STAC Report Of Road - Pune Municipal Corporation [PDF]

3.1 Investigation Design of Pavements. 3.2 Existing Practices of Overlaying Flexible Pavement ..... trenches undertaken

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Idea Transcript


INDEX Name of Chapter

No

Page No.

1

Introduction

01

2

Present Position and Problems 2.1 Roads 2.2 Organization and Work Load 2.3 Monsoon Condition 2.4 Problems

05

3

13 Investigation Design & Estimation 3.1 Investigation Design of Pavements 3.2 Existing Practices of Overlaying Flexible Pavement 3.3 Present Practice of Sealing of Flexible Pavement of Existing Roads (Pre Monsoon Maintenance Works) 3.4 Present Practice of Construction of Cement /Concrete Pavement 3.5 Present Practice of Construction of Cement /Concrete Pavement on Top of Flexible Pavement. 3.6 Reinstatement of Trenches 3.7 Repair of Pot-Holes 3.8 Present Practice of Estimate Preparation and Approval 3.9 Suggested Approach For Investigations, Design and Construction of New Pavement. 3.10 Design and Drawings 3.11 Preparation of Estimates and Tender Details 3.12 Suggested Investigation For The Design Estimation and Construction of Flexible Pavement 3.13 Design and Drawing 3.14 Preparation of Estimates and Tender Details 3.15 Need For Preparation of Road-Wise Estimates and Drawings: 3.16 Recommendations

4

Specifications 4.1 Introduction 4.2 Present Practices 4.3 Deficiency In Existing Specifications 4.4 Selection of Materials, Methodology & Equipments 4.5 Equipments 4.6 Materials and Source 4.7 Shoulders 4.8 Camber Correction/Profile Correction 4.9 Road Markings and Furniture 4.10 Equipments 4.11 Recommendations

27

5

Procurement 5.1 Procurement System 5.2 Size of Tender Package 5.3 Registration of Bidders 5.4 Qualification of Bidders 5.5 Two Envelope online System of PMC For Road Works 5.6 Recommendations

33

6

Guidelines For Choice of Pavement Type 6.1 Road Pavements 6.2 Flexible Pavement 6.3 Rigid Pavements.

45

6.4 6.5 6.6 6.7

UTWT/TWT Pavements Road Intersections Footpaths Recommendations

7

Quality Control In Construction 7.1 Definitions and Need For Quality Control 7.2 Present System of Quality Control 7.3 Quality Assurance 7.4 Quality Control Laboratory and Equipments 7.5 Specified Tests on Materials 7.6 Tests on Construction Specifications 7.7 Record of Quality Control Data 7.8 Method Statement 7.9 Inspection Pro-Forma 7.10 Test Results 7.11 Daily Diary of Work 7.12 Non-Conformity Records 7.13 Quality Audit 7.14 Traffic Diversions and Other Disturbances 7.15 Recommendations

49

8

Construction Work 8.1 Co-Ordination 8.2 Supervision Arrangement 8.3 Traffic Diversion During Construction Work 8.4 Working During Monsoon/Rainy Season 8.5 System of Checking and Certification 8.6 As-Built Drawings and Taking Over on Completion of The Road Works 8.7 Detailed Construction Methodology 8.8 Recommendations

57

9

New Materials and Techniques 9.1 Need of New Materials 9.2 Bituminous Materials 9.3 Use of Cubical Aggregates 9.4 Recycling of Bituminous Pavements 9.5 Stone Matrix Asphalt 9.6 Porous Asphalt 9.7 Warm Mix Asphalt 9.8 Geo Synthetics 9.9 Concrete Overlay 9.10 Materials For Special Applications 9.11 Quality Control For New Materials 9.12 Recommendations

63

Standard Documents and Manuals 10.1 Need 10.2 Standard Bid Document (SBD) 10.3 Standard Specifications 10.4 Quality Assurance Manual 10.5 Maintenance Manual 10.6 Pocket Book of Specification 10.7 Training Manual 10.8 Check List 10.9 Work Manual 10.10 Road Safety

73

Pavement Performance Evaluations 11.1 Present Practice By PMC

77

10

11

11.2 Importance of Pavement Evaluations 11.3 Methodology of Performance Evaluations 11.4 Intervention Criteria 11.5 Pavement Performance Evaluations 11.6 Performance Evaluation For New Materials and Techniques 11.7 Recommendations 12

13

14

Underground Utilities 12.1 Introduction 12.2 Present 12.3 Shortcoming and Problems In Present System and Likely Solutions 12.4 Trenchless Technology 12.5 Recommendations Storm Water Drainage Aspect 13.1 Introduction 13.2 Present Drainage System 13.3 Shorts Falls In The System 13.4 Recommendations Flooding Problem 14.1 The Problem 14.2 Present Status 14.3 Necessary Measures 14.4 Co-ordination With Road Department 14.5 Recommendations

15

Co-Ordination 15.1 Present Practice of Construction of Roads 15.2 Present Practice of Maintenance of Roads 15.3 Supervision and Records 15.4 Underground Utilities 15.5 Flooding 15.6 Coordination With Internal and External Utilities 15.7 Coordination With Public 15.8 Other Coordination Activities 15.9 Coordination With Other Road Agencies 15.10 Private Layouts 15.11 Land Acquisition Issues 15.12 Coordination With Agencies Working For Upliftment of Level of Service Relating To Roads 15.13 Recommendations

16

Work Zone Traffic Management 16.1 General 16.2 Present Status of Traffic Management For Road Works 16.3 Components of Temporary Traffic Control Zones For Road Works 16.4 Work Zone Traffic Control Strategies 16.5 Impact Analysis of The Work Zone Traffic Control Strategy 16.6 Traffic Control Device Used In Temporary Traffic Control Zones 16.7 Pedestrian Safety 16.8 Worker Safety 16.9 Hand Signalling Control/Flagger Operations For Shared Right-of-Way Strategy 16.10 Implementation of Road Works TMP By PMC

89

95

103

107

113

17

Maintenance of Roads 17.1 Present System 17.2 Road Inventory 17.3 Area Wise Responsibility 17.4 Proper Inspection 17.5 Maintenance Strategies 17.6 Maintenance Manual and Norms 17.7 Defect Liability and Maintenance 17.8 Estimate For Maintenance 17.9 Pavement Maintenance Management Systems (PMMS) 17.10 Maintenance By Contract 17.11 Pot Holes Repair 17.12 Filling of Potholes During Rains 17.13 Treatment Around Manholes 17.14 Trench Filling 17.15 Vegetation 17.16 Street Names/Signage 17.17 Monitoring

18

Organization and Workload 18.1 Present Organizational Set-Up 18.2 Norms For Staff Requirements 18.3 Delegation of Powers 18.4 Regular Works and Projects 18.5 Adequate Financial Provision For Works

19

Training 19.1 19.2 19.3

20

21

Present Position Recommendations General

Outsourcing 20.1 Necessity 20.2 Survey, Investigation, Design and Estimate 20.3 Construction / Quality Consultants 20.4 Quality Audit 20.5 Drafting of Standard Documents and Manuals 20.6 Performance Evaluation 20.7 Training 20.8 Special Problems 20.9 Maintenance By Contract 20.10 Computerizing Basic Data In Roads

125

137

145

151

Miscellaneous 21.1 Professional Examination 21.2 Membership of Professional Bodies 21.3 Awards

155

Summary of Recommendations

157

References

171

Abbreviations

174

CHAPTER 1 INTRODUCTION

The roads in Pune city witnessed major deterioration and pothole formation during the 2005-2006 seasons. The condition of the road was worsened during the monsoon season and the roads were ridden with potholes which lead to a lot of hardship to the commuters and vehicles in the city. The Municipal Corporation received a lot of criticism from the media, general public and elected representatives for the poor condition of road network. Subsequently, a Public Interest Litigation No 111 of 2006 was filed by NGO against Pune Municipal Corporation for the poor condition of the roads in the city. The Hon. High Court directed the Pune Municipal Corporation to constitute a technical advisory committee of experts in the field of road engineering and construction in order to advise the PMC in matters relating road design, construction, quality aspects, specifications, maintenance management etc. In accordance to the directives of the Hon. High Court, the STAC committee was constituted by PMC vide Municipal Commissioner Office Order No 67 dated 7/05/2007. Shri. M.V Patil, Former Secretary Maharashtra State PWD was appointed as chairman of the committee. The committee consisted of the following members 1. Er. M V Patil 2. Dr Sunil Bose 3. Dr R K Jain 4. 5. 6. 7. 8. 9.

Er. G.B. Jadhav Er. R.P. Thanedar Smt. Mary Kerkatta Er. Prashant Waghmare Er. Vivek Kharwadkar Er. Shrinivas Bonala

Former Secretary, Maharashtra State PWD, Deputy Director, CRRI, Dew Delhi Head of Civil Engg. Dept, D.Y. Patil College of Engg. Former Chief Engr, PWD Maharashtra Professor, College of Engg, Pune Addl. Municipal Commissioner, PMC City Engineer, PMC Addl. City Engineer, Roads PMC Addl. City Engineer, Projects PMC

The terms of reference of the committee were as follows. 1. To review the present practices of design, construction, consultancy services and maintenance of roads under PMC, including standard documents, procurement procedures, registration of contractors and schedule of rates and suggest improvements. 2. To study organizational and management aspects of roads under PMC and suggest measures for improvement 3. To suggest technical measures of improving quality of design, specifications and construction of roads and their proper upkeep. 4. To advise on proper maintenance management systems for roads. 5. To advice on any specific problem referred to the committee by Municipal Commissioner/ Additional Municipal Commissioner. The first meeting of STAC was conducted on 1/9/2007. The committee during this meeting co-opted Shri P.L. Bongirwar, Former Principal Secretary, PWD, 1

Maharashtra as a member of STAC for his overall huge experience and expertise in road design and construction technology. Thereafter, 07 (seven) meetings of the STAC were conducted until May 2009 during which the various issues related to the planning, design, construction, quality control, material specifications, tendering and maintenance management were discussed. The committee also met with the field Engineers of the PMC, the road contractors and consultants to review the problem areas in the system. A number of site visits to the road works of PMC were done by the STAC members. During the course of meetings between 2007-2009, Shri G.B.Jadhav submitted his resignation from the committee in 2009 and Shri V.A Kelkar and Shri S.N Mane were appointed as members of the STAC in accordance to the Hon High Court directives. Shri M V Patil submitted his resignation as the Chairman of STAC in March 2009 and thereafter, the meetings of the STAC were discontinued between 2009 to 2012 after the 7th meeting of STAC held in March 2009. The STAC was revived in August 2012 under the Chairmanship of Shri A.B. Pawar, Former Secretary, PWD, Maharashtra & Past President, Indian Roads Congress, Past President, Indian Buildings Congress and the work was commenced from 14/08/2012. The members of the committee after revival were as follows 1. Er. A.B. Pawar

2. Er. P.L. Bongirwar 3. Dr P. K Jain

4. Dr R. K Jain 5. Er. R.P. Thanedar 6. Er. V.A.Kelkar 7. Er. S.N Mane 8. Er. Prashant Waghmare 9. Er. Pramod Nirbhavane 10. Er. Vivek Kharwadkar 11. Er. Shrinivas Bonala

Former Secretary, PWD, Maharashtra & Past President, Indian Roads Congress, Past President, Indian Buildings Congress Former Principal Secretary, Maharashtra State PWD. Chief Scientist & Head Flexible Pavements Division, CSIR- Central Road Research Institute, New Delhi. Principal, Pad. D.Y. Patil Institute of Engg & Technology, Pimpri-18 Professor, College of Engg, Pune Former CE, NBCC and Faculty, NICMAR Pune AVSM, VSM, Former Addl. DG, Border Roads Organisation City Engineer, PMC Addl. City Engineer, Roads PMC Addl. City Engineer, BP, PMC Addl. City Engineer, Projects PMC

Er. Vikas Thakar, Road Consultant, Pune was co-opted as a member of the STAC during the meeting of May 2012 for his expertise in road design and construction technology and modern methods. Under the chairmanship of Er. A.B Pawar, 13 (Thirteen) meetings were conducted between September 2012 and August 2013. During these meetings the STAC undertook the work of framing a policy for road works of PMC in the form of a report of STAC for Pune Municipal Corporation.

2

The following suggestions were received during the course of the STAC meeting held between 2007 and 2009 and subsequently between 2012 -2013 which are addressed in the relevant chapters of STAC report. 1. Conducting regular training of PMC staff and other stakeholders on various topics related to road design, construction and maintenance management along with other required topics. 2. Undertaking initiatives, reward system for staff motivation for good work and performance 3. Implementation of information technology in the road work monitoring. 4. Implementation of new technologies like Micro surfacing, recycling, white topping, SMA, soil stabilization, trenchless technology, CLSM material, cold mix technology for potholes etc. 5. Improvements in specifications, project planning and design activities, project management consultancy services, third party audit etc. 6. Procurement of advanced testing equipment through local Engineering colleges and using for PMC works augmentation of PMC material test laboratories. 7. Establishment of a Planning Cell in PMC Road Department. 8. Preparation of ready reference pocketbooks for PMC Engineers covering technical aspects of road work. Based on the discussions during the meetings and suggestions received from the members the various topics are addressed in separate chapters of the STAC report. The report of STAC Committee of Municipal Corporation of Greater Mumbai (MCGM) was available for reference to the STAC of Pune. The STAC report of MCGM on Roads is used as a guide document for preparation of the Pune STAC report on roads. The STAC shall review the implementation of the recommendations made in the STAC report of Pune through regular meetings of the STAC proposed to be held henceforth. It is also proposed to prepare a list of short term (to be implemented before next monsoon), medium term (2-3 years time frame) and long term (5 years) goals of PMC based on the recommendations made in this report. The STAC shall endeavour to bring a change in the mind-set of the PMC staff, consultants and contractors so as to achieve a long term improvement in the overall system of PMC in an attempt to provide better roads to the citizens of Pune city.

3

4

CHAPTER 2 PRESENT POSITION AND PROBLEMS

2.1 ROADS 2.1.1 Ownership and Maintenance Roads in Pune are owned and maintained by different organizations as under: (a)

PMC Majority of roads in Pune belong to PMC and their widths are as per D.P. sanctioned by Government of Maharashtra which are 9m, 12m, 15m, 18m, 20m, 24m, 30m, 36m, 45m, 60m & 84m wide as per requirement anticipated. Considering present development as also Transfer of Development Rights (T.D.R.) utilization, road width is revised from time to time in accordance with requirement from traffic point of view under Section 210 of BPMC Act and new roads are sanctioned by the Municipal Corporation under Section 205 of BPMC Act. In some parts of the City there are Town Planning Schemes wherein widths of 9m, 12m, and 15m, etc. are prescribed. In such cases also the road width can be revised as per traffic requirement.

(b)

MHADA MHADA has developed many housing colonies in city area and more prominently in suburban areas. D.P. roads within MHADA layout, which are handed over to Corporation, are maintained by PMC. However, internal roads are required to be maintained by MHADA only.

(c)

PWD Government colonies, university campus, Government office premises are maintained by PWD but some urban links belonging to PWD like, Pune Solapur Road, Saswad Road, Mula Road, Pune Mumbai Road, Katraj Kondhwa Road, Pune Satara Road etc are maintained by PMC.

(d)

NHAI Westerly by pass from Dehu road to Katraj is constructed and maintained by NHAI.

(e)

Other Government Organizations Cantonment Board, Pune and Khadki, Defence estates roads coming under the jurisdiction of the concerned boards and defence land are developed and maintained by them.

5

(f)

Private Layout Roads There are many private layouts developed by the developers. D.P. roads within layout are handed over to and maintained by Corporation. However, internal roads of private layout are to be maintained by the owners / societies. It is the responsibility of those societies towards providing/upgrading all infrastructural amenities.

(g)

Roads on Private Land A passage of private road is demarcated and acquired under Section 205 of Maharashtra Mahanagarpalika Act 1949, for creating links between two major roads, which are constructed and maintained by PMC. Roads which are not in the DP but being used by the public for access over the years are developed and maintained by PMC (VAHIVATICHE RASTE). 2.1.2 Type of Roads: Majority of the roads in PMC are bituminous roads. Cement Concrete roads are also being constructed in many areas of PMC. Corporation has started major concreting program with effect from 1997. Major Roads have been taken up for concretization for providing relief to vehicular traffic. The new DP Roads in fringe areas are also being developed as concrete roads by PMC. Since last 7 to 8 years, Corporation has started providing interlocking paver blocks, mastic asphalt at junctions that showed chronic pavement failure problems along road stretches, side shoulders of CC road and on footpaths. This has given substantial relief to vehicular traffic and pedestrians. For any future utility works, these paver blocks can be removed and re-fixed. 2.1.3 Length There is no systematic updating of the road length being taken over from time to time by Corporation. As per the details worked out earlier, the road length of various widths is approximately 2100 km. Width (m)

Length (km) Undeveloped

Length (km ) Developed

upto 7.5

8.80

425.20

9

30.39

331.58

12

83.82

335.28

15

10.80

43.20

18

94.37

15.48

20

14.10

56.40

24

80.17

80.57

30

49.63

60.34 6

2.2

36

15.92

63.68

40

3.50

14.00

42

1.10

4.40

45

0.50

2.00

60

18.90

75.60

Sub Total km

412.0

1652.73

Total

2065 Km (as on March 2013)

ORGANIZATION AND WORK LOAD The road works are undertaken by four departments within Corporation as shown below: 1) Main Road Department 2) JNNURM Cell 3) Traffic Department 4) 15 Nos. Ward Offices (a) Main Road Department Main Department is headed by Addl. C.E. and assisted by one Superintending Engineer, Four Executive Engineers, Eight Deputy Engineers and Twenty Eight Sectional/Junior Engineers. This Department undertakes the construction and maintenance of all roads above 12 m. It also undertakes the work of construction and maintenance of culverts and ROBs in the city. (b) Traffic Department This is managed by Addl. C.E. and is assisted by One Executive Engineer, Three Deputy Engineers, Six Sectional/Junior Engineers (Civil) and one Junior Engineer (Electrical). This department carries out work of providing traffic amenities like concrete dividers, road reflective studs, road markings, pedestrian crossings, lane marking, installation and maintenance of traffic signals, construction of subways, foot over bridges etc. This Cell also undertakes some major projects (bridges/ flyovers etc) through Municipal budget. (c) JNNURM Cell This cell is established for execution and maintenance of works which are approved under JNNURM funds by Govt of India. It is managed by a Technical Director and assisted by two Executive Engineers and Nine Junior Engineers. This Cell also undertakes some major projects (bridges/ flyovers etc) through Municipal budget.

7

(d) Ward Office Various Ward Offices (15 Nos.) are looking after maintenance of roads below 12 m width, with footpath along the roads, reinstatement of trenches and attending to pot hole filing on roads during fair season within their jurisdiction. These works are supervised by Prabhag Adhikari (Sectional/Junior Engineer), and Deputy Engineer of concerned Ward office under the guidance of Executive Engineer posted for each Zone (Total 4 Nos. Zones). Agency for trench reinstatement is fixed by the Ward office by inviting tenders. For emergency patch-work, various materials including bitumen emulsion is supplied to the Wards Offices and for regular filling of potholes, asphalt mixes are supplied by Municipal hot mix plant under the control of Central Main road department. Roller and departmental labour are available with the Ward Offices to tackle these works. The cross cuts and trenches undertaken by internal utilities of the Corporation for laying water mains, sewer lines, storm water network, etc. are reinstated by ward office for roads below 12 m width and by main road department for roads above 12 m width. Expenditure for reinstatement is met with from the budget made available by the concerned department and a budgetary provision is made in the annual budget for respective financial year for reinstatement work which is up to Rs. 3 to 4 crore. A budgetary provision of Rs. 25 to 50 lakhs is made for each ward office for reinstatement work. 2.3

MONSOON CONDITION With onset of monsoon, development of potholes starts at various locations in the city. During rains, these potholes are attended with emulsion etc. and during available dry spell, same are attended with asphaltic mix. However, there is always continuous spell of the rain during monsoon during which significant work cannot be done. This causes inconvenience to road users and creates traffic congestion resulting into severe criticism by public, press, media and elected representatives. Many times potholes are required to be attended repeatedly, due to erratic rain conditions. Though potholes are being attended during monsoon, it is necessary to tackle the cause of formation of pot-holes and minimize such occurrence. Some main reasons for potholes occurrence are as under: (a) Trenching During fair season, trenches are taken for various internal utility works and also by external utility agencies, which are around 25 Nos. in PMC area. However, with the requirement of high power and optical fibre network, Govt. has given permission to many agencies to provide their planned work and repair cable faults. The trenches are excavated by these utilities which continue their work till April. The work of reinstatement of these trenches is carried out by Main Road Department from the time the excavation is completed by the utilities upto 15th May. Since monsoon normally sets in from 7th June, these works are carried our hurriedly and there is no proper compaction of the backfilled earth or of the road crust. This results in settlement, damage to the trench and development of potholes with onset of monsoon. Corporation faces severe criticism for such hurriedly carried out 8

reinstatement and the resultant damage thereon. (b) Leakage Some of the water mains in the city are laid many years back and there is frequent leakage at various locations from all these water mains. These leakages are not initially visible on the surface and create cavity below the road surface and damages the road foundation. With onset of monsoon, potholes develop at such locations. (c) Stagnation In city area, there is network of underground storm water drain with water entrances along the edges of the footpath. Before monsoon, these drains are cleaned so that network functions properly during monsoon. Shopkeepers and encroachments cover some of these drains without providing adequate entry for rainwater. Dumping of garbage and choking of drains is the usual phenomenon on these drains in some area. During heavy rains, these drains some time do not function effectively resulting in stagnation of water and damage to the road. (d) Subgrade and Pavement Drainage The drainage layer underneath the road crust is not in existence at many locations. Due to leakages/seepage, water under road crust remains stagnant which in absence of drainage layers and with passage of time damages road foundation and then its surface. 2.4

PROBLEMS (a) Planning Considering huge network of roads in Pune, a systematic planning is required for its periodic improvement and overlays at regular interval. However, Road Dept. does not have any separate planning cell. Site staff undertaking work execution is also required to undertake planning for the work. There is no systematic record of work carried out in the past. As a result, works are planned in ad-hoc manner each year on the basis of visual inspection of condition of the road and complaints / suggestions received i.e. with fire fighting approach. Due to shortage of staff and heavy workload, sufficient thought is not given to planning. If separate planning cell is formed, the work can be taken up in a phased manner, necessary investigation can be carried out before proposing road treatment and proper line of action in all areas can be worked out. For any important meetings at higher level or at Govt. level, necessary data and relevant information can be furnished by planning cell. Hence, it is felt necessary to have a separate planning cell as also to augment the staff in accordance with the requirement. It is also required to define a staffing pattern in the existing Road Department, Ward Offices (technical/ non-technical staff etc) and also for establishment of any new division/ cell within the Road department of PMC. (b) Organization At present One Addl. C.E. One Superintending Engineer, Four Executive Engineers, Eight Deputy Engineers and Twenty Eight Sectional/Junior Engineers for main road department are available. The 9

budgeted works of Rs. 25 lakhs and above are undertaken by the Main Road Department. For Ward Level works, for each Prabhag, one Prabhag Adhikari under Deputy Engineer, Executive Engineer and Assistant Municipal Commissioner under Zonal Commissioner (Deputy Commissioner of Zone) are available. This structure is same for all 15 ward offices. The Prabhag Adhikari undertakes all types of civil works (road, slum, building, sewer etc) in the concerned prabhag. ORGANIZATION CHART FOR WARD OFFICE Deputy Municipal Commissioner (Zone)

Assistant Municipal Commissioner

Executive Engineer (only for Zone)

2 No Deputy Engineer & 4-6 Sectional/ Junior Engineers

ORGANIZATION CHART FOR MAIN ROAD DEPARTMENT

Additional City Engineer Roads

Superintending Engineer

Executive Engineer 1

Superintending Engineer

Executive Engineer 2

Executive Engineer 3

Executive Engineer 4

Deputy Engineer, 3 Nos Sectional / Junior Engineer

Deputy Engineer, 3 Nos Sectional / Junior Engineer

Deputy Engineer, 3 Nos Sectional / Junior Engineer

Deputy Engineer, 3 Nos Sectional / Junior Engineer

Deputy Engineer, 3 Nos Sectional / Junior Engineer

Deputy Engineer, 3 Nos Sectional / Junior Engineer

Deputy Engineer, 3 Nos Sectional / Junior Engineer

Deputy Engineer, 3 Nos Sectional / Junior Engineer

Hotmix Plan, Machinery & Staff

10

(c) Supervision After the tenders are invited, lowest tenderer is recommended as per the prevailing policy. On account of the competition, the percentage quoted by the lowest tenderer for road works are usually below the estimated project cost. To get the work done at such competitive rate, strict and intensive day to day supervision and control over physical progress is necessary. However, as mentioned earlier there is shortage of staff. Sometimes, site in-charge on a work has to be asked to look after another work also. Besides, there is no dedicated or core staffs retained in the Dept. Transfers take place after completion of three years and new staff may not have experience of Road Dept. and it would require sometime for the new staff to get acquainted with the working and with the technical aspects of the Road. (d) Traffic Congestion During execution of roadwork, traffic is required to be diverted / monitored as per site condition. Due to existence of encroachments and high density of vehicles and pedestrians on roads, lot of disturbance and inconvenience is caused during the execution of works and also in smooth movement of traffic in work zone. On sites where footpath is encroached, pedestrians have to suffer more. It is not possible to divert the traffic for an extended period (more than 1-2 hours) for BT roads and also for concrete roads which does not allow the material proper curing / setting time and affects the performance and quality of work. (e) Budgetary constraints The budget available for a particular road is not necessarily based on the technical estimate requirement for that road (cost of project). Hence it is not possible to undertake full development of a particular road as per the standard specifications within a particular budgeted provision.

11

12

CHAPTER 3

INVESTIGATIONS, DESIGN AND ESTIMATIONS 3.1

INVESTIGATION AND DESIGN OF PAVEMENTS

3.1.1 Present Practice for Design of Flexible Pavements Investigations are generally not carried out in respect of existing roads for soil condition, traffic volumes and axle load spectrum. The present practices followed by PMC are described below: 1. The flexible pavement roads in PMC are constructed using the specification of manual work like use of oversize metal, WBM and bituminous premix carpet etc. 2. During the last 6 to 7 years, PMC has switched over to mechanised mode of construction using crushed and mixed materials like GSB, WMM and bituminous mix prepared by Batch Mix Plant. 3. The new flexible pavements in PMC area designed and constructed in the widened portion of existing roads taking help from consultants appointed on the panel of PMC. 4. In case of major projects, consultants are engaged for the investigations and preparation of Detailed Project Report (DPR) including the design details and drawings. 5. Essential information of soil, materials, drainage conditions and traffic data are made available to take appropriate decisions on the design requirement of the drainage system and the pavement. 6. The standard design based on selected CBR value of sub grade soil is being adopted for all flexible pavement roads. 7. A minimum CBR value of 7% of sub grade soil is normally adopted in design for widening of the roads at all the locations. The pavement crust composition adopted in this standard design for all the roads subjected to bus traffic are 300 mm murum, 300mm oversize stone metal, 150 mm size stone metal,50 mm Grout, 50 to 75 mm Bituminous Macadam followed by 25 to 40 mm Bituminous Concrete.

13

3.1.2 Design of Pavement for New Roads 1. For new roads and widening work, CBR method is followed using laboratory CBR values of the sub grade soil. 2. Minimum CBR required for design is 7 to 10% which is obtained by either lime or cement stabilization or by using 150 mm of good earth, if the local soil is deficient in CBR. 3. CBR design curve ‘G’ (old IRC: 37) is used for highest traffic of 4500 CVPD (Commercial Vehicles per Day) uniformly with 7 to 10% CBR for the determination of the crust thickness. 4. Over the stabilized sub grade or otherwise prepared sub grade, a sub base of 300mm murum, 150 mm Over size metal layer, 75mm normal size metal layer and 50mm Grouting is provided with bituminous concrete as wearing coat (For new roads, 300mm GSB and 250mm WMM is used). 5. For major roads and bus lanes, 300mm murum, 300mm Over size metal layer, 150mm normal size metal layer and 50mm grout is provided with bituminous concrete as wearing coat (For new roads, 300mm GSB, 250mm WMM is used) 6. A bituminous binder course is provided over the WBM or WMM base course as 75 or 50 mm thick Bituminous Macadam for major roads and bus lanes, while 50mm Bituminous Macadam is used for minor roads. 7. A wearing coat of 40 mm Bituminous Concrete is used for major roads and bus lanes, while 25 mm thick Bituminous Concrete is used for other roads. 3.1.3 Construction of New Roads For construction of new roads, following procedure in adopted. 1. 300 mm compacted thickness of Granular Sub Base (GSB) course of specified materials is laid in two layers. 2. 250 mm thick compacted thickness of Wet Mix Macadam (WMM) course of specified materials is laid in two layers. 3. Bituminous binder course consisting of 50-75 mm compacted thickness of Bituminous Macadam is laid. 4. Bituminous Surface/Wearing coat consisting of 25 to 40 mm thick Bituminous Concrete is provided. 5. A standard design that is being adopted is used for new minor roads consisting of sub grade of 7 to 10% CBR value followed by 200 mm compacted thickness of GSB, 150 mm compacted thickness of WMM/WBM layer, 50 mm thick binder course of BM layer and 25mm thick Bituminous Concrete as the surface course. 6. A general set of drawings showing the standard cross section and the pavement layers for all the minor roads in the city have been prepared and these are supplied to the contractor for implementation. Therefore, it is obvious that the design and specifications to be adopted for the pavement and road drainage system should be site specific depending upon the design parameters relevant to the road stretch/sites which depend upon the design parameters relevant to the stretch/site, which include the topographic details and drainage conditions, type of sub grade soil and 14

GSB materials used, traffic loading etc. This practice has several drawbacks as the provisions made for the road drainage system; choice of pavement layer materials and their thickness are not based on the actual design requirements for the particular road stretch. There are drawbacks with the suggested pavements layers and materials. Further, the drawings supplied to the contractors (both for bidding as well as for execution of work) are not specific to the site or for the road stretch under consideration. 3.1.4 Recommendations for Design and Construction of New Roads For construction of roads with flexible pavement, following is recommended. 1. Design of pavement shall be done in accordance to IRC: 37: 2012 Guidelines. 2. The actual traffic data shall be collected for roads with width above 18 m. 3. Samples of soil shall be collected and tested for laboratory CBR of moulded specimen at MDD (Modified Proctor for major roads and or given proctor for street pavements) and OMC (modified proctor for major roads and proctor for street pavements) soaked for four days. 4. In case CBR is below 3%, further treatment may be done as per provisions of IRC: 37. In case, CBR is 3% or above, the design shall be done as per code without any treatment to sub grade. 5. The following general specification is suggested for design of new roads. 6. In case of granular base course, crusher Run Macadam Conforming to MoRTH specification 5th Edition may also be used. 7. The binder shall be VG-10 for roads subjected to 2 msa traffic, VG-30 for the roads subjected upto 30 msa traffic. For roads with traffic above 30 msa, PMB-70 may be preferred for wearing course to ensure better durability of the wearing course. If VG-10 is not available, then only VG30 or PMB-70 may be used. Soil CBR (%) 3

5

7

10

Traffic (msa)

GSB

2 5 10 20 2 5 10 20 2 5 10 20 2

335 335 380 350 215 250 300 300 150 180 230 230 150

Pavement Composition WMM DBM 225 250 250 250 225 250 250 250 225 250 250 250 225

75 75 90 120 75 100 70 100 75 75 60 90 75

BC/SMA Microsurfacing Microsurfacing 40 40 Microsurfacing Microsurfacing 40 40 Microsurfacing Microsurfacing 40 40 Microsurfacing 15

Soil CBR (%)

15

Traffic (msa)

GSB

5 10 20 2 5 10 20

150 200 200 100 150 200 200

Pavement Composition WMM DBM 250 250 250 250 250 250 250

75 50 80 75 75 50 60

BC/SMA Microsurfacing 40 40 Microsurfacing Microsurfacing 40 40

Note: (1) The concept of effective CBR should be used for determining CBR value as per IRC: 37-2012. So CBR values referred here are effective CBR values. GSB: Granular Sub base; WMM: Wet Mix Macadam, DBM: Dense Bituminous Macadam BC: Bitumens Concrete, SMA: Stone Matrix Asphalt MS: Microsurfacing 3.2

EXISTING PRACTICES OF OVERLAYING FLEXIBLE PAVEMENT

3.2.1

Presently Investigations are not done to evaluate (a) structural and functional conditions of the road pavements (b) relevant traffic data collection (c) condition and deficiencies in the road drainage system (d) causes of distress in road pavements (e) Normally, subjective assessment is carried out regarding the extent of pavement condition. The type and method of constructing the overlay has been same as for major roads and other minor roads in city area and those based on whether the finished road surface level is to be maintained same or not. It may be noted that treatments or rectification of deficiencies in road drainage system and extent of pavement deterioration and defects of road pavements such as potholes, cracked areas, depressions, rutting and deficiencies in cross slope and in 'vertical profile of the road pavement, geometric deficiencies of road alignment and intersections etc, are site specific. There is not any coordination between the improvements/maintenance of road drainage system and the road pavement works such as rectification of defects and preparation of existing pavement and construction of overlay/resurfacing layer. On major roads in the city area without major distress, where the existing road level is to be maintained and major trenching activities are not envisaged, milling is done; using milling machine to the required depth and a binder course consisting of 50 to 75 mm thick Bituminous Macadam layer followed by a surface course consisting of 25/40 mm thick Bituminous Concrete. On major roads with major distress/damages/uneven surface, the bituminous layers are scarified/ excavated and one or two layers of WBM/Grout is laid after making profile correction using coarse aggregates, or 16

WBM, followed by prime coat, 75mm thick Bituminous Macadam base course and 40mm thick Bituminous Concrete wearing coat. However, the removal of the existing damaged bituminous layers is done using mechanical excavators as It may be noted that such excavation could result in major disturbances/damages to the old WBM layers of the existing base sub base course and such damage to the lower layer of the existing road pavement may lead to early failures of the resurfaced road pavement. In case of minor roads, if the existing bituminous surface is damaged or' if there is no adequate slope, the existing bituminous layer is excavated and removed using mechanical excavators and a profile correction course/strengthening course is laid using WBM/Grouting. This is followed by prime coat and bituminous binder course of 50 mm thick Bituminous Macadam and wearing coat of 25 mm bituminous concrete on minor roads without major distress and need for profile correction. The overlay consists of 50mm thick Bituminous Macadam and 25mm thick Bituminous Concrete. However, it is to be mentioned that the disturbance/damages caused to the existing base and sub-base course of the pavement during the process of removal of damaged bituminous pavement during layer excavations could lead to early failure of the new overlay. In case of minor roads, where it is necessary to maintain the existing finished surface level, the damaged bituminous layers are removed by milling up to the desired depth using a milling machine. A 50 mm thick Bituminous Macadam binder course followed by 25 mm thick bituminous concrete is laid over this layer. In the old city limits, the water supply and sewer lines are laid along the centre of the road (previously) at many locations. On such roads, after the overlay treatment, the raising of the Camber is not done properly, which leads to failure of the camber and the surrounding road surface lead to the formation of potholes during the monsoon season. 3.3

PRESENT PRACTICE OF SEALING OF FLEXIBLE PAVEMENT OF EXISTING ROADS (Pre Monsoon Maintenance Works) PMC has adopted the technique of liquid seal coat as a wearing surface for the roads where the surface of the existing BT road has raveled. For such road surface, as a pre monsoon treatment alternative to liquid seal coat is provided using bitumen distributor as per the rate prescribed in MoRTH specifications. This work is done only as a pre monsoon maintenance activity.

3.4

PRESENT PRACTICE OF CONSTRUCTION OF CEMENT CONCRETE PAVEMENT PMC has been providing Cement Concrete pavement on some major roads in the city. PMC has also been doing TWT and UTWT treatment for internal roads in the city. Due consideration is given to select the road stretches, where sewerage lines, water lines and other utility services, telephone lines, OFC, Gas line etc are fully laid or provisions are made for the same. The structural design of CC pavement suggested by the IRC, New Delhi 17

is being followed. The present practice of constructing CC pavement consists of the following steps: 1. Existing bituminous road pavements is excavated to the required level. 2. If the sub grade soil is good with acceptable CBR value, one layer of GSB is constructed over the sub grade. 3. Over the GSB layer WMM layer is laid. 4. A Cement Concrete base of DLC of 100 mm thickness is laid using M-10 grade concrete. 5. After placing a polythene sheet over this, 250 / 300mm thick CC pavement slab is constructed using M-35 /M 40 concrete (not specific to the thickness of concrete slab). The width of slab being 3.25 m or lesser, as required at site or as per the design. 6. Longitudinal joints are provided (between the slabs) with Tie Bar of 12 mm diameter and 550mm length placed at 450 mm intervals. Construction joints (un-reinforced/dummy joints) are provided by cutting grooves across the pavement slab up to one third the depth of the slab from the top within two days of laying of the concrete at a spacing of 4.5 m. Dowel bars are provided at the contraction joints with plastic caps on major roads. 7. Expansions joints are provided at 45 to 60 m intervals with a gap of 12 mm and Dowel Bars 32 mm diameter and 550 diameter and 550 mm length placed at 300 mm intervals as per design. 8. Joint sealing is done as specified in IRC 15-2001. 9. Special reinforcement is provided around the man holes when these are located within the CC pavement slabs. However at some locations, paver blocks are provided around the chambers that come inside the slab. 3.5

PRESENT PRACTICE FOR CONSTRUCTION OF CEMENT /CONCRETE PAVEMENT ON TOP OF FLEXIBLE PAVEMENT. PMC follows the specification of White Topping and Ultra Thin White Topping (TWT/ UTWT) as well as conventional overlay on top of the existing bituminous roads for internal and major roads respectively.

3.5.1 TWT/ UTWT Construction: The following steps are considered 1. In the case of TWT/ UTWT Roads, the existing bituminous roads with low volume traffic are milled to create a rough surface for concrete bonding. 2. After milling, the surface is cleaned and then a TWT layer of 100 to 200mm of M40 grade polypropylene fibre reinforced concrete is placed as a bonded overlay on the bituminous surface.. 3. After the concrete laying, the joints are cut at an interval of 1m to create slabs of size 1m X 1m. 4. The dowel bars are provided only at the construction joints and not at every joint. Tie bars are provided at the centre of the road only as per the design. 5. The design for TWT/UTWT is done based on the IRC SP 76 guidelines of 2008. 18

3.5.2 Conventional Overlay Type Construction: In case of major roads with a thick bituminous layer on top, PMC has adopted the treatment of overlay by providing the Concrete Slab on top of the BT surface. The process is described as follows: 1. The existing BT surface is corrected for profile with DBM layer as per the site requirement. 2. The polythene sheet is laid on the top of the BT surface and after this; the 200 -300 mm cement concrete (M 40 Grade PQC) slab is laid on top. The dowel bars and tie bars are laid as per the design requirement. 3. The slab size is generally 3.25 m to 3.50 m X 4.00 to 4.50 m. The contraction and longitudinal joints are provided as per IRC:15-2012. 3.5.3 Repair Works/Overlays The following procedure is being adopted 1. Investigations on pavement performance/condition and traffic volume survey are not carried out for roads to be strengthened or provided with overlays. 2. In city, distressed pavement is milled for maintaining the level and then 50-75mm thick bituminous macadam and 25-40mm thick Bituminous Concrete are laid as a uniform policy. 3. Milling is done if at all required due to high road level, otherwise, directly binder course of 50- 75mm thick bituminous macadam is provided, and then 25-40 mm thick bituminous concrete 25/40 mm is done. 4. If the road is with major distress, bituminous layer is excavated and a layer of 50mm grout is applied and over this binder course of BM (50/75 mm) and wearing course of 25-40mm thick bituminous concrete is provided. 3.6

REINSTATEMENT OF TRENCHES The following process is being adopted 1. The trench (after completion of work by Utility Department and left soft filled) is re-excavated up to a level 300mm above the utility line and compacted by watering and rolling. 2. Over size metal layers of 150 mm thickness after compaction is laid 3. Size metal layers of 75 mm thickness after compaction is laid. 4. 50 mm grout treatment is given over these two layers. 5. 50 mm BM layer is laid above the size metal course and a 25 mm Bituminous Concrete is provided as wearing coat.

19

3.7

REPAIR OF POT-HOLES The following practice is being adopted 1. Pot-hole area is cut to geometric size and shape with vertical edges and all loose materials are removed. 2. During wet spell, no pot hole repair work is undertaken 3. During dry spell, the pot-hole is filled with aggregates and emulsion even hot mix material i.e. Bituminous Macadam and Bituminous Concrete as wearing surface is used 4. Quarry Spoil or Brickbats are not to be used for repair of pot-holes.

3.8

PRESENT PRACTICE OF ESTIMATE PREPARATION AND APPROVAL Presently, estimates are prepared by the Junior /Sectional Engineer of PMC for the budgeted works suggested by elected representatives and works based on re-appropriation of funds. There is heavy work load on the Junior /Sectional Engineers for preparation of estimate as he is also required to carry out supervision of the work during execution and maintenance of the road works. Even though some estimates are prepared by the PMC Junior /Sectional Engineer, details of the work for roads that are proposed by the Road Department are available with the PMC Junior /Sectional Engineer. However, the details of the works suggested by elected representatives or re appropriation are not available with the PMC staff and hence detailed estimates cannot be prepared. Hence, even though the estimates are prepared with some details for the planned works and other works as mentioned above by the PMC Junior staff, it is not possible for the higher officers to scrutinise each work, while approving the technical sanction to the estimated. Under such circumstances, in some projects, significant changes may be required to be done during the execution stage and there is no check on such cases currently. The estimates with project cost above Rs. 100 lakhs are sent to the estimate committee of PMC for approval. These estimates are scrutinized by the Deputy Engineer and then accorded approval by the estimate committee. However for projects below Rs. 100 lakhs, the estimates are accorded approval by the concerned authority of the Road Department of PMC.

3.9

SUGGESTED APPROACH FOR INVESTIGATIONS, DESIGN AND CONSTRUCTION OF NEW PAVEMENT. The following investigation are to be carried out during the planning stage, before the design and preparation of estimates and documents of new road pavements, both for new road and for widening of exiting carriageway. For more details refer 1. IRC: 19-2012,Manual for Survey, investigation and Preparation of Road Project, First Revision 2. IRC:37-2012,Guidelines for design of Flexible Pavements, Second Revision 20

3.

3.10

IRC:58-2011,Guidelines for design plain jointed Rigid Pavement for Highways second revision (Indian Road Congress Publication (Latest guidelines to be followed)

DESIGN AND DRAWINGS

1. 2. 3.

4.

The design and drawings are prepared based on the following points: Study of various underground utilities present, if any and possible future requirements Design of sub-surface and surface drainage system Decisions on type of pavement to be adopted on the entire road and on some identified stretches depending on site conditions, problems pertaining traffic and utility lines and cost considerations. Design of total thickness requirement of selected types of pavements and the thickness and other details of the pavements layers (for flexible/ICBP/CC pavement) for the particular road stretch under characteristics. In the case of CC pavement layers, their levels etc.

3.11

PREPARATION OF ESTIMATES AND TENDER DETAILS The estimate, tender detail and tender document with all conditions of contract are to be prepared in conformity with the design and drawing prepared as above.

3.12

SUGGESTED INVESTIGATION FOR THE DESIGN ESTIMATION AND CONSTRUCTION OF FLEXIBLE PAVEMENT The following investigations are to be carried out during the planning stage, before the design, preparation of estimates and tender documents for the strengthening of existing road pavements/construction of over layover existing road pavements. Refer IRC: 81-1997. Tentative Guidelines for Strengthening of Flexible Road Pavements Using Benkelman Beam Deflection Technique, First Revision (Indian Roads Congress Publications) 1.

2.

3.

Basic data on existing road, such as (a) road length (b) width of carriageway, shoulders/foot path, road side drains and if these vary at different stretches the details of the same (c) assessment of the present condition of the drainage system including the necessary maintenance works (d) history of the road construction and maintenance works under taken in the past. Topographic survey and collection of data to option the details of surface and subsurface drainage system for the existing road, including the reduced levels of longitudinal road side drains and cross drains up to the location for disposal of water from the road surface. Collection of detail of the existing pavement layers by cutting open at least on stretch across the pavement for at least half the pavement, at a typical location. The trench may be about 0.3 m in width and up to depth of 0.2 below the top of sub grade level. The details to be noted 21

4.

5.

6.

7.

8.

9.

are: (a) type of each pavement layer and the thickness value (b) the condition of the existing bituminous surface course/courses-such as whether partially or fully cracked or damaged or stripping of bitumen has taken place, etc. (c) Assessment of sub grade soil type, determination of field dry density (d) collection of about 30kg of soil sample for testing (e) laboratory tests such as wet sieve analysis, liquid limit, plastic limit, IS Heavy compaction test and shocked CBR test Additional tests, if required on the sample of bituminous mixes from surface course (such as bitumen extraction, bitumen content and aggregate gradation) in the mix. Traffic data, particularly classified traffic data of HCV (2-axle, 3-axle – rigid base, 3-and multi axle –articulated vehicles), LCV and bus traffic for roads above 18 m. Pavement condition studies, such as (a) pavement surface condition, indicating details/percentage cracked area, holes, rutting, undulations and longitudinal profile, cross slope etc (b) Unevenness/Roughness Index measurement by standard Bump Integrator or any other reliable method Location of various utility/service such as underground drainage system, water supply pipes and various other utility service including electricity, telephone, cable system, etc and making provision for shifting/relocation of all/some the service line to edges of the road land and also ducting system to avoid road cutting across the road in future. Topographical details/longitudinal levels along the pavement as well as longitudinal side drains and cross section drawing and to work out the quantity of material required for profile correction. Decision regarding improvement of the subsurface/ pavement drainage system for the existing road including widened portion, if any. Structural evaluation of flexible pavement by Benkelman Beam Deflection Studies (IRC 81) / Falling Weight Deflectometer revised gridlines shall be done

3.13

DESIGN AND DRAWING The design and drawings are prepared based on the following points: 1. Design of pavement overlay thickness as per IRC: 81 to be followed 2. Design of overlay thickness and decision on the choice of overlay type and thickness of the layers 3. Preparation of working drawing treatment at existing man holes, etc.

3.14

PREPARATION OF ESTIMATES AND TENDER DETAILS 1.

Preparation of estimates by considering (a) patching of pot-holes (b) patching of isolated cracked areas (c) cutting open and refilling badly filled up trenches while continue to settle down, leading to repeated formation of depressions or ruts –the existing pavement layer over the badly filled up trenches to be cut removed including 300mm depth of sub grade soil and refilled using cohesion-less 22

2.

3.15

sand compacted using plate vibrator in two to three layers, and relaying of the other pavement layers similar to the existing pavement layers and (d) profile correction of existing pavement as separate items. Preparation of tender documents in conformity with the design, estimates and Special conditions of contract.

NEED FOR PREPARATION OF ROAD-WISE ESTIMATES AND DRAWINGS: It is desirable to carry out investigations as given in paragraph 3.12 and to work out actual design detail and estimates for each road separately. The following details are necessary for preparation of roadwise estimate instead of same type-design and type-estimates of standard details and specifications being adopted for all the roads with different site conditions. For the above task, it is required to have a detailed history of the road construction and maintenance of existing roads. However as this data is presently not maintained by PMC, it is difficult to carry out the estimates as mentioned above. Hence a detailed history of all the roads should be maintained by PMC (construction as well as maintenance details). 1.

2.

3. 4.

5. 6.

7.

Surface condition evaluation of pavement for determination of requirement such as patching of pot holes and cracked areas Ring of Ruts and depressions, camber correction etc. Determination of extent of improvement and maintenance of surface and sub-surface drainage system. Special provision has to be made to design and construct suitable covered longitudinal road side drains or cattle-trap type longitudinal road stretches along built-up areas / within urban or village limits when the adjoining properties are at a higher level than the road pavement. A detailed note giving particular of design specifications and special provisions to be made available. Preparation of drawing showing the plan, longitudinal section and cross section of road pavement, sidewalks and drains and the location all the utility service lines, particularly the sewerage and water pipe and man-holes. Working drawings are also to be prepared for use during construction. The plan for quality control tests and Quality Assurance programs is to be prepared. Technical sanction to the work should be accorded by the competent authority only after satisfying himself that all the above requirement have been complied. Separate planning department should be established within the main Road Department of PMC. The supervision for major works is carried out by Project Management 23

Consultants. The Third Party inspection for all other works under the main Road Department is carried out by EIL/ COEP. 3.16

RECOMMENDATIONS 1. 2. 3. 4. 5. 6. 7.

8. 9. 10. 11.

Design of pavement (flexible) shall be done as per IRC:37:2012 Design of pavement (Rigid) shall be done as per IRC:58 : 2011 The evaluation of existing pavement shall be done using BBD/ FWD and overlay design shall be done as per IRC: 81 (Revised) The use of Bituminous Macadam shall be eliminated Manual methods of construction shall be eliminated Scientific Investigation shall be done for design of new roads as well as overlays. New technique like SMA, Micro Surfacing and Recycling shall be used in appropriate manner for better performance and saving of materials. PMC will procure latest patch repair machines like Jet patcher and infrared patcher for repair of potholes For new concrete roads, the practice of putting edge beam shall be introduced. For roads less than 12 m width, white topping shall be preferred. For repair/ reconstruction to manholes, matching levels near the manhole, a separate payable item shall be introduced.

24

Appendix 1 Preparation of Storable Mixture at Site (For Immediate Use) Materials: Aggregate conforming to standard and grading, MS or SS-2 grade emulsion conforming to IS: 8887, water potable. Equipments: Measuring buckets balance, concrete mixer / pug mill type mixes and cold mix plants. Procedure: Charge blended aggregate meeting standard grading to pug mill or cold mix plant or concrete mixer followed by adding mixing water @ 1-2 % to wet the aggregate, mix contents for 1-2 minutes. Add requisite quantity of MS/ SS-2 emulsion @ 7% by weight of aggregate and mix for 1-2 minutes. Discharge mix when it is brown and then use. Preparation of Storable Mixture at Site (For Storage): Material: Aggregate conforming to standard and grading, SS-2 emulsion with higher solvent in residue, water potable. Equipments: Same as above Procedure: Same as above Storage: Store mixes in shade at dry place in U shaped concrete boxes (2 m x 2 m x 4 m). Mix shall be covered with a cover of polymer sheet to reduce exposure of mix to air, rain and sunlight.

25

26

CHAPTER 4 SPECIFICATIONS

4.1

INTRODUCTION The performance of roads is directly linked with selection of appropriate specification and subsequently with quality of construction. Specifications may be traditional as well as performance based. It is logical to see that purpose of road construction is to provide a durable surface with proper riding quality of the pavement, which can stand the stresses imposed by the projected traffic and prevailing climatic conditions. The road construction activities starts from earthwork for embankment, preparation of sub-grade, construction of sub-base, granular base course and surface finish with bituminous surfacing or pavement quality concrete. Each component of road has appropriate requirement of specifications to be used. This chapter deals with details of specifications prevailing for road construction and maintenance in PMC for various pavement courses besides use of traditional as well as alternate and locally available materials for all weather roads to the requirement of standard of a city like Pune. In case of new materials and technologies, proprietary or tentative guidelines may be used.

4.2

PRESENT PRACTICES Presently, PMC is following the specifications cited in MORTH, IRC and Maharashtra PWD Standard for road works.

4.3

DEFICIENCY IN EXISTING SPECIFICATIONS MORTH specifications are dedicated to National Highways. In urban areas, there are many specific problems with construction and maintenance of roads. Therefore, available specifications are required to be reviewed and modified for their applicability to Pune City. In urban areas a number of locations are encountered where land acquisition is a major problem due to heritage/ religious structures, monuments, railway crossings, public demand for over bridges/ under passages for road crossings, very high cost of land/ structures in already developed area etc, It may not be possible to achieve the specifications required for the horizontal/ vertical alignment of the road. In such cases some deviations in the geometrics design/ construction of the roads/ structures (like width, gradients, curves, horizontal/ vertical space clearance, etc) from the IRC/ MORTH standards may have to be perforce accepted but these may lead to safety hazards and potential accident spots. The reasons for such deviations should be recorded and got approved from appropriate authority. Additional sign posts showing restrictions on height/ width of vehicles, speed/ weight 27

limits, sharp/ S curves, steep gradients, etc. should be erected and displayed prominently so that the road users are properly warned.

4.4

SELECTION OF MATERIALS, METHODOLOGY & EQUIPMENTS.

4.4.1 SELECTION OF SPECIFICATIONS FOR MATERIALS The quality of materials and specifications controls the quality of construction and performance. For aggregate, the specifications provide the quality required in terms of test result related to strength and durability. In case of bitumen, the viscosity grade bitumen is specified as per IS: 73-2006. The selection of materials shall be strictly as per IRC/ MoRTH guidelines/BIS standards and requirements for the specific construction specification. There should be acceptance criteria for the materials rather than only the quality control during construction. Materials should be rejected, if not found to be as per specifications and acceptance criteria. Manufactures certificate shall not be considered in lieu of the actual test data for conformity of specifications. Contractor shall require setting up testing laboratory at site. The use of alternate materials for various pavement layers is to be specified with details of their specifications. 4.5

EQUIPMENTS Machinery and equipments like dozers, compressors, crushers, and loaders are common for most of the construction activities. Practically every operation in construction of roads can be performed by different set of equipment but under any given set conditions only a particular type of machines are required. The use of tandem roller of 10-12 tones is recommended in the specification. The vibratory roller is also recommended for most of the bituminous construction. However, it is to be enforced by strict site supervision. It will be appropriate to use pneumatic tyre rollers for major road works. Use of appropriate equipment makes it possible to achieve the required quality for compaction of roads pavement, shoulders or widened portion or trench etc. Compactors of different type are available for achieving the required compaction to meet the specification. For trench filling CLSM material is suggested. Weigh batch mixer should be specified for both hot mix plants and for the ready mix concrete (RMC), where the mix is to be used for a major projects. IRC publication / Standard Data Book may be referred for further details on appropriate equipment for road construction.

4.6

MATERIALS AND SOURCE

4.6.1 Concrete Materials Pavement Quality Concrete and Roller Compacted Concrete Pavements are suitable for the regions where annual rainfall is more than 1500 mm and soil is clayey/silty (CBR less than 3 per cent). However, it must not be used frequently as the cost is very high in comparison to bituminous pavement, which can be developed in stages in terms of the pavement crust. Further to reduce the cost of CC pavement, fly ash can also be used as partial 28

replacement of cement in the concrete for semi-rigid or rigid pavement as recommended in IRC 58. For use in the wearing course 50 per cent sand can be replaced by fly ash (by weight) in semi rigid pavement construction (either for base/sub base or wearing course) if fly ash is available in a reasonable reach. The use of fly ash shall be guided by IRC: 68-1976 and IRC: 58-2011. A variety of cements are available and their suitability in relation to five different exposure conditions is given in IS: 456-2000. Amount of cement in concrete and water/cement ratio shall be adopted as per IS: 456-2000. 4.6.2 Bituminous Materials The bituminous binders should posses the required quality as per standard IS: 73-2013 (Revised) for use in road works. The selection or choice of the viscosity grade bitumen (unmodified) shall be as per the CRRI recommendations. VG-10 is to be used for low traffic roads and VG-30 to be used for arterial roads. In case VG-10 is not available, VG-30 may be used. The bituminous binder for different courses may be VG grade, modified bitumen or bitumen emulsion. PMB-70 or CRMB-55 should be preferred for all arterial roads. In case of bituminous mixes, DBM, BC, SMA and micro surfacing are recommended as per IRC or MoRTH specifications. 4.7

SHOULDERS Shoulder gives adequate support to the pavement and also drain off surface water from the carriageway to the side drains besides safety. Where side footpath is not constructed, normally a shoulder exists which needs appropriate construction and maintenance for proper functioning of the road. 1. 2.

3.

4.

4.8

Shoulder is invariably neglected and remains without outward slope for efficient draining of surface water. The construction of shoulder is required to be done in layers each matching the thickness of adjoining pavement layer using selected earth/granular material. Only after a layer of pavement shoulder shall be laid and compacted for same matching thickness, next corresponding layers in pavement shall be taken up and then the shoulder. This procedure shall be followed up to the surface course. The material density and compaction shall be as per the specification of sub grade, where it is earthen shoulder and the required cross fall should be maintained. Paved shoulders should have the specification consisting of sub base and surfacing course and conforming to the relevant specifications of corresponding items for pavement layers.

CAMBER CORRECTION/PROFILE CORRECTION The camber or profile of the road is extremely important to maintain safe and comfortable operation of the vehicles on the roads. Moreover this is the means to drain off the surface water from road. The longitudinal and transverse profile of the road surface may be disturbed by settlement in lower layers or large scale damages to base and surface course due to various reasons. In case of planned maintenance activity (providing an additional surfacing layer) except for pothole repair, work should determine the distortions of the profile by levelling (survey) and or by straight edge method. 29

This shall include the profiling of shoulders and side drains. Based on this data, proper planning shall be done for correcting the profile (in terms of specified camber slope for the road) wherever required and estimate shall include the profile correction course to be taken as a BOQ (bill of quantity) item. In all these, grading of shoulders with extra slope as per specification shall be ensured with correction of the deficiencies in the slope and invert levels of the drains so as to ensure proper drainage of the water from road surface.

4.9

ROAD MARKINGS AND FURNITURE Proper road markings are the most fundamental traffic control measures for guiding the traffic as they are directly on the road surface. The traffic lane marking, centre line marking and stop line marking etc are the minimum requirements of pavement markings. 1.

2.

3.

4.

5.

4.10

The layout and colour code of all markings shall be as per IRC 652000. The paint shall be either water based or thermo-plastic paints as per the Clause 803 of MoRTH specifications. It is best option to give a road section on contract for road markings indicating the layout of the markings as well as the quality of paint to be used and its performance at any point in time (luminary brightness, yellowness, reflectivity, skid resistance softening point etc.) All road furniture like kerb stones, medians, central verges, dividers, sign boards, signals, street light poles etc shall be strictly as per the latest IRC guidelines. All construction areas including the utility cutting of roads and their repair are not safe at present for both motorists and invariably for the pedestrians. As per the IRC guidelines for providing safety and security to traffic and pedestrians using the road these areas are to be strictly barricaded. Appropriate traffic management system as per the latest IRC guidelines shall be followed and appropriate provisions in the estimate shall be made for this purpose.

EQUIPMENTS Equipment to be used by the contractors is not strictly enforced due to lack of supervision. Thus the material quality and therefore the product quality also suffer. The proper degree of supervision of the works should be ensured. 1.

The utility cross cuts being narrow, it is not possible to compact them with aan 8-10 ton rollers. Such locations/sites may utilize single drum roller of 2-3 tonne capacity or a vibratory plate compacter. Vibratory plate and single drum roller are most in-expensive and the most manoeuvrable. Repair of utility cuts and the potholes are not promptly attended and adequately managed for timely and quality 30

2.

3.

4.11

delivery. Better technology and specification such as CLSM with more strict enforcement is required to change the present status. Both surface and sub-surface drainage of road must be attended simultaneously whenever any road work is carried out. For example without profile correction, camber correction grading of side drains and shoulder grading no repair should be carried out on pavement surface. Road markings and road furniture’s are maintained very poorly at present time. It needs substantial improvement. However to maintain the pavement marking road surface will have to be maintained clear.

RECOMMENDATIONS The recommendation of STAC with respect to specification of materials, construction and machinery are as under:

1. The use of oversize metal in the sub base should be eliminated from the specifications. 2. For construction of sub base, coarse graded GSB with minimum CBR value of 30 % for arterial roads and 20 % for sub arterial roads may be used. 3. In case of granular base course, paver laid WMM should be used for arterial roads. For widening, crusher run macadam may be used at locations where paving with a paver is not possible. For other roads, WMM should be preferred. CRM may be used if laying of WMM is difficult. 4. The use of BM shall be totally eliminated. 5. Use of RAP up to 30 % in bituminous mixes shall be encouraged. 6. Use of SMA at intersections shall be encouraged in place of Mastic Asphalt. 7. Considering the limitations of funds, the adoption of thin SMA technology may be tried on some roads and junctions for which criteria shall be suggested by CRRI. 8. Cold mix and faster maintenance technology like micro surfacing needs to be encouraged as per recent IRC guidelines. 9. For repair of potholes, CRRI Technique, use of automated pothole patching machines and ready to use pothole material shall encouraged.

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32

CHAPTER 5 PROCUREMENT

5.1

PROCUREMENT SYSTEM The Procurement system should be such that it results into speedy, good quality work at a reasonable cost through a transparent process which is fair to all bidders and without disputes as far as possible. To achieve this it is necessary to ensure that: 1.

2. 3. 4.

5. 6. 7. 8.

9.

10.

11.

12. 13. 5.2

Only good, experienced contractors with good track record and more than sufficient capacity to carry out the work will be able to tender for the work. Such contractors will feel attracted to bid for the work. Conditions of contract should be necessary to achieve the objective and should not impose avoidable financial loading on the bid. Conditions of contract should be clear, unambiguous and definite and there should an opportunity to seek clarification of any unclear clause or condition of tender papers through pre bid meeting. The impact of all the tender conditions on the cost of work should be included in the estimate. The scope of work main as well as ancillary, should be very clearly defined without any room for doubt; There should be a fair, impartial and speedy dispute resolution mechanism built into the tender papers; Payment terms should be clear and well defined. The size of work should be such that it should be possible to have proper quality assurance on the work; Obligations incidental to work should be avoided. Such obligations should be included as pay items so that implementation can be monitored, ensured and it is measured as a pay item. A bid of good construction contractors for original work and maintenance works gets nurtured and created to cater for needs of all categories of the work. A structured system to hold periodical dialogue with contractors so that issues concerned with each other are adequately addressed and efforts are made to remedy them. Conscious efforts are made towards the growth of construction industry. Extra attention is paid to nurture a bid of good DPR consultants.

SIZE OF TENDER PACKAGE This is a very important point because it determines whether it will be economical and practicable to deploy adequate and necessary modern machinery, have a good site laboratory and employ well qualified supervisors 33

and engineers. It will also determine whether serious capable contractors will feel confident to quote without the threat of unworkable bids by unscrupulous elements. At present there are no guidelines about the size of packages of tenders in the Corporation. 60 % of the contracts fall into the range of works costing less than Rs. 100 lakh. The size of the package also has some practical problems due to jurisdiction issues. Works in one ward at the most can be clubbed together. As regards works costing above 100 lakh, the practice is not to club the works together and bid each of the works separately irrespective of its cost.

5.3

REGISTRATION OF BIDDERS Currently, there is no system for tracking of the past performance of the contractors of PMC. This adversely affects the workmanship and quality of work as many contractors with poor performance are frequently quoting for PMC works at a lower rate. Hence during the registration of the bidders / renewal of registration, there should be a system for evaluation of the contractor’s performance based on his work with PMC for the earlier completed projects. During the preparation of final bill for any work, a checklist should be filled by the concerned engineer who shall covers aspects of work quality, speed and contractor performance. This information shall be complied by the registering authority and should be taken into account while granting registration renewal etc. The format should be simple with answers in YES/ NO category so that compilation of information at the registration authority level does not become cumbersome.

5.4

QUALIFICATION OF BIDDERS In order to ensure that the important works are awarded to properly equipped, capable contractors with good track record, it is necessary to ensure that only such contractors can participate in the bidding process. PMC registers contractors in various categories like buildings, roads, etc and the contractors registered with other Government bodies can also participate in the PMC tenders. In some of these bodies category wise registration is not done. Track record of some of these contractors may not be known to PMC to screen the contractors and any contractor registered in the appropriate class can bid for the work. Broadly there are two methods for such screening via (1) Prequalification and (2) Post qualification. 1.1

5.5

TWO ENVELOPE ONLINE SYSTEM OF PMC FOR ROAD WORKS: The current two envelope system adopted by PMC for road works is detailed in this section 34

5.5.1 Manner of Submission of Tender & Its Attachments The tender is submitted ONLINE ONLY. The TECHNICAL DOCUMENT consists of the following documents A) Technical Documents i) Earnest Money Deposit ii) Documents in support of qualification & eligibility criteria. iii) Copy of PAN Card and latest Income Tax Return certificate / Saral form. The bid capacity calculation is submitted by Contractor on the Chartered Accountants letterhead, duly signed by the Chartered Accountant considering the work in hand, work expected to be awarded and last 5 years turnover of the firm. For turnover only cost of civil works is considered. Regarding experience of work, certificate obtained from the competent authority having designation not lower than Executive Engineer is accepted. iv) A list of works in hand and tendered for. v) A list of works of similar type and magnitude carried out by the Contractor in last 5 years. vi) List of machinery and plants immediately available with the tenderer for use and list of machinery proposed to be utilized on this work, but not immediately available and the manner in which it is proposed to be procured. The condition, cost and location of machinery is to be indicated. vii) Details of Technical personnel on the rolls of the tenderer giving details of experience and qualification of each of them and details of technical personnel to be appointed for this project along with bio-data duly signed by the person to be appointed. viii) Work plans in Bar Chart format along with tender document indicating the methodology planning with resources logistics and work plan with indicative milestone shall be submitted duly signed by the Tenderer along with the tender. He should indicate requirement of machinery and man power in work plan. A tender submitted without work plan in the form of bar chart indicating mile stone etc. would be considered as invalid and non-responsive. The detailed work programme will be finalized and approved by PMC after award of work. Contractor shall suitably modify the programme as directed by Engineer-in-charge. ix) Common set of deviations or any corrigendum / addendum / amendment issued by Additional City Engineer duly singed by Contractor. The CSD is issued by PMC based on the queries raised by the prospective bidders during the pre-bid meeting for the work. The CSD and minutes of this meeting are uploaded on the PMC website before the submission of the Tender document.

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B) Commercial Bid : The Contractor quotes for the work as per details given in the main tender and also based on the details of conditions, stipulation made by the department and as per bill of quantity, specification and corrigendum / addendum issued before last date of receipt of tender document. The tender / offer shall be unconditional. Conditional offer is rejected summarily as non-responsive. C) Submission of Tender The submission of the Tender is Online as per the norms of Tender Cell of Pune Municipal Corporation. The detailed information regarding the submission can be obtained from the website https://pmctenders.abcprocure.com/pmctenders/EProc.jsp or from the Tender Cell, Pune Municipal Corporation D) Opening of Tender The tenders are opened on the date specified in the Tender Notice (if possible) in the presence of the intending bidders or their authorized representative who choose to remain present. Following procedure is adopted for opening of the tender. i. Technical Document First of all Technical Documents of the tender are opened to verify its contents as per requirements. If the various documents attached online do not meet the requirements of the Pune Municipal Corporation, a note is recorded accordingly by the tender opening authority and the said tenderers financial bid is not considered for further action and the same is recorded. ii. Commercial Bid The financial bid is considered for opening, after opening of Technical Document & after scrutiny of Contractors document. The Financial bid is opened if the Contractor’s documents and proposal is found to be acceptable & minimum eligibility criteria specified is satisfied. The tendered amount / percentage above or below from financial bid is read out. The successful tenderer is required to produce to the satisfaction of the specified concerned authority, valid and concurrent license issued in his favour under the provisions of the Contract Labour (regulation and abolition) 1970 Act, before starting the work. Failure to do so, acceptance of the tender is liable to be withdrawn and security deposit forfeited. There is no separate Tender Evaluation committee of PMC for major tenders. PMC is not following the Pre-Qualification system for qualification of contractors. Only Post Qualification system through ONLINE TWO ENVELOPE system is followed by PMC.

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5.5.2 Qualification Criteria The aim of setting the qualification criteria should be to choose a capable, well equipped, technically qualified bidder with a proven good track record at the same time good promising agencies to participate on the presumption that they can expand their past performance while carrying out new works. Qualification criteria are divided into two categories (i) Pass fail type; (ii) Those for which marks are assigned and aggregate of marks is considered for qualification These have to be thought out for each work depending on the type and size of work and its requirement some of the criteria used are: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14.

Registration with some authority in a particular class. Solvency. Net worth of the entity. Sizes of works executed within the past 5 years. Average Annual turnover over the past few years (3or5). Quantities of key items of work executed in a single year within the past 5 or 10 years. Possess or access to key equipment required for the work; Availability of a good laboratory set up. Experienced expert personnel. Opinion of employers in case of past works. Record of timely completion of works. (Genuine difficulties in execution of work to be accounted for). Litigation history (The cases where the agency’s stand has been vindicated by the judicial forum to be discounted). Works on hand and bid capacity. Quality of works executed in the post (Group of Committee members visiting some of the works cited and talking to employers there)

Qualification criteria for each work are to be chosen with care. No one should be able to level accusation of criteria tailor made for any one particular bidder. At the same time unsuitable bidders must be weeded out. It is best to do this through the Evaluation Committee. All costs of works carried out in the past must be updated to the present level to work out sizes of works etc. The Government of Maharashtra (PWD) have laid down following detailed qualification criteria for prescribing qualification. 1. The notice inviting tender must mention that post qualification criteria are included in the tender papers; 2. (ii) Average annual turnover of past three years shall be at least 30 % of the work tendered for at current rates; 3. Size of at least one equivalent work which the tenderer must have done. a) 30% for works between Rs.3 or 10 crores 37

b) 30% or Rs.5 crores whichever is higher for works larger than 10 crores 4. Quantities of important items executed in any one year 30%of quantities of similar items in tender. 5. Bid capacity=(A х N х 2)-B A= Average annual turnover of past 3 years; N= period of completion of work tendered for; B=Cost of works in hand (during the period over which tendered work is to be done. 6. The contractor must have done similar equivalent work; 7. Criteria for machinery and personnel to be decided by the Head of Department in each case. The tendering should be through E- TENDERING system only. This is followed by PMC for all road works. 5.5.3 Advances At present, mobilization advance and/or advance on construction machinery brought on site is given to the contractors in exceptional cases. The committee feels that corporation should consider granting such advances against adequate security. The rate of interest should be 2-3 % less than the bank PLR rate. 5.5.4 Tender scrutiny Scrutiny of tenders must be done in a transparent manner. The evaluation should be done by the evaluation committee of PMC. In this committee, one member must be from the accounts or finance branch of PMC. However, at present there is no tender evaluation committee in the PMC and the tenders are evaluated at the level of the Executive Engineer. Taking into account total number of contracts handled annually (250300 Nos.) and the delays involved, it is not desirable to refer each tender to tender scrutinizing committee.

5.5.5 Bidding document At present, B1/B2 document of PWD is used as standard bidding document and all bids irrespective of the cost of the work are based on this standard bidding document. The B1 / B2 standard format has been evolved about 150 years ago and though it has stood the test of the time, it has outlived its life now. Therefore it is high time, PMC should change over to some contemporary bidding documents under use in various other organizations such as MCGM, NHAI etc.

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5.5.6 Publicity of tenders The tenders at present are published through PMC website. In addition, the notice is also published in local newspapers with a request to the bidders to refer to the website for additional particulars and for downloading the documents etc. In case of very large and important works, notice can be published in national newspapers also. 5.5.7 Publication of tender notices The BPMC act specifies that newspaper publicity is necessary. Currently, the PMC tender cell publishes the brief tender notice in local newspapers for smaller works (upto Rs. 500 Lakh) and wide circulation National level newspapers for projects above Rs. 500 Lakh. The tender notice is also made available on the PMC website (www.punecorporation.org). The corrigendum / corrections to any tender notice is published in the same newspaper and also uploaded on the PMC website under the same tender notice. The period of publicity should be as per PWD circulars and CVC guidelines. 5.5.8 Dates of availability of tender forms It is the usually observed practice that tender forms are on sale for limited periods say 7 to 14 days well before the last date of submission of tenders. The practice of Government of Maharashtra is to close the sale of tender forms 7 to14 days before the last date for submission of tender so that the tenderers must have sufficient time to study and prepare the tender. In this practice the names of all those who have bought the tender forms are known to all well before the last date. The World Bank practice is to keep the sale open up to one day previous to the last date of submission. On account of the E Tendering process of PMC, the names of the bidders who have purchased the tender forms are not known to anyone including the Tender Cell of PMC before final submission of the tender documents. As per the World Bank practice for tenders, PMC also makes the tender document available for downloading up to the last date of submission of the tenders online. 5.5.9 Earnest Money The present practice of the PMC is to prescribe earnest money equal to 1% of the estimated cost of work mentioned in the tender document. As per the practice in PWD the earnest money is reduced to half percent of estimated cost in case of very large works. On the other hand the World Bank practice is to prescribe a high earnest money so that only the serious bidders will participate. The PMC practice appears to be a golden mean of the two practices and the committee would like to endorse it. As per the present practice of PMC, earnest money is accepted only in the form of a Demand Draft / FDR from Nationalized / Scheduled Bank, payable to PMC (in the name of Municipal Commissioner, PMC) to be uploaded online by scanning and later on submitting in original to the concerned JE of Road Department within 3 days of opening of commercial bid. The EMD in the form of DD/is submitted by the 3 lowest bidders. 39

Since no interest is payable on the EMD, the PMC may consider offering other options like pledged fixed deposit receipts, or interest bearing securities etc as is the practice in the Government of Maharashtra. At present, the EMD and initial SD is accepted in the form of demand draft or FDR in physical format, pledged to the Pune Municipal Corporation. With the advent of information technology, possibility of reducing paperwork and accepting earnest money and initial SD in electronic format maybe explored. 5.5.10 Security Deposit Security deposit is deducted from contractor’s RA bill and retained till satisfactory completion of work to ensure proper performance of the contract by the contractor. As per the present practice of the PMC, the security deposit (called the contract deposit) is equal to 5 % of the contract sum. 1 % of EMD is converted to S.D. on issue of Work Order and balance 4 % is to be furnished in the form of money recovered from running bills of the contractor. The practice in state government is to recover security deposit equal to 4% to 2% of the contract sum. The larger the work, smaller the S.D. and half of it are recovered before signing the contract and before issue of work order. The remaining half is recovered through bills. The World Bank practice is insisting on much heavier S.D equal to 10% of contract sum but it is in the from of B.G. to be furnished at the outset. In some countries, it is customary to obtain performance bonds in lieu of S.D these are for a value of up to 30% of the contract price and are issued by insurance companies. This practice is understood to have started in India also. However, it is also understood that at the present the banks have reduced the rates of B.G commission and the quantum of margin money. Therefore for clients with better record, many contractors would prefer to furnish B.G rather than a performance bond. Since in several cases the contractors quote very low rates and do not perform the work satisfactorily, for tenders where the quoted price is more than 15 % below the estimated project cost, PMC collects an additional Bank Guarantee of amount equal to the percentage difference between the quoted price bid and 15 %.

5.5.11 Retention Money and Defect Liability period For works above Rs. 500 Lakh, additional Retention money at the rate of 5% of the contract sum is recovered from the bills of the contractors and is returned at the end of defect liability period (DLP). There is no such practice in the Government of Maharashtra where 10% of the S.D. is retained till the end of DLP the World Bank practice is to recover 5% of contract sum as retention money and half to be returned on completion of work and half at the end of DLP. So in a way the PMC follows a stiffer policy. The DLP for road works as per PMC practice is 36 months for BT works and 60 months for concrete works as against two years as per government practice (Government of Maharashtra, PWD) As per PMC 40

practice, the full amount of SD recovered from the contractor is returned at the end of the DLP. The SD can be returned to the contractor at the rate of 1 % per year during the DLP Balance amount is returned after completion of the DLP. As per current practice of PMC, the security deposit is released only after receipt of the QA Certificate from the Third Party Consultants. The Security Deposit should be released only after issuance of Completion Certificate by PMC.

5.5.12 Tender Drawings It is the general practice of PMC to attach sketchy drawings of the work to the tender documents for small works. As per current PMC practice, the L Section and cross sections for the work are prepared by the contractor and submitted to the JE of PMC which is endorsed by the PMC JE/ Dy.Engr and E.E. and then handed over to the Third Party Inspection agency before the commencement of work. For bigger projects, through consultants the detailed drawings are submitted along with the tender document. It is far better to spend a few days more at the outset to prepare detailed drawings showing the work to be done under the contract and attach them to the tender drawing. Such practice forces the officers to devote time to detailed designing right at the beginning and to bring clarity to the proposal e.g. provision of super-elevation on curves, consequent adjustment of kerb levels and design of drainage system, establishment of bench marks etc.

5.5.13 Pre-bid Meeting: As per PMC practice, pre-bid meeting are held only for special types of work. Hence in most cases no pre-bid meetings are held. It is, possible that there could be difference in the understanding of the bidders on certain crucial issues; some errors or oversights in the tender documents could go unattended; some disputes could arise later on during execution. 5.5.14 Delegation of power for Tender approval The delegation of power to approve the tenders at various levels within PMC is shown in the table below. Sr. No

Designation

1 2 3 4 5

Deputy Engineer Executive Engineer Superintending Engineer/ HOD Additional Municipal Commissioner Standing Committee

Tender Approval power (Rs. Lakh) 1.00 3.00 10.00 25.00 Above 25.00

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5.6

RECOMMENDATIONS 1.

A separate Tender Evaluation Committee should be formed by PMC for major road works above Rs. 5.00 crore.

2.

For most of the usual work of roads, post qualification method is suitable as these works have to be done quickly. For very large works of new construction, where a long time is spent in planning etc, pre qualification of bidders may be considered.

3.

The package size should be between Rs. 3.00 to 10 crores. With this in view, the PMC needs to consider various options to bring the package size in this range so as to ensure that modern machinery could be deployed on the works with proper quality assurance.

4.

The upper size should be Rs. 20.00 crore, beyond which certain additional conditions and pre qualification criteria will have to be insisted. For concrete road works the package size may be larger i.e. Rs.10 to 30 crores. These limits are to be reviewed every 3 years with a view to revision in the light of prevailing price levels.

5.

To ensure adequate cash flow, it is necessary to make prompt payment of contractor’s bills. Provision of payment of interest in case of delay beyond the prescribed limit should be made.

6.

Access to certain key machinery like pneumatic roller, vibratory rollers, computerized hot mix plants, mechanized automatic bitumen sprayers should be made mandatory for major projects. Every attempt should be made to introduce modern and latest machinery.

7.

PMC should adopt FIDIC form of document with suitable standardized “conditions of particular application” format for different types of works depending on their size, type, and mode of finances. However, due care should be taken while framing COPA that the spirit of the original FIDIC document is not lost. A standard bidding document is prepared by MCGM in line with the present trend and this document may be studied by a study group for adoption by PMC.

5.

Irrespective of the fact whether the tender is scrutinized at the local level or at the level of the committee, the scrutiny should be based on a standard format and there should be no room for subjectivity in the scrutiny of the tenders.

6.

To ensure transparency, the aggrieved party should have opportunity to seek redressal and the fact that such an 42

opportunity is available should be made a part of the tender document. 7.

The corrigendum for a particular tender should include brief details of the work and project cost.

8.

PMC tender cell on its own should circulate tender notice by email to all its registered contractors and also to those contractors who wish to subscribe to this facility. A nominal fee for this purpose can also be charged if necessary.

9.

Pre bid meetings should be held for large works and for special type of works. A detailed guideline for holding pre bid meetings which should include all attributes relating to the pre bid meeting should be prepared for guidance of the PMC officials. This document should include: a. Minimum notice period for the work b. Period available to the bidders after the pre-bid meeting for submission of bids. c. Detailed procedure for holding the pre bid meeting d. Date of issue of common set of deviations

10. The practise of accepting earnest money exemption certificate in lieu of submitting EMD for each and every tender may be studied for implementation which shall reduce the paperwork significantly. 11. DLP for bituminous road works may be kept as three years since in a situation like Pune city where the damage to roads can be due to several other causes like trenching, etc and it is difficult to enforce longer DLP. If the quality of a roadwork is bad, it is bound to show immediately and much before three years. Shorter DLP will also reduce the loading on the cost of work. 12. It is not at all desirable to incorporate sketchy or inadequate drawings in the tender documents. Efforts are required to strengthen mechanism to ensure that detailed drawings become part of the tender document so that once the work order is issued, the work can proceed unhindered. 13. For road works the longitudinal section and detailed cross sections at all controlling changes must be attached to the tender drawings in addition to the key maps and a plan. Drawings of all C.D. works, bridges, manholes, etc. should also be attached along with the Tender documents.

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44

CHAPTER 6 GUIDELINES FOR CHOICE OF PAVEMENT TYPE

6.1

ROAD PAVEMENTS

6.1.1 While undertaking construction of new pavements and reconstruction of distressed and damaged pavements of existing roads, the different options of pavement types to be considered are described below 6.2

FLEXIBLE PAVEMENT In Flexible Pavements with bituminous surfacing, the different pavement layers such as Granular Sub Base (GSB), Granular Base (GB), Bituminous Binder Course and Bituminous Surface Course may be constructed using specification given below: 1.

2.

3.

4. 5.

6.3

GSB layer may be constructed using murum/ soil aggregate mix, fulfilling the specified gradation, liquid-limit and plasticity index values as specified in Clause 401 of MORTH specifications (5th Edition, 2013) for Road and Bridge Works. However, it is desirable to use non-plastic type of filler crusher dust so that the GSB layer serves as good drainage layer for the pavement, leading to better pavement performance. The granular base layer may be constructed using Wet Mix Macadam (WMM) or Crusher Run Macadam (CRM) or Water Bound Macadam specifications (MoRTH, 5th Edition, 2013) Different types of bituminous binders may be used particularly in the binder and surface courses Bitumen of different Viscosity Grades, Polymer Modified and Crumb Rubber Modified Bitumen and Cationic Bitumen Emulsions are the various candidates for binder. Bituminous Binder course may be constructed Dense Bituminous Macadam. Bituminous surface courses may consist of thin layers such as open graded Premix Carpet with Seat Coat, Mix Seal Surfacing or microsurfacing or graded mixes such as Semi-Dense Bituminous Concrete, Bituminous Concrete, Mastic Asphalt or Stone Mastic Asphalt surface.

RIGID PAVEMENTS. Rigid or concrete pavement, including pavements with or without dowel bars at contraction joints continuously reinforced cement concrete pavement, and Steel or fibre reinforced concrete pavement are preferred under adverse soil types and drainage conditions,

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Interlocking Cement Concrete Block Pavement (ICCBP) is considered for special location such as intersection and on the stretches/ areas of the roads to under which service lines are present. However, in widening areas of existing flexible pavement, either flexible pavements or ICCBP pavements may be adopted. For widening, of existing pavement, one of the pavement types such as Rigid /Flexible/ICCBP may be adopted. 1. Road stretches catering for heavy traffic movement with heavy axial loads of commercial vehicles/Heavy traffic loads. 2. Road stretches poor/ having poor rub-g roads conditions. 3. Roads with water-logging/drainage/flooding problems. Use of concrete pavement may be justified on all important roads with heavy traffic and on road stretches, when there are severe drainage problems water, logging/ flooding frequent problems. The general guidelines for the choice of pavement type for the construction of new roads or reconstruction of damaged roads may be summarized below. 6.4

UTWT/TWT PAVEMENTS This type of pavement is useful for internal roads and medium traffic roads, where the existing bituminous surface is properly consolidated over the years. The TWT treatment provides maintenance free and good riding surface for a period of more than 15-20 years. Such pavements have recently been constructed in Mumbai on a large scale.

6.5

ROAD INTERSECTIONS On locations much as intersections, pavement get damaged early due be following reasons 1.

2.

Additional forces/stresses are developed on the pavement surface due to turning vehicles and there is possibility of dripping of diesel from vehicles on the surface leading to damage of bituminous surface. Additional forces/stresses are developed due to application of brakes and quick acceleration of vehicles.

The flexible pavement with conventional bituminous surfacing gets damaged fast is in the above areas. Therefore, on such stretches, the following types of pavement may be given preference. (a) ICCBP Surfacing Properly designed and constructed Interlocking Cement Concrete Block Pavement is a good choice, particularly when utility lines are present underneath. The base treatment at such locations should be provided with adequate compaction.

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(b) Mastic Asphalt Mastic Asphalt may be laid over properly designed and constructed flexible pavement. Mastic Asphalt surface becomes very smooth early, it offers slippery or skidding surface under wet condition. Hence, spreading of stones chips evenly and equally distributed and spaced on freshly laid mastic bitumen under hot condition (stone grafting technique) in order to improve skid is recommended. (c) Stone Matrix Asphalt (SMA) SMA is a gap graded mixture with stone-or stone contact: such mix is also suitable for round about intersections. (d) Cement Concrete CC pavement is a good option if there is no utility service underneath. However properly planned duct system is to be provided before laying the Cement Concrete pavement to make provision for future repair of utility services in order to avoid future digging. Construction of Cement Concrete pavement at intersections would pose problems of diverting/ controlling traffic during longer period required for curing of cement concrete. 6.6

FOOTPATHS Suitable alternatives for surface of foot paths are given bellow 1. 2.

3.

6.7

ICCBP : This is suitable for re-laying of service lines located under/along the foot paths Pr-cast CC blocks or stone slabs: This is suitable for re-laying of service lines located along the foot paths there could be differential settlement of the stabs if the lower layers are not properly designed and constructed, as there is less/no interlocking action between the slabs. Thin CC pavement laid in- site: - This is suitable only if there are no service lines underneath and there will not be any necessity of digging in future.

RECOMMENDATION 1. 2.

3.

4.

Flexible Pavement may be preferred depending upon the traffic intensity Rigid Pavements are longer lasting and may be given due considerations in roads having drainage problems and high traffic intensity TWT/ UTWT pavements shall be preferred for low volume roads (internal roads and streets) and also for roads with steep gradients originating near the hill side. Concrete overlay on existing BT surface shall be encouraged for major roads (above 12 m).

47

48

CHAPTER 7 QUALITY CONTROL IN CONSTRUCTION

7.1

DEFINITIONS AND NEED FOR QUALITY CONTROL The term Quality has been defined as the totality of features and characteristics a product or services that bear on its ability to satisfy stated or implied needs. Some of the requirements to bring successful and reliable quality of a product are: 1. 2. 3.

Acceptable materials of construction outlining the various test of acceptance Sound engineering practice, and Quality workmanship which ensures that the design intends are realized in actual construction. It all depends upon human skill for their successful and reliable application.

Quality control is operational technique of controlling quality. Quality Assurance (QA) includes all those planned actions necessary to provide adequate confidence that the product (or service) will meet the requirements. The quality control is an essential requirement for road construction by adopting IRC/MoRTH specifications and construction methods for creating durable and long lasting assets. The overall quality control of road works must cover controlling quality of materials and the works at site with the help of objective test performed at a reasonable, predetermined frequency without affecting progress of works. It is always advantageous to have separate quality control unit, independent of construction staff to control and monitor the work. The guidelines in this regard are contained in IRC:SP:11-2000, Handbook of Quality Control for construction of Roads and Runways clause 90C “Specifications for Road and Bridge works” of MORTH specifications, IRC:SP:57-2000 “Guidelines for Quality System for Road construction” and IRC:SP:47-1998, Guidelines for Quality System for Bridge works (Plain, Reinforced Concrete, Prestressed and Composite Concrete” 7.2

PRESENT SYSTEM OF QUALITY CONTROL For major Road works of PMC, the quality control is enforced through Project Management Consultant by establishment of field laboratory at the contractors work site. For smaller projects, the QC operations are monitored by the PMC appointed Third Party Inspection agency, who samples the material at site and conducts the material testing at site or at PMC approved laboratory. 1.

For sub grade, field CBR is taken by Third party and tested at PMC specified laboratory. If it is found to be less than 7 to 8 %( which is quite likely in Pune) Mechanical stabilization with murum is attempted 49

2.

3.

4.

5.

6.

under a compaction level of 95% of standard proctor density to obtain 8 To 10% CBR. For subbase, metal of size 40-60 mm is tested in PMC specified laboratory for gradation, specific gravity, water absorption, aggregate impact value, aggregate crushing value and Los Angeles abrasion value and recorded as per standard format. For base course, metal is tested in PMC specified laboratory for flakiness and elongation index, gradation, specific gravity, water absorption, aggregate impact value, aggregate crushing value and Los Angeles abrasion value and recorded as per standard format. For bituminous concrete, for 5 loads (probably truck) received at site one sample/each is collected and tested on site for checking gradation, bitumen content. Water absorption, bulk density, Marshall Stability, flow and voids, are done at the PMC approved laboratory. The field density of BC is checked within 7 days through Municipal approved laboratory so as to check for 95% field density. For bituminous macadam, for 5 loads (probably truck) received at site one sample is collected and tested on site for gradation and bitumen content and recorded as per standard format. The field density of BC is checked within 7 days through Municipal approved laboratory so as to check for 95% field density. For bigger road works, as per the contract document, the contractor should establish site laboratory for quality control test to be performed by him. Also, he is supposed to facilitate test for random checks desired by the Engineer.

The existing quality control system seems to be quite alright except that for many aspects the requirement has to be made less frequent in comparison to MoRTH specification. Although, it is likely to produce quality work if implemented properly, it is suggested that the total system may be reviewed and revised in conformity with MoRTH specifications and included as part of the contract. However, Engineer-in-charge may decide a higher test frequency for larger size project, without hampering the progress of the work. It is seen that on the PMC works, the gradation and bitumen content is as per the specification for first vehicle / sample. However, the results are not achieved for the next batch of production. Some of this material is already laid on site and in such case the decision cannot be taken by the site engineer. Even after achievement of gradation and bitumen content, in some cases, the Stability and Flow value is not achieved as per the lab test results. In such cases also, the decision cannot be taken as the material is already laid on site. 7.3

QUALITY ASSURANCE For satisfying about verification of the quality of this material as per work specification, quality control tests are also conducted by engineer or independent quality control unit different from the officers engaged in the construction at a pre-decided frequency. In addition, it is advisable to appoint any other Third party (technical agency) for quality audit with an objective of quality assurance. This should be planned and implemented as a quality systems plan for the project/work right from the beginning. The contractor 50

shall provide total cooperation for all the quality control test and audits at all stages (from tests on materials supplied to the tests on constructed pavement layer) and this should be mentioned as a requirement in the tender itself. The requirements of quality systems as given below aims to assure quality by preventing non-conformity (for details refer to IRC: SP: 57-2000) 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 7.4

Management responsibility Quality system Contract review Design control Document and data control Purchasing Control of customer supplied products Product identification and traceability Process control Inspection and testing Control of inspection, measuring and testing equipment Inspection and test status Control on non-conforming products Corrective and preventive actions Handling, storage, packaging, preservation and delivery Control of quality records ‘ Internal quality audit Training Servicing Statistical techniques Safety Quality control/tracking system(SCADA System)

QUALITY CONTROL LABORATORY AND EQUIPMENTS The contractor shall set up a field laboratory of minimum needed equipments (specified in the tender) to facilitate control of quality of the materials as well as the construction specification produced at site as per the clause 121 of the MoRTH specifications. This field laboratory is to be approved by the engineer-in-charge, and it shall have qualified engineer/personnel in order to carry out all required tests at specified frequency and as per the requirements mentioned in the tender or as directed by Engineer-in –charge for conducting the other required test. Besides PMC laboratory arrangements may be made with other organizations/laboratories also to meet the requirements of quality control and quality assurance. PMC has also setup its own laboratory at its hotmix plant to conduct preliminary tests like gradation, extraction etc. The specifications and codes of practice (latest versions or revisions) lay down by Indian Roads Congress, Ministry of Road Transport and Highways, and Bureau of Indian, Standard are required to be followed in testing and evaluation of materials and the construction specifications. The list of all relevant standards and codes of practice is given at the end of this report. All the equipment shall be calibrated regularly as per the calibration requirement of ISO-9001. The equipments for a selected specialized set of 51

tests may not be provided even in PMC laboratories, which may be got done in any other reputed laboratory available nearby. The name of other such laboratory to be used shall be indicated by contractor in advance in the tender. The quality control tests to be carried out on various materials and construction specifications are as follows, the details of which along with their frequencies are given in MoRTH specifications 2013 edition (Orange Book) 7.5

SPECIFIED TESTS ON MATERIALS 1. 2. 3. 4. 5. 6. 7. 8.

7.6

TESTS ON CONSTRUCTION SPECIFICATIONS 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14.

7.7

Soil from borrow areas Aggregates(coarse and fine) Cement Lime Bitumen and modified bitumen, mastic asphalt Water Paver Blocks RCC pipes, chambers, covers

Density of embankment/fill and subgrade Relative compaction of embankment /fill and subgrade Grading for subbase materials (gradation, atterberg limits, compaction, CBR, etc) Stabilized materials (Strength, CBR, Compaction etc) Water bound macadam Wet mix macadam Prime coat Tack coat Bituminous macadam Dense bituminous macadam Semi dense bituminous concrete Bituminous concrete Compressive strength of concrete slab Flexural strength of concrete slab

RECORD OF QUALITY CONTROL DATA At present the quality control test data are recorded as per standard format used by PMC. On account of number of works supervised by a single engineer of PMC and lack of subordinate staff for such work, it is not possible to carry out all the tests as per the frequency mentioned in the specifications. PMC is required to develop a total quality systems procedure as per MORTH specifications for quality control and as per the IRC: SP: 57-2000. All these requirements shall form part of the contract and quality control tests shall be conducted as per the provisions of contract and as required by the specifications for materials and different layers of pavement. The data shall be recorded in the standard forms evolved by PMC or adopted from as available elsewhere, e.g.IRC:20-2002. 52

The quality related records and documents shall be maintained as follows as per IRC: SP: 20-2002 so as to control the progress of work as well as to assure the quality: 7.8

METHOD STATEMENT The contractor shall submit a ‘method statement’ giving all the steps in which the job will be performed to meet all the quality requirements which shall be approved by the engineer after satisfying himself. It will be supported by suitable figures and sketches wherever required, including the details of machinery and their numbers, time requirement etc.

7.9

INSPECTION PRO-FORMA These are for taking necessary approvals of the engineer for concrete, reinforcement, formwork, earthwork, etc with necessary check-list.

7.10

TEST RESULTS These Performa are for recording the results of day-to-day quality control tests carried out.

7.11

DAILY DIARY OF WORK To record the day-to-day operations with activities at site of work, such as equipment and manpower deployed, material consumed, activities at site including inspection and follow-up of instructions.

7.12

NON-CONFORMITY RECORDS Detailed statements of non-conformity including the statements for (a) procedure to be adopted for rectification, (b) long term corrective action, and (c) immediate preventive actions and other activities.

7.13

QUALITY AUDIT Set of proforma with instructions for independent audit of the quality assurance at periodic intervals. All these are to be comprehensively dealt with in the quality assurance Manual to be got prepared for PMC road works. PMC has already prepared a Quality Assurance Manual for road works through Third Party Inspection Agency which may be suitably modified as stated above.

7.14

TRAFFIC DIVERSIONS AND OTHER DISTURBANCES

7.14.1 Traffic Diversions Normally any road work, whether it is repair of a pothole or routine maintenance or even widening of road, will disturb the normal flow of traffic though this is a concern in all construction in Pune, this aspect is neglected severely leaving the vehicular traffic and pedestrians at a great risk. Traffic is 53

required to be diverted in all construction sites providing at least 60-80 percent equivalent of normal capacity for the traffic movement. The traffic can be diverted to other parallel road giving appropriate signs when the original route will not have enough capacity after barricading the construction area. While planning the road work, a detailed plan for the diversion shall be prepared providing for the extra temporary construction, such as paving of the shoulder etc, and proper drawing shall be submitted to the engineer for approval. This shall also be got approved from the Traffic Police Department. During the entire duration of the construction work the diversion shall be maintained in good condition to serve the traffic in a safe way. Such requirements shall be part of the tender and also in contract as part of the total estimated cost. Currently, no separate provision is made for the traffic diversion work in the road estimate of PMC. The traffic diversion is enforced through the contract conditions only. Wherever manual control of the traffic is required, contractor shall arrange for the same with signs, signals, marking flagmen in addition to safety barriers. All these provisions shall be in accordance with clause 112 of MORTH specifications and IRC: SP: 55-2001 “Guidelines on safety in road construction Zone” for more details relevant chapter of the report may be referred. It is not possible for providing Traffic diversions in congested city area especially for resurfacing works. Under such circumstances, the vehicles immediately ply on the newly laid bituminous road which is required to be kept without traffic for 24 hours as per MORTH specifications. Under such cases, some mechanism should be formulated to take care of the traffic diversion, regulation in congested areas of the city. 7.14.2 Abatement of construction noise Noise is a nuisance in the construction site, particularly for the people required to pass through this area and also those who live/work around the area. Appropriate tools and machineries shall be used by the contractor, which are less noisy as approved by the Engineer. Most machinery is available these days including the high capacity diesel generators which are noiseless or with minimum noise. In case the noise cannot be minimized by choice of equipments, temporary noise barriers shall be used by the contractor for carrying out the work. Also, the work shall be carried out during the daytime and in no circumstances beyond the working hours i.e. between 2100 Hrs until 0600 hrs. The specification included in tender must include all these special conditions. 7.14.3 Environmental hazards Most construction sites and its vicinity are polluted by suspended particulate matters. Contractor shall take adequate precautionary measures by sprinkling water to avoid re-suspension of the particulate matters. Moreover, the diversions to be used by large volume of traffic shall be temporarily paved. Also, there should be continuous check on the gaseous pollutants from the exhaust of various equipments being used in the construction. The contractor 54

shall provide site guards against all other types of environmental hazards as detailed clause 111 in the MORTH specifications. 7.14.4 Pre-qualification/ Post Qualification Most of the road construction operations, especially in the urban areas, have become mechanized at recent times for speed, efficiency and the quality. Therefore, the contractors are to be pre-qualified for their capacity and capability in terms of the equipments they possess or they have access to and the qualified/trained manpower they have to delivering the contract with highest quality as per the contract specifications (adopted quality systems). Thus, the list of equipments (specially the heavy construction machineries) possessed by the contractor and the qualifications of the personnel required and available with the contractor for carrying out the works with due control of quality at site are to be verified at the post-qualification stage. Also, the commitment and capacity of the contractor to establish the field quality control laboratory with all necessary infrastructure and equipments shall be obtained in the post-qualification stage itself. 7.15

RECOMMENDATIONS 1. 2. 3. 4.

5.

6.

Though quality control system exists, it is to be strengthened by upgrading the associated provisions. The pre-qualification of contractors must establish the capacity and competency in QC. Complete specifications for QC and QA to be developed with the specifications. Adequate and safe traffic diversion must be ensured through provisions in the contract including abatement of construction noise and environmental hazards. This should separate payable item. The maintenance of diversion road during construction period will be responsibility of contractor and separate lump sum amount for every quarter can be paid. Similarly due to shortage of staff traffic warden have to be engaged by contractor for which also separate payment can be made Implementation of IT for quality control in road works through various innovative systems like SCADA device at the Batch Mix and RMC plant, vehicle tracking system for monitoring of the dumper movement and intelligent compaction system for the efficient compaction of all the pavement layers, use of Nuclear / Non-Nuclear density gauge for immediate field determination of pavement layer density should be enforced for all the works above Rs. 100 lakh by PMC. PMC has got prepared a Quality Assurance Manual through Third Party Inspection Agency and is enforcing it. PMC may consider revising acceptance criteria in terms of number of tests and acceptance values. In case of works, where QAM criteria is not in strict adherence to QAM norms, but is within acceptable limits, the work may be accepted with reduced rate. The other remedy is to hold periodical meetings with all stakeholders and deliberate as to why it becomes necessary to deviate from the QAM norms and what can be done so that these deviations are reduced to the extent possible. 55

7.

8.

9.

10.

11.

12.

13. 14.

15.

Specialised costly testing equipment can be allowed to be procured by engineering college, for which funding can be provided by PMC. A condition can be put that the institute would charge only 20% to samples of PMC for testing A separate lump sum provision may be made for carrying out trial stretches with alternate technology/materials. Similarly provision for performance study through local engineering college must be made and implemented. Detailed statements of non-conformity including the statements for (a) procedure to be adopted for rectification, (b) long term corrective action, and (c) immediate preventive actions and other activities has to be prepared for major work and approved by competent authority. DCP is a good equipment to get an overall idea about the field density and CBR values. Use of this equipment should be encouraged For satisfying himself about verification of the quality of this material as per work specification, quality control tests will also be conducted by engineer himself or independent quality control unit different from the officers engaged in the construction at a pre-decided frequency. In addition, it is advisable to appoint any other Third party (technical agency) for quality audit with an objective of quality assurance. This should be planned and implemented as a quality systems plan for the project/work right from the beginning. The contractor shall provide total co-operation for all the quality control test and audits at all stages (from tests on materials supplied to the tests on constructed pavement layer) and this will be mentioned as a requirement in the tender itself. A policy about third party audit has to be prepared. All major works should be checked by them but smaller randomly selected works also should be checked by them Mobile equipments are available to quickly check the bitumen content. They may be used for major projects A continuous review of various specification and construction procedures has to be done to indentify the improvement/changes needed in the same. Alternate construction technology/material will have to be evolved. e.g. Machine laid mastic asphalt, self compacting concrete for rigid pavement, grouted BM etc For this purpose special funding for research be done Specialised equipment and manufacturing process has to be applied to get quality product as paver block where in good equipment which can impart high vibrations and compaction has to be insisted. The process to improve specification has to be continued.

56

CHAPTER 8 CONSTRUCTION WORK

8.1

CO-ORDINATION As per the current practice of PMC, there is lack of coordination between the other departments of PMC and private utility service providers especially for smaller road works. Hence, many a times, it is required to excavate the road or make trenches after the road improvement works are completed. Even though the cross utility pipes are laid by PMC at certain locations, these are not used invariably by all the utility service providers. There is requirement for overall coordination between the various PMC departments, traffic department and the other utility service providers before taking up new road works. The permission is sought from the traffic police department for commencement of road works. The work programme and bar charts submitted by the contractor is revised based on the suggestions/approval from the traffic police department. A lasting solution to this problem would be to shift all the utility service lines towards the outer edges of the ROW. A suitable duct system should be planned and installed in order to take the utility service lines across the carriageway. Though it is an expensive proposal, this may be considered as a “one time investment” needed for maintaining the road system in good condition and hence this will pay back the city administration in the long run. One part of the initial cost towards shifting the utility lines and duct system could be charged to the service agencies, particularly those running on commercial basis and the private companies. In addition, annual rental charges towards the space and the duct facilities could also be levied from these agencies. An APEX committee under the chairmanship of Additional Municipal Commissioner and including all the Head of Departments of PMC should be constituted to review the planning of any new road work. The opinion of each department and their requirement in the road work should be taken well in advance before preparation of estimate of the road work. The estimate should cover all possible/ foreseeable works including formation works, surface/ storm water drainage structures/ utility ducts along/ across the road, pavement works , traffic safety islands/ markings/ road signs and any other site specific requirements etc, so that tentative overall outlay for the road is known at the time of planning stage. The tendering packages may be prepared at the time of execution, based on annual budget allocation and at rates applicable at that time. In case of inadequate allotment of funds the work may be tendered in suitable packages either sub- section wise or item wise depending on inter-se priorities. Quantum of certain items may be initially restricted, but items like 57

cross drains/ ducts likely to disturb the movement of traffic if planned at a later date and essential traffic safety measures/ signage should be provided in the first stage itself. In case some unforeseen crossings of utilities along and across the roads, Trenchless Technology should be encouraged for important roads in PMC area and wherever possible for laying of Water Supply line, Sewer lines, OF cables etc. along and across the existing roads. The cost of such works, including restoration of damages to the existing road should be recovered from the agency concerned. The list and description of items generally involved in road and bridge work available in the MoRTH Specifications for Road & Bridgeworks published by IRC may be referred to for reference while preparation of estimates to ensure all possible items are covered in the estimates. 8.2

SUPERVISION ARRANGEMENT: At present the road works are attended by the Engineers of PMC along with all other duties of the Corporation. There is no separate division to look after any of the following activities of the road works: 1. 2. 3.

Planning and design of new or widened portion of pavement or overlay for strengthening of existing pavement. Supervision of road construction works Quality control and quality assurance

The Additional City Engineer, Superintending Engineer and the other Engineers are expected to supervise the various constructions and maintenance works of the roads on all the days irrespective of holidays and during both day and night hours. When even such works are being carried out, they are also required to look after office and other routine works and to attend meetings during the day, whenever convened. This does not enable the day to day supervision of work and the attention is diverted. Currently there is area wise distribution of work supervision. Hence this affects the overall quality of the work and efficiency of the Engineer as he may be burdened with excess work in a particular area of the city which has received major budgetary allocation. There is no specified work allocation system in PMC. It is desirable that following aspects are considered while carrying out review of the organizational pattern, charter of duties and financial/ linear norms for establishment of PMC as discussed elsewhere in this report: 1. 2.

All arterial and other roads in Pune city and sub-urban areas should be divided into a few convenient zones. In each zone, a team of “supervision engineers” consisting of a few Deputy engineers and Sectional / Junior Engineer who are well versed in road construction and maintenance works should be given the sole responsibility of supervision of all the road works. These supervision engineers should not be assigned responsibilities other than the road works. The concerned Executive Engineer and Superintending Engineer of the zone shall be responsible for periodic checking and monitoring of the above supervision engineers. 58

3.

8.3

In each zone, a small team of “Quality Assurance” engineers consisting of Deputy Engineers and Sectional Engineer/Jr.Engineer who are well trained in quality control tests and quality assurance procedures should be posted.

TRAFFIC DIVERSION DURING CONSTRUCTION WORK As per the present practice it has been possible to close the road from traffic movements on roads in residential areas for a few hours only during late night. However the vehicles parked at night along the road-side make it difficult to carry out the road work in a proper manner. It is not possible to close the roads from traffic movement in core city areas. It is necessary to complete the construction activities within short period and therefore there is no sufficient time available for curing or even for proper cooling down of the newly laid hot bituminous pavement layer. Suitable percentage should be provided in the estimated cost of works in such areas to cater for disturbance in progress of works. It is suggested that the final rolling of the bituminous overlay and resurfacing layer using hot bituminous mix is to be generally completed before the main temperature of the layer cools down to 100 degrees C in order to avoid premature damages to the newly constructed bituminous layer, movement of traffic, even the light vehicles should be strictly prevented until the entire bituminous layer, up to the bottom cools down to surrounding atmospheric temperature. Camber and super-elevation should be checked carefully and corrected before the mix is cold/ set, as it is difficult to correct it after words. The time required for cooling of the layer as above varies depending upon several factors such as compacted thickness of the bituminous layer, type and grade of bituminous binder used. Temperature of final compaction, wind speed, etc. as a general guideline, it may be mentioned that a minimum of six hours time may be allowed after final compaction of hot mix layer before allowing movement of light vehicles such as two wheelers, three wheelers and passenger cars. However it is desirable not to permit movement of heavy vehicles for 24 hours after laying a hot mix layer. It may be mentioned here that as per clause 509.5 of the specifications for Road and Bridge works of the Ministry of Road Transport and Highways (2001) the newly laid bituminous concrete surface shall not be open to traffic for at least 24 hours after laying and completion of compaction, without specific approval of the engineer “in writing” Even patching of pot holes and cracked areas using cold bituminous mix (with cationic bituminous emulsion) need a certain minimum curing period before allowing traffic movement. This period also depends upon several factors, particularly the type of binder used. In view of the above, proper traffic diversion plan should be worked out in consultation with the traffic police department well before taking up road maintenance work on each road stretch. The required barricades and information sign system should be installed at the appropriate locations for the benefit of road users. 59

8.4

WORKING DURING MONSOON/RAINY SEASON Generally bituminous construction work such as resurfacing, overlay and widening of carriageway are not carried out during rainy season. However due to pressure from the public/ elected representatives some of the essential works are required to be carried out even during rainy season, particularity before Ganesh festival. Pot holes are periodically filled during monsoon period. In fact no road work involving hot bituminous mixes should be carried out when there is even slight rain/ drizzle or when the receiving surface is even partially wet. It is desirable to stop all major bituminous road works such as resurfacing, overlay and widening of carriageway one month before the start of the monsoon season. The road construction activities using hot bituminous mix should be stopped well before the start of pre-monsoon showers. Patching of pot-holes should be carried out following all the prescribed steps from time to time, as and when they develop, particularly during the rainy season by using a suitable type/ grade of cationic bituminous emulsion both for application of tack coat and for the pre-mix the patching of pot-holes can be carried out by this method even during the rainy season when the receiving surface is partially wet, but when it is not actually raining and there is no stagnant water in the pot-hole. Suitable anti stripping agents of approved quality and quantity may be used if required. Procedure for filling the potholes a.

Preparation of area to be patched by cutting to rectangular shape with vertical edges

b.

Removal of all weak and loose materials and removal of dust by hand brushes and clearing of fine dust and excess moisture (if any) using air blower Application of tack coat using appropriate type and grade of cationic bituminous emulsion by a hand operated pressure sprayer on this entire receiving surface of the prepared area including the vertical edges(tack coat may also applied along the vertical faces of the rectangular cut by hand brush) Laying of premix of appropriate thickness by making allowance for compaction Through compaction of the mix in the patch using a small vibratory roller or any other suitable roller or compacting equipment (or even by the rear wheels of a loaded heavy truck if none of these are available), soon after laying the mix and finishing to the same level as the adjoining/surrounding area of the patch. Also Refer relevant chapter for filling of potholes.

c.

d. e.

f. 8.5

SYSTEM OF CHECKING AND CERTIFICATION As per the existing system, for the construction of cement concrete (CC) roads, a site laboratory is established by the contractor and the quality 60

control (QC) tests are done through his engineers. As the CC mix use is supplied from the ready Mix concrete (RMC) plants, appropriate QC measures are adopted at the RMC plant itself. The concerned engineer/Jr. Engineer of PMC counter-checks the QC tests on a sample basis who certifies them. For bituminous pavement work, majority of hot mix plant are located outside Pune city limits in areas such as Katraj, Ambegaon, Wagholi, Moshi etc. The engineers of the contractor have been carrying out the mix design and other laboratory tests at the plant site. Due to shortage of staff all tests are not checked at road site by PMC engineers. However the bituminous concrete mix supplied at the work site is subjected to tests on sample basis by Engineer of PMC by taking random samples and if any mix does not fulfil the specified test requirements in terms of the quality, the material is rejected on the site itself. The levels on top of the existing road and the overlay are taken by the contractor engineer and verified by the PMC Engineer. It is essential to ensure correct camber and super-elevation of the road top surface before the mix cools or sets so as to facilitate efficient drainage of surface during service life. Indirect control on the quantity of bituminous mix used in the road work is established by restricting the area covered per tipper load or per ton of the mix, based on the tender specification trial pits are taken on sample basis to check the average thickness of compacted overlay. It is desirable to follow systematic procedure for QC tests and quality assurance (QA) system/provisions as outlined in chapter 8 of the Report. 8.6

AS-BUILT DRAWINGS AND TAKING OVER ON COMPLETION OF THE ROAD WORKS As-built drawings or completion drawings are prepared for the construction of CC roads. However there is no such procedure of preparation of “as-built drawings and proper taking over of completed road stretch by the PMC.

8.7

DETAILED CONSTRUCTION METHODOLOGY Detailed construction methodology of various items of road and bridge works from preliminary/ preparatory stage to final completion stage including testing, method of measurement for payment and norms for pricing/ rejection of work, if any etc, are well described in MoRTH “Specifications for Roads and Bridge Works” published by IRC and various IRC codes (List of IRC codes and other relevant literature is given elsewhere in this report).

8.8

RECOMMENDATIONS It is recommended to establish the following practice as a part special condition of contract in tender stage itself as prevalent in MORT&H: 1.

Providing construction drawings to the contractor along with tenders. Asking the contractor to submit “Good for Construction” drawing at 61

least 30 days before commencement of a particular structure based on actual site conditions. 2.

Obtaining as-built drawing from the contractor and duly getting them checked and certified by the competent supervising engineers of PMC before passing the final bill for the works. It is desirable to prepare asbuilt drawings based on joint site measurements as soon the structure is completed and a portion of the structure is hidden from sight due to backfill etc

3.

The as built drawing for the road alignment should include Total Station survey indicating the location of all utilities, trees, street poles, adjacent buildings, crossings, structures, chambers, fire hydrants, etc. The cross sections at every 10 m interval should also be included. The drawings should be compatible so as to superimpose on a GIS map based on standard benchmarks established throughout the city. The details and locations of all utility crossings, number of pipes etc should also be provided. The as built drawings should be provided on Soft copy and Hard Copy of tracing.

4.

The procedure for provisional taking over of the completed road stretch with punch list of items to be rectified during the defect liability period (DLP) and Final taking over certificate after completion of DLP (when proper inspections with check lists for verification are done) to ensure all defects have been rectified before release the final payment.

5.

The detailed construction methodology from relevant literature shall be studied and extracts of the relevant portions/ sections kept by PMC engineers during site supervision/ inspections. These should also be briefly described and included in the pocket books proposed to be prepared and issued to engineers by PMC.

62

CHAPTER 9 NEW MATERIALS AND TECHNIQUES 9.1 NEED OF NEW MATERIALS There is tremendous increase in traffic count as well as load carried by the commercial vehicles. Therefore, it is necessary to introduce better materials for construction and maintenance of Roads. In case of road works pertaining to new construction as well as in maintenance, improvements have been advanced and a number of new materials and techniques are available for better performance, and durability. A number of additives are also available for stabilization of soil to enhance the strength. These are inorganic polymers, nano materials, geo polymers, and bio enzymes. There are many high performance bituminous and cementitious materials available for both flexible and rigid pavement construction. The material and construction specifications presently used by Pune Municipal Corporation for road works are traditional. There are a number of specifications for bituminous and concrete construction adopted by MORTH for National Highways and PWD’s for State Highways, which are also not being used by PMC. In moderate rainfall area like Pune, some of the specifications like cold, half warm and warm mix technology may be useful. Use of adhesion promoters may be beneficial to prevent damages due to moisture. Recycling of the bituminous pavement should be used to conserve materials, which are scarce and depleting fast. Some of the new materials and techniques are described in the following sections. Self compacting concrete may be encouraged for rigid pavements. 9.2 BITUMINOUS MATERIALS 9.2.1

Bitumen Emulsions

Bitumen emulsion is a liquid product in which bitumen is suspended in a finely divided condition in water and stabilized by means of suitable chemicals known as emulsifier. In India, among various types, normally cationic type of emulsion is used, and for Pune this is recommended. The bitumen content in emulsions is 60-65 percent and the remaining is water. When cold mix with emulsion is used on the road, it breaks resulting in release of water and the mix starts to set. Bitumen emulsion based construction is very efficient in terms of avoiding heating of the ingredient of the mix and preparation of the mix. However, emulsion based technology is somewhat more stringent in terms of compliance to the proportion and requirements about the cleanliness of the aggregates. The special advantage is that moist aggregate can be used for preparation of the mix. Emulsion is advantageous for both new constructions as well as for the repair and maintenance. However, its use is preferred for low traffic roads. Guidelines recently developed by IRC shall be adopted. 63

9.2.2

Modified Bitumen

Properties of conventional bitumen binders and mixes can be improved to meet requirements of modern pavement with the incorporation of certain additives or blend of additives. These additives are known as “Modifier” and bitumen premixed with these additives are known as “Modified Bitumen”. IRC: SP: 53-2012 deals with of Polymer Modified Bitumen for Road Construction. The specification of modified bitumen IS: 15462-2004 by BIS has also been published recently. The advantages of using polymer and rubber-modified bitumen are given as under: 1. Lower susceptibility to daily and seasonal temperature variations 2. Higher resistance to deformation at elevated pavement temperature 3. Better age resistance properties 4. Better adhesion between aggregate and binder 5. Higher fatigue life of the mixes 6. Delayed of cracking and reflective cracking 7. Overall improved performance in extreme climatic conditions and under heavy traffic The modified bitumen is broadly classified in three categories. 1. 2. 3.

PMB - Polymer Modified Bitumen NRMB - Natural Rubber Modified Bitumen CRMB - Crumb Rubber Modified Bitumen

The issues related to handling of modified bitumen and mixes at sites are very important. It is extremely important that modifier is thoroughly blended with bitumen before preparation of mix so that modified bitumen retains its premium properties. The other precautions are as under: 1. 2. 3. 4. 5.

Preferably be blended at refinery or by proper high shear mixing plants. Product supplied hot in tankers or if supplied in drums shall be agitated in melted condition with suitable device before use. Penetration, softening point, separation and elastic recovery tests shall be conducted at site. Multiple heating shall be avoided. In case of NRMB, material shall be supplied at 130-150°C and shall be used within 24 hours of its filling.

The use of modified bitumen is recommended for arterial roads. 9.2.3

Modified Emulsions

Modified emulsions are those whose residue is modified or aqueous phase is modified by latex of polymeric material. The modified emulsions may be classified as mono-phase and bi-phase system. The types of modifying 64

agents used for production of mono phase modified emulsions are EVA, SBS, and SIS etc. In case of bi-phase emulsions, latex of natural or synthetic rubber such as SBR having extremely fine particles (generally 1 m) are used for modification in aqueous phase. The main property of this modifier is elastic behavior of residue that allows them to accept and recover from large strains when they are exposed to temperature. This property of residue from modified emulsion can be observed by measurement of elastic recovery. The merits of modified emulsions over traditional emulsions are many but some of these are listed below: 1. 2. 3. 4. 5.

High cohesion at medium and high service temperature. Improved performance at low temperature. Improved theological behavior. Increased plasticity interval (PL=TR&B-TFraass) Better resistance to ageing.

Modified emulsion is recommended for micro surfacing works for preventive and periodic maintenance. 9.2.4

Multigrade Bitumen

Multigrade bitumen performs over a wide temperature range as compared to traditional bitumen. These are formulated ‘to resist both pavement rutting/ deformation at high temperature and pavement cracking at low temperature. These bitumens are mainly characterized by high value of penetration index, typically greater than 0 but less than 2. Multigrade bitumen is known to bridge the performance gap between traditional bitumen and polymer modified bitumen. This bitumen is in most cases applied in wearing courses in special situations like heavily traffic. Multigrade bitumen can be applied in both the binder as well as and wearing course to increase overall performance including resistance to rutting like polymer modified bitumen. The specification of multigrade bitumen for road works is given in IS: 15708. The use of multigrade bitumen is recommended for arterial roads. 9.2.5

SUPERPAVE Binder Specification

The SUPERPAVE binder specification is intended to control permanent deformation at highest pavement temperature, low temperature cracking and fatigue cracking in flexible pavements. The specification accomplishes this by controlling various physical properties. A PG 58-16 grade is designed to be used in an environment to offer protection to deformation for an average seven day maximum temperature of pavement as 58°C and a minimum pavement design temperature of 16°C. 9.3

Use of Cubical Aggregates The Indian road aggregate production industry is traditional and does not produce good quality aggregates. The ideal production methods are 65

hammer or cone crushers, which by giving an impact blow would shatter the rock boulder into smaller fragments resulting in angular or cubical aggregates rather than flaky and elongated particles. Crusher types also effects shape of aggregates. The shape of aggregates gives strength to bituminous mixes. If the flakey particles are more, these are likely to be crushed under traffic and the gradation will be changed which will affect the voids in the mix and subsequently the strength properties of the mix. The reduced flakiness index increases the mix strength and reduces the binder consumption. The maximum recommended limit of combined Flakiness and Elongation index is 35. 9.4

Recycling of Bituminous Pavements Cold and Hot recycling of the bituminous pavement is in practice all over the world, especially for the urban roads, where increasing the levels of the road surface is not often possible. Moreover the top 10-20 mm of the bituminous surface get oxidized, become brittle and develop cracks. The bituminous materials in lower part of the bituminous layers are better which can be reused. The major constituent of the road pavement is aggregates which can be reused for a fresh layer after correction of the grading by addition of required sizes of fresh aggregate. Presently, only a part of the recycled materials from bituminous layers is used by PMC in the lower layer of granular base course. However, it must be used in bituminous courses using hot or cold recycling methods. It is recommended to use 10-30% RAP in bituminous mixtures. Emulsion and Foamed Bitumen are permitted in IRC: 37-2012 “Tentative Guidelines for the Design of Flexible Pavements” (Revised).

9.5

Stone Matrix Asphalt Stone Matrix-Asphalt (SMA) is a high performance substitute to dense graded bituminous mix like bituminous concrete. It is a strong, durable and rut resistant mixture which depends upon stone-on-stone contact to provide strength and a rich mortar of binder and filler to provide durability. SMA has proved superior performance on heavily trafficked' roads in city traffic condition. SMA in useful on intersections, roads with heavy traffic and bridge decks.SMA may replace Mastic Asphalt. Thin SMA is also being used in some countries which may also be tried.

9.6

Porous Asphalt Porous Asphalt is an open graded bituminous mix, which has been found to eliminate hydroplaning. Enhanced surface friction, reduced spray, and night glare during wet condition due to interconnected voids and high permeability are features of porous asphalt. Such mixes are designed so as to form a surfacing with voids content of about 18-22% after laying and compaction. With such a high percentage of voids, a network of interconnected channels is created in the layer, capable of draining out water. The benefits from Porous Asphalt are as under: 66

1. 2. 3. 4. 5. 6. 7. 8. 9.

Hydroplaning potential during rainstorm is minimized Skid resistance at high speeds ding wet weather is improved Splash and spray during wet weather is minimized Road smoothness is improved (Due to correction of minor surface irregularities) Wheel-path rutting is minimized There are fewer glares at night during wet weather Riding surfaces are quieter (because 0 less noise form tyres) There is better wet-night visibility of traffic stripes Safety is increased (because of reduce stress on the operator during rainstorms)

Porous Asphalt is noise absorbing layer. Such mixes may be used on arterial roads in front of schools and hospitals on trial basis.

9.7

Warm Mix Asphalt The development of WMA technologies to meet targets and to achieve the engineering values specified for normal mixes has stressed upon the benefits and advantages over conventional HMA. The main benefits/advantages of using WMA over HMA are as follows: a)

Environmental and Health Benefits 1. Reduction in consumption of non- renewable fossil fuels and greenhouse gas emissions 2. Recycling of existing materials which are otherwise disposed 3. Increased potential for recycling milled material 4. Better working conditions for the work force and reduced pollution in neighboring areas

b)

Commercial and Technical Advantages The benefits obtained by using WMA are mainly from three aspects: 1. WMA technologies provide better bituminous mix workability than HMA and compaction at lower temperatures. 2. Warm Asphalt requires lower mixing and compaction temperatures, compared to conventional Hot Bituminous Mixes, leading to reduction in temperature of the bituminous mixes compared to the conventional mix and ambient temperature of the atmosphere and prevalent road temperatures. 3. WMA takes longer time to cool from mixing to compaction temperature than conventional hot bituminous mixes, thus providing a longer “compaction window” with advantages like longer haulage and final compaction time. 4. Lower mixing temperatures result in less binder aging during mixing and paving than conventional bituminous mixes resulting in improved fatigue and cracking resistance. 67

c)

Compatibility: As a result of improved workability provided by this technology, there is an improvement in mix cohesion and helps in easier compaction due to a reduction in the stiffness of the mix.

d)

Improved workability for manual work This technology improves mix cohesion and Compatibility and can be used for locations where mix has to be manually place like intersections, widening and around the manholes where the paver cannot operate.

e)

Cold weather Paving WMA because of its lower rate of cooling can be used in cold weather conditions when transportation and paving is a serious problem. Parts of the country which experience very cold winters, the paving season can be extended using this technology.

f)

Increased distance and time for haulage WMA may be hauled for longer distances than HMA because of slower rate of cooling and larger compaction window. This provides the advantage of hauling longer distances especially in places like Delhi, where hot mix plants have been banned and heavy traffic congestion results in longer haulage time.

g)

Reduction in fuel consumption Reduced plant mixing temperatures result in reduced fuel consumption, which depends on several factors like: • The working temperature of the WMA, • The moisture content of the aggregates • The efficiency of the mixing plant

h)

Reduction in ageing of the binder The reduced operating temperature of WMA result in reduction in ageing of the binder during production and paving and improved flexibility and fatigue resistance of the bituminous mixes is obtained. Therefore, the use of WMA technology may be considered for pilot studies.

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9.8

GEO SYNTHETICS Geosynthetics is vital and useful material for various applications in road works. The advantages are the performance and level of service of the specification in which it is used. These are available in various forms such as geotextile, geogrid, geonet, remembrance, geocomposite etc for appropriate applications. Each of these is produced in different forms; for example, the geotextile can be woven or non-woven. This can be used in bituminous pavement for reduced thickness or prevention of reflection cracking in overlay.

9.9

CONCRETE OVERLAY

9.9.1 White Topping A white topping on bituminous surface can be defined as: a concrete overlay of adequate thickness bonded to an existing pavement. A solution to rutting in bituminous pavement is White Topping, which means that the placement of a concrete overlay on top of bituminous surface. This is an acceptable pavement maintenance practice. 9.9.2 Thin White Topping With the advent of new and fast or concrete pavement construction technologies which allow the opening of a concrete pavement surface to traffic within 24 hours or less of initial paving, white topping technology is desirable. Thin White Topping (TWT) is the next generation concrete pavements. It involves the construction of a concrete overlay between 100-200 mm. Reduction in concrete pavement depths results in a substantial reduction in concrete pavement cost. This type of pavement is useful where the minimum thickness of bituminous layer after milling is 75mm and also existing bituminous layer is in good condition so that reflection cracks or sympathetic cracks are as minimum as possible. The left out cracks after milling shall be repaired first with either bituminous or cement concrete or any other suitable polymers; and thereafter, thin white topping is applied. The basic purpose of TWT is to improve the riding quality along with the load carrying capacity. PMC has already adopted TWT technologies and thickness may be provided based on IRC guidelines. 9.9.3 High Performance Concrete High performance concrete (HPC) is defined as concrete designed to meet wish strength and longer durability. HPC is generally characterized by low water/cement ratio and may contain silica fume and fly ash as mineral admixtures as replacement of cement. The cost of the production of HPC is higher (by 16-32 percent) as compared to that or the normal concrete at equivalent mix proportion. However, there is 20 to 50 percent increase in the compressive and flexural strength as compared to conventional or normal concrete. Further, the benefits accrued from the use of HPC such as low maintenance cost, longer life of the structure, higher strength, trouble free service etc. shall compensate the high initial cost of the HPC possible benefits include: 69

1. 2. 3. 4. 5. 6. 7.

Reduced construction times For rapid repair of distressed pavements and bridges Chloride resistance Reduced permeability Reduced corrosion of steel bars Improved durability, and service a ability, and Enhancement of the life of concrete pavement and bridges.

9.9.4 Self Compacting Concrete Self compacting concrete technology is a developed technology. This requires least compaction effort and therefore is an ideal alternative for highly steel congested concrete sections and also for road works to conveniently get proper compact surface in line and level by using a fixed form paver. 9.10

MATERIALS FOR SPECIAL APPLICATIONS

9.10.1 Ready to Use Patching Mixes/Materials Commercially available cold mixed materials can be used for patching and filling of potholes. These are available in air tight bags or drums. 9.10.2 Microsurfacing Microsurfacing is a mixture of fine aggregate, water, cement and polymer modified emulsions. This treatment can be used for preventive as well as periodic renewal treatments. Guidelines are given in IRC: 81-2008. This treatment is applicable for maintenance if Roughness Index is below 2500mm/Km. This treatment in useful for roads as well as surface of bridge decks. 9.10.3 Controlled Low-Strength Material Controlled Low- Strength Material (CLSM) is defined by ACI committee 229 as a "self- compacted material used primarily as a backfill material in lieu of compacted fill with a compressive strength of 1200 psi (840-kpa) or less" however, where future excavation may be required. The ultimate compressive strength of CLSM should be loss than 300 psi (2100 kpa). The level of strength is very low compared to concrete but very strong when compared to soil. CLSM is the only viable method of completely filling the voids, and additionally there is no associated cost for vibration or compaction of the martial in place controlled low strength material (CLSM) is a useful construction material for filling the utility-cut trenches, especially for the lower layers. It is a flow able grout for trench filling as it is a selfcompacting grout which is pumps intro the location and water is allowed to flow out. A note from ACI on CLSM may be referred for this work.

70

9.10.4 GROUTED BM The new technique of grouted BM is being developed. In this technique, properly selected bituminous macadam having 25 % voids with 2.5 % bitumen is laid as a top wearing coat. This surface is grouted by high strength flowable grout (having strength of 300 kg/sq cm) which seals all voids and makes it virtually impermeable layer. Such a wearing coat would reduce the damage due to frequent braking action which normally happens on urban roads. 9.11

QUALITY CONTROL FOR NEW MATERIALS New materials like geotextiles and modified binders or SMA and micro surfacing or any of the other materials described is this chapter can also be used to advantage wherever appropriate. All such new materials will require appropriate quality control for the material as well as for the construction specification to derive the true advantage. Therefore, specifications and quality control requirements of each of these are to be understood clearly before their use. The quality control requirements of geotextiles and modified bitumen are as given in clause 703 and 521 respectively of MORTH specifications. Each of these new materials may be adopted for use as appropriate, but with due care for actual method of its use. Moreover, the material should be tested by more than one equipped laboratory for that purpose to prove the efficacy of the same as per available specification. If it is not used anywhere in India under similar conditions, it must be used first for experimental purpose as test sections of the actual road for evaluation under normal traffic. For such experimentation, the manufacturer of the material should also contribute by funding the study. Such study shall comply the following requirements. 1. 2.

3.

4.

9.12

The quality control and quality assurance for such experimental (construction) sites shall be more stringent. The proper plan for monitoring the performance of the road be made and data recorded over sufficiently long period to justify the use of such materials. The proper record of planning and design of the experimental section is also to be maintained so as to replicate and to develop design methodology after the successful experimentation. The manufacturer of the material should provide minimum period (normal performance) guarantee for the performance of the material under experimentation. CRRI expertise may be utilized.

RECOMMENDATIONS

The new material, equipment and technologies available may provide advantage in the form of lower life cycle costing. Therefore, these are to be examined carefully by laboratory testing and field trials. A few of these technologies, which are yet to be used in Pune, are modified bitumen, soil stabilization and microsurfacing technology. New materials like geotextiles and modified binders or SMA and micro surfacing or 71

any of the other materials described in this chapter can also be used to advantage wherever appropriate. All such new materials will require strict quality control for the material as well as for the construction specification to derive the true advantage. Therefore, specifications and quality control requirements of each of these are to be understood clearly before their use. The quality control requirements of geotextiles and modified bitumen are as given in Clause 703 and 521 respectively of MoRTH specifications. Each of these new materials may be adopted for use as appropriate, but with due care for actual method of its use. Moreover, the material should be tested by more than one equipped laboratory for that purpose to prove the efficacy of the same as per available specification. If it is not used anywhere in India under similar conditions, it must be used first for experimental purpose as pilot study on the actual road for evaluation under normal traffic. For such experimentation, the manufacturer of the material should also contribute by funding the study. Such study shall comply the following requirements. 1.

The quality control and quality assurance for such experimental (construction) sites shall be more stringent.

2.

The proper plan for monitoring of the performance of the road be made and data recorded over sufficiently long period to justify the use of such materials.

3.

The proper record of planning and design of the experimental section is also to be maintained so as to replicate and to develop design methodology after the successful experimentation.

4.

The manufacturer of the material should provide minimum period (normal performance) guarantee for the performance of the material under experimentation.

5.

Funding shall be made available for pilot studies (construction and monitoring) of experimental stretches using new materials and technologies.

6.

The use of following techniques and materials is recommended on PMC roads. a) Wet Mix Macadam in place of Oversize Metal. b) Stabilized Soil using New Generation Additives. c) Use of SMA Technology d) Milling and Recycling Technology e) Use of Modified bitumen, emulsions and Modified emulsions f) Use of Microsurfacing Technology g) Use of Cold Mix Technology h) Use of porous pavements i) Use of Ready to Use Patching Mixes. j) Use of Jet patching and infrared recycling machine. k) Use of warm and half warm mix technology.

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CHAPTER 10 STANDARD DOCUMENTS AND MANUALS

10.1

NEED Normally in an established organization there are a number of standard documents and manuals laid down by the department for guidance of the engineering staff. These manuals and documents provide standard procedures and guidelines as well as the engineering standards for ready reference and strict compliance. For instance, the PWD have their own standard specifications, standard bid documents and elaborate circulars about construction and maintenance practices. Certain minimum essential checks and inspections at higher level are also prescribed to have an effective control system. In the PMC, though a large number of works are being executed and the engineering organization is big enough, the work of standardization has not kept pace with the expansion during the past several years. There is no maintenance manual or any other pocket book in order that the engineers can deliver the works and perform their duties in the required manner and in a uniform way. It is absolutely necessary to have such basic documents and manuals in the road organization of the PMC. These are described below.

10.2

STANDARD BID DOCUMENT (SBD) The need to deviate from the practice of using B1/B2 standard forms to other modern Standard Bidding documents has been stressed by the STAC while deliberating on procurement in chapter no 6. Accordingly, a standard bidding document should be prepared and enforced.

10.3

STANDARD SPECIFICATIONS Currently PMC follows all IRC / MORTH and PWD Specifications. There is no separate specification book of PMC. The MORTH specifications contain the modern practices with the use of appropriate machinery and equipment and standard of acceptance. However, all these documents by and large relate to inter urban roads and do not specifically bring out special requirements of the roads in urban areas. It is recommended that a separate document containing the specific deviations concerning the urban problems should be got prepared. The committee also recommends that PMC may take initiative in holding a seminar / workshop in association with Indian Roads Congress to address issues relating to roads in urban area and involving in this seminar, all the major stake holders.

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10.4

QUALITY ASSURANCE MANUAL For every major highway work in the country there is a standard quality assurance manual to be followed. It contains the provisions about management of quality (including organization, duties and responsibilities, method statements, works programme, daily reports and site inspections , etc.) quality assurance plan ( approval of materials and their sources , testing standards ,norms for testing etc.) guidelines for non conforming works and documentation and lastly, the provisions for quality audit ( internal as well as external). The Indian Roads congress (IRC) has also brought out quality guidelines for roads and also for bridges to be followed for such work namely, IRC: SP: 57-2000 system for guidelines on quality systems for roads IRC: SP: 47-1998 guidelines on quality assessment for road bridges (plain, reinforced, prestressed and composite concrete). These also contain the procedure on how to work out quality index of any ongoing work. The NRRDA have also prepared one Quality Assurance Handbook. The NHAI and State PWDs have their own quality assurance manual with a format more or less similar to what is stated above. This manual reflects the application of provisions of ISO 9000 series to the execution of road works and goes much beyond only the aspect of quality control. With such a quality Assurance Manual (QAM) , the bidding contractors for major works will be required to submit a “quality assurance plan’’ containing minimum provisions as per this QAM ( plus anything more than that as they would be like to) including the method statements based on which the work is to be supervised appropriately.

10.5

MAINTENANCE MANUAL Presently the maintenance of roads being carried out by main road department and ward offices, there is need of more coordination in the overall road maintenance activity. Presently, the maintenance management of road works in PMC is not carried out in as systematic manner but is more or less confined to attending to defects and when they come to the notice and reach a critical stage. Many PWDs have their own maintenance manuals or maintenance guidelines in the form of comprehensive circulars. IRC has also brought out “Manual for Maintenance of Roads’’ containing aspects like frequency of inspections , criteria’s for renewals, execution of maintenance operations, organizing maintenance operations in the field , monitoring, documentation etc. it has also brought out specific publication like IRC 821982 “ Code of practice for Maintenance of Bituminous Surface of Highways’’. The chapter of maintenance management in this report deals with the problems of maintenance and the recommended solutions separately. However, it is necessary to have at least a small booklet of maintenance guidelines or maintenance manual for guidance of the engineering staff in charge of maintenance or municipal roads. Such a document can be got prepared through selected private consultant (preferably individual expert) under the guidance of STAC.

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10.6

POCKET BOOK OF SPECIFICATION While the above mentioned documents will be quite exhaustive, there is a need for providing a small pocket book containing highlights of the special provisions of the specifications for the guidance of field technical staff at the lower level that may not necessarily refer to the full manuals for everyday use. In fact the IRC have brought out pocket books for roads as well as for bridges separately containing the required standards, construction practices, maintenance practice etc. these could be purchased in bulk and supplied to all the engineers of the corporation dealing with roads. In addition, a small pocket book can be got prepared containing specific requirements of specifications, some important provisions of general conditions, QAM and maintenance manual mentioned above which could be referred day to day by such lower staff. The full manuals may be referred to later in the office as and when necessary. Such a pocket book should be got prepared through a selected private consultant and got printed after approval.

10.7

TRAINING MANUAL One of the major assets of the PMC is its personnel who are responsible for constructing and maintaining roads. These are required to be used to their full potential. To achieve this, the importance of continuous training of PMC personnel cannot be overstressed. It is all the more necessary because PMC engineers are inter transferable from roads wings to other engineering wings of the municipal corporation. With this in view, a full fledged training manual defining various requirements of the trainings per say is prepared and enforced.

10.8

CHECK LIST For performing and approving the various tasks, such as , project preparation and approval to estimates, approving the components of work as and when executed, taking over completed work from the contractor, controlling maintenance operations, etc. it is necessary for the higher level engineers to insist on compliance with a check list specially evolved for the purpose. This will ensure that no important point gets left out or ignored. Even though the QAM etc. mentioned above does contain some checklists, it is desirable to get a set of exhaustive check lists prepared for facilitating approvals such as technical sanction, approval to part of the works executed ( formwork approval, layer approval, reinforcement approval etc.) acceptance of maintenance and approval of taking over of work after completion of defect liability period. These checklists can be drawn through a team of selected Corporation Engineers and after approving under the guidance of STAC they can be printed and prescribed for regular use. The checklists should be prepared for 3 stages of work: 1) 2) 3)

Before project commencement During the work execution After completion of work.

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10.9

WORK MANUAL Traditionally, the Public Works department runs its business on the basis of Public Works Manual and Public Works Accounts Code. To streamline the work of the PMC Roads department, it is necessary to have a Standard Works manual which work cover all the aspects taken care of by the PWD manual and PWD accounts code. The above list of standard documents and manuals is just illustrative. STAC recommends that PMC takes review of all its activities and prepares an exhaustive list of standard documents and manuals which it needs to prepare and maintain.

10.10 ROAD SAFETY Considering the responsibilities of the PMC towards pedestrian and vehicular movement on the city roads, PMC should follow the relevant IRC document with suitable modification for urban conditions.

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CHAPTER 11 PAVEMENT PERFORMANCE EVALUATIONS 11.1

PRESENT PRACTICE BY PMC Presently, systematic technical procedures are not followed for evaluation of pavements at PMC. The decisions pertaining to maintenance activates are made based on visual inspections of a failed and distressed road surface or representations received from public. The beat officers identity the failed sections and report to the site in-charge for carrying out repairs. In order to move from the system of break down maintenance to the system of objective based maintenance, Road Maintenance Management System (RMMS) as discussed in Chapter 17 should be implemented. The pavement performance evaluation study is an important component of Road Maintenance Management System. The evaluation of performance is also considered important, whenever any new project is undertaken involving the use of new materials, new techniques or involving large scale repetitive works of identical type and designs.

11.2

IMPORTANCE OF PAVEMENT EVALUATIONS The condition of pavement needs to be regularly evaluated with respect to both functional and structural performance. The functional evaluations need to be carried out frequently to monitor the riding quality of the surface and the localized failures such as formation of potholes, ravelling, cracking and rutting. These problems may be addressed by providing seals or renewals for strengthening. Structural evaluation of pavement must be carried out for design of overlay thickness treatments for strengthening. The deterioration of riding quality due to development of distress and failures will lead to increase in the road user cost. By comparing the various parameters associated with pavement performance with their respective permissible values, one can take decisions regarding the type of maintenance measure to be implemented. A number of maintenance options for improving the pavement performance to an acceptable level could be considered and an economical solution may be implemented. The pavement performance evaluation exercise must be a part of a Road Maintenance Management System (RMMS). The deterioration model may be used to predict the performance. Such deterioration model must be calibrated for the local conditions using the actual pavement performance data. Therefore, key objectives of the pavement performance evaluations are as under. 1. Preparation of data base 2. To decide maintenance priorities. 3. To predict pavement performance. 4. To determine maintenance and rehabilitation strategies. 5. To evaluate the performance of new materials, designs and technologies 77

11.3

METHODOLOGY OF PERFORMANCE EVALUATIONS The Performance evaluation for pavement is normally carried out by measuring the condition of the pavement surface with respect to surface distresses, such as cracking, ravelling, potholes, shoving, rutting, localized depressions and skid resistance besides riding quality. The structural evaluation is generally carried out by measuring the pavement deflection using Benkelman Beam or Falling Weight Deflectometer.

11.4

INTERVENTION CRITERIA In order to decide the intervention criteria with respect to various distresses and category of roads, it is necessary to classify the urban roads based on their importance. In this regard, it is better to consider traditional mobility / accessibility based classification of the urban roads such as arterials, sub arterial, collector and local streets. For the purpose of fixing the intervention criteria and for the determination of the level of pavement serviceability to be adopted, the following classification as suggested by the Maintenance Manual published by the IRC may be adopted. 1. Category I Primary corridors consisting of arterial roads. 2. Category II Secondary corridors consisting of sub arterial roads. 3. Category III Secondary corridors consisting of other roads The maintenance criterion as suggested by the maintenance manual published by IRC is given in Table 11.1.

Table 11.1 Suggested Intervention Criteria for Pune City Roads S. No. 1.

2. 3. 4. 5. 6. 7.

Serviceability Indicators

Category I Category II Category III Concrete Roads Bituminous Bituminous Bituminous Roads Roads Roads 3000 3500 4000 3000

Roughness by 5th Wheel Bump Integrator (max permissible), mm/Km Pot holes per km 1-2 (max numbers) Cracking and 10 Patching (max), % Rutting (max 10 permissible), mm Skid Resistance 60 SN (Skid Number) Deflections (max) 1.0 mm User Information All signs, road marking in fair condition

3-6

5-10

NA

15

20

NA

15

20

NA

50 SN

40 SN

60 SN

1.5 mm Major signs road marking in fair condition

2.0 mm Major road signs and marking in fair condition

NA Major road signs and marking in fair condition 78

11.5

PAVEMENT PERFORMANCE EVALUATIONS As discussed in the previous sections, pavement performance evaluation is must for arterial and sub-arterial roads and other important corridors. Pavement performance is done for both functional and structural conditions. Functional evaluation is to be done more frequently as compared to structural evaluations. In case rating of functional evaluation is poor, structural evaluation must be carried out. The procedure of carrying out functional evaluation of pavements is summarized as follows. 1.

2.

Qualitative approach based on subjective rating of the above parameters and working out a single performance index similar to PSR on 0 to 5 Scale Subjective measurements of rut depth, cracked area, patched area, and roughness using appropriate instruments.

Data of roughness, surface distress, skid resistance and structural evaluation shall be collected using suitable instruments. The FWD or Benkelman Beam Deflection may be used for structural evaluations. In the mean time, qualitive rating system on each and every parameter may be tried for imported corridors. A simple qualitative ration suggested under PMGSY scheme (Annexure–I) could be used for other roads with suitable modifications. The data on pavement performance evaluation could be used for arriving at workable quality assurances and quality control criteria. 11.6

PERFORMANCE EVALUATION FOR NEW MATERIALS AND TECHNIQUES As mentioned earlier, evaluation of performance of the roads constructed by using new materials or new techniques is to be carried out to get an idea about their behaviour for 3 years periodically. The techniques of performance evaluation are similar to those described above and additional tests or methods may be employed as and when necessary. The results of such post construction performance evaluation will be educative, which enable the implementation of corrective measures and carry out modification in future works of similar type and designs.

11.7 RECOMMENDATIONS 1. Performance evaluation for all the roads above 30 m widths to be done at the interval of 3 years. 2. Performance evaluation for new techniques/ materials shall be done periodically for 3 years. Test facility for performance evaluation shall be established in local engineering colleges. PMC shall provide assistance for establishment of these facilities.

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Annexure - I Criteria for Rating of Pavement Surface Rating Scale

Name of Road Distress Cracking Rutting Patching Ravelling Bleeding Potholes Riding Quality

Good 4-5 4-5 4-5 4-5 4-5 4-5 4-5

Fair 2-3 2-3 2-3 2-3 2-3 2-3 2-3

Poor 0-1 0-1 0-1 0-1 0-1 0-1 0-1

Cracking

Good: No cracking or fine hair cracks Fair: Localized Cracking Poor: Extensive Cracking

Rutting

Good: Deformation along wheel path up to 9 mm Fair: Deformation along with wheel path between 10 and 20 mm Poor: Deformation along with wheel path above 20 mm

Patching

Good: Minor patching or potholes or localized depressions Fair: Localized patching or potholes observed at some places Poor: Extensive patching or potholes spread all along the section

Ravelling

Good: No ravelling or stripping observed. Fair: Stripping, Ravelling confined to localized pockets Poor: Extensive Ravelling/ stripping

Bleeding:

Good: No bleeding Fair: Bleeding confined to be localized. Poor: High bleeding.

Riding:

Good: Comfortable travel of the vehicles without bumps. Fair: Generally comfortable with occasional bumps. Poor: Uncomfortable.

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Annexure - II Suggested Methodology I. Visual Inspection Criteria Description of Surface Condition Good Fair Poor II.

Riding Comfort A jeep or car is driven at 50 km per hour and the riding comfort may be noted for each kilometre. Based on riding comfort while driving at the design speed of 50 km/hr, the PCI assessed is given as under. Description of Surface Condition Comfortable Slightly uncomfortable Rough and bumpy

III.

PCI 5 3 1

PCI 5 3 1

Driving Speed and Comfort Criteria The driver is instructed to drive at the most comfortable and possible safe speed on the road. The PCI then assessed for each kilometre based on normal driving speed is as under. Driving Speed Over 50 km/hr 30 to 50 km/hr Less than 20 km/hr

PCI 5 3 1

IV.

Determination of Pavement Condition Index (PCI) In order to determine the PCI of the road, the arithmetic mean of the condition assessed for each km is taken kilometre wise; PCI is varying within a small range. However, if the variations of PCI are large form section to section of the road under consideration, the road is to be divided into homogenous sections and the arithmetic mean of PCI is taken for each section.

V.

Riding Quality Measurements The riding quality of pavement is measured by response type towed Fifth Wheel Bump Integrator. Photo 1 shows Fifth Wheel Bump Integrator with towing arrangement. The tyre pressure in the unit is kept at 2.1 kg/cm2. The bump integrator is towed by a vehicle and run at a speed of 32 ± 1 Km/hr. The equipment being response type needs periodic calibration since its characteristics changes with passage of time and usage.

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VI.

Calibration of Equipment Calibration of fifth wheel bump integrator is normally carried out with Dipstick which can yield the data on variation in true profile over a short length. It is a fully integrated data collection and processing system that measures and records road profile accurately and quickly The road sections for calibration are selected to cover all the roughness ranges(excellent to poor) and each stretch should be a minimum of 100 m length. The Dipstick data will be down loaded to an office computer and with the aid of office software, the roughness profile and International Roughness Index (IRI) are obtained to calculate the standard roughness. The standard roughness was calculated using the following relation as recommended by the World Bank. BI (mm/km) = 720 (IRI) A calibration equation is developed between the standard roughness and corresponding observed roughness values for applying correction to the observed roughness of the roads under study.

Photo 1. Roughness Measurements Using Bump Integrator in Progress VII.

Structural Evaluation by Benkelman Beam Deflection Measurements Benkelman Beam rebound deflection measurements (a nondestructive method) are carried out on the road stretch under investigation, to assess its current structural condition. The pavement surface deflections are measured at 21 points in one km, staggered at 100 m interval, using a standard 2-axle loaded truck having a rear axle load of 8.16 tonnes with tyre pressure of 5.6 kg/cm2, on each of the two carriageways. Photo 2 shows Benkelman beam deflection tests in progress. A typical layout plan showing the locations of deflection points taken, covering both carriageways, in one km section, is shown in Figure 1. The measurements are taken as per CGRA procedure laid down in IRC: 81-1997. The observed data on deflections are recorded in a standard proforma. The pavement temperatures are also measured at regular intervals by a hand held electronic thermometer for the purpose of applying correction factors to the measured deflections on account of pavement 82

temperature. Subgrade soils samples are collected at site to determine the correction factors for subgrade moisture content, by oven drying in the laboratory for finding out the subgrade moisture content. The analysis of measured deflections data and the characteristics deflection values computation is done after applying the needed correction factors.

Photo 2: Benkelman Beam Deflection Tests in Progress VIII.

Structural Evaluation by Falling weight Deflectometer a. Falling Weight Deflectometer (FWD) is an impulse-loading device in which a transient load is applied to the pavement and the deflected shape of the pavement surface is measured. The working principle of a typical FWD is illustrated in Figure 1. D0, D1, etc, mentioned in Figure 1 are surface deflections measured at different radial distances. Impulse load is applied by means of a falling mass, which is allowed to drop vertically on a system of springs placed over a circular loading plate. The deflected shape of the pavement surface is measured using displacement sensors which are placed at different radial distances starting with the center of the load plate. Trailer mounted as well as vehicle mounted FWD models are available commercially. The working principle of all these FWD models is essentially the same. A mass of weights is dropped from a pre-determined height onto a series of springs/buffers placed on top of a loading plate. The corresponding peak load and peak vertical surface deflections at different radial locations are measured and recorded.

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Figure 1: Working Principle of Falling Weight Deflectometer b. Different magnitudes of impulse load can be obtained by selection of a suitable mass and an appropriate height of fall. Under the application of the impulse load, the pavement deflects. Velocity transducers are placed on the pavement surface at different radial locations to measure surface deflections. Geophones or seismometers are used as displacement transducers. Load and deflection data are acquired with the help of a data acquisition system. c. Typical falling weight Deflectometer (FWD) includes a circular loading plate of 300 or 450 mm diameter. In these guidelines 300 mm diameter load plate is recommended. A Falling Mass Spring Deflection Sensors Loading Plate Peak Deflection Bowl 7 rubber pad of 5 mm minimum thickness should be glued to the bottom of the loading plate for inform distribution of load. Alternatively, segmented loading plates (with two to four segments) can be used for better load distribution. d. A falling mass in the range of 50 to 350 kg is dropped from a height of fall in the range of 100 to 600 mm to produce load pulses of desired peak load and duration. Heavier models use falling mass in the range of 200 to 700 kg. The target peak load to be applied on bituminous pavements is 40 kN (+/- 4 kN), which corresponds to the load on one dual wheel set of a 80 kN standard axle load. The target peak load can be decreased suitably if the peak maximum (central) deflection measured with 40 kN load exceeds the measuring capacity of the deflection transducer. Similarly, the load can be increased to produce deflection in the farthest deflection sensor which is atleast 10 µm at a radial distance of 1.2 m. If it is known from construction records or from coring or from test pits that subgrade is stiff and hence smaller than 10 µm deflections are expected, testing with increased loads will not be required. If the applied peak load differs from 40 kN, the measured deflections have to be normalized to correspond to the standard target load of 40 kN. The normalization of deflections can be done linearly. For example, if the measured deflection is 0.80 mm for an applied peak load of 45 kN, the normalized deflection for a standard load of 40 kN is 0.711 mm (0.80 * (40/45)). The load cells used to measure load pulses produced by FWD should have a reading resolution of 0.1 kN or better and should give readings accurate to 2 % of measured value.

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e. The stiffness of bituminous layers and hence the response of a pavement depends on the pulse shape of the applied load (COST 336, 2005). Most FWDs have a load rise time (from start of pulse to peak) of between 5 ms and 30 ms and have a load pulse base width in the interval of 20 ms to 60 ms (COST 336, 2005). The duration of impulse load is maintained approximately equal to the time needed to traverse the length of a tyre imprint at a speed of about 60 km/h which is in the range of 20 to 30 ms. The FWDs used for evaluation should be capable of producing load pulses with loading time in the range of 15 to 50 ms. f. Sufficient number of deflection transducers should be used to adequately capture the shape of deflection bowl. Six to nine velocity transducers (geophones) are generally adequate for measuring surface deflections of flexible pavements. Deflection sensors are placed on the surface of pavement at different radial direction aligned in the longitudinal direction. The deflection transducers used should have a reading resolution of atleast 1m and should be 8 accurate to +/- 2 % of the reading. Typical geophone position configurations (number and radial distances measured from center of load plate) commonly used for flexible pavement evaluation are :- (i) 7 sensors at 0, 300, 600, 900, 1200, 1500 and 1800 mm radial distances (ii) 7 sensors at 0, 200, 300, 450, 600, 900, 1500 mm radial distances (iii) 6 sensors at 0, 300, 600, 900, 1200 and 1500 mm radial distances and (iv) 6 sensors at 0, 200, 300, 600, 900, 1200 mm radial distances. g. Calibration of the FWD: It is essential that FWDs are calibrated for getting accurate and reproducible results. i. Static calibration: The load cell(s) used in the FWD should be calibrated in a standard laboratory and the readings of the load cell(s) should be matched to those of the reference load cell. The readings of the FWD load cell(s) should be accurate to 2% of the reference load cell readings. The date of calibration of the load cell should not be earlier than 365 days from the date of structural evaluation of pavements using FWD. ii. Load repeatability: For this test, FWD measurements should be carried out on a level bituminous pavement surface, which does not have any cracking. The range of load applied should generate peak central deflections in the range of 250 µm to 600 µm. The standard deviation of the peak load in the load repeatability test estimated from a minimum of twelve load drops should be less than 5% of the mean value of peak load. iii. Absolute calibration: Dismounted deflection transducers should be calibrated in a laboratory setup following any approved procedure and the deflection transducers should be accurate to 2% of reference deflections. The date of static calibration of geophones should not be earlier than one year from the date of structural evaluation of pavements using the FWD.

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Deflection repeatability check may also be conducted using the data collected in load repeatability test. The standard deviation of the normalized deflections should be less than 5% of the mean value of the reading. Relative deflection comparison may be done before using the FWD for evaluation in a project. This can be done by stacking all the transducers, one above the other, in a suitable stand and placing the stand on the pavement surface (level and free from cracks). Deflection 9 readings of all the transducers corresponding to a series of load drops are recorded and compared. The deflections produced in this test should be in the range of 250 µm to 600 µm. Difference between maximum and minimum of the recorded (normalized) deflections should be within 4 µm.

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11.0

11.0

7.5

7.5 0 START OF SEGMENT

END OF SEGMENT 1000 1

11 10

2 100

900 9

3

800

5

4

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V E R G E

400 4

7

400

500

CHAINAGE

6

6

5 SHOULDER

CARRIAGEWAY

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500

SHOULDER

7 600

C E N T R A L

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8 700

200

600

8 700

300 3

9

200 100 100

2

10

800

100 900

100 100 100 100 11

1 START OF SEGMENT

0

1000 END OF SEGMENT 1.5

1.5 DELHI

1.5

1.5 JAIPUR

Figure. Locations of Benkelman Beam Deflection Measurements on Both Carriageways in One Km. Section ( All Dimensions are in mm )

Figure 1

Locations of Deflection Points Covering Both Carriageways in One Kilometre Section Note: All dimensions are in metres. 1,2,3,…11 are the deflection measurement points

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CHAPTER 12 UNDERGROUND UTILITIES 12.1

INTRODUCTION It is observed that setting or sinking of reinstated trenches for underground utilities along and across the roads in Pune City, in monsoon is one of the major causes leading not only to poor riding quality but also consequent damage to surface and sub surface section of the roads. Settlement and water stagnation result into potholes, accidents and discomfort to the citizens. During the last three years (2010-2013) the permission for excavating trench for utilities given by PMC admeasured 486 KM out of total length of Pune Roads which stands at 2100 km.

12.2

PRESENT PRACTICE

12.1.1 Permitting Trenches There are number of utilities agencies, external as well as internal who have their services laid below Pune Roads, as listed below:External Agencies 1)

MSEDCL

2)

BSNL

3)

MNGL

4)

Tata Teleservices

5)

Tata Telecommunications

6)

Reliance Infocom

7)

Reliance Infoline JEO

8)

Vodafone Ltd

9)

Idea Cellular

10) AIRTEL 11) Private entities 12) MSEDCL INFRA

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Internal Utility Departments 1) 2) 3) 4)

Water supply Sewerage Strom water Lines Electrical works

These agencies carry out digging of the road for repairs maintenance and augmentation of services. Currently, there is no apex Committee of PMC and hence there is no systematic planning or annual program for laying / repair of various utilities etc within the PMC Departments or external utility service providers. It is also seen that no recently resurfaced road is allowed to be dug up immediately (except for water supply works with prior permission of Additional Municipal Commissioner). It is proposed to form an Apex Committee for planning and approval for reinstatement of road. The committee should invite proposals from different private and government agencies for the reinstatement programme on various roads for the entire year. The committee should meet and assess all the proposals and prepare a detailed budget for instatement work ward wise and it should be included in the annual budget. No permission or approval should be given to any reinstatement work except in the emergency condition. The committee should include Additional Commissioner (President), City Engineer, all HODs. Since reinstatement of utilities is a routine work, contractors should be appointed ward wise for all the works to be carried out throughout the year. 12.1.2 Reinstating Trenches Trenches excavated by various departments of PMC for internal utilities of PMC are reinstated by the Road Department or concerned Ward Offices. The external utility service provider deposits the amount for reinstatement work with PMC, based on the standard rate of PMC. The Road Department of PMC then invites tenders for reinstatement of the utility cross cuts for such works. There is a certain provision in the budget for the reinstatement works. However, this amount is not commensurate with the total expenditure required during a particular year and hence there is a shortfall in the budget for reinstatement work of PMC. Additionally, the cost of reinstatement for the works carried out by the internal departments of PMC is also not re-appropriated to road department by that concerned department. The contractor thus appointed by Road Department executes the work under the supervision of Junior Engineer of the Road Department. The works are covered under defect liability period of two years from the date of completion of top asphalt layer.

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12.3

SHORTCOMING AND PROBLEMS IN PRESENT SYSTEM AND LIKELY SOLUTIONS Main problem observed is in enforcing the different conditions laid down at various stages. There are specific tender conditions for fencing of trench, lighting and providing safety to road users. But, those conditions are not properly complied with. At many places, heaps of earth is seen lying on both sides of trenches for many days and creates problem for all pedestrians including children, old, handicapped citizens. There is every danger of a pedestrian or a vehicle falling in the trench at night as no lighting arrangement is usually made. Prima facie, therefore, it is absolutely essential to enforce the discipline by strict supervision and through penal actions. The time schedule for laying and reinstatement is not generally followed. The other inherent defect is in the backfilling process and materials used. These problems can be tackled by substituting granular or other suitable material for entire back fill and compaction of pavement by vibratory rollers as per requirement (small size as required). One more point of concern observed is the unauthorized excavations in the name of faults & emergencies, by MSEDCL, Water supply, Sewer and MNGL etc. The permission for excavation for trenching is not given during 15th May to 30th September except under emergency conditions. The utility service provider is not given any specific location for dumping of the excess material within PMC limit. Such practices need to be stopped by drastic deterrent actions through a vigilance squad and resorting to legal action if required. Certainly the PMC cannot be a silent observer to all this mess causing inconvenience to public and damage to its expensive road assets. Junior Engineer who supervises the work cannot give justice to the work due to other duties. It is recommended to make available one Junior Engineer exclusively for this work during fair season and in monsoon season for pot holes and defect rectification of these works. There should also be overall technical control by central agency at the higher level like Executive Engineer of the Zone.

12.4

TRENCHLESS TECHNOLOGY For major urban towns like Delhi, Mumbai, New Mumbai etc trenchless technology is adopted on a large scale. A study group may be created to work out standard items, specifications, rates, suitability of this technology, facilities to be made available.

12.5

RECOMMENDATIONS 1.

Before commencing any digging, proper diversion arrangements for vehicular and pedestrian traffic should be planned and executed. 91

Proper provision of strong removable barricades should be made to avoid accident and inconvenience. 2.

Proper lighting should be provided for safety during utility laying work as well as during re-instatement work.

3.

Back filling after completion of laying work should be done by suitable materials and compacted with the help of suitable vibratory rollers to achieve proper density and overall quality.

4.

All surplus dug up material should be carted away to permitted places and no material should lay around the trenches for more than 24 hours and in case of failure it should be carted away by Road Department at the cost of agencies concerned with 100% penal charges. The location for dumping of excess material should be informed by PMC to the agencies in the work order itself.

5.

The width of trench should be such that compaction can be done by small vibratory roller and hand compaction should not be permitted in any case.

6.

The agencies should make suitable provisions for the safety of the utilities against future careless digging after complete reinstatement of trench.

7.

Trench filling work shall be done using CLSM material, Few trial stretches may be done initially to work out the cost and educate the contractor and PMC staff before adoption on a large scale.

8.

At signal junctions, the cables and small pipes are crowded. These portions are dug up repeatedly. It is suggested to provide concrete ducts for certain distance of these locations so that repairs to utilities take minimum time and digging can be avoided.

9.

Trenches excavated by internal departments of PMC should be reinstated by Road Department to have better quality control. Adequate budgetary provisions anticipating the total expenditure shall be made in the Road Department budget.

10.

All the reinstatement works shall be done by qualified agency. Such an agency should have appropriate equipment to carry out the job and for which the suitable tender conditions shall be evolved by PMC.

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11.

12.

One JE should be made exclusively available for trench work for each ward to closely supervise the work and ensure adherence to the guidelines and conditions. The Superintending Engineer and Executive Engineer from Road Department should have overall control on the work and should exercise periodical supervision and checks.

13.

Strict supervision should be ensured right from beginning of the excavation by agencies. No excavation should be permitted unless proper barricades are erected on site.

14.

There should be no deviation in the time schedule and in work quality. There should be provision for levying upwardly graded penal delay charges (even for departments from PMC).

15.

The experiences of providing longitudinal duct at own cost is not viable. Such duct should be provided through privatization on B.O.T basis. This should be done along one or two major bus routes on trial basis and then subsequently on all major roads after reviewing its success, so that, no longitudinal excavations are required to be taken except for fault repair.

16.

A Central Control Cell/officer should be established for proper coordination and information.

17.

Comprehensive guidelines should be prepared on the above lines super ceding the present ones. It should be given adequate publicity through media for information of public. People should be requested to report any defaults noticed, to the above mentioned control cell/officer.

18.

It is found that on many roads, immediately after completion of provision of utility service by one agency, another agency seeks permission on the same road. Hence provision of duct / pipes may be made wherever possible.

19.

Trenchless technology shall be adopted for all future utilities based on the observations of the study group.

20.

The charges for reinstatement are recovered from the respective utility agencies and credited to the PMC receipts. However, it is observed that the funds required for reinstatement are not made available to the road department. This needs appropriate correction.

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21.

While working out the schedule for the reinstatement charges, the factors such as carrying out the work in constrained area, small quantities of various items, time available for reinstatement etc has to be considered.

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CHAPTER 13 STORM WATER DRAINAGE ASPECT

13.1

INTRODUCTION Storm water drainage is the most important aspect for proper upkeep of roads. Strength and life of the pavement greatly depends on the moisture present in and below the pavement. Performance and durability of the pavement is inversely proportional to the quantum and duration of the presence of moisture in the road structure. Failure of bituminous pavement in rainy season is mainly due to the action of moisture on the various components of pavement.

13.1.1 Entry of Moisture Moisture gets into the road structure through various sources like- rain water falling on the pavement, water flowing on the surface, moisture getting into pavement through uncovered soil, moisture from below rising by capillary action, water getting in to the pavement by way of spring flow and pipe leaks and stagnation of water due to flooding or other reasons.

13.1.2 Action of Moisture on Pavement Components Once moisture finds entry into the pavement structure it acts in various ways. It saturates the soil which reduces its bearing capacity and the pavement starts sinking. Moisture present in the WBM loosens the interlocking of the metal pieces and they move from their original position disturbing the upper layers. Moisture present in the bitumen which results into stripping of the metal. Such loose metal under the moving rubber tyres start grinding the surface. This grinding results in to further loosening of other metal pieces in the pavement and with the sucking and churning effect of traffic the whole surface starts ravelling. Water accumulated in depressions and pot holes continuously supplies moisture to lower layers weakening the whole structure of the pavement. Prolonged contact of moisture affects all the components of the pavement. 13.1.3 Dealing With Moisture Best approach to tackle the moisture problem lies in totally eliminating the water contact. However it is very difficult to have such an environment. So attempt should be to minimize the quantity of moisture entry and to reduce the duration of the moisture contact with pavement. This can be achieved by 95

providing efficient drainage system to quickly carry away the surface water and quickly removing the subsoil water that has found entry into the structure. Also create such situation that the entry points of moisture penetration are effectively sealed. Problem of flooding on the roads is dealt separately in chapter no. 14.

13.2

PRESENT DRAINAGE SYSTEM To carry away the rain water, storm water drainage (SWD) system is provided by Municipal Corporation of Pune on majority of the road network through RCC pipe network. In case of roads in the merged villages, open drains in the edge of the road are available. Generally sufficient longitudinal gradient is provided to the Strom water drains. These drains finally lead to nearby nallah. The bituminous road pavements are generally provided with 2 to 3 % camber on both sides, however in case of narrow roads (9 m or less) camber on one side is provided. In cases, where footpaths are provided the surface water is guided through laterals of 25 to 30 cm dia. (only on some roads in PMC) pipes at 6m intervals to the side drains. PMC has prepared a master plan for storm water drainage for the entire city through a private consultant. Execution of side drains is done by PMC as per the Strom Water Drainage plan for Pune City, taking in to consideration the rain fall intensity, catchment area, location, natural topography etc

13.2.1

In city area storm water drainage is provided by way of RCC pipes and chambers etc. The new network is designed by PMC taking into consideration the rain fall intensity based on IDF curve, catchment area, run off coefficient etc.

13.2.2

On many roads in the core city area, there is lack of Storm Water drainage system though these works are necessarily carried out for all new road projects. Underground telephone and electric cables obstruct the flow of water and the waste material, plastic etc get blocked in the pipes. The natural nallahs have been encroached upon by hutment dwellers and property developers. At many places nallah openings have been narrowed. Most of the nallahs are silted up and their capacity has been drastically reduced. At some locations sewerage is let out in to the SWD system. Curb inlets are silted and choked. At many locations curb inlets (laterals) & chambers are either choked or are higher than the pavement edge causing water stagnation. Open drains in the suburbs are blocked by hawkers and pavement dwellers by filing of debris/ soil etc.

Day to day maintenance of storm water system and nallahs, nallah out lets is done by the local ward offices. Pre monsoon work like clearing of pipes 96

and chambers and nallah is undertaken by the ward office by inviting tenders for this work in March – April.

13.2.3

It is noted that most of the failures of bituminous pavements in the city can be directly attributed to accumulation of water on the surface that leads to formation of pot-holes. The problem gets further aggravated as immediate sealing of the pot-holes is difficult in rainy season.

13.3

SHORTS FALLS IN THE SYSTEM

13.3.1 a.

b.

c.

d.

e.

Following short falls are noticed in the design and construction of drainage system : At some locations, the SWD line work is carried out by the Sewerage Department of PMC and the road work is carried out by the Road Department. At some of these locations, the SWD lines are inadequate and lead to stagnation of water during monsoon. The design parameters assumed based on IDF curve and run of coefficient of one seem all right for the new system. However the existing old storm water drainage system (before 2006) was not designed considering all technical parameters. Presently Pune city has experienced excessive rainfall in some recent years. Taking that experience into account the final disposal system, particularly the old SWD system needs augmentation in some areas of Pune City. Recently few subways have been constructed in the Corporation area and at that time proper SWD arrangement was not done. Hence there is problem of stagnation of water at such locations. Study needs to be done on the functional efficacy of the system at such locations. It was also observed at many locations the old drainage system was completely dry and it was assumed that the section is abandoned but might have been blocked or collapsed on the upstream in the past and left as it is. This issue needs to be looked in to. There is no proper record lay out of the underground drainage system and surprises are bound to be encountered when digging is done. Proper map of at least the main system needs to be prepared.

13.3.2 Following shortfalls have been noticed in the maintenance of the system: a. Longitudinal and cross drains are silted up. b. Drains and manholes are blocked by hawkers and hutment dwellers. c. Manholes and curb inlets are covered with bituminous surface at certain places. d. Maintenance of drainage system and the reinstatement of trenches are done by ward staff while the road is the responsibility of road department. Naturally no proper thought is given for the job and the handled by untrained lower staff. There is need for sufficient attention by the superiors as the job is handled on crises management basis.

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e.

f. g.

h.

13.4

While doing pot-hole filling, other repair works and reinstatement of the trenches etc. proper camber is not maintained, the surface water does not reach to the side drains creating stagnant conditions. Damaged drains, laterals, inlets and other masonry works are in disrepair. It is observed that even though open drains are provided along the road side, nallahs to which they discharge are silted up and higher than the drain inverts. De-silting operation is done half heartedly. Most of the silt removed from the system remains heaped up on the road surface for quite a long time and the same again finds way into the system.

RECOMMENDATIONS

A detailed project report of storm water system was got prepared for the area of 55.67 sq km (22.86%) out of the total area 243.5 sq km at a cost of Rs.220 crores under the JNNURM scheme of Govt of India .A small study group may be formed to critically study the various provisions made such as rainfall intensity, flood duration ,maintenance strategy etc and whether they need review. For the remaining area of Pune City revised policy decision can be taken. A New IRC SP 50 -2012 is now released on urban drainage. The Special publication also has given very useful guidelines. These need study to prepare proper policy for remaining area of the city. The following recommendations are made for the storm water drainage. 13.4.1 For New Roads 1. A drainage layer having good permeability with inverted choke should be provided below the pavement. Thickness should be minimum 150 mm. 2. At locations where water table is high, to prevent entry of soil particles into the drainage layer/ capillary cut off, some capping layer should be provided such as geo-fabric, quarry spall, murum etc. 3. Drainage layer and GSB should be provided for the full width up to road side gutters and weep holes should be provided at suitable level and suitable intervals in the gutter. 4. Road side edge of the open gutter should be lower than the edge of the pavement at that location. 5. Built up gutter should have min. gradient of 1:400, however 1 in 300 is preferable. Invert gradient should be checked by third party preferably with sight rails. 6. Curb inlets/Drop inlets should be at least 25-30 mm lower than the edge of the pavement. In case of pipe laterals depth of 50 mm is preferable. 7. Built up drains should finally lead to some natural water course or SWD system of sufficient capacity. This should be ensured by some third party inspection. 8. In case of footpaths proper edge gully and kerb inlet arrangement should be provided. 98

9.

10.

11. 12.

13.

Before issue of work order fresh levels should be taken by the executing staff and RTL, invert levels of longitudinal drains and final disposal point should be determined. A working drawing should be prepared for the project and it should be available on the site all the time. At the location of C.D. work and bridges provision of one or two conduits cross wise and in the kerb is very useful in laying future utilities. Minimum camber for bituminous surface should be 2.5 % however 3.0 % camber would be more desirable. Camber should be attempted from the formation itself, and all pavement layers should have the desired camber during construction itself. Shoulders should have min. camber of 5 % and should have good permeability.

13.4.2 For Existing Roads 1. 2.

3.

4.

5.

6. 7.

8.

9. 10.

When road work is taken for improvement or relaying etc. pot hole filling and camber correction should be done in advance. Due to creep if the edges of the pavement are higher than the adjoining portion they should either be chopped out or levelling course should be so adjusted that the finished surface is at desired camber. Existing drainage system should be thoroughly checked by some experienced and responsible person. Any deficiencies noted, modifications suggested etc. should be duly undertaken on priority, preferably before main work of pavement is taken up. Leaking pipes, spring flows, chronic damage spots and cracked up portions should be investigated and proper corrective measures should be taken before the main work. And wherever this defect is noticed the same is corrected. If adjoining plots are higher than the main road they should be trimmed. Alternatively a cattle trap drain should be provided and joined to SWD system Edge gutter/gully inlet etc. should be examined for their levels and clearance. Provision of shoulder drains should be made where soft shoulders exist. Similarly in case of roads in cutting and at chronic spots provision of subsoil drains should be made At the end of the flyovers and ramps water flowing along the slopes should be arrested and diverted to SWD system by providing a slotted/cattle trap type drain at the foot of the slope. Water flowing through water spouts of the flyovers should be lead through suitable pipes to the ground chambers and connected to SWD. Wearing coat on the flyover and bridges should be 15 to 20 cm short from the kerbs. The notch formed will serve as a drainage gully. This will avoid stagnation on the bridge decking and avoid damages to wearing coat. 99

For SWD System 1. Encroachments, unauthorized constructions and pavements occupied by the hutment dwellers have created blockades in SWD system. Smooth flow should be ensured by clearing and removing the obstructions. 2. Some abandoned drainage lines reported, should be inspected and put to use wherever possible. 3. Till proper system of replacement, modification etc. of the present system is evolved; partial replacement with dissimilar sections should be avoided. Wherever such contingency arises the replacement shout be only with the existing type of section only. If the section is required to be increased it may be increased up to the main SWD disposal point. 4. Manholes covered with pavement, buried under foot paths and hutments should be exposed. 5. Silt traps in the present system should be made functional. 6. All the natural water courses should be dredged and provided with built up lining for sides as well as flooring. Regular infiltration pit may be made to recharge the ground. At many locations the water courses are suddenly narrowed down due to encroachments and at pipe drain locations. At these locations the section should be maintained by removing the bottleneck and replacing the pipe drain with slab drains. Flooring of the nallah should also be paved to facilitate easy cleaning and a central gully should be provided for the dry weather flow. 7. Property owners who have blocked or narrowed down the natural water courses which are punishable under BPMC Act-, should be asked to rectify the situation at their own cost. The work should be executed by the PMC and amount should be recovered from the property owners. 8. Dr Ganpule has introduced system of meter panel which are rectangular piles. In urban area property gets developed upto the ban on Natural courses. Construction of retaining wall for proper terrain of Nallah therefore becomes impossible In meterpanel technology the adjoining property need not be acquired. Also edges can be made vertical whereby the available section can be increased. It is therefore suggested that atleast 200 meter section may be made with this alternate so that the local contractors and agencies get use to this technology.

13.4.3 For Prevailing Maintenance System 13.4.3.1 1. 2. 3.

Road Work Maintenance Pot-holes should be filled timely and systematically. Cracked up, sunken, dislodged portions should be removed fully and rebuilt in layers. Top surface of the filled Pot-holes should be flush and in camber with the adjoining surface. Smooth flow of surface water to the side drains should be ensured. 100

4. 5.

6.

7. 8.

9.

13.4.3.2

Raised bituminous edges should be trimmed and made lower than the neighbouring surface. Pipe leaks should be attended by stopping the leaks immediately; in case it is not possible, a suitable outlet by way of a by pass should be provided to leaking water (Fig. 15.5) Reinstatement of trenches with loose material without proper compaction gives easy entry to moisture and renders the adjoining pavement week. Subsequent settlement of the loose fill results into local sinking which further attracts moisture and leads to failure of the pavement. Reinstatement should be with non-cohesive material compacted in layers. Top surface of the reinstatement should be regular pavement and it should be flush with the surface in level and camber. Subsequently if it shows some settlement it should be made good time and again, but in no case it should be kept protruding. Building debris and other heaps obstructing the flow of water should be immediately removed. Present system of pot-hole repairs with Pre Mix material laid in cold condition, without removing the loose material filled by contracting agencies needs a fresh look, as it is proving to be costly and ineffective. Pre-monsoon and post-monsoon inspections of surface drainage system by the section in charge should be strictly enforced. It should be monitored by his superiors and test checked by some third party. SWD System Maintenance

1. Part of maintenance work is done by Ward and part by Road department and thus no body can be held responsible. Hence it is suggested that all the SWD system including kerb inlets should be maintained by one unified agency like SWD department to be created separately 2. The drainage work executed by the road department though designed by consultant should be approved by SWD department. 3. Pre-monsoon (May) and post-monsoon (October) inspections should be strictly enforced for the drainage system. One advance pre-monsoon inspection (Jan) every year should also be under taken to assess the quantum of work involved for desilting and to assess requirement of repairs to be carried out on priority before monsoon. Test checking should be done by third party. These inspections should be monitored by higher officers and reviewed by Executive Engineer. 4. De-silting should be started right from February onwards so that the work can be finished well before May. It may be a little troublesome and costly in the first year but in subsequent years the quantum will definitely be less and the work will be more effective. 5. In the storm water drainage report of the first phase, strong recommendations are made to enter long term contract with specialized agency for proper maintenance of rain water system. This includes repairs as well periodical desilting specially before monsoon. In view of increased quantum of work and also considering shortage of trained staff, we need to switch over to 101

mechanized equipment for cleaning etc. The consultant have already recommended procurement of equipment as Side Excavator, Jib Crane, Dry Sucker, Jetting machine, small JCB etc at a cost of 5 crores for the first phase .Further action to procure these equipment may be taken and based on experience the action for procurement for remaining machine can be taken. Some of these equipments can be procure by PMC and given on hire to these specialized agency or even contractors can be arranged to procure the same A small subgroup need to be formed for procurement of these equipments which can prepare detailed specifications, get sanction from competent authority and procure the same 6. As stated earlier the mechanical equipments for cleaning and desilting of drains has to be procured Proper detailed estimate for maintenance of SWD system has to be prepared and funds provided 13.4.4

In new Mumbai Corporation area, PCMC area mechanical sweeping is adopted for roads. The same needs to be adopted for Pune.

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CHAPTER 14 FLOODING PROBLEM

13.5

THE PROBLEM The major cause for the deterioration of the asphalt roads in Pune is flooding during monsoons and stagnation of water. The flooding may be due to. 1. 2. 3. 4.

Inadequate /damaged SWD system Absence of storm water drainage system Obstacles in the existing storm, water drainage system due to garbage blockage etc. Bottlenecks in the existing nallah system due to encroachments.

The Stagnation of water may be due to 1. 2. 3.

Uneven road surface (camber) Leaking water mains Overflowing manhole

It is important to consider the proper return period for design of storm water system. The cost of entire system will depend on return period as well as proper data of rainfall intensity and duration of rain, proper publicity of these parameters must be done so that adverse criticism from citizens will be minimised As stated in chapter 13 a study of 23 basin can be done to decide if necessary a different return period

13.6

PRESENT STATUS At present, the water is collected by the SWD pipes laid along the roads and discharged into the nallahs which further discharge the water into the river. PMC usually carries cleaning of these drains before monsoon such as desilting of major and minor nallahs, as well as desilting of water entrances, manhole and closed drains. These works are carried out manually or by the machine in order to avoid flooding during monsoon. It is also reported that many of the major nallas are widened and trained to the required width and depth so as to create adequate water for disposal of storm water. However at many of the places these nallas are encroached by the hutment dwellers and also utilities are coming across culverts and nallas reducing their discharging capacity.

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13.7

NECESSARY MEASURES To avoid flooding during monsoon following measures are immediately required to be taken. 1)

2) 3) 4) 5) 6) 7) 8) 9)

10)

11)

To convert inadequate size of the Storm water drains nallas into adequate size and slope as suggested by Storm Water Drainage DPR of PMC. Removal of obstructions such as utilities, water mains, hutments coming in the alignment of the road and SWD system. To provide SWD arrangements, wherever missing. To provide proper slope to the SWD wherever not provided. Frequent cleaning of water entrances , manhole, laterals, drains and nallas. Timely removal of the debris and garbage from the road which ultimately block the water entrances/drains. To remove chocking of inlets and blockages in overflowing manholes to avoid overflowing of water on the road. To prepare desilting programme for S.W.D. Mechanised cleaning –Considering the increased quantum of load of cleaning storm water drain system mechanization has to be resorted in large scale. This has been explained in chapter 13 and similarly the operation and maintenance also need to be carried out through specialised agency Proper survey of all natural courses through total station must be done and all these nalla may be properly marked with reference to revenue map on ground by permanent boundary stone. This will therefore enable the PMC authorities to take proper legal course to prevent encroachment and remove the same Artificial recharging and rainwater harvesting system due to growing population and depleting ground water there is bound to be shortage of water. The new IRC 50 therefore emphasises the artificial recharging and connecting the storm water system to hungry aquifer so that it not only reduces the requirement of storm water system but also would make the ground water available to citizen .There are several examples in Mumbai where Rain Water Harvesting system has reduced the load on Storm water System and also met the need of secondary and tertiary usages of housing society. Following action need to be taken immediately a) Proper guidelines and pamphlets need to be prepared to explain various rain water harvesting system and further treatment to be given for its usage. A small group be constituted to prepare these guidelines.PMC can give wide publicity and arranged seminars to educate citizens and crate awareness in RWH system and its benefits. Standard guidelines must be prepared to use voided concrete for the car parking in housing societies to enhance ground recharging b) Even though the sanctioned project of storm water drain mention about artificial recharging and has identified the locations also however not much work has been done. A small 104

working group consisting of representative of Revenue Department, GSDA and experts needs to be constituted to implement artificial recharging. c) RWH system/artificial recharging system for open ground, parks, bus depot, large Govt Colonies, State transport /PMC bus depot, bus stand etc should be prepared and implemented. Respective departments must make budgetary provisions for the same. Artificial recharging should preferably be done by Govt/PMC so that the underground water does not get contaminated.

13.8

CO-ORDINATION Currently, there is no separate SWD Cell in PMC. The contractor appointed for road works carries out necessary SWD works for that road. Road Department only concentrate on the road improvement work and relatively less importance is given for SWD arrangement. Therefore before improvement/construction of any road it is essential to have and ensure good arrangement for that road as a composite project to ensure good quality of the road and to avoid recurring maintenance expenditure.

13.9

RECOMMENDATION A separate SWD Cell should be established in PMC for better coordination in SWD works.

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CHAPTER 15 CO-ORDINATION

15.1

PRESENT PRACTICE OF CONSTRUCTION OF ROADS At present in PMC Roads above 12 m width are constructed& maintained by the Main Road Department and roads below 12 m width are constructed& maintained by Ward Office. Works of Estimate amount above Rs. 25 lakh are executed by Main Road Department & Estimated Cost below Rs. 25 lakh are executed by Ward Office. Major projects that are funded by Central Government under the JNNURM Scheme are constructed by the JNNURM (I & II) section of PMC. The work of subways, foot over bridges, flyovers, traffic islands, junction improvement and traffic management works (signal system etc) are carried out by the Traffic Department of PMC.

15.2

PRESENT PRACTICE OF MAINTENANCE OF ROADS At present in PMC roads above 12 m width along with Footpath are maintained by Main Road Department and below 12 m width along with Footpath are maintained by concerned Ward Offices. The maintenance of works completed by JNNURM Section is carried out by the JNNURM Department until completion of DLP of the work and thereafter by the main road department.

15.3

SUPERVISION AND RECORDS Main Road Department works are supervised by Jr. Eng, Deputy Eng. & Executive Engineer in charge of particular area. Ward office works are supervised by Prabhag Adhikari under the technical guidance of the Deputy Engineer and Executive Engineer, for that Zone. The Junior Engineer is in-charge of a particular road work. The technical staffs of the Ward Office are administratively controlled by Assistant Municipal Commissioner of respective zone. No permanent record system is available with any of the offices. However where the roads constructed are under the guarantee period (DLP) such records are available with the particular road in-charge. The STAC recommends that a permanent record system should be established for the road works of PMC including the information regarding location of the sewer lines, water supply lines, footpaths, electrical cables, OFC and other utilities etc.

15.4

UNDERGROUND UTILITIES There are i) Sewer lines ii) Strom Water lines, iii) Water lines, iv) Street Light cables, v) OFC, vi) Gas Pipeline and as many as 10 external utilities who have their services beneath the public roads of PMC 107

15.5

FLOODING The flooding of roads occurs due to the following 1. 2. 3. 4. 5. 6. 7.

Not cleaning the water entrance laterals and road side drains. Not cleaning of minor and major nallas. Inadequate and damaged storm water drainage system. Absence of SWD system. Non removal of encroachments which obstructs smooth flow of storm water to drains and nallas and non removal of garbage debris etc. Stagnation of water occurs due to improper camber and flat surfaces without SWD. Stagnation of water occurs during monsoon.

There is need to coordinate all these for timely corrective actions. It is necessary to take proactive preventive action to avoid flooding. 15.6

COORDINATION WITH INTERNAL AND EXTERNAL UTILITIES

15.6.1

Currently, there is no system for inter departmental co-ordination,of preparation of annual road programme and circulation to all the departments well in advance and obtaining their programs. The budget approved by General Body is not commensurate with the budget proposed by the Road Department and hence there are problems in coordination between different departments of PMC as the works for locations not proposed by Road Department are undertaken by other departments and vice versa. However, for all new roads, efforts are made in such a manner that a pavement once constructed/resurfaced is not required to be dug (upto end of DLP) except in case of emergency. An Apex Committee comprising of all Department Heads should be established. Interdepartmental coordination should be done by discussing the problems if any at macro level in committee meetings held monthly amongst all Departmental Heads and further maintained at micro level by coordinating with officers of these departments at zonal level.

15.6.2

For external utilities, coordination should be attempted between each utility and the PMC by conducting Apex Committee meetings every two months with the various utilities so that the plans and programmes of various utilities are known. The Apex Committee should be chaired by the Additional Municipal Commissioner. Meeting between the HODs and external utilities are carried out after every 2 months. However, there meetings are not fruitful and yet some roads are excavated / dug up without proper intimation to road department because of emergency work of that department.

15.7

COORDINATION WITH PUBLIC The PMC is constructing the roads for public and public at large is an important stakeholder with whom coordination is necessary. A proper grievance redressal system should be in place. STAC take a note of commendable efforts on the part of the PMC Roads wing to involve public in 108

identification of potholes and assuring redressal within 48 hours of bringing such inconformity to the notice of the roads wing. 15.8

OTHER COORDINATION ACTIVITIES The PMC can consider coordination with other concerned stake holders to control encroachments through use of IT Technology, intersection layouts, traffic clearing measures, road safety, road markings, sign boards, bus lay byes, parking management etc.

15.9

COORDINATION WITH OTHER ROAD AGENCIES It is necessary to have effective coordination with other road agencies working in the PMC areas and adjoining areas. These are NHAI, PWD, Cantonment Boards, PCMC etc.

15.10 PRIVATE LAYOUTS There are many private layouts developed by the owners/developers. Various reservations for public purpose and the Development Plan Roads within such layouts and provided under the sanctioned Development plan are handed over to PMC. These roads are maintained by the Corporation after taking over. However all internal layout roads, though provided as per the provisions of Development Control Regulations are private roads and hence are constructed and maintained by the owners/societies. Though the certificates are given, there is no supervision or quality audit by the Road Department of the PMC during construction and their maintenance also gets neglected. The Corporation cannot take over these private roads considering huge financial requirements for maintenance of these roads. It is suggested that before granting commencement certificates for these roads proper design, standards and specifications should be prescribed by PMC. 15.11 LAND ACQUISITION ISSUES: Currently, the land acquisition for a road is not done on a continuous stretch and is carried out in parts and bits. Hence the planning of the road features like SWD line, footpath, and utilities cannot be planned in a continuous manner and hence the proper design of road cannot be undertaken. There are several problems in development of the roads in such cases. Hence the process of land acquisition should be simplified and as far as possible the land acquisition for continuous stretch of road from point A to Point B should be done in order to affect proper planning of the roads. It is recommended to review the policy of issuing of 4 % TDR against reservation of green belt by PMC. For all the roads above 12 m, where road is incomplete because of non availability of land, separate provision for acquiring land has to be made.

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15.12 COORDINATION WITH AGENCIES WORKING FOR UPLIFTMENT OF LEVEL OF SERVICE RELATING TO ROADS There are a number of agencies which are working towards betterment of Road utility services. These include IRC, ITDP, UTTIPEC, CIRT, PAIRC. It is necessary that PMC keeps itself abreast of happenings in these organizations and coordinates with them bringing to their notice the handicaps which PMC is facing and to put the new ideas into practice brought forward by these organizations from time to time. The PMC should also obtain institutional membership of these organizations wherever relevant. PMC should also encourage its engineering personnel to obtain individual membership. 15.13 RECOMMENDATIONS 1.

2.

3.

4.

5.

6.

A detailed coded map of all the roads in PMC (giving specific nodes and numbers to all roads) should be established on a GIS based map. All the works of roads and other departments should be carried out with reference to this nomenclature system of roads through GIS. detailed computerized GIS mapping of all the internal and external utilities should also be made available with each of the department and the utility service providers. A central cell in the PMC should be established which will have all the master plans of all the internal and external utilities so that micro level coordination could be achieved. Coordination at zonal level should be further achieved between other departments and external service providers. The permission for trenches should be then centralized at one level. In order to have close coordination with Traffic Police monthly meetings should be held with Superintending Engineer and zonal police officers and problems if any be sorted out. The conditions of NOC given by Police Dept should be more detailed to ensure proper compliance. Normally for all major road improvement works including construction of flyovers, a scheme of execution is prepared in consultation with the police department. Appropriate tender conditions are then put in the contract and the contract is awarded. It is observed that the traffic department later on insists on major change in the scheme resulting into additional financial burden and contractual problems. It is therefore expected that a scheme jointly finalized in consultation with the traffic department has to be fully implemented by all concerned and the traffic department should not insist for major changes. The public should be made aware by issuing suitable press notes in leading newspapers regarding major excavation planned to be taken in the fair season, their dates of completion and names of agencies involved with an appeal to report the deviation, lapses faults etc. to the Central Complaint Cell on telephone. The notification should also include the procedure to be adopted while digging and reinstatement etc. in brief. Involvement of NGOs may be considered if necessary. This will promote public confidence. 110

7.

8.

9.

10. 11. 12.

Penal delays fees for time over runs and unplanned excavation should be charged in case of new proposals for excavation so that better coordination between PMC and utilities could be achieved. A concept of road work as a project should be introduced instead of piecemeal works of small road stretches so that the total work for a particular stretch of road can be executed such as road improvement, SWD work footpath, divider, painting, railing etc.as also underground inter departmental and other utilities work including maintenance of this road for a sufficiently long guarantee period. Encroachments coming on the footpaths need to be removed by the Ward Office immediately. This aspect has also to be given due consideration while preparing road programme. A list of all stakeholders involved in the road construction activities shall be prepared by PMC. Periodical meetings shall be held with the stake holders at various levels. Maintaining the footpath, keeping them encroachment free and keeping in clean and tidy condition may be assigned to local industrial /commercial organization against the advertisement rights on the railings etc.

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CHAPTER 16

WORK ZONE TRAFFIC MANAGEMENT

16.1

GENERAL The purpose of any work Zone Traffic Management Plan (TMP) is to ensure that the impacts of road works by temporary interruptions to vehicular and pedestrian traffic are properly addressed by the authority. The TMP must ensure safety to the workers, pedestrians and vehicles at all times, and that the delay due to interruptions is minimized. The TMP should also ensure that the minimum required time is made available to the roadwork before the road is opened for traffic.

16.2

PRESENT STATUS OF TRAFFIC MANAGEMENT FOR ROAD WORKS At present, it appears that there is very little planning carried out for work zone traffic management for all road works of PMC. For all RCC roads, construction work is done lane wise, allowing traffic on the remaining lanes. The impact of lane closure, however, is not being scientifically assessed. Provision of the traffic control devices and bare minimum work zone safety measures are being under taken by the contractor. Flexible pavement maintenance works at present are negligible. No specific traffic management measures are being implemented for these road maintenance works. One of the important problems observed in the case of road resurfacing works is that these works are opened to traffic much earlier than the minimum required curing period. A proper work zone traffic management plan will ensure the availability of minimum required time for a road work before it is opened to traffic, safety at the work zone and minimum delay to the road users. Therefore, it is suggested that PMC should prepare and implement a traffic management plan for all road works. Attention should also be paid to the requirements for smooth and safe pedestrian flow.

16.3

COMPONENTS OF TEMPORARY TRAFFIC CONTROL ZONES FOR ROAD WORKS The temporary traffic control zone include the entire section of roadway between the first advance warning sign (“ROAD WORK AHEAD” sign) and the last traffic control devices (“ROAD WORK ENDS” sign). The four components of temporary traffic control zones, in the order that drivers encounter them are as follows:

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Advance Warning Area This area notifies the driver of an impending temporary traffic control zone. This advance warning may vary from a single sign to series of signs and/or flashing lights on a vehicle preceding the transition area. The distance of the warning area should be placed ahead of transition area depends on factors such as the speed limit, roadway condition, and type of road. Transition Area When traffic needs to be redirected from normal lanes, channelization devices are used to move traffic to a new lane. This redirection should occur at the beginning of the transition area. Transition areas usually involve the use of roadway tapers. Tapers are created using a series of channelizing devices of pavement makings placed out of or into the normal traffic path. There are several types of tapers; merging, shifting, shoulders, downstream, and onelane/two-way. Activity Area Actual road work is conducted within the activity area. This area is made up of the work space, the traffic space, and optional buffer spaces. The work space is that portion of the roadway closed to traffic and set aside for workers, equipment, and material. The work space can be stationary or move as work is conducted. The traffic space is the portion of the roadway in which traffic is routed through the activity area. Buffer is intended to provide an area of separation and security between the work site and traffic. The buffer space can be placed longitudinally and/or laterally to the work area. Buffer spaces are optional. Termination Area The termination area is used to return traffic to the normal traffic path. In this area, tapers can be used to achieve rerouting of traffic back to the normal traffic lanes. The termination area extends from the downstream end of the work area to an “END OF ROAD WORK” sign, if posted.

16.4

WORK ZONE TRAFFIC CONTROL STRATEGIES A suitable strategy from the ones mentioned below should be adopted for traffic control at work zones after assessing the impact. Lane constriction, reducing the width of one or more lanes to retain the number of lane normally available, is usually the least disruptive to traffic, but is applicable only if the work area is predominantly outside the normal traffic lanes and if shoulders are available. Lane closure i.e., one or more traffic lane are closed after determining that serious congestion will not result based on a capacity analysis. 114

Shared right-of way, (utilizing one lane for both directions of traffic flow) with flaggers or signals to coordinate the two directions of traffic, or possibly traffic control signing alone for short-term work zones on very low volume two-lane roads. Temporary by-pass, (total closure of the roadway in one or both, directions where work is being executed). Where a temporary diversion is to be proposed, the geometrics of the same should be as per the standards that apply to the normal traffic lanes and the number of lanes for diversion should be decided based on the volume of diverted traffic and a minimum level of service should be ensured during peak hours. The pavement section for the diversion should be designed based on the diverted traffic loading and duration of diversion following the normal standards that apply to the regular traffic pavements. Intermittent closure, (stopping all traffic in one or both directions) for a relatively short period of time to allow work to proceed, then after a certain time (based on traffic volume), reopening the roadway (normally applicable on very low volume roadways). Crossover, i.e. routing a portion or all of the one direction of the traffic stream across the median to the opposite traffic lanes, or utilizing the shoulder and/or lane constriction to maintain the same number of lanes. Use of the shoulder or median, i.e., the existing shoulder or median acts as a temporary traffic lane. In Pune city, no prominent shoulders are available or use as diversion lane on roads. Detour, i.e., total closure of the roadway (one or both directions) and rerouting traffic to existing alternate facilities. These are generally used strategy for traffic control however in Gaonthan congested area it is very difficult to follow this strategy.

16.5

IMPACT ANALYSIS OF THE WORK ZONE TRAFFIC CONTROL STRATEGY For a given road work several alternative traffic management plans could be generated using the above listed strategies. All these alternatives are evaluated by quantifying their impacts. One of the measures that could be used to evaluate the plans is the delay to traffic which is the difference between the normal travel time and the increased travel time due to the implementation of the strategy. Capacity deficiency due to the road work is overcome by implementing traffic management strategies. The impact of each strategy is worked out. Simple speed flow curves could be used to work out the reduction in speed for each of the strategies. The best strategy that has minimum adverse impacts could be selected. The work zone traffic management plan should also identify any interruption to bus service or bus stop and provide details of any measure to ensure continued access to public transport. Existing bus routes will be 115

maintained as far as possible and reasonably practicable and any diversion necessary will be well publicized. The TMP should also ensure that satisfactory access for emergency vehicles such as ambulances, fire fighting, etc. is not impeded. Emergency vehicles require reasonable access to every property along the construction route at all times.

16.6

TRAFFIC CONTROL DEVICE USED IN TEMPORARY TRAFFIC CONTROL ZONES A traffic control device is a sign, marking or other device placed on or adjacent to a street or highway. Device should be placed by an official or public body with jurisdiction to regulate, Warner guide traffic.

16.6.1 Types of Work Zone Device Traffic control device within temporary traffic control zones serve essentially the same functions as traffic control devices do generally. The types and uses of the various devices used in temporary traffic control zone include. a)

Sign

Temporary traffic control zone signs are similar in their communication objectives to all other traffic signs. Like other signs, temporary traffic control signs are categorized as regulatory signs, warning signs, and informatory sign. Signs used at night need to be retrorefelecterized or illuminated to achieve a night time visibility that is comparable to that in daylight. The illumination can be internal or external; street or highway lighting is not usually adequate to satisfy this requirement. Sign used in temporary traffic control zones are often relocated and subject to considerable wear and tear during handling. Therefore, they should be routinely inspected for cleanliness, visibility, excess wear and proper positioning, and should be replaced if necessary. Descriptions of specific signs are available in IRC : 672001 b)

Arrow Displays

An arrow display is a sign with a matrix of elements. The matrix capable of either flashing or sequential displays, provides the driver with additional warning or information. The direction of movement of vehicle at diversions could be effectively indicated by these arrows. c)

High level Warning Device

A high level warning device, or flag tree, is designed to be visible over the top of vehicles, has at least two flags, and may contain an appropriate warning sign. They are often used in high volume urban temporary traffic control zones to warn motorists to short-term operations.

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d)

Channelizing Devices

Channelizing devices warn and guide drivers through work activities in or near the roadway and protect workers in the temporary traffic control zone. Types of channelizing devices include: cones, tubular makers, vertical panels, drums, barricades, portable barriers, and temporary raised islands. Each device is subject to specific requirements as to size, colour, strip patterns and use of retro reflective material. e)

Pavement Markings

Pavement markings provided in a temporary traffic control zone must be comparable to the markings maintained along adjacent roadway. Preexisting marking needs to be evaluated for their potential to misguide vehicles. Any such markings need to be thoroughly removed (black spray paint is not satisfactory as in certain lighting it can appear to motorists as an existing marking) All marking and device used to delineate vehicle paths and pedestrian routes should be evaluated in differing lighting and weather conditions to assess the risk of misguidance. Description of pavement marking is available in IRC: 35-1997 f)

Lighting Devices

It is often necessary to supplement retro reflective signs, barriers and channelizing device with lighting devices at night. Floodlights should be used to illuminate flagger stations, equipment crossing, and other work areas where existing light is not adequate. The floodlights should not be used where they may create a disabling glare for drivers. A flashing beacon is a flashing yellow light used to alert drivers to special road conditions. Steady-burning lamps placed in a line on channelizing devices are effective in delineating the proper vehicle path through a temporary traffic control zone because warning lights attract a driver’s attention and they are used to identify road hazards. g)

Others Devices

Other devices include impact absorbing attenuators, portable barriers, temporary traffic signals, rumble strips, screens, and lane dividers, impact attenuators, which may be stationery or mounted on a vehicle, protect motorists from the exposed ends of barriers, fixed objects, and other hazards. Like all traffic control devices, these temporary devices must be routinely inspected to ensure that they function as intended. Guidelines given in IRC:791981 should be implemented. 16.7

PEDESTRIAN SAFETY The following points should be given due consideration of pedestrian safety at road works 1.

Pedestrians and vehicles should be physically separated (i.e., by barriers, barricades, or similar items).

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2.

3. 4. 5. 6. 7.

8.

9.

10. 11.

12.

16.8

Pedestrian walkways should be maintained free of any obstructions and hazards such as holes, debris, mud, construction equipment, stored material, etc. Temporary lighting should be considered for all walkways that are used at night, particularly if adjacent walkways are lighted. Walkway should be at least 1.5m wide, and should be wider in areas of high pedestrian’s activity. All hazards (ditches, trenches, excavation etc.) near or adjacent to walkway should be clearly delineated Walkways under or adjacent to elevated work activities such as bridges or retaining walls may require a protective roof. Advance information is needed if the pedestrian pathway is blocked or detoured. Signs and traffic control devices should be provided at points of decision to properly guide the pedestrians along the detour. Pedestrian signals that no longer apply should be covered. Signs and traffic control device should not be a hazard to pedestrians. Signs located near or adjacent to a sidewalk should have a 2m clearance. Where safe pedestrian passage cannot be provided, pedestrians should be directed to the other side of the street by appropriate traffic control device (e.g., “Foot Path Closed – Use Other Side” and “Pedestrian Detour – Follow the Arrow” signs). Where construction activities involve sidewalks on both sides of the street efforts should be made to stage the work so that both sidewalks are not out of service at the same time. In the event that sidewalks on both sides of the street are closed pedestrians should be guided around the construction site. Reflectorized traffic control device are of little value to pedestrians. Warning lights should be used to delineate the pedestrian’s pathway and to mark hazards as appropriate. Particular attention should be given to avoid inconvenience to senior citizens and handicapped pedestrians.

WORKER SAFETY Worker safety is another primary objective of the TMP. Key elements of traffic control management that enhance worker safety are: Training workers about how to work safely next to traffic; Providing workers with bright and highly visible clothing; Using barriers to separate work space from traffic; Reducing speed zones and using law enforcement; Lighting the work area; Preparing public relations efforts to reduce traffic through the temporary traffic control zone; and closing roads.

16.9

HAND SIGNALLING CONTROL/FLAGGER OPERATIONS FOR SHARED RIGHT-OF-WAY STRATEGY Flaggers can be used to guide traffic, through temporary traffic control zone and to ensure safety within the temporary work zone. Because of the danger inherent in flag work, flaggers shall only be employed as a last resort. Flaggers should be trained and tested in all areas of work zone safety. Because flaggers are a primary point of contact for drivers and often pedestrians, their 118

appearance and the quality of their deployment are important to meeting the TCP’s objectives. The flagger needs to embrace the importance of safety to the public and co-workers, recognize his or her impact on the overall safety of the site and able to politely assert him/herself. Flagger location The flagger shall be located far enough in advance of the work zone so that approaching traffic will have sufficient distance to stop before entering the work space. The flagger should be clearly visible to traffic at all times. Flagger stations should be illuminated at night. Portable changeable message sign (PCMS) are advisable ¼ to ½ mile prior to a flagger to alert motorists and to provide the flagger with an additional safety buffer. Flagger Uniform The flagger shall wear fluorescent of orange clothing during the daytime, to include a vest, shirt, or jacket. Similar retro reflective garments shall be worn at night. The retro reflective material should be visible at a minimum distance of 300m. Flagger Equipment Flaggers are equipped primarily with a hand held “STOP/SLOW paddle, as it guides drivers through a work zone more effectively than flags. At night the equipment shall be retro reflective 16.10 IMPLEMENTATION OF ROAD WORKS TMP BY PMC Trained engineers of traffic management unit of PMC should be involved in the preparation of work zone traffic management plan. The road wing of PMC will give the site drawing of the construction or maintenance work along with duration of the work to the TMU. The traffic management unit then prepares the work zone traffic management plan following the procedure described. All the necessary approvals for the plan by the various organizations involved (e.g. traffic police, NGO etc.) should be obtained by the TMU and the finalized plan will be passed on to the roads wing. The cost of implementing the Work zone TMP should be included in the cost of the road work. The contactors should implement the traffic management plan before starting the construction/maintenance work. The working of the plan should be monitored day to day by the inspecting engineer. The status of implementation should be obtained from the contractor by using the checklist of items for work zone traffic management and safety as shown in Table 16.1. For the purpose of implementing traffic management plan, the road work should be classified as Construction works (e.g. provision of cement concrete pavement, major reconstruction, etc.) Resurfacing work and routine maintenance work (e.g. pot hole patching etc.) The TMP should be implemented at highest level for all construction work by barricading the work site from the view of normal traffic dividing the work zone into the standard components, viz, advance warning are, transition area, work area and termination area; generating alternate traffic control signs and devices. For 119

resurfacing work proper barricading is necessary at both ends to prevent the use of the traffic lanes before the specified curing time. For maintenance and resurfacing works implementation of all necessary traffic control signs and devices is compulsory. Safety of workers and pedestrians should be ensured at all time by implementing the guidelines suggested. Guidelines given in “IRC:SP:55-2001 Guidelines for Safety in in Construction Zone should be implemented. 16.11 RECOMMENDATIONS 1. The small pocket books with specific details such as size of board, size of traffic devices, with small photographs etc which are required by the site staff should be made available as they do not refer to the IRC manuals all the time. 2. Damaged and very old devices such as drums, barricades etc should be avoided for use as temporary traffic control devices as they become hindrance in the work place and create a shabby appearance on the work site. 3. A study group may be formed to prepare common item for traffic management during construction, mode of measurement, guidelines for preparing the estimate etc. The schedule rate may be approved by the appropriate authority. 4. Appropriate provision for the diversion of the road and maintenance during construction may be made in the estimate and in the tender. 5. IRC is likely to issue detailed guidelines for work zone traffic management. These should be followed by PMC.

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Table 16.1 Checklist for Work Zone Traffic Management and Safety ITEM

YES NO

Planning 1. Is an appropriate traffic Control Plan (TCP) in place? 2. Has impact of this TCP been assessed? 3. Has possible traffic congestion been considered and step taken to avoid it? 4. Is traffic movement inhibited as little as possible? 5. Has proper access to side roads and properties been providers 6. Are any required approvals for speed limits of lane closures in order 7. Have workzone speed limits been determined correctly? 8. Are any required approvals for speed limits of lane closures in order? 9. Is the traffic control plan available for inspection Work Zone Safety 1. Have safety barriers (where used) been installed corrected? (eg. Units jointed together, proper end treatment) 2. Are clearances between workers and adjacent traffic being maintained? 3. Has contained fence been installed where required? 4. Is high visibility clothing appropriate for conditions and use correctly? Traffic Control Device 1. Are traffic Control devices appropriate for the project strategy? 2. Are all roadworks signs and device installed according to the plan? 121

3. Have any contradictory distracting of superfluous sign of making been covered up or removed? 4. Is advanced warming distance appropriate for vehicles approaching at high speed? (eg. Check sight distance, warming sign distance, height of sign above ground, vehicle queue length not beyond signage.) 5. Are the signs free from damage and defect? (e.g. must be reflective; easy to read; check shadow & glare issues.) 6. Are sign sizes correct? 7. Are advance warming areas and traffic termination points properly market? Pedestrians 1. Are pedestrians guided in a clear and positive manner? 2. Are walkways clean and free of construction materials? 3. Are walkways free of tripping hazards? 4. Does the design meet the requirements of the elderly and disabled? 5. Is barricading adequate to protect pedestrians from moving vehicles? Traffic Control by flaggers 1. Are flaggers used only as last resort? 2. Are flagger locations properly placed? 3. Are all well trained and supervised? 4. Are fluorescent vests worm during day time hours? 5. Are retro reflective vest worm during day time hours? 6. Are multiple flaggers in effective communications?

122

The following guidelines shall be used: 1. 2. 3. 4.

Contractor should prepare the information as per the TMP Checklist. Engineer In charge from PMC in consultation with consultant should verify the implementation of the TMP Checklist: Contractor shall be responsible for non-implementation of the TMP checklist: Incentives for proper implementation of the TMP in order to create awareness and promote the use of TMP for worker and commuter safety during road construction should be included in the tender document itself.

123

124

CHAPTER 17 MAINTENANCE OF ROADS

17.1 PRESENT SYSTEM 17.1.1 The total road length in the charge of PMC in the City is about 2100 km. All the roads with a width less than 12 m (designated Minor), are currently constructed and maintained by the Ward Office. Roads with a width of 12 m and above (designated Major) are currently constructed and maintained by the Road Department of PMC.

Width (m)

Length (km) Undeveloped

Length (km) Developed

7.5

8.80

425.20

9

30.39

331.58

12

83.82

335.28

15

10.80

43.20

18

94.37

15.48

20

14.10

56.40

24

80.17

80.57

30

49.63

60.34

36

15.92

63.68

40

3.50

14.00

42

1.10

4.40

45

0.50

2.00

60

18.90

75.60

Total

412 Km

1653 km 2065km

125

On Major roads the repairs to manholes and maintenance and repair to footpaths are done by the Road Department. However, major repairs to facilities are done by the respective Service department. For example drainage, water supply, etc. if a major project is undertaken on a certain stretch of Major road everything including manholes, storm water drain etc. affected due to that work are executed by that Service department. The work of maintenance of roads is currently being handled by both the road department and ward offices. Hence sometimes there is lack of proper coordination and some of the spots requiring urgent attention (especially during monsoon) remain unattended on account of issues related to jurisdiction. Hence it is opined that the maintenance of the roads should be brought under one umbrella so as to affect proper planning and execution of such works. This shall also help in overall improvement of the workmanship and quality of the road maintenance works. The necessary re-assessment & transfer of staff should have to be also done. It may be better if a Trial in 2-3 wards is done first. 17.1.2

Each Supt. Engineer has 4 EEs under his control. Each E.E. is assisted by one or two Dy.Engrs and 2 to 3 Sectional /Jr.Engineer assist each Dy.Engr. There are some JEs also working at the same level as Sectional Engineer.

17.1.3

In the Ward Office there are 4 to 6 JEs for attending to all types of Civil Engineering works. (roads, sewer, slum, Bhavan etc.) There is one EE per zone. These JEs get technical advice from the Dy.Er , EE. The road length in the charge of the ward is distributed amongst the JEs on a Parbhag level basis and their jurisdictions are permanent so that each JE has a certain length under his charge and is responsible for the road length. 1.

2. 3.

As the Ward officer is a Non Technical executive a separate Technical Report for Engineering staff be introduced. The EE of the concerned zone should initiate a Technical Report for JE’s working in ward offices. This should also be reviewed/ countersigned by SE concerned. A yardstick be prepared for road (minor) length to be looked after by each JE and the number of JE’s in each ward decided quantitably. A tenure be fixed for JE’s in wards ( 3 years is suggested ), and after that they be transferred to Road department and vice versa.

17.1.4

So far as major roads are concerned, only the EEs have a permanent well defined jurisdiction ward wise with them. There is no firm distribution of this road length amongst Dy. Engr. or the Sectional Engineers/J.E. Currently, the locations for pre monsoon maintenance and repairs are identified by the Road Department for all roads with width above 12 m. The activities for maintenance at these locations prior to the monsoon are planned and executed by the respective Executive Engineer and his team under the Road Department of PMC.

17.1.5

After the monsoon the roads are inspected by Junior Engineer & Prabhag Adhikari and in case of roads where defects liability period is still current the defects noticed are got repaired from the concerned contractor. In 126

case of road not under defect liability period, estimates are prepared for carrying out the necessary repairs like resurfacing or strengthening etc. For repair works or for resurfacing work, asphaltic hot mix is accepted only from hotmix plants and PMC owned hotmix plants. The mix material for maintenance of roads of PMC is accepted only from such hotmix plants which are calibrated by the Third Party Inspection Agency appointed by PMC. Without calibration of a hotmix plants (annual), no material is allowed to be brought on site from that plant. 17.1.6

PMC is maintaining a 24 hours helpline during monsoon season for attending to complaints related to potholes, water logging, trees, debris any other problems. PMC also accepts the various complaints through its website www.punecorporation.org. The respective complaint made by the citizen over telephone or through website is directed to the respective JE of that area and it is addressed by the JE in 48 hours and feedback is sent to the complainant. This being monitored at appropriate supervisory level.

17.1.7

PMC has its own Hotmix Plant, dumpers, paver finishers, rollers. Team of labourers of PMC or contract basis are available and these teams along with PMC material and machinery carry out the pothole repair work in case of emergency during the dry spells of monsoon. During the normal course of work, the PMC team carries out work of reinstatement of cross cuts, utility service cuts etc throughout the city. The Road Department of PMC also invites tenders for maintenance of roads based on the pre-monsoon inspection carried out by them. Thus PMC is maintaining a planned system for maintenance management of road repairs in the city all along the year.

17.2

ROAD INVENTORY

17.2.1

The committee suggests that as the first step a full and detailed inventory of all the roads above 12 m, should be prepared. For this it is necessary to prepare a GIS database of the entire road network of PUNE. Complete information of all the roads like their physical dimensions, the CBR, and the type of the sub grade soil lengthwise, the details of the road crust, the details of all the bituminous layer, the drainage details, footpaths, the details of all the utilities running under the roads at each location, details and location of manholes, ducts, cross pipe etc should be collected and appended as attribute data to the respective spatial elements. Parallely detailed information about structures of all types on/across the roads like culverts, bridges, foot over bridges, Road over bridges etc. should be built up by carrying out similar survey and by compiling as built drawings. The GIS database when integrated with GPS, will help in the development of an efficient Maintenance Management System. The present database of roads shall be updated. The pavement performance evaluation shall be done through this updated database. 1. 2. 3.

Records of roads under PMC shall be computerized and the present database shall be updated. The pavement performance evaluation shall be done through this updated database. Maintenance contract of PMC shall be Asset management contract and not just road maintenance contract” 127

4.

As a first step, PMC should start maintaining the details of all roads and bridges under its jurisdiction in the form of ABC register on the line of PWD, Govt of Maharashtra. 17.2.2 It is suggested that this work should be got done through consultants under the supervision of a specially carved unit of the Road department, persons from other related departments like Sewerage, Drainage, Water supply and other utilities of department etc should be associated with this unit. After the initial work is completed, the unit can be reduced, but continued to see that the inventory is up-to-date all the time, which can then be done in house. This is necessary since road are being newly developed and services have to be added periodically. The Data will also be useful for Town Planning department. 1. 2.

3.

In PHASE I the survey be done for existing City limits and in PHASE II other villages. The scope of work and Manpower needs will have to be worked out carefully. A detailed proposal be prepared in consultation with other service departments. The Computerisation work will be difficult to define and persons authorised to modify the Master Data will have to be suitably earmarked. The ‘READ ONLY’ access can be given liberally.

17.3

AREA WISE RESPONSIBILITY

17.3.1

The committee recommends that the total major roads (irrespective of the width of road) in charge of an Executive Engineer should be distributed in 5 or 6 packages. Each package should be put in charge of one Junior Engineer. That JE should be responsible for all aspects of roads in his charge. He will be a sort of guardian for his road length.

17.4

PROPER INSPECTION

17.4.1

At present there is no formalized system of periodic and regular inspection on the roads by the PMC staff. Only during the monsoon period the concerned J.E. inspect their road length for potholes and initiate corrective action. During the rest of the year, PMC seems to be relying on chance noticing of defects by its officers when they happen to be travelling of a particular road length or on feed back of the complaint. This does not seem to be satisfactory arrangement and sometimes it may happen that some serious flaw in the road may not be known to PMC staff, which is supposed to attend to it, for quite some time.

17.4.2

It has already been suggested that the total road length in charge of the road Department should be assigned to particular officers for maintenance who would be totally in-charge of all aspects of maintenance. The committee recommends that regular schedule of inspection of roads and road related structures and furniture on the road length appropriate check lists should be prescribed for various levels to staff. This will ensure that if the PMC officers notice any damage or disrepair quickly then immediate remedial action can be taken. 128

It is also suggested that inspection of all the roads in the city should be carried out by an independent agency appointed by PMC. Based on the inspection and some predetermined criteria for maintenance, the categorization of roads should be done( Good, fair, poor etc). Based on these recommendations the priority of the works should be decided and this information should be used for budgeting of the road works well in advance. Proper inspection of all major and minor bridges shall be undertaken through an expert agency and rating shall be assigned to all bridges as per standard technical norms. The categories for condition roads should be 3 (three). The categories shall be a. Good b. Fair and c. Poor. The parameters for this categorization shall be modified based on IRC norms. The NHAI documents may also be referred for these criteria. 17.5

MAINTENANCE STRATEGIES

17.5.1

The function of maintenance is to preserve the pavement in traffic worthy condition and to allow the movement of traffic at a requisite speed, comfort and safety. The maintenance strategies are based on assessment of needs with regard to the structural strength, condition and unevenness of surface and drainage, and residual life of the top surfacing. The evolvement of maintenance strategies for any roadwork requires through examinations of a wide range of options, involving the traffic, the initial standards of pavement roadway features the terminal standards for subsequent routine and periodic maintenance and pavement strengthening.

17.5.2

Service ability level of a road is the degree of comfort, safety and satisfaction which the road affords the user. It is measured in terms of Present Service ability index (PSI). It is combined factor based on various factors like its roughness, the number of potholes per km, cracking and patching area, rutting (20 mm maximum permissible) and skid resistance. Based on these the service ability level of a road is determined as level 1 (best), level 2, level 3 etc. criteria for classification into different level can be different for different types of roads like arterial roads, sub arterial roads and other roads.

17.6

MAINTENANCE MANUAL AND NORMS

17.6.1

Routine maintenance work consists of several small items of work. It is not possible for the ground level staff to remember all of them every time. However, the newly inducted staff cannot possibly know all the items that have to be attended to as part of maintenance. Even if regular training in maintenance is imparted it is necessary that some reference book be available to the staff. The committee would, therefore, recommend that a Maintenance Manual should be prepared for guidance of the staff engaged in road maintenance works. Such a Manual can be got prepared through a Consultant possibly an Ex-Senior Engineer who has been associated with road maintenance work in the Corporation. Preventive maintenance of roads shall be given top priority as timely treatment to a road in fair to good condition saves a significant cost on 129

maintenance of the road if it is not allowed to deteriorate to a poor condition and attended at a later stage. 17.6.2

Such a Manual will list out every item of work to be done as part of routine maintenance and some guidelines about the way to carry it out. It can also lay down the standard equipment that is necessary for carrying out such work. It will also mention the frequency of inspections to be carried out by various officials. The detailed circular issued by the PWD, GOM in this regard (no.RMR/1082(214)/Desk R-1 dt. 8-10-1084, can be referred along with the I.R.C maintenance manual. The former also contains, inter-alia duties, task work, tools & equipment, check lists for maintenance, frequency of maintenance time schedule, pothole repairs, emergency actions, distresses. (symptoms, cause and treatment), point for training.

17.6.3

There appear to be no set norms for provision of funds for the maintenance work of PMC. These are absolutely necessary will be got developed by STAC in due course.

17.7 DEFECT LIABILITY AND MAINTENANCE 17.7.1

In each construction contract a certain period is prescribed as defect liability period. The contract clauses prescribe that the contractor shall maintain the work during the Defect Liability Period[DLP]. It must be understood that the liability of the contactor is limited to the rectification of any defects noticed in the work carried out by him and not due to any other cause. He cannot be expected to do other items of routine maintenance. However for convenience and to avoid duplicate agencies & conflicts, It is necessary that even during the defect liability period, the routine maintenance shall be carried out by the contractor apart from the defect rectification and he shall be paid separately for this work. Suitable amendment be done in future contracts. The maintenance contract of PMC shall be Asset management contract and not just road maintenance contract.

17.8 ESTIMATE FOR MAINTENANCE 17.8.1

When the roads are systematically inspected regularly throughout the year, the need for repairs of various kinds becomes known to the Engineers in charge. On the basis of this information, estimates for maintenance and repairs of roads can be prepared.

17.8.2

Maintenance work is classified in two categories viz. (1) Current or routine maintenance. This consists of minor miscellaneous items like pot-hole filing, keeping the shoulders level and smooth, replacing an occasional road sign, repainting of direction signs; carrying out minor repair to structures, keeping drainage system clean, cutting shrubs, grass, projecting tree branches, removing debris etc. These are generally carried out through departmental labour throughout the entire length of road each year. (2) Special Repairs: These consist of resurfacing of strengthening of roads, major repairs to structures warranting fixation of separate agency, like grouting, gunniting 130

replacement of damaged members. Any emergency repairs due to unexpected reason like collapses, wash outs, subsidence, etc also fall in this category. 17.8.3

Each of these two categories can be sub-divided into several subcategories. Available funds should be divided further into two broad categories of current repair and special repairs. These should than be further sub-divided into sub-categories. A certain part should be earmarked for emergency and unforeseen repairs.

17.8.4

Well before the start of each financial year, each Executive Engineer in charge of road should frame separate estimate for current repairs for the road in his charge for the ensuing year and forward it for approval and allotment of funds. The provisions in this estimate will be based on past experience.

17.8.5

For special repair detailed proposals as per needs should be framed whenever or wherever need arises. These should be approved at competent level. Detailed estimates should then be framed and presented for sanction and allotment of funds. Detailed guidelines about framing estimates for resurfacing/strengthening are given elsewhere in this report. Since funds available for repairs are generally less than the requirement, care has to exercised while choosing the road lengths for resurfacing/strengthening works. The current practice is based on subjective judgment and past experience of the road engineers only. This can sometimes lead to less than acceptable results.

17.8.6

Standard estimate should be made available as a ready reference for each work type (new works, maintenance etc) The reference from MORTH Standard Data book may be taken for preparation of the standard estimates. The new IRC document on road maintenance work shall also be referred for preparation of standard estimates.

17.9

PAVEMENT MAINTENANCE MANAGEMENT SYSTEMS (PMMS)

17.9.1

The main objective of a pavement maintenance management system is to provide a scientific tool to maintain roads at the desired serviceability levels. It is acceptable fact that due to paucity of funds it is generally not possible to provide highest level of serviceability. Also in some areas the low volume of traffic do not justify high levels of serviceability. Since the pavement deteriorate with time it is necessary to maintain/rehabilitate them to provide minimum desired service to its user and save the valuable facility.

17.9.2

PMMS is a technical or operational methodology for managing or directing and controlling maintenance resources, in a scientific manner to obtain optimum benefits. It is a complex problem of matching of resources, time, material, labour, equipment, funds, design and most of all decision making. It performs the following functions: 1. 2. 3. 4. 5.

To identify project, in need of M&R and to establish priorities Identification of the type of maintenance and/or rehabilitation required Requirement of type and timing of further M & R To minimize life cycle costs or maximize benefits To predict performance in future 131

17.9.3

Several studies have been carried out in India establish PMMS for Rural Highway, Rural Roads, as well as Urban Roads. They require building up a large database for which specially developed machines like ARAN are available

17.9.4

Detailed guidelines on the subject are available in the Ministry of Road Transport & Highway publication “GUIDELINES FOR MAINTENANCE MANAGEMENT OF PRIMARY SECONDARY AND URBAN ROADS”

17.9.5

The committee recommends that a PMMS study for the city roads should be got done and a PMMS be established and implemented by the PMC with the help of Consultants.

17.10 MAINTENANCE BY CONTRACT 17.10.1 As per the general prevailing practice in the country the PMC carries out maintenance work through departmental staff and labour. Only larger works like resurfacing etc are given on contract. Due to shortage of staff and the tendency towards staff cutbacks there is not enough staff to attend to the routine maintenance work-satisfactorily. 17.10.2 Worldwide there is a trend towards giving out the routine maintenance through contract initially on a small scale and if successful, it can be adopted gradually on a larger scale. This will free the existing staff for other more important works and would also eliminate the doubts in the public minds about proper utilizations of funds. By nature the maintenance work is immeasurable and the outsiders always wonder whether their money allotted for maintenance has been properly utilized. 17.10.3 It will, however, be necessary to draft the contract properly with accurate measurable performance criteria so as to judge whether the contractor has performed his duties properly to become eligible for payment. The new document of IRC on this topic shall be studied by PMC and the contents of this section shall be suitably modified. 17.11 POT HOLES REPAIR 17.11.1 As per the present practice pothole repairs are carried out by PMC staff through its own plant and machinery. PMC has conducted training in pothole patch repair using CRRI Cold mix technology in June 2013. PMC intends to use this technology for future pothole repair works in PMC area. 17.11.2 The pot-holes are attended with metal and girt metal and girt and bituminous emulsion during the wet spell and bituminous hotmix material in dry spell. There are some guidelines issued by the Road department for proper method of filing potholes. It is suggested by the Committee that the method detailed out in the PWD Circular attached with its circular about instructions for maintenance dt. 8-10-1984 referred to earlier, should also be studied of the road at the repaired potholes a little higher than the surrounding road to account for subsequent setting is no longer admissible because good 132

mechanical hand rammers are available and the traffic moving on the road is not slow traffic any longer. It is necessary that the road surface should match with the surrounding surface after pothole repairs. 17.12 FILLING OF POTHOLES DURING RAINS Potholes get formed on asphalted roads in monsoon because of various reasons such as lack of periodical preventive maintenance, stagnation of water on surface for a long time, lack of efficient sub surface drainage, continuous rains for a long period of time etc. In the city of PUNE the time available to fill by creating ideal conditions is as per requirement in the morning to late in the evening due to severe traffic conditions. One of the requirements to obtain ideal condition is dry weather spell of at least 4 hours before and after filling of potholes. Many mixes have been tried as learnt from Road Department, by using bituminous emulsions and non-bituminous binders such as polymers fast setting cements etc. No method is proved to be successful lasting and economical. It is also seen that the conventional method of filling with brick aggregate building debris to give temporary relief during such continuous wet spell and replacing the same with bituminous hot or cold mixes during subsequent dry spells is relatively more successful and economical method. It is, therefore, recommended that this method should continue to be adopted with adequate care of removing the metal and building debris in dry spell, cutting the pothole into a proper square or rectangular shape with vertical edges and then filling up of pothole by following the specification described in details in Government Circular,B&C Depth No..HNR 1165/41766(e)-Gdt.20/5/66 regarding repairs to potholes in Asphalt Roads in monsoon conditions with due modifications and as described in paras 9.4.2 and 9.4.3 of Chapter 9.Compaction of the material filled in should receive special attention. 17.13 TREATMENT AROUND MANHOLES Settlement of flexible pavement around manholes is a common phenomenon observed on PUNE Roads. The settlement is because of difficulties in achieving proper layer-by-layer compaction around the manholes for about a meter width or so around them. At present attempts are made to overcome this problem in PUNE Municipal Corporation by following methods. 1.

Layer by layer compaction by using rammers or plate vibrators around these manholes.

2.

R.C.C beams should be provided around manholes in square pattern.

3.

Interlocking CC paver blocks shall be provided within the space enclosed by runner beams.

133

This method adopted above gives satisfactory results and hence this may be followed in such cases.

17.14

TRENCH FILLING

17.14.1 Strictly speaking filling of trenches made for installation/repairs to utilities is not a maintenance job. But it has an important bearing on it because the trenches appear to be the main problem and hindrance in maintaining the city roads in a good condition. The problem is described in chapter 3 and 14 in greater detail. 17.14.2 The use of Controlled Low Strength Material (CLSM) shall be encouraged by PMC for trench filling of utility cross cuts. 17.15 VEGETATION There is vegetation by the roadside in PUNE on some roads and bridges . But in certain location it is detrimental and dangerous to traffic. 1.

2.

3.

4.

5.

Trees and the branches projecting on to the carriageway: These reduce the capacity of the roads since no vehicle uses the end lanes because of them and in some cases “they are positively dangerous particularly to two wheeler riders. Gardens at the junctions and medians: These have added tremendously to the beatification of the city. But in several places they are creating dangerous blind corners and spots for drivers. The height of these gardens at all junctions and at all pedestrian crossing and on all curves must not be allowed to be more than 60 cm above the ground. Driver of a small car like Maruti 800 should be able to see easily across them Tree branches projecting on carriageway of the slip roads by the side of flyover: These slow down the entry of vehicles especially of buses into the slip roads, creating traffic jam at the entrance to flyovers. Tree branches obscuring the traffic signals roads signs, information boards and overhead gantry type direction boards: All these must be trimmed regularly. A policy on plantation of trees along roadside or private property along the roads should be finalized by PMC. The types of trees etc should also be finalized under this policy. The IRC Document Number IRC:SP:21-2009 Guidelines on Landscaping and Tree Plantation shall be referred for this purpose.

17.16 STREET NAMES/ SIGNAGE 17.16.1 The boards should be so located that they are visible from a distance. The lettering should be large enough to be decipherable to an elderly person, from a distance sufficient enough for changing lanes. The boards, need not have anything except the name of road on. This will enable adopting a large lettering. 134

17.17

MONITORING

17.17.1 The routine maintenance work is largely of an immeasurable nature and being divided into several insignificant minor jobs. Even the resurfacing work does not create any new asset. At the end of the year, therefore, it is difficult for an outsider to gauge whether the funds allotted for maintenance work have been properly utilized. Even if the money has been properly spent, the lay public or the administrators do not sometimes feel confident about it. Moreover, when it becomes necessary to demand additional funds for maintenance there is not enough data available about how the money allotted in the past years has been spent. The committee, therefore, suggests that a system of monitoring the maintenance activity may be introduced by the PMC. The several items of maintenance can be listed out. For example, current repairs like pothole filling, shoulder filling, replacement of manholes on culverts etc., periodic renewal, sign board painting and replacement, pay of maintenance staff, road marking and so on. The available funds can be subdivided into all these subheads for current and special repairs before distribution to individual areas. At the end of the year performance report for each sub-head should be collected from individual Executives and compiled to yield a total picture of performance for the PMC as a whole. This would provide an accurate picture of what work has been done out of maintenance grants. A typical abstract of such monitoring of PWD, GOM can be referred in this regard. Copies of such reports can be distributed to key decision markers. It will also contain physical targets and achievements in addition to financial ones to bring out a sort of performance budgeting annually bringing out clearly the relative performance various fronts. There has to be effective technical control on repair operations. Periodical Quality Audit of repair operations should be carried out through O.S.D. (Vigilance) and outside third parties to have effective monitoring and control. 17.18

RECOMMENDATIONS 1

2 3 4

Use of readymade mixes, storable mixes shall be encouraged for repair of potholes. Cold mix technology as suggested by CRRI shall be preferred for pothole repair work. The procedure for preparation of such mixes is given in Appendix 1 of Chapter 3. The available readymade mixes may also be used for repair of potholes. The supervision / Third Party inspection under Ward Offices shall be done for randomly selected works. Appropriate additional factor for reinstatement item such as working in limited area, small quantities, specialized equipments and available time frame has to be considered while preparation of the schedule rates.

135

136

CHAPTER 18 ORGANIZATION AND WORKLOAD

18.1

PRESENT ORGANIZATIONAL SET-UP The present organizational set-up for the Road Department and at ward level is included in Chapter No 2. At present, the available staff at supervisory level with the Main Road department is 2 Nos Superintending Engineers, 5 Executive Engineers, 12 Deputy Engineers, 14 Sectional Engineers, 36 Sectional/Junior Engineers. The annual allocation for the road works suggested by Road Department are approximately Rs. 300 crore which increases approximately to Rs. 400 crore after approval of the General Body of PMC.

18.2

NORMS FOR STAFF REQUIREMENTS

18.2.1

So far as PMC works are concerned there are no specified norms for the requirements of staff. However Sectional / Junior Engineers are provided for supervision of each site of Asphalt & Concrete Road and works considering the size of the work and the extent of spread of the work. The total average work load of the road department at present is Rs 300 crore. To execute these works, 24 JE/ Sectional Engr are available for direct supervision of the works. This works out to approximately Rs. 12.50 crore of work load per JE/ Sectional Engr. As per State Govt norms, prescribed in the year 1991, a workload of Rs. 1.50 crore per Junior/ Sectional Engr has been prescribed. Taking this into consideration and even taking into account the price escalation, the workload of Junior / Sectional Engr of PMC is far more than the prescribed norms. Considering the nature of work involved in PMC and other staff requirement for say, Traffic Management, Asphalt & RMC Plants, cost escalations etc. certain minimum staff requirement will have to be worked out and provided. In the first instance, it is necessary to work out the present norms for works in PMC and then attempt to provide the staff accordingly.

18.2.2

To ensure that the executive divisions under the roads department are effective, it is necessary to provide adequate and required staff as per standards norms. For this purpose, it is necessary that PMC studies the standard staffing pattern of a regular public works division and provides necessary staff accordingly.

137

Organizational Setup of the PWD field office is as follows Chief Engineer (Region – Total 6 Nos) Superintending Engineers (under each CE – 4 to 6 Nos) Executive Engineers (under each SW – 4 Nos) Deputy Engineers (under each EE – 3-4 Nos) Sectional Engineer / Junior Engineer (under each DE – 4-5 Nos)

18.3

In an organization executing public works, the role of the Accounts/ Audit/ Audit wing is very important. In public works department, a special divisional Accounts officer directly reporting to the Accountant General is posted to ensure that Accounts are properly maintained and incorporated into the Accounts/ Audit of the state government. Likewise, it is absolutely essential to have separate Accounts/ Audit officers in various working divisions of the Roads Department working under the Executive Engineer and also answerable to the Accounts wing of the PMC so that accounts are properly maintained and are properly incorporated into the Accounts of PMC. This accounts wing in the roads division would also take care of the queries on the audit wing. It has also been brought out that out of the sanctioned posts indicated above, a number of persons manning these posts are deputed to other wings of the PMC and their salary is debited to the roads department. It has already been indicated above that the sanctioned posts themselves are very much inadequate considering the work load of the roads department and there is a need to sanction additional posts. Under the circumstances utilizing the posts of the road department for undertaking works which are not related to the road department is bound to reflect on the working of the roads department. This practice needs to be stopped immediately.

18.4

DELEGATION OF POWERS The delegation of powers in respect of technical & administrative sanction as adopted at present in PMC is as shown below:

138

Delegation of power of PMC Main Road Department Sr.No

Officers

Technical Estimate sanction

1

Deputy Engineer

upto Rs. 10 lakhs

2

Executive Engineer

Rs. 10 lakhs To Rs. 20 lakhs

3

H.O.D./ Superintendent Engineer

Rs. 20 lakhs To 100 lakhs

4

Estimate Committee

Above Rs. 100 lakhs

Addl. Municipal Commissioner (Sp)

President

City Engineer

Co- President

Addl. City Engineer (Project) Member Addl. City Engineer (Road)

Member

Addl. City Engineer (B.P & Member JNNURM) Superintending Engineer

Member Secretary

Superintending Engineers

Members

Delegation of power of PMC Ward Offices S.No

Officers

Technical Estimate sanction

1

Deputy Engineer

Upto Rs. 10 lakhs

2

Executive Engineer

Rs. 10 lakh To 20 lakhs

3

Estimate Committee (Zone) Dy, Commissioner (Zone)

President Rs. 20 lakhs To 25 lakhs

Jt. Municipal Commissioners (Zone),

Members

Executive Engr (Zone),

Member

139

Sanction of the General Body to the budget is construed as administrative approval to the work included in the budget to the extent of amount indicated in the annual budget for that specific work. Further, some additional works also get incorporated into the annual budget based on the demands of the Corporators from time to time. Once the work gets approval from the General Body of PMC, it is ripe for according technical sanction. It is observed that the powers of the Executive Engineer for approval of the tender could be enhanced upto Rs. 5.00 lakh (the present limit is at Rs. 3.00 lakh) to expedite the sanction of works. It is recommended that the PMC may study Public Works Manual and empower its technical officers suitably to streamline the working of the roads department, because, there are many other attributes under which the engineers do need to have powers for smooth working of the department. 18.5

REGULAR WORKS AND PROJECTS The engineering staffs in the Road Department carries out mixed type of works viz. Routine works and statutory duties under the BPMC Act. Construction works maintenance and repair works etc. Considering the workload and the duties involved in these various types of works it is hardly possible to do justice to quality of works and technical details particular in respect of major project construction works undertaken such as concrete roads asphalt roads and these get neglected or are given secondary importance. In almost every major organization in the country like Railways, PWD and semiGovt., organizations the exclusive staff is provided for major construction projects so as to receive the technical attention and control they deserve. The Committee therefore recommends that, the PMC may consider creating separate Project Implementation Unit to deal with major new construction works exclusively. As could be seen from the deliberations above, that the PMC Roads department is severely starved of the staff and therefore it is necessary to sanction some additional posts, to man the posts under PIU.

18.6

ADEQUATE FINANCIAL PROVISION FOR WORKS The PMC roads department is executing works of two types those costing less than Rs. 1.00 crore which constitute about 60 % of the work load and works costing above Rs. 1.00 crore which constitutes about 40 % of the work load. It is necessary that a particular work which is taken in had is completed expeditiously. Delayed completion invites public criticism, escalation in cost and contractual complications. To achieve this, the committee recommends that a work costing less than 1.00 crore should not spill for more than 2 financial years and a work costing more than Rs. 1 crore should not spill beyond 3 financial years. The PMC may therefore consider that proper funding for the works is allocated as soon as a work is included in the budget and under no circumstances, provisions so made are reappropriated. Sanction of works is tedious and it invariably involves delays with the result that new works included in the budget seldom start before December in 140

that particular financial year. This also sometimes involves lapse of budget allocations. To remedy this situation, committee recommends that at any given time, estimated cost of total sanctioned works should be about 2.5 to 3.0 times the average annual budget so that in the initial period of the financial year, allocations could be spent on works spilling over from the earlier years and efforts are made to start new works as expeditiously as possible.

18.7

CREATION OF PLANNING CELL OF PMC In the present system there is no separate cell or unit dealing with planning design and preparation of estimates and drawings for major works. These are got prepared somehow from the available staffs like SectionalEngineers/ Junior Engineer and Deputy Engineer who have neither the resource nor the expertise to carry out the task properly. They are also very busy with their routine work as mentioned above. It is absolutely essential to provide a centralized unit for preparation of designs, estimates and drawings and also conducting surveys and investigation required before carrying out the design. Even though the latter may be got done through Consultants and special agencies, there has to be some unit in the PMC to be able to control and guide so as to achieve the desired quality product. The Committee recommends that such an exclusive Planning cell should be provided in the Road Dept. under Superintendent Engineer. This cell can also look into the aspect of design of urban roads, traffic islands, intersections, street furniture, signage etc with the help of a suitable Urban Designer. It is necessary to put in place an independent policy and Planning Cell which would lay down long term policy and vision for roads. It would also breakup policy into suitable medium and long term objectives. It would keep a bird’s eye view on all the activities of the road department, remedy the situation wherever they are going astray. A separate testing facility under the Planning Cell should be established for random testing of works including those at the ward level.

18.8 IN HOUSE TESTING FACILITIES 18.8.1

At present the quality control is achieved by testing the materials mixes etc. in the Municipal Testing Laboratory. The random samples are collected & sent to the laboratory by the site in-charged. Testing is also conducted at other laboratories approved by PMC and copies of the test reports are sent to the TPIA appointed by PMC. It is also suggested that considering the spread of city and the quantum of work few more testing laboratories in PUNE may be approved by PMC where required tests can be carried out as a cross check (Refer also Chapter 7). The decentralization of the PMC test laboratory may also be done by establishment of addition 2-3 Zonal Level laboratories for testing work in that area. 141

18.9 WORKS AT WARD LEVEL: The works costing less than Rs. 25.00 lakh are executed at the ward level. A technical Officer of the level of Deputy Engineer assisted by 4-5 Junior Engineers is in charge of all civil engineering works (roads, water supply, drainage, building etc) within his jurisdiction. Junior Engineers also have territorial jurisdiction within the ward. There is no technical supervision on the works being executed at the Ward level. This situation needs a review. The PMC may consider examining practices prevailing in other Municipal Corporations.

18.10 RECOMMENDATIONS 1. Committee recommends that the work load norms may be worked out after studying the norms prevailing in similar organizations like MCGM, Bangalore Municipal Corporation, Ahmedabad Municipal Corporation etc. 2. Taking into account multifarious non-technical work which a departmental Engineer has to perform, the PMC may consider assigning technically skilled works to consultants. However, close supervision on the work of the consultants would be essential by deployment of shadow teams with skeletal departmental staff. 3. Considering the work load and the present organizational structure, there is a need to sanction additional posts at all levels. 4. It is absolutely essential to have separate Accounts/ Audit officers in various working divisions of the Roads Department working under the Executive Engineer and also answerable to the Accounts wing of the PMC so that accounts are properly maintained and are properly incorporated into the Accounts of PMC. This accounts wing in the roads division would also take care of the queries on the audit wing. 5. It is recommended that the PMC may study Public Works Manual and empower its technical officers suitably to streamline the working of the roads department, because, there are many other attributes under which the engineers do need to have powers for smooth working of the department. After administrative approval and sanction of budget, full power to accord technical sanction should vest with the City Engineer, the highest technical officer in the Corporation. 6. To ensure completion of works in reasonable time, it would be necessary to restrict cost of on-going work upto 2 to 2.5 times of the budget. This would ensure sufficient provision for each 142

work and the works would not linger on beyond 2 to 2.5 years. In the first year, budget allocation should not be less than 30 %. 7. In order to generate additional resources, PMC is considering adopting PPP model, deferred payment model etc. These may be encouraged wherever possible. 8. To ensure proper attention to the construction/improvement and maintenance of roads in PUNE a particular road stretch (DP & Non DP Roads) covering all the aspects may be allotted to specific Sectional-Engineers/Junior Engineer of Road Dept/Ward as the case may be. He will take care of all the aspects of construction/maintenance of this stretch of road including drainage and will be solely responsible for this stretch of road.

143

144

CHAPTER 19 TRAINING

Learning, practicing and continuous improvement are the keys for perfecting the skills and the skills are to be imparted through training from time to time. Graduate fresh Engineers from college are required to be taught the departmental procedures. When a person is transferred from the department to a new department he again needs to be given similar training. When a person is posted for a special job he needs to be trained in the job suitably. Certain jobs require some special training involving acquisition of specific skills. During the service period refresher training is essential to brush up and update the knowledge periodically. Though one is expected to try to acquire higher skills with his own initiatives the organization for its own benefit should have a system of imparting regular training to its work force. It should also be ensure that all the staff gets opportunity and the training is not intentionally avoided by the staff A few training programmes can be had from specialized institutes and through attending workshops and seminars. 19.1

PRESENT POSITION

19.1.1

There is no separate Training Cell of PMC. However PMC is conducting some training courses in consultation with institutes like NICMAR, AICT (Hyderabad), CRRI.

19.1.2

It is understood that PMC engineering staff is transferable from one engineering department to the other engineering department. The job requirements and expertise essential in handling the posts are at variance. When a job is entrusted to a new person he is left to get himself acquainted with the job requirements and acquire the skills. By the time he acquires certain skills, he gets again transferred to other department. By such procedures the organization is losing the expertise gained by that person and again the job is handled by a raw person. Various disciplines of engineering jobs require special skills and these skills can be acquired only through experience in that field and continuous improvement. Experience and continuous improvement is possible only when a person is on the job for a sufficiently long period of time and opportunities are given to him for implementing.

19.2

RECOMMENDATIONS The following recommendations on training are proposed:

19.2.1 Orientation Training Newly appointed staff and staff transferred to road department from other departments should be given a training to acquaint themselves about the job requirements. They should be given classroom training on the subject for 145

about two weeks and then they should be attached to some senior staff for getting on the job training for two weeks. Thereafter he may be posted to the job proper. In the orientation course following aspects should be covered 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.

Surveying and investigation Drawings Road Engineering Structural components Drainage Bridge Engineering Record Keeping Rules and Regulations Testing of Materials Maintenance Technical Circulars Do’s and Don’ts’ etc.

19.2.2 Special Training When a person has to undertake a specific project and the job requires certain special training in addition to the orientation training he should be inducted to special training. This type of training is intended to give in depth knowledge of the subject and increase the capabilities of the person. This training should also include hands on experience and visits to relevant works. The training may comprise following. 1. 2. 3. 4. 5. 6. 7.

Flexible pavement design, construction asphalt mix designing Bridges, Fly-Over and Sub way structures Rigid-pavement, design, construction, Concrete technology and mix design New materials PMB, CRMB, FRC, Fly ash SWD construction and maintenance Pavement management system Legal matters and Arbitration

These training may be for a short duration of three to six days accompanied by visits to relevant works and job experience. Few of these trainings should also be arranged for senior level officers however for them the duration may be restricted to 2-3 days only. 19.2.3 Refresher Courses Refresher course for the field staff brushes their knowledge on the subject periodically and keeps them abreast of recent developments in the field. Such courses should be conducted on regular basis and the duration may be about a week or less. Refresher courses may cover the subject in general and latest techniques, machinery, new materials and state of art technology. Every Engineering Officer at the level of Dy.Engr and above should attend a refresher course at every five years interval. 146

19.2.4 Resource Development and Monitoring It is expected that every person in the organization should be trained for the job he handles. However it is generally, experienced that certain persons are inducted for most of the trainings, while certain persons are excluded from the training or they themselves avoid the trainings. In order to ensure that everybody is covered in the training programme, a certain monitoring system should be introduced. The system should take in to account the job requirement of a person, under gone trainings required etc. and should also be able to generate list of persons yet to be trained in certain aspect. Tendency of drafting only certain persons should be curbed by monitoring. In this regard Railway’s monitoring system for training programmes may be given to this aspect. Suitable entry should be made in the Confidential Reports of the employee. At the end of the training some examination should be conducted to assess the knowledge gained by the trainee. Candidates failing in the examination should be asked to again undergo the training. Training should cover all the staff right from Mistry, Jr. Engineer, to Sr. Officers in the Department. Though orientation training may not be necessary for very senior level officers, special training comprising of modern methods , management skills, legal matters etc. should be arranged for them. 19.2.5 Courses arranged by other organization Organizations like NICMAR, NITHE, CRRI,COEP etc. arrange special courses for junior and senior level officers. Sufficient number of candidates may be deputed to such courses (annual training calendar is published by these organizations). These organizations also conduct tailor made courses as per the requirements of the client. Institution of Engineers (IE) Indian Road Congress (IRC), Indian National Group of International Association of Bridge and Structural Engineers (NG-IABSE) etc. organize workshops on various road related subjects Jr. and Sr. Officers should be deputed to such workshops 19.2.6 Seminars IRC,ING-IABSE,IE,IIBE etc. hold annual seminars at different places. During the seminar papers are presented and discussed on road related subjects, knowledge is exchanged and state of art on the subject is revealed. A good mix of Sr. and Jr. Level delegates can get greatly benefited through such seminars. During such seminars visits to some important ongoing engineering works and technical exhibition are also arranged and the delegates can avail these facilities. Similar visits can also be arranged by PMC to the similar works of other organizations. 19.3

GENERAL It would be desirable that outside faculty members from institutions like. IIT other organizations professionals and experts in the field are also associated and their expertise is also made use of to get upto date knowledge in the respective fields. It is suggested that the in-house faculty members should also be given training by sending them to other institutions. 147

Person given a specialized training should generally be posted to the job for which he is trained and his knowledge should be used for the benefit of the organization. A person should generally be allowed to work in the same department for a sufficiently long period to gain experience and be useful to the organization. There should also be some incentive in terms of two increments for post graduate qualification degree and three increments for Doctoral degree in civil engineering in line with Govt norms. For any organization to sustain and to excel, its human resources should be in a position to put in their best. This is possible only if the personnel are kept upto date by inculcating into them the culture of training. Every individual working in the organization has always to be in learning mode. With this in view, the roads department of the PMC has to have a training policy and a training manual. These would be exhaustive documents which would define everything that is required to ensure proper training to the staff and other concerned stake holders. This manual would also define quantum of training (man days per year) which an individual employee must get to keep himself up-to-date. Budget should not be a constraint for imparting necessary training. With this in view, PMC will have to consider various options of garnering funds for this purpose. One of the options should be to involve the contractors and consultants in generating resources. A small percentage of billed amount could be deducted from the payments to be made to contractors/consultants etc. and set aside to fund training programs and other related logistics. In general the training schedule may be as follows Sr. No.

Type of Training

Duration

Periodically

Participation Level

2 weeks

At the time of entry and New posting to the Deptt.

New Entrant Jr.and Medium

1.

Orientation

2.

Special

3 to 6 days

Where posted to a project Programme undertaken

Jr.Medium and Medium Sr.

3.

Refresher

3 to 4 days

Every 5 years

Jr. and Medium

4.

Courses Arranged In other Institutions

3 to 7 days

Specialization Desired New developments and Updating the knowledge

Medium and Sr.

5.

Workshops seminars

2 to 3 days

Interaction with other organizations, State Of art in the world

Jr.Medium and Sr.

And

148





Foreign Tours specific to technical topics may be arranged for exposure of the PMC staff to new developments in the field, introduction to new materials, technology etc in other parts of the works. Some system must be introduced to update the PMC Officers/ Engineers and staff in the latest specifications, new materials, new techniques and technology in road development. The detailed syllabus may be got drafted through a committee/consultant and the respective faculty members can furnish lecture notes to be printed in a bound volume and supplied to the trainees.

149

150

CHAPTER 20 OUTSOURCING

20.1

NECESSITY The Engineering organization of PMC has been carrying out the various tasks of road construction and maintenance in-house except few stray cases of design of rigid pavements etc. With multiple duties that are entrusted to engineers in PMC and with almost a ban on expansion of the organization, the organization has been static not only in terms of its size but also in terms of its engineering knowledge. With a number of Sub-disciplines of highway engineering getting specialized, requiring exclusive attention to minute details, it may not be realistic to expect all the duties to be performed by the existing organization. In almost every other similar organization, more and more tasks/jobs are being outsourced to supplement the capacity of the departmental organization as well as to get the advantage of the modern technology. The productivity of the in-house tradesmen is known to be subpar. In the long term, outsourcing is not only more efficient but would be more economical. The Committee strongly recommends such an approach for carrying out the task of building and maintaining the roads in the city. The annual workload on roads in the PMC can be fluctuating and it would not be possible to adjust the size of the organization frequently according to the workload; the committee has after deliberations decided areas where such outsourcing can be adopted by the Roads department of PMC. These are described below.

20.2

SURVEY, INVESTIGATION, DESIGN AND ESTIMATE

20.2.1

The preparation of detailed surveys and investigations needed for preparing project reports require use of field survey teams, which will not be a continuous task throughout the year and should be out sourced to qualified and experienced consultants.

20.2.2

Similarly designing of the pavement and preparation of road wise estimate including ‘L’ sections and ‘X’ Sections and detailed working drawing ‘good for construction’ be out sourced.

20.3

CONSTRUCTION / QUALITY CONSULTANTS While undertaking any major projects like concretization or resurfacing large number of roads with bituminous pavement to be carried out through units of the road organization and Wards, it is advisable to have at least one imminent expert consultant to look after and advise on complex construction and quality aspects. Such a consultant can be paid monthly on retainer basis or a fixed fee per-day plus travelling expenses etc. His job will be to examine and review the construction practice proposed & adopted and also their quality plans, test results, standard of laboratories, use of machinery and report to the Addl. CE concerned. It will then be the duty of the Addl. CE 151

to pursue it. A sample work could also be give to a consultant for project management in order that municipal engineers get conversant with their practices. It was opined by members that PMC may undertake TPIA for all works above a particular cost say Rs. 1.00 crore and for all other works PMC shall supervise through own staff. In such scenario, proper justice can be given to the work by TPIA agencies. However, PMC officials mentioned that PMC intends to carryout Third Party inspection of 100 % of its works through external agency like EIL, which has given good results in the last 4-5 years. The standard bidding document of MCGM based on the FIDIC document shall be referred and reviewed by PMC to make appropriate changes in the current document of PMC. The training calendar of PMC Road department shall be finalized to include the details about types of training, topics, period, faculty, etc for this task. 20.4

QUALITY AUDIT Currently there is no specific system for post quality audit of road works of PMC. There should be some established system for conduction & post quality audit of works as per standard norms. The possibility of assigning this work to Engineering colleges be explored. It is understood there is a GR of Government of Maharashtra.

20.5

DRAFTING OF STANDARD DOCUMENTS AND MANUALS The need for having certain minimum number of standard documents and manuals has been described in Chapter 10. A large number of Standard Contract forms like FIDIC, Planning Commission, European Countries etc. are already available. NHAI has also been using standard forms. These have been revised over many decades. Most of these can be tailor made for a particular project. What is required is their adaptation to suit culture of an Organisation. This work can be allotted to a team of Dy. Engineer and JE of Road department. They can prepare Drafts for different scales of Contracts, including ward level & JNNURM etc., get these examined by Internal & External Audit, discuss among PMC engineers ( specially City Engineer) and then place all these with recommendations to STAC for final review. This is part of curriculum in Postgraduate courses in Construction Management and Institutes like MIT, COEP or NICMAR may be a good choice. These Institutes can be expected to do impartial work and will have additional merit of educating Faculty and Students by a practical project. Incidentally, cost may be very reasonable.

20.6

PERFORMANCE EVALUATION It is necessary that after constructing a number of roads under a specific type of a project like concretization, bituminous resurfacing and new roads that evaluation of their performance is carried out after two to four years to get educated not only about their behaviour but also about any shortcoming 152

coming to light which can be rectified in the further stages of the project. Similarly when costly large projects of resurfacing of bituminous pavements are undertaken it is advisable to get its performance evaluated at least after two monsoons. This can be entrusted only to expert consultancy organizations like CRRI, Delhi, Maharashtra Engineering Research Institute, Nasik etc. 20.7

TRAINING It would be advisable to prepare a list of the available outside faculty in Pune who can be invited for specific courses to impart training. Pune has a large number of experts, both in private as well as public sector both retired as well as in service who can be used for the purpose. A suitable honorarium and travelling expenses can be paid to them. Use can also be made of the training course in Highway organized by National Institute for Training of Highway Engineers, (MoRTH) Delhi, Engineering Staff College,(PWD), Nasik and the PWD’s Vigilance and quality Control Circles training programs by deputing municipal engineers for certain special course by payment of requisite fees. They can even be requested to organize tailor-made specific course for PMC on payment. There should be regular system of evaluation and assessment of the quality of training both for in house training as well as with the use of outside faculty to enable corrective steps and improvements in future.

20.8

SPECIAL PROBLEMS Occasionally one come across special problems in roads such as road passing over marine clays, roads in marshy areas, roads in the flooded ground failed roads, etc which require proper investigations and special designs. Here also instead of adopting ado solutions in-house or through local ordinary advisors it would be advisable to entrust such special problems to established special organizations like CRRI, Delhi, MERI, Nasik or other eminent prequalified consultancy firms.

20.9

MAINTENANCE BY CONTRACT The requirements of maintenance have been dealt with in Chapter 19. For a proper maintenance management it is firstly necessary to have a proper database of all the roads and to update it periodically and secondly to carry out the required number of frequent inspections. For the former as well as the latter the use of local consultancy firms can be made except for updating the data collected and computerized which departmental staff can do. As regards the actual maintenance at least routine maintenance operations (such as attending to small distresses, cleaning the gutters, cleaning the debris on the roads resetting footpath surface, cutting grass on the shoulders, attending to drainage etc.) can be entrusted on contract on per kilometre basis per annum after inviting bids based on a detailed tender document listing out the requirements comprehensively. The payments can be released prorata every month after inspection and certification by municipal engineer at the level of Dy. Engineer or Executive 153

Engineer. Such an engineer need to be only one or two for the entire PMC and provided with vehicle. He has to go round the various roads in a properly programmed manner so as to cover every road once or twice a month and filling in a prescribed checklists and proforma. For any routine defect not attended to by the contractors within the specified time limit of two to three days the work has to be got carried out at his cost and he has to be penalized. If the maintenance inspection engineer finds no such defects during such frequent runs his pro-rata payment for that month can be released. The scheme can be worked out in detail. It is understood that such a scheme is in operation in Karnataka (such as Karnataka Road Development Corporation Limited.) as well as Andhra Pradesh. The details of these be obtained. This will be a sort of preventive maintenance operation.IRC has also prepared reference documents and these should be consulted. Maintenance of existing main roads/ Major Roads/VIP Road (e.g. Airport Road) of PMC should be carried out by inviting tenders and carrying out the routine maintenance work through this agency throughout the year. The items should include comprehensive work like cleaning of roads, removal of debris, repairs to chambers, footpath, painting of kerb, dividers, thermoplastic painting, storm water chamber cleaning, water logging problems, landscaping, street light poles, traffic signage, street furniture etc. Initially 1-2 main & important roads may be tried on Experimental basis.

20.10 HARNESSING IT POTENTIAL FOR BETTER MANAGEMENT 20.10.1 The basic data of roads under PMC like length width pavement details footpaths mapping of underground utilities traffic repairs and improvements carried out year wise etc has to be collected and computerized for maintenance management. It is too huge a task to be done in house and can be got prepared through consultants in the beginning. Its annual updating afterwards can then be carried out in house as suggested under the chapter on Maintenance Management. 20.10.2 The work of keeping the entire data up-to-date on a continuous basis can be outsourced. This would help better management of road network in house. This would also help transmission of necessary information to other stakeholders and general public.

154

CHAPTER 21 MISCELLANEOUS

21.1

PROFESSIONAL EXAMINATION In the Public Works department of state Government and in the Railway department, there is a system for conducting a professional examination for the engineers. In the PWD, it is conducted at the level of section Engineers and Deputy Engineers separately, while in the Railways it is also conducted at the level of Executive Engineer. The professional examination comprises of written papers as well as oral examination on relevant engineering subjects with more stress on the practical professional knowledge acquired by the concerned officer during his service. The examinations are conducted annually. Every officer is required to qualify the same within a period of 6 years of holding the particular post. In case of his failure to qualify within the prescribed time, his increments are withheld and he is also not considered eligible for his promotion till he qualifies the examination. It is absolutely necessary for the municipal engineers to undergo such professional examination at the level of Junior Engineer and Deputy Engineer in line with the Govt of Maharashtra rules. This will encourage the engineers to acquire the latest technical knowledge in the field in which they are working. The Municipal Corporation can either conduct this professional examination in-house or the candidates can be asked to appear at the professional examinations of the PWD and Irrigation Dept conducted by Engineering Staff College, Nasik or appropriate institute approved by PMC. Proper syllabus and mechanism for this purpose may be devised by PMC.

21.2

MEMBERSHIP OF PROFESSIONAL BODIES In order to further enhance the technical knowledge and broaden the vision of the engineers, it is necessary that they should be encouraged to be members of National /International professional bodies in the field in which they are working. Highway engineers should become members of bodies like Indian Roads Congress, Institution of Engineers, Indian Concrete Institute, etc. There is a scheme in the State Engineering Dept of Maharashtra for reimbursement of 50% of the subscriptions paid for joining such bodies (maximum two). Such a scheme should be adopted for PMC Engineers.

21.3

AWARDS Presently, there is no system of recognizing merit of engineers who deliver the best output in terms of quality of road construction, speed, proper maintenance and upkeep, preventive maintenance, introducing new techniques etc and consequently the hard work and the initiative of meritorious officers goes unnoticed. 155

In the State PWD and Irrigation Dept, there is a scheme for awarding engineers by recognizing the merit of Executive Engineers, Dy. Engineers and even Superintendent .Engineers (Dy. Chief Engineers) through assessment of their work carried out in the field in which they are working. The selection is made through adhoc committees and the officers are awarded merit certificates and mementos at the hands of Governor of Maharashtra at a public function organized on the Engineers Day i.e.15th September every year. This creates a sense of participation and competition among the engineers to strive for achieving best quality. In the PMC also such awards can be given to engineers for the “Best” road maintained in each Ward. A Committee comprising of members from the PMC staff and some eminent persons from public can judge the “Best”. The ‘merit certificates’ can be given at an annual function. The awards could be at the level of Section Engineer and the Dy. Engineer in-charge of the “Best” road. Proper cognizance of these will automatically be taken at the time of considering their promotions and postings. It is recommended that such a scheme should be framed immediately and introduced from the current financial year and the guidelines for such a scheme should be framed and should be circulated among all the engineers.

156

SUMMARY OF RECOMMENDATIONS

This report of STAC shall form the base policy document for Roads under PMC. The detailed subsidiary instructions/ pocket books on different aspects of roadwork for guidance of site engineers and other staff of PMC Road Dept will be issued by PMC in consultation with STAC. The preparation and publication of “Urban Roads Manual” may be vigorously pursued with IRC, so that a standard reference manual based on inputs from various urban areas across the country is framed for guidance of all concerned with urban roads. This STAC report covers the engineering aspects of the urban roads planning, construction and maintenance activities. A number of nonengineering aspects also lead to damage/ deterioration of roads in urban areas. These are mainly: a) Encroachments/ parking on pavements and carriageway space leading to obstructions to pedestrians and vehicular movements causing congestion in restricted carriageway creating artificial increase in traffic/ PCUs in the carriageway available for use and consequent damages in that lane. b) Encroachers, like vendors of eateries, vegetables, hawkers etc as well as the roadside residents/ shopkeepers dump their garbage/ plastic packing material etc on the roadside or in the drains blocking free flow/ disposal of water leading to damage to the road structure. c) The real estate developers often block and/ or divert the course of natural drainage to unexpected areas. The level of the developed plots is generally kept above the road level leading the area drainage directly onto the road surface. A proper roadside drain between the plot and water intercepting drain cover (like cattle trap) are not provided at the entry/ exit gates. This leads to the existing road acting as a drain and consequent damage. Rain water harvesting within the plots should be made compulsory before completion certificate. These aspects will need proper legislations and strict enforcement through police assistance. Public awareness of the sense of individual civic responsibility/ behaviour etc, has to be created through wide publicity, elected representatives, NGOs etc. The recommendations in the chapter No 2 to 21 are summarized below.

1. 2.

Design of pavement (flexible) shall be done as per IRC:37:2012 Design of pavement (Rigid) shall be done as per IRC:58 : 2011 157

3. 4. 5. 6.

7.

8. 9. 10. 11. 12.

13.

14. 15. 16. 17. 18. 19. 20. 21.

22.

Scientific Investigation shall be done for design of new roads as well as overlays. The evaluation of existing pavement shall be done using BBD/ FWD and overlay design shall be done as per IRC: 81 (Revised) The use of Bituminous Macadam shall be eliminated Manual methods of construction shall be eliminated. The use of oversize metal in the sub base should be eliminated from the specifications. New technique like SMA, Micro Surfacing and Recycling shall be used in appropriate manner for better performance and saving of materials. PMC shall procure latest patch repair machines like Jet patcher and infrared patcher for repair of potholes For new concrete roads, the practice of putting edge beam shall be introduced. For roads less than 12 m width, white topping shall be preferred. For repair/ reconstruction to manholes, matching levels near the manhole, a separate payable item shall be introduced. For construction of sub base, coarse graded GSB with minimum CBR value of 30 % for arterial roads and 20 % for sub arterial roads may be used. In case of granular base course, paver laid WMM should be used for arterial roads. For widening, crusher run macadam may be used at locations where paving with a paver is not possible. For other roads, WMM should be preferred. CRM may be used if laying of WMM is difficult. Use of RAP up to 30 % in bituminous mixes shall be encouraged. Use of SMA at intersections shall be encouraged in place of Mastic Asphalt. The adoption of thin SMA technology may be tried on some roads and junctions for which criteria shall be suggested by CRRI. Cold mix and faster maintenance technology like micro surfacing needs to be encouraged as per recent IRC guidelines. For repair of potholes, CRRI Technique, use of automated pothole patching machines and ready to use pothole material shall encouraged. A separate Tender Evaluation Committee should be formed by PMC for major road works above Rs. 5.00 crore. For very large works of new construction, where a long time is spent in planning etc, pre qualification of bidders may be considered. The package size should be between Rs. 3.00 to 10 crores. PMC needs to consider various options to bring the package size in this range so as to ensure that modern machinery could be deployed on the works with proper quality assurance. The upper size should be Rs. 20.00 crore, beyond which certain additional conditions and pre qualification criteria will have to be insisted. For concrete road works the package size may be larger i.e. Rs.10 to 30 crores. These limits are to be reviewed every 3 years with a view to revision in the light of prevailing price levels.

158

23.

24.

25.

26. 27.

28. 29.

30.

31.

32.

33.

34.

To ensure adequate cash flow, it is necessary to make prompt payment of contractor’s bills. Provision of payment of interest in case of delay beyond the prescribed limit should be made. Access to certain key machinery like pneumatic roller, vibratory rollers, computerized hot mix plants, mechanized automatic bitumen sprayers should be made mandatory for major projects. Every attempt should be made to introduce modern and latest machinery. PMC should adopt FIDIC form of document with suitable standardized “conditions of particular application” format for different types of works depending on their size, type, and mode of finances. Due care should be taken while framing COPA that the spirit of the original FIDIC document is not lost. A standard bidding document is prepared by MCGM in line with the present trend and this document may be studied by a study group for adoption by PMC. The tender scrutiny should be based on a standard format and there should be no room for subjectivity in the scrutiny of the tenders. To ensure transparency in the scrutiny, the aggrieved party should have opportunity to seek redressal and the fact that such an opportunity is available should be made a part of the tender document. The corrigendum for a particular tender should include brief details of the work and project cost. PMC tender cell on its own should circulate tender notice by email to all its registered contractors and also to those contractors who wish to subscribe to this facility. A nominal fee for this purpose can also be charged if necessary. Pre bid meetings should be held for large works and for special type of works. A detailed guideline for holding pre bid meetings which should include all attributes relating to the pre bid meeting should be prepared for guidance of the PMC officials. This document should include: a) Minimum notice period for the work b) Period available to the bidders after the pre-bid meeting for submission of bids. c) Detailed procedure for holding the pre bid meeting d) Date of issue of common set of deviations The practise of accepting earnest money exemption certificate in lieu of submitting EMD for each and every tender may be studied for implementation which shall reduce the paperwork significantly. DLP for bituminous road works may be kept as three years since in a situation like Pune city where the damage to roads can be due to several other causes like trenching, etc and it is difficult to enforce longer DLP. If the quality of a roadwork is bad, it is bound to show immediately and much before three years. Shorter DLP will also reduce the loading on the cost of work. It is not at all desirable to incorporate sketchy or inadequate drawings in the tender documents. Efforts are required to strengthen mechanism to ensure that detailed drawings become part of the tender document so that once the work order is issued, the work can proceed unhindered. For road works the longitudinal section and detailed cross sections at all controlling changes must be attached to the tender drawings in addition to the key maps and a plan. Drawings of all C.D. works, 159

35. 36.

37.

38. 39. 40.

41.

42.

43.

44.

45.

bridges, manholes, etc. should also be attached along with the Tender documents. Flexible Pavement may be preferred depending upon the traffic intensity Rigid Pavements are longer lasting and may be given due considerations in roads having drainage problems and high traffic intensity TWT/ UTWT pavements shall be preferred for low volume roads (internal roads and streets) and also for roads with steep gradients originating near the hill side. Concrete overlay on existing BT surface shall be encouraged for major roads (above 12 m). Though quality control system exists, it is to be strengthened by upgrading the associated provisions. Adequate and safe traffic diversion must be ensured through provisions in the contract including abatement of construction noise and environmental hazards. This should separate payable item. The maintenance of diversion road during construction period shall be responsibility of contractor and separate lump sum amount for every quarter can be paid. Similarly due to shortage of staff traffic warden may be engaged by contractor for which also separate payment can be made Implementation of IT for quality control in road works through various innovative systems like SCADA device at the Batch Mix and RMC plant, vehicle tracking system for monitoring of the dumper movement and intelligent compaction system for the efficient compaction of all the pavement layers, use of Nuclear / Non-Nuclear density gauge for immediate field determination of pavement layer density should be enforced for all the works above Rs. 100 lakh by PMC. PMC should consider revising acceptance criteria in terms of number of tests and acceptance values in the existing QAM. In case of works, where QAM criteria is not in strict adherence to QAM norms, but is within acceptable limits, the work may be accepted with reduced rate. The other remedy is to hold periodical meetings with all stakeholders and deliberate as to why it becomes necessary to deviate from the QAM norms and what can be done so that these deviations are reduced to the extent possible. Specialised costly testing equipment can be allowed to be procured by engineering college, for which funding can be provided by PMC. A condition can be put that the institute would charge only 20% to samples of PMC for testing A separate lump sum provision may be made for carrying out trial stretches with alternate technology/materials. Similarly provision for performance study through local engineering college must be made and implemented. Detailed statements of non-conformity including the statements for (a) procedure to be adopted for rectification, (b) long term corrective action, and (c) immediate preventive actions and other activities has to be prepared for major work and approved by competent authority. 160

46. 47.

48.

49. 50.

51.

52.

53.

54.

55.

DCP is a good equipment to get an overall idea about the field density and CBR values. Use of this equipment should be encouraged For satisfying himself about verification of the quality of this material as per work specification, quality control tests will also be conducted by engineer himself or independent quality control unit different from the officers engaged in the construction at a pre-decided frequency. In addition, it is advisable to appoint any other Third party (technical agency) for quality audit with an objective of quality assurance. This should be planned and implemented as a quality systems plan for the project/work right from the beginning. The contractor shall provide total co-operation for all the quality control test and audits at all stages (from tests on materials supplied to the tests on constructed pavement layer) and this will be mentioned as a requirement in the tender itself. A policy about third party audit shall be prepared. All major works should be checked by them but smaller randomly selected works also should be checked by them Mobile equipments are available to quickly check the bitumen content. They may be used for major projects A continuous review of various specification and construction procedures has to be done to indentify the improvement/changes needed in the same. Alternate construction technology/material will have to be evolved. e.g. Machine laid mastic asphalt, self compacting concrete for rigid pavement, grouted BM etc For this purpose special funding for research be done Specialised equipment and manufacturing process has to be applied to get quality product as paver block where in good equipment which can impart high vibrations and compaction has to be insisted. The process to improve specification shall be continued. PMC shall provide construction drawings to the contractor along with tenders asking the contractor to submit “Good for Construction” drawing at least 30 days before commencement of a particular structure based on actual site conditions. Obtaining as-built drawing from the contractor and duly getting them checked and certified by the competent supervising engineers of PMC before passing the final bill for the works shall be mandatory. It is desirable to prepare as-built drawings based on joint site measurements as soon the structure is completed and a portion of the structure is hidden from sight due to backfill etc The as built drawing for the road alignment should include Total Station survey indicating the location of all utilities, trees, street poles, adjacent buildings, crossings, structures, chambers, fire hydrants, etc. The cross sections at every 10 m interval should also be included. The drawings should be compatible so as to superimpose on a GIS map based on standard benchmarks established throughout the city. The details and locations of all utility crossings, number of pipes etc should also be provided. The as built drawings should be provided on Soft copy and Hard Copy of tracing. The procedure for provisional taking over of the completed road stretch with punch list of items to be rectified during the defect liability period (DLP) and Final taking over certificate after completion of DLP 161

56.

57. 58.

59.

60.

61.

62.

63. 64. 65.

66.

67.

(when proper inspections with check lists for verification are done) to ensure all defects have been rectified before release the final payment shall be introduced. The detailed construction methodology from relevant literature shall be studied and extracts of the relevant portions/ sections kept by PMC engineers during site supervision/ inspections. These should also be briefly described and included in the pocket books proposed to be prepared and issued to engineers by PMC. The quality control and quality assurance for experimental (construction) sites shall be more stringent. The proper plan for monitoring of the performance of the road be made and data recorded over sufficiently long period to justify the use of new materials. The proper record of planning and design of the experimental section is also to be maintained so as to replicate and to develop design methodology after the successful experimentation. The manufacturer of the new material should provide minimum period (normal performance) guarantee for the performance of the material under experimentation. Funding shall be made available for pilot studies (construction and monitoring) of experimental stretches using new materials and technologies. The use of following techniques and materials is recommended on PMC roads. a) Wet Mix Macadam in place of Oversize Metal. b) Stabilized Soil using New Generation Additives. c) Use of SMA Technology d) Milling and Recycling Technology e) Use of Modified bitumen, emulsions and Modified emulsions f) Use of Microsurfacing Technology g) Use of Cold Mix Technology h) Use of porous pavements i) Use of Ready to Use Patching Mixes. j) Use of Jet patching and infrared recycling machine. k) Use of warm and half warm mix technology. PMC should follow the relevant IRC document with suitable modification for urban conditions. Performance evaluation for all the roads above 30 m widths to be done at the interval of 3 years. Performance evaluation for new techniques/ materials shall be done periodically for 3 years. Test facility for performance evaluation shall be established in local engineering colleges. PMC shall provide assistance for establishment of these facilities. Before commencing any digging, proper diversion arrangements for vehicular and pedestrian traffic should be planned and executed. Proper provision of strong removable barricades should be made to avoid accident and inconvenience. Proper lighting should be provided for safety during utility laying work as well as during re-instatement work. 162

68.

69.

70.

71.

72.

73.

74.

75.

76.

77.

78.

79.

80.

81.

Back filling after completion of laying work should be done by suitable materials and compacted with the help of suitable vibratory rollers to achieve proper density and overall quality. All surplus dug up material should be carted away to permitted places and no material should lay around the trenches for more than 24 hours and in case of failure it should be carted away by Road Department at the cost of agencies concerned with 100% penal charges. The location for dumping of excess material should be informed by PMC to the agencies in the work order itself. The width of trench should be such that compaction can be done by small vibratory roller and hand compaction should not be permitted in any case. The agencies should make suitable provisions for the safety of the utilities against future careless digging after complete reinstatement of trench. Trench filling work shall be done using CLSM material. Few trial stretches may be done initially to work out the cost and educate the contractor and PMC staff before adoption on a large scale. At signal junctions, the cables and small pipes are crowded. These portions are dug up repeatedly. It is suggested to provide concrete ducts for certain distance of these locations so that repairs to utilities take minimum time and digging can be avoided. Trenches excavated by internal departments of PMC should be reinstated by Road Department to have better quality control. Adequate budgetary provisions anticipating the total expenditure shall be made in the Road Department budget. All the reinstatement works shall be done by qualified agency. Such an agency should have appropriate equipment to carry out the job and for which the suitable tender conditions shall be evolved by PMC. One JE should be made exclusively available for trench work for each ward to closely supervise the work and ensure adherence to the guidelines and conditions. The Superintending Engineer and Executive Engineer from Road Department should have overall control on the work and should exercise periodical supervision and checks. Strict supervision should be ensured right from beginning of the excavation by agencies. No excavation should be permitted unless proper barricades are erected on site. There should be no deviation in the time schedule and in work quality. There should be provision for levying upwardly graded penal delay charges (even for departments from PMC). The experiences of providing longitudinal duct at own cost is not viable. Such duct should be provided through privatization on B.O.T basis. This should be done along one or two major bus routes on trial basis and then subsequently on all major roads after reviewing its success, so that, no longitudinal excavations are required to be taken except for fault repair. A Central Control Cell/officer should be established for proper coordination and information. 163

82.

83.

84. 85.

86.

87.

Comprehensive guidelines should be prepared on the above lines super ceding the present ones. It should be given adequate publicity through media for information of public. People should be requested to report any defaults noticed, to the above mentioned control cell/officer. It is found that on many roads, immediately after completion of provision of utility service by one agency, another agency seeks permission on the same road. Hence provision of duct / pipes may be made wherever possible. Trenchless technology shall be adopted for all future utilities based on the observations of the study group. The charges for reinstatement are recovered from the respective utility agencies and credited to the PMC receipts. However, it is observed that the funds required for reinstatement are not made available to the road department. This needs appropriate correction. While working out the schedule for the reinstatement charges, the factors such as carrying out the work in constrained area, small quantities of various items, time available for reinstatement etc has to be considered. Storm Water drainage for New Roads a. A drainage layer having good permeability with inverted choke should be provided below the pavement. Thickness should be minimum 150 mm. b. At locations where water table is high, to prevent entry of soil particles into the drainage layer/ capillary cut off, some capping layer should be provided such as geo-fabric, quarry spall, murum etc. c. Drainage layer and GSB should be provided for the full width up to road side gutters and weep holes should be provided at suitable level and suitable intervals in the gutter. d. Road side edge of the open gutter should be lower than the edge of the pavement at that location. e. Built up gutter should have min. gradient of 1:400, however 1 in 300 is preferable. Invert gradient should be checked by third party preferably with sight rails. f. Curb inlets/Drop inlets should be at least 25-30 mm lower than the edge of the pavement. In case of pipe laterals depth of 50 mm is preferable. g. Built up drains should finally lead to some natural water course or SWD system of sufficient capacity. This should be ensured by some third party inspection. h. In case of footpaths proper edge gully and kerb inlet arrangement should be provided. i. Before issue of work order fresh levels should be taken by the executing staff and RTL, invert levels of longitudinal drains and final disposal point should be determined. A working drawing should be prepared for the project and it should be available on the site all the time.

164

j.

k. l.

m.

At the location of C.D. work and bridges provision of one or two conduits cross wise and in the kerb is very useful in laying future utilities. Minimum camber for bituminous surface should be 2.5 % however 3.0 % camber would be more desirable. Camber should be attempted from the formation itself, and all pavement layers should have the desired camber during construction itself. Shoulders should have min. camber of 5 % and should have good permeability.

88.

Storm Water drainage for Existing Roads a. When road work is taken for improvement or relaying etc. pot hole filling and camber correction should be done in advance. b. Due to creep if the edges of the pavement are higher than the adjoining portion they should either be chopped out or levelling course should be so adjusted that the finished surface is at desired camber. c. Existing drainage system should be thoroughly checked by some experienced and responsible person. Any deficiencies noted, modifications suggested etc. should be duly undertaken on priority, preferably before main work of pavement is taken up. d. Leaking pipes, spring flows, chronic damage spots and cracked up portions should be investigated and proper corrective measures should be taken before the main work. And wherever this defect is noticed the same is corrected. e. If adjoining plots are higher than the main road they should be trimmed. Alternatively a cattle trap drain should be provided and joined to SWD system f. Edge gutter/gully inlet etc. should be examined for their levels and clearance. g. Provision of shoulder drains should be made where soft shoulders exist. Similarly in case of roads in cutting and at chronic spots provision of subsoil drains should be made h. At the end of the flyovers and ramps water flowing along the slopes should be arrested and diverted to SWD system by providing a slotted/cattle trap type drain at the foot of the slope. i. Water flowing through water spouts of the flyovers should be lead through suitable pipes to the ground chambers and connected to SWD. j. Wearing coat on the flyover and bridges should be 15 to 20 cm short from the kerbs. The notch formed will serve as a drainage gully. This will avoid stagnation on the bridge decking and avoid damages to wearing coat.

89.

Storm Water drainage system a. Encroachments, unauthorized constructions and pavements occupied by the hutment dwellers have created blockades in 165

b. c.

d. e. f.

g.

h.

90.

SWD system. Smooth flow should be ensured by clearing and removing the obstructions. Some abandoned drainage lines reported, should be inspected and put to use wherever possible. Till proper system of replacement, modification etc. of the present system is evolved; partial replacement with dissimilar sections should be avoided. Wherever such contingency arises the replacement shout be only with the existing type of section only. If the section is required to be increased it may be increased up to the main SWD disposal point. Manholes covered with pavement, buried under foot paths and hutments should be exposed. Silt traps in the present system should be made functional. All the natural water courses should be dredged and provided with built up lining for sides as well as flooring. Regular infiltration pit may be made to recharge the ground. At many locations the water courses are suddenly narrowed down due to encroachments and at pipe drain locations. At these locations the section should be maintained by removing the bottleneck and replacing the pipe drain with slab drains. Flooring of the nallah should also be paved to facilitate easy cleaning and a central gully should be provided for the dry weather flow. Property owners who have blocked or narrowed down the natural water courses which are punishable under BPMC Act-, should be asked to rectify the situation at their own cost. The work should be executed by the PMC and amount should be recovered from the property owners. Dr Ganpule has introduced system of meter panel which are rectangular piles. In urban area property gets developed upto the ban on Natural courses. Construction of retaining wall for proper terrain of Nallah therefore becomes impossible In meterpanel technology the adjoining property need not be acquired. Also edges can be made vertical whereby the available section can be increased. It is therefore suggested that atleast 200 meter section may be made with this alternate so that the local contractors and agencies get use to this technology.

For Prevailing Maintenance System of Storm Water Road Work Maintenance a. Pot-holes should be filled timely and systematically. b. Cracked up, sunken, dislodged portions should be removed fully and rebuilt in layers. c. Top surface of the filled Pot-holes should be flush and in camber with the adjoining surface. Smooth flow of surface water to the side drains should be ensured. d. Raised bituminous edges should be trimmed and made lower than the neighbouring surface. 166

e.

f.

g. h.

i.

91.

Pipe leaks should be attended by stopping the leaks immediately; in case it is not possible, a suitable outlet by way of a by pass should be provided to leaking water (Fig. 15.5) Reinstatement of trenches with loose material without proper compaction gives easy entry to moisture and renders the adjoining pavement week. Subsequent settlement of the loose fill results into local sinking which further attracts moisture and leads to failure of the pavement. Reinstatement should be with non-cohesive material compacted in layers. Top surface of the reinstatement should be regular pavement and it should be flush with the surface in level and camber. Subsequently if it shows some settlement it should be made good time and again, but in no case it should be kept protruding. Building debris and other heaps obstructing the flow of water should be immediately removed. Present system of pot-hole repairs with Pre Mix material laid in cold condition, without removing the loose material filled by contracting agencies needs a fresh look, as it is proving to be costly and ineffective. Pre-monsoon and post-monsoon inspections of surface drainage system by the section in charge should be strictly enforced. It should be monitored by his superiors and test checked by some third party.

Storm water drainage System Maintenance a. Part of maintenance work is done by Ward and part by Road department and thus no body can be held responsible. Hence it is recommended that all the SWD system including kerb inlets should be maintained by one unified agency like SWD department to be created separately b. The drainage work executed by the road department though designed by consultant should be approved by SWD department. c. Pre-monsoon (May) and post-monsoon (October) inspections should be strictly enforced for the drainage system. One advance pre-monsoon inspection (Jan) every year should also be under taken to assess the quantum of work involved for desilting and to assess requirement of repairs to be carried out on priority before monsoon. Test checking should be done by third party. These inspections should be monitored by higher officers and reviewed by Executive Engineer. d. De-silting should be started right from February onwards so that the work can be finished well before May. It may be a little troublesome and costly in the first year but in subsequent years the quantum will definitely be less and the work will be more effective. e. In the storm water drainage report of the first phase, strong recommendations are made to enter long term contract with specialized agency for proper maintenance of rain water system. This includes repairs as well periodical desilting 167

f.

92. 93. 94.

95.

96.

97.

98.

99.

specially before monsoon. In view of increased quantum of work and also considering shortage of trained staff, we need to switch over to mechanized equipment for cleaning etc. The consultant have already recommended procurement of equipment as Side Excavator, Jib Crane, Dry Sucker, Jetting machine, small JCB etc at a cost of 5 crores for the first phase .Further action to procure these equipment may be taken and based on experience the action for procurement for remaining machine can be taken. Some of these equipment can be procure by PMC and given on hire to these specialized agency or even contractors can be arranged to procure the same A small subgroup need to be formed for procurement of these equipments which can prepare detailed specifications, get sanction from competent authority and procure the same As stated earlier the mechanical equipment for cleaning and desilting of drains has to be procured Proper detailed estimate for maintenance of SWD system has to be prepared and funds provided

In new Mumbai Corporation area, PCMC area mechanical sweeping is adopted for roads. The same needs to be adopted for Pune. A separate SWD Cell should be established in PMC for better coordination in SWD works. A detailed coded map of all the roads in PMC (giving specific nodes and numbers to all roads) should be established on a GIS based map. All the works of roads and other departments should be carried out with reference to this nomenclature system of roads through GIS. detailed computerized GIS mapping of all the internal and external utilities should also be made available with each of the department and the utility service providers. A central cell in the PMC should be established which will have all the master plans of all the internal and external utilities so that micro level coordination could be achieved. Coordination at zonal level should be further achieved between other departments and external service providers. The permission for trenches should be then centralized at one level. In order to have close coordination with Traffic Police monthly meetings should be held with Superintending Engineer and zonal police officers and problems if any be sorted out. The conditions of NOC given by Police Dept should be more detailed to ensure proper compliance. A traffic management scheme jointly finalized in consultation with the traffic department shall be fully implemented by all concerned and the traffic department should not insist for major changes. The public should be made aware by issuing suitable press notes in leading newspapers regarding major excavation planned to be taken in the fair season, their dates of completion and names of agencies involved with an appeal to report the deviation, lapses faults etc. to the Central Complaint Cell on telephone. The notification should also 168

100.

101.

102. 103. 104. 105.

106.

107.

108.

109. 110. 111.

112. 113. 114.

include the procedure to be adopted while digging and reinstatement etc. in brief. Involvement of NGOs may be considered if necessary. Penal delays fees for time over runs and unplanned excavation should be charged in case of new proposals for excavation so that better coordination between PMC and utilities could be achieved. A concept of road work as a project should be introduced instead of piecemeal works of small road stretches so that the total work for a particular stretch of road can be executed such as road improvement, SWD work footpath, divider, painting, railing etc.as also underground inter departmental and other utilities work including maintenance of this road for a sufficiently long guarantee period. Encroachments coming on the footpaths shall be removed by the Ward Office immediately. A list of all stakeholders involved in the road construction activities shall be prepared by PMC. Periodical meetings shall be held with the stake holders at various levels. Maintaining the footpath, keeping them encroachment free and keeping in clean and tidy condition may be assigned to local industrial /commercial organization against the advertisement rights on the railings etc. The small pocket books with specific details such as size of board, size of traffic devices, with small photographs etc which are required by the site staff should be made available as they do not refer to the IRC manuals all the time. Damaged and very old devices such as drums, barricades etc should be avoided for use as temporary traffic control devices as they become hindrance in the work place and create a shabby appearance on the work site. A study group may be formed to prepare common item for traffic management during construction, mode of measurement, guidelines for preparing the estimate etc. The schedule rate may be approved by the appropriate authority. Appropriate provision for the diversion of the road and maintenance during construction may be made in the estimate and in the tender. IRC is likely to issue detailed guidelines for work zone traffic management. These should be followed by PMC. Use of readymade mixes, storable mixes shall be encouraged for repair of potholes. Cold mix technology as suggested by CRRI shall be preferred for pothole repair work. The procedure for preparation of such mixes is given in Appendix 1 of Chapter 3. The available readymade mixes may also be used for repair of potholes. The supervision / Third Party inspection under Ward Offices shall be done for randomly selected works. Appropriate additional factor for reinstatement item such as working in limited area, small quantities, specialized equipment and available time frame has to be considered while preparation of the schedule rates.

169

115.

Work load norms may be worked out after studying the norms prevailing in similar organizations like MCGM, Bangalore Municipal Corporation, Ahmedabad Municipal Corporation etc. 116. PMC may consider assigning technically skilled works to consultants. However, close supervision on the work of the consultants would be essential by deployment of shadow teams with skeletal departmental staff. 117. Considering the work load and the present organizational structure, there is a need to sanction additional posts at all levels. 118. It is absolutely essential to have separate Accounts/ Audit officers in various working divisions of the Roads Department working under the Executive Engineer and also answerable to the Accounts wing of the PMC so that accounts are properly maintained and are properly incorporated into the Accounts of PMC. This accounts wing in the roads division would also take care of the queries on the audit wing. 119. PMC may study Public Works Manual and empower its technical officers suitably to streamline the working of the roads department, because, there are many other attributes under which the engineers do need to have powers for smooth working of the department. After administrative approval and sanction of budget, full power to accord technical sanction should vest with the City Engineer, the highest technical officer in the Corporation. 120. To ensure completion of works in reasonable time, it would be necessary to restrict cost of on-going work upto 2 to 2.5 times of the budget. This would ensure sufficient provision for each work and the works would not linger on beyond 2 to 2.5 years. In the first year, budget allocation should not be less than 30 %. 121. In order to generate additional resources, PMC is considering adopting PPP model, deferred payment model etc. These may be encouraged wherever possible. 122. To ensure proper attention to the construction/improvement and maintenance of roads in PUNE a particular road stretch (DP & Non DP Roads) covering all the aspects may be allotted to specific SectionalEngineers/J.E. of Road Dept/Ward as the case may be. He will take care of all the aspects of construction/maintenance of this stretch of road including drainage and will be solely responsible for this stretch of road. 123. Foreign Tours specific to technical topics may be arranged for exposure of the PMC staff to new developments in the field, introduction to new materials, technology etc in other parts of the works. 124. Some system must be introduced to update the PMC Officers/ Engineers and staff in the latest specifications, new materials, new techniques and technology in road development. The detailed syllabus may be got drafted through a committee/consultant and the respective faculty members can furnish lecture notes to be printed in a bound volume and supplied to the trainees.

170

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IRC: 15-2011

Standard specifications and code of practice for construction of concrete roads (Fourth Revision)

2.

IRC: 16-2008

Standard specifications and code of practice for prime and tack coat (Second Revision)

3.

IRC: 19-2005

Standard specification and code of practice for water bound macadam (Third Revision)

4.

IRC: 27-2009

Specifications for bituminous macadam (First Revision)

5.

IRC: 35-1997

Code of practice for road markings (First Revision)

6.

IRC: 37-2001

Guidelines for the design of earth embankments and sub-grade for road works (First Revision)

7.

IRC: 37-2012

Tentative guidelines for the design of flexible pavement

8.

IRC: 44-2008

Guidelines for cement concrete mix design for pavements (Second Revision)

9.

IRC: 46-1972

A policy on roadside advertisements (First Revision)

10.

IRC: 57-2006

Recommended practice for sealing of joints in concrete pavements (First Revision)

11.

IRC: 58-2011

Guidelines for the design of plain jointed rigid pavements for highways (Third Revision)

12.

IRC: 65-1976

Recommended practice for traffic rotaries

13.

IRC: 67-2012

Code of practice for road signs (Third Revision)

14.

IRC: 69-1977

Space standards for roads in urban areas

15.

IRC: 70-1977

Guidelines on regulation and control of mixed traffic in urban areas

16.

IRC: 81-1997

Guidelines for strengthening of flexible road pavements using Benkelman beam deflection technique (First Revision)

17.

IRC: 84-1983

Code of practice for curing of cement concrete pavements

18.

IRC: 86-1983

Geometric design standards for urban roads in plains 171

19.

IRC: 90-2010

Guidelines of selection operation and maintenance of bituminous hot mix plant (First Revision)

20.

IRC: 92-1985

Guidelines for the design of interchanges in urban areas

21.

IRC: 93-1985

Guidelines on design and installation of road traffic signals

22.

IRC: 94-1986

Specification for dense bituminous macadam

23.

IRC: 95-1987

Specification for semi-dense bituminous concrete

24.

IRC: 98-2011

Guidelines on accommodation of utility services on roads in urban areas (Second Revision)

25.

IRC: 99-1988

Tentative guidelines on the provision of speed breakers for control vehicular speeds on minor roads

26.

IRC: 100-1988

Tentative specification for single coat surface dressing using cationic bitumen emulsion

27.

IRC: 102-1988

Traffic studies for planning bypasses around towns

28.

IRC: 103-2012

Guidelines for pedestrian facilities (First Revision)

29.

IRC: 106-1990

Guidelines for capacity of urban roads in plain areas

30.

IRC: 107-1992

Tentative specifications for bitumen mastic wearing courses

31.

IRC: 111-2009

Specifications for dense graded bituminous mixes

32.

IRC:SP :12-1973

Tentative recommendations on the provision of parking spaces for urban areas

33.

IRC:SP:16-2004

Guidelines for surface evenness of highway pavements (First Revision)

34.

IRC:SP:17-1977

Recommendations about overlays on cement concrete pavements

35.

IRC:SP:21-2009

Guidelines on landscaping and tree plantation

36.

IRC:SP:22-1980

Recommendation for the sizes for each type of road making machinery to cater to the general demand of road works

37.

IRC:SP:42-1994

Guidelines on road drainage 172

38.

IRC:SP:43-1994

Guidelines on low-cost traffic management technique for urban areas

39.

IRC:SP:46-2013

Guidelines for design and construction of fibre reinforced concrete

40.

IRC:SP:50-1999

Guidelines on urban drainage

41.

IRC:SP:55-2001

Guidelines for safety in construction zones

42.

IRC:SP:56-2011

Guidelines for steel pedestrian bridges (First Revision)

43.

IRC:SP:57-2000

Guidelines for quality systems for road construction

44.

IRC:SP:59-2002

Guidelines for use of geotextiles in road pavements and associated bridges

45.

IRC:SP:63-2004

Guidelines for the use of interlocking concrete block pavement

46.

IRC:SP:76-2008

Tentative guidelines for conventional & maintenance of gravel roads

47.

IRC:SP:78-2008

Specifications for mix seal surfacing (MSS) close graded premix surfacing (CGPS)

48.

IRC:SP:79-2008

Tentative specifications for stone matrix asphalt

49.

IRC:SP:81-2008

Tentative specification for slurry seal and microsurfacing

50.

IRC:SP:86-2010

Guidelines for selection, operation and maintenance of paver finishers

51.

IRC:SP:88-2010

Road safety audit manual

173

ACI Addl. C.E. AICTE B.G. B.O.T. BC BOQ C.D. C.E. CBR CC CIRT CLSM COEP COPA CRM CRMB CRRI CVPD D.P. DBM DCP DD DLC DLP DPR Dy. Engr E.E. EIL EMD EVA FDR FIDIC FRC FWD GIS GOM Govt. GPS GSB

ABBREVIATIONS American Concrete Institute Additional City Engineer All India Council for Technical Education Bank Guarantee Build Operate Transfer Bituminous Concrete Bill Of Quantity Cross Drain City Engineer California Bearing Ratio Cement Concrete Central Institute of Road Transport Controlled Low Strength Material College of Engineering ,Pune Conditions of Particular Application Crusher Run Macadam Crumbed Rubber Modified Bitumen Central Road Research Institute Commercial Vehicle Per Day Development Plan Dense Bituminous Macadam Dynamic Cone Penetrometer Demand Draft Dry Lean Concrete Defect Liability Period Detailed Project Report Deputy Engineer Executive Engineer Engineers India Limited Earnest Money Deposit Ethylene Vinyl Acetate Fixed Deposit Receipt Fédération Internationale Des Ingénieurs-Conseils or International Federation of Consulting Engineers Fiber Reinforced Concrete Falling Weight Deflectometer Geographical Information system Government of Maharashtra Government Global Positioning System Granular Sub-Base 174

GSDA HCV HMA HOD HPC ICBP IDF IRC IRDP IRI IS ITDP JE/ J.E. JNNURM LCV M&R MCGM MIT MNGL MoRTH MS MSA MSEDCL NG-IABSE NGO NHAI

Groundwater Surveys and Development Agency Heavy Commercial Vehicle Hot Mix Asphalt Head of Department High Performance Concrete Interlocking Cement Concrete Block Pavement Intensity Duration Frequency Indian Road Congress Integrated Road Development Plan International Roughness Index Indian Standard Institute for Transport and Development Policy Junior Engineer Jawaharlal Nehru National Urban Redevelopment Mission Light Commercial Vehicle Maintenance and Repairs Municipal Corporation of Greater Mumbai Maharashtra Institute of Technology Maharashtra Natural Gas Limited Ministry of Roads and Transport Highway Micro surfacing Million Standard Axle Maharashtra State Electric Development Corporation Limited Indian National Group of International Association of Bridge and Structural Engineers Non Government Organization National Highway Authority of India

NICMAR

National Institute of Construction Management and Research

NITHE NOC NRMB NRRDA OFC OMC PIARC PCI PCMC PMA PMB PMC PMGSY PMMS

National Institute for Training of Highway Engineers No Objection Certificate Natural Rubber Modified Bitumen National Rural Roads Development Agency Optical Fiber Cable Optimum Moisture Contain World Road Association Pavement Condition Index Pimpri Chinchwad Municipal Corporation Polymer Modified Asphalt Polymer Modified Bitumen Pune Municipal Corporation Prime Minister Gram Sadak Yojana Pavement Maintenance Management Systems 175

PQC

Pavement Quality Concrete

PSI PSR PWD QA QAM QC RAP RMC RTL RWH SBS SCADA SD SIS SMA STAC SWD TCP TMP TPIA TWT UTTIPEC UTWT VG VIP WBM WMA WMM

Present Serviceability Index Present Serviceability Rating Public Works Department Quality Assurance Quality Assurance Manual Quality Control Recycled Asphalt Pavement Ready Mix Concrete Road Top Level Rain Water Harvesting Styrene – Butadiene – Styrene Supervisory control and data acquisition Security Deposit Styrene – Isoprene – Styrene Stone Matrix Asphalt Standing Technical Advisory Committee Strom Water Drainage Traffic Control Plan Traffic Management Plan Third Party Inspection Agency Thin White Topping Unified Traffic And Transportation Infrastructure Centre Ultrathin White Topping Viscosity Grade Very Important Person Water Bound Macadam Warm Mix Asphalt Wet Mix Macadam

176

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