PRACTICAL TRAINING REPORT

ON HIGHWAY CONSTRUCTION

FROM 29-05-2012 TO 29-06-2012

UNDER

PWD, GUWAHATI NH DIVISION, GUWAHATI-01

AT PROJECT SITE

“CONSTRUCTION OF 4-LANE GUWAHATI UNIVERSITY BY-PASS

TO NH-37 FROM KM-140.000 TO KM-146.300 (LENGTH=6.3 KM) IN

THE STATE OF ASSAM”

Submitted By

Hemanga Ranjan Goswami Hrishikish N. Bortamuly

Reg.No-1011020026 Reg.No-1011020028

B.Tech Civil II year B.Tech Civil II year

SRM UNIVERSITY

(Under section 3 of UGC Act 1956)

Faculty of Engineering and Technology

Ramapuram Campus

GOVT. OF ASSAM

OFFICE OF THE EXECUTIVE ENGINEER,PWD,GUWAHATI NH

DIVISION

GUWAHATI-1

No………………………. Dated, Guwahati,

the………………..

CERTIFICATE

This is to certify that Mr. Hemanga Ranjan Goswami, Reg.No: 1011020026

and Mr. Hrishikish N. Bortamuly, Reg.No:1011020028, students of SRM University,

Ramapuram Campus, Chennai-89 have successfully completed their Practical Training from

29.05.2012 to 29.06.2012 on our Project, “Construction of 4-Lane Guwahati University

By-pass to NH-37 from Km-140.000 to Km-146.300 (Length=6.3 km) in the state of

Assam” under PWD, Guwahati NH Division, Guwahati-01, Assam.

(Er. A.Karim)

Executive Engineer, PWD

Guwahati NH Division, Guwahati-01

ACKNOWLEDGEMENT

We are highly thankful to engineers and technical staffs of PWD (National Highway),

Assam for providing us vital and valuable information about the different facets of

Construction of a National Highway.

We express our gratitude to Er. A. Karim, Executive Engineer, PWD, Guwahati NH

Division for giving us a chance to carry out training under the project “Construction of four

Lane Guwahati University By-pass to NH-37 in the state of Assam.”

We are also thankful to Project-in-charges Er. B.A. Barbhuiya (Asstt. Engr.) & Er.

Gautam Saikia, (Asstt. Engr.) for giving their precious time and help us in understanding

various theoretical and practical aspect of the said Highway road construction project under

whose kind supervision we accomplished our project.

Hemanga Ranjan Goswami Hrishikish N. Bortamuly

Reg.No-1011020026 Reg.No-1011020028

B.Tech Civil II year B.Tech Civil II year

PREFACE

At very outset of the prologue it becomes imperative to insist that practical training is

an integral part of engineering curriculum. Training allows us to gain an insight into the

practical aspects of the various topics, with which we come across while pursuing our

B.Tech i.e. training gives us practical implementation of various topics we already have

learned and will learn in near future. Practical training always emphasizes on logic and

commonsense instead of theoretical aspects of subject.

On our part, we pursued four weeks training at PWD, Guwahati NH Division,

Guwahati-01, Assam. The training involved a study of various facets of highway construction

and practical visit to site to know and get acquainted with the various process of construction

process and features of a highway. As the area of high-way engineering is vast and many

aspects of highway studies falls outside the scopes of our present sphere of engineering

learning, so the training is limited mostly to preliminary level and at identification stage.

Hemanga Ranjan Goswami Hrishikish N. Bortamuly

Reg.No-1011020026 Reg.No-1011020028

B.Tech Civil II year B.Tech Civil II year

TABLE OF CONTENTS

CHAPTER-1: INTRODUCTION 01

1.1 A Brief Profile of the PWD Department 01-02

1.2 Project Profile 03-04

1.3 Project Locality cum Index Map 05-06

CHAPTER-2: SALIENT FEATURES OF THE CONTRACT 07

CHAPTER-3: SCOPE OF THE PROJECT 08

CHAPTER 4: INTRODUCTION TO HIGHWAY 09-10

CHAPTER 5: HIGHWAY GEOMETRY 11

5.1 Cross-sectional geometry 11-16

5.2 Horizontal Alignment and Vertical Alignments 16-18

CHAPTER 6: HIGHWAY PAVEMENT STRUCTURE 21

6.1 Pavement Types 21

6.2 Composition and structure of Flexible Pavement 21-22

6.3 Pavement foundation: An Introduction 23-24

CHAPTER 7: THE ROAD CONSTRUCTION PROCESS 28

CHAPTER 8: CONSTRUCTION OF BITUMINOUS SURFACE 29-33

FIGURES:

Fig. 01: Cross-section of a typical 2-lane highway 11

Fig. 02: Cross-section of a typical 4-lane divided highway 12

Fig. 03: Different types of Road Kerb 15

Fig. 04: Project Alignment Maps 19-20

Fig. 05: Distribution of load stresses in flexible pavement 24

Fig-06: Typical cross-section of road pavement 25

Fig-07 to 09: Typ.cross-section of prop. 4-lane G.U. By-pass road 26-27

CHAPTER-1: INTRODUCTION

1.1 A Brief Profile of the PWD Department

The Assam Public Works Department was established in the year 1880 under British

Rule. At the beginning it had the responsibility for all public infrastructure development,

construction and maintenance work, but, gradually the wings like Embankment and Drainage

(Water Resource Department), Public Health Engineering etc. came out of the parent

Department and established them as independent departments. The Assam P.W.D. has

undergone considerable expansion since after attainment of independence and for smooth

functioning of the organization, to share the increasing work load and for providing more

stress to development works; it has been divided presently into two wings viz. PW (Building

& National Highway) Department and PWD (Roads other than NH) and are functioning with

their prescribed identities.

The principal function of the Public Works Department is to develop the infra-

structure for transport & communications of the State. Assam P.W.D. discharges its function

in construction and repair of roads, bridges, culverts in the state including construction and

repair of public buildings of the state and till date it has reached a considerable height of

fame and competence.

The structure of the Assam P.W.D., comprises double staged organization at the

headquarter level. One is the Secretariat & the other is Directorate. The Secretariat is

headed by a Commissioner & Spl. Secretary and a Secretary. They are assisted by an OSD

in the rank of Chief Engineer, four Deputy Secretaries and seven under Secretaries from

Assam Engineering Service and one under secretary from Sectt. Administrative Service.

The Directorate level of the department is headed by Chief Engineers. The

jurisdiction of the respective Chief Engineer covers the entire state and is fragmented into

various zones, Circles and divisions at district level. The zones are headed by Additional

Chief Engineers, Circles by Superintending Engineers and divisions by Executive Engineers

with their respective capacities. At Head Quarter level there are also Addl. Chief Engineers,

Page 1

Superintending Engineers and Executive Engineer in the capacities like Planning, Design

and Development, Communication etc. to assist the Chief Engineer.

The Divisions at district level are entrusted with the responsibilities of execution of

various Govt. funded projects and are further fragmented into sub-divisions headed by Asstt.

Executive Engineers and Assistant Engineers, Junior Engineers at project level.

The PWD, Guwahati NH Division in Kamrup (Metro) district of Assam falls under the

PW (Building & National Highway) Department, Govt. of Assam and oversees presently the

Construction and maintenance work of National Highway No-37 from Km-0.000 to km-

147.000.

Page 2

1.2 Project Profile

Project “Construction Of 4-lane Guwahati University By-pass to NH-37” at a glance

The National Highway 37 in the state of Assam starts at Pancharatna in Goalpara

district of Assam, runs through various other districts like Kamrup (rural & metro), Marigoan,

Nagaon, Golaghat, Jorhat, Sibsagar, Dibrugarh and ends at Chaikhowaghat in Tinsukia with

a total length a 688.60 km.

The proposed project “Construction of 4-lane Guwahati University By-pass to NH-37”

is situated in Kamrup Metro District of Assam and starts from Km-140.000 and ends at Km-

146.300 of NH-37, with a total length of 6.30 km. The project follows the alignment of

existing 2-lane NH-37 from Km-140.000 to Km-144.000 but beyond that it bifurcates by

taking a new alignment through open land and merges with NH-37 again at Km-146.300.

The existing alignment of NH-37 from Km-144.000 to km-146.300 passes through Guwahati

University Campus and intersects with NH-31 at Km-146.300, at Jalukbari Rotary point. The

alignment of the proposed road is enclosed below.

The Jalukbari Rotary, a round about developed at the cross road junction of NH-31

and NH-37 along with State Highway has become chocked due to multiple increase of mix

urban traffic in the recent years. Traffic chaos has become a routine affair causing much

inconvenience in movement of through traffic. This has also resulted in delay in movement of

VVIP’s in reaching the LGBI Airport (Lokpriya Gopinath Bordoloi International Airport).

Counter measures have been implemented to slow down the speed of through traffic

as it passes through the Guwahati University Campus. The pedestrian traffic mostly the

students and teachers in day hours remain enormous causing serious impediments to the

through flow on the highway. Congestion created by mixed local traffic has also created

steep increase in accidents.

As a corollary to the congestion and drop in speed, the capacity of the highway has

got seriously eroded. The highway has thus turned into an urban main street. Highway built

Page 3

at great cost has thus become chocked and functionally obsolescent. Vehicle operation

costs also have become greater because of delays and need to stop, accelerate and

decelerate at close intervals.

Therefore to mitigate the above problems, the PW (Bldg. & NH) Department of

Assam put proposals to Ministry of Road Transport & Highways , New Delhi for widening of

the existing 2-lane NH to 4-lane standard and a construction of a By-pass to Guwahati

University.

The Ministry in turn sanctioned the proposals and work for the construction of 4-lane

Guwahati University By-pass to NH-37 and widening works from Km-140 to Km-144.000 is

in progress.

Page 4

SRINAGAR

JAMMU

JALANDHAR

GURGAON

JAIPURAGRA

GUALIOR

LUCKNOWGORAKHPUR

KANPURALLAHABAD

VARANASI

JHANSISHIVPURI

UDAIPUR

AHMEDABAD

VADODARARAJKOT

PORBANDAR

SURAT

LAKHNADON

NAGPUR

KHARAGPUR

PANAGARH

PURNEA

MUZAFFARPUR

KOLKATA

BHUBANESWAR

VISHAKHAPATNAMHYDERABAD

ELURU

VIJAYAVADA

BAY OF BENGAL

CHILKALURIPET

CHENNAIRANIPET

KRISHNAGIRI

SALEM

MADURAIKOCHI

KANYAKUMARI INDIAN OCEAN

LAKSHADWEEP

ARABIAN

SEABANGALORE

HOSUR

TUMKUR

BELGAUM

SATARA

PUNEMUMBAI

DELHI

NEPAL

CHINA

MAP OF INDIA

ANDAMANAND

ISLANDSNICHOBAR

GUWAHATI

MIZOR

AM

N

BHUTAN

NAGALAND

MANIPUR

MIZORAMTRIPURA

BANGLADESH

MEGHALAYA

A

R

UN

A

A

L

NMAP OF ASSAM

1.3 Project Locality cum Index Map

Page 5

G O A L P A R A

D I S T R I C T

PASS-GUMI

LOHARGHAT

TO BARPETA

DISTRICT

NALBARI

TO NALBARI

HAJO

KENDUKONA

NH 31 RANGIA

JORABAT

GUWAHATI

KHANAPARA

B

MALIGAON

PYEA S

DISPUR

S

DARANG

DISTRICT

BAIHATACHARIALI

NH 3

1

MAP OF KAMRUP DISTRICT N

PROJECT LOCATION

Page 6

CHAPTER-2: SALIENT FEATUTRES OF THE CONTRACT

PROJECT NAME:

CONSTRUCTION OF 4 LANE GUWAHATI UNIVERSITY

BY-PASS FROM KM. 140/0 TO KM 146/300 (6.3KM)

UNDER GUWAHATI NH DIVISION IN THE STATE OF

ASSAM

JOB NO: 037-AS-2009-10-079

PACAKGE NO: PWD-NH(R)/GHY/09-10/04

CLIENT: CHIEF ENGINEER,PWD,NH WORKS,ASSAM

EXECUTING AGENCY: PWD, GUWAHATI NH DIVISION, GUWAHATI-01

CONTRACTOR: SRI BHAGYA KALITA ,GUWAHATI-06

CONTRACT PRICE: Rs. 5171.88 LAKH

CONTRACT AWARD: 20/03/10

CONTRACT PERIOD: 36 MONTHS.

FUNDING AGENCY: MORT & H, GOVT. OF INDIA

Page 7

CHAPTER-3: SCOPE OF THE PROJECT

The scope of this work is as follows: -

Widening of existing 2-lane NH-37 from km 140/00 to 143/900

Construction of a new 4-lane G.U. By-pass from km 143/900 to km 146/300.

Construction of additional 2 lane RCC Bridge No. 141/1, 141/2, 142/1

Construction of 12 nos. (2.0 x 2.0) m RCC box culvert

Construction of a Underpass box-culvert 1/66.5/0 for Guwahati University

Construction Secured boundary wall along both side of the G.U. By-pass to separate

the boundary of NH road lane from G.U. campus.

Construction of 2 Numbers of gates for controlling vehicle entry inside G.U. portion of

the existing highway.

Construction of R.C.C. retaining walls for retaining earth of the high embankment

near under pass & approaches of the bridges.

Improvement of feeder roads, Construction of longitudinal open-drains and road

safety works including the median and Krebs etc.

Page 8

CHAPTER 4: INTRODUCTION TO HIGHWAY

4.1 What is a Highway?

A highway is generally considered as a conduit that carries vehicular traffic from one

location to another and is often used to denote any public way used for travel, whether major

highway, freeway, street, lane, pathway, footpaths etc. However, in practical and useful

meaning, a "highway" is a major and significant, well-constructed road that is capable of

carrying reasonably heavy to extremely heavy traffic, having full or partial control of access.

Highways generally have a route number designated by the state and country through which

they travel.

4.2 Classes of Highways

The Highways generally runs through the non-urban areas i.e., in open country

outside the built-up area. However, the alignment of a highway sometimes passes through

isolated stretches of built-up nature i.e., sub-urban areas.

The highways can be classified in accordance with functional characteristics. These

characteristics are based on speed and the location of the road, such as urban or rural;

width of the road, such as intermediate lane or multilane; divided or undivided etc.

4.2.1 Rural or Non-urban Highways:

Expressways: They are superior type of highways and are designed for high

speeds (120 km/hr is common), high traffic volume and safety. They are divided

highways with full or partial control of access and are generally provided with grade

separations at intersections. Parking, loading and unloading of goods and

pedestrian traffic is not allowed on expressways.

National Highways: These are main highways running through the length and

breadth of the country connecting major ports, highways of neighbouring countries,

State capitals, large industrial and tourist canters etc.

Page 9

State Highways: These are arterial routes of a state linking district headquarters

and important cities within the State and connecting them with National Highways or

highways of the neighbouring States.

4.2.2 Urban High-ways:

Urban roads passing through large cities and towns are generally termed as urban

highways.

Expressways: The function of expressways is the same whether they pass through

the urban areas or non-urban areas.

Arterial Streets: These are streets primarily meant for through traffic usually on a

continuous route. They are generally divided highways with fully or partially

controlled access. Parking, loading and unloading activities are usually restricted

and regulated. Pedestrians are allowed to cross only at intersections/designated

pedestrian crossings. Significant intra urban travel, such as, between central

buisness district and outlying residential areas or between major suburban centers

take place on this system.

Page 10

CHAPTER 5: HIGHWAY GEOMETRY

The geometry of a typical highway comprises three basic components:

Cross-sectional geometry

Horizontal geometry

Vertical geometry.

The type, size, and number of elements used in a highway are directly related to its

classes (Sec. 3.2) and the corresponding function of the highway. The specification for each

element of the high geometry is detailed in the respective Indian Road Congress Standard.

5.1 Cross-sectional geometry

Fig-01

Page 11

Fig-02:

Page 12

Camber

Camber or cant is the cross slope provided to raise middle of the road surface in the

transverse direction to drain off rain water from road surface. The objectives of providing

camber are:

Surface protection especially for gravel and bituminous roads

Sub-grade protection by proper drainage

Quick drying of pavement which in turn increases safety

Travel Lane or Traffic Lane

Traffic lanes are that section of a roadway on which traffic moves. Width of a traffic lane

depends on the width of the vehicle and the side clearance.

Width of carriage way

Width of the carriage way or the width of the pavement depends on the width of the traffic

lane and number of lanes.

IRC Specification for carriage way width

Single lane 3.75

Two lane, no kerbs 7.0

Two lane, raised kerbs 7.5

Intermediate carriage 5.5

Multi-lane 3.5

Page 13

Kerbs

Kerbs indicate the boundary between the carriage way and the shoulder or islands or

footpaths. Different types of kerbs are (Fig-03):

o Low or mountable kerbs: These types of kerbs are provided such that they

encourage the traffic to remain in the through traffic lanes and also allow the driver to

enter the shoulder area with little difficulty. The height of this kerb is about 10 cm

above the pavement edge with a slope which allows the vehicle to climb easily. This

is usually provided at medians and channelization schemes and also helps in

longitudinal drainage.

o Semi-barrier type kerbs: When the pedestrian traffic is high, these kerbs are

provided. Their height is 15 cm above the pavement edge. This type of kerb prevents

encroachment of parking vehicles, but at acute emergency it is possible to drive over

this kerb with some difficulty.

o Barrier type kerbs: They are designed to discourage vehicles from leaving the

pavement. They are provided when there is considerable amount of pedestrian

traffic. They are placed at a height of 20 cm above the pavement edge with a steep

batter.

o Submerged kerbs: They are used in rural roads. The kerbs are provided at

pavement edges between the pavement edge and shoulders. They provide lateral

confinement and stability to the pavement.

Shoulders

Shoulders are provided along the road edge and are intended for accommodation of

stopped vehicles, serve as an emergency lane for vehicles and provide lateral support for

base and surface courses. The shoulder should be strong enough to bear the weight of a

fully loaded truck even in wet conditions. The shoulder width should be adequate for giving

Page 14

working space around a stopped vehicle. It is desirable to have a width of 4.6 m for the

shoulders. A minimum width of 2.5 m is recommended for 2-lane rural highways in India.

FIG. NO:- 03

Parking lanes

Parking lanes are provided in urban lanes for side parking. Parallel parking is preferred

because it is safe for the vehicles moving on the road. The parking lane should have a

minimum of 3.0 m width in the case of parallel parking.

Bus-bays

Bus bays are provided by recessing the kerbs for bus stops. They are provided so that they

do not obstruct the movement of vehicles in the carriage way. They should be at least 75

meters away from the intersection so that the traffic near the intersections is not affected by

the bus-bay.

Service roads

Service roads or frontage roads give access to access controlled highways like freeways

and expressways. They run parallel to the highway and will be usually isolated by a

Page 15

separator and access to the highway will be provided only at selected points. These roads

are provided to avoid congestion in the expressways and also the speed of the traffic in

those lanes is not reduced.

Footpath

Footpaths are exclusive right of way to pedestrians, especially in urban areas. They are

provided for the safety of the pedestrians when both the pedestrian traffic and vehicular

traffic is high. Minimum width is 1.5 meter and may be increased based on the traffic

Right of way

Right of way (ROW) or land width is the width of land acquired for the road, along its

alignment. It should be adequate to accommodate all the cross-sectional elements of the

highway and may reasonably provide for future development.

Median

A median is a wide strip of a highway used to separate traffic traveling in opposite directions

5.2 Horizontal Alignment and Vertical Alignments

The position or the layout of the central line of the highway on the ground is called

the alignment. Horizontal alignment includes straight and curved paths. Vertical alignment

includes level and gradients. Alignment decision is important because a bad alignment will

enhance the construction, maintenance and vehicle operating costs. Once an alignment is

fixed and constructed, it is not easy to change it due to increase in cost of adjoining land and

construction of costly structures by the roadside.

Requirements

The requirements of an ideal alignment are

The alignment between two terminal stations should be short and as far as possible

be straight, but due to some practical considerations deviations may be needed.

Page 16

The alignment should be easy to construct and maintain. It should be easy for the

operation of vehicles. So to the maximum extend easy gradients and curves should

be provided.

It should be safe both from the construction and operating point of view especially at

slopes, embankments, and cutting. It should have safe geometric features.

The alignment should be economical and it can be considered so only when the

initial cost, maintenance cost, and operating cost are minimum.

Factors controlling alignment

The requirements of an ideal alignment are not always possible to satisfy. Hence judicial

choices have to be made considering all the factors. The various factors that control the

alignment are as follows:

Obligatory points: These are the control points governing the highway alignment.

These points are classified into two categories. Points through which it should pass

and points through which it should not pass. Some of the examples are:

o Bridge site: The Bridge can be located only where the river has straight and

permanent path and also where the abutment and pier can be strongly

founded. The road approach to the bridge should not be curved and skew

crossing should be avoided as possible. Thus to locate a bridge the highway

alignment may be changed.

o Mountain: While the alignment passes through a mountain, the various

alternatives are to either construct a tunnel or to go round the hills. The

suitability of the alternative depends on factors like topography, site

conditions and construction and operation cost.

o Intermediate town: The alignment may be slightly deviated to connect an

intermediate town or village nearby.

Page 17

These were some of the obligatory points through which the alignment should pass. Coming

to the second category i.e., the points through which the alignment should not pass are:

o Religious places: These have been protected by the law from being

acquired for any purpose. Therefore, these points should be avoided while

aligning.

o Very costly structures: Acquiring such structures means heavy

compensation which would result in an increase in initial cost. So the

alignment may be deviated not to pass through that point.

o Lakes/ponds etc: The presence of a lake or pond on the alignment path

would also necessitate deviation of the alignment.

Page 18

Page 19

P.W .D OFFICE

FEEDER ROAD

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FEEDER ROAD

JALUKBARI H.S. SCHOOL

WAITING

SHOP

CH

AT

HO

US

E

Ch.140+588.5m

R 400.0m

D 61° 42' 50"

Ls 115.0m

Ts 297.3

Lc 315.84m

Es 67.6m

e

V 100

Dc 14° 19' 26"

Ch.141+191.2m

R -360.0m

D 44° 36' 53"

Ls 130.0m

Ts 213.4

Lc 150.32m

Es 31.2m

e

V 100

Dc 15° 54' 56"

Ch.141+527.2m

R 800.0m

D 7° 34' 13"

Ls 60.0m

Ts 82.9

Lc 45.70m

Es 1.9m

e

V 100

Dc 7° 9' 43"

Ch.141+724.9m

R 1500.0m

D 5° 42' 54"

Ls 35.0m

Ts 92.4

Lc 114.62m

Es 1.9m

e

V 100

Dc 3° 49' 11"

Ch.142+133.5m

R 1000.0m

D 6° 51' 53"

Ls 50.0m

Ts 85.0

Lc 69.81m

Es 1.9m

e

V 100

Dc 5° 43' 46"

Ch.142+606.8m

R 630.0m

D 9° 51' 58"

Ls 80.0m

Ts 94.4

Lc 28.48m

Es 2.8m

e

V 100

Dc 9° 5' 40"

Ch.143+175.8m

R 400.0m

D 24° 58' 26"

Ls 115.0m

Ts 146.3

Lc 59.35m

Es 11.1m

e

V 100

Dc 14° 19' 26"

Ch.143+466.4m

R 3000.0m

D 1° 17' 10"

Ls 0.0m

Ts 33.7

Lc 67.34m

Es 0.2m

e

V 100

Dc 1° 54' 35"

Ch.143+840.1m

R -2300.0m

D 1° 8' 9"

Ls 0.0m

Ts 22.8

Lc 45.59m

Es 0.1m

e

V 100

Dc 357° 30' 32"

Ch.144+137.2m

R -500.0m

D 47° 26' 1"

Ls 95.0m

Ts 267.5

Lc 318.94m

Es 46.9m

e

V 100

Dc 11° 27' 33"

Ch.144+642.7m

R 360.0m

D 59° 2' 53"

Ls 130.0m

Ts 269.9

Lc 241.01m

Es 56.0m

e

V 100

Dc 15° 54' 56"

Ch.145+050.1m

R -3000.0m

D 1° 54' 21"

Ls 0.0m

Ts 49.9

Lc 99.79m

Es 0.4m

e

V 100

Dc 358° 5' 25"

Ch.145+213.0m

R -3000.0m

D 0° 12' 54"

Ls 0.0m

Ts 5.6

Lc 11.25m

Es 0.0m

e

V 100

Dc 358° 5' 25"

Ch.145+757.6m

R 360.0m

D 67° 45' 10"

Ls 115.0m

Ts 300.2

Lc 310.70m

Es 75.5m

e

V

0.0

Dc 15° 54' 56"

Ch.146+177.0m

R -90.0m

D 49° 9' 20"

Ls 75.0m

Ts 79.6

Lc 2.21m

Es 11.8m

e

V 50

Dc 63° 39' 43"

2

Ch.14

0+58

8.5m

Ch.14

1+19

1.2m

4

Ch.14

1+52

7.2m

Ch.14

1+724.9m

Ch.14

2+13

3.5m

Ch.14

2+36

4. 8m

8

Ch. 14 2+6 06. 8m

9

Ch .14

3+175.8 m

Ch.14

3+46

6.4m

Ch.14

3+84

0.1m

Ch.14

4+13

7.2m

13

Ch .14

4 +6 42. 7m

Ch.14

5+050.1m

14

Ch.145+

213.0m

15

16

Ch.145+757.6m

Ch.146+177.0m 17

140

+200

140

+300

140

+400

140+500

140

+600

140+700

140+800

140+900

141+000

141+100

141+200

141+300

14 1

+ 40 0

141

+ 500

141

+600

141+700 1

41+8

00

141+900

142+000

142

+100

142+200

142+300

142

+400

142+500

142+600

142+700

142+800

142+900

143+000

143

+100

143

+200

143

+300 1

43+4

00 143+500 143

+600 143+700 143

+800 143+900

144

+ 000

1 44+1 0 0

14 4+20 0

144+300

144+400

144+500

144

+600

144

+700

144

+800

144

+900

145

+000

145

+100

145

+200

145+300

145+400

145

+500

145+600

145+700

145+800

145+900

146+000

146+100

146+200

146+297

TS 14

0306.82

SC

1404

21.82

CS 140737.66

ST 140852.66

TS 140984.91

SC 141114.91

CS 14

1265.24

ST

1 41395

.24

TS

1 41444

.34

SC

141 5

04.34

CS 14

1550.04

ST

141610.04

TS

141632.60

SC

141667

.60

CS 14

1782.22

ST

141817.22

TS

142048.61

SC

1420

98.61

CS 14

2168.42

ST

142218.42

TS

142229.87

SC

1423

19.87

CS 14

2408.65

TS 142512.51

SC 14 2 592

.51

CS 142620.99

ST

142700.99

TS

143031.10

SC

1431

4 6.10

CS 14

3205

.45

ST

143320.45

PC

1434

32.71

PT

143500.05

PC

143817

.28

PT

143862.87

TS

143877.13

SC

143972

.13

CS 14

4291 .07

S T 144 386.07

TS 144 387.51

SC 144517.51

CS 14

4758

.52

ST

144888.52

PC

1450

00.17

PT

145099.96

PC

145207

.40

PT

145218.66

TS

145476.83

SC 14

5591.83

CS 145902.53

ST 146017.53

TS 146100.94

SC 146175.94

CS 146178.15

ST 146253.15

146+297.1

0.00

0

100.000

200 .

000

300.

000

100

7%

7%

5.55%

NC

4.44%

7%

7%

7%

NC

NC

7%

7%

NC

NC

7%

7%7%

CURVE DETAILS

CURVE DETAILS

CURVE DETAILS

CURVE DETAILS

CURVE DETAILS

CURVE DETAILS

CURVE DETAILS

CURVE DETAILS

CURVE DETAILS

CURVE DETAILS

CURVE DETAILS

CURVE DETAILS

CURVE DETAILS

CURVE DETAILS

CURVE DETAILS

286

155

12485

224

9 9164

27

203

28

201

3 518 7 1

43181

153

206

246

140

134

104

1198

239

36

KM-144.000 (start)

KM-140.000 (start)

KM-146.300 (start)

START

END

BY-PASS PORTION

WIDENING OF 2-LANE NH TO 4-LANE NH

A BIRDS EYE VIEW OF THE ALIGNMENT OF PROP. 4-LANE G.U. BY-PASS PROJECT

Fig-04

Page 20

DATUM =98.000

PROPOSED LEVELS

EXISTING LEVELS

LEVEL DIFF.

CHAINAGE

104.

023

104.

099

104.

175

104.

251

104.

327

104.

404

104.

480

104.

556

104.

625

104.

683

104.

727

104.

759

104.

778

104.

784

104.

784

104.

784

104.

784

104.

780

104.

769

104.

750

104.

724

104.

690

104.

649

104.

604

104.

559

104.

515

104.

470

104.

425

104.

380

104.

335

104.

290

104.

245

104.

200

104.

155

104.

110

104.

065

104.

021

103.

976

103.

931

103.

886

103.

841

103.

796

103.

751

103.

706

103.

661

103.

616

103.

571

103.

526

103.

482

103.

437

103.

392

103.

355

103.

333

103.

327

103.

337

103.

362

103.

403

103.

452

103.

501

103.

550

103.

599

103.

647

103.

696

103.

745

103.

794

103.

846

103.

906

103.

974

104.

048

104.

131

104.

220

103.

808

103.

954

104.

029

104.

104

104.

109

104.

231

104.

293

104.

355

104.

417

104.

479

104.

540

104.

600

104.

661

104.

753

104.

754

104.

771

104.

731

104.

662

104.

568

104.

438

104.

309

104.

118

103.

916

103.

715

103.

513

103.

312

103.

110

102.

908

102.

235

100.

927

100.

337

99.7

96

99.2

61

98.9

96

98.9

81

98.9

43

99.5

42

99.4

85

99.4

89

99.5

04

99.6

56

99.9

52

100.

465

101.

241

102.

324

103.

451

103.

585

103.

597

103.

616

103.

430

103.

335

103.

275

103.

208

103.

129

103.

155

103.

237

103.

311

103.

357

103.

393

103.

281

103.

366

103.

387

103.

354

103.

379

103.

484

103.

572

103.

710

103.

837

103.

881

103.

911

104.

069

0.21

50.

145

0.14

6

0.14

7

0.21

9

0.17

3

0.18

6

0.20

0

0.20

8

0.20

3

0.18

7

0.15

8

0.11

7

0.03

2

0.03

1

0.01

4

0.05

3

0.11

8

0.20

2

0.31

2

0.41

6

0.57

2

0.73

3

0.89

0

1.04

6

1.20

3

1.36

0

1.51

6

2.14

5

3.40

8

3.95

2

4.45

0

4.93

9

5.16

0

5.13

0

5.12

2

4.47

9

4.49

0

4.44

1

4.38

1

4.18

4

3.84

4

3.28

6

2.46

6

1.33

8

0.16

5

-0.0

13

-0.0

70

-0.1

35

0.00

7

0.05

6

0.08

0

0.12

5

0.19

9

0.18

2

0.12

5

0.09

2

0.09

5

0.10

7

0.26

8

0.23

3

0.26

0

0.34

2

0.36

6

0.30

9

0.27

5

0.19

7

0.13

7

0.16

8

0.21

9

0.15

1

HORIZONTAL ALIGNMENT L=315.843mL=115.000mR=400.000m

VERTICAL ALIGNMENT

G=0.761

G G=-0.449

G=0.488

R R

R=6403.587m R

L=60.000m L=60.000m

L=60.000m L=60.000m

WIDENING

SUPERELEVATIONQ=1.823

Q=6.551

Q=2.340Q=6.551

1400

00.0

0014

0010

.000

1400

20.0

00

1400

30.0

00

1400

40.0

00

1400

50.0

00

1400

60.0

00

1400

70.0

00

1400

80.0

00

1400

90.0

00

1401

00.0

00

1401

10.0

00

1401

20.0

00

1401

30.0

00

1401

40.0

00

1401

50.0

00

1401

60.0

00

1401

70.0

00

1401

80.0

00

1401

90.0

00

1402

00.0

00

1402

10.0

00

1402

20.0

00

1402

30.0

00

1402

40.0

00

1402

50.0

00

1402

60.0

00

1402

70.0

00

1402

80.0

00

1402

90.0

00

1403

00.0

00

1403

10.0

00

1403

20.0

00

1403

30.0

00

1403

40.0

00

1403

50.0

00

1403

60.0

00

1403

70.0

00

1403

80.0

00

1403

90.0

00

1404

00.0

00

1404

10.0

00

1404

20.0

00

1404

30.0

00

1404

40.0

00

1404

50.0

00

1404

60.0

00

1404

70.0

00

1404

80.0

00

1404

90.0

00

1405

00.0

00

1405

10.0

00

1405

20.0

00

1405

30.0

00

1405

40.0

00

1405

50.0

00

1405

60.0

00

1405

70.0

00

1405

80.0

00

1405

90.0

00

1406

00.0

00

1406

10.0

00

1406

20.0

00

1406

30.0

00

1406

40.0

00

1406

50.0

00

1406

60.0

00

1406

70.0

00

1406

80.0

00

1406

90.0

00

1407

00.0

00

CH:140130.000

R.C.C BRIDGEBR NO.141/1 (1/22/3)

CH:140360.000

PROPOSED R.C.C BOX CELL

L-SECTION SHOWING VERTCAL ALIGNMENT FROM KM-140.000 TO KM- 140.700 OF PROP. 4-LANE G.U. PASS TO NH-37

Page 21

CHAPTER 6: HIGHWAY PAVEMENT STRUCTURE

6.1 Pavement Types

Flexible Pavement

Rigid Pavement

Flexible Pavements Vs Rigid Pavement

Bituminous pavements are classified as flexible, whereas Portland cement–concrete

pavements are considered rigid. Whereas under loads, a rigid pavement acts as a

beam that can span across irregularities in an underlying layer, a flexible pavement

stays in complete contact with the underlying layer. A rigid pavement is designed so

that it can deflect like a beam and then return to the state that existed prior to

loading. Flexible pavements, however, may deform and not entirely recover when

subjected to repeated loading.

Initial cost of construction rigid pavement is much high compare to flexible pavement

but in long run rigid pavement proves to have much longer life and low maintenance

cost whereas flexible pavement has low life and high maintenance cost.

The decision as to which type of pavement to use depends on local availability of

materials, costs, and future maintenance considerations etc.

6.2 Composition and structure of Flexible Pavement

Flexible pavements comprises of several layers of carefully selected materials designed

to gradually distribute loads from the pavement surface to the layers underneath. The

various layers composing a flexible pavement and the functions they perform are

described below:

a) Bituminous surfacing: It is the topmost layer of a pavement which consists of a

wearing course and a binder course beneath it. Some times incase of roads other

Page 22

than highways wearing course is found to suffice due to low traffic loads and hence

binder course not required to be provided.

The wearing course and binder course are made up of a mixture of various selected

graded aggregates bound together with bituminous binders. This surface prevents the

penetration of surface water to the base course; provides a smooth, well-bonded surface

free from loose particles, which might endanger traffic or people; resists the stresses

caused by traffic loads; and supplies a skid-resistant surface without causing undue wear

on tires.

The most commonly used wearing courses are surface dressing, open graded premix

carpet, mix seal surfacing, semi-dense bituminous concrete and bituminous

concrete. For binder course.

b) Base: It is a non-bituminous layer and provided just below the bituminous surfacing.

The base course serves as the principal structural component of the flexible pavement. It

distributes the imposed wheel load to the pavement foundation, the sub-base, and/or the

subgrade. The base course must have sufficient quality and thickness to prevent failure

in the subgrade and/or subbase.

The most commonly used base courses are conventional water bound macadam (WBM)

or wet mix macadam (WMM).

Water bound macadam (WBM) generally consists of a mixture of various sizes of coarse

aggregates which are spread on to the site manually or mechanically and small sizes of

aggregate (stone screening) or binder material such as crushable type gravel or moorum

is placed on to the aggregates void space, rolled dry and wet till desired compaction is

achieved.

Wet mix macadam (WMM) construction is an improvement over the conventional water

bound macadam in the sense that it is speedy and more durable and dense construction.

It differs form WBM in that it uses close-graded aggregates, granular materials and filler

material like cement or lime in small proportion and mixed in a mixture-plant with pre-

Page 23

determined quantity of water to form dense mass which is readily availing for laying at

site.

c) Sub-base: Sub-base materials comprise natural sand, gravel, laterite, brick metal,

crushed stone or combinations thereof meeting the prescribed grading and physical

requirements for strength and stability.

This layer is provided as a cushion to base course and functions like base course.

Primarily the sub-base course is provided where sub-grade soil is weak and is

impermeable in nature. The sub-base layer drains out the accumulated moisture of the

pavement structure and prevents seepage if any from the layer below and as such in

high rainfall area or frost action area a part or whole layer of subbase is extended to the

full formation width.

6.3 Pavement foundation: An Introduction

6.3.1. Embankment and Subgrade

A pavement structure of a highway or a road is generally intended to rest over the

natural soil of the country through which its alignment crosses and as such the quality of soil

should be firm enough to withstand the load which the pavement structure will transmit to it.

More over, the natural ground level should be well above the high flood level and

surrounding ground water table. For proper vertical profile and safe pavement level, the

ground at low lying area is raised by filing with earth and in case of high land or in hilly and

mountainous terrain, the bed is cut and graded to serve the foundation for pavement.

The raised ground over which the pavement sits is called embankment and the top

most soil-layer of the embankment and cutting area is called sub-grade. The subgrade soil

should of superior quality compare to embankment as it receives load immediately from the

pavement. If the quality of the native soil is found not satisfactory, the embankment and

subgrade are constructed with selected soil from borrow-pits identified outside the road

locality. In areas of soft soil and high rainfall, the embankment and subgrade sometimes

constructed with granular and sandy material by removing soft soil and filling.

Page 24

6.3.2. Embankment and Subgrade construction

The stability of an embankment depends not only on foundation and suitably chosen

material but also depends on to a great extent the way it is placed on to the ground and

compacted. The soils in ground placed in layers of not exceeding 20cm and are compacted

by means of road-roller or earth-compacter to achieve the desired density. The density of

soil on to the field is checked by core-cutter or sand-replacement method and if desired

degree of density found to have achieved, the subsequent pavement layers are allowed to

construct over it.

Compaction means pressing of soil particles close to each other by mechanical

methods. Air during compaction is expelled from the void space in the soil mass and

therefore the mass density is increased. Compaction is done to improve the engineering

properties of the soil.

Fig-05: Distribution of load stress in flexible pavement

Page 25

EMBAN

KMEN

T

PAVEMEN

T

SUB-GRADE

CORE OR BODY OF EMBANKMNT

BASE

SUB-BASE

WEARING-COURSE

FIRM SUBSOIL / SUBSOIL REPLACED WITH SELECTED SOIL

Fig-06

BINDER-COURSE

CARRIAGEWAYSHOULDER SHOULDER

A TYPICAL CROSS-SECTION OF A HIGHWAY SHOWING PAVEMENT & EMBANKMENT STRUCTURE

SUB-BASE

Page 26

1.008.75

1.208.75

1.00

20.70

150 mm GSB

225 mm WMM

40 mm BC

70 mm BM 50 mm DBM

TYPICAL CROSS SECTION OF PROP 4 LANE N.H AT CUTTING PORTION

TYPE D

500mm SUBGRADE

20.701.00

8.75 1.20 8.751.00

150 mm GSB

225 mm WMM

40 mm BC

70 mm BM 50 mm DBM

Levelling Course

TYPICAL CROSS SECTION OF PROP. 4 LANE N.H-37 AT WIDENED PORTION

Removal of unsuitable soil

500mm SUBGRADEG.L.

Page 27

GROUND LEVEL

20.70

8.758.751.20

3.5 %

3.5 %e=7 %e=7%

150 mm GSB160 mm GSB125 mm WMM125 mm WMM100 mm DBM40 mm BC

TYPICAL CROSS SECTION OF PROP 4 LANE N.H AT UNDER PASS PORTION

Removal of unsuitable soil

500mm SUBGRADE

G.L.

Page 28

CHAPTER- 7: THE ROAD CONSTRUCTION PROCESS

Any road construction job consists of number of basic steps, although the

relevant importance and the interaction between these steps will vary from job to job.

These steps can be summarized as:

planning, programming and pre-construction activities;

site clearance;

setting out;

earthworks;

bridge construction;

drainage structures;

pavement construction;

placement of road surfacing;

placement of road furniture; and

landscaping.

Page 29

CHAPTER- 8: CONSTRUCTION OF BITUMINOUS SURFACED ROAD

The sequence of operations that were to be carried out at the site for construction of

a layer of bituminous macadam (BM) as a binder course from Ch-140200m to Ch-140700m

of the road project “Construction of 4-lane G.U. By-pass to NH-37” is briefly described

here:

1) Preparation of the base layer:

Sweeping a graveled pavement (WMM

surface) prior to the application of a

prime-coat:

Sweeping is usually carried out with drawn

mechanical brooms, although some hand

sweeping is often required as well.

2) Application of Prime Coat:

The prime surface is found dry and as such it is lightly and uniformly sprinkled with water.

It is found that a prime or seal will adhere better to an underlying gravel pavement if the

pavement is slightly damp. Prime coat is then applied to the surface with the help of a

sprayer having spraying bar with nozzles. The surface is then allowed to cure for 24 hrs.

3) Application of Tack-coat:

Immediately before laying of binder course, the dried primed surface is cleaned of dust by

spraying air and a coat of bitumen emulsion is applied using emulsion pressure

distributor. It is then allowed to set at least for 01 hour.

Page 30

4) Production of Bituminous Macadam at Plant and transporting to the site:

The bituminous mix is prepared at the

plant site at Km-139.00, Dharapur site

using a batch mix plant as per the job mix

formula.

The mix falls through a series of inclined

vibrating screens and the various size

fractions are stored in hot storage bins.

The plant operator then weighs out the

correct proportions of each size for a

single batch. The sizes are mixed and

then the required amount of hot bitumen

is added and mixing continued. The batch

is then discharged from the mixer into a

waiting truck, and the batching process

repeated. The temperature of the mix is

checked with the help of a digital

thermometer and recorded and allowed to

transport to the site.

Page 31

5) Paving & Rolling of hot-mix Bituminous Macadam at site

The mixture arrives at the site

and is laid with the help of paver

machine.

This picture shows a truck with

its tray tipped, discharging mix

into the paver. The operator sits

on top and steers the machine

to the required alignment.

This is a view of the typical self-

propelled, floating screed,

paving machine. Tip trucks

discharge the hot asphalt into

the front hopper and it is then

conveyed to the rear of the

machine by a chain and slat

conveyor.

Page 32

The screed unit of a paver

consists of levelling arms, a

screed plate which vibrates to

act as a tamper, and thickness

controls. It is supported by the

mix which gives it a floating

action.

A long moving reference beam,

Mounted on shoes (or skis) can

be used to ensure the screed

follows a smooth line regardless

of irregularities in the surface

being paved.

The temperature of the mix after

arrival at the site, immediately

before laying and rolling is

checked to see the conformity.

A mix after it is placed on the

base course is thoroughly

compacted by rolling at a speed

not more than 5km per hour.

Page 33

The initial or break down rolling

is done by 8 to 10 tones static

road roller and the intermediate

rolling is done with a fixed wheel

pneumatic roller of 15 to 30

tonnes having a tyre pressure of

7kg per sq.cm. The wheels of

the roller are kept damp with

water. The number of passes

required depends on the

thickness of the layer. In warm

weather rolling on the next day,

helps to increase the density if

the initial rolling was not

adequate. The final rolling or

finishing is done by 8 to 10

tonne tandem roller.

Traffic shall only be allowed on

the finished surface when it

cools down to temp. below 60

deg.-Cel.

Rolling by Tendem Roller in progress.

Pneumatic Tyred Roller

Page 34