April - June 2010 • Volume-33 • Issue-2

Editor : V. S. Ramana

Editorial team : K. Sridharan | Alex Benjamin

: V. Ramesh Kumar | Gopi Kannan. S

: V. Eswar | Ashwin Chand | Mayura. K

Subha Anand

Photography : V.S. Natanavelu

Design & layout : Global Print Design, Chennai

FocusThe 2010 Commonwealth Games are scheduled to take place at New Delhi between October 3 -14, 2010. This is expected to be the biggest international sporting event to be hosted by India after the 1982 Delhi Asian Games. In preparation of this and as a first major step in welcoming the guests, the Government of India gave the mandate for expanding and modernising the Indira Gandhi International airport at New Delhi to the GMR led - Delhi International Airports limited (DIAL).

In the true spirit of participating in the international sporting event, L&T participated in the international competitive bidding and won the EPC contract for building the country’s major infrastructure development initiative and completed the T-3 airport project ahead of time – in a record of 36 months! This world-class infrastructure project was unveiled and dedicated to the Nation by the Hon’ble Prime Minister of India – Dr. Manmohan Singh on July 3, 2010. Moreover, the Emirates flight Airbus A-380 from Dubai touched down at the airport on July 14, 2010 marking the commencement of its commercial operations, followed by many other flights.

In terms of speed, scale and sophistication DIAL airport is the largest infrastructure project ever executed by L&T (ECC), to-date. In tune with the Olympic motto, citius, altius, fortius - meaning faster, higher and stronger, L&T has been creating construction records that is really growing faster, reaching higher and growing stronger year after year, breaking its past performance.

Construction Excellence

L&T has always been delivering projects with speed, safety and quality meeting international specifications and ensuring customer satisfaction. This is achieved by a well integrated project execution team with exceptional skills, high quality project management, value engineering, global sourcing, high performance, best design, safety, health and environment aspects including sustainability factors.

This issue of ECC Concord is exclusively devoted to DIAL’s T-3 project and we are proud to bring to you a series of detailed articles on the design and construction of the largest and busiest airport in the country. L&T-ites transformed the project from a bold concept to a breathtaking reality synergizing their skills with integrity, dedication, collaboration and innovation not only to win the heart of our customers and stakeholders, but also to win the hearts of the people of India and people of other countries visiting the capital.

We hope that you will find this issue interesting and at the same time you may want to preserve it as one of the few vintage issues and add it to your collectors’ volume. Happy reading.

- Editor

In this issueApril - June 2010 • Volume-33 • Issue-2

3 ...Creating a World-Class Gateway to India’s Capital

18 ..........Meeting the Spectacular Design Challenge

27 ....................................... Interface Management

30 ...................................................Project Control

32 ............................... Passenger Terminal Building

33 .............................................. The Terminal Roof

36 ............ Enveloping the Airport in a Glass Façade

39 ................................................... Air Side Works

44 ............................... Passenger Boarding Bridges

46 ........................ A New Gliding Experience at T-3

49 ..................................................Lighting Up T-3

53 ............Heating, Ventilation and Air Conditioning

58 ...................................Public Health Engineering

60 ................................. Baggage Handling System

63 ................... Fire Detection and Protection System

66 ..........................................................IT Systems

Kaliedoscope

70 ......................................................Inauguration

73 ...................................................... New Orders

76 ......................................................... Exhibitions

77 ..................................... Corporate Sustainability

78 ..............................................................Awards

ECC CONCORD April-June 20103

Creating a World-Class Gateway to India’s Capital

The swanky new airport terminal T-3 at Indira Gandhi International Airport, New

Delhi has been successfully completed by Larsen & Toubro (L&T), and the project was dedicated to the Nation on July 3, 2010. After 36 months of bustling activity, L&T - India’s largest construction organization has given a concrete shape to the dream airport and gateway to India’s capital. India’s heritage and prowess will be made known worldwide through this iconic structure and gateway of India.

Designed with a capacity to handle 34 million passengers, T-3 is the largest airport in India and one of the most advanced and fastest built international airport terminals in the world. The new terminal also joins the league of airports that operate

Airbus A-380, the world’s largest passenger aircraft.

Located on the outskirts of South Delhi, the T-3 terminal is approximately 15 km away from the city and can be reached in 45 minutes drive wading through well-connected six lane winding roads and flyovers. The terminal is also connected through a dedicated Delhi Metro railway line.

As one draws closer to the airport, the passengers are greeted on the left side by a row of palm trees planted on the median of the newly built six lane divided road surrounded by beautifully landscaped gardens and the mighty T-3 terminal set as the backdrop. From here a beautiful ramp leads the passengers into the new passenger terminal building with a multi-level car park and airport operations control service

building on the right side. A subway tunnel from the metro station also terminates here in addition to a skywalk bridge connecting the car park to the terminal. This new integrated passenger terminal building (terminal 3) with two pier structures cater to both domestic and international traffic, including arrivals and departures. 90 per cent of all passenger traffic at T-3 would be handled via aerobridges and six of these aerobridges are compatible for the Airbus A-380. There is a five-level in-line baggage handling system installed in the terminal in addition to travelators that transport people from one point to another within the expansive terminal.

Larsen & Toubro, ECC Division won the contract to build the new airport from the GMR-led Delhi International Airport Private Limited (DIAL) in February 2006.

A perspective of the T-3 Airport

ECC CONCORD April-June 2010 4

Delhi International Airport Limited

The new terminal is part of the project for the modernisation and upgradation of the Delhi airport awarded to Delhi International Airport Limited (DIAL), a joint venture company formed by the Bangalore-based GMR Group, Airports Authority of India (AAI), Fraport and Malaysian Airport Holdings.

The T-3 airport project being developed by DIAL under Public Private Partnership has been given the mandate to finance, design, build, operate and maintain the Delhi Airport for 30 years with an option to extend it by another 30 years.

As part of the first phase DIAL has already commissioned the third runway - one of the longest in Asia at 4,430 metres - in September, 2009. That makes the Delhi airport the country’s first and among the very few civilian airports in Asia to have three operating runways. The runway is equipped with CAT IIIB Instrument Landing System at both ends allowing the aircraft to land even when the visibility is as low as 50 metres. The passenger terminal building was also completed and commissioned in July 2010.

The order, secured against international competitive bidding, was an end-to-end contract which involved design and construction of a state-of-the-art passenger terminal, and one of Asia’s longest runways.

Taking a bird’s eye view, T-3 terminal is 2.8 km long from one end to the

other. The Passenger Terminal Building (PTB) with its departure complex at the upper level and the arrivals at the lower is flanked by the two pier building structures, each having two tiers measuring 1.2 km in length. The main terminal is designed to be functionally simple and architecturally elegant. Consisting of eight levels, the

passenger terminal building is 28m above the ground level with a built-up area of 5.5 lakh sq.m. L&T completed this structure in a record time of 18 months. The apron area spreads out to 6.3 lakh sq.m.

Within PTB there are 168 check-in counters equipped with Common

Side view of the PTB with roads leading to the departure / arrivals


Usage Terminal Equipment (CUTE) and Common User Self Service (CUSS) facilities for generation of self check-in boarding passes. In addition, L&T has installed 63 elevators, 31 escalators, 88 travelators (automatic walkways) and 78 passenger boarding bridges (aerobridges) including the ones which would serve the Airbus A 380 upper deck. This apart, there are 98 immigration counters instaled for the international passengers. In addition there are 3000 closed circuit television sets and 2500 access control entries in the airport.

Distinct features of the T-3 terminal include an in-line baggage handling system which has four sorter machines with a capacity to cater to 12,800 bags per hour and 6.5 kilometers of conveyor system with 12km of belts and 3500 sensors system for automatic bag tag reading

which captures the information on each individual bag. This is stored in the ‘Sort Allocation Computer’ thus ensuring that baggage data is available at any given point of time. There are 41 X-ray machines to ensure fool-proof baggage screening and passenger safety.

Once the passengers reach the terminal, they can watch a movie at a hall, shop at the various outlets, or savour different cuisines at the several food and beverage courts. There are ample options for eating, shopping and entertainment for passengers as well as their relatives/ friends accompanying them.

Moreover, the terminal has been built to provide the highest service level so that the least possible time is taken in all processing areas such as main entrance gates, check-in counters, baggage screening, immigration and

security check, so that the passengers spend quality time while they are at the airport. The airport gets ample natural lighting and is provided with recycling of water through a 10 MLD sewerage treatment plant with zero discharge and 310 rain harvesting pits.

The magical transformation

This magnificent new terminal by its sheer dimension is massive in its size and awe inspiring to look at with its spectacular architecture and design. The entire terminal with its all-round infrastructure, stands as a mute testimony to the skill of L&T construction engineers and workmen - their skill of engineering, design, planning and the thrill of execution. Racing against time, everyone in the project gave their best in terms of performance and the entire project was executed by

The meeter-greeter area with dancing art forms on the glass façade


each and every person involved with the entrepreneurial zeal of an entrepreneur. Each engineer was given a challenging task and a free hand, to meet the most demanding specification and deadline. In the course of execution every employee displayed his/her abilities by unlocking their unlimited potential. In the process, each one learnt different lessons, that were innovative, imaginative, managerial, behavioural, attitudinal through some means or the other. As the project culminated to its final form, the scintillating experience moulded each individual and turned them into a different person altogether. The time and pace with which the work was carried out exposed them to a professional culture that was totally different, where increased responsibility and increased labour did not frighten them, instead, provided them with more strength and synergy with a single purpose of achievement. Thus, a thick foliage

with wildlife was transformed into a landmark structure in the most expeditious manner by L&T-ites.

Delhi airport promises to give a truly “international” experience to passengers and guests arriving to the city for the prestigious Commonwealth Games in 2010. What is the kind of experience one can carry back home is reflected in the following pages.

Terminal-3 Architecture

“Ingenuity” is the essence of the Architectural design and detailing for Terminal 3, IGI Airport, New Delhi. Being one of the largest airport terminals in the world, it easily boasts high in magnitude of practically everything, right from length, size, volume to area and consumption of construction materials. This enormity in scale is derived from the number of passengers the terminal has to cater to in the years to come. Designed for 2016’s estimated capacity of

34 million passengers per annum, the scale of the building determines the comfort and facilities that can be provided to the passengers. Spread over a total floor area of 5.5 lakh square meters the building comprises of 8 floors (2 basements) of the Passenger Terminal Building and 2 Pier buildings (International and Domestic Pier - 3 levels each). Designed with the intention of being the gateway to India during the Commonwealth Games 2010 and a symbol of India’s infrastructural advancement, Terminal 3’s design is the culmination of design ideas, innovation, conviction and national pride vying for excellence in design and quality at the international arena.

The Passenger Terminal Building (PTB) which facilitates both international and domestic flights broadly comprises the Departure and Arrival hall areas including all associated MEP services, Baggage Handling System,

The colossal Passenger Terminal Building

(contd. on pg. 10)


Delhi Airport ranked 4th in the world

The Indira Gandhi International Airport (IGIA) has been ranked the fourth best airport in the world in the 15-25 million passengers per annum category by the Airport Council International (ACI). The council, an international association of the world’s airports, has also ranked the IGIA as the Best Improved Airport in the Asia Pacific region. Two airports from India have bagged the top honours from the Airport Council International. While the Rajiv Gandhi International Airport (RGIA) in Hyderabad has been ranked as the world’s best airport (in the 5 to 15 million passengers category), Delhi’s Indira Gandhi International Airport (IGIA) was conferred the fourth best airport award in the world (in the 15-25 million category) and ‘Best

Improved Airport’ in the Asia Pacific Region in recognition of its substantial improvement in passenger amenities in the existing terminal T-1B.

The Airports Council International (ACI) is an autonomous and independent body that rates the airports on 34 parameters which includes services of key regulatory agencies at the airport like customs, immigration, security, ground handling, ambience of the airport, cleanliness of the terminals, passenger satisfaction etc.

The awards were presented in China by the Airport Council International, which has 575 members operating over 1,633 airports in 179 countries.

Times of India (Delhi) May 13, 2010

Equipment Quantity (Nos.)

Static Plant / Equipment

Batching Plant (30-240 cu.m, combined capacity - 960 cu.m/hr)

08

Hot Mix Plant (160 - 260 tph)

03

Crushing Plant (250 tph) 03

Steel Service Centre (3000 & 5000 t / month)

02

Tower Crane 10

Weigh Bridge (Total 560 t capacity)

08

Mobile Equipment (Heavy & Light)

Tandem Roller - (8 t) 20

Vibratory Soil compactor - (18 t)

08

Pneumatic Tyre Roller- (27 t) 05

Asphalt Mobile Feeder 02

Soil Stabilizer (280 cu.m/hr)

04

Wheel Loader 12

Bitumen Sprayer 06

Cement Spreader 35 TPH (8kg/sq.m)

06

Seiezer Lift 55

Other cranes (08t to 300t) 81

Sensor Pavers (10 m maximum width)

09

Boom Placer 06

Concreting Pumps (46 cum/hr)

24

Transit Mixers 110

Power Generator Capacity - (22,675 KVA)

106

Welding Machine / Rectifire

120

Trailer & trolley 121

Major Plant & Machinery Deployed directly by L&T

Wide roads providing clutter-free connectivity to and fro the terminal building

Durgesh Singh - Project Control


ECC Concord Editorial team bought some time-off the busy schedule of Mr. I. Prabhakara Rao, Chief Executive Officer, Airport Development, GMR Delhi International Airport Limited and interviewed him on May 25, 2010 at DIAL’s Project Office in New Delhi. At this point of time, the structural works of the new airport terminal (T-3) was fully completed by L&T and airport systems work were in the advanced stages of commissioning. A jubilant Mr. Rao immediately conceded to our request and shared with us many interesting facts and figures on the remarkable achievements at the T-3 terminal executed by L&T.

Excerpts from the interview:

About GMR’s entry into airport operations

GMR group is always focused on the core sectors of the economy and infrastructure development. When opportunity comes the GMR way, we look into how we can strategically enter the business and run it successfully. That is how we entered into the power sector, way back in 1995. For this, we had to do a lot of research and try to understand the dynamics of the domain before entering into the business. This has been a key reason for the reasonable success rate for GMR group in the power sector and of course in the airport sector too.

Hyderabad International Airports Limited has been an excellent experience for GMR Group especially because it was not only our first airport business in India but also a first-of-its-kind private sector initiative to cater to the nation.

You all know that recently HIAL received the coveted award from the Airports Council International as the best airport in the world in the 5 to 15 mppa category. It is a dream for any Indian to be in the topmost position in the world and this was possible due the granular detail to which we look into the business along with all our stakeholders and partners

About the DIAL project

The DIAL project was an open bid in international competitive bidding. Based on technical, financial

and other parameters we were selected for the airport developmental project in 2006. This was a build, operate, own and transfer initiative, with an initial concession term of 30 years, extendable by a further 30 years. Keeping this in mind, we have taken the help of experts from across the world such as Fraport AG and Malaysia Airports Holding BhD.

The biggest challenge is that unlike Hyderabad, this is a brown field airport. At the time when we took over the IGI Delhi airport operations, it was running over and above the 12 million capacity and the inflow was close to 16 mppa. So it was a difficult task to improve the capacity of the existing terminal building without affecting the passenger movement and amenities provided. We also knew that the new terminal T-3 will take about 3 years to start operations and hence it was important to reorganize the operations at the existing terminals T1-B and T-2 without affecting the comfort of the passengers. The existing domestic terminal building was also quite old and creating new space was very difficult. But with the excellent support from all the stakeholders and partners we could overcome this challenge. But what is more exciting is that even without the T-3 coming into the picture, Delhi airport has already bagged an award for being the 4th best improved airport in the world in the 15 to 25 mppa category. So getting two awards in the airports segment that we are presently operating gives us a great sense of pride and achievement.

Everybody looked upon T-3 airport as a “National Project” and worked hard by completely involving themselves in it ...


The challenges faced during the construction of T-3 terminal

T-3 was a big challenge. The government has set very tough standards and guidelines to follow, of which one of the key challenge is that 90% of the passengers should be enabled to use the passenger boarding bridges. When we started the project, the capacity for T-3 stood at 22 mppa, but now when we conducted a recent study as per the agreement, the projected capacity stands at 34 mppa. This is a big jump in numbers. So when we are talking about 90% passengers through boarding bridges, there was a need for a bigger infrastructure. So to factor this increase in passenger flow the building space was increased which now stands close to 5 million square meters. We had to maintain highest quality standards while executing the project within the limited span of time.

About L&T’s participation at DIAL

After winning the international competitive bid, we at DIAL brought L&T into the picture as a design-build EPC Contractor. Meaning, we had to design and start construction in tandem. This was how we could mitigate the short timeline that was available.

L&T’s mobilization of equipment and labour at critical moments has been very helpful in the timely completion of this project. The team involved in the project has worked very hard and has put in long hours of work and effort for the timely completion of this project.

One of the key drivers for this project is that every stakeholder involved in this project did not look at it as ‘our project’ and ‘your project’. Instead everybody looked upon this project as a “National Project” and worked hard by completely involving themselves with their heart and soul in the project.

An airport gains more significance as it is an

infrastructure that is being created for public use

and hence we have an added responsibility to

create comfortable and safe facilities that would

benefit the people.

Opinion on the construction industry in India

In my opinion the country’s construction industry

needs more focus on issues like planning, safety,

effectiveness, quality and finishes. The construction

industry at India is still an unorganized sector. There

is still a huge scope of mechanization, speed and

automation to complete the job in the time limit

without sacrificing the quality.

On the other hand, I believe Indian engineers are

very good learners. There are a lot people who have

learnt on this project and I believe it’s a significant

value add in their careers.

Key differentiators that set DIAL airport apart

from all the other airports in the world

The canyon area is a major key differentiator.

Passengers who come into the canyon area after

a long journey will be given a feeling of openness

to relax themselves. Apart from this, the entire

airport has been conceptualized keeping in mind

the convenience of the passengers. Another key

feature is the professional manner in which the

baggage would be handled using state-of-the-art

technology. The multi level car park is the biggest

in India with a capacity of 4300 cars. DIAL

is also the only airport terminal in India which

has nine levels.

The retail area is a major highlight where all the

best brands in the world would be available to

create a wonderful shopping experience for the

passengers. The transit hotel that will be housed

inside the airport will provide great comfort to

passengers who have a little extra time in-between

their flights. The transit hotel facility will be

made available to both domestic as well as

international passengers.

K. Sridharan Gopi Kannan. S

Corporate Communications, ECC-HQ, Chennai


offices for different airlines, customs, immigration, etc., In addition, it has retail spaces earmarked for shopping and a massive 100 room hotel and restaurant on the fourth floor. The distribution of space is dictated by its functionality and passenger movement, apart from comfort to passengers and optimum security in operation of terminal activities. From the perspective of a passenger, what is great about this airport can be very

easily gauged from the experience of a visitor with a 360 degree view of the airport.

The efforts put in by L&T for the last three years has culminated in the realization of a magnificent structure that is touted to be the talk of the country. The Passenger Terminal Building (PTB) and the Pier buildings in its modern and dynamic form is the built reality of the concept that was undertaken by L&T.

Experiencing T-3 Departure

The effectiveness of a good airport environs can be gauged by the way it can positively affect the spirits of the passenger, either by enlivening the mood in separation or rejoicing with the thrill of home coming. At T-3 terminal, the design of departure areas pertains to this ideology, rendering the spaces as transition zones, where functional requirements have been draped with aesthetics and spatial modulation to provide comfort and tranquility to the passengers moving their way to the aircraft.

Forecourt

Departing passengers access the Departure level at +10.00m through the ramp leading to the forecourt. The forecourt essentially is a passenger drop off zone comprising of 9 lanes with 6 dedicated passenger drop off lanes, adjacent to 3m wide curbs. Stretching across the length of the PTB (about 300m), the forecourt is sheltered by the avant-garde design of the fabric roof, forming a translucent barrier to sunlight and providing protection from rain. The forecourt is followed by the external landside concourse, a transitory space engulfing the check-in hall. The concourse in its emotive rendition of design has similar finishes as the PTB interiors and provides ample space for passengers to bid adieu to their near and dear ones prior to entering the check-in hall.

Passenger Terminal Building

The check-in hall is accessed through the extrovertly designed entry portals clad with white colour backed glass, adding flare to the austere interiors. The hall, with its 300x80m space with elaborate volume rendered through the high roof sitting at 18m at the

Unique Achievements - DIAL T-3 Project

One of Asia’s longest commercial runway of 4.43 km with Code F and CAT III B illumination completed in just18 months

India’s largest aviation fuel system (13 km long) designed to cater to demand till year 2036

6.4 lakh sq.m of apron area to park a combination of 115 aircrafts of different sizes

The terminal building T-3 with 5,50,000 sq.m built-up area (equivalent to 91 football fields in area) is the largest terminal in India

T-3 terminal with 78 aero bridges, boasts the highest number of passenger boarding bridges at any single terminal among all Airports of the world

12,800 bags per hour capacity in-line baggage screening system with 5 levels of security checks along with CUTE and CUSS equipped check-in system is the largest baggage handling system (BHS) in India

CTX (computer tomography X ray) machines and 4 independent tilt tray sorter in BHS have been used for the first time in India

Inclined travelators is being used for the first time serving smooth Passenger movement from skywalk to arrival & departure levels of terminal building. This skywalk connects MLCP to the main terminal T-3

Asia’s longest travellator of 118 m length helps in comfortable passenger movement at Piers

One of the largest IT-control center for centralized monitoring of Airport operations installed with 10x5 m video wall holding 28 screens at AOCC (Airport operation control centre)

Thermal cameras with CCTV provisions are used for the first time in India at strategic locations

1,65,000 sq.m of carpet, sourced from Brintons of UK but manufactured in Pune, is incidentally the largest carpet order in the world

Ashok Kumar & Abhishek Nath - Project Control


highest point from the finished floor provides a sensation of grandeur and security to the passengers. The hall with its openness in design and function allows movement of passengers freely within the space enriching the experience of the passengers. The check-in hall consists of 168 check-in counters distributed over 6 locations (check-in islands) so as to ensure minimal check-in time for passengers. It also has the provision of 28 additional check-in counters for future development. The check-in island canopy is designed aerodynamically to match the philosophy of aviation design, and at the same time cater to MEP requirements of the hall. In addition, the check-in hall provides 84 ticketing counters, 4 over-sized baggage counters, provision for about 35 CUSS (Common Use Self Service) kiosks, facilities like Forex, toilets, reserved lounges, access to hotel, facility for passengers with reduced mobility seating lounges, etc.

The hall, surrounded on three sides by external facade and one side by internal glass facade symbolizes modernity in design. This grey hue of the facade acts as a frame to the mostly white interiors which comprise of the articulate corian column cladding, ACP cladding for walls, white granite of the flooring, and metal false ceiling; this monotony of white is broken by the linier lighting, colour backed glass of counters, the canopy and the scattered patterns in brown and golden of the granite. The volume of the hall is complemented by the interplay of light and shade of the skylights which stretch throughout the width of the hall. Following the check-in hall is the space for security-check and immigration. With a view to meet ing the requirement of only 10 minutes wait for International passengers during the immigration process, a total of 44 immigration counters are provided to cater to the same. Security frisking booths

following this are 30 in number (16 for domestic and 14 for international) with provision for future expansion.

The Canyon Area

Functionally the requirement to separate landside and airside areas after security is adopted as a design feature in the conceptualization of the canyon area. The enormity of the yawning space in the canyon area is accentuated by the 27m high columns clad in flaring corian. The columns rise above and touches the roof interspersed by the skylight, that floods the 300x15x28m volume with natural light. The canyon design is a realization of the vastness and depth of India as a country, culture and heritage. Murals and images, symbolically asserting Indian tradition and culture act as humbling and soothing experience to the departing passengers. On moving through the bridges across the canyon, the passengers are led to the retail

The star attraction of T-3 - the Canyon area with its signature Mudras to greet international travelers on arrival to India

(contd. on pg. 16)


DIAL project has been a unique and fascinating experience...

When did the project commence and your first reaction when you knew that you are appointed the project leader of DIAL?

The final negotiations were held at Hotel Leela, Bangalore on 2nd December 2006, between Mr.A.M. Naik and Mr.G.M. Rao for the DIAL Project.

When I met Mr. K.V. Rangaswami during the meeting, he asked me to head DIAL Project. It was a mixed reaction, as at BLRO we were already executing Bangalore International Airport project as a Regional Task Force Team, hence it was a fairly familiar situation, but, the concern was about executing such a big project including design and procurement within a short span of 3 years. However, I decided to accept the challenge. Incidentally, it was my birthday that day and I have taken it as birthday gift from KVR.

What was the situation of the site then?

At the starting point, we faced two major roadblocks. A village located in the centre which was to be relocated and rehabilitated immediately as we need this area for housing the labour colony. This brown field of about 3000 acres was covered with green foliage and there were also some wildlife including animals like neelgais, deers, rabbits, etc. We have built special cages to house these animals and the client had them safely relocated to suitable habitats.

Keeping the project plan in front of you what were the strategies you adopted first to mobilise the 3M (men, machine and material)

I should say, that the top management has strongly supported this project and has gone out of the

Though L&T engineers have been executing a wide variety of infrastructure and industrial projects for various clients and customers, very rarely do they get the right space to locate their project office in a vantage position to efficiently monitor the progress of construction. Recently the editorial team of ECC Concord had an opportunity to step into the incredible project office in New Delhi from where Mr. M.P. Naidu (MPN), Project Director of L&T including his team conceived the master plans and gave a concrete shape to DIAL T-3 airport project. When we called on him, he was looking out of the wide glass window that offered him a spectacular view of the entire airport. We were in fact awe struck at the panoramic view of the beautiful airport project from his cabin and enjoyed the wonderful sight.

Mr. Naidu is managing this project for the last three years right from day one and he has been virtually seeing the project rise above the ground in scale and dimension including culmination of the project on July 3, 2010. Building a project of this magnitude is unprecedented in the history of L&T and it has given the entire project team overwhelming joy and pride apart from high energy, knowledge and enthusiasm to take on more such challenging projects in the future. In this interview to ECC Concord, MPN explains how the DIAL project has been a unique and fascinating experience for him and his team.


way in readily mobilizing 200-300 staff during the first few months itself. Orders were released immediately to procure critical equipment worth Rs.300 cr. to match peak requirements. For the first time in a project, a team comprising of 100 best designers and draughtsman were posted on-site immediately to commence design and engineering activities.

Any social issues faced and the mitigation plans? (resettlement, deforestation, etc)

The client has taken active interest and very efficiently managed the rehabilitation of the village and interfaces with the local authorities in our day-to-day works. This has helped us a lot in our execution.

What were the challenges in mobilising resources? Especially P&M?

In the initial phase of the project, majority of the works were directly executed by L&T - CWP works and they required huge quantities of heavy equipment such as soil stabilizer, tandem roller, cement spreader, sensor paver, batching plant, tower crane, steel service centre, etc. There was also a need for large quantities of shuttering, reinforcement and bar-bending workmen which was a challenge before our team. As mentioned earlier, the requirements were identified and suitable equipment ordered immediately to respective suppliers to ensure timely delivery at site. The peak strength of workmen mobilized was 27000 people. Their accommodation, safety training, job training, etc. were also big challenges. We engaged the services of senior retired police/defence officials to supervise these activities effectively.

HR management and motivation techniques implemented to steer the team towards the goal

A number of senior staff across the Operating Companies were assembled for various tasks. This is a matrix system where roles are defined based on the individual’s expertise than their hierarchies’, with a single motto of building a world-class airport. It was a challenge working for three years, for more than 12hrs per day with the client’s sunrise meeting at 8.30am and sunset meeting at 8.30pm almost on a daily basis. The family members of all the employees require to be complimented for allowing their spouses to be away at work for long hours.

Many staff were laterally recruited and were familiarised with L&T with special induction training and a lot of hand holding exercises. The staff matters


were reviewed on a weekly basis with necessary feedback on the expectations. The HR department has done a commendable job by rising up to the situation.

What are your experiences in sourcing, selecting and inducting 87 subcontractors from 10 countries?

The procurement department with the able support of design department could finalize 65 subcontract packages of Rs.3800 cr. in a short span of 12 months. This involved a mammoth task of interacting with 300 (120 international & 180 domestic) bidders for tender discussions, evaluation and contract administration.

Which is the most crucial task faced and over come by you?

There were very few companies available anywhere in the world that was willing to execute the present magnitude of works within the short time available. Our procurement team & designers have constantly interacted with them to prepare the tailor-made specifications to ensure maximum participation of the bidders.

What according to you is the single most important factor that helped in such rapid progress of the project?

During execution of the project, some of the major subcontractors like ABB (Electrical Works), Yuanda (Glazzing works), Interarch (Roof Sheeting) were falling behind the targets. Any further delay would have adversely affected the project. L&T, as the main contractor did not allow this to happen and we stepped in with our resources and executed the critical works to put the project back on track. This has been one of our major contributions for the success of the project.

Which according to you is the best and state-of-the art feature of this airport and what makes it so?

This airport is provided with the state-of-the-art IT system. This is a comprehensive system with ample redundancy, capable of providing maximum information for optimum utilization of resources, for constant monitoring, fault

identification and with diagnostic tools for almost all systems in the airport.

The efficiency of airport operations largely depends upon this IT system. Very few airports in the world have such advanced and sophisticated systems. Our IT team comprising L&T InfoTech colleagues have developed the concepts and IT architecture with the help of external consultants. This is a big achievement and we can foresee many similar jobs.

Project execution at DIAL should have exposed you to several unprecedented technology and construction practices. What according to you is the best of such learning that you wish to suggest to other project sites?

This being the biggest infrastructure project executed in India by L&T thus far, there are many systems like Air-conditioning, Fire fighting, Baggage handling, Glazing etc., which are the largest such systems in India. We have adopted several advanced technology for all these systems. Execution of these systems has been a great learning and confidence building to our team. Managing and interfacing with multifarious systems and coordination has also been a new area of learning.

What according to you has been the biggest and most significant experience at the DIAL project in terms of handling a large team of people?

L&T has adopted new tools and systems that are required for this scale of execution and we did not hesitate to experiment with new material and methods.

Some of these include web based document control system and design interfaces, steel services centre for reinforcement fabrication, computerized profile control system for asphalt payment works and innovative construction material like “glass grids” to achieve best quality and to meet stringent specifications.

Execution of this project has proven that L&T is capable of scaling up of its capabilities as the situation demands. Technology and size are not the constraints as we have the necessary managerial capabilities of executing the job of our own and through subcontractors be it domestic or international.


Incredible Quantities for an Incredible Airport

PHE (Internal & External)

Toilet Block : 145 nos

Internal Piping : 160 km

External Piping : 127 km

WTP : 5 MLD

STP : 15 MLD

Sanitary fixtures : 3,500 nos

Fire Fighting

Cable : 600 km

Piping : 355 km

Valve : 577 nos

Sprinkler : 1,10,000 nos

Extinguishers : 5400 nos

Detector & Indicator : 40,000 nos

Airport System VHT

Elevator : 63 nos

Escalators : 31 nos

Travelators : 88 nos / 5.2 km length

Baggage Handling

Baggage Transfer Capacity : 12800 bags / hr

Conveyor : 6.4 km

Belt : 12.4 km

X ray Machine : 41 nos

Field sensor : 3500 nos

Motor : 1168 nos

IT System

Network Data & Voice point : 49000 nos

UTP Cabling : 2800 km

OFC cabling : 250 km

CCTV Cameras : 3300 nos

Speakers : 8500 nos

Access control points : 2500 nos

Flight information displays : 729 nos

Telephony points : 4600 nos

CUPPS & CUSS : 536 check in / boarding stations

Others

Boarding Bridges : 78 nos

AGL Lights : 8500 nos

Aviation fuel piping : 13 km

Ashok Kumar - Planning Manager, Project Control

Civil Works Concrete : 27 lakh cu.m

Reinforced Steel : 1.60 lakh t

Form Work : 17.5 lakh sq.m

Asphalt : 9.8 lakh cu.m

Earth Work : 1 crore cu.m

Building Envelope Structural Steel : 26,000 t

Roof Sheeting : 2.02 lakh sq.m

Façade Work : 1.8 lakh sq.m

Finishes Works Granite, Kota & Vitrified : 1.68 lakh sq.m (including toilets)

Carpet : 1.65 lakh sq.m

False Ceiling : 3.6 lakh sq.m (including toilets)

Doors : 3360 nos

Partition (glazed & dry) : 65000 sq.m

Railing : 48 km

Signage : 4437 nos

Counter : 542 nos

ACP cladding : 1.5 lakh sq.m

Corian cladding : 15,500 sq.m

MEP Works HVAC

Chillers : 08 nos (2500TR each)

Ducting : 2.5 lakh sq.m

AHU : 756 nos

FCU : 851 nos

Cooling Tower : 8 cells

FAN : 657 nos

Electrical

Conduiting : 950 km

Cabling : 1100 km

Tray : 133 km

Wiring : 6000 km

HT/LT Panels : 961nos

HSD Storage Tank : 05 nos (80 kl)

Power Transformer : 62 nos

DG Set 11kV : 14 nos

Isolators : 220 nos

Lighting fixtures : 75,000 nos


the aircrafts through the Fixed Link and Node building which link the Pier and the Passenger Boarding Bridges (PBB). Terminal 3 has 55 contact stands and 30 remote stands to access the aircrafts. The node buildings are designed with colourful overture which provide aesthetic relief to the surroundings. This completes the transition in the mood of a passenger from sober to exciting to awe inspiring to reflective and thereby taking the passenger through an invigorating experience.

The Arrival Experience

Passenger arrivals in Terminal 3 begins from PBB to the Pier arrivals. Pier arrivals act as a transit corridor leading to the PTB arrivals hall through the Canyon. Pier arrivals like the other spaces wear a suave look in its white interiors, and brown carpet. The metal false ceiling is designed to house the lighting over the travelators adding a demure relief to the space. The pier arrivals have essential

facilities like rest rooms, MEP and IT service rooms and offices. The space encourages unidirectional movement, which is essential for security and functionality of the process. This leads to the PTB arrivals canyon area, where the passenger is welcomed into this large space with murals on the feature wall. As mentioned earlier the Canyon is a symbolic assemblage which provides a glimpse of the Indian culture to the arriving passenger. The Canyon feature wall is composed of an arrangement of concave and convex discs of copper with nine protruding mudras or ‘yogic hand features’. Stretching across the length of the canyon these dynamic murals announce the Indian ethos in a calming and artistic manner providing a welcoming gesture to the arriving passengers. The international side has 44 immigration counters which precedes the baggage reclaim hall. The reclaim hall has 12 baggage reclaim carousels including 2, which act as swing carousels oscillating with

area. This area in its own splendor and vibrant design has a retail space of 30,000 sq.m distributed in two levels. The retail space facilitates airline lounges, food courts and an array of shops.

Walking across the breathtaking grandeur of the canyon, passengers are finally led to the aircraft through the piers. The pier buildings act as waiting space for the departing passengers with its various seating lounges and have facilities like toilets, parent’s room, seating, travelators for conveyance and retail outlets. Finished with ACP cladding for walls and columns, metal false ceiling and carpet for flooring, the 1.2 km long building has 4.6-4.4m clear height, which enhances the habitable volume of the space. The glass facade on either side of the building enables clear view of the apron area and the aircrafts while the passengers wait in the lounges. Moving further, passengers board

Departure hall in the PTB with spatial modulation to provide comfort and tranquility


the demands during international or domestic peak. In addition to this are 2 over-sized baggage carousels, information counters, 10 customs counters, and other facilities like toilets, lounges, forex, retail areas, etc. The hall is defined by the saw-tooth shaped metal false ceiling which adds interest to the interiors in the event of passengers waiting for baggage. Other finishes of the space comprise ACP cladding, granite floor and landscaping. The passengers exit the terminal through the gate portals by crossing through the internal landside concourse. The concourse, acting as a transitory space before exiting the building has facilities such as transfer check-in (11 counters), onward travel centers, retail spaces, etc. This leads onto the external landside concourse which has pick-up spaces, with designate lanes for different category of vehicles.

Airport Facilities

The above mentioned activities and facilities cover the passenger arrivals

and departures through contact stands. In addition to the above are passenger movements like arrivals and departures through bussing and different type of flight transfers. Each of these facilities are catered through specific lounges, and facilities. Also, there are specially designed VIP and VVIP lounges provided to cater to senior government officials. Finishing for all the above mentioned areas are done keeping in mind the quality and the standard of aesthetics and comfort that is at par with the international standards. The cumulative figures with 1.10 lakh sq.m of granite from Saudi and remaining area with 28,145 sq.m of vitrified, 25,177 sq.m of kota and 1,64,774 sq.m of carpet, 3.60 lakh sq.m of false ceiling with 2.84 lakh sq.m of metal panels being imported from Germany and China, 1.10 lakh sq.m of internal ACP works and 15,462 sq.m of Corian Cladding clearly spell out the scale, effort and care that has been taken in achieving the set standards. Also access to destinations within the building envelope within the allowable time is of utmost

importance. To facilitate the same, Terminal 3 has a total of 63 elevators, 31 escalators and 88 travelators. The building is ably facilitated through FIDS (Flight Information Display System) and wayfinding signages for the passengers’ benefit.

The PTB and Piers are facilitated through the airport connection building and the skywalk, which connect the terminal building to the metro station and the 4300 capacity multi-level car parking. Airport Services Building, Fire Stations, Pump Rooms, Cooling towers of huge capacities, form the flood line of the Terminal Building. Conceptualized as the jewel in the crown of the national capital, Terminal-3 today is the realization of a nation’s dream. The building will not only cater to one of the busiest air traffics in the world but also set a benchmark for infrastructural development of the country; an awe inspiring achievement that will symbolize the country’s progress at the International stage.

Surj Mangat, Sthaladipti Saha, C.Y. Shivaji - Design Team

One of the 12 baggage reclaim carousels at arrival area


Developing an airport on Design Build basis on a barren land from concept to completion

within a stringent timeframe involves thinking the unthinkable and networking with innumerable coordinates – client, consultants, government, architects, vendors, suppliers and understanding every requirement of the project in great detail.

Consequently every idea is well internalized, conceptualized, planned, transformed into engineering scales with its calculations, calibrations and finally they are put into drawings and other deliverables for ensuring a seamless flow of master plans and strategies for construction of the built environment.

More than 400 design engineers from ECC’s EDRC department were involved in this formidable task of building the T-3 terminal at IGI airport New Delhi and burnt their midnight oil to give a concrete shape to the dream airport.

Interfacing with innumerable agencies was not an easy task, this required a special skill and communication ability to define and re-define every great idea into an easy to understand and easy to handle tool that is the drawing in the hands of the execution team for translating the vision into reality. What were the real design challenges involved in the engineering and execution of this new T-3 terminal at IGI airport, mega project in scale, size and sophistication is delineated in this article.

Scope

Unlike the regular design deliverables such as design calculations and drawings, obtaining statutory approvals, surveys and geotechnical investigations, the T-3 airport terminal at DIAL project involved several different and unique additional responsibilities like:

Review and validation of employer’s requirement

Identification and incorporation of stakeholder’s requirements

Design to meet the current, interim and ultimately the saturation phase of the master plan

Preparation of:

Scheme design to meet ¾performance requirement

Meeting the Spectacular Design Challenge

A perspective of the PTB and Piers of the T-3


Technical specifications and ¾tender documents

Design documents ¾

Pre bid clarifications, technical evaluation of vendors

Design management of subcontractors

Interface management

Risk management

Change management

Knowledge management

Testing, commissioning and integration of all works and equipment and assistance during test flights and other airport operational trials

LEED certification of the terminal building

The Design Team

Realizing the extensive and massive volume of work involved, L&T’s design team was mobilized in a very short span to meet the spectacular challenge of preparing and completing the major design related milestones within the time schedule. The team comprised a mix of expert talents with International class specialization to lead, guide and support a majority of young and dynamic team of genii whose average experience was in the range of 12-18 months.

In addition, EDRC collaborated and associated with some of the great names like Airbiz, Woodhead, Meinhardt Aviation, and CSE to draw their expertise in specialized areas of Airport Planning, Airport Architecture, Baggage Handling System and IT systems. Not satisfied, some more global consultants like Jacobs Consultancy, Lerch Bates, PV Gmbh, SKM were also engaged along with DRI, Spectral, Sanelac and others to cater to the anticipated magnified requirements.

The overall design organization matrix of L&T was contemplated

and structured to meet the specific requirements of Airside/ Landside/ MEP Terminal Building/ IT Systems and Airport-wide utilities vertically and this was integrated with every disciplines horizontally. A separate Interface discipline was identified based on the past experience of ECC at GMR’s Hyderabad International Airport Limited (GHIAL) and Bengaluru International Airport Limited (BIAL) to ensure proper coordination of activities. QMS was implemented from the very beginning to demonstrate L&T’s ability to consistently provide quality services in every deliverable, meeting customer requirements apart from providing value added services to enhance all round customer satisfaction.

Salient Design Features

38000 drawings of equivalent A1 size

Over 5000 design documents

184 tender documents for procurement

Team of 400 design engineers at peak including 40 expats on site

Around 7000 design man- months including 10% expat

Over 15 global consultants

Over 10 local Consultants

More than 30 visits abroad for inspection

Design document storage capacity 2 TB

95% of documents reviewed within 14 day cycle

Indian and British Standards were hosted online for immediate reference

Knowledge sharing done internally

PTB / Landside Structures

The most significant part of the airport construction is the mammoth terminal building, which comprises the passenger terminal building (PTB) and two pier buildings (domestic & international). This has a total floor area of around 5.5 lakh sq.m. The biggest challenge in structural design of PTB was arriving at the most appropriate, safe, sound and construction friendly structural system for meeting the fast track nature of the project. Thus PTB was designed with grid floors up to 10m level and dual system (flat slab plus shear wall construction) for floors above.

Perspective of the Canyon area


Being a project of national importance, the structural design philosophy of the terminal was based on a 75 year design life with prime importance given for durability of structure using M45 grade concrete along with appropriate cover to the rebar – meeting total Employer Representative (ER) requirements. The building was provided with expansion and shrinkage joints to cater to thermal fluctuations, in addition to 2 hour fire rating. Water proofing system by EPDM & TPO membrane methods were adopted for basement and roof construction respectively.

Value engineering was given its due importance right from the commencement of the project by adopting raft foundation instead of piles, based on thorough, rigorous soil-structural continuum analysis (FLAC3D), with design validation done by IIT-Delhi, resulting in considerable time and cost saving in execution. The sub structural system involved raft for PTB basement and combined strip foundation for piers. Moreover, the structure was designed to accommodate all specialized airport systems and utilities viz BHS, VHT, VDGS, PBB, and other services and finishes.

The most striking feature of the structural design was that it was carried out by L&T’s in-house design engineers. The total design was evolved taking into consideration various changes and modifications including time required for making structural changes through inputs provided by different sources. Nevertheless, L&T was able to complete the entire design package to the complete satisfaction of client well within the stipulated time due to the dedicated efforts of the design engineers.

Thus, transforming the barren land with L&T’s creative concepts and designs and thereafter putting up a design built environment in 24 months from January 2007

to January 2009 was not an easy task and this required an interplay of several factors, interface with different agencies including high-end ‘Imagineering’ skills in producing the drawings, giving rise to structures one after the other.

Forecourt

An Innovative design was adopted for the forecourt area using Voided Flat Slab which almost cut 40% of the cross section area as voids occupied with void formers to reduce the self weight of the structure. The joint system movement was specially designed using Noise Reducing Sinus Plate, in which modular type movement joints have been used for the first time in India to take care of the thermal and seismic movement.

Fabric roofing system was the preferred choice for the forecourt roof area in view of the inherent qualities of its elegant and dynamic shape, light weight with high tensile strength, excellent weather resistance, ease and fast erection.

Poly Tetra Fluro Ethylene (PTFE) coated fabric (0.8mm thick) was used as roof covering for around 10793 sq.m with a flaring profile.

The gutter on the roof is also made of fabric provided with a specialized syphonic drainage system comprising stainless steel sump and drain pipe. Manufacturing and profiling / fabrication of fabric was carried out in Japan and imported to India. Testing of the fabric was carried out at the manufacturer’s lab and third party labs both in Japan (as per JIS) and Germany (as per DIN) and inspected by EDRC team.

The innovative design of steel supporting structure and fabric was carried out with the main tri-chord trusses along with dual-chord arch trusses spanning 18m between the main trusses. The main trusses were supported on four splayed / flared posts connected to single main column which rest on the forecourt. Fabric was tensioned and connected along the length of the tri-chord truss and locked with peripheral edge beams by means of aluminum extrusions. The entire fabric roof installation was completed within a short period of 3 months.

MEP

Since L&T had assigned the MEP design task to a very small team of engineers having good background

Perspective of the departure rampside at the Pier


experience in the field, shouldering this project came as a very big challenge for the team. However, mustering courage and fortitude, the team defied the initial teething trouble and successfully produced their deliverables within the given timeframe.

Since the concept design of the services provided by the employer was very schematic, it presented a daunting task for the team to turn this into workable details and inputs. Added to this, the detailing of concept drawings involved a monumental task of deciphering every detail conforming to International Codes like NFPA and for the first time they had to refer some codes like the NBC-2005, etc.

Racing against time MEP team had to provide detailing of inputs for various plants / equipment / substations / switch rooms /sumps, cutout provisions in slab including retaining walls and loading details of equipment etc., in different areas. Moreover, they were required to carry out concept design along with equipment sizing / arrangement and it must be mentioned that the team came out with almost 80% accuracy. For a team of young and inexperienced engineers, obtaining 80% accuracy level is somewhat a remarkable achievement that too after imposing over 400 changes and modifications required by the employer.

In fact, several battles had to be fought between the Employer / PMC and other stakeholders for addressing various details. For example, in the main chillers and substation located in the sub-basement of the terminal building, there were many conflicts in the floor space (for risers) and ceiling space as the overall height of the structure remain fixed (due to seismic, span and loading requirements). Even though the entire services were deemed to be Design & Build packages, MEP team had to

carryout preliminary design and co-ordinate with Architectural team to provide the ceiling height intent.

The space struggle on PTB floor was the highlighting feature of the design process due to limitation created by operational and functional restrictions which was turned around to become a success story through innovative design solutions.

The concept of using walkable service tunnels and trenches though new to the airports in India, it was initially resisted but finally accepted by the employer and became the main feature of the T-3 services design. Civil construction and laying of services (HT cables, water pipes, fire water pipes and condenser water pipes) within these tunnels were carried out concurrently which otherwise (in directly buried condition) would have lead to an increase in 6 month duration in construction and access / maintenance issues later during operation life of the system.

In April 2008, the design team with great difficulty brought together all MEP / EPC subcontractors on a common platform and familiarized the subcontractor design teams with complete airport functional and operational requirements just to

keep pace with the civil construction requirements at site. The time frame provided in the subcontract required almost 25,000 drawings/documents to be reviewed by MEP design team in a span of 4-5 months, which it did with great success and thereafter the work was carried out very smoothly with great zeal, spirit and enthusiasm.

The Building Information Modeling (BIM) software, which was made available to the MEP design team in October 2008, speeded up the process of co-ordination that was much needed in the race particularly to meet the finishing stage works. BIM technology in view of its high versatility made all the subcontractors coming on board later to visualize the existing services and plan their installations accordingly. The software in fact, came as a boon to incorporate all the last minute changes and modifications to be carried out due to Change Orders issued by the client without much delay.

In due course, with the impact of new technology, knowledge enhancement and building up expertise, the role of MEP design team also changed and it played the Consultancy Role for the

Shop drawings extracted directly from the coordinated BIM model


employer when the change orders were introduced. With absolutely no brief provided to the MEP design team, they took a pro-active approach on various issues and suggested design solutions acceptable to the client which resulted in timely execution of the project.

Airport Services Building

Consisting of ground plus four stories, the airport services building is the nerve centre for airport operations. This building underwent complete architectural changes, three times to meet employer’s evolving requirements. Finally it settled for the pleasing design it wears today with its avant-garde exteriors in glass and ACP panels housing the key control, security and emergency operations for maintaining a secure environment.

Carrying out the MEP designs for this building came out as a critical task and the team had to take on the additional role of site co-ordination of all services. Moreover, the MEP subcontract issued for this building was based on SITC (Supply, Install, Testing & Commissioning) rather than Design & Build concept due to paucity of time and employer’s confidence entrusted with the MEP design team.

Airside Services & Utilities

T-3 terminal being situated in an area of New Delhi where there is no municipal water supply, bore wells were the only source of water at the time of commencement of the project. With continuous exploitation of underground water by nearby residential areas and the existing terminal T-2, the water table was depleted at a faster rate every year.

On an average, it was estimated that the withdrawal rate of underground water would exceed recharge rate by year 2017. To overcome this crisis, the design team planned, designed and constructed a 5 MLD Water Treatment Plant (WTP) and 13 MLD Sewerage Treatment Plant (STP) for the current phase using zero liquid discharge to storm water. The total demand of 200 MVA capacity with 42 MVA DG backup amply demonstrates the size and complexity involved in carrying out the design with necessary interface.

Airside Structures

Airfield Pavements

The aircraft pavements at DIAL have been designed to cater to the biggest of aircrafts including the Code F A-380 Superjumbo flights. The runway is primarily made of asphalt construction with concrete end portions. The Runway, one of the longest in Asia at 4430m, has displaced thresholds on both ends to cater to obstructions around the airport. Pavement structure designs were developed using LEDFAA software as per FAA guidelines and details verified using COMFAA software. Terrain modeling was undertaken using 12D modeling software to ensure proper compliance of cross-falls and longitudinal slopes allowing quick extraction of design information. The runway design incorporated a continuous stabilized sub-grade for its 5 rapid exit taxiways which enabled designers to thin down the pavement layers thereby reducing pavement materials, construction time and also bringing down the haulage disturbance on the pavements.

The apron layout was developed with the assistance of Airbiz consultants from Australia to optimize parking layouts of the 48 contact stands and 9 non-contact stands within

BIM serves as a spatial database, simulating actual physical conditions in support of facility operations and maintenance


the area of 6 lakh sq.m. The design included 29 Multi Aircraft Ramp System (MARS) stands which allows either one wide body aircraft (i.e. 747, A-380) or two smaller narrow body aircraft (i.e. 737, A-321) to use a particular stand. Simulations of aircraft movements using Autotrack software also ensured that designs were compliant with ICAO and DGCA requirements. The Airside Infrastructure underwent rigorous scrutiny by an ICAO review team who verified and authorized the designs.

Airfield Ground Lighting

The Airfield Ground Lighting (AGL) system provided on the new airfield pavements at Delhi International Airport is Category IIIB compliant meaning that aircraft can still operate in conditions where visibility is as low as 50m. Both ends of the Runway are complimented with precision approach system which has been harmonized with the AGL.

The AGL design incorporates an advanced state-of-the-art control

and monitoring system (CMS) which allows for the integration to other navigational systems such as the Runway Visual Range, Surface Movement Guidance and Control System, Visual Docking Guidance System, therefore providing seamless transfer of control and high-end reliability. The system incorporates Advanced Single Lamp Control using cutting edge technology to allow the system to interrogate and report on the operating performance of each individual light fitting. The CMS communicates over a dedicated fiber network with redundant PC links that allow multiple alternate control points in the event of faults. Power for the AGL incorporates multiple redundancies ensuring utmost safety. The system also allows for direct remote support from Germany for fault analysis and system maintenance.

The combination of features incorporated in the design provides a very high level of runway incursion protection through its combination

of stop bars, induction loop sensors, signage and markings. Likewise, the lights leading to each individual stand is interlinked to the Visual Docking Guidance System and Stand Allocation System meaning that pilots can receive the clearest guidance while maneuvering their aircraft. The system was briefed to Air Traffic Control and safety committees who supported the design. Meinhardt Consultants from Australia and Airpelec Consultants from Malaysia supported the development of the system.

Fuel Hydrant System

All aircraft stands at Terminal 3 will have aviation fuel delivered via underground hydrant system. The system consists of 13km of 600mm diameter pipe configured in two main loops with smaller 150mm diameter branches feeding to hydrant points at the surface. The high volume pipes have valves strategically located around its length to allow for flow control and isolation in the event of

Perspective of the forecourt area with the escalator from the DMRC station


leakage. The buried pipes connect to existing fuel storage facilities to the West of the terminal with the connection pipes passing under two taxiways. Due to its location, the system has been designed to cater for future expansion to include all stages of the DIAL Master plan. Hydrant and Fluid Flow modeling software was used to ensure the system could provide the eventual capacity of 2000 kL/hour in 2036. The design was developed with the assistance of fuel consultant Red Mallee from Australia. The system includes a Failsafe Emergency Stop Button system which allows for rapid shut down of fuel supply in the event of a fuel spill. As no detailed drawings were available for the existing fuel farm, LIDAR Survey was used to quickly develop the required information. The system uses laser imaging to deliver millimeter accurate 3D CAD drawings which saved considerable time.

Storm water drainage system

Storm water drainage system is a critical system which impacts the operation and maintenance of airport to a great extent. Seasonal monsoon in Delhi produces enormous quantities of runoff that poses potential risks of flooding and damage to the property, if not controlled and maintained properly.

The catchment area of airport is about 1078 ha and divided into 92 sub-catchments of airside and landside developments for saturation plan 2025. RAFTS hydrological modeling was used to generate runoff hydrographs and MIKE 11 program was utilized to analyze the hydraulics of the drainage system. Flood modeling behavior had been analyzed for the entire drainage network for 1 in 5 years, 1 in 50 years and 1 in 100 years rainfall intensity and flood mapping for 3

ARI periods are adopted to ensure safety from flooding and to minimize peak discharge at the outfall. Design rainfall estimates were generated using statistical analysis based on historical rainfall data recorded at the Palam Airport. Land use, catchment delineation and average catchment slopes were determined from a Digital Terrain Model and the Saturation Plan of DIAL airport.

To cater to for the hydrological requirements, the airport drainage system comprises a series of open channels of about 40 km, pipe culvert and box culverts for about 10 km, apron drain of about 4.5 km. To protect the environment from oil and aviation fuel, 9 Tilted Plate-type Oil-water Separators have been provided for all apron areas. These separators have unique FRP plates tilted for oil separation against conventional API Gravity Separators thereby minimizing the total area required to almost 50%. Fitted with Oil Skimmer Pipes

Designers of HVAC, electrical, PHE and FDP fields used clash-detection tools


at top and Sludge Conveyance Pipes at bottom, these separators can handle peak storm water flows from apron during rains and are capable of capturing 150 micron oil particle size and bringing down the Free Oil Content to below 20ppm.

About 95% of drainage structures were made of precast elements to allow fast track construction and cost optimization. For this purpose, vertical pipe/box casting machines were mobilized by L&T for the first time in India to increase the productivity. Over 400 plus Rain Water Harvesting Structures (RWHS) of different types and sizes have been installed along the entire Airside Drains which provides a ground water recharge potential of 8.22 MLD by the year 2016. The artificial ground water recharge imparts a healing touch to the already exhausted ground water reserve in the airport area which is expected to sustain and maintain a balance reserve of 150 MLD of ground water by 2016 developmental plan.

Landside Access to Terminal-3

The landside access design for the airport provides the connectivity between the Terminal 3 and the National Highway – 8 (Delhi – Jaipur) and covers the Inter-terminal traffic circulation plan, approach and departure roads along with connectivity to other facilities such as Multi Level Car Park (MLCP), Airport Services Building (ASB), Police station, Airport Village, graded taxi and bus parking, VVIP and staff access, airside accesses, cargo terminal, and the hospitality district.

The master plan proposes a system of four terminals developed on either side of a central road called the central spine starting from the Mahipalpur junction on NH 8 with

a central reserve width of 125m. The central spine consists of two carriageways of 10 lane roads with a central reserve of 6m under which is the DMRC Metro tunnel.

The Origin Destination Matrix was used to calculate the traffic volumes on each road links to arrive at the lane configuration based on the lane capacity for the projected traffic volumes till 2016. Design considerations were given to cater to airport wide drain, utility corridors, landscaping and to factor in the future expansions.

IT Systems

The design team had to design, review and manage various subconsultants for the following IT systems:

Flight Information Display System (FIDS)

Common User Passenger Processing System (CUPPS)

Common User Self Service (CUSS)

Baggage Reconciliation System (BRS)

Message Distribution System (MDS)

Building Management System (BMS)

Access Control System (ACS)

Closed Circuit Television (CCTV)

Telephony

Public Announcement and Voice Alarm system (PAVA)

Master Antenna Television system (MATV)

Control Centers (CC)

Electronic Point Of Sale (EPOS)

With meticulous planning and thinking ahead a series of IT systems as listed above had to be installed. Providing detailed design for these systems was a great challenge.

Since most of the responsibility for IT systems were in the purview of individual subcontractors who were engaged very late in the project. Crucial decisions like fixing details, provisioning, space allocations, etc. were collected much ahead of time from these subcontractors to minimize future changes when designs did eventually get finalized. This made the job much easier for execution.

Challenges faced

Designing and building a new Greenfield airport terminal and runway of the largest magnitude involves many challenges and the contractor has to face these challenges and take them into the stride in the interest of executing a mega project of national importance, meeting the time schedule with quality and speed. Some of the challenges faced by the L&T design team is listed below:

Interfacing with different contractors and agencies for different services within a very congested worksite posed several logistic and coordination problems

Highest standards of quality and safety had to be maintained while meeting the pressing deadlines

90% of airside infrastructure works undertaken using precast concrete technology for expediting the project schedules

Incorporating over 400 Change orders on a fast track project without time over run is a great challenge

Coordinating with External agencies for review of L&T designs - airside design by ICAO, PTB raft design by IIT


Delhi, Independent Engineers (Engineers India Ltd) scrutiny of design, Rapid review of subcontractors’ designs

Getting support for change of PTB foundation design to shorten construction time

Incorporating a new mezzanine retail area after the structure has been completed

Ensuring scope clarity and concept understanding, preferably for contractors engaged later

Knowledge Management

To ensure that both the good and bad experiences from the project are captured and carried forward, a comprehensive effort has been made towards knowledge capture. It was ensured that all specifications, method statements, learning, successes, failures, etc, are recorded for every discipline in a single

repository. Wherever appropriate, a series of typical drawings have been developed from the work undertaken to enable streamlined design in the future. Briefings and training sessions have also been held on a periodic basis to enable every discipline to share their experiences with their colleagues from other disciplines. This has enabled staff to develop a more holistic project-wide understanding and improved interdisciplinary appreciation. Many of the elements of the BIAL and HIAL Airport projects have been taken as a basis, developed and implemented at DIAL. This journey has since continued with many of the lessons, documentation, specifications and designs being transferred to both MIAL and even further into future tender proposals.

It was indeed an unforgettable moment of delight and pride for

every L&T-ite when the first flight touched down on the new runway on August 21, 2008. Added to this, the amazing feel, experience and enjoyment for the Design Team to work on the largest airport in India, has never been felt in any other project earlier. The team was exposed to real multi-tasking, multi-cultural, truly international and challenging environment and together they have successfully achieved a mission impossible. The project design team will now move to yet another project for breaking and surpassing the records of excellence and continue their journey.

C.Y.Shivaji, Deputy Design Head

With inputs from Surj Mangat, Sanjiv Sabharwal, David Cugley & K.K.Prasanna.

3D rendering established a platform for selection of color and materials


Interface Management - a critical requirement in EPC projects

Major construction projects today are executed mostly through EPC concepts

which involves multiple project participants from different geographic locations performing the entire design and construction process including procurement of a variety of critical equipment, materials, products and services including interaction with clients and many other stakeholders both internally and externally. It is very important for the prime contractor to continuously interact with all participants and keep them abreast of the developments in the project through timely communication and exchange of information between participants since this is a prerequisite to the ultimate success of a project.

The objective of the Interface management process is to facilitate agreements with other stakeholders regarding roles and responsibilities, timely provision of interface information and identification of critical interfaces early in the project

through a structured process. The overall goal is the early identification of issues which have a potential to impact the cost or schedule, and even minimize or resolve the issues to promote a clear, accurate, timely communication for speedier completion of project.

The implementation of Phase 1A of the T-3 project was to be completed from concept through commissioning in less than 18 months. This task required close coordination of a dedicated design team with that of the construction team to evolve the total design in order to stay ahead of the works on-site.

To facilitate this rapid-fire design and to ensure total interaction and agreement between all parties involved in a well coordinated manner, an integrated software and technology management environment was established. This required designers to follow a discrete set of rules and drawing protocols, enabling each design to be easily shared, compared,

overlaid on each other’s design to resolve issues/clashes and achieve the required interface. As the design progressed into the second phase of the project the interfacing went from 2D to 3D through the use of software Tekla Model. This software, apart from assisting the identification and resolution of issues/clashes, also enabled quick incorporation of changes, and made the subcontractors’ to easily understand the designers stand on every issue and thus it proved to be a useful tool for carrying out the construction in a streamlined way.

Airside, Landside Works

Some of the major interface challenges faced during the construction of Airside, Landside works which brought the subcontractors’ on board for discussion and considerations including some of the advantages of using Tekla are listed below:

Design of trunk utilities required to cater for the Saturation Phase Master Plan of 2036 was


sufficiently scaled back to ensure that the Phase 1 works did not hinder future growth.

Making due allowances within the design right now to incorporate designs to be undertaken by others in the future.

Remaining flexible enough within the design to incorporate hundreds of client change orders, required by the client.

Being confident enough within the design to allow early commencement of works with the knowledge/awareness that the design and interfacing is only partially complete.

While working with contracting staff we can ensure that early works undertaken are based on fixed design considerations and they will be incorporated into subcontract requirements at a later date.

Incorporating new design work into existing facilities both in Airside and Landside areas while also taking

into consideration that the works carried out are within the premises of an existing operating airport, as per contracting terms.

In establishing a formalized interface management process and using mutually agreed procedures and data, the Airside and Landside designs at DIAL were allowed to mature and grow in parallel at the rapid pace required by the project. By identifying and resolving all interfaces on paper, various construction teams were able to plan and implement each one’s respective areas of work with the clear commitment that the complex maze of utilities and services would be executed without any hassle to achieve the final objective and dateline.

Passenger Terminal Building

DIAL had a very specific requirement of Interfacing with the subcontractors during design and execution as it had engaged around 45 world renowned subcontractors. This involved design co-ordination

between client, prime contractor and various subcontractors on different work fronts and services, such as MEP services for resolving space allocation within false ceiling, typical sectional interfaces between Roof–Façade systems, Airport systems, IT systems, Finishing work packages and site co-ordination for proper execution. The widespread building extent inclusive of the PTB building (300m x 300m with 8 floors) and 2.5 km long Piers with three floors had made this task more challenging in terms of availability of co-ordinated designs for different areas from different subcontractors. This was managed by forming various teams or groups with criss-crossing functions and departments for dialogues, discussions and co-ordination. For example, MEP design team with false ceilings, IT & MEP with Flooring & Wall including typical sectional interface signoffs between Roof system, and façade with the design team.

The kick-off of the first group meeting was held between MEP co-ordination team with members

MEP works were designed using BIM


of the false ceiling, which involved 6 major EPC subcontractors. This was coordinated in a well planned manner and paved the way for the rest of several such interactions. L&T’s design team during this meeting showcased for the first time the Building Information Modeling (BIM) technology for 3D modeling, which came as an eye opener for many subcontractors in the project.

The entire PTB for the sake of interface management was divided into 145 blocks, 48 nodes and 76 SCCR rooms. Regular interface meetings (thrice a week for a year) and rigorous follow-ups were done with all subcontractors for their design endorsement for a particular area, superimposing the functional endorsed layouts and space allocation to all services and signoff of coordinated layout as agreed for each identified area. Despite this clashes among services during execution was inevitable due to complexity caused by the widespread area and the number of agencies involved and tight schedule of execution etc. To meet the schedule and overcoming the delays due to site clashes, a procedure of identifying and registering the clashes and

analyzing the probable solutions, a task force was formed to resolve the same at the earliest and pass on the information to the site team for proceeding with the execution of identified area, without any lapse of time. This process of interaction synchronized with all stakeholders and the MEP co-ordination team for the successful execution of the project to a large extent.

The other group involved was for co-ordination of embedded services in the PTB floor which included mainly the electrical and communication networking – electrical cabling, expansion joint, junction boxes, communication cables and all IT fixtures. This also included types of flooring viz. granite, vitrified tiles and carpet. The typical interface details relating to the different subcontractors were identified and signed off to ensure all involved parties were at the same level of understanding/thinking and accordance in relation to design details. This ensured no cropping up of unwarranted issues during execution involving multiple subcontractors. Similarly, roof system, façade and MEP co-ordination was managed expeditiously. Yet another group

was formed for parched finishes (Raised floor, Corian, ACP cladding, sliding doors, canopy, counters, dry wall partition, signage etc) for co-ordination with MEP including IT fixtures, following the same principles of interface and clash resolution.

Site co-ordination was being managed through the floor management concept in which site in-charges along with the subcontractor’s representatives reported to floor managers and they were responsible for completing all works within the limits of that particular area. This was to ensure proper sequencing and smooth execution.

The proper documentation of interface details, the mistakes, errors and omissions including their consequences were taken up through interface management which served as a good learning opportunity. This has been shared for better handling of future communication and better opportunities.

C.Y.Shivaji - Dy. Design Head David Cugley - Airside Manager

Kamal Mehdiratta - Interface Manager

BIM Clash Analysis Images


Project Control - spearheading success

Delhi International Airport is poised to break many existing records of Airport

Infrastructure Construction. To begin with, it will undoubtedly be the fastest constructed airport capable of handling 34mppa completed in a short span of 36 months!

A project of this mammoth scale involving several multinational stakeholders required a very sound Document Management System to support efficient contract administration. The Project Control department which played vital role in DIAL Project success had taken up this challenge head on and set up a system which joins the list of several firsts in DIAL Project.

Document Management

Communication is like the nervous system of any organization. The first biggest challenge after the initial mobilization of resources was to have a very efficient Document Management System that could handle the rapid rate and massive quantity of data. It was also crucial that the right people

see the right information at the right time for the smooth functioning of the project. It was anticipated that thousands of participants from more than 100 organizations will be engaged in the project as sub-consultants, sub-contractors or suppliers and many international agencies will be engaged whose personnel would have to work on-line in this project while being stationed at their home country. The need of correspondence for collecting inputs, its response, collating the data and setting up a process for smooth interface and interaction among the various agencies was a big challenge.

Considering all these facts, the need was felt for a strong yet compact document management system which could be managed /monitored centrally from one point. Initially, for the first few months of the project, a combination of FTP systems, local server based S drives, hard copies and emails were used to communicate. However, with thousands of documents and correspondence items being exchanged per day, the project control team was experiencing

bottlenecks and difficulties in meeting turnaround targets. Factors such as file size restrictions on email accounts meant that drawings or voluminous specifications sent to external stakeholders or in-house users were bouncing back and slowing down the review cycle and such issues were very critical that needed to be addressed proactively.

Though hard copy communication with the client was contractual, soft version of communication was essential to have speedy transactions between various stake holders, customers & vendors. There was a stringent 14 day period specified in the contract for a response, failing which complications such as ‘deemed approved’ & ‘time barring’ come into play. This made the task and need for timely communication even more challenging for the project control team. To overcome such difficulties, they opted for a web based system called ACONEX (an online document management and collaboration system from Australia) for document management.

Aconex stores all project communication - from email, RFIs, site instructions and variation requests, to transmittals and progress claims. The first task for the project control team during the implementation process was the customization phase where the design and frame features of Aconex were tailored to fit the needs of DIAL project. Then followed the training of users and making it user-friendly. The documents which were created and floated initially before the implementation of Aconex, have also been uploaded to the system as historical data so that all documents transacted in this project will be stored in one common platform

Managing Document Flow using Aconex


making Aconex a default tool for managing all documents and mails.

In the last 3 years, at the DIAL project, 1080 users from 90 organizations have been registered and trained on Aconex. Training was conducted in 17 cities of 10 countries such as Australia, Austria, China, India, Italy, Japan, Philippines, Singapore, Thailand and UK. The project control team spearheaded efforts to adopt standardized procedures and guidelines for document submission formats across the board for all the vendors involved, whether they were from Bidar of Karnataka or Milan of Italy. In addition to this, it was also established that all kind of documents in the project like drawings, sketches, design workings, engineering details, RFIs, material submittals, material requisition, progress reports, correspondences, manuals, vendor documents, technical specifications, and any other general documents shall be stored centrally. A document controller was identified exclusively to facilitate the implementation and maintenance of the procedure religiously. The responsibilities of a document controller included:

Storing and maintaining hardcopy and soft copy of all documents and ensure controlled access to the users based on requirement

Maintaining a document index and a register for all hardcopies

Ensuring and monitoring the flow of inward/outward documents both in hard and soft form in accordance with approved distribution matrix

Document ControlArchive Data Volume - 2,663 GB

Total Docs Registered - 7,74,353 nos.

Total Mail Received - 25,05,455 nos.

Total Mail Sent - 1, 48,995 nos.

Successful key initiatives

An EPC project of the mammoth scale of DIAL having multi disciplinary works involving multiple stakeholder and 90 global organization, some of them even surpassing L&T in their annual turnover required sound project management process. The processes had to be of global standards and yet easily implementable in Indian condition. Project Control set up these procedure & successfully implemented them which played a vital part in spearheading success of DIAL Project

Control of project commenced in the very first fortnight when baseline L1 schedule was put in place capturing every major milestone, every critical risk elements, incorporating every critical dependency between various disciplines of works.

During procurement phase every tender that was floated globally or domestically were plugged in critical intermediate milestone dates, access dates for clearly communicating to every participating organization what is expected of them at DIAL project

State-of-the-art Primavera V6 software was used to for scheduling all the packages once vendor came on board and all the schedules that were developed for the DIAL Project in all aggregated to over 30,000 activities with fishnet of intricate interconnections. This in itself purportedly is a record for any project ever done in India.

The large scale standardization drive extended to every aspect of project management from kick off meeting agenda, document transmitting templates & numbering, communication matrix, reporting format for daily, weekly & monthly reports, the regular review meeting procedure & process etc

For monitoring system the customization of Earned Value Management System by innovatively using weightage concept for measuring an activity & package progress was developed & implemented with great success. Week after week, whether the review of progress was with the clients or an internal one, the progress of S Curve and weightage caught on like a fever and every project stakeholders including even the Independent Engineers EIL for the Government spoke of the progress in terms of weightage & S curve. Such was the success of implementation & acceptance of the monitoring system developed by project Control

The management of change to apprise the project decision makers required a very sound schedule monitoring & impact assessment procedure. Project control team analyzed & dissected several changes which were necessitated due to changing condition and prepared impacted schedule for each one of them to analyze them in globally professional way.

Generating exception reports on a regular basis like setting reminders for unanswered correspondence from customers and vendors

Some interesting statistics of document management system at DIAL as of 30th June 2010

Overall DIAL project archived a data volume on Aconex (including mail attachments) - 2663 GB

Out of this total data L&T’s share of data was 1196 GB

In a month, 44,410 documents were registered, averaging to 1432 documents per day

In a month, 124,758 e-mails were communicated, averaging 4024 mails per day on the Aconex system

On an average, project participants added 65 GB of data every month

R Shankar Narayanan & Ashok Kumar - Project Control


material was planned and procured. 13000 t of brand new L&T steel formwork, 9 lakh Rmt of H-beam (majority was imported), plywood and timber to produce forming area of approximately 10 lakh sq.m were worked out and mobilized in time. This planning had helped in greatly reducing the concreting cycle time.

Since the structure is designed for seismic zone-V, the requirement of reinforcement quantity was enormous and the procurement and production of cut/bend rebars was a big challenge. The situation was met by giving specially accelerated orders directly to a steel manufacturer and by establishing two fully automated steel service centers with 8000 t (5000 t & 3000 t) per month production capacity.

The covering of the skin of the structure by 5.5 lakh cu.m concrete of different grades (up to M45 grade) and giving access to various services/system vendors as per agreed date was another enormous task. This situation was mitigated with meticulous planning, mobilization of adequate

Passenger Terminal Building - the core of the marvel

The construction of civil structure of main Terminal Building of 5.5 lakh sq.m was a mammoth

task. The Passenger Terminal Building (PTB) of 300m x 248m size consists of 8 levels viz. Sub-Basement, Basement, Arrival, Mezzanine, Departure, CIP, Office and Hotel level. It is connected with the Domestic and International Pier each measuring 1.2km long and of 3 levels viz. Apron, Arrival and Departure.

The massive excavation work started in July 2007, immediately after the award of package to L&T from DIAL. Work started in tandem on all front, the design team was developing the finer details of seismic zone-V design for the massive structure and the execution team was struggling to overcome the site encumbrances due to many ancillary structures around Terminal T2, but on the foot print of T-3. The huge quantum of excavation was made possible by deploying close to 50 excavators, 200 dumpers and 12 lakh cu.m of earth was excavated in a very short period of 45 days.

Parallel to the excavation work, the huge requirement of form-work

engineers, installation of 4 Batching Plant of various capacity to produce 336 cu.m/hrs, deployment of 70 transit mixer to carry concrete, 5 Boom placers & 12 high capacity pump to pour the concrete along with 42 other small & big cranes which includes 10 specially ordered tower crane dedicated for PTB/Piers concreting works.

Despite constraints of extreme conditions due to weather, challenges in mobilising and retaining over 20,000 workmen from all parts of India, the entire structure was completed in just 18 months. The average workmen strength was around 12,000 and during peak periods it touched 22,000. Work was in progress 24x7 right from the start to the completion date. The peak concrete poured in column, beam and slab in a month was 45,000 cu.m.

During the execution, mobilizing and retaining of skilled manpower like carpenter, fitter etc. was also a challenge which was mainly due to high levels of attrition. To overcome this hurdle a Construction Skills Training Institute was set up at project site to upgrade the skill level of available workmen with any type of competency level to meet the needs of the project.

B.M.Verma & Ravi Kadam PTB team

HighlightsExcavation : 17 lakh cu.m

Concrete : 5.5 lakh cu.m

Rebar : 1 lakh t

Formwork : 10.6 lakh sq.m

H beams : 9,00,000 nos

Steel Service centre : 8000 t/month

Peak labour : 22,000 nos

Inside view of the departure hall of the passenger terminal building


The Terminal Roof - tops it all

The magnificent terminal roof of the DIAL project represents its gigantic size and uniqueness

in design, erection and its functional performance.

The new integrated terminal mainly comprises of two buildings – the Passenger Terminal Building and the International as well as Domestic Piers. The roof over these structures covers about 1.8 lakh sq.m area. The large span of 18m between the columns of the terminal building demands a choice of structural steel truss as the supporting system. This steel assembly is topped with 7 layered double skin metallic roofing assembly.

Total tonnage of steel structure installed in PTB is about 8100 t while for Piers it is about 7000 tons. They

were erected at a height of 28m and 19m respectively making a mammoth structural steel roof gain shape for the T-3 Terminal Building.

The primary design objective of roof assembly is to provide watertight roof in addition to structural stability along with thermo acoustic performance. The roof assembly is designed to cater for loads from MEP systems, ceiling finishes, roof sheeting, live loads, seismic loads, wind loads at Delhi and temperature loads as per relevant IS standards. All corner fixtures have been designed to resist local wind coefficients.

Structural Steel Supporting System

The profile of the PTB is modular in shape and has a signature roof.

The building is divided into 17 bays and each bay has a diagonal ridge in it. The structural assembly of PTB comprises of the main girder, crank beams, purlins, sag rods, catwalk, and other supporting beams. The main girder spaced at 18 m, spans for 30 m and the total length of the girder is about 100 m. The main girder is placed on either sides of the bay. The crank beam spans between the main girders and are spaced at 6m. The shape of each crank beam is unique as it follows the diagonal ridge profile. A catwalk is designed to project from the main girder all along the length. It provides a platform for cleaning the skylight and for general maintenance.

For the PIER building, the girder is spaced at 7.5 m and spans 26.6 m. The total length of the girder is

A section of bull nose portion of the PTB roof structure


about 40 m. At the end of each girder an extended element is designed and erected shaping like a gutter, this structure was named as the bull nose. The inevitable elements of any steel structure assembly like purlins, sag rods and bracings were also designed and erected.

Members were provided for supporting the façade along with slotted-hole arrangement in the façade connection so that the supporting member does not carry the weight of the façade. Such type of connection detail was provided to take care of the differential deflections in structure and façade.

Both roof structures are designed for a fire rating of one hour using ‘Intumescent’ paint with the required DFT of primer, tie coat and finishing coat.

The erection methodology adopted was the sublime example of uniqueness. The erection of 1200 tons of structural steel assembly of the entire bay was done altogether in ‘one operation stretch’. First the roof was assembled and then the structure was lifted by hydraulic jacks. After reaching the required height, the assembly was brought to position by lateral pull in the jacks. Specialized

hydraulic jacks of lifting capacity of 100 tons vertically with SLU 70 & 30 tons, with a pulling capacity of SLU 10 horizontally with measured speed of 300mm per stroke & 250mm per stroke respectively was used for this operation. For the PTB, the girder assembly on landside was lifted whereas for the airside the girder assembly was erected on a temporary platform at 28m outside and pulled to location using hydraulic jacks.

The entire building is acoustically and thermally insulated. Roof sheeting assembly is provided over the structural steel assembly to cater to the brilliant acoustic and thermal performance.

Roof Sheeting

The roof sheeting assembly is a self-standing seamless roofing system, assembled in seven layers, each with its own specialties setting global benchmark. The roof sheeting profile inscribes as per the signature profile of the building along with the gutter and ridges.

Roof sheeting arrangement

The performance of the assembly was tested in Singapore to confirm the U-value of 0.261 W/M2k, STC

value of 50 and IIC value of 46. The acoustic testing was carried out in an independent lab at Singapore. An extensive analysis was carried out to assess the risk of condensation for a year with relative humidity of 65%. Qualifying all the technical requirements, the assembly was appropriately detailed at corners and other key locations to ensure water tightness. The finished kalzip sheet also has a controlled reflectance value to avoid glare to the air traffic.

The assembly of the entire roof structure is designed to withstand all the building movements, thermal expansions, without wearing down or infringing the parent structure or the assembly adhering to the structural tolerances. Fall arrest system is provided all round the roof periphery from the safety point of view.

The very first and lowermost layer of roof sheeting is Liner Sheet, which is trapezoidal GI sheet of 0.7mm thickness functions for spanning between the purlins and supporting the assembly. Second layer is 100 mm high density Insulation (Density: 160Kg/m3) for increasing thermal resistivity. Layer 3 and 4 is 10 mm and 6 mm thick cement board for sound resistivity. After this comes a thin sheet of double sided aluminum foil called

P&M

Crane (80-350t) : 14

Welding machine : 146

Grinding & drilling Machine : 75

Hydraulic Jack : 40

Folk lift : 6

Trolley : 300

Hydra : 8

Roll forming machine : 1

Staging : 2000t

Main Girder Bull Nose Gutter Supporting Member

Structural Steel Arrangement For PIER

Pier roof structure


as Vapor Barrier provided as per CRA (Condensation Risk Analysis). Thereafter 60 mm thick low density insulation is compressed to 50 mm to take care of the impact due to hail stones and the top sheet is Kalzip layer which is a profiled aluminum sheet of 0.9mm thickness, with a finished colour of RAL:7035 and coated with 2 coats of PVDF coating to avoid corrosion due to aviation fuel. Topmost layer is a self-supported standing seam roof system. All together the total thickness of the sandwiched assembly adds up to 280mm. Neoprene pads are provided at appropriate locations to avoid bi-metallic contact. Z-Shaped Spacers are laid between liner sheets and cement board for connection. Fixtures like clips and hats have being provided for transmitting all reaction forces to the purlin and also to contribute towards meeting

the thermal performance. Special clamping fixtures have been used to avoid piercing of the Kalzip.

Gutters

Gutters are installed to serve the purpose of roof drain connectors. Gutters in PTB building are situated adjacent to the main girder while in the Pier building it is situated on either side of building. PTB gutters are made up of stainless steel and pier gutters are made up of aluminum of min 3 mm thickness, which is profiled, lapped and welded as per the requirements. All the fixtures were designed for local wind coefficients, considering rainfall intensity of 100mm/hr. Specific design criteria like limiting deflections have been adopted to avoid water pounding in gutters. For PTB building LIP arrangement is provided at junction to cater to thermal expansion while in pier

building, cap arrangement is provided for the same. Proper slope was maintained in the gutters along with symphonic arrangements for effective drainage. Additionally overflow pipes have also been provided to drain the rain water in case of any eventual blockage in the symphonic system.

Aesthetic appeal

This roof has truly enhanced the aesthetic appeal of terminal building and brought glory to the design and execution team of the project. L&T stood up to the expectations of the client and through hard work, persistence and innovative thinking surpassed its own benchmark set earlier in the construction industry.

K.K.Prasana Chief Engineering Manager

Roof structure integrates sky-lighting as a green-building design feature in the canyon area


Enveloping the airport in a glass façade

External façade system of the new Passenger Terminal Building (PTB) in IGI Airport-

Terminal-3, consists of an extensive and elaborate envelope of 1.8 lakh sq.m. The engineering, design and installation of façade has been carried out to international standards and benchmarks.

Glazing

Glazing systems of PTB have been chosen in consideration with Energy conservation building code requirements. Curtain wall Façade is designed for the wind, seismic, and thermal loading as per BS / ASTM / AS / IS code of practices.

Insulated Glazing Unit (IGU) with low-e coating, laminated safety

glass of heat strengthened glass is provided for external glazing application. Point fixing glass, free standing glass, frame-less glass tempered with lamination has been provided for internal glazing. Innovative use of unitized panel system (sealants glazed at factory) resulted in considerable reduction in installation time and also for an appealing and aesthetic view.

Steel transom and mullion support are used as back frame to support the unitized panel of façade

Façade is designed factoring the building movement, thermal variations and water drainage

Frit pattern of 40% with 3mm diameter are provided above

passenger height to improve the HVAC performance of Building

Unitized panel with pressure equalized drained joint system

Façade cleaning systems are provided for the maintenance of façade

Glazing Performance

Selection of glass has been done keeping in mind the performance standard of International Airport Building. Due care is taken to meet the performance of glazing for shading co-efficient, insulation property, sound index, light reflectance (Internal and External) and finally to create an aesthetically pleasing building envelope. Hermetically

The aesthetically appealing check-in hall entry gates at the PTB


sealed double glazed unitized panel feature the following performance properties:

U Value : < 1.65 W/m2 /K

STC Rating : 40 dB

Reflectance (External) : < 16 %.

Shading coefficient : < 0.29

Reflectance (Internal) : < 12 %

Light transmission : > 44 %

Light reflectance for the internal and external surface has been controlled so as to give a proper ambience for the passengers and the aircraft pilots. The structural adequacy of the glazing system has been carried out by rigorous design calculation for the glass panel, aluminium mullion and transoms, steel supporting members and all the connecting parts. Further, in order to evaluate the performance of Façade ‘Façade performance test’ is carried out in an independent laboratory at China

and Singapore and inspected by EDRC team. This was subjected to the following tests:

Air infiltration test

Static water penetration test

Dynamic water penetration test

Structural performance test

Structural safety test

Degradation test

Seismic racking test

Material Quality

Glass, aluminium and steel sections were carefully chosen to meet the global standards and were tested as per ASTM, BS and IS standards. Glass was imported from China. Aluminium transom and mullion were given a natural anodized finish and grade of 6063-T6 & 6061-T6 grade.

Aluminium Composite Panel (ACP), imported from Japan, has been

provided to meet the requirements of extreme resistance against weathering. ACP of 6mm and 4mm has been used for external and internal applications.

To cater to the massive volume of the glazing work and keeping in mind the tight schedule to complete the whole project, unitized panel has been designed, manufactured at China and then shipped to India so that it can be readily fixed to the steel supporting members already erected in the building.

A walk-through

Landside Façade: Curtain wall of 300 rm length at the departure area welcomes the passengers who enter the terminal building after being dropped off under the invigorating fabric roof of the forecourt area. After this the passengers enter through a dazzling entrance portal beautifully

Passengers can observe the apron areas and aircraft movements leisurely through the clear glass on either sides


covered with white coloured back glass from which the passengers embark into the check-in hall. Here the passengers will be welcomed by the grand concourse of the voluminous check-in hall suitably complemented by the high rise glazing on three sides.

Canyon glazing: After going through the check in, immigration and security checking, passengers will move towards airside through the canyon area where they can view the mesmerizing triangular glazing of the roof, situated at a height of 28m. This feature harmonises in equal magnificence the ‘corian’ cladding on the columns. Point fix glazing is provided on either side of connecting bridges leading the passengers to the retail area.

Airside Façade: At the airside concourse, passengers will get a wonderful view of the huge apron

area through the beautiful inclined glass façade.

Pier Departure: In the final stage of departing, passengers in the terminal building will pass through the pier departure levels where a waiting passenger can observe the apron areas and aircraft movements leisurely through the clear glass on either side of the building. Passengers will board the aircraft through the fixed link bridges, which also have glazing on both side and finally the node building covered with colorful Aluminium Composite Panel cladding which creates aesthetically pleasing view in the middle of the rather mundane and expansive apron area.

Apron façade: In addition to the above, there are some other areas which also have glazing like the bussing lounges and VIP lounges in the pier apron level. The bull noses at PTB landside and airside, and both

side of the pier building are clad with white ACP. In the north-west and south-east side of the PTB building, a combination of ACP panel and glazing has been used.

By successful execution and timely completion of the façade works of the Terminal-3 of Indira Gandhi International airport, L&T has not only set a benchmark for infrastructural development of the country, but also a splendid envelop for the building. In the process, L&T-ites have gained adequate knowledge and learning regarding façade systems which in itself is a great success for the organization. And, the credit goes to the EDRC design engineering team for their knowledge enhancement and furthering L&T’s glazing technology to global standards.

G. Senthil Kumar Engineering Manager

The inclined glass façade on the airside of the apron area linked with the node


When the GMR led consortium was awarded the concession to operate, manage and develop the IGI Airport (Delhi Airport) for 30 years, a master plan was drawn up by the consortium, which proposed the development of the airport in five incremental stages. Construction of a new runway system in the southern sector of the airport site, linked to the existing northern runways (10/28 and 09/27) by a pair of taxiways was accordingly taken up in the initial phase of the developmental plan.

This Greenfield Runway extending to 4.43 km, is one of the longest in Asia and complies with Code F aircraft requirements and is CAT III enabled. L&T designed, built and commissioned this runway in a short span of 18 months.

Airside Works

The master development plan for IGI Airport was prepared in July 2006 by Mott MacDonald and L&T was awarded the EPC contract for the construction of Phase I in December 2006. Phase I was further divided into 2 phases IA and IB. Phase IA involved the construction of 4.43 km long runway, connecting taxiways, Air Ground Lighting system (CAT IIIB), drain network and other miscellaneous works. The runway was also to be connected to the existing terminal of the airport and the entire design, procurement and construction was to be carried out in a very tight schedule. Phase IB involved construction of connecting taxiways, apron area of 6.4 lakh sq.m, and related underground utilities like drainage network of about 12.5 km, fuel pipeline network of 13 km,

communication and electrical ducting work of 8 km and other related works.

Project Execution

Phase IA involved design and construction of 4.43 km long runway along with over 16km long taxiways, drainage system and other miscellaneous works which were completed in a record time of around 18 months. Remote aprons 301-305 stands were successfully completed and handed over on 22nd March, 2008, 10 days before the completion target date of April 4, 2008 as per OMDA.

Phase IA involved execution of around 5.5 million cu.m earthwork excavation and was required to be completed within a very short span of 6 months which was

Air Side Works - paved with post-modern technology

The 4.43 km long runway


achieved by mobilizing a large fleet of machinery. During peak period, around 18,000 cu.m/day excavation and 20,000 cu.m/day earth filling was achieved.

Around 650,000 t of asphalt, 570,000 cu.m pavement concrete (PQC & CTB) and 2,20,000 cu.m structural concrete were required to be poured in Phase-1A.

The material and machinery required for the construction were procured exactly as per plan to avoid any delay in construction activities on these account. Strict quality standards were maintained through rigorous testing methods adopted at different stages of production, delivery & storage.

Phase -1B included the completion of 6.4 lakh sq.m of apron area which involved 2.95 lakh cu.m of pavement quality concrete which is equivalent to around 65 km of four

lane rigid pavement road. The entire main apron work was substantially completed in 20 months starting from June 2008. The asphalt and concrete plants were on operation for an average of around 18hrs on a daily basis and achieved a peak production of 1,05,000 t per month asphalt and 1,50,000 cu.m per month concrete (including pavement concrete).

Key initiatives / strategies

During the design stage, due to strict adherence of time schedule high quality was maintained with innovative concepts to compensate for any construction delays. One such concept was the use of stabilized sub grade (CTSG - Cement Treated Sub-Grade) to reduce the thickness / quantities of more expensive layers above, thereby making it more cost effective and reducing the haulage,

resulting in lesser environment pollution during construction.

The construction of more than 16km of open drains and over 17 km of hume pipe culverts was one of the challenging tasks in a short span of time. The supply of pipes and subsequent erection at site was also a bottle neck. To overcome this challenge, it was decided to adopt precast methodology for construction of drains and vertical casting machine was commissioned within the project site for the first time in India for production of Hume Pipes. The machine had a capacity to produce 48 nos. of pipes in a day which helped in the timely completion of the entire culvert.

Environmental Policy

As per Delhi High Court judgment, one cannot establish an asphalt plant within the jurisdiction of

6.4 lakh sq.m of apron area completed in a record time of 20 months


reworks would lead to delays. Work methodology, Inspection and test plans were prepared for each and every activity. Regular internal audits were conducted at the project site. Staff & workmen were provided with training on various issues in order to educate them on resolving problems during the project execution.

The Airside construction of Runway & Apron had very unique QA/QC requirement that was quite different from that of a regular road work.

Pavement Quality Concrete

The specifications for materials, mix designs and work method is quite different from rigid pavement in road construction.

Special care was taken for the selection of source material and

to fulfill this two stone quarries, one at Shirohi in Sonha and the other at Pitchani in Rajasthan were identified.

The special requirements of Coarse Aggregates other than MORTH specifications were:

The material shall have 10 % fines value of 180 KN or more (for sample in soaked condition) in compliance with BS : 812 (part 3)

Use of 40 mm aggregate introduced in the mix as a part of coarse aggregate where as 25 mm down aggregate is permitted in road construction

Fine Aggregates - Material passing IS sieve no. 75 micron is limited to 2 % where as it is 4 % in road construction

Delhi City for environmental protection reasons. The project being of national importance was required to be completed at the earliest possible time. Hence new asphalt plants were procured specifically for the project and special permission was taken from the Supreme Court for installation of plant within the site premises. The plant was duly commissioned to meet all statutory compliances of the Environmental Department of Government of India. Very strict safety and environmental guidelines were implemented with regard to the operation of asphalt, concrete plants and stacking of construction materials.

Quality Control

The tight scheduling of the project required adherence to a very strict quality control system as

Night view of the apron area


Fly Ash - 85 k g special type fly ash is blended with 340 kg of OPC in concrete mix to meet the target strength and to arrest early shrinkage cracks in PQC surface. The fly ash used is of grade I of IS 3812-2003 and fines in 45 micron sieve limited to 10 % whereas the code allows up to 34 %

Air entraining admixture - Besides use of water reducing admixture in the mix, a special type of compound is used to produce entrained air in the concrete to maintain air content of 4% in the mix

Mix Design - special design is made for PQC to meet the target strength. Target strength in field was more than 4.5 mpa +1.65 times the standard deviation (average 5.3 mpa) which is more than

4 mpa requirement in road construction

The Calibration of Batching Plant was done once in every month which is normally done once in 3 months. The accuracy of the weighing equipment was maintained within +/- 0.4 % of the actual mass

Construction of Pavement with PQC was done within fixed forms. The top surface of the form was maintained within 3 mm from a straight edge in 3m. After setting the forms, the sub-base was tested with an approved scratch template to form the level and slope of the required section

Temperature control (less than 30 degree) concreting in hot weather done and rate of evaporation monitored to reduce plastic shrinkage crack

To monitor and ensure the degree of compaction of more than 98.5% during construction, one core per 5000 cu.m of concrete was taken

Bituminous Work

Materials - 30/40 grade of bitumen for 1st layer of DBM, and 60/70 grade of bitumen for DBM at shoulders, Polymer Modified Binder (PMB) SBS 5-50 for top layer of DBM and dense grade asphalt (AC) layer was used. These are special types of modified binder

Coarse Aggregate - 10 % fines value which determines strength of material more than 180 KN was the exclusive requirement

The Mix design for Asphalt was carried out with the

The nodes and the passenger boarding bridges at the apron area


Marshall method using mechanical compaction techniques with very stringent design criteria of minimum stability 12 KN at 60 degrees Celsius which is 9 KN in the case of road pavement

Special tests

Refusal density test conducted to confirm minimum 2% air voids in mix in refusal condition

RTFOT ( Rolling thin film oven test) - This test is conducted to confirm that the loss of mass in mix shall not exceed 0.6 % after RTFOT. Secondly it also establishes reduction in penetration of residue does not exceed 35 % after RTFOT at 25 deg. Celsius. This is a proof test for PMB

SAMI (Stress Absorbing Membrane Interlayer) - SAMI layer is provided in-between the first two DBM layers to act as the stress absorption layers. It absorbs the stresses of both the Impact and point loading and distributes them to the larger areas and takes care of imperfections of lower layers such as glass grid, PMB 70 and 10 mm aggregate layer

Pave Test - Use of sensor added pavers and further introducing pave test resulted in achieving level tolerance of +/- 6 mm at intermediate layers and +/- 3 mm at top layer of the flexible pavements

Special equipment

Pressure distributor - a computerized rate control

equipment that automatically adjusts the distributors pump to the ground speed

Aggregate spreader - a self propelled equipment with hoppers and necessary adjustments to produce an uniform material at the specified rate

Bitumen paver - mounted with automates multiplex instrument which has 6 sensors, used to maintain the level profile

Shuttle boggie - used as window elevator in asphalt paving for uniform mixing, uninterrupted supply of materials through its storage bin, maintaining temperature in mix re-heating mechanism.

The transportation vehicles of bituminous mix were insulated to have minimum temperature loss from mix during loading and transportation from batching plant to site.

Cement Treated Sub Grade (CTSG)

About 5 lakh cu.m of available soil within the site premises was found unsuitable at sub grade due to large variation in CBR value. The optimization of earth works done by enhancing the quality of available soil with addition of very nominal quantity of cement (2%) and redesigning the sub grade as CTSG. The improved soil was found conforming to the requirements of Airfield Specifications and this avoided the borrowing of suitable quality soil from outside the site and also the disposal of similar quantity of available unsuitable soil.

Cement Treated Base (CTB)

Innovative design of cement treated base was done as replacement of conventional GSB and WMM course for pavement. CTB constitutes 25 mm downgraded aggregates mixed with water and nominal quantity of cement, 85 kg/cu.m in the present mix design with specified compressive strength 5.5 mpa. As per the pavement crust design which is based on CBR value of pavement materials, the designed CTB thickness equals to almost 1/3 times the thickness requirement of GSB and WMM.

Introduction of vertical pre-casting machine for box culverts and pipes

For drain works, precasting of box culverts by vertical casting machine had improved the compaction of concrete, strength and surface quality of precast elements. For casting with this machine, specially designed Dry Mix Concrete is one of the most important material.

This is a low water content concrete with water only being sufficient enough to complete the hydration process (zero slump concrete). Mixing is done in the batching plant but transportation by transit mixer is difficult, so conveyor belt was preferred. This concrete helps in quick stripping of precast pipes. Vibration of concrete at 3,000 Hz – 16,000 Hz was also done.

Sanjeev Gupta Head - Airside Works


Passenger Boarding Bridges - vistas to the new world

Passenger Boarding Bridges (PBB) are adjustable enclosed passenger walkways, capable

of extending, retracting and rotating so as to safely dock the passengers of each specified aircraft at their respective parking position. At DIAL project it has been dictated by OMDA that over 90% of passengers will be serviced through Passenger Boarding Bridges and accordingly the project has been conceived with 78 PBBs and 48 nodes. Shinmaywa Industries of Japan and Thyssenkrupp of China have installed 21 & 57 PBB’s respectively in T-3 – Passenger Terminal of DIAL Project. Passengers enjoy a lot more comfort and convenience when they embark and disembark the aricrafts using PBBs.

Sailent Features

There are totally 48 Nodes and at a time 73 Aircrafts can be docked. This 48 nodes are divided into 4 different types of stands such as:

a) CODE F MARS - 9 nos.

b) CODE E MARS - 16 nos.

c) CODE E STANDS - 2 nos.

d) CODE C STANDS - 21 nos.

MARS is an acronym for Multiple Airport Ramp System.

MARS F Stands

MARS F has 3 PBBs in three nodes and in six nodes 3rd bridge is a future provision. MARS F stands are assigned for serving two wide

body aircrafts at the same time or it can serve a single A380 Airbus,two PBBs will serve lower deck doors and the third PBB will serve the upper deck door.

MARS E Stands

MARS E stands are equipped with 2 PBBs at each stand. It can serve one wide body aircraft such as B747- 400 at a time or it can serve two small body aircrafts like A318 & B737.

CODE E Stands

Code E stands are equipped with 2 PBBs at each stand. It can serve only one wide body aircraft like B747-400.

One of the MARS F stands that is capable of serving A 380 aircrafts


CODE C Stands

Code C stands are equipped with single PBB at each stand. These stands are designated for domestic aircrafts only.

Functionality of PBBs

a) All the Passenger Boarding Bridges are NFPA 415 compliant glass bridges.

b) PBB’s when fully extended has a length of 41 m.

c) PBB has an autoleveller which adjusts as per the vertical movement of the aircraft door. It can detect a minimum movement of upto 13 mm.

d) PBB has an auto function in control console. When PBBs are

in docked position PBB cab floor adjusts the height automatically with the aircraft door.

e) The PBB’s are remotely monitored & controlled through Building Management System which ensures monitoring of the system intelligently.

Col. Sharat Sharma, Group Package Manager

PBB’s when fully extended has

a length of 41 m.

Inset : Inside view of the

passenger boarding bridge


A New Gliding Experience at T-3

The T-3 terminal building envisages heavy flow of people and yet the design of the

building has to factor in excellent features to provide passengers and visitors a unique and relaxed experience when they are at the terminal. Terminal T-3 is spread across an area of 5,50,000 sq.m with eight levels along with two Pier buildings each measuring 1.2 km in length. The internal transportation system in the buildings has to be fast and hassle free in order to avoid congestion and provide a comfortable and world class transit experience to the passengers.

Envisaging the criticality and specialization of the works, L&T carved out a separate Vertical and Horizontal

Transportation Package (VHT), focusing on installation of elevators, escalators and auto walks a.k.a travelators as part of the procurement strategy itself. L&T got this specialized work executed through ThyssenKrupp Elevators (Australia) providing them the concept designs. ThyssenKrupp was accountable for detail designs, material procurement and execution with overall end-to-end (design to execution) responsibility resting with L&T. This package provided 63 elevators, 31 escalators and 88 travelators, altogether 182 vertical and horizontal transportation units.

Elevator

Elevators are defined by their type/model – hydraulic, bottom m/c room,

m/c roomless elevators, etc. They are also classified based on their usage – passengers, goods, scenic and observation elevators. The salient features of these elevators are:

Number of stops ranges from 2 to 7 points

Passenger lifts serving capacity between 630 kg to 4000 kg with speed varying from 1 to 1.5 m/s

The goods lift is provided with a carrying capacity of 3200 kg with a speed of 1.5 m/s

4 hydraulic lifts are available with 8000 kg capacity with a speed of 0.5 m/s

3 glass structured state-of-the- art scenic lifts have been placed in the retail area

Asia’s longest 118.5 m long travelator


4 elevators (car group) at the entrance of PTB are used for Delhi Metro passenger movement

2 goods elevators will be used for the baggage handling system

Aesthetics of the elevator cabins have been well taken care of by cladding them with S.S body panels layered with full-length glass, false ceiling, LCD display screens and user friendly call buttons

Landing doors and the supportive frames like wide door jamb panel, transom panel of all the lifts are S.S finish with 2 hour fire rating

Also special features like CCTV, access control, handicap friendly, voice announcement, ARD, monitored by CMS/BMS, advance features like detection of seismic, fire, etc., are also available

Escalator

The escalators installed at T-3 are of heavy duty, public service type with a handling capacity of

9000 persons/hour. The features include:

Length 11.2 – 16.5 meters

Rise 3-8 meters

Rated speed – 0.5 & 0.2 m/s

Inclined by 30 degrees

S.S. cladding finishes all over

Energy Saving Device (Radar sensing Device/Auto Start Stop)

TravelatorsThe travelators are also of heavy duty, public service type with handling capacity of 16,200 persons/hour. One of the striking feature here is that the country’s longest or perhaps Asia’s longest travellator with a length of 118 m is installed at the T-3 terminal. The features include:

Length 28 – 118 meters. (Longest single Travelator of length 118.5m in India/Asia is now in Delhi Airport T-3 Building)

Overall Length covers 5.2 km

Rated speed – 0.6 & 0.2 m/s

8 inclined travelators are of

outdoor type units (Rise 2.5 meters, Horizontal span – 29.5 meters), inclined by 06 degrees

S.S. cladding finishes all over

Energy Saving Device (Radar sensing Device/Auto Start Stop)

Central Monitoring System

Central Monitoring System (CMS) is capable of control, monitoring and managing of all the operational functions of elevators, escalators and travelators. CMS helps in:

Easy monitoring of the status of the VHT units like – in service, out of service, maintenance, etc.

The monitoring is done to the extent of wherever the fault has occurred in the equipment that can be seen in the computer screens so that the maintenance personnel can attend to the fault immediately

Providing statistical analysis of hall call response times, traffic patterns, and fault conditions,

Mr. A.M. Naik, Chairman & Managing Director, L&T ,at one of the travelators during his visit to DIAL


mode of operations, service logs and security usage in graphical & tabular format.

Providing emergency services like VIP service, Fire Fighters service, status of emergency stop push buttons pressed in crisis/panic situation.

Identifying equipment when fully redundant in its operations.

Microsoft Internet information Server (IIS) is used for accessing data for monitoring for BMS software which is also Open Protocol Connectivity (OPC) & Web compliant.

Under the stringent quality and service requirements of sub contract management, factory inspection tests of the units were carried out by ThyssenKrupp at China along with L&T and the client before beginning the full fledged production of the entire 182 units. Being supply items with a long lead time, strict monitoring was done even during production and during the dispatch of units. Deliveries began from the 8th week onwards and the entire supply was completed within 22 weeks (including shipping). The material was packed in 650 containers and the mode of transportation was by ship from Zhongshan, China to Mumbai, India, and by rail/road from Mumbai to the project site. The transportation was monitored closely to ensure proper handling and safe delivery of goods. The material started reaching the site from the end of November 2008 and was completely delivered by February 2009.

L&T ensured that there was proper coordination with every civil works package and the subcontractor. Moreover, L&T kept giving continuous work fronts in a progressive manner. By taking care of the interfaces with other services, it was made possible to erect and commission all the units in a timely manner.

W. E. Sampath Kumar Package Manager

Energy saving heavy-duty escalators

Mr. M.P. Naidu, Project Director (left) and Mr. K.V. Rangaswami, Member of the Board and President (Construction), L&T, (right) along with senior colleagues at the project site


Lighting up T-3 - with a reliable power distribution and control system

T he conceptualization of the lighting and power distribution systems plays

a major role in enhancing the ambience and providing a world class environ within the Passenger Terminal Building. Power distribution to various facilities like air conditioning, baggage handling, lifts, escalators, travellators, information and communication aids etc., are designed with due consideration for safety, reliability, operability, maintainability and scalability requirements. Adequate power back-up through standby Diesel Generator sets keeps the terminal in operation even during times of grid power failure.

Power Distribution System

A Main Receiving Substation (MRSS) is built to cater to the power requirements of the entire airport. This consists of:

Intake power tapping at 66kV from 220/66kV GIS Substation

Serve as a 11kV main power distribution center

Power back-up thro 14 standby 11kV DG sets of 3 MVA each

Standalone dedicated Airport Wide Power distribution SCADA system with a data handling capacity of 50000 I/O points

Power back-up provision - DG Building

This DG building is built to serve as a back-up for feeding the massive airport operational requirements. Having a dimension of 115m (L) x 25m (W) x 10.5m (H), this consists of:

Associated works with MRSS

Switchyard and Substation ¾Building

Four 40/50 MVA Power ¾transformers

157 sets of HT Panels ¾

290 km of HT Cabling ¾from MRSS to load centers like PTB, Piers, etc.

View of the 220/66kV Gas Insulated substation


Fourteen 3MVA, 11 kV DG sets

40 sets HT panel

Five 80 kL HSD storage tanks

The complete DG building was treated with special acoustic layers for proper sound insulation.

HT Cable Routing

The power transmission to the Terminal building substations is done

through HT cabling directly buried in a 13m wide running corridor, 10km Route cutting through busy roads & DMRC line which thereupon transforms into a 4m(W) x 5m(D) HT/LT tunnel of approximately 600m near the entry point of Terminal Building.

The routing of the HT cables from the directly buried formation into the vertical formation on trays in the tunnel planning underwent a huge thought process taking into consideration completion time of the project, easiness and future maintainability, etc. The tunnel is also designed for handling the future requirements of another Pier building.

Internal Electrification Works (Terminal Building)

The power received from MRSS is further distributed across the terminal to the various passenger

amenities. The distribution has been planned with adequate care for the redundancy and reliability.

The intricate routing of the several kilometers of cables above the false ceiling in the passenger spaces and the service areas was planned and executed after coordination with all other utilities using 2D and 3D modeling tools which resulted in time saving and clash-free resolutions at site.

The challenge in developing the terminal into a very efficient, green, environment-friendly building was handled by designing a state-of-the-art lighting control and monitoring system. The quality of power and energy conservation was also met with through a fully integrated SCADA system.

Illumination system

The main features of the lighting systems include varying mix of

Internal Electrification Works-Major Quantities

Transformers : 58

HT Panels : 27 sets

LT PCC : 24 sets

Cabling : 750 km

Conduiting : 950 km

Earthing : 12 km

Wiring : 6000 km

Cable tray : 180 km / raceway

Light fixtures : 75,000

Illuminated view of PTB with signages


lighting and color to highlight the cultural heritage of diversified India. The lighting philosophy in the passenger areas create value by highlighting the prominent processing areas like check-in, immigration, customs, aircraft boarding etc., and other amenities including the retail and commercial areas.

The lighting system blends the image and identity of the country and at the same time provides safe and secure transition and path for the passengers.

H. V. Babu R. Sampath Kumar

Electrical Team

Top : The 14 x 3 MVA capacity DG building with special acoustic layers for proper sound insulation

Middle : DG Control Room

Below : A section of the Pier substation


Airfield Ground Lighting System paved with trailblazing techonlogy

Airfield Ground Lighting (AGL) system provided at Delhi International Airport is one of the most technologically sophisticated airfield lighting system with design capabilities complying to CAT III B category as per the ICAO (International Civil Aviation Organization) annexure 14 & DGCA CAR (Director General of Civil Aviation compliance and requirement). Runway and taxiway light system is designed to handle Code F aircraft Airbus A380-800 which is the biggest flying equipment in aviation history.

CAT III B

The technology in CAT III B lighting system makes it possible to operate flights even during visibility as low as 50 meter RVR (Runway Visual Range). CAT III provisions secure route system to monitor and navigate the aircraft during such low visibility

conditions. Lamps are provided with addressable switching device apart from providing better controlling & monitoring facility to reduce the maintenance down time.

PAPI System

Asia’s one of the longest runway of 4430 meter is equipped with advanced individual single lamp control and monitoring system which is one of the world’s most advanced technology in this field. Both ends of runway 11/29 is complemented with Precision Approach (Instrumental landing) system and same has been fully harmonized with the AGL system. This system ensures displaced threshold design to clear obstacles in approach funnel. Runway 29 approach is provided with an unique 2 side PAPI (Precision Approach Path Indictor) lighting system. Such sophisticated systems are installed in very few runways across the world. Runway 29 approach lighting system is installed with inset lighting structure that enables usage of longer length of runway.

Very high level of runway incursion protection system has been provided with a combination of stop bar light and induction loop facility for safe and reliable airside operation. Apron stands are provided with stand lead in light to enable operation during low

visibility periods such as CAT II & CAT III condition. These stand lights are interfaced with VDGS (Visual Docking Guidance System) for automatic switching, based on bay and VDGS selection from apron management system.

Power Network / Substations

The dedicated fibre network provided for AGL, CMS (Control and Monitoring System) is equipped with GPS system (Veedel Germany) to support remote access for fault analysis, system upgrade and many more during emergency. Malms photometric test equipment is provided to test the runway lighting system at a maximum speed of 80 km /hour.

Lighting system is designed and built as per guideline with ICAO Annex 14, DGCA CAR and various FAA circular. The same is also verified and certified by International civil aviation regulatory body.

Most advanced state-of-art AGL, CMS control system has been installed in interface with other navigational aids such as RVR input, SMGCS (Surface Movement Guidance Control System), VDGS (Visual Docking guidance system) for seamless control and high-end reliable operation.

D. C. Mallick Package Manager

AGL- Major Quantity

8500 inset and elevated lights

9326 isolation transformer

Four 2MVA ,11KV/0.415 KV AGL substations

Control and monitoring system comprises of 2 LCU, 2 CWP, One MWP and AMU

492 km and 300 km of primary and secondary cabling


The HVAC package of the T-3 terminal, the largest ever of its kind in the country incorporates some of the most advanced systems that would ensure that the passengers entering into the airport will experience the warm Indian hospitality in a cool ambience. This package covers the Passenger Terminal Building and both International & Domestic piers of Airport. The HVAC design is validated to cater to 34 million passengers per year considering a round the year continuous operation of 24x7 to create, maintain and ensure acceptable inside space conditions as per design intent and required parameters.

This inside condition is maintained both for human comfort as well as

for trouble free operation of critical and sophisticated installations like equipment, instruments, controls and automation. In addition to above, special care has been taken on fire safety system (Life safety requirements) by means of incorporation of smoke removal / extraction system, pressurization system for lift lobby, lift well and stairwell.

Introduction of automatic fire dampers, FM 200 in-built clean agent fire protection system for all HVAC electrical panels and passive fire protection with fire insulation for smoke removal ducts are part of the system to prevent the spreading of fire and thus creating a smoke free condition in the escape route of

people. These systems are in place to ensure smooth evacuation in case of fire emergency.

The experience of transforming the concept to commissioning and generating the blue print to bringing it to turnkey stage was indeed thrilling and exciting. Continuous brain storming, meticulous planning and tenacious hard work with persistence was the key to success. The commissioning saw numerous innovation and many special techniques and methodologies that were first-of-its-kind.

Overview

HVAC package is special by nature because it combines Mechanical, Electrical, Instrumentation, Chemical and Thermal Engineering. Apart

Heating, Ventilation and Air Conditioning - to give a warm welcome

Chiller Systems


from providing Air-conditioning and ventilation in passenger terminal building, International and domestic piers, many ancillary buildings are also served by separate and dedicated HVAC System. The special buildings include southern and western side fire station, airport service building, control room of Aviation Ground Lighting system and Airport connection building.

The following are inside design conditions of the building spaces to be maintained by HVAC System regardless to ambient temperature.

Design and detailed engineering

The design process basically started with conceptualizing the HVAC requirement for an airport of international standard considering peak passenger flow of 34 million per annum. Applicable international, national, local and statutory codes and standards, guidelines of various aviation regulatory boards, mandatory international norms, law of the land, rules of the government and other related statutory bodies were integrated in the design stage itself. The needs of the other commercial stake holders, associates and

end-users were thoughtfully analyzed and were taken into account. Considering all these points, a “Design Basis Report” was prepared, reviewed at various levels, approved by client and finally accepted by Independent Engineer (Engineers Indian Limited).

After the preliminary scheme was on drawing board, it was an enormous effort to calculate the “Heat Load” for further capacity finalization of plant and equipment, sizing of various services like pipe, duct, cable etc. The option of various manufacturers, the capacity of equipment available commercially both in India and abroad were well thought of before finalizing the detailed engineering. A total of 1300 drawings were prepared through the relentless effort of 80 members from the design team. Considering involvement of multiple utility services, these drawing were further co-ordinated (2 dimensional co-ordination) to resolve interface issues if any. Finally prior to releasing the ‘good for construction drawings’, these 2D co-ordinated drawings were subjected to 3D modeling through BIM (Building Interface Management) software for refinement of any fouling / interface and to make the installation clash free. In addition to above,

various validations like stress and thermal analysis for piping network, seismic analysis and CFD analysis were also carried out by the package design team.

Fabrication, Manufacturing, Inspection and supply of equipment and materials

Every critical equipment, material and even consumables were subjected to prior approval and inspection at various stages to ensure quality. Some critical equipment were linked with “Factory Acceptance Test”. The chiller package was tested and procured from Carrier Corporation the world leader in refrigeration machines manufactured from their China works at Sanghai. The heavy duty water circulation pumps, air separation units, pressurized expansion tanks were tested at Chicago works of ITT Bells-USA before dispatch clearance was given. High capacity ventilation fans were factory tested at “System Air’s” manufacturing facility in Sweden and Germany by L&T officials and shipping release note was issued. Even equipment like Air handling units which were manufactured in India were sampled and sent to under writer’s laboratory

Public AreaSeason Inside Space Inside Relative temperature (o C) Humidity (%)

Summer 23 ± 1 Les than 60

Monsoon 23 ± 1 Les than 65

Winter 20 ± 1 No Control

UPS, EPABX & Control Room

Summer 22 ± 1 55±5

Monsoon 22 ± 1 55±5

Winter 22 ± 1 55±5

Server Room

Summer 22 ± 1 50±5

Monsoon 22 ± 1 50±5

Winter 22 ± 1 50±5

Major HVAC Items

Description Quantity

Total Equipments : 2390Total Power and control panels : 2666Piping Network : 46 kmDuct Network : 205000 sq.mPower and control cables : 566 kmField devices / control instruments : 11000Air outlets (Grilles, Diffusers and Louvers) : 19121Volume control & Fire Dampers : 6292Valves : 4324


(UL) at Suzhou, China for necessary validation of their performance in the presence of L&T authorities before proceeding for mass production.

Erection / installation

Before initiating any erection activity the phase wise project completion

aspect was visualized. Then once the construction planning and the sequence of activities were at place, the construction team started scanning and ensuring the availability of all required inputs & resources. Availability of drawings, work front, material, equipment, consumables, construction power, plant and machineries, skilled and unskilled workmen, every thing was to be checked. The fabrication shop, painting shop, welding shop, the material stores & yard were also kept ready. The most important aspect of erection was ensuring safe working condition. Job safety analysis (JSA) was carried out for all critical activities prior to commencing the work. On completion of erection, each activity was inspected and a document (IR) was generated. Through this process, all the pipe lines were hydro tested and certain critical pipe joints were checked using radiographic tests.

Testing, commissioning and balancing

HVAC work is a system engineering oriented one with the final destination

being testing, commissioning and flow balancing of air and water side including setting and adjusting of various controls and instruments. A single wrong move during construction, a wrong calculation, or even a lone mistake during selection or procurement of items may lead

to adverse effects in meeting the design intent and parameters. The Testing and Commissioning activity for HVAC package was very carefully planned. The activities were charted into micro level for better package control.

Work Methodology

Conceptually the entire activity was divided into four parts. Such as:

Pre-commissioning checksa.

Commissioningb.

Performance Testc.

Integration Testd.

However, functionally, it was further divided into four major segments such as:

Airside including equipmenta.

Waterside including equipmentb.

Electricalc.

Central monitoring systemd.

Likewise integration of HVAC system with “Fire detection system” for Fire safety purpose was part of integration activity. Finally the HVAC system CMS was also integrated with Airport IT System through CMS’s “Management Level”.

HVAC for Ancillary Buildings

Southern Fire Station

Western Fire Station

Airport Service Building

AGL Sub Stations

L&T Project Office

DIAL Project Office

Air Conditioning Capacity

170 TR 170 TR 301 TR 164 TR 210 TR 210 TR

Ventilation Capacity2, 16, 500 M3/ hour

2, 16, 500 M3/ hour

4, 05, 00 M3 / hour

54000 M3/hour

Total No. of Equipments 66 Nos 66 Nos 77 Nos

Total No. of Electrical Panels

11 Nos 11 Nos 19 Nos

High quality ducts from the automatic duct fabrication facility of approximately 2000 sq.m / day


Documentation and handing over to client

It was a challenging task to compile all the necessary documents which was huge in quantity for final handling over to the client. Moreover all back-up documents like approved material submittals, method statements, drawings, response of client on RFI (Request for Information) were also compiled as reference. The ‘as built drawings’ of the entire system was also prepared for final submission to client.

The handing over process also included a “Training Program” for client’s senior operation & maintenance personnel organized by L&T. Special training material such as booklets and handouts were provided to participants.

Air-conditioning System

Total installed capacity : 20, 000 TR

Refrigeration plant for chilled water production and circulation of chilled water as a secondary refrigerant

High efficiency hermetically sealed dual compressor chiller package (each 2500 TR Capacity) using 134a as refrigerant

Cooling Tower

The cooling tower for refrigeration system of water chilling plant is installed to cool warm condenser return water at 37.77oC to 32.22oC with total heat rejection capacity of 24000 TR. This 120 meter long, 7.5 meter width and 8 meter high RCC cooling tower is having 16 cells and spray chambers circulating 6300 US GPM water through two sets of piping network, (1200 mm dia and 1000 mm dia) pumped by 8 nos of condenser pumps located at plant room.

Central Air-conditioning system by Air-handling units and Fan Coil Units

Unit air conditioning system by precision air-conditioning units and split DX-units.

Central Heating with provision

of duct heater total capacity - 1600kW

Ventilation System

Total Installed capacity 7 million cu.m / hour

Exhaust system

Evaporative cooling (Air Washer)

Pressurized high velocity air barrier system (Air Curtain)

Smoke Extraction System (Axial and tube axial fans, Jet fans and Propeller fans)

Electrical System

The electrical installation for HVAC System comprises 109 EMCC, 8 HT and 4 MCC panels. There are 720 starter panels and 150 kms of power cable and cable tray network to distribute power for various HVAC equipment located at different location of the building.

Central Monitoring System (CMS)

The HVAC System is fully automated and integrated with central

Hermetically sealed dual compressor chiller units


monitoring system (CMS) which in turn is integrated with Airport IT System. There are three levels in CMS such as field level, automation level and management level. In field level there are approximately eleven thousand field devices / instruments to control and monitor the status of the system which is displayed at CMS controller’s workstation.

Energy Saving Features

Incorporation of variable a. frequency drives for air handling units, fans and pumps for controlling the speed of equipment and installation of variable air volume boxes in air distribution network has led to optimization in energy consumption

Controlling outdoor fresh air in-b. take based on indoor space CO2 sensors and volatile organic compound sensors

Introduction of heat recovery units.c.

Use of free cooling system d. for taking advantage of low ambient temperature during the winter season

Eco friendly refrigerants

Ozone friendly refrigerants like R134a and R410 were used for refrigeration plants and units.

Maintaining indoor air quality

Implementing CO2 sensors, VOC sensors and air purification system through various types of filters as well as using space air temperature sensors, indoor air quality is maintained and monitored. Care was taken to use paints and adhesives that have low volatile organic compound content in it.

Heating System in Winter

The temperature is maintained to comfort level by using duct heaters during winter.

Automatic Duct Fabrication Facility

An automatic duct fabrication shop of 2000 sq.m / day capacity equipped with computerized control and plasma cutting facility was installed in stipulated time to cater to the huge requirement of GSS duct.

Major Challenges

The following constraints posed challenges, but team work and timely proactive action helped overcome the problems encountered.

1) Finalizing the basic design & DBR of HVAC system for an International standard Airport

2) Selecting a competent and suitable sub-contractor

3) Completion of detailed design in a very limited time period

4) Speedy procurement for long lead items including imported ones

5) Mobilizing skilled manpower in time

6) Implementing effective quality system and maintaining the same throughout

7) Design interface, execution interface, co-ordination among various agencies and more importantly sequencing the activities of multiple agencies during construction

8) Efficiently handling of configuration / change management scenario originated due to many “change orders” issued by client during the project

9) Obtaining approval from Delhi fire office on HVAC System design and installation

10) Obtaining certification for “OMDA” milestone achievement conducted by third party external audit team called “Independent Engineer” (Engineers India Limited)

11) Sourcing qualified and experienced HVAC engineers

12) Maintaining huge amount of documents (Approximately 25000)

The contract management was carried out as per the guide lines of NEC 3 (New Engineering Contract 3). All the while, the risk management action plan and it’s periodical review was at place and served as a time alarm. Vigilant safety management and stringent quality assurance norms and in process quality control measures paved the way for remarkable delivery.

C K Das Package Manager-HVAC

The fans at the top of the 120 m long, 7.5 m width and 8 m high RCC cooling tower


Public Health Engineering - promoting a healthy environment

The development of Delhi International Airport has been planned in a phased manner.

To provide water and sanitary services for this mega aviation infrastructure called for an in-depth analysis of geographical conditions and environmental norms. The PHE services were therefore divided into two packages such as external utilities package and the internal plumbing works for Passenger Terminal Building and Pier buildings. The Airport was scheduled to be developed in four phases, however, the External Utilities was planned to be developed in two phases, L&T’s scope was for Phase-I development upto 2016 water demand. In order to accommodate the planned expansion of airport facilities in the future, the external utilities were designed appropriately factoring-in future expansion plans of PHE services. The internal plumbing

works comprised of Hot & Cold water supply piping, soil and waste water piping, external sewerage around the building, sanitary fittings and fixtures, installation of hydro-pneumatic pumps, solar water heating system, drinking water chillers with RO treatment units, drainage pumps and syphonic roof drainage system.

Water Source, Water Treatment plants & Sewage Treatment plants

The external utilities package comprised of design, construction and development of water source, water treatment plants, water supply system to various facilities, sewage collection and conveyance system and sewage treatment plant.

The scope of work for external utilities package comprises of 18km of ductile iron piping, 3.60km of HDPE piping,

5.50km of RCC piping, construction of 16ML and 13ML underground reservoirs with automated RO based treatment plant and civil & electro

Major Quantities

18 km ductile, 5.5km RCC, 3.6 km HDPE piping.

16 ML & 13 ML underground reservoirs.

15 MLD Sewerage Treatment Plant

37 Drinking Water Chillers with RO

25 solar water heating panels

3500 sanitary fixtures

Civil Works:

1 lakh cu.m excavation

0.2 lakh cu.m RCC.

2100 t reinforcement

Aesthetically designed washrooms


Towers, 3MLD water for the flushing at wash rooms in PTB & Piers Building and the balance 9MLD to be used in the 3 million sq.m turfing area on the airside and other landscaping areas at the landside.

Internal Plumbing and Water Supply

The scope for internal plumbing works comprised 95 km water supply piping, 64 km of drainage piping, 178 precast RCC manhole chambers, 37 drinking water chillers with RO treatment unit, 23 pumps for hydro pneumatic system, 88 hot

mechanical works for 15MLD sewage treatment plant. Water supply to the buildings has been met through existing bore wells and to compensate the extraction of ground water L&T has constructed 310 recharge structures in airport area.

Since the quality of ground water was not fit for potable use due to the high TDS content, L&T developed a treatment scheme for WTP/STP with Zero discharge. Out of 15MLD treated water from STP, 3MLD water would be further treated through UF and RO based treatment plants and will be used for the HVAC system cooling

water recirculation pumps, 60 waste water sump pumps, 49 electric water heaters, 25 non glazing type solar water heating panels and 3500 sanitary fittings and fixtures. The execution of internal plumbing works was a bigger challenge due to presence of a lot of services running along the ceiling. Since the PHE sanitary line is the first in order from ceiling level timely completion is most crucial in order to create work front for the other following services. This challenge was mitigated with efficient design and site interface planning.

Syphonic drainage system

PTB & Pier roof rain water drainage is through syphonic drainage system. This system works on the principle of restricting air flow into the pipes by installing an anti-vortex plate. The total pipeline installed is in excess of 11 km and the jointing has been done by using electro-fusion welding and butt welding. This technology helps to achieve higher flow rates to a tune of upto 8 times than conventional systems with reduced diameters of pipes.

Sanjay Goel Group Package Manager

Water Treatment Plants

Feed pumps for the RO plant


Baggage Handling System - packed with world class features

Increasing passenger traffic and rising expectations of frequent fliers means growing volumes of baggage.

Added to this, the rigid security requirements make it imperative to develop a failsafe world class Baggage Handling System (BHS) in the Terminal Building. While designing the T-3 baggage handling system, every design engineer was focused on providing a safe and comfortable transit option for the passenger by fully utilizing new systems, latest technology and practices. In order to provide very high standards of services and security for passengers in the airport, L&T introduced a series of state-of-the-art technology at the very concept stage to ensure a seamless transition of baggage from passengers to plane. Accordingly, a highly advanced ‘in-line baggage handling system’ has been incorporated at terminal T-3.

In this system, passengers are no longer required to stand in long queues to have thier luggage checked-in through x-ray machines thereby saving time and offering comfort and convenience to the passengers. The in-line baggage handling system installed at T-3, is a highly sophisticated system when compared to ones that are currently in use at other airports in India. This system is totally automated, having 4 sorters and around 6,400 meters of conveyor belt to handle 12,800 bags per hour. Since 168 check-in counters, will be operated as Common User Terminal Equipment, (CUTE) there will be no dedicated counters for specific airlines. On the contrary, any counter can be used by any airline based on the requirement during peak hours.

In terms of security, this system will have a totally foolproof arrangement with 5 levels of baggage screening. The baggage shall go through the X-ray machines in the first level and if any objectionable materials are found in the baggage, it gets dual monitored, by the machine as well as by humans. If the baggage is not cleared after the second monitoring, it proceeds to level 3 of the screening process. On being rejected here the bag is sent to screening level 4 where the passenger will be called and asked to open the bag and if there are any objectionable materials, the baggage is sent to level 5 which has a designated ‘threat bag disposal area’. This system ensures a very high level of security and safety for the passengers.

The baggage handling system at T-3 operates with 1200 motors controlled

Baggage screening at the International departure area


by fully automated Programmable Logic Control (PLC) that will ensure conservation and optimum utilization of energy. This mechanism ensures that the system runs as per the prevalent load conditions. In case, there is no movement of bags then the conveying equipment will go on ‘power save’ mode or ‘sleep mode’.

Both domestic and international baggage are handled and dispatched through any check-in counter in addition to the proposed city check-in done at the metro stations. The system is programmed to automatically identify bags and deliver it to its destination. The identification of bags happens through automatic barcode tag readers. Variable Frequency Drives (VFD) are used when the bags are inducted into the main system from transfer locations. With the VFDs in place, the conveyors accelerate when required and when there are no bags in the particular conveyor, it runs at reduced speed, thereby saving energy.

There are 12 belts at the arrival carousels out of which 5 are used for international arrivals and 5 for domestic. 2 belts will be used varyingly as per peak hour requirement. For instance if there is additional requirement at the international arrival then the 2 belts will be used additionally. All these conveyor belts are designed at an inclined angle to make it easier for the passengers to pick up the bags without much strain. The Baggage Reconciliation System (BRS) are used to reconcile bags at each of the baggage make-up carousels in the baggage room, as well as planeside at each of the gates at Terminal T 3. As per design, there are 3 gates for the A-380 flights in order to cater

to the heavy flow of passengers. 4 baggage belts will exclusively cater to the A-380 flights and these belts are 90 meters in length.

The entire baggage handling system at the T-3 terminal has been built after carefully integrating energy saving systems for ensuring higher efficiency and a completely foolproof - 5 level security system. This BHS is the largest of its kind in India and is comparable to international standards High level controls using a mix of IT and PLC form the backbone of the system.

Read Rates

1. Level 1 x ray - 20 Bags /Min

2. Level 3 x ray - 05 Bags /Min

From To Processing Time

Check-in Flight make up via Level 1&2 10 Min

Check-in Flight make up via Level 3 15 Min

Transfer Recheck-in Flight Makeup 15 Min

Off load conveyor Reclaim Unit 02 Min

Baggage Processing Time

Baggage carousels designed at an inclined angle for ease of use


3. Tilt tray sorter - 80 Trays/ Min

4. ATR - 60 Bags/Min (Achieved read rate 99.99%)

5. Offloading rate at both International & Domestic Pier Conveyor - 20 Bags/Min

6. MES - Max 6 Bags/Min

Desired Performance Parameter

Baggage Throughput : 12800 Bags/hr

Check-in : 10050 Bags/hr

Reclaim : 12390 Bags/hr

Transfer : 2360/Bags/hr

DMRC : 1300/Bags/hr

Most critical and basic requirement for timely completion of BHS system is the structural steel works for supporting the 6.5km conveyors within PTB. 1700 tons fabricated structures and equipment were installed by deploying 12 vendors and about 1000 workmen.

Col Sharat Sharma Group Package Manager

Sl No. Material Description Origin Supplier Name

1 Tilt Tray Sorter Denmark FKI Logistic

2 Power Turn/Curves Malaysia Transnorm

3 Vario Belt Conveyor Korea Posmec

4 Belts Singapore Ammerel Beltech

5 Plough Diverter Singapore Logan Teleflex

6 Merge Conveyor Germany Transnorm

7Carousel - Mild & Stainless Steel

Singapore Inter-roller

8 Luffing conveyor Germany Transnorm

9 Vertisorter Singapore Inter-roller

10 Motors Germany Siemens

11 Level-1 X-Ray machine Germany Smith

12 Level-3 X-Ray machine USA GE

13 Check-in conveyor Singapore Golden seal

14 Takeway Conveyor Singapore Golden seal

15 High Speed Diverter USA Siemens E&A

16 ATR Germany SICK

Sourcing of Major equipment

Baggage sortation


Fire Detection and Protection System - ensuring safety at all times

In consonance with the making of a world class airport with a world class vision, the challenge was to provide a highly advanced fire safety system for passengers. The new terminal has been equipped with one of the most advanced Fire Detection & Protection (FDP) system to protect the lives of occupants & the operational functions of building. The installation of which has evolved as the biggest of such Fire Fighting and Detection system in any building in India.

Unique types of modern and advanced system with innovative techniques are installed in T-3 building like VESDA system (Very Early Smoke Detection Apparatus) which is being extensively used for Fire Detection at higher ceiling levels. The entire system adheres to NFPA (National Fire Protection Association) Codes of U.S.

The pipes used for the firefighting system are prefabricated at a fully mechanized workshop setup within the project site conforming to the

best of Quality and Safety standards. Each pipe segment used in the firefighting system is drawn on shop drawings for fabrication and painted in workshop prior to installation at the site.

1.10 lakh sprinklers and 40000 detectors are connected in groups and loops with the help of 355 km pipe, 600 km cable and 679 hydrants, HVAC, ACS, PAVA, VHT and BHS systems are interfaced with the FDP System.

In the 79 IT rooms across the airport terminal, GAS suppression system is installed using eco-friendly NOVEC -1230 gas having zero impact on ozone layer.

Types of FDP systems:

Following are the types of FDP systems installed at various locations in T-3, to meet the fire protection demand of specific areas:

1. Fire hydrant system (internal & external)

2. Automatic sprinkler system

3. Medium velocity spray system

4. Intelligent addressable fire alarm system

5. Clean agent gas suppression system

6. Water curtain system

7. Fire extinguisher

8. Very early smoke detector apparatus (VESDA)

Prefabrication

Putting up a fabrication workshop at T-3 project is the most important feature which enabled L&T to fabricate, supply, erect and install 350 km of pipe having almost 7 lakh pipe joints. Each GI pipe segment having unique identification number as shown in positions drawing of the respective fire zone were drawn on paper to make shop drawings of the pipe. After approval, these drawings were sent to workshop for fabrication. The pipes were threaded or grooved as shown in the shop drawing. The workshop had an installed capacity to fabricate 2 km per day of pipes having eight threading machines imported from Germany and USA, as well as four grooving machines and three

Distinguishing FeaturesAdherence to NFPA code.

VESDA for high level ceilings.

Gas Suppression system for IT rooms.

Use of Prefabricated pipes at workshop installed at site.

1.10 Lakh sprinkler, detectors, 355 km of piping.

Integration of firefighting system with HVAC, ACS, PAVA, VHT & BHS

Fire pump house


pipe saws installed on shop floor. Out of the total 4000 square yard area of shop about one third was dedicated to welding and painting works, where 3G welders and 6G welders fabricated the special purpose fittings and allied works.

Fire Alarm System

The state-of-the-art fire alarm system has many advanced technological features. The entire system spreads out to the extent of 5.5 lakh sq.m area. To meet the specific requirements at different areas, almost 40,000 detectors of various types were looped in along with 149 fire alarm control panels and network repeater panels. Mimic panels installed at 17 strategic locations enabled the fire commander to control the extinguishing operation by graphical representation from remote location. Dedicated fire command center and emergency command center been have also been provided in the system which gives the entire system one extra mileage in case of failure and redundancy. The system is integrated for automatic operation with other systems like HVAC, automatic control

doors, lifts, travelators and escalators, baggage handling system, public announcement system, electrical system and building management system. The detection of fire hazards at higher elevations are being done by VESDA system.

Fire Fighting System

The fire fighting system is grouped into following sections which altogether consumes 355 km GI, MS and DI pipes.

1. Internal Hydrant System: A total of 544 hydrants are installed in the entire building which covers all corners of the floor.

2. Sprinklers System: A total of 1.10 lakh sprinklers of various types are installed. This includes quick response upright, pendant, concealed, window, sidewall and medium velocity nozzles and covers the floor and false ceiling areas.

3. External Hydrant System: This system protects the building from outside having 135 hydrant connected with 7.60 km long ring fire main.

4. Gas Suppression System: All communication rooms (79 Nos.) are protected with NOVEC - 1230 low pressure and environment friendly automatic gas system.

5. MV spray System: This system is provided in two important areas of PTB one is sub-basement double height area (j block) and Arrival area in baggage hall and medium velocity nozzles covers the floor.

6. Extinguishers: Six types of 5400 extinguishers are installed for first level of protection at T-3 building.

Fire Pump House

The fire pumps including electrical controllers of sprinkler and hydrant system have been imported from Canada having discharge of 1000 GPM and 1250 GPM respectively.

Total 6 Nos. of pumps are installed- 4 electric pump (1 sprinkler, 1 hydrant & 2 jockey pumps), and 2 diesel engine pumps. Total tank capacity of underground fire water pump house is 760 cu.m. Tanks are Separated

Pipe Fabrication Workshop that helped manufacture 350 km of pipes


into two equal compartments, 380 cu.m. of each which is dedicated for firefighting purpose.

Planning & Construction

The FDP system of Passenger Terminal T-3 was installed in a short span of time. Various method statements with more than 500 drawings have been used to erect the system. FDP execution team of DIAL project was consisting of 23 engineers at the peak time who worked meticulously as a team to get the work done from subcontractors. The total quantum of work was carried out in 24 months time by deploying on an average 850 workmen with a peak of 1600 manpower. Minimax, the subcontractor of this package deployed 21 expat personnel for project management including German and American project managers. The work was done in interface with other ceiling suspended services such as HVAC, Electrical, IT and others systems. The drawings were made clash free with 3D modeling.

Testing & Commissioning

The biggest challenge of the project was faced during Testing and Commissioning stage. The finish works like false ceiling, wall cladding and carpeting were done along with T&C activities of FDP system which posed a challenge to energize the

water system without damaging these finishes of the building. Five air compressors of high CFM were used to pretest the leakages in piping system before filling water inside the pipes at pressure. The air testing of sprinkle and hydrant piping at 3.0 bar avoided the potential damage to finishes and other services, by arresting such possibilities before the water energization of the system.

Fire alarm testing and commissioning was done by completing the network of 42 FACP panels and controlling the system from Fire Command Centre. All types of necessary testing required for fire alarm system like loop testing, continuity testing and trouble shooting is now in final stage. Gas based fire suppression testing and commissioning is being done by interfacing with fire alarm system, aspirating smoke detection system (Vesda) and also necessary testing required for Gas based fire suppression system like, pneumatic test for piping, leakage test for cylinders and fan door test. This system has been provided in all communication rooms.

Five steps are followed in the testing and commissioning process they are:

Pre-commissioning, Commissioning, Performance, Integration and System integration procedure. Apart from this, real checking is also done in all

levels and the passenger movement areas. Testing and commissioning was done by ensuring proper safety.

Integration

Integration of Fire Alarm system is the most critical part of the testing and commissioning activity. The Fire Alarm system shall be interfaced with Fire fighting system, other Electromechanical and IT systems of building to meet the requirements of fire strategy and evacuation plans.

All important devices of Fire fighting system like valves, flow switches, pumps, flow meters are integrated with Fire alarm system though monitor modules. In case of operation of these devices the signal will be sent to FCC via local panel through network to monitor the same.

Nevertheless, all important electromechanical and IT services like HVAC, Access Doors, Public announcement system, Baggage handling system, Vertical & Horizontal Transfer system etc. are integrated with Fire alarm system through control relay modules.

The complete building has been divided into 160 fire zones as per fire strategy. A comprehensive cause and effect matrix has been developed to identify the operational mode of electromechanical and IT systems falling in the respective fire zones in case of fire alarm activation. The fire control relay modules give the signal to the devices of various systems like Air Handling Units, Fire dampers, Fans, Fire shutters of BHS, Travelators, Escalators, Elevators, Access Controlled doors, Public Announcement System etc to automatically operate the same as per the cause and effect matrix.

Suresh Kumar Sharma Package Manager-FDP

Schematic of fire alarm system


IT Systems - in sync with tomorrow’s technology

W ith the growing dependence on information technology, virtually most operations

at an airport are monitored, managed and maintained using extensive IT systems. IT systems play a key role for operation, security, utility management and System integration at the IGI Terminal 3 in the Passenger Terminal building (PTB), Airport Services building (ASB) and the Ancillary buildings. L&T’s scope of work in creating IT systems included preparation of ordering specifications, procurement support, vendor design and drawing review, interface and integration coordination, planning and program monitoring, quality assurance and control and site supervision activities.

Airport IT systems broadly comprises of:

Airport-wide Network backbone (Managed Network Interface)

Airport Process systems (Passenger & Baggage processing, Flight Information Display system)

Security systems (Access Control & CCTV)

Utility systems (Public Address & Voice Alarm, Telephony, and Building Management),

Airport Operations (Airport Operational Database - AODB, Information Message Broker, and Control Centers)

Other systems (Master Antenna TV and Electronic-point-of-sale

The Managed Network Interface (MNI)

Managed Network Interface is based on Internet protocol (IP) and provides end-to-end connectivity between the various IT systems. The transport protocols supports Various IT systems and devices that can be directly connected through Access switch ports, to the common Network backbone.

Important Features:

The field devices such as CCTV cameras, Access Control Card Readers, FIDS displays, Passenger Check-in systems are hooked on to the network through the access switch ports, using standard CAT6 UTP cables. Devices can be powered

Control room with the large video wall


through the data connecting UTP cable itself, which is called ‘Power-over-Ethernet’.

Data security protection, firewalls, rogue intrusions and other protection against data loss and network interruptions has been provided

The network solution supports multiple VLANs for various application services ensuring quality of service and data security for various IT facilities

The highly resilient and redundant IT system network has been provided with 3 - Tier architecture with Core, Distribution and Access switches. This architecture makes the design easily scalable to new physical areas as well as integrating provision for future expansions

Uplink from the Access switches to Distribution and Core switches are provided via Optic fiber cables (single mode fiber) operating at nominal data rate of 10 GB

Voice connectivity (analog) is provided through copper cabling (UTP 3/6) for Telephony

Wireless Access Points (WAP) are provided for supporting communication with portable applications

The IT network implemented at the IGI T-3 is based on Nortel Communication Equipment. Three Primary Communication Centers (PCCR) are provided with Core and Distribution switches, which comprise the high-speed switching backbone and Service Aggregation systems, including Load Balancers and Firewalls for connectivity to the various IT system servers.

Seventy-six Secondary Communication centers (SCCR) are distributed across the Airport Services building, Passenger Terminal Building and Piers. The SCCRs are provided with Distribution and Access switches, which provide the edge connectivity to the devices of the IT systems. A Wide Area Network (WAN) connects the Airport Services building, the Passenger Terminal Building, Ancillary buildings and other widespread services.

Airport Process, Security & Utility systems

The Airport Process systems consist of Passenger & Baggage processing system and Flight Information & Display system (FIDS). The former provides composite facility for passenger check-in, baggage reconciliation and departure services. The FIDS is the primary source of flight data and information, which is received from the Airport Operational Database. The FIDS displays provide real-time information regarding flight arrival / departures, check-in counters, boarding announcements, reclaim baggage belts, etc.

The CCTV system consists of Internal & External PTZ cameras, IP Fixed Dome cameras, IP Fixed cameras and Thermal cameras, connected to the IP Network with video storage on network storage recorders. This system provides coverage for the Passenger Terminal Building, Domestic and International Piers, Airport Services building, Multilevel Car Parking, Main Receiving Substation, Security Cabins, Gatehouses, Airside Substations, Fuel Farm, Cargo Building, Perimeter checkpoints, etc.

Access Control system is provided to automate and monitor the controlled access of staff, and other authorised persons, into and throughout the Terminal, including its associated

International and Domestic Piers, Airport Services building, immediate perimeter access points, airside perimeter fence, airside/landside boundaries, security sensitive areas, including all roof access points, access to the Multi Level Car Parking, Delhi Metro Station area, Staff offices and Plant areas.

The Public Address and Voice Alarm (PAVA) system is provided for normal operational announcements and critical announcements that affect operational safety and security in the Terminal, and other buildings. PAVA speakers are located throughout the buildings and divided into zones for announcement purposes. The PAVA System comprises of strategically distributed sub-systems, connected via a dedicated, fire rated and dual redundant network.

The objective of the Integrated Building Management System is to bring together all networked buildings and facilities to form a “master Airport-wide supervisory monitoring system” of building services. The system monitors specific building services related to the terminal building. This includes direct monitoring of Passenger Boarding Bridges, Fuel Hydrant Pit Valves and status signals from the Central Monitoring Systems (CMS) for Lifts, Escalators, Travelators, HVAC, PHE, Electrical Power, Internal Lighting, Fire Detection and Protection and the Visual Docking and Guidance System, using open protocol connectivity. This system also links up with two Building Management Systems at Main South Fire station and Western Satellite Fire stations and also with the Main Receiving Substation CMS.

Airport Operation Control Center

The Airport Operation Control Center (AOCC) located in the


Airport Services building is the nerve center of the airport operation. Vital information (digital data files, audio and video) in real-time is made available at this Control center, enabling the airport operation and security teams to monitor, manage and control the airport operations.

A large Video-wall is installed in the AOCC for monitoring the activities in the Airport Terminal and Piers. It consists of 28 video-cubes in 7 x 4 configurations-each cube size measuring 70 inch diagonally. CCTV camera feeds from both land and air-side; and data from various systems (Airport Operational Database, Airport Ground Lighting system, BMS systems, Flight Information systems, Baggage Handling system, Check-in systems, Resource allocation modules etc.) can be displayed simultaneously on the Video-wall.

Besides AOCC there are several other Control Centers spread across the Airport Services building and Passenger Terminal building. These include Network Management center (in ASB), Emergency Response and Incident center (in ASB), Security Operation

Control center (in ASB), Engineering & Maintenance center (in PTB) and Terminal Services center (in PTB).

System Integration

The IT system integration involved:

Integration of the various IT systems within the systems (IT Network with others, BMS with others, FIDS and PAVA, ACS and CCTV)

Integration of IT systems with Airport systems (Baggage Handling system, Passenger Boarding Bridges, Visual Docking Guidance System)

Integration of IT systems with Mechanical & Electrical systems (HVAC, Fire Detection & Protection, Fuel hydrant system, Electrical power and lighting systems)

Integration of IT systems and Airport systems with the AODB (Airport Operational Database) for communication of flight information, resource allocation information involving check-in counters, aircraft parking stands, boarding gates, baggage belts, etc.

Integration of Baggage Handling System (BHS), Baggage Reconciliation System (BRS), Flight Information Display System (FIDS), Interactive Voice Response system (IVRS) and Visual Docking Guidance system (VDGS) with the AODB was done using the Information Message Broker (IMB) which is based on Web Sphere Process Server and WebSphere MQ. IMB does the transformation, validation and sending of information and data from one system to other systems as required. IMB receives flight, resource and planning information from AODB for sending to other systems, after validation. IMB receives real time updates like on-block, off-block, chute updates, first bag, last bag, baggage statistics, check-in counter updates from BHS, FIDS and VDGS and sends this information to AODB.

Extensive testing is done in the Testing and Integration Center (TIC), as well as in the production environment, for ensuring proper integration.

Some facts and figures:

The baggage flow rate is about 12,800 for departing services and an equivalent amount for arrival services

There are 78 contact stands with passenger boarding bridges and 9 remote stands, for servicing of the incoming and outgoing flights

L&T’s scope included 12 IT system packages. For Mobile Phone Antennae System (MPAS) and Trunk Mobile Radio System (TMRS), L&T was involved in physical interface coordination works

The existing Airport Operational Database (AODB) and Information Message Broker (IMB) have been extended to include additional requirements for Terminal 3. L&T took part Server room at the AOCC building


extensively in the IT Integration activities involving IMB

There are about 125 Communication Centres, Data Centres, and Control and Monitoring Centres, spread across the Airport Services Building, Passenger Terminal Building and Piers

The IT Network services 49,000 Data and Voice points

The IT LAN-WAN network comprises of about 3200 km of UTP cabling and 225 km of Fiber optic cabling. 125 km of copper riser cable was used for Telephony

Public address and Voice Alarm system cabling involved 10 km of Fiber optic cable and 260 km of copper cable

About 729 Flight Information Displays have been used in the Passenger Terminal building and Piers

About 3300 CCTV cameras provide coverage of the Passenger Terminal building and Piers

Access control points and entries are numbered at about 2470

8500 speakers have been used

in the Public Address and Voice Alarm system

The Telephony system involves 3375 analog handsets, 1125 digital handsets, 100 IP phones and 20 soft phones

The Building Management System database is in excess of 50,000 points

There are 168 check-in counters in departure hall, 24 Airlines Service Counters, 28 Transfer Desks, 258 Boarding Gates,12 Bussing Lounge equipped with Common User Passenger Processing System (CUPPS)

Major vendors included IBM (IT Network), ARINC (Passenger Processing and Baggage Reconciliation systems), Solari (FIDS), Tyco (ACS & CCTV), Bose (PAVA), Honeywell (Building Management System), ABS-Alcatel (Telephony), and Unisys (System Integration)

The footprint of the IT system coverage spans over almost the entire Passenger Terminal Building and both Piers. Further the Ancillary buildings spread over an area more than

6 sq km are also interconnected. The compressed execution time for the design, engineering, procurement and construction itself posed a major challenge. It was still possible to maintain project key dates and timelines by maximizing the productivity through micro planning and program monitoring, coordinated efforts, effective interface management with civil, mechanical, electrical and finishes works, and above all working as a team with the client, the vendors and the numerous agencies involved in the project.

In conclusion it may be said that the complexity and volume of the job was itself overwhelming. The latest state-of-the art systems and facilities provided at the IGI Terminal 3 required very high technical inputs and project management skillsets for implementation. This experience has truly enriched L&T and given it strong credentials to its capability for executing further mega infrastructure projects with mission critical applications.

S. Malakar Chief Project Manager -IT Services

Implementation & L&T Infotech team

A section of the 168 check-in counters


Phase one construction will house an international level convention centre, three big exhibition halls and other small halls. The convention centre has the capacity to accommodate 5000 delegates.

In the second phase of this project L&T will develop a modern bridge connecting the phase one to it, and an iconic salt mound like concrete structure housing a museum, library and research centre on Mahatma Gandhi. A sculpture garden having intricately carved

On May 1st, 2010, the Hon’ble Chief Minister of Gujarat Mr. Narendra Modi along with Mr. L.K Advani performed the Bhoomi Pooja for the construction of Mahatma Mandir at Gandhi Nagar in Gujarat.

L&T is involved in the engineering, design and construction of this iconic building and EDRC has developed a world-class design for this tourist destination which will exhibit the life of Mahatma Gandhi. This will be the venue for the Fifth Vibrant Gujarat Global Summit (VGGS) 2011.

Covering an area of 34 acres, the proposed Mahatma Mandir will have a business center, exhibition halls, a memorial for Mahatma Gandhiji, an unique Gandhi Garden and suspension bridges named in memory of the Dandi march. The piers of the suspension bridge hold an integrated wind mill. Gandhiji’s memorial is designed in the form of a salt mount, as the salt Sathyagraha is considered as an important event in Gandhiji’s freedom struggle movement.

I N A U G U R AT I O N

Bhoomi Puja performed by: Shri. Narendera Modi & Shri. L.K.Advani on May 1st 2010

Perspective of the proposed Mahatma Mandir

CM of Gujarat laid the foundation stone for Mahatma Mandir


Mr. Debashish Biswas, Sector Projects Manager, PT&D Sector, Larsen & Toubro (Oman) LLC felicitated by Mr. Mohammed Bin Adbullah Al Mahrouqi, Chairman PAEW at the inauguration function of the North Awqad primary Substation.

The 33/11KV Primary Substation constructed by Larsen & Toubro Oman (LTO) at North Awqad in Salalah area of Dhofar region is ready for commissioning.

The project which was constructed in a time period of 180 days was inaugurated by Mr. Mohammed Bin Adbullah Al Mahrouqi, Chairman - Public Authority of Electricity and Water on 14th April 2010.

Dignitaries from Dhofar Power Company SAOG, Mott MacDonald & Co.LLC & Oman Power Water Procurement Company SAOC who were present during the event appreciated LTO for its efforts in executing this prestigious project.

Residential Units at Muscat Hills ready for possession The residential units comprising of Villas and Apartments constructed by Larsen & Toubro (Oman) for the Muscat Hills project is being handed over to owners.

The USD 110.00 Mn project constructed by Larsen & Toubro (Oman) consists of 80 villas and 135 apartment buildings, including road works and fencing. L&T’s scope also includes construction and commissioning of 16 – 11KV/415V substation along with all the internal and external MEP services.

The property owners were delighted at the splendor of their homes and expressed gratitude for the high quality work of L&T.

Commissioning of a new 33/11kv primary substation at North Awqad

stone murals exhibiting life of Gandhi will be the star attraction of the second phase development. The entire structure will be covered by a green cover.

Salient features of business center and exhibition

The Business center and exhibition is designed to international standards, to meet the needs of all conventions, seminars, conferences, exhibitions of both national and international level. It can accommodate 15000 people at the same time

Column free Air conditioned halls suitable for multipurpose use of various seating capacities.

Convention Hall with seating capacity 5000 persons, the hall can be divided into 3 separate halls for multiple use.

Three 600 people capacity seminar hall & one 1500 people capacity seminar hall.

Conference & meeting rooms for parallel discussions.

Green features

Huge overhangs on the glazing side to reduce the direct heat gain of the glazing.

Orientation based on solar analysis, minimizing the use of glass in the buildings and also orienting through Visual Deo helps in reducing the direct heat gain on the glazing surface.

High insulation on roof and wall materials to reduce heat gain inside the building.

Rain water harvesting, rain water collection ponds, storm water drainage.

All waste water treated & recycled for flushing, irrigation etc.

Storm water drain with recharge boreholes to avoid water on site recharges, within site

10% power from wind mills, fed to grid, as renewable energy.


Mr. Anil Wadhwa, Ambassador of India, Sultanate of Oman visited the 2nd Asian Beach Games Project Site in Musaanah, where Larsen & Toubro (Oman) LLC is currently executing the Package III – Permanent works and Package V Infrastructure works for OMRAN.

This project includes the construction of the hotel, athlete’s village, games command centre and infrastructure works for the 2nd Asian Beach Games that is to be hosted by the Sultanate of Oman in December 2010.

Mr. Wadhwa reviewed the progress of the project with L&T’s project team and appreciated L&T’s effort in executing this prestigious project of national importance. He also commended the importance given to Safety and Quality in construction and congratulated the project team in achieving seven million safe man hours.

Mr C S Badrinath, Director and Mr M Shyamsundar, Chief Executive of Larsen & Toubro (Oman) LLC accompanied by Mr Anil Wadhwa during his visit.

The Ambassador of India, Sultanate of Oman visits L&T’s 2nd Asian Beach Games Project Site

Games Command Center for Asian Beach Games in Musaanah, Oman


N E W O R D E R S

Rs.1440 Cr order from Buildings & Factories SegmentBuildings & Factories Operating Company has secured orders aggregating to Rs. 1440 crore for the construction of residential towers, township and factory buildings.

L&T has secured new orders aggregating to Rs. 1294 crore for the construction of residential towers and township from leading developers and esteemed clients. Majority of the above orders have been secured on a design and build basis.

Further, orders worth Rs. 146 crore have been secured from various esteemed clients including add on orders from the ongoing factory jobs.

Rs. 1015 Cr from Power Transmission and Distribution ProjectsThe Electrical & Gulf Projects Operating Company has secured a slew of orders aggregating Rs.1015 crore from Transmission & Distribution Projects in the international and domestic markets.

The company secured orders valued at Rs.811 crore (USD 176 million) from the Gulf market – two orders from TRANSCO for the construction of 3x132 kV Substations at Al Wathba, Mohd Bin Zayed City including Sudha Port Fujairah. It also secured an order from OETC for the construction of 132/33 kV substation at Quariyat Area including installation of overhead lines in the Muscat Governorate. Another order from PAEW pertains to carrying out SCADA works for water transmission network.

In the domestic market the company secured three orders valued at Rs.204 crore. This includes construction of one 220/66 kV substation at Bengaluru for KPTCL and another 220kV substation at Dhule and Bhableshwar in Maharashtra for MSETCL including conversion of 11 kV overhead lines to underground cabling network in Margao for Goa Electricity Department.

The Electrical & Gulf Projects Operating Company has been making significant strides in the area of

power transmission and distribution projects both in the international and domestic markets having gained valuable expertise with its advanced technology in project execution in the Ultra High Voltage PT&D segment – up to 765 kV substations and transmission lines.

Rs.564 Cr orders for three Electrical ProjectsElectrical & Gulf Projects Operating Company has bagged a prestigious EPC contract valued at Rs.428 Crore (USD 96 million/ AED 350 million) from Abu Dhabi Water & Electricity Authority for Engineering, Procurement, Construction and Commissioning of 132/33/11kV Substation at Al Wathba and 132/22kV Substation at Mohd. Bin Zayed City in Abu Dhabi.

The order secured against international competition involves construction of two Substation civil Buildings, 132kV Power Transformers, 132-33-22-11kV GIS Switchgear, Protection, SCMS, and other Auxiliaries. Lahyemer International GmbH are the Engineer / Consultants for the project and this is to be completed in a period is 24 months. Being a national project of importance, this order paves the way for wider opportunities for the company in UAE.

The project will be a part of TRANSCO (Abu Dhabi Transmission and Dispatch Company) Network. TRANSCO is a subsidiary of Abu Dhabi Water & Electricity Authority (ADWEA) and is responsible for developing, operating and maintaining the high voltage power transmission and bulk water transmission networks within the Emirate of Abu Dhabi. This project, when completed will increase the reliability and capacity of Power Network to Abu Dhabi City Expansion in Mainland.

The project will be executed by L&T’s Electrical & Gulf Projects Operating Company, which is currently executing seventeen 33/11 kV Substations and seven 132 kV Substation in UAE. Two 132kV substations under execution for TRANSCO are in the advanced stage of commissioning. This new order further reinforces L&T’s


operational capability and customer goodwill garnered by L&T in UAE.

The company has further secured Rs.136 crore worth orders in the domestic market – from Karnataka Power Transmission Corporation Limited for the construction of 220/66 kV substation at Vikas Tech Park and Yelahanka in Bengaluru including another order from Goa Electricity Department for conversion of 11 kV overhead lines to underground cabling network in the Margao Municipal Area.

Rs. 827 Cr Orders for Thermal Power Plant Construction

The Thermal Power Plant Construction (TPPC) Business Unit has secured two orders aggregating Rs.827 crore from GVK Power for their Gautami Combined Cycle Power Plant (CCPP) Expansion and from SEPCO-I for Talwandi Sabo Power Plant in Punjab.

The order from GVK Power valued at Rs.602 crore is for total construction including certain electrical and mechanical balance of plant items (E&M BOP) for the 2 x 392 MW Gautami Stage-II Combined Cycle Power Plant in Andhra Pradesh. L&T is in consortium with Hyundai for this work.

The other order from SEPCO-I, valued at Rs.225 crore, is for the civil works for the 2 x 660 MW Talwandi Sabo Power Plant being developed by Sterlite Energy Limited in Punjab.

Rs. 368 Cr Orders for Metallurgical, Material Handling & Water Sector L&T’s Metallurgical, Material Handling & Water Operating Company has secured orders aggregating Rs.368 crore from various Customers. The Water & Effluent Treatment Business Unit has secured an order worth Rs. 239 crore from Indian Oil Corporation Limited, at Paradip in Orissa. The Scope of work is to construct Storm Water Drains, Reservoir, Laying of sea outfall pipeline and Lift station including supply of pumping machinery. The order is secured against competitive bidding with completion time of 12 Months.

Further, orders worth Rs. 129 crore have been secured from other Customers as add-on works to ongoing Projects of Metallurgical, Material Handling and Water OC.

Rs. 747 Cr Orders for Metallurgical, Material Handling Projects Metallurgical, Material Handling & Water Operating Company has secured orders aggregating Rs. 747 crore from various customers like Coal India, Indiabulls Power Limited and Hindalco Industries Limited.

Material Handling Sector

L&T has secured a lumpsum turnkey contract worth Rs. 276 crore from Coal India for Coal Handling Plant at Northern Coalfield, Amlohri, in Madhya Pradesh. L&T’s Bulk Material Handling Business Unit has secured this on EPC (Engineering-Procurement-Construction) basis, against competitive bidding. To be completed in a time frame of 24 months, the scope of work involves basic and detail engineering; supply and erection of mechanical, electrical and instrumentation works; complete civil and structural works, including testing and commissioning.

In yet another development, L&T has bagged orders worth Rs. 260 crore from Indiabulls Power Limited for supply and erection of Coal Handling Plants at Amravati and Nasik Thermal Power Plant in Maharashtra. The scope of work includes basic and detail engineering, supply and erection of mechanical, electrical and instrumentation works including testing and commissioning. The project is to be executed in 28 months.

Metallurgical Sector

In the Metallurgical Sector, L&T has secured an order valued at Rs. 211 crore from Hindalco Industries Limited for Aluminium Rolling Mill Complex at Hirakud,

D. V. Ramana Rao (VP, L&T), Dong Wook Kim (CEO & President - Hyundai Engineering Co.) & G.V. Sanjay Reddy (Vice Chairman, GVK) after singing of contract in presence of G. V. Krishna Reddy (Chairman & MD, GVK Power). Also present S. Rajavel - VP, L&T (third from left) and D V V S K Chowdary –L&T Regional Manager - Hyderabad (Extreme left)


Orissa. The scope includes civil and structural works for Aluminium Rolling Mill and related facilities. The order has to be executed in 16 months.

Larsen & Toubro wins order in Water Technology Business in Doha, Qatar The Water Technology Business Unit has secured an international Turnkey project worth QR 691.2 Million (INR 850 Crore) from Public Works Authority, Qatar (ASHGHAL) for Advanced Waste Water Treatment & Urban Reuse.

This project is the largest of its kind in GCC based on an advanced technology “Sequential Batch Reactor (SBR)” followed by “Ultra-filtration” .The scope of work includes design, supply, procurement, construction, testing & commissioning of the Doha South Sewage Treatment Works, Phase II expansion.

The project shall be executed on Lumpsum Turnkey basis. The project is scheduled to be operational by 2012.

The technology is provided by ITT Corporation, USA and Construction by Galfar Al Misnad Engineering & Contracting W.L.L, Qatar. The rated Plant capacity will be 92 Million Litres per Day for SBR and 187 Million Litres per Day for Ultrafiltration.

NHAI Order for Six Laning of Krish-nagiri-Walajahpet Highway L&T Krishnagiri Walajahpet Tollway Private Limited, an SPV incorporated by Larsen & Toubro (L&T), has signed a Concession Agreement with the National Highways Authority of India (NHAI) for six laning of 148.30 km Krishnagiri-Walajahpet Highway of NH 46 in Tamil Nadu.

The project will be executed on a BOT DBFO (Design Build Finance & Operate) basis, with a concession period of 30 years. The estimated project cost is around Rs. 1450 crore, and it is scheduled to be completed within a period of 30 months. The concessionaire is entitled to collect toll from the users of the highway during the concession period, including the construction period.

As part of Phase-V of the National Highways Development Programme (NHDP), NHAI is widening the existing four lane stretches of the Golden Quadrilateral (GQ) to six lanes. This corridor forms the main and preferred road connectivity between Chennai and Bangalore in south India, and caters to

both commercial and passenger movement between the two cities.

With this project, L&T currently has 14 projects in its BOT Roads portfolio, out of which seven are presently in operation phase, 5 in construction phase, and 2 in development phase, thus cumulating in a length of 5500 lane-km, and a total investment of Rs. 13,000 crore. L&T is optimistically viewing the expanding road infrastructure space and is keen on adding a few more key road corridors in the near future.

L&T to execute vital GSPC East Coast ‘Rs 1060 Cr Oil Platform’ L&T has won a critical offshore platform contract from Gujarat State Petroleum Corporation (GSPC) valued at Rs.1060 Crores (US$ 235 million).

GSPC awarded this project to L&T, over the claims of other bidders, in order to accelerate production of “first oil/gas” by 2012 from its technically challenging KG Basin, off the East Coast of India.

With one of the severest pressures and highest temperatures in the world, the KG basin project is a major acknowledgement of L&T’s capability to meet such challenging needs on a “turnkey” basis.

Besides the use of exotic materials to cater to demanding requirements, L&T will be responsible for several novel aspects in the survey, engineering, procurement, fabrication and installation of the wellhead platform. Upon final commissioning, the facilities will add about 6 million standard cubic metres of hydrocarbon gas per day to India’s energy production.

L&T has been serving the upstream hydrocarbon sector since early 90’s and successfully executed several demanding and prestigious offshore projects for ONGC and international clients. This order is a “first” on the difficult East Coast and from a discerning new client like GSPC.

L&T’s upcoming manufacturing facilities at Kattupalli near Ennore and L&T Valdel engineering office in Chennai will be leveraged to support the execution, in addition to other L&T work centres.

This contract affirms L&T’s capabilities as a reliable single source to execute critical projects for oil companies and hydrocarbon development programmes worldwide.


E X H I B I T I O N S

View of L&T stall at Construction Expo 2010

Mr. Dasho Sonam Tshering, Secretary - Ministry of Economic Affairs visiting L&T stall

L&T’s Infrastructure OC has participated in Construction Expo 2010 organised by the Bhutan Chamber of Commerce and Industries at Thimpu between 2nd to 6th June, 2010. The expo was inaugurated by Mr. Dasho Sonam Tshering, Secretary - Ministry of Economic Affairs, Royal Government of Bhutan.

At the 40 x 40 sq.ft stall, L&T portrayed a wide spectrum of prestigious and landmark hydro power projects done across the globe with a special focus of Punatsangchhu Hydro power project. The chief guest was all praise for L&T for the spectacular construction being carried out at Punatsangchhu Site in Bhutan. The Secretary General of Bhutan Chamber of Commerce and Industries, Mr. Phub Tshering appreciated L&T’s contribution in

building Bhutan and the employment generation by L&T at Bhutan. He made a special mention of the skills training efforts by L&T through Construction Skills Training Institute. The expo attracted some of the top brass from various Ministries of the Royal Government of Bhutan.

Construction Expo 2010 - Bhutan


CORPORATE SUSTAINABIL ITY

Walk/Run for Water Initiative

A large number of volunteers from ECC participated and donated nearly 800 saplings nurtured at the ECC nursery of Project Greenhands in the ‘Walk/Run for water’ - an initiative to resolve the global water crisis, held on 18th April, 2010. Isha Foundation and Live Earth joined hands and organize this event in Chennai.

This event was organized to ignite awareness among all citizens to make everyone save, recycle and reuse water. A 6km Walk/Run from Besant Nagar beach (Elliot’s Beach) through adjoining roads, highlights the fact that 6km is the average distance many women and children in the World walk every day to secure the minimum requirement of water for their families.

Blood donation camp – Bangalore Region

A blood donation camp was organized in Sagar Project Office on 14th June 2010 to commemorate the World Blood Donor Day, celebrated on June 14th every year. A bike rally to create awareness on blood donation marked the occasion. In spite of heavy, there was an overwhelming response to the blood donation camp. All the donors wore T Shirts with Blood Donor Day logo and Slogans inspiring everyone to donate blood. The blood donation camp was organized in association with McGann Hospital Shimoga. A total of 53 units of blood were collected in this camp.

Corporate Social Initiatives at Vessels project site in VizagAs part of L&T’s Corporate Social Initiatives, Infra OC’s Vessels project in Vizag has organized several initiatives in the months of June and July 2010.

At an event held on 27th June, the Prayas, Vizag chapter reimbursed the school fee subsidy to 141 female children of the workmen and distributed books and certificates to the spouses of the workmen who have completed the training in tailoring. This event was attended by all the staff, supervisors and workmen along with their families.To commemorate the birthday of L&T’s founding father, Henning Holck Larsen, blood donation camps, eye, ortho and dental camps were held at various project sites in Vizag. These initiatives were supported by L&T Prayas - Kartavya, Vasan Eye Care, Krushi Orthopedic and Indian Red Cross Society. Over 362 units of blood were collected, over 600 workmen and their family benefited from these camps.


AW A R D S

Recipients of the RoSPA award

4 other winners include:

RoSPA Awards

The 2010 RoSPA Occupational Health and Safety Awards Ceremony for Achievement Award Winners took place on Wednesday 12th May, 2010 at the Hilton Birmingham Metropole Hotel – King’s Suite (UK).

L&T’s Construction Division bagged 9 Gold Awards, 4 Silver Awards and 1 Bronze Award from “The Royal Society for the Prevention of Accidents” (RoSPA) under the Safety Health Awards Scheme 2010. These awards are given in recognition of efforts to develop and implement highly effective Environment, Health & Safety (EHS) systems and procedures and achieve outstanding performance in construction projects across the country. This demonstrates ECC’s deep commitment to Environment, Health & Safety. See box below for the award-winning projects.

Buildings & Factories OC

Gold Award : Lafarge – Jojobera Project

Metallurgical, Material Handling & Water OC

Gold Award : HZL - Dariba (Ph – III) Project - Ahmedabad Cluster

Gold Award : Water Supply Project from Barmer to IGMC to Bhagukagaon – Spr-I Project Ahmedabad Cluster

Gold Award : 50 MGD Water Supply Scheme from Narayanpura to JSW Project - Chennai Cluster

Gold Award : NTPC – Simhadri Project - Hyderabad Cluster

Gold Award : Vizag Steel Plant Project - Hyderabad Cluster

Gold Award : Tata Steel Jamshedpur Project - Jamshedpur Cluster

Gold Award : Dhamra Port Project - Kolkata Cluster

Gold Award : SAIL ISP Burnpur Project - Kolkata Cluster

Infrastructure OC

Silver Award : L&T-SUCG JV-DMRC Amel C-5 Project

Silver Award : Vadodara - Bharuch Road Project

Electrical & Gulf Projects OC

Silver Award : RHhE Project North 24 Parganas District West Bengal

Silver Award : 765kV Ranchi to Sipat Transmission Line

Bronze Award : MPL Maithon – PES Package 1050MW Maithon RBTPP - India

HCP/TPPC

Gold Award : Civil & Consolidated Construction Works for Rajasthan Northern Area Development Project, HCP.

Gold Award : Civil & Structural Works for 4 X 135 MW Power Project at WPCL Warora, TPPC

L&T Oman

Gold Award : L&T Heavy Engineering Project, Sohar, Sultanate of Oman

Gold Award : Turnkey Contract Annual Plan 2006 Project (TCAP 2006), Salalah, Sultanate of Oman


MMH&W O C certified for Integrated Management System

Metallurgical, Material Handling & Water OC has been certified for IMS (Integrated Management System) of EHS Functions. IMS is a combination of three management systems.

OHSAS 18001:2007 - For Managing Peoples’ Risk

ISO 14001:2004 - For Managing Environmental Risk

ISO 9001:2008 - For Managing Process Risk

L&T wins Corporate Wellness Award from CII

The Confederation of Indian Industry (CII) has honoured L&T with its prestigious Corporate Wellness Award for ‘Best Health Practices’ in the manufacturing sector. The award was presented at the valedictory session of CII’s National Conference & Annual Session, held in New Delhi, on May 12, 2010.

Dr. Satchidananda Mishra, Senior Medical Officer – Powai Medical Services, received the award on behalf of L&T from the Chief Guest Mr. Jyotiraditya Scindia, Union Minister of State for Commerce and Industry, and the Guest of Honour Mr. Arun Yadav, Union Minister of State for Heavy Engineering & Public Enterprises.

L&T won this award on the strength of its outstanding endeavours in promoting workplace wellness and sustainable enhancement of health and productivity of its workforce.

The awards contest, that saw participation from 160 corporate houses and 24,109 corporate employees from across the country, was judged by an eminent panel of professionals from premier institutions like AIIMS, NIMHANS, Indian Olympic Association, Indian Association of Sports Medicine, and National Institute of Nutrition & Hygiene.

L&T – Asia’s Only Company to Win Global Distinction for Sustainability Report L&T’s Corporate Sustainability Report for 2009 has secured international distinction, emerging as the only entry from an Asia-based company to make it to the Runners-Up position in awards announced by Global Reporting Initiative (GRI) – the world’s premier body in the sustainability domain. The L&T Report was declared Runner-Up in two categories of the Readers Choice competition – the Engage Award and the Value Chain Award. The results of the Readers’ Choice competition were based on a global survey of readership, covering over 5200 participants from 55 countries.

In keeping with the fundamental principles of sustainability, the Readers Choice is an active index of stakeholder engagement. It is the voice of the people who matter most to a company – its varied stakeholders including employees, investors, suppliers, distributors and consumers. The competition was organized by GRI and KPMG along with other partners.

The L&T Report is in its second year of publication. Covering activities across multiple locations and over 45000 employees, the Report encapsulates contents derived from in-depth reports made by each of the constituent Operating Division. The L&T Report uses an engaging theme – an original interpretation of the commonly used disclaimer – ‘Conditions Apply’ to illustrate the Company’s commitment across the triple bottom line.

Dr. Satchidananda Mishra (right) receiving the award fromMr. Jyotiraditya Scindia (left)and Mr. Arun Yadav in New Delhi on May 12, 2010.

Mr.T.Azhaguvel, Cluster Head - Kolkata received the IMS Certificates from DET NORSKE VERITAS (DNV)

Mr. Montek Singh Ahluwalia (right) presenting the BCCI’s Social Development Award for Larsen & Toubro to Mr. D. B. Raju.

L&T wins Social Development Award from Bombay Chamber of Commerce

social impact of L&T’s initiatives in education, construction skills training and mother&child care.

In his acceptance speech, Mr. Raju said that consistent emphasis on social initiatives affirmed the Company’s belief that the full measure of growth could be measured not only in terms of the financial indices but also in the difference that could be made to the lives of the community around us. As part of the programme, award-winning companies in three different categories presented brief audio-visuals depicting their activities. L&T opted to screen the Company’s anthem since it captured the ethos of the organisation and encapsulated its larger social mission. The anthem was widely appreciated, and later cited as an example of inclusiveness by Mr. Montek Singh Ahluwalia.

L&T’s Corporate Social Initiatives won further laurels with an award from the Bombay Chamber of Commerce and Industry (BCCI). The award – comprising a silver salver – was presented by Mr. Montek Singh Ahluwalia, Dy. Chairman, Planning Commission, and received on behalf of L&T by Mr. D. B. Raju, Executive VP, Corporate Infrastructure & Services, at the 174th Annual General Meeting of the BCCI on June 8, 2010 in Mumbai. The Social Development Award – one of BCCI’s prestigious annual Civic Awards – recognises and rewards best practices among corporates with a view to securing wider acceptance for such practices across the industry.

The winners were chosen by an eminent jury comprising industry experts who acknowledged the far-reaching

Printed by RR Donnelley Publishing India Pvt. Ltd., Sriperumbudur. Edited by Mr. V.S. Ramana for Larsen & Toubro Limited – ECC Division, from ECC-HQ, Manapakkam, Chennai 600089. The views expressed in this magazine are not necessarily those of the management of Larsen & Toubro. The contents of this magazine should not be reproduced without the written consent of the editor. Not for sale - only for free circulation to employees of L&T group and subscribers.

April - June 2010 • Volume-33 • Issue-2 · 2010-08-16 · skywalk bridge connecting the car...

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