1

PROJECT REPORT ON NATIONAL HIGHWAY-9

(KM 40.000 T0 KM 105.00 IN ANDHRA PRADESH)

Submitted as a part of Summer Internship Programme during

May-July (2011)

GMR Infrastructure Ltd (EPC Division)

by

Gogineni Mamatha

08241A0118

Department of Civil Engineering

Gokaraju Rangaraju Institute of Engineering &Technology

2

ABSTRACT

The seventh largest and second most populous country in the world, India has long been

considered a country of unrealized potential. A new spirit of economic freedom is now stirring in

the country, bringing sweeping changes in its wake. A series of ambitious economic reforms

aimed at deregulating the country and stimulating foreign investment has moved India firmly

into the front ranks of the rapidly growing Asia Pacific region and unleashed the latent strengths

of a complex and rapidly changing nation. The main reason for this is the increasing emphasis on

involving the private sector infrastructure development through public-private partnerships and

mechanisms like build-operate-transfer (BOT), private sector investment has not reached the

expected levels.

It is well recognized that the current road infrastructure is a serious constraint to the economic

growth of a country as a large and diversified as India. The Government of India has

accordingly, decided to embark on an ambitious and aggressive program of

improvement/construction. The development of National Highways is the responsibility of the

Government of India. The Government of India has launched major initiatives to upgrade and

strengthen National Highways through various phases of National Highways Development

project (NHDP).For the development of Nation‟s growth, National Highway Authority of India

is encouraging Private Sector to take up major highway Projects on the basis of BOT Model

(Build, operate and transfer) system.

3

TABLE OF CONTENTS

Abstract 2

Table of Contents 3-4

List of Figures and Tables 5

Acknowledgement 6

I. Introduction

1. Indian Infrastructure-Introduction 7

1.1 Indian Economy 7

1.1.1 Indian Construction Industry 7-11

1.2 NHAI and NHDP 12-14

1.3 GMR Group 15

II. Literature Review 16-17

III. Study Area

3. The Project

3.1 Project Background 18-19

3.2 Project Features 20-21

3.3 Contracts and documents 22-28

3.3.1Concession Agreement

IV. Data Collection

4 Project Description

4.1 Details of the Project Highway 29-30

4.2 Project Structures 31

4.3 Project Facilities 31

4.4 Pavement Details

4.4.1 Types of Pavement 32

4.4.2 Flexible Pavement Composition

4.4.3 Rigid Pavement Composition

4

V. Methodology

5.1 Project Quality Plan 33-50

5.2 Execution of the Project 51

5.3 Steps in a re-alignment project 51

5.4 Pre-Construction Activities 52

5.5 Machinery/Equipment 53

5.6 Safety in Road Construction Zones 54-56

5.6.1Road Furniture 57-58

Route Marker Signs

Road Markings

Kilometer Stones

5.7 Landscaping and Plantation 58

5.8 Laboratory Test Procedures 59-80

VI. Analysis

6. Earned Value Management 81-87

VII. Conclusion 88

VIII. References 89

Appendices:

Appendix A: Site Map

Appendix B: Site Visit Report

Appendix C: Typical Cross-Sections

Photographs

5

LIST OF FIGURES AND TABLES

Fig 1 Flexible Pavement 32

Fig 2 Rigid Pavement 32

Fig 3 Typical Cut and Fill Sections 40

Fig 4 Preparation of Subgrade layer 42

Fig 5 Wet Mix Plant 45

Fig 6 Hot Mix Plant 50

Table 1.2.1 Indian Road Network 12

Table 1.2.2 NHDP and NHAI Projects 14

Table 4.1.1 Proposed Widening Scheme 29

Table 4.1.2 Details of Bypass 30

Table 4.1.3 Service Roads 30

Table 4.2 Details of Project Structures 31

Table 4.4.1 Flexible Pavement details 32

Table 5.1.1 Material Specifications of Embankment 39

Table 5.1.2 Density requirements of Embankment 39

Table 5.1.3 Material specifications of Subgrade 42

Table 5.1.4 Density requirements of subgrade 42

Table 5.1.5 Material specifications of GSB 43

Table 5.1.6 Material specifications of WMM 45

6

ACKNOWLEDGEMENT

I feel it is a great privilege to thank my Project Mentor, Mr. MLNB Prasad, Vice President-

Projects for his wise counsel and concrete suggestions. It was a privilege to work under his

unending inspiration and indomitable spirits.

I am profoundly indebted to my Project guide Sri Chandra Sekhar. Karri, AGM, Project

Planning Department, GIL-EPC for his Indispensible suggestions, care and immense help.

I wish to thank Sri Adiseshu G, AGM-C&C, for extending his immense support and guidance.

I specially thank Sri T. Murali Krishna, Greenko for recommending me to this Project.

I am very thankful to Mr. Ravi Chandra Reddy, Executive –Project Planning and sri. Satya

Narayana Chintha, AGM Highways- D&E for their Constructive suggestions.

I wish to thank Mr. T. Ramesh Kumar, Manager-QA/QC for his valuable guidance.

I extend my gratitude to everyone in GIL-EPC division for their help, guidance, support and

encouragement.

My Sincere and Heartful Thanks to all,

Gogineni Mamatha

7

1. INDIAN INFRASTRUCTURE-INTRODUCTION

1.1 INDIA AND ITS ECONOMY

1.1.1 INDIAN CONSTRUCTION INDUSTRY:

The construction industry was founded by Government and slowly taken over by enterprises.

After independence the need for industrial and infrastructural developments in India laid the

foundation stone of construction, architectural and engineering services.

The period from 1950 to mid 60‟s witnessed the government playing an active role in the

development of these services and most of construction activities during this period were carried

out by state owned enterprises and supported by government departments. In the first five-year

plan, construction of civil works was allotted nearly 50 per cent of the total capital outlay.

In the late 1960s government started encouraging foreign collaborations in these services. The

Guidelines for Foreign Collaboration, first issued in 1968, stated that local consultant would be

the prime contractor in such collaboration.

The objective of such an imposition was to develop local design capabilities parallel with the

inflow of imported technology and skills. This measure encouraged international construction

and consultancy organisations to set up joint ventures and register their presence in India.

In India Construction has accounted for around 40 per cent of the development investment

during the past 50 years. Around 16 per cent of the nation's working population depends on

construction for its livelihood. The Indian construction industry employs over 3 crore people and

creates assets worth over 20,000 crore.

It contributes more than 5 per cent to the nation's GDP and 78 per cent to the gross capital

formation. Total capital expenditure of state and central govt. will be touching 8,02,087 crores in

2011-12 from 1,43,587 crores (1999-2000).

The share of the Indian construction sector In total gross capital formation (GCF) came down

from 60 per cent in 1970-71 to 34 per cent in 1990-91. Thereafter, it increased to 48 per cent in

1993-94 and stood at 44 per cent in 1999-2000. In the 21 st century, there has been an increase in

the share of the construction sector in GDP and capital formation.

GDP from Construction at factor cost (at current prices) increased to 1,74,571 crores (12.02% of

the total GDP ) in 2004-05 from 1,16,238 crores (10.39% of the total GDP) in 2000-01.

The main reason for this is the increasing emphasis on involving the private sector infrastructure

development through public-private partnerships and mechanisms like build-operate-transfer

(BOT), private sector investment has not reached the expected levels.

8

The Indian construction industry comprises 200 firms in the corporate sector. In addition to these

firms, there are about 1,20,000 class A contractors registered with various government

construction bodies. There are thousands of small contractors, which compete for small jobs or

work as sub-contractors of prime or other contractors. Total sales of construction industry have

reached 42,885.38 crores in 2004 05 from 21,451.9 crores in 2000-01.

BUILD-OPERATE-TRANSFER (BOT) SYSTEM

Build-Operate-Transfer Contract: A type of arrangement in which the private sector builds an

infrastructure project, operates it and eventually transfers ownership of the project to the

government. In many instances, the government becomes the firm's only customer and promises

to purchase at least a predetermined amount of the project's output. This ensures that the firm

recoups its initial investment in a reasonable time span.

This type of arrangement is used typically in complicated long-term projects as seen in power

plants and water treatment facilities. In some arrangements, the government does not assume

ownership of the project. In those cases, the company continues running the facility and the

government acts as both the consumer and regulator.

Build-own-operate-transfer (BOOT) or build-operate-transfer (BOT) is a form of project

financing, wherein a private entity receives a concession from the private or public sector to

finance, design, construct, and operate a facility stated in the concession contract. This enables

the project proponent to recover its investment, operating and maintenance expenses in the

project.

Due to the long-term nature of the arrangement, the fees are usually raised during the concession

period. The rate of increase is often tied to a combination of internal and external variables,

allowing the proponent to reach a satisfactory internal rate of return for its investment.

BOT (Build Operate Transfer)

BOT finds extensively application in the infrastructure projects and in public private partnership.

In the BOT framework a third party, for example the public administration, delegates to a private

sector entity to design and build infrastructure and to operate and maintain these facilities for a

certain period. During this period the private party has the responsibly to raise the finance for the

project and is entitled to retain all revenues generated by the project but is not the owner of the

regarded facility. The facility will be then transferred to the public administration at the end of

the concession agreement, without any remuneration of the private entity involved. Some or even

all of the following different parties could be involved in any BOT project:

The host government: Normally, the government is the initiator of the infrastructure project and

decides if the BOT model is appropriate to meet its needs. In addition, the political and economic

9

circumstances are main factors for this decision. The government provides normally support for

the project in some form. (provision of the land/ changed laws)

The concessionaire: The project sponsors who act as concessionaire create a special purpose

entity which is capitalized through their financial contributions.

Lending banks: Most BOT project are funded to a big extent by commercial debt. The bank will

be expected to finance the project on “non-recourse” basis meaning that it has recourse to the

special purpose entity and all its assets for the repayment of the debt.

Other lenders: The special purpose entity might have other lenders such as national or regional

development banks

Parties to the project contracts: Because the special purpose entity has only limited workforce, it

will subcontract a third party to perform its obligations under the concession agreement.

Additionally, it has to assure that it has adequate supply contracts in place for the supply of raw

materials and other resources necessary for the project

BOT Model

In general, a project is financially viable for the private entity if the revenues generated by the

project cover its cost and provide sufficient return on investment. On the other hand, the viability

of the project for the host government depends on its efficiency in comparison with the

economics of financing the project with public funds. .Even the host government could borrow

money on better conditions compared to that of the public sector other factors could offset this

particular advantage. For example, the expertise and efficiency that that the private entity is

expected to bring as well as the risk transfer.Therefore the private entity bears a substantial part

of the risk. These are some types of the most common risks involved:

Political risk: especially in the developing countries because of the possibility of dramatic

overnight political change.

Technical risk: construction difficulties, for example unforeseen soil conditions, breakdown of

equipment

Financing risk: foreign exchange rate risk and interest rate fluctuation, market risk (change in the

price of raw materials) , income risk (Cash flow forecasts are overoptimistically) , cost overrun

risk

BOOT (Build Own Operate Transfer)

A BOOT structure differs from BOT in that the private entity owns the works. During the

concession period the private company owns and operates the facility with the prime goal to

recover the costs of investment and maintenance while trying to achieve higher margin on

project. The specific characteristics of BOOT make it suitable for infrastructure projects like

highways, roads mass transit, railway transport and power generation and as such they have

political importance for the social welfare but are not attractive for other types of private

investments. BOOT & BOT are methods which find very extensive application in countries

10

which desire ownership transfer and operations including. Some advantages of BOOT projects

are:

Encourage private investment

Inject new foreign capital to the country

Transfer of technology and know how

Completing project within time frame and budget planned

Providing additional financial source for other priority projects

Releasing the burden on public budget for infrastructure development

BOO (Build Own Operate)

In a BOO project ownership of the project remains usually with the Project Company for

example a mobile phone network. Therefore the private company gets the benefits of any

residual value of the project. This framework is used when the physical life of the project

coincides with the concession period. A BOO scheme involves large amounts of finance and

long payback period. Some examples of BOO projects come from the water treatment plants.

This facilities run by private companies process raw water, provided by the public sector entity,

into filtered water, which is after returned to the public sector utility to deliver to the customers.

BLT (Build Lease Transfer)

Under BLT a private entity builds a complete project and leases it to the government. On this

way the control over the project is transferred from the project owner to a lessee. In other words

the ownership remains by the shareholders but operation purposes are leased. After the expiry of

the leasing the ownership of the asset and the operational responsibility are transferred to the

government at a previously agreed price. For foreign investors taking into account the country

risk BLT provides good conditions because the project company maintains the property rights

while avoiding operational risk.

DBFO (Design Build Finance Operate)

Design- Build- Finance- Operate is a project delivery method very similar to BOOT except that

there is no actual ownership transfer. Moreover, the contractor assumes the risk of financing till

the end of the contract period. The owner then assumes the responsibility for maintenance and

operation. Some disadvantages of DCMF are the difficulty with long term relationships and the

treat of possible future political changes which may not agree with prior commitments.This

model is extensively used in specific infrastructure projects such as toll roads. The construction

company build a private entity which is in charge to design and construct an infrastructure for the

government which is the true owner. Moreover the private entity has the responsibility to raise

finance during the construction and the exploitation period. The cash flows serve to repay the

investment and reward its shareholders. They end up in form of periodical payment to the

government for the use of the infrastructure. The government has the advantage that it remains

the owner of the facility and at the same time avoids direct payment from the users. Additionally,

11

the government succeeds to avoid getting into debt and to spread out the cost for the road over

the years of exploitation.

DCMF (Design Construct Manage Finance)

Some examples for the DCMF model are the prisons or the public hospitals. A private entity is

build to design, construct, manage, and finance a facility, based on the specifications of the

government. Project cash flows result from the government‟s payment for the rent of the facility.

In the case of the hospitals, the government has the ownership over the facility and has the price

and quality control. The same financial model could be applied on other projects such as prisons.

Therefore this model could be interpreted as a mean to avoid new indebtedness of public finance.

PUBLIC-PRIVATE-PARTNERSHIP

Public–private partnership (PPP) describes a government service or private business venture

which is funded and operated through a partnership of government and one or more private

sector companies. These schemes are sometimes referred to as PPP, P3 or P3.

PPP involves a contract between a public sector authority and a private party, in which the

private party provides a public service or project and assumes substantial financial, technical and

operational risk in the project. In some types of PPP, the cost of using the service is borne

exclusively by the users of the service and not by the taxpayer. In other types (notably the private

finance initiative), capital investment is made by the private sector on the strength of a contract

with government to provide agreed services and the cost of providing the service is borne wholly

or in part by the government. Government contributions to a PPP may also be in kind (notably

the transfer of existing assets). In projects that are aimed at creating public goods like in the

infrastructure sector, the government may provide a capital subsidy in the form of a one-time

grant, so as to make it more attractive to the private investors. In some other cases, the

government may support the project by providing revenue subsidies, including tax breaks or by

providing guaranteed annual revenues for a fixed period.

Typically, a private sector consortium forms a special company called a "special purpose

vehicle" (SPV) to develop, build, maintain and operate the asset for the contracted period.

In cases where the government has invested in the project, it is typically (but not always)

allotted an equity share in the SPV.[1]

The consortium is usually made up of a building

contractor, a maintenance company and bank lender(s). It is the SPV that signs the

contract with the government and with subcontractors to build the facility and then

maintain it. In the infrastructure sector, complex arrangements and contracts that

guarantee and secure the cash flows and make PPP projects prime candidates for project

financing. A typical PPP example would be a hospital building financed and constructed

by a private developer and then leased to the hospital authority.

12

1.2 NATIONAL HIGHWAYS AUTHORITY OF INDIA

The National Highways Authority of India was constituted by an act of Parliament, the National

Highways Authority of India Act, 1988. It is responsible for the development, maintenance and

management of National Highways entrusted to it and for matters connected or incidental

thereto. The Authority was operationalized in February, 1995 with the appointment of full time

Chairman and other Members.

Formation: 1988

Type: Autonomous Government Agency

Purpose: Development and Maintenance of National Highways

Chairman: Brijeshwar Singh

Main organ: Board of directors

Parent organization: Ministry of Road Transport and Highways

Website: www.nhai.org

NHAI’S Vision:

"To meet the nation‟s need for the provision and maintenance of National Highways network to

global standards and to meet user‟s expectations in the most time bound and cost effective

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."

Table 1.2.1: Indian Road Network:

Indian Road Network of 33 lakh km. is the second largest in the world and consists of:

Length In kms

Expressways 200

National Highways 70934

State Highways 131899

Major District Roads 467763

Rural and Other Roads 2650000

Total Length 33 lakhs kms

13

Modal Shift:

About 65% of freight and 80% passenger traffic is carried by the roads.

National Highways constitute only about 2% of the road network but carry about 40% of

the total road traffic.

Number of vehicles has been growing at an average pace of 10.16% per annum over the

last five years.

NHAI MANDATE:

National Highways Authority of India (NHAI) is mandated to implement National Highways

Development Project (NHDP) which is

India 's Largest ever highways project

World class roads with uninterrupted traffic flow

The National Highways have a total length of 70934 km to serve as the arterial network of the

country. The development of National Highways is the responsibility of the Government of

India. The Government of India has launched major initiatives to upgrade and strengthen

National Highways through various phases of National Highways Development project (NHDP),

which are briefly as under:

NHDP Phase I : NHDP Phase I was approved by Cabinet Committee on Economic Affairs

(CCEA) in December 2000 at an estimated cost of Rs.30,000 crore comprises mostly of GQ

(5,846 km) and NS-EW Corridor (981km), port connectivity (356 km) and others (315 km).

NHDP Phase II : NHDP Phase II was approved by CCEA in December 2003 at an estimated

cost of Rs.34,339 crore (2002 prices) comprises mostly NS-EW Corridor (6,161 km) and other

National Highways of 486 km length, the total length being 6,647 km. The total length of Phase

II is 6,647 km.

NHDP Phase-III: Government approved on 5.3.2005 upgradation and 4 laning of 4,035 km of

National Highways on BOT basis at an estimated cost of Rs. 22,207 crores (2004 prices).

Government approved in April 2007 upgradation and 4 laning at 8074 km at an estimated cost of

Rs. 54,339 crore.

NHDP Phase V: CCEA has approved on 5.10.2006 six laning of 6,500 km of existing 4 lane

highways under NHDP Phase V (on DBFO basis). Six laning of 6,500 km includes 5,700 km of

GQ and other stretches.

14

Table 1.2.2: NHDP and Other NHAI Projects

Status: April 2011

NHDP

GQ NS-

EW

Phas

e

I&II

NHDP

Phase

III

NHDP

Phase

V

NHDP

Phase

VI

NHDP

Phase

VII

SA

RD

P-

NE

NHDP

Phase

IV

NHDP

Total

Port

connecti

vity

Others Total by

NHAI

Total

length(Km)

5846 7300 12109 6500 1000 700 388 14799 48642 380 1383 50405

Already 4-

laned(Km)

5824 5622 2242 582 - - - - 14270 312 935 15517

Under

implementati

on (Km)

22 1099 5769 1830 - 41 12 765 9638 68 428 10134

Contracts

under

implementati

on (Km)

8 89 82 17 - 2 2 5 205 4 6 215

Balance

length for

award (Km)

- 421 4098 4088 1000 659 276 14034 24576 0 20 24596

15

1.3 GMR GROUP

GMR Group is a major infrastructure company in India which is head-quartered in Bangalore.

The company was founded in 1978.The core business areas of the company include airports,

energy, and highways; apart from having presence in agriculture and aviation sectors. They are

also actively involved in community service as a part of Corporate Social Responsibility.

The company was involved in the construction of Hyderabad International Airport and Sabiha

International Airport in Turkey. GMR is also involved in the reconstruction of Indira Gandhi

International Airport at New Delhi. They currently have man highway and thermal power

projects , particularly in South Indian States.

GMR Group is the owner of Delhi Daredevils team which plays in the annual Indian cricket

competition Indian Premier League.

16

LITERATURE REVIEW

HIGHWAY DEVELOPMENT IN INDIA:

Roads in Ancient India:

The excavations of Mohenjo-daro and Harappa have revealed the existence of roads in India as

early as 25 to 35 centuries B.C. Old records reveal that in early periods the roads were

considered indispensible for administrative and military purposes.

Roads in Nineteenth Century:

At the beginning of British rule, the conditions of roads deteriorated. The economic and political

shifts caused damage to a great extent in the maintenance of the road transportation. Prior to the

introduction of railways, a number of trunk roads were metalled and bridges were provided.

JAYAKAR COMMITTEE AND THE RECOMMENDATIONS:

After the first world war, motor vehicles using the roads increased and this demanded a better

road network which can carry both bullock cart traffic and motor vehicles.A resolution was

passed by both chambers of the Indian legislature 1927 for the appointment of a committee to

examine and report on the question of road development in India. In response to the resolution,

Indian Road Development committee was appointed by the government with M.R Jayakar as

chairman, in 1927.

The Jayakar committee submitted its report by the year 1928. The most important

recommendations made by the committee are:

1. The road development in the country should be considered as a national interest as this

has become beyond the capacity of provincial governments and local bodies.

2. An extra tax should be levied on petrol from the road users to develop a road

development fund called Central Road Fund.

3. A semi-official technical body should be formed to pool technical know how from

various parts of the country and to act as an advisory body on various aspects of roads.

17

4. A research organization should be instituted to carry out research and development work

and to be available for consultations.

NAGPUR ROAD CONFERENCE:

A conference of the chief Engineers of all states and provinces was convened in 1943 by the

Government of India at Nagpur, at initiative of Indian Road Congress to finalize the road

development plan for the country as a whole. This is a landmark in the history of road

development in India, as it was the first attempt to prepare a coordinated road development

programme in a planned manner. This development plan is known as Nagpur Road plan.

SECOND TWENTY YEAR ROAD DEVELOPMENT PLAN 1961-81:

The second twenty year road development plan for the period 1961-81 was initiated by the IRC

and was finalized in 1959 at the meeting of Chief Engineers and the same was forwarded to the

central government. This plan is called Bombay Road plan.

THIRD TWENTY YEAR ROAD DEVELOPMENT PLAN 1981-2001:

The third twenty year road development plan 1981-2001 was prepared by the road wing of the

ministry of shipping and transport with the active corporation from a number of organizations

and experts in the field of Highway Engineering and Transportation. This plan is also called as

Lucknow Road plan.

NECESSITY OF HIGHWAY PLANNING:

The objects of highway planning are:

1. To plan a road network for efficient and safe traffic operation, but at minimum cost.Here

the costs of constructions, maintenance and renewal of pavement layers and the vehicle

operation costs are to be given due consideration.

2. To arrive at the road system and the lengths of different categories of roads which could

provide maximum utility and could be constructed within the available resources during

the plan period under consideration.

3. To fix up the date wise priorities for the development of each road link based on utility as

the main criterion for phasing the road development programme.

4. To plan for future requirements and improvements of roads in review of anticipated

developments.

5. To work out financing system.

18

III. STUDY AREA

3. THE PROJECT

3.1 PROJECT BACKGROUND

The NH-9 will link Pune in Maharastra to Machilipatnam in Andhra Pradesh and it passes

through the states of Maharastra, Karnataka and Andhra Pradesh. As a part of development of

National Highway in Andhra Pradesh,NH-9 were approved for Design, Construction, Finance,

Operation and Maintenance of 4/6 Laning of Hyderabad-Vijayawada Section from Km.40.00 to

Km.221.50 on NH-9 in the state of Andhra Pradesh.

The road National Highway No. 9 starts from the intersection points of NH-9 & NH-7 at

Hyderabad in the state of Andhra Pradesh and traversing through Choutuppal, Chityal,

Narketpally, Nakrekal, Suryapeta, Akupamula, Kodad, Shermohammad Peta, Navabpet,

Vijayawada and terminates at Machilipatnam (Seaport) in Andhra Pradesh. The Project road

srarts from Km.40.00 at Malkapuram from the outskirts of Hyderabad, the capital city of Andhra

Pradesh State and terminates at Km.221.500 Totacherla.

It is well recognized that the current road infrastructure is a serious constraint to the economic

growth of a country as a large and diversified as India. T he Government of India has

accordingly, decided to embark on an ambitious and aggressive program of

improvement/construction.

Then the Government of India had entrusted to the NATIONAL HIGHWAYS AUTHORITY OF

INDIA, (hereinafter referred to as the “Authority”) the development, maintenance and

management of National Highway No.9 including Section from km 40.00 to km

221.500(181.981km).

The Authority had resolved to augment the existing road from km 40.00 to km

221.500(181.981km) on the Hyderabad-Vijayawada section of National Highway No.9

(hereinafter called the “NH-9”) in the State of Andhra Pradesh by Four-Laning and subsequent

Six-Laning thereof on Design, Build, Finance, Operate and Transfer(“DBFOT”) basis in

accordance with the terms and conditions to be set forth in a concession agreement.

The Authority had accordingly invited proposals by its request for Qualification dated 19th

January 2008(the Tender Notice) for short listing of bidders for construction, operation and

maintenance of the above referred section of NH-9 on DBFOT basis and short listed certain

bidders including, inter alia, the consortium comprising GMR Infrastructure Limited and Punj

19

Llyod Limited (collectively the consortium) with GMR Infrastructure Limited as its Lead

member.

The Authority had prescribed the technical and commercial terms and conditions and invited

bids from the short listed bidders pursuant to the Tender Notice for undertaking the project.

After evaluation of the bids received, the Authority had accepted the bid of the Consortium and

issued its letter of acceptance No. NHAI/BOT-1/11012/19/2007/6841 dated 27.05.2009

(hereinafter called the “LOA”) to the Consortium requiring, inter alia, the execution of this

Concession agreement within 45 (forty five) days of the date of issue thereof.

Then NHAI has entered into a concession agreement with M/s GMR Hyderabad Vijayawada

Expressways Pvt Ltd. On 9th October 2009 for undertaking inter alia Design, construction,

Finance, Operation and Maintenance of 4/6 Laning of Hyderabad-Vijayawada section from

km.40.00(Malkapuram) to km.221.550(Totacherla) on NH-9 in the state of Andhra Pradesh on

DBFOT basis.

The Concessinare M/s GMR Hyderabad Vijayawada Expressways Pvt Lyd. Has issued its LOA

to M/s Boyance Infrastructure Private Limited on 11th February 2010 and entered into a

agreement on 25th February 2010 as the „Engineering Procurement and Construction(EPC)

Contractor for Design and execution of the works on fixed price lump sum turnkey basis.

The EPC Contractor, M/s Boyance Infrastructure Pvt Ltd in turn has given its LOA to M/s GMR

Infrastructure Limited –(EPC Division ) on 15th February 2010 and entered into a agreement on

7th June 2010 for Construction of 4/6 Laning of Hyderabad-Vijayawada section from Km.40.00

(Malkapuram) to Km.105.00 (Aitipamula) including Narketpally Bypass in the section of NH-9

in the state of Andhra Pradesh. The location Map is shown in annexure I.

The present study is limited to these 65 kms, i.e from km.40.00 to km.105.00.

20

3.2 PROJECT FEATURES

Project Title: Design, Construction, Development, Finance, Operation and Maintenance of 4/6

Laning of Hyderabad-Vijayawada section from Km.40.00 to Km.105.00 on NH-9 in the state of

Andhra Pradesh State.(Contract Package No:NHDP-III/BOT/AP/01).

Scope of the Project: The Project Highway from km.40.00 to km.105.00 is to be widened to 4

lane divided carriageway with 1.50 m paved shoulder facility including Narketpally bypass of

new construction from km.85.200 to km.89.200

Project Details:

Source of Fund : Design, Build, Finance, Operate and Transfer

(DBFOT) basis.

Total Project cost : Rs.710 Crore.

Client/Employer : National Highway Authority of India.

Concessionaire : M/s. GMR Hyderabad - Vijayawada Expressways

Private Limited.

Independent Engineer : Intercontinental Consultants & Technocrats

Pvt Ltd-ICT.

EPC Contractor : M/s. Boyance Infrastructure Private Limited.

Sub-Contractor : M/s. GMR Infrastructure Limited-EPC Division

Design Consultant : M/s. The Louis Berger Consulting Pvt Ltd

Timelines for the entire project

Concession Agreement Date : 09th October, 2009.

Appointed Date for the entire Project : 30.03.2010.

Construction Period : 27 Months.

21

Timelines for the reach Km 40.00 to Km 105.000

Letter of acceptance (LOA) : 15th February 2010.

Appointed date/Commencement date : 06th April 2010.

Agreement date : 07th

June 2010.

Time Period of Construction : 27 months from the Appointed/

Commencement date.

22

3.3 CONTRACTS AND OTHER DOCUMENTS

3.3.1 CONCESSION AGREEMENT

Concession agreement is between the National Highways Authority of India (Authority),

established under National Highways Authority of India Act 1988 and GMR Hyderabad

Vijayawada Expressways Private Limited (Concessionaire), a company incorporated under the

provisions of the Companies Act, 1956.

Concession Agreement has

Articles

Schedules

Annexures

Articles have 6 different sections:

Definitions & Interpretation

The Concession

Development & Operations

Financial Covenants

Force Majeure &Termination

Other Provisions

Schedules:

There are schedules A to W. The four important schedules are:

Schedule A: Site of the Project.

Schedule B: Development of Project Highway.

Schedule C: Project Facilities.

Schedule D: Specifications &Standards

Annexures:

Different corrigenda, reply to the queries from NHAI to the Concessionaire, Bid, Bid Security,

Acceptance of LOA, Joint Bidding Agreement, SPV documents submitted by Concessionaire etc

are documented in Annexures.

23

1. Scope of the Project shall mean and include, during the concession period,

(a) Construction of the Project Highway on the site set forth in Schedule A and as specified in

Schedule B together with provision of Project Facilities as specified in Schedule C, and in

conformity with the specifications and Standards set forth in Schedule D.

(b) Operation and Maintenance of the Project Highway in accordance with the provisions of

Concession Agreement.

(c) Performance and fulfillment of all other obligations of the Concessionaire in accordance with the

provisions of this Agreement and matters incidental thereto or necessary for the performance of

any or all of the obligations of the Concessionaire under the Concession Agreement.

2. Appointed Date means the date on which Financial Closure is achieved or an earlier date that

parties may by mutual consent determine and shall be deemed to be the date of commencement

of the Concession Period.

3. Concession Period means the period starting on and from the Appointed Date and ending on the

Transfer Date.

4. Transfer Date means the date on which Concession Agreement expires pursuant to the

provisions of the Agreement or is terminated by a Termination Notice.

5. Financial Close means the fulfillment of all conditions precedent to the initial availability of

funds under the Financing Agreements.

6. Financing Agreements means the agreements executed by the Concessionaire in respect of

financial assistance to be provided by the Senior Lenders by the way of loans, guarantees,

subscription to non-convertible debentures and other debt instruments including loan

agreements, guarantees, notes, debentures, bonds and other debt instruments, security

agreements, and other documents relating to the financing (including re-financing) of the Total

Project Cost.

7. Total Project Cost means the lowest of:

(a) The capital cost of the Project as set forth in the Financial Package

(b) The actual capital cost of the Project upon completion of four-laning of the Project Highway; and

(c) A sum of Rs. 1740 crores (Rupees one thousand seven hundred and forty crores)

Provided that in the event of Termination, the Total Project Cost shall be deemed to be modified

to the extent of variation in WPI or Reference Exchange Rate occurring in respect of Adjusted

Equity and Debt Due, as the case may be.

Provided further that the additional capital cost for six-laning as may be approved by t e senior

Lenders and set forth in the Financing Agreements, and to the extent expended, shall from part of

the Total Project Cost in addition to the capital cost set forth above for four-laning of the Project

Highway.

8. Bid means the documents in their entirety comprised in the bid submitted by the

Concessionaire/Consortium in response to the Tender Notice in accordance with the provisions

thereof.

9. Bid Security means the security provided by the concessionaire /consortium to the and ninety

lakhs), in accordance with the Tender Notice, and which is to remain in force until substituted by

the Performance Security.

24

10. Performance Security The Concessionaire shall, for the performance of its obligations

hereunder during the Construction period to the Authority no later than 180(one hundred and

eighty) days from the date of this agreement ,an irrevocable and unconditional guarantee from a

bank for a sum which is specific to specific projects. Until such time the performance security is

provided by the Concessionaire force and effort and upon such release the Bid security to the

Concessionaire.

RELEASE OF PERFORMANCE SECURITY:

The Performance Security shall remain in force and effect for a period of one year from the

Appointed Date, but shall be released earlier upon the Concessionaire expending on Project

construction an aggregate sum that is not less than 20% (twenty percent) of the Total Project

Cost; and provided the Concessionaire for release of Performance Security, the Authority shall

release the Performance Security forthwith.

11. Commercial Operation Date:

Four-Laning shall be deemed to be complete when the Completion Certificate or the Provisional

Certificate, as the case may be, is issued and accordingly the commercial operation date of the

project shall be the date on which such Completion Certificate or the Provisional certificate is

issued. The Project Highway shall enter into commercial service on COD whereupon the

Concessionaire shall be entitled to demand and collect Fee.

12. Completion Certificate Upon completion of Construction Works and the Independent Engineer

determining the Tests to be successful, it shall forthwith issue to the Concessionaire and the

Authority a certificate. This is called Completion Certificate.

13. Provisional Certificate The Independent Engineer may, at the request of the Concessionaire,

issue a provisional certificate of completion. (The Provisional Certificate), if tests are successful

and the Project Highway can be reliably placed in commercial operation though certain works or

things forming part thereof are outstanding and not yet complete.

In such an event, the Provisional Certificate shall have appended thereto a list of outstanding

items signed jointly by the Independent Engineer and the Concessionaire called as a Punch List;

provided that, save and except as the Authority may otherwise direct, the Independent Engineer

shall not issue Provisional Certificate unless and until:

(1) At least 95% of the total length of the project Highway has been completed

(2) The reason for the delay in completion of the remaining work is for reasons solely attribute to

the Authority.

Provided that the Independent Engineer shall not withhold the Provisional Certificate for reason

of any work remaining incomplete if the delay in completion thereof is attribute to the Authority.

14. Escrow Account means an Account which the Concessionaire shall open and maintain with a

Bank in which all inflows and outflows of cash on account of capital and revenue receipts and

expenditures shall be credited and debited, as the case may be, and Sub-accounts of Escrow

Account.

15. Independent Engineer The Authority shall appoint a consulting engineering firm from a panel

of 10 (ten) firms or bodies corporate, to be the independent consultant under the agreement.

25

16. Lenders’ Representative means the person duly authorized by the Senior Lenders to act for

and on behalf of the senior Lenders with regard to matters arising out of or in relation to this

Agreement, and includes his successors, assigns and substitutes.

17. Senior Lenders means the financial institutions, banks, multilateral lending agencies, trusts,

funds and agents or trustees of debenture holders, including their successors and assignees, who

have agreed to guarantee or provide finance to the Concessionaire under any of the Financing

Agreements for meeting all or any part of the Total project Cost and who hold charge on the

assets, rights, title and interests of the Concessionaire.

18. Construction Period means the period beginning from the Appointed Date and ending on the

COD.

19. Development Period means the period from the date of this agreement until the Appointed date.

20. EPC Contract means contract or contracts entered into by the concessionaire with one or more

Contracts for the design, engineering, procurement of materials and equipment, construction, and

completion of the Project Highway in accordance with the provisions of this Agreement.

21. EPC Contractor means the person with whom the concessionaire has entered into an EPC

Contract.

22. Applicable Permits means all clearness, permits, authorizations, consents and approvals

required to be obtained or maintained under applicable laws in connection with the design,

engineering, financing, procurement, construction, operation and maintenance of the project

Highway during the subsistence of this Agreement.

23. Force Majeure shall mean occurrence in India of any or all of Non-Political Event, Indirect

political Event and political event, if it affects the performance by the party claiming the benefit

of Force Majeure (Affected party) of its obligations under Concession Agreement and which act

or event

(a) Is beyond the reasonable control of the Affected party, and

(b) The Affected party could not have prevented or overcome by exercise of due diligence and

following Good Industry Practice

(c) And has material adverse effect on Affected party.

Priority of agreements and errors/discrepancies:

In general, any project involves lots of information/numerical on various documents called as

specifications. In case of disputes between the various documents, the Agreement is given

weightage above all the documents.

This is documented in Article 1

1. CA>any other document.

2. Clauses>schedules>annexures

3. Written description on the drawings<specifications and drawings

4. Dimension scaled from the drawing<specific written dimension

5. Any value written in numerals<written in words

26

Obligations of the Concessionaire(Article 5):

The Concessionaire should, at its own cost and expense, in addition to and not in derogation of

its obligations elsewhere set out in the agreement:

(a) Make, or cause to be made, necessary applications to the relevant Government Instrumentalities

with such particulars and details, as may be required for obtaining all Applicable Permits and

obtain and keep in force and effect such Applicable Permits in conformity with the Applicable

Laws;

(b) Procure, as required, the appropriate proprietary rights, licenses, agreements and permission for

materials, methods, processes and systems used or incorporated into the project highway;

(c) Perform and fulfill its obligations under the Financing Agreements;

(d) Make reasonable efforts to maintain harmony and good industrial relations among the personnel

employed by it or its Contractors in connection with the performance of its obligations under this

Agreement;

(e) Make reasonable efforts to facilitate the acquisition of land environmental clearance required for

the purposes of the Agreement;

(f) Ensure and procure that its contractors comply with all Applicable Permits and Applicable Laws

in the performance by them of any of the Concessionaire‟s obligations under this agreement;

(g) Not do or omit to do any act, deed or thing which may in any manner be violative of any of the

provisions of this agreement;

(h) Support, cooperate with and facilitate the Authority in the Implementation and operate of the

Project in accordance of this Agreement; and

(i) Transfer the Project Highway to the Authority upon Termination of this Agreement, in

accordance with the provision thereof.

Obligations of the Authority (Article 6):

The Authority shall, at its own cost and expense undertake, comply with and perform all its

obligations set out in this Agreement or arising hereunder.

The Authority agrees to provide support to the concessionaire and undertakes to observe, comply

with and perform, subject to and in accordance with the provisions of this agreement and the

Applicable Laws the following;

(a)upon written request from the concessionaire, and subject to the concessionaire complying

with Applicable Laws, provide all reasonable support and assistance to the concessionaire in

procuring Applicable permits required from any Government Instrumentality for implementation

and operation of the project;

(b)upon written request from the concessionaire, assist the concessionaire in obtaining access to

all necessary infrastructure facilities and utilities, including water and electricity at rates and on

terms no less favorable to the concessionaire than those generally available to commercial

customers receiving substantially equivalent services.

27

(c)procure that no barriers are erected or placed on the project highway by any Government

Instrumentality or persons claiming through or under it, except for reasons of calamities,

disasters (natural, accidental or due to any act or omission of any person or accident or

otherwise), Emergency, national security, law and order, collection of inter-state taxes or

collection of any taxes which are authorized under the provisions of Applicable Laws;

(d)make best endeavors to procure that no local tax, toll or charge is levied or imposed on the use

of whole or any part of the project highway;

(e)subject to and in accordance with the Applicable Laws grant to the concessionaire the

authority to regulate traffic on the project highway;

(f) assist the concessionaire in procuring the Police assistance for regulation of traffic, removal

of trespassers and security on the project highway;

(g) not do or omit to do any act, deed or thing which may in any manner be violative of any of

the provisions of this Agreement;

(h) support, cooperate with and facilitate the concessionaire in the implementation and operation

of the project in accordance with the provisions of this agreement;

(i) upon written request from the concessionaire, provide reasonable assistance to the

concessionaire and any expatriate personnel of the concessionaire or its contractors to obtain

applicable visas and work permits for the purposes of discharge by the concessionaire or its

contractors their obligations under this Agreement and the Project Agreements.

Maintenance Obligations prior to Appointed Date:

The Authority should undertake only routine maintenance during the Development Period, and

it should undertake special repairs only for ensuring safe operation for the Project Highway, or in

the event of excessive deterioration or damage caused due to unforeseen events such as floods or

torrential rain.

Obligations relating to Competing Roads:

The Authority should procure that during the subsistence of this Agreement, neither the

Authority nor any Government Instrumentality should, at any time before the 10th (tenth)

anniversary of the Appointed Date, construct or cause to be constructed any Competing Road;

provided that the restriction herein should not apply if the average traffic on the Project

Highway in any exceeds 90%(ninety percent) of its designed capacity.

RIGHT OF WAY (Article 10):

On or prior to the Appointed Date, the Authority should have granted vacant access and Right of

way such that the Appendix should not include more than 50%(fifty percent) of the total area of

the site required and necessary for the Four-Lane Project Highway, and in the event Financial

Closure is delayed solely on the account of delay in grant of such vacant access and Right of

28

way, the Authority should be liable to payment of damages. For the avoidance, it is agreed

between the parties that Right of way between 50m on both sides of RUBs at chainage km

77.833(chityala) should not be part of the Appendix, and should be made available to the

concessionaire at a later date.

Schedule A:

The Site: The project road (NH-9) starts from Malkapuram Village at km 40.000 and ends

Totacherla village at km 221.500. The contract package for the project includes developing the

existing two lane carriageway to four lane dual carriageway configurations including

strengthening of existing two lane between km 40.000 to km 221.500 on DBFOT basis and

defined as project highway.

29

Project Completion Schedule

1. Project Milestone-I:

180th day from Appointed Date

Commenced Construction of Project Highway

Expected not less than 10% of the total capital cost set forth in the Financial

Package

2. Project Milestone-II:

400th day from Appointed Date

Commenced Construction of all Bridges

Expected not less than 35% of the total capital cost set forth in the Financial

Package

3. Project Milestone-III:

650th day from Appointed Date

Commenced Construction of all Project Facilities

Expected not less than 70% of the total capital cost set forth in the Financial

Package

4. Scheduled Four Laning Date

910th day from Appointed Date

Should have completed the Four Lane Project Highway

Schedule: P- INDEPENDENT ENGINEER

Role of Independent Engineer:

(a) Review of the Drawings and Documents

(b) Review, inspection and monitoring of Construction Works

(c) Conducting Tests on completion of construction and issuing Completion/Provisional

Certificate

(d) Review, inspection and monitoring of O&M

(e) Determining, as required under the Agreement, the costs of any works or services and/or

their reasonableness

(f) Determining, as required under the Agreement, the period or any extension thereof

(g) Assisting the parties in resolution of disputes and The Independent Engineer should

discharge its duties in a fair, impartial and efficient manner, consistent with the highest

standards of professional integrity and Good Industry Practice.

30

4. PROJECT DESCRIPTION

4.1 DETAILS OF THE PROJECT HIGHWAY

The proposed widening scheme of the project highway is as follows:

Table 4.1.1: Proposed Widening Scheme

SL

NO.

CHAINAGE LENGT

H

(KM)

TYPE OF WIDENING

FROM TO

1 40000 40950 0.950 Concentric widening

2 40950 41300 0.350 Eccentric widening (RHS) with Curve Improvement

3 41300 42500 1.200 Eccentric widening(RHS)

4 42500 42850 0.350 Eccentric widening (RHS) with Curve Improvement

5 42850 46100 3.250 Eccentric widening(RHS)

6 46100 46600 0.500 Eccentric widening (RHS) with Curve Improvement

7 46600 46850 0.250 Eccentric widening(RHS)

8 46850 46970 0.120 Eccentric widening (RHS) with Curve Improvement

9 46970 47150 0.180 Eccentric widening (RHS) with Curve Improvement

10 47150 47960 0.810 Eccentric widening(RHS)

11 47960 48100 0.140 Eccentric widening(RHS)

12 48100 48450 0.350 Eccentric widening (RHS) with Curve Improvement

13 48450 48750 0.300 Eccentric widening(RHS)

14 48750 49250 0.500 Realignment(RHS)

15 49250 51450 2.200 Eccentric widening(RHS)

16 51450 51900 0.450 Eccentric widening (RHS) with Curve Improvement

17 51900 52120 0.220 Concentric widening

18 52120 52500 0.380 Concentric widening with Curve Improvement

19 52500 54000 1.500 Concentric widening

20 54000 54250 0.250 Concentric widening with Curve Improvement

21 54250 54955 0.705 Eccentric widening(RHS)

22 54955 62250 7.295 Eccentric widening(RHS)

23 62250 62940 0.690 Eccentric widening(RHS)

24 62940 63500 0.560 Realignment(RHS)

25 63500 63715 0.215 Eccentric Widening(LHS) with Curve Improvement

26 63715 77150 13.435 Eccentric Widening(LHS)

27 77150 77650 0.500 Realignment(LHS)

28 77650 78000 0.350 Eccentric Widening(LHS)

29 78000 78100 0.100 Eccentric Widening(LHS)

30 78100 79800 1.700 Concentric Widening

31 79800 85200 5.400 Eccentric Widening(LHS)

SL.NO From To Length(km)

Type of Widening

32 85200 89200 4.000 New Construction (Bypass)

31

33 89200 90800 1.600 Realignment(LHS)

34 90800 93000 2.200 Eccentric Widening(LHS)

35 93000 93700 0.700 Eccentric Widening(LHS) with Curve Improvement

36 93700 99700 6.000 Eccentric Widening(LHS)

37 99700 100500 0.800 Realignment(LHS)

38 100500 101800 1.300 Eccentric Widening(RHS) with Curve Improvement

39 101800 104800 3.000 Eccentric Widening(LHS)

40 104800 105335 0.535 Eccentric Widening(LHS) with Curve Improvement

Bypass: To avoid congestions and road side fiction, further to cater the increasing traffic and to

minimize land acquisition in built up areas, bypass was proposed for Narketpally town. The

details of the bypass is given below:

Table 4.1.2: Details of Bypass

SL.NO Bypass Chainage Length(Km)

From To

1 Narketpally 85.200 89.200 4.00

Service Roads: These are to be provided in the built up areas on the both sides as detailed

below:

Table 4.1.3: Service Roads

S.NO Chainage Length(Km) Name of the

Village From To

1 46.970 47.960 0.990 Koyalagudem

2 52.120 54.955 2.835 Chautuppal

3 78.000 79.800 1.800 Chityal

4 100.275 101.325 1.050 Katangoor

Intersections/Junctions: About 14 existing minor junctions are to be improved. 4 major

intersections are to be formed at the VUP Locations and 1 major intersection to be at

Narketpally Bypass exit.

Drainage Measures:

1. The design of drainage system such as Surface and Sub-surface drainage for pavement,

median, shoulder, high embankment shall be carried out in accordance with IRC:SP-42

and IRC:SP-50.

32

2. Surface Runoff from the main carriageway, Embankment slopes and the Service Roads

shall be discharged through longitudinal drains, which shall be designed for adequate

cross section, bed slopes, inert levels and the out falls.

3. Where drains are required to be the covered, the cover of the drain shall be designed for

carrying the maximum expected wheel load.

Slope Protection measures:

Side slopes of embankment shall be protected against erosion by providing turfing,

vegetative cover, stone pitching/C.C block pitching,geo-synthetics,gabion walls or any

other measures depending on the height of embankment and type of soil involved as per

IRC:56.

Table 4.2 DETAILS OF PROJECT STRUCTURES

S.NO Type of structure Repair &

Widening

Reconstruction New

Construction

Total

1 Major Bridges - - 01 01

2 Minor Bridges 11 - 01 12

3 Vehicular underpasses - - 04 04

4 Pedestrian underpasses - - 09 09

5 Cattle underpasses - - 01 01

6 Box Culverts -

7 Pipe Culverts -

4.3 PROJECT FACILITIES

The Project Facilities shall include:

Toll Plaza

Road side Furniture

Street lighting

Pedestrian Facilities

Landscaping and Tree Plantation

Rest areas

Truck Lay-Byes

Bus-bays and Bus Shelters

Vehicular underpasses and Pedestrian/cattle underpasses

Traffic aid posts

Medical aid posts

Vehicle rescue post

33

4.4 Pavement Composition Details:

4.4.1Types of pavement

1)Flexible Pavement 2)Rigid Pavement

4.4.2 Flexible Pavement and Rigid Pavement:

Fig 1:Flexible Pavement Fig 2: Rigid Pavement

For New Construction: IRC-37.The Proposed crust of the pavement subject to approval of I.E

is as following: The new flexible pavement shall be designed in accordance with:

Table 4.4.1:Flexible pavement details

Layer Km 40.000 to

Km 78.700

Km 78.700 to

Km 87.500

Km 87.500 to

Km 105.000

Bituminous Concrete(BC) 50mm 50mm 50mm

Dense Bituminous Macadam (DBM) 140mm 150mm 130mm

Wet Mix Macadam(WMM) 250mm 250mm 250mm

Granular Sub-Base(GSB) 200mm 200mm 200mm

Subgrade 500mm 500mm 500mm

4.4.3 Rigid Pavement:The New Rigid Pavement shall be designed in accordance with

IRC:58.The following crust to be proposed is:

Paved Quality Concrete(PQC-300mm)

34

Dry Lean Concrete(DLC-150mm)

Subgrade(500mm)

Embankment(if available)

V: METHODOLOGY

5.1 Project Quality Plan:

A. Road Works:

1. Site Clearance

2. True and Proper setting out layout of Work.

3. Construction of Road in urban and rural areas including excavation, construction of

high embankment and subgrade, construction of carriageway, service road, shoulders and

medians, provision of drainage, turfing etc.

4. Construction of New culverts including widening/dismantling of existing RCC

pipe/RCC slab/Arch culverts.

5. Construction of way side amenities and kerbs.

6. Construction and providing road junctions, improvement of existing junctions.

7. Provision of road signs, markings. Delineators,etc. on road and bridges.

8. Maintenance of existing works.

Bridge Works:

1. Site clearance

2. True and proper setting out and layout of work.

3. Erecting the formwork and shuttering required as per the approved Formwork design.

4. Providing Pile, well and open foundations.

5. Providing Piers, Abutments, Retaining walls and Underpasses.

6. Providing super structure in reinforced/pre-stressed concrete.

7. Providing footpath, walkway, median, kerbs, parapet, railing and drainage spouts.

8. Providing expansion joints and bearings.

9. Providing wearing coat with mastic Asphalt.

Others-General:

1. All aspects of Quality Control and Quality Assurance of works including

documentation.

2. Providing measures for prevention or migration of negative environmental impacts

due to construction activities as per the approved Environmental Compliance Plan.

3. Provision of health and safety measures as per the approved project HSE plan.

35

4. Provision of laboratory for testing including the supply of equipment and

consumables.

5. Handing over the works on completion after site clearance.

6. Submission of as built drawings and other related documents.

Project Quality Statement:

To strive for Quality Excellence, in order to achieve Customer Satisfaction by

Providing goods and services to the standards set by the customer and to contribute to

increase the company‟s competitiveness.

Definitions and Terminology:

1. Product Quality Audit: Inspection of the product at a lesser frequency than the inspection

carried out for normal quality control purposes as an aid to assessing the effectiveness of

quality control.

2. Quality Assurance: All those planned and systematic actions necessary to provide

confidence that products or services will satisfy given requirements.

3. Quality Audit: A systematic and independent examination to determine whether quality

activities and related results comply with planned arrangements and whether these

arrangements are implemented effectively and are suitable to achieve objective.

4. Quality System Audit: The independent examination of an organizations quality

assurance system carried out by an auditing team from within or outside the organization.

5. Quality Control: Those actions which provide a means to measure and regulate the

characteristics of a product or service to establish requirements. Operational techniques

or activities (e.g. inspection or test) used to verify technical and quality requirements for

services and or products.

6. Quality Policy: The overall quality intentions and directions of an organization as regards

quality, as formally expressed by top management.

7. Quality Plan: A document setting out the specific quality practices, resources, activities

and responsibilities relevant to a particular contract or Project.

8. Calibration: All the operations for the purpose of determining the values of the errors of

measuring instruments, material measures and measurement standards.

9. Controlled Document: Any document which is identified by the Unique Alpha numeric

code and any amendments to the content will be done as per the approved process and by

specified authority.

36

10. Surveillance: The continuing evaluation of the status of procedures, methods, conditions,

products, processes and services and analysis of records to ensure that quality

requirements being met.

Quality Policy:

We aspire to fulfill the expectations of our customer by a dedicated and organized

approach, which is amendable to skill and knowledge enhancement.

We shall improve the competence of our Quality management System continually.

Our focus to accomplish this aim shall be on:

Effective design

Effective implementation of planning and methodology

Effective Supplier Management

Proficient Management of workforce

Training and development of Human Resource

Quality System:

The Quality System has been designed to ensure that the Quality policy, objectives and

the requirements of ISO 9001:2008 are implemented. The system has been determined in terms

of the following main processes.

Estimation, costing and tendering

Design and Engineering

Quality planning and Control

Planning, monitoring and Control

Plant and machinery Provision

Project Operation

Commercial, contract and Procurement

Personnel and training

37

Finance

Quality System

Survey Works:

Alignment Fixing:

1. The control points of GPS (Global Positioning System) pillar are fixed at every 5 km

interval by NHAI for execution of survey works. The same GPS pillars are also having

the value of coordinate and levels.

2. Keeping the same GPS pillar as a reference, traversing of coordinate has been fixed at

250 m intervals between GPS pillar to GPS pillar. Closing error of traverse has been

adjusted by bow-ditch method in between two GPS pillars. The traverse closure was less

than 1:2000.

3. Horizontal angle was observed by taking minimum of two sets of rounds from different

locations in clockwise and anti-clockwise. All the observations were logged and the

spread between observed rounds of horizontal angle did not exceed 5 seconds.

4. In between GPS pillars at every 250 m interval, along the road alignment, the sub control

pillar(Bench mark pillar(BMP)) is fixed at the end of ROW. The location of benchmark

pillar is marked at site by paint identifying location. Benchmark pillars are concrete

pillars. Size of concrete pillar is 150×150×450 mm.12 mm rod is embedded inside and

projected 15mm above the concrete pillar. During the time of traversing the bearing was

recorded on the punch point of rod projected over the benchmark pillar. The coordinate

value of each benchmark pilar was arrived after traverse adjustment by bow-ditch

method.

5. The Project alignment coordinate given by client-NHAI for a length of 65 km is fixed

over the existing road by 1 second accuracy of total station. The alignment point is

marked at every 20 m interval on the straight portion and 10m interval on the curve

portion by round head nail. The same point is marked with yellow point and location

written on the road for quick reference.

38

Benchmark fixing:

1. For every 250m interval the concrete bench mark pillar is fixed along the project

alignment at the end of ROW. Location and Chainage is marked at site with paint.

2. During benchmark level transferring maximum observing distance was 100m, keeping

the foresight and back sight distance equal.

Toe-Line Fixing:

The toe line is fixed for every layer by means of calculating the thickness of pavement

layer multiplied by percentage of given formation slope. The toe distance will be measured from

given alignment nail.

Equipment Used:

1. Auto Level

2. Total Station

CLEARING AND GRUBBING

Procedure:

The work shall commence soon after mobilization at the site has been completed to the extent

that this activity can be taken up.

Clearing and grubbing shall be carried out using bull dozers to generally scrap off the top crest of

the formation bed with the main aim to clear the proposed road corridor of major bushes,

unwanted waste materials and vegetations and roots so as to enable field survey works to be

carried out up to reasonable precision and accuracy besides conducting soil sampling and testing,

visual or laboratory, on the existing ground materials to enable decision on further course of

action on mode of road construction.

During this course of such clearance unwanted materials shall be disposed off to the designated

places as directed, by using tippers. At the same time all thatsoil which is found reusable in terms

of execution of this project shall be stock piled along the work stretches.

Equipment Required:

1. Dozer

2. Excavators

3. Tippers

39

EARTHWORK EXCAVATION

Procedure:

1) Before the earthwork is started, the whole area where the work is to be done should be

cleared of grass, roots of trees and unwanted debris.

2) Excavation should be carried out exactly in accordance with the dimensions shown on

the drawings or any other dimension, as decided by the Site-in-Charge.

3) Sides of the trenches shall be vertical and it's bottom shall be perfectly leveled, both

longitudinally and transversely. Where the soil is soft, loose or slushy, the trench shall be

widened for allowing steps on either side or the sides sloped or shored up.

4) During excavation if rocks or rocky soils are found, they shall be leveled as far as

possible and the small spaces which are difficult to level shall be filled in with concrete.

5) If the excavation is in earth, the bottom of the trenches shall be sprinkled with a little

water and rammed.

6) No material excavated from the foundation trenches shall be placed nearer than one

40

metre to the outer edges of the excavation.

7) Water in trenches must be bailed or pumped out and where it is apprehended that the

sides may fall down or cave in, arrangement shall be made for adequate timber shoring.

8) When it is specified that the work is to be carried out without removing cables, pipes,

sewers etc. all of them shall be temporarily shored and saved from any damage.

9)The cost of all materials and labour required for fencing/barricading in and protection

against risk of accidents due to open excavation should be provided.

Equipment used:

1. Excavators

2. Tippers

3. Water Pumps

EMBANKMENT CONSTRUCTION

Procedure:

1. The toe line and center line are marked and pegs will be driven.

2. The material shall be dumped in site at respective location.

3. The material shall be spread in layers of uniform thickness not exceeding 200mm

compacted thicknesses over the entire width of the embankment by mechanical means

and will be graded with motor grader to the required camber.

4. Moisture content of the material shall be checked and extra required will be added.

5. The moisture content of each layer shall be checked and it should be within the range of

OMC +1% to OMC -2%. If moisture content is found out of these limits the same will be

brought within the limits by addition of water or by aeration as the case may be.

6. The compaction shall be done with the help of vibratory roller of 8 to 10 ton static

weight. Each layer shall be thoroughly compacted to the densities specified.

7. Loose pockets if any will be removed and replaced with approved material.

8. The above stages shall be repeated till the top level of the embankment is reached to the

specified levels and grades. The top levels are checked and shall be within the +20mm and -

25mm of the designed level.

Equipment Required:

41

1. Motor Grader :1 No as minimum

2. Tippers :10-20 No as minimum

3. Water Sprinkler :1 No as minimum

4. Vibratory Roller :80-100 KN, 1 No as a minimum.

Table 5.1.1: Material Specifications for Embankment

Maximum Particle size Shall not be less than 75 mm or should not be

more than 2/3 rds of compacted layer

thickness(whichever is minimum)

Free swell Index Max 50%

Liquid Limit Max 70%

Plasticity Index Max 45

Table 5.1.2: DENSITY REQUIREMENTS OF EMBANKMENT

Type of work Maximum Laboratory dry unit weight when

tested as per IS 2720

Embankments up to 3m height not subjected to

extensive flooding

Not less than 15.2 KN/cu.m

Embankments exceeding 3m height Not less than 16.0 KN/cu.m

Relative compaction as % of maximum laboratory dry density as per IS : 2720 for Embankments

should not be less than 95% of MDD.

SUBGRADE CONSTRUCTION

SUBGRADE:

Subgrade is one of the most crucial part of embankment fills or natural surface just below the

sub-base or lower sub-base of road pavement and shoulder. The surface above the subgrade is

known as the formation level or finishing level. Subgrade is the in situ material upon which the

pavement structure is placed or constructed at selected location.

Formation level is defined as the final level of soil surface after completion of earthworks and

when trough the process of compaction, stabilization and reinforced. The subgrade main function

42

is to withstand the loading of road pavement (sub-base, base, etc.) above it.

Fig 3: Typical Cut and Fill Sections

Procedure:

1. The toe line and center line are marked and pegs will be driven.

2. The material shall be dumped in site at respective location.

3. The material shall be spread in layers of uniform thickness not exceeding 200mm

compacted thicknesses over the entire width of the subgrade by mechanical means and

will be graded to the required camber.

4. Moisture content of the material shall be checked and extra required will be added.

5. The moisture content of each layer shall be checked and it should be within the range of

OMC +1% to OMC -2%. If moisture content is found out of these limits the same will be

brought within the limits by addition of water or by aeration as the case may be.

6. The compaction shall be done with the help of vibratory roller of 8 to 10 ton static

weight. Each layer shall be thoroughly compacted to the densities specified.

7. Loose pockets if any will be removed and replaced with approved material.

8. The above stages shall be repeated till the top level of the embankment is reached to the

specified levels and grades. The top levels are checked and shall be within the +20mm

and -25mm of the designed level.

Unsuitable soil materials for subgrade (or embankment fills) are as follows:

43

Clay soil which contains the value of Liquid Limit more than 80% and/or Plasticity Index

more than 55%,

Having the value of Lost On Ignition (LOI) more than 2.5%,

It is flammable materials (oily), and organically clay soil,

Contain lots of rotten roots, grass and other vegetation,

Considered as unstainable soil or toxic and categorized as peat soil,

Soil which is soft and unstable because it is too wet or dry which makes it difficult to

compact properly.

Performance of Subgrade

The subgrade‟s performance generally depends on two interrelated characteristics:

Load Bearing Capacity

The subgrade must be able to sustain loads transmitted from the pavement structure. The load

bearing capacity is frequently affected by the types of soil, moisture content, and degree of

compaction. A subgrade that can sustain a highly sum of loading without an excessive

deformation was considered good quality.

The types of soil especially from gravel type considered the best and from peat type considered

as the worst material. Moisture content of soil is also important and determine by conducting the

soil compaction test at lab as to find out which type contains more water. The degree of

compaction normally reflect to the method of compaction used at construction site, by means of

machinery and the numbers of passes.

Equipment Required:

1. Motor Grader : 1 No as a minimum

2. Tippers :10-20 No as a minimum

3. Water Sprinkler : 1 No as a minimum

4. Vibratory Roller : 80-100KN 1 No as a minimum

Table 5.1.3: Material Specifications for Subgrade:

Maximum Particle size Shall not be less than 50 mm or should not be

more than 2/3 rds of compacted layer

thickness(whichever is minimum)

Free swell Index Max 50%

44

Liquid Limit Max 70%

Plasticity Index Max 45

CBR(4 days soaked) Min % as specified at 97%MDD

Table 5.1.4 DENSITY REQUIREMENTS OF SUBGRADE:

Type of work Maximum Laboratory dry unit weight when

tested as per IS 2720

Subgrade Not less than 17.5 KN/cu.m

Relative compaction as % of maximum laboratory dry density as per IS : 2720 for Subgrade

should not be less than 97% of MDD.

Fig 4: Preparation of subgrade layer

GRANULAR SUB-BASE CONSTRUCTION

Procedure:

45

1. The toe line and center line are marked and pegs will be driven.

2. The material shall be dumped in site at respective location.

3. The material shall be spread in layers of uniform thickness not exceeding 200mm

compacted thicknesses over the entire width of the embankment by mechanical means

and will be graded with motor grader to the required camber.

4. Moisture content of the material shall be checked and extra required will be added.

5. The moisture content of each layer shall be checked and it should be within the range of

OMC +1% to OMC -2%. If moisture content is found out of these limits the same will be

brought within the limits by addition of water or by aeration as the case may be.

6. The compaction shall be done with the help of vibratory roller of 8 to 10 ton static

weight. Each layer shall be thoroughly compacted to the densities specified.

7. Loose pockets if any will be removed and replaced with approved material.

8. The above stages shall be repeated till the top level of the embankment is reached to the

specified levels and grades. The top levels are checked and shall be within the +20mm

and -25mm of the designed level.

Equipment Required:

1. Motor Grader :1 No as minimum

2. Tippers :10-20 No as minimum

3. Water Sprinkler :1 No as minimum

4. Vibratory Roller :80-100 KN, 1 No as a minimum.

Table 5.1.5: Material Specifications of GSB:

CBR (4 days soaked) Min 30% @98%MDD

Ten percent Fines Min 50KN (testing as per BS:812)

Liquid Limit Max 25%

Plasticity Index Max 6

Relative compaction as % of maximum laboratory dry density as per IS : 2720 for Granular Sub

Base should not be less than 98% of MDD.

46

WET MIX MACADAM CONSTRUCTION

Procedure:

Preparation of Mix:

1. The individual materials gradation shall be checked combined, proportions shall be fixed

LAYING W.M.M.: - BASE

1. Scope: Wet mix macadam base shall consist of laying and compacting clean, crushed

graded aggregate and granular material, premixed with water to a dense mass on prepared

sub base in accordance with the specifications.

2. Proposed Sample: Coarse aggregate proposed to be used in WMM are obtained by

crushing the rocks, obtained from approved quarries. Before removing the rock, the

quarry area is stripped of earth loam, clay and vegetable matter.

3. Independent tests will be carried out on this material as follows:

Sieve analysis.

Los Angeles abrasion.

Aggregate impact value.

Combined flakiness & elongation indices.

Blending (Mix Design).

Modified proctor density.

Liquid limit & plasticity index of portion through 425 micron sieve.

4. Mixing : Proposed „Base‟ material will be obtained by mixing various sizes of

aggregates (as per approved mix design) & water in the wet mix macadam plant.

5. Transportation: W.M.M. material will be carried to the site in dumpers of adequate

capacity.

6. Laying and compaction: W.M.M. material will be laid in layers (150 mm compacted) on

prepared sub – base using mechanical pavers or motor grader to maintain required

thickness and slope and to achieve finished surface in narrow areas, WMM will be spread

manually, in layers.

7. Each layer will be compacted with 10 T Vibro Roller, to achieve required degree of

compaction i.e. 98% of modified density. The areas not accessible to roller will be

compacted with plate compactor/ or mini rollers.

8. Top surface will be checked for its designed levels, before & after compaction & material

will be removed or added as required.

47

9. Surface finish and quality control of work: - Segregated material will not be allowed to

be placed. The tolerance on levels shall not exceed 12 mm and deviation from 3000mm

straight edge shall not exceed 10mm.

10. Rectification of defects: After final compaction, surface will be checked for its finish and

top levels. Any segregated material like only coarse or only fine will be removed and the

pocket will be filled with premixed material.

Equipment Required:

1. Motor Grader : 1 No as a minimum

2. Tippers :10-20 No as a minimum

3. WMM Plant : 1 No

4. Vibratory Roller : 80-100KN 1 No as a minimum

5. Paver Finisher :1 No

Table 5.1.6: Material Specifications of WMM:

Los Angeles Abrasion Value Max 40%

Aggregate Impact Value Max 30%

Combined Flakiness and Elongation Index Max 30%

Plasticity Index Max 6

Relative compaction as % of maximum laboratory dry density as per IS : 2720 for WMM should

not be less than 98% of MDD.

Fig 5: WET MIX PLANT

48

Features of Wet Mix Macadam Plant:

1. Modern Wet Mix Macadam Technology.

2. Produces High Quality Mix.

3. Portable or Stationary.

4. High Production Rate.

5. Easy to Operate.

6. Highly Accurate Aggregate & Additives Feeder.

7. Manufactured as per MORTH Specification.

4-Bin Feeder:

It is of single chassis construction. At each Bin a radial gate is provided which can be opened in

any position to regulate flow. Individual endless belts are provided, below the gates to discharge

material onto the gathering belt.

Vibrating Screen:

A Single-deck vibrating screen is provided on the slinger conveyor to remove oversize

aggregates received from the 4-bin feeder.

Slinger Conveyor:

An inclined conveyor with 600mm, wide belt mounted on idlers receives aggregates from the

gathering conveyor and feeds it to the pug mill.

49

Pug Mill:

A twin shaft pug mill mounted on antifriction bearing provides quick, continuous and

homogeneous mix of aggregates and additives.

Water Tank:

One / Two Water Tanks of 15 / 20 MT. capacity each are provided, fabricated from steel plates

with manhole, flowmeter, pump etc.

Mineral Filler:

Fabricated from steel plates, it feeds the required quantity of additives to the pug mill.

Control Cabin:

A fully automatic Control Panel is provided for controlling the quantity and quality of production

with operator sitting in Air-conditioned comfort.

Optional:

Variable Feeding Device can be provided for Belt Feeder. Wet Mix Storage Silo.

Miscellaneous:

i. All components used in wet mix plant are of top quality, with ISI Certification wherever

available.

ii. All moving parts and electrical parts of wet mix plant are provided with safety covers.

iii. Ease of Lubrication and dismantling has been built into the design for efficient

maintenance and repair.

iv. Fabricated parts of wet mix plant are thoroughly cleaned and treated before painting.

v. Manufacturing is done with advance, internationally recognized techniques.

LAYING OF KERB

1. The kerb machine should be clean and oiling thoroughly. Machine will be placed to the

proper position so that the line of mark on the sensor touches the string line.

2. The mix is proposed in the concrete mixture and transported to kerb machine. Mix

material should be used within 30 minutes after production. Sand should be screened

before using for slurry. The slurry will be prepared separately and transported to the

slurry chamber.

3. The operator should check the machine before starting it; He has to check the string line

time to time to get the proper kerb dimensions. Finishing should made through sponge to

avoid plastic cracks. Additional material should not be used for finishing.

50

4. Curing should be done by curing compound at wet condition of concrete and up to 15 to

20m behind the kerb machine. The rate of spray will be specified.

5. Cutting groves for the kerb shall be provided by using diamond cutter at every 5 m

intervals prior to hardening.

Equipment used:

1. Kerb Laying Machine 2. Auto Level with Accessories 3. Measuring Tape 4. Transit Mixers 5. Cube Moulds 6. Wheel borrow

APPLICATION OF PRIME COAT

Machinery Used:

Application of Prime Coat is done by using Primer Distributor of capacity „4MT‟.This

distributing unit, so called as primer tanker is facilitating pneumatic tyre and self-propelled

pressure distributor for spraying the material uniformly at the rate of 6 to 9 Kg/10 sq.m under

normal temperature and pressures.

Preparation of Road Surface:

Make clean the top surface of wet mix macadam by engaging labours with wire brush and all

organic contents shall be blown up by using compressed air. The surface to be primed will be

swept clean, free from dust and remain dry.

Application of Primer:

51

The Primer will be sprayed uniformly over the dry surface using a self-propelled sprayer with the

distribution bar at temperature of 30 to 60 degree centigrade.

Curing:

The primed surface will be allowed to cure for 24 hours minimum or even more as directed, so

that the primer will penetrate into the base of wet mix macadam layer.

APPLICATION OF TACK COAT

Machinery used:

Tack coat distributor of capacity „4 MT‟ shall be used. This distributing unit, so called as tack

coat tanker is facilitating pneumatic tyre and self propelled pressure distributor for spraying the

material uniformly at the rate of 2 to 3 Kg/10 sq.m under normal temperatures and pressures.

Application of Tack coat:

The Tack coat “Bituminous emulsion” will be heated to the temperature 20 -30 degrees

centigrade. This tack coat will be applied uniformly at the rate of 0.25 to 0.30 Kg/sq.m for

granular surface with the help of self propelled emulsion sprayer.

DENSE BITUMINOUS MACADAM CONSTRUCTION

Preparation and Transportation of Mix:

1. The Individual bins of hot mix plant shall be calibrated for the particular size of material.

2. Material shall be fed to the mixing plant bins provided for individual sizes of aggregates

to meet the required gradation.

3. The temperature of binder at the time of mixing shall be in the range of 150-165 degree

centigrade and the aggregate in the range 150 to 170 degree centigrade. The difference

between the aggregate temperature shall not exceed 14 degree centigrade any time.

4. The mix shall be transported to the site with Tippers properly covered with tarpaulins.

Preparation of Base:

1. The sub base shall be checked for proper lines and levels.

2. The surface shall be swept free from dust with air compressor.

3. The tack coat shall be done if theWMM surface was primed and left for quite some time.

52

Laying of DBM:

The mix shall be laid with paver finisher. The paver shall have suitable loading hoppers and

distribution mechanism. The paver shall have electronic sensor paver and string wire shall be run

on steel pegs driven on both sides at 10 m interval in straight portions and 5m interval in curved

portions.

The mix shall be laid manually in places where the paver movement is not possible.

The compaction of DBM shall be done as per clause 501.6 and 501.7. The rolling shall be done

with 80-100 KN smooth wheeled tandem roller, 12-15 tones pneumatic tyred roller.

The DBM should be laid in 2 layers.

The compaction shall be checked by taking cores for every 250 sq.m area and the degree of

compaction shall not be less than 98% of lab Marshall Density or as specified. The top shall be

checked for level control and the levels shall be within + or -6mm of designed level.

Equipment Used:

1. Hot mix plant: 1 No

2. Tippers:10-20

3. Rollers:80-100KN smooth wheeled tandem rollers 2 No & 12-15 tones PTR 2 No

4. Paver Finisher: 1No

5. Steel pegs:50

6. Mechanical broomer:1

7. Wheel borrow:2

8. Edge cutter:1

Fig 6: Hot Mix Plant

53

Hot Mix Plant as per European standards are being manufactured with capacity ranging from 60

TPH up to 160 TPH.

1. 4 pre batch feeder system fitted with independent variable drive electric motors and

one bin fitted with vibratory motor.

2. Fully insulated Dryer fitted with automatic silenced burner complete with infrared

probe, pre heater and Dryer feeding conveyor.

3. Hot elevator system

4. Four deck vibratory screen.

5. Five hoppers for storage of hot aggregates.

6. Aggregates, bitumen, filler and hot mix weighing unit.

7. Bitumen storage and heating system with hot oil heat exchanger.

8. Fully computerized control panel with PC, PLC, Video, Printer and power room.

9. Bag type air pollution control system with NOMEX bag filters complete with

exhauster and chimney.

10. Filler elevator for recovered dust from bag filters.

11. Hot mix silo with 2 compartments, discharge doors, intermediate hopper and level

indicator.

54

5.2 EXECUTION OF THE PROJECT

5.3 STEPS IN A RE-ALIGNMENT PROJECT:

Reconnaissance of the stretch of the road to be re-aligned, study of the deficiencies and

the possible changes in alignment.

1) Survey of existing road recording the topographic features and all other existing features

including drainage conditions along the strip of land on either side of the road. The width

of the land to be surveyed depends on the amount of shifting anticipated when the road is

realigned.

2) Observation of spot levels along the centre line of the road and cross section levels at

suitable intervals to note the gradient, cross slope, super elevation etc. The cross section

levels should be taken at closer intervals at horizontal and vertical curves and at cross

drainage works.

3) Soil survey along the stretches of land which the re-aligned road may possibly pass;

preparation of typical soil profiles after testing the soil samples in the laboratory.

4) Comparison of economics and considerations of feasibility of alternate proposals of re-

alignment and special study of stretches which are difficult for the re-alignment.

5) Preparation of drawings

6) Checking the geometric design elements of the newly aligned stretches of the road.

7) Design and construction of the highway pavements.

55

5.4 PRE-CONSTRUCTION ACTIVITIES

Land Acquisition

Clearance for Forest from Forest Department

Tree Cutting

Removal of Electrical lines

Shifting of Rural Water Supply lines

Dismantling of Religious structures and Grave yards.

Land Acquisition:

NH-9 (Ch 40+000 to Ch 105+00) is running through 4 Revenue Mandals comprises of 24

villages of Nalgonda district of Andhra Pradesh.

Shifting of Electrical Lines:

The Electrical utilities are being shifted between km 40+000 to km 105.335. Total 777 poles

removed out of 1837 poles.

Shifting of Water Supply lines:

Krishna water pipe line is running between km 63.000 to km 85.000

Shifting of Religious structures:

Throughout the project reach, 47 Temples, 5 dargas, 3 mosques have been identified.

56

5.5 MACHINERY

Table 5.5.1 Machinery/Equipment

Sl.No Equipment Capacity Numbers

1 Crusher 200 TPH 3

2 WMM Plant 200 TPH 2

3 Concrete Batching Plant 30 cum/hr 2

4 Hot Mix Plant 200 TPH 1

5 Dozers D6 XL 5

6 Excavator 0.9 cum 12

7 Motor Grader 12‟ 7

8 Soil compactors 10 MT 8

9 Dumpers 14 cum/25 MT 80

10 WMM Pavers 9m width 2

11 Asphalt Paver 9m 2

12 PTR 22 MT 2

13 Tandem Roller 10MT 4

14 Kerb Machine Slip form 2

15 Concrete Pump 65 cum/hr 1

16 Hydraulic Crane 50 MT 1

17 Water Tanker 12 kl 10

18 Transit Mixer 6 cum 6

19 Hydra Crane 14 MT 1

20 Boom Placer 29 m 1

21 JCB 0.6 cum 8

57

58

5.6. Safety in Road Construction Zones

Introduction:

Construction zones are an integral part of any road system. Road construction and maintenance

work is hazardous for both the site operatives and the road user. At work sites in rural areas,

traffic is never more than 15 meters away. In addition speeding vehicles create a whirlwind of

dust around the work place and noise from the traffic and maintenance equipment often masks

the sound of an impeding accident. Under the present system, the traffic operations and safety

provisions during improvement/maintenance works depend entirely upon the expertise of the

engineer. This had been found to be unsafe and inefficient. Besides, non uniformity in the

methods of traffic control and placement of signs at various locations increases confusion for

road users. In our country, where the travel distances extend up to 300 km or more and where the

majority of heavy vehicle drivers are, at best, only semi-literate, there is a need for adopting

uniform traffic control methods and services at construction zones to ensure the safety of both

the road users as well as the construction workers.

The guiding principles for safety in road construction zones are to:

1. Warn the road users clearly and sufficiently in advance

2. Provide safe and clearly marked lanes for guiding road users

3. Provide safe and clearly marked buffer and work zones

Components of the construction zone:

The construction zone describes that the area of the road which is affected by the works and

which affects the traffic flow and road users. The main area of interest can be called as the

“Traffic Control Zone”.

The Traffic control zone can be divided into three components, that is

a) Advance Warning Zone

b) Transition Zone

c) Working Zone

All construction zones will have a working zone, which is flanked, by a transition zone for each

direction of approaching traffic warning zone will precede these in turn.

Advance Warning Zone:

The “Advance Working Zone”, is the area to warn the road user of the approaching hazard and to

prepare them for the change in driving conditions. It is essential for traffic control in the

construction zone. It should provide information on :

59

1. The presence of the hazard through the “Road Works ahead” sign, accompanied by the

distance to the hazard.

2. Any changes affecting traffic arrangements within the traffic control zone

3. Extent of the hazard and type of hazard.

The Advance warning zone is also where the reduction in speed of vehicles should be notified.

The information in this zone is conveyed through a series of traffic signs along the length of the

zone.

Approach Transition Zone:

The transition zone is the area in which the traffic is guided into the altered traffic flow pattern

around the working zone. This is one of the most crucial zones as far as safety aspects are

concerned because most of the movements involved are merging movements. The transition

zone has two components:

1. Approach Transition Zone

2. Terminal Transition Zone

The initial part of the transition zone called Approach Transition Zone should further reduce the

approach speed of vehicles and channel them into the narrower and/or restricted number of lanes,

if this is necessary.

The design of temporary road geometry through the transition zone should take into account the

following factors:

1. The turning radius of the longest vehicle that generally uses the road should be the euling

radius for the curves.

2. Where changes in vertical profile are required these should be shallow enough to allow

safe passage of animal drawn vehicles.

3. The zone should have good drainage to avoid any ponding on the road surface.

Working Zone:

The Working Zone is where the actual construction is being undertaken. It consists the work

areas and a working space, as well as lateral and longitudinal buffer zones to create the safety

zone to protect both the work force from wayward vehicles entering the area of actual work and

the road users from construction equipment.

The path of the traffic must be very clearly delineated through the traffic control zone to avoid

vehicle intruding into the work area using delineators and channelisers.

Terminal Transition Zone:

60

The Terminal Transition Zone provides a short distance to clear the work area and to return to

normal traffic lanes. It extends from the downstream end of the work area to the sign indicating

the end of the works.

Traffic control devices:

Traffic control services are the equipment and installations over and on the road, which

individually and collectively perform the following tasks:

(1) Warn the road user

(2) Inform the road user

(3) Guide the road user

(4) Modify the road user behavior

(5) Protect the road user and the vehicle

(6) Ensure safe passage to the road user

(7) Provide a safe working area

Traffic Management Practices:

(1) Make traffic safety an integral and high priority element of every project

(2) Avoid inhibiting traffic as much as possible

(3) Guide drivers in a clear and positive way

(4) Perform routine inspection of traffic control elements and traffic operations

(5) Give care and attention to road side safety.

Signs:

The major three categories of road signs are:

1. Regulatory signs

2. Warning signs

3. Direction (guidance) signs

On the kerbed roads, the extreme edge of the sign adjacent to the road should not be less than

600 mm away from the edge of the kerb. On un-kerbed roads, the extreme edge of the sign

adjacent to the road should be at a distance of two to three meters away from the edge of the

carriageway depending on local conditions.

Delineators:

The delineators are the elements of a total system of traffic control and have two distinct

purposes:

1. To delineate and guide the driver to and along a safe path

61

2. As a taper; to move traffic from one lane to other

The channelizing devices such as cones, cylinders, tapes, drums are placed in or adjacent to the

road way to control the flow of traffic. These should be normally retro-reflectorised.

5.6.1 Road Furniture

Kilometer Stones

Design:

1. A National Highway route marker sign should consists of a shield painted on a

rectangular plate 450mm by 600 mm.

2. The sign should have a yellow background and the lettering should be in black.

3. The sign should be created on National Highway ahead of their intersections with

other important roads, immediately after the intersections as confirmatory route

markers, at suitable locations through built up areas, and at such other points that may

be considered necessary to guide the through traffic.

4. The sign should be erected as indicated in the drawing titled “Arrangement for

Erection of National Highway Route Marker Signs”.

5. On roads without kerbs, the signs should be erected with a clear distance of 2-3

meters between the post and the edge of the carriageway. On roads with kerbs the

sign post should not be less than 600 mm away from the edge of the kerb.

6. The distance of the sign from the junction on either side of it, should be 100-150

meters. Also, it should be fixed on the left hand side as one approaches the junction.

Definition Plate:

When the sign is erected in advance of a junction, the direction which the National Highway

takes at the junction should be indicated on a definition plate of the size 300 mm by 250 mm

fixed below the shield.

Background color of the definition plate should be canary yellow. The border and arrow should

be in black.

Road Markings

Road markings are defined as lines, patterns, words or other devices, except signs, set into,

applied or attached to the carriageway or kerbs or to objects within or adjacent to the

carriageway, for controlling, warning, guiding and informing.

Materials:

62

Hot applied thermoplastic paints should be used instead of ordinary paints, wherever feasible for

better visibility and longer service life.

Improved night visibility is obtained by the use of minute glass beads embedded in the pavement

marking materials to produce a retroflective surface and the same are recommended for use in

markings.

Other Materials:

1. Pavement markings may also be in the form of pre-fabricated sheet materials which may

be attached to or set into pavement surface in such a way that their upper surfaces are

flush with the pavement surface.

2. Cold rolled or glue down plastic stripes which have an adhesive backing have primarily

been used for cross walks and stop lines on bituminous pavements

Reflecting road studs may be either of reflex lens type or solid white beads. They may be

unidirectional or bidirectional and the lenses may be of red or white color according to the

requirements.

Type designs for Highway Kilometer Stones

Design of kilometer stones:

1. On National Highways, State Highways and major District Roads, and the kilometer

stones used will have two sizes.

(a) Ordinary kilometer stones of smaller size

(b) Fifth kilometer stones (installed for every five kilometers) of bigger size.

2. On other District roads and village roads, the kilometer stones will be uniformly of one

size.

5.7 LANDSCAPING AND PLANTATION

Tree Plantation is the responsibility of the road agencies to offset the loss of trees and other

changes resulted into the surroundings.

Objectives of Tree Plantation:

To provide for aesthetic enhancement of the Project corridors.

To reduce the impacts of air pollution and dust, as trees and shrubs are known to be

natural sink for air pollutants.

To provide much needed shade on glaring hot roads during summer.

To arrest soil erosion at the embankment slopes.

63

Prevention of glare from the headlight of incoming vehicles.

5.8 LABORATORY TEST PROCEDURES

Bitumen material, be it CRMB or VG-30 (got from HPCL) when brought for various

tests in the laboratory is heated up to the required temperatures using gas stoves.

We had been taken to visit the CRMB plant where the modified bitumen is prepared.

Modified bitumen is obtained with the incorporation of selected thermoplastics,

powdered rubber from discarded truck tyres, natural rubber or any other suitable

elastomers in bitumen. Here we are talking about Crumb Rubber Modified Bitumen

which is obtained by mixing appropriately Crumb Rubber powder from discarded truck

tyres and which is further improved by additives, viz., Gilsonite resin, etc.

The various tests witnessed by us in the laboratory are as follows:

Binder content of Paving Mixtures (Bitumen Extraction Method)

Objective: To determine the binder content in the mix by cold solvent extraction.

Apparatus: Centrifugal Extraction Machine (electrically operated)

Balance (15kg capacity) - Sensitivity 0.1gm

64

Cold solvent (commercial grade of Benzene) - Wat 60

Filter paper

Oven

Procedure: A representative sample about 1000 grams is weighed and placed in the bowl of the

extraction apparatus and covered with commercial grade of benzene. Sufficient time (not more

than one hour) is allowed for the solvent to disintegrate the sample before running the centrifuge.

The filter paper of the extractor is dried, weighed and then fitted around the edge of the bowl.

The cover of the bowl is clamped tightly. A beaker is placed under to collect the extract.

The machine is revolved slowly and then gradually increases the speed, maximum of 3600 rpm.

This speed is maintained till the solvent ceases to flow from the drain. The machine is allowed to

stop and 200 ml of benzene is added and the above procedure is repeated. A number of 200 ml

solvent additions (not less than three) are used till the extract is clear and not darker than a light

straw color.

The filter paper is removed from the bowl; dried in air then in oven to constant weight at

115 and weighed the fine materials that might have passed through the filter paper are

collected back from the extract preferably by centrifuging. The material is washed and dried to

constant weight as before. The percentage of binder in the sample is calculated as below:

Percentage of binder = W1 - (W2 + W3 + W4) * 100

W1

Where,

W1 = Weight of the sample

W2 = Weight of the sample after extraction

W3 = Weight of fine material recovered from the extract

65

W4 = Increase in weight of the filter paper

66

Free swell index test

Objective: To determine the fee swell index of the soils

Apparatus: 425 micron IS sieve

Glass graduated cylinders – 2 nos. – 100 ml capacity

Distilled water and kerosene

Procedure: Take two 10 grams soil specimens of oven dry soil passing through 425- micron IS

sieve. Each soil specimen shall be poured in each of the two glass graduated cylinders of 100 ml

capacity. One cylinder shall then be filled with kerosene oil and the other with distilled water up

to the 100 ml mark. After removal of entrapped air the soils in both the cylinders shall be

allowed to settle. Sufficient time (not less than 24 hours) shall be allowed for the soil sample to

attain equilibrium state of volume without any further change in volume of the soils. The final

volume of the soils in each of the cylinders shall be read out.

Calculations:

The level of the soil in the kerosene- graduated cylinder shall be read as the original volume. The

soil samples, kerosene being a non-polar liquid does not cause swelling of the soil. The level of

the soil in the distilled water cylinder shall be read as the free swell level. The free swell index of

the soil shall be calculated as follows:

Free swell index percentage = Vd – Vk * 100

Vk

Where,

Vd = The volume of the soil specimen read from the graduated cylinder containing distilled

water.

Vk = The volume of soil specimen read from the graduated cylinder containing kerosene.

67

Softening point test (ring and ball test)

Introduction: Bitumen doesn‟t suddenly change from solid to liquid state, but as the temperature

increases, it gradually becomes softer until it flows readily. All semi- solid state bitumen grades

need sufficient fluidity before they are used for application with the aggregate mix. For this

purpose bitumen is sometimes cutback with a solvent like kerosene. The common procedure

however is to liquefy the bitumen by heating. The softening point is the temperature at which the

substance attains particular degree of softening under specified conditions of test. For bitumen, it

is usually determined by “Ring and Ball” test.

Objective: To determine the softening point of the bitumen by ring and ball apparatus.

Apparatus: Ring and Ball Apparatus: It consists of

Steel balls: 2 nos. each having a diameter 9.5 mm and weighing 2.50 ± 0.05 g.

Brass rings: 2 nos. The rings shall be tapered and shall conform to the following

dimensions:

a) Depth 6.4 ± 0.1 mm

b) Inside diameter at bottom 15.9 ± 0.1 mm

c) Inside diameter at top 17.9 ± 0.1 mm

d) Outside diameter 20.6 ± 0.1 mm

Support: Any means of supporting the rings maybe used provided the following

conditions are observed:

a) The rings shall be supported in a horizontal position with the upper surface of the

rings 50 mm below the surface of the bath liquid.

b) There shall be a distance of exactly 25 mm below the bottom of the rings and the

top surface of the bottom plate of support, if any, or the bottom of the bath.

Ball guide: A convenient form of ball centering guide.

68

Thermometer: 0- 350 with sensitivity 0.1 . The thermometer shall be suspended so

that the bottom of the bulb is level with the bottom of the rings, and within 10 mm of the

rings, but not touching them.

Bath: A heat resistant water vessel not less than 85 mm in diameter and 120 mm in depth.

The bath liquid shall be freshly boiled with distilled water when testing materials having

softening points below 80 and pure glycerin for materials having softening points

above 80 .

Stirrer: Which operates smoothly to ensure uniform heat distribution at all times

throughout the bath. The stirrer shall be so placed that the moulds are not disturbed

during its operation.

Procedure: Sample material is heated to a temperature between 75-100 , above the

approximate softening point until it turns completely fluid and is poured in heated rings placed

on a metal plate. To avoid sticking of bitumen to metal plate, quoting is done to these with a

solution of glycerin and dextrin. After cooling the rings in air for 30 minutes, the excess bitumen

is trimmed and rings are placed in the support as mentioned above. At this time, the temperature

of distilled water is kept at 5 . This temperature is maintained for 15 minutes after which the

balls are placed in position. The temperature of water is raised at a uniform rate of 5 per

minute with a controlled heating unit until the bitumen softens and touches the bottom plate by

sinking of balls. At least two observations are made.

Result: The temperature at the instant when each of the ball and sample touches the bottom plate

of the support is recorded as softening value.

Limits:

Bitumen Grade A35 & S35 A45 & S45 A55 & S55 A65 & S65 A90 & S90 A200 & S200

Softening Point 50 to 65 45 to 60 45 to 60 40 to 55 35 to 50 30 to 45

69

Determination of Compressive Strength of Concrete

Objective: Determination of Compressive Strength of Concrete

Apparatus:

Testing Machine: The testing machine may be of any reliable type of sufficient capacity for the

tests and capable of applying the load at the specified rate. The permissible error shall not be

greater than 2 percent of the maximum load. The testing machine shall be equipped with two

steel bearing patens with hardened faces. One of the platens shall be fitted with a ball seating in

the form the portion of a sphere, the center of which coincides with the central point of the face

of the platen. The other compression platen shall be plain rigid bearing block. The bearing faces

of both platens shall be at least as larger as, and preferably larger than the nominal size of the

specimen to which the load is applied. The bearing surface of the platens, when new, shall not

depart from a plane by more than 0.01 mm at any point, and they shall be maintained with a

permissible variation limit of 0.02 mm, the movable portion of the spherical seated compression

platen shall be held on the spherical seat, but the design shall be such that the bearing face can be

rotated freely and tilted through small angles in any direction.

Age of test: Tests shall be made at recognized ages of the specimens, the most usual being 7 and

28 days. The ages shall be calculated from the time of the addition of water of the dry

ingredients.

Number of specimens: At least three specimens, preferably from different batches, shall be made

for testing at each selected age.

70

Procedure: Specimens stored in water shall be tested immediately on removal from water and

while they are still in the wet condition. Surface water and grit shall be wiped off the specimens

and any projecting find removed specimens when received dry shall be kept in water for 24

hours before they are taken for testing. The dimensions of the specimens to the nearest 0.2 mm

and their weight shall be noted before testing.

The specimen is placed in the testing machine. The bearing surface of the testing machine shall

be wiped clean and any loose sand or other material is removed from the surface of the

specimen, which is to be in contact with the compression platens. In case of the cubes, the

specimen shall be placed in the machine in such a manner that the load shall be applied to

opposite side of the cubes as cast, that is, not to the top and bottom. The axis of the specimen

shall be carefully aligned with the center of thrust of the spherically seated platen. No packing

shall be sued between the faces of the test specimen and the steel platen of the testing machine.

As the spherically seated block is brought to bear on the specimen, the movable portion shall be

rotated gently by hand so that uniform seating may be obtained. The load shall be applied

without shock and increased continuously at the rate of approximately 140 kg/cm2/min. The

maximum load applied to the specimen shall then be recorded and the appearance of the concrete

and any unusual features in the type of failure shall be noted.

Calculations: The measured compressive strength of the specimen shall be calculated by dividing

the maximum load applied to the specimen during the test by the cross- sectional area, calculated

from the mean dimensions of the section and shall be expressed to the nearest kg per cm2.

Average of three values shall be taken as the representative of the batch provided; the individual

variation is not more than 15% of the average. Otherwise repeat tests shall be made.

A correction factor according to the height / diameter ratio of specimen after clapping shall be

obtained from the curve shown in Fig 1 of IS: 516-1959. The product of this correction factor

and the measured compressive strength shall be known as the corrected compressive strength,

this being the equivalent strength of a cylinder having a height / diameter ratio of two. The

equivalent cube strength of the concrete shall be determined by multiplying the corrected

cylinder strength by 5/4.

71

72

Cone Penetration Method

Objective: To determine the liquid limit of the given soil sample by cone penetration method.

Apparatus: Cone Penetrometer, balance, containers, oven, beaker and measuring jar.

Procedure:

Weigh about 150 grams of air dried sample through 45 micron IS sieve.

Take the soil in porcelain dish and add distilled water till it becomes a paste. Mix the soil

thoroughly to ensure uniform distribution of moisture.

The wet soil paste shall then be transferred to the cylindrical trough of the cone

Penetrometer apparatus and leveled up to the top of the trough.

The Penetrometer shall be so adjusted that the cone point just touches the surface of the

soil past in the trough.

The scale of the Penetrometer shall then be adjusted to zero.

The vertical rod is released so that the cone is allowed to penetrate into the soil paste

under its weight.

The Penetration shall be noted after 30 seconds from the release of the cone.

If the penetration is less than 20 mm, the wet soil form the through shall be taken out and

more water added and thoroughly mixed.

The test shall be then repeated again till a penetration between 20 mm and 30 mm is

obtained.

The exact depth of penetration between these two values obtained during the test shall be

noted.

The moisture content of the corresponding soil paste shall be determined.

Calculation:

The Liquid Limit of the soil corresponds to the moisture content of a paste which would give 25

mm penetration of the cone shall be determined by the following formula:

WL = Wn + 0.01 (25 - n) (Wn + 15)

73

Where,

WL = Liquid Limit of the soil

Wn = Moisture content of the soil paste corresponding to penetration of „n‟

n = Depth of penetration of cone in mm

Observation and Computation Sheet for Liquid Limit Test:

Determination No. 1 2 3 4 5 6 7

Number of blows

Container No.

Wt. of container + wet soil (gm)

Wt. of container + oven dry soil (gm)

Wt. of container (gm)

Wt. of oven dry soil (gm)

Moisture (%)

74

Absolute Viscosity

Introduction: It is an internal friction, such that if a tangential force of 1 dyne (0.00001N) acting

on planes of unit area separated by unit distance of liquid produces unit tangential velocity.

Objective: To determine the Absolute viscosity of Bitumen

Apparatus:

a) Bath: A suitable bath for immersion of Viscometer and the accuracy of Viscometer bath

should be ±0.1 .

b) Vacuum system

c) Timing device

d) Cannon-Manning Vacuum Capillary Viscometer

Procedure:

Preparation of sample: Heat the sample not more than 90 above their respective approximate

softening point until it becomes sufficiently fluid to pour. Transfer about 20 ml into the suitable

container and maintain it to a temperature of 135±5.5 stirring occasionally to prevent local

overheating and allow the entrapped air to escape.

Charge the viscometer by filling the bitumen up to the fill line mark and place the charged

viscometer vertically in bath at the test temperature (60±0.1 ) with the help of holder so that the

uppermost timing mark is at least 2 cm below the surface of the bath liquid. Establish a vacuum

of 30±o.o5 cm of mercury in the vacuum system and connect it to the viscometer with the valve

closed. After the viscometer has remained in the bath for 30±5 minutes, open the valve and allow

the bitumen to flow in to the viscometer. Measure to within ±0.5 seconds the time required for

the leading edge of the meniscus to pass between successive pairs of timing marks.

Calculation: Calculate and report the absolute viscosity to three significant figures by the

following equation.

Viscosity poises = Kt

75

Where,

K = Calibration factor, in poise per second

t = Flow time in seconds

Aggregate Impact Value Test

Introduction: Toughness is the property of a material to resist impact. Due to traffic loads, the

road stones are subjected to the pounding action or impact and there is a possibility of stones

breaking into smaller pieces. The road stones should therefore be tough enough to resist fracture

under impact. A test designed to evaluate the toughness of stones, i.e., the resistance of the

fracture under repeated impacts may be called an Impact Test for road stones.

Objective: To determine the toughness of road stone materials by Impact Test.

Apparatus:

a) Impact testing machine.

b) Measure: A cylindrical metal measure having internal diameter 75mm and depth 50 mm

for measuring the aggregates.

c) Tamping rod: A straight metal tamping rod of circular cross-section, 10mm in diameter

and 230mm long, rounded at one end.

d) Sieve: IS sieves of sizes 12.5mm, 10mm, and 2.36mm for sieving the aggregates.

e) Balance: A balance of capacity not less than 500 grams accurate up to 0.1 grams.

f) Oven: A thermo plastically controlled drying oven capable of maintaining constant

temperature between 100 to 110 .

Procedure: The test sample consists of aggregates passing through 12.5mm sieve and retained on

10mm sieve and dried in an oven for four hours at a temperature of 100 to 110 and cooled.

Test aggregates are filled up to about one-third full in the cylindrical measure and tamped 25

76

times with rounded end of the tamping rod. Further quantity of aggregates is then added up to

2/3rd

full in the cylinder 25 stocks of the tamping rod are given. The measure is now filled with

the aggregates to overflow, tamped 25 times. The surplus aggregates are struck off using the

tamping rod as straight edge. The net weight of the aggregates in the measure is determined to

the nearest gram and this weight of the aggregates is used for carrying out duplicate test on the

same material. The impact machine is placed with its bottom plate flat on the floor so that the

hammer guide columns are vertical. The cup is fixed firmly in position on the base of the

machine and the whole of the test sample from the cylindrical measure is transferred to the cup

and compacted by tamping with 25 strokes.

The hammer is raised until its lower face is 380mm above the upper surface of the aggregates in

the cup, and allowed to fall freely on the aggregates. The test sample is subjected to a total 15

such blows, each being delivered at an interval of not less than a second. The crushed aggregate

is then removed from the cup and the whole of it sieved on to 2.36mm sieve until no further

significant amount passes. The fraction passing the sieve is weighed accurate to 0.1 grams. The

fraction retained on the sieve is also weighed and if the total weight of the fractions passing and

retained on the sieve is added, it shouldn‟t be less than the original weight of the specimen by

more than one gram, if the total weight is less than the original by over one gram, the results

should be discarded and a fresh test is to be conducted.

Calculations:

The aggregate impact value is expressed as the percentage of the fines formed in terms of the

total weight of the sample.

Aggregate Impact Value = W2 * 100

W1

Where,

W1 = Original weight of the sample.

77

W2 = Weight of the sample passing 2.36mm IS sieve.

Result: The mean of the three results is reported as the AIV (Aggregate Impact Value) of the

specimen to the nearest whole number.

Limits: <10%: Exceptionally strong, 10-20%: Strong, 20-30%: Satisfactory for road surfacing

and >35%: Weak for road surfacing.

LOS Angeles Abrasion Test

Objective: Test for Abrasion of Coarse Aggregates by the Use of Los Angeles

Machine.

Apparatus:

a) Los Angeles Machine: The Los Angeles Abrasion Testing Machine shall conform to the

essential design characteristics in the narrative below. The testing machine shall consist

of a hollow steel cylinder, closed at both ends, having an inside diameter of 710 ± 5 mm

and an inside length of 510 ± 5 mm. The steel cylinder shall be mounted on stub shafts

attached to the ends of the cylinder but not entering it, and shall be mounted in such a

manner that it may be rotated about its axis in a horizontal position. An opening in the

cylinder shall be provided for the introduction of the test sample. The opening shall be

closed with a dust-tight cover that is easily removed. The cover shall be so designed as to

maintain the cylindrical contour of the interior surface unless the shelf is so located that

the charge will not fall on the cover, or come in contact with it during the test. A

removable steel shelf, projecting radially 90 ± 2 mm into the cylinder and extending its

full length, shall be mounted along one element of the interior surface of the cylinder.

The shelf shall be of such thickness and so mounted, by bolts or other approved means, as

to be firm and rigid. The position of the shelf shall be such that the distance from the

shelf to the opening, measured along the circumference of the cylinder in the direction of

rotation, shall not be less than 1270 mm. The shelf may also be mounted on the inside of

the cover. The shelf shall be made of wear-resistant steel and shall be rectangular in

78

cross-section. The Los Angeles Machine shall be so driven and so counterbalanced as to

maintain 100 revolutions in 190 ± 10 s. It is desirable to have the machine equipped with

an adjustable automatic counter which can be set to stop the machine at the required

number of revolutions.

b) Balance: The balance shall have a capacity of at least 5500 grams and a sensitivity of one

gram or less.

c) Sieves: The 1.70mm IS Sieve.

d) Abrasive charge: The abrasive charge shall consist of cat iron spheres or steel spheres

approximately 48mm in diameter and each weighing between 390 and 445 grams. The

abrasive charge, depending upon the grading of the test sample,

Grading Number of spheres Weight of charge (g)

A 12 5000 ± 25

B 11 4584 ± 25

C 8 3330 ± 20

D 6 2500 ± 15

E 12 5000 ± 25

F 12 5000 ± 25

G 12 5000 ± 25

e) Test Sample: The test sample shall consist of clean aggregate which has been dried in an

oven at 105 to 110°C to substantially constant weight and shall conform to one of the

gradings shown in Table II. The grading or gradings used shall be those most nearly

representing the aggregate furnished for the work.

Procedure: The test sample and the abrasive charge shall be placed in the Los Angeles abrasion

testing machine and the machine rotated at a speed of 20 to 33 rev/min. For gradings A, B, C and

D, the machine shall be rotated for 500 revolutions; for gradings E, F and G, it shall be rotated

for 1000 revolutions. The machine shall be so driven and so counter-balanced as to maintain a

substantially uniform peripheral speed. If an angle is used as the shelf, the machine shall be

rotated in such a direction that the charge is

caught on the outside surface of the angle. At the completion of the test, the material shall be

discharged from the machine and a preliminary separation of the sample made on a sieve coarser

than the l-70-mm IS Sieve. The finer portion shall then be sieved on a 1.70-mm IS Sieve in the

manner described in 2.3 of Part I of this standard. 5.3.4.2. The material coarser than the 1*70-

mm IS Sieve shall be washed dried in an oven at 105 to 110°C to a substantially constant weight,

and accurately weighed to the nearest gram.

79

Calculations:

Calculate the "Percent Wear" to the nearest % using the following equation:

Where,

A = Mass of original test specimen to the nearest 1 g.

B = Mass retained on the 1.70-mm sieve after the specified number

of revolutions, to the nearest 1 g.

Report the grading of the test specimen and the percent wear at the number of

revolutions tested.

California Bearing Ratio test

Introduction: The CBR is a measure of resistance of a material to penetration of standard plunger

under controlled density and moisture conditions. The test procedure should be strictly adhered if

high degree of reproductivity is desired. The CBR test may be conducted in re-moulded or

undisturbed specimens in the laboratory. The test has been extensively investigated for field

correlation of flexible pavement thickness requirement.

California Bearing Ratio (CBR): The ratio expressed in percentage of force per unit area required

to penetrate a soil mass with a circular plunger of 50 mm diameter at the rate of 1‟25 mm/min to

that required for a corresponding penetration in a standard material. The ratio is usually

determined for penetration of 2‟5 and 5 mm. Where the ratio at 5 mm is consistently higher than

that at 2‟5mm, the ratio at 5mm is used.

Apparatus:

a) Loading machine: Any compression machine which can operate at a constant rate of

1.25mm/min can be used. A metal penetration piston or plunger of diameter 50mm is

attached to the loading machine.

Percent Wear = [(A - B)/A)] x 100

80

b) Cylindrical moulds: Moulds of 150mm diameter and 175mm height provided with a

collar of 50mm length and a detachable perforated base are used for this purpose. A

spacer disc of 148mm diameter and 47.7mm thickness is used to obtain a specimen of

exactly 127.3mm height.

c) Compaction Rammer: The material is usually compacted as specified for the work, either

by dynamic or static compaction.

d) Adjustable stem, perforated plate, tripod and dual gauge: The standard proecedure

requires that the soil before testing should be soaked in water to measure swelling. For

this purpose, the above listed accessories are required.

e) Annular weight: In order to simulate the effect of the overlaying pavement weight,

annular weights each of 2.5 kg weight and 147mm diameterare placed at the top of the

specimen, both at the time of soaking and testing the samples, as surcharge.

Procedure:

Test for Swelling:

A filter paper shall be placed over the specimen and the adjustable stem and perforated plate

shall be placed on the compacted soil specimen in the mould. Weights to produce a surcharge

equal to the weight of base material and pavement to the nearest 2.5 kg shall be placed on the

compact soil specimen. The whole mould and weights shall be immersed in a tank of water

allowing free access of water to the top and bottom of the specimen. The tripod for the expansion

measuring device shall be mounted on the edge of the mould and the initial dial gauge reading

recorded. This set-up shall be kept undisturbed for 96

hours noting down the readings every day against the time of reading. A constant water level

shall be maintained in the tank through-out the period. At the end of the soaking period, the

change in dial gauge shall be noted, the tripod removed and the mould taken out of the water

tank. The free water collected in the mould shall be removed and the

specimen allowed to drain downwards for 15 minutes. Care shall be taken not to disturb the

surface of the specimen during the removal of the water. The weights, the perforated plate and

the top filter paper shall be removed and the mould with the soaked soil sample shall be weighed

and the mass recorded.

Penetration Test :

The mould containing the specimen, with the base plate in position but the top face exposed,

shall be placed on the lower plate of the testing machine. Surcharge weights, sufficient to

produce an intensity of loading equal to the weight of the base material and pavement shall be

placed on the specimen. If the specimen has been soaked previously, the surcharge shall be equal

to that used during the soaking period. To prevent upheaval of soil into the hole of the surcharge

weights, 2‟5 kg annular weight shall be placed on the soil surface prior to seating the penetration

plunger after which the remainder of the surcharge weights shall be placed. The plunger shall be

seated under a load of 4 kg so that full contact is established between the surface of the specimen

and the plunger. The load and deformation gauges shall then be set to zero (In other words, the

81

initial load applied to the plunger shall be considered as zero when determining the load

penetration relation). Load shall be applied to the plunger into the soil at the rate of 1‟25 mm per

minute. Reading of the load shall be taken at penetrations of 0‟5, 1‟0, 1‟5, 2‟0, 2‟5, 4‟0, 5‟0, 7‟S,

10‟0 and 12‟5 mm (The maximum load and penetration shall be recorded if it occurs for a

penetration of less than 12.5 mm). The plunger shall be raised and the mould detached from the

loading equipment. About 20 to 50 g of soil shall be collected from the top 30 mm layer of the

specimen and the water content determined according to IS : 2720 ( Part 2 )-1973*. If the

average water content of the whole specimen is desired, water content sample shall be taken

from the entire depth of the specimen. The undisturbed specimen for the test should be carefully

examined after the test is completed for the presence of any oversize soil particles which are

likely to affect the results if they happen to be located directly below the penetration plunger.

The penetration test may be repeated as a check test for the rear end of the sample.

Calculations:

Expansion Ratio: The expansion ratio based on tests conducted as specified above shall be

calculated as follows:

Where,

Expansion ratio = Dt - Ds * 100

H

Dt = Final dial gauge reading in mm,

Ds = Initial dial gauge reading in mm,

H = Initial height of the specimen in mm.

The expansion ratio is used to qualitatively identify the potential expansiveness of the soil.

Load Penetration Curve:

The load penetration curve shall be plotted. This curve is usually convex upwards although the

initial portion of the curve may be convex downwards due to surface irregularities. A correction

shall then be applied by drawing a tangent to the point of greatest slope and then transposing the

axis of the load so that zero penetration is taken as the point where the tangent cuts the axis of

penetration. The corrected load-penetration curve would then

consist of the tangent from the new origin to the point of tangency on the re-sited curve and then

the curve itself.

California Bearing Ratio:

82

The CBR values are usually calculated for penetrations of 2‟5 and 5 mm. Corresponding to the

penetration value at which the CBR values is desired, corrected load value shall be taken from

the load penetration curve and the CBR calculated as follows:

California Bearing Ratio = Pt * 100

Ps

Where,

Pt = Corrected unit (or total) test load corresponding to the chosen

penetration from the load penetration curve, and

Ps = Unit (or total) standard load for the same depth of penetration as

for Pt taken from the table given.

Generally, the CBR value at 2‟5 mm penetration will be greater than that at 5 mm penetration

and in such a case; the former shall be taken as the CBR value for design purposes. If the CBR

value corresponding to a penetration of 5 mm exceeds that for 2‟5 mm, the test shall be repeated.

If identical results follow, the CBR corresponding to 5 mm

penetration shall be taken for design.

Marshall Stability Test

Introduction: The original Marshall method is applicable only to hot-mix asphalt paving mixtures

containing aggregates with maximum sizes of 25mm or less. A modified Marshall method has

been proposed for aggregates with maximum sizes up to 38mm.

This method covers the measurement of the resistance to plastic flow of cylindrical specimens of

bituminous paving mixtures loaded on the lateral surface by means of the Marshall apparatus.

83

Objective: To determine the stability, flow, voids, voids in mineral aggregates, voids filled with

asphalt and density of the asphalt mixture by Marshall Stability test.

Apparatus:

1. Specimen Mould Assembly: Mould cylinders 101.6mm in diameter by 75mm in height,

base plates and extension collars. For modified Marshall, mould diameter is 152.4mm

and height is 95.2mm.

2. Specimen Extractor: Steel disk with a diameter 100mm and 12.7mm thick for extracting

the compacting specimen from the specimen mould with the use of the mould collar. A

suitable bar is required to transfer the load from the proving ring adapter to the extension

collar while extracting the specimen.

3. Compaction Hammer: The compaction hammer shall have a flat circular tamping face

and a 4.5kg sliding weight with a free fall of 457mm. For modified Marshall, weight is

10.2kg and drop height is 457mm. Two compaction hammers are recommended.

4. Compaction Pedestal: The compaction pedestal shall consist of 200*200*460mm wooden

post capped with a 305*305*25mm steel plate. The pedestal should be installed on

concrete slab so that the post is plummed and the cap is level. Mould holder is provided

which consists of spring tension deviced designed to hold the compaction mould centered

in place on compaction pedestal.

5. Breaking head: It consists of upper and lower cylindrical segments or test heads having

an inside radius of curvature of 50mm. the lower segment is mounted on a base having

two vertical guide rods which facilitate insertion in the holes of upper test head.

6. Loading Machine: The loading machine is provided with a gear system to lift the base in

upward direction. On the upper end of the machine, a calibrated proving ring of 510

capacity is fixed. In between the base and proving ring, the specimen contained in test

head is placed. The loading machine produces a movement at the rate of 50mm per

minute. Machine is capable of reversing its movement downward also.

7. Flow meter: One dial gauge fixed to the guide rods of the testing machine can serve the

purpose. Least count of 0.25mm is added to it.

8. Oven/Hot plates

9. Mixing apparatus

10. Thermostatically controlled water bath.

11. Thermometers of range 0-360 with sensitivity of 1 .

Procedure:

84

In the Marshall method, each compacted test specimen is subjected to the following tests and

analysis in the order listed below:

a) Bulk density determination

b) Stability and flow test

c) Density and voids analysis

At least three samples are prepared for each binder content.

Preparation of test specimens:

The course aggregates, fine aggregates and the filler material should be proportioned and mixed

in such a way that final mix after blending has the gradation within the specified range. The

aggregates and filler are mixed together in the desired proportion as per the desired requirements

and fulfilling the specified gradation. The required quantity of the mix is taken so as to produce a

compacted bituminous mix specimen of thickness 63.5mm by 95.2mm approximately.

Preparation of mixtures:

Weigh in to spate pans for each test specimen, the amount of each size fraction required to

produce a batch that will result in a compacted specimen (63.5 ± 1.27mm) / (95.2 ± 1.27mm) in

height. This will normally be about 1200 grams by 4000 grams. It is generally to prepare a trial

specimen prior to preparing the aggregate batches. If the trail specimen height falls outside the

limits, the amount of aggregate used for the specimen may be adjusted using:

Adjusted mass of aggregate = 63.5/95.2 (mass of aggregate used)

Specimen height (mm) obtained

Take the sample as mentioned above, and heat it to a temperature of 175-190 . The compaction

mould assembly and hammer are cleaned and kept pre-heated to a temperature of 100-145 .

The bitumen is heated to a temperature of 121-138 and the required quantity of first trial

percentage of bitumen(say 3.5% by weight of mineral aggregates) is added to the heated

aggregates and thoroughly mixed using the mechanical mixer or by hand, mixing with trowel.

The mixing temperature may be 153-160 . The mix is placed in a mould and compacted by

hammer with 75 blows by 112 blows (1.5 times of standard Marshall) on either side. The

compaction temperature may be 138-149 . The compacted specimen should have a thickness of

85

(63.5 ± 3.0mm) / (95.2 ± 3.0mm). Three specimens should be prepared at each trial bitumen

content which may be varied at 0.5% increments up to about 7.5 or 8.0%.

Marshall Stability and Flow Values:

The specimens to be tested are kept immersed under water in a thermostatically controlled water

bath maintained at 60 ± 1 for 30-40 mins. The specimens are taken out one by one and are

placed in the Marshall Test head and the Marshall Stability value (maximum load carried in kg

before failure) and the Flow Value (the deformation the specimen undergoes during loading up

to the maximum load in 0.25mm units) are noted. The corrected Marshall Stability value of each

specimen is determined by the appropriate correction factor.

86

Determination of Ductility

Objective: To determine the ductility of distillation residue of cutback bitumen, blown type

bitumen, and other bituminous products.

Ductility: The ductility ofa bituminous material is measured by the distance in centimeters to

which it will elongate before breaking when a briquette specimen of the material of the form as

described below are pulled apart at a specified speed and at a specified temperature.

Apparatus:

Mould: Made of brass with the shape, dimensions and the tolerance as shown. The ends b

and b‟ are known as clips and the parts a and a

‟ as sides of the mould. The dimensions of

the mould shall be such that when properly assembled, it will form a briquette specimen

having the following dimensions,

Total length 75.0 ± 0.5 mm

Distance between chips 30.0 ± 0.3 mm

Width at mouth of clip 20.0 ± 0.2 mm

Width at minimum cross-section (halfway between clips) 10.0 ± 0.1 mm

Thickness throughout 10.0 ± 0.1 mm

Water bath: A bath preferably with a thermostat maintained within ±0.1 of the

specified test temperature, contaninin not less than 10 litres of water, the specimen being

immersed to a depth of not less than 100mm and supported on a perforated shelf not less

than 50mm from the bottom of the bath.

Testing Machine: For pulling the briquette of bituminous material apart, any apparatus

may be used which is so constrcuted that the specimen will be continuously immersed in

water as specified while the two clips are pulled apart horizontally with minimum

vibrations at a unifrom speed, as specified and with suitable arrangement for stirring the

water for attaining uniformity in temperature.

Thermometer: Having a range of 0-45 with a sensitivity of 0.2 .

Procedure:

Unless otherwise specified, the test shall be conducted at a temperature of 27.0 ± 0.5

and at a rate of pull of 50.0 ± 2.5 mm/min.

87

When at low temperature, ducility test is desired. The test shall be made at a temperature

of 4.0 ± 0.5 and at a rate of pull of 10.0 ± 0.5 mm/min.

Completely melt the bituminous material to be tested to a temperature of 75-100 above

the approximately softening point until it becomes thoroughly fluid. Assemble the mould

on a brass plate and inorder to prevent the material under tets from sticking, thoroughly

coat the surface of the plate and interior surfaces of the sides of the mould with a mixture

of equal parts of glycerin and dextrine. In filling, pour the materail in a thin stream back

anf forth from end to end of the mould until it is more than level full. Leave it to cool at

room temperatur efor 30-40 mins and then place in a water bath maintained at 27 for

30 mins after which cut off the excess bitumen by means of a hot straight edged putty

knife or spatula so that the mould shall be just level full.

Testing:

a) Place the brass plate and mould with briquette specimen in the water bath and

keep at the specified temperature for about 85-95 mins. Then remove the

briquette from the plate, detach the side pieces and test the briwuette

immediately.

b) Attach the rings at each end of the clips to the pins or hooks in the testing

machine and pull the two clips apart horizontally at uniform speed as specified

until the briquette ruptures. Measure the distance in centimeters through which

the clips have been pulled to produce rupture. While the tets is being made, make

sure that the water in the tank of the testing machine covers the specimen both

and baove below by atleast 25mm and is maintained continuously within ±0.5

of the specified temperature.

We have been explained various other tests which are also conducted in the laboratory.

These are as follows:

Elastic Recovery test of modified bitumen

Specific Gravity and Water Absorption test

Determination of Flexural Strength of Concrete

Determination of Penetration

Other equipment shown to us are:

Rapid Moisturometer

Nuclear Density Gauge

88

VI. ANALYSIS

6. EARNED VALUE MANAGEMENT

Earned value management (EVM) is a project management technique for measuring

project performance and progress in an objective manner. EVM has the ability to

combine measurements of scope, schedule, and cost in a single integrated system.

Earned Value Management is notable for its ability to provide accurate forecasts of

project performance problems. Early EVM research showed that the areas of planning

and control are significantly impacted by its use; and similarly, using the methodology

improves both scope definition as well as the analysis of overall project performance.

More recent research studies have shown that the principles of EVM are positive

predictors of project success.

What is Earned Value? Current performance is the best indicator of future performance and therefore using

trend data it is possible to forecast cost or schedule overruns at quite an early stage in a

project. The most comprehensive trend analysis technique is the Earned Value method.

How to Implement Earned Value Earned value (EV) is one of the most sophisticated and accurate methods for measuring

and controlling project schedules and budgets. Earned value has been used extensively

in large projects, especially in government projects. PMI is a strong supporter of the

earned value approach because of its ability to accurately monitor the schedule and cost

variances for complex projects.

Essential features of any EVM implementation include

1. a project plan that identifies work to be accomplished,

2. a valuation of planned work, called Planned Value (PV) or Budgeted Cost of Work

Scheduled (BCWS), and

3. pre-defined “earning rules” (also called metrics) to quantify the accomplishment of work,

called Earned Value (EV) or Budgeted Cost of Work Performed (BCWP).

89

EVM implementations for large or complex projects include many more features, such as

indicators and forecasts of cost performance (over budget or under budget) and schedule

performance (behind schedule or ahead of schedule). However, the most basic requirement of an

EVM system is that it quantifies progress using PV and EV.

Project tracking without EVM

It is helpful to see an example of project tracking that does not include earned value performance

management. Consider a project that has been planned in detail, including a time-phased spend

plan for all elements of work. Figure 1 shows the cumulative budget (cost) for this project as a

function of time (the blue line, labeled PV). It also shows the cumulative actual cost of the

project (red line) through week 8. To those unfamiliar with EVM, it might appear that this

project was over budget through week 4 and then under budget from week 6 through week 8.

However, what is missing from this chart is any understanding of how much work has been

accomplished during the project. If the project were actually completed at week 8, then the

project would actually be well under budget and well ahead of schedule. If, on the other hand,

the project is only 10% complete at week 8, the project is significantly over budget and behind

schedule. A method is needed to measure technical performance objectively and quantitatively,

and that is what EVM accomplishes.

Project tracking with EVM

Consider the same project, except this time the project plan includes pre-defined methods of

quantifying the accomplishment of work. At the end of each week, the project manager identifies

every detailed element of work that has been completed, and sums the PV for each of these

completed elements. Earned value may be accumulated monthly, weekly, or as progress is made.

90

Earned value (EV)

Figure 2 shows the EV curve (in green) along with the PV curve from Figure 1. The chart

indicates that technical performance (i.e., progress) started more rapidly than planned, but

slowed significantly and fell behind schedule at week 7 and 8. This chart illustrates the schedule

performance aspect of EVM. It is complementary to critical path or critical chain schedule

management.

Figure 3 shows the same EV curve (green) with the actual cost data from Figure 1 (in red). It can

be seen that the project was actually under budget, relative to the amount of work accomplished,

91

since the start of the project. This is a much better conclusion than might be derived from Figure

1.

Figure 4 shows all three curves together – which is a typical EVM line chart. The best way to

read these three-line charts is to identify the EV curve first, then compare it to PV (for schedule

performance) and AC (for cost performance)..

EVM

92

Budget Spend Plan

EVM Measures

EVM consists of the following primary and derived data elements. Each data point value is based

on the time or date an EVM measure is performed on the project.

Primary Data Points

Budget At Completion (BAC)

Total cost of the project.

Budgeted Cost for Work Scheduled (BCWS) / Planned Value (PV)

The amount expressed in Pounds (or hours) of work to be performed as per the schedule

plan.

PV = BAC * % of planned work.

Budgeted Cost for Work Performed (BCWP) / Earned Value (EV)

The amount expressed in Pounds (or hours) on the actual worked performed.

EV = BAC * % of Actual work

Actual Cost of Work Performed (ACWP) / Actual Cost (AC)

The sum of all costs (in Pounds) actually accrued for a task to date

For example say we should have completed £800 pounds of work by today. We completed £600

worth of work. The BCWP is £600. The BCWS is £800. And if we actually paid £700 then

(ACWP) = £700.

93

Derived Data Points

Cost Forecasting:

Estimate At Completion (EAC)

The expected TOTAL cost required to finish complete work.

EAC = BAC / CPI

o = AC + ETC

o = AC + ((BAC - EV) / CPI) (typical case)

o = AC + (BAC - EV) (atypical case)

Here atypical means it is assumed that similar variances will not occur in the future.

Estimate to complete (ETC)

The expected cost required to finish all the REMAINING work.

ETC = EAC - AC

o = (BAC / CPI) - (EV/CPI)

o = (BAC - EV) / CPI

Variances:

1. Cost Variances (CV)

CV = EV-AC

NEGATIVE is over budget, POSITIVE is under budget.

2. Schedule Variances (SV)

SV = EV-PV

NEGATIVE is behind schedule, POSITIVE is ahead of schedule.

3. Variance At Completion (VAC)

Variance of TOTAL cost of the work and expected cost.

VAC = BAC - EAC

Performance Indices:

1. Cost Performance Index

CPI = EV / AC (Over (< 1) or under (> 1) budget).

2. Schedule Performance Index

SPI = EV / PV (Ahead (> 1) or behind (< 1) schedule).

3. The following EVM formulas are for schedule management, and do not require

accumulation of actual cost (AC). This is important because it is common in small and

intermediate size projects for true costs to be unknown or unavailable.

4. Schedule variance (SV)

EV-PV greater than 0 is good (ahead of schedule)

5. Schedule performance index (SPI)

EV/PV greater than 1 is good (ahead of schedule)

94

To-complete performance index (TCPI)

The To Complete Performance Index (TCPI) provides a projection of the anticipated

performance required to achieve either the BAC or the EAC. TCPI indicates the future

required cost efficiency needed to achieve a target BAC (Budget At Complete) or EAC

(Estimate At Complete). Any significant difference between CPI, the cost performance to

date, and the TCPI, the cost performance needed to meet the BAC or the EAC, should be

accounted for by management in their forecast of the final cost.

6. For the TCPI based on BAC (describing the performance required to meet the original

BAC budgeted total):

TCPI (BAC)=(BAC-EV)/(BAC-AC)

7. For the TCPI based on EAC (describing the performance required to meet a new, revised

budget total EAC):

TCPI(EAC) =(BAC-EV)/(EAC-AC)

8. Independent estimate at completion (IEAC)

9. The IEAC is a metric to project total cost using the performance to date to project overall

performance. This can be compared to the EAC, which is the manager's projection.

EVM Example

The best way to understand an EVM example is to solve it.

Problem: A project has a budget of £10M and schedule for 10 months. It is assumed that the

total budget will be spent equally each month until the 10th month is reached. After 2 months the

project manager finds that only 5% of the work is finished and a total of £1M spent.

Solution:

PV = £2M

EV = £10M * 0.05 = £0.5M

AV = £1M

CV = EV-AC = 0.5-1 = -0.5M

CV% = 100 * (CV/EV) = 100*(-0.5/0.5) = -100% overrun

SV = EV-PV = 0.5-2 = -1.5 months

SV% = 100 * (SV/PV) = 100*(-1.5/2) = -75% behind

CPI = EV/AC = 0.5/1 = 0.5

SPI = EV/PV = 0.5/2 = 0.25

95

EAC = BAC/CPI = 10/0.5 = £20M

ETC = (BAC-EV) / CPI = (10-0.5)/0.5 = £19M

Time to compete = (10-0.5)/0.25 = 38 Months

This project will take TOTAL £20M (19+1) and 40 (38+2) Months to complete.

EVM Benefits

EVM contributes to:

Preventing scope creep

Improving communication and visibility with stakeholders

Reducing risk

Profitability analysis

Project forecasting

Better accountability

Performance tracking

VII. CONCLUSION:

1. National Highways are main highways running through the length and bredth of

India, connecting major ports, foreign highways, capitals of large states and large

industrial and tourist centers etc.

2. NHAI has entered into a concession agreement with M/s GMR Hyderabad

Vijayawada Expressways Pvt Ltd for undertaking Design, Construction, Finance,

Operation and Maintenance of 4/6 laning of Hyderabad-Vijayawada section from

km.40.00(malkapuram) to km 221.550(totacherla) on NH-9 in the state of Andhra

pradesh on DBFOT basis.

96

3. The present study is limited to 65 kms i,e from km 40.00 to km 105.335.

4. The Project Highway consists of one Bypass, one major Bridge, 12 minor bridges,

4 vehicular underpasses, 9 pedestrain underpasses, 1 cattle underpass and many

box and pipe culverts.

5. The on going project highway is of Flexible Pavement.

6. The highway construction consists of survey works, clearing and grubbing,

Earthwork Excavation, construction of Embankment, subgrade,Granular Sub

base, Wet mix macadam, dense bituminous macadam, application of prime coat

and tack coat and laying of kerb.

7. The Geometric design and camber are maintained accurately throughout the

project highway.

8. Bitumen material used in laying highway is CRMB (Crumbed rubber modified

bitumen)

9. A Project management technique known as Earned value management is used for

measuring project performance and progress in an objective manner.

97

VIII.REFERENCES

1. Concession Agreement between the client NHAI and the concessionaire GMR

Hyderabad-Vijayawada Expressways Pvt Ltd.

2. Project Quality Plan.

3. MORTH,Specifications for Roads and Bridges,Indian Road Congress,New Delhi,2001.

4. IRC SP-55-2001, Guidelines on safety in road construction Zones,IRC,New Delhi,2001.

98

99

SITE VISIT REPORT

OBSERVATIONS OF THE FIELD VISIT TO NH-7 ON 10/06/2011

1. Road Furniture:

Road Markings-

o Road Markings could be defined as lines, patterns, words or other devices except

signs attached to the carriageway or kerbs for controlling, guiding, warning and

informing the users.

o Hot applied thermoplastic paint marking is done along the complete length of the

highway on either sides of the carriageway inorder to direct the traffic during

nights. It provides better visiblity due to the usage of glass beads which are

embedded in the paint.

o Non-reflective road studs are used to mark the limits of pedestrian crossings and

of parking bays. They can be made of stainless steel or a kind of plastic.

o Reflective road studs maybe either a reflez lens type or solid white beads. They

maybe of either red or white colour depending upon our requirements.

o We noticed that in urban plain areas, the lines are 1.5m long and 3m distant

whereas in urban curve areas, they become more compact, i.e,. 1.5m long and 1.5

m distant. In rural areas, they are usually 3m long and 6m distant from each other.

Sign Boards- Three kinds of signboards were noticed on the highway namely

Regulatory signs, Warning signs, Direction(Guidance) signs.

o Warning signs in the traffic control zone are utilized to warn the drivers of

specific hazards that may be encoutered, generally these are observed to be

100

triangular in shape. At some places we would notice a rectangular shaped

definiton plate called Definiton/ Supplementary plate of width appropriate to the

size of warning triangle i.e,. 300mm by 250mm and placed 150mm below from

the bottom of the traingle. It generally has white/yellow backround, black

alphabets, and black border 20mm wide.

o Regulatory signs impose legal restriction on all traffic and are disc shaped.

o Direction signs are required inorder to provide the necessary information and

guidance to the drivers and are rectangular in shape. These are generally seen in

black letters in a yellow background. We have reassurance boards at a short

distance after the diraction signs which have on them just the names of places and

distances(void the directions) inorder to provide the driver assurance that he is

going the right way.

The sign posts should be painted in 25cm bands, alternatively black and white with the

lowest band next to the ground being black.

More number of sign boards are observed at the junctions to guide the traffic better.

Kilometer stones-

o A route marker sign consist of a shield painted on a rectangular plate 450mm by

600mm with yellow background and black borders and lettering .

o On roads without kerbs, the signs should be erected with a clear distnace of 2-3

metres between the post and the edge of the carriageway.

o On roads with kerbs, the egde of the sign board should not be less than 0.6m away

from the edge of the kerb.

o They are usually of two sizes, respectively ordinary and fifth kilometer stones.

The fifth kilometer stones are bigger in size and are installed after every five

kilometers.

o The background colour is white with balck letters and numerals for names of

stations and distances. The semi-circular portion on the top is painted canary

101

yellow on National Highways and brilliant green on State Highways and white on

Major District roads. Route numbers written on the semi-circular portion are

black in colour on the yellow and white backgrounds, and in white colour on

briliant colour backgrounds.

o They are normally located on the left-hand side of the roads.

2. Kerbs:

o A kerb is the edge where a raised pavement/footpath, road median, road shoulder

meets an unraised street or other roadway.

o They are of two types- I-shaped and L-shaped and are alternatively white and

black in colour.

3. Plantation pattern:

o The first row along the highway is to be of small to medium width ornamental

trees.

o Subsequent rows comprise of either ornamental or shade bearing trees and are

usually of more height than those in the first row.

o Plantation of suitable shrubs in the median.

o Turfing with grass is done in the median, special landscapes and embankment

slopes.

4. Crash Barriers: We notice that different types(vary with the sizes and the heights) of

crash barriers are found along few stretches of the highway, especially on the minor

bridges, underpasses etc. inorder to prevent the vehicles from falling off the road stretch

during nights.

5. Service and Slip roads: In urban areas, we have additional roads called service roads to

direct the local traffic to the various connecting roads. A slip road is a short section of the

road which allows vehicles to enter or exit a freeway.

102

We have also seen a few bus-bays on the highway.

We noticed very clearly the various alignments of the highway and the features such as

its camber, superelevation, transition and horizontal curves, summit and valley curves,

sight distances.

Jedicherla Toll Plaza has six lanes to let go the various vehicles passing through it. The

last lane is usually 5.5m wide(the widest) for huge vehicles to pass.

We had also seen a ROB which is the Road Over Bridge.

We took a close look at the various types of drains available for use along the highway.

Central/ median/ side drains are the general kinds of them. The side drains have pathways

called “chutes” at 10m intervals inorder to allow the flow of rainwater along them and

drain into the actual side drains.

We noticed carefully the various components of the underpasses namely Vehicular,

Cattle, Pedestrain underpasses. We understood flexible, rigid aprons.

Culverts(Pipe and box) have been shown to us. In case of pipe culverts, we saw that there

is a reinforced support segment along the lower semicircular part. Head wall is there on

the top of the pipe section.

Minor bridge and its components like the aburtments, piers, bearings and pedestals were

noticed carefully.

103

OBSERVATIONS OF THE FIELD VISIT TO NH-9 ON 11/06/2011

1. We noticed various components of the major and minor bridges minutely. While the

construction was still on, we‟ve been shown and explained by the site engineers working

there components of the structures like shuttering, reinforcement, approach slab,

abutments, piers, pier caps, bearings, pedestals, end covers for support of the metal

beams, girders at chainage 66km (minor bridge).

2. At the first camp office, we saw various machines and equipment like the Batching Plant

and the WMM Plant.

The concrete Batching Plant is used for mixing various types of mortars.

There are two huge silos for storing cement which is used when required.

Aggregates of 10mm, 20mm, sand are stroed in three separate partitions behind

the plant.

The plant works by collecting the aggregates in given statndard proportions with

water and cement thus giving us the resulatant as Ready Mix Concrete.

The WMM plant has a four bin feeder for 10mm, 20mm, sand, and dust

respectively.

104

There is an oversized vibrating screen which is placed in a inclined position to

receive the fedd form the bins.

The WMM mixture is obtained after processes which occur inside the Mixer Unit.

This unit is specially designed to make the resultant product compatible for Indian

Road sites.

The capacity ranges from 100 ton to 200 ton capacity generally.

We also saw heaps of scarified material there.

3. At 47km chainage, we were shown first lift, second lift retaining walls.

4. We saw the diaphragm wall in case of the major bridge at 100.275km chainage.

5. We saw the DBM laying which was being done by the Paver. The second layer was being

laid over the tack coat on the first layer. After the laying of the layer, the level of the road

was being checked instantaneously with the help of a Theodolite.

6. Pneumatic tyred rollers , smooth wheeled rollers, and vibrating rollers were seen at that

DBM laying site.

7. At the 73km chainage camp office, we were taken to the Hot Mix Plant where

aggregates, bitumen and filter materials are mixed at temparatures ranging from 140-160

degree centigrade and thus obtaining the resultant DBM mixture as the end product.

8. The kerb laying machine works by taking the aggregates into the mixer with the help of a

conveyer belt and thus filling the kerb shaped space and leaving it to dry.

9. In the laboratory, we have been shown various tests like the extraction test, elongation

and flakiness index test, density and stability test, water absorption test etc. Digital

thermometers, hot mix ovens and water baths etc were also seen

105

106

107

108

109

110

111

200 TPH CRUSHER