(TAR):- 3

KM-140.000

WIDENING OF 2-LANE NH TO 4-LANE NH

(start)

KM-144.000
BY-PASS PORTION

(start)
N
AO
IG
AR
C h.140+588.5m

G
2
TO
SC 140421.82

C h.144+642.7m
140+500
TS 140306

13
140+600
140+400

224
.82

PRASIKSHAN
CS
1407

FEED

C S 144758.52
37.66

ER
140+30

140+7

ROAD
00
0

CURVE DETAILS
START

Ch.140+588.5m
BA
HOMBO

144+700
R 400.0m

ST 144888.
140+20

KAILASH PARA
USE O

ASSAM SIKHAK
D 61° 42' 50"

SC
ACADEMY

144+800
144+600
0

14451
Ls 115.0m

MAHAVIDYALA

52
Ts 297.3

7.51
140+

ST
140

153
800

Lc 315.84m
140
852.

Es 67.6m

144+900
66
+10

Dc 14° 19' 26"

155

206
T

144+

PC 145000.
ON ER
e 7%

500
0

WEST POINT
V 100 N LV
KE CU 5 m

C h.145+0
140
286

17
145+000
TA OF 0.91 14

SAK

50.1m
BM PET. = 10
+00

PT 145099.9
TS
LA
140

YA
RA .L

1443
+90
0

N
PA R
0

87.51
GARRAGE

ST
K

6
145+100
1443
ES

144+

C h.145+21
86.07

PC 145207.4
400
H

PT 145218.6
W

C S 143205.45
C h.143+175.8m
TS

15
A

SC 143146.10

36
140

ST 143320.45

3.0m6
R

145+200
0
984.

9
N L
ON O
91

AO N HO

PC 143432.71
RIG KE SC
141

PT 143500.05
TS 143031.1
TA THE002 m

CS
+00

143+200
GA

145+300
1442
C h.143+466.4m
0

PA
BM PE =102

143+300
BM OF101.

144+
91.07
35
143+100
RA RL

300
0

TS 145476.8
TH =

143+400
IN .L.

NO T OF .15
WAITING

187
PL R

145+400
143
143+500
.3 TA CU 5m

3
CHAT HOUSE
OL

143+000
SC

SCHO

181
143+600
1411

KE LVER
SHOP
141+

14.91

SC
144+2
C h.143+840.1m
PC 143817.28
ROSE

145+500
FEEDER CURVE DETAILS
100

14559
PARL

143+700
N ON T

FORE

PT 143862.87
CURVE DETAILS
ROAD

00
TS 143877.13
142+900
N Ch.145+050.1m

1.83
SC 141504.34

C S 141550.04

CURVE DETAILS
TS 141444.34

BAGA
Ch.143+175.8m

GIA
ST 141610.04

SC 143972.13
28

239
143+800
R -3000.0m
TS 141632.60

Ch.144+642.7m
N
SC 141667.60

ROAD
R 400.0m
C h.141+527.2m

BEAU
CURVE DETAILS
SEGU
D 1° 54' 21"

OUR

144+100
R 360.0m

ST OF
D 24° 58' 26"

ST 142700.9
C S 141265.24

TO RAN
143+900
201
Ch.143+466.4m
ST 141395.24

4
JALUKBARI Ls 0.0m

145+6
85

C S 141782.22

D 59° 2' 53"

141+200

142+800
Ls 115.0m
C h.141+724.9m
C h.141+1

144+000

C h.144+13
R 3000.0m Ts 49.9
ST 141817.22

H.S. SCHOO Ls 130.0m

00
124

27
Ts 146.3

ASSAM

246
D 1° 17' 10"
L

DER

TY
Lc 99.79m
141+500

9
PARABM TA
Ts 269.9

FICE
141+400

141+600

Lc 59.35m
91.2m

141+300

CS
Ls 0.0m Es 0.4m

7.2m

1198
ST

203
Lc 241.01m Ch

R.LPE T OFKEN ON

142620
Es 11.1m
141+700

140
.14

FORE
Ts 33.7 Dc 358° 5' 25" 16

SC
5+7

142+700
Es 56.0m

FEE

C h.142+
Dc 14° 19' 26"
. = 100
57.

RVE
CU

142592
Lc 67.34m

.99
e NC 6m

.192LVERT
Dc 15° 54' 56"
141+800

NDIR
8 e 7% TO
RESE
Es 0.2m V 100
TS 142048.61

606.8m

FOREST
.51
e 7%
m

DEP
V 100
MA
ARI
Q
SIVA
Dc 1° 54' 35"

145
TO CO
SC 142098.61
U V 100

+70
141+900

RED TE KB e NC EN LL A

0
142+60
OM BM
JALU

TS
AN MIT
CURVE DETAILS R

TT.
EYE EGA V 100 GIN EG
ELECNO.2
TE

14251
C S 142168.42
INDIS COM
0.0

0
EE E
C h.142+133
Ch.141+191.2m
142+000

CLIN

WE
99

R
TR TA
CURVE DETAILS

2.51

AUTO
CURVE DETAILS

OF BO
R -360.0m
RL=1IC PIKEN ON
IC RIN

SCHOOL
OS

ST 142218.4
Ch.141+527.2m
164

CR

ATHE TIC
D 44° 36' 53" Ch.144+137.2m

ENV TT. OF
G
142+100

00.28LLAR

.0 00
.5m

R 800.0m
Ls 130.0m R -500.0m

3 00
DEP
D 7° 34' 13"
m

142+5
BAMB

TS 142229.8
CURVE DETAILS

MA
Ts 213.4 D 47° 26' 1"

SA NTRE

RO

IRNOM
CE
Ls 60.0m
HOUSEOO

00
Lc 150.32m Ch.141+724.9m Ls 95.0m

R STA
142+200
Ts 82.9

HA
C S 142408.65142+400
Es 31.2m R 1500.0m Ts 267.5 145

SC 142319.87
Lc 45.70m

00
+80 100.000
D 5° 42' 54" CURVE DETAILS

2 00 .0
Dc 15° 54' 56" Lc 318.94m 0

YIKA
Es 1.9m CURVE DETAILS CURVE DETAILS
e 7% Ls 35.0m Ch.143+840.1m Es 46.9m

TIO

ENT
C h.142+364.8m
Dc 7° 9' 43" CURVE DETAILS Ch.142+606.8m Ch.145+213.0m

142+300
V 100 Ts 92.4 R -2300.0m Dc 11° 27' 33"

REHA
e 5.55% Ch.142+133.5m R 630.0m R -3000.0m
Lc 114.62m D 1° 8' 9" e 7%

N
V 100 R 1000.0m D 9° 51' 58" D 0° 12' 54"

AL SCI
Es 1.9m Ls 0.0m V 100
D 6° 51' 53" Ls 80.0m Ls 0.0m
FEED

Dc 3° 49' 11" Ts 22.8

BIT
Ls 50.0m Ts 94.4 Ts 5.6
e NC Lc 45.59m

0 .0 00
TO 47
Ts 85.0 Lc 28.48m Lc 11.25m
V 100

AT
Es 0.1m
HA

ENC
Lc 69.81m Es 2.8m Es 0.0m
ER

Dc 357° 30' 32"

TAS

ION
Es 1.9m Dc 9° 5' 40" Dc 358° 5' 25"
RIDE

e NC CS 145902.
ROAD

Dc 5° 43' 46" e e NC

E
7% 53

BOR
V 100 145+90

K FOR ROA
e 4.44% V 100 V 100 0
V NA

V 100

DER
CE
GA

FEE
R RO

DER
D

POND
AD

ROA
D
146+000

7% ST 146017.53

PA BM
RA TA

BAMBOO
KM-146.300
PE
R.L. T OKEN

HOUSE
= 99 F CU ON
.29 LV
7 m ER
T

WALL
TS 146100.94

ARY
146+100

BOUND
R.L.BM PI
CURVE DETAILS = 10LLAR

NH-31
0.1
Ch.145+757.6m
64
R 360.0m m W
A
D 67° 45' 10" SC
CS SH ITIN
ED G
1461
Ls 115.0m 146
Ch. 75.9
178
146+ 4
.15177.
Ts 300.2
0m 17
Lc 310.70m QUAR
Es 75.5m
146 TERS
Dc 15° 54' 56"

(start)
+20
0
e 7%

ST
V 100
A

1462
AN

N
53.15

STA LICE
TIO
H
J.T

PO
134
146+
A EYE VIEW OF THE ALIGNMENT OF PROJECTS. 4-LANE ROAD
CURVE DETAILS

104
297.1
146+
Ch.146+177.0m

297
R -90.0m
D 49° 9' 20"

RO
Ls 75.0m

TA
Ts 79.6
Lc 2.21m

RY
Es 11.8m
Dc 63° 39' 43"

END
e 7%
V 50

BIR
CH
ILA
RA
I PA
RK
TEMPLE

FEEDER ROAD

E
OFFIC
P.W.D

.C
A.E

1
 WIDENING

CHAINAGE
LEVEL DIFF.

SUPERELEVATION
EXISTING LEVELS
PROPOSED LEVELS

VERTICAL ALIGNMENT
DATUM =98.000

HORIZONTAL ALIGNMENT
140000.000 0.215 103.808 104.023
140010.000 0.145 103.954 104.099
140020.000 0.146 104.029 104.175
140030.000 0.147 104.104 104.251

G=0.761
140040.000 0.219 104.109 104.327
140050.000 0.173 104.231 104.404
140060.000 0.186 104.293 104.480
140070.000 0.200 104.355 104.556
140080.000 0.208 104.417 104.625
140090.000 0.203 104.479 104.683

R
140100.000 0.187 104.540 104.727

L=60.000m
140110.000 0.158 104.600 104.759
140120.000 0.117 104.661 104.778
140130.000 0.032 104.753 104.784
140140.000 0.031 104.754 104.784

Q=1.823
140150.000 0.014 104.771 104.784
140160.000 0.053 104.731 104.784
BR NO.141/1

140170.000 0.118 104.662 104.780

R.C.C BRIDGE
CH:140130.000

140180.000 0.202 104.568 104.769

R
140190.000 0.312 104.438 104.750

Q=2.340
L=60.000m
140200.000 0.416 104.309 104.724
140210.000 0.572 104.118 104.690
140220.000 0.733 103.916 104.649
140230.000 0.890 103.715 104.604
140240.000 1.046 103.513 104.559
140250.000 1.203 103.312 104.515
140260.000 1.360 103.110 104.470
140270.000 1.516 102.908 104.425
140280.000 2.145 102.235 104.380
140290.000 3.408 100.927 104.335
140300.000 3.952 100.337 104.290
140310.000 4.450 99.796 104.245
140320.000 4.939 99.261 104.200
140330.000 5.160 98.996 104.155
140340.000 5.130 98.981 104.110
140350.000 5.122 98.943 104.065
140360.000 4.479 99.542 104.021
G=-0.449
(1/22/3)

140370.000 4.490 99.485 103.976

L=115.000m

140380.000 4.441 99.489 103.931

CH:140360.000

140390.000 4.381 99.504 103.886

140400.000 4.184 99.656 103.841
140410.000 3.844 99.952 103.796
PROPOSED R.C.C BOX CELL

140420.000 3.286 100.465 103.751

140430.000 2.466 101.241 103.706
140440.000 1.338 102.324 103.661
140450.000 0.165 103.451 103.616
140460.000 -0.013 103.585 103.571
140470.000 -0.070 103.597 103.526
140480.000 -0.135 103.616 103.482
140490.000 0.007 103.430 103.437
140500.000 0.056 103.335 103.392
140510.000 0.080 103.275 103.355
140520.000 0.125 103.208 103.333
140530.000 0.199 103.129 103.327
L=60.000m
R=6403.587m

140540.000 0.182 103.155 103.337

Q=6.551

140550.000 0.125 103.237 103.362

140560.000 0.092 103.311 103.403
140570.000 0.095 103.357 103.452
140580.000 0.107 103.393 103.501
Q=6.551
L=315.843m
R=400.000m

140590.000 0.268 103.281 103.550

140600.000 0.233 103.366 103.599
G=0.488

L-SECTION SHOWING VERTCAL ALIGNMENT FROM KM-108.000 TO KM- 108.700 OF PROP. 4-LANE ROAD

140610.000 0.260 103.387 103.647

140620.000 0.342 103.354 103.696
140630.000 0.366 103.379 103.745
140640.000 0.309 103.484 103.794
140650.000 0.275 103.572 103.846
140660.000 0.197 103.710 103.906
R

140670.000 0.137 103.837 103.974

L=60.000m

140680.000 0.168 103.881 104.048

140690.000 0.219 103.911 104.131
140700.000 0.151 104.069 104.220
2
 HIGHWAY PAVEMENT STRUCTURE

1. Pavement Types

 Flexible Pavement

 Rigid Pavement

Flexible Pavements Vs Rigid Pavement

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

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

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

complete contact with the underlying layer. A rigid pavement is designed so that it

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

Flexible pavements, however, may deform and not entirely recover when subjected to

repeated loading.

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

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

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

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

materials, costs, and future maintenance considerations etc.

3
2. Composition and structure of Flexible Pavement

Flexible pavements comprises of several layers of carefully selected materials designed to

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

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

described below:

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

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

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

course not required to be provided.

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

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

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

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

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

on tires.

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

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

For binder course.

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

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

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

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

the subgrade and/or subbase.

4
The most commonly used base courses are conventional water bound macadam (WBM)

or wet mix macadam (WMM).

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

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

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

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

achieved.

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

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

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

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

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

site.

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

crushed stone or combinations thereof meeting the prescribed grading and physical

requirements for strength and stability.

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

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

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

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

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

formation width.

5
 3. Pavement foundation: An Introduction

3.1. Embankment and Subgrade

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

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

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

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

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

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

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

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

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

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

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

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

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

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

3.2. Embankment and Subgrade construction

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

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

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

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

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

density found to have achieved, the subsequent pavement layers are allowed to construct over

it.

6
 Compaction means pressing of soil particles close to each other by mechanical

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

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

properties of the soil.

Fig: Distribution of load stress in flexible pavement

7
 SHOULDER SHOULDER
CARRIAGEWAY

WEARING-COURSE

PAVEMENT
BINDER-COURSE
BASE

SUB-BASE
SUB-BASE
EMBANKMENT

SUB-GRADE

CORE OR BODY OF EMBANKMNT

FIRM SUBSOIL / SUBSOIL REPLACED WITH SELECTED SOIL

A TYPICAL CROSS-SECTION OF A HIGHWAY SHOWING PAVEMENT &

EMBANKMENT STRUCTURE

8
 20.70
1.00 1.20 1.00
8.75 8.75

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

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

20.70
1.00 1.20 1.00
8.75 8.75

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

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

TYPE D
9
 20.70
1.20
8.75 8.75
3.5 % e=7%
e=7 % 3.5 %

500mm SUBGRADE
40 mm BC
100 mm DBM
125 mm WMM
125 mm WMM
160 mm GSB
150 mm GSB

GROUND LEVEL
G.L.

Removal of unsuitable soil

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

10
 THE ROAD CONSTRUCTION PROCESS

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

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

be summarized as:

 planning, programming and pre-construction activities;

 site clearance;

 setting out;

 earthworks;

 bridge construction;

 drainage structures;

 pavement construction;

 placement of road surfacing;

 placement of road furniture; and

 landscaping.

11
 CONSTRUCTION OF BITUMINOUS SURFACED ROAD

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

layer of bituminous macadam (BM) as a binder course from Ch-108+000m to Ch-140+700m

of the road project “Construction of 4-lane road Danta to Ambaji” is briefly described

here:

1) Preparation of the base layer:

Sweeping a graveled pavement (WMM

surface) prior to the application of a

prime-coat:

Sweeping is usually carried out with drawn

mechanical brooms, although some hand

sweeping is often required as well.

2) Application of Prime Coat:

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

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

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

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

3) Application of Tack-coat:

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

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

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

12
4) Production of Bituminous Macadam at Plant and transporting to the site:

The bituminous mix is prepared at the

plant site at Km-139.00, Danta site using a

batch mix plant as per the job mix

formula.

The mix falls through a series of inclined

vibrating screens and the various size

fractions are stored in hot storage bins.

The plant operator then weighs out the

correct proportions of each size for a

single batch. The sizes are mixed and then

the required amount of hot bitumen is

added and mixing continued. The batch

is then discharged from the mixer into a

waiting truck, and the batching process

repeated. The temperature of the mix is

checked with the help of a digital

thermometer and recorded and allowed to

transport to the site.

13
5) Paving & Rolling of hot-mix Bituminous Macadam at site

The mixture arrives at the site

and is laid with the help of paver

machine.

This picture shows a truck with

its tray tipped, discharging mix

into the paver. The operator sits

on top and steers the machine to

the required alignment.

This is a view of the typical self-

propelled, floating screed,

paving machine. Tip trucks

discharge the hot asphalt into the

front hopper and it is then

conveyed to the rear of the

machine by a chain and slat

conveyor.

The screed unit of a paver

consists of levelling arms, a

screed plate which vibrates to act

as a tamper, and thickness

controls. It is supported by the

mix which gives it a floating

action.

14
 A long moving reference beam,

Mounted on shoes (or skis) can

be used to ensure the screed

follows a smooth line regardless

of irregularities in the surface

being paved.

The temperature of the mix after

arrival at the site, immediately

before laying and rolling is

checked to see the conformity.

A mix after it is placed on the

base course is thoroughly

compacted by rolling at a speed

sheep foot Roller in progress. not more than 5km per hour. The

initial or break down rolling is

done by 8 to 10 tones static road

roller and the intermediate

rolling is done with a fixed

wheel pneumatic roller of 15 to

30 tonnes having a tyre pressure

of 7kg per sq.cm. The wheels of

the roller are kept damp with

water. The number of passes

15
 required depends on the

thickness of the layer. In warm

weather rolling on the next day,

helps to increase the density if

the initial rolling was not

adequate. The final rolling or

finishing is done by 8 to 10

tonne tandem roller.

Traffic shall only be allowed on

the finished surface when it

Pneumatic Tyred Roller
cools down to temp. below 60

deg.-Cel.

16
 IMMEDIATE FIRST AID FOR
BITUMEN BURNS

1. DO NOT ATTEMPT TO REMOVE ANY BITUMEN

2. COOL THE AFFECTED AREA WITH WATER.
3. KEEP ON COOLING UNTIL MEDICAL AID IS AVAILABLE.
4. HANDLE PATIENT CAREFULY TO AVOID DISTURBING THE BURN.
5. REMOVE BELTS AND ANY OTHER CONSTRICTIONS.
6. DO NOT ATTEMPT TO REMOVE CLOTHING.
7. DO NOT ATTEMPT TO CLEAN THE AFFECTED AREA.
8. DO NOT APPLY ANY LOTIONS OR OINTMENTS.
9. COVER BURNS WHICH ARE FREE FROM BITUMEN BUT AVOID HAIRY OR
WOOLLY CLOTH.
10. KEEP THE PATIENT WARM BUT AVOID LETTING BLANKETS TOUCH BURNS
OR BITUMEN.
11. EYE BURNS – FLUSH WITH WATER (for 20 minutes). DO NOT REMOVE THE
BITUMEN.
12. IF THE PATIENT HAS ANYTHING MORE THAN MINIMAL SUPERFICIAL
BURNS (MINOR SPLASHES) HE OR SHE WILL HAVE TO BE TAKEN TO THE
NEAREST MEDICAL CENTRE OR HOSPITAL. ATTACH ONE OF THESE CARDS
AND HEREVER POSSIBLE, TELEPHONE AHEAD TO LET MEDICAL STAFF KNOW
THAT A BITUMEN BURN CASE IS ON THE WAY. TELL THEM THAT THE
ATTACHED CARD HAS SPECIAL INFORMATION ON THE TREATMENT OF
BITUMEN BURNS.
13. ON THE WAY TREAT FOR SHOCK BY KEEPING THE PATIENT WARM,
COMFORTABLE AND QUIET. ENSURE THAT THERE IS PLENTY OF FRESH AIR.
14. ONLY GIVE A SMALL AMOUNT OF LIQUID AT FREQUENT INTERVALS AND
ONLY IF THE PATIENT IS CONSCIOUS AND HAS NO OTHER INJURIES, E.G.
FRACTURED LIMBS, WHICH MAY REQUIRE A GENERAL ANAESTHETIC
WHEN THE PATIENT IS HOSPITALISED. DO NOT GIVE THE PATIENT ALCOHOLIC
BEVERAGES OF ANY KIND.

REVERSE SIDE DETAILS

MEDICAL INFORMATION ON BITUMEN BURNS

17
 Material Test Section

Material test is the back bone of road construction. Although Different tests are taken in
this project most of laboratory test taken before we arrive at the project site and other
laboratory test outside company due to unorganized laboratory section. Tests which are
done in the project are classified in to two categories. These are laboratory tests and field
test.

Laboratory Tests

Laboratory test is classified into:

 Soil class test

 Bitumen test

Soil class

Different tests are done for each material. The following soil tests are carried out in the
laboratory.

• Proctor compaction test

• California bearing ratio(CBR)
• Plasticity index
• Gradation
• Aggregate crushing value
• Loss Angeles abrasion
• Ten per cent fine value
• Soundness
• Absorption
• Flakiness index
• Elongation index

Proctor compaction test

Determination of the relationship between the moisture content and density of soils
compacted in a mould of a given size with a 2.5 kg rammer dropped from a height of 30 cm.
the results obtained from this test will be helpful in increasing the bearing capacity of
foundations, Decreasing the undesirable settlement of structures, Control undesirable volume
changes, Reduction in hydraulic conductivity, Increasing the stability of slopes and so on.

Soil compaction is the process in which a stress applied to a soil causes densification as air is
displaced from the pores between the soil grains. It is an instantaneous process and always
takes place in partially saturated soil (three phase system). The Proctor compaction test is a

18
laboratory method of experimentally determining the optimal moisture content at which a
given soil type will become most dense and achieve its maximum dry density.

Compaction of Soil
Diameter of the mould = 102 mm

Height of mould = 114 mm

Volume of the mould, V= 0.000931 m3

19
 Soil Compaction Curve

 Result of Proctor Test for Soil Compaction:

1. Maximum dry density (from plot) = 19.87 KN/m3

2. Optimum water content (from plot) = 8%

California Bearing Ratio test

CBR test is developed to measure the resistance of materials to the penetration of standard
plunger under controlled density and moisture content.

This test is used to evaluate the strength of sub grade, sub base and base course materials.
The CBR value is a requirement in design in pavement materials of natural gravel. The test
covers the laboratory determination of the California Bearing Ratio of a compacted sample of
soil using 65, 30, and 10blows per layer for each five layers.

CBR test is done for embankment, capping layer, sub grade, sub base and base course
materials. Each material has its own minimum requirement of CBR value. If a material does
not satisfy the requirement, it is rejected because the soil does not resist the expected traffic
load.

Calculation

The amount of water which is used to prepare a sample is obtained by the following formula:

Amount of water = (OMC-NMC)×sample weight

NMC

20
To determine the degree of compaction, the following formula is used.

% compaction = ( Wm + Ws ) -Wm ×100

V (OMC+100) MDD

The calculation of CBR for 2.54mm is:

CBR = Dial Reading×233.25 ×100

Piston Area×6.9KPa

The CBR calculation for 5.08mm is:

CBR = Dial Reading ×233.25

Piston Area×10.2KP

Where
OMC = optimum moisture content
NMC = natural moisture content
MDD = maximum dry density
Wm = weight of mold
Ws = weight of soil

Plasticity index
Soil has the plastic behaviour. The plastic property of the soil has a great effect on
construction. The soil is swelling at the rainy season and it shrinks at the dry season. Volume
variation is occurred depending on the season. This makes the asphalt concrete pavement
being deformed. Deformation is occurred when the plastic index is above the maximum
tolerable value. Embankment, capping layer, sub grade, sub base and base course materials
has its own plasticity index limitation.

Plasticity index the difference of liquid limit and plastic limit. Liquid limit is the empirical
established moisture content at which a soil passes from the liquid state to the plastic state.
And plastic limit is a moisture content at which a soil becomes dry to be plastic.

PI = LL-PL
Where
PI = plastic index
LL = liquid limit
PL = plastic limit.

21
Gradation
Gradation is the determination of particle size distribution of soil which is used to
construction. If a material is well graded, it has a good inter locking of particles to each other.
The proportion of fine materials and coarse materials has a great effect on road construction.
If the percentage of the coarse material is above the limitation and the percentage of fine
material is below its specification, the material particles are not interlocked to each other
efficiently. This situation loses the strength of the material. If the percentage of fine material
is above its limitation and the course material is below the requirement, the bearing capacity
of the material is under the required capacity. It shows sliding property. This also loses the
strength of the construction material.

In order to get a well graded material, sieve analysis is carried out for each soil materials. It is
taken on embankment, capping layer, sub grade, sub base, base course, asphalt aggregate and
sand. Each material has its gradation specification.
Percentage of pass and retained is determined as follow.

% pass = mass of pass

Total mass

% retained = mass of retained

Total mass

Aggregate crushing value (ACV)

Aggregate used in road construction should be strong enough to resist crushing under traffic
wheel loads. If the aggregates are weak, the integrity of the pavement structure is likely to be
adversely affected. The strength of coarse aggregates is measured by the aggregate crushing
value.

The aggregate crushing value (ACV) gives a relative measure of the resistance of an
aggregate to crush under a gradually applied load.

Aggregate crushing value is determined by measuring the material passing a specified sieve
after crushing under a load of 400kn. This test is applied on the aggregates which passes
14mm sieve and retained on a 10mm sieve.

This test is carried on the stone masonry, sub base, base course, and asphalt aggregate
materials. Each material has its own aggregate crushing value limitation.
Calculation

Aggregate crushing value (ACV) is expressed as a percentage to the first decimal place for
each test specimen from the following equation.

ACV = M2 ×100
M1

22
Where
M2 = mass of the material passing the 2.36mm sieve (gm)
M1 = total mass of test specimen (gm)

Los Angeles Abrasion Test(LAA)

The objective of the test is to assess the hardness of the coarse aggregates used in the
pavement construction. Due to the movement of traffic, the road aggregates used in the
surface course are subjected to wearing action at the top. Resistance to wear is an essential
property for road aggregates specially when used in the wearing course.

The Los Angeles test is a measure of degradation of aggregates of standard grading resulting
from combination of actions including abrasion, impact and grinding in a rotating steel
spheres. As the drum rotates, a shelf plate picks up the sample and the steel spheres, carrying
them around until they are dropped to the opposite side of the drum creating an impact or
crushing effect. The spheres and sample with the drum rotates 500 revolutions. The test has
four grading and uses their corresponding number of steel spheres. After the abrasion, each
grade is sieved by 0.175mm sieve.

Grading Number of Mass of sample

spheres (gm)
A 12 5000
B 11 5000
C 8 5000
D 6 5000
Each sample has its own grade limitation.

Calculation

% LAA = (M1-M2) ×100

M1
Where
M1 = mass of sample before test
M2 = mass of sample retained on 0.175mm sieve after test

23
Ten Percent Fine Value (TFV)
Mostly the strength of the aggregate is measured in crushing test. The Ten Percent Fine Value
(TFV) gives a relative measure of the resistance of an aggregate to crush under a gradually
applied load. In pavement design there are specific requirement for the TFV of material test
both dry and socked value.

Ten percent fine value (TFV) is determined by measuring the load required to crush a
prepared aggregate sample to give 10% material passing 2.36mm sieve after crushing. The
standard size of the aggregate 14 mm passing and 10mm retained.

Applied load for ten percent fine value is minimum 160kN. Ten percent of the prepared
sample should be crushed by 160kN or more than 160kN load to be accepted. But if ten
percent of the aggregate is crushed by less than 160kN, the material is not acceptable because
the aggregate does not tolerate heavy load vehicles.

Calculation
F = 14 × f
m+4
Where
F =is the required force for the TFV
f =the maximum force read on the machine
m = the percent of material passing 2.36mm after crushing.

Soundness test using sodium sulphate

The objective of the test is determination of the resistance aggregate being corroded by
chemicals.

The soundness test using sodium sulphate covers the test of aggregate to estimate their
soundness subjected to weathering. This is accomplished by repeated immersion of aggregate
in saturated solution of sodium sulfate. This is related the aggregate contamination with
chemicals before and after road construction.

Absorption test
Aggregate absorbs moisture. The moisture quantity which is absorbed by the aggregate varies
with respect to the season. The pore water pressure is happened due to fluctuation of the
moisture content. This condition affects the construction negatively. The moisture which is in
the aggregate comes to the asphalt concrete layer. But asphalt concrete is sensitive for
moisture and temperature. Deformation of the asphalt concrete is happened when moisture
comes from base course layer to the asphalt layer. To avoid such problems, absorption test is
taken on the aggregates. It should be less or equal to the specification value.

24
Calculation

%absorption=(m1-m2)×100
m1

Flakiness Index Test (FI)

Flakiness index one of the test used to classify aggregates and stones. For base course and
wearing course aggregates, the presence flaky particles are considered undesirable as they
cause inherent weakness with possibility of breaking down under heavy loads. Aggregates
are classified as flaky when they have a thickness less than 60% of their mean sieve size.
The flakiness index of an aggregate sample is found by separating the flaky particles and
expressing their mass as a percentage of the mass of the sample. The test is applied for the
material passing 63mm sieve and retained on 6.3mm sieve.

Calculation
FI = m1-m2 × 100
m1
Where
FI =flakiness index
M1=mass of the sample
M2 =mass of the sample retained on the gage

Elongation Index Test

Elongation is a means of classifying coarse aggregates. Aggregate particles are classified as

elongated when they have a length of more than 1.8 times their mean sieve size. Elongation
test is carried out to determine the elongation index of coarse aggregates.

For base course and wearing course aggregates, the presence of elongated particles are
considered as they are undesirable because they cause inherent weakness with possibility of
breaking down under heavy loads.
The Elongation Index of an aggregate sample is found by separating the elongated particles
and expressing their mass as a percentage of the mass of the sample. The test is applied to the
materials passing 50mm sieve size and retained on a 6.3 sieve.

Calculation
FI = m2 × 100
m1
Where
EI =elongation index
M1=mass of the sample
M2 =mass of the sample retained on the gage

25
 Test of Bitumen

Penetration Test of Bitumen

Penetration test is used to measure the consistency of bitumen material expressed as the
penetration distance in millimeter that a standard needle penetrates a sample of bitumen
vertically under known condition of loading, loading time and temperature. The distance
which the needle penetrates is measured in 1/10mm. This is termed as penetration value.

Penetration test is used to know the grade of bitumen. Grade of bitumen has a direct
relationship with environmental condition especially temperature. The hot areas need high
grade of bitumen. If the grade of bitumen is low in hot area, it becomes liquid easily. This
reduces the binding strength of bitumen. So the penetration value of hot area bitumen is low.
The grade of cold area bitumen is low because it is needed to be fluid in low temperature that
represents the surrounding temperature. If the grade is high, the bitumen does not bind the
aggregate. Here, the penetration value of bitumen is high.

Bahirdar road up grading project uses a bitumen whose penetration value is (85/100). This
value of penetration is high and grade of bitumen is low because the environment is semi hot
Test No Reading 1/10mm
1 2 3 Averag
e
A 90.1 90.6 90.3 90.3
B 8.4 88.7 88.5 88.5
Average A+B 89
penetrati 2
on

Ductility Test of Bitumen

This test provides the measure of tensile property of bituminous materials and used to know
the ductility of bitumen for the specification requirement. The ductility of a binder indicates
its elasticity and ability to deform under a load and return to its original position when the
load is removed.

The ductility of bitumen is related to the traffic load effect. If the bitumen is ductile, it does
not show rupture. If it is not ductile, rupture of bitumen is happened. This makes a crack on
the asphalt concrete layer. The minimum ductility requirement is 1m elongation of bitumen
without rupture.

26
Softening Point Test of Bitumen
The softening point test is used to measure and specify the temperature at which bitumen
begins to show fluidity. The softening point is used also useful to evaluate the uniformity of
source of supply. The softening point is also an indicative of tendency of the material to flow
at elevated temperature encountered in service.

Two steel balls are placed on a sample of binder contained in a brass ring which is suspended
in water. The bath temperature is raised at 5⁰c per minute, the binder gradually softens and
eventually deforms slowly as the ball touches a base plate 25 mm below the ring the
temperature of the water is recorded. The temperature of softening point in water media
should be within the limit 30⁰c - 80⁰c.

Field Tests

There are two field tests which are done in Gondar–Debark road up grading project. These
are:

i. Field density test

Field Density Test (sand replacement method ):-

Determination of field density of cohesion less soil is not possible by core cutter method,
because it is not possible to obtain a core sample. In such situation, the sand replacement
method is employed to determine the unit weight. In sand replacement method, a small
cylindrical pit is excavated and the weight of the soil excavated from the pit is measured.
Sand whose density is known is filled into the pit. By measuring the weight of sand required
to fill the pit and knowing its density the volume of pit is calculated. Knowing the weight of
soil excavated from the pit and the volume of pit, the density of soil is calculated. Therefore,
in this experiment there are two stages, namely

1. Calibration of sand density

2. Measurement of soil density

27
 Calibration of Apparatus

Measurement of soil density

28
 (TAR):- 4

Drainage of a Pavement

This is the process of interception and removal of water from over, under and the vicinity of
the pavement. Pavement performance and integrity often depends on the removal of water
from above and below the pavement surface. The principle function of highway drainage is to
remove surface water as rapidly and efficiently as possible from impermeable surfaces.

Drainage of the pavement has two main components namely:

 surface drainage.

 Sub-surface drainage.

Surface water can enter the pavement construction through the porous surface, through cracks
that develop as the pavement ages and at the end of the carriage way if it cannot find its way
off the pavement. The following provisions ensure satisfactory surface drainage such that the
service life of the road is not reduced by the damage that can be inflicted by poor drainage on
the road;

NECESSITY OF HIGHWAY DRAINAGE:-

Highway drainage is important from various view points:

Excess moisture in soil sub-grade causes instability under the road surface. The pavement
may fail due to sub-grade failure.In some clayey soil variation in moisture content causes
considerable variation in volume of sub-grade. This sometimes contributes to pavement
failure.

The waves and corrugations formed in caseof flexible pavements also play an important role
in pavement failure.

Sustained contact of water with bituminous pavements causes failure due stripping bitumen
from the aggregates like loosening of some of the bituminous pavement layer and formation
of pot holes.

The prime cause of failures in rigid pavements by mud pumping is due to the presence of
water in fine sub-grade soil.

Excess water on shoulders and pavement edge causes considerable damage.

Excess moisture causes increase in weight and thus increase in stress and simultaneous
reduction in strength in soil mass. This is one of the main reasons of failure of earth slope
and embankment foundations.

29
In place where freezing temperatures are prevalent in winter, the presence of water sub-grade
and a continuous supply of water from the ground water can cause considerable damage to
the pavement due to in frost action.

Erosion of soil from top of un-surface roads and slopes of embankment, cut and hill side is
also due to surface water.

Failure due to hydraulic pressure and failure due to binder stripping can be avoided with the
help of proper drainage on roads.

ROAD DRAINAGE

Well designed and well maintained road drainage is important in order to:

1. Minimize the environmental impact of road runoff on the receiving water

environment.

2. Ensure the speedy removal of surface water to enhance safety and minimize
disruption to road users.

3. Maximize the longevity of the road surface and associated infrastructures.

There are many different types of drainage systems with different design features and
attributes that can be used to manage flows and treat water quality. Drainage which is needed
on the Highways Agency network depends not just on any flood risks and pollution risks
identified but the characteristics of the natural water catchment area in which the network is
based. The size, shape, gradient and geology of a catchment area are all factors which can
influence the type of drainage methods used.

Camber (Cross slope): This is a gradient in the cross section of the roadway surface that
makes it possible for water to flow easily across the surface into the side drains or drop inlets.

 Side slopes: These effects the movement of water from the vicinity of the road into
the roadside ditches.

 Side drains /Roadside ditches: The runoff is allowed to sheet flow across the
roadway surface (affected by the camber) into the roadside ditches from where it can
be conveyed through culverts to a natural stream.

30
  Curbs, gutters and inlets: The roadside ditches may not always be possible or cost
effective due to right of way restrictions, therefore curbs, gutters and drop inlets are
used to intercept water from the pavement to drains below the surface.

 Culverts and storm drains: These are open end conduits used to convey water from
one side of the roadway through the embankment to the other side of the roadway. A
network or system of conduits used to carry storm water intercepted by inlets is
referred to as a storm drain system.

Culverts

Culverts are closed conduits for passage of runoff from one open channel to another, made
from several types of materials including concrete, plastic, aluminum, and corrugated steel.
Culverts come in several commonly used shapes including circular, box, elliptical, pipe arch,
and arch. Shape selection is based on construction costs, limitations on upstream water
surface elevation, roadway embankment height, and hydraulic performance.

Culverts are usually located in existing channel beds. This is generally the cheapest
placement since it involves the least earthwork and re-routing of the water.

Culvert installation

Culvert installation involves excavation, bedding placement, culvert placement, back filling
and finishing. Finishing involves construction of outlet and inlet structures such as head wall,
wing wall, and apron. These end structures are mostly made out of masonry

Culvert cross-section

Figure below can show how to determine the design parameters of the cross-section of a
culvert

31
Calculating design parameters

𝑉𝑜𝑙𝑢𝑚𝑒 𝑜𝑓 𝐸𝑥𝑐𝑎𝑣𝑎𝑡𝑖𝑜𝑛=𝐷𝑒𝑝𝑡ℎ 𝑜𝑓 𝑒𝑥𝑐𝑎𝑣𝑎𝑡𝑖𝑜𝑛×𝑊𝑖𝑑𝑡ℎ×𝐿𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑐𝑢𝑙𝑣𝑒𝑟𝑡

𝑉𝑜𝑙𝑢𝑚𝑒 𝑜𝑓 𝐵𝑒𝑑𝑑𝑖𝑛𝑔 𝑚𝑎𝑡𝑒𝑟𝑖𝑎𝑙=𝐷𝑒𝑝𝑡ℎ 𝑜𝑓 𝑏𝑒𝑑𝑑𝑖𝑛𝑔×𝑊𝑖𝑑𝑡ℎ×𝐿𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝐶𝑢𝑙𝑣𝑒𝑟𝑡

𝑋𝑠𝑒𝑐𝑡𝑖𝑜𝑛𝑎𝑙 𝑎𝑟𝑒𝑎 𝑜𝑓 𝑏𝑎𝑐𝑘𝑓𝑖𝑙𝑙=𝑋𝑠𝑒𝑐𝑡𝑖𝑜𝑛𝑎𝑙 𝑎𝑟𝑒𝑎 𝑜𝑓 𝑒𝑥𝑐𝑎𝑣𝑎𝑡𝑖𝑜𝑛−𝐴𝑟𝑒𝑎 𝑜𝑓 𝑐𝑢𝑙𝑣𝑒𝑟𝑡

𝐴𝑟𝑒𝑎 𝑜𝑓 𝑐𝑢𝑙𝑣𝑒𝑟𝑡 = 𝜋𝐷2/4

𝑤ℎ𝑒𝑟𝑒 𝐷−𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑐𝑢𝑙𝑣𝑒𝑟𝑡

𝑉𝑜𝑙𝑢𝑚𝑒 𝑜𝑓 𝑏𝑎𝑐𝑘𝑓𝑖𝑙𝑙=𝑋𝑠𝑒𝑐𝑡𝑖𝑜𝑛𝑎𝑙 𝑎𝑟𝑒𝑎 𝑜𝑓 𝑏𝑎𝑐𝑘𝑓𝑖𝑙𝑙×𝐿𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝐶𝑢𝑙𝑣𝑒𝑟𝑡

Culvert inlet/outlet
Figure below shows how to determine the design parameters of the culvert outlet

Calculating design parameters

𝑉𝑜𝑙𝑢𝑚𝑒 𝑜𝑓 𝐻𝑒𝑎𝑑 𝑊𝑎𝑙𝑙=((𝐴×𝐵)−𝐴𝑟𝑒𝑎 𝑜𝑓 𝐶𝑢𝑙𝑣𝑒𝑟𝑡)×𝐻𝑒𝑎𝑑 𝑊𝑎𝑙𝑙

𝑇ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 𝑉𝑜𝑙𝑢𝑚𝑒 𝑜𝑓 𝑊𝑖𝑛𝑔 𝑊𝑎𝑙𝑙=((𝐶+𝐷2)×𝐸)×𝑊𝑖𝑛𝑔 𝑊𝑎𝑙𝑙

𝑇ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠 𝑉𝑜𝑙𝑢𝑚𝑒 𝑜𝑓 𝐴𝑝𝑟𝑜𝑛=((𝐹+𝐺2)×𝐻)×𝐴𝑝𝑟𝑜𝑛 𝑇ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠

32
SURFACE DRAINAGE
The surface water is to be collected and then disposed off. The water on the surface is first
collected in longitudinal drains, generally in side drains and then the water is disposed off at
the nearest stream, valley or water course. For the preparation of surface drainage, we should
keep in mind various things like

COLLECTION OF SURFACE WATER

Seeing the amount of rainfall and slope a suitable camber is to be provided for collection of
surface water. The shoulders of rural roads are constructed with suitable cross slopes so that
the water is drained across the shoulders to the side drains. These side drains of rural roads
are generally Open drains of trapezoidal shape, cut to suitable cross-section and longitudinal
slopes. These sides are provided parallel to the road alignment and hence these are also
known as longitudinal drains. In embankments the longitudinal drains are provided on one or
both sides beyond the toe; in cutting, drains are installed on either side of the formation.

In urban roads because of the limitation of land width and also due to the presence of
footpath, diving island and other road facilities,

it is necessary to provide underground longitudinal drains. Water drained from the pavement
surface can be carried forward in the longitudinal direction between the kerb and the
pavement for short distances which may be collected in catch pits at suitable intervals and
lead through underground pipes. Drainage of surface water is all the more important in hill
roads. In hill roads disposal of water is also very important. Certain maintenance problems
may arise due to faultyn hill road construction.

33
Sub-surface drainage
This involves the interception and removal of water from within the pavement.

 Shallow water table

 Infiltration through surface cracks

 Capillary rise

 Seepage from the sides of the pavement

 Evaporation and cooling

Ground water will rise beneath any pavement through cuttings or where the water table is near
the surface. Sidelong ground can lead to saturation from surface and sub-soil water flow,
therefore under these circumstances sub- soil drainage should be provided.

Traffic loads can create serious problems in the road foundation if it becomes saturated, which
include;

 Reduction in strength of the subgrade, capping layer and unbound sub-base as pore water
pressures are generated and particle interlock is lost.

 Movement of fines within the capping layer and unbound sub-base leading to further loss
of aggregate interlock, loss of strength and possible risk of frost damage.

 Degradation of unbound aggregate generating even more fines.

 Friction between the sub-base and structural layers is reduced, lowering the strength of
the total construction.

 The base of the asphalt layer may be subjected to scouring by water stripping the
bitumen, creating voids and reducing strength. Water can also be forced into micro-cracks
leading to rapid failure.

If the water table is well below the formation level and both the capping layer material and sub-
base have adequate permeability to carry away surface water, it is possible that sub-surface
drainage is not necessary otherwise it should be provided for.

The measures undertaken to provide for sub-surface drainage include;

 Installation of drainage beds in the pavement. These are made of high permeability
material such as sand. During water flows, the water may come with fine materials which
gradually clog the sand layer, impairing its functionality. Therefore, filter layers such as
geo-membranes are installed at the top and bottom of the drainage bed to prevent this.

 Use of transverse perforated drains embedded within the drainage bed

 Use of sand drains to lower the water table.

 Longitudinal French drains.

34