Showing posts with label bitumenexporter. Show all posts
Showing posts with label bitumenexporter. Show all posts

March 21, 2019

New Road Tender


The Government Administration Building.



EUSTATIUS--Government Commissioner of St. Eustatius Marcolino “Mike” Franco said a new tender was launched recently for reconstruction of Jeems Road.

  Under the former, ousted Island government, the contract had been awarded to two local contractors. Franco stated that the Public Entity had to open a new tender project, but added that the two local contractors are also able to make their bid.
  “The tender is a completely new open tender and the government hopes that a lot of local contractors inscribe to that tender,” Franco added.
  Franco stated that the Public Entity is busy reorganizing the civil servants’ corps. “What we had before was a template in which during 10-10-10 a public entity such as St. Eustatius would have measures put in place. Now we are nine years later and we have knowledge of what works and what does not work here,” Franco said.
  Therefore, the reorganization is not a template that has been forced from above, but a joint venture in which the unit managers are participating to indicate what would be ideal for their organization.
  “With those results, we built up a new template which has to be followed accordingly…At this moment, there are a lot of people at functions in government who are functioning well, but these same persons have not been officially appointed to those positions,” said Franco.
  These persons have to reapply for them to be officially appointed to the positions in question, “and that is what is happening at this moment,” Franco said.
  On whether the current Government Administration Building, – formerly known as the Governor’s Mansion – would be demolished, Franco stated that the demolition of the building depends on whether engineers verify that a two-story building can be built in that location, as all that land is government-owned. The engineers will also be looking at the area behind telecommunications company Eutel, across from Gwendoline van Putten School (GvP).
  It is the idea to build one central government building in which all departments of the Public Entity and of Government Department Caribbean Netherlands RCN are to be located. Residents would then be able to go to one building, instead of having to visit various locations.
  “This is not a completely new idea,” said Franco. “This new building would have been at the land next to St. Eustatius Utility Company STUCO, but it was shelved because persons wanted a more central location for the building.”
  Building at that location would depend on the reconstruction of GvP School. “If the location is found to be suitable, then yes, we will demolish the government administration building,” Franco said.
  The contracts of the government Commissioners are to expire by February 2020, as their contracts, which started in February 2018, are for a period of two years.
  Asked whether there would be an extension of the two-year period, Franco said, “It is too soon to say, because my plan is to finish my job within  two years. I do understand that a large group of Statians want to see elections, an elected Island government with a newly appointed Governor, and I do respect that. As State Secretary [of Home Affairs and Kingdom Relations – Ed.] Raymond Knops said in the beginning, ’We will stay as long as necessary, but as short as possible,’” Franco said.
Source- Daily Herald

February 18, 2019

Nagaland's Road Development

Knowing the Current Road Development in Nagaland: Who brought it?
February 16, 2019
Dr. Lemwang Chuhwanglim (Ph.D)

Mon Town, Nagaland


The article is an overview analysis of the root cause of the current road development in Nagaland based on the question: who worked hard for the dream of road making materialization in Nagaland? Subsequently, it aims to facilitate a dialogue between a political leader like T.R. Zeliang and the common people. Zeliang fearlessly and strongly states that the current road development in the State is the repercussions of the effort and hard work sacrificed by him and his colleagues during their party power in Nagaland. It helps the Naga people to engage in questioning and knowing the leaders who work hard for the current road development in the Naga society. The author believes in knowing and sharing the concealed hard work of every leader and citizen who works for the welfare of the Naga society based on humanity in need, than political enmity.


Poor road has kept the entire Naga territories to backward land and the people in the planet. It exists as a result of poor leaders and poor followers, not poor land and poor economy. Insufficiency emerges from the unlimited wants of the leaders, not from fewer needs. Despite the contended budget that India gives for the development and management of Nagaland, its repercussions remain a poor managed Nation every year. In the midst of the darkest way of lives of the Nagas, more specific, in road development, which is the primary route to the subsistence of the Naga people, there is a leader like T.R.Zeliang, who is worth acknowledging based on his fearless statement that ‘he worked yesterday for a good road today and tomorrow’ in Nagaland.


Good road produces sustainable future (Edward R. Carr. 2011), it promulgates the global economy through the feasible engagement of the people in maximizing own income and well-being through good road. However, Nagas remain behind the global development in the shadow of poor road. It had ruined the entire life existence of the predominant Nagas who face hardship to engage in import and export of any own products in villages and towns. Such men-made famine of road produced poor economy and the poorest Nation. The deprivation of basic development in the state provoked a leader like T.R.Zeliang and his fellow leaders, to willingly work hard for the proposal and approval of the budget sanctioned for the current road development in different parts of Nagaland, during his leadership.


According to Zeliang, “On the achievement of road sectors”, the current road development from Dimapur to Kohima (4 lane road), Peren-Maram 2 lane road, were approved in 2004-2005 which was included under SARDP-NE (Phase-A). Despite the problem emerged between the State Government and MoRTH in the issue of its implementation, which the State opted for local tendering system different from MoRTH’s EPC process based on the National Highway’s rule, it was during his leadership as the Chief Minister of Nagaland, under NPF led Dan Government, the reinforcement implementation of the project was finally approved in 2015-2016, followed by the appointment of NHIDCL which tendered the process under EPC mode where ECI and Gayatri, were qualified. Subsequently, they agreed on completing the Dimapur-Kohima 4 lane road in 3 years (2017-2018, 2018-2019, 2019-2020). In the presence of Zeliang, the two functionaries assured to complete the project in 3 years and the road would remain under their maintenance for the following 4 years for which they would bear their own cost.


The Honorable Minister of MoRTH laid the foundation stone of the said project on 3rd November 2016. In addition, Zeliang and his team submitted the Memorandum to the Minister for upgrading the city roads of Kohima and Dimapur. Marking the memorandum as the prioritized needs of the people of the State, the centre ultimately approved and sanctioned the following roads within a year of 2016-2017: 1. Amar Mill-Zion Hospital junction, 2 Land Road, 2. Zion-junction Purana Bazar-Chumukedima Patkai Bridge, 4 Land Road, 3. Dimapur City-by pass Road (Khatkati-Patkai) 4 Land Road, 4. Dimapur Kohima by-pass Road, Nuiland-Zhadima, 5. Kohima City Road (New Check Gate-Lerie) 2 Land Road which was “sanctioned and contract work allotted in 2017”, 6. Kohima City by-pass Road, Jotsoma junction to Kisama via New Secretariat BSF Camp was approved in 2015-2016 with tender floated on 4th February 2019.. Most significantly, including the Jalukie and Kohima road that was approved within Six month, the entire roads projects mentioned above were submitted during the visit of Sh.Nitin Gadkari, Minister of MoRTH, to Dimapur. Many of the approved roads are currently in the progressive journey to complete at the earliest to bring a better future subsistence of the Indigenous Nagas that liberates them from the shadow of poor roads for the past more than 70 years.


The primary source of the article indicates that the current roads development in Nagaland is the ground work implemented and well prepared laid by the previous DAN-III NPF led Government under the leadership of Zeliang, which marked as the collaborative team work of the senior party leaders of his government. This achievement has to reach the entire Nagas to know that, as a leader with leaders, Zeliang with his colleagues had been committed to work for the welfare of the common Nagas regardless of any regions in the State. Despite the emergences of numerous differences in ideas and other approaches within the party leaders, who come from different tribes and regions, down the line, they had undeniably done the works in unity to make good roads in the State to reach many villages and towns with good economy and development for the better survival of the common people. Deliberate


“We always say record will speak but unless we explain to the people in appropriate platforms, the general public will not understand” (Zeliang. 2019), if such statement and the record have the authenticity to convince the common Nagas, there should be no delay to find the right platforms to deliberately impart the knowledge of true work done for the people. Moreover, if such report is inevitably true before the eyes of God and fellow human beings, people have the right to acknowledge and support leader/s who genuinely works for the development of roads and other means to develop ourselves and our State and to grow together as hardworking leaders and followers of the State. It is important that every leader must carry the transparency of leadership responsibilities and its implementation, with the common people both in times of power and powerless stage to earn timeless trust from the citizens. The author encourages that such analytical view would help many citizens to further search and learns the truth behind every word and deed of the Naga leaders, and support those who speak and do the truth but condemn those who are found wrong.

Source- Morung Express

October 2, 2017

Nothing world class about TenderSURE roads

By Ashwini M Sripad  |  Express News Service  |   Published: 02nd October 2017 04:38 AM  |  
Last Updated: 02nd October 2017 07:21 AM  |   A+A-   |  
Cunningham Road, developed under the TenderSURE project, gets invariably flooded every time it rains; (below) potholes have also surfaced on some of these roads
BENGALURU: When conceptualised, TenderSURE roads were termed as world class. The recent heavy rains have, however, exposed their poor quality as well as the tall claims of the officials concerned. Sunday night’s rain left the TenderSURE roads waterlogged in the city yet again, with people wondering if the crores of rupees spent on them literally went down the drain!“It was difficult to commute on the water-logged Cunningham Road on Sunday night. Water was gushing on to the street through manholes and drains, and an unbearable stink made matters worse,” said Arun Jha, a resident of R T Nagar.
According to traffic expert Prof M N Sreehari, TenderSURE roads are world class only in terms of the money spent. The quality of the roads is as bad as normal asphalted roads. “On all TenderSURE roads, footpaths have been made wider without conducting any pedestrian user survey. The paver blocks on the footpath have been laid unscientifically. These are laid on the top layer of the footpath. The ground below them is not properly layered, which results in an uneven top layer and gaps in between the blocks. Whenever it rains, water percolates through them, leading to water stagnation and damaged road surface,’’ he said.
Many of the TenderSURE roads built in the first phase have sewer lines beneath them, including Richmond Road, Residency Road and Cunningham Road. “At times, if there are clogged drains, we end up digging the roads to clear the blockage,’’ said an official.
BBMP Commissioner Manjunath Prasad agreed. “Ideally for TenderSURE roads, all the utility should be shifted to one side of the road. But in the first phase, BWSSB did not shift sewer lines on some of the roads. This is one of the reasons for flooding,’’ he said. However, he was quick to add that the problem has been rectified in the works undertaken during subsequent phases.
Another reason for water clogging is the sweeping practices. “Pourakarmikas often push dust and waste towards gratings on the road surface that have been put to let rainwater into the drain. This results in clogging,’’ an official said.
However, K T Nagaraj, BBMP Chief (Projects), maintained there is no problem with TenderSURE roads and they are indeed world class. Flooding, Nagaraj claimed, is because of heavy rains. The gratings have small outlets for the rainwater to enter the drains. “If there is more water and smaller outlets, water will obviously flow slowly. On TenderSURE roads, water does not clog for more than three hours,’’ he added.  
Of the proposed 45 TenderSURE roads, nine are complete. Works on another three will be finished soon. Tenders will be called for 13 more roads under  phase II. The cost of these roads was around `7.5 crore per km, including shifting of utilities, wider footpath and bitumen-mixed black-topping. BBMP officials boast of 25 to 30 years durability of these roads.

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

July 20, 2016

The South African National Roads Agency (Sanral) his issued tenders to six pre-qualified bidders for each of the mega-bridges, over the Mtentu and Msikaba River gorges, that are to be part of the greenfield section of the N2 Wild Coast Road project.

This is in spite of the fact that the project, which has been dogged by controversy since its inception 15 years ago, still faces some unresolved legal issues. There was huge opposition from KwaZulu-Natal road users who expected to fund the project through increased tolling in their province. However, this opposition has fallen away as the KwaZulu-Natal section has been excluded from the project. The revised N2 Wild Coast Road Project runs from East London to the Mtamvuna River Bridge, a distance of approximately 410km.

Bizana residents fear being displaced and the Amadiba Crisis Committee has objected to the project, claiming it is linked to the Xolobeni dune mining proposal, against which they are fighting. Conservation organisations are bitterly opposed to the fact that the greenfields section of the proposed route will pass through the environmentally sensitive Pondoland Centre of Endemism, part of a global floral hot spot.

Sanral spokesman Mbulelo Peterson said that an open pre-qualification process had been followed before the issuing of the tenders. He said that, due to the size and complexity of the two bridges, which are expected to cost around R3,5-billion to construct, the tender periods were 18 weeks and 20 weeks respectively for the Mtentu and Msikaba Bridges. Tenders would close at the end of October for the Mtentu Bridge and early in November for the Msikaba Bridge. Construction of the bridges was likely to start early next year.

THE N2 Wild Coast road project was already well under way as Sanral had started working on it as soon as it had received the go-ahead from the Minister of Environmental Affairs in 2010. Mr Peterson said that, to date, Sanral had done extensive work on upgrading existing roads on the N2 between East London and Mthatha and on the future new N2 alignment along the current R61 route between Mthatha and Port St Johns.

All work already done on the N2 Wild Coast Road had been funded from non-toll funding and only the greenfields section of the route would be funded through a mix of government grant and tollings.

“Sanral, the Department of Transport and National Treasury are in discussion to finalise the funding model for the greenfields section. By law only roads funded through toll funding can be tolled and no cross-subsidisation of tolling is allowed,” he said.

This meant Sanral could not erect new toll booths or adjust tariffs at existing toll plazas within KwaZulu-Natal to fund roads in the Eastern Cape.

“New toll roads must be gazetted and go through an extensive public participation process after gazetting.”

In January this year, government gave the green light for the construction of the greenfields section of the project, between Ndwalane outside Port St Johns and the Mtamvuna River.

Mr Peterson said this part of the project would start with the construction of the massive bridges over the Mtentu and Msikaba Rivers, which border the Mkambati Nature Reserve. Once these were under way, construction of the remaining approximately 110km of road, the seven additional river bridges and four interchanges would start.

Source - Southcoast Herald

May 18, 2016

NHAI to convert 1,205 km of State Highways into National Highways

The Detailed Project Report for laying of a road connecting Anantapur in Rayalaseema with new Capital City of Amaravati will be ready in two months, said Transport and R&B Minister Sidda Raghava Rao.

The straight road, to be funded by the Centre, is expected to cost about Rs.18,000 crore and once ready, the travel time between the two cities will be just six hours.

A team of officials comprising Roads &Buildings Principal Secretary Sam Bob, Engineer in Chief and others left for San Francisco on a study tour on execution of such projects, he said.

Addressing a media conference here on Tuesday, Mr. Raghava Rao detailed the work done by the department ahead of the Andhra Pradesh Government completing two years on June 8.
While the length of roads under R&B is 45,000 km, nearly 4,000 km single-lane roads were widened into two-lane roads.

“While the 10-year rule by the Congress left the roads in a shambles, Chief Minister N. Chandrababu Naidu took it upon himself to improve their condition in the State and also lay new roads. Roads are the basic infrastructure required for the industrial development”, he said.

The Government’s objective was to connect rural areas to mandal headquarters, mandals to district headquarters and the district headquarters to the new Capital City Amaravati.

In the current financial year another 2,517 km of single-lane roads would be widened into two-lane roads, 38 km of two-lane roads would be developed into four-lane roads.

Road bridges

The department also proposes to construct nine Road Over Bridges and 25 bridges. Special repairs would be taken up on 2,412 km of roads.

The National Highways Authority of India gave a commitment to convert 1,205 km of State Highways into National Highways. The Roads &Buildings Department allocated Rs.3,000 crore during current fiscal for development of State highways and link roads.

In the 2014-15 fiscal, 1,336 km of roads were widened into two-lane roads and another 3,089 km of roads were repaired and three Road over Bridges and another 20 bridges constructed.
In the 2015-16 financial year, 2,636 km single-lane roads were developed into two-lane roads and special repairs were carried out on 2,890 km of roads besides constructing five RoBs and 18 bridges.

World Bank funds

The roads being laid with World Bank funds such as Rajahmundry to Kakinada were monitored and the contractors who do not execute quality work removed. The R&B also took over 5,420 km of Panchayat Raj roads recently and tenders were being called shortly to develop 545 km of roads.

For the Krishna Pushkaram, R&B would spend Rs.389 crore on improvement of roads and the works completed by July-end, he said.

Source- The Hindu

February 18, 2016

Water Over and Under Bitumen

Repairs continue on Northern Territory's Buntine Highway after massive flood washes away sections of road

PrintEmailFacebookMore services2
Updated 18 minutes ago
The clean-up is continuing after recent severe flooding across the Top End's Victoria River District caused sections of the Buntine Highway to be washed away.
Media player: "Space" to play, "M" to mute, "left" and "right" to seek.

  00:00             00:00       
AUDIO: Gordon Atkinson from the NT Department of Infrastructure says five-metre sections of Buntine Highway bitumen were lifted and carried away by rushing water(ABC Rural)
The NT Department of Infrastructure has confirmed that whole five-metre sections of bitumen had lifted and been carried away by rushing water.
The department's Gordon Atkinson said the rain events had been bigger than anything seen over the past 10 years.
He said it was normal for road surfaces to be ripped up by such intense events.
"The bitumen has water running over the top of it and the water gets underneath and helps to lift it as well, a bit like an aeroplane wing," he said.
Mr Atkinson said the priority was to repair damage and make the highway operational, and that a longer road improvement would continue in the background.
"All our major repairs are finished, so the Buntine Highway is open to major traffic and there are no weight restrictions," Mr Atkinson said.
He said the last bits of resealing required would happen soon and drivers were safely doing 100 kilometres per hour over those sections.
Mr Atkinson said the "mountains of organic debris" left on bridges had been largely cleaned up, with a large quantity of snakes and spiders keeping workers on their toes.
"Nobody got bitten," Mr Atkinson said. "They are used to it now. They've got gloves on, they are using pitchforks, poles and chainsaws on long chain bars.
"They are ready to start running when the snakes appear."