Professional Documents
Culture Documents
Hiren Maniar 1
Introduction:
An expressway is a controlled-access highway; it is a highway that controls entrances to it and exits from it by incorporating the design of the slip roads for entry and exit into the design of the highway itself. Access-control should not be confused with collection of toll. An expressway may be free to use and may not collect toll at all. Expressways are the highest class of roads in the Indian Road Network. These are six or eight lane highways with controlled-access. India has approximately 600km expressways. National Highway system of India consists of approximately 10,000 km (6,200 mi) of four-laned highways that collect toll from users but do not have control of access and cannot be called expressways. Currently, a massive project is underway to expand the highway network and the Government of India plans to add an additional 18,637 km (11,580 mi) of expressways to the network by the year 2022. These roads will be access-controlled roads and will feature between four and six lanes with 3,530 km (2,190 mi) km to come up in the next three years (starting when?). The Ministry of Road Transport and Highways is already in the process of preparing a draft for creation of a National Expressways Authority of India (NEAI) on the lines of NHAI
The need for the Mumbai-Pune expressway was established by a study conducted by the ministry of surface transport (MOST) during the seventh five-year plan (1985-90) which identified this corridor as amongst the three most congested national highway corridors and proposed it to be developed, as a part of the "National Expressway System". Accordingly, it was decided to explore the possibility of providing a new expressway between Pune and Mumbai.The need for constructing the Mumbai Pune express highway was borne by the fact that Mumbai was commercial capital of India and pune was developing into a major industrial and commercial center. The Mumbai Pune Expressway, officially the Yashwantrao Chavan Expressway is India's first six-lane concrete, high-speed, access controlled tolled expressway. It spans a distance of 93 km (58 mi) connecting Mumbai, the administrative capital of Maharashtra and the financial capital of India, with Pune, an industrial and educational hub. This expressway introduced new levels of speed and
1
Dr.Hiren Maniar is working as Faculty in Finance with L&T Institute of Project Management, Vadodara
safety in automobile transportation to Indian roads. The expressway has reduced the travel time between the cities of Mumbai and Pune to approximately two hours. For most practical purposes, it has replaced the older Mumbai-Pune stretch of the Mumbai-Chennai National Highway (NH 4), which had become extremely congested and accident-prone over time. The expressway starts at Kalamboli (near Panvel) and ends at Dehu Rd. (near Pune). It cleaves through the scenic Sahyadri mountain ranges via passes and tunnels. It has five interchanges Kon (Shedung), Chowk, Khalapur, Kusgaon and Talegaon. The expressway has two carriageways with three concrete lanes each separated by a central divider and a tarmac or concrete shoulder on either side. Vehicles with fewer than four wheels and agricultural tractors are not permitted, although tractor-trailers (semi-trailer rigs are permitted). The expressway handles about 30,000 PCUs daily, and is designed to handle up to 1,000,000 PCUs.
More recently this link between Pune and Mumbai has become crucial for the development of the computer and information sector that is perceived to be a key element in facilitating globalization and international business linkages. The distance between the two cities is some 180 km and it takes about four and a half to five hours to cover it under good traffic conditions. However due to flooding and landslides in the Western Ghats the roads get frequently and unpredictably paralyzed by accidents, which block the narrow and winding curves of the two-lane highway. These increase the travelling time to somewhere around 10 to 15 hours. At present 400 persons are killed due to accidents on the existing Mumbai-Pune National Highway each year2.
The Financial Express official website http://www.financialexpress.com/fe/daily/20000730/fec30031.html Maharashtra State Road Development Corporation Limited, commonly abbreviated as MSRDC, is an Indian Public limited company fully owned by the Government of Maharashtra. MSRDC was established on July 9, 1996 and incorporated as a public limited company under the Companies Act 1956 on August 2, 1996. It is responsible for developing, building and maintaining roads in Maharashtra.
The Mumbai Pune Corridor a part of the National Hihgway NH4 is was identified by a study conducted by the Ministry of Surface Transport (MoST) during the seventh five year plan as amongst the three most congested national highway corridors in the country. MoST proposed that this corridor be developed as part of the National Expressway System. This corridor had been unable to develop because of high traffic volumes, high growth rates and restrictions on widening because of the topography of the Ghats and the lack of sufficient funds with the Government. Because of this, the corridor was unable to grow and match the needs of traffic. Handling around 20000 PCUs a day in 1990, it was projected that the traffic volumes would raise to around 100,000 PCUs, necessitating a ten lane corridor between Mumbai and Pune. The GoM, in 1990, decided to construct a new expressway between the cities of Mumbai and Pune as a long-term solution to the problem and accordingly appointed RITES4 along with Scott Wilson Kirkpatrick (UK) to conduct a techno-economic viability study for the expressway. Details of Expressway are as below.
Sr.No. 1 2 3 4 5 6 7 8 9 10
4
Name of the Site Kon Bhatan Bhatan Dumping Madap Kumbhawali Sanigaon Kusgaon interchange Kusgaon - Dongargaon Taje Urse
Location from Kalamboli Km 9.5 at the left side of Pune corridor. Km 15 at the left side of Pune corridor.
Km 13.800 at the left side of Pune Around 12 hector. corridor. Km 25 on top of Madap tunnel. Km 28 on the left side of Mumbai Corridor. Access is from S.H. 81 Km 34.5 on both sides of the Expressway. Km 54.5 (below Kusgaon Interchange) Km 58.5 Around 22 hector. Around 12 hector. Area 10 hectors on each side of the Expressway. Around 5 hector. Area around 20 hector
Km 67.5 at the left side of Mumbai Area around 20 hector Corridor. Km 84 left side of Pune Corridor. Area around 22 hectors.
RITES, a Government of India Enterprise, provide comprehensive engineering, consultancy and project management services in the transport infrastructure sector under single roof. Since its inception in 1974, company has made steady progress and diversified into new areas of business such as, export/leasing, maintenance and rehabilitation of railway rolling stock, operation and maintenance of railway systems under concession agreements and BOT, BOOT and PPP projects.
11
Kalamboli
India's first six lane access control expressway Speedy completion of work Use of modern technology & machineries Construction of expressway is done as per international standard For safety of traffic compound wall / fencing is proposed on both side of expressway Underpass / Overpass has been provided for the state highway and other road crossings Ban on two wheelers, three wheelers and tractors vehicles Provision of subways for villagers at every 300 to 500 meters distance Project is on Build - Operate - Transfer (BOT) basis Government has given guarantee for raising of funds from financial institutions To cater to traffic of Kalyan, NH17, Pen, Ahmednagar, Chakan, etc., five interchanges have been proposed
Cranes are provided to lift and remove accident vehicles Provision of Petrol pumps / motels / workshops etc Provision for 7000 trees plantation on both sides of expressway Five tunnels of international standards
Public Work Department, Government of Maharashtra, Mantralaya has issued Notification vide No.2000/Pr.kr.-106/Road - 8 dated 9th August 2004 for levying toll on vehicles traveling on Mumbai Pune Expressway. The rates of toll per trip are in force from 1 st April 2005 to 31st March 2008.
Mumbai is the commercial capital of India and is growing significantly in size and population. So also Pune, the cultural capital of Maharashtra is growing into a major industrial and commercial 5
centre. Hence, the importance of Mumbai - Pune road has increased tremendously in the last 8 10 years. Due to the increase in the traffic every year resulting in jams, accidents, increase in travel time, has made it necessary to build a new and independent expressway. 400 persons were killed due to accidents on the existing Mumbai - Pune National Highway each year.
In 1990, the Government of Maharashtra appointed RITES and Scott Wilson Kirkpatrick of UK to carry out feasibility studies for the new expressway to be operated on toll basis. RITES submitted their report in 1994 with the estimated cost of project at Rs. 1146 crores.
The Government of Maharashtra entrusted the work of the construction of the Mumbai - Pune Expressway to MSRDC in March 1997 on Build - Operate & Transfer (BOT) basis with permission to collect toll for 30 years. The environmental clearance from the Ministry of Environment and Forest, Government of India was received on 13th October 1997. The Forest Clearance was received on 11th November 1997.
For the purpose of preparing detailed estimates, designs and preparation of bid documents, the work was divided into 8 sections. To facilitate proper supervision, six renowned international consultants were appointed. Initially tenders for four sections e.g. A, B, C & D were invited on 11th November 1999.
The tender notice was published in leading newspaper all over India and also on internet. Due to wide publicity 133 tenders were sold and on 18th December 1997, 55 tenders were received. After technical & financial evaluation tenders were accepted and work orders were given on 1st January 1998 to four contractors. Thereafter tenders for widening of Khandala Ghat & Lonavala Khandala Bypass works were invited. The tenders were received on 24th August 1998 and work orders were issued on 4th September 1998. For the last section of this expressway i.e. Panval Bypass work tenders were invited and work orders were issued on 24th March 1999 and 6th April 1999.
Expressway has four lane wide tunnels at 5 locations with total length of 6000 meters. There are separate tunnels for traffic in both the directions and the cost of the tunnels is about Rs. 200 crores. The tunnels on this expressway have been provided with modern facilities of ventilation, lighting and fire fighting vehicles and would rank amongst the best in the world. This work was entrusted to Konkan Railway Corporation Ltd. on 8th December 1997. All tunnels are completed.
Tunnel Bhatan Madap Kamshet - I Kamshet - II Khandala Aadoshi only for Mumbai bound traffic
RITES recommended the construction of a dual three-lane expressway taking of from the NH4 at Kon near Panvel and ending at Dehu Road on the westerly bypass outside Pune a total length of 84 km. 8
Project cost, as estimated by RITES at 1994 prices, was Rs 11,464 million. RITES estimated that the diversion of traffic to the new expressway would be the order of 4045 percent of the total corridor traffic.
The EIRR for the project was 17.81 percent, which is above the planning commissions cut-off rate of 12 percent. Hence, the expressway project, as envisaged by RITES, was economically viable.
RITES recommended that subsidy might come from income through property development on the land in the vicinity of the expressway.
In order to accelerate the process of road development in Maharashtra, the MSRDC was established by the Government of Maharashtra through a resolution issued on 9th July 1996 and incorporated as a limited company on 2nd August 1996 under the Indian Companies Act, 1956. The MSRDC was set up in Maharashtra to expedite work related to road sector development in the state on a BOT scheme. After that a committee was set up to look into the geometric standards and technical provisions to de adopted for the construction of the highway. The committee finally recommended the construction of a rigid pavement, which would have an incremental sot of 6% over the flexible pavement but was more economical. MSRDC started a series of meetings with the concerned authorities and departments so that work could be completed expeditiously and in time.
To enter into a contract in respects of the works and any other matters transferred to the Corporation along with assets and liabilities.
To plan, investigate, design, construct and manage identified road projects and their area development.
To promote and operate road projects To invite tenders, bids, offers and enter into contracts for the purposes of all the activities of the Corporation.
To promote participation of any person or body or association of individuals, whether incorporated or not, in planning, investigation, designing, construction and management of 9
transport projects and area development. To undertake schemes or works, either jointly with other corporate bodies or institutions, or with Government or local authorities, or on agency basis in furtherance of the purposes for which the Corporation is established and all matters connected therewith. To undertake any other project and other activities entrusted by the State Government in furtherance of the objectives for which the Corporation is established.
MSRDC's mandate was to accelerate transport infrastructure development in the state by overseeing the completion of existing and new projects with the active participation of the private sector through a time bound program. Because of unavailability of any private sector player and because of its mandate, the work of the MPE had been awarded to the MSRDC in March 1997.
The Project Management consultants were to have the following functions: Preparing estimates and detailed designs Issuing tender papers & bid evaluation Supervision: ensuring quality and correctness of work
Committees were to be formed to perform each of the aforementioned tasks by drawing personnel from each of the PMCs to ensure consistency. A list of prospective PMCs was drawn up from the lists available with MoST5 and NHAI6, and bids were invited from them. Because the most important skill for a PMC was considered to be Technical Skill, the selection criteria were such that 80% weightage was assigned to the technical bid and 20% to the financial bid. A condition was imposed that 1 PMC
5 6
10
could work on only 1 section of the Expressway to avoid excess load on a PMC. Presence of a minimum number of technical supervisory staff at the project site was insisted upon before awarding the contract. Bids were ranked by assigning 25 percent weightage to technical scores and 75 percent weightage to the financial bid. Work orders to the contractors were issued in January 1998. The work of tunnelling was awarded to Konkan Railway Corporation Ltd, on a turnkey and cost plus basis. April 1997 Bids for PMCs called for. May 1997 Receipt of bids from prospective PMCs. June 1997 Fixing of 6 PMCs 1 each for Sections A, B, C and D; I for the Panvel Bypass; 1 for the Ghat section. The following table shows the final section wise details of the PMC's and Contractors involved:
Section
Technical Consultants Stup Consultants with Hyder Consulting Ltd. U.K. Intercontinental Consultants & Technocrats Pvt. Ltd. India Frishmann Prabhu (India) Pvt. Ltd. Sir Owen Williams Innovestment
Section 'A' (Kon to Chowk) 13.232 km. Section 'B' (Chowk to Aadoshi) 16.629 km. Section 'C' (Kusgaon to Ozarde) 22.995 km. Section 'D' (Ozarde to Dehu Road) 16.150 km. Ghat Section Package -I Aadoshi to long tunnel 7.13 km. Ghat Section Package - II Long tunnel to Lonavala bypass 8.28 km. Panvel Bypass Package - I
Contractor
IJM / SCL Joint Venture Hindustan Construction Co. Mumbai Larsen and Toubro Ltd. Mumbai V.M. Jog Engineering Ltd. Pune
183.73
194.00
177.46
163.56
132.70
133.47
86.46
93.15
108.96
104.35
108.00
88.89
0/0 to 8/200, 8.20 km. Panvel Bypass Technogem Package - II Consultants Thane 8/200 to 9/750, 1.550 km. Tunnel Work 5 Twin Tunnel 5724 m. Tunnel Length Other Exp. Tollplaza, Building, fencing sign boards, Technical consultants fees, etc. Total...
64.50
49.99
Visakhapatnam PBA - PCEC (JV) M. Venkat Rao Visakhapatnam Konkan Railway Corp. Ltd.
200.00
200.00
324.00
1200.46
1488.00
Construction materials estimation for completion of Project The construction material requirement and quantities of some major items are given below :Description Physical land acquired for road Land acquired for Murum qurries & Dumping area Total Excavation Murum In cutting Embankment work Total length of tunnels Excavation for approaches to tunnels Excavation Tunnels Total cement required Total steel required Explosives required for blasting Total diesel required Total water required Total electricity required Cost of machineries Unit 640 hectares 455 hectares
110.00 lakhs C.M 40.74 lakhs C.M. 78.40 lakhs C.M. 5724 meters 19.74 lakhs C.M. 8.30 lakhs C.M. 7.17 lakhs M.T. 28200 M.T. 2800 M.T. 700 lakhs ltr. 300 crores ltr. 53 lakhs unit. 300 crores.
Aforestation Minimisation of Severance Development of Grazing Lands Annual Recurring Cost Monitoring Cost Ecology Survey
Source: Environmental Impact Report, RITES, Volume 3
30 3874 80
6 3
Operation and Maintenance Scope The Expressway was opened to traffic and made fully operational from April 2002. The activity of operation and maintenance of this Expressway was entrusted to international agency M/s Elsamex Shinde IRB J/V for a period of three years upto April 2005. Subsequently, the work of improvement of Old National Highway NH-4 is entrusted to MSRDC by Ministry of Road Transport & Highways, Govt. of India. This improvement NH-4 work coupled with operation and maintenance of Mumbai Pune Expressway was entrusted to BOT operator for a period of 15 years from Aug. 2004 to Aug. 2019. This was a unique experiment done by MSRDC with success and has now become trendsetter for all the major projects to be undertaken elsewhere.
In October 1997, forest and environmental clearances had been received. However, the Ministry of Environment and Forests did not permit construction of the new alignment in the Ghat area. The reason was that there was a danger to endangered species of flora (800 species of rare medicinal herbs found exclusively in the Ghats) and rare species of wildlife such as the mousedeer, the giant Malabar squirrel and some species of butterfly. The environmental management plan proposed was deemed not to sufficiently protect them. However the MoEF allowed widening of the existing Ghat portion of NH4, along with the Lonavala and Khandala bypasses in lieu of the original expressway alignment. Hence the MoST clearance had to be obtained to widen NH4 and use it. The new expressway alignment would use the same corridor through the Ghats as the existing NH4, instead of the original alignment from Adoshi to Kusgaon. This would entail the construction of a bypass around the town of Lonavla to reduce congestion and increase the average speed on the road. However this 13
also resulted in increase of the total km of the road by around 8km. The final alignment for the road is as shown:
The dotted line showed the original alignment through the Ghats while the dark line shows the final alignment. As a final modification in 1998, GoM decided that the Panvel Bypass be included as part of the Expressway, and GoI was requested to transfer work on the bypass to MSRDC. Then necessary clearance for this was obtained. The length of the project now was 95 km.
To ensure quick and efficient working, and to ensure that the project was completed on time, MSRDC and GoM7 provided several facilities to contractors and consultants. These facilities include sops to the project partners, and also included completion of tasks that the consultants/contractors would normally have to do themselves. The expenditure on extra services/facilities did not, however, increase production costs it reduced them by 8-10% as a result of speedy project completion and reduction in delay-induced cost overruns.
To PMCs: On-site facilities given to PMCs. Site offices constructed for PMCs by contractors at MSRDCs expense, and standard equipment like Xerox, printer, telephone provided.
14
To contractors: Financial sops Running Account bills to be cleared within 10 days. Beyond that 16% interest to be paid. Materials to be provided at the project site at 75% of the market value. Escalation of steel, cement and bitumen prices to be absorbed. Mobilization advances and machine advances (up to 15% of project cost) granted to ease cash flow situation in the initial stage. Reimbursement granted for increase in sales tax or other taxes. For new construction machinery imports, customs duties to be reimbursed, to a limit of $0.7 million. Bonus clause (Rs. 2 million / week) for early project completion. Penalty clause (Rs. 3 million / week) for delayed completion. Also, 4 milestones along the way, stipulated in terms of physical completion of important items in specified time. For non-achievement of milestones, compensation, subject to a maximum of 10% of contract value, was stipulated. Compensation was Rs. 2 million, Rs. 1.5 million, Rs. 3 million, and Rs. 3 million per week for milestones 1, 2, 3, and 4 respectively. Land: Land for RoW acquired for almost the entire alignment so that the construction could begin immediately (1000 ha of land acquired in 8-9 months by liaising with the revenue department). Land for contractors camps, site plants, crushers, quarries, muck dumping made available immediately at suitable locations. All this land was provided at no cost to the contractor.
Other services: MSRDC facilitated setting up of 8 substations through MSEB at suitable locations (locations specified in tender document so complete information disclosure and good advance planning), from where the constructors could buy power supply. Explosives magazines set up at various locations to facilitate rock-blasting. MSRDC prompted HP and IOCL to set up petrol/diesel pumps adjacent to alignment. MSRDC took action to remove/divert utility services like power lines (cost Rs. 300 million, time taken 4-6 months), telephone lines, water lines, sewer lines etc. coming in the alignment. Took necessary tree cutting permission. Survey instruments and laboratory testing equipment procured at MSRDCs cost. 15
Construction work started in right earnest with the issue of the order to proceed with the works in Jan/Feb 1998. The contract completion date was specified as 27 months requiring substantial completion in 24 months when it was proposed to to open the expressway to traffic by Jan 2000. The scale and time schedule of the work was unprecedented in the highway sector but Indian Contractors rose up to the occasion. Most of the technologies were being tried out in the country for the first time. The consultants also showed remarkable skills in adapting to new technology and monitoring techniques.
The cost of the work is to be recovered from the toll being levied on vehicles using the road. A request was made to the government to give guarantee for the finances to be obtained from financial institutions. This was essential since MSRDC is a newly formed company with an equity output of only Rs 5 crore. It was therefore thought that with government guarantee and project strength, MSRDC would be in a position to get funds from financial institutions through private placement financing. Through private placements, Rs 2120.81 crores was obtained which was also meant for the flyover projects in Mumbai. The MSRDC was raised with an equity contribution of Rs 150 crore from the GoM and 125 cr from the Bombay Municipal Corporation.
The means of finance for the MSRDC as of July 12, 1999 were as follows. Budgetary Support from BMC and GoM: Rs 275 cr Loan from MMRDA: Rs 548 cr Bank Loans: Rs 107 cr Capital Market borrowings: Bonds (rated AA) of over Rs 1897.6 crores
16
The Government of Maharashtra had guaranteed the bonds. As a result the rate of interest in these bonds was low (~14%). The bonds had been rated as AA. It was proposed that the toll collections from the MSRDC's projects would be used to pay the interest obligations on the bonds. In case of the Mumbai Pune Expressway (MPE), it was estimated that during the initial years when the toll collections were not high enough to service the interest obligations, alternative revenue source such as the sale of land along the highway would be considered. They had even laid telecom ducts along the sides of the expressway hoping that these could be leased and would serve as an additional source of revenue.
Estimated Savings on account of the MPE: 1. Savings in annual fuel consumption because of reduction in congestion: Rs 80-90 crore 2. Reduction in Vehicle operating costs as compared to a similar distance elsewhere with lower traffic congestion: Rs 100 (from Rs 160 - Rs 60) 3. Reduction in Journey time between Mumbai and Pune: 2 hrs 4. Reduction in the accident rate. (Currently 410 accidents p. a.). Reduction in insurance cost: 49 cr per annum.
17
The Mumbai to Pune 94-kilometre Expressway project had initially been budgeted at around Rs. 1,600 crores. Finally Rs. 2,136 crores was spent on it: a cost escalation of about 30 per cent! With an average initial debt repayment interest of 13 per cent, the total liability is now a whopping Rs. 3,000 crores. In a move to justify the construction when the proposal was still on the table, its proponents had projected that nearly 50,000 passenger car units (PCUs) would be using the expressway every day by 2004. Today, in 2011, the actual number of vehicles using the expressway daily is only 36,000. With a majority of these being cars (one car = one PCU; one bus = 2.5 PCUs), the present volume of traffic on the expressway is estimated to be only about 25,000 PCUs. The Toll rates proposed were as follows:
Toll Plaza's are provided at 4 locations. Toll will be collected at these locations from vehicles using the expressway. Toll rates will depend on the distance covered by the vehicles. The toll rates for the use of the expressway for 95 km from Kalamboli to Dehu Road are as follows :-
Type of Vehicles Car Light vehicles & mini buses Trucks Buses 3 Axle vehicle Multi axle vehicle
The toll collections were estimated considering that around 40 -50 % of the traffic on the NH4 would divert to the expressway. The majority of users were expected to be trucks and Multi axle vehicles and they would contribute a significant amount of revenue. Accordingly the toll rates for the expressway had been designed. There was a lot of risk involved especially if the traffic growth did not match up to the expectations. But MSRDC was optimistic on this count, and it was widely perceived that in addition to the current users of the roads, there would be growth on account of extensive containerization at the JNPT and that most MAV's would use the expressway instead of the existing road. This would further the MSRDC's goal of increasing the efficiency of transportation in the sector, since with the encouragement to MAV's, lesser number of vehicles could carry larger loads.
18
The Mumbai Pune express highway is considered to be a success story and hence other state governments are closely watching the activities of MSRDC. It is considered to be the finest example of public private partnership in road sector development. But the very aim of attracting aim of involving a full private participant failed in these case as not even a single international infrastructure company bid for the project and only one Indian company, reliance, bid for the project inspite of many incentives provided by the government like the guaranteed 20% return on investment, a promise of rapid and single window approval, tax incentives and reduced duties on imported equipment for all investments in industry, and, allowing up to 40 per cent government support to the project, not a single international infrastructure company bid for the project. Private sector entrepreneurs are allowed to recover their investments first, followed by the government. The government finally did not accept any of the competitive bids and the responsibility for constructing the road and its subsequent management was entrusted to the MSRDC 1997. A number of reasons may be cited for the failure to attract private participants. Foremost among them is the uncertainty related with toll-based system where the developers are themselves responsible for recovering their investment. Private participants are unsure as to if they would be able to recover their investment due to uncertainty in traffic density and attendant risk. And also due to the fluctuations in real estate cost the valuation of subsidy through free allotment of land by the government is difficult. The later part of this paper would try to look at various alternatives to BOT scheme, which may help in attracting more private participants to road sector development.
Discussion Points
1. Was the Expressway really needed? 2. Why was the Private Bid rejected? 3. The importance of Political Will 4. The use of PMC's 5. Contractual Issues 6. Speedy Implementation 7. Financial Viability 8. Is Financial Viability Important? 19
Reference:
1. MSRDC - http://www.msrdc.org 2. http://www.roadtraffic-technology.com 3. http://www.punediary.com 4. Ministry of Road Transport and Highways (2002), www.morth.nic.in 5. National Highway Authority of India (2002), National Highways Development Project, www.nhai.org 6. Amrut Nashikkar, Nirav Shah IIT Kanpur Expressway : Mumbai Pune 7. Bongirwar, P.L and Momain, S.S.Theme: the Mumbai Pune expressway: From concept to commissioning
20