INDUSTRIAL TRAINING REPORT

6 LANING OF THE NH1 FROM PANIPAT TO JALANDHAR

SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENT FOR THE AWARD OF THE DEGREE OF

BACHELOR OF TECHNOLOGY(Civil Engineering)AT

SOMA-ISOLUX
SUBMITTED BY

YAMAN 0909061

SESSION 2011-2012 Department of Civil Engineering

D.C.R UNIVERSITY OF SCIENCE & TECHNOLOGY

ACKNOWLEDGEMENTS
This report is an overview of the methods and techniques employed by the Soma isolux to carry out the construction of the 6 laning of the NH1 Project. Before beginning the project report I would like to thank those without whose support and help this work would not have been possible. I am highly grateful to Mr.Pramod kumar, Project Manager for providing me with this opportunity to experience and learn some construction methods being employed in this project. The constant guidance and support received from Mr.M.L.Sharma and Mr.Anjani Kumar has been of great help in carrying out the present work and is acknowledged with reverential thanks. I also acknowledge my earnest regards to the staff at Soma-isolux for their unstinted support, patience, valuable suggestion, intellectual inferences and timely assistance offered during my training period. And last but not the least I would like to devote my sincere gratitude to my university for incorporating industrial training as a part of the learning process. Yaman 0909061 B.Tech(Civil Engineering) DCRUST, Murthal

CONTENTSS.NO

PARTICULARS

Certificate Aknowledgement Contents (1)- Project overview (2)- Pavement crust details (3)-Subgrade Scope,materials and testing (4)-Granular sub base Scope,materials and requirements (5)-WMM Scope,materials and requirements (6)-DBM Scope,materials and requirements (7)-BC Scope,materials and requirements (8)- HM Plant (9) WMM Plant (10) Batching Plant (11) RE Wall Expansion Joint (12) Bridge Bearings (13) Concrete Girder (14) Construction Machinery (15) Reasons of delayment of project

PROJECT OVERVIEWNational Highway 1 PanipatJalandhar Toll Road Project

On October 23, 2008, the board of Asian Development Bank (ADB) was presented a proposal to approve a loan of $ 240 million for National Highway 1 PanipatJalandhar Toll Road Project. This Project would help address the problem of capacity shortage in the road sector in India and is important from the point of socio-economic development and economic growth of the country. The President of ADB, Mr Haruhiko Kuroda, was confident that the proposed loan would serve ADB's strategy of poverty reduction through infrastructure-led growth. The proposed highway runs through the so called "bread basket" of India. It is part of the historical Grand Trunk road which runs from Sonargaon in Bangladesh to Peshawar in Pakistan. The road was upgraded to four lanes in the past decade and is now being expanded to six lanes due to rapid growth in traffic and increasing congestion. There was little debate on the merits of loan as it satisfied all the existing criteria of ADB. The loan was consistent with ADB's private sector development strategy, country strategy, sector strategy and the long term strategy of infrastructure development through increased private sector participation. The proposed ADB financial assistance would be catalytic, allowing the Project to raise long-term debt financing.

1.1 Introduction to Indian Roadways

Roads are considered to be one of the most cost effective and preferred modes of transportation. Roads are critical for country's overall socio-economic development. An efficient and well-established road network is inevitable for promoting trade and commerce as well as meeting the needs of a sound transportation system in the country. Road transport accounts for about 65 per cent of freight (in ton-km) and 86.7 per cent of passenger traffic (in passenger-km) in India. India has one of the largest road networks in the world with a total road length of 3.34 million kilometres. Indian road network consists of expressways, national highways, state highways, district roads and village roads. The number of vehicles has been growing at an average rate of 10.16 per cent per annum over the five years (2003-2008). The share of road in total traffic has grown from 13.8 per cent of freight traffic and 15.4 per cent of passenger traffic in 1950-51 to an estimated 65 per cent of freight traffic and 86.7 per cent of passenger traffic by the end of 2004-05. This rapid growth in traffic has led to deterioration of road

infrastructure, traffic congestion and increase in the cost of transportation. Therefore the road infrastructure needs to be improved for better energy efficiency, lesser pollution and enhanced road safety. The Indian economy has been one of the fastest growing economies in the world. To sustain this growth, there is a need to improve and expand the road infrastructure.

1.2 Indian Road Network

India has the second largest road network in the world. Indian roads can be broadly classified in four categories as shown in the table below. Table 1: Indian Roads Classification 1 National 66754 km Highways/Express ways 2 State Highways 128000 km 3 Major and other 470000 km District Roads 4 Rural Roads 2650000 km National Highways constitute only about 2 per cent of the road network and it carries 40 per cent of the total road traffic. National Highways further classified depending upon the carriageway width of the Highway. Generally, a lane has a width of 3.75 metres in case of single lane and 3.5 metres per lane in case of multi lane National Highways.

2.1 National Highways Authority of India (NHAI)

The National Highways Authority of India was constituted by the National Highways Authority of India Act, 1988. NHAI is responsible for the development, maintenance and management of National Highways entrusted to it. NHAI became operational in February, 1995. NHAI is currently managing around 14,162 km of national highways. The first and the foremost task mandated to the NHAI is the implementation of National Highway Development Project (NHDP).

3.1 The Project: NH-1 PanipatJalandhar Toll Road Project

The NH-1 PanipatJalandhar Toll Road Project is the largest among the NHDP phase V projects. The project consists of six-laning of 291 km of the existing four lane NH1 road from Panipat (96 km) to Jalandhar (387 km). It is one of the first projects to be based on DBFO pattern. In the traditional BOT model input and output parameters are defined. But in DBFO model, only output parameters are defined. The developer is responsible for the design, engineering, construction, development, finance, operation and maintenance of the road. The project also consists of building flyovers, overpasses and underpasses on all existing intersections to allow continuous flow of traffic. After financial closure the concessionaire will be allowed to collect tolls for 15 years. After that the road will be transferred back to the NHAI. In this project, the revenue sharing model is being used for the first time in a BOT model. In the traditional BOT model, the bid winning criteria is annuity or up-front lump sum payment to NHAI. However, in this project the bid winning criteria is the percentage of revenue the bidder will share with the NHAI. Exhibit-2: NH-1 Panipat

Jalandhar Toll Road Project 10

The NH-1 is used by a large number of vehicles owners heading to Delhi, Haryana, Punjab, Himachal Pradesh and Jammu and Kashmir. The Road is also part of ambitious North-South Corridor of Natioanal Highways. This road passes through various agricultural and industrial hubs of Northern India like Jalandhar, Ludhiana, Gobindgarh, Ambala, and Karnal. The road also connects various pilgrim centers like Sirhind, Fatehgarh Sahib, Amaranth, and Vaishnodevi. It also connects the popular tourist destinations like Simla and Kashmir.

4.1 Structuring the project company The project sponsors created a separate project company Soma Isolux NH One Toll Way Private Limited (termed as Soma Isolux in short) to obtain financing and manage the operations of the project. The Indian sponsor, Soma Enterprise, joined hands with Isolux Corsan group, a Spanish firm, to form the special purpose vehicle. Isolux Corsan Concesiones and Corsan-Corviam Construccion are two separate companies of the Isolux Corsan group which have joined the project company as sponsors. The equity ownership of the sponsors comprises of Isolux Corsan Concesiones (51%), Corsan-Corviam Construccion (10%) and Soma Enterprise (39%). Exhibit-3 explains the corporate structure of the project company.

4.2 Soma Enterprise Ltd. Soma Enterprise Ltd. is one of the fastest growing infrastructure companies of India. The company has focussed its operation on construction and development of core infrastructure projects in the transportation, hydel power and water resource sectors. It has recently diversified into urban infrastructure projects including commercial and residential real estate. Soma recorded a turnover of Rs.17.44 billion in 2007-08 and is currently executing projects worth Rs.110 billion. Soma is actively pursuing 'Public Private Partnerships' (PPPs) mode for construction and operation of infrastructure services in India. Some of the key projects taken up by Soma through PPP are 11

1. Bangalore Elevated Expressway: Construction of Elevated Highway Project on Bangalore - Hosur Section of NH-7 from Silk Board Junction to Electronic City Junction on BOT basis at a total cost of Rs. 7760 Million. 2. Sissiri Multi Purpose Project (Arunachal Pradesh): It will consist of a 204 m high concrete dam and a power house having 3 units of 74 MW on BOT Basis. 3. Development of Commercial Zone at Musheerabad, Hyderabad for Andhra Pradesh State Road Transport Corporation on BOT Basis. 4. Development of an Integrated Textile Special Economic Zone at Kagal, Kolhapur for Maharashtra Industrial Development Corporation, Govt. of Maharashtra on BOT Basis. 5. Development of Commercial Centre at Bhains Than, Ramsagar Para Ward, Raipur for Raipur Municipal Corporation. Soma, a typical civil engineering and construction firm, plans to branch out into BOT business. This project would give Soma the opportunity to consolidate its position in the infrastructure space in India. Soma is keen to take up large infrastructure projects either on its own or as part of a consortium. Soma has received the ISO 9001 certification for design, planning, construction, and project management for infrastructure and turnkey projects.

4.3 Isolux Corsan Isolux Corsan is one of the largest Spanish companies in the sector of engineering, construction, concessions, services and real estate promotions. In addition to its strong presence in Spain, the group has a strong international presence extending to more than 30 countries in five continents. Corsan-Corviam Construccion is the construction arm and Isolux Corsan Concesiones is the concession arm of the company. Isolux Corsan sees India as one of its key future markets and has built up its India office for a long-term position in the market. Isolux Corsan has also formed a long-term joint-venture relationship with Soma, and plans to implement many projects jointly in India. The MadridToledo Toll Highway AP-41 (Spain), MonterreySaltillo Toll Highway (Mexico), A-4 Expressway MadridOcaa

(Spain) and PeroteBanderilla Toll Highway (Mexico) are a few of its prominent road projects. 5.1 The Financing of the project Company The project is one of the first road projects of India to use DBFO structure on a revenue-sharing basis to build roads. Hence, successful implementation of this project would encourage other projects to follow this model. The project would be financed with a mix of debt and equity capital with debt part covering 75% of the project cost. The total project cost has been estimated to be Rs 5000 crore. Exhibit4 gives the various sources of fund. Exhibit-4: Sources of Funds Sources of Funds:

Equity Amount 1. Isolux Corsan Concesiones Rs 637.5 crore 2. Soma Enterprise Rs 487.5 crore 3. Corsan-Corviam Construccion Rs 125 crore Debt 1. SBI* Rs 2790 crore 2. ADB A loan $ 100 million 3. ADB B loan $ 140 million 6.1 Traffic projections The Project, when completed, will relieve congestion in 114 intersections at different points on the road through overpasses and vehicular underpasses. The project will also create two additional lanes which will expand the capacity of the

highway. This will result in faster traffic flow and creation of additional traffic. Surveys were conducted to determine the current level of traffic on the highway. There are three toll plazas on the project corridor at Karnal (km 132), Shambhu (km 212), Doraha (km 296). Future traffic levels will depend on expected population growth, per capita income growth and the growth of net state domestic products. Tollable traffic and Non-tollable traffic (exempted) at the existing three toll plazas are presented in the Exhibit-5 (a) to (c). The technical specifications of the project road are mentioned in Exhibit-8. The various vehicle types having different size and characteristics have been converted into passenger car equivalents. Passenger car unit (PCU*) values are presented in table-5. Table 5: Passenger Car Units corresponding to Vehicle Type Vehicle Type Car Mini Bus Standard Bus LCV PCU 1.0 1.5 3.0 1.5 Vehicle Type Auto Rickshaw Van/Tempo Agricultural Tractor Agricultural Tractor & Trailer Animal Drawn Cycle Cycle Rickshaw Others PCU 1.0 1.0 1.5 4.5

2 Axle Truck 3 Axle Truck MAV Two Wheeler

3.0 3.0 4.5 0.5

6.0 0.5 2.0 4.5

FLEXIBLE PAVEMENT AND HIGHWAY CRUST DETAILSThe National Highway 1 has flexible pavement consisting of1-SUBGRADE having thickness 500mm 2-GRANULAR SUB BASE having thickness 200mm 3-WET MIX MACADAM having thickness 250mm 4-DENSE BITUMEN MACADAM having thickness 150mm 45-BITUMINOUS CONCRETE having thickness 40mm.