Indian Highways Vol.41 1 Jan 13

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INDIAN HIGHWAYSA REVIEW OF ROAD AND ROAD TRANSPORT DEVELOPMENT

The Indian Roads Congress

E-mail: [email protected]/[email protected]

Founded : December 1934

IRC Website: www.irc.org.inJamnagar House, Shahjahan Road,

New Delhi - 110 011

Tel : Secretary General: +91 (11) 2338 6486

Sectt. : (11) 2338 5395, 2338 7140, 2338 4543, 2338 6274

Fax : +91 (11) 2338 1649

Kama Koti Marg, Sector 6, R.K. Puram

New Delhi - 110 022

Tel : Secretary General : +91 (11) 2618 5303

Sectt. : (11) 2618 5273, 2617 1548, 2671 6778,

2618 5315, 2618 5319, Fax : +91 (11) 2618 3669

No part of this publication may be reproduced by any means without prior written permission from the Secretary General.

Edited and Published by Shri Vishnu Shankar Prasad 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 of 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.

VOLUME 41 NUMBER 1 JANUARY 2013

CONTENTS ISSN 0376-7256

Page

2-4 Editorial

Technical Papers

5 Approach For Harmonious Working

M.V. Sastry

10 A Comprehensive Approach to Sustainable Highway Development Strategies

Baban Ram and S.K. Chaudhary

Presentations

15 Presentation on “Challenges in Financing in Road Sector Projects - Investors Perspectives and Possible Solutions”

by Athar Shahab

16 Presentation on “Area Based & Performance Procurement Systems with Asset Management Concept”

by Ashok Kumar and Rajesh Rohatgi

21 Presentation on “Mega Road Projects-Issues in Financing” by D.R. Santhana Krishnan

Technical Papers

24 A Laboratory Study on Mastic Asphalt

Praveen Kumar and A.K. Shivkumar

42 Recycled Concrete Aggregate in Concrete Pavement Construction-An Innovative Approach For Sustainable Development

V.V.L. Kanata Rao, Surya Maruthupandian and Lakshmy Parameswaran

51 Design and Construction of Modied Retaining Structures Ram Asra Khural

60 Geotechnical Investigation of Shedi Soil Blended with Pond Ash, Lime and Coir

A.U. Ravi Shankar, Prashant S.K. and Chandrashekar, A

73 Automated Detection and Measurement of Cracks from Monochrome Video Clips Captured By Road Network Survey Vehicle

Huidrom Lokeshwor, Lalit K. Das and S.K. Sud

86 Circular Issued by Ministry

87 Tender Notice of NHs Bareilly

88 Tender Notice of NHs Chennai

89 Tender Notice of NHs Kanpur

90 Tender Notice of NHs Madurai

91 Tender Notice of NHs Madurai

92 Tender Notice of NHs Tirunelveli

93 New/Revised Publications now Available on Sale


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2 INDIAN HIGHWAYS, JANUARY 2013

Dear Readers,

Wishing all the Readers a Very Happy & Prosperous New Year 2013.

It is generally forgotten that road construction is a noble profession. It is not just a commercialundertaking operating on the laws of demand and supply enabling the agency to charge the userfee but in reality does a noble duty of connecting people with each other, with essential servicesand facilities like educational institutions, lifesaving hospitals, etc. Therefore, the road building inessence is a service oriented profession which helps in building strong society and nation.

Roscoe Pound touched the essence of the matter: “Historically there are three ideas involving in a profession:- Organization, learning and a spirit of public service. These are essentials, the remainingidea that of gaining the livelihood is an incidental”. But in today’s age and time the basic truths are just forgotten.

Does the structural constraint in the road sector directly impact the economy? To simplify this importantaspect, let’s talk about ination which is directly related to supply, productivity & demand. Thestructural constraints have an impact on productivity, capacity and supply and therefore, consequentlyon the ination. The structural constraints in crucial road transport sector impacts the competitivenessedge of a private/public service yield as well as sustainable prot margin not only at domestic level but also at international level. For example, the structural supply constraints remain intractable in theabsence of increase in production. The same is also applicable for sluggish demand scenario.

However, with increasing supply/demand (or both) involves improving entire process channel:-Extension and expansion of inputs, service, market organizations & logistic requirements for storage,communication network & services, delivery logistics & timely transportation, etc. In areas of weaknessin the process channel or inability to deliver may cost irreparable setback to the envisaged projectedgoal/target. The road transportation system within the ambit of overall communication service is a basic enabler for effectiveness and efciency. Increase in supply is facilitated once the transportationroad infrastructure is in place. In short, ination is likely to continue unless supply increases throughimprovement in production capacity, production and timely transportation. In all these the efcientroad connectivity plays a pivotal role and more emphasis required to be given if higher economicgrowth is targeted.

So shape the growth direction of the economy with the better roads. In the current economic scenario,

the vitality of the dynamics of the roads needs to be understood to overcome the growth deceleration.The road sustains social and economic activities and generally user take it granted that roads to bein a good condition at all times. However, as it is constantly under trafc loads and severe weatherconditions, road are being damaged day by day and without a good care it may collapse like other livingcreatures. Therefore, the road building process, procedures and intricacies needs to be demystied.The vibrancy effect of highway sector on the other sectors of economy needs to be felt. The aptitudeof the Indian economy to grow on sustainable basis at a higher GDP growth rate need not be seen witha cynical mindset. Is it not surprising that for about two decades the vehicle growth rate as witnessed

From the Editor’s Desk

ROADS FOR ECONOMIC UPTURN

WAY TO UNLEASH THE INDIA’S POTENTIAL TO BECOME WORLD’S GROWTH CENTRE


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INDIAN HIGHWAYS, JANUARY 2013 3

EDITORIAL

is about 9.9 CAGR. This only points towards the inherent economic strength of the country. The road

transport sector as a whole is not only a facilitator but also a pusher for the entire service sector and

today the service sector has become a major component in the GDP growth rate.

Usually, the road building has not been visualized in terms of “poverty reduction strategy” or

empowerment of people by inclusively inclusion of them in development and growth story. In thisdirection government have also initiated the programme of providing better road connectivity in the

tribal areas. The tribal belts are struggling for a change towards betterment and to become inclusive

part of the growth & development story of India. Besides, this initiative also may help in opening up

opportunity of creating new markets as well as avenues of availability of new resources for different

sector of economy. The cascading growth impact on the economy from the road construction activity

requires a realistic assessment.

It is not that the road construction activities are not mired with delays & controversies, especially in

regard to litigations, land acquisition complexities, shifting of utility service etc. However, there is a

need to adopt an “out of box approach” to overcome the problems being faced in the road construction

activities. Normally most of the people look outwards when they faced the problem. This approachhas a major repercussion, as the opportunities to look inside to improve/correct the deciencies aremissed out.

The inner constraints if not addressed, to in a timely manner leads to poor growth, achievement

and progress. So what is require, is to realize the complete value and potential of the road sector to

the economy by blending the technical wisdom, experience, expertise, technologies etc., along with

adoption of new models of channelization of resources for inclusive participation of the public at

large. Measures inducing condence in the public that they are stakeholders in the road developmentactivities in real sense may need some attention. Poor road infrastructure, trafc jams, inadequateroad side facilities inconvenience etc., leads to anger and resentment.

Does it mean that the responsibilities towards social and economic issues are not properly addressed?Are such situations are avoidable by timely interventions. Are the apt futuristic planning concepts

based actions were resorted to? Think, think & think.

The better road connectivity in the Indian scenario have led to creation of semi-urban and semi-rural

areas in addition to already existing rural & urban areas. Not much thought have been given for

addressing to their transportation needs. Better & assured road connectivity also restricted migration

of people in search of employment. And it transforms into more journey’s by road and (also by train).

This creates an optimal condition for “economy on move”. This is what the country requires. The

positive aspect of road sector activities leading to growth in tourism sector, employment generation,

decentralization, etc., perhaps makes it one of the biggest employment creating sector.

The rose is not without a thorn, the lotus is not without mire. The need of the hour is to strike the right

note. The completion of highway projects needs to be accomplished to avoid time and cost overrun.

The cause of delay in one project especially in mega/big-ticket project should be analyzed to take

remedial measures for subsequent projects. Due consideration may be given to limiting aspects like:-

tendency to launch projects without proper preparation’s in place, poor shelf life of DPR’s leading

to higher risk/unviability of projects during implementation, poor land records, inadequate detailed

site assessment, poor trafc records/growth/demand data, low coordination among the concerneddepartments/agencies etc.


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EDITORIAL

Therefore, like any other economic development activity, the highway projects also require due risk

assessment and analysis as well as identication of possible mitigation measures. If the same is givena go-by, then opportunity to maximize the returns through optimization of resources may be missed.

Can we think of giving ratings for road developmental projects - [bankable ratings (for nancing) is

most common] Developmental plan rating and Construction & Operation plan ratings may to someextent create embedded sustainability in the project model.

Despite uncertainties in the global economy at present, India’s growth story remains credible as its

fundamental strength remains strong. The road sector considering its resultant economic benets toother sectors of economy further strengthens the scope of strengthening the economic foundation and

providing more resilience to the economy. However, some thought may also be given as to what the

other sectors of economy getting benetted from the good roads are contributing towards the roadsector. Some percentage of Corporate Sector Responsibility (CSR) fund may also be channelized for

research/pilot/pioneering projects in the road sector to create win-win situation.

Let’s, therefore, have a unique map to move on the road to peace, prosperity and growth through good

& efcient road network in the country.Let us involve all sectors and stakeholders in road construction activities so as to develop an exemplary

service model to the mankind – peace, prosperity and growth coupled with social harmony with

social development and optimally utilizing the resources including three dimensional developments

in relation to land resources.

The issues, concerns and challenges to road sector are many. However, the need is to consolidate

and move forward with simultaneous increase in capabilities and capacities, etc. Can through PPP

projects in road sector we address the Purchasing Power Parity (PPP) of people. Can we think of

moving to 5 P’s concept with inclusive people’s participation in PPP projects? Can we move towards

the concept of saleability of PPP projects in road sector? The sale prot so accrued can be shared by the government, public and private sector. Can we think of increasing the lenders’ condence inthe soundness of project and its projection with better debt: equity ratio? Such concepts may help in

optimally managing the management of PPP projects in road sector.

The current economic environment have thrown up unique opportunities for effecting structural shift.

Let us join our efforts, as road infrastructure development is a progressive activity of today which

assures brighter future of tomorrow.

John Maynard Keynes said “The difculty lies not so much in developing new ideas as in escapingfrom old ones”

Place: New Delhi Vishnu Shankar Prasad Dated: 26-12-2012 Secretary General


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1 FAMILY-KEY ELEMENT FOR

HAPPINESS AND PROGRESS

For a healthy society and a pleasant life, harmonious

family is the root. Family is the foundation for us, for

the society we live in and to the world at large. For

our successes and failures, as also happiness, house/

family is the support. If the family is harmonious, our

lives will be pleasant. For the institution of family to

run smoothly, the marital relationship between the

husband and wife should be strong. While husband isthe head of the family, the wife runs it skillfully with

patience. Her role is pivotal and is the centre point for

the enlargement of the family. She has to treat well the

relatives that come, take care of the earnings of the

husband, spend economically and preserve something

for the future. Love, understanding, belief, friendship,

mutual dependence, sharing are all a part of this

relationship. Both should share the burden of the work

equally. The philosophy of Ardhanareeswara signies

the happiness that comes out of friendship, closeness, presence in front, assistance, loving attitude, security,

protection, thinking of each other and mutual harmony

between the two. With goals of job, acute competition

and hectic life style, as years advance after marriage,

the distance between them increases, small differences

escalate into big ones. It is for the couple to realize the

importance of love (which is a great experience) and

take steps before the situation goes out of control.

2. PREVENTION IS ALWAYS BETTER THANCURE.

They should keep in view: Married people are more

happy compared to those who remain alone. Self-

respect and contentment towards life are also much

APPROACH FOR HARMONIOUS WORKING

M.V. SASTRY*

more and pressure is less. But those are not to that

extent in those who do not have steady/harmonious

relationships. By marriage, they get benet fromsteadiness, discipline, social status. To make it a

success:

1) Both should proceed forward jointly as per

a plan. Both should share work at home. If

both are working, engaging a maid for house

work and washing clothes, and if needed and

affordable, somebody for cooking could beconsidered. They should go to super market on

weekends.

2) One should try to adjust to the other as it is,

as far as possible. Trying to change the other

forcibly against the will is detrimental.

3) One should not think that he/she should have

the upper hand always. Differences of opinion

should be reasonable and should not make the

other feel as a loser. Shouting loudly, talking

in a way that it hurts the other is taboo. After aquarrel, who ever may be at fault, should ask for

forgiveness. Talking when one is upset or angry

should be avoided. Looking at greenery for a

few minutes will uplift the spirits. The greatest

intoxication is that of the EGO. The worst

madness is that of ANGER. Do not carry your

differences to the bed room. Communication

Channels should always be kept open.

4) Giving and taking respect should be mutual.

5) Each should look appealing to the other with

a pleasant disposition. Both should share

humor and happy moments. Touch, hugging

etc. increase nearness, gives happiness and

alertness.

* Retd. DG (RD), Former Vice-President IRC and Past Chairman ING/IABSE


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6) Happiness displayed should be natural and

not articial. There should be integrity. Tryto enhance the sense of humour in you. If you

are able to laugh at yourself, it is a powerful

constructive feeling that will pave the way forhappiness.

7) Adjustment on the part of both and mutual

assistance are essential. Be it steps or thoughts,

they should be together. If one can think that

he/she is for the other, the journey of the couple

will be pleasant and happy till the end.

Being able to share each other’s opinions, respecting

each other’s weaknesses is important. Welcome

newness. Humour increases love and attraction. When

individuality and freedom become united, marriage

relationship becomes worthwhile.

3 THINGS THAT WILL ASSURE SUCCESS

We have to manage our mind for success. Things that

will assure success are:

1) Goal-setting and actualization (Write them

down and work for them)

2) Time management (Do more work in shortertime. Working sharper is needed)

3) Excellent relationships.

4) Stress management (Normally we use logical

left brain. By practicing relaxation techniques,

we start using the unutilized right brain too and

this enhances our potential)

5) Communication skills (Get your thoughts and

ideas across to those who matter)

6) Assertive behaviour (Develop ability to say

‘NO’)

7) Positive mental attitude (Tick off the occasional

downswings and believe in looking at the

positive future that lies ahead)

8) Enthusiasm (Feel genuinely enthused about

everything that you do)

9) Networking (Better chances of knowing people

who work in responsible positions)

10) Mind management (Use both sides of brain.

Balance comes between practical aspects of

daily life and creative experiences provided bythe sub-conscious)

4 THOUGHTS CAN CHANGE OUR

DESTINY

We are the builders of our own destiny. Law of Karma

tells: ‘As you sow, so shall you reap’. Thoughts, are

forces, the building blocks of life. With thoughts,

we are making our destiny. Every good thing that

you do, can change your destiny. Thoughts lead to

action. Action when it is repeatedly performed formsa habit. It is your habits that form your character. It is

your character that determines your destiny. William

James said: ‘The greatest discovery of any generation

is that a human being can alter his life by altering his

attitude’.

5 LIFE TIPS

Ups and downs are common in life. Difculties-conveniences, having-not having, sweetness-

bitterness, happiness-sorrow; all peep into the life, be

they haves or have-nots. Every situation determines

the shape of life. We search for solutions when we

face problems. Those solutions remain as lessons of

experience. If you have the courage to welcome the

issues/challenges, you can be said to have the strength

and skill to lead the life. Failure is the stepping stone

for success. You have to make continuous efforts to

correctly plan the life. Some tips to ensure success

are:

1) Know about yourself (A conscious person will

start thinking about this and when you nd areply, life starts)

2) Meaning for life (Observe surroundings and

relationships. Question for whose sake and for

what purpose you are living. The responses

determine the direction of life and ultimately

the objective)


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3) Where did you start your life (childhood, youth,

middle age, old age. One of these four makes

a person think and makes him walk towards

life. Starting life at youth is preferable, then

it enables one to welcome different types ofexperiences).

4) Where are you? (If you know your present

position you can plan to reach the destination,

you can update, recharge yourself, enhance

competitive spirit and take steps that you don’t

slip)

5) Getting inspiration for life (On the way, you

come across several lives. Getting updated with

new things and moving forward with that new

spirit will lead to better life)6) Does the work give you satisfaction/

contentment? (The satisfaction that you get

from work not only makes you happy but also

gives you dynamic spirit. To be successful, not

only effort but also correct path is required. To

lead a peaceful life, you should be able to know

whether that is giving you real satisfaction)

7) Societal relationships (The happiness you get

from the relations with the society gives more

strength to life)8) Strength-weaknesses (know about them in you.

One who reduces weaknesses becomes a strong

person. Strength is not weapons; it could be

physical or mental. Brighten the strengths in

you)

9) What you want to achieve? (know that so that

you can reach the goal with speed overcoming

obstacles on the way)

10) Love and respect yourself (such persons know

the value of life). Move forward with enthusiasmand vigour, taking care to see that your family

and societal relationships do not get broken.

6 SPEAK SOFTLY

One should speak softly and clearly. Rude talking

should be avoided at all costs. While working, if

somebody talks rudely, being silent is better. By

replying rudely, atmosphere and relationships get

vitiated. At another time and in other context, it is

better to pointout politely that you were hurt by his

rude talk. Be it the boss in the ofce or members of thefamily, it is necessary to convey the issue correctly.

When the husband talks like that and that too in the

presence of the children or others, it needs to be told

politely at another time that you got upset so that such

behavior is avoided in future. Similar action should

be taken for the children also. The sharpness in the

words and emotions in the face, although not realized

by those who do it, hurts the recipients who are in

front and are experiencing the result. That is why thesaying goes: If your talk is good, the village/town

will be good. What is spoken is like an arrow that has

been released which cannot be taken back. So, one

should think and be careful before talking. If despite

care, some words slip out, one should apologise at the

earliest so that the damage is minimized. As far as

possible, try to talk politely, pleasantly and softly.

7 APPRECIATION

Human relationships thrive on caring, sharing and

mutual appreciation. We rely on our loved ones, our

friends and those closest to us, for moral support

and encouragement. Human relationships need to

be nurtured. Think of friends, spouses and parents

as precious plants that need constant tending. When

tensions are rising and troubles are mounting, it

is people who are close to us that bear the brunt of

our stress. We are often courteous, polite and kind

to perfect strangers, but rude and brusque to ourown spouses and parents. Many relationships suffer

from sheer neglect and indifference. Even love has

a shelf life. There is nothing like warmth, love and

appreciation to revitalize relationships. All of us need

to take time to live-to appreciate all the good things

and wonderful people around us. This is sure to bring

us, and them, a good deal of happiness.


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8 MEDITATION TO BUILD POSITIVE

THINKING AND SELF ESTEEM

Step 1: Sit down comfortably on a chair with a straight

back, feet rmly placed on the ground, and handsresting gently on your knees.

Step 2: Now close your eyes; take a deep breath.

Inhale slowly and deeply, till you feel your abdomen

and diaphragm expanding. Breathe out slowly; exhale

through your nostrils and if necessary, through your

mouth to ensure that your lungs have released all the

carbon dioxide. Breathe in-breathe out. Repeat four to

ve times, till you feel completely relaxed.

Step 3: Feel the breath entering and leaving your body. Be aware of your breath as a life force - vital,

positive, infusing you with new life and new energy

every time you breathe. Feel your interconnectedness

with the universe, ve elements. As you breathe out,throw out all the negative energy building up within

you and feel lighter.

Step 4: Visualize yourself seated at an executive table.

Before you is an IN tray. It is full of envelopes addressed

to you. Each one has a label: condence, enthusiasm,

positive thinking, energy, love, friendship, success,achievement, growth, maturity, wisdom, peace, and

prosperity… your IN tray is full of all the positives

of life. Visualize yourself opening each envelope

carefully, and ling away their precious contents inyour personal folder. Your folder is now full of all the

good things of life.

Next visualize yourself turning to another tray marked

FOR DISPOSAL. In this tray are piled up all the

negatives that you really do not need. Pick up each

one, look at what it contains, tear and put the pieces

in the waste paper basket: difdence, discouragement,disappointment, frustration, lack of opportunity,

failure and so on….

Now your personal folder is free of all the negatives

and overowing with the positives. Feel your sense ofself worth and self esteem.

Step 5: Hold the visualization of your self-worth and

self-esteem till it is completely internalized. Feel the

positive vibration around you.

Step 6: Rub the palms of your hand together and placethem gently on your eyes. Open your eyes slowly and

see yourself full of positive energy.

9 WHAT BRINGS PEACE

Nothing can bring man peace but himself; nothing

can bring him peace but the victory over his own

lower self, the triumph over his own senses and mind,

desires and cravings. Peace comes from prayer, japa,

kirtan, meditation, good and sublime thoughts andunderstanding. Development of cosmic love, kindness,

forgiveness, understanding of the views of others,

selessness, desirelessness, non-attachment, freedomfrom ‘I’ ness and ‘mineness’ and cravings, devotion to

God, self-restraint, control of the mind and the senses

brings happiness and peace of mind. The foundation

of bliss is within oneself in the Immortal Atman or

the soul. Through sadhana man should attain the

knowledge of the self within.

Mother Teresa said:

- Peace begins with a smile

- Condence is God’s gift. It comes from prayer.The result of silence is prayer. The result of

prayer is condence. The result of condenceis love. The result of love is service. The result

of service is peace.

10 PRAYER

One is perfectly justied in approaching God andasking for anything that may fulll a need if thatrequest is wholehearted and sincere. The best way to

pray is to want a thing very much. Let your heart warm

with it, then relinquish it, and a veritable dynamo of

spiritual power will be released. Dr William H Boddy

said: ‘Many of the highest values of life can never be


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received except by the soul that asks, asks trustingly,

lovingly, faithfully’. The last stage of spiritual

progress: a stage where one feels that work is worship

of God. It is not necessary to ring the bells in a temple.

What is required, is to make our daily work into actsof worship.

The satisfaction of doing a QUALITY job is

unprecedented. It requires that what is delivered

conforms to the requirement, quality control has

been exercised, there are inbuilt mechanisms in the

system/processes to prevent creeping in of errors,

the performance standard of zero defects is satised

and price of non-conformance is avoided. For this,

continuous improvement and quality control are the

watch words. Continuous improvement is nothing

but the development of ever better methods. Quality

control is the art of doing the obvious and doing it right.Zero defects means conrming to the requirements therst time, every time i.e. doing right each and everytime. This needs commitment and dedication towards

QUALITY at all levels of the organization. Vincent T

Lombardi said: The QUALITY of a person’s life is in

direct proportion to their commitment to excellence,

regardless of their chosen eld of endeavor


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ABSTRACT

Sustainable development as ‘development that meets the needs of

the present without compromising the ability of future generations

to meet their own needs’. There is a need presently to conserve our

limited resources and maintain existing ones in order to remain

sustainable many years from now, that is – using, developing and

protecting resources at a rate and in a manner that enables people

to meet their current needs and also provides for future generations

to meet their own needs.

Spiralling oil prices (until recently) and the dwindling of natural

resources such as good-quality crushed aggregates and sand hasforced us to consider new strategies to effectively protect, manage

and sustain our highway pavements so that not only are they safe

to use, but can also be maintained effectively and last longer.

In the present paper author has made an attempt to present the

presently available techniques and technology that can be

incorporated into the various phases of the highway pavement life

(i.e. design, construction and maintenance/rehabilitation) in order

to develop a sustainable highway strategy. It briey describes on perpetual pavement design, life-cycle analysis, warm mix asphalt,

performance specications and pavement recycling.

1. DESIGN PHASE CONSIDERATIONS

a) Perpetual Pavement Design

There have been a number of signicant changesin recent years that have made the design of new

pavements and the rehabilitation of existing pavements

very challenging for pavement engineers:

• The amount of freight carried on the road

network (in truck tonne km) has increasedtremendously.

A COMPREHENSIVE APPROACH TO SUSTAINABLE HIGHWAY

DEVELOPMENT STRATEGIES

ER . BABAN R AM*, DR . S.K. CHAUDHARY**

• Allowable truck vehicle mass has been

increasing at about 10% each decade.

• Truck tyre pressures have increased from about

550kPa to over 700kPa with the change from

cross-ply to radial tyres.

Apart from designing a long-lasting, durable pavement

to incorporate those changes, considerations must

also be made to reduce the use of materials and other

resources during the construction and maintenance

phase. Also, an alternative pavement design approach

must be considered to model the pavement structure

subjected to trafc loadings as accurately as possible, as

current empirical pavement design procedures (derived

from experience or observation) are inadequate to

incorporate those changes. A possible design solution

to these requirements is to use perpetual pavement.

Perpetual pavement is a term that describes long-life or durable pavements. Studies on pavement

performance records in the United States found that

many thick asphalt pavements have survived for over

40 to 50 years and still showing no sign of impending

structural distresses (bottom up fatigue cracking or

rutting deep in the pavement structure).

Rehabilitation of perpetual pavements is limited

only to repairing the deterioration that initiates at the

surface (i.e. a repair strategy of mill and replace the

surface layer or surface recycling).

* Engineer-in-Chief cum Additional Commissioner cum Special Secretary, Road Construction Deptt, Bihar, Patna

** Assistant Engineer, Road Construction Deptt., Bihar, Road Sub Division, Sakri, Darbhanga


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Fig. 1 Typical Section of a Perpetual Pavement

Perpetual pavements use multiple layers of durable

asphalt to produce a safe, smooth and long-lasting

road (Fig. 1). The pavement design begins with a

strong, yet exible bottom layer that resists tensilestrain caused by trafc, and thus stops cracks fromforming at the bottom of the pavement.

A strong intermediate layer completes the permanentstructural portion, and a nal layer of rut-resistantHMA yields a surface that can last for many years

before scheduled restoration. Mechanistic design

procedures are used to design perpetual pavements–

fundamental material properties (resilient modulus and

Poisson’s ratio) and predicted trafc loadings are takeninto account to determine pavement behaviour. The

provision of enough stiffness in the upper pavement

layers to preclude rutting and enough total pavement

thickness and exibility in the lowest layer to avoidfatigue cracking from the bottom of the pavement

structure is required in designing a perpetual pavement.

Monismith and Long have suggested that the limitingtensile strain at the bottom of the asphalt layers should

be no greater than 60με, and that, at the top of the subgrade, the vertical strain should be limited to 200με.Asphalt thickness proposed in other design procedures

shows these strain levels to be reasonable.

Fig. 2 Example Illustration of Pavement Life-Cycle Expenditure Stream Diagram


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The advantages of perpetual pavement include the

following:

• A perpetual pavement provides durable

and long-lasting roadway; expensive, time-

consuming, trafc-disrupting pavement.

• Reconstruction or major repair is not required.

• Easier and cost-effective maintenance;

scheduled surface restoration performed on

perpetual pavement saves time and money,

as the road structure is not removed for

reconstruction.

• Asphalt in the perpetual pavement structure is

recyclable, providing further cost savings and

environmental benets.

b) Life Cycle Analysis

Life Cycle Cost Analysis (LCCA) is an engineering

analysis tool that allows alternative highway pavement

types and maintenance strategies for a project to be

evaluated throughout its life analytically; the most

cost-effective alternative is then selected based on

economic merit. The lifecycle costs of a road pavement

include the money spent on the initial construction of

the pavement, maintenance over its lifetime, and the

cost to users for their delay during maintenance and

reconstruction. For example, the life-cycle costs of hot-

mix asphalt pavements are normally compared to that

of concrete pavements for their design life, including

considerations of the proposed future maintenance

strategies for each pavement type. The steps for the

LCCA process are described as follows:

• First, appropriate pavement design and

maintenance & rehabilitation alternatives are

dened for a given project. For each proposedalternative–initial construction or rehabilitation

activities, the necessary future rehabilitation

& maintenance activities and the timing of

those activities are then identied. Fromthis information, a schedule of activities is

constructed for each project alternative.

Next, activity costs, which include direct department

expenditures (e.g. construction and maintenance costs)

and also user costs (e.g. lost time to the public and

vehicle expenses), are estimated. A predicted schedule

of activities and their associated department and user

costs are combined to form a projected expenditure

stream for each project alternative (Fig. 2).

• Once the expenditure streams have been

determined for all the alternatives, the next

step is to calculate the total life-cycle costs for

each alternative. The projected activity costs

for a project alternative cannot simply be added

together to calculate total life-cycle cost as

money spent at different times have differentvalues to an investor. LCCA uses discounting

to convert anticipated future costs to present

current values so that the lifetime costs of

different alternatives can be directly compared.

The project alternatives can then be evaluated

based on their life-cycle costs.

2 CONSTRUCTION PHASE CONSIDERATIONS

a) Warm Mix Asphalt

Technological improvements are currently being

explored by the hot-mix asphalt industry to reduce

asphalt production temperatures, thus reducing the

energy required to produce asphalt. Warm-mix asphalt

is distinguished from hot-mix asphalt mixtures by

the temperature regimes at which they are produced;

warm mix asphalts are generally produced in the

temperature range of 105ºC to 135ºC, compared to

the conventional hot mix asphalt which is typically produced in the range of 140ºC to 170ºC.

Currently, at least three different processes are being

actively marketed:

• a process that uses foamed bitumen

• the use of an organic additive


14/102

TECHNICAL PAPERS


• application of emulsion/chemical additive The

foamed bitumen mix approach utilises foaming

action (created by the addition of water) which

temporarily increases bitumen volume and

decreases asphalt viscosity, resulting in similarworkability at relatively lower temperatures

than conventional hot mixes.

Organic additive products are based on their unique

melting point characteristics. These additives provide

extra uidity to the mixes at temperatures above100°C, where mixing and placement normally occur.

At service temperatures, it reportedly provides better

stability to the mixes. Emulsion application utilizes

emulsied binder in place of conventional bitumen binder. Although bitumen emulsion mixes are

normally used in ‘cold mix’ applications (i.e. producedat ambient temperature), the Evotherm emulsion is

applied at higher temperatures (above 100°C).

Due to this high temperature (which is still lower than

conventional hot mixes), the water in the emulsion

evaporates rapidly during the mixing and placing

process, resulting in hotmix-like end products.

Examples of warm-mix products available in the

market include foamed-mix based products (Aspha-

Min®,WAM Foam® and LEA), organic additive

products (Sasobit®, Asphaltan B®, CECABASE RT92® and Licomont BS100®) and nally the emulsionapplication (Evotherm® and WAM Emulsion).

Warm mix asphalt products have recently been gaining

attention due to the increasing emphasis on protecting

the environment.

By lowering the production temperature, a reduction

in fume emissions is possible (Fig. 3). In addition,

there are other potential benets as follows :

• cost savings by using less fuel for heating• cleaner working environment due to a reduction

in fumes and odour during production and

placement

• safer working environment due to lower

temperatures during production and placement

• the possibility of retaining the workability of the

mix after longer haulage (due to lower limit in

workable temperature and slower temperature

reduction rate)

• the possibility of placement in cooler weather

(thus extending the construction season).

c) Performance-Related Specications

The specications for the construction of pavementscan generally be classied into Method-RelatedSpecications (MRS), End-Result Specications(ERS) and Performance-Related Specications(PRS). Highway departments/agencies worldwide are

moving beyond MRS/quality assurance specicationsthat specify end product quality, to PRS that specify

quality in terms of desired performance over the long

term.

PRS are those in which the product pavement is directly

dependent upon its actual performance. Typical of

these specications are warranty, limited warrantyand design build-operate contracts. Contractors are

held responsible for the product performance within

the context of what they have control over. The

contractor is given a great deal of leeway in providing

the product, as long as it performs according to

established guidelines. In this case, the contractor

assumes considerable risk for the level of service

the product provides by paying for or providing any

necessary maintenance or repair within the warranty

period.

There are two types of PRS models: performance-

prediction models and maintenance-cost models.

Performance-prediction models predict when and to

what extent the pavement will experience distress

such as fatigue cracking or rutting. Maintenance-cost

models estimate a post-construction life-cycle cost,

that is, the cost of maintenance and rehabilitation

that will be necessary for the projected life of the pavement. PRS can be used for the following:

• to identify a relationship between key quality

characteristics and product performance.

• to identify and specify an optimum level of

quality that represents the best balance of costs

and performance.


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TECHNICAL PAPERS


• to allow for more incentive for contractor innovations

and provide rational basis for adjusting contractor

pay when the quality is above or below desired

levels to provide a critical link between pavement

construction and pavement management systems.

5 MAINTENANCE/REHABILITATION PHASE

CONSIDERATIONS

a) Pavement Recycling

Deteriorated asphalt pavements should be recycled,

rather than overlaying them with new asphalt concrete

material or reconstructing them (depending on the type

and seriousness of the distress) because of the following

reasons/advantages:

• reduced cost of construction.

• Conservation of aggregate, binders and transport

fuel (for new materials).

• Preservation of existing pavement geometrics.

• Preservation of the environment.

• help to reduce reliance on landlls by reusingexisting materials instead of disposing them.

The Asphalt Recycling and Reclaiming Association

(ARRA) dene four different types of recycling method:

(1) Hot in-place recycling

(2) Hot mix recycling,

(3) Cold in-place recycling and

(4) Full depth reclamation.

The term ‘linear quarry’ is used to describe existing road

pavements which contain materials that are to be recycled

into new pavement layers; much like a quarry which

supplies the aggregate materials for new roads. The in-situ

reuse of existing pavement materials during reconstruction

not only reduces the requirement for new materials but

also does away with the need for the associated transportmovements.

Some of the environmental outcomes which are associated

with pavement recycling are as follows:

• reduced resources consumption

• protected biodiversity in the road corridor and any

adjacent land and roadways

• improved local air quality

• Reduction in road transport noise

• protection of cultural heritage

• reduced green house gas emissions

Pavement rehabilitation (including the recycling method),

compared to new road construction, is becoming more

important as the country develops and its road network

approaches maturity. As resources become scarcer and

environmental concerns becomes more widespread, it

is anticipated that pavement recycling will become more

important in the coming years.

CONCLUSION

The need to maintain existing highways and preserve ourresources has led to innovations in the analytical techniques

and technological processes that can be incorporated in all

phases of highway design, construction and maintenance.

A sustainable highway pavement strategy can, therefore,

be implemented using these innovations in the life-cycle of

highway pavements, provided that the relevant stakeholders

(i.e. government agencies, contractors and consultants) are

fully committed in implementing the strategy.

REFERENCES

1. WCED, (1987), Our Common Future. Report of the World

Commission on Environment and Development, Oxford:

Oxford University Press.

2. TRB (2001), Perpetual Bituminous Pavements,

Transportation Research Circular No. 503, December

2001, Washington DC: Transportation Research Board

3. ERES (2003), Life Cycle Cost Analysis of SMA

Pavements and SMA Application Guidelines, Madison:

ERES Consultants.

4. Choi, Young (2007), Warm Mix Asphalt Review, Austroads

Technical Report AP-T91/07, Sydney: Austroads.

5. Newcomb, David E. (2001, May/June). Performance

Related Specications Development. Hot Mix AsphaltTechnology, 49-51.

6. Kandhal, Prithvi S. and Mallick, Rajib B.(1998), Pavement

Recycling Guidelines for State and Local Governments,

Publications No. FHWA-SA-98-042, Washington: Federal

Highway Administration, Department of Transportation.

7. Austroads (2006), Asphalt Recycling, Austroads Technical

Report AP-T66/06, Sydney: Austroads.


16/102


1. PRESENTATION ON “CHALLENGES IN FINANCING IN ROAD

SECTOR PROJECTS-INVESTORS PERSPECTIVES

AND POSSIBLE SOLUTIONS”

BY ATHAR SHAHAB, CEO, M/S U NIQUEST I NFRA VENTURES, MADE DURING THE SEMINAR ON

“R ECENT TRENDS IN HIGHWAY DEVELOPMENT”

Infrastructure – A Macro View

The Last Five years..F Y 08 – F Y 12 (est)

Others

17%

Power

32%

Oil&Gas

6%

~ 55,000MW added

(o/w about half wasfrom private sector)

Railways

10%

Total investments~ USD 400 bn

Telecom

17%Roads

Ports & Airports

4%

No of mobile

17,600 km of PPP road

bids awarded

261 mn to ~915 mn

1

Share of Private Sector is 37%. In terms of PPP investments, India is the largest market in the world ahead of

Brazil, Russia and China

Why do investors like roads ?

• Large pipeline

– India’s road building programme is the biggest with a large PPP component

– No serious infrastructure player can afford to ignore the opportunity

• Relativeease of construction

– The design principles, construction technologies and methodologies are well

established

• Relativeease of operation

• Greater certaintyof cashflows

–

of traffic

– Relative lack of competition

– Tolls are set b overnment escalation are formulaic and automatic,

– Traffic growth linked to GDP growth

– No dependence on large users

What has worked well…

• An alternate model for project development and execution

– NHAI at the centre and several ‘copies’ in the states

• Triumph of outsourcing

– Extensive use of external consultants

• Massive build up of private sector capacities

– Design, engineering and project management

– Construction, operation, maintenance and tolling

• Broad acceptance of “user pays” principle

• Leveraging of scarce government resources

– Private financing of road projects

• Significant capacity addition, major boost to economy

Challenges that remain…

• The Project Development Challenge

– Quality of Pre-bid Studies

• Scope – DPR or Feasibility?

• Is the time given adequate?

• Is historical data available on traffic, pavement quality

• Is lowest cost the way to appoint consultants?

– Land Acquisition

• Contractors need physical possession of land, notifications not enough

• Expectations are rising, greater public engagement necessary

• Sensitivity to public interest during finalisation of alignment

• Chan e ofali nmentsco emid-wa durin execution

• Communication with affected landowners during pre-bid studies

• Launching bids before acquisition of land creates major challenges during execution

– Utility shifting

• orrect ent caton, extent o re ocaton, cost estmat on

• Clear rules of engagement at state level

• Delegation of powers to Regional Offices

– RoB Approvals

– Forest Clearance

Challenges that remain…

• The Execution Challenge

– Risk issues from project development stage have a major impact on project schedule

– Lack of competent contractors/sub-contractors

– Significant gap between bids and execution, adverse impact of rising commodity prices

– Mid-stream changes to scope/alignment

– Increasingly difficult to mobilize adequately skilled human resources

• T e O&M C a enge

– Lack of adequately experienced vendors with credible tack record

–

Plethora of exemptionsl ll ll ll , l

• The Financing Challenge

– Lenders unwilling to take pre-construction risks, seeking physical possession of 100% land,

availabilit of allclearancesl l ll l

– Lenders are reaching their exposure limits

– Long-term debt still a pipe dream, longer concession periods have little value

– Lack of debt capital markets for infrastructure projects

– Equity capital providers watching infrastructure with caution


17/102


2. PRESENTATION ON “AREA BASED & PERFORMANCE

PROCUREMENT SYSTEMS WITH ASSET MANAGEMENT CONCEPT”BY DR . ASHOK K UMAR SR . HIGHWAY E NGINEER AND R AJESH R OHATGI SR . TRANSPORT SPECIALIST, WORLD BANK

Some sobering thoughts…

• PPP is not a panacea, private sector has finite abilities to assume risk

• Private sector works for profit, has much higher cost of capital than

overnment

– Can deliver value only if it assumes risks it can manage

– Each day’s delay adversely affects capital providers

“ ”• p r o ar ners p m ss ng n s

– Needs fairness and trust

• We levy tolls for crossing the gate, not for distance travelled

• We charge uniform tolls but don’t provide uniform service levels

– Users unwilling to pay for traffic jams

• Indian highways continue to have among the worst safety record

• An opportunity like this comes but once in the life of a nation – it is for us to

leave a legacy or leave a mess

Agenda for action…

• Build for the future, not just for the next 10 years

• Invest in project development, don’t short circuit preparation

• Reject bids that are out of range

• All disagreements need not escalate into disputes, all disputes

• Comfort the capital providers. An adverse re-rating of the

sector doesn’t help anyone

• Help bring new capital, review legacy issues, if necessary

• Focus on asset management for the long-term

• Aggressively promote electronic tolling, that’s the future

• Engage the users; we exist for them. Value for money must be

,

-

Assam State Roads ProjectBy Ashok Kumar, Senior Highway Engineer, World Bank

Assam has about 45 000 kmof SH MDR and RuralRoads mana edb

the Public Works Department

About 18,000 km added in recent years

Maintenance funding is increased from INR 220 million in 2002 to INR

3,280 million currently

The immediate priority is to sustain the road assets

PWD has started a pilot on area-wide maintenance contract in Jorhat

district.

Area-wide contracts proposed to be rolled out to 5 more districts.

Scope of contracts.

Roadside jungle clearance, filling potholes, repairing minorcracks, shoulder maintenance, etc that are required to becarr e out a most a y

2. Periodic Renewal (PR)

surfacing coat required to be done periodically every few years

.

Major restoration or reconstruction at stretches or applicationof overlays to rectify structural deficiencies

4. Emergency Maintenance (EM)

Maintenance requiring road restoration arising out of sudden, ,

Monthly fixed payments

Periodic Maintenance

Special Repairs

aymen s ma e as per e


18/102


Deductions for Non-compliance

Service level Criteria: Road user services and comfort

Compliance Criteria

% Payment reduction for Non

Compliance Length (Km)

• Potholes repairing & surface patching 20%

• Surface depressions & Ruts 10%

• Crack sealing 5%

• Surface Treatment 6%

• Edge repair 5%

• Raveling & stripping 5%

• Grading leveling of low shoulder 5%

• Shoulder fillip 5%

• Embankment and Batter repair 5%

• Surface drain cleaning 5%

• Hp/RCC culverts and pits cleaning (dervishes, jungles etc) 5%

• River/ Stream Maintenance (Clearance of water way, etc) 7%

• Grass control, cleaning & Grubbing 3%

• Trees and shrub management 2%

• Sign Maintenance 3%

• Distance Stones, guidepost, delineators etc. 2%

• Bridge and Major Culvert Maintenance 5%

• Minor Landscape clearance 2%

•

– One truck, one foreman, 5 workers

–

– Material for patch and other repairs

– ruc nc u es con rac e a s o e e

engineer and contractor

–

– Deductions in payments if PMU and transport is

Linkage with the budget cycle

• Estimates are prepared in the last quarter of the FY

• Tendering of works are initiated in March of the FY previous to

the implementation FYs.

• or s o spec a repa rs an per o c renewa s are

undertaken within the first 3 months and payments are done

after the first quarter of the FY of implementation.

Training Requirements for Contractors

Overall concept of the contracts

Maintenance interventions and contract obli ations

How to organize maintenance operations to meetthe contract obli ations

New maintenance equipment, materials and

Data collection and reporting maintenance

Billing

Challenges

Many of the roads are not in maintainable condition; What to do withsuch roads till such time their full rehabilitation is taken-up

How to develop maintenance oriented contractors

Suitable training in modern maintenance techniques, execution ofmaintenance works Use ofmodern e ui ment

How to shift the focus of the road agency from construction tomaintenance

How to bring more flexibility in the contracts

Add/delete the roads during contract execution, abnormal traffic

How to ensure regular funding for such contracts

How to incentivize contractors

How to move from pilot stage to full scale implementation

Separating out Intervention Levels for Secondary Roads

Sl. Serviceability Indicator Level I Level 2 Level 3

1. Roughness by Bump Integrator

(max. permissible) 3000 mm/km 4000 mm/km 5000 mm/km

2. Potholes per km

(max. numbers) 2-3 4-8 9-12

. rac ng an pa c ng area

(max. permissible) 10 % 10-15 % Upto 25 %

4. Rutt ng

(20 mm maximum permissible) 5-10 mm 10-20 mm Upto20 mm

5. Skid resistance

(Skid number minimum

desirable)

40 SN 35 SN 30 SN


19/102


–

• Contractual arran ements for the cit council

to receive a defined level of service• Cit council determines the service re uired

– contractor determines how to provide and financeit in lieu of a single monthly payment

– Provisions for deductions for non-availability ofservice

• Transfer of risks for all “life cycle” costs to the

service providers

–

• -

• Main contractor to sub-contract > 80% works

– ac su -con rac or respons e or sma ne wor

– Overall responsibility of quality and delivery of

wor s

– Responsible for training and hand-holding of

– Contract provide for training of sub-contractors

“ ”

Performance Based Road

Contracts (OPRC)

An Alternate PPP Model

New Delhi

,

Rajesh Rohatgi

Senior Transport Specialist

The World Bank

Outline

1. Urgent need to bring in Asset Management

ocus n e oa ec or

2. We must start managing and procuring

“Network” contracts not merely “Corridors”

contracts

3. Output and Performance Based Road Contract -

1. Asset Management Focus

• Currently - focus is on “Building” and then

Bu ng anot er roa an t en

“Building” another one…

• Lack of focus and resources for

• ad-hoc deployment of available resources

•Maintenance is not Asset Management

Road Asset Management -- Lifespan of Road

AssetAsset management applied to the entire life of assets

Hand

over

4


20/102


1. Asset Management FocusRoad Asset Management Involves :

• Data Collection - Asset Inventor Traffic Socio-

economic, pavement condition

• Network safety, reliability and efficiencies

• Budgeting, financing , procurement strategies

to preserve Road Asset Value (replacement

cost)

• Looking at “Network” not only “Corridor”

.

NHAI Vision

"To meet the nation’s need for the provision and maintenance

of National Highways network to global standards and to meet

user s expectat ons n t e most t me oun an cost e ect ve

manner, within the strategic policy framework set by the

Government of India and thus promote economic well being

and quality of life of the people.“

SANRAL Vision

o e recogn ze as a wor ea er n t e provs on o a super or

primary road network in Southern Africa.

.HIGHWAY AGENCY UK Vision

To be 'Theworld'sleadin roado erator‘. We haveset five .

goals which will indicate progress to achieving this vision:

•We provide a service that our customers can trust

•We set the standard for delivery

•We deliver sustainable solutions

•Our roads are the safest in the world

•Our network is a dynamic and resilient asset

.

- More Contracts to manage

- Contract mana ement

- fewer contracts to manage

- Less dis utes

burden and more disputes

- Inconsistency in features

- Data Collection of asset

efficient – few agencies

- Data Collection difficult -Unforeseen events better

managed

- a ue or money

-Innovation

3. Output and Performance Based

Road Contract (OPRC)

ar ous on rac ng o e s

•Item Rate (FIDIC)

•EPC/Design and Build

•Design Build Maintain Operate and Transfer

(Long Term based on Asset Management Principles) –

PPP

, - ,

What is Output and Performance based

• Focus on output not input – thus eliminate risks of client to pay on

comp e on o wor s even ou come s un or c en s nee s

•Measure outputs based on actual performance – what is achievedrather than what is done

• Profit sharing, an incentive for PPP – thus practical for PPP

arrangement by aligning the motivation and performance of

contractors with client’s needs and goals

• Contractors become stakeholders by being directly rewarded for

value they achieve for Client. Financial Model and Payment Schedule

• ex y an cos e ec ve overa n erven ons, spec ca y

maintenance

10


21/102


Cash Flow and Payment Modalities….

C O

D

C o s t

Annuity

OPRC

Year

OPRC: Four Type Of Quotations asked for

• Management and Maintenance Services

(Rs/Month)

• Rehabilitation Works: Bring roads back to a

standard they had before. (Rs/Km/Month)

• Im rovement Works: Add new characteristics

to the road, in response to new traffic, safety,

or other considerations. Rs Km Month

• Emergency Works: Repair the road after

.

Bid Evaluation for OPRC contracts

Activity Bid Evaluation basis

anagemen

Routine Maintenance:

e wor m x umpsum per

km/month x No. of months

(e.g. strengthening/Km)

Im rovement Works: Out ut Unit rices x uantities

(e.g. widening to four lane/Km)

Emergency Works: Hypothetical Input Quantities

x input unit prices

TOTAL BID PRICE: SUM OF THE ABOVE

(Net present value)

Basics

•

(light)

, ,

description of the model and its major

,

• Concept Design and Specifications Provided

• Service level defined and linked to monthly

payments (reductions defined if not met)

• Contract period – ideally 10-15 year14

Basics

• Pavement Deterioration Model developed and

for taking over.

• s ramewor prepare an nc u e n e

contract.

• Best Value for Money – Financial Model

Developed (Payment Schedule, specified in

the contract)• Bid requires a ‘Contracting Entity’ or

Developer – Contractor + Consultant as this is

more of a management contract. 15

Payment Mechanism

• Contracting Entity prepares a compliance

• Employer through a monitoring consultantsc ec s comp ance repor

• Payment reductions well defined if

compliance not achieved.

• Continuous non-compliance triggers actions

(could be termination)

16


22/102


3. PRESENTATION ON “MEGA ROAD PROJECTS-ISSUES INFINANCING”

BY SHRI D.R. SANTHANA K RISHNAN, CFO, GMR

Project Guarantees- overview

The Concessionaire guarantees structure will be required during the entire construction period

because the Government must protect itself against Concessionaire’s potential breach at

all times during the project cycle

- To ensure

Tender Bond Financial

Closure Bond Construction Performance Bond

Contracting

Entity’scommitment until

financial closure.

- To ensure Contracting

Entity’s will reach

financial closure.

- Significant amount

- .

-This guarantee wil l be returned

after fullcompletion of construction

and completioncertificate issued.

-

Operation and Maintenance Bond Pre – Transfer Bond

-Provided once it is granted a licenseto operate the asset.

-The amount shall be derived from

operating and maintenance costs and

- Guarantee to secure the transfer ofthe road according to the level of

service required.

- Validity of this bond should be

assessment of the potential damage

resulting from neglecting

maintenance.

enforced until 1 or 2 years after the

end of the concession period.

17

Typical Guarantee Structure for OPRC Projects

Construction Bond

Pre-transfer Bond:3 yr prior to end of

m i s s i o

n

r e B o

n d

u r e N

o t i c e t o concession with

validity of 2 yr after

end concession

O & M

n d a t s u b

c i a l C l o s

a t s i g n a t

n B o n d a t

p r o c e e d

i l e s t o n e

c t i o n

Pre-

Transfer

Bond

T e n d e r B

F i n a

o n s t r u c t i o

n c e w i t h

g c o n s t r u

m i t t o

e r a t e

C

C o m p l i a

d u r i

P e r

o p

Permit to operate + 3 years

18

for Mega Roads

Presented by,

D R S Krishnan

CFO,

GMR Highways Limited1

Shall dwell upon…

a s mega g way

Why mega highways projects?

Key issues in mega highways projects

Definition of Mega Projects by Various Agencies

Though NHAI has not defined ‘Mega Projects’ clearly, but

it considers projects more than 500 km or projects

‘ ’ ,

Ministr of Statistics and Pro ramme Im lementation,

Infrastructure and Project Monitoring Division considers

projects costing more than Rs. 1,000 crores as ‘Mega

Pro ects’

megaprojects as major infrastructure projects that cost

more than US$1 billion (~ Rs. 5,500 crores)

3

Highways Sector Overview

Indian Road & Highways

Expressways NationalHighways StateHighwaysMajor District

Roads and ODRsRural Roads

200 km 71,772 km 1,54,500 km 25,77, 400 km 14,33,600 km

Parameter India Global Average

Relevant Statistics:

Length of National Highway as a % of total roads network 2% NA

% of total traffic handled by National Highways 40% NA

Road Density i.e. (Roads in Kms per thousand people) 2.75 6.7

4Source: National Highways Authority of India

i i i l

Road Density in terms of Land (Roads in Kms per thousandsq.km Land)

770 841


23/102


Shall dwell upon…

urren s a us o g way sec or n n a



5

Why Mega Highway Projects?

Why we need to award mega projects in Highways sector?

National Highway contributes mere 2% of total roads network inIndia.

Transportation sector contributes 6% of India’s GDP. Contribution ofroads is over 70% (in Transportation contribution)

FDI expected more in mega highway and expressway projects

India's infrastructure spend has not kept pace with economic growth

Traffic rowth out aced rowth in roadnetwork

To improve economic growth and match traffic growth with roadsnetwork growth the development of ‘Mega Highways’ is need of hour

6

Shall dwell upon…

urren s a us o g way sec or n n a



7

Key Issues

# ryIssue

Issue Recommendations

Financing

• Time allowed to achieve

Financial close is 180 dayswhich is the standard timeallowed by Model Concession

Financial

Agreement for any RoadProject

• Same timelines cannot beapplied to a Me a Road Pro ect

• Increase the timelines for

Closure given the size and thechallenges that would be facedin implementation of thesePro ects

nanc a c osure rom180 days to 240 days

• Lenders / Banks require lot oftime to appraise these Projectsto evaluate the risk and the

.

8

Key Issues

# ryIssue


Financing

• e requ remen o a egaRoad Project would rangeanywhere between Rs. 3,000Crores to Rs. 6,000 Crores.

Request for

• There are very few banks whocan underwrite this kind ofDebt requirement.

2Underwritingof the Debtportion

• Even if underwriting in doneby banks jointly,harmonisation of the terms &conditions between them

• ncrease e me nes orfinancial closure 180days to 240 days

would take lot of time.

• Due to huge debt requirementbanks necessarily have to take

r rManagement Committee whichcan delay FC

9

Key Issues

# ryIssue


Financing

•

Most of the banks are nearingtheir exposure limits toinfrastructure sector/ Group

•

BanksParticipation

exposure and hence arereluctant to sanction debt

• Banks are sanctioning debt for

infrastructure sector/Group exposure to beincreased for

n e eis notencouraging

e ro ec , rang ng e weenRs. 100 Crores to Rs. 300Crores which is very less

• To tie u entire debt re uired

• Banks term funding isrestricted to 15 yearsneed to be relaxed for

Concessionaire would requireon an average sanction from20 to 25 banks

mega projects.

10


24/102


* * * * * *

Key Issues

# ryIssue


Financing

•

The increase in interest rateshas led to a deterioration ofdebt coverage ratios for many

• orrow ngs a

concessional rates for theSector

• ’

Hi h interest

companies.

• The higher interest rates may

Infra to be increased

• 10(23)G of IT act shouldbe reintroduced or

rates

cost of BOT/BOOT projects andhurt their ability to servicedebts upon operation. This

similar other benefitsshould be extended

• Take out financing not

entities (sponsors) arerequired to give greatersupport.

r y .the limit of debt fromIIFCL 20% at any time.IIFCL’s 5 bn $ lyingu u z

11

Key Issues

# ryIssue


Financing

• Faced with a lack of interest in• Cash Trap in SPVs to be

5Ability to

,companies raised funds fromprivate equity investors at theparent or intermediate holding

a owe o e use yHolding company asEquity in highwayProjects.

.

• Continuing volatility in stockmarkets and weakeningeconomic conditions may

• Dividend Distribution Taxfrom SPV to Holdingcompany to go if used ase uit for new ro e ctsamper p ans o rase un s.

12


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ABSTRACT

Mastic asphalt is laid on pavements for city streets which carry

extremely heavy trafc, on critical locations such as roundabouts,intersections, bus stops, bridge decks etc. It could be used

as weaving course in different situations of heavy duty road

pavements. Mastic Asphalt Concrete is a mix of ller, bitumen,ne aggregates and coarse aggregates in suitable proportion so asto yield a void less mass which ows like uid at high temperature, but on cooling down to normal temperature, it comes in solid or

semisolid state.

In India, due to poor mechanization, skid resistance and cost

considerations, the use of mastic asphalt is very limited till today.But development of automated equipment, new mixing techniques

and reduced cooking time has brought down cost to a greater

extent. Mastic asphalt is potentially advantageous paving material

due to high stability, high durability, very low maintenance and

good riding quality. Mastic asphalt has gained and would further

gain wide acceptance in road construction technique.

This study includes the various specications and recommendations,applications and performance/behavior at different conditions

achieved from continuous research and studies and presents the

essential requisites of mastic asphalt. The present investigation

is performed to study the effect of industrial grade bitumen 85/25

and its blend with penetration grade bitumen 60/70 with various

llers like cement, cement + y ash, lime and steel slag in masticasphalt preparation. Also, the skid resistance and rut resistance of

mastic asphalt was studied.

1 INTRODUCTION

Urbanization is increasing at a faster pace in India,

which is evident by the fact that the number of

metropolitan cities have increased from 12 to 14

between 1981 and 2001 and expected to be above 50

by the year 2011. The growth of vehicles in India is

much faster than growth of population during last few

decades. The population of vehicles has grown from 3

lakh in 1951 to about 360 lakh in 1999 and expected

to be above 500 lakh in 2011. About 84 different types

of vehicles are moving at the speed range of 5 to 95

A LABORATORY STUDY ON MASTIC ASPHALT

DR . PRAVEEN K UMAR * & COL A K SHIVKUMAR **

* Professor, Department of Civil Engineering, I.I.T. Roorkee, E-mail : [email protected]

** M. Tech. Student E-mail: [email protected]

kmph or more with different sizes. The increase in

urbanization and concentration of activities lead to

higher demand especially in transport sector. Thick

surfacing materials are not only costly and time

consuming but also fail at times due to tremendous

increase in trafc intensity in axle load. The widerange of climatic and physical conditions has given the

continental character to India. In India, approximately

98 percent roads are exible types probably becauseof economy.

Mastic asphalt is a mix of relatively hard bitumen,

mineral ller and ne aggregates. Germany developedmastic asphalt concrete called as Gussasphalt. Mastic

asphalt is laid on pavements to resist rutting induced

by sloe or stopped trafc on critical locations such asroundabouts, intersections, bus stops, bridge decks etc.

because it is more exible compared to BituminousConcrete (BC) and therefore can sustain large

deections without cracking. Mastic asphalt concreteis a mix of ller, bitumen, ne aggregates and coarse

aggregates in suitable proportion so as to yield a voidless mass which ows like uid at high temperature,

but on cooling down to normal temperature, it is

in solid or semisolid state. It does not require any

compacting effort also. Mastic asphalt is potentially

advantageous paving material due to high stability,

high durability, very low maintenance and good riding

quality. Mastic asphalt has gained and would further

gain wide acceptance in road construction technique.

The continuous and systematic research for a strong

and durable surface to cater heavy trafc volumewith higher axle loads has resulted in development

of mastic asphalt concrete. In India, due to poor

mechanization, skid resistance and cost considerations,

the use of mastic asphalt is very limited till today. But

development of automated equipment, new mixing


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techniques and reduced cooking time has brought

down cost to a greater extent. Also less repairs and

more service life indicates an economical mix in the

long run. From a road construction point of view, the

placing of mastic asphalt concrete is less weatherdependent than conventional bituminous mixes and

also having less maintenance problems. It overcomes

the problems of water seepage through its void less

nature. Mastic asphalt has been found to satisfy

several requirements to an acceptable degree though

improvement is desirable in certain respects.

2. NEED OF STUDY

The geography of India, its mountainous terrain,

rivers and climate has had a decisive and profound

inuence in the eld of road building practices. Thewide variations of climate and different physical

characteristics have given the continental character to

India. Although, for the rst time, mastic asphalt waslaid in India in 1961. Due to high cost factor, lack

of knowledge and production facilities and its use is

conned to special locations till today. As a whole,further study/research is required in this eld to lookinto following aspects :-

(a) Types of ller material.

(b) The grade of bitumen.

(c) Blending of industrial grade bitumen with

viscosity grade bitumen.

(d) Blending of bitumen with admixtures like

sulphur, y ash, cement, steel slag etc.

(e) Temperature.

(f) Long period of cooking process and low skid

resistance of surface.

(g) The performance of mastic asphalt concrete for

rutting resistance.

3. OBJECTIVES OF STUDY

The objectives of the present research are to study

(a) Effect of industrial grade bitumen 85/25 in

mastic asphalt preparation.

(b) Effect of blending of industrial grade bitumen

85/25 and penetration grade bitumen 60/70 in

mastic asphalt preparation.

(c) The effects of blending of bitumen with

admixtures like steel slag, y ash, cement etc.

(d) On the rut resistance of mastic asphalt.

4. REVIEW OF LITERATURE

Mastic asphalt concrete is one of the special types

of bituminous paving mixes which originally has

been developed in Germany and United Kingdom.

Because of this, the majority of investigations on the

performance of mastic asphalt in the laboratory as

well as eld have been carried out in Germany or inthe United Kingdom.

Other countries such as India, Japan and European

countries have basically followed the developed

methods in one of the two countries Germany or United

Kingdom, for design and preparing mastic asphalt

concrete, though each of the mentioned countries has

established a code of practice for mastic asphalt. In

the United States, relatively little interest and work on

mastic asphalt can be found and most interest has beenshown on the stone mastic asphalt in that country.

4.1 Components and Their Characteristics

Basically, coarse aggregates, ne aggregates, llerand binder are the main components to mastic asphalt

concrete. Besides these, rubber polymer modied bitumen and sulphur mastic asphalt mixes also have

been studied and have shown improved fatigue

performance and anti-rutting properties.

4.1.1 Binder

Although, harder grades of bitumen are generally used

but it is found that softer grade of bitumen also can be

used for mastic asphalt preparation. Indian standard

species use of 20/40 penetration grade of bitumenfor mastic asphalt concrete. But different grades of


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bitumen ranging from 20 to 200 penetrations have

been used for preparation and studied the various

characteristics/performance under different conditions.

The properties to mix are highly dependent upon

binder content and its properties.

As per IRC:107-1992 and IS:5317-1987, 14 to 17%

of binder content is required by weight. Physical

properties of bitumen required for mastic asphalt as

wearing course are given in Table-1.

Table 1 Physical Properties of Bitumen for Wearing

Course of Mastic Asphalt

Characteristic

Requirement as per

Method of

Test

IS

Specication (IS : 5317-

1987)

IRC/ CPWD

Specication (IRC:107-

1992)

MORTH

Specication

Penetration

at 25°in 1/10

mm unit

10 to 40 20 to 40 20 to 40 IS:

1203-1978

Softening

Point (R&B

Method)

50°C to 90°C 50°C to 90°C 50°C to 90°C IS:

1205-1978

Ductility at

27° C (min)

3cm 3cm 10cm IS:

1208-1978

Loss of

Heating

(Max)

1% 1% 3% IS

1212-1978

Solubilty in

CS2 (Min)

99% 99% 99% IS:

1216-1978

4.1.2 Filler Material

The stability and strength to an asphalt mix is imparted

by ller which may be y ash, lime, limestone,hydrated lime, stone dust, cement etc. A high amount

of ller contents is used preparing mastic asphalt andseveral researches have been carried out on effect of

ller. Mastic asphalt containing 10-25% of ller byweight or even more in excess of ller material, the

mix tends to brittle and crack. As per IRC : 107-1992,the ller shall be limestone powder passing 75 micronand shall have CaCO

3 content not less than 80% for

mastic asphalt as wearing courses.

4.1.3 Fine Aggregates

The ne aggregates shall consist of crushed hard rockof natural sand of a mixture of both. The grading of

ne aggregate for wearing course is given in Table-2and for ooring is given in Table-3.

Table 2 Grading of Fine Aggregates for Wearing

Course including Filler (IS:5317-1987)

S.

No

IS Sieve Passing IS Sieve

Retained

% By Weight

1 2.36 mm 600 micron 0-25

2 600 micron 212 Micron 5-35

3 212 micron 75 micron 10-20

4 75 micron - 30-50

Table 3 Grading of Fine Aggregates for Flooring

(IS: 1195-2002)

Grading % By Weight

Min Max

I) Passing 75 micron IS sieve 40 56

4.1.4 Coarse Aggregates

The coarse aggregates shall consist of clean, hard,

durable, crushed rock free of disintegrated pieces,

organic and other deleterious matter and adherent

coating. They shall be hydrophobic and of low porosity

and the physical properties as shown in Table-4.

Table 4 Physical Properties of Coarse Aggregates for

Mastic Asphalt (IS:5317-1987)

Test Allowable

(max) in %

Test method

Los Angeles Abrasion Value 30 IS: 2386(Part IV)

Or

Aggregates Impact Value 40 -do-

Flakiness Index 35 IS: 2386 (part I)

Stripping Value 25 IS: 6241

Soundness 12 IS: 2386(part V)

Loss with Sodium Sulphate5 cycle

18 -do-

Loss with Magnesium

Sulphate 5 cycle

2 IS: 2386 (part-III)

Water absorption

The structure of mineral aggregates, its proportion

and grading also highly inuence on the properties ofasphalt paving mixes such as compressive strength,

stability and deformation characteristics, crack


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formations etc. The percentage and grading of coarse

aggregates to be incorporated in the mastic asphalt

concrete depending upon the thickness of the nishedcourse as per IRC specications is given in Table -5.

Table 5 Grading of Coarse Aggregates for Wearing Course and Footpath (IRC:107-1992)

S. No

Type of work Grading of coarse aggregates Thickness offinished course, mm % of coarse

aggregatesIS Sieve % Passing

1. Wearing Course for road pavement

and bridge decks

19 mm

13.2 mm

2.36 mm

100

88-96

0-5

a) 25-40

or

b) 41-50

30-40

or

40-50

2. Foot Paths 6.7 mm

600 microm

100

0-15

20-25 15-30

The specications/compositions used in different countries for mastic asphalt are given in Table 5.1 below

Table 5.1 : Composition of Mastic Asphalt Concrete Used In Different Countries

Name of Country/Mix Mix Compos

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