Showing posts with label MC30. Show all posts
Showing posts with label MC30. Show all posts

October 5, 2017

Road Topping Tender

Brace yourself for more chaos on the roads

Biggest white topping project to date set to begin in second week of October

In tune with the State government's move towards white topping roads, the Bruhat Bengaluru Mahanagara Palike (BBMP) has approved tenders for white topping 29 roads and six major junctions totalling to a length of 93.47 km at a cost of ₹723.71 crore. For motorists, this will be mean smooth roads, but citizens remain sceptical given the deteriorating condition of roads every monsoon.
Work is expected to begin in the second week of October simultaneously on multiple roads, and add to the traffic chaos across the city.
 
“BBMP has set a one-year deadline for completion of works on the 29 roads. We have split the work and given tenders to two firms so that the project starts simultaneously and is finished on time,” said K.T. Nagaraj, Chief Engineer, Projects, BBMP.
All roads will be provided with service ducts on either side for optic fibre cables and power cables. However, sewage and water lines will not be shifted, sources said.
White-topping is an overlay of Portland cement concrete layer over the existing asphalt layer on the road. Chief Minister Siddaramaiah and City Development Minister K.J. George are passionate votaries of the technology. Recently, Mr. Siddaramaiah had said that he would like to see roads in the city to be white-topped.
For now, however, sections on major roads like Outer Ring Road, Mysuru Road, Brigade Road, Hosur Road, Bannerghatta Road, Sarjapur Road and Tumakuru Road will be revamped.
This will be the biggest white-topping project in the city to date.
Bengaluru City Traffic Police, who have given their go-ahead for the works, said that though the project will disrupt traffic in the short run, white topping of roads is better since it provides a pothole-free ride, once completed. “We cannot block the roads. Work will be taken up on one lane while traffic will be allowed on the opposite lane,” said R. Hitendra, Additional Commissioner of Police (Traffic). He added that they would like the BBMP to press more paver machines into action to speed up the process.

September 29, 2017

Will Maldives ( MACL) choose the right pavement solution

Paving a runway requires highly skilled workforce and the right material.. Not anybody can supply the Asphalt mixture as per specification.. the high impact of the Jets onto the runway requires careful preparation of the surface.. Hope MACL chooses their suppliers correctly .

Airport new runway construction to begin in two months ( already delayed per original plan) 

The project to develop the new runway of the Maldives’ main airport will be underway over the next couple of months, announced Maldives Airports Company Ltd (MACL) on Tuesday. 

Speaking at a press conference held at MACL’s main office, the company’s Managing Director Adil Moosa proclaimed that 70 percent of the land reclamation required for Velana International Airport (VIA)’s new runway has been completed with other preparations already ongoing. He stated that the runway development will commence during the first quarter of this year from the southern end of the island. 

The project to develop VIA’s new runway was awarded to Beijing Urban Construction Group (BUCG) of China. BUCG had appointed United Arab Emirates (UAE)’s dredging firm Gulf Cobla as its subcontractor which commenced land reclamation for the runway last July 25. MACL had earlier estimated that reclamation will add around 30 percent or 62 hectares of land to the airport. 

Officials of MACL and BUCG presented the project’s progress to reporters on Tuesday. According to BUCG, several equipment required to commence runway development will be brought to the Maldives within this month, some of which have already arrived. 

The USD 373 million (MVR 5.7 billion) project, funded by a loan from the Export-Import (EXIM) Bank of China, aims to establish a new runway measuring 3,400 metres in length and 60 metres in width which can accommodate the largest airplanes such as Airbus A380. The project includes development of a new cargo terminal with a capacity of 120,000 tonnes and a fuel farm with a storage of 45 million litres. 

MACL also assured that relocation of the current seaplane terminal at the airport will commence soon, as the sand to reclaim land for the new runway is being excavated from the lagoon of the current seaplane terminal. 

Moreover, MD Adil said that the project to develop an airline complex with additional gates is also underway. Construction of the complex’s steel framework has already begun while installation is scheduled for coming February. 

VIA’s new runway is part of the government’s USD 800 million (MVR 12.3 billion) project to develop and expand the main airport. The project also features development of a new international terminal.

September 28, 2017

Another Tender War


Work on white-topping of roads is set to begin and around 30 roads stretching 93.47 km will be white-topped in two phases. The tender process for the project, which has been divided into two packages, has been completed.

The first package has been handed over to NCC which involves six roads and six circles. The second package involves 24 roads and the contract has been handed over to Madhukan. The companies have been given 11 months to complete the project.

“Roads will be white-topped on the lines of Nrupathunga Road. Work will start by October,” said Bruhat Bengaluru Mahanagara Palike (BBMP) commissioner N Manjunath Prasad.

He also said the stretch along Mysuru Road-Sumanahalli Junction-Goraguntepalya-BEL Circle-Hebbal-KR Puram will be taken up soon since the traffic here is heavy. “We are trying to reduce the inconvenience caused to motorists as much as possible and hence we have instructed the contractors to complete the project within six months,” said Prasad.

“We need to completely bar vehicular movement during the project. We will create alternative routes during this period in consultation with the traffic police,” said K T Nagaraj, BBMP chief engineer, (projects).

He also said work will 
be taken up according to the availability of the paver machines which are used for white-topping.

Around six circles are being white-topped in the project. The circle near Ramakrishna Ashram, Lalbagh West, North and East gates, near Siddapura Teacher’s College and Bhashyam Circle will be white-topped. A total of Rs 21.24 crore is being spent on this. “These works come under Package 1,” said Nagaraj.

White-topping, or concretisation, gives roads a life of up to 25 years and results in fuel savings of 14%. The Centre for Smart Cities (CSC) Research had recommended that white-topping helps in reducing traffic and increasing the lifespan of the road. The state government has allotted Rs 2,000-3,000 crore under the Nagarothana scheme for this project.

Source- Deccan Herald

September 27, 2017

Mombasa to Nairobi- The Political Road

In another three years, a Kenyan travelling from Mombasa to Nairobi will have at least four major options Kenya has chosen to build a brand new road between Mombasa and Nairobi instead of expanding the existing highway in what will leave consumers spoilt for choice Transport CS James Macharia said the deal had not been signed and that several other companies could be allowed to bid Kenya has chosen to build a brand new road between Mombasa and Nairobi instead of expanding the existing highway in what will leave consumers spoilt for choice.

The Sunday Standard has established that instead of turning the current road into an expressway, the government decided to construct a completely new road to run side by side with the existing one. ALSO READ: Kenya Railways threatens top managers of RVR This means that in another three years, a Kenyan travelling from Mombasa to Nairobi will have at least four major options. One may choose the Standard Gauge Railway (SGR) passenger train that takes about five hours or take a flight and land in the coastal town in an hour. If he wants to travel by road, he will have two roads to pick from. If in a hurry, and would like to drive at speeds of 120 kilometers per hour, he will take the expressway whose contract was handed to an American firm, Bechtel, three days to the General Election in a deal described as a ‘thank you gift’ to the Americans.

This will not just be the most comfortable drive given how smooth the road would be, it will just take him three and-a-half hours. But this will not be without a cost. He will have to part with some unspecified amount of money in toll fees to enjoy the road. If he does not want to pay or is not in a hurry, he will still have the current road at his disposal, which will be available but only for smaller vehicles. The current road will also have been downgraded to stop trucks and big buses from using it. Shelved proposal It will also mean that the government will buy land afresh, in a similar fashion as it did before it build the SGR, in what could provide land cartels with another round of minting millions from government projects. The initial proposal, which was shelved in favour of the current deal, involved expansion of the existing highway to four lanes between the Machakos Turnoff to Mariakani.  ALSO READ: Kenya Railways threatens top managers of RVR It has also emerged that the contractor building the controversial expressway will be allowed to ‘sell’ it to another private contractor, who will charge users toll fees to recoup the billions sunk in the project.

“Under the Exim Bank financing model, the government has the opportunity to privatise or securitise the individual sections of the expressway that could reduce the total borrowing requirements,” Engineer Peter Mundinia, the director general of the Kenya National Highways Authority (Kenha) said in a statement. The authority, however, refused to comment on the cost of the project. A source familiar with the project says the government will pass the road to private investors, who have the experience to monetise the road. “Private investors will buy the road and charge toll fees in line with the initial Public Private Partnership (PPP) model after it is constructed.

This must not wait until it is fully built but it can start with the sections as they get completed,” a source said in an interview. This will make the multi-billion road the first ‘private road’ in the region. Kenha has contradicted the Ministry of Transport which had denied claims that the contract had been signed. In a press release this week, Kenha said the commercial contract for the project was signed on August 5. Reacting to an earlier story by the Standard, Transport CS James Macharia said the deal had not been signed and that several other companies could be allowed to bid. ALSO READ: Kenya’s Sh300b ‘thank you gift’ road project to US sparks tender wars But Kenha, which handed the project to the American firm without a competitive process, says the development is under its mandate. Available estimates show that the project will cost about Sh300 billion, before the cost of buying the land is factored in.

Kenha says its economic projections show that there is an infrastructural symbiotic relationship between the SGR and the new road as it offers connectivity for people, business and communities along the road. “Once completed, the expressway will play a critical role in improving Kenya’s transportation logistics and trade competitiveness while supporting the spatial and industrial development along the corridor,” Mundinia said. Kenha has defended the decision to opt for the construction of a new road on grounds that it is distinct from the PPP alternative given that it offers a new alignment designed as a high speed six-lane expressway of higher capacity and safety standards.

“The expressway project will include highway capacity through construction of the greater Nairobi-Southern Bypass which has been planned for several years, thereby contributing to decongestion of the fast-growing Nairobi Metropolitan Area,” Mundinia said. But as details of the deal become available, it is emerging that the mega project has stark similarities to the SGR contract handed to a Chinese company in the run-up to the 2013 General Election. Both the contracts of the SGR and the expressway project were signed shortly before the elections. The firms constructing them are the ones tasked with determining the costs of the projects. Worse, both have been single-sourced and were entered in the cover of government-to-government contracts, in deals that reduce the level of public disclosure and scrutiny that open tenders go through. The biggest concern for sources familiar with government financing is that both of these projects are now going to be financed largely from borrowing at a time when the government is exhausting its headroom to stock up any additional debt.

Kenya Railways set to operate old line It has emerged that top officials of the PPP directorate were caught unawares after the government made an about turn on the project and decided to build a new road instead. A working paper from insiders at the Treasury and the Ministry of Transport seen by this paper raised sharp questions on why the project had to be announced in a rush, three days before the elections, and why it was not competitively done. The deal has also brought back the American government on the front row seat of firms that have bagged big infrastructure projects after being elbowed out by Chinese companies.

A brief by the State Department of Infrastructure as it sought concurrence to proceed with the project says Kenya will borrow funds from American lenders (US Exim Bank and OPIC) and then sign an Engineering, Procurement and Construction (EPC) contract to build the road on a single source basis. The brief queries why a previous model financed by the World Bank was abandoned and how it was determined that the single sourcing approach would offer taxpayers better value for money and would be faster than a PPP.  “Although the proposal is being referred to as ‘alternative project concept’ or ‘highway development concept,’ it is simply a non-competitive, single source procurement of an EPC contractor who is able to bring financing with it,” the brief notes. Engineer George Kiiru, the head of PPP at Kenha, told the Sunday Standard that the government changed its focus from a PPP to EPC because it will be delivered faster as compared to PPP. Shorter period


 “Achieving commercial and financial close for PPP contracts can take two to three years thereby delaying the start of construction and completion of the project,” Kiiru said. “A comparative analysis between a PPP model for a 20-30 year concession shows cumulative repayments under the PPP approach would be higher compared to the alternative approach with ECA (US Exim/OPIC) support,” Kiiru said. The brief from the State Department of Infrastructure, however, intimates that there is no reason to suggest that the construction will take longer under the PPP arrangement. “Indeed, there are strong arguments that overall construction period may be shorter under the PPP project as it splits construction between three different EPC contractors. In any event, the constraining factor is always likely to be land acquisition, so it would be a mistake to assume that the Betchel proposal can deliver construction completion more quickly,” the brief notes.   Kenha says the government is yet to determine the exact cost of the project and is waiting for a complete detailed design, which is yet to be undertaken, before it can determine the actual cost. Kenha also refused to give a cost range that the project is expected to fall in on grounds that it did not want to speculate despite the fact that costs are the first considerations in deciding if a project is viable or not. Costs per kilometre “This project is a government to government initiative. The US Government nominated Betchel International to work with the implementing Agencies in Kenya to develop the project,” Kiiru said. In 2015, Kenha says, the governments of Kenya and the US signed a memorandum of understanding for development of priority infrastructure projects supporting Kenya’s Vision 2030. Kenya later held discussions with the US government for development of the highway. The US, through the US Exim Bank, has provided a letter of support to Betchel for the Nairobi–Mombasa Expressway under a proposed government to government agreement.

“The US Exim Bank has shown interest to finance the project together with other US Export Credit Agencies such as the Overseas Private Investment Corporation (OPIC),” Kenha said in its response. The brief says Betchel’s construction costs per kilometer are higher than estimates presented to the ministry by PricewaterhouseCoopers (PwC) on construction costs for the PPP approach of Sh600 million per kilometre versus Sh500 million per kilometre ($6 million Vs $5 million). “The per kilometre costs under the PPP proposal includes all taxes and duties while Betchel’s proposal assumes complete tax exemption for the project (corporate tax, income tax and import duties) which could reasonably be assumed to cost the government an additional Sh100 million per kilometre,” the brief notes. It goes on to argue that as part of the American firm’s proposal, an advance payment of Sh30 billion and also a payment of Sh10 billion as ‘establishment fee’ will be required. “So Betchel will be Sh40 billion in funds and highly cash positive before the start of the project whereby the government will be paying interest on this sum from day one as this will be drawn immediately by Betchel at contract signing,” the brief notes. There is also a further Sh6 billion of design management fees. The proposal from the American firm excluded all relevant taxes.

Read more at: https://www.standardmedia.co.ke/article/2001255435/billion-shilling-u-turn-that-will-cruise-you-to-coast-in-three-hours

Road Upgrade

Council to spend $1m on road upgrade


Last week, official manager Mark Blackburn voted to hire Palmerston-based contractor JLM Civil Works for the job.
“I think this is a straightforward contract,” he said.
A report by Melissa Moss, Environment and Strategic Support Officer, recommended awarding the tender — worth $1,058,389.64 — to the company.
Also vying for the contract was local company Ciarla Constructions, who tendered $1,413,054.80; and BMD Urban which has its head office in Queensland.
Ms Moss said each contract was weighted on local industry; past performance experience; resources and methodology knowledge and skills. “All Contractors assessed by the tender evaluation committee were identified as being capable of performing the works to the standard described in the tender documents,” she said.
“After evaluating all tenders against both the price and non-price criteria, the tender submitted by JLM Civil Works Pty Ltd, was considered to offer best value for money.”
Ms Moss said three tenders were submitted, though nine were downloaded.
Former chief executive Ricky Bruhn, who quit last week, said it was the second time the project had come before council.
“We got a better response this time round,” he said. 
“We’re hoping to start this project as soon as possible — before the rain starts.”
In July, Palmerston Council voted not to accept any tender for the Yarrawonga and Wallaby Holtze Road upgrade, as none were deemed suitable.
At the time, Mr Blackburn voted to tender the project again, as the only tender recieved exceeded the current budget allocation.
The revised tender included outcomes from a flood mitigation/drainage study carried out by the NT Government.

September 22, 2017

Elevated road to avoid local traffic


The cost of the entire project has been estimated at ₹1,800 crore, a NHAI official said.

GURGAON Updated: Sep 20, 2017 21:57 IST
Dhananjay Jha
The elevated road will start from Gurgaon-Delhi border and end near the Basai railway overbridge in Sector 100.
The elevated road will start from Gurgaon-Delhi border and end near the Basai railway overbridge in Sector 100. (HT File)
In what could spell major relief to city commuters and homebuyers living sectors 80 to 115 along the Dwarka Expressway, the National Highways Authority of India (NHAI) is all set to construct a 10km elevated road. The tenders for the project were floated on Monday.
The elevated road will start from Gurgaon-Delhi border and end near the Basai railway overbridge in Sector 100. The cost of the entire project has been estimated at ₹1,800 crore, a NHAI official said.
Dinesh Yadav, general manager, NHAI, said, “The Dwarka Expressway will be executed in phases. In the first phase, tenders have been floated for the 10km road which will be elevated. The purpose of the elevated road is to separate local traffic from the expressway’s long distance traffic.”
In October 2016, the NHAI took over the Northern Peripheral Road, which is also known as the Dwarka Expressway, from the Haryana government and named it NH 248-B.
The NPR’s custodian authority earlier was the Haryana Urban Development Authority for 18-km portion in Gurgaon between Delhi border and Kherki Daula toll plaza. After NHAI took over it, the length was extended up to near Shiv Murti, Mahipalpur.
Before the NHAI took it over, the Huda had completed the 16.5km portion in Gurgaon and also an RoB on Delhi-Rewari railway track at Basai.
“We have been waiting for the completion of the Dwarka Expressway as the delay has adversely affected other development work in new sectors. We hope the NHAI will complete the expressway and bring us relief. I believe tens of thousands of homebuyers like me are waiting for the completion of their dream homes,” said Prakhar Sahay, a homebuyer.
“This is an important development as it will provide easy access to various sectors and help bridge the connectivity gap along the NPR,” said Pankaj Bansal, Director, M3M Group.
Ravish Kapoor, Director of Elan Group, also hailed the development and called the project “an engine to boost growth in new Gurgaon” by improving better connectivity to the expressway.
The NHAI has been constructing underpasses at Hero Honda Chowk, Rajiv Chowk, Signature Tower and Iffco Chowk. The highways authority constructed a flyover at Hero Honda Chowk and construction is underway for the two elevated U-turns at Iffco Chowk while another U-turn underpass is proposed on the highway near Ambience mall.

September 7, 2017

What Keeps u Moving ?

Event-driven projects 'shielding Mena economies'

DUBAI, 21 hours, 28 minutes ago

The Middle East and North Africa (Mena) region has undergone an enormous change over the past two decades, with unprecedented growth in economies and construction markets as countries in the region leveraged booming oil prices to invest in infrastructure and transform their cities into modern metropolises, according to an industry expert.

But over-reliance on oil revenues has caused government spending (and consequently growth) to fall as the oil price dropped, leaving the countries of the region seeking to reprioritise spending towards diversifying their economies and funding social investment, said Mace, an international consultancy and construction company.

Despite a rebound in GCC contract awards in H1 2017 of 14 per cent from a four-year low in 2016, results are still down 20 per cent from the same time last year, showing a challenging market, stated Mace's Mena cost consultancy business in its H2 tender cost report.

This competitive pricing environment has led to relatively stable tender price inflation across the region, ranging from 0.4 per cent in Kuwait to 2.5 per cent in Saudi Arabia, it said.

Event-driven projects and relatively diversified economies have proven a saving grace against this difficult backdrop, as has continued government investment in infrastructure and energy projects across the region, it added.

"Continuing the trend from 2016, the first half of 2017 has been competitive for the Mena construction market due to the low oil prices resulting in restricted government spending across the region," remarked Fergus Rossiter, the director of Mace Cost Consultancy (Mena).
"However, as the work for upcoming major events starts to ramp up, notably Expo 2020 in the UAE and the Fifa Football World Cup in Qatar, we are starting to see an increase in tender prices, which is further fuelled by recent increases in material prices, such as reinforcement steel," he noted
"We are yet to see the full impact of the current blockade has on the construction industry in Qatar, particularly as it relies heavily upon a large quantity of materials being imported from Saudi Arabia and the UAE,” he added.

Across the region tender prices have remained relatively stable, however there are considerable variations to be observed within the markets: some regions are reporting a softening in prices, while others experience some capacity constraints which are pushing them up.

Overall, the pricing environment remains very competitive with tender price inflation ranging from only 0.4 per cent to 2.5 per cent for 2017; client organisations are likely to continue to push to get the best possible prices, said Mace in its report.

Lower global commodity prices and increased competition for fewer privately and government financed projects is filtering through to increasingly competitive pricing in many markets, and despite there being plenty of work to fill order books, contractor and consultant prospects are vulnerable to tender periods taking longer to conclude, if at all, especially given recent government spending cutbacks due to the low oil price, it stated.

Contractors on key infrastructure or event-driven projects are less likely to be impacted by this, given the critical nature of these projects to the region’s ongoing economic diversification, however for the mainstream construction market, the competitive environment along with few capacity constraints in labour or materials and low commodity prices are all adding up to clients pressing for lower costs, it added.

According to Mace, factors such as the introduction of VAT across the region from 2018, as well as other taxes which may be levied as governments seek to consolidate their finances, are likely to put upward pressure on tender prices as contractors factor in these additional costs.

This effect will be particularly strongly felt in Saudi Arabia, with the highest tender price inflation at 2.5 per cent reflecting rising costs from newly imposed taxes and removal of subsidies for water and electricity, amongst others, as the Kingdom seeks to consolidate its finances.

Qatar is also expected to see some inflation in tender prices to reflect the greater materials cost risk, as new tenders force contractors to contractually bear the brunt of the costs of the blockade on the country, said the report.

Egypt is not considered in the Meed tender price index, but can be expected to see significant tender price inflation this year of at least 5 per cent, due to both the relatively hot construction market and the massive currency depreciation over the past year.

However some countries are faring better than others, with the UAE and Qatar boosted by their event-driven projects and relatively diversified economies, whilst Saudi Arabia and Oman struggle with reduced oil revenues, said the report by Mace.

Saudi Arabia and the UAE remain the biggest markets for construction projects, with the emirates looking likely to overtake the kingdom as the biggest next year, as their construction industry outperforms, stated the industry expert.

When considered with the completion dates edging closer for key event-driven projects such as the World Cup in Qatar, or the Expo 2020 in Dubai, strong demand-driven factors will counteract some of the damage from reduced government spending to the industry.

Locations less impacted by low oil prices are expected to outperform, with Dubai and Bahrain looking to beat Abu Dhabi or Kuwait. In addition, significant investment in port, road, railway and airport infrastructure across the region continues, with for example $37 billion worth of road projects being pursued across the GCC, it added.-
TradeArabia News Service

September 6, 2017

Road Projects

Contractors finalised for a number of road projects in FS 
MARK STEENBOK 
15:22 (GMT+2) Tue, 05 Sep 2017
Contractors finalised for a number of road projects in FS  | News Article
The Free State Department of Police, Roads, and Transport says there are a number of roads in the province that still need to be fixed.

MEC Sam Mashinini today said that these roads, including the one between Odendaalsrus and Wesselsbron, are not covered in the current financial year and needs attention. He added that since the end of July the department has finalised tenders for successful contractors for a number of road projects in the province. The handover site meetings for, among others, the Kroonstad-Steynsrus, Vredefort-Hoopstad, Vredefort-Viljoenskroon and Bothaville-Viljoenskroon roads commenced yesterday. He says the department needs to maintain these roads once it is completed.
“One of the problems that I am currently giving attention to, is how best do we make sure that the roads in the province are maintained over the long term. I have deliberately asked the different stakeholders to say how,  once the road between Bothaville and Viljoenskroon is completed, we can maintain it. That road is economically viable in terms of the farms there. That road is mostly used and that’s why we are targeting it,” says Mashinini.
He adds that the department’s objective is to build capacity by investing in human resources through skills development. He says the department wants to create a sustainable economic climate in the province and to deliver public infrastructure by using labour intensive technology.
He says from 2008 until last year they have had an intake of 173 contractors of which 83 graduated. In total 78 is still active and engaged in projects in the province.

July 11, 2017

ONLY 10 percent of the surfaced (tarred) national road network is in good condition, with 30 percent in poor condition while 57 percent is in fair condition, a senior Government official has said.

About 3 percent of the road network has been unclassified, 1 percent of gravel and earth roads were certified to be in good condition, 22 percent was in fair condition, 72 percent was said to be in poor condition while five percent was unclassified at this stage.

In response to this situation, Government has initiated a number of road rehabilitation projects, including building new ones. Some of the road rehabilitation projects initiated through the Ministry of Transport and Infrastructure Development include. . .

Tenders will be awarded on a Build Operate Transfer (BOT) basis for the Beitbridge-Bulawayo-Victoria Falls, Harare-Nyamapanda and Rutenga-Boli-Sango roads before the end of this year.

Currently, feasibility studies and detailed engineering designs are underway for the Beitbridge-Bulawayo road and should be completed by August this year, after which tenders will be floated.

Transport and Infrastructure Development Minister Dr Jorum Gumbo said Government had made significant investment into the road network and more funds would be channelled towards infrastructure. The minister said about $300 million had so far been channelled into infrastructure development, including road rehabilitation.

"Some $13,28 million was spent on rehabilitation and maintenance of road infrastructure in 2015 and $11,44 million in 2016. At the same time, rehabilitation of the Plumtree-Mutare road was done from 2012 to 2016 at a cost of $206 million," said Dr Gumbo.

"In the aviation sector, the major investment has been upgrading of Victoria Falls Airport in the last three years to December 2016, at a cost of about $150 million. There was also some money spent on rehabilitation of the runway at Harare International Airport," he said.


All the road works were funded by the Zimbabwe National Road Authority and the Ministry of Finance and Economic Development.

"There has been no private financing of transport infrastructure development since the New Limpopo Bridge in 1994 and Beitbridge-Bulawayo Railway (BBR) in 1998.

"The Plumtree-Mutare project was financed through a loan obtained by ZINARA from DBSA (of South Africa). Victoria Falls Airport was financed by a loan to Civil Aviation Authority of Zimbabwe from China," said Dr Gumbo.

Minister Gumbo said the National Railways of Zimbabwe also carried out some rehabilitation work on the national railway network.

The condition of the country's road network had deteriorated since the last condition survey in 2010. At that time, 20 percent of the national road network was assessed to be in good condition, 30 percent in fair condition and 50 percent in poor condition. Ongoing road projects include the dualisation of Beitbridge-Harare-Chirundu highway, including the Harare Ring Road.

"The construction team has started arriving from China, and construction is expected to start in September this year," he said.

"We are also going to construct Phase 2 of the Harare International Airport Road. The late commencement has been due to delays in carrying out the required feasibility study. Again this will be done and project implementation will commence before the end of the year." the Minister added.

More funds, especially foreign direct investment, could have been channelled towards road projects, among other infrastructure development projects, but lack of appropriate and adequate legislation governing Public Private Partnerships was a hindrance.

"However, we now have the Joint Venture Act, and we trust that from now on we will be able to attract significant levels of FDI in transport infrastructure development," the Minister added.

Source - Bulawayo

June 29, 2017

£165m roads project facing legal challenge


A long-awaited £165m roads project for Belfast is now facing a legal challenge, it has emerged.

Around eight years after it was first announced, cash was finally earmarked for the York Street Interchange development as part of the DUP's £1bn deal with the Tories.

But now, a legal challenge, which has been confirmed by the Department for Infrastructure, over the awarding of the main construction contract, could delay the scheme further.

DUP Tory deal new £1bn allocation breakdown - where will the money go in Northern Ireland?

The Department has said that “the tender process to appoint a contractor to bring the scheme to a construction ready stage has now been completed... however, tender award cannot occur at present due to a legal challenge. The legal process is ongoing.”

The interchange is intended to solve the Belfast's increasing traffic problems.

It aimed to transform traffic flow where the Westlink, M2 and M3 converge.

The bulk of the cash needed to build it, around 40%, was originally due to come from the EU.

The upgrade of the York Street Interchange aims to tackle the traffic gridlock which occurs daily.

As Northern Ireland's busiest junction, it carries 100,000 vehicles daily, mostly commuters to and from Belfast from around Co Antrim.

It was revealed this week that part of a £1bn fiscal package for Northern Ireland as part of the DUP deal with the Conservatives, will include £400m for infrastructure. And as part of that, money will be freed up for the York Street Interchange.

At the end of last year, former Infrastructure Minister Chris Hazzard accepted a recommendation from a public inquiry that the York Street Interchange scheme should progress in principle but reiterated warnings that Brexit had placed a question mark over funding.

Speaking about the project, Wesley Johnston, an expert on Northern Ireland's roads, has said that commuters can still expect delays at the York Street interchange even after work has been completed.

Belfast Telegraph Digital

February 17, 2017

Bitumen in Road Construction

Bitumen is used in road construction due to various properties and advantages it has over other pavement construction materials. Advantages of bitumen for road construction is discussed.

Why is Bitumen Used in Road Construction?

Bitumen gain certain unique properties that are inbuilt in it during its manufacture. The bitumen as a raw material in flexible road construction and bitumen as a mix (composing other materials i.e. aggregates/ pozzolans) serves certain advantages, that prompt to use bitumen widely in road construction.


Use of Bitumen in Flexible Road Construction

The reason behind the significant application of bitumen in flexible pavements are explained below:

1. Production of Bitumen is economical

Bitumen is a by-product of crude oil distillation process. Crude oil itself is a composition of hydrocarbons. The primary products that are available are the petrol, diesel, high octane fuels and gasoline.
When these fuels are refined from the crude oil, the bitumen is left behind. Further treatment of by-product, to make it free from impurities give pure bitumen.
As the primary product demand is of utmost importance to the society, the bitumen as a by product has survival for long. This by product is utilized as a new construction material, without going for any other new resource.

2. Physical and Rheological Properties of Bitumen bring Versatility

The physical and the chemical properties of Bitumen are found to be a function of load level, temperature and the duration of loading. It is a thermoplastic and viscoelastic material.
These dependencies make us to truly access the traffic on the road so that a bitumen mix properties can be varied based on the stress levels calculated. This versatility of bitumen results in a large variety of bitumen mix, based on the road application.

3. The Melting Point of Bitumen is low

It is highly appreciable about the fact that bitumen has a favorable melting point, that helps in both surface dressing and wearing resistance with ease.
The melting point of the bitumen should not be too high, that it can be melted easily during laying the pavement. At the same time, bitumen has a melting point, which would not let the already casted road pave to melt and deform under high temperatures.
In areas of high temperatures, along with this quality of bitumen, the aggregate composition helps to cover up the effect of large temperature.

4. Bitumen can undergo Recycling

As the melting point of bitumen is favorable, it can be melted back to its original state. This is called as asphalt recycling process.
The torn-up asphalt pieces are taken up to the recycling plant, instead of sending them to landfills. This recycled mix can be reused. If necessary, the old bitumen is mixed with new bitumen and new aggregates to make the mix live again.

5. Bitumen gain Adhesive Nature

As explained in the production of bitumen, it is free from hydrocarbon and hence not toxic. The by product is refined to maximum to get rid of organic materials and impurities.
The bitumen has a highly adhesive nature, which keeps the materials in the road mix bind together under strong bonds. These become stronger when the mix is set i.e. ready for vehicle movement.

6. Bitumen has Color Variety

The traditional bitumen is black in color. This is because the dense organic material within bitumen is black in color. Now, when certain pigments are added to bitumen, the color of our choice can be obtained. These are colored bitumen.
It is costly than the normal colored bitumen. The disadvantage of colored bitumen is that it requires more chemical additives and materials.

Requirements of Bitumen Mixes for Road Construction

An overall bitumen mix is used in the construction of flexible pavement to serve the following needs.
  • Structural Strength
  • Surface Drainage
  • Surface Friction

Structural Strength of Bituminous Pavements

The figure below shows a typical cross section of flexible pavement, that was developed in the USA. The structural bitumen layer composes of:
  • Bituminous surface or wearing course
  • Bituminous binder course
  • Bituminous base course
The primary purpose of these bitumen mixes is structural strength provision. This involves even load dispersion throughout the layers of the pavement. The loads involved are dynamic or static loads, which is transferred to the base subgrade through the aggregate course.
A granular base with a bituminous surface course is only provided for roads of low traffic. It is just sufficient and economical.
The rebounding effect of bitumen upper layers helps in having resistance against high dynamic effect due to the heavy traffic. Rebounding property is reflected by the stiffness and the flexibility characteristics of the bitumen top layers. When looking from bottom to top, the flexibility characteristics should increase.
Studies have shown that the above mentioned characteristics of aggregates are attained using densely graded bitumen mixes. This mix should make use of nominal maximum size aggregate (NMAS), that must decrease from the base course- binder course – surface course.
The nominal maximum size aggregate (NMAS) = One sieve larger than first sieve-to retain more than 10% of combined aggregate.
There is a higher amount of bitumen content in the wearing course, that make the layer more flexible. This would help in increasing the durability.

Surface Drainage of Bituminous Pavements

Subsurface drainage can be facilitated using granular sub base in the construction of flexible pavement. Permeable asphalt treated base (PATB) can be used to provided positive surface drainage in major highways. This would behave as a separate course for facilitating subsurface drainage.

Surface Friction of Bituminous Roads

It is essential for the pavement layer to provide enough skid resistance and friction, during vehicle passage, especially in wet condition. This would ensure the safety of the passengers. The macro and the micro surface texture of the asphalt mix contributes towards the surface friction.

The mix gradation i.e. open graded or dense graded will contribute to macro surface texture. The open graded mix have higher macro surface than dense graded. The water is squeezed out from the bottom of vehicle tire when the high macro surface texture is implemented.
The micro surface texture is contributed by the aggregate surface, that is exposed when the above bitumen layer is torn.

Advantages of Bituminous Road Construction Over Concrete Pavements

1. A smooth Ride Surface

It does not make use of any joints; Hence provide a smooth surface to ride. It also gives less sound emission when compared with concrete pavements. The wear and tear are less in the bituminous pavement, thus maintaining the smoothness.

2. Gradual Failure

The deformation and the failure in the bituminous pavement is a gradual process. The concrete pavement shows brittle failures.

3. Quick Repair

They have an option to be repaired to be quick. They don’t consume time in reverting the path for traffic; as they set fast.

4. Staged Construction

This helps in carrying out staged construction in a situation when problems of fund constraint or traffic estimation problems are faced.

5. Life Cost is Less

The initial cost and overall maintenance cost of bituminous pavement are less compared to concrete pavement.

6. Temperature Resistant

They act resistant against high temperature from melting and are not affected by de-icing materials.

Disadvantages of Bituminous Pavement

  1. Bituminous pavements are less durable
  2. Low tensile strength compared to concrete pavement
  3. Extreme weather and improper weather conditions tend to make bituminous pavement slick and soft.
  4. Bitumen with impurities can cause pollution to soil, hence ground water by their melting. These may have hydrocarbons in small amounts.
  5. Clogging of pores and drainage path during construction and service life
  6. More salting- to prevent snow during winter season
  7. Cost of construction high during extreme conditions of temperature

Source - enggfeed