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115-676: Chandivali is an upmarket residential neighbourhood located in Andheri East. It is located at a distance of 6 Km from Andheri Railway station on the Western line and around 4 Km from Ghatkopar Railway Station on the Central line. Jogeshwari-Vikhroli Link Road (JVLR) is located at a distance of less than 1 km. It is bound on the north by the Powai lake, on the East by Powai/Hiranandani complex, on

230-475: A gravity hill where vehicle seems to defy the gravity and roll from down slope to up the slope. Flexible pavement The beginning of road construction could be dated to the time of the Romans. With the advancement of technology from carriages pulled by two horses to vehicles with power equivalent to 100 horses, road development had to follow suit. The construction of modern highways did not begin until

345-421: A 6-lane divided carriageway configuration with a central median. A concrete pavement was also built for the six-lane widened carriageway, and a grade separator was built at SEEPZ road junction. The western section of JVLR passes through a slightly rolling terrain encountering a few steep slopes (max slope being 6.5%). The western section of the road starts from east of Jay coach Factory near WEH junction. From WEH,

460-618: A comprehensive transport plan was prepared by MMRDA to arrest and improve the deteriorating transport condition in the Mumbai Metropolitan Region. The study recommended that the existing 2-lane wide JVLR be widened to a 6-lane carriageway, as well as other improvements. The widening and improvement of the JVLR was later taken up under the Mumbai Urban Transport Project (MUTP). The MUTP identified

575-401: A concrete pavement can cause pumping, cracking, and joint failure. Erosion control is a crucial component in the design of highway drainage systems. Surface drainage must be allowed for precipitation to drain away from the structure. Highways must be designed with a slope or crown so that runoff water will be directed to the shoulder of the road, into a ditch, and away from the site. Designing

690-491: A conventional PCC overlay is placed unbonded on top of the flexible surface. The typical thickness of an ultra-thin PCC overlay is 4 inches (10 cm) or less. There are two main categories of flexible pavement overlay design procedures: Near the end of a rigid pavement's service life, a decision must be made to either fully reconstruct the worn pavement, or construct an overlay layer. Considering an overlay can be constructed on

805-416: A drainage system requires the prediction of runoff and infiltration, open channel analysis, and culvert design for directing surface water to an appropriate location. Highway construction is generally preceded by detailed surveys and subgrade preparation. The methods and technology for constructing highways has evolved over time and become increasingly sophisticated. This advancement in technology has raised

920-410: A four layer flexible pavement, there is a surface course, base course, and subbase course constructed over a compacted, natural soil subgrade. When building a three layer flexible pavement, the subbase layer is not used and the base course is placed directly on the natural subgrade. A flexible pavement's surface layer is constructed of hot-mix asphalt (HMA).Unstabilized aggregates are typically used for

1035-675: A highway can be seen through drivers' reactions to the design considerations and their interaction. The materials used for roadway construction have progressed with time, dating back to the early days of the Roman Empire. Advancements in methods with which these materials are characterized and applied to pavement structural design has accompanied this advancement in materials. There are three major types of pavement surfaces - pavement quality concrete (PQC), Portland cement concrete (PCC) and hot-mix asphalt (HMA). Underneath this wearing course are material layers that give structural support for

1150-462: A highway's life, its level of serviceability is closely monitored and maintained. One common method used to maintain a highway's level of serviceability is to place an overlay on the pavement's surface. There are three general types of overlay used on flexible pavements: asphalt-concrete overlay, Portland cement concrete overlay, and ultra-thin Portland cement concrete overlay. The concrete layer in

1265-521: A length of about one kilometre opposite the Indian Institute of Technology Bombay (lITB) campus. The entire Section 2 was widened to 6-lane with a central median in the 2000s under the MUTP. Out of six lanes, four central lanes have been constructed with flexible bituminous concrete and outermost lanes on either side have been asphalted. In the middle section, the terrain is slightly rolling, but

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1380-405: A manner that the induced stresses transmitted to the subgrade soil are of acceptable magnitudes. Portland cement concrete (PCC) is the most common material used in the construction of rigid pavement slabs. The reason for its popularity is due to its availability and the economy. Rigid pavements must be designed to endure frequently repeated traffic loadings. The typical designed service life of

1495-497: A moisture barrier between the base and surface layers. There are two most commonly used types of pavement surfaces used in highway construction: hot-mix asphalt and Portland cement concrete. These pavement surface courses provide a smooth and safe riding surface, while simultaneously transferring the heavy traffic loads through the various base courses and into the underlying subgrade soils. Hot-mix asphalt surface courses are referred to as flexible pavements. The Superpave System

1610-788: A number of subprojects to strengthen the suburban rail and road transport in Greater Mumbai and the Mumbai Metropolitan Region (MMR) as a whole. As a part of the MUTP Road Transport Component programme, the existing 2-lane JVLR from the Western Express Highway (WEH) to the Eastern Express Highway (EEH), would be widened to a 6-lane road with a central median. The JVLR, along with the Santa Cruz – Chembur Link Road (SCLR),

1725-679: A rigid pavement is between 30 and 40 years, lasting about twice as long as a flexible pavement. One major design consideration of rigid pavements is reducing fatigue failure due to the repeated stresses of traffic. Fatigue failure is common among major roads because a typical highway will experience millions of wheel passes throughout its service life. In addition to design criteria such as traffic loadings, tensile stresses due to thermal energy must also be taken into consideration. As pavement design has progressed, many highway engineers have noted that thermally induced stresses in rigid pavements can be just as intense as those imposed by wheel loadings. Due to

1840-496: A rigid pavement that has not reached the end of its service life, it is often more economically attractive to apply overlay layers more frequently. The required overlay thickness for a structurally sound rigid pavement is much smaller than for one that has reached the end of its service life. Rigid and flexible overlays are both used for rehabilitation of rigid pavements such as JPCP, JRCP, and CRCP. There are three subcategories of rigid pavement overlays that are organized depending on

1955-413: A week at a stretch. There are no low-lying areas along JVLR that are not connected to drainage system. Problems of water-logging and flooding are not reported in the area along the JVLR, possibly because of the rolling terrain and existence of good natural drainage systems. Storm water drains were built on either side of JVLR as part of improvement made under MUTP. The new roadside drains were connected to

2070-529: Is essentially marshy with wild grass outgrowth to large extent. Kannamwar Nallah and many other man-made drainage channels carry considerable amount of sewage and criss-cross the marshy land area. The Tagore nagar slums and rehabilitation site are essentially marshy land reclaimed sites. Along the eastern section of the JVLR, the land area is almost vacant except for the slums near the Central Railway tracks. The marshy and highly degraded wasteland engulfs

2185-453: Is generally in the range of 4 to 16 inches, and it is designed to withstand the required structural capacity of the pavement section. Common materials used for a highway subbase include gravel, crushed stone, or subgrade soil that is stabilized with cement, fly ash, or lime. Permeable subbase courses are becoming more prevalent because of their ability to drain infiltrating water from the surface. They also prevent subsurface water from reaching

2300-522: Is located along the road at Km 3+070. L&T factory located at the eastern end of Section 1 is one major industry located along the road. Towards the east of the SEEPZ area, lies an extension (Phase II of SEEPZ) of the industrial promotion zone. The segment of the JVLR which starts from Saki Vihar Road junction and ends at LBS Marg junction (in Gandhi Nagar) is referred to as Section 2 of JVLR. As it

2415-536: Is located in the middle of the entire JVLR, it is also referred as the middle section of the JVLR. The length of the middle section is 4.3 km. Section 2 was re-constructed with rigid pavement for a width of 2-4 lanes width (i.e. 7–14 m) in 1996–97. The pavement was widened in subsequent years with rigid pavement and flexible pavement in others. Section 2 was later widened by the BMC to an unequal width of 4-6 lane (with/without central median) with rigid pavement, barring

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2530-726: Is part of the Mumbai North Central Lok Sabha constituency along with five other Vidhan Sabha segments, namely Kalina , Vile Parle , Kurla , Vandre West and Vandre East in the Mumbai Suburban district . With the advent of the Mumbai one metro in May 2014 the connectivity of Chandivali to the Ghatkopar - Versova corridor has increased. This has naturally led to an increase in commercial building activity in

2645-436: Is regularly dumped along the down slope of the hills causing immense blemish to an otherwise aesthetically pleasant area. The land value along this stretch of JVLR is constantly increasing and is considered to be one among highly valued locations in the metropolis of Mumbai. The segment of JVLR, which starts from LBS Marg junction and ends at EEH junction, has been referred as Section 3 of the JVLR. This section being located on

2760-449: Is the single leading cause of unintentional death in the first five decades of human life. Management of safety is a systematic process that strives to reduce the occurrence and severity of traffic accidents. The man/machine interaction with road traffic systems is unstable and poses a challenge to highway safety management. The key for increasing the safety of highway systems is to design, build, and maintain them to be far more tolerant of

2875-570: The California Bearing Ratio of in-situ materials by a factor 4 – 6. The base course is the region of the pavement section that is located directly under the surface course. If there is a subbase course, the base course is constructed directly about this layer. Otherwise, it is built directly on top of the subgrade. Typical base course thickness ranges from 4 to 6 inches and is governed by underlying layer properties. Heavy loads are continuously applied to pavement surfaces, and

2990-654: The Coast Guard Officers Residential complex, the Indian Navy Civilian Residential colony and several private residential apartments lie along JVLR. Near the eastern end of this section and towards the southern edge of the JVLR, considerable sprawl of slums is also located behind the marble polishing and retail selling units. These slums are located in an unplanned and haphazard manner along the hilly stretches and hill tops. Solid waste generated from these slum residences

3105-476: The Community Revolving Fund (CRF). The total number of affected structures due to Phase I was 341 of which 241 were residential, 68 commercial, 5 residential-cum-commercial and 17 community and religious structures. Tenements and shops were constructed at Majas Resettlement site to resettle the project affected households losing structures. The Majas resettlement colony is within 2 km of

3220-524: The Consultancy Services for Section 2 of the JVLR with the objective of improving the road to uniform cross section of dual three lane, conforming to design standards being adopted for sections 1 and 3. All interested consultancy firms had accordingly submitted their proposals to the Chief, T & C Division, MMRDA. After the scrutiny and evaluation of all the proposals (technical and financial)

3335-482: The Environmental Assessment (EA) for the MUTP, in accordance with World Bank Operational Policy (then called Operational Directive 401) on Environmental Assessment. This EA process resulted in the preparation of Sectoral-Level Environmenital Assessment (SLEA), Programmatic Level Environmental Assessment (PLEA), and Micro-Level Environmental Assessment (MLEA). The SLEA was a strategic assessment, while

3450-803: The Indian Institute of Technology Bombay, the Maritime Training Institute, the Shipping Corporation of India, the Indian Register of Shipping, and private sector consulting firm SGS India Limited are located along this section of the JVLR. Hiranandani Gardens, a major residential township, is also located on the southern edge of JVLR, opposite Powai Lake. Besides Hiranandani Gardens, the Income Tax Officers Residential colony,

3565-627: The JVLR drains into the Kannamwar Nagar Nallah (directly to the nullah or via the LBS Marg drainage system). Prior to the improvement of the JVLR under MUTP, along section 1 of the JVLR, the existing 2-lane carriageway had been provided with open roadside drains along the stretches that pass through habitations. Roadside drains were installed on one side or either side of the road between Pratap Nagar. (Km 0+000) to Poonam Nagar road junction (Km 2+000). Between Km 2+000 to 4+900, i.e.

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3680-413: The JVLR required the felling of about 519 trees comprising 35 species during Phase I of the project. All the trees were indigenous species and did not fall under endangered variety. Compensatory plantation along either side of improved and widened JVLR was not possible for want of space. The detailed project report had proposed compensatory plantation near Aarey colony area, where ownership of land rests with

3795-546: The JVLR was completed in February 2012 at a cost of ₹ 221.45 crore (equivalent to ₹ 417 crore or US$ 50 million in 2023). The contract for Phase I was put to tender for ₹ 738.1 million (US$ 8.8 million), and was awarded to a joint venture of NCC Ltd. and Maytas-Mahavir for ₹ 662.7 million (US$ 7.9 million). STUP Consultants Ltd. were appointed as Project Management Consultants for this phase. The notice to proceed with work (or work order) on Phase I

3910-682: The JVLR) were constructed up by the MSRDC as separate packages that were not financed through MUTP. The widening of the Kanjurmarg ROB over the Central Line in Section 3 was implemented as part of LBS Marg Flyover project. After completion of construction work on the project, the JVLR was handed over to the BMC for further maintenance and operations. The entire project to widen and improve

4025-460: The JVLR, and for through movement of Saki Vihar road traffic. The at-grade improvements such as auxiliary lanes for free left turning, storage lanes for right turn traffic, channelised islands for guiding the traffic etc. were built for better functioning of ground traffic movement. Also, improvements like widening of carriageway to suit the intersection requirements, median and footpath of the existing Saki Vihar road for 150 m length on either side near

4140-467: The JVLR. The LBS Marg junction, also known as the Gandhi Nagar junction, is the last junction on Section 2 and is a 4-legged one. LBS Marg from Mulund side and Vikhroli side join the JVLR. This junction is the crossing of two important arterial roads of Mumbai carrying long distance through traffic and also local traffic. A flyover across LBS Marg at this location, connects Section 2 with Section 3 of

4255-461: The JVLR. The at-grade improvements to this intersection were required for easy movement of Turing traffic from/to LBS Marg and the JVLR, and for through movement of LBS Marg traffic. The at-grade improvements such as auxiliary lanes for free left turning, storage lanes for right turn traffic, channelised islands for guiding the traffic etc. were built for better functioning of ground traffic movement. Also, improvements like widening of carriageway to suit

4370-610: The JVLR. This road significantly contributes traffic inflow into junction and causes junction delays. Service roads were constructed connecting these two junctions, to ease off this condition and to facilitate through traffic on JVLR a hindrance free movement. The IIT Main Gate junction and the IIT Market junction are both 3-armed junctions; the minor arm is very small road leading to residential areas. Both IIT Main Gate junction and IIT Market junction are provided with traffic signals and

4485-646: The L&;T premises and passes between north of L&T compound and south of Powai gardens before joining the north and south ramps of the JVLR. The initial portion of the alignment from Saki Vihar acts as slip roads to the L&T flyover, serving the traffic dispersal from the Saki Vihar Road. The alignment after the end of the flyover traverses east skirting Powai Lake and the IITB campus on its north and residential areas like MHADA and Hiranandani Gardens, as well as

4600-553: The Majas site. All the residential and commercial PAHs were to be resettled at Majas Resettlement colony. The proposed resettlement site had a provision of allotment of society offices, balwadies, welfare centers and amenities. In addition to this, the community urban infrastructure facilities like water supply, storm water drains, septic tanks, and recreational garden and tree plantations were also provided. School and other educational facilities were provided on adjacent land. Section I of

4715-641: The PLEAs were prepared for small generic sub-projects like flyovers, Road Over Bridges (ROBs) and Road Under Bridges (RUBs). MlEAs were prepared for larger sub-projects like road widening and extensions. These studies were undertaken between 1996 and 1998. The MMRDA also carried out various other preparatory studies on the JVLR project which included baseline socio-economic survey (BSES) of the project corridor in 1996; rehabilitation action plan (RAP) and community environment management plan (CEMP) in 1998; and rehabilitation implementation plan (RIP) in 2002. However, in view of

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4830-658: The Panch Kutir market area and other commercial areas opposite to IIT on its south. Immediately after lITB campus, JVLR runs close to the Holy Trinity Church , a Gurudwara and the Kendriya Vidyalaya (located within Indian Navy residential complex). After crossing lIT campus, the section further runs down over a steep hill to meet LBS Marg at Gandhi Nagar junction. The land use pattern along

4945-631: The ROB, on the eastern side of it and on either side of its embankment a sprawling slum area is located. The Tagore Nagar slums, located on the southern side of JVLR and ROB, is large in its spread and is well established. The area located on the northern side of ROB embankment and east of Kanjurmarg station, was identified as Relocation and Rehabilitation site for the Project affected persons (PAP) of various railway projects, that were implemented under MUTP. The land area on either side of JVLR and between ROB and EEH

5060-596: The Saki Vihar Road in a staggered manner as the L&T land intercepts the JVLR for 100 m length of initial portion of Section 2. At this location, the L&T flyover across Saki Vihar road connects Section 1 with Section 2 through L&T land. Also, the initial portion of the alignment from Saki Vihar road junction acts as slip roads to the flyover, serving the traffic dispersal from the Saki Vihar road. The at-grade improvements to this intersection were required for easy movement of Turing traffic from/to Saki Vihar road and

5175-417: The Saki Vihar road drainage system). Each system has its own network of tributaries and channels ( nullahs ) across JVLR. The Oshiwara river flows east into the sea and Mithi river flows south into Mahim creek. The middle section of the JVLR drains to Powai Lake (directly into the lake or via the Saki Vihar road drainage system) and Kannamwar Nagar Nallah (via the LBS Marg drainage system). The eastern section of

5290-409: The Saki Vihar road junction (near the L&T Factory) is referred to as Section 1 of JVLR. This section being located on the western side is also referred to as the western section of the JVLR. The length of this section is 4.9 km. The original carriageway of the western section of JVLR was a 2-lane road consisting of 7 m wide asphalted carriageway with 2.5m wide shoulders. This was later widened to

5405-502: The State government. Approximately 0.6 ha of land area was available for compensatory plantation in that area, which was far less than required for planting at least 519 trees. Hence besides Aarey colony area, other government-owned vacant areas were identified for afforestation purpose. No trees along the eastern section of the JVLR were affected by the project. Magnetic L&T flyover or L&T flyover has an optical illusion of

5520-523: The Yellow, Red, Aqua, Green and Magenta Lines of Mumbai Metro. The Pink Line of Mumbai Metro will have the following stations along the Jogeshwari - Vikhroli Link Road- JVLR Junction (Interchange with the existing Red Line), Shyam Nagar, Mahakali Caves, SEEPZ Village (Interchange with the under-construction Aqua Line), SakiVihar Road, Rambaug (Powai), Powai Lake, IIT Powai, Kanjurmarg West (Interchange with

5635-500: The adverse effects on the environment, such as noise pollution, air pollution, water pollution, and other ecological impacts. Developed countries are constantly faced with high maintenance cost of aging transportation highways. The growth of the motor vehicle industry and accompanying economic growth has generated a demand for safer, better performing, less congested highways. The growth of commerce, educational institutions, housing, and defense have largely drawn from government budgets in

5750-498: The area is alluvial type mixed with sand and falls under the semi-impervious to impervious category. Soil erodibility is moderate. Soil analysis indicated that at all locations along the JVLR, it is sandy loam. Clay content is high above 50%. The soil falls under poor to fair category, with regard to using it in highway construction. The geology of the region is typical of the western coast of India, i.e. clayey soil underlain by basalt rock formations. The trees of avenue plantation along

5865-501: The average range of this man/machine interaction with highways. Technological advancements in highway engineering have improved the design, construction, and maintenance methods used over the years. These advancements have allowed for newer highway safety innovations. By ensuring that all situations and opportunities are identified, considered, and implemented as appropriate, they can be evaluated in every phase of highway planning, design, construction, maintenance, and operation to increase

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5980-405: The base course; however, the base course could also be stabilized with asphalt, Foamed Bitumen,<Roadstone Recycling> Portland cement, or another stabilizing agent. The subbase is generally constructed from local aggregate material, while the top of the subgrade is often stabilized with cement or lime. With flexible pavement, the highest stress occurs at the surface and the stress decreases as

6095-500: The base layer absorbs the majority of these stresses. Generally, the base course is constructed with an untreated crushed aggregate such as crushed stone, slag, or gravel. The base course material will have stability under the construction traffic and good drainage characteristics. The base course materials are often treated with cement, bitumen, calcium chloride, sodium chloride, fly ash, or lime. These treatments provide improved support for heavy loads, frost susceptibility, and serves as

6210-464: The bonding condition at the pavement overlay and existing slab interface. Designing for proper drainage of highway systems is crucial to their success. A highway should be graded and built to remain "high and dry". Regardless of how well other aspects of a road are designed and constructed, adequate drainage is mandatory for a road to survive its entire service life. Excess water in the highway structure can inevitably lead to premature failure, even if

6325-674: The considerable passage of time, MMRDA and the project implementing agency (MSRDC) reviewed and updated all the preparatory study reports. This EA and environmental management plan report was thus an update of the MLEA report prepared by AIC in March 1998 and the CES Report prepared in January 2002. As the MLEA and associated EMP of the project were prepared in 1998, the MMRDA appointed CES to prepare

6440-474: The construction of several link roads to improve east–west road connectivity in the city. Among the projects proposed was a road from Godhbunder Road to the Western Express Highway interchange and beyond to Powai Road junction. The JVLR, connecting the Western Express Highway at Jogeshwari and the Eastern Express Highway at Vikhroli, was opened to traffic in 1994. At the time, it provided

6555-610: The construction of the first motorway in Great Britain (the Preston bypass ) played a major role in the development of new pavement technology. Highway planning involves the estimation of current and future traffic volumes on a road network . The Highway planning is also a basic need for the Highway development. Highway engineers strive to predict and analyze all possible civil impacts of highway systems. Some considerations are

6670-527: The current location of the PAHs. All those who lost the houses for Phase I of the project were entitled to 20.91 sq. m free of cost. The affected shopkeepers were provided with more or less the same area as an alternative shop to enable them to continue their business in the new location up to a maximum of 70 sq. m. as per the R&; R policy, but subject to payment for additional cost of the area above 20.91 sq. m. All

6785-650: The delivery of entitlements to the PAPs. The NGO, Slum Rehabilitation Society (SRS), was appointed to assist MMRDA in R&R implementation. The BSES for Phase I was updated in September 2005. The relocation process began in October 2004, and was scheduled to complete by December 2005. The entire resettlement process including registration of Co-operative Housing Societies, transfer of titles to PAPs and land to CHS, delivery of entitlements, assistance to economic rehabilitation

6900-457: The depth of the pavement increases. Therefore, the highest quality material needs to be used for the surface, while lower quality materials can be used as the depth of the pavement increases. The term "flexible" is used because of the asphalts ability to bend and deform slightly, then return to its original position as each traffic load is applied and removed. It is possible for these small deformations to become permanent, which can lead to rutting in

7015-669: The design process so that the pavement will last for the designed life without excessive distresses. Rigid pavements are generally used in constructing airports and major highways, such as those in the interstate highway system . In addition, they commonly serve as heavy-duty industrial floor slabs, port and harbor yard pavements, and heavy-vehicle park or terminal pavements. Like flexible pavements, rigid highway pavements are designed as all-weather, long-lasting structures to serve modern day high-speed traffic. Offering high quality riding surfaces for safe vehicular travel, they function as structural layers to distribute vehicular wheel loads in such

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7130-465: The eastern section of JVLR have been converted to residential, commercial and industrial land use pattern, albeit gradually. The entire 10.6 km long JVLR, starting from WEH and ending at EEH, is usually divided into three sections in various study reports, possibly for easy reference and understanding. The sections identified include: The segment of the JVLR which starts from the WEH junction and ends at

7245-454: The eastern side is also referred as eastern section of the JVLR. The length of eastern section is 1.1 km, making it the shortest among the three sections. This section was originally a 2-lane carriageway constructed with bituminous concrete. It was later widened to 2x3-lane divided carriageway with a central median. A flexible pavement was built for this section of carriageway. The eastern section passes through almost flat terrain except for

7360-451: The elevated embankment of the ROB over the central railway tracks. The eastern section of JVLR starts from LBS Marg junction. Immediately after this major 4-way intersection, JVLR crosses over Central Line at about 100-metre distance. There is an existing 2-lane ROB on the JVLR at this location. The ROB is located in between Kanjurmarg and Vikhroli railway stations, which are located on the north and south of ROB respectively. Immediately after

7475-472: The end of section 1, no roadside drains were present. Along Section 2, roadside drains were provided on either side near IIT campus and one side near the stretches opposite Hiranandani Gardens. The downward slope side of the hill section does not have roadside drains. Along section 3, roadside drains were not provided along the existing 2-lane carriageway. Throughout the JVLR, no localised flooding has been reported except during incessant rains lasting for more than

7590-414: The end of this section, JVLR aligns through Milind Nagar and Tungawa hutments and meets Saki-Vihar Road opposite L&T Gate No 5. The land use pattern along the western section of the JVLR is predominantly residential, especially the stretch along the western end of the section. Residential areas viz., Majaswadi, Pratapnagar, Anand Nagar, Green Field Society, Durga Nagar and Sariput Nagar are located along

7705-400: The existing storm drainage system/drains in the area at appropriate locations. The design of storm water drainage system was based on the guidelines given by IRC SP–42. The important parameters in the design of storm drainage system are the design rainfall intensity and estimation of runoff. Concrete rectangular drains were installed along the road for the road surface drainage system. Soil in

7820-561: The failure is not catastrophic. Each highway drainage system is site-specific and can be very complex. Depending on the geography of the region, many methods for proper drainage may not be applicable. The highway engineer must determine which situations a particular design process should be applied, usually a combination of several appropriate methods and materials to direct water away from the structure. Pavement subsurface drainage, and underdrains help provide extended life and excellent and reliable pavement performance. Excessive moisture under

7935-547: The households and shopkeepers were accommodated in the tenements and shops constructed on the land at the Majas site, which is about 2 km from the project affected area. Some PAHs from Section III were provided an option of resettlement at a nearby site in Kanjurmarg. A parcel of 1.2 hectares of land was acquired from Majas village, situated within a 2 km radius of the affected structures of PAH. 1156 units (983 Residential, 140 shops and 33 Amenities) were constructed at

8050-576: The intersection requirements, median and footpath of the existing LBS Marg for 150 m length on either side near the intersection was also carried out under the intersection improvements. The JVLR flyover slip roads on both sides are concretized. The only junction on the eastern section of JVLR is with Seth Govindram Jolly Marg in Tagore Nagar, Vikhroli (East). Wilbur Smith and Associates, commissioned in 1962 to study transportation in Bombay, proposed

8165-401: The intersection was also carried out under the intersection improvements. The Chandivali junction facilitates traffic exchange from AGLR and Saki Vihar road to the JVLR, and helps share the traffic load at Saki Naka junction. Hiranandani junction and DP Road junction: The traffic on Hiranadani Road is mainly intra-city, when then intersects with a mixture of through and intra-city traffic on

8280-816: The late 19th to early 20th century. The first research dedicated to highway engineering was initiated in the United Kingdom with the introduction of the Transport Research Laboratory (TRL), in 1930. In the US, highway engineering became an important discipline with the passing of the Federal-Aid Highway Act of 1944 , which aimed to connect 90% of cities with a population of 50,000 or more. With constant stress from vehicles which grew larger as time passed, improvements to pavements were needed. With technology out of date, in 1958

8395-428: The level of skill sets required to manage highway construction projects. This skill varies from project to project, depending on factors such as the project's complexity and nature, the contrasts between new construction and reconstruction, and differences between urban region and rural region projects. There are a number of elements of highway construction which can be broken up into technical and commercial elements of

8510-427: The load of the vehicle across the cracking. CRCPs solely rely on continuous reinforcing steel to hold the pavement's natural transverse cracks together. Prestressed concrete pavements have also been used in the construction of highways; however, they are not as common as the other three. Prestressed pavements allow for a thinner slab thickness by partly or wholly neutralizing thermally induced stresses or loadings. Over

8625-596: The locality. Chandivali (Vidhan Sabha constituency) Jogeshwari-Vikhroli Link Road The Jogeshwari–Vikhroli Link Road ( JVLR ), is a 10.6-kilometre-long (6.6 mi) 6-lane road with a central median in Mumbai which connects the Western Express Highway and Eastern Express Highway providing speedier access from Jogeshwari in the Western Suburbs to Vikhroli in the Eastern Suburbs . It

8740-471: The main intention of these signals was for safe crossing of the pedestrians. Since, the distance between IIT Main Gate, IIT Market Gate and Gandhi Nagar junctions is less and due to high traffic volume on Adi Shankaracharya Marg, traffic jams are common especially during peak hours. Grade separated pedestrian facilities (like footbridges) have been constructed to reduce the necessity of pedestrian traffic signals at these locations and lead to faster traffic flow on

8855-458: The mid-1980s, the section between IIT campus and Saki Vihar road was connected south of Powai Lake. The final 2-lane wide link connecting Kamal Amrohi studio and Saki Vihar Road was constructed in 1994. The JVLR had a varying cross section; the road was barely a 2-lane single carriageway for some of its length, with deficient geometry. It also carried significant goods traffic, and by 2002, was grossly inadequate to cater to traffic demand. In 1994,

8970-449: The middle section of JVLR is predominantly Institutional, residential and commercial. Other major land use pattern observed is industrial land use along the western and eastern end of this stretch of JVLR. Powai Lake is located along the northern edge of JVLR. The significance and sprawl of the lake can be gauged from the fact that JVLR traverses along the southern bank of Powai Lake for a length of about one kilometre. Major institutions viz.,

9085-406: The middle section, including the end junctions i.e. Saki Vihar Road junction and LBS Marg junction, the details of which are given below: The Saki Vihar Road junction, also known as the L&T junction, is the first junction on Section 2 and is a staggered one connecting Section 1 with Section 2 via the Saki Vihar road. The JVLR from the Section 1 side (or Jogeshwari side) and from Vikhroli side join

9200-413: The natural cracking of the pavement. These pavements do not use any reinforcing steel. JRCPs are constructed with both contraction joints and reinforcing steel to control the cracking of the pavement. High temperatures and moisture stresses within the pavement creates cracking, which the reinforcing steel holds tightly together. At transverse joints, dowel bars are typically placed to assist with transferring

9315-435: The only direct east–west link between these Highways for a considerable distance towards north of Greater Mumbai. Prior to 1994, the link road was available for traffic only in segments. Access was possible from Andheri (East) through Marol and up to Kamal Amrohi studio on the western side. On the eastern side, access was possible from LBS Marg (Gandhi Nagar junction) and up to the Indian Institute of Technology (lIT) campus. In

9430-499: The past, making the financing of public highways a challenge. The multipurpose characteristics of highways, economic environment, and the advances in highway pricing technology are constantly changing. Therefore, the approaches to highway financing, management, and maintenance are constantly changing as well. The economic growth of a community is dependent upon highway development to enhance mobility. However, improperly planned, designed, constructed, and maintained highways can disrupt

9545-401: The pavement surface. When local material costs are excessively expensive or the material requirements to increase the structural bearing of the sub-base are not readily available, highway engineers can increase the bearing capacity of the underlying soil by mixing in Portland cement, foamed asphalt, or use polymer soil stabilization such as cross-linking styrene acrylic polymer that increases

9660-414: The pavement system. These underlying surfaces may include either the aggregate base and sub base layers, or treated base and sub base layers, and additionally the underlying natural or treated sub grade. These treated layers may be cement-treated, asphalt-treated, or lime-treated for additional support. New Material A flexible, or asphalt , or Tarmac pavement typically consists of three or four layers. For

9775-448: The pavement. In addition to the slab panels, temperature reinforcements must be designed to control cracking behavior in the slab. Joint spacing is determined by the slab panel dimensions. Three main types of concrete pavements commonly used are jointed plain concrete pavement (JPCP), jointed reinforced concrete pavement (JRCP), and continuously reinforced concrete pavements (CRCP). JPCPs are constructed with contraction joints which direct

9890-401: The planning, scheduling, construction, and maintenance of highways. This process is known as an Environmental Impact Assessment , or EIA, as it systematically deals with the following elements: Highway systems generate the highest price in human injury and death, as nearly 50 million persons are injured in traffic accidents every year, not including the 1.2 million deaths. Road traffic injury

10005-612: The project consisted of the 4.9-kilometre-long (3.0 mi) stretch from the Western Express Highway to Saki-Vihar Road junction. Section II was the 4.4 km section from Saki–Vihar Road junction to LBS Marg junction, and Section III contained the 1.3 km stretch from LBS Marg junction to the Eastern Express Highway . For the purpose of execution, the work was divided into two phases - Phase I comprising Sections I and III and Phase II comprising Section II. The L&T Flyover and LBS Marg Flyover (which are part of

10120-408: The project is awarded to Consulting Engineering Services (I) Pvt. Ltd (CES) based on the technical merit and financial quotation. The letter of intent to commence the work was issued to the consultant vide MMRDA letter dated 3 August stating therein that the work has to commence within 10 days from the date of issue of letter. The formal contract between the MMRDA and CES for the consultancy services for

10235-416: The project was signed on 10 October 2003. The entire project to widen and improve the JVLR was implemented in two phases, and completed in February 2012 at a cost of ₹ 221.45 crore (equivalent to ₹ 417 crore or US$ 50 million in 2023). The overall responsibility for rehabilitation was entrusted to the MMRDA, who coordinated with all other agencies in the implementation process and oversaw

10350-436: The relatively low tensile strength of concrete, thermal stresses are extremely important to the design considerations of rigid pavements. Rigid pavements are generally constructed in three layers - a prepared subgrade, base or subbase, and a concrete slab. The concrete slab is constructed according to a designed choice of plan dimensions for the slab panels, directly influencing the intensity of thermal stresses occurring within

10465-458: The road alignment passes over almost level ground from L&T factory to lITB campus. Beyond lITB campus, the alignment runs down over a steep hill further to meet LBS Marg. The middle section is aligned along the south bank of the Powai Lake, and the section is also known as Adi Shankaracharya Marg. The initial portion of the alignment starts with staggered junction on Saki Vihar road near

10580-410: The road from either side for most part of its length. A narrow industrial land use corridor is located between LBS Marg and the Central Line and running parallel to them is also observed. Major industrial facilities belonging to Hindustan Lever Limited, Sprite Industries and Cadilla Pharmaceuticals are located within this corridor. A part of the marshy and wasteland site opposite Kanjurmarg railway station

10695-710: The road passes through a series of adjacent residential areas namely, Majeswadi, Pratap Nagar, Anand Nagar, Greenfields Society, Durga Nagar and Sariput Nagar. Towards the western end of this section, a commercial recreation park called Fantasy Land was located, which has been closed and replaced by Oberoi Splendor Grande housing complex on the northern side of JVLR. Towards east of this, the JVLR aligns along Kamal Amrohi Studios, State Government-owned Nursery, privately owned Matoshri Park, SEEPZ Industrial area, BSES Office, L&T Realty and Larsen & Toubro (L&T) factory. Between BSES and L&T factory, JVLR crosses over Aarey Farm area, Mithi River, and BMC Water Pipelines. Towards

10810-562: The safety of our highway systems. The most appropriate location, alignment, and shape of a highway are selected during the design stage. Highway design involves the consideration of three major factors (human, vehicular, and roadway) and how these factors interact to provide a safe highway. Human factors include reaction time for braking and steering, visual acuity for traffic signs and signals, and car-following behaviour. Vehicle considerations include vehicle size and dynamics that are essential for determining lane width and maximum slopes, and for

10925-450: The selection of design vehicles. Highway engineers design road geometry to ensure stability of vehicles when negotiating curves and grades and to provide adequate sight distances for undertaking passing maneuvers along curves on two-lane, two-way roads. Highway and transportation engineers must meet many safety, service, and performance standards when designing highways for certain site topography. Highway geometric design primarily refers to

11040-400: The service life of a flexible pavement, accumulated traffic loads may cause excessive rutting or cracking, inadequate ride quality, or an inadequate skid resistance. These problems can be avoided by adequately maintaining the pavement, but the solution usually has excessive maintenance costs, or the pavement may have an inadequate structural capacity for the projected traffic loads. Throughout

11155-407: The slope. The corridor of land adjacent to JVLR on either side is being put to extensive and varied use. As the link road is developing into a major network connecting EEH and WEH, the land use pattern along the corridor has undergone a rapid change since it was opened to traffic in 1994. Open and barren wasteland space available in the western and middle sections of JVLR and the marshy land area in

11270-489: The social and economic characteristics of any size community. Common adverse impacts to highway development include damage of habitat and bio-diversity, creation of air and water pollution, noise and vibration generation, damage of natural landscape, and the destruction of a community's social and cultural structure. Highway infrastructure must be constructed and maintained to high qualities and standards. There are three key steps for integrating environmental considerations into

11385-451: The south by Saki Naka and by Marol on the West.There is film studio, one of the oldest in Mumbai with the same name on Chandivali Farm Road and is still active. The locality has a large gated community, Raheja Vihar right at the heart of the area. It has an Assembly constituency in its name and is one of the 288 Assembly constituency in the State of Maharashtra. Chandivali Assembly constituency

11500-476: The southern edge of the road near the EEH junction. They have been significantly modified by human activity. The mangrove vegetation the region is a mixture of Avicennia marina , Acanthus ilicifolius , Excoecaria agallocha , Sesuvium portulacastrum and Aeluropus lagopoides , the majority of which is occupied by Avicennia marina, one of the widely occurring species of mangroves in and around Mumbai. The widening of

11615-427: The system. Some examples of each are listed below: Typically, construction begins at the lowest elevation of the site, regardless of the project type, and moves upward. By reviewing the geotechnical specifications of the project, information is given about: A subbase course is a layer designed of carefully selected materials that is located between the subgrade and base course of the pavement. The subbase thickness

11730-490: The under-construction Green Line) and Vikhroli EEH (Interchange with the proposed Purple Line). The Pink Line is slated for completion in late 2023 or early 2024. However the carshed for the same has not been notified yet. The western section of JVLR drains through the Oshiwara river (via the WEH drainage system or via Majas Nallah) and Mithi river systems (directly into the river, via drainage channel at pipeline bridge or via

11845-530: The updated MLEA report. CES prepared the updated MLEA report taking into account the changes in baseline environmental conditions since 1998 and also the changes and minor alterations in technical proposals of the project. CES conducted a baseline survey in November 2001 and submitted the draft updated EA/EMP report to the MMRDA in January 2002 for review. The MMRDA invited proposals from 6 shortlisted Consultancy firms vide its letter dated 3 March 2003, to provide

11960-435: The visible elements of the highways. Highway engineers who design the geometry of highways must also consider environmental and social effects of the design on the surrounding infrastructure. There are certain considerations that must be properly addressed in the design process to successfully fit a highway to a site's topography and maintain its safety. Some of these design considerations are: The operational performance of

12075-442: The western end of Section I of JVLR. The middle segment of this section passes through open hilly area and Aarey Farm area. Milind Nagar slums and Tungawa hutments on either side mark the eastern segment of the section. Besides residential land use, other major land uses observed along this section of JVLR are viz, industrial, commercial, and recreational. Major Industrial area viz. Santacruz Electronics and Export Promotion Zone (SEEPZ)

12190-508: The western section of the JVLR include Acacia auriculiformis , Ailanthus excelsa , Albizia lebbeck , Bombax ceiba , Cassia siamea , Ficus benghalensis , Ficus religiosa , F. Glomerata, Pongamia pinnata , Terminalia catappa and the Thespesia populnea . The dominant avenue plantation along the eastern section of the JVLR showed similar composition as that of the western section. Along the eastern section, mangrove swamps are present along

12305-421: The wheel path over an extended time. The service life of a flexible pavement is typically designed in the range of 20 to 30 years. Required thicknesses of each layer of a flexible pavement vary widely depending on the materials used, magnitude, number of repetitions of traffic loads, environmental conditions, and the desired service life of the pavement. Factors such as these are taken into consideration during

12420-472: Was appointed as the nodal agency. The detailed engineering study for the project was carried out by Wilbur Smith Associates Inc. (WSA) during 1998–99. Detailed traffic analysis and forecast for the road was carried out by WSA in 1998 as part of the detailed engineering and design of the JVLR. A detailed project report was prepared by Wilbur Smith Associates in 1998. The MMRDA appointed AIC Montgomery-Watson Consultants (India) Pvt Ltd to undertake preparation of

12535-524: Was completed in a period of two years. The key activities included completion of land acquisition including transfer of land, organizing and preparing the PAH for shifting, forming and registering of co-operative housing societies and women's groups, actual shifting of affected residential and commercial units and completing post resettlement activities such as transfer of maintenance fund to society's account and initiation of economic rehabilitation activities through

12650-425: Was developed in the late 1980s and has offered changes to the design approach, mix design, specifications, and quality testing of materials. The construction of an effective, long-lasting asphalt pavement requires an experienced construction crew, committed to their work quality and equipment control. Construction issues: A prime coat is a low viscosity asphalt that is applied to the base course prior to laying

12765-475: Was identified and chosen for resettling some of the Project affected families (PAFs) affected due to the railway projects that were implemented under the MUTP. With the implementation of various R&R and CEMP measures for this resettlement site, the land use pattern along northern edge of the JVLR stretch was altered. There are several minor junctions on the western section of the JVLR. There are 5 major at-grade and grade-separated junctions or junction sets on

12880-447: Was issued on 17 July 2003, and originally scheduled to complete in 20 months. The contract for Phase II was put to tender for ₹ 584.4 million (US$ 7.0 million), and was awarded to Unity Infraprojects Ltd. for ₹ 531.3 million (US$ 6.4 million). Consulting Engineering Services (I) Pvt. Ltd. were appointed as Project Management Consultants for this phase. The work order for Phase II was issued on 10 February 2005, and construction

12995-673: Was one of the two east–west road corridor projects implemented under the first phase of the MUTP, and were intended to ease commutation problems and act as links between Mumbai's Eastern and Western Suburbs. The World Bank agreed to provide financial assistance. The JVLR and SCLR projects were initially entrusted to the Public Works Department, and later to the Maharashtra State Road Development Corporation (MSRDC). The Mumbai Metropolitan Region Development Authority (MMRDA)

13110-495: Was opened to traffic in 1994, and widened from two to six lanes in 2012 at a cost of ₹ 221.45 crore (equivalent to ₹ 417 crore or US$ 50 million in 2023). The under-construction Line 6 of the Mumbai Metro is being constructed on this link road. L&T flyover ( Magnetic flyover ) on this road has a gravity hill effect where vehicles seems to defy the gravity with the optical illusion of rolling up

13225-551: Was originally scheduled to complete in 14 months. As part of the Mumbai Metro master plan, Line 6 ( Pink Line ) is being constructed on the road from Swami Samarth Nagar in Lokhandwala Complex , Andheri, to Kanjurmarg, between the west and east of Mumbai. It will also have seven interchanges, of which two will be with the Western and Central lines of the Mumbai Suburban Railway , and five with

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