i

ii iii
iv v
 EXPRESSWAYS
IN
500 DAYS

vi 1
Published by:

Dr. B.S. Singla

1505, DLF Phase-IV,
Near Galleria Market,
Gurgaon (Haryana)
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2
 Preface
“Expressway in 500 Days’ is a dream come true”

People asked the Author (who is working as Chief General Manager (Expressway) in National
Highways Authority of India) - How did you complete this expressway in 500 days? New
technology used, if any? Methodology adopted for fast execution of work? Does the fast
work depend only on fast decisions / payments / does it depend on the contractor? Were
all the six contractors working on the expressways really good and had good performance
track record? If not, then how did you make every contractor perform? Was it a result of
weekly site visits? What was different?

I started replying the usual - it is a result of good team work, quick decisions and payments,
weekly site visits etc. Honestly speaking, I could not give the correct answer. Perhaps there
is no short correct answer. Some of my friends suggested me to write a technical paper
explaining my experiences on the projects. But I soon realized that due to space constraints
in a paper I will not be able to do justice. Thus the idea of writing this book was born

The toughest task of this project was to convince everyone that this work can be completed
in 400 days, in place of the original plan of 910 days (slipped to 500 days), by running site
comprising of more than 10,000 workers in parallel.

‘Challenges make life interesting

Overcoming them makes life meaningful’

The 135 km long Eastern Peripheral Expressway connects Kundli to Palwal and is fully
access controlled with seven interchanges. Passing through Haryana and Uttar Pradesh, the
expressway is a peripheral half ring road around Delhi, so that the traffic not destined for
Delhi does not pass through the city. This avoids congestion and pollution in the city, which
has been a major problem for Delhi. Moreover, the development of this stretch will boost
the economic activity along its path in the neighbouring states.

The Eastern Peripheral Expressway is the first expressway (in India?) where solar power is
used for illumination and where drip irrigation is used for both plantation in median and
avenue. Similarly, Delhi-Meerut Expressway (Package-1) has been completed in a record
time of 500 days in place of the original 910 days. It is the first 14 lane highway of the
country. A cycle track and a foot path has also been constructed on its each side. The aim
of these projects was not only to make world class expressways but to also complete them
in a record time. Extra efforts were made to introduce new features. A world class iconic toll

5
plaza was constructed and a Digital Art Gallery was added below the toll plaza depicting the
holographic models and construction features of the expressway. Both of these features are
first of its kind in the world. The expressway also depicts replicas of important monuments
in the country. Yamuna Bridge on Delhi Meerut Expressway is one of its kind with Vertical
Gardens, solar power, and drip irrigation.
In government sector it is difficult to get financial sanction for new additions such as iconic
toll plaza, digital art gallery, replica of monuments etc. The contractors have been kind
enough to fund these additional features happily. Beautiful fountains have been constructed
to break the monotony of the drivers.
Every effort has been made to develop these expressways a user friendly where one enjoys
his journey with its beautiful landscaping, fountains, replica of monuments and other
features. This work is a result of hard work of the exemplary team.
It has been tried at my level best to share my experiences on these expressways in this book.
Dr. B.S. Singla
6 7
Acknowledgement
The Author owes a deep sense of gratitude to Shri Nitin Gadkari, Hon’ble Minister, MoRTH
for constant guidance and inspiration, relentless support and encouragement. Without his
vast wealth of experience, this project would not be possible.
The Author is highly indebted to Shri Yudhvir Singh Malik, Secretary, MoRTH for his
valuable suggestions, constant monitoring and inspiration and help for completion of
these projects.
The Author is extremely grateful to Shri Raghav Chandra, former Chairman, NHAI (Now
Secretary, Govt. of India) for his constant monitoring, encouragement and help.
The Author is also thankful to Shri Deepak Kumar, Chairman, NHAI for his continuous
monitoring to complete this work.
The Author is highly indebted to Shri Niraj Verma, Member (PPP), NHAI for his regular
monitoring, support, encouragement, innovative ideas and faith.
The Author is extremely grateful to Shri Asheesh Kumar Jain, Shri Kishor Kanyal and
Shri R.P. Singh, Project Directors, NHAI, who took the command to complete this tough
task and make the dream come true.
The Author is also thankful to Shri Vipul Kumar, Shri Prashant Kumar, Shri Arvind Kumar,
Shri Aman Rohilla, Shri Narendra Sharma, Shri Yashpal Jadon, Managers, NHAI who
have worked day and night and helped in providing data for this book.
The Author is extremely grateful to Shri Yogesh Tiwari, Shri Rama Krishna, Shri Kamal
Dhawan, Shri Pankaj Gautam, Shri Vishbesh Desai, Shri S.K. Singh, Shri Abhishek
Sharma, Shri Ar. Swapnil S Gawande, Shri Harvinder Singla, Shri Sanjay Srivastava and
Shri Amit Ghosal for their hard work on the project and their help in providing data for this
book.
The Author is extremely thankful to Sh. R K Jain, Chief Engineer (Retired), Haryana PWD
(B&R) for his expert guidance for the Pavement Quality Concrete (PQC) work and educating
the Engineers on this subject.
The Author is also extremely grateful to the entire team who worked on these projects for
their hard work, faith and support which made this dream true.
The Author is extremely grateful to the National Highways Authority of India, Govt. of
India for providing a suitable platform for completion of these projects.
The Author is also thankful to Mrs. Asha Rawat, Personal Secretary for her great help in
the typing and organization of data. Without her efforts, the present shape of this book
would not be possible.
Last but not the least, the Author is highly grateful to his family. This work would never have
been completed without the unwavering strength, support, love and affection provided by
Mrs. Anshu Singla (wife), Dr. Sahil (son), Mrs. Akanksha (daughter in law) and Dr. Aarushi
(daughter).
 Page
S.No. Topic
No.
Eastern Peripheral Expressway
1. Introduction 13
2. Alignment & Map 15
3. History 17
4. Allotment of work 23

CONTENTS
5. Land Acquisition 27
6. Project Features 31
7. Work Structure 33
8. Target of 400 days 35
9. Competition with the world 51
10. Manpower, Machinery & Material 63
11. ATMS & Tolling System 67
12. Plantation & Rain Water Harvesting 69
13. Wayside Amenities 73
14. Control on Pollution due to EPE 75
15. Iconic Toll Plaza 85
16. Digital Art Gallery 93
17. ROB in 100 days 95
18. Interchanges 105
19. ROB in 190 days – An Engineering Marvel 123
(at km 19.125 of EPE)
20. Bridge over River Yamuna 137
21. Learning from Failures 147
Delhi Meerut Expressway
22. Introduction 153
23. Delhi Meerut Expressway (Package-1) 157
24. Yamuna Bridge on Delhi Meerut 159
Expressway
25. Elevated Road at Pilakua – An Innovative 175
Approach (to Reduce Construction Time)

9
 EASTERN
PERIPHERAL
EXPRESSWAY

11
 Chapter

1
Introduction

American roads are not good

because America is rich,
America is rich
because American roads are good.

‘John F. Kennedy’

Background

1.1 A lot of traffic, outbound or non-destined for Delhi, has to necessarily pass through
the national capital of Delhi in the absence of any alternative route which could help
them to bypass Delhi. The project of Peripheral Expressways around Delhi, comprising
Western Peripheral Expressway (WPE) and Eastern Peripheral Expressway (EPE),
connecting NH-1 (Delhi-Panipat road) and NH-2 (Delhi-Agra road) from Western and
Eastern side of Delhi, has been envisaged with the twin objective of decongesting
and de-polluting the national capital by diverting the traffic not destined for Delhi.

1.2 The Eastern Peripheral Expressway is being constructed by the National Highways
Authority of India (NHAI), while the WPE project (also known as KMP expressway)
is being executed by the State of Haryana through Haryana State Industrial &
Infrastructure Development Corporation Limited (HSIIDC). The Hon’ble Supreme
Court of India has also constituted a Monitoring Committee under the Chairmanship
of Secretary, Ministry of Road Transport & Highways (MoRTH) for regular monitoring
of the execution of these two projects.

13
 Chapter

2
Alignment & Map
2.1 The alignment of EPE starts near Kundli (km 36.083 on NH-1), traverses to cross river
Yamuna (EPE Ch. km 12.600) crosses SH-57 at km 15.360 m (near Mawikalan), NH-
58 km at 44.512 (near Duhai), NH-24 at km 52.190 (near Dasna), NH-91 at km 72.725
(near Beel Akbarpur), Kasna-Sikandra road (near Sirsa) km 83.74, river Yamuna again
at village Faizupur Khadar km 108.57 (Haryana) (EPE Chainage km 102.600), Atali-
Chainsa Road (near village Maujpur km 108.57) and ends at Palwal (km 135 on NH-2)
to join WPE.

2.2 The EPE and WPE constitute one combined project forming an outer Ring Road around
Delhi with a total length of 270 km, of which about 183 km length passes through the
State of Haryana, and the remaining about 87 km length passes through the State of
Uttar Pradesh. The EPE and the WPE commence near Kundli (on NH-1 in Haryana) and
terminate/join near Palwal (NH-2 in Haryana). Each of the project is 135 km long with
a Right of Way of 100 mtrs.

2.3 The EPE passes through six Parliamentary Constituencies of Sonepat, Baghpat,
Ghaziabad, Noida, Faridabad and Palwal.

14 15
 Chapter

3
History
3.1 The project was first approved by Public Private Partnership Appraisal Committee
(PPPAC) on BOT (Build, Operate and Transfer) Toll basis on 05.11.2007 with Total
Project Cost (TPC) of Rs. 2334 Cr. adopting 1997 Toll Rules. Single bid was received
on 23.12.2008. Ministry of Road Transport & Highways (MoRTH) vide letter dated
16.07.2009 directed NHAI to re-invite the bids with new Toll / Fee Rules 2008 after
reassessment of Engineering. Revised project proposal was considered by PPPAC
on 15.03.2010, 28.04.2010, 02.12.2010 and finally approved on 06.01.2011 with no
“Viability Gap Funding (VGF)” (TPC of Rs.2699 Cr.)

16 17
3.2 Cabinet Committee of Infrastructure (CCI) approved the project on 20.04.2011 with
the direction that PPPAC to examine and take a final decision on normal or 1.5 times
Toll/Fee rates. Ministry vide letter dated 13.06.2012 informed that Government has
decided to apply normal toll rates as applicable for National Highways to 6-lane
project.
3.3 NHAI invited ‘Request for Proposal’ (RFP) from the pre-qualified bidders on 10.07.2012
for EPE project with a TPC of Rs. 2700 Cr with bid due date as 24.08.2012 but no bids
were received even on the extended bid due date of 08.10.2012.
3.4 The project was updated and cost was modified to Rs. 4489 Cr. PPPAC approved the
project in its meeting held on 17.01.2014 and CCI approved the project on 27.02.2014.
RFP for the project was invited 3rd time but again no bid was received up to Bid due
date i.e. 04.04.2014.
3.5 As no bids were received for EPE, a meeting under the Chairmanship of Secretary
(MoRTH) with representatives of pre-qualified bidders was held for feedback on the
reasons for not submitting the bids for the project. The issue of non-receipt of bids,
even after revision of the project cost with provision of 40% VGF, was discussed.
The bidders expressed their apprehension regarding traffic estimation and financial
viability especially in the context of the project being a green field expressway. There
was fear that the vehicles may pass through Delhi also and they may not recover their
investment.
3.6 It was felt that as the Project was a green field project on a new alignment, there
will always be apprehension on traffic volumes. The concessionaires could not come
forward with any concrete specific issues/reasons related to NHAI’s assumptions, for
not participating in the bid. Therefore, it was decided that there is no option but to
implement the project on Engineering Procurement & Construction (EPC) mode and
seek necessary approvals for the same.
3.7 Implementing Monitoring Committee (IMG) in its meeting held on 30.05.2014 decided
to take up this project on EPC basis.
3.8 BOT (Toll) being preferred mode of execution, Ministry vide Letter dated 01.10.2014
asked to invite combined Request for Qualification (RFQ) cum RFP on BOT (Toll) mode
also. However, as a backup plan, it was also desired by MoRT&H to continue with the
EPC Procurement in parallel.
3.10 Hon’ble Supreme Court vide Order dated 28.11.2014 in the matter of M. C. Mehta
Vs Union of India and Others in the Writ Petition No. 13029/1985 pronounced the
following Order regarding Construction of Eastern Peripheral Expressway:-
“The clients (National Highways Authority of India) of Ms. Indu Malhotra, learned
senior counsel, will sit with the EPCA and thereafter file an appropriate report before
this Court, inter alia, indicating the date on which the Project would commence and
would be completed, which should not be beyond July, 2018. Call on 9th January,
2015”
3.11 The Environment Pollution (Prevention & Control) Authority (EPCA) Chairman, Shri
Bhure Lal called a Meeting on 20.12.2014 to discuss the issue. The status of work
and tentative completion schedule was intimated to MoRT&H as well as to EPCA.
Chairman, EPCA, Shri Bhure Lal in the meeting did not agreed with the time schedule
submitted by NHAI for BOT (Toll) basis as the proposed Schedule Competition Date i.e.
27.02.2019 was beyond the time schedule of July 2018 directed by Hon’ble Supreme
Court.
3.12 EPCA again called a meeting on 03.01.2015 at 1100 hrs. It was submitted that the
proposed time schedule for BOT (Toll) basis is considering the bare minimum time
period to fulfil contractual requirements. As BOT (Toll) is preferred mode for execution
of work, therefore, EPCA and Hon’ble Supreme Court are being requested to extend
the dead line for completion of Eastern Peripheral Expressway project till February
2019, in case bids are received on BOT (Toll) Mode.
3.13 The Hon’ble Supreme Court heard the matter on 16.01.2015 (instead of 09.01.2015)
where EPCA also submitted their report. The Hon’ble Court pronounced the following
order :-
“NHAI must strictly conform to the said date of July, 2018 in completing the project,
be it on any model. The Hon’ble Court directed NHAI that it must inform the Hon’ble
Court regarding the tentative schedule by indicating a date for commencement of
work on ground by the next date of hearing i.e. 30.01.2015.”

3.9 PPPAC in its meeting held on 27.11.2014 approved the revised cost of Rs. 5712.58 Cr.
subject to examination by Standing Cost Committee. The Standing Cost Committee
also approved the cost of Rs. 5712.58 Cr. in its meeting held on 08.12.2014 on BOT
(Toll) Mode as well as EPC Mode.

18 19
20 21
 Chapter

4
Allotment of work
4.1 The Eastern Peripheral Expressway is a fully access controlled six-lane expressway
with entry & exit through designated interchanges only. There are 406 structures on
this Expressway, out of which 04 are major bridges, 46 minor bridges, 03 flyovers, 07
inter-changes, 221 underpasses, 8 ROBs, and 114 culverts etc.

22 23
4.2 Again no bid was received on BOT (Toll) mode. However, the bids were received
only on EPC mode. The civil works for the project were awarded under six packages
after approval of the project by Cabinet Committee of Economic Affairs (CCEA) in its
meeting held on 16.07.2015. The details are as under:

Package Length Name of Awarded Date of Appointed Scheduled

(Km) Contractor Cost (Rs in Agreement Date Completion
Agency Cr.) Date
I 22.0 M/s Sadbhav 792.00 28.08.2015 14.09.2015 11.03.2018
(km 01 to 22) Engineering
Ltd.
II 24.5 M/s Sadbhav 756.00 28.08.2015 14.09.2015 11.03.2018
(km. 22 to 46.5) Engineering
Ltd.
III 24.5 M/s Jai Prakash 747.00 27.08.2015 14.09.2015 11.03.2018
(Km 46.5 to 71) Assoc. Ltd.
IV 22.0 M/s Ashoka 789.00 28.08.2015 14.09.2015 11.03.2018
(Km 71 to 93) Buildcon Ltd.
V 21.0 M/s Oriental 658.89 27.08.2015 14.09.2015 11.03.2018
(Km 93 to 114) Structural
Engineers Pvt.
Ltd.
VI 22.0 M/s Gayatri 675.00 28.08.2015 14.09.2015 11.03.2018
(Km 114 to136) Project Ltd.

4.3 The scheduled project execution period was kept at 2.5 years (910 days). However, the
work remained suspended for a period of about 450 days due to farmer’s agitations –
demanding enhanced compensation, provision of through and through service road
etc.

24 25
 Chapter

5
Land Acquisition
5.1 The Right of Way acquired for this Expressway is 100 metre wide comprising a length
of 135 km. Additional land was also acquired for the interchanges and other structures.
A total of 1700 Hectares of land has been acquired for the EPE at a cost of about Rs.
5900 crore.

5.2 As per the orders of Hon’ble Supreme Court, the Land Acquisition cost is to be shared
(both for EPE & WPE) by the Delhi, Haryana & Uttar Pradesh Governments in the
following ratio :-

Delhi : Haryana : Uttar Pradesh

50% : 25% : 25%

The details of share of State Governments for Western Peripheral Expressway (WPE)
and Eastern Peripheral Expressway (EPE) are as follows:

Sr. Particulars Cost (EPE & WPE)

No. (Rs. in Crore)
(i) The cost of LA & pre construction activities 7694.38
(ii) Contribution of Delhi (50%) 3847.19
(iii) Contribution of Haryana (25%) 1923.60
(iv) Contribution of UP (25%) 1923.60

5.3 The acquisition of land for this project was started in the year 2006 under the old
Land Acquisition Act available at that time. The Land Acquisition Act was revised in
the year 2013 and the land was still in the possession of the farmers.

5.4 Of course the date of start of the project was given as 14.09.2015 but there were land
acquisition problems in all the packages as the villagers were demanding enhanced
compensation as per new
Land Acquisition Act. They
did not allowed NHAI to
start the work. After great
persuasion, the land was
made available in the
month of May, 2016 except
in Gautam Budh Nagar
district where the land was
made available in June,
2016.

26 27
5.5 The work was started, but yet the full land was not available. The farmers were stopping The maximum problems were in Package III, IV & V (in Greater Noida District). The
the work again and again. They were not happy with the cost they got. Meetings were complete work was again stopped in Noida district (length of 49 km) for 98 days
held even at the level of Hon’ble Minister, MoRTH, Hon’ble Chief Minister UP, Hon’ble from 23.06.2017 to 28.09.2017. The Project Directors played an excellent role in
Chief Minister Haryana. The farmers started raising extra demands for service road Land Acquisition process and were held a number of meetings with the district
etc. The farmers were not agreeing even after persuasion. NHAI took the issue with Administration. It was also continuously pursued by Member (PPP). The issue was taken
Hon’ble Supreme Court and Hon’ble Court passed the following orders on dated up with the State Government through Chief Secretary. The District Administration
31.03.2016 in IA No.417 : also tried their best. Very bold decisions were taken by the Executive Committee of
NHAI so that the land issues can be settled.
“We, however, see no reason why the authorities should ignore or neglect the request
5.6 The issue of service road was discussed in the 28th Monitoring Committee meeting
for protection to officials engaged in a project of national importance like the Eastern
held on dated 14.12.2017 constituted by Hon’ble Supreme Court of India under the
Peripheral Expressway i.e. especially when the same is being undertaken in terms of
Chairmanship of Secretary, MoRTH who decided that –
the directions issued by this Court. We, therefore, direct the Director General of Police
of the States of Uttar Pradesh and Haryana to ensure that requisite protection required
“The Monitoring Committee decided that in case where the land drawing access
by the National Highways Authority of India officials, Concessionaires, agents and
through an inter-village or inter-khewat revenue rasta was deprived of access due to
contractors, is extended to them as and when the same is demanded. We, however,
the construction of the expressway, depending upon the features, it may be explored
reserve liberty to the States of Uttar Pradesh and Haryana to seek modification and/
to provide limited connectivity from nearest VUP, PUP etc. by constructing connecting
or clarification of this order should the demand for such protection and co-operation
road of 5.5 mtr. Width along the toe of the carriageway. The Monitoring Committee
go beyond giving what is necessary for enabling the Highway Authority officials and
also instructed the UP Government/District Administration, Ghaziabad to ensure
contractors to carry out their duties in execution of the project in-question.”
that there was no hindrance to the construction of EPE on this account.”
On the request of NHAI, the State Governments deputed the police and the land was
5.7 Even the land was acquired, but there were many missing Khasra nos. Fresh land
taken in possession.
acquisition process was started for that missing land and the land was acquired. Till
that time the land acquisition process was not completed, the work was not allowed
to be started in the land by the farmers.

28 29
 Chapter

6
Project Features
Sr. No. Subject Particulars
(i) Length 135 kms
(ii) Actual Civil Construction Cost Rs. 4617.87 Cr.

(iii) Average Civil Construction Cost Rs. 34.20 Cr. per km

(iv) Approved EPC Cost Rs. 5763.10 Cr. (Rs. 42.69 Cr per km)
(v) Construction Period 30 Months
(vi) Right of Way 100 meters
(vii) Carriageway 38.5 meters
(viii) Median width 4.5 meters
(ix) Major Bridges 04
(x) Minor Bridges 46
(xi) Road Over Bridges (ROBs) 08
(xii) Interchanges 07
(xiii) Flyovers 03
(xiv) Vehicular Underpasses 70
(xv) Pedestrian Underpasses 151
(xvi) Culverts 114
(xvii) Toll Plaza
(a) 02 (at Ch. 5+100 & at Ch.132+050)
(b) On every entry/ exit points
(xviii) Way Side Amenities 06 (03 on each side)

30 31
 Chapter

7
Work Structure
MoRTH’s Work Structure

Minister

Minister of State

Secretary

Joint Secretary

NHAI’s Work Structure

Chairman

Member (PPP)

CGM (Expressway)-cum-Regional Officer

Project Director, EP-I Project Director, EP-2

Manager-1 Manager-2 Manager-3 Manager-1 Manager-2 Manager-3

32 33
 Chapter

8
Target of 400 days
8.1 Shri Nitin Gadkari, Hon’ble Minister, Ministry of Road Transport & Highways (MoRTH)
called Dr. B.S. Singla, Chief General Manager, Expressways, [CGM (E)], National
Highways Authority of India (NHAI) in the month of May, 2016 and told him that -

“Hon’ble Prime Minister wants that this project should be completed in 400 days in
place of 910 days. Is it possible?”

CGM (E) sought some time from the Hon’ble Minister to decide the issue. He started
making calculations at his own and after 7 days, went to Hon’ble Minister and replied -

“Yes Sir, it is possible and I take the personal responsibility to complete it in 400 days”

8.2 (a) Next day the CGM invited all the Contractors engaged (for this project) in his
office and desired to complete the project in 400 days in place of 910 days. The
Contractors told that they have a plan to complete this project in 27 months (810
days) in place 910 days but it is not possible to complete it in just 400 days. After
long discussions and arguments, the Contractors were not convinced that it can
be completed in 400 days. When the CGM was putting pressure of 400 days for
which the contractors were not agreeing, just to get rid off from the meeting, they
said “we will try”. The Contractors were of the view that in Government sector who
bothers/pursues in future and the officers just fix the targets & forget. The CGM
told them to come with a work program on the next day. The Contractors told that
how it is possible to prepare the work program of such a large project in a single
day. The CGM requested them to make a broadly rough program and the details
will be worked out later on.

34 35
 (b) Next day, again a meeting was held in the office of CGM in which the Contractors
submitted their rough work program. The Contractors also told that the NHAI
takes long time (even months) to take decisions, how it will be possible for them
to complete the work in such a short period. They also told that the land has just
been handed over to them in May/June, 2016 whereas the date of start of the
project is from 11.09.2015, thus 7-8 months have already passed. The date of start
should be shifted. The CGM told them that you will get every decision in 24 hours
and every payment in 24 hours. Let us start working on this project in a way that
it can be completed in 400 days. He called his Personal Secretary (PS) and start
dictating the minutes regarding the shifting of milestones. The minutes were
framed and signed by all including the Contractors, Authority Engineer, Project
Directors (PD) and CGM. The milestones were shifted and a copy was handed over
to each Contractor in the meeting. The Contractors were not expecting this speed
of decision and said that the shifting of milestones is not in the power of CGM, it
should be approved by the Chairman, NHAI. The CGM told the Contractors that
you have got NHAI’s letter for shifting of milestones, whose power it is, this is his
responsibility (the file was sent for post-facto approval which was also approved
immediately). It was the first time, the contractors realised that they would get
immediate decisions. The CGM told them that now we will meet at site every week
and take all the decisions at spot.

8.3 Weekly site visits

The work was started at site. The CGM along with Project Directors (PDs), Managers &
Authority Engineer (AE) started visiting the site every week and pursuing the work. It
was seen that of course the work was started, but the Contractors were not mentally
prepared to complete this work in 400 days - rather they were not convinced that this
work can be completed in just 400 days.

The work of the Contractors was reviewed every day. The progress was monitored on
WhatsApp also. The first biggest challenge was the huge quantity of earthwork (which
was about 3.6 crore cum) required for this project. The work was started with about
2000 trucks of earth work per day. The speed was increased to 5000 trucks/day, then
10000 trucks/day, 15000 trucks/day and ultimately the speed of 20000 trucks/day was
achieved. With such a huge quantity of earthwork, the machinery and manpower was
also increased accordingly. As the project was having many structures, so the work on
the structures was also started simultaneously with full speed. When the Contractors
saw that they are achieving this progress by changing their day-to-day programme,
getting all the decisions at the spot and payments within 24 hours, they started feeling
that it can be completed in 400 days. The toughest task to complete this work was to
convince the Contractors and their entire team that this work can be completed in
400 days and to run with all the 10000 workers with the same speed.

36 37
8.4 Competitive Spirit The copy of this letter was also sent to the other Contractors and it was also informed
to them that they will also get a similar letter if they perform extraordinary. This
(a) To get the best results, it was felt to have a competition within the contractors as
appreciation letter brought marvellous results and created competitive spirit amongst
without competition one cannot get the desired results. Of course, the Contractors
the Contractors. The contractors put their best efforts to get this appreciation letter
were doing good work, but they were not doing their best. Every effort was made
and one after the other got these appreciation letters. These appreciation letters
to get the best out of them as there are always chances of improvement.
raised the morale of the team and they further increased the speed to complete this
(b) It is always better to appreciate the good workers/executing agencies doing the work in a time bound manner.
extraordinary work. When the execution of work picked up good speed, the best
performer at that time was chosen. As M/s Sadbhav Engineering Ltd. was executing
the work at an extraordinary speed, so an appreciation letter was issued to him on
dated 14.07.2016 as under :

38 39
 (c) 36 hours progress in 24 hours (d) 48 hours progress in 24 hours

Even with this extraordinary pace of work, the work was not going to be completed Progress in all the packages was good accept in one package, i.e. Package-III of
in 400 days. The CGM motivated to all the Contractors to give 36 hours work in 24 M/s Jai Prakash Associates. The maximum land acquisition (LA) problems amongst
hours. They started laughing that how it is possible? The CGM told them that by all the contractors were in this package. There were many missing Khasra nos. for
deputing day and night team, you are getting 24 hours progress, depute extra which land was not acquired. A plan showing such missing Khasra nos. is as shown
team to get another 12 hours progress. The Contractors made the effort to get this below :
extra progress. The detailed analysis of the critical activities was carried out. Extra
manpower & machinery was deployed to further increase the progress. As the
progress was already being reviewed every day, the extra efforts showed results,
which further boosted the morale of the team. The CGM and other team also
started the management of the projects and helped the contractors to manage
the various construction activities. More manpower and machinery was deployed
and ultimately the progress of 36 hours was achieved in 24 hours.

40 41
 As the fresh LA process took some time (6-9 months), so clear work front was not
available. After the acquisition of land, it was not possible to complete the work
even with 36 hours progress in 24 hours as the balance time period was too less.
With constant persuasion, ultimately the contractor deputed 4-times the team and
the progress of 48 hours was achieved in 24 hours. For this extraordinary work, an
appreciation letter was issued to the contractor on dated 12.04.2018 as under :

42 43
8.5 Payment in 24 hours 8.6 Decisions

Fast decision making and fast payments are the major tools to execute the work at a (a) During all the site visits of CGM, the issues were discussed in detail with all the
faster speed. In this case, every payment of bill was made in 24 hours. On the request Contractors, Authority Engineer and Project Director. As the best decisions can be
of CGM, the Member (PPP), NHAI issued the directions for releasing the payments in taken by making the site visit and on discussion with all the concerned, so all the
24 hours – decisions were taken at the spot at site which helped to increase the pace of work.

(b) Most of the files were cleared during the site visit. To make the approval system
faster, the approvals were also given on WhatsApp which were regularized on file
later on.

44 45
 Fast communication of such approvals is as important as the decision making
process. If any decision has been taken and not communicated in time, it cannot
bring the desired results. If someone wants to get any work at extraordinary
speed, firstly, he will have to perform at the same speed. Decisions should be
communicated at faster speed than one expects from others. One should spread
the passion he has for the work and to inspire his team mates.
(c) It has been seen that many officers give the decision during the site visit, but
when the file comes to them for approval, they raise objections. Such an approach
cannot bring desired results. Verbal decisions must be owned otherwise such an
officer loses the faith. Integrity is most respected quality of leadership. One must
keep ones word. Every decision taken on this project was owned and approved.
6 months to 1 year (even more) to get the sanction in such cases. Shri Deepak
Kumar, Chairman, NHAI requested to Chairman, Railways to give this sanction. A
meeting was fixed with the Chairman, Railways which was attended by Member
(PPP), CGM and Project Director (E-II). The Chairman, Railways agreed to grant
the permission subject to the condition that a senior officer of NHAI will get the
launching of girders in his presence. The CGM took this responsibility. Ultimately,
the file went to Commissioner, Railway Safety (CRS) for clearance, who verbally
refused to give this permission, kept the file pending and proceeded on leave.
The CGM met Shri Nitin Gadkari, the Hon’ble Minister, MoRTH, explained the
problem to him and requested for help. The Minister immediately talked to
Chairman, Railways and the permission/clearance was granted on the same day.

(d) The long channels of officers dealing with the files is another hurdle in the fast (iv) The proposal of Change of Scope (COS) of M/s Ashoka Buildcon Ltd., the Contractor
decision making. It was thought to cut the channels and all the files were sent of Package-IV was submitted by PD on 21.11.2016 which was sent on the same day
by the CGM-cum-RO directly to the Member (PPP) cutting the entire channel of by CGM-cum-RO to Member (PPP). The Member also cleared the file on the same
Headquarter staff. It further made the decision making faster. day to place it before the Executive Committee (EC). CGM requested the Chairman
for a special meeting of EC. The meeting was held on same day and the COS was
(e) Some of the critical cases of fast decisions taken by the senior officers are narrated
approved. In this way, the whole process of approval of COS was completed in a
as under –
single day. This is an unbeaten record in the history of NHAI.
(i) There was problem in supply of fly ash from the Thermal plants. On 02.07.2016
(v) The Hon’ble Minister made site visits to review the work & to keep the moral of the
(Saturday), a message was sent on WhatsApp by CGM to the then Chairman, NHAI,
team high. Secretary MoRTH, Chairman, Member (PPP) any change also made the
Shri Raghav Chandra at 10.13 am.
site visits to review the progress and boost the team.
The then Chairman talked to the Secretary, Power (Shri PK Poojari) and directed the
CGM to talk to the Executive Director, NTPC to whom the message was conveyed.
The CGM talked to the Executive Director (ED), NTPC, a meeting was fixed on the
same day and the issue was resolved.

(ii) Approval of GAD’s by Railways

The already approved GADs were again modified by Railways which required
revised approvals. The issue was lingering on. The Chairman, Shri Y S Malik took
up the issue with Railways on dated 10.01.2017 and also with PMO. A special
Committee of NHAI & Railways was constituted under the Chairmanship of Shri
Ved Prakash Dudeja, Chief Engineer, Railways. Weekly meetings were held and all
the issues were resolved which also includes approval of design and drawings, CRS
clearance, granting of railway block for launching of girders etc.

(iii) While launching the girders of ROB at Palwal, one of the girders overturned which
created problems and the work on ROB stopped. An enquiry was marked by NHAI
as well as Railways and it was very difficult to get the sanction again from the
Railways for launching of the girders. It came to knowledge that it takes about

46 47
8.7 Fear in Taking decisions

Decision making in Government sector becomes very difficult because of fear of

vigilance enquiries. It has been observed that in case decisions are taken, it may end
up in problems. To avoid this, officers generally delay the files because no action is
taken for not taking the decisions. Such an approach delays the projects. A free and
fair decision should be taken boldly on merit after passing the speaking order so that
everyone should know under what circumstances that decision has been taken. The
Management should also protect its employees in all such cases.

“An organisation is as great as the people in it,

And the people are only as great as the organisation allows them to be.”

8.8 An exemplary team work

There was an exemplary team work for the execution of this work. Any problem on
the project was not one’s individual problem – every one gave its best to address
the problem. There was extraordinary support of Hon’ble Minister, MoRTH, Secretary,
MoRTH, Chairman, NHAI and Member (PPP). Whenever any problem was brought to
their notice, it was immediately addressed. Whenever some contractor was lagging
behind, the extra team of other contractor was shifted to that site for help. Hon’ble
Supreme Court, PMO and Monitoring Committee were regularly monitoring the
project. Everyone was fully involved in the project to achieve the target. Full protection
was given to the staff and individuals so that they can perform. There was full trust,
faith, honest, sincerity and hard work with the positive attitude. The persons were
assigned the job keeping in view their interests to get the best.
“If you can’t fly then run, if you can’t run then walk,
if you can’t walk then crawl, but whatever you do, do with enthusiasm”
8.9 Why target of 400 days slipped to 500 days ?
Of course, the target to complete the expressway in 400 days was tough, but it was
not impossible. In the initial period, the contractors were not mentally prepared to
complete it in 400 days. It took some time to convince them and the entire team. The
LA & agitation of farmers was another major hurdle. Once you start the work at full
speed and it is stopped by the agitators, the morale of team goes down. When the
agitation continued (even for 98 days) at site, the labour left the site. It took some time
to arrange the labour again. The utility shifting, LA of left over land, compensation
of structures etc. were another issues for delay. There is one more factor that the
Engineers deputed on the project from Contractor & Authority Engineer side were
for 30 months (910 days). If the project gets completed in 500 days, they don’t get
any extra benefit. The bonus goes to the company, who saves its overhead charges
also. The staff does not get any benefit. Efforts were made and the Contractors were
pursued to introduce bonus scheme linked with progress. If all such problems are
resolved in advance, the target of 400 days can be achieved.

“Success is not final, and failure is not fatel,

It is only the courage to continue that counts.”

48 49
 Chapter

9
Competition with the world
9.1 Whenever any Indian visits any other developed country, every time a feeling comes
to his mind ‘why such kind of roads are not in our country. Are we not capable of
making such roads?’ The CGM who visited about 15 countries was also having the
same feeling and luckily got the opportunity to construct this Expressway. So, on this
Expressway, the competition was not within India but with the world to make the best
Expressway of the world.

9.2 Expressway got Many Ist’s

To make best expressway in the world, the new thinking process was started. It was
planned to develop it as an architectural expressway so that one keeps on enjoying
while moving on it and feels proud of being Indian. Many innovative ideas/new things
were added which resulted in many Ist’s :

• Ist expressway with Iconic Toll Plaza (1st in the world)

• Ist expressway with Digital Art Gallery (1st in the world)
• Ist expressway to say ‘No’ to over loaded vehicles
• Ist expressway with drip irrigation (on median & avenue plantation)
• Ist expressway with solar power on entire expressway
• Ist expressway with monuments (36 nos.)
• Ist expressway with fountains (40 nos.)
• Ist expressway with Auto challan to over speed vehicles

50 51
 9.2.3 No entry to Overloaded Vehicles

“Discipline in the country can be entered through Expressways

Eastern Peripheral Expressway may be the first”

(i) As per present system in the Country, Weigh in Motions (WIMs) are installed at toll
plazas and in case of overloaded vehicles, it is directed to pay 10 times of the toll
and park the vehicle on one side to unload the extra material as the overloaded
vehicles are not allowed to move on the highway as per the present provisions of
Act. The relevant provision of the National Highways Fee (Determination of Rates
and Collection) Rules, 2008 is as under:

“10. Rate of fee for overloading – (1) without prejudice to the liability of the driver or
owner or a person in charge of a mechanical vehicle under any law for the time
being in force, a mechanical vehicle which is loaded in access of permissible
(maximum gross vehicle weight in respect of such vehicle), shall not be
permitted to use the National Highway or crossing the fee plaza until the access
load has been removed from such mechanical vehicle.

(1A) the driver or owner or a person in charge of a mechanical vehicle shall be liable
to pay fee, for entering the overloaded vehicle on the National Highway to the
toll collecting agency, equal to 10 times of the fee applicable to such category
of mechanical vehicles under sub-rule (2) of rule 4………”

9.2.1 Iconic Toll Plaza (For details refer Chapter 15)

(i) This Expressway has an iconic toll plaza at the entry point on Kundli side.
(ii) The height of this iconic toll plaza is 170 ft with 154 ft wing on each side.
(iii) It has beautiful fountains on each side.

9.2.2 Digital Art Gallery (For details refer Chapter 16)

(i) A digital Art Gallery has been developed below the iconic Toll plaza, which is the
first of its kind in the country as well as in the world.

(ii) Various holographic models of some structures have been displayed in this Art
Gallery, along with other information (all digital) on this Expressway.

52 53
 (ii) There are always disputes 9.2.4 Drip Irrigation
as the drivers do not pay 10
(i) It is the first expressway in the country with drip irrigation for median as well as the
times of the toll.
avenue plantation on sides.
(iii) Further there are no such
(ii) Drip irrigation system has been used on the entire expressway of 135 km. There
spaces for unloading of
are tube wells after every 2 kms and every tube well is sufficient to irrigate the
the vehicles. This scheme
plants on median and both the sides of expressway.
has almost failed due to its
practical problems. (iii) The embankment slopes are also covered with grass and maintained as Green
sides.
(iv)
On this project, the
Weigh-in-Motion (WIMs)
equipment have been
installed at every entry
point of the expressway i.e. at all the 27 entry points of the Eastern Peripheral
Expressway.

(v) Provision has been kept for two gates after passing through the WIM:

(a) First entry gate will open if the load is within the permissible limits.

(b) Second exit gate will open if the vehicle is overloaded.

For overloaded vehicles, a provision for parking and unloading of overloaded

material has also been made after the exit gate.

54 55
9.2.5 Solar Power

(i) EPE is the first Expressway in the country where solar power has been used on the
entire expressway of 135 km.

(ii) There are eight solar power plants on this Expressway, with a capacity of 4000 KW
(4 megawatt).

(iii) Solar power has also been provided for lighting of the underpasses.

(iv) Solar pumps have been used for watering of the plants.

56 57
9.2.6 Replica of Monuments 9.2.7 Auto Challans for Over-Speeding

(i) This Expressway represents the entire country and it depicts some of the important (i) The speed limit boards are generally installed on all the highways and at certain
replica of monuments of the country. A total of 36 replica of monuments have locations, sometimes the police departments checks the over speeding vehicles
been installed at different locations on the entire expressway. and challan them.

(ii) Even after that the

road users travel
at a high speed. A
provision has been
made for installation
of Cameras along the
entire Expressway to
capture the speed of
the vehicles.

(iii)
An auto-challan has
also been planned which will be generated for over-speeding vehicles and such
violators will pay the fine as per the automatically generated challans along with
the toll fee at the exit point.
(ii) Some of these replica of monuments are Sarnath Pillar, Ashoka Chakra, Konark
Temple, Jalianwala Bagh, Gateway of India, Qutab Minar, Char Minar, Lal Quila, 9.2.8 Fountains
Kirti Stambh, India Gate, Hawa Mahal, Gujarat Carving etc.
(i) Further to beautify the expressway, 33 no. fountains have been installed on it.
(iii) A visitor on this Expressway will have a look of the replica of monuments of the
(ii) Beautiful fountains are located in the loops of all the seven interchanges as well as
country on one highway.
near the major bridges, toll plazas etc.

58 59
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 Chapter

10
Manpower, Machinery & Materials

10.1 Manpower deployed

This project has generated employment opportunities of about 50,00,000 man-

days. The manpower deployed was as under:

Description Manpower (in Nos.)

Contractor’s key staff and other staff 2094
Skilled/ unskilled labour 7681
Total 9775

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 10.3 Materials used
10.2 Machinery
(i) About 3.6 Cr. cum earthwork has been carried out on this Expressway, out of which
(i) Special large size automatic pavers of 15.75 mtr width were used for the
about 1.2 Cr. cum fly-ash has been used.
construction of 6-Lane Rigid pavement (cement concrete road) of this Expressway.
(ii) About 20,000 trucks of earth were carried in a single day to complete the high
(ii) There were only 8 such slip form pavers of 15.75 mtr. width available in the country
volume of earthwork in a record time.
on the day, out of which 7 pavers were deployed on this Expressway.
(iii) The large quantity of fly-ash (1.2 cr cum) was transported from the nearby thermal
(iii) The machinery deployed on this project was as under:
plants of Dadri (UP), Badarpur, Pali & Panipat (Haryana) which has also resolved the
Equipment No. Equipment No. pollution issue to a large extent.

Concrete Batching Plant 28 JCB 140 (iv) About 11.00 lakh tonne of cement has been used for the construction of this
Slip from paver (PQC) 7 Concrete pump 18 cement concrete expressway along with structures and more than 44,000 cement
bags (average) were consumed in a single day to carry out this large amount of
Sensor paver (DLC) 10 Dozer 29
work. In peak times, more than 1 lac bags of cement were consumed in a single
Crane 31 Dumper-Tipper 1345 day.
Weigh bridge 18 Water Tanker 169
(v) More than 1.00 lakh tonne steel has been used for the construction of this
Excavator 198 Transit Miller 108 Expressway. On an average, about 200 Ton steel has been used in a single day.
Motor grader 90 Kerb Paver 23
Soil/compactor/ Tandem roller 223

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 Chapter

11
ATMS & Tolling System
11.1 Automatic Traffic Management System

(i) The expressway is planned to be equipped with:

(a) Variable Message Signs (VMS)

(b) Closed-circuit television (CCTV)

(c) Video Incident Detection System (VIDS)

(d) Warning Devices

(e) Over Speed Checking System

(f ) Weigh-in-Motion

(g) Pavement Management Systems

(h) Fiber Optic Network.

(ii) All information collected from HTMS Equipment will be relayed to the central
server in control room, which will trigger alarms and change VMS messages on
the basis of input. This will help in real time incident management.

11.2 Tolling System

(i) Closed tolling system is being implemented in which toll is being collected only
for the distance travelled and not for the entire length.

(ii) Toll plazas will be equipped with Electronic Toll Collection (ETC) system for faster
toll collection and uninterrupted travel experience.

66 67
 Chapter

12
Plantation & Rain Water Harvesting
12.1 Plantation

This Expressway has a total of 2,60,296 trees planted thereon with 1,87,510 trees
planted in the Avenues and 72,786 trees planted in the Median. Ornamental
plants have been planted on both sides of the Expressway. The avenue plantation
has been done in four rows at equal spacing along the entire expressway. The
plantation has been done in such a way that the colour of flowers changes after
every km. The name of some of the plants are as under :

(a) Avenue Plantation –

• Amaltas
• Jacaranda
• Gulmohar
• Cassia Siamea
• Sheesham
• Neem
• Mango
• Peepal
• Jamun

(b) Median Plantation –

• Bougainvillea (Pink, Yellow, White & Red)

• Tecoma Stans (Godi Chodi)
• Hibiscus (Gudhal)
• Cassia Glauca

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70 71
 Chapter

13
12.2 Rain Water Harvesting
Wayside Amenities
Rain-water harvesting has been provided at every 500 mtr interval on either side of
(i) It is planned to develop way-side amenities at six locations (3 on each side) all
the Expressway.
along the Expressway, which will have the facilities for:

(a) Retail outlets for Petrol and Diesel

(b) Rest Areas and Wash-rooms
(c) Motels
(d) Restaurants
(e) Shops
(f ) Repair services

(ii) Highway Nests are also being constructed at eight locations.

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 Chapter

14
Control on Pollution due to Construction of EPE
14.1 General

The EPE has been envisaged with the objective to decongest the National Capital of
Delhi and de-polluting it by diverting the traffic not destined for Delhi. Presently, all
the vehicles have to pass through Delhi to cross it. EPE will act as a half ring road of
Delhi and no commercial vehicle (which is not destined for Delhi) will be allowed to
pass through Delhi. Diversion of traffic out-bound of Delhi, especially the Commercial
traffic, will thus be got diverted to this Expressway, which would help in substantial
decongestion of Delhi. A study was carried out to know the effect of EPE on the control
of pollution in Delhi.

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14.2 Simulation Model (ii) Dasna to Sonipat

M/s Medulla Soft Technology was engaged as consultant for Traffic Performance
Evaluation and Optimization of Highways in Delhi using Simulation Analysis before
and after opening of EPE. The model has the capability to develop mesoscopic
emissions which calculates the emission output using the QUARTET model based
on second-by-second activity of the vehicle. This model calculates the instantaneous
emission parameters such as PM, CO, NOx and CO2 based on vehicle operating
modes of deceleration, idling, acceleration and cruising. The existing Delhi scenario
(EPE not build scenario) was simulated that included the Highways that would be
connecting the Eastern Peripheral Expressway and the emissions w.r.t PH2.5, CO, NOx
concentrations were computed based on the present traffic demand. The Eastern
Peripheral Expressway network was then imported to the Delhi model and simulated
in build scenario. The Delhi bound traffic that was diverted from the existing highways
to the Expressway was analysed and validated based on the generated traffic data
mentioned in the Detailed Project Report of EPE. The emission model was then run for
the build scenario of EPE to assess the concentrations of pollutants in the NH-1, SH-57,
NH-24, NH-91 and NH-2 road stretches within Delhi after the opening of the Eastern
Peripheral Expressway.

(i) Sonipat to Palwal

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 (iii) Palwal to Sonipat 14.3 Emissions & Reductions

EP Expressway Contribution in Emission Reduction at NH Locations (within Delhi

Limits)

78 79
80 81
 14.4 Reduction in Emissions (in %age)

82 83

15.1 General
15.2 Concept
14.5 Result
Comparing the emission concentrations for both the ‘No Build Scenario’ and the ‘Build
Scenario’, it was evaluated that there is an overall reduction of 24.78% in PM2.5 along
the aforementioned highways within Delhi region due to the opening of the Eastern
Peripheral Expressway. There will be overall reduction of 26.74% in traffic emission at
NH-1, NH-2, SH-57, NH-91 & NH-24.
84
Chapter
15
Iconic Toll Plaza
India is witnessing a tremendous growth in its public infrastructure in recent times. A
large share of this infrastructural development consists of National Highways that are
connecting the length and breadth of the country, developed by National Highways
Authority of India. Expressways, connecting or bypassing major cities, are peculiarly
more important in this domain considering the large numbers of vehicles plying on
them.
The Eastern Peripheral Expressway is one such important expressway which is
developed by employing the most state-of-the-art technology available in recent
times. Its significance is much larger as it will help relieving the traffic congestion in
Delhi and help in reducing the pollution in the country’s capital as majority of the
heavy traffic traversing along the North-South corridor around Delhi, along the
eastern side, will be using this grand expressway. Hence it is apparent that the Toll
Plaza on this stretch should be subjected to maximum vehicular traffic and visibility.
Considering these aspects, a Team of NHAI {CGM (E), Project Director (EPE-I), Managers}
& Representatives of M/s Sadbhav Engineering Limited was set up to design the Toll
Plaza which would not only make it innovative and iconic but also accentuate the
brand identities of the National Highways Authority of India (NHAI) manifesting their
dynamism, determination and contemporary enterprising competencies.
As the competition was with the world, the process started to make the world’s best
toll plaza. M/s Sadbhav Engineering Ltd. was ready to set up such a toll plaza and
finance it.
The idea to build an Iconic Toll Plaza for EPE, hitherto unforeseen in India, took root. The
idea was not only to build a unique structure but to re-imagine the very concept of Toll
Plaza realm. It was imagined to remodel the Toll Plaza area from a dreary checkpoint
to an area which will be a treat to the eyes of the traveller, a refreshing break from the
monotony of landscape, an ode to the hard work of the team, a learning experience
for the students of engineering, all at the same time.
With this background, the thinking process started. It was thought to have a toll plaza
control centre in the median with canopy on both sides. A building like DLF’s on Delhi-
Gurgaon road in Gurgaon was thought. Many architects were consulted. The team was
not satisfied with these designs. Ultimately, M/s Sadbhav Engineering Ltd. consulted
M/s Studio DRA (AFT) an architect who visited the site. The aim to construct the toll
plaza and its theme was discussed with him. The architect took some time. After seven
85
 days, Shri Vashishth Patel (Director Sadbhav Engineering Ltd.) came to the residence are products of sophisticated engineering processes. As a result of this, stringent
of CGM (E) along with architect, where the architect showed his designs. Again, these norms and standards are followed. Taking an overview of structures, like toll plazas,
were not of the level what was in the mind. The CGM took the model of ‘Eiffel Tower’ built within these conditions and contexts, it was observed that there have been very
lying in his drawing room and placed it on table. He opened his both arms full at 1800 sparse explorations in terms of their aesthetic and forms. This probably has been
and explained that a building like ‘Eiffel Tower’ is required in the centre with canopy prevalent also because of the ease of availability of regular space framed structures
on both sides as my arms are. or PEB structures directly from established vendors and the comparative ease in its
execution. This kind of strategy may have certain advantages at a micro level, but at
The idea of putting solar panels on canopy was also discussed. The architect understood
a macro scale they tend to manifest several important issues. One of major aesthetic
the idea and developed this beautiful
disadvantage is that, all the structures look the same! Moreover, since toll plazas
architectural shape for the toll plaza.
could be categorized under the domain of urban fringe morphologies and they also
After many sittings and discussions,
function as catalytic link between two major cities, they shouldn’t necessarily adhere
some improvements were made and
to explicit contextual and architectural parameters of any definite region because of
it took its final shape. Thus, out of
their specific function. Yet the typology, as a whole, is associated with certain pre-
hundreds of ideas perused, the one
conceived notions and forms since many years now and has not evolved over a period
illustrated underneath was chosen
of time. The working process was with this sentiment.
to stand as an iconic representation
of the aforementioned ideas. The
architect told that it is a great design
opportunity for him as Architect,
albeit it posed very different design challenges and rigid set of constraints.

Conventionally, a Toll Plaza is a place where one halts for a brief moment along
the journey and it serves just the purpose of paying toll fee. Taking an overview
of toll plazas across the country, it was observed that in most of the cases a toll
plaza becomes an “eye-soar” and doesn’t contribute much in making the journey
an enjoyable experience. With a view to change this existing scenario, the main
philosophy while designing the entire scheme of Toll Plaza Canopy was not only to
suffice the pre-requisites of paying /collecting toll fee but also to create an exuberant
ambience, thus making the entire experience a very memorable one. Considering the
high importance of the project at national as well as international level, a unique idea
of incorporating a magnificent Art-Gallery below the entire width of the canopy was
proposed by Shri Niraj Verma, IAS, Member (PPP), NHAI. This was feasible since the EPE
is a completely elevated Expressway and hence allows to explore the spatial avenues
below it. This would ensure that people can maximize their ephemeral stay on the Toll
Plaza and enjoy the beauty of the structure not just from the lateral boundaries, but
also from being, literally, under it!

15.3 Design Process

(a) Highway Infrastructure: Constraints and Limitations

The design process for the Toll Plaza emerged from an in-depth understanding of
the context of the typology. Highway infrastructure comprises of elements which

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15.4 Dimensions
(b) Emergence of aesthetic from structure
In the light of the above mentioned situations, the architect found a perfect opportunity
to intervene and proposed a design solution that adheres to conventional fabrication
processes, requires similar amount of time to execute, but follows a complete different
language of structure and aesthetic. In terms of planning the toll plaza, engineering
standards dictate the use of a constant grid for ease of traffic movement and toll
collection in a toll plaza along with a clear height of 6 meters above the finished road
level for easy passage of heavy, oversize vehicles, etc. Constraints like these, and many
others, encouraged to work on a strategy that bases itself on the emergence of form
and aesthetic from structure and function, eventually enhancing the performance of
the Toll Plaza.
With this as a basic concept, the Toll Plaza was designed with an innovative structural
approach wherein the entire ‘Canopy’ structure was conceived as one big ‘Shell’.
This shell was primarily disseminated into three components viz., one central core
functioning as the main administrative building and two large ‘wings’ on either side
covering the toll booths and lanes. The façade of the elliptical-conic central core
is predominantly a variably-triangulated exo-skeleton that takes the entire load
of the main building and allows the complete structure to stand just on four main
columns. The curvaceous wings are subdivided into variable hyperbolic-paraboloids
components which assure ease in load transfers. The top of the core pulls the wings
using high strength tensile cables thus allowing for a panoramic column free space
beneath the wings for smooth passage of traffic. The structure is predominantly a
metal building with the wings covered in Tensile Fabric membrane. This strategic
90
arrangement is very light-weight and allows the entire structure to counter-balance
the loads and self-assemble itself.
The central administrative building with elliptical floor plans is column less but
consists of a secondary core that accommodates the vertical connectors like lift and
staircase as well as all the allied building services. This core also connects the Tunnel
and Art-Gallery beneath the structure to the main building through which a seamless
in-and-out flow of staff and visitors is possible without any intersections of vehicular
traffic and pedestrian movement.
The structure stands 170.5 ft. tall (52 meters) and 377 ft. wide (115 meters). This
iconic structure manifests the newly acquired zeal, aggression and dynamism of our
contemporary Indian society. Metaphorically, it could be compared to a Falcon –
standing calm and confident, in its full glory, with its head up high, razor sharp vision
and wings wide open, ready to embrace the new challenges and opportunities of
emerging India.
Space Planning: Augmentation of spatial potentials:
People travelling along the long monotonous highway have rather less opportunities,
en route their journey, to gaze for some avant-garde structures which generates the
necessity of a visual break and evokes certain ephemeral interest. Moreover, a major
problem that affects drivers plying vehicles on long stretches of uninterrupted straight
highways is ‘Highway Hypnosis’. In this, one part of the brain is able to operate the car,
whereas the other is almost unconscious. This is as good as nodding-off while on the
wheels. A Toll Plaza with an innovative design and beguiling surprise elements can
act as a “Highway Installation” that can certainly break the monotony of the journey as
well as of the road and can overcome highway hypnosis. The curiosity, thus generated,
can refresh the accumulated visual storage of the monotonous highway-scape and
lead to a positive change in the dreary mood thus amounting for a better experience
for the further journey.
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16
15.5 Fountains
Digital Art Gallery
The Toll Plaza has beautiful fountains on its both sides with beautiful landscaping
which are further enhancing its beauty. Thus, the ‘Toll Plaza’, as an urban fringe
A Digital Art Gallery was conceptualized below the ground to provide a holistic appreciation
artefact, attempts to enliven the dull atmosphere and leaves a memorable mark on
of the highlights of the project, the challenges, the learnings and to complement the
the traveller’s journey. However, the Contractor, M/s Sadbhav Engineering Limited,
aesthetic & recreational aspects of the Toll Plaza area.
deserves their fair share of applause for not shying away from the task and making
this noble idea a reality. No importance was given to this gallery in the start of the project as the main focus was
to complete the project in a tough target already fixed. At the end of the completion
of the project, the thought process was started to develop the art gallery. Firstly, the
Art Gallery was to be developed like other Art Galleries i.e. displaying the pictures of
various activities during construction & to display some physical models.

Then the idea of some holographic models came to mind. Shri Asheesh Kumar Jain,
Project Director (EPE-I) came into the contact of some expert in the field and the idea
was shared with him. The expert showed his inability to develop this in such a short
time. The market was explored to give shape to the idea. Shri Virendra, M/s Focus
Animation Studio was consulted, who was already doing some work with NHAI.

Shri Virendra assured his competency to do this job and the idea was shared with
him. As the Art Gallery was 120m X 7m in size, so different models were explored. The
CGM told to PD (EPE-I) that why it should not be totally digital art gallery wherein only
digital display will be there. The models of important features of the project will be
only holographic. If the light goes, the walls will be only plane without any depiction.
After discussions, the concept of digital art gallery was finalized.

It was decided to display 8 holographic models of various important structures. The

videos were displayed near each model depicting the construction stages of that

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structure. On the other wall, many things like drip irrigation, solar power system, no
entry to overloaded vehicles, learning from failures, materials, manpower & machinery
deployed etc. were shown digitally. Even the photographs in digitally made frames
were depicted.
To make the digital art gallery more beautiful, vertical gardens have been developed
at its entry. Highway Nest with facility of eating place & toilets etc. have also been
developed in the area. It will be a good learning point for the engineering students.
This digital art gallery is first of its kind in the country as well as in the world.
94
Chapter
17
ROB in 100 days
17.1 General
In Indian infrastructure industry, construction of Road Over Bridge (ROB) is seen as
a critical bottleneck in accomplishing the project in schedule time. Normally it takes
1.5 to 2 years for completion of ROB and the projects of smaller duration gets delayed
because of complex approval process required for construction of ROB. This ROB is
located at km 80.095 of EPE. This work is part of Package-IV of EPE allotted to M/s
Ashoka Buildcon Ltd.
ROB Construction requires effective planning and coordination with multiple
Government agencies and also requires various approvals from the railway Authorities.
At the inception (project being a Greenfield alignment), it was plagued by numerous
land acquisition hurdles from the very start. During detailed Planning of project
completion, it was identified that ROB execution may delay the project as the project
could not commence for about 240 days due to land related issues.
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17.2 Target of 100 days 17.4 Identification of critical activities

It was decided to complete the construction of this ROB in a record time of 100 The critical pre-construction activities were identified as below:
days for which the contractor also agreed. Accordingly, the planning, designing and (a) Geotechnical Investigation
management activities were organised.17.3 Salient Features (b) Appointment of Proof Consultant
Sr. No. Particulars Details (c) General Arrangement Drawing approval
1. Length of ROB 88.419 m (d) Detailed approval and execution plan with Methodology
2. Span Arrangements 3 Spans (1 x 19.013 m + 2 x 34.706 m) (e) Shifting of OHE, S&T and other utilities in a time bound manner – Shifting of
3. Clearance from Rail top to Girder 6.810 m OHE cable and S&T line are critical activities and need shut down from Railway
Bottom Authority.
4. Diameter of Pile 1.200 m (f ) Detailed design and drawing approval
5. Length of Pile 22 m (g) TAD Approval / Launching Scheme Approval
6. No. of Piles 64 Nos.
(h) CRS Sanction
7. Total Steel required: 1600.504 MT (740.50 MT & 860 MT for
(i) Test pile as per IRC / Railway Code.
Reinforcement & Fabrication Steel 48 Nos of Composite Steel Girder)
8. Concrete Qty. 5515 Cum (j) Approval of Quality Assurance Plan, WPS (Welding Procedure Specifications) and
Methodology of Execution
Elevation of ROB (k) BOQ to be finalized based on detailed design and drawing for ordering material
(l) Procurement of Bearing and Expansion Joints
(m) Inspection of Fabrication Activities and Facilities in Fabrication Yard
(n) Traffic Block Permission
(o) Agreement duly signed by NHAI to be submitted to Railway Department.

17.5 Formulation of Teams

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 The biggest hurdle envisaged was the requirement of approvals and co-ordination (c) The order was also placed for structural steel for girder fabrication.
with railway authorities (at different Railway offices in different cities). During project
(d) During erection of girders two girders were launched duly braced with each other
planning a list of critical activities was prepared and teams were formulated to handle
to reduce the time. This arrangement not only reduced the time but proven to be
individual activities. NHAI officials (especially Shri Arvind Kumar, Manager) were key
more safe and effective.
instrumental for getting the approvals from Railway Authorities, which was very
crucial in the success of the project.

17.6 Start of Activities

(i) All the activities ware started simultaneously and tracked by team critically for
timely accomplishment. A dedicated design and co-ordination team was camped
at Allahabad Railway Department for timely submissions of various proposals and
compliance of queries raised by different departments of Railway.

(ii) The contractor’s core execution and management team prepared a comprehensive
“To Do List” of multiple activities with target dates.

(iii) The following steps were taken simultaneously:-

(a) The sub-contractor was selected for fabrication after verifying his capability to
deliver the product in time.

(e) The work was carried out in three shifts taking care of all safety and security
aspects.
(f ) The fabrication of girders started parallely.
(g) The work was started on all the foundations to cut the time.
(h) Extra manpower and machinery was deployed.

(b) Bearings require design, fabrication drawing approval and its manufacturing which
takes minimum of 60 days for the process. This order was placed simultaneously.

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 (C) Erection/Launching Scheme - (20 Signatures)

17.7 48 officers sign for approval from Railways

(A) General Arrangement Drawing (GAD) – (20 signatures)

17.8 Sequence of pre-activities for ROB

The CRS approval and the sanction from the Railways was arranged in time. The steel
was immediately procured and the fabrication of the girders was started.

BAR CHART (100 DAYS)

(B) Approvals For Designs And Drawings (8 Signatures)

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18
This ROB has been constructed using 1600 metric ton of steel, 2206 tons of cement
Interchanges
and 5515 cubic meter of concrete.
18.1 There are seven (7) interchanges on this Expressway at Mavi Kalan (crossing of SH-57
All the government authorities worked together to facilitate better coordination
at km 15.360), Duhai (crossing of old NH-58 at km 44.512), Dasna (crossing of NH-24
and harmony for ensuring faster and hassle free execution. Efficient and extensive
at km 52.190), Beel Akbarpur (crossing of NH-91 at km 72.725), Sirsa (crossing of Kasna
detailed planning, analysing the future hindrances and taking preventive and timely
Sikandra Road at km 83.74), Maujpur (crossing of Ateli Chainsa Road at km 108.47)
corrective measure to address the critical processes on time along with team work
and at Palwal (crossing of NH-2 at km 135)
helped to complete ROB within working 100 days and setting benchmarks for better
infrastructure development in India. 18.2 Palwal Interchange

Eastern Peripheral Expressway (EPE) which is 135 km long will form a third half ring
road around Delhi.

The complete peripheral road will connect radial highways at the interchanges.
Eastern Peripheral Expressway crosses NH-2 (Delhi-Agra Road) at km 135 near Palwal.
The interchange has been constructed as a full clover-leaf interchange of diamond
shape with length of 1867 mtr having land area of 78 hectares (780000 Sqm)

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18.2.1 Initial land acquisition problem 18.2.2 Utility Shifting

The interchange falls in the area with unplanned habitation area. Some commercial
and religious structures were there in the area. The land was not hindrance free as the
land owners were demanding enhanced compensation. With due legal processing,
the enhanced compensation was paid.
18.2.3 Engineering Challenge
Pictures of interchange site with from Goggle Earth before and after construction.
View in the Year
January 2017
At two locations, the HT line of 66 KV and 110 KV cross the interchange area. The
estimates for the HT lines were approved by NHAI and work executed without
interruption in phased manner.
The Design of interchange carried out with structure having 2 x 30 + 2 x 15 m with
clover leaf and with proper geometrics without compromising any of the design
standards of manual of specifications and standards for Expressways IRC SP-99
2013 and implemented at site. There are 5 number minor bridges (2 in Loop 2, one
each in Ramp 1 and Ramp 3 and 1 no. on Main carriageway). The interchange was
constructed across the heavy traffic of Delhi-Agra Highway and merging traffic from
KMP expressway. The entire traffic from both the KMP and Delhi-Agra road was
suitably carried out with traffic diversions at various phases during construction.

18.2.4 Design Parameters

I. Design Speed:

a) Loop = 60 Kmph
b) Ramp = 80 Kmph

II. Radius:

a) Loop = 130 m
b) Ramp =250 m
View in the Year III. Cross Sectional Arrangement of Loops & Ramps:
January 2018
a) Carriageway Width= 7.50 m
b) Paved Shoulder = 2x1.0 m
c) Earthen Shoulder with Crash Barrier = 2x2.0 m
d) Total Formation Width = 13.50 m

18.2.5 Material Consumption

A total 8,50,000 m3 earth work including 30% fly ash, 45,000 cum of concrete of M40
for PQC, 20,000 m3 concrete for structures, 2500 metric tonne of reinforcement bars
were used for construction of this interchange.

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18.2.6 Beautification of the interchange

The vast area available inside the loops and Ramps has been developed as a green
area with ecofriendly environment, ornamental trees and shrubs. Beautiful fountains
have been provided in the center of each loop. The electric poles, toll booths, canopies
etc. have been designed beautifully with pleasing colour scheme. Replica of historical
monuments have been installed at each entry of the interchange to the Eastern
Peripheral Expressway. The historical replica of monuments are Red Fort, Sarnath
Pillar and Ashok Chakara. The entire area has been electrified with solar power plant
installed in the interchange itself. The overall view of the interchange is very beautiful
and being praised by the local community as well as the road users.

18.2.7 Prohibition of overloaded vehicle

Eastern Peripheral Expressway has been designed in such a way so as to prohibit

the entry of overloaded vehicle on expressway through suitably designed Dynamic
Weigh in Motion at all entry locations. When the vehicle passes through WIP, its load is
taken. In case of permissible load, the entry gate to EPE will open, otherwise exit gate
will open. A provision has also been made for parking and unloading of overloaded
vehicles.

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18.2.8 Development of the area
The construction of the interchange in Palwal will facilitate the entire population
of the area as it is connecting KMP and EPE. It will cater all traffic from Jaipur, Agra
to Gurgaon, Noida, Kundli and Ghaziabad for easily access to the adjoining cities
of Sonipat, Baghpat, Meerut, Greater Noida, Agra etc. This interchange is going to
become a hub of transport.
18.3 Duhai Interchange
Eastern Peripheral Expressway crosses old NH-58, Delhi-Meerut Highway at km
44.512, near village Duhai. The interchange has been designed as a full clover-leaf
interchange of diamond shape. The length of interchange is 1400 mtr covering a land
area of 760715 sqm [17018 acres (76.07 hac)]
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18.3.1 Initial land acquisition problem
The interchange falls in the area with unplanned habitation. Commercial and
institutional development has already come up along the Delhi- Meerut Highway.
There was unauthorized residential construction under Ramp-1 & 4 and with
approximate 36 no. houses and shops. Initially, it was tried to shift the alignment
towards north to save the village houses but it was not possible as there were other
institutions on north side also. The loop 4 was adjusted between ramp- 3 & loop- 3 by
providing an underpass on EPE at km. 44.900.
The house owners were not having proper property title documents due to which
payment of compensation was not being released to them by the Competent
Authority of Land Acquisition (CALA). The villagers were not ready to leave their
houses as compensation was not paid to them. After a lot of pursuance from NHAI,
the district administration constituted a committee to ascertain the real beneficiaries
of the compensation so that there is not injustice with the poor persons. More than
100 meetings were held with the residents, local representatives, individuals, factory
owners, college management, district administration at site as well as at district
headquarter to resolve this dispute of land acquisition. The matter was resolved in the
month of November, 2017 and the work was started only thereafter.
As on 01.01.2017
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 18.3.4 Challenges

Despite the decision to construct full clover leaf interchange certain geometric
changes were introduced in 3 quarters of the interchange without compromising the
As on 10.10.2017
design standards as per the manual of specifications and standards for Expressways
IRC SP-99 2013. In this interchange, there are 4 number minor bridges, 3 no. ROBs and
1 underpass in addition to the regular structure of a normal clover leaf interchange. A
total 62 no. of PSC girders were launched for completion of minor bridges and 28 no.
steel girders of span upto 45 mtr. were launched on 3 no. ROBs. The work of launching
of steel girders on ROB was carried out in the block given by Railway Authorities from
2:00 AM to 4:00 AM in the month of December. The work became very difficult due
to peek of the cold weather and skew alignment of the ROBs. However, the work was
completed without any damage will full support from the Railways.
The interchange was constructed across the heavy traffic on Delhi-Meerut Highway.
The supply of material was possible from one side only due to railway line on the
other side (Dasna side). Construction of the interchange in the shadow of residential
habitation, institutions, traffic movement on old NH-58 in addition to traffic of
18.3.2 Design Parameters institution and colleges.
I. Design Speed: 18.3.5 Material Consumption

a) Loop = 60 Kmph A total 10,00,000 cum of earth work including 30% fly ash, 36500 cum of concrete of
M40 for PQC, 87000 cum of concrete for structures, 7275 MT of reinforcement bars
b) Ramp = 80 Kmph and 585 MT of steel for ROB girders were used for construction of this interchange.
II. Radius: 18.3.6 Beautification of the interchange
a) Loop = 130 m The area available inside the loops has been developed as a green pasture with
b) Ramp =250 m ornamental trees. Beautiful fountains have been installed in the center of loops. The
toll plaza has been designed beautifully with pleasing colour scheme. The entire area
III. Cross Sectional Arrangement of Loops & Ramps: has been enlightened with solar power plant installed in the interchange. The overall
view of the interchange is very picturesque and liked by everyone.
a) Carriageway Width= 7.50 m
18.3.7 Development of the area
b) Paved Shoulder = 2x1.0 m
The construction of the interchange in Duhai has facilitated the entire area an access
c) Earthen Shoulder with Crash Barrier = 2x2.0 m
to EPE for reaching the adjoining cities of Sonipat, Baghpat, Meerut, Greater Noida,
d) Total Formation Width = 13.50 m Agra etc. The interchange is going to become a hub of transport as National Capital
Region Transport Corporation (NCRTC) has also planned a metro station adjoining to
18.3.3 Utility Shifting it.
There was 132 KV high tension line crossing the interchange area. The estimate for the
HT lines was approved by NHAI on dated 18.02.2017. The line was shifted by UPPTCL
in the month of November 2017.

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19
ROB in 190 days – An Engineering Marvel
(at Km 19.125 of EPE)

“Tough time never lasts, but tough people do.”

19.1 General

This ROB is located at km 19.128 of EPE & Chainage 33/11-33/12 of Shahdara-Shamli

section of Railways. This work is part of Package-1 of EPE allotted to the Contractor
M/s Sadbhav Engineering Ltd. The span arrangement of this ROB was 25m + 15m +
15m (55m) as per the approved General Arrangement Drawing (GAD) by Railways.
19.2 Changes at Site

During the site survey at the detailed design stage, two major changes were found on
site as compared to the approved GAD:
(a) It was found that an underpass had been constructed by Railway after approval of
GAD in the year 2015. The complexity of the problem was further enhanced by the
fact that the railway line and underpass made an X-type intersection meaning that
there could not be any symmetry in span arrangement.

(b) For drainage of underpass, a sump/rainy well was constructed which restricted the
feasibility of putting intermediate spans.

It posed a unique challenge as the span arrangement was required to accommodate

the underpass as well as the rainy well both of which were absent in the approved
GAD.

19.3 Change in span arrangement

As the approved GAD from Railways was no longer valid, so to tackle the problem, the
various possible alternatives were explored:

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 a) Relocation of underpass procurement, fabrication & erection of temporary trestles, trestle heads and running
beams etc.
b) Realignment of underpass
The approved launching scheme was having the following features –
c) Realignment of expressway keeping the underpass as it is.
(a) The longitudinal runner beam over trestles
d) Providing multiple spans of different length.
• Steel box type beam with size 1300x1500mm
After thorough discussion at site, the Railways desired to adopt a single span of 70m • Total length of beam = 172m for one carriageway
so that the substructure and foundations fall outside the railway’s boundary.
• Total weight of steel of grade E250 procured = 450 tone
19.4 Huge deck width • Total fabrication done = 400 tone
Since this was an expressway, the deck of the bridge was very wide i.e. 20.65m (c/c of (b) Trestles and lateral bracing in temporary structures
truss = 21.5m) to accommodate the multiple lanes of expressway. Such a wide span
with trusses on Expressway is first of its kind ever constructed on National Highway • Total number of trestles foundation =15 nos
works in India and there was no expert available. Now after making the launching • The size of trestles column varies from 4600 x 4600mm to 2300 x 2300mm.
successful, Sh. S k Singh is one of the experts in the country. • Total linear length of trestle column =143m.
19.5 Change of structural arrangement • Total procurement of structural steel of grade E250 =700 tone.

During the bidding stage, the structure was with pre-stressed Concrete Girders
(I-section) and RCC solid slab which are very easy to design and construct. Since the
span arrangement was now changed to 70m, this type of structural arrangement was
not easy. During the checking process from Railways, it was directed by Railways to
restrict the maximum interaction ratio to 0.8 (min 20% margin) which further led to
redesign of the whole bridge.
19.6 Massive structure
As compared to small spans of 25m & 15m the new span of 70m entailed a huge
amount of construction work over a single span. The approximate amount of structural
steel used in this ROB is about 950 x 2 = 1900 MT of E 410 grade with 1,25,000 High
Strength Friction Grip (HSFG) bolts.
19.7 Launching scheme
• Total fabrication done=600 tone
19.8 Construction of ROB
(a) Construction of foundation for temporary trestles.
For temporary trestles the pile as well as open foundations were constructed. The
total number of open foundations were 13 which were of the size varied from
8000 x 9000 x 2500 mm to 9000 x 11000 x 2500 mm. The total quantity of concrete
used is 2100 cum and steel reinforcement of 120 tone. In addition, 2 nos. pile
foundations were executed. The depth of the pile was 20 mtr with diameter 1000
mm.

As per revised launching scheme, the truss was erected over temporary trestles on
either side of railways. This constituted - one half of super structure stationary and the
second half supported on rails with wheels. Then the second half with wheels was to
be pulled towards the stationary half and joined together to form the whole truss. After
joining and torqueing, the truss is to be taken on jacks to remove track with wheels
and supporting girders, trestles etc. The truss was to be lowered after removing the
temporary structures and was to be placed on bearings. This led to design of temporary
structures to support the new launching scheme. This construction process became
highly complex as the structure was now going to be built on either side of the live
railway track. It also included massive foundation work including pile foundation and

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 (b) Fabrication, assembly and erection of temporary trestles (d) Assembly and Erection of bottom chord, cross girders & stringers beam

The steel of grade E-250 was procured (700 ton) in a short time of 2-3 days. Sufficient There were 9 nos. of cross girders and 56 nos. of stringer beams requiring 10,000 bolts.
machinery such as Hydraulic cranes (2 nos) and Hydra crane (6 nos) were deployed to Sufficient manpower and machinery was deployed to complete this job.
complete this job of fabrication, assembly and erection of trestles in a scheduled time
of 30 days. To do this fabrication, assembly and erection work in a short time of 3-4
days, 250 skilled manpower was deployed.

(e) Assembly and Erection of truss panels (stationary side)

The panels were erected and assembled in three parts. The erection was done using
450t, 250t & 100t capacity hydraulic cranes. This required 20000 nos. HSFG bolts. Total
(c) Fabrication, assembly and Erection of runner beam over trestles manpower involved in this job was 45 on daily basis.
The steel of E250 grade (450 ton) was procured. To complete this job in a time bound
manner, the Hydraulic cranes of capacity 650 tonne (1 nos), 450 tone (1 nos), 125
tonne (2 nos) and Hydra crane (6 nos) were deployed.

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 (f ) Assembly and erection of top cross girders
There were total 7 no. top cross girders with 42 no. cross bracing. The Hydraulic cranes
of 450 t capacity and 100 tonne capacity were used and the job was completed in 3
days.
(g) Assembly and erection of bottom chord on moving side over rail & truss
The total length of bottom chord is 35m on each side which involves 8000 no. bolts.
Small hydra cranes (4 nos.), hydraulic cranes of 650 ton and 450t capacity were used
for the assembly and 30 no. manpower was engaged.
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(h) Pulling of truss
After Torqueing & readiness of moving side truss, the pulling was started. During trial
pull of truss, the pulling frame foundation was fixed at abutment A2 which failed due
to inadequate anchorage with concrete.
This became a huge task for restoring failure part. The new skilled team of Yamuna
bridge was shifted for making robust arrangement using high tensile macloy bars
fitted with steel frame around Abutment pier and hence it was restored perfectly
for even 100t pulling. The Design Consultant (M/s Vision Infra) was also engaged for
checking the adequacy of arrangement prior to start of pulling again.
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 (i) Joining moving part of truss with stationary part (k) Removal of runner beam during railway traffic block and non-Railway block

It was again challengeable due to excessive deflection in runner beam and sway The removal of runner bean was most challenging work involved in entire launching
action of truss panel during pull, resulting 55mm mismatch in bolting connection at scheme. This was due to limited space available after the erection of truss. It involved
meeting point of truss at bottom and 125mm at top chord. following steps:

Step-1
Here the runner beams were side shifted with help of Hydraulic jack & MS pins bar and
was hooked with 650 t capacity crane. Part of beam was cut and lowered over sleeper
near rail track & subsequently removed out of SOD with help of Hydra crane.

It was planned to apply additional pulling force with help of high tensile bar (macloy
bars) and four 100 ton capacity hydraulic jacks at site for safely completion of job. A
lot of bolting and drifting work was involved for making the joint perfectly in position.
The total time of 4 days was consumed in this operation.
Step-2
Now new team was assigned for removing runner beam where no access to crane
was available. The beams were side shifted with help of hydraulic jacks and wooden
sleeper placed in channel section fitted with shifting arrangement. The chain pully
of 20t capacity was used for lowering/removal of these beams. The entire task was
completed in record time of 3 days.

(j) Completion of truss torqueing

65000 nos of M24-HSFG bolts with washer were torqued as per specified RDSO
torqueing force. The 8000 nos of HSFG bolts were stolen at site and this has become a
huge task for procuring these items in such a short time. Again approximately 6 ton of
gusset plate of small size was again stolen at site but this was made available within 3
days from the AIML Plant at Rajpura (Punjab).

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 (l) Lowering of Truss   (m) Other Steps

It was planned with help of 4-jacks of 650 capacities with 100 strokes for lifting and The designed profile sheet was completed as per approved drawing and the slab was
4- jack of 300 t capacity with 300 strokes for lowering of truss. The total lowering was laid after the binding of Slab reinforcement bars.
planned in two stages.

Stage-1

Lowering of 1000mm was planned in this stage with keeping margin of 300mm for
placing of bearing on stool at permanent location.

Mean time it was assessed that above jack will take longer time for lowering due to
only 60-80 strokes. Hence, 4 additional jacks of 300t capacity with 300mm stroke were
placed for faster lowering work and it was completed safely in a record time of 12
hours.

The bearings were placed with stool at permanent locations and the balance 300 mm
of lowering completed.

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 Chapter

(n) Safety
All safety measures were adopted during the execution of the work. The temporary
20.1 General
work was as tedious as the permanent work as it was to be constructed over live railway
track to support the main truss. The safety measures taken for successful completion
of the project was also a huge task for completion of all the activities.
20
Bridge over River Yamuna on EPE
The Eastern Peripheral Expressway crosses river Yamuna at two places – one at km
12.600 in district Sonipat (Haryana) and second at km 102.600 in district Faridabad
(Haryana). The first bridge at km 12.600 is in Package-I allotted to M/s Sadbhav
Engineering Ltd. and the second bridge is in Package-V allotted to M/s Oriental
Construction Company. As part of project, detailed design & drawings of Bridges
over River Yamuna was carried out for which M/s Sadbhav Engineering Ltd. entrusted
the design consulting work to Consulting Engineers Group Ltd., Jaipur (CEG) & M/s
Oriental Engineering Co. to M/s Lea Associates.

20.2 Salient Features

S.No. Particulars Description

1st bridge 2nd bridge
1 Chainage 12+605 102.600
2 Name of River Yamuna River Yamuna River
3 Total length 600m 600m
4 Span Arrangement 10 x 60.0m 10 x 60.0m
5 Type of Foundation Well foundation Well foundation
6 Type of Substructure RCC Circular RCC Circular
7 Type of Bearing Spherical type Spherical type
8 Type of Superstructure Segmental PSC Box Girder Segmental PSC Box Girder
9 Type of Continuity Deck Continuity Deck Continuity
10 Type Wearing coat Bituminous Bituminous

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20.3 Type of Construction
i. Foundation, Pier & Abutment
RCC Circular type pier of 3.0m diameter and spill through type abutment (2
Column) was proposed and resting on well foundation. Abutment have been
design for scouring of bed. Sub-structure has been checked for each construction
stage and 1060t launcher weight.
ii. Superstructure
Segmental construction was adopted. Segmental PSC Box Girder having span of
60.0 m and width 20.65 m has been designed for proper loading. There are total
21 segments in one span. Superstructure was proposed to be launched by Plate
Girder launcher. Maximum weight of segment is 120 t and Launcher has been
designed to take load of 140 t. The weight of launcher was 1060 t. fabricated
with special steel of grade E 410. Continuity of 2 spans of deck were proposed
and implemented. Super-structure was also checked at each construction stage.
Two launchers were proposed and used (one for LHS and second for RHS) for fast
construction and completion of bridge before schedule time.
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20.4 Execution of work
The construction was started with well foundations. As there were 22 wells, so to
increase the speed, work was started on 2 wells and increased to 11 foundations.
The activities were so managed that two adjoining wells are ready so that the next
activity of well cap and pier can be started. The work was started round the clock.
The casting of segments was started in the casting yard. The fabrication work of
launcher was also started simultaneously after procuring the steel. The order was
placed for spherical bearings as the suppliers take 4 to 5 months’ time. All these
activities were started parallely to save the time and were regularly monitored.
During construction, it was felt that work cannot be executed within the time limit
with single launcher. So, it was thought to have 2nd launcher in Package-1. The
work was started parallely with two launchers. Even then, it was not coming in
time. So, the work was started in two spans with scaffolding. So, all the forces to
increase the speed were applied to complete the bridge in time.
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 Chapter

21
Learning from Failures
“A correct decision can
double the confidence
and a wrong decision can
double the experience”

21.1 Toppling of Girder of ROB near Palwal on EPE

One ROB was being constructed on EPE at km 133.648 (Railway Chainage 1474/15-17)
on Palwal-Mathura section pertaining to Northern Central Railway. Presently, there
are three railway tracks and a provision has been made for expansion of one line.
During launching of the girders on 26.12.2017, the girder toppled due to which the
work was stopped. There were certain lapses during the launching of girders.

Toppling of Girder Correct placing of Girders

Lapses in launching of girder Learnings

a) By Railways (i) Girder must be rested on wooden
blocks instead of placing directly
(i) The launching of girders was
on bearings.
directly allowed over the main
bearing plate instead of launching (ii) Adequate size of Adopter plate
on dummy bearings. to bottom flange may be used for
stability.
(ii) Reduction in block timings from
120 min to 65 min during launching. (iii) “A” frame should be provided at
site to give side support to the 1st
(iii) Deviation in launching sequence
girder.
of G9-G10-G8-G7 to G9-G8-G10-G7
onsite by Railways. (iv) Launching of two girders at a
time with cross bracing should be
preferred.

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 (iv) Deviation on bracing sequence (v) If launching of two girders at a time Hogging in Span Correct Placing
of from G9-10 to G9-G8 onsite by is not possible then use two cranes
Railways. for launching of 1st and 2nd girder
of both spans (LHS & RHS). The
(v) Second command given by
two cranes will hold the girders till
Railways during launching of
both girders are rested & braced
girders.
properly. One standby crane may
b) By Authority Engineer, Contractor, also be arranged.
NHAI:
(vi) Cordon off entire launching area
(i) They should have refused to work must be ensured.
under reduced block period with
(vii) There should be only unified
deviated work plan by Railways. Lapses in launching Learning
command to crane operators
during launching of girders. (i) Deviating from the approved (i) Deviation from design should not
design of launcher with the happen. In Civil Engineering the
(viii) Adequate traffic & power block
assumption that use of better structures are deliberately under-
must be ensured.
specification material will always reinforced to allow for ductile
(ix) Temporary arrangement drawing give better results. failures which can save lives.
or methodology for launching of Therefore, higher specification
(ii) The laborers were not adequately
girder must be followed. materials also should be utilized
sensitized to the safety and efficacy
with the same caution as under
21.2 Hogging in span of bridge on Yamuna river of revised methodology.
specification counterparts.
An 8 lane bridge was being constructed on river Yamuna on EPE. This bridge has (iii) During failure incidents, time
(ii) The actual ground workers should
10 spans of 60 mtr. each. Segmental PSC boxes were launched by plate girder constraints can dilute the
be given proper training and
launchers. During the stressing of 6th span, after stressing of about 27 strands, investigation zeal and cause the
sensitized to sound engineering
excessive hogging of the magnitude of 800 mm over normal was witnessed. The actual problems to be hurriedly
principle to keep them motivated.
concrete quality was tests and found good. Eventually, all the segments were swept under the carpet in favor of
replaced due to damage sustained. more convenient explanations. (iii) Contingencies should be factored
into the planning of works. It
The investigation brought out that RHS Launcher was made in parallel while is to be realized that ignoring
LHS launcher was still in use to save time in completion of RHS bridge. However, or superficially addressing the
instead of 10 mm steel plate as per approved design, 12 mm steel plate was used problems will only potentially
in launcher due to lack of 10 mm plates at site, it was assumed that use of higher delay the project as the same could
specification material would impart more strength and consequently would serve resurface at a later stage to cause
the purpose better. But, this made the launcher stiff and it did not deflect enough greater damage.
under load of segments to allow counterbalancing of pre-stressing load with the
weight of span resulting in excessive hogging of span.

The methodology was reworked by the Authority Engineer/Designers and it was

decided to release the launcher after stressing of 23 cables. This was implemented
and no problem was witnessed in subsequent spans.

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 DELHI MEERUT
EXPRESSWAY
(Package-I)

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22
Introduction
Background
1. NHAI has taken up the development of Delhi-Meerut Expressway (DME) under phase
VI of National Highways Development Project (NHDP). Presently, there is only one
route i.e. old NH-58 between Delhi and Meerut on which the traffic remains jammed
at several places, thus causing a lot of inconvenience to the traffic plying between
Delhi and Meerut. Considering the high volume of traffic and need for connectivity
for Meerut & beyond, there was an urgent need for an expressway for the unhindered
fast and safe travel from Delhi to Meerut and vice versa.

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1.1 Alignment & Map 1.2 Allotment of work

The entire project has been divided into four packages i.e. Package I, II & III of Delhi Meerut Expressway were approved on hybrid annuity
mode which allows financial closure time of 150 days from date of agreement.
Package No. Description of Packages Package IV has been approved on EPC Mode. The details of packages are as under:-
I Nizamuddin Bridge to UP Border (Km 0.000 to Km 8.360) 6 lane
Package Name of Awarded / Date of Appointed Scheduled
Expressway & 4+4 lane Highway Contractor Estimated signing of Date completion
Cost (Cr.) Agreement
II UP Border to Dasna (Km 8.360 to Km 27.740 = 19.28 km) 6 lane Pkg I (Km 0.000 M/s Welspun 841.50 04.03.2016 28.11.2016 26.05.2019
Expressway & 4+4 lane Highway to Km 8.360) Enterprises Ltd.
Pkg II (Km 8.360 M/s ApcoInfratech 1989 17.04.2017 06.11.2017 04.05.2020
III Dasna to Hapur (Km 27.740 to Km 49.346 = 22.27 km) 6 laning of to Km 27.740) Pvt. Ltd. & M/s
NH-24 with 2 lane Service Road on either side Chetak Enterprises
Ltd. (consortium)
IV New Alignment of Delhi Meerut Expressway from Dasna to Pkg III (Km M/s ApcoInfratech 1057.60 04.03.2016 19.12.2016 16.06.2019
Meerut (27.740 to 59.983 = 31.78 km) - 6 lane Expressway 27.740 to Km Pvt. Ltd. & M/s
49.346) Chetak Enterprises
Ltd. (consortium)
Pkg IV (New GR Infra 1087.07 11.01.2018 27.02.2018 540th
Greenfield, day from
27.740 to Appointed
59.983) Date

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23
Delhi-Meerut Expressway (Package-I)
The Package-I of this Expressway has been completed in a record time of 500 days
against 910 days. The expressway starts from outer ring road of Delhi (Nizamuddin
bridge) & goes upto Delhi-UP Border.
2.1 14-lane highway
It is first 14 lane highway of the country which has 6 lane expressway in its centre
& 4 lane highway on its each side. Two cycle tracks (one on each side) of 2.5 meter
wide have also been constructed along with foot paths.
2.2 Salient Features
(a) The salient features of the project are as under :

Sl. No. Element Package I

1 Length (Km) 8.716
2 Lanes 6 lane Expressway with
4+4 lane Highway
3 Cycle Tracks (Km) 8.716
4 Flyovers/Interchanges (Nos.) 4
5 Major Bridges (Nos.) 1
6 Minor Bridges (Nos.) 2
7 Vehicular Underpasses (Nos.) 3
8 Pedestrian Underpasses (Nos.) 7
9 Cycle tracks 2
10 Footpath 2
* Package I has been completed & others are in progress.
The entry to this Expressway is at Start point and near Common Wealth Games
(CWG) village with exit at Akshardham and Ghazipur. It has 4-lane Flyover from Sarai
Kale Khan side to Yamuna Bridge and ITO to make the start point signal free. Three
Existing Flyovers at CWG village, Ghazipur Crossing and Vegetable & Freight Complex
(commonly known as Murga Mandi) have been widened and one new flyover at UP
border has been constructed. Four Vehicular Underpasses (14-lane) at Mother Dairy,
Patparganj, Mayur Vihar Phase II and Khichripur have been construction. A cycle track
with foot path has been construction on both the sides in the entire length. Four Foot
Over Bridges (FOBs) at Akshardham, Pandav Nagar, IP Extension Park and Ghazipur
have also been constructed.
2.3 Rehabilitation & Relocation
While executing this project, the following rehabilitation and relocation packages
were done.
(i) 495 slums were rehabilitated at a cost of Rs. 97 crorer.
(ii) 99 structures of 169 families at Pandav Nagar (C, E & F block) & Samaspur Jagir
Village were removed after providing a special relocation package of Rs. 43 crores.

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24
Yamuna Bridge on Delhi-Meerut Expressway

3.1 The existing bridge on this highway is already 8-lane, but a 16-lane bridge has been
constructed by adding 4-lane bridge on each side. It was the biggest challenge to
complete the project in a record time.

3.2 These newly bridges are having a clear distance of 5.0 m from the existing bridges.
A vertical clearance of 5.0 m has been kept for the new bridges to meet out the
navigational requirements of Inland Waterways Authority of India (IWAI) which
has also been consented by them on 24.11.2016.

3.3 The length of the bridge is 552 m. The span arrangement of these bridges has been
kept as the same as that of the existing bridges i.e. 13 Nos. of Spans of 42.4 m each.
The new bridges are having pile foundation with circular piers of 2.7 m diameter
and well foundation at abutments having 8.00 m diameter. The deck slab is 20.5
m wide.

3.4 Methodology adopted for fast completion of bridge work

(a) As per schedule, this project including bridge on river Yamuna was to be completed
in 910 days, whereas this has been completed in 500 days. The constructions of
two 4 lane Yamuna Bridges have been completed by adopting the construction
methodology as under :

(i) The well foundations were taken only on the abutments and pile foundations were
adopted on all the pier sites to save the time.
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 (ii) The construction of all 4 nos. of well foundations for abutments was started
simultaneously.

(iii) The vibro hammers were used for fast driving of liners for the pile foundations.

(iv) Additional rig machines were deployed for boring of pile foundations.

(v) Dewatering was done for construction of pile cap by using high capacity
dewatering pumps.

(vi) Piers were casted in a single lift by use of specially designed shuttering and truck
mounted concrete boom pumps.

(vii) Additional beds were prepared for casting of pre-stressing girders (by post
tensioning and pre tensioning methods).

(viii) Additional manpower and machinery including extra cranes were deployed for
placement of girders on the pier cap.

(ix) The specially designed shuttering was used for casting of deck slab.

(x) Coffer dams were constructed in the Yamuna river for the construction of this
Bridge

(xi) The construction work was taken round the clock in three shifts.

3.5
Beautification of Yamuna bridges
(b)
Materials & Plants
3.5.1 Vertical Gardens
The vertical gardens only require the three materials such as – Planters, Drip
(a) General
Irrigation System and Plants. Due to its sleek design it covers only 8-9 inch of depth
The land width (ROW) of this expressway is 90 m. As this highway has been space from the wall including plants.
developed as a 14 lane highway with cycle track & footpath on each side, so no
(c)
Type of plants
horizontal space is available for plantation. Vertical gardens is an alternative, where
we don’t have horizontal space. It is an European concept invented by Mr. Patric The selection of plants depends on various factors like - Indoor or Outdoor, the
Blanc. Vertical gardens are panels of plants grown vertically on structures so as to direction of that wall, climate of the city, availability of direct sunlight, micro climatic
make efficient use of the existing space. Vertical gardens have been developed conditions, maintenance access, all seasons plant and natural air or not.
along the entire Yamuna Bridge length in all the four spans. It is a unique feature
which has been added to beautify this bridge.

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 The various types of plants recommended by the Architect (Shri Amit Ghosal, M/s Red Grass
Livin Systems Consultants) for use in vertical gardens are as under :
The Red Grass is resistant to fire and is a
Spider plants warm seasoned perennial grass that has
green or reddish leaves.
These have lots of rich foliage and
tiny white flowers. The spider plant
battles benzene, formaldehyde, carbon
monoxide and xylene. Spider plants are
easy to re-grow.

Plantation

A compensatory afforestation for 40000 trees at Tuglakabad Bio Diversity Park at a

Jade Plant cost of Rs. 25 crore was done through Delhi Development Authority (DDA) and 1228
trees were also transplanted.
Scientific name of this plant is Crassula
Ovata. It is called a friendship tree, lucky 3.5.2 Solar Power
plant or money tree. The care of this plant Solar power plant of about 2 Megawatt capacity has been constructed in which
is easy and simple. They need full sun in the Solar Power Panels have been installed on the especially designed railings
order to grow properly. provided at Yamuna Bridge
of this expressway. The solar
power generated from these
solar panels will be used for the
street lights at Yamuna Bridge
and other length.

Buddleia plant 3.5.3 Drip Irrigation

Buddleia are drought tolerant and can
be grown without much supplemental
watering once established. During
extended periods of dry weather they
should receive a thorough watering once
every couple of weeks.
Drip irrigation system has
been used on this expressway
as it uses the water very
economically and it is very
easy for maintenance. Drips
Irrigation System is proposed
with 16mm LLDP pipe, Drippers.
Automatic timers have been
used to optimize water supply
as per seasonal requirements.
The fertiliser will also be fed to the plants through drip irrigation.

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3.5.4 Fancy lights 3.5.5 Art work, fountains and sculpture work

Fancy lights have been provided at Yamuna Bridges for beautification during The approaches of the Yamuna bridge and the other parts of this expressway
night time. The foot over bridges have been beautifully enlightened to make the have been beautifully developed with various features such as Art work on the
journey more pleasant. The fly over near Akshardham has also been beautified structures, fountains, sculpture work in addition to the landscaping.
with special beams of lights.

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25
Elevated Road at Pilakua – An Innovative Approach
(to Reduce Construction Time)

4.1 Abstract

Government of India has entrusted the construction of National Highways/Expressways

National Highway Authority of India (NHAI). One of the impediments in the fast
progress of road infrastructure is acquisition of land & related regulatory hurdles.
Many projects of NHAI are delayed on account of such factors. In urban areas there is
a restriction of the available width to widen the road horizontally, hence in such areas
the better option is to go for elevated grade separators, where both surface level as
well as elevated road can be fully utilised for traffic movement. This eliminates cost
of land acquisition and results in overall reduction in the cost of the project and also
helps in segregating the local and fast moving highway traffic. Construction of such
elevated structures poses many challenges due to restricted work space. Keeping in
mind “Every Day Counts”, an aim to shorten the overall project delivery time, enhance
safety, and protect the environment both on and around construction projects
was the pivot of the project. Using innovative planning, design, and construction
methods, construction techniques were improvised in Dasna Hapur Road Project of

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 surface level is kept outside the flyover width, however in recent times there has been
a marked shift in the planning of these structures with single pier in the centre. This
allows the wider surface level road. The in situ construction of such roads in habitation
areas poses many difficulties both for the construction managers and for habitats.

4.3 Introduction

An innovative planning, design, and construction methods, were evolved in

construction of viaduct in Dasna Hapur Road Project of NH 24 (part-III of Delhi
Meerut Express Highway), in Pilakhuwa township of District Hapur, India. The six lane
elevated highway (25.65 m width), was to be constructed in 32 m wide restricted
width, with both side dense shopping habitation, for a length of 4.680 Km. A module
of continuous integrated span totalling to 90m (module of 3 x 30 m) has intermediate
piers monolithic with the deck which is made to rest on free bearing only on expansion
joints. The foundation pile cap required to support the elevated viaduct structure is of
7.3 x 7.3 m, accommodating 8 piles of 1000 mm dia., at every 30 m centre to centre.
The size of pier is 1.6 x 6 m, with a pier cap of 22.8 m long. The top deck slab of 25.65
m is having a base of seven no. I-shaped PSC girders, stationed on the pier cap.

The area and road network were studied and found that there are neither service
roads nor alternative routes where traffic can be diverted. Since there was no option,
the 25.65 m wide deck construction has to be taken up with traffic plying in market

NH 24 (part-III of Delhi Meerut Express Highway), in Pilakua township of district Hapur,

India. It reduced onsite construction time. Some of the considerations to accelerate
the construction are:

• Reducing Construction time by selection of Materials, Technology & sequence of

operations

• Improved work zone safety

• Minimizing traffic disruption during construction of structres

• Maintaining and/or improving construction quality

• Reducing the costs and environmental impacts.

4.2 Preamble

Rapid urbanization is demanding for more urban space and finding out new and
innovative techniques for elevated highways in transport planning and development
with two tier of traffic movement. Construction of long elevated transport corridors
in urban areas has its own challenges and constraints. The superstructure in old times
used to be supported on twin/multiple piers, covering the major part underneath, and

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 place for a length of 4680 m, with a restricted width of 32 m. The construction scheme
was very difficult with present day in situ working. The designers made an innovative
scheme looking to the traffic congestion, and was decided that maximum off site
activities shall be promoted such as, precast pre-stressed I-girders (28.1 m x 1.9 m
high) in casting yard, precast pier caps in two parts 7.6 m each (cantilever length of
8.4 m). Section sizes were selected for ease of construction, handling and erection
(mostly weight governed). The segmental construction was ruled out, for huge setup
and transportation & erection of wide & heavy segments in restricted carriage way in
existing busy market road. The scheme was discussed at large with various preliminary
options studies with various possible structural solutions, with all stakeholders; the
most optimal working solution was arrived.

It has been seen that achieving dramatic reductions in highway construction project
times requires a broader, more comprehensive approach to the problem than looking
for marginal improvements in existing techniques. Re-conceptualization of the
problem during the planning phase, might lead to alternative designs or approaches
to construction that could yield greater benefits in terms of reduced delay and
disruption.

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 The key construction activities are as under:

a. Casting of precast pre-tensioned girders,

b. Casting of precast post-stressed pier caps,
c. Drilling for piles,
d. Fabrication of cages,
e. Casting of piles,
f. Casting of pile caps,
g. Casting of piers,
h. Stitching & cast in situ pier cap in flange over pier,
i. Stitching & casting of precast pier cap in web portion,
j. Post stressing three stage of pier caps,
k. Erection of Girders by gantries,
l. Erection of precast pier cap by gantries,
m. Girder stitching with pier cap,
n. Casting of Deck slab, and
o. Finishing.

All the above mentioned activities are in series/subsequent but by selecting two major
4.4 Construction Methodology: activities as precast activities (I-Girders & Pier caps), the activities are operational on
parallel basis. By these two precast activities the working width on actual road reduced
The viaduct part of the project involved construction of 1097 precast pre-stressed
I-girders of 1.9 m high, 310 precast post-stressed pier caps 7.6 m x 3.0 m, 1148 piles
(cast in situ) of 1000 mm x 24 m deep, pile cap (cast in situ) 157 nos 7.3 m x 7.3 m,
piers (cast in situ) 157 nos 1.6 m x 6 m (i/c abutment), deck slab (cast in situ) 156 nos x
30 m x 25.65 m, 120042 sqm, pot bearing 416 & 104 guided bearing, single strip seal
expansion joint 53 nos.

The structural scheme developed mainly considered maximum off site activities, and
assembling it in-place. The approximate weights of each precast segment of I-girder
were 55 T, and pier cap of 45 T. It was decided to construct girder ‘precast casting yard’
of 12000 sqm, having 12 bed, for 3 girders casting at a time at one bed. The expected
production is 108 girders per month and staking capacity of 220 nos. It was arrived
at that in case of reduction of cycle time the girder production can be increased to
180 nos. per month, by using early setting admixture or application of steam curing.
Accordingly 4 no boilers (600 kg) were also commissioned for steam/hot water curing.
The precast pier cap casting unit was also developed with 25 beds, for a production
cycle of 25 nos per month. A steel cutting bending & binding automatic yard was
conceived 50 m x 18 m, accommodating a shear line, a bend line, a straightening
machine, three automatic stirrup benders, spiral etc,

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 to 8.5 m in the road centre, with free flowing traffic on either side. The construction
atrocities to the neighbourhood were minimal and there was no critical objection by
the commuters and the market stakeholders. The erection of precast I-girders and
pier caps are been done with the help of gantries (tracks at 30 m centre to centre)
insted of crane launching, thereby reducing the stoppage of traffic.

4.5 Conclusion:

Adoption of innovative technologies shortens project time, primarily by overlapping

the design and construction phases so that concurrent activity is possible. The overall
project schedule is construction-driven, with construction sequencing driving the
production of engineering information packages that support construction activities.
An additional benefit of the design-build approach is single-source responsibility for
design and construction, which can result in consolidated risk management, quick
decisions and fewer change orders.

The innovative construction technologies, such as those using large amounts of

off-site pre-casting and those employing advanced high-strength, helps to shorten
project times. Risks associated with highway construction projects adds to project
costs and cause schedule delays if not explicitly addressed by both the Contractor
and the Authority. Recognition and better understanding of project risks, controls the
risks, and the costs of risks could lead to early and improved risk mitigation.

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