NAME OF PROJECT:

Six Laning of Barwa-Adda-Panagarh section of National

Highway 2 in states of Jharkhand and West Bengal

under National Highway Development Program Phase V

ORGANISED BY:

NATIONAL HIGHWAYS AUTHORITY OF INDIA

REPORT PREPARED BY:

SUBHENDU SAMUI

7th Semester, B.Tech in Civil Engineering

Dr. B.C. Roy Engineering College, Durgapur

I extend my cordial and heartfelt gratitude to the officials of National Highways

Authority of India, SA Infrastructure Consultants Private Limited in association with

Sugam Technocrats Private Limited and Oriental Structural Engineers Private

Limited for giving us the opportunity to train under their guidance and supporting us

with utmost care during the course of the training and help us prepare this Report.

The Ministry of Road Transport and Highways has embarked on a staged up

gradation of existing National Highways where the intensity of traffic has

increased significantly and there is a need for augmentation of capacity for

safe and efficient movement of traffic.

The Ministry of Road Transport and Highways has authorized national

Highways Authority of India (NHAI) to implement the projects for six Laning

of Barwa Adda Panagarh section of NH2 in the states of Jharkhand and West

Bengal by public-private-partnership mode (PPP mode).

The project corridor of NH2, a part of Golden Quadrilateral is passing through

the plains of Gangetic region of landlocked states of Bihar and Jharkhand and

connects the National Capital with Kolkata traversing almost 1465 km.

The project Road of NH2 starts from Barwa Adda in Dhanbad district in the

state of Jharkhand and ends at Panagarh in the Bardhhaman district of West

Bengal, India.

NHAI have awarded the task of Feasibility and Detailed Engineering for

improvement of this section of NH2 to M/s ICT, India. NHAI have awarded

the work of “Design, Build, Finance, Operate and transfer of Km. 398.240 to

Km. 521.120 including a bypass of length 8.120 km and a service road of

length 149.09 Km at selected locations to M/S Barwa Adda Expressway Ltd.

(Mumbai). NHAI has awarded the independent consultancy for the project to

M/s SA Infrastructure Consultants Pvt. Ltd. In association with Sugam

Technocrats Pvt. Ltd.

In this report, we have attempted to understand the various aspects of the

project associated with highway construction and maintenance.

THE PROJECT ROAD

The Project road comprises off from 398.240 to Km.521.120 Km of existing road of NH-2. The

Salient Features of the project are as under:-

S.No.

Description Quantity

1 Length of Project 122.88 KM

2

(a) By Pass – Total Length – 8.120 Km

(b) Existing Carriageway Length – 121.990 Km.

3 Width of carriageway 2*12.25=24.50M

4 Service Road 149.09 Km.

5 Width of service road 7 M

6 ROB’s 2 Nos

7 Grade Separator 12 Nos

8 Major Bridges - (3 No’s) MJB 3 Nos.

9 Minor Bridges – (20 No’s) MNB 11 Nos. ,Widening 9 Nos.

10 Vehicular Under Passes VUP 20 Nos.

11 Pedestrian Underpasses PUP 11 Nos.

12 Box /HP/Slab Culverts 202 Nos.

13 BUS Lay Byes LHS 20 Nos.

RHS 20 Nos.

14 Truck Lay Byes LHS 10 Nos.

RHS 04 Nos.

15 Toll Plaza 2 Nos.

16 Truck Parking Places 2 Nos

THE PROJECT ROAD INDICATED ON MAP

SURVEY

GENERAL

The Consultants carried out various field studies, engineering surveys and investigations to collect the

necessary data for use in DPR Study. The investigations were carried out to generate adequate supportive database

for preparing the most appropriate proposal to meet the functional and structural

efficiency and safety requirements of the project road. The various engineering investigations and

surveys have been carried out following the relevant MORTH/ IRC/ BIS codes.

The various engineering investigations and surveys which have been carried out are as follows:

Inventory and condition survey of Road and Pavement.

Topographic Survey

Soil and Material Investigations

The basic data and results of investigation are compiled and included as Appendices to the Draft Project Report.

Results of Survey/Investigations data analysis are discussed below:

INVENTORY AND CONDITION SURVEY OF ROAD AND PAVEMENT

ROAD INVENTORY The inventory of the project road has been prepared through dimensional measurements and visual

Inspection to assess the existing status. Features like terrain, land use, width of pavement and shoulders, geometric

deficiencies, important road junctions, utilities etc. were recorded.

ROAD CONDITION SURVEY The visual road condition survey data is recorded at site .This includes information on visible and ongoing/ recent

improvements.

TOPOGRAPHIC SURVEY

The topographic survey along the project corridor was carried out as per the Terms of Reference (TOR), using

high precision Total Station with the objective to capture essential ground features and prepare plan and profile

drawings. Detailed topographic survey was carried out following the procedure given below:

• Setting up permanent bench marks and control stations at 5km interval.

• Establishment of horizontal control.

• Establishment of vertical control to have the elevation coordinate hooked to the nearest GTS stations along the

Project Road.

• Collection of Digital Terrain Model data containing the existing highway, rivers, streams and other

topographical features to form the basis for the new designs; and

• Preparation of base plans containing existing highway, rivers, streams and other topographical

features to form the basis of the new designs; and

• Preparation of base plans containing the entire natural and manmade structures like buildings,

fences, walls, utilities, temples and other religious structures etc. That would govern the finalization

of horizontal alignment.

HIGHWAY

EXISTING CARRIAGEWAY: The present carriageway of the Project Highway is a 4-lane divided carriageway with paved shoulders in its

entire length. The existing carriageway is 122.88 Km in length.

EXISTING ROAD SECTION DETAILS

WIDENING OF 4 LANE CARRIAGEWAY INTO 6 LANE

CARRIAGEWAY:

The upgraded main carriageway shall consist of six lanes and the width of carriageway on either side of the

median shall be 12.5m excluding the median.

NEW ROAD SECTION DETAILS

Bituminous Concrete

Dense Bituminous Macadam

Wet mix Macadam

Granular Sub Base

Sub Grade

Embankment

Bituminous Concrete

Dense Bituminous Macadam

Wet mix Macadam

Granular Sub Base

Sub Grade

Embankment

BYPASS: A bypass stretching 8.120Km is under construction at Panagarh in the district of Bardhhaman, West Bengal.

ROAD SECTION DETAILS

SERVICE ROADS: Service Roads shall be constructed at various chainages and the total length of the service roads shall be 149.09

Km. The width of service roads shall be 7 metres.

ROAD SECTION DETAILS

Bituminous Concrete

Aggregate Layer

Cement Treated Base

Cement Treated Sub Base

Sub Grade

Embankment

Bituminous Concrete

Wet mix Macadam

Granular Sub Base

Sub Grade

Embankment

CLEARING AND GRUBBING:

Prior to commencing of earthworks in road construction projects, it is necessary to remove objects such as trees,

buses, shrubs, stumps, roots, grass, weeds, rubbish etc. to an average depth of 150 mm from the top which in the

opinion are unsuitable in the works. It is kept in mind that road side amenities, trees, monuments, buildings,

which are not to be removed shall not be disturbed in any manner and adequate measures are taken for their

protection. All equipment and methods to be used has to be approved by the concerned engineer.

EMBANKMENT

A Highway is generally designed and constructed such that the formation level is above the general ground

level and also substantially above the highest water table. Therefore the vertical alignment of a highway is

planned such that generally a pavement is laid over an embankment. However due to the topographical

variations and site condition at certain stretches, it may be necessary to construct the highway in cutting below

the existing ground level(EGL).

Materials of embankment :- Soil, Moorum, Gravel, Fly ash.

Construction procedure:-

1.The soil in loose condition is spread to uniform thickness over the prepared ground. The thickness of the loose

soil is decided so as to obtain the specified compacted thickness.

2.Additional water as required is spread so as to obtain the OMC of the soil.

3.The soil with the added water is mixed thoroughly so that the water gets distributed in the soil layer uniformly

; the mixed soil is spread again to uniform layer thickness.

4.The soil layer is compacted by rolling to obtain the max. dry density.

5.The rest of the layers are laid as per the method described.

SUBGRADE The subgrade is constructed with soil brought from approved borrow pits which fulfil the specified CBR value and other requirement (LL,PI etc.). Materials for subgrade:- As per embankment . Construction procedure :- 1.The soil in loose condition is spread to uniform thickness over the prepared ground. The thickness of the loose soil is decided so as to obtain the specified compacted thickness over the prepared top surface of the embankment. 2.Additional water as required is sprayed so as to obtain the OMC of the soil determined from the laboratory compaction test. 3.The soil with the added water is mixed thoroughly so that the water gets distributed in the soil layer uniformly ; the mixed soil is spread again to uniform layer thickness. 4.The soil layer is compacted by rolling to obtain the max. dry density. 5.The rest of the layers are laid as per the method described.

GRANULAR SUB-BASE(GSB)

A granular sub base coarse is laid in between the sub grade and the base coarse in one or more layers. The GSB

layer should be laid over the full width of the prepared sub grade, extending up to the side drains so as to serve

as a ‘drainage layer’ of the pavement, if another drainage layer is not provided.

Materials for GSB:-crushed stone, gravel, coarse sand

Construction procedure:-

1. The sub base material is spread to uniform thickness over the top surface of sub grade layer.

2. The moisture content of the material is checked and the additional quantity of water required to bring up

to the OMC is sprinkled at an uniform rate .

3. The watered material is mixed properly using machinery.

4. Mixed material is spread to the desire thickness.

5. The loose GSB layer is compacted by rolling .

6. Rolling is done starting from the lower edge and proceeded towards the centre of the undevided

carriageway to provide the desired camber.

7. Rolling is continued till the maximum dry density is achieved.

WET MIX MACADAM (WMM)

The flexible pavements of most of the important highways are being constructed these days using WMM as the

base coarse.

Material for WMM:- well graded hard crushed aggregates and adequate proportion of water mixed thoroughly

in a WMM mixing plant.

The aggregates used in WMM paste are passing 19mm sieve and retained on 4.75mm sieve.

Construction procedure:-

1. The selected WMM mix (with water = OMC added) is prepared.

2. The WMM mix is transported to the site and spread using Paver machine, to the required thickness and

cross slope.

3. The WMM layer is compacted using a vibratory roller.

4. Rolling is done starting from the lower edge and proceeded towards the centre of the undivided

carriageway to provide the required camber.

5. The WMM surface is checked for defects if any and allowed to dry for 24 hours; no traffic shall be

allowed before DBM is constructed.

DENSE BITUMINOUS MACADAM (DBM)

The specification describes the design and construction procedure for dense bituminous macadam (DBM) for

used mainly,but not exclusively,in base/binser and profile corrective coarses.The works shall consists of

construction in a single or multiple layer of on a previously prepared base or sub base.The thickness of asingle

layer shall be 50mm to 100mm.

Materials for DBM:-The bitumen shall be viscosity grade paving bitumen compiling with the IS: 73. Coarse

aggregate shall consists of crushed rock retained on 2.36mm sieve. Fine aggregate shall consists of crushed or

naturally occurring mineral material passing 2.36mm sieve and retained on 75 microne sieve.Filler shall

consists of finely devided mineral matter such as rock dust.

Construction procedure:-

1. The base on which DBM is to be laid shall be prepared

2. Where the material on which DBM is to be laid is other than a bitumen bound layer a prime coat shall

be applied and if it is a bitumen bound layer or primed granular layer then the tack coat shall be applied.

3. The DBM mix is transported to the site and spreaded using paver machine to the require thickness and

camber.

4. The DBM layer is compacted using a vibratory roller

5. Rolling is done starting from the lower edge and proceeded towards the centre of the undivided

carriageway to provide the required camber.

6. The DBM surface is checked for defects if any and allowed to dry ,no traffic should be allowed until the

dense bituminous layer has cooled to the ambient temp.

BITUMINOUS CONCRETE(BC)

This work shall consists of construction of bituminous concrete or uses in wearing and profile corrective

coarses. This work shall consists of construction in a single layer of bituminous concrete on a previously

prepared bituminous bound surface.

Materials for BC:-The bitumen shall confirm to IS:73.The coarse aggregate is proposed for used as aggregate

not less than 95%by weight by crushed materials retained on the 4.75mm sieve shall have at least two fractured

faces. . Fine aggregate shall consists of crushed or naturally occurring mineral material passing 2.36mm sieve

and retained on 75 microne sieve.Filler shall consists of finely devided mineral matter such as rock dust

CONSTRUCTION PROCEDURE:-

1. The surface on which the bituminous concrete is to be laid shall be prepared by thoroughly swept

cleaning by mechanical broom and dust removed by compressed air .

2. Tack coat should be prepared in the plant and transported to the site.

3. Then it is spread over the prepared base surface. Then it is rolled over by vibratory roller

4. The BC surface is checked for defects if any and allowed to dry ,no traffic should be allowed until the

dense bituminous layer has cooled to the ambient temp. Speed restriction may be

applied at initial stages.

CEMENT TREATED SUB-BASE & CEMENT TREATED BASE: PURPOSE:

The purpose of this Segment Quality Plan is for Construction of Cement Treated Sub Base/Base Layer to provide

details of the Construction Methodology, Quality assurance & Control System/Procedures in execution Cement

Treated Sub Base/Base Layer and at various locations/stretches as shown in the Construction Drawings.

SCOPE:

The Scope of this Segmental Quality Plan covers the following activities: Construction of Cement treated Sub

Base/Base Layer with approved materials/ mixes etc. as per IRC 37 & MORT&H.

CROSS REFERENCES:

This Segment Quality Plan shall be read in conjunction with the following documents: IRC 37 & MORT&H.

CONSTRUCTION METHODOLOGY:

PLANTS, EQUIPMENT, AND MACHINERY:

The following sets of equipment are necessary for the Cement Treated Sub-Base/Base works.

Cement treated Sub Base/Base plant of capacity 200 TPH (02 no.)

Paver (Sensor), Cap – 1m/min (03 no.)

Vibratory Rollers, Cap 80 to 100KN static wt (03 no.)

Tandem Roller

Grader, Cap. – 130Cum /hr (01 no.)

Tipper/Dumpers, Cap – 6 to 8 m3 (as per site requirement)

Water Tanker, Cap – 10,000 Lit (01 no.)

Plate compactor (as per site requirement)

CONSTRUCTION METHODOLOGY:

The detailed Construction Methodology involved in execution of Cement treated Sub Base/Base layer including

Quality Assurance & Control etc. has been described in the following sub-chapters:

SELECTIONS, TESTING AND ACCEPTANCE OF CONSTRUCTION MATERIALS FOR CEMENT TREATED

SUB BASE/BASE:

CEMENT: As per the Technical specifications - M.O.R.T.H, Ordinary Portland cement of 43 grade conforming to

IS: 8112 shall be used. MTC/Lab test certificate shall be maintained for each and every batch of Cement received and

Bulk Cement shall be stored in vertical silos.

COARSE AGGREGATE: Aggregate’s to be used in the construction of Cement Treated Sub- Base/Base shall be

of Crushed aggregate complying with IS: 383/MORT&H/IRC37. Aggregate shall not be Alkali reactive. Coarse

aggregate shall consist of clean, hard, strong, dense, &durable pieces of crushed stone & shall comply with

M.O.R.T&H. Maximum size of Aggregate used shall be of 40mm.

FINE AGGREGATE: The Fine aggregate shall consist of clean, natural sand or crushed stone sand or a combination

of the two and shall conform to IS: 383. Fine Aggregates shall be free from soft particles, clay, shale, loam, cemented

particles, mica, and organic and other foreign matter.

The coarse & fine aggregate may be obtained in way mentioned as per IRC 37. But after blending it shall conform to

the grading as indicated as indicated below in the table.

PREPARATION OF CEMENT TREATED SUB BASE/BASE LAYER MATERIAL.

Cement treated Sub Base/Base Layer works shall be carried out as per the IRC 37.Material used for Sub-base

construction shall conform IRC 37/MORT&H or Technical Specification Clause.

THE MATERIAL SHOULD CONFIRM TO THE STRENGTH REQUIREMENT CONTAINED IN SUB-

CLAUSE IRC 37.

IS Sieve

Designation (mm)

Percent by weight passing the IS sieve

Base Sub-Base

53.0 100 100

37.5 95-100 95-100

19.0 45-100 45-100

9.50 35-100 35-100

4.75 25-100 25-100

0.600 8-65 8-65

0.300 5-40 5-40

0.075 0-10 0-10

The Proportioning shall be done by determining the individual gradation of the individual ingredients and the blend

determined by trial and error method so as to achieve the gradation specified.

The Approved Mix proportion for Cement Treated Sub-Base:40mm Crushed Aggregate, =15%, 20mm Crushed

Aggregate =15%, 10mm Crushed Aggregate, =15%, Crushed Sand=20%, Natural Sand=35% and Cement 2% by

weight of total Material

Approved Mix proportion for Cement Treated Base: 40mm Crushed Aggregate, =15%, 20mm Crushed Aggregate

=15%, 10mm Crushed Aggregate, =15%, Crushed Sand=25%, Natural Sand=30% and Cement 4% by weight of total

Material.

MDD & OMC shall be determined for the material so blended as per Design. It will be ensured before the actual

execution that material used in Cement Treated Sub-Base & Cement Treated Base layer.

In case of variation of gradation in the course of work the proportion shall be suitably modified and the entire require

test shall be carried out in accordance with relevant specification.

The material shall be blended at source/crusher to achieve the specified gradation. This shall be jointly checked at

Plant/ site for conformance to gradation and other test as specified.

SPREADING, COMPACTION AND TESTING:

Immediately prior to the laying of Cement Treated Sub-Base & Cement Treated Base layer. Should be prepared in

accordance with Sub-Clause IRC 37

Approved Cement Treated Sub Base/Base Layer material will be dumped and spread on the approved sub-grade in

full-required width with the help of motor grader of adequate capacity in such a way to avoid the segregation.

Required Cross Slope and Gradient shall be maintained as per drawings.

The material shall have a Plastic Index Max.6%, Plasticity Modulus 250 % (Max), Plasticity Product 60 % (Max) &

Uniformity Coefficient Value > 10. The water absorption value of the coarse aggregate shall be determined as per IS:

2386 (P-III); if this value is greater than 2%, the soundness test shall be carried out on the material delivered to site as

per IS: 383.

The average Unconfined compressive strength of Cement Treated Sub Base cubes made shall not be less than 1.5 to

3.0 Mpa at 07days, & Cement Treated Base cubes made shall not be less than 4.5 to 7.0 Mpa at 07 days conducted as

per Design Mix and results submitted to the Engineer for approval.

Moisture content of the loose material shall be checked in accordance with IS: 2720 and suitably adjusted by sprinkling,

if required through water tanker having arrangement for sprinkling and mixing shall be done with grader/tractor

plough/ Rotavator as approved by the Engineer after carrying out site trials.

Moisture content of the mix shall be in the range of be +1% to - 2%of OMC immediate prior to compaction while

adding water, due allowance shall be made for evaporation losses.

Rolling shall be done by Tandem Roller /100 KN vibratory plain drum compactor. The rolling shall commence at the

lower edge and proceed towards the upper edge longitudinally for portions having unidirectional cross fall and super

elevation and shall commence at the edges and proceed towards the center of portions having cross fall on both sides,

till the density achieved is at least 98 percent of the maximum dry density for the material determined as per IS: 2720

(Part-8).

SAFETY:

All the Vehicles shall be fitted with proper indicator systems.

Reverse light, rear view mirror & reverse horn shall be fitted with all the vehicles.

Break, steering condition, tire pressure shall be checked periodically.

Proper speed limit shall be maintained.

The vehicle shall be in stand by position when the hydraulic jack is in extended position.

Driver shall not drive vehicle when he is not fit mentally & physically.

Fences shall be provided wherever required & also reflectors shall be placed for night vision.

Proper caution boards, flag boys shall be placed to caution the vehicle movement at unloading points.

Trained Supervisors shall be deployed at all dumping sites.

Unauthorized persons & visitors shall not be allowed with in the critical area.

Trained Flag boy & warning systems shall be provided.

Periodic training shall be provided to drivers, helpers, and bankmens & flag boys.

Proper supervision & proper planning of the activity shall be provided.

Regular inspection of all equipments shall be provided.

ENVIRONMENTAL SAFETY: At the diversion water shall be sprinkled all along the road for dust management

STRUCTURE

There are mainly types of structures (RCC) constructed in this highway contruction project described below:

Grade Separator

Major Bridges - (3 No’s)

Minor Bridges – (20 No’s)

Vehicular Under Passes

Pedestrian Underpasses

Box /Pipe/Slab Culverts

Toll Plaza

GRADE SEPARATOR: Grade separation is the method of aligning a junction of two or more surface

transport axes at different heights (grades) so that they will not disrupt the traffic flow on other transit routes when

they cross each other. The composition of such transport axes does not have to be uniform; it can consist of a

mixture of roads, footpaths, railways, canals, or airport runways. Bridges (or overpass or flyovers), tunnels (or

underpasses), or a combination of both can be built at a junction to achieve the needed grade separation.

Works for Grade Separator in progress:

MAJOR BRIDGES: The bridges having total length varying from 120m to 30m is called a major bridge.

MINOR BRIDGES: The bridges having total length less than 30m is called as minor bridges.

UNDERPASS: Underpass implies a short passage beneath grade separated structure to carry one or more

streams of traffic. Intersections generally must manage pedestrian as well as vehicle traffic. Pedestrian aids

include crosswalks, pedestrian-directed traffic signals ("walk light") and underpasses. Walk lights may be

accompanied by audio signals to aid the visually impaired. Medians can offer pedestrian islands, allowing

pedestrians to divide their crossings into a separate segment for each traffic direction, possibly with a separate

signal for each. These are of mainly two types.

VEHICULAR UNDERPASS: The underpass which is basically used for passing the small vehicles

is called as Vehicular Underpass.

PEDESTRIAN UNDERPASS: The underpass which is basically constructed for pedestrian use is

called Pedestrian Underpass.

CULVERTS: A culvert is a structure that allows water to flow under a road, railroad, trail, or similar

obstruction. Typically embedded so as to be surrounded by soil, a culvert may be made from a pipe, reinforced

concrete or other material. A structure that carries water above land is known as an aqueduct. Culverts may be

used to form a bridge-like structure to carry traffic.

ROB: ROB stands for Railway Over Bridge. The bridge which is constructed over the railway to pass the

vehicles of a highway is called a railway over bridge.

PILE CONSTRUCTION:

Piles can either be driven into the ground (driven piles) or be installed in a predrilled hole (bored piles or drilled

shafts). The construction of bore cast in situ concrete pile consists of 4 primary phases

1.Pile boring,

2.Reinforcement cage lowering,

3.Flushing

4.Pile concreting.

Now we will discuss each phase one by one.

1. PILE BORING

1. Hydraulic rig/manually operable auger should be mobilized at the required location

2. Four reference points (making two lines perpendicular to each other) should be marked for checking centre

of pile bore during boring of pile.

3. Initial boring of about 2.0 meters is to be done using cutting tool of desired diameter of pile

4. Then boring will be carried out according to the sub-soil investigation report of that location. It will be

done using liner, bentonite or both.

5. The temporary guide casing, approximately 2.0 meter length with outside diameter equivalent to nominal

diameter of the pile, may then lowered in the bore hole. In such a case dia of cutting tool will be little less,

maximum 75 mm less than outside dia of casing for free movement in the casing pipe during operation.

6. Position / centerline of the guide casing pipe with reference to pile reference points already fixed around

the pile location shall be checked to shift/adjust the casing pipe to ensure proceeding of drilling at exact

pile location without any deviation.

7. Boring has to be done up to the founding strata as per drawings/ pre decided depth using intermittently

bentonite slurry as per requirement. In case of requirement the bore hole is then supplied with bentonite

slurry, from bentonite installation. Bentonite circulation channel will be made from bore hole to bentonite

tank and fresh bentonite slurry will be pumped to bore hole through hose pipes. 24 hours prior to start of

pile boring, ensure that bentonite is completely dispersed I the water and attains required density to

stabilize the sides of bore hole during drilling. Bentonite slurry of specified quality should be circulated

continuously during boring process.

8. Bentonite used to stabilize the sides of bore hole should be conforming to requirements as listed in

inspection and test plan. Density of bentonite solution should be checked during boring operation to ensure

that the density is about 1.05 g/cc to 1.10 g/cc, marsh cone viscosity 30 to 40 and pH value 9.5 to 12.

9. Bentonite slurry is pumped by high pressure reciprocating pumps/ vertical pump into the bore hole and the

same is allowed to overflow the bore hole. The overflow slurry with bored mud/soil etc that comes out

along with bentonite slurry is passed through channels and is collected in sediment tanks where sediments

settle and bentonite can be re used. If necessary, the bentonite may be passed through the de sander tank to

remove sand particles before it is re used.

10. Depth of pile shall be checked with sounding chain and exact depth shall be recorded in the pile report

11. After boring upto required depth underreaming will be done using underreamer of desirable diameter.

Completion of desired bulb cutting will be ascertained by (i) vertical movement of the handle and (ii) using

L shaped rod of length enough to reach upto bulb location from approximately 2 feet above ground level

and horizontal dimension equal to 0.5 of bulb dia minus pile dia.

2. REINFORCEMENT CAGE LOWERING

1. Prefabricated reinforcement cage prepared as per the drawings and approved depths, is brought and kept

near pile location while boring is in progress.

2. After getting the permission from the engineer, the reinforcement cage will be gently lifted and lowered by

crane/manually into the bored hole. Necessary concrete cover will be obtained by using the circular cover

blocks already made of the same strength as of pile.

3. If the reinforcement cage is very long i.e. not possible to handle in one lift, the cage will be lifted one by

one and spot welded at the joints and then lowered inside the bored hole.

4. It is to be checked whether the reinforcement cage has reached up to bottom of the pile by measuring from

the top of the cage to the ground level.

3. FLUSHING

1. After cage lowering, 200 mm diameter tremie pipes in suitable lengths are to be lowered in the hole. The

operation is done by lowering one tremie pipe after another and connecting them threading to maintain

water tightness throughout its length till the gap between the pile base and Tremie is between75 – 100 mm.

the tremie pipe is locked/supported from top to maintain the level and funnel is attached on top.

2. The tremie head to be provided to the tremie pipe for the flushing activity. The bore is flushed by fresh

bentonite slurry through the tremie head. The pumping for flushing is done by use of mud circulation

pump. Flushing will be done to remove all the loose sediments which might have accumulated on the

founding strata. Further, the flushing operation shall be continued till the consistency of inflowing and out

flowing slurry is similar.

4. PILE CONCRETING

1. The concrete placing shall not proceed if density of fluid near about the bottom of borehole exceeds 1250

kg/m3.

2. Determination of the density of the drilling mud from the base of the borehole shall be carried out by

taking samples of fluid by suitable slurry sample approved by the engineer in charge, in first few piles and

at suitable interval of piles thereafter and the results recorded.

3. After flushing is completed, tremie head should be removed and funnel should be attached to the tremie

pipe.

4. The slump of the concrete will be maintained at 150 mm to 200 mm.

5. Concreting operation will be carried out using the 200 mm diameter trmie pipes.

6. Initial charge of concrete should be given in the funnel using a plug. Total concrete quantity in the funnel

should be more than the volume of the entire pipe plus free space below the tremie. This will ensure a

water tight concrete pouring through tremie.

7. Lifting and lowering is repeated keeping sufficient concrete in funnel all the time. As the concreting

proceeds the tremie pipe are to be removed one by one, taking care that the tremie pipe has sufficient

embedment in the concrete until the whole pipe is concreted. Sufficient head of green concrete shall be

maintained to prevent inflow of soil or water in to concrete. Placing of concrete shall be a continuous

process from the toe level to top of pile.

8. The concrete is poured in the funnel. As the concrete reaches the top of the funnel, the plug is lifted up to

allow the concrete to flow corresponding to the placing of each batch of concrete.

9. The concreting of pile is to be done up to minimum of 300 mm above the cut off level to get good and

sound concrete at cut off level.

10. After completion of concreting tremie, funnel and other accessories are to be washed properly and kept

greased in proper stacking condition near next pile location.

11. While doing under water concreting 10% extra cement over and above the design mix requirement should

be added in each batch.

IMPORTANT TESTS ON SOIL, AGGREGATE AND BITUMEN

CALCIUM CARBIDE METHOD OF DETERMINATION OF MOISTURE CONTENT:

This test is done to determine the water content in soil by calcium carbide method as per IS: 2720 (Part II) –

1973. It is a method for rapid determination of water content from the gas pressure developed by the reaction of

calcium carbide with the free water of the soil. From the calibrated scale of the pressure gauge the percentage of

water on total mass of wet soil is obtained and the same is converted to water content on dry mass of soil.

Apparatus required :-

i) Metallic pressure vessel, with a clamp for sealing the cup, alongwith a gauge calibrated in percentage water

content

ii) Counterpoised balance, for weighing the sample

iii) Scoop, for measuring the absorbent (Calcium Carbide)

iv) Steel balls – 3 steel balls of about 12.5mm dia. and 1 steel ball of 25mm dia.

v) One bottle of the absorbent (Calcium Carbide)

PREPARATION OF SAMPLE Sand – No special preparation. Coarse powders may be ground and pulverized. Cohesive and plastic soil – Soil

is tested with addition of steel ball in the pressure vessels. The test requires about 6g of sample.

PROCEDURE TO DETERMINE WATER CONTENT IN SOIL BY CALCIUM CARBIDE METHOD i) Balance is set up, the sample is placed in the pan till the mark on the balance arm matches with the index

mark.

ii) Check that the cup and the body are clean.

iii) Hold the body horizontally and gently deposit the levelled, scoop-full of the absorbent (Calcium Carbide)

inside the chamber.

iv) Transfer the weighed soil from the pan to the cup.

v) Hold cup and chamber horizontally, bringing them together without disturbing the sample and the absorbent.

vi) Clamp the cup tightly into place. If the sample is bulky, reverse the above placement, that is, put the sample

in the chamber and the absorbent in the cup.

vii) In case of clayey soils, place all the 4 steel balls (3 smaller and 1 bigger) in the body along with the

absorbent.

viii) Shake the unit up and down vigorously in this position for about 15 seconds.

ix) Hold the unit horizontally, rotating it for 10 seconds, so that the balls roll around the inner circumference of

the body.

x) Rest for 20 seconds.

xi) Repeat the above cycle until the pressure gauge reading is constant and note the reading. Usually it takes 4

to 8 minutes to achieve constant reading. This is the water content (m) obtained on wet mass basis.

xii) Finally, release the pressure slowly by opening the clamp screw and taking the cup out, empty the contents

and clean the instrument with a brush.

REPORTING OF RESULTS The water content on dry mass basis,

w=m/[100-m] * 100%

TO DETERMINE DRY DENSITY OF SOIL BY CORE CUTTER METHOD

A cylindrical core cutter is a seamless steel tube. For determination of the dry density of the soil, the cutter is

pressed into the soil mass so that it is filled with the soil. The cutter filled with the soil is lifted up. The mass of

the soil in the cutter is determined. The dry density is obtained as

Where M= mass of the wet soil in the cutter

V= internal volume of the cutter

w= water content.

EQUIPMENT:

1. Cylindrical core cutter, 100mm internal diameter and 130mm long

2. Steel rammer, mass 9kg, overall length with the foot and staff about 900mm.

3. Steel dolley, 25mm high and 100mm internal diameter

4. Weighing balance, accuracy 1g.

5. Palette knife

6. Straight edge, steel rule etc

PROCEDURE

1. Determine the internal diameter and height of the core cutter to the nearest 0.25mm

2. Determine the mass (M1) of the cutter to the nearest gram.

3. Expose a small area of the soil to be tested. Level the surface, about 300mm square in area.

4. Place the dolley over the top of the core cutter and press the core cutter into the soil mass using the rammer.

Stop the pressing when about 15mm of the dolley protrudes above the soil surface.

5. Remove the soil surrounding the core cutter, and take out the core cutter. Soil soil would project from the

lower end of the cutter.

6. Remove the dolley. Trim the tip and bottom surface of the core cutter carefully using a straight edge.

7. Weigh the core cutter filled with the soil to the nearest gram (M2).

8. Remove the core of the soil from the cutter. Take a representative sample for the water content determination.

9. Determine the water content.

DETERMINATION OF FIELD DENSITY OF SOIL BY SAND REPLACEMENT

METHOD:

A hole of specified dimensions is excavated in the ground. The mass of the excavated soil is determined.

The volume of the hole is determined by filling it with clean, uniform sand whose dry density ( ) is

determined separately by calibration. The volume of the hole is equal to the mass of the sand filled in the hole

divided by its dry density.

The dry density of the excavated soil is determined as

Where M= mass of the excavated soil, V= volume of the hole and w= water content.

EQUIPMENT:

1. Sand – pouring cylinder

2. Calibrating container, 100mm diameter and 150mm height

3. Soil cutting and excavating tools, such as scrapper tool, bent spoon

4. Glass plate, 450mm square, 9mm thick

5. Metal container to collect excavated soil

6. Metal tray, 300mm square and 40mm deep with a hole of 100mm in diameter at the centre

7. Weighing balance

8. Moisture content cans

9. Oven

10. Desiccator

Clean, uniform sand passing 1mm IS sieve and retained on 600micron IS sieve in sufficient quantity.

PART-I: CALIBRATION

PROCEDURE:

1. Determine the internal volume of the calibrating container by filling it with water and determining the mass

of water required. The mass of water in grams is approximately equal to the volume in mililitres. The volume

may also be determined from the measured dimensions of the container.

2. Fill the sand-pouring cylinder with sand, within about 10mm of its top. Determine the mass of the cylinder

(M1) to the nearest gram.

3. Place the sand-pouring cylinder vertically on the calibrating container. Open the shutter to allow the sand run

out from the cylinder. When there is no further movement of the sand in the cylinder, close the shutter.

4. Lift the pouring cylinder from the calibrating container and weigh it to the nearest gram (M3).

5. Again fill the pouring cylinder with sand, within 10mm of its top.

6. Open the shutter and allow the sand to run out of the cylinder. When the volume of the sand let out is equal to

the volume of the calibrating container, close the shutter.

7. Place the cylinder over a plane surface, such as a glass plate. Open the shutter. The sand fills the cone of the

cylinder. Close the shutter when no further movement of sand takes place.

8. Remove the cylinder. Collect the sand left on the glass plate. Determine the mass of sand (M2) that had filled

the cone by weighing the collected sand.

9. Determine the dry density of sand, as shown in the data sheet, part-I.

PART-II: DRY DENSITY

PROCEDURE:

1. Expose an area of about 450mm square on the surface of the soil mass. Trim the surface down to a level

surface using a scrapper tool.

2. Place the metal tray on the leveled surface.

3. Excavate the soil though the central hole of the tray, using the hole in the tray as a pattern. The depth of the

excavated hole should be about 150mm.

4. Collect all the excavated soil in a metal container, and determine the mass of the soil (M).

5. Remove the metal tray from the excavated hole.

6. Fill the sand pouring cylinder within 10mm of its top. Determine its mass (M1).

7. Place the cylinder directly over the excavated hole. Allow the sand to run out the cylinder by opening the

shutter. Close the shutter when the hole is completely filled and no further movement of sand is observed.

8. Remove the cylinder from the filled hole. Determine the mass of the cylinder (M4).

9. Take a representative sample of the excavated soil. Determine its water content.

GRAIN SIZE DISTRIBUTION:

Soils having particle larger than 0.075mm size are termed as coarse grained soils. In these soils more than 50% of the total material by mass is larger 75 micron. Coarse grained soil may have boulder, cobble, gravel and sand. The following particle classification names are given depending on the size of the particle: i. BOULDER: particle size is more than 300mm. ii. COBBLE: particle size in range 80mm to 300mm. iii. GRAVEL (G): particle size in range 4.75mm to 80mm. a. Coarse Gravel: 20 to 80mm. b. Fine Gravel: 4.75mm to 20mm. iv. SAND (S): particle size in range 0.075mm to 4.75mm. a. Coarse sand: 2.0mm to 4.75mm. b. Medium Sand: 0.425mm to 2.0mm. c. Fine Sand: 0.075mm to o.425mm. Dry sieve is performed for cohesion less soils if fines are less than 5%. Wet sieve analysis is carried out if fines are more than 5% and of cohesive nature. In simpler way the particle size distribution curve for coarse grain soil as follows, Gravels and sands may be either poorly graded (Uniformly graded) or well graded depending on the value of coefficient of curvature and uniformity coefficient. Coefficient of curvature (Cc) may be estimated as: Coefficient of curvature (Cc) should lie between 1 and 3 for well grade gravel and sand. Uniformity coefficient (Cu) is given by: Its value should be more than 4 for well graded gravel and more than 6 for well graded sand. CC=D30

2/(D60*D10) CV=D60/D10

Were, D60 = particle size at 60% finer. D30 = particle size at 30% finer. D10 = particle size at 10% finer.

PROCEDURE:

1. Weight accurately about 200gms of oven dried soil sample. If the soil has a large fraction greater than 4.75mm size, then greater quantity of soil, that is, about 5.0 Kg should be taken. For soil containing some particle greater than 4.75 mm size, the weight of the soil sample for grain size analysis should be taken as 0.5 Kg to 1.0 Kg. 2. Clean the sieves and pan with brush and weigh them upto 0.1 gm accuracy. Arrange the sieves in the increasing order of size from top to bottom. The first set shall consist of sieves of size 300 mm, 80mm, 40mm, 20mm, 10mm, and 4.75 mm. While the second set shall consist of sieves of sizes 2mm, 850 micron, 425 micron, 150 micron, and 75 micron.

ATTERBERG’S LIMITS:

The definitions of the consistency limits proposed by Atterberg are not, by themselves, adequate for the determination of their numerical values in the laboratory, especially in view of the arbitrary nature of these definitions. In view of this, Arthur Casagrande and others suggested more practical definitions with special reference to the laboratory devices and methods developed for the purpose of the determination of the consistency limits. In this sub-section, the laboratory methods for determination of the liquid limit, plastic limit, shrinkage limit, and other related concepts and indices will be studied, as standardized and accepted by the Indian Standard Institution and incorporated in the codes or practice. SHRINKAGE LIMIT: The shrinkage limit (SL) is the water content where further loss of moisture will not result in any more volume reduction. The shrinkage limit is much less commonly used than the liquid limit and the plastic limit. PLASTIC LIMIT: The plastic limit (PL or wP) is the water content where soil starts to exhibit plastic behaviour. A thread of soil is at its plastic limit when it is rolled to a diameter of 3 mm or begins to crumble. To improve consistency, a 3 mm diameter rod is often used to gauge the thickness of the thread when conducting the test. (AKA Soil Snake Test). LIQUID LIMIT:

Liquid limit (LL or wL) is defined as the arbitrary limit of water content at which the soil is just about to pass from the plastic state into the liquid state. At this limit, the soil possesses a small value of shear strength, losing its ability to flow as a liquid. In other words, the liquid limit is the minimum moisture content at which the soil tends to flow as a liquid.

CBR (CALIFORNIA BEARING RATIO) TEST OF SOIL(IS-2720-PART-16-

1979)

PREPARATION OF SAMPLE

The test may be performed

(a) On undisturbed soil specimen

(b) On remoulded soil specimen

(A) ON UNDISTURBED SPECIMEN

Undisturbed specimen is obtained by fitting to the mould, the steel cutting edge of 150 mm internal diameter

and pushing the mould as gentky as possible into the ground. When the mould is sufficiently full of soil, it shall

be removed by under digging. The top and bottom surfaces are then trimmed flat so as to give the required

length of specimen.

(B) ON REMOULDED SPECIMENS

The dry density for remoulding should be either the field density or if the subgrade is to be compacted, at the

maximum dry density value obtained from the Proctor Compaction test. If it is proposed to carry out the CBR

test on an unsoaked specimen, the moisture content for remoulding should be the same as the equilibrium

moisture content which the soil is likely to reach subsequent to the construction of the road. If it is proposed to

carry out the CBR test on a soaked specimen, the moisture content for remoulding should be at the optimum and

soaked under water for 96 hours.

Soil Sample – The material used in the remoulded specimen should all pass through a 19 mm IS sieve.

Allowance for larger material may be made by replacing it by an equal amount of material which passes a 19

mm sieve but is retained on a 4.75 mm IS sieve. This procedure is not satisfactory if the size of the soil particles

is predominantly greater than 19 mm. The specimen may be compacted statically or dynamically.

I. COMPACTION BY STATIC METHOD

The mass of the wet soil at the required moisture content to give the desired density when occupying the

standard specimen volume in the mould is calculated. A batch of soil is thoroughly mixed with water to give the

required water content. The correct mass of the moist soil is placed in the mould and compaction obtained by

pressing in displacer disc, a filter paper being placed between the disc & soil.

II. COMPACTION BY DYNAMIC METHOD

For dynamic compaction , a representative sample of soil weighing approximately 4.5 kg or more for fine

grained soils and 5.5 kg or more for granular soil shall be taken and mixed thoroughly with water. If the soil is

to be compacted to the maximum dry density at the optimum water content determined in accordance with light

compaction or heavy compaction, the exact mass of soil required is to be taken and the necessary quantity of

water added so that the water content of soil sample is equal to the determined optimum water content. The

mould with extension collar attached is clamped to the base plate. The spacer disc is inserted over the base plate

and a disc of coarse filter paper placed on the top of the spacer disc. The soil water mixture is compacted into

the mould in accordance with the methods specified in light compaction test or heavy compaction test.

PROCEDURE

1. The mould containing the specimen with the base plate in position but the top face exposed is placed on the lower plate of the testing machine.

2. Surcharge weights, sufficient to produce an intensity of loading equal to the weight of the base material and pavement is placed on the specimen.

3. To prevent upheaval of soil into the hole of the surcharge weights, 2.5 kg annular weight is placed on the soil surface prior to seating the penetration plunger after which the remainder of the surcharge weight is placed.

4. The plunger is to be seated under a load of 4 kg so that full contact is established between the surface of the specimen and the plunger.

5. The stress and strain gauges are then set to zero. Load is applied to the penetration plunger so that the penetration is approximately 1.25 mm per minute.

6. Readings of the load are taken at penetrations of 0.0, 0.5, 1.0, 1.5, 2.0, 2.5, 4.0, 5.0, 7.5, 10.0 and 12.5 mm. 7. The plunger is then raised and the mould detached from the loading equipment.

CALCULATION

LOAD-PENETRATION CURVE:

The load penetration curve is plotted taking penetration value on x-axis and Load values on Y-axis.

Corresponding to the penetration value at which the CBR is desired, corrected load value is taken from the load-

penetration curve and the CBR calculated as follows

CALIFORNIA BEARING RATIO = (PT/PS)X100

Where

PT = Corrected unit (or total) test load corresponding to the chosen penetration curve, and

PS = Unit(or total) standard load for the same depth of penetration as for PS taken from standard code.

REPORT

The CBR values are usually calculated for penetration of 2.5 mm and 5 mm. The CBR value is reported correct

to the first decimal place

DETERMINATION OF AGGREGATE IMPACT VALUE

The property of a material to resist impact is known as toughness. Due to movement of vehicles on the road the

aggregates are subjected to impact resulting in their breaking down into smaller pieces. The aggregates should therefore

have sufficient toughness to resist their disintegration due to impact. This characteristic is measured by impact value test.

The aggregate impact value is a measure of resistance to sudden impact or shock, which may differ from its resistance to

gradually applied compressive load.

APPARATUS:

The apparatus as per IS: 2386 (Part IV) – 1963 consists of:

(i) A testing machine weighing 45 to 60 kg and having a metal base with a painted lower surface of not less than

30 cm in diameter. It is supported on level and plane concrete floor of minimum 45 cm thickness. The machine

should also have provisions for fixing its base.

(ii) A cylindrical steel cup of internal diameter 102 mm, depth 50 mm and minimum

thickness 6.3 mm. .

(iii) A metal hammer or tup weighing 13.5 to 14.0 kg the lower end being cylindrical in shape, 50 mm long,

100.0 mm in diameter, with a 2 mm chamfer at the lower edge and case hardened. The hammer should slide

freely between vertical guides and be concentric with the cup. Free fall of hammer should be within 380±5 mm.

(iv) A cylindrical metal measure having internal diameter 75 mm and depth 50 mm

for measuring aggregates.

(v) Tamping rod 10 mm in diameter and 230 mm long, rounded at one end.

(vi) A balance of capacity not less than 500g, readable and accurate upto 0.1 g

PROCEDURE:

The test sample consists of aggregates sized 10.0 mm 12.5 mm. Aggregates may be dried by heating at 100-

110° C for a period of 4 hours and cooled.

(i) Sieve the material through 12.5 mm and 10.0mm IS sieves. The aggregates

passing through 12.5mm sieve and retained on 10.0mm sieve comprises the test

material.

(ii) Pour the aggregates to fill about just 1/3 rd depth of measuring cylinder.

(iii) Compact the material by giving 25 gentle blows with the rounded end of the

tamping rod.

(iv) Add two more layers in similar manner, so that cylinder is full.

(v) Strike off the surplus aggregates.

(vi) Determine the net weight of the aggregates to the nearest gram(W).

(vii) Bring the impact machine to rest without wedging or packing up on the level plate, block or floor, so that it

is rigid and the hammer guide columns are vertical.

(viii) Fix the cup firmly in position on the base of machine and place whole of the test

sample in it and compact by giving 25 gentle strokes with tamping rod.

(ix) Raise the hammer until its lower face is 380 mm above the surface of aggregate sample in the cup and

allow it to fall freely on the aggregate sample. Give 15 such blows at an interval of not less than one second

between successive falls.

(x) Remove the crushed aggregate from the cup and sieve it through 2.36 mm IS sieves until no further

significant amount passes in one minute. Weigh the fraction passing the sieve to an accuracy of 1 gm. Also,

weigh the fraction retained in the sieve.

Compute the aggregate impact value. The mean of two observations, rounded to nearest whole number is

reported as the Aggregate Impact Value.

DETERMINATION OF LOS ANGELES ABRASION VALUE

The aggregate used in surface course of the highway pavements are subjected to wearing due to movement of traffic. When vehicles move on the road, the soil particles present between the pneumatic tyres and road surface cause abrasion of road aggregates. The steel reamed wheels of animal driven vehicles also cause considerable abrasion of the road surface. Therefore, the road aggregates should be hard enough to resist abrasion. Resistance to abrasion of aggregate is determined in laboratory by Los Angeles test machine. The principle of Los Angeles abrasion test is to produce abrasive action by use of standard steel balls which when mixed with aggregates and rotated in a drum for specific number of revolutions also causes impact on aggregates. The percentage wear of the aggregates due to rubbing with steel balls is determined and is known as Los Angeles Abrasion Value.

APPARATUS:

The apparatus as per IS: 2386 (Part IV) – 1963 consists of:

(i) Los Angeles Machine: It consists of a hollow steel cylinder, closed at both the ends with an internal diameter

of 700 mm and length 500 mm and capable of rotating about its horizontal axis. A removable steel shaft

projecting radially 88 mm into cylinder and extending full length (i.e.500 mm) is mounted firmly on the interior

of cylinder. The shelf is placed at a distance 1250 mm minimum from the opening in the direction of rotation.

(ii) Abrasive charge: Cast iron or steel balls, approximately 48mm in diameter and

each weighing between 390 to 445g; six to twelve balls are required.

(iii) Sieve: 1.70, 2.36,4.75,6.3,10,12.5,20,25,40,50,63,80 mm IS Sieves.

(iv) Balance of capacity 5kg or 10kg

(v) Drying oven

(vi) Miscellaneous like tray

PROCEDURE:

The test sample consists of clean aggregates dried in oven at 105° – 110°C. The sample should conform to any

of the gradings shown :

Grading No of Steel balls Weight of charge in gm

A 12 5000 ± 25

B 11 4584 ±25

C 8 3330 ± 20

D 6 2500 ± 15

E 12 5000 ± 25

F 12 5000 ± 25

G 12 5000 ± 25

(i) Select the grading to be used in the test such that it conforms to the grading to be used in construction, to the

maximum extent possible.

(ii) Take 5 kg of sample for gradings A, B, C & D and 10 kg for gradings E, F & G.

(iii) Choose the abrasive charge as per Table 2 depending on grading of aggregates.

(iv) Place the aggregates and abrasive charge on the cylinder and fix the cover.

(v) Rotate the machine at a speed of 30 – 33 revolutions per minute. The number of revolutions is 500 for

gradings A, B, C & D and 1000 for gradings E, F & G. The machine should be balanced and driven such that

there is uniform peripheral speed.

(vi) The machine is stopped after the desired number of revolutions and material is discharged to a tray.

(vii) The entire stone dust is sieved on 1.70 mm IS sieve.

(viii) The material coarser than 1.7mm size is weighed correct to one gram.

DETERMINING SOFTENING POINT OF BITUMEN

This test is done to determine the softening point of asphaltic bitumen and fluxed native asphalt, road tar, coal

tar pitch and blown type bitumen as per IS: 1205 – 1978. The principle behind this test is that softening point is

the temperature at which the substance attains a particular degree of softening under specified condition of the

test.

The apparatus required for this test :-

i) Ring and ball apparatus

ii) Thermometer – Low Range : -2 to 80oC, Graduation 0.2oC – High Range : 30 to 200oC, Graduation 0.5oC

PREPARATION OF SAMPLE i) The sample should be just sufficient to fill the ring. The excess sample should be cut off by a knife.

ii) Heat the material between 75 and 100oC. Stir it to remove air bubbles and water, and filter it through IS

Sieve 30, if necessary.

iii) Heat the rings and apply glycerine. Fill the material in it and cool it for 30 minutes.

iv) Remove excess material with the help of a warmed, sharp knife.

PROCEDURE TO DETERMINE SOFTENING POINT OF BITUMEN

A) MATERIALS OF SOFTENING POINT BELOW 80O C: i) Assemble the apparatus with the rings, thermometer and ball guides in position.

ii) Fill the beaker with boiled distilled water at a temperature 5.0 ± 0.5oC per minute.

iii) With the help of a stirrer, stir the liquid and apply heat to the beaker at a temperature of 5.0 ± 0.5oC per

minute.

iv) Apply heat until the material softens and allow the ball to pass through the ring.

v) Record the temperature at which the ball touches the bottom, which is nothing but the softening point of that

material.

B) MATERIALS OF SOFTENING POINT ABOVE 80OC: The procedure is the same as described above. The only difference is that instead of water, glycerine is used and

the starting temperature of the test is 35oC.

REPORTING OF RESULTS Record the temperature at which the ball touches the bottom.

DETERMINING THE DUCTILITY OF BITUMEN

This test is done to determine the ductility of distillation residue of cutback bitumen, blown type bitumen and

other bituminous products as per IS: 1208 – 1978. The principle is : The ductility of a bituminous material is

measured by the distance in cm to which it will elongate before breaking when a standard briquette specimen of

the material is pulled apart at a specified speed and a specified temperature.

The apparatus required for this test:

i) Standard mould

ii) Water bath

iii) Testing machine

iv) Thermometer – Range 0 to 44oC, Graduation 0.2oC

PROCEDURE TO DETERMINE THE DUCTILITY OF BITUMEN i) Completely melt the bituminous material to be tested by heating it to a temperature of 75 to 100oC above the

approximate softening point until it becomes thoroughly fluid. Assemble the mould on a brass plate and in order

to prevent the material under test from sticking, thoroughly coat the surface of the plate and the interior surfaces

of the sides of the mould with a mixture of equal parts of glycerine and dextrin. While filling, pour the material

in a thin stream back and forth from end to end of the mould until it is more than level full. Leave it to cool at

room temperature for 30 to 40 minutes and then place it in a water bath maintained at the specified temperature

for 30 minutes, after which cut off the excess bitumen by means of a hot, straight-edged putty knife or spatula,

so that the mould is just level full. ii) Place the brass plate and mould with briquette specimen in the water bath

and keep it at the specified temperature for about 85 to 95 minutes. Remove the briquette from the plate, detach

the side pieces and the briquette immediately.

iii) Attach the rings at each end of the two clips to the pins or hooks in the testing machine and pull the two

clips apart horizontally at a uniform speed, as specified, until the briquette ruptures. Measure the distance in cm

through which the clips have been pulled to produce rupture. While the test is being done, make sure that the

water in the tank of the testing machine covers the specimen both above and below by at least 25mm and the

temperature is maintained continuously within ± 0.5oC of the specified temperature.

REPORTING OF RESULTS A normal test is one in which the material between the two clips pulls out to a point or to a thread and rupture

occurs where the cross-sectional area is minimum. Report the average of three normal tests as the ductility of

the sample, provided the three determinations be within ± 0.5 percent of their mean value.

If the values of the three determinations do not lie within ± 0.5 percent of their mean, but the two higher values

are within ± 0.5 percent of their mean, then record the mean of the two higher values as the test result.

CONSTRUCTION EQUIPMENT

BULLDOZER:

The bulldozer is a very powerful crawler that is equipped with a blade. The term bulldozer is often used to mean

any type of heavy machinery, although the term actually refers to a tractor that is fitted with a dozer blade.

Often times, bulldozers are large and extremely powerful tracked vehicles. The tracks give them amazing

ground mobility and hold through very rough terrain. Wide tracks on the other hand, help to distribute the

weight of the dozer over large areas, therefore preventing it from sinking into sandy or muddy ground.

Bulldozers have great ground hold and a torque divider that’s designed to convert the power of the engine into

dragging ability, which allows it to use its own weight to push heavy objects and even remove things from the

ground. The blade on a bulldozer is the heavy piece of metal plate that is installed on the front.

DUMPER:

Dump trucks or production trucks are those that are used for transporting loose material such as sand, dirt, and

gravel for construction. The typical dump truck is equipped with a hydraulically operated open box bed hinged

at the rear, with the front being able to be lifted up to allow the contents to fall out on the ground at the site of

delivery. Dump trucks come in many different configurations with each one specified to accomplish a specific

task in the construction chain.

MOTOR GRADER:

A grader, also commonly referred to as a road grader, a blade, a maintainer, or a motor grader, is a

construction machine with a long blade used to create a flat surface during the grading process. Typical

models have three axles, with the engine and cab situated above the rear axles at one end of the vehicle and a

third axle at the front end of the vehicle, with the blade in between.

Graders are commonly used in the construction and maintenance of dirt roads and gravel roads. In the

construction of paved roads they are used to prepare the base course to create a wide flat surface for the

asphalt to be placed on. Graders are also used to set native soil foundation pads to finish grade prior to the

construction of large buildings. Graders can produce inclined surfaces, to give cant (camber) to roads. In some

countries they are used to produce drainage ditches with shallow V-shaped cross-sections on either side of

highways.

WATER TANKER:

Water tanker is a vehicle consisting of a tank that is used to deliver water to the site of construction.

BITUMEN SPRAYER:

The function of bitumen sprayers is to apply bitumen at the surface before laying asphalt. Bitumen sprayers can

be easily recognized through their spraying nozzles. Bitumen sprayers consist of a suitable capacity tank that is

placed on top of a chassis, the machines also consist of a compressor, pump and a spray bar. Bitumen sprayers

have a very powerful engine that is directly connected to the capacity of the sprayer. The huge engine

compresses the air inside of it releases the contents out to spread. Both pumps of bitumen sprayers have valves

for pressure relief that tend to avert pipeline damage that can occur due to line blockage.

One of the most crucial benefits of bitumen sprayers is that their pressure settings allow the contractors to work

with their desired pressure. This assists them in dealing with all categories of surfaces that involve the use of

bitumen sprayers. The function of burner provided with the sprays is to warm the bitumen content that is

present inside the machine. This burner can be fueled with kerosene, LDO and diesel.

TANDEM ROLLER:

A tandem roller is a piece of machinery used in paving roads and parking lots. Commonly referred to as a steam

roller, the tandem roller is made up of two very heavy and unequal sized steel rollers fitted to a chassis, which is

powered by steam, gasoline or diesel. The tandem roller is used to smooth out and compact asphalt or blacktop

before it cools and hardens. The steel drums or rollers the machine rides on are often cooled with a stream of

water in order to prevent the pavement from sticking to the rollers.

Aside from being heavy, many tandem roller units also contain a vibratory unit aboard the machine. The

vibrating rollers aid in compacting the pavement as the heavy tandem roller passes over it. Working at very

slow speeds, the tandem roller is a machine which requires skill in operating to assure that each pass slightly

overlaps the pass prior to it. By overlapping each pass, the roller operator is able to maintain a uniform

thickness to the surface and avoid any dips or high-spots.

PNEUMATIC TYRED ROLLER:

Pneumatic tired roller has a number of rubber tires at the front and at the rear end. Empty spaces left in between

the two tires that make 80% coverage area under the wheels. Pneumatic roller has the ability to exert contact

pressure ranges from 500 – 700Kpa. Pneumatic tired roller can be used for highways, construction of dams and

for both fine grained and non-cohesive soils. It is also used for smoothening of finishing bitumen layer on

highways, roads, streets etc.

EXCAVATOR:

Excavators are heavy construction equipment consisting of a boom, stick, bucket and cab on a rotating

platform known as the "house".The house sits atop an undercarriage with tracks or wheels. A cable-operated

excavator uses winches and steel ropes to accomplish the movements. They are a natural progression from

the steam shovels and often called power shovels. All movement and functions of a hydraulic excavator are

accomplished through the use of hydraulic fluid, with hydraulic cylinders and hydraulic motors.Due to the

linear actuation of hydraulic cylinders, their mode of operation is fundamentally different from cable-operated

excavators.

ROAD MARKINGS WITH THERMOPLASTIC PAINT:

Road surface marking is any kind of device or material that is used on a road surface in order to convey official

information. Road surface markings are used on paved roadways to provide guidance and information to drivers

and pedestrians.

THERMOPLASTIC PAINT: Thermoplastic road marking paint, also called hot melt marking paint, is a kind of powder paint. When applied

as road surface markings, a hot melt kettle is used to heat it to 200 °C (392 °F), after which it is sprayed on the

road surface. The coating then becomes a line after cooling. This paint is thick coating, wear-resisting, bright

and reflective. In recent years, practical applications have proved that the marking lines lack certain surface

roughness and can easily cause wheel slip, resulting in a traffic accident in snow and rainy weather. Therefore

some countries once restricted the use of this paint. In order to increase the antiskid performance of the line,

thermoplastic paint has added reflective glass beads.

ROAD FURNITURE

RAISED REFLECTIVE MARKERS:

Raised reflective markers include a lens or sheeting that enhances their visibility by reflecting automotive

headlights. Some other names for specific types of raised pavement markers include convex vibration lines,

Botts' dots, delineators, cat's eyes, road studs, or road turtles. Sometimes they are simply referred to as

reflectors.

The cat's eye is a retro reflective safety device used in road marking and was the first of a range of raised

pavement markers. It originated in the UK in 1933 and is today used all over the world. It consists (in its

original form) of two pairs of reflective glass spheres set into a white rubber dome, mounted in a cast-iron

housing. This is the kind that marks the centre of the road, with one pair of cat's eyes showing in each direction.

A single-ended form has become widely used in other colours at road margins and as lane dividers.

DELINEATORS:

Delineators are tall pylons (similar to traffic cones or bollards) mounted on the road surface, or along the edge

of a road, and are used to channelize traffic. These are a form of raised pavement marker but unlike most such

markers, delineators are not supposed to be hit except by out-of-control or drifting vehicles. Unlike their smaller

cousins, delineators are tall enough to impact not only a vehicle's tires but the vehicle body itself. They usually

contain one or more reflective strips. They can be round and open in the center or curved (45-degree sections)

of plastic with a reflective strip. They are also used in low reflective markers in a "T" shape. They can also be

used to indicate lane closures as in cases where the number of lanes is reduced.

The name delineator is also used for reflective devices attached to other objects which are technically not

pavement markers.

CRASH BARRIERS:

Metal Crash barriers are basically Road safety system which prevents vehicles from colliding with obstacles

such as boulders, walls, buildings and also prevents vehicles entering into large storm drains, steep slopes or

deep water.

Metal beam crash barrier shall be corrugated sheet steel beams of the class, type, section and thickness indicated

on the drawings. Railing posts shall be made of steel of the section, weight and length as shown on the

drawings.

TRAFFIC SIGNS AND MANDATORY CAUTIONARY

MANDATORY SIGNS

CAUTIONARY SIGNS

HIGHWAY MAINTENANCE

RESTORATION OF RAIN CUTS:

The work shall consist of earthwork for restoration of rain cuts in the embankment and shoulders, using suitable

material, and compacting the same. The material used in restoration of rain cuts shall consist of soil conforming

to requirements specified by the engineer.

MAINTENANCE OF EARTHEN SHOULDER:

The work of maintenance of earth shoulder shall include making up the irregularities/loss of material on the

shoulder to the design level and cross-fall by adding fresh approved soil and compacting it with appropriate

equipment or to strip excess soil from the shoulder surface as per the requirement.

POTHOLES AND PATCH REPAIRS:

The work shall include removal of the failed material, in the pavement courses and if necessary below the

pavement, until the root cause of failure is removed and trimming of excavation to provide firm vertical faces

and then replacement of materials as high a standard as that which was originally specified for the pavement

layer, the application of tack coat on the sides and base of excavations prior to placing of any bituminous

materials and compaction, trimming and finishing of the surfaces of all patches to form a smooth continuous

surface, level with the surrounding road.

MEDIAN MAINTENANCE:

On regular basis, grass cutting and disposal of cut grass in median is carried out. Basin hoeing for each plant to

hold sufficient water and cutting of grass and weeds and disposal of muck, cut grass, weeds, polythene bags,

cloth pieces, stones, leaves are carried out during this month.

Maintenance of shrubs in central median and the plantation is being carried out

Pruning of median shrubs is carried out. Dead plants are identified

And replaced as and when noticed. Watering is carried out as per frequency of operations.

Avenue plantation is maintained as per O&M manual Basin hoeing and watering is carried out as per frequency

of operations.

CONCLUSION

National Highways play a very important role in the economic and social development of our country. Hence it

is very important to ensure that the functioning of our Highways is reasonably efficient. In this projectwe have

understood the reason behind six-laning of NH2 between Barwa-Adda and Panagarh and we have analysed the

various aspects of highway construction ie. surveying, existing and new road cross section details of the project

road, highway structures, construction procedures of highways and the materials used, road furnitures used and

the various equipments used in the project.

BIBLIOGRAPHY:

Ministry Of Road Transport and Highways Manual for Six Laning of Highways

Highway Engineering, Khanna Justo Veeraghavan, Nemchand Brothers and Co.

www.nhai.org

www.google.com

www.wikipedia.com