STAC Report of Road - Pune Municipal Corporation

Transcription

INDEX
Name of Chapter
No
Page No.
1
Introduction
01
2
Present Position and Problems
2.1 Roads
2.2 Organization and Work Load
2.3 Monsoon Condition
2.4 Problems
05
3
13
Investigation Design & Estimation
3.1 Investigation Design of Pavements
3.2 Existing Practices of Overlaying Flexible Pavement
3.3 Present Practice of Sealing of Flexible Pavement of Existing
Roads (Pre Monsoon Maintenance Works)
3.4 Present Practice of Construction of Cement /Concrete Pavement
3.5 Present Practice of Construction of Cement /Concrete Pavement
on Top of Flexible Pavement.
3.6 Reinstatement of Trenches
3.7 Repair of Pot-Holes
3.8 Present Practice of Estimate Preparation and Approval
3.9 Suggested Approach For Investigations, Design and
Construction of New Pavement.
3.10 Design and Drawings
3.11 Preparation of Estimates and Tender Details
3.12 Suggested Investigation For The Design Estimation and
Construction of Flexible Pavement
3.13 Design and Drawing
3.14 Preparation of Estimates and Tender Details
3.15 Need For Preparation of Road-Wise Estimates and Drawings:
3.16 Recommendations
4
Specifications
4.1 Introduction
4.2 Present Practices
4.3 Deficiency In Existing Specifications
4.4 Selection of Materials, Methodology & Equipments
4.5 Equipments
4.6 Materials and Source
4.7 Shoulders
4.8 Camber Correction/Profile Correction
4.9 Road Markings and Furniture
4.10 Equipments
27
5
Procurement
5.1 Procurement System
5.2 Size of Tender Package
5.3 Registration of Bidders
5.4 Qualification of Bidders
5.5 Two Envelope online System of PMC For Road Works
5.6 Recommendations
33
6
Guidelines For Choice of Pavement Type
6.1 Road Pavements
6.2 Flexible Pavement
6.3 Rigid Pavements.
45
6.4
6.5
6.6
6.7
UTWT/TWT Pavements
Road Intersections
Footpaths
Recommendations
7
Quality Control In Construction
7.1 Definitions and Need For Quality Control
7.2 Present System of Quality Control
7.3 Quality Assurance
7.4 Quality Control Laboratory and Equipments
7.5 Specified Tests on Materials
7.6 Tests on Construction Specifications
7.7 Record of Quality Control Data
7.8 Method Statement
7.9 Inspection Pro-Forma
7.10 Test Results
7.11 Daily Diary of Work
7.12 Non-Conformity Records
7.13 Quality Audit
7.14 Traffic Diversions and Other Disturbances
49
8
Construction Work
8.1 Co-Ordination
8.2 Supervision Arrangement
8.3 Traffic Diversion During Construction Work
8.4 Working During Monsoon/Rainy Season
8.5 System of Checking and Certification
8.6 As-Built Drawings and Taking Over on Completion of The
Road Works
8.7 Detailed Construction Methodology
8.8 Recommendations
57
9
New Materials and Techniques
9.1 Need of New Materials
9.2 Bituminous Materials
9.3 Use of Cubical Aggregates
9.4 Recycling of Bituminous Pavements
9.5 Stone Matrix Asphalt
9.6 Porous Asphalt
9.7 Warm Mix Asphalt
9.8 Geo Synthetics
9.9 Concrete Overlay
9.10 Materials For Special Applications
9.11 Quality Control For New Materials
63
Standard Documents and Manuals
10.1 Need
10.2 Standard Bid Document (SBD)
10.3 Standard Specifications
10.4 Quality Assurance Manual
10.5 Maintenance Manual
10.6 Pocket Book of Specification
10.7 Training Manual
10.8 Check List
10.9 Work Manual
10.10 Road Safety
73
Pavement Performance Evaluations
11.1 Present Practice By PMC
77
10
11
11.2 Importance of Pavement Evaluations
11.3 Methodology of Performance Evaluations
11.4 Intervention Criteria
11.5 Pavement Performance Evaluations
11.6 Performance Evaluation For New Materials and Techniques
12
13
14
Underground Utilities
12.1 Introduction
12.2 Present
12.3 Shortcoming and Problems In Present System and Likely
Solutions
12.4 Trenchless Technology
Storm Water Drainage Aspect
13.1 Introduction
13.2 Present Drainage System
13.3 Shorts Falls In The System
Flooding Problem
14.1
The Problem
14.2
Present Status
14.3
Necessary Measures
14.4
Co-ordination With Road Department
14.5
Recommendations
15
Co-Ordination
15.1 Present Practice of Construction of Roads
15.2 Present Practice of Maintenance of Roads
15.3 Supervision and Records
15.4 Underground Utilities
15.5 Flooding
15.6 Coordination With Internal and External Utilities
15.7 Coordination With Public
15.8 Other Coordination Activities
15.9 Coordination With Other Road Agencies
15.10 Private Layouts
15.11 Land Acquisition Issues
15.12 Coordination With Agencies Working For Upliftment of Level
of Service Relating To Roads
16
Work Zone Traffic Management
16.1 General
16.2 Present Status of Traffic Management For Road Works
16.3 Components of Temporary Traffic Control Zones For Road
Works
16.4 Work Zone Traffic Control Strategies
16.5 Impact Analysis of The Work Zone Traffic Control Strategy
16.6 Traffic Control Device Used In Temporary Traffic Control
Zones
16.7 Pedestrian Safety
16.8 Worker Safety
16.9 Hand Signalling Control/Flagger Operations For Shared
Right-of-Way Strategy
16.10 Implementation of Road Works TMP By PMC
89
95
103
107
113
17
Maintenance of Roads
17.1 Present System
17.2 Road Inventory
17.3 Area Wise Responsibility
17.4 Proper Inspection
17.5 Maintenance Strategies
17.6 Maintenance Manual and Norms
17.7 Defect Liability and Maintenance
17.8 Estimate For Maintenance
17.9 Pavement Maintenance Management Systems (PMMS)
17.10 Maintenance By Contract
17.11 Pot Holes Repair
17.12 Filling of Potholes During Rains
17.13 Treatment Around Manholes
17.14 Trench Filling
17.15 Vegetation
17.16 Street Names/Signage
17.17 Monitoring
18
Organization and Workload
18.1 Present Organizational Set-Up
18.2 Norms For Staff Requirements
18.3 Delegation of Powers
18.4 Regular Works and Projects
18.5 Adequate Financial Provision For Works
19
Training
19.1
19.2
19.3
20
21
Present Position
Recommendations
General
Outsourcing
20.1 Necessity
20.2 Survey, Investigation, Design and Estimate
20.3 Construction / Quality Consultants
20.4 Quality Audit
20.5 Drafting of Standard Documents and Manuals
20.6 Performance Evaluation
20.7 Training
20.8 Special Problems
20.9 Maintenance By Contract
20.10 Computerizing Basic Data In Roads
125
137
145
151
Miscellaneous
21.1 Professional Examination
21.2 Membership of Professional Bodies
21.3 Awards
155
Summary of Recommendations
157
References
171
Abbreviations
174
CHAPTER 1
INTRODUCTION
The roads in Pune city witnessed major deterioration and pothole formation
during the 2005-2006 seasons. The condition of the road was worsened during the
monsoon season and the roads were ridden with potholes which lead to a lot of
hardship to the commuters and vehicles in the city. The Municipal Corporation
received a lot of criticism from the media, general public and elected representatives
for the poor condition of road network. Subsequently, a Public Interest Litigation No
111 of 2006 was filed by NGO against Pune Municipal Corporation for the poor
condition of the roads in the city. The Hon. High Court directed the Pune Municipal
Corporation to constitute a technical advisory committee of experts in the field of
road engineering and construction in order to advise the PMC in matters relating road
design, construction, quality aspects, specifications, maintenance management etc. In
accordance to the directives of the Hon. High Court, the STAC committee was
constituted by PMC vide Municipal Commissioner Office Order No 67 dated
7/05/2007. Shri. M.V Patil, Former Secretary Maharashtra State PWD was appointed
as chairman of the committee. The committee consisted of the following members
1. Er. M V Patil
2. Dr Sunil Bose
3. Dr R K Jain
4.
5.
6.
7.
8.
9.
Er. G.B. Jadhav
Er. R.P. Thanedar
Smt. Mary Kerkatta
Er. Prashant Waghmare
Er. Vivek Kharwadkar
Er. Shrinivas Bonala
Former Secretary, Maharashtra State PWD,
Deputy Director, CRRI, Dew Delhi
Head of Civil Engg. Dept, D.Y. Patil College of
Engg.
Former Chief Engr, PWD Maharashtra
Professor, College of Engg, Pune
Addl. Municipal Commissioner, PMC
City Engineer, PMC
Addl. City Engineer, Roads PMC
Addl. City Engineer, Projects PMC
The terms of reference of the committee were as follows.
1. To review the present practices of design, construction, consultancy services
and maintenance of roads under PMC, including standard documents,
procurement procedures, registration of contractors and schedule of rates and
suggest improvements.
2. To study organizational and management aspects of roads under PMC and
suggest measures for improvement
3. To suggest technical measures of improving quality of design, specifications
and construction of roads and their proper upkeep.
4. To advise on proper maintenance management systems for roads.
5. To advice on any specific problem referred to the committee by Municipal
Commissioner/ Additional Municipal Commissioner.
The first meeting of STAC was conducted on 1/9/2007. The committee during
this meeting co-opted Shri P.L. Bongirwar, Former Principal Secretary, PWD,
1
Maharashtra as a member of STAC for his overall huge experience and expertise in
road design and construction technology.
Thereafter, 07 (seven) meetings of the STAC were conducted until May 2009
during which the various issues related to the planning, design, construction, quality
control, material specifications, tendering and maintenance management were
discussed. The committee also met with the field Engineers of the PMC, the road
contractors and consultants to review the problem areas in the system. A number of
site visits to the road works of PMC were done by the STAC members.
During the course of meetings between 2007-2009, Shri G.B.Jadhav submitted
his resignation from the committee in 2009 and Shri V.A Kelkar and Shri S.N Mane
were appointed as members of the STAC in accordance to the Hon High Court
directives. Shri M V Patil submitted his resignation as the Chairman of STAC in
March 2009 and thereafter, the meetings of the STAC were discontinued between
2009 to 2012 after the 7th meeting of STAC held in March 2009.
The STAC was revived in August 2012 under the Chairmanship of Shri A.B.
Pawar, Former Secretary, PWD, Maharashtra & Past President, Indian Roads
Congress, Past President, Indian Buildings Congress and the work was commenced
from 14/08/2012. The members of the committee after revival were as follows
1. Er. A.B. Pawar
2. Er. P.L. Bongirwar
3. Dr P. K Jain
4. Dr R. K Jain
5. Er. R.P. Thanedar
6. Er. V.A.Kelkar
7. Er. S.N Mane
8. Er. Prashant Waghmare
9. Er. Pramod Nirbhavane
10. Er. Vivek Kharwadkar
11. Er. Shrinivas Bonala
Former Secretary, PWD, Maharashtra & Past
President, Indian Roads Congress, Past
President, Indian Buildings Congress
Former Principal Secretary, Maharashtra State
PWD.
Chief Scientist & Head Flexible Pavements
Division, CSIR- Central Road Research
Institute, New Delhi.
Principal, Pad. D.Y. Patil Institute of Engg &
Technology, Pimpri-18
Professor, College of Engg, Pune
Former CE, NBCC and Faculty, NICMAR Pune
AVSM, VSM, Former Addl. DG, Border
Roads Organisation
City Engineer, PMC
Addl. City Engineer, Roads PMC
Addl. City Engineer, BP, PMC
Addl. City Engineer, Projects PMC
Er. Vikas Thakar, Road Consultant, Pune was co-opted as a member of the
STAC during the meeting of May 2012 for his expertise in road design and
construction technology and modern methods.
Under the chairmanship of Er. A.B Pawar, 13 (Thirteen) meetings were
conducted between September 2012 and August 2013. During these meetings the
STAC undertook the work of framing a policy for road works of PMC in the form of
a report of STAC for Pune Municipal Corporation.
2
The following suggestions were received during the course of the STAC
meeting held between 2007 and 2009 and subsequently between 2012 -2013 which
are addressed in the relevant chapters of STAC report.
1. Conducting regular training of PMC staff and other stakeholders on various
topics related to road design, construction and maintenance management along
with other required topics.
2. Undertaking initiatives, reward system for staff motivation for good work and
performance
3. Implementation of information technology in the road work monitoring.
4. Implementation of new technologies like Micro surfacing, recycling, white
topping, SMA, soil stabilization, trenchless technology, CLSM material, cold
mix technology for potholes etc.
5. Improvements in specifications, project planning and design activities, project
management consultancy services, third party audit etc.
6. Procurement of advanced testing equipment through local Engineering
colleges and using for PMC works augmentation of PMC material test
laboratories.
7. Establishment of a Planning Cell in PMC Road Department.
8. Preparation of ready reference pocketbooks for PMC Engineers covering
technical aspects of road work.
Based on the discussions during the meetings and suggestions received from
the members the various topics are addressed in separate chapters of the STAC report.
The report of STAC Committee of Municipal Corporation of Greater Mumbai
(MCGM) was available for reference to the STAC of Pune. The STAC report of
MCGM on Roads is used as a guide document for preparation of the Pune STAC
report on roads.
The STAC shall review the implementation of the recommendations made in
the STAC report of Pune through regular meetings of the STAC proposed to be held
henceforth. It is also proposed to prepare a list of short term (to be implemented
before next monsoon), medium term (2-3 years time frame) and long term (5 years)
goals of PMC based on the recommendations made in this report. The STAC shall
endeavour to bring a change in the mind-set of the PMC staff, consultants and
contractors so as to achieve a long term improvement in the overall system of PMC in
an attempt to provide better roads to the citizens of Pune city.
3
4
CHAPTER 2
PRESENT POSITION AND PROBLEMS
2.1 ROADS
2.1.1 Ownership and Maintenance
Roads in Pune are owned and maintained by different organizations as under:
(a)
PMC
Majority of roads in Pune belong to PMC and their widths are as per
D.P. sanctioned by Government of Maharashtra which are 9m, 12m, 15m,
18m, 20m, 24m, 30m, 36m, 45m, 60m & 84m wide as per requirement
anticipated. Considering present development as also Transfer of
Development Rights (T.D.R.) utilization, road width is revised from time to
time in accordance with requirement from traffic point of view under Section
210 of BPMC Act and new roads are sanctioned by the Municipal Corporation
under Section 205 of BPMC Act.
In some parts of the City there are Town Planning Schemes wherein
widths of 9m, 12m, and 15m, etc. are prescribed. In such cases also the road
width can be revised as per traffic requirement.
(b)
MHADA
MHADA has developed many housing colonies in city area and more
prominently in suburban areas. D.P. roads within MHADA layout, which are
handed over to Corporation, are maintained by PMC. However, internal roads
are required to be maintained by MHADA only.
(c)
PWD
Government colonies, university campus, Government office premises
are maintained by PWD but some urban links belonging to PWD like, Pune
Solapur Road, Saswad Road, Mula Road, Pune Mumbai Road, Katraj
Kondhwa Road, Pune Satara Road etc are maintained by PMC.
(d)
NHAI
Westerly by pass from Dehu road to Katraj is constructed and
maintained by NHAI.
(e)
Other Government Organizations
Cantonment Board, Pune and Khadki, Defence estates roads coming
under the jurisdiction of the concerned boards and defence land are developed
and maintained by them.
5
(f)
Private Layout Roads
There are many private layouts developed by the developers. D.P.
roads within layout are handed over to and maintained by Corporation.
However, internal roads of private layout are to be maintained by the owners /
societies. It is the responsibility of those societies towards
providing/upgrading all infrastructural amenities.
(g)
Roads on Private Land
A passage of private road is demarcated and acquired under Section
205 of Maharashtra Mahanagarpalika Act 1949, for creating links between
two major roads, which are constructed and maintained by PMC. Roads which
are not in the DP but being used by the public for access over the years are
developed and maintained by PMC (VAHIVATICHE RASTE).
2.1.2 Type of Roads:
Majority of the roads in PMC are bituminous roads. Cement Concrete
roads are also being constructed in many areas of PMC. Corporation has
started major concreting program with effect from 1997. Major Roads have
been taken up for concretization for providing relief to vehicular traffic. The
new DP Roads in fringe areas are also being developed as concrete roads by
PMC.
Since last 7 to 8 years, Corporation has started providing interlocking
paver blocks, mastic asphalt at junctions that showed chronic pavement failure
problems along road stretches, side shoulders of CC road and on footpaths.
This has given substantial relief to vehicular traffic and pedestrians. For any
future utility works, these paver blocks can be removed and re-fixed.
2.1.3 Length
There is no systematic updating of the road length being taken over
from time to time by Corporation. As per the details worked out earlier, the
road length of various widths is approximately 2100 km.
Width (m)
Length (km)
Undeveloped
Length (km )
Developed
upto 7.5
8.80
425.20
9
30.39
331.58
12
83.82
335.28
15
10.80
43.20
18
94.37
15.48
20
14.10
56.40
24
80.17
80.57
30
49.63
60.34
6
2.2
36
15.92
63.68
40
3.50
14.00
42
1.10
4.40
45
0.50
2.00
60
18.90
75.60
Sub Total km
412.0
1652.73
Total
2065 Km (as on March 2013)
ORGANIZATION AND WORK LOAD
The road works are undertaken by four departments within
Corporation as shown below:
1) Main Road Department
2) JNNURM Cell
3) Traffic Department
4) 15 Nos. Ward Offices
(a) Main Road Department
Main Department is headed by Addl. C.E. and assisted by one
Superintending Engineer, Four Executive Engineers, Eight Deputy Engineers
and Twenty Eight Sectional/Junior Engineers. This Department undertakes the
construction and maintenance of all roads above 12 m. It also undertakes the
work of construction and maintenance of culverts and ROBs in the city.
(b) Traffic Department
This is managed by Addl. C.E. and is assisted by One Executive Engineer,
Three Deputy Engineers, Six Sectional/Junior Engineers (Civil) and one
Junior Engineer (Electrical). This department carries out work of providing
traffic amenities like concrete dividers, road reflective studs, road markings,
pedestrian crossings, lane marking, installation and maintenance of traffic
signals, construction of subways, foot over bridges etc. This Cell also
undertakes some major projects (bridges/ flyovers etc) through Municipal
budget.
(c) JNNURM Cell
This cell is established for execution and maintenance of works which are
approved under JNNURM funds by Govt of India. It is managed by a
Technical Director and assisted by two Executive Engineers and Nine Junior
Engineers. This Cell also undertakes some major projects (bridges/ flyovers
etc) through Municipal budget.
7
(d) Ward Office
Various Ward Offices (15 Nos.) are looking after maintenance of roads
below 12 m width, with footpath along the roads, reinstatement of trenches
and attending to pot hole filing on roads during fair season within their
jurisdiction. These works are supervised by Prabhag Adhikari
(Sectional/Junior Engineer), and Deputy Engineer of concerned Ward office
under the guidance of Executive Engineer posted for each Zone (Total 4 Nos.
Zones). Agency for trench reinstatement is fixed by the Ward office by
inviting tenders. For emergency patch-work, various materials including
bitumen emulsion is supplied to the Wards Offices and for regular filling of
potholes, asphalt mixes are supplied by Municipal hot mix plant under the
control of Central Main road department. Roller and departmental labour are
available with the Ward Offices to tackle these works. The cross cuts and
trenches undertaken by internal utilities of the Corporation for laying water
mains, sewer lines, storm water network, etc. are reinstated by ward office for
roads below 12 m width and by main road department for roads above 12 m
width.
Expenditure for reinstatement is met with from the budget made
available by the concerned department and a budgetary provision is made in
the annual budget for respective financial year for reinstatement work which is
up to Rs. 3 to 4 crore. A budgetary provision of Rs. 25 to 50 lakhs is made for
each ward office for reinstatement work.
2.3
MONSOON CONDITION
With onset of monsoon, development of potholes starts at various
locations in the city. During rains, these potholes are attended with emulsion
etc. and during available dry spell, same are attended with asphaltic mix.
However, there is always continuous spell of the rain during monsoon during
which significant work cannot be done. This causes inconvenience to road
users and creates traffic congestion resulting into severe criticism by public,
press, media and elected representatives. Many times potholes are required to
be attended repeatedly, due to erratic rain conditions. Though potholes are
being attended during monsoon, it is necessary to tackle the cause of
formation of pot-holes and minimize such occurrence. Some main reasons for
potholes occurrence are as under:
(a) Trenching
During fair season, trenches are taken for various internal utility works
and also by external utility agencies, which are around 25 Nos. in PMC area.
However, with the requirement of high power and optical fibre network, Govt.
has given permission to many agencies to provide their planned work and
repair cable faults. The trenches are excavated by these utilities which
continue their work till April. The work of reinstatement of these trenches is
carried out by Main Road Department from the time the excavation is
completed by the utilities upto 15th May. Since monsoon normally sets in from
7th June, these works are carried our hurriedly and there is no proper
compaction of the backfilled earth or of the road crust. This results in
settlement, damage to the trench and development of potholes with onset of
monsoon. Corporation faces severe criticism for such hurriedly carried out
8
reinstatement and the resultant damage thereon.
(b) Leakage
Some of the water mains in the city are laid many years back and there
is frequent leakage at various locations from all these water mains. These
leakages are not initially visible on the surface and create cavity below the
road surface and damages the road foundation. With onset of monsoon,
potholes develop at such locations.
(c) Stagnation
In city area, there is network of underground storm water drain with
water entrances along the edges of the footpath. Before monsoon, these drains
are cleaned so that network functions properly during monsoon. Shopkeepers
and encroachments cover some of these drains without providing adequate
entry for rainwater. Dumping of garbage and choking of drains is the usual
phenomenon on these drains in some area. During heavy rains, these drains
some time do not function effectively resulting in stagnation of water and
damage to the road.
(d) Subgrade and Pavement Drainage
The drainage layer underneath the road crust is not in existence at
many locations. Due to leakages/seepage, water under road crust remains
stagnant which in absence of drainage layers and with passage of time
damages road foundation and then its surface.
2.4
PROBLEMS
(a) Planning
Considering huge network of roads in Pune, a systematic planning is
required for its periodic improvement and overlays at regular interval.
However, Road Dept. does not have any separate planning cell. Site staff
undertaking work execution is also required to undertake planning for the
work. There is no systematic record of work carried out in the past. As a
result, works are planned in ad-hoc manner each year on the basis of visual
inspection of condition of the road and complaints / suggestions received i.e.
with fire fighting approach. Due to shortage of staff and heavy workload,
sufficient thought is not given to planning. If separate planning cell is formed,
the work can be taken up in a phased manner, necessary investigation can be
carried out before proposing road treatment and proper line of action in all
areas can be worked out. For any important meetings at higher level or at
Govt. level, necessary data and relevant information can be furnished by
planning cell. Hence, it is felt necessary to have a separate planning cell as
also to augment the staff in accordance with the requirement. It is also
required to define a staffing pattern in the existing Road Department, Ward
Offices (technical/ non-technical staff etc) and also for establishment of any
new division/ cell within the Road department of PMC.
(b) Organization
At present One Addl. C.E. One Superintending Engineer, Four
Executive Engineers, Eight Deputy Engineers and Twenty Eight
Sectional/Junior Engineers for main road department are available. The
9
budgeted works of Rs. 25 lakhs and above are undertaken by the Main Road
Department.
For Ward Level works, for each Prabhag, one Prabhag Adhikari under
Deputy Engineer, Executive Engineer and Assistant Municipal Commissioner
under Zonal Commissioner (Deputy Commissioner of Zone) are available.
This structure is same for all 15 ward offices. The Prabhag Adhikari
undertakes all types of civil works (road, slum, building, sewer etc) in the
concerned prabhag.
ORGANIZATION CHART FOR WARD OFFICE
Deputy Municipal
Commissioner (Zone)
Assistant Municipal
Commissioner
Executive Engineer
(only for Zone)
2 No Deputy Engineer &
4-6 Sectional/ Junior Engineers
ORGANIZATION CHART FOR MAIN ROAD DEPARTMENT
Additional City
Engineer Roads
Superintending
Engineer
Executive Engineer 1
Superintending
Engineer
Deputy Engineer, 3 Nos
Sectional / Junior
Engineer
Sectional / Junior
Engineer
Sectional / Junior
Engineer
Sectional / Junior
Engineer
Sectional / Junior
Engineer
Sectional / Junior
Engineer
Sectional / Junior
Engineer
Sectional / Junior
Engineer
Hotmix Plan,
Machinery & Staff
10
(c) Supervision
After the tenders are invited, lowest tenderer is recommended as per
the prevailing policy. On account of the competition, the percentage quoted by
the lowest tenderer for road works are usually below the estimated project
cost. To get the work done at such competitive rate, strict and intensive day to
day supervision and control over physical progress is necessary. However, as
mentioned earlier there is shortage of staff. Sometimes, site in-charge on a
work has to be asked to look after another work also. Besides, there is no
dedicated or core staffs retained in the Dept. Transfers take place after
completion of three years and new staff may not have experience of Road
Dept. and it would require sometime for the new staff to get acquainted with
the working and with the technical aspects of the Road.
(d) Traffic Congestion
During execution of roadwork, traffic is required to be diverted /
monitored as per site condition. Due to existence of encroachments and high
density of vehicles and pedestrians on roads, lot of disturbance and
inconvenience is caused during the execution of works and also in smooth
movement of traffic in work zone. On sites where footpath is encroached,
pedestrians have to suffer more. It is not possible to divert the traffic for an
extended period (more than 1-2 hours) for BT roads and also for concrete
roads which does not allow the material proper curing / setting time and
affects the performance and quality of work.
(e) Budgetary constraints
The budget available for a particular road is not necessarily based on
the technical estimate requirement for that road (cost of project). Hence it is
not possible to undertake full development of a particular road as per the
standard specifications within a particular budgeted provision.
11
12
CHAPTER 3
INVESTIGATIONS, DESIGN AND ESTIMATIONS
3.1
INVESTIGATION AND DESIGN OF PAVEMENTS
3.1.1 Present Practice for Design of Flexible Pavements
Investigations are generally not carried out in respect of existing roads
for soil condition, traffic volumes and axle load spectrum. The present
practices followed by PMC are described below:
1. The flexible pavement roads in PMC are constructed using the
specification of manual work like use of oversize metal, WBM and
bituminous premix carpet etc.
2. During the last 6 to 7 years, PMC has switched over to mechanised mode
of construction using crushed and mixed materials like GSB, WMM and
bituminous mix prepared by Batch Mix Plant.
3. The new flexible pavements in PMC area designed and constructed in the
widened portion of existing roads taking help from consultants appointed
on the panel of PMC.
4. In case of major projects, consultants are engaged for the investigations
and preparation of Detailed Project Report (DPR) including the design
details and drawings.
5. Essential information of soil, materials, drainage conditions and traffic
data are made available to take appropriate decisions on the design
requirement of the drainage system and the pavement.
6. The standard design based on selected CBR value of sub grade soil is
being adopted for all flexible pavement roads.
7. A minimum CBR value of 7% of sub grade soil is normally adopted in
design for widening of the roads at all the locations. The pavement crust
composition adopted in this standard design for all the roads subjected to
bus traffic are 300 mm murum, 300mm oversize stone metal, 150 mm size
stone metal,50 mm Grout, 50 to 75 mm Bituminous Macadam followed
by 25 to 40 mm Bituminous Concrete.
13
3.1.2 Design of Pavement for New Roads
1. For new roads and widening work, CBR method is followed using
laboratory CBR values of the sub grade soil.
2. Minimum CBR required for design is 7 to 10% which is obtained by either
lime or cement stabilization or by using 150 mm of good earth, if the local
soil is deficient in CBR.
3. CBR design curve ‘G’ (old IRC: 37) is used for highest traffic of 4500
CVPD (Commercial Vehicles per Day) uniformly with 7 to 10% CBR for
the determination of the crust thickness.
4. Over the stabilized sub grade or otherwise prepared sub grade, a sub base
of 300mm murum, 150 mm Over size metal layer, 75mm normal size
metal layer and 50mm Grouting is provided with bituminous concrete as
wearing coat (For new roads, 300mm GSB and 250mm WMM is used).
5. For major roads and bus lanes, 300mm murum, 300mm Over size metal
layer, 150mm normal size metal layer and 50mm grout is provided with
bituminous concrete as wearing coat (For new roads, 300mm GSB,
250mm WMM is used)
6. A bituminous binder course is provided over the WBM or WMM base
course as 75 or 50 mm thick Bituminous Macadam for major roads and
bus lanes, while 50mm Bituminous Macadam is used for minor roads.
7. A wearing coat of 40 mm Bituminous Concrete is used for major roads
and bus lanes, while 25 mm thick Bituminous Concrete is used for other
roads.
3.1.3 Construction of New Roads
For construction of new roads, following procedure in adopted.
1. 300 mm compacted thickness of Granular Sub Base (GSB) course of
specified materials is laid in two layers.
2. 250 mm thick compacted thickness of Wet Mix Macadam (WMM) course
of specified materials is laid in two layers.
3. Bituminous binder course consisting of 50-75 mm compacted thickness of
Bituminous Macadam is laid.
4. Bituminous Surface/Wearing coat consisting of 25 to 40 mm thick
Bituminous Concrete is provided.
5. A standard design that is being adopted is used for new minor roads
consisting of sub grade of 7 to 10% CBR value followed by 200 mm
compacted thickness of GSB, 150 mm compacted thickness of
WMM/WBM layer, 50 mm thick binder course of BM layer and 25mm
thick Bituminous Concrete as the surface course.
6. A general set of drawings showing the standard cross section and the
pavement layers for all the minor roads in the city have been prepared and
these are supplied to the contractor for implementation. Therefore, it is
obvious that the design and specifications to be adopted for the pavement
and road drainage system should be site specific depending upon the
design parameters relevant to the road stretch/sites which depend upon the
design parameters relevant to the stretch/site, which include the
topographic details and drainage conditions, type of sub grade soil and
14
GSB materials used, traffic loading etc. This practice has several
drawbacks as the provisions made for the road drainage system; choice of
pavement layer materials and their thickness are not based on the actual
design requirements for the particular road stretch. There are drawbacks
with the suggested pavements layers and materials. Further, the drawings
supplied to the contractors (both for bidding as well as for execution of
work) are not specific to the site or for the road stretch under
consideration.
3.1.4 Recommendations for Design and Construction of New Roads
For construction of roads with flexible pavement, following is
recommended.
1. Design of pavement shall be done in accordance to IRC: 37: 2012
Guidelines.
2. The actual traffic data shall be collected for roads with width above 18 m.
3. Samples of soil shall be collected and tested for laboratory CBR of
moulded specimen at MDD (Modified Proctor for major roads and or
given proctor for street pavements) and OMC (modified proctor for major
roads and proctor for street pavements) soaked for four days.
4. In case CBR is below 3%, further treatment may be done as per provisions
of IRC: 37. In case, CBR is 3% or above, the design shall be done as per
code without any treatment to sub grade.
5. The following general specification is suggested for design of new roads.
6. In case of granular base course, crusher Run Macadam Conforming to
MoRTH specification 5th Edition may also be used.
7. The binder shall be VG-10 for roads subjected to 2 msa traffic, VG-30 for
the roads subjected upto 30 msa traffic. For roads with traffic above 30
msa, PMB-70 may be preferred for wearing course to ensure better
durability of the wearing course. If VG-10 is not available, then only VG30 or PMB-70 may be used.
Soil
CBR
(%)
3
5
7
10
Traffic
(msa)
GSB
2
5
10
20
2
5
10
20
2
5
10
20
2
335
335
380
350
215
250
300
300
150
180
230
230
150
Pavement Composition
WMM
DBM
225
250
250
250
225
250
250
250
225
250
250
250
225
75
75
90
120
75
100
70
100
75
75
60
90
75
BC/SMA
Microsurfacing
Microsurfacing
40
40
Microsurfacing
Microsurfacing
40
40
Microsurfacing
Microsurfacing
40
40
Microsurfacing
15
Soil
CBR
(%)
15
Traffic
(msa)
GSB
5
10
20
2
5
10
20
150
200
200
100
150
200
200
Pavement Composition
WMM
DBM
250
250
250
250
250
250
250
75
50
80
75
75
50
60
BC/SMA
Microsurfacing
40
40
Microsurfacing
Microsurfacing
40
40
Note:
(1) The concept of effective CBR should be used for determining CBR value as per
IRC: 37-2012. So CBR values referred here are effective CBR values.
GSB: Granular Sub base; WMM: Wet Mix Macadam, DBM: Dense
Bituminous Macadam BC: Bitumens Concrete, SMA: Stone Matrix Asphalt
MS: Microsurfacing
3.2
EXISTING PRACTICES OF OVERLAYING FLEXIBLE PAVEMENT
3.2.1
Presently Investigations are not done to evaluate (a) structural and
functional conditions of the road pavements (b) relevant traffic data collection
(c) condition and deficiencies in the road drainage system (d) causes of
distress in road pavements (e) Normally, subjective assessment is carried out
regarding the extent of pavement condition. The type and method of
constructing the overlay has been same as for major roads and other minor
roads in city area and those based on whether the finished road surface level is
to be maintained same or not. It may be noted that treatments or rectification
of deficiencies in road drainage system and extent of pavement deterioration
and defects of road pavements such as potholes, cracked areas, depressions,
rutting and deficiencies in cross slope and in 'vertical profile of the road
pavement, geometric deficiencies of road alignment and intersections etc, are
site specific. There is not any coordination between the
improvements/maintenance of road drainage system and the road pavement
works such as rectification of defects and preparation of existing pavement
and construction of overlay/resurfacing layer.
On major roads in the city area without major distress, where the
existing road level is to be maintained and major trenching activities are not
envisaged, milling is done; using milling machine to the required depth and a
binder course consisting of 50 to 75 mm thick Bituminous Macadam layer
followed by a surface course consisting of 25/40 mm thick Bituminous
Concrete.
On major roads with major distress/damages/uneven surface, the
bituminous layers are scarified/ excavated and one or two layers of
WBM/Grout is laid after making profile correction using coarse aggregates, or
16
WBM, followed by prime coat, 75mm thick Bituminous Macadam base course
and 40mm thick Bituminous Concrete wearing coat. However, the removal of
the existing damaged bituminous layers is done using mechanical excavators
as It may be noted that such excavation could result in major
disturbances/damages to the old WBM layers of the existing base sub base
course and such damage to the lower layer of the existing road pavement may
lead to early failures of the resurfaced road pavement.
In case of minor roads, if the existing bituminous surface is damaged
or' if there is no adequate slope, the existing bituminous layer is excavated
and removed using mechanical excavators and a profile correction
course/strengthening course is laid using WBM/Grouting. This is followed by
prime coat and bituminous binder course of 50 mm thick Bituminous
Macadam and wearing coat of 25 mm bituminous concrete on minor roads
without major distress and need for profile correction. The overlay consists of
50mm thick Bituminous Macadam and 25mm thick Bituminous Concrete.
However, it is to be mentioned that the disturbance/damages caused to the
existing base and sub-base course of the pavement during the process of
removal of damaged bituminous pavement during layer excavations could lead
to early failure of the new overlay.
In case of minor roads, where it is necessary to maintain the existing
finished surface level, the damaged bituminous layers are removed by milling
up to the desired depth using a milling machine. A 50 mm thick Bituminous
Macadam binder course followed by 25 mm thick bituminous concrete is laid
over this layer. In the old city limits, the water supply and sewer lines are laid
along the centre of the road (previously) at many locations. On such roads,
after the overlay treatment, the raising of the Camber is not done properly,
which leads to failure of the camber and the surrounding road surface lead to
the formation of potholes during the monsoon season.
3.3
PRESENT PRACTICE OF SEALING OF FLEXIBLE PAVEMENT OF
EXISTING ROADS (Pre Monsoon Maintenance Works)
PMC has adopted the technique of liquid seal coat as a wearing surface
for the roads where the surface of the existing BT road has raveled. For such
road surface, as a pre monsoon treatment alternative to liquid seal coat is
provided using bitumen distributor as per the rate prescribed in MoRTH
specifications. This work is done only as a pre monsoon maintenance activity.
3.4
PRESENT PRACTICE OF CONSTRUCTION OF CEMENT
CONCRETE PAVEMENT
PMC has been providing Cement Concrete pavement on some major
roads in the city. PMC has also been doing TWT and UTWT treatment for
internal roads in the city. Due consideration is given to select the road
stretches, where sewerage lines, water lines and other utility services,
telephone lines, OFC, Gas line etc are fully laid or provisions are made for the
same. The structural design of CC pavement suggested by the IRC, New Delhi
17
is being followed. The present practice of constructing CC pavement consists
of the following steps:
1. Existing bituminous road pavements is excavated to the required level.
2. If the sub grade soil is good with acceptable CBR value, one layer of GSB
is constructed over the sub grade.
3. Over the GSB layer WMM layer is laid.
4. A Cement Concrete base of DLC of 100 mm thickness is laid using M-10
grade concrete.
5. After placing a polythene sheet over this, 250 / 300mm thick CC pavement
slab is constructed using M-35 /M 40 concrete (not specific to the
thickness of concrete slab). The width of slab being 3.25 m or lesser, as
required at site or as per the design.
6. Longitudinal joints are provided (between the slabs) with Tie Bar of 12
mm diameter and 550mm length placed at 450 mm intervals. Construction
joints (un-reinforced/dummy joints) are provided by cutting grooves across
the pavement slab up to one third the depth of the slab from the top within
two days of laying of the concrete at a spacing of 4.5 m. Dowel bars are
provided at the contraction joints with plastic caps on major roads.
7. Expansions joints are provided at 45 to 60 m intervals with a gap of 12
mm and Dowel Bars 32 mm diameter and 550 diameter and 550 mm
length placed at 300 mm intervals as per design.
8. Joint sealing is done as specified in IRC 15-2001.
9. Special reinforcement is provided around the man holes when these are
located within the CC pavement slabs. However at some locations, paver
blocks are provided around the chambers that come inside the slab.
3.5
PRESENT PRACTICE FOR CONSTRUCTION OF CEMENT
/CONCRETE PAVEMENT ON TOP OF FLEXIBLE PAVEMENT.
PMC follows the specification of White Topping and Ultra Thin White
Topping (TWT/ UTWT) as well as conventional overlay on top of the existing
bituminous roads for internal and major roads respectively.
3.5.1 TWT/ UTWT Construction:
The following steps are considered
1. In the case of TWT/ UTWT Roads, the existing bituminous roads
with low volume traffic are milled to create a rough surface for
concrete bonding.
2. After milling, the surface is cleaned and then a TWT layer of 100 to
200mm of M40 grade polypropylene fibre reinforced concrete is
placed as a bonded overlay on the bituminous surface..
3. After the concrete laying, the joints are cut at an interval of 1m to
create slabs of size 1m X 1m.
4. The dowel bars are provided only at the construction joints and not at
every joint. Tie bars are provided at the centre of the road only as per
the design.
5. The design for TWT/UTWT is done based on the IRC SP 76
guidelines of 2008.
18
3.5.2 Conventional Overlay Type Construction:
In case of major roads with a thick bituminous layer on top, PMC has
adopted the treatment of overlay by providing the Concrete Slab on top of the
BT surface. The process is described as follows:
1. The existing BT surface is corrected for profile with DBM layer as
per the site requirement.
2. The polythene sheet is laid on the top of the BT surface and after this;
the 200 -300 mm cement concrete (M 40 Grade PQC) slab is laid on
top. The dowel bars and tie bars are laid as per the design
requirement.
3. The slab size is generally 3.25 m to 3.50 m X 4.00 to 4.50 m. The
contraction and longitudinal joints are provided as per IRC:15-2012.
3.5.3 Repair Works/Overlays
The following procedure is being adopted
1. Investigations on pavement performance/condition and traffic volume
survey are not carried out for roads to be strengthened or provided with
overlays.
2. In city, distressed pavement is milled for maintaining the level and
then 50-75mm thick bituminous macadam and 25-40mm thick
Bituminous Concrete are laid as a uniform policy.
3. Milling is done if at all required due to high road level, otherwise,
directly binder course of 50- 75mm thick bituminous macadam is
provided, and then 25-40 mm thick bituminous concrete 25/40 mm is
done.
4. If the road is with major distress, bituminous layer is excavated and a
layer of 50mm grout is applied and over this binder course of BM
(50/75 mm) and wearing course of 25-40mm thick bituminous
concrete is provided.
3.6
REINSTATEMENT OF TRENCHES
The following process is being adopted
1. The trench (after completion of work by Utility Department and left
soft filled) is re-excavated up to a level 300mm above the utility line
and compacted by watering and rolling.
2. Over size metal layers of 150 mm thickness after compaction is laid
3. Size metal layers of 75 mm thickness after compaction is laid.
4. 50 mm grout treatment is given over these two layers.
5. 50 mm BM layer is laid above the size metal course and a 25 mm
Bituminous Concrete is provided as wearing coat.
19
3.7
REPAIR OF POT-HOLES
The following practice is being adopted
1. Pot-hole area is cut to geometric size and shape with vertical edges
and all loose materials are removed.
2. During wet spell, no pot hole repair work is undertaken
3. During dry spell, the pot-hole is filled with aggregates and emulsion
even hot mix material i.e. Bituminous Macadam and Bituminous
Concrete as wearing surface is used
4. Quarry Spoil or Brickbats are not to be used for repair of pot-holes.
3.8
PRESENT PRACTICE OF ESTIMATE PREPARATION AND
APPROVAL
Presently, estimates are prepared by the Junior /Sectional Engineer of
PMC for the budgeted works suggested by elected representatives and works
based on re-appropriation of funds. There is heavy work load on the Junior
/Sectional Engineers for preparation of estimate as he is also required to carry
out supervision of the work during execution and maintenance of the road
works. Even though some estimates are prepared by the PMC Junior
/Sectional Engineer, details of the work for roads that are proposed by the
Road Department are available with the PMC Junior /Sectional Engineer.
However, the details of the works suggested by elected representatives or re
appropriation are not available with the PMC staff and hence detailed
estimates cannot be prepared. Hence, even though the estimates are prepared
with some details for the planned works and other works as mentioned above
by the PMC Junior staff, it is not possible for the higher officers to scrutinise
each work, while approving the technical sanction to the estimated. Under
such circumstances, in some projects, significant changes may be required to
be done during the execution stage and there is no check on such cases
currently. The estimates with project cost above Rs. 100 lakhs are sent to the
estimate committee of PMC for approval. These estimates are scrutinized by
the Deputy Engineer and then accorded approval by the estimate committee.
However for projects below Rs. 100 lakhs, the estimates are accorded
approval by the concerned authority of the Road Department of PMC.
3.9
SUGGESTED APPROACH FOR INVESTIGATIONS, DESIGN AND
CONSTRUCTION OF NEW PAVEMENT.
The following investigation are to be carried out during the planning
stage, before the design and preparation of estimates and documents of new
road pavements, both for new road and for widening of exiting carriageway.
For more details refer
1.
IRC: 19-2012,Manual for Survey, investigation and Preparation of
Road Project, First Revision
2.
IRC:37-2012,Guidelines for design of Flexible Pavements, Second
Revision
20
3.
3.10
IRC:58-2011,Guidelines for design plain jointed Rigid Pavement for
Highways second revision (Indian Road Congress Publication (Latest
guidelines to be followed)
DESIGN AND DRAWINGS
1.
2.
3.
4.
The design and drawings are prepared based on the following points:
Study of various underground utilities present, if any and possible
future requirements
Design of sub-surface and surface drainage system
Decisions on type of pavement to be adopted on the entire road and on
some identified stretches depending on site conditions, problems
pertaining traffic and utility lines and cost considerations.
Design of total thickness requirement of selected types of pavements
and the thickness and other details of the pavements layers (for
flexible/ICBP/CC pavement) for the particular road stretch under
characteristics. In the case of CC pavement layers, their levels etc.
3.11
PREPARATION OF ESTIMATES AND TENDER DETAILS
The estimate, tender detail and tender document with all conditions of
contract are to be prepared in conformity with the design and drawing
prepared as above.
3.12
SUGGESTED INVESTIGATION FOR THE DESIGN ESTIMATION
AND CONSTRUCTION OF FLEXIBLE PAVEMENT
The following investigations are to be carried out during the planning
stage, before the design, preparation of estimates and tender documents for the
strengthening of existing road pavements/construction of over layover existing
road pavements. Refer IRC: 81-1997. Tentative Guidelines for Strengthening
of Flexible Road Pavements Using Benkelman Beam Deflection Technique,
First Revision (Indian Roads Congress Publications)
1.
2.
3.
Basic data on existing road, such as (a) road length (b) width of
carriageway, shoulders/foot path, road side drains and if these vary at
different stretches the details of the same (c) assessment of the present
condition of the drainage system including the necessary maintenance
works (d) history of the road construction and maintenance works
under taken in the past.
Topographic survey and collection of data to option the details of
surface and subsurface drainage system for the existing road,
including the reduced levels of longitudinal road side drains and cross
drains up to the location for disposal of water from the road surface.
Collection of detail of the existing pavement layers by cutting open at
least on stretch across the pavement for at least half the pavement, at a
typical location. The trench may be about 0.3 m in width and up to
depth of 0.2 below the top of sub grade level. The details to be noted
21
4.
5.
6.
7.
8.
9.
are: (a) type of each pavement layer and the thickness value (b) the
condition of the existing bituminous surface course/courses-such as
whether partially or fully cracked or damaged or stripping of bitumen
has taken place, etc. (c) Assessment of sub grade soil type,
determination of field dry density (d) collection of about 30kg of soil
sample for testing (e) laboratory tests such as wet sieve analysis, liquid
limit, plastic limit, IS Heavy compaction test and shocked CBR test
Additional tests, if required on the sample of bituminous mixes from
surface course (such as bitumen extraction, bitumen content and
aggregate gradation) in the mix.
Traffic data, particularly classified traffic data of HCV (2-axle, 3-axle
– rigid base, 3-and multi axle –articulated vehicles), LCV and bus
traffic for roads above 18 m.
Pavement condition studies, such as (a) pavement surface condition,
indicating details/percentage cracked area, holes, rutting, undulations
and longitudinal profile, cross slope etc (b) Unevenness/Roughness
Index measurement by standard Bump Integrator or any other reliable
method
Location of various utility/service such as underground drainage
system, water supply pipes and various other utility service including
electricity, telephone, cable system, etc and making provision for
shifting/relocation of all/some the service line to edges of the road land
and also ducting system to avoid road cutting across the road in future.
Topographical details/longitudinal levels along the pavement as well as
longitudinal side drains and cross section drawing and to work out the
quantity of material required for profile correction.
Decision regarding improvement of the subsurface/ pavement drainage
system for the existing road including widened portion, if any.
Structural evaluation of flexible pavement by Benkelman Beam
Deflection Studies (IRC 81) / Falling Weight Deflectometer revised
gridlines shall be done
3.13
DESIGN AND DRAWING
The design and drawings are prepared based on the following points:
1.
Design of pavement overlay thickness as per IRC: 81 to be followed
2.
Design of overlay thickness and decision on the choice of overlay type
and thickness of the layers
3.
Preparation of working drawing treatment at existing man holes, etc.
3.14
PREPARATION OF ESTIMATES AND TENDER DETAILS
1.
Preparation of estimates by considering (a) patching of pot-holes
(b) patching of isolated cracked areas (c) cutting open and refilling
badly filled up trenches while continue to settle down, leading to
repeated formation of depressions or ruts –the existing pavement
layer over the badly filled up trenches to be cut removed including
300mm depth of sub grade soil and refilled using cohesion-less
22
2.
3.15
sand compacted using plate vibrator in two to three layers, and
relaying of the other pavement layers similar to the existing
pavement layers and (d) profile correction of existing pavement as
separate items.
Preparation of tender documents in conformity with the design,
estimates and Special conditions of contract.
NEED FOR PREPARATION OF ROAD-WISE ESTIMATES AND
DRAWINGS:
It is desirable to carry out investigations as given in paragraph
3.12 and to work out actual design detail and estimates for each road
separately. The following details are necessary for preparation of roadwise estimate instead of same type-design and type-estimates of standard
details and specifications being adopted for all the roads with different
site conditions.
For the above task, it is required to have a detailed history of the road
construction and maintenance of existing roads. However as this data is
presently not maintained by PMC, it is difficult to carry out the estimates as
mentioned above. Hence a detailed history of all the roads should be
maintained by PMC (construction as well as maintenance details).
1.
2.
3.
4.
5.
6.
7.
Surface condition evaluation of pavement for determination of
requirement such as patching of pot holes and cracked areas Ring of
Ruts and depressions, camber correction etc.
Determination of extent of improvement and maintenance of surface
and sub-surface drainage system. Special provision has to be made to
design and construct suitable covered longitudinal road side drains or
cattle-trap type longitudinal road stretches along built-up areas / within
urban or village limits when the adjoining properties are at a higher
level than the road pavement.
A detailed note giving particular of design specifications and special
provisions to be made available.
Preparation of drawing showing the plan, longitudinal section and
cross section of road pavement, sidewalks and drains and the location
all the utility service lines, particularly the sewerage and water pipe
and man-holes. Working drawings are also to be prepared for use
during construction.
The plan for quality control tests and Quality Assurance programs is to
be prepared.
Technical sanction to the work should be accorded by the competent
authority only after satisfying himself that all the above requirement
have been complied.
Separate planning department should be established within the main
Road Department of PMC.
The supervision for major works is carried out by Project Management
23
Consultants. The Third Party inspection for all other works under the main
Road Department is carried out by EIL/ COEP.
3.16
RECOMMENDATIONS
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Design of pavement (flexible) shall be done as per IRC:37:2012
Design of pavement (Rigid) shall be done as per IRC:58 : 2011
The evaluation of existing pavement shall be done using BBD/ FWD
and overlay design shall be done as per IRC: 81 (Revised)
The use of Bituminous Macadam shall be eliminated
Manual methods of construction shall be eliminated
Scientific Investigation shall be done for design of new roads as well
as overlays.
New technique like SMA, Micro Surfacing and Recycling shall be
used in appropriate manner for better performance and saving of
materials.
PMC will procure latest patch repair machines like Jet patcher and
infrared patcher for repair of potholes
For new concrete roads, the practice of putting edge beam shall be
introduced.
For roads less than 12 m width, white topping shall be preferred.
For repair/ reconstruction to manholes, matching levels near the
manhole, a separate payable item shall be introduced.
24
Appendix 1
Preparation of Storable Mixture at Site (For Immediate Use)
Materials: Aggregate conforming to standard and grading, MS or SS-2 grade
emulsion conforming to IS: 8887, water potable.
Equipments: Measuring buckets balance, concrete mixer / pug mill type mixes and
cold mix plants.
Procedure: Charge blended aggregate meeting standard grading to pug mill or cold
mix plant or concrete mixer followed by adding mixing water @ 1-2 % to wet the
aggregate, mix contents for 1-2 minutes. Add requisite quantity of MS/ SS-2 emulsion
@ 7% by weight of aggregate and mix for 1-2 minutes. Discharge mix when it is
brown and then use.
Preparation of Storable Mixture at Site (For Storage):
Material: Aggregate conforming to standard and grading, SS-2 emulsion with higher
solvent in residue, water potable.
Equipments: Same as above
Procedure: Same as above
Storage: Store mixes in shade at dry place in U shaped concrete boxes (2 m x 2 m x 4
m). Mix shall be covered with a cover of polymer sheet to reduce exposure of mix to
air, rain and sunlight.
25
26
CHAPTER 4
SPECIFICATIONS
4.1
INTRODUCTION
The performance of roads is directly linked with selection of
appropriate specification and subsequently with quality of construction.
Specifications may be traditional as well as performance based. It is logical to
see that purpose of road construction is to provide a durable surface with
proper riding quality of the pavement, which can stand the stresses imposed by
the projected traffic and prevailing climatic conditions. The road construction
activities starts from earthwork for embankment, preparation of sub-grade,
construction of sub-base, granular base course and surface finish with
bituminous surfacing or pavement quality concrete. Each component of road
has appropriate requirement of specifications to be used. This chapter deals
with details of specifications prevailing for road construction and maintenance
in PMC for various pavement courses besides use of traditional as well as
alternate and locally available materials for all weather roads to the
requirement of standard of a city like Pune. In case of new materials and
technologies, proprietary or tentative guidelines may be used.
4.2
PRESENT PRACTICES
Presently, PMC is following the specifications cited in MORTH, IRC
and Maharashtra PWD Standard for road works.
4.3
DEFICIENCY IN EXISTING SPECIFICATIONS
MORTH specifications are dedicated to National Highways. In urban
areas, there are many specific problems with construction and maintenance of
roads. Therefore, available specifications are required to be reviewed and
modified for their applicability to Pune City.
In urban areas a number of locations are encountered where land
acquisition is a major problem due to heritage/ religious structures,
monuments, railway crossings, public demand for over bridges/ under
passages for road crossings, very high cost of land/ structures in already
developed area etc, It may not be possible to achieve the specifications
required for the horizontal/ vertical alignment of the road. In such cases some
deviations in the geometrics design/ construction of the roads/ structures (like
width, gradients, curves, horizontal/ vertical space clearance, etc) from the
IRC/ MORTH standards may have to be perforce accepted but these may lead
to safety hazards and potential accident spots. The reasons for such deviations
should be recorded and got approved from appropriate authority. Additional
sign posts showing restrictions on height/ width of vehicles, speed/ weight
27
limits, sharp/ S curves, steep gradients, etc. should be erected and displayed
prominently so that the road users are properly warned.
4.4
SELECTION OF MATERIALS, METHODOLOGY & EQUIPMENTS.
4.4.1 SELECTION OF SPECIFICATIONS FOR MATERIALS
The quality of materials and specifications controls the quality of
construction and performance. For aggregate, the specifications provide the
quality required in terms of test result related to strength and durability. In
case of bitumen, the viscosity grade bitumen is specified as per IS: 73-2006.
The selection of materials shall be strictly as per IRC/ MoRTH guidelines/BIS
standards and requirements for the specific construction specification. There
should be acceptance criteria for the materials rather than only the quality
control during construction. Materials should be rejected, if not found to be as
per specifications and acceptance criteria. Manufactures certificate shall not
be considered in lieu of the actual test data for conformity of specifications.
Contractor shall require setting up testing laboratory at site. The use of
alternate materials for various pavement layers is to be specified with details
of their specifications.
4.5
EQUIPMENTS
Machinery and equipments like dozers, compressors, crushers, and
loaders are common for most of the construction activities. Practically every
operation in construction of roads can be performed by different set of
equipment but under any given set conditions only a particular type of
machines are required. The use of tandem roller of 10-12 tones is
recommended in the specification. The vibratory roller is also recommended
for most of the bituminous construction. However, it is to be enforced by
strict site supervision. It will be appropriate to use pneumatic tyre rollers for
major road works. Use of appropriate equipment makes it possible to achieve
the required quality for compaction of roads pavement, shoulders or widened
portion or trench etc. Compactors of different type are available for achieving
the required compaction to meet the specification. For trench filling CLSM
material is suggested. Weigh batch mixer should be specified for both hot mix
plants and for the ready mix concrete (RMC), where the mix is to be used for a
major projects. IRC publication / Standard Data Book may be referred for
further details on appropriate equipment for road construction.
4.6
MATERIALS AND SOURCE
4.6.1 Concrete Materials
Pavement Quality Concrete and Roller Compacted Concrete
Pavements are suitable for the regions where annual rainfall is more than 1500
mm and soil is clayey/silty (CBR less than 3 per cent). However, it must not
be used frequently as the cost is very high in comparison to bituminous
pavement, which can be developed in stages in terms of the pavement crust.
Further to reduce the cost of CC pavement, fly ash can also be used as partial
28
replacement of cement in the concrete for semi-rigid or rigid pavement as
recommended in IRC 58. For use in the wearing course 50 per cent sand can
be replaced by fly ash (by weight) in semi rigid pavement construction (either
for base/sub base or wearing course) if fly ash is available in a reasonable
reach. The use of fly ash shall be guided by IRC: 68-1976 and IRC: 58-2011.
A variety of cements are available and their suitability in relation to five
different exposure conditions is given in IS: 456-2000. Amount of cement in
concrete and water/cement ratio shall be adopted as per IS: 456-2000.
4.6.2 Bituminous Materials
The bituminous binders should posses the required quality as per
standard IS: 73-2013 (Revised) for use in road works. The selection or choice
of the viscosity grade bitumen (unmodified) shall be as per the CRRI
recommendations. VG-10 is to be used for low traffic roads and VG-30 to be
used for arterial roads. In case VG-10 is not available, VG-30 may be used.
The bituminous binder for different courses may be VG grade, modified
bitumen or bitumen emulsion. PMB-70 or CRMB-55 should be preferred for
all arterial roads. In case of bituminous mixes, DBM, BC, SMA and micro
surfacing are recommended as per IRC or MoRTH specifications.
4.7
SHOULDERS
Shoulder gives adequate support to the pavement and also drain off
surface water from the carriageway to the side drains besides safety. Where
side footpath is not constructed, normally a shoulder exists which needs
appropriate construction and maintenance for proper functioning of the road.
1.
2.
3.
4.
4.8
Shoulder is invariably neglected and remains without outward slope
for efficient draining of surface water.
The construction of shoulder is required to be done in layers each
matching the thickness of adjoining pavement layer using selected
earth/granular material. Only after a layer of pavement shoulder shall
be laid and compacted for same matching thickness, next
corresponding layers in pavement shall be taken up and then the
shoulder. This procedure shall be followed up to the surface course.
The material density and compaction shall be as per the specification
of sub grade, where it is earthen shoulder and the required cross fall
should be maintained.
Paved shoulders should have the specification consisting of sub base
and surfacing course and conforming to the relevant specifications of
corresponding items for pavement layers.
CAMBER CORRECTION/PROFILE CORRECTION
The camber or profile of the road is extremely important to maintain
safe and comfortable operation of the vehicles on the roads. Moreover this is
the means to drain off the surface water from road. The longitudinal and
transverse profile of the road surface may be disturbed by settlement in lower
layers or large scale damages to base and surface course due to various
reasons. In case of planned maintenance activity (providing an additional
surfacing layer) except for pothole repair, work should determine the
distortions of the profile by levelling (survey) and or by straight edge method.
29
This shall include the profiling of shoulders and side drains. Based on this
data, proper planning shall be done for correcting the profile (in terms of
specified camber slope for the road) wherever required and estimate shall
include the profile correction course to be taken as a BOQ (bill of quantity)
item. In all these, grading of shoulders with extra slope as per specification
shall be ensured with correction of the deficiencies in the slope and invert
levels of the drains so as to ensure proper drainage of the water from road
surface.
4.9
ROAD MARKINGS AND FURNITURE
Proper road markings are the most fundamental traffic control
measures for guiding the traffic as they are directly on the road surface. The
traffic lane marking, centre line marking and stop line marking etc are the
minimum requirements of pavement markings.
1.
2.
3.
4.
5.
4.10
The layout and colour code of all markings shall be as per IRC 652000. The paint shall be either water based or thermo-plastic paints as
per the Clause 803 of MoRTH specifications.
It is best option to give a road section on contract for road markings
indicating the layout of the markings as well as the quality of paint to
be used and its performance at any point in time (luminary brightness,
yellowness, reflectivity, skid resistance softening point etc.)
All road furniture like kerb stones, medians, central verges, dividers,
sign boards, signals, street light poles etc shall be strictly as per the
latest IRC guidelines.
All construction areas including the utility cutting of roads and their
repair are not safe at present for both motorists and invariably for the
pedestrians.
As per the IRC guidelines for providing safety and security to traffic
and pedestrians using the road these areas are to be strictly barricaded.
Appropriate traffic management system as per the latest IRC
guidelines shall be followed and appropriate provisions in the estimate
shall be made for this purpose.
EQUIPMENTS
Equipment to be used by the contractors is not strictly enforced due to
lack of supervision. Thus the material quality and therefore the product
quality also suffer. The proper degree of supervision of the works should be
ensured.
1.
The utility cross cuts being narrow, it is not possible to compact them
with aan 8-10 ton rollers. Such locations/sites may utilize single drum
roller of 2-3 tonne capacity or a vibratory plate compacter. Vibratory
plate and single drum roller are most in-expensive and the most
manoeuvrable. Repair of utility cuts and the potholes are not promptly
attended and adequately managed for timely and quality
30
2.
3.
4.11
delivery. Better technology and specification such as CLSM with
more strict enforcement is required to change the present status.
Both surface and sub-surface drainage of road must be attended
simultaneously whenever any road work is carried out. For example
without profile correction, camber correction grading of side drains
and shoulder grading no repair should be carried out on pavement
surface.
Road markings and road furniture’s are maintained very poorly at
present time. It needs substantial improvement. However to maintain
the pavement marking road surface will have to be maintained clear.
RECOMMENDATIONS
The recommendation of STAC with respect to specification of
materials, construction and machinery are as under:
1. The use of oversize metal in the sub base should be eliminated from the
specifications.
2. For construction of sub base, coarse graded GSB with minimum CBR value of
30 % for arterial roads and 20 % for sub arterial roads may be used.
3. In case of granular base course, paver laid WMM should be used for arterial
roads. For widening, crusher run macadam may be used at locations where
paving with a paver is not possible. For other roads, WMM should be
preferred. CRM may be used if laying of WMM is difficult.
4. The use of BM shall be totally eliminated.
5. Use of RAP up to 30 % in bituminous mixes shall be encouraged.
6. Use of SMA at intersections shall be encouraged in place of Mastic Asphalt.
7. Considering the limitations of funds, the adoption of thin SMA technology
may be tried on some roads and junctions for which criteria shall be suggested
by CRRI.
8. Cold mix and faster maintenance technology like micro surfacing needs to be
encouraged as per recent IRC guidelines.
9. For repair of potholes, CRRI Technique, use of automated pothole patching
machines and ready to use pothole material shall encouraged.
31
32
CHAPTER 5
PROCUREMENT
5.1
PROCUREMENT SYSTEM
The Procurement system should be such that it results into speedy,
good quality work at a reasonable cost through a transparent process which is
fair to all bidders and without disputes as far as possible. To achieve this it is
necessary to ensure that:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
5.2
Only good, experienced contractors with good track record and more
than sufficient capacity to carry out the work will be able to tender for
the work.
Such contractors will feel attracted to bid for the work.
Conditions of contract should be necessary to achieve the objective and
should not impose avoidable financial loading on the bid.
Conditions of contract should be clear, unambiguous and definite and
there should an opportunity to seek clarification of any unclear clause
or condition of tender papers through pre bid meeting.
The impact of all the tender conditions on the cost of work should be
included in the estimate.
The scope of work main as well as ancillary, should be very clearly
defined without any room for doubt;
There should be a fair, impartial and speedy dispute resolution
mechanism built into the tender papers;
Payment terms should be clear and well defined. The size of work
should be such that it should be possible to have proper quality
assurance on the work;
Obligations incidental to work should be avoided. Such obligations
should be included as pay items so that implementation can be
monitored, ensured and it is measured as a pay item.
A bid of good construction contractors for original work and
maintenance works gets nurtured and created to cater for needs of all
categories of the work.
A structured system to hold periodical dialogue with contractors so that
issues concerned with each other are adequately addressed and efforts
are made to remedy them.
Conscious efforts are made towards the growth of construction
industry.
Extra attention is paid to nurture a bid of good DPR consultants.
SIZE OF TENDER PACKAGE
This is a very important point because it determines whether it will be
economical and practicable to deploy adequate and necessary modern
machinery, have a good site laboratory and employ well qualified supervisors
33
and engineers. It will also determine whether serious capable contractors will
feel confident to quote without the threat of unworkable bids by unscrupulous
elements.
At present there are no guidelines about the size of packages of
tenders in the Corporation. 60 % of the contracts fall into the range of works
costing less than Rs. 100 lakh. The size of the package also has some practical
problems due to jurisdiction issues. Works in one ward at the most can be
clubbed together.
As regards works costing above 100 lakh, the practice is not to club the works
together and bid each of the works separately irrespective of its cost.
5.3
REGISTRATION OF BIDDERS
Currently, there is no system for tracking of the past performance of
the contractors of PMC. This adversely affects the workmanship and quality of
work as many contractors with poor performance are frequently quoting for
PMC works at a lower rate. Hence during the registration of the bidders /
renewal of registration, there should be a system for evaluation of the
contractor’s performance based on his work with PMC for the earlier
completed projects.
During the preparation of final bill for any work, a checklist should be
filled by the concerned engineer who shall covers aspects of work quality,
speed and contractor performance. This information shall be complied by the
registering authority and should be taken into account while granting
registration renewal etc. The format should be simple with answers in YES/
NO category so that compilation of information at the registration authority
level does not become cumbersome.
5.4
QUALIFICATION OF BIDDERS
In order to ensure that the important works are awarded to properly
equipped, capable contractors with good track record, it is necessary to ensure
that only such contractors can participate in the bidding process. PMC
registers contractors in various categories like buildings, roads, etc and the
contractors registered with other Government bodies can also participate in the
PMC tenders. In some of these bodies category wise registration is not done.
Track record of some of these contractors may not be known to PMC to screen
the contractors and any contractor registered in the appropriate class can bid
for the work. Broadly there are two methods for such screening via
(1) Prequalification and (2) Post qualification.
1.1
5.5
TWO ENVELOPE ONLINE SYSTEM OF PMC FOR ROAD WORKS:
The current two envelope system adopted by PMC for road works is
detailed in this section
34
5.5.1 Manner of Submission of Tender & Its Attachments
The tender is submitted ONLINE ONLY. The TECHNICAL
DOCUMENT consists of the following documents
A) Technical Documents
i)
Earnest Money Deposit
ii)
Documents in support of qualification & eligibility criteria.
iii)
Copy of PAN Card and latest Income Tax Return certificate /
Saral form.
The bid capacity calculation is submitted by Contractor on the
Chartered Accountants letterhead, duly signed by the Chartered
Accountant considering the work in hand, work expected to be
awarded and last 5 years turnover of the firm. For turnover
only cost of civil works is considered. Regarding experience of
work, certificate obtained from the competent authority having
designation not lower than Executive Engineer is accepted.
iv)
A list of works in hand and tendered for.
v)
A list of works of similar type and magnitude carried out by the
Contractor in last 5 years.
vi)
List of machinery and plants immediately available with the
tenderer for use and list of machinery proposed to be utilized
on this work, but not immediately available and the manner in
which it is proposed to be procured. The condition, cost and
location of machinery is to be indicated.
vii)
Details of Technical personnel on the rolls of the tenderer
giving details of experience and qualification of each of them
and details of technical personnel to be appointed for this
project along with bio-data duly signed by the person to be
appointed.
viii) Work plans in Bar Chart format along with tender document
indicating the methodology planning with resources logistics
and work plan with indicative milestone shall be submitted
duly signed by the Tenderer along with the tender. He should
indicate requirement of machinery and man power in work
plan. A tender submitted without work plan in the form of bar
chart indicating mile stone etc. would be considered as invalid
and non-responsive. The detailed work programme will be
finalized and approved by PMC after award of work.
Contractor shall suitably modify the programme as directed by
Engineer-in-charge.
ix)
Common set of deviations or any corrigendum / addendum /
amendment issued by Additional City Engineer duly singed by
Contractor. The CSD is issued by PMC based on the queries
raised by the prospective bidders during the pre-bid meeting for
the work. The CSD and minutes of this meeting are uploaded
on the PMC website before the submission of the Tender
document.
35
B) Commercial Bid :
The Contractor quotes for the work as per details given in the
main tender and also based on the details of conditions, stipulation
made by the department and as per bill of quantity, specification and
corrigendum / addendum issued before last date of receipt of tender
document. The tender / offer shall be unconditional. Conditional offer
is rejected summarily as non-responsive.
C) Submission of Tender
The submission of the Tender is Online as per the norms of
Tender Cell of Pune Municipal Corporation. The detailed information
regarding the submission can be obtained from the website
https://pmctenders.abcprocure.com/pmctenders/EProc.jsp or from
the Tender Cell, Pune Municipal Corporation
D) Opening of Tender
The tenders are opened on the date specified in the Tender
Notice (if possible) in the presence of the intending bidders or their
authorized representative who choose to remain present. Following
procedure is adopted for opening of the tender.
i. Technical Document
First of all Technical Documents of the tender are opened to
verify its contents as per requirements. If the various documents
attached online do not meet the requirements of the Pune Municipal
Corporation, a note is recorded accordingly by the tender opening
authority and the said tenderers financial bid is not considered for
further action and the same is recorded.
ii. Commercial Bid
The financial bid is considered for opening, after opening of
Technical Document & after scrutiny of Contractors document. The
Financial bid is opened if the Contractor’s documents and proposal is
found to be acceptable & minimum eligibility criteria specified is
satisfied. The tendered amount / percentage above or below from
financial bid is read out. The successful tenderer is required to produce
to the satisfaction of the specified concerned authority, valid and
concurrent license issued in his favour under the provisions of the
Contract Labour (regulation and abolition) 1970 Act, before starting
the work. Failure to do so, acceptance of the tender is liable to be
withdrawn and security deposit forfeited.
There is no separate Tender Evaluation committee of PMC for
major tenders. PMC is not following the Pre-Qualification system for
qualification of contractors. Only Post Qualification system through
ONLINE TWO ENVELOPE system is followed by PMC.
36
5.5.2 Qualification Criteria
The aim of setting the qualification criteria should be to choose a
capable, well equipped, technically qualified bidder with a proven good track
record at the same time good promising agencies to participate on the
presumption that they can expand their past performance while carrying out
new works.
Qualification criteria are divided into two categories
(i) Pass fail type; (ii) Those for which marks are assigned and
aggregate of marks is considered for qualification These have to be thought
out for each work depending on the type and size of work and its requirement
some of the criteria used are:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Registration with some authority in a particular class.
Solvency.
Net worth of the entity.
Sizes of works executed within the past 5 years.
Average Annual turnover over the past few years (3or5).
Quantities of key items of work executed in a single year within the
past 5 or 10 years.
Possess or access to key equipment required for the work;
Availability of a good laboratory set up.
Experienced expert personnel.
Opinion of employers in case of past works.
Record of timely completion of works. (Genuine difficulties in
execution of work to be accounted for).
Litigation history (The cases where the agency’s stand has been
vindicated by the judicial forum to be discounted).
Works on hand and bid capacity.
Quality of works executed in the post (Group of Committee members
visiting some of the works cited and talking to employers there)
Qualification criteria for each work are to be chosen with care. No one
should be able to level accusation of criteria tailor made for any one particular
bidder. At the same time unsuitable bidders must be weeded out. It is best to
do this through the Evaluation Committee. All costs of works carried out in
the past must be updated to the present level to work out sizes of works etc.
The Government of Maharashtra (PWD) have laid down following
detailed qualification criteria for prescribing qualification.
1. The notice inviting tender must mention that post qualification criteria are
included in the tender papers;
2. (ii) Average annual turnover of past three years shall be at least 30 % of
the work tendered for at current rates;
3. Size of at least one equivalent work which the tenderer must have done.
a) 30% for works between Rs.3 or 10 crores
37
b) 30% or Rs.5 crores whichever is higher for works larger than 10 crores
4. Quantities of important items executed in any one year 30%of quantities of
similar items in tender.
5. Bid capacity=(A х N х 2)-B
A= Average annual turnover of past 3 years;
N= period of completion of work tendered for;
B=Cost of works in hand (during the period over which tendered work is
to be done.
6. The contractor must have done similar equivalent work;
7. Criteria for machinery and personnel to be decided by the Head of
Department in each case.
The tendering should be through E- TENDERING system only. This is
followed by PMC for all road works.
5.5.3 Advances
At present, mobilization advance and/or advance on construction
machinery brought on site is given to the contractors in exceptional cases. The
committee feels that corporation should consider granting such advances
against adequate security. The rate of interest should be 2-3 % less than the
bank PLR rate.
5.5.4 Tender scrutiny
Scrutiny of tenders must be done in a transparent manner. The
evaluation should be done by the evaluation committee of PMC. In this
committee, one member must be from the accounts or finance branch of PMC.
However, at present there is no tender evaluation committee in the PMC and
the tenders are evaluated at the level of the Executive Engineer.
Taking into account total number of contracts handled annually (250300 Nos.) and the delays involved, it is not desirable to refer each tender to
tender scrutinizing committee.
5.5.5 Bidding document
At present, B1/B2 document of PWD is used as standard bidding
document and all bids irrespective of the cost of the work are based on this
standard bidding document.
The B1 / B2 standard format has been evolved about 150 years ago and
though it has stood the test of the time, it has outlived its life now. Therefore it
is high time, PMC should change over to some contemporary bidding
documents under use in various other organizations such as MCGM, NHAI
etc.
38
5.5.6 Publicity of tenders
The tenders at present are published through PMC website. In addition,
the notice is also published in local newspapers with a request to the bidders to
refer to the website for additional particulars and for downloading the
documents etc. In case of very large and important works, notice can be
published in national newspapers also.
5.5.7 Publication of tender notices
The BPMC act specifies that newspaper publicity is necessary.
Currently, the PMC tender cell publishes the brief tender notice in local
newspapers for smaller works (upto Rs. 500 Lakh) and wide circulation
National level newspapers for projects above Rs. 500 Lakh. The tender notice
is also made available on the PMC website (www.punecorporation.org). The
corrigendum / corrections to any tender notice is published in the same
newspaper and also uploaded on the PMC website under the same tender
notice. The period of publicity should be as per PWD circulars and CVC
guidelines.
5.5.8 Dates of availability of tender forms
It is the usually observed practice that tender forms are on sale for
limited periods say 7 to 14 days well before the last date of submission of
tenders. The practice of Government of Maharashtra is to close the sale of
tender forms 7 to14 days before the last date for submission of tender so that
the tenderers must have sufficient time to study and prepare the tender.
In this practice the names of all those who have bought the tender
forms are known to all well before the last date. The World Bank practice is to
keep the sale open up to one day previous to the last date of submission.
On account of the E Tendering process of PMC, the names of the
bidders who have purchased the tender forms are not known to anyone
including the Tender Cell of PMC before final submission of the tender
documents. As per the World Bank practice for tenders, PMC also makes the
tender document available for downloading up to the last date of submission
of the tenders online.
5.5.9 Earnest Money
The present practice of the PMC is to prescribe earnest money equal to
1% of the estimated cost of work mentioned in the tender document. As per
the practice in PWD the earnest money is reduced to half percent of estimated
cost in case of very large works. On the other hand the World Bank practice is
to prescribe a high earnest money so that only the serious bidders will
participate. The PMC practice appears to be a golden mean of the two
practices and the committee would like to endorse it.
As per the present practice of PMC, earnest money is accepted only in
the form of a Demand Draft / FDR from Nationalized / Scheduled Bank,
payable to PMC (in the name of Municipal Commissioner, PMC) to be
uploaded online by scanning and later on submitting in original to the
concerned JE of Road Department within 3 days of opening of commercial
bid. The EMD in the form of DD/is submitted by the 3 lowest bidders.
39
Since no interest is payable on the EMD, the PMC may consider
offering other options like pledged fixed deposit receipts, or interest bearing
securities etc as is the practice in the Government of Maharashtra.
At present, the EMD and initial SD is accepted in the form of demand
draft or FDR in physical format, pledged to the Pune Municipal Corporation.
With the advent of information technology, possibility of reducing paperwork
and accepting earnest money and initial SD in electronic format maybe
explored.
5.5.10 Security Deposit
Security deposit is deducted from contractor’s RA bill and retained till
satisfactory completion of work to ensure proper performance of the contract
by the contractor. As per the present practice of the PMC, the security deposit
(called the contract deposit) is equal to 5 % of the contract sum. 1 % of EMD
is converted to S.D. on issue of Work Order and balance 4 % is to be furnished
in the form of money recovered from running bills of the contractor.
The practice in state government is to recover security deposit equal to
4% to 2% of the contract sum. The larger the work, smaller the S.D. and half
of it are recovered before signing the contract and before issue of work order.
The remaining half is recovered through bills. The World Bank practice is
insisting on much heavier S.D equal to 10% of contract sum but it is in the
from of B.G. to be furnished at the outset. In some countries, it is customary to
obtain performance bonds in lieu of S.D these are for a value of up to 30% of
the contract price and are issued by insurance companies. This practice is
understood to have started in India also. However, it is also understood that at
the present the banks have reduced the rates of B.G commission and the
quantum of margin money. Therefore for clients with better record, many
contractors would prefer to furnish B.G rather than a performance bond.
Since in several cases the contractors quote very low rates and do not
perform the work satisfactorily, for tenders where the quoted price is more
than 15 % below the estimated project cost, PMC collects an additional Bank
Guarantee of amount equal to the percentage difference between the quoted
price bid and 15 %.
5.5.11 Retention Money and Defect Liability period
For works above Rs. 500 Lakh, additional Retention money at the rate
of 5% of the contract sum is recovered from the bills of the contractors and is
returned at the end of defect liability period (DLP). There is no such practice
in the Government of Maharashtra where 10% of the S.D. is retained till the
end of DLP the World Bank practice is to recover 5% of contract sum as
retention money and half to be returned on completion of work and half at the
end of DLP. So in a way the PMC follows a stiffer policy.
The DLP for road works as per PMC practice is 36 months for BT
works and 60 months for concrete works as against two years as per
government practice (Government of Maharashtra, PWD) As per PMC
40
practice, the full amount of SD recovered from the contractor is returned at the
end of the DLP.
The SD can be returned to the contractor at the rate of 1 % per year
during the DLP Balance amount is returned after completion of the DLP. As
per current practice of PMC, the security deposit is released only after receipt
of the QA Certificate from the Third Party Consultants. The Security Deposit
should be released only after issuance of Completion Certificate by PMC.
5.5.12 Tender Drawings
It is the general practice of PMC to attach sketchy drawings of the
work to the tender documents for small works. As per current PMC practice,
the L Section and cross sections for the work are prepared by the contractor
and submitted to the JE of PMC which is endorsed by the PMC JE/ Dy.Engr
and E.E. and then handed over to the Third Party Inspection agency before the
commencement of work. For bigger projects, through consultants the detailed
drawings are submitted along with the tender document.
It is far better to spend a few days more at the outset to prepare
detailed drawings showing the work to be done under the contract and attach
them to the tender drawing. Such practice forces the officers to devote time to
detailed designing right at the beginning and to bring clarity to the proposal
e.g. provision of super-elevation on curves, consequent adjustment of kerb
levels and design of drainage system, establishment of bench marks etc.
5.5.13 Pre-bid Meeting:
As per PMC practice, pre-bid meeting are held only for special types
of work. Hence in most cases no pre-bid meetings are held. It is, possible that
there could be difference in the understanding of the bidders on certain crucial
issues; some errors or oversights in the tender documents could go unattended;
some disputes could arise later on during execution.
5.5.14 Delegation of power for Tender approval
The delegation of power to approve the tenders at various levels within PMC
is shown in the table below.
Sr. No
Designation
1
2
3
4
5
Deputy Engineer
Executive Engineer
Superintending Engineer/ HOD
Additional Municipal Commissioner
Standing Committee
Tender Approval
power (Rs. Lakh)
1.00
3.00
10.00
25.00
Above 25.00
41
5.6
RECOMMENDATIONS
1.
A separate Tender Evaluation Committee should be formed by
PMC for major road works above Rs. 5.00 crore.
2.
For most of the usual work of roads, post qualification method is
suitable as these works have to be done quickly. For very large
works of new construction, where a long time is spent in
planning etc, pre qualification of bidders may be considered.
3.
The package size should be between Rs. 3.00 to 10 crores. With
this in view, the PMC needs to consider various options to bring
the package size in this range so as to ensure that modern
machinery could be deployed on the works with proper quality
assurance.
4.
The upper size should be Rs. 20.00 crore, beyond which certain
additional conditions and pre qualification criteria will have to
be insisted. For concrete road works the package size may be
larger i.e. Rs.10 to 30 crores. These limits are to be reviewed
every 3 years with a view to revision in the light of prevailing
price levels.
5.
To ensure adequate cash flow, it is necessary to make prompt
payment of contractor’s bills. Provision of payment of interest in
case of delay beyond the prescribed limit should be made.
6.
Access to certain key machinery like pneumatic roller, vibratory
rollers, computerized hot mix plants, mechanized automatic
bitumen sprayers should be made mandatory for major projects.
Every attempt should be made to introduce modern and latest
machinery.
7.
PMC should adopt FIDIC form of document with suitable
standardized “conditions of particular application” format for
different types of works depending on their size, type, and mode
of finances. However, due care should be taken while framing
COPA that the spirit of the original FIDIC document is not lost.
A standard bidding document is prepared by MCGM in line
with the present trend and this document may be studied by a
study group for adoption by PMC.
5.
Irrespective of the fact whether the tender is scrutinized at the
local level or at the level of the committee, the scrutiny should
be based on a standard format and there should be no room for
subjectivity in the scrutiny of the tenders.
6.
To ensure transparency, the aggrieved party should have
opportunity to seek redressal and the fact that such an
42
opportunity is available should be made a part of the tender
document.
7.
The corrigendum for a particular tender should include brief
details of the work and project cost.
8.
PMC tender cell on its own should circulate tender notice by
email to all its registered contractors and also to those
contractors who wish to subscribe to this facility. A nominal fee
for this purpose can also be charged if necessary.
9.
Pre bid meetings should be held for large works and for special
type of works. A detailed guideline for holding pre bid meetings
which should include all attributes relating to the pre bid
meeting should be prepared for guidance of the PMC officials.
This document should include:
a. Minimum notice period for the work
b. Period available to the bidders after the pre-bid meeting
for submission of bids.
c. Detailed procedure for holding the pre bid meeting
d. Date of issue of common set of deviations
10. The practise of accepting earnest money exemption certificate in
lieu of submitting EMD for each and every tender may be studied
for implementation which shall reduce the paperwork significantly.
11. DLP for bituminous road works may be kept as three years since in
a situation like Pune city where the damage to roads can be due to
several other causes like trenching, etc and it is difficult to enforce
longer DLP. If the quality of a roadwork is bad, it is bound to show
immediately and much before three years. Shorter DLP will also
reduce the loading on the cost of work.
12. It is not at all desirable to incorporate sketchy or inadequate
drawings in the tender documents. Efforts are required to
strengthen mechanism to ensure that detailed drawings become part
of the tender document so that once the work order is issued, the
work can proceed unhindered.
13. For road works the longitudinal section and detailed cross sections
at all controlling changes must be attached to the tender drawings
in addition to the key maps and a plan. Drawings of all C.D. works,
bridges, manholes, etc. should also be attached along with the
Tender documents.
43
44
CHAPTER 6
GUIDELINES FOR CHOICE OF PAVEMENT TYPE
6.1
ROAD PAVEMENTS
6.1.1 While undertaking construction of new pavements and reconstruction of
distressed and damaged pavements of existing roads, the different options of
pavement types to be considered are described below
6.2
FLEXIBLE PAVEMENT
In Flexible Pavements with bituminous surfacing, the different
pavement layers such as Granular Sub Base (GSB), Granular Base (GB),
Bituminous Binder Course and Bituminous Surface Course may be
constructed using specification given below:
1.
2.
3.
4.
5.
6.3
GSB layer may be constructed using murum/ soil aggregate mix,
fulfilling the specified gradation, liquid-limit and plasticity index
values as specified in Clause 401 of MORTH specifications (5th
Edition, 2013) for Road and Bridge Works. However, it is desirable to
use non-plastic type of filler crusher dust so that the GSB layer serves
as good drainage layer for the pavement, leading to better pavement
performance.
The granular base layer may be constructed using Wet Mix Macadam
(WMM) or Crusher Run Macadam (CRM) or Water Bound Macadam
specifications (MoRTH, 5th Edition, 2013)
Different types of bituminous binders may be used particularly in the
binder and surface courses Bitumen of different Viscosity Grades,
Polymer Modified and Crumb Rubber Modified Bitumen and Cationic
Bitumen Emulsions are the various candidates for binder.
Bituminous Binder course may be constructed Dense Bituminous
Macadam.
Bituminous surface courses may consist of thin layers such as open
graded Premix Carpet with Seat Coat, Mix Seal Surfacing or
microsurfacing or graded mixes such as Semi-Dense Bituminous
Concrete, Bituminous Concrete, Mastic Asphalt or Stone Mastic
Asphalt surface.
RIGID PAVEMENTS.
Rigid or concrete pavement, including pavements with or without
dowel bars at contraction joints continuously reinforced cement concrete
pavement, and Steel or fibre reinforced concrete pavement are preferred under
adverse soil types and drainage conditions,
45
Interlocking Cement Concrete Block Pavement (ICCBP) is considered
for special location such as intersection and on the stretches/ areas of the roads
to under which service lines are present.
However, in widening areas of existing flexible pavement, either
flexible pavements or ICCBP pavements may be adopted.
For widening, of existing pavement, one of the pavement types such as
Rigid /Flexible/ICCBP may be adopted.
1. Road stretches catering for heavy traffic movement with heavy
axial loads of commercial vehicles/Heavy traffic loads.
2. Road stretches poor/ having poor rub-g roads conditions.
3. Roads with water-logging/drainage/flooding problems.
Use of concrete pavement may be justified on all important roads with
heavy traffic and on road stretches, when there are severe drainage problems
water, logging/ flooding frequent problems.
The general guidelines for the choice of pavement type for the
construction of new roads or reconstruction of damaged roads may be
summarized below.
6.4
UTWT/TWT PAVEMENTS
This type of pavement is useful for internal roads and medium traffic
roads, where the existing bituminous surface is properly consolidated over the
years. The TWT treatment provides maintenance free and good riding surface
for a period of more than 15-20 years. Such pavements have recently been
constructed in Mumbai on a large scale.
6.5
ROAD INTERSECTIONS
On locations much as intersections, pavement get damaged early due
be following reasons
1.
2.
Additional forces/stresses are developed on the pavement surface due
to turning vehicles and there is possibility of dripping of diesel from
vehicles on the surface leading to damage of bituminous surface.
Additional forces/stresses are developed due to application of brakes
and quick acceleration of vehicles.
The flexible pavement with conventional bituminous surfacing gets
damaged fast is in the above areas. Therefore, on such stretches, the following
types of pavement may be given preference.
(a) ICCBP Surfacing
Properly designed and constructed Interlocking Cement Concrete
Block Pavement is a good choice, particularly when utility lines are present
underneath. The base treatment at such locations should be provided with
adequate compaction.
46
(b) Mastic Asphalt
Mastic Asphalt may be laid over properly designed and constructed
flexible pavement. Mastic Asphalt surface becomes very smooth early, it
offers slippery or skidding surface under wet condition. Hence, spreading of
stones chips evenly and equally distributed and spaced on freshly laid mastic
bitumen under hot condition (stone grafting technique) in order to improve
skid is recommended.
(c) Stone Matrix Asphalt (SMA)
SMA is a gap graded mixture with stone-or stone contact: such mix is
also suitable for round about intersections.
(d) Cement Concrete
CC pavement is a good option if there is no utility service underneath.
However properly planned duct system is to be provided before laying the
Cement Concrete pavement to make provision for future repair of utility
services in order to avoid future digging. Construction of Cement Concrete
pavement at intersections would pose problems of diverting/ controlling traffic
during longer period required for curing of cement concrete.
6.6
FOOTPATHS
Suitable alternatives for surface of foot paths are given bellow
1.
2.
3.
6.7
ICCBP : This is suitable for re-laying of service lines located
under/along the foot paths
Pr-cast CC blocks or stone slabs: This is suitable for re-laying of service
lines located along the foot paths there could be differential settlement of
the stabs if the lower layers are not properly designed and constructed, as
there is less/no interlocking action between the slabs.
Thin CC pavement laid in- site: - This is suitable only if there are no
service lines underneath and there will not be any necessity of digging in
future.
RECOMMENDATION
1.
2.
3.
4.
Flexible Pavement may be preferred depending upon the traffic
intensity
Rigid Pavements are longer lasting and may be given due
considerations in roads having drainage problems and high traffic
intensity
TWT/ UTWT pavements shall be preferred for low volume roads
(internal roads and streets) and also for roads with steep gradients
originating near the hill side.
Concrete overlay on existing BT surface shall be encouraged for major
roads (above 12 m).
47
48
CHAPTER 7
QUALITY CONTROL IN CONSTRUCTION
7.1
DEFINITIONS AND NEED FOR QUALITY CONTROL
The term Quality has been defined as the totality of features and
characteristics a product or services that bear on its ability to satisfy stated or
implied needs. Some of the requirements to bring successful and reliable
quality of a product are:
1.
2.
3.
Acceptable materials of construction outlining the various test of
acceptance
Sound engineering practice, and
Quality workmanship which ensures that the design intends are
realized in actual construction. It all depends upon human skill for their
successful and reliable application.
Quality control is operational technique of controlling quality. Quality
Assurance (QA) includes all those planned actions necessary to provide
adequate confidence that the product (or service) will meet the requirements.
The quality control is an essential requirement for road construction by
adopting IRC/MoRTH specifications and construction methods for creating
durable and long lasting assets. The overall quality control of road works must
cover controlling quality of materials and the works at site with the help of
objective test performed at a reasonable, predetermined frequency without
affecting progress of works. It is always advantageous to have separate quality
control unit, independent of construction staff to control and monitor the work.
The guidelines in this regard are contained in IRC:SP:11-2000, Handbook of
Quality Control for construction of Roads and Runways clause 90C
“Specifications for Road and Bridge works” of MORTH specifications,
IRC:SP:57-2000 “Guidelines for Quality System for Road construction” and
IRC:SP:47-1998, Guidelines for Quality System for Bridge works (Plain,
Reinforced Concrete, Prestressed and Composite Concrete”
7.2
PRESENT SYSTEM OF QUALITY CONTROL
For major Road works of PMC, the quality control is enforced through
Project Management Consultant by establishment of field laboratory at the
contractors work site. For smaller projects, the QC operations are monitored
by the PMC appointed Third Party Inspection agency, who samples the
material at site and conducts the material testing at site or at PMC approved
laboratory.
1.
For sub grade, field CBR is taken by Third party and tested at PMC
specified laboratory. If it is found to be less than 7 to 8 %( which is
quite likely in Pune) Mechanical stabilization with murum is attempted
49
2.
3.
4.
5.
6.
under a compaction level of 95% of standard proctor density to obtain
8 To 10% CBR.
For subbase, metal of size 40-60 mm is tested in PMC specified
laboratory for gradation, specific gravity, water absorption, aggregate
impact value, aggregate crushing value and Los Angeles abrasion
value and recorded as per standard format.
For base course, metal is tested in PMC specified laboratory for
flakiness and elongation index, gradation, specific gravity, water
absorption, aggregate impact value, aggregate crushing value and Los
Angeles abrasion value and recorded as per standard format.
For bituminous concrete, for 5 loads (probably truck) received at site
one sample/each is collected and tested on site for checking gradation,
bitumen content. Water absorption, bulk density, Marshall Stability,
flow and voids, are done at the PMC approved laboratory. The field
density of BC is checked within 7 days through Municipal approved
laboratory so as to check for 95% field density.
For bituminous macadam, for 5 loads (probably truck) received at site
one sample is collected and tested on site for gradation and bitumen
content and recorded as per standard format. The field density of BC is
checked within 7 days through Municipal approved laboratory so as to
check for 95% field density.
For bigger road works, as per the contract document, the contractor
should establish site laboratory for quality control test to be performed
by him. Also, he is supposed to facilitate test for random checks
desired by the Engineer.
The existing quality control system seems to be quite alright except
that for many aspects the requirement has to be made less frequent in
comparison to MoRTH specification. Although, it is likely to produce quality
work if implemented properly, it is suggested that the total system may be
reviewed and revised in conformity with MoRTH specifications and included
as part of the contract. However, Engineer-in-charge may decide a higher test
frequency for larger size project, without hampering the progress of the work.
It is seen that on the PMC works, the gradation and bitumen content is
as per the specification for first vehicle / sample. However, the results are not
achieved for the next batch of production. Some of this material is already laid
on site and in such case the decision cannot be taken by the site engineer. Even
after achievement of gradation and bitumen content, in some cases, the
Stability and Flow value is not achieved as per the lab test results. In such
cases also, the decision cannot be taken as the material is already laid on site.
7.3
QUALITY ASSURANCE
For satisfying about verification of the quality of this material as per
work specification, quality control tests are also conducted by engineer or
independent quality control unit different from the officers engaged in the
construction at a pre-decided frequency. In addition, it is advisable to appoint
any other Third party (technical agency) for quality audit with an objective of
quality assurance. This should be planned and implemented as a quality
systems plan for the project/work right from the beginning. The contractor
50
shall provide total cooperation for all the quality control test and audits at all
stages (from tests on materials supplied to the tests on constructed pavement
layer) and this should be mentioned as a requirement in the tender itself. The
requirements of quality systems as given below aims to assure quality by
preventing non-conformity (for details refer to IRC: SP: 57-2000)
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
7.4
Management responsibility
Quality system
Contract review
Design control
Document and data control
Purchasing
Control of customer supplied products
Product identification and traceability
Process control
Inspection and testing
Control of inspection, measuring and testing equipment
Inspection and test status
Control on non-conforming products
Corrective and preventive actions
Handling, storage, packaging, preservation and delivery
Control of quality records ‘
Internal quality audit
Training
Servicing
Statistical techniques
Safety
Quality control/tracking system(SCADA System)
QUALITY CONTROL LABORATORY AND EQUIPMENTS
The contractor shall set up a field laboratory of minimum needed
equipments (specified in the tender) to facilitate control of quality of the
materials as well as the construction specification produced at site as per the
clause 121 of the MoRTH specifications. This field laboratory is to be
approved by the engineer-in-charge, and it shall have qualified
engineer/personnel in order to carry out all required tests at specified
frequency and as per the requirements mentioned in the tender or as directed
by Engineer-in –charge for conducting the other required test. Besides PMC
laboratory arrangements may be made with other organizations/laboratories
also to meet the requirements of quality control and quality assurance. PMC
has also setup its own laboratory at its hotmix plant to conduct preliminary
tests like gradation, extraction etc.
The specifications and codes of practice (latest versions or revisions)
lay down by Indian Roads Congress, Ministry of Road Transport and
Highways, and Bureau of Indian, Standard are required to be followed in
testing and evaluation of materials and the construction specifications. The list
of all relevant standards and codes of practice is given at the end of this report.
All the equipment shall be calibrated regularly as per the calibration
requirement of ISO-9001. The equipments for a selected specialized set of
51
tests may not be provided even in PMC laboratories, which may be got done
in any other reputed laboratory available nearby. The name of other such
laboratory to be used shall be indicated by contractor in advance in the tender.
The quality control tests to be carried out on various materials and
construction specifications are as follows, the details of which along with their
frequencies are given in MoRTH specifications 2013 edition (Orange Book)
7.5
SPECIFIED TESTS ON MATERIALS
1.
2.
3.
4.
5.
6.
7.
8.
7.6
TESTS ON CONSTRUCTION SPECIFICATIONS
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
7.7
Soil from borrow areas
Aggregates(coarse and fine)
Cement
Lime
Bitumen and modified bitumen, mastic asphalt
Water
Paver Blocks
RCC pipes, chambers, covers
Density of embankment/fill and subgrade
Relative compaction of embankment /fill and subgrade
Grading for subbase materials (gradation, atterberg limits,
compaction, CBR, etc)
Stabilized materials (Strength, CBR, Compaction etc)
Water bound macadam
Wet mix macadam
Prime coat
Tack coat
Bituminous macadam
Dense bituminous macadam
Semi dense bituminous concrete
Bituminous concrete
Compressive strength of concrete slab
Flexural strength of concrete slab
RECORD OF QUALITY CONTROL DATA
At present the quality control test data are recorded as per standard
format used by PMC. On account of number of works supervised by a single
engineer of PMC and lack of subordinate staff for such work, it is not possible
to carry out all the tests as per the frequency mentioned in the specifications.
PMC is required to develop a total quality systems procedure as per
MORTH specifications for quality control and as per the IRC: SP: 57-2000.
All these requirements shall form part of the contract and quality control tests
shall be conducted as per the provisions of contract and as required by the
specifications for materials and different layers of pavement. The data shall be
recorded in the standard forms evolved by PMC or adopted from as available
elsewhere, e.g.IRC:20-2002.
52
The quality related records and documents shall be maintained as
follows as per IRC: SP: 20-2002 so as to control the progress of work as well
as to assure the quality:
7.8
METHOD STATEMENT
The contractor shall submit a ‘method statement’ giving all the steps in
which the job will be performed to meet all the quality requirements which
shall be approved by the engineer after satisfying himself. It will be supported
by suitable figures and sketches wherever required, including the details of
machinery and their numbers, time requirement etc.
7.9
INSPECTION PRO-FORMA
These are for taking necessary approvals of the engineer for concrete,
reinforcement, formwork, earthwork, etc with necessary check-list.
7.10
TEST RESULTS
These Performa are for recording the results of day-to-day quality
control tests carried out.
7.11
DAILY DIARY OF WORK
To record the day-to-day operations with activities at site of work, such
as equipment and manpower deployed, material consumed, activities at site
including inspection and follow-up of instructions.
7.12
NON-CONFORMITY RECORDS
Detailed statements of non-conformity including the statements for (a)
procedure to be adopted for rectification, (b) long term corrective action, and
(c) immediate preventive actions and other activities.
7.13
QUALITY AUDIT
Set of proforma with instructions for independent audit of the quality
assurance at periodic intervals.
All these are to be comprehensively dealt with in the quality assurance
Manual to be got prepared for PMC road works. PMC has already prepared a
Quality Assurance Manual for road works through Third Party Inspection
Agency which may be suitably modified as stated above.
7.14
TRAFFIC DIVERSIONS AND OTHER DISTURBANCES
7.14.1 Traffic Diversions
Normally any road work, whether it is repair of a pothole or routine
maintenance or even widening of road, will disturb the normal flow of traffic
though this is a concern in all construction in Pune, this aspect is neglected
severely leaving the vehicular traffic and pedestrians at a great risk. Traffic is
53
required to be diverted in all construction sites providing at least 60-80 percent
equivalent of normal capacity for the traffic movement. The traffic can be
diverted to other parallel road giving appropriate signs when the original route
will not have enough capacity after barricading the construction area. While
planning the road work, a detailed plan for the diversion shall be prepared
providing for the extra temporary construction, such as paving of the shoulder
etc, and proper drawing shall be submitted to the engineer for approval. This
shall also be got approved from the Traffic Police Department. During the
entire duration of the construction work the diversion shall be maintained in
good condition to serve the traffic in a safe way.
Such requirements shall be part of the tender and also in contract as
part of the total estimated cost. Currently, no separate provision is made for
the traffic diversion work in the road estimate of PMC. The traffic diversion is
enforced through the contract conditions only. Wherever manual control of the
traffic is required, contractor shall arrange for the same with signs, signals,
marking flagmen in addition to safety barriers. All these provisions shall be in
accordance with clause 112 of MORTH specifications and IRC: SP: 55-2001
“Guidelines on safety in road construction Zone” for more details relevant
chapter of the report may be referred.
It is not possible for providing Traffic diversions in congested city area
especially for resurfacing works. Under such circumstances, the vehicles
immediately ply on the newly laid bituminous road which is required to be
kept without traffic for 24 hours as per MORTH specifications. Under such
cases, some mechanism should be formulated to take care of the traffic
diversion, regulation in congested areas of the city.
7.14.2 Abatement of construction noise
Noise is a nuisance in the construction site, particularly for the people
required to pass through this area and also those who live/work around the
area. Appropriate tools and machineries shall be used by the contractor, which
are less noisy as approved by the Engineer. Most machinery is available these
days including the high capacity diesel generators which are noiseless or with
minimum noise. In case the noise cannot be minimized by choice of
equipments, temporary noise barriers shall be used by the contractor for
carrying out the work. Also, the work shall be carried out during the daytime
and in no circumstances beyond the working hours i.e. between 2100 Hrs until
0600 hrs. The specification included in tender must include all these special
conditions.
7.14.3 Environmental hazards
Most construction sites and its vicinity are polluted by suspended
particulate matters. Contractor shall take adequate precautionary measures by
sprinkling water to avoid re-suspension of the particulate matters. Moreover,
the diversions to be used by large volume of traffic shall be temporarily paved.
Also, there should be continuous check on the gaseous pollutants from the
exhaust of various equipments being used in the construction. The contractor
54
shall provide site guards against all other types of environmental hazards as
detailed clause 111 in the MORTH specifications.
7.14.4 Pre-qualification/ Post Qualification
Most of the road construction operations, especially in the urban areas,
have become mechanized at recent times for speed, efficiency and the quality.
Therefore, the contractors are to be pre-qualified for their capacity and
capability in terms of the equipments they possess or they have access to and
the qualified/trained manpower they have to delivering the contract with
highest quality as per the contract specifications (adopted quality systems).
Thus, the list of equipments (specially the heavy construction machineries)
possessed by the contractor and the qualifications of the personnel required
and available with the contractor for carrying out the works with due control
of quality at site are to be verified at the post-qualification stage. Also, the
commitment and capacity of the contractor to establish the field quality
control laboratory with all necessary infrastructure and equipments shall be
obtained in the post-qualification stage itself.
7.15
RECOMMENDATIONS
1.
2.
3.
4.
5.
6.
Though quality control system exists, it is to be strengthened by
upgrading the associated provisions.
The pre-qualification of contractors must establish the capacity and
competency in QC.
Complete specifications for QC and QA to be developed with the
specifications.
Adequate and safe traffic diversion must be ensured through provisions
in the contract including abatement of construction noise and
environmental hazards. This should separate payable item. The
maintenance of diversion road during construction period will be
responsibility of contractor and separate lump sum amount for every
quarter can be paid. Similarly due to shortage of staff traffic warden
have to be engaged by contractor for which also separate payment can
be made
Implementation of IT for quality control in road works through various
innovative systems like SCADA device at the Batch Mix and RMC
plant, vehicle tracking system for monitoring of the dumper movement
and intelligent compaction system for the efficient compaction of all
the pavement layers, use of Nuclear / Non-Nuclear density gauge for
immediate field determination of pavement layer density should be
enforced for all the works above Rs. 100 lakh by PMC.
PMC has got prepared a Quality Assurance Manual through Third
Party Inspection Agency and is enforcing it. PMC may consider
revising acceptance criteria in terms of number of tests and acceptance
values. In case of works, where QAM criteria is not in strict adherence
to QAM norms, but is within acceptable limits, the work may be
accepted with reduced rate. The other remedy is to hold periodical
meetings with all stakeholders and deliberate as to why it becomes
necessary to deviate from the QAM norms and what can be done so
that these deviations are reduced to the extent possible.
55
7.
8.
9.
10.
11.
12.
13.
14.
15.
Specialised costly testing equipment can be allowed to be procured by
engineering college, for which funding can be provided by PMC. A
condition can be put that the institute would charge only 20% to
samples of PMC for testing
A separate lump sum provision may be made for carrying out trial
stretches with alternate technology/materials. Similarly provision for
performance study through local engineering college must be made
and implemented.
procedure to be adopted for rectification, (b) long term corrective
action, and (c) immediate preventive actions and other activities has to
be prepared for major work and approved by competent authority.
DCP is a good equipment to get an overall idea about the field density
and CBR values. Use of this equipment should be encouraged
For satisfying himself about verification of the quality of this material
as per work specification, quality control tests will also be conducted
by engineer himself or independent quality control unit different from
the officers engaged in the construction at a pre-decided frequency. In
addition, it is advisable to appoint any other Third party (technical
agency) for quality audit with an objective of quality assurance. This
should be planned and implemented as a quality systems plan for the
project/work right from the beginning. The contractor shall provide
total co-operation for all the quality control test and audits at all stages
(from tests on materials supplied to the tests on constructed pavement
layer) and this will be mentioned as a requirement in the tender itself.
A policy about third party audit has to be prepared. All major works
should be checked by them but smaller randomly selected works also
should be checked by them
Mobile equipments are available to quickly check the bitumen content.
They may be used for major projects
A continuous review of various specification and construction
procedures has to be done to indentify the improvement/changes
needed in the same. Alternate construction technology/material will
have to be evolved. e.g. Machine laid mastic asphalt, self compacting
concrete for rigid pavement, grouted BM etc For this purpose special
funding for research be done
Specialised equipment and manufacturing process has to be applied to
get quality product as paver block where in good equipment which can
impart high vibrations and compaction has to be insisted. The process
to improve specification has to be continued.
56
CHAPTER 8
CONSTRUCTION WORK
8.1
CO-ORDINATION
As per the current practice of PMC, there is lack of coordination
between the other departments of PMC and private utility service providers
especially for smaller road works. Hence, many a times, it is required to
excavate the road or make trenches after the road improvement works are
completed. Even though the cross utility pipes are laid by PMC at certain
locations, these are not used invariably by all the utility service providers.
There is requirement for overall coordination between the various PMC
departments, traffic department and the other utility service providers before
taking up new road works.
The permission is sought from the traffic police department for
commencement of road works. The work programme and bar charts submitted
by the contractor is revised based on the suggestions/approval from the traffic
police department.
A lasting solution to this problem would be to shift all the utility
service lines towards the outer edges of the ROW. A suitable duct system
should be planned and installed in order to take the utility service lines across
the carriageway. Though it is an expensive proposal, this may be considered as
a “one time investment” needed for maintaining the road system in good
condition and hence this will pay back the city administration in the long run.
One part of the initial cost towards shifting the utility lines and duct system
could be charged to the service agencies, particularly those running on
commercial basis and the private companies. In addition, annual rental charges
towards the space and the duct facilities could also be levied from these
agencies.
An APEX committee under the chairmanship of Additional Municipal
Commissioner and including all the Head of Departments of PMC should be
constituted to review the planning of any new road work. The opinion of each
department and their requirement in the road work should be taken well in
advance before preparation of estimate of the road work. The estimate should
cover all possible/ foreseeable works including formation works, surface/
storm water drainage structures/ utility ducts along/ across the road, pavement
works , traffic safety islands/ markings/ road signs and any other site specific
requirements etc, so that tentative overall outlay for the road is known at the
time of planning stage. The tendering packages may be prepared at the time of
execution, based on annual budget allocation and at rates applicable at that
time. In case of inadequate allotment of funds the work may be tendered in
suitable packages either sub- section wise or item wise depending on inter-se
priorities. Quantum of certain items may be initially restricted, but items like
57
cross drains/ ducts likely to disturb the movement of traffic if planned at a
later date and essential traffic safety measures/ signage should be provided in
the first stage itself. In case some unforeseen crossings of utilities along and
across the roads, Trenchless Technology should be encouraged for important
roads in PMC area and wherever possible for laying of Water Supply line,
Sewer lines, OF cables etc. along and across the existing roads. The cost of
such works, including restoration of damages to the existing road should be
recovered from the agency concerned.
The list and description of items generally involved in road and bridge
work available in the MoRTH Specifications for Road & Bridgeworks
published by IRC may be referred to for reference while preparation of
estimates to ensure all possible items are covered in the estimates.
8.2
SUPERVISION ARRANGEMENT:
At present the road works are attended by the Engineers of PMC along
with all other duties of the Corporation. There is no separate division to look
after any of the following activities of the road works:
1.
2.
3.
Planning and design of new or widened portion of pavement or overlay
for strengthening of existing pavement.
Supervision of road construction works
Quality control and quality assurance
The Additional City Engineer, Superintending Engineer and the other
Engineers are expected to supervise the various constructions and maintenance
works of the roads on all the days irrespective of holidays and during both day
and night hours. When even such works are being carried out, they are also
required to look after office and other routine works and to attend meetings
during the day, whenever convened. This does not enable the day to day
supervision of work and the attention is diverted. Currently there is area wise
distribution of work supervision. Hence this affects the overall quality of the
work and efficiency of the Engineer as he may be burdened with excess work
in a particular area of the city which has received major budgetary allocation.
There is no specified work allocation system in PMC.
It is desirable that following aspects are considered while carrying out
review of the organizational pattern, charter of duties and financial/ linear
norms for establishment of PMC as discussed elsewhere in this report:
1.
2.
All arterial and other roads in Pune city and sub-urban areas should be
divided into a few convenient zones.
In each zone, a team of “supervision engineers” consisting of a few
Deputy engineers and Sectional / Junior Engineer who are well versed
in road construction and maintenance works should be given the sole
responsibility of supervision of all the road works. These supervision
engineers should not be assigned responsibilities other than the road
works. The concerned Executive Engineer and Superintending
Engineer of the zone shall be responsible for periodic checking and
monitoring of the above supervision engineers.
58
3.
8.3
In each zone, a small team of “Quality Assurance” engineers
consisting of Deputy Engineers and Sectional Engineer/Jr.Engineer
who are well trained in quality control tests and quality assurance
procedures should be posted.
TRAFFIC DIVERSION DURING CONSTRUCTION WORK
As per the present practice it has been possible to close the road from
traffic movements on roads in residential areas for a few hours only during
late night. However the vehicles parked at night along the road-side make it
difficult to carry out the road work in a proper manner. It is not possible to
close the roads from traffic movement in core city areas. It is necessary to
complete the construction activities within short period and therefore there is
no sufficient time available for curing or even for proper cooling down of the
newly laid hot bituminous pavement layer. Suitable percentage should be
provided in the estimated cost of works in such areas to cater for disturbance
in progress of works.
It is suggested that the final rolling of the bituminous overlay and
resurfacing layer using hot bituminous mix is to be generally completed before
the main temperature of the layer cools down to 100 degrees C in order to
avoid premature damages to the newly constructed bituminous layer,
movement of traffic, even the light vehicles should be strictly prevented until
the entire bituminous layer, up to the bottom cools down to surrounding
atmospheric temperature. Camber and super-elevation should be checked
carefully and corrected before the mix is cold/ set, as it is difficult to correct it
after words. The time required for cooling of the layer as above varies
depending upon several factors such as compacted thickness of the bituminous
layer, type and grade of bituminous binder used. Temperature of final
compaction, wind speed, etc. as a general guideline, it may be mentioned that
a minimum of six hours time may be allowed after final compaction of hot
mix layer before allowing movement of light vehicles such as two wheelers,
three wheelers and passenger cars. However it is desirable not to permit
movement of heavy vehicles for 24 hours after laying a hot mix layer.
It may be mentioned here that as per clause 509.5 of the specifications
for Road and Bridge works of the Ministry of Road Transport and Highways
(2001) the newly laid bituminous concrete surface shall not be open to traffic
for at least 24 hours after laying and completion of compaction, without
specific approval of the engineer “in writing”
Even patching of pot holes and cracked areas using cold bituminous
mix (with cationic bituminous emulsion) need a certain minimum curing
period before allowing traffic movement. This period also depends upon
several factors, particularly the type of binder used.
In view of the above, proper traffic diversion plan should be worked
out in consultation with the traffic police department well before taking up
road maintenance work on each road stretch. The required barricades and
information sign system should be installed at the appropriate locations for the
benefit of road users.
59
8.4
WORKING DURING MONSOON/RAINY SEASON
Generally bituminous construction work such as resurfacing, overlay
and widening of carriageway are not carried out during rainy season. However
due to pressure from the public/ elected representatives some of the essential
works are required to be carried out even during rainy season, particularity
before Ganesh festival. Pot holes are periodically filled during monsoon
period.
In fact no road work involving hot bituminous mixes should be carried
out when there is even slight rain/ drizzle or when the receiving surface is
even partially wet. It is desirable to stop all major bituminous road works such
as resurfacing, overlay and widening of carriageway one month before the
start of the monsoon season. The road construction activities using hot
bituminous mix should be stopped well before the start of pre-monsoon
showers.
Patching of pot-holes should be carried out following all the prescribed
steps from time to time, as and when they develop, particularly during the
rainy season by using a suitable type/ grade of cationic bituminous emulsion
both for application of tack coat and for the pre-mix the patching of pot-holes
can be carried out by this method even during the rainy season when the
receiving surface is partially wet, but when it is not actually raining and there
is no stagnant water in the pot-hole. Suitable anti stripping agents of approved
quality and quantity may be used if required.
Procedure for filling the potholes
a.
Preparation of area to be patched by cutting to rectangular shape with
vertical edges
b.
Removal of all weak and loose materials and removal of dust by hand
brushes and clearing of fine dust and excess moisture (if any) using air
blower
Application of tack coat using appropriate type and grade of cationic
bituminous emulsion by a hand operated pressure sprayer on this
entire receiving surface of the prepared area including the vertical
edges(tack coat may also applied along the vertical faces of the
rectangular cut by hand brush)
Laying of premix of appropriate thickness by making allowance for
compaction
Through compaction of the mix in the patch using a small vibratory
roller or any other suitable roller or compacting equipment (or even by
the rear wheels of a loaded heavy truck if none of these are available),
soon after laying the mix and finishing to the same level as the
adjoining/surrounding area of the patch.
Also Refer relevant chapter for filling of potholes.
c.
d.
e.
f.
8.5
SYSTEM OF CHECKING AND CERTIFICATION
As per the existing system, for the construction of cement concrete
(CC) roads, a site laboratory is established by the contractor and the quality
60
control (QC) tests are done through his engineers. As the CC mix use is
supplied from the ready Mix concrete (RMC) plants, appropriate QC measures
are adopted at the RMC plant itself. The concerned engineer/Jr. Engineer of
PMC counter-checks the QC tests on a sample basis who certifies them.
For bituminous pavement work, majority of hot mix plant are located
outside Pune city limits in areas such as Katraj, Ambegaon, Wagholi, Moshi
etc. The engineers of the contractor have been carrying out the mix design and
other laboratory tests at the plant site. Due to shortage of staff all tests are not
checked at road site by PMC engineers. However the bituminous concrete mix
supplied at the work site is subjected to tests on sample basis by Engineer of
PMC by taking random samples and if any mix does not fulfil the specified
test requirements in terms of the quality, the material is rejected on the site
itself.
The levels on top of the existing road and the overlay are taken by the
contractor engineer and verified by the PMC Engineer. It is essential to ensure
correct camber and super-elevation of the road top surface before the mix
cools or sets so as to facilitate efficient drainage of surface during service life.
Indirect control on the quantity of bituminous mix used in the road work is
established by restricting the area covered per tipper load or per ton of the
mix, based on the tender specification trial pits are taken on sample basis to
check the average thickness of compacted overlay.
It is desirable to follow systematic procedure for QC tests and quality
assurance (QA) system/provisions as outlined in chapter 8 of the Report.
8.6
AS-BUILT DRAWINGS AND TAKING OVER ON COMPLETION OF
THE ROAD WORKS
As-built drawings or completion drawings are prepared for the
construction of CC roads. However there is no such procedure of preparation
of “as-built drawings and proper taking over of completed road stretch by the
PMC.
8.7
DETAILED CONSTRUCTION METHODOLOGY
Detailed construction methodology of various items of road and bridge
works from preliminary/ preparatory stage to final completion stage including
testing, method of measurement for payment and norms for pricing/ rejection
of work, if any etc, are well described in MoRTH “Specifications for Roads
and Bridge Works” published by IRC and various IRC codes (List of IRC
codes and other relevant literature is given elsewhere in this report).
8.8
RECOMMENDATIONS
It is recommended to establish the following practice as a part special
condition of contract in tender stage itself as prevalent in MORT&H:
1.
Providing construction drawings to the contractor along with tenders.
Asking the contractor to submit “Good for Construction” drawing at
61
least 30 days before commencement of a particular structure based on
actual site conditions.
2.
Obtaining as-built drawing from the contractor and duly getting them
checked and certified by the competent supervising engineers of PMC
before passing the final bill for the works. It is desirable to prepare asbuilt drawings based on joint site measurements as soon the structure is
completed and a portion of the structure is hidden from sight due to
backfill etc
3.
The as built drawing for the road alignment should include Total Station
survey indicating the location of all utilities, trees, street poles, adjacent
buildings, crossings, structures, chambers, fire hydrants, etc. The cross
sections at every 10 m interval should also be included. The drawings
should be compatible so as to superimpose on a GIS map based on
standard benchmarks established throughout the city. The details and
locations of all utility crossings, number of pipes etc should also be
provided. The as built drawings should be provided on Soft copy and
Hard Copy of tracing.
4.
The procedure for provisional taking over of the completed road stretch
with punch list of items to be rectified during the defect liability period
(DLP) and Final taking over certificate after completion of DLP (when
proper inspections with check lists for verification are done) to ensure
all defects have been rectified before release the final payment.
5.
The detailed construction methodology from relevant literature shall be
studied and extracts of the relevant portions/ sections kept by PMC
engineers during site supervision/ inspections. These should also be
briefly described and included in the pocket books proposed to be
prepared
and
issued
to
engineers
by
PMC.
62
CHAPTER 9
NEW MATERIALS AND TECHNIQUES
9.1 NEED OF NEW MATERIALS
There is tremendous increase in traffic count as well as load carried by
the commercial vehicles. Therefore, it is necessary to introduce better
materials for construction and maintenance of Roads. In case of road works
pertaining to new construction as well as in maintenance, improvements have
been advanced and a number of new materials and techniques are available for
better performance, and durability. A number of additives are also available
for stabilization of soil to enhance the strength. These are inorganic polymers,
nano materials, geo polymers, and bio enzymes. There are many high
performance bituminous and cementitious materials available for both flexible
and rigid pavement construction. The material and construction specifications
presently used by Pune Municipal Corporation for road works are traditional.
There are a number of specifications for bituminous and concrete
construction adopted by MORTH for National Highways and PWD’s for State
Highways, which are also not being used by PMC. In moderate rainfall area
like Pune, some of the specifications like cold, half warm and warm mix
technology may be useful. Use of adhesion promoters may be beneficial to
prevent damages due to moisture. Recycling of the bituminous pavement
should be used to conserve materials, which are scarce and depleting fast.
Some of the new materials and techniques are described in the following
sections. Self compacting concrete may be encouraged for rigid pavements.
9.2 BITUMINOUS MATERIALS
9.2.1
Bitumen Emulsions
Bitumen emulsion is a liquid product in which bitumen is suspended in
a finely divided condition in water and stabilized by means of suitable
chemicals known as emulsifier. In India, among various types, normally
cationic type of emulsion is used, and for Pune this is recommended. The
bitumen content in emulsions is 60-65 percent and the remaining is water.
When cold mix with emulsion is used on the road, it breaks resulting in release
of water and the mix starts to set. Bitumen emulsion based construction is very
efficient in terms of avoiding heating of the ingredient of the mix and
preparation of the mix. However, emulsion based technology is somewhat
more stringent in terms of compliance to the proportion and requirements
about the cleanliness of the aggregates. The special advantage is that moist
aggregate can be used for preparation of the mix. Emulsion is advantageous
for both new constructions as well as for the repair and maintenance.
However, its use is preferred for low traffic roads. Guidelines recently
developed by IRC shall be adopted.
63
9.2.2
Modified Bitumen
Properties of conventional bitumen binders and mixes can be improved
to meet requirements of modern pavement with the incorporation of certain
additives or blend of additives. These additives are known as “Modifier” and
bitumen premixed with these additives are known as “Modified Bitumen”.
IRC: SP: 53-2012 deals with of Polymer Modified Bitumen for Road
Construction. The specification of modified bitumen IS: 15462-2004 by BIS
has also been published recently. The advantages of using polymer and
rubber-modified bitumen are given as under:
1.
Lower susceptibility to daily and seasonal temperature variations
2.
Higher resistance to deformation at elevated pavement temperature
3.
Better age resistance properties
4.
Better adhesion between aggregate and binder
5.
Higher fatigue life of the mixes
6.
Delayed of cracking and reflective cracking
7.
Overall improved performance in extreme climatic conditions and
under heavy traffic
The modified bitumen is broadly classified in three categories.
1.
2.
3.
PMB
- Polymer Modified Bitumen
NRMB - Natural Rubber Modified Bitumen
CRMB - Crumb Rubber Modified Bitumen
The issues related to handling of modified bitumen and mixes at sites
are very important. It is extremely important that modifier is thoroughly
blended with bitumen before preparation of mix so that modified bitumen
retains its premium properties. The other precautions are as under:
1.
2.
3.
4.
5.
Preferably be blended at refinery or by proper high shear mixing
plants.
Product supplied hot in tankers or if supplied in drums shall be agitated
in melted condition with suitable device before use.
Penetration, softening point, separation and elastic recovery tests shall
be conducted at site.
Multiple heating shall be avoided.
In case of NRMB, material shall be supplied at 130-150°C and shall be
used within 24 hours of its filling.
The use of modified bitumen is recommended for arterial roads.
9.2.3
Modified Emulsions
Modified emulsions are those whose residue is modified or aqueous
phase is modified by latex of polymeric material. The modified emulsions may
be classified as mono-phase and bi-phase system. The types of modifying
64
agents used for production of mono phase modified emulsions are EVA, SBS,
and SIS etc. In case of bi-phase emulsions, latex of natural or synthetic rubber
such as SBR having extremely fine particles (generally 1 m) are used for
modification in aqueous phase. The main property of this modifier is elastic
behavior of residue that allows them to accept and recover from large strains
when they are exposed to temperature. This property of residue from modified
emulsion can be observed by measurement of elastic recovery. The merits of
modified emulsions over traditional emulsions are many but some of these are
listed below:
1.
2.
3.
4.
5.
High cohesion at medium and high service temperature.
Improved performance at low temperature.
Improved theological behavior.
Increased plasticity interval (PL=TR&B-TFraass)
Better resistance to ageing.
Modified emulsion is recommended for micro surfacing works for
preventive and periodic maintenance.
9.2.4
Multigrade Bitumen
Multigrade bitumen performs over a wide temperature range as
compared to traditional bitumen. These are formulated ‘to resist both pavement
rutting/ deformation at high temperature and pavement cracking at low
temperature. These bitumens are mainly characterized by high value of
penetration index, typically greater than 0 but less than 2. Multigrade bitumen
is known to bridge the performance gap between traditional bitumen and
polymer modified bitumen. This bitumen is in most cases applied in wearing
courses in special situations like heavily traffic. Multigrade bitumen can be
applied in both the binder as well as and wearing course to increase overall
performance including resistance to rutting like polymer modified bitumen.
The specification of multigrade bitumen for road works is given in IS: 15708.
The use of multigrade bitumen is recommended for arterial roads.
9.2.5
SUPERPAVE Binder Specification
The SUPERPAVE binder specification is intended to control
permanent deformation at highest pavement temperature, low temperature
cracking and fatigue cracking in flexible pavements. The specification
accomplishes this by controlling various physical properties. A PG 58-16
grade is designed to be used in an environment to offer protection to
deformation for an average seven day maximum temperature of pavement as
58°C and a minimum pavement design temperature of 16°C.
9.3
Use of Cubical Aggregates
The Indian road aggregate production industry is traditional and does
not produce good quality aggregates. The ideal production methods are
65
hammer or cone crushers, which by giving an impact blow would shatter the
rock boulder into smaller fragments resulting in angular or cubical aggregates
rather than flaky and elongated particles. Crusher types also effects shape of
aggregates. The shape of aggregates gives strength to bituminous mixes. If the
flakey particles are more, these are likely to be crushed under traffic and the
gradation will be changed which will affect the voids in the mix and
subsequently the strength properties of the mix. The reduced flakiness index
increases the mix strength and reduces the binder consumption. The maximum
recommended limit of combined Flakiness and Elongation index is 35.
9.4
Recycling of Bituminous Pavements
Cold and Hot recycling of the bituminous pavement is in practice all
over the world, especially for the urban roads, where increasing the levels of
the road surface is not often possible. Moreover the top 10-20 mm of the
bituminous surface get oxidized, become brittle and develop cracks. The
bituminous materials in lower part of the bituminous layers are better which
can be reused. The major constituent of the road pavement is aggregates
which can be reused for a fresh layer after correction of the grading by
addition of required sizes of fresh aggregate. Presently, only a part of the
recycled materials from bituminous layers is used by PMC in the lower layer
of granular base course. However, it must be used in bituminous courses using
hot or cold recycling methods. It is recommended to use 10-30% RAP in
bituminous mixtures. Emulsion and Foamed Bitumen are permitted in IRC:
37-2012 “Tentative Guidelines for the Design of Flexible Pavements”
(Revised).
9.5
Stone Matrix Asphalt
Stone Matrix-Asphalt (SMA) is a high performance substitute to dense
graded bituminous mix like bituminous concrete. It is a strong, durable and rut
resistant mixture which depends upon stone-on-stone contact to provide
strength and a rich mortar of binder and filler to provide durability. SMA has
proved superior performance on heavily trafficked' roads in city traffic
condition. SMA in useful on intersections, roads with heavy traffic and bridge
decks.SMA may replace Mastic Asphalt. Thin SMA is also being used in
some countries which may also be tried.
9.6
Porous Asphalt
Porous Asphalt is an open graded bituminous mix, which has been
found to eliminate hydroplaning. Enhanced surface friction, reduced spray,
and night glare during wet condition due to interconnected voids and high
permeability are features of porous asphalt. Such mixes are designed so as to
form a surfacing with voids content of about 18-22% after laying and
compaction. With such a high percentage of voids, a network of
interconnected channels is created in the layer, capable of draining out water.
The benefits from Porous Asphalt are as under:
66
1.
2.
3.
4.
5.
6.
7.
8.
9.
Hydroplaning potential during rainstorm is minimized
Skid resistance at high speeds ding wet weather is improved
Splash and spray during wet weather is minimized
Road smoothness is improved (Due to correction of minor surface
irregularities)
Wheel-path rutting is minimized
There are fewer glares at night during wet weather
Riding surfaces are quieter (because 0 less noise form tyres)
There is better wet-night visibility of traffic stripes
Safety is increased (because of reduce stress on the operator during
rainstorms)
Porous Asphalt is noise absorbing layer. Such mixes may be used on
arterial roads in front of schools and hospitals on trial basis.
9.7
Warm Mix Asphalt
The development of WMA technologies to meet targets and to achieve
the engineering values specified for normal mixes has stressed upon the
benefits and advantages over conventional HMA. The main
benefits/advantages of using WMA over HMA are as follows:
a)
Environmental and Health Benefits
1. Reduction in consumption of non- renewable fossil fuels and
greenhouse gas emissions
2. Recycling of existing materials which are otherwise disposed
3. Increased potential for recycling milled material
4. Better working conditions for the work force and reduced pollution in
neighboring areas
b)
Commercial and Technical Advantages
The benefits obtained by using WMA are mainly from three aspects:
1. WMA technologies provide better bituminous mix workability than
HMA and compaction at lower temperatures.
2. Warm Asphalt requires lower mixing and compaction temperatures,
compared to conventional Hot Bituminous Mixes, leading to reduction
in temperature of the bituminous mixes compared to the conventional
mix and ambient temperature of the atmosphere and prevalent road
temperatures.
3. WMA takes longer time to cool from mixing to compaction
temperature than conventional hot bituminous mixes, thus providing a
longer “compaction window” with advantages like longer haulage and
final compaction time.
4. Lower mixing temperatures result in less binder aging during mixing
and paving than conventional bituminous mixes resulting in improved
fatigue and cracking resistance.
67
c)
Compatibility:
As a result of improved workability provided by this
technology, there is an improvement in mix cohesion and helps in
easier compaction due to a reduction in the stiffness of the mix.
d)
Improved workability for manual work
This technology improves mix cohesion and Compatibility and
can be used for locations where mix has to be manually place like
intersections, widening and around the manholes where the paver
cannot operate.
e)
Cold weather Paving
WMA because of its lower rate of cooling can be used in cold
weather conditions when transportation and paving is a serious
problem.
Parts of the country which experience very cold winters, the
paving season can be extended using this technology.
f)
Increased distance and time for haulage
WMA may be hauled for longer distances than HMA because
of slower rate of cooling and larger compaction window. This provides
the advantage of hauling longer distances especially in places like
Delhi, where hot mix plants have been banned and heavy traffic
congestion results in longer haulage time.
g)
Reduction in fuel consumption
Reduced plant mixing temperatures result in reduced fuel
consumption, which depends on several factors like:
•
The working temperature of the WMA,
•
The moisture content of the aggregates
•
The efficiency of the mixing plant
h)
Reduction in ageing of the binder
The reduced operating temperature of WMA result in reduction
in ageing of the binder during production and paving and improved
flexibility and fatigue resistance of the bituminous mixes is obtained.
Therefore, the use of WMA technology may be considered for pilot
studies.
68
9.8
GEO SYNTHETICS
Geosynthetics is vital and useful material for various applications in
road works. The advantages are the performance and level of service of the
specification in which it is used. These are available in various forms such as
geotextile, geogrid, geonet, remembrance, geocomposite etc for appropriate
applications. Each of these is produced in different forms; for example, the
geotextile can be woven or non-woven. This can be used in bituminous
pavement for reduced thickness or prevention of reflection cracking in
overlay.
9.9
CONCRETE OVERLAY
9.9.1 White Topping
A white topping on bituminous surface can be defined as: a concrete
overlay of adequate thickness bonded to an existing pavement. A solution to
rutting in bituminous pavement is White Topping, which means that the
placement of a concrete overlay on top of bituminous surface. This is an
acceptable pavement maintenance practice.
9.9.2 Thin White Topping
With the advent of new and fast or concrete pavement construction
technologies which allow the opening of a concrete pavement surface to traffic
within 24 hours or less of initial paving, white topping technology is desirable.
Thin White Topping (TWT) is the next generation concrete pavements. It
involves the construction of a concrete overlay between 100-200 mm.
Reduction in concrete pavement depths results in a substantial reduction in
concrete pavement cost. This type of pavement is useful where the minimum
thickness of bituminous layer after milling is 75mm and also existing
bituminous layer is in good condition so that reflection cracks or sympathetic
cracks are as minimum as possible. The left out cracks after milling shall be
repaired first with either bituminous or cement concrete or any other suitable
polymers; and thereafter, thin white topping is applied. The basic purpose of
TWT is to improve the riding quality along with the load carrying capacity.
PMC has already adopted TWT technologies and thickness may be provided
based on IRC guidelines.
9.9.3 High Performance Concrete
High performance concrete (HPC) is defined as concrete designed to
meet wish strength and longer durability. HPC is generally characterized by
low water/cement ratio and may contain silica fume and fly ash as mineral
admixtures as replacement of cement. The cost of the production of HPC is
higher (by 16-32 percent) as compared to that or the normal concrete at
equivalent mix proportion. However, there is 20 to 50 percent increase in the
compressive and flexural strength as compared to conventional or normal
concrete. Further, the benefits accrued from the use of HPC such as low
maintenance cost, longer life of the structure, higher strength, trouble free
service etc. shall compensate the high initial cost of the HPC possible benefits
include:
69
1.
2.
3.
4.
5.
6.
7.
Reduced construction times
For rapid repair of distressed pavements and bridges
Chloride resistance
Reduced permeability
Reduced corrosion of steel bars
Improved durability, and service a ability, and
Enhancement of the life of concrete pavement and bridges.
9.9.4 Self Compacting Concrete
Self compacting concrete technology is a developed technology. This
requires least compaction effort and therefore is an ideal alternative for highly
steel congested concrete sections and also for road works to conveniently get
proper compact surface in line and level by using a fixed form paver.
9.10
MATERIALS FOR SPECIAL APPLICATIONS
9.10.1 Ready to Use Patching Mixes/Materials
Commercially available cold mixed materials can be used for patching
and filling of potholes. These are available in air tight bags or drums.
9.10.2 Microsurfacing
Microsurfacing is a mixture of fine aggregate, water, cement and
polymer modified emulsions. This treatment can be used for preventive as
well as periodic renewal treatments. Guidelines are given in IRC: 81-2008.
This treatment is applicable for maintenance if Roughness Index is below
2500mm/Km. This treatment in useful for roads as well as surface of bridge
decks.
9.10.3 Controlled Low-Strength Material
Controlled Low- Strength Material (CLSM) is defined by ACI
committee 229 as a "self- compacted material used primarily as a backfill
material in lieu of compacted fill with a compressive strength of 1200 psi
(840-kpa) or less" however, where future excavation may be required. The
ultimate compressive strength of CLSM should be loss than 300 psi (2100
kpa). The level of strength is very low compared to concrete but very strong
when compared to soil. CLSM is the only viable method of completely filling
the voids, and additionally there is no associated cost for vibration or
compaction of the martial in place controlled low strength material (CLSM) is
a useful construction material for filling the utility-cut trenches, especially for
the lower layers. It is a flow able grout for trench filling as it is a selfcompacting grout which is pumps intro the location and water is allowed to
flow out. A note from ACI on CLSM may be referred for this work.
70
9.10.4 GROUTED BM
The new technique of grouted BM is being developed. In this technique,
properly selected bituminous macadam having 25 % voids with 2.5 % bitumen
is laid as a top wearing coat. This surface is grouted by high strength flowable
grout (having strength of 300 kg/sq cm) which seals all voids and makes it
virtually impermeable layer. Such a wearing coat would reduce the damage
due to frequent braking action which normally happens on urban roads.
9.11
QUALITY CONTROL FOR NEW MATERIALS
New materials like geotextiles and modified binders or SMA and
micro surfacing or any of the other materials described is this chapter can also
be used to advantage wherever appropriate. All such new materials will
require appropriate quality control for the material as well as for the
construction specification to derive the true advantage. Therefore,
specifications and quality control requirements of each of these are to be
understood clearly before their use. The quality control requirements of
geotextiles and modified bitumen are as given in clause 703 and 521
respectively of MORTH specifications.
Each of these new materials may be adopted for use as appropriate, but
with due care for actual method of its use. Moreover, the material should be
tested by more than one equipped laboratory for that purpose to prove the
efficacy of the same as per available specification. If it is not used anywhere
in India under similar conditions, it must be used first for experimental
purpose as test sections of the actual road for evaluation under normal traffic.
For such experimentation, the manufacturer of the material should also
contribute by funding the study. Such study shall comply the following
requirements.
1.
2.
3.
4.
9.12
The quality control and quality assurance for such experimental
(construction) sites shall be more stringent.
The proper plan for monitoring the performance of the road be made
and data recorded over sufficiently long period to justify the use of
such materials.
The proper record of planning and design of the experimental section
is also to be maintained so as to replicate and to develop design
methodology after the successful experimentation.
The manufacturer of the material should provide minimum period
(normal performance) guarantee for the performance of the material
under experimentation. CRRI expertise may be utilized.
RECOMMENDATIONS
The new material, equipment and technologies available may provide advantage in
the form of lower life cycle costing. Therefore, these are to be examined carefully by
laboratory testing and field trials. A few of these technologies, which are yet to be
used in Pune, are modified bitumen, soil stabilization and microsurfacing technology.
New materials like geotextiles and modified binders or SMA and micro surfacing or
71
any of the other materials described in this chapter can also be used to advantage
wherever appropriate. All such new materials will require strict quality control for the
material as well as for the construction specification to derive the true advantage.
Therefore, specifications and quality control requirements of each of these are to be
understood clearly before their use. The quality control requirements of geotextiles
and modified bitumen are as given in Clause 703 and 521 respectively of MoRTH
specifications. Each of these new materials may be adopted for use as appropriate, but
with due care for actual method of its use. Moreover, the material should be tested by
more than one equipped laboratory for that purpose to prove the efficacy of the same
as per available specification. If it is not used anywhere in India under similar
conditions, it must be used first for experimental purpose as pilot study on the actual
road for evaluation under normal traffic. For such experimentation, the manufacturer
of the material should also contribute by funding the study. Such study shall comply
the following requirements.
1.
The quality control and quality assurance for such experimental
2.
The proper plan for monitoring of the performance of the road be
made and data recorded over sufficiently long period to justify the use
of such materials.
3.
4.
The manufacturer of the material should provide minimum period
under experimentation.
5.
Funding shall be made available for pilot studies (construction and
monitoring) of experimental stretches using new materials and
technologies.
6.
The use of following techniques and materials is recommended on
PMC roads.
a)
Wet Mix Macadam in place of Oversize Metal.
b)
Stabilized Soil using New Generation Additives.
c)
Use of SMA Technology
d)
Milling and Recycling Technology
e)
Use of Modified bitumen, emulsions and Modified emulsions
f)
Use of Microsurfacing Technology
g)
Use of Cold Mix Technology
h)
Use of porous pavements
i)
Use of Ready to Use Patching Mixes.
j)
Use of Jet patching and infrared recycling machine.
k)
Use of warm and half warm mix technology.
72
CHAPTER 10
STANDARD DOCUMENTS AND MANUALS
10.1
NEED
Normally in an established organization there are a number of standard
documents and manuals laid down by the department for guidance of the
engineering staff. These manuals and documents provide standard procedures
and guidelines as well as the engineering standards for ready reference and
strict compliance. For instance, the PWD have their own standard
specifications, standard bid documents and elaborate circulars about
construction and maintenance practices. Certain minimum essential checks
and inspections at higher level are also prescribed to have an effective control
system.
In the PMC, though a large number of works are being executed and
the engineering organization is big enough, the work of standardization has
not kept pace with the expansion during the past several years. There is no
maintenance manual or any other pocket book in order that the engineers can
deliver the works and perform their duties in the required manner and in a
uniform way. It is absolutely necessary to have such basic documents and
manuals in the road organization of the PMC. These are described below.
10.2
STANDARD BID DOCUMENT (SBD)
The need to deviate from the practice of using B1/B2 standard forms to
other modern Standard Bidding documents has been stressed by the STAC
while deliberating on procurement in chapter no 6. Accordingly, a standard
bidding document should be prepared and enforced.
10.3
STANDARD SPECIFICATIONS
Currently PMC follows all IRC / MORTH and PWD Specifications.
There is no separate specification book of PMC. The MORTH specifications
contain the modern practices with the use of appropriate machinery and
equipment and standard of acceptance. However, all these documents by and
large relate to inter urban roads and do not specifically bring out special
requirements of the roads in urban areas. It is recommended that a separate
document containing the specific deviations concerning the urban problems
should be got prepared. The committee also recommends that PMC may take
initiative in holding a seminar / workshop in association with Indian Roads
Congress to address issues relating to roads in urban area and involving in this
seminar, all the major stake holders.
73
10.4
QUALITY ASSURANCE MANUAL
For every major highway work in the country there is a standard
quality assurance manual to be followed. It contains the provisions about
management of quality (including organization, duties and responsibilities,
method statements, works programme, daily reports and site inspections , etc.)
quality assurance plan ( approval of materials and their sources , testing
standards ,norms for testing etc.) guidelines for non conforming works and
documentation and lastly, the provisions for quality audit ( internal as well as
external). The Indian Roads congress (IRC) has also brought out quality
guidelines for roads and also for bridges to be followed for such work namely,
IRC: SP: 57-2000 system for guidelines on quality systems for roads IRC: SP:
47-1998 guidelines on quality assessment for road bridges (plain, reinforced,
prestressed and composite concrete). These also contain the procedure on how
to work out quality index of any ongoing work. The NRRDA have also
prepared one Quality Assurance Handbook. The NHAI and State PWDs have
their own quality assurance manual with a format more or less similar to what
is stated above. This manual reflects the application of provisions of ISO 9000
series to the execution of road works and goes much beyond only the aspect of
quality control. With such a quality Assurance Manual (QAM) , the bidding
contractors for major works will be required to submit a “quality assurance
plan’’ containing minimum provisions as per this QAM ( plus anything more
than that as they would be like to) including the method statements based on
which the work is to be supervised appropriately.
10.5
MAINTENANCE MANUAL
Presently the maintenance of roads being carried out by main road
department and ward offices, there is need of more coordination in the overall
road maintenance activity. Presently, the maintenance management of road
works in PMC is not carried out in as systematic manner but is more or less
confined to attending to defects and when they come to the notice and reach a
critical stage. Many PWDs have their own maintenance manuals or
maintenance guidelines in the form of comprehensive circulars. IRC has also
brought out “Manual for Maintenance of Roads’’ containing aspects like
frequency of inspections , criteria’s for renewals, execution of maintenance
operations, organizing maintenance operations in the field , monitoring,
documentation etc. it has also brought out specific publication like IRC 821982 “ Code of practice for Maintenance of Bituminous Surface of
Highways’’. The chapter of maintenance management in this report deals with
the problems of maintenance and the recommended solutions separately.
However, it is necessary to have at least a small booklet of maintenance
guidelines or maintenance manual for guidance of the engineering staff in
charge of maintenance or municipal roads. Such a document can be got
prepared through selected private consultant (preferably individual expert)
under the guidance of STAC.
74
10.6
POCKET BOOK OF SPECIFICATION
While the above mentioned documents will be quite exhaustive, there
is a need for providing a small pocket book containing highlights of the
special provisions of the specifications for the guidance of field technical staff
at the lower level that may not necessarily refer to the full manuals for
everyday use. In fact the IRC have brought out pocket books for roads as well
as for bridges separately containing the required standards, construction
practices, maintenance practice etc. these could be purchased in bulk and
supplied to all the engineers of the corporation dealing with roads. In addition,
a small pocket book can be got prepared containing specific requirements of
specifications, some important provisions of general conditions, QAM and
maintenance manual mentioned above which could be referred day to day by
such lower staff. The full manuals may be referred to later in the office as and
when necessary. Such a pocket book should be got prepared through a selected
private consultant and got printed after approval.
10.7
TRAINING MANUAL
One of the major assets of the PMC is its personnel who are
responsible for constructing and maintaining roads. These are required to be
used to their full potential. To achieve this, the importance of continuous
training of PMC personnel cannot be overstressed. It is all the more necessary
because PMC engineers are inter transferable from roads wings to other
engineering wings of the municipal corporation. With this in view, a full
fledged training manual defining various requirements of the trainings per say
is prepared and enforced.
10.8
CHECK LIST
For performing and approving the various tasks, such as , project
preparation and approval to estimates, approving the components of work as
and when executed, taking over completed work from the contractor,
controlling maintenance operations, etc. it is necessary for the higher level
engineers to insist on compliance with a check list specially evolved for the
purpose. This will ensure that no important point gets left out or ignored. Even
though the QAM etc. mentioned above does contain some checklists, it is
desirable to get a set of exhaustive check lists prepared for facilitating
approvals such as technical sanction, approval to part of the works executed (
formwork approval, layer approval, reinforcement approval etc.) acceptance of
maintenance and approval of taking over of work after completion of defect
liability period. These checklists can be drawn through a team of selected
Corporation Engineers and after approving under the guidance of STAC they
can be printed and prescribed for regular use.
The checklists should be prepared for 3 stages of work:
1)
2)
3)
Before project commencement
During the work execution
After completion of work.
75
10.9
WORK MANUAL
Traditionally, the Public Works department runs its business on the
basis of Public Works Manual and Public Works Accounts Code. To
streamline the work of the PMC Roads department, it is necessary to have a
Standard Works manual which work cover all the aspects taken care of by the
PWD manual and PWD accounts code.
The above list of standard documents and manuals is just illustrative.
STAC recommends that PMC takes review of all its activities and prepares an
exhaustive list of standard documents and manuals which it needs to prepare
and maintain.
10.10 ROAD SAFETY
Considering the responsibilities of the PMC towards pedestrian and
vehicular movement on the city roads, PMC should follow the relevant IRC
document with suitable modification for urban conditions.
76
CHAPTER 11
PAVEMENT PERFORMANCE EVALUATIONS
11.1
PRESENT PRACTICE BY PMC
Presently, systematic technical procedures are not followed for
evaluation of pavements at PMC. The decisions pertaining to maintenance
activates are made based on visual inspections of a failed and distressed road
surface or representations received from public. The beat officers identity the
failed sections and report to the site in-charge for carrying out repairs. In order
to move from the system of break down maintenance to the system of
objective based maintenance, Road Maintenance Management System
(RMMS) as discussed in Chapter 17 should be implemented. The pavement
performance evaluation study is an important component of Road
Maintenance Management System. The evaluation of performance is also
considered important, whenever any new project is undertaken involving the
use of new materials, new techniques or involving large scale repetitive works
of identical type and designs.
11.2
IMPORTANCE OF PAVEMENT EVALUATIONS
The condition of pavement needs to be regularly evaluated with respect
to both functional and structural performance. The functional evaluations need
to be carried out frequently to monitor the riding quality of the surface and the
localized failures such as formation of potholes, ravelling, cracking and
rutting. These problems may be addressed by providing seals or renewals for
strengthening. Structural evaluation of pavement must be carried out for
design of overlay thickness treatments for strengthening.
The deterioration of riding quality due to development of distress and
failures will lead to increase in the road user cost. By comparing the various
parameters associated with pavement performance with their respective
permissible values, one can take decisions regarding the type of maintenance
measure to be implemented. A number of maintenance options for improving
the pavement performance to an acceptable level could be considered and an
economical solution may be implemented.
The pavement performance evaluation exercise must be a part of a
Road Maintenance Management System (RMMS). The deterioration model
may be used to predict the performance. Such deterioration model must be
calibrated for the local conditions using the actual pavement performance data.
Therefore, key objectives of the pavement performance evaluations are as
under.
1.
Preparation of data base
2.
To decide maintenance priorities.
3.
To predict pavement performance.
4.
To determine maintenance and rehabilitation strategies.
5.
To evaluate the performance of new materials, designs and
technologies
77
11.3
METHODOLOGY OF PERFORMANCE EVALUATIONS
The Performance evaluation for pavement is normally carried out by
measuring the condition of the pavement surface with respect to surface
distresses, such as cracking, ravelling, potholes, shoving, rutting, localized
depressions and skid resistance besides riding quality. The structural
evaluation is generally carried out by measuring the pavement deflection using
Benkelman Beam or Falling Weight Deflectometer.
11.4
INTERVENTION CRITERIA
In order to decide the intervention criteria with respect to various
distresses and category of roads, it is necessary to classify the urban roads
based on their importance. In this regard, it is better to consider traditional
mobility / accessibility based classification of the urban roads such as arterials,
sub arterial, collector and local streets. For the purpose of fixing the
intervention criteria and for the determination of the level of pavement
serviceability to be adopted, the following classification as suggested by the
Maintenance Manual published by the IRC may be adopted.
1.
Category I Primary corridors consisting of arterial roads.
2.
Category II Secondary corridors consisting of sub arterial roads.
3.
Category III Secondary corridors consisting of other roads
The maintenance criterion as suggested by the maintenance manual
published by IRC is given in Table 11.1.
Table 11.1 Suggested Intervention Criteria for Pune City Roads
S.
No.
1.
2.
3.
4.
5.
6.
7.
Serviceability
Indicators
Category I Category II Category III Concrete
Roads
Bituminous Bituminous Bituminous
Roads
Roads
Roads
3000
3500
4000
3000
Roughness by 5th
Wheel
Bump
Integrator
(max
permissible),
mm/Km
Pot holes per km
1-2
(max numbers)
Cracking
and
10
Patching (max), %
Rutting
(max
10
permissible), mm
Skid
Resistance
60 SN
(Skid Number)
Deflections (max)
1.0 mm
User Information
All
signs,
road
marking in
fair
condition
3-6
5-10
NA
15
20
NA
15
20
NA
50 SN
40 SN
60 SN
1.5 mm
Major signs
road
marking in
fair
condition
2.0 mm
Major road
signs
and
marking in
fair condition
NA
Major road
signs and
marking in
fair
condition
78
11.5
PAVEMENT PERFORMANCE EVALUATIONS
As discussed in the previous sections, pavement performance
evaluation is must for arterial and sub-arterial roads and other important
corridors. Pavement performance is done for both functional and structural
conditions. Functional evaluation is to be done more frequently as compared
to structural evaluations. In case rating of functional evaluation is poor,
structural evaluation must be carried out. The procedure of carrying out
functional evaluation of pavements is summarized as follows.
1.
2.
Qualitative approach based on subjective rating of the above
parameters and working out a single performance index similar to PSR
on 0 to 5 Scale
Subjective measurements of rut depth, cracked area, patched area, and
roughness using appropriate instruments.
Data of roughness, surface distress, skid resistance and structural
evaluation shall be collected using suitable instruments. The FWD or
Benkelman Beam Deflection may be used for structural evaluations. In the
mean time, qualitive rating system on each and every parameter may be tried
for imported corridors. A simple qualitative ration suggested under PMGSY
scheme (Annexure–I) could be used for other roads with suitable
modifications. The data on pavement performance evaluation could be used
for arriving at workable quality assurances and quality control criteria.
11.6
PERFORMANCE EVALUATION FOR NEW MATERIALS AND
TECHNIQUES
As mentioned earlier, evaluation of performance of the roads
constructed by using new materials or new techniques is to be carried out to
get an idea about their behaviour for 3 years periodically. The techniques of
performance evaluation are similar to those described above and additional
tests or methods may be employed as and when necessary. The results of such
post construction performance evaluation will be educative, which enable the
implementation of corrective measures and carry out modification in future
works of similar type and designs.
11.7 RECOMMENDATIONS
1. Performance evaluation for all the roads above 30 m widths to be done at the
interval of 3 years.
2. Performance evaluation for new techniques/ materials shall be done
periodically for 3 years. Test facility for performance evaluation shall be
established in local engineering colleges. PMC shall provide assistance for
establishment of these facilities.
79
Annexure - I
Criteria for Rating of Pavement Surface
Rating Scale
Name of Road
Distress
Cracking
Rutting
Patching
Ravelling
Bleeding
Potholes
Riding Quality
Good
4-5
4-5
4-5
4-5
4-5
4-5
4-5
Fair
2-3
2-3
2-3
2-3
2-3
2-3
2-3
Poor
0-1
0-1
0-1
0-1
0-1
0-1
0-1
Cracking
Good: No cracking or fine hair cracks
Fair: Localized Cracking
Poor: Extensive Cracking
Rutting
Good: Deformation along wheel path up to 9 mm
Fair: Deformation along with wheel path between 10 and 20 mm
Poor: Deformation along with wheel path above 20 mm
Patching
Good: Minor patching or potholes or localized depressions
Fair: Localized patching or potholes observed at some places
Poor: Extensive patching or potholes spread all along the section
Ravelling
Good: No ravelling or stripping observed.
Fair: Stripping, Ravelling confined to localized pockets
Poor: Extensive Ravelling/ stripping
Bleeding:
Good: No bleeding
Fair: Bleeding confined to be localized.
Poor: High bleeding.
Riding:
Good: Comfortable travel of the vehicles without bumps.
Fair: Generally comfortable with occasional bumps.
Poor: Uncomfortable.
80
Annexure - II
Suggested Methodology
I. Visual Inspection Criteria
Description of Surface Condition
Good
Fair
Poor
II.
Riding Comfort
A jeep or car is driven at 50 km per hour and the riding comfort may be noted
for each kilometre. Based on riding comfort while driving at the design speed
of 50 km/hr, the PCI assessed is given as under.
Description of Surface Condition
Comfortable
Slightly uncomfortable
Rough and bumpy
III.
PCI
5
3
1
PCI
5
3
1
Driving Speed and Comfort Criteria
The driver is instructed to drive at the most comfortable and possible safe
speed on the road. The PCI then assessed for each kilometre based on normal
driving speed is as under.
Driving Speed
Over 50 km/hr
30 to 50 km/hr
Less than 20 km/hr
PCI
5
3
1
IV.
Determination of Pavement Condition Index (PCI)
In order to determine the PCI of the road, the arithmetic mean of the condition
assessed for each km is taken kilometre wise; PCI is varying within a small
range. However, if the variations of PCI are large form section to section of
the road under consideration, the road is to be divided into homogenous
sections and the arithmetic mean of PCI is taken for each section.
V.
Riding Quality Measurements
The riding quality of pavement is measured by response type towed
Fifth Wheel Bump Integrator. Photo 1 shows Fifth Wheel Bump Integrator
with towing arrangement. The tyre pressure in the unit is kept at 2.1 kg/cm2.
The bump integrator is towed by a vehicle and run at a speed of 32 ± 1 Km/hr.
The equipment being response type needs periodic calibration since its
characteristics changes with passage of time and usage.
81
VI.
Calibration of Equipment
Calibration of fifth wheel bump integrator is normally carried out with
Dipstick which can yield the data on variation in true profile over a short
length. It is a fully integrated data collection and processing system that
measures and records road profile accurately and quickly The road sections for
calibration are selected to cover all the roughness ranges(excellent to poor)
and each stretch should be a minimum of 100 m length.
The Dipstick data will be down loaded to an office computer and with
the aid of office software, the roughness profile and International Roughness
Index (IRI) are obtained to calculate the standard roughness. The standard
roughness was calculated using the following relation as recommended by the
World Bank.
BI (mm/km) = 720 (IRI)
A calibration equation is developed between the standard roughness
and corresponding observed roughness values for applying correction to the
observed roughness of the roads under study.
Photo 1. Roughness Measurements Using Bump Integrator in Progress
VII.
Structural Evaluation by Benkelman Beam Deflection Measurements
Benkelman Beam rebound deflection measurements (a nondestructive method) are carried out on the road stretch under investigation, to
assess its current structural condition. The pavement surface deflections are
measured at 21 points in one km, staggered at 100 m interval, using a standard
2-axle loaded truck having a rear axle load of 8.16 tonnes with tyre pressure of
5.6 kg/cm2, on each of the two carriageways. Photo 2 shows Benkelman beam
deflection tests in progress. A typical layout plan showing the locations of
deflection points taken, covering both carriageways, in one km section, is
shown in Figure 1. The measurements are taken as per CGRA procedure laid
down in IRC: 81-1997. The observed data on deflections are recorded in a
standard proforma. The pavement temperatures are also measured at regular
intervals by a hand held electronic thermometer for the purpose of applying
correction factors to the measured deflections on account of pavement
82
temperature. Subgrade soils samples are collected at site to determine the
correction factors for subgrade moisture content, by oven drying in the
laboratory for finding out the subgrade moisture content. The analysis of
measured deflections data and the characteristics deflection values
computation is done after applying the needed correction factors.
Photo 2: Benkelman Beam Deflection Tests in Progress
VIII.
Structural Evaluation by Falling weight Deflectometer
a. Falling Weight Deflectometer (FWD) is an impulse-loading device in
which a transient load is applied to the pavement and the deflected shape
of the pavement surface is measured. The working principle of a typical
FWD is illustrated in Figure 1. D0, D1, etc, mentioned in Figure 1 are
surface deflections measured at different radial distances. Impulse load is
applied by means of a falling mass, which is allowed to drop vertically on
a system of springs placed over a circular loading plate. The deflected
shape of the pavement surface is measured using displacement sensors
which are placed at different radial distances starting with the center of the
load plate. Trailer mounted as well as vehicle mounted FWD models are
available commercially. The working principle of all these FWD models is
essentially the same. A mass of weights is dropped from a pre-determined
height onto a series of springs/buffers placed on top of a loading plate. The
corresponding peak load and peak vertical surface deflections at different
radial locations are measured and recorded.
83
Figure 1: Working Principle of Falling Weight Deflectometer
b. Different magnitudes of impulse load can be obtained by selection of a
suitable mass and an appropriate height of fall. Under the application of
the impulse load, the pavement deflects. Velocity transducers are placed
on the pavement surface at different radial locations to measure surface
deflections. Geophones or seismometers are used as displacement
transducers. Load and deflection data are acquired with the help of a data
acquisition system.
c. Typical falling weight Deflectometer (FWD) includes a circular loading
plate of 300 or 450 mm diameter. In these guidelines 300 mm diameter
load plate is recommended. A Falling Mass Spring Deflection Sensors
Loading Plate Peak Deflection Bowl 7 rubber pad of 5 mm minimum
thickness should be glued to the bottom of the loading plate for inform
distribution of load. Alternatively, segmented loading plates (with two to
four segments) can be used for better load distribution.
d. A falling mass in the range of 50 to 350 kg is dropped from a height of fall
in the range of 100 to 600 mm to produce load pulses of desired peak load
and duration. Heavier models use falling mass in the range of 200 to 700
kg. The target peak load to be applied on bituminous pavements is 40 kN
(+/- 4 kN), which corresponds to the load on one dual wheel set of a 80 kN
standard axle load. The target peak load can be decreased suitably if the
peak maximum (central) deflection measured with 40 kN load exceeds the
measuring capacity of the deflection transducer. Similarly, the load can be
increased to produce deflection in the farthest deflection sensor which is
atleast 10 µm at a radial distance of 1.2 m. If it is known from construction
records or from coring or from test pits that subgrade is stiff and hence
smaller than 10 µm deflections are expected, testing with increased loads
will not be required. If the applied peak load differs from 40 kN, the
measured deflections have to be normalized to correspond to the standard
target load of 40 kN. The normalization of deflections can be done
linearly. For example, if the measured deflection is 0.80 mm for an applied
peak load of 45 kN, the normalized deflection for a standard load of 40 kN
is 0.711 mm (0.80 * (40/45)). The load cells used to measure load pulses
produced by FWD should have a reading resolution of 0.1 kN or better and
should give readings accurate to 2 % of measured value.
84
e. The stiffness of bituminous layers and hence the response of a pavement
depends on the pulse shape of the applied load (COST 336, 2005). Most
FWDs have a load rise time (from start of pulse to peak) of between 5 ms
and 30 ms and have a load pulse base width in the interval of 20 ms to 60
ms (COST 336, 2005). The duration of impulse load is maintained
approximately equal to the time needed to traverse the length of a tyre
imprint at a speed of about 60 km/h which is in the range of 20 to 30 ms.
The FWDs used for evaluation should be capable of producing load pulses
with loading time in the range of 15 to 50 ms.
f. Sufficient number of deflection transducers should be used to adequately
capture the shape of deflection bowl. Six to nine velocity transducers
(geophones) are generally adequate for measuring surface deflections of
flexible pavements. Deflection sensors are placed on the surface of
pavement at different radial direction aligned in the longitudinal direction.
The deflection transducers used should have a reading resolution of atleast
1m and should be 8 accurate to +/- 2 % of the reading. Typical geophone
position configurations (number and radial distances measured from center
of load plate) commonly used for flexible pavement evaluation are :- (i) 7
sensors at 0, 300, 600, 900, 1200, 1500 and 1800 mm radial distances (ii) 7
sensors at 0, 200, 300, 450, 600, 900, 1500 mm radial distances (iii) 6
sensors at 0, 300, 600, 900, 1200 and 1500 mm radial distances and (iv) 6
sensors at 0, 200, 300, 600, 900, 1200 mm radial distances.
g. Calibration of the FWD: It is essential that FWDs are calibrated for
getting accurate and reproducible results.
i. Static calibration: The load cell(s) used in the FWD should be
calibrated in a standard laboratory and the readings of the load cell(s)
should be matched to those of the reference load cell. The readings of
the FWD load cell(s) should be accurate to 2% of the reference load
cell readings. The date of calibration of the load cell should not be
earlier than 365 days from the date of structural evaluation of
pavements using FWD.
ii. Load repeatability: For this test, FWD measurements should be carried
out on a level bituminous pavement surface, which does not have any
cracking. The range of load applied should generate peak central
deflections in the range of 250 µm to 600 µm. The standard deviation
of the peak load in the load repeatability test estimated from a
minimum of twelve load drops should be less than 5% of the mean
value of peak load.
iii. Absolute calibration: Dismounted deflection transducers should be
calibrated in a laboratory setup following any approved procedure and
the deflection transducers should be accurate to 2% of reference
deflections. The date of static calibration of geophones should not be
earlier than one year from the date of structural evaluation of
pavements using the FWD.
85
Deflection repeatability check may also be conducted using the data
collected in load repeatability test. The standard deviation of the normalized
deflections should be less than 5% of the mean value of the reading.
Relative deflection comparison may be done before using the FWD for
evaluation in a project. This can be done by stacking all the transducers, one
above the other, in a suitable stand and placing the stand on the pavement
surface (level and free from cracks). Deflection 9 readings of all the
transducers corresponding to a series of load drops are recorded and
compared. The deflections produced in this test should be in the range of 250
µm to 600 µm. Difference between maximum and minimum of the recorded
(normalized) deflections should be within 4 µm.
86
11.0
11.0
7.5
7.5
0 START OF SEGMENT
END OF SEGMENT 1000
1
11
10
2
100
900
9
3
800
5
4
300
V
E
R
G
E
400
4
7
400
500
CHAINAGE
6
6
5
SHOULDER
CARRIAGEWAY
CHAINAGE
500
SHOULDER
7
600
C
E
N
T
R
A
L
CARRIAGEWAY
8
700
200
600
8
700
300
3
9
200
100
100
2
10
800
100
900
100 100
100 100 11
1
START OF SEGMENT
0
1000 END OF SEGMENT
1.5
1.5
DELHI
1.5
1.5
JAIPUR
Figure. Locations of Benkelman Beam Deflection Measurements
on Both Carriageways in One Km. Section
( All Dimensions are in mm )
Figure 1
Locations of Deflection Points Covering Both Carriageways
in One Kilometre Section
Note: All dimensions are in metres. 1,2,3,…11 are the deflection
measurement points
87
88
CHAPTER 12
UNDERGROUND UTILITIES
12.1
INTRODUCTION
It is observed that setting or sinking of reinstated trenches for
underground utilities along and across the roads in Pune City, in monsoon is
one of the major causes leading not only to poor riding quality but also
consequent damage to surface and sub surface section of the roads. Settlement
and water stagnation result into potholes, accidents and discomfort to the
citizens.
During the last three years (2010-2013) the permission for excavating
trench for utilities given by PMC admeasured 486 KM out of total length of
Pune Roads which stands at 2100 km.
12.2
PRESENT PRACTICE
12.1.1 Permitting Trenches
There are number of utilities agencies, external as well as internal who
have their services laid below Pune Roads, as listed below:External Agencies
1)
MSEDCL
2)
BSNL
3)
MNGL
4)
Tata Teleservices
5)
Tata
Telecommunications
6)
Reliance Infocom
7)
Reliance Infoline JEO
8)
Vodafone Ltd
9)
Idea Cellular
10) AIRTEL
11) Private entities
12) MSEDCL INFRA
89
Internal Utility Departments
1)
2)
3)
4)
Water supply
Sewerage
Strom water Lines
Electrical works
These agencies carry out digging of the road for repairs maintenance
and augmentation of services. Currently, there is no apex Committee of PMC
and hence there is no systematic planning or annual program for laying / repair
of various utilities etc within the PMC Departments or external utility service
providers.
It is also seen that no recently resurfaced road is allowed to be dug up
immediately (except for water supply works with prior permission of
Additional Municipal Commissioner).
It is proposed to form an Apex Committee for planning and approval
for reinstatement of road. The committee should invite proposals from
different private and government agencies for the reinstatement programme on
various roads for the entire year. The committee should meet and assess all
the proposals and prepare a detailed budget for instatement work ward wise
and it should be included in the annual budget. No permission or approval
should be given to any reinstatement work except in the emergency condition.
The committee should include Additional Commissioner (President), City
Engineer, all HODs. Since reinstatement of utilities is a routine work,
contractors should be appointed ward wise for all the works to be carried out
throughout the year.
12.1.2 Reinstating Trenches
Trenches excavated by various departments of PMC for internal
utilities of PMC are reinstated by the Road Department or concerned Ward
Offices. The external utility service provider deposits the amount for
reinstatement work with PMC, based on the standard rate of PMC. The Road
Department of PMC then invites tenders for reinstatement of the utility cross
cuts for such works. There is a certain provision in the budget for the
reinstatement works. However, this amount is not commensurate with the total
expenditure required during a particular year and hence there is a shortfall in
the budget for reinstatement work of PMC. Additionally, the cost of
reinstatement for the works carried out by the internal departments of PMC is
also not re-appropriated to road department by that concerned department.
The contractor thus appointed by Road Department executes the work
under the supervision of Junior Engineer of the Road Department. The works
are covered under defect liability period of two years from the date of
completion of top asphalt layer.
90
12.3
SHORTCOMING AND PROBLEMS IN PRESENT SYSTEM AND
LIKELY SOLUTIONS
Main problem observed is in enforcing the different conditions laid
down at various stages. There are specific tender conditions for fencing of
trench, lighting and providing safety to road users. But, those conditions are
not properly complied with. At many places, heaps of earth is seen lying on
both sides of trenches for many days and creates problem for all pedestrians
including children, old, handicapped citizens. There is every danger of a
pedestrian or a vehicle falling in the trench at night as no lighting arrangement
is usually made. Prima facie, therefore, it is absolutely essential to enforce the
discipline by strict supervision and through penal actions. The time schedule
for laying and reinstatement is not generally followed. The other inherent
defect is in the backfilling process and materials used. These problems can be
tackled by substituting granular or other suitable material for entire back fill
and compaction of pavement by vibratory rollers as per requirement (small
size as required).
One more point of concern observed is the unauthorized excavations in
the name of faults & emergencies, by MSEDCL, Water supply, Sewer and
MNGL etc. The permission for excavation for trenching is not given during
15th May to 30th September except under emergency conditions. The utility
service provider is not given any specific location for dumping of the excess
material within PMC limit.
Such practices need to be stopped by drastic deterrent actions through
a vigilance squad and resorting to legal action if required. Certainly the PMC
cannot be a silent observer to all this mess causing inconvenience to public
and damage to its expensive road assets.
Junior Engineer who supervises the work cannot give justice to the work
due to other duties. It is recommended to make available one Junior Engineer
exclusively for this work during fair season and in monsoon season for pot
holes and defect rectification of these works. There should also be overall
technical control by central agency at the higher level like Executive Engineer
of the Zone.
12.4
TRENCHLESS TECHNOLOGY
For major urban towns like Delhi, Mumbai, New Mumbai etc trenchless
technology is adopted on a large scale. A study group may be created to work
out standard items, specifications, rates, suitability of this technology,
facilities to be made available.
12.5
RECOMMENDATIONS
1.
Before commencing any digging, proper diversion arrangements for
vehicular and pedestrian traffic should be planned and executed.
91
Proper provision of strong removable barricades should be made to
avoid accident and inconvenience.
2.
Proper lighting should be provided for safety during utility laying work
as well as during re-instatement work.
3.
Back filling after completion of laying work should be done by
suitable materials and compacted with the help of suitable vibratory
rollers to achieve proper density and overall quality.
4.
All surplus dug up material should be carted away to permitted places
and no material should lay around the trenches for more than 24 hours
and in case of failure it should be carted away by Road Department at
the cost of agencies concerned with 100% penal charges. The location
for dumping of excess material should be informed by PMC to the
agencies in the work order itself.
5.
The width of trench should be such that compaction can be done by
small vibratory roller and hand compaction should not be permitted in
any case.
6.
The agencies should make suitable provisions for the safety of the
utilities against future careless digging after complete reinstatement of
trench.
7.
Trench filling work shall be done using CLSM material, Few trial
stretches may be done initially to work out the cost and educate the
contractor and PMC staff before adoption on a large scale.
8.
At signal junctions, the cables and small pipes are crowded. These
portions are dug up repeatedly. It is suggested to provide concrete
ducts for certain distance of these locations so that repairs to utilities
take minimum time and digging can be avoided.
9.
Trenches excavated by internal departments of PMC should be
reinstated by Road Department to have better quality control. Adequate
budgetary provisions anticipating the total expenditure shall be made
in the Road Department budget.
10.
All the reinstatement works shall be done by qualified agency. Such an
agency should have appropriate equipment to carry out the job and for
which the suitable tender conditions shall be evolved by PMC.
92
11.
12.
One JE should be made exclusively available for trench work for each
ward to closely supervise the work and ensure adherence to the
guidelines and conditions.
The Superintending Engineer and Executive Engineer from Road
Department should have overall control on the work and should
exercise periodical supervision and checks.
13.
Strict supervision should be ensured right from beginning of the
excavation by agencies. No excavation should be permitted unless
proper barricades are erected on site.
14.
There should be no deviation in the time schedule and in work quality.
There should be provision for levying upwardly graded penal delay
charges (even for departments from PMC).
15.
The experiences of providing longitudinal duct at own cost is not
viable. Such duct should be provided through privatization on B.O.T
basis. This should be done along one or two major bus routes on trial
basis and then subsequently on all major roads after reviewing its
success, so that, no longitudinal excavations are required to be taken
except for fault repair.
16.
A Central Control Cell/officer should be established for proper
coordination and information.
17.
Comprehensive guidelines should be prepared on the above lines super
ceding the present ones. It should be given adequate publicity through
media for information of public. People should be requested to report
any defaults noticed, to the above mentioned control cell/officer.
18.
It is found that on many roads, immediately after completion of
provision of utility service by one agency, another agency seeks
permission on the same road. Hence provision of duct / pipes may be
made wherever possible.
19.
Trenchless technology shall be adopted for all future utilities based on
the observations of the study group.
20.
The charges for reinstatement are recovered from the respective utility
agencies and credited to the PMC receipts. However, it is observed that
the funds required for reinstatement are not made available to the road
department. This needs appropriate correction.
93
21.
While working out the schedule for the reinstatement charges, the
factors such as carrying out the work in constrained area, small
quantities of various items, time available for reinstatement etc has to
be considered.
94
CHAPTER 13
STORM WATER DRAINAGE ASPECT
13.1
INTRODUCTION
Storm water drainage is the most important aspect for proper upkeep of
roads. Strength and life of the pavement greatly depends on the moisture
present in and below the pavement. Performance and durability of the
pavement is inversely proportional to the quantum and duration of the
presence of moisture in the road structure. Failure of bituminous pavement in
rainy season is mainly due to the action of moisture on the various
components of pavement.
13.1.1 Entry of Moisture
Moisture gets into the road structure through various sources like- rain
water falling on the pavement, water flowing on the surface, moisture getting
into pavement through uncovered soil, moisture from below rising by capillary
action, water getting in to the pavement by way of spring flow and pipe leaks
and stagnation of water due to flooding or other reasons.
13.1.2 Action of Moisture on Pavement Components
Once moisture finds entry into the pavement structure it acts in various
ways. It saturates the soil which reduces its bearing capacity and the pavement
starts sinking. Moisture present in the WBM loosens the interlocking of the
metal pieces and they move from their original position disturbing the upper
layers. Moisture present in the bitumen which results into stripping of the
metal. Such loose metal under the moving rubber tyres start grinding the
surface. This grinding results in to further loosening of other metal pieces in
the pavement and with the sucking and churning effect of traffic the whole
surface starts ravelling. Water accumulated in depressions and pot holes
continuously supplies moisture to lower layers weakening the whole structure
of the pavement. Prolonged contact of moisture affects all the components of
the pavement.
13.1.3 Dealing With Moisture
Best approach to tackle the moisture problem lies in totally eliminating
the water contact. However it is very difficult to have such an environment. So
attempt should be to minimize the quantity of moisture entry and to reduce the
duration of the moisture contact with pavement. This can be achieved by
95
providing efficient drainage system to quickly carry away the surface water
and quickly removing the subsoil water that has found entry into the structure.
Also create such situation that the entry points of moisture penetration are
effectively sealed.
Problem of flooding on the roads is dealt separately in chapter no. 14.
13.2
PRESENT DRAINAGE SYSTEM
To carry away the rain water, storm water drainage (SWD) system is
provided by Municipal Corporation of Pune on majority of the road network
through RCC pipe network. In case of roads in the merged villages, open
drains in the edge of the road are available. Generally sufficient longitudinal
gradient is provided to the Strom water drains. These drains finally lead to
nearby nallah. The bituminous road pavements are generally provided with 2
to 3 % camber on both sides, however in case of narrow roads (9 m or less)
camber on one side is provided. In cases, where footpaths are provided the
surface water is guided through laterals of 25 to 30 cm dia. (only on some
roads in PMC) pipes at 6m intervals to the side drains. PMC has prepared a
master plan for storm water drainage for the entire city through a private
consultant. Execution of side drains is done by PMC as per the Strom Water
Drainage plan for Pune City, taking in to consideration the rain fall intensity,
catchment area, location, natural topography etc
13.2.1
In city area storm water drainage is provided by way of RCC pipes and
chambers etc. The new network is designed by PMC taking into consideration
the rain fall intensity based on IDF curve, catchment area, run off coefficient
etc.
13.2.2
On many roads in the core city area, there is lack of Storm Water
drainage system though these works are necessarily carried out for all new
road projects. Underground telephone and electric cables obstruct the flow of
water and the waste material, plastic etc get blocked in the pipes. The natural
nallahs have been encroached upon by hutment dwellers and property
developers. At many places nallah openings have been narrowed. Most of the
nallahs are silted up and their capacity has been drastically reduced.
At some locations sewerage is let out in to the SWD system. Curb
inlets are silted and choked. At many locations curb inlets (laterals) &
chambers are either choked or are higher than the pavement edge causing
water stagnation. Open drains in the suburbs are blocked by hawkers and
pavement dwellers by filing of debris/ soil etc.
Day to day maintenance of storm water system and nallahs, nallah out
lets is done by the local ward offices. Pre monsoon work like clearing of pipes
96
and chambers and nallah is undertaken by the ward office by inviting tenders
for this work in March – April.
13.2.3
It is noted that most of the failures of bituminous pavements in the city
can be directly attributed to accumulation of water on the surface that leads to
formation of pot-holes. The problem gets further aggravated as immediate
sealing of the pot-holes is difficult in rainy season.
13.3
SHORTS FALLS IN THE SYSTEM
13.3.1
a.
b.
c.
d.
e.
Following short falls are noticed in the design and construction of drainage
system :
At some locations, the SWD line work is carried out by the Sewerage
Department of PMC and the road work is carried out by the Road
Department. At some of these locations, the SWD lines are inadequate
and lead to stagnation of water during monsoon.
The design parameters assumed based on IDF curve and run of
coefficient of one seem all right for the new system. However the
existing old storm water drainage system (before 2006) was not
designed considering all technical parameters. Presently Pune city has
experienced excessive rainfall in some recent years. Taking that
experience into account the final disposal system, particularly the old
SWD system needs augmentation in some areas of Pune City.
Recently few subways have been constructed in the Corporation area
and at that time proper SWD arrangement was not done. Hence there is
problem of stagnation of water at such locations. Study needs to be
done on the functional efficacy of the system at such locations.
It was also observed at many locations the old drainage system was
completely dry and it was assumed that the section is abandoned but
might have been blocked or collapsed on the upstream in the past and
left as it is. This issue needs to be looked in to.
There is no proper record lay out of the underground drainage system
and surprises are bound to be encountered when digging is done.
Proper map of at least the main system needs to be prepared.
13.3.2 Following shortfalls have been noticed in the maintenance of the system:
a.
Longitudinal and cross drains are silted up.
b.
Drains and manholes are blocked by hawkers and hutment dwellers.
c.
Manholes and curb inlets are covered with bituminous surface at
certain places.
d.
Maintenance of drainage system and the reinstatement of trenches are
done by ward staff while the road is the responsibility of road
department. Naturally no proper thought is given for the job and the
handled by untrained lower staff. There is need for sufficient attention
by the superiors as the job is handled on crises management basis.
97
e.
f.
g.
h.
13.4
While doing pot-hole filling, other repair works and reinstatement of
the trenches etc. proper camber is not maintained, the surface water
does not reach to the side drains creating stagnant conditions.
Damaged drains, laterals, inlets and other masonry works are in
disrepair.
It is observed that even though open drains are provided along the road
side, nallahs to which they discharge are silted up and higher than the
drain inverts.
De-silting operation is done half heartedly. Most of the silt removed
from the system remains heaped up on the road surface for quite a long
time and the same again finds way into the system.
RECOMMENDATIONS
A detailed project report of storm water system was got prepared for the area of
55.67 sq km (22.86%) out of the total area 243.5 sq km at a cost of Rs.220 crores
under the JNNURM scheme of Govt of India .A small study group may be formed to
critically study the various provisions made such as rainfall intensity, flood duration
,maintenance strategy etc and whether they need review. For the remaining area of
Pune City revised policy decision can be taken. A New IRC SP 50 -2012 is now
released on urban drainage. The Special publication also has given very useful
guidelines. These need study to prepare proper policy for remaining area of the city.
The following recommendations are made for the storm water drainage.
13.4.1 For New Roads
1.
A drainage layer having good permeability with inverted choke should
be provided below the pavement. Thickness should be minimum 150
mm.
2.
At locations where water table is high, to prevent entry of soil particles
into the drainage layer/ capillary cut off, some capping layer should be
provided such as geo-fabric, quarry spall, murum etc.
3.
Drainage layer and GSB should be provided for the full width up to
road side gutters and weep holes should be provided at suitable level
and suitable intervals in the gutter.
4.
Road side edge of the open gutter should be lower than the edge of the
pavement at that location.
5.
Built up gutter should have min. gradient of 1:400, however 1 in 300 is
preferable. Invert gradient should be checked by third party preferably
with sight rails.
6.
Curb inlets/Drop inlets should be at least 25-30 mm lower than the
edge of the pavement. In case of pipe laterals depth of 50 mm is
preferable.
7.
Built up drains should finally lead to some natural water course or
SWD system of sufficient capacity. This should be ensured by some
third party inspection.
8.
In case of footpaths proper edge gully and kerb inlet arrangement
should be provided.
98
9.
10.
11.
12.
13.
Before issue of work order fresh levels should be taken by the
executing staff and RTL, invert levels of longitudinal drains and final
disposal point should be determined. A working drawing should be
prepared for the project and it should be available on the site all the
time.
At the location of C.D. work and bridges provision of one or two
conduits cross wise and in the kerb is very useful in laying future
utilities.
Minimum camber for bituminous surface should be 2.5 % however 3.0
% camber would be more desirable.
Camber should be attempted from the formation itself, and all
pavement layers should have the desired camber during construction
itself.
Shoulders should have min. camber of 5 % and should have good
permeability.
13.4.2 For Existing Roads
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
When road work is taken for improvement or relaying etc. pot hole
filling and camber correction should be done in advance.
Due to creep if the edges of the pavement are higher than the adjoining
portion they should either be chopped out or levelling course should be
so adjusted that the finished surface is at desired camber.
Existing drainage system should be thoroughly checked by some
experienced and responsible person. Any deficiencies noted,
modifications suggested etc. should be duly undertaken on priority,
preferably before main work of pavement is taken up.
Leaking pipes, spring flows, chronic damage spots and cracked up
portions should be investigated and proper corrective measures should
be taken before the main work. And wherever this defect is noticed the
same is corrected.
If adjoining plots are higher than the main road they should be
trimmed. Alternatively a cattle trap drain should be provided and
joined to SWD system
Edge gutter/gully inlet etc. should be examined for their levels and
clearance.
Provision of shoulder drains should be made where soft shoulders
exist. Similarly in case of roads in cutting and at chronic spots
provision of subsoil drains should be made
At the end of the flyovers and ramps water flowing along the slopes
should be arrested and diverted to SWD system by providing a
slotted/cattle trap type drain at the foot of the slope.
Water flowing through water spouts of the flyovers should be lead
through suitable pipes to the ground chambers and connected to SWD.
Wearing coat on the flyover and bridges should be 15 to 20 cm short
from the kerbs. The notch formed will serve as a drainage gully. This
will avoid stagnation on the bridge decking and avoid damages to
wearing coat.
99
For SWD System
1. Encroachments, unauthorized constructions and pavements occupied by
the hutment dwellers have created blockades in SWD system. Smooth
flow should be ensured by clearing and removing the obstructions.
2. Some abandoned drainage lines reported, should be inspected and put to
use wherever possible.
3. Till proper system of replacement, modification etc. of the present
system is evolved; partial replacement with dissimilar sections should be
avoided. Wherever such contingency arises the replacement shout be
only with the existing type of section only. If the section is required to
be increased it may be increased up to the main SWD disposal point.
4. Manholes covered with pavement, buried under foot paths and hutments
should be exposed.
5. Silt traps in the present system should be made functional.
6. All the natural water courses should be dredged and provided with built
up lining for sides as well as flooring. Regular infiltration pit may be
made to recharge the ground. At many locations the water courses are
suddenly narrowed down due to encroachments and at pipe drain
locations. At these locations the section should be maintained by
removing the bottleneck and replacing the pipe drain with slab drains.
Flooring of the nallah should also be paved to facilitate easy cleaning
and a central gully should be provided for the dry weather flow.
7. Property owners who have blocked or narrowed down the natural water
courses which are punishable under BPMC Act-, should be asked to
rectify the situation at their own cost. The work should be executed by
the PMC and amount should be recovered from the property owners.
8. Dr Ganpule has introduced system of meter panel which are rectangular
piles. In urban area property gets developed upto the ban on Natural
courses. Construction of retaining wall for proper terrain of Nallah
therefore becomes impossible In meterpanel technology the adjoining
property need not be acquired. Also edges can be made vertical whereby
the available section can be increased. It is therefore suggested that
atleast 200 meter section may be made with this alternate so that the
local contractors and agencies get use to this technology.
13.4.3 For Prevailing Maintenance System
13.4.3.1
1.
2.
3.
Road Work Maintenance
Pot-holes should be filled timely and systematically.
Cracked up, sunken, dislodged portions should be removed fully and
rebuilt in layers.
Top surface of the filled Pot-holes should be flush and in camber with
the adjoining surface. Smooth flow of surface water to the side drains
should be ensured.
100
4.
5.
6.
7.
8.
9.
13.4.3.2
Raised bituminous edges should be trimmed and made lower than the
neighbouring surface.
Pipe leaks should be attended by stopping the leaks immediately; in
case it is not possible, a suitable outlet by way of a by pass should be
provided to leaking water (Fig. 15.5)
Reinstatement of trenches with loose material without proper
compaction gives easy entry to moisture and renders the adjoining
pavement week. Subsequent settlement of the loose fill results into
local sinking which further attracts moisture and leads to failure of the
pavement. Reinstatement should be with non-cohesive material
compacted in layers. Top surface of the reinstatement should be
regular pavement and it should be flush with the surface in level and
camber. Subsequently if it shows some settlement it should be made
good time and again, but in no case it should be kept protruding.
Building debris and other heaps obstructing the flow of water should
be immediately removed.
Present system of pot-hole repairs with Pre Mix material laid in cold
condition, without removing the loose material filled by contracting
agencies needs a fresh look, as it is proving to be costly and
ineffective.
Pre-monsoon and post-monsoon inspections of surface drainage
system by the section in charge should be strictly enforced. It should
be monitored by his superiors and test checked by some third party.
SWD System Maintenance
1. Part of maintenance work is done by Ward and part by Road department and
thus no body can be held responsible. Hence it is suggested that all the SWD
system including kerb inlets should be maintained by one unified agency like
SWD department to be created separately
2. The drainage work executed by the road department though designed by
consultant should be approved by SWD department.
3. Pre-monsoon (May) and post-monsoon (October) inspections should be
strictly enforced for the drainage system. One advance pre-monsoon
inspection (Jan) every year should also be under taken to assess the quantum
of work involved for desilting and to assess requirement of repairs to be
carried out on priority before monsoon. Test checking should be done by third
party. These inspections should be monitored by higher officers and reviewed
by Executive Engineer.
4. De-silting should be started right from February onwards so that the work can
be finished well before May. It may be a little troublesome and costly in the
first year but in subsequent years the quantum will definitely be less and the
work will be more effective.
5. In the storm water drainage report of the first phase, strong recommendations
are made to enter long term contract with specialized agency for proper
maintenance of rain water system. This includes repairs as well periodical
desilting specially before monsoon. In view of increased quantum of work
and also considering shortage of trained staff, we need to switch over to
101
mechanized equipment for cleaning etc. The consultant have already
recommended procurement of equipment as Side Excavator, Jib Crane, Dry
Sucker, Jetting machine, small JCB etc at a cost of 5 crores for the first phase
.Further action to procure these equipment may be taken and based on
experience the action for procurement for remaining machine can be taken.
Some of these equipments can be procure by PMC and given on hire to these
specialized agency or even contractors can be arranged to procure the same A
small subgroup need to be formed for procurement of these equipments which
can prepare detailed specifications, get sanction from competent authority and
procure the same
6. As stated earlier the mechanical equipments for cleaning and desilting of
drains has to be procured Proper detailed estimate for maintenance of SWD
system has to be prepared and funds provided
13.4.4
In new Mumbai Corporation area, PCMC area mechanical sweeping is
adopted for roads. The same needs to be adopted for Pune.
102
CHAPTER 14
FLOODING PROBLEM
13.5
THE PROBLEM
The major cause for the deterioration of the asphalt roads in Pune is
flooding during monsoons and stagnation of water. The flooding may be due
to.
1.
2.
3.
4.
Inadequate /damaged SWD system
Absence of storm water drainage system
Obstacles in the existing storm, water drainage system due to garbage
blockage etc.
Bottlenecks in the existing nallah system due to encroachments.
The Stagnation of water may be due to
1.
2.
3.
Uneven road surface (camber)
Leaking water mains
Overflowing manhole
It is important to consider the proper return period for design of storm water
system. The cost of entire system will depend on return period as well as proper data
of rainfall intensity and duration of rain, proper publicity of these parameters must be
done so that adverse criticism from citizens will be minimised As stated in chapter 13
a study of 23 basin can be done to decide if necessary a different return period
13.6
PRESENT STATUS
At present, the water is collected by the SWD pipes laid along the
roads and discharged into the nallahs which further discharge the water into
the river.
PMC usually carries cleaning of these drains before monsoon such as
desilting of major and minor nallahs, as well as desilting of water entrances,
manhole and closed drains. These works are carried out manually or by the
machine in order to avoid flooding during monsoon. It is also reported that
many of the major nallas are widened and trained to the required width and
depth so as to create adequate water for disposal of storm water. However at
many of the places these nallas are encroached by the hutment dwellers and
also utilities are coming across culverts and nallas reducing their discharging
capacity.
103
13.7
NECESSARY MEASURES
To avoid flooding during monsoon following measures are
immediately required to be taken.
1)
2)
3)
4)
5)
6)
7)
8)
9)
10)
11)
To convert inadequate size of the Storm water drains nallas into
adequate size and slope as suggested by Storm Water Drainage DPR of
PMC.
Removal of obstructions such as utilities, water mains, hutments
coming in the alignment of the road and SWD system.
To provide SWD arrangements, wherever missing.
To provide proper slope to the SWD wherever not provided.
Frequent cleaning of water entrances , manhole, laterals, drains and
nallas.
Timely removal of the debris and garbage from the road which
ultimately block the water entrances/drains.
To remove chocking of inlets and blockages in overflowing manholes
to avoid overflowing of water on the road.
To prepare desilting programme for S.W.D.
Mechanised cleaning –Considering the increased quantum of load of
cleaning storm water drain system mechanization has to be resorted in
large scale. This has been explained in chapter 13 and similarly the
operation and maintenance also need to be carried out through
specialised agency
Proper survey of all natural courses through total station must be done
and all these nalla may be properly marked with reference to revenue
map on ground by permanent boundary stone. This will therefore
enable the PMC authorities to take proper legal course to prevent
encroachment and remove the same
Artificial recharging and rainwater harvesting system due to growing
population and depleting ground water there is bound to be shortage of
water. The new IRC 50 therefore emphasises the artificial recharging
and connecting the storm water system to hungry aquifer so that it not
only reduces the requirement of storm water system but also would
make the ground water available to citizen .There are several examples
in Mumbai where Rain Water Harvesting system has reduced the load
on Storm water System and also met the need of secondary and tertiary
usages of housing society. Following action need to be taken
immediately
a)
Proper guidelines and pamphlets need to be prepared to
explain various rain water harvesting system and further
treatment to be given for its usage. A small group be
constituted to prepare these guidelines.PMC can give wide
publicity and arranged seminars to educate citizens and crate
awareness in RWH system and its benefits. Standard guidelines
must be prepared to use voided concrete for the car parking in
housing societies to enhance ground recharging
b)
Even though the sanctioned project of storm water drain
mention about artificial recharging and has identified the
locations also however not much work has been done. A small
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working group consisting of representative of Revenue
Department, GSDA and experts needs to be constituted to
implement artificial recharging.
c)
RWH system/artificial recharging system for open
ground, parks, bus depot, large Govt Colonies, State transport
/PMC bus depot, bus stand etc should be prepared and
implemented. Respective departments must make budgetary
provisions for the same. Artificial recharging should preferably
be done by Govt/PMC so that the underground water does not
get contaminated.
13.8
CO-ORDINATION
Currently, there is no separate SWD Cell in PMC. The contractor
appointed for road works carries out necessary SWD works for that road.
Road Department only concentrate on the road improvement work and
relatively less importance is given for SWD arrangement. Therefore before
improvement/construction of any road it is essential to have and ensure good
arrangement for that road as a composite project to ensure good quality of the
road and to avoid recurring maintenance expenditure.
13.9
RECOMMENDATION
A separate SWD Cell should be established in PMC for better
coordination in SWD works.
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106
CHAPTER 15
CO-ORDINATION
15.1
PRESENT PRACTICE OF CONSTRUCTION OF ROADS
At present in PMC Roads above 12 m width are constructed&
maintained by the Main Road Department and roads below 12 m width are
constructed& maintained by Ward Office. Works of Estimate amount above
Rs. 25 lakh are executed by Main Road Department & Estimated Cost below
Rs. 25 lakh are executed by Ward Office. Major projects that are funded by
Central Government under the JNNURM Scheme are constructed by the
JNNURM (I & II) section of PMC. The work of subways, foot over bridges,
flyovers, traffic islands, junction improvement and traffic management works
(signal system etc) are carried out by the Traffic Department of PMC.
15.2
PRESENT PRACTICE OF MAINTENANCE OF ROADS
At present in PMC roads above 12 m width along with Footpath are
maintained by Main Road Department and below 12 m width along with
Footpath are maintained by concerned Ward Offices. The maintenance of
works completed by JNNURM Section is carried out by the JNNURM
Department until completion of DLP of the work and thereafter by the main
road department.
15.3
SUPERVISION AND RECORDS
Main Road Department works are supervised by Jr. Eng, Deputy Eng.
& Executive Engineer in charge of particular area.
Ward office works are supervised by Prabhag Adhikari under the
technical guidance of the Deputy Engineer and Executive Engineer, for that
Zone. The Junior Engineer is in-charge of a particular road work. The
technical staffs of the Ward Office are administratively controlled by Assistant
Municipal Commissioner of respective zone.
No permanent record system is available with any of the offices.
However where the roads constructed are under the guarantee period (DLP)
such records are available with the particular road in-charge. The STAC
recommends that a permanent record system should be established for the road
works of PMC including the information regarding location of the sewer lines,
water supply lines, footpaths, electrical cables, OFC and other utilities etc.
15.4
UNDERGROUND UTILITIES
There are i) Sewer lines ii) Strom Water lines, iii) Water lines, iv)
Street Light cables, v) OFC, vi) Gas Pipeline and as many as 10 external
utilities who have their services beneath the public roads of PMC
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15.5
FLOODING
The flooding of roads occurs due to the following
1.
2.
3.
4.
5.
6.
7.
Not cleaning the water entrance laterals and road side drains.
Not cleaning of minor and major nallas.
Inadequate and damaged storm water drainage system.
Absence of SWD system.
Non removal of encroachments which obstructs smooth flow of storm
water to drains and nallas and non removal of garbage debris etc.
Stagnation of water occurs due to improper camber and flat surfaces
without SWD.
Stagnation of water occurs during monsoon.
There is need to coordinate all these for timely corrective actions. It is
necessary to take proactive preventive action to avoid flooding.
15.6
COORDINATION WITH INTERNAL AND EXTERNAL UTILITIES
15.6.1
Currently, there is no system for inter departmental co-ordination,of
preparation of annual road programme and circulation to all the departments
well in advance and obtaining their programs. The budget approved by
General Body is not commensurate with the budget proposed by the Road
Department and hence there are problems in coordination between different
departments of PMC as the works for locations not proposed by Road
Department are undertaken by other departments and vice versa.
However, for all new roads, efforts are made in such a manner that a
pavement once constructed/resurfaced is not required to be dug (upto end of
DLP) except in case of emergency. An Apex Committee comprising of all
Department Heads should be established. Interdepartmental coordination
should be done by discussing the problems if any at macro level in committee
meetings held monthly amongst all Departmental Heads and further
maintained at micro level by coordinating with officers of these departments at
zonal level.
15.6.2
For external utilities, coordination should be attempted between each
utility and the PMC by conducting Apex Committee meetings every two
months with the various utilities so that the plans and programmes of various
utilities are known. The Apex Committee should be chaired by the Additional
Municipal Commissioner. Meeting between the HODs and external utilities
are carried out after every 2 months. However, there meetings are not fruitful
and yet some roads are excavated / dug up without proper intimation to road
department because of emergency work of that department.
15.7
COORDINATION WITH PUBLIC
The PMC is constructing the roads for public and public at large is an
important stakeholder with whom coordination is necessary. A proper
grievance redressal system should be in place. STAC take a note of
commendable efforts on the part of the PMC Roads wing to involve public in
108
identification of potholes and assuring redressal within 48 hours of bringing
such inconformity to the notice of the roads wing.
15.8
OTHER COORDINATION ACTIVITIES
The PMC can consider coordination with other concerned stake
holders to control encroachments through use of IT Technology, intersection
layouts, traffic clearing measures, road safety, road markings, sign boards, bus
lay byes, parking management etc.
15.9
COORDINATION WITH OTHER ROAD AGENCIES
It is necessary to have effective coordination with other road agencies
working in the PMC areas and adjoining areas. These are NHAI, PWD,
Cantonment Boards, PCMC etc.
15.10 PRIVATE LAYOUTS
There are many private layouts developed by the owners/developers.
Various reservations for public purpose and the Development Plan Roads
within such layouts and provided under the sanctioned Development plan are
handed over to PMC. These roads are maintained by the Corporation after
taking over. However all internal layout roads, though provided as per the
provisions of Development Control Regulations are private roads and hence
are constructed and maintained by the owners/societies. Though the
certificates are given, there is no supervision or quality audit by the Road
Department of the PMC during construction and their maintenance also gets
neglected. The Corporation cannot take over these private roads considering
huge financial requirements for maintenance of these roads.
It is suggested that before granting commencement certificates for
these roads proper design, standards and specifications should be prescribed
by PMC.
15.11 LAND ACQUISITION ISSUES:
Currently, the land acquisition for a road is not done on a continuous
stretch and is carried out in parts and bits. Hence the planning of the road
features like SWD line, footpath, and utilities cannot be planned in a
continuous manner and hence the proper design of road cannot be undertaken.
There are several problems in development of the roads in such cases. Hence
the process of land acquisition should be simplified and as far as possible the
land acquisition for continuous stretch of road from point A to Point B should
be done in order to affect proper planning of the roads. It is recommended to
review the policy of issuing of 4 % TDR against reservation of green belt by
PMC. For all the roads above 12 m, where road is incomplete because of non
availability of land, separate provision for acquiring land has to be made.
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15.12 COORDINATION WITH AGENCIES WORKING FOR UPLIFTMENT
OF LEVEL OF SERVICE RELATING TO ROADS
There are a number of agencies which are working towards betterment
of Road utility services. These include IRC, ITDP, UTTIPEC, CIRT, PAIRC.
It is necessary that PMC keeps itself abreast of happenings in these
organizations and coordinates with them bringing to their notice the handicaps
which PMC is facing and to put the new ideas into practice brought forward
by these organizations from time to time. The PMC should also obtain
institutional membership of these organizations wherever relevant. PMC
should also encourage its engineering personnel to obtain individual
membership.
1.
2.
3.
4.
5.
6.
A detailed coded map of all the roads in PMC (giving specific nodes
and numbers to all roads) should be established on a GIS based map.
All the works of roads and other departments should be carried out
with reference to this nomenclature system of roads through GIS.
detailed computerized GIS mapping of all the internal and external
utilities should also be made available with each of the department and
the utility service providers.
A central cell in the PMC should be established which will have all the
master plans of all the internal and external utilities so that micro level
coordination could be achieved.
Coordination at zonal level should be further achieved between other
departments and external service providers. The permission for
trenches should be then centralized at one level.
In order to have close coordination with Traffic Police monthly
meetings should be held with Superintending Engineer and zonal
police officers and problems if any be sorted out. The conditions of
NOC given by Police Dept should be more detailed to ensure proper
compliance.
Normally for all major road improvement works including construction
of flyovers, a scheme of execution is prepared in consultation with the
police department. Appropriate tender conditions are then put in the
contract and the contract is awarded. It is observed that the traffic
department later on insists on major change in the scheme resulting
into additional financial burden and contractual problems. It is
therefore expected that a scheme jointly finalized in consultation with
the traffic department has to be fully implemented by all concerned
and the traffic department should not insist for major changes.
The public should be made aware by issuing suitable press notes in
leading newspapers regarding major excavation planned to be taken in
the fair season, their dates of completion and names of agencies
involved with an appeal to report the deviation, lapses faults etc. to the
Central Complaint Cell on telephone. The notification should also
include the procedure to be adopted while digging and reinstatement
etc. in brief. Involvement of NGOs may be considered if necessary.
This will promote public confidence.
110
7.
8.
9.
10.
11.
12.
Penal delays fees for time over runs and unplanned excavation should
be charged in case of new proposals for excavation so that better
coordination between PMC and utilities could be achieved.
A concept of road work as a project should be introduced instead of
piecemeal works of small road stretches so that the total work for a
particular stretch of road can be executed such as road improvement,
SWD work footpath, divider, painting, railing etc.as also underground
inter departmental and other utilities work including maintenance of
this road for a sufficiently long guarantee period.
Encroachments coming on the footpaths need to be removed by the
Ward Office immediately. This aspect has also to be given due
consideration while preparing road programme.
A list of all stakeholders involved in the road construction activities
shall be prepared by PMC.
Periodical meetings shall be held with the stake holders at various
levels.
Maintaining the footpath, keeping them encroachment free and
keeping in clean and tidy condition may be assigned to local industrial
/commercial organization against the advertisement rights on the
railings etc.
111
112
CHAPTER 16
WORK ZONE TRAFFIC MANAGEMENT
16.1
GENERAL
The purpose of any work Zone Traffic Management Plan (TMP) is to
ensure that the impacts of road works by temporary interruptions to vehicular
and pedestrian traffic are properly addressed by the authority. The TMP must
ensure safety to the workers, pedestrians and vehicles at all times, and that the
delay due to interruptions is minimized. The TMP should also ensure that the
minimum required time is made available to the roadwork before the road is
opened for traffic.
16.2
PRESENT STATUS OF TRAFFIC MANAGEMENT FOR ROAD
WORKS
At present, it appears that there is very little planning carried out for
work zone traffic management for all road works of PMC. For all RCC roads,
construction work is done lane wise, allowing traffic on the remaining lanes.
The impact of lane closure, however, is not being scientifically assessed.
Provision of the traffic control devices and bare minimum work zone safety
measures are being under taken by the contractor. Flexible pavement
maintenance works at present are negligible. No specific traffic management
measures are being implemented for these road maintenance works. One of the
important problems observed in the case of road resurfacing works is that
these works are opened to traffic much earlier than the minimum required
curing period.
A proper work zone traffic management plan will ensure the
availability of minimum required time for a road work before it is opened to
traffic, safety at the work zone and minimum delay to the road users.
Therefore, it is suggested that PMC should prepare and implement a traffic
management plan for all road works. Attention should also be paid to the
requirements for smooth and safe pedestrian flow.
16.3
COMPONENTS OF TEMPORARY TRAFFIC CONTROL ZONES
FOR ROAD WORKS
The temporary traffic control zone include the entire section of
roadway between the first advance warning sign (“ROAD WORK AHEAD”
sign) and the last traffic control devices (“ROAD WORK ENDS” sign). The
four components of temporary traffic control zones, in the order that drivers
encounter them are as follows:
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Advance Warning Area
This area notifies the driver of an impending temporary traffic control
zone. This advance warning may vary from a single sign to series of signs
and/or flashing lights on a vehicle preceding the transition area.
The distance of the warning area should be placed ahead of transition
area depends on factors such as the speed limit, roadway condition, and type
of road.
Transition Area
When traffic needs to be redirected from normal lanes, channelization
devices are used to move traffic to a new lane. This redirection should occur at
the beginning of the transition area. Transition areas usually involve the use of
roadway tapers. Tapers are created using a series of channelizing devices of
pavement makings placed out of or into the normal traffic path. There are
several types of tapers; merging, shifting, shoulders, downstream, and onelane/two-way.
Activity Area
Actual road work is conducted within the activity area. This area is
made up of the work space, the traffic space, and optional buffer spaces. The
work space is that portion of the roadway closed to traffic and set aside for
workers, equipment, and material. The work space can be stationary or move
as work is conducted. The traffic space is the portion of the roadway in which
traffic is routed through the activity area. Buffer is intended to provide an area
of separation and security between the work site and traffic. The buffer space
can be placed longitudinally and/or laterally to the work area. Buffer spaces
are optional.
Termination Area
The termination area is used to return traffic to the normal traffic path.
In this area, tapers can be used to achieve rerouting of traffic back to the
normal traffic lanes. The termination area extends from the downstream end of
the work area to an “END OF ROAD WORK” sign, if posted.
16.4
WORK ZONE TRAFFIC CONTROL STRATEGIES
A suitable strategy from the ones mentioned below should be adopted
for traffic control at work zones after assessing the impact.
Lane constriction, reducing the width of one or more lanes to retain the
number of lane normally available, is usually the least disruptive to traffic, but
is applicable only if the work area is predominantly outside the normal traffic
lanes and if shoulders are available.
Lane closure i.e., one or more traffic lane are closed after determining
that serious congestion will not result based on a capacity analysis.
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Shared right-of way, (utilizing one lane for both directions of traffic
flow) with flaggers or signals to coordinate the two directions of traffic, or
possibly traffic control signing alone for short-term work zones on very low
volume two-lane roads.
Temporary by-pass, (total closure of the roadway in one or both,
directions where work is being executed). Where a temporary diversion is to
be proposed, the geometrics of the same should be as per the standards that
apply to the normal traffic lanes and the number of lanes for diversion should
be decided based on the volume of diverted traffic and a minimum level of
service should be ensured during peak hours. The pavement section for the
diversion should be designed based on the diverted traffic loading and
duration of diversion following the normal standards that apply to the regular
traffic pavements.
Intermittent closure, (stopping all traffic in one or both directions) for a
relatively short period of time to allow work to proceed, then after a certain
time (based on traffic volume), reopening the roadway (normally applicable
on very low volume roadways).
Crossover, i.e. routing a portion or all of the one direction of the traffic
stream across the median to the opposite traffic lanes, or utilizing the shoulder
and/or lane constriction to maintain the same number of lanes.
Use of the shoulder or median, i.e., the existing shoulder or median
acts as a temporary traffic lane. In Pune city, no prominent shoulders are
available or use as diversion lane on roads.
Detour, i.e., total closure of the roadway (one or both directions) and
rerouting traffic to existing alternate facilities. These are generally used
strategy for traffic control however in Gaonthan congested area it is very
difficult to follow this strategy.
16.5
IMPACT ANALYSIS OF THE WORK ZONE TRAFFIC CONTROL
STRATEGY
For a given road work several alternative traffic management plans
could be generated using the above listed strategies. All these alternatives are
evaluated by quantifying their impacts. One of the measures that could be used
to evaluate the plans is the delay to traffic which is the difference between the
normal travel time and the increased travel time due to the implementation of
the strategy. Capacity deficiency due to the road work is overcome by
implementing traffic management strategies. The impact of each strategy is
worked out. Simple speed flow curves could be used to work out the reduction
in speed for each of the strategies. The best strategy that has minimum adverse
impacts could be selected.
The work zone traffic management plan should also identify any
interruption to bus service or bus stop and provide details of any measure to
ensure continued access to public transport. Existing bus routes will be
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maintained as far as possible and reasonably practicable and any diversion
necessary will be well publicized. The TMP should also ensure that
satisfactory access for emergency vehicles such as ambulances, fire fighting,
etc. is not impeded. Emergency vehicles require reasonable access to every
property along the construction route at all times.
16.6
TRAFFIC CONTROL DEVICE USED IN TEMPORARY TRAFFIC
CONTROL ZONES
A traffic control device is a sign, marking or other device placed on or
adjacent to a street or highway. Device should be placed by an official or
public body with jurisdiction to regulate, Warner guide traffic.
16.6.1 Types of Work Zone Device
Traffic control device within temporary traffic control zones serve
essentially the same functions as traffic control devices do generally. The
types and uses of the various devices used in temporary traffic control zone
include.
a)
Sign
Temporary traffic control zone signs are similar in their
communication objectives to all other traffic signs. Like other signs,
temporary traffic control signs are categorized as regulatory signs, warning
signs, and informatory sign. Signs used at night need to be retrorefelecterized
or illuminated to achieve a night time visibility that is comparable to that in
daylight. The illumination can be internal or external; street or highway
lighting is not usually adequate to satisfy this requirement. Sign used in
temporary traffic control zones are often relocated and subject to considerable
wear and tear during handling. Therefore, they should be routinely inspected
for cleanliness, visibility, excess wear and proper positioning, and should be
replaced if necessary. Descriptions of specific signs are available in IRC : 672001
b)
Arrow Displays
An arrow display is a sign with a matrix of elements. The matrix
capable of either flashing or sequential displays, provides the driver with
additional warning or information. The direction of movement of vehicle at
diversions could be effectively indicated by these arrows.
c)
High level Warning Device
A high level warning device, or flag tree, is designed to be visible over
the top of vehicles, has at least two flags, and may contain an appropriate
warning sign. They are often used in high volume urban temporary traffic
control zones to warn motorists to short-term operations.
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d)
Channelizing Devices
Channelizing devices warn and guide drivers through work activities in
or near the roadway and protect workers in the temporary traffic control zone.
Types of channelizing devices include: cones, tubular makers, vertical panels,
drums, barricades, portable barriers, and temporary raised islands. Each device
is subject to specific requirements as to size, colour, strip patterns and use of
retro reflective material.
e)
Pavement Markings
Pavement markings provided in a temporary traffic control zone must
be comparable to the markings maintained along adjacent roadway. Preexisting marking needs to be evaluated for their potential to misguide vehicles.
Any such markings need to be thoroughly removed (black spray paint is not
satisfactory as in certain lighting it can appear to motorists as an existing
marking) All marking and device used to delineate vehicle paths and
pedestrian routes should be evaluated in differing lighting and weather
conditions to assess the risk of misguidance. Description of pavement marking
is available in IRC: 35-1997
f)
Lighting Devices
It is often necessary to supplement retro reflective signs, barriers and
channelizing device with lighting devices at night. Floodlights should be used
to illuminate flagger stations, equipment crossing, and other work areas where
existing light is not adequate. The floodlights should not be used where they
may create a disabling glare for drivers. A flashing beacon is a flashing yellow
light used to alert drivers to special road conditions. Steady-burning lamps
placed in a line on channelizing devices are effective in delineating the proper
vehicle path through a temporary traffic control zone because warning lights
attract a driver’s attention and they are used to identify road hazards.
g)
Others Devices
Other devices include impact absorbing attenuators, portable barriers,
temporary traffic signals, rumble strips, screens, and lane dividers, impact
attenuators, which may be stationery or mounted on a vehicle, protect
motorists from the exposed ends of barriers, fixed objects, and other hazards.
Like all traffic control devices, these temporary devices must be routinely
inspected to ensure that they function as intended. Guidelines given in IRC:791981 should be implemented.
16.7
PEDESTRIAN SAFETY
The following points should be given due consideration of pedestrian
safety at road works
1.
Pedestrians and vehicles should be physically separated (i.e., by
barriers, barricades, or similar items).
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2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
16.8
Pedestrian walkways should be maintained free of any obstructions
and hazards such as holes, debris, mud, construction equipment, stored
material, etc.
Temporary lighting should be considered for all walkways that are
used at night, particularly if adjacent walkways are lighted.
Walkway should be at least 1.5m wide, and should be wider in areas of
high pedestrian’s activity.
All hazards (ditches, trenches, excavation etc.) near or adjacent to
walkway should be clearly delineated
Walkways under or adjacent to elevated work activities such as bridges
or retaining walls may require a protective roof.
Advance information is needed if the pedestrian pathway is blocked or
detoured. Signs and traffic control devices should be provided at points
of decision to properly guide the pedestrians along the detour.
Pedestrian signals that no longer apply should be covered. Signs and
traffic control device should not be a hazard to pedestrians. Signs
located near or adjacent to a sidewalk should have a 2m clearance.
Where safe pedestrian passage cannot be provided, pedestrians should
be directed to the other side of the street by appropriate traffic control
device (e.g., “Foot Path Closed – Use Other Side” and “Pedestrian
Detour – Follow the Arrow” signs).
Where construction activities involve sidewalks on both sides of the
street efforts should be made to stage the work so that both sidewalks
are not out of service at the same time.
In the event that sidewalks on both sides of the street are closed
pedestrians should be guided around the construction site.
Reflectorized traffic control device are of little value to pedestrians.
Warning lights should be used to delineate the pedestrian’s pathway
and to mark hazards as appropriate.
Particular attention should be given to avoid inconvenience to senior
citizens and handicapped pedestrians.
WORKER SAFETY
Worker safety is another primary objective of the TMP. Key elements
of traffic control management that enhance worker safety are: Training
workers about how to work safely next to traffic; Providing workers with
bright and highly visible clothing; Using barriers to separate work space from
traffic; Reducing speed zones and using law enforcement; Lighting the work
area; Preparing public relations efforts to reduce traffic through the temporary
traffic control zone; and closing roads.
16.9
HAND SIGNALLING CONTROL/FLAGGER OPERATIONS FOR
SHARED RIGHT-OF-WAY STRATEGY
Flaggers can be used to guide traffic, through temporary traffic control
zone and to ensure safety within the temporary work zone. Because of the
danger inherent in flag work, flaggers shall only be employed as a last resort.
Flaggers should be trained and tested in all areas of work zone safety. Because
flaggers are a primary point of contact for drivers and often pedestrians, their
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appearance and the quality of their deployment are important to meeting the
TCP’s objectives. The flagger needs to embrace the importance of safety to
the public and co-workers, recognize his or her impact on the overall safety of
the site and able to politely assert him/herself.
Flagger location
The flagger shall be located far enough in advance of the work zone so
that approaching traffic will have sufficient distance to stop before entering
the work space. The flagger should be clearly visible to traffic at all times.
Flagger stations should be illuminated at night. Portable changeable message
sign (PCMS) are advisable ¼ to ½ mile prior to a flagger to alert motorists and
to provide the flagger with an additional safety buffer.
Flagger Uniform
The flagger shall wear fluorescent of orange clothing during the
daytime, to include a vest, shirt, or jacket. Similar retro reflective garments
shall be worn at night. The retro reflective material should be visible at a
minimum distance of 300m.
Flagger Equipment
Flaggers are equipped primarily with a hand held “STOP/SLOW
paddle, as it guides drivers through a work zone more effectively than flags.
At night the equipment shall be retro reflective
16.10 IMPLEMENTATION OF ROAD WORKS TMP BY PMC
Trained engineers of traffic management unit of PMC should be
involved in the preparation of work zone traffic management plan. The road
wing of PMC will give the site drawing of the construction or maintenance
work along with duration of the work to the TMU. The traffic management
unit then prepares the work zone traffic management plan following the
procedure described. All the necessary approvals for the plan by the various
organizations involved (e.g. traffic police, NGO etc.) should be obtained by
the TMU and the finalized plan will be passed on to the roads wing. The cost
of implementing the Work zone TMP should be included in the cost of the
road work. The contactors should implement the traffic management plan
before starting the construction/maintenance work. The working of the plan
should be monitored day to day by the inspecting engineer. The status of
implementation should be obtained from the contractor by using the checklist
of items for work zone traffic management and safety as shown in Table 16.1.
For the purpose of implementing traffic management plan, the road
work should be classified as Construction works (e.g. provision of cement
concrete pavement, major reconstruction, etc.) Resurfacing work and routine
maintenance work (e.g. pot hole patching etc.) The TMP should be
implemented at highest level for all construction work by barricading the work
site from the view of normal traffic dividing the work zone into the standard
components, viz, advance warning are, transition area, work area and
termination area; generating alternate traffic control signs and devices. For
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resurfacing work proper barricading is necessary at both ends to prevent the
use of the traffic lanes before the specified curing time. For maintenance and
resurfacing works implementation of all necessary traffic control signs and
devices is compulsory. Safety of workers and pedestrians should be ensured at
all time by implementing the guidelines suggested. Guidelines given in
“IRC:SP:55-2001 Guidelines for Safety in in Construction Zone should be
implemented.
1. The small pocket books with specific details such as size of board, size of
traffic devices, with small photographs etc which are required by the site staff
should be made available as they do not refer to the IRC manuals all the time.
2. Damaged and very old devices such as drums, barricades etc should be
avoided for use as temporary traffic control devices as they become hindrance
in the work place and create a shabby appearance on the work site.
3. A study group may be formed to prepare common item for traffic management
during construction, mode of measurement, guidelines for preparing the
estimate etc. The schedule rate may be approved by the appropriate authority.
4. Appropriate provision for the diversion of the road and maintenance during
construction may be made in the estimate and in the tender.
5. IRC is likely to issue detailed guidelines for work zone traffic management.
These should be followed by PMC.
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Table 16.1 Checklist for Work Zone Traffic Management and Safety
ITEM
YES NO
Planning
1. Is an appropriate traffic Control Plan (TCP) in place?
2. Has impact of this TCP been assessed?
3. Has possible traffic congestion been considered and step
taken to avoid it?
4. Is traffic movement inhibited as little as possible?
5. Has proper access to side roads and properties been providers
6. Are any required approvals for speed limits of lane closures in
order
7. Have workzone speed limits been determined correctly?
8. Are any required approvals for speed limits of lane closures in
order?
9. Is the traffic control plan available for inspection
Work Zone Safety
1. Have safety barriers (where used) been installed corrected?
(eg. Units jointed together, proper end treatment)
2. Are clearances between workers and adjacent traffic being
maintained?
3. Has contained fence been installed where required?
4. Is high visibility clothing appropriate for conditions and use
correctly?
Traffic Control Device
1. Are traffic Control devices appropriate for the project
strategy?
2. Are all roadworks signs and device installed according to the
plan?
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3. Have any contradictory distracting of superfluous sign of
making been covered up or removed?
4. Is advanced warming distance appropriate for vehicles
approaching at high speed? (eg. Check sight distance,
warming sign distance, height of sign above ground, vehicle
queue length not beyond signage.)
5. Are the signs free from damage and defect? (e.g. must be
reflective; easy to read; check shadow & glare issues.)
6. Are sign sizes correct?
7. Are advance warming areas and traffic termination points
properly market?
Pedestrians
1. Are pedestrians guided in a clear and positive manner?
2. Are walkways clean and free of construction materials?
3. Are walkways free of tripping hazards?
4. Does the design meet the requirements of the elderly and
disabled?
5. Is barricading adequate to protect pedestrians from moving
vehicles?
Traffic Control by flaggers
1. Are flaggers used only as last resort?
2. Are flagger locations properly placed?
3. Are all well trained and supervised?
4. Are fluorescent vests worm during day time hours?
5. Are retro reflective vest worm during day time hours?
6. Are multiple flaggers in effective communications?
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The following guidelines shall be used:
1.
2.
3.
4.
Contractor should prepare the information as per the TMP Checklist.
Engineer In charge from PMC in consultation with consultant
should verify the implementation of the TMP Checklist:
Contractor shall be responsible for non-implementation of the TMP
checklist:
Incentives for proper implementation of the TMP in order to create
awareness and promote the use of TMP for worker and commuter
safety during road construction should be included in the tender
document itself.
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124
CHAPTER 17
MAINTENANCE OF ROADS
17.1 PRESENT SYSTEM
17.1.1 The total road length in the charge of PMC in the City is about 2100 km. All
the roads with a width less than 12 m (designated Minor), are currently
constructed and maintained by the Ward Office. Roads with a width of 12 m
and above (designated Major) are currently constructed and maintained by the
Road Department of PMC.
Width (m)
Length (km)
Undeveloped
Length (km)
Developed
7.5
8.80
425.20
9
30.39
331.58
12
83.82
335.28
15
10.80
43.20
18
94.37
15.48
20
14.10
56.40
24
80.17
80.57
30
49.63
60.34
36
15.92
63.68
40
3.50
14.00
42
1.10
4.40
45
0.50
2.00
60
18.90
75.60
Total
412 Km
1653 km
2065km
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On Major roads the repairs to manholes and maintenance and repair to
footpaths are done by the Road Department. However, major repairs to
facilities are done by the respective Service department. For example
drainage, water supply, etc. if a major project is undertaken on a certain
stretch of Major road everything including manholes, storm water drain etc.
affected due to that work are executed by that Service department.
The work of maintenance of roads is currently being handled by both
the road department and ward offices. Hence sometimes there is lack of proper
coordination and some of the spots requiring urgent attention (especially
during monsoon) remain unattended on account of issues related to
jurisdiction. Hence it is opined that the maintenance of the roads should be
brought under one umbrella so as to affect proper planning and execution of
such works. This shall also help in overall improvement of the workmanship
and quality of the road maintenance works. The necessary re-assessment &
transfer of staff should have to be also done. It may be better if a Trial in 2-3
wards is done first.
17.1.2
Each Supt. Engineer has 4 EEs under his control. Each E.E. is assisted
by one or two Dy.Engrs and 2 to 3 Sectional /Jr.Engineer assist each Dy.Engr.
There are some JEs also working at the same level as Sectional Engineer.
17.1.3
In the Ward Office there are 4 to 6 JEs for attending to all types of
Civil Engineering works. (roads, sewer, slum, Bhavan etc.) There is one EE
per zone. These JEs get technical advice from the Dy.Er , EE. The road length
in the charge of the ward is distributed amongst the JEs on a Parbhag level
basis and their jurisdictions are permanent so that each JE has a certain length
under his charge and is responsible for the road length.
1.
2.
3.
As the Ward officer is a Non Technical executive a separate Technical
Report for
Engineering staff be introduced. The EE of the
concerned zone should initiate a Technical Report for JE’s working
in ward offices. This should also be reviewed/ countersigned by SE
concerned.
A yardstick be prepared for road (minor) length to be looked after by
each JE and the number of JE’s in each ward decided quantitably.
A tenure be fixed for JE’s in wards ( 3 years is suggested ), and after
that they be transferred to Road department and vice versa.
17.1.4
So far as major roads are concerned, only the EEs have a permanent
well defined jurisdiction ward wise with them. There is no firm distribution of
this road length amongst Dy. Engr. or the Sectional Engineers/J.E. Currently,
the locations for pre monsoon maintenance and repairs are identified by the
Road Department for all roads with width above 12 m. The activities for
maintenance at these locations prior to the monsoon are planned and executed
by the respective Executive Engineer and his team under the Road Department
of PMC.
17.1.5
After the monsoon the roads are inspected by Junior Engineer &
Prabhag Adhikari and in case of roads where defects liability period is still
current the defects noticed are got repaired from the concerned contractor. In
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case of road not under defect liability period, estimates are prepared for
carrying out the necessary repairs like resurfacing or strengthening etc. For
repair works or for resurfacing work, asphaltic hot mix is accepted only from
hotmix plants and PMC owned hotmix plants. The mix material for
maintenance of roads of PMC is accepted only from such hotmix plants which
are calibrated by the Third Party Inspection Agency appointed by PMC.
Without calibration of a hotmix plants (annual), no material is allowed to be
brought on site from that plant.
17.1.6
PMC is maintaining a 24 hours helpline during monsoon season for
attending to complaints related to potholes, water logging, trees, debris any
other problems. PMC also accepts the various complaints through its website
www.punecorporation.org. The respective complaint made by the citizen over
telephone or through website is directed to the respective JE of that area and it
is addressed by the JE in 48 hours and feedback is sent to the complainant.
This being monitored at appropriate supervisory level.
17.1.7
PMC has its own Hotmix Plant, dumpers, paver finishers, rollers.
Team of labourers of PMC or contract basis are available and these teams
along with PMC material and machinery carry out the pothole repair work in
case of emergency during the dry spells of monsoon. During the normal
course of work, the PMC team carries out work of reinstatement of cross cuts,
utility service cuts etc throughout the city. The Road Department of PMC also
invites tenders for maintenance of roads based on the pre-monsoon inspection
carried out by them. Thus PMC is maintaining a planned system for
maintenance management of road repairs in the city all along the year.
17.2
ROAD INVENTORY
17.2.1
The committee suggests that as the first step a full and detailed
inventory of all the roads above 12 m, should be prepared. For this it is
necessary to prepare a GIS database of the entire road network of PUNE.
Complete information of all the roads like their physical dimensions, the CBR,
and the type of the sub grade soil lengthwise, the details of the road crust, the
details of all the bituminous layer, the drainage details, footpaths, the details of
all the utilities running under the roads at each location, details and location of
manholes, ducts, cross pipe etc should be collected and appended as attribute
data to the respective spatial elements. Parallely detailed information about
structures of all types on/across the roads like culverts, bridges, foot over
bridges, Road over bridges etc. should be built up by carrying out similar
survey and by compiling as built drawings. The GIS database when integrated
with GPS, will help in the development of an efficient Maintenance
Management System. The present database of roads shall be updated. The
pavement performance evaluation shall be done through this updated database.
1.
2.
3.
Records of roads under PMC shall be computerized and the
present database shall be updated.
The pavement performance evaluation shall be done through
this updated database.
Maintenance contract of PMC shall be Asset management
contract and not just road maintenance contract”
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4.
As a first step, PMC should start maintaining the details of all
roads and bridges under its jurisdiction in the form of ABC
register on the line of PWD, Govt of Maharashtra.
17.2.2
It is suggested that this work should be got done through consultants
under the supervision of a specially carved unit of the Road department,
persons from other related departments like Sewerage, Drainage, Water supply
and other utilities of department etc should be associated with this unit. After
the initial work is completed, the unit can be reduced, but continued to see that
the inventory is up-to-date all the time, which can then be done in house. This
is necessary since road are being newly developed and services have to be
added periodically. The Data will also be useful for Town Planning
department.
1.
2.
3.
In PHASE I the survey be done for existing City limits and in PHASE
II other villages.
The scope of work and Manpower needs will have to be worked out
carefully. A detailed proposal be prepared in consultation with other
service departments.
The Computerisation work will be difficult to define and persons
authorised to modify the Master Data will have to be suitably
earmarked. The ‘READ ONLY’ access can be given liberally.
17.3
AREA WISE RESPONSIBILITY
17.3.1
The committee recommends that the total major roads (irrespective of
the width of road) in charge of an Executive Engineer should be distributed in
5 or 6 packages. Each package should be put in charge of one Junior Engineer.
That JE should be responsible for all aspects of roads in his charge. He will be
a sort of guardian for his road length.
17.4
PROPER INSPECTION
17.4.1
At present there is no formalized system of periodic and regular
inspection on the roads by the PMC staff. Only during the monsoon period the
concerned J.E. inspect their road length for potholes and initiate corrective
action. During the rest of the year, PMC seems to be relying on chance
noticing of defects by its officers when they happen to be travelling of a
particular road length or on feed back of the complaint. This does not seem to
be satisfactory arrangement and sometimes it may happen that some serious
flaw in the road may not be known to PMC staff, which is supposed to attend
to it, for quite some time.
17.4.2
It has already been suggested that the total road length in charge of the
road Department should be assigned to particular officers for maintenance
who would be totally in-charge of all aspects of maintenance. The committee
recommends that regular schedule of inspection of roads and road related
structures and furniture on the road length appropriate check lists should be
prescribed for various levels to staff. This will ensure that if the PMC officers
notice any damage or disrepair quickly then immediate remedial action can be
taken.
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It is also suggested that inspection of all the roads in the city should be
carried out by an independent agency appointed by PMC. Based on the
inspection and some predetermined criteria for maintenance, the
categorization of roads should be done( Good, fair, poor etc). Based on these
recommendations the priority of the works should be decided and this
information should be used for budgeting of the road works well in advance.
Proper inspection of all major and minor bridges shall be undertaken through
an expert agency and rating shall be assigned to all bridges as per standard
technical norms.
The categories for condition roads should be 3 (three). The categories
shall be a. Good b. Fair and c. Poor. The parameters for this categorization
shall be modified based on IRC norms. The NHAI documents may also be
referred for these criteria.
17.5
MAINTENANCE STRATEGIES
17.5.1
The function of maintenance is to preserve the pavement in traffic
worthy condition and to allow the movement of traffic at a requisite speed,
comfort and safety. The maintenance strategies are based on assessment of
needs with regard to the structural strength, condition and unevenness of
surface and drainage, and residual life of the top surfacing. The evolvement of
maintenance strategies for any roadwork requires through examinations of a
wide range of options, involving the traffic, the initial standards of pavement
roadway features the terminal standards for subsequent routine and periodic
maintenance and pavement strengthening.
17.5.2
Service ability level of a road is the degree of comfort, safety and
satisfaction which the road affords the user. It is measured in terms of Present
Service ability index (PSI). It is combined factor based on various factors like
its roughness, the number of potholes per km, cracking and patching area,
rutting (20 mm maximum permissible) and skid resistance. Based on these the
service ability level of a road is determined as level 1 (best), level 2, level 3
etc. criteria for classification into different level can be different for different
types of roads like arterial roads, sub arterial roads and other roads.
17.6
MAINTENANCE MANUAL AND NORMS
17.6.1
Routine maintenance work consists of several small items of work. It is
not possible for the ground level staff to remember all of them every time.
However, the newly inducted staff cannot possibly know all the items that
have to be attended to as part of maintenance. Even if regular training in
maintenance is imparted it is necessary that some reference book be available
to the staff. The committee would, therefore, recommend that a Maintenance
Manual should be prepared for guidance of the staff engaged in road
maintenance works. Such a Manual can be got prepared through a Consultant
possibly an Ex-Senior Engineer who has been associated with road
maintenance work in the Corporation.
Preventive maintenance of roads shall be given top priority as timely
treatment to a road in fair to good condition saves a significant cost on
129
maintenance of the road if it is not allowed to deteriorate to a poor condition
and attended at a later stage.
17.6.2
Such a Manual will list out every item of work to be done as part of
routine maintenance and some guidelines about the way to carry it out. It can
also lay down the standard equipment that is necessary for carrying out such
work. It will also mention the frequency of inspections to be carried out by
various officials. The detailed circular issued by the PWD, GOM in this regard
(no.RMR/1082(214)/Desk R-1 dt. 8-10-1084, can be referred along with the
I.R.C maintenance manual. The former also contains, inter-alia duties, task
work, tools & equipment, check lists for maintenance, frequency of
maintenance time schedule, pothole repairs, emergency actions, distresses.
(symptoms, cause and treatment), point for training.
17.6.3
There appear to be no set norms for provision of funds for the
maintenance work of PMC. These are absolutely necessary will be got
developed by STAC in due course.
17.7 DEFECT LIABILITY AND MAINTENANCE
17.7.1
In each construction contract a certain period is prescribed as defect
liability period. The contract clauses prescribe that the contractor shall
maintain the work during the Defect Liability Period[DLP]. It must be
understood that the liability of the contactor is limited to the rectification of
any defects noticed in the work carried out by him and not due to any other
cause. He cannot be expected to do other items of routine maintenance.
However for convenience and to avoid duplicate agencies & conflicts, It is
necessary that even during the defect liability period, the routine maintenance
shall be carried out by the contractor apart from the defect rectification and he
shall be paid separately for this work. Suitable amendment be done in future
contracts.
The maintenance contract of PMC shall be Asset management contract
and not just road maintenance contract.
17.8 ESTIMATE FOR MAINTENANCE
17.8.1
When the roads are systematically inspected regularly throughout the
year, the need for repairs of various kinds becomes known to the Engineers in
charge. On the basis of this information, estimates for maintenance and repairs
of roads can be prepared.
17.8.2
Maintenance work is classified in two categories viz. (1) Current or
routine maintenance. This consists of minor miscellaneous items like pot-hole
filing, keeping the shoulders level and smooth, replacing an occasional road
sign, repainting of direction signs; carrying out minor repair to structures,
keeping drainage system clean, cutting shrubs, grass, projecting tree branches,
removing debris etc. These are generally carried out through departmental
labour throughout the entire length of road each year. (2) Special Repairs:
These consist of resurfacing of strengthening of roads, major repairs to
structures warranting fixation of separate agency, like grouting, gunniting
130
replacement of damaged members. Any emergency repairs due to unexpected
reason like collapses, wash outs, subsidence, etc also fall in this category.
17.8.3
Each of these two categories can be sub-divided into several subcategories. Available funds should be divided further into two broad
categories of current repair and special repairs. These should than be further
sub-divided into sub-categories. A certain part should be earmarked for
emergency and unforeseen repairs.
17.8.4
Well before the start of each financial year, each Executive Engineer in
charge of road should frame separate estimate for current repairs for the road
in his charge for the ensuing year and forward it for approval and allotment of
funds. The provisions in this estimate will be based on past experience.
17.8.5
For special repair detailed proposals as per needs should be framed
whenever or wherever need arises. These should be approved at competent
level. Detailed estimates should then be framed and presented for sanction and
allotment of funds. Detailed guidelines about framing estimates for
resurfacing/strengthening are given elsewhere in this report. Since funds
available for repairs are generally less than the requirement, care has to
exercised while choosing the road lengths for resurfacing/strengthening works.
The current practice is based on subjective judgment and past experience of
the road engineers only. This can sometimes lead to less than acceptable
results.
17.8.6
Standard estimate should be made available as a ready reference for
each work type (new works, maintenance etc) The reference from MORTH
Standard Data book may be taken for preparation of the standard estimates.
The new IRC document on road maintenance work shall also be referred for
preparation of standard estimates.
17.9
PAVEMENT MAINTENANCE MANAGEMENT SYSTEMS (PMMS)
17.9.1
The main objective of a pavement maintenance management system is
to provide a scientific tool to maintain roads at the desired serviceability
levels. It is acceptable fact that due to paucity of funds it is generally not
possible to provide highest level of serviceability. Also in some areas the low
volume of traffic do not justify high levels of serviceability. Since the
pavement deteriorate with time it is necessary to maintain/rehabilitate them to
provide minimum desired service to its user and save the valuable facility.
17.9.2
PMMS is a technical or operational methodology for managing or
directing and controlling maintenance resources, in a scientific manner to
obtain optimum benefits. It is a complex problem of matching of resources,
time, material, labour, equipment, funds, design and most of all decision
making. It performs the following functions:
1.
2.
3.
4.
5.
To identify project, in need of M&R and to establish priorities
Identification of the type of maintenance and/or rehabilitation required
Requirement of type and timing of further M & R
To minimize life cycle costs or maximize benefits
To predict performance in future
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17.9.3
Several studies have been carried out in India establish PMMS for
Rural Highway, Rural Roads, as well as Urban Roads. They require building
up a large database for which specially developed machines like ARAN are
available
17.9.4
Detailed guidelines on the subject are available in the Ministry of Road
Transport & Highway publication “GUIDELINES FOR MAINTENANCE
MANAGEMENT OF PRIMARY SECONDARY AND URBAN ROADS”
17.9.5
The committee recommends that a PMMS study for the city roads
should be got done and a PMMS be established and implemented by the PMC
with the help of Consultants.
17.10 MAINTENANCE BY CONTRACT
17.10.1
As per the general prevailing practice in the country the PMC carries
out maintenance work through departmental staff and labour. Only larger
works like resurfacing etc are given on contract. Due to shortage of staff and
the tendency towards staff cutbacks there is not enough staff to attend to the
routine maintenance work-satisfactorily.
17.10.2
Worldwide there is a trend towards giving out the routine maintenance
through contract initially on a small scale and if successful, it can be adopted
gradually on a larger scale. This will free the existing staff for other more
important works and would also eliminate the doubts in the public minds
about proper utilizations of funds. By nature the maintenance work is
immeasurable and the outsiders always wonder whether their money allotted
for maintenance has been properly utilized.
17.10.3
It will, however, be necessary to draft the contract properly with
accurate measurable performance criteria so as to judge whether the contractor
has performed his duties properly to become eligible for payment. The new
document of IRC on this topic shall be studied by PMC and the contents of
this section shall be suitably modified.
17.11 POT HOLES REPAIR
17.11.1
As per the present practice pothole repairs are carried out by PMC staff
through its own plant and machinery. PMC has conducted training in pothole
patch repair using CRRI Cold mix technology in June 2013. PMC intends to
use this technology for future pothole repair works in PMC area.
17.11.2
The pot-holes are attended with metal and girt metal and girt and
bituminous emulsion during the wet spell and bituminous hotmix material in
dry spell. There are some guidelines issued by the Road department for proper
method of filing potholes. It is suggested by the Committee that the method
detailed out in the PWD Circular attached with its circular about instructions
for maintenance dt. 8-10-1984 referred to earlier, should also be studied of the
road at the repaired potholes a little higher than the surrounding road to
account for subsequent setting is no longer admissible because good
132
mechanical hand rammers are available and the traffic moving on the road is
not slow traffic any longer. It is necessary that the road surface should match
with the surrounding surface after pothole repairs.
17.12 FILLING OF POTHOLES DURING RAINS
Potholes get formed on asphalted roads in monsoon because of various
reasons such as lack of periodical preventive maintenance, stagnation of water
on surface for a long time, lack of efficient sub surface drainage, continuous
rains for a long period of time etc.
In the city of PUNE the time available to fill by creating ideal
conditions is as per requirement in the morning to late in the evening due to
severe traffic conditions. One of the requirements to obtain ideal condition is
dry weather spell of at least 4 hours before and after filling of potholes.
Many mixes have been tried as learnt from Road Department, by using
bituminous emulsions and non-bituminous binders such as polymers fast
setting cements etc. No method is proved to be successful lasting and
economical. It is also seen that the conventional method of filling with brick
aggregate building debris to give temporary relief during such continuous wet
spell and replacing the same with bituminous hot or cold mixes during
subsequent dry spells is relatively more successful and economical method.
It is, therefore, recommended that this method should continue to be
adopted with adequate care of removing the metal and building debris in dry
spell, cutting the pothole into a proper square or rectangular shape with
vertical edges and then filling up of pothole by following the specification
described in details in Government Circular,B&C Depth No..HNR
1165/41766(e)-Gdt.20/5/66 regarding repairs to potholes in Asphalt Roads in
monsoon conditions with due modifications and as described in paras 9.4.2
and 9.4.3 of Chapter 9.Compaction of the material filled in should receive
special attention.
17.13 TREATMENT AROUND MANHOLES
Settlement of flexible pavement around manholes is a common
phenomenon observed on PUNE Roads. The settlement is because of
difficulties in achieving proper layer-by-layer compaction around the
manholes for about a meter width or so around them.
At present attempts are made to overcome this problem in PUNE
Municipal Corporation by following methods.
1.
Layer by layer compaction by using rammers or plate vibrators around
these manholes.
2.
R.C.C beams should be provided around manholes in square pattern.
3.
Interlocking CC paver blocks shall be provided within the space
enclosed by runner beams.
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This method adopted above gives satisfactory results and hence this
may be followed in such cases.
17.14
TRENCH FILLING
17.14.1
Strictly speaking filling of trenches made for installation/repairs to
utilities is not a maintenance job. But it has an important bearing on it because
the trenches appear to be the main problem and hindrance in maintaining the
city roads in a good condition. The problem is described in chapter 3 and 14 in
greater detail.
17.14.2
The use of Controlled Low Strength Material (CLSM) shall be
encouraged by PMC for trench filling of utility cross cuts.
17.15 VEGETATION
There is vegetation by the roadside in PUNE on some roads and
bridges . But in certain location it is detrimental and dangerous to traffic.
1.
2.
3.
4.
5.
Trees and the branches projecting on to the carriageway: These reduce
the capacity of the roads since no vehicle uses the end lanes because of
them and in some cases “they are positively dangerous particularly to
two wheeler riders.
Gardens at the junctions and medians: These have added tremendously
to the beatification of the city. But in several places they are creating
dangerous blind corners and spots for drivers. The height of these
gardens at all junctions and at all pedestrian crossing and on all curves
must not be allowed to be more than 60 cm above the ground. Driver
of a small car like Maruti 800 should be able to see easily across them
Tree branches projecting on carriageway of the slip roads by the side
of flyover: These slow down the entry of vehicles especially of buses
into the slip roads, creating traffic jam at the entrance to flyovers.
Tree branches obscuring the traffic signals roads signs, information
boards and overhead gantry type direction boards: All these must be
trimmed regularly.
A policy on plantation of trees along roadside or private property along
the roads should be finalized by PMC. The types of trees etc should
also be finalized under this policy. The IRC Document Number
IRC:SP:21-2009 Guidelines on Landscaping and Tree Plantation shall
be referred for this purpose.
17.16 STREET NAMES/ SIGNAGE
17.16.1
The boards should be so located that they are visible from a distance.
The lettering should be large enough to be decipherable to an elderly person,
from a distance sufficient enough for changing lanes. The boards, need not
have anything except the name of road on. This will enable adopting a large
lettering.
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17.17
MONITORING
17.17.1
The routine maintenance work is largely of an immeasurable nature
and being divided into several insignificant minor jobs. Even the resurfacing
work does not create any new asset. At the end of the year, therefore, it is
difficult for an outsider to gauge whether the funds allotted for maintenance
work have been properly utilized. Even if the money has been properly spent,
the lay public or the administrators do not sometimes feel confident about it.
Moreover, when it becomes necessary to demand additional funds for
maintenance there is not enough data available about how the money allotted
in the past years has been spent. The committee, therefore, suggests that a
system of monitoring the maintenance activity may be introduced by the PMC.
The several items of maintenance can be listed out. For example, current
repairs like pothole filling, shoulder filling, replacement of manholes on
culverts etc., periodic renewal, sign board painting and replacement, pay of
maintenance staff, road marking and so on. The available funds can be subdivided into all these subheads for current and special repairs before
distribution to individual areas. At the end of the year performance report for
each sub-head should be collected from individual Executives and compiled to
yield a total picture of performance for the PMC as a whole. This would
provide an accurate picture of what work has been done out of maintenance
grants. A typical abstract of such monitoring of PWD, GOM can be referred in
this regard. Copies of such reports can be distributed to key decision markers.
It will also contain physical targets and achievements in addition to financial
ones to bring out a sort of performance budgeting annually bringing out
clearly the relative performance various fronts. There has to be effective
technical control on repair operations. Periodical Quality Audit of repair
operations should be carried out through O.S.D. (Vigilance) and outside third
parties to have effective monitoring and control.
17.18
RECOMMENDATIONS
1
2
3
4
Use of readymade mixes, storable mixes shall be encouraged for repair of
potholes. Cold mix technology as suggested by CRRI shall be preferred for
pothole repair work. The procedure for preparation of such mixes is given
in Appendix 1 of Chapter 3.
The available readymade mixes may also be used for repair of potholes.
The supervision / Third Party inspection under Ward Offices shall be done
for randomly selected works.
Appropriate additional factor for reinstatement item such as working in
limited area, small quantities, specialized equipments and available time
frame has to be considered while preparation of the schedule rates.
135
136
CHAPTER 18
ORGANIZATION AND WORKLOAD
18.1
PRESENT ORGANIZATIONAL SET-UP
The present organizational set-up for the Road Department and at ward
level is included in Chapter No 2.
At present, the available staff at supervisory level with the Main Road
department is 2 Nos Superintending Engineers, 5 Executive Engineers, 12
Deputy Engineers, 14 Sectional Engineers, 36 Sectional/Junior Engineers. The
annual allocation for the road works suggested by Road Department are
approximately Rs. 300 crore which increases approximately to Rs. 400 crore
after approval of the General Body of PMC.
18.2
NORMS FOR STAFF REQUIREMENTS
18.2.1
So far as PMC works are concerned there are no specified norms for
the requirements of staff. However Sectional / Junior Engineers are provided
for supervision of each site of Asphalt & Concrete Road and works
considering the size of the work and the extent of spread of the work. The total
average work load of the road department at present is Rs 300 crore. To
execute these works, 24 JE/ Sectional Engr are available for direct supervision
of the works. This works out to approximately Rs. 12.50 crore of work load
per JE/ Sectional Engr. As per State Govt norms, prescribed in the year 1991,
a workload of Rs. 1.50 crore per Junior/ Sectional Engr has been prescribed.
Taking this into consideration and even taking into account the price
escalation, the workload of Junior / Sectional Engr of PMC is far more than
the prescribed norms.
Considering the nature of work involved in PMC and other staff
requirement for say, Traffic Management, Asphalt & RMC Plants, cost
escalations etc. certain minimum staff requirement will have to be worked out
and provided. In the first instance, it is necessary to work out the present
norms for works in PMC and then attempt to provide the staff accordingly.
18.2.2
To ensure that the executive divisions under the roads department are
effective, it is necessary to provide adequate and required staff as per
standards norms. For this purpose, it is necessary that PMC studies the
standard staffing pattern of a regular public works division and provides
necessary staff accordingly.
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Organizational Setup of the PWD field office is as follows
Chief Engineer (Region – Total 6
Nos)
Superintending Engineers (under
each CE – 4 to 6 Nos)
Executive Engineers (under each
SW – 4 Nos)
Deputy Engineers (under each EE –
3-4 Nos)
Sectional Engineer / Junior
Engineer (under each DE – 4-5 Nos)
18.3
In an organization executing public works, the role of the Accounts/
Audit/ Audit wing is very important. In public works department, a special
divisional Accounts officer directly reporting to the Accountant General is
posted to ensure that Accounts are properly maintained and incorporated into
the Accounts/ Audit of the state government. Likewise, it is absolutely
essential to have separate Accounts/ Audit officers in various working
divisions of the Roads Department working under the Executive Engineer and
also answerable to the Accounts wing of the PMC so that accounts are
properly maintained and are properly incorporated into the Accounts of PMC.
This accounts wing in the roads division would also take care of the queries on
the audit wing.
It has also been brought out that out of the sanctioned posts indicated
above, a number of persons manning these posts are deputed to other wings of
the PMC and their salary is debited to the roads department. It has already
been indicated above that the sanctioned posts themselves are very much
inadequate considering the work load of the roads department and there is a
need to sanction additional posts. Under the circumstances utilizing the posts
of the road department for undertaking works which are not related to the road
department is bound to reflect on the working of the roads department. This
practice needs to be stopped immediately.
18.4
DELEGATION OF POWERS
The delegation of powers in respect of technical & administrative
sanction as adopted at present in PMC is as shown below:
138
Delegation of power of PMC Main Road Department
Sr.No
Officers
Technical Estimate sanction
1
Deputy Engineer
upto Rs. 10 lakhs
2
Executive Engineer
Rs. 10 lakhs To Rs. 20 lakhs
3
H.O.D./ Superintendent Engineer
Rs. 20 lakhs To 100 lakhs
4
Estimate Committee
Above Rs. 100 lakhs
Addl. Municipal
Commissioner (Sp)
President
City Engineer
Co- President
Addl. City Engineer (Project) Member
Addl. City Engineer (Road)
Member
Addl. City Engineer (B.P & Member
JNNURM)
Superintending Engineer
Member
Secretary
Superintending Engineers
Members
Delegation of power of PMC Ward Offices
S.No
Officers
Technical Estimate sanction
1
Deputy Engineer
Upto Rs. 10 lakhs
2
Executive Engineer
Rs. 10 lakh To 20 lakhs
3
Estimate Committee (Zone)
Dy, Commissioner
(Zone)
President
Rs. 20 lakhs To 25 lakhs
Jt. Municipal
Commissioners (Zone),
Members
Executive Engr (Zone),
Member
139
Sanction of the General Body to the budget is construed as
administrative approval to the work included in the budget to the extent of
amount indicated in the annual budget for that specific work. Further, some
additional works also get incorporated into the annual budget based on the
demands of the Corporators from time to time.
Once the work gets approval from the General Body of PMC, it is ripe
for according technical sanction. It is observed that the powers of the
Executive Engineer for approval of the tender could be enhanced upto Rs. 5.00
lakh (the present limit is at Rs. 3.00 lakh) to expedite the sanction of works.
It is recommended that the PMC may study Public Works Manual and
empower its technical officers suitably to streamline the working of the roads
department, because, there are many other attributes under which the
engineers do need to have powers for smooth working of the department.
18.5
REGULAR WORKS AND PROJECTS
The engineering staffs in the Road Department carries out mixed type
of works viz. Routine works and statutory duties under the BPMC Act.
Construction works maintenance and repair works etc. Considering the
workload and the duties involved in these various types of works it is hardly
possible to do justice to quality of works and technical details particular in
respect of major project construction works undertaken such as concrete roads
asphalt roads and these get neglected or are given secondary importance. In
almost every major organization in the country like Railways, PWD and semiGovt., organizations the exclusive staff is provided for major construction
projects so as to receive the technical attention and control they deserve. The
Committee therefore recommends that, the PMC may consider creating
separate Project Implementation Unit to deal with major new construction
works exclusively. As could be seen from the deliberations above, that the
PMC Roads department is severely starved of the staff and therefore it is
necessary to sanction some additional posts, to man the posts under PIU.
18.6
ADEQUATE FINANCIAL PROVISION FOR WORKS
The PMC roads department is executing works of two types those
costing less than Rs. 1.00 crore which constitute about 60 % of the work load
and works costing above Rs. 1.00 crore which constitutes about 40 % of the
work load. It is necessary that a particular work which is taken in had is
completed expeditiously. Delayed completion invites public criticism,
escalation in cost and contractual complications. To achieve this, the
committee recommends that a work costing less than 1.00 crore should not
spill for more than 2 financial years and a work costing more than Rs. 1 crore
should not spill beyond 3 financial years. The PMC may therefore consider
that proper funding for the works is allocated as soon as a work is included in
the budget and under no circumstances, provisions so made are reappropriated.
Sanction of works is tedious and it invariably involves delays with the
result that new works included in the budget seldom start before December in
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that particular financial year. This also sometimes involves lapse of budget
allocations. To remedy this situation, committee recommends that at any
given time, estimated cost of total sanctioned works should be about 2.5 to 3.0
times the average annual budget so that in the initial period of the financial
year, allocations could be spent on works spilling over from the earlier years
and efforts are made to start new works as expeditiously as possible.
18.7
CREATION OF PLANNING CELL OF PMC
In the present system there is no separate cell or unit dealing with
planning design and preparation of estimates and drawings for major works.
These are got prepared somehow from the available staffs like SectionalEngineers/ Junior Engineer and Deputy Engineer who have neither the
resource nor the expertise to carry out the task properly. They are also very
busy with their routine work as mentioned above. It is absolutely essential to
provide a centralized unit for preparation of designs, estimates and drawings
and also conducting surveys and investigation required before carrying out the
design. Even though the latter may be got done through Consultants and
special agencies, there has to be some unit in the PMC to be able to control
and guide so as to achieve the desired quality product. The Committee
recommends that such an exclusive Planning cell should be provided in the
Road Dept. under Superintendent Engineer. This cell can also look into the
aspect of design of urban roads, traffic islands, intersections, street furniture,
signage etc with the help of a suitable Urban Designer.
It is necessary to put in place an independent policy and Planning Cell
which would lay down long term policy and vision for roads. It would also
breakup policy into suitable medium and long term objectives. It would keep a
bird’s eye view on all the activities of the road department, remedy the
situation wherever they are going astray.
A separate testing facility under the Planning Cell should be
established for random testing of works including those at the ward level.
18.8 IN HOUSE TESTING FACILITIES
18.8.1
At present the quality control is achieved by testing the materials
mixes etc. in the Municipal Testing Laboratory. The random samples are
collected & sent to the laboratory by the site in-charged. Testing is also
conducted at other laboratories approved by PMC and copies of the test
reports are sent to the TPIA appointed by PMC.
It is also suggested that considering the spread of city and the quantum
of work few more testing laboratories in PUNE may be approved by PMC
where required tests can be carried out as a cross check (Refer also Chapter 7).
The decentralization of the PMC test laboratory may also be done by
establishment of addition 2-3 Zonal Level laboratories for testing work in that
area.
141
18.9 WORKS AT WARD LEVEL:
The works costing less than Rs. 25.00 lakh are executed at the ward
level. A technical Officer of the level of Deputy Engineer assisted by 4-5
Junior Engineers is in charge of all civil engineering works (roads, water
supply, drainage, building etc) within his jurisdiction. Junior Engineers also
have territorial jurisdiction within the ward. There is no technical supervision
on the works being executed at the Ward level.
This situation needs a review. The PMC may consider examining
practices prevailing in other Municipal Corporations.
1. Committee recommends that the work load norms may be
worked out after studying the norms prevailing in similar
organizations like MCGM, Bangalore Municipal Corporation,
Ahmedabad Municipal Corporation etc.
2. Taking into account multifarious non-technical work which a
departmental Engineer has to perform, the PMC may consider
assigning technically skilled works to consultants. However,
close supervision on the work of the consultants would be
essential by deployment of shadow teams with skeletal
departmental staff.
3. Considering the work load and the present organizational
structure, there is a need to sanction additional posts at all
levels.
4. It is absolutely essential to have separate Accounts/ Audit
officers in various working divisions of the Roads Department
working under the Executive Engineer and also answerable to
the Accounts wing of the PMC so that accounts are properly
maintained and are properly incorporated into the Accounts of
PMC. This accounts wing in the roads division would also take
care of the queries on the audit wing.
5. It is recommended that the PMC may study Public Works
Manual and empower its technical officers suitably to
streamline the working of the roads department, because, there
are many other attributes under which the engineers do need to
have powers for smooth working of the department. After
administrative approval and sanction of budget, full power to
accord technical sanction should vest with the City Engineer,
the highest technical officer in the Corporation.
6. To ensure completion of works in reasonable time, it would be
necessary to restrict cost of on-going work upto 2 to 2.5 times
of the budget. This would ensure sufficient provision for each
142
work and the works would not linger on beyond 2 to 2.5 years.
In the first year, budget allocation should not be less than 30 %.
7. In order to generate additional resources, PMC is considering
adopting PPP model, deferred payment model etc. These may
be encouraged wherever possible.
8. To ensure proper attention to the construction/improvement and
maintenance of roads in PUNE a particular road stretch (DP &
Non DP Roads) covering all the aspects may be allotted to
specific Sectional-Engineers/Junior Engineer of Road
Dept/Ward as the case may be. He will take care of all the
aspects of construction/maintenance of this stretch of road
including drainage and will be solely responsible for this
stretch of road.
143
144
CHAPTER 19
TRAINING
Learning, practicing and continuous improvement are the keys for
perfecting the skills and the skills are to be imparted through training from
time to time. Graduate fresh Engineers from college are required to be taught
the departmental procedures. When a person is transferred from the
department to a new department he again needs to be given similar training.
When a person is posted for a special job he needs to be trained in the job
suitably. Certain jobs require some special training involving acquisition of
specific skills. During the service period refresher training is essential to brush
up and update the knowledge periodically. Though one is expected to try to
acquire higher skills with his own initiatives the organization for its own
benefit should have a system of imparting regular training to its work force. It
should also be ensure that all the staff gets opportunity and the training is not
intentionally avoided by the staff A few training programmes can be had from
specialized institutes and through attending workshops and seminars.
19.1
PRESENT POSITION
19.1.1
There is no separate Training Cell of PMC. However PMC is
conducting some training courses in consultation with institutes like
NICMAR, AICT (Hyderabad), CRRI.
19.1.2
It is understood that PMC engineering staff is transferable from one
engineering department to the other engineering department. The job
requirements and expertise essential in handling the posts are at variance.
When a job is entrusted to a new person he is left to get himself acquainted
with the job requirements and acquire the skills. By the time he acquires
certain skills, he gets again transferred to other department. By such
procedures the organization is losing the expertise gained by that person and
again the job is handled by a raw person. Various disciplines of engineering
jobs require special skills and these skills can be acquired only through
experience in that field and continuous improvement. Experience and
continuous improvement is possible only when a person is on the job for a
sufficiently long period of time and opportunities are given to him for
implementing.
19.2
RECOMMENDATIONS
The following recommendations on training are proposed:
19.2.1 Orientation Training
Newly appointed staff and staff transferred to road department from
other departments should be given a training to acquaint themselves about the
job requirements. They should be given classroom training on the subject for
145
about two weeks and then they should be attached to some senior staff for
getting on the job training for two weeks. Thereafter he may be posted to the
job proper.
In the orientation course following aspects should be covered
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Surveying and investigation
Drawings
Road Engineering
Structural components
Drainage
Bridge Engineering
Record Keeping
Rules and Regulations
Testing of Materials
Maintenance
Technical Circulars
Do’s and Don’ts’ etc.
19.2.2 Special Training
When a person has to undertake a specific project and the job requires
certain special training in addition to the orientation training he should be
inducted to special training. This type of training is intended to give in depth
knowledge of the subject and increase the capabilities of the person. This
training should also include hands on experience and visits to relevant works.
The training may comprise following.
1.
2.
3.
4.
5.
6.
7.
Flexible pavement design, construction asphalt mix designing
Bridges, Fly-Over and Sub way structures
Rigid-pavement, design, construction, Concrete technology and
mix design
New materials PMB, CRMB, FRC, Fly ash
SWD construction and maintenance
Pavement management system
Legal matters and Arbitration
These training may be for a short duration of three to six days
accompanied by visits to relevant works and job experience. Few of these
trainings should also be arranged for senior level officers however for them
the duration may be restricted to 2-3 days only.
19.2.3 Refresher Courses
Refresher course for the field staff brushes their knowledge on the
subject periodically and keeps them abreast of recent developments in the
field. Such courses should be conducted on regular basis and the duration may
be about a week or less. Refresher courses may cover the subject in general
and latest techniques, machinery, new materials and state of art technology.
Every Engineering Officer at the level of Dy.Engr and above should attend a
refresher course at every five years interval.
146
19.2.4 Resource Development and Monitoring
It is expected that every person in the organization should be trained
for the job he handles. However it is generally, experienced that certain
persons are inducted for most of the trainings, while certain persons are
excluded from the training or they themselves avoid the trainings. In order to
ensure that everybody is covered in the training programme, a certain
monitoring system should be introduced. The system should take in to account
the job requirement of a person, under gone trainings required etc. and should
also be able to generate list of persons yet to be trained in certain aspect.
Tendency of drafting only certain persons should be curbed by monitoring. In
this regard Railway’s monitoring system for training programmes may be
given to this aspect. Suitable entry should be made in the Confidential Reports
of the employee. At the end of the training some examination should be
conducted to assess the knowledge gained by the trainee. Candidates failing in
the examination should be asked to again undergo the training.
Training should cover all the staff right from Mistry, Jr. Engineer, to
Sr. Officers in the Department. Though orientation training may not be
necessary for very senior level officers, special training comprising of modern
methods , management skills, legal matters etc. should be arranged for them.
19.2.5 Courses arranged by other organization
Organizations like NICMAR, NITHE, CRRI,COEP etc. arrange
special courses for junior and senior level officers. Sufficient number of
candidates may be deputed to such courses (annual training calendar is
published by these organizations). These organizations also conduct tailor
made courses as per the requirements of the client. Institution of Engineers
(IE) Indian Road Congress (IRC), Indian National Group of International
Association of Bridge and Structural Engineers (NG-IABSE) etc. organize
workshops on various road related subjects Jr. and Sr. Officers should be
deputed to such workshops
19.2.6 Seminars
IRC,ING-IABSE,IE,IIBE etc. hold annual seminars at different places.
During the seminar papers are presented and discussed on road related
subjects, knowledge is exchanged and state of art on the subject is revealed. A
good mix of Sr. and Jr. Level delegates can get greatly benefited through such
seminars. During such seminars visits to some important ongoing engineering
works and technical exhibition are also arranged and the delegates can avail
these facilities. Similar visits can also be arranged by PMC to the similar
works of other organizations.
19.3
GENERAL
It would be desirable that outside faculty members from institutions
like. IIT other organizations professionals and experts in the field are also
associated and their expertise is also made use of to get upto date knowledge
in the respective fields. It is suggested that the in-house faculty members
should also be given training by sending them to other institutions.
147
Person given a specialized training should generally be posted to the
job for which he is trained and his knowledge should be used for the benefit of
the organization. A person should generally be allowed to work in the same
department for a sufficiently long period to gain experience and be useful to
the organization. There should also be some incentive in terms of two
increments for post graduate qualification degree and three increments for
Doctoral degree in civil engineering in line with Govt norms.
For any organization to sustain and to excel, its human resources
should be in a position to put in their best. This is possible only if the
personnel are kept upto date by inculcating into them the culture of training.
Every individual working in the organization has always to be in learning
mode.
With this in view, the roads department of the PMC has to have a
training policy and a training manual. These would be exhaustive documents
which would define everything that is required to ensure proper training to the
staff and other concerned stake holders. This manual would also define
quantum of training (man days per year) which an individual employee must
get to keep himself up-to-date.
Budget should not be a constraint for imparting necessary training.
With this in view, PMC will have to consider various options of garnering
funds for this purpose. One of the options should be to involve the contractors
and consultants in generating resources. A small percentage of billed amount
could be deducted from the payments to be made to contractors/consultants
etc. and set aside to fund training programs and other related logistics.
In general the training schedule may be as follows
Sr.
No.
Type of Training
Duration
Periodically
Participation
Level
2 weeks
At the time of entry
and New posting to the
Deptt.
New Entrant
Jr.and Medium
1.
Orientation
2.
Special
3 to 6 days
Where posted to a
project Programme
undertaken
Jr.Medium and
Medium Sr.
3.
Refresher
3 to 4 days
Every 5 years
Jr. and Medium
4.
Courses Arranged
In
other
Institutions
3 to 7 days
Specialization Desired
New developments and
Updating the
knowledge
Medium and Sr.
5.
Workshops
seminars
2 to 3 days
Interaction with other
organizations, State Of
art in the world
Jr.Medium and
Sr.
And
148
•
•
Foreign Tours specific to technical topics may be arranged for
exposure of the PMC staff to new developments in the field,
introduction to new materials, technology etc in other parts of the
works.
Some system must be introduced to update the PMC Officers/
Engineers and staff in the latest specifications, new materials, new
techniques and technology in road development.
The detailed syllabus may be got drafted through a
committee/consultant and the respective faculty members can furnish
lecture notes to be printed in a bound volume and supplied to the
trainees.
149
150
CHAPTER 20
OUTSOURCING
20.1
NECESSITY
The Engineering organization of PMC has been carrying out the
various tasks of road construction and maintenance in-house except few stray
cases of design of rigid pavements etc. With multiple duties that are entrusted
to engineers in PMC and with almost a ban on expansion of the organization,
the organization has been static not only in terms of its size but also in terms
of its engineering knowledge. With a number of Sub-disciplines of highway
engineering getting specialized, requiring exclusive attention to minute details,
it may not be realistic to expect all the duties to be performed by the existing
organization. In almost every other similar organization, more and more
tasks/jobs are being outsourced to supplement the capacity of the departmental
organization as well as to get the advantage of the modern technology. The
productivity of the in-house tradesmen is known to be subpar. In the long
term, outsourcing is not only more efficient but would be more economical.
The Committee strongly recommends such an approach for carrying out the
task of building and maintaining the roads in the city. The annual workload on
roads in the PMC can be fluctuating and it would not be possible to adjust the
size of the organization frequently according to the workload; the committee
has after deliberations decided areas where such outsourcing can be adopted
by the Roads department of PMC. These are described below.
20.2
SURVEY, INVESTIGATION, DESIGN AND ESTIMATE
20.2.1
The preparation of detailed surveys and investigations needed for
preparing project reports require use of field survey teams, which will not be a
continuous task throughout the year and should be out sourced to qualified and
experienced consultants.
20.2.2
Similarly designing of the pavement and preparation of road wise
estimate including ‘L’ sections and ‘X’ Sections and detailed working drawing
‘good for construction’ be out sourced.
20.3
CONSTRUCTION / QUALITY CONSULTANTS
While undertaking any major projects like concretization or
resurfacing large number of roads with bituminous pavement to be carried out
through units of the road organization and Wards, it is advisable to have at
least one imminent expert consultant to look after and advise on complex
construction and quality aspects. Such a consultant can be paid monthly on
retainer basis or a fixed fee per-day plus travelling expenses etc. His job will
be to examine and review the construction practice proposed & adopted and
also their quality plans, test results, standard of laboratories, use of machinery
and report to the Addl. CE concerned. It will then be the duty of the Addl. CE
151
to pursue it. A sample work could also be give to a consultant for project
management in order that municipal engineers get conversant with their
practices.
It was opined by members that PMC may undertake TPIA for all
works above a particular cost say Rs. 1.00 crore and for all other works PMC
shall supervise through own staff. In such scenario, proper justice can be given
to the work by TPIA agencies. However, PMC officials mentioned that PMC
intends to carryout Third Party inspection of 100 % of its works through
external agency like EIL, which has given good results in the last 4-5 years.
The standard bidding document of MCGM based on the FIDIC
document shall be referred and reviewed by PMC to make appropriate
changes in the current document of PMC.
The training calendar of PMC Road department shall be finalized to
include the details about types of training, topics, period, faculty, etc for this
task.
20.4
QUALITY AUDIT
Currently there is no specific system for post quality audit of road
works of PMC. There should be some established system for conduction &
post quality audit of works as per standard norms. The possibility of assigning
this work to Engineering colleges be explored. It is understood there is a GR
of Government of Maharashtra.
20.5
DRAFTING OF STANDARD DOCUMENTS AND MANUALS
The need for having certain minimum number of standard documents
and manuals has been described in Chapter 10. A large number of Standard
Contract forms like FIDIC, Planning Commission, European Countries etc. are
already available. NHAI has also been using standard forms. These have been
revised over many decades. Most of these can be tailor made for a particular
project. What is required is their adaptation to suit culture of an Organisation.
This work can be allotted to a team of Dy. Engineer and JE of Road
department. They can prepare Drafts for different scales of Contracts,
including ward level & JNNURM etc., get these examined by Internal &
External Audit, discuss among PMC engineers ( specially City Engineer) and
then place all these with recommendations to STAC for final review. This is
part of curriculum in Postgraduate courses in Construction Management and
Institutes like MIT, COEP or NICMAR may be a good choice. These
Institutes can be expected to do impartial work and will have additional merit
of educating Faculty and Students by a practical project. Incidentally, cost
may be very reasonable.
20.6
PERFORMANCE EVALUATION
It is necessary that after constructing a number of roads under a
specific type of a project like concretization, bituminous resurfacing and new
roads that evaluation of their performance is carried out after two to four years
to get educated not only about their behaviour but also about any shortcoming
152
coming to light which can be rectified in the further stages of the project.
Similarly when costly large projects of resurfacing of bituminous pavements
are undertaken it is advisable to get its performance evaluated at least after
two monsoons. This can be entrusted only to expert consultancy organizations
like CRRI, Delhi, Maharashtra Engineering Research Institute, Nasik etc.
20.7
TRAINING
It would be advisable to prepare a list of the available outside faculty
in Pune who can be invited for specific courses to impart training. Pune has a
large number of experts, both in private as well as public sector both retired as
well as in service who can be used for the purpose. A suitable honorarium and
travelling expenses can be paid to them. Use can also be made of the training
course in Highway organized by National Institute for Training of Highway
Engineers, (MoRTH) Delhi, Engineering Staff College,(PWD), Nasik and the
PWD’s Vigilance and quality Control Circles training programs by deputing
municipal engineers for certain special course by payment of requisite fees.
They can even be requested to organize tailor-made specific course for PMC
on payment.
There should be regular system of evaluation and assessment of the
quality of training both for in house training as well as with the use of outside
faculty to enable corrective steps and improvements in future.
20.8
SPECIAL PROBLEMS
Occasionally one come across special problems in roads such as road
passing over marine clays, roads in marshy areas, roads in the flooded ground
failed roads, etc which require proper investigations and special designs. Here
also instead of adopting ado solutions in-house or through local ordinary
advisors it would be advisable to entrust such special problems to established
special organizations like CRRI, Delhi, MERI, Nasik or other eminent prequalified consultancy firms.
20.9
MAINTENANCE BY CONTRACT
The requirements of maintenance have been dealt with in Chapter 19.
For a proper maintenance management it is firstly necessary to have a proper
database of all the roads and to update it periodically and secondly to carry out
the required number of frequent inspections. For the former as well as the
latter the use of local consultancy firms can be made except for updating the
data collected and computerized which departmental staff can do.
As regards the actual maintenance at least routine maintenance
operations (such as attending to small distresses, cleaning the gutters, cleaning
the debris on the roads resetting footpath surface, cutting grass on the
shoulders, attending to drainage etc.) can be entrusted on contract on per
kilometre basis per annum after inviting bids based on a detailed tender
document listing out the requirements comprehensively.
The payments can be released prorata every month after inspection and
certification by municipal engineer at the level of Dy. Engineer or Executive
153
Engineer. Such an engineer need to be only one or two for the entire PMC and
provided with vehicle. He has to go round the various roads in a properly
programmed manner so as to cover every road once or twice a month and
filling in a prescribed checklists and proforma. For any routine defect not
attended to by the contractors within the specified time limit of two to three
days the work has to be got carried out at his cost and he has to be penalized.
If the maintenance inspection engineer finds no such defects during such
frequent runs his pro-rata payment for that month can be released. The scheme
can be worked out in detail. It is understood that such a scheme is in operation
in Karnataka (such as Karnataka Road Development Corporation Limited.) as
well as Andhra Pradesh. The details of these be obtained. This will be a sort of
preventive maintenance operation.IRC has also prepared reference documents
and these should be consulted.
Maintenance of existing main roads/ Major Roads/VIP Road (e.g.
Airport Road) of PMC should be carried out by inviting tenders and carrying
out the routine maintenance work through this agency throughout the year.
The items should include comprehensive work like cleaning of roads, removal
of debris, repairs to chambers, footpath, painting of kerb, dividers,
thermoplastic painting, storm water chamber cleaning, water logging
problems, landscaping, street light poles, traffic signage, street furniture etc.
Initially 1-2 main & important roads may be tried on Experimental basis.
20.10 HARNESSING IT POTENTIAL FOR BETTER MANAGEMENT
20.10.1
The basic data of roads under PMC like length width pavement details
footpaths mapping of underground utilities traffic repairs and improvements
carried out year wise etc has to be collected and computerized for maintenance
management. It is too huge a task to be done in house and can be got prepared
through consultants in the beginning. Its annual updating afterwards can then
be carried out in house as suggested under the chapter on Maintenance
Management.
20.10.2
The work of keeping the entire data up-to-date on a continuous basis
can be outsourced. This would help better management of road network in
house. This would also help transmission of necessary information to other
stakeholders and general public.
154
CHAPTER 21
MISCELLANEOUS
21.1
PROFESSIONAL EXAMINATION
In the Public Works department of state Government and in the
Railway department, there is a system for conducting a professional
examination for the engineers. In the PWD, it is conducted at the level of
section Engineers and Deputy Engineers separately, while in the Railways it is
also conducted at the level of Executive Engineer. The professional
examination comprises of written papers as well as oral examination on
relevant engineering subjects with more stress on the practical professional
knowledge acquired by the concerned officer during his service. The
examinations are conducted annually. Every officer is required to qualify the
same within a period of 6 years of holding the particular post. In case of his
failure to qualify within the prescribed time, his increments are withheld and
he is also not considered eligible for his promotion till he qualifies the
examination.
It is absolutely necessary for the municipal engineers to undergo such
professional examination at the level of Junior Engineer and Deputy Engineer
in line with the Govt of Maharashtra rules. This will encourage the engineers
to acquire the latest technical knowledge in the field in which they are
working. The Municipal Corporation can either conduct this professional
examination in-house or the candidates can be asked to appear at the
professional examinations of the PWD and Irrigation Dept conducted by
Engineering Staff College, Nasik or appropriate institute approved by PMC.
Proper syllabus and mechanism for this purpose may be devised by PMC.
21.2
MEMBERSHIP OF PROFESSIONAL BODIES
In order to further enhance the technical knowledge and broaden the
vision of the engineers, it is necessary that they should be encouraged to be
members of National /International professional bodies in the field in which
they are working. Highway engineers should become members of bodies like
Indian Roads Congress, Institution of Engineers, Indian Concrete Institute, etc.
There is a scheme in the State Engineering Dept of Maharashtra for
reimbursement of 50% of the subscriptions paid for joining such bodies
(maximum two). Such a scheme should be adopted for PMC Engineers.
21.3
AWARDS
Presently, there is no system of recognizing merit of engineers who
deliver the best output in terms of quality of road construction, speed, proper
maintenance and upkeep, preventive maintenance, introducing new techniques
etc and consequently the hard work and the initiative of meritorious officers
goes unnoticed.
155
In the State PWD and Irrigation Dept, there is a scheme for awarding
engineers by recognizing the merit of Executive Engineers, Dy. Engineers and
even Superintendent .Engineers (Dy. Chief Engineers) through assessment of
their work carried out in the field in which they are working. The selection is
made through adhoc committees and the officers are awarded merit certificates
and mementos at the hands of Governor of Maharashtra at a public function
organized on the Engineers Day i.e.15th September every year. This creates a
sense of participation and competition among the engineers to strive for
achieving best quality.
In the PMC also such awards can be given to engineers for the
“Best” road maintained in each Ward. A Committee comprising of members
from the PMC staff and some eminent persons from public can judge the
“Best”. The ‘merit certificates’ can be given at an annual function. The awards
could be at the level of Section Engineer and the Dy. Engineer in-charge of the
“Best” road. Proper cognizance of these will automatically be taken at the time
of considering their promotions and postings. It is recommended that such a
scheme should be framed immediately and introduced from the current
financial year and the guidelines for such a scheme should be framed and
should be circulated among all the engineers.
156
SUMMARY OF RECOMMENDATIONS
This report of STAC shall form the base policy document for Roads
under PMC. The detailed subsidiary instructions/ pocket books on different
aspects of roadwork for guidance of site engineers and other staff of PMC
Road Dept will be issued by PMC in consultation with STAC. The preparation
and publication of “Urban Roads Manual” may be vigorously pursued with
IRC, so that a standard reference manual based on inputs from various urban
areas across the country is framed for guidance of all concerned with urban
roads.
This STAC report covers the engineering aspects of the urban roads
planning, construction and maintenance activities. A number of nonengineering aspects also lead to damage/ deterioration of roads in urban areas.
These are mainly:
a) Encroachments/ parking on pavements and carriageway space leading to
obstructions to pedestrians and vehicular movements causing congestion in
restricted carriageway creating artificial increase in traffic/ PCUs in the
carriageway available for use and consequent damages in that lane.
b) Encroachers, like vendors of eateries, vegetables, hawkers etc as well as
the roadside residents/ shopkeepers dump their garbage/ plastic packing
material etc on the roadside or in the drains blocking free flow/ disposal of
water leading to damage to the road structure.
c) The real estate developers often block and/ or divert the course of natural
drainage to unexpected areas. The level of the developed plots is generally
kept above the road level leading the area drainage directly onto the road
surface. A proper roadside drain between the plot and water intercepting
drain cover (like cattle trap) are not provided at the entry/ exit gates. This
leads to the existing road acting as a drain and consequent damage. Rain
water harvesting within the plots should be made compulsory before
completion certificate.
These aspects will need proper legislations and strict enforcement
through police assistance. Public awareness of the sense of individual civic
responsibility/ behaviour etc, has to be created through wide publicity, elected
representatives, NGOs etc. The recommendations in the chapter No 2 to 21 are
summarized below.
1.
2.
Design of pavement (flexible) shall be done as per IRC:37:2012
Design of pavement (Rigid) shall be done as per IRC:58 : 2011
157
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
Scientific Investigation shall be done for design of new roads as well
as overlays.
The evaluation of existing pavement shall be done using BBD/ FWD
and overlay design shall be done as per IRC: 81 (Revised)
The use of Bituminous Macadam shall be eliminated
Manual methods of construction shall be eliminated. The use of
oversize metal in the sub base should be eliminated from the
specifications.
New technique like SMA, Micro Surfacing and Recycling shall be
used in appropriate manner for better performance and saving of
materials.
PMC shall procure latest patch repair machines like Jet patcher and
infrared patcher for repair of potholes
For new concrete roads, the practice of putting edge beam shall be
introduced.
For roads less than 12 m width, white topping shall be preferred.
For repair/ reconstruction to manholes, matching levels near the
manhole, a separate payable item shall be introduced.
For construction of sub base, coarse graded GSB with minimum CBR
value of 30 % for arterial roads and 20 % for sub arterial roads may be
used.
In case of granular base course, paver laid WMM should be used for
arterial roads. For widening, crusher run macadam may be used at
locations where paving with a paver is not possible. For other roads,
WMM should be preferred. CRM may be used if laying of WMM is
difficult.
Use of RAP up to 30 % in bituminous mixes shall be encouraged.
Use of SMA at intersections shall be encouraged in place of Mastic
Asphalt.
The adoption of thin SMA technology may be tried on some roads and
junctions for which criteria shall be suggested by CRRI.
Cold mix and faster maintenance technology like micro surfacing
needs to be encouraged as per recent IRC guidelines.
For repair of potholes, CRRI Technique, use of automated pothole
patching machines and ready to use pothole material shall encouraged.
A separate Tender Evaluation Committee should be formed by PMC
for major road works above Rs. 5.00 crore.
For very large works of new construction, where a long time is spent in
planning etc, pre qualification of bidders may be considered.
The package size should be between Rs. 3.00 to 10 crores. PMC needs
to consider various options to bring the package size in this range so as
to ensure that modern machinery could be deployed on the works with
proper quality assurance.
The upper size should be Rs. 20.00 crore, beyond which certain
additional conditions and pre qualification criteria will have to be
insisted. For concrete road works the package size may be larger i.e.
Rs.10 to 30 crores. These limits are to be reviewed every 3 years with a
view to revision in the light of prevailing price levels.
158
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
To ensure adequate cash flow, it is necessary to make prompt payment
of contractor’s bills. Provision of payment of interest in case of delay
beyond the prescribed limit should be made.
Access to certain key machinery like pneumatic roller, vibratory
rollers, computerized hot mix plants, mechanized automatic bitumen
sprayers should be made mandatory for major projects. Every attempt
should be made to introduce modern and latest machinery.
PMC should adopt FIDIC form of document with suitable standardized
“conditions of particular application” format for different types of
works depending on their size, type, and mode of finances. Due care
should be taken while framing COPA that the spirit of the original
FIDIC document is not lost. A standard bidding document is prepared
by MCGM in line with the present trend and this document may be
studied by a study group for adoption by PMC.
The tender scrutiny should be based on a standard format and there
should be no room for subjectivity in the scrutiny of the tenders.
To ensure transparency in the scrutiny, the aggrieved party should have
opportunity to seek redressal and the fact that such an opportunity is
available should be made a part of the tender document.
The corrigendum for a particular tender should include brief details of
the work and project cost.
PMC tender cell on its own should circulate tender notice by email to
all its registered contractors and also to those contractors who wish to
subscribe to this facility. A nominal fee for this purpose can also be
charged if necessary.
Pre bid meetings should be held for large works and for special type of
works. A detailed guideline for holding pre bid meetings which should
include all attributes relating to the pre bid meeting should be prepared
for guidance of the PMC officials. This document should include:
a)
Minimum notice period for the work
b)
Period available to the bidders after the pre-bid meeting for
submission of bids.
c)
Detailed procedure for holding the pre bid meeting
d)
Date of issue of common set of deviations
The practise of accepting earnest money exemption certificate in lieu
of submitting EMD for each and every tender may be studied for
implementation which shall reduce the paperwork significantly.
DLP for bituminous road works may be kept as three years since in a
situation like Pune city where the damage to roads can be due to
several other causes like trenching, etc and it is difficult to enforce
longer DLP. If the quality of a roadwork is bad, it is bound to show
immediately and much before three years. Shorter DLP will also
reduce the loading on the cost of work.
It is not at all desirable to incorporate sketchy or inadequate drawings
in the tender documents. Efforts are required to strengthen mechanism
to ensure that detailed drawings become part of the tender document so
that once the work order is issued, the work can proceed unhindered.
For road works the longitudinal section and detailed cross sections at
all controlling changes must be attached to the tender drawings in
addition to the key maps and a plan. Drawings of all C.D. works,
159
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
bridges, manholes, etc. should also be attached along with the Tender
documents.
Flexible Pavement may be preferred depending upon the traffic
intensity
Rigid Pavements are longer lasting and may be given due
considerations in roads having drainage problems and high traffic
intensity
TWT/ UTWT pavements shall be preferred for low volume roads
(internal roads and streets) and also for roads with steep gradients
originating near the hill side.
Concrete overlay on existing BT surface shall be encouraged for major
roads (above 12 m).
Though quality control system exists, it is to be strengthened by
upgrading the associated provisions.
Adequate and safe traffic diversion must be ensured through provisions
in the contract including abatement of construction noise and
environmental hazards. This should separate payable item. The
maintenance of diversion road during construction period shall be
responsibility of contractor and separate lump sum amount for every
quarter can be paid. Similarly due to shortage of staff traffic warden
may be engaged by contractor for which also separate payment can be
made
Implementation of IT for quality control in road works through various
innovative systems like SCADA device at the Batch Mix and RMC
plant, vehicle tracking system for monitoring of the dumper movement
and intelligent compaction system for the efficient compaction of all
the pavement layers, use of Nuclear / Non-Nuclear density gauge for
immediate field determination of pavement layer density should be
enforced for all the works above Rs. 100 lakh by PMC.
PMC should consider revising acceptance criteria in terms of number
of tests and acceptance values in the existing QAM. In case of works,
where QAM criteria is not in strict adherence to QAM norms, but is
within acceptable limits, the work may be accepted with reduced rate.
The other remedy is to hold periodical meetings with all stakeholders
and deliberate as to why it becomes necessary to deviate from the
QAM norms and what can be done so that these deviations are reduced
to the extent possible.
Specialised costly testing equipment can be allowed to be procured by
engineering college, for which funding can be provided by PMC. A
condition can be put that the institute would charge only 20% to
samples of PMC for testing
A separate lump sum provision may be made for carrying out trial
stretches with alternate technology/materials. Similarly provision for
performance study through local engineering college must be made
and implemented.
procedure to be adopted for rectification, (b) long term corrective
action, and (c) immediate preventive actions and other activities has to
be prepared for major work and approved by competent authority.
160
46.
47.
48.
49.
50.
51.
52.
53.
54.
55.
DCP is a good equipment to get an overall idea about the field density
and CBR values. Use of this equipment should be encouraged
For satisfying himself about verification of the quality of this material
as per work specification, quality control tests will also be conducted
by engineer himself or independent quality control unit different from
the officers engaged in the construction at a pre-decided frequency. In
addition, it is advisable to appoint any other Third party (technical
agency) for quality audit with an objective of quality assurance. This
should be planned and implemented as a quality systems plan for the
project/work right from the beginning. The contractor shall provide
total co-operation for all the quality control test and audits at all stages
(from tests on materials supplied to the tests on constructed pavement
layer) and this will be mentioned as a requirement in the tender itself.
A policy about third party audit shall be prepared. All major works
should be checked by them but smaller randomly selected works also
should be checked by them
Mobile equipments are available to quickly check the bitumen content.
They may be used for major projects
A continuous review of various specification and construction
procedures has to be done to indentify the improvement/changes
needed in the same. Alternate construction technology/material will
have to be evolved. e.g. Machine laid mastic asphalt, self compacting
concrete for rigid pavement, grouted BM etc For this purpose special
funding for research be done
Specialised equipment and manufacturing process has to be applied to
get quality product as paver block where in good equipment which can
impart high vibrations and compaction has to be insisted. The process
to improve specification shall be continued.
PMC shall provide construction drawings to the contractor along with
tenders asking the contractor to submit “Good for Construction”
drawing at least 30 days before commencement of a particular
structure based on actual site conditions.
Obtaining as-built drawing from the contractor and duly getting them
checked and certified by the competent supervising engineers of PMC
before passing the final bill for the works shall be mandatory. It is
desirable to prepare as-built drawings based on joint site measurements
as soon the structure is completed and a portion of the structure is
hidden from sight due to backfill etc
The as built drawing for the road alignment should include Total
Station survey indicating the location of all utilities, trees, street poles,
adjacent buildings, crossings, structures, chambers, fire hydrants, etc.
The cross sections at every 10 m interval should also be included. The
drawings should be compatible so as to superimpose on a GIS map
based on standard benchmarks established throughout the city. The
details and locations of all utility crossings, number of pipes etc should
also be provided. The as built drawings should be provided on Soft
copy and Hard Copy of tracing.
The procedure for provisional taking over of the completed road
stretch with punch list of items to be rectified during the defect liability
period (DLP) and Final taking over certificate after completion of DLP
161
56.
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
(when proper inspections with check lists for verification are done) to
ensure all defects have been rectified before release the final payment
shall be introduced.
The detailed construction methodology from relevant literature shall be
studied and extracts of the relevant portions/ sections kept by PMC
engineers during site supervision/ inspections. These should also be
briefly described and included in the pocket books proposed to be
prepared and issued to engineers by PMC.
The quality control and quality assurance for experimental
The proper plan for monitoring of the performance of the road be made
and data recorded over sufficiently long period to justify the use of
new materials.
The manufacturer of the new material should provide minimum period
under experimentation.
Funding shall be made available for pilot studies (construction and
monitoring) of experimental stretches using new materials and
technologies.
The use of following techniques and materials is recommended on
PMC roads.
a)
Wet Mix Macadam in place of Oversize Metal.
b)
Stabilized Soil using New Generation Additives.
c)
Use of SMA Technology
d)
Milling and Recycling Technology
e)
Use of Modified bitumen, emulsions and Modified emulsions
f)
Use of Microsurfacing Technology
g)
Use of Cold Mix Technology
h)
Use of porous pavements
i)
Use of Ready to Use Patching Mixes.
j)
Use of Jet patching and infrared recycling machine.
k)
Use of warm and half warm mix technology.
PMC should follow the relevant IRC document with suitable
modification for urban conditions.
Performance evaluation for all the roads above 30 m widths to be done
at the interval of 3 years.
Performance evaluation for new techniques/ materials shall be done
periodically for 3 years. Test facility for performance evaluation shall
be established in local engineering colleges. PMC shall provide
assistance for establishment of these facilities.
Before commencing any digging, proper diversion arrangements for
vehicular and pedestrian traffic should be planned and executed.
Proper provision of strong removable barricades should be made to
avoid accident and inconvenience.
Proper lighting should be provided for safety during utility laying work
as well as during re-instatement work.
162
68.
69.
70.
71.
72.
73.
74.
75.
76.
77.
78.
79.
80.
81.
Back filling after completion of laying work should be done by
suitable materials and compacted with the help of suitable vibratory
rollers to achieve proper density and overall quality.
All surplus dug up material should be carted away to permitted places
and no material should lay around the trenches for more than 24 hours
and in case of failure it should be carted away by Road Department at
the cost of agencies concerned with 100% penal charges. The location
for dumping of excess material should be informed by PMC to the
agencies in the work order itself.
The width of trench should be such that compaction can be done by
small vibratory roller and hand compaction should not be permitted in
any case.
The agencies should make suitable provisions for the safety of the
utilities against future careless digging after complete reinstatement of
trench.
Trench filling work shall be done using CLSM material. Few trial
stretches may be done initially to work out the cost and educate the
contractor and PMC staff before adoption on a large scale.
At signal junctions, the cables and small pipes are crowded. These
portions are dug up repeatedly. It is suggested to provide concrete
ducts for certain distance of these locations so that repairs to utilities
take minimum time and digging can be avoided.
Trenches excavated by internal departments of PMC should be
reinstated by Road Department to have better quality control. Adequate
budgetary provisions anticipating the total expenditure shall be made
in the Road Department budget.
All the reinstatement works shall be done by qualified agency. Such an
agency should have appropriate equipment to carry out the job and for
which the suitable tender conditions shall be evolved by PMC.
One JE should be made exclusively available for trench work for each
ward to closely supervise the work and ensure adherence to the
guidelines and conditions.
The Superintending Engineer and Executive Engineer from Road
Department should have overall control on the work and should
exercise periodical supervision and checks.
Strict supervision should be ensured right from beginning of the
excavation by agencies. No excavation should be permitted unless
proper barricades are erected on site.
There should be no deviation in the time schedule and in work quality.
There should be provision for levying upwardly graded penal delay
charges (even for departments from PMC).
The experiences of providing longitudinal duct at own cost is not
viable. Such duct should be provided through privatization on B.O.T
basis. This should be done along one or two major bus routes on trial
basis and then subsequently on all major roads after reviewing its
success, so that, no longitudinal excavations are required to be taken
except for fault repair.
A Central Control Cell/officer should be established for proper
coordination and information.
163
82.
83.
84.
85.
86.
87.
Comprehensive guidelines should be prepared on the above lines super
ceding the present ones. It should be given adequate publicity through
media for information of public. People should be requested to report
any defaults noticed, to the above mentioned control cell/officer.
It is found that on many roads, immediately after completion of
provision of utility service by one agency, another agency seeks
permission on the same road. Hence provision of duct / pipes may be
made wherever possible.
Trenchless technology shall be adopted for all future utilities based on
the observations of the study group.
The charges for reinstatement are recovered from the respective utility
agencies and credited to the PMC receipts. However, it is observed that
the funds required for reinstatement are not made available to the road
department. This needs appropriate correction.
While working out the schedule for the reinstatement charges, the
factors such as carrying out the work in constrained area, small
quantities of various items, time available for reinstatement etc has to
be considered.
Storm Water drainage for New Roads
a.
A drainage layer having good permeability with inverted choke
should be provided below the pavement. Thickness should be
minimum 150 mm.
b.
At locations where water table is high, to prevent entry of soil
particles into the drainage layer/ capillary cut off, some
capping layer should be provided such as geo-fabric, quarry
spall, murum etc.
c.
Drainage layer and GSB should be provided for the full width
up to road side gutters and weep holes should be provided at
suitable level and suitable intervals in the gutter.
d.
Road side edge of the open gutter should be lower than the
edge of the pavement at that location.
e.
Built up gutter should have min. gradient of 1:400, however 1
in 300 is preferable. Invert gradient should be checked by third
party preferably with sight rails.
f.
Curb inlets/Drop inlets should be at least 25-30 mm lower than
the edge of the pavement. In case of pipe laterals depth of 50
mm is preferable.
g.
Built up drains should finally lead to some natural water course
or SWD system of sufficient capacity. This should be ensured
by some third party inspection.
h.
In case of footpaths proper edge gully and kerb inlet
arrangement should be provided.
i.
Before issue of work order fresh levels should be taken by the
executing staff and RTL, invert levels of longitudinal drains
and final disposal point should be determined. A working
drawing should be prepared for the project and it should be
available on the site all the time.
164
j.
k.
l.
m.
At the location of C.D. work and bridges provision of one or
two conduits cross wise and in the kerb is very useful in laying
future utilities.
Minimum camber for bituminous surface should be 2.5 %
however 3.0 % camber would be more desirable.
Camber should be attempted from the formation itself, and all
pavement layers should have the desired camber during
construction itself.
Shoulders should have min. camber of 5 % and should have
good permeability.
88.
Storm Water drainage for Existing Roads
a.
When road work is taken for improvement or relaying etc. pot
hole filling and camber correction should be done in advance.
b.
Due to creep if the edges of the pavement are higher than the
adjoining portion they should either be chopped out or levelling
course should be so adjusted that the finished surface is at
desired camber.
c.
Existing drainage system should be thoroughly checked by
some experienced and responsible person. Any deficiencies
noted, modifications suggested etc. should be duly undertaken
on priority, preferably before main work of pavement is taken
up.
d.
Leaking pipes, spring flows, chronic damage spots and cracked
up portions should be investigated and proper corrective
measures should be taken before the main work. And wherever
this defect is noticed the same is corrected.
e.
If adjoining plots are higher than the main road they should be
trimmed. Alternatively a cattle trap drain should be provided
and joined to SWD system
f.
Edge gutter/gully inlet etc. should be examined for their levels
and clearance.
g.
Provision of shoulder drains should be made where soft
shoulders exist. Similarly in case of roads in cutting and at
chronic spots provision of subsoil drains should be made
h.
At the end of the flyovers and ramps water flowing along the
slopes should be arrested and diverted to SWD system by
providing a slotted/cattle trap type drain at the foot of the slope.
i.
Water flowing through water spouts of the flyovers should be
lead through suitable pipes to the ground chambers and
connected to SWD.
j.
Wearing coat on the flyover and bridges should be 15 to 20 cm
short from the kerbs. The notch formed will serve as a drainage
gully. This will avoid stagnation on the bridge decking and
avoid damages to wearing coat.
89.
Storm Water drainage system
a.
Encroachments, unauthorized constructions and pavements
occupied by the hutment dwellers have created blockades in
165
b.
c.
d.
e.
f.
g.
h.
90.
SWD system. Smooth flow should be ensured by clearing and
removing the obstructions.
Some abandoned drainage lines reported, should be inspected
and put to use wherever possible.
Till proper system of replacement, modification etc. of the
present system is evolved; partial replacement with dissimilar
sections should be avoided. Wherever such contingency arises
the replacement shout be only with the existing type of section
only. If the section is required to be increased it may be
increased up to the main SWD disposal point.
Manholes covered with pavement, buried under foot paths and
hutments should be exposed.
Silt traps in the present system should be made functional.
All the natural water courses should be dredged and provided
with built up lining for sides as well as flooring. Regular
infiltration pit may be made to recharge the ground. At many
locations the water courses are suddenly narrowed down due to
encroachments and at pipe drain locations. At these locations
the section should be maintained by removing the bottleneck
and replacing the pipe drain with slab drains. Flooring of the
nallah should also be paved to facilitate easy cleaning and a
central gully should be provided for the dry weather flow.
Property owners who have blocked or narrowed down the
natural water courses which are punishable under BPMC Act-,
should be asked to rectify the situation at their own cost. The
work should be executed by the PMC and amount should be
recovered from the property owners.
Dr Ganpule has introduced system of meter panel which are
rectangular piles. In urban area property gets developed upto
the ban on Natural courses. Construction of retaining wall for
proper terrain of Nallah therefore becomes impossible In
meterpanel technology the adjoining property need not be
acquired. Also edges can be made vertical whereby the
available section can be increased. It is therefore suggested that
atleast 200 meter section may be made with this alternate so
that the local contractors and agencies get use to this
technology.
For Prevailing Maintenance System of Storm Water
Road Work Maintenance
a.
Pot-holes should be filled timely and systematically.
b.
Cracked up, sunken, dislodged portions should be removed
fully and rebuilt in layers.
c.
Top surface of the filled Pot-holes should be flush and in
camber with the adjoining surface. Smooth flow of surface
water to the side drains should be ensured.
d.
Raised bituminous edges should be trimmed and made lower
than the neighbouring surface.
166
e.
f.
g.
h.
i.
91.
Pipe leaks should be attended by stopping the leaks
immediately; in case it is not possible, a suitable outlet by way
of a by pass should be provided to leaking water (Fig. 15.5)
Reinstatement of trenches with loose material without proper
compaction gives easy entry to moisture and renders the
adjoining pavement week. Subsequent settlement of the loose
fill results into local sinking which further attracts moisture and
leads to failure of the pavement. Reinstatement should be with
non-cohesive material compacted in layers. Top surface of the
reinstatement should be regular pavement and it should be flush
with the surface in level and camber. Subsequently if it shows
some settlement it should be made good time and again, but in
no case it should be kept protruding.
Building debris and other heaps obstructing the flow of water
should be immediately removed.
Present system of pot-hole repairs with Pre Mix material laid in
cold condition, without removing the loose material filled by
contracting agencies needs a fresh look, as it is proving to be
costly and ineffective.
Pre-monsoon and post-monsoon inspections of surface drainage
system by the section in charge should be strictly enforced. It
should be monitored by his superiors and test checked by some
third party.
Storm water drainage System Maintenance
a.
Part of maintenance work is done by Ward and part by Road
department and thus no body can be held responsible. Hence it
is recommended that all the SWD system including kerb inlets
should be maintained by one unified agency like SWD
department to be created separately
b.
The drainage work executed by the road department though
designed by consultant should be approved by SWD
department.
c.
Pre-monsoon (May) and post-monsoon (October) inspections
should be strictly enforced for the drainage system. One
advance pre-monsoon inspection (Jan) every year should also
be under taken to assess the quantum of work involved for
desilting and to assess requirement of repairs to be carried out
on priority before monsoon. Test checking should be done by
third party. These inspections should be monitored by higher
officers and reviewed by Executive Engineer.
d.
De-silting should be started right from February onwards so
that the work can be finished well before May. It may be a little
troublesome and costly in the first year but in subsequent years
the quantum will definitely be less and the work will be more
effective.
e.
In the storm water drainage report of the first phase, strong
recommendations are made to enter long term contract with
specialized agency for proper maintenance of rain water
system. This includes repairs as well periodical desilting
167
f.
92.
93.
94.
95.
96.
97.
98.
99.
specially before monsoon. In view of increased quantum of
work and also considering shortage of trained staff, we need to
switch over to mechanized equipment for cleaning etc. The
consultant have already recommended procurement of
equipment as Side Excavator, Jib Crane, Dry Sucker, Jetting
machine, small JCB etc at a cost of 5 crores for the first phase
.Further action to procure these equipment may be taken and
based on experience the action for procurement for remaining
machine can be taken. Some of these equipment can be procure
by PMC and given on hire to these specialized agency or even
contractors can be arranged to procure the same A small
subgroup need to be formed for procurement of these
equipments which can prepare detailed specifications, get
sanction from competent authority and procure the same
As stated earlier the mechanical equipment for cleaning and
desilting of drains has to be procured Proper detailed estimate
for maintenance of SWD system has to be prepared and funds
provided
In new Mumbai Corporation area, PCMC area mechanical sweeping is
adopted for roads. The same needs to be adopted for Pune.
A separate SWD Cell should be established in PMC for better
coordination in SWD works.
A detailed coded map of all the roads in PMC (giving specific nodes
and numbers to all roads) should be established on a GIS based map.
All the works of roads and other departments should be carried out
with reference to this nomenclature system of roads through GIS.
detailed computerized GIS mapping of all the internal and external
utilities should also be made available with each of the department and
the utility service providers.
A central cell in the PMC should be established which will have all the
master plans of all the internal and external utilities so that micro level
coordination could be achieved.
Coordination at zonal level should be further achieved between other
departments and external service providers. The permission for
trenches should be then centralized at one level.
In order to have close coordination with Traffic Police monthly
meetings should be held with Superintending Engineer and zonal
police officers and problems if any be sorted out. The conditions of
NOC given by Police Dept should be more detailed to ensure proper
compliance.
A traffic management scheme jointly finalized in consultation with the
traffic department shall be fully implemented by all concerned and the
traffic department should not insist for major changes.
The public should be made aware by issuing suitable press notes in
leading newspapers regarding major excavation planned to be taken in
the fair season, their dates of completion and names of agencies
involved with an appeal to report the deviation, lapses faults etc. to the
Central Complaint Cell on telephone. The notification should also
168
100.
101.
102.
103.
104.
105.
106.
107.
108.
109.
110.
111.
112.
113.
114.
include the procedure to be adopted while digging and reinstatement
etc. in brief. Involvement of NGOs may be considered if necessary.
Penal delays fees for time over runs and unplanned excavation should
be charged in case of new proposals for excavation so that better
coordination between PMC and utilities could be achieved.
A concept of road work as a project should be introduced instead of
piecemeal works of small road stretches so that the total work for a
particular stretch of road can be executed such as road improvement,
SWD work footpath, divider, painting, railing etc.as also underground
inter departmental and other utilities work including maintenance of
this road for a sufficiently long guarantee period.
Encroachments coming on the footpaths shall be removed by the Ward
Office immediately.
A list of all stakeholders involved in the road construction activities
shall be prepared by PMC.
Periodical meetings shall be held with the stake holders at various
levels.
Maintaining the footpath, keeping them encroachment free and
keeping in clean and tidy condition may be assigned to local industrial
/commercial organization against the advertisement rights on the
railings etc.
The small pocket books with specific details such as size of board, size
of traffic devices, with small photographs etc which are required by the
site staff should be made available as they do not refer to the IRC
manuals all the time.
Damaged and very old devices such as drums, barricades etc should be
avoided for use as temporary traffic control devices as they become
hindrance in the work place and create a shabby appearance on the
work site.
A study group may be formed to prepare common item for traffic
management during construction, mode of measurement, guidelines for
preparing the estimate etc. The schedule rate may be approved by the
appropriate authority.
Appropriate provision for the diversion of the road and maintenance
during construction may be made in the estimate and in the tender.
IRC is likely to issue detailed guidelines for work zone traffic
management. These should be followed by PMC.
Use of readymade mixes, storable mixes shall be encouraged for repair
of potholes. Cold mix technology as suggested by CRRI shall be
preferred for pothole repair work. The procedure for preparation of
such mixes is given in Appendix 1 of Chapter 3.
The available readymade mixes may also be used for repair of
potholes.
The supervision / Third Party inspection under Ward Offices shall be
done for randomly selected works.
Appropriate additional factor for reinstatement item such as working in
limited area, small quantities, specialized equipment and available time
frame has to be considered while preparation of the schedule rates.
169
115.
Work load norms may be worked out after studying the norms
prevailing in similar organizations like MCGM, Bangalore Municipal
Corporation, Ahmedabad Municipal Corporation etc.
116. PMC may consider assigning technically skilled works to consultants.
However, close supervision on the work of the consultants would be
essential by deployment of shadow teams with skeletal departmental
staff.
117. Considering the work load and the present organizational structure,
there is a need to sanction additional posts at all levels.
118. It is absolutely essential to have separate Accounts/ Audit officers in
various working divisions of the Roads Department working under the
Executive Engineer and also answerable to the Accounts wing of the
PMC so that accounts are properly maintained and are properly
incorporated into the Accounts of PMC. This accounts wing in the
roads division would also take care of the queries on the audit wing.
119. PMC may study Public Works Manual and empower its technical
officers suitably to streamline the working of the roads department,
because, there are many other attributes under which the engineers do
need to have powers for smooth working of the department. After
administrative approval and sanction of budget, full power to accord
technical sanction should vest with the City Engineer, the highest
technical officer in the Corporation.
120. To ensure completion of works in reasonable time, it would be
necessary to restrict cost of on-going work upto 2 to 2.5 times of the
budget. This would ensure sufficient provision for each work and the
works would not linger on beyond 2 to 2.5 years. In the first year,
budget allocation should not be less than 30 %.
121. In order to generate additional resources, PMC is considering adopting
PPP model, deferred payment model etc. These may be encouraged
wherever possible.
122. To ensure proper attention to the construction/improvement and
maintenance of roads in PUNE a particular road stretch (DP & Non DP
Roads) covering all the aspects may be allotted to specific SectionalEngineers/J.E. of Road Dept/Ward as the case may be. He will take
care of all the aspects of construction/maintenance of this stretch of
road including drainage and will be solely responsible for this stretch
of road.
123. Foreign Tours specific to technical topics may be arranged for
exposure of the PMC staff to new developments in the field,
introduction to new materials, technology etc in other parts of the
works.
124. Some system must be introduced to update the PMC Officers/
Engineers and staff in the latest specifications, new materials, new
techniques and technology in road development.
The detailed syllabus may be got drafted through a committee/consultant and
the respective faculty members can furnish lecture notes to be printed in a
bound volume and supplied to the trainees.
170
REFERENCES
1.
IRC: 15-2011
Standard specifications and code of practice for
construction of concrete roads (Fourth Revision)
2.
IRC: 16-2008
Standard specifications and code of practice for prime
and tack coat (Second Revision)
3.
IRC: 19-2005
Standard specification and code of practice for water
bound macadam (Third Revision)
4.
IRC: 27-2009
Specifications for bituminous macadam (First
Revision)
5.
IRC: 35-1997
Code of practice for road markings (First Revision)
6.
IRC: 37-2001
Guidelines for the design of earth embankments and
sub-grade for road works (First Revision)
7.
IRC: 37-2012
Tentative guidelines for the design of flexible pavement
8.
IRC: 44-2008
Guidelines for cement concrete mix design for
pavements (Second Revision)
9.
IRC: 46-1972
A policy on roadside advertisements (First Revision)
10.
IRC: 57-2006
Recommended practice for sealing of joints in concrete
pavements (First Revision)
11.
IRC: 58-2011
Guidelines for the design of plain jointed rigid
pavements for highways (Third Revision)
12.
IRC: 65-1976
Recommended practice for traffic rotaries
13.
IRC: 67-2012
Code of practice for road signs (Third Revision)
14.
IRC: 69-1977
Space standards for roads in urban areas
15.
IRC: 70-1977
Guidelines on regulation and control of mixed traffic in
urban areas
16.
IRC: 81-1997
Guidelines for strengthening of flexible road
pavements using Benkelman beam deflection technique
(First Revision)
17.
IRC: 84-1983
Code of practice for curing of cement concrete
pavements
18.
IRC: 86-1983
Geometric design standards for urban roads in plains
171
19.
IRC: 90-2010
Guidelines of selection operation and maintenance of
bituminous hot mix plant (First Revision)
20.
IRC: 92-1985
Guidelines for the design of interchanges in urban
areas
21.
IRC: 93-1985
Guidelines on design and installation of road traffic
signals
22.
IRC: 94-1986
Specification for dense bituminous macadam
23.
IRC: 95-1987
Specification for semi-dense bituminous concrete
24.
IRC: 98-2011
Guidelines on accommodation of utility services on
roads in urban areas (Second Revision)
25.
IRC: 99-1988
Tentative guidelines on the provision of speed breakers
for control vehicular speeds on minor roads
26.
IRC: 100-1988
Tentative specification for single coat surface dressing
using cationic bitumen emulsion
27.
IRC: 102-1988
Traffic studies for planning bypasses around towns
28.
IRC: 103-2012
Guidelines for pedestrian facilities (First Revision)
29.
IRC: 106-1990
Guidelines for capacity of urban roads in plain areas
30.
IRC: 107-1992
Tentative specifications for bitumen mastic wearing
courses
31.
IRC: 111-2009
Specifications for dense graded bituminous mixes
32.
IRC:SP :12-1973
Tentative recommendations on the provision of
parking spaces for urban areas
33.
IRC:SP:16-2004
Guidelines for surface evenness of highway pavements
(First Revision)
34.
IRC:SP:17-1977
Recommendations about overlays on cement concrete
pavements
35.
IRC:SP:21-2009
Guidelines on landscaping and tree plantation
36.
IRC:SP:22-1980
Recommendation for the sizes for each type of road
making machinery to cater to the general demand of
road works
37.
IRC:SP:42-1994
Guidelines on road drainage
172
38.
IRC:SP:43-1994
Guidelines on low-cost traffic management technique
for urban areas
39.
IRC:SP:46-2013
Guidelines for design and construction of fibre
reinforced concrete
40.
IRC:SP:50-1999
Guidelines on urban drainage
41.
IRC:SP:55-2001
Guidelines for safety in construction zones
42.
IRC:SP:56-2011
Guidelines for steel pedestrian bridges (First Revision)
43.
IRC:SP:57-2000
Guidelines for quality systems for road construction
44.
IRC:SP:59-2002
Guidelines for use of geotextiles in road pavements and
associated bridges
45.
IRC:SP:63-2004
Guidelines for the use of interlocking concrete block
pavement
46.
IRC:SP:76-2008
Tentative guidelines for conventional & maintenance
of gravel roads
47.
IRC:SP:78-2008
Specifications for mix seal surfacing (MSS) close
graded premix surfacing (CGPS)
48.
IRC:SP:79-2008
Tentative specifications for stone matrix asphalt
49.
IRC:SP:81-2008
Tentative specification for slurry seal and
microsurfacing
50.
IRC:SP:86-2010
Guidelines for selection, operation and maintenance of
paver finishers
51.
IRC:SP:88-2010
Road safety audit manual
173
ACI
Addl. C.E.
AICTE
B.G.
B.O.T.
BC
BOQ
C.D.
C.E.
CBR
CC
CIRT
CLSM
COEP
COPA
CRM
CRMB
CRRI
CVPD
D.P.
DBM
DCP
DD
DLC
DLP
DPR
Dy. Engr
E.E.
EIL
EMD
EVA
FDR
FIDIC
FRC
FWD
GIS
GOM
Govt.
GPS
GSB
ABBREVIATIONS
American Concrete Institute
Additional City Engineer
All India Council for Technical Education
Bank Guarantee
Build Operate Transfer
Bituminous Concrete
Bill Of Quantity
Cross Drain
City Engineer
California Bearing Ratio
Cement Concrete
Central Institute of Road Transport
Controlled Low Strength Material
College of Engineering ,Pune
Conditions of Particular Application
Crusher Run Macadam
Crumbed Rubber Modified Bitumen
Central Road Research Institute
Commercial Vehicle Per Day
Development Plan
Dense Bituminous Macadam
Dynamic Cone Penetrometer
Demand Draft
Dry Lean Concrete
Defect Liability Period
Detailed Project Report
Deputy Engineer
Executive Engineer
Engineers India Limited
Earnest Money Deposit
Ethylene Vinyl Acetate
Fixed Deposit Receipt
Fédération Internationale Des Ingénieurs-Conseils or
International Federation of Consulting Engineers
Fiber Reinforced Concrete
Falling Weight Deflectometer
Geographical Information system
Government of Maharashtra
Government
Global Positioning System
Granular Sub-Base
174
GSDA
HCV
HMA
HOD
HPC
ICBP
IDF
IRC
IRDP
IRI
IS
ITDP
JE/ J.E.
JNNURM
LCV
M&R
MCGM
MIT
MNGL
MoRTH
MS
MSA
MSEDCL
NG-IABSE
NGO
NHAI
Groundwater Surveys and Development Agency
Heavy Commercial Vehicle
Hot Mix Asphalt
Head of Department
High Performance Concrete
Interlocking Cement Concrete Block Pavement
Intensity Duration Frequency
Indian Road Congress
Integrated Road Development Plan
International Roughness Index
Indian Standard
Institute for Transport and Development Policy
Junior Engineer
Jawaharlal Nehru National Urban Redevelopment Mission
Light Commercial Vehicle
Maintenance and Repairs
Municipal Corporation of Greater Mumbai
Maharashtra Institute of Technology
Maharashtra Natural Gas Limited
Ministry of Roads and Transport Highway
Micro surfacing
Million Standard Axle
Maharashtra State Electric Development Corporation Limited
Indian National Group of International Association of Bridge and
Structural Engineers
Non Government Organization
National Highway Authority of India
NICMAR
National Institute of Construction Management and Research
NITHE
NOC
NRMB
NRRDA
OFC
OMC
PIARC
PCI
PCMC
PMA
PMB
PMC
PMGSY
PMMS
National Institute for Training of Highway Engineers
No Objection Certificate
Natural Rubber Modified Bitumen
National Rural Roads Development Agency
Optical Fiber Cable
Optimum Moisture Contain
World Road Association
Pavement Condition Index
Pimpri Chinchwad Municipal Corporation
Polymer Modified Asphalt
Polymer Modified Bitumen
Pune Municipal Corporation
Prime Minister Gram Sadak Yojana
Pavement Maintenance Management Systems
175
PQC
Pavement Quality Concrete
PSI
PSR
PWD
QA
QAM
QC
RAP
RMC
RTL
RWH
SBS
SCADA
SD
SIS
SMA
STAC
SWD
TCP
TMP
TPIA
TWT
UTTIPEC
UTWT
VG
VIP
WBM
WMA
WMM
Present Serviceability Index
Present Serviceability Rating
Public Works Department
Quality Assurance
Quality Assurance Manual
Quality Control
Recycled Asphalt Pavement
Ready Mix Concrete
Road Top Level
Rain Water Harvesting
Styrene – Butadiene – Styrene
Supervisory control and data acquisition
Security Deposit
Styrene – Isoprene – Styrene
Stone Matrix Asphalt
Standing Technical Advisory Committee
Strom Water Drainage
Traffic Control Plan
Traffic Management Plan
Third Party Inspection Agency
Thin White Topping
Unified Traffic And Transportation Infrastructure Centre
Ultrathin White Topping
Viscosity Grade
Very Important Person
Water Bound Macadam
Warm Mix Asphalt
Wet Mix Macadam
176

STAC Report of Road - Pune Municipal Corporation

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