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K.P. Pradeep

K G K Moorthy

Dr. Y P Kapoor

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Nigel Narayan

Bhavani Balakrishna, Saadat Ali, Sanjay

M.K. Prabhakar

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Your feedbacks are welcome and should be sent to: The Editor,The Masterbuilder, 102/11(New No. 46/11), Tripti Apartments, Marshalls Road, Egmore, Chennai, India. Phone: +91 44 28555248Telefax: +91 44 28586703

he global construction industry's output is all set to reach a

phenomenal US$ 12 trillion by 2020, a 70% increase from this Tyear's figure of US$ 7.2 trillion, according to a recent report by Global

Construction Perspectives and Oxford Economics. It comes as no

surprise to many to find India amongst the big boys of global

economy vis-à-vis China and the US to be partly responsible for half

of the US$ 4.8 trillion increase in output.

Not in awe for the reason that it is perceptible to the world that the

Indian Infrastructure sector is passing through one of its most exciting

periods in history. The need for world class infrastructure, which is so

crucial for growth and development has never been felt so strongly

before by policy makers. Infrastructure projects such as nuclear

plants, mass public transport systems, expressways, highways,

flyovers, and world class airports that will empower our dreams are

being envisioned keeping in mind the long term perspectives.

Expansion in areas of rural infrastructure, irrigation, water resource

management and environmental engineering is expected to get top

priority in the 12th five year plan, as the UPA realigns itself to make

growth truly inclusive by reaching out to rural areas. India's water

market is one of the largest in the world with an annual growth rate

nearing 20%. The PPP model will be critical to accelerate growth and

increase output and efficiencies in this sector. In addition, significant

steps to foster infrastructure growth in our country are innovative

measures like long term contractual partnership between private and

public sector agencies, specifically financing, designing,

implementing, and operating infrastructure facilities.

Similarly, the road network across the country aggregating over 33

lakh km, with 70,548 km of National Highways, 1, 31,899 km of state

highways, 4, 67,763 km of major district roads and 26,50,000 km of

rural and other roads that needs expansion and overhauling throws

open immense opportunities. The National Highways Authority of

India (NHAI), after experiencing a period of lull last year, also saw a

change at the helm of affairs in the Ministry of Road Transport &

Highways, and is targeting 100 road projects during the fiscal.

Along with urbanization, steps need to be taken to ensure

environmental protection too. We need to step up the projects

pertaining to renewable energy and water conservation to ensure a

sustainable development. The Union Budget 2011 has sent the right

signals to the infrastructure industry and this should provide the

necessary fillip to enhance the overall growth and development in the

country.

On the whole, it looks certain that the country's infrastructure sector is

in carnival mode and is bound to witness good times ahead.

In Carnival Mode

EDITOR'S COMMENT

K.P Pradeep, [email protected]

H & K Rolling Mill Engineers Pvt.Ltd

14 The Masterbuilder - April 2011 | www.masterbuilder.co.in

Contents

Editor's Comment.......................

News & Events............................

E-Scape.....................................

Classifieds.................................

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207

CE: Road Construction

M.K. PrabhakarExtreme Utility Machines In Large Earthmoving Projects

Building Information ModelingThe Battle to Bring Buildings Back to BasicsEmma Stewart, Ph.D.

Corrosion Resistance: Marine StructuresDesign Considerations for Durability of Reinforced Concrete Structures in Marine EnvironmentsAtef Cheaitani,Chief Technology Officer Savcor Group Ltd, Sydney, Australia

M N Ramesh,Chief Executive Officer Savcor India Private Limited, Bangalore, India

Repair : Polymer ModificationFlexible Polymer-Cement Repair Materials and their Applications Ivan Razl, Ph.D., P.Eng. Gemite Products Inc., Mississauga, Ontario, Canada

Corrosion Control: TechnologiesEmerging Corrosion Control Technologies for Repair and Rehabilitation of Concrete Structures* Dr. Qiu Jianhai, BEng PhD CEng MIMMM FICorr, NACE Certified Corrosion Specialist (#5047) WebCorr Corrosion Consulting Services

Post Event Analysis2nd International Conference on Construction Chemicals Speakers Highlight Role of Construction Chemicals for a Sustainable Tomorrow

Seismic Retrofit: Case StudySeismic Rehabilitation of Historic Concrete Structurewith Fluid Visco-Elastic DampersKit Miyamoto, M.S., S.E., President & CEO, Lon M. Determan, S.E., Project Manager Amir Gilani, PhD, P.E., Project Engineer, Marr Shaffer & Miyamoto, Inc. West Sacramento, CA, Robert D. Hansen, PhD, P.E., Professor Emeritus University of Michigan Walnut Creek, CA

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Infrastructure: Nuclear PlantsIndia's Ambitious Plan Electricity Production By Nuclear ReactorsDr. Prabhat Kumar,Distinguised Scientist & Project Director, BhaviniL. Swamy Raju, Additional Chief Engineer (Civil), Bhavini V. Manoharan, Additional Chief Engineer (Civil), Bhavini

Infrastructure: Nuclear Power PlantsOpting for Nuclear Power ? Be Clear & Design SmartSadagopan Seshadri, Chief - Content Development, CE - Infrastructure - Environment

CE: EventsCONEXPO-CON/AGG Show Lifts the Spirits of US Construction Industry Amith Indurthi, Resident Correspondent, USA

Road Construction Equipment: Industry AnalysisRoad Construction Equipment Sector Ready for the Bull Run Bhavani Balakrishna

In ConversationExecutive Briefing' A Chat with JCB's Chief Alchemist Vipin Sondhi

New Roll OutJCB Rolls Out New Diesel Engine for Off-Highway Vehicles

CE: Road ConstructionExtreme Utility Machines in Large Earthmoving ProjectsM.K. Prabhakar

CE: TechnologyHigh-tech Road Building Intelligent Compaction Shows the WaySpecial Correspondent

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PNP Polytex Pvt.Ltd


Contents

Infrastructure: HighwaysPaving the Way to the FutureM.K. Prabhakar

Heavy EngineeringHoover Dam Bypass An Engineering MarvelBhavani Balakrishna

Modular Building: RatingModular Building and the USGBC's LEED™Special Correspondent

AwardsDesign of Place Lalla Yeddouna in Fez - Competition Winners Announced

FlooringOne Day FlooringSubash Cipy, Managing Director, Cipy Polyurethanes Pvt. Ltd

Face to FaceIndustry Interaction “DURAmembrane is a versatile material”Mr. Ajay Mohta, General Manager Construction Accessories Division,The Supreme Industries Ltd.

Disaster ManagementPutzmeister @ Fukushima Nuclear Plant

Technology: E-SurveyingE Surveying Solutions Simplifying Survey Engineering Drawings

BuzzConstruction Chemicals Industry Captains See Happy Days AheadAkhil Kakkar, General Manager, Kryton Buildmat

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Earth Moving Equipment: New TechnologyAutomatic Navigation Control Systems in Earthmoving Equipment Breaking New GroundSpecial Correspondent

CE: Company FocusMobile Crushing, Screening and Washing Equipment from Powerscreen

SpotlightGmmco-Caterpillar Celebrate 25 Years of Partnership

CE: FinanceAnalysing Asphalt Plants' A Key Ingredient to SuccessBlesson Varghese, Director, Marini in India

ProfileLiugong India Eyes US$ 175 Million Annual Revenue by 2012

Industry InteractionTIL Introduces Double Barrel Technology to IndiaR Nandagopal, Vice President Equipment & Project Solutions, TIL Limited[A part of material handling solutions division]

Profile: Shoring SystemSTAXO 40 The Lightweight, Economical, Safe and Efficient Shoring System

Construcion Chemicals: Company FocusDon Construction Chemicals India Ltd now Part of DCP International

Automated DoorsSmart Reset Self-Repairing Automatic Flexible Door

Equipment: New Roll OutNew High Pressure Concrete Pump from REL

ViewpointERP for SMEsKunal Mehta, Managing Director, SKG Equipments Pvt. Ltd.

Site ReportPutzmeister M32 at work in Alakhnanda Hydro Project

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Contents

17The Masterbuilder - April 2011 | www.masterbuilder.co.in

Advertisers Index___________________________

A

B

C

D

E

F

G

H

Action Construction Equipment Ltd 137, 139, 141

Ajax Fiori Engineering (I) Pvt.Ltd 81

Amogha Road Equipment 203

Asons Enterprise 131

Apollo Infratech Pvt.Ltd 31,39

Bridge Seminar 121

Bomanite India 147

Case Construction Equipment 21

Cemseal System & Sales

(Webac) 187

Cico Technologies Ltd 59

Cipy Polyurethanes Pvt.Ltd 53

Chetra Machinery India Pvt.Ltd 63

Columbia Pakona Engineering Pvt.Ltd 203

Cosmos Construction Machineries & Equipments Pvt.Ltd 179

Cosmos Sales Corporation 153

Dextra India Pvt.Ltd 197

Doka India Pvt.Ltd 19

Don Construction Chemicals India Ltd 49

E Surveying Solutions 199

Ermotec International Pvt.Ltd 203,225

Esquire -CMAC Pvt.Ltd 123, 165,197

Fayat India 10

Gandhi Automations Pvt.Ltd 11

Greaves Cotton Ltd 67

H & K Rolling Mill Engineers Pvt.Ltd 13

Rockwool (India) Ltd 173, 175

Savcor India Private Limited 55

Schwing Stetter (I) Pvt.Ltd 45

SEC-RJMT Engineering Pvt.Ltd 187

Seven Hills Safety Equipments

and Systems (P) Limited 207

Silicone Concepts Int'l.Pvt.Ltd 101

Simpson & Co.Ltd 119

SKG Equipments Pvt. Ltd. 225

Sleek Boards India Ltd 111

Soilmec Foundation Equipment

Pvt.Ltd 27

Speedcrafts Ltd 161

SSA Techno Construction Pvt. Ltd. 207

STP Ltd 107

Tac System Formwork

Sdn Bhd Gatefold

Terex India Pvt.Ltd 71

TIL Ltd 73

The Supreme Industries Ltd 41

Tunnel Design & Construction

(IQPC -Singapore) 215

Toshniwal Systems & Instruments

Pvt.Ltd 193

Unipave Engineering Products 103

Universal Construction Machinery

& Equipment Ltd 155

Unisteel Engineering Works 97

Unitech Exhibitions - Roof India 221

Viki Industries (P) Ltd 135

Vimtech Corporation Front Inner- 1

Wirtgen India Pvt.Ltd 35

S

T

U

V

W

Hess Concrete Machinery India Pvt.Ltd Back Cover

Hormann India Pvt.Ltd 199

Hyundai Construction Equipment India Pvt.Ltd 9

JBA Concrete Solutions Pvt.Ltd 159

JCB India Ltd Flap

JSW Serverfield Structures Ltd Front Cover- 2

Kamaz Vectra Motors Ltd Back Inner

Kryton Buildmat Co.Pvt.Ltd 29

Lipi Polymers Pvt.Ltd 61

Liugong India Pvt.Ltd 85

Lucky International 91

Machines & Engineering Company 113

Maco Coporation India Pvt.Ltd 173

MB subscription form 211

Metecno India Pvt.Ltd Front Inner- 2

MM Castings (P) Ltd 127

Nicomac Doors Pvt. Ltd 175

Partnership Contracting (Hongkong) 217

Pidilite (Dr.Fixit) 77

PNP Polytex Pvt.Ltd 15

Putzmeister Concrete Machines Pvt.Ltd 23

Ramtec 207

RD Mining Equipments Pvt.Ltd 89

Reliance Industries Ltd 169

Revathi Equipment Ltd 93

Relyon Facility Services 207

J

K

L

M

N

P

R

Contents


Advertisers Index / Classification_______________

Concrete Block Making Machinery

Concrete Pipes

Concrete Pump Manufacturers

Construction Chemicals

Construction Equipment

Construction Equipment & Machinery

Crushing Equipment

Hess Concrete Machinery India Pvt.Ltd Back Cover Machines & Engineering Company 113

Columbia Pakona Engineering Pvt.Ltd 203

Apollo Infratech Pvt.Ltd 39

Putzmeister Concrete Machines Pvt.Ltd 23



Cemseal System & Sales (Webac) 187

Greaves Cotton Ltd 67

Action Construction Equipment Ltd 137, 139, 141

Ajax Fiori Engineering (I) Pvt Ltd 81

Amogha Road Equipment 203

Apollo Infratech Pvt.Ltd 31

Case Construction Equipment 21


Cosmos Construction Machineries & Equipments Pvt.Ltd 179

Fayat India 10

Hyundai Construction Equipment India Pvt.Ltd 9

JCB India Ltd Flap

Liugong India Pvt.Ltd 85

Machines & Engineering Company 113

Revathi Equipment Ltd 93


SEC-RJMT Engineering Pvt.Ltd 187

SKG Equipments Pvt. Ltd. 225

Speedcrafts Ltd 161

TIL Ltd 73

Toshniwal Systems & Instruments Pvt.Ltd 193

Unipave Engineering Products 103

Unisteel Engineering Works 97

Universal Construction Machinery & Equipment Ltd 155

Vimtech Corporation Front Inner- 1

Wirtgen India Pvt.Ltd 35

RD Mining Equipments Pvt.Ltd 89

Roofing

Roofing Fastners

Rubber MDF

Scaffolding

Software

Splicing Systems

Steel Structures

Tensile Membrane

Thermal Insulation

TMT

TMT-Technology Suppliers

Truck Manufacturers

Turbine Ventillators

Waterproofing

Metecno India Pvt.Ltd Front Inner- 2

Lipi Polymers Pvt.Ltd 61


Asons Enterprise 131


Cosmos Sales Corporation 153

E Surveying Solutions 199

Dextra India Pvt.Ltd 197

JSW Serverfield Structures Ltd Front Cover - 2


Rockwool (India) Ltd 173, 175

Viki Industries (P) Ltd 135

H & K Rolling Mill Engineers Pvt.Ltd 13

Kamaz Vectra Motors Ltd Back Inner

PNP Polytex Pvt.Ltd 15

Cemseal System & Sales (Webac) 187


Kryton Buildmat Co.Pvt.Ltd 29


Silicone Concepts Int'l.Pvt.Ltd 101

SSA Techno Construction Pvt. Ltd. 207

STP Ltd 107

The Supreme Industries Ltd 41

Terex India Pvt.Ltd 71

Gandhi Automations Pvt.Ltd 11

Hormann India Pvt.Ltd 199

Nicomac Doors Pvt. Ltd 175


Relyon Facility Services 207

Seven Hills Safety Equipments and Systems (P) Limited 207

Bomanite India 147

Cipy Polyurethanes Pvt.Ltd 53

JBA Concrete Solutions Pvt.Ltd 159

Reliance Industries Ltd 169

Doka India Pvt.Ltd 19

Tac System Formwork Sdn Bhd Gatefold

Soilmec Foundation Equipment P.Ltd 27

Green Building MaterialsRamtec 207

Esquire - CMAC Pvt.Ltd 123, 165,197

Maco Coporation India Pvt.Ltd 173

Ermotec International Pvt.Ltd 203,225

MM Castings (P) Ltd 127

Simpson & Co.Ltd 119


Cico Technologies Ltd 59


Savcor India Private Limited 55

Doors-Automatic

Dozers

Facility Services

Fire and safety Equipments

Flooring

Formwork

Foundation Equipment

Material Handling Equipments

OEM Suppliers

Particle Board

Repair and Rehabilation

Doka India Pvt.Ltd


News & Events

CONSTRUCTION EQUIPMENT

The increase in construction equip-ment sales in India, China, North America, Western Europe, and Japan has attributed to the world construc-tion equipment market being on the upturn to the levels of 2007.

The market for construction equipment in these regions is expected to grow + 8.5 percent in 2011 and touch 8, 07,665 units, according to the research done by Off-Highway Research. The previous high witnessed by the market was in 2007 when a volume of 7, 82,661 units were sold all over the world.

According to the research the resurgence is being led by the remark-able growth in the India and Chinese markets. The two markets are expected to account for not less than 70 percent of the construction equip-ment sales in 2011. This is a substan-tial increase compared to the figure of 40 percent in 2007.

The Indian market enjoyed a growth rate of + 4.5 percent with 59,322 units being sold. While the growth rate of the Indian market is expected to zoom to + 19.3 percent, it is expected to remain a more modest +6.7 for the Chinese market.

The research survey indicated that the Indian market would become a potentially 11, 00,000 units market by 2015. The survey also pointed out to the fact that India is the third largest equipment market in the world after China and the United States.

With India being one of the dependent markets on Japanese exports when it comes to construction equipment, the impact is also likely to be felt here in a few days' time. Five of Hitachi's factories are said to have suffered damage in the quake.

Komatsu is also reported to have suffered damage to its heavy equip-ment plants located in various parts of the country. Kubota is another big name that has a presence in the affected region, but the company has not come out with any official reports about any damage.

The recent devastating earthquake in Japan has caused extensive damage to some of the country's major construction equipment factories. Big names including Hitachi and Komatsu have seen their production being disrupted.

CNH, which is the parent of Case

and New Holland, two leading brands in the construction equipment domain has now consolidated its position in the growing Indian market with the buyout of Larsen & Toubro's (L &T) stake in their joint venture.

The joint venture includes a wide-spread distribution network of 56 dealers and 144 outlets, apart from a modern production facility in Pithampur, near Indore in Madhya Pradesh. The company has announced that it would rename the business 'Case New Holland Construction Equipment India', hitherto and would continue to come out with new product offerings apart from strength-ening its presence in the country.

Speaking on the development, CNH Global President and CEO Mr. Harold Boyanovsky remarked “This is an important step in our long term commitment to consolidate our construction equipment business in India and in other export markets and to develop a manufacturing base in India fully integrated in the CNH worldwide industrial footprint.”

Mr.Boyanovsky further added that "The Pithampur plant will be in a posi-tion to make the most of the opportu-nities for growth that the sector offers today and in the future.” The plant is currently being used for the manufac-ture of vibratory compactors and backhoe loaders. The new venture now joins CNH's agricultural equip-ment base in India, New Holland Fiat India.

Terming the development of the company's decision to exit the joint venture Mr.J.P,Nayak, President of L & T said that it is part of the stream-

Indian Market Helps in World Construction Equipment Market

Upturn

Testing Times for Japanese Construction

Equipment Majors

CNH Acquires Full Ownership of Indian

Construction Equipment Joint Venture

Case Constructions Equipment


News & Events

lining process. "We have an excellent relationship with our partner, and wish them all success in India”, he added.

Solicitor General.

Chennai-based ACB India is a JV between Ansaldo Caldaie, an Italian boiler manufacturer, and Gammon India, which holds a 73.4 per cent stake.

E n v i r o n m e n t a l l y p o s i t i v e construction equipment by 2020 is what has been demanded through new regulations by leading players in the domain. With increasing focus on emis-sion control norms, manufacturers are now under pressure to come out with machines that are compatible with the seemingly ever-changing norms.

A new set of tough regulations has been demanded by the industry to ensure that construction machines make a positive contribution to envi-ronment, carbon dioxide emissions, and noise pollution. There has been growing demand for construction machines that emit fewer pollutants. The new regulations are aimed at producing construction equipment that will mandate zero emission of particulates, carbon monoxide and hydro carbons from 2020.

Similarly, the regulations are sought to make the machines not only quiet, but also ensure that they absorb any extraneous noise from their imme-diate environment. The regulations also aim to ensure that radical new laws are implemented in order to ensure that machines are built using low carbon materials.

Senior Counsel Mukul Rohatagi, appearing for the Italian firm argued that the firm had all the requisite expe-rience and had fulfilled all the parame-ters to participate in the bidding process. NTPC would maintain status quo on the tendering process till the issue was resolved according to the

The Supreme Court has issued notices to Italian firm Ansaldo Caldaie Boilers and its Indian partner Gammon India over an appeal , that was filed by power major, NTPC, seeking restriction of the joint venture from participation in a Rs.15,000 crore tender for super-critical power equipment.

A Delhi High Court verdict earlier had permitted the joint venture to participate in the bidding process for the supply tender. A bench consisting of Justices Cyriac Joseph and Altamas Kabir remarked that it would pass orders only after proper hearing of all the parties concerned.

S o l i c i t o r G e n e r a l G o p a l Subramanium, appearing for NTPC said that the joint venture was formed for supply of super-critical power equipment to the state-run company. However, the bid was rejected by NTPC since the Italian firm did not have the capacity to design the partic-ular equipment and did not fulfil the minimum criteria that were stipulated as part of the techno-commercial tender.

Ashok Leyland's new Managing Director Mr.Vinod Dasari has told media personnel that the company will strive for doubling its sales of trucks in the next five years and also aim for a slot in the top ten truck companies in the world.

The company put up an impressive performance with sales of 94,100 vehi-cles in 2010-11. The target achieved by the company gives it a rank “close to 20” among global truck makers. The company's board has set ambi-tious targets for attaining a position among the top ten truck makers in the world.

“This will effectively mean doubling our current sales,” said Mr Dasari, who took over as the M a n a g i n g D i r e c t o r f r o m Mr.R. Seshasayee. Mr. Dasari also said that the company would be launching the “Avia' medium duty vehicles in the country in a year's time.

Among other observations, Mr. Dasari said that the company, apart from aggressively promoting the Ashok Leyland brand is also consid-ering an entry into the boat building industry.

Ashok Leyland Aims Big

SC Notice to Indo-Italian JV

Industry Majors Demand Environmentally Positive

Regulations

Vinod Dasari- MD- Ashok Leyland Ltd. "We will adopt a multi-pronged stratergy."

Senior Advocate, Gopal Subramanium

CONSTRUCTION EQUIPMENT

Putzmeister Concrete Machines Pvt.Ltd


News & Events

POWER RAILWAYSPOWERPOWER RAILWAYSRAILWAYS

Tata Power JV Bags 236 MW

Hydropower Project

` 6, 000-cr Thermal Power Project Beginning

to Take Shape

US$ 250 mn ADB Loan for Bangalore Metro

New Hurdle for Hyderabad Metro Project

INFRASTRUCTURE

Anil Sardana, MD, Tata Teleservices, “this project further contributes to our

clean fuel portfolio and reinforces our sustainability agenda.”

Tata Power has announced that its consortium with SN Power, a Norway-based firm, has won the rights to build a 236 MW hydroelectric power plant in the northern part of India.Tata Power and SN Power Norway entered into an exclusive partnership in 2009 to develop hydro-power projects to meet the increasing demand in India and Nepal through the provision of clean energy.

The company in a statement said that the Dugar Hydroelectric project in Himachal Pradesh would be devel-oped through a special purpose vehi-cle. A detailed exploration and design study will then be taken to plan and finalise the project implementation. The pre-implementation agreement will be signed with the Directorate of Energy, Himachal Pradesh govern-ment. It however, did not disclose the financial details of the project.

Tata Power's managing director,

Anil Sardana,said "this project further contributes to our clean fuel portfolio and reinforces our sustainability agenda. Our association with SN Power has been fruitful and rewarding and is in line with our growth strategy to build global relationships and part-nerships with the organisations which are leading performers in their field."

600 MW power project will be provided by the Power Finance Corpo-ration (PFC), according to Mr. S NarsingRao, the Chairman and Managing Director of the company.

The project is likely to be completed and be operational by April 2014.

A 6,000 crore thermal power plant project is going to come up in Adilabad district of Andhra Pradesh. The project will mark the stepping into the power generation domain by state-owned Singareni Collieries Co Ltd (SCCL), which was till now majorly in coal mining projects.

Financial closure for the project has been achieved according to media reports. The total debt component of Rs.4,000 crore for the proposed 2 x

S NarsingRao, Chairman & MD, Singareni Collieries

The Asian Development Bank (ADB) has loaned an amount of US $ 250 million for the Bangalore metro project to the Indian government.

The project which is scheduled for completion in 2013 will consist of 42.3 km of track, equipment, sleek new stations, and rolling stock for the two key routes that it will cover in the Indian IT capital.

Bangalore Metro Rail Corporation is the special purpose vehicle which has been formed to carry out the project. Japan International Cooperation Agency has also provided funds for the project. Loans from commercial sources are also being utilized for the project.

A new hurdle seems to be crop from seemingly nowhere for the Hyderabad Metro Rail (HMR) project, almost every passing day. If it was shop owners who didn't want the line to be passing close to their buildings some time ago, it is now the time of founda-tion stone ceremony, which could potentially delay the project.

With the state government keen to i n v i t e t h e P r i m e M i n i s t e r Dr. Manmohan Singh or UPA Chair-person Mrs. Sonia Gandhi for the foun-dation stone laying ceremony, officials fear that they would need to wait at least for two months since it is tough to secure the appointment of the VVIPs. Incidentally the concessionaire L & T had achieved the financial closure for `16,375 crore in a record six month's time for the project.

The project has been facing delays right from the time the contract was awarded to Maytas in 2008 and subse-quently terminated resulting in fresh bids and the award of the project toL & T in 2009. There were recently protests against the metro project from some sections which were of the view that the line would mean the demolition of some heritage buildings.

During FY11, around 5,000 km of road construction was awarded, which was much below the targeted 9,000 km mark. “However, this is the highest awarding done so far in the history of NHDP. This translates into approximately 14 km per day, versus the initial target of 20 km per day,” says a Sharekhan report offering some optimism to the beleaguered sector.

Industry experts believe that though tough, it is possible to achieve the much touted target of executing 20 km a day by FY 13. Although a Herculean task, it is believed that with better handling of land acquisition issues, the required pace can be main-tained.

The road sector is showing sure signs of revival, thanks to the criticism of the government on that front from all quarters, according to industry experts. The signs are visible from the fact that bidding for new road projects by the National Highway Authority of India (NHAI) has gained momentum recently, after the lull experienced last year.

Quality seems to have taken a back seat when it comes to highway projects in the country. Highway engineers have been reportedly quoted saying that increasing pressure from the Plan-ning Commission and the Finance Ministry has meant that safety has taken a beating in highway projects.

It is interesting here to note that around 60 percent of the fatalities in road accidents take place in National and State Highways, even though they

Aggressive bidding is expected once the process for awarding road projects starts in the next few months. This is considered a turnaround for the sector which had come in for harsh crit-icism for lack of initiatives for driving ahead the progress of projects.

The tenure of the National high-ways Authority of India (NHAI)

constitute only about 6 percent of the total road network in the country. Industry analysts feel that more often than not, safety features such as flyovers and underpasses are the first to become a casualty, right at the design stage.

In a recently held seminar on road safety to highway engineers and design consultants Mr. A.P Bahadur, former Chief Engineer, Ministry of Road Transport and Highways had said “ The original (proposed) project cost for building that stretch ( Delhi and Agra) was an estimated `8.56 crore a km. We were told to reduce the cost”. The cost was bought down to `3.6 a km.

Mr. Bahadur further added “To do this, the features that were knocked off included 15 minor bridges, 29 vehic-ular underpass, 59 pedestrian under-passes, 25 flyovers, and stretches of service roads.” Mr. Bahadur wanted engineers to put their foot down and insist on safety features and make sure that they record on file that they had suggested safety features but had to comprise to reduce costs.

INFRASTRUCTURE

News & Events

ROADS ROADS ROADS

Road Projects set to be Focus Area in FY'12

Quality; the Sufferer in Highway Projects

NHAI Chief's Term Extended

Chief Engineer, A.P Bahadur


Chief, Mr. R.S Gujral, has been extended till June 30th the govern-ment said in an announcement.

It also said that the process for appointing the regular Chairman is going on. Mr. Gujral, Road Transport and Highways Secretary, was given the additional charge of NHAI Chairman for three months with effect from January 1 this year.

“We have given extension to Mr. Gujral for another three months. Meanwhile, the process is on for selec-tion of a regular Chairman for NHAI,” the Road Minister, Mr. C.P. Joshi has reportedly said on the issue.

for the speedy industrial development of the two districts. The corridor connects important cities in Rajasthan with those in Madhya Pradesh.

The section is an important stretch in the Golden Quadrilateral (GQ) network, which links the two major cities in Gujarat with Mumbai. Apart from further improving trade and commerce in the cities, the project is also expected to provide employment to thousands of labourers in the region.

The four laning of the Kota Teendhar Highway has been approved by the Cabinet Committee on Infra-structure. The 88.9 km stretch on National Highway -12 will be devel-oped on Design, Build, Finance, Operate and Transfer (DBFOT) basis on BOT (toll) mode of delivery.

The total project cost is pegged at ` 580.79 crore, with the concession period being 25 years, including the construction period of 30 months. The project covers the districts of Jhalawar and Kota in Rajasthan.

The project is considered crucial

The Cabinet Committee on Infra-structure has cleared the six laning of the Ahmedabad-Vadodara section in NH-8. The total stretch of 102.3 km will be built on Design, Build, Finance, Operate and Transfer (DBFOT) basis in BOT (toll) mode of delivery.

The cost of the project is estimated to be ̀ 2,37.76 crore, with the conces-sion period being 25 years, which includes the construction period of 36 months. The stretch is strategically important since it covers the industrial districts of Ahmedabad, Kheda, Anand, and Vadodara.

T h e C e n t r e i s p l a n n i n g constructing two new expressways linking Jaipur and Chandigarh with the national capital. The construction cost of the projects would be around an estimated US $3 billion.

"The Centre has decided to build Delhi Jaipur and Delhi-Chandigarh expressways. Ministry officials will take up the issue with states of Delhi, Rajasthan, and Haryana. Once they come on board, we will get the detailed project report," Road Transport and Highways Minister Mr. C.P Joshi has been quoted saying in media reports.

The Centre is also re-examining a proposal that envisages setting up of an Expressway Authority of India (EAI) on the lines of the National High-ways Authority of India (NHAI). There are plans to build over 18,000 km of expressway entailing an invest-ment of ̀ 4, 50,000 crore.

The minister reportedly told that there was a need for the new express-ways in view of the increased traffic between the cities.

Mr. R.S Gujral

Expressways to Link Delhi to Jaipur,

Chandigarh

Four Laning of Kota-Teendhar

Highway Approved

Six Laning of Ahmedabad-Vadodara

Highway Cleared

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INFRASTRUCTURE

Paradip Port Plans Expansion

Mormugao Port Expansion Plans

Govt Mulls Tax-Free Bonds from Major Ports

to Fund their Infra Projects

“The port will increase its capacity from 76 million tonnes to 237 mt by the year ending 2020 to become the number one port in the country, elevating its position from fifth place,” PPT Chairman, Mr. G.J. Rao told media persons recently.

There are plans to establish an oil jetty and a multipurpose berth with 15mt capacity added Mr.Rao. The port also intends to undertake massive dredging works to handle large sized vessels. The capacity expansion is being undertaken at the port keeping in view the future requirements.

India, according to Mr.P.Mara Pandiyan, Chairman of MPT.

The Chairman said that the construction of a berth, mainly for berthing of non-cargo vessels, including cruise ships, is scheduled to be completed by August. The plan also envisages the development of a 4MTPA mechanized coal import terminal at existing berth No.11 on design, build, finance, operate and transfer (DBFOT) basis.

Mr. Pandiyan also added that the development of coal handling terminal at berth No.7 on DBFOT basis is under progress with the sched-uled date of commencement of opera-tion pegged at May 2013.

PORTSPORTSPORTS

The Paradip Port Trust (PPT) is chalking out ambitious expansion plans and intends to raise capacity over three times to 237 million tonnes by 2020. Interestingly this is despite the 1.72 percent decline in cargo throughout 2010-2011.

The Mormugao Port Trust (MPT) has crossed the 50 million tonnes cargo figure during 2010-11 and is now one of the most important ports in the country. The port has secured the 7th position among the 12 major ports of

The government is reportedly considering allowing major ports to raise Rs.5, 000 Crore from tax-free bonds. The highlight however, is that

Mr. K Mohandas, Secretary Shipping Ministry

it is planning to allow the ports to raise the amount themselves.

“We are yet to take a final decision. Major ports are one of the options for raising the money,” Mr. K Mohandas, Secretary in the Shipping Ministry has been quoted saying in press reports.

“They will need some agency to raise this money, like National High-ways Authority of India (NHAI) does. It doesn't seem very feasible for port authorities to raise the money,” Mr.Vishwas Udgirkar, senior director, Deloitte, has reportedly said in media reports.

According to industry sources the ministry is also planning to set up a Maritime Finance Corporation (MFC). The money that will be raised will be used to finance the infrastructure requirements and dredging operations of the various major ports.

URBANURBANURBAN

Rural Infrastructure Development Activities

on the Rise

There has been a spurt in rural infrastructure development activities around the country. With the govern-ment launching the Bharat Nirman, its flagship program for boosting rural infrastructure, there has been definite positive effects that are visible in several areas.

Infrastructure including, water, irrigation facilities, housing, electrifi-cation, telecommunication and roads are now the areas of focus in several parts of the country in rural areas. The Pradhan Mantri Gramin Sadak Yojana (PMGSY) has been instrumental in the increase in good quality roads around the country in rural interiors.

Similarly, the Rajiv Gandhi

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At present only Mumbai and the Navi Mumbai Municipal Corporations have dams. With the population of the city increasing quite literally by the day, there is an urgent need for augmenting the water supply capacity through additional projects.

Grameen Vidyuttikaran Yojana (RGGVY) which had targeted to cover over 175 lakh below poverty line households in one lakh villages has also been a success. Another 42 lakh houses are to be covered under the scheme by the end of this fiscal year.

Five key water supply projects that are intended to quench the thirst of Mumbaikars have run into trouble with locals' opposing them tooth and nail. It is the demand of the locals that the projects should first of all provide water to locals and the tribal popula-tion in the area before water reaches Mumbai.

Most of the projects that are facing stiff opposition are being executed by the Mumbai Metropolitan Region Development Authority (MMRDA). Dams are proposed to be build over Kalu and Shai Rivulets as per the plan. Similarly there is an ambitious plan to bring water from Surya Dam in Thane to the western suburbs in the city.

The construction works related to the Kutch Branch Canal (KBC) project, which is part of the Sardar Sarovar Project, is all set to begin. The C h i e f M i n i s t e r o f G u j a r a t , Mr.Narendra Modi will lay the foun-dation stone for the five major construction works related to the project in a few days time.

Speaking about the Sardar Sarovar project, the State Water Supply Minister Mr.Nitin Patel said that the project would ensure gravity-based flow of Narmada water in the entire Kutch district. He also said that three pumping stations would be set up at a cost of ̀ 518 crore for the purpose. The pumping stations will lift water to a height of 60 metres, which is equiva-lent to the height of a 20 storied building said the Minister.

The parched land in Kutch is expected to be turned into a 'fruit bowl' once Narmada waters begin to flow through the region. According to experts the KBC , which would be a man made 360 km long river, would be the only perennial source of water in the district once it is completed.

spread over around 8 sq km and would offer all facilities needed for setting up manufacturing units. The DIPP is seeking sops including, flexible labour, tax incentives, refinance facility, simpler exit norms for foreign inves-tors, etc, for these facilities, according to industry sources.

The government is mulling setting up of mega manufacturing hubs in various parts of the country, in order to make the country a manufacturing powerhouse. The move is seen being inspired by China's success story in the field of manufacturing.

The Department of Industrial Policy and Promotion (DIPP) is said to be putting on fast track the National Manufacturing Policy, which would help in the creation of what is being termed as the National Manufacturing and Investment Zones (NMIZs).

Typically these zones would be

Govt Mulls Mega Manufacturing Hubs

Five Key Water Supply Projects in Trouble

Construction Works at Kutch Branch Canal

(KBC) Project to Begin

Shri Anand Sharma, Union Minister for Commerce and Industry

DAMSDAMSDAMS

Hon'ble Chief Minister, Gujarat, Shri Narendra Modi

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Manitowoc Exhibits Top of Line Cranes at

Intermat Trade Show

Yet another Super Heavy Lifter Tested

CAT's New CT Series, Vocational Trucks

Two of the latest innovations from Manitowoc stood side-by-side on the company's booth at Intermat Middle East. The company showed the Grove GMK6300L all-terrain crane, that combines 300 t of lifting power with a long-reaching80 m boom, and the Potain MDT 268, one of the most recent additions to the company's range of high-capacity topless tower cranes, with a capacity of either 10 t or 12 t. Both cranes are new to the Middle-East market within recent years.

David Semple, vice president of sales for Manitowoc in the Middle East and Africa, said the two cranes demon-strate the company's industry-leading engineering and ability to adapt to changing market needs.

With an Allison transmission, the GMK6300L has a powerful, reliable and cost-effective drive-train that offers unmatched performance. Its elec-tronic controls allow it to adapt to its surroundings and it has self-diagnostics for easier maintenance. When combined with Grove's Megatrak independent suspension system, the Allison transmission provides optimum travel both on and off the road.

(L - R) Carina El Rkaiby and David Semple of Manitowoc Cranes, Nabil Al Zahlawi, od NFT,

Ahmed Talhimet of Manitowoc and Fadi Daher of NFT.

The MDT 268 is one of the recent introductions in the Potain topless MDT crane line. It offers fast erecting and dismantling times without compromising capacity. NFT, an Abu Dhabi-based Potain dealer and one of the largest tower crane owners in the world, has many Potain MDT 268 cranes which it has used on some of Saudi Arabia's most prestigious recent construction projects.

This crane, along with Potain's larger model, the MDT 368, were lifting leaders during the construction o f t h e P r i n c e s s N o r a b i n t Abdulrahman University in Riyadh, the world's largest women-only university. There were 150 cranes used on this $11.5 billion project, the majority from Potain.

The MDT 268 has a topless design, with no cathead and tie-bars, which means contractors can place them in close proximity on job sites, without needing to erect them too high. This saves both time and money and provides an optimized working envi-ronment. The versatility and speed of erecting and dismantling the MDT 268 allowed main contractor Saudi Oger to not only meet but exceed the extremely tight build schedules on the university project.

One interesting feature on the MDT 268 is its folding jib an industry first for topless cranes. The patented folding jib helps with one of the biggest problems in the construction of cooling towers dismantling the crane once construction is complete. Because the jib's radius is greater than the cooling towers, contractors are often faced with a problem when 'climbing down' the crane. But the folding jib offers an innovative solu-tion to this problem. Another standout feature is the counter jib that can be folded for transport.

Sarens, a leading name in lifting solutions, has tested a new 120,000 tonne metre SGC 120 super heavy lifting ring type crane in its facility in Belgium recently.

The 3,200 tonne capacity super heavy lift crane is among the largest in the world. The lattice boom giant comes with 130 metres of main boom. The crane boasts of a capacity of 1,000 tonnes at 80 m radius. The crane is designed to meet both European and US standards for lift cranes.

The new crane's application areas include nuclear power plants, refiner-ies, mining, and construction. The design also boasts of features that reduce cost of transporation and oper-ation. The crane can be shipped in 135 standard containers in standard boom condition.

Caterpillar, one of the leading construction equipment manufactur-ers, will unveil its newline of voca-tional trucks during the forthcoming

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INTERNATIONAL

ConExpo show in Las Vegas. The machine on display at the company's booth would be the Cat CT660.

According to the company, the trucks are suited to a wide variety of work and have been designed using customer feedback. Also on show would be the company's 64 tonne capacity G Series 775 rigid dump truck.

The company will also display five new models in the K Series of mid-sized wheeled loader range. This new line features an improved cab, apart from featuring a fuel efficient engine.

The crane can lift 1.3 tonnes at the jib, with its compact dimensions ideally suited for work in urban areas where space is at a premium. The highly versatile climbing tower section of the crane is 3.9 m long and can be used both inside and outside a build-ing.

The crane is also easy for carrying around in urban centers since its unit weigh less , the heaviest component weighing less than 3 tonnes. Another interesting feature of the crane is that it can be operated either with or even without a cabin.

hurdles such as the potential problem that could be caused to air craft pilots whose visibility could be disturbed due to the beams of light that shoot out from the turbines. There was also the concern about the turbines generating solar rays that could set surrounding buildings on fire, if they are concen-trated.

Scientists have now come out with a new set of spinning solar blades that will enable both solar energy and wind energy to be produced together. A team led by Dr. Joe King has come out with the innovation solution in the UK.

Dr. King, while speaking about the project said, “While we are no strangers to windy weather in the UK, it can be intermittent in other regions. Solar panels may only be useful here during our ten days of summer or an occasional heat wave, but in countries such as Morocco, Italy, and Spain they could make a real difference.”

The team had to face several

Shantui Construction Machinery Co., a multinational based in Shandong, China, announced today the launch of its SD10YE bulldozer, the Company's first product to enter the U.S. market. The SD10YE is certi-fied by TÜV SÜD America as Tier III emissions compliant, and is the smallest dozer in Shantui's arsenal. The SD10YE runs on hydrostatics, comes standard with a Cummins engine, and has horsepower rated at 100, or 74kW.

Like other Shantui offerings, this dozer packs in value for the price. Intelligent GPS service, automatic alarm system, and auto-diagnostic functions keep uptime at a maximum. The SD10YE also doesn't skimp on operator comfort,. The fully enclosed hexahedronstyle cabin provides for low noise and vibration, and a high-capacity climate control system circu-l a t e s a i r a n d d e f r o s t s .The SD10YE is designed for smaller projects, but has Shantui's hallmark toughness and durability, along with being environmentally friendly and highly economical.

“This is our first product that meets the stringent emission stan-dards of Europe and the USA. It is on the vanguard of a whole line of new products that we will be introducing in the coming years,” said Richard Li,

Liebherr, a market leader in lifting solutions, is all set to launch its 85 EC B 5 tronic flat top city crane soon. The company will be launching the crane during the SMOPyC exhibition that is going to be held in Spain this month.

New Flat Top City Crane Launch

Solar-Powered Wind Turbine for Ultimate Energy Generation

Shantui Launches First Product in

US Market

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INTERNATIONAL


Vice President for International at Shantui. “Our aggressive investment in R&D these past few years is starting to show handsome results with the launch of the SD10YE,” he added.

At Conexpo, Shantui is also demonstrating its wide diversity of product lines. In addition to the breakthrough SD10YE dozer, Shantui is also displaying its workhorse SD32W bulldozer, SL60W wheel loader, SR12P-5 road roller, SG18-3 motor grader, JCM 921C excavator, HJC5270THB truck mounted boom concrete pump and the HBT8016R concrete trailer pump at booth G-200.

However, there has been an increase in the number of overseas visi-tors, which was about 24 percent of the total number. The figure was about 19 percent in the previous edition of the show in 2008. The orga-nizers of the show, the Association of Equipment Manufacturers (AEM) have claimed that the exhibition has been a success with the exhibitors reporting strong purchases, as well as sales leads.

According to Mike Haberman, Chairman of ConExpo 2011, “it was really great to see our industry look ahead with some enthusiasm after the recession.” The exhibition was spread over 2.34 million net square feet of exhibit space and attracted more than 2400 exhibitors.

The next edition of the show would be again held at the Las Vegas Conven-tion Center in Las Vegas, US on 18-22 March in 2014.

The ConExpo construction equip-ment exhibition which concluded last week attracted around 120000 visi-tors, figures which are about 16 percent lower than the 2008 show. According to industry experts, the show's attendance pattern in a way reflects the difficulties that are being faced by the construction industry in the US.

in recent weeks include that of Pace University, Verizon Tower and New York Downtown Hospital.

A building which was hailed as a masterpiece is now being admonished by virtually all and sundry. Critics had raved and ranted about Frank Gehry's iconic tower at 8 Spurce Street in New York City.

The very same critics are now tearing down the famous architect for the glimmering steel façade of the iconic building. The façade is so incredibly reflective that it has set on fire on more than one occasion, some of the surrounding buildings.

If reports from the New York Fire Department are to be believed that the concentrated reflections from the stainless steel façade of the building are causing the fire on the roofs of several nearby buildings.

The buildings that have caught fire

Workers are using an M 58-5 Putzmeister truck mounted concrete pump for cool ing down the Fukushima nuclear reactor. The concrete pump that has been produced in Aichtal near Stuttgart comes with a vertical reach 58 m.

The concrete pump also has a 5-arm boom to support the cooling of the damaging cooling pools. With the concrete pumps the advantage is that cooling water can be fed over great distances. Water can be fed to exactly where it is required using the concrete pump.

The pump has an output of 160 cubic metres per hour at a pressure of 85 bar and is driven by the truck's diesel engine. This means that the concrete pump does not have to rely on external power supply. The machine is operated using remote control, which allows the distributor arm to have flex-ible movement.

Visitors down by 16 percent in ConExpo but Rise in the Number of

International Delegates

Iconic Building Turns Dangerous

Truck Mounted Concrete Pump Helps Cool Down

Japanese Nuclear Reactor

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Building Information Modeling

O u r g l o b a l s o c i e t y i s simultaneously experiencing an economic and environmental

crisis. Economically, signs of a feeble recovery mask fundamental flaws with the way capital and currencies are managed worldwide. Environmentally, world energy demand is predicted to double by 2030 and water shortages are predicted to hit every major city in the next couple decades. The combination of two such complex and seemingly intractable challenges has led many to defeatism. The numbers are too large, the causes too many, the data too expansive,

Emma Stewart, Ph.D.

and the necessary leadership too wanting.

Those of us in the building space now

find ourselves at the front line of the

battle against these two crises. And as

with many in the front lines, we are both

in the “cross-hairs” of new regulation but

lucki ly newly equipped with an

“armament of tools” to respond.

Buildings are in the crosshairs for new

regulation because, in most economies,

they represent the biggest guzzlers of

energy, outpacing even vehicles. The

reasons are simple.

The Battle to BringBuildings Back to Basics

a. H u m a n s h a v e b e c o m e

primarily an indoor species, and we've

also become a “plugged-in” species. So

the majority of our thirst for electricity,

heating and cooling manifests in

buildings.

b. Hundreds of years ago our

buildings were designed based upon

local climactic zones, weather, and

future adaptive reuse. Today, buildings

are built so rapidly and at such scale

that they tend to be cookie-cutter

structures that bear no relevance to

the buildings, climate, or energy source

around them.

So when policy-makers scour the

economy for the most promising areas

to reduce waste and increase jobs, they

typically land squarely on building

retrofits.

One can find evidence of this in any

part of the world. The European Union

has committed to cut energy use from

buildings by 20% by 2020 and the UK's

national climate legislation requires

existing buildings to be net zero energy

by 2020. China's 12th Five Year Plan,

released this March, dictates a 16%

reduction in energy intensity nation-

wide, with a strong emphasis on

improving buildings to achieve that

goal. All US federal agencies, including

the largest portfolios in the world, the

General Services Administration and

Department of Defense, must

implement energy efficient practices

for at least 15% of their inventory by

2015, alongside annual reductions

targets for energy, water, and

greenhouse gas reductions. In part due

to these mandates, Pike Research

predicts a $400 billion US market in

energy retrofits by 2030, which one can

extrapolate to a global market of

roughly $1 trillion by that same date.

The sheer number of existing

buildings roughly 728 billion square

feet worldwide - can make conducting

comprehensive building performance

analysis and implementing energy-

saving projects a daunting task. Dated

or nonexistent building plans and

incomplete energy consumption

histories make it difficult to predict

future performance throughout the life

of a proposed renovation project or to

evaluate and compare proposals from

energy service companies (ESCOs).

There are also the political challenges

of garnering stakeholder support and

building consensus between legal,

procurement, and finance departments

during contract negotiations.

So herein commences the battle to

bring buildings back to the basics -- but

this time, with new tools. The linear

design-build process embraced for so

long with questionable returns is

finally being forced to compete with a

renaissance of new industry practice,

integrated project delivery (IPD) and

building information modeling (BIM).

The first contractually realigns the

famously dis jointed incentives

between owner, architect, and

engineer, towards a given outcome

(e.g. LEED or energy per square foot)

rather than simply lowest time and cost

to delivery. The second offers a 3D

technology-based process to support

decision-making throughout the

retrofit and build process.

37www.masterbuilder.co.in | The Masterbuilder - April 2011


For existing buildings, BIM enables

the team to more quickly and easily to

create a basic building model to

simulate the performance and cost of

renovations. The digital model includes

data components that represent

b u i l d i n g e l e m e n t s a n d

characteristicssuch as materials,

weight, thermal resistance, and other

physical propertiesthat contribute to

building performance. With BIM, one

can analyze and assess the energy

performance of individual buildings --

for example, what generates a better

economic and energy-efficient return

for our headquarters, installing higher

R-value wall insulation, or modifying a

heating system? One can then scale up

to multiple buildings to evaluate, and

rank the environmental and financial

impact of proposed renovations for

example, which buildings within the

portfolio would benefit the most from

an HVAC upgrade? With a more

comprehensive understanding of the

relative performance of the property

portfolio, one can craft a strong

inventory modernization program, and

focus detailed design efforts and

construction on the projects with the

greatest impact. So BIM helps to tackle

the issue of scalability, because it is just

as applicable at the level of thousands

of buildings as it is at the level of one

building.

Collect basic building

informationincluding wall, floor, roof,

and ceiling dimensionson each building

within the portfolio. This can be done

the old-fashioned expensive way (i.e. a

walk-through audit), but more recently

software has come about that allows

you to stitch together the model from

digital photos and satellite images from

the web.

Create basic BIM

models for each bui ld ing (or

“prototype” for commercial stores) in

the portfolio. You can generate a

comprehensive BIM modelincluding

floor plans, elevations, sections, and

3D views from the most basic building

dimensions in just a few hours so don't

over-do it here. Even with minimal up-

front effort, you can generate a basic

model that represents the form and

geometry of the building and begin

The basic steps are as follows:

1. Get Pickin':

2. Get Sketchin':

analyzing and prioritizing building

improvements with a surprisingly high

level of accuracy. Also at this stage, one

can begin selecting building materials

from within the BIM tool itself, perhaps

prioritizing recycled, renewable, or

locally sourced materials.

Analyze multiple

attributes to improve environmental

and economic performance. For

example, use Revit to analyze heating

and cooling load for a typical schedule

of operation. Then explore creative

options to shed that load through

natural ventilation (uses weather

data), shading (uses sun path data),

onsite renewable generation potential

(uses wind and sun data), and water

c a t c h m e n t p o t e n t i a l ( u s e s

precipitation data). A water catchment

system may inspire the use of non-

potable water for irrigation or even a

plant-based gray water filtration plant

on site, reducing wastewater service

costs. With sister civil engineering

tools, the building site can be evaluated

for storm-water system needs and to

maximize the water returned clean to

the aquifer.

3. Get Testin':



Apollo Infratech Pvt.Ltd

Author's Bio

Emma Stewart, Ph.D., is currently the Senior

Manager for AEC Sustainability at Autodesk where

she leads the design software company's efforts to

make sustainable design easy, cost-effective and rou-

tine across the building and infrastructure industries.

Emma holds a Ph.D. in Environmental Science and

Management from Stanford University and a B.A.

Honors degree in Human Sciences from Oxford

University.

4. Get Busy: Compare and then prioritize

projects or investment alternatives based on

conservation objectives, such as water or fossil

fuel usage, or financial goals. Before signing an

Energy Service Performance Contract, use BIM

to perform internal reviews of the service

provider's proposals to confirm key

predictions and assumptions. Not only will this

keep them honest, you will also likely unearth

additional savings opportunities they missed

because BIM optimizes for the entire building,

not its component parts.

All of these steps are increasingly enabled

through the power of cloud computing, where

general contractors, MEPs, and architects can

yank from the cloud the key data points they

need to assess a building's potential for net

zero energy or carbon neutrality. In addition to

acting like a huge data repository in the sky,

cloud computing has brought down the price

of computing to the point where design

software will soon iterate on your behalf, until

it lands on the optimal design based on the

parameters you set.

So with our new armament of tools,

Integrated Project Delivery and Building

Information Modeling enabled by cloud

computing, we're finally well equipped to face

the cross-hairs of regulators, and beyond

them, the dual crises of economic and

environmental decline.

i International Energy Agency (2010) “World Energy

Outlook”

ii Pike Research (2009) “Energy Efficiency Retrofits for

Commercial and Public Buildings”

iii Lux Research (2010) “Diamonds in the Rough:

Uncovering Opportunities in the Green Buildings

Market”


Trains, as they run, are known to generate quite a bit of wind energy. Scientists are now researching the possibilities of using this wind energy as a potential source of power. A device developed by the industrial designer duo of Qian Jiang and Alessandro LeonettiLupariniwill aim at doing just that. The device was designed to fit in-between the sleepers of the tracks to funnel the wind generated by the train onto a turbine which can be turned to generate power.

The device, aptly coined the “T-box”, can be placed alongside railway or metro lines to harness the otherwise wasted wind generated by these trains. T box, unlike other conventional devices, makes use of artificially generated wind instead of depending on natural sources.

The device contains of a vent showing on the surface, with a majority of its working taking place underground. The blades in the device are designed to rotate along a central axis within a cylindrical housing. The device was made popular when it won the silver medal at the Lite-On awards, last year.

With the number on rail projects packing by the double, coupled with the number of trains already running, one could only imagine the amount of power that could be generated using this device.

Device to CaptureWind from Trains

T-box

Exposed portion of T box, once layed


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The Masterbuilder - April 2011 | www.masterbuilder.co.in44

This paper presents the nonlinear seismic

analysis, development, and implementation of

an innovative seismic retrofit strategy for a

six-story nonductile reinforced concrete 145,000-sf

(13,470 m2) historic building. Dynamic and

nonlinear static analytical results verified that the

building had a weak soft-story with inadequate post-

yield capacity, and large torsional response. The

analysis indicated that the existing building is not

seismically adequate to withstand anticipated lateral

forces generated by earthquake excitations at the site.

A "collapse prevention" performance upgrade for a

475-year return event was desired. Nonlinear fluid

viscous dampers were placed at the first story level to

reduce the seismic demand and obtain a more

uniform response. Visco-elastic fluid viscous dampers

were strategically placed at one side of the building

to reduce the torsional irregularity of the building.

The proposed cost effective, state-of-the-art retrofit

will improve the seismic performance of the building.

This paper presents the performance-based

evaluation and retrofit design of the Hotel Stockton.

The 145,000-sf (13,470 m2) reinforced concrete

building, built in 1910 in Stockton, California, is a

torsionally irregular structure comprised of a six-story

portion connected to a two-story portion. There was

significant concern that the building will not be able

to withstand the level of earthquake shaking

expected at the site for two reasons: a weak and soft

lateral force resisting system at the first floor level,

and the inadequate confinement of reinforcement in

the first story columns. To assess the performance of

Seismic Retrofit: Case Study

Schwing Stetter (I) Pvt.Ltd

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Text Box


the structure, a detailed mathematical model of the

building was prepared based on FEMA 273

guidelines. Dynamic and nonlinear static analytical

results verified the presence of the soft-story

response, inadequate post-yield capacity, and large

torsional response. The analyses indicated that the

existing building is not seismically adequate to

withstand anticipated lateral forces generated by

earthquake excitations at the site. The existing

structure will suffer substantial damage and possible

collapse in the event of a major earthquake.

To address the above-mentioned inadequacies, the

Owner decided to undertake a voluntary seismic

upgrade of this building. The focus of the seismic

rehabilitation was to address the major deficiencies of

the structure, namely the soft-story and torsional

response of the building. The main objective was to

provide a "collapse prevention" performance goal

during a 475-year return event. Nonlinear fluid

viscous dampers were placed at the first story level to

reduce the seismic demand and obtain a more

uniform response. Visco-elastic fluid viscous dampers

were strategically placed at one side of the building

to reduce the torsional irregularity of the building.

Finally, the first story interior columns supporting

the six-story portion of the building were wrapped

with a fiber-reinforced polymer composite (FRP). A

new mathematical model was prepared incorporating

the seismic upgrades, and was subjected to nonlinear

time history analyses using three sets of

twocomponent, independent acceleration histories

derived from a site-specific acceleration spectrum.

Evaluation of the analytical results of this model

showed that the story drift for the first floor was

significantly reduced, the torsional response was

nearly eliminated, and all structural members

remained elastic.

Description of Structure

The Hotel Stockton, built in 1910 as a 252-guest

room hotel, is a historic landmark building in

Stockton, California. The building, also referred to as

The Stockton, measures approximately 300 ft (91.4

m) in the E-W direction and 100 ft (30.5 m) in the

N-S direction. In elevation, it is comprised of a six-

story portion on the east side and a two-story portion

on the west side, and has a full basement. The first

story is 18 ft (5.5 m) high and the remaining floors

have a story height of 10'-3" (3.1 m). Figure 1 below

shows a south elevation of the eastern portion of the

building.

In the E-W direction, the building consists of 15

bays at approximately 20-ft (6.1-m) spacing. In the

N-S direction, there are five bays at approximately 20

ft (6.1m) per bay, see Figure 2. The structure is a

cast-in-place reinforced concrete building. Reinforced

concrete columns, beams, and shear walls comprise

the gravity and lateral load resisting system. The

basement columns are 18- and 20-in. (457 and 508

mm) square for the twostory and six-story segments

of the building, respectively. At the ground floor and

above, column sizes vary from 18-in. (457 mm)

square at the first story to 14-in. (356 mm) square at

the fifth story. There is a full 9-in. (229 mm) thick

concrete perimeter wall between the basement and

the first floor, and there are numerous 6-in. (152

mm) thick concrete walls between the floors above

the second floor. However, there are no structural

walls between the ground and the second floor levels.

Typical floors consist of 4-in. (102 mm) concrete slabs

with a 2-in. (51 mm) topping slab supported by EW

concrete beams, and N-S concrete girders.

Although the as-built plans of the structure are

not available, field investigations have shown that the

columns typically have four and eight longitudinal

reinforcing bars around the perimeter of columns at

the two-story and six-story segments, respectively.

Typical minimum concrete cover for the

reinforcement is approximately 2 ½ to 3 in. (64 to 76

mm). The groundto- first story columns have eight

1-in (25 mm) square bars. Typical transverse ties

consist of 1/8-in (3.2 mm) thick by 1-in (25 mm)

wide bars at 8 in. (203 mm) spacing.

Analytical Model of Existing Structure


Figure 2: Plan View at 2nd Floor

www.masterbuilder.co.in | The Masterbuilder - April 2011 47

The computer program ETABS (CSI 2001) was

used to prepare a mathematical model of the

building, see Figure 3 for a schematic of the model.

Key features of the mathematical model are

summarized below. o Material properties. A concrete

compressive strength of 3 ksi was used. This value is

consistent for concrete strength of buildings

constructed in the early part of the last century

(FEMA 273), and corresponds to the values obtained

from field investigations. Tensile testing of sample

reinforcement indicated yield and tensile strengths of

approximately 65 and 72 ksi (450 and 500 MPa),

respectively. Field studies indicated that the column

longitudinal reinforcement splice lengths varied from

26 to 28 inches (660 to 711 mm) for 1-in (25 mm)

square bars. Therefore, the yield properties of the

longitudinal bars were reduced to 42 ksi (290 MPa),

per FEMA 273. A yield value of 36 ksi (250 MPa)

was used for the column ties.

Ø Frame elements. All columns were modeled as

square sections with longitudinal bars in a circular

pattern. Girders and beams were modeled as

rectangular sections with the section depth

measured from the top of the topping slab. T-

beam action from the floor slab was neglected. All

dimensions were specified as centerline-to-

centerline - (i.e. no rigid end offsets were

specified). The perimeter basement walls and wall

segments between the floors were modeled as

shell elements. Similarly, the floor slabs at all

levels were modeled as shell elements. FEMA 273

recommends using a value of 50% of the gross

moment of inertia (Ig) for the cracked moment of

inertia (Icr) of the flexural members. This

reduction factor was applied to the beams,

columns and shearwalls.

Ø Parameters for nonlinear analysis. For this softstory

structure, the nonlinear behavior will be entirely

limited to the first story columns. As such,

nonlinear hinges were defined and placed on these

columns. To capture the complete nonlinear

response of these columns, two types of hinges

were used: shear hinges placed at mid-height of

Figure 3: Schematic of The Mathematical Model of The Building

the columns, and biaxial-force (PMM) hinges near

the top and bottom of the columns. The location

of the PMM hinges was determined by assuming

that the plastic hinges would form at a distance of

2b/3 (where "b" equals the width of the column)

from the top and bottom of column-to-floor

connections. For the PMM hinges, interaction

curves based on ACI 318-99 were used to

determine the axial forcebiaxial moment yield

surface. For the nonlinear analysis, the column

plastic hinge properties are a function of column

slenderness, transverse reinforcement (size,

spacing, and anchorage), and axial and shear

demand. For the columns under consideration,

the axial force ranges between 10-15 percent of

the nominal compressive strength, and flexure is

the controlling response. The shear force is less

than three times the nominal shear strength, and

the columns have poor confinement (transverse

reinforcement). Since the lap splices for the

longitudinal reinforcement are not fully

developed, sudden strength degradation may

occur after the onset of the nonlinear behavior.

Therefore, hinge formation (yielding) should be

Figure 4: Response Spectra



avoided, and subject columns should remain elastic.

Ø Gravity loading. Gravity loads used in the model

consisted of the self-weight of the structure, 0.02

ksf (0.96 kPa) for partitions, 0.025 ksf (1.20 kPa)

for weight of the 2-in. (50-cm) topping slab, and

0.005 ksf (2.40 ksf) for miscellaneous (e.g., fans,

vents, plaster). Live loads consisted of typical code

prescribed floor loads.

Ø Inertial mass. The mass of the structure consisted

Figure 5: Acceleration Record & Spectrum

of all structure dead loads and one half of the

partition loads. The code-mandated 5-percent

eccentricity was achieved by offsetting the floor

mass. The total inertial weight (mass) of the

structure is approximately 14,000 kips (64,050

kN).

Earthquake Histories

Site investigations were used to determine the

sitespecific acceleration spectra. The Design Basis

Earthquake (DBE) spectra (10% probability of

exceedence in 50 years) used for the studies presented

herein is shown in Figure 4. In the same plot, the

response spectrum for the Maximum ConsideredMode

1

2

3

Period (sec)

1.2

1.0

0.9

Principal direction

Transverse (N-S)

Longitudinal (E-W)

Torsion

Earthquake (MCE) (2% probability of exceedence in

50 years) is also shown. Three sets of time histories

were prepared by J. P. Singh (Singh 2002) by

matching the response spectra derived from the

horizontal components of each of the three recorded

earthquake records to the target spectra, and then

base-line correcting in the time domain. The records

were derived from the 1989 Loma Prieta earthquake

(0- and 90-degree components recorded at Agnews,

0- and 90-degree components recorded at Gilroy, and

270- and 360-degree components recorded at San

Marino). Figure 5 shows the DBE acceleration record

and the computed acceleration spectrum for the

xcomponent of the Agnews record. The y-component

of this record and the x- and y-components of the

other two records have similar acceleration spectra.

Analytical results of the existing b building

Dynamic analysis. A modal analysis of the

building was conducted to determine the

fundamental period and mode shapes of the

structure. Table 1 summarizes the results for the first

three modes obtained. The first two mode shapes of

the building are shown in Figure 6a and 6b. It is

noted that the response is that of a soft-story

structure with nearly all the deformation

concentrated in the first story columns.

Figure 7 shows the deformed shape of the second

floor in plan for the first mode. It is noted that due to

the lack of symmetry in the N-S direction, there is a

large torsional component to this mode. In particular,

the largest deformation occurs at the far right (east)

side of the building. This torsional response will place

additional demand on the columns at this side of the

structure.

Nonlinear pushover analysis. To asses the

Table 1

Figure 6: Modes 1 & 2 (Elevations)

Figure 7: Mode 1 (Plan)


Don Construction Chemicals India Ltd


performance of the building to seismic loading, a

nonlinear static analysis was conducted. The

structure was initially loaded to a gravity loading

equal to 110% of the dead load and 27.5% of the

unreduced live load. Next, step-by-step lateral

loading in the x- and y- directions were applied to

the structure. Two separate and independent lateral

load patterns were considered: (1) a force pattern

matching the mode shapes with 100% and 30%

loading in each direction and (2) uniform force

pattern with 100% and 30% loading in each

direction. for the governing load case, the demand

and capacity curves do not intersect. Therefore,

collapse of the structure is predicted.

Two particular events of interest were studied: (1)

when does the first plastic hinge form in each

direction, and (2) what is the ultimate configuration

of the plastic hinge? (The plastic hinges are identified

by circles on the columns.) The displaced shape of

the structure at the formation of the first column

plastic hinge is shown in Figure 8. The frame

elevation on the left corresponds to the formation of

the first plastic hinge when the structure is pushed

along the longitudal-direction. This yielding response

occurs at a displacement of 0.84 in. (21 mm),

measured at the second floor level. The frame

elevation on the right corresponds to the formation of

the first plastic hinge when the structure is pushed

along the transverse-direction. This yielding response

occurs at a displacement of 1.44 in. (37 mm),

measured at the right (east) side of the second floor

level. In summary, as long as the second floor

displacements are limited to the values specified

above, it is expected that the column response for the

critical first story columns will remain in the elastic

range.

The displaced structure at a story displacement of

1.5 in. (38 mm) for loading along the longitudinal-

axis (Figure 9a), and 2.5 in. (64 mm) for loading

along the Transverse-axis are shown (Figure 9b).

Note that many of the first story columns have

formed plastic hinges atthe top and bottom. The

soft-story behavior of the building is made clear in

the figures; all the floors above the second floor have

a nearly rigid behavior, while the first story columns

experience substantial deformation.

Figure 10 shows the second floor plan view of the

structure at the deformation level of 2.5 in. (64 mm)

as the structure is pushed in the transverse-direction.

It is noted that all the nonlinear behavior is

concentrated at or close to the right (east) side of the

building. As previously noted, the building is

torsionally irregular in the transverse direction.

Linear time history analyses. To investigate the

performance of the building during a 475-year return

Figure 11: Displacement History of Existing Structure (Linear Model)

event (DBE), the structure was subjected to

acceleration time histories. Study of the three

motions revealed that the San Marino record

produced the most severe test for the structure (i.e.,

the largest values of column stress and story drift). As

such, this record will be used for the remainder of

this paper for comparison purposes.

The three dimensional linear model was subjected

to this accelerogram. Figure 11 shows the second

floor displacements as measured at the lower-right


Figure 9a & 9b: Progressive Hinge Formation (elevations)

Figure 10: Progressive Hinge Formation (Plan)


(S.E.) corner of the building. Using equal

displacement assumption, a comparison of the time

history response of the existing building with that of

the nonlinear pushover analysis indicates that the

story drifts will cause significant plastic rotation in

the hinge regions of the columns, and cause probable

collapse of the building. Performance Goal. Since this

is a voluntary seismic upgrade, the focus of the

seismic rehabilitation is to address the major

deficiencies of the structure, namely, the soft-story

and torsional response of the building. The retrofit

will limit the response of the structure to linear

elastic behavior; that is, limiting the maximum xand

y-components of the second floor displacement to

0.85 in. (22 mm) and 1.44 in. (37 mm), respectively.

This will give an adequate level of confidence against

collapse of the structure. The main performance goal

is to provide a cost-effective "collapse prevention"

performance upgrade during a 475-year return event

(DBE).

Retrofit method

To meet the selected performance goals for the

upgrade of this structure, a retrofit approach

combining several state-of-the-art strategies was

utilized.

Ø Reduce the soft-weak story effects by increasing

the effective damping of the structure. This

objective was achieved by employing Fluid

Viscous Dampers (FVD) at the first floor.

Ø Reduce the torsional response of the building

without increasing acceleration demand of the

super structure. This was achieved by adding fluid

viscoelastic dampers at the east side of the

structure.

Ø Provide a more redundant story shear capacity in

the upper floor transverse direction. In the

transverse direction, the building has structural

walls at the exterior walls only. Therefore, wood

shear walls were added for the upper six story

portion of the building. These walls will act in a

fashion analogous to cross-walls in an

unreinforced masonry (URM) bearing wall

building.

Ø Provide redundancy for the gravity load-carrying

capacity of the columns along the right (east) side

of the structure. Addition of steel columns for the

FVD braces adjacent to all the columns along this

gridline met this goal.

Ø Increase ductility of all the interior first story

columns for the 6-story segment of the building.

To meet this criterion, fiber-reinforced polymer

composite (FRP) was wrapped around the hinge

regions (top and bottom) of the columns.

Device

FVD

FVED

No.

16

4

DBE Capacity,

kip (kN)

210 (934)

300 (1334)

c, k-sec/in

(kNsec/ mm)

100 (35)

125 (44)

0.5

0.5

K, k/in

(kN/mm)

100 (35)

125 (44)

Table 2: Damper Properties

Structural upgrade

FVDs have been extensively researched

(Constantinou and Symans, 1992) and implemented

Figure 12: Damper Frame Elevation

in the upgrade of many structures, including the

seismic retrofit of the historic Hotel Woodland

(Miyamoto and Scholl 1996). FVDs provide an

economical way of improving the structural response

without losing any floor space. This was the chosen

seismic improvement method for this building for

two reasons: (1) it reduces the second floor



displacement by increasing viscous damping, and (2)

it reduces the seismic demand of the superstructure.

Damper selection. FVDs were strategically placed

in the structure to optimize their effectiveness

without blocking access to the architecturally

sensitive areas of the ground floor. A total of 20

damper bays were utilized. Initially, only linear fluid

viscous dampers were considered for the upgrade,

however, this approach necessitated using relatively

large devices to meet the performance criteria. In

addition, this did not address the torsional

irregularity of the building. To mitigate these

problems, two types of devices were utilized:

nonlinear fluid viscous dampers were used in 16

braced bays, and a combination of nonlinear fluid

viscous dampers in parallel with elastic elements

(herein referred to as fluid visco-elastic dampers, or

FVEDs) was utilized in four braced bays. The table

below summarizes the pertinent properties of the

devices.

Additional columns at either end of the diagonal

devices will prevent the transfer of the damper forces

to the existing building columns. Figure 12 shows a

typical damper frame elevation.

Fluid Visco-Elastic Damper

A combination of fluid viscous dampers and

Figure 13: FVED & FVD Devices

polyurethane elastomers have been successfully used

in the aerospace industry. The mechanical

characteristics of this elastomer are as follows:

(Gallagher Corporation, 2002)

Ø Urethane Elastomers provides consistent

mechanical properties through a temperature

range of 0ºF to 225ºF (-18ºC to 107ºC).

Ø Urethane exhibits compressive capacity of 80 ksi

(552 MPa) without molecular damage and

Figure 14: Displacement History of Damped Structure

elasticity.

Ø Aging under static stress has no effect on

mechanical properties if protected from ultraviolet

light.


Ø Flame resistance is sufficient to meet

Federal Aerospace Regulation 25.853B.

See Figure 13 for FVED and FVD

construction. Prototype testing per FEMA

273 will be conducted to verify response

and durability.

Response of the retrofitted structure

To assess the effectiveness of the proposed

building upgrade, nonlinear time history

analyses of the structure incorporating the

dampers were performed. The mathematical

model of the existing building was modified

by adding the sixteen FVDs and the four

FVEDs. Two time history cases were

considered. In one case, the mathematical

model was preloaded by a static load equal to

90% of the total dead load prior to being

subjected to the lateral accelerations. In the

Cipy Polyurethanes Pvt.Ltd


second case, the preload equaled 110% of the dead

load and 27.5% of the unreduced live load. The

envelope of response quantities was then obtained by

selecting the maximum values from the two load

cases.

Response evaluation. To evaluate the seismic

response of the upgraded structure, the displacement

response of the second floor was examined and a

stress check of all first story columns was performed.

Figure 14 shows the second floor displacement

responses for the lower-right (S.E.) corner. It is noted

that the maximum computed displacements are

approximately 0.56 in. (14 mm) and 0.85 in. (22

mm) in the longitudal transverse directions,

respectively, which is well below their target values.

This corresponds to story drift ratios of

approximately 0.003 and 0.004, respectively. A

comparison of the displacement response for the

original structure and this figure shows that the

maximum response was reduced by more than a

factor of five by the addition of FVD and FVED

elements.

Finally, the computed axial force in the columns

was examined. No net axial tension was found in the

existing columns. The maximum force in the FVD

was less than 200 kips (890 kN). As such, the 200-

kip (890 kN) dampers used are adequate for these 16

damper bays. Figure 15 depicts the response of a

typical FVED. It is noted that the maximum damper

and spring forces are approximately 250 kips (1112

Figure 15: Typical FVED response

kN) and 90 kips (400 kN), respectively.

Spectra acceleration of this structure

was 0.17g.

Conclusion

Analytical studies of the Hotel

Stockton revealed that the structure

would not be able to withstand the

seismic loading resulting from the

anticipated site-specific earthquakes. To

mitigate this seismic deficiency, the

structure was upgraded with a

combination of sixteen nonlinear fluid

viscous dampers, four nonlinear fluid

visco-elastic dampers, and fiber


reinforced polymer wrap at selected columns. The

analytical studies predict that the retrofitted

structure will have a significantly improved

performance when compared to the existing

structure. In particular, the upgrade will limit the

response of the existing members to the linear range

by limiting the expected seismic demand on the

structure. This upgrade will reduce the risk of

building collapse. Total seismic upgrade cost was

$1.3 million ($9/ft2, $96/m2), which was about 5%

of total construction budget ($24 million, $165/ft2,

$1780/m2).

References

Ø Computer and Structures, Inc., 2002, "ETABS 7.2.2, Linear and

nonlinear static and dynamic analysis and design of building

systems," Berkeley, CA

Ø FEMA 273, October 1997, "NEHRP Guidelines for the Seismic

Rehabilitation of Buildings," Building Seismic Safety Council,

Washington, D.C.

Ø Miyamoto, H.K. and Scholl, 2002, "Seismic Rehabilitation of an

Historic Non-Ductile Soft-Story Concrete Structure using Fluid

Viscous Dampers," Proceedings of the 11th World Conference

on Earthquake Engineering

Ø Constantinou, M. and Symans, M., 1992, "Experimental &

Analytical Investigation of Seismic Response of Structures with

Supplemental Fluid Viscous Dampers," State University Of

New York at Buffalo, Buffalo, New York, NCEER-92-0032

Ø Sing, 2002, Site Specific Time Histories for Hotel Stockton,

Richmond, CA

Ø Gallagher Corporation, 2002, "The Engineering Properties of

Urethane Elastomers," Gurnee, IL

Savcor


Corrosion Resistance: Marine Structures

Design Considerations forDurability of ReinforcedConcrete Structures inMarine Environments

Design Considerations forDurability of ReinforcedConcrete Structures inMarine Environments

Atef CheaitaniChief Technology Officer Savcor Group LtdSydney, Australia

M N RameshChief Executive OfficerSavcor India Private Limited, Bangalore, India

In recent years, durability requirements are often

specified for new reinforced concrete structures

especially for those to be built in marine

environments. It is evident today that the use of high

performance concrete, good concrete cover, corrosion

inhibitors and protective coating is not sufficient to

provide corrosion prevention for reinforced concrete

structures in severe conditions of marine

environments. Various corrosion prevention measures

such as the use of corrosion resistant reinforcement

and cathodic prevention have been used in the past

20 years to reduce the corrosion of reinforcement for

new reinforced concrete structures in marine

environments. This paper will provide a brief review

of these measures and highlight their applicability

under various circumstances.

Reinforced concrete is a composite material that

relies on the high compressive strength of concrete

and the high tensile strength of steel for its

mechanical performance. Steel has poor corrosion

resistance and concrete has good anti-corrosion

properties. The hydration process of concrete leads to

the formation of hydroxides which raises the pH level

of the cement to around 12.5 and provides a stable

means that the electrochemical potential of the steel

locally becomes more negative and forms anodic

areas, while the other portions of the steel which have

the passive layer intact will act as catchment areas for

oxygen and will form cathodic areas.

In spite of the development of high performance

concrete from the early 1970s until today, it is

evident that the application of high performance

concrete in conjunction with measures such as

protective coating, thick concrete cover and corrosion

inhibitors is not necessarily good enough for ensuring

high durability of concrete structures in marine

environments. For this reason, various corrosion

prevention measures have been used and specified for

new reinforced concrete structures to be built in

marine environments. This paper will provide an

overall review of these measures.

Corrosion Prevention Measures

Corrosion prevention measures in vogue include:

modifying the concrete mix design to decrease

concrete permeability and provide an adequate cover

to reinforcement; coating application to limit

Fig.1. Mechanism of chloride induced corrosion

oxide layer on the steel surface, which

prevents the anodic dissolution of the

steel. Reinforced concrete failure is caused

by the corrosion of the steel reinforcing

bars as a result of the destabilisation of the

oxide layer. When the passivity of the

steel partly or completely breaks down,

either as result of carbonation or

chlorides, the corrosion will start. This

Atef Cheaitani M N Ramesh


chloride ingress into the concrete; use of corrosion-

resistant reinforcement; addition of inhibitors to the

fresh concrete; and cathodic prevention by impressed

current.

Mix design, concrete cover and coating

application

The quality of concrete is of major importance in

determining the durability of reinforced concrete

structures. Although concrete is a dense material, it

contains pores and many of these pores are

interconnected to form a network of channels that

allow water and oxygen, both important to steel

corrosion, to penetrate into the concrete. For this

reason, a low water/cement ratio will lead to either a

lower number of pores or smaller pores in the

concrete, both of which can lead to a reduction of

concrete permeability and to conductivity of the

concrete. In addition to selecting a lower cement

ratio in the concrete, the selection of the cement type

and the addition of mineral admixtures such as silica

flume, fly ash and slag will play a significant role in

reducing the corrosion rate of reinforcement in

concrete.

An adequate layer of concrete to the first layer of

reinforcing steel may under some circumstances,

delay the ingress of chloride ions. The adequate

depth of concrete cover is normally stated in various

standards, subject to the exposure condition of the

structure. The minimum depth of concrete cover

must be adjusted to allow for tolerances caused by

construction practices.

For dense, high quality concrete with adequate

concrete cover, carbonation induced corrosion of the

embedded steel is not considered to represent a major

problem, however, for concrete structures in marine

environments, regardless of the quality of concrete

and the thickness of the concrete cover, it appears

that it is only a matter of time before detrimental

amounts of chloride reach the embedded steel

through the concrete covers or concrete cracks and

cause reinforcement corrosion and concrete spalling.

The penetration of chloride takes place through

uncracked concrete mainly by capillary absorption

and diffusion. When a relatively dry concrete is

exposed to salt water, the concrete will absorb the

salt water relatively fast and wetting and drying of

the concrete especially in tidal zones can accelerate

the accumulation of high concentration of salt in the

concrete. Furthermore, similar areas of concrete with

similar exposure conditions will have variation in the

concrete deterioration process as it is very difficult to

ensure homogeneity of concrete after being placed.

In certain applications where a 100 year design

life requirement is specified for structures located in

marine environments, the use of various chloride

diffusion modelling, carbonation modelling and

durability assessment of other deterioration

mechanisms may lead to the theoretical development

of concrete mixes and design covers that may provide

theoretically a 100 year design life. Typical concrete

used for such applications is 50MPa compressive

strength concrete with, for example, a binder

combination of 52% Shrinkage Limited (SL) cement,

25% fly ash, 23% blast furnace slag, 600Kg/m3

cement content, 0.38 W/C ratio, 75 mm concrete

cover and 500 microstrain drying shrinkage at 56

days. There is no doubt, that the use of such concrete

will lead to a substantial increase in the design life of

a structure in a harsh marine environment, however

there are many other factors that could not be

considered in the modelling process, such as concrete

cracking; wetting and drying effect in accelerating

the rate of chloride penetration; early-age exposure

to seawater before the concrete has gained sufficient

maturity and density; high temperatures during

concrete placement; homogeneity of the concrete;

workmanship problems especially in relation to

concrete cover; and finally, the nature of the

formation of the corrosion cell due to chloride ingress

within the structure which only requires ingress of

chloride to the steel level at various crack locations to

start the development of unlimited numbers of

corrosion cells within the concrete itself.

Coating the external surfaces of concrete may in

some circumstances, assist in delaying the onset of

reinforcement corrosion. In a marine environment,

especially in the tidal and splash areas, it is unlikely

that such a measure will be effective in preventing

reinforcement corrosion.



Corrosion resistant reinforcement

The final and most important line of defence

against corrosion is the reinforcing steel. As a

measure for preventing the corrosion of steel in

building concrete, various types of corrosion resistant

reinforcement have been used in the past.

Epoxy coated reinforcement

Epoxy coated rebars are carbon steel coated with

stable organic coatings (epoxies) to serve as a barrier

for isolating the steel from moisture, chloride ions

and oxygen to prevent corrosion.

Epoxy coated rebars were introduced in the mid

1970s in the United States as means of extending the

useful life of reinforced concrete bridge components

by minimising concrete deterioration caused by

corrosion of the reinforcing steel. The epoxy coatings

are intended to prevent moisture and chlorides from

reaching the steel.

There are various documentations regarding this

subject with some of the documents showing

favourable performance of epoxy coated rebars

especially when used in areas of low corrosion risk.

When epoxy coated rebars have been used in

substructures that are exposed to a severely corrosive

environment, the epoxy coated rebars did not

perform well. Significant premature corrosion of the

epoxy coated rebars was observed in many structures

after 5-10 years from the date of construction.

The main reasons for the failure of the epoxy

coated rebars are:

� Under-film corrosion because of the migration of

water, oxygen and chlorides through the concrete

and epoxy to the steel surface;

� Wet adhesion loss resulting in the separation of

the coating from the substrate; and

� Disbondment of the epoxy coating from the

reinforcing steel which starts at coating defects.

It is the authors' opinion that the use of epoxy

coated rebars for corrosion prevention should not be

considered under any circumstances. In areas of low

corrosion risk, the use of carbon steel with high

performance concrete and good concrete cover is

sufficient to prevent any corrosion from occurring. If

the oxide layer which forms around the steel is not

damaged due to carbonation or chloride ingress,

there should be no issues with corrosion. For the

areas of high corrosion risk in marine environments,

the use of epoxy coated rebars will not under any

circumstances provide the adequate corrosion

prevention to extend the life of the structure.

Galvanised steel reinforcement

Steel reinforcing bars can be protected with a

coating applied by dipping properly prepared steel

bars into a molten bath of zinc.

Hot-dipped galvanised coatings for reinforcing

bars have been used over the last fifty years in many

countries to improve the service life of concrete

structures.

Galvanising constitutes a means to extend the

service life of rebars in concrete structures that will

be subjected to carbonation. A substantial increase of

the service life of the structure can be achieved by

using galvanised steel.

For marine structures, where the primary

problem is chloride-induced corrosion, the increase in

service life could be too short to justify the extra cost

required for the use of galvanised reinforcement.

Rapid corrosion will occur when galvanised and black

steel is used in the same structure and is electrically

connected in chloride-contaminated structures.

Stainless steel reinforcement

The term stainless steel refers to a group of

corrosion resistant steels containing a minimum of

12% chromium. Various alloying additions (nickel,

titanium, nitrogen.etc) can be added to provide

different mechanical and corrosion properties. The

use of stainless steel in concrete is related to its

capacity to resist corrosion in chloride-contaminated

structures.

Stainless steel reinforcement has been used in

various countries in structures that are located in

aggressive environments. Stainless steel has been

used in construction joints or critical gaps between


Cico Technologies Ltd


columns and decks. There are no extensive

performance data available from long-term use of

stainless steel as reinforcement in concrete.

Because of the very high cost of stainless steel

reinforcement, it is not likely that the entire

reinforcement for a large marine structure would be

made from stainless steel. A more likely use of

stainless steel would be for the outer rebar layer of a

reinforced concrete element in the tidal/splash zone.

Galvanic corrosion in this case between stainless steel

and carbon steel should be investigated.

Corrosion inhibitors

Corrosion inhibitors are chemicals that can be

added to the concrete to decrease the corrosion rate.

The inhibitors can be subdivided into three

categories, anodic inhibitors, which are used to

reduce the anodic reaction rate, cathodic inhibitors,

which are used to reduce the cathodic reaction rate,

and mixed inhibitors which are used to reduce

cathodic and anodic reaction rates.

The inhibitors are used as a preventive measure

for new reinforced concrete structures in aggressive

environments with a known future risk of chloride-

induced corrosion. Corrosion inhibitors are marketed

separately as admixtures or they are present in the

repair product used for conventional patch repair.

There are various questions in relation to the

application of corrosion inhibitors as admixtures to

reinforced concrete. Some of these questions are

related to the long-term experience with corrosion

inhibitors, the effect of corrosion inhibitors on

concrete properties, the acceleration of corrosion

when the corrosion inhibitors are used with

inadequate dosage, and other issues related to the

leaching out and evaporation of the inhibitors from

the concrete.

In general, it appears that if inhibitors are used in

suitable concentration, they may delay the initiation

of corrosion, however there is no established evidence

that the commercial inhibitors available at present

are able to reduce the corrosion rate after the

initiation of corrosion.

Cathodic prevention

Steel embedded in alkaline-free chloride concrete

is in the passive condition. This passivity breaks

down when the level of chloride content exceeds the

threshold and pitting corrosion can initiate.

Cathodic prevention is an electrochemical

technique that involves the application of a small

electrical current using anodes that have been

embedded in the concrete during construction. This

system can be applied to an entire structure or to

selected elements of a structure with the aim of

preventing reinforcement corrosion when chloride

penetration from the environment takes place during

the service life of the structure. The basic philosophy

of cathodic prevention is that a much smaller

cathodic prevention current is required to prevent

pitting corrosion compared to a higher currentrequirement to suppress ongoing corrosion.

The cost of the application of cathodic

prevention is substantially lower than the

cost of the application of cathodic

protection.

The conditions for pitting initiation and

propagation were pointed out by Pourbaix

who during the 1970s introduced the

concept of "imperfect passivity" and "perfect

passivity" intervals. The different domain of

potentials is shown below. As can be seen

from the graph, for cathodic prevention, a

modest lowering of the steel potential can

produce a significant increase in the critical


Lipi Polymers Pvt.Ltd

RAnand

Text Box


chloride level. The free corrosion potential of steel

ranges from -200mV to 0mV versus saturated

calomel electrode (SCE). Pitting corrosion can take

place if the chloride level exceeds 0.4%w/w cement.

If a cathodic prevention current is applied to steel

in chloride-free concrete, this will allow the steel to

remain passive even when the chloride reaches a

considerably high content. The cathodic prevention

current produces hydroxide ions at the steel surface

and causes the chloride ions to move toward the

anode away from the steel.

When cathodic prevention is applied, the

initiation of a new pit is prevented but pitting can

propagate. For this reason cathodic prevention has to

be applied before corrosion initiates and must be

maintained throughout the service life of the

structure. If pitting corrosion has initiated, the

current capacity typical for cathodic prevention will

no longer be sufficient and cathodic protection

current would be required.

Graph showing: cathodic prevention (1-2-3-);

cathodic protection restoring passivity (1-4-5-); and

cathodic protection reducing corrosion rate (1-4-6-)

The use of cathodic prevention for prestressed

steel will eliminate the risk of hydrogen evolution

because a lower current is required to prevent the

initiation of pitting corrosion. A typical operating

current for cathodic prevention ranges from 1-2mA/

m² of steel. The cathodic prevention design current

density is normally 10mA/m² of steel surface. The

design for a cathodic prevention system, system

monitoring and operation is similar to cathodic

protection. The main difference is related to the

lower current density requirement and the ease of

installation during construction.

Conclusion

In order to improve the corrosion resistance of

reinforced concrete structures to be built in marine

environments, it is essential to undertake durability

assessment, durability design and durability planning

as a part of the design phase and construction phase

in order to minimise the risk of long term

deterioration of the structure.

For any structure located in a marine

environment, the exposure conditions should be

established and the elements of the structure should

be classified based on corrosion risk.

It is the authors' opinion that for any elements of

the structure that are classified in the low corrosion

risk category, a combination of the use of high

performance concrete, good concrete cover and

external coating can be used to ensure long term

durability of the structure and to increase its life with

minimal maintenance.

For any elements of the structure that are

classified as high corrosion risk areas, such as the

tidal and splash zones, the only economically viable

option that can be considered is the use of high

performance concrete combined with the use of good

concrete cover and the installation of a cathodic

prevention system. It is important to note that any

cathodic prevention system should be maintained for

the life of the structure as an integral part of the

maintenance program of the structure.

The use of a suitable type stainless steel

reinforcement can also be considered to improve the

corrosion resistance of reinforcement. However, this

should only be considered only if stainless steel is

used for the entire structure and no stainless steel is

used in conjunction with carbon steel in order to

avoid potential galvanic corrosion problems.

References

� Tettamanti, M., Rossini A., and Cheaitani, A., "CathodicPrevention and Cathodic Protection of New and Existing

� Concrete Elements at the Sydney Opera House", Corrosion/97,Paper No.255, NACE, 1997.

� Cheaitani, A., "Corrosion Prevention for Marine Structures",Coast and Ports Australasian Conference 2003, New Zealand.

� Cheaitani, A., Karajayli, P., and Chun-Ni, J., "Application ofCathodic Prevention to Sea Cliff Bridge, Lawrence HargraveDrive", Corrosion & Prevention 2006, Paper 006.

� Cheaitani, A., Pedeferri, P., Bazzoni, B., Karajayli, P., and Dick,R., "Performance of cathodic

� prevention system of Sydney Opera House underbroadwalkafter 10 years of operation", Paper No. 06342, NACE 2006.

� Zhou,H., and Cheaitani, A., "Corrosion prevention of newreinforced concrete structures", Chengdu Conference, China

2006.


Chetra Machinery India Pvt.Ltd


Polymer modification of cement paste increases

the tensile and flexural strength of mortars and

concrete and reduces their brittle nature. Since

the polymer-modified cement is a composite of two

entirely different types of materials, the

characteristics of the key components, cement and

polymer, will be briefly described. Classification of

the polymers used in modification is followed by a

description of the main characteristics of flexible

polymer-modified cement composites and their

applications in concrete repair.

Portland cement based concrete and mortar are

among the most widely used construction materials.

Low cost, high stiffness, high compressive strength,

non-flammability and ease of fabrication are the most

obvious advantages of concrete, whilst low tensile

strength, brittleness and, to some extent, long term

durability represent its most serious limitations.

Reinforcing the concrete with steel provides the

necessary tensile strength and the incorporation of

Repair : Polymer Modification

fibres increases its toughness (resistance to crack

propagation). Polymer modification of cement paste

increases its tensile and flexural strength and reduces

its brittle nature by increasing toughness of mortars

and concrete. In this presentation we will briefly

review the field of polymer modified concrete and

mortars. Since the polymer modified cement is a

composite of two entirely different types of materials,

the characteristics of the key components, cement

and polymer, will be briefly described. Classification

of the polymers used in modification is followed by a

description of the main characteristics of polymer-

modified cements and their applications in concrete

repair. The presentation will then describe

performance characteristic and applications of novel

highly flexible, polymer modified cement composites.

We will conclude by showing that future use of

polymer modified cement composites will likely be in

the area of durability and performance improvements

of cement materials applied in thin sections.



Table 1. The basic characteristics of polymer and hydrated Portland

cement paste.

Polymer

Organic

Low modulus of elasticity

High tensile strength

High elongation

High fracture toughness

Temperature sensitive

Hydrated Cement Paste

Inorganic

High modulus of elasticity

Low tensile strength

Low elongation

Low fracture toughness

Temperature insensitive

Brief History

The ancient history of using natural polymers

including asphalt to modify lime and clay mortars

goes back to the Babylonians, Egyptians and ancient

India. Europeans in the Middle Ages knew how to

use ox blood and egg white to increase the toughness

and durability of lime mortars. The modern history

of man-made modifiers starts in the late fifties with

the development of butadiene styrene,

polychloroprene and acrylic latex and their use in

modifying mortars and concrete. The main

application of latex polymer modified cements at that

time was in concrete repair. The use of polymers in

the fabrication of bridge and parking garage overlays

was developed in the USA and Canada in the early

seventies. The function of the polymer was mainly to

reduce concrete permeability and to increase

resistance to chloride penetration, toughness and

adhesion. Dry polymer modifiers, so called

redispersable powders, based on ethyl-vinyl acetate

(EVA), polyvinyl acetate-vinyl carboxylate, (VA/

VeovVa), acrylics, styrene-acrylics and others were

introduced in the early eighties. Dry polymer

modifiers allow the formulation of one-component

systems. Initially dry polymer modifiers were inferior

in many aspects to polymer emulsion (latex) but

more recently the dry polymers are becoming as

effective as their chemical equivalents in the latex

form.

Classification

Polymer modified Portland cement paste is a

composite material consisting of an inorganic cement

paste and polymer. Each material is different and it is

beyond the scope of this presentation to discuss the

individual characteristics of these two components.

We will only define Portland Cement, Polymer and

Composite Material (Encyclopedia Britannica).

"Portland cement is a binding material in the form

of a finely ground powder, usually gray, that is

manufactured by burning and grinding a mixture of

limestone and clay or limestone and shale. When

mixed with water, the anhydrous calcium silicates

and other constituents in the Portland cement react

chemically with the water, combining with it

(hydration) and decomposing in it (hydrolysis),

hardening and developing strength".

"Polymer is any of class of natural or synthetic

substances composed of very large molecules, called

macro-molecules, that are multiples of chemical units

called monomers".

"Composite Material is a solid material that

results when two or more different substances, each

with its own characteristics, are combined to create a

new substance whose properties are superior to those

of the original"

For the purpose of this paper we are using the

word "cement" to describe "mortars" based on

Portland cement binder, but the word "cement" does

not exclude other cement binders and pozzolanic or

other inorganic admixtures, that can be used as part

of the mortar composition. The performance

characteristics of polymer-modified cement are

controlled by the characteristics of its individual

components. The main characteristics of hydrated

Portland cement paste and polymer are summarized

in Table 1.

The type of cement, the type of polymer and their

respective quantities mainly control the properties of

polymer-cement composites. Other influences

controlling the final properties of the composite

include the type of surface-active agents used,

mixing, curing, etc. There are a large number of

polymer (monomer) types that are used in

modification of Portland cement paste. Figure 1,

(Chandra & Ohama 1994), shows the main classes of

materials available. For the purpose of this

presentation we will direct our attention primarily to

polymer latexes. These types of polymers can be

further classified by their chemical nature. Since we



Figure 2. Glass Transition Temperature (Tg) of an amorphous (non-

crystalline) polymer.

Figure 1. Classification of polymer (monomer) modifiers of cement

paste.

Table 2. Typical effects of polymer modification on perform-ance of

Portland cement mortars and concrete.

Property

Compressive strength

Tensile strength

Fracture Toughness

Adhesion

Modulus of Elasticity

Drying shrinkage

Water vapor permeability

Hydraulic permeability

Creep

CO2 permeability

Chloride penetration resistance

Chemical resistance

Effect

Decreased or increased

Increased

Increased

Increased



Decreased

Decreased

Decreased of increased

Decreased

Decreased

Increased in some chemicals

are mainly interested in flexibility of polymer cement

composites, we need to introduce the term "glass

transition temperature "Tg" of a polymer. Below the

Tg temperature, polymers exhibit "glassy" behavior

and are relatively brittle with limited flexibility. At

temperatures above Tg, the polymer is more flexible

and tough and exhibits a larger elongation in tension.

At Tg properties such as specific volume, specific

heat, dielectric coefficient, rates of gas/liquid

diffusion through the polymer and conductivity

change as shown in Figure 2.

Polymer Modification Mechanism

The mechanism of polymer modification of

Portland cement paste is complex but can be

schematically described in three separate steps:

Ø Immediately after mixing with water, the cement

paste particles start to hydrate and cement gel

begins to form on the surface of the cement

particles.

Ø The mixture of cement gel covered un-hydrated

cement particles is enveloped with a close-packed

layer of polymer particles.

Ø In the third step, the removal of water by

hydration and evaporation, the closely packed

polymer particles start forming polymer films

(membranes).

Ø Properties of Flexible Polymer Modified Cement

(FPMC)

Polymer modification of cement paste changes the

properties of mortar and concrete. These effects

depend mainly on the polymer content, expressed as

polymer/cement ratio, the type of polymer and also

the design of the mortar or concrete. Typical effects

are summarized in Table 2.

The first commercially available latex modifiers

for Portland cement exhibited Tg in the range of 10-

20 oC. This relatively high Tg of the modifier results

in an increase in the compressive, tensile and bending

strengths as well as increase adhesion and impact

strength of Portland cement based mortars and

concrete up to a certain level of polymer cement

ratio. The tensile elongation is also increased, but the

ultimate tensile strain does not increase much over

1%. The typical relationship between the polymer

content, expressed as polymer/cement ratio (meaning

the weight of polymer solids divided by the weight of

Greaves Cotton Ltd



Figure 3. Compressive and flexural strengths of polymer modi-fied

mortars vs polymer cement ratio (p/c).

Figure 4. Tensile stress/strain curves of non-reinforced and re-inforced

FPMC.

Figure 5. Compressive strength of mortars modified with polymer

latexes of varying Tg. (w/c=0.6, p/c=0.3, sand/cement ratio =2, the

control compressive strength of unmodified mortar 41.6 MPa, test

temperature 180C).

cement solids), is shown in Figure 3. The Tg of the

acrylic polymer used in the study presented in Figure

3, was +13 oC.

Tensile Properties

Decreasing the Tg of polymer modifier and

increasing the polymer content in the mortar

increases the tensile elongation. The ultimate tensile

elongation may vary anywhere from 5% to 100%

depending on the level of polymer modification, the

type of the polymer used (even for a given Tg), and

the type of mortar used. The ultimate tensile stress

may vary from 1 MPa to 6-7 MPa and more, but

typically with increasing tensile strength the tensile

elongation decreases and vice versa. The addition of

fibres or use of reinforcing fabric affects the tensile

stress/strain behaviour of flexible polymer cement

composite. Figure 4 shows the stress/strain

relationship of a non-reinforced and a polypropylene

fabric reinforced, proprietary FPMC. The addition of

short fibre reinforcement generally increases the

tensile strength but may reduce the tensile

elongation. The reinforcing fabric increases the

tensile strength properties without significantly

reducing the tensile elongation. The type of fibre or

fabric, their moduli of elasticity, fabric design and

volume fractions will affect the tensile stress/strain

behaviour of such a composite, but it is beyond the

scope of this presentation to cover this area. The

tensile stress/strain properties and other mechanical

properties of FPMC composite are affected by

temperature. With decreasing temperature the

flexibility of the FPMC composite decreases and this

decrease becomes critical around temperatures below

the Tg of the polymer used. The tensile stress/strain

behaviour is also affected by the wet or dry state of

the composite material. A non-reinforced composite

will exhibit lower ultimate tensile stress and ultimate

elongation in a wet (water saturated) state than those

of dry material. Tensile properties of flexible polymer

modified cements may decrease with time but this

decrease is also dependent on the type of exposure

such as continuous "wet", continuous "dry" or "wet

and dry". The decrease in tensile elongation is usually

accompanied by an increase in tensile strength but it

can be to some extent controlled by the formulation

of the cement mortar.

Compression properties

The compressive strength of polymer-modified



Figure 6. Crack-bridging capability of reinforced and non-reinforced

proprietary FPMC as a function of polymer content.

mortar is also affected by polymer modification.

Figure 5 shows the ultimate compressive strength

values of mortars modified with polymers of varying

Tg temperature.

Modulus of elasticity in tension

The tensile modulus of elasticity of flexible

polymer cement will vary considerably depending on

the polymer content, Tg of the polymer and the

composition of the cement matrix. Thus the moduli

of elasticity may reach values as low as 300-500 MPa

for highly flexible composites.

Crack Spanning

One of the reasons for using FPMC is their

flexibility, allowing waterproofing of concrete

structures with "moving cracks". The crack bridging

capacity of a non-reinforced and fabric reinforced

proprietary product in a thickness of 2.5 mm at

different levels of polymer modification is shown in

Figure 6.

Hydraulic Permeability

FPMC exhibit very good hydraulic

impermeability. A relatively thin layer, 1.6-2.00 mm

thick, applied to concrete will resist water head

pressure in excess of 30-40 meters on both negative

and positive sides.

Water vapor transmission

Depending on the polymer/cement ratio, type of

polymer and formulation of the modified mortar, the

FPMC will exhibit a wide range of water vapour

transmission. When expressed in terms of

permeance, a thin 2 mm layer may act as a very

efficient vapour retarder with permeance around 50-

60 ng/Pa.s.m2 (or approximately 1 perm). On the

other hand, flexible polymer modified cements can be

formulated at the same thickness of 2 mm to exhibit

permeances, in excess of 500-600 ng/Pa.s.m2, (or 10

Perms), thus providing a highly "breathable"

waterproofing and protective layer.

Carbon dioxide and chloride penetration

resistance

Data available from technical information on

commercial products show that polymer modified

cements, including flexible cements, exhibit excellent

resistance to carbon dioxide penetration and are very

effective protection for reinforced concrete structures

against carbonation and consequent corrosion of the

reinforcing steel. Similarly the resistance to chloride

penetration of these materials is also very good

(Coppola et al. 1997).

Abrasion resistance

Properly formulated FPMCs exhibit very good

abrasion resistance mainly because of their toughness.

Figure 7 shows "wet" abrasion resistance of several

materials: conventional sand cement/mortar, high Tg

polymer modified mortar, a "dry" polymer modified

proprietary repair mortar, a proprietary FPMC and a

polyurethane membrane - the type used in protection

of balconies. The Taber Abrader was used to

determine the abrasion rate and the results show that

the polymer-modified cement with low Tg is superior

to conventional and polymer modified mortars and

has similar abrasion resistance to that of polyurethane

membrane. The testing was carried out under both

dry and wet conditions. Under wet (water saturated)

conditions the abrasion is higher for all the materials

tested in very similar proportions.

Salt Scaling Resistance

The salt scaling resistance of FPMC is generally

very good, most likely due to the flexibility of the

materials.

Chemical Resistance

Due to their high polymer content, FPMC exhibit



Figure 7. Abrasion resistance of various mortars in wet state - Taber

Abrador Model # 503, abrador wheel, Calabrase H-22, mass on each

arm =500g.

a considerably higher chemical resistance, even in

acidic environments, than conventional Portland

cement mortars or concrete.

Applications of FPMC Composites

Repair of Concrete Digester Tank, Bedford, Nova

Scotia, Canada

In 1993 the concrete roof of a digester tank in

Bedford, Nova Scotia, Canada collapsed. The

concrete roof was replaced with a "gas holding" steel

roof. Over the years and due to excessive pressure the

reinforced concrete tank, which measured 10 m in

diameter and 7 m high, had developed vertical and

horizontal cracks. The repair required long term

sealing of the cracks in the reinforced concrete wall as

well as concrete protection. The designer selected

two materials for the repair: alkaline resistant glass

fibre-reinforced, micro-silica enhanced mortar as the

primary waterproofing layer and a FPMC as the

secondary waterproofing and protective layer. Tests

and practical experience with the fibre-reinforced

mortar had shown that if the crack telescoped

through the layer it would be only hairline. But since

it was difficult to accurately determine the movement

of the cracks in the reinforced concrete wall of the

tank under the fully loaded condition, it was

conceivable that the primary waterproofing layer

would develop fine through cracks due to movement

of the substrate cracks. Therefore an additional

protective coat of FPMC was applied as a secondary

waterproofing and protective layer. The high

flexibility allowed crack spanning of fine cracks and

the high polymer content provided improved

chemical resistance. After cleaning the tank by

sandblasting the vertical and horizontal cracks were

covered using a galvanized welded fabric (1.7 mm

wire diameter, 30 cm wide strip with opening 5 cm

by 2.5 cm) mechanically fastened to the concrete.

After the placement of the welded wire fabric, a 12

mm thick layer of fibre-reinforced mortar was

applied to the concrete surface of the tank. The

material was mechanically applied using the wet

process shotcrete method. The following day the

surface of the primary layer was thoroughly cleaned

with high-pressure water. Then an approximately 3

mm thick layer of FPMC was rolled on in two coats.

The waterproofing, protective system was air cured

for approximately one week before the tank was put

back into use. The performance of the repair has been

excellent. The interior of the tank was inspected in

1997, 4 years after the installation, and no leaks or

deterioration of the waterproofing system was found.

Further inspections in 2000 and 2003 also revealed

no leaking.

Municipal and Industrial Land-fill sites,

Chemical Protection of "Dry" Pre-Cast Manholes,

Brantford, Sarnia, Ontario, Canada

Extensive investigation of concrete manholes and

concrete drainage pipes of a municipal land-fill site in

Ontario using robotic TV camera investigation

showed that after 25 - 30 years of service, there is

approximately 12-15 mm deep concrete deterioration

in many areas due to chemical attack. Since the

specified design life of such structures is presently

being changed from 30 to 100 years, the design

engineers have been looking for various methods to

increase the chemical resistance of wet or dry cast

concrete pipes and manholes. The commonly used

epoxy coatings exhibit high chemical resistance but

in negative side applications where the water is also

getting behind the coating the epoxy coatings de-

bond. FPMC with a high content of a low Tg

polymer provide considerable improvement in

chemical resistance to that of Portland cement

mortar. This improvement is sufficient to increase the

service life of the pre-cast concrete components to

presently specified levels and beyond. In addition

they do not exhibit the problem of de-bonding as in

case of epoxy coatings. They are easier to apply and

less expensive than the epoxies. The dry-cast concrete

pipes were cleaned using high-pressure water. The

Terex India Pvt.Ltd



FPMC layer was applied by spraying and brushing.

A brush was used to provide a pin-hole free coating

approximately 1 mm thick. The second coat was

applied in the same manner and thickness and air-dry

cured.

Underground, reinforced concrete tanks, Port of

St. John's, Newfoundland Canada

Large volume underground reinforced concrete

tanks were built during the Second World War and

used for storage of bunker oil. In 1997 it was decided

to refurbish the tanks and use them as storage tanks

for drilling "mud" used in off shore oil drilling in

Newfoundland. The tanks had extensive cracking

but. the most serious problem was the contamination

with oil residues and an originally applied bituminous

protective coating. The surface of the concrete was

cleaned using high-pressure water with sand in

combination with industrial degreasers. The

degreasing of the surface was carried out several

times. The cracks were treated with a FPMC layer,

reinforced with approximately 15 cm wide

polypropylene reinforcing fabric. The remaining areas

were coated with a different type of FPMC designed

to provide long-term chemical resistance to the

drilling mud.

Cooling tower interior, Bishan, People's Republic

of China

The cooling towers at a thermal power plant in

Bishan, China, were built in the mid Eighties. The

original coal tar epoxy applied to the interior side of

one of the cooling tower wall had failed after

approximately 10 years of service. In 2000 the

original epoxy coating had been removed and another

epoxy coating had been applied to the interior. This

application failed completely, by severe delamination

of the epoxy, in about three to four years. In 2004 it

was decided to use FPMC as waterproofing. There

were a number of reasons for changing the widely

used very low permeability epoxy system but the

main reason was the historically poor performance of

epoxy systems in these types of applications

throughout northern China and elsewhere. A

thorough computer analysis of the moisture content

in the concrete wall, the climatic conditions and all

modes of moisture and heat transfer, showed that

having a very low water vapor transmission coating

(vapor barrier) on the interior was not necessary, since

its water vapor permeability has relatively little effect

on the overall moisture content in the concrete wall

of the cooling tower. The lower cost of the polymer-

modified cement versus the epoxy coating and the

ease of application were also important considerations

is selecting the FPMC over the epoxy. The total

interior area was approximately 8,000 m2. The most

difficult task was to remove the existing epoxy

coating since only some of the epoxy was completely

de-bonded and considerable areas of the epoxy

remaining well adhered. Rotating, mechanical, hand

held grinders were used to remove the epoxy. Due to

time and economic constraints, well-adhered epoxy

was not removed. The FPMC was brush applied in

two coats to a total thickness of 2 mm.

Conclusions

Polymer modification of mortars or concrete

increases the toughness and, to some extent, the

tensile and bending strengths of these materials. By

using a higher level of polymer modification with a

polymer exhibiting a low Tg, a high flexibility in

such composites can be achieved. The main use of

these materials is in thin section applications, in

waterproofing and protection of concrete structures.

The high flexibility allows the spanning of substrate

cracks and provides waterproofing and protection

that cannot be achieved using conventional mortars

or high Tg polymer modified mortars.

References:

Ø Chandra, S. & Ohama Y. 1994, Polymers in Concrete, Boca

Raton, CRC Press

Ø Coppola, L. at al. 1997, Properties of Polymer-Cement Coatings

for Concrete Protection, Fifth Canmet/ACI Conference,

Superplasticizers and other Chemical Admixtures in Concrete,

ACI SP - 173: 267-286

TIL Ltd


Emerging Corrosion Control Technologiesfor Repair and Rehabilitationof Concrete Structures*

Emerging Corrosion Control Technologiesfor Repair and Rehabilitationof Concrete Structures*

Dr. Qiu Jianhai, BEng PhD CEng MIMMM FICorrNACE Certified Corrosion Specialist (#5047)WebCorr Corrosion Consulting Services

Technology always advances faster than the

development of codes, specifications, and

standards. Recent innovations in materials,

processes and corrosion control technologies have

enabled designers and architects to meet

performance-based specifications at lower life cycle

cost. This paper focuses on the recent developments

and applications of state-of-the-art emerging

technologies for repair and rehabilitation of

reinforced concrete structures. These technologies

include: press-on zinc hydrogel anode CP system,

snap-on zinc mesh anode CP system, pre-packaged

zinc sacrificial anode system, conductive concrete,

electrochemical chloride extraction (CE) or

electrochemical chloride removal (ECR),

electrochemical realkalisation (ER), duplex/stainless

steels and alloys reinforcements. Most of these

emerging technologies are also increasingly used for

corrosion prevention in new concrete structures.

Some application examples are also cited to

demonstrate the potentials of these promising

technologies in the new millennium.

Primer on Concrete Corrosion

General

Reinforced concrete is the most versatile and

potentially one of the most durable materials that a

designer can choose to build almost any type of

structures. Under normal conditions, the reinforcing

steel is in a passive state - it is protected from

corrosion by a rather inert oxide film (passive film) on

its surface. The formation and the subsequent

breakdown of such an oxide film are mainly

determined by the pH and the chloride content of

the concrete. When the local environment at the

rebar/concrete interface cannot maintain the passive

state of reinforcing steel, active corrosion in either

uniform or localized form (pitting) will occur.

Because of the widespread use of reinforced concrete,

today corrosion of reinforcing steel is rapidly

becoming a major problem throughout the world.

Bridges, marine structures, buildings and other

concrete structures are being severely damaged by

corrosion.

Carbonation

Carbonation refers to the interaction of carbon

dioxide in atmosphere with the hydroxides in the

concrete. Carbonation is detrimental to the corrosion

resistance of reinforcing steel as it destroys the

passive film.

Ca(OH)2+CO

2=CaCO

3+H

2O

CaCO3+CO

2+H

2O=Ca(HCO

3)2

soluble bicarbonate

Leaching of Ca(OH)2 due to carbonation causes

the pH of the concrete to fall below 9 and this leads

to the depassivation of the reinforcing steel surface.

Chlorides

Chlorides are well known for their ability to

penetrate and destroy passive films on steels and

alloys.

Fe => Fe2+ + 2e-

FeCl2+2H

2O=2HCl + Fe(OH)

Chlorides may come from an external source such

as seawater or exist as mixed-in. The local

acidification due to the hydrolysis of metal chloride

Corrosion Control: Technologies


creates an auto-catalyzing situation for the corrosion

of steel. Chlorides either alone or combined with

carbonation are the primary cause of concrete

corrosion.

Corrosion Products

As corrosion continues, corrosion products build

up around the reinforcing steel. Corrosion products

commonly observed when concrete cores containing

corroding rebar were broken open were ferrous

hydroxide (Fe(OH)2), hydrated ferrous chloride

(FeC12H2O), and black ferrous oxide (Fe3O4).The

exact product formed depends on the availability of

oxygen, water, and chloride ion, but the result is

essentially the same. These corrosion products occupy

from 2 to 14 times the volume of the original steel,

creating an expansive force that is sufficient to cause

the concrete to crack. Propagation of the cracks leads

to staining, spalling and delamination of concrete.

Innovative Cathodic Protection Systems for

Concrete Repair and Rehabilitation

Introduction

Zinc, as a sacrificial anode, has been used to

catholically protect ship's hulls for more than a

century now. It has become a common practice to use

cathodic protection either alone or in combination

with coatings for buried pipelines, storage tanks and

offshore structures. It has been well established both

in theory and in practice that the process achieves an

immediate reduction in corrosion rate by making the

reinforcing steel the cathode, inhibiting its tendency

to oxidize. In addition, the cathodic reactions at the

steel/concrete interface increase the alkalinity (raise

the pH) by hydroxyl ion (OH-) generation and drive

chloride ions (Cl-) away from the steel as a result of

the negative charge on the ions being repelled by the

negative polarity of the reinforcement and attracted

to the positive polarity of an installed anode. Thus

Cathodic Protection of steel in concrete has always

incorporated some degree of Realkalisation (increase

in pH) and Chloride Extraction (redistribution of

chlorides). Both these processes reduce the risk of

corrosion of steel in the concrete and also achieve

further protection. Recent innovations in materials

and design have made CP, - the old remedy, ever

more attracting and promising today.

Pressure-sensitive Zinc-Hydrogel Anode

For conventional CP systems (SA or ICCP) to

function properly, it requires the presence of a

continuous conductive electrolyte between the anode

and the cathode. This is to form a closed circuit such

that the reinforcing steel is indeed made the cathode.

In areas of electrical discontinuity, reinforcing steel

would not be cathodically protected. One of the

recent innovations is the self-adhesive and conductive

zinc-hydrogel anode that provides a continuous

electrolyte contact between the anode and the

reinforcing steel embedded in the concrete structure.

The pressure-sensitive zinc-hydrogel anode is

essentially a sheet of zinc foil coated with an ionically

conductive hydrogel pressure-sensitive adhesive

(Figure 1), which serves as the electrolyte between

the anode (zinc foil) and the cathode (reinforcing steel

in concrete). The hydrogel is covered with a liner to

help protect it from contamination. At time of

installation, the protective liner is removed from the

hydrogel by hand, and the zinc-hydrogel anode is

adhered to the clean, bare concrete surface.

This zinc foil anode coated with hydrogel is

provided in roll form for coverage of the concrete

surface to be protected. The ionically conductive

hydrogel performs two functions: (1) to enable the

anode to be securely adhered to the exterior surface

of the concrete structure, and (2) to serve as a

continuous conductive electrolyte between the anode

and the concrete structure.

How It Work

As illustrated in Fig. 2, the zinc foil is applied to

the surface of structurally sound concrete structure.

The pressure sensitive adhensive (conductive

hydrogel) bridges the gap between the zinc anode

(foil in this case) and the concrete surface - making

possible the electrolyte continuity across the anode

and cathode (rebars).

The zinc foil must be electrically connected to the

rebar network by wires so that electrons can flow

through the wire from zinc (anode) to rebars

(cathode). Conventionally, current flows in the

opposite direction of electrons, i.e., from cathode to



anode. Ionic current is carried by charged species

such as Cl-, Na+, OH-, Ca2+ etc. across the

electrolyte (concrete + hydrogel). The potential of

rebar and the current flowing between the zinc foil

and the rebar can give some indication about the

degree of cathodic protection.

Why It Works

Corrosion of rebar is the process involving the

following oxidation reaction:

Fe ==> Fe2+ + 2e

A neutral iron atom lost 2 electrons and became a

positively charged ion. The tendency of a metal to

lose electrons can be considered as the tendency of

metal to corrode.

When zinc foil is applied to the concrete surface

but not connected by wire to the rebar network, the

steel rebar continues to corrode at a normal rate.

When zinc foil is electrically connected to the rebar

network, ELECTRONS flow from zinc foil into steel

rebars, thus reducing the steel's tendency to lose

electrons and hence reducing the rate of corrosion

(oxidation). This is because zinc is a much more

reactive metal than steel, it has a much greater

tendency to lose electrons than that of steel. Since

electrons carry negative charges, the accumulation of

electrons within steel rebar makes steel more

negatively charged, leading to cathodic polarisation, -

the shift of rebar potential in the negative direction.

In general, the greater the tendency for the anode to

donate electrons to the cathode, the greater the

degree of protection rendered to the "cathode" (the

steel rebar network). However, one must remember

that when an anode donates electrons to the cathode,

the anode material "sacrifices" itself. What this means

is that the useful life of the anode is both limited by

the chemical/electrochemical surface reactivity and

the amount of physical material available.

Potential Applications

The nature of the zinc hydrogel anode makes it a

perfect rehabilitation option for structures or certain

sections of structures exposed to atmospheres. The

conductive hydrogel ensures the continuity of

electrolyte across the rebar-concrete-hydrogel-anode,

and hence cathodically protects the rebar network.

Tips: It is a good idea to paint the zinc surface to

preserve the anode material by reducing corrosion of

zinc from external atmosphere.

Pre-packaged Zinc Sacrificial Anode

Conventional patch repair of corroded concrete

structures inevitably introduces "incipient anode"

effect due to the different electrochemical behavior of

the "new" and "old" rebar/cement. The newly patched

area has a higher potential than the neighboring area

(which may still be contaminated with chloride) and

is the cathode in the corrosion process, while the

rebars in the neighboring areas become the anode

and start to corrode. Conventional patch repair treats

only the symptoms not the cause and the incipient

anode effect makes this repair a never-ending process.

One innovative product that uses pre-packaged

zinc sacrificial anode (commercially known as

Fig. 1 Pressure-Sensitive Zinc-Hydrogel Anode

(Illustration copyrighted by 3M)

Fig. 2 Installation of Zinc-Hydrogel Anode

(Illustration copyrighted by 3M)


Pidilite (Dr.Fixit)


Galvashield XP - registered trademarks of Fosroc

international) can provide solution to the incipient

anode induced corrosion (Fig.3). Since zinc is pre-

packaged in a specially formulated mortar that

maintains the surface reactivity of zinc, electrons

released from zinc will be readily transferred to the

neighboring steel rebar network. The effective

protection distance by such an embedded unit is

sufficient to suppress the incipient anode effect.

Installation of such an integrated system is easy and

flexible. There are no special techniques required.

The self-contained wire ties allow attachment to

vertical, horizontal and overhead positions (Fig.4).

The effectiveness of the pre-packaged zinc sacrificial

anode on the preventing rebar corroison is

demonstrated in Figure 5.

cathodic protection system. The principle behind the

system is exactly the same as that used by the zinc

hydrogel anode system and the pre-packaged zinc

anode system. This product was originally developed

as "Lifejacket" by Alltrista Zinc products Company in

North America and is marketed by FOSROC

International as "Galvashield LJ". The all-in-one

system (Fig.6) is based on the installation of 2-piece,

snap-together jackets (Fig.7) lined with expanded

zinc mesh (Fig.8).

Each jacket assembly is supplied with a minimum

of 8 non-conductive standoffs per face. These

standoffs secure the zinc mesh in place while

achieving the optimum position of the jacket in

relation to the piling.The self-contained system

provides an innovative solution to the corrosion

problems of both new and existing concrete

structures subject to periodic wetting and drying as

experienced in the splash and tidal zones (Fig.9).

Life Expectancy

As in any other sacrificial anode CP system, the

life expectancy can be calculated if current output of

the anode is known. It is mainly determined by the

amount of zinc anode material and the rate (current

Fig.3a Zinc encased in special mortar 3b Cross-sectional view the zinc

anode

Photos copyrighted by FOSROC International

Fig4. Installed zinc anode (Galvashield XP)

Photos copyrighted by FOSROC International

Laboratory experiments showed that the zinc

anode can suppress the formation of incipient anodes

around the repair (Fig.5).

Field applications include car parks, buildings,

bridges and any other reinforced concrete structures

where conventional patch repairs can not provide

acceptable performance.

Snap-on Zinc Mesh Anode CP system

System Description

This is yet another innovation in sacrificial anode

Fig.5 Effectiveness of pre-packaged zinc sacrificial anode on the

corrosion of rebar

Photo copyrighted by FOSROC International


Ajax Fiori Engineering (I) Pvt.Ltd

RAnand

Text Box


output) at which zinc "sacrifices" itself (in order to

protect the cathode):

Manufacturer's data sheet suggests that the zinc

mesh embedded in the snap-on fibreglass jacket has a

projected life of 46 years.

Major Attractions and Applications

Compared with conventional CP system, the

snap-on zinc mesh anode jacket has the following

attractions:

� All-in-one, self-contained sacrificial anode CP

system

� Snap-on type quick, easy installation

� Low cost effective repairs

� Maintenance-free

� No need for external power

� Long life protection

� Jackets are available in a wide range of sizes and

can accommodate both square and round pilings

(Fig.10)

Major applications include splash and tidal zones

of steel reinforced concrete structures. Optional Cast

bulk zinc anode can be used on fully submerged

structures.

Electrochemical Treatment

Principles

In all electrochemical restoration techniques a

direct current is applied between the reinforcement

(cathode) and an external anode in electrolytic

contact with the concrete. Cathodic protection (CP) is

a permanent installation with design currents below

10 mA/m2, electrochemical chloride extraction (or

removal, - EC or ECR) and electrochemical

realkalisation (ER) are applied only on a temporary

basis and use currents up to 1 A/m2. In all three

cases the electrochemical reactions at the cathode (the

rebars) produce hydroxyl ions leading to an increase

of the pH near the rebar. This facilitates passivation

of the steel. Reaction (1b) is possible at very high

current densities and produces hydrogen and

especially high tensile steels under load could suffer

hydrogen embrittlement.

2 H2O + O

2 + 4e ==> 4OH- (1a) (at low

current density)

2 H2O + 2e- ==> 2OH- + H

2 (1b) (at high

current density)

At the anode the possible oxidation reactions are

Fig.6 Snap-on Zinc Mesh Anode CP System (Galvashield LJ) (Photo

copyrighted by FOSROC International and Alltrista Zinc products

Company)

Fig 7 & 8 The two-piece fiberglass jackets snap together (Photo

copyrighted by FOSROC International and Alltrista Zinc

products Company)

Fig.9 Zinc Mesh Anode Installed on Bridge Pilings (Photo copyrighted

by FOSROC International and Alltrista Zinc products Company)



oxygen evolution, chlorine evolution or water

decomposition:

2 H2O ==>O

2 + 4H+ + 4e- (2a) (if tap

water is used)

4OH- ==> O2 + 2H

2O + 4e- (2a') (if

alkaline solution is used)

2 Cl- ==>C12 + 2e- (2b)

H2O + C1

2 ==>HCl + HClO (2b')

These reactions lead to an acidification of the

electrolyte around the anode (OH- ions are converted

into O2; H

2O is converted into H+). The decrease in

pH value in the electrolyte around the anode depends

on the current density applied.

Anode and Electrolyte Selection

Electrochemical Realkalisation:

Anode material: Steel mesh

Electrolyte: 0.5M ~ 1.0M LiOH solution

Chloride Extraction:

Anode Material: Platinum-coated titanium wire

(chlorine gas is prevented by using ion exchanger

impregnated with saturated Ca(OH)2 solution. The

ion exchanger is placed between the concrete surface

and the anode, Cl- ions escaped from the concrete

into the electrolyte are exchanged for OH- ions);

Copper wires (copper dissolves on the anode and

combines with Cl- to form CuCl2; Aluminum foil

Electrolyte for CE: Saturated calcium hydroxide;

Sodium borate; Sodium hydroxide; Tap water

Due to reactions on the anode (equations 2a, 2a',

2b), the pH of solution around the anode will

decrease. The acidification of electrolyte and

formation of chlorine gas are considered to be

undesirable. An acidic solution may attack the

concrete and chlorine gas is toxic. Using alkaline

electrolyte such as saturated calcium hydroxide

solution or a sodium borate solution can prevent acid

attack on concrete and chlorine gas formation. At pH

above 7, practically no chlorine gas is formed as the

reaction on the anode is predominated by reaction

indicated by equation (2a').

Summary

Electrochemical chloride removal and

electrochemical realkalization lead to an increase in

pH at the rebars and to repassivation of corroding

steel. The durability of ECR has been proven on

different site jobs with a track record between five

and eight years if further chloride ingress is avoided

by applying a coating on the concrete surface. Several

reinforced concrete structures treated with ER

showed good performance over several years without

applying a coating. To avoid adverse side effects the

current density during the treatments must be

limited to < 2 A/m2 steel surface. Methods and

quantitative criteria to assess the efficiency and

durability of the electrochemical repair methods

should be improved and defined in an international

standard.

Conductive Concrete

The Nature of Conductive Concrete

Conventional concrete is excellent in durability

and mechanical properties but is a poor electrical

conductor, especially under dry conditions. Durable

concrete that is excellent in both mechanical and

electrical conductivity properties may have important

applications in the electrical, electronic, military and

construction industry (e.g. for CP system, de-icing

road from snow).

Conductive concrete may be defined as a

cementitious composite which contains a certain

amount of electronically conductive components to

attain stable and relatively high electrical

conductivity. The principle behind it is the use of

cement to bind together electrically conductive

Fig.10 Jackets for square and round pilings

(Photo copyrighted by FOSROC International and Alltrista Zinc products

Company)



materials such as carbon fiber, graphite and 'coke

breeze' - a cheap by-product of steel production - to

make a continuous network of conducting pathway.

The design formulation is based on the 'electrical

percolation' principle by which the composite

conductivity increases dramatically by several orders

of magnitude when the content of the conductive

phase reaches a critical 'threshold' value. Further

increases in the conductive phase content boost

composite conductivity only slightly. The design

specifies an amount just over the threshold content,

assuring high conductivity and mechanical strength

as well as good mixing conditions.

Concrete bridge decks are prone to ice

accumulation. The use of road salts and chemicals for

deicing is cost effective but causes damage to

concrete and corrosion of reinforcing steel in concrete

bridge decks. This problem is a major concern to

transportation officials and public works due to rapid

degradation of existing concrete pavements and

bridge decks. The use of insulation materials for ice

control and electric or thermal heating for deicing

have been attempted and met limited success. Based

on the results of a transient heat transfer analysis, a

thin conductive concrete overlay on a bridge deck has

the potential to become a cost effective deicing

method. When connected to a power source, heat is

generated due to the electrical resistance in the

cement admixture with metallic particles and steel

fibers. Small-scale slab heating experiments have

shown that an average power of about 520 W/m2

(48 W/ft2) was generated by the conductive concrete

to raise the slab temperature from -1.1oC (30oF) to

15.6oC (60oF) in 30 minutes. This power level is

consistent with the successful deicing applications

using electrical heating cited in the literature.

Applications of Conductive Concrete

The conductive concrete can be used as a

structural material and bonds well with normal

concrete. The conventional mixing type is

lightweight, with only 70 per cent of normal

concrete weight. Thermal stability is comparable to

normal concrete, production employs conventional

mixing and casting equipment, and application of the

conductive concrete is similar to that of conventional

concrete. The conductive concrete could be used

along with specially configured electrodes and an

electric power supply to provide de-icing on roads,

sidewalks, bridges and runways. Placed as an overlay,

conductive concrete with very low resistivity can be

used as a secondary anode in existing cathodic

protection systems, providing uniform current

distribution over its large surface area and reduced

anodic current density. At the same time, it provides

excellent mechanical stability due to its load-bearing

capacity and its bond strength as an overlay. And

because conductive concrete attenuates

electromagnetic and radio waves, it can be used to

shield computer equipment from eavesdropping

efforts and protect electrical installations and

electronic equipment from interference.

The Benefits

Conductive concrete has excellent mechanical and

electrical conductivity properties.

� It is much lighter in weight than conventional

Sydney Opera House

Type 316 stainless steel rebar and mesh replacing carbon steel

reinforced concrete which failed after about 25 years of service

(Photo copyrighte dby NiDI)


Liugong India Pvt.Ltd


concrete.

� It can be produced easily, without special

equipment.

� It will reduce the need of salts and save millions in

dollars in snow removal costs.

� It warms by power taken off-line, it uses an AC

current. It is also safe for a person crossing a

charged concrete pathway.

� It can also be used for protecting structures

against static electricity and lightning, and

preventing steel structures and reinforcing layer of

steel in concrete structures from corroding.

� It absorbs over 90% of the electromagnetic

energy and it is cheaper and more convenient

than the existing ways of blocking out

electromagnetic energy.

Stainless Steels and Alloys Reinforcements

The Difference Between Black Rebar and

Stainless Steel Rebar

Stainless steel differs significantly from carbon

steel in its composition, structure and properties. As

its name suggests, stainless steel is stainless and has

superior corrosion resistance when compared with the

carbon steel. The most fundamental difference lies in

the composition. By definition, steel is considered to

be stainless when it contains at least 12% chromium.

This is the minimum amount of chromium required

in an alloy/steel to maintain its "stainless" surface

appearance. The superior corrosion resistance of

stainless steel is due to the stability of an ultra thin

surface oxide (mainly chromium oxide) - the passive

film. If the passive film is broken or damaged due to

chemical or mechanical actions, the chromium

element in the steel substrate can almost instantly

repair the damaged area by re-oxidization (re-

passivation). It is this unique self-healing process that

makes stainless steel "stainless".

Type of Stainless Steels and Alloys

Chromium is the essential element in all types of

stainless steels and alloys. Other alloying elements

such as nickel and molybdenum are also used to

achieve certain required properties. The properties of

a stainless steel are determined by it structure which

is in turn determined by its alloying composition.

There are three types of stainless steels according to

the structure: ferritic, austenitic and martensitic.

Austenitic grades 304 and 316 are the widely used

reinforcing material.

It has long been well established that stainless

steels have superior corrosion resistance than carbon

steels. Stainless steels and alloys can maintain their

natural passivity in seawater or 3.5% NaCl solution.

In comparison, the passive behaviour of carbon steel

rebars observed in concrete will be totally lost when

carbon steels are immersed in seawater or 3.5% NaCl

solution, leading to active dissolution and hence

continuous loss of material. Research has shown that

when the pH of concrete pore water falls below 9,

carbon steel rebar will depassivate. Stainless steels

can even maintain their passivity in acidic

environment. Carbonation and/or chloride ingress

would not be able to destroy or depassivate stainless

rebars as the chromium oxides (the passive film on

140 tonnes of Type 304 stainless steel rebar being installed in an

addition to the historic Guildhall, London (Photo copyrighte dby NiDI)



stainless steel surface) is much more stable and hence

has much greater resistance to corrosion than the iron

oxides (the passive film on carbon steel surface). In

recent years, more designers and engineers have

realised that solid stainless steels offer highest

protection against corrosion in concrete structures.

With many other alternative CP systems and coated

products, the ultimate failure has often been due to

over-reliance on that lowest common denominator at

construction site level, namely the unskilled labour.

This is particularly so for coated/galvanized rebars -

which, unlike solid stainless steels, are not

homogeneous. Careless handling and installation

(cutting, bending) can serously impair their corrosion

resistance. With solid stainless steel rebars, however,

the integrity and durability will not be affected at all.

Intelligent Use of Stainless Rebars

Stainless steels offer almost maintenance-free

solution to the problem of long-term durability of

concrete structures and can be used within existing

design codes and practice in two ways. The simplest

but more expansive option would be to use 100%

stainless rebar to replace existing carbon steel rebar.

This would eliminate corrosion and enable a design

life in excess of 120 years. The total cost can be

competitive when life cycle costing is taken into

account. To reduce the cost, stainless steel rebar can

be used intelligently in areas of a structure such as

bridge joints, splash zones, support structures and

column heads where carbon steel rebars are judged to

be at high risk of corrosion. If stainless rebars are

used in vunerable areas where cracking occurs and

water enters, there will be no significant corrosion

and the structure will remain sound. It has been

estimated that the stainless steel content on

prestigious structures would be as little as 7~20%.

The same concept can be used in other structures

such as general building where peripheral or external

walls could be constructed from stainless steel rebar

linking in to carbon steel rebar for the internal

structures where corrosion is not a problem.

Applications

Ranking Of The Emerging Technologies For

Corrosion Control In Concrete Structures

Based on the effectiveness in reducing or stopping

the corrosion of steel reinforcement, the following

ranking is suggested:

Conclusions

The emerging technologies are increasingly used

for the repair and rehabilitation of reinforced concrete

structures due to their effectiveness and ease of

installations. For long-lasting cost effective structures

and facilities, these emerging technologies are already

used for corrosion prevention in new concrete

structures exposed to more corrosive environments.

If you want to know more about this topic

presented here, there is a short course entitled

"Emerging Corrosion Control Technologies for the

Repair and Rehabilitation of Concrete Structures". It

can be taken as in-house training course, online

course or distance learning course at

www.corroosionclininc.com

Acknowledgement

The author wishes to thank the followingorganizations and companies for the permission touse copyrighted photographs, drawings andillustrations in this paper: The Nickel Development

Type 316LN rebars being installed in a bridge deck on highway 407 just

north of Toronto, Canada (Photo copyrighte dby NiDI)

For repair /rehabilitation

For new structures

For repair /rehabilitation

For new structures

For repair/rehabiliation

For repair/rehabiliation

Base for comparison

1

2

3

4

5

Impressed Current Cathodic

Protection (ICCP)

Stainless steel / duplex stainless

steel

Sacrificial Anode (SA) system

Electrochemical Treatment

ER/ECR (or CE)

Conventional patch repair



Institute, 3M Company (S) Pte Ltd, Fosroc

International.

References

Ø Peter Pullar-Strecker, Corrosion Damaged Concrete,Butterworths 1987

Ø Corrosion of Steel in Concrete, Eds P. Schiessl, Chapman andHall, 1988

Ø Corrosion of Reinforecment in Concrete Construction, Eds AlanP. Crane, Ellis Horwood, 1983

Ø Corrosion Rate of Steel in Concrete, ASTM, STP 1065, 1988

Ø Cathodic Protection of Reinforcement Steel in Concrete, Eds K.G. C. Berkeley, Butterworths, 1990

Ø Controlling Concrete Degradation, Proc of the InternationalSeminar, University of Dundee, Scotland, 1999

Ø Corrosion of Reinforcement in Concrete, Eds C. L. Page, K. W.J. Treadaway and P. B. Bamforth, 1990

Ø Corrosion of Reinforcing Steel in Concrete and Its Prevention byCathodic Protection, J. Bennett, 1986

Ø Corrosion of Reinforcement in Concrete Construction, Eds C. L.Page, P. B. Bamforth and J. W. Figg, 1996

Ø C. J. Abbott, Concrete, May 1997

Ø A. Lewis, Concrete, September 1997

Ø B. Elsener, M. Monila and H. Bohni, Corrosion Science, Vol.35,p1563 (1993)

Ø J. Parker, Concrete, September 1997

Ø P. Whiteway, Nickel, Vol.14, September 1998

Ø R. J. Kessler, "Zinc Mesh Anode Cast into Concrete Pile

Jackets", Materials Performance, December 1996

Ø G. Sergi and C. L. Page, Sacrificial Anodes for Cathodic

Protection of Reinforcing Steel Around Patch Repair Applied to

Chloride-Contaminated Concrete", EuroCorr' 99

Ø J. Flis et al, Corrosion, Vol.49, 1993

Ø "Concrete Conductor", Construction Materials, Chemistry &

Industry News, 17 March 1997

Ø P. Xie, P. Gu and J. Beaudoin, Electrical Percolation Phenomena

in Cement Composites Containing Conductive Fibres", Journal

of Materials Science, Vol. 31, 1996

Ø Renderoc Galvashield XP - Sacrificial Anodes for Sustaining

Localised Concrete Repairs, system guide of FOSROC limited.

Ø Galvashield LJ for Marine Structures, Product Guide of

FOSROC limited.

Ø Rob W. Lambe and Nigel Davison, Enhancing the Durability of

Concrete Repair Systems, Concrete' 99, 6th International

Conference on Concrete Engineering and Technology, 29 June -

1 July 1999, Kuala Lumpur, Malaysia.

Ø Zinc-Hydrogel Anode 4727, Product Guide, 3M.

Ø R. B. Hartman and J. E. Wehling, "A Galvanic Zinc-Hydrogel

System for Cathodic Protection of Reinforced Concrete

Structures", 3M Company


RD Mining Equipments Pvt.Ltd


Post Event Analysis

The importance of construction c h e m i ca l s ca n n e ve r b e overemphasized, especially in a

developing country like India where awareness levels about them is comparat ively lower. The 2nd I n t e r n a t i o n a l C o n fe r e n c e o n Construction Chemicals “ Construction Chemicals Conclave -2011 , organized by FICCI and the Dept. of Chemicals & Petrochemicals, Govt. of India, was therefore an important event, with s e v e r a l i n d u s t r y l u m i n a r i e s highlighting the advantages of construction chemicals and the way forward for the country in the field. The conference was held at Hotel Le Meridian, Bengaluru, from March 17-18.

The conclave featured high profile

speakers from both and abroad talk on

the entire spectrum of topics

connected to the construction

chemicals industry. Going into the

current status of the industry,

Mr.R.K.Bhat ia, Head-Chemicals

Division, FICCI, observed “Construction

chemicals is estimated to be an Rs.1,

800 crore industry in the country.

About 85 percent of contractors aren't

a w a r e o f t h e a d v a n t a g e s o f

construction chemicals,” a fact that

was agreed to by almost all the

speakers.

However, there is no denying the

fact that awareness levels about

construction chemicals is on the rise in

the country. The rapid advancements

in building technology owe a lot to the

developments in the f ie ld of

construction chemicals in the last two

decades. Surging construction activity,

spurred on by the continued impetus

to infrastructure development

activities and the booming real estate

market are giving fillip to the

construction chemicals market in the

country today. Talking about the

challenges ahead Mr.R.Mukundan,

Managing Director, Tata Chemicals Ltd,

in his welcome address said “The

construction chemicals market is right

now small but we can expect rapid

growth rate of 25-35 %. This is not

going to be sufficient. Why can't we

think of making it a ` 10,000 crore

industry? This conference has been

organized to address such challenges.

For instance, how can we improve

quality standards, etc.”

The growth potential for the

construction chemicals industry is huge

in India to say the least. To put things

into perspective, one just needs to look

at the market in comparison with that

of a development nation like the

United States where the market is

valued at US $ 7.7 billion.

While the overall market is fairly consolidated, there is considerable fragmentation when it comes to application areas. While admixtures form the largest selling products at 35 percent, flooring chemicals follow second with a 15 percent market share. Another interesting fact is that the top five players account for about 50 percent of the market, while the rest of it is taken care of by the smaller, unorganized players.

Speaking further about the

challenges faced by the industry, guest

speaker, Dr.Paul J.Tikalsky, Chairman &

Professor, Dept . o f C iv i l and

nd2 International Conference onCONSTRUCTION CHEMICALSSpeakers Highlight Role of Construction Chemicals for a Sustainable Tomorrow

Lucky International

Environmental (Nuclear) Engineering,

The University of Utah, USA, remarked

in his address, “Development of

infrastructure in a sustainable way is

the challenge for the construction

industry. We must therefore find

inorganic and organic chemicals for a

sustainable environment.”

Dwelling on the way forward for the

industry, Mr.Sanjay Bahadur, CEO,

Pidilite Industries, said in his keynote

address that diminishing natural

resources, demands of mass housing,

high-rise construction, high speed

construction, etc, are all challenges for

the construction chemicals industry.

“Propagation of the multiple benefits

of construction chemicals is the need of

the hour,” added Mr.Bahadur,

emphasizing the role that major brands

have to play in this industry, which is

still at a nascent stage in India.

As part of the vision statement,

M r. D . S i t a r a m i a h , E x p e r t a n d

Consultant, spoke about history of

construction chemicals in India, its

current status and where it is headed.

This was followed by the inaugural

address by Mr.S.C.Gupta, Joint

Secretary, Dept. of Chemicals and

Petrochemicals, GoI, who during his

speech observed that the construction

chemicals industry is potentially a US $

1 billion industry by 2020.” According

to estimates, construction chemicals

cost less than 2 % of the total

construction cost, but offer immense

benefits,” Mr.Gupta quipped, speaking

about the advantages of construction

chemicals and the lack of awareness

about them in the country. He also

pointed out that things are changing

for the better and it is only a matter of

time before the country catches up

with the rest of the world in the field.

The session on “Overview of

Construction Chemicals” was chaired

by Dr.Y.P.Kapoor, a doyen in the

construction chemicals industry and

Director, Editorial, Construction

Chemicals, The Masterbuilder. The

eight sessions saw over 30 eminent

speakers from the industry speak on an

entire gamut of topics pertaining to the

construction chemicals industry. A key

undertone in almost every speaker's

address was the emphasis on

sustainability and how construction

chemicals can contribute towards a

green tomorrow.

Under the topic of “Role of

Construction Chemicals in making

S u s t a i n a b l e S t r u c t u r e s ” ,

Dr.S.K.Manjrekar, Chairman and

Managing Director, Sunanda Specialty

Coatings Pvt Ltd, highlighted the crucial

role of construction chemicals in

today's world, where sustainable

structures are the norm. Giving an

architect's perspective on the issue,

M s . M e g h a n a D u tta , P r i n c i p a l

Architect, Studio Decode, observed

that, “Every building presents an

opportunity for sustainability.” The

session on “Green Chemistry of

C o n s t r u c t i o n C h e m i c a l s f o r

Sustainability” also saw speakers

including, Mr.K.Padmakar, Head-

Product Management, P id i l i te

Industries, and Mr.Ravindra Babu,

Marketing Manager, Fosroc India speak

o n t h e re l at i o n s h i p b e t we e n

sustainabil ity and construction

chemicals.


Post Event Analysis

Revathi Equipment Ltd


Infrastructure: Nuclear Plants

India has an ambitious target of power production

by Nuclear Power Reactors to meet future energy

needs of the country. Two Indian companies,

Nuclear Power Corporation of India Limited (NPCIL)

and Bharatiya Nabhikiya Vidyut Nigam Limited

(BHAVINI) are responsible organization to construct

thermal reactors and fast breeder reactors respectively

in the country. NPCIL is currently operating

seventeen nuclear reactors and constructing five

reactors. Many more reactors are at anvil. Bharatiya

Nabhikiya Vidyut Nigam Limited formed as a

company and registered under Companies Act, 1956

on 22nd October 2003 under the administrative

control of Department of Atomic Energy is presently

involved in construction and commissioning of 500

MWe Prototype Fast Breeder Reactor (PFBR) at

Kalpakkam. Kalpakkam is an important nuclear

establishment of Department of Atomic Energy of

India and this coastal site is situated 70Km south of

Chennai. The PFBR is the forerunner for the future

Fast Breeder Reactors to be constructed in various

parts of our country including two more reactors at



Kalpakkam to meet the future energy needs of India.

BHAVINI is constructing Mega Project PFBR and

the reactor is now in advanced stage of construction.

Preface:

PFBR is situated on the south of existing twin

units of Madras Atomic Power Station (MAPS). The

centre lines of MAPS unit 2 and PFBR are only 500

meter apart. PFBR and MAPS locations on the beach

of Bay of Bengal, is shown in Figure-1.

The entire PFBR plant is divided into nuclear and

power islands. The reactor location with respect to

MAPS is governed by minimum recirculation of

water discharge from condenser to sea. The PFBR

plant located on the shore takes condenser cooling

water from sea. Sand transportation and littoral drift

are large at sandy beach profile and at sea bed near

PFBR. The intake structure in PFBR was therefore

required to be engineered to avoid the sand entering

the pump house and clogging the intake passage to

condenser cooling water. The intake structure was

Fig 2(a) Integrated layout of shore protection &PFBR Intake &Outfall

Fig-1: Location of PFBR and MAPS at the beach of Bay of Bengal

designed to draw sea water from off-shore location

above sea bed, where depth of water is approximately

10 metres. Central Water and Power Research

Station (CWPRS) has developed the scheme of

drawing condenser cooling water, the length of

intake submarine tunnel, position of intake shaft, the

depth at which the water should enter the intake

shaft, and has finalized the hydraulic parameters of

intake. CWPRS finalised these parameters based on

extensive study of several factors including the height


of tide, Highest Water Level (HWL) and Lowest

Water Level (LWL), wind velocity and sea current in

different months of the year, effect of outfall water on

the temperature of intake water for Madras Atomic

Power Station and for the intake water temperature

of PFBR. The integrated layout of the Intake and out

fall structures of MAPS and PFBR is given in Figure-

2(a) and 2(b).

General Features of Intake Structures:

The PFBR Intake structure consists of:

Ø Outlet Shaft on the shore

Ø Intake Shaft off the shore

Ø Submarine Tunnel

Ø Approach Jetty for the Offshore intake shaft

surface.

The intake is designed to draw 29m³/sec sea water

for condenser cooling for the 500 MWe PFBR. This

has been computed from the _T of 7° C across

condenser of PFBR. The approach jetty is provided to

facilitate approach to intake shaft.

For coastal sites, the Ministry of Environment and

Forest has the following guidelines:

"Temperature Limit for Discharge of Condenser

Cooling Water from Thermal Power Plant:

New projects in coastal areas using sea water.

The thermal power plants using sea water should

adopt suitable system to reduce water temperature at

the final discharge point so that the resultant rise in

the temperature of receiving water does not exceed

7oC over and above the ambient temperature of the

receiving water bodies.

Existing thermal power plants.

Rise in temperature of condenser cooling water

from inlet to the outlet of condenser shall not be

more than 100C.

Guidelines for discharge point:

The discharge point shall preferably be located at

the bottom of the water body at mid-term for proper

dispersion of thermal discharge.

In case of discharge of cooling water into sea,

proper marine outfall shall be designed to achieve the

prescribed standards. The point of discharge may be

selected in consultation with concerned State

Authorities/NIO.

No cooling water discharge shall be permitted in

estuaries or near ecologically sensitive areas such as

mangroves, coral reefs/spawning and breeding

grounds of aquatic flora and fauna".

(Source: Ministry of Environment & Forest,

Notification, New Delhi dated 22nd December

1998)

Since MAPS is the old unit, the system is

maintained in such a way that the resultant water

temperature at the final discharge point for the


Fig 2(b): Intake / Outfall Arrangement for MAPS and PFBR

Fig 3: General layout of sea water intake system

Fig 3 above shows general layout of sea water

intake structure. The off shore intake shaft is of

4.25m dia, Tunnel is horse shoe shaped submarine

tunnel of 3.6m dia and on the shore out let shaft is of

6.0m diameter. The horse shoe shape tunnel size has

been arrived based on the adequacy of cross section

even after 40 years of barnacle growth on the tunnel

Unisteel Engineering Works

RAnand

Text Box


combination of MAPS and BHAVINI outfall is

maintained at 10° C.

Outlet Shaft on the shore:

This is 6m diameter vertical shaft at the shore

which is 55m deep.

Intake Submarine Tunnel

Exploratory bore holes were drilled along the

centre line alignment of the proposed submarine

tunnel well before the tunnel construction was taken


Fig 5: Sectional elevation of intake structure

Fig 6a: Submarine tunnel

Fig 6b: Top view of the tunnel

Fig 6c: Inner view of the tunnel

Fig 4: outlet shaft

Intake Shaft off the shore:

This is 4.2m diameter which has a depth of 50m.

Submarine Tunnel

The submarine tunnel has a length of 556m and a

diameter of 3.6m

Approach Jetty for the Offshore intake shaft

Approach jetty has the length of 567m width is

3.52m and diameter 7.1m

Geotechnical Investigation along the length of


up. Geotechnical Investigations were carried out on

core samples from these bore holes taken along the

central line of the proposed tunnel alignment by

drilling of the 13 numbers of boreholes of 76mm dia

(NX) at 50m intervals. Boreholes were drilled upto a

depth of 65m below the sea bed for fixing the tunnel

Invert level for safe tunneling. Further, tests were

also carried out for finalizing the design of tunnel

supports, lining thickness etc. These 13 numbers of

bore holes were drilled from fore bay location to

offshore intake location (600m length). Out of 13

core samples collected along the length of the tunnel,

five boreholes namely TBH-1 to TBH-5 were on

shore boreholes and eight boreholes namely TBH-6

to TBH-13 are off shore boreholes. The intake well is

located at the bore hole No.13. The bore holes drilled

at 50m intervals indicate that the hard rock levels

closely follow the sea bed profile (expect bore hole

No.7).

Apart from these, 13 bore holes for geotechnical

evaluation, two numbers of receiver boreholes were

also drilled which are on shore bore holes, for cross

hole tests.

All the fifteen boreholes including on shore and

offshore were plugged using grout material

consisting of cement and bentonite in 1:1 proportion.


Fig 8: Original layout sea water intake structure, approach jetty, seal pit

& outfall structure

Fig 7a: Construction of approach jetty

Fig 7b: overall view of Construction of approach jetty

Fig 7c: View of construction of approach jetty from shore side

The jetty runs parallel to the submarine tunnel

and is located 15m towards north of the tunnel. Thus

the jetty axis is 15 meters north of the 13 number of

borehole alignment.

The jetty is supported on 36 sets of piles located

at 15m intervals. The piles have been taken into the

hard rock upto 2m depth for socketing. The profile of

rock encountered along the jetty alignment confirms

generally the profile similar to the bore holes along


the centre line of the tunnel and this is true even at

TBH-7 where the hard rock was found at much

deeper depth.

M/S Design Group Project Consultants (P)

Limited, Bangalore have provided the entire design

and construction detailing for the submarine tunnel

after analyzing the geotechnical investigation data.

They have also analysed the rocks, produced

geological mapping, decided on rock anchoring,

taken decision on geological issues encountered

during construction and have produced detailed

reports of the incidents.

Geological Characterisation of the Lithological

Units:

All boreholes reveal similar stratification. Four

distinct layers were noted in all the bore holes, these

are Sandy soil, Clay layer, Weathered rock and Hard

rock. Geological characteristics of the lithological

units encountered was analysed by experts and the

detailed description of the lithological units are given

below:

Upper Brown Granular Zone

This is upper most zone which comprises of fine

to medium to coarse grain brown sand, with angular

/ assorted grains of transparent and opaque quartz,

minor specks of mica flakes (biotite) and mafics

(hornblende, etc). There is a strand line close to the

shaft. This indicates that it is an area of regression.

The grain size variation is not uniform. Thickness of

this lithological unit ranges between 5.5 - 10.5 m.

Argillaceous Horizon

This lithological unit has a thickness of 2 to 9.7 m

(approx.) and its color is greyish / greenish. This clay

is highly sticky and plastic, with rare shell fragments.

This horizon can be taken as a marker horizon. It can

also be considered as an aquiclude and groundwater

below this unit is likely to occur under semiconfined

and confined conditions. This clay occurs like a plug

and its origin is not confirmed as there is no zone of

transition above and below in its spatial distribution.

This shows a break in sedimentation and deposition

environment. Because of its pale green color,

chemical composition study, plasticity, engineering

property etc., were planned to be conducted.

Weathered Rock

This zone is encountered immediately below the

clay horizon. This zone consists of broken core of

garnetiferous charnockite and chloritised charnockite

/ migmatite. Thickness of the weathered zone ranges

from 0m to 15.6 m (approx.).

Hard Basement Rock

This zone occurs immediately below the

weathered rock zone without any transition to fresh

rock. The hard basement rock has been encountered

in all the Bore holes between 10.5 m to 18 m depths

from ground level except for Borehole 7 (TBH-7),

where hard rock is encountered at a depth of 29 m

below ground level. Depth persistence and lateral

prevalence of the hard rock has been established as

seen from the correlation of the sub surface

lithological data.

Hard basement rock encountered in this strata

belongs to the Archean Charnockite group of rocks

and Migmatite complex comprising igneous intrusive

rocks and metamorphic rock. The charnockite group

of rocks is made up of quartz, pyroxene, feldspar, and

garnet. The charnockite group of rocks is also

migmatised to varying degrees resulting in

retrogression and conversion into migmatite complex

comprising different types. (Reference Geological

Survey of India (GSl) map,1998). The migmatite

complex comprises of different types of gneiss, such

as garnetiferous, biotite gneiss, hornblende gneiss,

augen gneiss and garnetiferous quartzo-felspathic

gneiss. The magmatite are generally grey coloured.

In addition to this the mineralogical composition

and its assemblage manifested in the form of micro

joints, slips, shears, slickensides, rock alteration,

fracture filling, confined only to zones of thin

partings, foliation and joints at different depths.

Excepting for these thin weak zones, the host rock /

country rock appears to be homogeneous, medium to

coarse grained, migmatitic at places; as such there is

no major zones showing any effect of intense

shearing. A deeply weathered zone encountered in

TBH-7 is an exception.


Silicone Concepts Int'l.Pvt.Ltd


Geotechnical Stratification

All the thirteen boreholes (TBH-1 to TBH-13)

revealed similar stratification but thickness of layers

vary depending on the location. Ground water was

encountered at 2.5 to 9 m below ground level at

different borehole locations during the investigation.

General stratification of the site and its characteristics

area as follows:

Stratum 1: Loose to medium yellowish Sand

This layer is present in all boreholes. This layer

extends upto 2.5 m depth in TBH-1 & 2 to

maximum 7.0 m in TBH-7. In some boreholes this

layer is again encountered at 5.5 m and 6.75 m after

dense to very dense sand layer. SPT values vary 11 to

30. This range of N values shows loose to medium

dense relative density of cohesionless soil. The soil is

classified as SM-SP, SP and grain size distribution

shows gravel 0 to 6%, sand 88 to 98% and silt +

clay 1 to 10%.

Stratum 2: Dense to very dense Sand

This layer is present in all bore holes except TBH-

7. Thickness of the layer varies from 1.25 to 4.8 m.

SPT values varies from 30 to 71. This range of N

values shows dense to very dense relative density of

cohesion less soil. This soil is classified as SP-SM, SM,

SC, SP.

Stratum 3: Yellowish brown Silty Clay of medium

to Stiff

This is present in some bore holes like TBH-2 and

TBH-3 at depth 7.2 and 8.5 m respectively below

ground level. Thickness of the layer is varying from

1.8 to 4.0 m. SPT values vary from 9 to 12. Soil is

classified as CH. Grain sizes are gravel 0 to 4%, sand

1 to 37%, silt 23 to 41%, clay 37 to 64%.

Stratum 4: Very stiff to hard Yellowish brown

Silty Clay

This layer is present except in TBH-8. Thickness

of the layer varies from 1.1m to 9.75m. N value

ranges from 18 to 57. Soil is classified as CH. Grain

sizes are gravel 0 to 1%, sand 2 to 50%, silt 17 to

45%, clay 33 to 66%.

Stratum 5: Highly Weathered rock

This is moderate to highly weathered rock.

Thickness of this stratum varies from one meter to

15.6 m. N-value exceeded 100 and in some cases

rebound of SPT hammer was observed.

Stratum 6 : Moderately Weathered rock

A small layer of moderately weathered rock is

present below highly weathered rock. It varies from

0 to 5.5 m.

Stratum 7 : Charnockite Bedrock

This stratum is medium to coarse grained hard

rock comprising of Charnockite and gneiss with

garnet crystals. Generally between 10 m to 18 m

depths, from ground level the hard basement rock

has been encountered in all the boreholes except

Borehole BH-7 where hard rock is encountered at a

depth of 29 m below ground level. The Rock Quality

Designation in this layer is generally in the range of

40 to 100. Weighted average of RQD in each

borehole varies from 71 to 85. Core recovery varies

81 to 90. The Rock Mass Rating of this bed rock is

63.8 and it is classified as Class II (good) rock as per

Bieniawski 1979 & IS: 12070- 1987 (Table 7).

Compression wave velocity for the rock strata varies

from 3659 m/sec to 4762 m/sec. Value of shear wave

velocity for this layer ranges from 2000 m/sec to

2300 m/ sec. Dry density and bulk density varies

from 2.66 to 2.99 gm/cubic cm and specific density

varies from 2.69 to 2.99.

Outlet Shaft on the Shore:

The excavation of the onshore shaft and the

submarine tunnel was commenced by the M/S

Gammon India Limited at PFBR site in February

2008. 3D geological log of the same was carried out

to confirm the parameters for design of lining and to

decide upon the reach where consolidation grouting

is required. The log indicated that generally the bed

rock met was Charnockite / Garnetiferous

Charnockite Gneiss with joints tight and incipient,

while the prominent joints were continuous for 5 to

10m in length in some places. These joints got

exposed as a result of blasting while excavation.


Unipave Engineering Products


Seepage was noticed at the contact of overburden

and excavated rock surface. However, necessary

precautions were taken which included channelizing

the seepage water and monitoring of seepage in the

shaft.

The outlet shaft construction was incidence free

and was completed without major difficulty with all

the temporary supports.

Submarine Tunnel:

The horizontal horse shoe shaped excavation in

rock for submarine tunnel of size varying from 3.6m

to 4.2m is 560 meter long with Chainage 0.00

starting from centerline of vertical outlet shaft.

Conventional blasting using controlled charge was

deployed for the tunnel boring.

not have been closely maintained to submarine

tunnel axis. This conclusion governed decision

making process for further commencement of tunnel

boring.

TBH-4 was encountered during blasting on

previous day of the incidence i.e on 12.01.2009.

Small quantity sand had fallen down into the tunnel

from the hole when the zone of TBH-4 was blasted.

On 13-1-2009 at 4am further blast of 3m length was

taken up. De-mucking operation of excavated rock

was completed around 11am. At 11.15am subsidence

of sandy soil occurred at grade level (GL) exactly

above the bore hole No.TBH-4. People working on

the grade level noted that sinking of ground over

TBH-4 location and formation of a funnel shaped

chimney at the grade level, and people working in

the tunnel informed that certain slush along with

sand is falling through TBH-4 hole. On further

inspection of the tunnel it was observed that 76mm

dia TBH-4 bore has got unplugged of grouted

material (cement and bentonite in 1:1 proportion).

The slurry of grouted material along with about

12meter cube of sand has fallen down from the hole

on to the invert level of tunnel. Slight water too was

found dripping through the hole. A rod of 25mm dia

and about 4m length could be easily penetrated into

the unplugged hole of TBH-4 from inside the tunnel

bore.

Immediate action taken by BHAVINI after the

incidence-1:

Ø As a safety precaution the tunnel rock excavation

work was stopped forthwith.

Ø The matter was also referred to the experts who

arrived at site for assessment within hours of the

incident.

Decision making process following the incidence:

Ø The tunnel site was inspected by various experts.

Several rounds of reviews and discussions were

held. Experts expressed apprehension that minor

water seepage from TBH-1 and unplugged of

grouted material from TBH-4 does not provide

enough confidence that such incidence (seepage

from grout or unplugging of the grout borehole)

will not happened


Fig 9: Photos of Submarine tunnel

Two incidences were encountered during the

submarine tunnel construction.

Incidence-1:

Observation:

On completion of CH11500 on 13th Jan 2009 it

was noted that the grout in TBH-4 collapsed and

crumbled into the excavated tunnel. It also was noted

that while carrying out the rock excavation for tunnel

only 3 boreholes TBH-1, TBH-2 and TBH-4 have

been encountered within the alignment of tunnel but

not in centerline of the tunnel; rather they were away

from central axis to varying extent; from 0.5 m to

1.5m. TBH-3 could not be traced inside the tunnel.

This lead site to reach a conclusion that the boring

tool might not have taken exact gravity line while

drilling and/or the position of the drilling rig might


Hence:

Ø Either the tunnel should be diverted in further

span to avoid encountering grouted before bore

holes during the further tunnel construction.

Ø Or the grouting should be improved before

further blasting for tunnel bore.

Ø The bore hole size is only 76mm diameter and the

over burden over the roof of the tunnel is about

50m. In case of unplugging of borehole below the

sea water, the pressure of sea water that could

gush into the bore hole will be 5Kg.cm2, the

velocity of water will be about 25m/sec and the

discharge will be in the order of 7000LPM. If

dewatering pump capacity is augmented to suit

above as well as if the bore holes are re-grouted

from 3m before reaching such boreholes location

by injecting appropriate cement / chemical grouts

like polyurethane through horizontally or upward

inclined holes towards the roof of tunnel, it is

possible to maintain the same alignment of tunnel

in the further construction too.

However this proposal was dropped for the

following reasons:

Ø Out of balance nine bore holes yet to be

encountered during tunnel construction, one is on

the shore edge and eight are below sea water.

Ø Since no casing pipe has been left while drilling

the boreholes, it may be difficult to identify the

location of the drilled boreholes from the top

surface and take measures to grout the area

around the bore hole. Technologies / methods to

identify the borehole in advance where casing pipe

is not left are not well established.

Ø In this case, the location of borehole can be

identified exactly only after blasting and

excavating the underground tunnel.

Ø Even if the grouted bore holes are identified when

the tunnel excavation is approaching the bore hole

location using radar technology, grouting the

already plugged borehole may poses complexity.

Ø The pressure grouting from consolidation of areas

around the bore hole may not be effective as the

grouting is to be done in hard rock strata under

higher pressure than the tunnel consolidation

pressure (grouting prior to excavation of tunnel is

being done for strata to plug fissures, water

leakage etc). Therefore, tackling the situation if

the borehole in the sea location gets unplugged

during blasting for the tunnel excavation is

complex.

Ø The experience of tackling the flooding of sea

water in the tunnel is not readily available. It is

possible that more than one borehole may give in,

during the blasting / de-mucking in which case

dewatering of tunnel may become difficult.

Ø The project does not have cushion of time to face

a situation of flooding of tunnel which will involve

complex remedial measures.

Ø Keeping safety of workmen into as prime

consideration in decision making, it was decided

to take diversion for further course of tunnel.

Deviation of the alignment of the Tunnel:

Factors that were considered for deciding the

extent of deviation of tunnel are as follows:

Ø The deviation of TBH-1, TBH-2, TBH-4 opening

in tunnel from axis of the tunnel and non

detection of TBH-3 suggests that the deviation of

the axis of the tunnel should be large enough to

avoid meeting the TBH-5 to TBH-13 during

further tunnel construction.

Ø The deviation should be as small as possible to

reduce additional length of jetty required to

approach the new intake shaft.

Ø Further for the shifted location of the intake

structure, sea conditions such as littoral drift,

current etc. considered for the study for the

original design has to remain unaltered.

Ø Irrespective of the uncertainty of the bore hole

alignment (deviation from verticality) and

positional tolerance, the distance of the existing

bore hole from the blasted contour of the tunnel

should be minimum two meters (cover rock

between bore and blasted surface should be min

two meters).



Ø The tunnel has to be deviated to south-east and

after certain distance made parallel to existing

alignment as jetty on north of tunnel prevents

deviation of alignment to north.

Ø The rock profile in deviated contour should be

predictable from already completed geo-technical

studies.

Ø The water pressure drop should have only

marginal increase even after addition of two bends

in the tunnel. The existing sea water pump

supplying cooling sea water to the condenser

should be checked for its capability to cope up

with the increase flow path resistance.

Ø The bio-fouling concern should not enhance due

to the deviation in the flow path of the tunnel.

It was decided to divert the tunnel towards south-

east from the location of borehole No.TBH4 which is

at a distance of 115m towards east from the fore bay

shaft which is located on land. The straight line

lengths of the tunnel upstream and downstream of

the bends were checked for compliance to Bureau of

Indian Standard, IS 2951. Based on the requirement

of straight length between the bends as per standard

IS 2951, it was decided to deviate the alignment of

the tunnel keeping the angle of deviation as 11º from

TBH-4 and incline length to be maintained to 110m.

The tunnel bore will be again diverted by 11º at the

end of 110m diversion to make it parallel to the

original alignment. The southward

shift in the tunnel alignment thus works out to

21m. With the deviation of tunnel from the location

of borehole No.4, involving horizontally shifting the

tunnel by 21m southwards at the end of an inclined

length of 110m, the increase in total tunnel length

will be around 2m in addition to introduction of two

bends. For deviated alignment of submarine tunnel -

plan (general arrangement please refer Annexure - 1).

CWPRS that estimated the head loss due to

shifting of the tunnel by 21m and two angular

deviations of 11º and at two end of an inclined length

of 110m as 0.023mwc (meter of water column). Thus

the head loss due to change in the layout of the

submarine tunnel is insignificant compared to the

total pressure drop computed for the original layout

which is 1.9mwc. Hence, the additional drop in

pressure because of two bends and increase in length

of the tunnel by two meters does not change the

pumping head requirement of the cooling water

pumps. The pressure drop calculations were based on

IS 2951 (Part-II). Since, the pressure drop due to the

deviation in tunnel alignment is insignificant,

increase in head loss does not result in lowering of

water level in the forebay sump. Therefore, the water

level in the forebay would not fall below the designed

minimum water level. Hence, the submergence

required for the pumps is not altered. This was also

confirmed by DCPL who had carried out initial

design of the tunnel.

M/s IGCAR assessed and confirmed that there is

no impact on biofouling due to the proposed change

in the tunnel alignment by deviation.

M/s CWPRS, Pune has confirmed that for the

shifted location of the intake structure, sea conditions

such as littoral drift, current etc. considered for the

study for the original design will remain unaltered.

With the above deviated alignment of the tunnel,

the new axis of the tunnel with perfect drilled TBH-5

would be about 10.5 meter. Even after considering

TBH-5 alignment shift by 5.5 meters towards south,

the northern boundary of the deviated tunnel will be

2.5 meter from TBH-5. Therefore any opening of

TBH-5 in the deviated tunnel path and consequent

grouting of TBH-5 was not envisaged.

The geologists confirmed that the hard rock

profile at PFBR site generally follows the natural

ground profile. The slope is only form west to east

and the rock profile follows the ground profile as

proved by the TBH bore holes. With the decision of

shifting the tunnel by 21 meter towards south

beyond TBH-5, no change is expected in the hard

rock strata or the profile compared to initial

prediction based on geotechnical investigation. It

may be noted that for the original geotechnical

investigation itself the bore holes were taken at

distance of 50m; each borehole representing the

strata over a radial distance of 25m. The new

alignment is adjudged to be safe and the deviated

alignment of tunnel will also have adequate hard


STP Ltd


rock cover. The available rock cover for the tunnel

from the crown is expected to be 4D on south of

TBH-7 as at this location, the hard rock level is

comparatively at a lower level than the other bore

holes. Whereas at the other borehole locations

indicate rock cover of more than 6D.

Internal pressure due to water at submarine

tunnel level is about 5kg/sq.cm. (50m water

column), where as external pressure due to weight of

rock and over burden soil is about 11.4kg/sq.cm. As

per IS standard 4880 Part-IV, maximum rock cover

required is H i.e. 5Kg/Sq.cm. With this 21m shift of

the off-shore Intake structure towards south from the

original location, the jetty length has also to be

increased by another 21m towards south. The

grouting of already exposed boreholes i.e. TBH-2 &

4 located on land was also undertaken and effected

successfully.

From 13.4 m to 25.05 m the rock is highly

weathered. Further from 25.05 m to 30.0 m the rock

is highly weathered to moderately weathered

Charnockite with poor core recovery and nil RQD

had been obtained. From 30 m to the end of the hole

(65 m) slightly weathered Charnockite with good

core recovery and fair to good RQD had been

recorded.

The occurrence of deep weathering in a single

lithologically similar hole is intruguing. In view of

the completely weathered to highly weathered rock

with very poor core recovery, shattered rock and zero

RQD in TBH-7 alone, it was inferred that the reason

for this may not be lithological but structural

infirmity. With only scanty subsurface data available,

the experts took recourse to the regional geology and

also the geotechnical investigation done for Madras

Atomic Power Station (MAPS) tunnel bore holes

which is existing 500meter north of PFBR submarine

tunnel and was constructed around forty year back.

The absence of dolerite in any of the PFBR boreholes

and the occurrence of dolerite in the MAPS tunnel

bore holes was had suggested to the possibility of an

east-west fault between the two tunnels before actual

tunneling work started. Since, the dolerite rock is

now encountered after the shear zone this possibility

is now ruled out.

Possibility-1

Regionally the foliation trend in the gneissic rock

is N25º to 50º ES25º to 50º W with a dip of 60 to

80 degree in easterly direction. N30º E - S30º W

joints (Foliation joints) are dominant. Hence,

probably the shear zone encountered in TBH-7 could

be a foliation shear.

Possibility-2

Dolerite with sheared contact is reported in the

off shore bore holes drilled at MAPS. The dip of the

dyke is estimated to be 70º close to Kalpakkam, at

Punjeri a N.W.-S.E. dyke is traceable for about 1 km.

In the area around Anaikattu about 15 km south

west of Kalpakkam several WNW-ESE dykes are

reported. In MAPS Reactor I pit a N60º W - S60º E

dyke was reported. It could be seen that the dykes in

the area trend WNW-ESE to NW-SE direction with


Depth (in m)

0.0 – 7.0

7.0 – 13.40

13.40 – 25.05

25.05 – 26.0

26.0 – 29.0

29.0 – 30.0

30.0 – 60.0

Lithological Details

Medium grained yellowish brown sand

Very stiff to hard brown sandy clay

Yellowish grey completely weathered rock

Highly weathered Charnockite. Poor recovery. RQD

Nil.

Highly weathered grey fractured Charnockite. Poor

Recovery. RQD Nil.

Moderately weathered Charnockite. Poor Recovery.

RQD 20%

Slightly weathered Charnockite. Recovery good,

RQD Fair to good.

Incidence-2 (Shear Zone Encountered between

Ch243 and Ch264)

(Rock condition at TBH-7)

From the analysis of borehole log details of 13

numbers of boreholes it was evident that low rock

will be encountered while tunneling at TBH7 and

site will have to take cautious approach during tunnel

excavation between TBH-6 and TBH-8. Rest other

bore log predicted trouble free construction while

advancing blasting for creation of submarine tunnel

bore. The following are the lithological, core recovery

percentages and RQD details of TBH-7 core samples

as prepared by M/S Geotechnics & Constructions

Pvt. Ltd.


a dip of 65º to 75º towards S30º W. The contacts of

many dykes are sheared; the shear zone trend is also

in the same trend. If the structural infirmity in TBH-

7 could also have the same trend and dipping

towards SW. Strike trend and apparent dip were

projected on to the new alignment. Thus it was

predicted that rock in the shear zone and adjacent

area will be closely jointed and could render the

crown of the tunnel weak where it intercepts.

A horizontal diamond drill hole was planned to be

drilled with double tube core barrel as tunnel

advanced. It was planned in advance that if drilling

data confirms the prognosis, tunneling in this

hazardous zone has to proceed cautiously. The zone

may be under a hydrostatic head. A similar zone in

Naptha Jhakri HEP in Himachal Pradesh (Himalaya

range) was tackled through DRESS Methodology i.e

Drainage, Reinforcement, Excavation and Support.

The method consists of drainage beyond the

heading by drilling holes with simultaneous insertion

of partly perforated steel pipes, improving the

heading by grouting and shotcreting. Before starting

the work supports (as dictated by design

considerations) was planned to be kept ready and

placed as soon as possible taking care to provide

laggings between the supports and crown. The above

details were brought to the notice of the field staff

and they were kept in readiness to face the situation.

To conform this and take precautionary measures,

a horizontal diamond drill hole was drilled with

double tube core barrel as tunnel advanced. Great

precaution and cautious approach was taken from

Ch.250 to Ch.290.

Observation during sub marine tunneling

operation:

As predicted earlier, during the excavation of

tunnel the shear zone was encountered at Ch.245

continued up to Ch.257.5. The material in the shear

zone consists of highly crushed leucocratic

Charnockite. Although most of it is granular and

non-cohesive, in places it is completely clayey. No

water seepage was notice in the shear zone portion.

From Ch: 257.5 onwards and up to the face of the

excavation at Ch.270 Dolerite was encountered. The

dolerite Dyke although hard and fresh was found to

be blocky and seamy. To the left of the crown damp

surface and dripping conditions prevailed.

The absence of dolerite in any of the bore holes (as

per data provided) and the occurrence of dolerite in

the MAPS tunnel bore holes was referred to and the

possibility of an east-west fault between the two

tunnels was predicted earlier, even before start of

tunnel excavation boring. Since, the dolerite rock is

now encountered after the shear zone this possibility

is now ruled out.

In the MAPS tunnel boreholes, the dolerite is

found to be at least 54 m wide. As per bore hole

details, dolerite was not encountered even in TBH-7,

the logs of TBH-8 also indicate only charnockite and

not dolerite. Hence, it is probable that the dolerite

now encountered is less than 50 m wide.

Remedial measures taken in PFBR tunnel in the

shear zone.

Ø The entire excavation was geologically mapped

Ø From Ch. 243m to Ch 264m (in the shear zone

and blocky and seamy dolerite portions), 75 mm

thk. shotcrete of M35 grade with wire mesh was

applied.

Ø Wherever dolerite was found blocky, it was

stitched by 10mm thick plate anchored 3m deep

into the rock using 25mm diameter rebar.

Ø ISMB 600 @ 600 c/c with steel lagging was

provided in this stretch of submarine tunnel. The

entire inner surface (top, sides and bottom

surfaces) of this dolerite region was supported

with the above referred structural members.

Ø After the 3D geological logging of the submarine

tunnel, consolidation grouting was carried out

between Ch.15m to 30m, Ch.75m to Ch.85m and

Ch 240m to Ch 270m.

Ø Before any blasting for the tunnel, probe holes,

6m deep were drilled from the blasted face to

determine the rock strata ahead of tunnel face.

This was done either by diamond drilling or jack

hammer drilling.

The work of tunnel excavation is under progress

and as of 15th September, 2009, 515 meter out of


Sleek Boards India Ltd


560 meter of tunnel was already excavated.

Concluding Remarks:

The PFBR intake structure is a design andconstruction marvel. True to the type of activity, the

construction has met several surprises which werequickly addressed with the help of experts withinIndia. The job has progressed well as per schedule

despite the above mentioned difficulties.

Acknowledgement:

This detailed technical paper is prepared after

drawing technical contents from various reportsprepared by experts and organizations engaged byBHAVINI for intake structure design, construction,

trouble shooting and remedial actions. This reporthas also major inputs from the agencies who havecarried out geo-technical investigation, construction

and inspection activities. The authors thankfully

acknowledge them.

The credit of this report goes to:

Ø Dr. S.K. Jain, Chairman and Managing Director,

M/s Nuclear Power Corporation of India Limited

& M/s Bharatiya Nabhikiya Vidyut Nigam

Limited

Ø Dr. Baldev Raj, Distinguished Scientist and

Director, Indira Gandhi Centre for Atomic

Research, Kalpakkam

Ø Shri S.C. Chetal, Director, REG, Indira Gandhi

Centre for Atomic Research, Kalpakkam

Ø M/S IGCAR who have conceptualised and

conceived entire scheme. Carried out bathymetric

studies, analysed the results produced by various

experts

Ø The entire civil team of M/S BHAVINI Ltd

Ø M/S CWPRS, Pune have designed and done

model studies of Intake Structures and finalised

blasting charge

Ø M/S Gammon India Limited who have finalized

construction and inspection schemes and done

field construction of Intake Structures

Ø M/S DGPCL, Bangalore who have provided the

entire design and construction detailing for the

submarine tunnel after analyzing the geotechnical

investigation data. They have also analysed the

rocks, produced geological mapping, decided on

rock anchoring, taken decision on geological

issues encountered during construction and have

produced detailed reports of the incidents

Ø M/S DBM Geotechnics and Constructions Pvt

Ltd., Bombay who carried out Bore Hole drilling

and Geotechnical Investigations

Ø M/S Anna University, Chennai who gave expert

analysis on geotechnical analysis.

Ø M/S NGRI who carried out cross hole tests

Ø M/S Indian Institute of Technology, Chennai

Ø M/S National Institute of Ocean Technology,

NIOT, IIT, Chennai who have done HWL and

LWL studies

Ø Dr. D.N. Seshagiri, an experienced Engineering

Geologist and Dr. S.R. Gandhi, a Senior Geologist

and Professor at IIT Chennai, who have

contributed significantly in preparation of this

paper. Few names of organisations and experts

have been brought out above. The contribution of

those whose names do not appear is also not less

and is thankfully acknowledged.

References:

Ø Geotechnical Investigation Report for Sea Water Intake

Structure at Kalpakkam in Tamilnadu State for FBR-Project,

BHAVINI-DBM Geotechnics and Construction Pvt.Ltd.

Ø Report from Design Group, Bangalore Titled Paper on

Geotechnical Problems faced during execution of Submarine

Tunnel and Remedial measures carried out.

Ø Physical Thermal Model Studies for Locating Intake/ Outfall of

500MWe Fast Breeder Reactor Project (PFBR)-CWPRS

Ø Mathematical Model Studies for Location of Intake/ Outfall of


Ø Flow Model Studies for Intake Structure of Fast Breeder

Reactor Project (PFBR)- CWPRS

Ø "Supplementary Mathematical Model Studies for Littoral Drift

and Thermal Recirculation for Sea Water Intake/ Outfall of

500MWe Fast Breeder Reactor Project (PFBR)-CWPRS"

Ø Physical Wave Model Studies for Sea Water Intake/ Outfall of


Ø Field Data Collection and Analysis for Condenser Cooling Sea

water System (CCWS) of 500MWe Fast Breeder Reactor

Project (PFBR)-CWPRS


Machines & Engineering Company

Be Clear & Design SmartOpting for Nuclear Power ?

Infrastructure: Nuclear Power Plants Infrastructure: Nuclear Power Plants

structural safety; higher initial cost of

the NPP (meaning higher cost of

power generated).

Operational safety is a function of

periodic preventive maintenance

that involves shutting down the

reactor. This warrants a trade-off

against the plant load factor (PLF)

and thereby escalating cost of power

generated.

Routine operations involve removal

and storage of spent fuel rods, which

need be cooled by air and water in

heavily shielded buildings for around

50 years so as to prevent over-

heating and fire.

Then they are re-processed in a

separate facility for separating

plutonium, and encased in glass for

deep geological burial.

These steps are essential but

increase cost of power generated.

And risks & costs continue well

beyond their useful life:

Nuclear plants after their useful life

cannot be simply abandoned. They

have to be decommissioned,

spending as much or more money

than their construction cost itself.

This includes cost of keeping facility

One of the greatest challenges

facing our planet is how to

supply electricity to a rapidly

growing population with ever increasing

need for electric power. Limited

resources and irreversible changes to our

c l i m a t e t h r e a t e n c a t a s t r o p h i c

consequences unless intelligent decisions

are made. The need of the hour is to

gather a proper perspective to make

appropriate choice of resources and

develop technologies in order to generate

safe, clean and optimal cost energy.

The renewed focus on the nuclear

industry world over subsequent to the

earthquake-tsunami double-whammy in

Japan is understandable. India is no

exception where on one hand its

proponents are vehemently trying by all

means to convince all and sundry that

nuclear power is safe and clean, while

environmentalists are crying hoarse

predicting doomsday.

The safety credentials of nuclear

power plants (NPPs) once again have

come to the global platform for each

one's introspection.

Nuc lear experts may assess

probability of an earthquake-tsunami

striking a nuclear facility as perhaps just

once-in-a-million-years. It offers no

solace as this once event can even

happen tomorrow!

If the theory of a Fukushima

occurring because of a earthquake-

tsunami combo is bought, then what is

the take on accidents at Three Mile

Island (USA) and Chernobyl (USSR/

A Double-Whammy Predicament

Russia) both of which had neither

earthquake nor tsunami.

The industry says nuclear power is

safe, clean and cheap. But as in every

design, construction and operation, here

too an economically feasible choice is to

be made which gets translated as the

right choice. This is the “trade off”. In the

nuclear case if the trade off taken in design

falls short of what is demanded by an

unfortunate event, it could spell a disaster!

Safe and Cheap Energy? And the

trade-off!

117www.masterbuilder.co.in | The Masterbuilder - April 2011116 The Masterbuilder - April 2011 | www.masterbuilder.co.in

The design takes into account the

safety, del ivery, eff ic iency and

economics of delivery. Thus, a complex

number of elements enter the design

matrix with numbers to be chosen and

frozen. These numbers decide the fate of

unfortunate incidents being contained or

ending up in disasters. Some fundamental

elements that figure are:

Structural safety in NPP is ensured by

appropriate design and quality

construction. In real ity it is

accomplished by a trade-off between

perennially beyond human access

because it continues to be radioactive.

For instance, India's Tarapur NPP life

was long since over but instead of

decommissioning, i ts l i fe was

“extended”. The Three Mile Island costs

of decommissioning or entombing

Chernobyl NPPs must have been

colossal. The costs of decommissioning

the five Japanese NPPs are tentatively

estimated at around Japan's GDP!.

As tragically seen in Japan, a system is

no better than its weakest flaws.

Sure, the containment shell worked

well past its design parameters, but

still not well enough to handle the

loss of coolant. It remains to be seen

if it indeed worked well enough to

prevent a major disaster, or if it

merely delayed a major disaster.

As rightly said:

The lesson is not that "most of the

design worked, so we're safe", nor is

it "nuclear power is fatally flawed, no

Realize real needs then Customize

Sadagopan Seshadri,Chief - Content Development, CE - Infrastructure - Environment

Figure 1 Indian Nuke Map: NPP Location & Seismic Zone Identification

Reactor

Cyclone

Flood

PowerFailure

Lighting

AircraftCrash

ChemicalExplosion

Meteorology

Hydrology

Earthquake

Geotechnical

Figure 2 External Events

Figure 3 INES

Below Scale / Level 0

No SAFETY SIGNIFICANCE

AC

CID

EN

T

INC

IDE

NT

1 Anomaly

2 Incident

3 Serious Incident

4 Accident withLocal consequences

5 Accident withwider consequences

6 Serious Accident

7 MajorAccident

The INES Scale is a worldwide tool for communicating to the public in a consistent way the safety significance of nuclear and radiological events. Just like information on earthquakes or temperature would be difficult to understand without the Richter or Celsius scales, the INES Scale explains the significance of events from a range of activities, including industrial and medical use of radiation sources, operations at nuclear facilities and transport of radioactive material. Events are classified on the scale at seven levels: Levels 13 are called “incidents”and Levels 47 “accidents”. The scale is designed so that the severity of an event is about ten times greater for each increase in level on the scale. Events without safety significance are called “deviations” and are classified Below Scale / Level 0.



Infrastructure: Nuclear Power Plants Infrastructure: Nuclear Power Plants

structural safety; higher initial cost of the

NPP (meaning higher cost of power

generated).

Operational safety is a function of

periodic preventive maintenance

that involves shutting down the

reactor. This warrants a trade-off

against the plant load factor (PLF)

and thereby escalating cost of power

generated.

Routine operations involve removal

and storage of spent fuel rods, which

need be cooled by air and water in

heavily shielded buildings for around

50 years so as to prevent over-

heating and fire.

Then they are re-processed in a

separate facility for separating

plutonium, and encased in glass for

deep geological burial.

These steps are essential but

increase cost of power generated.

And risks & costs continue well

beyond their useful life:

Nuclear plants after their useful life

cannot be simply abandoned. They

have to be decommissioned,

spending as much or more money

than their construction cost itself.

This includes cost of keeping facility

One of the greatest challenges

facing our planet is how to

supply electricity to a rapidly

growing population with ever increasing

need for electric power. Limited

resources and irreversible changes to our

c l i m a t e t h r e a t e n c a t a s t r o p h i c

consequences unless intelligent decisions

are made. The need of the hour is to

gather a proper perspective to make

appropriate choice of resources and

develop technologies in order to generate

safe, clean and optimal cost energy.

The renewed focus on the nuclear

industry world over subsequent to the

earthquake-tsunami double-whammy in

Japan is understandable. India is no

exception where on one hand its

proponents are vehemently trying by all

means to convince all and sundry that

nuclear power is safe and clean, while

environmentalists are crying hoarse

predicting doomsday.

The safety credentials of nuclear

power plants (NPPs) once again have

come to the global platform for each

one's introspection.

Nuc lear experts may assess

probability of an earthquake-tsunami

striking a nuclear facility as perhaps just

once-in-a-million-years. It offers no

solace as this once event can even

happen tomorrow!

If the theory of a Fukushima

occurring because of a earthquake-

tsunami combo is bought, then what is

the take on accidents at Three Mile

Island (USA) and Chernobyl (USSR/

A Double-Whammy Predicament

Russia) both of which had neither

earthquake nor tsunami.

The industry says nuclear power is

safe, clean and cheap. But as in every

design, construction and operation, here

too an economically feasible choice is to

be made which gets translated as the

right choice. This is the “trade off”. In the

nuclear case if the trade off taken in design

falls short of what is demanded by an

unfortunate event, it could spell a disaster!

Safe and Cheap Energy? And the

trade-off!


The design takes into account the

safety, del ivery, eff ic iency and

economics of delivery. Thus, a complex

number of elements enter the design

matrix with numbers to be chosen and

frozen. These numbers decide the fate of

unfortunate incidents being contained or

ending up in disasters. Some fundamental

elements that figure are:

Structural safety in NPP is ensured by

appropriate design and quality

construction. In real ity it is

accomplished by a trade-off between

perennially beyond human access

because it continues to be radioactive.

For instance, India's Tarapur NPP life

was long since over but instead of

decommissioning, its life was

“extended”. The Three Mile Island costs

of decommissioning or entombing

Chernobyl NPPs must have been

colossal. The costs of decommissioning

the five Japanese NPPs are tentatively

estimated at around Japan's GDP!.

As tragically seen in Japan, a system is

no better than its weakest flaws.

Sure, the containment shell worked

well past its design parameters, but

still not well enough to handle the

loss of coolant. It remains to be seen

if it indeed worked well enough to

prevent a major disaster, or if it

merely delayed a major disaster.

As rightly said:

The lesson is not that "most of the

design worked, so we're safe", nor is

it "nuclear power is fatally flawed, no

Realize real needs then Customize

Sadagopan Seshadri,Chief - Content Development, CE - Infrastructure - Environment

Figure 1 Indian Nuke Map: NPP Location & Seismic Zone Identification

Reactor

Cyclone

Flood

PowerFailure

Lighting

AircraftCrash

ChemicalExplosion

Meteorology

Hydrology

Earthquake

Geotechnical

Figure 2 External Events

Figure 3 INES

Below Scale / Level 0

No SAFETY SIGNIFICANCE

AC

CID

EN

T

INC

IDE

NT

1 Anomaly

2 Incident

3 Serious Incident

4 Accident withLocal consequences

5 Accident withwider consequences

6 Serious Accident

7 MajorAccident

The INES Scale is a worldwide tool for communicating to the public in a consistent way the safety significance of nuclear and radiological events. Just like information on earthquakes or temperature would be difficult to understand without the Richter or Celsius scales, the INES Scale explains the significance of events from a range of activities, including industrial and medical use of radiation sources, operations at nuclear facilities and transport of radioactive material. Events are classified on the scale at seven levels: Levels 13 are called “incidents”and Levels 47 “accidents”. The scale is designed so that the severity of an event is about ten times greater for each increase in level on the scale. Events without safety significance are called “deviations” and are classified Below Scale / Level 0.


Figure 4


matter what we do", the lesson is

that “things happen that we don't plan

for in ways that we do not anticipate”.

The nuclear power industry is one

where each country sets its own detailed

quality and safety specifications within a

framework of chosen consultants, safety

bodies, main contractors and other

stakeholders.

For an energy technology to be

viable, it must be economical and satisfy

the policies that have been established

by government to address social and

environmental concerns. Only those

technologies that lie in the nexus of the

three disciplines - technology, policy and

economics - can be deemed viable.

Depending on location, each of these will

var y and the opt imum energy

technology for a given location will vary

accordingly.

There are different designs doing the

rounds. A lot of Pros & Cons on their

absolute safety & workability beyond

doubt persist. Structural safety has once

again raised its head ominously in

conjunction with our inability to have the

foresight needed to choose the needed

“factors of safety” prudently, justify it as

essential to avoid “incidents” and work

the costs based on these numbers to study

feasibility of nuclear options. India should

not become testing ground for others!

S ta r t i n g f ro m t h e c o n c re te

containment (A), each of the areas in the

nuclear facility (see view at Figure 4)

becomes risk prone depending on where

and how an incident occurs and

develops. A look at events unfolding at

Fukushima is an eye opener:

Japan raised the severity rating of the

crisis at the Fukushima No. 1 nuclear

power plant to the same level as the

Chernobyl disaster, weeks after it was

criticized for downplaying the seriousness.

Pointing to the large amount and

wide dispersion of radioactive material

from the stricken facility, the Nuclear and

Be clear about nuclear

Industrial Safety Agency (NISA) and the

Nuclear Safety Commission of Japan

raised their accident assessment to level

7, defined as a "major accident" on the

International Nuclear and Radiological

Event Scale.

Junichi Matsumoto, an official with

the plant's operator Tokyo Electric Power

Co., said: "Discharge (of radioactive

materials) has not been completely

stopped and there are concerns that the

amount released could equal or exceed

that for Chernobyl."

Earlier however just after the March

11 earthquake, NISA had rated the

situation at Fukushima as a level 4

accident, meaning that radioactive

materials had been released outside of

the Fukushima nuclear plant. Then on

March 18, the assessment was raised to

level 5, the same as the 1979 accident at

the Three Mile Island nuclear plant in the

United States.

One standard used for a level 5

accident is the emission of radiation

levels equivalent to several hundreds to

several thousands of terabecquerels of

radioactive iodine. One terabecquerel is

a trillion becquerels.

Subsequent estimates of the total

amount of radioactive materials

released had levels of iodine between

370,000 and 630,000 terabecquerels.

That is above the standard of several tens

of thousands of terabecquerels that is

used to define a level 7 accident on the

International Nuclear and Radiological

Event Scale.

The explosions and fire at the

Chernobyl plant spread about 5.2 million

terabecquerels across several countries.

At Fukushima, radioactive material

has been released into the environment

in a series of separate incidents.

Radioactive steam was init ia l ly

deliberately vented into the atmosphere

to reduce pressure within the core

containment vessels. Subsequent

hydrogen explosions at the buildings

housing the No. 1 and No. 3 reactors

blew away part of the ceilings and

dispersed radiation.

An explosion near the suppression

pool for the No. 2 reactor and a fire at a

storage pool for spent fuel rods at the

No. 4 reactor are also believed to have

released radioactive material.

Keiji Kobayashi, a former lecturer of

nuclear engineering at Kyoto University's

Research Reactor Institute, said: "From

View inside the Nuclear Power Plant

A

12 3

D 6

E5

7

4

C

14

B

9

8 10

11

13

12

6 Steam generator7 Reactor main coolant pump8 High-pressure turbine9 Reheater10 Low-pressure turbine

11 Generator12 Transformer13 Condenser14 Feedwater tank

A ContainmentB Machine houseC Control roomD Fuel storeE Fuel storage basin

1 Concrete containment2 Steel liner3 Steel pressure vessel4 Reactor pressure vessel5 Control rod drive

Infrastructure: Nuclear Power Plants

Simpson & Co.Ltd

RAnand

Text Box


the time when a dry boil at the reactor

core and hydrogen explosions occurred,

it became difficult to stop the discharge

of radiation. It was clear the accident was

more than a level 6. There are also

elements not found in the Chernobyl

accident such as the release of

radioactive materials into the ocean."

A fresh Evaluation by revisiting is the

minimum that decision makers owe the

nation before finalizing the country's

nuclear road map. It goes for all: GE,

AREVA, WESTINGHOUSE and any other.

The Indian heads in the nuclear

establishment giving account of each

facility have aired their assurance of

design & operational safety of India's

nuclear reactors besides their right siting

too which is claimed to be reason for

terming them as not vulnerable.

The Nuclear establishment in India

has assured that our systems are robust.

Out of the 20 reactors, only two in

Tarapur are based on the boiling water

principle as the ones in Japan. Going by

the statements of the Department of

Atomic Energy, diesel power backups for

our nuclear power plants, particularly in

tsunami prone areas, have been

constructed at high altitudes to avoid

flooding by tsunami.

Currently, very bold marked thrust is being seen in the country's nuclear programme, with the big nuclear power-generating parks in five locations, all coming up with foreign technology. After the Japan event, India needs further reassurance in respect of proven technologies of partners, timely deliveries, operational safety, fail proof I&C before mega plans are put on track in the nuclear domain.

The indigenously-developed PFBR is

at an advanced stage of construction

under the aegis of state-owned Bhartiya

Nabhikiya Vidyut Nigam (BHAVINI)

and is expected to be commissioned by

2011 end.

Assurances

BHAVINI

"Our anxiety about technological

challenges for the construction of the

country's first 500 MW Prototype Fast

Breeder Reactor (PFBR) is over and we

are at the closure for technology deliv-

ery," said IGCAR Director Baldev Raj. The

500 MWe reactor, being developed by

the Indira Gandhi Centre for Atomic

Research (IGCAR) here, uses a unique

mix of uranium and plutonium which sig-

nificantly enhances the capability to gen-

erate electricity per tonne of fuel utilised.

“470,000 MWe” - a pie in the sky?

Physicist and research scholar at

Princeton University M V Ramana's

guess is that India will see one set of twin

reactors from the big players, France,

Russia and the US, at each of the sites

allotted to these countries although the

US gets two sites because of the civilian

nuclear agreement it pushed with India.

“It is plausible that the 20,000 MWe by

2020 might materialise, but I doubt if one

From L to R: Managing Director of Nuclear Power Corporation of India S K Jain, Chairman, Atomic Energy Commission Srikumar Banerjee,and Chairman, Atomic Energy Regulatory Board S S Bajaj

e will not jump to say that our power reactors will not suffer a similar kind of W

situation but we are planning to revisit all the safety aspects of our plants after doing a complete analysis of the Japanese incident and share the entire safety means with the public in a transparent way,” chairman and Managing Director of Nuclear Power Corporation of India S K Jain said on Mar13.

Jain said, out of the 20 operating Indian reactors, 18 are Pressurised Heavy Water Reactors, two are Boiling Water Reactors. The two reactors of 1000 MW of Russian VVER-1000 type under construction at Kudankulam in Tamil Nadu have Generation-3 plus designs.

Between BWR (Tarapur units 1 and 2 and the Japanese reactors at Fukushima Daiichi) and PHWR there is a big difference as the PHWR (Pressurised Heavy Water Reactor) reactor has 100 to 200 tonne of cold moderator which surrounds all the coolant channels. Calendrias submerged in a cool water of canlendria vault (1000 tonnes).

There is a very big heat sink available in PHWRs and secondly, unlike the BWR (Boiling Water Reactor), the PHWR is also cooled by naturally occurring siphon mechanism.Since the steam generator located at a higher elevation, directly injecting water from the firefighting system into the generator is also available as a supplement, he said.

Jain said, “The uniqueness of Indian system is that NPCIL has got centralized online monitoring system of all the power stations which are operating in Mumbai. We have all the emergency control centre where plants live parameters are online through satellite,” he said.

“Parameters are available for various safety and reactor systems where safety experts can assemble within few minutes can do the entire parallel analysis and also in continuous contact with the stations,” he said.

“Design safety, safety analysis capacity are available as a back up of operating plants which is unique to India,” Jain said adding “it is a big strength.”

Inspite of all these, with open mind we will be revisiting the safety aspects and share them with the public, Jain stressed.

Meanwhile, seismologists (earthquake specialists) here said, all Indian reactors are not on coast and the Indian coastline is more than 1,200 miles away from Sunda trench where mega earthquakes can occur.

“Hence, similarity analysis of reactor accidents incidents between Japanese reactors which are few hundred miles away from mega subduction zones and Indian coastal reactors which are few thousand miles away from Sunda trench should be done objectively,” they said.


Bridge Seminar

can have the targeted 40,000 MWe by

2020,” predicted Ramana. As of now PM

Manmohan Singh's target seems a pie in

the sky.

“Construction of nuclear reactors

has always taken much longer than, say,

natural gas-based power plants,” said

M V Ramana, physicist and research

scholar at Princeton University. “The

time period increased significantly after

the mid-1980s following the Three Mile

Island and Chernobyl accidents. As per

the International Atomic Energy

Agency's data the average construction

time is close to nine years. In most cases,

the anticipated construction time was

about five years,” he said.

Issues such as who bears the liability

make the Areva project and those by

Americans shaky. The issue is not just the

amount of compensation to be paid in

the event of an accident but as to who

will be landed with bill, the operators or

the suppliers, and to what extent.

Private Indian players who wish to set

The liability aspect: who foots the

disaster bill

Table I : 20 nuclear power reactors produce 4,780.00 MW (2.9% of total installed base)

Power Station

Kaiga

Kakrapar

Kalpakkam

Narora

Rawatbhata

Tarapur

Operator

NPCIL

NPCIL

NPCIL

NPCIL

NPCIL

NPCIL

State

Karnataka

Gujarat

Tamil Nadu

Uttar Pradesh

Rajasthan

Maharashtra

Type

PHWR

PHWR

PHWR

PHWR

PHWR

BWR (PHWR)

Total

Units

220 x 4

220 x 2

220 x 2

220 x 2

100 x 1200 x 1220 x 4

160 x 2540 x 2

20

Total Capacity (MW)

880

440

440

440

1180

1400

4780

Table II The projects under construction

Power Station

Kudankulam

Kalpakkam

Kakrapar

Rawatbhata

Banswara

Operator

NPCIL

NPCIL

NPCIL

NPCIL

NPCIL

State

Tamil Nadu

Tamil Nadu

Gujarat

Rajasthan

Rajasthan

Type

VVER-1000

PFBR

PHWR

PHWR

PHWR

Total

Units

1000 x 2

500 x 1

700 x 2

700 x 2

700 x 2

8

Total Capacity (MW)

2000

500

1400

1400

1400

6700

Author's Bio

The author leads our Delhi bureau. An Engineer and qualified ADR professional (NALSAR alumnus), Sadagopan Seshadri has been a senior Contract Management Profess ional in large nat ional & International Companies. His domain expe-rience is in Building Products, Cement plants and Mega Power project execution. He is expert visiting faculty for Contract Management at the SSAA, IP University, New Delhi.

Being passionate about Environment he has now turned to Landscape Projects design teamed with likeminded architects & engineers for sustainable landscapes devel-opment He is vocal with his views on these areas through his writings.

He can be reached at [email protected]

March 1993: Fire in Narora Atomic PP brought reactor core almost to partial fuel meltdown. The fourth level safety protection in design saved. Similar fires had occurred in Rawatbhata and Kakrapar plants. The 1993 fire occurred when two steam turbine blades broke. The blade fault had been detected by turbine designer GEC UK which had given revised blade design to the Indian manufacturer who, in turn, prepared drawings for new blades. DAE action: nil.

May 1994: The Kaiga project delayed as containment dome collapsed during construction. Reasons: design deficiencies and lack of quality control (AERB had ordered stress tests in each reactor before start-up and complete simulator installation for operator training. The conditions were not met).

June 1994: Flood water entered condenser pit and turbine building basements in the Kakrapar reactor Reasons: Absence of sealing arrangements. Similar flooding had occurred twice at other stations.

Tsunami waves, five-metres high hit the power reactors at Kalpakkam in Tamil Nadu. A minor water leak was reported in the plant. Walls collapsed but were repaired by 2007.

Table III. Let's not forget : Close calls

Figure 5 Prototype Fast Breeder Reactor, Kalpakkam, Indira Gandhi Centre for

Atomic Research

Figure 6 Kundankulam Project in Tamil Nadu

up nuclear power projects in the country

want to pass on part of the liability to the

suppliers and are thus stalling the

passage of the nuclear liability bill.

Among the companies that have

expressed interest in entering the field

are Reliance Industries and Tata Power.

True, India does have a strong

appetite for electricity but by no means

at the risk of a la Chernobyl, TMI or

Fukushima!!!!!!



Esquire -CMAC Pvt.Ltd

construction equipment in the show.

Mr.Haberman during his inaugural

address touched upon the fact that no

longer can the US be not affected by

what he termed as “crumbling

infrastructure”. He went on to add that

the “show promises an entire host of

new product launches,” a promise

which was fulfilled by a vast majority of

c o n s t r u c t i o n e q u i p m e n t

manufacturers, who had lined up

several new products and technologies,

for launch during the show.

According to the organizers, the

international registrations accounted

for a record 24 percent of the total. The

internat ional bus iness v i s i tors

represented over 150 countries. The

s h o w a l s o h o s t e d 4 2 o f f i c i a l

international customer delegations

from 37 countries, which were

organized by the U.S.Department of

Commerce, as well as by other

associations and related groups.

The quality of attendees was

evident from the fact that around 44

percent of the business visitors had top

titles of president/owner and vice

Record International Participation

erhaps no other trade show had

been so eagerly anticipated in US

in the recent times, than the PCONEXPO-CON/AGG, which was co-

organized along with the IFPE 2011

exposition, from March 22-26 in Las

Vegas. The continued uncertainty in the

US construction market had meant that

the exposition had a heightened

curiosity factor, around the world, given

the global reverberations of success or

f a i l u r e o f t h e e v e n t . T h e

overwhelmingly positive mood at the

exposition meant, that the pale of

g l o o m t h at h a d e n g u l fe d t h e

construction industry in the US had

been lifted. The success of the show

came as a shot in the arm for global

construction equipment manufacturers.

The CONEXPO-CON/AGG and IFPE

2011 attracted nearly 120,000

registered attendees. It was the largest

gathering in North America since 2008

for the construction, construction

materials, and fluid power/power

transmission/motion control industries.

The CONEXPO-CON/AGG show

organizers officially opened the show

with a ribbon cutting ceremony led by

its Chairman of Managing Committee of

the event, Mr. Mike Haberman and the


Institute of Fluid Pipe Education (IFPE)

Chairman Mr. Al Carlson.

“Conexpo is the largest construction

equipment show in the western

hemisphere with more than 2000

exhibitors and the industry support

makes it the great event that it is while

the co-location with IFPE and ICON

enhances the experience,” Mr.

Haberman reportedly said in his

opening speech.

Dubbed the “American Bauma”, the

show laid claim to being the largest

trade show that is held in the US. Over

2,000 exhibitors are displaying latest

president/general manager/chief

financial officer. Exhibitors on their part

have reported strong purchases and

sales leads, apart from enhanced

n e t w o r k i n g o p p o r t u n i t i e s fo r

technology sharing initiatives because

of the show.

The all pervading atmosphere of

optimism was bought out aptly by

Mr.Megan Tanel, Association of

Equipment Manufacturers (AEM), Vice

President of Exhibitions and Events,

who has been quoted in the official

website of the show stating "The

construction industry has been through

some very tough times, with record

unemployment , s ince the last

CONEXPO-CON/AGG and IFPE in March

2008. With these positive numbers and

the industry support of the shows,

we're optimistic about the future and

looking forward to seeing these new

sales orders fulfilled, “ before adding

"The increased global participation by

attendees and exhibitors underscores

the importance of world markets to our

industry. The U.S. economy is slowly

improving and we have a ways to go,

especially in construction, but after 18

to 24 months there is more pent-up

demand for equipment to be ready for

the upturn.”

More than 860 co-located events,

educational programs and pre-planned

meetings, were held along with the

show. ICON Expo for concrete products

industry was among the key co-

locations that took place during the

show. The expositions also saw the

conduct of several annual conferences

of national industry associations, which

assume signif icance, given the

buoyancy in the U.S construction

i n d u st r y, e s p e c i a l l y a f te r t h e

announcement of the infrastructure

stimulus package by the Obama

administration.

The event saw more than 2,400

exhibitors taking more than 2.34 million

net square feet of exhibit space. While

IFPE 2011 was the largest ever,

CONEXPO-CON/AGG's exhibit space

was the second largest in its history,

according to the organizers.

The global nature of the event was

evident from the 10 international

exhibit pavilions that were part of the

shows. Pavilions from China, Finland,

Italy, Korea, Spain, and United Kingdom Show Lifts the Spirits of US Construction IndustryCONEXPO-CON/AGG

CE: Events CE: Events

Aerial View of the Venue

Amith IndurthiResident Correspondent, USA

construction equipment in the

show. Mr.Haberman during his

inaugural address touched upon the

fact that no longer can the US be not

affected by what he termed as

“crumbling infrastructure”. He went on

to add that the “show promises an

entire host of new product launches,” a

promise which was fulfilled by a vast

majority of construction equipment

manufacturers, who had lined up

several new products and technologies,

for launch during the show.

According to the organizers, the

international registrations accounted

for a record 24 percent of the total. The

internat ional bus iness v i s i tors

represented over 150 countries. The

s h o w a l s o h o s t e d 4 2 o f f i c i a l

international customer delegations

from 37 countries, which were

organized by the U.S.Department of

Commerce, as well as by other

associations and related groups.

The quality of attendees was

evident from the fact that around 44

percent of the business visitors had top

titles of president/owner and vice

Record International Participation

erhaps no other trade show had

been so eagerly anticipated in US

in the recent times, than the PCONEXPO-CON/AGG, which was co-

organized along with the IFPE 2011

exposition, from March 22-26 in Las

Vegas. The continued uncertainty in the

US construction market had meant that

the exposition had a heightened

curiosity factor, around the world, given

the global reverberations of success or

f a i l u r e o f t h e e v e n t . T h e

overwhelmingly positive mood at the

exposition meant, that the pale of

g l o o m t h at h a d e n g u l fe d t h e

construction industry in the US had

been lifted. The success of the show

came as a shot in the arm for global

construction equipment manufacturers.

The CONEXPO-CON/AGG and IFPE

2011 attracted nearly 120,000

registered attendees. It was the largest

gathering in North America since 2008

for the construction, construction

materials, and fluid power/power

transmission/motion control industries.

The CONEXPO-CON/AGG show

organizers officially opened the show

with a ribbon cutting ceremony led by

its Chairman of Managing Committee of

the event, Mr. Mike Haberman and the


Institute of Fluid Pipe Education

(IFPE) Chairman Mr. Al Carlson.

“Conexpo is the largest construction

equipment show in the western

hemisphere with more than 2000

exhibitors and the industry support

makes it the great event that it is while

the co-location with IFPE and ICON

enhances the experience,” Mr.

Haberman reportedly said in his

opening speech.

Dubbed the “American Bauma”, the

show laid claim to being the largest

trade show that is held in the US. Over

2,000 exhibitors are displaying latest e

president/general manager/chief

financial officer. Exhibitors on their part

have reported strong purchases and

sales leads, apart from enhanced

n e t w o r k i n g o p p o r t u n i t i e s fo r

technology sharing initiatives because

of the show.

The all pervading atmosphere of

optimism was bought out aptly by

Mr.Megan Tanel, Association of

Equipment Manufacturers (AEM), Vice

President of Exhibitions and Events,

who has been quoted in the official

website of the show stating "The

construction industry has been through

some very tough times, with record

unemployment , s ince the last

CONEXPO-CON/AGG and IFPE in March

2008. With these positive numbers and

the industry support of the shows,

we're optimistic about the future and

looking forward to seeing these new

sales orders fulfilled, “ before adding

"The increased global participation by

attendees and exhibitors underscores

the importance of world markets to our

industry. The U.S. economy is slowly

improving and we have a ways to go,

especially in construction, but after 18

to 24 months there is more pent-up

demand for equipment to be ready

for the upturn.”

More than 860 co-located events,

educational programs and pre-planned

meetings, were held along with the

show. ICON Expo for concrete products

industry was among the key co-

locations that took place during the

show. The expositions also saw the

conduct of several annual conferences

of national industry associations, which

assume signif icance, given the

buoyancy in the U.S construction

i n d u st r y, e s p e c i a l l y a f te r t h e

announcement of the infrastructure

stimulus package by the Obama

administration.

The event saw more than 2,400

exhibitors taking more than 2.34 million

net square feet of exhibit space. While

IFPE 2011 was the largest ever,

CONEXPO-CON/AGG's exhibit space

was the second largest in its history,

according to the organizers.

The global nature of the event was

evident from the 10 international

exhibit pavilions that were part of the

shows. Pavilions from China, Finland,

Italy, Korea, Spain, and United Kingdom Show Lifts the Spirits of US Construction IndustryCONEXPO-CON/AGG

CE: Events CE: Events

Aerial View of the Venue

Amith IndurthiResident Correspondent, USA


were major attractions in CONEXPO-

CON/AGG, while IFPE had pavilions

from China, Italy and Taiwan.

The growing importance of the software

industry in the field of construction

equipment came to the fore in the show

with it featuring IT & Business Solutions

pavilion, which was sponsored by the

Associated General Contractors of

America.

Industry Focused Education

One of the key components of the

show was the record number of

education, training, and certification

programs that were on offer. There has

always been criticism of lack of trained

manpower to operate construction

equipment even in developed

countries. The focus in this show

therefore of specific training program

for construction equipment, was

therefore welcome by the entire

construction fraternity. A record 126

sessions across nine fields, were a

unique feature of the show. Some of the

most interesting sessions were on

management and applied technology

and industry trends. There was also a

Green Roads Summit and a Crane and

Rigging Conference that were held as

part of the show.

There was a specific program held

during the show that focused on safety

in crane and other aerial lift equipment.

As part of the Crane and Rigging

Conference, visitors were provided with

training on safety and hands-on

operational experience. The International

Mixer Driver Championship organized

by the National Ready Mixed Concrete

Association (NRMCA) was another

highlight of the show.

A l t h o u g h t h e c o n s t r u c t i o n

equipment show attracted around

120000 visitors, figures which are about

16 percent lower than the 2008 show,

the increase in the number of overseas

visitors was a positive that organizers

could take out of the event. Overseas

visitors constituted about 24 percent of

the total number of attendees, which

was a significant 19 percent jump over

the figures of the previous edition of the

show held in 2008.

The organizers have also announced that the next edition of the show would be again held at the Las Vegas Convention Center in Las Vegas, US on 18-22 March in 2014.

A Grand Inaugural Function

A Record International Participation was another Highlight of the ShowThe Event Saw Numerous Industry- Client Interactive Sessions

CE: Events

MM Castings (P) Ltd

the industry relies on the efficient and

timely allocation of funds to national

road development projects. Delays in

the implementation of these projects

will inevitably result in slowing down or

delaying the expected industry growth.

The road construction equipment

market has undergone a sea change

Road Construction Equipment Market

From Evolution to Present

An efficient road network

system is a pre-requisite for a

burgeoning economy like India.

Hence, it does not come as a surprise

t h a t r o a d c o n s t r u c t i o n a n d

maintenance has been one of the

major thrusts of the UPA government

in its current and past stint.

Our country has the third largest

road network across the globe

consisting of National Highways, State

Highways, Major District Roads and

Village and Other District Roads. While

the National Highways comprise only

2% of the total length of roads, they

carry over 40% of the total traffic across

four different corners of our country.

Starting with the 9th Five Year Plan

(1997-2002), road sector expenditures

have gone up from 3% of the total Plan

expenditure to almost 12% today.

These expenditures were primarily for


national highway and rural road

development programs. The Eleventh

Plan indicates a total planned

investment of about INR 2, 09,400

Crores in road infrastructure and road

construction equipment contributes

about 21-23 per cent of the total

project cost in road projects. This

should be ample evidence about the

growth potential for road construction

equipment industry in India. However,

since its early days. The 1960s heralded

the mechanization of the entire

process. The globalization of the Indian

economy in 1991 also brought about

the much required impetus to the road

construction equipment industry.

Indian manufacturers tied up with

foreign partners for R&D and

improvisation of their products. The

modification of specifications as

required by MORT&H also gave a boost

to R&D, innovations and collaborations.

Previously, while a single static road

roller was used for the compaction of

the sub grade, sub base, base and black

topped layers, the practice is now to

use a different type of road roller for

each layer, like soil compactors,

tandem v ibrator y ro l le rs and

pneumatic tyred rollers. The demand

for hot mixed plants has moved from

small capacities like 20-30 TPH to 120-

400 TPH in road projects. Conventional

rigid paves are increasingly being

substituted with slip form pavers in

concrete roads. The market is already

familiar with technology and machines

like wet mix plants, cold and hot milling

machines, pavers for the construction

of base course and cold and hot re-

cycling machines that can reduce the

thickness of the road crust and also

have the ability to recycle the used

material during road construction.

Here is a brief description of the

road construction process. Any heavy

infrastructure project begins with site

clearance. Then, a motor grader makes

the sub-base flat to a certain extent.

The motor grader also helps in profiling

the sub-base. After this, a soil

compactor or a single drum compactor

is used to compact the soil. This also

helps in increasing the load bearing

capacity. Generally, a smooth drum is

used for non-cohesive soils and a

padfoot drum with feet for soils such as

clay or silt. Specially graded aggregate

is then brought in to form the unbound

base course. The next step involves

laying the first bituminous base course

a carefully designed and manufactured

mixture of asphalt and aggregate - hot

with an asphalt paver. It is essential that

t h e a s p h a l t r e m a i n a t h i g h

temperatures up to the point of being

laid. After this, a tracked or wheeled

paver is used to put down multiple

binder layers based on the traffic loads

the road is expected to carry. The

thickness of the first binder layers may

vary from 100-150 mm. A tandem roller

then follows behind the paver to

compact each layer before the final

wearing course of about 50mm of

asphalt is put down.

Road Construction Equipment: Industry Analysis Road Construction Equipment: Industry Analysis

ROAD CONSTRUCTIONROAD CONSTRUCTIONROAD CONSTRUCTIONEQUIPMENT SECTOREQUIPMENT SECTOR

Ready for the Bull RunReady for the Bull RunBhavani BalakrishnaBhavani Balakrishna

INDIAN ROAD NETWORK(Length in Kilometers)

National Highways (NH)

State Highways (SH)

Major District Roads (MDR)

Village and Other Roads(ODR & VR)

Total Road Length

58,112

1,37,119

4,70,000

26,50,000

33,15,231

Source: National HighwaysAuthority of India (NHAI)

Amit GossainAVP- Marketing & Business

Development, JCB India

“The market share for excavators as compared to all construction & earthmoving equipment is on the rise every year. With big projects coming in contractors are opting for specialized machinery like tracked excavators. Currently the market size is about 7500 machines”

the industry relies on the efficient

and timely allocation of funds to

national road development projects.

Delays in the implementation of these

projects will inevitably result in slowing

down or delaying the expected

industry growth.

The road construction equipment

Road Construction Equipment Market

From Evolution to Present

An efficient road network

system is a pre-requisite for a

burgeoning economy like India.

Hence, it does not come as a surprise

t h a t r o a d c o n s t r u c t i o n a n d

maintenance has been one of the

major thrusts of the UPA government

in its current and past stint.

Our country has the third largest

road network across the globe

consisting of National Highways, State

Highways, Major District Roads and

Village and Other District Roads. While

the National Highways comprise only

2% of the total length of roads, they

carry over 40% of the total traffic across

four different corners of our country.

Starting with the 9th Five Year Plan

(1997-2002), road sector expenditures

have gone up from 3% of the total Plan

expenditure to almost 12% today.

These expenditures were primarily for


national highway and rural road

development programs. The Eleventh

Plan indicates a total planned

investment of about INR 2, 09,400

Crores in road infrastructure and road

construction equipment contributes

about 21-23 per cent of the total

project cost in road projects. This

should be ample evidence about the

growth potential for road construction

equipment industry in India. However,

since its early days. The 1960s

heralded the mechanization of the

entire process. The globalization of the

Indian economy in 1991 also brought

about the much required impetus to

the road construction equipment

industry. Indian manufacturers tied up

with foreign partners for R&D and

improvisation of their products. The

modification of specifications as

required by MORT&H also gave a boost

to R&D, innovations and collaborations.

Previously, while a single static road

roller was used for the compaction of

the sub grade, sub base, base and black

topped layers, the practice is now to

use a different type of road roller for

each layer, like soil compactors,

tandem v ibrator y ro l le rs and

pneumatic tyred rollers. The demand

for hot mixed plants has moved from

small capacities like 20-30 TPH to 120-

400 TPH in road projects. Conventional

rigid paves are increasingly being

substituted with slip form pavers in

concrete roads. The market is already

familiar with technology and machines

like wet mix plants, cold and hot milling

machines, pavers for the construction

of base course and cold and hot re-

cycling machines that can reduce the

thickness of the road crust and also

have the ability to recycle the used

material during road construction.

Here is a brief description of the

road construction process. Any heavy

infrastructure project begins with site

clearance. Then, a motor grader makes

the sub-base flat to a certain extent.

The motor grader also helps in profiling

the sub-base. After this, a soil

compactor or a single drum compactor

is used to compact the soil. This also

helps in increasing the load bearing

capacity. Generally, a smooth drum is

used for non-cohesive soils and a

padfoot drum with feet for soils such as

clay or silt. Specially graded aggregate

is then brought in to form the unbound

base course. The next step involves

laying the first bituminous base course

a carefully designed and manufactured

mixture of asphalt and aggregate - hot

with an asphalt paver. It is essential that

t h e a s p h a l t r e m a i n a t h i g h

temperatures up to the point of being

laid. After this, a tracked or wheeled

paver is used to put down multiple

binder layers based on the traffic loads

the road is expected to carry. The

thickness of the first binder layers may

vary from 100-150 mm. A tandem roller

then follows behind the paver to

compact each layer before the final

wearing course of about 50mm of

asphalt is put down.

Road Construction Equipment: Industry Analysis Road Construction Equipment: Industry Analysis

ROAD CONSTRUCTIONROAD CONSTRUCTIONROAD CONSTRUCTIONEQUIPMENT SECTOREQUIPMENT SECTOR

Ready for the Bull RunReady for the Bull RunBhavani BalakrishnaBhavani Balakrishna

INDIAN ROAD NETWORK(Length in Kilometers)

National Highways (NH)

State Highways (SH)

Major District Roads (MDR)

Village and Other Roads(ODR & VR)

Total Road Length

58,112

1,37,119

4,70,000

26,50,000

33,15,231

Source: National HighwaysAuthority of India (NHAI)



“The market share for excavators as compared to all construction & earthmoving equipment is on the rise every year. With big projects coming in contractors are opting for specialized machinery like tracked excavators. Currently the market size is about 7500 machines”

A.M. MuralidharanManaging Director, Volvo India Pvt. Ltd

“At present, the road construction equipment market in India stands at an industry volume of 2500 machines per year and is growing at a rate of 5 10%. We expect the market to grow at a similar rate for the next five years.”


Industry Structure and Players

The key players in the industry

include JCB, Gujarat Apollo, Wirtgen,

CNH International, Volvo, Greaves

Cotton, TIL, Fayat India, Ammann and

DMI.

According to Mr. Amit Gossain,

A V P - M a r k e t i n g & B u s i n e s s

Development, JCB India, “The market

share for excavators as compared to all

c o n s t r u c t i o n & e a r t h m o v i n g

equipment is on the rise every year.

With big projects coming in contractors

are opting for specialized machinery

like tracked excavators. Currently the

market size is about 7500 machines. “

According to Mr.Mario Gasparri,

General Manager of CNH International,

“The construction equipment industry

in India has had several years of strong

growth, in the range of 15-20% per

year, and we see great potential for the

future. There is no doubt that backhoe

loaders and excavators will continue to

represent the core products for the

Indian market in the coming years.

CNH, through its brand Case Construction

Equipment, holds the market leadership

for vibratory compactors and is the

second player in the local backhoe

loader market. CNH's objective is to

consolidate both its leadership

positions in the vibratory compactor

and in the backhoe loader segments

through product enhancements and

improved service coverage.”

Commenting on the industry's

m a r k e t p o t e n t i a l M r. A . M .

Muralidharan, Managing Director,

Volvo India Pvt. Ltd states, “At present,

the road construction equipment

market in India stands at an industry

volume of 2500 machines per year and

is growing at a rate of 5 10%. We

expect the market to grow at a similar

rate for the next five years.”

The competition is certainly intense

with global construction equipment

majors eyeing India as one of the

potential markets. This may put some

pressure on the profit margins of

existing players. Also, the recent

budget initiative that allows for resale

of specified machinery imported

(under 0% import duty) for road

construction before 5 years on

payment of import duty at depreciated

value may have a negative impact on

the domestic construction equipment

players as the contractors who

Demand for Road Construction Equipment as per Off-Highway Research

2009 2010 2011 2012 2013 2014

Asphalt Finishers

Compaction Equipment

Crawler Dozers

Motor Graders

Total Road Construction Equipment

Units Rs. Crs Units Rs. Crs Units Rs. Crs Units Rs. Crs Units Rs. Crs Units Rs. Crs

920

2787

562

342

4611

322

418.1

505.8

212

1100

1150

3400

700

600

5850

402.5

510

630

372

1915

1350

3800

800

700

6650

472.5

570

720

434

2197

1500

4200

900

800

7400

525

630

810

496

2461

1600

4500

1000

900

8000

560

675

900

558

2693

1650

4800

1050

950

8450

577.5

720

945

589

2832

Mario GasparriGeneral Manager, CNH International

“The construction equipment industry in India has had several years of strong growth, in the range of 15-20% per year, and we see great potential for the future. There is no doubt that backhoe loaders and excavators will continue to represent the core products for the Indian market in the coming years. CNH, through its brand Case Construction Equipment, holds the market leadership for vibratory compactors and is the second player in the local backhoe loader market. CNH's objective is to consolidate both its leadership positions in the vibratory compactor and in the backhoe loader segments through product enhancements and improved service coverage.”

Road Construction Equipment: Industry Analysis

Asons Enterprise

HAMM 311 Single Drum Compactor

accommodate a Wirtgen surface miner

or a large asphalt paver from Vögele.

Case New Holland (CNH) operates a

production facility in Pithampur,

Madhya Pradesh. This facility currently

builds backhoe loaders and vibratory

compactors. According to the

company, the full acquisition of the

Pithampur operations represents an

preferred the domestic equipment or

hiring of such equipment over the

imports can now avail the choice to

import the specified machinery at 0%

customs duty and move to other

similar projects in order to ensure full

utilization.

However, most industry players

acknowledge the evolving maturity of

the Indian customer. According to

Mr.Rolf J.Jenny of the Ammann Group,

“the typical Indian customer is no

longer making buying decisions only

based on the price. Customers are now

looking for reliability, quality, prompt

after-sales technical support and lesser

downtime.”

There have been concerns among

the industry and its stakeholders that

there is a huge gap between demand

and supply for improved roads and the

domestic construction industry is still

in its initial stage to meet the future

demand. Most industry experts also

agree that timely execution and

completion of projects is another

aspect of concern, the underlying

reason being undue delays made by

the Government while making

decisions.

C o m p a n i e s a re p ro a c t i ve l y

addressing issues like unavailability of

spare parts and lack of skilled

manpower that have plagued the

industry for long. There is also a major

thrust on increasing production

capacities, R&D and innovation with

more and more players introducing

world class technology for Indian

contractors.

The Wirtgen Group which has

maintained a strong presence in India

since 1995 with local sales and service

centres in Mumbai, Ahmedabad, New

Delhi, Hyderabad, Bangalore, Chennai

and Calcutta recently commenced the

licensed production of Hamm single-

drum compactors in Pune last year. In a

press release accompanying the news,

Ramesh Palagiri, Managing Director of

Wirtgen India says “With the Hamm

311, we have developed a model that is

designed specifically for the Indian

market. This single drum compactor

corresponds to the high standards of

quality of the Wirtgen Group, but is

manufactured locally so that the

pricing allows us to prevail on this

highly competitive market,” The

company has also built a new training

centre in the same facility that can even

Rolf J.JennyAmmann Group

“The typical Indian customer is no longer making buying decisions only based on the price. Customers are now looking for reliability, quality, prompt after-sales technical support and lesser downtime.”

Ramesh PalagiriManaging Director, Wirtgen India

“With the Hamm 311, we have developed a model that is designed specifically for the Indian market. This s ingle drum compactor corresponds to the high standards of quality of the Wirtgen Group, but is manufactured locally so that the pricing allows us to prevail on this highly competitive market,”




CASE 752 Tandem Vibratory Compactors

important step in CNH's strategy aimed

at creating a strong manufacturing

base for our construction business and

at further consolidating their presence

in the country. CNH also plans to

strengthen its Case dealer network in

line with the growth of the market to

further improve the level of the service

for the construction industry in the

country.

Mr.Gaspari further elaborates that

the R&D facilities for the construction

equipment business in India will be

further enhanced, as they benefit from

C N H w o r l d w i d e i nv e s t m e n t s ,

resources and expertise in equipment

and innovations. CNH will devote

particular focus to fuel consumption,

operational ease and precision, cab

comfort and maneuverability.

JCB, one of the leading construction

equipment manufacturers in India, has

a complete range of excavators,

backhoe loaders and compaction

equipment to meet the road

construction demands in India. In 2008,

i t i nt ro d u c e d t wo m o d e l s o f

compactors - Vibromax VM115 and

VMT 850. The VM115 soil compactor

has high amplitude of 1.95 mm, best in

class centrifugal force, maintenance-

friendly with a lifetime lubricated

centre joint, comfortable operator

station with weight adjustable seat,

and zero greasing points. The 8.5 tonne

tandem roller VMT 850 has dual

amplitude and dual frequency to meet

requirements of asphalt and soil

compaction and, dual drum driven by

hydraulic motors. JCB has invested

several crores in its Pune plants and

Ballabhgarh in order to meet the ever

growing demand for construction

equipment in India. It has also invested

in some of the largest and best parts,

warehouse and training centers.

Greaves Cotton which has a

formidable presence in the road

construction industry recently unveiled

a new range of milling machines,

pavers, loaders and twin shaft batching

plants at BC India, 2011. The state-of-

art BOMAG milling machines is

equipped with features like front

loading, track mount & steering and

auto control & auto engine power

regulation to enhance operator

efficie n c y a n d t h u s

resulting in precision finish of roads.

The range comes in 1 to 2 metres. The

Paver offers 9.2 metres of paving width

and comes with enhanced screed

features offering superior compaction,

resulting in high quality finish and

undulation effect on roads.

TIL has recently entered into an

agreement with Astec Inc to introduce

equipment meant for the road

construction industry, including cone

crushers, high frequency screens, and

h o t m i x a s p h a l t p l a n t s .

Mr.R.Nandagopal, TIL-ASTEC, Vice

President, Equipment & Project

Solutions, explains, “India is currently a

batch mix country. But with increase in

road project size, you will need hot mix

a s p h a l t p l a nt s w h i c h fe at u re

continuous mix or double barrel


CASE 770 Loader Backhoe

Greaves Bomag Single Drum Compactor

technology. “. TIL's Hot Mix Asphalt

Plant is used to properly proportion,

blend and heat aggregate and asphalt

to produce an HMA that meets the

requirements of the job mix formula

(JMF). There are Batch Type and Drum

Type HMAPs.

The Ammann Group which has

already made its mark in countries like

China, Malaysia, Vietnam, Thailand,

Australia and New Zealand now has

been making rapid inroads in the Indian

market with its array of road

construction equipment, ranging from

high quality asphalt plants to compactors.

worldwide. Ammann also offers paving

machinery, state-of-the-art compactors

including single drum rollers and

pneumatic tyre rollers.

Fayat India's MARINI MAC Series of

hot mix asphalt plants is aimed at

improving productivity and at the same

time reduce fuel consumption. It

recently received recognition from a

client due to erection and commissioning

of the plant in 20 days' time instead of

the usual 45-60 days.

The plant is capable of producing

futuristic and low carbon emitting

mixes; recycled asphalt mixes with up

to 35 percent RAP content with


traditional specification mixes. The

plant is configured to work on the

highly acclaimed heavy/waste oil firing

system of MARINI to help customers

realize huge savings on production costs.

DMI Engineering and Manufacturing

(DMI E&M) Co Ltd offers asphalt mix

plants ranging in capacity from 40 TPH

to 400 TPH. The entire asphalt plant

can be erected within a week. The

company's mobile asphalt mix plants

have also been very successful in India.

Singapore Technologies Engineering

Ltd (ST Engineering) recently announced

that its land systems arm, Singapore

Technologies Kinetics Ltd (ST Kinetics),

R. NandagopalVice President -Equipment &

Project Solutions, TIL-ASTEC

“India is currently a batch mix country. But with increase in road project size, you will need hot mix asphalt plants which feature continuous mix or double barrel technology.“

The company has already installed over

3,000 asphalt mixing plants globally,

being a pioneer in the field, with its

strong R & D focus. The company's

R & D Center in Switzerland has been

successful in introducing technology

with which asphalt can be produced at

115 degrees Celsius, instead of the

usually 170 degrees Celsius translating

to lesser energy consumption.”

Ammann offers a range of asphalt

mixing plants, ranging from mobile to

semi-mobile and stationary high

performance units, with capacities

ranging from 80 TPH to 400 TPH


Ammann S 240-400 t/h Stationary Asphalt Mixing Plant

Marini MAC Hot Asphalt Plant

Viki Industries (P) Ltd

RAnand

Text Box

has established a wholly owned Indian

subsidiary, LeeBoy India Construction

Equipment Pvt Ltd to market,

manufacture and support a range of ST

Kinetics' CE products, from road

construct ion and maintenance

equipment to excavators and off road

dump trucks, to meet the growing

needs of the Indian CE market.

The acquisition of Ingersoll Rand's

Road Development division in May

2007 allowed Volvo Construction

Equipment to offer highway-specific

equipment, as well as traditional

construction equipment that are also

needed in the road building process.

Volvo Construction Equipment owns

the RASTA (Resource Centre for Asphalt

and Soil Training Academy) Center for

consistently dedicated substantial

sums to research and development. Mr

A. M. Muralidharan further elaborates,

“New technology doesn't have to mean

complex systems sometimes the best

ideas are the simplest.”

Volvo is also ensuring that they

meet all environmental standards set

by the government of India including

Tier 3 emission requirements. Volvo

takes a holistic approach to fuel

efficiency and is aiming at delivering

fuel efficiency across all elements of

their machines via engines, systems,

operator behaviour and future

technologies, while increasing the

productivity for its customers. Hybrid

technology is one part of this wider

range of fuel saving solutions.

The current UPA government had

earlier set itself an ambitious target of

developing 20 kilometers of new roads

per day and building 35,000 km of new

roads by the year 2014. However

former surface union transport Minister

Mr. Kamal Nath acknowledged openly

that this may not be the case. Issues

relating to land acquisition and

awarding of contracts have marred the

target reducing it to 12-13 kilometers

per day as of Mar 2011. But the road for

construction equipment market

remains bullish.

Future Outlook

Road Technology in India that provides

training and knowledge about the

latest technology for road building and

maintenance.

In the road construction equipment

market in India, Volvo has a market

share of 22 24%. Volvo offers a range of

p ro d u c t s e s p e c i a l l y fo r ro a d

construction. This includes pavers,

large asphalt compactors, small

asphalt compactors, large soil

compactors, small soil compactors, and

milling equipment. To cater to the

needs of customers in India, Volvo

offers 5.5 meter pavers that are

manufactured at its facility in Peenya

Bangalore while pavers that are 9m and

above are imported from Germany.

Throughout the business cycle Volvo



Volvo - EC360BLC ExcavatorJCB VM115D Compactor

DMI Asphalt Mix Plant

Action Construction Equipment Ltd

????: ???? In Conversation

Engine ecoMAX has been built on the

same platform as the Dieselmax

engine. However the engines are

customized for Indian conditions and

emission norms. It has the same block,

bedplate design and crankshaft

dimensions and almost similar valve

train. The fuel injection system was

modified to suit Indian conditions.

The engine is optimized for our

construction equipment, to offer a

package that produces maximized fuel

efficiency while enhancing productivity

and operating efficiency solutions. JCB

respects the environment and designs

all its products in a way that helps

What are the features in the ecoMAX

engine that help in maximizing its

'green' quotient?

The Masterbuilder recently spoke

to JCB's MD & CEO Mr.Vipin

Sondhi on the company's latest

launch the ecoMax BSIII engine and

future plans. An alumnus of Indian

Institute of Technology, Delhi and the

Indian Institute of Management,

Ahmadabad Vipin Sondhi is the face

behind JCB India's transformation to

becoming the country's market leader

for construction equipments. His

business acumen have come to the fore

in making JCB India much more than

just a backhoe loader manufacturing

company, as it was perceived before, to

a company today, that offers an entire

range of construction equipment.

Matching his passion for heavy

construction equipments is his

penchant for playing the violin and his

maximize the green quotient. 4 valves

per cylinder ensure better mixing of

fuel hence better combustion and

lower emissions.

The JCB engine ecoMAX is based on

the same platform as the JCB

Dieselmax, the record breaking Engine

that powered the car which holds the

world's land speed record. It is also the

first engine designed specifically for

off-highway applications. A JCB

machine work ing in sub zero

temperatures building roads in Leh

might also be called on to work in the

searing heat in the deserts in

Rajasthan. Plus there are difficult off

highway fuel conditions to deal with.

The usage pattern in India is different

from the American or European

markets and the engine has been

adapted specifically considering these

factors.

The engine will be utilized only for

JCB machines manufactured in India.

Our new engine plant at its Indian

headquarters in Ballabgarh takes lean

manufacturing to its finest levels. The

engines produced by the plant ensure

Has the engine been specifically

designed to suit Indian conditions?

Will you be using the engine only for

India or are you exploring export

opportunities?

Give us an overview about the

production facility for these engines

that you have in place.

enthusiasm for teeing off. This business

strategist has played a key role in

ensuring the growth of the company,

which has now sold over 100,000

machines in India. Here are excerpts

from the interview.

Worldwide over 150,000 JCB

machines with JCB engines are proving

their worth. The JCB Dieselmax engine

which is built in UK is a Tier IV compliant

state of the art engine which powers

JCB UK's world beating range of

construction equipment. The JCB

How does the BS III emission

compliant engine that you have

recently launched in India compare

with your range of other similar

engines that you are producing

elsewhere in the world?

138 The Masterbuilder - April 2011 | www.masterbuilder.co.in 140 The Masterbuilder - April 2011 | www.masterbuilder.co.in

that they have zero defect levels across

its life cycle so that the customer gets

maximum equipment uptime on the

capita l investment made. The

manufacturing process of the engines

works on the 'no fault forward'

production model. In accordance with

this, the machine is minutely inspected

at its every stage of production

encompassing cutting edge technology

providing optimum engineering value

to the manufactured product. The in-

process verification of the engine

during the production process includes

a range of stringent tests. The engine

being assembled is passed to the

second stage only after it has qualified

all the test parameters at first stage.

The entire chain of in-process

verification is completely computerized.

The vital element of the assembly plant

is its air conditioning. This is in order to

maintain high cleanliness levels so as to

adhere to BS-III norms. Appropriate air

quality would neutralize chance of

foreign particles entering into the

assembly plant. It's a state of the art

facility which produces world class

engines.

JCB in India has the best network of

over 370 dealer outlets which together

cover India across its length and

breadth. Nobody covers India like we

do in the construction equipment

sector. Secondly, we have highly trained

personnel and a lot of focus on training

and development of our employees.

There are continuous hours of training

for our dealer personnel. Extensive

trainings were planned and executed

for JCB engines. Over 1100 service

engineers across all 370+ outlets have

been trained on the new engine to

serve our customers. It's an ongoing

process and training continues. Thirdly,

all engine related spare parts are

stocked at our large JCB warehouses

across India in Chennai, Ballabgarh,

Faridabad, Kolkata, and Pune and at

dealerships/outlets.

How widespread is your service

network, with respect to the new

launched ecoMAX engine?

Executive BriefingA Chat with JCB's Chief Alchemist

Vipin Sondhi

Track excavator : JCB JS360LC

Unveiling of 100,000 JCB machine in India

????: ???? In Conversation

Engine ecoMAX has been built on

the same platform as the Dieselmax

engine. However the engines are

customized for Indian conditions and

emission norms. It has the same block,

bedplate design and crankshaft

dimensions and almost similar valve

train. The fuel injection system was

modified to suit Indian conditions.

The engine is optimized for our

construction equipment, to offer a

package that produces maximized fuel

efficiency while enhancing productivity

and operating efficiency solutions. JCB

respects the environment and designs

all its products in a way that helps

What are the features in the ecoMAX

engine that help in maximizing its

'green' quotient?

The Masterbuilder recently spoke

to JCB's MD & CEO Mr.Vipin

Sondhi on the company's latest

launch the ecoMax BSIII engine and

future plans. An alumnus of Indian

Institute of Technology, Delhi and the

Indian Institute of Management,

Ahmadabad Vipin Sondhi is the face

behind JCB India's transformation to

becoming the country's market leader

for construction equipments. His

business acumen have come to the fore

in making JCB India much more than

just a backhoe loader manufacturing

company, as it was perceived before, to

a company today, that offers an entire

range of construction equipment.

Matching his passion for heavy

construction equipments is his

penchant for playing the violin and his

maximize the green quotient. 4

valves per cylinder ensure better

mixing of fuel hence better combustion

and lower emissions.

The JCB engine ecoMAX is based on

the same platform as the JCB

Dieselmax, the record breaking Engine

that powered the car which holds the

world's land speed record. It is also the

first engine designed specifically for

off-highway applications. A JCB

machine work ing in sub zero

temperatures building roads in Leh

might also be called on to work in the

searing heat in the deserts in

Rajasthan. Plus there are difficult off

highway fuel conditions to deal with.

The usage pattern in India is different

from the American or European

markets and the engine has been

adapted specifically considering these

factors.

The engine will be utilized only for

JCB machines manufactured in India.

Our new engine plant at its Indian

headquarters in Ballabgarh takes lean

manufacturing to its finest levels. The

engines produced by the plant ensure

Has the engine been specifically

designed to suit Indian conditions?

Will you be using the engine only for

India or are you exploring export

opportunities?

Give us an overview about the

production facility for these engines

that you have in place.

enthusiasm for teeing off. This business

strategist has played a key role in

ensuring the growth of the company,

which has now sold over 100,000

machines in India. Here are excerpts

from the interview.

Worldwide over 150,000 JCB

machines with JCB engines are proving

their worth. The JCB Dieselmax engine

which is built in UK is a Tier IV compliant

state of the art engine which powers

JCB UK's world beating range of

construction equipment. The JCB

How does the BS III emission

compliant engine that you have

recently launched in India compare

with your range of other similar

engines that you are producing

elsewhere in the world?

138 The Masterbuilder - April 2011 | www.masterbuilder.co.in 140 The Masterbuilder - April 2011 | www.masterbuilder.co.in

that they have zero defect levels

across its life cycle so that the customer

gets maximum equipment uptime on

the capital investment made. The

manufacturing process of the engines

works on the 'no fault forward'

production model. In accordance with

this, the machine is minutely inspected

at its every stage of production

encompassing cutting edge technology

providing optimum engineering value

to the manufactured product. The in-

process verification of the engine

during the production process includes

a range of stringent tests. The engine

being assembled is passed to the

second stage only after it has qualified

all the test parameters at first stage.

The entire chain of in-process

verification is completely computerized.

The vital element of the assembly plant

is its air conditioning. This is in order

to maintain high cleanliness levels so as

to adhere to BS-III norms. Appropriate

air quality would neutralize chance of

foreign particles entering into the

assembly plant. It's a state of the art

facility which produces world class

engines.

JCB in India has the best network of

over 370 dealer outlets which together

cover India across its length and

breadth. Nobody covers India like we

do in the construction equipment

sector. Secondly, we have highly trained

personnel and a lot of focus on training

and development of our employees.

There are continuous hours of training

for our dealer personnel. Extensive

trainings were planned and executed

for JCB engines. Over 1100 service

engineers across all 370+ outlets have

been trained on the new engine to

serve our customers. It's an ongoing

process and training continues. Thirdly,

all engine related spare parts are

stocked at our large JCB warehouses

across India in Chennai, Ballabgarh,

Faridabad, Kolkata, and Pune and at

dealerships/outlets.

How widespread is your service

network, with respect to the new

launched ecoMAX engine?

Executive BriefingA Chat with JCB's Chief Alchemist

Vipin Sondhi

Track excavator : JCB JS360LC

Unveiling of 100,000 JCB machine in India


New Roll Out

It is one thing to be known as the

best construction equipment

manufacturer in the country and

quite another to continue to live up to

that reputation and still another to

better the reputation time and again.

This is where JCB India Limited proves it

has what it takes as the company

launches their diesel engine, the

ecoMax.

As the name suggests, the engine is

fuel efficient and powerful, both.

Difficult, one would think given the

terrain, fuel quality and pollution levels

machines used for construction

purposes battle. But that's where the

JCB team worked hard on the design

a n d t e c h n o l o g i c a l

innovation to sculpt an

engine especially suited for

Indian conditions.

Speaking at the launch

of the engine in Pune on

March 31, JCB India MD &CEO,

Vipin Sondhi said, “Diesel engine

technology is a major step for us.

EcoMAX, for use on off highway

vehicles has a 16 valve engine which

means better combustion. Added to it

is the fact that we have designed this

BSIII compliant engine to suit Indian

conditions. It means we have world

class machines with world class

engines tailored for Indian work

JCB Rolls OutNew Diesel Enginefor Off-Highway Vehicles

The EcoMax: Snapshot

76 hp to 150 hp range | naturally aspirated | High pressure rotary pump | Block bedplate and crankshaft dimensions similar to JCB Dieselmax engine

14.5 psi cooling system | Fan belt auto adjuster | 6000 hours of beltlife | State-of-Art Delphi fuel system

Heavy duty cylinder block | Aluminum alloy pistons | Centralized location of fuel injectors | Four cylinder 16 valves | Deep bed plate design|Low noise and improved sealing

High torque at lower rpm for better performance | Better operator comfort due to reduced noise and vibration levels | Low maintenance cost | Fuel efficiency | High reliability for longer life | One year unlimited hours warranty on Backhoe Loaders | The all important support from the JCB sales and service network

Cold Side Features

Hot Side Features

What you get as a customer

143Www.masterbuilder.co.in | The Masterbuilder - April 2011

conditions.” Teams from India and the

UK worked on the ecoMax design

together to perfect it.

Explaining further, Sondhi said, “If

you look at the areas where our

machines work, you will note that the

fuel they get is not of the best quality,

the dust is also a concern. Our team has

worked on building and design

optimization specifically to meet such

difficult environments.” Powered by a

high pressure rotary pump, with state

of the art Delphi fuel system its range is

impressive from 76 hp to 150hp.

What also adds value to the

ecoMAX is the fact that the oil and filter

change window is of 500 hours each

while the main filter change period is of

1000 hours. These, automatically

reduce maintenance cost. Also in its

favour is the attribute that you can put

the engine on full load immediately.

Low vibrations and noise make it an

even more attractive proposition.

Immediately, (April 1 onwards) all JCB

backhoe models will be powered by

ecoMAX.

To be produced at their world class

premises in Ballabgarh, they have a

capacity to produce 40,000 engines

however they will produce 20,000

units initially. Understandably, the

engines will be used only on JCB

machines. Since this is a different

design, it cannot just be installed in

older JCB machines.

Choosing Ballabgarh as the

production hub for the engines was

essential simply because the facility

there is better equipped to match the

workflow. “We have invested Rs.135 Cr

in the building, setting up of the

a s s e m b l y l i n e a n d t h e p l a nt

equipment” adds Sondhi.

True to their dedication to

customers, service support is in place.

Their 370 outlets across the country

are already trained to meet customer

requirements for machines using these

engines.

Currently, JCB India imports only

crankshafts from the parent company

JC Bamford Excavators Limited UK. On

the export front, JCB is happy with their

figures for 2010. “We exported 200

machines in 2010, besides our

components are being exported,”

stated Sondhi.

JCB widely acknowledged in India

as a largest construction equipment

manufacture with a range of products

including Backhoe Loaders, Excavators,

Compaction Equipment, Wheeled

Loading Shovel, Telehandelers, Liftall

and Skid Steer Loaders, Lift and Carry

Cranes among others.

Speaking about JCB India, Amit

Gossain, Vice President Marketing and

Business Development said, ''It is

important to keep our network

expanding so customers do not need to

go far to service machines.” Over the

next few months, Sondhi confirms, “we

have an exciting product plan.” Watch

this space as they say in JCB, “where

the best gets even better.”

“Diesel engine technology is a major step for us. EcoMAX, for use on off highway vehicles has a 16 valve engine which means better combustion. Added to it is the fact that we have designed this BSIII compliant engine to suit Indian conditions. It means we have world class machines with world class engines tailored for Indian work conditions.”

Vipin SondhiMD & CEO JCB India

New Roll Out

????: ????



“Our machines are suitably reinforced structurally to cater to the arduous Indian working conditions and high usage cycles in India as compared to other parts of the world. All JCB excavators have the JCB Patented PLEXUS filtration system “

dumpers are playing a crucial role in the

fast progress of large infrastructure

projects. Let us take a look at these

various types of equipment that are

available, their key features and the

technology behind , which makes them

so very crucial for the success of large

earthmoving projects.

Perhaps in no other product

segment is the shift towards higher

capacity more evident than in the case

of crawler excavators. Today the higher

capacity excavators with engine power

ranging from 128 hp to over 200 hp

have become the norm. The 'biggies'

ranging from 14 to 20 tonnes and

above are the preferred choice in large

infrastructure projects. Excavators as a

whole have witnessed rapid growth

with figures released by Off-Highway

Research stating that the country had

seen sales of 11,300 units in 2010. A

very large percentage of this sale is

attributed to the increase in mega

projects, with higher capacity

machines being in demand.

Some of the best examples for

power-packed crawler excavators are

ideally suited to take on large

earthmoving projects can be found in

Trend towards Biggies

After a relatively quiet period

witnessed during 2008-09, the

infrastructure development

activities have picked up steam.

Perhaps in no other area is it more

evident than in the case of road

construction projects. The National

Highway Authority of India (NHAI) is

targeting around 100 road projects

totaling a length of 11,000 km for

bidding during this fiscal. While road

projects have been in the news for the

past decade, one particular trend is

hard to miss. The size of road projects,

or for that matter other infrastructure

projects such as bridges, flyovers, dams,

etc, is getting bigger by the day. Aiding the

process is the presence of construction

equipment that is specifically meant for

large earthmoving projects.



Leading manufacturers are coming

out with bigger, tougher, and meaner

machines that can take up the strain of

large earthmoving projects, which are

so typical of infrastructure projects,

particularly in the road construction

sector. These extreme utility machines

category consisting of crawler

excavators, wheel loaders, crawler

dozers, motor graders and off highway

the form of Hyundai India's 140 LC-7,

140-LCD-7 and 140 LCM-7 models.

These mean machines come equipped

with a special Computer Aided Power

Optimization System (CAPO) which

enables them to take on tough jobs

with relative ease. Another biggie from

Hyundai stable is the 210-LC-7 long

reach excavator with an operating

weight of 24,500 kg. The machine

comes with a maximum reach at

ground level of 15,120mm and a

digging depth of 11,760 mm.

Another leading name in the field

that offers a range of powerful crawler

excavators is JCB India. The company's

JS Auto range features some of the

m e a n e s t m a c h i n e s f o r l a r g e

earthmoving projects. A good example

is the JS 140 model which develops 92

hp of net power and offers a bucket

tearout force of 7985 kgf and a dipper

tearout force of 7404 kgf for high

productivity and performance.

Another model from the company that

comes with power packed features is

the JS 360, with maximum dipper tear

out of 254kN. The boom in the model is

available with a choice of dipper

lengths 2.1, 2.63, 3.23 and 4.03, to suit

the requirements of reach, so very

crucial in large infrastructure projects.

LiuGong India's 225 is another model in

the range with its 21,500 kg operating

weight and 108 kW of rated power,

which makes it a preferred choice for

huge earthmoving projects. Displaying

similar powerful characteristics is the

Volvo 210 B Prime, which was in fact on

display in the recently concluded bC

India 2011 show. The model from Volvo

in the operating weight category of

over 20 t, with a maximum digging

Extreme Utility Machines in LARGE

Earthmoving ProjectsEarthmoving ProjectsM.K. Prabhakar

Large Crawler Excavators areVital for Mega Highway Projects

????: ????



“Our machines are suitably reinforced structurally to cater to the arduous Indian working conditions and high usage cycles in India as compared to other parts of the world. All JCB excavators have the JCB Patented PLEXUS filtration system “

dumpers are playing a crucial role in

the fast progress of large infrastructure

projects. Let us take a look at these

various types of equipment that are

available, their key features and the

technology behind , which makes them

so very crucial for the success of large


Perhaps in no other product

segment is the shift towards higher

capacity more evident than in the case

of crawler excavators. Today the higher

capacity excavators with engine power

ranging from 128 hp to over 200 hp

have become the norm. The 'biggies'

ranging from 14 to 20 tonnes and

above are the preferred choice in large

infrastructure projects. Excavators as a

whole have witnessed rapid growth

with figures released by Off-Highway

Research stating that the country had

seen sales of 11,300 units in 2010. A

very large percentage of this sale is

attributed to the increase in mega

projects, with higher capacity

machines being in demand.

Some of the best examples for

power-packed crawler excavators are

ideally suited to take on large

earthmoving projects can be found in

Trend towards Biggies

After a relatively quiet period

witnessed during 2008-09, the

infrastructure development

activities have picked up steam.

Perhaps in no other area is it more

evident than in the case of road

construction projects. The National

Highway Authority of India (NHAI) is

targeting around 100 road projects

totaling a length of 11,000 km for

bidding during this fiscal. While road

projects have been in the news for the

past decade, one particular trend is

hard to miss. The size of road projects,

or for that matter other infrastructure

projects such as bridges, flyovers, dams,

etc, is getting bigger by the day. Aiding the

process is the presence of construction

equipment that is specifically meant for

large earthmoving projects.



Leading manufacturers are coming

out with bigger, tougher, and meaner

machines that can take up the strain of

large earthmoving projects, which are

so typical of infrastructure projects,

particularly in the road construction

sector. These extreme utility machines

category consisting of crawler

excavators, wheel loaders, crawler

dozers, motor graders and off highway

the form of Hyundai India's 140 LC-

7, 140-LCD-7 and 140 LCM-7 models.

These mean machines come equipped

with a special Computer Aided Power

Optimization System (CAPO) which

enables them to take on tough jobs

with relative ease. Another biggie from

Hyundai stable is the 210-LC-7 long

reach excavator with an operating

weight of 24,500 kg. The machine

comes with a maximum reach at

ground level of 15,120mm and a

digging depth of 11,760 mm.

Another leading name in the field

that offers a range of powerful crawler

excavators is JCB India. The company's

JS Auto range features some of the

m e a n e s t m a c h i n e s f o r l a r g e

earthmoving projects. A good example

is the JS 140 model which develops 92

hp of net power and offers a bucket

tearout force of 7985 kgf and a dipper

tearout force of 7404 kgf for high

productivity and performance.

Another model from the company that

comes with power packed features is

the JS 360, with maximum dipper tear

out of 254kN. The boom in the model is

available with a choice of dipper

lengths 2.1, 2.63, 3.23 and 4.03, to suit

the requirements of reach, so very

crucial in large infrastructure projects.

LiuGong India's 225 is another model in

the range with its 21,500 kg operating

weight and 108 kW of rated power,

which makes it a preferred choice for

huge earthmoving projects. Displaying

similar powerful characteristics is the

Volvo 210 B Prime, which was in fact on

display in the recently concluded bC

India 2011 show. The model from Volvo

in the operating weight category of

over 20 t, with a maximum digging

Extreme Utility Machines in LARGE

Earthmoving ProjectsEarthmoving ProjectsM.K. Prabhakar

Large Crawler Excavators areVital for Mega Highway Projects


reach of over 9 m and featuring the

boom , arm and swing priority options ,

is ideally suited for a multitude of

functions including site grading,

trenching and backfilling. Another

leading name that offers an excavator

in this range is CHETRA Machinery India

Pvt Ltd, whose EGP 230, with an

operating weight of 23.6 t, features an

engine that develops 7.5 hp power.

Leading manufacturers have been

coming out with specific technology

features to suit the rigors of the Indian

working conditions. Explaining the

technology, Mr.Amit Gossain, AVP-

Marketing & Business Development of

JCB India says, “Our machines are

suitably reinforced structurally to cater

to the arduous Indian working

conditions and high usage cycles in

India as compared to other parts of the

world. All JCB excavators have the JCB

Patented PLEXUS filtration system.

“The specially designed system filters

the entire tank every 4 hours and the

entire system every 8 hours prolonging

hydraulic oil life to upto 5000 hours.

Going into detail about technology

features in their range of crawler

excavators Mr.Sunil Sapru, President of

LiuGong India observed, “The USP of

Liugong crawler excavators lie in the

simplicity, durability and fuel efficient

Cummins engine. Our excavators

feature a unique bypass electrical

system, that allows continued machine

operation in the unlikely event of a

main CPU maintenance issue,” a

feature that makes the right choice for

large infrastructure projects in remote

areas. Besides this, Liugong crawler

excavators also feature power boost

and heavy lift options for increasing

lifting capacity, another important

feature for projects which involve

moving large amounts of material.

Crawler dozers have a crucial role to

play when it comes to removing large

amounts of material in earthmoving

projects. The emphasis on increased

power is evident from the range of

crawler dozers that are available from

different manufacturers in the country.

BEML for instance offers the BD 475

model, which can develop 860 hp @

2000 rpm, which makes it ideally suited

for mega road projects. One name

which offers a wide range of crawler

dozers is CHETRA. Some of its models

that are ideally suited for large

earthmoving projects include the

T-20.01, where the engine is capable of

developing 397 hp and the T-25.01

where the corresponding figure is 419

hp. The company also offers the even

more powerful T40.01 model that can

develop 540 hp of power. Speaking

about the growing relevance of dozers

in large infrastructure projects in India,

Ben Callow, CEO of Chetra Machinery

India Pvt Ltd, had remarked during an

interaction with The Masterbuilder,

Dozing their Way into the Market

Ben CallowCEO of Chetra Machinery India Pvt Ltd

“The market is crying out for a new leader and we target to get to that position. The market size for dozers in India is around 500 to 600 nos per year and we hold its 10 % share now”

The Importance of Dozers in Large Earthmoving Projects is Proven

Sunil SapruPresident, LiuGong India

“The USP of LiuGong crawler excavators lie in the simplicity, durability, and fuel efficient Cummins engine. Our excavators feature a unique bypass electrical system that allows continued machine operation in the unlikely event of a main CPU maintenance issue”


Bomanite India

cubic metres. Speaking about the

benefits of using their wheel loaders,

Mr. Sunil Sapru of LiuGong India says,

“One of the key advantages with them

is the simplified hydraulic system, apart

from the efficient and effective cooling

system. We have developed a state of

the art product line with various

attachments suff ic ing multiple

applications, therefore enhancing the

efficiency and value for money”.

Volvo had showcased its L 120F

model in the recent bC India show. This

model features the Automatic Power

Shift (APS) feature, a system which

adapts to the operator's operating style

and saves fuel, by selecting the right

gear.” The automatic system in our

wheel loaders ensures optimum fuel

efficiency, said Mr.A.M.Muralidharan,

Managing Director of Volvo India

Private Limited and Head of Volvo

Construction Equipment Business in

India.

The increase in the number of mega

highway and airport projects has mean

that off highway heavy commercial

vehicles are in great demand today.

These heavy haulers could make all the

In Top Gear

“The market is crying out for a new

leader and we target to get to that

position. The market size for dozers in

India is around 500 to 600 nos per year

and we hold its 10 % share now.” The

market is dominated by unorganized

players, with the vast majority of the

machines being used Chinese dozers

finding its way into India.

Just as in the case with China in the

80s and 90s, where wheel loaders quite

Fully Loaded on Features

literally ruled the roost, it is now their

time to be immensely successful in

India. The trend that the wheel loader

market has witnessed perfectly reflects

a rapidly maturing market with

demand for higher capacity machines

being on the rise. LiuGong's ZL50CX is a

perfect example for a model that can

take on the rigors of large earthmoving

projects. The machine from the world's

largest producers of wheel loaders

comes with a rated load capacity of

5,000 kg and a bucket capacity of 3.0

Denis E.TrifonoffCEO, Kamaz Vectra

“After deliberate investigation into the market we have arrived at a conclusion that Indian customers tend to follow international trends, in the use of heavier and stronger trucks”

Wheel Loaders for Clearing Large Amounts of Material


Articulated Haulers are the key to Tackling Tough Terrain


difference in timely completion of

projects today. A good example for a

power packed off dump truck model is

the KAMAZ -6540 (8x4) which belongs

to the family of heavy duty trucks with

19t legal payload, GVW up to 31t and

comes with a host of attractive

features, besides being well known for

its productivity and efficiency. The

KAMAZ-6540 is equipped with KAMAZ

V8, 260 hp Euro 2 engine and the

Cummins 285 hp Euro 3 engine. In

addition, two fuel tanks of 210 litres

displacement each allow for lengthy

truck operation without the need for

refueling. Speaking about the truck,

Mr.Denis E.Trifonoff, CEO, Kamaz

Vectra explained “After deliberate

investigation into the market we have

arrived at a conclusion that Indian

customers tend to follow international

trends, in the use of heavier and

stronger trucks.” Man Force Trucks

Private Limited is another name that

offers a full range of heavy duty trucks

with its 49 tonnes GVW version, ideally

suited for large earthmoving projects.

Asia Motor Works (AMW) is

another company that offers its range

of on and off highway tippers that are

suited for the rough and tumble of the

construction and infrastructure

industries. The 2523 TP models on offer

by AMW come with a host of features

including, Euro III engines that deliver

180/235 HP and 800 maximum torque.

Heavy duty double acting shock

absorbers and integral power steering

with double UJ ensure a smooth and

stable ride. Ashok Leyland is another

leading name that offers tippers and

tractor trailers for the construction

sector in the 16 to 49 tonne segment. A

good example from its range is the

'Hippo' tipper model with a GVW of

25,000 kgs and 16 cubic metres loading

capacity. Another good example for a

real heavy duty model is Volvo's

A40EFS, from its E-Series of articulated

haulers. The truck with a loading

capacity of 39,000 kgs is just about the

perfect choice for large earthmoving

projects.

Mega highway projects have also

pushed the demand for heavy duty

motor graders. A typical example for a

heavy duty motor grader is the G990

model from Volvo, the biggest from its

range of G900 motor graders. The

mean machine comes with an extra 3

855 kg (8 500 lbs) of blade pull and

high-speed capability and can develop

a net engine power of 225-265 hp.

LiuGong India's 418 model too packs a

punch with its rated power of 160 kW

and maximum traction force of 86 kN.

The model also features the largest

grading blade in its class according to

the company. TIPL, which is the wholly

owned subsidiary of TIL Limited, offers

the robust 658 B model, a wheel loader

with a payload of 5,000 kg. The

machine comes with a ZF Axle and

SDEC engine for enhanced productivity

and is ideally suited for large


Making the Grade

A.M.MuralidharanHead of Volvo Construction Equipment

Business in India

”The Auto Power Shift feature in our wheel loaders ensures optimum fuel efficiency”

Volvo G710B Grader



????: ????

strength, aspects, which are crucial for

highway projects. Globally a lot of

research has been going in the field, with

leading road construction equipment

manufacturers with strong R & D focus

such as BOMAG, Sakai America,

Dynapac and Ammann, to mention only

a few, doing pioneering work in the

emerging field.

Control systems and machine

integrated systems that provide a record

of machine-ground interaction form the

key components of IC technology. The

output is linked to GPS position and

provides roller operators with a color-

Specifications for road building are

b e c o m i n g i n c r e a s i n g l y

sophisticated, corresponding to

the heavy increase in the number of

automobiles globally. Compounding the

pressure on governments is the fact that

road project sizes are also becoming

bigger by the day. Nowhere are these

two aspects more visible, than in India,

which is now in the midst of its biggest

road building spree. Faced with the

challenges of lowering project costs,

environmental protection and still

obtain desired results, contractors today

are looking at technology to bail them

out of the tight situation. Intelligent

Compaction (IC) is one such technology

that has come to their rescue with its

double advantage of helping in the

avoidance of premature road failure due

to insufficient compaction, while

enabling low-cost compaction process.

To put it in simple terms, the intelligent

compaction system allows drivers to

virtually 'see' key compaction data on a

display screen, thereby dispensing off

with the guesswork. This in turn means,

unnecessary passes are avoided, leading

to savings of both money and time.

P a v e m e n t p e r f o r m a n c e i s


CE: Technology

dependent on a variety of factors

including, mix temperatures, mix

designs, type of equipment used and

most importantly rolling methodology

being employed. Although proper

asphalt rolling techniques and proper

mix ratios can help build quality roads,

any major improvement on the road

surface is possible, only before the first

layer of asphalt is laid. A uniform sub

base forms the basic element so very

essential for maximizing pavement

performance. A uniform and well laid

base enables to decrease permeability,

reduce settlement and increase

coded map of ground compaction

properties. The location of compaction

value and roller passes are mapped and

recorded by using GPS. A typical IC

system can collect and analyze data for

execution at the rate of approximately

1,700 to 4,000 times per minute.

The rollers featuring IC systems are

e q u i p p e d w i t h co m p re h e n s i ve

instrumentation which is fed to a

documentation and feedback control

system. These systems process data in

real time, which is then utilized by the

operator. GPS is used to map the precise

location of the roller, speed and the

number of passes over a given location.

Additionally, instruments known as

'accelerometers' are mounted near the

d r u m to m o n i to r t h e a p p l i e d

compaction effort, the response from

the material being compact and the

frequency of the passes that the roller

makes over the surface that is being

compacted. The readings are taken into

consideration for determining the

compaction process. In the case of an

asphalt surface, the addit ional

temperature instrumentation is used to

monitor the surface temperature. This is

important since vibratory compaction in

How do IC Rollers Work?

different temperature ranges can vary,

sometimes leading to very poor

compaction. Feedback controls are a key

feature of the IC system which

continuously adjust the force and

frequency of the drum in order to

m a x i m i z e t h e e f f i c i e n c y a n d

effectiveness, with the graphic display

alerting the operator when desired

compaction is obtained.

Correct operation and handling of

vibratory rollers involves the operator

having knowledge of compaction

equipment and 'compactability' of the

asphalt mix, apart from experience.

Vibratory rollers are also not often

operated in a targeted manner, with

vibration being continued for too long or

on a mix that has already cooled down.

With the result, too many passes with

vibration and excessive amplitudes can

happen leading to aggregate crushing or

loosening of the base layer. Intelligent

compaction systems are designed to

support the operator with specific

optimized output, giving an indication of

the compaction process.

Explaining the intricacies that are

involved in the IC system, Mr. Hans-Josef

K loubert , Head of Appl i cat ion

The Technology behind the System

'Intelligent' Rollers Help Cut Down Costs and Time

HIGH-TECHROAD BUILDINGIntelligent Compaction Shows the Way

HIGH-TECHROAD BUILDINGIntelligent Compaction Shows the WaySpecial CorrespondentSpecial Correspondent

????: ????

strength, aspects, which are crucial

for highway projects. Globally a lot of

research has been going in the field, with

leading road construction equipment

manufacturers with strong R & D focus

such as BOMAG, Sakai America,

Dynapac and Ammann, to mention only

a few, doing pioneering work in the

emerging field.

Control systems and machine

integrated systems that provide a record

of machine-ground interaction form the

key components of IC technology. The

output is linked to GPS position and

provides roller operators with a color-

Specifications for road building are

b e c o m i n g i n c r e a s i n g l y

sophisticated, corresponding to

the heavy increase in the number of

automobiles globally. Compounding the

pressure on governments is the fact that

road project sizes are also becoming

bigger by the day. Nowhere are these

two aspects more visible, than in India,

which is now in the midst of its biggest

road building spree. Faced with the

challenges of lowering project costs,

environmental protection and still

obtain desired results, contractors today

are looking at technology to bail them

out of the tight situation. Intelligent

Compaction (IC) is one such technology

that has come to their rescue with its

double advantage of helping in the

avoidance of premature road failure due

to insufficient compaction, while

enabling low-cost compaction process.

To put it in simple terms, the intelligent

compaction system allows drivers to

virtually 'see' key compaction data on a

display screen, thereby dispensing off

with the guesswork. This in turn means,

unnecessary passes are avoided, leading

to savings of both money and time.

Pavement performance is reduce


CE: Technology

dependent on a variety of factors

including, mix temperatures, mix

designs, type of equipment used and

most importantly rolling methodology

being employed. Although proper

asphalt rolling techniques and proper

mix ratios can help build quality roads,

any major improvement on the road

surface is possible, only before the first

layer of asphalt is laid. A uniform sub

base forms the basic element so very

essential for maximizing pavement

performance. A uniform and well laid

base enables to decrease permeability,

reduce settlement and increase th,

coded map of ground compaction

properties. The location of compaction

value and roller passes are mapped and

recorded by using GPS. A typical IC

system can collect and analyze data for

execution at the rate of approximately

1,700 to 4,000 times per minute.

The rollers featuring IC systems are

e q u i p p e d w i t h co m p re h e n s i ve

instrumentation which is fed to a

documentation and feedback control

system. These systems process data in

real time, which is then utilized by the

operator. GPS is used to map the precise

location of the roller, speed and the

number of passes over a given location.

Additionally, instruments known as

'accelerometers' are mounted near the

d r u m to m o n i to r t h e a p p l i e d

compaction effort, the response from

the material being compact and the

frequency of the passes that the roller

makes over the surface that is being

compacted. The readings are taken into

consideration for determining the

compaction process. In the case of an

asphalt surface, the addit ional

temperature instrumentation is used to

monitor the surface temperature. This is

important since vibratory compaction in

How do IC Rollers Work?

different temperature ranges can

vary, sometimes leading to very poor

compaction. Feedback controls are a key

feature of the IC system which

continuously adjust the force and

frequency of the drum in order to

m a x i m i z e t h e e f f i c i e n c y a n d

effectiveness, with the graphic display

alerting the operator when desired

compaction is obtained.

Correct operation and handling of

vibratory rollers involves the operator

having knowledge of compaction

equipment and 'compactability' of the

asphalt mix, apart from experience.

Vibratory rollers are also not often

operated in a targeted manner, with

vibration being continued for too long or

on a mix that has already cooled down.

With the result, too many passes with

vibration and excessive amplitudes can

happen leading to aggregate crushing or

loosening of the base layer. Intelligent

compaction systems are designed to

support the operator with specific

optimized output, giving an indication of

the compaction process.

Explaining the intricacies that are

involved in the IC system, Mr. Hans-Josef

Kloubert, Head of Application provide a

The Technology behind the System

'Intelligent' Rollers Help Cut Down Costs and Time

HIGH-TECHROAD BUILDINGIntelligent Compaction Shows the Way

HIGH-TECHROAD BUILDINGIntelligent Compaction Shows the WaySpecial CorrespondentSpecial Correspondent

Hans-Josef KloubertHead -Application Technology, BOMAG

“Intelligent compaction consists of continuous compaction control using rollers with adjustable compaction energy in order to achieve optimum and uniform compaction, continuous compaction measurement and monitoring of the roller generated material modulus as the roller proceeds over the layer a n d a n i n t e g r a t e d g l o b a l positioning system to provide a complete recording of the job site”

Vibratory Energy from the Compacted Material is measured by the IC System


Technology, BOMAG observed “

Intelligent compaction consists of

continuous compaction control using

rollers with adjustable compaction

energy in order to achieve optimum and

uniform compaction, continuous

co m p a c t i o n m e a s u re m e nt a n d

monitoring of the roller generated

material modulus as the roller proceeds

over the layer and an integrated global

positioning system to provide a

complete recording of the job site.”

Stating that the IC system developed

by BOMAG involved continuous

research and is a result of teamwork,

Mr.Kloubert dwelt into the technology

behind the system, explaining that the

company has introduced intelligent

rollers such as VARIOCONTROL single

drum rollers for soil and rockfill

applications and Asphalt Manager

tandem rollers for asphalt applications.

The VARIOCONTROL and the Asphalt

Manager roller are equipped with a

directed vibrator exciter system which

consists of counter rotating eccentric

masses. The system is generating

directed vibrations which can be varied

automatically from vertical to horizontal

and therefore continuously can modify

the compaction energy with the control

system based on the material stiffness.

In a typ ica l IC system two

accelerometers are mounted on the

vibrating mass of the roller drum. The

accelerometers record the drum

acceleration continuously. The soil

contact force, the energy delivered to

the compacted material and the

displacements are all calculated in a

process taking into consideration the

roller parameters, such as masses,

amplitude, frequency, and centrifugal

force. By plotting the force settlement

curve of the roller drum for one drum

oscillation, the slope of the curve on the

loading portion can be calculated as the

dynamic stiffness of the soil or asphalt

surface being compacted.

Further calculations are done in

order to determine the dynamic

modulus of the material being

compacted. The data is then transmitted

to an integrated control system, which

manages the intel l igent rol lers

automatically, based on two conditions,

if the roller drum is entering an

undesirable bouncing mode the

compaction amplitude is immediately

reduced, and if the specified maximum

force/modulus i s reached, the

amplitude is changed so that applied

force does not exceed the maximum

limit. This control criteria is what makes

the IC technology allow for optimized

compaction and consequently, uniform

compaction.

Going into the principle behind the

technology Mr. Kloubert explains “The

principle of the intelligent roller is based

on the analysis of the interaction

between vibrating drum and the

stiffness of the material being

compacted.” According to Dr.Iris von

Kirschbaum, Head of Communications,

BOMAG, these systems are being

offered in India, by their company,

considered one of the pioneers in the

Force settlement curve of vibrating roller drum

FB max

Expansion

Fstat

Drumaxle load

-3-2-1123

Vibration path (mm)

Theoretical amplitude Compaction amplitude

Compression

Ground force [KN]

B

150

100

50

CE: Technology

Cosmos Sales Corporation

RAnand

Text Box

“The principle of the intelligent roller is based on the analysis of the interaction between vibrating drum and the stiffness of the material being compacted”

Hans-Josef KloubertHead -Application Technology, BOMAG


field. The technology can play a key role

in the country since an IC system takes

care of uniformity in road construction,

which in turn helps in avoiding costly

pavement failures, often an issue in

India, resulting in obvious improvements

in long term performance of roads.

A Technology Whose Time has Come

The advent of the system has led to a

debate among industry experts, as to

whether IC is a new trend or just a

product innovation that has enhanced

an existing method of work. While the

jury is not yet out on the long term

benefits of the technology, given that it

has only recently made its appearance,

there is no denying the potential of IC,

both in its ability to cut down on road

construction cost and maximizing

accuracy by eliminating human error.

Moreover, the data collected as part of

the system, can also become design

tools for future projects of road

contractors. With further breakthroughs

expected, the technology is all set to go

places, one of which is India where it has

already made an entry, what with the

massive road building spree that the

country has embarked on. The next few

years could see several leading global

compaction equipment brands coming

to the Indian market with their own

versions of compaction equipment

featuring intelligent compaction.

IC Display inside Cab

CE: Technology

he 2011 Solar Decathlon, from the Department of Energy (DOE), US, is all set to kick off later this year. T

Scheduled for September 2011, at the National Mall's West Potomac Park in Washington D.C., the event challenges 20 collegiate teams to design, build and operate solar-powered houses that are cost-effective, energy-efficient, and attractive. Marking one of the earliest entries into the competition was the WaterShed, a structure designed to capture more than just energy from the sun.

WaterShed Marks its Entryinto the Solar Decathlon 2011

The WaterShed is a design from the Solar Decathlon team of the University of Meryland. It uses two rectangular units joined by a central bathroom that is capped by a split butterfly roof that serves the dual purposes of capturing both sunlight and rainwater.A rooftop photovoltaic array harvests enough energy from the sun to power the building all year-round, while the green roof also retains rainwater to cool the house. Water captured from the roof is also used in an interior waterfall to provide humidity control.

The University of Maryland's Associate Professor of Architecture, Amy Gardner was quoted saying, "This will be a lot more than just a great house think of it as a mini-ecosystem." In an effort to create a house that has the same effect on the environment as native wetlands the WaterShed's sustainable features extend beyond the structure's walls and are designed to protect and make the most of its Chesapeake Bay location. Constructed wetlands surrounding the building are designed to filter storm water and "greywater," which is a significant source of Chesapeake Bay pollution, while "edible landscapes" create support for community-based agriculture.

Universal Construction Machinery & Equipment Ltd

particular earthmoving project. The

operator then relies on the site design

on display in order to steer and move the

machine's implements.

In the case of indicate only type,

typically a single GPS receiver which is

mounted on the machine, apart from an

angle sensor is used. A base station that

relays site specific corrections is another

important component of the system. In

certain cases, in the absence of a base

station, satellite information is utilized

by the machines. However, in the case of

use of satellite information the accuracy

usually suffers and is only in the one to

The critical role being played by

GPS in the earthmoving industry

is something that is making

contractors sit up and take notice. GPS

when used in close tandem with

earthmoving equipment has proven to

be a viable asset, increasing overall

jobsite efficiency, apart from helping cut

down costs. GPS guidance systems or

automatic navigation control systems

have been gradually becoming part of

heavy equipment since the late 1990s,

when they first made their advent. The

equipment operator can now use GPS

position data to make decisions based

on actual grade and design features. In

fact, some of the guidance systems are

so advanced that they can even operate

t h e m a c h i n e ' s a t t a c h m e n t s

automatically from a preset design that

was created for the particular job.

With tolerance levels as minimal as

two to three centimeters, GPS guidance

systems can be extremely accurate.

Globally Trimble, Caterpillar, and Topcon

are some of the companies that have

been doing pioneering work on

automatic guidance systems. Automatic

navigation control systems can be

installed on virtually every type of


Earth Moving Equipment: New Technology

earthmoving equipment including,

diggers, dozers, excavators, scrappers,

etc. and help in improving construction

efficiency manifold.

Automatic navigation controls

systems that are used in conjunction

with earthmoving machines can be

broadly classified into two types (1)

indicate only and (2) fully automatic. In

the case of the former, the GPS

positioning information is used as a

guide by the operator. The earthmoving

machine's position is displayed over a

specific design site that is created for the

Types of Systems

Automatic Navigation Control Systems

in Earthmoving Equipment

Breaking New Ground

two metre range. In the case of the

presence of a base station, Real Time

Kinematics (RTK) enables site specific

corrections that can be transmitted to

the machine, which increases the

accuracy of the system to a mind

boggling, two to three centimeters.

Indicate only type of automatic

guidance systems are usually used in

earthmoving equipment like motor

graders, soil compactors, and track- type

tractors.

Whenever precise levels of material

need to be moved on a predetermined

design or grade, fully automatic systems

are used. These typical fine grading

applications need the machine's

implements to be controlled by the

automatic navigation control system.

Fully automatic systems rely on an

onsite base station for their accuracy

and consist of one or more GPS receivers

that are mounted on a machine's blade.

Typically, two receivers are used when

the machine has to be controlled in a

three dimensional design. While kits are

available to retrofit fully automatic

systems in existing machines, these days

leading manufacturers also sell

machines that have fully automatic

guidance systems integrated in the

machine's implement controls.

Giving examples about advanced

GPS guidance systems, Mr. K.K.Sajan,

Divisional Manager, Sitech India - South

& West, which is Gmmco's dealership for

Trimble Technology Solutions in South,

Central and Western India, pioneering

them in the country, states “Trimble and

Cat 3D machine control systems are the

most versatile grading technologies

available and can be used on a wide

range of machine types including

excavators, dozers, motor graders,

compactors , mi l l ing mach ines ,

trimmers, pavers and more. By putting

design surfaces, grades and alignments

inside the cab, the system gives

operators unprecedented control over

grading, excavating, compaction and

paving applications, significantly

reducing material overages, and

dramatically improving productivity and

profitability. The 3D systems can be

operated in manual or auto mode and

leverage of components that are fully

portable and can be easily moved from

machine to machine.”

Generally speaking there are two

methods in which the output from the

automatic navigation control system is

interpreted by the machine. In the

first type, the machine's

electronic control module

is used by the operator

for moving implements

for the desired result.

The second method

involves adding a

s e c o n d p i l o t

hydraulic

Output

Special Correspondent

particular earthmoving project. The

operator then relies on the site design

on display in order to steer and move the

machine's implements.

In the case of indicate only type,

typically a single GPS receiver which is

mounted on the machine, apart from an

angle sensor is used. A base station that

relays site specific corrections is another

important component of the system. In

certain cases, in the absence of a base

station, satellite information is utilized

by the machines. However, in the case of

use of satellite information the accuracy

usually suffers and is only in the one to e.

The critical role being played by

GPS in the earthmoving industry

is something that is making

contractors sit up and take notice. GPS

when used in close tandem with

earthmoving equipment has proven to

be a viable asset, increasing overall

jobsite efficiency, apart from helping cut

down costs. GPS guidance systems or

automatic navigation control systems

have been gradually becoming part of

heavy equipment since the late 1990s,

when they first made their advent. The

equipment operator can now use GPS

position data to make decisions based

on actual grade and design features. In

fact, some of the guidance systems are

so advanced that they can even operate

t h e m a c h i n e ' s a t t a c h m e n t s

automatically from a preset design that

was created for the particular job.

With tolerance levels as minimal as

two to three centimeters, GPS guidance

systems can be extremely accurate.

Globally Trimble, Caterpillar, and Topcon

are some of the companies that have

been doing pioneering work on

automatic guidance systems. Automatic

navigation control systems can be

installed on virtually every type of



earthmoving equipment including,

diggers, dozers, excavators, scrappers,

etc. and help in improving construction

efficiency manifold.

Automatic navigation controls

systems that are used in conjunction

with earthmoving machines can be

broadly classified into two types (1)

indicate only and (2) fully automatic. In

the case of the former, the GPS

positioning information is used as a

guide by the operator. The earthmoving

machine's position is displayed over a

specific design site that is created for the

Types of Systems

Automatic Navigation Control Systems

in Earthmoving Equipment

Breaking New Ground

two metre range. In the case of the

presence of a base station, Real Time

Kinematics (RTK) enables site specific

corrections that can be transmitted to

the machine, which increases the

accuracy of the system to a mind

boggling, two to three centimeters.

Indicate only type of automatic

guidance systems are usually used in

earthmoving equipment like motor

graders, soil compactors, and track- type

tractors.

Whenever precise levels of material

need to be moved on a predetermined

design or grade, fully automatic systems

are used. These typical fine grading

applications need the machine's

implements to be controlled by the

automatic navigation control system.

Fully automatic systems rely on an

onsite base station for their accuracy

and consist of one or more GPS receivers

that are mounted on a machine's blade.

Typically, two receivers are used when

the machine has to be controlled in a

three dimensional design. While kits are

available to retrofit fully automatic

systems in existing machines, these days

leading manufacturers also sell

machines that have fully automatic

guidance systems integrated in the

machine's implement controls.

Giving examples about advanced

GPS guidance systems, Mr. K.K.Sajan,

Divisional Manager, Sitech India - South

& West, which is Gmmco's dealership for

Trimble Technology Solutions in South,

Central and Western India, pioneering

them in the country, states “Trimble and

Cat 3D machine control systems are the

most versatile grading technologies

available and can be used on a wide

range of machine types including

excavators, dozers, motor graders,

compactors , mi l l ing mach ines ,

trimmers, pavers and more. By putting

design surfaces, grades and alignments

inside the cab, the system gives

operators unprecedented control over

grading, excavating, compaction and

paving applications, significantly

reducing material overages, and

dramatically improving productivity and

profitability. The 3D systems can be

operated in manual or auto mode and

leverage of components that are fully

portable and can be easily moved from

machine to machine.”

Generally speaking there are two

methods in which the output from the

automatic navigation control

system is interpreted by the

machine. In the first type,

the machine's electronic

control module is used

by the operator for

moving implements

fo r t h e d e s i re d

result. The second

method

invol

Output

Special Correspondent


valve parallel to the machine's pilot

hydraul ic valve. The automatic

navigation system then controls the

second valve.

While automatic navigation control systems can be used with almost any type of earthmoving machine, track-type tractors are the most popular machine platform where they are extensively used. One area where they are extensively used, especially smaller sized models, is in road construction projects.

Hydraulic excavators are another

type of earthmoving equipment where

Application in Tandem with Earthmoving

Equipment

GPS guidance systems are finding

increasing use. Typically indicate only

type of GPS guidance systems are

installed in hydraulic excavators. The

angle sensors are integrated in the

bucket, stick, and boom of the machine.

The operator can find out how deep the

bucket is digging by comparing the

bucket location with the site design on

the control module inside the cab.

Indicate only GPS guidance systems

are also the choice

when it comes to

scrappers and

m o t o r g ra d e rs

that are used in

road construction projects. Operators

can compare the depth of cut and the

actual site design using the inputs

provided by the GPS antenna mounted

on the machine. The process saves time

and money since the operator knows the

exact amount of material to be moved.

Compactors are another piece of

equipment where GPS guidance systems

are now being used extensively.

Typically the display will have various

colors indicating the areas where

compaction has to be done and the ones

where it has been completed.

Accuracy of the site design is another

key to using GPs guidance systems. The

GPS guidance systems Enable Accuracy in Earthmoving Projects

Operator Friendly GPS Display in the Cab Ensures Increased Productivity

K.K.Sajan, Divisional ManagerSitech India- South & West

“Trimble and Cat 3D machine control systems are the most versatile grading technologies available and can be used on a wide range of machine types including excavators, dozers, motor graders, compactors, milling machines, trimmers, pavers and more. By putting design surfaces, grades and alignments inside the cab, the s y s t e m g i v e s o p e r a t o r s unprecedented control over grading, excavating, compaction a n d p a v i n g a p p l i c a t i o n s , significantly reducing material overages , and dramatica l ly improving product iv i ty and profitability. The 3D systems can be operated in manual or auto mode and leverage of components that are fully portable and can be easily moved from machine to machine.”


JBA Concrete Solutions Pvt.Ltd


design can be imported into the

earthmoving machine's GPS display. The

latest versions of GPS guidance systems

also have the ability to define a specific

grade angle or elevation, even without a

site design.

With winds of change blowing across

the Indian construction scene, it is only a

matter of time before automatic

navigation systems become a part and

parcel of earthmoving equipment here.

The encouraging response to these

so lut ions i s apt ly summed up

Mr.K.K.Sajan, who when asked about

the market response to the products and

solutions that Sitech India- South & West

offers, observed , “The going so far has

been very encouraging with most Heavy

& Highway contractors eager to try and

see the application benefits . The

application benefits in terms of time and

cost has been a driving factor when it

comes to Contractor's willingness to try

and use technology on their earthmoving

The Indian Scenario

machinery especially the Motorgraders,

for the final grading operation to derive

maximum benefits. Also here it is very

imperative to mention the wide

acceptance for the Asset & Fleet

management solutions and we are

closely working with a few big fleet

owners to take this forward.”

The country being in the midst of its

largest ever infrastructure building spree, global players in the field of automatic navigation control systems is eyeing the booming Indian earthmoving equipment market. With r is ing awareness levels about the technology and with India already being a hub for software development, it is one area expected to grow exponentially in the coming few years.

Automatic navigation guidance system mounted on the blade of the dozers


The prestigious 'Udyog Rattan' awards are given to individuals and institutions for their contribution to national growth by the

Indian Institute of Economic Studies. This year the awards were given for contribution to the construction, and in particular concrete industry. The Hess Group, which is a globally renowned concrete machinery manufacturing company, has bagged the prestigious award this year.

The award was presented by Dr.BhishmaNarain Singh (former Governor of Tamil Nadu and Assam). Present in the dais along with him were Mr.Virender Singh, Dr.ReetikaKohli, Ms.SujathaDev, Mr.S.P.S.Bakshi (Chairman & MD EPI India Ltd)

and Mr.Kulbir Singh. The glittering award ceremony was held at Imperial Hotel on th8 April 2011.

The Indian Institute of Economic Studies does research on various aspects of economic growth and industrial activities in the country and based on the data collect, select the awardees. The Hess Group's considerable experience in the concrete industry and its success in this field has led to this achievement. The group has enjoyed major success in India, implementing major industrial projects with industrial majors like Jindal, Ahluwalia, JK Lakshmi, Ecologic, A & P Group, etc.

The use of latest technology and quality material in the construction industry helps in the completion of projects within the time frame and offers benefits in the form of thermal insulation, sound insulation, more usable area and in structural and foundation loads. Moreover, it also helps in reducing pollution, being an environment friendly process.

Fly ash is an industrial by product, a small percentage of which is used by the cement and readymix industry. This ash can create a lot of environmental issues if left unutilized. Hess equipment and technology can convert fly ash into building material. The entire conversion, production, and transportation process is done in a scientific manner using the latest technology to avoid any hindrances.

It is time government agencies and firms like NTPC and others, look at these kind of systems to convert the massive amounts of ash for a better tomorrow for the country. More needs to be done by the environment ministry on the issue. Similarly, universities and other educational institutions need to spread awareness about the subject, in collaboration with international experts in the field. A professional approach from concerned agencies holds the key to the success of the government's 5 year plans.

HESS GROUP BAGSHESS GROUP BAGSUDYOG RATTAN AWARDUDYOG RATTAN AWARD

SpeedCrafts Ltd

(NHDP).This endeavour would require

an estimated investment of about $60

billion (around 2.75 lakh crore), of which

$40 billion (Rs 1.83 lakh crore) is expected

to come from the private sector.

The pace also seems to have picked

up with the Union Minister for Road

Transport and Highways Mr.C.P.Joshi,

clearly spelling out his priorities by

stating that, “Making quality roads and

greater transparency in the functioning

of the ministry will be my main priority.

It is a challenging portfolio,” a statement

he issued while assuming office, a few

months ago. The ministry had come

The progress made by a country

can be gauged from the

condition of its roads they say.

Perhaps nowhere is this statement

more suited than to India. While the

country has made rapid progress with

respect to the development of road

infrastructure, a lot still needs to be

done. The country now has the world's

s e co n d l a rge st ro a d n et wo r k

aggregating over 33 lakh kilometers,

with 70,548 km of National Highways,

1,31,899 km of state highways,

4,67,763 km of major district roads and

26,50,000 km of rural and other roads.

The National Highways Authority of

India (NHAI) has after a period of lull

experienced last year, which also saw a

change at the helm of affairs in the

Ministry of Road Transport & Highways,

reportedly planned aggressive plans,

and is targeting 100 road projects

during the fiscal.

The authority is planning awarding

road projects totaling a length of

11,000 km for bidding, out of which

2,000 km are expected to be awarded

during the first quarter of the financial

year. The authority had awarded

around 5,000 km of road projects in


Infrastructure: Highways

the last financial year, which though

below the targeted 9,000 km mark, was

the highest during the history of

National Highway Development

Program (NHDP).“ This is the highest

awarding done so far in the history of

NHDP. This translates into approximately

14 km per day, versus the initial target

of 20 km per day,” said a Sharekhan

report recently on the progress made

during the last financial year. The

government targets to construct

35,000 km of highways in the next 12th

Plan period under the National

Highways Development Programme

under increasing criticism for the

mechanism of awarding road projects,

with allegations of rampant corruption

from all quarters.

The ministry had been blamed for

the unholy nexus between corrupt

officials and contractors which had

resulted in inordinate project delays.

"What worries the committee the most

is the general sense of helplessness in

fighting out this unholy nexus and the

consequent alarmingly high 'delivery

leakages'. The committee did not find

any serious attempt made or proposed

against such a nexus in the road sector,"

said a Parl iamentary Standing

Committee on Transport said in its

163rd report, a damning indictment of

the state of affairs.

However, it is not all gloom and

doom, with the things taking a turn for

the better and the NHAI now seemingly

in the fast track mode. With the

country's infrastructural development

at a crucial juncture, where it is

entering the next 'growth ' stage from

the earlier 'beginning', stage, all eyes

are on the authority and the road

ministry, since the government's

ambition of attaining double digit GDP

growth or at least sustain the existing 8-

9 percent growth rate depends on

quality highways. The much needed

momentum to the growth story of the

road sector is being provided by the

continued interest in mega highway

projects that promise to transform the

road network in the country.

Mirroring the developments in

several other developed countries, the

country is gearing up to meet its

increased traffic through mega road

projects. Generally speaking, road

projects costing around US $1 billion

are classified under the mega projects

category. It was in December 2009 that

Mega Highway Projects

PAVING THE WAYPAVING THE WAYTO THE FUTUREM.K. PrabhakarM.K. Prabhakar

C.P.JoshiUnion Minister for

Road Transport & Highways

“Making quality roads and greater transparency in the functioning of the ministry will be my main priority. It is a challenging portfolio”

Mega Highway Projects hold the Key to Sustained Economic Growth

(NHDP).This endeavour would

require an estimated investment of

about $60 billion (around 2.75 lakh

crore), of which $40 billion (Rs 1.83 lakh

crore) is expected to come from the

private sector.

The pace also seems to have picked

up with the Union Minister for Road

Transport and Highways Mr.C.P.Joshi,

clearly spelling out his priorities by

stating that, “Making quality roads and

greater transparency in the functioning

of the ministry will be my main priority.

It is a challenging portfolio,” a statement

he issued while assuming office, a few

The progress made by a country

can be gauged from the

condition of its roads they say.

Perhaps nowhere is this statement

more suited than to India. While the

country has made rapid progress with

respect to the development of road

infrastructure, a lot still needs to be

done. The country now has the world's

s e co n d l a rge st ro a d n et wo r k

aggregating over 33 lakh kilometers,

with 70,548 km of National Highways,

1,31,899 km of state highways,

4,67,763 km of major district roads and

26,50,000 km of rural and other roads.

The National Highways Authority of

India (NHAI) has after a period of lull

experienced last year, which also saw a

change at the helm of affairs in the

Ministry of Road Transport & Highways,

reportedly planned aggressive plans,

and is targeting 100 road projects

during the fiscal.

The authority is planning awarding

road projects totaling a length of

11,000 km for bidding, out of which

2,000 km are expected to be awarded

during the first quarter of the financial

year. The authority had awarded

around 5,000 km of road projects in



the last financial year, which though

below the targeted 9,000 km mark, was

the highest during the history of

National Highway Development

Program (NHDP).“ This is the highest

awarding done so far in the history of

NHDP. This translates into approximately

14 km per day, versus the initial target

of 20 km per day,” said a Sharekhan

report recently on the progress made

during the last financial year. The

government targets to construct

35,000 km of highways in the next 12th

Plan period under the National

Highways Development Programme

under increasing criticism for the

mechanism of awarding road projects,

with allegations of rampant corruption

from all quarters.

The ministry had been blamed for

the unholy nexus between corrupt

officials and contractors which had

resulted in inordinate project delays.

"What worries the committee the most

is the general sense of helplessness in

fighting out this unholy nexus and the

consequent alarmingly high 'delivery

leakages'. The committee did not find

any serious attempt made or proposed

against such a nexus in the road sector,"

said a Parl iamentary Standing

Committee on Transport said in its

163rd report, a damning indictment of

the state of affairs.

However, it is not all gloom and

doom, with the things taking a turn for

the better and the NHAI now seemingly

in the fast track mode. With the

country's infrastructural development

at a crucial juncture, where it is

entering the next 'growth ' stage from

the earlier 'beginning', stage, all eyes

are on the authority and the road

ministry, since the government's

ambition of attaining double digit GDP

growth or at least sustain the existing 8-

9 percent growth rate depends on

quality highways. The much needed

momentum to the growth story of the

road sector is being provided by the

continued interest in mega highway

projects that promise to transform the

road network in the country.

Mirroring the developments in

several other developed countries, the

country is gearing up to meet its

increased traffic through mega road

projects. Generally speaking, road

projects costing around US $1 billion

are classified under the mega projects

category. It was in December 2009 that

Mega Highway Projects

PAVING THE WAYPAVING THE WAYTO THE FUTUREM.K. PrabhakarM.K. Prabhakar

C.P.JoshiUnion Minister for

Road Transport & Highways

“Making quality roads and greater transparency in the functioning of the ministry will be my main priority. It is a challenging portfolio”

Mega Highway Projects hold the Key to Sustained Economic Growth

World-Class Roads in India are no Longer a Mirage


the Lok Sabha was informed about ten

key mega highway projects. These

projects according to industry analysts

will hold the key to speedy economic

growth of the country.

In a press release issued by the

Ministry of Road Transport and Highways,

it was stated that the National

Highways Authority of India (NHAI) had

made initial identification of 10 mega

highway projects , costing an estimated

Rs.45,000 crore in nine states for

implementation in a phased manner.

The press release went on to give

details of the stretches these projects

would be implemented in. These

include:

1. Six laning of Kishangarh-Udaipur-

Ahmedabad section of NH-79A,

NH-79, NH-76, and NH-8, totaling a

distance of 557 km in the states of

Rajasthan and Gujarat.

2. Six laning of Ichapuram - Srikakulam

- Vishakapatnam Ankapalli -

Rajahmundry section of NH-5,

totaling a distance of 436 km in the

state of Andhra Pradesh.

3. Four laning of Gujarat-Maharashtra

border - Dhule - Jalgaon - Akola -

Amravati section of NH-6, totaling a

distance of 485 km.

4. Four laning of Gwalior-Shivpur-

Biaora-Dewas section of NH-3,

covering a distance of 450km in

Madhya Pradesh.

5. Two laning with paved shoulder of

AmristsarGanganagar Bikaner

Nagaur - Jodhpur Pali section of NH-

15, 89 & 65, totaling a distance of

700km in the states of Punjab and

Rajasthan.

6. Two laning with paved shoulder of

Kolhapur Sangli Sholapur Latur

Nanded Wardha Nagpur section of

NH-7 & State Highway the state of

Maharashtra, covering a distance of

475 km.

7. Four laning of Panvel Goa /

Maharashtra Border section of NH-

17, totaling a distance of 475 km.

8. Four lan ing of Ahmedabad

B a m a n b o re S a m a k h i a l i &

Bamanbore - Rajkot Gondal section

of NH-8A & B totaling a distance of

425 km.

9. Six / Four / 2 Lane with Paved

Shoulders of Bhavnagar Pipavav

Porbandar - Dwarka section of NH-

8E, in Gujarat, with the stretch

covering a distance of 445km.

10. Six laning of Aurangabad Barwa

adda Panagarh - Dhankuni section

of NH-2 .totalling 475 Km, in the

states of Bihar & West Bengal.

The formulation of the projects and

the process of invitation of bids of

these projects are based on the

preparation of Feasibility Reports and

their appraisal for implementation on

the public private partnership (PPP)

basis, based on the procedures that are

laid down for the purpose.

There seems to a distinct shift in the

bidding patterns, with the government

trying to actively expedite the

construction of major infrastructure

bottleneck in the country's progress.

The spate of criticism that the road

transport ministry had faced in recent

times meant that rules were modified

so as to allow only major players to bid

for these mega highway projects

costing over US $ 1 billion. The NHAI

modified some of the norms in 2010

during the term of Mr.Kamal Nath, as

the Union Minister for Road Transport

and Highways, for the bidding process.

The authority modified some of the

norms in model documents for Build-

Operate-Transfer-(BOT) Projects and

Request for Qualification and Request

for Proposal (RFQ/RFP) in order to

address issues which had been

blocking projects. The changes to the

bidding norms had been done in

acceptance of recommendation of the

B.K. Chaturvedi Committee's first

report set up to recommend ways to

implement road projects faster and

more efficiently. To cut the long story

short, the new norms are an obvious

attempt to keep non-serious and less-

Change in Bidding Norms

Parliamentary Standing Committeeon Transport in its 163rd Report

"What worries the committee the most is the general sense of helplessness in fighting out this unholy nexus and the consequent alarmingly high 'delivery leakages'. The committee did not find any serious attempt made or proposed against such a nexus in the road sector"



RAnand

Text Box

expressways in the next five years. The

Centre had recently in the month of

April 2011 announced plans for

building two new expressways linking

the national capital to Jaipur and

Chandigarh. The ventures are likely to

entail a cost of nearly US $ 3 billion.”

The Centre has decided to build Delhi

J a i p u r a n d D e l h i - C h a n d i g a r h

expressways. Ministry officials will take

up the issue with states of Delhi,

Rajasthan, and Haryana. Once they

come on board, we will get the detailed

project report," Road Transport and

Highways Minister Mr.C.P.Joshi had

been quoted saying in media reports

on the projects . The Yamuna

Expressway, in Uttar Pradesh, with the

draft phase-I masterplan finalized by

the Yamuna Expressway Industrial

Development Authority (YEIDA), is

another key expressway project that

could set the trend for similar projects

elsewhere in the country.

The government is reportedly

examining a proposal to set up a

Expressway Authority of India (EAI) on

the lines of NHAI for facilitating the

construction of over 18,000 km of

expressways which would need an

creditworthy players out of the bidding

process with respect to mega highway

projects.

One of the interesting facts to

emerge from the growing opportunities

in the Indian road construction sector

was the increasing presence of

international companies. A consortium

of 20 UK companies had for instance

formed the British-India Roads Group

to participate in the sector. Similarly,

news reports suggest that Canadian

firms are likely to invest over Rs.20, 000

crore in the road sector in the next five

International Interest

years, much of it in the mega projects.

This is apart from enthusiastic

participation from majors such as

Larsen & Toubro, GMR, Reliance Infra,

IRB Infrastructure, etc, being in the fray.

The government has in a bid to improve the infrastructure for speedy development of the backward North East region of the country, approved road projects worth Rs.434.23 crore, as part of the ongoing 11th Plan Projects for the North Eastern Council (NEC). Mr.Bijoy Krishna Handique, Minister of Development of North Eastern Region has been quoted in press reports stating “The NEC is committed towards channelizing similar quantum of funds for improving the road sector in the region.” The projects would include improvement of the Jowai-Nartiang-Khanduli-Biathanlangsu Roads, a crucial link between Assam and M e g h a l aya . C o n st r u c t i o n a n d improvement of Simchuthang-Pabong-Yangyang Roads in Sikkim and Kangokpi -Tamei Road in Manipur are the other important projects that can have a major positive impact on the economic development of the region.

The country could a lso be

witnessing the completion of a few

North- East Focus

Expressway Scene

Bijoy Krishna HandiqueMinister of Development of

North Eastern Region

“The NEC (North Eastern Council) is committed towards channelizing similar quantum of funds for improving the road sector in the region”

R.Nandagopal,Vice President, Equipment &

Project Solutions, TIL

”The size of the road projects has been growing under PPP / BOT etc and this has translated into higher capacity and the better mobility of the plant and machineries to fully optimize the investment cost.“

Expressways on the fast lane




estimated Rs.4,50,000 crore, according

to industry experts.

One of the key driving factors

behind the rapid growth witnessed in

the road construction industry is the

availability of a wide range of road

building machinery. While the density

of India's road network at 0.66 km of

highway per square ki lometre

compares favourably with other

countries such as China and Brazil, the

major difference lay in the fact that

most of our highways were narrow,

congested, and was infamous for the

poor surface quality. With the advent

of world-class road building machinery,

things have taken a turn for the better

now. The pace of growth has been such

Role of Road Construction Equipment

that in the next five years the market

for road construction equipment is

expected to touch US $ 8 billion.

The evolution of the Indian road

construction equipment market makes

for fascinating reading. The market has

gradually evolved from one that was

driven by cost to one that is now being

driven by technology. The typical

I n d i a n c l i e n t i s t a k i n g i n t o

consideration factors such as the type

of transmission, controls, hydraulics,

safety, even aesthetics, before making

a purchase decision. With rising

awareness levels newer technology is

now being accepted with respect to

road construction equipment.

One such technology that has been

in the news in recent times is the

double barrel or continuous mix

technology in asphalt mix plants. The

technology is particularly suited for

mega road projects, with the mix not

being limited to particular batches, as

in the case of batch mix plants. What

this means is continuous supply of

asphalt mix for the project, which is

crucial for the timely completion of

mega road projects. Explaining the

technology in detail Mr.R.Nandagopal

of TIL ,which is offering batch mix

plants featuring the technology in India

says” The size of the road projects have

been growing under PPP / BOT etc and

this has translated into higher capacity

Entry of New Technology

and the better mobility of the plant and

machineries to fully optimize the

investment cost. “The double barrel

plant with portable options up to

400TPH and stationary options up to

600TPH will meet up with the growing

demands of infrastructure.

Double Barrel is a combination

aggregate dryer and mixing unit

separated from each other uses

sequential mixing to produce larger

v o l u m e s o f c o n s i s t e n t a n d

homogeneous hot mix in shorter time

than any other plant. It is equipped to

provide multiple job mixes at a very

short notice.

The increased emphasis on road

recycling is another heartening aspect

that is being seen in the country today.

The driving force behind this emphasis

Road Recycling

Parag ShahManaging Director, Vimtech Corporation

“Recycling is going to be the future”

TIL-Astec Double Barrel Hot Mix Asphalt Plant

Rolf JennySenior Vice President,

Corporate Development, Ammann Group

”Once the roads are built, they need to be maintained, and this is where the 100 % recycler, which we launched has a role to play”


Road recycling will play a critical role in the mega highway projects of tomorrow

is again the availability of specialized

equipment for asphalt recycling.

Commenting on the technology Mr.

Parag Shah of Vimtech Corporation,

which represents DMI Engineering, a

global leader in asphalt mix plants,

said, “Recycling is going to be the

future.” The company offers a recycling

plant that offers a unique advantage of

being attached to plants of any other

make.

Ammann is another global leader

which has recently come out with its

100 % recycler.” Once the roads are

built, they need to be maintained, and

this is where the 100 % recycler, which

we launched in Bauma Munich, has a

role to play,” said Mr. Rolf Jenny, Senior

Vice President, Corporate Development,

Ammann Group in an interaction with

The Masterbuilder. According to

Mr.Jenny, the company may launch the

product in India too if demand picks up.

The MARINI MAC Series of green

asphalt plants are another example for

plants that are ideally suited for

aggregate recycling. Explaining the

advantages of these machines,

Mr.Blesson Varghese, MARINI Fayat

India's National Director, quipped,” Our

asphalt plant designs represent the

latest innovations in asphalt plant

design. Customers in India are now

beginning to realize the importance of

productivity and green technology.”

Road recycling, with a slew of

players offering specific equipment for

the same, looks likely to be a major area

of focus in the country's road

construction sector in the near future.

After the period of lull and

subsequent period of uncertainty

witnessed during the time of change at

the helm of affairs, things seem to be

moving in the right path, as far as the

Union Ministry for Road Transport and

H i g h w a y s a n d t h e N H A I g o .

Most Exciting Phase Ahead

“Infrastructure is critical for our

development,” Finance Minister

Pranab Mukherjee had said while

tabling the Budget 2011-12 in the

Parliament. The government proposes

to spend Rs 2.72 lakh crore on the

transport and the energy sectors out of

Rs 5.92 lakh crore earmarked in the

Central Plan for 2011-12. The allocation

for the sectors account for 45.95 per

cent of the plan outlay. Increased

allocation to the transport sector

automatically entails huge investments

in the road sector. Similarly, the

government had also spelt that the

Blesson VargheseMARINI Fayat India's National Director

”Our asphalt plant designs represent the latest innovations in asphalt plant design. Customers in India are now beginning to realize the importance of productivity and green technology.”

Pranab MukherjeeUnion Finance Minister

“Infrastructure is critical for our development”

infrastructure investment envisaged in

the 12th plan period would be to the

tune of US $ 1 trillion, a major part of

which would be on road projects. All

these factors point out to the

impending massive growth phase that

the road sector is expected to undergo

in the near future.

The positive sentiments, a buoyant

economy, the proactive policies of the

Centre, streamlined bidding for road

projects and availability of world-class

road building machinery, plus the

famed pool of engineers, for which the

country is known for; the road

construction industry is heading

perhaps towards its most exciting

phase ever in India.



Reliance Industries Ltd

????: ????

when the contractors' tower cranes,

located on opposite sides of the

Colorado River Bridge, fell. While there

was minimal damage, the timeline was

revised to Oct 2010. The bridge was

opened to general public on Oct 20,

2010.

During the design phase, a feature

impact analysis was carried out to

understand which bridge type would

suit the most. Factors like structural

redundancy, height and mass on

Viewscape, rock excavation/canyon

impact, engineering cost, technical

stability for site, construction cost,

construction wind risk, inspection and

Major Design Features

The Hoover Dam bypass is a fully fixed, 323 meters in length under arch supporting the central span of 580 meters length and continuous beam deck via vertical piers at 35 meter intervals. Four form travelers advanced to the crown of the cast-in-place arch supported by 88 carefully tuned stay cables, while precast segmental construction was used for the tallest precast columns.

The objective behind the Hoover

Dam Bypass project, also known as the

Mike O'Callaghan-Pat Tillman Memorial

Bridge, is to alleviate the traffic

congestion on the U.S. 93 highway in the

vicinity of Hoover Dam. The U.S. 93 is

also has an important economic role to

The Hoover Dam Bypass has the

fourth largest concrete arch in

the United States and is the

longest arched concrete bridge across

the globe. It is also considered to have

the world's tallest concrete columns of

their kind. However, what adds to the

significance of the construction of this

magnificent steel and concrete

structure is its location. The Hoover

play as it is on the North American Free

Trade Agreement (NAFTA) route

between Mexico and Canada. It is also

the major commercial route between

the states of Arizona, Nevada, and Utah.

The design and construction budget

allocated for the entire project was USD

240 million and the bridge was built in a

budget of USD 116 million.

After completing the environmental

impact analysis in 1998, the contract

was awarded in the year 2001. While

the project's initial timeline had a

deadline of 2008, in September 2006,

the project suffered a major setback

Mike O'Ca l laghan-Pat T i l lman

Memorial Bridge


Heavy Engineering

Dam Bypass is almost 900 feet above

the Colorado River and lodged between

rock cliffs that form the Black Canyon

spanning the states of Nevada and

Arizona.

Hoover Dam BypassHoover Dam BypassAn Engineering MarvelAn Engineering Marvel

Hoover Dam bypass bridge

NEVADADaily Vehicle TrafficHoover Dam: 11,500 in 1997Hoover Dam bypas: 21,100 forecast for 2017

ARIZONA

1,060 ft.

Hoover Dam

Arches:Each is madeof 53 concrete segments poured in place from hoses running from the canyon walls.

860 ft.

Statueof Liberty

305 ft.

Contractor:Obayashi Corp./PSMConstruction USAInc. Joint Venture.

Bridge: $114 million

Total bypass cost:$240 million.

Concrete:Approximately9,000 cubic yards,enough to bury afootball field morethan 4 feet thick.

Steel:Approximately4 million pounds, enough for 32 M1 Abrams tanks(left).

Towers: Hold up the bridge roadway. They will be made of 440 individual concrete blocks. The tallest will be 280 feet tall with28 segments.

THE ARIZONAREPUBLICSources: Google maps, federal Highway Administration

Bhavani BalakrishnaBhavani Balakrishna

????: ????

when the contractors' tower cranes,

located on opposite sides of the

Colorado River Bridge, fell. While there

was minimal damage, the timeline was

revised to Oct 2010. The bridge was

opened to general public on Oct 20,

2010.

During the design phase, a feature

impact analysis was carried out to

understand which bridge type would

suit the most. Factors like structural

redundancy, height and mass on

Viewscape, rock excavation/canyon

impact, engineering cost, technical

stability for site, construction cost,

construction wind risk, inspection and

Major Design Features

The Hoover Dam bypass is a fully fixed, 323 meters in length under arch supporting the central span of 580 meters length and continuous beam deck via vertical piers at 35 meter intervals. Four form travelers advanced to the crown of the cast-in-place arch supported by 88 carefully tuned stay cables, while precast segmental construction was used for the tallest precast columns.

The objective behind the Hoover

Dam Bypass project, also known as the

Mike O'Callaghan-Pat Tillman Memorial

Bridge, is to alleviate the traffic

congestion on the U.S. 93 highway in the

vicinity of Hoover Dam. The U.S. 93 is

also has an important economic role to r

The Hoover Dam Bypass has the

fourth largest concrete arch in

the United States and is the

longest arched concrete bridge across

the globe. It is also considered to have

the world's tallest concrete columns of

their kind. However, what adds to the

significance of the construction of this

magnificent steel and concrete

structure is its location. The Hoover

play as it is on the North American

Free Trade Agreement (NAFTA) route

between Mexico and Canada. It is also

the major commercial route between

the states of Arizona, Nevada, and Utah.

The design and construction budget

allocated for the entire project was USD

240 million and the bridge was built in a

budget of USD 116 million.

After completing the environmental

impact analysis in 1998, the contract

was awarded in the year 2001. While

the project's initial timeline had a

deadline of 2008, in September 2006,

the project suffered a major setback

Mike O'Ca l laghan-Pat T i l lman

Memorial Bridge


Heavy Engineering

Dam Bypass is almost 900 feet above

the Colorado River and lodged between

rock cliffs that form the Black Canyon

spanning the states of Nevada and

Arizona.

Hoover Dam BypassHoover Dam BypassAn Engineering MarvelAn Engineering Marvel

Hoover Dam bypass bridge

NEVADADaily Vehicle TrafficHoover Dam: 11,500 in 1997Hoover Dam bypas: 21,100 forecast for 2017

ARIZONA

1,060 ft.

Hoover Dam

Arches:Each is madeof 53 concrete segments poured in place from hoses running from the canyon walls.

860 ft.

Statueof Liberty

305 ft.

Contractor:Obayashi Corp./PSMConstruction USAInc. Joint Venture.

Bridge: $114 million

Total bypass cost:$240 million.

Concrete:Approximately9,000 cubic yards,enough to bury afootball field morethan 4 feet thick.

Steel:Approximately4 million pounds, enough for 32 M1 Abrams tanks(left).

Towers: Hold up the bridge roadway. They will be made of 440 individual concrete blocks. The tallest will be 280 feet tall with28 segments.

THE ARIZONAREPUBLICSources: Google maps, federal Highway Administration

Bhavani BalakrishnaBhavani Balakrishna


maintenance requirements and

architectural potential were considered

across bridge options like truss, box

guides, cable stayed, suspension, deck

arch and thru arch. Spanning the canyon

or arching against the canyon walls

came out as a favorite. However, since

the clear spanning suspension choice

c o u l d s u f f e r f r o m s t r u c t u r a l

vulnerability and high life cycle cost, it

was decided to proceed with the deck

arch option.

The design team then settled upon

the Concrete Composite solution based

on the cost, schedule and architectural

and technical criteria to address the

specific design issues inherent to the

Hoover Dam site. Some of the key

advantages of the concrete composite

alternative were:

It combines the best of both

concrete and steel, the concrete

b e i n g e f f e c t i v e l y u s e d i n

compression for the arch, and

lighter steel for the upper structure.

Concrete can also be efficiently

placed using a form traveler system

that is a proven construction

technology for this type of work.

Since the concrete arch can follow

on an early foundation excavation

contract without the wait for

fabrication of arch steel, schedules

can be accelerated.

Not only does the concrete

composite alternative has the

lowest projected cost for the

favored solid rib alternatives, the

blend of concrete and steel design

detail provides greater flexibility to

design for cost efficiency.

T h e c o m p o s i t e d i s t r i b u t e s

construction risks in terms of costs,

quality control and schedule.

Concrete casting is completed in a

confined form, and runs in parallel

with steel fabrication. The steel

superstructure reduces the risk of

delays and eliminates many quality

control issues inherent with a cast-

in-place concrete superstructure in

the open environ over the gorge.

The composite structure utilizes

concrete where it is most efficient

and steel where it is most efficient.

The composite structure allows

progress to occur in parallel on site

during arch erection and in the shop

for superstructure steel fabrication,

with relative independence between

these operations.

The design team then arrived at the

twin rib framed structure. The unique

topography of the site led to a project

specific probabilistic seismic hazards

analysis and a 1000 year return period

was selected. Wind was considered as

on one of the significant environment

factors from the outset of design. Two

factors favored the twin rib layout vis-à-

vis the typical single box section for the

arch. Since the latter would have a width

of 20 meters and also weigh almost 30

tones per meter, precast segmental

option was ruled out. Also, the twin

ribbed frame was expected to perform

better under extreme lateral forces.

The composite superstructure was

selected for girder erection and to lower

weight on the arch. An open spandrel

crown was selected instead of an

integral crown. Integral concrete pier

caps were selected over steel box cap

sections in order to develop the

diaphragm action of the deck used to

avoid lateral bracing of the spandrel

columns. This would also provide

ultimate stability to the flexible columns

along station through direct diaphragm

action. Concrete was chosen instead of

steel since a fracture critical steel

diaphragm generally has a higher

maintenance and inspection costs

despite having a lower first cost.

Construction began on-site and in

Construction

Mike O'Callaghan-Pat Tillman Memorial Bridge

Owner

Bridge Design

Contractors

Construction Engineer

Form Travellers for Cast In Place Segments

Post Tensioning Materials

Stay Cables

Central Federal Lands Highway Division

T.Y.Lin International with HDR

Obayashi/PSM Construction USA. Inc ( JV)

OPAC and McNary Bergeron & Associates

NRS-USA

Schwager Davis Inc

Schwager Davis Inc

Heavy Engineering

Rockwool (India) Ltd

Maco Coporation India Pvt.Ltd


the contractor's pre-cast yard set up in

the outskirts of Boulder City, Nevada.

Trucks carried column sections to the

site as and when required for erection.

High line cranes and conventional

cranes were used to set them into place.

The arch was closed in August of 2009

within an impressive 20mm tolerance at

closure. Spandrel columns were

erected using the high line crane. On

b o t h s i d e s , t h e a r c h e s w e r e

concurrently built up in cast sections

with the concrete being pumped

directly from either side. Traveling

formwork was used to maximize speed

of construction. A sky cable was used to

supply the workforce with reinforcement

and other significant materials that

could not be pumped.

In view of the financial and schedule consequences, the Obayashi/PSM JV construction team decided to setup a portable batch plant incorporating a 5-cubic-yard pan mixer onsite. While pan mixers are generally used in precast yards, they were suitable for this application as quality was priority over volume per hour. The proximity of the plant also made it easy to adjust flow rates during a pour.

The team had to choose between

delivery by buckets or a pumping system

for delivering concrete. The team chose

a pumping system as the cableway hook

would become a critical bottleneck if it

was used for hauling buckets of

concrete. However, the pumping system

had its own challenges. The team had

not only to work around the large

aggregate size of the mix but also find

the means to place in the restricted

pour windows because of high

temperatures, and delivering concrete

to the pump. A typical arch segment

pour took four to f ive hours.

Consolidation of the concrete in the

forms was a major concern. The

geometry of the arch (many segments

were poured at 45-degree angles)

required the use of top surface forms for

a l l pours. Pour windows were

established in the forms not only for

placement, but also to allow use of high-

cycle concrete vibrators. In addition,

external vibrators were mounted under

the bottom soffit form and along the

side forms to ensure good consolidation.

Concrete placement was critical and

Putzmeister, the pump manufacturer

helped their team determine how and

where to mount the placing booms and

position the trailer pumps for all

portions of the project. The placing

system they chose to maximize their

concrete placement for the arch was MX

32/36Z and MX 36/38Z placing booms

and BSA 2107 HP-E and BSA 2109 H-E

trailer pumps.

For construction of the twin arches,

one trailer pump was positioned near

the base of the Nevada arches and one

on top of the arch footing in Arizona. A

placing boom was also positioned on

each the Nevada and Arizona side of the

twin arches. The separate placing

booms and their pedestals were flown

via crane to each of the twin arches for

mounting on their specially-designed

platforms.

All of the concrete mixes used for

the arch were advanced concrete mix

designs using harsh aggregates. Liquid

nitrogen was used extensively for pre-

cooling of the concrete in order to

reduce the temperature the concrete

reaches during curing. For the arches, a

high-strength 10,000-psi concrete mix

was used, and for the columns and pier

caps a high-strength 6,000-psi mix was

used. In order to avoid the intense heat

and avoid traffic congestion, most of the

concrete placements occurred at night.

About 8199 cubic yards of 10,000-psi

concrete in the arches, 8364 cubic yards

of 6000-psi concrete in the pier columns

and caps, 5484 cubic yards of 4500-psi

concrete in the bridge deck, 6679 cubic

yards of 4000-psi concrete in the

footings and abutments and 2060 cubic

yards of 3000-psi for the column infill.

On April 1, 2011 the TYLI received

the Grand Conceptor award, the

competition's highest honor, at ACEC's

45th Annual Engineering Excellence

Awards (EEA) Gala held in Washington,

D.C. The EEA awards is known as the

“Academy Awards” of the engineering

industry, recognizing engineering firms

for projects that demonstrate a high

degree of innovation, technical

complexity, achievement, and value.

The Hoover Bypass Dam certainly

deserves to be one of them.

Heavy Engineering

Rockwool (India) Ltd

Nicomac Doors Pvt. Ltd

modular units. However, it is quite possi-

ble that modular building practices could

be used in LEED projects where other

aspects of the overall construction could

feature these materials. The

percentages listed refer to the per-

centage of Divisions Two through Ten

material costs of that are represented by

reused materials.

MR Credit 4.1 Recycled Content, 10% (post consumer + ½ pre consumer)


Modern modular building construc-tion uses a full range of materials with high recycled content. These materials are recognized for there relatively high strength to weight ratios, moisture resis-tance and cost effectiveness. LEED recog-nizes the contribution of material manu-factures that use both post consumer and pre consumer recycled content.

MR Credit 5.1 - Regional Materials, 10% Extracted, Processed and Manu-factured Regionally


These Credits recognize the eco-

nomic and environmental benefits of

building with materials that are found in

MR Credit 1.1 Building Reuse, Main-

tain 75% of Existing Walls Floors and

Roof



Roof


tain 50% of Interior Non Structural

Elements

These credits only apply to LEED pro-

jects that involve existing buildings that

may be a modular building or involves

adding modular buildings or new con-

struction that contains modular compo-

nents to an existing building. In each case

an inventory of the building(s) is con-

ducted to calculate the percentage of

each involved. These credits stay in play

unless the new construction being added

to the existing building (if any) exceeds

the size of the existing building by two

hundred percent, at which point these

credits drop out and the existing building

materials segue into MR Credits 2.1 and

2.2, Construction Waste Management.

Materials and Resources and Modular

Building

LEED rewards projects for recognizing

where materials come from, how they

are used on site, whether or not they are

salvaged during renovations, and how

the residual waste stream is managed.

Special recognition is given to using exist-

ing buildings, materials with recycled con-

tent and those that are mined, harvested,

extracted and assembled within 500

miles of the construction site. Finally

LEED rewards projects that use products

grown using good stewardship practice,

and are lightly processed or have low

embodied energy. LEED wishes to con-

firm that

There are no LEED certified products

A product cannot give a LEED project

points

A product can contribute toward

or comply with LEED credit require-

ments

In LEED products fall into two catego-

ries:

Contribution Credits and Compliance

Credits

MR Prerequisite 1 Storage and Collection

of Recyclables

Contribution Credits require a calcu-

lation to determine what percentage of

the project materials meets the require-

ment set forth by the LEED rating system

that the project team is applying for cer-

tification. Compliance Credits require all

related materials to meet a certain

requirement set forth by the standard. All

products related to the credit must all

pass the standard. These credits are pass

or fail.

The Prerequisite and LEED Credit

opportunities in the Materials and

Resources section are:

The project team must illustrate how

glass, aluminum, paper, corrugated card-

board, and plastic are collected, stored

and then removed from the project site

whether or not a municipal waste collec-

tion program is in place. This is typically

the responsibility of the design team.

MR Credit 2.1 - Construction Waste

Management, Divert 50% from Dis-

posal



posal

One of the significant economies asso-

ciated with modular construction is the

ability to manage construction waste.

LEED rewards construction waste man-

agement at the construction site by being

able to account for the materials, by

weight or by volume, that are diverted

from landfills. This includes all non-

hazardous materials excluding cut and fill

and organic material removed from the

site. One direct benefit of reducing the

overall waste stream is the simplification

of construction waste management at

the site and the attendant reduction in

dumpster costs and hauling fees. In the

case of modular building overall con-

struction waste generated at the site can

be reduced significantly.

MR Credit 3.1 - Material Reuse, 5%


LEED rewards incorporating used

building materials in new construction

and major renovation. To date this prac-

tice is very limited in the manufacture of

new modular building components or


Modular Building: Rating

Modular BuildingModular Buildingand the USGBC's LEED™and the USGBC's LEED™Special Correspondent

Part - 2Part - 2

Continuarion from March 2011 Issue, Page No. 74

MARKETS CURRENTLY SERVED BY COMMERCIAL MODULAR CONSTRUCTION

Manufacturers: Major Markets Served

Kiosks, guardhouses,and Communication shelters 4%

Healthcare 5%

Industrial or Workforcehousing 2%

General Office(includes constructionsite) 46%Education 24%

Military, emergencyand government 10%

Retail, restaurantand Commercial10 %

Kiosks, guardhouses,and Communicationshelters 4%


Healthcare 4%

General Office (includesconstruction site) 35%Military, emergency

and government 8%

Education 24%

Commercial, retail,restaurant andconvenience stores 23 %

Dealers: Major Markets Served

proximity to the construction site. The

percentages listed refer to the portion of

the total material cost less labor and

transportation of materials in Divisions

Two through Ten. In order to qualify for

these points, the modular building manu-

facturer must then be able to identify

what building products used in the con-

struction of the component or modular

building unit were extracted, processed,

manufactured and purchased within that

same 500 mile radius.

Rapidly renewable materials and products are those which are derived from raw materials that come to market in a ten year cycle or less. These are typi-cally such materials as bamboo, Agrifiber, linoleum, cork, wool and cotton. LEED awards a point to LEED project teams that can identify and quantify that at least 2.5% of the cost of the materials in Divi-sion Two through Ten in the entire project is represented by materials that have these attributes.

Certified wood is that which comes

from sources certified by the Forest Stew-

ardship Council's Principles and Criteria.

These include but are not limited to struc-

tural framing, sub-flooring, wood doors

and finishes. In order to qualify for this

MR Credit 6 - Rapidly Renewable Materials

MR Credit 7 - Certified Wood

modular units. However, it is quite

possible that modular building practices

could be used in LEED projects where

other aspects of the overall construction

could feature these materials. The

percentages listed refer to the per-

centage of Divisions Two through Ten

material costs of that are represented by

reused materials.



Modern modular building construc-tion uses a full range of materials with high recycled content. These materials are recognized for there relatively high strength to weight ratios, moisture resis-tance and cost effectiveness. LEED recog-nizes the contribution of material manu-factures that use both post consumer and pre consumer recycled content.



These Credits recognize the eco-

nomic and environmental benefits of

building with materials that are found in



Roof



Roof


tain 50% of Interior Non Structural

Elements

These credits only apply to LEED pro-

jects that involve existing buildings that

may be a modular building or involves

adding modular buildings or new con-

struction that contains modular compo-

nents to an existing building. In each case

an inventory of the building(s) is con-

ducted to calculate the percentage of

each involved. These credits stay in play

unless the new construction being added

to the existing building (if any) exceeds

the size of the existing building by two

hundred percent, at which point these

credits drop out and the existing building

materials segue into MR Credits 2.1 and

2.2, Construction Waste Management.

Materials and Resources and Modular

Building

LEED rewards projects for recognizing

where materials come from, how they

are used on site, whether or not they are

salvaged during renovations, and how

the residual waste stream is managed.

Special recognition is given to using exist-

ing buildings, materials with recycled con-

tent and those that are mined, harvested,

extracted and assembled within 500

miles of the construction site. Finally

LEED rewards projects that use products

grown using good stewardship practice,

and are lightly processed or have low

embodied energy. LEED wishes to con-

firm that

There are no LEED certified products

A product cannot give a LEED project

points

A product can contribute toward

or comply with LEED credit require-

ments

In LEED products fall into two catego-

ries:

Contribution Credits and Compliance

Credits

MR Prerequisite 1 Storage and Collection

of Recyclables

Contribution Credits require a calcu-

lation to determine what percentage of

the project materials meets the require-

ment set forth by the LEED rating system

that the project team is applying for cer-

tification. Compliance Credits require all

related materials to meet a certain

requirement set forth by the standard. All

products related to the credit must all

pass the standard. These credits are pass

or fail.

The Prerequisite and LEED Credit

opportunities in the Materials and

Resources section are:

The project team must illustrate how

glass, aluminum, paper, corrugated card-

board, and plastic are collected, stored

and then removed from the project site

whether or not a municipal waste collec-

tion program is in place. This is typically

the responsibility of the design team.



posal



posal

One of the significant economies asso-

ciated with modular construction is the

ability to manage construction waste.

LEED rewards construction waste man-

agement at the construction site by being

able to account for the materials, by

weight or by volume, that are diverted

from landfills. This includes all non-

hazardous materials excluding cut and fill

and organic material removed from the

site. One direct benefit of reducing the

overall waste stream is the simplification

of construction waste management at

the site and the attendant reduction in

dumpster costs and hauling fees. In the

case of modular building overall con-

struction waste generated at the site can

be reduced significantly.



LEED rewards incorporating used

building materials in new construction

and major renovation. To date this prac-

tice is very limited in the manufacture of

new modular building components or



Modular BuildingModular Buildingand the USGBC's LEED™and the USGBC's LEED™Special Correspondent

Part - 2Part - 2

Continuarion from March 2011 Issue, Page No. 74

MARKETS CURRENTLY SERVED BY COMMERCIAL MODULAR CONSTRUCTION

Manufacturers: Major Markets Served

Kiosks, guardhouses,and Communication shelters 4%

Healthcare 5%


General Office(includes constructionsite) 46%Education 24%

Military, emergencyand government 10%

Retail, restaurantand Commercial10 %

Kiosks, guardhouses,and Communicationshelters 4%


Healthcare 4%

General Office (includesconstruction site) 35%Military, emergency

and government 8%

Education 24%

Commercial, retail,restaurant andconvenience stores 23 %

Dealers: Major Markets Served

proximity to the construction site.

The percentages listed refer to the por-

tion of the total material cost less labor

and transportation of materials in Divi-

sions Two through Ten. In order to qualify

for these points, the modular building

manufacturer must then be able to iden-

tify what building products used in the

construction of the component or modu-

lar building unit were extracted, pro-

cessed, manufactured and purchased

within that same 500 mile radius.

Rapidly renewable materials and products are those which are derived from raw materials that come to market in a ten year cycle or less. These are typi-cally such materials as bamboo, Agrifiber, linoleum, cork, wool and cotton. LEED awards a point to LEED project teams that can identify and quantify that at least 2.5% of the cost of the materials in Divi-sion Two through Ten in the entire project is represented by materials that have these attributes.

Certified wood is that which comes

from sources certified by the Forest Stew-

ardship Council's Principles and Criteria.

These include but are not limited to struc-

tural framing, sub-flooring, wood doors

and finishes. In order to qualify for this

MR Credit 6 - Rapidly Renewable Materials

MR Credit 7 - Certified Wood

Credit and the point, the modular build-

ing supplier should be able to identify and

quantify that 50% of the value of the

wood based products in the completed

project that are permanently affixed are

FSC certified. If the FSC certified source is

within 5oo miles of the construction site

credit can be taken for MR Credit 5.1-

Regional Materials.

Next to overall energy efficiency,

effective daylighting and natural ventila-

tion, superior indoor environmental qual-

ity is one of the most desirable and

important attributes of high perfor-

mance green buildings. The following is a

discussion of modular building as it

relates to the LEED Indoor Environmental

Quality category.

This prerequisite is based on ASHRAE

6 .1- 2007, Ventilation for Acceptable

Indoor Air Quality with separate consid-

eration of paragraph 5.1 for buildings

that are naturally ventilated. Generally

ASHRAE 6 determines the amount of ven-

tilation air required as well as standards

for the quality of ventilation air and how

it is best distributed.

Indoor Environmental Quality and Mod-

ular Building

EQ Prerequisite 1: Minimum IAQ Perfor-

mance

EQ Prerequisite 2: Environmental

Tobacco Smoke (ETS) Control

EQ Prerequisite 3: Minimal Acoustical Per-

formance (LEED for Schools only)

The Prerequisite to eliminate or

strictly control environmental tobacco

smoke is applicable to all building types.

The LEED reference guide gives specific

requirements for the design, construc-

tion, commissioning and control of smok-

ing areas inside LEED certified buildings if

they are to be included.

LEED for Schools contains this prereq-

uisite which is intended to provide mini-

mum acoustic performance in core learn-

ing spaces in academic buildings. Attain-

ing the credit is based on designing class-

rooms and other learning spaces to meet

the Reverberation Time (RT) require-

ments of ANSI standard S12.60-2002,

Acoustical Performance Criteria, Design

Requirements and Guidelines for

Schools. Also, classrooms and other core

learning spaces must meet Sound Trans-

mission Class (STC) requirements except

for windows which must meet an STC rat-

ing of at least 35.

In addition a background noise level

of 45 dBA must be met using the method-

ologies described in annexes B through D

of ANSI Standard S1 .60- 00 . Or, class-

rooms and other core learning spaces

must achieve an RC (N) Mark II level of 37

with HVAC equipment and installations

as defined in the 2003 HVAC Applications

ASHRAE Handbook, Chapter 47.

Modular building units can be optimized

to meet these criteria as they are seldom

fabricated of heavy masonry construc-

tion or massive materials that reflect

sound. The strategy for meeting this Pre-

requisite and the associated EQ Credit 9:

Enhanced Acoustical Performance can be

formed around materials and construc-

tion techniques commonly used in the

modular building industry.

This Credit is intended to insure occu-

pant comfort by monitoring the amount

of air mechanically delivered to spaces

with a density of 5 people per 1000

square feet or less, keeping it within 10%

of designed air flow rates. 15% must be

maintained in spaces that are not defined

as high density. Spaces that are naturally

ventilated must have CO sensors in each

space located between three and six feet

above the floor. Modular building manu-

factures must confirm these rates are

achievable and install the proper sensors

and associated limit indicators to inform

building operators and occupants when

design conditions are not being met.

LEED rewards project teams for providing

a minimum of 30% additional ventilation

air to the regularly occupied areas of the

building. The benefit is additional fresh

air and increased assurance that any

residual pollutants will be removed with

additional ventilation and, hopefully,

effective filtration. This credit can be

applied to modular construction the

application of which must be modeled in

EA Credit 1: Optimum Energy Perfor-

mance.

Obtaining this Credit requires under-

standing the Credit intent with respect to

EQ Credit 1: Outdoor Air Delivery Moni-

toring

EQ Credit 2: Increased Ventilation

EQ Credit 3.1 Construction IAQ Manage-

ment Plan During Construction



Cosmos Construction Machineries & Equip.Pvt.Ltd

modular building manufacturing envi-

ronments and conditions. The criteria for

maintaining acceptable IAQ during con-

struction are based on the Sheet Metal

and Air Conditioning Contractors

National Association (SMACNA) IAQ

Guidelines for Occupied Buildings Under

Construction, 1995, Chapter 3. In modu-

lar building manufacturing plants the con-

ditions are often ambient, reducing the

need for supplemental space condition-

ing during construction.

LEED rewards project teams that

build with allergy free non toxic material

and building practices as defined in EQ

Credits 4.1 through 4.6 described below.

As an extra precaution EQ Credit 3.2 Con-

struction IAQ Management Plan Before

Occupancy is available to insure that any

residual indoor air pollutants are

removed. This is done by either flushing

out the completed building or measuring

the same using IAQ testing procedures

focused on the following:

1. Formaldehyde (HCHO) not to exceed

50 parts per billion

2. Particulates not to exceed 50 microns

per cubic meter

3. Total Volatile Organic Compounds

(TVOC) not to exceed 500 micro-

EQ Credit 3.2 Construction IAQ Manage-

ment Plan Before Occupancy

grams per cubic meter

4. Carbon Monoxide (CO) at 9 parts per

billion and no greater than parts per

million above outdoor levels

5. 4-phenylcyclohexane (4-PCH) not to

exceed 6.5 micrograms per cubic meter

In LEED 2009 the following four Low

Emitting Materials Credits are contained

in this Credit grouping in LEED for New

Construction and Major Renovations:

EQ Credit 4.1: Low Emitting Materials

Adhesives and Sealants


Paints and Coatings


Flooring Systems


Composite Wood and Agrifiber Prod-

ucts

In LEED for Schools these Credits are

also available:

EQ Credit 4: Option 3 Flooring Sys-

tems

EQ Credit 4: Option 5 Furniture and

Furnishings

EQ Credit 4: Option 6 Ceiling and Wall

Systems

Each of the above material categories

EQ Credit 4: Low Emitting Materials

are governed by organizations that set

maximum allowable limits for VOCs in the

products eligible for credit consideration.

In essence LEED project teams are chal-

lenged to use only benign products with

low or zero VOC content.

The modular building industry has

two unique situations that impact achiev-

ing LEED points for these credits. The first

is by assembling modular building com-

ponents and units in controlled environ-

ments it is possible to critically meter and

effectively apply only the amount of mate-

rial necessary. Material off gassing and air-

borne overspray can be controlled. The

second is technically these credits only

consider materials applied on site. As in

all credit categories only the finished

LEED project is considered. If none of the

materials evaluated in EQ Credits 4.1 -

4.4: Low Emitting Materials are applied

on site then the Credits and associated

points are not available. Conversely, if

even small amounts of the subject mate-

rials are applied in the field, perhaps in

touching up or final installation, then the

entire application of the material in ques-

tion must be evaluated.

This Credit recognizes the impor-

tance of keeping finished buildings clean

and uncontaminated during their service

life. To obtain this credit and the associ-

ated point the following features and

products must be in place:

1. Walk off grates or removable mats in

the main entrances

2. Code based solutions to properly

venting hazardous gases out of the

building

3. The inclusion of Minimum Efficiency

Reporting Value (MERV) 13 filters in

the permanent HVAC system(s)

This credit requires individual lighting

controls for 90% (minimum) of the build-

ing occupants and lighting system con-

EQ Credit 5: Indoor Chemical and Pollut-

ant Source Control

EQ Credit 6.1: Controllability of Systems -

Lighting



trols for all shared multi-occupant

spaces. Modular building manufacturers

simply need to be aware of the lighting

system design requirements and be sure

they are incorporated into the finished

project.

Thermal comfort system control, for

the purpose of this credit, is defined as

the provision of control over at least one

aspect of thermal comfort air tempera-

ture, radiant temperature, air speed and

humidity. The influence of these vari-

ables and acceptable strategies for con-

trolling each are set forth in ASHRAE 55-

004. To obtain this credit at least 50% of

building occupants must have access to

comfort controls and be able to control at

least one of the variables. All shared occu-

pancy spaces must have accessible con-

trols. This consideration also extends to

operable windows if the parameters set

forth in ASHRAE 6 .1 007, paragraph 5.1

are met.

The point for this credit is attained if

the LEED project team can illustrate the

building envelope and space condition-

ing systems can meet the comfort stan-

dards set forth in ASHRAE 55- 004. The

comfort parameters temperature,

humidity, radiant comfort and air velocity

- are the same as those in EQ Credit 6.2.

EQ Credit 6.2: Controllability of Systems

Thermal Comfort

EQ Credit 7.1: Thermal Comfort Design

EQ Credit 7.2: Thermal Comfort Verification

EQ Credit 8.1: Daylight and Views Day-

light 75% of the Spaces

EQ Credit 8.2: Daylight and Views Views

for 90% of the Spaces

Project teams can obtain this credit

and point by agreeing to conduct an anon-

ymous survey six to eighteen months

after occupancy to determine whether

the comfort goals of the project have

been met. It is typically conducted by the

Owner or the Owner's agent.

Effective daylighting is one of the sig-

nature characteristics of high perfor-

mance green buildings. LEED rewards

effective daylighting through its inclusion

in the calculations for EA Credit 1: Opti-

mum Energy Performance. This credit

acknowledges the importance of daylight

in reducing the dependence on electric

lighting and its positive influence on the

psychology of space.

LEED permits three different calcula-

tion methodologies to determine

whether a minimum daylighting contri-

bution has been made to a sufficient num-

ber of spaces. In essence project teams

must balance the relationship of properly

selected and placed glazing, and provide

effective shading and glare control to

meet minimum daylighting requirements.

LEED recognizes the importance of

connecting building occupants with exte-

rior environment. This point is obtained

by providing views to the exterior from

90% or more of the regularly occupied

spaces. This is a matter of room configu-

ration, or shape, and the strategic place-

ment of vision glazing assumed to be

between 2'-6” and 7'-6” above the floor.

EQ Credit 9 builds on the foundation

of EQ Prerequisite 3 Minimum Acoustical

Performance and rewards a point to LEED

project teams that can achieve a higher

level of acoustic performance in primary

learning spaces. Essentially, teams must

follow the design goals and criteria set

forth in ANSI Standard S12.60 2002 to

achieve more stringent acoustic perfor-

mance goals than those associated with

the Prerequisite.

It must be noted that windows with a min-

imum STC rating of 35 may be required in

the modular unit or incorporate acoustic

ceiling tile or other sound attenuating

material for the overall unit to qualify.

Modular buildings used for class-

rooms and other similar purposes will

continue to be the subject of reviews

regarding IAQ issues in general and mold

in particular. LEED rewards finished build-

ing projects that address Mold preven-

tion by doing the following:

1. Earning EQ Credits 3.1: Construction

IAQ Management Plan During Con-

struction, EQ 7.1: Thermal Comfort

Design, and EQ Credit 7.2: Thermal

Comfort Verification

2. Provide HVAC Systems and controls

designed to limit space relative

humidity to 60%

3. Develop and implement on an ongo-

ing basis an ISAQ management pro-

gram for buildings based on the EPA's

“Building Air Quality: A guide for

Building Owners and Facility Manag-

ers”, EPA Reference Number 40 .F-91-

102 , December, 1991.

EQ Credit 9: Enhanced Acoustical Perfor-

mance (LEED for Schools only)

EQ Credit 10: Mold Prevention (LEED for

Schools only)



Innovation and Design Process and LEED

Perhaps the best feature of the LEED

building rating system is the invitation to

be innovative. In LEED 2009 The Innova-

tion & Design Process includes five credit

opportunities to score points in what are

called ID Credit 1.1 through 1.5. These

credits can be achieved by accomplishing

exemplary performance in the pursuit of

any credit that is eligible for that

approach. In LEED Version 3 2009 those

three ways are:

1. Exemplary performance. This means

the project team has gone beyond

the last increment of the credit's grad-

uated requirements by the next full

increment.

2. Repeat a previously awarded Innova-

tion in Design Credit.

3. Be truly innovative.

The LEED team using modular build-

ing components or modular units is

encouraged to explore ways to achieve

Innovation and Design process points

both in the manufacturing facility and in

the field. Lastly, LEED projects that

involve LEED Accredited Professionals,

LEED APs, are also eligible for a point in

this category. The GBCI has implemented

a two-tiered LEED 2009 exam structure.

Those who pass with the LEED AP Plus

accreditation will be able to claim ID

Credit LEED AP. Those holding a LEED AP

Associate status will not be eligible for

the ID Credit 2 LEED AP ID Point.

The Regional Priority Credits category

is new to LEED 2009. The category was

introduced in response to the USGBC

members who felt LEED should evolve

toward something that could address

local issues. The Regional Bonus Credit

Category contains four possible Regional

Specific Environmental Priority credits. A

database of Regional Priority credits is

available on the USGBC website

www.usgbc.org. Each is indexed to the

project location via zip code.

In conclusion, the evolution of LEED is

a reflection of the paradigm shift under-

going in the green building movement in

terms of innovation, creativity and mar-

ket opportunities. The modular building

industry should note the increased

sophistication embedded in the evalua-

tion of the credits and their associated

point scores in LEED 2009. In order for the

Modular Building Industry to capitalize

on these trends a number of issues must

be addressed. Among these are:

New Category: Regional Priority

Conclusions

1. The ability to embrace change and rec-

ognize how the qualities and attrib-

utes in modular building can be used

to gain market share.

2. The need to overcome the negative

impressions many design profession-

als have regarding the limits to cre-

ativity and adaptability of modular

building techniques by positively pro-

moting the unique qualities and

attributes of modular building, espe-

cially as they relate to green building.

3. Continue current practices and activi-

ties such as conferences and design

competitions in a way that positively

promotes the modular building

industry. The ability to speak with a

unified voice to the AIA, ASHRAE,

BOMA, the US Green Building Coun-

cil, the Collaborative for High Perfor-

mance Schools, and the Association

of School Board Officials is critical to

promoting the interests of the Modu-

lar Building Industry.

It is in the best interest of the mem-

bers of the Modular Building Industry and

the environment at large that we work

together to promote energy, material

and resource efficient buildings that are

optimized for the health and productivity

of building occupants and users.




Awards

Mossessian & Partners and Yassir Khalil Studio were declared the winners of

'Design of Place Lalla Yeddouna in Fez', a two stage competition, launched with the support of the International Union of Architects.

Mossessian & partners (London,

United Kingdom) with Yassir Khalil

Studio (Casablanca, Morocco) walked

away with the first prize in the

competition for the 'Rehabilitation of

Place Lalla Yeddouna in the Median of

Fez, Morocco.

The location is a vibrant community

hub and a central tourist point of the

Medina. The competit ion was

co n d u c te d b y t h e A ge n c y o f

Partnership for Progress (APP) with its

implementing partner, the Agency for

the Development and Rehabilitation of

the city of Fez (ADER-Fes).

The competition site was approx

7,400 sq m located in the Medina of

Fez, which has been listed as a UNESCO

world heritage site since 1981. Place

Lalla Yeddouna is a strategic location at

the nucleus of this oldest part of Fez.

The Medina is a mosaic of small-scale,

modest, sand-colored houses, and its

endless labyrinth of narrow streets,

where we can find still preserved as a

living museum, an antique mode of life,

full of history and shrouded in mystery.

The Place of Lalla Yeddouna is

expected to be a vibrant mixed-use

urban hub for the community as well as

visitors to the Medina in the future. The

site is expected to be a major catalyst

for artisan development, with exclusive

space available for educational

programs, res idences , ar t i san

workshops, retail outlets, cafes, and

other services.

The competition task comprised of

urban design for the Place Lalla

Yeddouna, the preservation of historic

buildings, as well as design of new

buildings. Close to 1,400 architects

registered in the competition and 175

projects were submitted to the jury at

the end of the first stage. Among them

eight projects which showed the

greatest development potential were

selected for the second phase.

While Michel Mossessian with Yasir Khalil were the first prize winners, Laura Valeria Ferretti, Maurizio Marcelloni and Valeria Botti (Rome, Italy) with Bahia Nouh (Fez, Morocco) got the second prize and Moxon Architects, Benn Addy ( London, United Kingdom) with Aime Kakon (Casablanca, Morocco) got the third prize.

The international jury comprised of eminent personalities representing architects including Marc Angelil, Switzerland-USA, Meisa Batayneh Maani, Jordan, Stefano Bianca, Switzerland, David Chipperfield, United Kingdom, Omar Farkhani, Morocco, Rodolfo Machado, USA-Argentina and Matthias Sauerbruch, Germany. Bruno Sauer, Spain, and Mohamed Habib Begdouri Achkari of Morocco sat as deputy jurors.

Design of Place Lalla YeddounaDesign of Place Lalla Yeddounain Fez - Competition Winners Announcedin Fez - Competition Winners Announced

that are resistant to weak acids and

alkalis, but have moderate resistance to

solvents. Fast curing is the big advantage

o f M M A s , e s p e c i a l l y a t l o w

temperatures. At room temperature

MMA has a working time of 10 to 15

minutes and reaches a full cure in 1 to 2

hours. Vinyl esters are a type or subset of

polyester resin, in which the pre-

polymers are formed by reaction of

epoxy resin with acrylic of methacrylic

acid. Vinyl ester resins provide the best

performance in chemical / corrosion

resistance among all other coatings

available today.

Epoxies are the industry's workhorse

floorings in India today. 99 % of the floor

coating companies provide epoxies, as

the epoxy flooring technology is provided

by the resin manufacturers and thus

there is a mushroom of epoxy formulators

in the market. The standard formulation

is based on Bisphenol A type resin, reactive

diluent, defoamers and other additives

with cyclo-aliphatic amine as the curing

agent. Many of the formulators do not

think beyond this standard chemistry.

Epoxy polymer has an open molecular

structure and hence higher amount of

filler loadings is possible than any other

polymer, thus filler-rich varieties are

flooded in the market.

Epoxy-urethane coatings have made

a big impact in the Indian flooring

industry, where hybrid polymer

technology is employed. These products

are either called urethane modified

epoxies, EPU or EPPU where epoxy

polymers are modified by incorporating

urethane linkages to provide elongation

in addition to the normal properties.

Water borne epoxies are used as self

levelling floorings as well as thin-micron

coatings. Breathable self levelling

compositions are formulated with these

types of emulsified resins and hardeners,

imparting a matt finish. Novalac epoxy is

fast curing and offers excellent protection

to strong alkalis, acids, and solvents.

Novalacs have a higher cross-linked

density than conventional epoxies which

dusting. This dust can be harmful to

today's computerized equipments and

may aggravate health conditions of the

people and more over, it settles down on

the finished goods. Concrete dust is

concluded to be the major source of

dangerous air pollution and in order to

get rid of this undesirable concrete dusting,

the surfaces need to be sealed or coated.

The natural porosity of even well-

cured high-strength concrete allows the

absorption of liquids and adhesion of

stains and dust, creating an unsightly

appearance. Uncoated concrete also

presents great difficulties for cleaning

and maintenance, as its porous nature

makes the complete removal of spills and

stains from the substrate, practically

impossible.

The concrete deficiencies like dusting

and the porous capillaries are overcome

by sealing the porous surface and filling

the profile of the concrete floor, thus

creating a smooth, easily cleaned and

maintained floor. The untreated or

uncoated concrete generally has a low

light reflectance value, absorbing light

energy and emitting little and the

application of a smooth, light-coloured

floor coating increases the light

reflectance value of the floor and

increases lighting efficiency and

improving visibility, creating a brighter,

safer working environment. Clean, shiny

floors have a dramatic impact on

employee morale, customer confidence,

and are more enjoyable to work on than

the dull, dirty, bare concrete floors.

There are many different kinds of

concrete sealers, densifiers and coatings

in the market place today, all with specific

advantages and disadvantages. Sealers

are generally classified as a thin coating

which is of 5-10 microns in thickness and

designed to inhibit absorption of liquids

into the concrete. Acrylic sealers are the

most common type of sealers that are

very economical and easy to install.

Hardeners or densifiers are classified as

products that penetrate into the

concrete to create a more watertight

The word concrete comes from the

Latin word "concretus" (meaning

compact or condensed), the

perfect passive participle of "concresco",

from "com-" (together) and "cresco" (to

grow). Concrete solidifies and hardens

after mixing with water due to a chemical

process known as hydration. The water

reacts with the cement, which bonds the

other components together, eventually

creating a robust stone-like material.

Concrete has been used for

construct ion in var ious ancient

civilizations. An analysis of ancient

Egyptian pyramids has shown that

concrete may have been employed in

their construction centuries ago. Also

during the Roman empire, Roman

concrete (or opus caementicium) was

made from quicklime, pozzolana, and an

aggregate of pumice. Modern tests show

that opus caementicium had as much

compressive strength as the modern

Portland-cement concrete (20 N/mm2).

However, due to the absence of steel

reinforcement, its tensile strength was

far lower than the present concrete. Like

today, concrete additives have also been

used since Roman and Egyptian times,

when it was discovered that adding

volcanic ash to the mix allowed it to set

under water. Similarly, the Romans knew

that adding horse hair (polypropylene

fibres,today)made concrete less liable to

crack while it hardened, and adding

blood made it more frost-resistant.

In 1756, a British engineer, John

Smeaton made the first modern concrete

(hydraulic cement) by adding pebbles as

coarse aggregate and mixing powered

brick into the cement. In 1824, an English

mason, Joseph Aspdin invented the first

true artificial cement by burning ground

limestone and clay together and

patented as Portland cement, which was

named because of its similarity in colour

to Portland limestone, quarried from the

English Isle of Portland.

surface and strengthen the concrete.

Concrete hardeners are usually sodium

silicate, potassium silicate, metallic

fluorosilicates and Lithium silicate, being

the latest entrant in this segment. The

densifier reacts with the free lime

available in the concrete and gets

crystallized in the pores. Over the time,

these floors develop a very attractive

gloss and are excellent for warehouse

areas where cost is the first priority but

appearance is also important. A new

method emerging in the industry is the

polished concrete where the concrete

substrate is ground and polished to

expose the aggregates, thus giving a

terrazzo look.

Coatings impart more dry film

thickness than sealers and deposit a thick

film on the concrete that is hard,

chemical and abrasion resistant. The

coating thickness varies from 50 microns

to a few mm thicknesses. Although there

are a myriad of technologies employed in

the floor coatings, the most traditional

and widely available products include

acrylic, MMA, epoxy, polyurethane, vinyl

ester, polyurea and the most latest of all,

polyaspartic coatings .

A c r y l i c c o - p o l y m e r s b a s e d

waterborne coatings have excellent

water, weather and UV resistance, but

having lesser mechanical strength,

chemical resistance, and adhesion.

MMAs are fast curing acrylic coatings


Flooring Flooring

Concrete that includes imbedded

steel is called reinforced concrete, which

was invented by Joseph Monier, a

Parisian gardener who made garden pots

and tubs of concrete reinforced with an

iron mesh. Reinforced concrete

combines the tensile or bendable

strength of metal and the compressive

strength of concrete to withstand heavy

loads. Today reinforced concrete is used

more than any other man-made

materials in the world and more than 10

cubic kilometres of concrete are made

every yearmore than one cubic metre for

every person on Earth. Like concrete

structures we see everywhere in the

world, concrete floors are all also

incredible investments that are meant to

last for decades under tough working

conditions.

Concrete floors create dust with fork

lift traffic or even human traffic because

of its rather poor tensile and flexural

strengths, which we call as concrete

One Day FlooringOne Day FlooringOne Day FlooringSubash Cipy, Managing Director, Cipy Polyurethanes Pvt. Ltd

that are resistant to weak acids and

alkalis, but have moderate resistance to

solvents. Fast curing is the big advantage

o f M M A s , e s p e c i a l l y a t l o w

temperatures. At room temperature

MMA has a working time of 10 to 15

minutes and reaches a full cure in 1 to 2

hours. Vinyl esters are a type or subset of

polyester resin, in which the pre-

polymers are formed by reaction of

epoxy resin with acrylic of methacrylic

acid. Vinyl ester resins provide the best

performance in chemical / corrosion

resistance among all other coatings

available today.

Epoxies are the industry's workhorse

floorings in India today. 99 % of the floor

coating companies provide epoxies, as

the epoxy flooring technology is provided

by the resin manufacturers and thus

there is a mushroom of epoxy formulators

in the market. The standard formulation

is based on Bisphenol A type resin, reactive

diluent, defoamers and other additives

with cyclo-aliphatic amine as the curing

agent. Many of the formulators do not

think beyond this standard chemistry.

Epoxy polymer has an open molecular

structure and hence higher amount of

filler loadings is possible than any other

polymer, thus filler-rich varieties are

flooded in the market.

Epoxy-urethane coatings have made

a big impact in the Indian flooring

industry, where hybrid polymer

technology is employed. These products

are either called urethane modified

epoxies, EPU or EPPU where epoxy

polymers are modified by incorporating

urethane linkages to provide elongation

in addition to the normal properties.

Water borne epoxies are used as self

levelling floorings as well as thin-micron

coatings. Breathable self levelling

compositions are formulated with these

types of emulsified resins and hardeners,

imparting a matt finish. Novalac epoxy is

fast curing and offers excellent protection

to strong alkalis, acids, and solvents.

Novalacs have a higher cross-linked

density than conventional epoxies which

dusting. This dust can be harmful to

today's computerized equipments and

may aggravate health conditions of the

people and more over, it settles down on

the finished goods. Concrete dust is

concluded to be the major source of

dangerous air pollution and in order to

get rid of this undesirable concrete dusting,

the surfaces need to be sealed or coated.

The natural porosity of even well-

cured high-strength concrete allows the

absorption of liquids and adhesion of

stains and dust, creating an unsightly

appearance. Uncoated concrete also

presents great difficulties for cleaning

and maintenance, as its porous nature

makes the complete removal of spills and

stains from the substrate, practically

impossible.

The concrete deficiencies like dusting

and the porous capillaries are overcome

by sealing the porous surface and filling

the profile of the concrete floor, thus

creating a smooth, easily cleaned and

maintained floor. The untreated or

uncoated concrete generally has a low

light reflectance value, absorbing light

energy and emitting little and the

application of a smooth, light-coloured

floor coating increases the light

reflectance value of the floor and

increases lighting efficiency and

improving visibility, creating a brighter,

safer working environment. Clean, shiny

floors have a dramatic impact on

employee morale, customer confidence,

and are more enjoyable to work on than

the dull, dirty, bare concrete floors.

There are many different kinds of

concrete sealers, densifiers and coatings

in the market place today, all with specific

advantages and disadvantages. Sealers

are generally classified as a thin coating

which is of 5-10 microns in thickness and

designed to inhibit absorption of liquids

into the concrete. Acrylic sealers are the

most common type of sealers that are

very economical and easy to install.

Hardeners or densifiers are classified as

products that penetrate into the

concrete to create a more watertight

The word concrete comes from the

Latin word "concretus" (meaning

compact or condensed), the

perfect passive participle of "concresco",

from "com-" (together) and "cresco" (to

grow). Concrete solidifies and hardens

after mixing with water due to a chemical

process known as hydration. The water

reacts with the cement, which bonds the

other components together, eventually

creating a robust stone-like material.

Concrete has been used for

construct ion in var ious ancient

civilizations. An analysis of ancient

Egyptian pyramids has shown that

concrete may have been employed in

their construction centuries ago. Also

during the Roman empire, Roman

concrete (or opus caementicium) was

made from quicklime, pozzolana, and an

aggregate of pumice. Modern tests show

that opus caementicium had as much

compressive strength as the modern

Portland-cement concrete (20 N/mm2).

However, due to the absence of steel

reinforcement, its tensile strength was

far lower than the present concrete. Like

today, concrete additives have also been

used since Roman and Egyptian times,

when it was discovered that adding

volcanic ash to the mix allowed it to set

under water. Similarly, the Romans knew

that adding horse hair (polypropylene

fibres,today)made concrete less liable to

crack while it hardened, and adding

blood made it more frost-resistant.

In 1756, a British engineer, John

Smeaton made the first modern concrete

(hydraulic cement) by adding pebbles as

coarse aggregate and mixing powered

brick into the cement. In 1824, an English

mason, Joseph Aspdin invented the first

true artificial cement by burning ground

limestone and clay together and

patented as Portland cement, which was

named because of its similarity in colour

to Portland limestone, quarried from the

English Isle of Portland.

surface and strengthen the concrete.

Concrete hardeners are usually sodium

silicate, potassium silicate, metallic

fluorosilicates and Lithium silicate, being

the latest entrant in this segment. The

densifier reacts with the free lime

available in the concrete and gets

crystallized in the pores. Over the time,

these floors develop a very attractive

gloss and are excellent for warehouse

areas where cost is the first priority but

appearance is also important. A new

method emerging in the industry is the

polished concrete where the concrete

substrate is ground and polished to

expose the aggregates, thus giving a

terrazzo look.

Coatings impart more dry film

thickness than sealers and deposit a thick

film on the concrete that is hard,

chemical and abrasion resistant. The

coating thickness varies from 50 microns

to a few mm thicknesses. Although there

are a myriad of technologies employed in

the floor coatings, the most traditional

and widely available products include

acrylic, MMA, epoxy, polyurethane, vinyl

ester, polyurea and the most latest of all,

polyaspartic coatings .

A c r y l i c c o - p o l y m e r s b a s e d

waterborne coatings have excellent

water, weather and UV resistance, but

having lesser mechanical strength,

chemical resistance, and adhesion.

MMAs are fast curing acrylic coatings e in


Flooring Flooring

Concrete that includes imbedded

steel is called reinforced concrete, which

was invented by Joseph Monier, a

Parisian gardener who made garden pots

and tubs of concrete reinforced with an

iron mesh. Reinforced concrete

combines the tensile or bendable

strength of metal and the compressive

strength of concrete to withstand heavy

loads. Today reinforced concrete is used

more than any other man-made

materials in the world and more than 10

cubic kilometres of concrete are made

every yearmore than one cubic metre for

every person on Earth. Like concrete

structures we see everywhere in the

world, concrete floors are all also

incredible investments that are meant to

last for decades under tough working

conditions.

Concrete floors create dust with fork

lift traffic or even human traffic because

of its rather poor tensile and flexural

strengths, which we call as concrete

One Day FlooringOne Day FlooringOne Day FlooringSubash Cipy, Managing Director, Cipy Polyurethanes Pvt. Ltd

makes them more rigid and chemical

resistant, and allows them to withstand

higher service temperatures. desirable

properties, including fast cure times, high

abras ion res i stance , f lex ib i l i t y,

to u g h n e s s , a n d go o d c h e m i ca l

resistance. Urethanes perform best

when placed on dry concrete as moisture

inhibits the cure of two-component

systems and can cause blistering because

of its undesirable reaction with water,

generat ing carbon d iox ide gas .

Polyurethanes, both aromatic (yellowing)

and aliphatic (non-yellowing) are used as

thin coatings as well as self levellings. The

moisture cured urethanes are single

components and dry through reaction

with the moisture or humidity in the air,

forming polyurea linkages. They perform

exceptionally well because of their

remarkable properties such as abrasion

resistance, flexibility, toughness and

chemical resistance. “Odorless”

urethanes have come about as a result of

the restrictions on solvent use in

manufacturing facilities and are based on

p o l y u re t h a n e d i s p e rs i o n s , o n e

component and more recently two

component where the -OH groups of PUD

are reacted with hydrophillic isocyanates.

Urethane mortars combine cement

with water based urethane technology to

produce a mortar product exhibiting

properties of both. Designed to exhibit a

high cross-linked density, urethane-

concrete systems are non-toxic, non-

hazardous, highly chemical resistant,

thermal shock resistant and are the most

preferred systems for the most

demanding applications. This has the

similar modulus of elasticity to that of

concrete, which eliminates differential

flexing that is prevalent with most other

resins.

Polyurea is a subset of polyurethane

when isocyanates are made to react with

amines to form fast setting polyurea

linkages. They have tremendous

advantages over other flooring systems

due to their rapid cure (usually in less

than a few seconds). Higher elongation

(>300%), abrasion resistance (<10mg loss

in a Taber abrasor test), excellent shear

strength (>50N/mm) are some of its

pertinent properties. Rapid setting

polyurea, and more over, due to its

extremely fast cure, sophisticated plural

component spray equipment is needed

for application and hence the need for a

coating having the properties of polyurea

which can be applied by conventional

methods has arisen and hence the birth

of a third generation (3G) coating, called

Polyaspartics.

Polyaspartic polyurea (or simply

polyaspartics) overcomes many of those

diff icult ies, whi le retaining the

advantages by combining the best

properties of polyurea and aliphatic

urethanes. Polyaspartic is a type of

polyurea (actually a polyaspartic

aliphatic polyurea) where the NCO

terminated prepolymer is reacted with

secondary or hindered aliphatic

diamines, resulting in polyurea linkages,

but giving ample time (20-30 minutes) for

application by conventional methods like

brushing or rolling. Polyaspartics

generally have very low viscosity,

equivalent to water, which gives it

outstanding wetting ability to apply a

high build in one coat, UV stability, and

excellent chemical and abrasion

resistance thus providing some of the

best properties of epoxy resins and

urethane resin technology. This material

c a n b e a p p l i e d a t n e a r l y a ny

temperature, bonds easily to nearly any

concrete surface, cures to full strength

within half an hour, is flexible enough to

bridge small cracks, can withstand high

temperatures when cured, has superior

stain and UV resistance and impart

bubble-free, high gloss films.The

tremendous advantage of polyaspartic is

its fast cure time which means that there

is virtually no down time and reduces the

number of trips to and from the job site.

When comparing polyaspartics to

epoxies, polyaspartic coatings are far

superior. Polyasartics have almost three

times the abrasion resistance of epoxies,

they are more flexible, have better

adhesion properties, and are UV stable.

When comparing polyaspartics to

urethanes, polyaspartics have the

advantage in high build properties, they

are not as sensitive to moisture as

urethanes and are far less likely to bubble

and impar a high glossy like epoxies.

Polyaspartic coatings replace can replace

the two component system of applying

an epoxy base coat and a urethane top

coat with a one coat system which is both

faster to apply a provides a superior

product over any concrete flooring or

concrete overlay surface. So we have a

myriad of coatings to choose from. All

have advantages and disadvantages and

so the perception and expectations of the

customer are of paramount interest in

selecting the right product for the right

application. Let us review the coatings

one by one. Acrylic sealers do not offer

long term protection. Liquid floor

hardeners or densifiers will definitely

give sheen over a period of time, but at

the same time the closed pores of the

concrete will get opened up due to traffic

impacts and the oils and chemicals will

start penetrating into the floor, posing

grave risks. Dry shake floor hardeners,

metallic and non-metallic, offer just

temporary protection offered normally

by the civil contractors which later

creates big head aches to polymeric

overlays. MMA and Vinyl ester are very

fast curing having very good mechanical


Flooring

SEC-RJMT Engineering Pvt.Ltd

Webac (Cemseal)

properties, but do not offer good

aesthetics. Moreover, they give away

obnoxious order while application.

Epoxies are better in aesthetics, but poor

in properties, especially the very low %

elongation (<3%) and they take a very

long time to cure and the return to

service takes more than 3 days.

Urethanes are fast curing, have all the

desirable properties needed, but are not

good self leveling and are very sensitive

to moisture. Polyurea, due to its rapid

curing, has a tendency to follow the

contours of the surface to which it is

applied without leveling or filling in

depressions or ridges, thus giving a

textured look. Polyaspartics overcome all

these deficiencies. It is rapid setting, but

has enough pot life to do application by

brush/roller/trowel comfortably, return

to service within a few hours, aesthetic

looking like self leveling epoxy, but the

price is the major discerning factor.

The entire focus of the floor coating

industry today is to provide the

customers and contractors with a user

friendly, dependable multi component,

multipolymer coating system that they

can install with consistency and speed.

Concrete floors are notorious for cracks

and joints. This presents a unique

problem to rigid polymer floor systems

when continued movement either from

thermal factors or load transfer factors

cause reflective cracking in the polymer

floor systems. These cracks are then

subject to increased wear from

mechanical traffic and serve as a

collection point for liquids, dirt and

debris leading to undercutting and

progressive damage to the flooring

system.several factors are important in

determining the proper design. Among

those factors are floor thickness, joint

design, and termination details.

A l t h o u g h p o l y u re a e l a sto m e r i c

characteristics are capable of bridging

1/8” movement at cracks, construction

joints and contraction joints, there are

often isolation and expansion joints in

concrete slabs that are capable of

movement far in excess of 1/8”. A

professional engineer should design

isolation and expansion joint treatment.

Recoat windows are a concern when

applying multiple coats. As would be

expected for rapid curing products the

recoat window will be relatively short

and dependent on time, temperature,

humidity, and formulation.

E m p l o y i n g v a r i o u s p o l y m e r

technologies and combining three

distinct polymer groups, one will now be

able to install a full coating system

comprising of primer, screed and top coat

within a day with the obvious

performance benefits of the fast cure

times, improved abrasion and chemical

resistance, high flexibility, UV stability,

and terrific gloss retention. That is the

brand new concept in the flooring

industry today : 1day flooring.

Today, the facility owners do not have

sufficient time to allot to the flooring

contractors because of the fear of the

slow return to service, which ends up in

production losses and so are wary of the

contemperory floorings which take a

minimum 3 days to return the coated

floors back into service. They are all

looking towards an effective flooring

solution which has the least time

consumption. 1 day floors are the answer

to their prayers : Install the floor today,

use it next day.

1 day floors are the 3G floorings

employing multi-polymer networks to

achieve amazing floor coating results

with minimal down time. A modified

epoxy prime coat, polyurethane screed

and a polyaspartic top coat form the

three key ingredients of this wonder 1

day flooring. After proper surface

preparation, the fast curing epoxy primer

is applied and within 30 minutes, the

ultra fast polyurethane screed is laid with

a thickness ranging from 1-6 mm. The

screed is allowed to cure for 6 hours over

which the rapid setting Polyaspartic self

levelling is laid. The whole system is

returned to service within 6 hours and

the total installation and usage time is

within 24 hours. A site handed over to the

applicator in the evening hours can be

installed and returned back to the facility

owner next day morning, thus saving

valuable process hours, which means

that there is virtually no down time.

Traditionally, either epoxies or

urethanes or a combination of both have

been the sealer of choice for most

commercial or industrial applications.

The unique and adjustable reactivity


Flooring


Flooring

of the polyaspartic esters allows for the

design of fast-curing coatings tailored to

the needs of the application. The fast

curing feature of these coatings can

provide significant, money-saving

productivity improvements, along with

high-build, low-temperature curing, and

abrasion and corrosion resistance.

Aesthetics of flooring systems are

usually an important factor to consider in

designing a polymer system. There is

one key feature of polyurea that defines

the essence of the benefits derived from

this technology. For almost every benefit

we can think of, there is a polymer

flooring technology that can provide

similar benefits. However, none can

provide the rapid return to service that is

provided with polyurea. Once it has

been established that a polyurea floor

system has been chosen, Typical ranges

are 1-16 hours.

Alwa Polyurea is relatively new to the

polymer flooring business and the

polymer flooring business is relatively

new to the construction industry.

Advances in polyurea formulations have

led to advances in application equipment

technology. Jointly, these advances have

helped By following existing industry

guidelines that define the “Design,

Installation, and Maintenance of

Protective Polymer Flooring Systems for

Concrete”8, the success of polyurea

flooring systems can be assured.

Concrete floors are an incredible

investment that's meant to last for

d e c a d e s u n d e r t o u g h w o r k i n g

conditions. Even these durable designs,

however are subject to staining, cracking

and disfiguration over time. From

polished concrete to polyaspartic.

Choosing a coating or treatment, you

are making a conscious decision to

protect your flooring: a decision that will

improve the aesthetics and value for the

money. Concrete stains, concrete sealers,

polished concrete, liquid hardeners, dry

shake

This is a special polyurea /

polyaspartic system in which both layers

cure quickly (Same day dry time).

UltraFast-PS is a 2-layer system and mid-

priced in the $3.00 per square foot range.

The first layer, the 'epoxy' goes down and

cures in 1-2 hours, and the protective

topcoat cures in 2-3 hours. This system

mixes and applies like traditional epoxies,

but has very short working times and is

good where you need immediate

vehicular and equipment back in service

times in 24 hours. Typical applications for

UltraFast-PS are garages (where you can't

leave personal posessions outside

overnight), commercial kitchens, etc.

UltraFast is UV stable for outdoor use and

can be used outdoors and can be applied

down to 45-50 degrees. Deco

On the other hand, the elastomeric

properties of high tensile elongation and

high tensile strength of polyurea provide

a system capable of bridging contraction

joints, construction joints and shrinkage

cracks in concrete slabs up to 1/8”. These

features coupled with high abrasion and

impact resistance of polyurea, make for a

tough floor system. This provides the

added benefit of reduced maintenance

and a smoother transition for wheeled

traffic.

There is one key feature of polyurea

that defines the essence of the benefits

derived from this technology. For almost

every benefit we can think of, there is a

polymer flooring technology that can

provide similar benefits. However, none

can provide the rapid return to service

that is provided with polyurea.

The time has come now to shed off

redundant formulae and embrace newer

technologies that can rapidly decrease

the return to service time required for

polymer floor system installations.

In summary, the one day floors have

all the key features for a perfect floor

coating system. It doesn't blush in winter,

unlike epoxies. It doesn't react with

moisture, unlike polyurethanes. It

doesn't cure in seconds, unlike polyureas.

It doesn't yellow, unlike epoxies and

aromatic urethanes. It doesn't smell,

unlike MMAs and Vinyl esters. But it is

like epoxies in looks and aesthetics. It is

like polyurethanes in abrasion resistance

and crack bridging properties. It is rapid

setting and quick return to service like

polyureas and is affordable to the facility

owners. And it is green, with no VOCs

which comes handy while working

indoors.


Face to Face

The Supreme Industries Ltd., founded in 1942, has been in the forefront when it comes to the

introduction of many path-breaking products in the country. The company has become a trendsetter in plastic products by introducing many advanced solutions for various different applications and industries. S p e a k i n g e x c l u s i v e l y t o T h e Masterbuilder, Mr.Ajay Mohta, General Manager, Construction Accessories Division, of the company, gave an overview about the company's flagship product, DURAmembrane and its applications in the industry. Here are the excerpts from the interview.

Founded in 1942, Supreme

Industries is the leading and largest

plastics processor in the country

offering the widest and the most

comprehensive range of plastic

products. Supreme is an acknowledged

leader in India's plastic industry,

handling over 130,000 tonnes of

polymers annually and the group

turnover in excess of Rs 3500 crores.

Supreme has 17 state-of-the-art

manufacturing units strategically

located across India. Each of these

plants has world class amenities, ISO

9001: 2000 Certification and features a

large production capacity. The

Company is powered by technology

from world leaders that complement

the extensive facilities for R&D and new

product development. It is backed by

dynamic and resourceful marketing

Could you please give us an overview

of your company?

team and committed top management

to ensure customer satisfaction and

continuous growth. With a business

phi losophy of achiev ing tota l

commitment in quality and service, we

are serving the major growth impulses

of the Indian economy.

Moulded furniture

Cross laminated films

Plastic piping systems

Protective packaging products

Material handling products

Industrial moulded products

Performance films

The Protective Packaging Division

(PPD) offers a large basket of products

manufactured in-house. However, we

are willing to import material from

international sources, wherever

necessary. With 3 manufacturing

plants and 8 converting facilities spread

countrywide, the Division is ideally

placed to provide a complete range of

solutions. These units are equipped

with high-tech fabrication equipments.

We have offices in all the metros with

distribution network all over India

backed by a complete team of techno

commercial professionals. A powerful

synergy of men, material and

machines, backed by unrivalled

experience and expertise, and a huge

infrastructure that encompasses

production, warehousing and logistics

facilities, enables the Division to render

Our product portfolio includes:

Tell us about the Protective Packaging

Division of Supreme.

professional services of the highest

order.

We have vast experience of six

decades, serving diverse industries and

a track record of successful ly

partnering blue chip Indian and

international clients.

Yes. The Insulation Division (INSU)

of PPD offers superior insulation

products specifically for the insulation

requirements of various industries,

with the sole purpose of improving the

energy efficiency, and thereby helping

in conserving energy.

Give us an overview of The

Construction Accessories Division and

DURA range of civil products from

Supreme.

We, at supreme, work continuously

and diligently to understand your

needs of having cost effective and

efficient products for the construction

industry. Supreme Industries always

strives to give you products that are

best suited to your needs. With these

values and aspiration to give you

products that are durable, we present

our 'DURA range of civil products'.

The Construction Accessories

Division of Supreme has developed

customised solutions specifically for

the construction requirements of

Do you also offer solutions for

insulation?

What are the product offerings of the

Construction Accessories Division and

their applications?

Industry Interaction“DURAmembrane is a versatile material”

Mr. Ajay Mohta, General ManagerConstruction Accessories Division,

The Supreme Industries Ltd.


various industries. We offer better

alternatives to conventional sold

materials including metals, wood etc.,

thus being cost effective. Many of

these products have been pioneered

by Supreme. A few of our DURA range

products are:

DURAboardHD100 (Formerly

SILFLEX):

A cross-linked, pre-moulded, high

performance joint filler board for

structural expansion joints in

concrete brick and block work.

DURArods (Formerly SIL SEAL):

Expanded polyethylene foam rods.

DURAvapourbarrier (Formerly SIL

VAPOUR BARRIER):

A high performance, multilayer

microcell PE film for water vapour

barrier application.

We manufacture products in the

most environment-friendly manner

and constantly adapt our range of

products to the current challenges and

recommend you the best solution

always. We do not use any CFC / HCFC

Are these products environment-

friendly?

gases. All our products help in reducing

consumption of available resources

thus helping the environmental cause.

We have been associated with

several such projects. For e.g., NHAI,

Airports, Power and many more infra-

structural projects in India.

Supreme has always been offering

cost effective yet resilient solutions to

construction industry. All our products

have been developed after continuous

interaction with our customers, market

analysis and understanding thoroughly

the needs and changing demands of

the new generation structures. We are

now introducing DURAmembrane A

high performance waterproofing

membrane.

Since past few years, there was a

continuous demand from all our

satisfied customers to develop

Name some of the top projects you

have been associated with since last

year?

Are you planning to offer any new

products soon?

Tell us more about DURAmembrane.

waterproofing solutions to solve the

leakage problems in their factories and

offices. They were not very pleased

with the current waterproofing

systems available in the market. Hence

about one year back, our R&D team

started working full-fledged on this

project to develop a composite of

various polymers cross linked and

fused resulting in this exclusive high

p e r f o r m a n c e m e m b r a n e .

DURAmembrane is a new offering in

the portfolio of competent and durable

products of the Construct ion

Accessories Division. DURAmembrane

is a new generation, cost effective

solut ion for waterproof ing of

basements and roofs. It is a versatile

material, capable of retaining the

dryness of concrete, masonry, metal

and wood structures and is resistant to

salts, alkalis, and most acids. It is

offered as a quick and easy-to-apply

system, ensuring hassle-free maximum

productivity. Supreme is the only

manufacturer of this type of water

proofing membrane in India. It can be

used for applications like - concrete

roof waterproof ing , basement

waterproofing, and also water proofing

of bathrooms & terrace gardens.

Face to Face

DURamembrane applicationon concrete terrace

DURAmembrane can not only be used

in new constructions but also at the

time of repair of a structure.

D U R A m e m b r a n e i s a h i g h

performance, composite polymeric

membrane which is durable and

lightweight. It is non-deteriorating,

puncture resistant and is available in

length up-to 50 meters.Talking about

evaluation against bitumen based

products we all know that bitumen

disintegrates after contact with water.

Further, over a period it catches fungi

and also starts melting during summer,

thus lowering its puncture resistant

strength.

T h e s t r i k i n g f e a t u r e o f

DURAmembrane is that it has a very

good puncture resistance of 199 N (Test

method - ASTM E154: 1999) and being

polymer based, it won't deteriorate

also over a long period.

Ve r y m u c h . N o n e o f t h e

waterproofing solution systems

provide any added advantage except

w a t e r p r o o f i n g w h e r e a s

DURAmembrane apart from being

100% waterproof is also an excellent

insulating material.

Any roof treatment has to contend

with the unrelenting assault of surface

expansion and contraction due to daily

/ seasonal temperature changes. Other

treatments have a tendency to absorb

m o i s t u r e a n d c o n d u c t h e a t .

DURAmembrane does not absorb

water at all. Its 'K' value does not

deteriorate. Its inherent closed cell

What makes this product different

from the bitumen based membranes

available in the market?

Is DURAmembrane cost effective in

comparison with other polymer based

membranes and waterproofing

chemicals?

structure ensures truly effective

thermal insulation and waterproofing

virtually for a life time.

Climate of India is most unreliable.

India being a tropical country has

diversity in climates. Some regions in

India have hot tropical weather while

some parts have heavy monsoons.

When the ambient temperature varies

between 0 to 50°C, the overlying

treatment is called upon to withstand a

corresponding variation of 1 to 65°C.

D U R A m e m b ra n e m e e t s t h e s e

challenge with complete and effortless

ease and can withstand temperature

ra n g i n g f r o m 4 0 t o 1 1 5 ° C .

Roof treatments have to withstand

more than just surface expansion and

contraction. Like structural movements

or the setting of the building with time.

Sudden drops in temperature results

into thermal shocks. DURAmembrane

has excellent elongation and tensile

strength that enables it to take all

movements in its stride. It is fracture,

crumble, shatter, and abrasion proof

and resistant to most corrosive

chemicals.

Very high. With monsoons come

problems like leakage, seepage in

roofs, walls, basements, bathrooms

etc. in buildings - commercial /

residential and factories. After every

shower of rain, structures tend to

expose their limitations and flaws. The

monsoon rains actually test the

building with showers and reveals the

defects that are not normally observed

during sunny days. Leakage and

seepage in roofs, walls, bathrooms,

and basements are some of the typical

Will DURAmembrane stand up to the

test against the extreme climatic

conditions in India? Is it stable and

resistant to wear and tear?

How is the demand for water proofing

membranes in India?

problems. Hence, to shield from the

huge losses incurred due to the rains,

people are determined to pay

attention to the problems prior to the

next rains.

We have accomplished very high

standards in manufacturing, and we

firmly believe in the protection of our

environment. The Supreme Industries

Ltd. follows the philosophy of S.A.V.E.

Supreme Always Value Efficient.

Applied intelligence and innovation,

enabling cost-effectiveness and

precision in delivery are the drivers of

this belief. Every requirement is

understood meticulously, various

solutions are deliberated upon and the

most appropriate one is selected and

implemented flawlessly. Trust and

reliability are the cornerstones of our

delivery promise. Whatever be the

value, whether its superior protection,

energy saving insulation or durable and

long-lasting solutions in the civil /

thermal insulation industry our

customers are assured of a solution

from Supreme. Because at Supreme,

every single solution we create is

guaranteed to be Value Efficient.

This is a first of its kind of concrete

roof and basement water proofing

product, specially designed to

withstand the hot and humid Indian

conditions. Our membrane is going to

solve problems and reduce huge losses

arising out of water leakage. The entire

construction industry will benefit from

this product.

For further enquiries please mail us

at [email protected] or log on to

our website: www.supreme.co.in

With the current focus on constructing

green and sustainable buildings, what

is your company's contribution in this

area?

What is your vision for this product?

Face to Face



Communication Feature

�Concrete is known for its workability, mouldability, viability and feasibility and it is used even for making thin elements like shells and folded plates achieving strength and stability through the inherent properties of the

constituent materials and the form and shape of the structural member. However conventional concrete of ordinary Portland cement in different environmental conditions may not exhibit the required quality and durability and thus admixtures such as fly ash, silica fume and blast furnace slag are used to modify the concrete properties to make it more suitable for such aggressive environment. The great advantages in use of these admixtures are to improve the durability characteristics of concrete through the control of high thermal gradients, pore refinement, depletion of cement alkalies and the capability of continued long-term hydration by pozolanic reaction etc.

The inclusion of mineral admixture in concrete blend process demand dry state of mixing. The complexity of dry blend is to handle the very lighter ingredients such as rice bran, silica fume and the other fly ash and Ground Granulated Blast-furnace Slag (GGBS), hence the concrete process demands a good mixing technology to pre blend the admixture homogeneously to include the same efficiently and to get good quality concrete mix.

In many situation the demand of the building products are increasingly calling for lower costs in terms of material, energy, capital and faster completion of times of building projects. Hence the manufacturing OPC cements paved the way to seek alternative solution of blending fly ash, ground blast furnace slag in a customize proportion to meet ready mix concrete blend and supply the same with economic cost.

The unique "Fluidized Zone" mixing action of the mixer which make all ingredients in a near weightless condition has enable the unit to handle lighter & heavier particles by way of nullifying the gravitational force in the fluidized zone allowing the irrespective of particle size / density / shape of the ingredients mix homogeneously in a perfect manner.

Also these mixers had proven record for the building materials and construction care products like

Dry Mortar Integral Water Proofing CompoundRenders Grouts Flour HardenerWall Plasters Repairing MortarWall Putty (Dry) Tile Joining CompoundFloor Screeds Thermal insulation productsSkim Coats Fire Proof CementBlended Cement Wall Paper Compounds

Toshniwal provides the customized blending requirement such as

Pilot Scale Mixer Trials Production based product trials Contract blending operation, etc

M/S. Toshniwal Systems & Instruments Pvt Ltd267, Kilpauk Garden Road, Chennai - 600 010, India.Phone: 91-44-26445626 / 26448983Email: [email protected] / Web:

Mineral Admixture in Concrete Mix

Toshniwal Mixer

Further details from:

www.toshniwal.net

Building Material Construction Care

MEET YOUR CONCRETEDRY BLEND NEED

MEET YOUR CONCRETEDRY BLEND NEED

By Toshniwal Mixer

Mineral Admixture demands good mixing technology, it partly substitutes the OPC Cement and supply the cementicious concrete mix with cost effective building products.


Disaster Management

Th e r e c e n t t s u n a m i a n d earthquake in Japan had left a trail of death and destruction in

the country. Apart from the loss of lives, more disaster was awaiting, when news began to trickle in about the damage that has been done to some of the nuclear power plants in the country. This led to a dangerous situation as nuclear radiations could not only damage human life in Japan, but could also leak into sea water, reaching other parts of the world.

Among the damaged nuclear power plants, the worst affected was the Fukushima Nuclear Power Plant, which needed immediate attention. The nuclear power plants had to be cooled in order to contain the radiation. In order to stop the worst from happening, Japan requested Germany's help to supply machines that can help shut down the nuclear power plants. Germany in turn sent Putzmeister concrete machines to Japan for the rescue operations.

These Putzmeister concrete

machines can pump concrete, as well

as water, and therefore can be used to

control nuclear reactors. The machines

have excellent reach, apart from

flexibility. The machines also are

capable of very high pressures and

pumping capability. Since they are run

by the engine of the truck they are

mounted on, another advantage with

the machines is that they do not

require any external source of energy.

Putzmeister Boom Pump to the Rescue

Putzmeister@ Fukushima Nuclear Plant


The concrete machines were

loaded and taken to Japan in special

wide-bodied 'Antonov' aircrafts.

Among the Putzmeister machines sent

to Japan, the most advanced is the

Putzmeister M70, claimed to be the

world's largest working concrete

machine by the company.

These Machines were modified for

carrying out the rescue operations at

Japan. Video Cameras & Radio Remote

Controls were added to these

machines, so that they could be

operated from a distance of approx. 2

to 4 kilometres, as human beings

cannot go near these nuclear reactors.

They machines were covered with thick

sheets of lead to protect them from

radiations which could damage the

electrical & electronic systems of these

machines.

At the reactor in Fukushima,

workers used the M58-5 truck-

mounted concrete pump (produced in

Aichtal near Stuttgart) that has a

vertical reach of 58 m and a 5-arm

boom in order to support the cooling of

the damaged cooling pools. The

advantage of this is that cooling water

can be fed a great distance over the

destroyed buildings and can be fed to

exactly where it is required.

The pump has an output of 160

m³/h at a pressure of 85 bar and is

driven by the truck's diesel engine. This

means that it does not have to rely on

any external power supply. The

machine is operated using remote

control which allows the distributor

arm to have flexible movement. The

Putzmeister M58-5 that is being used in

Fukushima was actually intended for a

customer in South-East Asia and was

redirected to Japan so that it could

quickly reach the nuclear power plant.

Incidentally, this is not the first time

that Putzmeister machines are being

used in a rescue operation involving

nuclear reactors. Around 25 years ago,

a similar disaster occurred in the then

Soviet Union (Russia) in 1986, at the

Chernobyl Nuclear Power Plant.

Putzmeister machines were the ones

that came to rescue even then to

control the nuclear reactors.

Putzmeister makes some of the

most technological ly advanced

concrete machines. Its machines

were used for the construction of

the tallest building in the world- Burj

Dubai. Putzmeister is a German

company with 14 subsidiaries across

the globe. The company has its

s u b s i d i a r y i n I n d i a , w i t h i t s

headquarters in Goa. The factory is

located at Verna Industrial Estate and

the MD of the Indian subsidiary is

Mr.Michael Schmid Lindenmayer.

According to the company, its Indian

subsidiary also makes India's largest

concrete machine the M46, as well as

the smallest concrete machine the

BSA702D.

Radiation Cover

Disaster Management


Buzz

T h e 2 n d I n t e r n a t i o n a l

C o n s t r u c t i o n C h e m i c a l s

Conclave was recently held in

Bangalore. The conclave was organized

by FICCI jointly with the Dept. of

Chemicals & Petrochemicals, Ministry

of Chemicals and Fertilizers, Govt of

India. The virtual “who's of who” of the

entire construction chemicals industry

in the country was present during the

event. Boasting delegates from around

the world, the conference was

nevertheless highly representative of

the Indian construction industry, with

approximately 95 per cent of attendees

hailing from the sub-continent. Kryton

Buildmat Co. Pvt. Ltd. was an Associate

Sponsor of the 2nd International

Construction Chemicals Conclave.

Kryton Buildmat Co. Pvt. Ltd. is a

subsidiary of The Kryton Group of

Companies, Canada.

Giving his views on the conclave

Mr.Akhil Kakkar, General Manager,

Kryton Buildmat, said “Over the two-

day event, one thing became clear: the

construction chemicals industry is

growing exponentially in India, and

tremendous opportunity awaits those

who can navigate the complicated

challenges we face.” Mr.Kakkar went on

to add that with 14.5 per cent year-on-

year growth, the construction

chemicals industry in India outpaces

the growth of the national cement

industry by five per cent, and yet the

construction chemicals industry is

worth much less than it should be. If, in

the building of structures in India,

construction chemicals were used

together with cement in the same

ratios as they are in developed

countries such as the United States, it is

estimated the construction chemicals

industry in India would be worth 9,000

crores annually rather than 1,800

crores.

According to Mr.Kakkar, one of the

biggest challenges facing India's

construction chemicals industry today

is lack of awareness across the sector.

The point was bought out by

Mr. R. Mukudan, Co-Chairman of the

National Chemicals Committee, FICCI,

during the conclave, when he pointed

out that a staggering 85 per cent of

industry players are not fully aware of

the benefits of construction chemicals.

Crystalline waterproofing admixtures,

for example, can reduce jobsite waste,

speed up construction processes and

eliminate the reliance on traditional

waterproofing products that are tough

on the environment.

Another huge challenge, according

to Mr.Kakkar “is how, as an industry, we

can align construction chemicals with

sustainable development. “ Although

there are green products on the

market, such as Kryton's Krystol

Internal Membrane, surprisingly few

companies have developed sustainable

options for infrastructure and

construction projects. Many speakers

tackled this idea by exploring the

conference's theme, “Durable

Construction Using Construction

Chemicals,” with the concepts of

recyclable concrete and 'cradle to

cradle construction' generating the

most buzz.

While the construction chemical

industry in India also faces challenges

that require more long-term solutions,

including a shortage of natural

resources and pollution, there are

many that, as an industry, we can unite

to overcome. Giving his views on the

future pattern that the industry needs

to follow Mr.Kakkar was of the opinion

that durability through the use of

sustainable products, generating

awareness of the benef i ts of

construction chemicals, and educating

a new generation of skilled tradesmen

in the use of construction chemicals

will ensure the rapid growth, and help

the construction chemicals industry in

India remain durable and sustainable

well into the future.

Construction ChemicalsIndustry Captains See AheadHappy Days

Akhil KakkarGeneral Manager, Kryton Buildmat

"The construction chemicals

industry is growing exponentially

in India, and tremendous

opportunity awaits those who

can navigate the complicated

challenges we face."


Dextra India Pvt.Ltd

RAnand

Text Box


Technology: E-Surveying

The rapid advancements in the

field of software development

have not left any field untouched

and there is perhaps no better example

for it than in the field of civil and

structural engineering. Several types of

software packages are now aiding

engineers in enabl ing eff ic ient

construction practices. E Surveying

Solutions is developing software

packages for Survey Engineering and

have developed easy to use solution for

Section Generation, Interpolation,

Contouring, Earthwork Calculation, and

Converter Survey data from Total Station

data in to CAD Drawing. The software

solutions offered by the company are

extremely beneficial to Surveyors /

Consulting Firms / Infrastructure

Companies / Engineering Colleges / CAD

Services / CAD Training Institutes and

Govt. Organizations.

Using ESS Products Sections module,

Sections related to Road / Railway Lines /

Irrigation Canal can be created either

from Excel data or from CAD drawings.

Ava i lab le Sect ion data can be

interpolated along any alignment. Data

can even be imported from Field book.

Section Module allows the user to

modify the sections graphically, Section

presentation can be highly customized

with features like changing Scales along

Horizontal and Vertical directions.

Earthwork calculation can be done

between any 2 layer data and the

software generates complete Area and

volume reports. Interpolation can be

done either using triangulation or using

3D lines. Output can be generated

quickly as Designing both Horizontal

Alignment and Vertical Alignment is

simplified.

Section & Interpolation

Contour

Earthwork

TopoDraw

Using E Contours, Contours can be

generated at specified intervals and at

specified levels. The software also

generates grid levels along with the

contour generation and can be done

from within CAD Software. This software

includes attractive modules like Area and

volume report depending on Contour

area.

Using E Earthwork, earthwork

calculation can be done very quickly. It

allows finding the volume of cutting /

filling for a given set of data at a given

elevation or it can find the earthwork

quantities for any two surfaces. It

generates all the required section

d ra w i n g s i n s ta nt l y a l o n g w i t h

calculation, and area and volume reports

can be generated in Excel.

Using E Topodraw, Topomaps can be

created using Easting, Northing and

Elevation data available in Excel or CSV

File. Normally all the total station

instruments output the data in CSV

format i.e, Serial Number, Easting,

Northing, Elevation and Code. Using

Topodraw module converting this data

into to drawing with blocks is very easy as

it will automatically insert required block

diagrams in their respective places while

generating the draw.

E Survey Lisps is a collection of

several extremely interesting small user-

friendly programs written for meeting

Survey drawing requirement. By using

E Survey Lisp editing time of Survey

Drawings can be brought down by up to

50%.

Works with 4 CAD Softwares

AutoCAD / ZWCAD / GStarCAD &

BricsCAD

Software Trail CD available with

Complete Video Tutorial

The entire software trial version can

b e d o w n l o a d e d f r o m

www.esurveying.net

E Surveying Solutions products are

also supplied to Engineering Colleges as

it bridges the gap between what is taught

in college and what the industry

practices. It is economically priced and

users can buy only the required modules.

Under 'Students Offer' students can avail

up to 90% discount.

E Survey Lisps

Unique Features

Simplifying Survey Engineering DrawingsSimplifying Survey Engineering Drawings

Hormann India Pvt.Ltd E Surveying Solutions


CE: Company Focus

Powerscreen is one of the world's leading providers of mobile c r u s h i n g , s c re e n i n g a n d

washing equipment. It is part Terex Materials Processing segment of Terex Corporation. Terex is a diversified global manufacturer operating in four business segments: Terex Aerial Work Platforms, Terex Construction, Terex C ra n e s , a n d Te r e x M a t e r i a l s Processing.

The company has scores of satisfied customers around the world that can vouch for the high standards of quality and performance of their construction equipment. One among them is Ghilotti Brothers, Inc founded in San Rafael, California, USA, in 1914 by James Ghilotti, a 23-year-old Italian immigrant, who began his business by carting rocks from the hills of Marin and Sonoma Counties with a horse-drawn sled and practiced his craft as a stone mason throughout the area. Today, Ghilotti Brothers is one of the largest employers of construction personnel in Northern California.

“ J a m e s G h i l o t t i w a s m y grandfather,” said Ghilotti Brothers President Michael M. 'Mike' Ghilotti. “He originally called his company James Ghilotti Contractor. In 1939 it became James Ghilotti and Sons and then Ghilotti Brothers, Inc. in 1950. In

2000, my brother Dante and I purchased the company from our father, Mario Ghilotti, who remained very much involved until his untimely death, November 20, 2010.

“Throughout all that time and transition, my grandfather's original

Mobile Crushing, Screening andMobile Crushing, Screening andWashing Equipment from PowerscreenWashing Equipment from Powerscreen

Mike Ghilotti, Mario Ghilotti, Paul Campbell


philosophy has been paramount: 'Earn respect by doing a job well, treat employees with respect, and do good work for the community.' Doing a job well requires the very best people and the very best equipment. We've also found that the best quality equipment, even though it costs somewhat more, pays off that extra cost many times over in better and more dependable service, plus greater value when you sell it or trade it in, ” added Mike Ghillotti emplacing on the need for quality construction equipment.

Some of the works of the company include paving San Francisco airport runways, heavy highway and road construction, parking lots, sidewalks, driveways, retaining walls; all kinds of commercial and residential projects. The company also does major grading, excavation and demolition work, as well as underground utilities, sewers

and storm systems. This also means that the company uses a lot of concrete and asphalt, and therefore, accumulates a lot of concrete and asphalt rubble.

“In an emerging market in 1994, we

were looking at how we could use

materials most responsibly and not

have to dispose of very many

leftovers,” Ghilotti said before adding

“One major thing we decided was to go

in to recycling, for three basic reasons:

to keep quarries from being drawn

down; to save space in landfills; and to

have fewer trucks on the road, which

cuts fuel consumption and carbon

footprint, reduces road wear, and

lessens traffic and noise.”

This is when their search for the right kind of equipment ideally suited for their requirement started. “After a thorough investigation, and in our quest for state-of-the-art equipment,

we bought the first Powerscreen® 4242SR tracked impact crusher d e l i v e r e d i n N o r t h A m e r i c a . Powerscreen of California brought the machine in on demo. It performed so well we bought it right away. In 2010, we replaced the 4242SR with the first Powerscreen® XH320SR tracked impact crusher delivered in North America, which we believe is the new state-of-the-art in tracked impactors,” Ghilotti remarked.

“We were very happy with the 4242SR and had no plans to get rid of it until Paul Campbell, Owner of Powerscreen of California, told us about its successor, the new 320SR.” As good as the 4242SR is, the 320SR comes with even more features. It is well designed for recycling and demolition applications, as well as aggregates. It is also compact and manoeuvrable.

Project Management - Highway 101-580, San Rafael - Early Aerial

CE: Company Focus


Going into the details of how they used the machines, Ghillotti quipped “ W e a l s o b o u g h t a t r a c k e d Powerscreen® Chieftain 1400 double-deck dry screen, which is very easy to transport and provides dependable, versatile operation. Much of the concrete rubble we recycle contains steel mesh and rebar. The 320SR impactor handles it well and has a quick-and-easy hydraul ic hood opening if we need to clear any jams. Further, the modular conveyor has a raise-lower feature to aid in clearance of rebar.”

Speaking about the performance of the crusher Ghillotti said “Our new impactor crushes up to 320 tons per hour, depending on the feed rate and materials. High production is critical, since much of our business comes from public works bids, where cost is king and the lowest bidder usually wins.” He also added that maintaining the machine is simple, as it they just need to follow the manufacturer's recommendations.

The XH320SR is a horizontal shaft impact crusher plant with two full and two half blow bars, hydraulic overload protection, fully independent under-crusher vibrating pan feeder, PLC controls for crusher speed variation,

HFO clutch and fuel-efficient direct drive system. Power is supplied by a 230-hp Caterpillar C9 Tier III ACERT powerpack. An overband magnet is optional.

Ghilotti Brothers uses the XH320SR for two basic types of applications. The first is at four crushing yards owned or leased by the company at Lakewood, Crockett, South San Francisco, and San Rafael. Concrete/asphalt rubble is trucked in by Ghilotti Brothers from their excavating, demolition and other sites to be crushed and used in the company's various construction jobs or sold on the market. Area contractors also bring in and leave rubble to be accumulated and crushed, and usually leave with truckloads of crushed materials. These normally include 3/4" base and drain (clean) materials, plus 1" and 1/2" materials. Sometimes a little asphalt is blended in to make a sub-base product.

Secondly, the tracked crusher is used at various Ghilotti Brothers job sites such as road paving and demolition. The company also does contract crushing at customers' locations. Going into the details about the company's after sales support services Ghillotti observed “We're very

happy with Powerscreen of California. If we ever have an equipment problem, they're here at the drop of a hat. And we get good counsel from them, too. They've helped us solve problems and achieve greater production levels. We can call the owner Paul Campbell any time and get advice on all kinds of crushing situations, equipment, procedures or whatever.”

Emphasizing on value added services Ghillotti said “When buying equipment, any equipment, you need to look at a lot more than just the initial price. You have to look at how much you are charging yourself for use of the equipment. You determine an internal rate based on initial price, maintenance, anticipated downtime; it 's the unexpected downtime that wreaks havoc on equipment production capabilities, fuel consumption, parts, and salvage value.“

Powerscreen is a company that has been known for introducing various innovative concepts and technology from time to time. Recently , it has brought customers a new way to access its equipment through the launch of its new Powerscreen Appfor the iPad® and iPhone®, with a Blackberry® and Android® version planned for later this year.

Powerscreen - Quality Equipment story - Ghilotti Brothers

CE: Company Focus

Ermotec International Pvt.Ltd

Amogha Road Equipment

Columbia -Pakona Engineering Pvt.Ltd


Spotlight

Gmmco was formed in 1967 when the GP-CK Birla Group took over Blackwood Hodge

Equipment, who were distributors for the Terex range of products. On February 26, 1986, a new chapter opened for the company when it signed up the dealership of Caterpillar Inc., USA, the globally renowned heavy machinery, and engine manufacturer for South, Central, and Western India.

The company has made rapid

strides over the last 25 years to grow

into an INR 1600 Crore Company with

1500 employees operating out of over

a 100 establishments today, including

75 full fledged branches. The India Inc.

magazine, in their recent annual

survey, recognized Gmmco for

exemplary growth and sustainable

success, and ranked the company in

their Top 500 Best-Performing Mid-Sized

companies list at an impressive 199.

The company has been catering to the needs of core sectors of the economy whether it is roads, airports, ports, urban development, granite, cement, iron ore, coal and other quarrying and mining activities, power , oil & gas , marine and other sectors of infrastructural activity.

The company's mining customers include Coal India Limited (CCL, SECL, WCL, NCL & MCL), Singareni Collieries Company Limited, Hindustan Copper Limited, Neyveli Lignite Limited, NMDC, MOIL, and GMDC. Many cement and iron ore mines have also valued Gmmco's capability to provide solutions to suit their needs.

Some of the highlights of Gmmco's solutions to mining customers over 25 years include:

Supplying 14 Cat 773D, 60T trucks

Mining Expertise

valued at Rs. 25 Cr., to promote

mining contractor for deployment

in Malanjhkand Copper project in

2008-09

Supply of 22 large-capacity 240T

Dumpers to South Eastern

Coalfields Limited with a 12-year

Maintenance and Repair Contract

Largest bulldozers commissioned

at NMDC, Donimalai

Four 992K Front-end Loaders

commissioned at NMDC

Largest hydraulic excavator deal

for 12 sealed for a pipe-laying

application at Corrtech Intl

First 988H Front-end Loader

c o m m i s s i o n e d a t C e n t r a l

Coalfields Limited's Kathara

coalfields

India's First CAT-certified Rebuild

of Ambuja Cement's D9R Dozers

GMMCO-CATERPILLARGMMCO-CATERPILLARCelebrate 25 Years of PartnershipCelebrate 25 Years of Partnership

34,000+ operat ional hours

achieved at Singareni Collieries

Company Limited (SCCL) is an

outstanding example of our

Product Support Capability

Breakthrough order for over 30

machines (15x962H, 8x966,

2xD9R, 6x140K) from Sesa Goa,

one of the largest producers of iron

ore in India

To meet and support the booming

construction industry in India, the

company offers a wide range of

indigenously built and imported

Caterpillar Construction Equipment,

including: Backhoe Loaders, Hydraulic

Excavators, Motor Graders, Off

Highway Trucks, Track-Type Tractors

(Dozers), and Wheel Loaders.

The company also offers world-

class total propulsion systems to meet

u n i q u e r e q u i r e m e n t s o f i t s

customers.The generator offered can

be tailor-made for 'power management'.

It also offers Diesel Electric Propulsion

(DEP) units for Propulsion purposes. In

a nutshell, the company offers engines

for all applications and all types of

vessels.

Construction Solutions

Marine Solutions

Gmmco is tied up with all the major

shipyards in the country, with ongoing

project execution with almost all of

them. A dedicated Projects Cell renders

specialized support to shipyards during

the execution process. The company

has provided several marine engines

for Mumbai Coast Guard boats.

Caterpillar engines will also soon be put

to use by the Indian Navy and the

Indian Coast Guard.

Gmmco has been a very successful

and important partner of ONGC in their

E&P effort. Over 400 Caterpillar

Engines owned by ONGC are supported

Contribution to Oil & Gas Industry

by GMMCO and TIL, and so are over a

100 engines owned by private drilling

contractors at any point in time in India,

according to the company. These

machines are used on the most critical

operations like power packs on Jack up

rigs and land rigs, emergency gensets,

fire water pumps, cranes, well

servicing, etc.

The company has been taking up

ambitious projects involving in-situ

replacement of Caterpillar D399

Engines with Caterpillar 3512B

Engines. The company offers its

partners to utilize the varied services

offered by its 5 Star Certified Workshop

facilities to encompass activities like

top, in-frame and major overhauls in

the shortest possible time frame.

Gmmco won a Service Rate

Contract worth Rs.8 Crore for

Caterpillar Engines on May 22, 2009,

for maintenance of Caterpillar Engines

in ONGC's sites in Western and

Southern India. It also received a

prestigious order from OPG Energy for

the supply of 3 x 2 MW Natural Gas

power plant.

G m m co Power, wh ich i s a

subsidiary of Gmmco Limited, is

Perkins' Distributor in India, and brings

the complete range of Perkins Engines

Spotlight

H.Jayaram addressing the audience

Rob Charter presenting a memento to C.K.Birla


to Indian users. This apart, the

company also offers Wheel Loaders

from SEM, Tires from Eurotire,

Technology Solutions from Trimble,

and other al l ied products, al l

supported by our strong product

support and after-sale service

infrastructure.

Over the last 25 years, Gmmco has a b s o r b e d , a s s i m i l a t e d , a n d implemented many of Caterpillar's world-class facilities and processes to train our people. The company's focus in evident from its best in class Talent Management Processes, Leadership Development, Simulation based and hands-on Technical Training to build talent to provide top quality services its customers. Gmmco's 4 Star certified Learning Centre at Chennai helps train field personnel in support and service.

Over 1500 dedicated and trained

Gmmco-ites propel the partnership

forward. Strong organizational values

such as Passion for Product Support,

Excellence in Action, Delivery on

Commitment, Enduring Partnership,

and Teamwork, have been the

cornerstone of the partnership's

success, according to the company.

State-of-the-art Facilities

The company continuously strives

to improve its processes through 6

Sigma processes. Incidentally, the

company has won several awards for

excellence in implementing 6-Sigma

Processes.

A 5 Star certified contamination-

controlled workshop at Nagpur and 4

S ta r c e r t i f i e d co nta m i n at i o n -

controlled workshop at Chennai bear

testimony to Gmmco's flawless service

to its customers. Rental Stores and

Yards at 8 different locations across the

territory are fully equipped to serve

and reach out to customers.

To further increase customer focus

and market penetration across the

territory, Gmmco recently formed

Strategic Business Units in close

consultation with Caterpillar.

An exclusive event was arrangedto celebrate Gmmco's Silver Jubilee of the partnership with Caterpillar at Chennai on February 28, 2011. Several senior officials from Caterpillar participated in the celebrations and lauded the role played by Gmmco in building the Nation, as its partner.They were convinced that it is a very excit ing future ahead for the partnership, the US $ 1 billion turnover for Gmmco in the next few yearsbeing another stepping stone aheadin the partnership. Several ofGmmco's customers too sent in their appreciation of Gmmco's services on the occasion.

To quote "We have a committed

dedicated team in Gmmco, we have the

Caterpillar focus and we are sure that

we will definitely make our journey

from what we are today, which is

$400mn to $1bn,” remarked Gmmco's

ED & CEO, Mr. H. Jayaram on the

partnership.

Celebrating Gmmco-Caterpil lar

Partnership

Spotlight

Audience

C.K.Birla addressing the audience



classifieds

Relyon Facility Services SSA Techno Construction Pvt. Ltd.

Seven Hills Safety Equipments and Systems (P) Limited

Ramtec


CE: Finance

An asphalt plant purchase is unlike any other purchase of road building equipment. Road

building contractors are used to changing brands and models faster than their clothes for equipment like rollers, loaders or dump trucks. However an Asphalt plant purchase is quite vital and critical, while also being different.

Asphalt plants cannot be dumped off, like rollers, loaders or excavators. Capital investments cannot be reversed quickly and are almost irreversible, especially when an asphalt plant will stay put with your company for the next fifteen to twenty years or more. Hence a hasty decision without critical thinking could prove costly in a fiercely competitive market and an ever-evolving environment.

As asphalt plant purchase involves

substantial capital investment, most

contractors & company managers do

not get a lot of experience in buying

them. Hence while undergoing the

process of selection of plants, you are

sure to be bombarded with several

views from salesmen, each of them

telling entirely different stories. The

success of a road project, which again

i n v o l v e s s i ze a b l e a m o u n t o f

investment, hangs on the performance

of this particular equipment. No

amount of trained or experienced

manpower can correct, if the decision

is wrong. Even long after the roads are

built, improper mix, if produced and

laid will continue to haunt and even

damage a company's bottom lines.

Therefore it is quite likely that purchase

of a new plant would be one of the

most difficult decision you will make in

your career.

A clear perspective is what is

required to get through the marketing

stunts and to understand what rightly

deserves your investment. Although

your purchase decision is focused to

meet your company's immediate need,

the future of the market and

competition must not be forgotten.

Making a decision based on your

company's future needs is one that

calls for visionary eyes, and a truly

discerning mind.

We are all in our respective businesses to make decent profits, without cutting corners. Visionary eyes are those which are able to see beyond

Long term planning needs Visionary eyes

Analysing Asphalt PlantsAnalysing Asphalt PlantsA Key Ingredient to SuccessBlesson Varghese, Director, Marini in India

the present situation and able to look in to what the future will become.

The simple formula to make profits without cutting corners is to reduce production costs. Ingredients that comprise the asphalt production cost are Raw mater ia l cost , P lant maintenance costs and Energy costs (including Fuel & Power). This will be the turf on which the market will compete and where your profitability hangs.

Productivity and efficiency are two key words that asphalt producers should never miss. It is easy to understand the savings that can result from asphalt plants which deliver capacities as promised by manufacturers.

For e.g. when you buy a plant rated at 200 Tph, which delivers only 160 Tph in reality, the purchase may seem to be an absolute deal, however the final numbers will deny anything close. Lesser output means longer project duration, higher equipment running & operating costs and losses that could be turned in to profits, if you had just made one right choice.

The costs of aggregate production is bound to increase, the dearth of natural resources, guarantees its further escalation. Our country is on the

Productivity Matters:

Demands of the Future:

building stage at the moment; however we are already facing the heat of raising costs. This will necessitate use of Recycled asphalt (RAP) in the mixes. Moreover we cannot be laying layers over layers, raising kerb heights; reduced clearances on underpasses, weight limitations on bridges would further force use of Recycled asphalt mixes.

Presently technologies world-wide limit the use of Recycled asphalt to a maximum of 50-70%. If thoughtfully worked upon, RAP can help sustain our natural resources, and reduce our mix production costs greatly. Do note Recycled asphalt contains precious bitumen, the most expensive of all components in a mix, which can be re-vitalized ensuring high levels of profitability. The existing roads will become the future quarry in a future not very distant from now.

A very important point that you must not miss here is: Only energy-efficient plants with the technology to process RAP will benefit the producer in the future. If you are smart, your decision today hence must be geared to take up this challenge that you will surely face tomorrow. New plants hence must be able to produce up to 50 % RAP without additional energy costs, for you to stay competitive, when the market would be ready for recycled

asphalt. Simply put, you must be able to produce Recycled asphalt cheaper than all your competitors.

In addition to conservation of natural resources and energy savings, the plants of the future must be able to meet increasingly strict environmental regulat ions . We a l ready have witnessed the trouble that various asphalt producers had to face, when they were forced to move out of New Delhi.

The world is facing the heat of carbon emission. Carbon taxes are already in place, road construction activity is being closely monitored now for carbon emissions, this will necessitate that to stay in the race, carbon emissions from your asphalt plant must be controlled today.

Reduction of carbon emission will force us to look at alternative resources for energy. While on the other side, raising fuel costs, will force us to look at using cheaper solutions. Asphalt producers hence must be able to find the right balance, which calls for a partner who can

Some additional points to be kept in mind include:

Eco-Friendliness:

Alternative fuels:

CE: Finance


sustain you to face these challenges confidently.

Asphalt Plants must necessarily be able to operate silently at night, since much of the paving in urban areas will happen post sundown. To facilitate night time paving, plants must be equipped with large storage silos that can hold mix for longer durations. You will need to produce during the day hours, stock them in large storage silos, in order for you to be bang on for your night time laying operations.

As markets become more competitive, asphalt producers will be forced to look at each paisa that is spent. Manpower cost is increasing, investment costs will become more demanding, which in turn will make downtime costs unbearable and a serious threat to the profitability of the company. This is the reason we need plants, which must be built to perform, face tough site conditions, have high level of reliability, can be hooked up and serviced remotely and assistance must reach immediately.

The world of asphalt is witnessing some massive changes. Each asphalt producer will be forced to meet the regulatory requirements. If your plant does not meet the norms, then it does not matter what it costs.

Night time readiness:

Low Downtime:

Future Ready:

Some of these product features mentioned may not seem to be of tremendous importance to most asphalt producers today, they are sure to become inevitable in the near future.

The facts mentioned here can be consolidated to reduce a plant's total operating costs. These facts must be considered by the asphalt producers to ensure sustainable profits and success for them and the generations.

We all know, the bitter taste of poor quality lingers long after the sweetness of low price is gone. Asphalt plants geared for the future do not come cheap, as these features require more than just steel. Years of experience, research and intuition along with technology can only deliver features that will help you face the future.

To put things into perspective, a 20% price differential between two competing hot-mix plants is only about 2% over 20 years. But again, you can easily overcome this cost gap if you choose a plant that can give you increased energy efficiency, allow use high content RAP in your mixes, and operating savings of 10 to 20%.

It doesn't need rocket science to understand this and that is exactly why

Profitable decisions require Forward Thinking

I encourage you to look beyond the price when buying a new plant.

We a t M A R I N I h a v e b e e n developing technologies since over 100+ years to ensure that our asphalt plant not only delivers high quality asphalt but also help customers churn their expenses in to profits. Marini MAC is one such example, where we have tried to equip our clients to confidently face the future. We are convinced like our customers, that because of the increased costs of fuel, asphalt and electricity the MARINI plants have become the plant of choice. We have hence ensured that all plants delivered in India have the highest fuel efficiency compared to any other manufacturer, is Recycling ready up to 40 %, reflect green plant technology and are future ready.

Selecting the right asphalt plant is a crit ical decision that cal ls for discernment, as this decision of yours will affect the success of your company and its future. It is a decision that should be based not on what your company's needs today, but what your company's needs in the future. Remember, profitable decisions aren't merely based on today.

Blesson Varghese, is the Director of Marini in India, and also serves SAARC, SEA and Australasia. Send your comments to - [email protected]

CE: Finance


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LiuGong India is a subsidiary of Guangxi LiuGong Machinery Co., Ltd., one of the top 25 largest

construction machinery companies in the world. With over 50 years of manufacturing experience, LiuGong not only offers the booming Indian construction machinery market machines that are east to own and easy to maintain but machines that are built locally in its factory in Madhya Pradesh.

“LiuGong's mission is to support

customer with a total solution with our

products and services. We believe there

is great opportunity in India, especially

in infrastructure as India is booming at

least for next 15-20 years. LiuGong,

with its full line of construction

equipment & local dealer network,

provides the right combination of

products and service for the Indian

market” says Sunil Sapru, President of

LiuGong India. The company offers

wheel loaders (1.5 to 10 ton),

excavators (6 to 35 ton), compactors,

motor graders, cold planners and

d o ze r s , c ra n e s , fo r k l i f t s a n d

multipurpose products like skid steer

loaders, backhoe loaders.

Presently LiuGong India with its

head office in Delhi has a parts depot in

Chennai and the manufacturing facility

in Pithampur in Madhya Pradesh.

LiuGong India's manufacturing facility is

a milestone for a China company in

India. The facility, covers 44 acres, will

produce 2,000 wheel loaders and

excavators annually in its first phase

and other products will be launched in

the future. LiuGong's association with

India dates back to 2002, during these

eight years, the company has

demonstrated market competitiveness

and the market performance has far

exceeded the industry's average

growth rate.

“LiuGong's wheel loader segment is

expected to push LiuGong India's

projected annual revenue to over

US$175 million by 2012,” says Mr.

Sapru.

In the modern age, LiuGong

Machinery Corp. is one of the

vanguards of a new trade explosion

between China and the remainder of

the world. As the world's largest wheel

loader manufacturer, LiuGong is the

Chinese leader in quality construction

A Global Market Leader

Liugong IndiaLiugong IndiaEyes US$ 175 Million Annual Revenue by 2012


machinery exports, and the company is

successfully expanding around the

world by marrying Chinese ingenuity to

best practices of Western management.

L i u G o n g M a c h i n e r y C o r p . ,

headquartered in Liuzhou, China has

produced high quality construction

equipment for more than 50 years and

is expanding throughout the world. The

company has been named one of the

top 100 brands in China, ranking 60th.

With $1.49 billion USD in sales revenue

in 2009, China's premier heavy

equipment manufacturing firm is

within the top 25 largest construction

machinery companies globally. The firm

employs over 11,800 including more

than 650 R&D engineers, and produced

more than 56,000 machinery units in

2010. LiuGong offers a full line of

machines, including wheel loaders,

bulldozers, backhoes, skid steers,

forklifts, graders, excavators, rollers,

truck mounted cranes, pavers and cold

planners. LiuGong has a significant

share nearly 15% of the total

worldwide market share for wheel

loaders, and growing share of the global

market share for rollers.

T h e co m p a ny c l a i m s m a ny

Several “Firsts” to its Credit

important “firsts.” LiuGong was

founded in 1958 in Liuzhou, China and

built the country's first modern wheel

loader in 1966. Currently LiuGong

manufactures the largest wheel loader

built in China, the CLG899. In addition,

LiuGong became China's first publicly

traded machinery company when it

began trading shares on the Shenzhen

Stock Exchange in 1993.

LiuGong has 16 machine factories

and in 2009, successfully opened its

first overseas plant in central India, one

of the few Chinese machinery

companies to do so. The company's

success rests in part, on elegant design

and intense durability. LiuGong

equipment is easy to own and easy to

operate, as the company excels in

providing features that customers

demand, but also focuses on using only

well-proven technologies that are easy

to service. The result, customers report,

is highly durable machines that stand

up to the rigors of the tough operating

environments customers face.

LiuGong's approach to growth is

tied to a strategy of carefully expanding

its global footprint. In each country it

enters, LiuGong first carefully courts

Sound Growth Strategy

well-capitalized, experienced, and

dedicated dealers. This means

customers have access to a worldwide

network of LiuGong dealers with

locations in nearly every country. Eight

LiuGong subsidiary companies are

strategically located to provide expert

support close to important markets.

These regional offices are staffed with

engineers, technical experts and sales

and marketing support. The regional

offices are located in USA, Brazil,

Australia, The Netherlands, India,

Dubai, South Africa and Singapore.

LiuGong stands behind its dealers

with eight highly sophisticated parts

depots currently in operation around

the world whose goal is to ship parts

within 48 hours of the order. In India,

the parts depot is located in Chennai,

Tamil Nadu.

LiuGong's expansion strategy also

includes the regular introduction of

carefully designed, rigorously tested

new machines. For example, in 2009,

LiuGong introduced a bulldozer line and

a truck mounted crane line, a forklift

line, and new roller models.

Several new models of wheel

loaders were added to the machine

line-up as well. LiuGong, as a company

that has adopted and pursues Six Sigma

quality standards, is continuously

refining design, product support,

customer service and other aspects of

its business, based on customer

feedback.

The company is also expanding its

manufacturing and support capabilities

in an aggressive way. In early 2009,

LiuGong opened a bulldozer factory in

northern China, and opened the India

wheel loader plant in July 2009 in

Bangalore. The company also just

completed a major investment in a

state-of-the-art automated warehouse

located in Liuzhou. The facility helps

improve logistics, stocking quality,

accuracy, and inventory information.

Profile


Industry Interaction

The road construction industry is

witnessing rapid changes with

the introduction of newer

technologies by the day. Double barrel

technology is one such technology

that has been in the news recently.

T h e M a s t e r b u i l d e r s p o ke t o

Mr.R.Nandagopal, Vice President,

Equipment & Project Solutions, TIL Ltd,

about Astec asphalt batch mix plants,

which the company offers, featuring

this technology. Here are excerpts from

the interview.

A l l o v e r t h e w o r l d r o a d

construction authorities and the

contractors tend to look at cost

What are the advantages of Double

Barrel technology over batch mix

technology?

effective methods to design, build, and

maintain road infrastructure.

The Double Barrel innovation is a

result of the requirement of the

customers and the authorities alike and

the consistent superior performance of

the same has made it 'the preferred

choice' for the customers in many a

countries and has replaced the

conventional plants.

The Double Barrel with its RAP

friendly technology offers the following

significant benefits to the customer

and also leaves a lower carbon

footprint -

Protects environment from pollutants

and other toxic ingredients which

are present in dumped milled

bituminous pavement

Prevents afforestation and

depleting mountains due to

continuous mining of the same for

production of aggregates required

for hot mix asphalt

Offsets increasing cost of fuel,

bitumen and aggregate and overall

lowering the project cost

Reduces carbon foot print of the

road construction

Makes sustainable asphalt pavement

The size of the road projects have

been growing under PPP / BOT etc and

With increase in road project size,

what are the technical attributes that

you feel that make your asphalt mix

plants ideally suited for Indian

conditions?

TIL-ASTEC Double Barrel Hot Mix Asphalt Plant

TIL IntroducesDouble Barrel Technology to India

R Nandagopal, Vice PresidentEquipment & Project Solutions, TIL Limited

[A part of material handling solutions division]

Tunnel Design & construction (IQPC -Singapore)

RAnand

Text Box

this has translated into higher capacity

and the better mobility of the plant and

machineries to fully optimize the

investment cost.

The double barrel plant with

portable options up to 400TPH and

stationary options up to 600TPH will

meet up with the growing demands of

infrastructure.

Double Barrel is a combination

aggregate dryer and mixing unit

separated from each other uses

sequential mixing to produce larger

v o l u m e s o f c o n s i s t e n t a n d

homogeneous hot mix in shorter time

than any other plant. It is equipped to

provide multiple job mixes at a very

short notice.

The features like, automatic

aggregate gradation unit, dual fuel

modulating burners, infrared sensors

to maintain heating of aggregate at

specified temperature, ability to

handle larger dust/ exhaust volumes,

ease of operation and maintenance,

availability of spares parts, ability to

run upto 50% RAP and option to

produce warm mix asphalt with

foamed bitumen provide the leading

edge to this technology.

Technology-wise what are the 'green'

features that have been incorporated

in your asphalt plants?

We have incorporated various

features to maintain their green

quotient:-

(i) Generous application of insulation

throughout the bitumen storage

tanks, bitumen pipe lines, hot oil

pumps and piping, Double Barrel

itself- all these results in heat

retention significantly and reduces

the carbon foot print.

(ii) Ability to run upto 50% RAP

(iii)Ability to produce warm mix

asphalt (WMA) using bitumen

foaming technology popularly

known as “Double Barrel Green

System”. The WMA foaming system

is presently the industry standard

for producing warm mix asphalt

and is a giant step forward for the

industry because it uses water as an

additive to produce warm mix

asphalt. It allows contractors to

produce warm mix material that is

equal to hot mix material in

performance while requiring less

fuel for drying and generating fewer

emissions. Double Barrel Green

m a k e s t h e p r o d u c t i o n o f

sustainable WMA a reality.

When a rec la imed aspha l t

pavement is used in any plant following

precautions need to be taken

1. Exposure of the RAP to the flame.

2. The RAP has to be introduced

gradually to prevent a steam

explosion when RAP comes in contact

with super heated aggregates.

3. A bag house design to take care of

the high exhaust fumes.

The Double Barrel technology takes

into account al l the concerns

mentioned above and its design

incorporates a combination aggregate

dryer and heater, wherein heating /

drying takes place in inner drum and

mixing is carried out in outer drum

away from direct flame of burner. RAP

is added with heated virgin aggregates

in outer barrel and thus Double Barrel

technology offers users a unique ability

to run high percentage of RAP upto

50% in their mixes without increasing

fuel usage. In fact, when it comes to

recycling Double Barrel's ability is

unmatched.

We have truly portable plants

which has set industry standards for

Portability and Productivity. Our

Portable Six Pack Plant can be erected

and commissioned within 36 hours of

its arrival at site. No civil foundation, no

carnage, etc. is required for erection of

the plant. Our plants are also equipped

with PLC based automatic controls

operating on WINDOWS operating

system making it easier to operate.

How suitable are your asphalt mix

plants for asphalt recycling?

How does your asphalt mix plant

compare with others with respect to

ease of setting up the plant and

operation?

TIL -ASTECC Double Barrel HMA Plant

Industry Interaction


Partnership contracting (Hongkong)

Doka is a name that has become

synonymous with formwork

globally. The company, with its

headquarters in Austria, has rapidly

spread its wings across 150 sales

locations around the world. It has also

got its logistics centres in more than 65

countries. Doka has always been

known for its strong focus on research

and development, resulting in

innovative solutions. The Staxo 40,

which is a lightweight, economical, safe

and efficint shoring system for the

building construction industry is an

example of the company's prowess for

innovative products and solutions. The

newly developed Doka load-bearing

tower Staxo 40 is deliberately geared to

meeting the requirements of the

building-construction segment, and

sets brand-new standards of speed,

safety and efficiency. The system's

significantly weight-reduced and

ergonomically optimised H-frames

make for very easy handling meaning

fast erection and dismantling times

combined with high stability and

workplace safety.

By using the finite-element method

in the constructional design process,

Doka's engineers were able to greatly

reduce the weight of the Staxo 40

frame while permanently improving its

strength. The results speak for

themselves: a standard-version Staxo

40 frame only weighs between 15 and

24 kg and so can easily be shifted by just

one person. The innovative H-shaped

Innovative H-shaped Geometry

frame geometry and well-balanced

centre of gravity are further factors

which facilitate the workflows. Add the

system's logical assembly sequence

and small number of separate parts,

and it is clear why it achieves

substantially faster erection and

dismantling times. Thanks to its

optimised frame construction, Staxo 40

can be set up much more quickly than

single-leg shoring towers, as these

often have up to 32% more weight and

up to 78% more separate parts which

slow down assembly. For Staxo 40, this

is a crucial advantage when it comes to

shoring large areas efficiently.

As well as being extremely light

and efficient, the newly developed

load-bearing tower system also comes

Emphasis on Safety

with a very high standard of safety.

Features such as the tested anchorage

points for personal fall arrest systems,

integrated safety catches for fixing the

diagonal crosses, gapless assembly

decks in and between the towers, and

a sturdy built-in ladder system, all

ensure a safe working environment at

any height. The facility for assembling

the towers in the horizontal, with

tension-proof connections between

the frames so that the towers can be

lifted into position by crane, gives a

further boost to safety and to the

speed of work.

The H-shaped frame geometry of

Staxo 40 makes it possible to have

gapless, full-area assembly decks not

only inside the towers, but also for

Enables High-Speed Working

STAXO 40 STAXO 40 The Lightweight, Economical, Safe and Efficient Shoring SystemThe Lightweight, Economical, Safe and Efficient Shoring System

Light, sturdy and safe: The Staxo 40 H-frame was developed on the basis of the finite-elementZmethod. It stands out for its low dead weight yet high strength, and for its many safety features.


Profile: Shoring System

the first time ever between them as

well. This ingenious concept “puts all

the pieces in place” for high-speed

working combined with high safety.

Beneath the towerframe superstructure,

the 1.70 m of headroom provides the

space needed for erecting and

dismantling the formwork both

quickly and ergonomically. The work-

deck levels can also be extended

beyond the scaffold itself, so as to

ex ten d b en eat h ca nt i lever in g

superstructures. Safe, systematic

working is ensured here by easy-to-

attach brackets. To adapt to different

heights, Staxo 40 gets by with it three

different sizes of frame, screw-jack U-

heads and feet that can be adjusted

with millimetre precision, each having

a max. 75 cm extension length. Their

novel thread geometry and three-

wing spindle nut permit effortless

height adjustment, even under full

load. Maximum flexibility and cost-

optimised equipment utilisation are

the welcome results of the large inter-

frame spacing of up to 3.00 m, using

diagonal crosses of different lengths.

When it comes to repositioning, too,

Staxo 40 is designed to be highly cost-

efficient and very fast. Staxo 40 towers

can be travelled on shifting-wheels, or

crane-lifted, in their entirety, i.e.

without having to be dismantled.

Doka India Pvt Ltd.

Mumbai:Hiranandani Business Park,"Sentinel" Building,2nd Floor,Commercial premises No. 201 & 202, Powai, Mumbai - 400 076.Ph:022-4026 4435

Delhi:1203-1204, 12th Floor, Chiranjiv Tower, 43,Nehru Place,New Delhi - 19. Ph:011-4652 5695Email: [email protected]

For further information contact

Web: www.dokaindia.com

Tower assembly made easy: The low weight and ergonomically optimised geometry of theStaxo 40 frame allow the towers to be assembled very quickly and make work much easier.

Fast and safe: the gapless, full-area workdecks inside and between the towers providesafe workplace access and speed up the assembly operations.


Profile: Shoring System


Construcion Chemicals: Company Focus

DCP international is a group of multinational companies which operates in the North American

Continent, Europe, Middle East, and Asia.

The Chairman of DCP international Mr. James F. Igoe launched the logo of DCP in India on 23rd March 2011 at a funct ion he ld in Hote l Accord Metropolitan at Chennai. Mr.Igoe appreciated the Indian market for opening up and allowing new range of products. He also spoke about the group's plans for infrastructure development, marketing and after sales technical support activities. Mr. Tawfic Ghandour, Global CEO of DCP International speaking on the occasion shared his excitement in exploring the Indian Market.

DCP is operating in India with its head office and manufacturing Unit I at Chennai. Manufacturing Unit 2 is situated in Jaipur, Rajasthan. Mr. Feroze Chatelier, Managing Director, Indian Operations, in his speech said that the new product range of DCP will provide a suitable and complete solution for construction needs in India. Additionally he felt that the company's extensive network of operations will enhance its reach to all places in the country.Mr. Prashant Patry, the Director South East Asian operations, was also present on the occasion.

DCP is a world leader in developing,

manufacturing, and marketing advanced

technology products to service professional

customers in the construction industry

and building maintenance.

Don Construction Products has been serving the construction industry for

more than 80 years with experience in the manufacture of quality construction chemical products with operations in Europe, Africa, and Asia. The company's business lines are served by professional engineers that provide services for designers, consultants, and contractors alike. The group has its advanced R & D centre located at Jordan, which is equipped with facilities to test products in a wide range of climatic conditions to produce products that are ideally suited for different environments and climatic conditions.

DCP serves customers in over 35 countries with a wide range of products.

All manufacturing sites comply with the highest quality standards and are committed to operate with no harm to the environment.

The group has a dedicated in-house technical department which ensures that technical advice is readily available by phone, email, or site visit to all clients. DCP's specifications department provides specifications for projects to c o v e r a l l s i t e c o n d i t i o n s a n d performance requirements.

For more details, please visit the group's international website at w w w . d c p - i n t . c o m o r e m a i l : [email protected]

Don Construction Chemicals India Ltd now

Part of DCP International

Unitech Exhibitions - Roof India (Barter Ad)


Automated Doors

Gandhi Automations Pvt Ltd is a leading name in importing, distributing and installing,

easy to operate, Entrance Automation Systems and Loading Bay Equipment. Smart Reset, a high performance and self-repairing heavy duty automatic flexible door is one of its product offerings. With the self-repairing system; should the curtain accidentally get dislodged, it will automatically be recovered with a simple opening and closing operation.

Smart has been designed by the company in order to produce a practical and highly modular high-speed door to simplify installation and allow all the components to be operated easily. Sturdy and compact structure, scientific design and tested Ditec motors and components, are the key features that make Smart Reset a safe, aesthetic, easy and quick to fit door. Furthermore, the door is also practical and easy to inspect, check and requires minimal maintenance.

The reduced size of the door allows it to be installed even where space is available at a premium. The motor outside the door can be supplied complete with the manual emergency re-opening device.

The company can supply Smart Reset in different levels of design (basic and comfort) to satisfy the different operating requirements and to comply with different local standards. Some of the technological features of product include:

Reliable and Compact

Distinct Features

The inverter system makes it easy to adjust speeds. The SOFT START and the SOFT STOP facilities avoid mechanical parts stress and wear, thus ensuring the reliability and long life of the door.

Hot galvanized steel metal structure available in the RAL versions with oven baked epoxy coating with smooth finish or fine satin-finish AISI 304 stainless steel, complete with galvanized curtain winding pipe and vertical uprights fitted with special self-lubricating sliding guides installed on a shock-absorbing spring system.

Provision for roll-up roller casing.

DSC electronic safety device to reverse motion when door is closing if an obstacle is hit.

Heavy duty motor: 3 phase 400V motor, complete with limit switch and electrically operated hand brake.

IP55 rated electronic panel

complete with push button panel with open-close-stop membrane control featuring an autotest function, compliant with 98/37/EC a n d 8 9 / 1 0 6 / E C E u r o p e a n Directives.

Provision for manual opening device with operation rod.

Full size flexible curtain made of class 2 self- extinguishing polyester, with no horizontal strengthening parts, which slides inside the side hinges and features self-repairing properties and high resistance to air and wind pressure: resistant to 120km/h wind.

RMM Microwave radar with function discrimination vehicle-pedestrian direction of movement.

TEL 2 RMM radar distance adjustment remote control

GOL4 transmitters fixed code four channel-four function, with cloning option, or with rolling code system.

LAB 9CS board detector with cable for magnetic loop

XEL 22 C4- pair of columns H 2.5m with four synchronized precabled photocells, for general use.

LAMP H 24V flashing light.

Gandhi Automations Pvt Ltd2nd Floor, Chawda Commercial CentreLink Road, Malad (W) Mumbai- 400064Off: 022- 66720200/66720300 (200 lines)

Fax : 022-66720201Email : [email protected]: www.geapl.co.in

Control and Safety Systems

For further details contact

Smart ResetSelf-Repairing Automatic Flexible Door


Equipment: New Roll Out

REL, a well known entity in the

field of construction equipment

, has in technical collaboration

with Waitzinger Baumaschinen Gmbh,

Germany, introduced the THP 45 D high

pressure concrete pump suitable for

high- rise pumping as well as horizontal

pumping up-to 500 meters .

The concrete pump features the

latest 'S' valve technology and comes

with a host of features including the

Split type wear plat for lesser service

time, apart from the PLC and sensor

controlled operation with alternate

pressure feedback as back-up option.

The standard scope includes Air

Compressor and the pump has optional

automatic greasing system.

The THP 45 D comes fitted with a 4

cylinder air cooled engine and boasts of

high-rise pumping upto 100 metres

vertical ( appx 30 floors) in the piston

side pressurization, due to its

robust design. A large hopper

of 600 liter capacity and dual

hydraulically driven

a g i tato r m o to r

keep even the

concrete in the bottom most portion of

the hopper also properly agitated, to

prevent chocking of pipelines due to

segregation.

The THP 45 D concrete pump has

been positioned as the ideal solution

for the typical Indian contractor, who is

on the lookout for economical and

'India-specific' products. The concrete

pump has features that try and answer

the issues of both high-rise and high

output pumping with a lower operating

cost.

The stationary concrete Pump

range of REL also has the THP 60 D

model, with a 6 Cylinder Air cooled

engine and concrete pressure of 120

bar. This model is suitable for vertical

pumping up-to 175 meters. REL offers

the full line of concrete equipment

including concrete batching plants

ranging from 30 to 120 cbm/hr, transit

mixer, boom placer, and stationary

concrete pump.

The company had recent ly

augmented its range by adding two

new products in the foundation

equipment segment, namely, Hydraulic

Piling Rig with TESCAR Srl, Italy, and

Vibro-Hammers with Chowa Kogyo Co

Ltd, Japan.

The company had inaugurated its

n e w m a n u f a c t u r i n g p l a n t i n

Gummidipoondi, near Chennai, last

year, enhancing its production capacity

and also expanding its network across

the country. Today REL CED has 7

strategically located offices with sales,

service, and spare parts operations.

Apart from their own network, REL CED

also has their Tier II after sales support

mechanism through their network of

16 dealerships spread across the

country.

SUNIL M, Associate Vice PresidentREL -Construction Equipment Division

Email: [email protected]

For further details about the product,

contact:

New High PressureNew High PressureConcrete Pump from REL Concrete Pump from REL

THP 45 D Stationary Concrete Pump

To Subscribe Your Copy Today!Call: 044-28555248 / 044-28586703

www.masterbuilder.co.in


Viewpoint

In the beginning ERP was considered

out of reach by almost all the

companies of SME sector and as a

tool of fortune meant for 500

companies, who could spend huge

sums of money on purchasing the

software, insta l l ing robust IT

infrastructure and could dedicate

manpower, time, and money for its

implementation. But with the change

in time and with rise of more and more

ERP solution providing companies the

upper market got very competitive,

now to grow and bear the growing

expenditures the software companies

have developed marketing strategies

to target mid and small size market.

This has initiated change in the design

and structure of present day ERP to suit

to the needs of SME market.

As it is easily understood that the

benefits of ERP are more realistic and

practical to SME than large companies,

as large companies can invest money

and manpower to find out an

alternative way of doing tasks, such

cushion is not available with SMEs, the

biggest disadvantage being the amount

of money a mid- size company will have

to invest to get the benefits of ERP. So

the ERP solutions for SMEs need to be

cost effective and easy to implement.

The professional services which a large

organization can avail a small or mid-

size company may not be able to. Cost -

effective ERP software with less

complex implementation process is the

most suitable option for SMEs.

Low cost of implementation alone

cannot push ERP solutions down the

throat of SME market. Some of the mid-

size companies might be small in size

and business, but they might have been

in the market for quite some time. And

it has been noted, in most of the cases,

that such companies have number of

different types of systems working

simultaneously in one organization.

When ERP is implemented all of those

systems either need to be integrated

with the ERP or the old data has to be

converted according to the format and

design required by the ERP to

understand, for smooth and trouble

free transition and working. This calls

for a flexible architecture of ERP

software which should be able to

integrate with different software,

platforms, and operating systems.

Most of the SMEs would like to

deploy ERP in a step by step process

where they will switch over one

module after another, this makes the

ERP for SMEs ERP for SMEs Kunal Mehta, Managing Director,

SKG Equipments Pvt. Ltd.

process easier and less cumbersome.

To target SME market companies have

started offering ERP software in suite,

which allows the buyer to purchase one

application with complete functionality

of a particular department of organization

like SCM, CRM, Financial management

etc and with smooth and easy

integration facilities with other

applications. Instead of buying whole

ERP for the organization switching over

in steps is more attractive for SME units.

Hosted ERP, cloud computing, SaaS

models have been promoted by almost

every ERP company and with a primary

aim of attracting more clients

from the SME sector. These models

take away most of the worries and

deterrents of companies from the SME

market regarding ERP implementation

and cost. The availability of top ERP

solutions in such models has been

the major factor that has played its role

in making ERP popular in the SME

market.

Ermotec International Pvt.Ltd

SKG Equipments Pvt. Ltd.

Putzmeister M32at work in Alakhnanda Hydro Project

Putzmeister, a global leader in stationary concrete pumps, truck mounted concrete pumps

and boom pumps has been part of several prestigious projects. The company's truck mounted concrete pump M32 with 150 mm pipeline once again proved their robust performance under strenuous working conditions at the Alakhnanda Hydro Project in Uttarakhand.

The hydro electric facility being built by M/s GVK Projects presented a unique set of challenges due to the rugged terrain and extreme climatic conditions, where concrete had to be pumped in the right quantity at the right time. The project developers once a g a i n r e l i e d o n t h e p r o v e n performance of Putzmeister's range of concrete pumps to adhere to project guidelines and schedules.

The work site perched on the Himalayas, presented the engineers with a daunting set challenges because of the terrain. Adding to the complexity of the project was the flow of the Alakhnanda River.

The concreting process of the project required planned execution. The engineering team had to first of all plan the logistics part, involving the M 32 concrete pump and the location of the concrete batching plant.

The company's truck mounted M32

concrete pump along with 150 mm

pipeline was equal to the tough task at

hand. The M32 model with its reach

height and features including modul

boom control and cable remote control

proved its efficacy once again under

conditions of extreme duress.

Dam Side

Site Report


Intake Tunnel and Dam site


The team at the project had to plan everything in detail, right from the procurement of the raw material for the concrete to the placing of concrete. The concrete came from the stationary concrete batch plant that was specifically set up for the project.

The work site consisted of different

types of work, which included construction of the intake and outlet tunnels, apart from the power house and penstock area.

The desilting chamber site was

where the M32 truck mounted

concrete pumps were placed for

pumping the concrete.

The team relied on meticulous

planning for adhering to the project

guidelines and schedules. The

Alakhnanda hydro project is yet

another milestone for Putzmeister's

range of concrete pumps. The M32

truck mounted concrete pump has

once again proved its mettle.

De silting Chambers site

Power House and Penstock Area

Putzmeister Truck mounted concrete Pump M 32 with 150 mm pipe line at job site - Pumping and conveying Aggregate up to 40mm

Site Report

360 CUM/Hr capacity Batching plant. Construction Site of Power House

E.Scape


World's LargestIlluminated Façade

A new futuristic departmental store in South Korea now holds the distinction of having the largest

illuminated façade in the world.

Located in the Cheonan region, the Galleria Centercity boasts of an energy-efficient double skin that is as much part of its attraction as the goods that are stocked inside for avid shoppers. The designers have tried to maintain to match the social components of the design with the retail elements that are found in the building. Designed by architecture firm UN Studio, the building is public and private, open and intimate at the same time, according to its designers.

The design is such that there are several places where translucent exterior lets daylight penetrate without overheating the complex. The entire building virtually glows like a lantern on nightlife, making it the cynosure of all eyes in town.

Galleria Centercity, Cheonan, South Korea

Abandoned Oil Rigs CouldAbandoned Oil Rigs CouldBecome Bustling Mini CitiesBecome Bustling Mini Cities

bandoned industrial infrastructure is increasing by the day and designers are now A

thinking of using them in an innovative way. A design by Ku Yee Kee and Hor Sue-Wern hopes to reclaim oil rigs and use them as habitation units, with common recreation areas.

The concept however is not new, since the controversial 'Principle of Sealand' near UK, which has claims to be the world's smallest country, is in fact an old oil platform. The design consists of stacked units that offer great views of the vast ocean.

The structure would also have labs for marine research beneath the water. Other features that will be incorporated include solar electric panels on the roof, wind turbines and tidal energy generators to power the structure.

jaw dropping piece of architecture has risen in Italy. This iconic structure has been constructed in the Italian A

city of Nola.

Inspired by volcanoes, the structure in fact lies just a stone's throw away from the famous Mt.Vesuvius. Designed by architect Renzo Piano, the cone-shaped commercial centre has been christened 'Vulcano Buono', which translated from Italian means "good volcano".

The sloping green roof is just one among the several sustainable features that have been incorporated as part of the building's design. The epic building is now the most important landmark in Nola, which is an important freight terminal hub in central Italy.

Colosal VolcanoColosal VolcanoBuilding Rises in ItalyBuilding Rises in Italy

Renzo Piano's, 'Vulcano Buono'

Kamaz Vectra Motors Ltd

RAnand

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Hess Concrete Machinery India Pvt.Ltd