Jaypee University of Engineering and Technology Guna (M.P.

) A Project Report On MUMBAI PUNE EXPRESSWAY

Submitted To:
Mr. Krishna Murari Senior Lecturer Department Of Civil Engineering

Submitted By:
Parag Agrawal Er No.-091537 Civil (D2)

MUMBAI PUNE EXPRESSWAY

INTRODUCTION:
The Mumbai Pune Expressway officially the YashwantraoChavanExpressway is India's first six-lane concrete, high-speed, access controlled tolled expressway. It spans a distance of 93 km (58 mi) connecting Mumbai, the administrative capital of Maharashtra and the financial capital of India, with Pune, an industrial and educational hub. This expressway introduced new levels of speed and safety in automobile transportation to Indian roads. The expressway has reduced the travel time between the cities of Mumbai and Pune to approximately two hours. For most practical purposes, it has replaced the older Mumbai-Pune stretch of the Mumbai-Chennai National Highway (NH 4), which had become extremely congested and accident-prone over time. The expressway starts at Kalamboli (near Panvel) and ends at Dehu Road. (near Pune). It cleaves through the scenic Sahyadri mountain ranges via passes and tunnels. It has five interchanges Kon (Shedung), Chowk, Khalapur, Kusgaon and Talegaon. The expressway has two carriageways with three concrete lanes each separated by a central divider and a tarmac or concrete shoulder on either side. Vehicles with fewer than four wheels and agricultural tractors are not permitted, although tractor-trailers (semi-trailer rigs are permitted). The expressway handles about 30,000 PCUs daily, and is designed to handle up to 1,000,000 PCUs.

EXPRESSWAY MAP LENGTH: 93 KM(58 MILES) FROM: TO: STATE: KALAMBOLI(NEAR PANVEL) DEHU ROAD (NEAR PUNE) MAHARASHTRA

HISTORY:
In 1990, the Government of Maharashtra appointed RITES and Scott Wilson Kirkpatrick of United Kingdom to carry out feasibility studies for the new expressway to be operated on toll basis.. The Government of Maharashtra entrusted the work of the construction of MumbaiPune expressway to MSRDC in March 1997 on Build-Operate-Transfer basis with permission to collect toll for 30 years. The environmental clearance from the Ministry of Environment and Forests, Government of India was received on October 13, 1997. The Forest Clearance was received on November 11, 1997. The tender notice was published in leading newspapers all over India and also on the Internet. Due to wide publicity, 133 tenders were sold and on December 18, 1997, 55 tenders were received. After technical and financial evaluation, tenders were accepted and work orders were given on January 1, 1998 to four contractors. Thereafter tenders for widening of Khandala and Lonavala-Khandalabypass works were invited. The tenders were received on August 24, 1998 and orders were issued on September 4, 1998.

A scenic view of expressway monsoon.

ESTIMATED COST OF THE PROJECT:

RITES submitted their report in 1994 with the estimated cost of project at (US$232.41 million). 1,146 crore

RITES Limited is an engineering consultancy company, specializing in the field of transport infrastructure. Established in 1974 by the Government of India, RITES has since diversified into planning and consulting services for infrastructure including railwayss,airports, ports, highways and urban planning.

ACTUAL COST AND DURATION OF THE PROJECT

The expressway cost 1,630 crore (US$330.56 million) to construct. The first sections opened in 2000, and the entire route was completed, opened to traffic and made fully operational from April 2002.

Expressway as seen in night from khandala

SAFETY:
The Expressway has witnessed a large number of accidents, attributed to human errors and the large volume of traffic. In 10 years there were 1758 accidents, with more than 400 fatalities. Sporadic instances of robbery have also been reported in the highway.The entire length of expressway has a single layer of barbed wire fencing to keep out stray cattle.

TUNNELS:
It has five illuminated, ventilated tunnels totalling 5,724 metres. These tunnels were built by the Konkan Railway Corporation Ltd. These are:
Bhatan, Madap, Adoshi, khandala, Kamshet 1 , kamshet 2.

Entrance of madap tunnel.

Near tunnel Kamshet2 .

CONSTRUCTION EQUIPMENTS:
Modern machinery used in the project includes high capacity cone crushers, sandmanufacturing machines, computer controlled automated batching plants and laser guided slipform pavers. This level of quality and speed would be impossible without automation. Equipment costing Rs 300 crore was purchased for achieving this fast track construction.

Sections wise details and name of contractors involved in the project:

Section Length, km 13.232 Estimated cost Rscrore 127.33 Tender amount Rscrore 136.82 Name of contractor IJM/SCL joint venture Hindustan Constructi on Co, Mumb ai Larsen & Toubro Ltd, Chennai jog Engineerin g Ltd, Pune

Section A (Kon to Chowk) Section B (Chowk to Adoshi)

16.629

195.05

194.00

Section C (Kusgaon to Ozarde) Section D (Ozarde to Dehu Road) Ghat

22.995

177.46

163.56

16.150

132.70

133.47

Section Package I: Adoshi to long tunnel

7.130

86.46

93.15

Package II: Long tunnel to Lonavla bypass Panvel bypass Package I: 0/0 to 8/200 Package II: 8/200 to 9/750 Tunnel work 5 twin tunnels Other expenses: Toll plaza, building, fencing, sign boards, technical consultant

8.280

108.96

104.35

Shapoorji Pallonji& Co, with Lighten Asai joint venture Larsen & Toubro Ltd, Chennai PBA-PCEC (joint venture), Mumbai M Venkat Rao, Visakhapa tnam Konkan Railway Corporatio n Ltd

8.200

108.00

88.89

1.550

64.50

49.99

5.724

200.00

200.00

324.00

Special features of construction :

The Mumbai-Pune expressway has several special construction features, which are briefly elaborated below. Under each contract, the total length assigned to a contractor was 16 to 20 km, which can be conveniently managed by him. Each section has got independent number of access and each side is accessible by adjoining roads. Several quarries were available within the stretch and the averagelead works out to 3 to 4 km, which indirectly reduces the burden on the contractor. Useful materials available from cutting like stone, the contractor without any extra charges/cost can use murum, etc. All the structures on expressway are simple in nature, except viaducts in Section B having height of 20 m and above. Shortage of construction material including cement was not anticipated.

 The total formation width is about 45 m, and as such sufficient workspace is available to the contractor for deploying large number of construction equipment. Most of the work to be done using heavy machinery considering work volume and time limit.

Special features of the contract:

The contract was based on the FIDIC format, which is generally adopted on international contracts of World Bank-aided projects. The FIDIC format has been modified to suit the special requirements of this project. Some of the important provisions in the contract are highlighted below. As a measure to cover financial risks of the contractors, the contract provided for payment of price variation as per a pre-determined formula linked to various price-related indices. As a further measure of risk coverage, the contract provides for full reimbursement of customs duty paid by the contractor for importing construction machinery necessary for the work. The contracts have a provision for payment of bonus to the contractors for early completion at the rate of Rs 20 lakh per week of 35 early completion. It has also a provision for levy of penalty of Rs 30 lakh per week of delay in completion. Early payment of the contractors bills has been guaranteed and delay in payment of certified bills beyond 10 days would entitle the contractor to an interest of 15 percent on undisbursed amount. Mobilization advance of 10 percent and machinery advance of 5 percent is allowed to the contractor at 15 percent interest. Contractors have been exempted from payment of royalties on construction material used on this project. In case of abandonment of work or termination of contract, the balance work need not be carried out at the risk and cost of the contractor.

RECOMMENDATIONS:
After evaluating all the options we feel that the best alternative is the financing of road sector is through a two-tier scheme combining both BOT contract with the private sector and the use of the Central Road Fund.