Indian Highways Vol.47 6 June 19
Indian Highways Vol.47 6 June 19
Indian Highways Vol.47 6 June 19
Indian Highways
Volume : 47 Number : 6 Total Pages : 68
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd. https://www.irc.nic.in
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Indian Highways
Volume : 47 Number : 6 ● JUNE, 2019 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934
Contents
From the Editor's Desk 4-5
From the Desk of Guest Editor 6
Meet the New Vice President of IRC 10
Advertisements 7, 8, 9, & 66
Technical Papers
Experimental Assessment of Dense Bituminous Macadam (DBM) Binder Course with the Binder Modified with 11
Poly Phosphoric Acid
By V.Vinayaka Ram, V.Venkat Ramayya, S.Krishnaiah & Amarendra Kumar Sandra
Dominant Failure Path Prediction of Majherhat Bridge Collapse at Kolkata 20
By Sohini Som, Sandip Maity, Biswajit Som & Satchidananda Sur
Optimization of Construction Equipment for Infrastructure Projects Through Effective Project Management Tools 31
By Prof. Amit Shriwas, Dr. Indrasen Singh & Prof. Siddesh Pai
Laboratory Assessment of Warm Mix Asphalt Mixes When Prepared with Varying Packing Characteristics and 42
Inclusion of Fibre
By M.Sreeram, A.Ramesh, V.Venkat Ramayya & M.Kumar
Feasibility of Indore-Harda BOT Road-A Case Study 53
By H.S. Goliya, M.I. Faraz & Nitesh Dasondhi
nrida Circular 64
Tender Notice 65
FEEDBACK
Suggestion/Observation on editorial and Technical Papers are welcome and may be sent to IRC Secretariat on
[email protected]/[email protected]
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the Editor
disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the authors. The
opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
Printed at: M/s Aravali Printers & Publishers Pvt. Ltd., New Delhi-110 020 `20
INDIAN HIGHWAYS JUNE 2019 3
FROM THE EDITOR’S DESK
National Highways, State Highways and Urban Roads. For other categories of roads, 90% reliability
is recommended for design traffic of 20 msa or more and 80 per cent reliability for design traffic less
than 20 msa.
(v) Effect of recent increase in Legal Axle Load limit notified in the Gazette of India dated 16th July, 2018
has been taken into account in revising the indicative VDF values where the information on the axle
load is not available.
(vi) For the purpose of design, the resilient modulus of subgrade is to be limited to a maximum value of
100 MPa. The minimum effective subgrade CBR should be 5% for roads estimated to carry more than
450 commercial vehicles per day.
(vii) Due to wide spread concern received in the feedback, the present guidelines recommend minimum
thickness of granular and cement treated bases and sub-bases and bituminous layers from functional
requirement.
(viii) Stone Matrix Asphalt (IRC:SP:79), Gap-graded Rubberised Bitumen (IRC:SP:107)and BC with
modified binders (IRC:SP:53) have been recommended as surfacing layers on roads having design
traffic more than 20 msa.
(ix) The guidelines allow use of geo-synthetic materials in accordance with IRC:SP:59.
(x) A design period of 20 years has been recommended for the structural design of pavements for National
Highways, State Highways and other roads. For other category of roads, a design period of 15 years is
recommended. Pavements for very high-density corridors having more than 300 msa and expressways
shall preferably be designed as long-life pavements or shall be designed for a minimum period of 30
years.
(xi) The guidelines recommend stage construction where the growth of traffic is uncertain or future
traffic volumes are expected to increase substantially or for projects where subsequent maintenance
is mandated on performance basis. In stage construction also, the base and sub-base layers shall be
designed for full design period. However, for bituminous layers the pavement should be designed
for more traffic than estimated for the initial period so that the pavement will have at least 40% life
remaining after first stage period. The requirement of the second stage pavement shall be determined
after evaluation of structural condition of the pavement at the end of first stage. Thus design approach
for stage construction has now been rationalized.
(xii) The pavement structural catalogues in these guidelines are for design traffic between 5 msa to 50 msa,
effective CBR value of subgrade 5% to 15%. These catalogues are intended for initial cost estimation
and for guidance only. For all important pavements, the design should be carried out using site
specific inputs of traffic, available material and layer thickness to satisfy the mechanistic - empirical
performance models given in these guidelines, which may require analysis of different trial pavement
compositions using IITPAVE Software.
Pavement design professionals/ organisations are requested to make use of these guidelines and provide their
feedback to IRC for further improvement.
(I.K. Pandey)
6 INDIAN HIGHWAYS JUNE 2019
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Shri. Raj Mallela has graduated in Civil Engineering from Kakatiya University
and has done his Masters in Transport Planning from School of Planning and
Architecture, New Delhi.
Shri. Raj Mallela has worked as Transport Planner / Highway Engineer in India
prior to moving to New Zealand. He is a Member of the Technical Advisory
Committee to the Government of New Zealand on Pavement Management
Systems. He has worked extensively on most aspects of the Road Asset
Management in New Zealand.
He has developed Best Practice Guidelines and Generic Terms of Reference
in Road Asset Management for World Bank which is often referred to by
most counties for implementing Bank funded projects. He has led several
Raj Mallela prestigious projects of national importance in several developing and developed
Vice-President, IRC countries. He has been actively involved in assessing the applicability of
modern technology, viz LIDAR, Drones, High Resolution Satellite, Images at
various stages of planning, designing, construction and operational stages.
He returned to India in 2008 and currently works as the Managing Director of SATRA Infrastructure Management
Services Pvt Ltd. He has been engaged in almost all facets of highways development and management.
He is a member of IRC’s Road Maintenance Asset Management Committee (H-6) and contributing towards
developing the guidelines on Asset Management of Indian Roads
He was elected as Vice-President of Indian Roads Congress during 79th Annual Session held at Nagpur in
November 2018.
Abstract
Bitumen is used as a binder material in flexible pavement construction apart from its many other applications. This
binder exhibits complex behavior with ever varying consistencies at different temperatures. Usually bitumen for paving
applications is recommended based variations in pavement / ambient temperatures and other crucial climatic conditions.
Hard bitumen grades are recommended in hot regions while the softer ones in colder climatic conditions to resist rutting
and stripping failures respectively. Binders obtained from refineries rarely possess adequate softness and stiffness to
comply with these requirements. In order to enhance the performance of these binders, it is quite common to modify these
with many modifications such as acids, minerals and polymers. It can be found from the literature that these modified
binders have been tried and tested in many case studies with varied levels of success. Acid modification is gaining its
popularity during the recent past with researchers finding considerable improvement in the performance of these modified
binders in the form of increased complex modulus and reduced phase angle. However, studies on the performance of acid
modified bitumen on bituminous concrete mixes and in particular for binder courses; Dense Bituminous Macadam (DBM)
are very limited in India and elsewhere too.
This paper is an attempt to share the experimental observations made on the performance of dense bituminous macadam
with Poly Phosphoric Acid (PPA) modified binder. Gradation II DBM, recommended by Ministry of Road Transport and
Highways (MoRT&H), India has been selected for investigations in the present research work. The parameters considered
for performance assessment are Marshall’s Stability, Marshall’s Flow value, volume of voids (Vv), Voids Filled with
Bitumen (VFB), Voids in Mineral Aggregates (VMA), bulk specific gravity, Indirect Tensile Strength (ITS) and Resilient
Modulus.
investigation has been carried out for Grade II DBM, as adducts; alkylation of aromatics; cross-linking of
suggested in MoRT&H Code of Provision [5] with acid neighboring asphalt segments; formation of ionic
modified bitumen and the results have been reported in clusters and the cyclization of alkyl aromatics [15]
this paper.
• PPA is found to perform well in all temperature
2. Review of literature regimes in combination of Polymer modifiers [12].
Polymers that can effectively react with PPA are
The use of Poly Phosphoric Acid (PPA) as a bitumen
SBS [17-20], EVA [17, 19, 21] and ethylene ter-polymer
modifier dates back to mid-1970s. The first patent for [22]
.
preparation of PPA modified binder was filed in 1973 [6]. As
per this work, pavement failure due to non-load associated • PPA, SBS and SBR polymer modification in
problems at high temperature in the form of rutting can combination with Sulphur are found to improve
be addressed through PPA modification without affecting bitumen properties [23].
its low temperature performance [7]. It was also observed
• PPA can improve binder elasticity, resistance to
that the PPA can alter low temperature performance of
fatigue cracking due to improved complex modulus
binders considerably [8]. PPA is easily available in various
and resistance to permanent deformation. [9,10].
grades with concentration of H3PO4 varying from 100 to
115%. The concentration above 100% is often confusing • PPA can improve adhesion and resistance to
because the grade is calculated based on the concentration moisture susceptibility especially when modified
of H3PO4depending on P2O5 content in this inorganic above the dosage of 1.5% [10, 16].
polymer acid [9]. PPA with concentration of H3PO4 in the • Lime stone aggregates cannot reverse the stiffening
range 100 to 115% is generally used in modification of of the PPA binder [10].
paving binders [9,10]. The following points related to PPA
modification are worth noting. • Extensive field studies by Minnesota Department
of Transportation with dosages up to 0.75% PPA on
• Phase separation is not observed to be happening asphalt pavements have revealed minimal rutting
after modification with PPA [9,10]. and no cracking [10].
• The process is observed to be yielding low • Mixes with PPA content more than 2% needs
penetration at room temperature and higher additional investigations to ensure no negative
softening point [11]. interactions are taking place between the binder
• The modified bitumen will have higher viscosity and aggregate or other additives of the mix [10].
due to increase in asphaltenes content and higher Detailed guidelines for effective PPA modification
complex modulus [11,12]. can be found in [24-25].
• Non-waxy bitumen, when modified with PPA were Overall, from the above selected case studies, it can be
found to be exhibiting good performance [13,14] assumed that the PPA could be an effective modifier in
enhancing binder properties and therefore this paper
• The performance grade of the bitumen gets
attempts at focusing on performance of mixes with PPA
enhanced because of PPA modification[15] due
modification binder used for binder courses in general and
to which the Useful Temperature Interval (UTI)
Dense Bituminous Macadam (DBM) in particular.
increases. The UTI is the difference between the
high and low temperature grading. The UTI is 3. Experimental
found to be dependent on crude source. Binders for 3.1 Materials:
which the UTI is expected to be more than 860C
needs modification to enhance their performance VG 30 grade bitumen, chosen for the investigations, was
[10]
. procured directly from refinery source. Black granite
aggregates of all the sizes, needed for making the proposed
• The extent of improvement of binder properties due DBM mix has been collected from a single local quarry.
to PPA modification is dependent of crude source [9, Laboratory grade poly-phosphoric acid was procured
15-16]
. The dosage of PPA can vary between 0.5 to with 105% concentration of ortho-phosphoric acid. The
3% [10]. aggregate was sieved using a gyratory mechanical sieve
• Several mechanisms were proposed to explain shaker and graded as per the requirements of gradation
the stiffening from the PPA modification of for DBM as suggested by Ministry of Road Transport and
asphalt binders, which include formation of PPA Highways (MoRT&H ) guidelines [5].
3.2 Fundamental Tests on Bitumen current research. The tests conducted were penetration,
Basic fundamental tests have been conducted on the softening point, ductility and viscosity conforming to the
bitumen samples with and without modification. VG 30 testing conditions mentioned in relevant ASTM codes
straight run bitumen without modification is considered as of practice enlisted in Table 1. The viscosity of the PPA
the base case and is used for comparison with PPA modified modified bitumen at 1350C temperature was observed to
VG 30 bitumen. PPA dosages from 0.5 to 2% (w/w %) be less than 3Pas indicating that the PPA modified sample
with increments of 0.5% have been considered during the has adequate workability for HMA laying.
3.2.1 Preparation of PPA modified bitumen from 0 to 2% with increments of 0.5% are tabulated in
The use of poly-phosphoric as bitumen modified dates presented in Fig 1. The Brookfield viscosity of the PPA
back to 1973 [6]. The procedure for preparation of PPA modified bitumen at 1350C temperature was observed to
modified bitumen along with a cross linkable polymer has be less than 3Pas indicating that the PPA modified sample
been patented by Jean Valery Martin [30] and researchers has adequate workability for HMA laying.
have outlined procedures for preparation of PPA modified
bitumen [31]. The procedure, as explained in the patent The optimum dosage for enhancing binder properties
involves heating of bitumen to 1350C-1450C and calculated was identified to be 2% according to [10] and also
amount of PPA is added to the heated bitumen and the has been established based on dynamic mechanical
temperature of the mixture is maintained at 1450C-1550C. analysis using dynamic shear rheometer [41] and are
The mixture is stirred at 600rpm at least for duration of published in our earlier research [40] and therefore the
30min [30-31].
investigations for the mixes were carried out at this
3.2.2 Results on bitumen dosage. The specific gravity of bitumen is taken as 1
The results of fundamental tests with dosages of PPA in the mix calculations.
Fig. 1 Effect of PPA Modification on VG 30 Straight run Bitumen (a) Penetration (b) Softening Point (c)
Ductility (d) Viscosity
3.3 Tests on Aggregates indicate that the aggregate is perfectly suitable to be used
in the DBM layer, to be used as a binder layer in flexible
The aggregates used during the present study were
pavement structure. MoRT&H aggregate gradation II for
subjected to fundamental tests as per the procedures
DBM has been selected for further investigations during
indicated in IS 2386 Part III &IV [32-33]. These tests the current research. The details of the chosen gradation are
include specific gravity, aggregate impact value, Los presented in Table 3 for ready reference. The 0.45 power
Angeles abrasion value, aggregate crushing value, shape gradation chart for the gradation adopted with MoRT&H
parameters like flakiness Index and elongation Index. The recommendations and Superpave control points plotted is
results of all these tests are presented in Table 2. The results shown in Fig. 2.
Table 2 Result of Tests on Aggregates
Name of the Test IS Code Result Acceptability Criteria
Specific Gravity 2.74 2.5-3.0
Aggregate Impact Value (%) 12.25 <30%
Los Angeles abrasion Value (%) IS 2386 13.56 <30%
Aggregate Crushing Value (%) Part III & IV 14.52 <30%
Flakiness Index (%) 12.26 Combined Value <30%
Elongation Index (%) 13.82
Table 3 Gradation of DBM Layer for Grade 2 with Thickness 50-75 mm [5]
Sieve Size Cumulative % by weight of total Sieve Size Cumulative % by weight of total aggregate
(mm) aggregate passing (mm) passing
Range Suggested Selected Range Suggested Selected
(% finer) (% finer) (% finer) (% finer)
37.5 100 100 1.180 - -
26.5 90-100 95 0.600 - -
19.0 71-95 83 0.300 7-21 14
13.2 56-80 68 0.150 - -
9.5 - - 0.075 2-8 5
4.75 38-54 46 Binder Min 4.5
2.36 28-42 40 Content
Table 6 Results of Indirect Tensile Strength The test results indicate that the observed resilient
Sample Max. Indirect 10 percent 15 percent modulus values for mixes with PPA modified bitumen are
No. Load at Tensile of Max. of Max. much higher than VG 30 bitumen and also higher than
failure Strength Load Load the minimum prescribed values as per IRC:37-2018 at
(kgf) (MPa) (N) (N) 250Cand 350C [38].
1 1075 1.049 1055 1582
5. Conclusion
2 956 0.933 938 1407
3 1128 1.101 1107 1660 This article has presented a brief review of the effect of
PPA modification to enhance binder properties for paving
The resilient modulus test was carried out in accordance
with ASTM D 4123 – 82/AASHTO TP – 31. The applications. Stiffening of VG 30 binder was observed due to
procedure involves application of peak to peak load along PPA modification. Laboratory performance of DBM mixes
the diametrical plane whose intensity is determined from with binder modified with PPA has been summarized and
indirect tensile strength with measurement of deformations presented in this paper. It can be observed that the Marshall’s
in the horizontal direction only. The Poisson’s ratio is Stability value has got enhanced to 15.85kN when compared
assumed to be 0.35. The average diameter and height of
with the prescribed minimum requirement of 12kN, as per
the specimens were measured with digital Vernier calipers.
The sample is conditioned at the desired temperature MoRT&H specifications, while fulfilling the corresponding
before the application of peak load. The peak load is requirements of flow value of 3.84 mm; when the bitumen
applied at a frequency of 1Hz with 0.1 sec loading time is blended with 2% PPA content at an optimum binder
and 0.9 sec rest period. The LVDTs will measure the content of 4.8%. The resilient modulus values have also been
horizontal deformations of the sample for five consecutive
enhanced by a great extent. The samples recorded a value of
pulses after 100 cycles of load application. The resilient
modulus is calculated from the following formula and 4413 MPa at 250C and 2289 MPa at 350C which are higher
the test results for mixes with VG 30 bitumen and PPA than the values reported for VG 30 straight run bitumen and
modified are presented in Table 7 & 8 respectively. even higher than the minimum recommended values of 3000
MPa and 1700 MPa at 25 and 350C respectively for DBM
for VG 30 binder (IRC:37) and even higher than 3800MPa
Where Mr - Resilient Modulus (MPa) and 1650MPa for modified bitumen (IRC:SP:53[39]) and thus
P - Peak load (N) it can be concluded that PPA modification can enhance the
µ - Poisson’s Ratio
performance of mixes considerably and hence can be tried
t - Sample Thickness (mm)
∆h - Total horizontal deformation (µm) for practical applications.
Table 7 Test Results of Resilient Modulus for DBM Samples with VG 30 Bitumen
Temperature Sample No. Pulse No Peak Resilient Modulus
∆h1 ∆h2 ∆h
(0C) Load (MPa)
(µm) (µm) (µm)
(N)
35 1 1 1521 2.90 4.81 7.71 1867
2 1526 3.37 4.93 8.31 1739
3 1530 3.70 5.09 8.79 1648
4 1542 3.89 5.29 9.18 1589
5 1547 4.04 5.31 9.35 1565
Mean 1533 3.58 5.09 8.67 1682
35 2 1 1530 3.11 4.88 7.99 1874
2 1562 2.89 6.02 8.91 1716
3 1606 3.32 6.27 9.59 1640
4 1621 3.49 6.49 9.98 1590
5 1643 3.64 6.82 10.45 1539
Mean 1593 3.29 6.09 9.39 1672
Abstract
The largest span of the road over bridge at Majherhat Kolkata catastrophically collapsed on September 4, 2018, injuring
several and killing three people. Although the structural system of this bridge was conceived and designed 57 years back,
it is unique in nature. The bridge superstructure consists of a both way precast pre-stressed concrete girder arrangement
with nominally reinforced concrete bridge deck. The sustainability of this attractive type of structural system is among
the current research areas in the world. Main objective of this paper is to identify the probable events which are primarily
responsible for the bridge structural system failure through the use of fault tree analysis. A study of uniqueness and
its behaviour have been carried out to identify the probable causes of this failure with some post failure supporting
evidence gathered from site. This report aims to provide a guideline for detail analysis of the failure with available forensic
engineering evidences.
tracks with total deck length of 135.31m, which were width of carriage way was 12.8 m accompanied by 2.44m
comprised of six spans of 16.76 m (clear span) and one of wide footpath on either side. Substructure is RCC wall
34.75 m (clear span) simply supported on RCC piers. The type pier and counterfort retaining wall as abutment.
Fig. 3: Typical Section view of Majherhat Bridge Indicating the Deck Arrangement
The bridge superstructure system comprised of thin cast structure of smaller span is 610 mm and largest span is
in place RCC deck slab laid over simply supported pre- 1520 mm which is collapsed [4]. In that era the structural
stressed precast segmental equal flange I beam girder system of this bridge deck was an innovative one and
(Fig. 6), placed side by side (Fig. 4) and precast segmental also unique in nature. This both way pre-stressed precast
transversely pre-stressed diaphragm (Fig. 5). The pier segmental girder (Fig. 7) slab system with skewed simple
and abutment foundations are on driven cast-in-situ span could have been the first of its kind in the world
concrete piles of 460 and 480 mm diameter with length in that era. This prestressing force produces an upward
of 12.2 m and 21.04 m respectively (length as per PWD deflection or camber of the deck, which is opposite to
drawings [4] may require verification). These entire spans the deflection of at least the same magnitude due to
are moderately skewed. The deck is simply supported the dead load. So the deck possesses a design camber
on mild steel plate bearing. Still no proper evidence of which is an important attribute in design and its long
bearing type is observed at site. Overall depth of deck term performance. Durability of this concrete deck was
Fig. 5: Prestressing Bars in Both the Directions with Segmental Girders and Diaphragms
Fig. 7: Indication of Segmental Precast Girders Showing Small Beam Segments and no Shear Connection with Deck Slab.
Fig.11: Condition of Prestressing Bars Collected during Removal and Dismantling of Collapse Span
Fig.12: More than 50% Corrosion Loss of Cross Section of Prestressing Bars
4. BRIDGE FAILURE MODEL WITH FAULT representation of the various failure paths both primary and
TREE secondary which lead to an undesirable outcome. The fault
A Fault Tree (FT) is a probabilistic tool for graphical tree top down approach can identify the basic events from
the top event as the failure of the bridge. Main objective a Boolean logic diagram comprised primarily of complex
of this report is to identify the events which are primarily entity called “gates”. In accordance with the rules of
responsible for the bridge structural system failure. To probability theorem, AND gate which can be written in
establish a definition of bridge structural system through a set algebraic form as –
FT model is normally a complex task. A structural system Pf = P (A) ∩ P (B) ∩ P (C) …
can be represented by its functional layout diagram and In Boolean logic form it can be written as probability of
its detailed boundary condition including the material failure, Pf = P (A). P (B). P (C) …
interface and property. The main limitation of this review
n
is the unavailability of the original as built drawing and
its design and detailing. A preliminary layout drawing So, Pf = ∏ Pfi
with some indicative detail is only available with us as of i=1
now. It is evident from the site evidences that some of the and for OR gate as –
common basic events and undeveloped events have not Pf = P (A) U P (B) U P (C) …
occurred at all. Hence those events are ignored in the fault
In Boolean Logic form it can be written as Pf = P (A) + P
tree construction. (B) + P (C) +…
Fault Tree is based on a deductive top down approach, n
starting by considering a failure of structural member or So, Pf = 1-∏ (1-Pfi)
system and aims to deduct sequential events which could
lead to the ultimate failure as a top event [7].A Fault Tree is i=1
AND Gate Output faults occur if all of the input faults occur.
Undeveloped Event Fault expanded no further.
Fig.15: Fault Tree Collapse of Superstructure due to Failure of Bearing and Change in Support Condition
Events Description
E1 Collapse of the longest suspended span of the Majherhat bridge due to failure of superstructure
E2 Collapse of the longest suspended span of the Majherhat bridge due to failure of substructure
A Failure of main Precast Prestressed Beam Slab (PPBS) girder of the bridge
B Collapse of deck structure due to change in end support-boundary condition owing to failure of bearings
resulting from improper design to a frozen condition.
C Collapse of deck structure due to change in end support -boundary condition owing to unintended fixity at
the support due to jammed and non-performing expansion joint.
D Collapse of superstructure due to failure of supporting pier cap
E Collapse of superstructure due to accidental impact resulting from vehicle collision
A1 Fracture of main Precast Prestressed Beam Slab Concrete girder due to inelastic downward deflection of
girders forming an unstable plastic hinge in the simple span
A2 Failure of main Precast Prestressed Beam Slab girder due to excess torsion resulting from loss of transverse
prestress in the skewed span
A3 Failure of main Precast Prestressed Beam Slab girder due to failure of deck system
B1 Material degradation of bearing elements
B2 Failure of bearings due to overloading
C1 Failure of deck structure due to unintended fixity at expansion joint due to inadequate expansion gap.
C2 Failure of deck structure due to unintended fixity at expansion joint due to non-performing expansion
joints.
A11 Snapping of longitudinal prestressing cables of the girders reducing negative camber and subsequently
increasing downward deflection
A12 Collapse of Precast Prestressed Beam Slab girders due to flexure at mid span
A21 Failure of girders due to excess torsion caused by eccentric loading due to minibus location at the deck
corner.
A22 Separation of girders due to yielding /snapping of transverse cables which ceases the uniform response of
whole skewed deck against torsion.
A31 Lack of shear connections between girder and deck slab resulting in loss of deck redundancy
A32 Failure of deck slab due to overloading
A33 Degradation of deck Concrete due to moisture intrusion resulting in loss of strength and stiffness thus
increasing the chance of failure
B11 Material degradation in bearing plates due to corrosion
B12 Material degradation of bearing elements due to long term usage without necessary replacement or lack of
maintenance of bearings
C11 Inadequate expansion gap due to design deficiency
C12 Inadequate expansion gap due to blocked joint ensued from faulty maintenance process
C21 Failure due to nonperforming expansion joint due to lack of maintenance
C22 Failure due to non-performing expansion joint resulting from long term deterioration of expansion gap
A111 Yielding and snapping of longitudinal prestressed bars due to time dependent prestress loss
A112 Yielding and snapping of longitudinal prestressed bars due to overall section loss
A121 Strength loss of girders due to material degradation resulting in Bending failure
A122 Failure of girders due to overloading
Fig.16: Minimal Cut Set of the FT Model of Failure of Prestressed Precast Segmental Girder at Majherhat Bridge
4.3 Findings path with specific events triggering the collapse condition.
Minimal cut set (Fig. 16) as evaluated from Boolean The individual critical events that contributed the most in
operation from the FT model presents some defined failure probable failure path are:-
i. Yielding and snapping of longitudinal prestressed performance. As this bridge performed satisfactorily for
bars due to time dependent prestress loss in the last 54 years before failure, it requires to be made under
form of mechanical relaxation, creep and consideration in further research. It is evident that more
shrinkage of concrete from the initial time, rigorous and upgraded failure analysis based on original
design data and post failure forensic engineering evidences
ii. Damage propagation through long-term
is required for further enhancement of knowledge on
deterioration of grout, loss of camber and
this type of complex structural bridge deck systems.
development of tension crack at underside of
Furthermore, for the sustainability of this type of bridges
deck.
all over the world, updated specific codified design
iii. Corrosion of different elements like pre-stress guidelines along with explicit inspection and maintenance
bars, reinforcement bars and thus loss of original procedures including its constructability and inspect
integrity of segmental construction and material ability aspects is required.
strength,
ACKNOWLEDGMENT
iv. Lack of shear connection between deck slab and
Prestressed beam girder initiating a non-composite The authors cordially thank Professor Kalyan Kumar
slip condition. Ray of IIT, Kharagpur and Dipesh Chandra Barua,
v. Lack of routine and expert inspection with Director, EISPE for their valuable suggestions and
maintenance of risk prone elements like prestressed remarks made during the preparation of this paper.
bars, segmental joints, expansion joints, bearings
and other critical components of bridge. REFERENCES
i. Anderson A.R. ,“System Concepts for Precast and
Other elements of the cut set have been ignored in this
Prestressed Concrete Bridge Construction”, Special
analysis as their occurrence is not prominent as per the site
Report 132, Systems Buildings for Bridges, Highway
evidence. Although, this qualitative fault tree approach is Research Board, Washington DC 1972.
useful to show failure combinations of various events in a
top down graphical manner, the actual events of the bridge ii. Biswas Mrinmay, “Precast Bridge Deck Design
System”, PCI Journal / March-April 1986.
failure can only be revealed with proper quantification of
the occurrences of the events on the basis of probabilistic iii. Le Beau Keary H. and Wadia-Fascetti Sara J., “Fault
data if available[3]. The minimal cut set can be directly used Tree Analysis of Schoharie Creek Bridge Collapse”,
in the inspection of these bridges with suitable assessment 320/Journal Of Performance Of Constructed Facilities
ASCE/July/ August 2007.
checklist derived from the possible events of this analysis.
As a result the maintenance strategy for this unique iv. Highway Bridges in West Bengal a report published by
structural system can be worked out in an appropriate way Public Works Department and Public Works (Roads)
to avoid long term damage propagation. This Fault Tree Department, Government of West Bengal, 1977.
model depicts the overall behaviour of this unique system v. Poston Randall W., Breen John E. and Carasquillo
and may be used for quantification of its parts to recognise Ramon L., “Design of Transversely Prestressed
the actual efficiency of this structural system. Concrete Bridge Decks”, PCI Journal / September-
October 1989.
5. CONCLUSION
vi. Smith-Pardo Paul J. and Ramirez Julio A., “An
From this report, it can be inferred that the collapse of Investigation on Transversely Prestressed Concrete
this bridge deck is triggered from its intrinsic reasons like Bridge Decks”, Report No. – FHWA/IN/JTRP-
internal loss of strength of material and stiffness of the 2002/26, December 2002.
whole precast segmental deck system. Induced torsion for vii. Som Biswajit, Som Sohini, Majumdar Dipesh
its skewed deck profile, caused yielding of the transversely and Mondal Gokul, “Fault Tree Model for Failure
prestressed bars resulting in excessive elongation which Path Prediction of Bolted Steel Tension Member
probably initiated the failure. The possible absence of in a Structural System”, International Journal of
shear connections between the prestressed girders and Engineering Research and Applications, ISSN: 2248-
the deck slab led to the loss of in-plane and out-of plane 9622, Vol. 5, Issue 6, (Part-5) June 2015, pp. 18-25.
deck redundancy which may be required to be reviewed viii. Tadros Maher K., Ghali Amin and Meyer Arthur
by more updated analysis and experimental verification. W.,“Prestressed Loss and Deflection of Precast
The longitudinal profile of prestressed bars in girders may Concrete Members”, PCI Journal / January-February
require further investigation for its long term structural 1985.
The IRC has brought out the following 15 New/Revised Publications. These prestigious publications are quite useful
for the Highway Professionals.
3 IRC:86-2018 Geometric Design Standards for Urban Roads and Streets 600.00 30.00
(First Revision)
8 IRC:SP:63-2018 Guidelines for the Use of Interlocking Concrete Block 500.00 30.00
Pavement (First Revision)
14 IRC:SP:121-2018 Guidelines for Use of Iron, Steel and Copper Slag in 600.00 30.00
Construction of Rural Roads
Copies of these publications can be obtained from IRC Office against cash payment. For more details, please contact
+ 91 11 2338 7759 and E-mail: [email protected]
Abstract
India is presently the world’s fastest-growing major economy. India's economy is set to overtake the United States as
the world’s second largest by 2050. Infrastructure development will play vital role to convert this prediction into realty.
Government of India has set the ambitious target of Infrastructure development in coming years. It is the time for Indian
construction industry to make a vision to play key role in achieving such ambitious target. Indian construction have to
start implementing best project management practices benchmarking international standards. As per various research,
cost towards construction equipment operation is 36% of total project cost. Optimization of construction equipment will
play very important role saving substantial cost of infrastructure project. Pilot study carried on Project A: NH 4A (NH
748) Four Lanning and Project B: NH 17 (NH 66) Canacona Bypass in the state of Goa. Both the project consist of bridge,
culvert and road works. Total cost of the Project A is Rs. 241 Crore and cost towards construction equipment installation
and operation is Rs. 92 Crore. Total cost of the Project B is Rs. 180 Crore and cost towards construction equipment
installation and operation is Rs. 63 Crore. Construction equipment optimization by sharing of construction equipment
between two infrastructure projects on the basis of free float utilization resulting in cost saving of Rs. 46.2 Crore.
1
Assistant Professor, E-mail: [email protected]
2
Senior Professor and Dean, E-mail: [email protected] National Institute of construction Management and Research, Farmagudi, Ponda Goa,
3
Assistant Professor, E-mail: [email protected]
In this research paper authors have considered two performed to define a new project or a new phase
infrastructure (highway development) projects. Project of an existing project by obtaining authorization to
details are as follows: start the project or phase.
• Four laning of NH-4A (NH-748) between • Planning Process Group: The process required
Km.118/000 to 125/000 including construction
to establish the scope of the project, refine the
of high level four lane new khandepar bridge at
Km.118/800 in the state of Goa. objectives, and define the course of action required
to attain the objectives that the project was
• Construction of Canacona National Highway
undertaken to achieve.
Bypass from km. 68/00 (chainage 00/00) to km.
85/740 (chainage 7/740) on NH-17 (New NH-66) • Executing Process Group: The processes
on P. M section in the state of Goa. performed to complete the work defined in the
Authors have applied Primavera 6.0 R8.4 for complete project management plan to satisfy the project
project planning of both the project. Critical path method specifications.
applied for calculating the time span of the project.
• Monitoring and Controlling: The process required
Activity with free float identified to carry out analysis
have indicated the substantial cost reduction towards to track, review, and regulate the progress and
construction equipment operation for both the projects. performance of the project; identify any areas in
which changes to the plan are required; and initiate
2. PROJECT MANAGEMENT
the corresponding changes.
Project management is the application of knowledge,
• Closing Process Group: Those processes
skills, tools, and techniques to project activities to
performed to finalize all activities across all process
meet the project requirements. Project management
groups to formally close the project or phase.
is accomplished through the appropriate application
and integration of the 47 logically grouped project The process group’s interaction and the project
management processes, which are categorized into management process are shown in Fig. 1 and 2
five process group. These five Process Groups are: respectively. The project management process groups
• Initiating Process Group: Those processes and knowledge area mapping is given in Table 1.
Source: Primary survey data, 2016 Fig. 6: Project A and Project B Connectivity Map
Fig. 5: Process Flow Chart of Equipment Optimization
Source: Google Maps
Model
6.3 Equipment Cost Analysis for Project A and Equipment cost analysis for project A and Project B is
Project B given in Table 3.
6. 4 Project A and Project B Activity (Utilizing Common Free float analysis of project A and Project B is given in
Resources) - Free Float Table 4.
CORRIGENDUM
Names of the Authors of the fourth Paper entitled "Application of Ministry of Road Transport & Highways (MoRTH)
Circulars of Pavement Option Studies with Case Studies" printed at pages 29-35 of May, 2019 issue of Indian Highways
may please be read as: Shri Swapan Bagui, Ms. Atasi Das and Shri Anukul Saxena. The name of Shri Anukul Saxena
was left inadvertently while printing.
Abstract
Aggregate gradation selection process plays a vital role in designing the Hot Mix Asphalt (HMA) layer. In our country
mid-point blending of aggregate is adopted as outlined in Ministry of Road Transport and Highways (MoRTH). Bailey’s
method of aggregate packing has significant effect in improving the structural skeleton of the aggregate in bituminous
concrete mixes.
During the preparation of HMA harmful gases are released which pollutes the environment. Numerous techniques are in
practice, a few are at developing stage for reducing the effect of harmful gases. One among the technique for reducing the
mixing temperature is with the use of Warm Mix Asphalt (WMA).
The current experimental study attempts in the efficacy of bituminous concrete mixes prepared with MoRTH mid-
point gradation and varied packing characteristics vis-à-vis of Bailey’s method. Both mixes were modified with
sasobit and reinforced with fibre for judging the efficacy in Marshall Parameters, tensile strength, resilient and rutting
characteristics.
A total of six different mix combinations were prepared, out of which the first three mixes were prepared using MoRTH
mid-point gradation and remaining three mix combinations were prepared with varied packing characteristics vis-à-vis of
Bailey’s method. The results explains that reinforced WMA mixes prepared with Bailey method provides better efficacy
towards stiffness value, moisture sensitivity and rutting resistance when compared with modified bituminous concrete
mixes when prepared with MoRTH midpoint gradation.
1
PG Student, VNR Vignana Jyothi Institute of Engineering and Technology, E-mail: [email protected]
2
Associate Professor, Dept. of CE, VNR Vignana Jyothi Institute of Engg. & Tech., Bachupally, Hyderabad, E-mail: [email protected]
3
Associate Professor, Dept. of CE, Mahatma Gandhi Institute of Technology, Gandipet, Hyderabad, E-mail: [email protected]
4
Professor, Dept. of CE, University College of Engg. (Autonomous), Osmania University, Hyderabad, E-mail: [email protected]
which is free from sulfur and other impurities. The use performance characteristics of conventional, modified and
of this organic additive, Sasobit® wax pellets reduces the reinforced bituminous mixes when prepared with MoRTH
viscosity of the asphalt binder and provides homogenous midpoint gradation and varied packing characteristics vis-
glue with the aggregate. Polypropylene fibre (PE) was à-vis of Bailey’s method.
used as reinforcement which is rigid, tough and crystalline
3. LABORATORY TESTING
thermoplastic produced from propylene fibre.
3.1 Materials
1.1 Problem Statement
Crushed stone aggregates and stone dust is collected
Pavement structures are subjected for several from local quarry. VG 30 grade bitumen was collected
distresses among them the predominant distress from IOCL Chennai refinery and sasobit pellets were
are fatigue and rutting. In this article an attempt is collected from M/s. KPL International limited, New Delhi.
made in the laboratory for reducing the release of Polypropylene fiber (PE) is collected from M/s. Reliance
harmful gases during the preparation HMA mixture. Industries Limited.
The distresses in HMA mixture are improved by 3.2 Gradation of the Mix
providing better aggregate skeleton and through
Bitumen Concrete grade II as outlined in MoRTH
reinforcement.
guidelines was used in the present investigation[30]. Bailey
2. LITERATURE REVIEW method of mix design addresses issues related to mobility,
A review of past studies is presented in this section. The compatibility and continuity of gradation through three
aggregate packing characteristics has an influence on parameters CA ratio, FAc ratio and FAf ratio[18] as shown
both shape and particle size distribution[11]. The effect of in fig. 1.
packing characteristics in HMA mixture developed by Bailey Parameters will be evaluated for a given blend as
Robert D. Bailey in the early 1980’s was successfully in per the following formulae.
the laboratory as well as in field[2, 13]. This method is best
suited for arriving homogeneous of large size asphalt
mixtures [5]. Bailey method of aggregate grading was
also evaluated for different sieve and aggregate sizes
as practiced in European[6]. Dense aggregate structured
mixes were also, designed with bailey method which
has provided better resistance towards permanent
deformation caused due to high traffic flow [1]. Bitumen
when modified with Sasobit for preparation of WMA
Where
has impact on grade performance, aging behavior,
rheological properties at high or low temperatures, higher CA Ratio - Coarse Aggregate Ratio
complex moduli, lower creep elasticity[4,14,9,8]. The binder PP half sieve - Percent Passing Half Sieve
performance was expanded with addition Sasobit which
PCS - Primary Control Sieve = 0.22 x NMPS
has improved the oxidation and rutting characteristics
[3,15]
. The durability aspects of HMA mixtures for SCS - Secondary Control Sieve = 0.22 x PCS
different environmental conditions were improved when TCS - Tertiary Control Sieve = 0.22 x SCS
performed on wheel rutting test (HWT)[7,12].
PP PCS - Percent Passing Primary Control Sieve
2.1 Identification of Gap
PP SCS - Percent Passing Secondary Control Sieve
Researchers have adopted MoRTH midpoint gradation
for improving the performance of bituminous concrete PP TCS - Percent Passing Tertiary Control Sieve
mixes using additives and reinforcement. The variation
The factor 0.22 was arrived after considering the
in the aggregate gradation shall be addressed for efficacy
analysis of 2-D and 3-D packing of different shaped
of conventional and modified bituminous concrete
mixes. particles. 2-D Analysis has shown the particle
diameter ratio equal to 0.155 (all round) and 0.289
2.2 Objective and Scope of Research Work (all flat) with an average of 0.22 for angular and sub
The goal of this article is to investigate the efficacy in angular particle.
(a) Sasobit Granules (b)PE fiber c) Mixing and Compaction for WMA (d) Marshall with DAQ
Fig.2 Materials combinations for preparation of Marshall Specimens along with DAQ
3.4.2 Preparation of Specimens for Rutting Test prepared at lab densities. The slab was compacted
The specimen was prepared in a slab compacter using hydraulic pressure in oscillatory motion until
using roller compacting device as shown in Fig.3. desired laboratory mix densities were achieved as per
The slab has a volume of 6000 cc and mixes were AASHTO-T324 [20].
3.4.2.1 Immersion type of wheel tracking device properties and are calculated using equation below.
Accelerated test simulated in the laboratory for estimation St = 2P/π D t (4)
of rutting resistance and is presented in Fig.3. The wheel
Where St = IDT strength, MPa; P = maximum load, N
used in the study was a steel wheel of 47 mm wide and t = specimen height immediately before test, mm;
with total weight of wheel assembly including surcharge D = diameter of specimen, mm
is 710N, an LVDT is used to measure rut depth. The travel
of wheel path is 230 mm and the speed of the wheel for 3.6 Repeated Load Test Set-Up
one pass is approximately 1.46 kmph (72 wheel passes per Resilient modulus test was conducted by repetitive
min). Specimens were tested in fully immersed condition applications of compressive loads in a Haversine
in water at a temperature of 50oC for estimation of stripping waveform load pulse applied vertically for 1, 2 and 3 Hz.
property. Load duration of 0.1, 0.2 and 0.3 seconds were selected
to represent transient traffic load. The magnitude of load
3.5 Indirect Tensile Strength Characteristics
applied was 10% of tensile strength. Horizontal and
The indirect tensile strength was performed as outlined vertical deformations were measured using LVDT’s.
in AASHTO T 283[19]. Tensile strength properties of Marshall Specimens were used for resilient modulus test
bituminous mixture are used to relate to the cracking as per ASTM D 4123 [22].
4.2 Bitumen Properties were analysed in the laboratory for arriving the grade of
bitumen. Table 2 shows the properties of the VG-30 and
Bitumen is collected from IOCL refinery and its properties WMA prepared with Sasobit.
Table 2 Properties of Binders used in the study
(i) VG-30 Binder.
*Source: IS 73 2016
(ii)Warm Mix Asphalt
It is observed from viscosity test results that WMA when 4.3 Marshall Properties
prepared with sasobit has low mixing temperatures than
conventional mix. This helps in reducing the release of In order to achieve the stated objectives following suitable
harmful gases during the preparation of HMA. codes are assigned and are presented in Table 3.
4.3.1. Marshall test properties for MGV & BGV of bitumen corresponding to 4% of Air Voids (MORTH,
mixtures
5th Revision). Accordingly, Figure 5 represents Marshall
The Optimum Bitumen Content (OBC) is the percentage Parameters for BGV and MGV mixes.
The results illustrate that the optimum binder content for 4.3.2. Marshall test properties for MGS & BGS
MGV and BGV mix is arrived at 5.5% and 5.5% from mixtures
Air Voids perspective. Figure 5, it infers that the stability
Warm Mix Asphalt (WMA) was prepared with Sasobit
value, density, VMA, VFB parameters were improved
for BGV mixes because aggregates gradation at these which produces asphalt mixes at low temperature;
sizes are found to possess high specific gravity and these mixes were prepared with MoRTH mid-point
better interlocking properties as the percentage of fine gradation and varied packing characteristics vis-à-vis
proportions being more which is arrived in JMF. of Bailey’s method.
From the above figure 6 it is observed that the optimum point gradation and Bailey approach. The tensile
sasobit content for preparation of WMA is arrived at 1% properties of above two mixes were improved with
to the weight of bitumen. The addition of sasobit has Polypropylene fibre (PE) as reinforcement. These
reduced the mixing temperature by 200C thereby reducing
fibre were added at 0.2 % interval (w%w). Stability
the release of harmful gases in the preparation of HMA.
and density behavior for MSP and BSP mixtures
4.3.3 Marshall test properties for MSP & BSP are presented in fig. 7. It is observed that maximum
mixtures stability for MGS & BGS mixture is arrived at 0.6%
MSP and BSP mixes were prepared with mid- of PE and hence considered as optimum PE content.
Fig.7: Marshall Parameters for Different Percentages PE of MSP and BSP Mixtures
It is observed from the test results that voids in mineral coarser particles as that of in mid-point gradation. Voids in
aggregate for mixture prepared with Bailey approach is bitumen shall be in the range of 65 – 80% and all the mix
lower than that of convectional mid-point gradation. This combinations are within the range. Table 4 provides the
is because the finer particles occupy the void portion of details of Marshall Parameters for mix combinations.
Table 4 Marshall Parameters for Optimum end Results of Mix Combinations.
Binder content (%) Mix Type Stability Density (g/cc) Flow VMA (%) VFB Marshall
(kN) (mm) (%) Quotient
(kN/mm)
WMA prepared with Mix Type Stability Density Flow VMA VFB (%) Marshall
Sasobit content (%) (kN) (g/cc) (mm) (%) Quotient
(kN/mm)
Polypropylene fibre Mix Type Stability Density (g/cc) Flow VMA VFB (%) Marshall
(%) (kN) (mm) (%) Quotient
(kN/mm)
0.6 MSP 18.83 2.40 3.3 16.20 73.25 5.706
0.6 BSP 20.18 2.38 3.2 16.05 74.86 6.306
As per MoRTH specifications the flow values for all Table 5 Tensile Strength Ratio for Different Mix
mix combinations are in the range of 2 to 4 mm and is Combinations
shown in table 4. Mixes prepared with MoRTH mid-point
Mixture Conditioned Un-Conditioned TSR
gradations has higher flow values compared to mixes
MGV 0.60 0.80 0.75
prepared with Bailey approach. The air void criteria for
BGV 0.69 0.89 0.78
WMA mixes are satisfied as per IRC:SP:101-2014[29].
MGS 0.95 1.18 0.81
Marshall Quotient value is increased for mixes prepared BGS 0.98 1.20 0.82
with MoRTH midpoint gradation when compared with MSP 1.08 1.28 0.84
Bailey method. This indicates that the mixtures exhibits BSP 1.21 1.41 0.86
higher resistance towards rutting and shall be provided on
pavements where stiff bituminous mixture are required. From the above TSR test results it is observed that the
From the test results it infers that mixes prepared with fibre reinforced mixes perform well than unreinforced
varied packing characteristics vis-à-vis of Bailey’s method mixes with regard to tensile strength ratio. Also, the mixes
outperforms with the mixes prepared with MoRTH mid- made with Bailey’s gradation have performed better than
point gradation. those made with MoRTH’s midpoint gradation.
4.5 Resilient Modulus
4.4 Tensile Strength Ratio (TSR)
The resilient modulus data for all combination of mixtures
Moisture damage in bituminous mixes refers to the loss
in the study are shown in Table 6. This test was performed
of serviceability due to the presence of moisture. The ITS
for 300 cycles at three frequencies of 1Hz, 2Hz, and
test is a performance test which is often used to evaluate
3Hz at 350C. It is understood that after 100 cycles, the
the moisture susceptibility of a bituminous mixture. Table
accumulated plastic strain per cycle becomes negligible.
5 presents TSR values for different mix combinations used
Deflection and load readings were recorded in the first
in the study.
100 cycles, average of 5 cycles of test readings are used
TSR= S1/ S2 (5) to determine the resilient modulus. The test is performed
twice on one sample with 90 degree rotation. Repeated
S1 - Tensile Strength of Conditioned sample (MPa),
load test set-up [22], test was used to to determine resilient
S2 -Tensile Strength of Unconditioned sample (MPa) modulus of each mix combination.
Horizontal Initial
Mix Binder Tensile stress Resilient
Load (N) Deformation tensile
Combinations Content % (MPa) modulus (MPa)
(µm) strain
Fig: 8: Resilient Modulus for Different Mix Fig.9: Rutting Characteristics for Different Mix
Combinations at 1Hz, 2Hz, 3Hz. Combinations
5. CONCLUSION AND RECOMMENDATION
Figure 8 explains that resilient modulus test when
performed for different frequencies at standard test Based on the experimental study carried out in the
temperature (350C), the aggregate skeleton has an effect laboratory the following conclusions were drawn.
on stiffness value. It was observed that increase in finer • Aggregate gradation obtained using Bailey
particle proportions increase the stiffness value. Therefore, approach of gradation was almost in line with the
the effect of aggregate size and aggregate skeleton has mid limits specified by the MoRTH standards.
influenced in improving resilient modulus as observed for • Marshall Stability values for unreinforced mixes
BGS and BSP mixtures. The inclusion of polypropylene prepared MoRTH midpoint gradation and Bailey
fibre as reinforcement in mixes prepared MoRTH midpoint approach mixes was higher by 13% and 12.62% for
gradation and Bailey approach has also improved the modified reinforced PE fibre mixes. Thus proving
resilient characteristics. Presently the effect on load that the Bailey’s gradations result in better stiffness
potential.
frequencies is moderate for resilient modulus values of
test results when performed at 1 – 3 Hz frequencies. Better • It is observed that WMA can be laid successful at
results will be understood during the future study when very low temperature of 1200C and has improved
Marshall Parameters for mixes prepared with
carried at 5Hz and 10Hz.
Bailey gradation.
4.6 Immersion Wheel Tests • The Modified bituminous concrete mixes when
The rutting test is conducted in accordance with AASHTO- reinforced with 0.6% PE content and Bailey’s
gradation have outperformed than all other mix
T324 [20] and used for evaluation of rutting characteristics
combinations with regard to Tensile Strength Ratio
of the mix. Rectangular slab was prepared of size 400
(TSR), thus proving the efficacy of these mixes
mm X 300 mm X 50 mm as shown in figure 9. The slabs with regard to resistance against moisture damage.
were prepared at OBC and OFC for all mix combinations
• The Modified bituminous concrete mixes when
at corresponding maximum densities as presented in reinforced 0.6% PE content and Bailey’s gradation
Table 4. 24,000 passes will simulate traffic of 30 msa in have improved the resilient modulus when
the field[10]. MoRTH midpoint gradation provides less compared with other mix combinations, thus
resistance towards rutting than mixtures prepared with proving the efficacy of these mixes with regard to
Bailey approach. WMA mix reinforced with PE fibre when resilient behavior.
prepared with Bailey approach has offered maximum • The Bailey’s Reinforced Modified Mix (BSP)
resistance towards rutting than all combinations in the has shown high resistance against rutting when
study. compared with all other mix combinations used
during the current investigation, thus proving its xi. Shen, S., & Yu, H.,(2011). Characterize Packing of
efficacy in rut resistance too. Aggregate Particles for Paving Materials: Particle Size
Impact. Journal of Construction and Building Materials,
• The resilient modulus values for BSP mix was arrived 25(3), 1362–1368.
as 2848 MPa using MR equation of PMB mix provided
xii. Tsai, B.-W., Coleri, E., Harvey, J. T., & Monismith, C.
in IRC:37-2018. The laboratory result for the same L., (2016). Evaluation of AASHTO T 324 Hamburg-
mix was obtained as 2831 MPa as shown in Table 6. Wheel Track Device Test. Journal of Construction and
This infers that mixes prepared with Bailey approach Building Materials, 114, 248–260.
has similar stiffness of PMB mixes. xiii. Vavrik, W. R., Pine, W. J., Huber, G., Carpenter, S. H.,
Thus the article concludes that the packing characteristics & Bailey, R. (2001). The Bailey, Method of Gradation
Evaluation: the Influence of Aggregate Gradation
and binder modification have significant role to play in
and Packing Characteristics on Voids in the Mineral
pavement performance and environment. This article also Aggregate (with discussion). Journal of the Association
explains the effectiveness of Bailey Method of gradation of Asphalt Paving Technologists, 70.
and importance of PE fiber as reinforcement in enhancing xiv. Wu, C., and M. Zeng, (2011). Effects of Additives for
the pavement performance with regard to Marshall Warm Mix Asphalt on Performance Grades of Asphalt
Parameters, In-direct tensile strength, resilient modulus Binders. Journal of Testing and Evaluation, 40 (2): 265-
and the rutting resistance. 72.
xv. Xiao, F., V. S., Punith, and S. N. Amirkhanian, (2012).
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Abstract
Public Private Partnership is defined as “an arrangement between the public and private sector with clear agreement for
delivery of public infrastructure or public services. Engineering Procurement and Construction (EPC) contracts are the
most common form of contracts used to undertake construction works by the private sector on large scale and complex
infrastructure projects failures of partnerships.The highway sector in the country has been facing difficulties in the award
and implementation of projects particularly through public private partnership mode. This is due to over all economic
downturn as well as, specific issues of the sector. Here in this study a case study has been done under BOT mode of
construction of NH-59 A to conclude whether BOT Mode is viable for constructing project road. Hence Project designing,
and financial viability analysis has been done. Thus, viability of the project has been found out on the basis of economic
and financial point of view and for that discounted cash flow techniques have been used and it has been found that the
project road is economically viable on the basis of BOT model as Net Present Value (NPV) was found positive (26 Crore)
and also economic Internal Rate of Return (IRR) was found 13.1 % which is higher than Interest rate i.e. 12 %
been introduced to overcome this risk factor, like EPC and and identifying the most suitable mitigation strategies.
annuity model etc. Since BOT schemes has been proved
Salami B. et. al. (2013) This research establishes success
very beneficial for project granting authorities, therefore,
factors for BOT power plant project in Iran comprise of 33
it is suggested for different projects. Hence in research
factors. All 33 success factors are considered as important
work a case study has been done on a project road NH-
factors in BOT infrastructure projects; moreover, there
59A (Indore-Harda MP).
is a good agreement in significance of success factors
3. Objective of Study between government organization, consultants, and
• To accomplish road inventory and traffic survey. concessionaires.
• To decide proposed road cross- section either two Schaufelberger J. et al. (2003) This paper contains a
lanes or four lanes on the basis oflane capacity study of Build-Operate-Transfer (BOT) project financing
analysis. strategies from the perspective of project sponsors. The
• To design a four-lane highway on the basis of financing strategy for a BOT project includes the selection
design traffic data. of the appropriate mix of equity and debt financing, and
the identification of appropriate financing sources. Based
• To estimate the total cost of project and compare
on the study findings, a decision model was developed
economics of pavements and conclude the
that can be used by BOT project sponsors in selecting
feasibility of proposed BOT toll road project.
appropriate financing strategies.
4. Literature Review
Tiong R.et al.(1995) This paper is concerned with the
Ahmed S.et al. (2007) This paper aims to introduce a role of equity and level of equity investment required in
decomposed evaluation model developed to assess the most a build-operate-transfer (BOT) tender. This paper shows
common significant decision factors that strongly affect that high level of equity is necessary in BOT tender If it
the feasibility of BOT projects. The paper describes the is specified in the request for proposal, the competition is
viability decision factors that were identified and screened keen, and financing for the project is certain.
with the assistance of a group of industry experts. This
analysis yielded 21 significant factors that would have a 5. Methodology
certain impact on the feasibility of any BOT project. In this study, following data and details were obtained:
Gupta A.etal. (2013) In this paper, major risk factors of • Traffic analysis on project road and obtained annual
ongoing PPP highway projects (under NHAI and MPRDC) average daily traffic and also traffic forecast for
have been identified. Cumulative impact of risks and its design life of the pavement.
fluctuation over various phases of BOT project life have • Design of pavement on the basis of IRC standards
been analysed. In view of the findings it is suggested to set i.e. IRC:37 for design of flexible pavement and
up regulator for the PPP road projects which could oversee IRC:58 for design of rigid pavement.
the fast-changing overall socio-economic environment
• Estimating the cost of the project road as per present
and suggest measures to lessen risk and create win-win
rates given in MPPWD-SOR 2017 and preparing
situation to all stakeholders.
toll forecasts of revenues.
Jeong J. et al. (2016) In this study, a model to evaluate the • Preparing economic evaluation and profitability
financial viability of a highway service areas BOT project statement by different methods of economic
is developed based on the discounted cash flow analysis evaluation i.e. net present value, internal rate of
and the real option valuation.The case study shows that return etc. and concluding feasibility report.
compared to the result from the existing methods, the
result from the developed model is close to the actual 6. Analysis of traffic survey data
results of the case project. To assess traffic characteristics, speed characteristic and
Nunzia C.et al. (2015) These risks are not borne by one travel time etc. related toproject road, these traffic surveys
party, but should be allocated to the party (public or private) were conducted:
who is best able to manage them. Based on the results of a • Volume count traffic survey
Delphi survey conducted among a list of experts, the paper • Turning count traffic survey
provides a guideline for both public and private parties
• Origin & Destination survey
in defining a list of significant risks in PPP motorway
projects, preparing a practical risk allocation framework • Axle load survey
6.1 Volume Count Traffic Survey 6.3 Origin & Destination Survey
Traffic volume is the fundamental measure of traffic, it is Often it is required to know the exact origin and destination
also known as flow of traffic. of trips in a transportation study. The origin is a place
from where a trip is generated and then it is terminated at
It is defined as number of vehicles passing a section on a
a place called as destination, Road side interview is one of
road per hour or expressed invehicles per day. For design
the best method for collecting origin and destination data
purpose traffic volume is converted into equivalent to
as shown in fig. 6.2.
PCUs (passenger car unit) by using equivalent factors.
Hence flow is designated as PCUs per hours or PCU per
day. This survey has been carried out for a week/7days,
24 hours at desired location. The category wise traffic
was counted as number of vehicles in each direction at
15 minutes’ interval over 24 hours for seven days. The
maximum Average Daily Traffic (ADT) recorded at these
locations is 18565PCUs per day. It was found that about
98.08% traffic predominant by the fast-movingvehicles
and around 1.923% traffic is dominated by slow moving
vehicles of the totaltraffic as per traffic survey data shown Fig 6.2: Origin & Destination survey
in annexure A.
6.4 Axle Load Survey
6.2 Turning Count Traffic Survey
The axle load spectrum data of commercial vehicles is
Direction wise movements of the traffic are estimated at needed to estimate the repetitions of different axle’s i.e.
all major intersections along the project road to obtain single, tandem, tridem in each direction during the design
pattern of contributing and diverting traffic form adjacent period. In India, the legal axle load limits are: 102 kN, 190
roads. This survey proves helpful to inform different kN and 240 kN for single axle, tandem axle and tridem
features of traffic such as variation of total traffic on axle respectively. For this survey, different categories of
major and minor cross road intersections, mix traffic vehicles are weighed, it should be 10% for volume of
conversion at intersections etc, and provides a complete Commercial Vehicles Per Day (CVPD) if exceeding 6000,
picture of peak hour traffic and right turning traffic that 15% for CVPD about 3000 to 6000 and 20% if CVPD is
are essential for the design of improvement of road less than 3000. Generally, axle load survey is conducted
intersections. continuously for 2 days/ 48-hour period.
Table 6.1 Axle Load Spectrum for Project Road Conducted at the Location of Survey.
Single axle Tandem axle Tridem axle
Axle load class Frequency (% of Axle load class Frequency (% of Axle load class Frequency (% of
(kN) single axles) (kN) Tandem axles) (kN) Tridem axles)
185-195 2.01 380-400 18.8 530-560 0
175-185 0.4 360-380 17.35 500-530 0
165-175 2.21 340-360 24.58 470-500 0
155-165 16.89 320-340 13.83 440-470 0
145-155 10.59 300-320 4.92 410-440 20.73
135-145 23.66 280-300 4.19 380-410 19.51
125-135 17.76 260-280 0.14 350-380 21.22
115-125 11.93 240-260 5.49 320-350 18.29
105-115 6.17 220-240 5.3 290-320 18.05
95-105 0.4 200-220 0.24 260-290 0.73
85-95 0.67 180-200 4.82 230-260 0.49
<85 7.31 <180 0.34 <230 0.98
6.5 Traffic forecasting 2010 it was widened from single lane to two lanes hence
The present-day traffic has been projected for design life for farther development of this highway (to four lane)
at certain growth rate (i.e. 5%) as shown in Table 6.2. reconstruction of road pavement should recommend for
entire stretch of the project road.
Table 6.2 Projection of Traffic for 30 Years
7.1 Soil Investigation
Year 2017 2022 2027 2032 2037 2042 2047
To identify the existing soil properties three samples had
PCC/ 18565 23694 30240 38595 49258.5 62868 80236.9 been collected from every 5 km interval along the length of
day
the project road and evaluate the characteristics of existing
It is found from traffic capacity analysis that “Four Lanes soil and performed detailed tests on the soil samples as per
Paved Shoulder” is required. As per IRC: 64-1990. IS shown in Table 7.1and test results have shown in tables
7. Pavement investigation and Design given in Annexure C.
The details pertinent to the pavement condition are collected Table 7.1 The List of Laboratory Tests is Given Below
to decide exact strategy for maintenance and rehabilitation
Sr. No. Name of the Test Preferred Standards
measure of existing road. The different types of distresses
developed on the pavement surface are cracking, ravelling, 1 Atterberg limit test As per IS:2720 part 5-1985
patches and potholes, rutting on surface, edge break etc. 2. Grain size analysis As per IS:2720 part 4-1985
these were observed by visual inspection under the visual
condition survey of pavement. these distresses were also 3. Maximum Dry As per IS:2720 part 8-1983
Density (MDD) test
measured by digital photography as shown in Fig. 7.1 &
7.2. 4. Optimum Moisture As per IS:2720 part 8-1983
Content (OMC) test
5. California Bearing As per IS:2720 part 11-1987
Ratio (CBR) test
Table 8.1 Abstract Estimate of Four Lane Paved A debt to equity ratio is 70:30, which is commonly adopted,
Shoulder for infrastructure projects, has been considered for the
financial analysis of this project. For the loan repayment,
Sr. No. Details Amount (in lacs) a repayment schedule of 25 years has been adopted with
1. Construction Work 66531 moratorium period of initial 2 years. The interest on long
2. Contingencies (2%) 1330 term debt has been taken as 12% in keeping with the
3. Sub Total 67851 present low interest regime.
4. Add 2% For Supervision on Total 1357 8.2 Toll Plaza Establishment
Amount
At present, user fee (toll) on National Highways (NH)
5. Add 2% For Quality Control 1357
is being levied and collected in accordance with the
6. Add 0.75% For Road Safety 508 provisions of the national highways Act, 1956 and rules
Charges on Total
made there under. The rate of fee for use of the section
7. Cost Escalation @10 For Two 6791
of national highway, constructed through public funded
Year Construction Period
project or private investment project shall be identical.
8. Grand Total 77864
The rate of fee for use of a section of national highway
8.1 Project Capital and Finance Mechanism of four or more lanes shall, for the base year 2007-08, be
The viability of any BOT project depends on working cash the product of the length of such section multiplied by the
flow available to service the debt and equity. The working current rates as shown in Table 8.2.
cash flow is basically depending upon the following: Table 8.2 Base Rate of Toll fee for different category
• Capital cost, if vehicles
• Traffic forecast, Base rate of
• User fee structure, Type of Vehicle fee per km (in
• Operation and maintenance expenses, rupees)
• Interest on debt, and Car, Jeep, Van or Light Motor Vehicle 0.65
• Taxes. Light Commercial Vehicle, Light Goods
1.05
Vehicle or Mini Bus
Infrastructure project are typically capital intensive and
are characterised by long payback period. To look at the Bus or Truck 2.20
project on a commercial format, it becomes necessary to Heavy Construction Machinery (HCM) or
adopt measures, which significantly improve the financial Earth Moving Equipment (EME) or Multi 3.45
viability of the project. Such steps include optimizing Axle Vehicle (MAV) (three to six axles)
capital costs and drawing up a user fee structure based on
benefit analysis and revenue optimisation principles. Oversized vehicles (Seven or more axles) 4.20
For the purpose of the study, following sources of finance 8.2.1 Annual revision of rate of fee
have been taken; This is increased without compounding, by three per cent
Equity-to be provided by the developer. (3%) each year with effect from the 1st day of April, 2008
and such increased rate shall be deemed to be the base rate
Subsidy/Grant- to be provided by the client for viability
for the subsequent years. The applicable base rates shall
of funding.
be revised annually with effect from April 1 each year to
Debt- to be arranged by the developer / concessionaire. reflect the increase in wholesale price index between the
Expenses- expenses can broadly be classified based on the week ending on January 6, 2007 (i.e. 208.7) and the week
phases in which they are incurred, viz. construction period ending on or immediately after January 1 of the year in
expenses and operation & maintenance period expenses. which such revision is undertaken but such revision shall
Operation & maintenance period expenses include, Toll be restricted to forty per cent of the increase in wholesale
collection expenses, administrative expenses for day-to- price index.
day operation including insurances, maintenance expenses,
The formula for determining the applicable rate of fee
which include routine and periodic maintenance, interest
shall be as follows: -
expenses incurred for servicing terms of loan, taxes and
concession fees. Applicable rate of fee = (base rate) + (base rate) x {(WPI
A – WPI B)/ WPI B}x 0.4 To assess the project in terms of attractive financial returns,
the following criteria adopted;
Where:
IRR (internal rate of return) on project investment =
WPI A means the wholesale price index of the week ending minimum equal to discounted rate i.e. 12%
on or subsequent to 1st January immediately preceding the
date of revision under these rules; and WPI B means the Benefit cost ratio (BCR) = should be > 1.3
wholesale price index of the week ending on 6th January, Net present value @ 12% discount rate = must be positive.
2007 i.e. 208.7 A profitability statement report is given in Annexure D.
Two toll plazas were proposed for the entire length of Subsidy Options:Civil construction cost for project road
the road. This toll plaza will capture the traffic of Indore- section is estimated at Rs 778.64 crore for total length of
Harda Road, proposed location of these toll plazas is given 150 km from Indore to Harda for improvement to 4-lane
in Table 8.3 as per NH toll policy. No toll plaza is located facility. Base year traffic (toll able) on the project road
near urban area, first one is located at 2.5 km from start section lies around 18565 PCU/day, considering leakage
point i.e. junction of NH 3 which is 15 km distant from of 3 % overall traffic. Under such condition, if toll revenue
Indore city, and second toll plaza was proposed about 10 alone is not likely to make the investment commercially
km far from urban area and also the distance between both attractive to the prospective investors. Hence, the
plaza is greater than 60 kms. commercial viability will be analysed with various levels
Table 8.3 Location Detail of Proposed Toll Plazas of subsidy to the project costs. Following subsidy levels
are considered,
Sr. No. Name of Toll Plaza Location (Km.) • No subsidy, base year
1. Indore-Harda Toll Road km. 2/520 • 10% subsidy to the project cost
2. Indore-Harda Toll Road km. 146/200 • 20% subsidy to the project cost
• 30% subsidy to the project cost
9. Methods of Financial viability of
Project • 40% subsidy to the project cost (maximum
permitted by NHAI)
To assess whether the project is a profitable proposition,
the returns to investors are measured by the IRR, which 10. Results
is estimated from the cash flow statements, based on The capacity analysis results, “four lanes paved shoulder”
discounted cash-flow technique. is required for the project road for 25year of concession
• Benefit and cost ratio method period without any leakage on commercial traffic under
the LOS-B. The economic analysis also has been done
• Profitability index method based on discounted cash flow techniques i.e. net present
• Net present value method value and economic internal rate of return, and summary
• Internal rate of return method etc. of economic analysis is shown in Table10.1.
Construction cost Total Maintenance Debt to Concession Grant NPV NPV IRR
(Crore) in Base cost during equity period @10% @12% @12%
Year 2019 concession period Ratio Discount Rate Discount Rate discount Rate
778.64 363.97 70:30 25 Years 0% 95.3 (Crore) 26 13.1%
(Crore)
11. Conclusions for entire stretch except at toll plaza and village
The following conclusions are made by a portion, where rigid pavement is proposed.
case study of this road: • The cost of estimate of this project road is Rs. 778.64
• A four-laneroad with paved shoulder flexible crores as per based on MPPWD SOR-2017.
pavement is suggested as per the traffic capacity • The economic evaluation have been worked out
analysis. A flexible pavement is recommended based on discounted net cash flow technique @12%
discount rate, by comparing both cost stream and versus technical solution in a BOT tender.” Journal
revenue stream and it is found that NPV = 26 crore of Construction Engineering and Management, 121
which is positive and hence internal rate of return (3), 304-311.
(IRR) is 13.1% i.e. > interest rate (12%), hence it xiv. EPC (2012) “Engineering and Procurement Agreement
is concluded that the project road is economically for Construction of Two Lane National Highway
viable for construction on the basis of the BOT Works” MORT&HNew Delhi,July 2012.
model, with 0% grant, over the concession period xv. EPEC. “The Guide to Guidance: How to Prepare,
of 25 years including two years of construction Procure and Deliver PPP Projects.”EPEC Secretariat,
period. The European Investment Bank, 2012.
References xvi. Carbonara, N., Costantino, N. & Pellegrino, R. “A
Transaction Costs-Based Model to Choose PPP
i. Ahmed, S., Skibniewski, M., Basha, I. (2007).
Procurement Procedures.”Engineering,Construction
“Bot viability model for large scale infrastructure
and Architectural Management 23, 491–510 (2016).
projects.” Journal of Construction, Engineering and
Management., 129(2), 205-213. xvii. Planning Commission. “Public Private Partnerships
Request for Qualification: Model RFQ Document.”
ii. Gupta, A., Trivedi, M.K., Kansal, R. (2013). “Risk
The Secretariat for PPP & Infrastructure, Government
variation assessment of Indian road PPP projects.” of India, 2014.
International Journal of Science, Environment and
Technology, 2(5), 1017-1026. xviii. Potter, K.J. & Sanvido, V. “Implementing a Design/
Build Prequalification System.” Journal of
iii. IRC:37-2018. “Design of Flexible Pavement.” Management in Engineering 11, 30–34 (1995).
iv. IRC:58-2015. “Design of Rigid Pavement.” xix. MORTH. “Progressive Year Book”. (2015).
v. IRC:102-1988. “Traffic Studies for Planning Bypasses xx. Planning Commission. “Guidelines for Public Private
Around Towns.” Partnership: Pre-Qualification of Bidders.” The
vi. IRC:64-1990. “Guidelines for capacity of Roads in Secretariat for PPP & Infrastructure, Government of
Rural areas.” India, 2009.
vii. Jeong, J., Ji, C., Hong, T., Park, H. (2016). “Model for xxi. De Schepper, S., Haezendonck, E. & Dooms,
evaluating the financial viability of the BOT project M. “Understanding Pre-Contractual Transaction
for highway service areas in South Korea.” Journal of Costs for Public–Private Partnership Infrastructure
Management in Engineering, 32 (2), 410-417. Projects.”International Journal of Project Management
33, 932–946 (2015).
viii. Lin, K.C. (2012) “The political economy of rapid
transport /infrastructure expansion in chaina.” CRP xxii. Palaneeswaran, E. & Kumaraswamy, M. M. “Contractor
Working Paper Series, 1(3), 1-8. Selection for Design/Build Projects.”Journal of
Construction Engineering and Management 126, 331–
ix. Nunzia, C., Castantino, N. (2007). “Risk management 339 (2000).
in PPP project: an empirical study on the motorway
sector.” Journal of Management in Engineering, 130 xxiii. Government of India1 (2013) “12th Five Year Plan
(1), 265-271. (2012-2017) Report of the Working Group on Central
Road Sector” MORT&H New Delhi,March 2013.
x. Salami, B., Yosof, B., (2013). “Success factors for
build operate transfer (BOT) power plant project in xxiv. Kumar B.,“Cost effective measures for rehabilitation
iran.” International Journal of Modern Engineering and upgradation of existing single lane road to
Research, 3(1), 324-330. multilane standard under engineering procurement
& construction (EPC) model.”Journal of Indian Road
xi. Schaufelberger,J.E., Wipadapisut, I. (2003). “Alternate Congress 45, 23-30 December 2017
financing strategies for build-operate-transfer
xxv. Dolla T.,“Pre-qualification in public private partnership
projects.” Journal of Construction Engineering and
highway projects of India”, Journal of Indian Road
Management, 129 (2), 205-213.
congress 78, 91-108, July 2017.
xii. Tiong, R., (1995). “Competitive advantage of equity
xxvi. Dekate, M.N., “Public Private Partnership Projects
in BOT tender.” Journal of Construction Engineering
(PPP) in Maharashtra: Success Stories – Lessons
and Management, 121 (3), 282-289.
Learned” Journal of Indian Road congress 45, 21-30,
xiii. Tiong, R., (1995). “Impact of financial package October 2017.
Annexure: (A)
Table (a): Volume count traffic survey data
Annexure: (B)
Table (b) Estimate of Four Lane Paved shoulder with Flexible Pavement i/c construction of Bridges and culverts
on NH-59A (Indore-Harda Road)
Total Amount (in % of each Item, as
Sr. No. Details
Lacs) whole
1 Site Clearance 427 0.64%
2 Earth work 1618 2.43%
3 Sub Base & Bituminous work 37377 56.19%
4 CC Road 867 1.30%
5 CC Drain 113 0.17%
Miscellaneous (Guard Wall, Km Stone, Service duct, two nos. of Toll
6 2617 3.93%
Plaza etc.)
7 Horticulture 0 0.00%
8 Major & Minor Bridges and Culverts* 23502 35.33%
Grand Total 66521 100.00%
Note: The approximate Cost of “major and minor bridges and culverts” were taken by a DPR prepared by MP PWD for the same
project for two lane highway so for this project, that cost was projected for 4 lane highway.
Annexure (C)
Table (C): Laboratory Test results
Sr. Chainage Sample Description IS Atterberg limit Free MDD OMC CBR Field
No. (KM) Classification Swell Density
Index
Liquid Plastic % g/cc % %
Limit Limit
% %
1 1.200 BC Soil with Kankar CH 48.7 25.2 49.2 1.458 19.8 2.59 1.472
2 2.700 BC Soil with Kankar GC 50.6 24.8 48.6 1.476 19.3 2.7 1.465
3 4.200 BC Soil with Kankar GC 47.67 24.91 47.55 1.469 19.6 2.66 1.432
4 5.700 BC Soil with Kankar CH 45.89 22.84 48.35 1.455 19.4 2.52 1.427
2033 268.8 8.1 260.7 5.6 0.0 255.1 35.5 43 177 58.4 118.6 319.3 19.4 16.6
2034 287.6 8.6 279.0 5.9 152.7 120.4 35.5 38 47 15.4 31.2 283.8 4.5 3.9
2035 307.8 9.2 298.6 6.2 0.0 292.4 35.5 34 223 73.5 149.3 248.3 19.4 16.3
2036 329.5 9.9 319.6 6.5 0.0 313.1 35.5 30 248 81.8 166.0 212.8 19.3 16.0
2037 352.8 10.6 342.2 6.8 0.0 335.4 35.5 26 274 90.5 183.8 177.4 19.1 15.7
INDIAN HIGHWAYS
2038 376.3 11.3 365.0 7.1 0.0 357.9 35.5 21 301 99.4 201.8 141.9 18.7 15.2
2039 401.5 12.0 389.4 7.5 194.9 187.0 35.5 17 135 44.4 90.1 106.4 7.4 6.0
2040 428.3 12.8 415.5 7.9 0.0 407.6 35.5 13 359 118.6 240.8 70.9 17.8 14.2
JUNE 2019
2041 457.0 13.7 443.3 8.3 0.0 435.0 35.5 9 391 129.0 262.0 35.4 17.3 13.7
2042 487.6 14.6 473.0 8.7 0.0 464.3 35.5 4 425 140.1 284.5 0.0 16.7 13.1
Total 5942.7 178.3 5764.4 123.1 561.0 5080.4 816.0 1624 2641 979.8 1660.8 26.0 -0.8
Table (D) Profitability Statement
63
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