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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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4 INDIAN HIGHWAYS, JANUARY 2013
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 INDIAN HIGHWAYS, JANUARY 2013
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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10 INDIAN HIGHWAYS, JANUARY 2013
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
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INDIAN HIGHWAYS, JANUARY 2013 13
• 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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14 INDIAN HIGHWAYS, JANUARY 2013
• 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.
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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
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16 INDIAN HIGHWAYS, JANUARY 2013
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
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INDIAN HIGHWAYS, JANUARY 2013 17
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
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18 INDIAN HIGHWAYS, JANUARY 2013
–
• 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
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INDIAN HIGHWAYS, JANUARY 2013 19
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
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20 INDIAN HIGHWAYS, JANUARY 2013
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
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INDIAN HIGHWAYS, JANUARY 2013 21
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
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22 INDIAN HIGHWAYS, JANUARY 2013
Shall dwell upon…
urren s a us o g way sec or n n a
Why mega highways projects?
Key issues in mega highways projects
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
Why mega highways projects?
Key issues in mega highways projects
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
Issue Recommendations
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
Issue Recommendations
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
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INDIAN HIGHWAYS, JANUARY 2013 23
* * * * * *
Key Issues
# ryIssue
Issue Recommendations
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
Issue Recommendations
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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24 INDIAN HIGHWAYS, JANUARY 2013
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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INDIAN HIGHWAYS, JANUARY 2013 25
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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26 INDIAN HIGHWAYS, JANUARY 2013
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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