1. technology and computing
2. software
3. databases

The Indian Roads Congress
E-mail: [email protected]/[email protected]
Volume 43
4
Number 1
Contents
January 2015
ISSN 0376-7256
From the Editor’s Desk - “Overview of Road Accidents and Users’ Behaviour in India”
Page
5
Founded : December 1934
IRC Website: www.irc.org.in
Technical Papers
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
14
Confronting and Controlling Landslides Along Mountainous Roads in India - A Strategic
View
Dr. Umesh Sharma
& Sandeep Singh
B.K. Roy
20
Imperative of New Techniques in Material Management
Dr. Indrasen Singh
25
26
27
28
29
30
31
32
Tender Notice, NH Chennai
Tender Notice, NH Madurai
Tender Notice, RO, MORT&H, Raipur
Tender Notice, NH Lucknow
Tender Notice, NH Lucknow
Tender Notice, RO, MORT&H, Lucknow
Tender Notice, RO, MORT&H, Lucknow
Tender Notice, RO, MORT&H, Jaipur
Jamnagar House, Shahjahan Road,
New Delhi - 110 011
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Edited and Published by Shri S.S. Nahar on behalf of the Indian Roads Congress (IRC), New Delhi. The responsibility of the contents
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From the Editor’s Desk
Overview of Road Accidents and Users’ Behaviour in India
S.S. Nahar
Dear Readers,
Wishing you a very happy and prosperous ‘New Year 2015’.
Road accidents are avoidable human tragedy which create a serious adverse impact on the public health,
economy and in turn the society as a whole.
It is revealed that about 70% of the fatal road accidents in India occurred in the eight States only namely
Uttar Pradesh (12%); Tamil Nadu (11%); Andhra Pradesh (10%); Maharashtra (10%); Karnataka (8%);
Rajasthan & Madhya Pradesh (7% each state) and Gujarat (5%).
Out of total road accidents in India, one third occurs on NHs only whereas the percentage share of NHs
in the total road network in India is merely 2%. In about 45% of the road accidents LMVs (cars/jeeps
about 20% and two-wheelers/auto rickshaws about 25%) are involved. The balance 55% of road accidents is
attributed to the HMVs (trucks/buses/tempos etc.).
Over 80 percent vulnerable road users (pedestrians, bicyclists, users of two wheeler/autorickshaw) are
killed in road accidents in India. Nearly 90% of the road accidents are attributed to the drivers (human)
fault leaving only 10% due to other factors like poor road geometry, lack of safety elements, poor conditions
of the vehicles and bad weather etc.
It is stunning to share serious and dubious distinction that about 50% road accident victims are of the
age group of less than 40 years. This is severe stigma not only to the society as a whole but irreparable loss
to the nation economy as well. Perhaps, none of us has realised to the desired degree, the result of our usual
casual approach towards the warranted precautionary road safety provisions to avert the avoidable loss of
lives, a heinous mishap at our part.
I sincerely appeal to all readers, let us make a conscious self commitment to be equally sensitive for the
road safety and play a constructive role to ensure the mandatory inclusion of the warranted road safety
provisions like ensuring minimum setback distance on curves, rectification of black spots, proper sign boards
(preferably solar based)/retro-reflective road marking (including solar studs) at the vulnerable locations like
inter-sections/junctions etc while preparing/implementing the road maintenance and development projects.
Place : New Delhi
Dated : 24th December, 2014
4
(S.S. Nahar)
Secretary General
E-mail: [email protected]
INDIAN HIGHWAYS, January 2015
Online Ticketing System Development for Web GIS Based APTS
Dr. Praveen Kumar*, Dr. Sanjeev Suman** and Miss Shambhavi Mishra***
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.
1
INTRODUCTION
Ticketing is an important part of public
transport system, which customizes
the authentic travel in the public
transport and also takes care about
the economical gain with a check
on financial irregularities inside the
whole system. In India, public bus
transport has its importance in the
life of the dwellers to meet their daily
needs and a manual ticketing system
serves the purpose of ticketing in most
of the cities. The system observed in
the public transport buses in India, has
a ticketing operator who, produces
a receipt or ticket after receiving the
travel fare from the travelers, either
from pre-printed bunch of tickets or
from a small printer. This system of
ticketing is completely offline and
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
EXPECTED
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
INDIAN HIGHWAYS, January 2015
5
TECHNICAL PAPERS
3
DEVELOPMENT OF TICKETING 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 2005
Microsoft 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.
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 Integration
Languages 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.
3.5SQL Server Management
Studio
SQL 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.
3.6Global
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.
3.7Global Sat BT308 Bluetooth
GPS Receiver
GlobalSat 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. Studio
GPS 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.
3.2 Database
The database is a main unit of data
storage, which is a collection of tables
with typed columns. SQL Server
supports different data types, including
primary types such as Integer,
Float, Decimal, Char (including
character strings), Varchar (variable
length character strings), binary (for
unstructured blobs of data), Text (for
textual data) among others.
3.3Microsoft
Visual
Studio
Integration
Microsoft Visual Studio includes
native support for data programming
6
Fig. 2 GPS Studio, Connected to GlobalSat BT308 Bluetooth G.P.S
INDIAN HIGHWAYS, January 2015
TECHNICAL PAPERS
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.
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 Nonspatial) are collected.
3.11 For Ticketing Data
Web 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.
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 Access
The 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.
3.10Bus Stop Name and Bus Stop
Node Number Data
Data 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
INDIAN HIGHWAYS, January 2015
3.12 For Vehicle Location Data
Integration 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
7
TECHNICAL PAPERS
Tier serves the queries and other C#
logics to upload select and retrieve the
required data for the working of the
system. Whereas the Application Tier
provides the web pages and functioning
designed through GUI by event based
programming. These GUIs for the
web based ticketing system have been
designed in Microsoft Visual Studio
.NET using ASP.NET frame-work.
3.14ASP.NET Framework
Microsoft’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 serverside scripting and is a major part of the
Microsoft’s .NET Framework.
The NET Framework is an environment for building, deploying, and
running Web applications and Web
Services. NET framework provides
facility for easier and quicker
programming which reduces the
amount of code, creates declarative
programming model, richer the server
control hierarchy with events with
larger class library and better support
for development tool.
The NET Framework consists of three
main parts, Programming languages
(C sharp, visual basics etc.), Server
and client technologies (ASP. NET,
Windows forms etc.) and Development
environments (Visual Studio .NET)
3.15Main Web Page for Ticketing
System
After the successful login at the
main web page of Web based APTS,
ticketing system users can navigate
to the Ticketing System Web Page
through the URL provided at the main
page interface. At the start, the first
web page of ticketing system offers
the functionality to user for entering
the bus number and the numbers of
total available seats inside the bus.
These values entered in the provided
text boxes are then stored in the
“Sessions”. The values stored in
8
“Session” remained stored until the
present login is active and these value
changes only when the login name or
logged user is changed.
getting the “Bus Route” column for
the bus number stored in “Session”
from the “Bus Location Table 2” of
database.
3.16Ticketing Panel
Ticketing 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.
3.18Updating of Ticketing Data to
Central Database
Selecting 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.
3.17Ticketing Operation
Ticket 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
3.19Showing Booked Tickets
Ticket 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
CONCLUSIONS
This 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.
INDIAN HIGHWAYS, January 2015
SMART TECHNIQUES TO OVERCOME THE PARKING PROBLEMS - A CASE STUDY
Dr. Umesh Sharma* and Er. Sandeep Singh**
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.
1
INTRODUCTION
Growing of urban centres in
Cosmopolitan and metropolitan cities
in developing country is a continuing
process. Growth of population and
motor vehicle coupled with socioeconomic development are resulting
in steep increase in transport demand.
India has experienced a tremendous
increase in the total number of
registered motor vehicles. The total
number of registered motor vehicles
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 nontransport) 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.
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
* Associate Professor, Chandigarh, E-mail: [email protected],
**Research Scholar, E-mail: [email protected]
INDIAN HIGHWAYS, January 2015
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
Department of Civil Engineering (Highway Engineering),
PEC University of Technology, Chandigarh
9
TECHNICAL PAPERS
- can result in parking spill over to
adjacent areas, lead travelers to choose
alternate destinations, and/or inhibit
development.
1.1Objectives
The objectives of the study are:
i) Evaluation of present scenario
of parking system.
ii) Determination of parking
characteristics which will
consists of Parking space
inventory, Parking Volume,
Parking loads, Parking Index,
Parking Turn Over and parking
accumulation.
iii) Identification of 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 Parking
Problem
The parking problem can be identified
from the perspective of two parties
associated with parking process:
1.2.1 Consumer (Driver)
When they buy a parking ticket at
entry of parking area, no information
regarding the free parking lot is
provided to driver, they have to find
the free parking lot with their own
efforts. Some of the time, driver 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 nonrefundable either you got the parking
lot or not), fuel cost, environmental
loss (excess emission of carbon
dioxide), accident cost etc.
The challenge associated from
consumer (drivers) point of view is
to provide the closest parking space
to their destination at the lowest price
possible and as fast as possible.
10
1.2.2
ment)
Parking provider (Manage-
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.
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 Parking
Some 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 Scheme
The 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.
INDIAN HIGHWAYS, January 2015
TECHNICAL PAPERS
1.4.3
Segment of consumers
Usually 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.
2METHODOLOGY
Chandigarh- 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 subarea and mean of 3 day survey is made
to minimize the error. The field surveys
were conducted for normal week days
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.
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
Parking sub-area-2
548
3
Parking sub-area-3
278
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 Analysis
Parking characteristics associated
with the Parking Supply (Capacity)
INDIAN HIGHWAYS, January 2015
and Demand (Accumulation) after
analysing the Table 1 & 2 are enlisted
in Table 3 below:
11
TECHNICAL PAPERS
Table 3 Parking Characteristics Associated with the Field Survey
S.No
Findings
PSA-1
PSA-2
PSA-3
The peak parking demand
is 379 PCU which is 36
percent higher than the
theoretical capacity (278
PCU) of parking sub-area.
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.
Peak
Demand
Capacity
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.
3.
Parking Turnover
The parking turn-over for 11.31 vehicles per space
duration of 12 hours with
respect to ultimate planned
supply of the lot is 21.6
vehicles per hour.
4.
Parking The peak parking demand
and 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.
1.
0.70(<1)
0.73(<1)
5.
Parking Index
141.78%
136.33%
6.
Composition
vehicles
of Four Wheeler (Cars) = Four Wheeler (Cars) = Four Wheeler (Cars) =
69.47%
68.85%
69.92%
Two Wheeler (Scooter/ Two Wheeler (Scooter/ Two Wheeler (Scooter/
M.cycle) = 30.08%
M.cycle) = 30.53%
M.cycle) = 31.15%
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
However,
Parking
of
Heavy
Vehicle,
Commercial vehicles &
Three wheelers (Auto
rickshaw) were nil.
4TECHNIQUES TO OVERCOME THE PROBLEM
Various smart techniques to overcome
the problem of parking in CBA are
enlisted below:
10.58 vehicles per space.
Ratio of ultimate 0.36 (<1)
planned
parking
to peak parking
demand
279%
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.
However,
Parking
of
Heavy
Vehicle,
Commercial vehicles &
Three wheelers (Auto
rickshaw) were nil.
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.
4.1 Park and Ride Facility
During 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/- only
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-
12
city i.e. Chandigarh, Mohali (PB) and
Panchkula (HR), Estimates suggest
that over 4 lakh vehicles enter the city
Drive own vehicles = Destination
Parking fee + Traffic congestion +
Time loss + Fuel loss + vehicle wear
INDIAN HIGHWAYS, January 2015
TECHNICAL PAPERS
and tear + frustration + tensions will
driving.
= Rs. 40/- + (Traffic congestion + Time
loss + money loss + vehicle wear and
tear + frustration + tensions of drive)
This Parking managerial step also
leads to equity in the society.
4.2 Pricing
Currently the parking price in CBA
(Sector-17) is Rs. 2/- for two wheelers
and Rs. 5/- for four wheeler, for
the whole day. These pricing rates
are quite encouraging for long term
parkers or demand increasing. Rather
the pricing rate should be encouraging
to short term parkers, so that maximum
number of users can utilize the facility.
Hourly basis pricing could cause
various changes; reduced vehicle
ownership, vehicle mode shifts (from
driving to walking, cycling, and public
transport), parking location changes
(to cheaper or free parking spaces),
Trip schedule changes (from priced
to unpriced periods); and shorter stop
duration.
4.3Three People in a Car
It has been observed that there are
many empty seats in cars coming for
parking in CBA, which adds up to a
lot of unused capacity. So, a car having
less than three passengers will be
charged double in price.
4.4 Carpooling
Employees working in CBA have quite
a similar time of coming and leaving in
morning and evening respectively. So,
those employees who have same route
between their origin and destination
must be encouraged for carpool. Give
car pools the most convenient space in
the parking lot.
5
CONCLUSION
The parking is an issue which
is concerned to everyone in the
community. All types of systems will
be needed to address the parking
challenge. The various fact and
findings of the study are listed below.
1. The average peak parking demand
for all the three parking sub-areas
is higher than the ultimate parking
supply by 40 percent.
2. All three parking sub-areas are
fully packed to their capacities
and are in-fact over loaded for the
period for 8 hours, 6 hours, 5 hours
out of study hour.
3. The utilization percentage is above
100 percent.
4. It is found that for almost 10 hours
out of 12 hours, the number of
long term parkers is predominant
than the short term parkers. This is
clearly depicted in Table 2.
5. The composition of vehicles in
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.
INDIAN HIGHWAYS, January 2015
13
CONFRONTING AND CONTROLLING LANDSLIDES ALONG MOUNTAINOUS
ROADS IN INDIA - A STRATEGIC VIEW
B.K. Roy*
ABSTRACT
Landslides 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.
1
INTRODUCTION
Landslides along roads in India have
been experienced since 19th century, but
started attracting serious notice since
1950s, more or less contemporaneous
with the ‘opening up’ of hilly and
mountainous regions, which required
the widening of pre-existing narrow
roads and construction of new ones.
On some of these roads, which include
National Highways, repetitive traffic
disruptions due to landslides have
reached unprecedented proportions,
with vehicles sometimes stranded in
their hundreds and passengers in their
thousands, and essential supplies cut
off for entire regions. Such disasterlike consequences of landslides attract
much notice, including in the news
media, which reflect rather adversely on
highway engineers and administrators.
It is time, therefore, for the highway
community to find lasting solutions to
landslides along roads.
2LANDSLIDE INCIDENCE
ALONG ROADS IN INDIA
2.1Routes
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 rainfallinduced 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 Roads
Some typical case histories of
landslides along roads are included as
Appendix A.
3EXPeRieNCE WITH LANDSLIDE CONTROL ALONG
ROADS IN INDIA
3.1Landslide
Stabilization
Methods in Common Use and
Their Efficacy
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), cracksealing,
anti-erosion
treatments
(mainly vegetative cover), and gravitytype 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 Instrumentation - No - Man’s - Land?
Landslide stabilization measures
designed for performance assurance
* Consultant, New Delhi, E-mail: [email protected]
14
INDIAN HIGHWAYS, January 2015
TECHNICAL PAPERS
are apt to be relatively costly, which
requires
their
cost-effectiveness
to be established and proven in
practice, based on a concerted regime
of investigations, analysis and
instrumented performance monitoring.
While analytical resources are available
off-the-shelf as hardware and software,
institutional resources and capabilities
for investigations and instrumentation
are largely lacking in the road sector.
It is indicated from reported case
histories that investigations usually
fall short of what are required for
characterizing slide causation factors
with the degree of detail and reliability
required for working out long-term
stabilization measures.
Investigations and instrumentation
for landslides involve the unusual
combination of field capability and
technological sophistication. This area
of activity has been like no-man’sland, resulting from the more or less
undefined relationship between road
agencies and their expert agencies,
the latter usually acting in an advisory
capacity.
Deficiencies
in
Current
Landslide Control Practices
Prevailing lack of success with
landslide control is indicative of
both institutional and methodological
weaknesses. Certain specific such
deficiencies have been pin-pointed
in “National Disaster Management
Guidelines: Management of Landslides
and Snow Avalanches”:
a) “Technological interventions
in many cases have not been
sensitive to the needs of
specific sites, and there has
been very little technological
innovation in India in the area
of landslide control.”
b) “Slope instrumentation for the
monitoring and prediction of
landslides has so far generally
not been practiced. Detailed
3.3
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 longterm basis. A group of Indian landslide
experts meeting at Vellore, Tamil Nadu
in March, 2006 concluded:
“As of today, the country is grossly
deficient in good, pace-setter examples
INDIAN HIGHWAYS, January 2015
of science-based and technologysupported 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:
15
TECHNICAL PAPERS
“Avoid or eliminate the problem”
(Clause 11.6.1), which needs to be
spelled out in sufficient detail as a set
of policy norms for landslide control.
Such a normative document issued by
IRC can be used by individual road
agencies to conduct policy dialogues
internally and work out enabling
procedures for landslide control. Dr.
R. K. Bhandari, well-known as a
landslide and disaster management
expert, recommends the following
approach:
“Aim at state-of-the-art reports,
guidelines, manuals and standing
operating instruction on diverse
aspects of disaster risk reduction in the
highway sector. Establish a highway
engineering
disaster
knowledge
network as a subset of the highway
engineering knowledge network”.
4.3Building up Institutional and
Technological Capabilities
Any policy for anticipating and
controlling landslides along roads has
to be supported by the appropriate
institutional
and
technological
capabilities. Some degree of core
capability would have to exist within
the road agency itself, in order
that decision-making and directing
for landslide management might
be accomplished with speed and
confidence, without being unduly
dependent on external agencies (who
might be utilized for detailing and
implementation of decisions taken).
In remedial and preventive aspects of
landslide control, involving specific
design and construction issues,
decision-making will lie primarily with
geotechnical and road engineers, with
the geologist providing cooperative
support. In the avoidance aspect of
landslide control, as in selecting new
mountainous alignment, decision
making shifts more towards geological
assessment, with geometric design
16
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 jobwise 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 Aspects
More 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
5.1Landslide 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.
5.3Avoidance, 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
INDIAN HIGHWAYS, January 2015
TECHNICAL PAPERS
control had received comprehensive
attention in planning, design and
construction of the motorway, guided
by a Panel of Experts reviewing route
selection, design and construction
planning, as prepared section-wise
by detailed engineering consultants.
Initial geological assessments were
utilized to avoid areas inherently
susceptible
to
instability.
For
certain alignment segments, special
investigations and design exercises
were undertaken. In some other areas,
geological conditions revealed during
construction
necessitated
design
changes, including realignments.
Tunnels and viaducts were used to
bypass a number of stretches found
unsuitable for supporting cuts and
fills.
5.4Landslide
Management
by DOTs (Departments of
Transportation) in USA
Many states in USA are confronted
with moderate to serious landslide
susceptibility. DOTs in the landslideaffected states have long paid special
attention to countering rockfalls,
which tend to be relatively small
events but pose unacceptably high
risks of injuries and fatalities. Most
DOTs make use of in-house teams of
geologists and geotechnical engineers
for assessing and mitigating landslide
hazards, supplemented with the
services of consultants. Significantly,
Highway Geology Symposiums have
been organized annually in USA
since 1950, serving as a platform for
interactions among geological and
geotechnical professionals working in
the highway sector.
6
CONCLUSIONS
AND
RECOMMENDATIONS
a) Summing up the landslide situation
along roads in India
i) Landslides along roads have
noticeably grown in numbers
and severity in recent decades,
critically affecting traffic
service and infrastructure
preservation, including along
key routes;
ii) Prevailing practice for postlandslide 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 technological 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 welldeveloped 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
INDIAN HIGHWAYS, January 2015
an essential component of
the ongoing process of road
technology modernization. This
requires a combination of policy
initiatives, institutional capacity
building and resources provision
on part of road agencies.
d) Initiatives and actions required
The Indian Roads Congress may
provide detailed policy guidelines
on landslide control for adoption
and adaptation by individual road
agencies. Based on agency-level
policy framework so established,
capacity building and resources
deployment
for
landslide
control can proceed in stages,
while progressively building up
capability
using
hands-on
experience gained.
e) Necessity for geotechnical unit
within road agencies
The core capacity for landslide
control within a road agency may
take the form of a compact but
competent geotechnical unit, with
additional resources accessed on
a job-wise basis using consultants
and specialist vendors/contractors.
The roles and relationships among
various agencies engaged in
landslide control should be welldefined contractually for ensuring
the performance of all component
tasks,
with
leadership
and
coordination provided by the road
agency.
f) Consultancy services for landslide
control
There exist both the role and
the challenge for consultants
to
contribute
to
landslide
control, including in relation to
widening and new road projects
in mountainous terrain, project
preparation for which have been
or would be assigned to
consultants.
17
TECHNICAL PAPERS
APPENDIX A
EXAMPLES OF LANDSLIDE INCIDENCE ALONG ROADS IN INDIA
A1Landslides Affecting Roads in Nilgiri District, Tamil Nadu
Mountainous Nilgiri district is as well-known for its tourist attractions as for landslides. Ooty (Udhagamandalam), the
district center, is connected by NH 67, which along with local roads and human habitations, remains chronically affected
by landslides. This is ascribed to “commercialization and immigration explosion”, upsetting the long “undisturbed mannature balance” maintained by indigenous communities, with population rising from 111,437 in 1901 to 735,071 in 2001.
According to State Planning Commission, Tami Nadu (2011), “landslides 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.
A2Landslides 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.
A3Landslides Affecting Road Network in Uttarakhand
Himalayan terrain in Uttarakhand is naturally prone to landslides, aggravated by human interventions. In recent years, there
has been “a rapid surge of road construction all over the state” without allowing for “the essential geological parameters
which are a necessity for stability of existing slopes”. Barnard et al (2001) had earlier observed: “Approximately two-thirds
of the landslides… were initiated or accelerated by human activity, mostly by the removal of slope toes at road cuts”.
As typical illustration, the location-wise and year-wise distribution of landslides along an 11km-long section of
Dharasu-Uttarkashi-Gangotri Road (NH 108) is represented in Fig. A1. The entire road section is shown to be littered with
numerous landslides, including those recurring year after year.
Fig. A1 Location-Wise and Year-Wise Landslides in km 57-68, NH 108
Uttarakhand witnessed widespread landslides in 2010, with 1,500 roads affected, severely disrupting public life and the
state economy itself (PTI, 22 September, 2010). As if this was not enough, a landslide-related disaster involving tragic and
unprecedented loss of life – 6.054 dead and missing (presumed dead) – devastated northern Uttarakhand in mid-June 2013.
Some 2.300 roads were blocked by landslides, causing delays and difficulties even in rescue operations (PTI, 27 August,
18
INDIAN HIGHWAYS, January 2015
TECHNICAL PAPERS
2013). Pilgrim and tourist arrivals in Uttarakhand during January to June, 2014 was only 10% of what it used to be earlier,
thus badly hitting the tourism industry, a mainstay of the state economy (The Statesman, Kolkata, 13 July 2014).
A4 Years-Long Traffic Disruption Along NH 55 in West Bengal Due to Landslides
A striking example of long-duration traffic disruption due to landslides is provided by NH 55, giving access to Darjeeling,
the well-known tourist destination. NH 55 has remained closed to through traffic since June 2010, due to massive landslides
at two locations with earlier landslide history (The Telegraph, Kolkata, 5 August, 2013). The indefinite closure of NH 55
to through traffic might well be seen as a forewarning of the shape of things to come on other mountainous roads showing
continuing aggravation in landslide incidences.
A5Landslides Along NH 31A, NH 310 and North Sikkim Highway
NH 31A, 92 km long, connects the Himalayan state of Sikkim to the Indian road network at large, as also to the nearest
railhead. However, this lifeline of Sikkim gets choked off and on due to landslides.
NH 31A joins up with North Sikkim Highway (NSH), 180 km long and reaching India-China (Tibet) border. NSH has
been described as “bristling with landslide problems of a bewildering variety”. Equally landslide-prone is 87 km-long
NH 310, branching off from NH 31A near Gangtok and terminating at Nathula pass on India-China (Tibet) border. In fact,
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.
A6Landslide-Affected Access Routes in the North-East
The north-eastern states of Nagaland, Manipur, Mizoram and Tripura as also Barak valley in Assam, lying within or
surrounded by mountainous terrain, are critically access-dependent on a few National Highways, which themselves are
highly affected by landslides. The relevant situation with respect to 3 such key access routes is summarized in Table A1.
Table A1 Landslide-Affected Access Routes in the North-East
Access Route
States Accessed
How Affected by Landslides
NH 39: Numaligarh (Jn. with NH 37)- Assam, Nagaland, Manipur Severely affected by multiple landslides in Nagaland and in Mao-Imphal section
Dimapur-Kohima-Mao-Imphal-Moreh (also
Myanmar
across in Manipur. Has remained a chronic and worsening problem since 1950s,
(at Myanmar border)
international border)
despite remedial measures attempted, prompting demands for realignment.
NH 44: Nongstoin-Shillong-Badarpur- Meghalaya, Assam (Barak
Agartala-Sabrum (at Bangladesh valley), Tripura, Manipur (via
border)
NH 53), Mizoram (via NH
44A and NH 54)
Road sections adjoining Meghalaya-Assam border have become landslideprone since 1980s, disrupting road access every year. A 122m-long tunnel to
bypass the massive Sonapur landslide was constructed in 2008, but landsliding
on other stretches continues to disrupt traffic
NH 53: Badarpur (Jn. with NH 44) - Assam
(Barak
valley), Developed as a strategic route since 1960s. Provides direct connection between
Silchar-Jiribam-Imphal (Jn. with NH Manipur, Mizoram, Tripura
Assam and Manipur, but remains unreliable due to landslides receiving ad hoc
39)
maintenance.
A7Landslides Along Mumbai-Pune Expressway
Mumbai-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”.
INDIAN HIGHWAYS, January 2015
19
IMPERATIVE OF NEW TECHNIQUES IN MATERIAL MANAGEMENT
Dr. Indrasen Singh*
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.
1
INTRODUCTION
The material management is a process,
or an art and science put together. It
is how a project is designed and how
the materials are estimated. It is how
materials are acquired and how even
the packaging is specified. It is how the
delivery schedule is designed. It is how
contractors plan use of the materials
and how they manage previously used
materials. It also includes how waste is
managed for use elsewhere rather than
being discarded or in landfill.
Materials are one of the major
constituents of the construction
industry. Depending on the type of
project, materials cost usually varies
from 40% to 60% of the total project
cost, highlighting the importance of
materials management.
It has been recognized that material
department can contribute effectively
to corporate profits, as purchasing is
considered a spending function and
every rupee saved in buying goes to
profit column of balance sheet. It can
be noted that the materials function
accounts for a major portion of cash out
flow in any organization. Therefore,
material management is not a simple
function but a dynamic discipline,
which can contribute greatly to
corporate profitability, resulting in the
growth of economy.
Enterprise Resource Planning (ERP)
packages have been in use for decades,
but changes in business and IT
strategies are driving implementations,
re implementations, and new utilization
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.
2OBJECTIVE
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.
4ENTERPRISE RESOURCE
PLANNING (ERP)
4.1General
Enterprise 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]
20
INDIAN HIGHWAYS, January 2015
TECHNICAL PAPERS
therefore have to be more responsive
to the customer and competition. ERP
as a business solution aims to help the
management by setting better business
practices and equipping them with
the right information to take timely
decisions.
Loh, Tee Chiat etal ( 2004) . To increase
competitive advantage, companies
require flexible business information
systems that adapt to rapid change. To
address these needs, enterprise business
applications must provide solutions
that concentrate on the customer by
integrating the supply chain. These
systems must allow information access
throughout the enterprise and provide
software that adapts to the business.
In addition, technical requirements
include true client/server computing
environment that supports relational
database technology and graphical user
interfaces. Most importantly, these
systems must provide open systems
through choice and integrate the
complete supply chain infrastructure,
connecting whatever systems an
organization has selected to meet its
information technology requirements.
● A high-end solution featuring
integration of information
technology and business
application.
● Seeks to streamline and
integrate operational processes
and information flows in the
organization to integrate the
resources.
● The whole is greater than the
sum of its parts.
● Each implementation is unique
and is designed to correspond
to the implementer’s various
business processes.
4.2 History of ERP
The 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.
5ERP IMPLEMENTATION
For ERP projects to achieve anticipated
benefits and meet control and
compliance requirements, companies
should properly manage challenges in
a number of areas.
5.1Strategic Focus Throughout
the Project
Companies 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
INDIAN HIGHWAYS, January 2015
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 Requirements
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
Requirements
An ERP system should be an enabler
for meeting privacy and confidentiality
requirements, such as those of the
Federal Energy Regulatory Commission
(FERC) and the Health Insurance
Portability and Accountability Act
(HIPAA). Under FERC regulations,
for example, confidentiality must be
maintained regarding rates offered for
moving natural gas in a pipeline to
avoid giving unfair market advantage
to affiliates. HIPAA requirements
21
TECHNICAL PAPERS
affect the privacy of medical records
for employees of the company.
In a typical implementation, the focus
of system security development efforts
is often on “update” access: permission
to change information and transactions.
“View” access is often less of a focus.
Due to the wide variety of information
available in an ERP system, an
understanding of confidentiality and
privacy requirements is needed, often
down to the data-item level. In addition,
resolution is required between the
often-opposing business goals of broad
information access on one hand and
information restriction for privacy and
confidentiality purposes on the other.
5.4
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.
5.5Supplementary
Software
Needs
Certain functions such as trading risk
management (hedging), tax, and land/
lease management are often addressed
outside the main ERP package. These
applications should be integrated with
the company’s ERP system to help
ensure data consistency across the
enterprise. Integrating supplementary
5.6 Control Functionality
Implementing 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
Increased Transfer Pricing
Scrutiny
Cross-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.
22
be monitored and sustained throughout
the life of the system.
5.7Transaction Issues
Acquisitions 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.
6ADVANTAGES AND DISADVANTAGES
6.1Advantages
In 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.
INDIAN HIGHWAYS, January 2015
TECHNICAL PAPERS
●
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)
●
●
●
●
●
●
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 Disadvantages
Problems with ERP systems are
mainly due to inadequate investment
in ongoing training for the involved
IT personnel - including those
implementing and testing changes as well as a lack of corporate policy
protecting the integrity of the data
in the ERP systems and the ways in
which it is used.
● Customization of the ERP
software is limited.
● Re-engineering of business
processes to fit the “industry
standard” prescribed by the
ERP system may lead to a loss
of competitive advantage.
● ERP systems can be very
expensive (This has led to a
INDIAN HIGHWAYS, January 2015
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, chainsof-command,
etc,
and
consolidation into a single
enterprise may yield limited
benefits.
7APPLICATIONS OF ERP
7.1 Commercial Applications
Manufacturing Engineering, bills
of material, scheduling, capacity,
workflow management, quality control,
cost management, manufacturing
process, manufacturing projects,
manufacturing flow. Supply Chain
Management Order to cash, inventory,
order entry, purchasing, product
configuration, supply chain planning,
23
TECHNICAL PAPERS
supplier
scheduling,
inspection
of goods, claim processing and
commission calculation.
Financials General ledger, cash
management,
accounts
payable,
accounts receivable, fixed assets. (As
shown in Fig. 2).
Fig. 2 Bridges the Information Gap
Across the Organization
Project Management Costing, billing,
24
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
CONCLUSION
Effective 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 leadingpractice 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.
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INDIAN HIGHWAYS, January 2015
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INDIAN HIGHWAYS, January 2015
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31
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.
Rajasthan
NH
No.62
(old NH
No.15)
Bid No.
RW/JAI/
RJ/NIT/
2014-15/
01
Name of the work
Estimated
cost of the
work
Cost
of
Tender
document
(Rs.)
Completion period
Maintenance
period
Office
receipt
tender
Development
&
Operation
of
SuratgarhSriganganagar
section of NH No.62
(old NH No.15) from
existing km 173.00 to
km 249/200 by two
laning with paved
shoulders in the State
of
Rajasthan
including a stretch of
550 m in the State of
Punjab through an
Engineering,
Procurement
&
Construction
(EPC)
Contract
271.76
crore
30,000
18
months
4 years
1.Chief
Engineer
(NHDP-IV),
Room No.223,
Transport
Bhavan,
1, Parliament
Street,
New
Delhi-110 001.
for
of
2.Regional
Officer,
MoRT&H,
DCM,
Ajmer
Road, Jaipur302019
4. The complete bid document can be viewed/downloaded from official portal of MoRT&H
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]
32
INDIAN HIGHWAYS, January 2015