special infrastructure like roads, and airports. Sea transport necessitates large investments on ships and their maintenance. Air transport is of current origin in the development of the transport system of a country. Air transport affords the fastest practical means of transportation. Indian air transport is one of the wildest developing aviation sectors of the world. Air transport is the most modern and most rapid mode of transport. Air transport is very expensive, as the effective costs of airplanes are high. Air transport provides comfortable, well-organized and quick transport service Air transport necessitates less investment in infrastructure. Air transport is free from physical barricades. It plays a significant role in the national defense of the country. Air transport is a risky form of transport because the probabilities of accidents are greater in comparison to other modes of transport. India’s transport sector is large and diverse. There has a lot of development taken residence in the transport sector. Modes of transportation include roadways, railways, waterways, and airways.
A good road network is a critical infrastructure required for rapid growth. It offers connectivity to remote areas; provides access to markets, schools, and hospitals; and opens up backward districts to trade and investment. Roads also play a vital role in inter-modal transport development, establishing links with airports, railway stations, and ports. India has one of the largest road systems in the world, of 33.14 lakh km, consisting of, NHs with a length of 66590 km incorporates only 2.0% of the road network but carry 40% of the road-based traffic. SHs with a length of near 137000 km and MDRs with a length of 300000 km together constitute the secondary system of road transportation which contributes suggestively to the development of the rural economy. Railways are in an ideal world matched for long-distance travel and movement of bulk supplies. Regarded healthier than road transport in terms of energy efficiency, land use, environmental impact, and safety it is continuously in lead during a national emergency. Indian Railways, a historical legacy vital force in our economy. Spanning carefully two centuries Indian Railways serving the country with utmost pride. It was only in 1851 as soon as the first train ran in the country for hauling construction material in Roorkee and by 16th April 1853 the first passenger train service turn into operational running between Bori Bunder, Bombay and Thane. Fourteen railway postures carried about 400 guests from Bombay to Thane covering a distance of 21 miles, thus marking the formal birth of rail network in India. Meanwhile, then there has been no looking back. It is interesting nevertheless the railways were introduced to facilitate the commercial interest of the British it played an important role in unifying the country. The Railways in India are the primary mode of transportation for freight and passengers. The railways have frolicked an important role in the development of industries and agriculture. Indian Railways runs everywhere 11,000 trains every day, of which 7,000 are passenger trains as on 31st March 2004. India has a long coastline, about 90% of seaborne trade is handled via major ports of Kandla, Mumbai, Marmagao, Cochin, Tuticorin, Chennai, Vishakhapatnam, Paradip, Haldia, Goa, and Kolkata. India is bordered by Bay of Bengal, Arabian Sea, and the Indian Ocean and has a shoreline of more than 7,000 km. It has a widespread network of inland waterways and seaports. The inland waterways contain rivers, canals, backwaters, and creeks. The total has a navigable length of inland waterways is 14,500 km. There have 12 major ports and near 180 minor and intermediate ports in India. With the port's management more than 95% of the trade-in India, they act as the major gateway for trade. The major ports in India are Calcutta, Haldia, Paradip, Visakhapatnam, Ennore, Chennai, Tuticorin, Cochin, New Mangalore, Mormugao, JNPT, Mumbai, and Kandla. Air travel is the fastest earnings to reach part of the world. Domestic air services are looked after by Indian airlines and private airlines the international airport service is sawed after by Air India. Mumbai, Chennai, Kolkata, and Delhi are the four major international airports of India. Air transport the most modern and the quickest mode of transport has in advance popularity. The inflated rates have made it the mode of travel of the rich or of the business public for time is more expensive than air travel. But the entry of private Airlines and their countless schemes have reduced airfare drastically. The recent tax lessening on air-fuel and such sops makes air travel within the reach of a greater segment of the Indian Populace.
A public-private partnership 2overnment service or private business project which is funded and operated a partnership of government and one or more private sector companies. Hence the schemes involving a partnership of government with one or more private sector companies are sometimes mentioned as PPP or P3. public Private Partnership' (PPP) is an arrangement between a government or constitutional entity or government-owned entity on one side and a private sector entity on the other for the facility of public assets or public services through investments being by the private sector entity for a specified period. BOT models are examples of PPP in which medium to large scale PPPs have been awarded chiefly in the energy and transport sub-section i.e., roads, ports, and airports. PPP involves a contract between public sector authority and the private party which runs a public service or project and assumes the substantial financial, technical, and operational risk in the projects. Government contributions to PPP may also be in kind (notably the transfer of existing assets). The government may provide a capital subsidy in the project to create public goods like in the infrastructure sector. There is speedy, efficient and cost-effective delivery There is value for the taxpayer through the optimal risk transfer and management. There are competition and greater construction capacity. There are efficiencies from integrating the design and construction of public infrastructure with financing, operation, and maintenance or upgrading. There is the alleviation of capacity constraints and bottleneck in the economy through higher productivity of labor and capital resources in the delivery of projects. There is the creation of added value in the synergies between public authorities and private sector companies, in particular in which the integration and cross transfer of public and private sector skills, knowledge, and expertise. There is the effective utilization of state assets to the benefit of all users of public services. Development bidding and ongoing costs in PPP projects are likely to be greater for the traditional government procurement process. The private sector will do what it is paid to do and no more than that, therefore incentives and performance requirements need to be set out in the contract. The private sector is likely to have more expertise and after a short time have an advantage in the data relating to the project. A clear legal and regulatory framework is crucial to achieving a sustainable solution. Tendering and negotiation in the PPP contract are typically much more complicated than conventional procurement contracts. This is because of the need no anticipate all possible contingencies which arise in such long-term contractual relationships. The cost of contract re-negotiation which are often high. The difficulty in estimating financial outcomes over such long periods, there is a risk that the private sector party makes very large profits. These two outcomes can create political problems for the government cause it la intervene. The long-term nature of a PPP project means that dept. is incurred long before the benefits appear.
An intelligent transportation system (ITS) is an unconventional application which aims to provide innovative services telling to different modes of transport and traffic management and permit users to be better informed and make safer, more synchronized, and 'smarter' use of transport networks. Some of these technologies include calling for emergency services when an accident occurs, via cameras to enforce traffic laws or signs that mark speed limit changes liable on conditions. Although ITS may refer to all modes of transport, the directive of the European Union defined ITS as systems in which information and communication technologies are practical in the field of road transport, plus infrastructure, vehicles, and users, and in traffic management and mobility management, as well as for interfaces with other modes of transport. ITS may improve the efficiency of transport in several situations, i.e., road transport, traffic management, mobility, etc. Intelligent transport systems contrast in technologies applied, from basic management systems such as car navigation; traffic signal control systems; container management systems; adjustable message signs; automatic number plate recognition. To more advanced applications live data and additionally, predictive techniques developed to advanced modeling and comparison with historical baseline data.
Transportation management is a major part of urban planning and development. Urban areas worldwide are rapidly growing and so is the urban population. Urban planning impacts how much a city supports business growth, and of which transportation management has a key character to play. City transportation inspirations per capita expenditure and revenues to a large range and thus a country’s GDP. If examples are to be drawn from the home country, Mumbai owes much of its business capital grade to a well-laid out public transportation management. And Bangalore is known for its inability of city planning to handle a sudden and prolific growth of IT establishments. Typical man-hours spent in traffic in a day, traffic hazards, and the pollution levels, which the livability depends on traffic modes and sizes in the city; additionally, the pride value of a city and the country lies with traffic behavior lengthwise with other factors. Urban travel demand has been incessantly growing in both developed and developing countries. Overall population growth and increasing urbanization have led to the rapid growth of large cities, which are crippled by the sudden rise in travel demand. The supply of transport infrastructure and services, by judgment, has lagged far behind demand. Land prices and rental rates also escalate in the city center. Urban travel demand has to be unstated from the context of differentiated urban growth. To some extent, capacity increase is possible by minor modifications with little or no investments such as signaling changes, widening of roads, and extricating infringements. But what works for one city not work for the other, however, some valuable lessons can be learned. Despite investments in road infrastructure, land use and transport planning and development, several cities face glitches of heavy influx, congestion, traffic accidents, and air and noise pollution. Hence a unified line to integrate multi-modes of traffic and efficient feeder networks must be adopted, in the calculation to inculcating public discipline. The current trend in many cities in India and the rest of the World is heavy investments into railways. Several metros, light rail transit (LRT), and monorail projects have initiated, which is deliberately a new approach to urban transportation management. Railways for urban transportation management make public attention and interest for the following reasons: Air, noise, and water pollution; vegetation and wildlife destruction; and road accidents are around the negative impacts of freight transportation. Freight movements and their allied negative impacts have been steadily increasing over the last few decades in most parts of the world. Negative environmental effects of freight transportation are a serious concern, because of the related long-term direct and indirect impacts such as increasing greenhouse gases (GHGs) and global warming.
Concentration is a traffic measure that clarifies the extent of usage of road space by vehicles. It is a larger term encompassing both density and occupancy. The first is a measure of attention over space; the second measures concentration over time of the equivalent vehicle stream. The review of the literature on traffic flow characteristics designates that the traffic density, expressed as several vehicles per unit length of roadway, cannot be fitting for accurate measurement of traffic concentration, due to variation in the dimensions and speed of vehicles, even on an assumed traffic lane. Hence, there is a need for the development of an alternative measure to represent traffic concentration with potential for fitting application to traffic conditions where there is a noteworthy difference in speed and dimensions of vehicles. Occupancy, defined as the proportion of time during which the detection zone on a highway is roofed by all vehicles, can help to remove the deficiencies of the concept of density to a noteworthy extent. Occupancy, thus, takes into interpretation the traffic composition (variation in the dimensions of vehicles) and speed variations, in its measurement, instantaneously and gives a more reliable indicator of the extent of the road being used by vehicles. Hence, occupancy is more evocative than density. Since occupancy depends on the size of the detection zone, the measured occupancy, however, may be different for different detection-zone lengths, even for the same roadway and traffic conditions. Also, the concept of occupancy is not directly applied under highly heterogeneous traffic conditions such main on Indian roads, as the traffic has no lane discipline (vehicles occupy any lateral position on the road dependent on the availability of road space at a given instant of time) and hence, it is necessary to consider the whole of the road as a single unit to analyze the traffic flow. Hence, a new measure, named, ‘area-occupancy’ is proposed, which considers the horizontal projected area of the vehicle, without any restriction on the length of the uncovering zone and width of the road (treating the whole of the width of the road as a single unit without thought of traffic lanes) as the bases. Thus, on a stretch of road, area-occupancy is articulated as the proportion of the area of the detection zone roofed by all the vehicles, traversing the zone during the observation time. The area-occupancy is not pretentious by the length of the detection zone since it deliberates the length of the detection zone in its formulation. Also, the effect of heterogeneity and lane less nature of the traffic is incorporated in the concept of area-residence by considering the horizontal projected area (length and width) of the vehicle in its formulation. Hence, the notion of area-occupancy is valid to measure, accurately, the extent of usage of road space by vehicles. It may be noted that the area-occupancy can be applied to any traffic condition, from highly homogeneous to extremely heterogeneous, and to any length of the detection zone. To check for the validity of the concept, the occupancy, and area-occupancy of a similar traffic stream were estimated for different lengths of detection zone complete simulation experiments and the values were related to the density of the stream. It was found from the results of the reproduction experiment, that area-occupancy can be a substitute for occupancy. Also, the estimated area-occupancy is created to remain unchanged with respect to change in the length of the detection zone. Thus, it proved that area-occupancy, rather than occupancy, can be used as an indicator of road traffic concentration at any flow level because of its ability to accurately duplicate the extent of usage of the road space. It finished replication experiments that the area-occupancy remains stable with deference to change in traffic composition under heterogeneous traffic circumstances.
A wide range of materials (mainly aggregates, asphalt materials, and cementitious materials) used paving applications. The tactic to improve the sustainability of the pavement materials is the use of recycled, co-products (RCWMs) There are more than a few other approaches available and emerging technologies to monitor that may improve pavement sustainability with errands to aggregate production, asphalt materials, and concrete materials. Each approach must be judged from a life-cycle perspective to determine the role it plays in contributing to the sustainability of a pavement system. This allows decision manufacturers to examine potential economic, environmental, and social impacts that may occur through the life cycle, and also to evaluate potential trade-offs. Resilient asphalt is a type of asphalt concrete calculated to reduce aching of feet and joints from walking. It has been used at the 1939 New York World's Fair and on Main Street, the USA in Walt Disney World.
A flexible, or asphalt or Tarmac pavement naturally consists of three or four layers. For a four-layer flexible pavement, therein involved is a surface course, base course, and subbase course constructed to in compacted, natural soil subgrade. When building a three-layer flexible pavement, the subbase layer is not used and the base course is placed straight on the natural subgrade. A flexible pavement's surface layer is constructed of hot-mix asphalt (HMA). Unstabilized aggregates are used for the base course; however, the base course also is stabilized with asphalt, Foamed Bitumen, < Roadstone Recycling > Portland cement, or another stabilizing agent. The subbase is constructed from local aggregate material, while the top of the subgrade is often stabilized with cement or lime. With flexible pavement, the highest stress befalls at the surface and the stress decreases as the depth of the pavement increases. Therefore, the highest quality material needs to be used for the surface, although lower-quality materials used as the depth of the pavement increases. The term "flexible" is used because of the asphalt's ability to bend and deform slightly, then homecoming to its original position as each traffic load is applied and removed. These small deformations can convert permanent, which can lead to rutting in the wheel path over an extended time. The service life of the flexible pavement is designed in the range of 20 to 30 years. Required thicknesses of each layer of a flexible pavement vary widely on the materials used, magnitude, number of repetitions of traffic loads, environmental conditions, and the anticipated service life of the pavement. Factors such as these are into consideration during the design process so that the pavement will last for the calculated life without excessive distresses. Rigid pavements are used in constructing airports and major highways, such as those in the interstate highway system. Besides, they serve as heavy-duty industrial floor slabs, port and harbor yard pavements, and heavy-vehicle park or terminal pavements. Like flexible pavements, rigid highway pavements are calculated as all-weather, long-lasting structures to serve modern-day high-speed traffic. Donation high quality riding surfaces for safe vehicular travel, they function as structural layers to distribute vehicular wheel loads in such a method that the induced stresses transmitted to the subgrade soil are of acceptable magnitudes. Portland cement concrete (PCC) is the common material used in the construction of rigid pavement slabs. The goal for its popularity is due to its availability and the economy. Rigid pavements must be designed to endure normally repeated traffic loadings. The typical calculated service life of a rigid pavement is between 30 and 40 years, lasting about twice as long as a flexible pavement. One major design deliberation of rigid pavements is reducing fatigue failure due to the repeated stresses of traffic. Fatigue failure is common major roads because a typical highway will experience millions of wheels passes through its service life. In addition to design principles such as traffic loadings, tensile stresses due to thermal energy must also be taken into consideration. As pavement design has advanced, many highway engineers have noted that thermally induced stresses in rigid pavements can be just as intense as those imposed by wheel loadings. Due to the moderately low tensile strength of concrete, thermal stresses are enormously important to the design deliberations of rigid pavements. Rigid pavements are normally constructed in three layers - a prepared subgrade, base or subbase, and a concrete slab. The concrete slab is constructed conferring to a designed choice of plan dimensions for the slab panels, directly influencing the intensity of thermal stresses occurring inside the pavement. In addition to the slab panels, temperature reinforcements must be calculated to control cracking behavior in the slab. Joint spacing is resolute by the slab panel dimensions. Three main types of concrete pavements commonly used are jointed plain concrete pavement (JPCP), jointed reinforced concrete pavement (JRCP), and continuously reinforced concrete pavements (CRCP). These pavements do not use any reinforcing steel. JRCPs are constructed with both contraction joints and reinforcing steel to control the especially of the pavement. High temperatures and moisture stresses within the pavement creates cracking, the reinforcing steel holds strongly together. CRCPs solely rely on continuous reinforcing steel to hold the pavement's natural sloping cracks together.
Highway construction is led by detailed surveys and subgrade preparation. The methods and technology for constructing highways over time and become increasingly classy. Progress in technology has raised the level of skill sets obligatory to complete highway construction projects. This skill varies from project to project, contingent on factors, the contrasts among new construction and reconstruction, and differences between urban region and rural region projects. A subbase course is a layer calculated of carefully selected materials that are located between the subgrade and base course of the pavement. The subbase thickness is in the range of 4 to 16 inches, and it is designed to survive the required structural capacity of the pavement section. Common materials used for a highway sub base contain gravel, crushed stone, or subgrade soil that is calmed with cement, fly ash or lime. Permeable subbase courses are fetching more prevalent because of their ability to drain infiltrating water from the surface. They also prevent subsurface water from the success of the pavement surface. When local material costs are unreasonably expensive or the material requirements to increase the structural bearing of the sub-base are not gamely available, highway engineers can increase the bearing capacity of the causal soil by mixing in Portland cement, foamed asphalt, or use polymer soil stabilization such as cross-linking styrene acrylic polymer that increases the California Bearing Ratio of in-situ materials by a factor 4 – 6. The base course is the region of the pavement section that is located directly underneath the surface course. If there is a subbase course, the base course is constructed straight layer. Typical base course thickness ranges from 4 to 6 inches and is by underlying layer properties. Heavy loads are applied to pavement surfaces, and the base layer absorbs the common of these stresses. The base course is constructed with an unprocessed crushed aggregate such as crushed stone, slag, or gravel. The base course material under construction traffic and good drainage characteristics. The base course materials are pickled with cement, bitumen, calcium chloride, sodium chloride, fly ash, or lime. These treatments better-quality support for heavy loads, frost susceptibility, and as a moisture wall between the base and surface layers. They’re used types of pavement surfaces used in highway construction: hot-mix asphalt and Portland cement concrete. These pavement surface courses provide a smooth and safe riding surface, while simultaneously transporting the heavy traffic loads through the various base progressions and into the primary subgrade soils. Hot-mix asphalt surface courses are to as flexible pavements. The Superpave system was developed in the late 1980s and has accessible changes to the design approach, mix design, specifications, and quality testing of materials. The construction of an effective, long-lasting asphalt pavement requires a knowledgeable construction crew, committed to their work quality and equipment control. A prime coat is a low viscosity asphalt that is functional to the base course before laying the HMA surface course. This coat bonds loose material, creating a cohesive layer amongst the base course and asphalt surface. A tack coat is a low viscosity asphalt emulsion that is used to create a bond between a present pavement surface and a new asphalt overlay. Tack coats are applied to adjacent pavements (curbs) to support the bonding of the HMA and concrete. Portland cement concrete surface courses are to as rigid pavements or concrete pavements. There are three classifications of concrete pavements - jointed plain, jointed reinforced, and continuously reinforced. Traffic loadings are transported between sections when larger aggregates in the PCC mix inter-lock together, load transfer devices in the transverse joints of the surface. Dowel bars are used as load-transporting devices to efficiently transfer loads across transverse joints although maintaining the joint's horizontal and vertical alignment. Tie-bars are deformed steel bars that are placed along longitudinal joints to hold together pavement sections in place. Project management comprises the organization and structuring of project activities from inception to completion. Activities could be the construction of infrastructure such as highways and bridges or major and minor maintenance activities to constructing such infrastructure. The entire project and complicated activities must be handled in a professional and completed within deadlines and budget. In addition, minimizing social and environmental impacts is important to successful project management.
The southern India state of Tamil Nadu a leader in the area of urban sector reforms and has an efficient framework to carry out this process. One of the tools it has used for a variety of infrastructure projects as public-private partnerships (PPPs). The government's objective has to facilitate the development of modern urban infrastructure while providing an empowering environment for the participation of the private sector in this development. The East Coast Road project is one of the resulting PPP projects achieved by an entity that is itself a public-private partnership. The first of the Tamil Nadu government's series of public-private partnerships for roadways were bespoke in 1998, as the Tamil Nadu Road Development Company Ltd. (TNRDC). This innovativeness was structured as a model public-private partnership between the public agency known as the Tamil Nadu Industrial Development Corporation (TIDCO) and the private consortium IL&FS. This PPP was intended to leverage state resources by heartening private sector investment. The TNRDC's purpose was to improve the small roads connecting the state capital Chennai with the town of Cuddalore. The detached was to reduce traffic congestion, enable local business and trade, and reduce the local air pollution. This was done by upgrading the road design, employing fashionable construction techniques, and operating the road using the latest technology. The project was also expected to attend as a catalyst for private sector investment and participation in infrastructure development. However, this initial agreement required a sufficient financial base, which slowed maintenance work in the project. As a result, the road was characterized by high levels of accidents, poor signage, and absenteeism of road markings. Pavement failures were also within two years of the initial development. To these deficiencies, the Tamil Nadu Road Development Company negotiated a new contract for the recuperation and maintenance of the 113.2 km East Coast Road (ECR) between the cities of Chennai and Pondicherry, via the city of Mahabalipuram, at a cost of US $12.6 million. The Government approved the project in principal on February 11, 2000, and the enterprise agreement was contracted in December 2000. The new PPP contract was renegotiated as a Rehabilitate-Improve-Maintain-Operate-Transfer (RIMOT) agreement, which comprised several improved specifications. Work beneath this agreement began in February 2001, and a substantial portion was completed by December 2001. There was significant inter-departmental coordination, transparency in bidding and contracting, and support in toll enforcement. Tamil Nadu, with a population of over 62 million, is the most urbanized State in India; over 47% of its population presently lives in urban areas.
Its capital, Chennai (formerly known as Madras) is the fourth largest city in India, with an assessed population of over 7.5 million. Given the increasing urbanization of its populace and the growing economic reliance on the industrial sector, the government of Tamil Nadu known the importance of transportation infrastructure in facilitating further economic development. The road projects started by the Tamil Nadu Road Development Company are expected to reduce traffic congestion and facilitate commerce and tourism. This is likely to lead to increases in economic activity and employment opportunities, and will eventually lower local poverty levels. Reduced congestion reduces air pollution. A number of these objectives were subsequently comprised in the Millennium Development Goals. To achieve these goals, the government trusted heavily on the resources of the private sector to provide the latest technologies in highway design, construction, and operation of the tolling facilities. Besides, the private sector was reinvigorated to provide investment capital for the maintenance, asset management, and operation of the highway at a high quality and in a professional style. The Tamil Nadu Road Development Company Ltd (TNRDC) is the third dissimilarity on an arrangement establishing a partnership between Tamil Nadu Industrial Development Corporation (TIDCO - a government agency of Tamil Nadu) and IL&FS for developing road sector wits under the public-private partnership format. However, the initial joint venture failed since of limited financial resources. In January 1998, a Memorandum of Agreement was contracted to form the TNRDC partnership, which involved by the two French companies in addition to IL&FS and TIDCO. The unbiased of the joint undertaking was to focus on developing a toll road network in Tamil Nadu. The World Bank also provided loan assistance to the project. Under the framework, the government is in charge of regulations and policy risks, while commercial risks are borne by the private sector. To kind the partnership more attractive to the private operator, the government has also assumed certain contingent liabilities apart from force majeure events. TNRDC's Board of Directors encompasses three members from IL&FS, two members from the Government entity TIDCO, an independent director from the Ministry of Environment & Forest, and a past bureaucrat who is the Chief Executive Officer of the company. Also included are governments of all other partners including lenders, investors, consumers, and sovereign individuals. While the toll revisions are under the power of the government, the corporate structure the protection of all interests as well as the project itself. The government has not provided direct funding for the East Coast Road but does hold a minority equity position through the Tamil Nadu Road Development Company Ltd. The private sector in this public-private partnership has a majority share of equity, with the total equity share of capital at about US $37 million of the US $225 total cost of the project. Subordinate costs contributed the US $37 million while the senior debt, funded by the projected tolling revenues, underwrote the remaining US $151 million. This equity supports all of the TNRDC's projects; the East Coast Road is just many TNRDC initiatives. It was also predictable that all of the costs for the operations and maintenance, as well as the senior debt servicing, would be met by toll proceeds on the East Coast Road. The contract necessities for the construction of new roads and the maintenance of existing roads based on the projected traffic volume and the expected economic viability of the project. The contract included the maintenance of several state highways in addition to the East Coast Road, to increase the attractiveness of the contact and improve the competitive pricing and quality of both the construction and maintenance. The private operator also contracted an Integrated Improvement and Maintenance Contract that encompassed performance standards to be met in the operation of the toll road. The risk was allocated in a viable manner, with the government bearing governing and policy risks, while the private sector bore the commercial risks. To make the deal more attractive for the private sector, the government has also supposed certain contingent liabilities as well as force majeure events. These contractual requirements have recognized and incorporated into the related documents. The East Coast Road project was one of the first projects of its kind in India when trusted to the Public-Private entity TNRDC. The concession agreement was contracted in December 2000 to develop the project on a Rehabilitate Improve Maintain Operate and Transfer (RIMOT) basis. The RIMOT contract was signed amongst the Government of Tamil Nadu and the Tamil Nadu Road Development Company in December 2000 and commercial tolling operations on the road started in March 2002. The business model the private company to make investments in commercially viable projects and provide advisory, management, and Operations and Maintenance services on a fee basis for other commercially infeasible but socially desirable projects. The public-private partnership format of the East Coast Road project in Tamil Nadu is robust and is the source for the success of the project. The TNRDC contract entrusts existing public assets to the private sector for capacity augmentation and upgrading of efficiency, leveraging and freeing up scarce public resources for other projects. The RIMOT framework mandatory the tolls exciting to recover improvement and maintenance costs only, allowing for lower tolls rates for users. Project returns for the private sector are capped at 20% and any surplus is lowed in the state road sector. Since this was not a greenfield project, but an upgrading of an existing road, there was a strong interest in continuing as much traffic flow as possible. The private company is allowed noteworthy latitude in the scheduling and manner in which road improvements are done, but with the need to minimize the trouble of this flow. This approach led to creative solutions in the scheduling and design of the work. These embraces optimizing road space while paving road surfaces and effective segregation of traffic to diminish congestion. This in turn reduced the risk of low traffic density, reduced toll revenues, and high capital costs that are allied with a four-lane highway of this size. The plan also involved an increased toll structure and discount travel cards for regular users and the release of toll for economically disadvantaged groups. This method getting with toll payers, since lower-income travellers using two-wheelers, three-wheelers, and agricultural vehicles, as well as local residents are now exempted from the toll. Only cars, light commercial vehicles, buses, and trucks pay the toll for use of the road. The Government of Tamil Nadu and the private partner view the East Coast Road as a vital project for the development of the state and the welfare of the local public. However, the project has faced some opposition from environmentalists who argue that the ecological damage result from the construction and use of the highway would outweigh the benefits and that a comprehensive impact assessment of the project had not carried out before the contract was signed. Public hearings, public interest litigation, commissions of inquiry, and debates in the press out many issues about the East Coast Road. During the initial phase following the commencement of tolling, local residents, auto-rickshaw drivers, and other groups protested against having to pay a toll for access to homes, quarreling that tolling an access road to a person's home was unconstitutional and that low-income citizens could not have enough money the toll. A citizen backing group was formed to lobby against the toll on local residents. In July 2002, after some objections that threatened to become violent, the matter was fixed by the Chief Minister of the state of Tamil Nadu who announced that local residents are given passes by the tolling company for toll-free access to their homes. The success of up-scaling infrastructure projects in Tamil Nadu depends on the call-driven nature of the projects and the framework of the PPP model used. The success of any public-private partnership requires on reaching a financial equilibrium to allow for the reclamation of capital investments, either for maintenance and operation or for new construction. Tamil Nadu's structure appears to be sufficient and adaptable, with an effective risk-sharing contractual format. Revision of tolls downward post-contract signing, delays in issuing toll warning orders, and delays in agreed toll escalations are issues that need to be spoken for public-private partnerships to become a consistently viable form of private financing for infrastructure in the future. However, the combination of the stable and growing national economy and infrastructure sector restructurings have created the conditions for attracting private investment in additional road projects, helped in part by the success of the East Coast Road. The incorporation of workable Operations and Maintenance in the project design phase is a key factor in its success. The strong support from the Government of Tamil Nadu in coordinating departments, combined with transparency in bidding and contracting allowed the creation of a highly effective partnership in the transport sector. However, for the model to be replicable in other projects with high maintenance and operations costs, certain problems will have to be spoken. For one, the road has also witnessed a large rise in accidents since it has started operation. Unlike in many countries where highways connect human settlements, with few habitations lengthwise the route, there are several villages located along the East Coast Road. However, the road does not have any pedestrian subways or bridge crossings for local people to cross the road. There is also a lack of access roads connecting local villages to the highway, which outcomes in a number of these villages not receiving the expected economic benefits of connectivity. It has been suggested by conveyance experts that a periodic safety audit involving a team of engineers, road laying organizations, and local people should work together to solve the problems that have affected the project. For example, there is a discussion of allowing two-wheelers and slow-moving traffic to use the shoulders as additional traffic lanes, as opposed to reserving the paved shoulders for dangers and official vehicles. Given the vehicle mix in Tamil Nadu, this might both increase average traffic speed but improve the safety and comfort of the travel experience.
Unit - 14
Traffic & Transportation Engineering
Transportation Engineering:
Traffic Engineering:
1) Transport engineering
2) Pavement engineering
3) Bicycle transportation engineering
4) Highway engineering
5) Transportation planning
6) Urban planning
7) Human factors in engineering.
1) Road Transport:
Advantage:
2) Rail Transport:
Advantage:
3) Water Transport:
Advantage:
4) Air Transport:
Advantage:
1) Road Transport in India:
1) National highways (NHs)
2) State highways (SHs)
3) Major district roads (MDRs)
4) RRs that include other district roads
5) village roads.
2) Rail transport in India:
3) Water Transport in India:
4) Air Transport in India:
Advantages of PPP:
Disadvantages of PPP Model:
1) Railways are a mass transit system and hence it is more effective than roadways in meeting higher land-based traffic capacity demands.
2) Railways are highly capital intensive when compared to other modes. So, project planning has to be clean and has to be exercised with utmost caution. Any time loss leads to troubling existing public facilities and cost appreciation.
3) Railway transportation necessitates a very long-time planning and takes years to design, develop, build infrastructure, and execute. And the route has to be planned in such a way that it caters to clearing bottlenecks while instantaneously causing minimum impacts to existing structures.
Sustainable pavement materials:
Resilient pavement materials:
Flexible pavement design:
Rigid pavement design:
Construction Pavement:
1) Sub-base course construction.
2) Base course construction:
3) Surface course construction:
4) Hot-mix asphalt (HMA) layers:
Construction issues:
1) Asphalt mix segregation
2) Laydown
3) Compaction
4) Joints
5) Portland cement concrete:
Management pavement:
EAST COAST ROAD, TAMIL NADU, INDIA
Case Study (Transportation)
Project Summary:
Project Objectives:
Its capital, Chennai (formerly known as Madras) is the fourth largest city in India, with an assessed population of over 7.5 million.
Project Description:
1) Partners:
2) Implementation Environment - Legislative and Administrative:
3) Financial Agreement:
4) Contract Provisions:
5) Implementation Metrics:
Commentary:
1) Methods for Overcoming Impediments:
2) Key Points for Success or Failure:
References:
1. Patil, B.S. (1974), Legal Aspects of Building and Engineering Contract
2. The National Building Code, BIS, (2017)
3. RERA Act, (2017)
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6. Avtarsingh (2002), Law of Contract, Eastern Book Co.
7. Dutt (1994), Indian Contract Act, Eastern Law House
8. Anson W.R. (1979), Law of Contract, Oxford University Press
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11. Wadhera (2004), Intellectual Property Rights, Universal Law Publishing Co.
12. P. S. Narayan (2000), Intellectual Property Rights, Gogia Law Agency
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14. Bare text (2005), Right to Information Act
15. O.P. Malhotra, Law of Industrial Disputes, N.M. Tripathi Publishers
16. K.M. Desai(1946), The Industrial Employment (Standing Orders) Act
17. Rustamji R.F., Introduction to the Law of Industrial Disputes, Asia Publishing House 18. Vee, Charles & Skitmore, Martin (2003) Professional Ethics in the Construction Industry, Engineering Construction and Architectural Management, Vol.10, Iss. 2, pp 117-127, MCB UP Ltd
18. American Society of Civil Engineers (2011) ASCE Code of Ethics – Principles Study and Application
19. Ethics in Engineering- M.W.Martin& R.Schinzinger, McGraw-Hill
20. Engineering Ethics, National Institute for Engineering Ethics, USA
21. www.ieindia.org
22. Engineering ethics: concepts and cases – C. E. Harris, M.S. Pritchard, M.J.Rabins
23. Resisting Bureaucratic Corruption: Alacrity Housing Chennai (Teaching Case Study) -S. Ramakrishna Velamuri -CEIBS
24. CONSTRUCTION CONTRACTS, http://www.jnormanstark.com/contract.htm
25. Internet and Business Handbook, Chap 4, CONTRACTS LAW, http://www.laderapress.com/laderapress/contractslaw1.html
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