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Highway Planning - Civil Engineering Project Report
Highway Planning - Civil Engineering Project Report
Highway Planning - Civil Engineering Project Report
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HIGHWAY PLANNING
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INDEX
Chapter 1 Introduction
1.0 Introduction
1.1 Necessity/ Requirements
1.2 Classification of road
1.3 Pavement surface characteristics
1.4 Factor affecting friction or skid resistance
Chapter 2 Survey
2.1 Traffic Surveys
2.2 Topographical Surveys
Chapter 6 Conclusion
References 35
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CHAPTER 1
INTRODUCTION
1.0 INTRODUCTION
In India various road is damaged due to shortage of good survey of road and better alignment conditions.
For road survey we ought to conduct various surveys like rout survey, chain survey, leveling etc
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In our project we have used dumpy level for leveling of road. Earthwork calculation should be made such
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that cutting of the road is equal to filling of the road for economic road construction.
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1.1 NECESSITY/REQUIREMENTS yn
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In the present era planning is considered as a pre requisite before attempting any development
program. This is particularly true for any engineering work as planning is the basic requirement for
any new project or an expansion program. Thus highway planning is also a basic need for highway
development.
MAIN OBJECTS:-
1) To plan a road network for efficient and safe traffic operation, but at minimum cost.
2) To fix up date wise priority for development of each road link based on utility is the main
criterion for phasing the road development program.
3) To plan for future requirement and improvements of road in view of anticipated development.
4) To work out financing system.
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1.2 CLASSIFICATIONS
1. National Highway (NH). National Highway are main highways running through the length and
breadth of India, capitals of large states and industrial and tourists centers.
2. State Highway (SH). State highways are arterial roads of a state, connecting up with the national
highways of adjacent state, district head quarters and important cities within the state.
3. Major District Road (MDR). Major district road are important roads with in a district surveying areas
of productions and markets and connecting those with each other or with the main highways of a
district.
4. Other District road (ODR). Other district road are surveying rural areas of productions and providing
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them with outlet to market canters, taulk head quarters, block development head quarters or other
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main roads.
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5. Village Road (VR). Village road are roads connecting villages or groups of villages with each other
to the nearest road of a higher category. m
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1.3 PAVEMENT SURFACE CHARACTERISTICS
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Friction- the friction between vehicle tyre and pavement surface is one of the factor determining the
operating speed and distance requirement in stopping and accelerate the vehicles.
Skid- skid occurs when the wheel partially revolve i.e. when the path travelled along the road surface is
more than the circumferential movements of the wheels due to their rotation.
Slip- slip occur when a wheel revolves more than the corresponding longitudinal movements along the
roads.
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1) Type of pavement surface namely, cement concrete, WBM, earth surface etc.
2) Macro-texture of the pavement surface or its relative roughness.
3) Condition of pavement namely, wet or dry, smooth or rough, oil spilled etc.
4) Type and condition of tyre.
5) Speed of vehicle.
6) Extent of brake application or brake efficiency.
7) Load and tyre pressure.
8) Temperature of tyre and pavement.
9) Type of skid, if any.
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CHAPTER 2
SURVEYS
The following surveys were identified to be conducted at various locations in the influence area of the
project.
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In order to access the volume of traffic and the hourly variation in traffic, it is proposed to undertake
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traffic volume studies. The traffic counts shall be taken on the major sections of the project and the
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counts shall be undertaken for a period of 7 consecutive days.
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State Highway number: NH-12
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Location of count station: Rajiv Gandhi Technical University gate.
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b. Buses : 245
c. Trucks : 2643
a. Cycles : 56
b. Animal drawn :6
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2.1.3 Speed and Delay surveys
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The travel time and the delay occurring on various road sections are studied, using this journey speeds
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are worked out. It gives the running speeds, the overall speeds, fluctuations in speeds and the delay
Control points are marked at various suitable intervals along the length of the road to be surveyed.
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Based on the control points detailed topographical survey will be carried out. The topographical points
to be surveyed will include- Pavement centre line, pavement edges, longitudinal and transverse drains,
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CHAPTER 3
SUBGRADE SOIL-: It is an integral part of road pavement structure as it provides support from beneath.
The main function of the sub grade is to provide adequate support to the pavement and hence the sub-
grade should posses’ sufficient stability under adverse climatic and loading conditions. It is therefore
considered as the principle highway material.
Properties:
• Stability
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• Incompressibility
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• Permanency of strength
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• Minimum changes in volume and stability under a adverse conditions of weather and ground
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• Good drainage.
• Ease of compaction. y
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tuform the major portion of pavement structure and are the prime materials used in
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AGGREGATES-: They
pavement construction. Aggregates have to bear stresses occurring due to wheel loads on the pavement
they also have to resist wear due to abrasive action of traffic.
Properties:
• Strength
• Hardness
• Toughness
• Durability
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CEMENT: - It may be described as a material having adhesive and cohesive properties which make it
capable of bonding mineral fragments into a compact whole. For constructional purposes the meaning of
the term cement is restricted to the bonding material used with stones, sand etc.
Properties:
• Hardness
• Good plasticity
• Strength
• Moisture - resistance
• Workability
SAND: - It is a naturally occurring material formed in nature due to decomposition of sand stone. It I
usually obtained from pit or by dredging from bottom of sea or rivers. The most important function of
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sand in concrete is to assist in producing workability and uniformity in the mixture. It also promotes
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plasticity and prevents the possibility of segregation of concrete.
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• Durable
• Hard
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• Workability
• Promotest
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• Provides uniformity
The California bearing ratio test is penetration test meant for the evaluation of subgrade
strength of roads and pavements. The results obtained by these tests are used with the
empirical curves to determine the thickness of pavement and its component layers. This is the
most widely used method for the design of flexible pavement.
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CBR is the ratio of force per unit area required to penetrate a soil mass with standard circular
piston at the rate of 1.25 mm/min. to that required for the corresponding penetration of a
standard material.
Test load
C.B.R. = Standars load× 100
Procedure:
Place the mould assembly with the surcharge weights on the penetration test machine.
Seat the penetration piston at the center of the specimen with the smallest possible load, but
in no case in excess of 4 kg so that full contact of the piston on the sample is established.
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Set the stress and strain dial gauge to read zero. Apply the load on the piston so that the
penetration rate is about 1.25 mm/min.
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Record the load readings at penetrations of 0.5, 1.0, 1.5, 2.0, 2.5, 3.0, 4.0, 5.0, 7.5, 10 and
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12.5 mm. Note the maximum load and corresponding penetration if it occurs for a penetration
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less than 12.5 mm.
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A graph is plotted; load values are converted into pressure values and plotted against
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penetration values.
The standard load values obtained from the average of large number of tests are 1370 and
material. The density bottle method is the most accurate and suitable for all types of soils.
Mass (M1) of empty dry bottle is first taken. A sample of oven dried soil, cooled in a
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desiccators is put in bottle and the mass (M2) is taken. The bottle is then filled with distilled
water, removing the entrapped air. The mass (M3) of the bottle, soil and water is taken.
Finally the bottle is cleaned and thoroughly washed and clean water is filled to the top and
mass (M4) is taken. Based on these observations Specific gravity (G) is computed as:
Water absorption is expressed is expressed as the percent water absorbed in terms of over
Specific gravity varies from 2.6 to 2.9 and water absorption should not be more than 0.6%.
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Liquid limit is determined in the laboratory by Casagrande apparatus. Casagrande
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subsequently standardized the apparatus and the procedures to make the measurement more
repeatable. Soil is placed into the metal cup portion of the device and a groove is made down
its center with a standardized tool. The cup is repeatedly dropped 10mm onto a hard rubber
base during which the groove closes up gradually as a result of the impact. The number of
blows for the groove to close for 13 mm (½ inch) is recorded. The moisture content at which
it takes 25 drops of the cup to cause the groove to close is defined as the liquid limit. Liquid
limit is determined by plotting a graph between number of blows as abscissa and
corresponding water content as ordinate.
The plastic limit (PL) 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
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crumble. To improve consistency, a 3 mm diameter rod is often used to gauge the thickness
of the thread when conducting the test.
Plastic Limit = 20
The complete sieve analysis is divided into two parts- Course analysis and fine analysis. The
portion of soil retained on 4.75 mm IS Sieve is termed as gravel and is kept for coarse
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analysis and the portion passing through it is kept for fine analysis. Following sets of sieves
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are used for coarse analysis: IS: 100, 63, 20, 10 and 4.75 mm. Sieves used for fine sieve
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analysis are : 2mm, 1.0mm, 600, 425, 300, 212, 150 and 75 micron IS Sieves.
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A suitable sieve size for the aggregate should be selected and placed in order of decreasing
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size, from top to bottom, in a mechanical sieve shaker. A pan should be placed underneath the
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nest of sieves to collect the aggregate
The basic aim is to find out the water content required to produce a cement paste of standard
consistency as specified by the IS: 4031 (Part 4) – 1988. The principle is that standard
consistency of cement is that consistency at which the Vicat plunger penetrates to a point 5-
7mm from the bottom of Vicat mould.
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Apparatus – Vicat apparatus, Balance, whose permissible variation at a load of 1000g should
be +1.0g, Gauging trowel.
Procedure
i) Weigh approximately 400g of cement and mix it with a weighed quantity of water. The
time of gauging should be between 3 to 5 minutes.
ii) Fill the Vicat mould with paste and level it with a trowel.
iii) Lower the plunger gently till it touches the cement surface.
iv) Release the plunger allowing it to sink into the paste.
v) Note the reading on the gauge.
vi) Repeat the above procedure taking fresh samples of cement and different quantities of
water until the reading on the gauge is 5 to 7mm.
Amount of water is expressed as a percentage of the weight of dry cement to the first place of
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decimal.
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CHAPTER 4
IRC SPECIFICATIONS
1. CEMENT: Any of the following type of cement capable of achieving the design strength may be used but
If the soil around has soluble salts like sulphates in excess of 0.5%, the cement used shall be sulphate
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shale, loam, cemented particles, and organic and other foreign matter. The fine aggregate shall not contain
3. WATER: Water used for mixing and curing of concrete shall clean and free from injurious amount of oil,
salt, acid, vegetable matter or other substances harmful to the finished concrete. It shall meet the
4. MILD STEEL BARS FOR DOWEL AND TIE BARS: These shall confirm to the requirements of IS:
432, IS : 1139 and IS : 1786 as relevant. The dowel bars shall confirm to Grade S 240 and Tie bars to
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5. PREMOULDED JOINT FILLER: It should comply with the requirements of IS: 1838, or BS
Specification Clause No. 2360 or Specification for Highway Works Vol. I Clause 1015.It shall be 25 mm
less in depth than the thickness of the slab within a tolerance of + 3mm and provided to the full width
6. JOINT SEALING COMPOUND: The sealing joint compound shall be of hot poured, elastomeric type or
cold polysulphide type having flexibility, resistance to age hardening and durability. If the sealant is of
hot poured type it shall confirm to AASHTO M282 and cold applies sealant shall be in accordance with
7. STORAGE OF MATERIALS: All materials shall be stored in accordance with the provisions of Clause
1014 of the Specifications and other relevant IS Specifications. All the materials even though stored in
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approved godowns must be subjected to acceptance tests as per Clause 903 of these Specifications
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immediately prior to their use. .
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8. PROPROTIONATING OF CONCRETE: The mix design shall be submitted at least 30 days prior to
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paving of trial length and the design shall be based on laboratory trial mix using the approved materials
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and methods as per IS: 10262( Recommended Guidelines Of Mix Design).
9. CEMENT CONTENT: tu The cement content shall not be less than 350 Kg per cu. m of concrete.
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10. CONCRETE STRENGTH: While designing the mix in the laboratory, correlation between flexural and
compressive strengths of concrete shall be established on the basis of at least thirty tests on samples. The
water content shall be minimum required to provide the workability for full compaction of concrete the
required density determined by the trial mixes or other approved means and the maximum free water
11. WORKABILITY: The control of workability in the field shall be exercised by the Slump test as per IS:
1199. A Slump value in the range of 30 + 15 mm is reasonable for paving works but this may be modified
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12. DESIGN MIX: The proportions determined as a result of the laboratory trial mixes may be adjusted if
13. SEPARATION MEMBRANE: Separation membrane shall be impermeable plastic sheeting 125 microns
thick laid flat without creases. Before placing the separation membrane, the sub-base shall be swept clean
of all the extraneous materials using air compressor. Whenever overlap of plastic sheets is necessary, the
14. JOINTS: Transverse and longitudinal joints in the pavements and the sub-base shall be staggered so that
they are not coincident vertically and are at least 1 m and 0.3 m apart respectively.
15. TRANSVERSE JOINTS: Transverse joints shall be straight along the intended line of joints which is a
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straight line transverse to the longitudinal axis of carriageway at the proposed position.
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(i) .
CONTRACTION JOINTS: It shall consist of a mechanical sawn joint groove, 3-5mm wide and ¼ to 1/3
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depth of the slab + 5 mm or as stipulated in the drawings and dowel bars comply with Clause 602.6.2.
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They shall be cut as soon as the concrete has undergone initial hardening and is hard enough to take the
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load of sawing machine without causing damage to the slab.
(ii) EXPANSION JOINTS: tuIt consists of a joint filler board complying with Clause 602.2.7 and dowel bars
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complying with Clause 602.6.5.
(iii) CONSTRUCTION JOINTS: They shall be placed whenever concreting is completed after a day’s work
or is suspended for more than 30 minutes. They shall be provided at regular locations of contraction joints
16. LONGITUDENAL JOINTS: These joints should be sawn to at least 1/3 depth + 5 mm. Tie bars shall be
provided in accordance with Clause 602.6.6.Tie bars shall be provided at longitudinal joints in accordance
with Clause 602.6.6.
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17. DOWEL BARS: Dowel bars shall be mild steel rounds in accordance with Clause 602.2.6 and shall be
free from oil, dirt, loose rust or scale. They shall be positioned at mid span of slab within a tolerance of +
20mm and centered equally about intended lines of the joints within a tolerance of + 25mm.
18. TIE BARS: They shall be deformed steel bars of strength 415 MPa complying with IS: 1786 and in
accordance with requirements. The bars shall be free from oil, dirt, loose rust, scale etc.
19. CONCRETING DURING MONSOON MONTHS: when concrete is being placed during mansoon
months and when it may be expected to rain, sufficient supply of tarpaulin or other water proof cloth shall
be provided along the line of work. Any time when it rains, all freshly laid concrete which had not been
covered for curing purposes shall be removed and replaced. If the damaged is limited to texture, it shall be
retextured in accordance with the directives of the engineer.
20. CONCRETING IN HOT WEATHER: No concreting shall be done when the concrete temperature is
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above 30 degree centigrade. Besides, in adverse conditions like high temperature, low relative humidity,
cby the engineer, tents on mobile trusses
may be provided over the freshly laid concrete for a
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excessive wind velocity, imminence of rains etc., if so desired
s minimum period for 3 hours as directed by the
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engineer. The temperature of the concrete mix on reaching the paving site shall not be more than 30
degree C. To bring down the temperature,a
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21. SIDE FORMS, RAILS, tuAND GUIDE WIRES: All side forms shall be of mild steel of depth equal to the
S or slightly less to accommodate the surface regularity of the sub-surface. The
thickness of pavement
forms and rails shall be firmly secured in position by not less then 3 stakes/pins per each 3m length so as
to to prevent movement in any direction. Forms and rails shall be straight within a tolerance of 3mm in
3m and when in place shall not settle in excess of 1.5mm in 3m while paving is paving is being
developed. Cement mortar or concrete and set to the line and levels shown on drawing within tolerance
+10 or-10mm and +3mm or-3mm respectively.
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CHAPTER 5
LEVELLING
5.0 INTRODUCTION
1. To find the elevations of given points with respect to a given or assumed datum, and
2. To establish points at a given elevation or at different elevations with respect to a
given or assumed datum.
Profile leveling, like differential leveling, requires the establishment of turning points on which both back
and fore sights are taken in addition, any no. of intermediate site may be obtained on points along the line
from each set up of the instrument in fect; points on the profile line are merely intermediates stations it is
generally best to set up the level to one side of the profile line to avoid too short sites on the instrument
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for each setup, intermediate sites should be taken after the fore site on the next turning station has been
taken. The level is then set up in advanced position and a back site is taken on that turning point the
position on the intermediate point on the profile is simultaneously locked by chining along the profile and
nothing there distance from the point if commencement. When the vertical profile of the ground is regular
of gradually curving, level are taken on points at equal distances apart generally at interval of a chain
length. On irregular ground where abrupt changes of sloped occur the points should be chosen nearer. For
purpose of checking and future reference, temporary bench marks should be establish along the section .
0
m 1.295 99.870 CROSS SEC.
a AT 0m
1 2
yn 1.225 99.945
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2 2 1.150 99.995
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S 2 1.100 99.905
4 2 1.195 99.810
5 2 1.285 99.770
6 2 1.325
I 20
At 20m
1 2 1.4250 99.670
20
2 2 1.2250 99.870
3 2 1.1850 99.910
4 2 1.535 99.560
5 2 1.145 99.950
6 2 1.515 99.580
0 1.300 99.775
1 2 1.5355 99.665
2 2 1.145 99.765
3 2 1.515 99.735
4 2 1.295
m 99.785
5 2 1.330
c o 99.745
.
6 2
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1.340 99.735
III 60
m
1.135 1.070 101.140 100.005
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0 0.750 100.220 Cross sec.
d At 60m
1 2
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2 S
2 1.020 100.120
3 2 1.035 100.105
4 2 0.550 100.590
5 2 0.820 100.320
6 2 0.980 100.160
At 80m
0 2 0.840 100.370
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1 4 0.550 100.660
2 6 0.530 100.680
3 2 0.630 100.580
4 4 0.920 100.290
5 6 1.020 100.190
6 1.400 99.810
At 100m
0 2.250 99.880
1 2 2.260 99.870
2 4 2.260
m 99.870
3 6 2.050
c o 100.850
.
4 2
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2.250 99.880
5 4
m 2.290 99.840
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6 6 2.310 99.820
VI 120
d Cross sec.
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0 S 2.570 99.560
1 2 2.650 99.480
2 4 2.630 99.500
3 6 2.590 99.540
4 2 2.510 99.620
5 4 2.490 99.640
6 6 2.240 99.890
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TOTAL 6.210 6.320
CHECK-
6.210-6.320=100-99.890
FALL 0.11=0.11
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5.4 EARTHWORK
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Cross section of earth work of road in banking or in cutting is usually in the form of
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trapezium, and quantity of earthwork may be calculated by following method.
d
Quantity or Volume = Sectional Area * Length.
S= Bd + 2 (1/2sd*d)
= Bd+sd*d
S:1 is the ratio of side slopes are horizontal : vertical for 1 vertical horizontal is s, for d
vertical, horizontal is sd.
Quantity = (Bd + sd*d)*L
When the ground is in a longitudinal slope, the height of bank or the depth of cutting will be
different in the two ends of the section, and mean height or depth may be taken for “d” and
sectional area at mid section is taken out for means height alternatively, sectional area at the
two ends may be calculated at the mean of two sectional area is taken out. Sectional area at
the mid section or the mean sectional area multiplyied by the length gives the quantity.
Mean height = d1 +d2 / 2
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Different kinds of soil as sandy, clayey, rocky, etc. estimated separately is the rate vary.
fter the detailed study of the report, we have seen that the Rigid Pavement and upgradation
process of NH-12, connecting Bhopal with important places, has proved as a landmark in the
history. This highway is a busy one in M.P. State with heavy traffic density and load on the
pavement due to which there is a regular wear and tear and eruption of potholes on the
pavement. This has resulted in discomfort and inconvenience to the passengers.
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beautiful, conservation city and hand-in-hand a good source of national economy.
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5.5 ESTIMATES
Height of bank
0.396 0.378
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R.L. of formation
R.L. of ground
m
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Distance in meter
m
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0 20
d 40 60 80 100 120
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Assume side slope are 2;1 in banking and 1.5;1in cutting
X = 7.160
X ~ 7.00m
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Therefore length of cutting =13m
X / 0.396 = ( 20 – X ) / 0.378
X = 10 m
Let :-
B = 10m ;
&
m
s = 2 for banking
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= 1.5 for cutting
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STATIONS DISTANCE HEIGHT MEAN SIDE
m
CENTRAL TOTAL LENGTH IN QUANTITY
DEPTH OR
yn Sd*d BD AREA STATIONS
d DEPTH L
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M
S M M2 M2 M2 M2 M
BANKING
M3
CUTTING
M3
0 0 0.2 _ _ _ _ _ _
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Passing from cutting to banking
Z 162.715 149.357
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CHAPTER 6
CONCLUSION
After the detailed study of the report, we have seen that the highway planning and up
gradation process of NH-12, connecting Bhopal with important places, has proved as a
landmark in the history. This highway is a busy one in M.P. State with heavy traffic density
and load on the pavement due to which there is a regular wear and tear and eruption of
potholes on the pavement. This has resulted in discomfort and inconvenience to the
passengers.
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technology, conveyance, etc. Thus it has gained a unique place in India. Hence, this Highway
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planning process has not only facilitated movement of large number of vehicles but also
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connected various remote places to the big cities. Even villagers now find it very easy to
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carry out their lives as this highway is the only source of their income because they depend
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mainly on agriculture.
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dand hand-in-hand a good source of national economy.
Thus we can conclude that these types of projects helps in fulfilling our dreams of safe,
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beautiful, conservation city
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REFRENCES
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