highway & railway engineering

Highway Engineering

Unit-IBTC105005

Syllabus

Introduction Scope of Highway Engineering

• Road development Plans, Recent developments, Highway finances- BO (Build-Operate- Transfer), BOOT (Build-Own-Operate-Transfer), Annuity, PPP, DBFO.

Importance of Transportation


Role of Transportation• Transportation contributes to the economic,

social and cultural development of any country. Transportation is vital for the economic development of any region since every commodity produced whether it is food, clothing, industrial products or medicine needs transport at all stages from production to distribution.

• The inadequate transportation facilities retard the process of socio-economic development of the country.


Economic Activity and Transport• The economic activities are the processes by

means of which the product are utilized to satisfy human wants. Two important factors well known in economic activities are

Production or Supply• Consumption for Human wants or Demands

Man and his products are thus not bound to his local surroundings. The importance of transportation in economic activity is to be found in its effects on both human wants for goods and satisfaction and distribution.

Economic Activity and Transport

Social Effects of Transportation

• Progress follows the lines of transportation. Population have always settled along the river shores, road sides and near railway stations. In the present concept of transportation networks this kind of ribbon development is greatly discouraged. Attempts are being made to decentralize the population centers away from the sides of the main transportation routes.

• To avoid congestion around populated areas suburban living and industrial enterprises are developing. These suburbs and satellite towns, acting as counter-magnets should be linked up with rapid transit systems.


• The various social effects of transportation are explained as below:

• (a) Sectionalism and Transportation• Improved transportation has important

implication in reducing sectionalism within the country and also outside the country. Under-developed colonies and tribes are improving their living condition. More frequent travels in other parts of the country and outside the country tend to increase knowledge of the people from other sections of the society.


• Concentration of Population into Urban areas

• The improved transportation network bring prosperity to the urban population. The prosperity and employment opportunities of urban area attract the population from other areas.

Concentration of Population into Urban

Areas


Concentration of population into Urban Area• The improved transportation network brings

prosperity to the urban population. The prosperity and employment opportunities of urban area attract the population from other areas resulting in enhanced economic activities. Adequate mass transportation facilities are needed to cater the internal movements in urban area such as daily movements to and from factories, offices, schools, hospitals and other social needs. Efficient rapid transit facilities are necessary for sub-urban and inter-city long distance travel for business needs, social visits and tourism activities.


Aspect of safety, law and Order• Transportation facilities are essential for

rushing aids to areas affected by an emergency. To maintain law and order at home, it is required to have an efficient system of transport network. To defend the territory of the country against the external aggression and to guard the borders with foreign territories, transport facilities are needed connecting the farthest border area from the head quarters or capitals.

Aspect of Safety, Law and Order


• All the advantages of transportation may now be summarized.

• Transportation is for advancement of the community.

• Transportation is essential for the economic prosperity and general development of the country.

• Transportation is essential for strategic movement in emergency for defense of the country and to maintain better law and order.


Role of Transport in Rural Development• With over 75 percent of the population of the

country living in the villages, the development in urban centers alone do not indicate the overall development of the country.

• Only with the improvement in transportation facilities in rural areas, there could be faster development of the rural centers.

• The fertilizers and other inputs for agriculture and cottage industries could reach the rural population easily and similarly the products can be sold at the nearest marketing centers for more remunerative price resulting in faster economic growth and decreased wastage.

Role of Transport in Rural Development

Characteristics of Road Transport

• It is an accepted fact that of all the modes of transport the transportation, road transport is the nearest to the people. The passenger and the goods have to be first transported by road before reaching a railway station or a port or an airport. The road network alone could serve the remotest villages of the vast country like ours.


• The characteristics of road transport are briefly listed here

• Roads are used by various types of road vehicles, like passenger cars, buses, trucks. But railway tracks are used only by rail locomotives and wagons.

• Road Transport requires a relative small investment for the government. Motor vehicles are much cheaper than other carriers like rail locomotives and wagons.

• Road transport offer a complete freedom to road user to transfer the vehicles from one lane to another and from one road to another according to the needs and convenience.


• In particular for short distance travel, road transport saves time. Trains stop at junctions and main stations for longer time.

• Speed of movement is directly related with the severity of accidents. The road transport is subjected to a high degree of accidents due to the flexibility of movements offered to the road users. Derailment of railway locomotives and air crashes of air plane are also not uncommon.

• Road Transport is the only means of transport that offers itself to the whole community alike.

Importance of Road in India

Significance of Planned Road Network• It may be said that deficiency in the road

development in India has contributed greatly to the set-backs in agricultural, commercial and industrial sectors. It is essential to provide road links between the villages and market centers. The prosperity around the Urban areas alone do not reflect the economic and living conditions of the people of our country as a whole.

• Overall economic progress can be achieved, only if reasonable adequate transport facilities are made available between villages and other districts.


• The Road Networks have to be supplemented with Expressways to keep pace with the requirement of uninterrupted movement of fast vehicles along the arterial roads.

• It has been shown that a paved surface in reasonable good condition can contribute to 15 to 40 percent saving in vehicle operation cost. This is very significant from the point of view of energy crisis and conservation of petroleum fuels.

Historical Development of Road Construction

Early Developments• The oldest mode of travel obviously was on

the foot-paths. Animals were also used to transport men and material. Later simple animals draw vehicles were developed and this become a common and popular mode of transportation for a very long period after the invention of wheel.

• This brought up the necessity of providing a hard surface for these wheeled to move on. Such a hard surface is believed to have existed in Mesopotamia in the period about 3500 B.C.


• Only during the period of the Roman empire, roads were constructed in large scale and the earliest construction technique known are of Roman Roads.

• The Romans Constructed an Extensive system of roads radiating in many directions from Rome through the empire mainly for military operations. Hence Romans are considered to be pioneer in the road construction.

Highway Development In India

Roads in Ancient India• The excavation of Mohenjo-Daro and Harappa have

reveled the existence of roads in India as early as 25 to 35 centuries B.C. Old Record reveal that in early period the roads were considered indispensable for administrative and military purposes. The ancient scriptures refer to the existence of roads during the Aryan Period in the fourth century B.C. Kautilya the first prime minister of Emperor Chandra Gupt Maurya, laid down the rules in the literary piece titled ‘ Arthrassastra’. Rules have been mentioned above regulating the depth of roads for various purposes and for different kinds of traffic.

Roads in Ancient India(Mohenjo-Daro and Harappa )


Roads in Mugal Period• During the Mugal Period, the roads of

India were greatly improved. Some of the highways either built or maintained by mugals received greater appreciation from the foreign visitors who visited India during that periods. Roads were built running from North-West to the Eastern areas through the Gangetic plains, linking also the coastal and central parts.

Roads in Mugal Period


Roads in Nineteenth Century• At the beginning of British rule, the condition of roads

deteriorated. The economic and political shifts caused damage to a great extent in the maintenance of the road transportation. The fall of Mugal empire led therefore to the scant attention to the communication. Prior to the Introduction of railways, a number of trunk roads were metalled and bridges were provided. This was mainly done on the remains of old roads which existed, under the supervision of the British Military Engineers. In fact there roads connected important military and business centers. In 1865 Lord Dalhousie, when he was Governor- General formed the Public works Department in more or less the same forms that existed today.

Roads in Nineteenth Century


Jaykar Committee and the recommendations• After the first World War, motor vehicles using the

roads increased and this demand a better road network which can carry both bullock cart traffic and motor vehicles. The existing roads when not capable to withstand the mixed traffic conditions. A resolution was passed by both Chambers of the Indian Legislature 1927 for the appointment of committee to examine and report on the question of Road development in India. In response to this resolution, Indian Road Development Committee was appointed in India by the government with M.R. Jayakar as Chairman, in 1927.

Jaykar Committee and the Recommendations


The Most Important recommendation made by the committee are:

• The Road Development in the country should be considered as a national Interest as this has become beyond the capacity of provincial governments and local bodies.

• An Extra tax should be levied on petrol from the road user to develop a road development fund called Central Road Fund.

• A semi-official technical committee should be formed to pool technical know how from various parts of the country and to act as an advisory body on various aspects of roads.


• A Research Organizations should be instituted to carry out research and developing work and to be available for consultations

• Most of the recommendations of the Jayakar Committee were accepted by the government, and were implemented subsequently.

• The central Road Fund was formed by the year 1929, the semi-official technical body called the Indian Roads Congress were formed in 1934 and the central Road Research Institute was started in 1950.


Indian Roads Congress• At the instance of Central Government a

semi-official technical body known as Indian Road Congress(IRC) was formed in 1934. The Indian Roads Congress was constituted to provide a forum for regular pooling of experience and ideas on all matters affecting the planning, construction and maintanence of roads in India, to recommend standard specifications and to provide a platform for the expression of professional opinion on matter related to road engineering.

Indian Roads Congress• The IRC has played important role in the

formulation of the three 20-year road development plans in India.

• Now the Indian Roads Congress has become an active body of national importance controlling specifications, standardizations, and recommendations on material, design and construction of roads and bridges.

• The IRC works in close collaboration with Roads Wing of the ministry of Surface Transport, Government of India.

Indian Roads Congress


Motor Vehicle Act• In 1939 the motor Vehicles Act was

brought into effect by the government of India to Regulate the road traffic in the form of traffic laws, ordinance and regulations. The three phases primarily covered are control of the driver, vehicle ownership and vehicle operation on roads and in traffic stream. The Motor vehicles Act has been revised in the year 1988.

Motor Vehicle Act


Nagpur Road Conferences• A conferences of the Chief Engineers of all

the states and provinces were convened in 1943, by the government of India at Nagpur, at initiative of the Indian Roads Congress to finalize the first road development plan for the country as a whole.

• This is a landmark in the history of road development in India, as it was the first attempt to prepare a coordinated plan, popularly known as Nagpur Road Plan.


• In the first 20 year of road development plan, popularly known as Nagpur Road Plan, all roads were classified into five categories and a twenty year development programme for the period 1943-63 was finalized. At the end of this plan the target road length aimed at was 16 km per 100 sq km of the country, During the first and second five –year plan periods ( 1951-56 and 1956 -61), the road development programme was systematic and hence Nagpur plan target road length was achieved about two years ahead in 1961.


Central Road Research Institute• In the year 1950 the central Road Research

Institute (CRRI) was started at New Delhi for research in various aspect of highway engineering. It may be indicated that one of the recommendation of jaykar committee report was to setup a central organization for research and dissemination of Information.

• The CRRI is one of the national laboratories of the Council of Scientific and Industrial Research; the institute is mainly engaged in applied research and offer technical advice to state government and the on various problems concerning roads.

Central Road Research Institute


National Highway Act• In 1956 the National Highway act was passed• The main features of the act are:• The responsibility of developing and

maintenance of the national highway (NH) to be provisionally taken by the central government.

• The Central Government to be empowered to declare any other highway as NH or to omit any of the existing highway from the list.

National Highway Act


Second Twenty Year Road Development Plan 1961- 81• The second twenty year road development plan for

the period 1961-81 was initiated by the IRC and was finalized in 1959 at the meeting of the Chief Engineers and the same was forwarded to the Central Government. This Road Development plan is also known as Bombay Road Plan.

• The target road length at the end of this second 20 year plan was almost double that of the Nagpur road plan target i.e. about 32 km per hundred sq km area.

• The construction of 1600 km of express ways was also then included in the plan.


Highway Research Board• The Highway Research Board of the

Indian Road Congress was set up in 1973 with a view to give proper direction and guidance to road research activities in India.

• The Highway Research Board (HRB) has recommended suitable financial allocation of research by the central and state government and has chosen high priority research schemes taken up first.


• The objectives of IRC Highway Research Board are:

• To ascertain the nature and extent of research required.

• To correlate research Information from various organizations in India and aboard with a view to exchange publications and information on roads.

• To Co-ordinate and conduct correlation services.

• To Collect and disseminate results on research• To Channelize consultative services.


• The Third Twenty Year Road Development Plan 1981- 2001

• The third Twenty Year Road Development plan 1981-2001 was prepared by the Road wing of the ministry of Shipping and Transport with the active co-operation from a number of organization and experts in the field of Highway Engineering and Transportation. This document was released during 45th Annual Session of Indian Road Congress in February 1985 at Lucknow, therefore this road development plan is also called ‘ Lucknow Road Plan’.


• Some of the points which were given due consideration while formulating the plan are improvement of transportation facilities in villages, towns, and small cities, conservation of energy, preservation of environmental quality and improvement in road safety.

• The twenty year road development plan aims at increasing the total road length from 46 km per 100 sq km in the year 1981 to 82 km per 100 sq km by the year 2001.

Road Development Plan, Vision 2021

• The Indian Roads Congress have Prepared a Vision-2021 Document for road development in India

• The salient features of the plan are• The road network shall be expanded as Under

Achievements till 2000 (Km)

Targets for 2021 (Km)

Expressways - 15,766

National Highways 57,700 80,000

State Highways 1,24,300 1,60,000

Major District Roads 3,20,000

Other District Roads and Village Roads

29,94,000 No Target Suggested


• Half of the national Highway length should have four/ six lanes, and the remaining half should have two-lane carriageways with hard shoulders..

• 10,000 Km of State Highways should have four lanes and the balance should have two lanes

• Forty percent of the major District Roads should have two lane carriageways

• The targets for basic access to village should have two lane carriageways

• Maintenance of existing assets should receive adequate attention• Research and Development activities in the road Sector should

receive good attention


• Alternative sources of funding such as toll financing, creation of a dedicated Road Fund through additional levies on fuel.

• Up-gradation of construction technology through adoption of innovative procedures and specification should be favored.

• Road safety should be enhanced through engineering measures

• Environmental Concerns caused by road and road traffic should be addressed

• Training of engineers should receive attention• Greater recourse to Public- Private Partnership should be

taken


Rural Roads , Vision 2025• The Indian Roads Congress Have Prepared a

Rural Road Development Plan, Vision 2025 The salient features of the Plan

• Master Plans should be Prepared for Rural Roads showing the core Network which gives accessibility to each village. All future programmes should strictly conform to this network

• All habitations with a population of above 100 will be connected by all weather roads

Rural Roads , Vision 2025

• It is estimated that a length of 2,90,000 Km of new roads will be needed to achieve full connectivity. Out of this 40,000 Km will be black topped and the remaining 2,50,000 Km will be gravel.

• Up-gradation of existing Rural Roads shall be taken up at a cost of Rs 1,64,000 crores.

• The maintenance of the rural road network will require Rs 7,500 crores every year.

• Greater emphasis shall be given to adoption of new technologies for construction and maintenance of roads.

Recent Developments

Golden Quadrilateral

• The Golden Quadrilateral is a highway network connecting many of the major industrial, agricultural and cultural centres of India.

• A quadrilateral of sorts is formed by connecting Delhi, Mumbai, Kolkata and Chennai, and hence its name. Other cities among the top metropolises namely Pune, Ahmedabad, Jaipur, Kanpur, Surat at north and Bengaluru, Visakhapatnam & Bhubaneswar at south are also connected by the network.


• The largest highway project in India and the fifth longest in the world, started by NDA Government It is the first phase of the National Highways Development Project (NHDP), and consists of building 5,846 km (3,633 mi) four/six lane express highways at a cost of 600 billion (US$10 billion).


• The vast majority of the Golden Quadrilateral (GQ) is not access controlled, although safety features such as guardrails, shoulders, and high-visibility signs are in use.

• The GQ project is managed by the National Highways Authority of India (NHAI) under the Ministry of Road, Transport and Highways. The Mumbai-Pune Expressway, the first controlled-access toll road to be built in India is a part of the GQ Project though not funded by NHAI, and separate from the main highway. Infrastructure Leasing & Financial Services (IL&FS) has been one of the major contributors to the infrastructural development activity in the GQ project.

Projected Economic Benefits Of The GQ Project Are

• The projected economic benefits of the GQ project are -

• Establishing faster transport networks between major cities and ports.

• Providing an impetus to smoother movement of products and people within India.

• Enabling industrial and job development in smaller towns through access to markets.


• Providing opportunities for farmers, through better transportation of produce from the agricultural hinterland to major cities and ports for export, through lesser wastage and spoils.

• Driving economic growth directly, through construction as well as through indirect demand for cement, steel and other construction materials.

• Giving an impetus to Truck transport throughout India.

Truck Transport Throughout India

Expressways

• An expressway is a controlled-access highway; it is a highway that controls entrances to it and exits from it by incorporating the design of the slip roads for entry and exit into the design of the highway itself. Access-control should not be confused with collection of toll. An expressway may be free to use and may not collect toll at all. Expressways are the highest class of roads in the Indian Road Network. These are six- or eight-lane highways with controlled-access. India has approximately 942 km expressways.

Expressways

Expressways

• National Highway system of India consists of approximately 10,000 km (6,200 mi) of four-laned highways that collect toll from users but do not have control of access and cannot be called expressways. Currently, a massive project is underway to expand the highway network and the Government of India plans to add an additional 18,637 km (11,580 mi) of expressways to the network by the year 2022.

Expressways

Expressways

• These roads will be access-controlled roads and will feature between four and six lanes with 3,530 km (2,190 mi) km to come up by 2015. The Ministry of Road Transport and Highways is already in the process of preparing a draft for creation of a National Expressways Authority of India (NEAI) on the lines of NHAI.

• Ministry of Road Transport and Highways has proposed a green-field access-controlled Expressways network across India. Study was conducted on identifying stretches on which new expressways can be constructed. But, as of now no further action has been taken on the Indian National Expressways Network report.

Expressways

Expressways

• This list includes roads without access-control. Such a road cannot be called "expressway" though the name of the road may include the word "expressway" and may be a misnomer. Such a road should be excluded from this list. Eastern and Western Express Highways in Mumbai are two examples of such roads. Ambala-Chandigarh NH is another such example as it does not have access control for entry and exit at predetermined points. As stated above, access-control is different from collection of toll.

Expressways

ExpresswaysExpressway Name Distance State(s) • Ahmedabad Vadodara Expressway 95 km (59 mi)

Gujarat • Mumbai Pune Expressway 93 km (58 mi) Maharashtra • Jaipur-Kishangarh Expressway 90 km (56 mi) Rajasthan• Allahabad Bypass Expressway 86 km (53 mi) Uttar

Pradesh • Durgapur Expressway 105 km (65 mi) West Bengal • Ambala Chandigarh Expressway 35 km (22 mi)

Haryana/Punjab • Chennai Bypass 32 km (20 mi) Tamil Nadu • Delhi-Gurgaon Expressway 28 km (17 mi)

Delhi/Haryana • Noida-Greater Noida Expressway 24.53 km (15.24 mi)

Delhi/Uttar Pradesh • Delhi Noida Direct Flyway 9.2 km (5.7 mi) Delhi/Uttar

Pradesh

Expressways

Expressways

• Hyderabad Elevated Expressways 11.6 km (7.2 mi) Andhra Pradesh

• Hosur Road Elevated Expressway 9.985 km (6.204 mi) Karnataka

• Kona Expressway 8 km (4.97 mi) West Bengal

• Outer Ring Road, Hyderabad 158 km (98 mi) Andhra Pradesh

• Raipur-Bhilai-Durg Expressway 26 km (16 mi) Chhattisgarh

• Yamuna Expressway 165 km (103 mi) Uttar Pradesh

Expressways

• Lucknow Amar Shaheed Path, Elevated access controlled stretch 49 km (30 mi) Uttar Pradesh

• Mumbai Nashik Expressway 150 km (93 mi) Maharashtra

• Outer Ring Road, Guntur & Vijayawada Expressway 46 km (29 mi) Andhra Pradesh

• Bangalore-Nelamangala Elevated Expressway 19.5 km (12.1 mi) Karnataka

• a 23 Eastern Freeway 22 km (14 mi) Maharashtra Total Length of Expressways 1,222.81 km (759.82 mi)

Expressways

Planned

Indian National Expressways Network• India has the third-largest road network in the

world spanning 4.69 million km, next in line only to the US and China. However, when it comes to the quality of roads, India lags far behind. Compared to the length of expressways in leading countries, China (84,946 km), the US (75,238 km), Canada (17,000 km), Spain (15,152 km) and Germany (12,800 km), India’s progress in the road sector seems dwarfed at just 1208 km.

• On an overall basis also, highways constitute only a 1.7 per cent share at 79,116 km.

Indian National Expressways Network


• Given the importance of expressways, the Government of India had approved the construction of 1,000 km of expressways under the National Highways Development Project (NHDP) Phase VI.

• Besides, the ministry came up with a project report to formulate a master plan aiming to construct 15,600 km by 2022, marking the end of the 13th five year plan.


• Given the current precarious economic conditions, constructing expressways through the EPC route seems to be the most pragmatic approach. The government can raise long-term debt through bonds or low-cost foreign loans from multi-lateral and bilateral institutions while revenue can be generated by charging tolls from vehicles at entry and exit points.

• Also, as witnessed in other countries, state governments should be urged to increase contribution toward these projects, as they will be the key beneficiaries of expressways.


• Another way to expedite the process could be that the government could develop the first 50–100 km of the expressway to attract private developers, a model being followed by Jaipur metro.

• Once traffic picks up on the expressway, developers could construct the remaining length and be allowed to charge toll on the entire length.

• If India needs to achieve the next level in highway development, it has to focus on transit efficiency. For this, the country will have to increase reliance on public funding and shift focus from PPP.

• It could also opt for innovative financial models, as suggested above, to make expressway construction a viable business in the country.

Highway Finances

Administration of National Highways• The National Highways fall directly

within the sphere of responsibility of the Central Government.

• In 1956, The National Highway Act was passed declaring the National Highways and empowering the Central Government to declare any other highway to be a National Highway.

Highway Finances

Highway Finances

• The Acts vests in the Central Government not only the National Highway lengths but also demarcated land appurtenant thereto, all structures constructed on, or across the National Highways such as bridges, culverts, tunnels, causeways and carriageways etc.

• While the control and management of the National highway lies with the Central government, the latter may delegate any of its function in relation to the development and maintenance of the National Highway to the Government of the State.

Highway Finances

Highway Finances

Roads of Inter-State or Economic Importance

• In order to facilitate Inter-State road communications, and to help the States in their economic development through construction of Roads and bridges, a central scheme is being implemented by the Roads wing of the ministry of Road Transport and Highways since 1954.

• The Construction and maintenance of these roads is done by the State P.W.Ds.

Highway Finances

BOT Projects for Highways

• Highway construction, operation and maintenance is carried out by private sector participation with government is called BOT projects for highways.

• B.O.T. Built, Operate and Transfer• Central government and state

government develop various road networks throughout the country by investing crores of rupees. For infrastructure development in the country government collects various taxes from citizens of country to generate fund.


• Government has to take loan from world bank and Asian Development Bank for development and expenses of country.

• Use of public private partnership (PPPs) came into prominence in the 1990’s both in developing as well as developed country for asset creation and delivery of infrastructure services. The huge infrastructure deficit in India and limited resources, various PPP format have a significant role to play in enhancing infrastructure facilities in the country.


• Traditionally, the road projects were fully financed and controlled/ supervised by the government (Central or State). The implementation of road projects were purely dependent on the availability/ allocation of funds out of the budget of the government. It was assessed that it is difficult proposition for the government to generate fund from its own mechanism, it attempted to evolve various options for project financing.


• As an option private sector participation is announced. The private person can invest in the highway projects, levy, collect, and retain fee and is empowered to regulate traffic on such highways. A large number of private entrepreneurs have come forward and provided a major impetus for road development.


In PPP modalities utilised mostly for NHDP ( National Highway Development Programme) are:

• B.O.T. (Toll Based) In BOT toll based the private entrepreneur is required to meet the construction cost and expenditure or annual maintenance. Private entrepreneur recovers the entire investment along with interest and a return on investment out of the future toll collection. The viability of BOT project greatly depends on the traffic i.e. toll collection from road users. To increase the viability of BOT projects, capital grant is provided.


• B.O.T. (Annuity Based) : B.O.T annuity based is slightly different than

• BOT toll based model. Annuity is paid to the client (Government). Client collects the toll. Private entrepreneur recovers the investment and predetermined cost of return out of the annuities payable by the client every year.


• The viability of the project greatly depends on the traffic. In BOT toll based model risk is taken by private entrepreneur. In BOT annuity based model Government (Client) retains the risk with respect to traffic or toll collection.

• Private entrepreneur get 100 % tax exemption in any consecutive 10 years. They get right to retain toll. Toll tax is decided as per Wholesale Price Index (WPI). Government calculates and declares the toll rate in Rs. Per KM for various categories of vehicles.


• Currently, the government of India is executing a massive HDP as NHDP phases I and VII in the 11 Th plan period covering approximately 13,146 km at an estimated cost of Rs. 54,000 crores, some of the BOT projects in India.

1) Mumbai Pune expressway2) Delhi Noida bridge3) Vadodara Halol Road4) Bangalore Mysore expressway5) Ahmadabad Vadodara Expressway


• The government (Client) bear following cost for HW development as BOT project:

• Preparation of project feasibility study.• Land for right of way and way side amenities.• Shifting of Utilities.• Cutting of trees, environment clearance.• Subsidy up to 40 %of project cost to make project

viable.• Maximum concession period varies from 15 to 30 years

or private company construct, operate, regulate, and maintain for that period. They collect toll tax for that period. Then they transfer back the highway to government (client) as the highway are national property

Advantages of BOT

• Good Quality of Road are available.

• Roads are in maintained condition.

• Faster and comfortable movement is possible.

• Construction period is less. • Private companies are interested

to finish the project earlier so that returns can be harvested earlier.

Advantages of BOT

Advantages of BOT

• Grade separated intersection, traffic signs, pavement marking, aesthetics of roads make pleasant and safe journey.

• There is no intersection at level so delay can be avoided.

• There is no congestion.• Collision with other traffic is

less.• Traffic Time is less

Advantages of BOT

Disadvantage of BOT

• Road users have to pay toll tax for travel on BOT road.

• Due to grade separated intersection and fully divided carriageway, the vehicles are moving at quite faster way which is unsafe at the time of tyre bursting, heavy rainfall, sudden entry of dog, monkey like animals.

Disadvantage of BOT

Disadvantage of BOT

Petrol pump, restaurants, etc. are situated at definite and limited locations.

• No one is allowed to park and take haunt on BOT road projects as per their choice.

• Private companies may not maintain the roads as per criteria in future.

• Construction cost is high.

BOOT (Build Own Operate Transfer)

• A BOOT structure differs from BOT in that the private entity owns the works. During the concession period the private company owns and operates the facility with the prime goal to recover the costs of investment and maintenance while trying to achieve higher margin on project.


• The specific characteristics of BOOT make it suitable for infrastructure projects like highways, roads mass transit, railway transport and power generation and as such they have political importance for the social welfare but are not attractive for other types of private investments. BOOT & BOT are methods which find very extensive application in countries which desire ownership transfer and operations including.


• Some advantages of BOOT projects are:• Encourage private investment• Inject new foreign capital to the country• Transfer of technology and know how• Completing project within time frame

and budget planned• Providing additional financial source for

other priority projects• Releasing the burden on public budget

for infrastructure development.

DBFO

Design, Build, Finance and Operate (DBFO) ContractsDBFO (design–build–finance–operate)• Design–build–finance–operate is a project delivery

method very similar to BOOT except that there is no actual ownership transfer. Moreover, the contractor assumes the risk of financing till the end of the contract period. The owner then assumes the responsibility for maintenance and operation.

• Some disadvantages of DBFO are the difficulty with long term relationships and the threat of possible future political changes which may not agree with prior commitments. This model is extensively used in specific infrastructure projects such as toll roads.

DBFO

• The private construction company is responsible for the design and construction of a piece of infrastructure for the government, which is the true owner. Moreover the private entity has the responsibility to raise finance during the construction and the exploitation period. The cash flows serve to repay the investment and reward its shareholders.

DBFO

• They end up in form of periodical payment to the government for the use of the infrastructure. The government has the advantage that it remains the owner of the facility and at the same time avoids direct payment from the users. Additionally, the government succeeds to avoid getting into debt and to spread out the cost for the road over the years of exploitation

PPP

• A public–private partnership (PPP) is a government service or private business venture which is funded and operated through a partnership of government and one or more private sector companies. These schemes are sometimes referred to as PPP, P3 or P3.

PPP

• PPP involves a contract between a public sector authority and a private party, in which the private party provides a public service or project and assumes substantial financial, technical and operational risk in the project. In some types of PPP, the cost of using the service is borne exclusively by the users of the service and not by the taxpayer.

PPP

• In other types (notably the private finance initiative), capital investment is made by the private sector on the basis of a contract with government to provide agreed services and the cost of providing the service is borne wholly or in part by the government. Government contributions to a PPP may also be in kind (notably the transfer of existing assets).

PPP

• In projects that are aimed at creating public goods like in the infrastructure sector, the government may provide a capital subsidy in the form of a one-time grant, so as to make it more attractive to the private investors. In some other cases, the government may support the project by providing revenue subsidies, including tax breaks or by removing guaranteed annual revenues for a fixed time period.

References

Text Book • Khanna S.K. and C.E.G. Justo

(2000), “Highway Engineering”, Nem Chand & Bros., Roorkee

• http://www.nhai.org/• http://irc.org.in/ENU/Pages/IRC.aspx

http://www.nhai.org/

http://www.nhai.org/

http://irc.org.in/ENU/Pages/IRC.aspx

http://irc.org.in/ENU/Pages/IRC.aspx

Thanks..

highway & railway engineering

Education

transportation transportation

lines of transportation

advantages of transportation

main transportation

urban population

social visits

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