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Vipul Naidu

on 14 November 2013

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Factors to be considered during planning
How will the proposed project affect the general physical character of the area surrounding the project ?
Coordination with Utilities
Presented by
P. Vipul Naidu

Guided by
Dr. Debasis Sarkar

At the State level, State DOTS are required to develop and maintain a statewide, multi modal transportation planning process.

Broad categories of highway examinations of roadway pavement conditions and estimates of present day and 20year projections of traffic demands.

In a number of States, regional transportation plans for multiple counties are prepared within the context of the statewide planning process.

State efforts are supplemented in urbanized areas with a population of more than 200,000 through the metropolitan transportation planning process.

Metropolitan planning organizations (MPOs) develop their own regional plans, unlike non MPO areas, which must rely on the State planning process.

The metropolitan planning process requires the development of a long range plan, typically prepared with a 20 to 25year planning horizon.

The plan not only defines a region's mult imodal transportation needs, but also identifies the local funding sources that will be needed to implement the identified projects.

Each urbanized area or MPO then uses this information to prepare a shorter, more detailed listing and prioritization of projects for which work is anticipated within the next 3 to 5 years.
Most cities and counties follow a similar process of project identification, conceptual costing, and prioritization of the roadways for which they are responsible.

Generally, these are roads that are not the responsibility of the State DOT.

However, the State must work with localities to get their input into the longrange plans.
Does the area to be affected have unique historic or scenic characteristics?
What are the safety, capacity, and cost concerns of the community?
Physical character
Environmental Quality
Historic and Scenic Characteristics
Multi modal
Preservation of Prehistoric and Historic Archaeological Sites
Recognition of Special Viewsheds and Scenic Character
Preservation of Historic Landscapes
Respect of Rivers, Streams, and Natural Drainage Ways
Recognition of Edges, Fence Lines, Tree Lines
Respect for Historic Road Traces
Recognition of Distant Vistas, Mountains, Rivers, Oceans, Lakes, and Horizons
Preservation of Natural Land Forms
Considerations of Adjacent Land Use
Preservation of Farm Lands
Preservation of Context of Communities
Highway Location To Provide Views
Planning for Future Roads
Avoidance of Wetlands
Case study: Mumbai-Pune Expressway


The Mumbai Pune Expressway, (officially known as the Yashwantrao Chavan Mumbai Pune
Expressway) is India's first six-lane concrete, high-speed, access controlled tolled expressway .

It spans a distance of 93 km (58 mi) connecting Mumbai, the administrative capital of Maharashtra and the financial capital of India, with Pune, an industrial and educational hub.

This expressway introduced new levels of speed and safety in automobile transportation to Indian roads .

The expressway has reduced the travel time between the cities of Mumbai and Pune to approximately two hours.

For most practical purposes, it has replaced the older Mumbai -Pune stretch of the
Mumbai-Chennai National Highway, which had become extremely congested and accident prone
over time.
Need for the Project
The need for the Mumbai-Pune Expressway (MPE) was established by a study conducted by the ministry of surface transport (MOST) during the seventh five-year plan (1985-90) which identified this corridor as amongst the three most congested national highway corridors and proposed it to be developed, as a part of the "National Expressway System".

Accordingly, it was decided to explore the possibility of providing a new expressway between Pune and Mumbai.

The need for constructing the Mumbai Pune express highway was borne by the fact that Mumbai was commercial capital of India and Pune was developing into a major industrial and commercial center.
In 1990, the Government of Maharashtra appointed RITES and Scott Wilson Kirkpatrick of UK to carry out feasibility studies for the new expressway to be operated on toll basis.

RITES submitted their report in 1994 with the estimated cost of project at Rs. 1146 crores.

The road was to be constructed with the latest technology and incorporate features such as guard rails, dual carriageways, and speed monitoring equipment which would make it much safer than the existing road.

In addition, the width of the road would ensure that congestion did not take place.
Some of the salient features of the RITES report are as shown:
1. The construction of a dual three-lane expressway taking off from Kon near Panvel and ending on the Westerly Bypass outside Pune at Dehu Road.

2. The total length of the proposed road is 85 km.

3. The estimated project cost was Rs 11,464mn

4. Diversion of traffic to the new expressway is estimated to be between 40-45%.

5. The EIRR for the project is 17.81% as opposed to the Planning Commission’s cut -off rate
of 12%. Hence the project is economically viable.

6. Property development on the land in the vicinity of the expressway is a possible source of
subsidy for the project.
A highway is any public road or other public way on land.
In India, National highways constituted about 2% of all the roads in India, but carried about 40% of the total road traffic as of 2010.
National highways form the economic backbone of the country and have often facilitated development along their routes, and many new towns have sprung up along major highways.
Appointment of Project Management Consultants:
The Steering Committee proposed that Project Management Consultants (PMCs) be appointed for preparing and ensuring consistency in design standards, cost estimates and tender documents, and to supervise the construction work as and when it began.

In addition it was also though that if the technical aspects of the projects were taken care of by PMC's, then MSRDC could concentrate on the task of coordinating the various administrative requirements such as getting clearances, raising finances etc.

A list of prospective PMCs was drawn up from the lists available with MoST and NHAI, and bids were invited from them.

Because the most important skill for a PMC was considered to be
Technical Skill, the selection criteria were such that 80%weightage was assigned to the technical bid and 20% to the financial bid.
The Project Management consultants were to have the following
Stringent criteria had to be specified by selected constructors.

Stringent qualification criteria were specified, so only those contractors having minimum experience in their main items of work, minimum number of required key personnel, and minimum financial assets and credit facilities could succeed.
If a bidder scored less than 75% on the technical evaluation, his financial bid would not be opened.

However, once the technical bid was qualified, a 75 % weightage would be given to the financial bid so that only
financially viable and less expensive bidder was awarded with the final contracts.
In the present era planning is considered as a pre requisite before attempting any developement programme.

This is particularly true for any engineering work as planning is basic requirement of any new project or an expansion programe.

Thus Highway planing is also a basic need of any Highway development.
1.) To plan a road network, for efficient and safe traffic operation but at minimum cost.

2.) To fixup date wise priority for development of each road link based on utility is the main criterion for phasing the road development program.

3.) To plan for future requirements and improvement of roads in view of anticipated development.

4.) To work out financing systems.
Construction work started in right earnest with the issue of the order to proceed with the works in Jan/Feb 1998.

The contract completion date was specified as 27 months requiring substantial completion in 24 mo nths when it was proposed to open the expressway to traffic by Jan 2000.

The scale and time schedule of the work was unprecedented in the highway sector but Indian Contractors rose up to the occasion.

Most of the technologies were being tried out in the country for the first time.

The consultants also showed remarkable skills in adapting to new technology
and monitoring techniques.
The project was completed under the stewardship of the Maharashtra State Road Development Corporation (MSRDC).

The expressway cost INR16.3 billion (US$260 million) to construct.

The first sections opened in 2000, and the entire route was completed, opened to traffic and made fully operational from April 2002.
MSRDC has decided to extend the Mumbai Pune Expressway from the current endpoint of Kalamboli near Panvel and to extend it till Sion in Mumbai.

The extended stretch will reduce commuting time between Mumbai and Pune by 30 minutes.

Under the plan, the Sion Panvel Expressway corridor will be widened, with dedicated lanes for heavy and light vehicles.

Service roads will be built for entry and exit at various points.

It will also involve constructing a brand new bridge over the Thane creek parallel to the current Vashi Mankhurd Bridge.

MSRDC will undertake the expansion project.

The new 22-km link is expected to cost INR8 billion (US$130 million).

MSRDC is planning to widen the expressway from current 6 lane to 8 lane.
Access controlled tolled expressway.
It cleaves through the scenic Sahyadri mountain ranges via passes and tunnels.
It has five illuminated, ventilated tunnels totalling 5,724 metres.
The entire length of expressway has a single layer of barbed wire fencing to keep out stray cattle.
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