Survey On Vehicle And Toll Plaza For National Highways In India

8/12/2019 Survey On Vehicle And Toll Plaza For National Highways In India

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www.ijecs.inI nternational Journal Of Engineeri ng And Computer Science ISSN:2319-7242

Vol ume 2 I ssue 9 September 2013 PageNo. 2823-2837

Sathya.V,IJECS Volume 2 Issue 9 September, 2013 Page No. 2823-2837 Page 2823

Survey On Vehicle And Toll Plaza For NationalHighways In India

Sathya.V , Abdul Samath.J,

MGR College, HosurSri Ramakrishna Institute of Technology, Coimbatore

ABSTRACT

The aim of the study is to investigate the different operational systems of collecting tolls along the toll plazas through themeasurement of service rate of vehicles. Results show that the dedicated E-pass lane has a lesser toll booth transaction timeyet the usage of the E-pass lane was not maximized, in spite of the faster transaction. However, more motorists pass throughlanes using conventional scheme that causes frequent congestion especially during rush hours. The mixed-mode dualoperating system lane is fairly greater in service rate than the exclusive E-pass lane. It was observed that the lane capacity anddelay of each toll lane also vary widely with the type of toll-collecting booths. On the other hand, the queue delay in themixed-mode scheme is significantly less delay in E-pass than the manual scheme.

The large volume of vehicles on the road has created new challenges for agencies responsible for traffic management, lawenforcement and public safety. The aim of the study is to investigate the different operational systems of tolls technologyalong the toll plazas. This article gives an overview of origin of vehicles along with toll plaza in India. In the modern system,we need an automated system that can analyze toll gate activities.

General Terms: tollgate, VehiclesAdditional Key Words and Phrases: Transport, National Highways, Electronic Toll Collection, Intelligent Transport Systems

1. INTRODUCTION

Traffic in Indian cities generally moves slowly, wheretraffic jams and accidents are very common. India has verypoor records on road safely around 90,000 people die fromroad accidents every year. At least 13 people die everyhour for road accidents in the country, in the year 2007road accidents claimed more than 1,30,000 lives,overtaking China [Dr. Khali Persad et al. 2007]. A

Reader's Digest study of traffic congestion in Asian citiesranked several Indian cities within the Top Ten for worsttraffic.

Road Transport is vital to India's economy. It enables thecountry's transportation sector contribute 4.7 percent of

Indias gross domestic product, in comparison to railwaysthat contributed 1 percent, in 2009-10. Road transport hasgained in the importance over the years despite significantbarriers and inefficiencies in inter-state freight andpassenger movement compared to railways and air. Thegovernment of India considers road network as critical asthe country's development, social integration and securityneeds of the country [Jain, J.P et al. 2003]

India's road network carries over 65 percent of its freightand about 85 percent of passenger traffic. Indian roadnetwork is administered by various governmentauthorities, given India's federal form of government. Thefollowing table describes the regulating bodies. [Jain, S.S.et al. 2006]

Table 1: Road ClassificationRoad

classificationAuthority responsible Total kilometers (as of 2011)

NationalHighways

Ministry of Road Transport & Highways (Centralgovernment of India)

70,934 plus 40,000 kilometersunder implementation

StateHighways

State governments (state's public works department) 1,31,899

Rural andurban roads

Local governments, panchayats and municipalities 31,17,763
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2. TRANSPORT IN INDIA

2.1 Walking

In ancient times, people often covered long distances onfoot. Even, Adi Sankaracharya travelled all over Indiaonlyby feet. Walking still constitutes an important mode oftransport in urban [Saijie Lu et al. 2009]. In the city ofMumbai, to further improve the transit conditions forpedestrians. Mumbai Metropolitan Region DevelopmentAuthority has commenced the construction of more than50 skywalks, as part of the Mumbai Skywalk project.

2.2 Bullock Carts and Horse Carriages

Bullock carts have been traditionally used for transport,especially in rural India. The arrival of the British sawdrastic improvements in the horse carriages which wereused for transport since early days. Today, they are used insmaller towns and are referred as Tonga or buggies.Victories of Mumbai is still used for tourist purposes, buthorse carriages are now rarely found in the metro cities ofIndia.[Crispin Emmanuel et al. 2005].In recent years somecities have banned the movement of bullock carts andother slow moving vehicles on the main roads.

Fig 1: Bullock carts used in rural India

2.3 Bicycles

Bicycles are a common mode of travel in much of India. In2005, more than 40% of Indian households owned abicycle, with ownership rates ranging from around 30% to70% at the state level. Along with walking, cyclingaccounts for 50 to 75% of the commuter trips for those inthe informal sector in urban areas. Even though India is the

second largest producer of bicycles in the world,

asignificant prejudice against bicycle riding for transportexists in some segments of the population, generallystemming from the status symbol aspect of the motorvehicle. In India, the word "bike" generally refers tomotorcycle, and "cycle" refers to bicycle [Dr. Khali Persadet al. 2007]. Pune was the first city in India to havededicated lanes for cycles. It was built for the 2008Commonwealth Youth Games. However, recentdevelopments in Delhi suggest that bicycle riding is fastmade in the metro cities of India. Delhi government hasdecided to construct separate bicycle lanes on all majorroads to combat pollution and ease traffic congestion.

2.4 Two-Wheelers

Manufacture of scooters in India started when AutomobileProducts of India (API), set up at Mumbai andincorporated in 1949, began assembling Innocenti-built

Lambretta scooters in India post-independence. Theyeventually acquired license for the Li150 series model, ofwhich they began full-fledged production from the earlysixties onwards.In 1972, Scooters India Ltd (SIL), a state-run enterprise based in Lucknow, Uttar Pradesh, boughtthe entire manufacturing rights of the last InnocentiLambretta model. API has infrastructural facilities atMumbai, Aurangabad, and Chennai but has been non-operational since 2002. SIL stopped producing scooters in

1998.

2.5 Hand-Pulled Rickshaw and Cycle Rickshaws

This types of transports are still available in Kolkatawherein a person pulls the rickshaw by hand. TheGovernment of West Bengal proposed the ban on theserickshaws in 2005 describing them as "inhuman". Thougha bill aiming to address this issue, termed as 'CalcuttaHackney Carriage Bill', was passed by the West BengalAssembly in 2006, it has not been implemented yet. TheGovernment of West Bengal is working on an amendmentof this bill to avoid the loopholes that the Hand-pulledRickshaw Owner's Association filed a petition against thebill.


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Fig 2: Complexity of Traffic in IndiaCycle rickshaws were introduced in India in 1940s. Theyare bigger than a tricycle where two people sit on anelevated seat at the back and a person pedals from thefront. In the late 2000s, they were banned in several citiesfor causing traffic congestion [J. Santa et al. 2010]. DelhiPolice recently submitted an affidavit against plying ofcycle rickshaws to ease traffic congestion in the city but itwas dismissed by Delhi High court. In addition,

environmentalists have supported the retention of cyclerickshaws as non-polluting and inexpensive mode oftransport.

An auto rickshaw or three-wheeler (tempo, tuk-tuk,trishaw, auto, rickshaw, autorick, bajaj, rick, tricycle,mototaxi, baby taxi) is usually three-wheeled cabin cyclefor private use and as a vehicle for hire. It is a motorizedversion of the traditional pulled rickshaw or cyclerickshaw. Auto rickshaws are an essential form of urbantransport in many developing countries, and a form ofnovelty transport in many Eastern countries.

2.6 Automobiles

Public Transport is the predominant mode of motorizedlocal travel in cities. This is predominantly by road, sincecommuter rail services are available only in the sevenmetropolitan cities of Mumbai, Delhi, Chennai, Kolkata,Bangalore, Hyderabad and Pune, while dedicated city busservices are known to operate at least 25 cities with apopulation of over one million. [R.Mcelroy, 2007]

Intermediate public transport modes like tempos and cyclerickshaws assume importance in medium size cities.However, the share of buses is negligible in most Indiancities as compared to personalized vehicles, and two-wheelers and cars account for more than 80 percent of thevehicle population in most large cities.

Transport in the Republic of India is an important part of

the nation's economy. Since the economic liberalisation ofthe 1990s, development of infrastructure within thecountry has progressed at a rapid pace, and today there is awide variety of modes of transport by land, water and air.India's public transport systems are among the mostheavily used in the world. India's rail network is the 4thlongest and the most heavily used system in the world,transporting over 6 billion passengers and over 350million tons of freight annually.

2.7 Taxi

Depending on the city/state, taxis can either be hailed orhired from taxi-stands. In cities such as Ahmedabad,Bangalore, Hyderabad, taxis need to be hired over phone,

whereas in cities like Kolkata and Mumbai, taxis can behailed on the street. According to the Government ofIndian regulations, all taxis are required to have a fare-meter installed. The passengers are charged according tothe number of people with different destinations. A similarsystem exists for auto rickshaws, known as share autos.

Fig 3: The Premier Padmini taxis of Mumbai

2.8 Buses

The city of Chennai houses Asia's largest bus terminus, theChennai Mofussil Bus Terminus. In 2009, the Governmentof Karnataka and the Bangalore Metropolitan TransportCorporation flagged off a pro-poor bus service called theAtal Sarige. The service aims to provide low-cost

connectivity to the economically backward sections of thesociety to the nearest major bus station [Francisco Ferreira,2006]Buses take up over 90% of public transport in Indian

cities, and serve as a cheap and convenient mode oftransport for all classes of society. Services are mostly runby state government owned transport corporations.

Bangalore was the first city in India to introduce Volvo


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B7RLE intra-city buses in India in January 2006.

Bangalore is the first Indian city to have an air-conditionedbus stop, located near Cubbon Park. It was built by Airtel.

The APSRTC has introduced Buses with two coaches.These Buses are allowed to operate only in the GreaterHyderabad.

2.9 Bus Rapid Transit System (BRTS)

Bus Rapid Transit (BRT) systems and air conditioned

buses have been taken by the various state government to

improve the bus public transport systems in cities. BusRapid Transit systems already exist in Pune, Delhi,Ahmedabad, Mumbai and Jaipur with new ones coming upin Kolkata Hyderabad Lucknow and Bangalore. HighCapacity buses can be found in cities like Mumbai,Bangalore, Nagpur and Chennai.

Fig 4: A city bus in Cochin, Kerala

2.10 Rail Transit Systems

The Rail based transit systems in India include SuburbanRailway (also referred as EMU / DMU), Rail RapidTransit or Metro systems and mono-rail.

2.11 Suburban Railway

Mumbai Suburban Railway is the first rail system in Indiawhich began services in Mumbai in 1867. It transports 6.3million passengers daily and has the highest passengerdensity in the world. The first rapid transit system in India,Kolkata Suburban Railway, was established in Kolkata in

1854. Its first service ran between Howrah and Hooghlycovering a distance of 38.6 km.

2.12 Rapid Transit

The first modern rapid transit in India was Kolkata Metro,with operations starting in 1984. The Delhi Metro in thecapital city of New Delhi is second conventional metrowhich began operations in 2002.The Namma Metro inBangalore is India's third operational rapid transitbeginning operations in 2011. Currently, rapid transitsystems have been deployed in these cities and more areunder construction or in planning in several major cities ofIndia [Patras et al. 2008].

Fig 5: Delhi Metro

3. TOLL GATES IN INDIA

3.1 Closed, Open Road Tolling

There are three systems of toll roads exist:

(I) open (with mainline barrier toll plazas)(Ii) closed (with entry/exit tolls)(iii) All electronic toll collection (no toll booths, onlyelectronic toll collection gantries at entrances and exits orat strategic locations on the mainline of the road).

On an open toll system, all vehicles stop at variouslocations along the highway to pay a toll. While this may

save money from the lack of need to construct tolls atevery exit, it can cause traffic congestion, and drivers maybe able to avoid tolls by exiting and re-entering thehighway. With a closed system, vehicles collect a ticket

when entering the highway. In some cases, the ticketdisplays the toll to be paid on exit. Upon exit, the drivermust pay the amount listed for the given exit. Should theticket be lost, a driver must typically pay the maximumamount possible for travel on that highway. Short tollroads with no intermediate entries or exits may have onlyone toll plaza at one end, with motorists travelling in eitherdirection paying a flat fee either when they enter or whenthey exit the toll road.

In a variant of the closed toll system, mainline barriers arepresent at the two endpoints of the toll road, and eachinterchange has a ramp toll that is paid upon exit or entry.In this case, a motorist pays a flat fee at the ramp toll and

another flat fee at the end of the toll road. So, no ticket isnecessary. In an all-electronic system no cash tollcollection takes place, tolls are usually collected with theuse of a transponder mounted on windshield of each


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vehicle. Around the world, there's an upsurge in tollgatesto finance new roads and bridges, upgrade existing roadfacilities and manage traffic flow during heavily congestedperiods of the day [Dr. Khali Persad et al. 2007]. Tolling isa way to maintain roads without having to resort totraditional taxes. This system is regarded as a fair and just

way to maintain the badly needed road infrastructurebecause the cost is paid by the people who derive the mostbenefit from these facilities rather than by taxpayers ingeneral.

Fig 6: India's first expressway of Mumbai-Pune

There is a heavy backlog of road maintenance in thiscountry. Most of the bridges are very old, calling for anurgent need for replacement or major structural repairs.Funds are urgently required for these works. The NRFA incollaboration with other stakeholders is therefore

considering the implementation of road tolling as a widelyaccepted approach for raising funds directly from roadusers for the provision, maintenance and operation ofspecific sections of the road. There are a variety of optionsfor tolling highways or bridges. Tolls can be collectedelectronically or by using traditional toll plazas where thecustomer pays with cash. Modern electronic tollingsystems allows users to have several options like setting upa prepaid account, attaching a small e-sticker ortransponder to their vehicle, and paying electronically athighway speeds, without stopping.

Tolls may also be charged based on distance, exit, access

or time period. Distance tolling refers to charging a tollthat matches the distance travelled by a vehicle on a tollroad. Many systems issue a toll ticket upon entry onto thetoll road and require payment of the toll upon presentationof the entry ticket at the exit. This is the classic toll roadpayment method and is considered the most equitable astravelers only pay for the amount of road they use [Patras etal. 2008]. Exit tolling requires vehicles to pay the toll onlyonce when exiting the toll road, which is typically a flatcharge per exit whereas point tolling requires only one tollcollection area or plaza for the entire road and istraditionally applied to bridges and tunnels. The advantageto this tolling method is that users know exactly what tollthey will pay before using the road. Alternatively accesstolling is similar to point tolling except that a single tollplaza is located at the start of the toll road, and all vehiclescrossing the plaza are charged a flat toll. Period tollingrequires users to purchase a prepaid ticket which is thendisplayed in the vehicle. The ticket is normally establishedas a fixed amount for unlimited usage over a certain periodof time such as a day, week, month or year. Admittedly, atoll project, when properly launched and implemented inZambia, will be win-win reform for road sector financing.

A toll road (also called toll way, turnpike, toll highway, orexpress toll route) is a privately or publicly built road isrequired to pay a fee or toll. Tolls are a form of user tax

that usually pays for the cost of road construction andmaintenance without raising taxes on non-users. Fees ortolls usually vary by vehicle type, weight or number ofaxles. Fees or tolls were traditionally collected by hand by

toll gate workers at toll booths, toll houses, toll plazas, tollstations, toll bars or toll gates. In addition to toll roads, tollbridges and toll tunnels were also used by publicauthorities for revenue generation to repay for long-termdebt issued to finance the building and maintenance of the

toll facility.

Now a days Some tolls are collected to accumulatefinances to build future capacity expansion andmaintenance of roads, tunnels, bridges, etc. Some tolls areused as general tax fund for local governments and mayhave little or nothing to do with transportation facilities.These types of tolls are usually limited or prohibited bycentral government legislation. Also road congestionpricing schemes have been implemented in a limitednumber of urban areas as a transportation demandmanagement tool in an attempt to reduce traffic congestionand air pollution.

3.2 Evolution and Future of Tolling

Corridor Tolling: This is the most common form oftolling, in which a driver pays a fee to use a specific stretchof roadway or bridge. High Occupancy Toll (HOT) lanesare designated for multi-passengers, but single-occupantvehicles can use if they pay a toll. The primary objectiveof the toll is to repay the cost of building and operating thefacility. Complexity can as low as having the driver stopand pay cash on entry, although most systems areimplementing Open Road Tolling. However, the corridoris likely to be underused compared to alternative non-tolled routes and may not relieve congestion in a region.

The road must be exclusive to those who pay, otherwiseusers do not feel compelled to pay and the program maynot earn adequate revenue [Kim S.W et al. 2010].

Cordon Tolling: This is a charge for entering a specificarea. The primary objective is to reduce the number ofvehicles entering. Every entry point must be equipped withmeans of identifying vehicles and ensuring that they pay,have paid, or will pay. To be an effective strategy, thepublic must be convinced that benefits improved mobility,lower pollution, etc. will be realized fairly quickly. Anefficient public transportation system is essential for thisstrategy to be effective. This is implemented in LondonCity to avoid traffic and pollution problems duringdaytime.

Area-wide Mileage Tolling: This is a mechanismwhereby vehicles are charged based on a road user fee. An


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example of this system is German truck toll, in which alltrucks are required to pay tolls based on the distancetravelled inside Germany [Kossak.A, 2006]. In somerespects this strategy is analogous to the U.S. gas tax, inthat, theoretically, each vehicle pays based on milesdriven. The primary objective is to generate revenue forthe transportation system and, to a lesser degree, toregulate the amount of driving.

Integrated System Management: In this visionary

concept, demand for transportation would be managedthrough information: users would have a choice of modesand routes and an array of ways to pay for a trip. Thecharge would incentives the most efficient transport choiceand the market would drive the provision of capacity.Highly complex systems, such as roadside-vehicle-traveller communications would be required, but systemusage is expected to be highly efficient. Requiredconditions include market flexibility and access toinformation.

4. TOLL TECHNIQUES

4.1 Intelligent Transportation Systems (ITS)

It is an established route to resolve, or at least minimizetraffic problems. ITS encompass all modes oftransportation - air, sea, road and rail, and intersectsvarious components of each mode - vehicles,infrastructure, communication and operational systems.Various countries have developed strategies andtechniques, based on their geographic, cultural, socio-economic and environmental background, to integrate thevarious components into an interrelated system. In general,any of the ITS applications uses a Traffic ManagementCentre (TMC) where data is collected, analyzed andcombined with other operational and control concepts tomanage the complex transportation problems. Typically,several agencies share the administration of transportinfrastructure, through a network of traffic operation

centers. There is often, a localized distribution of data andinformation and the centers adopt different criteria toachieve the goals of traffic management. This inter-dependent autonomy in operations and decision-making isessential because of the heterogeneity of demand andperformance characteristics of interacting subsystems.

The major objective of ITS is to evaluate, develop, analyzeand integrate new sensor, information, and communicationtechnologies and concepts to achieve traffic efficiency,

improve environmental quality, save energy, conservetime, and enhance safety and comfort for drivers,pedestrians, and other traffic groups [Tomer Toledo et al.2008]. The adoption of location and information basedtechnologies into vehicles, infrastructure, trafficmanagement and traveler information services have showndramatic improvements in the safe, and efficient mobility ofpeople and freight in USA, European nations, Japan, MiddleEast and Canada.

Rural and Developments in ITS are driven strongly bysocio-economic needs and environmental demands. InIndia, the diverse range of vehicular velocities (pedestrian,

bicycle, LMV's, HMV's), wide variety of vehiclesincluding pedestrian traffic, and a very high populationdensity makes adoption of Western ITS standards andarchitecture difficult [M.A.Chowdhury et al. 2003]. TheIndian ITS must be designed to suit the Indian scenarioand will ideally be an interplay of public and privatesectors. On the public side, ITS will be designed based onregional and national standards to suit the specific region.On the private side, new technologies would be fuelled bythe consumer market. The design of an intensive ITSprogram in India should encompass developments intechnology, modeling, interconnectivity of multiplebranches of engineering including transportation,communication, electronics, and IT, and human capital

development.

Table 2: Major District RoadsMajor District Roads

State/UT Single lane (km) Intermediate lane (km) Double lane (km) Multilane (km) Total (km)

Kerala 18900TamilNadu

4,797 757 1,761 47 7,362

Fig 7: A rural road in an eastern state of India

India added over 500,000 kilometers of paved single lanerural roads between 2005 - 2011. In India, the rural road

forms a substantial portion of the Indian road network.These roads are in poor shape, affecting the ruralpopulation's quality of life and Indian farmer's ability totransfer produce to market post-harvest. Over 30 percent of

Indian farmer's harvest spoils post-harvest because of thepoor infrastructure. Many rural roads are of poor quality,

potholed, and unable to withstand the loads of heavy farmequipment. These roads are also far from all season, goodquality 2-lane or 4-lane highways, making economic


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resource flow slow, and logistical costs between differentparts of India one of the highest in the world.

In some parts of India, local social spending program hasproduced limited results and no lasting change over 10years, in either the quality or quantity of rural roadnetwork.In other parts of India, the Pradhan Mantri GramSadak Yojana and a sister program named Bharat Nirman

have privatized the rural road construction projects anddeployed contractors [Burris M.W 2004]. The effort hasaimed to build all-season, single lane, paved asphaltedroads that connect India's rural and remote areas. Asignificant portion of funding for these projects have comefrom the World Bank and Asian Development Bank.Thishas produced results, which are presented in the tablebelow.

Table 3: Rural Road Network in India

Rural road network in India, trends over 10 yearsKilometers

in 2001

Kilometers

as of May 2011

Kilometers

under construction in 2011

Total rural roads 2.7 million 3.1 million 0.1 millionPaved, not maintained rural roads 0.5 millionUnpaved rural roads 2.2 million 1.9 millionPaved, maintained rural roads 728,871 53,634New rural roads 322,900 82,743

The main roads in India are under huge pressure and ingreat need of modernization in order to handle theincreased requirements of the Indian economy. In additionto maintenance, the expansion of the network andwidening of existing roads is becoming increasinglyimportant. This would then enable the roads to handleincreased traffic, and also allow for a correspondingincrease in the average movement speed on India's roads.

The World Health Organization compilation of roadnetwork safety data for major economies found India tohave the highest number of road fatalities in the World,with 105,000 road accident caused deaths in 2006 [K.Takada et al. 2009]. However, adjusted for India's largerpopulation, the accident and fatalities rates are similar tomajor economies. Over 2004-2007, India had a roadfatality rate of 132 deaths per million citizens, compared to131 deaths per million citizens in the United States.

4.2 Electronic Toll Collection (ETC)

Electronic Toll Collection is a fairly mature technologythat allows for electronic payment for motorways andexpressways. An ETC system is able to determine if a caris registered in a toll payment program, alerts enforcers oftoll payment violations, and debits the participating account.ETC is fast becoming a globally accepted method of tollcollection, a trend greatly aided by the growth ofinteroperable ETC technologies.

The ETC's target is for all vehicles to be equipped with an

ETC box, linked to a standard contract for theowner/operator. At the end of each billing period, a singleinvoice would be issued, covering journeys through any ofthe member states.

All new electronic toll collection systems brought intoservice on or after the 1st of January, 2007 shall, forcarrying out electronic toll transactions, to use one or moreof the following technologies: satellite positioning, mobilecommunications using the GSM-GPRS standard(reference GSM TS 03.60/23.060) and 5.8 GHz microwavetechnology [Gabriel Nowacki et al. 2008]. It stressed thattoll collecting charge institutions should be able to carry

out electronic toll transactions from the 1st

of January,2011 to the carriage of goods where the maximumpermissible mass of the vehicle, including any trailer, orsemi-trailer, exceeds 3, 5 tons, or of passengers by vehicles

which are constructed or permanently adapted for carryingmore than nine persons including the driver.

New electronic toll systems brought into service after theadoption of this directive should use the satellitepositioning and mobile communications technologies. The

Working Group No 1 (WG1) of Technical Committee 278(Road Transport and Traffic Telematics) established in1991 is responsible for electronic toll collection systems inEuropean Union [Chia-pei et al. 2004]. ISO/TC 204 is thepartner of CEN/TC 278 in ISO, responsible for theinternational standardization of transport information,communication and control systems. It is recommended toimplement National Automated Toll System for highwaysand expressways in Poland. Authors have carried out theanalysis of some systems functioning all over the world tochoose the best one for Poland [Gabriel Nowacki et al.2008].

An important metric for economic growth of any country

is have burgeoning vehicle ownership. However, theindirect effect of vehicle ownership is acute trafficcongestion. In India, the past decade, has seen anastronomical increase in vehicle ownership and associatedroad blocks and traffic snarls in its metropolitan cities.The variety of vehicles in India - two, three and fourwheelers, in addition to a large pedestrian population,complicates the situation.

Any structure, building or system needs maintenance andrehabilitation which are of course costly. Highways androads are also not an exception. From the very past, theconstruction, extension, maintenance and operating costs

of highways, roads, bridges and tunnels were collecteddirectly or indirectly. In the older indirect method, theexpenses are compensated either by tax payment on fuel orby budget allocation from the national income. In thedirect method, the tolls are taken directly from the driverspassing that road or street.

In most advanced countries, ETC systems have evolvedfrom older systems where many of the existingtechnologies did not exist. [Beckers T. et al. 2006 ] Due tobackward compatibility constraints, implementing ETCmodels across the country has proved to be a challenge,and sometimes complicated solutions have evolved toensure interoperability between systems of different tollvendors. India has an advantage as there are no legacysystems in place, and highway expansion has begun to takeoff mainly over the last decade. Consequently, there is anopportunity to simple and robust ETC system that


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leverages modern information and communicationtechnologies. Presently, Electronic toll collection is used atfew toll plazas on national highways [Sathya V. et al.

2012]. Although payments may still be made in cash, it ismore common now to pay by credit card, by pre-paid card,or by an electronic toll collection system.

Fig 8: Queue of vehicle in toll-plaza

The Union Toll Plaza on the Garden State Parkway wasthe first ever to use an automated toll collection machine.A plaque commemorating the event includes the firstquarter collected at its toll booths [Khadijah Kamarulaziziet al. 2010]. The first major deployment of the RFIDelectronic toll collection system in the United States wason the Dallas North Toll way in 1989 by Amtech. It is usedon the Dallas North Toll way was originally developed at

Sandia Labs for use in tagging and tracking livestock. Inthe same year, the Telepass active transponder RFIDsystem was introduced across Italy.

4.2.1 Scope of Electronic Toll Collection in India

India has about 42.36 Lakh kilometres of road network,which is the second largest in the world. The length ofvarious categories of roads is as under.

National Highways - 70,934 km State Highways - 1,54,522 km Major district roads - 25,77,396 km Rural roads - 14,33,577 km

According to the report given by National HighwayAuthority of India (NHAI) carry 40% of road traffic. Dueto this traffic congestion is very high and to reduce it, ETCmust be implemented. And to reduce the traffic density,provides road safety and also increases the CentralGovernments Economy.

National Highways Lane wise distribution can beclassified as,

4-Lane - 22.3% 2-Lane - 52.3%

Single Lane - 25.4%

There is a possibility of maintaining ETCs on statehighways as well as in busiest hours in cities. This mayleads to the reduction of congestion, pollution, trafficviolation at peak hours [A.E. Wahlberg, 2007].By viewingall the above data, the Ministry has decided to implement auniform interoperable ETC System with RFID basedtechnology which offers interoperability and compatibilityfor seamless movement of vehicles on tolled nationalhighways, state highways etc.

The factors to be considered are;

The system must be interoperable nationwide, andaffordable. Technologies should be tried and tested.

Systems should be easy to use. ETC should be scalable to other applications. Payments should be possible through credit cards andmobile phones etc.

4.2.2 Components of Electronic Toll System

Electronic Toll Collection System is rely on four major

components: automated vehicle identification, automatedvehicle classification, transaction processing, and violationenforcement.

4.2.2.1 Automated vehicle identification

It is the process of determining the identity of a vehiclesubject to tolls. It relies on radio-frequency identification(RFID), where an antenna at the toll gate communicateswith a transponder on the vehicle via Dedicated ShortRange Communications (DSRC). RFID tags have provedto have excellent accuracy, and can be read at highwayspeeds. The major disadvantage is the cost of equippingeach vehicle with a transponder. It can also use Global

Positioning System location information to identify avehicle.

4.2.2.2 Automated vehicle classification

It is closely related to automated vehicle identification(AVI). Most toll facilities charge different rates fordifferent type of vehicles, making it necessary todistinguish the vehicles passing through the toll facility.The simplest method is to store the vehicle class in thecustomer record, and use the AVI data to look up thevehicle class. This is low-cost, but limits user flexibility, insuch cases as the automobile owner who occasionally towsa trailer [T.Mikami, 2008]. More complex systems use avariety of sensors. Inductive sensors embedded in the roadsurface can determine the gaps between vehicles, toprovide basic information on the presence of a vehicle.

4.2.2.3 Transaction Processing

Transaction processing deals with maintaining customeraccounts, posting toll transactions and customer paymentsto the accounts, and handling customer inquiries. It isreferred to as a "customer service center" and this functionresembles banking, and several toll transactions areperiodically billed to the customer, or prepaid, where thecustomer funds a balance in the account which is then

depleted as toll transactions occur. The prepaid system ismore common, as the small toll agencies have contractedout transaction processing to a bank. Customer accountsmay be postpaid, where amounts of most tolls makes


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pursuit of uncollected debts uneconomic. Mostly postpaidaccounts are maintained only with transport departments

and truck operators.

4.2.2.4 Violation Enforcement System

It is useful in reducing unpaid tolls. Several methods canbe used to prevent toll violators. A physical barrier, suchas a gate arm, ensures that all vehicles passing through thetoll booth have paid a toll. Violators are identifiedimmediately, as the barrier will not permit the violator to

proceed. However, barriers also force authorizedcustomers, which are the vast majority of vehicles passingthrough, to slow to a near-stop at the toll gate, negatingmuch of the speed and capacity benefits of electronictolling.

For example in Illinois, it requires transponder users toenter their license plate information before using thesystem. If the transponder fails to read, the license platenumber is matched to the transponder account, and theregular toll amount is deducted from the account ratherthan a violation being generated. If the license plate can'tbe found in the database, then it is processed as a violation.An interesting aspect of such toll violation system inIllinois is a 7 days grace period, allowing toll way users topay missed tolls online with no penalty of the 7 daysfollowing the missed toll.

Fig 9: Components of ETC

4.2.3 Electronic Toll Collection Technologies

There are five types of technologies used for electronic tollcollection [Our Reference].

Dedicated Short Range Communication (DSRC) Global Positioning System (GPS) Global System for Mobile communications (GSM)

Digital Tachography Odometer

4.2.3.1 Dedicated Short Range Communication

Dedicated Short Range Communications (DSRC) usemicrowave or sometimes Infrared technology to transmitdata over short distances between motorway systems andmobile units. Operating in the 5.8 GHz frequency range,the microwave DSRC [Tomer Toledo, Oren Musicant,Tsippy Lotan, 2008] data transmission technology issimilar to the technology used in RFID smart tags, whichwill replace bar codes at some future time.

4.2.3.2 Global Positioning System (GPS)

GPS is the geo-location system developed by the UnitedStates and first used in the 1980s for military applications.At the end of 1993, the US Department of Defense madethe technology accessible to civilian users, and GPS is nowused throughout the world for geo-location, positioningand navigation. Europe is developing its own geo-locationsystem, Galileo, which is expected to be operational in

2008. Galileo will use a constellation of 30 satellitesorbiting at an altitude of 24,000 km. It will be more precisethan GPS and will also offer a number of other benefits tosubscribers.

4.2.3.3Global System for Mobile communication(GSM)

GSM (Global System for Mobile communication) is adigital mobile telephone system that has become wirelesstelephone standard in Europe. In the 1980s, prior to

standardization, numerous systems were in use, forexample, Radiocom 2000 systems in France, NMT 450 inthe Benelux and Scandinavian countries, TACS in Britainand C-Netz in Germany. Standardisation around GSMtechnology was the catalyst for the cell phones immensesuccess in Europe. In September 2001, the number ofFrench mobile phone subscriptions surpassed the numberof regular telephone lines in France. In electronic tollsystems, mobile phone technologies can be used forpayment transactions, be it through SMS GSM or GPRS /Edge.

4.2.3.4Digital tachography

Tachographs [A.E. Whlberg, et. al,2007]are installed intrucks weighing over 3.5 tons, as well as in vans and buseswith more than 9 seats. Similar to the black boxesinstalled on aircraft, tachographs are used to verify driverscompliance with regulations, for example by recording thedistance driven in a given period of time. Mosttachographs still rely on analogue technology, with thedata recorded on a paper disk. Forthcoming Europeanregulation will require all new vehicles in this category tobe equipped with digital tachographs from August 2006and will apply to approximately 300,000 vehicles eachyear. A number of non-EU member states, includingBrazil, India and the countries of North Africa, are alsoexpected to adopt the same rule.

4.2.3.5Odometer

An odometer or odograph is an instrument that indicatesdistance traveled by a vehicle, such as a bicycle orautomobile. The device may be electronic, mechanical, ora combination of the two. The word derives from theGreek words hods "path" or gateway and mtron"measure". In countries where Imperial units or UScustomary units are used, it is sometimes called amileometer or milometer.

4.2.4 Benefits of ETC

The benefits because of ETC for the driver, toll operatorand vehicle owners are listed below [Hofstetter.H 2006].


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Some of the benefits for drivers include: Fewer and shorter queues at toll plazas by increasingtoll booth service rates; Faster and more efficient servicethe customer doesnot need to stop or have toll fees on hand; To pay by keeping a balance on the customersaccount or charging a registered credit card; Mailed toll statementsthe customer no longer has torequest a receipt. Reduced accident rates/ improved safety because ofless slow-and-go driving.

Some of the benefits for toll operators include: lowered toll collection costs;

better audit control by centralized user accounts; Expanded capacity without being required to buildmore infrastructure.

For everyone, some of the benefits of ETC include: fuel savings;

reduced mobile emissions by reducing or eliminatingdeceleration, waiting times, and acceleration;

Possible reduced drain on public monies, if the system

is more self-sustaining or if the system was built/run via apublic-private partnership arrangement.

5. INDIAN ROAD NETWORK

5.1 National Highways

In general, roads in India are primarily bitumen-basedmacadamized roads. However, a few of the NationalHighways have concrete roads too. In some locations, such

as in Kanpur, British-built concrete roads are still in use.[Gommori, N et al. 2003] Concrete roads were less popularprior to 1990s because of low availability of cement then.However, with large supplies of cement in the country andthe virtues of concrete roads, they are once again gainingpopularity. Concrete roads are weather-proof and requirelower maintenance compared to bituminous roads. Thesortable table below lists national highway density in Indiaper state or union territory. Included for context andcomparison are major road density of several developedeconomies [Newton et al. 2011]. The National Highwaysare the backbone of the road infrastructure and the majorroads in India. They carry most of India's freight andpassenger traffic. State highways and major district roadsconstitute the secondary and interconnecting roads inIndia.

Fig 10: Major highways in Indian road network

National Highways in India are designated as NH followed by the highway number. Indian national highways are further classifi edbased on the width of carriageway of the highway.

Table 4: National Highways in India

National Highways in India, by state and union territories

State / Union

Territory

National

Highway

Length,

kilometers

Kilometers

per 1000

people

National Highway Numbers

Andaman NicobarIsland

300 0.843 223

Andhra Pradesh 4,537 0.6 52, 52A, 153, 229, 52B Ext. & 37 Ext.

Arunachal Pradesh 1,992 1.8164, 5, 7, 9, 16, 18, 18A, 43, 63, 202, 205, 214,214A, 219, 221, 222 & 234

Assam 2,836 0.10631, 31B, 31C, 36, 37, 37A, 38, 39, 44, 51, 52,52A, 52B, 53, 54, 61, 62,151,152,153 &154

Bihar 3,642 0.0442, 2C, 19, 28, 28A, 28B, 30, 30A, 31, 57, 57A,77, 80, 81, 82, 83, 84, 85, 98, 99, 101, 102, 103,104, 105, 106, 107 & 110

Chandigarh 24 0.027 21

Chhattisgarh 2,184 0.1056, 12A, 16, 43, 78, 200,202, 216, 217, 111, &

221Dadar & NagarHaveli

0 0

Daman Diu 0 0


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National Highways in India, by state and union territories

State / Union

Territory

National

Highway

Length,

kilometers

Kilometers

per 1000

people

National Highway Numbers

Delhi 72 0.005 1, 2, 8, 10 & 24Goa 269 0.2 4A, 17, 17A & 17B

Gujarat 3,245 0.064NE-I, 6, 8, 8A, 8B, 8C, 8D, 8E, 14, 15, 59, 113& 228

Haryana 1,512 0.072 1, 2, 8, 10, 21A, 22, 64, 65, 71, 71A,72, 73, 73A, 71B & NE-II

Himachal Pradesh 1,409 0.2321A, 20, 20A, 21, 21A, 22, 70, 72, 72B, 88 &73A

Jammu & Kashmir 1,245 0.123 1A, 1B, 1C & 1DJharkhand 1,805 0.067 2, 6, 23, 31, 32, 33, 75, 78, 80, 98, 99 & 100

Karnataka 4,396 0.0834, 4A, 7, 9, 13, 17, 48, 63, 67, 206, 207,209,212, 218 & 234

Kerala 1,457 0.046 17, 47, 47A, 47C, 49, 208, 212, 213, & 220Laksha Islands 0 0

Madhya Pradesh 4,670 0.0773, 7, 12, 12A, 25, 26, 26A, 27,59,59A,69,75,76,78,86&92

75, 76, 78, 86 & 92Maharashtra 4,176 0.043

3, 4, 4B, 4C, 6, 7, 8, 9, 13, 16, 17, 50, 69, 204,211 & 222

Manipur 959 0.418 39, 53, 150 & 155Meghalaya 810 0.349 40, 44, 51 & 62Mizoram 927 1.044 44A, 54, 54A, 54B, 150 & 154

Nagaland 494 0.248 36, 39, 61, 150 & 155

Orissa 3,704 0.1015, 5A, 6, 23, 42, 43, 60, 75, 200, 201, 203,203A, 215, 217 & 224

Pudducherry 53 0.054 45A & 66Punjab 1,557 0.064 1, 1A, 10, 15, 20, 21, 22, 64, 70, 71, 72 & 95

Rajasthan 5,585 0.0993, 8, 11, 11A, 11B, 11C, 12, 14, 15, 65, 71B,76, 79, 79A, 89, 90, 113, 112, 114 & 116

Sikkim 62 0.115 31A

Tamil Nadu 4,832 0.0774, 5, 7, 7A, 45, 45A, 45B, 45C, 46,47,47B,49,66, 67, 68, 205, 207, 208,209,210,219, 220, 226,226E, 227, 230 & 234

Tripura 400 0.125 44 & 44A

Uttarakhand 2,042 0.24158, 72, 72A, 72B,73, 74, 87, 94, 108, 109,123, 119, 121, 87 Ext. & 125

Uttar Pradesh 6,774 0.041

2, 2A, 3, 7, 11, 12A, 19, 24, 24A, 24B, 25,25A, 26, 27, 28, 28B, 28C, 29, 56, 56A, 56B,58,72A, 73, 74, 75, 76, 86, 87, 91, 91A, 92, 93, 96,97, 119, 231, 232, 232A 233, 235 & NE-II

West Bengal 2,578 0.032 2, 2B, 2B Ext., 6, 31, 31A, 31C, 31D. 32, 34,35, 41, 55, 60, 60A, 80, 81 & 117

India(TOTAL)

70,548 0.069

As of March 2012, India had completed and placed in usethe following newly built highways:

5,839 kilometers of its 4-lane Golden Quadrilateralhighway, 6,011 kilometers of its 4-lane NorthSouth and EastWest Corridor highway,

353 kilometers of 4-lane port connectivity highways, 4,553 kilometers of 4-lane inter-capital highways,

961 kilometers of 4-lane bypass and other nationalhighways.

The above 17,700 kilometers of highways connect most ofthe major manufacturing centers, commercial and culturalcities of India [Li Wei et al. 2006].The National HighwaysAuthority of India (NHAI) is the authority responsible forthe development, maintenance and management ofNational Highways entrusted to it. The NHAI isundertaking the developmental activities under NationalHighways Development Project (NHDP) in 5 phases. TheNHAI is also responsible for implementing other projects

on National Highways, primarily road connectivity tomajor parts in India.


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Fig 11: NH4 between Mumbai and Chennai near Krishnagiri, TN

As of June 2012, under Phase I, II, III and V of India'snational effort has already finished and put in use about18,000 kilometers of 4/6 lane highways. The country is inprocess of building an additional 33,441 kilometers of 4 to6 lanes, international quality highways throughout India.Of this target, about 13,700 kilometers of modern

highways were under implementation in June 2012, andabout 18,000 kilometers of highways have been identifiedfor contract award.India road building rate has acceleratedin recent years and averaged about 11 kilometers per dayin second half of 2011. The country targets to build 600kilometers of modern roads every month through 2014.

Table 5: Classification of National Highway

National Highway classification

Lanes Length (km) Percentage

Single Lane / Intermediate lane 18,350 26%

Double lane 36031 51%Four Lane/Six lane/Eight Lane 16,553 23%Total 70,934 100%

5.2 State Highways

Indian democracy is a federal form of government. Powerto enact and implement laws, such as those relating toinfrastructure, are distributed between the centralgovernment and the state governments. StateGovernments, thus have the authority and responsibility tobuild road networks and state highways. Independent ofthe national highways and NHDP program describedabove, several state governments have been implementing

a number of state highway projects since 2000. By 2010,state highway projects worth $1.7 billion had beencompleted, and an additional $11.4 billion worth ofprojects were under implementation.

The State Highways provide linkages with the NationalHighways, district headquarters, important towns, touristcenters and minor ports and carry the traffic along majorcenters within the state [Maxime Flament et al. 2006].

These arterial routes provide connectivity to importanttowns and cities within the state with National Highwaysor State Highways of the neighboring states. Their totallength is about 137,712 km.

The Ministry of State for Surface Transport in Indiaadministers the national highway system, and statehighways and other state roads are maintained by statepublic works departments. The central and stategovernments share responsibilities for road building and

maintaining Indian roads.

The sortable table below summarizes the recentlycompleted and under implementation state highways inIndia's road network. These state highways range from 2-lane, all season highways to 6-lane, divided, accesscontrolled expressways.

Table 6: State Highways in India

Recent investments in State Highways of India, by state and union territories

State / Union Territory Newly added StateHighways

(1995-2010), kilometers

State Highways underimplementation

(as of 2010), kilometers

Andman Nicobar IslandAndhra Pradesh 45 1230Arunachal PradeshAssam 216Bihar 348ChandigarhChhatisgarh 271Dadar & Nagar HaveliDaman DiuDelhi

GoaGujarat 507 973Haryana 66Himachal Pradesh


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Fig 13: Mumbai Pune ExpresswayWhile the start of several expressway projects - such as theGanga Expressway - have been delayed for 3 or moreyears, because of litigation and bureaucratic procedures,India expects another 3,530 kilometers of expressways tocome up by 2014 from the projects under construction.The government has drawn up an ambitious target to lay18,637 kilometer network of brand new expressways by2022. Most of the existing expressways in India are tollroads.

6. CONCLUSIONS

Healthy and strengthen road network is essential forsocioeconomic development of a country. We must bematching growth between roads, traffic, vehicle populationand population. Over crowded, overloaded, poorly funded,poorly constructed, poorly maintained roads can not beforward to the development of a country and will createindiscipline and other problems [Tomer Toledo et al.2008]. During preparation of plan for a country roaddevelopment and the financial budget must be placed atsuitable serial.

Return from good highways / roads in terms of fuel

saving, time saving, vehicle's wear & tear, environmenteffect, travelers health and fatigue, socio economicdevelopment etc. In an account of good highways / roads isbeyond estimation and calculation. In terms of cash inroad revenue has caused more than investment. Goodhighways / roads results to reduction in fuel bill of thecountry in the matter of great concern of today.

Thus allocation of sufficient money for good roadconstruction, rehabilitation, maintenance & repair must notbe ignored. At least this allocation must be equivalent toroad revenue or otherwise policy of ignoring roads willprove fatal for the Nation. If the road is deficient in depthand breadth will last longer if the road is constructed and

maintained properly.

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