Strategies involved in opting an infrastructure project - Free Essay Example

Sample details Pages: 31 Words: 9364 Downloads: 3 Date added: 2017/06/26 Category Statistics Essay Did you like this example? ECONOMIC AND INDUSTRY OUTLOOK Indian Construction Industrywas almost similar to the construction industry evolution in other countries: founded by Government and slowly taken over by enterprises. After independence the need for industrial and infrastructural developments in India laid the foundation stone of construction, architectural and engineering services. The objective of such an imposition was to develop local design capabilities parallel with the inflow of imported technology and skills. This measure encouraged international construction and consultancy organizations to set upjoint venturesand register their presence in India. Don’t waste time! Our writers will create an original "Strategies involved in opting an infrastructure project" essay for you Create order In India Construction has accounted for around 40 per cent of the development investment during the past 50 years. Around 16 per cent of the nations working population depends on construction for its livelihood. The Indian construction industry employs over 3 crore people and creates assets worth over20,000 crore. Total sales of construction industry have reached 42,885.38 crores in 2004 05 from21,451.9 crores in 2000-01. The Indian construction industry comprises 200 firms in the corporate sector. In addition to these firms, there are about 1, 20,000 class A contractors registered with various government construction bodies. There are thousands of small contractors, which compete for small jobs or work as sub-contractors of prime or other contractors. PEST ANALYSIS POLITICAL FACTORS SEZ Act to Boost Infrastructural Development: SEZ is the new destination for real estate investors. Currently 150 SEZs are approved out of which 85 SEZs are in the IT/ITES area and 10-15 SEZs in the electronics area.130 SEZs are developed by real estate developers which constitute of about 50% of the total SEZ area. IT SEZ should be developed and made operational within the period of six months from the date of notification. Thus, 130 approved SEZs would result in investment of US$10 bn to US$ 12 bn immediately. Cement Prices Reduced for State Infrastructure Projects The continued thrust on infrastructure development will provide impetus to the healthy growth in demand, protecting the bottomline of cement companies to an extent. The reduction in the CST and in freight rates on diesel and limestone will be marginally positive for some companies. FDI Liberalization to Augment Industry Growth Recent amendments by the government have made accessibility to the required capital much easier. Opening of FDI in construction and allowing developers to raise capital in international markets has led to developments of larger projects benchmarked against international standard REITs to Positively Affect Real Estate Business The proposed introduction of REMF (Real Estate Mutual Fund) and REIT (Real estate Investment Trust) will boost real estate investments from the small investors point of view. This will allow small investors to enter real estate market with contribution as less than Rs 10,000. The concept of REIT is on the verge of entering India and would be structured as a company dedicated to owning and in most cases operating income producing real estate such as apartments, shopping centers, offices warehouses. ECONOMIC FACTORS Growth in Construction Activity Stimulating GDP Growth India is witnessing tremendous growth expansion of construction activities and construction is largest component of GDP. It has been growing at a rate over 10% in the past few years when GDP growth is around 8%.Within construction; sectors such as roads, railways, housing and power have been keen drivers. Rate Hikes Unlikely To Slow Down Growth It has been analyzed that residential prices have increased by about 15- 20% on average in the last one year. There has been strong growth in demand supported by rising disposable incomes, low interest rates, and fiscal incentives on both interest and principal payments and increasing urbanization. SOCIAL FACTORS Shifting Consumption Pattern to Fuel Industry Growth The consumption pattern of Indian households is undergoing a gradual, but steady change. The share of food and beverages, which used to constitute almost 50% of household spend until 2003 is expected to fall to 45% by FY08. We expect the share of discretionary items to consistently rise given the rising affordability and changing aspiration levels. Increased exposure to western lifestyles (through media as well as overseas travels) has altered the consumption pattern of Indian people. Rising Urbanization to Boost Industrial Growth Urban infrastructure consists of drinking water, sanitation, sewage systems, electricity and gas distribution, urban transport, primary health services, and environmental regulation. Many of these services are in the nature of local public goods with the benefits from improved urban infrastructure. The urban population in India will grow by 85 million over the next 10 years. Green buildings in India The green building movement has gained tremendous momentum during 3 to 4 years, ever since the Green Business Centre embarked on achieving the prestigious LEED rating for their own centre at Hyderabad. The Platinum rating for green building has sensitized the stakeholders of construction industry. There is tremendous potential for construction of green buildings in India. The estimated market potential for green building will be about $ 400 million in 2010.There will be favorable policies of the government would provide the right impetus for advancing the green building movement in India. TECHNOLOGICAL FACTORS Low Technology Adoption to Hinder Growth The poor state of technology adopted by the construction sector adversely affects its performance. Upgrading of technology is required both in the manufacturing of construction material and in construction activities. As a large number of construction materials are manufactured in the unorganized sector, effective monitoring and regulation of the production of these materials to ensure proper quality becomes difficult. Use of low-grade technology in the construction sector leads to low value addition and low productivity, apart from poor or substandard quality of construction and time overruns in projects. The non-availability of quality construction tools is the main reason for this. Besides, the construction sector also lacks information about new technology. Construction as per Indian Requirements The construction needs to be done as per Indian standards and requirements which will demand considerable changes form the international requirements. The infrastructure requirements of India are much different as the population spread, increasing urbanization, increasing slums, the small space for roads, the water problems are more. Ready-Mix-Concrete Being Experimented With The Ready mix concrete business in India is in its infancy. For example, 70% of cement produced in a developed country like Japan is used by Ready Mix concrete business there. Here in India, Ready Mix concrete business uses around 2% of total cement production. Much of construction done in India is very slow paced. The concrete making process at site takes much time with variation in quality. The increasing use of ready mix not only saves on time but allows the better quality. It will also eliminate the storage space at site, eliminate Procurement / Hiring of plant and machinery, reduce wastages of basic material, noise and dust at site will be reduced. Also organization at site will be streamlined. This will improve the rate at which infrastructure can be built in India. ABOUT THECOMPANY Lanco is one of the fastest growing Integrated Infrastructure Enterprises of India, operating across a synergistic chain of Strategic Business Units (SBUs) comprising Power, EPC, Construction, Renewable, Resources, Non-Power Infrastructure, Property development and CSR. Lanco Infratech Ltds current market capitalization is approximately Rs. 15,000 Crores (USD 3.33 billion). Out of the total Share Capital, the promoters holding is about 68 %. The gross revenue of Lanco as on March 2010 was over Rs. 8200 Crores (USD 1.8 billion). Lanco is fast emerging as one of the top three private sector power developers in India with 2092 MW under operation, 7153 MW under construction, and 11070 MW of projects under development. In a strategic move that provides increased fuel security for its current power generating assets and its future power portfolio expansions, Lanco through its step down Australian subsidiary, Lanco Resources Australia, has acquired Griffin Coal Mining Company and Carpenter Mine Management. Griffin coal, based out of Collie in Western Australia, owns the largest operational thermal coal mines in Western Australia, producing over 4 mtpa of coal which can be ramped up to over 15 mtpa in the near term, post development of evacuation infrastructure. Lanco has strategic global partnerships with top-notch companies which include: Genting, Harbin, GE, Dongfang, Doosan etc. Today, Lanco is one of Indias largest Power Traders in the private sector. A people driven organization, Lanco operates from 20 States in India and has international operations in Australia, China, Indonesia, Nepal, Singapore, United Kingdom and USA with a human resource base of about 6500 people. Lanco has an Order book of Rs 25,425 Crores as of September 2010. Lanco is also a privileged member to the World Economic Forum and it has been acknowledged as an elite member of the top two hundred Global Growth Companies. As part of its business strategy, the company has chalked out an ambitious growth plan Lancos Vision 2015: to build a High Performance Organization with an operating capacity of 15000 MW in Power. Lanco also envisages aggressive growth plans for EPC with a strong Order book growth. VISION OF LANCO An India without poverty, where the internationally agreed millennium development goals are met and people with dignity and respect, using their full potential to access the opportunities and exercise choices for their own development -a society that constantly moves to inspire people. MISSION OF LANCO To work towards developing rural and urben communities in order to reduce poverty and contribute effectively towards reduction in loss of environment resources. To improve human development indices through projects and programs at the local, state and national level. Mission. Development of society through enterpreneurship Vision. Most admired integrated infrastructure enterprise VALUES OF LANCO Integrity We choose to be honest in all our Business Interactions and Transactions and remain steadfast even when challenged. We strive for consistency between what we think, what we Say and what we do. Humility Respect We are consistently humble in our approach to and interactions with people. We treat every person with respect at all times, unconditionally. Organisation Before Self We recognize that organization interest is supreme, above individual preferences and goals. In all our decisions, actions and dealings we put the Organization before self. Achievement Drive We have an urge that drives us to intensely focus on performance and act decisively with high energy to achieve the desired results. We strive to continuously learn and consistently set higher Standards of Excellence. Positive Attitude We always demonstrate a can-do mind-set and engage to deliver organizational goals. We look upon challenging circumstances as opportunities to enhance our capabilities and find ways of achieving. Accountability We own up to our words, actions and outcome.When we commit to do something, we own it and we do it decisively and responsibly. Teamwork We work harmoniously with a shared vision, energized by our collective talent. We Trust, Listen to, Share with and Empower team members and take collective responsibility for the results. AWARDS EPC-World Awards 2010 for Outstanding contribution in Power Energy sector (Generation). 8 th Construction World- Annual Awards 2010 for Fastest Growing Construction Company (Large Category)- 1stRank 7thConstruction World- Annual Awards 2009 for Fastest Growing Construction Company (Large Category)- 3rdRank Aban Power Company Ltd TERI Corporate Award for Environmental Excellence and Corporate Social Responsibility June 2009. IKU II IEEMA award for Excellence in Fast Track Commissioning of Small Hydro Projects February 2009 PRSI Confers Golden Jubilee Award for the Most Impressive Public Relations Initiatives August 2008 Clarion Power Corporation Ltd FAPCCI Award for Excellence in Renewable Energy 2007. Construction World NICMAR Awards 2007 for the Second Fastest Growing Construction Company (Medium Category) in India. LANCO Institute of General Humanitarian Trust (LIGHT) TERI Award 2006-07 for Excellence in Corporate Social Responsibility. PRSI National Award for House Journal (English) First Prize PRSI Confers Golden Jubilee Award for the Most Impressive Public Relations Initiatives Award for Excellence in Bridge Engineering 1999 from the Indian Institute of Bridge Engineers. SWOT ANALYSIS STRENGTHS Employment and training opportunities in the field of construction. Private sector housing boom and commercial building demands Construction of the multi building projects on the feasible locations in the country. Good structured national network facilitates the boom of construction industry. Low cost well- educated and skilled labour force is now widely available across the country. Sufficient availability of raw material and natural resources in the country is supportive for the industry. Real estate development is on high and it is attracting the focus of the industry towards construction. WEAKNESS Distance between construction projects reduces business efficiency. Training itself has become a challenge. Changing skills requirements and an ageing workforce may emphasize the skills gap. Improvement in long-term career prospects is highly required to encourage staff retention and new entrants. External allocation of large contracts becomes difficult. Lack of clearly defined processes and procedures for construction and its management. Huge amount of money needs to be invested in this industry. OPPORTUNITIES Continuous private sector housing boom will create more construction opportunities. Public sector projects through Public Private Partnerships will bring further opportunities. Developing supply chain through involvement in large projects is likely to enhance the chances in construction. Renewable energy projects will offer opportunities to develop skills and capacity in new markets. More flexible training delivery techniques are now available. Financial supports like loan and insurance and growth in income of people is in support of construction industry. THREATS Long term market instability and uncertainty may damage the opportunities and prevent the expansion of training and development facilities. Current economic situation may have an adverse impact on construction industry. Political and security conditions in the region and Late legislative enforcement measures are always threats to any industry in India. Infrastructure safety is a challenging task in construction industry. Lack of political willingness and support on promoting new strategies. Natural abnormal casualties such as earth quake and floods are uncertain and can prevent the construction boom. Inefficient accessibility in planning and concerning the infrastructure. Competitors are emerging in the industry by leaps and bounds. METHODOLOGY To Start with, the historical growth of vehicles is examined based on the traffic surveys conducted in the past along the study corridor. Having examined the accuracy and reliability of data, we further analyze the motor vehicle registration statistics at the state level to establish a relationship between the economic variables and the registration data, as a proxy for the traffic growth. The relationship provides the elasticity values by vehicle type, which are then compared with the results of other studies of similar nature carried out in the recent past. The comparative picture provides us the required validation and modification of the estimated elasticity values. Finally, based on the future economic growth prospects in terms of income growth, per capita growth and population growth are considered for estimating the future traffic growth rate by vehicle type. Traffic Studies are carried out: To obtain the knowledge of the type and volume of traffic at present and to estimate future traffic that the road is expected to carry. To determine the facilities provided on the roads such as traffic regulation and control, intersections, so that improvement on the basis of traffic density may be carried out. To design the geometric features and pavement thickness on the basis of traffic surveys. Traffic survey and studies are done as a part of the study to assess the base year traffic pattern. Different traffic studies : A comprehensive 7 day traffic volume count at toll plaza locations. Origin-destination (OD) survey at 2 suitable locations. A comprehensive 1 day number plate registration survey at toll plaza locations. Comprehensive surveys between the alternate routes covering both existing and future responsibilities. Calculation of: Average daily traffic (ADT). Annual average daily traffic (AADT) considering the seasonality variation. A comprehensive 7 day traffic volume count at toll plaza locations: The main objective of classified traffic volume count was to access the traffic characteristics on project road section in terms of hourly variation, peak hour traffic, average daily traffic, traffic composition and directional distribution. The survey was carried out by vehicle counting and classifying the vehicle passing the survey station. The counts were made separately for motorized and non motorized vehicles. In addition toll exempted vehicles i.e. government, ambulance, fire vehicles etc. were classified separately. Traffic Volume is the number of vehicles crossing a section of road per unit time at any selected period. The commonly used units are vehicles per day and vehicles per hour. The various methods available are: Manual methods Combination of manual and mechanical method Automatic devices Moving observer devices Photographic methods Generally manual method is used. This method employs a field team to record traffic volume on the prescribed record sheets. In this method the fluctuations of traffic volume during the hours of the day and the daily variations are observed. Origin-destination (OD) survey at 2 suitable locations: Origin and Destination survey for road section was obtained by carrying out by police assistance. Data of origin and destination of the trip was collected in the survey; a zoning system was order to analyze the origin destination data. Origin destination data was used to identify the zones that contribute to the traffic on the road. Growth of traffic on the road will depend upon the economic developments in the influence areas of the road. TheOrigin -Destination survey was carried out with the primary objective of studying the travel pattern of passenger and goods traffic along the study corridor. The results of this survey forms a useful input for estimating the growth rates for traffic projections, identification of toll plaza location and planning for toll collection system. The various applications of OD survey may be summed up as follows: To locate expressway or major routes along the desire lines. To judge the adequacy of parking facilities and to plan for future. To locate intermediate stops of public transport. To establish preferential routes for various categories of vehicle including by pass. Methods for collecting the OD survey data: Road-side interview method License plate method Return post card method Tag-on-car method Generally road-side interview method is used in which vehicles are stopped at previously decided interview stations by a group of persons with the help of police assistance and the answers to prescribed questionnaire are collected on the spot. A comprehensive 1 day number plate registration survey at toll plaza locations: Registration plate survey is carried out at all toll plaza locations to know that how much traffic is influenced by the local traffic. Because if the person is staying inside the radius of 20 kms from the toll plaza location then he has to pay only 50 percent of the toll tax according to the government policy. Comprehensive surveys between the alternate routes: The main objective of this survey is to analyze the alternative routes and leakage of traffic on the project road because it will directly affect your toll revenue. Average daily traffic (ADT): Average daily trafficorADT is the average number ofvehiclestwo-way passing a specific point in a 24-hour period, normally measured throughout a year. ADT is not as highly referred to as the engineering standard ofAADTwhich is the standard measurement for vehicle traffic load on a section of road, and the basis for most decisions regardingtransport planning, or to the environmental hazards of pollution related to road transport. Annual average daily traffic (AADT): Annual average daily traffic or AADT is a measure used primarily intransportation planningandtransportation engineering. It is the total volume of vehicle traffic of ahighwayorroad for a year divided by 365 days. AADT is a useful and simple measurement of how busy the road is. It is also sometimes reported as average annual daily traffic. One of the most important uses of AADT is for determining funding for the maintenance and improvement of Highways. AADT is calculated by multiplying Seasonal variation factor in ADT. Formula for calculating Annual average daily traffic (AADT) from ADT is as under: Annual average daily traffic (AADT) = Factor * Average daily traffic Seasonal Variation of traffic (correction factor) The flow of traffic on the road varies significantly during different months of the year. As monthly flow data is not available, petrol and diesel sales are collected from petrol stations along the highway to calculate the correction factor. This data is analyzed compared to the month of ADT the annual average variation factor valuated to arrive at AADT from ADT as recorded. REASEARCH AND FINDINGS For completion of the project Strategies involved in opting an infrastructure project (highway) through traffic study The aim of the project is to analyze and interpret the traffic study reports based on which highway projects are bid. Interpretation of the report is very critical as it helps in assessing the revenue generation for the entire concession period, based on which a bid is made. In order to complete my project, I was asked to thoroughly analyze the report on Kota-Jhalawar road section on NH-12 and Aligarh-Kanpur road section on NH-91 KOTA-JHALAWAR ROAD SECTION ON NH-12 TRAFFIC SURVEYS Proposed number and locations of traffic survey stations have been identified after detail reconnaissance. The Traffic Engineer has trained the post-in-charges and monitors the training of surveyors by them. Survey and count sheets have been spot checked on a regular basis and data registered in the field office. Data to be collected from includes: The type of traffic surveys and the minimum number of survey stations were as under:- S. No. Description Number of Survey stations per 100 Km 1 Classified Traffic Volume Count 3 2 Origin-Destination and Commodity Movement Characteristics Minimum 2 3 Axle Loading Characteristics 2 4 Intersection Volume Count All Major Intersection 5 Speed-Delay Characteristics Project Road Section 6 Pedestrian/animal cross traffic count All major in habilitations all along the highway CLASSIFIED VOLUME COUNT The classified traffic volume count surveys have been carried out for 7 days (continuous, direction-wise) at the selected survey stations indicated below. Keeping in view the vehicle classification system given in IRC codes (IRC 9 1972, IRC SP: 19 2001) the following generalized classification system have been used in recording the classified volume count. Motorized Traffic Non-Motorized Traffic: 2-Wheeler Bi-Cycle 3-Wheeler Cycle-Rickshaw Passenger Car Animal Drawn Vehicle (ADV) Utility Vehicle (Jeep, Van etc.) Hand Cart Other Non-Motorized Vehicle Bus LCV Truck MCV: 2-Axle Rigid Chassis MCV: 3-Axle Rigid Chassis MAV Semi Articulated (For Procedure of Traffic Analysis refer Annexure I ) ORIGIN-DESTINATION SURVEYS: We have carried out O-D and Commodity Movement Surveys at locations given below in accordance with IRC: 9-1972. The roadside interviews were on random sample basis as per TOR. The trip matrices were worked out for each vehicle type information on weight for trucks was summed up by commodity type and the results tabulated, giving total weight and average weight per truck for the various commodity types. The sample size for each vehicle type was indicated on the table and also in the graphical representations. The data derived from surveys has also been analyzed to bring out the lead and load characteristics and desire line diagrams. Three Locations identified for O-D surveys are as under:- Near Kebal Nagar Village(Both Direction) .265.000 Near Devarighata (Both Direction) ..320.000 Near Chandrabhaga river Toll Plaza..337+500 TURNING MOVEMENT SURVEYS The turning movement surveys for estimation of peak hour traffic for the design of major intersections were carried out for the Study. The details regarding composition and directional movement of traffic have been compiled. The methodology for the surveys was in accordance with IRC: SP: 41-1994. The data derived from the survey was used to analyze and to identify requirements of suitable remedial measures, such as construction of underpasses, flyovers, interchanges, and grade-separated intersections along the project road alignment. Intersections with high traffic volume requiring special treatments either presently or in future were identified. Locations comprising major intersections have been identified during detail reconnaissance. Data for turning movement survey is vital in identifying the section for operation as toll road. Details are presented in Annexure to chapter 6. Identified Location of Turning Movement Count (TMC) stations are as: Sangod Kanwas Junction .291.000 Chechat Rawat Bhata Road .304.600 Link Road of SH 9A Ram Ganj Mandi 315.500 Bagher Mandawar Junction .67+683 Mandawar Teendhar Junction 346+539 AXLE LOAD SURVEYS The axle load surveys have been done using load cell. The axle load data was collected axle configuration-wise. The number of equivalent standard axles per truck was calculated on the basis of results obtained. The results of the survey have been used for VDF. Furthermore, the data from axle load surveys was analyzed to bring out the Gross Vehicle Weight (GVW) and Single Axle Load (SAL) Distributions by truck type (axle configuration). SPEED-DELAY SURVEYS Appropriate field studies such as moving car survey to determine running speed and journey speed. The data was analyzed to identify sections with typical traffic flow problems and congestion. Recommendation was made for suitable measures for segregation of local traffic, smooth flow of through traffic and traffic safety. These measures have included the provision of bypasses, under-passes, flyovers, grade separated intersections and service roads. Speed delay survey was done for whole project highway. TRUCK TERMINAL SURVEYS The data derived from the O-D, speed-delay, and other surveys was analyzed to assess requirements for present and future development of truck terminals at suitable locations en-route. ROAD INVENTORY SURVEYS Detailed road inventory surveys have been carried out to collect details of all existing road pavement features along the existing road sections. The data collected through road inventory surveys was sufficient to meet the requirements. The data are presented in the format given as Road Inventory Data Sheet (IRC-SP- 19-2001). The headings are given below. Terrain (flat, rolling, mountainous) Land Use (agricultural, commercial, forest, residential etc) @ every kilometer; Name of Village Carriageway width, surfacing type and condition @ every 500m and every change of feature whichever is earlier; Shoulder surfacing type and width and condition @ every 500m and every change of feature whichever is earlier; Height of embankment or depth of cut @ every 200m and every change of feature whichever is earlier. Submergence Details of cross road The data have been collected in sufficient detail, compiled presented in tabular form. The data have been stored in computer files using utility packages, such as EXCEL etc. SUBGRADE CHARACTERISTIC STRENGTH The testing of soils for classification mechanical characteristics has been as per terms of reference. Testing of three sub-grade soil samples for each design section or three samples for each soil type encountered, whichever is more has been done. Thus testing for sub-grade soil at each test pit includes: In-situ density moisture content Field CBR using DCP Characterization (Grain size Atterberg Limits) Laboratory moisture-density characteristics (modified AASHTO compactions) Laboratory CBR (unsoaked 4 day soaked compacted at 3 energy levels) INVESTIGATION OF BORROW AREAS The borrow areas were first identified by visual inspection and enquiries along the project road and adjacent areas. The soil samples from these borrow areas were collected, and the required tests as per specification IRC/BIS codes were done. Grain size analysis was done for particles smaller than 4.75mm. For particles having size between 4.75mm and 75 microns, sieve analysis was done (wet sieving) and for particles smaller than 75 microns, Hydrometer analysis was done. CBR test, Atterbergs Limit and moisture contents were also determined. Material found satisfactory can be used for construction activity. INVESTIGATION OF MATERIAL FOR CONSTRUCTION The investigation of different quarries was conducted from different places where stone aggregates and sand are available. Samples were collected and tests were performed in accordance with IS: 2386 (Part III), IS: 120 (Part I), AASHTO-T182, IS: 624-1971, IS: 2380 (Part V). BOT II / DPR / 03) 3 -12 INVESTIGATIONS OF OTHER CONSTRUCTION MATERIALS Availability and suitability of other construction materials like Fly ash, coarse sand, local sand and bricks were investigated. Samples were collected and required tests performed in the laboratory. Cement, Steel and Bitumen are manufactured items and readily available. DRAINAGE SYSTEM Requirement of roadside drainage system and the integration of the same with proposed cross drainage system have been worked out for the entire length. Improving storm water drainage in built-up areas using vertical drains as per IRC: SP: 50-1990 has been adopted. Median cut of 1.5m widths has again been proposed for section with super elevated carriageways. The water will flow from one carriageway to other and then finally into the open drain running parallel to the alignment. INVESTIGATIONS FOR STRUCTURES We have made an inventory of all the structures (bridges, viaducts, ROB, culverts, etc.) along the road under the project. The inventory for the bridges, viaducts and ROBs shall include the parameters required as per the guidelines of IRC-SP: 35- 1990. HYDRAULIC AND HYDROLOGICAL INVESTIGATIONS The hydrological and hydraulic studies were carried out in accordance with IRC Special Publication No. 13 (Guidelines for the Design of Small Bridges and Culverts) and IRC: 5-1998 (Standard Specifications Code of Practice for Road Bridges, Section I General Feature of Design). These investigations were carried out for all existing drainage structures along the road sections under the study. Study on topography (topographic maps), storm duration, rainfall statistics, topsoil characteristics, vegetation cover etc were done so as to assess the catchments areas and hydraulic parameters for all existing and proposed drainage provisions. The findings of the desk study have been further supplemented and augmented by a reconnaissance along the area. All-important hydrological features were noted during this field reconnaissance. Information on high flood level (HFL), low water levels (LWL), discharge velocity etc. were collected from available past records, local inquiries and visible signs , on the structural components and embankments. Local inquiries were also made with regard to the road sections getting overtopped during heavy rains. TRAFFIC SURVEY ANALYSIS AND FORECAST INTRODUCTION Traffic is one of the most important components of road project feasibility study. The study of traffic travel characteristics is conducted to assess the nature and magnitude of traffic problems on the project road. A correct assessment of the existing traffic condition along with past traffic flow trends forms a basis for further analysis of estimation of traffic flow for the horizon years. As the travel is the derived demand due to interaction of numerous socio economic activities, it is also imperative to study the growth of the socio-economic, demographic profiles in the project area influencing the travel demand. Presently traffic facilities on the project road in terms of pedestrian sidewalk in urban area, access control, road signage and markings are non-existent or at best highly deficient. Certain sections on the road, heavy movement of goods traffic poses serious problems of traffic operation resulting in high degree of traffic congestion. Other problems along the highway are inadequate sight distance, poor road geometrics, kerb side parking, and non-conforming land use activities along the roadside and other encroachments within right of way. Keeping these in view, utmost and judicious care has been taken to organize various logistics to study the traffic and travel characteristics on the project road. This would enable to plan and design the project road to meet future traffic requirements and ensure safe and efficient movement of traffic for horizon years. Traffic data is one of the important inputs required for a highways project. This chapter deals with various traffic studies carried out and the analysis of the data obtained from these studies. The following traffic studies have been carried out for the project. Classified traffic volume counts for 7 days and 24 hours duration Turning movement count survey Origin Destination study Truck parking survey Axle load survey Speed and Delay Survey Collection of data, on past traffic volume from the State P.W.D. for the available locations. (For Traffic survey Locations refer Annexure II ) TRAFFICOPERATIONANDSAFETYPLANSCOPE The Scope of traffic operation and safety Plan includes the safety of: Site / Project Workers Road Users Construction Machineries / Equipments Environment Project Assets OBJECTIVE Purpose of the Safety management system is to ensure safe traveling road use conditions to the road users during construction and to ensure efficient safe working condition to the workers during construction. SAFETYTRAFFICMANAGEMENT Objective of Safety Traffic Management is to: Ensure protection of workers on site through strict enforcement of safety plans /standards, proper training to the workers and through deployment of trained experience workers staff at site. Ensure applicable and adequate safety measures at site through proper barricading, safe access to site, lighting etc. and use of Personal Protective Equipments (PPE) other safety tools and equipments. Ensure smooth, safe and uninterrupted traffic flow on the project highway at all times during construction. Give adequate information / warning sufficiently in advance about any situation / event / matter affecting the project highway through proper sign ages, demarcations etc. Ensure safety of road users against the hazards due to Diversion Road Condition Low Visibility Vehicle breakdown on carriageway Repair work etc. in progress on carriageway or for any other reason resulting in disturbance in free flow of traffic disturbance to the properties adjacent to the project Ensure safety of project assets and public utilities. Ensure the compliance to the applicable IRC safety codes in good spirit. To ensure safety of road users and workers during construction defect liability period one Safety Officer will deputed at site for strict compilation to the safety standards. He shall be responsible for systematic identification, evaluation and implementation of preventive control of different foreseeable hazards. He shall also be responsible for making necessary arrangements for traffic safety and control through proper coordination with safety supervisors. He shall advice and assists the Engineers and Staff to create and maintain safe working conditions at site. SITESAFETYRULESANDREGULATIONS GENERAL RULES No drugs, alcohol or alcoholic beverages are permitted on work site. All connection for electricity, water supply and other temporary facilities made by authorized persons only and shall be in accordance with legal and contractual requirements. Work shall only be carried out if an authorized person has ordered it. GENERAL SAFETY HINTS TOTHE WORKERS Wear protective clothing or apparel where required to do so. Must wear other safety gear where required / indicated. Keep work site and work areas tidy. Use correct tools and safety apparel for the job. Maintain personal hygiene e.g. washing hands before meals. Report an unsafe condition to your supervisor and stop unsafe actions immediately. Think before you act. Dont horseplay or distract others. Dont take shortcuts, your safety and that of others is more important. Obey all safety rules and signs. Report all accidents however small, and have them treated immediately. TRAFFICSAFETYPLAN Work on the highway shall be carryout in a manner creating least interference to the flow of traffic. During execution of the work a passage would be constructed for traffic either along a part of the existing carriageway under improvement on constructed close to the highway, as per site enter width of road will remain open to traffic at all the times with suitable traffic diversion measures on granular or suitable surface as applicable/required. GUIDINGPRINCIPLESANDPRECAUTIONS The construction zone creates an environment where the road user is faced with a series of hazards in the form of unfamiliar routes and standard horizontal and vertical alignment, adversely placed construction equipment .The road user also has to keep a watch over traffic control devices apart from performing normal driving functions of vehicle control and responding to other traffic hazards. These factors increase the strain on drivers performance and may lead to accidents. The safety performance of the management and Safety officer would be oriented towards reducing conditions which lead to such hazards and would give stress where risk of accident is more. The guiding principles for safety in road construction zones are to: Warn the drivers I road user clearly and sufficiently in advance Provide safe and clear marked lanes for guiding road users Provide safe and clearly marked buffer and work zones Provide adequate measures that control driver behavior through construction zones, lane closures or traffic diversions. The following defined precautions shall be applied to all the work sites: All the signs and delineators shall be maintained in a clean and brightly painted condition at all times. Adequate lighting arrangements shall be made for proper visibility after sunset in construction zones. Adequate arrangements like frequent sprinkling of water shall be made to keep the area dust free. For high traffic density roads, the following precautions must be taken: For safety of workmen: Workmen would be given safety induction before work commences. First Aid training programs would be given to certain identified workmen and would be given responsibility to provide first aid to all the workmen at site. Workers required on site during night hours must be provided with fluorescent jackets and safety helmet with reflective tapes. Adequate barriers are provided to protect the workforce. Adequate temporary lighting is provided wherever it is required. For Safety of Road User: The material, equipment and machinery would be stocked / parked in places sufficiently away from the road. Machinery would be parked at appropriate places with red flags and red tights on during night. Adequate measures are implemented to prevent operatives, tools, materials, etc. from falling onto live carriageways. Speed limits are set, marked, and enforced. ADVANCE WARNING SUB-ZONE The advance warning sub-zone is meant to prepare the driver for an alert behaviour and is an essential part of any traffic control system. The warning system shall prepare the driver well in advance by providing information regarding distance. Extent and type of hazard ahead so that he can gradually reduce the speed of his vehicle. The information in this sub-zone is conveyed mostly through a series of traffic signs along its length. The transition sub-zone is the area in which the traffic is steered and guided into and out of the diverted path around the work sub-zone. This is the most crucial sub-zone from safety point of view since most of the movements are turning movements. The traffic in this sub-zone is mostly taken across with the help of barricades and channels. WORK SUB-ZONE This is the actual area where construction or maintenance activity is taking place and the main concern, therefore, is the safety of the workers at the site from the plying traffic. The path of the traffic must, therefore, be very clearly delineated to avoid intrusion of vehicles moving into the work area. The work sub-zones shall not be close to each other and the distance between the two work sub-zones shall be such that the flow of traffic can return to normal stream by permitting fast moving traffic to overtake slow moving vehicles. These distances shall preferably be 2 km on urban sections and 5 to 10 km on rural sections of the highway. The length of work sub-zones will vary. (For Recommended Length of Construction Zones refer Annexure III ) The traffic across these sub-zones is guided and taken with the help of various traffic control devices erected at the site. TERMINATION SUB-ZONE An information sign board shall be erected to inform road users of the end of Construction Zone. Traffic Safety Measures and Control: Following traffic safety measures shall be ensured during construction: Erection and maintenance of bamboo stack poles, caution signs and markings and flagmen for the information and protection of traffic approaching or passing through the section of the highway under improvement. All culverts and bridges would be barricaded by providing two drums at the two ends of culvert. In between drums, bamboo with red and white stripes would be installed with reflective tapes on them for night visibility. The area to be cordoned off with safety barricading tape. Caution boards shall be placed at two ends of the bridge. Red lights or warning lights of similar type shall be mounted on the barricades at night and kept it throughout from sunset to sunrise. At the points where traffic is to deviate from its normal path as per site requirement, the channel for traffic shall be clearly marked. At high traffic area, Caution boards would be installed 60 meters before the respective diversion area speed breaker board. DIVERSION3 board would be installed at the both ends of the diversion road. All diversions would be kept free of dust by frequent application of water. Flagmen with red and green flag would be deployed at both ends of the respective diversion for the smooth flow of traffic as and when required. Deep excavation area would be barricaded by barricading tape. For guidance of road user caution boards with regulatory and warning information such as GO SLOW, MEN AT WORK for illiterates pictorial GO SLOW, WORK IN PROGRESS would be installed at 100 meter intervals. TRAFFIC CONTROL DEVICES Traffic control devices are the devices which perform the crucial task of warning, informing and alerting the driver / road user apart from guiding the vehicle movements so that the driver of the vehicle as well as the workers on site are protected and safe passage to the traffic is possible. The primary traffic control devices used in work sub-zones are signs, delineators, barricades, cones, pylons, pavement markings, flashing lights etc. They shall be such that they are easily understood without any confusion, are clearly visible during day and night, conform to the prevailing speeds in immediate vicinity, stable against sudden adverse weather conditions and are easy in installation, removal and maintenance. SAFETY SIGNS Safety sign is a sign, which uses a pictorial symbol to provide health or safety information or instruction. The sign may also include a written message. The construction and maintenance signs fall into the same three major categories viz. regulatory signs, warning signs arid guide signs as other traffic signs do. Warning, Cautionary, Prohibition and command signs shall be installed and will not be removed or changed till they are required at site. REGULATORY SIGNS Regulatory signs mean legal restrictions on the traffic. The most common types for use in construction zones are Do not Enter, Road Closed, Speed limit etc. The most common type of warning signs to alert the drivers of the possible dangers ahead in construction zones are Lane Closed, Diversion to other Carriageway, Divided Carriageway Starts, Divided Carriageway Ends and Two Way Traffic etc. Sometimes it might be advisable to explain these signs with the help of a rectangular definition plate of size appropriate to the size of warning triangle and placed 0.15 m below, from the bottom of the triangle. GUIDE SIGNS Guide signs in construction zones shall have different background colour than the normal informatory signs. These signs shall have black messages and arrows on yellow background. The commonly used guide signs are: Diversion, Road Ahead Closed and Sharp Deviation of route etc. DELINEATORS Delineators are the channelizing devices such as cones, traffic cylinders, tapes, drums, which shall be placed in or adjacent to the roadway to guide the drivers along a safe path and to control the flow of traffic. These shall normally be retro-reflectorised for night visibility. TRAFFIC CONES AND CYLINDERS Traffic cones are normally 0.5m to 0.75m high and 0.3m to 0.4m in diameter or are in square shape at the base. These are mostly made of plastic or rubber with retro- reflectorised red and white band and have suitable anchoring so that they are not easily blown over or displaced. They shall be placed close enough together to give an impression of the continuity. The spacing shall be 3m (close) to 9m (normal). Larger size cones can be used for high speeds or where more conspicuous guidance is required. DRUMS Empty bitumen drums (made of metal) cut to the required height shall also be used as channelizing devices since they are highly visible give the appearance of being formidable objects, thereby commanding the respect of the drivers. These drums can also be of plastic which are lighter, easy to transport and store. As delineators, these drums shall be about 0.80 to 1.0 m high and 0.30 m in diameter. They shall be painted in circumferential strips 0.10 m to 0.15 m wide, alternatively in black and white colours. Whenever the traffic has to be restricted from entering the work areas, such as excavations or material storage sites so that protection to workers is provided or there is a need for separating the two way traffic, barricades shall be used. The barricades can be portable or permanent type and can be made of wooden planks, metal or other suitable material. The horizontal component facing the traffic is made of 0.30 m wide wooden planks joined together and painted in alternate yellow and white strips of 0.15 m width and sloping down at an angle of 45 degree in the direction of the traffic Suitable support or ballasting shall be provided so that they do not over turn or are not blown away in strong winds. In case of a permanent type barricade, a gate or movable section shall be separately provided to allow the movement of construction/supervision vehicles. FLAGMEN On large construction sites, flagmen with flags and sign paddles shall be effectively used to guide the safe movements. The flags for signalling shall be 0.60 m x 0.60 m size, made of a good red cloth and securely fastened to a staff of approximately 1m in length. SAFETY AND MANAGEMENT PRACTICES Measures for providing safe movement of traffic in some of the most commonly occurring work zones on highways shall be as follows: TEMPORARY DIVERSION: In the cases of major repairs or reconstruction of cross drainage structures on a highway section, damaged due to flood etc., the traffic may have to pass on a diversion, moving parallel to the highway. The warning for the construction ahead shall be provided by the sign Men at Work about 1 km earlier to the work zone or a supplementary plate indicating Diversion 1 km ahead and I or a sign Road Closed Ahead shall be placed. It shall be followed by Compulsory Turn Right/Left Sign. The Detour and Sharp Deviation sign shall be used to guide the traffic onto the diversion. Hazard markers shall be placed just where the railings for the cross drainage structures on the diversion starts. PARTIAL CLOSURE OF EXISTING TWO LANE CARRIAGEWAY: In special situations when the existing two lanes in use for the main traffic need emergency repairs and the new lanes under construction are not available for diversion of the traffic. it will become necessary to carryout special repairs through partial closure of the existing two lane facility. In this situation care shall be taken that the traffic is guided from the closed lane onto the operating lane without conflicting with the traffic from opposite direction. The warning sign for Men at Work shall be the installed such that it shall be seen by the approaching vehicle driver at the first instance. This sign shall also have a supplementary plate showing the distance of work zone. The next warning sign shall be for the Road Narrowing (depending upon the lane closure). Compulsory Keep Right or Keep Left sign depending upon the situation shall be provided at the beginning of the transition zone and taper. The point from where the traffic is to deviate from its normal path, the channel for traffic shall be clearly marked with the aid of painted drums or traffic cones. The spacing of these cones and/or drums shall be about 9 m or closer as per site requirement. The traffic lane or carriageway closed sign shall also be provided at barricades along with Keep Right / Left sign. CARRIAGEWAY REPAIRS: Whenever the work of small magnitude is to be carried out in the middle of the carriageway, such as minor repairs of potholes, cracks and patches, then the traffic control measures shall mainly consist of providing cautionary signs of Men at Work, about 500m before the work zone for the approaching vehicle and other cautionary sign of Road Narrows, shall be placed at 100m ahead of work area. Regulatory sign of Keep Left/Right shall be placed at the commencement point of the work zone and next to the barriers for the approaching vehicles. Movable type of barriers shall also be placed on both sides of the work area. Cones or drums shall be placed at suitable interval to demarcate the work area. CONSTRUCTION OF NEW CARRIAGEWAY URBAN SECTION OF THE PROJECT HIGHWAY: a) The service roads on either side together with side drains shall be constructed initially. During this period the main traffic shall use the existing two lane carriageway. The construction traffic in the work zone shall be safely brought out from the main stream traffic by erecting appropriate signs at the beginning of the work site. Also on return it will be amalgamated with the mainstream traffic by erecting appropriate signs at the end of the work site. It shall be ensured that there shall be identified entry and exist points duly designed so that haphazard entry or exit of construction traffic is avoided. Conflicting turning movements shall be avoided. b) On completion of the Stage-I, the main traffic shall be diverted on their respective directions on to the newly constructed service road I roads and the 4-laning of the existing two lane carriageway shall be done as per drawings. During this stage, position of different signs / delineators / barricades to ensure safety of workers. HAZARD IDENTIFICATION AND EVALUATION HOUSE KEEPING Definition: Housekeeping is an orderly arrangement of operations, tools, equipment, storage facilities and supplies. A place for everything and everything in its place. House Keeping is a good indicator of construction safety attitude. It improves employees morale, reduces operating cost, increases production time, facilitates easy check of operations and reduces accident. MAIN HAZARDS Poor storage of materials Rubbish left to accumulate Restricted or blocked access Inadequate waste skips or bins Trailing cables Due to poor housekeeping many accidents happen on site. The majority of these are slips, trips, falls and manual handling accidents. POSSIBLE CAUSES FOR POOR HOUSE KEEPING A. Lack of Orderliness and Cleanliness Oily condition of the floor Uneven floor and protruding parts on the floor Leaky taps Trench covers Slippery condition around the wash basin No gang way Aisles not clearly marked Hand tools on work benches B. Scrap and Rubbish No containers Overflowing of containers Cotton waste Electrode bits Scrap lying scattered Chips lying around machines C. Tools Broken tools Tools and materials left at heights Inadequate for purpose D. Materials Materials improperly stacked Projecting materials obstructing aisles Improperly packed / No packing Lifting tackles lying below materials E. Power Accessibility to panel boards Cable trenches full of unwanted materials Welding cables not protected when crossing gangways Power cords crossing gangways Improper cylinder caps and keys Condition of gas cylinder hoses F. Lights and Ventilation Improper Lighting Improper Ventilation PRECAUTIONS Maintain the worksite and premises in a healthy, clean and sanitary Condition Plan access routes and keep all gangways, aisles and stairways clean and clear. Define storage and compound areas. Stack or place materials, tools and other equipment in a such way that they do not hinder worksite activities. Ensure materials are stored correctly and kept in the store until needed. Ensure that waste materials are cleared up and disposed of correctly, or placed in waste containers, as work proceeds. Dont leave rubbish lying around: tidy up as you go. Wipe out spilt oil, grease or liquids immediately. Special attention shall be given to removal of slipping and tripping hazards. Dont leave loose tools on running machines. Use signs whenever and wherever necessary. HOW TO IMPROVE Plan carefully the house keeping programme, section-wise and get cooperation from all employees. Systematic checking of all operations, plant and machinery condition at frequent intervals and also ensure prompt action to rectify the defects. By proper control over the flow and usage of the materials, housekeeping becomes easier and less expensive. Lay out of machinery, equipment, storage space, aisles and material movement facilitates should be pie-planned. Constitute a housekeeping committee, which makes a routine inspection of various sections and suggests ways for removing unsafe conditions. PRINCIPLES OF EARTHING National regulation on electricity requires that all non-current carrying metallic part of electrical equipment should be solidly connected to the general mass of the earth with at least two distinct earth connections. The principle behind earthing is that any leakage current which accidentally energizes non-current carrying metallic parts should flow back through the general mass of earth to the sustains thereby protective devices are actuated to cut off the supply as quickly as possible. The earth connections should provide least possible resistance to the flow of current. The setting and selection of the protective devices should be such that it should operate fast enough to cut off the supply so that anyone coming into contact with the defective appliance or equipment could be saved from the electric shock. METHODOLOGY OF CULVERT AND BRIDGE When the work start on culvert and bridge perversion of traffic movement change without safety precautions. Caution board I sign board be used. Delineator, Barricade and direction board be used. When worker work at site flagman both direction indicate traffic movement and road marking line show. BARRICADING OF CULVERT AND BRIDGE Barricading of culvert and bridge are to be proposed type 1 type 2. Caution board Delineator Potable barricade Permanent barricade Safety tapes CONCENTRIC WIDENING IN URBAN AREA Concentric widening in urban areas to be done after local traffic move on service road by Delineator 1 sign board SAFETY MEASURES DURING NORMAL OPERATION Suddenly vehicle on the carriageway are the course of further accidents obstructing the smooth flow of the traffic. HIGHWAY PETROL No Parking of a vehicle on any of the divided carriageway taken place any time. Immediate assistance is provided to accident victims and their rescue. Minor debris and stalled vehicles are removed from carriageway within an hour Time. In the accident of traffic congestion adequate measures Shall be taken mitigate VEHICLE BREAK DOWN AND ACCIDENT Relevant operating procedures include the setting up of temporary traffic cones and lights. Ensure any diversion or Interruption of traffic is remedied without delay. SAFETY MEASURES DURING CONCESSION PERIOD During the concession period many activities are involved at different stages and at various periods in respect of construction operation and maintenance of the Project highway. Safety of the road user and the project work man at site- CHECKLIST OF WORK MAN AT SITE Safety of the project workers at site during duty hours responsibility ensured by him safety measures appropriate for the job a work man performs provided. Accidents of the workers by the traffic using the highway diversion Provide helmets and protective chest vests to its work man at site and make it compulsory for to wear. Insure all the project workers against accident Labour law follow CONCLUSION On comparing various factors of Kota-Jhalawar road section on NH-12 with those of Aligarh-kanpur road section on NH-91 it is concluded that- There are too many alternative routes on Kota section There is too much leakage of traffic in Kota section The states from where the maximum traffic is coming dont have good GDP The traffic is very less on Kota section Overall revenue generation was very low compared to the project cost in Kota section Based on the above factors, no bid was submitted for the Kota section whereas Aligarh section was aggressively bid and won. Have to look upon the following factors also- In the years ahead, the construction industry in India has to overcome various challenges with respect to housing, environment, transportation, power or natural hazards. Technocrats associated with the Indian construction industry need to employ innovative technologies and skilled project handling strategies to overcome these challenges. The outstanding performance under demanding situations in the past will stand in good stead and give confidence to the Indian construction industry to bring about an overall development in the infrastructure of the nation.

Literary Analysis Death of a Salesman Essay - 1705 Words

After all the highways, and the trains, and the years, you end up worth more dead than alive, (Miller, 98). This quote was spoken by the main character of the Arthur Miller play Death of a Salesman: Willy Loman. This tragedy takes place in Connecticut during the late 1940s. It is the story of a salesman, Willy Loman, and his family’s struggles with the American Dream, betrayal, and abandonment. Willy Loman is a failing salesman recently demoted to commission and unable to pay his bills. He is married to a woman by the name of Linda and has two sons, Biff and Happy. Throughout this play Willy is plagued incessantly with his and his son’s inability to succeed in life. Willy believes that any â€Å"well-liked† and â€Å"personally attractive†¦show more content†¦Willy is also fired from his long time job. He feels abandoned by his boss and snubbed after all his long years of hard work. Perhaps the most damaging abandonment in Willy’s life i s from that of his sons. All these factors combined attribute to Willy’s feelings that a he is worth more dead than alive. Consequently Willy makes many failed attempts at committing suicide. Ironically he does so many times by inhaling gas through a rubber tube. This is ironic being that gas is used to provide an essential element of comfort he struggles to provide his family. Willy is metaphorically and literally being killed by the gas particles. In the end Willy is successful in his last suicide attempt. He has reached bottom low and feels he is truly worth more to his family dead than alive. Throughout this play, Miller uses Willy’s failed goal of reaching the American Dream to show the effects of abandonment on the ability of Willy to decipher reality from fiction, the toll on his family, and his fragile emotional state. Throughout this play Miller portrays his main character, Willy Loman, as senile, unsuccessful and slightly insane. 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Implementation of Recommendations on Hypertension Health Study

Question: Describe about the Implementation of Recommendations on Hypertension for Health Study? Answer: Hypertension which can also be referred as high Blood pressure in the arteries that can lead to damaged organs, renal failure, heart failure, heart attack, stroke and aneurysm. It is the most common and primary risk factor for a heart disease, renal disease or stroke. According to studies 1 in every 6 people worldwide is affected by hypertension. Though even now the actual causes of hypertension are unknown many factors are associated with this disease:- Overweight or ObeseSmokingLack of activity (physical)DiabetesSedentary lifestyleIntake of high levels of saltThyroid problems or tumors or Adrenal problemsAgingStressVitamin D deficiencyAlcohol consumption in high levelsInsufficient magnesium, calcium, and potassiumChronic Kidney problemsConsumption of birth control pills According to the statistics the deaths related to cardio vascular diseases have decreased by 75 % in Canada. In this forty percent decreased in the last decade itself. But even today every seven minutes someone dies of stroke or heart disease in Canada.(RJ, 2002) Stroke and Heart disease are among the three leading causes of deaths in the country. This disease is not only costing lives but is also causing the economy a lot of money as according to the research done by Conference board of Canada in the year 2010, 21 billion dollars are spend on stroke and other heart diseases. The Canadian Hypertension Education Program (CHEP) is a knowledge translation program that targets healthcare professionals in community and clinical settings. This program annually provides updated standardized recommendation along with guidelines for clinics to control, treat and detect hypertension. This program is responsible for the development of both electronic and printed dissemination and recommendations and evaluation. These evidence based recommendations, which are done annually, are developed through intense discussions on clinical implications. This program is funded and operated by Hypertension Canada. The members of these programs are volunteers who contribute their expertise and time to the annual dissemination and development of CHEP recommendations. (P. M. Kearney, 2005)The professional credibility of these recommendations and other content are maintained by ensuring that the process is free and independent from any external influence. The recommendations that are f or the health professionals are translated and adapted into educational materials from providers and patients. These recommendations are published and are available for distribution to clinics, education centers, medical offices, hospitals, pharmacies and even by their free CHEP application for smart phones. Through their efforts CANADA has become the leader in early detection of Hypertension or high blood pressure, its management and its treatment. Even after the early detection and numerous other achievements one in every three people have uncontrolled blood pressure and they are not even aware of this condition.(M. R. Joffres, 1997) The CHEP mission is to prevent and control blood pressure and various complications that are associated with it. Their vision is to ensure that Canadians have the best managed and healthiest blood pressure in the world. They aim to strive in four core areas:- Knowledge generation through innovation and research Creative supportive environment through lifestyle policies and healthy public policies Knowledge translation through moving discovery to practice There are numerous sponsors and corporate partners for CHEP as Servier, Loblaw, Pfizer, Abbott, Medtronic and Merck these companies not only contribute funds for the research and innovation but they also promote the hypertension education, control, research, and advocacy. The major components in CHEP program is the research that they are doing in the field of hypertension currently, they have numerous initiated research programs. Some of them are the examination of efforts of the hypertension management. They examine the hypertension control rates along with the complication rates. (K. Wolf-Maier, 2003)They support the junior investigators for the investigation of hypertension and vascular biology. They have partnership with HSF (Heart and stroke foundation of Canada) and CIHR (Canadian Institutes of health Research) and other granting agencies that support postdoctoral and predoctoral trainees. Researches like Perihematoma cerebral blood flow in unaffected by statin use in acute intracerebral hemorrhage patients, Randomized assessment of rapid endovascular treatment of ischemic stroke, Framingham Ten-year general Cardiovascular Disease Risk: Agreement between BMI-based and Cholesterol-based estimates in a south Asian convenience sample, Refining Hyp ertension surveillance to account for potential misclassified cases, Systematic Review of Risk Adjustment Models of Hospital length of Stay (LOS), Pulmonary hypertension due to fibrosing Mediastinitis treated successfully with stenting of pulmonary vein stenoses. All of these researches were done in March, 2015 and these are only a few in the list of numerous researches that were conducted in March alone. Their research is based on the surveys that give them the real picture about Hypertension prevalence in Canada. Lately they conducted a survey on the 18 + years and found out that thirty percent of them have uncontrolled blood pressure. (K. B. Zarnke, 2000)To monitor gaps like these they have added an Implementation task force thats purpose is to acknowledge the existing gaps in management of hypertension and primary health care professionals to coordinate and integrate their efforts to decrease the rates of hypertension. AS CHEP is a volunteer based non-profit organisation it fits asprevention based program with the health care continuum, as the burden of Hypertension is being reduced through this optimized hypertension management. The entire process of screening, monitoring, treatment and diagnosing of hypertension generates a record family physician visits in any country. With these numbers we can find that the physicians are under a lot of work load and to make matters worse about 15% of the population of Canada does not have a family physician. As the studies have shown that the number of people getting affected by the disease is increasing constantly as the latest number show that one in every four people is affected by Hypertension. In a study that was conducted on 50+ people showed that around 50.2 % of them were affected by this condition.(D. Drouin, 2006) These numbers are a far cry from the survey that was conducted between year 1986-1992 that showed that a minority of people were affected by the condition then and only needed treatment to control their blood pressure. The CHEP program is for providing guidelines to all age groups as one in 5 adult in Canada has hypertension or is at risk in developing the disease. Usually all adults require assessment of their blood pressure through-out life. For individuals that are at risk include the ones that experience high blood pressure as they are at risk within two years to develop hypertension by 40% in comparison to normal blood pressure level adults. According to the behavior change model the individuals that have an unhealthy diet, have low physical activity, consume tobacco, have dysglycemia, have abdominal obesity, take high sodium diet, and suffer from dyslipidemia are among the risk factors that can lead to Hypertension. If these risk factors are identified in time and successfully managed they can help in reducing cardiovascular events by 60%. These risk factors should be communicated by vascular age To ensure that the CHEP is effective it is essential that the emphasis should be put on Shared care as health professionals should work in groups to prevent, detect, treat and help the patients to achieve lifestyle change and adhere to it. In a community, the diverse setting needs coordination in services on behalf of all health professionals as this will provide the most efficient care for the patients. It is crucial that the knowledge of physicians, nurses and pharmacists are integrated along with their skills.(N. R. C. Campbell, 2006) This overlapping of skills will provide optimal use of the resources of health care resources will allow various delivery options. As each health care professional is trained in a unique way, it contributes to patient care decisions. Here the concept whole is greater than the sum of its parts should be used. As the care and management of a patient is not only dependent on the blood pressure measurement but it involves many other factors that have to be taken care of. Each health care professional has a role of identifying, taking responsibility and communicating for patients and giving a collective plan to take care of them. CHEP should encourage and support shared responsibility for individuals with hypertension and who are at risk of hypertension. (K. Wilkins, 2010) The target audience or the patients have to be involved in their care and their self management. To achieve it health care professionals require working with the patients. To ensure the success of patient care the treatment goal are aligned, reinforced and are clearly understood by both members who are patients and health care professionals both. Local groups such as exercise therapists, social workers and dieticians should be encouraged to develop the techniques to communicate. It is essential that the care should be provided to maximize the benefits of multidisciplinary, collaborative approach to hypertension management. These questions have to thought before drafting any plan:- Are all the patients screened regularly? Do the patients who are at high risk of hypertension (patients suffering from diabetes, and coronary heart disease) are routinely screened? Do the routine lifestyle modifications decrease the risk of hypertension? Are the goals that have been set for the patient documented? Are the patients informed about the blood pressure measurement? Are the patients adhering to the lifestyle recommendations and medication? Are these goals for treatment maintained over a long term? Home BP monitoring is a tool for self management and self monitoring as it improves adherence. Healthy diet, reduction in sodium intake, regular physical activity, avoiding tobacco products, moderating alcohol prevention and managing the stress levels can help in preventing cardiovascular diseases and other risk factors that lead to hypertension. Some of the gaps that are present in the policies of CHEP are that there is a prevalent individual influence and biasness in favor of achieving objective result. This objective result is needed for the evidence forming and for the up to date recommendations. (Sheldon, 2010)The data that is translated from scientific studies and trials into applicable and practical recommendations should be based on true numbers instead of being influenced by evidence formation. As the interdisciplinary health teams participate in these recommendations it should be revised yearly when new information is made available. Government bodies and academic bodies should oversee the CHEP program as costs have to be covered even when all the members are volunteers. A persistent and permanent financial support is needed for the continuity of such a program thus it is needed that academic and government body keep a check on the incurring costs. The collaboration between different health professionals could also lead to lack of clarity. If the professionals are not clear about their goals this could lead to hindrance in the success of the program. As CHEP is a multidisciplinary program it is essential to endorse an interdisciplinary collaboration to explore how it could be enhanced further. Currently not many studies have proven that the collaborative care that has been advised works well for the patient outcomes or not. But it is intuitive that we can prevent and control hypertension when skills and knowledge of all health care professionals are integrated and used collectively. We cannot rely only on the family physicians for our health as the disease management is changing and so is the scope of pharmacists, nurse practitioners, doctors and nurses. They have to be involved in a greater way in the management of chronic diseases. The increasing number of cases of hypertension also adds up to the need of collaborative care concept which is still in its infant stage and needs a lot of effort s and time. Through this essay we have learnt about CHEP and how we can collaboratively improve the care of people suffering from hypertension in our communities. Shared responsibility along with a common goal can help to make Canada hypertension free. The gaps that were discussed can be used by the researchers to encourage further research which will lead to improvement and success of this health program. References: Drouin, N. R. (2006). Implementation of recommendations on hypertension: the Canadian Hypertension Education Program,. Canadian Journal of Cardiology , 595598. B. Zarnke, N. R. (2000). A novel process for updating recommendations for managing hypertension: rationale and methods,. Canadian Journal of Cardiology , 10941102. Wilkins, N. R. (2010). Blood pressure in Canadian adults,. Health Reports , 3746. Wolf-Maier, R. S. (2003). Hypertension prevalence and blood pressure levels in 6 European countries, Canada, and the United States,. Journal of the American Medical Association , 23632369. R. Joffres, P. G. (1997). Awareness, treatment, and control of hypertension in Canada,. American Journal of Hypertension , 10971102. R. C. Campbell, R. P. (2006). Public education on hypertension: a new initiative to improve the prevention, treatment and control of hypertension in Canada,. Canadian Journal of Cardiology , 599603. M. Kearney, M. W. (2005). Global burden of hypertension: analysis of worldwide data,. The Lancet , 217223. RJ, R. (2002). Building on values.The future of health care in Canada. SKCommission on the Future of Heath Care in Canada , 152-156. Sheldon, N. R. (2010). The canadian effort to prevent and control hypertension: can other countries adopt canadian strategies?. Current Opinion in Cardiology , 366372.

The Effects Of Television Violence On Children Children And Televison

The Effects of Television Violence on Children Children and Televison Violence What has the world come to these days? It often seems like everywhere one looks, violence rears its ugly head. We see it in the streets, back alleys, school, and even at home. The last of these is a major source of violence. In many peoples? living rooms there sits an outlet for violence that often goes unnoticed. It is the television, and the children who view it are often pulled into its realistic world of violence scenes with sometimes devastating results. Much research has gone into showing why children are so mesmerized by this big glowing box and the action that takes place within it. Research shows that it is definitely a major source of violent behavior in children. The research proves time and time again that aggression and television viewing do go hand in hand. The truth about television violence and children has been shown. Some are trying to fight this problem. Others are ignoring it and hoping it will go away. Still others don?t even seem to care. However, the facts are undeniable. The studies have been carried out and all the results point to one conclusion: Television violence causes children to be violent and the effects can be life-long. The information can?t be ignored. Violent television viewing does affect children. The effects have been seen in a number of cases. In New York, a 16-year-old boy broke into a cellar. When the police caught him and asked him why he was wearing gloves he replied that he had learned to do so to not leave fingerprints and that he discovered this on television. In Alabama, a nine-year-old boy received a bad report card from his teacher. He suggested sending the teacher poisoned candy as revenge as he had seen on television the night before. In California, a seven-year-old boy sprinkled ground-up glass into the the lamb stew the family was to eat for dinner. When asked why he did it he replied that he wanted to see if th e results would be the same in real life as they were on television (Howe 72). These are certainly startling examples of how television can affect the child. It must be pointed out that all of these situations were directly caused by children watching violent television. Not only does television violence affect the child?s youth, but it can also affect his or her adulthood. Some psychologists and psychiatrists feel that continued exposure to such violence might unnaturally speed up the impact of the adult world on the child. This can force the child into a kind of premature maturity. As the child matures into an adult, he can become bewildered, have a greater distrust towards others, a superficial approach to adult problems, and even an unwillingness to become an adult (Carter 14). Television violence can destroy a young child?s mind. The effects of this violence can be long-lasting, if not never-ending. For some, television at its worst, is an assault on a c hild?s mind, an insidious influence tat upsets moral balance and makes a child prone to aggressive behavior as it warps his or her perception of the real world. Other see television as an unhealthy intrusion into a child?s learning process, substituting easy pictures for the discipline of reading and concentrating and transforming the young viewer into a hypnotized nonthinker (Langone 48). As you can see, television violence can disrupt a child?s learning and thinking ability which will cause life long problems. If a child cannot do well in school, his or her whole future is at stake. Why do children like the violence that they see on television? ?Since media violence is much more vicious than that which children normally experience, real-life aggression appears bland by comparison? (Dorr 127). The violence on television is able to be more exciting and enthralling than the violence that is normally viewed on the streets. Instead of just seeing a police officer handing a ticket to a speeding violator, he can beat the offender bloody on television. However, children don?t always realize this is not the way thing are handled in real life. They come to expect it, and when

Why I am studying engineering

Why I am studying engineering Engineering is an area of study that has transformed the lives of humans in this world since nearly all things that make life worth living, from leisure activities to medical treatment, require aspects of this field of study. Because it adds value by means of realization of the technological progress, it has a major impact in the day-to-day lives of the majority of us. Advertising We will write a custom essay sample on Why I am studying engineering specifically for you for only $16.05 $11/page Learn More In a limited period, it has transformed the way we have been looking at things in the past and it is inevitably going to shape our future for years to come as the world continues to advance in knowledge and science. Engineers belong to one of the respected professions in the world today and I want to part of this awesome team. Engineering has been my passion since the days I was a child. When I was on holiday, I used to pay a visit to my uncle, who is an ele ctrical engineer. He could teach me advances in technology and I was usually enthusiastic to hear more from him. My parents introduced me to computers at the tender age of five. From then, my love for electronics has been blossoming year after year. My choice to enroll in this engineering class is not a shock to those who know me, as some of them have mockingly referred to me as â€Å"the engineer.† Studying engineering will also give me the flexibility and choice I need as I pursue my education. This field of study offers several choices that are all exciting and are in high demand in the job market; therefore, this is a great choice that I have made since it will open up many paths for the future. In addition, since engineering trends have greatly benefited the society, I want to part of these team who strive to make life comfortable for everybody. Enrolling in this class has several advantages to me. First, I will benefit from intellectual growth. Since studying this cou rse will compel me to work on several transferable skills, it will enable me to grow and improve my ways of thinking. Moreover, I will learn different topics apart from engineering per se; therefore, having more useful skills will further develop my problem-solving and critical reasoning as a person. Second, every person likes a good challenge, to some degree, as life would lack meaning if there were no challenges to be tackled. Engineering is a challenge since I will encounter fascinating problems that need my creativity and logical reasoning in solving. In the real world, challenges do not have the correct answer, thus the engineering challenge will adequately equip me for this.Advertising Looking for essay on other technology? Let's see if we can help you! Get your first paper with 15% OFF Learn More Although I intend to learn more about engineering in this class, I know some things about the subject. Engineering, as the technical improvement of products by finding the solution to complicated technological problems, entails the knowledge of mathematical and natural sciences gained by study, experience and study, and this knowledge is what is being applied with judgment and creativity in the technical improvement of products. I also know that engineers work through the application of the concept of modularity, that is, splitting a big problem into a set of smaller problems, for developing engineering designs so as to minimize the chances of not achieving anything.

Columbus, the Indians, and Human Progress Essay Example

Columbus, the Indians, and Human Progress Essay Example Columbus, the Indians, and Human Progress Paper Columbus, the Indians, and Human Progress Paper Spain, being recently unified, wanted spices and gold. The gold to them could purchase anything. So they offered Christopher Columbus ten percent of the profit, if he would bring back gold and spices. Christopher Columbus was sent to Asia with three ships: the Nina, the Pinta, and the Santa Maria. Columbus sailed for thirty-three days not sighting land. It wasn’t until early October of 1492 that he and his crew finally landed. He supposedly was the first to sight land and received a ten thousand maravedis as his reward. It was not him, but a member of his crew who first sighted land, Rodrigo. But Columbus got the credit. As Columbus and his crew approached the island, they were greeted by the native inhabitants of the island. The natives were the Arawak Indians, and the island they were on was the Bahama Islands. The Arawaks gave them food, water, and incredible gifts. Columbus took some of the natives as prisoners so they could show him where the gold was. They took him to Hispaniola. Hispaniola, as Columbus reported, was beautiful, fertile, filled with gold and other metals. Columbus had promised Spain and investors gold, but there wasn’t much gold to be found. He ordered that Indians ages fourteen and over to collect gold. After the Indians collected the amount of gold required, they were given copper token necklaces to prove that they had collected the gold. Later, it was obvious that no more gold was left to collect, so the Indians were taken to work on estates. They worked hard and many died. None of the original Arawaks were left on the Bahama Islands. Bartolome de las Casas transcribed Columbus’s log. He wrote a multivolume History of the Indies. He wrote that the Indians had no temple, if not a religion. Las Casas writes of how the Spaniards were becoming more conceited as the days passed. The Spaniards killed for fun. They considered themselves to on top of the world. After collecting gold for about 6-8 months, the gold was melted. This was such hard labor, that many died. According to Casas, over three million died. The women were so malnourished that they could not produce milk for their babies. The babies were often killed out of the mother’s desperation. The men worked so hard in the mines, stressed killed them. Samuel Eliot Morison wrote that we shouldn’t accept the atrocities so easily, but to not make a big deal about it either, because it was in the past. It didn’t happen to us in the present. No point in grieving for the victims or judging the villains, because it won’t make a difference. It’s much easier to bury the truth than hide it. Columbus did it to the Arawaks, and others did the same. Such as Cortes to the Aztecs, and Pizarro to the Incas. They all took advantage of the natives and abused everything they received. Were these massacres really necessary for the progression of the human race? Of course this question can easily be debated, but remember the key word, necessary. All the gold and silver Spain received, it didn’t make it richer, but a little more powerful in the combat area. What was the point of being a little stronger if you lost the wars to come? Everything became worse than it was before. Even though Columbus referred to the natives as Indians, we do so because there is the possibility that they originated from Asia. Indians have become more evolved. Around the time of Christ, there was a culture of Indians, also known as Moundbuilders. They built many gigantic sculptures. Many Indian cultures had their own laws, poetry, and tales to tell on to future generations. The main point being this: is it right for someone to take another’s life just to progress in life and tell the story as if they were the heroes?

Comparison and Contrast of Kukaniloko Birthing Stones and Queen's Essay

Comparison and Contrast of Kukaniloko Birthing Stones and Queen's Medical Center Birthing Unit - Essay Example She had to follow a strict diet and do exercises recommended by the Kahuna. Only green vegetables, herbs and a small amount of raw fish were allowed. After six months she was asked to eat less because of the fear that a large baby will be difficult to deliver. Many relatives gathered on the delivery day. 36 chiefs eye witnessed the ceremony and birth. The mother was taken to Kukaniloko birthing stone on a woven rug. She was encouraged to walk to increase the pain. She then took kneeling position. It was gravity type birth. She was given morning glory leaves to eat. Some were also rubbed on her stomach. After delivery placenta was buried under tree. Mother was given herbs and soup (Empleo, 2012). There are many similarities between Queens Medical Center’s birthing unit and Kukaniloko Birthing Stones in Wahiawa, Hawaii. Women in Kukaniloko used to give delivery in kneeling position and they had to do exercises recommended by Kahuna. Queens Medical Center encourages women to have upright position like squatting and kneeling. They also recommend exercise during pregnancy which helps in easy delivery. . Ultrasound is done to determine the position of baby. In Kukaniloko mother was monitored many times during pregnancy. Nowadays pregnancy is monitored by the use of ultrasound which is equivalent to the monitoring practice that was witnessed in Kukanilolo. Despite the similarities, quite a number of differences exist. Early skin-to-skin contact is recommended in Queens Medical Center. It is believed that skin-to-skin contact between mother and baby reduces crying and creates bonding. Breastfeeding is given a lot of importance ("Breastfeeding: The First Weeks at Home",  n.d.). Breastfeeding is beneficial for both the mother and the baby. While in Kukaniloko the baby was taken away by a nurse who was called "kahu". The kahu fed the child. As far as the environment is concerned, a number of aspects need to be covered

Managment Essay Example | Topics and Well Written Essays - 500 words

Managment - Essay Example I am of the view that there must be efforts in place to counter the short-sightedness which is apparent in the working methodologies of the medics and staff and this must not be taken for granted since a lot of advancement has already been made in the said field and it would not be wrong if the same is applied to the field of my corporation for which I will be the manager. I will take care of the food and nutrition under my hold and guarantee that no such shortcoming could be expected from the people who would work under me as well as my own self. There will be zero tolerance as far as quality of food and nutrition is concerned and only 100% genuine and fresh quality products would be entertained while all others would be simply discarded off the table. Thus I would set proper measures as far as food and related undertakings are concerned. I would make it mandatory for all the staff related directly or indirectly with food within the organization to wash their hands thoroughly before they enter the premises. This would ignite a sense of cleanliness within them and our working regimes would be instilled with the best possible safety levels undoubtedly. I will make sure that these rules are followed to the core and there is no aspect of straying from the set rules under any situation whatsoever. Thus I plan to incorporate a plan of action as soon as I take charge in the capacity of manager which would guarantee that cleanliness and hygiene remains at the fore front of all food related activities. This would be attached with heavy fines, punishments and even suspensions from duty if adhering to the rules seem to be a problem for the staff. In essence, I plan to set such an environment which will get the ball rolling in the right direction. Safety and hygiene would continue to be taken in the most important stead within the organization and this would essentially change the related basis of safety and health system which is prevalent at the very moment. All my