Internship Report On CC Pavements

Improvements of existing concrete road for SHDP Tiptur-Dudda-Hassan Road (SH-71) from Ch.
28.10 to 45.80Km in Hassan District, Karnataka
CHAPTER-1
ABOUT THE ORGANIZATION
1.0 GENERAL:
BSR Infratech India Ltd is a growing and leading Construction Firm of Indian Origin. It has
Registered Office at Rajamahendravaram (Rajahmundry), East Godavari District in the State
of Andhra Pradesh, and Corporate Office at Bengaluru in the State of Karnataka and Regional
Office at Hyderabad in the State of Telangana.
 BSR Infratech has successfully completed large number of Central and State
Government Projects consisting of Residential/ Industrial Layouts, University
Campus, Hospital/ Hostel/ School Projects, High rise Buildings Interior Works and
Construction of Roads. Projects were executed as per schedule meeting the
requirements of Quality and adhering to the norms of Safety.
 Has a very wide satisfied list of Clientele consisting of both Central and State
Governments. Received Award of Excellence for completing High Rise Building
NABARD Regional Office at Bengaluru under Best Building Office Category
 Well equipped with state of Modern Construction Equipments and Plants to undertake
Infrastructure Projects supported by in house well trained and experienced staff.
 Accredited with ISO 9001, ISO 14001 and OHSAS 18001 with respect to execution of
Infrastructure Projects.
 SAP enabled Corporate Database for Internal operations of the Company to have
accurate data base and for overall monitoring of Projects.
 Rendering many Social services and Relief works in case of Emergency or Natural
Calamities as a Corporate Social Responsibility
Figure: 1.0 Logo of the company
DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page 1

1.1 HISTORY OF THE COMPANY:

Bsr Infratech India Limited is a Public incorporated on 27 June 2008. It is classified as Non-
govt company and is registered at Registrar of Companies, Vijayawada. Its authorized share
capital is Rs. 270,000,000 and its paid up capital is Rs. 270,000,000. It is inolved in Building
of complete constructions or parts thereof; civil engineering.
Bsr Infratech India Limited's Annual General Meeting (AGM) was last held on 18 September
2018 and as per records from Ministry of Corporate Affairs (MCA), its balance sheet was last
filed on 31 March 2018.
Directors of BSR Infratech India Limited are Srivani Balusu, Jagapathi Chowdary Jasti,
Veerraju Gunnam, Venkatrao Balusu, Nageswara Rao Chilukuri, Srinivasa Rao Balusu,
Sudhakar Chowdary Vallabhaneni, Ramaswamyiyengar Rmapriya
1.2 OBJECTIVE OF THE COMPANY:

The objective of the company is to provide the highest possible standard of quality and
service in the construction industry giving clients the best satisfaction the company can offer.
The company constantly makes efforts to give each employee the maximum freedom and
trust possible to perform his/her duties. The company has the following objectives
1. To deliver sound, creative engineering solution within budget and on schedule
with quality.
2. To quickly and efficiently respond to clients’ needs with enthusiasm.
3. To provide simple solutions for the intricate engineering problems.
4. To create awareness about the importance of codal specifications and correct
engineering practice
1.3 ANNUAL TURNOUVER OF THE COMPANY:

Achieved financial turnover of INR 7200 million for the financial Year 2016-2017 with a
vision to grow systematically every year in a planned manner.
1.4 HUMANRESOURCE:
The company has increased their pool of quality human resource in a steady manner to
commensurate with the business growth. Our staff includes highly trained and experienced
business, engineering and technical experts who provide oversight and support for each

project. This team concept is the basis for our hands-on, proactive approach which helps us
produce the most important results of every job, for client satisfaction. Team work is a key
ingredient of every BSR projects.
1.5 AREAS OF SPECIALIZATIONS:
1. Highway
2. Irrigation Canals
3. University Campuses
4. Buildings
5. Bus Terminals
6. Layouts
1.6 MAJOR COMPLETED PROJECTS:
The company has major projects in building, road and bridge construction some of
them are listed below:
Sl.no Name of the work Department Value of work in

millions
1 Nabard regional office, Central public
Bengaluru Karnataka works 203
department,
Govt of India
2 Court complex, Hassan Karnataka Public works
department, govt of 228
Karnataka
3 Public works
Engineering college, Hassan 552
department, govt of
Karnataka
Karnataka
4 Karnataka health
Arogya soudha, Bengaluru system department
Karnataka and reforms projects, 1100
Govt of Karnataka
Table: 1.1 Major Completed Projects by the Company

1.7 CLIENTS OF BSR INFRATECH:

1. Government of Karnataka.
2. Government of Andra Pradesh.
3. Government of Telangana.
4. CPWD Government of India
5. VTU Belagavi
6. State Highway Development Project.
7. Karnataka Urban Development Authority
8. PWD Government of Karnataka
Figure: 1.5 Logos of clients of BSR Infratech
1.8 PROFFESINAL TEAM FOR ONGOING PROJECT:
The team provides detailed attention to their works. BSR Infratech needs are
committed to deliver sound, creative engineering conveyed through clear concise
documents within the budget and on schedule for every projects. The team has
qualification, experience and skill required to handle any kind of structural difficulty.
The ongoing project where I joined for internship is “Improvements and concrete Road
for Tiptur-Dudda –Hassan Road (SH-71) from Ch. 44.17 to 56.87Km in Hassan
District, Karnataka State”
1. Er. Krishna (Project manager): Mr.Krishna has a professional experience of more than
20 years in the typical projects. He has thorough knowledge in civil engineering field.

Tackles all the work on the site and also involves for the technical discussion with the
department personnel.
2. Er.Basavaraj (Senior Engineer): Mr. Basavaraj has a professional experience of more
than 20 years in the road projects. He has thorough knowledge in civil engineering field.
Tackles all the work on the site and also involves for the technical discussion with the
department personnel.
3. Er. Rajanna (Q.A & Q.C): Mr. Rajanna has significant experience of 10 years in
Laboratory Testing of materials, and thorough in his preparation of Test reports and
adherence to IS specifications. In addition to supervising expertise, Mr. Rajanna shares a
keen sense of aesthetic with a background in Laboratory and site structure of project.
4. Er. Nagesh (Site Engineer): Mr. Nagesh has an experience of about 3.5 years in the
construction of roads. He helped me lot in understanding the major concepts,
methodology, tests etc. during the internship period.

CHAPTER- 2
ABOUT THE DEPARTMENT

2.0 GENERAL:
Karnataka Public Works Department (also known as Karnataka Public Works, Ports and
Inland Water Transport Department or KPWD) is the Karnataka Government agency in
charge of the public works in the state of Karnataka, India. It is entrusted with
responsibility of construction & maintenance of buildings for most of the Karnataka
Government Departments and Public undertakings & construction, development &
maintenance of road works including National Highways (NH), state Highways (SH) &
Major District Roads (MDR) of Karnataka state.
2.1 ADMINISTRATION:
At the Secretariat the Department is headed by a Principal Secretary and a Secretary of
PWD. At field level the Department has three Zones, namely, Communication and
Buildings (C&B) South Zone, (C&B) North Zone and National Highways. Each Zone is
headed by a Chief Engineer. The Zonal offices consist of “Circles’ and ‘Divisions’.
The Divisions are under the control of Circles and Circles are under the control of Zones.
Each Circle is headed by a Superintending Engineer. The Divisions are headed by Executive
Engineers. The Communication & Buildings South Zones divided into 6 Circles and 20
Divisions. The Communication & Buildings North Zone is divided into 4 Circles and 15
Divisions. Further there is a quality control wing at the each sub division offices.
The KPWD is headed by the Principal Secretary and Secretary who holds technical
responsibility for KPWD and as “Secretary” exercises administrative control of the
KPWD. The Secretary is physically located in the Vikasa Soudha and operates as the
senior liaison -between Government and the KPWD. The National Highway wing of the
State looks after the construction and maintenance of the National Highways., Quality
Control Circles of KPWD look after the Quality control functions. The Karnataka Road
Development corporation Ltd (KRDCL) and Karnataka State Highways Improvement
Project (KSHIP) look after the external aided and projects on PPP. The State Highway
Development Project is also under way for the development of roads in the state.
The organization structure at secretariat level is shown below, it also shows different
wings of PWD also.

Figure 2.1 (a): Organization structure

Further after Chief Engineer, the following organization structure remains same
irrespective of wings/ branches.
SUPERINTENDING ENGINEER
EXECUTIVE ENGINEER
ASST. EXECUTIVE
ENGINEER
ASSITANT ENGINEER /
SIECTION OFFICER
JUNIOR ENGINEER/
SITE ENGINEER
Figure: 2.1 (b) Organization Structure

2.2 BRANCHES OF PWD:
Public works department has divided into the following wings:

1. Communications and Buildings- North Zone
2. Communications and Buildings- South Zone
3. National Highways
4. KSHIP
5. KRDCL
6. SHDP
7. Ports and Inland water transport
8. Quality Assurance zone
2.3 SPECIFIC FUNCTIONS PERFORMED BY THE PWD:

a) Development & maintenance of National Highways, State Highways & Major
District Roads.
b) Construction and maintenance of Office accommodations and residential quarters.
c) Preparation of Schedule of Rates of buildings, roads & bridges to enable all
government departments & local bodies in the preparation of DPR’s, payment
of bills etc.
d) Serving a repository to technical information & database of traffic details on State
Highways & Major District Roads.
e) Implementation of Karnataka Highways Act-1964.
f) Providing technical and engineering suggestion/solutions to the needy departments.
g) Framing of Road policy and Toll policy.
h) Development of web based Road Information System.
i) Formulation of Karnataka Road Fund for resource mobilization.
j) Detail traffic survey on State Highways & Major District Roads.
k) Construction and maintenance of 10 minor ports at Karwar, Belikeri, Tadri,
Honnavara, bhatkala, N Kundapura, Hangarakatta, Malpe, Padubidri and old
Mangalore ports. Providing ferry service in reservoir and sea backwaters.
l) Construction, repair and maintenance of, Roads, Bridges, Buildings and other
related structures financed from the state in Karnataka
m) Execution of original, renewal and repair works on the National Highways network

n) Construction of buildings, roads and bridges as relief works in the event of floods,
or other natural calamities
o) Maintaining a register of land, buildings and properties belonging to the GOK and
under the administration of KPWD
p) Maintaining asset register for preserving the assets ( building, bridge and roads)
under the control of KPWD
q) Preparation of plans for important buildings and other works (office of the Chief
Architect)
r) Survey, investigation and design for roads, buildings and bridges
s) Quality Control and independent quality monitoring including Research
Development
t) Financial management and accounting / audit
u) Human resource development and Training on various construction sectors
v) Empanelment of Civil and Electrical Contractors and issue of required license
w) Day to day monitoring of various works ( both physical and financial) with
generation of required reports
x) Capacity development of department in use application of modern computing
facilities and tools.
2.4 ROLE AND RESPONSIBILITIES OF INDIVIDUALS:
2.4.1 Role and responsibilities of chief engineer:
The Chief Engineer is the head of the respective units of PWD and responsible for all
administrative matters of PWD. They have to take a proactive role in advising the
Secretariat on appropriate Policies (new or changes required in existing policy), advice on
maintenance needs, environmental and social impacts, costs associated with upgrades and
network development for PWD to ensure the maintenance and sustainable development of
the Karnataka Road Network. The major responsibility is to monitor the progress and
achievements through staff supervision i.e., planning, organising, directing and
controlling. Review and approve Staff Appraisal Reports. They have to Prepare PWD
Annual Reports, Plans and Budgets.

2.4.2 Roles and responsibilities of superintending engineer:
Superintending engineer is responsible for overall administration, staff supervision (i.e.

planning, organizing, directing and controlling) and preparation of reports of the Policy
and Planning Unit of PWD. They have to monitor data collected at site and site
inspections to ensure adequate Quality Control of data. They have to manage any
outsourcing requirements in relation to data acquisition needs and programme Review
HDM-4 outputs and utilize such data in planning proposals and budget preparation. They
have to ensure that all cost data is realistic and updated annually. They have to prepare
cost estimates for routine maintenance works and periodic interventions
2.4.3 Roles and responsibilities of executive engineer:

Executive engineer is responsible for overall administration of the Programming and
Monitoring Unit. They have to evaluate and prioritize projects for inclusion in Annual Works
Programs; to prepare Annual Works Programs and Infrastructure Budgets. They are
responsible for effective implementation of the project by establishing a programming
framework and directing the staff to achieve the goal. They are responsible for
Procurement activities (Tendering & Evaluation process) necessary for the development
of Programming and Monitoring Unit. They have to establish and manage a performance
monitoring framework with clear-cut goals, outcomes. They have to prepare periodic
progress reports.
2.4.4 Roles and responsibilities of assistant executive engineer:

AEE is responsible for giving public, a user friendly road and prioritizing of road safety
improvement programs. They have to collect traffic data, accident data and black spots
data from the concerned department and analyze the data. They have to conduct site
inspection and road safety audits. They have to arrange a road safety programs and assist
in planning and designing of roads. They have the responsibility to create awareness
among the public by conducting training programs. They have the major responsibility of
monitoring the Traffic Incident Management System.
2.4.5 Roles and responsibilities of assistant engineer:

Assistant engineer has the responsibility to identify the training needs and courses across
(internally & externally) to match those needs and nomination of PWD staffs for training
programs. Most important responsibility is budgeting for training of the PWD staffs. They
DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page

have to maintain the record of individuals attended the training. They have to develop and
implement a Staff Appraisal System in such a way as to maintain a motivated workforce
with the necessary skills and qualifications to meet performance expectations at all levels
and support appropriate career development practices.
2.4.6 ROLES & RESPONSIBILITIES OF CONSTRUCTION SITE ENGINEER:

Role of Construction Site Engineer depends on the type of work involved and experience
of site engineer in a construction project. The duties and responsibilities of a construction
site engineer are typically as follows, many of these will be delegated to other engineers
on the site according to their experience and ability:
1. Setting out the works in accordance with the drawings and specification
2. Liaising with the project planning engineer regarding construction programmes
3. Checking materials and work in progress for compliance with the specified
requirements
4. Observance of safety requirements
5. Resolving technical issues with employer’s representatives, suppliers,
subcontractors and statutory authorities
6. Quality control in accordance with CSIs/procedures method statements, quality
plans and inspection and test plans, all prepared by the project management
team and by subcontractors
7. Liaising with company or project purchasing department to ensure that
purchase orders adequately define the specified requirements
8. Supervising and counselling junior or trainee engineers
9. Measurement and valuation (in collaboration with the project quantity
surveyor where appropriate)
10. Providing data in respect of variation orders and site instructions
11. Preparing record drawings, technical reports, site diary

CHAPTER-3
TASKS PERFORMED
3.0 ABOUT THE PROJECT:
The well connected road network helps to boost the economy and prosperity of the area. The
good roads provide benefit to road users and thereby genereating increase agriculture income
and productive employment opportunities. Hassan District consists Eight Taluks and located
in semi Malnad area. According to the 2011 census Hassan district has a population of
1,776,221. The District is connected with well spread National Highways, State highways,
Major District road and village road. Hassan is a fast growing city with numerous industries
and it is connected with the capital city of Karnataka. It is located in the highlands, about
1,000mtrs above the sea level, and weather is of soft climate with cooler summers and quite
soft rainless winters.
The town is a center of culture and religion, with Chennakesava Temple and
Hoysaleswara temple being two principal landmarks. The world heritage pilgrim centers like
Shravanabelagola, Belur and Halebeedu are located in this District along with famous tourist
places. The place is called Hassan after the Goddess "Haasanamba", the goddess and
presiding deity of the town. The history of Hassan district is essentially the history of two of
the wellknown dynasties that have ruled Karnataka, the Western Ganga Dynasty of Talkad
(350 - 999 CE) and the Hoysala Empire (1000 - 1334 CE). The Bisle Ghat, or Bisale Ghat, is
portion of the Western Ghats range in the western part of the district. Main peaks include
Jenkalbetta (4,558 feet (1,389 m)), the highest peak in the district, Murkangudda (4,265 feet
(1,300 m)), and Devarbetta (4,206 feet (1,282 m)), Pushpagiri (1,712 meters) lies immediately
southwest in Kodagu and Dakshina Kannada districts. Bisle, Kagneri, Kanchankumari reserve
forests cover portions the Bisle Ghat, and adjoin Pushpagiri Wildlife Sanctuary in Kodagu.
The climate is tropical in Hassan. In winter, there is much less rainfall in Hassan than in
summer. According to Köppen and Geiger, this climate is classified as Aw. The average
temperature in Hassan is 23.0 °C. The average rainfall is varies from 900mm and 4000mm in
arid and western ghat areas. In recent years, the Hassan District has witnessed growth in
population because of the many industries in the field of Information Technology, Power,
Construction, Real Estate, Health, Machineries and Auto-mobiles, Textiles. The city is
situated at an 130 0’ 34.9596” (Lattitude) and 760 6’ 10.4328” (Longitude). The city is well
connected with remaining part of the State through Road and Rail network.

3.1 OBJECTIVE OF THE PROJECT:

The objective is to recommend an optimal improvement proposal for implementation which
comprises of
o Adequate width of carriageway and CD structures to cater the anticipated
traffic volume in the horizon year.
o Widening/ Rehabilitation of road to meet functional and structural
requirements.
o Proper road side drainage to preserve the road assets.
o Highest safety of road users in providing appropriate street furniture and road
signs.
3.2 PROJECT LOCATION:
The proposed project includes comprehensive development of road, drainage system and
Road safety measures and project road is located on Eastern part of Hassan town. The stretch
of road proposed for improvements is shown below figure.
Fig 3.1 Project location

Fig 3.2 BSR camp
3.3 GEOGRAPHY AND TOPOGRAPHIC SURVEY

The Stretch of this road geographically lies in rolling, terrain and tropical climatic condition.
The Survey has been carried out using the state of art instruments such as GPS, Total station
and Auto levels to achieve accuracy (photographs are enclosed). The visual survey has also
been done to collect the details of road, Side drains, Footpaths and Cross drainage structures.
3.4 C.B.R
The representative soil samples collected and tests are conducted for assessing the CBR
values of subgrade. The report on soil analysis furnished by Civil Aid Techno Clinic Pvt. Ltd,
Bengaluru has been utilized in design of carriage way. The CBR value obtained is varies from
4% & 12% for these project roads (Rigid Pavement). The CBR values obtained in various
stretches are enclosed in table- 3.1
CBR Results:
The necessary tests for representative soil samples collected from site of roads proposed for
major improvements have been conducted and finally the CBR values are tabulated as
follows:
The soil samples are so collected from the road sections where the soil strata changes
appreciably.

Table 3.1
Trial pit CBR value

Sl No Chainage in Km
No in %
1 TP 13 30.673 4
2 TP12 30.673 5
3 TP 11 33.125 4.80
4 TP 10 34.6 8
5 TP 19 35.765 7
6 TP 18 37.457 5
7 TP 7 38.576 4
8 TP 6 40.056 12
9 TP 5 41.321 10
10 TP 4 42.614 9
11 TP 3 43.74 7
12 TP 2 44.77 7
3.5 PAVEMENT CONDITION SURVEY

The pavement condition survey has been carried out to assess the existing condition of
roads with the following aspects.
 Study of hydraulics pertains to side drains and culverts in order to assess the capacity
to agument the discharge.
 Visual condition of pavement such as worn out of asphalt surface, subsidence of
subgrade, sub base and wearing courses, rutting of surface, potholes, cracking and
raveling etc.
3.6 ONGOING /PROPOSED DEVELOPMENTAL WORK

During the site visit and also based on the discussions held with the officers, the details of
work done and proposed between KM 28.10 (Hassan and Arasikere Taluk border) to
45.80Km (Doddapura gate) are as follows.
 Rigid pavement has already been provided to half width on Left side (4.5mtrs) from
KM 28.10 (0.00mtrs) to Km 29.300 (1200mtrs).

 It is proposed to provide remaining half width (4.5mtr) on right side from KM 28.10
(0.00mtrs) to Km 29.300 (1200mtrs).
 Existing 5.50mtr width flexible pavement is completely damaged which needs to be
reconstructed to 9.00mtrs width (Two lane with paved shoulders). In the present
proposal, construction of Two lane with paved shoulder is proposed from Km 31.110
to 35.780 leaving gap from Km 29.300 to 31.110 due to paucity of funds.
 Four lane divided carriageway is proposed in Dudda town limits i.e from Km 35.974
to Km 36.474 along with the improvements of junction at Km 36.350. Half width (two
lane) has been sanctioned under SHDP Phase-III from Km 35.974 to 36.274 and full
width (Four lane ) from Km 36.274 to 36.474 in the present proposal.
 The work of laying rigid pavement on left side is in progress between Km 36.474 to
Km 44.178 under SHDP phase-III.
 In this proposal rigid pavement for balance width of 4.5mtr on right side between Km
36.474 to Km 44.178 is to be laid.
 Further the reach from Km 44.178 to 49.320 is also not included in the present
proposal.
3.7 TRAFFIC SURVEY AND ANALYSIS

Traffic surveys are conducted precisely in order to assess the nature of traffic, type of
traffic and its classification. The main factors governing design of the rigid pavements are
service life, design in terms of single, tandem, triderm and multi axles and load spectrum,
tyre pressure displacement of commercial vehicles, directional distribution of commercial
vehicles, composition and strength of foundation and climatic consideration
The stretch of SH-71 taken up for improvement i.e reconstruction will be experienced
with heavily loaded vehicles once the project is completed. Earlier, the SH-71 was being
used for carrying Iron and Manganese ore from Bellary mining area. The increase in
traffic growth has not been observed in this stretch of road since the vehicles are not
plying because of non motorable condition. The traffic data available with the PWD
authorities has been utilized with average growth rate of 7.5% to adopt in the designs. The
guidelines laid down in the IRC 58-2011 has been followed in designing the crust
thickness of rigid pavement. The traffic census conducted at 22.50 is adopted in the
preparation of proposals. The traffic survey details considered are as follows.
Average daily traffic.

Table 3.2
Sl. Type of Vehicle No of
No vehicle/day
1 Two wheelers 1265
2 Auto Rickshaws 212
3 Cars and Jeeps 537
Commercial vehicles
4 Vans and Tempos 160
5 Mini buses 41
6 Buses 125
7 LCV 62
8 Two axel rigid (8tyres) 506
9 Three axel rigid (10tyres) 475
Multi axel rigid (more 218
10
than 10tyres)
75
11 Tractor with trailers
Total 3676
3.8 DETAILS OF THE PROJECT

The road from Tiptur to Hassan via Dudda village is state highway having a total length of
56.87 Km. Out of this Km 0.00 to 28.10 comes under Tiptur Taluk and the remaining length
from Km 28.10 to 56.87 i.e. 28.77 lies under the jurisdiction of Hassan Taluk. The length
from km.28.10 to 45.00 and Km 45.00 to 56.87 comes under Holenarsipura and Hassan
legislative Assembly constituencies respectively.
The reach from Km.49.32 (Dairy circle) to 56.87 (connecting BM road - NH-75)
comes under Hassan city limits. This road intersects SH-102, Huliyar-Keralapura road at Km
75.63 and old BM road at Km.49.32 i.e near Dairy Circle. The SH-21, Halebeedu-
Anechakuru road intersects this SH-71 at Km.52.80 near Santhepete of Hassan City. The SH-
57 i.e. Bagalkote-Biligiriranganbetta road crosses Thanneruhalla, Hassan city at Km 54.40 of
Tiptur-Dudda-Hassan road.
The details of existing carriage way from Km.28.10 to 49.32 showing previous, present and
proposed improvements is given as follows.
Table 3.3

Length in
Sl Chainage in km Km Remarks
No From & To
Rigid pavement is done for 4.50m half

width by KRDCL (Abhijith Construction)
1 28.10 to 29.30 1.20
during 2009-10. The balance width of
4.50 m is proposed now under CRF.
Intermediate lane with flexible pavement

& carriage way is not in good condition
2 29.30 to 31.110 1.81
but not included for improvements due to
paucity of funds.
The present carriage way is intermediate

with flexible pavement & the carriage way
is not in traffic worthy condition. Now,
3 31.110 to 35.780 4.67
proposed for reconstruction with Rigid
Pavement of 9.00m carriage way width
under CRF.
Construction of rigid pavement for 4.5mtr
half width is under progress by SHDP
Phase-II. Now, the balance width of
4 35.780 to 35.974 0.194
4.5mtr carriage way is proposed for
reconstruction with Rigid Pavement
under CRF.

Dudda village limits Improvements are

being taken up under SHDP Phase-III for
5 35.974 to 36.274 0.30 4-Lane Rigid Pavement to a width of 4.50
mtr. The balance width is proposed under
CRF.
The 4 lane work is being done under

6 36.274 to 36.474 0.20
SHDP phase-III.
Improvements are being done under

SHDP Phase-III for 4.50m width. Now
6 36.474 to 44.178 7.704
remaining balance width of 4.50m is
proposed under CRF.
Presently, intermediate lane is flexible

pavement and the carriage way is not in
7
44.178 to 49.320 5.140 traffic worthy condition. The reach is not
considered for improvements due to
budget constraints.
The Government of India has accorded administrative approval and financial sanction in
th
their letter No RW /NH- 28014/ 1/2016/KNT /P-6/Zone-IV dated 5 February 2018 under
Central Road fund works for Rs.4500 Lakhs allocating Job No CRF-KNT-2017-18-2420..
3.9 Pavement Design

The pavement construction is essentially with macadam, commensurate with the technology
prevailing at that time. Macadam construction involves manually placed stone base bound
with stone fines using water spray water bound macadam (WBM), stopped by a poured /
sprayed bituminous seal. These are essentially rough roads by today’s standards. In due
course these roads were over laid with bituminous layers and also with concrete involving
widening to the various widths as and when situation demand.
The reach from km 28.10 to 45.80 of SH-71 under this project is said to have been damaged
due to the plying of heavily loaded trucks of different composition.
The design of rigid pavement is carried out based on IRC 58-2015, Guide lines for design of
plain jointed rigid pavements for highways and construction of cement concrete pavements is
as per IRC 15-2015.
 The design traffic is projected as per IRC 58-2015.
 Based on sample traffic survey, it is observed that commercial vehicles per day are
1662 CV’s/day is adopted in design.
 The sub grade CBR value varies from 4% to 12% in entire stretch. In order to have
homogeneity and uniformity, it is proposed to build sub grade having CBR more than
8%.
 It is also proposed to develop junctions and circles in city limits.
Inputs: Rigid Pavement
 Initial traffic in terms of commercial vehicles is considered for the pavement design.
 Traffic growth rate is considered as 7.5%
 Design life considered in this case is 30 years because of high intensity of traffic.
 Sub grade CBR is considered for design purpose.
 Grade of concrete to be used is M40
 Width of carriage way is two lane with paved shoulders (9.00mtrs)
 Spacing of construction joints is 4.5mtrs longitudinally.
 Design CBR is taken based on the result of laboratory tests carried out on the sub
grade soil sample collected from the project site shows that the soaked CBR value
for different cross roads varies from 4.00% to 12.00%.
 Thickness of PQC to be laid over DLC is worked out based on the above design
parameters.
 The design calculation to arrive the thickness of rigid pavement is done in design
part.

a) Base Year Traffic on the Project Road

Initial Traffic in terms of commercial per day is considered for the pavement design. No.
of commercial vehicles are derived based on the traffic volume count conducted on the
project road sections.
The Traffic Survey data considered is presented in Table 4.1. The Sample Survey was
conducted and summary of commercial vehicles per day for the project road is presented
which is utilized for pavement design.
Traffic
No of Commercial
No. Name of road section growth in
Vehicles
%
Traffic count for commercial vehicles at Km

1 1662 7.50
22.50 of SH-71.
Table 3.4
The traffic growth rate of 7.50 % is considered as per IRC: 58-2015 guidelines.
b) Design life
For the design of rigid pavement, the design life is defined in terms of the load repetitions that
can be occurred in design period and cumulative fatigue damage. The design life considered
for the project road is 30 Years.
c) Design CBR
The result of laboratory tests carried out on the sub grade samples collected from the project
stretch shows that the soaked CBR value for majority of the stretches is in between 4.00 % to
12.00%. The project road has been designed adopting CBR’s of 8% which is considered as in-
situ sub grade CBR.
d) Shoulders
The paved shoulders in CC M40 have been designed with 2.5% cross slope (width 1mtr) and
soft shoulder of 1.5mtr width with 4% slope to allow the surface drainage effectively to the
side drains.
e) Side Drains
The existing vent way of side drains have been checked for effective discharge of rainwater to
the nearby Culverts and adequate section for side drain is proposed.
f) Geometrics

The improvements to horizontal and vertical curves are not proposed due to non-availability
of land and considering the topography of the area. It is proposed to re construct the existing
road by way of providing required sub grade, embankment, GSB, DLC and PQC.
g) Design standards
The design of various components of the road project, list of IRC and IS codes specified are
generally followed. In case the above mentioned standards are silent on any item, the
following standards in order of reference are adopted.
 Bureau of Indian Standards (BIS)
 American Association of State Highway and Transport Officials (AASHTO)
 American Society of Testing Materials
 British Standards (BS)
Design standards relevant to the project road along with the broad list of design
parameters, relevant IRC codes/specifications have been detailed in table 4.2.
Table 3.5
SL.No Design parameters Reference code
1 Geometric design standards
 Carriageway Width

 Shoulders
 Footpath
As per IRC: 73-1980, IRC: 86-1983, IRC: 38-
 Median
1988 & IRC:SP: 23-1983
 Camber
 Super Elevation
 Horizontal Alignment
 Vertical Alignment.
2 Road Furniture
 Road Delineators As per IRC: 79-1981
 Road markings As per IRC: 35-1997
 Road sign As per IRC: 67-2012
3 As per IRC: 103-2012

Pedestrian Facilities
4 As per IRC: 64-1990

Road Capacity
5 As per IRC: 58-2015

Pavement Design
6 As per IRC: 81-1997

Overlay Design
7 Road Drainage As per IRC: 42-1994 & As per IRC: 50-1999

8 As per relevant IRC codes and MORT&H
Culverts and Bridges
specifications.
3.10 Road cross sections

The project road shall be newly constructed / developed to have a Two lane with paved
shoulders and 2.50 mtr width soft shoulders on either side.

Table 3.6
Road Features Specifications

Type of pavement Rigid
Carriageway Configuration Two lane with paved shoulders (7 + 2 X 1)
ROW (m)- Available Varying (25.00m to 50.00m)
Central Median (m) 1.2mtr width in Km Km.35.974 to 36.274.
Two lane + paved shoulder
Km.28.100 to Km.29.300
Km. 31.110to Km. 35.780
Main carriageway (m) Km. 35.780 to Km. 35.974
Km. 36.474to Km.44.178
Four lane – Km.35.974 to 36.274
Paved shoulder (m) 1.00mtr on both sides (Tied concrete shoulders)
Earthen shoulder (m) 2.5mtr on both sides
Longitudinal RCC Drain On both sides of 4lane.
Longitudinal Earthen Drain From km 28.10 to 44.178
Utility corridor/Bus bays Rural and Urban area
3.11 Design of rigid pavement

a) Selection of modulus of subgrade reaction
Effective CBR of computed subgrade =8%
Modulus of subgrade reaction = 50.3 MPa/m
Provide 200 mm thick granular sub base
Provide a DLC sub base of thickness 150 mm with a minimum 7 days compressive strength of 7 MPa
Effective modulus of subgrade reaction of foundation of subgrade + Granular sub base and DLC sub
= 285 MPa/m
Provide a debonding layer of polythene sheet of 125 micron thickness between DLC and concrete slab
b) Selection of flexural strength of concrete
28-days compressive strength of cement concrete ≥40 MPa minimum

90-days compressive strength of cement concrete ≥48 MPa
28-days flexural strength of cement concrete = 4.5 MPa (minimum)
90-days flexural strength of cement concrete = 4.5 *1.1 = 4.95 MPa
c) Selection of Design Traffic for fatigue Analysis

Design period = 30 years
Annual rate of growth of commercial traffic = 0.075 (assumed)
(Expressed in decimals)
Two way commercial traffic volume per day = 1662 CV/day
% of traffic in predominant direction = 50% = 831 CV/day
Total two way commercial vehicles during design
Period C = = 62725180 CVs
Average number of axles
(Steering/ Single/tandem/tridem) per commercial

Vehicle =2
Total 2 way axle load repetitions during the
Design period =62725180 x 2 = 125450360
Number of axles in predominant direction
125450360 x 0.5 = 62725180
Design traffic after adjusting for lateral placement of
Axles (25% of predominant direction traffic for multi
Lane highways) =0.25 x 62725180 = 15681295
Night time (12 hours) design axle repetitions
= (42% traffic during night time)
= 0.42 x 15681295 = 6586144
Day time (12 hours) design axle repetition
= 15681295*(1-0.42) = 9095151

Improvements of existing concrete road for SHDP Tiptur-Dudda-Hassan Road (SH-71) from
Ch.
Day time six hour axle load repetition
= 9095151/2 = 4547576
Hence design number of axle load repetition for
Bottom –up cracking analysis = 4547576
Night time six hour axle load repetition = 6586144/2 = 3293072
% of commercial vehicles having the space between the
Front (steering) axle and the first axle of the rear axle unit
Less than 4.50 m = 35%
Hence, the six hour night time design axle load repetition
For Top down cracking –analysis (wheel base <4.5 m)
=3293072*0.35 = 1152575
Proportion of axle Category wise Axel Category wise Axel

Axle category Category Repetition for Bottom Repetition for Top
up Down
Cracking Analysis Cracking Analysis
Front (steering) single 0.5 2273788 576288
Rear single 0.41 1864506 472556
Tandem 0.09 409282 103732
Tridem 0 0 0
Table 3.7
d) Cumulative fatigue damage analysis for bottom up cracking and top down
cracking and selection of slab thickness:
Effective modulus of subgrade reaction of foundation, k = 285 MPa/m
Elastic modulus of concrete, E = 30000 MPa

Ch.
Poisson’s ratio of concrete, µ =0.15
Unit weight of concrete, y = 24
Design flexural strength of concrete = 4.95 MPa
Max. day temperature differential in slab (BUC) = 21 0C
Night time temperature differential in slab(TDC)= day – time diff/2+5 = 15.5 C
Pavement option – concrete pavement with no concrete shoulder with dowel bars across
transverse joints
Trial thickness of slab, h = 0.28 m

Radius of relative stiffness, l =E /((1-µ2)) = 0.66621 m
Design of Dowel Bars

Input data considered for dowel bar design
Slab thickness, h= 280 mm

Joint width, z = 20 mm(expansion joint)
5 mm(for contraction joint)
Modulus of subgrade reaction, k= 50.3 MPa/m
Radius of relative stiffness, l= 666.213 mm
E for dowel bar = 200000MPa/m
Modulus of dowel support, kmds= 415000 MPa/m
Maximum single axle load = 120 kN
Maximum single wheel load = 120/2
(considering duel wheel as single wheel for a
Safe design) 60 kN
Assume load transfer of 30% at the terminal stage to the tied concrete shoulder. if no concrete
shoulders are provided, no load transfer to the shoulders may be assumed.
Wheel load for dowel bar design = 60*1= 60 kN
Safety of the dowel bbar is examined for a wheel

Ch.
load of 60 kN
Assume the percentage of the load transfer through dowel bar as 50% for 100% joint
efficiency .
The load to be transferred = 30 kN

Permissible bearing stress in concrete is calculated as :-Fb = (101.6-bd)fck/95.25
Where
fck = characteristics compressive = 40 MPa for M40 grade
bd = diameter of the dowel bar = 36 mm (assumed)
Fb = (101.6-bd)fck /95.25 = 27.55 MPa
Spacing between the dowel bars = 300 mm
First dowel bar is placed at a distance of 150mm from
the pavement edge
assumed length of dowel bar = 450 mm
Dowel bars up to a distance of 1.0* radius of relative stiffness(l),from the point of load
application are effective in load transfer
Number of dowel bars participating in load transfer when the wheel load is just over the
dowel bar close to the edge of the slab
1+l/spacing = 1+666.213/300 3.22 dowels
There is practically little joint opening at transverse and contraction joints. 20mm joint width
is assumed for the expansion joint near a structure therefore the dowel bar specifications
recommended in table 6 will always be safe for contraction joints. So provide 3.6 cm diameter
and 45 cm length dowel bars at 30 cm c/c.

Ch.
Design of tie bars

Input data
Slab thickness 0.28 m
Lane width, b 4.5m
Coefficient of friction, f 1.5
3
Density of concrete, KN/m 24
Allowable tensile stress in plain bars, MPa
(as per IRC:15-2011) 125
Allowable tensile stress in deformed bars, MPa
(as per IRC:15-2011) 200
Allowable bond stress for plain tie bars, MPa 1.75
Allowable bond stress for deformed tie bars, MPa 2.46
Design for plain bars
Select diameter of tie bar,dt 12
Area of plain steel bar required per meter width of bfw/sst
Joint to resist the frictional force at slab bottom, As 4.5*1.5*0.33*24000/125
2
427.74 mm /m
2 2
Cross sectional area of the tie bar, A=12 *∏/4 113 mm
Perimeter of the tie bar, Pptb=∏d 37.7 mm
Spacing of the tie bars, A/As 1000*(113/427.74)
264.17 mm
Provide a spacing of 260 mm c/c
Length of tie bar,L=2* Sst*A/B**Pptb2*125*113/(1.75*37.7)

428.2 mm
Increase length by 100 mm for loss of bond due to painting and another 50 mm for
tolerance in placement.
Therefore, the required length of the tie bar = 428+100+50

578 mm
Say 580 mm
Design of deformed bars
Select diameter of tie bar, dt 12 mm

Ch.
Area of plain steel bar required per meter width of bfw/sst

Joint to resist the frictional force at slab bottom,
2
As4.5*1.5*0.33*24000/200 267.3 mm /m
2 2
Cross sectional area of the tie bar, A=12 *∏/4 113 mm
Perimeter of the tie bar, Pptb=∏d 37.7 mm
Spacing of the tie bars, A/As 1000*(113/267.3)
422.74 mm
Provide a spacing of 420 mm c/c
Length of tie bar,L=2* Sst*A/B**Pptb2*200*113/(2.46*37.7)
487.4 mm
Increase length by 100 mm for loss of bond due to painting and another 50 mm for
tolerance in placement.
Therefore, the required length of the tie bar = 487.4+100+50

637.4 mm
Provide 1.2 cm diameter and 58 cm length plain tie bars at 26 cm c/c.
Or provide 1.2 cm diameter and 64 cm length deformed tie bars at 420 cm c/c.

Ch.
Fig 3.3 Typical cross section of rigid pavement @ km 28.40

Ch.
Fig 3.4 Photos representing existing pavement inventory.

Ch.
CHAPTER 4
OUTCOMES
4.0 GENERAL:
Internship is a phase of learning practical things with accordance to the academics, it is the
opportunity to notice how the things learnt as a part of academics are really existed/ executed
in real site conditions. I have learnt many things during the internship. Which I can say they
are specific outcomes.
The company has provided an opportunity to learn the things in the other fields, such as:
 Site supervision: it includes site clearance, excavation, soil filing
compaction, quality control tests of compacted soil.
 Equipment management, departmental discussions going on the site etc.
4.1 WORKING EXPERIENCE:

Being an intern at the BSR Infratech was a very memorable and rewarding experience. I
joined internship in July 2019 and for 6 weeks I felt as if I was part of a tight knit family.
Though I worked with quality control department, there was any one in the site who was
willing to help me when i needed it.
Throughout those six weeks I gained valuable experience that I can now proudly speak about
to future employers. I was able to improve my time management skills and I have a better
overall appreciation of team work. All in all, the atmosphere at the BSR office is simply
uplifting and fun and I enjoyed working with such a great and impressive team. My internship
experience at BSR Infratech will forever resonate in my heart.
In this field, the real learning happens when the students can learn on the job, and internships
are an ideal way to accomplish this goal. Civil engineering internships ensure that interns get
to learn the basics by doing under assistance of senior engineers on real projects. Practical
experience gained during internship can be as important as grades in engineering courses.
4.2 SPECIFIC OUTCOMES:

There are several things that internship has taught me, these outcomes are helpful to future
and they are adoptable in nature to me. The specific outcomes during internship are as
follows:
1. Development of practical skill:

Ch.
As a student I was having the theoretical knowledge about the things, but practical
skills were yet to develop, during internship I got an opportunity to develop the
practical skills which was quite different from theoretical knowledge. Such as
laboratory tests, construction methodologies.
2. Up grading of the theoretical knowledge:

I used many books on highway technology and soil, IRC codes and MORT&H. In these
manuals I got information about the various topics like material quality specification, method
test, method of construction specification, structural analysis, traffic design specification. So I
got a theoretical knowledge. As a result, I got the following theoretical knowledge.
 I got a good understanding of the properties of materials and different

materials that are used for each construction.
 Better understanding about the quality of material has a significant effect
on the road construction.
3. Interpersonal communication skill:
Construction is a team work. It needs communication of the team members. The contractor
and consultant streams communicate each other in order to run their activities effectively.
But, the project will not attain the required standard if there is no communication within the
team and the project is not completed within the specified time. So I understood that
interpersonal communication is very necessary to run the project work effectively. I have
learned the following points from the interpersonal communication.
 Good communication skill increases coordination between the person to
person, team to team (ex, between panel casting team and panel erection
team) and finally between department and contractor.
 Every person was carrying out his responsibility effectively because of
good communication skills
 Initially there was a fear in me to communicate with the senior engineers,
late I got rectified my weakness. I have begun communicating with each
person who works in the project.
 When any problem is occurred, the problem gets its solution through
communication. Generally, I have learned that interpersonal communication
plays a great role to run any activity with the desired manner.

Ch.
4. Improving team work skill:

In the internship program, I developed team work skill with the laboratory tests, and observed
the team work skills in panel erection & alignment, earth work and reinforced soil layers
construction. I was working as a member of the team. So, I understand the role of team
working.
In the laboratory, the laboratory supervisor makes supervision whether the tests are done
correctly or not. The laboratory technician performs each test.
The assistance supervisor, assistance laboratory and technician record result of each test. The
labour prepares samples to be tested. This coordination makes the laboratory test to be done
correctly.
5. Gain of leadership skill:
I gained sufficient leader ship skill in the internship program. Each task of road construction
needs a leader. I learned here that how to lead one task. I understood that how to solve
disputes which are occurred on work.
6. Learning of work ethics:
I have learned what work ethics is and how it is applied in the internship program. Work
ethics is very essential to run every work effectively. I learned the following work ethics
which every employee should gain:
a) Punctuality
b) Reliability
c) Accountability
d) Loyalty and
e) Responsibility
7. Introducing with the professions:

I was introduced with a people who have different profession. I got an important experience
from these people. Introducing with these people also creates good job opportunity after
graduation. I also gained a crucial advice from them.
4.3 TECHNICAL OUTCOME:
Internship for a period of 6 weeks has been completed by me at the organization, PWD-
BSR Infratech . Following are technical outcomes of my training experience:

Ch.
a) Understanding the technical drawings, it was the first experience for me to read and
understanding the drawings such as levels, bench marks, marking provided by the
department.
b) Understanding the significance of the guidelines to be followed for approach design

as per the recommendations provided in the MORTH specifications.
c) I have understood the importance of the quality of material in road construction. If we
cut in the quality then later it can affect the whole project.
d) Quality control tests on aggregate such as gradation check and concrete test are done
in the laboratory. Field density check, thickness test is done at the site. I performed
these tests with the technicians.

Ch.
CONCLUSION:
a) Construction industry is very important industry for the developing countries like
India. Road construction projects are combination and coordination of several
aspects like technical, financial, political, social and economic factors.
b) My current internship project Construction of approaches to the Railway over
Bridge (R.O.B) is the typical project Improvements and concrete Road for
Tiptur-Dudda –Hassan Road (SH-71) from Ch. 44.17 to 56.87Km in Hassan
District, Karnataka State where one can expose to all types of works such as
excavation, filling of soil, pavement construction layers such as subgrade, GSB,
WMM, BM, BC, crash barriers, road markings and sign boards.
c) The cost incurred by the department is high and the initial cost invested by the
contractor is also high.
d) I have gained the knowledge in the properties of the concrete materials, their
quality control tests, tabulation in the prescribed formats by performing the tasks.
e) The material source and their initial test is very important to justify that the
material is suitable to use and also for departmental approval. At every change in
source of material, once again material approval is needed.
f) I have learnt how the quality assurance and quality control wing of KPWD works
during the internship period.
g) The construction work in the city limit is very tedious, the problem such as traffic,
diversion, Underground drainage, water supply lines, electric poles, underground
cables, space constraints are quite common and it has to be faced in any condition.
h) I have also exposed to the usage, working of different equipments and their
necessity in the construction industry.
i) I have learned the work flow of construction industry. In addition I learned work
ethics, leadership skills and coordination between teams.
Finally I thank the BSR Infratech for giving me an opportunity to take part an intern and
complete my Internship.
REFRENCES:

Ch.
1. Ministry of Road Transport & Highway specification for roads (MoRTH),

th
“Specifications For Road And Bridge Work”, 5 revision-2013.
2. IRC: 58-2015

Improvements of existing concrete road for SHDP Tiptur-
Dudda- Hassan Road (SH-71) from Ch. 28.10 to 45.80Km in
District, Karnataka
DEPT OF Highway Technology CPGS, Regional Office Kalaburagi 585104 Page 1

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Improvements of existing concrete road for SHDP Tiptur-Dudda-Hassan Road (SH-71) from Ch.

28.10 to 45.80Km in Hassan District, Karnataka

Figure: 1.0 Logo of the company

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page 1

1.1 HISTORY OF THE COMPANY:

1.2 OBJECTIVE OF THE COMPANY:

1.3 ANNUAL TURNOUVER OF THE COMPANY:

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page 2

Sl.no Name of the work Department Value of work in

Table: 1.1 Major Completed Projects by the Company

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page 3

1.7 CLIENTS OF BSR INFRATECH:

Figure: 1.5 Logos of clients of BSR Infratech

1.8 PROFFESINAL TEAM FOR ONGOING PROJECT:

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page 4

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page 5

ABOUT THE DEPARTMENT

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page 6

Figure 2.1 (a): Organization structure

Figure: 2.1 (b) Organization Structure

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page 7

2.2 BRANCHES OF PWD:

Public works department has divided into the following wings:

2.3 SPECIFIC FUNCTIONS PERFORMED BY THE PWD:

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page 8

2.4 ROLE AND RESPONSIBILITIES OF INDIVIDUALS:

2.4.1 Role and responsibilities of chief engineer:

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page 9

2.4.2 Roles and responsibilities of superintending engineer:

Superintending engineer is responsible for overall administration, staff supervision (i.e.

2.4.3 Roles and responsibilities of executive engineer:

2.4.4 Roles and responsibilities of assistant executive engineer:

2.4.5 Roles and responsibilities of assistant engineer:

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page

2.4.6 ROLES & RESPONSIBILITIES OF CONSTRUCTION SITE ENGINEER:

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page

3.1 OBJECTIVE OF THE PROJECT:

3.2 PROJECT LOCATION:

Fig 3.1 Project location

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page

Fig 3.2 BSR camp

3.3 GEOGRAPHY AND TOPOGRAPHIC SURVEY

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page

Trial pit CBR value

3.5 PAVEMENT CONDITION SURVEY

3.6 ONGOING /PROPOSED DEVELOPMENTAL WORK

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page

3.7 TRAFFIC SURVEY AND ANALYSIS

Average daily traffic.

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page

3.8 DETAILS OF THE PROJECT

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page

Rigid pavement is done for 4.50m half

Intermediate lane with flexible pavement

The present carriage way is intermediate

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page

Dudda village limits Improvements are

The 4 lane work is being done under

Improvements are being done under

Presently, intermediate lane is flexible

3.9 Pavement Design

DEPARTMENT OF HIGHWAY TECHNOLOGY, VTU PG CENTER Page

Length of tie bar,L=2* Sst*A/B**Pptb2125113/(1.75*37.7)