nbmcw september 2010

I am very happy to share my thoughts as the Guest Editor of NBM&CW's special issueon Roads, Highways and Bridges.The task of building infrastructure in the country is enormous and needs a very

focused and concerted effort by all concerned to achieve the set targets and goals.Hon’ble Prime Minister, Dr. Manmohan Singh, in his Independence Day Address to theNation, has focused on steps to improve the infrastructure of the country. “There is a hugedeficit in our physical infrastructure which affects our economic development."

The investment required in these projects is of gigantic proportions. Since all thefunding is impossible to be provided through budgetary provisions, new and effectivemechanisms through PPP mode are being tried and followed. Concession agreementswith various permutations and combinations are being successfully worked out. The basicaim is to create the long delayed infrastructural development in the shortest possible time.

There have been very successful projects executed in the recent past, both where theentire funding has been provided by the central and state governments, either through theirown resources or through funds being made available by multilateral funding agencies, likethe World Bank, the Asian Development Bank, the JICA, the OECF etc. and by theprivate entrepreneurs through the PPP mode. There are many good examples in bothcategories some of them are: the four laning of the Golden Quadrilateral and the ongoingconstruction of the East West and North South highway, the Delhi Metro project and thelatest ones being the Bandra-Worli Sea link in Mumbai and the Terminal 3 (T3) of the IGIAirport in New Delhi.

It is a good sign to see the construction activity taking place all over the country.However, it is still a long way to go before India can call itself to be fully developedcountry as far as infrastructure is concerned.

There are certain issues which have to be kept in mind and these are: improvement inthe human resources by providing training to skilled and unskilled workers and techniciansto upgrade their skills, for better project management and construction management (tocomplete projects within the time frame, budget and desired quality), improvement in theconstruction safety environment. The road users have to be made a party by creatingawareness to reduce the very large number of accidents taking place in the country.

H.L.ChawlaConsultant, The World Bank

This Special Issue

14 NBM&CW SEPTEMBER 2010

Editorial

Infrastructure Projects

Infrastructure NeedsInnovative FinancingThe government itself has set upan estimated target of `20,561,50crore ($514 billion) and is devisinginnovative financing routes. While40% of the requirement is expectedto come from internal sources andmarket borrowings whereas the

remaining 30% will come fromprivate investment for which thebanking experts feel that creation ofinvestment–friendly environment andencouraging bankable projects isthe need of the hour . Efforts shouldbe made to mobilize funds throughtax incentives. The Government haspermitted financial institutions likeLIC, IFC, IDFC, and authorized non-

banking finance companies toissue tax free Infrastructure Bonds.Now the time has come for banksto reform the balance sheets andfind ways to support investments ininfrastructure development.

The banking system is thebest and reliable source forinfrastructure funds. With branchesnetwork spreading across the

The Prime Minister in hisIndependence Day address to theNation has said that his Governmentwould take additional steps toimprove infrastructure of the country.There is huge deficit in our physicalinfrastructure, which affects oureconomic development. There is ashortfall in the supply of electricityto the industries. Our roads, portsand airports are not matching worldstandards. The government hasroped in private players to createbetter infrastructure and his

Govt to Improve Infrastructure: PM

government is projecting anincreased outlay of $1 trillion in the12th Plan from just over $500 billionin the current Plan period. Every

sector—be it roads, railways,telecom, ports, power, airports iseither working on or has crystallizedpolicies to attract higher investmentfrom the private sector. The PM’sstatement assumes importance asphysical infrastructure sectors havereceived less than expectedinvestments in the first three yearsof the current plan. We wouldcontinue to make efforts to improveour physical infrastructure, heemphasized.

The road sector is vital for the coreinfrastructure required for our socio-economic development. In ourresolve to bridge the infrastructuredeficit that stares us in the face,we have taken lot of initiatives tocreate an enabling environment toput National Highway DevelopmentProgramme (NHDP) on fast track.The changes in the basicdocuments have been acceptedwell by the stakeholders, thereby tofacilitate award of 62 projectscovering 5,617 km with a cost of`58,632 crore during the last oneyear as compared to only 8 projectsawarded in 2008-09 under NHDP.This is the highest achievement inone year since the inception of NHDP,said Minister of Road Transport and

Bridging Infrastructure DeficitHighways Mr. Kamal Nath in aspecial communication to NBM&CWon the publication of this specialissue.

Another important issueplaguing the sector was delay inland acquisition, a major cause ofcost and time over runs. To addressthis, we have made the landacquisition processes simpler andfaster by substantially reducing theprocessing time. Dedicated SpecialLand Acquisition units have beenformed in the states to acquire landfor NHAI projects. We are in theprocess of ironing out other issuessuch as building capacity, lowquality of DPRs etc so as to makethe National Highway sector thepreferred destination for bothnational and international players.


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country and abroad, the banks arein a better position to mobilizeresources. New policy regulations,regulatory support, and incentiveplans without compromising bankssafety should be implemented assoon as possible. The fundsmobilized by the banks should beallowed for minimum five years andmaximum for ten years period whichshould be exempted from CRR,SLR. The funds should be investedwith a comparatively lower riskweight to ensure capital adequacy.Moreover, the fund of upto `20,000,crore should be interest free. Tocounter asset-liability mismatch, adifferent approach is called for, sothat the banks have adequate timeand opportunities to bridge themismatch. Takeout finance, whichdid not take off as envisagedneeded to be revived to encourageinfrastructure financing by banksand specialized institutions,suggests Mr. T.V Goplakrishnan,chief general manager, RBI.

RBI RecommendsPPP ModelRBI in its latest report hasrecommended PPP model forinfrastructure financing and the bankthinks that the infrastructurefinancing needs cannot be met bythe Government alone but privatesector participation is also neededstrongly. The RBI note of PPPmodel comes out as the mostviable model keeping in view thecommercial consideration andapplication of appropriate charges.The model is likely to provide atransparent risk and revenuesharing successfully. Even thoughthe financial system is equipped tomeet this challenge, the riskaversion of Indian investors,compared to large quantum andlong duration funding requiredadopting innovative financialstructures and revisiting some of

regulations governing infrastructurefinancing.

IFC Fixes $1b InfraInvestment for theFiscalAfter spending $440 million in 15infra projects across infrastructuresectors in the past fiscal, theInternational Finance Corporation(IFC), an arm of the World Bank,has targeted $1 billion investmentin Indian infrastructure projectsduring the current financial year. Themultilateral lending body, which hasinterest in port infra, warehousing,logistics, manufacturing, financialmarkets, social infra, agri-businessand clean energy, will carry out itsinvestment plans through a mix ofproject finance, corporate financeand debt instruments.

The world lending body in arecent statement said that its totalinvestment in Indian infrastructuremay cross $1 billion as its focusareas would be renewable energyand climate change investments. In the last financial year, it investedabout $100 million in seven cleanenergy projects. The IFC hasdecided to increase investments inclean energy, particularly in solarpower, wind power and small hydroprojects. It is also keen to increaseits share in solar power andbiomass projects as about two-thirdof Indian renewable energy sectorwas dominated by wind power.

Even in the last financial yearthe world funding body invested $10million in Azure Power, which iscountry’s first grid connectedindependent solar power producer. In addition to this, it has given debtand equity support to hydro andbiomass projects of Aura MiraEnergy, apart from makingcombined debt and equityinvestments in Applied SolarTechnologies. Currently, it is looking

for investment opportunities innatural gas based energygeneration projects, water andwaste water projects, port projects,warehousing and logistics, thestatement added.

Plans AfootFacilitating InfraFunds Worth`23,30,000crBuoyed by the emerging trendindicating a sharp spurt ininfrastructure investment in thecountry, the Union Government isworking out modalities to makefunds of `23,30,000cr ($500b)available in the next couple ofyears for infrastructure sectorcomprising rail, roads, power, portsand airports.

According to Finance MinisterPranab Mukherjee, the country mustbuild a rupee-denominated long-term bond market to finance theinfra projects in six core sectorindustries. India’s core sectorindustries recorded a growth of 5.1percent year on year basis in April2010 as against 3.7 percent duringthe same period in the previousfiscal. The committee oninfrastructure spearheaded byPrime Minister Manmohan Singhwill review the development of coresector industries whereas thecabinet committee will take care ofspecific infrastructure cases thatmay require necessary policycorrection to solve disputed projects.


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MassiveInvestment Neededto Finance NHsAccording to an estimate, NHAIwill need `64,000 crore moreto finance highway projects till2031. It is reckoned that therise in input costs andcontinuing high inflation couldlead to an increase in cost ofhighways constructionprogramme. As it is the currentborrowings could fall short ofthe enhanced fund requirement.To avert this, revised financingplans are being suggested andit is expected to borrow nearly`2,56 lakh crore by 2020-31.The revised plans are undersubmission. The revised financingplan is based on the new costestimates for road construction. Itis interesting that the revisedfinancing plan has beenmade following outcry that NHAI may soon go bankrupt as its debtswill exceed the earnings in the nextthree years. As per the newfinancing plan, the peak outstandingdebt of NHAI will be close to`88,000 crore by 2020. The planhas been made with an intention tomake NHAI debt free as soon aspossible.

Road and Highway Projects

At the other end, it is learnt thatsince May this year, NHAI hasawarded not a single projecthowever it used to award 15projects a month, when the financialyear started. The pace of which felldown all of a sudden. SinceSeptember last year, the agency hasawarded 63 projects totaling 5,500km. Around 150 projects covering20,000 km are awaiting to beawarded in the coming months.Around 9,187 km of projects areunder implementation undervarious stages of road construction.

In the meantime, NHAI hasbeen directed to revert to oldbid norms. The core problemis the new guidelines set byNHAI, that bars a companyfrom bidding for newprojects if it has already wonthree road projects. The newrules also imposesrestrictions on sub-contractors. The new ruleshave been flayed by theconstruction companies aswell as the PlanningCommission, which hasrecommended itsreversion and the FinanceMinistry has also endorsedthe concerns expressed byall.

NHs UpgradationWorkThe Government has firmed up itsprogramme to upgrade around3,700 km of national highwaysunder the National HighwaysInterconnectivity Improvement Project(NHIIP). It would involve double-laning of single lane in eight statesin the next three years. Eightypercent funding of this project isexpected to come from the WorldBank whereas the balance fundingwould be provided by the centralGovernment. The projects will helpto achieve its target of building 20km road a day, set by the Ministry.Around 33 stretches has beenidentified in Bihar, HP, Orissa,Uttarakhand, Karnataka, Rajasthan,West Bengal and Andaman &Nicobar Islands. The first phase ofthe development would cover 807km in Bihar, 640 km in HP, and 667km in Karnataka. The other majorgainers are Orissa and Uttarakhand,each having 662km and 448 kmrespectively. Around 12,000 km NHsare still single lane.

A view ofconstruction site ofthe Barapullahelevated roadproject connectingthe Games Villagewith JawaharlalNehru Stadium inNew Delhi. Theelevated road isexpected to beopened for trials inSeptember 2010.

Work in Progress


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Six-laning of Panipat–Jallandhar RoadWith the sorting out of majorhurdles coming in the way ofexpeditious completion of the`2,750 crore project, the deck isclear for the six–laning of thePanipat-Jallandhar national highway.The dispute over entry and exit pointon the NH has also been resolved.It has also been decided to putfour important road projects with a

sufficient knowledge and experienceto handle new technologies andprocesses. Although the stategovernment has set up a roadconstruction board to upgrade theskill and expertise of the engineers,so far no effort has been made totrain and retrain the manpower tohandle complex road project ofbigger size.

Cold–shoulder toGanga ExpresswayBidUP government’s 150km longaccess–controlled project to be builtat a cost of `8,200 crore would becompleted by 2014 has hit the roadblocks with prospective buildersshowing lack of interest in biddingfor the project.

The builders are already warryof state government’s plans withsome of mega projects like its highlyambitious Kushinagar airportproject is in limbo. The stategovernment has kept on extendingdate of submitting financial bidsfrom time to time, the latest beingfrom Aug'5 to Aug'20, 2010. All thenecessary formalities including therequest for proposal and draftagreement has also beenapproved, including decision toinvite bids for the projects. Theapparent disinterest of the investorsto put their money in the state ismaking the state government jitteryas the state official attribute reasonsfor putting off bids, beingunavoidable circumstances.

This is the fifth time that thestate government has extended thedate for submitting bids. Sevenreputed companies like JaypeeAssociates, IBR Infrastructure, ESCApollo and Isolux had submittedbids individually. RelianceInfrastructure Venture had formed aconsortium to bid for the project. Ifthings continued at this pace, thereis serious problem whether thisproject will go through. The project,at the other hand is facing heat

from MoEF as this may gobble overa lakh of trees. A site reportprepared by MoEF points out thatthe project is bound to affectprotected forest areas andendanger the natural habitat. Theproject has patches of forestcomprising indigeous flora andfauna.

Highway toFaridabad—WorkStartsThe work to widen Gurgaon–Faridabd Road from the existingtwo lanes to four lanes has started.To be a tolled road by May 2011,people will be able to zoom fast onthe four-lane 24.3 km Gurgaon-Faridabad road.

combined cost of `4225 crore,including the six–laning of Panipat–Jallandhar section, NH-1, four laningof Jallandhar–Dhilwan section andother sections at NH-95 on fasttrack to ensure their earlycompletion.

WB Project Runs inBad WeatherThe World Bank funded roadprojects in HP is running in badweather due to cost escalation. Thishas created a problem for the stategovernment to cough additionalexpenditure of `400 crore. Slipshodimplementation has not onlydelayed work on various packagesfor the upgradation of roads but alsoled to huge cost overrun. The stategovernment finding it difficult toarrange fund, and has approachedWB for additional funds to get theprojects completed. One of themain reasons for the delay is lackof experience at the engineeringlevel. It is said that the goodcompanies hire qualified personnelto handle important road projects,while the states agencies rely onold hands who do not possess

Reliance Infrastructure hasbagged this BoT project with aconcession period of 17 years at`780 crore. This is the first roadproject on BoT basis taken by thePublic Works Department ofHaryana to upgrade, bothbituminous and concretepavements. In addition, some linksof roads like MCF road, crusherzone road and Pali Bakhri road willbe improved as a part of scope ofwork. The total length of roadscovered under the project would be66 km.

StrengtheningBorder RoadsConnectivityThe central government has takenaction to expedite and strengthenroad infrastructure in border areas.


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BRO has been asked toconcentrate on construction ofstrategic roads in the neighbouringareas. There are plans to construct73 new roads out of which BROhas been entrusted with 61 roadswith total length of 3,394 km inJ&K, Himachal, Uttarakhand, Sikkimand Arunachal Pradesh. Of the 61roads, 14 roads have already beencompleted and the work is on withregard to 42 roads, whileconstruction activities of five roadsis yet to commence.

Fund Crunch atPMGSYPradhan Mantri Gram Sadak Yojana(PMGSY), Government’s mostambitious scheme entail ingcreation of rural road network, haslost its steam following fund crunch.For five years since its inception,the PMGSY is stuck due to cripplingshortage of funds. Since May 2009the scheme is on hold. Earlier, theprogramme suffered due to limitedcapacity of the contractors handlingrural road projects. Till January thisyear, 60% of the rural habitationhave been covered under BharatNirman Yojna, connecting 1,000 pluspopulation, less than 50% of thehabitation is eligible for PMGSY, 500plus had been connected–simplyfor want of funds. As per roughestimate, fund crunch to the tune of

60% would continue in theremaining part of the Plan. Whilethe project received `1,750 croreexternal funding in 2006-07, and asmuch as `3,000 crore in the nextyear, there has been decline since2008. Although aid from ADB andWorld Bank was taken but that toowas less. This year budgetenhanced the gross support to thescheme marginally, by about5 percent.

Cave-in Choas onDelhi RoadsDelhi roads with its reputation ofhaving potholes, craters has nowearned a new distinction of cavingin just by a drop of rain. Over thelast few days more than 20important roads have caved in. ThePWD blames it on Games workand heavy rains. PWD itself is in ahelpless situation. Such frequentcave-in making a hole in civicagency‘s pocket. Whenever a roadcaves in, apart from the trouble thatcommuters face, we also have toshell out a lot of money inreconstruction of caved-in stretches.On an average, we spend around`4-5 lakh on carrying out therepairing work on a single road,says MCD. The drainage system inmost areas was laid at least 30years ago and has become faulty.In many cases, this also contributes

to soil becoming loose and givingway, MCD adds. MCD in turns putsblame on DJB, saying that thetechnology for checking suchleakages is the responsibility of theDJB.

According to the experts, theright way in such a case is thatbefore a road is constructed thewater or sewerage pipeline belowit, is supposed to be either shiftedto underneath path a footpath or onthe side of the proposed road to beconstructed. Even after, it has beenshifted to be ensured that encasing (concrete covering of the pipeline)is carried out to ensure that thereis no contact between the pipelineand the road leakages do not takeplace. Concrete covering in mostcases have been missing, sayexperts. In addition, a sub-soilexploration survey needs to becarried out to determine what all isunderneath the proposed road bydigging trenches to know if thereare any water or seweragepipelines below it. Today, ultrasoundtechnology is available to check allthese leakage, why it is not beingused to save repairing cost between`5 lakh to `20 lakh and put toconstruct new roads. With bettertechnology option, civic agenciesshould explore new constructionsolutions instead of playing a blamegame.

Metro ProjectsHyderabad MetroWith the award of contract for theconstruction of Hyderabad Metroproject costing `12,132, crore actionhas been taken to put the projecton fast track. L&T which has baggedthis prestigious project isconsidering to bring in strategicpartner for operations andmaintenance and for sourcing railcoaches for the 71 km stretchacross three corridors, said thecompany. The experience of the

company in implementing metroprojects in Delhi and Chennai willplay a major role in the project,which has potential to transformHyderabad, once the project isoperational, complementing theexisting infrastructure, said thecompany. We hope to get thisproject running ahead of schedule,added the company.

Jaipur MetroDMRC is all set to construct theMetro Rail for Jaipur city. Initially, a

9.25 km metro corridor will beconstructed. The elevated sectionswill be 8.77 km long and will consistof several stations. The undergroundsection will be only 0.473 km inlength. DMRC will be doing the civilconstruction, including the trackwork, construction of the Metromaintenance depot, arrangement fortraction. The estimated cost of theproject is `1,350 crore. Theimplementation time is threeyears and seven months.


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Bridges Collapse,Canals BreachRains this year is neither excessivenor abnormal but there are reportsthat many roads, and railwaybridges tumbling down and canalsbreached at many places in variousstates.

The latest being the caving ofroads in HP. A vital bridge,constructed just a year before byBRO near Basantpur in Shimla, onthe strategic all weather road toconnect Indo-Tibet border,collapsed. Four trucks, loaded withcement, were reported parked onthe bridge when the accident tookplace. Rainy season tests theactual strength and reliability ofbuildings and structures. Whilemany structures and bridgesconstructed during British era arestil l strong—why the newlyconstructed roads, bridges andcanals have given way to make ussit up. People are naturally gettingwary of newly constructed structures.In Haryana, Punjab and other partsof the country, canal breaches have

Bridge & Dam Projectscaused massive damage to privateand public property following rains.Authorities have declared 30-40bridges in states as sensitive,particularly those in the Ambalarailway division alone. Southerndams too are brimming and manystates have been alerted. Theoverflowing canal waters hasbrought down the bridge over theShahbad–Nalwi road in Haryana.Inquiries ordered into theseincidents would be of no avail, ifswift action against the guilty is nottaken in such cases.

Manipur Dam-Completion Time29 YearsConstruction and completion ofManipur dam has made a recordof taking 29 years time to complete.The foundation stone of this projectwas laid in 1981 when the PMManmohan Singh was the membersecretary of Planning Commission.It has now been finally completed.

About 76 km from the statecapital, the Khuga multipurposeproject has now started supplyingwater to about 8,000 hectares, whilefive million gallon of drinking wateris being supplied to the residentsof Churachandpur town 10 km awayfrom the site. The cost of theproject has shot up many times overthe years. Initially planned at anestimated cost of `15 crore in1980, the project is now completewith a total cost of `381 crore. Theproject has a catchment area of321 sq km, a reservoir with acapacity to hold 86.08 million cubicmetres of water. It is fact that itscost has gone up many times butthe biggest thing is that it has beencompleted after it remained almostneglected for so long, said the stateminister, flood control. It was during

the last three years that theproject work was actually sped up,he added.

WB Assistance forNagarjunasagarProjectThe multilateral lending body, theWorld Bank, has recently sanctioned`2,025cr loans for the modernizationof the Nagarjunasagar project onthe Krishna Rivers in AndhraPradesh. In this connection, atripartite agreement was signedamong the representatives of theWorld Bank, Centre and AndhraPradesh Governments to part fundthe `4,444cr modernization initiativeof the multi-facets project. Theremaining portion of the fund worth`2,419cr would be contributed bythe state government over a periodof time.

The ambitious project, whichhas been lauded among thecountry’s major hydel projects, willgenerate 960mw of power, besidesirrigating over 22 lakh acres of theagricultural land reaching out to thetail end areas to maximize waterusage leading to improvement infarm productivity. The World Bank iscurrently helping the stategovernment in four major projectsand its main focus now is to seetheir smooth and effectiveimplementations and achieve theirlaid down objectives, said ActingCountry Director, World Bank,Ms Joanne Prennushi.

Trucks fell into a rivulet as the bridgenear Shimla collapsed.


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The R3iA new policy is being framed to attract andpromote investment in railway infrastructure. Accordingto sources, private sector companies will now be ableto construct, operate and maintain railway tracks. It isfor the first time that large scale private operations infreight is being planned, though private companies arealready operating railway linkages with captive railsystem.

Called the R3i,Railways’ Infrastructurefor Industry Initiativepolicy would tapalternative sources offunding to createadditional rail transportcapacity and augmentrail share in freighttraffic. Under the policy,private companies

Railway Projectswould be able to build tracks, 20 km or longer, adoptingone of the four business models proposed by the railways.They are full contribution –apportioned earning model, oncost sharing–freight rebate model, SPV model and privateline model. The companies would be allowed to developlogistic-related activities and stations on the project line.A rider included is to keep connectivity to coal and ironores out of bound from these model as the railways getnearly 55% of its total freight from coal and iron ore. Inall models, except in private line model, land for buildingnew lines will be acquired by the railways. Funds for landacquisition have to be paid upfront to the railways by theprivate companies and the ownership of land and trackswould vest with the railways.

Indian railways, at present, has 110 new line projectsin various stages of development, the balance fundsrequired for completion are estimated to be at `60,000crore. Scarcity of funds have motivated the railways todevice ways and means and hence this new policy givinggreen signal to building private tracks.

CAG Report onRailway ProjectsCAG report has pulled upRailways for delay inDedicated Freight Corridorand other expansionworks. Significantly, theCAG has expressedconcerns over delays inexecution of the ambitiousDFC due to itslackadaisical approach,resulting in two–foldincrease in project cost.The project–DFC-initiallyestimated at `28,000 crore

has almost doubled and is estimated `48,000 crore.The Planning Commission too has asked the railway toprepare a more realistic funding plan. But it is not onlythe DFC that is facing delays but also trains, railwaysother projects are facing serious delays. The report hasnoted that a total of 408 projects costing `1,41,015 crore have been delayed and could pose major bottlenecks inthe future. In fact, despite its thrust on PPP, the railwayshas failed to garner private investment in 10 out of 16zones. CAG report has been critical of the railways effortsat passenger security and has highlighted the incompletesafety works at level crossings, under utilization of safetyfunds.


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Assessing PowerSector HealthThe Prime Minister has approvedsetting up of a Committee to assessfiscal health of the power sectorand suggested measures toimprove it. This has been done inview of mounting losses in thepower distribution amounting to`40,000 crore. The Committeecalled Financial Position ofDistribution Util it ies would beheaded by the CAG. It would lookinto the financial problems of thestates electricity boards andsuggest corrective steps especiallyin relation to their accountingpractices. The Committee has beenasked to review the electricity tariffincluding the role of stategovernments in periodic tariff revision besides examining thegeographical and spatialcompulsions and determining theiroperational impact. It will alsoreview the organisational andmanagerial structure, manpoweremployment and futurerequirements. Concerned at theweakest part of the power sectorincurring power losses estimatedto be about `40,000 crore, whichare likely to go further, includingpilferages and inefficiencies inmeter billing and revenue collection,we have asked the committee torecommend plans of action toachieve financial viabil ity indistribution by 2017, said theGovernment.

Power ProjectsHydel Projects to beDelayedFollowing heavy rains damagingthousands of homes in the Ladakhregion is going to delay itsimportant hydel power generationproject. Nimoo-Bazgo projectsupposed to have been activated inOctober this year may not be ableto achieve this target as all roadsare cut off and the Indus river is inspate.

Solar ProjectsPower Finance Corporation (PFC)and Rural Electrification Corporation(REC) will finace important solarpower projects in the country. Indiais looking to generate 1,000 MW ofsolar power by 2013. About 500MW

issued recently. The developers ofsolar projects have welcomed thenew guidelines.

NBCC to Enter IntoPower BizNational Buildings ConstructionCorporation (NBCC), having seen adramatic turnround in itsperformance, is now looking tostrengthen its operations afterentering into real estate sector toforay into power generationbusiness.

We are already executingprojects in the power sector as acontractor and have plans to getinto the power generation business.We have secured ministerialapproval. We are looking forward todevelop small and medium sizedpower projects, said its CMD. Wewill leverage our land assets forsecuring cheaper finance for ourpower projects. We have thetechnical expertise to develop powerplants, having done balance of plant(BoP) work including civilconstruction and installation ofequipment like chimney, coolingtowers and coal and ash handlingsystems for the power plants, headded.

ONGC Wind PowerProjectsThe Oil and Natural GasCorporation (ONGC) has drawn upan ambitious plan to establish `650crore wind power projects inRajasthan and also solar powerplants in Gujarat and Rajasthan,Minister of State for Petroleum andNatural Gas, Jitin Prasad said.

The oil and gas exploring giantis keen to set up 102 mw capacitywind power project with an annualgeneration capacity between 200 to210 million tons per annum. Inaddition to this, the company is

Renewable push: The minister forNew and Renewable Energy, Dr.Farooq Abdullah, with the Minister ofPower, Mr. Sushilkumar Shinde, andthe Minister of State for Power, Mr.Bharat Singh Solanki, releasing theGuidelines of New Grid ConnectedSolar Power Projects, in the Capital.

is expected from photovoltaic cellsin the next three years. BesidesPFC and REC, the IndianRenewable Energy DevelopmentAgency (IREDA) will also fund theseprojects. The country currentlyproduces less than 5 MW of solarpower every year. To ensure widerparticipation from solar powerdevelopers, only one application percompany–including its parent,affiliate or group company–wouldbe permitted as per new guidelines


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also weighing the feasibility ofsetting up a 501 mw grid connectedsolar power photovoltaic PV projectin both states.

The ONGC has also recentlyapproved development of Cluster-7and WO Cluster oil and gas fieldsin the western offshore. Its overseasarm OVL is exploring the possibilityof bidding for some of BritishPetroeum’s assets jointly withpetroVietnam and Bharat OmanRefineries in Madhya Pradesh andis all set to begin commercialproduction in the third quarter ofthis fiscal, he claimed.

U'khand PowerProject ScrapedAfter Pala Maneri and Bhairon Ghatiprojects, the Centre has decided toorder the scrapping of 600-MWLoharinag Pala Power project inUttarakhand state because ofenvironmental reasons.

The decision to scrap the NTPCproject, costing more than `2,000crore, was taken at a meeting ofthe Group of Ministers. Incidentally,this GoM had earlier favoured thecompletion of the project, arguing

that a considerable amount ofinvestment had already been madeand construction had been started.

However, following a directivefrom the Prime Minister to re-examine the project and owing tolarge-scale public pressure andagitations, the GoM decided to scrapthe project on the Bhagirathi river. Acouple of months back, two otherprojects on the same river–PalaManeri and Bharion Ghati hydro-power projects–were also scrappedon similar environmental grounds.

Port ProjectsAzhikkal Port ProjectIn the downstream south KeralaGovernment has floated global bidsfor building Azhikkal port in Kannurdistrict of the state on the PPPmodel. The Port in question is saidto be the one of the six among 17notified ports, which falls in themidway between the major ports ofMangalore and Kochi, identified bythe Kerala government fordevelopment at an estimatedinvestment of `1,750cr.

The port project, which hasbeen lying pending for more than adecade, is expected to catalyze thebuilding work of the north Malabarregion as also the Coorg region ofthe adjoining Karnataka. The projectwork includes creating of berthingand allied facilities for cargo andcontainer ships and a shiprepairing yard. An oil jetty, dry dockand facilities for cruise liners arealso expected to be a part of theproject.

Port Projects forBiddingThe Union Shipping Ministry (USM)has reportedly cleared a totalnumber of 25 port projects entailingan investment of `800 crore forbidding under the public privatepartnership (PPP) module for thecurrent financial year.

According to ministry sources,these projects include creation ofmega container terminals or bulktransshipments at the Chennai Port,new Mangalore Port and conversionof berth for container terminal atTuticorin Port. Apart from this, theyalso include installation of threemechanized handling facilities at theVizag Port in Andhra Pradesh,development of couple of easternwings or keys at the Vizag Port,creation of container and containerterminal at Jawaharlal Nehru PortTrust (JNPT) and building of tworiverine jetties at Kolkata port. Theministry has recently awarded twoport projects at Paradip and Ennorenear Chennai to Sterlite-Leightonand Eredene Capital consortiumrespectively.

Marg Making`̀̀̀̀1,500cr CapacityAdditionThe Marg Limited, a Chennai basedcompany with interest in portoperations, logistics and EPCprojects, has drawn up plans totouch 21 metric tons per annumcapacity addition at Karaikal Portentailing an investment of `1,500cr.As per the recently chalked outplans three more berths are to beadded with one berth, which is

currently catering to offshore supplyvessels and project. The other twoberths would be put in place bySeptember next year, the portcurrently has two berths taking careof coal and general cargo, saidManaging Director, GRK Reddy.

He claimed that operations atits Karaikal Port have stabilized andport revenue has contributedsignificantly to the company’s netearning performance in the firstquarter of the current financial year.The company sees long-termpotential in port based logisticsoperations, which will be a separateline of investment and currently isintegrating transporters and tying upwith warehouses operators as avalue addition to port business. Itsland bank of 1,004 acres nearKaraikal and Krishnapatnam Portsand also at locations along withOMR, will help it establishwarehouses, industrial plots andtank farms to push its logisticbusiness. He added thatcompany’s EPC operations havealso picked up with the order bookof about `2,800cr and it has fourmajor business vertical ininfrastructure including marine,urban and industrial infrastructure,EPC, Real Estate and otherinfrastructure areas like airports andmultilevel car parking.


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AAI to Build Airport inSri LankaThe Airport Authority of India (AAI) isto build an airport in Sri Lanka.This would be its first foray into theinternational market in about 30years.

AAI had earlier build airports inLibya, said its Chairman. Thecompany has been developing 35non-metro airports across thecountry at a cost of `12,000 crore.During 2008-09, AAI had invested`2,547 crore on modernizing airportterminals, passengers facilities. Itplans to invest `3,610 crore furtherin the development of variousairports during this financial year,the chairman added.

Second MumbaiAirportThe city of Kalyan in Thane hasemerged as another alternative forthe proposed second internationalairport in Mumbai. Reiterating thatMumbai needs a second airport, aGovernment announcement saidthree member panel of MPs hassuggested Kalyan as an alternative.Mumbai second airport has beenat the centre of much controversieswith the present site at Panvel notmaking the cut on environmentgrounds.

Greater Noida AirportUP government has raised pitch forairport at Greater Noida, projectingthat over 31 million people wouldbenefit from this airport project.What is holding back the GreaterNoida airport is a 1997 rule thatstates that no new airport can beset up within 150 km of an existingone. The proposed airport wouldbe 72 km distant from the Delhiairport. The GMR led consortiumthat operates Delhi airport has cited

Airport Projects

the 1997 rule in its opposition tothe Greater Noida airport. However,the Government has given approvalto set up Greenfield airports atvarious places in the country, withinthe aerial distance of 150 km of theexisting airports in three states inGoa, Maharashtra and Kerala. TheUP government has raised a newpitch ahead of the meeting of thegroup of ministers, which isexamining viability of another airportin the NCR.

T3 Tunnel Link at IGIThe cost of zipping to IGI Airport newterminal T3 through India’s firstrunway tunnel road has shot up byalmost 50%. The crucial 1.5 kmlong road with a 343m long tunnelunder the main runway was initiallyprojected at `67 crore, but now thecost has gone up to almost `100crore. The road is scheduled to becompleted by September 30—justtwo days ahead of CommonwealthGames. AAI is getting the tunnelbuilt by India’s biggest expert indrilling Delhi Metro, which in turnhas engaged L&T for this job. TheAvaition Ministry has been very keenthat a new link road to T3 would beready soon. At present, internationaland domestic terminal are servedby two directions and traffic getsdiverted causing delays.

Bangalore Airport toGet A New Look with`̀̀̀̀1,000-cr InvestmentMr G.V.Sanjay Reddy, BIAL’sManaging Director, unveiled a`1,000-crore plan for the expansionof Terminal 1. The 18-month-long

expansion will roll out in Novemberthis year and address the growth inpassenger traffic as well as theconcerns over the airport’sinfrastructure and design.

This would meet the immediateneeds, while a larger expansionwith a new terminal, the T2, wouldget under way in a year or two andstill to be finalised, would be takenup alongside T1 and would becompleted by 2014-15, when BIA isexpected to reach an annualpassenger traffic of 17 million.

After expansion, T1 will be 1.34lakh sq.m (now 72,000 sq.m), anincrease of 86%. It would have adramatic swooping and curving roof,add colors, landscaping and retailspace, more than double thenumber of passenger seats of5,000, check-in counters, baggagecarousels, a VIP lounge and manymore public amenities. The security,customs and immigration spaceswould be increased and revamped.

Second runway: the air sideimprovements and a secondrunway would follow over the nexttwo years. “We are in the processof revising the master plan and arewatching the traffic closely beforefinalising T2; it will start in the nexttwo years,” Mr Sanjay Reddy said.

The two-year-old greenfieldBengaluru International Airport, ataround 11 million passengers ayear, is now at No. 3 after Mumbaiand Delhi, overtaking Chennaisome time back.


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GMR Unfolds Expansion PlansThe GMR Airports Holding Limited, which is an armof GMR Infrastructure in a latest move, has decidedto raise funds to the tune of `930 crore to meet itsexpansion plans in the airport sector. It is in advancestage of negotiations with MSIIL for raising therequired funds and has also approached thegovernment for necessary approvals in thisconnection.

According to sources GMR Airports Holdinghas planned to use the proceeds to buy out theholdings of its parent GMR Infrastructure in airportsbusiness including the equity stake in DelhiInternational Airport Limited (DIAL) and GMRHyderabad International Airports (GHIAL). The GMRAirports Holding and MSIIL reportedly entered intoan agreement after which the GMR Airportsapproached the Foreign Investment PromotionBoard (FIPB), which monitors foreign directinvestment in the country.

As a part of its restructuring exercise, the airportbusiness will be managed under GMR AirportsHolding Limited. As of now the GMR InfrastructureLimited owns 54% stake including 9 percentthrough GMR Airports Holding in DIAL and 63% inGHIAL. MIISL on the other hand, is an Indiadedicated $1,037 billion infrastructure fund arrangedin joint venture by the State Bank of India and theother partners are Australia’s leading infrastructureplayer Macquarie and IFC Washington and each ofthese partners had committed $150 million each tothe JV fund.

India's LargestInfrastructure &

ConstructionSector Portal

www.nbmcw.com

NBM&CW SEPTEMBER 2010 41

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Industry NewsHousing for UrbanPoor

sector of its social and economicresponsibilit ies. Only in someplaces where land is scarce andprices are high PPP model shouldbe used. The committee does notshare Government’s views thatdream of making India slum-free infive years can be realized. The reportstates that slum-free India shouldbe projected as a long-termcommitment of 20 years with thefirst five years representing the firstphase of the programme. It wouldbe prudent to adopt the scheme ina phased mechanism. The reporthas asked participation of genuinecommunity–based organizations toserve as a link between

shortfall are many, the expertsbelieve.

The primary reason being themismatch between therequirements of the industry andlearning in engineering andbusiness schools. From time totime, NBM&CW has been writingon it that about 1-2 engineers outof every 10 seeking work are onlyemployable. Attempts by CIDC, arebeginning to pay off. Unlike theNSDC experiment that focuses onlyon the bottom of the constructionindustry, the CIDC initiatives intendto tackle the problem across thespectrum. The countrywide nationalproficiency evaluation test targetsyoung engineering graduates,diploma holders as well assupervisors and constructionworkers. It also covers those with apost-graduate degree inmanagement and architecture.which allows potential employersto map candidate skill to theirrequirements. The CIDC also offerstraining at various levels for industryentrants and working professionalsto acquire required skill to growinto supervisory, project officers andproject manager positions. Thisexperiment was introduced first timeat the Veltech University in Chennai,where 70 students were impartedan intensive 11 day training in everyaspect of construction site,including scheduling, monitoringand quantities assessment. But ouraim is to hold orientation sessionsfor at least 300 teachers and toassess the industry skill at least1,500 students, says Dr Swarup.

Apart from this, there arereports from various constructioncompanies, like L&T, and Gammonare setting up their own traininginstitutes to bridge the gap.Providing onsite exposure at alllevel is critical to meet the talent

Finding lukewarm response to itsScheme of Interest Subsidy forHousing the Urban Poor (ISHUP),the Government has decided tomake it attractive. The scheme waslaunched in 2008 under theAffordable Housing for All. Given theever-increasing construction costs,it is not possible to buy or evenconstruct dwelling units in evensmall towns, let alone metropolitanareas, under the prescribed loanlimit of `1 lakh and `1.60 lakh,need has been felt to fine-tune thescheme as existing limits seemunrealistic. Credit take off under thescheme has been very slow. Giventhat 97% of those belonging to theEWS and LIG categories do notown a house, fine-tuning becamenecessary, says UD ministry.

Keeping IndiaSlum–freePrivate players may soon be ropedin for developing slums. An expertcommittee, headed by HDFCchairman, recommending so hassuggested to the Centre toencourage private sector’sparticipation in implementing thescheme, Ray rolling out new plansto make India slum–free in the nextfive years. The committee does notfavor the PPP model. PPP is not apanacea for absolving the public

municipalit ies and poorcommunities and professionalappraisal of the project from timeto time. The committee has stronglyrecommended that existing Rayshould not be undertaken as astandalone scheme but made partof JNNURM for simple reason thatinfrastructure form an integral sub-component of JNNURM.

Overcoming SkillShortage inConstructionThe construction industry being inthe grip of talent crunch has notlost hopes and players are takingactive steps to manage thisshortfall. The reasons for this


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crunch. The main reason behindthis is lack of site exposure whichis being taken care of by thecompanies at their own level aswell as at the industry level bybodies like CIDC, Credai, BAI inpartnership with NSDC.

Need to Amend LandAcquisition BillThe recent agitation against UP’sgovernment dream project–theYamuna Expressway that broughtinto focus that Land Acquisition Billrequires more teeth. The existingbill bars land acquisition for privatecompanies except under the 70%condition. Social impact assessmentstudy needs to be conducted in caseof large scale displacement. Tribals,forest dwellers and those withrenancy rights are eligible forcompensation. Current land valueis to be considered while decidingcompensation. Land Acquisitioncompensation dispute settlementauthority at the state andcentral may adjudicate the dispute.These additional provisions couldprovide the required teeth to dealwith the present situation.

Though the Government in2007, proposed changes, and theBill could not be passed. PlanningCommission has been saying thatthe proposed amendments to theexisting Act were inadequate andurged for more changes andwarned of danger of continuing withcurrent land acquisition system. Thecurrent agitation in UP shows thatthe state is becoming anotherNandigram, has brought into noticeonce again that existing provisions

in the Act are antiquated and systemto acquire land needs to be moretransparent. The social impact ofland acquisition needs to beassessed by an independentagency.

The 165.54km long 6 lanesexpressway has been embroiled incontroversies from the word go.Despite changing its name fromTaj Expressway to YamunaExpressway, its problems continueto bog it down. The latest incidentsof violence and farmers agitation isfor better compensation. Theprotesters are demandingcompensation for the acquired landat the rate paid to farmers in Noidaand Greater Noida. Angry farmersblocked traffic on the NH-93 andtargeted the property of the companyengaged in the construction of thisexpressway. They also setcompany’s construction equipmenton fire.

A compromised solution hasbeen evolved following discussionwith the farmers.

FICCI’s CallIn an urgent call, FICCI has askedthe Government to take necessarysteps like enhancing vocationaleducation and setting up a nationalskill exchange so that India has atrained workforce of 500 million more by 2020 to sustain GDPgrowth. The country is facing achallenge of mammoth proportionsof producing skilled workforce tomeet the requirement of a projectedCAGR of 8 percent of GDP by 2020.

With about 12 million expectedto join the workforce every year andan existing skil l developmentcapacity of 3.4 million, the reportemphasizes that it is imperative toenhance the skill and technicaleducation capacity to about 15million. The report adds that thismassive task could be tackled bytaking steps at all levels, creatingage talent pool, ensuring quality indelivery and expediting theformulation of sector skill councils.

Like other organizations, theUnique Identification Authority ofIndia, (UIDAI) too is facingmanpower crunch.

New Generation SteelTechnologySteel makers in the country areeyeing new know-how to use ironore fines, nuggets to improveproductivity and cut raw materialscost. The focus is on making useof iron ore fines to produce steel.

The front-runner is SAIL, whichis in discussion with two foreignsteel majors to use this technologyin India. SAIL’s tie up withPosco will help us get FinexTechnology, said its Chairman. Atpresent, India does not havetechnology to use iron ore fines, headded. SAIL also plans to use newtechnologies, such as coke dryquenching facilities, in coke ovensin the five blast furnaces that it isupgrading. This would not only helpthe company increase cokeproduction but will also reduce itscoking coal demands. The blastfurnaces productivity will increaseby almost 1,500 tonnes/day byequipping them with top pressurerecovery turbines and auxiliary fuelinjection systems.

Private steel producers too arenot behind. Jindal Steel is to usehot briquetted iron (HBI) to reduceits cost of production and thecompany has recently acquiredShadeed Iron and SteelCompany new plant in Oman, which


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has this technology. JSW Steel hastied up with Japan’s JEE Steel totarget the fast growing automobilesector. The two companies will worktogether on energy efficiency,environmental management,improvement of production processquality and yield.

Generating Powerfrom Rice HuskA new and unique power projecthas successfully been undertakenby the researchers harnessingpower from rice husk. They havealready put this in practice bylighting up electricity deprivedremote villages in Bihar and UP.The team is now looking forward toput this plan with such projects inWest Bengal and TN as well. Tostart with Husk Power systemdesigned by NRI entrepreneur,Pandey has gone on to dispeldarkness in over 125 villages since2007. Assisted by Singh, a scientistin the Ministry of New andRenewable Energy Pandey‘s teamrejigged the decades old technologyof biomass gasification deployedby rice millers in Bihar to powertheir mills using rice husk. Theprocess called gasification, whererice husk is burnt in controlledconditions to produce a combustiblemixer of gasses, smoke. This gasis filtered and fed to an engine thatdrives an alternator to producepower, explained Pandey. The ideawas not only to provide electricitybut also to provide it at a lower ratethan the cost of current alternative,significantly keeping a unitprofitable, he added.

Greener RoadsThe Government is pumping hugefunds for roads maintenance eventhough roads get damagedgradually, as asphalt pavement(upper layer) oxidizes and wearsout due to variety of conditions. Theoxidization and moisture retentionscontribute to potholes, cracking, and

general deterioration of theroads. In developed countries likeUSA, the roads are built andmaintained in such a manner thatit does not need resurfacing timeand again.

Central Road Research Institute(CRRI) conducted field test on sixlane NOIDA toll road and collected24 core samples. After sampleanalysis, CRRI approved andcertified a biobased product, derivedfrom Soybeans for extending theroad surface life. Green Mile Infraintroduced this innovative materialand is committed to provide a costeffective alternative of expansiveasphalt road resurfacing.

Green Mile Infra Pvt. Ltd. hasintroduced RePLAY™, India’s firstand only eco-friendly asphaltpreservation agent that gainedcertification from CRRI in April 2010.RePLAY™ is a patented biobasedasphalt preservation agent provento extend the life of asphalt roadsby reversing the oxidation ofbitumens in the asphalt mix withoutemitting life-threatening greenhousegases like CO2.

Mr. Shankar Rao, ManagingDirector of Green Mile Infra explains,“Approximately 90% roadpavements in India are asphalted;and overtime, asphalt oxidizes andwears out due to oxygen in air,improper water drainage systemand overload. The oxidation leadsto brittleness that causes crackingand potholes on the surface.Eventually entire resurfacing isrequired that puts major financialburden to the concerned authorityor the contractor. When we treat theusable surface with RePLAY™, itreverses past oxidation and savesthe surface for another three to fiveyears at a fraction of the cost ofrepaving.”

Developed and manufacturedby BioSpan Technologies, Inc. ofMissouri, USA, RePLAY™ is carbonnegative, safe for the environmentand user, and easy to apply.RePLAY™ is an alternative to costly

repaving that is composed of 88%biobased material, a majority ofwhich is soybean oil. Compared topetroleum-based products,RePLAY™ is the most cost-effectivesolution for asphalt surfaces. GreenMile Infra Pvt. Ltd. is the exclusivemaster distributor of RePLAY™ inIndia.

Interarch Sets up30,000 MTProduction Facilityin ChennaiInterarch Building Products PrivateLimited, India’s leading turnkey Pre-engineered metal buidlingCompany, in its endeavour toprovide better provisions andmanagement of the Pre-engineeredBuilding solutions to its customersin southern parts of India, bringsan all new PEB manufacturingfacility to Sriperumbudur, Chennai.The plant has a total manufacturingcapacity of 30,000 MT pa. This plantwould largely cater to the growingdemand for pre-engineered metalbuildings in south India.

Pleased with the development,Mr. Arvind Nanda, CEO - Interarchfeels, “This new production facilityat Sriperumbudur will bridge thegap between demand and supplyby providing localised and timelyservices and delivery of the productto our clients. We at Interarch feelthat there is enormous scope ofinfrastructural developments in thesouthern region. We aim to meetthis requirement with adequatesupply and assured quality throughthis facility.”

Mr. Gautam Suri, CTO –Interarch adds, “The new


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manufacturing plant atSriperumbudur is well equippedwith world-class technology toassure quality end-to-endengineering and constructionsolutions. Proximity of the facilityfrom the construction sites is ofvital importance in terms of deliveryand time for assembly. As we followthe international quality standards,this manufacturing facility will havethe best of technology andmanpower to pursue our principlesof delivering speed and quality.”

Moser Baer’s EnergyBusiness

Moser Baer Projects Private Limited(MBPPL), a developer of power

generation facilities with a diversepipeline of thermal, solar andhydroelectric power projects hasattracted an investment of `13.5billion (approximately $300 million /`1,350 crore) from The BlackstoneGroup (NYSE: BX). MBPPL plans tocommission 5,000 MW by 2016comprising 4,000 MW of thermal,500 MW of solar and 500 MW ofhydro capacity.

Elaborating on the partnership,Deepak Puri, Founder, MBPPL said,“Needless to emphasize thecriticality of India’s energyrequirement which would requiremassive investment to sustain itshigh growth trajectory. Since thegovernment’s resources are limited,the private sector has an importantrole to play. We are proud ofpartnership with Blackstone whoseglobal expertise in energy will help

us establish one of India’s leadingindependent power generationbusiness. This will enable us todeliver reliable and affordable powerthat India needs to support itscontinued economic growth.”

Commenting on the deal, AkhilGupta, Chairman and ManagingDirector of Blackstone Advisors IndiaPrivate Limited, said: “Infrastructuredevelopment continues to remainone of our key investment themesin India. We have been studyingthe Indian power sector for over ayear and are excited to partner withMoser Baer. MBPPL's strategy ofdeveloping assets across multiplefuel sources is compelling. We lookforward to help them replicate theirsuccess as a manufacturer ofoptical media and solar panels inbuilding one of India’s leadingpower companies.”

Event

bauma China 2010:State of EconomyMeans AdditionalSpace and More KeyPlayers

Vehicles and Equipment, additionalspace is being made available atthe outdoor exhibition site that canbe used on a temporary basis.

This will allow organizers toenhance the space for the Expo by10,000 square meters from 220,000square meters to 230,000 squaremeters.

Construction work on the newhalls at the north end of the SNIECis also moving ahead at full speed.Two of these halls are supposed tobe used for the first time ever duringbauma China 2010 in November.

Based on the current level ofregistrations received for baumaChina 2010, approximately 1,700exhibitors from 37 countries willoccupy the available exhibitionspace. Among others, they include

Due to consistent strong demandfor exhibition space at theupcoming bauma China, theInternational Trade Fair forConstruction Machinery, BuildingMaterial Machines, Construction

well-known companies such asBeijing Shougang Heavy Duty TrackManufacturing Co., Ltd., CSR TimesLocomotive & Rolling StockMachinery Co., Ltd., Kaeser,Keestrack and Quingdao KetaiHeavy Industry Machinery Co., Ltd.,which are participating in baumaChina for the first time ever. “Thanksto close cooperation of AEM(Association of EquipmentManufacturers) USA, CaterpillarOEM Solutions and Terex who willagain participate in bauma Chinain 2010. As a result, all of theproduct-group categories at baumaChina will have international keyplayers, which underlines baumaChina’s character as a leadingexhibition in Asia,” Exhibition GroupDirector Collin Davis remarked.


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♦ ♦ ♦ ♦ ♦ NMDC hikes spendingIn order to start work at its newmining assets and also at a steelplant in Chhattisgarh, the NMDC ina recent move has hiked itsspending by `1,000cr for the currentfinancial year. The company iscommencing work at its Steel plantat Jagdalpur in Chhattisgarh,besides exploring the XI B iron oremine with estimated reserves ofseven million tons and also on thethree million tons a year capacity ofsteel plant, Chairman and ManagingDirector, Rama Som said, addingthat initial capital expenditureprojection was about `611cr for thefiscal.

♦ ♦ ♦ ♦ ♦ L&T bags EPC contracts

Companies in Limelight♦ ♦ ♦ ♦ ♦ M&M targets solar power bizThe diversified Mahindra & MahindraGroup has drawn up an ambitiousplan of installing 50 mw of solarpower generation capacity plantsacross five states entailing aninvestment of `750 crore.

According to the Chairman C SVerma, the company is building itsnew coking coal mines inJharkhand with a coal producingcapacity up to 5 million tons, whichin turn reduce coal import by over15% and will effectively checkvolatility in steel pricing. The newcoal mines exploration will augmentdomestic availability by over 7million tons by 2013 in the face ofrequirement going up by 21 milliontons during the period.

♦ ♦ ♦ ♦ ♦ JSW Steel beginsconstruction of Salboni plantThe Sajjan Jindal owned JSW Steelis all set to begin civil work on its10 million tons per annum capacitysteel plant at Salboni area of WestBengal entailing an investment of`35,000cr. The building work of themega steel plant, which is comingup in west Midnapur district of thestate, would be completed in threeyears from the start of the groundwork.

The company has also decidedto set up a 300mw captive powerplant simultaneously during the firstphase of the work targeting 3 milliontons capacity unit. Currently, theproject work is being finalized onwar footing and after that it wouldapproach banks for funding andachieving financial closure. Thecompany is all set to put the projecton fast track as the steel industryis likely to see big relief as the

The Metallurgical Material Handlingand Water Operating Company,which is an arm of the Larsen andToubro (L&T) has recently securedengineering, procurement andconstruction contracts totaling to`1,749cr from Steel Authority of Indiaand Bharat Aluminium Company.

In the arrangement, the L&Tconsortium with Paul Wurth of Italyhas been awarded a `1,627cr orderfor 2.8 million ton per annum(mtpa) blast furnace for Bhilai SteelPlant in which domestic companyhas `1,010cr share of contract.Likewise the L&T in consortium withOutotec of Germany has beenawarded a `670.73cr contract tobuild a 3.7 mtpa sinter plant for theBhilai Steel Plant and its share inthe contract is `538.29cr. Thecompany has secured an additionalorder of `201cr from Balco forcapacity expansion of its smelter atKorba in the non-ferrous segment.

According to the BusinessHead, Clean-tech Ventures, VishPalekar, the entity has drawn upplans for a massive thrust into solarpower sector and taken theinitiatives to make them fruitful inthe next two years and also set upsimilar projects in the fastupcoming special economic zones(SEZs). Apart from this, it is alsoplanning to enter into consultancyrole in the new and emerging solarpower generation sector, offeringengineering, procurement andconstruction (EPC) services,balance of plant equipment and offgrid solar solutions like supplyingbatteries for the solar power sector.

♦ ♦ ♦ ♦ ♦ SAIL sets aside Funds fordomestic minesCountry’s steel manufacturing giant,the Steel Authority of India (SAIL)has fixed `1,500cr to build itscoking coal mines in the domesticarena thereby shedding itsdependence on the import of keycoal input causing frequentfluctuations in the steel prices inthe domestic market.


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prices of the raw material, iron oreand coking coal are falling and willfall further in the immediate futurewith Karnataka imposing ban on itsexports.

♦ ♦ ♦ ♦ ♦ GVK Energy preparing forexpansionPost restructuring of energygeneration assets, the GVK Powerand Infrastructure Limited hasplanned to consolidate them intoGVK Energy Limited, which is itssub holding entity and is in theprocess to raise `1,500 crorethrough PE resources. The companyis doing so to meet its fundingneeds of the upcoming projectsincluding GVK Jegrupadu and GVKGauthami gas based projects indownstream Andhra Pradesh andanother projects at GovindwalSahib.

The Chairman, G V K Reddy, ina statement said various privateplayers have expressed their keeninterest to form a partnership butthe company has not yet taken anydecision in this connection but willconsider at the appropriate time.The prevailing environment areconducive for foreign directinvestment under which 100% FDIis allowed into the energy sectorand also the permission to set upmerchant power projects in thecountry.

♦ ♦ ♦ ♦ ♦ UltraTech ups spendingThe UltraTech Cement belonging tothe Aditya Birla group in a recentmove has pushed its investment to`5,600cr for an additional clinkerplant at Chhattisgarh and Karnatakaand also a grinding unit and bulkpackaging terminus across manystates. The latest investment willbe in addition to the ongoing`2,600cr capex stretched over thenext three years.

The company in a statementsaid that together with the capex ofSamruddhi Cement due to bemerged with UltraTech Cement, thetotal capital outlay has been workedout to over `10,000cr.

♦ ♦ ♦ ♦ ♦ ADAG-JTEG ties up for`̀̀̀̀1,725cr road projectIn a major development in theIndian road and highways sector,the Reliance Infrastructure of ADAGgroup is all set to forge a jointventure with China’s road builderJiangsu Provincial TransportationEngineering Group Company (JTEG)to construct `1,725cr highwaysproject in Maharashtra. The project,in which JTEG will take 26% stakeand the rest will remain with theReliance Infrastructure, wasawarded to the consortium by theNational Highways Authority of Indiain March this year.

According to sources, theChinese road builder is contributingforeign direct investment FDI to thetune of `150cr as a part of theequity in the joint venture. It is alsoholding 26% stake in a specialpurpose vehicle named JR TollPrivate Limited it has formed withReliance Infrastructure and AAACommunication to build `590crhighway expansion project on theJaipur-Reengus stretch. Thecompany has already applied forthe FIPB nod and is hopeful to getit approved very shortly, said a seniorofficial of Reliance Infrastructure.

♦ ♦ ♦ ♦ ♦ Tata Steel targets `̀̀̀̀11,500crinvestmentTata Steel has earmarked astaggering sum of `11,500cr to beinvested in various projects acrossthe country during the next twofinancial years and the company iscurrently working out fundingmodalities for the upcomingprojects, Chairman, Ratan Tata saidin a statement.

♦ ♦ ♦ ♦ ♦ RINL adding capacity worth`̀̀̀̀12,000crEnthused by the surging demandof steel in the domestic market, theRashtriya Ispat Nigam (RINL) hasdrawn up plans to double its liquidsteel manufacturing capacity in aphased manner involving aninvestment of `12,000cr. In the next

stage, the company will expand itscapacity including high grade flatproduction and cold rolled greenoriented (CRGO) steel, which iscurrently being imported.

♦ ♦ ♦ ♦ ♦ SSPDL Interserve Foraysinto Indian InfrastructureSSPDL Interserve Private Limited, ajoint venture between SSPDL, aHyderabad based company and theUK’s Interserve Project ServicesLimited, has announced itsaggressive forays into the Indianinfrastructure sector. The offshorecompany has expertise ininfrastructure including roads andhighways, airports, commercial realestate, water and socialinfrastructure.

According to the ManagingDirector International, Interserve,George Franks, the joint venture hasalready secured orders worth `200crore primarily in the real estatesector projects stretching acrossChennai, Bangalore, Raichur andTuticorin. The joint venture is apreferred contract for the SSPDL’sprojects apart from third partycontracts. The venture wasfacilitated by the British HighCommission and was selected froma group of 12 companies afterInterserve commissioned UK Tradeand Investment to carry outOverseas Market IntroductionService report to identify Indianpartners.

Similarly, Managing Director,SSPDL, Prakash Challa, said thathis company would hold 51% andInterserve Holdings will keep theremaining portion of the stake,however, both the partners arehaving equal representation on theboard. The offshore company is theinvestment arm of Interserve Pic,which is listed on the London stockexchange and has a market capitalof £1.9 billion currently employing50,000 people while the SSPDL isa listed entity in the domestic stockexchanges.


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Nitco Plans RealEstate VentureAfter achieving the targetedexpansion of its ti les makingbusiness, the Nitco Tiles Limited isall set to enter into the real estatebusiness with three real estateventures in Mumbai entailing aninvestment of `1,000cr.

The company has in the recentpast completed a `100cr housingproject spreading over an area oftwo lakh sqft and is all set tocommence work on `700cr projectcovering nine lakh sqft residentialproperty venture in two months. Inaddition, it is also starting `300crproject in the end of this financialyear. The company has about 100acres near Mumbai and its internalresources will see it through initialphase of funding in the real estateventures.

DDA Launches NewHousing SchemeThe Delhi Development Authority(DDA) is all set to announce a newhousing scheme offering over15,000 flats and apartments ofvarious categories in areas likeVasant Kunj, Dwarka, Jasola andRohini.

The brochure for the upcomingscheme, which also included flatsbeing built in Vasant Kunj for theCommonwealth Games, would beavailable in September, ViceChairman Ashok Kumar said,adding that over 2,000 flats, which

Real Estateare being built to 3-starspecifications with improvedconstruction material and world-class designing with new types oftiles matching world standards, willbe taken into account while fixingthe price of these residential units.Similarly, toeing to traditions thenodal agency will offer flats tovarious segments of the societyincluding those in the LIG, MIG andHIG income groups. The DDA drewoverwhelming response to its 2008housing scheme and innumerablecharges of corruption were alsosurfaced against its officials, butthe apex court eventually gave aclean chit to the building body byexonerating it of all charges.

AHFIL Fixes `̀̀̀̀525crfor Low Cost HousingThe new entrant in the housingfinance business, Aptus ValueHousing Finance India Limited(AHFIL), has targeted `525cr to bedisbursed to those keen to buy lowcost homes in the affordabilitysegment. The company is targetinghouse buyers including vegetablevendors, tea stall owners, smalltime contractors and milk suppliers,who do not have bank statements,IT returns or other such documentsthat a regular finance companywould want before sanctioningloans but they are credit worthy,said Chairman and ManagingDirector, AM Anandan.

He said adding that there areinnumerable instances where pettybusinessmen have a daily turnoverof over `10,000 and are keen tobuy houses but without any validdocuments they don’t get homeloans and the AHFIL has targetedthis class. The company will makeavailable home loans from `10 lakhto `25lakh in the affordable housingsegment and has targeted to

disburse `125cr during the currentfinancial year and `400cr in thenext fiscal.

The finance company, whichwas set up with a capital of `32crwould soon raise `100cr in debt,has planned to cover more peoplein the next ten years. In low costhousing sector, there are twoissues involved including availabilityof housing stock and finance, andthe company is addressing the firstissue and the other would beaddressed with the help of buildersand to meet funding requirementsAptus would soon raise resourcesfrom banks financial institutionsincluding National Housing Bank(NHB), he added.

Lodhas Sheds StakeWorth `̀̀̀̀500crIn its attempt to raise funds for the117-storey residential tower inMumbai, the Lodha Developers, hassold about 10% stake for `500 crorein the project to HDFC VentureFunds. The latest deal has beenmaterialized just to keep up theinvestor’s appetite for quality realestate projects in the country, saidManaging Director, Abhishek Lodha.

According to experts in the field,the latest deal is the second largestprivate equity investment in India’srealty space and props up thevaluation of the project at `5,000crore, two and a half times of itsestimated cost. The residentialbuilding, World One, as claimed byits developers will be completed in


NEWS Real Estate

2014. This is a rare deal in the realestate market in India asdevelopers normally completeprojects with the money they getfrom bookings and go to privateequity investors at a later stage,commented Country Head, JonesLang LaSalle Meghraj.

Lodha claimed that the projectsecured bookings worth `1,200crore in the first month apart fromthis the developers invested `500crore as equity contribution towardsthe project and now with PE fundswe may achieve the financialclosure of the project. Moreover, theHDPC investment will also add tothe credibility of the project asLodha Developers was left with theoption of selling stake to investorsafter it shelved plans to raise moneyfrom the primary market, saidanother expert.

Zuri Resorts Plans`̀̀̀̀1,200cr ExpansionThe multinational conglomerate,Zuri Hotels and Resorts, hasrecently drawn up a multi-facetedexpansion approach for its hotelchain within and outside the countryentailing an investment of `1,200crore. In this connection, it isbuilding its own brand and takingup management contracts as a partof its strategy to push the numberof its wholly owned properties,Assistant Vice President & (PR)Corporate Communications, PritiChand said.

She said adding that such amove will facilitate rapid expansionof the group and the companyintends to set up at least 10 to 15projects under the managementcontract models in cities including

Hyderabad, Chennai, Mysore andKochi. Similarly, its fully ownedprojects will be coming up atBangalore, Nairobi and in West Asiain the next two years and the groupis in advance state of negotiationswith various private owners for themanagement of these hotels, sheadded.

Giving momentum to itsstrategy, it has already acquired sixacres land by the side of the newInternational Airport at Bangalore inDevanapalli involving an investmentof `200cr where it is setting up5-star luxury hotel expected to becommissioned in the middle of2012. The group which started itsoperation in India in 1999 with itsfirst hotel in Goa, currently operatessix luxury hotels and resorts atvarious locations across India,Kenya, and the UK.


NEWS Real Estate

Maharashtra UnveilsEco-tourist ZoneThe Maharashtra government in arecent move has drawn up plans toset up an attractive eco-tourismzone and entertainment park on anarea of 3,166 acres at Goregaoninvolving an investment of `7,000cr.The area is currently housing anAarey Milk Colony, a very popularmilk dairy in the state.

According to the State Ministerfor Dairy Development, Nitin Raut,the state government will set up anentertainment park on a patch of100 acre and it would be built as aroller coaster, merry-making andBollywood style’s studios togetherwith apartments and model tribalsettlements. In addition, a 350 acrenature and bio diversity centre willbe developed with lush greensurrounding to preserve the floraand fauna currently found inabundance in the colony, besides amini jungle for city’s settlers to enjoythe natural environment of themetropolitan city.

Anil Ambani ThemeParkThe R-ADAG group of RelianceIndustries belonging to Anil AmbaniGroup is all set to clinch a dealwith the Universal Studios of theUS to set up a Theme Park andResort in India stretching across400 acre at a whopping investmentof `6922cr ($1.5b).

The ADAG Group, which isscouting land in Delhi and Mumbai,will own the venture and pay royaltyto the Universal. The upcoming parkwould look similar to the UniversalParks in Los Angeles, Orlando inFlorida and Japan offering varietiesof roller coasters rides, shops,movie with related merchandise andnearby hotels and resorts.

SEZsIn addition, the ADAG has

already signed an agreement with50:50 venture early last year withLondon based Great WheelCorporation, intellectual patentholders of the London Eye, GiantFerris Wheel, which is the mostpopular paid tourist attraction inBritain. It is planning to set up andoperate similar entertainmentfacilities in five cities across Indiaof which one has been planned forDelhi and the total investment apartfrom land prices, is expected to beabout $500 million.

Govt Pushes SEZUnits to ComfortZoneGiving additional time line beyondthe stipulated deadline of March2011 to start operations andbecome eligible for tax incentivesin line with the present norms, thegovernment in a recent statementhas clarified that some more timewould be given to the developers tocomplete the work and beginoperations.

It may be recalled that therevised discussion paper on DirectTaxes Code (DTC) has suggestedcontinuation of the 15 year taxholiday for units operational byMarch 2011. As under Sections10AA of the Income Tax Act SEZsare given 100% tax exemptionduring the first five years, 50% inthe following five years and 50% ofthe plough back export profit for thenext five years. However, the newunits would not get such benefitsand they would be subject toinvestment linked incentives, saidFM in a statement.

He further added thatinvestment related tax incentiveslimit tax benefits on profits earned

by these tax free enclave ownersonly after the recovery of the capitaland revenue expenditure and itexcludes expenditure made on land.In totality, if the scheme isimplemented the developers wouldnot enjoy as many benefits asunder the current policy. In thisconnection, the government shouldtake conscious decision to bringstability in the SEZ Policy, to giveconfidence to the investors whohave put in huge amount of moneyinto these projects based on thetax incentives, demanded RajivChugh of Ernst and Young.

Govt Relaxes SEZsNorms for SmallerCitiesAvoiding the adverse impact of theDirect Taxes Code (DTC) on SpecialEconomic Zones (SEZs), thegovernment in a recent move hasrelaxed the built up area norms forthese units coming up in tier twoand tier three cities. The latestmove will spur large scaleinvestments in IT/ITeS SEZ insmaller cities thereby helpingsectors including gems andjewellery, non-conventional energy,biotechnology and free tradewarehousing where minimum builtup area norms are prescribed.

Making things more clear thegovernment in a notification hasclassified all cit ies into fourcategories including A1 comprisingfour metros, Bangalore andHyderabad; A, which includes citieslike Pune Ahmedabad, Coimbatore,Vijayawada and Visakhapatnam.While in B1 the smaller citiesincluding Patna and Ludhiana andthe cities falling outside these threecategories have been categorizedas B2 cities.


NEWS SEZs

Equipment News

Ingo Schiller Named SeniorVice President of GlobalMarketing

Manitowoc Craneshas named IngoSchiller senior vicepresident ofw o r l d w i d emarketing, effectiveSeptember 1, 2010.

Schiller wil lmanage all aspects

of global marketing for Manitowoc,including marketingcommunications and productmanagement. He succeeds BobHund, who is now concentratingsolely on his role as executive vicepresident of Manitowoc Crane Care.

“Ingo brings a depth ofknowledge to this role that willenhance our visibility on a globalscale,” said Eric Etchart, president,Manitowoc Cranes. “He has aunique talent for strategic thinking,and that should be of tremendousbenefit as he and his team developManitowoc’s product line strategies.”

Schiller has over 20 years ofexperience in the crane industryworking mostly in sales, marketingand product support. He joinedManitowoc in 2008 as the vicepresident of mobile cranes and wasrecently appointed to senior vicepresident of sales and marketing

for Manitowoc Cranes Americas.Prior to joining Manitowoc, heworked as vice president of salesfor Liebherr Cranes Inc.

Functions Schiller will manageinclude global product manag-ement, operational marketing, tradeshows, advertising, public relationsand website development.

Construction EquipmentLoansAn ICRA analysis of variousAsset Backed Securitisation (ABS)transactions rated by it during 2010has revealed that pool acrossvarious originators, and assetclasses, loans given for acquiringconstruction equipment have hadlower delinquency levels whencompared to other loan pool,particularly for cars and commercialvehicles.

The repayment rate has alsobeen very low in case of CE poolscompared with cars and CV pools.The key performance indicators arethe aging profile of the securitisedpools, collection efficiency ratios andthe rate of foreclosure of contracts.In addition to these, poolperformance–related issues, ICRA,during its surveillance of the cratedpools, takes into account factorslike maintenance of credit quality ofthe originator and its performanceof the overall portfolio.

Crompton Greaves Tie-upCrompton Greaves has announcedthat its subsidiary, CG HoldingsBelgium, has entered into an MoUwith EIC Group of Saudi Arabia toset up a second joint venture toconsolidate its business in the EPCsegment in West Asia.

UMPPs Equipment ImportEquipment import for upcomingUMPPs in the country may attractduty. The move may lead toincrease in tariffs of powergenerated from these projects. Atpresent, the import of powerequipment for UMPPs does notattract any duty so as to give fillip topower generation in the country.With the Government set to imposea 14% custom duty on powerequipment to check Chineseimports, private companies keen toaccess inexpensive foreignequipment have sought the PMintervention. Under the umbrella ofthe Association of PowerProducers, have stated that theircontribution will be restrained ifcustom duty is imposed on foreignequipment. Imposing duty has aserious implication on the coststructure and tariffs and canseriously impact the additionalcapacity program being planned bythe private sector, says theAssociation.

JCB to Set up Engine UnitJCB India has announced that it isgoing to set up a unit tomanufacture engines at its factoryin Ballabgarh, where it has itslargest facil ity worldwide tomanufacture backhoe loaders.

The company which recentlyannounced selling of its 100,000thlocally manufactured machine andlaunched three new products hasalso launched a rebrandingexercise. A new logo has alreadybeen introduced in the UKand Europe and will be rolled outin phases on all its products

across the globe in the next 6-9months.

Mr Vipin Sondhi, ManagingDirector & Chief Executive Officer,JCB India Ltd said that a newengine unit will be set up atBallabgarh by the last quarter ofthis year. Over the last four years,he said that it has added aninvestment of over `600 crore intwo plants, one each at Pune andBallabgarh. The company is in astrategic position to utilize India asa world class base formanufacturing. The company waslooking at exports to West Asia,APAC and Africa.


NEWS Equipment News


Interview

L&T–CASE

Since its inception, it has been aconscious effort of the company tocontinuously invest in Research andDevelopment to ensure that ourcustomers continuously are gettingthe most updated technologicallysuperior products. The machine thathelps customers to operate withlow operating costs while providingthe advantages of better productivityand reliability has been the USP ofL&T–CASE. Our Backhoe Loaders,particularly model L&T–CASE 770,have distinct advantages and arebecoming exceptionally popular withits customers.

Unwavering focus on technologydevelopment and regular interfacewith the customers and end usershas facilitated the company with anability to capitalise on the markettrends, even as our competitorswere feeling the heat of theeconomic slowdown. Strongcustomer focus has been one ofthe company’s guidingphilosophies.

What is the USP of company’sprestigious L&T–CASE 770Backhoe Loader?

Strong customer focus has been one of thecompany’s guiding philosophies. It has been aconscious effort on our part to continuously investin Research and Development ensuring thatcustomers get the most updated and technologicallysuperior products. The machines that help customersto operate with low operating cost while providingthe advantages of better productivity and reliability,says Mr. D.V. Junnarkar, Head – Marketing,L&T–CASE Equipment Private Limited in aninterview with S.A.Faridi. Excerpts.

Kindly introduce L&T–CASE to ourreaders both its manufacturingand marketing operations.L&T-CASE is a joint venture of L&Tand CNH America LLC (a whollyowned subsidiary of CNH GlobalN.V.). Its manufacturing facilities atPithampur, MP, are certified underISO 9001-2008 for design,manufacture, sales and service ofBackhoes Loader and VibratoryCompactors.

The machines are marketedand serviced by its marketingdivision, headquartered at Mumbaithrough a network of 54 dealersand complemented by L&T-CASEZonal and Area offices across thecountry.

What are the salient features andengineering facilities the companyhas put in place to produce highquality products?L&T-CASE's state-of-the-art facility atPithampur incorporates the bestinternational practices of leanmanufacturing and single piece flowtechnology. The new plant has beenupgraded with laser cuttingmachine, sophisticated robots,tooling, etc. to produce high qualityof product and reliability.

The latest technologyincorporated has substantiallyenhanced the periodic oil and filterchange interval in Backhoe Loadermodel L&T–CASE 770 machinewhich has reduced the operating

cost almost by `75,000 to85,000 per year for anaverage utilization of 2000hrs a year.

We perceive that yourcompany invests a lot oninnovation and R&D. Howdoes your inclination helpthe company to makesuperior productsdedicated to customerrequirement?

Optimistic About Future Market Share


Interview


Interview

One of the best examples of amachine that is perfectly suitedto work in the toughenvironments that aresometimes faced in India isour L&T-CASE 770 BackhoeLoader. L&T-CASE 770Backhoe Loader is built withan engine compliant to thelatest emission norms and theworld’s best hydrauliccomponents and drive line. Themachine is sturdier and veryreliable.

What is your market overview ofBackhoe Loaders and VibratoryCompactors?We expect the industry numbers forFY 2010-11 to grow to 23,500 unitsof Backhoe Loader and to 2,600units of Vibratory Compactors. Weare quite optimistic and confidentto improve our market share further

both in Backhoe Loaders andVibratory Compactors.

How do you foresee the demandfor construction equipment on theback of current focus oninfrastructure development?Increased spending on urbaninfrastructure, railways and road

construction, hydel projects,rural housing will increasedemand for backhoe loaders.The infrastructure sector isgetting lot of attention fromthe government andtherefore is poised for anaccelerated growth.

If you were to look at thetrends, the market in Indiais largely skewed towardsmultipurpose and mobilemachinery like backhoeloaders.

We are expecting thatthe infrastructure growth willcontinue as Government is seriousabout implementation of projects ina time bound manner. There is awide gap in the presentinfrastructure and what we need inour country. Infrastructure will forma major part of India’s GDP growthin the next ten years.

TELCON Enhancing Equipment Performance

TELCO ConstructionEquipment Ltd, the leaderin construction equipment in

India, has been enhancing theoperational performance for itscustomers by improving theirprofitability and competitivenessthrough constructive solutions.TELCON is a joint venture withHitachi Construction Machinery Ltd,Japan that holds 60% share andTATA Motors which holds thebalance 40%. TELCON startedmanufacturing of constructionequipment in 1961 as a division ofTELCO. In 1984, it entered into atechnical collaboration with HCM,Japan for manufacturing state-of-the-art hydraulic excavators.

TELCON’s consistent growthand success have been built onthe foundation of its ability tounderstand customers’ needs andprovides equipment and supportsolutions that increase profitabilityand competitiveness for them thatis what “Constructive Solutions is.”The ability to deliver ConstructiveSolutions starts with Telconcomprehensive range of equipmentthat ensures that the customer hasthe right kind of equipment for allconstruction, mining andinfrastructure needs.

TELCON is the largestmanufacturer of constructionequipment and it has three

its worth in tough applications. Thishas been widely recognized invarious markets across the country.

TELCON has also recentlyintroduced TATA 315E to cater tothe needs of hiring and rentalmarkets whose primaryrequirements are less fuelconsumption and overall lessowning and operating costs. Thishas been evolved through its focusin understanding their customers,needs and increased theirprofitiability and competitiveness.

The Tata 315E is powered bythe popular 76 HP TATA 497 TCengine with fully powershiftTransmission and Axles fromInternationally renowned ZF andadditionally provided with a sturdyPower Curve Boom and best inclass Control Valves.

The 315E as the customerssay is, “simple, efficient, reliable,economical, and a truly FuturisticBackhoe Loader - ideal for thecompetitive world."

For further details please contact:Fax-+91-80-66953309E-mail: [email protected]

manufacturing plants - atJamshedpur in Jharkhand, Dharwadin Karnataka, and Kharagpur inWest Bengal. Telcon has recentlystarted operations at its newmanufacturing facility in Kharagpur.

TELCON's ConstructiveSolutions is enabled by itswidespread network that ensuresthat wherever its customers are,they are not far from the companyand its services. TELCON dealersprovide support to the customersby supplying parts and expertservice.

Telcon focuses on value addedservices by offering FullMaintenance Contracts, whichcomplete the package to itscustomers and enable them freeprecious resources for their coreactivities. Specialized reconditioningand refurbishing services areoffered to ensure that the utility ofthe equipment is extended and lifecycle costs brought down.

Tata Backhoe LoaderIn the Backhoe Loader segment,Telcon has a dominant position inthe 85 + HP segment which ispossible primarily because of itsTATA 315V capable enough to prove


Equipment & Machinery

Lonking Holdings Limited oneof the largest constructionmachinery manufacturers in

China was founded in 1993 andhas 18 wholly owned subsidiariesat present. Its manufacturingfacilities are located in Fujian,Shanghai, Jiangxi and He’nanprovinces with total site space ofover 3 million square meters formaximizing geographicaladvantages.

Lonking manufactures wheelloaders, excavators, road rollers,motor graders, forklifts and theirmain components such astransmissions, torque converters,axles, hydraulic components, gears,tubes & hoses, drive shafts, etc.

In 2008, Lonking sold around30,000 units of wheel loaders withmore than 20% market share inChina that makes Lonking No. 1 interms of sales quantity of wheelloaders in the world. Lonking willcontinue its efforts in developingand manufacturing high efficient andenvironmental friendly products andplay a part in the global economicdevelopment and human civilization.

Lonking has gradually developed itselfin Longyan its birthplace in the pastdecade. With a production area of over2,000,000m, it manufactures wheelloader, excavator and the spare partsincluding axle, transmission, hydrauliccylinder,casting, forging, etc.

In 1999, Lonking set foot in Shanghaiand built a one million square metermodern industrial park integrating R&Dand production of wheel loaders,excavators, forklifts, road rollers andother major components.The park’sinvestment scale, R&D capability,production equipment, manufacturingtechnology, test & inspection equipment,product performance and residentialenvironment are absolutely of world class.

In 2003, Lonking established an industrialpark for the production of gears, pumps,valves and other main components inGao, a City of Jiangxi province. Coveringan area of 300 thousand square meters,the industrial park is an importantmanufacturing facility of Lonking inJiangxi province.

In March 2007, Lonking acquiredZhengzhou Baiyun ElectromechanicalCompany and renovated it as Lonking’smanufacturing facility in Zhengzhou,He’nan Province. This marks thebeginning of Lonking’s DevelopmentStrategy in Central China.

Strong Competitiveness &Diversified StrategyLonking's first priority is efficiencysince its establishment. It hasperfectly outlined a spiral successtrack of being the follower, thechallenger, the pioneer and nowthe leader in the industry. With aprospective view, Lonking hasavailed every opportunity and madea series of wonders.

Vertical IntegrationLonking is actively involved in R&Dand production of core componentsincluding gearbox, torque converter,axle, hydraulic components, gears,pipes and the drive shaft andboasts a 60% high ratio of self-manufactured components andparts. The vertical integrationassures that component cost isunder effective control and alsoguarantees quality of the finaloutput.

Leading Quality ControlFacility and SystemLonking‘s superior manufacturingtechnology and equipments aremanifestations of the precisiondigital production.

The fabrication adopts state-of-the-art technologies such as CNCflame cutting, CNC laser plasmacutting and CNC turret punch.

Made in China For The WorldLonking



Lonking has an internationaldistribution network which sellsproducts to more than 50 countries,including Russia, EU, Middle Eastand Southeast Asia among others.Lonking expects further growth inoverseas market.

Social Responsibility, Care forHumanityLonking actively advocates the win-win value of “Big Lonking Family”and takes the initiative incontributing back to the society.Carrying forward humanitarianismspirit, the Li San Yim CharityFoundation actively supports thesocial and public welfareundertaking positive role of “BigLonking Family” interpreting theconnotation.

Making HistoryWith great foresight of a new eraand the international market,Lonking is approaching the goal ofits second round businessd e v e l o p m e n t — L e a p - f o r w a r dDevelopment, Global Positioning” tobe a world -leading company, bythe full implementation of its ninedevelopment strategies and threefive-year plans with high efficiency.From China Top Brand toInternational famous brand, Lonkingis Striving to promote thedevelopment of the worldconstruction machinery industry andthe progress of human society.

The welding of variouscomponents and structure partsemploys electrical arcs, tracepackage and robot weldingtechnology.

The production of axle andtransmission adopts the globallyleading FMS flexible manufacturingsystem and horizontal machiningcenters.

The production of hydrauliccomponents is completely bycontrolled CNC.

Large Scale R&D Investmentand Long-term InnovationLonking boasts of an elite R&Dgroup and an annual R&Dinvestment above the averageindustrial level among the domesticmachinery manufacturing sector,and expects to increase by at least30% annually.

Lonking has accumulativelyinvested over 500 Million RMB inR&D of new products and newprocesses and technology update.

Convenient Marketing NetworkDomestically, Lonking hasestablished a broad marketingnetwork nationwide. More than 800primary and secondary distributionagents follow the 3 in 1 businessmodel, i.e,. Machine sales ,aftersale service and the spare partssupply. This systematically improvesand ensures smooth saleschannels and after sales service.

See you atVisit Booth F08



Soil cement-mixing wallmethod is making the soil-cement wall which do in situ

by using the multi-shaft augerequipment developed specially byinjection of cement slurry from thepoint and mixing it with the existingsoil for making the soil-cement wall.As a soil cement-mixing wall ofcontinual one body, the completelap being able to point to the boredhole mixing axis of the elementedge to the next element, it keepscreating.

As for the soil cement-mixingwall, it is possible to utilize wide-ranging in the waterproof earthretaining wall, in the resistanceearth retaining structure and thedead water wall. Standard wallthickness of Soil cement-mixing wall

method is Ø650mm and Ø850mm.In case of Ø850mm walls, it issuperior in yield waterproofcharacteristic and high reliability atdeep retaining structure.

SMW method operates thebased machine, the earth auger,the screw and the plant whichresponds to purpose combiningwith the optimum. For example,when it is the hard ground wherethe preceding pre-boring isnecessary, changing to the singleauger screw for pre-boring. SEMWprovides different Drilling Tools, thecombination of Cutter Head andShaft form, as per specified soilcondition for rapid drilling speedand keep long service life forDrilling Tools.

SEMW Super Auger for Soil Stabilization

General of SMW method SMW auger with DH558 working in the job site

Standard Drilling Tool

Sandy Soil Drilling Tool

Cutterpick Drilling Tool

Pre-drill Boring Tool (single auger screw)



Features of SMWMethodHigh WaterproofEffectSoil cement-mixing wall isuniform with the uniquemixing mechanism whichprovides the mixing wingand the traveling wingalternately. Furthermore,the elements are jointedwith each other throughlap system, it is superiorin waterproof charac-teristic in comparison toconventional method.

Little Influence onCircumferentialArea ofFoundation, noGroundSubsidenceBecause of Mixing-agitation with cementslurry is performed in situearth in order to createthe soil cement wall,looseness and collapse

of the hole wall quite are little, the influence on circumferentialarea of foundation such as ground subsidence hasdecreased.

Shortening in terms of worksBecause in site earth mixing system with one process,period of works is shorten in comparison with conventionalmethod, and superior in economical efficiency.

High LiabilityStandard mixing column diameter is Ø550 - 650 mm, but tocorrespond to the much deeper requirement recently, mixingcolumn diameter Ø850 - 900 mm has become possible dueto the reinforcing material having big section modulus beable to insert.As for depth of wall longest for SEMW Super Auger is 55 m.

For further details please contact:Mr. Roy LeeTel: 86-139 1740-4912E-mail: [email protected]



Terex Minerals ProcessingSystems recently organizedan Open Day for its

customers and dealers in Asia atits Subang Jaya Factory in Malaysia.The participants were customersand dealers from entire regionincluding Vietnam, Korea, Taiwan,Sri Lanka, Indonesia, Thailand,Singapore, Malaysia and India. Withparticipation of over 150 keycustomers and dealers, this eventwas a great Brand Building Exerciseby Terex Minerals ProcessingSystems.

There was also an impressiveEquipment Display put up at thefactory premises. On display werea large Jaw Crusher Model ST 47along with the Jaw Crushers ModelsJW 42 and Model JW 40. Therewere 4 types of Cone Crushers ondisplay including the popularmodels TC 1300 Cone and TC1000 Cone. A large Gyratory ConeCrusher Model J 50 was on displayalong with the 3’0" HITX GyratoryCrusher. Customers also tookinterest in the Horizontal ShaftImpactor on display. Customersfrom India showed keen interest inthe large size crushers which wereon display at the event.

The day started with aPresentation Session on thecomplete range of Static, Wheeledand Modular Crushing & ScreeningProducts offered by Terex MineralsProcessing Systems. The TechnicalPresentation was made by Mr. MikeSchultz, Global Product Manager -Crushers, Terex Mineral ProcessingSystems. Mr. Schultz highlightedfeatures and benefits of Terex’sequipment range comprisingVibrating Grizzly Feeders, ApronFeeders, Vibrating Screens, JawCrushers, Horizontal ShaftImpactors, Vertical Shaft Impactors,and Cone Crushers. There was aspecial Technical Session onManufactured Sand which washighly appreciated by the audience.

Value of MalaysianOperationChoosing Malaysia as the venue byTerex for its dealers-customersmeet was owing to its vitaloperational presence in Malaysiaitself. According to Mr. Jason Talbot,Global Product Line Director, TerexMinerals Processing Systems “ourMalaysian Plant Operation is key toour business in entire Asia and

this is the reason we opted forMalaysia for this occasion in orderto provide the customers anddealers an appropriate feel of ourplant, the high quality standardsmaintained and our businessoperation as a whole.”

According to Mr. Talbot, theMalaysian Factory supports thecustomers in Asia by providingquality machines as well as Partsand Service Support. This is alsoan important manufacturing facilitywhich supports the globaloperations.

Mentioning about the supportprovided by the plant for its Indianoperations, Mr. Jaideep Shekhar,Director, Sales & Marketing – Asiasaid, “Terex Minerals ProcessingSystems uses the Malaysian facilityas a key support hub for the Spareparts and Service Support forcustomers in Asia for all machinesmanufactured in Asia as well as atdifferent locations throughout theglobe.”

According to Mr. Shekhar, theexcellent response to the Open Dayshowed the keen interest of thecustomers in Asia in Static andWheeled range of Crushers andScreens.

The PlantTerex’s Malaysia facility can bedescribed as a completelyorganized and integratedmanufacturing entity in itself. ThePlant which is Certified with ISO-9001:2008 is equipped withcomplete manufacturinginfrastructure for manufacturingrange of Jaw Crushers, ConeCrushers, Horizontal ShaftImpactors, Vibrating Feeders and

Terex Mineral Processing Systems Malaysian Brand Building


Customer Meet


Customer Meet

Vibrating Screens. The plant operates on leanmanufacturing systems. The customers were taken to theFactory Premises after the Equipment Display.

Manufacturing infrastructure of the plant consists ofmilling machine, located at the machine shop. There area total of 12 major machining machines available in thefactory including Zayer, Giana, Vertical Bourer, etc. Thewelding shop is completely integrated to the machineshop. Welding along with Critical Parts manufacturing isundertaken in house to maintain the desired qualitystandards set by Terex. Intra plant movement of partsfrom the welding shop and machine shop is supportedthrough batch of EOT cranes.

The plant maintains high quality standards and thereare separate Test Bays for testing Jaw Crushers, ConeCrushers, Vibrating Equipment, etc.post production. Eachmachine is run of the test bed for an average of 6 hoursbefore the Quality Check is approved. Critical parts i.e.shafts, frames are tested with hardness tester. Micrometeris used to check most of the incoming parts and machineparts to maintain the quality standards.

All machines are painted under coat & finishing withGLOSS level of 90%

Terex Minerals Processing Systems also offers itscustomers the facility of repair and major overhaul of thecrushers at the factory. Trained Service Experts at theFactory are available to do the Service overhaul jobs. Thefactory is having a separate warehouse area to stockspare parts and components required for the end usersand dealers and is separate from the production stock.This helps to achieve better customer focus and quickdelivery of parts to the customers.

Customer Meet

The Launch of BSS 46 in Indiaby Putzmeister is in line withits philosophy of opening new

segments & making the latesttechnology available to the Indiancustomers. The Boom Pump ismounted on a trailer. With trailerconfiguration, it has opened the eraof higher reach Boom Pumps inIndia which till now were restrictedbecause of non-availability of biggerTruck chassis. The pump isequipped with 5 arms for betterreach and maneuverability. It has amaximum vertical reach of 45.1m(148ft) and horizontal reach of41.1m (134ft). It is also equippedwith a 140 cum/hr core pump andis mounted on a homologated trailerwhich is allowed to run on Indianroads.

In the past, the Indiancustomers faced lot of difficulties ingetting their projects executed forwant of bigger Boom Pumps.Ultimately they had to import theseBoom Pumps and were allowed to

“We are using Putzmeistermachines for our various projectsand feel that Putzmeister is thelargest Concrete PumpManufacturing Company in theWorld. We are very happy toacquire the largest Boom Pumpin India from Putzmeister for theconstruction of our project."

PM's Largest Boom Pump BSS 46 at Work


Case Study

keep them in the country till thecompletion of the project. Once theproject was completed the pumpswere sent back to their place oforigin. Earlier, PM also imported 52M Boom Pumps for projects in Indiaand subsequently shipped themback to home after the project wasover. Keeping these difficulties inview, PM India opened the segmentof larger Boom Pumps in the Indiaby launching BSS 46 whichaccording to the company is India’sbiggest and the only 46 m Trailermounted Boom pump.

BSS 46 has been designed inaccordance with the existing roadregulations. Customer does notrequire special permission to movethis machine from one place toanother as it can be pulled by atractor. As most of the customershave tractors in their fleets, thislead to lesser investment in buyingthe concrete pump. Slave Engine of190 KW Volvo Penta, which isanother added feature of BSS 46,

is very fuel-efficient and there is aneconomic output control system bywhich RPM of the Engine can beadjusted according to the Load onthe Machine and this again leadsto higher fuel efficiency.

The RZ-folding technology ofBSS 46 is most advanced helpingin quick erection of the Boom andconcrete pouring can be startedimmediately. Apart from normalapplications, this pump is alsosuitable for infrastructure projectsincluding LNG tanks, chimneys,power plants etc. BSS 46 is currentlyworking on the site of the residentialProject being developed by UnitechDevelopers at Sector-33, Gurgaonin Haryana.

Sand is one of the mostimportant ingredients indeciding the strength and

quality of concrete. The successand failure of a constructiondepends significantly on the qualityof sand used. Sand that ensuresstrength and beauty of constructionpossesses rounded and cubicalparticles. Such sand has full rangeof well-graded size that finishessmoothly. Experts haverecommended technical parametersand methods to judge the quality ofsand. Fineness Module (FM) ofsand is one such importantparameter in judging quality ofsand.

Sand with the required FMensures good workability andfinishing properties in the concrete

mix. The sand must have cubicleparticles for all sieve sizes andmust be washed. Materials whichcan be crushed to make sand arelimestone, granite, basalt, gravel,andesite, sandstone, sil ica,quartzite. In short, and any soundstone used for construction materialcan be crushed to produce sand.

The Parameter of FM wasdeveloped to indicate the propertiesof sand in a numerical value. Thefineness modulus indicates therelative fineness or coarseness ofa sand sample. The accumulatedpercentages retained on numbers4,8,16,30,50, and 100 screen sievesare added up and the total dividedby 100 giving FM number. The idealmanufactured sand grading yieldsa FM number of 2.76.

Commercially, FM number of 3.0 orless is acceptable.

Sand ManufacturingPROMAN, manufactures crusherswhich produce manufactured sand.

Manufactured sand which isproduced by crushing aggregateshas a tremendous demand as welland PROMAN is one of the worldleaders in this segment.

PROMAN focuses on thefollowing:♦ Major accounts in the mineral

and contractor segment♦ Sand plants♦ Road and Dam contractors in

India and neighboring countries♦ Mines and Mineral Processing

IndustriesPROMAN has a state-of-the-art

factory in Bangalore to manufactureCrushing, Screening and SandWashing equipment to supplyaggregates and sand to quarry andmineral sectors. PROMANmanufactures Vertical Shaft ImpactCrushers in collaboration with M/sREMco, USA who are leaders inreduction technology. PROMAN-REMco machines produce cubical,well-graded, sound, mid-rangeaggregates, specification sand andother fine sizes.

In collaboration with LIPPMANNof USA, PROMAN manufacturesheavy duty primary Jaw Crusherswhich have capacity to produce?100 to 500 tons per hour. PROMANalso manufactures PROcone a conecrusher which does both secondaryand tertiary crushing.

Manufacturing Sand For Concrete With

Proman Crushers



PROMAN has collaboration withM/s Finedoor, United Kingdom formanufacturing screens and grizzlyfeeders in India.

PROMAN in collaboration withM/s Aggregate EquipmentIndustries, USA manufactures theunique Ortner for the removal offines from the product available fromcrushers. PROMAN has flexibility inthe form of PROMO series mobilecrusher and PROMAN-Striker rangeof Tracked Machines.

Custom EngineeredEquipment For SandManufacturingREMco Sandmax VSI is exclusivelydesigned to produce sand and otherfine products. It producesmanufactured sand from hardabrasive rock at an affordable cost.

It can be custom engineered tomeet specific sand productionrequirements. The REMco SandmaxVSI offers unmatched advantage interms of power consumption. MostVSI’s in the market have traditional3 port rotors which is a powerhungry design. With 3, 4, 5, 6 portREMco rotors pull in more materialthrough the rotor and ensureefficiency in terms of powerconsumption. Typically, the powerconsumption in a REMco VSI is inthe range of 1 to 1.4 HP per tonwhich is quite close to the powercost of a tertiary cone. The REMcoVSI offer shape and gradeadvantage and the material goes100% through the rotor whether itis “Rock on Rock” or “Rock onAnvil” design. The flexibility of therotor speed, type of chamber androtor offers greater control ongradation.

PROMAN-REMco VSIs arecrushers and not just shapers.Better design and materialtechnology guarantee lesser wear-cost per ton. Higher feed size upto75 mm is possible with PROMAN-REMco Sandmax VSI.

This type of VSI has widercontrol of speed for efficientoperation. As the graded rocks arefed to the crusher, each particleexperiences a rapid accelerationand deceleration in microseconds.This fills the crushing chamber witha violent rock cloud. Depending ondesired product, the crushing forcesapplied can be controlled by theoperating speed of the machine.The speed control when combinedwith a variety of crushing chamberfeatures results in optimumcrushing efficiency for the powerapplied.

PROMAN-REMco VSIs are easyto maintain as they can be servicedfrom top. The tips are “insert” typeunlike the traditional “bolt on” typeused by others. Lubrication is alsoeasy as greasing can be donethrough centralized greasing block.These VSIs possess impressivestructural integrity as they areheavier and built like crushers andnot just shapers.

Dual PurposeAggregate PlantThe plant for concrete sandmanufacturing that meets the IS:383 (Zone I and II) specificationsrequires an elaborate flow circuitdesign. The equipment consists ofsurge bin, feeder, automation,screen, washing and blendinggates.

Surge bin is necessary toprovide a ready large quantity ofnew feed to the crusher. The surgebin protects the crushed sandcircuit from the productionirregularities in other parts of thecrushing plant. The surge binshould be filled with clean wellgraded material having a maximum



of 3" (75 mm) or any smaller size of sound stone orgravel.

A feeder is essential as it controls the rate of newfeed introduced to the sand circuit. A feeder allowsoptimum and continuous flow or new feed. Belt feedersare preferred because of their linear capacity andcontrol. Electro mechanical vibrating feeders are alsoacceptable but provide less control at maximum feedrates requiring that they be oversize.

The addition automation increases sandproduction by 10% to 30%. Automation eliminates thehuman factor lowers operating cost and ensuresmaximum feed rate to utilize all the connected crushingpower. Automation ensures continuous crusherdischarge grading.

The vibratory screen is designed for fine screeningbelow 3/16" (4.75 mm). It may be 2 or 3 deck type. Itcan be horizontal or inclined style. It must beconservatively sized, preferably oversized.

ConclusionNatural sand is depleting at a very fast pace andefforts are being made to conserve it. The majorsolution to this problem is to use manufactured sandproduced by crushers such as those provided byPROMAN.

Manufacturing concrete sand is proving to be thebest solution that balances the demands forenvironment protection and higher economic growth.

PROMAN provides crushing solutions and itbelieves that its equipment is a part of the totalsolution which involves the process, the applicationand the system. It spends a lot of time to understandcustomer requirements and ensure that it educatesthe customers so that they take the right decisionPROMAN’s u.s.p. is to provide innovative crushingsolutions with its collaborations in technology fromworld class crushing and screening equipment.PROMAN is known for providing crushing solutions,which are customized to the segment or industry.

www.nbmcw.comAnything, everything whatever you arelooking for—Products, Services, News,

Projects, Tenders, Technology, TechnicalArticles, Discussion forum, Appointments

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Over 180 Potain towercranes, Grove mobilecranes and Manitowoc

crawler cranes are helping buildthe world’s largest women-onlyuniversity in Riyadh, Saudi Arabia.Set over 8 million m2 and costingapproximately $11.5 billion, PrincessNora Bin Abdul Rahman Universityis one of the largest construction

Manitowoc Cranes Build LargeSaudi Arabian University

There are over 180 Manitowoc cranes on the project. All the tower cranes weresupplied by UAE-based Potain dealer NFT

projects in the Middle East.The three main contractors are

Saudi Oger Ltd., Saudi BinladinGroup and El Seif Engineering andContracting Co.

David Semple, ManagingDirector of Manitowoc Cranes in theMiddle East, said Manitowoc washonored to provide the majority ofthe cranes for this major project.

“The cost, scale and prestigeof this project all combine to makeit one of the largest projects wehave been involved with, both in theMiddle East and worldwide,” hesaid. “It is backed by the King ofSaudi Arabia and is attracting a lotof attention.”

The first Potain cranes arrivedin April 2009. Some were sold toSaudi Oger while others areworking on rental contracts. All weresupplied by NFT, the UAE-basedPotain dealer that covers the Gulfregion. NFT is one of the world’slargest tower crane owners and isone of the longest-serving cranesuppliers in the Middle East.

Cranes from across the Potainrange are being used onsite. Themost popular models include 17MD 365s, 16 MDT 368s, 14 MC310s, and 11 MD 345s.

Nabil Al Zahlawi, ManagingPartner at NFT, said tower cranesare managing large parts of theconstruction work.For further details, please contact:Fax: +65 6862 4040E-mail:[email protected]



Japan Selects MB’s Buckets Crusher toBuild Underground Transport Systems

In fact, traditional crushingequipment could not be used sinceit was not possible to move thematerial to other locations, andtraditional crushers would have ledto significant difficulties in terms ofnoise, dust, safety, and operation.The technological jewels BF60.1and BF70.2, on the other hand, offera perfect combination of versatilityand manageability, avoiding theburdensome task of moving thematerial and producing thestabilized pavement directly on site,thereby saving time and reducingcosts. Tokyo has one of the mostexpensive transportation systems inthe world, and trucks are forced tomake many trips to complete a job.One problem that MB effectivelysolves since materials are crushedon site and consequently there isno need to transport them toanother location.

MB S.p.A. once again proveshow its advanced technology isappreciated even abroad, and thefact that it was chosen by Japan, acountry that is always at the

MB’s hi-tech crusher bucketsset to be employed inthe building of Tokyo’s

underground transportation system.The Vicenza-based company willhave the privilege of seeing itsequipment, which excels in termsof quality, versatility and greatperformance, play a leading role inthe construction of one of the mostcutting-edge infrastructures in theworld.

The expertise of MB S.p.A. andthe quality of its products havemade it easy for the company tomake a triumphant debut on theJapanese market, thus confirmingits recognized global leadership inthe demolition and recycling sectoreven in such a selective market.

An achievement that boasts anabsolute record as the MB crusherbuckets were the only onesdeemed for use in building theJapanese underground, as they caneasily move around in crowdedspaces in the city, while contributingto saving energy and respecting theenvironment.

forefront of all innovations, confirmsthe high levels achieved in thesepast years thanks to a winningstrategy, constant investments inresearch and development, a strongand motivated leadership and thefact that its products are 100%Made in Italy.

For further details please contact:Tel: +39-0445308148Fax: +39-0445308179E-mail: [email protected]: www.mbcrusher.com

3 Cranes from Comansa Jie for China

After a year of intense work,three Comansa Jie craneswill finish the extension of

the Fujian power plant, owned bypublic company “China NationalOffshore Oil Corporation” (CNOOC),the third biggest oil company in thecountry. Located in the city of Putian,on the southeast province of Fujianin China, the plant has beenoperating since 2007 transformingliquefied natural gas into electricpower.

The three cranes, manufacturedat the Hangzhou factory are building2 new tanks with capacity of morethan 300 million liters of liquefiednatural gas each. There are twocranes i.e model 21 CJ 290 and21 CJ 210, can load up to 18tonnes. The final height of the tankswill be 52 meters, so the 21 CJ290 is working at a height underhook of 57.6 and 63.1 meters, wereas the 21 CJ 210 has been erectedat a height of 69.6 meters.

The Fujian plant will be able toproduce 6,112 gigawatts per hourafter the extension and will help to

supply electric power to the region,which has a population of over 36million. Many plants like Fujian,work with liquefied natural gasinstead of proper gas because it ischeaper to transport in large shipsrather through a pipeline. The useof natural gas has lessenvironmental impact than any otherfossil fuel, which has rapidlyincreased its production andconsumption all over the world.

For further details, please contact:Fax: +86-571-8299 6555E-mail:[email protected]



Capious: A Crusader in RoadConstruction Equipment

stock. In addition, we give utmostpriority to preventive Maintenanceconcept wherein we give necessarytips to maintain the equipment withset of critical parts which arevulnerable to wear and tear afterthe expiry of the stipulated warrantyperiod. All this led the customers tooperate the equipment withoutmuch time loss and has raisedtheir profits.

Apart from this, we have alsoput in place a trained andexperienced team of engineers tosort out customers complaints byproviding on the spot solutions thatagain enables our customers tomaximize their production. We Keepa close watch on the latest andinnovative advancements takingplace around the globe and keepadding newer features to ourproduct range after weighingcustomers’ operational requirements.

Over a period of time, after ourbrand entrenched itself in thedomestic market, we startedexporting Asphalt Drum Mix Plants,Wet Mix Macadam plants, Paversand Bitumen Sprayers and drewoverwhelming response from MiddleEast, African and CIS regions’countries including Eastern Europe,and so on. Gradually, Capiousstretched its wings across the worldand has carved out a niche foritself by penetrating into newermarkets like Latin Americancountries and Mexico and currentlyis one among the most durableand dependable equipmentmanufacturers from the Indiansubcontinent.

During the late ninetieswhen recessionarygloom had gripped theglobal economyincluding India with lowGDP and risinginflation, we establishedCapious Road Tech Pvt.Ltd. with a solo motiveof manufacturingeconomical roadconstruction equipmentexactly matching Indianrequirements likeaffordability, prevailingclimatic conditions andthe logistics and therewas no looking backsince then, says ChiefManaging Director,Capious, Mr. KiranPandaya in a recentinteraction withNBM&CW.

Ever since it ventured intomanufacturing its range of Roadand Civil Construction Equipmentincluding Asphalt Drum Mix Plant,Wet Mix Macadam Plant, BitumenSprayer, Road roller, and Paversabout one and a half decades ago,now Capious Road Tech PrivateLimited is known for its costeffectiveness, hitech and precisetechnology in the world over.

Taking care of customers is ourtop priority because when acustomer buys Capious products,he is not just assured of the costbut also its immense advantagesincluding minimum operationalcost, maximum productivity andproviding the right type of equipmentmatching his area of operations.Capious is currently facing toughcompetition with domestic andmultinational players. In theprevailing scenario, MNCs are betterplaced with rich resources, hi-techequipment and experience. In fact,it is cleft stick walk for small andmedium domestic players and werely on cost effectiveness andprecise technology which in turnpaying rich dividends, saysMr. Pandaya.

Elaborating on offering costeffectiveness and precisetechnology, he said, we concentrateon production line up bymanufacturing and stocking specificnumber of machines and this workswonders on this score but at timesit is very risky, fortunately wheneverdemand comes we foundequipment ready all the time in our


Interview

Continental Scaff Fab,practicing standardengineering norms since its

inception, has been recognizedtoday as a manufacturer, exporter,and supplier of scaffolding products.The company always followsstandard quality parameters andapplies latest production techniquesto produce a series of scaffoldproducts having a wide industrialand commercial application.

Scaffolding Productsfrom Continental Scaff Fab

Known for its robust design,low maintenance, and durabilityContinental products are widelyused in building and constructionindustry. Its wide range ofscaffolding products includes RightAngle Coupler & Swivel Coupler,Centering Plate Floor Form, SingleClamp, Tie Rods, Wing Nut & WaterStopper and H Frame. In addition,the company also offers AdjustableJack / Stirrup Head, Prop, AdjustableSpan, Cuplock System - Standard &

Ladger, Wall Form Panel and JointPins. These products beingmanufactured using high gradematerial as per the set industrystandard, are available in variousspecifications and can becustomized as well.

The company have state-of-the-art infrastructure, and wellorganized distribution network.Continental’s products are in greatdemand not only in India but alsoin Saudi Arabia, Oman, Muscat andKuwait. With its technical expertiseand efficient market planning, thecompany has garnered a hugeclientele across the globe.

For further details please conact:E-mail:[email protected]

Established in 1992, AkonaEngineering Pvt. Ltd isproviding the best solutions

to the construction industry throughits exclusive range of FullyAutomatic Concrete Batching &Mixing Plant, Hot Mix Plant, Wet MixPlant and other constructionequipment. Within a span of adecade and half, the company hascarved a niche for itself in the

Akona Presents High Quality Concrete Equipmentconstruction industry and todayknown as a reputed manufacturer,importer and supplier of a range ofbuilding and constructionequipment.

Akona, a sister concern ofHycon, Anand Machinery, MohanEngineering Corporation and AnandEngineering Corporation, isproviding the best quality productsat competitive prices. Its range ofproducts includes: Fully AutomaticComputerized Batching and MixingPlant, Drum Type Concrete Batchingand Mixing Plant, Mini MobileConcrete Batching Plant, Mini MobileConcrete Batching and Mixing Plantwith 3-Bins, Pan Type ConcreteBatching and Mixing Plant, ConcreteMixer Machines, SILO: Storage forCement and Flyash, Builder Hoist,Road Roller, Hot Mix Plant, WeighBatcher and related spare parts.

The company has a robustinfrastructure facility, well equippedwith state-of-the-art machinery. ItsR&D department keeps abreastwith all the latest market trendsand innovates on the existingproducts, to make them more user-friendly, thereby making theconstruction task easier.

As quality has always been thehallmark of the company, a wellqualified team of supervisors keepsa strict vigil over the entire process,right from the production till thedispatch of goods for sale in themarket. The finished goods undergoan array of approved checks to testtheir durability and performance. Allthese tests are in accordance withthe national as well as internationalstandards and norms.For further details please contact:Fax: +91-120-4536700E-mail: [email protected]



Nav Nirman Beam Technicsis the Leading manufacturerof H-Beams in India. It

manufactures both H-16 and H-20Beam.

H-Beam is manufactured at parwith International Standards understrict quality control and qualityassurance to withstand variousloads during the constructionactivity.

These H-Beams along with thescaffolding forms a part of theFormwork system that has been inhigh growth due to the rise in thenumber of high-rise structures andmega infrastructure projects.

With contractors having lesstime to complete the project, a needfor formwork systems and TimberH-Beams that were relatively easyto establish and dismantle was felt.So many Construction companiesfelt the need of the modernformwork system.

To reduce the investment cost,many Construction companiesEngineer opt to go separate wayi.e. purchasing Timber H-Beamsfrom one Supplier and Scaffoldingitem from other. In India, there arelots of Supplier of Scaffolding itembut whereas when it comes toTimber H-Beam there are very fewas there is lot of TechnicalKnowledge required in the area ofwood.

Nav Nirman Beam Technicswith its experience in wood over

Nav Nirman Beam Technics

three decades has been the largestsupplier of Timber H-Beams inIndia.

ProductsH-Beam is a unique introduction toovercome the cumbersome andcostly procurement of timber. It hasbeen designed to withstand multipleloads during construction activities.The members are made ofseasoned Ply by making the weband flange section of seasonedPine Wood imported from Europeso as to make Timber H-Beamstronger and denser. Both theflange and web are hot processedby the wedge technology making ita composite versatile section.

Applications: It is used forColumn Box, Formwork Making,Circular Column, Wall Shutteringand for Beam Span Base Support.

Salient Features: Its advantagesinclude, Reduction in consumptionof timber, minimizing work at jobsite, it can be reused for more thaneight times than that of conventionaltimber, Dimensionally stable anduniform in size, Consistent instrength, Cost ratio per use, H-16beam: conventional timber =1:3.5,Economical and long lasting.

Economics: It extends life ofthe plywood by allowing it to beused at least 9 times to 13 timesby reversing the plywood after 8uses. It reduces the cost ofFormwork making as it does notrequire planning, sawing and cutting.No skilled supervision is requiredduring monitoring and making ofFormwork against the conventionaltimber Formwork. It replaces timberprocurement to the extent of 60%when viewed on the overallprocurement for project execution.

Products & Technologies


Studies reveal that more thana thousand people sufferserious injuries every month

as a result of slips, trips or falls inthe workplace. That’s 12,000injuries per annum, with theirresulting pain, disability and timeoff work, something that’scompletely avoidable by adoptingsensible actions and precautions,like keeping floors clean and dry,and providing appropriate safetyfootwear.

Safety Footwear from LibertyThe foot produces a lot of

moisture, so breathability andhygiene are important, especially ifan individual is working for longperiods of time when the foot couldbecome hot and damp, so theproduct needs to keep the foot dry.

To maximise safety andefficiency, safety footwear has to beworn, so the wearer must be willingto wear it. Indeed, if you areexpected to wear a product for 8hours or more a day you want it tobe comfortable, meet the relevantsafety standards, and also lookreasonable.

Around 10 years ago, Indiaused to import Safety Shoes forworkers functioning in challengingenvironments where they wereexposed to the hazards of slipperyfloors, acids, heavy falling objects,excessive ground heat, electricshocks, and sharp fallen objects.

An initiative was then taken byLiberty Shoes to develop an all-terrain professional gear for the feetas per Euro Safety Norms (EN-345) & IS 15298 2002 (Part I &II).The footwear, brand named Warrior,was tested and certified by PFIPirmaseans of Germany andapproved by Footwear Design andDevelopment Institute, Governmentof India.

The developmental process ofWarrior involved listening and

Safety footwear fulfi l ls amultitude of roles. It is not onlyabout the impact on the toecap, butalso much more about its otherfunctions. The tread pattern canprotect against slipping, the type ofmaterial under the foot can protectfrom heat and cuts, and good safetyfootwear that incorporates shockabsorbing elements can helpprevent MSDs if people are workingfor a lot of hours on their feet.

communicating with the users ofSafety Footwear who wereencouraged to put questions to themanufacturers because it was feltthat no question can besuperfluous where people’s healthand safety is concerned - anyquestion is a good question if itimproves safety.

The result was improved slip-resistant safety footwear with dualdensity polyurethane soles that areanti-static, abrasion, oil and petrolresistant and heat resistant up to120°C besides featuring a steeltoecap with impact resistance of upto 200 joules.

Today, Warrior ProfessionalGear has set the safety norms inairports, chemical industry,construction business, defenseservices, heavy engineering, hotel;mining and railways not just in Indiabut also abroad.

For further details, please contact:Fax: +91-1748-251000E-mail: [email protected]

Applications of H-Beams: Itsareas of applications includeresidential, industrial and officebuilding construction, WaterResources Engineering, TransportInfrastructure including road andbridges, construction of stadiumsand sports buildings and meetingday to day requirements of theconstruction industry.H-16 Beam:Specification:

Weight Per Meter:4-4.25 kgsFlange Width (mm):65Flange Depth (mm):38Web thickness(mm): 22Available Length (in

cms): 120-150-180-240-300-360

H-20 Beam:Specification:

Weight Per Meter:6-6.25 kgsFlange Width (mm):80Flange depth (mm):38Web Thickness(mm): 22Available Length (in

cms): 120-150-180-240-300-360For further details please contact:Tel : +91-40-27150119E-mail: [email protected]




Crawler Crane

As project becomes versatile and sizes go up, crawler crane manufacturerscontinue to share heightened optimism on future demand of medium andhigh capacity of crawler cranes from the Indian construction sector.Partha Pratim Basistha takes an overview.

As project becomes versatile and sizes go up, crawler crane manufacturerscontinue to share heightened optimism on future demand of medium andhigh capacity of crawler cranes from the Indian construction sector.Partha Pratim Basistha takes an overview.

cmyk


Crawler Crane


Crawler Crane

The demand of crawlercranes is well likely toremain firm for long-term

in India. The requirement ofhigh capacity cranes is totallybased on existing firm demandfundamentals. Dually, in thelong-term it would be led byfast emerging versatile liftingrequirements from the coreconstruction and industrialconstruction sector. Based onthe growing demand potential,domestic manufacturers arecarrying out sizeableimprovements in the productline apart from introducing newproducts. While foreign cranemanufacturers arecontemplating to introduce newhigh capacity products in Indiain the long run which are beinglaunched in global markets atpresent.

“Crawler cranes areversatile lifting equipment. Theequipment is finding increasedapplications based on assortedlifting requirements from the Indianconstruction sector at present. Ibelieve the demand would continueto gain ground led by the increasinglifting requirements. Further, it willcontinue to grow as contractors andproject managers increasinglyunderstand the high utilisationcrawler cranes can deliver to theprojects as support equipment. This

is in contrast to theconventional fallacyof a mere liftingequipment,” saysMr. Raman Joshi,Managing Director,Manitowoc CranesIndia. He adds,

“Future requirements of crawlercranes in India will be driven by thedemand placed by upcominggreenfield power projects."

Driven By Power SectorManitowoc will look to extensivelyfocus on the hydraulic 400 t- 600 tdemand market. “Thermal powerprojects would place extensive

demand in this segment. However,the 80t-300t cranes will continue tohold ground placed by demand fromthermal power projects as well.Demand will be modest from windpower projects as compared toChina and US.” Mr. Joshi foreseesdemand to be more fromcontractors rather than equipmentrental companies.

He says, “The demand potentialof new cranes exists as 60-65% ofthe market is filled with usedcranes. Used crawler cranessegments constitute the 50t-100tclass range.”

According to Mr. Joshi, “Withthe growth in the size of projects,primarily the ultra mega powerprojects, there is a definiteindication of demand graduating tohigher capacity crawler cranes fromthe Indian construction sector.”Manitowoc is optimistic aboutdemand being generated for cranesbeyond the range of 600t.Manitowoc recently launchedManitowoc 31000, a 2300t hydrauliccrawler crane. The main boomlength of the Manitowoc Model

31000 is 105 m and thecrane features an innovativeself-supporting counterweightcalled the Variable PositionCounterweight system. Thisminimizes the crane’sfootprint and groundpreparation. For the company,Manitowoc 31000 is welllikely to have future demandin India.

The US based cranemanufacturing major seesmodest demand from the dutycycle crawler crane market.Manitowoc offers its 1015crawler crane for duty cycleoperations.

Manitowoc will continueto focus on its core businessof manufacturing andsupplying lifting equipment. Itdoes not have any plans toenter into the rental business.According to Mr. Joshi, “For

better customer support, we willcontinue to provide technical andservice support through our dealer,TIL, for the benefit of the end users.”TIL is Manitowoc’s exclusive dealerfor marketing its crawler cranes inIndia.

Tractors India Limited (TIL)distributes 77tons-2000tons

Manitowoc crawlercranes. Accordingto Mr. S.KBhatnagar, SeniorVice President TIL,“Being the soledistributor ofManitowoc crawlercranes in India,

appropriate customer support is ofoutmost priority for us. Customersupport is gaining furtherprominence for us to maintainenhanced equipment uptime at jobsites, precisely at steel plantprojects and power projects.” Heinforms, “To arrest equipmentuptime for these valued machines,we are posting our serviceengineers at job sites at strategiclocations where the cranes areworking. This is one of our key

Demand of high capacity crawler crane are foreseen byManitowoc from upcoming high capacity core infrastructureprojects. Picture showing testing operation of Manitowoc31000 undertest 2300 tons.

specialization. Mr. Bhatnagar says,“the service engineers are properlytrained by us and also throughtraining by our parents company inUSA. This is in tune withManitowoc’s global strategy tomaintain increased focus oncustomer support.” Customersupport model for TIL also providesannual maintenance contracts.

Mr. Bhatnagar mentions, “Amuch valued element of ourcustomer support is to transportthe equipment to the job sites forthe customers by providing entirelogistical support, beginning fromunloading the machinery at the port.This is followed by erection,commissioning and dismantling theequipment. I perceive, this is oneof the competitive customer supportelements possessed by TIL.”According to Mr. Bhatnagar, “tomake the price of the crawler cranescompetitive, TIL is exploring thepossibil ity with Manitowoc tomanufacture crawler cranes withcapacity of 70t–100t.” The cranescould either be manufactured at itsexisting facility at Kamarhattynear Kolkata or at itsupcoming plant Kharagpurnear Kolkata.

Demand potential forhigh capacity crawler cranesfrom the Indian constructionsector is foreseen byZoomlion. According to thecompany, it is quiteoptimistic about the demandprospects of its recentlymanufactured QUY 1000,1000 t hydraulic crawlerlattice boom crane in India.

The Chineseconstruction equipmentmajor sees the demand ofQUY 1000 from nuclearpower projects. According tothe company, “The productis customized for nuclearpower projects construction,petrochemical and steelplants construction and alsofor array of industrial

projects.” As per Zoomlion, QUY1000, which comes under its supertonnage class of crawler craneshas eight invention patents. Theequipment has been recently soldto a nuclear power project contractorin China.

The 22 m span of QUY 1000can lift 650 T at most with a heightof up to 63 m. The superlift towertype auxiliary jib of the 1000 t craneconsists of 54 m main jib and 50m tower jib with a span of 50 mand a hoisting capacity of 180 T. Asper Zoomlion, the 1000 t crane hasbeen manufactured on a newdesign concept so as to improvethe reliabil ity, safety controland operating performance.

To increase its portfolio in thesuper tonnage class of hydrauliccrawler crane Zoomlion hasrecently completed the design workof 1600 T crawler crane. It is alsoin the process of developing a3200T crawler crane.

Demand for higher tonnage ofcrawler cranes are also forecastedby Liebherr. “We would continue to

customer support strategy that wewould continue to pursue by hiringmore people supplemented byenhanced parts support as thepopulation of the crawler cranesgrows.” TIL has a total strength of60 service engineers. Among this12 service engineers are forproviding customer support forcrawler cranes. TIL has theirapplication engineers to prescribethe desired model of crawler cranefor the required job applications.

Customer support is providedby TIL through operators training atthe first level by its serviceengineers. This is done duringcommissioning of the equipment.While the second level support,arising out of equipment downtimeis provided by its service engineerspossessing enhanced technical

Super tonnage Zoomlion QUY 100 can findits application in power and industrial projectsconstruction.

Customer support provided by TIL forManitowoc crawler cranes includes

erection, commissioning anddismantling.


Crawler Crane

maintain our focus on the 100 tonmarket segment. Precisely thrustwill be on the 350t and 600t market.Demand will be driven both bythermal and nuclear power projects.

We also seedemand comingfrom refinerysectors,” says, Mr.A.K. Somani,R e p r e s e n t a t i v eDirector, LiebherrIndia PrivateLimited. According

to Mr. Somani, Liebherr hasreceived queries on 1000 tonhydraulic crawler crane from potentialnuclear power project developers.Liebherr has supplied one 1,350ton crawler crane two years back toNuclear Power Corporation for itsBhavani Power project.

The market for 350t-600t isestimated to be seven to eightcranes in volumes during 2010–11.For 1000 tons cranes the volumeis estimated to be two cranes. As

per Mr. Somani, “Though thedemand is modest for 1000 andabove crawler cranes. However,power and industrial projects couldbe driver of the high capacitycranes.” Liebherr plans to launch3000t hydraulic crane during 2011.Mr. Somani says, “Based on thegrowing project sizes, we areoptimist on the prospect of the 3000tonnes in India.” The company isoptimist on demand of 2500tcrawler cranes projects in India ledby requirement from the powersector projects.

According to Mr. Somani, “Thetechnical refinement of the Liebherrcrawler cranes makes them deliveroptimal performance to thecustomers.” He informs, “Liebherrcrawler lattice boom cranes havean edge over other cranes. This isprecisely owing to its ability toundertake refined loading andplacement. The cranes areequipped with cameras to monitorthe load.”

Liebherr’s products claim tohave well refined operationalfeatures. This ensures the optimumequipment utilization of the machinewith minimum operation costs. Ithas one of the most advancedsafety system known as ‘LiebherrComputer Control System’ LICON.The system shows the lifting of theload. It stops all danger operationsin case of overload still allowingsafe operation. This safety systemat the same time is easy to operate.The operator can check criticalparameters of crane from operationcabin itself. With latest systems,crane can be also operated by aremote control device. The crawlercranes have precise hydraulicpressures.

As per Mr. Somani, “The mostadvantageous operational part ofLiebherr cranes is that they areequipped with troubleshootingdevices cutting down on machinedowntime in case of any problem.Liebherr service office at Kolkatahas crane operational program foreach crane working in the field in

the computer at its office. Thisenables Liebherr easily correct faultgiving remedies over phone whenthe operator finds it difficult to get itrectified by him.”

Liebherr organizes training totrain both operational andmaintenance staff of customer attheir plant in Europe before dispatchand also at site duringcommissioning. Liebherr has ateam of service engineers for itscranes.

The service engineers of Indianoffice provide onsite training onoperation and maintenance,supervision during commissioning,post commissioning servicesupport, identifying partsrequirement, arranging supply ofparts etc.

Demand potential of middleclass hydraulic crane segment is

also endorsed byABG CranesPrivate Limited.According toMr. R.B Pandey,General Manager,Marketing, ABGCranes, “We haverecently completed

the design of our 160 tons hydrauliccrawler lattice boom cranes. Theprototype of the crane is at testingstages to make it complete errorfree. Following successful testing,we plan to introduce the craneduring the year 2010 itself.”

Bearing model numberABG1160, the 160 t crane would behaving standard equipmentfeatures. This would consist ofluffing jib, self–erection, self–loadindicator, motion cut equipment etc.As per Mr. Pandey, “ABG 1160 wouldbe finding its application in coreconstruction power projects and aswell in industrial applications. Wealso see the crane finding itsapplication in petrochemical andrefinery projects.” ABG is also inthe process of designing its ABG1260t, 260 t hydraulic crane.

ABG has recently launched itsABG1080, 80 t hydraulic crawler

Liebherr 1,350 t atBhawani power project.


Crawler Crane

crane. Indigenously manufactured,the crane will lift a maximum loadof 80 tons at 4 metres workingradius, supported by a basicworking boom length of 13m, at fullboom length of 58 m it can lift 15.4tat 12 m working radius. ABG 1080comes from a full boom length of13-58m and jib length from 9-18metres. The crane is powered byCaterpillar Diesel engine 3306b,which runs at 242 kw at 2,000 rpm.Hydraulics are from Lined andRexroth and winches are from TMAItaly.

Escorts Construction EquipmentLimited (ECEL) equally sees valuein demand for high capacity crawlercranes from greenfield powerprojects. The constructionequipment conglomerate hasmarketed Japanese manufacturedIHI, 70 t crawler cranes to Mundraultra mega power project and alsoa 280t model to Andhra PradeshPower generation company. It hasalso sold a machine forconstruction of Krishnapatnam port

construction. “We have promotedaround 14 units of Escorts-IHIcrawler cranes. Around eight units

were given topower projects,"says Mr. SheetalMalik, GeneralManager Sales,ECEL. Escorts-IHI cranes areavailable in 8m o d e l s

consisting of 50t-300t. The modelsrange comprises 50t-70t-90t-120t-150t-200t-280t-300t.

"The cranes are competitive inits class owing to its minimumground bearing pressure. Thetechnology of the cranes are provenowing to the prolonged experienceof the parent company inmanufacturing cranes over a periodof 45 years,” claims Mr. Malik.

Focus on DutyCyclesAt par with sharing optimism onheavy capacity hydraulic crawlerlattice boom cranes, equipmentmanufacturers are positive on thedemand potential of duty cyclecrawler cranes. Demand potentialis being looked in view of largeupcoming metro railway projects,airport projects requiring foundationworks. The demand of the duty cyclecranes are also looked in view ofincreasing dragline operations atmining sites, dredging operationsto increase canal and river draftsetc.

Mechanical duty cycle crawlercranes are used for materialhandling with grab and dragline,demolition, dynamic soilcompaction, slurry wall grab, casingoscillator apart from undertakingerection jobs. As per the contractors,mechanical duty cycle crawlercranes are claimed to be moresuitable for these applications.Hydraulic crawler cranes aredeployed for erection jobs in coreconstruction and industrial projects.Mechanical Duty cycle crawler

cranes have enhanced line pull andare also able to free fall attachmentused in ground demolition etc.

According to company sourcesof Telco Construction EquipmentCo. Limited (Telcon), “Demand forduty cycle cranes has been growingswiftly in India as contractorsunderstand the versatility of thesecranes led by emerging constructionapplications requirement.”

Telcon manufactured TATAFriction Cranes are extensivelyfinding applications in projects likeconstruction of Metro Railway inaddition to its stock projects likeInfrastructure and projectconstruction. These cranes arebeing used to perform sheet piling,removal of soil through grabs, layingof beams, concrete pouring, throughbuckets etc.

According to Telcon, the currentversion of TATA Friction Cranes (TFC)feature many improvements yetretain the basic design that madethese the standard of the industry

ABG 1080 at an industrialconstruction projects site.

Escorts-IHI crawler cranes. Eightunits was given to power projects.


Crawler Crane


Crawler Crane

with a reputation of dependabilityand versatility. These cranes aresupplied with safe load indicatoras a standard feature. Loadindicator is provided in full view ofthe operator giving informationabout the working conditions of thecrane and supplements with visibleand audible alarm when the safeoperating limit is exceeded. Therugged boom constructions of thecrane enable severe duty cycleapplication.

Friction cranes manufactured byTelcon includes, TFC-75, TFC-280-45. These cranes have a liftingcapacity of 25t, and 75T respectively.

Telcon is also the exclusiveIndian distributor of Hitachi-Sumitomo Hydraulic crawlerCranes. The Hitachi-SumitomoCrawler cranes are available inwide and exciting range of 40t-550T.

The Japanese cranemanufacturer has launched a 90t-capacity heavy-duty lattice-boomcrawler crane, its largest heavy-dutycrane to date, to global marketstwo years ago. The SCX900HD-2crawler crane lifts 90t at 5m radius.

The crane is a beefed-upversion of the SCX900-2, andconsequently offers a maximum linepull of 25t on front and rear wincheswith 28mm rope, compared with20t for the SCX900-2. Its engine,the 272kW Mitsubishi 6M70-TLengine (at 2,000 rpm) is larger thanthe 212kW (at 2,000 rpm) Isuzu6HK1X engine on the SCX900-2.

The winches also use amultiple wet-disc brake and forced-oil cooling system for cool operationof challenging jobs like hammergrab.

Previously, the company’s next-largest heavy-duty crane was the80t capacity SCX800HD-2, whichhas a maximum line pull of 20t.

The SCX900HD-2 has a basicboom length of 12m, and maximumboom of 60m.

Positive demand potential fromIndian duty cycle crawler cranemarket is also envisaged byGerman crane manufacturer,Sennebogen. The company recentlylaunched its Sennebogen 690 HDduty cycle crawler crane at baumaGermany 2010. With a lifting

capacity of 90t, the machine canfind its application in the fields ofcivil engineering, quarrying,demolition or material handling. Themechanical hydraulic diaphragmwall grab, pipework machine,vibrator, drag bucket, grab and loadhook make the 690HD suitable fortough conditions. The two rope graboperations, high line speed andtelescopic under carriage makesthe machine deliver highperformance in continuousoperation.

As per Mr.S.Anantharaman,B u s i n e s sCoordinator-India,Sennebogen, “Withnine models andlifting capacitiesfrom 20t-200t,Sennebogen offers

the holistic duty cycle solutions forpractically every task.” He adds,“With our comprehensive offering,we want to provide ourtechnologically refined equipment tothe Indian duty cycle crawler cranemarket.” Sennebogen’s hydrauliccrawler cranes are availablebetween a capacity range of 30t-300t. During bauma 2010, itlaunched its 7700 Star Lifterhydraulic crawler crane. The cranehas a lifting capacity of 300t with74 m main boom and 74 fly boom.The machine can find its applicationin construction of heavy pre castconcrete sections, preliminaryassembly in the offshore field,power plant construction etc.

With new products beinglaunched, the company would liketo offer better customer servicesupport for the Indian market.Sennebogen Asia Pacific office hasbeen recently opened in Singaporeto support sales and service relateddemand in India and Asia Pacificregion. The office is headed byMr. Roberto Bencina, MD & CEO.The new set up will have dedicatedsales and service group to supportthe dealers and customers. It will

Current versionTelcon TFC cranes

feature manyimprovements. The

cranes can undertakeboth erection jobs

and duty cycleoperation.


Crawler Crane

Sennebogen would like to promote itsduty cycle crawler cranes in India.

have spare parts stock andequipment bank to supporturgent delivery needs. TheAsia-Pacific sales group isheaded by Mr. Marco Burgmeralso based in Singapore.

Manufacturers are muchpositive on requirement led bysound fundamentals. However,the challenge would be toprovide equipment atcompetitive prices. This iswhen demand of steel hasstarted pushing prices up onceagain for the cranes. As permanufacturers, led by demandgrowth and hardening steelprices, cost of the equipmenthas started firming up from2009 third quarter. It would bevital for manufacturers tomaintain comfortable deliveryschedules as well.

Pushing Power GenerationThe Union Government has set a challenging target ofattaining 78,000mw power generation capacity in thecurrent Plan period, however, during the mid-term reviewit was reduced to 62,374mw. Chasing the target, it hasalready added 24,367 mw in the first three years andpower plants with a generation capacity of 13,000mware nearing completion and the capacity would beenhanced in the next couple of months. In addition,capacity addition of 40,072mw is likely to be addedduring the remaining months of 11th Plan period. Theachievement is commendable as compared to the lastPlan periods when just 21,080mw was added againstthe targeted figure of 41,000mw and less than half ofthe target was achieve in the 9th Plan period. Capacityaggregating 60,600mw is under various stages ofexecution and implementation and is likely to be addedin the beginning of 12th Five Year Plan.

Placing economy on the high growth trajectory, theUnion Power Ministry has assigned top priority topush power generation capacity to a new high andnearly half of the targeted $1 trillion infrastructure fundfor the 12th Five Year Plan period has been earmarkedfor the power sector to achieve a capacity addition ofabout 1,00,000mw. The emerging business opportunitiesin the Indian power sector virtually set the domesticand global power generating giants on the prowl andthey are currently vying with one another to lap upmore power projects. That apart, green power is turningout to be a game changer for the country as prime solarpower players across Asia, Europe and North Americaare descending India in droves to pick up a share of$70 billion program to build 20 gigawatt (gw) of solarpower capacity from the current 30mw by 2022.Reports Jeet Singh.


Power Sector Update

Paradigm Shift: A Giant LeapGenerating Power In Plenty

Ensuring sustainable andaccelerated power generation, thepower sector requires a totalinvestment of $155 billion andgovernment is currently going allout to mobilize resources togenerate funds to meet itsrequirements. It has doubled theallocation for the sector from `2,230crore in the last Budget to `5,130crore, apart from fixing a huge planoutlay hike of over 61% for greenenergy sector. In the current Budget,government has increased its sharefrom `620 crore in the last Budgetto `1200 crore. In addition,incentives including Customs Dutyconcession to machineryinstruments, electrical equipmentand appliances have been provided.Likewise equipment used forsetting up photo-voltaic and solarthermal power generating units havealso been exempted from theCentral Excise Duty and theinitiatives attracting multinationalsand domestic players to set upgreen energy generation unitsacross the country. The entireprocess has brought about aparadigm shift as they are creatingan eco-system for solar energy,geothermal energy and gas basedpower generation plants.

Current ScenarioAfter allocating sufficientinfrastructure funds for the TwelfthFive Year Plan 2012-17, thegovernment has decided to add20,000 mw of power per annumand to bridge the gap between therequirement and availability ofpower, it has invited private sectorcompanies to chip in to achieve thetargeted power generation.Currently, 60,000 mw power projectsare being executed by private sectorcompanies and the rate of additionwill be 15,000mw per annum. Ifthis can be sustained for the next10 years, the power deficiency thatexists today can overcome in thenext two decades. Out of the $500billion investments targeted for

infrastructure sector for the currentPlan period 36% equivalent to $154billion had come through the publicprivate partnership (PPP) routehowever, the preceding Plan periodhad attracted $47 billion throughthe PPP route.

Similarly, of the $1 trillion fundsplanned for the 12th Five Year Planfor infrastructure sector, 50%equivalent to $500 bil l ion isexpected to flow through the PPProute and the entire amount has tobe funded and there is no limit inthe growth potential in the powersector in the immediate future.

Funding StrategiesApart from providing various fundingfacilities to power producers in theprivate sector, the government hasdecided to set up separate companywith a provision of funds worth`50,000 crore to ensure smoothflow of funds to the mega powerprojects. Such an entity has beenaimed at ensuring sufficientavailability of funds for powerprojects being built by thegovernment owned firms as Indiais committed to build projects underwhich cumulative capacity addition

of 10,000 mw per annum has to beachieved till 2020. For doing so, thecountry has to take up a largenumber of projects in one go onfast track basis requiring hugeinvestment to the tune of `4,500crore per annum till 2020. As perpreliminary plans, the state runcompanies will get preference forprojects up to 10,000 mw while theseparate firm will take up projectsbeyond the 10,000mw that havealready been committed. The PrimeMinister has reportedly directed thepower and external affairs ministriesto explore the possibility of settingup a separate company to buildhydel plants in Bhutan under theinter-governmental deal. In additionto this, the Indian power generationgiants are currently engaged insetting up joint ventures inneighboring countries includingBhutan, Bangladesh, Sri Lanka andMyanmar.

In addition, the Government iscontemplating on an ambitious planof over $1 billion sovereign backedinvestment for building South Asianregional energy grid with focus onrenewable sectors including hydro,solar and wind energy. In thisconnection, it has recently directedthe Export Import Bank of India(Exim) and the Export CreditGuarantee Corporation of India(ECGC) to evolve strategies. Theactual plan is to step upinvestments by domestic firms ledby renewable energy players andtransmission util it ies includingSuzlon Energy, Moser Baer, SatlujJal Vidyut Nigam, NHPC and PowerGrid in the neighboring countriesincluding Nepal, Bhutan, Maldives,Sri Lanka, and Bangladesh. TheECGC will handle the financialrequirements of the small sized,medium-and long-term projects andit would be used for strategicallyimportant power projects only incases where the repaymentschedule is over five years and thereinsurance support is notavailable. All such projects will haveto be cleared by a working group


Power Sector Update

comprising RBI, Exim Bank and aconsortium of bankers. As per plansIndia has decided to set up a panSouth Asia electricity ring thatenvisages interconnection withBhutan contributing $850 million,Nepal $50 million Sri Lanka $415mill ion and Bangladesh $220million with a combined energygeneration capacity of over5,000mw. The Rural ElectrificationCorporation (REC) has planned toraise funds worth `28,000 croreduring the current fiscal. To diversifyits investors’ base and exploitoffshore market at competitive rates,it has decided to raise externalcommercial borrowings (ECBs)worth $1billion as foreign debts.

Projects NearingCompletionAssisting nation to achieve itstargeted power generation capacity,the Adani Power group is in theprocess of completing its 4,000mwcoal fired power plant in the vicinityof its existing power plant at Mundrain the Kutch district of Gujarat atan investment of `3,5000 crore.The new plant is coming up atBhadresar, a small town betweenMundra and Adipur having link witha private rail line developed by theAdanis. The GVK Energy Limited,which is its sub holding company,is in the process of setting up a`1,500 crore power plant at GVKJegrupadu. In addition, it is alsosetting up a gas based power plantat GVK Gauthami downstreamAndhra Pradesh and also anotherproject at Govindwal Sahib. TheNational Hydroelectric PowerCorporation (NHPC) hascommissioned its 120 mw Sewa-IIhydroelectric project in Jammu andKashmir thereby taking its installedcapacity to 5295mw and the plantwill generate 534 million units ofenergy in the hill state. TheBhilwara Energy Limited (BEL) isaugmenting its generation capacityof its existing power plants to

radar. Pushing the power sectorinvestment to new high, AnilDhirubhai Ambani Group (ADAG)controlled Reliance Power is settingup a power plant with an annualgeneration capacity of 8000mw atan investment of `30,000 crore. Thecompany has identified Bharuch andDahej areas of Gujarat as the ideallocations for the proposed plant. Inaddition, it is also building a1,400mw gas-based powered plantin Sambalpur in Orissa, besides4,000 mw gas plant at Shahpur inMaharashtra. That apart, thecompany is also said to beacquiring 433 mw of powergeneration assets from groupcompany, Reliance Infrastructure.The transfer of these assets hasbeen valued at `1,095 crore. Thegeneration capacity comprises 220mw at Samalkot in Andhra Pradeshwhere R Power is already gettinggas supply from the D 6 gas fieldfor its 165mw plant in Kerala and48mw in Goa. In totality, thecompany is currently in the processof implementing power projects withan aggregate capacity in excess of35,000mw.

Not just this, the HimachalPradesh government has also givena go ahead signal to the HimachalEMTA Power Limited (HEPL) to setup a thermal power plant withgeneration capacity of 600mw at aninvestment of `4000 crore in WestBengal. The Videocon Group issetting up thermal power plants of6,000 mw generation capacities invarious states across the countryand has set aside `30,000 crore toboost its energy generationbusiness. The company is buildinga 1,200mw plant at Pipavav inGujarat for which it has alreadyacquired land and tied up `6,000crore funds for investment, besideshaving ordered equipment worth`3,000 crore for the plant. Inaddition, the group has drawn upplans to set up power plants ofsimilar power capacity inChhatisgarh and at Asansol in West

REC is going all out to mobilizefunds worth `28,000 croreduring the current fiscal andalso to diversify its investors’base to exploit internationalmarket it has planned to raiseworth $1 billion through ECBsas foreign debts.

2,500mw at an investment of $50million. It has decided to invest`15,000 crore to achieve its powergeneration targets. It is currentlybuilding infrastructure on theupcoming projects including 120mwLikhu-IV and 50mw Balphi in Nepal,85 mw UPDC-III in Punjab. Next inthe line of capacity augmentation isReliance Power, which isaugmenting the capacity of itsAndhra Pradesh power plant at aninvestment of `10,000 crore. Thepower project, which is located inSamalkot area of East Godavaridistrict, will get gas-based energygeneration capacity of 2,400 mwfrom the current 220 mw and theplant will get gas supply from theKrishna Godavari D6 block ofReliance Industries Limited.

Upcoming ProjectsPronouncing its aggressive foraysinto the Indian power sector, theHinduja Group has recentlyannounced $10 billion investmentto generate 10,000mw of energy inthe next half decade. Currently, thecompany is identifying plant sitesin various states includingMaharashtra where it plans to setup two power plants very shortly.Another major entry into the Indianenergy generation sector has beenannounced by the RelianceIndustries of Mukesh Ambani Groupand it has chalked out plans to bidfor UMPPs in Chhatisgarh andOrissa with a projected investmentworth `32,000 crore. In addition, ithas also fixed the 2000mwBhadravati project belonging to theIspat group in Maharashtra on its


Power Sector Update

Bengal for which it has alsoacquired land in these areas.

Lanco Infratech Limited hasbagged a balance of paymentcontract (BOP) for three units of660 mw each from MaharashtraState Power Generation CompanyLimited (Mahagenco) to be set upat Koradi thermal power plant nearNagpur. It is also adding capacityof 1320mw at its existing 1200mwUduppi power plant in Karnataka.The Larsen and Toubro (L&T) hassecured `6,500 crore contract fromJaiprakash Power Ventures Limited,a flagship company of theJaiprakash Group, to set up1,980mw power plant in UttarPradesh. The contract includes thesupply, erection and commissioningof a boiler turbine generatorpackage critical piping, electrostatprecipitators and power plantautomation for plant at Karchanadistrict on the outskirts of Allahabadcomprising three units of 660mweach.

Assisting the government toattain its targeted power capacityaddition, Alstom has securedcouple of contracts from GVKIndustries to build units of the newJegurupadu-III combined cyclepower plant in East Godavari districtof Andhra Pradesh involving an

investment worth £450 million. Thetwo units, which are to becommissioned from 2013 onwards,will include a combined poweroutput of 800mw and a part of theEPC contract relating to the firstunit of the power plant is expectedto be finalized very shortly. The JSWEnergy, which is an offshoot of JSWGroup, has drawn up plans toarrange `8,000 crore to finance itsupcoming power projects in stateslike Chhatisgarh and HimachalPradesh. The company is settingup 1,320mw coal fired power projectin Chhatisgarh and a 240mwhydropower plant in HimachalPradesh. Indiabulls Power is settingup 1350mw coal fired power plantfor Punjab government atHarisinghwala near Mansa area ofthe state. The Gokul and SolventLimited, together with the GujaratMineral Development CorporationLimited (GMDC) are setting up a`460 crore lignite based thermalpower station near Tadkeswar inSurat district of Gujarat. Initially, theplant will be built with a powergeneration capacity of 80 mw but itwill have a provision to expand thecapacity to 135 mw at later stage.The plant capacity has been dividedin parts of 55 mw that would besupplied to GMDC 20 mw and

Gokul Group 35mw and the balance25mw capacity will be available forsale to Gujarat Urja Vikas Limitedand other parties interested in thepurchasing of power.

UMPPsWith the addition of seven new ultramega power projects (UMPPs) witha generation capacity of 4,000 mweach involving an investment of`20,000 crore, the total number ofUMPPs across the country hasgone up from nine to sixteen. Thecivil work on some of the UMPPs isin full swing in areas includingMundra in Gujarat, being built byTata Power, while Reliance Poweris building at Sasan in MadhyaPradesh, Krishnapatnam in AndhraPradesh and Tillayya in Jharkhand.The seven newly cleared UMPPswould come up in states likeAndhra Pradesh, Tamil Nadu,Gujarat, Orissa and Jharkhandwhere similar mega projects arecurrently in various stages ofcompletion. The PEC has extendedthe deadline for submission of theREQ for projects in Chhattisgarhand Orissa. All the UMPPs wouldfollow a competitive tariff basedbidding process in which a SPV isto be set up to reduce riskperceptions and increase investors,confidence and as per reports theSPVs for all these new UMPPs havebeen put in place and PEC expectsseveral power generating giants,including multinationals to bid forthe upcoming UMPPs.

The Union Power Ministry is allset to award 12 ultra mega powerplants (UMPPs) involving aninvestment of `192,000 crore acrossthe country. The UMPPs, which arein the pipeline include two in TamilNadu, two more in Orissa andAndhra Pradesh, another in Gujaratand one each in Maharashtra andKarnataka and bids for two UMPPsone each in Orissa andChhatisgarh have already beenfloated.


Power Sector Update

Green EnergyAchieving the green energygeneration targets laid down underthe National Solar Mission, the newand renewable ministry has floatedspecial incentive package Scheme(SIPS) to attract investments insemiconductor fabs, eco-friendlyunits, and solar PV projects. Theincentive scheme drewoverwhelming response and to dateit has recorded 26 proposals witha staggering investment offer worth`2,29,000 crore. Not just this, theclean energy fund, which is beingimposed at the rate of `50 a ton ascess on the coal util ized, isestimated to bring more than`67,000 crore in the immediatefuture. The government haslaunched a National Solar Missionaiming at feeding 20,000 mw to thenational grid by 2022. Shortly afterthe announcement of theJawaharlal Nehru Solar Mission, atleast two dozen companiesincluding those in the public sectorand Silver Smit India haveannounced investment proposalsworth `100,000 crore in the nextthree to ten years. As a part of itsstrategic diversification, thecompany is entering into the wind,power, solar and thermal powergeneration areas. It has alreadymade its presence felt in windenergy generation bycommissioning a 21 mw windpower project in Kutch district ofGujarat and has launched solar

lanterns in Orissa, Karnataka andNorth Eastern states.

Enthused by the government’sinitiatives, the Indian Oil Corporation(IOC) has launched `700cr greenenergy plans that include the settingup solar energy panels across itsover 18,100 retails outlets acrossthe country at an investment of `500crore. In addition, the company willalso set up wind and solar energygeneration plants at multiplelocations involving an investment of`200 crore. The oil giant, whichhas already commissioned two pilotsolar charging stations in UttarPradesh and Orissa, will first launchthe project on pilot basis andsubsequently expand it towards theend of the 11th Five Year Plan.

plants are meant to be developedfor Caparo Energy, which is aLondon based Lord Swaraj PaulGroup’s joint venture with Finland’sWartsila and most of the plants arelikely to be executed in India.Similarly, the Moser Baer has drawnup plans to invest `400 crore in theexpansion of crystalline siliconcapacity of its photo voltaic (PV) to240 mw from the current 14mw. Ina recent achievement, it hascommissioned its largest thin filmsolar farm with an installed capacityof 1mw at Chandrapur inMaharashtra for the stategovernment owned Mahagenco. TheAdani Power in a recent move hasdecided to invest nearly `500 croreon a 40 mw solar power project inBanaskantha district of northernareas of Gujarat. Apart from this,the special purpose vehicle (SPV)of Lanco Infratech Limited, LancoSolar, has drawn up plans to setup a polysilicon and solar watermanufacturing base at Randaspurvillage in the premises of its notifiedspecial economic zone (SEZ) inCuttack district of Orissa.

Likewise, the power equipmentmanufacturing giant, the BHELalong with 16 other power playersincluding Titan Energy have signedan agreement with the AP ministryof new and renewable energy(MNRE) through the Non-conventional Energy DevelopmentCorporation (NEDCAP) to set up20mw of solar photo voltaic units of`340 crore under the phase one of

UMPPs will have to follow acompetitive tariff based on biddingfor which SPVs have been put inplace to minimize risk perceptionsand boost investors’ confidenceand now PEC expects globalenergy generating giants rubbingshoulders with domestic powerplayers during bidding process forthe upcoming UMPPs.

Following close behind isSuzlon Energy and Capro Groupforging a mega joint venture to setup 3,000mw capacity wind powerfarms involving an investment ofabout $3 billion. The wind power


Power Sector Update

the National Solar Missionenvisaging to award about 100 mwof capacity to the government andprivate companies in the powersector.

About 4.25 mw of generationcapacity has been given to solarpanel manufacturers and another4.2 to others including 1 mw eachto BHEL, Hyderabad Metro WaterWorks, AP Genco and APIIC, while200kw has been awarded to MCRHRD Institute. Similarlym under theprivate sector 1mw each has beengiven to Titan Energy Systems andPremier Solar and SolarSemiconductor and Andromeda of750kw each have already beenallotted for execution. In totality ofthe 20 mw allocation of the stategovernment 11.8mw has been givento private players. The Mahindra &Mahindra, a diversified companyhas initiated the process ofinstalling a 50 mw solar powergeneration capacity plants in fivestates entailing an investment of`750 crore. Apart from this, it isalso planning to enter intoconsultancy role in the new andemerging solar power generationsector, offering engineering,procurement and construction (EPC)services, balance of plantequipment and off grid solarsolutions like supplying batteries forthe solar power sector.

Nuclear PowerThe government has worked outstrategies to ramp up nuclear powercapacity in the country by ten fold inthe next 10 years by approving newreactor capacity to over 38,000mw.The target will be achieved throughImported Light Water Reactor unitsin the range of 1,000 mw to 1650mw from Russia, France and theUS to attain over 80% of the targetedcapacity and indigenouspressurized Heavy Water Reactorsof 700mw will take care of theremaining portion of the targetedenergy generation. The units areplanned to be constructed with a

gestation period of about six yearsfrom the first pour of concrete tocommercial operation. The IndianOil Corporation, which has alsomarked its entry into the powersector has set aside `3,600 croreinvestment for the seventh andeighth units of the `12,000 croreRajasthan Atomic Power Project(RAPP) in Rawatbhata area of thestate. In this connection, the oilgiant has signed an agreementwith the Nuclear power Corporationfor the construction of the heavywater pressurized water reactorthereby picking up 30% equity inthe 1400mw plant. In addition, ithas forged partnership with NPCIL’sfuture projects including theproposed `14,000 crore nuclearpower projects at Kakrapar inGujarat, `18,000 crore power plantat Kundakulam in Tamil Nadu and`28,500 crore project at Jaitpur inMaharashtra and the actual plan isto start work on the first set of twinunits by 2012. Similarly, the newnuclear reactors are coming up inareas like Kumaria in Haryana andBargi in MP with indigenousPHWRs capacities of 4x700 and2x700 MWe respectively. LikewiseLWR Russian VVER and LWRFrench EPR Koodankulam in TN,Jaipur and Maharashtra are beingset up with generation capacities of

4x1,000MWe and 6x1,650MWe.Others include LWR (US GE Hitachi)or Washingtonhouse at ChhayamithiVirdi in Gujarat and Kowada in APwith 5x1,000 capacities each andLWR Russian VVER with a capacityof 6x1,000 at Haripur in WestBengal. The L&T on the other handhas decided to build capabilitiesfor executing nuclear islands, toenhance its strength to buildcomplete nuclear plants on aturnkey basis. Orders from nuclearpower projects totaling about`100,000 crore are scheduled overthe next half decade because theCentre intends to install 62,000mwof nuclear energy by 2032, of which25,000mw is expected to be addedby 2020, said Chairman andManaging Director A M Naik..

ConclusionIn fact, the government has takenup a daunting task to provide powerfor all by 2012 and has set arenewed target of achieving capacityaddition of 62,374mw in the currentPlan period of which 24,367mw hasalready been added and 40,072mwwill be added in the remainingperiod of the current Plan afterwhich the total installed capacity islikely to touch 1,99,471mw. Inaddition, power projects to the tuneof 12,590mw, which are currently invarious stages of implementations,are likely to be commissioned inthe beginning of the 12th Planperiod. That apart, capacity additionaggregating to 60,600mw, which isbeing executed currently, will alsobe added to the capacity during the12th Five Year Plan. In totality, about1,00,000 mw capacity additionbeing targeted for the coming Planperiod will enable the country tobecome self-reliant to meet itspower requirements.

Currently, 60,000mw powerprojects are being executed bythe private sector companiesand the rate of capacityaddition will be 15,000mw ayear. If this can be sustainedfor the next 10 years, the powerdeficiency that exists today canbe overcome in the next twodecades, says PresidentOperations, (L&T) J P Nayak.


Power Sector Update

ARSS Strengthening Country’sInfrastructure Development

construction of all types of crossdrainage works including major roadbridges.

In a short span of ten years,the company has diversified its fieldof activities in other spheres, inregard to developing infrastructurefacilities related to Central and StateGovt. organizations viz. CPWD, StatePWD and PSU’s like Rites Ltd.,Ircon International Ltd., Rail VikasNigam Ltd. including Multinationalsand Corporates.

With present turnover of over`1000 crores, the company hasemerged as a major contributortowards growth of Infrastructurerelated activities in the country.

Who are company's national andinternational joint venturepartners?Our JV partners include PrivateParties, Public Sector Undertakingsand International Companies. Some

of our Private sector JV partnersinclude Harish Chandra (India)Limited, Triveni Engicons PrivateLimited, Kalindee Rail Nirman(Engineers) Limited, PatelEngineering Ltd., Rohit Kumar DasConstruction Private Limited,Backbone Enterprises Ltd., AtlantaLtd, Som Dutt Builders, NirajCement Structural Ltd. andA.N.Prasad Rao while Rites Ltd. isour Public Sector Partner: We havealso made international jointventures with PT Adhikarya(Persero), Indonesia, Mir AkhterHossain Limited, Bangladesh andParisha Trade System Ltd.,Bangladesh.

Based on the eligibility criteriaof the projects, we bid for thecontract either on standalone basisor through joint ventures. Normally,we enter into joint venturepartnership, where some specialtechnical requirement is needed orwhere we do not qualify our owncredentials.Over the years, the company hasbeen successfully executingimportant projects in roads,highways, bridges, tunnels,buildings, irrigation andearthworks. What are theimportant projects in hand? Is itpossible to enumerate some ofthe successful stories of projectscompleted so far?

Please introduce ARSSInfrastructure to our readers, itsevolution to reach the presentstatus, its important businessareas and total market cap.ARSS Infrastructure Projects Limited(ARSS) an ISO 9001:2008 certifiedcompany was established in 2000and since then it is recognized asa leading construction company inthe field of InfrastructureDevelopment mainly in the rail androad sectors.

Our ability to successfullyperform time and again across therailway and highway sector hasmade us the preferred ones notonly in Eastern India but also inSouthern and North-Western partsof India covering fourteen states.

The company gainedexperience in construction ofhighways and roadways, expertisein construction of rigid and flexiblepavement roads along with

ARSS Infrastructure Projects Ltd. is eager to contribute its mite in theinfrastructure development of the country. The Company has a strong orderbook with contract work of `2,788 crore as on 31st March 2010. "Ourcompetitive strength is the availability on rolls highly experienced andcompetitive engineering personnel having own machineries and equipments.We serve the nation with utmost sincerity ensuring quality execution andtimely completion of works so that the nation can derive the benefits ofdevelopment," says Mr. Rajesh Agarwal, Managing Director, ARSS InfrastructureProjects Limited in an interview with S.K.Khanna.


Interview


Interview

Currently, we have numberof World Bank projects inhand including Chandbali-Bhadrak-Anandpur road (Km.0/0 to 45/0 of SH-9 andKms. 0/0 to 50/0 of SH-53)work, Berhampur-Taptapani(Km. 0/0 to Km. 41/0 of SH-17) project andBhawanipatna to Khariar(Km. 2/0 to Km. 70/0 of SH-16) works.

Additionally, it baggedRail Infrastructure Works ofJindal Steel and Power Ltd.,Cuttack – Paradeep road(SH-12) from 0.00 to 43.00, andCuttack – Paradeep road (SH-12)from 43.00 to 82.00. Our companyis also working on numerous ADBprojects that includes constructionfor Roadbed in connection withdoubling of railway line betweenBarang-Rajatgarh (25 Km), Cuttack-Barang (12km) and 3rd line betweenBarang-Khurda road (35km) in theState of Orissa, etc.

ARSS worked on manyprestigious projects and haveseveral success stories in itsbasket. Some of them arecompletion of track linking, signalingwork for 110 Km in Tomka-Keonjharline, completion of 3 packages ofwork track linking for NTPC-SIPATwork in Chhattisgarh, Railconnectivity and inplant rail networkat Vedanta Aluminum Ltd. atLanjigarh, Orissa, Substructures of5 bridges on Rajatgarh-Barang ofEast Coast Railway, Completion ofBRTS-I in Jaipur city, a pioneerwork, and so on.

ARSS Infrastructure has beenassociated with IR executing'severy type of work starting fromsurvey, design to completion evenon EPC basis, so much so thatthe company has been able toearn Moody InternationalCertification for construction ofcivil works. Please shed light onthe ongoing railway infrastructureprojects and also on the recentlyawarded contracts/projects?

ARSS has completed manyimportant projects for Railways.Some of the projects currently beingexecuted by the company for EastCoast Railway is-Construction ofRoadbed in connection withdoubling of railway line betweenBarang-Rajatgarh (25 Km), Cuttack-Barang (12km) and 3rd line betweenBarang-Khurda road (35km) inOrissa, Construction of MajorBridges in connection with doublingof railway line between Barang-Rajatghar (25km), Cuttack-Barang(12km) and 3rd line between Barang-Khurda road (35km) Orissa, etc.For North Western Railway, ARSSwork in hand include constructionof minor bridges and constructionof Broad Gauge formation betweenDausa and Lalsot in connectionwith Dausa-Gangapur city NewBroad Gauge line project, andConstruction of Broad Gaugeformation and Minor Bridgesbetween Lalsot and Gangapur Cityin connection with Dausa-Gangapurcity New Broad Gauge line project.

For North East Frontier Railway,company is doing Civil Engineeringworks including P.way works inconnection with construction of newBG Railway line from NewMaynaguri (West Bengal) toJogighopa (Assam). And for CentralRailway, project under execution areconstruction of major bridges(3nos.) with PSC superstructures(12.2m) post tensioned solid slabs

as per RDSO drawing. Otherwork include Earth work inembankment, cutting,including Bridgeapproaches, trolley refuges,Blanketing Materials,Construction of Side Drainsetc. and Construction of MinorBridges from Kms. 136 tokms. 144 in Pen-Rohasection of Panvel-Pen-RohaDoubling Project.

For Southern Railway,project in hand is doublingof BG track betweenChengalpattu and

Villupurum- and also proposedconstruction of major bridges –foundations substructure andsuperstructure for bridge.

The company has an impressiveorder book status. What iscompany’s competitive strength interms of manpower, equipmentresources that despite recessionhas been marching aheadfocusing on high growthopportunities while maintainingperformance and competitivenessin business?The Company has a strong orderbook with contract work of Rs. 2788crore as on 31.3.2010. Ourcompetitive strength is theavailability on its rolls highly experi-enced competitive engineeringpersonnel having own machineries,equipments and testing facilitiesbesides having quality control andquality assurance as its principle ofthe work besides executing theprojects within the minimumpossibility period in spite of adversesite concessions.

We have a large fleet ofstrategic construction equipmentassets. We believe that ourinvestment in equipment and fixedassets is an advantage, whichenables us to rapidly mobilize ourequipment to project sites asneeds arise. As of March 31, 2010our total investment in plant,machinery and equipment is aboveRs. 286 crores. We are in the


Interview

process of acquiring moreequipment depending upon theneed of the projects and our clients.

We have crusher plants at eightlocations in various districts ofOrissa and many crushing plantsoutside Orissa, and equipmentstorage, maintenance and repairfacilities in Crusher plants arerequired for quarrying and crushinggranite stone to produce requiredsizes of rock products as per ourclient’s specification, be it forrailway track ballast or highway workor any other civil construction work.

We own various high-tech andmodern construction equipmentcomprising Hydraulic Excavators,Tippers, Excavator cum Loaders,Vibrator Rollers, Vibrators, SoilCompactors, Motor Graders, Hot MixPlants, Concrete, Batching Plants,Wet Mix Plants, Transit Mixtures,Cranes and other miscellaneousEquipment. A large number of these

equipments are also imported fromoutside the country.

We plan our machineryequipment right from the tenderstage and place orders for the newmachinery required as soon as wefind that we are the lowest tenderer.

The Government has set the targetof spending $1 trillion in IndianInfrastructure in the 12th five yearplan—is your company wellpositioned to grab the emergingopportunities in the Infrastructuresector?We, ARSS Infrastructure ProjectsLtd. are eager to contribute our mitein the infrastructure development ofthe country. It does not matterwhether we are in a position tograb the emerging opportunity inthe infrastructure sector, but it isour cherished goal to contribute ourmite in the national developmentthrough building infrastructure.

How do you look at the future ofARSS Infrastructure in the next 3-4 years as one of the topinfrastructure service providers inthe country?During 2009–10, we had a turnoverof `1006 crores and now we areplanning to achieve a Turnover of`1800 crores during 2010-11 andhope to reach `5000 crores perannum turnover in the next 3-5years.Through this Journal whatmessage you would like to give tothe industry conveying yourcommitment to execute projectswith consistently best in classquality assurance and cost controlas per requirement of yourclients?Our message to the industry is toserve the nation with utmostsincerity ensuring quality executionand timely completion of works sothat the nation can derive thebenefits of development.

With lot of opportunities inRoad and Bridge sectorin the country, KCPL has

also marched ahead by securingmajor orders for supplying specialgrades of admixtures and otherconstruction chemicals for variousNHAI and state highway projectsspread across the country. One ofthe biggest achievements for thecompany in recent times is tosupply concrete admixtures andcuring compounds to theprestigious TAJ Expressway projectof Jaypee Group. The entire 165km road from Greater-Noida is anexpandable 8 lane rigid pavementinvolving close to 28 Lakh cubicmeters of concrete for rigidpavements. In addition to this, thereare number of bridges, minorstructures, interchanges and culvertsresulting another 12 lakh cubicmeter of structural concrete.

KCPL claims the single largestvendor for supplying of admixturesto all 13 contractors such as HCIInfrastructure, Vijay NirmanCompany, NKC, infrasrastructure,S.P. Singla, H.G. Infrastrcuture, M.G.Contractors, Brahmaputra Infra-projects, and C&C constructions.

This is one of the most complexRoad development projects in Indiatill date with the entire 8 lane stretchbeing constructed right from thescratch consisting of numerousunder-passes, bridges, flyovers andculverts. KCPL has been able to

Kunal Conchem Surging Ahead…provide solutions to all complexstructures through its extensiverange of super-plasticizers.KUANCON-37 SR AND 37 S hasbeen extensively used in most ofthe structural works. KUNOCON-37S1 has been used veryextensively for most of the pre-casting girders ensuring upto 80%strength within 4th day of casting.

For the major part of rigidpavement work, a uniqueformulation especially designed towork effectively with PPC cementhas been introduced. The majorchallenge in the PQC job wasattainment of flexural strength aswell as fast setting of the concrete.JP group has employed very highefficiency pavers to lay the dumpconcrete enabling in speedy andefficient job.

Besides this, company is alsoworking on other major NHAIprojects such as Kishangarh-Beawar stretch (Soma Enterprises),Pink city expressway (NH-8, jaipur-Gurgaon), Himalayan expresswayproject (Parwanoo-zirakpur)-C&CConstruction, Vyara-MaharastraBorder (Soma Enterprises),Gurgaon-Faridabad 4 laning(Reliance Infrastructure), NHAI’sprestigious Badarpur flyover project(HCC) and many more.

Apart from major NHAI projects,the company is also working withmainline state road developmentcorporations such as HSRDC,

MPSRDC, U.P state bridgecorporations. Withgovernment’s emphasison the highway sector andconsiderable improvementof road sector in thecountry, KCPL is allgeared up to avail thisopportunity, as one of theleading constructionchemical players to be apart of this story.

The biggest challenge is thatroad development is going onacross the country. Various regionshave their specific availability ofingredients such as sand, cement,aggregates, so it is possible thatone admixture which performsexceptionally well at one place,might not give good results at otherplaces. Hence we need to tailormake our formulations catering tospecific needs of the projects.Another major segment ofconstruction chemical productswhich find huge application in Roadprojects is Polysulphide sealants(KUNASEAL) as well singlecomponent pavement gardePolyurethane sealants for surfacejoints.

Maintaining its, focus in roadinfrastructure, company hasappointed a senior technicalresource each for the states ofBihar, Rajasthan, Maharastra,Karnataka, catering to specificneeds for the clients engaged inroad development projects in thesestates, as they cover major shareof up-coming new NHAI projectsunder NHDP-phase 3.

KCPL is also in talks with aUS based major constructionchemical company to set upmanufacturing facility in India,catering especially to asphalt roadrepairs. With each passingmonsoon, the condition of theseroads become pathetic and hugecraters and pot-holes are visibleeverywhere. We plan to introducepre-packaged road repair productsin packaging ranging from 500 gmsto 1.5 Kgs, enabling smallestrepairs at the most distant locationsin the country with consummateease, said the company.

For further details please contact:Fax: +91-129-407 3517E-mail: [email protected]



Pavements – A CostlyNecessityThe quality of roads dictate theeconomy of a country and hencethe quality of our lives. In India,road transport handles more than60% of the freight and more than80% of the passenger traffic. Roadsare vital for the transport of goodsand passengers. Village roads arecritical for the basic minimumconnectivity for the upliftment of thesocial and economical condition ofthe rural people. Such roadsprovide access to employment,means of transporting agriculturalproduce and access to health careand social services.

Realizing the need for goodroad infrastructure, the Indiangovernment has embarked on avigorous road building effort – andinvesting `1,20,000 crore perannum. In the next five years, $60billion will be invested to build35,000 km of roads. The roads that

are being built now will be readyfor maintenance and rehabilitationin the next five to ten years. Somelessons can be learnt from the UShighway system, which is a maturesystem, and most of the work inthe recent past and at present ison maintenance and rehabilitation,rather than on new construction.Because of soaring material costsand budget shortfalls, there is ahuge backlog in maintenance andrehabilitation of pavements, leadingto the issue of sustainability of themaintenance of road assets thathave been created by hugeinvestments. It should be noted thatin addition to the ongoing newconstruction, in the next five years,a significant amount of work willalso be needed for the maintenanceand rehabilitation of the newpavements. The combined work willneed (in addition to money) amassive amount of materials andenergy.

Where will all these materialsand energy come from? This articletries to present a clear picture ofthe future – the challenges and thesolutions.

Impact ofInfrastructureImprovement onthe EnvironmentIt is an accepted fact that becauseof human activities and resultantglobal warming. Global meantemperature and average sea levelhave risen, whereas the snowcover both in Northern Hemisphereand the Himalayas have beenreduced. The loss of glaciers in theHimalayas is of great relevance,because of the dependence ofcrores of people on water from therivers that are fed by these glaciers.Overall, in the world transportationrepresents 10% of the world’s grossdomestc product, and has been

Sustainable Pavements in India

The Time To Start Is NowProf. Rajib Basu Mallick, Worcester Polytechnic Institute, MA, USA

Prof. A. Veeraragavan, Indian Institute of Technology, Chennai.


Pavements

reported to be responsible for 22%of the global energy consumption,25% of fossil fuel burning acrossthe world and 30% of global airpollution and greenhouse gasses.

On top of this, consider theamount of natural aggregates(mostly from quarries) that are beingused - 1,300 million tons of virginaggregates are used in the USevery year for pavementconstruction. In India, about 15,000tonnes of aggregates are requiredper kilometer of highway. A typicalproject of National HighwayDevelopment Project (NHDP) of 60km road improvement requires 20lakh ton of material. In India, inmost cases, old pavement materialsare dumped into landfills. Note thatlandfills have been identified as thelargest source of methane causedby humans .

The production of pavementmixes such as hot mix asphalt(HMA) requires a significant amountof energy, such as those neededfor production of bituminous binderfrom crude petroleum and dryingaggregates. For example,approximately 1.5 gallons of fuel isused for drying and heating oneton of aggregates – consider thatfigure in terms of lakhs of tons ofaggregates that is used. Theheating of bituminous binder andHMA releases a significant amountof green house gases such ascarbon dioxide, and harmfulpollutants such as sulphur andnitrogen oxides. Constructionpeople are exposed to such gaseson a regular basis. The amount ofemission doubles for every 10oCincrease in production temperature,and increasingly, higher temperatureis actually being used for theproduction of HMA with modifiedbinders.

The scarcity of aggregates nowforces truck delivery of materialsfrom great distance – the use ofdiesel for running these trucks leadsto emission of pollutants such as

particulate matter, nitrogen oxidesand sulfur dioxides. Many of thediesel engine emissions have beenidentified as carcinogenic, andharmful to the human health, evenat occupational and environmentallevels of exposure. The problem ofavailability of aggregate is acute inthe Northern Part of the country. Fora lead of 200 km (which iscommon in north India) it willrequire 180 lakh liter of diesel intransportation alone. We need toinitiate applied research on largescale to find alternate crustcomposition so that materialconsumption in road constructiongets reduced and we are able tosave diesel also. A serious attempthas to be made to improveengineering properties of traditionalconstruction material by suitableadditives so that they are able toeffectively distribute load andthereby reduce consumption.

Pavement materials have verylow thermal conductivity but relativelyhigh heat capacity. As a result, roadsand parking lots retain a hugeamount of heat, which is releasedback into the air, and which leadsto the rise in temperature, especiallyin urban areas. This phenomenonis known as urban heat islandeffect. This high temperature leadsto a greater use of pollutingequipment such as air conditioning,and increases the ozoneconcentration and air pollution. Thenet effect is more pollution andadverse health effect of theinhabitants of the urban areas.

Finally, the effect of paving onthe recharge of groundwater isdisastrous. A paved surfacesignificantly reduces the amount ofwater that infiltrates into the ground– most of the water flows away asstorm water. This lowers thegroundwater level, leading toscarcity of water, pollution of water(the water now comes from levelswhich have harmful minerals), andstorm flooding.

To summarize, the total effectof paving for roads and airportsinclude depletion of naturalresources and energy, rise intemperature and air pollution andlowering of groundwater andscarcity of drinking water. Thisessentially means that we will beleaving a much less greenerenvironment, much less naturalresources and a much lesscomfortable earth for our nextgeneration than what we beganwith. Since the success or failureof a generation is not to be judgedby the people of that generation,but by future generations, are wenot failing magnimously? Thisobservation is tied to the very basicidea of sustainable development –“development that meets the needsof the present withoutcompromising the ability of futuregenerations to meet their ownneeds”.

One important point should beremembered: pavements are for theinfrastructure and improving thequality of life, and hence the qualityof life should not be sacrificed forthe sake of pavements. Therefore,at the beginning of this Herculeantask of building a massivetransportation system in India, it isimperative that we acknowledge thefact that even though roads areneeded for developing the economyand improving the quality of ourlives, they adversely affect ourenvironment. The next step is toembrace, wholeheartedly, everyavailable green technology forpavement design and construction.The following paragraphssummarize a few suchtechnologies.

RecyclingPavement recycling, particularly, HMApavement recycling (HMA is themost widely used pavementmaterial in India) is a wellestablished proven technology. Ahost of different techniques exist


Pavements

for different situations – hot mixrecycling, hot in-place recycling, coldmix and cold in-place recycling andfull depth reclamation. The past fewdecades have seen tremendousgrowth in equipment andtechniques in recycling, from millingmachines to mixing plants and in-place trains. Plants capable ofrecycling in high percentages, andmaterials that are capable ofrestoring correct asphaltenes-maltene proportions in aged asphaltare available. The literature isreplete with good practices andmanuals for effective andsuccessful recycling operations andguidelines (Table 1 givesapplications and considerations forthe different methods).

Hot Mix RecyclingHot mix recycling is accomplishedby incorporating milled andprocessed reclaimed asphaltpavement material (RAP) in new

mixes in the hot mix plant. RAP canbe added at different percentages,and depending on the percentage,a specific grade of asphalt binderor recycling agent could be used.The milled RAP needs to beregraded before combining with thenew aggregates to ensureconformity to the specified gradation.Mix design using the Marshallmethod or the Superpave methodcan be done. Various forms of drumand batch plant modifications exist,which allow the use of RAP in HMAproduction on a regular basis. Theprimary benefit of hot mix recyclingis the control of the quality of thefinished product, and the ability toprocess the milled RAP. In drumplants, the RAP is introduced inthat part which is not exposed tothe burner flame – it is critical thatthe RAP is not overheated, and isheated by the superheatedaggregates.

Hot In-place RecyclingHot in-place recycling (HIR) involvesthe use of a single or morecommonly, a train of equipment thatheat the existing pavement and mill/scarify it, mix the softened RAP in-place with rejuvenating agent,compacts it in one single pass.Sometimes remixing with newmaterials and/or repaving with new

layer are also done. The selectionof the type and amount of therejuvenating agent could be doneusing mix design principles, andthe new aggregates could beselected to obtain the desiredgradation when combined with theexisting scarified mix aggregates.The benefit of this process includesthose that are related to in-placerecycling – avoiding transportationand related fuel use andemissions. The end product is alsosimilar to HMA, and hence of goodquality. However, the depth to whichHIR could be conducted effectivelyis limited to about 38 mm, and theuse of large trains is only possiblein long and straight stretches ofroads.

Cold Mix Recycling andFull Depth ReclamationCold mix recycling could be doneboth in-place (cold in-placerecycling, CIR) or in the plant. InCIR, either a specialized singleequipment or a train of equipmentis utilized. The primary steps aremilling of part or all of the HMAlayer, and/or processing (forexample, to get rid of plus 50 mmparticles), mixing with emulsionand/or other additive such ascement, and compaction, andcuring. It is important to make surethat the mix is cured before thenext layer is put down, to avoidentrapment of moisture andsubsequent deterioration. CIR isgenerally used to obtain goodquality base course, with theutilization of the existing (aged andwith distresses, such as withcracks). In cold central plantrecycling, the milled RAP is mixed


Pavements

with emulsion or foamed asphalt,and transported back to the siteand laid down with a paver andcompacted. In this case, it ispossible to have a better controlover the finished product, and finescould be added to ensure theconformity to a specific gradation,such as that needed for thesuccessful use of foamed asphalt.

Full depth reclamation (FDR) issimilar to CIR, except that in thiscase, milling is extended below thedepth of the HMA layer to includepart of the granular layer. Obtaininga good base course is the objectivein this case.

Cold recycling, as discussedabove, ensures economy andbenefit to the environment byavoiding heat and energy, andemissions. In-place recycling allowsfurther economy and other benefitsby avoiding transportation. WhileCIR allows the reuse of old andaged asphalt pavements as basecourse in new pavements, FDRallows the modification to solve thebase related problems.

Low Energy MixesUse of huge amount of energy andemissions have led to thedevelopment of many types of coldand warm mix asphalt (WMA)technologies in the last decade.Cold mixes have been used for along time for various applicationssuch as full depth reclamation ofcold in-place recycling for obtainingbase courses. WMA, in variousforms, have been tried successfullyin Europe as well as in the US(See tables 2, 3 and 4 for differentmethods). The main principlebehind WMA is the use of a material


Pavements

and/or technique to lower theviscosity of the asphalt to the rangeof that required for mixing andcompaction, at lower thanconventional temperature. Thebenefits of WMA include reducedEmissions (Table 5) and fuelusage, sufficient workability at longhaul distances, improvedcompaction as well as the ability touse more recycled asphaltpavement material.

There are four competing WMAprocesses that are widely used: Atwo-component binder systemcalled WAM-Foam® (Warm Asphalt

Mix Foam) that introducesa soft and hard foamedbinder at different stagesduring plant production; Theaddition of a syntheticzeolite called Aspha-Min®

during mixing at the plantto create a foaming effectin the binder; The use ofthixotropic additives suchas Sasobit®, a Fischer-Tropsch paraffin wax and

Asphaltan B®, a low molecularweight esterified wax; Evotherm isa non-proprietary product thatincludes additives to improvecoating and workability.

There are several benefits ofthe WMA in comparison to HMA.They include reduced emissionsand worker exposure due to alowering of temperature, reducedfuel use, ability to allow longer hauldistances without losing workabilityand extension of paving seasonsin cooler climate areas.

Porous PavementsPavements with high porosity havebeen developed, that can allow asignificant amount of infiltration ofwater. Such pavements are wellsuited for parking as well a slowspeed areas. In principle, such apavement consists of an opengraded HMA course over an

uniformly graded crushed aggregatesource with approximately 40%voids over the subgrade (Figure 1).A 25 to 50 mm thick aggregate12.5 mm down size aggregate layeris used between the open gradedand the aggregate courses, and ageotextile is used between theaggregate and the subgrade layer.Test sections have proven thesuccess of such pavements, andresearch studies have shown thatmost of the pollutants are removedby filtration through the layers.

Cool PavementsAlthough different techniques couldbe adopted for reducing the surfacetemperature of pavements, the useof materials with a higher albedohas been so far the most common.Albedo, the ratio of reflected to theincident power, is different fordifferent colored materials – it ismuch higher for concrete (0.5) andasphalt pavement with a whitepainted surface (0.25) compared toconventional new HMA (0.05).Specialized pavement colors areavailable for obtaining pavementswith relatively high albedo, to reducethe amount of absorbed heat, andthus to reduce the urban heat islandeffect. A good summary of theproblem as well as the different


Pavements

approaches is given by the EPA(EPA, 2005). Table 6 shows acomparison of costs of coolpavements constructed withdifferent techniques. Anotherapproach is the use of an energyharvesting system installed withina pavement to extract heat energyfor useful purposes and reduce thesurface temperature of pavements.

Critical NeedAs the above paragraphs indicate,sufficient number of “green”technologies exists for immediateadoption in India. Since everytechnology has its own niche place,sufficient opportunities exist for

practical research that couldprepare pavement designers inIndia to specify the right technologyfor the right case, that is, to answerthe question, which sustainabletechnology is best suited for everypavement construction? Suchresearch can easily be conductedby the premier institutions in India,such as the IITs, which haveexcellent facilities and brainpower.Centers of excellence forsustainable pavement constructionmust be set up to facilitate suchactivity. In addition, such centers willbecome hubs for training andtechnology transfer in future.

It is of critical importance that

Figure 1: Porous pavementSource: Soderlund, Martina. Sustainable Roadway Design- A Model For An EnvironmentalRating System. Master of Science in Civil Engineering Thesis. University of Washington,2007.

investment should be made nowon equipment and training to adoptfield-ready sustainable practices forpavement construction, andequipment and software forresearch for developing guidelinesto adopt such techniques for Indianconditions, and developingindigenous techniques. The resultsof this research must be readywithin five-ten years, when the hugeroadway network that is being builtnow, will be due for maintenanceand rehabilitation.

India cannot be, and should notbe termed as a “poor” country anymore as the latest computers andcell phones are available here. Indialaunches its own spaceships withsatellites. It is hoped that theleaders of this great country wouldacknowledge the greatenvironmental challenges ofpavement construction, and investwisely in technologies that wouldmake road building sustainable.The time to start this is NOW.

References♦International Road Federation.

Innovative Practices for GreenerRoads.www.irfnet.org

♦Soderlund, Martina. SustainableRoadway Design- A Model For AnEnvironmental Rating System.Master of Science in CivilEngineering Thesis. University ofWashington, 2007.

Sources:♦ Moen, Ø. “Warm-Mix Asphalt

(WMA) International ScanningTour.” Norwegian Public RoadsAdministration, Norway,Presentation to WMA Scan Team,May 2007.

♦ Brosseaud, Y. “Warm Asphalt-Overview in France.” LCPC,France, Presentation to WMA ScanTeam, May 2007.

♦ Andersen, E.O. “WAM-Foam-AnEnvironmentally-Friendly Alternativeto Hot-Mix Asphalt.” NorwegianPublic Roads Administration,Oslo, Norway, Presentation toWMA Scan Team, May 2007.


Pavements

During the course ofinspections carried out byme as a part of various

World Bank missions on theNational Highways, State Highwaysand other road construction projectsin the country, I have tried to findout the various constraints affectingthe progress of the construction ofthe roads. Some of the criticalissues pertaining to the Indian RoadConstruction Industry are as under:♦ Pre-construction issues♦ Land surveying, investigations and

design issues♦ Construction and contract

management issues

Pre-construction issues:♦ Delay in land acquisition♦ Resettlement of project affected

persons♦ Tree cutting♦ Shifting of utilities

Since encumbrance free site isnot made available to thecontractors in the initial stages ofthe project, the contractors delaythe mobilization and in most of thecases, the contractors use themobilization advance elsewhere.

One more reason is that theextent of land to be acquired is notpossible to be identified becauseof the outdated land records and

poor quality of designs. Sometimesadditional land requirementsbecome necessary to take care ofthe designed right of way.

Another reason is that the treesto be cut are not properlydemarcated on the design drawings.Moreover, the clearances andpermissions from the Ministry ofEnvironment and Forests is a pre-requisite and takes quite some timebefore the trees are cut and designright of way made available to thecontractors.

Since no proper records existof the under ground utilities likewater supply, sewerage lines,electrical and telephone cables etc.,these utilities get identified asencumbrance only during theimplementation stage of the project.Similarly shifting of overheadelectrical and telephone lines (whichare visible including poles) takes along time. This leads to delay asthe shifting of these utilities bringsin hardships to the generalpopulation and suitable alternatearrangements are required to bemade.

There are numerousgovernment agencies involved fromwhich clearances/approvals/permissions are required to beobtained before the utilities can beshifted or relocated. This takes agreat deal of time. There arecumbersome procedures involvedand sometimes the relevant lawsand regulations are also not veryclear.

H.L.Chawla, Consultant, World Bank

Some Critical Issues Pertaining to

Road Construction Industry


Road Construction

The delay in the handing overof the encumbrance-free land to thecontractor generally takes as muchas about 30 months compared toabout 20 months which should havebeen the ideal case. Even whenthe land was finally made available,there exist still some encumbranceswhich put a constraint on thecontractor’s capacity to undertakeconstruction work in an un-interrupted and continuous manner.Because of the above reasons,substantial extensions of time arerequired to be given to thecontractors.

These time over runs lead tocost over runs. These also lead toclaims by the contractors for idleresources and demand forcompensation.

Land Surveying,Investigations, andDesign IssuesThe land acquisition for the highwayprojects is carried out in accordancewith the principles laid out in theNational Highways Act or the LandAcquisition Act. These two Actsgovern the acquisition of land fordefined public purposes andcompensation in lieu thereof. If alldue processes are followed, theland acquisition as per the NH actshould normally take about 15months and under the LandAcquisition around 24 to 30 moths.

Since such a long time is takento acquire the land, the processshould get started much earlier or

may be at the same time as theproject is at the design stage. Butactually the land acquisition plansare prepared very late.

There are quite a few reasonsfor the delay and some of these are:♦ Outdated revenue maps form the

basis for preparation of landacquisition plans. The records areoften not been updated for a longperiod of time.

♦ The land acquisition plans areoften not realistic as the designconsultants lack expertise toprepare such plans. They alsodo not carry out the alignmentand ground verification.

♦ There are frequent changes inthe designs and alignmentsduring implementation stage. In

some cases, there arediscrepancies in the projectcoordinates and the referenceframes resulting in mismatchthereby resulting in redesign ofthe alignment.

♦ The project authorities have todepend on the human resourcesfrom the revenue authorities, whoare already over stretched andcannot, provide the requiredassistance on time.

♦ In the absence of clear guidelineson providing compensation inspecial cases (including landowners with unclear titles or morethan one owner), the settlementprocess takes a much longertime.

In addition to the above, thereasons for delay in resettlementare as follows:♦ Delay in finalization of the

alignment and corridor of impactduring project preparation stage

♦ Delay in identification andfinalization of the list of displacedpersons. The list of title holdersgets finalized after the declarationof award by the competentauthority.

♦ The alternative land for relocationduring preparation stage is notfirmed up


Road Construction

♦ Construction and contractmanagement issues:

♦ Very weak contract management& enforcement environment.

♦ The role of the IndependentEngineer is not clear. Many of theEmployers staff and domesticsupervision consultants do nothave adequate knowledge/ tounderstand the FIDIC conditionsof contract (being followed in mostof the NH and state highwaysprojects).

♦ Lack of the understandingbetween the Employers and thecontractors that speedycompletion of the projects is toboth parties’ interest.

♦ Lack of understanding of thecontract conditions both by theEmployers and the contractors.

♦ Since the Employer is usuallylacking in fulfilling his obligationsunder the contract, such as timelydelivery of encumbrance free land,timely decision making on thevariations, making payments ontime, early activation of disputeresolution mechanism, hisleverage on the contractenforcement gets eroded.

♦ There is a resistance toacceptance of the responsibilityin taking decisions, even whenthe Employer’s staff is convinced.This is because of a “fearpsychosis” and the staff tries topass on the buck.

♦ There is lack of training impartedto the Employer’s, CSC’s &contractor’s staff on the generalterms and conditions of thecontract and the division of theparties’ rights, duties andobligations as per the contract.This results in lack of motivationfor treating the project as acommon goal and working as a“team”and all the parties try toshift the blame to others and noone tries to take the responsibility.

♦ Due to dearth of constructionmanagement skills in the country,the contractor’s performance getsaffected. This includes thecontractor’s work planning,resource and workflowmanagement, cash flowmanagement and his overallproject management.

♦ The contractors generally quotelow to win the contract. They

normally have their eyes onmaking money through raisingclaims at a subsequent dateknowing fully well that theEmployer will certainly providethem many avenues to do so,particularly because of delay inmaking land available and delayin decisions, payments etc.

♦ Since the role of the IndependentEngineer is not very clear so theEngineer takes no responsibility.

♦ The Engineer is not accountableas after the project is completed,he is simply not there.

♦ The supervision consultancycontracts are generally timebased. This creates a perverseincentive to delayed decisionmaking resulting in extension ofthe civil works and consequentlyin the extension of the CSCcontract.

♦ The staff in the CSCs is also notfully conversant with the FIDICconditions of contract and is alsonot up to date with latest qualitymanagement techniques and newtechnologies. They are thushandicapped in managingcontracts effectively with timelyand quality decision making.

The delay in the constructionhas led to a large gap between thebudget allocation and actualexpenditure on the roadconstruction in the country in thepast few years. This gap has beenin the range of 15-20%. About 70%of the contracts have been delayedand about 50% of the contractshad cost over runs of more than25%. The mean delay was about73% of the original contractcompletion time.

The need of the hour is to findan early solution to ensure timelycompletion of the road constructionprojects.

AcknowledgmentThe World Bank: Indian RoadConstruction Industry: Capacityissues, constraints &recommendations.


Road Construction

IntroductionBridge foundations are the mostcomplicated and difficult toconstruct. Unexpected difficultiescause delays, extra costs andrevision of designs due to alteredsituations. Loss of human lives wasnormal rather than exception. In theSixties, more than 50 lives werelost due to the accident duringpneumatic sinking operations forwell foundations of Mahanadi bridgein Orissa. For Kali Bridge at Karwarin Karnataka, pneumatic sinkingwas required for inspection of thefounding surface of the wells. Apartfrom delays and extra costs, largenumber of workers suffered caissondisease. Due to difficulties in wellsinking, two contractors left the joband the third took more than 5years to complete the wellfoundations. Alternative constructiontechniques and equipments haveemerged. With the introduction ofadvanced piling equipment, largediameter piles up to 3.5 m dia areeasily realized at a fast rate, with asignificant reduction in cost andmaterial quantities. Bridgeselsewhere are now constructed withpile foundations.

Pre-cast RC bored piles of2.5m diameter was first successfullyrealized in India for the old ThanaCreek Bridge constructed in 1960s.For the 13 Km long Saudi–BaharainCauseway large diameter pre-castpre-stressed bored piles wereadopted. By 2005, piles of 2-3 mdia, upto 120m deep are extensivelyused in the rest of the world. Thesenew techniques eliminatecomplicated weather-dependentand risky operations in water. Theyhave reduced the delaysconsiderably and minimized thetechnical and financial risks. Thedevelopment of modern techniqueshas considerably reduced quantitiesof materials used for foundationsas well as energy consumption andenvironmental impacts.

Well FoundationProblems atBrahmaputra Bridgeat TezpurThe bridge was more than 3 kmlong with 26 spans of 120 m and 2shore spans of 70 m each, foundedon 12m dia Wells. Sinking well No.2to full depth was not possible due

to bouldery strata Despite bestefforts, the well only went down by35.25 m after three seasons and atextra cost! The well was plugged atRL 32.075 m and 5 nos 1.5 m diaRCC bored piles (25-35m) wereprovided to anchor the well, one inthe middle through the dredge holeand 4 outside at the four corners.Further a launching apron of cratedboulder 3 m thick was laid makinga circle of 60 m dia around thewell, at RL 61.00. These extra workscaused further delay in the comp-letion of the substructure works.

Well foundations onsloping rock:Brahmaputra Bridge atJogighopa (2.28 km)The wells of main span were 11 mx 17 m double ‘D’ type. Foundations17 & 18 were resting on hard rockat steep incline of almost 1:1 slope.It was not possible to rest thefoundations partially on two typesof strata. Hence to found thesewells, 1500 mm dia anchor piles,12 nos for each foundation wereprovided through the body of thesteining, extending to about 10 mbelow the cutting edge.

Well Foundationsfor Bridges are Obsolete!!!

S.A.Reddi, Fellow Indian National Academy of Engineering


Bridge Foundations

Additional cost was severalcrores. Effective use of PileFoundations - Jamuna RiverBridge in Bangladesh (figs.2&3).

A 4.8 km long, four laneroad bridge with 100 m spanswas constructed in the 1990son the Jamuna river(Brahmaputra in India). Thefoundation design waschallenging. Very deep wellsare extremely slow to construct,costly, increasing the total cost.Various alternatives wereconsidered including caissons,driven precast piles and drivensteel tubular piles. The onlyviable option was largediameter tubular steel pilesdriven at a rake (fig.2). Thepiles were fabricated in Korea,shipped to site and installedby hydraulic hammer. Thediameter of the piles rangedbetween 2.5 and 3.15 m andthe steel tubes were filled withconcrete. Maximum pile lengthwas 72 m below bed level.During one working seasonfrom October 1995 to June1996 all the 121 main workpiles plus two full scale trialpiles were driven.

This optimization resultedin overall reduction in thebridge costs by more than50%. This solution alsoreduced the use of resources(concrete and steel)considerably and wasbeneficial to environmentalimpact. The piles wereinstalled in 8 months; the well

foundations of three bridges acrossthe same river constructed in Indiahave taken 3-5 years each tocomplete.

Damages DuringConstruction - GangaBridge at Bhagalpur (4.6km)The well foundations consist ofsingle circular wells 11.6 m dia.

The calculated maximum scourdepth was 36 m below water level.The soil strata were sandy up toabout 30 m followed by hard stiffclay. During construction, the wellsstarted tilting and the problemscontinued right through the sinking.Despite extensive chiseling, the rateof sinking was painfully slow.♦ Well 2 - The founding level was

64.7 m below the water level.The rate of sinking through claywas about 1.5 - 2 cm/hr. 3500crane hours were used to sinkthe well.

♦ Well 17 - The well shifted by 1.86m. The piers were to be retainedat the original position; resultingin excessive moments in the well.To counter the momentscounterweight was provided in theform of a dummy well sunk to adepth of 20 m in the adjacentarea and connected to the mainwell through a common well cap.

♦ Well 32 - The well shifted by1150 mm. A similar solution as inwell 17 was adopted.

♦ Well 4 - During concreting ofcurb, sand leaked from the islandand the entire curb tilted and sankby 4.5 m. A new sheet pilecofferdam had to be erected anda new well curb was cast. Thetotal delay was one month.

♦ Well 9 - the total height of thesteining except last 2 m wascompleted with 7.5 m balancesinking. Due to presence of stiffclay, 8 m sump was made tofacilitate sinking. After severalweeks, the well suddenly jumpedby about 9 m with the top ofsteining below water level. Workresumed after monsoon. Atemporary RC cofferdam wasconstructed and the sunk welldewatered to expose and buildup further steining. Time loss:about 6 months.

♦ Wells 3 & 4 -Wells were sunk byabout 44 and 37 m before themonsoon season in 1996. Thewells were toppled due to scourand disappeared during thefloods. Based on a number of

Figure 2: Pile foundations for Jamuna bridge

Figure 1: Brahmaputra bridge foundationsNo. 17 & 18

Figure 3: Completed view of the Jamuna bridge

Due to the steep incline, part ofthe cutting edge was resting on therock while the other parts wereoverhanging. In order to contain thebottom plug, two rows of jet groutedpiles were introduced around theperiphery of the well steining whichacted as curtain wall (fig.1). 1500dia piles also driven up to hardrock along the periphery throughthe steining. The completion of theproject was extended by 3 years.


Bridge Foundations

trial bores well No.3 was foundtilted along the bridge axis. WellNo.4 was found on the upstreamside along the direction of current.These wells weighing up to9900 t could not be restored andwere abandoned. New wells werecast and sunk by changing thespan arrangement. Floatingcaissons were used.

♦ Extra cost and time - The cost oncompletion was Rs.106 cr againstaccepted tender cost of Rs.55 cr!The time overrun was 5 years!

Tilts and Shifts in WellFoundations - VasaiCreek Bridges NearMumbaiBassein Creek road bridge nearMumbai (1970) faced problems ofheavy tilting of the well foundations.Two of the foundations no.4 & 6tilted very heavily and all attempt tocorrect the ti le failed. Thefoundations were abandoned andthe design of the bridge waschanged to accommodate newfoundations and longer spans. Theproject was delayed by six yearswith termination of the first contract,arbitration, litigation.

Despite previous histories oftwo bridges built across the samecreek that faced problems with wellfoundations, the same were againadopted for another Vasai CreekBridge. During construction, heavytilting of wells was observed. Thecorrective measures for one wellalone took almost two yearsdelaying completion of thefoundations; costing about Rs. 2crores.

Sudden Jumping of WellsDuring SinkingSometimes the well sinks suddenlydue to excessive sump or weaksoil layer and the steiningdisappears below water level,making it difficult to continue furtherwork on the well steining.

In one of the well foundationsin a bridge across river Ganga, the

total height of steining except last 2m was concreted. The well was inthe final stages of steining, withabout 7.5 m to reach the foundinglevel. As the well was stuck up instiff clay, efforts were made to sinkthe well by creating a sump of about8 m below the cutting edge. All of asudden the well sank suddenly byabout 9 m and the top of steiningwas below the water level by about3.5 m. Rectification measures werevery expensive and time consuming.

Ganga bridge at Varanasi: Verystiff clay was encountered at 25 mbelow and sinking of wellfoundations No. 3 and 5 was verydifficult, did not move for threemonths. Then well No.3 jumped byseveral meters without any warningwhen two workers and onesupervisor were taking sumpsounding. The tragic accident killedall the three people. The well No.5also jumped by about 5 m andwas submerged in the water by1m.

Artesian ConditionsDuring Construction ofWell FoundationsNepal Bridge (Kohalpur /Mahakali Section )Artesian conditions wereencountered during soilinvestigations for the Shivgangabridge (8 spans of 32 m). Atlocations P-4 and P-5 artesian headof about 4.3 m was encountered atabout 17 m below ground level.The well was redesigned withfoundation terminating above theartesian layer, resulting in shallowfoundations resting on clay. Due tofounding the wells at shallow depth,it was necessary to provideadequate bed protection so as toprevent scour. The bed protectionconsisted of :♦ Upstream and downstream

aprons♦ Cut-off walls, upstream &

downstream♦ Concrete floor

An ExpensiveSolution Indeed !!The completion was delayed bymore than one season as thesolution was based on an ExpertCommittee investigation and report.This led to delay in finalization ofthe designs and drawings for thefoundation well and necessity ofissuing variation orders to cover theitems of cut-off walls and bedprotection works which were notenvisaged in the original contract.

Ganga Bridge, PatnaThe 5.6 km long bridge comprisesof 46 spans of 120 m each restingon 56 m deep well foundations(12m dia.). Two of the wells in themidstream (Nos. 41 and 45)encountered artesian conditionsduring the final stages of sinkingThere was continuous sandblowing filling the dredge hole to 5-6 m above the cutting edge. Monthsof efforts to sink the well provedfutile. A technical advisory committeetook about a year for arriving at asolution. Temporary steel cofferdamwas built enveloping the well andan artificial head of about 6 m ofwater was created to counter actthe sand bubbling. Delay: two years

Cracking of Well SteiningDuring ConstructionCracking of well steining is one ofthe serious problems faced manytimes in the construction of wellfoundations, resulting in time andcost overruns. The causes areusually:1. Blasting, Dewatering2. Insufficient steining thickness3. Jumping due to excessive sump4. Sand blows5. Surcharge due to dumping

dredge material close to well.6. Failure of cutting edges.

When such cracking occurs, atleast one season is lost for theinvestigation, developing remedialmeasures, approvals of the sameetc. In the last 45 years, the authoris aware of more then 200 cases


Bridge Foundations

of bridges constructed by variousconstruction agencies, where thedredge hole of well has to be filledwith concrete due to cracks insteining.

During well sinking of TapiBridge, Maharashtra, hard stratawas met. Due to blasting, extensivecracks developed in steinings Newsteinings had to be constructedinside the wells. The originalcontract period was four years.Attempts were made for five yearsto sink the wells. Work wassuspended for five years for wantof decision to revise the foundinglevel. An expert committee ultimatelyrecommended raising thefoundation level of wells by morethan 20m The bridge wascompleted after fourteen years. Thecontractor suffered losses due tothe delays. The owner sufferedsubstantial losses due to timeoverrun. Delay: 10 years.

Extraordinary Delays inConstruction of WellFoundations PasighatBidge, ArunachalPradesh, 703 m longThe project started in 1987 and theconstruction of well foundationscontinued for the next 20 years! Asper the design, based onmisleading soil data, six wells wereto be sunk to about 50 m belowbed. The actual strata met withduring sinking were hardconglomerate with denselycompacted and very large boulders(fig.6) were found right from the

beginning of sinking. After 15 yearsof struggle to pneumatically sinkthe wells to RL – 50 m, thedesigned founding level wasdrastically raised by 22m in 2002.

Major Bridges(Worldwide) on PileFoundationsSu Tong Bridge, China : The 6 kmlong Cable-stay bridge crossesYangtze river near Shangai will carrya six lane highway with emergencylanes, with a record 1088 m mainspan and 300 m high concretepylons. Each tower is supported on131 cast-in-situ bored piles 120 mlong and 2.7 m diameter. Due tostrong currents, significant scour isexpected around the foundations,and suitable scour protection isprovided around the pylons. Thecentral span has a clearance of 62m for container ships to passthrough. The bridge used 200,000 tof steel, 1 million cum of concrete.

Stonecutters Bridge, HongKong: The 1600 m longStonecutters Bridge Hong Kong withcable-stay span of 1018 m is oneof the longest in the world. Thebridge is founded on 3.0 m diapiles, up to 90 m deep, sockettedinto rock. Bandra Worli Sea LinkMumbai: The sea link consists of5.6 km long, 8-laned bridge withcable stayed portion of 600 m. Thebridge is founded on 1.5 mdiameter bored piles. Concrete forthe piles is M50 grade and for pilecaps is M60. Silica fume and flyash are used for concretepreparation.

Analysis by the FederalHighway Administration(FHWA), USAMore than 100,000 bridges wouldbe constructed during the next twodecades. Foundations representabout 30% or more of the cost ofthe highway bridges. Thepredominant type of foundationsystem used for the highwaybridges in the US is pile. Manybridges can tolerate significantmagnitudes of a total and differentialvertical settlement without becomingseriously over-stressed

AppreciationThe Indian Bridge Engineers are byand large mentally tuned toproviding well foundations forbridges as a reflect action; whereasit is very necessary to analyze thecomparative merits and demerits,construction time frame and cost ofconstruction of bridges with well/pile foundations before finallychoosing the type of foundation. Ananalysis of the history of wellfoundations during the last fivedecades indicates innumerabledifficulties, delays and cost overrunsin a majority of the cases.Realization of well foundationsrequires special skil ls andexperience which are graduallydwindling.

Developments have taken placein respect of large diameter pilefoundations as well as equipmentfor the same. The time and costadvantages of opting for pilefoundations have been amplydemonstrated worldwide and to alimited extent in India. Piles up to adiameter of 3m and depth of up to120m have been realized for anumber of major bridgesworldwide, with cost saving of up to40% when compared to wellfoundations.

There is currently no restrictionin the IRC Code regarding use ofpile foundation. However, manyOwners impose restrictions in thetender documents, without any

Figure 5: Pasighat Bridge, Boulderdredged during well sinkingFigure 4: Pasighat Bridge, AP


Bridge Foundations

justification. The example citedabove concerning the problems ofwell foundations amply justifies asecond look on the choice offoundations. In fact, the use of wellfoundations for bridges should bean exception rather than the rule.

Chenab River Bridge atAkhnoor Near JammuThe project was started in the earlySeventies. A .scheme for a 231mlong bridge with 5 spans(3x46+2x46.5) upstream of existingsteel bridge was originallyconceived. The scheme involvedconstruction of five well foundationsin the volatile Chenab River, to besunk through difficult strata – hardconglomerate, in spite ofinsurmountable difficultieselsewhere under similarcircumstances. Two successivecontracts and 30 years later, theimpossibil ity of sinking wellsthrough such strata was realized.

Based on lateral thinking, itwas decided to abandon the partly

sunk wells and go for a schemewith longer central span, eliminatingthe water foundations altogether.With a 160m central span, both themain pier foundations were locatedin the dry on the banks, resting onraft foundations. These foundationswere completed in months insteadof decades earlier in unsuccessfulattempts to sink wells in water. Theabutments consist of hollow boxand piers consist of hollowrectangular section on raftfoundations.

The superstructure wasdesigned and constructed as acontinuous cantilever of 280mlength, with a central span of 160m(longest in India at the time). Twopairs of cantilever gantries weredeployed. The bridge with the newlayout eliminating well foundationswas completed in 20 months

Other Records: The Chenabbridge deck was constructed withthe shortest time cycle of 6 daysconsistently achieved for theconstruction of each pair of

Figure 6: Chenab Bridge at Akhnoor-Longest Span Cantilever PSC Bridge,eliminated wells

segments. This was madepossible by an high early strengthconcrete which enabled pre-stressing at 60 hours afterconcreting. Fe500 steelreinforcement bars were used forthe first time in India in a cantileverconstruction bridge. The hugeBearings with anchors were locatedamong highly congestedreinforcement; normal concreteplacement, vibration wasimpossible. Special ConbextraGrout replaced normal HighStrength Concrete below bearings.Self–compacting concrete (S.C.C)was used for the first time forconcrete below the bearings.

Segments on both sides of thePier were concreted simultaneouslybalancing the weights. When the22nd segments were facing eachother and the shuttering of the 23rdsegment i.e. the linking segmentwas to have been placed there wasno level difference and the levelsmatched on both tips to the nearestmillimeter both in plan (centre line)as well as in elevation. This waspossible because every day thelevels were maintained by a teamof surveyors with the help of totalstation. These levels were sent tothe Design consultant whomonitored these personally. In fact,after the concreting of each pair ofsegments the levels as actuallymeasured and as envisaged by thedesigner fitted almost like a ‘T’.This proves that the parametersfixed by the Design consultant andthe parameters as actually achievedduring execution werecomplimenting each other. Thecables were so placed that almostall the cables were straight andwithout any curve. Thusprestressing results were exactly asshown in approved drawings bothin terms of extension and gaugepressure.

The author was ValueEngineering Consultant for the FastTrack Project.

Figure 8: Chenab Bridge Hydraulic EarthquakeDampers

Figure 7: Chenab Bridge, GiantBearings


Bridge Foundations

IntroductionDevelopment of a country dependson the connectivity of various placeswith adequate road network. Roadsare the major channel oftransportation for carrying goodsand passengers. They play asignificant role in improving thesocio-economic standards of aregion. Roads constitute the mostimportant mode of communicationin areas where railways have notdeveloped much and form the basicinfra structure for the developmentand economic growth of the country.The benefits from the investment inroad sector are indirect, long-termand not immediately visible. Roadsare important assets for any nation.

However, merely creating theseassets is not enough, it has to beplanned carefully and a pavementwhich is not designed properlydeteriorates fast. India is a largecountry having huge resource ofmaterials. If these local materialsare used properly, the cost ofconstruction can be reduced. Thereare various type of pavementswhich differ in their suitability indifferent environments. Each type ofpavement has it’s own merits anddemerits. Despite a large numberof seminars and conference, still inIndia, 98% roads are having flexiblepavements. A lot of research hasbeen made on use of Wastematerials but the role of thesematerials is still limited. So there

is need to take a holistic approachand mark the areas where theseare most suitable.

Types of PavementsThere are various type of pavementsdepending upon the materialsused. A briefs description of alltypes is given here.

Flexible PavementsBitumen has been widely used inthe construction of flexiblepavements for a long time. This isthe most convenient and simpletype of construction. The cost ofconstruction of single lanebituminous pavement varies from20 to 30 lakhs per km in plainareas. In some applications,

In near future, the cost of bitumen will go on increasing. So, variousalternates to construct the roads are to be explored. Though concreteroads are one of the good alternates, but still their use is limited. Thispaper discusses the merits and demerits of all types of pavementsconstruction and proposes their optimum use.

Dr Praveen Kumar, Professor,Transportation Engineering Group,Civil Engineering Department,IIT Roorkee.Ankit Gupta, IIT Roorkee.

Provisions of Rigid, Semi Rigid andFlexible Pavements as Rural Roads


Rural Roads

however, the performance ofconventional bitumen may not beconsidered satisfactory because ofthe following reasons:a) In summer season, due to high

temperature, the bitumenbecomes soft resulting inbleeding, rutting and segregationfinally leading to failure ofpavement.

b) In Winter season, due to lowtemperature, the bitumenbecomes britt le resulting incracking, raveling andunevenness which makes thepavement unsuitable for use.

c) In rainy season, water enters thepavement resulting into pot holesand sometimes total removal ofbituminous layer.

d) In hilly areas, due to sub zerotemperature, the freeze thaw andheave cycle takes place. Due tofreezing and melting of ice inbituminous voids, volumeexpansion and contraction occur.This leads to pavements failure .

e) The cost of bitumen has beenrising continuously. In near future,there will be scarcity of bitumenand it will be impossible toprocure bitumen at very highcosts.

Recently, a large numberinvestigations have demonstratedthat bitumen properties(eg.viscoelsticity and temperaturesusceptibility) can be improved

using an additive or a chemicalreaction modification.

The use of polymer modifiedbitumen’s (PMBs) to achieve betterasphalt pavement performance hasbeen observed for a long time. Theimproved functional propertiesinclude permanent deformation,fatigue and low temperaturecracking. The properties of PMVsare dependent on the polymercharacteristics and content andbitumen nature, as well as theblending process. Despite the largenumber of polymeric products, thereare relatively few types which aresuitable for bitumen modification(2). The polymers that are used forbitumen modification can be dividedonto two broad categories, namelyplastomers and elastomers.Elastomers have a characteristicallyhigh elastic response and, therefore,resist permanent deformation bystretching and recovering their initialshape. Plastomers from a tough,rigid, three dimensional network toresist deformation. Thethermoplastic rubber, styrenebutadiene-styrene (SBS), is anexample of an elastomer and thethermoplastic polymer, ethylene vinylacetate (EVA), is an example of aplastomer. One of the principalplastomers used in pavementapplications is the semi-crystallinecopolymer, ethylene vinyl acetate(EVA). EVA polymers have been use

in road construction for more than20 years in order to improve boththe workability of the asphalt duringconstruction and its deformationresistance in service. Figure 1 to 6show the effect of these modifiersto bitumen before and after ageing.

Semi Rigid PavementsThe pavements constructed usingthe waste materials, which aremore strong the traditionalaggregates may be treated as Semi-Rigid Pavement. A lot of researchwork has been done in thisdirection. But the work in terms ofreal construction is not visible.

Some examples of realconstruction are given below:

Visakhapatnam Steel Plant(VSP) at Visakhapatnam (AP) is oneof the major steel plants producingsteel in the country. GranulatedBlast Furnace Slag (GBFS) is alsogenerated as a by-products of steel.Prior to 1991, a major portion ofGBFS was being used by thecement manufacturing industrieslocated in the nearby areas but itsutilization in this industry has beendecreasing gradually. This materialhas, therefore, been piling upgradually due to increasedproduction as a waste in the plantarea an posing serious problemfor its disposal. Two roads namelyAnkapalli-Pudimadaka Road (AProad) – a MDR and

Figure 2: G*sin • measured at 10 rad/s (1.59 Hz) as a functionof Temperature for 60/70 Bitumen modified with EVA

before Ageing.

Figure 1: G*sin • measured at 10 rad/s (1.59 Hz) as a functionof Temperature for 60/70 Bitumen modified with CR

before Ageing.


Rural Roads

Bheemunipatnam-Nars ipa tnamroad (NB road) – a State Highwaywere selected for test trackconstruction. The existing width ofthe road pavement was about 3.5mand as per state PWD programme,has to be increased to 5.5m by 1mwidening the carriageway on bothsides of the road. The pavementthickness worked out to be 425mmfor the traffic parameter of 3 millionstandard axle (msa) for BN roadand 480mm for the traffic parameterof 1.25 msa in case of AP road.The pavement compositions werethen, worked out considering thestrength of GBFS, GBFS subgradesoil/moorum mixes for the tworoads.

In another project, Conventionalmoorum, gravel, sand or lime/

cement stabilised local soil wereused in subbase layer of a roadpavement. In order to compare thestructural performance of thesematerials with the steel industrywastes, a small test track wasconstructed at Bokaro. The selectionof different test sections was madeon the basis of laboratory testresults as discussed in theprevious sections. The details ofthe test sections are as follow:

In order to structurally evaluatethe different specifications/testsections, plate load tests wereconducted on each section using a30cm diameter plate. The loaddeflection values were recorded byapplying incremental load. Plateload test was also carried out onsubgrade soil. Since with an

ordinary truck, only l imitedmagnitude of reaction can beobtained, a heavy 35 tonnesdumper was used for carrying outplace load test. Based onBurmister’s two layer theory, themodulus of elasticity for differentspecifications were worked out andare given in Table-2. The ratingsbased on load carrying capacity ofdifferent sections are also indicatedin the same table.

Similarly, BandamundaJaraikala road, which is a majordistrict road near Rourkela, waschosen for construction using thewaste material from Rourkela SteelPlant. For the experimental testsections on Bandamunda JaraikalaRoad, Rourkela. Where 1.8mwidening on both the sides of the

Figure 3: G*sin • measured at 10 rad/s (1.59 Hz) as a functionof Temperature for 60/70 Bitumen modified with SBS

before Ageing.

Figure 4: G*sin • measured at 10 rad/s (1.59 Hz) as a functionof Temperature for 60/70 Bitumen modified with CR

after Ageing.

Figure 5: G*sin • measured at 10 rad/s (1.59 Hz) as a functionof Temperature for 60/70 Bitumen modified with EVA

after Ageing.

Figure 6: G*sin • measured at 10 rad/s (1.59 Hz) as a functionof Temperature for 60/70 Bitumen modified with SBS

after Ageing.


Rural Roads


Rural Roads

existing road was proposed, a totalnumber of 11 test sections usingsteel plant wastes were laid. Duringrainy season, heavy rains are thereand water passes across the road.While formulating specifications,attempts were made to makemaximum utilization of steel plantby-product such as BF slag, SMS,granulated slag and flyash, etc. Itincludes one control test section,which comprises conventional roadbuilding materials for comparisonpurpose. It shows that except rightportion of sections 1,2 all sections

were structurally soundafter two months ofconstruction.

Rigid PavementsRigid pavements,though costly in initialinvestment, are cheapin long run because oflow maintenance costs.There are variousmerits in the use ofRigid pavements(Concrete pavements)are summarized below:a) Bitumen is derived

from petroleum crude, which is inshort supply globally and the priceof which has been rising steeply.India imports nearly 70% of thepetroleum crude. The demand forbitumen in the coming years islikely to grow steeply, faroutstripping the availability. Henceit will be in India’s interest toexplore alternative binders.Cement is available in sufficientquantity in India, and its availabilityin the future is also assured.Thus cement concrete roadsshould be the obvious choice in

future road programmes.b) Besides the easy available of

cement, concrete roads have along life and are practicallymaintenance-free.

c) Another major advantage ofconcrete roads is the savings infuel by commercial vehicles to anextent of 14-20%. The fuel savingsthemselves can support a largeprogramme of concreting.

d) Cement concrete roads save asubstantial quantity of stoneaggregates and this factor mustbe considered when a choicepavements is made,

e) Concrete roads can withstandextreme weather conditions –wide ranging temperatures, heavyrainfall and water logging.

f) Though cement concrete roadsmay cost slightly more than aflexible pavement initially, they areeconomical when whole-life-costing is considered.

g) Reduction in the cost of concretepavements can be brought aboutby developing semi-self-compacting concrete techniquesand the use of closely spacedthin joints. R&D efforts should beinitiated in this area.

Concrete Pavements-Why and Why Not?Despite the above facts, long timeresearch and high level wellwishers concrete roads are still only2% in the country. Every years, thereare many seminars in the countrywhich give emphasis over the useof Concrete roads. In PMGSY also,a separate code has been issuedto design the concrete roads. Butthe percentage of concrete roads isless than 2% in this Yojna also.First of all it is to be understoodwhy concrete roads fall?a) Concrete required even days

curing. At least for one day,nothing should ply over thepavement. But in actual, peoplefeel that it wastage of their time.So like on bituminous pavements,they start playing the vehicles over


Rural Roads

concrete pavements also.b) Some researchers have

proposed thin bituminous sectionwithout using steel in it. Suchsections may suit thin laneswhere only scooters or cars areplying but on rural roads orhighways, where there is nocontrol over loading, theseconcrete roads are bound to fail.

c) Concrete roads cannot becompared with concrete beams,columns or slabs where sufficientcuring time is available and theload over that comes after gainingsufficient strength.

So considering the above factsit can be concluded that Concreteroads should not flagged ascheaper roads. Rather they shouldbe announced as good roads. Ifone has sufficient funds and hetraffic can be diverted for sufficient

time only then, concrete roads willgo on failing and blame will go tothe technology rather thanconstruction deficiencies.

ConclusionsBased on the above discussion,following conclusions are made:♦ Concrete roads are good roads

but not cheaper roads. Theseroads should be considered onlyif sufficient funds are available.The thickness of the pavementand the reinforcement should notbe compromised.

♦ Semi Rigid pavements shouldbe constructed in nearby areas ofsteel plants where thesematerials are available free ofcost. In this regard, Governmentmay pass an ordinance forcompulsory use of thesematerials in such areas.

♦ Bitumen is going to more costlyin future. So it should be usedvery judiciously. Modification likeCR, EVA and SBS may be usedto reduce the susceptibility of thebitumen. It will reduce the quantityof bitumen also.

Reference♦ Kumar Praveen, Kumar Ashwani,

Dhawan, P.K. and Murty, A.V.R.,Performance of Granulated BlastFurnace Slag in RoadConstruction – A Case Strudy,Indian Highways, July 1999.

♦ Kumar Praveen, Mehndiratta H.C.and Kumar Anant, “EconomicAnalysis of Rural RoadConstruction Under PMGSY”Indian Highways, Indian RoadsCongress, Vol 133, No. 8 August2005, pp 21-33.

IntroductionBasic design controls serve as thefoundation for establishing thephysical form, safety, andfunctionality of the transportationfacility. Some design controls areinherent characteristics of the facility(e.g., its physical context and theexisting transportation demandsplaced upon it). Other basic designcontrols are selected or determinedby the designer, working withcommunities and users to addressa project’s purpose and need.Selecting appropriate values orcharacteristics for these basicdesign controls is essential toachieve a safe, effective, and contextsensitive design. Road havingfollowing element and their

influence on the physicalcharacteristics of a roadway or othertransportation facility are:a) Roadway Contextb) Roadway Usersc) Transportation Demandd) Measures of Effectivenesse) Speedf) Sight Distance

Roadway ContextThe context of a roadway is acritical factor to consider indeveloping a project’s purpose andneed, making fundamental designdecisions such as cross-sectiondetermination, and selectingdetailed design elements such asstreet l ight fixtures or otherconstruction materials.

Development of a roadway designthat is sensitive to, and respectfulof the surrounding context isimportant for project success.Historically, the highway designprocess has focused on a project’stransportation element, particularlythose associated with motor vehicletravel. A context-sensitive designshould begin with analysis of thecontextual elements, such asenvironmental and communityresources, of the area through whicha roadway passes. The concept ofarea types has been developed tohelp the designer understand theusers, constraints, andopportunities that may beencountered in different settings.Once the designer has an

Issues Concerning The Geometric Design of

Roads And HighwaysDr. Indrasen Singh, Dean, National Institute of Construction Management and Research, Goa


Roads & Highways

understanding of the areasurrounding the road and the road’susers, the designer should considerthe transportation elements of theroadway, its function within theregional transportation system, andthe appropriate level of accesscontrol. Thus, three main elementsof context considered in design are :a) Area Type – The surrounding

built and natural environmentb) Roadway Type – The role the

roadway plays in terms ofproviding regional connectivity andlocal access

c) Access Control – The degree ofconnection or separation betweenthe roadway and the surroundingland use.

Area TypesThe context of a roadway beginswith its environmental context, whichincludes nearby natural resources,terrain, and the manmadeenvironment (development patterns,historic, cultural, and recreationalassets). The environmental contextcan be a determinant of the desiredtype of accommodation for differentusers. This context oftenestablishes the physical constraintsof the roadway alignment and cross-section, and influences theselection of motor vehicle designspeed. A roadway frequentlytraverses a variety of changingenvirons. Additionally, the volumeand character of pedestrian, bicycle,public transit, and motor vehicleactivity can change considerablyalong its route. Land use is thefundamental determinant in thefunction of a road; as land usechanges along a road, the road’sfunctions also change. Roadwaymust be designed in a manner thatserves the existing land use whilesupporting the community’s futureland use goals.

Roadway TypesThe transportation network iscomposed of several types ofroadways that provide different

functions, traditionally referred to asan its functional class. The primaryof some roads is to facilitatemovement of vehicles (bicycles,cars, trucks, buses and light rail)between cities and towns. Theprimary purpose of other roads isto provide access to the adjoiningland. Most roads provide acombination of these purposes. Theroadway type should be selected toreflect the actual role that theroadway plays in the transportationsystem, as defined through theproject development process. Atypical trip will often entail travellingalong a variety of roadway types,each of which provides a differentdegree of local access and adifferent degree of regionalconnectivity.

Access ControlAccess control is a term used todefine how access to adjacentproperties is regulated anddesigned along a roadway. Accesscontrol is among the most usefultools available to maintain safe andefficient roadway operations for allusers. Judicious use of mediumtreatments, driveway permits, andsafe driveway geometry can improveroadway safety and enhance theoperation of the road without undueburden on accessing boardingproperty. The degree of accesscontrol is influenced by the roadwaytype and area type. For example,access controls are usually morestringent on arterials than oncollectors and local roads, reflectingthe mobility and land accessfunctions of these roadways.Likewise, access controls are oftengiven more consideration indeveloping areas where there isflexibility for future land use toconform to an access managementplan than in developed areas wherethe pattern of land use has beenestablished. However, the designershould consider existing accesspoints along a roadway and thepossibility for changes that areconsistent with the project’s

purpose and need. For example, itmay be possible to relocate,redesign, or consolidate drivewayalong an existing roadway. Athorough understanding of accesscontrol will help the designer selectan appropriate design speed,planning parameters, and desiredlevel-of-service for the facility’susers. Access control is exercisedby statute, zoning, right-of-waypurchases, driveway controls,turning and parking regulations,geometric design (e.g., raisedmedians, grade separations, andfrontage roads), and right-of-way,permitting frequently administeredby PWD.

Roadway UsersA fundamental expectation inroadway design is that all userswill be accommodated safely.Virtually all roadways serve a varietyof users including pedestrians,cyclists, motor vehicle drivers andpassengers. In a few cases, suchas expressways, roadways servealmost extensively motor vehicletraffic. Early in the process, thedesigner needs to determine thecomposition of users anticipated forthe facility. Appropriately accountingfor all user characteristics isessential to obtain a safe andefficient roadway. Experiencedemonstrates that when human andvehicular factors are properlyaccommodated, the safety andeffectiveness of the highway or roadsystem is greatly enhanced.Consideration of roadway users’characteristic and selection ofappropriate accommodation canalso influence the roadway’seffectiveness for businesses andresidential users, the economichealth of the region, the physicalhealth of the population, and thequality of the built and naturalenvironment. The characteristics ofthese varied roadway users areimportant controls that influencesthe physical design of a roadway,as described in the followingsections.


Roads & Highways

The CyclistSafe, convenient and well-designedfacilities are essential to encourageuse of bicycle. Roads designed toaccommodate cyclists withmoderate skills will meet the needsof most riders. Young children areprimarily the cyclists who mayrequire special consideration,particularly on neighborhood streets,in recreational areas, and close toschools. When bicycles are usedon public streets and roads, cyclistsare subject to the same traffic rulesas motor vehicle operation.

Transportation DemandTransportation demands – volume,composition, and patterns – areimportant design controls. Thegreater the demand for a facility,the more important are its operationand safety characteristics. Thedesigner must have a goodunderstanding of existing andanticipated demands bypedestrians, cyclists, and drivers.Community planning goals, theselected design year, andperformance measures for a projectare key determinants of how thedesign achieves the project’spurpose and need.

Design YearProjects are designed toaccommodate travel demands likelyto occur within the life of the facilityunder reasonable maintenance.This involves projecting futureconditions for a selected planninghorizon year. Projections of futuredemand for major transportationinvestments are usually made forthe 20 to 30 year range. For largeprojects, the designer shouldusually select 20 years from theexpected facility completion date asthe design year. This is areasonable compromise between afacility’s useful life, the uncertaintiesof long-range projections, and theconsequences of inaccurateprojections. For smaller, less capitalintensive projects, a 5 to 10 year

planning horizon is generally used.Forecasts of future activity levelsshould reflect community andregional plans, community setting,and the project’s purpose andneed. Based on theseconsiderations, a future conditionsforecast represents a technicalanalysis and policy consensus onthe type and developed intensity ofland use, future regional economicactivity, presence of transit service,the needs of pedestrian andcyclists, and many other factor.Forecasts of future activity levelsshould include estimates ofpedestrian and bicycles activities.Particular care must be takien whenforecasting pedestrian and bicyclesvolumes. Most of the times, thereis latent demand above observedpedestrian and bicycle volumesbecause pedestrian and bicyclefacilities do not yet exist in theproject area, are substandard, ordo not provide complete connectivityto attractions. It is important toevaluate future land development,including any potential attractorssuch as transit stops, schools,parks and retail uses that may belocated near moderate and high-density residential development.Planners and designers need todetermine the appropriateestimates of activity level design.For the typical project undertakenwithin a community, such as anintersection improvement or acorridor access managementproject, the forecast is based onexisting conditions. First, trafficcounts (including pedestrian andbicycle trips) are conducted todetermine when the peak hour(s)of traffic occurs. Second, seasonaladjustment is made, if necessary,to ensure the count data arerepresentative of at least averageannual conditions. Lastly, futureconditions are estimated by addingor subtracting from the existingtraffic volumes to account for knowndevelopment and transportationprojects, and an annualized factor

is generally applied to account forpotential area wide growth ordecline. Regional travel demandmodels are often used in planninglarger transportation projects.Although the typical process forforecasting traffic volumes assumesthat traffic will increase over time,there are situations where trafficvolumes may decline or remainrelatively constant over time. It isimportant that traffic forecasts for aroadway design project reflect likelyconditions over the project’s life andare not selected arbitrarily.

Volume and Compositionof DemandThe composition of transportationdemand is an important element inthe design of roadways. Thedesigner should develop a realisticdesign scenario including thevolume and mix of activity for allmodes as described below.

Pedestrian DemandsPedestrian counts should becompleted to determine pedestrianflows and patterns. The pedestriancounts should include sidewalkdemands, crossing demands, andstorage demands at corners, trafficislands, and median (total numberof pedestrians waiting to cross thestreet). In addition to relying oncounts of pedestrians, the designershould also evaluate the projectarea to determine if there is latentdemand for pedestrianaccommodation due to anuncomfortable existing walkingenvironment, missing links in thepedestrian network, or expectedchanges in development patterns.The likelihood of latent demand canbe assessed by looking atsurrounding land uses and theirpropensity to generate pedestrianactivity. One can also look forconditions like pathways worn alongthe roadside to determine ifpedestrian connectivity isunderserved. It may be important tocomplete pedestrian counts for


Roads & Highways

other times of the day (beyond thetypical morning and evening peakhours) and/or on weekends,depending on the project area. Forexample, if a project area is heavilyinfluenced by a school, it isimportant to observe pedestrianflows during morning and mid-afternoon periods. Public assemblyfacilit ies and transit stops orstations also merit specialconsideration because they canproduce high volumes ofpedestrians over short durations.To determine the appropriatelocations for pedestrian counts(including project areaintersections), it is important toreview current pedestrian routesbetween activity centers. Informalpaths or crossing locations maywarrant supplemental pedestrianobservations during projectplanning.

Bicycle DemandsBicycle demands should be countedduring peak hour’s concurrent withvehicle turning movement counts.As the pedestrian activity, thedesigner should also evaluate theproject area to determine if there ispotential latent demand for bicyclesaccommodation. Additionalconsideration of bicycle demandsduring other periods of the day and/or on weekdays may warrantsupplemental counts.

Motor Vehicle TrafficVolumesDaily, peak hour, and patterns ofmotor vehicle traffic are needed asinput to the planning and design ofroadway facil it ies. Some keydefinitions of traffic volumemeasures are listed here:♦ Average Annual Daily Traffic

(AADT): The total yearly volume ofautomobiles and trucks dividedby the number of days in a year.

♦ Average Daily Traffic (ADT): Thecalculation of average trafficvolumes in a time period greaterthan one day and less than one

year. (ADT is often incorrectly usedinterchangeably with AADT.)

♦ Peak-Hour Traffic (PH): Thehighest number of vehiclespassing over a section of highwayduring 60 consecutive minutes. T(PH) is the PH for truck trafficonly.

♦ Peak-Hour Factor (PHF): A ratioof the total volume occurringduring the peak hour to themaximum rate of flow during agiven time period within the peakhour (typically is 15 minutes).

♦ Design Hourly Volume (DHV): theone-hour volume in the designyear selected for determining thehighway design. (In Many cases,designers look at the typical worstcase weekday morning or eveningpeak or the 30th highest hour ofthe year to assess the geometricrequirements of their design.)

Manual turning movementcounts (TMCs), including heavyvehicle movements, at intersections,and automobile traffic recorder/vehicle classification counts (ATRs)along roadway are generally neededfor planning and design oftransportation projects and can beused to provide estimates of thevalues listed above. These countsshould also include pedestrian andbicycle activity, where present.Pedestrian and bicycle countsshould be performed in fair weather.

Design Volumes andTraffic CompositionThe design hourly (DHV), or dailypeak hours, will affect many designelements including the desirednumber of travel lanes, lane andshoulder width, and intersectionlayout. The design volume may alsoinfluence the level of serviceprovided and the accommodationappropriate for pedestrians andcyclists. Daily traffic estimates arealso useful in making designdecisions related to the total userbenefit of a proposed improvement.For example, the benefit of highwaysafety roadside improvements is

directly related to the crashexposure (expressed in ADT) onthe road. Sometimes selection ofthe design hour entails judgementregarding the conversion of dailytraffic to peak hour traffic volumes.Other times, when data fromcontinuous traffic count stations areused, the design hourly volume isbased on the peakingcharacteristics of the facility over anentire year. For rural areas, the DHVis typically based on the 30th or 50th

highest hour. In urban areas, theDHV typically represents the 100th

highest hour. In somecircumstances, a lesser designhour is appropriate. These designhour volumes are usually selectedsince they capture operatingconditions expected to occur on aregular basis and have been shownto have dependable statisticalrelationship to measured ADT on aroadway. The choice of the designhour volume has a significantimpact on the characteristics of aproject. Designers should ensurethat the design volume is selectedsuch as the facility is well-matchedto the traffic volumes it will carry ona regular basis and is not “over-designed”. For example,accommodating a high volumeexpected to occur infrequently willresult in a project that is costly andhas significant adverse impacts.Likewise, accommodating a lowerdesign volume that is frequentlyexceeded may result in significantcongestion and not meet the level-of-service expectations for varioususers. Large or heavy vehicles,such as trucks and buses, havedifferent operating characteristicsfrom passenger cars and bicyclesand can affect traffic operations.Therefore, the number of trucks andbuses expected to use a facilityneeds to be estimated for both thedaily and peak hour conditions, inplanning and design. For highwaycapacity purposes, “heavy vehicle’are typically defined as all buses,single-unit trucks, and truck


Roads & Highways

combinations other than lightdelivery trucks. (Light delivery truckstwo axles with four tires). In addition,the impact of transit operations(such as buses making stops alonga roadway) must be considered inoperational analysis of the roadway.

Measures ofEffectivenessThrough the project developmentprocess and with public input, thedesigner should evaluate the project(and its alternatives, if applicable)using several measures ofeffectiveness. Suggested measuresof effectiveness and analysistechniques for consideration duringproject planning and design aredescribed below. Many of thesemeasures of effectiveness areincluded in the transportationevaluation criteria used bytransportation agencies for projectevaluation and prioritization. Thefollowing sections discusstransportation or contextual ofeffectiveness.

Condition of FacilitiesNational or state transportationpolicy places an emphasis onimproving the condition of existingfacilit ies. Projects on existingfacilities should return a facility to astate of good repair by addressingexisting structural, pavementsurface, or other deficiencies.Techniques such as pavementtesting and bridge inspections canbe used to identify existingdeficiencies.

SafetyThe safety of transportation facilitiesis a primary concern in planningand design. Some projects arespecifically proposed to addressknown safety problems; however,all projects should result in a facilitythat safely accommodates its users.Corridor safety audits and analysisof crash records can be useful foridentifying existing safety hazards.Project design elements should be

selected based on their historicsafety performance and expectedoperating characteristics.

Mode ChoiceMany projects result in improvedaccommodation for particularmodes. The effectiveness of theseprojects can be measured by thedegree to which they allow users tochoose the mode best-suited totheir trip purpose and personalvalues within the broader frameworkof the community, the region, andthe environment.

SpeedSpeed is an important factorconsidered by travellers in selectinga transportation mode or route.Speed can also influence thephysical characteristics of thetransportation infrastructure. Manydesign elements such as horizontaland vertical curvature and superelevation are directly related tospeed. Other features, such as laneand shoulder width, and the widthof the roadside recovery clear zonesfor errant vehicles, can vary with,but are not a direct function of thedesign speed. The objective in theplanning and design of a roadwayis to determine a speed that isappropriate for the context resultsin a safe facility for all users, isconsistent with the community’sgoals and objectives for the facility,and meets user’s expectations.Once an appropriate speed isselected, the designer needs totailor design elements to that speed.Speed is defined as the distancetravelled by an object in a certainperiod of time. Speed is commonlyexpressed in km/h in the context oftransportation planning and design.Several measures andcharacteristics of speed areimportant to understand whendesigning a roadway, as describedin the following sections. Thesemeasures are most often used todescribe motor vehicle operations,although they are also applicableto pedestrian and bicycle movement.

Motor Vehicle OperatingSpeedOperating speed is the measuredspeed at which drivers are observedoperating their vehicles in fairweather during off-peak hours.Operating speed is measured atdiscrete points along a roadway.Operating speeds are usuallyreported using percentile speedswith the 50th percentile (average)and 85th percentile (the speed atwhich 85 percent of vehicles aretravelling at or below) speeds areoften used to characterize theoperating speed on a roadway. Theroadway’s features such as curvesand topography, width, access toadjacent properties, presence ofpedestrians and cyclists, parking,traffic control devices, lighting, etc.,affect the operating speed. Duringpeak periods, when trafficcongestion or intersectionoperations are controlling movementalong a corridor, observed operatingspeeds may be substantially lowerthan the operating speed measuredduring off-peak conditions when theroadway’s design and context arecontroll ing speed. Numerousstudies have indicated that driverswill not significantly alter what theyconsider to be a safe operatingspeed, regardless of the postedspeed limit unless there is constantheavy enforcement.

Target Speed for MotorVehiclesThe target speed is the desiredoperating speed along a roadway.The appropriate target speed isdetermined early in the projectdevelopment process, and shouldconsider:a) The context of the roadway

including area type, roadway type,and access control;

b) The volume, mix, and safety offacility users; and

c) The anticipated drivercharacteristics and familiarity withthe route.


Roads & Highways

The designer should balancethe benefits of high speed for longdistance, regional motor vehicletravel with environmental, impactcommunity, right of way, and costconstraints. When high speeds areselected, the designer should alsoinclude design elements tomaintain the safety of pedestriansand cyclists.

Selecting Motor VehiclesDesign SpeedDesign speed is the selectedspeed used to determine variousgeometric features of the roadway.The design speed should be alogical one with respect to the targetspeed and existing operatingspeed. When selecting a designspeed, understanding the existingoperating speed and target speedaddresses: (1) the need to meetthe expectations of drivers basedon the roadway environment, and(2) the ways in which the settinginfluences the desired speed. It isimportant to understand the inter-relationship between speed androadway geometry. Selection of adesign speed influences thephysical geometrics of the roadway.Similarly, the physical geometricsof the roadway are importantdeterminates of the operatingspeed that will result on the facility.The relatively wide range of designspeed recognizes the range ofroadway types, context, andtopography. The provision of a rangein design speeds combined withgeneral guidance on selection of adesign speed represents perhapsthe greatest flexibility afforded bythe designer. Designers shouldexercise judgement in the selectionof an appropriate design speed forparticular circumstances andconditions. In general, anappropriate design speed shouldbe within approximately 5km/h oftravel speed. When determining theappropriate design speed thedesigner should also consider the

volumes and composition of theexpected non-vehicular andvehicular traffic, the anticipateddriver characteristics, and driverfamiliarity with the route. Thedesigner should also considerexpected operations throughout theday, including both peak and non-peak hours. Indeed, no-peak trafficflow will generally control theselection of a reasonable designspeed. The design speed may varyfrom any given route as it traversesrural, suburban, and urban areas.Once these factors have beenevaluated and an appropriatedesign speed is determined, thegeometric elements should bedesigned consistently to the level.The designer should document thefactors leading to the selection ofan appropriate design speed. Thisdocumentation is important forselected design speed below theexisting posted speed limit, belowthe “reasonable and proper” speedfor the type of roadway and area orbelow the measured operatingspeed. Where it is not possible tomeet the selected design speedfor one location or design elementalong a corridor, a design exceptionand appropriate warning signagemay be justified. Higher designspeeds impose greater challengesand constraints on designers.Designers faced with difficult orconstrained conditions mayconsider selecting a lower designspeed for an element or portion ofthe highway. This practice cancause problems such as a largenumber of drivers may not “behave”as the designer desires or intendsthem to. Designs based onartificially low speed can result ininappropriate geometric featuresthat violate driver expectations anddegrade the safety of the highway.The emphasis should be on theconsistency of design so as not tosurprise the motorist withunexpected features. Therefore, thedesign speed should only be based

on the speed limit if the speed limitis consistent with existing operatingspeed or physical constraints of thebuilt environment. Designers shouldnot propose an alternative designspeed for a highway or segment ofa project as design exception. Aserious fundamental problem withaccepting or allowing a designexception for design speed isbased on its important relative toall features of the highway. Areduction in the design may beunlikely to affect overall operatingspeed. It will potentially result inthe unnecessary reduction of all thespeed-related design criteria ratherthan just the one or two featuresthat led to the need for theexception. The acceptable alternativeapproach to a design speedexception is to evaluate eachgeometric feature individually,addressing exceptions for eachfeature within the context of theappropriate design speed.

Occasionally, projects retaingeometric elements, such as tightcurves, super elevation, or restrictedsight distances that are designedfor a speed lower than the designspeed for the corridor. This may bedue to adjacent land use, or toenvironmental or historicconstraints. In these cases, thedesigner should recommend aposted speed consistent. In thesecases, the designer shouldrecommend a posted speedconsistent with the geometricfeatures. Where it is desirable tomaintain a higher consistent speedthroughout a corridor, the designershould install appropriate cautionarysigning at locations with designelements that do not meet thecriteria for the posted speed.

Design Speed and TrafficCalmingThe term traffic-calming refers to avariety of physical measures toreduce vehicular speed primarily inresidential neighborhoods. The


Roads & Highways

lowering of operating speedis often the appropriatesolution to addressing safetyproblems. Such problemstypically involve vehicleconflicts with pedestrians,cyclists, and school children.Research has shown thatmeasurable reductions inoperating speed are possiblethrough traffic-calming. A localroad or street, and in someinstances other roadways thatfunction as a local road orstreet, may have an existingoperating speed far in excessof the speed limit or the targetspeed. In these cases it maybe acceptable, and consistentwith good engineering practice, todevelop a design that will lower theoperating speed.

Generally, the design speedselected for traffic calming elementsshould be consistent with the targetspeed for the corridor as a whole.The traffic calming elements shouldnot result in operating speedsubstantially lower than the targetspeed at certain points along thecorridor and higher speedelsewhere. Selection of areasonable design speed for trafficcalming elements, selection of typeof elements, and the spacing oftraffic calming elements can helpachieve the desired uniformreduction in operating speed alonga roadway. Great care must betaken to ensure that the proposeddesign will actually reduce theoperating speed to levels consistentwith the design. The burden is onthe individual designer of a traffic-calming feature to document areasonable expectation that theproposed measures will reduce theoperating speed. Once trafficcalming has been implemented,monitoring of the performance ofthe project should be undertaken toassure that speed has indeed beenreduced, and to provide valuablelessons for future traffic-calming.

Sight DistanceSight distance is the length ofroadway ahead that is visible to theroadway user. In most cases,specific sight distance measuresapply to motor vehicles and cyclists.The following aspects arecommonly discussed for motorvehicle sight distance:a) Stopping sight distanceb) Passing sight distance andc) Decision sight distance

Stopping Sight DistanceThe provision of adequate stoppingsight distance (SSD) is a criticalsight distance consideration fordesign and is described in the moredetail below.

Motor Vehicle StoppingSight DistanceStopping sight distance is thedistance necessary for a vehicletravelling at the design speed tostop before reaching a stationaryobject in its path. The sightdistance at every point along aroadway should be at least thestopping sight distance. The motorvehicle stopping sight distance isgiven in Table 1.

Passing Sight DistanceFor two-lane highways, passingmanoeuvers in which faster vehiclesmove ahead of slower vehicle must

be accomplished on lanesregularly used by opposingtraffic. If passing is to beaccomplished safely, passingsight distance is necessary toallow the passing driver to seea sufficient distance ahead,clear of traffic, to complete thepassing manoeuvers withoutcutting off the passed vehicleand before meeting anopposing vehicle that appearsduring the manoeuver.

Decision SightDistanceDecision sight distance addsa dimension of time tostopping sight distance to

allow a driver to detect and react toan unexpected condition along aroadway. Decision sight distance issuggested when there is evidencethat it would be prudent to providelonger sight distance, such as whencomplex decisions are needed orwhen information is difficult toperceive. It is the distance neededfor a driver to detect an unexpectedor otherwise difficult-to-perceiveinformation source or condition in aroadway environment that may bevisually cluttered, recognize thecondition or its potential threat,select an appropriate speed andpath, and initiate and complete andmanoeuvre safely and efficiently.

ConclusionIn geometric design of roads andhighways the basic design controlsserve as the foundation for estab-lishing the physical form, safety, andfunctionality of the transportationfacility. Some design controls areinherent characteristics of the facility.Other basic design controls areselected or determined by thedesigner, working with communitiesand users to address a project’spurpose and need. Selectingappropriate values or characteristicsfor these basic design controls isessential to achieve, safe, efficient,cost effect, sustainable and contextsensitive design.


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Environmental Clearances

PreambleEnvironment Security anddevelopment progress are perceivedas necessary requisites forsustainable economic growth of anycountry. The concepts ofenvironmental issues haveundergone qualitative changes inrecent years and real advances forbringing about a well developedframework came only after the UNConference on Human Environmentheld in Stockholm in 1972.Thereafter an extensive network ofEnvironmental Legislation hascome up and water (Prevention andControl) of Pollution Act 1972 andAir (Prevention and Control) ofPollution Act 1981 were notified.Environment got further impetus inIndia in 1984 after Bhopal disaster.A full fledged Ministry of Environmentand forests (MOEF) wasestablished in 1985. An Umbrella

Legislation, “The Environment(Protection) Act 1986 (EPA) wasenacted, designed to provide aframe work for the co-ordination ofCentral and State authoritiesestablished under the water(Prevention and Control) of PollutionAct 1974 and Air (P&C) of Act 1981.It extends to whole of India. TheCentral Government issues relevantnotifications under the EPA fromtime to time for the protection ofEnvironment and ecology ofsensitive areas and also issuesguidelines for such matters. SuchComprehensive Acts & Rulesframed, obviously places greaterresponsibility on planners andinvestors to choose ecologicallyfeasible technologies,environmentally compatible optionsand alternatives for themaximisation of economic benefitswithout compromising theEnvironment and eco-system.

Certain restrictions andprohibitions were imposed on newprojects being undertaken in anypart of India, unless priorenvironmental clearance has beenaccorded in accordance withNational Environment Policy,including Highway underEnvironment Protection Act 1986vide MOEF notification dated 27th

January 1994, based on theirenvironmental impacts as indicatedin the schedule to the notificationdated 27th January 1994. A furthernotification was issued by MOEFon 14th September 2006. Thisnotification was amended on 1st

December, 2009. As per 2009amendment following Highwayprojects need prior Environmentclearances from Central or Stateauthorities so prescribed. The detailEIA notification 2006 as amendedin 2009 so far as Highways areconcerned is reproduced as under.

S.S. Juneja, FIE (Env.), Engineer in Chief H.P. P.W.D. (Retd.)

Clearances RequiredUnder Environment Acts ForHighway Projects

Clearances RequiredUnder Environment Acts For



Highway Projects



Environment ImpactAssessmentNotification 2006Including Amendmentof 2009.The Ministry of Environment andForests has revised EIA notification,1994 and issues the revised EIAnotification on 14th September, 2006and further issued amendments asper notification of 1st December,2009.

Latest notif ication hascompletely changed the process ofobtaining environmental clearance.The categorisation of Projectsrequiring environmental clearancehas also been changed. Now thenew highway projects and thehighway projects of more than30km. length involving widening ofthe existing alignment throughacquisition of more than 20mt. landwill require prior environmentalclearance.

General ConditionAny highway project or activityspecified in Category ‘B’ will betreated as Category A, if located inwhole or part within 10 km from theboundary of: (i) Protected Areasnotified under the Wild Life(Protection) Act, 1972, (ii) CriticallyPolluted areas as notified by theCentral Pollution Control Board fromtime to time, (iii) Notified Eco-

sensitive areas, (iv) inter-Stateboundaries and internationalboundaries.

The Category A projects shallbe appraised by the MoEF, and thecategory B projects by a dulyconstituted State EnvironmentImpact Assessment Authority(SEIAA). However, in the absenceof an SEIAA, category B project willbe treated as Category A Project.

Note(i) All Highway projects include as

Category ‘A’ in the aboveSchedule shall require priorenvironment clearance from theCentral Government in the Ministryof Environment and Forest (MoEF)on the recommendations of anExpert Appraisal Committee (EAC)to be constituted by the CentralGovernment for the purpose ofthis notification.

ii) All highway projects included asCategory ‘B’ in the aboveSchedule which fulfill the GeneralConditions stipulated in theSchedule, will require priorenvironmental clearance from theState/Union territory Environmentimpact Assessment AuthoritySEIAA). The SEIAA shall base itsdecision on the recommendationsof a State or Union territory levelExpert Appraisal Committee(SEAC) as to be constituted for inthis notification. In the absenceof a duly constituted SEIAA or

SEAC, Category ‘B’ project shallbe treated as a Category ‘A’project.

Procedure for PriorEnvironmentalClearances (EC)An application seeking EC in allcases shall be made in theprescribed Form-1 (Annexure ‘A’)and supplementary Form 1A, ifapplicable to MOEF for Category ‘A’projects and to the StateEnvironment Impact AssessmentAuthority (SEIAA) for category ‘B’projects including proposed termsof reference for carrying out EIAalong with feasibility report beforecommencing any constructionactivity or acguisian of land.

The process comprise of fourstages. These stages in sequentialorder are:1. Screening (only for category ‘B’

projects)2. Scoping3. Public Consultation4. Appraisal.

Stage 1: - ScreeningThis is required for category-Bprojects only. The SEIAA shall screenthe category projects and decideas to whether EIA study is requiredor not for the project on the basisof Form1. If EIA is not required, itshall be catagorised as CategoryB2. All other projects requiring EIAstudy shall be categorised ascategory B1.

Stage 2 – ScopingThe expert appraisal committee(under MoEF or SEIAA) on the basisof:♦ Information furnished by the

applicant in the form 1 includingproposed terms of reference.

♦ A site visit by a sub group ofExpert Appraisal Committee onlyif considered necessary by theExpert Appraisal Committee.

♦ Will determine the detailedcomprehensive Terms ofReference (TOR) addressing allrelevant environmental concerns

for the preparation of EnvironmentImpact Assessment.

♦ The terms of reference (TOR)will be conveyed to the applicantby the Expert Appraisal Committeewithin sixty days of the receipt ofForm 1 and other documents.

♦ If the terms of reference are notfinalized and conveyed to theapplicant within Sixty days of thereceipt of the Form 1 and otherdocuments, the terms of referencesuggested by the Applicant willbe deemed as final reference forcarrying out Environment ImpactAssessment Studies. Theapproved terms of reference willbe displayed on the website ofMinistry of Environment andForest.

Application for prior environmentclearance may be rejected by theregulatory authority concerned onthe recommendation of ExpertAppraisal Committee concerned atthis stage itself. In case of suchrejection the decision together withreasons for the same will becommunicated to the applicant inwriting within sixty days of thereceipt of application.

Stage 3Procedure forConduct of PublicHearingThe Public Hearing shall bearranged in a systematic, timebound and transparent mannerensuring widest possible publicparticipation at the project site (s)or in its close proximity District-wise, by the concerned StatePollution Control Board (SPCB) orthe Union Territory Pollution ControlCommittee (UTPCC).

The ProcessThe applicant shall make a requestthrough a simple letter to theMember Secretary of the SPCB orUnion Territory Pollution ControlCommittee, in whose jurisdiction theproject is located, to arrange the

public hearing within the prescribedstatutory period. In case the projectsite is covering more than oneDistrict or State or Union Territory,the public hearing is mandated ineach District, State or UnionTerritory, in which the project islocated and the applicant shallmake separate requests to eachconcerned SPCB or UTPCC forholding the public hearing as perthis procedure.

The applicant shall enclosewith the letter of request, at least10 hard copies and an equivalentnumber of soft (electronic) copiesof the draft EIA Report with thegeneric structure III including theSummary Environment ImpactAssessment report in English andin the official language of the state/local language, prepared strictly inaccordance with the Terms ofReference Communicated afterScoping (Stage-2). Simultaneouslythe applicant shall arrange toforward copies, one hard and onesoft, of the above draft EIA Reportalong with the Summary EIA reportto the following authorities oroffices, within whose jurisdiction theproject will be located:(a) District Magistrate/District

collector/ Deputy commissioner/s(b) Zila Parishad or Municipal

Corporation or Panchayats Union(c) District Industries Office(d) Urban Local Bodies (ULBs) /

PRIs Concerned/ Developmentauthorities

(e) Concerned Regional Office ofthe Ministry of Environment andForests

On receiving the draft forEnvironmental Impact Assessmentreport, the above-mentionedauthorities except the RegionalOffice of MoEF, shall arrange towidely publicize it within theirrespective jurisdictions requestingthe interested persons to send theircomments to the concernedregulatory authorities. They shallalso make available the draft EIAReport for inspection electronicallyor otherwise to the public during

normal office hours till the Public.Hearing is over.

The SPCB or UTPCCconcerned shall also make similararrangements for giving publicityabout the project within the State/Union Territory and make availablethe Summary of the draftEnvironmental Impact Assessmentreport for inspection in select officesor public libraries or any othersuitable location etc. They shall alsoadditionally make available a copyof the draft Environmental ImpactAssessment report to the above fiveauthorities/ offices as given in para2.2.4.3

Notice of Public HearingThe Member-Secretary of theconcerned SPCB or UTPCC shallfinalize the date, time and exactvenue for the conduct of publichearing within 7 days of the date ofreceipt of the draft EnvironmentalImpact Assessment report fromthe project proponent, andadvertise the same in one majorNational Daily and one Regionalvernacular Daily/ Official StateLanguage. A minimum notice periodof 30 days shall be provided to thepublic for furnishing theirresponses.

The advertisement shall alsoinform the public about the placesor offices where the public couldaccess the draft EnvironmentalImpact Assessment report and theSummary Environmental ImpactAssessment report before the publichearing. In places where thenewspapers do not reach, theCompetent Authority should arrangeto inform the local public about thepublic hearing by other means suchas by way of beating of drums aswell as advertisement/announcement on radio/ television.

No postponement of the date,time, venue of the public hearingshall be undertaken, unless someuntoward emergency situationoccurs and then only on therecommendation of the concernedDistrict Magistrate/ District collector/



Deputy commissioner, thepostponement shall be notified tothe public through the sameNational and Regional vernaculardailies and also prominentlydisplayed at all the identified officesby the concerned SPCB or UnionTerritory Pollution ControlCommittee.

In the above exceptionalcircumstances, fresh date, time andvenue for the public consultationshall be decided by the Member-Secretary of the concerned SPCBor UTPCC only in consultation withthe District Magistrate/ DistrictCollector/ Deputy Commissioner andnotified afresh as per procedureunder 2.2.4.7 above.

Supervision andPresiding over theHearingThe District Magistrate/ DistrictCollector / Deputy Commissioneror his or her representative notbelow the rank of an AdditionalDistrict Magistrate assisted by arepresentative of SPCB or UTPCC,shall supervise and preside overthe entire public hearing process.VideographyThe SPCB or UTPCC shall arrangeto video film the entire proceeding.A copy of the videotape or a CDshall be enclosed with the publichearing proceedings whileforwarding it to the RegulatoryAuthority concerned.

ProceedingsThe attendance of all those whoare present at the venue shall benoted and annexed with the finalproceedings.

There shall be quorum requiredfor attendance for starting theproceedings.

A representative of the applicantshall initiate the proceedings with apresentation on the project and theSummary EIA report.

Persons present at the venueshall be granted the opportunity to

seek information or clarification onthe project form the applicant, Thesummary of the public hearingproceedings accurately reflecting allthe views and concerns expressedshall be recorded by therepresentative of the SPCB orUTPCC and read over to be theaudience at the end of theproceedings explaining the contentsin the local/ vernacular languageand the agreed minutes shall besigned by the District Magistrate/District Collector/ DeputyCommissioner or his or herrepresentative on the same day andforwarded to the SPCB/ UTPCCconcerned.

A Statement of the issuesraised by the public and thecomments of the applicant shallalso be prepared in the locallanguage or the Official Statelanguage, as the case may be, andin English and annexed to theproceedings.

The proceedings of the publichearing shall be conspicuouslydisplayed at the office of thePanchyats within whose jurisdictionthe project is located, office of theconcerned Zila Parishad, DistrictMagistrate/ District Collector/ DeputyCommissioner, and the SPCB orUTPCC. The SPCB or UTPCC shallalso display the proceedings on itswebsite for general information.Comments, if any, on theproceedings, may be sent directlyto the concerned regulatoryauthorities and the applicantconcerned.

Time Period forCompletion of PublicHearingThe public hearing shall becompleted within a period of fortyfive days from date of receipt of therequest letter from the applicant.Thereafter the SPCB or UTPCCconcerned shall sent the publichearing proceedings to theconcerned regulatory authority within

eight days of the completion of thepublic hearing. Simultaneously, acopy will also be provided to theproject proponent. The applicantmay also directly forward a copy ofthe approved public hearingproceedings to the regulatoryauthority concerned along with thefinal Environmental ImpactAssessment report orsupplementary report to the draftEIA report prepared after the publichearing and public consultationsincorporating the concernsexpressed in the public hearingalong with action plan and financialallocation, item-wise, to addressthose concerns.

If the SPCB or UTPCC fails tohold the public hearing within thestipulated 45 (forty five) days, theCentral government in Ministry ofEnvironment and Forests forCategory ‘A’ project or activity andthe State Government or UnionTerritory Administration for Category‘B’ project or activity at the requestof the SEIAA, shall engage any otheragency or authority to complete theprocess, as per procedure laiddown in this Notification”.

Appraisal (Stage IV)Appraisal means the detailedscrutiny by the Expert AppraisalCommittee or State Level ExpertAppraisal Committee of theapplication and other documentslike the Final EIA report, outcome ofthe public consultations includingpublic hearing proceedings,submitted by the applicant to theregulatory authority concerned forgrant of environmental clearance.This appraisal shall be made byExpert Appraisal Committee or StateLevel Expert Appraisal Committeeconcerned in a transparent mannerin a proceeding to which theapplicant shall be invited forfurnishing necessary clarificationsin person or through an authorizedrepresentative. On conclusion of thisproceeding, the Expert AppraisalCommittee or State Level Expert



Appraisal Committee concernedshall make categoricalrecommendations to the regulatoryauthority concerned either for grantof prior environmental clearance onstipulated terms and conditions, orrejection of the application for priorenvironmental clearance, togetherwith reasons for the same.

The appraisal of all projects oractivities which are not required toundergo public consultation, orsubmit an Environment ImpactAssessment report, shall be carriedout on the basis of the prescribedapplication Form 1 and Form 1A asapplicable, same is considered asnecessary by the Expert AppraisalCommittee or State Level ExpertAppraisal Committee concerned.

The appraisal of an applicationbe shall be completed by the ExpertAppraisal Committee or State LevelExpert Appraisal Committeeconcerned within sixty days of thereceipt of the final EnvironmentImpact Assessment report and otherdocuments or the receipt of Form 1and Form 1A, where publicconsultation is not necessary andthe recommendations of the ExpertAppraisal Committee or State LevelExpert Appraisal Committee shallbe placed before the competentauthority for a final decision withinthe next fifteen days.

Grant or Rejection ofPrior EnvironmentalClearance (EC)The regulatory authority shallconsider the recommendations ofthe EAC or SEAC concerned andconvey its decision to the applicantwithin forty five days of the receiptof the recommendations of theExpert Appraisal Committee or StateLevel Expert Appraisal Committeeconcerned or in other words withinone hundred and five days of thereceipt of the final EnvironmentImpact Assessment Report, andwhere Environment ImpactAssessment is not required, withinone hundred and five days of the

receipt of the complete applicationwith requisite documents, except asprovided below.

The regulatory authority shallnormally accept therecommendations of the ExpertAppraisal Committee or State LevelExpert Appraisal Committeeconcerned. In cases where itdisagrees with therecommendations of the ExpertAppraisal Committee or State LevelExpert Appraisal Committeeconcerned, the regulatory authorityshall request reconsideration by theExpert Appraisal Committee or StateLevel Expert Appraisal Committeeconcerned within forty five days ofthe receipt of the recommendationsof the Expert Appraisal Committeeor State Level Expert AppraisalCommittee concerned while statingthe reasons for the disagreement.An intimation of this decision shallbe simultaneously conveyed to theapplicant. The Expert AppraisalCommittee or State Level ExpertAppraisal Committee concerned, inturn, shall consider the observationsof the regulatory authority andfurnish its views on the same withina further period of sixty days. Thedecision of the regulatory authorityafter considering the views of theExpert Appraisal Committee or StateLevel Expert Appraisal Committeeconcerned shall be final andconveyed to the applicant by theregulatory authority concerned withinthe next thirty days.

In the event that the decision ofthe regulatory authority is notcommunicated to the applicantwithin the period specified in sub-paragraphs (i) or (ii) above, asapplicable, the applicant mayproceed as if the environmentclearance sought for has beengranted or denied by the regulatoryauthority in terms of the finalrecommendations of the ExpertAppraisal Committee or State LevelExpert Appraisal Committeeconcerned.

On expiry of the periodspecified for decision by the

regulatory authority under paragraph(i) and (ii) above, as applicable, thedecision of the regulatory authority,and the final recommendations ofthe Expert Appraisal Committee orState Level Expert AppraisalCommittee concerned shall bepublic documents.

Clearances from other bodiesor authorities shall not be requiredprior to receipt of applications forprior environment clearance ofprojects or activities, or screening,or scoping, or decision by theregulatory authority concerned,unless any of these is sequentiallydependent on such clearance eitherdue to a requirement of law, or fornecessary technical reasons.

Deliberate concealment and /or submission of false ormisleading information or datawhich is material to screening orscoping or appraisal or decisionon the application shall make theapplication liable for rejection, andcancellation of prior environmentalclearance already granted, on suchground, shall be decided by theregulatory authority, after giving apersonal hearing to the applicant,and following the principles ofnatural justice.

Validity of EnvironmentalClearance (EC)The “Validity of EnvironmentalClearance” is meant the period fromwhich a prior environment clearanceis granted by the regulatory authority,or may be presumed by theapplicant to have been grantedunder sub paragraph (iv) ofparagraph 7 above, to the start ofproduction operations by the projector activity, or completion of allconstruction operations in case ofconstruction projects (item 8 of theSchedule), to which the applicationfor prior environmental clearancerefers. The prior environmentalclearance granted for a project oractivity shall be valid for a period often years in the case of River ValleyProjects [item 1(c) of the Schedule),



project life as estimated by ExpertAppraisal Committee or State LevelExpert Appraisal Committee subjectto a maximum of thirty years formining projects and five years inthe case of all other projects andactivities. However, in the case ofArea Development projects andTownships [item 8(b)], the validityperiod shall be limited only to suchactivities as may be theresponsibility of the applicant as adeveloper. This period of validity maybe extended by the regulatoryauthority concerned by a maximumperiod of five years provided anapplication is made to the regulatoryauthority by the applicant within thevalidity period, together with anupdated Form 1, andSupplementary Form 1A, forConstruction projects or activities(item 8 of the Schedule). In thisregard the regulatory authority mayalso consult the Expert AppraisalCommittee or State Level ExertAppraisal Committee as the casemay be.

Post EnvironmentalClearance MonitoringIt shall be mandatory for the projectmanagement to submit half-yearlycompliance reports in respect ofthe stipulated prior environmentalclearance terms and conditions inhard and soft copies to theregulatory concerned, on 1th Juneand 1st December of each calendaryear.

All such compliance reportssubmitted by the projectmanagement shall be publicdocuments. Copies of the sameshall be given to any person onapplication to the concernedregulatory authority. The latest suchcompliance report shall also bedisplayed on the web site of theconcerned regulatory authority.

Flow Chart for procedure forObtaining Environmental Clearanceis shown in following flowcharts.

On Receipt of PriorEnvironmental ClearanceFurther FollowingEnvironment RelatedClearances Shall beRequired.1. Consent to establish (COE)

under the Water and Air Act.2. Consent to operate (COO) under

the Water and Air Act.3. Consent for handling and

disposal of Hazardous waste.4. Consent for operating (Both COE

& COO) hot mix plants, stone,crushes, concrete batch mixplants, local queries / miningworker camps including dischargefrom laborer camps, equipmentstorage yards under Air and WaterAct as the case may be includingconsent under noise rules fromconcerned State Pollution ControlBoard.

5. Forest Clearance (It forest areasto be diverted for the project,including notif ied road sideplantation) under the Forest Act1980 and rules.

6. CRZ Clearance in coastal areasas per CRZ notification if theproject area fall under CRZ -I, II,III & IV.

7. Wild Life Protection Act 1972 innotified wildlife areas.

8. NOC from Central Ground WaterBoard for drawing water in notifiedblocks.

9. NOC from ASI for anyconstruction/operation withinradius of 1km (or more) withrespect to monuments dependingof the activities.

Most of these approvals canbe applied on line as persoftware/websites created byrespective authorities.



Environment ImpactAssessment (EIA) &EnvironmentManagement Plans(EMP) For HighwayProjectsThe terms of reference (TOR) forprojects requiring EIA studies areproposed by applicant in hisapplication in form - I (Annexure - I)and approved by MOEF or SEIAA asthe case may be. For highwaysprojects usually information isdivided in following main sections.Section 1: IntroductionSection 2: Project DescriptionSection 3: Baseline Environment ofthe Project CorridorSection 4: Environment Impacts andMitigation MeasuresSection 5: Environment ManagementPlansSection 6: Monitoring PlansSection 7: Conclusion

All these sections are furtherdivided into various sub-topics asdetailed out in approved TOR.

Recently MOEF has also issuedinstructions that to improve thequality of EIA studies, EIA prepared

only by accredited authorities /consultants with NationalAccreditation Board for Educationand Training under Quality Councilof India shall be accepted.

ConclusionAlthough some environment checkswere prevalent even beforeindependence, After independencemain object of our country wasconnectivity and in this race, someenvironment aspects weresacrificed. But after 1972 stockholm

conclave which was attended byour late Prime Minister Mrs. IndiraGandhi, some comprehensivelegislative measures were initiatedwhich brought under its umbrellainfrastructure and highway projectsalso.

If a systematic approach isplanned it become easier to arrangeapprovals under Environment Actsand procedures. Now detailchecklists and details are availableon website of MOEF and other lawenforcement authorities. Thesedetails and formats can bedownloaded and application can bemade either on line or on hardcopies to competent authorities andapprovals can be arranged in afixed time frame.

References♦ MOEF Notification Dt. 14th Sept,

2006 and 1st Dec, 2009 undersection 3 of EPA 1986.

♦ Draft document of Policy,guidelines and legal requirementfor highway

♦ EIA on Four laning of Km 163.40to 180.00 of Banglore-Salem-Mudrai Section of NH-7 preparedby L&T-Chennai.

♦ Scheme for accreditation of EIAconsultant organisation byNational Accreditation Board forEducation and Training issued byquality council of India issued inJanuary 2010.




Safety Audit

PremiseOn-road safety in India is amongstthe poorest in the world. As persome rough estimate conducted fewyears back, more than 90,000 livesare lost on Indian roads every year.Rough assessment suggests thatroad accidents cause financial lossto the country to an extent of 2% to3% of GDP, besides causing lossto the victims, their families andleaving behind a lingering agony tothe society at large. The earlierthinking that human factor is amajor, perhaps the only factor, thatcause accidents on roads. Thisthinking is fast changing. It is beingnow recognized world over that theroad system contributes significantlybesides human errors andnegligence. The road system,therefore, should be so designedand executed in such a mannerthat it takes into account the humanfailings. This realization has helpedthe developed countries to bringabout considerable improvement inthe safety on their road and theyare able to build this aspect into

constructing their road system as‘forgiving’ as possible.

In the recent past, in India too,with the rapid economic growth inthe country, the demand for betterfacilities and infrastructure hasincreased. The road system is nowgetting new attention. Improvedroads resulting from a betterdesigned and execution would leadto increased speed, better safety athigh speed to meet the enhancedaspirations as well as indulgenceof the people for a safe and efficientmovement.

IntroductionRoad improvement in the countryhas been taken up on a large scalewith the launching of NationalHighway Development Project(NHDP)/ National Highway Authorityof India under its various phasesand State Governments are havingtheir own programmes forimprovement of state roads. It hasbeen found that though signs andmarkings are provided on theseimproved roads, but they are still

far from being the appropriatesystem to meet the intendedrequirements of safe and efficienttravel. Now that the objective is todevelop the National HighwaySystem to a world class standard,it is essential that all the roadsincluding those which are underimprovement / upgradation areprovided with a detailed system oftraffic signs and pavementmarkings.

Traffic SignsThe traffic signs and markings forpromoting highway safety andefficiency have to be effective andshould meet the following basisrequirements objectively:♦ Fulfill-specific needs as per the

site situation;♦ command attention from all

categories of road users;♦ convey a clear, precise meaning

in a simple form;♦ command respect from road

users and for this, they shouldbe appropriately sited, visible/readable and uniform throughout;

Safety in Construction,Operations andMaintenance of

Highways –

Basic Elements ofSafety AuditR K Poddar, HSE Management Consultant,Auditor & Trainer


Safety Audit

♦ placement should give adequateresponse time for a properresponse;

♦ conspicuous to attract attentionof the drivers and should belegible from sufficiently far awayto be read without diverting theline of sight through too great anangle; and

♦ placed such that they are notobscured by other objects orvegetation and no clustering hastaken place;

♦ road markings should be clearand visible during the hours ofdarkness (luminous/ reflective) sothat drivers can see them clearlyin time to position themselvescorrectly.

Safety StandardsThe objective of Safety Standards isto provide safe travel to the driversof vehicles plying on the ProjectHighway at all time, say, throughoutthe year and provide protection to

the Project Workers when they areat work.

The guiding principles for safetymeasures shall include:♦ Warning to the drivers

unambiguously and sufficiently inadvance of the situation on thehighway;

♦ Providing clear demarcation formovement of vehicles;

♦ Providing devices to guide thedrivers and their movementsthrough construction zones/ laneclosures/ traffic diversions etc.

Construction ZoneIn order to plan and provideappropriate traffic management andsafety measures, it is necessary toappreciate the concept of aconstruction zone. A constructionzone can be defined as an area ofthe Project Highway which involvesthe conflict of the right of usebetween the road users andauthority responsible for themaintenance/ improvement of theProject Highway. From traffic safetypoint of view, a construction zonecomprises four sub zones asdescribed hereunder:1. Advance Warning Sub-Zone: The

advance warning sub-zone ismeant to prepare the driver for analert behavior and is an essentialpart of any traffic control system.

2. Transition Sub-Zone: Thetransition sub-zone is the area inwhich the traffic is steered andguided into and out of the divertedpath around the work sub-zone.This is the most crucial sub-zonefrom safety point of view sincemost of the movements areturning movements.

3. Work Sub-Zone: This is theactual area where construction ormaintenance activity is takingplace and the main concern,therefore, is the safety of theworkers at the site from the plyingtraffic. The path of the traffic must,therefore, be very clearlydelineated to avoid intrusion ofvehicles moving into the work

area. The work sub-zones shallnot be close to each other andthe distance between the twowork sub-zones shall be suchthat the flow of traffic can returnto normal stream by permittingfast moving traffic to overtake slowmoving vehicles. These distancesshall preferably be 2 km on urbansections and 5 to 10 km on ruralsections of the highway. Thelength of work sub-zones will vary.

4. Termination Sub-Zone. The sub-zone is intended to inform theroad users of the end of theconstruction zone. An informationsignboard shall be erected toinform road users of the end ofconstruction Zone.

Traffic ManagementPlanning1. Warn the road user clearly and

sufficiently in advance.2. Provide safe and clearly marked

lanes for guiding users.3. Provide safe and clearly marked

buffer and work zones.4. Provide adequate measures that

control driver behaviour throughconstruction zones

Traffic Control PlanTraffic Control Plan for a specificproject should be prepared andapplying the following variables,which may vary from project toproject. The variables are,♦ Average Vehicular Traffic Density

in peak and non-peak hours.♦ Maximum width of lane required

for construction during variousactivities.

♦ Number and types of junctions inthe road.

♦ Availability of standard footpathand its location and dimensions.

♦ Change in the lane width if anyand its location.

Traffic Control DevicesTraffic control devices used toregulate the traffic in RoadConstruction Zones include:1. Road Signs2. Delineators3. Barricades4. Cones5. Pylons6. Pavement markings7. Flashing lights.

1. Road Signs. Road signsare classified in three majorcategories. They are:a. Mandatory / Regulatory Signs

These signs impose legalrestriction on traffic and violationof these signs is an offence.These include all signs, whichgive notice of special obligations,prohibitions or restrictions withwhich the road users mustcomply. Regulatory signs aremostly circular in shape.

b. Cautionary / Warning SignsThese signs are used to warnroad users of the existence ofcertain hazardous conditionseither on or adjacent to theroadway, so that the motorists arecautious and take the desiredaction. Cautionary signs aretriangular with red border and

black symbol or message onwhite background.

c. Informatory Signs These signsare used to guide road usersalong routes, inform them aboutdestination and distance, identifypoints of geographical andhistorical interest, and provideother information that will makethe road travel easier, safe andpleasant. They are usuallyrectangular in shape.

The traffic across these sub-zones is guided and taken with thehelp of various traffic control deviceserected at the site2. Delineators. Delineators are

devices or treatment whichoutlines the roadway or portionthereof. They include SafetyCones, Traffic Cylinders, Tapes,Drums, Painted lines, RaisedPavement Markers, Guide Posts,and Post-mounted Reflectors etc.They are used in or adjacent tothe roadway to control the flow oftraffic. Delineators are basicallydriving aids and should not beregarded as a substitute forwarning signs or barriers for out-of-control vehicles.

3. Barricades. Barricades areintended to provide containmentwithout significant deflection ordeformation under impact and toredirect errant vehicles along thebarrier. Barricades can be usedto:

♦ Prevent traffic from entering workareas, such as excavation,material storage area.

♦ Provide protection to workers.♦ Separate two-way traffic.♦ Protect construction such as false

work for culverts and otherexposed objects.

Barricades can be permanentor portable. Portable barricadesshould be stable under adverseweather conditions and appearsubstantial but not so much as tocause excessive damage if avehicle strikes.

Three types of typical barricadesgenerally used in road construction


Safety Audit

zones, with recommendeddimensions are given below.

Type I And Type IIBarricadeThese barricades shall be usedwhen traffic is redirected in a road.These barricades can be usedinterchangeably and more suitablefor repair, maintenance and othertemporary works. As thesebarricades are susceptible tooverturning in wind, their stabilitycan be improved through ballast.

Type III BarricadeThis is a permanent type barricadeand can be erected at the point ofclosure when a road section isclosed to traffic for constructionworks. They may extend completelyacross a road way and itsshoulders or from kerb to kerb witha small gate or movable section forthe entry of construction workmenand vehicle.4. Safety Cones. Safety cones are

500 mm, 750 mm and 1000 mmhigh and 300 mm to 500 mm indiameter. They are usually madeof plastic, rubber, HDPE, PVC andhave retro reflectorised red andwhite bands. Safety cones wouldbe displaced or blown unlesstheir bases are anchored orloaded with ballast. This can beavoided by

a. Using sand bag rings to provideincreased stability,

b. Using heavier weighted cones,c. Using cones with special

weighted bases, andd. Doubling the cones to provide

added weight.

Flagmen♦ A qualified personnel at least

average intelligence, be mentally

alert and good in physicalcondition be selected, sinceflagmen are responsible forpublic and workmen safety.

♦ Flagmen should be equipped withyellow helmet with green reflectivesticker fixed around and reflectivejacket along with hand signalingdevices such as flags and signpaddles. The typical specificationare given below.

Red Flag – Minimum size 600X 600 mm (Polyester clothadvisable) securely fastened to astaff of length approx. 1 mSTOP Sign Paddle – Shape -Octagonal (Light in weight) Width -600 mm with rigid handleBackground Color – Red, LetterColor – WhiteSLOW Sign Paddle – Shape -Octagonal (Light in weight) Width -600 mm with rigid handleBackground Color – Yellow, LetterColor – Black Border Color–Black.♦ Flagmen need to maintain the

flow of traffic continuous past awork zone at relatively reducedspeeds by suitably regulating thetraffic. He shall stop the traffic fora short while whenever required(e.g. for entry and exit ofconstruction equipment in to workzone).

♦ Flagman should be positioned ina place where he is clearly visibleto approaching traffic and at asufficient distance to enable thedrivers to respond for his flagginginstructions. A flagman neverleaves his post until properlyrelieved,

♦ The standard distance shall bemaintained at 60 – 100 m butcan be altered depending uponthe approach speed and site

conditions. In urban areas thisdistance shall be taken as 20 mto 50 m.

♦ Standard Signals to be given byFlag men and they shouldundergo special task trainingprogram through safetydepartment.

Safety MeasuresDuring ConcessionPeriod♦ During the Concession Period or

extension thereof as per theConcession Agreement manyactivities are involved at differentstages and at various periods inrespect of construction, operationand maintenance of the ProjectHighway. Safety of the road usersand the Project workmen at siteis of paramount importance andobligatory for the Concessionairethroughout the said period.

♦ In Emergency arising on accountof Force Majeure due to nature oradministrative reasons specialsafety measures may be calledfor the traffic and/or the workmenat site to be taken by theConcessionaire.

♦ The following principles shall bekept in view in Emergencysituations from safetyconsiderations:

♦ Where part width of theexisting carriageway is envisagedto be used for passage of twoway traffic, paved shoulders shallbe used on the side on whichwork is not proposed. Amaximum of one lane (3.5 mwide) closure shall be allowedfor a short duration dependingon the extent on Emergency.

♦ At the points where traffic isto deviate from its normal path,the channel for traffic shall beclearly marked with the aid ofpavement markings or othersimilar device as directed by theIndependent Consultant. At nightthe passage shall be delineatedwith lamps or lanterns or anysuitable light source.


Safety Audit

♦ On the approach of any typeof closure suitable regulatory/warning signs as approved bythe Independent Consultant shallbe installed for guidance of roadusers. At least two signs shallbe put up one lose to thecarriageway where transition ofcarriageway begins and the other120 m ahead. The signs shallbe of approved design and ofreflectory type as directed byIndependent Consultant.

♦ The Concessionaire shall ensurethat safety standards specified inthis Schedule are strictly compliedwith in the event of any laneclosure or diversion of traffic.

Highway Safety Audit(HAS)Highway Safety Audit is a systemicevaluation process for highwayconstruction, operation andmaintenance safety, whichintroduces concepts of highwayoperation safety and reduction oftraffic accident into the feasibilitystudy and design of highwayproject. It is a basic procedure inhighway construction andmanagement.

Before 1980s, such measuresas warning signs, speed limit andre-alignment, etc. were adopted bymany countries in the world toreduce traffic accident duringoperation period. Results wereencouraging but the problem wouldbe solved gradually and take a longtime to avoid/ limit large losses ofstaff and properties. If potentialfactors in highway facilities, whichwould influence traffic safety, couldbe found and corrected before trafficaccident, during planning, study and

design period of highway facilities,losses of staff and properties wouldbe substantially reduced. Conceptsand approaches for HSA haveevolved gradually under suchbackground. Around 1985, theUnited Kingdom started to studyand spread HAS technologies andregulated that HSA be carried outfor all new expressway andmotorway. After 1992, the study andapplication of HSA were carried outin Australia, New Zealand, Malaysia,Denmark and Netherlands, etc.America started road safety studyearlier. In 1967, AASHTO published“Highway Design and OperationPractice Considering HighwaySafety,” which was modified,extended and re-published in 1974.From 1985, Highway SafetyInformation System was establishedto accumulate traffic accident data.From 1990, theoretical study for HSAwas started and importantoutcomes were achieved, formingAASHTO Criteria in 1991, “Guidelinefor Road Safety Design andOperation.” In 1997, AASHTOpublished the updated version ofthis Guideline. Furthermore, in 2003,it put forward Roadside SafetyAnalysis Program (RSAP) andInteractive Highway Safety DesignModel (IHSDM), pushing the HSAfrom qualitative analysis tocombination of qualitative analysiswith quantitative analysis.

In countries which haveconducted HSA, the evaluationstages are generally divided intofive stages, namely:♦ Feasibility study,♦ Preliminary design,♦ Detail design,♦ Trial operation, and♦ Operation.

Division of highwayinfrastructure phases and contentsand depth of each phase in Chinaare different from other countriesand the study of HSA has juststarted. Therefore, preliminarily,there are three evaluation stages -feasibility study stage, design stageand operation stage. Evaluations infeasibility study and design stagesshall be completed before officialapproval for the project highway byrelevant governmental departments.Evaluation in operation stage shallbe completed before inspection andapproval of the project highway.

HSA shall be carried out byindependent third party to realizeobjective and fair evaluation.Usually, the evaluation work shallbe entrusted and coordinated byProject Legal Person.

Audit Parameters ofRoad Safety♦ Components of the Construction

Zone♦ Planning♦ Sketches at cross-sections♦ Alignment♦ Roadside communities &

Facilities♦ Stretches at junction

♦ general♦ additional checks for

roundabouts♦ additional checks for signal-

controlled junctions♦ Special road users♦ Road side hazards

Refer: Sample List for AuditComponentDisclaimer: The author does notclaim the sole credit for the entiretext of the article since conceptsand context of the content are inthe common knowledge domainand therefore have been quoted tosubstantiate a point. Anysemblance/ replication of someearlier publication is purely inadvert.In any case, the author’s thanksare due to such publishers/ authors.


Safety Audit


Mix Design

Pumped ConcretePumped concrete may be definedas concrete that is conveyed underpressure through either rigid pipeor flexible hose and dischargeddirectly into the desired location.Pumping may be used for most allconcrete construction, but isespecially useful where space oraccess for construction equipmentis limited.

Pumping equipment consists ofpumps which are of three types:a) Piston type concrete pumpb) Pneumatic type concrete pumpc) Squeeze pressure type concrete

pumpOther accessories are rigid

pipelines, flexible hose andcouplings etc.

A pumpable concrete, likeconventional concrete mixes,requires good quality control, i.e.properly graded uniformaggregates, materials uniformly andconsistently batched and mixedthoroughly. Depending on theequipment, pumping rates may varyfrom 8 to 130 m3 of concrete per

hour. Effective pumping rangevaries from 90 to 400 metershorizontally, or 30 to 100 metersvertically. Cases have beendocumented in which concrete hassuccessfully been pumpedhorizontally upto 1400 meters and430 meters vertically upward. Newrecord values continued to bereported.

PumpingFor the successful pumping ofconcrete through a pipeline, it isessential that the pressure in thepipeline is transmitted through theconcrete via the water in the mixand not via the aggregate; in effect,this ensures the pipeline islubricated. If pressure is appliedvia the aggregate, it is highly likelythat the aggregate particles willcompact together and against theinside surface of the pipe to form ablockage; the force required tomove concrete under theseconditions is several hundred timesthat required for a lubricated mix.

If, however, pressure is to beapplied via the water, then it is

important that the water is not blownthrough the solid constituents ofthe mix; experience shows thatwater is relatively easily pushedthrough particles larger than about600 microns in diameter and issubstantially held by particlessmaller than this.

In the same way, the mixture ofcement, water and very fineaggregate particles should not beblown through the voids in thecoarse aggregate. This can beachieved by ensuring that theaggregate grading does not have acomplete absence of material intwo consecutive sieve sizes – forexample, between 10 mm and 2.36mm. In effect any size of particlemust act as a filter to preventexcessive movement of the nextsmaller size of material.

Basic ConsiderationsCement ContentConcretes without admixtures andof high cement content, (over about460 kg/m3) are liable to provedifficult to pump, because of highfriction between the concrete and

Mix Design forPumped Concrete with,

PPC, OPC, OPC + FlyashA simple method of concrete mix design for pumpable concretebased on an estimated weight of the concrete per unit volume ispresented in the article. The Tables and Figures included areworked out by the author from a wide range of materialsavailable in the country. The method is suitable for normalweight concrete and with admixtures.

Kaushal Kishore, MaterialsEngineer, Roorkee, Uttaranchal


Mix Design

the pipeline. Cement contentsbelow 270 to 320 kg/m3 dependingupon the proportion of the aggregatemay also prove difficult to pumpbecause of segregation within thepipe line.

WorkabilityThe workability of pumped concretein general has an average slumpof between 50 mm and 100 mm. Aconcrete of less than 50 mm slumpis impractical for pumping, andslump above 125 mm should beavoided. In mixtures with highslump, the aggregate will segregatefrom the mortar and paste and maycause blocking in the pump lines.

The mixing water requirementsvary for different maximum sizesand type of aggregates. Theapproximate quantity of water for aslump of 85 mm and 100 mm isgiven in Table 1. In high strengthconcrete due to lower water/cementratio and high cement content,workability is reduced with the givenquantity of water per cu.m. ofconcrete. In such cases, waterreducing admixtures are useful. Inthe addition to this type ofadmixtures at normal dosage levels,to obtain a higher workability for agiven concrete mix, there is nonecessity to make any alteration tothe mix design from that producedfor the concrete of the initial lowerslump. There is generally no lossof cohesion or excess bleedingeven when the hydroxycarboxylicacid baset materials are used.

If this class of product is usedto decrease the water/cement ratio,again no change in mix design willbe required, although smallalterations in plastic and hardeneddensity will be apparent and shouldbe used in any yield calculations.

A loss of slump during pumpingis normal and should be taken intoconsideration when proportioningthe concrete mixes. A slump loss of25 mm per 300 meters of conduitlength is not unusual, the amountdepending upon ambienttemperature, length of line, pressureused to move the concrete,moisture content of aggregates atthe time of mixing, truck-haulagedistance, whether mix is keptagitated during haulage etc. Theloss is greater for hose than forpipe, and is sometimes as high as20 mm per 30 meter.

AggregatesThe maximum size of crushedaggregate is limited to one-third ofthe smallest inside diameter of thehose or pipe based on simplegeometry of cubical shapeaggregates. For uncrushed(rounded) aggregates, themaximum size should be limited to40% of the pipe or hose diameter.

The shape of the coarseaggregate, whether crushed oruncrushed has an influence on themix proportions, although bothshapes can be pumpedsatisfactorily. The crushed pieceshave a larger surface area per unitvolume as compared to uncrushedpieces and thus require relativelymore mortar to coat the surface.Coarse aggregate of avery bad particle shapeshould be avoided.

Difficulties with pumphave often beenexperienced when toolarge a proportion ofcoarse aggregate isused in an attempt toachieve economy byreducing the amount of

cement; such mixes are also moredifficult and costly to finish. Thegrading of coarse aggregate shouldbe as per IS : 383-1970. If they arenominal single sized then 10 mmand 20 mm shall be combined inthe ratio of 1:2 to get a 20 mmgraded coarse aggregate. In thesame way, 10 mm, 20 mm and 40mm aggregates shall be combinedin the ratio of 1:1.5:3 to get a 40mm graded coarse aggregate.

Fine aggregate of Zone II asper IS: 383-1970 is generallysuitable for pumped concreteprovided 15 to 30% sand shouldpass the 300 micron sieve and 5to 10 percent should pass the 150micron sieve. Fine aggregate ofgrading as given in Table 2 is bestfor pumped concrete. The proportionof fine aggregate (sand) to be takenin the mix design is given in Table3. However, the lowest practicalsand content should be establishedby actual trial mixes andperformance runs.

In practice, it is difficult to getfine and coarse aggregates of aparticular grading. In the absenceof fine aggregate of required gradingthey should be blended withselected sands to produce desiredgrading, and then combined withcoarse aggregates to get a typedgrading as per Table 4.

Uncrushed Aggregate(River Gravel)It has become a custom that almostin all the construction sites crushedaggregates are being used. To saveenvironmental pollution as far as

possible in ordinary constructionworks uncrushed aggregates (RiverGravel) including river sand shouldbe used.

Production of crushedaggregates from crushers posesair and noise pollution problems.

Crusher & AirPollution ProblemWhen the rocks and river bedboulders are crushed, dry surfacesare exposed and air borne dustcan be created. An inventory ofsources of dust emissions usuallybegins with the first crusher andcontinues with the conveyor transferpoints to and including thesucceeding crushers. Here theaggregate is more finely grounded,and dust emission become greater.As the process continues, dustemission are again prevalent fromsources at conveyor transfer pointsand the final screens.

In the modern screening andwashing plant in the production ofuncrushed (gravel/shingle)aggregate from the river bed theyare not crushed, thus no dust is

formed. Further aggregates arewashed to remove silt and clay likematerials. Therefore, uncrushed(gravel/shingle) aggregatesproduces in these plant arrive atsite in a moist condition, hence donot present a dust problem.Whereas the crushed aggregateleave crushing plant very dry andcreate considerable dust whenhandled. To prevent dust in handlingit is not possible to wet each loadof crushed aggregate thoroughlybefore it isdumped fromthe deliverytruck. Attemptsto spray thec r u s h e daggregate as itis beingdumped havehad very limited effectiveness.

During crushing of aggregateparticles less than 100 micronremains suspended in the air. Thesuspension of a particle in the airfollows a certain trajectorydepending on its size, density,shape and other physicalproperties. In air turbulence the dry

crusher dust has long trajectoriesor suspension time and settlingdistance to the ground. If a crushingplant is not properly designed andoperate without any efficientprevention system this “fugitive” dustmay generate air pollution.

Air quality due to pollutionshould be monitored monthly. Theambient air quality standards asrecommended by Central PollutionControl Board (CPCB) India aregiven in the following table.

Note:1. SPm : Suspended particle

mattersSO2 : Sulpher dioxideCO : Carbon Mono oxideNOx : Nitrogen Oxide

2. The concentrations for the abovepollutants shall be 95% of thetime within the limits prescribed.

3. Category ‘C’ sensitive areas are:Hill Stations, Tourist Resorts,Sanctuaries, National Part,National Manuments etc.

4. The air quality levels should bedetermined by sampling andbrought down within specifiedambient air quality standardsthrough use of various mitigationmeasures, modern pollution freeequipment and advanceconstruction technology, such asgiving preference in usinguncrushed (gravel/shingle) naturalaggregate in the general civilengineering construction work inplace of crushed aggregateobtained from crusher.

PumpingBefore the pumping of concrete isstarted, the conduit should beprimed by pumping a batch ofmortar through the line to lubricateit. A rule of thumb is to pump 25


Mix Design

litres of mortar for each 15 meterlength of 100 mm diameter hose,using smaller amounts for smallersizes of hose or pipe. Dumpconcrete into the pump-loadingchamber, pump at slow speed untilconcrete comes out at the end ofthe discharge hose, and thenspeed up to normal pumpingspeed. Once pumping has started,it should not be interrupted (if at allpossible) as concrete standing idlein the line is liable to cause a plug.Of greater importance is to alwaysensure some concrete in the pumpreceiving hopper at all times duringoperation, which makes necessarythe careful dispatching and spacingof ready-mix truck.

Testing for Pumpability: Thereis no recognized laboratoryapparatus or precise piece ofequipment available to test thepumpability of a mix in thelaboratory. The pumpability of themix therefore, should be checkedat site under field conditions.

Field Practices: The pumpshould be as near the placing areaas practicable and the entiresurrounding area must haveadequate bearing strength tosupport the concrete delivery trucks,thus assuring a continuous supplyof concrete. Lines from the pumpto the placing area should be laidout with a minimum of bends. Forlarge placing areas, alternate linesshould be installed for rapidconnection when required.

When pumping downward 15m or more, it is desirable to providean air release valve at the middleof the top bend to prevent vacuumor air buildup. When pumpingupward, it is desirable to have avalve near the pump to prevent thereverse flow of concrete during thefitting of clean up equipment, orwhen working on the pump.

Illustration example onConcrete Mix Design.


Mix Design

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Unipave 147Universal 191Unisteel 139Volvo India IBCWalia International 231Wirtgen India 133Zoomlion Heavy Ind. 23Jeetmull Jaichandlall P. Ltd MT*Namdhari Engineers MT*Ramaas Enterprises MT*Topall MT*Saini Concrete Sys. MT*

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Mix Design

Test Data forMaterials1. The grading of fine aggregate,

10 & 20 mm aggregates are asgiven in Table. 5. Fine aggregateis of zone-I of IS:383-1970. 10and 20 mm crushed aggregategrading are single sized as perIS: 383-1970.

2. Properties of aggregates

Take curves C and D for PPC,as PPC is being manufactured inminimum of 43 Grade of strength.5. Other data: The Mixes are to be

designed on the basis ofsaturated and surface dryaggregates. At the time ofconcreting, moisture content ofsite aggregates are to bedetermined. If it carries surfacemoisture this is to be deducted

from the mixing water andif it is dry add in mixingwater the quantity of waterrequired for absorption. Theweight of aggregates arealso adjusted accordingly.

Design of Mix-a with PPCa) Free W/C ratio for the target

strength of 48.3 n/mm2 fromFig. 1 curve D found to be 0.4

b) Free water for 100 mm slumpfrom Table 1 for 20 mm maximumsize of aggregate.

22031190

32 xx +

= 200 kg/m3

From trials, it is found thatRetarder Superplasticizer at adosages of 18 gm/kg of cementwater may be reduced 25% withoutloss of workabilityThen water = 200 – (200 x 0.25)

= 150 kg/m3

c) PPC = 150/0.4 = 375 kg/m3

d) Formula for calculation of freshconcrete weight in kg/m3

UM 10 x Ga (100 – A) + CM(1 – Ga/Gc)– WM (Ga – 1)Where,Um = Wight of fresh concrete kg/m3

Ga = Weighted average specificgravity of combined fine andcoarse aggregate bulk, SSD

Gc = Specific gravity of cement.Determine actual value, inabsence assume 3.15 for OPCand 3.00 for PPC (Fly ash based)

A = Air content, percent. Assumeentrapped air 1% for 40 mmmaximum size of aggregate, 1.5%for 20 mm maximum size ofaggregate and 2.5% for 10mmmaximum size of aggregate.There are always entrapped airin concrete. Therefore, ignoringentrapped air value as NIL willlead the calculation of highervalue of density.

Wm = Mixing water required in kg/m3

Cm = Cement required, kg/m3

Note:- The exact density maybe obtained by filling and fullycompacting constant volumesuitable metal container from thetrial batches of calculated designmixes. The mix be altered with theactual obtained density of the mix.Um = 10 x Ga (100 – A) + Cm (1 –

Ga/Gc) – Wm (Ga – 1) = 10 x 2.75 (100 – 1.5) + 375(1-

2.75/3.00) – 150 (2.75 -1)Density = 2477 kg/m3

e) aggregates = 2477 – 375 –150 = 1952 kg/m3

f) Fine aggregate = From Table 3for zone-I Fine aggregate and 20mm maximum size of aggregate,W/C ratio = 0.4 found to be 44 –53%. For consideration of gradingof Table 4 let it be 45% Fineaggregate = 1952 x 0.45 =878 kg/m3 Coarse aggregate =1952 – 878 = 1074 kg/m3

10 and 20 mm aggregate aresingle sized as per IS: 383-1970.Let they be combined in the ratio of1:2

3. Target strength for all A, B and Cmixes

fck = fck + 1.65 x S 40 + 1.65 x 5 = 48.3 n/mm2 at 28 days age4. For Mix A and B free W/C ratio

with crushed aggregate and givenstrength for target strength of 48.3n/mm2 at 28 days from Fig. 1Curve D found to be 0.40. This islower than specified maximum W/C ration value of 0.45

Note:In absence of cement strength, butcement conforming to IS Codes,assume from Fig. 1 and Fig. 2.Curve A and B for OPC 33 GradeCurve C and D for OPC 43 GradeCurve E and F for OPC 53 Grade


Mix Design

10 mm aggregate = 358 kg/m3

20 mm aggregate = 716 kg/m3

With the consideration ofgrading of Table 5 let Fineaggregate, 10 and 20 mmaggregate combine in the ratio of45%, 19% and 36% and check withthe required grading of Table. 5.Thus,Fine aggregate = 878 kg/m3

10 mm = 1952 x 0.19 = 371 kg/m3

20 mm = 1952 x 0.36 = 703 kg/m3

g) Thus for M-40 Grade of concretequantity of materials per cu.m. ofconcrete on the basis of saturatedand surface dry aggregates:

Water = 150 kg/m3

PPC = 375 kg/m3

Fine Aggregate (sand) = 878 kg/m3

10 mm Aggregate = 371 kg/m3


Retarder Super Plasticizer = 6.75 kg/m3

Mix-B with OPCa) Water = 200 – (200 x 0.25) =

150 kg/m3

b) OPC = 150/0.4 = 375 kg/m3

c)Density:10 x 2.75 (100 – 1.5) + 375 (1 –2.75/3.15) – 150 (2.75 – 1)

= 2495 kg/m3

d) Total Aggregates =2495 – 150 – 375 =1970 kg/m3

Fine Aggregate = 1970 x0.45 = 887 kg/m3

10 mm Aggregate = 1970x 0.19 = 374 kg/m3

20 mm Aggregate = 1970x 0.36 = 709 kg/m3

e) Thus for M-40 Gradeof concrete with OPC per cu.m ofconcrete on the basis of saturatedand surface dry aggregates.

Water = 150 kg/m3

OPC = 375 kg/m3

Fine Aggregate (sand) = 887 kg/m3



Retarder Super Plasticizer = 5.625kg/m3

Mix. C with OPC +FlyashWith the given set of materialsincrease in cementitious materials= 13%Total cementitious materials = 375x 1.13 = 424 kg

Note:-1. Specific gravity of Retarder

Superplasticizer = 1.152. Addition of Flyash reduces 5% of

water demand.Note:-1. For exact W/C ratio the water in

admixture should also be takeninto account.

2. The W/C ratio of PPC and OPCis taken the same assuming thatthe strength properties of bothare the same. If it is found thatthe PPC is giving the low strengththen W/C ratio of PPC have to bereduced, which will increase thecement content. For getting earlystrength and in cold climate theW/C ratio of PPC shall also berequired to be reduced.

Figure 2: Relation between free water / cement ratio andconcrete compressive strength for different cement strength

using uncrushed aggregate

Figure 1: Relation between free water / cement ratio and concretecompressive strength for different cement strength

using crushed aggregate


Mix Design

3. PPC reduces 5% water demand.If this is found by trial then takereduce water for calculation.

ConclusionPumped concrete may be used formost/all concrete construction, butis especially useful where space oraccess for construction equipmentis limited.

Although the ingredients ofmixes placed by pump are thesame as those placed by othermethods, quality control, batching,mixing, equipment and the servicesof personnel with knowledge andexperience are essential forsuccessful pumped concrete.

The properties of the finenormal weight aggregates (sand)play a more prominent role in theproportioning of pumpable mixesthan do those of the coarseaggregates. Sands having afineness modulus between 2.4 and3.0 are generally satisfactoryprovided that the percentagepassing the 300 and 150 micronsieves meet the previously statedrequirements. Zone-II sand as perIS: 383-1970 meets theserequirements, and is suitable forpumped concrete.

For pumped concrete, thereshould be no compromise inquality. A high level of quality controlfor assurance of uniformity must bemaintained.

A simple method of concretemix design with normal weightaggregates and with admixtures forpumped concrete is described inthe article. The author has worked

out the Tables and Figures formaterials available in the countryby numerous trials. Therefore, theproportions worked out with the helpof these Tables and Figures willhave quite near approach to themix design problems in the field.

Note:- When coarse and fineaggregate of different types areused, the free-water content isestimated by the expression,

WcWf31

32

+

Where, Wf = Free-water contentappropriate to type of fineaggregate.

and, Wc= Free-water contentappropriate to type of coarseaggregate.

Note:- The above combinedobtained grading is for PPC andOPC mixes. For OPC + Flyash Mixfine aggregate is about 43%, 10mm 20% and 20 mm is 37%. Thisis also within the permissible limitsof recommended grading forpumped concrete.

References:♦ IS : 383-1970

Specifications for coarse and fineaggregates from natural sourcesfor concrete (second revision) BIS,New Delhi

♦ IS: 456-2000Code of practice for plain andreinforced concrete (fourthrevision), BIS, New Delhi

♦ IS: 9103-1999Specification for admixtures forconcrete (first revision) BIS, NewDelhi

♦ IS: 8112-1989Specifications for 43 Gradeordinary portland cement (firstrevision) BIS, New Delhi

♦ IS: 2386 (Part-III) 1963 method of test for aggregate forconcrete. Specific gravity, density,voids, absorption and bulking, BIS,New Delhi

♦ IS: 3812 (Part-I) 2003Specification for pulverized fuelash: Part-I for use as pozzolanain cement, cement mortar andconcrete (second revision) BIS,New Delhi

♦ IS: 1489-Part-I 1991Specifications for portlandpozzolana cement (Part-I) Flyashbased. (Third revision), BIS, NewDelhi

♦ Kishore Kaushal, “Design ofConcrete Mixes with High-StrengthOrdinary Portland Cement.” TheIndian Concrete Journal, April,1978, PP. 103-104

♦ Kishore Kaushal, “Concrete MixDesign.” A manual published forStructural Engineering Studies,Civil Engineering Department,University of Roorkee, 1986.

♦ Kishore Kaushal, “Concrete MixDesign Based on FlexuralStrength for Air-EntrainedConcrete,” Proceeding of 13th

Conference on our World inConcrete and Structures, 25-26,August, 1988, Singapore.

♦ Kishore Kaushal, “Concrete MixDesign,” Indian Concrete InstituteBulletin September, 1988, pp. 27-40 and ICI Bulletin December,1988, pp. 21-31.

♦ Kishore Kaushal, “Method ofConcrete Mix Design Based onFlexural Strength,” Proceeding ofthe International Conference onRoad and Road TransportProblems ICORT, 12-15December, 1988, New Delhi, pp.296-305.

♦ Kishore Kaushal, “Mix DesignBased on Flexural Strength of Air-Entrained Concrete.” The IndianConcrete Journal, February, 1989,pp. 93-97.


Mix Design

♦ Kishore Kaushal, “Concrete MixDesign,” VIII All India BuildersConvention 29-31, January, 1989,Hyderabad, organized by BuildersAssociation of India, ProceedingVolume pp. 213-260.

♦ Kishore Kaushal, “Concrete MixDesign Containing ChemicalAdmixtures,” Journal of theNational Building Organization,April, 1990, pp. 1-12.

♦ Kishore Kaushal, “Concrete MixDesign for Road Bridges,” INDIANHIGHWAYS, Vol. 19, No. 11,November, 1991, pp. 31-37

♦ Kishore Kaushal, “A ConcreteDesign,” Indian Architect andBuilder, August, 1991, pp. 54-56

♦ Kishore Kaushal, “Mix Design forPumped Concrete,” Journal ofCentral Board of Irrigation andPower, Vol. 49, No.2, April, 1992,pp. 81-92

♦ Kishore Kaushal, “Concrete MixDesign with Fly Ash,” IndianConstruction, January, 1995, pp.16-17

♦ Kishore Kaushal, “High-StrengthConcrete,” Civil Engineering andConstruction Review, March, 1995,pp. 57-61.

♦ Kishore Kaushal, “High-StrengthConcrete,” Bulletin of IndianConcrete Institute No. 51, April-June, 1995, pp. 29-31

♦ Kishore Kaushal, “Mix Design ofPolymer-Modified Mortars and

Concrete,” New Building Materials& Construction, January, 1996, pp.19-23.

♦ Kishore Kaushal, “Concrete MixDesign Simplified,” IndianConcrete Institute Bulletin No. 56,July-September, 1996, pp. 25-30.

♦ Kishore Kaushal, “Concrete MixDesign”, A Manual Published byM/S Roffe ConstructionChemicals Pvt. Ltd., Mumbai, pp.1-36

♦ Kishore Kaushal, “Concrete MixDesign with Fly Ash &Superplasticizer,” ICI Bulletin No.59, April-June 1997, pp. 29-30

♦ Kishore Kaushal. “Mix Design forPumped Concrete,” CE & CROctober, 2006, pp. 44-50.

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ROB

IntroductionInfrastructure development includinghighways, bridges, power stations,dams, etc., which was the solemonopoly of the government, hasnow been opened to private sectorparticipation because of the hugerequirements of funds which arebeyond the reach of government. Avery large gap exists between thebudgetary allocation of financialresources and actual requirementsof funds for development andmaintenance of infrastructuresystem in India. While traffic onhighways has been growing at arapid pace, it has not been possiblefor the government to providematching funds due to competingdemand from other priority sectors.The shrinking funds in the publicsector have necessitated the needfor attracting private funds. Sinceinfrastructure is the most importantelement of any development strategyfor accelerating the economicgrowth of a country, private financingof infrastructure has to beencouraged in a large way. The

adequacy of infrastructure will helpin achieving the country’s successin expanding trade, reducing poverty,improving environment and creatingwealth and prosperity. Toll basedfinancing and commercialization ofhighways and bridges through BOTand BOOT formats have acquiredsignificance. The importance of asound road network for theeconomic growth of any nation hasbeen realized. Ambitious plans forphased development of NationalHighways and Expressways havebeen drawn up for India. To achievegoals within the required timeframe, this infrastructure sector hasbeen opened to private sectorinvestment. The experience,generally, is available for smallsections like providing a by-pass, abridge etc. where investments arerecouped through collection of tollcharges.

The following innovativemethodologies for mobolising thefinance for urban roads on the basisof NHDP finance programme as arole model have been suggested

by Hulji Pravin R. et al. (2000).♦ The tax collected should be used

exclusively for the development ofurban road works only. This maybe levied as some percentage ofthe property tax.

♦ The bonds for urban roaddevelopments should have taxexemptions and other attractionsas offered by infrastructure bondsoffered by the leading financialinstitutions

It is suggested that the StateGovernment should establish aseparate body to monitor thedevelopmental aspects of the urbanroad projects of all the cities comingunder their jurisdictions.

Economic Evaluation: Economicanalysis is a convenient procedureto select only those schemes thatresult in the greatest benefits fromthe resources available.

The following are some of thespecific objectives in carrying outan economic evaluation:1. Whether the plan under

consideration is worth investmentat all.

Development of Techno-economicEvaluation Methodology forProposed BoT based HighwayRailway-Over-Bridge Project

Prof.(Dr.) R.K. Khitoliya, Former Professor & Head, Dr. Pardeep Kumar Gupta, Assistant Professor,Ashish Sharma, M.E. Student (Ex), Civil Engineering Department,

Punjab Engineering College, Chandigarh.

A Case Study


ROB

2. To rank schemes competing forscarce resources in order ofpriority.

3. To compare mutually exclusiveschemes and select the mosteconomic.

4. To assist in phasing the programover a time period dependingupon the availability of resources.

Costs and Benefits of HighwayProjects: The basic principle behindany method of economic evaluationis to measure the costs of theproject, determine the benefits likelyto accrue and compare the two.

Cost: The costs can beconsidered broadly under thefollowing categories:1. Capital cost of initial construction,

which includes the cost of landand ancillary costs.

2. Costs of delays to vehicles duringthe period of construction.

3. Maintenance costs.Benefits: Highway projects are

intended to bring benefits to theroad users by providing cheaper,more efficient, quicker and safertravel. An evaluation of benefits is,therefore, of prime concern in anyeconomic analysis. Benefits usuallyrepresent the difference betweenthe cost of operating on a newfacility and the cost of operating onan existing facility. Thus, in order todetermine the benefits, it isnecessary to determine the cost ofoperation.

Vehicle Operating Cost (VOC):Vehicle Operating Cost, i.e. the costof operating the vehicle per unitlength of a highway facility, is asignificant factor affecting the RoadUser Cost. It is very important toevaluate the VOC accurately in orderto assess the Road User Cost inthe economic analysis of a highwayfacility. In the present study, onlyvariable cost has been consideredfor the economic analysis. Variablecost amounts to nearly 95 per centof the VOC. In variable cost also,the fuel component is the mostpredominant and amounts to morethan 90% of the total variable cost.

An idea of relativeproportions of thecomponents of thevariable cost fordifferent vehicle typesmay be had from thefollowing table.Market values of thevarious componentsas on March’ 2004have beenconsidered for estimating thesevalues. The values given inTable-1 may be used for thecomputation of VOC for differentcategories of vehicles.

Travel Time Cost: The value oftravel time savings or the TravelTime Cost is also a very importantcomponent of the road user cost.Since travel time is quite precious,it is highly relevant in economicanalysis of highway projects. Manyhighway plans result in time saving.For example, the replacement ofrail-road level-crossing with an overbridge will result in free movementof the road traffic without gettinghindered when the level-crossinggate is closed. This results insaving in time to the highway user.Widening of narrow single-laneroads to two lane, improvements ingeometrics, etc. also result in timesaving for the road users. For thepurpose of economic analysis ofhighway projects, the value of traveltime savings has to be quantifiedinto monetary terms.

Classes of Road UsersEnjoying Travel Time Savings:Travel Time Savings are enjoyed bydifferent classes of road users andcan be broadly grouped under thefollowing heads:1. Passengers2. Transport operators and owners3. Freight consigners

Passengers: Passengers usingdifferent modes of transport suchas cars, two-wheelers, buses, etc.are benefited the most due toreduction in travel time. Forexample, any highway improvementscheme, which speeds up traffic, islikely to reduce the travel time of

occupants of cars, buses, two-wheelers, etc.

Transport Operators andOwners: Transport operators andowners (bus operators, truckoperators, taxi operators) are directbeneficiaries of travel time savingswith improved highway facilities. Busand truck operators can run thevehicles at higher speeds resultingin a greater utilization of vehicles.The daily utilization of vehicles isdirectly related to the average speedof the vehicles in addition to otherfactors. The overall cost of operationwould come down when vehiclesoperate on improved facilities.

Freight consigners: In themovement of freight, travel time isof considerable importance. Thegoods to be transported may beperishable or non-perishable. In thecase of perishable commodities,such as milk, fruits and vegetables,time is the essence of commerce.For freight consigners, speediertransportation means lesserinventory costs.

Economic Concept ofEvaluation of TravelTime SavingsWillingness to Pay: There are twodistinct concepts in the economicevaluation of travel time savings.The basis of the first approach is“willingness to pay” as a value oftime. The assumption is that timespent in traveling has an opportunitycost. Willingness to pay for traveldepends upon the individual andthe situation. For example, anindividual with a high income may

be willing to pay for travel by airwhereas a person with a lowerincome may prefer to travel thesame distance by train. Thus, theair traveller attaches greaterimportance to savings in travel timethan the rail traveller. An individualwho attaches more importance totravel time with an assured seatand comfort would travel in achartered bus than in publictransport bus.

Time as a Commodity: Thesecond concept of value of time isthat time has utility just as anyother commodity and hence a cost.This concept lends itself admirablywell for evaluation of time savingsenjoyed by transport operators andfreight consigners. The time savedin journeys can be put to fruitfuluse by a greater turn-round of thevehicle utilization. While time isundoubtedly an ‘economiccommodity’ because peoplecertainly place some cash value ontheir own time, but there is nomarket for time as such. Time andservices are complementaryeconomic commodities becausethese cannot be bought or soldseparately. As such, their respectiveprices cannot be separatelyevaluated.

Wage Rate Approach: In thepresent study, the wage rateconcept has been used formonetary evaluation of passengers’travel time. Wage Rate concept isthe most common, and at thesame time elementary andsimplistic, approach for the purpose.In this concept, the average wagerate of the traveller is determinedand it is treated as the value ofindividual’s time. Since the wagerates of different categories ofpassengers will be varying, it isnecessary to categorize thepassengers into distinct groups anddetermine the average wage ratefor each of them. The followingcategories seem to be distinct:♦ Two-wheeler passengers♦ Car passengers

♦ Bus passengers♦ Bus drivers♦ Bus conductors♦ Truck drivers♦ Truck cleaner/helpers

Railway Over BridgeProject at Kurali-PunjabA case study has been undertakenfor studying the technical andeconomic aspects of a proposedBOT bridge project. A Railway OverBridge (ROB) proposed to beimplemented on BOT basis hasbeen chosen for case study. Theproposed ROB project is locatedon NH-21 (Ambala-Manali Highway)at Kurali in Ropar District of Punjab.A typical view of the level rail-roadcrossing of the present study is asshown in Fig-1.

Scope of the Project: Theproject envisages construction andmaintenance (up to the end of theconcession period) of the facilityfrom RD 23.500 to 27.504 asdetailed below:1. Railway Over Bridge (length 994

m) with Footpaths and CentralVerge (width 13.50 m/ Preferable17.50 m or more) at levelcrossing No. 32-B, at Kurali onSirhind-Nangal Dam Section ofNorthern Railway, crossingChandigarh-Ropar Road (NH-21)Km 26.428 including approachspans on stilts with pre-stressed

concrete girder super structurefrom RD 26.113 to 26.418 and26.438 to 26.788 and solid fillapproach from RD 25.970 to26.113 and 26.788 to 26.964 asper design (Two intermediatelanes wide ROB instead of 4-lane ROB has been proposed dueto constraints of land widthavailable at site).

2. Diversion/Service roads (length4034 m) 3.25 m wide on bothsides of road/proposed ROB forfree flow of traffic from RD 23.500to 27.534 including extra widthavailable under cantilever portionand other places as per site.

3. Toll Plaza (length 420 m) withsuitable additional lanes, trafficsafety measures, drainage, etc.including flares from RD 26.964to 27.084 and 27.234 to 27.384for free flow of traffic.

4. Four laning from RD 23.500 to25.970 and 27.384 to 27.504(length 2590 m) having 7.5 mcarriageway on both sides of 0.61m wide median barrier, 0.5 mwide verge having steel railingseparating service road from maincarriageway, 1.0 m wide footpathat the edge of the service roadas per linear plan.

5. Camber correction, longitudinalprofile correction, and streng-thening of existing road from RD23.500 to 25.970 and 27.384 to27.504 (length 3010 m).

6. Improvement of junction withMorinda-Siswan Road at RD

Figure 1: Traffic jam at railway crossing Kurali-Punjab-india


ROB


ROB

25.400 and junctions with allother roads/streets off-takingfrom NH-21 from RD 23.500to 27.504.

7. Providing street l ightarrangements @ 30 m c/c onboth sides of Road/ROBincluding suitablearrangements at toll plaza andROB complete as per siterequirement (length 4004 m).

8. Under ground drainage onboth sides including itsdisposal at a suitable placeas per site requirement (lengthapprox. 10000 m).

9. Re-construction of Culverts.10. Retro-Reflective sign boards

(cautionary / mandatory /informatory) overhead as well asalong Road/ROB as perguidelines of IRC/MOST forsmooth and efficient flow of traffic.

11. The scope of work shall includeall investigations and surveys,design, improvement,maintenance of all items from Sr.No. 1 to 10, fulfi l lment ofenvironmental requirements asper the guidelines of theconcerned authorities,arrangements for collection of feeand for necessary free flow oftraffic. Scope shall also includetraffic management duringconstruction as per GoIspecification and guidelines onthe subjects.

12. All other works connected withthe work as well as maintenanceof the facility for the concessionperiod and collection of fee tillthe recovery of the Project costand handing over the facility tothe Government in propercondition.

13. All ancillary works or temporaryworks necessary to execute theabove.

Other ImportantDetails of the ProjectProject Cost: The project costincludes the cost of construction,commissioning and maintenance

during concession period. It alsoincludes the cost of thearrangements to be made forcollection of fee, interest onexpenditure to be incurred by theentrepreneur, the cost of renewal ofwearing surface in the entire lengthof the project including approachesand of painting the bridge structurebefore the end of the concessionperiod. The project cost alsoincludes entrepreneur’s profit andinterest thereon. The project costworked out by the entrepreneur isRs.4714.02 Lacs.

Cost of Construction: The costof construction of the project isRs.188.1millions (1881 lacs)

Location of the Project: Theproposed ROB would beconstructed at level crossing No.32-B, at Kurali on Sirhind-NangalDam Section of Northern Railway,crossing Chandigarh-Ropar Road(NH-21) Km 26.428.

Entrepreneur: The entrepreneurfor the project is the joint venturegroup of two companies: M/s. PearlBuildwell Infrastructures Ltd. (PBIL)and M/s. Tantia Construction Ltd.,Delhi.

Construction Program: Theconstruction work is to be carriedout in accordance with the MOST-Railway specifications as perstandards specified in theConcession Agreement and as perthe directions of MOST/GoP and theRailways.

Rationale for the ProposedProject: The following are the

important details associatedwith the project1. The entire vehicular trafficcoming from Delhi-Ambala-Chandigarh side and proceedingtowards Ropar, Anandpur Sahib,Una and hil l stations ofHimachal Pradesh such asKullu, Manali, Rohtang,Dharamshala, Kangra and vice-versa passes through theexisting railway crossing atKurali. NH-21 has also gotstrategic significance as itprovides an alternate route to

Jammu and Kashmir via Leh.During tourist season, the trafficflow is still higher owing to touristcentres of Kullu, Manali,Dharamshala, etc.

2. The absence of ROB on thiscrossing results in delay, frequenttraffic jams and wastage of fuelwhenever the trains pass throughthe crossing. It is reported thatthe railway crossing is closed forroad traffic about 28-30 timesevery 24 hours. There are 16scheduled trains passing throughthe crossing besides shuntingand special trains. The haphazardmovement of vehicles after theopening of crossing also resultsin frequent accidents.

3. A large number of governmentas well as private buses ply onthis road. With the growingautomobile industry, the traffic isexpected to increase further onthis route.

4. During the season for apples/potatoes (July-Nov/Aug-Oct), trafficintensity of trucks and LCVsbetween H.P. and Chandigarh/Delhi increases.

5. There is no alternate routeconnecting Chandigarh andRopar.

Traffic Volume Characteristics:The following are the trafficcharacteristics on the said route1. The traffic on NH-21 is quite

heavy, as it is the shortest linkbetween Chandigarh-Kiratpur andfurther to Anandpur Sahib, Unaand to H.P. The intensity of traffic


ROB

increases during tourist season as also during theharvest season.

2. The construction of ROB is essential on this railwaycrossing as the existing railway crossing results incongestion and obstruction to the flow of traffic.

3. The Ministry of Road Transport and Highways hasprojected a growth rate of traffic @ 7.5 per cent p.a.while planning highway projects and the same appliesto the proposed project.

Traffic Assessment: The projected traffic data forthe proposed ROB project as shown in Table-2, hasbeen derived using the following formula:

A = P (1-r)n Eq. .1Where A = No. of PCUs per day for designP = No. of vehicles at the last countr =Actual rate of increase, which may be taken as

7.5 per cent p.a.n =Number of years between last census and the

year of considerationToll Charges: The entrepreneur can charge toll fee

as per the rates prescribed in the schedule to theDetailed Notice Inviting Tender (DNIT) are as shown inTable 3.

When the same vehicle has to cross the bridgemore than once in a day, the users have the option topay one and half times the above rates while crossingthe bridge in the first trip itself and if the vehicle has touse the bridge continuously and quite frequently forentire month or even beyond that for much longerperiod, the vehicle owner can have a monthly pass onthe payment of charges equal to 30 single rates.

Exemption of Toll Charges: The following type ofvehicles would be exempted from payment of toll tax:1. Defence Vehicles,2. Vehicles with VIP Symbols,3. Police Vehicles,4. Fire Fighting Vehicles,5. Ambulances,6. Funeral Vans,7. Post and Telegraph Department Vehicles, and8. Central and State Government Vehicles on Duty.

The above categories of vehicles have beenexcluded from the assessment of traffic made by thegovernment as well as in the sample survey conductedby the entrepreneur.

Questionnaire Survey: In order to assess the publicopinion regarding the provision of the ROB, a survey

was conducted at the site of theproposed ROB. A sample of 50vehicles was surveyed. Views ofthe road users were sought aboutthe requirement of ROB at therailway crossing, willingness to paytoll tax for using the ROB, trafficand road conditions at the site, etc.The format of the QuestionnaireSurvey and the cumulative responseis as shown in Table-4. From thesurvey, it was observed that 76 percent of the road users agreed aboutthe construction of the ROB at therailway crossing, but only 60 percent expressed willingness to pay

toll tax for using theROB. However, mostof the road usersagreed that theywould be able tosave time by usingthe ROB. 76 per centof the road userse x p r e s s e dd i s s a t i s f a c t i o ntowards the presentroad condition. On anaverage, a stoppageof 15 minutes occurs

every time the crossing is closedfor the passage of train. Most of theroad users had faced traffic jam atthe railway crossing.

Vehicle Travel Cost: In thepresent case of the proposed ROB,Vehicle Travel Cost (VTC) has beencomputed to assess the costincurred by the vehicle owners whiletravelling along the existing routewith the railway crossing and alongthe ROB without railway crossing.The saving in the travel cost is thenassessed for different modes oftransportation. Toll rates can befixed on the basis of the savings inVehicle Travel Cost. The factors

considered for theassessment ofVehicle Travel Cost inthe present caseare:1. Vehicle OperatingCost (VOC), and2. Travel Time Cost(TTC)

V e h i c l eOperating Cost: Thefollowing compo-nents are consideredfor the computationof Vehicle OperatingCost:

1. Fuel (Petrol/Diesel)2. Lubricants

i. Engine Oilii. Other Oilsiii. Grease

3. Tyre4. Spare Parts5. Maintenance Cost6. Depreciation

The Vehicle Operating Cost forTwo-Wheeler, Car, Bus, Truck andMulti-Axle Vehicle (MAV), as shownin Table-5, has been computedtaking into account all the above-mentioned components. A stretchof 0.994 km (equal to the length ofproposed ROB) has beenconsidered for estimating the VOCalong the existing route as well asthe proposed ROB. Market valuesof the various components as onMarch’ 2004 have been considered.When the traffic exceeds the designservice volume, the vehicles aresubjected to congestion effectresulting in higher VOC ascompared to steady stateconditions. To account for this,Congestion Factors have beentaken into account for computationof VOC for each vehicle type.VOC = (C+D+I+J) x Length x K

Eq. .2VOC = Vehicle Operating Cost

C = Cost of Fuel per km (Rs./km)

D = Cost of Lubricants per km(Rs./km)

I = Total Cost of Tyres per km(Rs./km)

J = Cost of Spare Parts+Maintenance+ Depreciation per km(Rs./km)

K = Congestion FactorLength = 0.994 km (equal to

length of proposed ROB)Travel Time CostFor the computation of Travel TimeCost, two main components areconsidered, which are:1. Passenger Time Value, and2. Time Value of Commodity in

TransitWage Rate concept is

considered for the computation ofPassenger Time Value. The wage


ROB

rate values (for an 8 hour workingday) assumed for the users ofdifferent vehicle types are as shownin the Table -7.

The values adopted foroccupancy of each vehicle type forestimation of Passenger Time Valueare as in Table-8:

In case of trucks and MAVs,time value of commodity in transithas also been considered for thecomputation of TTC. Commoditiesin transit could be perishable ornon-perishable. A value of Rs.10/hour (Rs.0.17/min) is taken as theaverage value for time value ofcommodity in transit.

The calculated values of TravelTime Cost per trip along the existingroad as well as the proposed ROBfor each vehicle type are as givenin Table-9 below.

The total VTC per trip along theexisting road as well as theproposed ROB for each vehicle typeis as calculated below. The savings

in the VTC per tripalong the proposedROB have also beencomputed as shownin Table-10.VTC = VOC + TTCEq. .3

Savings in VTCper trip = VTC pertrip along existingroad - VTC per tripalong proposed ROBComputation of TollFeeThe toll fee per tripfor each category ofvehicle can beevaluated either onthe basis of savingsin Vehicle Travel Costor on the basis ofwillingness of theroad users to pay thetoll fee. A method hasbeen devised forcomputation of tollfee per trip for eachvehicle type basedon the weightagegiven to some

vehicle characteristics such aslength, width, weight, averageoccupancy, saving in travel time, etc.Weightage is awarded to all theseparameters on a 10-point scale foreach vehicle type.

The average values of vehicleparameters are as given in Table-11 below. The average occupancyvalues may be taken as in Table-8.

The weightage awarded to eachvehicle characteristic on a 10-pointscale are as in Table -12.

%5.2110075.1

=×=Truck Eq. .6

%7.3510075.2

=×=MAV Eq. .7

Total Cost of Project = TotalCost of Construction + Interest p.a.(@ 18% p.a.) + Maintenance Cost+ Cost of management andoverheads + Cost of renewal ofroad surface and special repairs atthe end of the concession period +Profit of Entrepreneur

= Rs. 4714.02 LacsConcession Period = 8 years 8

months (including 2 yearsconstruction period)

Therefore, the period for whichtoll can be collected = 6 years 8months (~2434 Days)

Therefore, Cost of project per

day ==2434

02.4714Rs.1.94 Lacs

The toll fee per trip for eachvehicle type may be assumed as:Car = x1

Bus = x2

Truck = x3

MAV = x4

The total revenue collected perday must be equal to per day costof project so that the total estimatedcost of the project is recovered inthe stipulated concession period.5335x1 + 2613x2 + 6269x3 + 65x4 =1.94x105 Eq .8

Let x = Total toll collected bysingle trip of each vehicle type.

Now, the toll fee per trip foreach vehicle type would becalculated by dividing x inproportion to the weightagesawarded to each vehicle type.

Therefore, (Car) Eq. .9

xx ×=100

6.282 (Bus) Eq. .10

xx ×=100

5.213 (Truck) Eq. .11

xx ×=100

7.354 (MAV) Eq. .12

Putting these values in Eq. 6.8

Percent weightage for eachvehicle type:

%3.1410071

=×=Car Eq. .4

%6.2810072

=×=Bus Eq. .5


ROB

Eq. .13

From the above equation, thevalue of works out to be 67.33(~67).

The values of toll fees per tripfor different types of vehicles canbe computed by putting the value ofin equations 9 through 12. Thecalculated values are as givenbelow:x1 = 9.581 (Car)x2 = 19.162 (Bus)x3 = 14.405 (Truck)x4 = 23.919 (MAV)

The above values may berounded off to exact values for tollfees for the purpose of practicalityof payment of toll fee. The toll feesmay be as given in Table -14 below.

The total annual revenue (foryear 2004) collected through tollfees is as below:

19472750103655335 =××=Car19074900203652613 =××=Bus34322775153656269 =××=Truck

The revised toll collectionperiod for the toll fee values given

in Table 6.13 can be calculated asbelow:Total revenue collected per day,T = (5335x10) + (2613x20) +(6269x15) + (65x25) = Rs. 2.13x105

Total cost of project= Rs 4714.02x105

Therefore, Total toll collectionperiod (in days)

16.22131013.2

1002.47145

5

=××

=

(~2214 days)Total toll collection period (in

years, months and days) = 6 years24 days

Hence, the totaltoll collection periodcould be reducedfrom the earlierdecided period of 6years 8 months to 6years 24 days, therebyfacil itating earlytransfer of the ROB tothe ownership ofgovernment.

Microsoft Excel BasedCalculator for Computation ofToll FeeA small but very useful MicrosoftExcel Based Calculator has beendeveloped in the present work tofacil itate fast and accurate

computation of toll rates forany proposed highwaybridge project. Manualcalculation of toll rates asworked out in the previoussection requires a lot of timeand effort and is alsosubject to inaccuratecalculations due to humanerror. The Microsoft ExcelBased Calculator, on theother hand, requires muchless time and effort, and isvery accurate. The Microsoft

Excel Based Calculator has beendeveloped using the Microsoft Excel2000 (Version 9.0.2720) utility.Certain formulae have been devisedto calculate the toll fees and otherparameters like toll collectionperiod, etc. The system is veryinteractive, user friendly and easyto use. It requires some informationas input and calculates the toll feesfor various categories of vehicles.The input required by the system isas below:♦ Total cost of project (including

profit of Entrepreneur), in Rs.♦ Total toll collection period, in

years/months♦ Traffic data for various categories

of vehicles, in PCU

The system provides results asbelow:♦ Total toll collection period, in days♦ Cost of project per day, in Rs.♦ Total toll collected by single trip

of each vehicle type, in Rs.♦ Toll fee per trip for each vehicle

type, in Rs.

Formulae used in MicrosoftExcel Based CalculatorThe formulae used in the MicrosoftExcel Based Calculator for variouscalculations in the computation oftoll fees have been listed as below:♦ Total weightages awarded todifferent vehicle typesCell G3: ( )3:3 FBSumCar = Eq. .14

Cell G4: ( )4:4 FBSumBus = Eq. .15

Cell G5: Eq. .16

Cell G6: Eq. .17


ROB

♦ Ratio of weightages for eachvehicle type

Cell H3: Eq. .18

Cell H4: 34

GGBus = Eq. .19

Cell H5: 35

GGTruck = Eq. .20

Cell H6: 36

GGMAV = Eq. .21

♦ Per cent weightage for eachvehicle type

Cell C10: 1001410

×=BBCar Eq. .22

Cell C11: 1001411

×=BBBus Eq. .23

Cell C12: 1001412

×=BBTruck Eq. .24

Cell C13: 1001413

×=BBMAV

Eq. .25♦ Total toll collection period(in Days)

Cell E29: ( ) 42.30211221 ×+× ED

Eq. .26♦ Cost of project per day(Rs.)

Cell E31: 2918

EG

Eq. .27♦ Total toll collected by singletrip of each vehicle type (Rs.)

Cell G47: 4531

BE

Eq. .28♦ Toll fee per trip for eachvehicle type (Rs.)

Cell C50: 47100

10 GCCar ×=

Eq. .29

Cell C51: 47100

11 GCBus ×=

Eq. .30

Cell C52: 47100

12 GCTruck ×=

Eq. .31

Cell C53: 47100

13 GCMAV ×= Eq. .32

Sample Run of Microsoft ExcelBased Calculator for ROBProjectA sample run of the Microsoft ExcelBased Calculator has beenconducted for the present casestudy of proposed Railway OverBridge at Kurali. The inputs asrequired by the system (total costof project, total toll collection period,and traffic volume data) wereentered and the results wereobtained in the form of toll fee pertrip for each vehicle type. TheMicrosoft Excel Based Calculatorhelped in fast and accuratecomputation of toll fees. A sample

sheet of the Microsoft Excel BasedCalculator for calculation of toll feesper trip for each vehicle type is asshown in Fig-2.

Conclusions♦ The techno-economic evaluation of a

proposed BOT facility is essential forthe assessment of technical as wellas economic feasibility of the project.The estimation of vehicle operatingcost and saving in travel time due toprovision of a new facility must beundertaken carefully so that the tollfees for each vehicle type and tollcollection period can be fixedaccordingly.

♦ There is a need to develop a suitabletechno-economic evaluationmethodology that can be applied tolarge number of similar projects or toevaluate various alternatives within a

specific project.♦ 80% of the people surveyedagreed that there must be a bridgeat the crossing. 88 per cent peoplewere of the opinion that theywould be able to save time byusing the ROB but only 60 percent were ready to pay toll taxfor using the facility. Only 24 percent of the public surveyedpreferred using an alternate routerather than using the ROB.♦ With assumed parameters andcomputation methodology theRounded off toll collection amountfor car comes out to be Rs 10,for bus Rs 19, for truck Rs 14and for multi-axle vehicle (MAV)as Rs 24.♦ The suitability of the study islimited to the extent that allprojected users will be using thefacility and that there is noalternative free route or less costlyroute available to the proposedusers.

References♦ Concession Agreement forConstruction of Road-over-Bridge atLevel Crossing No. 32-B, at Kurali onSirhind-Nangal Dam Section of NorthernRailway, crossing Chandigarh-RoparRoad (NH-21) km 26.428.♦ Hulji Pravin R., R.H.Mulangi, C.D.Nakadi, V.V.Karjinni and O.P.Bhatia(2002): “Innovative methodologies formobil ization of f inance for RoadProjects” National seminar on Financing,Design, Construction and operation ofHighways” Department of Civil Engg,Govt. Engg. College, Aurangabad.

Figure 2: Sample Sheet of Microsoft Excel Based Calculator


ROB

IntroductionIn flyovers, under occasional, overloadings where full design loadgets repeated, for a very largenumber of cycles, concreteundergoes stress concentration,exhibits excessive cracking and mayeventually lead to failure after asufficient number of load repetitions,even if the maximum stress is lessthan the static strength of a similarspecimen. Such members under–go a process of progressive,permanent internal structural(micro-cracking) change in amaterial subjected to a fluctuatingstresses/ strains, conventionallytermed as “fatigue.” Substantialresearch and laboratory studiesindicate, most existing concretestructures, designed under staticload criteria offer a much lessresistance to many concentratedloads than, to repeated fixed pointloads.

Many countries have recognizedthe importance of this effect andincluded design provisions forfatigue in their codes. A study of

such phenomena in concrete in abridge in arid zone and flyover, incoastal region constructed in recentpast, on available data is illustratedhere, pinpointing some ofinadequacies and probablerehabilitation measures.

Fatigue & MaterialPropertiesUnlike other materials, concrete issubjected to the effects of fatigue.Fatigue in a structural memberoccurs when permanent internalchanges in the material viz internalmicro cracking gets symptomizedon surface initially in the form ofvisible cracks and later concreteturns brittle leading to failure ofconcrete. Generally, it is recognizedas a cracking developed underrepetitive loads that are less thanthe static load capacity. Fortunately,research has shown that the staticload criteria under which mostexisting concrete structures havebeen designed have virtuallyprecluded the possibility of fatiguefailure in the primary load-carrying

elements of the main members.Reports of fatigue failures in theseprimary elements are, apparently,nonexistent. Also, a recent laboratorystudy in Japan has indicated thatthe fatigue resistance of bridge deckslabs to moving concentrated loadsis much less than to repeated fixed-point loads. This suggests that theprogressive failure of slabs may, inpart, be attributed to fatigue whererepeated shear and torsional forcesare applied. Fatigue is alsoregarded and experienced as acause of cracking and failure inconcrete pavements.

Research on fatigue dates backto early 1900s. Most of it dealt withfatigue of plain concrete. In the1960s, very extensive programmeson the fatigue of reinforcingelements were carried out inEurope, Japan, and the UnitedStates. Committee 215 of theAmerican Concrete Institutepublished a report in 1974 thatincluded an extensive list ofreferences. More recent work hasbeen directed to specialized

Concern about fatigue in concrete, is on increase in important concrete structures such as flyovers. In flyoversand allied structures when loading, in the form of repeated cycles, occurs for a large number, concrete undergoesphenomena of fatigue. Busy flyovers, in congested urban areas when display cracks in riding surface, orpedestrians; witness falling of chunks of concrete the phenomena creates panic in users. Basically, Fatigue andfailure of concrete is a rare phenomenon. It is not a usual mode of failure of concrete structures. This Paper dealswith important parameters of fatigue, strength of component materials under cyclic, loading and Codal provisionsillustration of a bridge and or flyover affected by fatigue are suitably dealt with.Notations – fc = compressive strength of concrete in MPa; Flim = fatigue limit in MPa

Dr C.S.Suryawanshi, Former Chief Engineer & JointSecretary (P.W.D) Senior Consultant Mumbai.

Fatigue in ConcreteConcernsSecurity & Stability of Flyovers

Photo 1:


Flyovers

applications. The proceedings of acolloquium held in 1982 by theInternational Association for Bridgeand Structural Engineering containa substantial number of current andrelevant papers.

Phenomena of FatigueIn general, mechanical propertiesof structural materials underdynamic loading, get improved withincreasing rate of load application.In respect of concrete's dynamicultimate strength in compressionmay be much greater than the staticstrength.

A fatigue loading is a sequenceof load repetitions. A distinction ismade between high-cycle, lowamplitude and low cycle, high-amplitude fatigue loading. Thedistinction depends on whether therepeated loading causes a failureat less than or more than anarbitrary number of cycles, usuallyconsidered in the range of 100-1000 cycles.

Behavior of ConcreteUnder LoadsIn a simple explanation for fatigue,it is interesting to recall basis ofstress-strain relation. Figure-1shows the typical stress-strain curveof a test piece under compressivestress increased monotonically torupture. The curve may bedesignated with following zones.

Zone A: stable micro-cracking;stress 0+0.55fcu. The approximateproportion 0.55 is not sensitive tothe value of fcu

Strain is partly elastic and partlycaused by non-reversible rupture ofcrystalline bonds, known as micro-cracking, hence the bend of thecurve. The rupture is mostly bysliding between un-hydrated cementparticles and is accompanied byreduction in volume. On conditionthat adequate moisture is present,the crystalline bonds will be re-established when the load isreleased or maintained steadily.

The release of the load will beas shown in Fig. 4-2, with a

hysteresis loop and a residualdeflection. Successive loadcycles tend to a stable residualdeflection with a hysteresis loop,the energy represented by thearea of the loop beingdissipated into heat.

The propagation of microcracks under loads within thisrange is stable and theconcrete can support anunlimited number ofapplications of such loads.

Zone B: unstable microcracking; stress 0.55 fcu – 0.80fcu. Micro-cracking is stableunder a single application ofload but increases withrepeated applications until themicro-cracks link together toform macro-cracks which in turnprogress in extent until ruptureensues. Strains increase withrepetition of load. Final ruptureis similar to rupture caused bya load monotonically increasedand is accompanied by largestrains; it is not brittle, As in zone A,after the release of the load orunder a steady load, cracks bothmicro and macro will tend to sealup by the reestablishment ofcrystalline bonds accompanied bysome increase in strength.

Zone C: unstable Under macro-cracking : stress 0.8 fcu – 1.0 fcu –Under a single application of loadin this zone, micro-cracks getformed as the load increases,which then link together to formmacro-cracks. These macro-cracksextend and lead to rupture witheither the repetition or themaintenance of the load.

The material is disaggregatedand its apparent volume increases.After the release of the load (butnot under steady load), cracks willseal up as in zones A and B.

Zone D: post-rupture stress -with a load possessing sufficientenergy-potential (piled-up weights),strain (an extensible test rig) ordynamic (an impact)-as soon asthe concrete reaches the maximum

stress which it can support, itcollapses.

Where, however, the strain iscontrolled, as by material elsewherein a hyperstatic structure or by atesting machine applying a constantrate of strain, or where the load ismore properly seen as an imposedstrain or again where the load isresponsive to strain, it is notunknown for the concrete tocontinue to support a reducing valueof stress with very large strains -as much as three or four times thestrain at fcu. This behavior is noteasily accounted for and, withpresent knowledge, is not to be

Figure 1: Typical stress-strain curve forconcrete in compression

Figure 2: Typical stress strain curves forrepeated loadings in compression

Photo 2:


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relied upon but its existence inspecial circumstances is wellaccredited.

Under steady, long-maintainedloads but less good under repeatedand high- energy load is perhapsas good a summary of what weknow as any. Sufficient repetition ofload in the upper half of this zonewill cause cracking.

In respect of reinforced concretemembers the behavior of concreteis similar upto zone A, however,thereafter it worth noticing.

Zone B: quasi-elastic behaviorof the cracked section - The steelbehaves elastically and the concreteis generally within zone A of materialbehavior (stable micro-cracking) but

overlapping into zone B (unstablemicro-cracking) at the upper end.The non-linearity of the concretebehavior causes the neutral axis torise, resulting in a larger departurefrom linearity in the behavior of thebeam.

Repeated loading causesincreased deflection and crackwidths, but the beam is probablyable to support large number ofrepetitions. Release of the ‘loadleaves an appreciable residualdeflection.

Zone C: non-elastic behavior oftile cracked section terminating inrupture The stress in the steelexceeds the elastic limit and thestress in the concrete enters zone

C, the zone of unstable micro-cracking. Deflections are large;the repetition or maintenanceof the load will lead to collapse.Release of the load leaves alarge residual deflection.

Zone D: Post-rupture loadbehavior - The ability of thebeam to support largedeflections but with decreasingload is primarily caused by thelarge non-elastic strain of thesteel prior to rupture but theconcrete makes a contribution.If the compressive flange istransversely reinforced withclosed stirrups or links, itsability to support largecompressive strains is greatlyincreased. The importance ofthis zone lies in the large areabeneath the deflection curveand, in consequence, in thelarge energy at rupture, energyof which a small fraction only isresilient but nearly all of whichis dissipated. This renders

reinforced concrete ideal for high-energy loads (earthquake,explosion) of rare occurrence.

Pre-stressed ConcreteGiven a concrete section and across-sectional area of high-tensilesteel at a defined location in thesection, the ultimate strength of apre-stressed concrete beam hasbeen determined subject only tosuch variations as are describedbelow. Brittle failures similar tothose in reinforced concrete canoccur with extreme proportions ofsteel, but it will be assumed thatsuch proportions have beenavoided. There then exists an extravariable at the control of thedesigner - the initial tension in thesteel; the behavior of the beam willdiffer profoundly according to thevalue chosen for this initial tension.Figure -3 shows the range ofbehavior.

At one extreme, where the steelhas not been tensioned, behavioris similar to that of reinforcedconcrete. The difference is that,since the steel is of high tensilestrength, the steel strains are largeand the neutral axis rises rapidly tonear the upper surface and the fullstrength of the steel cannot beutilized. The cracking load is smalland well defined.

At the other extreme, the steelis stressed to near its elastic limit.The cracking point is little lowerthan the rupture load. Since thesteel has been given an initialextension, less strain is needed forit to reach its ultimate tensilestrength but here the steel is at itsmaximum.

With intermediate values ofinitial tension in the steel (thatshown represents a typical designaccording to current practicewhereby the tension in the steelafter relaxation is approximately 0.6fcu the cracking load will be muchlower, the ultimate load slightly lowerthan that with maximum initialtension.

Photo 3:

Figure 3: Effect of initial steel tension on load-deflection curve of a prestressed concrete

beam A Cracking Load B Rupture Load

Figure 4: Typical load-deflection curve of aprestressed concrete beam


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What is the significance of thesedifferences of behavior?

Note first the significance of thecracking load in pre-stressedconcrete. From zero load to crackingload, there is little difference in thevalue of the force in the steel,the increased bending momentbeing supported by a displacementof the centre’ of thrust in theconcrete, thus increasing themoment arm. In concrete, stressesvary between limits fixed bythe designer as being capable ofbeing supported indefinitely. As aresult, until loads appreciablyexceed the cracking load, there isno danger of failure under repeatedloads.

In curve I (maximum initialtension in steel), the cracking loadis a high proportion of the staticrupture load; so too is the fatiguelimit-indeed, it is doubtful whetherany known structural material canwithstand indefinite repetitions of solarge a proportion of its staticrupture load. On the other hand,deflection at rupture is small as isthe energy to cause rupture;behavior tends towards the brittle.This is the extreme of resistance torepeated loads.

In zone A, residual deflectionson release of the load are small:as we have seen repetition of theload in this zone will not producefailure. Fig-4.

In zone B, residual deflectionson release of the load are largerbut still small. The area under thecurve after loading is large but thisenergy is not dissipated but for themost part stored resiliently and thebeam is still quasi-elastic. Theinflection in the curve of deflectionis of value in redistributing the loadin redundant structures, especiallysince this redistribution is reversibleand residual deflections on releaseof the load remain small. The beamin this zone can support steadyloads indefinitely but repeated loadscan cause failure.

In zone C, residual deflectionson release of the load are largerbut still much smaller than those incurve II. Dissipated energy issignificant but a large part of theenergy absorbed is restoredresiliently until rupture is near.Steady loads in this zone will causefailure as will repeat loads.From the foregoing fatigue can besimply defined asThe weakness or breakdown ofmaterial subjected to stressespecially a repeated series ofstressesFatigue Limit – TensileStrength of MaterialFatigue Ratioor endurance ratioFatigue limit= ———————————— Tensile strength of materialPremature Failure Syndrome(PFS)Under continuous repetitions ofloading, a crack forms at a point ofhigh stress concentration, onrepletion of stress the crack slowlyspreads under, the memberraptures without measurableyielding. Although the concrete isductile, the fracture looks brittle.

Endurance Limit (EL)Concrete, has a well defined yieldpoint and has a known endurancelimit, which is the maximum unitstress that can be repeated, througha definite range, on an indefinitenumber of times without causingstructural damage. Generally, whenno range is specified, the EL isintended for a cycle in which thestress is varied between tensionand compression stresses of equalvalue. For a different range if ‘f’ isEL, ‘fy’ the yield point and ‘r’ ratioof minimum stress to the maximumthanfmax = 2f——————————(1 – r) + (f / fy) (1 + r)

The range of stress may beresolved in two components, asteady or mean stress and an

alternating stress. The EL,sometime is defined as themaximum value of alternatingstress that can be superimposedon the steady stress on indefinitelylarge number of times withoutcausing fracture.

If f is EL for completely reversedstresses ‘s’ the steady unit stressand fs the ultimate tensile stress,than alternating stress =fs = f (1 – sn) fu

Where ‘n’ lies between 1 – 2depending upon mechanicalproperties of material.

Fatigue Strength ofComponent MaterialsWhen the phenomena of fatiguealone, is critically examined it willindicate - Test data on the fatiguestrength of concrete or reinforcingsteels are usually presented in theform of S-N, or (Wohler, diagrams).Where S is a characteristic stressof the loading cycle, (often eitherthe stress range or a function ofthe maximum and minimumstress), and N is the number orcycles to failure. Fatigue’ data onconcrete or reinforcing steels havecommonly been shown in semi-logplots, where S is plotted linearly asa dependent variable and life isplotted as an independent variableon a log scale. In this form, themean of the data can often berepresented by a straightregression line.

Fatigue life is considered tooccur in three stages: initiation ofcracking, propagation of cracking,and fracture. In the propagationstage, micro-cracking occurs inthe concrete or cracking is growingin a steel element. During most ofthis stage, the cracking growsslowly, followed by a short period ofmore rapid growth leading tofracture.

In designing for fatigue,recognition must be given to thevariability that is inherent in the


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phenomenon. The mean regressionline of a set or fatigue test data isshown in Fig- 5. The assumptionof a normal distribution of the fatiguelives about the mean is usuallyacceptable. With this assumption,for example, it may be stated thatthe probability of failure, p at thelower dashed line is 5%. Thisdashed line is located 1.96 timesthe standard deviation, s, of thedata below the mean. Fatigue dataon concrete have been representedin this manner.

It is more common and moreuseful for design, particularly withfatigue data on steel, to utilize alower tolerance limit on the data. Atolerance limit associates aconfidence level with a probabilityof survival. This confidence level isdependent on the number of testresults in the sample. For the datashown in Fig-5, 95% of the testresults are expected to exceed, at a95% confidence level, the lowertolerance limit. This limit is abouttwice the standard error of estimateor N below the mean.

Confidence intervals are alsocommonly shown on fatigue testdata. These intervals, for exampleat the 95% level, indicate the rangein which 95% of the means or thepopulation represented by the’ dataare expected to be included.However, it is never known if the S-N curve of the population actuallylies within the confidence interval.

Plain ConcreteWhen concrete is subjected toincreasing compressive load, it is

observed that the volume of theconcrete ceases to decrease, andinstead begins to increase at astress level as low as approximately50% of the compressive strength.The initial deviation from linearity ofthe relationship between stress anddecrease in volume is noticed tobe related to a significant increasein micro-cracking of the aggregatepaste interface, while the stress atwhich the volume began toincrease was related to anoticeable increase in micro-cracking through the matrix.Repetitive loading appeared to havea significant effect on the growth ofmicro-cracking. As a result, thefatigue of plain concrete may beconsidered to be a process ofprogressive, permanent changesoccurring within the concrete matrixunder repetitive loading.

Under cyclic compressiveloading of concrete specimens, anumber of investigators haveobserved a decrease in themeasured value of pulse velocityand an increase in acousticemissions. These changes arerelated to the growth of the micro-cracking. More important to thedesigner is the increase indeformation that occurs duringrepeated loading, as illustrated bythe data obtained by Holmen andshown in Fig - 6.

A rapid increase in strainoccurs between and about 10% ofthe total life, Nr. The increasein strain between 10 and about80% is slow and uniform, afterwhich the strain increases at

an increasing rate untilfailure occurs.Furthermore, it appearsthat the strain consists oftwo components, onerelated to the micro-cracking and the otherwhich is timedevelopment and relatedto creep deformation.

Expressions for estimating the strainhave been developed.

Cyclic CompressionFatigueNumerous investigators have foundthat the fatigue life of a commongroup of concrete specimens testedin compression, each under aconstant amplitude loading with thestress, f, varying from the sameminimum to different maximum,may generally be presented by astraight line, as illustrated in Fig-5.Further more, there is no apparentendurance limit below which theconcrete will sustain an unlimitednumber of repetitions, although itshould be noted that very little dataare available for loading greaterthan 107 cycles.

An expression for the fatigue ofconcrete in compression basedon linearity of the relationshipbetween fmax fmin and log N, can beexpressed: 1 – (fmax f’clog N = ———————

β(1-(fmin/fmax))

in which a value of β based ona review of available data, equal to0.064 was given.

In design equation for thefatigue of concrete in compressionhas been included in the Tentativerecommendations for the limit statedesign of concrete structures by the

Figure 6: Variation in measured strain: ∈0 is themaximum strain in the first cycle; the frequency

is 5HzFigure 5: Variability in fatigue life of concrete

in composition


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Japan society of Civil Engineers,as follows:fmax – fmin = (0.9 kf’c – fmin) (1-log N)

15Where k is the coefficient taken

equal to 0.85 to consider the differencein concrete strength measured usingstandard cylinders and the in-placestrength. This equation was reportedto have been based on the fatigue lifeto a probability of failure of about 5%.

Cyclic TensionA number of investigations have shownthat the fatigue strength of concreteunder loadings producing axial, splittingor flexural tension is about the same asfor compression. Cyclic loading fromcompression to tension has beenreported to cause more damage thanzero-to-tension loadings.

Effect of Material PropertiesNumerous investigator have studied theeffect of such factors as cementcontent, water/cement ratio, curingconditions, age at loading, amount ofentrained air and type of aggregate.Except for the latter factor, there isgeneral agreement that these factorsaffect fatigue strength in a proportionatemanner to the static strength of theconcrete, as directly given by theprevious expressions for fatiguestrength. Furthermore, the fatiguestrength of mortar is also comparableto concrete when expressed as afunction of compressive strength.

In practice, structural concretemembers are normally subjected torandomly varying loads with periods ofrest. In laboratory tests on concretespecimens subjected to varying flexuralstresses, rest periods were beneficial,increasing the fatigue strength at 107

cycles, expressed as fmax/fc by about10%. Low amplitude cyclic loadinginterspersed in higher amplitude loadingalso has a beneficial effect.

Commonly used Miner’s hypothesisto determine the accumulation of fatiguedamage under varying stresses can beexpressed as:k Σ Ni

Nfi

Where Ni equals the number ofconstant amplitude cycles at stress leveli, Nfi equals the number of cycles thatwill cause failure at that stress level i,

890 psi (6.14MPa) compression and 440psi (3.0 MPa) tension, computed on thebasic of an un-cracked section. Thetensile stress was approximately equalto 5.2 “f’c psi (0.44 “f’c MPa). Nodamage was observed. The range ofthe cyclic loading was subsequentlyincreased to between 19 and 50% ofthe flexural capacity. At the maximumload, the nominal tensile stress in thebottom fibers was 660 psi (4.5 MPa) or7.8 “f’c psi (0.65 “f’c MPa. The beamsustained 570,000 cycles of thisincreased above design loading beforethe test was stopped because ofextensive fatigue damage. The firstindication of increased deflectioncorresponding to fatigue damage wasevident at 455,000 cycles of the abovedesign loading. After the test wasconducted, the pre-stressing strand wasexposed and a total of 21 wire fractureswere found in the three lower levelstrands. Four of these fractures wereat locations other than at the majorcracks.

Cyclic Shear Torsion andBond FatigueThe effect of shear, torsion and bondare in many a cases quite closelyrelated. For example, the developmentof inclined cracking will, in the absenceof adequate shear reinforcement leadto increased stress in the flexural steel,

and equals the number of stress levels. 1.169

R

Cyclic Flexural FatigueIn tests conducted on beams with non-pre-stressed reinforcement, a singlereinforcing element has commonly beenused. Fatigue failures of these beamsoccur suddenly, with little Sign ofdistress. Very few tests have beenconducted on beams with multiple non-pre-stressed reinforcing elements.However, fatigue fractures ofreinforcing bars were induced inbridges in the AASHTO road test duringspecial testing after the completion ofthe vehicular traffic tests.

These beams may not exhibitsignificant distress before failure occurs,because of the high bond between thesteel and concrete, unless there issufficient redundancy in the overallstructural system to permit redistributionof the loading.

Multiple reinforcing elements havegenerally been used in the tests onbeams containing pre-stressed steel.Fatigue failure of these beams haveoccurred only after significant signs ofdistress in the form of the developmentof a very wide crack and increasingdeflections. As on the load-deflectioncurve for a pre-tensioned pre-stressedconcrete I-beam in which a flexuralfatigue failure occurred is shown inFig- 7, along with a cross-sectionthrough the beam showing thelocation of the six 7/16 in (11 mm)diameter seven-wire 270 000 psi(1860 MPa) grade strand.Compressive strength of theconcrete was 7120 psi (49 MPa)at the time of test. This beam wassubjected to an initial loading ofapproximately 80% of the ultimateflexural capacity of the specimen,which was sufficient to fullydevelop flexural cracking and alsocause significant inclined crackingin both shear spans. Next, thebeam was subjected to 2 millioncycles of a normal design loadingwith induced moments in the centerof the span ranging between 19and 45% of the flexural capacityof the specimens. Under thisloading, the stress in the bottomfibers of the beam ranged between

= 1

log N = + 5.227 – 0.031R

Figure 7: Deflection of a prestressed beam understatic and cyclic loading (Reproduced fromHanson, J. M., Halsbos, C. L. and Vanhorn, D. A.,‘Fatigue tests of prestressed concrete I-beams’.J. Struct. Div. ASCE. Vol. 96 pp 2443-2464, 1970)


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which may affect the bond strength.On the other hand slip of reinforcementin an adequately reinforced member mayinduce a shear failure particularly inprestressed beams.

A number of investigations of theshear fatigue behavior of both non-prestressed and pre-stressed beamshave been reported. It has beenobserved that the shear fatigue strengthof non-prestressed beams without webreinforcement was approximately 60%of their static shear strength. Fracturesof stirrup reinforcement have beenreported in fatigue tests on both non-prestressed and prestressed beams.

Designers should recognise thatinclined cracking will occur at lowerstress under cyclic loading than understatic loading. This, of course, isgenerally regarded as the limit state ina beam without web reinforcement. Thenumber of cycles will be related to thetensile fatigue strength of the concrete.Non-prestressed beams without webreinforcement will therefore have lowershear fatigue strength than prestressedbeams. For design, the shear fatiguestrength should probably not be takengreater than one-half of the static designshear strength. Pre-stressing contributesto the shear strength of a beam withoutweb reinforcement by imposing acompressive stress in regions whereinclined cracks may originate. The shearfatigue strength of these members maybe estimated by reducing portion of thecontribution which is dependent on thetension in the concrete to one-half ofthe usual value.

TorsionInformation on the torsional fatigueresistance of concrete members islimited. A recent investigation confirmedthat the fatigue properties of plain andprestressed concrete under torsionwere about the same as those ofconcrete under compression or flexure.

Unintended or unrecognizedstructural interactions may induce torsionin slabs and beams. These torsionalforces may be surprisingly large inuncracked members, where theresistance is dependent on the tensilestrength of the concrete. Under cyclicloading the torsion may cause crackingthat will subsequently contribute to thedeterioration of the member.

In torsion, as in shear, it was foundthat the primary stresses areredistributed to the bars after cracking,and that the torsional stiffness isreduced. However, failures occurred dueto fatigue of the concrete rather thanthe steel.

BondResearch review on bond fatigue, leadsto the conclusion that in the absence ofcracks in the anchorage zone, the bondstrength for 1 million cycles will beabout 60% of the static strength. Whencracking occurs, the bond fatiguestrength will be strongly dependent onshear effects.

Two areas are of particularimportance for bond fatigue - railroadties and pre-stressed beams with‘blanketed’ strands.

Design Parametersand Codal ProvisionsStructural concrete members arenormally proportioned to carry factoredservice loads. Fatigue is a serviceabilitycondition that must be checked in thedesign process if the member issubjected to cyclic loading. This checkis made by computing minimum andmaximum stress levels under theanticipated cyclic loading at anypotentially critical location and comparingthe stress variation to the fatiguestrength of the material. If there isvariability in the cyclic loading, somemethod of accumulating the effect ofthe different load levels must beincluded. Miner’s hypothesis, asexpressed in Eqn-2-5, is frequently usedfor both the concrete and steelcomponents of the member.

A satisfactory estimate of thestress levels in both the steel and theconcrete can usually be made usingthe ordinary principles of flexuralmechanics. However, these proceduresbecome quite complicated for pre-stressed beams subjected to cyclicloading that induces cracking. Thesemembers are often referred to aspartially pre-stressed. Aids have beendeveloped for the analysis of thesemembers.

While simple in concept, a check ofa member for fatigue can become quitecomplicated when, for example, different

load patterns are required to obtainmaximum or minimum stress levels at aselected location. However, in manycases, the question will be whether ornot the concrete member is on thethreshold of fatigue distress. Hence itwill be mainly important to project thenumbers of cycles of maximum repeatedloading which the member mayconceivably resist during its design life.

Most building codes governing thedesign of concrete structures subjectedto in shear reinforcement can becalculated as follows:σwrk = 1.15 (Vmd – 0.5 Vcd)S

Awd(sin α+ cos α)(Vrd/Vmd)

σwrp = σwrk (Vpd/Vrd)

Where Vmd is the design maximumshear force, Vcd is the design ultimateshear force resisted by concrete, Vpdis the applied design permanent shearforce, Vrd is the applied design variableshear force, Aw is the area of shearreinforcement within a distance s, d isthe effective depth and α is the anglebetween shear reinforcement and thelongitudinal axis of the member.

Fatigue limit states for reinforcedconcrete beams may generally beexamined only for longitudinal tensilereinforcement and shear reinforcement.Fatigue limit states for reinforcedconcrete slabs may generally beexamined only for tensile reinforcement.The examination of fatigue limit state forreinforced concrete columns maygenerally be omitted.

Codal Provisionsa) Indian Standardsi) Plain and Reinforced concrete code

of practice IS-456.ii) Indian Roads Congress Publication 21

A standard specification and codeof practice for Road bridge Section-IIIdeals with along aspects does notcontain any provision for evaluation offatigue, but contain provision. Provisionof exposure conditions for concretesfrom durability point of view.iii) Indian Roads Congress Special

Publication 37Provision about rating of bridges

are outlined along with procedure to beadopted in evaluating the strength ofexisting bridges. Indian Standards –


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Code of Practice – Plain and ReinforcedConcrete is 456:2000 contains designrequirements of R C Members. Amongstvarious requirements includes elasticdeformation and creep of concrete (6.2.3& 6.2.5) and limits the concrete to followlaw of elasticity as long as the stressin concrete does not exceed 1/3 of itscharacteristic strength.

b) Foreign CodesEuropean CodesSeveral European countries have codescontaining fatigue design provisions. Thefollowing provisions are included inAppendix f of the 1978 CEB-FIP Modelcode for concrete structures.

CEB-FIP Model Code ForConcrete Structures 1978GeneralFatigue failure of a material is failuredue to frequent repetition of stresseslower than its strength under staticloading.

The stresses that are comparablewith the fatigue strength should bedetermined by means of elastic methods,taking into account the dynamic effects,the effects of creep, the losses of pre-stress etc. These stresses are definedas follows:

σmax corresponding to a frequentaction repeated 2-10th times at itsmaximum value;

ómin corresponding either to aquasi-permanent action or to a frequentaction repeated 2-10th times at itsminimum value, as the case may be.The condition to be checked isΔ6 = 6 max –5 min < frep/dfar

frep denoting the strength underrepeated load effects.Fatigue Strength of the ConcreteThe fatigue strength is defined as the50% fractile deducted from test results.

Fatigue Strength of the SteelReinforcementFor the steel the characteristic strengthis the 10% fractile and for theanchorage devices the 50% fractile,deducted from tests in which σmax isrepeated 2-10th times and where:

σmax = 0.7 fyk (or f0.2k) for reinforcingsteel

σmin = 0.85 f0.2 for pre-stressingtendons.

The reduction of the fatiguestrength owing to curvature, welding,mechanical connections, endanchorages etc. should be taken intoaccount in the calculations, preferablyon the basis of test results.

Special ConsiderationsThe task is to take into account all thestress concentrations which are liableto affect fatigue behavior but whichare beyond the usual objectives ofstress checks.

According to the notes (whichaccompany Appendix f), the provisionsrepresent a simplified approach ofpractical character which is appropriatefor most conventional structures. Onlyin special cases, it is necessary tocheck the cumulative effect of therepetitions at different stress levels,using the Palmgren-Miner rule forexample, with appropriate limitations anda defined load spectrum, related to theexpected life term of the structure. Therandom nature of the load repetitions isnot taken into consideration.

Normally, the following numericalvalues are introduced:

For steel, Yfat is applied to thecharacteristic value and is taken at 1.15i.e. frep/dfat = fα/1.15

For concrete, and for theanchorage devices Yfat is taken equalto 1.25 and applied to the mean valuei.e. frep/Yfat = Vfcm/1.25 or fsm/1.25

In the absence of test results orpractical experience, the following lowerlimits are accepted (σmin = 0) for fcm2

0.6 for the stresses in the concreteand for bond stresses in high bondbars.

0.4 for the bond stresses in smoothfound bars.

In the absence of test results, thefollowing values can be adopted for

fcm (σmin= 0)Smooth bars 250 MPaPrestressing tendons (without bond dueto deformed shape) 200 MPaPrestressing tendons (with bond due todeformed shape) 150 MPaHigh bonds bars 150 MPa

In the absence of test results, fskmay be reduced by the followingcoefficients:Curvature: (1-1.5Ør), where r denotesthe radius of curvatureSpot welding: 0.4

Continuous scam welding: 0.4Butt welding: 0.7Bars of small diameter are to bepreferredThe spacing between bars should notexceed10Ø for the longitudinal reinforcement5Ø for the transverse reinforcement

In general, checking tendons forfatigue in fully pre-stressed elements isnot necessary. It should be notedhowever that the cracking moment canbe reduced as a result of fatigue intension of the concrete.

Ontario HighwayBridge Design CodeThis is a code of practice for Design ofHighway Bridges. Deals with variousaspects of design, states limit statesand at cl. 14.6.2 prescribes ultimate limitstate to be used for evaluation.Recommends serviceability limit state forevaluation of fatigue- At cl. 2.6.2presents serviceability limit stateswhere in it requires (Cl. 2.6.2.2).Concern for superstructure vibration inthe form of deflection limit, thus astringent and comprehensiverequirement to elaborate fatigue.

In order to minimize over stressingof the box girders under global action,a thin overlay is required to be designedby in-elastic method. Such empiricaldesign is covered in Section 7.4 ofOntario Highway Bridge Design Code.

All these overlay designs thoughtaken up referring to Ontario Code,speaking those designs are beyond thelimitations imposed in the Ontario Code.From the satisfactory performance ofthese repaired and rehabilitated deckslabs one may infer that in suchrehabilitation job, design followingmethodology of Ontario Code, butoutside the boundaries or the limitsindicated in the code can also perform.This, however, need to be confirmedby checking, the performance of thesimilar strengthening carried out earlier.In the unlikely event, if the thin RCCoverlay provided is seen to beinadequate to give protection to theexisting deck slab, additional steelgirders can be placed below the deck.

Note: This paper is being publishedin two parts- Part Ist is published inAugust issue and Part IInd will bepublished in the September'10 issue.


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Seminar onNew Technologies for Construction IndustrConstruction IndustrConstruction IndustrConstruction IndustrConstruction Industryyyyy

The poor state of technologyadopted by the construction sectoradversely affects its performanceand upgradation of technology isrequired both in the manufacturingof construction materials and inconstruction activities. He alsomentioned that in today’s world,apart from being cost-effective,products and technologies beingused by the construction industryneed to take into consideration theglobal environmental concerns andshould also be energy-efficient.

Chairman, InfrastructureCommittee, PHD Chamber, Dr.Suresh Goyal in his address,emphasised that by providingsubstantial employment and growthimpetus through backward andforward linkages, the constructionindustry also contributes immenselyto the socio-economic developmentof the nation and healthy growth ofthe economy.

Addressing the participants, MajGen B B Sharma said thatinvestment in construction sectorhas increased from 5.4% to 11% ofGDP from the year 1970-71 topresent. Construction industry isexpected to grow at a rate of 26%annually, as `1 invested in thissector gives an increase of `0.80in GDP. He further said thattechnology has changed the needof the consumer; the costconscious user currently needs aproduct with longer life. Technologyshould not be governed by theadvancement in knowledge but itshould be identified as a means tosatisfy the needs of the consumer.The biggest challenge inconstruction is to integrate amongstthe different disciplines and thecomputer is the biggest tool to

A seminar on ‘NewTechnologies forConstruction Industry’ was

recently organised by PHDChamber at PHD House, NewDelhi. The inaugural session of theseminar was addressed by Maj GenB B Sharma, VSM, Director General,DG MAP; Shri R P Indoria, SecretaryGeneral, Indian Roads Congress;Dr. Sunil Bose, Head FlexiblePavement Division, Central RoadResearch Institute; and Shri AnujMehta, Principal Architect andVisiting Faculty, School of Planning& Architecture, New Delhi.

Welcoming the participants,Shri Ashish Wig, Co-chairman,Infrastructure Committee, PHDChamber in his opening remarksmentioned that investment ininfrastructure development is crucialfor India’s sustained economicgrowth. There is an urgent need toutilise world-class technologies inthe Indian construction sector whichalso suit Indian conditions. Theobjective behind organising thisSeminar is to give exposure to thedomestic construction industry aboutsome of the latest technologies sothat it can lead to greater laborproductivity and help in reducing

time and cost overruns whichplague the sector. He alsoemphasised that MNCs that haveset up bases in India should alsowork on skill development.

Shri Ashok Kajaria, President,PHD Chamber, in his welcomeaddress said that constructionindustry is the second largestemployer in the country afteragriculture and providesemployment to about 40 millionpeople. He also mentioned that oureconomy which is expected to growat a rate of more than 9-10% perannum in the coming years, willnot be able to achieve higheconomic growth withoutdevelopment of adequate andefficient physical infrastructure andhence construction industry plays avital role in this regard and has togear itself to meet the challenges.Considerable strengthening of thedomestic construction industry isneeded urgently and it is necessaryto identify the major issues affectingthe efficiency of the sector and takecorrective action. There is an urgentneed to encourage mechanisationto build up the sector’s capacity todeliver the critical infrastructureneeded for economic development.


Event Report

integrate amongst them. In theconstruction industry, whilehardware and software areimportant, developing skillware iscrucial.

Shri R P Indoria, SecretaryGeneral, Indian Road Congress,said that the Government of Indiaspends about `58,000 croresannually on road development andthe other State sponsoredinvestment will be more than`1,00,000 crores. With the quantumjump in road construction activity,there is need for innovations in roadconstruction technology including inthe field of design, planning,construction, maintenance,operations and financing of roadconstruction as existing methodsare time consuming and costintensive and not up to the globalstandards. He said that some ofthe new technologies which arebeing used are Intelligent TransportSystems (ITS) for traffic control,composite pavement for roadconstruction, soil stabil isationthrough chemical / polymers /enzymes, warm mix technology forconstruction of environment friendlyflexible pavement and asphaltrheology technique to judge qualityof binder. He expressed his concernover the fact that lack of awarenessand lack of availability of the design,construction codes / guidelines /standards are the main barriers inthe growth of the constructionindustry and can be removed bydisseminating information throughseminars / workshops etc.

Dr. Sunil Bose, Head FlexiblePavement Division, Central RoadResearch Institute highlighted therecent technologies in India. Hesaid some of the new technologieswhich are being used include useof RFCC catalyst, use of paintsludge, waste plastic, and use ofcrumb rubber for modification ofbitumen, use of waste plastic forstone matrix asphalt and porousasphalt, use of warm asphalt,sulphur extended asphalt and

recycling techniques.Shri Anuj Mehta, Principal

Architect and Visiting Faculty, SPA,said that technology is both a boonand a bane. He said world classinfrastructure is being created inIndia but it does not suit the Indianculture and climate. He alsomentioned that urban growth shouldnot be calculated in terms of big ormultiple buildings but it should bemeasured if the constructedinfrastructure responds to thecontext they are being made for.Latest technologies should not bejust adopted but need to be usedappropriately in tune with the cultureof our country and to suit theweather of the country.

In the Technical Session thatfollowed the Inaugural Session,presentations were made by ShriPrashant Gujjar, Regional SalesManager, Potain India Pvt. Ltd.(Group Company of ManitowocCranes India). Displaying screendemonstration of Potain TowerCranes, Mr. Gujjar, explained thatthe cranes, which are owned byManitowoc, have been designed forthe long-term offering, reliability foryears whether they aremanufactured in Europe or in Asia.The company not just offers widerange of self erecting, top slewingand special application cranes withoutstanding versatil ity andperformance but also supports itsproducts with a reputed dealernetwork committed to serve theaspirations and needs of itscustomers. The advantages ofPotain Tower Cranes include,impressive capacities at radiuscompared to traditional l ift ingequipment, electrically powered forquiet, green operation, basesdesigned for minimal jobsitedisruption, mobile self-erectingcranes offer efficient on siterelocation. Its Optima technologymaximizes hoist and swingperformance.

Another equipment major ACEalso made presentation of its MTC

2418. Demonstrating its productCompany’s Country Head ArunBishnoi, explained that it is an allterrain, self-propelled mobile towercrane with a road speed of 25kmper hour as its entirely different lockenables it to get out of tough spotsquickly. In addition, it is self-erecting and self-folding tower craneand its operations can easily beaffected in a few minutes by a singleoperator through a remote controlpod. It facilitates the operator toposition himself in such a way thathe can see both picking as well asdumping points for precise loadpositioning. Moreover, its inbuiltgenerator driven by the primemover’s engine makes the towercrane totally independent of anyoutside electric sources. It onlyuses a part of the power and thegenerator can be used to supplyother electrical equipment likemixers, vibrators and job site lightingsystems. Its articulated chassis andhydraulic steering system enablesa very short turning radius and easypositioning. The ACE has all IndiaSales and Service networkoperating at all major Indian cities.

In addition, MacmillanInsulations India Pvt Ltd, GMPTechnical Solutions Pvt. Ltd.,Intertouch Building Products,Window Magic India, KajariaCeramics Ltd., Star LinkCommunication Pvt. Ltd., Texsa IndiaLtd., HSIL Ltd etc have also madepresentation of their products.

Shri Ashish Wig chaired theConcluding Session and thankedthe speakers and the participants.Around 95 participants attended theseminar. The seminar bringstogether a large number ofconstruction companies andprofessionals under one roof tointeract, share and add to theirknowledge in the field of newmaterials, equipment andtechnologies and apply the samewhile designing and planning theirprojects.


Event Report

01. China Sourcing Fair 2010Dates & Venue: 8-10 September 2010 Bombay ExhibitionCentre, Goregaon, Mumbai, IndiaEmail: [email protected]: www.chinasourcingfair.com

02. Tunnels and Underground Construction 2010Date & Venue: 13-16 September 2010, The LaliT,New Delhi, IndiaContact: Jaisimha Das, General Manager, IQPC India (P) LtdTel: +91-80-43224131Email: [email protected]

03. EQ Resistance Design and Const. PracticesDate & Venue : 21 - 24 September 2010, RoorkeeContact : Er. Ajay Chaurasia, Er. Sanjeew Kr. Singh (CourseCoordinators) Structural Engineering Division CBRI, Roorkee.Tel: +91-1332-283410 / 283247Fax: +91-1332-272589 - 272272Mob: +91-9897209050 / 9412074787Email : [email protected] / [email protected]

04. ACEMAT 2010Date & Venue: 22 -24 October 2010, Chennai trade centreChennai, IndiaContact: S. Sudha Prabhu, Smart Expos, T - 6 K.G Plaza,41-44 General Patters Road, Chennai - 600002Tel : +91-44-28604087 / 3086, 97890 95249Email: [email protected]. Constru India 2010Dates & Venue: 27-30 October'10, MMRDA Grounds, MumbaiContact: Ms. Pallavi Vadekar, Project Coordinator, WinmarkServices Pvt. Ltd.Tel: +91-22-32180402Email: [email protected], Website: www.construindia.com

06. IMME 2010Dates & Venue: 10 – 13 November 2010, Salt Lake StadiumGrounds, Salt Lake, Kolkata, IndiaContact: Mr. Subhashis Bose / Mr. Vaibhav GoelTel: +91-124-4014060 to 67, Fax: +91-124-4014080 & 4014057Email: [email protected], [email protected], Website: www.cii.in

07. bauma China 2010Dates & Venue: 23–26 November 2010, Shanghai NewInternational Expo Centre (SNIEC), Shanghai (Pudong)/China Contact: Messe Muenchen GmbHTel. (+49 89) 949-20251, Fax: (+49 89) 949-20259E-mail: [email protected],Website: www.bauma-china.com08. World Infrastructure Summit 2010Date & Venue: 29 November-1 December 2010 , Hotel Rey JuanCarlas I, BarcelonaTel: +44 (0)207 554 5814 (for outside the UK callers) 0845 056 2443 (for UK callers)Email: [email protected]: www.worldinfrasummit.com

09. ZAK Glass Technology International 2010Dates & Venue: 3 - 5 December 2010, Pragati Maidan,New Delhi, IndiaContact: Mr. Prasanna, Asst. Manager - Operations, ZAKTrade Fairs & Exhibitions Pvt. Ltd., ZAK Towers, 49,Veerabadran Street Nungambakkam, ChennaiTel: +91-44-42959595, Fax: +91-44-2820 2728Mobile: +91-97899-90908E-mail: [email protected], Website: www.zakglasstech.com10. COMMEX 2010Date & Venue: 9-12 December 2010, Hitex Exhibition Centre,Hyderabad, IndiaContact: Nikhil Behl (Executive Director)Mob: +91-9892256022, Tel: +91 22 28398000Email: [email protected], Website: www.confairs.com

11. World of Concrete 2011Date & Venue : 17 - 21 January 2011, Las Vegas ConventionCenter, Las Vegas, NevadaContact : Jackie James, Associate DirectorTel.: +972 - 5366379, Fax : +972 - 5366402Email : [email protected] : www.worldofconcrete.com

12. BUILD MAT 2011Date & Venue: 3–6 February 2011, Codissia Tarde Fair Complex,Coimbatore, IndiaTel: +91 422 4394536, Fax: +91 422 439537Email: [email protected], Website: www.buildmat.in

13. bC India 2011Date & Venue: 8-11 February 2011, Bandra - Kurla Complex,Mumbai, IndiaTel: +91-22-2648 7117, Fax: +91-22-2648 7114Email: [email protected]/[email protected]: www.bCindia.com

14. BuildArch 2011Date & Venue: 23–26 February 2011, Bangalore InternationalExhibtion Centre, Bangalore, IndiaTel: +91-80-6583 3234E-mail: [email protected], Website: www.bies.co.in

15. Samoter 2011Date & Venue: 2-6 March 2011, Verona Exhibition CentreVerona, ItalyContact: Ms Monica Scappini, Brand Edilizia Logistica &Costruzioni Veronafiere–Viale del Lavoro, 8–37135 VeronaTel. +39-045-8298020, Fax. +39-045-8298221E-mail: [email protected], Website: www.samoter.com

16. CONEXPO-CON/AGG 2011/ ICON EXPO 2011Date & Venue: 22-26 March 2011, Las Vegas ConventionCenter, Las Vegas, USAContact: Pat Monroe, AEMTel: +1 800-867-6060, 414-298-4141, 414-298-4123 (Direct) Fax: +1 414-272-2672


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