transportation systems engineering civil engineering department · transportation systems...
TRANSCRIPT
Prof. S. L. DhingraTransportation Systems Engineering
Civil Engineering DepartmentIndian Institute of Technology Bombay, India
July 19-20, 2010Zürich, Switzerland
ContentsIntroduction of Transportation Infrastructure ProjectsRail
Dedicated Freight CorridorDelhi MetroMumbai MetroMumbai MonorailChennai MRTS
RoadNational Highway Development Project
Summary & Conclusion
Infrastructure as Key to Economic Development
Of Late (about 10 years back) GoI realized that the
development of Infrastructure--- will lead to Economic
Development--- but there were many Uncertainty
Issues
Transport Infrastructure Projects
1. Urban - JNNURM projects---rail, road ,water transport and integration
2. Regional -NHDPa) Rail/ Highways Freight Corridors- Mumbai - Delhi – Kolkattab) Railroad connectivity toc) Major Ports d) Airports
3. Rural - PMGSY/NRRDA4. Inter-modal coordination passengers
Government plans US $50 billion for road projects this fiscal; $500 billion to overhaul infrastructure in the five yrs to end- March 2012.
…Projects
Formulation, Appraisal And Approval of Public Private Partnership (PPP) Projects.
Financing Infrastructure Projects through the India Infrastructure Finance Company
Customs Procedures and Functioning of Container Freight Stations and Ports
Financing of the National Highway Development Programme (NHDP)
Financing Plan for Airports
Model Concession Agreement for PPP in Operation and Maintenance, State Highways and Ports
Rail Projects in India
Dedicated Freight Corridors
Main ObjectiveThe Dedicated Freight Corridor is a project for new railway lines
exclusively for carrying freight isolated from normal IR traffic andpassenger trains
Address Identified Needs:
According to Nation-wide survey of users of rail freight services (1997), inthe Rakesh Mohan Committee Report:
the Indian Railways was rated below roadways on all parameters:ReliabilityAvailabilityPriceTimeConnectivitySuitabilityDamages
Can be addressed more efficiently in an independent organization operating services inthe dedicated freight corridors than in a very large organization like the IndianRailways.
• Information sharing• Adaptability• Cost-friendliness• Negotiability• Access to officials• Ease of payment• Claim time.
…Need of Dedicated Rail Freight Corridor
Top five in the world in terms of passenger and freight traffic is marvelous.However the passenger traffic segment has been neither profitable nor self-sustaining
Sustained only through cross-subsidization by freight traffic earnings.Passenger fare 30% of earnings, freight 66% (April-Oct 2005, total earnings Rs 29,933.68 crores)
Foreseeable future, freight remains bulk600 million tons of freight and17% growth in recent times.
Imperative create some idle capacity in freight sector
Obsolete speed1950-51 average speed of a goods train: 17.4kmph
1989-90: 22.7kmph
In fast-moving present-day world, speed & rate of growth is very low
Especially for a predominantly agricultural economy like India, perishable goods account for a bigchunk of the freight
At least 100 Kmph is needed
Project OverviewPhase-IIn the first phase, corridors would bedeveloped between Ludhiana Howrah in theeastern section and between Mumbai andDelhi in western section 1,483-km Delhi-Mumbai route 1,280-km Delhi-Kolkata route
Phase IIsecond phase, DFC would be laid betweenMumbai and Chennaiand between Chennai and Howrah.
PHASE I
S.No State Proposed Location Category of Region
1 Uttar Pradesh Dadri-Noida-Ghaziabad Investment Region
2 Uttar Pradesh Meerut-Muzaffarnagar Industrial Area
3 Haryana Faridabad-Palwal Industrial Area
4 Haryana Manesar-Bawal Investment Region
5 Rajasthan Kushkhera-Bhiwadi-Neemrana Investment Region
6 Rajasthan Jaipur-Dausa Industrial Area
7 Gujarat Vadodara-Ankleshwar Industrial Area
8 Gujarat Bharuch-Dahej Investment Region
9 Maharashtra Alewadi/Dighi Industrial Area
10 Maharashtra Igatpuri-Nahik-Sinnar Investment Region
11 Madhya Pradesh Pitampura-Dhar-Mhow Investment Region
12 Madhya Pradesh Nimach-Nayagaon Industrial Area
PHASE II
S.No State Proposed Location Category of Region
A Haryana Kundli-Sonepat Investment Region
B Haryana Rewari- Hissar Industrial Area
C Rajasthan Ajmer-Kishangarh Investment Region
D Rajasthan Rajsamand-Bhilwara Industrial Area
E Rajasthan Pali-Marwar Industrial Area
F Gujarat Ahemdabad-Dholera Investment Region
G Gujarat Surat-Navsari Industrial Area
Organizational structure and project implementation framework
Dedicated Freight Corridor Corporation of India Limited (DFCCIL) is a publicsector body set up for implementation of the dedicated freight corridor.
RITES is the agency carrying out the initial feasibility studies for the project .
CCEA will be approached for the approval of extension project aftercompletion of the study
The Japanese International Cooperation Agency (JBIC) has agreed toprovide about Rs 18,000 crore for the construction cost
DMICDC will undertake project development activity for various centralgovernment projects and also help in assisting state governments,wherever desired. The corporate entity will have a shell structure with 49%contribution by GOI and the remaining by Financial Institutions and otherinfrastructure organizations.
Project FeaturesTotal length of route: 2,700 km.
Feeder lines: about 5,000 km, most of the alignment beside the existingone.
Trains running on the DFC lines will be up to 1.5km long (100 wagonrakes) and running at up to 100km/h
Expected completion time for the first phase of the DFC project is around5-7 years (i.e., completion by 2012-2014)
Computerized train control system
Liberal axle of moving dimension
Double-track railway lines, capable of handling 32.5-tonne axle load, longer trains and also double-stack containers
Cost EconomicsThe Western corridor is estimated to cost Rs 23,680 crore.
Rs 6,200 crore from internal accruals, Rs 1,250 crore from gross budgetary support, andraise Rs 16,230 crore as debt.The Railway Ministry is trying for Japan Bank for International Co-operation (JBIC) funding.
The Eastern corridor is estimated to cost Rs 19,613 crore.Rs 7,800 crore will be through internal generation, Rs 1,250 crore through gross budgetarysupport and Rs 10,563 crore will be raised as debt from multilateral agencies such as theWorld Bank and the ADB.
The average annual requirement would work out to more thanRupees 4500 crore
Together, the two freight corridors would involve investment of overRs28,180 croreX0.2 million Dollar.
Advantages
Transit time for freight between Mumbai and New Delhi is expected to dropfrom 60 to 36 hours.
The busiest corridor from Ahmedabad to Marwar, where 15 trains run eachway, will be increased to 72 trains per way and between JNP and Barodathe trains will be increased from 9 to 49.
The 2003-04 report shows that the container traffic in India was 2.7 millionTEUs, out of which railways has 24 per cent share. It is estimated that in2021-22 the traffic will increase to 15.5 million TEUs, of which 40 per centwill be tapped by DFC
Intensive monitoring for timely delivery, increase in trailing load of trains,claim-free movement of goods, improved services such as refrigeratedcontainers for perishable goods, etc, can be achieved.
Use of multi-purpose wagons for freight in this corridor could reduce thepresent-day empty haulages from destinations to the loading points
• Tremendous commercial advantages will accrue to the nation and the rail-ways if the dedicated freight corridor is operationalised.
•The resultant reduced road haulage will in turn reduce the oil pool deficit ofthe country, saving precious petroleum and equally precious forex reserves.Reduced road traffic and installation of electric traction along corridor willreduce the pollution levels in the country. Thus overall national social andeconomic interests will be met with the railways implementing adedicated freight corridor.
• Delhi-Mumbai and Ludhiana-Howrah section of the DFC will help Railwaysin carrying 60 per cent of goods that are currently transported by roads.
•With high-powered fast locomotives plying in the freight corridor and handlingof goods for loading mechanized, onward distribution along the corridor’smajor stations would greatly contribute to efficiency
•. Railways aims to carry 785 million tonnes of revenue earning traffic this yearand expects to carry more than 1,100 million tonnes of freight traffic by theend of the 11th Five-Year Plan.
SummaryThe Dedicated Freight Corridor is a project for new railway lines exclusively for carrying freight isolated from normal IR traffic and passenger trains
Dedicated Freight Corridor Corporation of India Limited (DFCCIL) is a publicsector body set up for implementation of the dedicated freight corridor.
The total length of the route for DFC is 2,700 km.
freight corridors would involve investment of over Rs28,180 crore.
Delhi Metro
Delhi Urban Transport Scenario
Delhi, the Capital city of India has a population of 16 Million andgrowing rapidly –both organically and due to in-migration.
Till the end of last century, the only mode of Mass Transit wasConventional Bus and the Urban Transport scene was dominated bypersonal automobile (two wheelers and cars) and informal Para-transit (auto-rickshaws).
Total number of two wheelers and cars in Delhi outnumber thecombined total of all other Indian metropolises taken together.
The road based system was not only inadequate to the need but alsohad severe externalities for sustainable environment friendlytransport.
Solution for this chaotic situationTo rectify this situation the Government of India and the
Government of National Capital Territory of Delhi, in equal
partnership have set up a company named Delhi Metro Rail
Corporation Ltd. (commissioned a 65.10 kms route in Phase-I
and is proceeding ahead with another 121 kms in Phase –II).
History of Delhi Metro
The planning for the Metro in Delhi had started in the 1950s.
Numerous studies were conducted for studying the
feasibility of a rail based mass transit system. The first steps
towards the construction of the metro were only initiated in
1995 when the Delhi Metro Rail Corporation (DMRC) was
registered.
Physical work on the project started on October 1, 1998.
User CharacteristicsThe station air-conditioning and ventilation system in tunnels havebeen planned to meet the rigorous climatic conditions of Delhi. Thecoaches are all air-conditioned.
Ticketing is fully automatic with contact-less smart cards.
All entrances of the metro stations are controlled through automaticflap gates through which 45 to 60 passengers can exit
The facilities have been designed to be modern, aesthetic, and easily accessible by the physically challenged. There are escalators and accessible elevators at all stations.
The entry path is lined with tactile tiles to guide the visually impaired from outside the stations to the trains.
Service Characteristics
FrequencyPeak Hours : 4 minLean Hours : 5 to 15 min
Route maps and LCD display systems are provided in every coach .
A minimum fare of Rs 6/- is provided.
Advantages of Metro Has a carrying capacity as high as 60,000 – 80,000 phpdt (peak hour peak direction traffic).
Requires 1/5th energy per passenger km. compared to road –based system.
Causes no air pollution in the city and lesser noise levels
Occupies no road space if underground and only about 2 metre width of the road
Economic BenefitsThe Delhi MRTS is essentially a "social" sector project, whosebenefits will pervade wide sections of economy.
Time saving for commutersReliable and safe journeyReduction in atmospheric pollutionReduction in accidentReduced fuel consumptionReduced vehicle operating costsIncrease in the average speed of road vehiclesImprovement in the quality of lifeMore attractive city for economic investment and growth
Conclusion
Unique feature of Delhi Metro is its integration withother modes of public transport, enabling thecommuters to conveniently interchange from one modeto another. To increase ridership of Delhi Metro, feederbuses for metro stations are Operating. In short, DelhiMetro is a trendsetter for such systems in other cities ofthe country and in the South Asian region
Mumbai Metro
Main Objectivesto provide a rail based mass transitconnectivity to people within an approachdistance of 1-2 km
to serve the areas not connected by existingSuburban Rail System
to provide proper interchange facilities forconnectivity to neighbouring areas likeThane, Navi Mumbai, Vasai – Virar etc.
Project OverviewDistance Duration
PHASE I: Versova - Andheri - Ghatkopar 11.07 Km 2006-11
Charkop - Bandra- Mankhurd... 38.24 Km
Colaba - Bandra 13.37 Km
PHASE II: Charkop - Dahisar 7.5 Km 2011-16
Ghatkopar – Mulund 12.4 Km
PHASE III: BKC - Kanjur Marg via Airport 19.5 Km 2016-21
Andheri(E) – Dahisar(E) 18 Km
Hutatma Chowk – Ghatkopar 21.8 Km
Sewri – Prabhadevi 3.5 Km
Total Length : 146.5 km Total Cost : Rs 19,525 Cr
PHASE I Lines
Versova-Andheri-Ghatkopar Line
Significance of VAG LineProvides East-West rail based connectivity to Centraland Western suburbs
Facilitates smooth and efficient interchange betweensuburban rail system and MRT System at Andheri andGhatkopar stations
Reduces the journey time from 71 minutes to 21minutes, between Versova and Ghatkopar
Provides rail based access to the MIDC, SEEPZ andcommercial developments
Charkop-Bandra-Mankhurd Line
Service Features1. Average Journey Speed 33 kmph2. Cost of Travel will be comparable to BEST
Fare 3. Trains will be provided at a frequency of 3
min.4. Comfortable Standing in A/c environment is
assured5. Carrying Capacity/rake : 1500
State-of-art safety systems
1. Automatic door closing with safety precaution
2. Power Back-up Facility
3. Fire-resistant Coaches
Additional Features
Black Boxes in all passenger coaches andmotorman's cabin
Closed Circuit TVs (CCTVs), Dynamic visualdisplays and loudspeakers
Automatic Fare Collection
Automatic train operation feature that performsall functions of a motorman except for opening& closing the doors
Typical Metro Station
DN Nagar Car Depot Facilities
Stabling
Routine maintenance
Periodic maintenance
Workshop
Offices and
storage
Conclusion
Metro Rail System is expected to reduce thetraffic on roadsThis is a much needed system to support thepresent traffic conditions of the metropolisBOOT/PPP model is followed to reduce thefinancial burden on state govtThe first phase is expected to be functionalby 2011
Mumbai Monorail
43
Propose routes for Monorail in Mumbai
First route: 25 kms (Malabar Hill- WadalaMarg- Dharavi -Bandra Kurla Complex).
Second route: 10 kms (Chembur-Mahul-Gidwani Marg-Gowandi-Chembur.
Third route: 10 kms (Lokhandwala Complex-Jogeshwari-Vikhroli Link Road-Kanjur Marg)
Fourth route: 25 kms (Thane-Kalyan-Bhiwandi)
44
COSTMMRDA estimate the Rs.14.4 billion for the first phase of the proposemonorail mroject while Larsen & Toubro-Scoomi (Malaysia) estimate theamt of Rs.29.5 billion
WORK COMPLETIONConstruction work is likely to start after October and the first phase isexpected to be completed within 30 months.
PHASE 1The monorail will run between Jacob Circle-Wadala-Chembur suburbs inthe first phase, encompassing 18 stations over 20 km, from south Mumbaito eastern Mumbai.
CAPACITYThe monorail will have four coaches, each with a capacity of 175passengers. During peak hours, it will carry between 10,000-15,000commuters per hour in both directions.
Current Status of Mumbai Monorail
OVERVIEW
Chennai, also known as Madras, is the capital city of the state of Tamil Nadu,
located at latitude 130N and longitude 800 E.
It is India's fourth-largest urban agglomeration and extends over an area of 170 km2
The city has a well-established Suburban Railway Network-Three Broad gauge
lines from Beach to Tambaram, Chennai Central to Arakkonam and Chennai Central
to Gummidipoondi.
Developments in the city and its metropolitan area have mainly occurred along
three road-rail transport corridors that radiate from Fort St. George in north-west,
west, and south-west directions
DEMOGRAPHICS (As Per 2001 Census)
•Population Density in City- 24,682 per km2
•Population Density in Metropolitan Area- 5,922 per km2
•Estimated Metropolitan Population in 2006 - 4.5 million
•Total workforce -1.5 million (31.79% of its population).
•Average household size for the city - 4.81
•Average household size for rest of metropolitan area - 4.63
•Total number of resident workers in CMA -18.45 lakhs
GENESIS OF THE CHENNAI MRTS PROJECT
The Government of Tamil Nadu (GOTN) conducted a Comprehensive Traffic
and Transportation Study in Chennai Metropolitan Area (CMA) in 1971, and
based on its findings, a rail-based MRTS was one of the projects identified for
implementation as a long-term measure to meet mass transportation
demands.
In light of important issues such as making land available for the project,
minimizing disturbance to road traffic during project execution, and lowering
the project cost, it recommended a surface/elevated alignment.
GENESIS OF THE CHENNAI MRTS PROJECT
The first phase of Chennai's Mass Rapid Transit System (MRTS) was executed
by the Ministry of Railways and covered a distance of 8.45 km, with all finances
required for the project coming from the Ministry of Railways itself, while the land
for the project had been given free of charge by the Government of Tamil Nadu
(GOTN).
The second phase of the project extends the already developed line by an
additional distance of 10.3 km.
PHASE INFORMATION
The project involves three phases, of which Phase I and Phase II are completed. Phase II extension and Phase III are in different stages of execution.
Phase
Length (elevated)
in kmRoute Stations
Cost (Initial Estimate) in crore rupees
Sanction Opening
Phase I 8.55 (5.80) Chennai Beach -
Thirumayilai 8 260 (53.46) 1984 1997
Phase II
11.16 (7.84) Thirumayilai - Velachery 9 665
(733.4) 1998 19th Nov. 2007
Phase II Ext 5 (5) Velachery - St. Thomas
Mount 3 (417) 2007 Exp. 2009-10
Phase III
16.76 (~10.76)
St.Thomas MountPadi/Villivakkam 10 N/A - -
Source: CMDA Report on MRTS
PHASE I
The Suburban Lines offered no connectivity to Central and South Chennai. The
planning for the Phase I of Chennai MRTS had began in 1985 and construction was
started in 1991.
The first phase was much delayed due to lack of funds and finally opened in 1997.
The section of the line encompassing the first three Stations -Beach, Fort and Park
Town, is at grade and after Park Town it begins climbing.
Chintadripet, Chepauk, Tiruvallikeni, Lighthouse and Thirumaylai are elevated.
The Line from Park Town to Thirumaylai follows the course of the Buckingham Canal,
which runs parallel to the Coromandel Coast.
Frequency of 10 minutes during the peak hours (8 a.m. - 10.30 a.m. and 5 p.m. to 7
p.m.) and a train at about 20 minutes frequency during the rest of the day.
PHASE II
• The second phase of the MRTS connects Thirumaylai to Velachery, a southern
suburb.
• In this phase till Perungudi station all the stations are elevated. One of the main
stations in this stretch is Thiruvanmiyur Station, which is just across from Tidel
Park.
• The elevated track between Thiruvanmiyur and Velachery was opened to public on
November 19, 2007.With this the stations are connected with 58 trips every day.
PHASE II EXTENSION
• It is proposed from Velachery to St. Thomas Mount.
• A station on the Beach - Tambaram Line next to the Meenambakkam Airport,
creates a convenient connection between the eastern coast, the IT corridor and
areas between Chennai Central and Anna International Airport
PHASE III AND BEYOND
The planned route for the MRTS will see it turn North after St Thomas Mount
and touch the Suburban Line to Arakkonam at Villivakkam before continuing
further North East and eventually going down to Grade, i.e. Surface Level
again and merging with the Suburban Line to Gummidipoondi at Tondiarpet.
After ratifying the plans for the proposed Chennai Metro, the plans for the
Phase 3 of the MRTS have been dropped as one line of the Metro coincides
with that of the MRTS.
OBJECTIVES OF INTRODUCING MRTS
i.To provide a new rail-based, fast and comfortable mass transport system along
the high-demand North-South-Eastern corridor of the city.
ii. To relieve traffic congestion in the road network serving the North-South-Eastern
corridor by making available a public transport system which is complementary to
the city bus system already functioning.
iii. To provide efficient travel connectivity to important urban activity centres within
and close to the city.
BENEFICIARIES OF THE PROJECT
The project benefits the areas directly served by the system, over a distance of
18.75 km, starting from the CBD and ending at Velachery.
It serves important centres
Residential areas,( e.g., Triplicane, Mylapore, and Velachery)
Commercial areas, (e.g., Anna Salai)
Administrative areas, (e.g., Chepauk)
Recreational areas, (e.g., Marina Beach)
Educational and Research centres (e.g., Anna University, Indian Institute of
Technology, and Taramani Campus).
Commuters will save time and travel in comfort.
Source : CMDA Final Draft To GOTN
MRTS DESIGN STANDARDS AND SALIENT FEATURES1. System Alignment Chennai Beach to Velachery 18.75 km, sixteen stations
• 13.63 km elevated
• 5.12 km at surface level
2. Gauge Broad Gauge (1,676 mm)
3. Track Spacing 5,100 mm, centre to centre
4. Horizontal Alignment Minimum radius of curvature: 300 mm
5. Vertical Alignment
• Maximum track gradient (running line)
• Minimum radius (vertical curve)
6. Clearance (to overhead structures)
• 1 in 60 (compensated)
• 1 in 300
7. Level
• 5.87 m above rail level
8.Track Details
• Rail: 60 kg on main lines and 52 kg for sidings
• Sleepers: Pre-stressed concrete, resting on stone ballast
9. Performance:
• Acceleration: 0.59 m/s2 Deceleration: 0.82 m/s2
• Speed: Maximum 80 km/h Average 36 km/h
10. Railway Stations:
• Stopping time at stations: 30 seconds
• Inter-station distance: 0.840 km (min) - 2.039 km (max)
• Number of stations: 16 (five surface, eleven elevated)
11. Capacity of Trains:
• Each 9 EMU combination (3 engines and 6 trailers) has a total crush
load capacity of2,769 passengers.
12. Signaling:
• Single line side colour light automatic signaling with three aspects, to
cater to twenty trains per hour (minimum inter-spacing is 350 m).
LESSONS FROM THE PROJECT
1. Sharing the Project Cost
Both state and central governments have agreed to share the costs of MRTS
projects along certain agreed lines, (i.e., 66 per cent state and 34 per cent
central). The MRTS project in Chennai had not been completed, even fifteen years
after its commencement. Conversely, the Mumbai project was completed within
eight years, due to definite funding commitments made by the two governments.
When the state government agreed to meet a major portion of the cost in the
Mumbai project, a definite clause was written into the agreement.
In Chennai, the new MRTS has been well integrated with the existing suburban
services operating along the three radial corridors. This has helped commuters to
make direct connections to numerous destinations within the metropolitan area.
2. Alignment of the MRTS
The alignment of the MRTS was mainly fixed along the Buckingham Canal, since
this involved the least land acquisition action. The, two sets of actions are needed
in cities which are likely to grow rapidly
• Simplification of the land acquisition procedure for urban infrastructure
facilities
• Identification of at least a few travel corridor alignments, at regular intervals,
with strict control of developments along them.
3. Release of Land
Enforcing the provisions of the Land Acquisition Act 1894 in order to take over
land needed for a public purpose was not a simple task. This required
amendments to existing acts, better coordination between agencies, changes
in the attitudes of concerned parties, effective public participation, solid
commitments from actors involved.
4. Resource Mobilization
The method adopted in the Mumbai project, using station premises for intense
commercial activities, could be adopted to make the project self-sustainable.
Commercial developments in two stations in Mumbai alone have met more
than 50 per cent of the project cost. This strategy is likely to meet the entire
project cost of any MRTS project, if such a project is judiciously planned and
implemented with dynamic business groups, right from the beginning
CONCLUSION
The MRTS project introduced in Chennai may not be financially
viable at the present time, but it will help very much in relieving traffic
congestion, improving environmental quality, and energizing
economic activities in the city
The city's bus system, which has a fleet strength of about 2,350
buses, is already carrying beyond its capacity. During peak hours,
buses in high travel demand sectors carry passengers from 50 to 120
per cent in excess of their designed capacity. A rail-based system
would greatly ease the burden by sharing a significant percentage of
commuter trips, which would otherwise depend totally on road
vehicles.
Road Projects in India
Indian Road Network
Total Length – 33 lakh km (1 lakh = 0.1 million)
Length (km)National Highways 70,548Expressways 200
State Highways 1,31,899Major District Roads 4,67,763Rural Roads 26,50,000
Roads carry 80% of passenger & 65% of freight trafficNational Highways constitute only 2% of length, but carry 40% of the traffic on Indian Roads
National Highways Status Total Length 70,548 km
Category % of Total length
Four lane and more with divided carriageway 21
Two lane 44Single lane and intermediate 35
Normal distance traveled by truck: India: 250-300 km per day; international norm: 600-800 km per day
Require immediate capacity augmentation and upgrade with enhanced safety features
State Govt. are being persuaded to have integrated check posts on highways.
NHAI is modernizing the Toll Collection System to cut down waiting time at Toll Plazas.
Nat
iona
l Hig
hway
s D
evel
opm
ent
Pro
ject
(NH
DP
)
NHDP’s Main ObjectiveConstruction of world class highway with following:
Enhanced safety featuresBetter Riding Surface. Better Road Geometry Better Traffic Management and Noticeable Signage. Divided carriageways and Service roads Grade separators Over bridges and Underpasses Bypasses Wayside amenities
NHDP Project OverviewPhase I : comprises GQ (5,846 km) and NS-EW (981km), port connectivity (356 km) and others (315 km).
Phase II : mostly NS-EW Corridor (6,161 km) and other N. H. of 486 km length, the total 6,647 km.
Phase-III: National Highways on BOT basis. Government approved upgrade and 4 laning at 8074 km at an estimated cost of Rs. 54,339 crores.
Phase V: six laning of 6,500 km of existing 4 lane highways under NHDP Phase V (on DBFO basis). Six laning of 6,500 km includes 5,700 km of GQ and other stretches.
Phase VI: 1000 km of express
Minimum requirements of planning
Service roadsAcceleration/ deceleration lanesVehicular UnderpassesFacilities for pedestrians and cyclistsCattle crossingsMedian openingsElevated sectionsPhysical separationTraffic signs and road markings for guidance to user
Progress in NHDP
User Facilities:Rest AreasBus-BaysAdvanced Traffic Management SystemsHighway PatrolAmbulanceCraneAvenue/median plantationDrainageToll PlazaOperation and maintenance centreLighting SystemNew concepts, technologies and materials
Advantages of having a well developed network
Enhanced safety featuresBetter Riding Surface. Better Road Geometry Better Traffic Management and Noticeable Signage. Divided carriageways and Service roads Grade separators Over bridges and Underpasses Bypasses Wayside amenities
Conclusion
NHDP is India’s ever largest National Highway Project.
Construct world standard road for uninterrupted flow of traffic
Conclusion of Whole Presentation
REFERENCES1.Chennai Metropolitan Development Authority, Comprehensive Traffic and
Transportation Study (Chennai:1995).
2.Madras Area Transportation Study Unit, Directorate of Town and Country Planning,
Transportation Corridor, 2001, (Chennai: 1971).
3.Updating Study for Extension of Mass Rapid Transit System Between Luz and
Taramani, (c), (Chennai: Housing and Urban Development Department, GOTN,
1994).
4.“The Need” - Delhi MRTS Project, http://delhigovt.nic.in/dmrc.asp
5.“Delhi Metro” ,
http://www.assocham.org/events/recent/event_261/SESSION1_S_A_VERMA.pdf
6.Project details MMRDA http://www.mmrdamumbai.org/monorail.htm
7.Prof Dhingra, report on “BRTS Mumbai”, IITBombay.
8.Monorail Society News, http://www.monorails.org/tmspages/News.html
9.News “Monorail in Mumbai”, Times of India, 4th Oct 2008