April-June 2005

ROADS & BRIDGES

Golden Quadrilateral - The Road Ahead
April-June 2005 2 7 10 12 15 20 21 28 30 34 36 38 40 45 47 48 50 ndia has emerged as the country with the second largest road network in the world. With a total road network of 3.3 million km, India has edged out China from the second spot while US tops the list with a road network of 6.39 million km. China has road connectivity of 1.76 million km. Our National Highways span about 65,557 km throughout the country and cater to about 45 per cent of the total road transport demand. The first major step to improve road infrastructure in India was taken in the 1980s with the Central Government deciding to build roads to link major highways, widen existing roads from single to double and four lanes, and construct major bridges. Compared to 400,000 km of roads of all kinds during 1950, the present network of 3.3 million km is bound to appear impressive but it is a fact that more than 25 percent of villages still have no road link, and about 60 percent have no all-weather road link. Moreover, the quality of roads, including major highways, is poor by international standards. Nonetheless, these roads carry about 60 percent of all passenger traffic. The National Highways Authority of India (NHAI), set up by the Ministry of Road Transport and Highways(MoRTH) administers the national highway system whereas the state highways and other state roads are maintained by Public Works Departments of respective States. Minor roads are maintained by the district administration and local bodies. Still other roads, about 22,000 kilometers as of 1991, Vol. 28, No.1 Golden Quadrilateral Jaipur-Kishangarh Expressway Chennai-Tada Road Tumkur-Sira Highway Satara-Kolhapur Road Ahmedabad-Mehsana Road Mumbai-Pune Expressway Second Vivekananda Bridge Bridge Over Ganga Bridging the Valley Second Narmada Bridge AJC Bose Road Flyover Sirsi Flyover International Perspectives

CONTENTS

AP-20 bridge across river Vasista in AP are under the jurisdiction of the Border Roads Development Board, a central government organization established in 1960 to facilitate economic development and defence preparedness, especially in the North and Northeast. In 1997, ninety eight per cent of the national highways (a stretch of 54,000 km) was 64 per cent single lane and 34 per cent two lane roads. In 1998, the government articulated the National Highway Development Plan and created the National Highways Authority of India to implement the plan to strengthen and widen the existing road network. Golden Quadrilateral Essentially the plan was to be implemented in two phases - Phase 1, the Golden Quadrilateral (GQ), to convert the national highways, a stretch of 5,846 km connecting the four major metros, to four lanes; Phase 2 of the project involves the North-South and East West corridors (a total of 7,300 km) to link Srinagar with Kanyakumari and Silchar with Porbander. The entire project is targeted to be completed by 2009 at an estimated cost Rs.54,000 cr. (Rs.540 billion).

Kaleidoscope
Annual Results 2004-05 Project Kohinoor 2010 Fourth RoSPA Award

Focus
ECC is actively involved in the design and construction of roads and bridges in India and abroad. It has also executed some of the critical road projects including a major portion of the Golden Quadrilateral project. This issue of ECC Concord provides an insight into various road & bridge projects executed by ECC. Editor V.S. Ramana Editorial Team K.Sridharan Alex Benjamin V.D.S. Prasad V. Ramesh Kumar Ashwin Chand V. Eswar Subha Anand Photography V.S. Natanavelu Content Co-ordinators R. Rangarajan R. Ranganathan Cover Design & Layout Romaa Communications

Punjab highway executed by ECC between Sirhind and Rajpura 2

The project is partly funded through the levy of cess on petrol and diesel which is transferred to the central road fund for implementation of the NHDP. A snapshot view of the project today indicates that more than 85 per cent of the GQ project has been completed. The GQ project is scheduled for substantial completion by the end of 2006. The NSEW corridors are expected to be completed by 2008 against the target of 2009. NHAI has also been creative in evolving financial structures that better balance the risk and return. The buildoperate-transfer concept has been implemented under toll and annuity methods. While under the toll method the entire risk is shifted to the private enterprise, the annuity method does better risk sharing. The construction and maintenance contracts are combined and bids are invited for road development with a promised stream of annuity payments by NHAI as per the concession agreement to the concessionaire. The Special Purpose Vehicle route envisages an equity investment of about 30-40 per cent by the NHAI and 5-10 per cent by the construction/maintenance contractor, with the balance coming through market borrowings. This route gives some sense of ownership to the contractor but places the risk and return with the NHAI. The factors that have contributed to the success story of road development in India are: A well thought out strategic plan articulated by the government, provision of funding with public, private, market-based and external borrowings, a schedule for implementation with careful cost estimates, clearing hindrances for private participation, well empowered regulatory authority, transparent procedures for awarding contracts and monitoring progress and a variety of financial structures to balance risk and reward with the private sector. An efficient transport system is a prerequisite for sustained economic development. It is not only the key infrastructural input for the growth process but also plays a significant role in promoting National Integration which is particularly important in a large country like India.

An Asphalt paver in action In a liberalized set-up, an efficient transport network becomes all the more important to increase productivity and make the country's economy efficient and capable of asserting itself in the world market. The transport system also plays an important role in promoting the development of backward regions and integrating them with mainstream economy by throwing up opportunities for trade and investment.

ECCs contribution
Commencing with the Kolkata-Durgapur Expressway, ECC has executed several major road projects across the country such as Rourkela-Sambalpur, Bangalore-Hosur, Sirhind-Rajpura (in Punjab), RaniganjBarakar (West Bengal), Mumbai-Pune Expressway and the Coimbatore Bypass, the last one a greenfield project that was undertaken as a Build-Operate-and-Transfer (BOT) venture.

JKEP RJ11 VB SM3 SVBTC ORIV ORII

SK4 TS1 RCO2 TN01

AP19 AP20

ECC has been aggressively bidding for projects under GQ/NS-EW corridor and has been successful in securing about 11% market share against stiff competition. Currently ECC is executing three projects for a total length of 180 km, valued at about Rs.820 cr. Two of these contracts are exclusive Bridge packages. The table below gives information on some of the important projects executed /currently under execution by ECC. ECC has so far executed 820 km of road projects valued at Rs.27,794 million. Road /Bridge Projects Length (km) Completed Surat-Manor Satara-Kolhapur Jaipur-Kishangarh Tumkur Sira Kancheepuram -Walajahpet Chennai-Tada Chandikhol-Bhadrak AP 19 bridge across river Gowthami AP 20 bridge across river Vasista 57.40 29.00 40.00 41.40 36.20 41.80 75.50 2,341 m 940 m

Surat-Manor road project in Gujarat The Surat-Manor road package funded by ADB was the earliest to be awarded to ECC under the GQ programme. ECC completed the work ahead of schedule through planned and swift mobilization of resources. Certain P&M identified for transfer from the nearby Mumbai-Pune Expressway site were moved to the SuratManor site even before commencement of the work. Meticulous planning ensured that all bridges in the package were completed ahead of schedule and facilitated the execution of road works under the package without breaks as work fronts became available and accessible on a continuous basis. Another interesting feature here was soil stabilization which was carried out for the first time in National Highway projects. The soil at site was having a treacherously low CBR Value (4 - 5). The CBR value was improved to 15 percent by using cement treated subgrade. ECC fabricated their own cement spreader specially for this road, which proved to be successful. Also a soil stabilizer was imported for thorough mixing of soil and cement. An added feature was the introduction of cement treated subbase where in cement and water were fed in appropriate dosage with aggregate material and then spread evenly with a sensor paver (that had automatic level control mechanism). With advanced and effective project management techniques we were able to complete this project 54 days ahead of schedule.

In Progress BaleshwarLaxmannath project in Orissa - 53.14 Kahudag Boratani Road, Jharkhand - 80.00 Rajasthan package (near Baran) - 70.00 Second Vivekananda - 800 m Bridge across river (6.1 km incl. Hooghly approches) In India, flexible pavements have held sway in the years following independence, largely due to limited availability of funds. Even today flexible pavements constitute a substantial portion of roads being laid. However, concrete pavements are becoming popular now, particularly after the experience in the Mumbai-Pune Expressway. Concrete pavements offer the advantage of savings in cost and time and also need only minimal maintenance, thus eliminating the need for disruption of traffic in case of repairs. In the OR -IV, V-B packages and the new carriageway in Kolhapur-Satara stretch covering a total of 130 km, ECC is laying concrete roads. ECC believes that to achieve faster laying, road works have to necessarily be equipment-oriented rather than labourintensive and has, therefore, mechanized a major part of its road-building activities.

Kancheepuram-Wallajapet road project in Tamil Nadu 4

162 km Sambalpur-Rourkela expressway in Orissa The Bhadrak-Chandikhole stretch in Orissa, known as Package OR-II, was funded by NHAI through its internal resources. The most formidable aspect of this project was the stupendous volume of earthwork which involved a quantity of 65,00,000 Cum. The existing roads in this stretch were at high levels due to vast stretch of water logged areas, presence of Baitharni river and proximity of sites to backwaters. As a result a large number of cross drainage (CD) works (105 comprising 19 underpasses, 58 culverts and 28 minor bridges) had to be executed all along. Since there was an acute shortage of availability of right aggregates, they had to be procured from leads of upto 25 km away. Granular sub-base material also had to be fetched from borrow pits at a distance of 28 km. The site team encountered lot of difficulties in the last stages of project completion when land for junctions and overpass were not available. Despite all these hurdles the project was completed in March 2005. An innovative material included the preparation of bituminous concrete, using the Crummed Rubber modified bitumen supplied from refinery. Baleshwar-Laxmannath project on NH 60 in Orissa is a concrete road package and involved 72,25,000 Cum of earthwork. Since the entire project was located in a water logged area, Sand Coring method was adopted for formation of embankments. A core of sand was encased by a layer of murrum to contain the sand. The work consisted of raising the existing road by about 2m and symmetrical widening of the same on either side, necessitating frequent and numerous traffic diversions. Borrow areas were scarce and quarries were located 32 km away. ECC raced against all these odds and completed the project. This road shortens the distance between Kolkata and Balasore by about 30 km. The Chennai-Tada stretch on NH-5 passes through several stretches of densely built-up area. Considerable ribbon development along the route, acquisition of land and diversion of utilities / services were some of the major problems faced in this project. In the interest of expediting the work, ECC took upon themselves the work of diversion of services even though this was not in the original scope. This work also involved construction of two bridges using prestressed concrete 'I' Girders and cast in-situ slab for decking. Foundations were raised on wells taken to approx. 14 m depth. 5

Satara-Kolhapur road project in Maharashtra

The scope also included the construction of a flyover near Madhavaram having six spans of 25 m each, featuring a continuous deck being built up using void form. The project was completed against all odds. Yet another notable feature in this project is the use of polymer-modified bitumen (imported from Ooms Ooverhorn of Netherlands) for the first time in India. Package V-B in Jharkhand is a Joint Venture between L&T and Hindustan Construction Company Limited for the first time (for road projects), with L&T as the lead partner. The work involves dismantling the existing 2-lane road of flexible pavement and widening it to four lanes with concrete (rigid) pavement. The dismantled pavement material will be reused as fill in medians. Here also we are working in a very hostile environment as the project area is a stronghold of Naxal elements. Also, land acquisition for a stretch of about 12 km is yet to be completed. For the first time NHAI have stipulated the provision of kerb with reinforcement for which we have procured state-of-the-art slipform kerber from Power Curbers. We have mobilised a huge fleet of plant and machinery to ensure speedy completion. We expect the project to be completed in March 2006. NHAI assigned the Kolhapur-Satara road project to Maharashtra State Road Development Corporation (MSRDC) for execution. MSRDC in turn split the work into five packages and invited bids from contractors. To ensure transparency in award of contracts as also to speed up work, it was a basic condition that each bidder would secure only one package

Asphalt Rolling using pneumatic tyre roller even though they may be lowest for more than one package. The new carriageway is made up of concrete pavement while the existing lane is of flexible pavement. Here also we have completed the project almost seven months ahead of schedule. Kancheepuram-Wallajapet road package (bituminous pavement) on NH-4 is funded fully by National Highways Authority of India (NHAI). Two sets of crushing plants and two hot mix plant were mobilized for the project. ECC completed this project ahead of schedule. Tumkur-Sira road is funded by Asian Development Bank. This package consists of 42 km of bituminous pavement and nearly 76 km of service roads / slip roads to cater to slow moving local traffic. Execution of a modern road project involves the efficient use of resources and Project management capabilities such as : Meticulous planning Judicious sourcing of materials locally available Trained manpower to operate the machinery Unimpeded availability of work fronts for prompt deployment of equipment as per work schedule It is significant to mention that ECC possesses and deploys critical plant and machinery that are essential for faster execution of road projects. Some of these vital P&M include: Large capacity crushers - stationary and mobile Pneumatic tyre rollers Motor graders Vibratory compactors Batching plants - automated Hot mix plants - automated Pugmill Slipform concrete pavers Sensor controlled pavers Kerb casting machine Facts and figures described above represent just the tip of the iceberg. In fact, the golden quadrilateral is a massive exercise taken up in the country, on a war footing and this has simultaneously resulted in a serious constraint on skilled human resources. This has to be met only by imparting a lot of training and by mobilizing an optimal mix of experienced personnel and those eager to learn mostly on the job. Almost a new breed of contractors are being generated through a process of back-to-back contracting but with a lot of support in terms of resources both financial and technical to enable small time contractors to think big (e.g.) free supply of aggregates. The philosophy is that the major players will be resorting to Project Management and Control. R.Rangarajan Contracts Manager (R&R), HQ

A motor grader at a road project 6

ROADS
ational Highway No.8 (NH 8) is one of the major arteries of the road network system of India connecting the National Capital New Delhi with the Financial Capital Mumbai and forms part of the Golden Quadrilateral. The Jaipur-Kishangarh section on the DelhiMumbai corridor connects Pink City Jaipur to Marble City Kishangarh and extends from km 273.500 to km 363.865. Due to heavy traffic on this two-lane, 90.365 km stretch, traffic jams and accidents were a regular feature, making the region and the State unattractive for investors. The Government, therefore, made a study of the situation and decided to widen the Jaipur-Kishangarh section to six lanes. Thanks to successive regimes taking to the path of liberalization and encouraging public-private partnership for infrastructure development, funds were not a constraint for implementing the project.

Jaipur-Kishangarh Toll Road Project

National Highways Authority Salient Features: of India (NHAI), the nodal Total Project Length - 90.365 km agency entrusted with the Project Length for L&T - 40 km task of modernising the Contract Award Amount highway network, called for for L&T - Rs.295.96 cr. tenders to implement the SPV - GVK Jaipur-Kishangarh project through the buildExpressway Limited operate-transfer (BOT) route. EPC Design Consultant - L&T-Rambll Consulting L&T Infrastructure Engineers Limited Development Projects EPC Contractor - Larsen & Toubro Limited Limited (L&T IDPL), in ECC Division association with GVK Group Owner's Engineer/ - Lea Associates South Asia and B. Seeniah & Company Supervision Consultants Pvt Limited Private Limited (BSCPL), Independent Consultants - BCEOM, France formed a Special Purpose Completion Date - 9th April 2005 Vehicle (SPV) called GVK Jaipur-Kishangarh Expressway Limited for Completed in a record time of 24 months, implementing this project. L&T IDPL, GVK six months ahead of schedule, this is India's and BSCPL hold equity in the SPV in the first such six-lane expressway and India's ratio of 40:41:19. The project has a largest Build-Operate-and-Transfer (BOT) concession period of 20 years including highway project to date. the construction period.

A view of the Jaipur-Kishangarh toll road project executed by ECC six months ahead of schedule 7

Scope of work
Details Road Way Excavation Construction of Embankment/Subgrade Granular Sub Base Wet Mix Macadam Bituminous Macadam Dense Bituminous Macadam Bituminous Concrete Flyovers Major Bridges Minor Bridges Culverts Cattle Crossing Bus Lay Byes Truck Lay Byes Toll Plaza RE Walls Crash Barrier Pedestrian Guard Rail Stone Masonry/ Concrete Drains Kerb Quantity /Unit - 10,04,074 Cum - 14,39,551 Cum - 2,98,674 Cum - 2,79,880 Cum -73,730 Cum - 1,08,928 Cum - 56,808 Cum - 03 Nos. - 02 Nos. - 08 Nos. - 31 Nos. - 05 Nos. - 24 Nos. - 10 Nos. - 01 Nos. - 2,240 RM - 46,944 RM - 26,000 RM -26,000 RM -1,11,596 RM

L&T and BSCPL were the EPC contractors with L&T taking up the initial urban stretch of 40 km from km 273.500 to km 313.500 and BSCPL the balance 50.365 km. L&T had taken up the responsibility for the stateof-the-art Toll & Highway Traffic Management System along the entire corridor including BSCPL's portion. BCEOM were appointed as independent consultants for the project. While Lea Associates South Asia Pvt Limited were chosen by the SPV as Owner's Engineer and for supervision of the work of EPC contractors, the EPC contractors (L&T and BSCPL) engaged L&T-Rambll Consulting Engineers Limited as EPC consultants for the preparation of detailed engineering. Scope L&T's scope was to construct the 40 km sixlane road with 13 km service roads in the urban area commencing from km 273.500 to km 313.500 along with all specified facilities in the EPC contract agreement as

per standard specifications. See table for detailed scope of the project. Major Plant & Machinery Major Equipment deployed for the execution of works were as follows : Quantities are given in brackets 300 TPH Crusher Plant (1), 150 TPH Crusher Plant (1), Hot mix Plant (2), Batching Plant (2), WMM Plant (1), Paver Finisher (3), Motor Grader (6), Transit Mixers (10), Kerb Casting machine (2), Vibromax Rollers 10t (3) , Tandem Rollers -W752 (6) Tandem Rollers-W252 (7), Hess Block Making M/c (1) Wheel Loaders (6), Bitumen Sprayer (4), Emulsion Plant (1). Following Plant & Machinery were supplied by our sub contractors. WMM Plant (2), Paver Finisher (2), Motor Grader (3), Vibromax Rollers -10t (3), Excavators (13), Dumpers (9), Wheel loader (4), GSB Crusher (1).

View of the flyover and the highway at Jaipur Inset : View of a junction

Problems and Solutions We are giving below some instances of the local problems encountered during execution of the job and how they were resolved. Presence of Temples and Mazars in the project area: Due to the presence of 55 temples along the route and two mazars at km 276.500 and km 300, we were not able to carry out roadwork at many locations. Representatives of L&T and SPV spoke to the local people and convinced them of the need to re-locate the temples. As for the mazars, the one at km 276.500 could not be relocated and hence the width of the service road was reduced with the consent of IC, NHAI and others. The road at 300 km was realigned and the width of the median at this location was increased from 5.0 metres to 6.50 metres to accommodate the mazar within the median. Crusher and Quarry Area: Due to heavy movement of traffic, locals were complaining about dust generation. We made arrangements for continuous pouring of water to prevent this and upgraded the earthen roads to GSB roads. Construction in Urban Area: Our section passed through 13 kms of densely populated urban area. Working was most difficult in the urban area whether it is construction of drains, utility ducts or other activities. By employing some of the good local mates, giving drain and utility work to local subcontractors, these problems were brought down to minimum. In extreme cases, we had taken help of local police who were very cooperative with us.

Dr. A. Ramakrishna and Mr. K.V. Rangaswami seen with the Prime Minister Dr. Manmohan Singh during the inaugural ceremony of Jaipur-Kishangarh expressway on May 23, 2005. . Benefits from the Project Cattle Pass at km 280: Land acquisition was not done at km As a result of this project, land prices in the 280 and construction of cattle area went up steeply, children were able to pass was very important there. commute to bigger and better schools, We impressed on the land-owner tourist inflows increased, travel time came to allow us to construct the road down considerably and there was a decline even if he had not received any in maintenance and running cost of compensation. We awarded him vehicles. In short, the Jaipur-Kishangarh some of the stone masonry work Expressway has become the new highway to for which we were facing labour prosperity for all sections of the people in shortage. the area. S.H. Vora Underpass at Bhakrota: Due to Sector Projects Manager the demand from some local (Transportation Infrastructure Sector) people for an underpass at Bhakrota, Ahmedabad Regional Office which was not in our scope, work was stopped in one km for more ` than a month. However, using our good relations with the locals, we were able to pacify them and continue our work

View of the state-of-theart toll plaza at Jaipur 9

ROADS
he Government of India is implementing a very ambitious highway development programme to expand the capacity of national highways by strengthening the existing two-lane carriageway and by adding a twolane carriageway. This is expected to bring about substantial improvement in the road infrastructure and contribute to the socioeconomic growth of the country. This programme is called the Golden Quadrilateral and will connect the four metros of New Delhi, Mumbai, Chennai and Kolkata. Under this programme ECC has constructed the TN01 package from km 11/00 to km 52/80 of NH-5, which is the starting point of the Chennai-Kolkata corridor.

Chennai-Tada Road

Gateway to Tamil Nadu & Andhra Pradesh

contractual completion period of 31 months. Encumbrance-free site was to be handed over in a phased manner during the first eight months of the contract. The contract had a clause providing for payment of bonus for early completion at 1% of the contract value per month for a maximum of six months and for levy of liquidated damages, in case of noncompletion at Rs.3 lakh per day. Execution was done as per MoRTH (Ministry of Road Transport and Highays) specifications in conjunction with technical specifications specifically amended for this project. FIDIC terms & conditions were applicable to the execution of this project. Minor bridges Slab culvert Pipe culvert Box culvert 06 36 44 02

Road furniture New Jersey type RCC crash barrier of median - 14,900 RM Metallic crash barrier - 30,500 RM (both sides) Bus shelter - 43 Nos.

Difficulties faced during execution

Against the contractual requirement of handing over of encumbrance free site in 4 parts in 3 phases, the site was made available for work in more than 600 parts. The preliminary notification to public towards land acquisition, generally known as 3A, was not issued. As the works commenced it came to light that utility service providers like TNEB, Metrowater, TWAD and local Panchayat Unions had not been advised to initiate relocation activities. Under the circumstances the site management had to interact with the authorities concerned, obtain estimates from them and forward the same to the employer for necessary action, as otherwise it was not possible to take up the works even in the available meagre stretches.

Salient Features of the Project

Designed to meet the demand for the next 20 years for a traffic census of 33196 vehicles. Designed for upgradation into 6 lane carriageway after 15 years. To relieve congestion of traffic, a 4 km long by-pass is provided at Karanodai.

Scope of Work
Road Works Widening & strengthening of carriageway and construction of additional carriageway - 42.96 km Structures Grade Separator Overpass Underpass Major bridges 01 01 04 06

Project Information
The order was secured through International Competitive Bidding (ICB) at Rs.185.02 cr. with a

Four lane Chennai-Tada road project 10

Major Plant & Equipment deployed during peak execution Name/Capacity of P&M Road related Dozer Excavator - (0.9 -1.2) Motor grader Vibratory roller-10 t Paver (wet mix) Paver (bituminous)-600 t Tandem roller - 10 t Pneumatic tyre roller-18 t Wet mix plant (60/100 tph) Hot mix plant (100/170tph) Qty. (Nos.) - 02 - 12 - 04 - 06 - 02 - 03 - 06 - 03 - 03 - 03 Name/Capacity of P&M Concrete related Concrete batching plant - 30 Cum Concrete pump Transit mixer - 6 Cum Common service Crusher - 100/150 tph Wheel loader 5/500 kva DG Set Trailer Qty. (Nos.)

- 02 - 02 - 08 02 04 12 01

Major Quantities of work

Since our resources were idle and underutilized due to pending matters like land acquisition we complied with the employer's request to carry out the utility relocation works even though they did not form part of our scope. Due to pending land acquisition works, certain stretches and structures could not be commenced/completed by us whereas the other completed stretches were already being used. Since the continuing delay in completing certain stretches and structures would in turn delay the completion of individual sections as a whole which also would extend our contractual liabilities like insurance of works, defect liability period, etc., the clients were persuaded to agree that those certain stretches and structures would be completed by us during defects liability period though there was no such provision available in the contract. As per the above arrangement sections C, B and A were substantially completed (except works under exclusions) and the engineer issued the respective section's

substantial completion certificates with effect from 18/12/2004, 20/01/2005 and 12/04/2005. By April 6 2005, the contract period had already been extended by 15 months beyond the contractual period and due to engineer's decision based on the ground conditions, our liabilities towards the extension had come down.

Earthwork GSB WMM Kerb BM/DBM PMA Concrete (insitu) Reinf.steel Precast t beam Prestressing Void former RE wall

- 11,59,515 Cum - 2,52,066 Cum - 2,52,583 Cum - 1,10,654 Lm - 1,55,555 Cum - 33,384 Cum - 10,200 Cum - 3,800 t - 107 Nos. - 116 t - 2,242 RM - 13,950 Sqm

Other problems faced

Decisions Due to non-clearance, availability of land and existence of utilities, road alignment and median width were modified several times to accommodate the utilities. Additional provisions and modifications were made in drawings and the engineer changed category of CD works from slab to pipe or vice-versa. At certain locations structures were cast even in parts. Statues/Religious Structures To facilitate execution of the work, certain statues and religious structures were to be relocated. Though this did not form part of our contract we interacted with the locals, panchayat union officials and others and carried out the re-location work in a smooth manner. Statutory Compliances In such highway projects we need to take prior approvals from local bodies/government agencies for procuring sand from local sources. Pollution control norms too have to be met while executing road projects. We satisfied both the requirements and were able to get the cooperation of the authorities as well as the local people. K.S. Reddy Project Manager 11

Specialised works executed

Reinforced Earth Wall Reinforced earth wall technology was a patented technology newly introduced in India to replace heavy RCC retaining walls to retain high embankment which would be durable, cost effective and enhance the aesthetics of the structure. Voided Deck Slab Void is maintained by providing void former in deck slab to reduce dead load of deck slab in order to minimize the cost. The voided deck slabs are provided at grade separator and 53/1 bridge.

Above and below : Completed view of the road

ROADS
ndia is going through a phase of rapid development of its highway infrastructure, thanks to the ambitious National Highway Development Project (NHDP) worth Rs.54,000 cr., launched by the National Highways Authority of India (NHAI). NHDP is aimed at strengthening and widening the Golden Quadrilateral (GQ) and North-South and East-West Corridors (NS-EW). The Golden Quadrilateral programme involves widening of the existing highway to 4/6 lanes, connecting the four metropolitan cities - Delhi, Mumbai, Chennai and Kolkata -, accounting for a total length of 5,846 kms., as also the NS-EW corridor covering 7,300 km. The Tumkur-Sira Section of National Highway No.4 in Karnataka starts at 75 kms. from Bangalore, spans a length of 42 kms. and forms part of the GQ route of Mumbai - Chennai Corridor. NHAI is the Employer for the Project and Louis Berger Group, (comprising of M/s.Louis Berger Inc., Canada, in association with Roughton International Consulting Engineers, UK, Sheladia Associates & Consultants (India) Pvt. Ltd. and Consulting Engineers Group Ltd., India) the Engineer. The Tumkur-Sira project, performed under FIDIC Conditions and with Financial Assistance by Asian Development Bank (ADB), took off at an estimated cost of Rs.153.23 cr. and was completed by December 2004 within the contractual duration of 34 months at a

Tumkur-Sira Highway, Karnataka

Rehabilitation and upgradation of Tumkur-Sira road in Karnataka final value of Rs.186 cr. The project scope included: Six-laning for a length of 9 kms. and four-laning for a length of 33 kms. including dismantling and reconstruction of the entire 42 km stretch. Construction of service roads for a total length of 76 km. Construction of 24 box culverts, 40 pipe culverts and 9 bridges including dismantling and reconstruction of the existing ones. Construction of 7 pedestrian subways, 3 vehicular overpasses, 7 vehicular underpasses, 6 pedestrian foot overbridges. Construction of reinforced earth wall to an extent of 5150 Sqm for a length of 500 metres. Providing chain link fencing for a length of 66 km and masonry walls for 18 km (on both sides) between the main carriageway and the service road. Providing metal beam crash barriers for a length of 17 km at vulnerable locations. Providing raised pavement markers, road signages, etc. for the entire length.

A bridge executed for the Tumkur-Sira road project 12

In providing the above facilities, top priority was given to safety engineering measures. The main carriageway was designed for a speed of 120 km. per hour and the service roads were intended to segregate the local traffic. As pedestrians are not expected to venture into the highway, the entire highway has been secured by means of chain link fence and masonry walls. Suitable provisions have been made for the pedestrians at appropriate locations to cross over to the other side. Following are the major items of work carried out for the execution of the project: Tree cutting/stump removal - 10,439 Nos. Excavation in soil/rock - 6.72 lakh Cum Embankment/Sub grade filling - 19.40 lakh Cum Granular sub base - 3.39 lakh Cum Wet mix macadam - 3.02 lakh Cum Bituminous Works - 2.12 lakh Cum Concrete - 1.07 lakh Cum Reinforcement steel - 5,100 t Aggregate production - 24.50 lakh t

Major fleet of equipment deployed to achieve the above completion: Stone crushers - 3 Nos. of 150/250 tph capacity Hot mix plant - 2 Nos. of 160/120 tph. capacity Sensor pavers - 4 Nos. - 2 Nos. of 30 Cum Concrete batching plant capacity - 2 Nos. of Wet mix Macadam plant 150 /100 tph. capacity - 15 Nos. Excavators Motor graders - 7 Nos. Tandem Vibratory/ vibratory rollers - 10 Nos. Pneumatic tyred Rollers - 2 Nos. - 2 Nos. Kerb caster Transit mixers - 8 Nos. Wheel loaders - 5 Nos. Diesel Generators - 10 Nos. (varying capacities) - 50 Nos. Dumpers The project duration of 34 months to complete the above scope required very comprehensive planning and corresponding deployment of resources.

At many places the work had to be executed as and when workfronts (land) became available. NHAI had to acquire land from about 1000 individuals - 900 titleholders and 100 non-titleholders - spread over 25 villages along the project length of 42 kms. This was a stiff task and could only be accomplished in close co-operation with NHAI and by nominating an exclusive staff to co-ordinate with NHAI, the villagers and authorities concerned. Furthermore, all the trees within the ROW (right of way) were required to be cut but there was stiff resistance from 'tree lovers', following which the Forest Department hesitated to permit the felling of trees.

View of four lane road passing through a cut section. Inset: Completed view of a bridge 13

However, due to the concerted action taken by L&T and NHAI, the issue was resolved amicably and we were able to proceed with the work. During project execution, we had to face numerous hurdles from the villagers in operating our quarries and crushers. To meet our requirements of blue metal, a blast on every second day was mandatory to produce about 5,000 t. of boulders. For this blasting operation we had to use 1,600 kgs. of booster and ammonium nitrate. This again was objected to by the villagers living about 300 metres from the quarry. Here too the site team was successful in convincing the villagers about the measures taken to ensure their safety and going ahead with the work. We attribute the successful and timely completion of the project to the teamwork of the representatives of the Employer, Engineer and our staff, all of whom had one slogan to guide them: Your problem is my problem and my problem is your problem and let us join hands and solve them jointly without pointing fingers at any one and wasting precious time. As a special feature under this loan agreement, NHAI had introduced a Policy of Rehabilitation and Resettlement of Project Affected Persons (PAPs) and relocation of public utility structures under ADB norms. Under this policy: The main objective was to ensure that the social status of the PAPs was not affected.

PAPs were paid compensation for their land at the prevailing market rates, in addition to payment of an additional sum towards their rehabilitation and resettlement. All community structures that were dismantled have been reassembled/reconstructed at new locations. As part of this exercise, we constructed 3 schools, 1 hospital, 1 police station a n d 11 temples. Public awareness programme was conducted. Income-generating schemes for the PAPs were introduced and a vendor

market comprising of 33 stalls was constructed by us. A sum of Rs.6 cr. was paid to the PAPs under this policy for this project and Rs.1.5 cr. was paid to us for construction of structures. NHAI had appointed an NGO to implement this policy and a Monitoring and Evaluation Consultant monitored the NGO's work. Bellan Sreedharan Construction Manager

Above and below: Completed view of the four lane highway with median and road markings 14

ROADS
he National Highways Authority of India (NHAI) had taken up fourlaning of NH-4 from Mumbai to Chennai forming part of the Golden Quadrilateral. NHAI assigned the section from Satara to Kolhapur on NH-4 for fourlaning to Maharashtra State Road Development Corporation (MSRDC) for implementation from preliminary design to final completion. MSRDC divided this section running from km. 592/240 to km. 725/000 into five individual packages as shown below and invited bids for all the packages with the condition that a bidder would be awarded only one package. 1. Package I 2. Package II 3. Package III 4. Package IV 5. Package V - km. 592/240 to km. 616.000 - km. 616/000 to km. 639/000 - km. 639/000 to km. 668/000 - km. 668/000 to km. 697/000 - km. 697/000 To km. 725/000

Satara-Kolhapur Road, Maharashtra

L&T secured Package IV (Km. 668/000 to 697/000) at a contract price of Rs.118 cr. vide MSRDC's letter No. MSRDC.LTD./462 (Letter of Acceptance) dated January 24, 2002. The Notice To Proceed with the works was issued vide letter No.MSRDC Ltd./2158 dated May 3, 2002 after obtaining environmental clearance for the project. The project consisted of widening the existing road from two lanes to four lanes and construction of two additional lanes with rigid pavement including new embankment, major and minor bridges, flyovers, subways, CD works, drainage system, strengthening of existing pavement with flexible pavement, overlay and appurtenances, etc, as well as repair and modification to the existing structures. Service roads have been provided all along the main highway for the local traffic and necessary junction improvements and construction of subways carried out. Other amenities like bus-bays, etc. have also been provided. Project Highlights
Name of the Project Employer Project Management Consultant Length of project under package IV Original contract value Revised contract value Date of commencement Original duration of project Original date of completion Extended duration of project Extended date of completion Actual date of completion Actual duration of the project - Four-laning of Satara-Kolhapur Road - MSRDC - Span Consultants Pvt.Ltd., NewDelhi - 29 km - Rs.118 cr. - Rs.185 cr. - 3rd May, 2002 - 27 Months - 2nd Aug, 2004 - 42 Months - 31st Oct, 2005 - 17th Mar, 2005 - 35 Months

Four Laning of Satara-Kolhapur road for MSRDC 15

The project road length in Package IV passes through Satara District in the Deccan Plateau which experiences average rainfall of about 2800 mm and temperature ranging between 400C and 120C. Along the entire road stretch there is lot of agricultural activity with some industrial estates near Karad and some commercial activities around Rethre, Wathar and Vahagaon.

Major quantities of work

Cross Drainage Works and Drainage System

Lot of cross drainage works across the main carriageway as well as the service roads, major and minor bridges, subways and flyovers have been carried out for proper channelling of water and providing uninterrupted movement of traffic. This is supplemented with a proper drainage system to drain the water. The details of these works are as under. Types of Structure Main Carriageway Hume pipe culvert Box Culvert Minor Bridge Major Bridge Subway Floyover Foot overbridge Total Service Road Hume pipe culvert Causeway Total Nos. Constructed 50 29 5 1 21 3 1 110 97 28 125

Earthwork

Earthwork

excavation in soil

- 6,96,893 Cum - 26,084 Cum

Earthwork filling Earthwork filling

excavation in rock

with excavated earth - 58,360 Cum 18,72,827 Cum

Major Items of Road Work

The new alignment, consisting of 2 additional lanes in eccentric widening, had a composition of rigid pavement. This consists of 320 mm thick M40 Grade Pavement Quality Concrete (PQC). Below this, 150 mm thick Dry Lean Concrete (DLC) was provided. Out of the total length of 29 Km, rigid pavement is provided for a length of 22.040 Km. The balance length of 6.960 Km is flexible pavement consisting of widening of the existing road and overlaying with bituminous surface. On the existing carriageway bituminous overlay was provided which consists of Dense Bituminous Macadam (DBM) overlaid with a layer of Bituminous Concrete (BC) wearing course with crumb rubber modified bitumen of Grade 50. Service roads have been provided on either side of the main road for a total length of 51 Km. The construction involves embankment/sub-grade filling, GSB, WMM and wearing surface with bituminous macadam and seal coat.

with borrow earth (Incl. RE wall filling) Rock-filling for embankment and behind structures Granular Sub-base Wet mix macadam Kerb laying Dry lean concrete Pavement Quality concrete Prime Coat Tack Coat Bituminous Macadam Seal coat Dense Bituminous Macadam Bituminous Concrete Metal Crash Barrier Thermoplastic lane marking Painting of Kerb Stone pitching of Slopes -

67,453 Cum 1,89,262 Cum 1,28,637 Cum 6,294 Cum 28,762 Cum 57,580 Cum 5,80,608 Sqm 5,59,060 Sqm 15,278 Cum 2,68,037 Sqm 45,416 Cum 16,782 Cum 4,919 RM 22,098 Sqm 34,879 Sqm 91,628 Sqm

Proper drainage arrangements have been made by providing drains (lined and unlined) across the length of the road, cross pipes across the embankment of the road, retaining wall for toe protection, drains in median at super-elevation portion, etc.

Completed view of four lane Satara-Kolhapur road 16

Major Bridge Across Koyna River

Koyna River crosses the alignment at Km. 682/700 of NH-4. This is a perennial river with its discharge regulated from the Koyna Dam upstream. The water from this river is the main source for meeting the needs of Karad Town. A new bridge has been constructed for the additional two-lane width and the existing bridge has been rehabilitated. The structural details of the new construction are as under: No. of spans -7 Length - 30.4 m each Width - 14.00 m (3 lane +Footpath) Foundation type - Open foundation - 3 Nos. Well Foundation - 4 Nos. (Diameter of well - 8 m external and 5.6 m internal) Pile foundation-1No (12 piles of 1 m diameter with liner) Sub-structure - Abutments - counterfort retaining wall piers- circular tapering diameter for bottom 3 m height and 2.4 m diameter at top with pier cap (2.7 m width x10.8 m length) Super-structure - Pre-cast and posttensioned RCC girders with concrete deck slab 250 mm thick. Wearing course - Mastic asphalt (12 mm thick) overlaid with Bituminous concrete. No.of girders - 28 nos. (2.15 m height with each girder weighing 85 t ) Technique used - Erection using launching girder Type of bearing - POT & POT cum PTFE bearings (56 Nos.) Type of - Single strip seal joint Expansion joint with movement upto 80 mm.

Flyovers In order to provide through passage for the traffic on NH4, three flyovers have been constructed in the urban areas near Karad Town - at Dhebewadi, Karad and Chiplun. The details of the flyovers are as under:

Foot Overbridge The foot overbridge at Karad at Km. 681/788 across NH 4 has been constructed to provide crossing for the local residents. Apart from the deck slab and main tie beam, the entire structure was precast and erected at site.

Details
Location on NH4 No. of Carriageways No. of Spans Length of each Span

Dhebewadi Flyover Karad Flyover

km. 680/700 2 Module 1 1 No. Module 2 2 Nos. 20 m km. 682/000 1 18 Nos.

Chiplun Flyover
km. 683/800 2 2 Nos.

20 m 360 m 1 x 12 m Pile foundation 90 Nos. Circular piers of 2 m dia Pre-cast, posttensioned RC Girders with Concrete deck slab 240 mm thick Mastic Asphalt (12 mm thick) overlaid with BC 72 Nos. Tandem lifting with crane POT PTFE (144 Nos.) Single strip seal with movement upto 80 mm Reinforced Earth Wall Kolhapur End-187m Satara End -111m

20 m 40 m 2 x 12 m Pile foundation 36 Nos. Circular piers of 2 m dia Pre-cast, posttensioned RC Girders with Concrete deck slab 240 mm thick Mastic Asphalt (12 mm thick) overlaid with BC 16 Nos. Tandem lifting with crane POT PTFE (32 Nos.) Single strip seal with movement upto 80 mm Reinforced Earth Wall Kolhapur End-298m Satara End-384m

Length of structure 20 m + 40 m Width of structure 2 x 12 m Type of Foundation No. of piles Sub-structure Super-structure Pile foundation 60 Nos. Circular piers of 2 m dia Pre-cast, posttensioned RC Girders with Concrete deck slab 240 mm thick Mastic Asphalt (12 mm thick) overlaid with BC 24 Nos. Tandem lifting with crane POT PTFE (48Nos.) Single strip seal with movement upto 80 mm Reinforced Earth Wall Kolhapur End-440m Module 1&2-120m Satara End-316m

Wearing Course

No. of Girders Erection Technique Type of Bearing Type of Expansion Joint Type of Approach Length of Approach

Bridge across Koyna river 17

This enabled the completion of the FOB within a time span of two months. Architectural elements have been used in the construction of the foot overbridge to give an aesthetic appearance. Subway At all major junctions and crossings, the road has been elevated and crossing across NH4 has been provided by construction of RCC box opening. These subway openings facilitate crossing for the vehicles, cattle, etc. and thus prevent mingling of local traffic with the NH4 through traffic. The quantities of major items of work involved in construction of cross drainage works and other structures are as follows. Approach road to the toll plaza Item of Work
Earthwork

Quantity

Equipment Deployed The major equipment deployed for the execution of the works at peak were as follows. Quantities are given in brackets. Crushing Plant 150 tph (1), Crushing Plant 2 x 50 tph (1), Concrete Batching Plant 100 cu.m./hr (1), Concrete Batching Plant 30 cu.m./hr (1), Hot mix Plant 160 tph (1), Hot Mix Plant 90 tph (1), Wet Mix Plant 60 tph (1), Slipform Concrete Paver (1), Paver Finisher for Asphalt 9 m wide (1), Paver

excavation in soil for foundations Earthwork excavation in rock for foundations Pile foundation Well sinking Random rubble Masonry Structural concrete for foundation and sub-structure/ drains Structural concrete for superstructure HYSD Steel reinforcement HT strands Reinforced earth wall for approaches of flyover Concrete crash barrier POT PTFE bearings Strip seal joints Pipe laying NP4 class for main carriageway Pipe laying Np2 class for service road

-1,54,475 Cum

- 11,548 Cum - 1,160 RM - 31 RM - 8,060 Cum

Finisher 5.5 m wide (1), Mechanical Paver Finisher (1), Hydraulic Motor Grader (5), Vibratory Earth Compactor ( 7), Tandem Vibratory Roller (2) Tandem Vibratory Roller 2 T (3), Mobile Cranes 16-20 T capacity (3), Concrete Cutting Machine (3), Kerb Casting Machine (1), Wheel Loader (2), Excavator (8), Rock breaker (2), Heavy Duty Dumpers (16), Tippers 10 T (90), Trucks (3), Water Tankers (10), Gantry Crane (3), Transit Mixer (7), Weigh Bridge (3), Pneumatic Tyred Roller (1), Bitumen Sprayer (1), Lighting Mast (7), Bull dozer (1).

- 70,788 Cum - 16,986 Cum - 7,315 t - 101 t

- 3,829 RM - 5,428 RM - 286 Nos. - 514 RM - 3,145 RM - 7,014 RM

Completed view of the Koyna bridge 18

Handling of Local Issues The area in the vicinity of the project length, especially Karad town, is highly politically sensitive. There is a high degree of political awareness among the local people. Some prominent politicians, both National and State level, hail from this region. The main occupation of the local people is agriculture and the level of employment is not very high. The project was considered a potential source of employment. The locals were engaged strictly on merit and on the basis of their capabilities and expertise. This approach proved to be advantageous as due to their local influence many critical works such as arranging and bringing borrow earth was done without much difficulty. This aspect also helped in developing in them a sense of ownership towards the project and in ensuring smooth sailing for the project. The site team established a healthy and cordial relationship with the local dignitaries like MP/MLAs, Revenue authorities, Police officials and others, due to which their cooperation was always forthcoming. Problems Encountered Land acquisition was the only major problem encountered which caused substantial delay in our getting possession of site. The major part of the road length was handed over for execution on a

View of the completed reinforced earth wall and underpass piecemeal basis with the final handing over taking place in the month of January 2005, two months prior to the actual completion of work. The delay in land acquisition was mainly on account of long-drawn litigation following disputes over valuation of the land being acquired, discrepancies in the books of Revenue Department with regard to land ownership, etc. We were compensated for the delays that had taken place on account of late handing over of site by grant of extension of time by 15 months. Successful Completion Following the grant of extension of time, the date for completion of works was revised to October 31, 2005. The final handing over of the land by the Employer in the busy urban area of Malkapur, Karad was effected in January 2005. The works were taken up in full swing simultaneously with all the finishing works over the entire Package IV length. We completed the entire work in all respects and handed over the project to the Employer on March 17, 2005, 7- months ahead of the revised date of completion and earned bonus for early completion. R.K. Bansal Construction Manager

View of the Karad flyover 19

ROADS
A
hmedabad-Mehsana Toll Road Company Limited (AMTRL) is an SPV promoted by Government of Gujarat. L&T is an EPC contractor, O&M operator as well as a shareholder in this project. The other shareholders include Gujarat Toll Road Investment Company Limited, formed by Government of Gujarat and Infrastructure Leasing & Financial Services (IL&FS), L&T Holdings Limited and other Institutional Investors. This SPV implemented the Rs.323 crore 51.6 km long four-lane toll road (including two service lanes on either side) from Ahmedabad to Mehsana and the Kadi Kalol spur road (11km) on Build-Operate and Transfer (BOT) basis. The road work commencing at chainage 19 km on the State Highway No.41 passes Northwards through the towns of Sertha, Kalol, Chhatral and Nandesan terminating south of Mehsana at Chainage 70.6, a total of 51.6 km long. The Kadi-Kalol spur road commences at Chhatral and runs NorthWest, to a distance of 11.5 km in length. The scope of works included: Strengthening of existing two lane road, construction of two additional

Ahmedabad-Mehsana Road, Gujarat

Completed view of the Ahmedabad-Mehsana road project lanes and construction of service road on either side of the pavement Strengthening of Kadi-Kalol spur road, which commences at Kalol Operation and maintenance of the entire project facilities throughout the concession period. Construction work began on the project in May 2000 and was to be completed in 39 months. However, the entire construction was completed in 31 months by December 2002. A. Soundararajan DGM-Developmental Projects-HQ

Strengthening and four laning of Ahmedabad-Mehsana road in Gujarat 20

ROADS & BRIDGES

Mumbai-Pune Expressway
A Concrete way to a Concrete future
The first international class modern expressway in India
The Mumbai Pune Expressway is one of the prestigious projects of the Government of Maharashtra. This project aims at providing a safe and fast access between Mumbai and Pune, the commercial capital of India and the cultural capital of Maharashtra respectively. Mumbai - Pune Expressway is India's first six-lane modern expressway having concrete pavement. It is designed and built to international standards and is provided with state- of-the-art facilities, road furniture, beautiful landscaping and eco-friendly construction, all along its stretch. Planned for a traffic of 1.0 lakh passenger car units travelling at a speed of 120 km/hr, the expressway will reduce travel time between the two cities by one and half hour. The total length of the expressway from Kalamboli Junction to Dehu Road, including Panvel bypass, is 95 km. The Government entrusted the construction of this expressway to MSRDC (Maharashtra State Road Development Corporation) on Build, Operate and Transfer (BOT) basis. For ease of execution, the entire project was split by MSRDC into eight sections. ECC, the Construction Division of Larsen & ECC has successfully executed these contracts. Section 'C' was opened to traffic on 27th July 2000, while Khandala Lonavala Bypass was thrown open to traffic on 1st May'2001.

Project Highlights
Section 'C' Kusgaon to Ozarde Client Length Design speed Lanes : : : : MSRDC 23.059 km 120 km / hour Dual three lane Carriageway with Pavement Quality Concrete : 12.45m in each direction

Width

Contract commencement : 26th January 1998 Date of completion : 27th July 2000
Ghat section at Mumbai-Pune expressway

Toubro Limited, was entrusted with three contracts under this prestigious project: 23.059 km Section 'C between Kusgaon on the Mumbai end and Ozarde on the Pune end 8.4 km section of the Khandala Lonavala Bypass Kamshet 1 B twin tube tunnels falling within Section C

Structures: Major bridges Minor bridges/Slab culverts Railway over bridge Underpasses Overpasses Hume pipe culverts

: Two : Thirty four : One : Eight : Two : Thirty three

View of the rigid pavement on Mumbai-Pune expressway 21

Khandala - Lonavala Bypass

Scope : Improvement to existing road on NH-4 between Long Tunnel & Khandala and construction of Khandala Lonavala Bypass including Kusgaon Interchange. 8.4 km (Includes 1.3 km of improvement works on existing NH-4 in the ghat portion of khandala valley) 120 km per hour Six (three on each side with pavement Quality Concrete,Black top and Earthen shoulders) Design of Elevated : L&T Ramboll Structures Consulting Engineers Limited, Chennai. Length of Elevated Structure : 2250 m No. of Elevated Structures : Four Superstructure : Precast, Pretensioned I girders spanning 12-18 m Road stretch : 6,150 m Underpasses : Four Overpasses : Seven Cross Drainage Structures : Fifteen Date of commencement : September 1998 Date of completion : May 2001

Major quantities of work : (lakh Cum) Mumbai - Pune Expressway

Excavation : (Hard rock/soil) Embankment : Granular sub base : Wet mix macadam : Dry lean concrete : Pavement quality concrete : Structural Concrete : Asphalt : Reinforcement : 15.27 30.16 1.32 0.74 1.03 1.91 1.05 0.10 2,874 t

Length

Khandala - Lonavala Bypass

Excavation in soil Excavation in hard rock Embankment filling Granular Sub-base Wet mix macadam Dry lean concrete Pavement quality concrete Asphalt Concrete for superstructure Reinforcement Precast Girders : 1.85 : 6.73 : 7.51 : 0.33 : 0.22 : 0.26 : 0.50 : 0.08 : 1.40 : 16,000 t : 2,202 Nos.

Design speed No. of lanes

: :

Profile of an elevated structure on Khandala-Lonavala bypass. Inset: Top surface of the elevated structure

37

22

Logistic Highlights
The expressway has been designed as per international standards. In order to complete the work on time and with world class quality, it was important to provide matching resources at all levels from crushing to laying of concrete. To manage a logistic supply chain for providing 25 lakh t of aggregate and 3 lakh t of cement in about 3 years time can itself be a huge challenge, which L&T was able to meet with professional acumen. Modern crushing plants of combined capacity of 800 tph were mobilised to meet the requirement of aggregates. Similarly, cement silos with a combined storage capacity of 2000 t were erected at various locations. Cement Division of L&T provided the necessary infrastructure and facilities for transporting the required cement in bulk from Kovayya in Gujrat to Mumbai by ship and further on by road to the project site matching the speed of concrete paving.

Slipform concrete paver at work pavement quality concrete. It was imperative to feed the pavers with concrete, matching its speed, since any stoppage while paving would have affected the riding quality. To meet this single most important requirement, high capacity automatic batching plants were imported and transportation was organised through heavy duty Tatra dumpers. At an average, 1000-2000 cum of concrete per day was laid with ease, which enabled completion of 23 km of paving of Section C in just 18 months. R.K.Bansal Construction Manager

Concrete Paving Equipment

L&T provided for two concrete paving teams for laying dry lean concrete and

Panoramic view of Mumbai-Pune expressway 23

ROADS
ndore City, the commercial capital of Madhya Pradesh, has a population of around 23 lakhs. The city has a radius of about 8 kms and has a good road network, although very congested, mainly on account of concentration of business and commercial activities and very old structures along the main roads. To ease the congestion and improve the condition of roads, the Municipal Administration of Indore City came up with a novel idea of floating bonds to fund the project. To assess the quantum of work involved and draw up a plan for the project, a Road Design and Development Cell (RDDC) was formed in the year 1998. The Cell conducted a survey and identified the roads to be resurfaced under the project, mainly those that link the central business hub with the suburban areas. Based on the findings with regard to the prevailing status of pavement quality and the life cycle cost, the Cell split up the work into two packages - Bitumen Package (18 km) and Concrete Package (9 km).

An Urban Road Project for Indore

Project Team
With a view to gaining the confidence of the investors and giving a new dimension to the corporation's working style, RDDC and the Municipal Administration decided to entrust the project management as well as the project execution to nationally reputed agencies. Accordingly, prequalification bids were invited from project management consultants in line with the procedure adopted by NHAI and the successful bidders were Shrikhande Consultants, Mumbai. For project execution too, prequalification bids were invited, on the World Bank pattern, in which 67 companies of national and international repute participated. From among them five firms were shortlisted and invited to submit price bids. L&T emerged the winner in the process and was awarded the Rs.43.10 cr. contract of revamping Indore's road network.

Design Parameters
The road cross-section applicable to Urban Roads was based on IRC 69-1977. Accordingly, storm water drains, footpath, carriageway of two lanes on side, cycle track, central median and unpaved median were provided. The design of pavement was done by the popular engineering institution of Indore, SGSITS, after conducting extensive field tests. The specifications for roads and drainage were based on MoRTH (Ministry of Road Transport and Highways) and CPWD guidelines.

Initial Difficulties
There were lot of hurdles in the initial stages of the project, the major ones being relocation of electric poles and transformers, removal of encroachments and illegal structures along the ROW (right of way), as also relocation of temples and cutting of trees. These, coupled with financial constraints, delayed the project by 18 months.

Completed view of the urban road in Indore 24

How we overcame the Initial Setback

Initially, we waited for full clearance of the road width to commence construction. However, in order not to lose time and also considering the problems involved in removal of encroachments, which had political and social angles too, we decided to make a beginning and took up work in the available widths. This forced the hand of the administration to take stern action against the encroachers and paved the way for us to carry out work on more fronts. Once we completed the first major phase of concreting work on Annapurna Road and the intersection at Mhow Naka, the citizens in the area appreciated the sea change brought about by the road improvement project so much so that they demanded concrete roads everywhere in the city. By this time, we had completed a few stretches of bituminous overlay but the result was not comparable to concrete pavements. In view of this the high-power Technical Committee recommended construction of concrete pavements in place of bituminous overlays and we also agreed to this proposal. Following this the scope of work for bitumen roads was reduced from Rs.24 cr. to Rs.10 cr. while for concrete roads it went up from Rs.19 cr. to Rs.39 cr. Looking at the speed and the quality of our work and realising the difficulty in clearing

massive encroachments, clients excluded the difficult stretches from our scope and included other important but less encroached roads. As the authorities found that the funds generated through bonds alone were not sufficient to finance the project they approached HUDCO for a loan, which was approved In December 2003.

Advantages of Concrete Roads over Bitumen Roads

Increased life of the road - Provides good riding surface for longer periods. Can withstand heavy traffic density. Negligible maintenance cost. Good performance under following conditions: - Low bearing capacity of soil (i.e. black cotton Soil) - High water table (i.e. marshy soil) and poor drainage of soil sub base. Less air pollution in production of concrete. Considering that this was the first time a major urban road project was successfully executed with financing through bonds and notwithstanding the problems faced during its implementation, the Indore experiment could be a good example for other Indian cities to emulate. We developed very good rapport with the administration and the local bodies through our determination and sincere efforts to make the project a success. R. Prakash Construction Manager

Above and below: Completed view of the Indore city road 25

ROADS

Coimbatore Bypass Road

First Road Privatisation Project In Tamil Nadu

Junction at Coimbatore bypass road L&T Transportation Infrastructure Limited is a Special Purpose Vehicle (SPV) owning the property and tolling rights of the 28 km Coimbatore bypass road and a two lane bridge across river Noyyal (Athupalam) on NH-47. To overcome the problems of traffic-congestion in Coimbatore City, the Manchester of Southern India, L&T Transportation Infrastructure Limited (LTTIL) constructed a two-lane 28-km long bypass road, on Build-Operate-Transfer (BOT) basis. This is the first road privatisation project executed in Tamil Nadu. This company was formed by L&T with equity participation from Larsen & Toubro Limited (26.24%) LTM Limited (24.75%) and L&T Holdings Limited (49%). This project is the outcome of an agreement between the Union Ministry of Surface Transport (since renamed as Ministry of Road Transport and Highways) the Government of Tamil Nadu and Larsen & Toubro Limited (L&T). The bypass road takes off at Km 141 on the Salem side of the National Highway 47 (NH-47) at Nilambur and rejoins the highway at Km 171/200 on the Palghat side near Madukkarai. To make the cost recovery viable for the developer, construction of a major bridge was integrated with this road project. This new bridge is located across river Noyyal at Athupalam, adjacent to the old bridge on NH-47, in Coimbatore. L&T completed the construction of this landmark project, using mechanised and innovative construction methods to meet international quality/safety standards. Project Highlights The scope of work includes construction, operation and maintenance of: A two lane carriageway of 7m width with 1.5m wide paved shoulders and 1.0m wide earthen shoulders on either side A road overbridge across broad gauge railway line near Irugur A road overbridge across meter gauge railway line near Chettipalayam A major bridge across river Noyyal, eleven minor bridges, over/underpasses, cross drainage works as per stringent specifications.

Salient Features
Concession Agreement Signed on Signatories

Contract Commencement - December 3, 1997 Construction - Bypass Road -2 years Period Athupalam Bridge 1 year Project - Athupalam Bridge commissioned on December 12, 1998 Bypass Road-January 19, 2000. Fee Collection - Bypass Road -32 years Period (upto December 3, 2029) (Including period of construction) Athupalam Bridge 21 years (upto December 3, 2018) EPC Contractor - ECC Division of L&T 26

- October 03, 1997 - Government of India, Ministry of Surface Transport, and Government of Tamil Nadu, Department of Highways, and Larsen & Toubro Limited, ECC Division

 Two major junctions at Trichy Pollachi road crossing, Nilambur and Madukkarai ends and 11 other road crossings including junction improvement works Retro-reflective road signs, thermoplastic road markings, crash barriers and other appropriate road furniture. Passenger oriented wayside amenities like toilets, parking facilities, service station, drinking water, telephone, first aid facilities, snack bars, and kiosks... at suitable locations. Fee collection from users of the project facilities as per agreed terms and handing over the facility to the Government in proper condition at the end of concession period.

Toll plaza at Athupalam Bridge Reduction in congestion in the city Quality road built to international standards - better service to users Maintenance by entrepreneur savings to Govt./benefit to public Part of revenue generation put back to project maintenance / development Lesser vehicle operating costs / fuel savings to users Reduction in distance and travel time Users pay for the facility, two / three wheelers not tolled Better wayside facilities and amenities Land value appreciation due to overall area development along the road

Advantages
Four-lane bridge with junction improvement at Athupalam Development of wider roads near the Athupalam junction Less congestion due to freeing of encroached areas Area/junction lighting at major road crossings Free and smooth flow of traffic through signalling and overbridges Aesthetic bowstring arch bridge at Irugur, a new landmark to this city Well designed drainage/sewer lines

Quality & Safety

This project has been completed to international standards with stringent specifications and standards under strict supervision by Ministry of Surface Transport, National Highways Dept., Govt. of Tamil Nadu and Southern Railways. In addition, L&T-Ramboll Consulting Engineers was employed for quality control supervision and review of the critical pavement design. This association brought in International expertise for enhancing the quality of the highway project. A. Soundararajan DGM-Developmental Projects - HQ

28 km long Coimbatore bypass road in Tamil Nadu 27

BRIDGES
he Second Vivekananda Bridge will be another feather in the cap of India's capabilities in bridge engineering. This landmark project, built adjacent to the existing Bally Bridge near Dakshineswar in Kolkata, will provide a high speed link between NH 2/NH 6 on the Howrah side and NH 34 on the Kolkata side by the proposed Belghoria Expressway. The bridge, being constructed using state-of-the-art techniques, will be completed in 36 months and will be commissioned by 2007. The bridge will also realize the dream of the Government of West Bengal and the people of Kolkata by setting up another intercity corridor in the face of fast growth in traffic volume. This Rs.640 cr. mega project is being implemented on Build Operate and Transfer (BOT) basis by The Second Vivekananda Bridge Tollway Company Limited (SVBTC), a special purpose vehicle (SPV) formed by the PASGIC Group (consisting of Pacific Alliance, USA, and Stradec Group of the Philippines) and Larsen & Toubro Limited. While L&T holds 33% equity in SVBTC, PASGIC holds the balance 67%. The SPV has been given a 30-year concession period inclusive of the construction period of 3 years to finance, design, build, operate and maintain the bridge and the approaches. ECC is executing the project as an EPC Turnkey Contractor for SVBTC. ECC's scope includes: detailed engineering des ign, eng i ne e ri ng sur v ey , site investigations for the main bridge, viaducts, ramps and approach roads on both Howrah and Kolkata sides; at-grade improvements for establishing commercial areas; construction of foundation, substructure and superstructure of main bridge and viaducts as well as the at-grade approach roads, cross drainage (CD) works, rail overbridges (ROBs), rail underbridges (RUBs) on both Howrah and Kolkata sides; slope protection and drainage, traffic signages and pavement markings, crash barriers, construction of a 16-lane toll plaza with base camp structures including lighting and other infrastructure development like landscaping and environment protection to international standards. To facilitate Design and Construction with state-of-the-art technology the EPC Team

The Fourth Crossing Across River Hooghly

Second Vivekananda Bridge

Perspective view of Second Vivekananda Bridge, Kolkata was reorganized into EPC Design & Supervision wing and EPC Construction wing. The Design & Supervision responsibilities were entrusted to a joint venture of Consultant Engineering Services Pvt Ltd (CES), New Delhi and Parsons Brinckerhoff (PB), USA through an Agreement between L&T and CES-PB. Further, the CES-PB JV requisitioned the services of International Bridge Technologies, USA, to bring in extradosed cable-stayed bridge technology and make the Second Vivekananda Bridge a World Class project. The construction of the Main Bridge and its approaches rests with ECC. well and further sinking of the same various modern techniques are proposed to be used like : Water jetting - This process reduces the cutting shoe resistance upto 60%. Air jetting - This process reduces the frictional resistance in between outer periphery of well and surrounding earth by upto 50%. If required, in addition to the above methods, kentiledge will be used for well-sinking. Precast segmental construction with internal post-tensioning is adopted for construction of the bridge superstructure. Precast match cast segments will be erected by balanced cantilever technique and glued to each other using epoxy.

Principal features of the Project

Main bridge-Extra Dosed Cable Stayed Structure The main river crossing bridge, 880mlong, will be parallel to and 50m downstream of the existing bridge. The deck is a box structure with 7 extradosed cable stay spans of 110m each and 2 end spans each of 55m. The design is two span continuous structure having expansion joints every 210 meters. The width of the deck is 28.6 meters catering to 6 lane carriageway for traffic. The segments are the largest to be constructed in India, maximum segment weighing 140 MT. The superstructure of the main bridge consists of a single box girder with inclined webs and internal stiffening struts. A single plane of cables passing over 14m high pylons provides the additional support and enhances the aesthetics of the bridge, apart from giving it a ribbon-like appearance. The bridge pylons are founded on deep well foundation, the cap of which is located on the riverbed. For construction of

Viaduct - Howrah Approach

The bridge will have a 360m viaduct with dual three carriageway forming a part of the approach on the Howrah side. This viaduct is supported on pile foundation and elegant piers. 10 metre tall piers are cast in a single pour to enhance their appearance. The superstructure is built with precast box segments with external post-tensioning and erected with dry joints between segments. Besides a viaduct, the project involves construction of a 3.5 km of approach on high embankment with ground improvement by installing prefabricated vertical drains (PVD), one rail overbridge across the Howrah-Burdwan railway line and Rail Underbridges to be constructed across the railway embankment of Sealdah-Dankuni line. The precast RCC boxes will be pushed through the embankment using jack pushing technique. 28

Project Highlights
- National Highways Authority of India, New Delhi Concessionnaire - The Second Vivekananda Bridge Tollway Company Limited, New Delhi EPC Contractor - Larsen & Toubro Limited, ECC Division Design/Supervision - Consulting Consultant Engineering Services (India) Pvt. Ltd. representing CES International, USA; and Parsons Brinckerhoff representing PBIDC, USA Independent - Schlaich, Consultant Bergermann und Partners, Stuttgart, Germany Duration of - 36 months from contract commencement Total length - 6.1 km (main bridge including approaches) Type of - Precast segmental construction sections with cable stayed extra dosed spans of 110m Length of the main - 880m (7x110m bridge plus 2x55m span) Length of the viaduct and approach Kolkata side Howrah side : 1.56 km : 3.67 km Name of the client

View of the P3 Viaduct segment erection in progress The toll plaza will be located on the Howrah side, almost at the Western end of the package, and will have Electronic Traffic & Transport Management (ETTM) facilities. In addition, to cross the Sealdah-Dankuni Railway embankment again near Dakshineswar, one Rail Underbridge will be constructed using the same techinque of jack pushing. When completed, the Second Vivekananda Bridge will relieve the people of Kolkata and its suburbs of endless traffic jams and will usher in an era of growth and prosperity. With faster transportation of goods and services, trade and commerce will also get a boost.
C. Sankaralingam Head-Bridges T.S. Anathakumar Project Manager

Viaduct - Kolkata Approach

The approach viaduct on the Kolkata side is similar to the Howrah viaduct except for two up and two down ramps bifurcating from the main approach with 2 lanes per carriageway in each direction, to allow for the interchange between Belghoria expressway and the PWD road and providing access to the local traffic through two circular ramps.

View of 28.6 m wide casted segment 29

BRIDGES
rom the times of Harshvardhana to being the capital of United Provinces under British rule and to the present day, Allahabad (original name Prayag) has been one of the holiest of holy places for Hindus all over the world. Down the ages spirituality has developed and flourished here. The holy city of Prayag is the point of confluence of three holy rivers - Ganga, Yamuna and the mythical, subterranean Saraswati -known as Triveni Sangam. The very mention of Allahabad conjures up images of vast congregations of devotees thronging the shores of the Sangam. These days Allahabad is experiencing development of a different kind and Bypass has become the buzzword. The Allahabad Bypass Project, forming part of the NH-2 GQ corridor from Delhi to Kolkata and being executed by ECC, comprises of two road packages and two bridges covering nearly 85 km ECC secured the contract, valued at Rs.108.23

Bridge Over Ganga for Allahabad Bypass

cr. against stiff competition from Iternational contractors like Daelim, Ssangyong, and others. This bypass, once completed, will make traffic snarls a thing of the past for the citizens of Allahabad and will also help reduce the level of pollution caused by emission of smoke from vehicles . The proposed bridges, running parallel to each other, have two independent carriageways, each accommodating a 7.5 m wide two-lane carriageway and 1.5 m pedestrian footpath. The bridges are located at a clear distance of 12 m to facilitate independent well sinking. Each bridge has two 6-span continuous units with span lengths of 62+4 x 95+62 m. The sub-structure has in-situ piers and piercaps.

Super-structure
The super-structure comprises of pre-cast post-tensioned segments glued together with cantilever construction. The segments are of varying heights (2.5 m to 5.5 m) and lengths (2.5 m to 4.0 m) weighing approximately between 50 t and 91 t. The segments are being cast about 1.2 km from the bridge location on a long-line bed of 115 m length. The pre-cast yard is equipped with one 120 t gantry and two 10 t gantries to handle segments, shutters, rebar cage and other associated items. The total length of the casting yard inclusive of stacking area is 300 m. About 200 segments can be stacked in two layers.

Foundation And Substructure

The foundations consist of large diameter well foundations of depth of 38.8 m and 43.8 m below low water level, to be sunk with jack-down technology aided by other techniques such as air and water jetting.

120 t gantry shifting the segment in the casting yard

Assembly of launching girder behind the abutment

30

Erection of Super-structure
Erection of segments has been planned with 195 m long under-slug launching girders, weighing about 500 MT, supported on piers and intermediate supports in between the piers. Each carriageway shall be provided with separate launching tackle with a gantry to handle 120 MT. The launching shall be uni-directional.

Shock Transmission Units (STUs)

Schematic diagram of STU

The bridge has been designed to be provided with 16 shock transmission units (STU), only 2nd time in India after the Second Bassein Creek Bridge on NH-8) to form a rigid link under rapidly applied loads such as braking and seismic, etc., but to move freely under slowly applied loads such as temperature, creep and shrinkage. The unit is to be connected between the super-structure and the sub-structure near the bearing location. It shall share beneficially amongst the sub-structure and the super-structure the short duration loads applied to any one of the sub-structure elements. Shock transmission units work on the principle that rapid passage of viscous fluid through a narrow orifice, which generates considerable resistance while slow passage generates only minor resistance. With respect to capacity of STU, at 6500 kN, it is one of biggest in the world. ECC's team at the Allahabad Bypass Project site is highly motivated and fully equipped to create another engineering marvel, which will add a new dimension to the Company's construction capabilities and reaffirm L&T's leadership position in the construction industry in terms of technology and construction methods. G.Vinod Project Manager

31

BRIDGES
he existing Marthandavarma bridge across River Periar with a 5.5 m wide carriageway, considered a landmark of Aluva (Kochi), was constructed during the pre-independence period of 1940-42 by His Excellency Marthandavarma Ilayaraja of Travancore. Owing to manifold increase in density of traffic over the years the bridge had become a bottleneck and had been witnessing frequent traffic snarls. The present intensity of the traffic is 26,189 PCU's (Passenger Car Units) per day and is expected to go up by 156% every year. In such a scenario there have been persistent demands from the public for a new bridge. Paying heed to this as well as representations from local leaders the Ministry of Road Transport and Highways (MoRTH) approved the proposal for construction of a new bridge, parallel to the existing one. L&T submitted a design-and-construct bid for the New Marthandavarma Bridge in May 2000 to the State Government of Kerala. A Tender Committee appointed by the Government to study and evaluate the bid suggested a few modifications to the design, which were accepted and incorporated by L&T who ultimately secured the contract for the new bridge.

New Marthandavarma Bridge, Kerala

Completed view of the new Marthandavarma Bridge It was specified by the Government that the features of the new bridge should generally follow those of the existing bridge. To meet this requirement L&T proposed a bow string type girder bridge with the same span, but having a 7.50 m carriageway and 1.50 m footpath on either side. The bridge rests on bored castin-situ pile foundation. The suspenders for the arch are of Mac Alloy bars in place of the concrete suspenders of the old bridge. An amount of Rs.7.52 cr. was sanctioned by MoRTH for this project on the basis of the lumpsum price quoted by L&T. The work was scheduled to be completed in one year. The agreement for the project was signed at the office of the Superintending Engineer, NH (Central) Circle, Thrissur on 30th March, 2001. Due to the change in construction methodology for the superstructure from precast to insitu and also due to the heavy rains and floods of 2001, the period of completion got extended by one month. The earthwork for the approaches of the bridge was completed by 30th Apr'02 and handed over to NHAI to construct the pavement according to their specification and also to merge with the four lane widening work in NH-47.

Scope of Work
Design and construction of New Marthandavarma Bridge at Aluva on NH47 in Kerala consisting of the following: Three spans of Bow string Girder Bridge with two-lane carriageway and footpath on either side. View of the central span of the bridge from the river 32

Project Highlights
Clients : Government of Kerala,Public works Department (National Highways). Proof : Span Consultants Pvt.Ltd., New Delhi. Consultants : Larsen & Toubro Design & Construction Limited, ECC Division, Chennai. Salient Features of the Bridge Length of the bridge - 159 m Length of the Approach Road Thrissur side - 139.425 m Ernakulam side - 135.575 m Effective span length - 45 m No. of spans - 3 Width of the bridge - 12.56 m Width of carriageway- 7.5 m Footpath width - 1.5 m on either side Details of Various Components of the Bridge Foundations : Pile foundation of 1.200 m dia and depth 26 m to 32 m. : Solid plate pier with rounded edge upto pier cap level : Consists of geo-grids as reinforcements and RCC facia blocks. : Simply supported Bow string girder. : 56 mm thick asphaltic concrete wearing coat for the bridge.

Sub structure

Front view of the completed bridge

Reinforced earth wall

Superstructure Wearing coat

In the existing bridge, the vertical suspenders for the arches were made of concrete whereas in the new bridge the arch suspenders are of 72 mm dia steel bars imported from Mac Alloy, UK. In the new bridge the reinforced earth wall is provided to retain the approach road earth vertically on both the sides (max. height 5.80 m). The construction of vertical reinforced wall towards the Aluva side approach avoided costly land acquisition and the balance land can be used as a service lane for light vehicles. The geogrids were imported from the Netherlands as reinforcing material for earth fill. T. Murugan Construction Manager

Approach

embankment on northern side of proposed new bridge starting at chainage 330/135 and ending at abutment A1.

Approach

embankment on southern side of proposed new bridge starting at abutment A2 and ending at chainage 330/550.

narrow to carry the present day two lane traffic smoothly. But the new bridge has a 7.5 m wide clear carriageway and has eased the situation. In the existing bridge, the wind bracings for the arches were constructed with a clearance of 4.80 m from road top level whereas in the new bridge the wind bracings have been constructed with a clearance of 5.80 m from road top level. Thereby the heavy vehicles will have more headroom.

General Improvements made during Construction of New Bridge

The existing bridge has a Carriageway of 5.50 m which is too

View showing new bridge on the right and existing bridge on the left

33

BRIDGES
orthern Railway is currently executing the ambitious Jammu Baramulla rail line connecting the Jammu region with Kashmir by rail. The works are spread in four sections: L0 Jammu-Udhampur section (54.85 km), L1 Udhampur - Katra section (30 km), L2 Katra -Qazigund (137 km) & L3 QaziqundBaramulla (120 km). Sections L0 & L1 are being executed by Northern Railway directly while L2 and L3 are being executed by IRCON and Konkan Railway Corporation. The work on the Jammu-Udhampur Section was completed last year and the Honble Prime Minister of India formally opened the line for passenger traffic on April 14, 2005. The salient features of Jammu-Udhampur Section are given below: Total Length Tunnels Bridges Earthwork Tallest Bridge Longest Span Cost 54.85 km 21 Nos. Total 10,282 m length (19%) 158 nos. (Major : 36) Total Length 5,140 m (9.6%) 83 Lakh Cum Bridge 93 (70 m) Bridge 93 (102 m) and Tawi Bridge (102 m) Rs.500 Crore (approx.)

Bridging the ValleyThe L&T Way

Udhampur section and also one of the tallest bridges in Indian Railways. The bridge is located near Manwal in Udhampur district and consisted of part civil works for pier/pier cap and three triangulated steel girder superstructure (1x80 m & 2x102 m spans). The salient features are shown below :
Item Cross Section Node Distance Shoprivets Field rivets No. of Holes Span Weight Total Weight 80 m span 102 m span

Completed view of Bridge 93 from the river of structural steel enabling structures were used in the launching works. On-site fabrication shop with full fledged facilities was established near bridge site for fabricating the components. Work was done round the clock even during peak winter season to ensure the timely completion of job. The entire bridge weighing 1735 t was fully assembled in the abutment area on Udhampur side together with nosing and stitch girders for connecting the three spans. After assembly, the entire truss was tested in shore by simulating the maximum cantilever condition to compare the theoretical and actual deflections and to check the integrity of critical joints. After the shore test, the superstructure was launched to final position using two multi-strand jacks (2x400 t capacity) from launching side abutment. The maximum cantilever length during launching was 105 m. The bridge was launched 3m above its final level and after reaching the final position was lowered on to bearing in stages after disconnecting the nosing and stitch girders. The entire launching operation was completed in 14 days' time with an average speed of 22 m per day (maximum 38 m/day) with round-the-clock working. Lowering was accomplished in 7 days' time. With the completion of this vital link, the two decades old dream of Indian Railways stands realised. After successful launch of the bridge, Mr. R.R. Jaruhar, General Manager, Northern Railways, addressing a group of presspersons, said, This is the first time railways have constructed a bridge using such a long span. L&T has designed a new launching scheme and gave full support to railways and worked like a single team. And, only L&T can do such a critical job on a rugged terrain and deep gorges like this.
C.Sankaralingam Head-Bridges K.Senthilnathan Head EDRC-Transportation

7.30 x 9.70 m 7.30 x12.44 m 5.53 m 7.11 m

1,08,000 95,500 5,80,000 435 t 1735 t 650 t

Originally the superstructure was designed as a double cantilever box girder with span configuration of 80 m+102 m+80 m. Due to disturbance in the geological strata on one abutment, the superstructure was changed to a steel trussed type with a span configuration of 80 m+102 m+102 m. The site is located in a remote area with limited access only to one end of abutment of bridge. After thorough investigations and considering the site constraints/terrain conditions, it was decided to adopt Customised Push Launching Technique for the construction of superstructure. Although push launching is used extensively for concrete/steel box girder bridges, adoption of this novel technique to truss type girders requires intricate enabling works. A new skid beam system was designed to support the truss only on its diagonal nodes during launching as per design requirements. Skid beams were provided with stainless steel bottom and moved over PTFE track in track beams fixed on temporary foundations. The entire launching scheme was prepared by EDRC (TI)_and was proofchecked by RITES. The permanent structure (designed by Span Consultants) was analysed stage-wise and checked for launching forces and extensive modifications were carried out to initial design as per analysis results. About 475 t

The line consisted of 97 m bridges and 190m tunnels per KM as against the 32.7 m bridges and 63 m tunnels in Konkan Railways work. As part of this project, L&T executed Bridge 93 across Gambhir Khad, which is the tallest bridge (70 m pier height) with the longest span (102 m) in Jammu-

Steel structures getting ready for the launch

34

BRIDGES
he new Watrak bridge is located on NH 8, which connects Ahmedabad, Vadodara, Bharuch and other major cities and towns on the Mumbai side and with Rajasthan on the Delhi side. The Bridge is located near Kheda in Gujarat in the vibrant industrial belt. The old bridge is approx. 396 m long and was built in 1944 and has two lanes. It had been a bottleneck on NH8 due to its restricted capacity. Currently the traffic is around 40,000 PCUs per day. In order to overcome the congestion experienced and facilitate a free and smooth flow of traffic and to cope with the future increase in traffic, it was decided by the Union Ministry of Road Transport and Highways (MoRTH) and the Government of Gujarat to build a second bridge on BOT basis. The project was executed by a Special Project Vehicle L&T Western India Toll Bridge Limited, a wholly owned subsidiary of Larsen & Toubro Limited. The Project The new bridge is 2250 m downstream from the existing bridge and is situated between 33.430 km. and 42.180 km. including the approach roads. The bridge is approx. 335.4 m long and it has a two-lane carriageway of 7.5 m width with 1.5 m wide footpaths on either side.

Watrak Toll Bridge, Gujarat

View of approach to the main bridge

Salient Features
Agreement signed on March 1, 1999 Construction commenced on May 1,1999 Construction completed on February 13, 2001. Concessionaire L&T Western India Tollbridge Ltd. EPC Contractors Larsen & Toubro Limited, ECC Division Scope of Work Construction and maintenance of Second Watrak bridge and its approaches, routine maintenance of existing bridge and strengthening of its approaches Concession Period 128 months (upto December 31, 2009) Project Developer L&T Western India Tollbridge Limited EPC Contractor Larsen & Toubro Limited, ECC Division Design Consultants L&T Ramboll Consulting Engineers Limited, Chennai Engineering Design & Research Centre, ECC Division, L&T Proof Consultants Operations Research Group, New Delhi and R&B Department, Government of Gujarat on behalf of MoRTH.

Development team:

The toll plaza is scientifically designed taking into account the high volume of traffic. The toll collection and carried out using modern computers and accessories causing least inconvenience to the public.
C.Sankaralingam Head-Bridges

View of the toll plaza 35

BRIDGES
armada Infrastructure Construction Enterprise Limited (NICE) is a Special Purpose Vehicle (SPV) with a 15-year ownership / tolling rights in respect of design, construction, operation and maintenance of the Second Narmada bridge. L&T formed this SPV with equity participation from Larsen & Toubro Limited (26.71%), LTM Limited (24.28%), L&T Holdings Limited (28.99%) and Consolidated Toll Network India Private Limited (20%)

NICE Bridge on Narmada River, Gujarat

Salient Features of Concession Agreement
Invitation of Proposal Agreement signed Construction Commencement Construction Completion Commissioned on End of Concession Period Concession Period Scope of work Sep. 5, 1995 Nov. 21, 1997 Dec. 21, 1997 Sep. 21, 2000 Nov. 11, 2000 existing bridge and strengthening of its approaches. 1.364 km 13 spans x 96.2 m+ 2 spans x 56.1 m Main carriageway is 7.5 m wide with 1.5 m footpath on either side Two-lane road with 1.5 m hard bituminous shoulder and 1m earthen shoulder.

Length of Bridge No. of Spans Width

The Bridge
L&T undertook the design and construction of this bridge located at Zadeshwar near Bharuch in Gujarat on National Highway 8 between Mumbai and Vadodara. The two lane 1.37 km long bridge with 4.63 km approach roads starts at km 192/0 and ends at 198/0 on NH8. It is located 29 km downstream adjacent to the existing bridge. The old bridge was a bottleneck on NH-8 due to its restricted capacity. In order to overcome the congestion and enable free and smooth flow of traffic and to cope up with the future increase in traffic, the Union Ministry of Road Transport and Highways (MoRTH) decided to build a second bridge with private sector participation.

Dec. 21, 2012 15 years including construction period - Construction and maintenance of second bridge across River Narmada and its approaches, routine maintenance of

Approach road

L&T completed the design and construction of the bridge in a record time of two years and the traffic is now moving smoothly. The users proceeding towards Mumbai are using the old bridge and those travelling towards Vadodara are using the new bridge.

NICE are the developers and concessionaire for this landmark project. ECC, L&T's Construction Division, were the EPC contractors. The construction of this bridge was completed with high quality using stateof-the-art techniques.

Completed view of the second Narmada Bridge on the right and the existing bridge on the left 36

Project Highlights
Bed Protection works with stone crated boulders / geo-fabrics Approach road for a length of 4.63 km Construction of raised median and junction improvements to make the road a divided four lane road Retro-reflective road signs, thermo plastic road markings, crash barriers Appropriate road furniture Well designed drainage, including storm water drains Maintenance of new bridge and its approaches Routine maintenance of existing bridge including strengthening and maintenance of its approaches Innovative Technology Segmental construction technique was adopted for building the superstructure. By this method, quality precast segments were fabricated at a casting yard nearby, transported to the site and erected using a special launching girder Well sinking for the piers was done by jack down method of construction

High strength concrete was used with micro silica System formwork was used for construction of wall type piers Modern toll plaza is constructed with control room and back-up power facilities Instrumentation & control systems are used for bridge monitoring Construction has been done to international standards, quality, speed and safety Development team - R&B Department, Government of Gujarat on behalf of MoRTH EPC Contractor - ECC Division of Larsen & Toubro Limited Design - DAR Consultants, Consultants U.K. (Prime Consultants) L&T Ramboll Consulting Engineers, Engineering Design & Research Centre, ECC Division Client

Supervisor/Proof - Shirish Patel & Associates, Mumbai Consultant Advantages Capacity augmentation with construction of new bridge and four lane approaches. Smooth flow of traffic due to unidirectional movement of vehicles. Savings in time / fuel cost/ vehicle operating costs Relief from congestion of vehicles Junction improvement and lighting Twelve lane modern toll plaza to meet the peak hour traffic demand. Electronic toll management system Area lighting Two wheelers and autorickshaws exempted from paying toll. Corridor development by way of better maintenance levels. D. Datta Project Manager

Completed view of the bridge showing piers and superstructure. Inset: View of the toll plaza 37

BRIDGES
he Acharya Jagdish Chandra Bose (AJC) Road in Kolkata has a long history of acute traffic problems in view of its central location, criss-crossing streets with traders, businessmen and common public as well as vehicles surging forth with vibrant activity. A throbbing centre of trade and commerce, AJC Bose Road is one of the busiest roads in Kolkata and was plagued with ever increasing vehicular traffic as well as pedestrians. Realising the severity of the problem, the government and the public felt the urgent need for an alternative arrangement to ease the traffic congestion. It was decided that building a flyover on the road between Rabindra Sadan and Beck Bagan, one of the busiest commercial hubs connecting Park Circus gyratory in the East to Victoria gate on the West, would be a long-term solution for this critical problem. The Government of West Bengal with loan assistance from JBIC, pressed into service the Hooghly River Bridge Commissioners (HRBC) for implementing this flyover. Yachiyo Engineering Co. Ltd., Japan was appointed to provide the design and consultancy services and ECC, the Construction Division of Larsen & Toubro Limited was entrusted with the task of its construction.

AJC Bose Road Flyover, Kolkata

The four lane AJC Bose flyover, passing through the heart of Kolkata and box girders are supported on hollow steel columns decked with reinforced concrete slabs and topped with bituminous concrete. lengths. These were then assembled at ground and erected using heavy lift cranes. Shear studs were provided to resist horizontal shear at the junction of concrete deck and top flange of girders. This was done by using a row of large stud dowels 150 mm long x 19 mm dia with a club head of 32 mm dia, welded to the top flange of the girders. Stringent quality control and quality assurance checks including NDT was carried out at different stages during fabrication of the structural steel members for substructure as well as the superstructure. In-situ concrete was pumped on to forms resting on steel girders to cast the deck. Wearing course of bituminous concrete was laid on top of the deck using pavers. Strip seal type expansion joints were used for 50/70/90 mm gaps for linear expansion of the deck along with the steel superstructure. The approach to the bridge is provided by ramps made of RCC cantilevered retaining wall construction. The east bound ramp has a length of 82.5 m and the west bound ramp is 89.9 m long from the gradient. At - grade improvements ECC's efforts to bring the at-grade road to world class standards with elegant kerbs, medians and footpath with pedestrian handrails have been well appreciated by the citizens of Kolkata. 38

Sub-structure
The steel columns capped by steel crosshead are supported on bored cast-insitu piles of 800 mm and 1000 mm dia having depth varying from 34 m to 47 m. Steel anchor frames with anchor bolts are embedded in 2.0 m thick pile cap for transferring forces and moments from the steel superstructure to the foundation. The hollow steel columns and crossheads fabricated in a nearby fabrication yard were transported separately to site, spliced together with high strength friction grip (HSFG) bolts and erected as one piece on top of the anchor frame. The base was then filled with M-30 grade concrete upto an average height of 2.5 m.

West Bengals longest flyover Consultant

Having a length of 2.9 km with approaches, this is the longest flyover in the state of West Bengal and forms an important intra-city corridor for vehicles moving into and out of Kolkata. This also paves way for better utilisation of the second Vidyasagar Sethu bridge across Hooghly. The location, geometry, length, route alignment, physical constraints above and below the ground, safety of men and machinery, safety of pedestrians and continuously fleeting vehicles posed several challenges. However, ECC overcame all these constraints with its meticulous planning and successfully executed this landmark structure on schedule - in 29 months. Consisting of four lanes, this flyover has two separate carriageways each having a width of 7.3m separated by architecturally designed elegant parapet walls. The superstructure is built with composite steel-concrete construction. Steel I-beams

Superstructure
Composite steel concrete construction was adopted for the superstructure. Structural steel plate girders fabricated with an average depth of 1.5 m was designed for simple support spans ranging in length from 25 m to 33 m and continuous spans of 75m. Box girders of 45 m were obligatory spans for bridging at six major intersections. Steel girders fabricated in a yard close by were transported to site in individual span

An aerial view of AJC Bose flyover

Project Highlights
Commencement Completion Length of flyover Carriageway - March 2001 - August 2003 - 2.9 km including approaches - Dual carriageway each of 7.3 m width separated by Precast / in-situ crash barriers. - Bored cast-in-situ piles of 800 mm and 1000 mm dia (max. depth of pile 47 m). Structural pier connected to anchor frame, on top of the pile cap. - 45 m span structural steel box girders on major intersections with road crossings and 25 m span I girders in all other locations. - 63 (25 m x35+ 32 mx5+33 mx6 + 45 mx6 +75 mx11 Nos.) 200 mm thick RCC deck Slabs covered with bituminous concrete as wearing course

A carriageway leading down on one end of the flyover

Substructure

Underground Realities
More difficult than the complexity of the flyover construction was the relocation of underground utilities - some known and others unknown. ECC had to go deep underground tracing the century old sewer lines, water mains and dry utilities like gas lines, electrical and BSNL cables and reroute them in a structured way, to facilitate the construction of foundation works. Special mention has to be made of the construction of 2000 mm diameter RCC hume pipe sewer line adjacent to the existing 125 year old egg shaped brick sewer (3530 mm x 2971 mm). Adequate precautionary measures were taken to minimise the chances of disturbing this age-old brick masonry structure. Continuous interaction was made with KMC, CESC and BSNL to ensure that the relocated services are acceptable to them for future maintenance. The construction work in the middle of the busy stretch demanded highest standards of safety to pedestrians and moving vehicles. ECC managed the traffic round

the clock, in a systematic manner with the active support of Kolkata Traffic Police and co-operation of the people of Kolkata. ECC thus excelled in its community out-reach and scripted a success story with involvement of all concerned. The AJC Bose Road Flyover will allow one to speed across the breadth of Kolkata and at the same time, enable the at-grade commuters reach their destinations in a relatively shorter time. Surely this is another L&T landmark which makes the country proud. Superstructure

No. of spans

Steel columns and girders seen from the underside of the bridge

D.Datta Project Manager 39

BRIDGES
angalore, once a pensioners' paradise, not only due to its salubrious climes but also a leisurely life style thanks to old world charm, moved into the fast lane of commercial growth in the 80s, having donned the country's Silicon Valley mantle. Globalisation of the economy in the 90s pushed India's Garden City further into the super highway of information technology. A fallout of this transformation was the exodus of business professionals and entrepreneurs to Bangalore, leading to a quantum leap in vehicular traffic, thereby posing a threat to the engines of growth and development. Bangalore Mahanagar Palike, the city corporation, in a bid to ease the chaotic, 8,000 vehicles per day traffic mix of two/four wheelers, cars, autorickshaws and pollution belching trucks on its major arterial Bangalore-Mysore Road, decided to commission a 2.65-km flyover on to which at least 50% of the traffic could be diverted. ECC bagged the order, as a turnkey contract, at Rs.94 crore, to

Sirsi Flyover in the Heart of Bangalore

construct this acoustically safe, aesthetically pleasing road furniture, in association with UK-based design consultant Dar al-Handasah. The flyover takes off 170 m west of Sirsi Circle and runs above the Mysore Road to descend at Silver Jubilee Park, near Townhall Circle, full 2,647 m from where it started. India's longest urban viaduct, the flyover is 16m wide. It has a dual, four-lane superstructure designed for a cruising speed of 45 km, four times the prevailing speed on the road below. Size and speed apart, the Sirsi Flyover will go down as a world class landmark for its ecofriendliness, aesthetics, complex road geometry and unique technology of long-line, match-cast segmental construction technique, employed for the first time in India. The alignment follows the existing road geometry, allowing for gentle transitions on sharp curves making driving on the viaduct a pleasure. It is possible to get off/on the flyover at TCM Royan Road, Convent Road, KR Market and Victoria Hospital. The first phase of the flyover, stretching 1.3 km from Sirsi to TOM Royan Road, was completed and opened to traffic on April 23, 1999. Crowd Stopping Technology The novelty of the project is that there are no diversions or cluttering material to disrupt the stream of life and traffic flowing below, even as the flyover construction above progressed at a hectic pace. This was made possible, thanks largely to the state-of-the-art and tremendously time saving operations, such as precast technology which took 10 days to construct a segment, compared to the conventional in-situ concrete casting, which would have consumed 90 days. Another innovative technology adopted was the use of the Titanic overhead-launching machine. It helped lift, hold and position the 65 t precast deck segment in an intricate operation that left the crowds marveling. The main flyover comprises 853 precast deck segments, longitudinally post-tensioned for self-support at spans of approximately 12 segments per 36 m, mounted on 67 single piers.

A view of the flyover showing the curve 40

I5 m to 25 m, determined by detailed soil investigation. The foundation of the ramp piers was of 0.75 m dia. Though the permissible differential settlement between piers was 15 mm, FCC managed to keep it down to 6 mm. Designed as stepped type, the pile cap was of 5.5 m x 4.5 m x 1 m size and over that was the pier plinth of size 3.5 m x 3.5 m x 0.5 m. Pile drilling was done by imported rotary boring machine Bauer Rig-14 as also the conventional winch-and-tripod method. Irregular ground conditions hampered piling progress but were overcome by ECC with determination and its vast expertise.

A boom placer in action pouring concrete without disturbing the traffic The salient features of this landmark project are detailed below: Construction Site: For operational effectiveness, work was synchronised between the constantly advancing flyover erection and the factory like construction site spread over an area of 2.4 ha, which is the nodal centre of activity. Formerly a lake, the area had to be dredged and backfilled. Piling was done to support the twin L&T gantry cranes, each weighing 80 t and meant to handle the material requirements of the two 36 m casting beds. The site also housed a 40 m3 per hour concrete batching plant, a reinforcement bay for cutting steel, storage space for the precast elements as also machinery spares, a material testing lab, a survey station, and the site office. Segments/elements: The requirement is 853 main deck segments of 16 m width and 263 ramp deck segments, each 8 m wide. The dimension of the ramp deck segments is 8 m x 2.917 m, with mid section height of 1.06 m. The segments are manufactured in the two designed-toperfection, 36 m casting beds. A fulcrum on the central axis and jacks at end and midpoints enabled the casting beds to be tilted/rotated on a universal axis. This helped match-cast the 853 deck elements for segmental construction of the flyover superstructure, a technique introduced for the first time in the country. The survey station checked the accuracy of each 65 t segment plotted to occupy its preordained slot along the length of the main deck. Piling: Foundations for each of the supporting piers of the main flyover comprised four bored piles of 1m dia (larger at some locations) and lengths varying from

Row of piers constructed for the flyover for supporting the viaduct segment. Inset: Close-up view of the fluted design concrete piers 41

Night view of the flyover Piers: Aesthetically designed as a sculptural monolith with fluted design which helps mute noise pollution, each main deck pier is of 2 m dia at base, extruding to a 1.5 m x 3.3 m ellipse at the top, having a height of upto 6.5 m. Armatures for the piers made, in halves, at the casting yard were assembled at the site. Casting of the pier was done in-situ in a single pour, using a Schwing concrete pump to place the concrete, which was needle vibrated to obtain the desired grade. The load of the main deck was transferred to the pier through two PTFE lubricated pot bearings. The ramp deck piers are circular and vary in size from I m dia at the top to 1.4 m dia at base, with a maximum height of 8 m. Erection:The mainstay of the erection of the segments to form the flyover superstructure was the 850 t Titanic overhead launching

machine. Supported on two piers, the 105 m long, 5 m wide Titanic rests its rear third on a trestle above the pier at the end of the completed deck section. Its front end is placed on a stabilising Omega frame clamped to the next but one pier with a force of 560 t. A winch moving longitudinally inside its box section lifted the deck segments brought on a trailer from the precast yard. The segments were suspended via Macalloy hangers from movable trolleys stationed on top of the launching machine. The hangers were tightened/slackened for vertical alignment. Jacks and beams mounted on the trolleys enabled further adjustments so those 12 segments comprising a 36 m span were precisely matched to the ones preceding and adjoining one another. Glued together with epoxy resin, the segments were posttensioned for self-support with a curved profile cable comprising 19 stress relieved super strands. The Macalloy hangers were detached from the segments and the Titanic was propelled forward to the next Omega frame reinforced pier for lift, hold and assembly of the next set of 12 segments.

Undersurface of the flyover. Inset: View of the segment 42

Sirsi Circle Flyover Salient features

View of the approach reinforced earth wall structure ECC is proud to have been associated with Bangalore Mahanagar Palike in the construction of this prestigious flyover in the heart of the city. Segmental construction was introduced for the first time in the country specially for developing this urban infrastructure. ECC pioneered this modem technique to the design of Dar al-Handasah. Apart from speed and the aesthetic fluted design of the piers and superstructure for visual appeal as also noise reduction, uninterrupted flow of traffic on the road below are the major advantages of this technology. C.Sankaralingam Head-Bridges K.P. Sreehari Project Manager

2,647-metre flyover two-way, four-lane 36-m spans in general / max. span 45 m Design speed - 40-45 km/h (main deck). Riding surface asphaltic. Bearings - articulated pots. Expansion joints - elastomeric. Built over existing BangaloreMysore Road, following sinuous road geometry and designed aesthetically to set new trends in urban structures. Aesthetic, fluted design for visual appeal as also noise pollution control. Median at grade ensures safety to road users. Under-deck lighting adequately lights up carriageways at grade. Mounted on 67 main piers, 2-m dia at base flaring up to a 3 m elliptical top, and concreted in situ in single pour, using a specially designed steel mould. 850-t overhead launching machine, designed and constructed at ECCs Workshop in Chennai. Box girder, continuous over seven spans.

The launching machine used for erecting the viaduct segments of Sirsi flyover. 43

BRIDGES
CC secured a contract, valued at Rs.14.80 cr., for construction of a four-lane flyover at Ganeshguri Chariali on the Guwahati-Shillong Road, Guwahati, Assam, in March 2000 from the Public Works Department, Government of Assam. The project was funded by HUDCO (70%) and by the State Government (30%). The contractual completion period was 18 months. Initially, as per the Government's request, the first two-lane part of the flyover was made available for traffic on February 19, 2001. The remaining part was completed subsequently and handed over to the Government on March 19, 2003. This 640 m long flyover is located at a busy intersection in the heart of Guwahati and consists of a 2x7 m carriageway, 0.6 m central verge and a 0.9m pedestrian footpath on either side, skewed at 20 degrees. It rests on sixteen equal spans of 30 m each with 80 m approach road on both sides. The design was provided by the Design Department of PWD and proof-checked by IITGuwahati. Pile caps of size 6.30 m X 5.85 m X 1.80 m and 4.50 m X 5.85 m X 1.80 m rest on castin-situ bored piles of 600mm dia having 16 nos. of 14.15 m length (for piers of more than 4 m height) and 12 nos. of 15.15 m length (for piers less than 4.0 m in height). The piling work was done by the DMC method. The sub-structure consists of two circular piers of 1200 mm and 1000 mm dia where the height of pier is more than 4.0m and less than 4.0 m respectively and pier cap of depth 1.00 m on which all the five precast post-tensioned 'I' girders stand. The 'I' girders of 1.32 m height were cast at the casting yard at the site and were erected and aligned using two 30 t launching gantries. The post-tensioning and pre-stressing works were done by Usha-Martin Ltd., Bangalore. Each two-lane carriageway rests on 5 'I' girders, which are stitched by diaphragms/cross girders at six places to guard against possible effects of earthquake (Guwahati lies in earthquake zone V). In-situ deck slabs of 180 mm thickness have been laid over these girders, followed by asphalt wearing course. Construction joints of 30 mm gap were maintained at the centre of the fourlane flyover, which has been provided

First Four Lane Flyover in the North East

480m long four lane flyover at Ganeshguri on GS Road at Guwahati, Assam. below: Night view of the flyover with elastomeric bearings (neoprene) and single strip seal expansion joints. M.S. handrails of 1.20 m height are provided on both sides to protect the vehicular traffic. Both abutments have been constructed on the principle of solid type retaining wall. The approach road consists of embankment, sub-grade of 500 mm thickness, granular sub base of 200 mm thickness, water-bound macadam of 150 mm thickness, bituminous macadam of 75 mm thickness, and semi dense carpet of 25 mm thickness. The flyover has suitably designed valley curve and summit curve for providing riding comfort and smooth horizontal curves. The precast kerbs with grooves have been fixed at the side of the deck slabs all along the length, to impart an aesthetic look to the flyover. To reduce the cost towards de- and remobilization of piling equipment, two lane piling works were completed first to allow vehicular traffic over the piles after doing proper maintenance of the pile points. High standard safety measures were taken during construction. Special care was also taken during piling and excavation activities to avoid damage to public utilities like underground power and telephone cables, domestic water pipelines, etc. In view of the insurgency situation in Assam and since the site is located close to the State Secretariat, the State Government too on

their part carried out security exercises on a daily basis. Our personnel were all provided with proper photo identity cards to enable them have hassle-free access to site. The Chief Executive Officer, Guwahati Metropolitan Development Authority, was very appreciative of our completing the twolane part of the flyover within the stipulated time and issued a letter of commendation. The major quantities of work involved were: 1) Cast in situ piles 2) Excavation 3) Concrete 4) Reinforcement 5) HT strands 6,140 RM 2,800 Cum 8,500 Cum 1,100 t 210 t

M. Ramesh Construction Manager

44

ROADS & BRIDGES

Al Khoud Flyover, Muscat - Oman
Larsen & Toubro (Oman) LLC [LTO], the Gulf-based subsidiary of Larsen & Toubro Limited, completed the construction of a 3.2 km flyover at Al Khoud for Muscat Municipality in the Sultanate of Oman in November, 2004. The flyover, also known as an interchange or elevated corridor, was built by LTO, with technical support from ECC, the Construction Division of L&T. Parsons International & Co. LLC provided the consultancy services. The project involved construction, with in a schedule of 16 months, a dual three-lane, three-span continuous bridge to grade separate A'Seeb Street. Each bridge comprises a 90m span cast in situ posttensioned concrete box girder superstructure. The sub-structure consists of integral abutments and piers. Columns are founded on cast in place concrete piles. LTO also executed the first public access tunnel - a 130 metre-long and 6.16 metre dia. horse-shoe shaped tunnel - at the Barr al Jissah Resort, 11 days ahead of schedule. These projects were "technologically challenging and also provided greater visibility to L&T in key global markets". Al Khoud interchange, Muscat with inset of the flyover bridge

Roads & Bridges - International Perspectives

Wadi Abdoun Bridge, Amman - Jordan

ECC is presently executing a 430 m long cable-stayed bridge in Amman, the Capital City of Jordan. The bridge will have a dual three lane carriageway for traffic with a span configuration of 1 x 63m + 2 x 132m + 1 x 63m + 1 x 27m. The project is being executed through a Joint Venture between L&T and Arab Technical Construction, Jordan, in the ratio of 70:30. The contract is valued at JD. 10,808,988.51 (INR.74,25,77,510) with L&T's share at INR.51,98,04,257. The project is expected to be completed by May, 2006. The client for the project is the The Lord Mayor of Amman (Municipality of Greater Amman) and the project consultant, Dar al-Handasah, London (UK). 45 View of lifting the segment for erection. Inset: View of erection of segments from pylons

Project Management Consultancy for Sudan Road

With the vast experience, skills and knowledge gained over the years in road projects, ECC has ventured into project management consultancy (PMC). As a partner in the Joint Venture Company formed by L&T, Progressive Constructions Limited (PCL) and Central Trading Company (CTC) of Sudan, ECC is offering PMC services for a road project in Sudan. The project involves construction of a 127 km two-lane road connecting Atbara in the west and Haiya in the east. Once completed, the road will provide a direct link between Khartoum, Sudan's Capital, and Port Sudan City, substantially reducing the distance and travel time and resulting in fuel savings. The National Highway Authority of Sudan are the clients and Ashraf & Salah Consulting Engineers, Khartoum, the consultants for the project. While PCL will execute the contract, CTC will provide local support. The work commenced on February 27, 2004, is scheduled to be completed in 36 months. The scope of work and the present work status are given below:

A completed section of the Sudan road Inset : Batching Plant and Transit Mixer Scope of Work: Construction of new 2-lane carriageway from km 278.590 to km 150.00 Bridges 3 Nos. Box culverts 17 Nos. Pipe culverts 526 Nos. Construction of junctions Protection work Provision of road signs, markings and furniture Present status of completion: Clearing and grubbing-52 km Embankment-45 km Sub-grade-40 km Granular Sub-base (GSB)-35 km Crushed Aggregate base (CAB)-20 km Primer-11 km Binder course-07 km Pipe culvert-70 Nos. Box culvert-02 Nos.

'Middle Bridges on the Trunk' in Palm Jumeirah

The Palm Islands, also referred to as The Palm Dubai and The Palms, are the world's two largest man-made islands, which are being built on the coast of the Emirate of Dubai, in the United Arab Emirates (UAE). The project is being implemented by Al Nakheel Properties (Nakheel Corporation), which will increase Dubai's shoreline by 120 km (72 miles) and create a large number of residential, leisure and entertainment areas. The two man-made freehold artificial palm tree-shaped resort islands are expected to maintain Dubai's position as a premium tourist destination. The Palm Islands have also come to be called the 'The Eighth Wonder of the World'. The palm tree shape has been divided into three parts Trunk 8 Spines with fronds on each side A crescent covering the whole artificial island to protect it for a length of 11 km The trunk portion of the island has been connected to the land with many bridges. Larsen & Toubro Limited ECC Division won the contract to construct the Middle Bridges on the Trunk, valued at AED 36.25 million (Rs.43.5 cr.), against stiff competition from international contractors. In this package there are 4 bridges, each of 135m length. The span configuration of each bridge was 40m+55m+40m. Two bridges are located on the commercial side and two on the residential side. The foundation consists of 266 nos. of 800mm dia, 20m deep cast in situ piles. The shape of the pier is shaped ornamentally with imprint design on all sides. The superstructure is a multi-cell box girder. The box girders were cast using L&T formwork and staging materials in three stages. POT-PTFE bearings were installed on each pier to accommodate the movement and rotation. There were two expansion joints in each bridge for movement of 40 mm and 120 mm. The bridges were completed within the stipulated contract time and handed over on June 28, 2005. 46 View from underside of Bridge portion. Inset: Birds eye view of the proposed Palm Island

KALEIDOSCOPE

L&T Posts Smart Annual Results For 2004-05

Rs.3,771 crore during the quarter ended 31st March 2005 and for the full year, revenues amounted to Rs.11,430 crore, representing an increase of 39% over the previous year. Export sales for the quarter and for the year amounted to Rs.687 crore and Rs.2,355 crore respectively. The order backlog stood at a healthy Rs.17,604 crore as on March 31, 2005. Electrical & Electronics During the quarter ended 31st March 2005, the Electrical & Electronics segment achieved 14% increase in Gross revenues at Rs. 357 crore. For the full year, revenues amounted to Rs. 1,220 crore, recording a smart increase of 20% over the previous year, reflecting consistent growth. Diversified Businesses Among the diversified businesses, the Construction equipment business was the star performer. Good demand growth and product improvements helped register 18% growth in L&T's revenues over the previous year. Welding systems and industrial products also performed well during the year. These businesses along with the Ready Mix Concrete business have good growth potential in the coming years. Consolidated Financials The consolidated Gross Sales Revenues of the L&T Group for the year, including domestic and overseas subsidiaries amounted to Rs.14,613 crore, registering a growth of 31.6% over the previous year. The grew profit after tax at Rs.1,117 crore grew impressively by 45.6% on the back of good performance of most of the subsidiaries. Among the major subsidiaries, L&T Infotech registered a revenue growth of 54% during the year. Other subsidiaries such as L&T Finance Limited, HPL Cogeneration Limited, etc. also reported good performances with increased revenues and profits.

Mr. A.M. Naik (centre), Chairman & Managing Director, briefing media representatives on L&Ts Annual Results. Other Directors are Mr. R.N. Mukhija, Mr. Y.M. Deosthalee, Mr. K. Venkataramanan and Mr. K.V. Rangaswami L&T reported a smart increase in Gross Sales & Service income of Rs.13,269 crore for the financial year ended March 31, 2005 as against Rs.9,807 crore for the previous year. The impressive increase of 35% in sales is over and above the 32% growth in the previous year. The Company's revenues from international operations continue to grow, and stand at 19% of the total sales and service income. Profit before tax (PBT) and Profit after tax (PAT) for the year is at Rs.1,286 crore and Rs.984 crore. After excluding an exceptional income of Rs.353 crore relating to sale of shares in UltraTech Cement Limited, the PBT/PAT for the year at Rs.933 crore and Rs.631 crore registered an increase of 21% and 18% respectively over the previous year. The Board recommended a final dividend of Rs. 17.50 per equity share in addition to the special dividend of Rs. 10 per equity share declared in October 2004. previous year. Of these, export orders accounted for Rs.1,692 crore, constituting 13% of the orders booked during the year. Both domestic and international markets provided opportunities for the Company in Oil & Gas, Power and Infrastructure sectors. The size and complexity of the orders booked across

Revenues up by 35% PAT up at Rs. 984 crore Total Dividend at Rs. 27.50 per equity share including Special dividend of Rs. 10

a range of core sector industries / infrastructure sector reflect L&T's premier position in the E&C segment. Of the new orders booked during the year, 32% are from Infrastructure Sector. Hydrocarbon Sector accounted for 21%, while Power Sector and Process Equipment Sectors together contributed 21% of the orders booked. The E&C segment recorded revenues of

Engineering & Construction Segment

The Engineering & Construction (E&C) Segment booked new orders amounting to Rs.13,301 crore, showing an increase of 14% over the

47

Project Kohinoor 2010

30 May 2005 was a significant landmark in the history of ECC, the Construction Division of L&T. On this day, ECC, the jewel in the L&T crown, resolved to become the Kohinoor and achieve a ROCE of 20% and PBIT exceeding 10% by the turn of 2010, enabling L&T achieve its strategic objectives. To emphasise the strategic importance of Project Kohinoor 2010, Mr. A.M. Naik, Chairman & Managing Director, launched this program at ECC-HQ Chennai and provided the impetus. Mr. K.V. Rangaswami, Member of the Board & Senior Vice-President (Operations), reiterated ECC's commitment to achieve these targets and assured the wholehearted support of each and every ECC-ite. To help, guide and steer the organization in this ambitious task, ECC engaged the services of Accenture, a global management consulting, technology services and outsourcing company, to undertake a joint exercise to identify opportunities and achieve operational excellence. Accenture brings with it enormous experience in carrying out such assignments in India as well as 140 countries abroad. Accenture and L&T share a long-standing relationship with similar work being undertaken in other ODs such as Electrical Business
th

Journey to Operational Excellence

Group (EBG). As a first step, Accenture would help ECC implement best practices in Supply Chain Management, Project Management and Asset Management and ensure IT Enablement. The Kohinoor team is led by Mr. M. Somakumaran, General Manager & Head (Materials Management & Vendor Development). Mr. Somakumaran brings with him a wealth of experience in the area of procurement and materials management in the organization and outside. The team has been staffed with over 20 people from ECC and over 10 from Accenture. The Project has been divided into three modules: Procurement led by Mr. A. Girijasankar, DGM (Materials); Project Management led by Mr. B. Puhazhendhi, DGM (HCP); and Asset Management and Working Capital Management led by Mr. J.J.G. Christopher, DGM (Finance & Accounts). The joint team from Accenture and ECC had an off-site programme on team building exercise and at the end of the programme, they came out as a single Kohinoor team with shared vision and objectives. The teambuilding programme was carried out through some simple exercises, which resulted in the power of teamwork, the need for clear direction and leadership, the importance of being committed to the goal and how to think win-win. The exercise also unearthed the creative talent of the teams through scripting and performing impromptu entertainment skits. Fresh from the team-building exercises, the team members plunged headlong into the task at hand and started collecting and collating data across all the assigned projects. The Procurement Team made significant strides in conducting 'Spend and Industry Analysis' on Steel, Cement and Electrical sector procurement items and identified several avenues for cost reduction. Accordingly vendor development, leveraging on the procurement power of L&T, was made a part of the Company's ambitious growth plans. The Project Management Team focused on identifying the issues and concerns at every stage of the project management process - right from Tendering to Close-out. The team also initiated meetings with Business Units and Regions to identify perspectives of the critical issues being faced by them in the project management arena.

A section of the participants during the launch of the event at ECC-HQ, Chennai 48

The Asset Management Team took a comprehensive look at our asset portfolio to determine which assets to own and which to hire on an overall basis. The team also reviewed the overall Working Capital management of the Company and the reasons for gaps between the plan and actuals. Soon, the teams are likely to complete their preliminary diagnostic reports and present the assessment and review plans to the senior management during midAugust for their perusal, views and determining the next course of action plans. An exercise of such importance and magnitude cannot succeed in isolation. The work performed and the results achieved are likely to touch and impact the daily work of each and every employee. It is, therefore, imperative that everyone contributes to the cause by sharing ideas/suggestions, and help the Kohinoor Team come up with Another view of the participants solutions for improving the operations of the Company as a whole. It is proposed to create a dedicated email id, where people can pool their suggestions and worthwhile ideas for implementation as part of the overall brainstorming. Remembering Thomas Edison's words on Success Success is nothing but 1% inspiration and 99% perspiration! hard work lies ahead for all of us to make the ECC jewel become a Kohinoor in the crown of L&T.

AJC Bose Road Flyover, Kolkata selected for IIBE Award

The Indian Institution of Bridge Engineers (IIBE) has selected the Acharya Jagdish Chandra Bose Road Flyover in Kolkata for the 1st prize under its 9th Most Outstanding Bridge National Awards scheme. The flyover, connecting Park Circus gyratory in the East with Victoria Gate on the West, was completed on schedule in August 2003 in 29 months. One of the most critical and difficult aspects of the project involved the re-location of underground services in the middle of the road to vacant spaces on the sides to make way for construction of foundations. At a length of 2.9 km including approaches, it is the longest flyover in the State of West Bengal. Consisting of four lanes, this flyover has two separate carriageways, each 7.3 m wide and separated by architecturally designed, elegant parapet walls. Structural steel plate girders fabricated with an average depth of 1.5 m were designed for simple support spans ranging in length from 25 m to 33 m and continuous spans of 75 m. 45 m structural steel box girders were obligatory for spanning across 6 major intersections. The steel girders, columns and crossheads were prefabricated, assembled on ground nd erected using heavy lift cranes. Such construction techniques ensured high quality and speedy completion of the project. The Award will be given away at the IIBE's presentation ceremony scheduled for August 5, 2005.

AJC Bose road flyover 49

ECC wins Fourth RoSPA Award

ECC's DHDT & HGU projects at IOCLs Panipat refinery won the prestigious Silver Award of the Royal Society for the Prevention of Accidents (RoSPA), UK. The award is an apt recognition of ECC's excellence in occupational health and safety performance achieved at site during a continuous period of 3 years from September 2002 to December 2004. In the three-year period the site achieved 20 million safe man-hours and the working time loss due to injury/accident was zero. This is the 4th RoSPA award won by ECC. The award certificate was presented on 18th May 2005 at Birmingham (U.K) to Mr. M. Ramkumar - Head HCP BU, Mr. Sharad Kumar - Construction Manager - IOCL Panipat and Mr. A.K. Tripathi - Regional Safety Coordinator Delhi Region. The site was awarded the Construction Safety Award by Indian Oil Corporation Limited for the period October to December 2004. The site

Left to right : Mr. M. Ramkumar, Head HCP-BU, Mr. Sharad Kumar-Construction Manager-IOCL Panipat and Mr. A.K. Tripathi-Regional Safety Co-ordinator-Delhi Region seen with the Silver Award of RoSPA, UK. was also adjudged the Safest Major Site (In-house) for the year 2004 -2005 among all the jobsites of ECC. The RoSPA Awards won earlier for excellent safety performance include the Merit Award for Occupational Safety at Jawaharlal Nehru Stadium Site, Chennai, in 1993, the GOLD Awards for Occupational Safety at Coal Handling Plant - Paradip Site in 2002 and TISCO Jamshedpur Site in 2003.

Winners of Quality Rolling Trophy 2003-04

The Quality Rolling Trophy recently instituted by Management is an annual feature which recognises project sites for excellent performance in terms of the quality of their product and processes covering all Business Units. Participation in the award process is voluntary and winners are chosen Business Unit-wise. The entries for participation are processed in stages by the Regional QMCC Coordinator, Quality Management Committee of the Region (QMC [R]) , a board of examiners consisting of QMC (R), internal auditors and external experts and finally the Quality Management Committee-HQ. The parameters considered in deciding the winners are : Product quality, housekeeping, procedure compliance assessment, customer complaints and redressal, construction time planned vs. actual, ACE vs. Actual cost, safety performance and cost of rework. The final result is the weighted average of the various parameters according to their importance. The list of winners BU-wise for the year 2003-2004 is given below :

BU WET HCP I&CB SHIS R&R P&H Bridges EI & C TLRE

Site Description Visakhapatnam Industrial Water Supply Project Sidhpur-Sanganer Pipeline Project Intel SRR1 Project, Bangalore Oberoi Park View Tower, Kandiveli, Mumbai Satara - Kolhapur Road Project, Mundhe, Karad. Hazira Port & LNG Terminal Project AI Khoud Interchange Project, Muscat, Oman Telecommunication-PDT - 2A Package 200 kV D/C - SatgachiaKrishnanagar T/L job

Region/Zone Hyderabad Ahmedabad Bangalore Mumbai Mumbai Ahmedabad M E & Africa Zone Kolkata Kolkata

50

Transit Mixer on Rails - A Novel Modification

initiative SJER was presented a Cash Award and Citation by Mr. K.A. Shyamsundar, Regional Manager HYRO. Normally concreting and reinforcement lifting at the 2.4 km Gowthami Bridge was done from the riverbed via truck mounted transit mixers. During monsoon the construction activity came to a stop due to heavy flow of water, making it difficult for the Transit Mixer to ply on the riverbed. Coming up with a novel idea, SJER modified the Transit Mixer to run on rails (already laid for launching of pre-cast girders). The Mixer was disassembled from its truck chassis and fitted to a specially made wheeled trolley, having 17.5 HP electric motor and gearbox. A 40 KVA

Mr. K.A. Shyamsundar, RM-HYRO, presenting the cash award and citation to Mr. S. John Edward Raj Mr. S. John Edward Raj (SJER), Asst. Manager (P&M) at Gowthami Bridge site, conceived and developed a tailormade device in the form of railmounted concrete mixer to enable the site to continue work even during monsoon, thus contributing immensely to the speedy completion of the job. In recognition of his

Rail mounted transit mixer at Gowthami Bridge Site DG set was fitted on a separate wheel trolley and attached to the transit mixer to supply the power. Two such modified trolley-mounted Transit Mixers on rails enabled continuous work without lost time and project completion on schedule.

Innovative erection method at DMRC Project

precast segments as tunnel lining. However, it was found these were not performing as expected on account of difficult rock conditions. To expedite the progress, IMCC decided to do the tunneling from New Delhi station to Chawri Bazar station by using New Austrian Tunneling Method (NATM) and go in for segment tunnel lining. Erecting precast segments separately in the NATM Tunnels was a very difficult task on account of their weight (approximately 4 tons each) and space constraints. To overcome this situation IMCC management assigned the task of developing a truckmounted segment erector to ECC's Mr. Palwinder Singh (PS) who was on deputation to IMCC. PS contributed immensely in conceptualising and developing a system for erecting the segments. It was different from the tunnel boring applications used so far. With sustained efforts of the team, two truck mounted segment erectors were designed, fabricated and successfully deployed in the East and West tunnels after field-testing in the presence of DMRC and General Consultants. Precast segmental lining of both the NATM tunnels was thus completed successfully, thanks to the efforts of PS and his team. He also developed a system for grouting of erected segments that was different and more efficient than erection through tunnel boring machines. The innovation, in addition to being economical, helped in speedy completion of the job and enhanced the profitability of the project.

Truck mounted Segment Erector Mr. Palwinder Singh, Asst. Manager (P&M), and his team at Mumbai successfully designed and developed truck-mounted segment erectors for International Metro Civil Contractors (IMCC) at the DMRC Project in New Delhi. He was presented a Cash Award and Citation letter. The time bound innovation was very well received by IMCC as well as the clients / DMRC and also found a mention in the cover story in October 2004 issue of Tunnels & Tunneling, an international magazine. At IMCC JV, two tunnel boring machines were deployed, which were capable of both tunneling and erecting

Mr. G.S.R. Murty, Sr. DGM (Projects), IMCC-JV presenting the cash award and citation to Mr. Palwinder Singh

51

Building Collapse Victims Rescued

Tamil Nadu Ministers Mr. O. Panneer Selvam, Mr. C. Ponnaiyan, Mr. D Jayakumar and Mr. Nainar Nagendran witnessed the rescue work along with Deputy Mayor of Chennai, Mr. R. Thiagarajan, Director of General of Police Mr. A.X. Alexander, Comissioner of Police, Mr. R. Natraj, Mr. VijayaKumar, Commissioner, Corporation of Chennai, Mr. Dhogra (Director and Chief of TamilNadu Fire Services Unit) and Mr. C. Sylendra Babu (Deputy Commissioner of Police - Chennai South). They consulted CJAD on continuing operations to extricate four more bodies still caught under the debris. However as the remaining structures also started collapsing CJAD and ACJN recommended temporary stoppage of rescue work and suggested evacuation of the adjacent residential apartments. Mr. Dhogra organised the evacuation thus facilitating continuance of the rescue operations, after which ECC personnel stayed back to assist the Police and Fire Service Department in dismantling the structure. The Chennai Police, The Chennai Corporation and the residents have highly appreciated ECC for the swift and timely help.

A view of the collapsed building On April 5, 2005, the Santhome Police Station in Chennai sent an SOS to ECC seeking assistance to rescue people trapped in the debris of a five storey building that had collapsed in their area. Immediately a team led by our Construction Manager Mr. A.C.J. Nehru (ACJN), IIT-Madras site, Chennai, rushed to the spot with gas cutting sets and concrete breakers. Within 30 minutes they joined the rescue operations. Four persons were pulled out from the rubble but only two of them were alive. Our crew then removed concrete slabs of three floors using gas-cutters and concrete breakers and saved one more person meanwhile ACJN requisitioned additional manpower as also tools and tackles. Mr. C.J.A. Davidraj (SPMB&F, CNRO) arrived at this juncture to oversee the operations. In times of crisis, clients invariably turn to ECC and seek assistance in saving the situation. We have one such instance from Mizoram recently where, ECC made its debut some time ago securing an order for construction of the Millennium Centre in Aizawl. The commendation certificate issued by Mr. Ramhluna Khiangte, Engineerin-Chief and Secretary, PWD, Government of Mizoram, gives full details of the service rendered by ECC following a landslide in Aizawl. It reads, This certificate is awarded to the Team of L&T, ECC Division, Millennium Centre, Aizawl for their contribution in restoration of communication by erecting 140 feet extra wide Bailey Bridge on the road to Babutlang within a record time of three days from 14th-16th April 2004. The road communication to Babutlang within the heart of Aizawl City was cut off by a landslide above Millennium Centre under

Rescure team (from left to right) : Mr. R.C. Rajan, Mr. S. Swamynathan, Mr. AS. Lalchandani, Mr. S.Sekar, Mr. A.C.J. Nehru, Mr. L.S. Mathrubutam, Mr. R. Rangarajan, Mr. N. Sivakumar.

ECC Answers SOS Call of PWD-Mizoram

construction and just in front of the I.G. Prison office building caused by excessive flow of storm water on the evening of 12th April, 2004 greatly endangering the I.G. Prison office building. Because of ECC's devoted

contribution by working day and night, the road was opened to traffic on the night of 16th April 2004 (Friday) and the I.G. Prison Office was saved from danger. 52

New Orders
L&T Consortium Bags Rs.1,864 Crore ONGC Order
A consortium of L&T and Global Industries Offshore, leading USA based provider of offshore construction services, has won a Rs.1,864 crore order from Oil & Natural Gas Corporation (ONGC) for the replacement of pipelines and modification of platforms at Bombay High. The project was bagged by the consortium against stiff international competition. As consortium leader, L&T will execute jobs worth around Rs.930 crore. L&T's scope includes all the engineering, procurement, onshore fabrication, and offshore modification of platforms. Global Industries Offshore has been entrusted with the installation of offshore pipelines and risers. The project involves replacement of old submarine pipelines and laying of new pipelines, in 40 segments aggregating to 185 km, over a 3-year period. Associated modifications are also to be carried out on 78 existing well and process platforms. The firstyear schedule is critical since about 45% of the work is to be completed by April 2006. These pipelines and platforms were originally installed by ONGC over the last 30 years and this project is designed to extend the life and reliability of these facilities. The project covers ONGC's major production areas in the Western Offshore - Bombay High North, South as well as Heera fields. Mr. K. Venkataramanan, Member of the Board & President (Operations) L&T, said, "This order is a recognition of L&T's increasing acceptance for world-scale projects in India and abroad, building on its recent projects in Africa and the Middle East. This latest success further asserts L&T's project delivery strengths, and allows it to leverage its capabilities into the submarine pipelines and platform renewal business, which offers a lot of potential.

L&T to Build India's Longest Flyover at Panipat

L&T has secured a contract from National Highways Authority of India (NHAI), New Delhi, for constructing a 6-lane dedicated flyover on National Highway No. 1 (NH-1) in Haryana. The contract also includes widening the existing 4-lane, 10 km stretch (km 86 to km 96) -- that passes through the historic city of Panipat -- to 6 lanes. The project, secured against stiff international competition, is estimated to cost Rs.418 crore. It will be executed on build-operate-transfer (BOT) basis through a Special Purpose Vehicle to be formed for this purpose. The total length of the 6-lane elevated section is 3.4 km (3048 m of viaduct and 360 m of ramps) covering the central built-up Panipat section. When completed, this will be India's longest 6-lane flyover on the National Highway network. A separate 2-lane peripheral road with paved shoulders will be provided on either side of the access controlled 6-lane highway for the local Panipat traffic, which will not use the elevated structure. The road will have a 20-lane toll plaza to collect toll fees using semi-automatic toll collection system including a dedicated automatic lane in either direction. The total concession period including construction period of three years will be 20 years. L&T Ramboll Consulting Engineers Limited is the design consultant for the project. Earlier in 1997, ECC had executed a World Bank-aided project for the Public Works Department, Government of Punjab, that involved four-laning of 24-km stretch on NH-1 (km 228 to km 252.25) from Rajpura to Sirhind.

construction and erection. The new unit will boost capacity at Oman Cement's existing 1.2 million tonnes per annum capacity cement plant. The order was secured by L&T against stiff competition from international bidders and will enhance the company's engineering and construction business prospects in the field of cement projects in the Middle East. L&T is presently executing a 1.2 million tonnes per annum capacity cement plant for Lafarge in Bangladesh.

L&T Bags Rs.278 crore National Highway Contract

L&T has bagged a road contract valued at Rs.278 crore from the National Highways Authority of India (NHAI). The Asian Development Bank funded project, secured against international competition, involves upgrading and four-laning of a 70-km section of NH 76 in Rajasthan. The road forms part of the National Highway Development Programme (Phase-II) of NHAI, and will significantly enhance the link to Kota on the North-South and East-West Corridors. The road will be completed by L&T's Construction Division, ECC , in 30 months. ECC has contributed substantially to the ambitious Golden Quadrilateral Project, aimed at strengthening the links between the country's four major metros. Under NHDP Phase I, ECC bagged orders valued at Rs.2,362 crore for 11 sections involving an aggregate distance of 416 km of roads and bridges. Of these, nine projects have already been completed by ECC, and two are in advanced stages of completion. Recently, ECC had completed the construction of the 40-km-long section of India's first six-lane BOT toll road project between Jaipur and Kishangarh on NH-8. The prestigious road project was completed six months ahead of schedule and dedicated to the nation by the Prime Minister, Dr. Manmohan Singh, on May 23, 2005. 53

L&T Bags $19 Million Order for Cement Plant in Oman

L&T has bagged an order valued at US $19 million from Oman Cement Company for a cement grinding plant at Rusayl, Oman. The 1 million tonnes per annum capacity plant will be executed by L&T on a total turnkey basis and is expected to be commissioned in a year. L&T's Omanbased subsidiary, Larsen & Toubro (Oman) LLC, will carry out on-shore

Ranchi - Maithan 400 kv D/C Transmission Line

Power Grid Corporation of India Limited has awarded ECC a contract valued at Rs. 97.03 crores for supply, erection, inland transportation, insurance, delivery of equipment / materials, survey, foundation, stringing and testing and commissioning of tower package for 400 kv D/C transmission line between Ranchi and Maithan associated with Kahalgaon II phase I transmission system. To be completed in 26 months from March 2005, the scope of work includes supply of 9,348 t of galvanised tower and stubs, 426 Km of galvanised steel earthwire (7/3.66mm), 2800 sets of suspension fittings, 1900 sets of tension fittings, 565 nos. of earthing materials (pipe type), 210 km of detailed survey and check survey, 585 locations (21,600 Cum) of stub setting and concreting, 585 location of tower erection, 210 km of laying, stringing, testing and commissioning of ACSR Moose, 1760 t of supply and placement of reinforcement.

Nigam Limited for supply and installation of track, signalling and electrical (OHE & General) works in connection with doubling of Panvel Jasai- Jawaharlal Nehru Port Trust Line on Central Railway. To be completed in 12 months from May 2005, the scope of work includes supply and installation of 3,815 t of rails, 75,000 Cum of ballast, handling, paring, laying and linking of 32,220 track metres of BG tracks, 335 t of OHE structures, 546 nos. of OHE brackets, 2 switching stations, 38 km of OHE wiring, 1,306 nos. of relays, 157.5 km of cabling, 66 nos. of electric point machines, 2 nos. of high mast lighting.

treatment, 5,330 Cum of brick work, 49,640 Sqm of plastering, 850 Sqm of supply and fixing of doors, 2,500 Sqm of glazed windows, 13,000 Sqm of ironite flooring, 1455 RM of supply and fixing of PVC pipes.

1X300 MW Power Plant, DPL Durgapur

Dongfang Electric Corporation has awarded ECC a contract valued at Rs. 22.95 crore for the construction of foundations of main power house for 1X300 MW Power Plant at DPL, Durgapur. To be completed in six months from April 2005, the major quantum of work involves 53,000 Cum of excavation, 25,000 Cum of backfill, 3,100 t of reinforcement, 10,060 Cum of concrete, 80 Cum of masonry and 140 t of embedded parts.

Paint Shop for Maruti Udyog

Maruti Udyog has awarded ECC a contract valued at Rs. 35.07 crores for the design and construction of paint shop at Manesar. To be completed in 15 months from June 2005, the major scope of work involves 72,000 Cum of earthwork, 13,150 Cum of concrete works (PCC & RCC), 987 t of reinforcement, 3,523 t of structural steel, 1,820 Cum of brick work, 18,423 Sqm of roof sheeting, 12,231 Sqm of slide cladding, 17,000 Sqm of roof water proofing (cellular concrete with 3mm APP membrane), 19,000 Sqm of VDF flooring, 17,000 Sqm of epoxy flooring, 1 package of internal plumbing and sanitary works.

MIOT Hospitals
MIOT Hospitals has awarded ECC a contract valued at Rs. 18.07 crore for construction of nursing college, extended care building and bridge for their hospitals at Chennai. To be completed in 10 months from May 2005, the scope of work includes 12,400 Cum of excavation, 3,042 Sqm of water proofing, 5,391 Cum of Concrete, 697 t of reinforcement, 9,386 Sqm of flooring, 2,950 Cum of block masonry, 56,000 Sqm of plastering, 19,000 Sqm of painting, 1,820 Sqm of false ceiling and 1,940 Sqm of road work.

Water Supply to 239 coastal / rural habitations in Tamil Nadu

Tamil Nadu Water Supply and Drainage Board has awarded ECC a contract valued at Rs. 47.46 crores for providing water supply to 239 coastal / rural habitations in Pudur, Vilathikulam, Ottapidaram, Kayathar and Kovilpatti unions in Thoothukudi district including maintenance of the scheme for 12 months. The work to be completed in a tight schedule of 12 months involves 3,00,000 Cum of excavation, 6,000 Cum of concreting, 29,000 Sqm of formwork, laying of PSC pipes (600 mm to 350 mm Dia) for 135 Km, PVC pipes (160 mm to 63 mm Dia) for 628 Km, CI pipes (600 mm to 80 mm Dia) for 135 km, AC pipes (250 mm to 150 mm Dia) for 76 km, 900 t of reinforcement, 54 nos. of overhead reservoirs, 42 nos. of underground reservoirs. Panvel Jasai- Jawaharlal Nehru Port Trust Line ECC has bagged a contract valued at Rs.49.47 crores from Rail Vikas

Civil, Structural and Architectural works for 2X125 MW Captive Power Plant, Duburi
Jindal Stainless Limited has awarded ECC a contract valued at Rs. 37.59 crores for executing civil, structural and architectural work for its 2x125 MW capitive power plant at Duburi, Orissa Jaipur. To be completed by December 2006, the major civil and structural works involve 225200 Cum of excavation, 1,00,000 Cum of disposal, 87,000 Cum of backfilling, 38,725 Cum of concrete (PCC&RCC), 3,700 t of rebars, 1,04,100 Sqm of shuttering, 75 t of anchor bolts & inserts, 10,000 t of structural steel, 50 t of MS bolts. The architectural works include 20,000 Sqm of anti-termite

L&T to build 2 MTPA Iron Ore Sinter Plant for Tata Steel
L&T continues to enjoy the trust of Tata Steel. To implement its expansion programme in line with its vision of becoming a 15 million tonne steel company by 2010, Tata Steel has embarked on a 2 million tonnes per annum capacity iron ore sinter plant (Plant No.4) project at Jamshedpur. L&T and its technology partner Outokumpu of Germany have been awarded a contract worth Rs.360 crore to build and erect the plant in 24 months commencing from July 1, 2005. L&Ts share in this project is Rs. 288.65 crore.

54

L&T Concrete Launched in Trichy

fully automated central batching plants and delivery on-site through transit mixers. Technical Solutions L&T Concrete provides concrete solutions for every segment of construction, every complex design and specification, and meets customers' specialized needs and applications. L&T undertakes design and supply of concrete for different applications as required by its customers for major commercial, industrial and infrastructure projects including individual residential homes and apartments. Where projects call for specialised applications, technical staff are deputed to provide comprehensive on-site solutions. In short L&T concrete brings technology to the doorstep of the common man at an affordable price.

30 Cum per hour capacity Ready Mix Concrete Plant at Gundur Village,Trichy L&T inaugurated its 40 ready mix concrete plant in Trichy on June 19, 2005 to produce L&T Concrete for meeting the ever-increasing construction needs of the town including its suburbs. Inaugurating the 30 Cum per hour capacity plant at Gundur village, Sembattu, 3 km off Trichy Airport, Mr. K.V. Rangaswami, Senior Vice President (Operations), L&T, said that this is the 8th plant in Tamil Nadu and the fifth center after Chennai, Coimbatore, Madurai and Tirupur. With this the tally of L&T Concrete RMC plants goes up to 40 and this is the maximum any single company has so far installed in India. In addition, it has a fleet of 340 transit mixers, 3 placer booms including 58 concrete
th

pumps operating in four Metros and 17 major cities across the country. Put together, L&T manufactures and supplies two million Cum of L&T Concrete per annum. With a market share of 32% L&T has emerged the market leader in RMC in India. Mr. Rangaswami said, In the next five years L&T is planning to set up and operate 100 plants all over the country by deeper penetration into the existing market and spreading its wings to other centres. Progressively more plants are being established in Tamil Nadu and the rest of the country. Ready mix concrete is the fastest and most convenient way to pour concrete. Quality is assured from proper selection of the mix design, procurement of quality raw materials, production at

Mr. K.V. Rangaswami inaugurating the office of RMC Trichy. Others seen are Mr. R.Doraiswamy (right), Mr. R. Anbalagan (left)

Agreement Signed with Asahi India

Mr. S.J. Stephen, GM, (System Housing & Indl. Structures), ECC and Mr. P.L. Safaya, Director and CEO, Asahi India Glass signing the agreement for design and construction of a float glass factory by ECC for Asahi India Glass at Roorkee. Looking on are senior ECC-ites Mr. K.V. Rangaswami, Mr. V.B. Gadgil and Mr. K.P. Raghavan among others. The contract is valued at Rs.110 crores.

55

At Global Conference in China

new trends in the building construction industry, highlighted v a r i o u s techniques of conserving water in buildings. R V N Mr. R. Nagalingam elaborated on Green concepts dealing with specialized design of building elements like rain water harvesting systems, use of low-flow water fixtures, on-site water and waste water treatment systems, storm water management, re-use of treated water for flushing and irrigation purposes and use of architectural elements/forms for conserving energy consumed in buildings. Over 1,000 delegates and experts in construction from the world over attended the Expo. RVN's presentation was highly appreciated and showcased the Water and Energy efficient practices followed in L&T.

At Plumbing Seminar rd 3 Year in a Row

Mr. Rajan Venkateswaran presenting his paper at the expo in China Mr. Rajan Venkateswaran (RVN), Chief Architect, and R. Nagalingam (RNL), Architect, both from EDRC, ECC HQ, Chennai, co-authored a Technical paper on Water Efficiency in Buildings and Architectural Design for Energy Efficiency. It was presented by RVN at the International Conference and Expo on Intelligent and Green Building Technology and Sustainable Development held in th th Beijing from 28 to 30 March 2005. The presentations at the Conference, dedicated to advancing/integrating

Mr. S. Virapan, Engineering Manager, Building Utilities Competency Cell, presented a paper at the third Indian Plumbing Conference held at Nehru Centre, Worli, Mumbai on February 26, 2005. His paper dealt with the importance of valves and joints and highlighted the selection and application of new generation pipes and fittings covering the maintenance tips, quoting the systems adopted for Public Health Engineering by L&T in various projects. This is the third year in a row that Mr.Virapan presented a paper at the National Plumbing Seminar.

Components of Rain Water Harvesting - Focus on Quality of Water

Good Governance India Foundation in collaboration with All India Council of Mayors organized a conference 'Municipalika' on City Devolopment and Management Strategies-Problems and Prospects at the 4th International Conference and National Convention of Mayors from 3rd to 5th March 2005 in New Delhi. It was attened by 400 delegates from all over India including eminent Engineers, Architects, Policy makers, Councillors, Academicians, Consultants and Builders of repute. The seminar brought together the best of engineers, policy makers, architects and builders to evolve best city planning practices and to recommend to the Government their implementation. Mr. R. Venkatesa Perumal, Designs Manager (Public Health & Environmental Engineering-EDRC B&F), an invited speaker represented L&T in the seminar and presented an article on the topic Components of

Mr. R. Venkatesa Perumal presenting his paper at the conference Municipalika during March 3rd - 5th, 2005 in New Delhi Rain Water Harvesting with a focus on Quality of Water. His technical article was also published in the proceedings volume. The paper describes various components of rain water harvesting and the techniques of maintaining the quality of the water being harvested. This was highly appreciated by the participants and the audience. The committee also presented him a memento in appreciation of his article and presentation.

56

EDRC engineer co-authors paper selected for US Conference

and Messrs. K. Rama Raju and K. Muthumani, Scientists at Structural Engineering Research Centre, Chennai, and Mr. D.R. Jagadish. An abstract of the paper is given below: The paper demonstrates the usefulness of Fluid Viscous Dampers (FVDs) with toggle bracing mechanism in controlling the vibration of 3-storey steel frame models by comparing their performance with buildings having only diagonally placed FVDs. The optimum distribution of FVDs with toggle bracing mechanism in 3, 9 and 20-storey moment resistant steel framed buildings has been studied. For 3-storey building frame, the placement of FVDs with toggle brace mechanism along the height of the building is found to be effective. For 9 and 20 storey buildings provision of FVDs with toggle bracing mechanism at ground floor level is efficient and they would act as vibration dampers by dissipating energy at ground floor level This results in controlling the vibration levels at higher floors. The FVDs with toggle brace mechanism are found to be more efficient and economical than any other type of placement of FVDs such as chevron and diagonal bracings. The results further suggest that the bracing system proposed in this paper can be effectively used in retrofitting of existing buildings and in performance-based design of new ones subjected to earthquake loads. This study clearly reveals that given a structural scheme, optimum number, location and the capacity utilization of FVDs is essential for achieving desired dynamic response. The Conference provides a forum for presentation of recent advances in various aspects of theories, analysis, experiments and designs related to structural stability and dynamics, advanced materials and computational mechanics. In particular it reflects the state of the art in computational methods, new and advanced materials and engineering applications .

Ms. R. Amuthasheela Ms. R. Amuthasheela, Sr. Engineer EDRC, has done ECC proud. Her project paper (M.E.Thesis) titled Optimum Distribution of Viscous Fluid Dampers in Benchmarked Buildings was selected for presentation in the Third International Conference of Structural Stability and Dynamicsheld at Florida, USA, during 19-22 June 2005. The paper was co-authored by Prof. A. Meher Prasad (Structural Engineering Laboratory, IIT-Madras)

Operation and Maintenance of Effluent Treatment Plant

V.S. Ramana elected Chairman, Public Relations Society of India (PRSI), Chennai Chapter
Mr. V.S Ramana, Head, Corporate Communications, L&T-ECC Division, has been unanimously elected Chairman, Public Relations Society of India (PRSI), Chennai Chapter, at its Annual General Meeting held on June 18, 2005. organisations, the Government sector, public utilities, NGOs, PR consultants, advertising professionals and PR educationists.

Mr. K. Vijay Kumar Mr. K. Vijay Kumar, Asst. Manager, Commissioning, WET-BU, delivered a lecture on Operation and Maintenance of Effluent Treatment Plant at Engineering Staff college of India (ESCI), Hyderabad during April 19-22, 2005 as a part of the training programme onIndustrial Wastewater Treatment - Design, Operation and Maintenance with Reuse and Recycle Options. This is the second lecture in a row that Mr.Vijay Kumar has delivered at the ESCI campus.

It provides a forum for PR professionals to meet, interact and enhance their Mr. V.S Ramana The Chennai Chapter of PRSI professional skills and keep is one of the 27 chapters spread all abreast of emerging concepts and tools over the country. Started 33 years ago, of PR and recognise excellence and the Chapter is considered among the promote PR education. It does this by most active of the regional chapters. organising seminars, workshops and Its membership is largely drawn from other programmes. private and public sector business

57

Kashmere Gate-Central Secretariat section of Delhi Metro inaugurated

salient features of the work were: Use of modern technology which was adopted in the construction of the tunnel under the English channel connecting England and France Underground work in Chawri Bazar, the most crowded business and residential area of Old Delhi The New Austrian Tunneling method and tunnel boring machines used in India for the first time Construction of cut-and-cover tunnel structure of 500 m length When fully operational Delhi Metro would not only provide clean, comfortable and punctual alternative means of transport to the people but also save travel time for the commuters besides reducing pollution and congestion. It has already eliminated the need for adding 1,000 buses to the existing fleet of Delhi Transport Corporation.

Underground tunnel for Delhi Metro The Kashmere Gate-Central Secretariat section of Delhi Metro was inaugurated on July 3, 2005 and thrown open for use by the public. The section has six underground stations and a twin tunnel system. The project is being executed by International Metro Civil Contractors, a joint venture company of L&T. The

Mega reactor erected at Visakha Refinery

A gigantic reactor weighing 475 t was erected at the Visakha Refinery of Hindustan Petroleum Corporation Limited on June 9, 2005. The erection carried out by L&Ts ECC Division, will enable the refinery to produce diesel with ultra low sulphur for meeting the Bharat Stage-II and Euro-III equivalent product. The 35 meter-long reactor with a diameter of 5.8 metres was manufactured and supplied by L&T, Hazira works. The reactor is expected to go on stream in August as part of a Rs. 80 crore revamp project taken up by the Visakha Refinery management. The erection was carried out with a relatively new technique called strand jack system with a tailing gantry and chariot arrangement. HPCLs Executive Director and GM (Projects), who were present during the erection, were extremely happy and appreciated L&Ts planning and engineering ability in executing such a critical feat . The process was monitored through a computer with the latest state-of-the-art technology. The total erection was completed in the Diesel Hydro DeSulphurisation Unit in a record time of 10 hours without affecting the normal operations. 475 t mega reactor being erected

58

HHL Memorial Lecture Series launched

4th of July is the birth anniversary of Mr. Henning Holck-Larsen (HHL), co-founder of India's leading engineering, construction and IT conglomerate L&T. It is two years since HHL, a doyen among industrialists, passed away at the ripe age of 96. His memory, however, lives on in the minds of thousands of past and present employees of this Indian Private Sector navratna, that is L&T, a legacy the legendary HHL has bequeathed to Indians. To commemorate HHL's 98th birth anniversary ECC launched the Henning Holck-Larsen Memorial Lecture Series on July 4, 2005. ECC has in the past hosted lectures and presentations by leaders, industry doyens, experts and professionals (including Dr. A.P.J. Abdul Kalam and Dr. J.J. Irani among others) who have addressed the staff on topics of vital interest. It was desired that henceforth these addresses be brought under the ambit of the Holck-Larsen Memorial Lecture Series. It can start initially as a quarterly initiative and rise to prominence as a public event that could be held once a year. This will hopefully provide long-term learning and enrich the knowledge of the younger generation of L&T-ites. Delivering the first Lecture under the Series at the ECC Convention Centre, Manapakkam, Chennai, Mr. N. Ram, Editor-in-Chief of the Hindu Group of Publications, spoke on Some Challenges before India. The event was well attended by L&T veterans, media and staff of ECC. Mr. K. V. Rangaswami Member of the Board and Sr. Vice President (Operations) taking Mr. N. Ram, Editor-in-Chief of The Hindu, around HHL Centre and briefing him on the display Mr. K.V. Rangaswami, Member of the board and Senior Vice-President (Operations), L&T, said the launch of the lecture series was a befitting tribute to the late Mr. Holck-Larsen in the centenary year of the other founder, late Mr. S.K. Toubro. We carry here excerpts from the media report on the address by Mr. Ram: With coalition governments set to become a permanent feature, especially at the Centre, the most important challenge before the country is to ensure socio-political stability as stability was essential since governments had a huge role to play in shaping policy. Corruption "remains a chronic problem for India" and poses a major threat to political health and stability of the country. There is a need for measures to tackle this problem, particularly by laying emphasis on good practices. Communalism is another threat to the country's stability. Despite having a secular Constitution, the country faces communal conflicts, which should not be allowed. Similarly, stability is also under pressure due to separatist movements. The other challenges facing the country include measures to ensure social justice, gender equality and popularising education in rural areas. A reality check is necessary for all these issues. Such a reality check has become necessary as there is a need to establish vital linkages bridging the divide between those dependent on the predominant agrarian economy and those in the upcoming services sector. The emphasis should be on manufacturing and job creation. "Let us not make a fetish of the new economy, as otherwise the country will not be able to catch up with other nations without taking measures for broad based growth. The late Mr. Henning Holck-Larsen, who co-founded L&T, contributed to modernisation and development of India and was a professional of integrity and meticulousness.

Mr. N. Ram delivering the first Henning Holck-Larsen Memorial Lecture at ECC Convention Centre on July 4, 2005 59

L&T - India's Most Admired Construction Company

Quality work, an excellent performance and strong bullish prospects helped Larsen & Toubro notch up the No.1 position as India's Most Admired Construction Company in the Construction World 2005 survey. Construction World is a premier construction magazine that speaks for the construction industry and chronicles its milestones and landmarks. The 'most admired' tag arises out of a number of factors including the track record of a company, consistency of operations, the relationship that it maintains with various stakeholders, growth achieved, quality of manpower, skill-sets and technological superiority, focus on human resources development, extent of diversification of operations, financial stability and management quality. Since the survey was on construction companies, the focus also included execution strengths and engineering procurement & construction (EPC) capabilities. In addition the survey focussed on key areas such as flexibility and ability to adapt to change quickly and tackle market realities. The survey findings revealed L&T's strengths as: Moves aggressively to capitalise on track record and scale up order-book; well-placed to ride the construction boom in the West Asian region; able to win orders at competitive rates in bidding without sacrificing profitability. Construction World's in-house team of researchers sent out forms to readers across 49 cities in over 14 states and analysed and interpreted the responses in a methodical way. Respondents were asked to name and rate the top 10 companies on eight parameters: Brand Value, Corporate Governance, Social Responsibility, Eco-friendly and Customer-friendly Policies, Employee Benefits and Welfare, Consistent Growth, Transparency in Dealings, Quality & Reliability. Printed by Srusti A & C, # 37, Venkataramana Colony, Khairatabad. Hyderabad-500004. Mobile : 98850 91119. Edited by Mr. V.S. Ramana for Larsen & Toubro Limited-ECC Division, from ECC-HQ., Manapakkam, Chennai-600 089. The views expressed in this magazine are not necessarily those of the management of Larsen & Toubro Limited. The contents of this magazine should not be reproduced without the written permission of the Editor. Not for sale-only for circulation among the employees, business associates and customers of ECC-L&T s Construction Division. peaking on the factors which have built brand value for L&T, Mr. K.V. Rangaswami, Member of the Board and Sr. Vice President (Operations), L&T, said, There are four factors that drive us: customer focus and our ability to identify with the customer's needs, quality in construction, excellence in corporate governance and quick response time on projects. Factors like parameter scores, parameter weights and number of votes were used to arrive at the final scores, which ultimately decided the ratings. The survey indicated that most of the top 10 companies have, at some point or the other, tied up with foreign companies or institutions to propel themselves into the

big league or introduce new technologies in the building process. In a nutshell the survey indicated that to be successful, companies should: Define a clear vision and hand over roles and responsibilities to people while ensuring they meet deadlines and work diligently Bring in superior corporate governance Adhere to the social responsibilities expected of a company Ensure employee orientation Ensure the interest of minority shareholders Offer value to customers Develop core competence in their field of work