IH August 2015

Delhi Postal Registration No.UNDER U NUMBERat N.D. PSO on dated 28-29.07.2015Newspaper Regd No. 25597/73

INDIAN HIGHWAYS AUGUST 2015

Edited and Published by Shri S.S. Nahar, Secretary General, Indian Roads Congress, Jamnagar House, Shahjahan Road, New Delhi on behalf of the Indian Roads Congress. Printed by Shri S.S. Nahar on behalf of the Indian Roads Congress at India Offset Press, A-1, Mayapuri Industrial Area, New Delhi-110 064.

DL(C)-01/1048/2015-2017U-(SE)/31/2015-2017LICENCE TO POST

WITHOUT PREPAYMENTPUBLISHED ON 31 JULY 2015

14000https://irc.gov.in

Price 20` VOL: 43 Issue: 8 Total Pages 68 AUGUST 2015

PM Modi's Mann ki Baat on 26.07.2015 touched road accidental death of Vinay Jindal (20) BBA Student in Delhi on July 20, 2015

THE ISSUE IS DEDICATED TO THE 'TRUE SON OF BHARATMATA

The Indian Roads CongressE-mail: [email protected], [email protected]

Founded : December 1934

Jamnagar House, Shahjahan Road,New Delhi - 110 011Tel : Secretary General: +91 (11) 2338 4543Sectt. : (11) 2338 7140, 2338 7759Fax : +91 (11) 2338 1649

Kama Koti Marg, Sector 6, R.K. PuramNew Delhi - 110 022Tel : Secretary General : +91 (11) 2618 5303Sectt. : (11) 2618 5273, 2617 1548, 2618 5315, Fax : +91 (11) 2618 3669

No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.Edited and Published by Shri S.S. Nahar on behalf of the Indian Roads Congress (IRC), New Delhi. The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author/s concerned. IRC and the Editor disclaim responsibility and liability for any statement or opinion, originality of contents and of any copyright violations by the authors. The opinions expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.

4-5 From the Editors Desk - An Attempt to Pay Tribute to An Intellectual of Rarest Caliber Endeavoured to Make India A Global Power by 2020, Bharat Ratna Dr APj Abdul Kalam, The Peoples President

6-15 Highpoints of 206th Council Meeting of IRC

16-21 Jawahar Lal Nehuru Award

22 New Arrivals - New/Revised Publications of IRC

Page Technical Papers

23 Class-F Pond Ash A Potential Highway Construction Material - A Review

Manju Suthar Praveen Aggarwal

33 Present Scenario, Cost Effectiveness and Benefits of PPP Projects in the State of Maharashtra (India)

M.N. Dekate Dr. S.P. Pajgade

40 Analysis of Flexible Pavements for Viscoelastic Response

Girish Kumar Deepthi Mary Dilip G.L. Sivakumar Babu

50-55 MoRT&H Circulars

VoluME 43 NuMBER 8 AuGusT 2015 CoNTENTs IssN 0376-7256

4 INDIAN HIGHWAYS, AuGuST 2015

Dear Readers,

Journey : 15.10.1931 (Rameswaram, Tamil Nadu) 27.07.2015 (IIM, shillong, Meghalaya) named Avul Pakir Jainulabdeen Abdul Kalam

Edification : Aeronautical Engineer

Academics/Vocation/ : Led ISROs indigenous Satellite Launch Vehicle Prog. Eminent Scientist (SLVIII) which successfully injected the Rohini Satellite in the near earth orbit in July, 1980 and made India an exclusive member of Space Club.

As Chief Executive of IGMDP (Integrated Guided Missile Development Programme) at DRDO responsible for developing AGNI and PRITHVI Missiles indigenously.

Scientific Advisor/ : Led mission Pokhran-II nuclear tests which made India Principal Scientific a nuclear weapon state. Advisor to Govt. (1992-1999/2001)

Vision/Dream : Piloted India 2020 : A Vision for the New Millennium a road map for transforming India into a developed nation by doubling the growth rate of GDP in integrated action on 5 core areas namely, agriculture; infrastructure (solar power, the key); education & health; IT and Strategic Technologies (nuclear/ space/defence) on construed strength of Indias core competence, natural resources and talented manpower (youth missioned to igniting young minds by teaching and meeting, did till last breath).

Faculty : Having unique honour of receiving honorary doctorates from 30 universities and institutions

Literary Pursuit : Household names India 2020 : A Vision for the New Millennium; Wings of Fire; My Journey and Ignited Minds Unleashing the Power within India

From the Editors Desk

AN ATTEMPT To PAy TRIBuTE To AN INTEllECTuAl oF RAREsT CAlIBER ENDEAVouRED To MAKE INDIA

A GloBAl PowER By 2020, BhARAT RATNA DR APj ABDul KAlAM, ThE PEoPlEs PREsIDENT

EDIToRIAl

INDIAN HIGHWAYS, AuGuST 2015 5

Statesman : Dedication for Welfare of Motherland and its people, his warmth humility, special love for children and youth made him peoples President, common man image, ever inspiring to people from all walk of life

Last Wish : On his heavenly abode, no holiday rather to start working hard

True Homage from IRC : In fulfillment of dream of the icon of nationalism read with the Fraternity to the Role observations of Honble Prime Minister Shri Narendra Modi Model of Patriotism in his Mann ki Baat Radio programme relayed on 26.07.2015 (Sunday) on Road Safety Scenario whereas Honble PM referring to remorseful situation of a scooter accident in Delhi which was left unattended for over 10 minutes, expressed serious concern over one fatality every four minutes and stated that Govt in order to provide prompt medical care during golden hours (first 50 hours) and save the precious lives, a cashless treatment project with ambulance facility and a toll free number 1033 round the clock has already been started on GQ sections besides endeavoring for new Road Transport and safety Bill coincidentally declaration of UN and GOI that the decade (2011-2020) to be observed as Action for Road safety and innovations for inclusive growth, respectively, let us having right spirit pledge in endeavoring to build road safety capacity at par with developed countries like Japan and China in turn to save avoidable and unaffordable socio-economic loss due to road accidents causing huge loss of GDP (reported @ 4%, actually estimated to be nearly double), a dubious distinction.

Place : New Delhi sajjan singh Nahar Dated : 28th July, 2015 Secretary General E-mail: [email protected]


hIGhPoINTs oF 206Th CouNCIl MEETING oF IRChIGhPoINTs oF ThE 206th IRC CouNCIl MEETING hElD AT

sRINAGAR (j&K) oN 25th - 26th juNE, 2015

The 206th IRC Council Meeting was organized at the Sher-I-Kashmir International Conference Centre (SKICC), Srinagar (J&K) with the cooperation of State Govt. of Jammu & Kashmir. Shri Nitin Gadkari, Honble Union Minister

for Road Transport & Highways and Shipping inaugurated the meeting by lighting the traditional lamp. There after, Saraswathi Vandana was sung by the Kashmiri kids in traditional colourful dresses.

A view of the Dais

Shri Nitin Gadkari, Honble Union Minister for Road Transport & Highways and Shipping Inaugurated the Meeting by Lighting the Traditional Lamp Along with Shri Syed Mohammad Altaf Bukhari, Hon'ble Minister for Public Works, Floriculture, Gardens & Parks, J&K

A view of Singing Saraswathi Vandana by the Kashmiri Kids in Traditional Colourful Dresses


hIGhPoINTs oF 206Th CouNCIl MEETING oF IRC

Shri Sajjan Singh Nahar, Secretary General, IRC, welcomed the Chief Guest, Honble union Minister for Road Transport and Highways & Shipping, Shri Nitin Gadkari; Hon'ble Minister for Public Works, Floriculture, Gardens & Parks, J&K, Shri Syed Mohammad Altaf Bukhari; Hon'ble Minister of State for Public Works (R&B) & Revenue, J&K, Shri Sunil Kumar Sharma and Dignitaries on Dais and Delegates. Shri Nahar, highlighting the breakthrough in the perception of highway fraternity briefed about the ensuing deliberations on Innovative/Alternative Construction Materials & Construction of Hill Roads; Road Safety under PPP, Role of Corporates and Skill Development of Workmen and Training of Technicians in Highway Sector besides release of Souvenir (Platinum Jubilee Edition) 2015, a historical document and thirteen new IRC Codes under the auspicious blessings of Honble Union Minister for Road Transport and Highways & Shipping. Shri Sajjan Singh Nahar, Secretary General, IRC Delivering the Welcome AddressShri Nitin Gadkari, Honble Union Minister for Road Transport and Highways & Shipping, in his inaugural address praising the efforts of IRC in setting standards for overall development in road sector revealed his dream to provide the best road infrastructure worth Rs 5,00,000 crores in five years which will generate employment and bring the prosperity of our farmers. He emphasized upon the role of apt technology, innovations and entrepreneurship in development of infrastructure and urged proactive and development oriented approach. He advised to concentrate on R&D activities of applied nature for maximizing the use of locally available materials for economic, environment-friendly, durable and speedy construction of roads, bridges, flyovers and tunnels, conforming to cutting-edge technologies. He further advised that IRC should take initiatives towards skill development and training of unskilled construction workers and training of technicians/

engineers and machine operators. Shri Gadkari, in view of the benefits of maintenance-free long life encouraged the preference of cement concrete roads over the bituminous roads. He assured that IRC would be given requisite financial support in her endeavours in promoting the use of clean technologies in road construction.

Address by Shri Nitin Gadkari, Honble Union Minister for Road Transport and Highways & Shipping



Shri Syed Mohammad Altaf Bukhari, Hon'ble Minister for Public Works, Floriculture, Gardens & Parks, J&K, welcoming the Honble Union Minister for Road Transport and Highways & Shipping, Shri Nitin Gadkari and Delegates stated that an effective communication network is essential for rapid socio-economic development and directly responsible for the promotion of tourism in J&K. He emphasized upon the long association of J&K with IRC and her endeavours in improvisation and setting of new standards in road construction in J&K State, comprised of harsh terrain and difficult climate. He stated that the Directorate of Quality and Center of Excellence, J&K for the value addition in the field of Engineering Research will continue to bank upon the continued support and guidance of IRC.

Address by Shri Syed Mohammad Altaf Bukhari, Hon'ble Minister for Public Works, Floriculture, Gardens &

Parks, J&K

Dr. Mahesh Kumar, President, IRC in his introductory address highlighting the profile of IRC and the commitment to promote the use of standard specifications for development of roads, bridges, tunnels, airfields and road transportation stated that over 500 committed engineers are working voluntarily without any remuneration in more than 25 Technical Committees to achieve set objective and as a result of their tireless endeavours, so far as IRC could succeed in publishing 229 IRC Codes including 106 Special Publications and 37 publications on behalf of MoRT&H (33 nos.)/NHAI (2 nos.)/MoRD (2 nos.) besides 23 State-of the-Art Reports of Highway Research. Elaborating the initiatives of IRC towards promoting low cost green technology, Dr. Kumar cautioned the potential threat to human existence due to GHG emission causing global worming resulting in melting of polar snow/submergence of low-laying islands consequential human migration and accumulation of debris/waste from construction industry which is expected to reach 12 to 14 million MT per year. IRC in her endeavours published 95 documents during last ten years

including 65 a record number only in last five years, he stated. The President, IRC recommended the apt policy initiatives of the Government to create the confidence in the road industry as private sector is asking exorbitant rates for use of innovative technologies/ materials and introduction of a system of incentives/disincentives besides inclusion of social and environmental safeguard cost as integral part of road projects. Dr Mahesh Kumar acknowledged the hard work of over 300 engineers whose endeavours could make it to get release 13 valuable documents of IRC by the Honble Union Minister for Road Transport and Highways & Shipping.

Address by Dr Mahesh Kumar, President, IRC



Shri Satya Narayan Das, DG (RD) & SS in his address highlighting the apt policy initiatives of MoRT&H stated that in view of the benefits

of maintenance-free long life, the preference of cement concrete roads over the bituminous roads would be the default mode for construction of roads which would not only increase the use of natural resources as raw materials but also help in reviving the underutilized cement industry. Shri Das informed that in facilitating the standardization of rates of cement all over the country, MoRT&H has designed a Web Portal to monitor the supply of cement and he was pleased to share that lowest quotation per 50 kg bag has been received @ Rs.100/- to Rs 120/- for OPC33; Rs.150/- for OPC43; Rs.157/- for OPC

53 and Rs.140/- for Portland Pozzolana Cement (PPC) which is nearly half of the market rates. Shri Das informed the landmark initiative that in resolving the environmental issues, provision for transplantation of trees and maintenance thereof has been included in the model contract document. The DG (RD) & SS further informed the major initiative that a MOU has been signed

with the Ministry of Railways for replacing level crossings with Rail Over/Under Bridges (ROBs/

RuBs) and simplifying the approval thereof on a dedicated Web Portal. This would facilitate

A view of Audience during Inaugural Function

the safe movement of heavy machinery all over the country, he asserted. Shri Das, inviting the attention towards maintenance of bridges, stated that the appointment of consultants has been finalized for inventorization and condition survey of bridges on NHs and IAHE, Noida (uP) has been mandated to utilize the data and suggest action plan.

Address by Shri Satya Narayan Das, DG (RD) & SS, MoRT&H

Shri Rohit Kansal, Secretary & Commissioner, J&K PWD asserted that the IRC Council delegates are the brand ambassadors to bring back the tourists to J&K. He thanked MoRT&H for generous financial support and technical



assistance in their efforts to create quality and safe road assets. He wished that the outcome of the deliberations would benefit the State in mitigation of the specific problem of harsh terrain and difficult climate.

Address by Shri Rohit Kansal, Secretary & Commissioner, J&K PWD

s. No. Title of the Document1. IRC:43-2015 Recommended Practice for Plants, Tools and Equipment Required for

Construction and Maintenance of Concrete Roads (First Revision) 2. IRC:75-2015 Guidelines for the Design of High Embankments (First Revision) 3 IRC:SP:72-2015 Guidelines for the Design of Flexible Pavements for Low Volume Rural

Roads (First Revision) 4 IRC:82-2015 Code of Practice for Maintenance of Bituminous Surface of Roads First

Revision 5. IRC:SP:12-2015 Guidelines for Parking Facilities in urban Areas (First Revision)6. IRC:SP:76-2015 Tentative Guidelines for Conventional and Thin White Topping (First

Revision) 7. IRC:58-2015 Guidelines for the Design of Plain Jointed Rigid Pavements for Highways

(Fourth Revision) 8. IRC:SP:107-2015 Guidelines for Gap Graded Wearing Course with Rubberised Bitumen-

Rubber9. IRC:120-2015 Recommended Practice for Recycling of Bituminous Pavements

10. IRC:5-2015 Standard Specifications and Code of Practice for Road Bridges, Section-I General Features of Design (Eighth Revision)

11. IRC:SP:109-2015 Guidelines for Design and Construction of Small Diameter Piles for Road Bridges

12. IRC:SP:73-2015 Manual of Specifications & Standards for Two Laning of Highways (First Revision)

13. IRC:SP:108-2015 Guidelines on Preparation and Implementation of Environment Management Plan

Shri Nitin Gadkari, Honble Union Minister for Road Transport & Highways and Shipping released the State-of the-Art Souvenir (Platinum Jubilee Edition), 2015 and following 13 numbers of IRC Publication:

Release of State-of the-Art Souvenir (Platinum Jubilee Edition), 2015 by Shri Nitin Gadkari, Honble Union

Minister for Road Transport & Highways and Shipping



Shri Anil Kumar, Vice-President, IRC proposed Vote-of-Thanks and Inaugural Session declared closed with the singing of National Anthem by the Kashmiri kids in traditional colourful dresses.

A view of the Dais During Singing of National Anthem Vote-of-Thanks by Shri Anil Kumar, Vice-President, IRC

The IRC Council in its 206th Meeting held on 25.06.2015 discussed and approved the following Guidelines for long awaited IRC Lifetime Award recommended by 3 Member Committee comprised of Shri Sajjan Singh Nahar, SG, IRC (Convenor), Shri O.P. Goel, DG (Retd.), CPWD & Shri R.S. Sharma, Former SG, IRC, with the amendment of IRC life membership for at least ten years instead of five years recommended by the Committee as eligibility criteria: A view of the dais during 206th Council Meeting of IRC

Item Guidelines

Purpose of the Award To recognize life time contribution in highway engineering* made by eminent persons associated with IRC

Eligibility A life member of IRC atleast 10 years

Criteria An eminent Indian citizen who has made outstanding contributions in the field of highway engineering/engineering research/engineering education/ technology/engineering management related thereof which have been regarded as landmarks of technological development and brought prestige to the highway engineering profession.

Number of Awards upto maximum two Awards. May be given accompanied by a citation, a Plaque and Shawl etc. However IRC reserve the right not to recommend an award in a year



Nominations There will be a Search Committee consisting minimum three members, appointed by the Executive Committee to suggest names of proposed professionals to be finally considered by the EC, whose decision shall be final. The nominations shall also include names posthumously.

Selection for the Award

Value of the Award The award shall consist of a Citation, a Plaque and a Shawl etc.

Presentation of the Awards

The award shall be presented at the Annual Session. The awardees will be requested to deliver a public lecture on an appropriate subject of their choice in any field of Highway Engineering/Engineering Research/Engineering Education/Technology/Engineering Management thereof about her/his outstanding achievements at the IRC Annual Session. The text of the Award Lectures will be published in the Annals of IRC

* Includes road/bridge/tunnel and road transportation including related field of R&D, Academic, consultancy, construction, environmental issue, LA and arbitration thereof etc in highway engineering

The Council, appreciating the endeavours of the IRC Secretariat towards green initiatives, approved the following new affordable structure of membership fees online only recommended

by Shri Sajjan Singh Nahar, SG, IRC in order to enlarge the membership base in facilitation of digital India, the flagship program of the Government:

New Membership Fee1 India & sAARC Countries

*E-Life Membership Rs.5000/- **Non E-Life Membership Rs.10000/- (upto age of 45 years) Rs.7500/- (above age of 45 years)

Foreign Countries*E-Life Membership uS $ 150 ** Non E-Life Membership uS $ 500

2 E-student Membership Rs.500/- per annum3 Individual Associate E-Membership

(All professionals other than eligible for Membership)Rs.5000/- (for E-Life Membership) Rs.15000/- (for non E-Life-membership)

4 Corporate E-MembershipRs.21000/- (annual turnout upto Rs.5 cr )Rs.51000/- (annual turnout upto Rs.5 cr and upto Rs10 cr)Rs.100000/- (annual turnout above Rs.10 crupto 25 cr)Rs.500000/- (annual turnout above Rs.25 crupto 100 cr)Rs.1000000/- (annual turnout above Rs.100 cr)

5 Corporate E-Membership (Foreign Countries)uS $ 350

* For e-membership periodical materials and correspondence by e-mail only** For non e-membership periodical materials and correspondence by post



The Council appreciated the offer from Shri Chandra Prakash Agrawal, Secretary, PWD, MP to facilitate the Sale Counter of IRC Publications at Bhopal. In response to the suggestion put forwarded by Shri Pratap Singh Raizada, Past Vice-President, IRC for review the old Guidelines for appointment of Arbitrators, the Council approved the proposal of Shri Sajjan Singh Nahar, SG, IRC for constitution of a three Member Committee comprised of Dr. Mahesh Kumar, President, IRC, Shri Satya Narayan Das, DG (RD) & SS and Shri Sajjan Singh Nahar, SG, IRC to examine the matter and suggest the way forward.The first Technical Session held on 25.06.2015 (AN) on Innovative/Alternative Construction Materials & Construction of hill Roads under the Chairmanship of Shri Satya Narayan Das, DG (RD) & SS. The Key Speaker Shri A.V. Sinha, DG (RD) &SS (Retd.) highlighting the mandate of Kyoto Protocol (1998) advocated the indispensability of green technology in reduction of Carbon Footprint (GHG Emissions) and earning carbon credit by adopting Clean Development Mechanism (CDM) mandated for developing countries. The earned carbon credit should be sold out to the developed countries to earn money/incentives. Shri Sinha emphasized upon the apt government policy and institutional mechanism to ensure the application of clean technologies. Shri Satander Kumar, Sr. Scientist (Retd.), CRRI made the presentation highlighting the initiatives of IRC, emphasized upon the choice of clean technology in design of concrete structures including limit state design and CRCP (Continuously Reinforced Concrete Pavement) in order to economize the consumption of two most polluting manufactured inputs in road/bridge construction i.e. Cement and Steel. Shri G. Sharan, DG (RD) & SS (Retd.) citing example of China where 15 to 20 cable stayed bridges are being

constructed in 2 to 3 years stated that apt policy support including tax exemption on use of clean technology is inevitable to boost the confidence in the road industry. Shri Sharan mentioned the announcement by the Prime Minister for development of 100 smart cities based on green and brown technology which would provide opportunity to the corporate sector for construction of skywalk. Shri Pawan Kumar Singh, Vice-President, IRC showing concern for 80% people awaiting the benefit of development appreciated the initiative of M/s L&T under CSR which has adopted 5 to 7 villages near Panipat (Haryana) and constructed the toilets. DrIndresh Kumar Pateriya, Director (Tech.), NRRDA/MoRD made a presentation highlighting the initiatives taken by MoRD on use of new/clean technologies/locally available materials in PMGSY, which was highly appreciated. Shri Sajjan Singh Nahar, SG, IRC requested Dr. Pateriya to prepare the concept Paper in response to his observations of overheating/burning of plastic/bitumen in the mixing process provided in the IRC:SP:98, for appropriate rectification. Shri Rajnandan Kumar Singh, CE (Standards & Research), MoRT&H informed about the constitution of an expert committee to review the best practices for construction of roads, bridges, tunnels, etc. Shri Singh stated that the Committee is headed by Shri S.R. Tambe, former Secretary, PWD, Maharashtra to which he is appointed as Member-Secretary and requested to forward comments, if any. Shri Naresh Sharma, E-in-C, Himachal Pradesh PWD highlighting the difficulties being faced in keeping road through during heavy snowfalls, shared the experience that since snow cutting is very costly, the use of coastal sand and effective sub-surface drainage besides unilateral surface camber in thickly built up area are the sustainable measures. Shri M.S. Thakur, E-in-C (Design & Quality Control), Himachal Pradesh PWD



informed that sodium chloride is one of the other options to remove the snow and disapproved the use of bulldozers to avoid tracking formation. Shri Thakur citing the experience of mitigation of landslide problems in Chamba (H.P) where water is being channelized in deep channels

at about twice the length of landslide slip besides providing effective sub-surface drainage suggested the similar treatment in mitigation landslide problems in Srinagar region under proper instrumentation and monitoring.

A view of the Dais during 1st Technical Session

Dr. I.K. Pateriya making Presentation during 1st Technical Session

The second Technical Session was held on 26.06.2015 (FN) on Road Safety under PPP, Role of Corporates under the Chairmanship of Dr. Mahesh Kumar, President, IRC. The Key Speaker, Shri Sajjan Singh Nahar, SG, IRC highlighting the Mandate of Corporates under the Companies Act, 2013 stated that with a net worth of Rs.500 crores or minimum turnover of Rs.1000 crores or net profit of Rs.5 crore in a year, the company has to spend 2% of the average profit of the last three years on CSR (Corporate Social Responsibility). He informed that since Govt. has decided to allow 100% tax exemption on contributions towards road safety, it will boost the potential to mobilize over 5000 qualified industries covering auto/tyre/liquor manufacturers; insurance/oil companies; commercial/taxi transporters; financial institutions besides contractors/concessionaires, etc. under PPP mode (as win-win situation) in building capacity in ensuring road safety/furniture based on clean technology like, solar operated waterless toilets in ensuring socio-economic development in

empowerment of the weaker/marginalized section of society.

Dr. Mahesh Kumar, President, IRC chairing the 2nd Technical Session



The third and concluding Technical Session held on 26.06.2015 (FN) on Skill Development of Workmen and Training of Technicians in Highway Sector under the Chairmanship of Shri A.V. Sinha, DG (RD) & SS (Retd.). The Key Speaker, Shri Sajjan Singh Nahar, SG, IRC highlighting the key initiatives of the Govt. (newly created Ministry for Skill Development and Entrepreneurship, MSDE) to make India the skill capital of the world stated that construction industry is the third largest employer (over 4.22 crore workers) after agriculture and manufacturing in India. Even marginal increase in skill level is expected to yield improved output and quality of highways leading to saving initial cost, maintenance cost, safety and fuel efficiency, he asserted. Skill

A view of the Dais during 3rd Technical Session

development level in uK is 70%; Germany 75%; Japan 80%; Korea 96% (staggered) and India

less than 2%, he informed. Among the key Govt. initiatives, through the nodal implementing agency, NSDC (National Skill Development Corporation) towards capacity building in close cooperation of States and investing in skills through CSR besides the agreements have been entered into with uK, uSA, Australia, France, Germany and Canada with the purpose of technology transfer in vocational training.

Shri Sajjan Singh Nahar, Secretary General, IRC delivering Key Note Address on Road Safety under PPP, Role of Corporates & Skill Development of Workmen

and Training of Technicians in Highway Sector

The Council meeting declared closed applauding the concerted efforts of Shri Sajjan Singh Nahar, SG, IRC and his team in making the event memorable.

A view of the dais during the Closing Session of 206th Council Meeting


jAwAhAR lAl NEhRu AwARD

Nominations (in three hard copies alongwith a soft copy on [email protected]) are invited in the prescribed proforma (Annex-1) for the IRC Pt. Jawaharlal Nehru Birth Centenary Award for the year 2012. The last date for receipt of nominations is 30.09.2015.

1. PREAMBlE

The award has been instituted by the IRC during Pt. Jawaharlal Nehru Birth Centenary Year to encourage young (age less than 45 years as on 31.05.2013) and upcoming outstanding professionals engaged in the field of Road Transportation/Highway/Bridge Engineering and related applied/fundamental fields thereof (herein after, the said field).

2. NATuRE oF AwARD

The Award will be in the form of Medal/Citation certificate and will be made for significant and outstanding contribution in the said field.

3. ElIGIBIlITy AND sElECTIoN oF ThE AwARDEE

(i) Any young (age less than 45 years as on 31.05.2013) Engineer/Scientist or any citizen of India engaged in the said field and a Life Member/Ordinary Member/Student Member/Individual Associate Member/Associate Member of IRC, who has made conspicuously significant and outstanding contribution in the said field in India during the preceding 5 years of the nomination for the award i.e. between 31.5.2008 and 31.5.2013.

(ii) The basis of selection criteria will comprise the significant contribution by way of new innovative approach or methodology for utilization of indigenously developed new technology/techniques in resolving statutory issues like environmental related/non-renewable reserve of construction material(s) and or present day knowledge of physical phenomenon or behaviour of relevance to the professional approach and or addition, modification or improvement to extant design made in either of the fields (a) Investigation Methods (b) R&D Management (c) Standardization (d) Software Development (e) Planning (f) Maintenance (g) Repairs & Rehabilitation (h) Environment (i) Highway Safety (j) Construction & Management (k) Protective Works and (l) Traffic Engineering.

4. NoMINATIoNs

Nominations shall be proposed duly filled in the prescribed proforma by either of the IRC Council Member during the year 2015.



ANNEX - 1

PRoFoRMA FoR PT. NEhRu AwARD(NoMINATIoN FoR ThE yEAR 2012)

1. Name of the Nominee:

2. Roll. No. as member of IRC and the year since she/he is member of IRC:

3. Discipline under which to be considered:

4. Date of Birth (Attach authenticated Proof):

5. Academic qualifications beginning with Bachelors Degree:

6. upto date Employment details including positions:

7. (a) Outstanding achievements of the nominee (in about 500 words) during the last 5 years (i.e. between 31.5.2008 and 31.5.2013) (Attach separate sheet)

(b) Benefit derived/anticipated or measurable impact of the outstanding work/ contribution/achievement.

(c) Assessment by the sponsor about the importance of the contribution (not more than 100 words)

(i) Whether these achievements/contributions have already been recognized for awards by any other Body. If so, the name of the Body, the name of award and the year of award may be given.

(ii) Other awards/honours already received including fellowships of professional bodies.

8. Papers published, if any (reprints to be enclosed)/any work worthy to be mentioned in support of claimed contribution(s).

9. Names & address of three renowned Indian experts in the areas of contribution:

(a)

(b)

(c)

10. Remarks (critical) of sponsoring Council Member in justification of her/his contribution of the nominee (in about 100 words)

Date: _____________________ Signature _____________________

Place : __________________ Name & Designation of the Sponsor with Seal (IRC Council Member during the year 2015)




1. PREAMBlE


2. NATuRE oF AwARD




(ii) The basis of selection criteria will comprise the significant contribution by way of new innovative approach or methodology for utilization of indigenously developed new technology/techniques in resolving statutory issues like environmental related/non-renewable reserve of construction material(s) and or present day knowledge of physical phenomenon or behaviour of relevance to the professional approach and or addition, modification or improvement to extant design made in either of the fields (a) Investigation Methods (b) R&D Management (c) Standardization (d) Software Development (e) Planning (f) Maintenance (g) Repairs & Rehabilitation (h) Environment (i) Highway Safety (j) Construction & Management (k) Protective Works and (l) Traffic Engineering.

4. NoMINATIoNs




ANNEX - 1















(a)

(b)

(c)


Date: _____________________ Signature _____________________





1. PREAMBlE


2. NATuRE oF AwARD




(ii) The basis of selection criteria will comprise the significant contribution by way of new innovative approach or methodology for utilization of indigenously developed new technology/techniques in resolving statutory issues like environmental related/non-renewable reserve of construction material(s) and or present day knowledge of physical phenomenon or behaviour of relevance to the professional approach and or addition, modification or improvement to extant design made in either of the fields (a) Investigation Methods (b) R&D Management (c) Standardization (d) Software Development (e) Planning (f) Maintenance (g) Repairs & Rehabilitation (h) Environment (i) Highway Safety (j) Construction & Management (k) Protec-tive Works and (l) Traffic Engineering.

4. NoMINATIoNs




ANNEX - 1















(a)

(b)

(c)


Date: _____________________ Signature _____________________



NEw ARRIVAlsNEw/REVIsED PuBlICATIoNs oF IRC


ClAss-F PoND Ash A PoTENTIAl hIGhwAy CoNsTRuCTIoN MATERIAl - A REVIEw

Manju Suthar* and Praveen aggarwal**

1 INTRoDuCTIoNHuge quantity of fly ash and bottom ash are generated by Thermal Power Plants (TPPs) as a by-product. When these two types of ash mixed thoroughly with large quantity of water, are transported in the form of slurry and stored in the lagoons, the deposit is called pond ash. In India, unutilized million tonnes of ash are usually disposed off in ash pond. Due to ever increasing demand of electricity by human being and industries, more number of thermal power plants are being set up every year and capacity of existing plants are increased resulting in exponential increase in production of ashes from TPPs. According to Ghosh (2010) the volume of pond ash produced by thermal power plants is very large compared to that of the other two ashes viz fly ash and bottom ash.

In India, TPPs generate nearly 130 MT ash during 2006-07 which is likely to be increased to 600 MT by 2031-32 as shown in Fig. 1 (Chatterjee, 2011) but no effective plan has been

* Research Scholar, E-mail: [email protected], ** Professor, E-mail: [email protected], Department of Civil Engineering, National Institute of Technology, Kurukshetra, Haryana

ABsTRACT All over the world, Coal based Thermal Power Plants (TPPs) produce huge quantity of ashes as a solid waste which create environmental problems and occupy very large valuable land areas which can be used otherwise. This review paper covers the physico-chemical properties of F class pond ash and their engineering properties like Maximum Dry Density (MDD), Optimum Moisture Content (OMC), California Bearing Ratio (CBR), Unconfined Compressive Strength (uCS), cyclic triaxial and liquefaction, durability, and leaching in alone or with different admixtures. Improved engineering properties of pond ash, make it useful material for road/highway construction. Effective utilization of pond ash in highway construction will not only reduce the problem of ash disposal with a sustainable solution and also ease out the pressure on natural resources. Efforts have been made, to collect available information, to compile and present them in such a manner that these are useful for the field engineers and researchers working in the area. Compiled review shall also be useful for future research in the direction.

Fig. 1 Generation of Fly Ash in India (Chatterjee, 2011)

made for its proper disposal/utilization. This unutilized pond ash occupies huge precious land space for their disposal and also creates environmental problems like leaching and dusting.

Efforts are being made by many researchers from last several years to make effective use of fly ash in bulk quantity in civil engineering applications as fill material (Gray and Lin 1972a; Joshi et al. 1975; Horiuchi et al. 2000), for the manufacture of

clay flooring and terracing tiles (Bhatnagar et al. 1988; Bou et al. 2009),as a subbase and base course layer (Sherwood and Ryley 1966; Leelavathamma et al. 2005; Ghosh and Subbarao 2006; Kumar and Singh 2008;), in soil stabilization (Viskochil

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et al. 1957; Vasquez and Alonso 1981), in lightweight aggregate (Bin-Shafique et al. 2004; Gomathi and Sivakumar 2014). However, there are very limited number of studies on the pond ash and/or mixtures of fly ash and bottom ash (Kim et al., 2005), particularly pertaining to their strength characteristics under different loading conditions.

Bulk utilization of pond ash in construction, such as highway embankment and structural fill, is the solution of disposal problem. As per IRC:SP:58-2001 fly ashes are acceptable for embankment with typical values for different geotechnical properties as given in Table 1.

Table 1 Typical Geotechnical Properties of Fly Ash (IRC:sP:58-2001)

Parameter RangeSpecific Gravity 1.90-2.55Plasticity Non- PlasticMaximum Dry Density (gm/cc) 0.9-1.6Optimum Moisture Content (%) 38.0-18.0Cohesion (kN/m2) NegligibleAngle of Internal Friction () 30-40Coefficient of Consolidation CV (cm

2/sec) 1.75 105 - 2.01 103

Compression Index CC 0.05 - 0.4Permeability (cm/sec) 8 106 - 7 104

Particle Size Distribution (% of materials) Clay size friction Silt size friction Sand size frictionGravel size friction

1 - 108 - 857 - 900 - 10

Coefficient of Uniformity, Cu 3.1 - 10.7

Stanmore, 1999). Therefore, it is clear that water absorption is a function of particle size and ashes containing higher amounts of fines possess lesser water absorption capacity.Kolay and Singh (2001); Mishra and Das (2010) studied scanning electron micrographs (SEM) on pond ash from different thermal power plants and micrographs reveal that the pond ash particles are almost regular spherical in shape and highly irregular in shape and porous in nature shown in Figs. 2 and 3 respectively.

Fig. 2 SEM of Pond Ash Sample (Kolay and Singh 2001)

Fig. 3 SEM of Pond Ash Sample (Mishra and Das 2010)

Jakka et al., (2010) observed that densities of compacted ash

A review of various studies carried out in this regard during last 20 years particularly in Indian context is presented in this paper. This paper presents a review on class F pond ash with respect to its physico-chemical and engineering properties. For successful application of pond ash in civil engineering construction, understanding of engineering properties is

essential to achieve effective strength in the field.

2 PhysICo-ChEMICAl PRoPERTIEs oF PoND Ash

2.1 Physical PropertiesPond ash samples, which are comparatively coarser in particle size than the fly ash samples possess higher water holding capacity (Iyer and

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are lower than natural soil due to lower specific gravity and higher intra-particle voids.Physical properties reported

by some authors regarding particle size, atterbergs limit and specific gravity are given in Table 2. Pond ash color varies

Table 2 Physical Properties of Indian Class-F Pond Ashes

Physical Property Bera et al. (2009) havanagiet al. (2011)Gravel size (%) 0.0 0.0Sand size (%) 19.50-63.50 67Silt size (%) 35.59-78.46 33Clay size (%) 0.91-2.04 0

Cu 4.33-21.25 12.5Cc 0.662-0.868 0.72

LL and PL Non- Plastic Non- PlasticSpecific gravity 2.18-2.34 2.29

Pond ash deposits are loosely stratified and coarser than fly ash and its permeability is higher due to high void ratio

(Pandian, 2004). Table 3 presents the values of Permeability (k) for pond ashes.

Table 3 Values of k for Indian F Class Pond Ash

k(cm/s) Reference510-5 - 9.6210-4 (Pandian, 2004)510-5 - 9.6310-4 Prakash and Sridharan (2009)

Bera et al. (2009)Note : k = Permeability.

of alumina, sillimanite, mullite, and magnetite. However, alumina is the most predominant mineral present in the pond ash sample. Kolay and Singh (2010) studied crystalline minerals in pond ash sample and found quartz and mullite are the most predominant minerals but a certain amount of hematite and calcite are also present shown in Fig. 5.

from grey to dark grey and its specific gravity varies from 2.18 to 2.34.

Kolay and Singh (2001) reported that the crystalline minerals

in pond ashes cenosphere sample. Fig. 4 shows presence

Fig. 4 X-Ray Diffraction Pattern for the Pond Ash Cenosphere Sample (Kolay and Singh 2001)

Fig. 5 X-Ray Diffraction Pattern of Pond Ash Sample (Kolay and Singh 2010)

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2.2 Chemical PropertiesCoal pond ash is mainly composed of silica, alumina, and iron with small amounts of calcium, magnesium, sulfate, etc. Its chemical composition is depending on source of the coal. Typical chemical composition of Pond ashes from different sources of coal, reported by

various researchers is given in Table 4.Based on the chemical composition, fly ash has been classified into two classes, i.e. Class F produced from anthracite and bituminous coals and Class C produced from lignite and sub-bituminous coals, as per ASTM C 618.

When the combined amount of the oxides of silicon, aluminum and iron in fly ash is 70% or above (by mass), it is described as a Class F fly ash. When this amount is between 50 and 70%, the ash is called a Class C fly ash.

Table 4 Chemical Composition of Indian Class-F Pond Ashes

Composition (%) (Pandian, 2004) (Mishra and Das, 2010) singh et al. (1995)Pond Ash (%) Pond Ash (%) Pond Ash (%)

SiO2 37.7-75.1 59.89-61.85 49.6Al2O3 11.7-53.3 30.48-31.69 22.0TiO2 0.2-1.4 2.19-2.66 0.8Fe2O3 3.5-34.6 3.01-3.54 4.5MnO bd-0.6 0-0.53 -MgO 0.1-0.8 0- 0.35 0.6CaO 0.2-0.6 0.72-0.91 2.2K2O 0.1-0.7 0.76-0.90 1.0Na2O 0.05-0.31 - 0.6P2O5 - - 0.5Sulphur - - 0.5LOI 0.01-20.9 0.61-1.47 17.4

LOI : loss on ignition.

Coal ashes with sufficient amount of reactive silica and free lime develop considerable strength without addition of any lime (due to pozzolanic reactions with the available reactive silica). These ashes find extensive applications in civil engineering projects. Fly ashes containing adequate reactive silica and insufficient free lime develop considerable strength only upon addition of certain cementing

agents such as cement and lime (Gray and Lin, 1972b).Subbarao and Ghosh (1997) advocated that although pond ash is less reactive and so least preferred in cold climates but it can be put to use for high strength requirements, when stabilized with lime and cured at high atmospheric temperature prevailing in tropical countries, such as India.Page et al. (1978) Coalcontains every naturally occurring

element; so many trace elements are also found in coal ash. Reijnders (2005) trace elements analyzed in the coal ash were As, Ba, Cr, Hg, Mo, Ni, Pb, Se, V, Zn and Cu. These were chosen because they represent a significant environmental burden.3 ENGINEERING PRoPERTIEs

oF PoND Ash

3.1 Proctor Compaction TestBera et al., (2007) studied the

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effects of different parameters, such as molding moisture content, compaction energy, mold area, tank size, and specific gravity on the compaction characteristics of pond ash. MDD and OMC of pond ash vary within the range of 8.40-12.25 kN/m3 and 29-46% respectively and the degree of saturation at optimum moisture content of pond ash has been found to vary within the range of 63-89%. With increase in compaction energy from 71.1 to 2370.0 kJ/m3, MDD of pond ash increases, but at the same time OMC decreases. They concluded that, specific gravity significantly affects the dry density of pond ash. For field compaction control, the specification may be formulated based on basis of specific gravity. In case of pond ash having specific gravity within the range of 2.16-2.23,

the OMC occurs within the range of degree of saturation of 63-89%.Chand and Subbarao, (2007a) pond ash was collected from an ash pond of the Kolaghat Thermal Power Station (KTPS) in West Bengal, India. The value of MDD and OMC obtained through Standard Proctor of pond ash alone is 1.187 g/cm3 and 30.2%, respectively. The value of MDD of the stabilized pond ash with 10 and 14% lime is 1.142 and 1.155 g/cm3, respectively and OMC is 32.8 and 33.3%, respectively.Ghosh, (2010) conducted proctor compaction tests on pond ash, collected from KTPS, West Bengal, India. The value of MDD and OMC of a class F pond ash is 11.50 kN/m3 and 31.14%, respectively, for standard compaction. For

modified compaction tests the value is 12.30 kN/m3 and 27.50% respectively. The values of MDD and OMC of the lime stabilized pond ash (with 4.0, 6.0, and 10.0% lime), and lime along with (0.5 and 1.0%) phosphogypsum (PG) vary from 11.43 to 11.83 kN/m3 and 33.23 to 29.07%, respectively, for standard compaction. For modified compaction tests the values vary from 12.44 to 13.00 kN/m3 and 26.45 to 22.51%, respectively are presented in Table 5. Compaction of stabilized pond ash does not show any appreciable change in the nature of the compaction curve compared to that of un-stabilized pond ash. This may be due to (i) addition of lower percentages of lime and PG and (ii) no time lapse for pozzolanic reaction to take place, was allowed during compaction tests.

Table 5 Maximum Dry Density and optimum Moisture Content of Pond Ash

lime PG Contents (%)

standard Proctor Compaction Modified Proctor CompactionMDD (kN/m3) oMC (%) MDD (kN/m3) oMC (%)

0 0.0 11.50 31.14 12.30 27.504 0.0 11.63 30.67 12.44 26.456 0.0 11.74 30.26 12.73 23.79

10 0.0 11.43 32.65 12.74 22.704 0.5 11.45 33.23 12.74 23.006 0.5 11.62 30.96 12.95 22.51

10 0.5 11.83 29.52 12.82 22.814 1.0 11.65 30.09 12.84 22.936 1.0 11.61 31.27 12.82 23.74

10 1.0 11.65 29.07 13.00 22.65Note : PG = phosphogypsum; MDD = maximum dry density; and OMC = optimum moisture content

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Sreedhar and Kunduru (2011) collected Pond ash from NTPC, Ramagundam, Andhra Pradesh. Modified compaction test is performed on un-stabilized and lime stabilized pond ash. The value of MDD and OMC of pond ash is 1.17 g/cc and 28.9% respectively. With increase in quantity of lime, the values of MDD of the stabilized pond ash with lime (2.0, 5.0, 10, and 20.0%) increases from 1.32 to 1.39 g/cc and OMC decreases from 21.9 to 13.7, respectively.Singh and Sharan, (2014) collected class F pond ash sample from the ash pond of Rourkela Steel Plant (RSP) and studied the effect of compaction energies varying from 357 to 3488 kJ/m3. The optimum moisture content and maximum dry densities corresponding to different compactive energies were determined using conventional compaction test apparatus. MDD vary from 10.90-12.70 kN/m3 corresponding to compaction energy from 357 3488 kJ/m3, whereas for the same compactive efforts OMC decrease from 38.82-28.09%.3.2 California Bearing RatioKumar et al., (1999) investigated silty sand and pond ash specimens reinforced with randomly distributed polyester fibers. The test results reveal that the inclusion of fibers in soils and pond ash increases the CBR value of the specimens. It is observed that the optimum fibers content for both silty sand

and pond ash is approximately 0.3 to 0.4% of the dry unit weight.Sarkar et al., (2012) collected pond ashes from the sites of Badarpur, Dadri and Rajghat thermal power stations in and around National Capital Region, Delhi. CBR tests were performed on compacted specimens of all the three pond ashes and pond ash mixed with 2, 5, 8 and 10% of lime by weight. The CBR value for Badarpur, Dadri and Rajghat pond ashes are 12.2%, 10.4% and 11.2%, respectively. From the results it is observed that CBR value increases with increase in lime content upto 8%. Further increase in lime content decreases the CBR value, probably because of further increase in lime becomes counter productive thereafter.Singh and Sharan, (2014) studied the effect of degree of saturation on CBR value by

varying the moulding water content from 3.59 to 43.10% for samples compacted at the standard Proctor density (11.08 kN/m2) and from 2.83% to 33.96% for samples compacted at the modified Proctor density (12.40 kN/m2). From the results it is observed that the highest un-soaked CBR value is found 7.5% and 45% at degree of saturation of 7% and 8% for samples compacted at standard Proctor density and modified Proctor density respectively, presented in Fig. 6. Further, the maximum normalized CBR value is found to be 3.7 and 3.5 for samples compacted to standard and modified proctor density with a degree of saturation of 7% and 8% respectively. Both the degree of saturation and compacted density play a major role in the observed values of strength parameters and authors concluded that pond ash can be used in constructions work.

Fig. 6 Variation of CBR Value with Degree of Saturation

Ghosh, (2010) performed laboratory tests on Class F pond ash alone and stabilized

with varying percentages of lime (4, 6and 10%) and PG (0.5 and 1.0) for potential use

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as road-base and subbase. The soaked bearing ratio increases from 5.07% (for un-stabilized pond ash) to 36.36, 85.07 and 99.7% by addition of 4, 6 and 10% lime respectively. Further addition of small percentage (0.5 or 1.0%) of PG to lime-pond ash mixes enhances the bearing ratio (after 7 days curing) of the stabilized pond ash presented in Fig. 7. Addition of 1.0% PG increases the un-soaked bearing ratio of pond ash stabilized

with 4% lime from 69.8 to 112.53% after 7 days of curing. Similar improvements are noticed for other mixes at different curing periods. Bearing ratio of stabilized pond ash increases with increase in lime content up to 10%, however the improvement is more pronounced at the lower percentage (4%) of lime. Author concluded that pond ash-lime-PG mixes have potential applications in road construction.

Fig. 7 Soaked Bearing Ratio of Stabilized Pond Ash with Varying Lime and PG Contents, after 7 Days of Curing

Fig. 8 un-Soaked CBR Values for Different Fiber Contents at Light and Heavy Compaction MDD and OMC

Swain (2012) collected Pond ash sample from NSPCL, Rourkela. un-soaked CBR test were carried out on pond ash alone and stabilized with varying percentages of Rrecron-3S fibre (0.2 to 1.0%). CBR test results at standard and modified proctor dry density with varying percentage of fiber are shown in Fig. 8. Author concluded that fiber reinforced pond ash can be used for sub base.

3.3 Unconfined Compressive strength

As per DiGioa and Nuzzo, (1972) coal ashes do not exhibit any Unconfined Compressive Strength (uCS) both in dry and in fully saturated conditions due to absence of cohesion in dry coal ash and loss of apparent cohesion upon total saturation.Chand and Subbarao, (2007a) reported uCS of pond ash without any curing as low as 0.033 MPa only, which is taken as the control value. The uCS with 10 and 14% lime content, immediately after preparation (no curing) show slightly higher strengths of 0.108 MPa and 0.120 MPa, respectively. Curing for 180 days increases the uCS values to 4.801 and 5.826 MPa respectively. Samples with 14% lime show greater strength than that with 10% lime, at all curing periods.

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Sharan (2011) studied the effect of Recron-3S fibre content on the uCS value. Compacted reinforced pond ash samples were prepared at a standard

and modified dry density. It is observed that increase in fibre content from 0.2 to 1.0% increases the uCS value results are presented in Table 6.

results reveal that all compacted pond ash samples exhibit good liquefaction resistance, dynamic properties, and degradation index. Authors concluded that these pond ashes can be effectively used for embankment fill material.

Mohanty et al. (2010) studied the strength and deformation behavior of pond ash under cyclic loading. A series of stress controlled one-way cyclic compressive triaxial shear tests were conducted on reconstituted samples of pond ash. Tests were conducted under undrained conditions with different Cyclic Stress Ratios (CSR) and relative densities shown in Fig. 9. Initial effective confining pressure was kept at 200 kPa. A uniform cyclic sinusoidal loading at a frequency of 1.0 Hz was applied during shearing. Results indicate that there is an increase in the liquefaction resistance with increase in relative density. Failure was considered at 5% of total axial strain for all the samples.

Table 6 UCS of Reinforced Pond Ash (at Standard and Modified Proctor Density Varying with Fibre Content)

Fiber Content (%)

standard Proctor Density (11.08 kN/m2)

Modified Proctor Density (12.40 kN/m2)

6 mm 12 mm Fibre 6 mm Fibre 12 mm FibreuCs (kn/m2) uCs (kn/m2) uCs (kn/m2) uCs (kn/m2)

0% 2.8 2.8 14.55 14.550.2% 3.2 4.5 15 220.3% 3.4 5.5 16 230.4% 2.6 6.0 17 240.5% 3.8 6.5 18 26

0.75% 4.4 7.0 19 291.0% 5.4 7.5 21 35

3.4 Cyclic Behavior and liquefaction

Boominathan and Hari (2002); Horiuchi et al. (2000); Yoshimoto et al. (2006) stated that very few researchers have reported liquefaction resistance of different types of ash materials in different applications. As per Datta et al. (1996) and Bross (1981), no explicit study has been carried out on pond ash which behaves differently from both fly ash and bottom ash, due to the process of segregation during ash slurry deposition into the ash ponds.Mohanty and Patra (2014) studied the cyclic behavior and liquefaction potential of pond ash as an embankment fill in seismic zone III and IV; sample collected from Talcher, Panki and Panipat ash

embankments in India. Cyclic triaxial tests were conducted on reconstituted pond ash samples at a relative compaction (RD)varying from 94 to 99%. The cyclic test results indicate that liquefaction resistance increases with decrease in loading frequencies and cyclic shear strain amplitudes, and increase in confining pressures and relative compactions. Test

Fig. 9 Cyclic Stress Ratios to Cause Failure Versus Number of uniform Loading Cycles at a Frequency of 1 Hz for Different Relative Densities

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Jakka et al. (2010) investigated liquefaction behavior of pond ash by conducting cyclic triaxial tests on inflow (coarse ash) and outflow (fine ash) ash samples collected from the ash ponds of two different thermal power plants in India: Indraprastha and Badarpur. Both fine ash as well as coarse ash samples exhibited the types of liquefaction phenomenon (i.e. flow type of liquefaction and cyclic mobility) under undrained cyclic loading. The increase in confining pressure decreases liquefaction resistance (expressed in terms of CSR) in all the cases, while the increase in initial shear stresses increases liquefaction resistance in all the cases except for fine ash in loose state. Though decrease in density for both the type of ash materials decreases their liquefaction resistance similar to sandy soils, very drastic reduction in resistance is observed in case of fine ash specimens. It is very essential to assess liquefaction susceptibility of ash samples before their utilization in earth work projects, because their cyclic strengths vary significantly within the pond from inflow to outflow point. Improper/non-uniform compaction of fine ash can easily lead liquefaction related disasters/failures.3.5 DurabilityGoodman (1989) introduced the concept of Gambles slake

durability classification and the durability index is denoted by Id. According to Gambles slake durability classification, the samples are classified as very high durable, high durable, medium high durable, medium durable, low durable and very low durable having the values of Id(1) in percentage as greater than 99, and lying within the range of 9899, 9598, 8595, 6085, and less than 60, respectively, whereas the above classification suggested the values of Id(2) in percentage as greater than 98, and lying within the range of 9598, 8595, 6085, 3060, and less than 30, respectively.

Chand and Subbarao (2007a) studied the effect of lime stabilization on the durability aspect of a class F pond ash, collected from Kolaghat Thermal Power Station in West Bengal, India. The second cycle slake durability index (SDI), Id(2), of all samples varies from 89 to 99%, and are in the range of medium to very high durability as per Gambles slake durability classification. Pond ash is stabilized with 10 and 14% lime content. It is observed that SDI, Id(2) increases with curing duration, sharply up to first 45 days and reaching a maximum as high as 98 to 99%, results are shows in Table 7.

Table 7 sDI Values after First and second Cycles for the lime stabilized Pond Ash samples

Cuuring Period (days)

Percentage of lime (%)

sDI Values after First Cycle Id(1) (%)

sDI Values after second Cycle Id(2) (%)

28 10 92.27 89.4028 14 95.07 92.9645 10 96.26 93.8945 14 98.08 96.0290 10 97.25 95.5690 14 98.75 97.91

180 10 98.83 98.19180 14 99.21 99.03

3.6 leachate BehaviorCoal ashes contain toxic and heavy metals (Sushil and Batra, 2006). Though heavy metals are found in Indian coal ash, in detectable quantity but their concentration is less when compared to coal ash samples from other countries.

As per Dermatas and Meng (2003) stabilization of solid wastes by adding cementations binders like lime and cement is a promising technology through which toxic constitutes present in the waste are physically as well as chemically fixed, thereby greatly reducing their mobility

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and subsequent threats to the environment.Chand and Subbarao, (2007b) applied a technique of in-place stabilization by hydrated lime columns on large-scale laboratory models of ash ponds. The effect of lime stabilization on the leachate characteristics of class F pond ash is studied by considering the combined effects of hydraulic conductivity and concentration of metals in leachate. The technique has also proved to be useful in reducing the contamination potential of the ash leachates, thus mitigating the adverse environmental effects of ash deposits.4 CoNClusIoNEver increasing energy demand put pressure on thermal power plants resulting in exponential growth in production of pond ash exaggerating disposal land and environmental problems. However, the study of physiochemical, and engineering properties of pond ash shows that the pond ash is a potential raw materials from geotechnical engineering point of view. Stabilized pond ash can be utilized in highway construction projects. Conclusions drawn from the research carried out in this

direction during last two decades are summarized as follows: Pond ash particles

predominantly (33 to 78%) consist of silt size, with some fraction (20 to 67%) of sand size and 1 to 2% of clay size.

No appreciable change was found incompaction curve pattern of stabi-lized pond ash (with lime, fiber and soil etc.) when compared with un-stabilized pond ash.

Pond ash samples are sta-bilized with 2 to 20% of lime; however an apprecia-ble gain in strength (CBR->35%) is achieved with 4% of lime after 7 days of curing. This is good enough for a material to be used as subbase course as per IRC guidelines.

Inclusion of different stabi-lizing agents (lime, soil and fibers) in pond ash solely or incombination generally increases its bearing ratio, uCS, and durability along with reduction in contami-nation of ground water from the leachate (freezing heavy metals partially or fully).

Resistance to liquefaction increases with increase in relative density.

REFERENCEs1. Bera A.K., Ghosh A and Ghosh A

(2009). Shear Strength Response of Reinforced Pond Ash Construction and Building Materials Volume 23, pp 23862393.

2. Ghosh, A (2010). Compaction Characteristics and Bearing Ratio of Pond Ash Stabilized with Lime and Phosphogypsum Journal of Materials in Civil Engineering, Volume 22, pp 343-351.

3. Gomathi P and Sivakumar A (2014). Fly Ash Based Lightweight Aggregates Incorporating Clay Binders Indian Journal of Engineering and Materials Sciences, Volume 2, pp 227-232.

4. Kolay P.K. and Singh D.N (2010). Studies of Lagoon Ash from Sarawak to Assess the Impact on the Environment Fuel, Volume 89, pp 346351.

5. Mishra D.P and Das S.K (2010). A Study of Physico-Chemical and Mineralogical Properties of Talcher Coal Fly Ash for Stowing in underground Coal Mines Elsevier, Materials Characterization, Volume 61, pp 1252 1259.

6. Mohanty, S., and Patra, N.R (2014). Cyclic Behavior and Liquefaction Potential of Indian Pond Ash Located in Seismic Zones III and IV Journal of Materials in Civil Engineering, Volume 26, Issue 7, 06014012.

7. Sarkar R., Abbas S.M and Shahu J.T (2012). A Comparative Study of Geotechnical Behavior of Lime Stabilized Pond Ashes from Delhi Region International Journal of Geomate, Volume 3, No, 1, pp. 273-279.


PREsENT sCENARIo, CosT EFFECTIVENEss AND BENEFITs oF PPP PRojECTs IN ThE sTATE oF MAhARAshTRA (INDIA)

M.n. dekate* and dr. P.S. Pajgade**

1 INTRoDuCTIoNThe prosperity of a country depends on its infrastructure like modes of transportation, communication etc. But financial requirement is huge for the same which cannot be covered through state budgetary provisions hence strategy of road development through Private Participation (PPP) was introduced as an alternative for raising the resources for accelerated development of Road infrastructure.Government of Maharashtra - Progress in PPP sector1) In 1989 GOM declared

Policy for Infrastructure Development through PPP.

2) In 1992 completed first project through PPP on practical basis but couldnt recover capital cost through user fee due to Public unrest. Hence step taken to strengthen PPP.

3) Model Concession document published in 1996 (P-form) and revised in 2006.

4) After learning from past experience of legal frame work strengthen through amendment in the motor vehicle tax act 1958 sec. 20

6) PPP Policy-2014 is latest and comprehensive considering all past experience of implemented projects and grievances of road users.

* Chief Engineer, Public Works Department, Govt. of Maharashtra, E-mail: [email protected] ** Professor in Civil Engineering, Prof. Ram Meghe Institute of Technology & Research, Badnera, Amravati, E-mail: [email protected]

and policy framework also strengthen.

5) Policy on 27th June 2000 and subsequently revised it on 09th January 2003 and 30th July 2009.

Fig. 1 Target and Achievement of 3rd & 4th R.D. Plan

Fig. 2 Total Road Length Achieved 243172 Km

Fig. 3 Road Length Achieved under PPP- 5479 km (2.25%)

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Fig. 4 No. of Projects (193) & Total Project Cost (54366 Cr)

Many of the state roads qualify for development with two laning with paved shoulders and four laining in dense traffic area at certain locations, considering the present traffic demand. Hence such combination shall also have to be considered through PPP with full width carriage way development within town portion including all required structure like ROB, FOB, service lane etc. prior to implementation of project Economic analysis is required to observe cost benefit of PPP Project.Case study of Nagar Karmala is discussed hereunder to decide the cost benefit of the project.

Selection of this case has been done specifically to represent normally observed situation in Maharashtra State Highways. This is a classic case of capacity augmentation by widening to 4-lanes of existing two lane road passing through plain terrain.Benefits from highway improvement through Economic AnalysisIRC:SP:30-2009 is used for economical analysis to decide cost and benefits of projects of two lane over four lane road.

The Progress in PPP can be summarized as below from the above Figs. 1, 2 & 3 Till now 243172 Km road length has been completed. Out of this 7040 Km is NH, 31558 Km is SH, 50256 Km is MDR, 47573 Km is ODR and 106745 Km is VR length. The road length tackled under PPP is 5479 Km is only about 2.25% of total road length in the state of Maharashtra.From the above Fig. 4It can be seen that PWD implemented-132 projects, MSRDC-17 projects and NHAI-44 projects, comprising total projects cost of Rs.54366 Crores.At present out of total 247 Toll, 128 Toll are closed and 119 (PWD-38, MSRDC-43 and NH-38) Tolls are in progress in the state of Maharashtra.At early stage small projects were undertaken through BOT.

Meanwhile, as time passed, due to substantial increase in traffic on the same roads, need for Capacity Augmentation of existing facilities and hence larger projects such as widening to 4-lanes, 6-lanes etc were implemented under PPP in the neighborhood of the existing projects. As a result, number of toll collection points increased and it lead to public unrest and overall opposition to toll projects.Other points of public unrest are lack of facilities at toll station, delay at toll stations, rude behavior of toll collecting staff, neglect in maintenance of road etc. These are now addressed in revised toll policy (PPP Policy-2014) and it is expected that such operational issues will get resolved.Only four laning of roads through privatization will not be financially viable projects.

s. No. Road user Benefits Social Benefits

i) Vehicle operating cost (VOC) savings. Improvement in administration, law and defense.ii) Value of travel time savings. Improvement in health and education.iii) Value of saving in accident costs. Improvement in agriculture industry, trade and mining.iv) Saving in maintenance costs. Improvement in environmental standard.v) Saving in repair costs. Appreciation in value of land adjacent to roads.

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Factor Affectings. No. Roadway Factors Vehicles Factors Traffic Factors

i) Pavement width Type Traffic Volumeii) Roughness index Age Traffic component iii) Vertical profile Engine Horse power Speed iv) Horizontal geometry Power weight ratio Congestion

v) Number of Junction per km.

is many times almost same especially in State Highway. Hence it Rise and fall is assumed at zero for both existing and proposed. Similarly total length of project in widening of an existing road also remains almost same.Due to imbalanced taxation rate against subsidies for same items, the analysis needs to be carried out with taxes only. Hence analysis has been done on Financial costs and Benefits

instead of Economic.

On the same grounds, instead of updating cost using WPI, current market prices are used for analysis. For evaluating a project, saving is mainly due to reduction in fuel cost. In total VOC, the contribution of cost of tyre, engine oil, other oil, grease etc. is very less/insignificant in comparison with the fuel cost. Other assumptions are as under:

Majority projects being taken up on PPP basis are for capacity augmentation of existing roads. Hence it is mostly widening of existing roads & providing grade separation structures. Due to problems in land acquisition, horizontal geometry is restricted during construction while, vertical geometry is followed almost as it is. These constraints have a reflection on input data. for example a rise and fall of existing and proposed facility

Escalation factor Value of time 5% p.a.Construction cost 5 % p.a.Fuel price rise: 2% p.a. Fuel price rise more than this, EIRR will be better.Vehicle maintenance cost 2% p.a. Due to new technology, rise in maintenance cost is low.

Car size proportion Small 70%, Big 30 %Fuel type Cars petrol 70%, diesel 30 %

Commercial vehicles diesel 100%Roughness Existing 3000 proposed 2001

observations about IRC:sP-30While referring IRC:SP:30 for this study, following points have been observed, which IRC may consider while revising IRC:SP:30.i) Mixed nature of traffic

especially fast and slow moving vehicles.

ii) Cross movements of cross road traffic, pedestrians and cattle.

iii) Frequent opening in median against ease due to grade separated structures. Similarly advantages gained due to service roads.

iv) Encroachments along road side such as hawkers, parking etc. and subsequent reduction in speed.

v) In case of traffic jams or dead speed travel including signals; time lost and

fuel consumption at idle situation.

Hence to account for this, speed band stretches have been introduced while working-out economic feasibility of project (cost benefits assessment).

salient features of Case study of Nagar Karmala road (Maharashtra state) with special reference to IRC:sP-30-2009.

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Input Data for Economic Analysis

sr. No. Parameter Value unit1 Existing road terrain plain2 Proposed road terrain plain3 Existing length 74 km4 Proposed length 74 km5 Existing number of lanes 2 no.6 Existing carriageway width 7 m7 Proposed number of lanes 4 no.8 Proposed carriagaeway width 8.5 m9 Existing roughness 3000 km/mm

10 Proposed roughness 2001 km11 Rise Fall of project road 0 m / km12 Existing rise 0 m13 Proposed rise 0 m14 Existing fall 0 m15 Proposed fall 0 m16 Design Service Volume-existing 15000 PCu per day17 Design Capacity - existing 3000 PCu/Hr18 Design Service Volume-proposed 40000 PCu per day19 Design Capacity - proposed 8600 PuC/Hr20 Car size proportion (small & big) 70% small21 70% diesel22 Avg. occupancy in cars 4 no.23 Avg. travellers on two wheeler 2 no.24 Avg. occupancy in ordinary bus 40 no.25 Avg. occupancy in deluxe bus 40 no.26 Cost of development 703.00 Cr27 Current cost of maintenance 3.8 Cr28 Future cost of maintenance (1%) 7.03 Cr29 Current cost of renewal 38 Cr30 Renewal frequency - current 7-10 Yr31 Future cost of renewal (12%) 84.36 Cr32 Renewal frequency - proposed 6 yr33 Yearwise expense

First 25%Second 45%

Third 30%34 Civil Work rise 5% per annum35 Fuel Price rise 2% per annum36 Vehicle Maintenance rise 2% per annum37 Time value rise 5% per annum

Identified Speed band Stretches

38 speed Band & stretches car lcv bus heavy trailer length (km)Blocked/speed < 30 kmph blocked 20 20 15 15 10 12Congested/speed 30 to 50 kmph congested 40 25 20 20 15 20Free flow/speed 50 to 80 kmph free 65 40 35 35 30 20undisturbed/speed > 80 kmph undisturbed 90 60 50 45 40 24Existing Average Speed of each category 59.21 39.21 32.63 31.05 26.05 76

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VoC Comparison for 2l & 4l Road

sr. No. Parameter on 2-lane + hMs Road as per

Formula

on 2-lane + hMs

Road as per speed Band

stretches

on 4-lane + PVs Road as per

Formula

on 2-lane + hMs Road as per

Formula

on 2-lane + hMs


stretches


Formula

on 2-lane + hMs Road as per

Formula

on 2-lane + hMs


stretches


Formula

unit

CAR Bus hCV -2A

1 Speed 71.43 59.21 78.58 53.25 32.63 60.32 52.38 31.05 55.53 km / hr

2 Average 17.81 16.62 5.93 5.70 5.59 5.54 km / lit

3 Fuel cost 4.60 4.674 4.93 10.62 17.60 11.05 11.28 18.51 11.38 Rs/km

4 Tyre cost 0.35 1.07 0.32 2.02 4.17 2.04 2.07 4.35 2.03 Rs/km

5 Engine oil 0.39 0.37 0.41 0.35 0.37 0.36 Rs/km

6 Other oil 0.10 0.08 0.14 0.09 0.24 0.23 Rs/km

7 Grease 0.04 0.04 0.11 0.12 0.04 0.03 Rs/km

8 Spare part cost 0.13 0.00 0.96 0.85 1.19 0.94 Rs/km

9 Maintenance Labour

0.07 0.00 0.53 0.47 0.44 0.35 Rs/km

10 Total Distance related VOC

5.67 5.744 5.75 14.79 21.770 14.96 15.63 22.854 15.32 Rs/km

11 utilization 441.94 486.16 834.68 941.76 338.59 354.86 km/day

12 Fixed cost 0.84 1.00 0.76 1.09 1.36 0.96 2.17 2.69 2.07 Rs/km

13 Depreciation 0.16 0.15 0.27 0.24 0.53 0.50 Rs/km

14 Total Time related VOC

1.00 0.91 1.36 1.21 2.69 2.57 Rs/km

15 TOTAL VOC 6.67 6.742 6.65 16.15 23.131 16.17 18.32 25.548 17.89 Rs/km

2 wheeler LCV MAV

1 Speed 44.86 48.65 56.39 39.21 62.85 44.00 26.05 46.65 km / hr

2 Average 40.01 39.39 7.55 6.81 3.20 3.14 km / lit

3 Fuel cost 2.05 2.05 2.08 8.34 9.98 9.25 19.71 27.67 20.05 Rs/km

4 Tyre cost 0.10 0.34 0.09 1.04 2.00 0.91 3.57 5.88 3.12 Rs/km

5 Engine oil 0.09 0.09 0.23 0.22 0.80 0.65 Rs/km

6 Other oil 0.00 0.00 0.09 0.09 0.24 0.23 Rs/km

7 Grease 0.00 0.00 0.02 0.01 0.04 0.03 Rs/km

8 Spare part cost 0.10 0.00 0.45 0.36 0.90 0.72 Rs/km

9 Maintenance Labour

0.05 0.00 0.17 0.13 0.33 0.27 Rs/km

10 Total Distance related VOC

2.39 2.26 10.34 11.979 10.97 25.59 33.551 25.06 Rs/km

11 utilization 95.06 103.09 151.76 165.85 305.12 319.25 km/day

12 Fixed cost 0.24 0.30 0.22 3.80 4.59 3.47 3.36 4.33 3.21 Rs/km

13 Depreciation 0.06 0.05 0.79 0.73 0.97 0.93 Rs/km

14 Total Time related VOC

0.30 0.28 4.59 4.20 4.33 4.14 Rs/km

15 TOTAL VOC 2.69 2.54 14.93 16.569 15.18 29.92 37.878 29.20 Rs/km

yearly saving of all Vehicles

ToTAlyEARly

Proposed lMV/car 2-wheeler lCV h2A MAV sAVINGyear 2014 1.92 1.36 1.94 2.67 40.72 40.00 88.622015 2.13 1.49 2.21 3.12 43.61 45.10 97.642016 2.36 1.62 2.49 3.62 50.83 53.89 114.822017 2.63 1.77 2.81 4.20 54.60 60.73 126.762018 2.93 1.93 3.16 4.85 58.68 68.33 139.90

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2019 3.28 2.12 3.70 5.62 63.10 77.01 154.822020 3.67 2.32 4.17 6.48 67.85 86.74 171.242021 4.13 2.55 4.70 7.46 72.99 97.74 189.572022 4.65 2.81 5.32 8.58 78.54 110.10 210.002023 5.25 3.10 6.01 9.84 86.56 124.00 234.762024 5.95 3.43 6.76 11.28 96.39 138.81 262.622025 6.77 3.80 7.65 15.22 107.44 154.49 295.372026 7.72 4.23 8.63 17.35 119.80 171.91 329.642027 8.86 4.72 9.70 19.76 133.70 191.43 368.182028 10.22 5.29 10.95 22.50 149.30 213.27 411.532029 11.86 5.96 12.33 25.53 166.79 237.66 460.122030 13.86 6.75 13.92 28.95 186.44 265.09 515.002031 10.47 7.69 15.68 32.52 208.43 295.80 570.592032 11.00 6.49 17.70 36.26 233.03 330.27 634.752033 11.55 6.85 19.93 40.47 260.71 368.88 708.392034 12.13 7.21 22.39 45.19 292.01 394.02 772.942035 12.73 7.59 24.91 50.51 327.42 418.13 841.292036 13.37 7.98 27.78 56.49 367.68 443.77 917.082037 14.09 8.40 31.02 63.22 413.43 471.14 1001.312038 16.59 8.83 34.58 70.80 440.11 480.86 1051.782039 19.39 9.29 38.61 79.35 488.61 503.93 1139.19

Construction & maintenance of Road - life cycle cost of Project

year Count

year yearly Maintn

Renewal o&M Cost

Constn yearly Maintn

Renewal Net o&M

sub-Total of

Cost

Infletion Esc

Index

Current Esc

Costs

Total Cost

Total Benefit

Net Benfit

IRR

Existing Existing Existing Proposed Future Future Future - exist

Escalated

0 2014 3.8 3.8 175.7625 175.76 1.05 184.55 184.55 88.62 -95.93

1 2015 3.8 3.8 316.3725 316.37 1.10 348.80 348.80 97.64 -251.16 #NuM!

2 2016 3.8 3.8 210.915 210.92 1.16 244.16 244.16 114.82 -129.34 #NuM!

3 2017 3.8 3.8 0 7.03 3.23 10.26 1.22 12.47 12.47 126.76 114.28 -56%

4 2018 3.8 3.8 0 7.03 3.23 10.26 1.28 13.10 13.10 139.90 126.81 -24%

5 2019 3.8 3.8 0 7.03 3.23 10.26 1.34 13.75 13.75 154.82 141.07 -7.07%

6 2020 3.8 3.8 0 7.03 3.23 10.26 1.41 14.44 14.44 171.24 156.81 3.54%

7 2021 3.8 3.8 0 7.03 3.23 10.26 1.48 15.16 15.16 189.57 174.41 10.44%

8 2022 3.8 3.8 0 7.03 3.23 10.26 1.55 15.92 15.92 210.00 194.08 15.16%

9 2023 3.8 38 41.8 0 7.03 84.366 49.60 140.99 1.63 229.66 229.66 234.76 5.10 15.25%

10 2024 3.8 3.8 0 7.03 3.23 10.26 1.71 17.55 17.55 262.62 245.07 18.44%

11 2025 3.8 3.8 0 7.03 3.23 10.26 1.80 18.43 18.43 295.37 276.94 20.75%

12 2026 3.8 3.8 0 7.03 3.23 10.26 1.89 19.35 19.35 329.64 310.29 22.45%

13 2027 3.8 3.8 0 7.03 3.23 10.26 1.98 20.32 20.32 368.18 347.86 23.76%

14 2028 3.8 3.8 0 7.03 3.23 10.26 2.08 21.33 21.33 411.53 390.20 24.77%

15 2029 3.8 3.8 0 7.03 3.23 10.26 2.18 22.40 22.40 460.12 437.73 25.56%

16 2030 3.8 38 41.8 0 7.03 84.366 49.60 140.99 2.29 323.16 323.16 515.00 191.84 25.82%

17 2031 3.8 3.8 0 7.03 3.23 10.26 2.41 24.69 24.69 570.59 545.90 26.36%

18 2032 3.8 3.8 0 7.03 3.23 10.26 2.53 25.93 25.93 634.75 608.82 26.80%

19 2033 3.8 3.8 0 7.03 3.23 10.26 2.65 27.23 27.23 708.39 681.17 27.16%

20 2034 3.8 3.8 0 7.03 3.23 10.26 2.79 28.59 28.59 772.94 744.36 27.45%

21 2035 3.8 3.8 0 7.03 3.23 10.26 2.93 30.02 30.02 841.29 811.27 27.68%

22 2036 3.8 3.8 0 7.03 3.23 10.26 3.07 31.52 31.52 917.08 885.56 27.87%

23 2037 3.8 38 41.8 0 7.03 84.366 49.60 140.99 3.23 454.72 454.72 1001.31 546.59 27.96%

24 2038 3.8 3.8 0 7.03 3.23 10.26 3.39 34.75 34.75 1051.78 1017.03 28.08%

25 2039 3.8 3.8 0 7.03 3.23 10.26 3.56 36.48 36.48 1139.19 1102.70 28.18%

98.8 114.00 212.8 703.05 161.70 253.10 213.40 1331.25 53.67 2228.5 2228.458 11807.91 9579.454

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Effective benefit after capacity augmentation from 2 lane to 4 lane road is Rs.9579 crore and EIRR is 28.18%. Hence the project is feasible for four laning.PPP Benefits

The widely perceived benefits are as follows: Privatsation relieves the

Government from the financial and Administrative burden in relation to the proposed works.

Privatisation accelerates growth in the economy through the PPP projects and a ripple effect in the private sector.

Privatisation leads to increase in efficiency and productivity and the provision of a better service to the public.

Increase in traffic speed as

good quality road is available.

Time saving due to one way movement on four lane roads.

Petrol, Diesel saving due to unobstructed traffic movement.

Saving in vehicle maintenance due to good condition of roads.

Decrease in Pollution due to dynamic movement of vehicles.

Decrease in Accident due to central verge and one way traffic and improvement of geometry of road.

Concluding Remarks -1) Boost to industrials and

agriculture development, agro industry due to speedy traffic movement.

2) Private participation will create value for money in the existing

infrastructure network.3) Learning from field

experience revision of PPP Policy is a continuous process to strengthen the PPP scheme.

4) PPP Scheme is one of the best alternative resources for Infrastructure development of state through private sector financing.

5) Financial risk, Execution risk and market risk are transferred to private sector.

6) user fee shall be levied out of saving from vehicle operation cost.

7) Level of service needs to be necessarily high during the concession period.

8) Economical evaluation shall be carried out prior to implementation of project.

9) General public should know the benefit of project for which it is essential to work out the cost benefit of the project.

A) summary of Economic Evaluation of 2 lane upgraded and 4 lane PPP Project (74.00 Km) Including speed band stretches as per present site conditions and proposed facility.

sr. No. Type of Vehicle VoC in Rs/km on 2-lane RoadVoC in Rs/km on

4-lane Road saving in Rs/km.

1CAR

6.742 6.6500.089

1.415+ time value saved 1.326

2 BuS 23.131 16.170 6.973 LCV 16.569 15.180 1.394 H2A (2 Axle truck & 3 Axle truck) 25.548 17.890 7.665 MAV 37.878 29.200 8.68

B) EIRR (Economic Internal Rate of Return)Effective benefit of 4-lane project

1. Construction and O&M (effective) cost of 4-lane road in next 25 years with escalation @5% p.a. 2014-2015 TPC-703.05 Cr.

Rs.2228.45 Cr

2. Total benefit due to saving in VOC. Rs.11807.91 Cr3. Hence effective benefit Rs.9579.46 Cr4. EIRR achieved 28.18%

(far more than 12%)


ANAlysIs oF FlEXIBlE PAVEMENTs FoR VIsCoElAsTIC REsPoNsEgiriSh kuMar*, deePthi Mary diliP** and g.l. SivakuMar BaBu*

IH August 2015

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