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LECTURE NOTES
.f
FOR
'I
'f
TRANSPORT PLANNING
I
&
ENGINEERING
(As per Syllabus of Purbanchal University)
By
2015 September 01
Table of Contents
Chapter 1: Introduction
1. Chapter I
Introduction
c) Demand analysis
Estimating the demand for transpo1tation facilities and services is one of the most important task in urban
transportation planning. Demand analysis to find how many people, what type of people, what purpose
they will use the transportation system for, and expected flow of goods in metropolitan area.
d) Supply analysis
Developing and managing the supply of transportation is a primary focus of an effective transportation
planning process. Supply related policies are, infrastructure (fixed facilities), vehicles, routes, schedules
etc. Supply can be characterized by performance ofthe transportation system (e.g. travel times, headways,
and capacities). ·
i) Justify funding
Transpmtation project expenditure requires huge investment. A detailed plan of how this road/service will
impact upbn the population needs to be conducted. TranspOitation planning will help to justify funding.
Modeling step
a. Model formulation: A model may be formed by using various mathematical functions or forms. It can
be linear, exponential etc. for example,Y =AX+ B. where, Y is a function of variables X. a, bare
model parameters to be estimated.
b. Model estimation: 1t is the process by which the numerical values of the parameters of an assumed
model are estiniated.
c. Model validation: It refers to the testing of calibrated model by using empirical data that used to
estimate the model.
Highway iink attributes are starting node, ending node, road length, free flow speed, capacity, number of
lanes or road width, type of road etc. Similarly, highway node attributes are node number, starting nodes
of all links joining current node, type of
FreewaY
intersection etc. (National Highways) District Roads
2 Chapter II
Urban and regional Planning
Region is larger than urban area which may consist of a few villages and town to a number of countries.
Region may be several towns, cities or different states. Regio11al planning is a category of planning and
development that deals with designing and placing infrastructure and other elements across large area.
Regional planning is normally long range planning and deals with larger environment at less detailed
level.
The information collected in these home interviews are the type of housing structure, number of vehicle
ownership, household numbers, household income, description oftrips (origin, destination, trip purpose,
trip times .and travel modes) etc made by household member 5 years or older.
ii) The postal questionnaire: in the postal survey method, the questionnaire is mailed and the
household are requested to send their replies by post in pre-paid envelopes.
Date: Location:
Please take a moment to answer a few questions about your trip. Your responses will help determine
the need.for improvements in this area.
1) Where did your trip begin? _ _ _ _ _ _ _ _ __
Date: Day:
Trip No. I Origin I Destination 1 Start Time J End Time J Number ofPassef!g_er
I I 1 I I
Date: Day:
Date: _ _ _ _ _ _ _ _ _ _ _ __ Day:
-------------------
Time: Vehicle Type: _ _ _ _ _ _ _ _ __
---------------------
Vehicle Occupancy: _ _ _ _ _ _ __ Destination:
-------------
c Types of Goods Carried: _ _ _ _ __
Date: Day:
Trip No. I Origin I Destination I Start Time I End Time I Types of Goods
I I I I I
2.2.2 Inventory study of Transportation Facilities
Inventory of existing transport facilities should be undertaken to identify the deficiencies in the present
system and the extent to which they need to be improved. The inventory consists of:
• Inventory of streets forming the transp01i network
• Traffic volume, composition, peak and off peak
• Studies on travel time by different mode
• Inventory of public trans port buses
• Inventory of rail transport facilities
• Parking inventory
• Accident data
Traffic Assignment
3.. Chapter 3
Urban Transport Planning Process
.
Inventory of Existing conditions
Population & economic activity
. Land use & Transport Facilities
I Generation of Alternatives
I Travel Demand Forecasting
Estimation of project cost & Annual Estimation of usage level and user benefit
I Operation and maintenance cost I and impact
Evaluation of Alternatives I
1
I Choice of Project & Implementation
I
Trip production- the home end of home based trip or as the origin of an non-home based trip.
Trip attraction- the non home end of HB trip or the destination of an non home based trip.
Production Attraction
EJ Production Attraction
- EJ
Production . Attraction
EJ Attraction Production EJ
3.2.1.1. Classification ofTrips
• By trip purpose - work trips, education trips, shopping trips, social and recreational trips, other
trips (health, trip accompanied by person)
• By time of day- peak hour trips (8:00 - 10:00 & 4:00 - 6:00 pm), off peak hour trips (1 0:00 -
12:00)
• By person type- by income level, car ownership, household size and structure
If the relationship between the independent and the dependent variable is linear, then the analysis is called
linear regression. If independent variables are two or more in numbers, then the analysis is called multiple
regression analysis.
a {L L
= ~ y - b x}
b = nl:xy- l:xl:y
nl:x 2 - (l:x) 2
Multiple linear regression analysis is the statistical technique mostly used to derive the estimates of future
trip generation where two or more independent factors are affecting the amount of travel.
y = a+ b1x1 + bzXz + ........... · ..... · .. · + b11 X11
Where,
y =the dependent variable (zonal measure of trips in terms of person/vehicle movement)
x~, x 2 , ........ x11 =the independent variables (socio-economic variables)
a = constant to represent the portion having value 'y' which is not explained by the.
independent variables
b 1, b2, ........ b11 =the coefficients of respective independent variables
c) Fratar Method
This method was introduced by T.J. Fartar. As per this method, the total future trips for each zone are
obtained by multiplying the base year trip between two zones, their respective growth factor and relative
attractiveness factor.
Then future trips estimated for any zone would be distributed in the measurements involving that zone in
proportion to existing trips between it and other attraction zones and expected growth of each other zone.
2:}=1 ti1
Where,
'tu' & 'T;/ are base year trip and the predicted future trips between zone 'i' and zone 'j' respectively
'F/ and 'F/ represents growth factor of zone 'i' and 'j' respectively.
Disadvantage
• Underestimate trips where present day development is limited and over estimate where present
day development is intensive
• If the present trips between any two zones is zero, the future trips also become zero
• It doesn't take into account the resistance to travel
• It neglects the effects of changes in travel pattern by new construction
• Present (base year) trip distribution matrix must be obtained first.
Irij
j =1
= L
j =1
KPA Fij
Where,
Pi and Aj are the production and attraction of zone
Fij = d\ is the impedance function, and K =constant
'!
Also,
n n
fi = Irij=
j=1
L
j=1
KPiAj Fij
n
pi= KPi L
j=1
AjFij
yields
---7
Mathematically,
Where,
Ku = socioeconomic adjustment factor for interchange ij
Fij can be determined using travel time values and an inverse relationship between F and t
exists such as f 1, f 2 , e- 1 etc.
e.g. the friction factor can be expressed as F = ab1e·ct
• Characteristic of trip maker - such as car ownership, possession of a driving license, household
structure, income, residential density
• Trip characteristics- such as trip purpose, time of the day
• C~aracteristics of the transp01i facility - suph as travel time, in-vehicle time, waiting time and
qualitative factors such as comf01i, convenience, reliability, security etc.)
Most widely used model for modal split model is logit models. Logit models are based on utility
maximization prinCiple. The traveler will associate some value for the utility of each mode. If the utility
of one mode is higher than other, then that mode is chosen. The utility of each mode can be expressed as a
summation of each modal attribute. Then the choice of a mode is expressed as a probability distribution.
n
Ux = IaiXi
i=l
Where, Ux= utility of mode 'X'
n = number of attributes
Xi =attribute value (such as time, cost, and so on)
ai =coefficient value of attribute 'i', (negative since the values are disutilities)
The probability of using any mode 'k' can be expressed as,
Where,
p(k) =probability ofusing mode 'k'
Uk= Utility of using mode 'k'
Ux =utility of using any particular mode 'X'
N =Number of mode to choose from
This is simple, inexpensive, fast method, and results are easy to understand and interpret. However, it
generates unrealistic flow patterns in situations where there are minor differences in travel impedance
between alternative routes.
w:ijr-1
p(r) = L..x=1 w:.-:-1
'\'n
LJX
(~)
4
t =t 0 [ 1 + 0.15 ]
Where,
t =travel time on the link
t0 = free flow travel time
V =Volume on the link
C =Capacity of the link
A trip between a pair of zones is chosen at random, the minimum path is determined using the free-flow
impedances, and the entire interchange volume is assigned to this minimum path. The impedances of the
Jinks that make up this path are updated according to the assigned flows and another interchange is
randomly chosen. The procedure ends when all interchanges are considered.
4. Chapter IV
Transportation System Analysis
Federal transit administration (FTA, USA) has suggested 6 principles of the developing alternatives:
i) Alternatives should be defined in terms of their design concept and scope
ii) Alternatives should respond directly to clear statement
iii) Should be developed through a process of considering all reasonable options
iv) Should be structured to provide a range of options to decision makers
v) Should be as competitive as possible
vi) Alternatives should be identified and refined in an open, well documented process.
4.3.1. Benefits
Benefits are the desirable effect (positive impact) of an investment. The evaluation of user benefit is a
process of determining how great a reduction in costs ~ill occur if an improvement is made. Benefits are:
• Benefit from travel time saving- monetary value of travel time saving
• Benefit fron1 reduction in accidents - a monetary value of reduced fatalities and injuries attribute
to reduction in accidents
• Benefit from reduced cost of vehicle operation- a monetary value of the saving due to reduction
of vehicle operating cost
4.3.2. Cost
The Cost of a transportation facility improvement includes:
i) Capital costs - initial cost, total investment required
ii) Operation and maintenance cost - operation and maintenance cost incurred over the life of
the facility
iii) Social and environmental cost
Selection criteria - Select project with least present worth for cost project
Selection criteria - Select project with least EUA W for cost project
5. ChapterV
the nose of the fuselage. In two or four engine aircraft, they usually housed in the leading edge of the
aircraft or wing.
b) Fuselage: It is main body of the aircraft and provides space for the power plant, fuel, cockpit,
passenger, cargo etc.
Vertical Stabilizer"-
'-..,
Horizontal Stabilizer '-.., Rudder
Jet Engine
//
Cockpit
Fuselage Slats
c) Wings: Wings are required to support the machine in the air, when the engine has given forward
speed.
~
moving up and down through an angle of 50° to
Roll Axis
60°. They are hinged to a fixed horizontal Yaw Axis
stabilizer (tail plane). It controls the pitching or
up and down movements of the aircraft.
X
(ii) Rudder: It consists of a streamlined flap
hinged to a vertical fin provided at the tail. It can he moved right or left of the vertical axis
through an angle of about 30°. It is utilized for the turning or yawing movement of the
aircraft.
(iii) Aileron: It is a hinged flap which is fixed in the trailing edge of the wing near the wing
tip. When aileron in one wing is pulled up that in other is pulled down. Once the wing with
aileron deflected downwards, there will be an increased lift under the wing. Pulling an
aileron up reduces the lift on the plane.
e) Flaps: Flaps are located along the trailing edge of both wing typically close to fuselage. They
are similar to aileron in that they affect the amount of lift created by the wing.
-..
has two principal functions are:
(i) To absorb landing shocks while an aircraft. lands •. -Main Wheels (Dual)
(ii) To enable the aircraft to maneuver on ground
b) Size 9f Aircraft: Aircraft's wing span, fuselage length, height, distance between main gears,
wheel base, trail width etc affect various components of airport.
c) Minimum turning radius: It is the the line joining the center of rotation and the tip of
farthest wing of the aircraft. Maximum angle of nose gear is limited 50° to 60° for turbo jet. It
is important to estab Iish the radius of taxiways, and the path of the movement of aircraft.
d) Min circling radius: Separation between two nearby airports is governed by minimum
circling radius. It varies from 1.6 )<.m for small aircraft to 80 km for large jet engine aircraft.
e) Speed of Aircraft: Speed of aircraft is expressed with respect to ground (called cruising or
ground speed) or air.
f) Weight of Aircraft & wheel configuration: Weight and Wheel configuration affect the
pavement design of runway, taxiway, aprons and hangers. ·
Ii) Jet blast: Jet blast affects inconvenience to passenger and bituminous pavement.
i) Fuel spillage: It should bring within minimum limit. Therefore, constant supervision .is
required.
Wheel Tread
Use
To aid air lines in their long run planning
To assist government in orderly development of air transportation system
To assist government in planning facilities required for air transportation system
Method A:
• Determine the percentage of national enplaned passenger that the airport has attracted in the
past.
• Adjust this percentage to reflect anticipated abnormal growth trends
• Obtain data for national passenger volume for the design year
• Calculate step down design figure as the product of the percentage of step 2 and the nationa;I
figure from step 3. ·
Method B
• Obtain the number of passenger per 1000 population that the airport has experienced in
the past, and the number of passengers nationally per 1000 population.
• Compute the ratio:
Passenger per 1000 Population for Airport
r= -
Passenger per 1000 Population for Nation
• Obtain the national forecast of air passenger volumes per 1000 population for the design
y~a~ '
• From the ratio computed in step 3 and the national forecasts of step 4, calculate the local
passenger volume per 1000 population.
5.6.3.l.Market analysis:
• It is dominant technique for aviation demand forecasting
• Trend forecasting or Cross classification.
• Historical data are examined to determine the ratio of local airport traffic to total
national traffic
• National demands total are estimated for the design date
• Demand for local airport is obtained by multiplying national demand with the ratio
5.6.3.2.Regression analysis:
• A statistical relationship between rate of trip generation (dependent variable) and a
number of independent variables is established by tegression analysis
•. Typically the air trip generation regression model would be:
• T = ao+a,x,+a2x2+ ........ +anXn
o Where,
• T =The number of air trip
• x 1, x 2,: .• •Xn = independent variables
• a1, a2, ..... an= regression constant
Where,
Tij =Travel by air passenger between cities 'i' and 'j'
Pi , Aj = Production and Attraction of zone 'i' and 'j' respectively
Fij =Friction Factor (Impedance function)
i) Airfield
The area and facilities on the property of an airport that facilitate the movement of aircraft are
said to be part of the airport's airfield. Components of Airfield are:
Runways
Taxiways
Hanger
Navigational Aids
Lighting Systems
Facilities for air traffic control and surveillance
Fueling the aircraft
Signage and markings
• . Weather reporting facilities
Security and fire control
ii) Terminal
Terminal area provides the facilities, procedures and processes to efficiently move crew,
passengers and cargo onto and off of aircraft. Components of Airport Terminal are:
Apron
Gate system
Passenger Handling System
Ground Access
·s.9. Runways
The runway is designated by two digits just after the threshold marking on both ends of the
runway, which is based on magnetic bearing. In addition, it also indicate the left, right, or central
runway ifthere are two or more parallel runways
Touch Duwn Fixed Distance
ThresMid Zone Marks
• Instrument runway: Runways intended for the operation of aircraft using instrument
approach procedures. Instrument runway may pe:
;
Non-precision approach runway: An instrument runway served by visual aids and a
non-visual aid providing at least directionil guidance adequate for a straight-in
approach. ·; ·
Precision approach runway: An instrument runway served by Instrument Landing
System (ILS) and/or Microwave Landing Systt~rn (MLS) and visual aids .
.'
, I
\ "!/
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1\vo intersectin,g
runways at near
threshold.
runway. Design Data should be collected for the period of 5 to 10 year. A standard wind rose
consists of a series of concentric circles cut by radial line into 16 parts by using an angle of 22 .SO
a} Design Criteria
A runway (or runways) orientation should be in the direction that satisfies 95% coverage
cot1sidering yearly wind conditions. If one runway does not meet the 95% criteria, design a
second crosswind runway
Type I
This type does not account for wind
velocity as well as cross wind
component. Therefore, it is not so
accurate. Radial Line shows wind
direction and Frequency of wind is
marked on radial line. Plotted pt. is -
joined by straight line. The best runway
is the longest line on wind rose diagrmn
Type II
Type II considers all direction, duration
and wind intensity. Circle represents
wind velocity and Radial' line indicates
wind direction. The percentage of
frequency is appropriate segrpent.
Transparent rectangular indicator is ·~tsed whose length equals to wind rose diameter and width
equals to permissible cross wind drawn same scale as wind rose. Total percentage coverage is
determined with the indicator oriented in several slightly different directions. Correct orientation
is one with maximum coverage.
a) Aircraft characteristics
• Power and propulsion system 1 .
b) Safety Requirement
• Normal landing case
• Normal takeoff case
• Engine failure case
o Continued takeoff
o Aborted takeoff
For jet engine aircrafts, all 3 cases are considered. For piston engine Aircrafts only 1st and 3rct
cases are considered.
!~·.·· .· .· . . . .
- · - - " ' ' " - · - - - Landing distance
LD=1.67SD
F'S F'L =LD
Longitudinal Section
T
s-om
t'1ll'). 1
•:--------""':'··-
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F~ :: J)Jt-..s- SW . a..Lf/.:0 =- ~, t. Dyset~- LOPed )
ec ·- o.-
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'F:S eo -c .: Tcr£ eD ·
Where, DAS =Accelerated stop distance '~Lf.b.- c.- ::: t=s'eo-o +CL~o.
LOD =Lift off distance, SW = Stop way
'''\
I
c) Airport Environment
The basic runway length is for mean sea level having standard atmospheric conditions. Change
in elevation, temperature and gradient for actual site of construction will have effect on the
length of runway.
1) Elevation
As elevation increases, air density reduces. This reduces lift on wings of Aircraft and requires
greater ground speed. Longer runway is required for greater speeds. ICAO recommends that
basic runway length should be increased at the rate of 7% per 300m rise in elevation above MSL.
The factor for Elevation correction, Kh is:
Kh =(1+0.07x H
300 .
J Where, H= Airport Elevation in meters
2) Temperature
Aerodrome reference temperature: The aerodrome reference temperature is the monthly mean of
the daily maximum temperatures for the hottest month of the year. The hottest month is the
month that has the highest monthly mean temperature. This temperature should be averaged over
a period of years.
K 1 =1+0.01x(tart -ta,}
where, tart =Airport reference temperature
ta, =Standard AtmosphericTemp. at given elevation
= 1SO -0.0065 x Elevation
ta =the monthly mean of average daily temperature for the hotte$t month
of the year
t111 =the monthly mean ofthe maximum daily temperature(Tm).
3) Gradient
The slope computed by dividing the difference between the maximum and minimum elevation
along the runway centre line by the runway length. Uphill gradient requires more runway length
than a down-ward gradient. Increase and decrease in runway length is linear with change in
gradient
As per FAA, the runway length having been corrected for elevation & temperature be further
increased at a rate of 20% for each 1% of the runway Effective Gradient (G). The Gradient
correction factor is:
Kg =1+ 0. 02 X RLmax-RL.mm
L
Where,
4) Procedure of Runway length corrections for elevation, temperature and runway slope.
Step -1: For Critical (design) aircraft select a basic runway length (L) required for take-off
or landing at standard atmospheric conditions [sea level, zero wind, zero runway
slope and temperature 15° Celsius]
Step- 2: Correction for elevation (h)
L(h) = Kh XL
Where,
K 11= Elevation correction factor
Step- 3: Correction for temperature (t)
L(h,t) = L(h) X Kt
Where: K1 = Temperature Correction factor
Step ~ 4: Check Correction for Elevation and Temperature
The runway length {L (h,t)} corrected for elevation and temperature under Steps 2
& 3 should be less than 35% of Basic n.nway length. Else, ICAO recommends
these corrections should be further checked by specific studies
Step - 5: Correction for runway slope (g)
L (h, t & g)= L(h, t) x Kg .
Where, Kg = Correction of gradient
~ PRiiMARJSURI"ACE:
PIUS£CTION I
HUNWAY SAFETY AREA.
5.10. Taxiwa:ys
Taxiways are paths on the airfield surface for the taxing of the aircraft and are intended to
provide linkage between one part of the airfield (runways) and another part of the airfield
(apron).
ii) Dual parallel taxiway: Two parallel taxiways on which aircraft can taxi in two opposite
directions.
iii) Terminal taxi way: Provided very near to the terminal building and it is portion of apron
intended to provide access to the terminal.
c) Width of taxiway: width of taxiways is lesser than runway, as aircraft is not air borne
and speeds are small. It varies between 22.5m and 7.5 m
5.11. Apron
The airport apron is the area of an airport where aircraft are parked, unloaded or loaded, refueled,
or boarded. ,
5.12. Terminal
An airport terminal is a building at an airport where passengers transfer between ground
transportation and the facilities that allow them to board and disembark from aircraft.
5.12.1. Functions
• Change of mode i.e. Transfer from car, train, or bus to the air plane
• Passenger processing such as ticketing, check in , security check
·• Provide passenger facilities such as shopping, toilets, eating, meeting & greetings etc.
Terminal Building
Satellite
Transporter +
+
Transport Model
I I
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Procedure
Step 2: Conversion into the same Landing gear type as the.Design Aircraft
Since the traffic forecast is a mixture of a variety of aircraft having different landing gear types
and different weights, the effects of all traffic must be accounted for in terms of the design
aircraft. First, all aircraft must be converted to the same landing gear type as the design aircraft.
The following conversion factors sho_uld be used to convert from one landing gear type to
another ,.
To convert from To Multiply Departures ~
Single Wheel Dual wheel 0.8
Single Wheel Dual Tandem 0.5
Dual Wheel D_ual Tandem 0.6
Double Dual Tandem Dual Tandem 1.0
Dual Tandem Single Wheel 2.0
Dual Tandem Dual Wheel 1.7
Dual Wheel Single Wheel 1.3
Double Dual Tandem Dual Wheel 1.7
6 r
from CBR Value as: z.::::. 400f---+- 100
90
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7788
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k
M 70
~ 60
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z;
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0 35 '-'
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;.
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FIGURE 3-17. RIGID PAVEMENT DESIGN CURVES, SINGLE WHEEL GEAR Q,
Ul
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DUAL TANDEM GEAR ANNUAL. DEPARTURES
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THICKNESS OF SUBBASE, INCHES
57
6. Chapter VI
Introduction to Railway Engineering
The branch of civil engineering which deals with the design, construction and maintenance of the railway
tracks for safe and efficient movements of trains.
a. Advantages ofRailway
• Railway can handle heavier loads at higher speeds
• Lower operation costs and cheapest
• High speed rails are much faster than roads
• Convenient for long haul distances
• It is very environment friendly if electricity is used
• Safe
• Promotes industrial development
b. Disadvantages
• High construction and maintenance cost
• Restricted to be in one direction
• Less suitable for hilly areas with curves
d) Narrow Gauge:
• width 762 mm and 610 mm
e) Mixed Gauge:
• 1,435 mm (Standard) & 760 mm (narrow)- Czech
• 1,435 mm (Standard) & 1,000 mm (meter)- Switzerland
• 1,435 mm (standard) & 1067 mm (cape)- Japan
b) Meter gauges routes have been classified according to importance of route, traffic carried and
maximum permissible speed
• Q Routes: max. permissible speed more than 75 km/hr, traffic density more than 2.5 GMT
[gross million tone(s) per km/annum]
• R routes: max. permissible speed of 75 km/hr and a traffic density of more than '1.5 GMT. R
routes have fmiher been classified into three categories depending upon the volume of traffic:
o R !-traffic density more than 5 GMT
o R2-traffic density between 2.5 and 5 GMT
o R3-traffic density between 1.5 and 2.5 GMT
• S routes: max. permissible speed less than 75 km/hrand a traffic density less than 1.5 GMT.
They are fmiher sub classified into three routes, namely, S1, S2, and S3.
o S 1 routes are used for the through movement of freight traffic,
o S3 routes are uneconomical branch lines, and
o S2 routes are those which are neither S 1 nor S3 routes.
6.4.Railw.ay Components
• Permanent way (Track)
• Rolling Stock
• Station & Terminals
• Signaling & Control
• Depot and workshop
3.4 m
·I· o.s m ·I· 2d ·I
2.7 m
I· 1.7 m
·I
.-----Rail
· ·Spikes
I,----
Bearing Plate
Sleeper
• 1 ,--- E
~-~
Hails
Sleepet's
Ballast
.
6.5.1. Requirements of a good Permanent Way
• Correct and uniform .
• Proper level in straight portion and Proper amount of super elevation in curves
An uniform and gentle gradient
• Resilient and elastic
• Uniformly distributed load on both the rails
• Good lateral strength to maintain its stability
• Proper drainage facilities
• Easy replacement of various track components
Low initial as well as maintenance cost.
6.5.2.1, Rails
The rails on the tt'ack can be considered as steel girders for the purpose carrying axle loads. Rails are
joined in series by welding a few of them (5 of them) and the welded lengths are joined by fish plates and
bolts.
a) Functions of Rails
• Provide hard, smooth and continuous surface
To give minimum wear surface
• To bear stresses due to vertical load and transmit loads to the sleepers
Serve as a lateral guide for the running of wheels
b.2) ·Bull headed rails (B.H Rails): The head is made little thicker. and stronger than the lower part, by
adding more metal to it, so that even after wear, it can withstand stresses.
b.3) Flat footed rails (F.F rails): It could be directly fixed into sleeper. It would eliminate the need for
chairs and keys required for the bull headed rails. Demerit of flat footed rails is that heavy train load
cause the foot of rail to sink into wooden sleeper.
Fishing angle
-l
Height
J
'
Figure DH rails BH rails
Foot
I
FF rails
1
c) Details of standard rail sections
90R rails are suitable for annual traffic ofaboutlO gross million Tonne (GMT) speeds upto 100
kmph and service life upto 20 to 25 yrs.
5lMR (i.e. 52 kg/m) rails are suitable for use of speed of 130 kmph and traffic density of 20 to 25
GMT.
60MR (i.e. 60 kg/m) rails are suitable for use upto a speed of 160 kmph and traffic density of
about35 GMT
Wt/m Area Dimensions of Rail Section (mm)
Type
(kg) (mm2) A B c D E F
90R 44.61 5795 142.9 136.5 66.7 13.9 43.7 20.6
.•
52MR 51.89 6615 156 136 67 15.5 51 29
60MR 60.34 7686 172 150 74.3 16.5 51 31.5
d) Length of Rails .
e) The most common length for BG rai.ls is 13m (42'8") although double-length rails (26m, 85'4") are
seen in some places. MG rails are usually 12m (39'4") in length. NG rails vary, but the commonest
length is 9m (29'6"). Factors governing length ofrails:-
Manufacturing cost
Transportation facility
Lifting and handling operation
6;5.2.2. Sleepers
Sleepers are the transverse ties that are laid to support the rails. Rails are fixed to sleepers by different
types of fixtures and fastenings. The typical length of a BG sleeper is 2.7 m.
a) Classification of Sleepers .
a.l) Wooden sleepers: Wooden sleepets are ideal sleeper. Life of timber sleepers depends on their
ability to resist wear, decay, attack by vermin, and quality of timber. Generally sleepers are made of
Sal, teak, chir and deodar. The sizes of sleepers used for BG, MG, and NG as well as the bearing
area per s Ieeper are as fl0 11 ows:
Gauge Size (em) Bearing area per sleeper (m2)
BG 275x25xl3 0.465
MG 180 X 20 X 11.5 0.3098
NG 150xl8xll.5 0.209
b) Spacing of Sleeper
Sleeper density= Number of sleepers per unit rail length (per unit track length for welded rail). Nos. of
Sleepers per rail length= M + 7 (BG), Where, M is length ofrail in m.lfthe sleeper density isM+ 7 on a
broad gauge route and the length of the rail is 13 m, it means that 13 + 7 = 20 sleepers will be used per
rail on that route. Spacing is closer near the joints.
JOINT
6.5.2,3. Ballast
It is a layer of broken stone, gravel, moorum or any other gritty material placed and packed below and
around sleepers
a) Desirable Properties of Ballast
• Cubical with sharp edge
• Tough and wear resistant
• Good bearing capacity and crushing value
• Good drainage property
• Non porous
• Weather resistant
• Low lifecycle cost
b) Ballast Materials
• Broken stone
• Gravel Ballast
• Cinder or Coal ash
• Sand Ballast
• Moorum Ballast
• Brick Ballast
c) Size of Ballast Materials
Size of ballast depends upon
• Type of sleepers
• Maintenance method
• Location of the track.
The exact size of the ballast depends upon the type of sleepers.
• For wooden sleepers-Slmm
• For steel sleepers-38mm
• For under switches, points and crossings-25.4mm
145° 45° I
I I
6.5.2.4. Track Fittings and Fasting
a) Rail Joints
Rail joints are provided for expansion and contraction due to variation in temperatures. Certain gap is
provided at each joint. Rail joints hold the adjoining ends of the rails in the correct position both in
horizontal and vertical planes.
Square Joints
Joint in one rail is exactly opposite to the joint in the other parallel rail. Square joints are provided in
straight tracks.
Square Joints
Staggered Joints
Joint in one rail is exactly opposite to the centre of the other parallel rail is called as Square Joint. In
India, this type of joint is used in curves. It gives smoother running to the track.
, 2'1.5"
4
x 2 ,6 ,. 2'1.5" 2'.1.5'' 3Cx 2 , •
6
2'1.5".
-~r:.+---'-~~-+--+··~t----f1~p.;t----+·-~t~--+---+~. "'1t+-
Staggered Joints
According to position of sleepers
• · Suspended joints
• Supported joints
• Bridge joints
Suspended Joints
The rail joint placed at the centre of two consecutive sleepers. The load is evenly distributed on two
sleepers. When joint is dep1'essed, both rails are pressed down evenly.
Supported Joints
The sleeper is placed exactly below the rail joint. Do not giv1;' sufficient support with heavy axle loads.
Rails
/~
Bridge Joints
Similar to suspended joint, but a metal serving
as a bridge to connect the ends of two rails. The
bridge is placed at the bottom of rails and it
rests on two sleepers
Suspended Joint
Functions
• Join rails together as well as fixing them to the sleepers,
• Maintain the level, alignment, and gauge of the railway track within permissible limits even during
the passage of trains.
b.l) Rail to Rail Fastenings: Rail to rail fastening involve the use offish plates and bolts for joining rails
in series.
a) Fish plates: Railway fish plate is a pair of metal bar bolted to the ends of two rails to join them
together. Four or six suits of fish bolt per pair of fish plates are used to fix the fish plates. These are
used in rail joints to maintain the continuity of the rails and to allow expansion and contraction.
b) Fish Bolts: Made up of medium or high carbon steel used to hold fish plate together. These bolts get
loose by the traffic variations and require tightening from time to time
Requirements of spikes:
• Strong
• Enough resistance against motion
• Deep for better holding power
• Easy in fixing and removal from the sleepers
• Cheap in cost
• Capable of maintaining the gaqge
u:r:
161_
E
E
0
(X)
......
[§]
1161 Top plan
BoHoin plan
b) Bolts
Bolts are a form of threaded fastener used for fixing various track components in position. They may be
hook (dog), fang and fish bolt.
'·
2mm '
'"'1'1~·~ T6[···
-~-l .,.,...
_____.....--J 13 mrn
·J3r;;-m -~~~~
51
c) Chairs
Chairs are a device to hold bull headed rails and double headed ra,lls in positibn. Also, they help in
distributing the load from the rails to thee sleepers. They are made of cast iron and consists of two jaws
and a rail seat. The web of the rail is held tightly against the inner jaws of the chair and a key is driven
between the rail and the outer jaw of the chair. The chairs are fixed with the sleepers by means of spikes.
The shapes of chairs depend upon the type of rails used.
d) Blocl<s
When two rails run very close as in case of check rails, etc. small blocks are inserted in between the two
rails and bolted to maintain the required distance.
e) Keys·
Keys are wedge shaped timber or steel pieces to fix rails to chairs on the metal sleepers. Two types:
• Wooden keys: Wooden keys are small straight or tapered pieces of timber.
• Metal keys: These keys are much more durable than wooden keys. Metal keys are of two types such
as Spring (Stuart's) key, Morgan Key.
f) Bearing Plates
Bearing plates are rectangular plates of mild steel or cast iron used below F .F rails to distribute the load
on larger area of timber sleeper.
Advantages:
• To distribute the load coming on rails to the sleepers
• Prevent the destruction of the sleeper
•.
Functions:
• To provide a smooth and uniform bed for laying the track.
• To bear the load transmitted to it from the movin~ load through the ballast.
• To facilitate drainage.
• To provide stability to the track.
Embankment
Embankment is the formation in the shape of a raised bank constructed above the natural ground.
c 4725 c
(m.in;}
Cutting:
Cutting is the formation at a level below the natural ground.
c: 4725 c
(mrn)
----t
/
/
~
1 in 40 1: in 40
------------'10,980----'--------ill""l
6.5.3.1. Gradient
Gradient is the rate of rise or fall of the track. It is expressed as the ratio of vertical distance to horizontal
distance or as percentage of rise or fall.
a) Purpose
• ·To reduce the cost of earthwork
• To provide uniform rate or fall as far as practicable
• To reach the stations situated at different elevations
• To drain off rain water
c) Types of Gradient
• Ruling gradient
• Momentum gradient
• Pusher gradient
• Station yard gradient
c.l) Ruling Gradient: The ruling gradient is the steepest gradient it is equals to I in I50 to I in 250
(plain terrain), and I in I 00 to I in I 50 (hilly terrain).
c.2) Momentum Gradient: Gradient which is steeper than ruling gradient and where the advantage of
momentum is utilized to overcome the gradient.
c.3) Pusher Gradient: The gradient of the ensuing section is so steep that require the use of an extra
engine for pushing the train.
c.4) Station Yard Gradient: Station Yard Gradient are quite flat. The maximum gr:;tdient prescribed in
station yards on Indian Railways is I in 400, while the recommended gradient is lin 1000.
d) Grade Compensation
Curves provide extra resistance to the movement of trains. As a result, gradients are compensated to the
following extent on curves
On BG tracks, 0.04% per degree of the curve or 70/R, whichever is minimum
On MG tracks, 0.03% per degree of curve or 52.5/R, whichever is minimum
On NG tracks, 0.02% per degree of curve or 35/R, whichever is minimum
where R is the radius of the curve in meters.
F = Wv ......... (1)
gR
. h r e Super elevation e
F urt er,1.an = =-
gauge G
Also TanB =Centrifugal Force=.!___
' Weight W
g) Transition Curve
It is a curve, which connects the straight section the track at one end and circular curve at the other end.
g.l) Purpose
• Reduction in radius of curvature at uniform rate
• Smooth traversing of vehicle
• Introduction of super elevation at a constant rate
D
In such cases, the branch line curve has a negative super .elevation and, therefore, speeds on both tracks
must be restricted, particularly on the branch line. The Negativ2 Super Elevation are calculated as
follows:
• The equilibrium super elevation for the branch line curve is first calculated using the formula,
Gv 2
e=--
gR
• The equilibrium super elevation (e) is reduced by the permissible Cant deficiency Cc~ and the
resultant super elevation (x) to be provided is
• X= e- Cd
where, xis the super elevation, e is the equilibrium super elevation, and Cct is 75 mm for BG ~d
50 mm for MG. The value of Cct is generally higher than that of e, and, therefore, xis normally
negative. The branch line thus has a negative super elevati?n of x.
·;
:::::
• The maximum permissible speed on the main line, which has a super elevation of x, is then
calculated by adding the allowable cant deficiency (x + Cd)·
• The safe speed is also calculated and smaller of the two values is taken as the maximum
permissible speed on the ~ain line curve. ·
Gd = (B+L) 2 x125
R
Where, d =Extra width of gauge in mm
B =Rigid wheel base in mm
L =Lap of flange in m =0.02~(h 2 +Dh)
R = Radius of Curve in m
D =Diameter of Wheel in em, h =Flange projectbelowrail,cm
• A pair of heel blocks which hold the heel of the tongue rails
• A number of slide chairs to support the tongue rail and enable its movement towards or away
from the stock rail.
• Two or more stretcher bars connecting both the tongue rails close to the toe, for the purpose of
holding them at a fixed distance fi·om each other.
• A gauge ties plate to fix gauges and ensure correct gauge at the points.
A
Gauge
tie
plate
6.5.3.5. Crossings
Crossing provides gaps in the rail that enables the flanged wheel to roll over them.
Facing Railing
direction direction
Transport Planning & Engineering Handouts by Dr. Pro deep Kumar Shrestha
Acme Engineering College (PU)
c) Type of Crossing
i) On the basis of shape of crossing
• Square crossing
• Acute angle or V-crossing ,or Frog
• Obtuse angle or Diamond crossing
6.5.3.6. Turnout
It is an arrangement of points and crossings with lead rails by means of which the rolling stock may be
diverted from one track to another. A turnout is designated as a right-hand or a left-hand turnout
depending on whether it diverts the traffic to the right or to the left.
~ Throw
~ of switch
1
Facing
direction
- Tongue
rail (RS)
Toe of switch
6.6. Station
A railway station is a railway facility where trains regularly stop to load or unload passengers and/or
freight.
6.6.1. Factors to be considered while selecting a site for a railway station are:
• Adequate land
• Level area with good drainage
• Straight alignment
• Easy accessibility
• Adequate water supply
6.6.3. Types
• Wayside Stations
• Junction Stations
• Terminal Stations
a) Halt Stations
A halt is the simplest station, usually unstaffed and with few or no facilities .It usually has only a rail level
platform with a name board at either end. Sometimes a small waiting shed is also provided, which also
serves as a booking office. In some cases, trains stop only on request. Some selected trains are allotted a
stoppage time of a minute or two at such stations to enable passengers to board or alight The booking of
passengers is done by travelling ticket examiners or booking clerks.
Name Board
I
Platform
Halt Stations
b) Flag Stations
Flag stations describes a stopping point at which trains stop only if there are passengers to be picked up or
dropped off. These stations do not have overtaking or crossing facilities and arrangements to control the
movement of trains. However, these stations have buildings, staff and telegraph facilities. Some of the
flag stations have sidings also in the fonn·ofloops.
Board
Passenger Platform
Flag Stations
c) Crossing Station
Provided with facilities for crossing In this type at least one loop line is provided to allow another train if
one track is already occupied by a waiting train Generally the train to be stopped is taken on the loop line
and the through train is allowed to pass on the main line.
Dead Line
. ...-.-·"""'""'
--......._____
Sand Hump
'-,
Loop Line
Crossing Station
Sand
hump
·-,\
-""··'·:fJ·""'""'''':::::.~Oww... "'"''''·""""·~"""~···"-" /~............"~·--'
T turn table Loop line
1
Junction Station
Terminal Station
6.7. Yard
A yard is a system of tracks laid out to deal with the passenger as well as goods traffic being handled by
the railways. They are passenger yards, goods yards, marshalling yards, locomotive yards.
Sorting
Departure
.
Platform
Layout of marshalling Yard
Workshop
Ash Pits
Engine Shed
Fuel Platform
6;8.1. Locomotive
It is a powerhouse mounted on a frame that produces the power needed for traction on railways. There are
three types of traction:
• Steam traction by steam locomotives
• Diesel traction by diesel locomotives
• Electric traction by elec~ric locomotives
Part of Locomotive:
• Fire box and Boiler: fuel is burnt in fire box and steam is generated in boiler.
• Proper engine: heat consists of cylinders, pistons and other various moving parts. It converts heat
energy of steam into mechanical energy of motion .
• Frame work: It is mounted on wheels. It has a draw bar which transmits the tractive force to the
train.
• Tender: To store the fuel, a small bogie is attached with the locomotive.
Bogie carr.ie.r
or !cfle wlwels
Steam Locomotive
6.8.2. Coaches
The compartments which provide accommodation to the passenger in trains are called coaches.
6.8.3. Wagons
Wagons are unpowered railway vehicles that are used for the transportation of cargo. To transport goods
wagons are used. Types:
Timber wagons
Cattle wagons
Oil wagons: cylindrical
Petrol wagons:
Hoper wagons: ballast, minerals, coals
Well wagons: bulky articles of excessive height
Power wagons: for explosives and chemicals
Refrigerated wagons: milk, fruits, meats and fish
6.9. Signaling
Railway signaling is a system used to control railway traffic safely, essentially to prevent trains from
colliding. Signaling consists of the systems, device and means by which trains are operated efficiently and
tracks are used to maximum extent, maintaining the safety of the passengers, the staff and the rolling
stock. It includes the use and working of signals, points, block instruments and other equipments.
7. Chapter VII
Ropeway
(\
7.1. Definition
A ropeway is a mode of transport in which special types of carriers are suspended from, or simply
attached to, an overhead rope to facilitate the transfer of materials, goods or passengers, from one
point to another. The rope runs the entire length over which the ropeway operates, which typically
ranges from a few hundred meters to several kilometers.
b) Mono-cable systems: A mono-cable system uses a single rope, which serves the dual purpose of
carrying and hauling carriers. Carriages are attached to the rope by grips and move when the rope
moves.
In a non-circulating system, the hauling rope (or hauling-carrying rope in the case of a mono-cable
system) moves forwards and backwards between the loading and unloading stations. In a system with
one track cable, it can move only one carrier. In a non-circulating system, if the hauling rope winds
into a drum then the ropeway is called a drum-type non- circulating bi-cable
Instead of using a drum, the hauling rope can also form a loop but in this case the direction of motion
of the rope must be changed in order to move the carrier back and forth. Such a system is called a
looped non-circulating bi-cable system
.~!1-:o-
1 1
(o) (o)
'-""""···------------"-'-..-
Looped hauHng cable
well as ease of maintenance and easy removal or addition of cars without affecting the operation of
the ropeway.
7.2.4. According to
Vehicle type
a) Open-air ropeways
(chair lifts): chairs or
benches with up to four
seats, each suspended
on a steel rope driven
in a loop.
b) Open cabins with roof
and railing and meant
for 1 to 6passengers
c) Semi enclosed cabins
with roof, railing and
sides not fully covered
and meant for 1 to 6 passengers
d) Closed cabins or gondolas are fully closed cabin with glass or transparent windows with a
capacity of 1 to 6 passengers
b) Cross lay: In a 'cross-lay' rope the wires in all layers are the same size and a different helix angle
or length of lay must be used for each layer.
Type of Ropes based on the methods used to wind the strands together
c) Lang-lay: In a lang-lay rope, 'F>nu!le"'.i.:
the direction of the lays of 0 """'1nlott.,.,. "~ ...,,_
the outer layer of wires is the
same as the direction of the
lays of the strands within the
rope.
d) Ordinary-lay: In an ordinary-
lay rope, the outer layer of
wires is laid in the opposite
direction of the lay of the
inner strands. This
arrangement provides a
better and more uniform
wearing surface
7.3.3. Towers
Towers or trestles are supporting structures. Depending
upon the type of ropeway and its use, they are made of
wood, steel, or concrete. Towers are provided with a
saddle and rollers. Rollers are small wheels used to
support the hauling rope in a bi-cable system or the main
rope in a mono-cable system. Rollers are generally
grouped into a battery. A saddle or shoe is used to
support the track rope on the tower in a .bi-cable
ropeway.
A bi-cable tower has saddles as well as a roller battery, while a mono-cable tower has only a roller
battery to support the hauling-carrying rope.
Wooden towers can be used in a ropeway which transports materials in a construction project. This
type of ropeway is dismantled after construction is complete. Concrete towers are generally used for
small ropeways, while steel towers, because they are reusable, are commonly used in all types of
ropeways. Steel towers also provide the flexibility.to make. towers of any size by using steel frames
of pole or lattice type.
7.3.4. Stations
Minimum two stations are necessary for a ropeway system as one is situated at the starting point and
one at the end of it.
Types of Stations
• Tension stations: Tension stations placed at appropriate points along a ropeway line are used
to limit the length and maintain the tension of the track cable.
• Drive station: A drive station contains the drive system of a ropeway, which includes a
motor drive mechanism and a driving sheave.
• Return station: This station at the end of the line contains a return sheave, from which
carriers move back towards the drive station.
• Divide stations: These intermediate stations are used in long ropeways to limit the length and
tension of the rope. They divide a ropeway into smaller segments, each ofwhich functions as
a separate ropeway.
7.3.5. Sheaves
Sheaves are wheels of large diameter found at both ends of the line and in the stations. The hauling
rope passes around them. A driving sheave is powered either by an engine or an electric motor
connected to the sheave with a suitable drive mechanism. At the other end of the line there is a return
sheave which is not powered but is free to rotate.
7.4.1. Profile
The profile of the aerial ropewa.y (longitudinal side elevation) shall be, as far as practicable, parallel to
the terrain over which it passes. The maximum gradient of the rope shall not exceed 1.0 (45°) except
in the case of aerial ropeway of fixed grip type. The transport path shall be straight between
successive stations
7.4.5. Ropes
The ratio of minimum breaking load of rope and the maximum rope tension in service shall not be
less than the following values:
• Carrying rope(bicable)- 3.0
• Hauling rope for both monocable and bicable- 4.5
• Tension rope for bicable and monocable -5.0
• Signalling and telephonic cables - 3.3
7.4.6. Vehicles
a) Maximum Speed
In rio case shall the maximum speed exceed the values given below:
1) System with closed gondolas having locked doors- 6m/s
2) Chairlift and system with open gondolas with adequate protection - 5 m/s
3) Others- 3m/s
b) Capacity of Vehicles
The calculation of the various components shall be done, taking into account the weight of 80 kg per
passenger. The vehicles may be following types: ·
~ chairs with one seat or more seats for passengers not exceeding four,
• open .cabins with roof and railing and meant for 1 to 6passengers
• semi enclosed cabins with roof, railing and sides not fully covered, and meant for 1 - 6
• passengers, and closed cabins with small windows with a capacity of 1 to 6 passengers
c) Spacing or carriages
The minimum distance between two successive carriages shall not be less than 1.5 times the stopping
distance under the most unfavorable load conditions.
7.4.8. Crossings
• The crossing of routes, railways, waterways or other ropeways shall be avoided as far as
possible.
• When it is not possible, the clearances shall be determined and shall have protective structures
• The crossings and paralleling with railways, highways, ropeways or overhead electrical lines
shall be so done that no mutual discomfort results either in course of normal operation or
rescue operation or during installation operations.
References: [Ropeways in Nepal (Nepal Water Conservation Foundation (NWCF), 2004); IS 5229
-1998; IS 9706-1997; and other internetresourcesj
8. Chapter VIII
Transport System in Nepal
Transport network system in Nepal can be divided into road transport, railway transport, air transport,
ropeways and cable cars.
Road transport system in Nepal can be divided into strategic road network system (central road
system), rural road network (local roads) and urban roads.
i) Central Road System: National highways, feeder roads and roads having specific objectives
are in Strategic road network. The function of the Strategic Road Network (SRN) is to provide
linkage and connectivity throughout the country. The existing SRN was designated in 1994
comprising 15 National Highways and 51 Feeder Roads, with a total length today of 5,030km.
Based on the economic returns on the investment required, capacity expansion, new network of
roads, new hill roads, upgrading and rehabilitation of paved road are considered for strategic road
networks.
ii) Local Road System: They are road within district, road within village, main trails, mule track,
arid village trails and tracks. These roads are not the parts of the central road system and the
project formulation, construction, maintenance and repair have to be done by local institution.
Roads connecting one or more main development center or connecting VDC's directly to the
headquarters of the same district or other district or through important road system shall be
classified as district road. The roads connecting village centers with other village centers and
market centers within villages are called village roads. The technical cooperation, funding
management etc are provided by the Ministry of Local Development or the Department of Local
Infrastructure Development and Agricultural Road.
iii) Urban Road: Roads within a Municipality, excluding those under central road system are urban
roads. The construction maintenance and repairing of these roads and its ancillaries are done by
the Municipality in coordination with various authorities of Government. ·
Nepal Airlines flies abroad to the capital cities of five different Asian countries (New Delhi,
Bengaruru and Mumbai (India), Hong Kong, Kualalumpur (Malaysia), Doha (Qatar), Bangkok
(Thailand) and Dubai (UAE)). Major international airlines operating their flight to Nepal are Korean
air, Silk air, Air India, Thai air, Malaysian Air, Air China, Jet air etc
Air transport policy focus on identifying the sectors where the road transports service cannot be
provided immediately. Development of a new international airport is being planned at a location like
Pokhara, Lumbini and Bara.
'"···
The Nepal Railways Corporation operates the main narrow gauge passenger line within Nepal. There
is only one functioning Nepalese passenger railway in Nepal. This 59 km narrow gauge railway runs
between Janakpur in Nepal and Jainagar in India. The freight line from Raxaul in India is a broad
gauge installation, operated jointly by Nepal Railways Corporation and Indian Railways, an:d allowing
container traffic to be imported to Nepal, through the Sirsiva dry port container depot.
Department of Railways has been established on 2068/03/01 B.S for the planned development cif
railway network in the country to meet the growing passenger and freight transport demand.
Feasibility study of Kathamndu-pokhara railway and Mechi-Mahakali road as well as Kathmandu
Metro Railway have been completed. Government have planned to develop rail transport with with
the participation of private sector .
Recently, private sector and ropeway activists have now shown great interest in development of
ropeway in Nepal. Some of the private companies sucha as Ropeway and Cable Car Pvt. Lt
constructed 600m long Kushma-Balewa Cable car in Parbat district, and Ropeway Nepal Pvt. Ltd.
Mechanized Bridge of 520m span in Kotre-Punditar across Seti River at Tanahun District of Nepal.
National Transport Policy has been introduced to provide transport facility in the remote and
backward region as soon as possible from the minim~m source, make the existing transport
infrastructure organized and reliable and develop the transport system of international standard of
foreign countries.
8.2.1.1. Objective:
To develop a reliable, cost effective, safe facility oriented and sustainable transport system that
promotes and sustains the economic, social, cultural and tourism development of Nepal as a whole.
8.2.1.2. Strategies:
For the attainment of the above through an9 objectives the following strategies will be followed:
(i) Take responsibility of transport structure to be constructed from the central level.
(ii) Strong decentralized governance system,
(iii) The development and promotion of transport system from the local level itself.
(iv) Maximum private Sector involvement
Road network Planning consists of strategic road network planning and rural road network planning~
8.2.1.3. Policy:
The following policies shall be followed in order to attain the above mentioned objectives:
1. The construction and development of transport infrastructure in central and local level as per the
short term, medium term and long term master plan of the transport infrastructure
2. The central level government plays role as supporter of the local level government for
development of transport infrastructure
3. High priority shall be given to completing the construction of roads connecting all 75
District Headquarters of the Country to the main road network.
4. Development of the East-West Mid-Hills Highway by constructing and improving the
component Feeder and District Roads
5. Roads shall be constructed, to connect the northern border
6. The maintenance and repair of the existing transport infrastructure to ensure appropriate service
levels
7. The local level transport infrastructure shall be constructed and maintained from the local level
itself.
8. Priority shall be given to maintain 'and upgrade of transport infrastructure of the central level
on the basis of traffic density and economic consideration.
9. The construction, improvement and management of the means of transport shall be done in
harmony with the traffic safety and environmental effect.
10. The skill and working capacity of the concerned labour force shall be enhanced.
11. The expansion of the solar and electricity powered throughout the country
12. Cross border, regional and sub-regional transport and transit facilities shall be further developed
and expanded.
13. Improving public transport service and to reducing harmful emissions arising from public
transport operations.
14. Promote Private sector involvement in the development and expansion of service of the transport
infrastructure.
15. The provide a minimum level of transport infrastructure in the remote areas
16. Foreign loans will not be utilized unless its positive economic feasibility
17. To develop various mean of transportation and infrastructure in a coordinated manner.
ii) Feasibility Studies: Once individual road has been selected for construction or up gradation, a
walkover survey of the road (and the corridor) needs to be undertaken so that technical, socio-
economic, environmental and social information pertaining to the road and the corridor is
collected. At the same time an assessment of the required civil works should also be undertaken
so that a tentative cost estimate for the sub-project is made.
iii) Review/Appraisal of Feasibility Study Report: The feasibility study report should be reviewed
thoroughly before approving and/or making decision as to budgetary allocation. Under review
process there may be various issues including information on technical, socio-economic,
environmental and social aspects of the proposed road. Result of this process may be approval or
acceptance of the project, refinement and approval and rejection.
iv) Detajled Project Preparation: Once the feasibility study report is accepted and investment
decision is made, the detailed project report need to be prepared. For this purpose, number of
activities will have to be undertaken such as a) detail topographical survey; b) socio-economic
assessment; c) social and environmental impact assessment; d) detail cost estimates and
preparation of bid documents; e) preparation of implementation plan and procurement plan.
v) Project Negotiation and Approval: This involves reviewing of the appraisal report and selection
of the most appropriate project. This also forms part of project negotiation. At this level, the
·implementing and financing agencies draw up a formal implementation or operation plan
vi) Project Implementation: Once approved, roads will be rehabilitated or constructed by the
concerned departments, private contractors or communities.
vii) Evaluation: An impact assessment aims at appraising to what extent improved road links have
led to changes life and livelihoods in local communities. Impact studies often require
sophisticated surveys to collect qualitative and quantitative data necessary to measure changes.
Preliminary rural road network plan for inaccessible area is prepared based on the nodal points/market
centers and national transport policy. Local level workshops/meetings is conducted and the proposed
prelimina,ry network plan for inaccessible area is presented and discussed to verify and preliminary
approval of the proposed road networks. All suggestions and feedbacks were collected and
incorporated in preliminary proposed road network plan.
On long term perspective, District Transport Master Plan (DTMP) prepared for the planned
development of the rural roads in the district. DTMP provides the guideline for decision making
process in rural road development. DTMP contains inventory of existing rural transpmi
infrastructures, list of all the rural transport infrastructures to be developed in future and prioritized
list of rural roads to be developed within next five years. DoLIDAR has recommended a set of
particular steps while preparing district transport master plan as given below (DoLIDAR Approach
Manual)
Step 1: Prepare and finalize Indicative Development Potential Map of the District
Step 2: Prepare District Inventory Map of Rural Road Network
Step 3: Collection of Demands for New Transport Linkages from VDCs
Step 4: Prepare Draft Perspective Plan of District Rural Road Network
Step 5: Synchronizing the Draft Perspective Plans of adjoining districts
Step 6: Acceptance of the Perspective Plan of District Rural Road Network
Step 7: Preparation of Five Year Rural Road Master Plan of District
$tep 8: Updating year-wise list of prioritized road links and approval
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