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 Reg.No-1011020026 B.Tech Civil II year Hrishikish N. Bortamuly Reg.No-1011020028 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 Reg.No-1011020026 B.Tech Civil II year

Hrishikish N. Bortamuly Reg.No-1011020028 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 Reg.No-1011020026 B.Tech Civil II year

Hrishikish N. Bortamuly Reg.No-1011020028 B.Tech Civil II year

TABLE OF CONTENTS

CHAPTER-1: INTRODUCTION 1.1 1.2 1.3 A Brief Profile of the PWD Department Project Profile Project Locality cum Index Map

01 01-02 03-04 05-06 07 08 09-10 11 11-16 16-18 21 21 21-22 23-24 28 29-33

CHAPTER-2: SALIENT FEATURES OF THE CONTRACT CHAPTER-3: SCOPE OF THE PROJECT CHAPTER 4: INTRODUCTION TO HIGHWAY CHAPTER 5: HIGHWAY GEOMETRY 5.1 Cross-sectional geometry 5.2 Horizontal Alignment and Vertical Alignments CHAPTER 6: HIGHWAY PAVEMENT STRUCTURE 6.1 Pavement Types 6.2 Composition and structure of Flexible Pavement 6.3 Pavement foundation: An Introduction CHAPTER 7: THE ROAD CONSTRUCTION PROCESS CHAPTER 8: CONSTRUCTION OF BITUMINOUS SURFACE

FIGURES:
Fig. 01: Cross-section of a typical 2-lane highway Fig. 02: Cross-section of a typical 4-lane divided highway Fig. 03: Different types of Road Kerb Fig. 04: Project Alignment Maps Fig. 05: Distribution of load stresses in flexible pavement Fig-06: Typical cross-section of road pavement Fig-07 to 09: Typ.cross-section of prop. 4-lane G.U. By-pass road 11 12 15 19-20 24 25 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 infrastructure 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 km147.000.

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1.2 Project Profile

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

to

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 Km146.300 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 VVIPs 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

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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.

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1.3 Project Locality cum Index Map

MAP OF INDIA
SRINAGAR
JAMMU

MAP OF ASSAM
N A

JALANDHAR

CHINA
L HA AC H UN AR DES A PR
GUWAHATI

U R
D AN

DELHI
GURGAON AGRA JAIPUR GUALIOR

NEPAL
LUCKNOW GORAKHPUR KANPUR MUZAFFARPUR ALLAHABAD VARANASI PURNEA

A
MEGHALAYA

L GA NA

BHUTAN

A A L NAGALAND

JHANSI UDAIPUR SHIVPURI

MA

UR NIP

TR IP UR A

PANAGARH RAJKOT PORBANDAR SURAT NAGPUR BHUBANESWAR AHMEDABAD VADODARA

LAKHNADON

KHARAGPUR

KOLKATA

MUMBAI

PUNE

SATARA

HYDERABAD ELURU

VISHAKHAPATNAM

BELGAUM CHILKALURIPET

VIJAYAVADA

ARABIAN SEA
TUMKUR BANGALORE HOSUR KRISHNAGIRI SALEM KOCHI LAKSHADWEEP MADURAI

MIZORAM

BAY OF BENGAL
CHENNAI
RANIPET ANDAMAN AND NICHOBAR ISLANDS

MEGHALAYA

KANYAKUMARI

INDIAN OCEAN

BANGLADESH MANIPUR TRIPURA MIZORAM

Page 5

MAP OF KAMRUP DISTRICT

DARANG
WAR GORES

NALBARI
TO NALBAR I
NH 31

DISTRICT
RANGIA

DISTRICT
NH 31
KENDUKONA

TO NALBARI

BAIHATA CHARIALI

NH

52

TO

MA

I DO AL NG

KA
TO BARPETA

LIT

AK UC HI

HAJO

R
CHANGSARI

A B R
NAG E ARB RA
GE BRID /1 No.20

M
PASS-GUMI

A
BIJ OY

SU

LK

HI UC

T U
I KBAR JALU

CH

AN

R APU DR

KO

LON G

R RIVE

ON IGA MOR T RIC DIST

RI KHET

GUWAHATI
U PAND
MALIGAON

P
NAG AR

DIG

U AR

DISPUR
KHANAPARA
B YE P

PALASHBARI

.B.I. L.G PORT AIR A MIRZ

NH

37
A S S

PATARK
JORABAT

UCHI

CH

AM

AT A

HE

A KR

GE BRID /1 No.15
LINE

N HA RD BO GO
WAY RAIL

37

G O A L P A R A D I S T R I C T

LOHARGHAT

BOKO

SIN

A GR

. N.H

- 37

Y A A A L H G PROJECT LOCATION M E

Page 6

CHAPTER-2: SALIENT FEATUTRES OF THE CONTRACT

CONSTRUCTION OF 4 LANE GUWAHATI UNIVERSITY PROJECT NAME: 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 Two lane, no kerbs Two lane, raised kerbs Intermediate carriage Multi-lane 3.75 7.0 7.5 5.5 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 working

Page 14

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. 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:

Page 17

Religious places: These have been protected by the law from being acquired for any purpose. Therefore, these points should be avoided while aligning.

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

Fig-04

KM-140.000 (start)

WIDENING OF 2-LANE NH TO 4-LANE NH KM-144.000 (start)

2
5m

TO

N AO RIG GA

Ch.140+588.

SC 140421.82
140+500

m Ch.144+642.7

.82 TS 140306 0 140+30

13

140+600

140+400

CURVE DETAILS Ch.140+588.5m R D Ls Ts 400.0m 61 42' 50" 115.0m 297.3 315.84m 67.6m 14 19' 26" 7% 100
0 140+20

FEED ER RO AD
BA HOMBOO USE
153 ST 144888. 52

KAILASH PARA

BY-PASS PORTION
PC 145000. 145+00 17 0
Ch.145+

224

SAK YA ASSAM SIKHAK MAHAVIDYALA PRASIKSHAN

CS 1407 37.66

CS 144758.52

140+7 00

144+700

SC

WEST POINT ACADEMY GARRAG E

144+800

144+600

7.51 14451

140+ 800

ST

0 140+10

Lc Es Dc e V

LA N
TS

K ES H W A R
0 TS 143031.1

T ON ER N LV KE CU 5 m TA OF 0.91 BMPET. = 10 RA .L PA R

206

140 852. 66

144+90 0

35

N AO RIG GA

WAITING

START

ROAD

N SEGU

R D Ls Ts Lc Es Dc e V

400.0m 24 58' 26" 115.0m 146.3 59.35m 11.1m 14 19' 26" 7% 100

Ch.144+642.7m R D Ls Ts Lc Es Dc e V 360.0m 59 2' 53" 130.0m 269.9 241.01m 56.0m 15 54' 56" 7% 100

R D Ls Ts Lc Es Dc e V

-3000.0m 1 54' 21" 0.0m 49.9 99.79m 0.4m 358 5' 25" NC 100
1198

CURVE DETAILS Ch.143+466.4m R D Ls Ts Lc Es Dc e V 3000.0m

DER

1 17' 10" 0.0m 33.7 67.34m 0.2m 1 54' 35" NC 100

JALUKBARI H.S. SCHOO L

140

FEE

16

R D Ls Ts Lc Es Dc e V

-360.0m 44 36' 53" 130.0m 213.4 150.32m 31.2m 15 54' 56" 7% 100

CURVE DETAILS Ch.141+527.2m R D Ls Ts Lc Es Dc e V 800.0m 7 34' 13" 60.0m 82.9 45.70m 1.9m 7 9' 43" 5.55% 100 CURVE DETAILS Ch.141+724.9m

99

Ch.141+191.2m

R D Ls Ts Lc Es Dc e V

-500.0m 47 26' 1" 95.0m

3 00

00

CURVE DETAILS CURVE DETAILS Ch.142+606.8m R D Ls Ts Lc Es Dc e V 630.0m 9 51' 58" 80.0m 94.4 28.48m 2.8m 9 5' 40" 7% 100 Ch.143+840.1m R D Ls Ts Lc Es Dc e V -2300.0m 1 8' 9" 0.0m 22.8 45.59m 0.1m 357 30' 32" NC 100

318.94m 46.9m 11 27' 33" R 7% D 100 Ls Ts Lc Es Dc e V 0.0m 5.6 11.25m 0.0m 358 5' 25" NC 100 0 12' 54" -3000.0m CURVE DETAILS Ch.145+213.0m

Ls Ts Lc Es Dc e V

35.0m 92.4 114.62m 1.9m 3 49' 11" NC 100 CURVE DETAILS Ch.142+133.5m R D Ls Ts Lc Es Dc e V 1000.0m 6 51' 53" 50.0m 85.0 69.81m 1.9m 5 43' 46" 4.44% 100
142+300

2 00 .0

5 42' 54"

Ch.145+757.6m R D Ls Ts Lc Es Dc e V 360.0m 67 45' 10" 115.0m 300.2 310.70m 75.5m

W A SH ITIN ED G

17

7% 100

KM-146.300 END (start)

Ch.146+177.0m -90.0m R D 49 9' 20" 75.0m 79.6 Ls Ts Lc 2.21m Es 11.8m Dc e 63 39' 43" 7% 50 V

104

CURVE DETAILS

PO STA LICE TIO N

134

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

Page 19

0 +20

15 54' 56"

QUAR TERS
ST

NA HA J.T

NH-31

CURVE DETAILS

BM R.L. PI = 10LLAR 0.164 m

177. .15 4 46+ 178 Ch.1 75.9 146 1461 CS SC

BOUND

ARY

WALL

BAMBOO HOUSE

146

ST 146017.53

7%

POND

0 .0 00

146+100 TS 146100.94

53 CS 145902.

0m

146+000

0 145+90

145

1500.0m

0 +80

G RIN EE IN EGE

CURVE DETAILS

164

OM EYE EGA CLIN IC

TS 142229.8 ST 142218.4 7 2

.0 00

RED TE AN MIT INDIS COM CROS

JALU

KBAR

G EN LL TO CO

SIVA

ER RT A U Q

TO

IR MAND

BM NO ELEC .2 TR TA RL=1IC PIKEN ON 00.28LLAR m

0.0 CURVE DETAILS Ch.144+137.2m

267.5

.14 Ch

57. 5+7

6m

ST FORE RVE RESE

BM PARA TAKE PET N ON R.L OF CU . = 100 .192LVERT m

BAMB OO HOUSE
100.000

PA BM RA TA PE KE R.L. T OF N = 99 CUON .29 LV 7 m ER T

TO RAN GIA

N BAGA

CURVE DETAILS Ch.143+175.8m

239

FEEDER ROAD

SHOP
PT 143862.87 TS 143877.13
SC 143972.13

OL SCHO

CHAT HOUSE

L ON O N HO KE SC 2m TA THE 00 BM OF101. TH = IN .L. PL R

143 181

36

187

246

155

500 144+

+000 140 286

14

050.1m

PT 145099.9 145+100 6

TS

140 +90 0 140 984. 91

141 +00 0
SC 1411

144 51 144 387.ST 07 386.

400 144+

PT 145218.6 Ch.145+ 213.0m6 PC 145207.4 0 145+200

CS 143205.45

Ch.143+175.8m

15

SC 143146.10

ST 143320.45

PC 143432.71

PT 143500.05

CS

143+200

145+300

1442

Ch.143+466.4m

N ON T KE LVER .3 TA CU 5m NO OF .15 BM PET =102 RA RL PA

143+300

300 144+

91.07

143+100

TS 145476.8 3

143+400

145+400

143+500

143+000

143+600

141+ 100

14.91
SC 141504.34

SC

144+2

Ch.143+840.1m

PC 143817.28

TY BEAU OUR ROSE PARL

145+500

CURVE DETAILS
00

14559 1.83

143+700

ST OF FORE

142+900

CURVE DETAILS

Ch.145+050.1m

CS 141550.04

TS 141444.34

ST 141610.04

28

143+800

TS 141632.60

SC 141667.60

Ch.141+527.2m

144+100

27 9 ST 142700.9

CS 141265.24

143+900

201

ST 141395.24

145+6

85

CS 141782.22

141+200

142+800

Ch.141+724.9m

Ch.141+ 191.2m

144+000

37.2m Ch.144+1

ST 141817.22

00

124
141+400

ASSAM FOREST SCHOOL

141+500

141+600

FICE

141+300

CS 142620

203

141+700

SC 142592

142+700

.99 m +606.8 Ch.142

141+800

TS 142048.61

.51

DEP

145

SC 142098.61

+70 0

141+900 142+000

142+6

TS 2.51 14251

TT.

00

CS 142168.42

Ch.142+13 3.5m

AUTO MA WE ATHE TIC R STA TIO N OF BOR O

DEP ENV TT. OF IRNOM ENT

142+100

142+5 00

YIKA REHA RE SAHA CENT

142+200

5 CS 142408.6 142+400

SC 142319.87

Ch.142+364.8m

AL SCI ENC E

HA RIDE V NA FEED GA ER R RO ROAD AD

ION AT BIT

TO 47 BOR DER TAS K FOR ROA D CE

FEE DER ROA D

1462 53.15 146+ 146+ 297.1 297

TEMPLE

FEEDER ROAD

RY TA RO
BIR ILA CH RA RK I PA

P.W.D

OFFICE

.C A.E

WIDENING

140000.000 140010.000 140020.000 0.146 0.147 0.219 0.173 0.186 0.200 0.208 0.203 0.187 0.158 0.117 0.032 0.031 0.014 0.053 0.118 0.202 0.312 0.416 0.572 0.733 0.890 1.046 1.203 1.360 1.516 2.145 3.408 3.952 4.450 4.939 5.160 5.130 5.122 140360.000 140370.000 140380.000 140390.000 140400.000 140410.000 140420.000 140430.000 140440.000 140450.000 140460.000 140470.000 140480.000 140490.000 140500.000 140510.000 140520.000 140530.000 140540.000 140550.000 140560.000 140570.000 140580.000 140590.000 140600.000 140610.000 140620.000 140630.000 140640.000 140650.000 140660.000 140670.000 140680.000 140690.000 140700.000 4.479 4.490 4.441 4.381 4.184 3.844 3.286 2.466 1.338 0.165 -0.013 -0.070 -0.135 0.007 0.056 0.080 0.125 0.199 0.182 0.125 0.092 0.095 0.107 0.268 0.233 0.260 0.342 0.366 0.309 0.275 0.197 0.137 0.168 0.219 0.151 104.753 104.754 104.771 104.731 104.662 104.568 104.438 104.309 104.118 103.916 103.715 103.513 103.312 103.110 102.908 102.235 100.927 100.337 99.796 99.261 98.996 98.981 98.943 99.542 99.485 99.489 99.504 99.656 99.952 100.465 101.241 102.324 103.451 103.585 103.597 103.616 103.430 103.335 103.275 103.208 103.129 103.155 103.237 103.311 103.357 103.393 103.281 103.366 103.387 103.354 103.379 103.484 103.572 103.710 103.837 103.881 103.911 104.069 104.661 104.600 104.540 104.479 104.683 104.727 104.759 104.778 104.784 104.784 104.784 104.784 104.780 104.769 104.750 104.724 104.690 104.649 104.604 104.559 104.515 104.470 104.425 104.380 104.335 104.290 104.245 104.200 104.155 104.110 104.065 104.021 103.976 103.931 103.886 103.841 103.796 103.751 103.706 103.661 103.616 103.571 103.526 103.482 103.437 103.392 103.355 103.333 103.327 103.337 103.362 103.403 103.452 103.501 103.550 103.599 103.647 103.696 103.745 103.794 103.846 103.906 103.974 104.048 104.131 104.220 104.417 104.625 104.355 104.556 104.293 104.480 104.231 104.404 104.109 104.327 104.104 104.251 104.029 104.175

G=0.761

140030.000 140040.000 140050.000 140060.000 140070.000 140080.000 140090.000 140100.000 140110.000 140120.000 140130.000 140140.000

140150.000 140160.000 140170.000 140180.000 140190.000 140200.000 140210.000 140220.000 140230.000 140240.000 140250.000 140260.000 140270.000 140280.000 140290.000 140300.000 140310.000 140320.000 140330.000 140340.000

CHAINAGE DATUM =98.000

0.215 0.145 103.808 103.954 104.023 104.099

LEVEL DIFF.

SUPERELEVATION
L=60.000m R G

EXISTING LEVELS

PROPOSED LEVELS

VERTICAL ALIGNMENT

HORIZONTAL ALIGNMENT

R.C.C BRIDGE BR NO.141/1 CH:140130.000

Q=1.823

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

Page 20
L=60.000m R Q=2.340 G=-0.449
L=115.000m
140350.000

PROPOSED R.C.C BOX CELL (1/22/3) CH:140360.000

R=6403.587m L=60.000m

Q=6.551 Q=6.551

R=400.000m L=315.843m G=0.488 R L=60.000m

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 cementconcrete 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 21

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 22

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 23

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 24

Fig-06

SHOULDER CARRIAGEWAY

SHOULDER

PAVEMENT

WEARING-COURSE

BINDER-COURSE

BASE
SUB-BASE SUB-BASE

EMBANKMENT

SUB-GRADE

CORE OR BODY OF EMBANKMNT

FIRM SUBSOIL / SUBSOIL REPLACED WITH SELECTED SOIL

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

Page 25

1.00

8.75

20.70 1.20

8.75

1.00

G.L.

Levelling Course 500mm SUBGRADE 40 mm BC 50 mm DBM 70 mm BM 225 mm WMM Removal of unsuitable soil 150 mm GSB

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

1.00

8.75

20.70 1.20

8.75

1.00

500mm SUBGRADE 40 mm BC 50 mm DBM 70 mm BM 225 mm WMM 150 mm GSB

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

TYPE D
Page 26

20.70 1.20
3.5 %

8.75 e=7%
500mm SUBGRADE

8.75
e=7 % 3.5 %

40 mm BC 100 mm DBM 125 mm WMM 125 mm WMM 160 mm GSB 150 mm GSB

GROUND LEVEL

G.L.

Removal of unsuitable soil

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

Page 27

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 28

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 29

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 30

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 selfpropelled, paving floating Tip screed, trucks

machine.

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.

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.

Page 31

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. Rolling by Tendem Roller in progress. 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

Page 32

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

Pneumatic Tyred Roller

the finished surface when it cools down to temp. below 60 deg.-Cel.

Page 33