1. INTRODUCTION

PCEPL AT A GLANCE

The Indian Roadways play a crucial role in connecting the different parts of India. Over

the years after independence there has been an extensive development of the network of

roads across the length and breadth of India. Road network of India is the largest road

networks (3.314 million kilometers) in the world. India's road network consists of

national highways, state highways, district roads and village roads. National Highways

are found all over the country.

National highways connect States, state’s capitals, big cities and ports. National

highways carry approximately 40 % of the total traffic but they are only 2 % of the

entire road network to overcome this situation NHAI (National Highways Authority of

India) decided to extend it . For that purpose NHAI (Clint) gave contract to complete

this project to PCEPL.

The project is Six laning of Gurgaon –Kotputli – Jaipur section of NH – 8 from KM

42.7 to km 273 (Length KM 225.6) in the state of Haryana and Rajasthan to be

executed as BOT (toll) on DBFO pattern under NHDP Phase – V. NH 8 connects the

Indian capital city of New Delhi with the Indian Financial capital city of Mumbai. The

highway passes through the State capitals of Gandhinagarand Jaipur, as well as

important cities like Gurgaon, Ahmedabad, Surat and Vadodara. The total Length is

1,375 km (854 mi)

Pink City Expressway Pvt. Ltd. (PCEPL) is a Special Purpose Vehicle Company

incorporated by M/s Emirates Trading Agency LLC (ETA) and M/s KMC

Constructions Ltd. (KMC). the main purpose of this venture is to “Undertake, promote,

develop, finance, design, establish, engineer, procure, erect, construct, equip, operate,

maintain, repair and upgrade the existing four-Lane Highway into Six Lane Highway.”

The Concessionaire has divided the work of entire project in 6 Packages and has

appointed the agencies accordingly. Mobilization work of these agencies is still under

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progress. Further the Concessionaire has appointed 3 Project Management Consultants

(PMC) to supervise the projects and check the quality & safety aspect. This industrial

training is mainly focus on Package No.3 which is from Jaysinghpur to Behror.

Figure 1.1 Shows various Highways in INDIA

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2. CROSS-SECTION OF HIGHWAY (EXPRESSWAY)

For different project Cross-section of Road is also different. Cross- section of Highway,

gives us basics idea about every thing in this training. So there is some cross-section

used in NH-8.

1. Typical Cross- Section for Rural/ Semi-Urban Area with New Service Road

(Type- I)

Figure 2.1 Cross- Section of Road for Rural/ Semi-Urban Area

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2. Typical Cross- Section for Urban Area with New Service Road (Type- II)

(Left Hand Side – Half )

Figure 2.2 Cross- Section of Road for Urban Area

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3. Typical Cross-section of 6-Lane Road in Urban Area at Fly-over :

Figure 2.3 Cross-section of 6-Lane Road in Urban Area at Fly-over

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DEFINITIONS

Alignment – The position or the layout of the center line of the highway on the

ground.

Main Carriage way– one of the two sides of a motorway where traffic travels

in one direction only usually in two or three lanes

Median – a narrow area of land that separates the two sides of a big road in

order to keep traffic travelling in different directions apart

Cross Slope or Camber – Slope provided to the Road surface in the transverse

direction to drain off the rain water from the road surface. For NH-8 it is 2.5%

for Road.

Kerb – Indicates the boundary the pavement and shoulder.

Control Line –  in the case of a limited access highway or a part thereof, or a

freeway or a part thereof, in respect of which the traffic board has not

specifically established control lines, a line that is parallel to the center line of

the limited access highway or freeway 125 feet distant from the edge of the

right-of-way thereof;

Centre line- means the center of a roadway as defined in The Highway Traffic

Act measured from the kerbs or, in the absence of kerbs, from the edges of the

roadway.

Shoulders – Are provided along the road to serve as an emergency lane for

vehicle compelled to be taken out of the pavement or roadway

Utility Corridor – An area used for Various purpose such as Telephone wire

Crash Barrier- A crash barrier is a piece of traffic safety equipment which is

designed to keep cars on the road and in the appropriate lane of traffic.

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3. CLEARING AND GRUBBING

EXCAVATION FOR ROADWAY AND DRAINS

This work shall consist of cutting, removing and disposing of all materials such as trees,

bushes, shrubs, stumps, roots, grass, weeds, top organic soil not exceeding 150 mm in

thickness, rubbish etc., which in the opinion of the Engineer are unsuitable for

incorporation in the works, from the area of road land containing and embankment,

drains, cross-drainage structures and such other areas as may be specified on the

drawings or by the Engineer. It shall include necessary excavation, back-filling of pits

resulting from uprooting of trees and stumps to require compaction, handling,

salvaging, and disposal of cleared.

Figure 3.1 Shows a crane removing Soil to construct Road

EXCAVATION work shall be performed in accordance with the specifications and in

conformance with the lines, grades, thicknesses and typical cross sections shown on the

plans, or established by the engineer.

BORROW will consist of approved material required for the construction of

embankment or for other portions of the work, and shall be obtained either from borrow

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areas shown on the plans, from areas designated by the engineer, or from other

approved sources. Cut or Fill is done in Borrow area, as per shown Figure 3.2

Figure 3.2 Cut or Fill is done in Borrow area

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4. CONSTRUCTION OF PAVEMENT

Based on the structural behavior pavements are generally classified into two categories:

a.) Flexible pavements

b.) Rigid pavement

Figure 4.1 Behavior of Pavements under load

A.) Flexible Pavement are those, which on the whole have low or negligible flexural

strength (.7√fck) and are rather flexible in their structural action under the loads (as

shown in fig.10).

This pavement layer transmit the verticle or compressive stresses to the lower layer by

grain to grain transfer throught the points of contact in the granular structure. A well

copacted granular structure consisting of strong graded aggregate can transfer the

compressive stresstes throught a wider area and thus forms a good flexible pavement

layer.

B.) Rigid Pavements structure deflects very little under loading due to the high

modulus of elasticity of their surface course. A rigid pavement structure is typically

composed of a PCC surface course built on top of either the subgrade or an underlying

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base course. Because of its relative rigidity, the pavement structure distributes loads

over a wide area with only one, or at most two, structural layers (see Figure 4.1).

These type of pavement used only when in small region heavy traffic took place. It is

not economical for Developing country as India .

Figure 4.2 Showing Comparison of layer between Flexible and Rigid Pavement

In High way construction, we mainly discuss only flexible pavement. For NH-8, there

is mainly two catteries’ Road is:-

I. For Main Carriage way II. For Service Road

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Figure 4.3 Shows Various Layers of Road (Carriage way vs Service road )

Process of construction of Pavement:-

1. Initial Leveling of Area is obtained with the help of Auto level instrument.

Cutting or Embankment soil is prepared as per above given cross-section, then

we provide layer of SG, GSB, WMM, DBM and BC.

2. As per IRC, For SG (Sub Graded Layer) CBR value should be more than 10%.

In Rajasthan for all including Embankment soil have min. CBR value 12%, so

there is no difference in SG and embankment soil. It always provided at 200 mm

and then proper Compaction should be done.

3. After Completing SG layer (500mm thick), We provide GSB Layer (Granular

Sub Base) of 200 mm in two stage each of 100 mm with help of Girder and

compaction should be done properly with help of Roller.

4. After GSB layer, we provide WMM (Wet Mix Macadam) Layer of 250 mm

(125 + 125).

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5. We make a prime coating for a good creping for DBM.

6. Then we make a DBM layer as per designing 130 mm (80mm + 50mm) or 50

mm with the help of MULTIFUNCTIONAL ASFALT COCRECT PAVER.

7. After DBM layer Next day first we spray Bitumen/ Asphalt to make a good

crippling.

8. Then we again use and construct BC (Bitumen Concrete) Layer of 50 or 40 mm

with a smooth finishing.

9. Preparing of each layer we have to very much aware for leveling. For that

purpose Auto Level Instrument is extensively used.

Note: - BC and DBM initial temperature is 165 ℃c and before 110 ℃temperatures

compaction should be complete.

Figure 4.4 Shows Grader- Equipment used in Highway

Construction for Compact to Soil (SG)

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Figure 4.5 Shows GSB Layer

Figure 4.6 Shows Prime Coating

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Figure 4.7 Shows MFAC Paver (Back-side)

Figure 4.8 Shows A Thin Layer of Bitumen on DBM

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Figure 4.9 Shows MFAC Paver (Front-side)

Compactor:-

I) Road Roller

II) Pneumatic Tyred Roller (PTR)

Road Roller is a roller of 3 –wheeled Diesel Road Roller, Capacity 8/10 tones,

generally conforming to IS: 5502 of 1988. It is widely used in Road construction.

Pneumatic Tyred Roller  is a roller of 8 or 10 Tyre roller, works on concept of air

compactions. Which produce up to 24 tone load for surface dressing; motorway and

airfield construction and maintenance; special surfacing materials; proof rolling; lime

and cement stabilized soils. The compaction and kneading effect of the pneumatic tires

produces excellent surfacing.

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Figure 4.10 Shows Simple Road Roller

Figure 4.11 Shows Pneumatic Tyred Roller

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5. WMM PLANT

In continuing the tradition of providing automation excellence in road construction

machinery, PCEPL has designed & engineered their Wet Mix Macadam Plant for

achieving homogenous mix material to prepare base and sub base in road construction

projects.

1. Four Bin Aggregate Feeders

The aggregate feeder consists of four bins. It has self-relieving bin wall with

proper slope to ensure constant discharge of aggregate without bridge formation.

Each hopper is equipped with an adjustable opening door that determines the

discharge quantity for the materials at outlet as a function of specific weight of

materials. The material is drawn out from each bin by means of auxiliary

conveyor to gathering belt. Suitable continuous electronic weighing system with

load cell is mounted for weighing the aggregates and synchronizes the total

plant operations.

2. Pugmill

The mixing takes place in this unit. The unit compromise of twin shaft counter

rotating type mixer for continuous and homogenous mixing of aggregates and

additives. Extra heavy duty anti friction bearings is provided for smooth

functioning of the system. A wear resistant alloy steel Ni-hard replaceable and

adjustable tip for paddle arms are provided for lower maintenance costs.

3. Storage Hopper

This mixer unit comes with replaceable corrosion and abrasion resistant steel

liner plates for longer life and easy maintenance. Hydraulically operated surge

hopper is provided for discharge of mix materials into trucks without spillage of

materials.

4. Control Room

From here everything is controlled. This is completely computerize control

room.

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Figure 5.1 Shows Aggregate Feeder

Figure 5.2 Shows Pug-mill and Storage Hopper

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6. LEVELING

Leveling is an important thing in any civil Engineering Construction, For any big

project, Survey have to be carried out at a big level as MSL after that Project designing

have to be done by Design expert. So during the Running project Leveling is base idea.

At site civil Engineers do this with help of Auto leveling staff.

An Auto Level machine is the equipment used for all surveying and engineering level

applications. They are suitable for obtaining accurate levels during surveys even if the

ground is not leveled. For this, an automatic level comes complete with an internal

compensator mechanism which is a swinging prism. When this mechanism is set close

to level, it automatically removes any remaining variation from level. This reduces the

requirement to set the instrument truly level even when its is a dumpy or tilting. It is,

therefore, a self-leveling instruments designed by auto level manufacturers for

accuracy, ease of operation and rugged dependability.

The spirit level is widely used in Road / Bridge construction which help us to

determine straight or plumb lines. These are also called bubble levels because the goal

when you line one up in a horizontal fashion is that you want the bubble in a small

amount of liquid in the center of the level to be in the center, between two lines. This

will let us know with a good deal of accuracy whether your line is straight. There are

also spirit level types for measuring level vertical lines, which may operate by

somewhat different standards

Figure 6.1 Shows Auto Level And Spirit Level Instrument

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7. DRAINAGE SYSTEM

Highway drainage is the process of removing and controlling excess surface and sub-

soil water within the right of way. Removing and diversion of surface Water from

roadway and adjoining land is termed as surface drainage and Diversion and removing

of excess soil-water from the sub grade is termed as sub-surface drainage. Highway

drainage is important because of many reason one of them is excess moisture in soil sub

grade causes considerable lowering of its stability.

Highway level of Ground water table should be kept well below the level of sub grade,

preferably by at least 1.2m.

Surface water is to be collected and then disposed-off. The water 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. Cross drainage and culvert is necessary for the

disposal of surface water. In this project Surface drainage is provided both side of

service road because camber is from outer to median side. In Super elevated region

(Super-elevation is from 0 to 7%), they provided drainage via median to lower level of

drainage line (as per slope).

Sub- Surface Drainage - Water is also present in pavement materials in the form of

free water, capillary water, bound moisture Water-vapor. Free water is the form of most

concern to the designer because it can decrease the strength of the pavement and is the

only form of water that can be significantly removed by gravity drainage. The free

water can be removed by draining vertically through the subgrade or laterally through

drainage layer for that purpose In project engineers provide GSB and WMM layer

below DBM. And in Rajasthan, generally we don’t face GW table problem so no need

to provide transverse drains.

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Figure 7.1 Shows Various Type of Drain used in Highway construction

Figure 7.2 Shows Pre-Casted Drain

Figure 7.3 Shows Installed Drainage System

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Figure 7.4 Shows Drainage Function At Super-elevation Zone (e=0-7 %)

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8. RETAINING WALL CONSTRUCTION IN HIGHWAY

A retaining wall is a structure designed and constructed to hold on the lateral pressure

of soil when there is a desired change in ground elevation that exceeds the angle of

repose of the soil. The active pressure increases on the retaining wall proportionately

from zero at the upper grade level to a maximum value at the lowest depth of the wall.

Modern time we are using RE wall construction. Reinforced Earth is a composite

material formed by cohesion less soil and flexible metal reinforcing strips. The earth

and the reinforcement are combined through friction. The result is a monolithic mass

that acts cohesively, supporting its own weight and applied loads. The visible part of

the structure is structurally the least significant. The facing skin can be in precast

concrete (with anyone of a number of architectural finishes), semi-elliptical steel

sections, treated timber or even wire mesh. Construction of a Reinforced Earth wall is

straight forward and simple.

Why we have to use only RE wall constructions?

1. High load-carrying capacity- Reinforced Earth wall is capable of supporting large

loading, and is most suitable for use in bridge abutment construction. In abutment

where the bridge loading are structurally supported on piles, reinforced Earth wall

and embankments are used as a working platform to support the loading and dead

loads during the casting of the cross beams or bank seat

2. Structural flexibility-The modular nature of Reinforced Earth wall and the

reinforced granular backfill allows for significant differential movement along the

wall. Its flexible mass produces uniform bearing pressure at the base, resulting in

lower design bearing pressure, hence requiring lesser foundation treatment at the

base.

3. Fast-track construction - In the construction of highways, the construction time is

directly related to the cost of construction. Speedy construction helps to cut down

machinery costs and overheads

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4. Minimum working area - Highways interchanges are mostly required in

developed areas, where working area is limited. Reinforced Earth is constructed

from the rear side, and requires very little working area in front of the wall. This

minimizes traffic disruption, and allows for uninterrupted construction

5. Long-term durability -Reinforced Earth walls can be designed up-to 100 years

design life. Highway operators are often required to take responsibility for the

highway for the duration of their operation, which sometimes exceeds 30 years.

6. Cost effectiveness - construction technique simplifies control and management, and

helps to minimize wastage and pilferage on site.

7. Aesthetic appearance- Precast Reinforced Earth panels can be easily modified to

allow for specific architectural finishes. Combinations of geometrical shapes (such

as ribbed, embossed, logo) and concrete textures (such as plain, rock finishes)

provide for infinite possibilities in the finished product.

Process of construction of RE wall:

1. Initially for foundation, construct a PCC wall of 100 mm.

2. Now placed RE panel on it as per specified drawing (In this project, panels

were 10 type on site eg. A,B ….).

3. Panel should be placed on 1/40 slope inclined inside (Initial they give up to

1/70mm slope by experience After the back-filling and compaction process

it come as required).

4. Panels should not be allowed more than 20mm spacing. And between

boundaries of each panel, Geo-textile is provided.

5. Between two vertical panels, bearing plate is used to avoid any crushing.

6. In side of panel back-filling should be done. Soil should have frictional

constant (ø≥30◦) as per design. Compaction should be done at each layer of

200mm.

7. Panel should be tide by using Geo-grid with help of HDPE (High Density

Polyethylene)

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8. Initially Geo-grid should be provided at 400mm vertically and then 750mm

up-to top level. Top Geo-grid may have less spacing as per design.

9. Filter media is provided at service road level.

10. In Filter media, we use dust, 10mm, 20mm, 40mm aggregate and should

have 600mm width in horizon.

11. Back-filled soil should be compacted with Roller at each 200mm thick but

near to RE panel (1.5m) roller is not allowed. So we use vibrates compaction

method to compact it.

12. Completely RE wall is designed as per drawing.

Figure 8.1 Shows Geo-Grid and Panel used in RE Construction

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Figure 8.2 Filter Media with Geo-Textile

Figure 8.3 Shows a Side view of RE Walls

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9. SUPER-STRECTURE AND SUBSTRUCTURE

Super-structure and Substructure pays important role in High-Way Construction.

Super-structure is generally Bridge, Flyover etc.

Figure 9.1 Shows Super and Sub Structure in a High-Way

DEFINITIONS

Pier: Any detached mass of masonry, whether insulated or supporting one side of an

arch or lintel, as of a bridge is known as Pier.

Abutment: The pier of the shore and which by its strength and stability resists the

thrust of an arch is called Abutment.

Sand Jack: Sand Jack is a special type of jack, in which Sand (1.6mm passing

and .07mm retained) is filled at a 100 ton compression load. A hole is provided; in

which water is injected added sand will come out at the time of removing it.

Approach Slab: Bridge approaches typically experience two types of settlement,

global and local. Global settlement consists of a consolidation of the underlying

natural foundation soils, and is evidence of possible long-term differential settlement

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between the bridge structure and the bridge embankment. Local settlement consists of

compression of fill materials directly beneath the approach pavement, and is evidence

of possible embankment consolidation within the upper 10 to 20 feet of the bridge

embankment. It is the combination of global and local settlements adjacent to the

bridge end piers that forms the characteristic “bump” in the pavement at the bridge

ends. The purpose of the bridge approach slab is to significantly reduce local

settlement and to accommodate global settlement by providing a gradual transition

between the roadway and the bridge deck.

Expansion Joint: It is a joint that allows for expansion and contraction during

temperature changes.

Load Transfer should go into ground. This can be synchronizing by chart given below.

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Main Steps of construction of fly over are:-

1. Foundation: Initially for any construction Foundation is prepared.

Generally strip type footing is provided (for 21m span).For 31m span

pile footing (of 20m depth) is provided. As per drawing.

2. Footing cap is made with the help of bars, which are used in foundation.

3. Column part of Pier is constructed by using RCC, as per drawing.

4. Pier cap is also provided, as per drawing.

5. Temporarily Bearing: - On each Pier for Girder erosion, temporarily

bearing is provided. For this Purpose Sand Jack is used.

6. On which Grade Separator is placed using High load capacity Crain (100

tone), because PSC Girder have 65 tone Dead Load itself.

7. After this process, a cross-girder has to fabricate on site. So that Load

can be transfer to the Bearing Plate which is on pedestal.

8. Curing has to be done at least 14 days or more with water and by

Membrane.

9. After this process Deck Slab (200 mm) and 50mm Wearing Course has

to be fabricate.

10. During all process 2.5% Curb should maintain as per design.

Figure 9.2 Shows various component of Pier

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Figure 9.3 Reinforcement in Pier or Abutment

Figure 9.4 Girder Erection at BEHROR Flyover

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10. PRE-CASTING YARD

Now a day, for any civil engineering in small time and small place construction should

be done, for that pre-casting should be done. For that a casting Yard in KOTPUTLI

(Jaipur)) is stabilized. Where all type of Pre- Casting is done Such as Construction of

Drainage and its cover, RE Panel, PUP (Public under pass), Girder of 21 and 31 miters.

Public under pass (PUP) is underground tunnel. In this project PCEPL is using

Pre-casted PUP.

Girder is a support beam used in construction. Girders often have an I-beam

cross section for strength, but may also have a box shape, Z shape or other

forms. Girder is the term used to denote the main horizontal support of a

structure which supports smaller beams. In this project Pre-stresses Pre-tensile

Girder of 31 m is used.

A concrete batch plant: Concrete batch plant is a device that combines various

ingredients to form concrete. Some of these inputs include sand, water,

aggregate (rocks, gravel, etc.), fly as, potash, and cement. There are two types of

concrete plants: ready mix plants and central mix plants. A concrete plant can

have a variety of parts and accessories, including but not limited to: mixers,

cement batchers, aggregate batchers, conveyors, radial stackers, aggregate bins,

cement bins, heaters, chillers, cement silos, batch plant controls, and dust

collectors (to minimize environmental pollution).

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Figure 10.1 Constructed Girder in PRE-CASTING YARD

Figure 10.2 Constructed PUP in Pre-Casting Yard

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11. SAFETY IN HIGHWAY PROJECT

Safety is one of the essential parameter to which one should give utmost importance.

Hence one should really know the hazardous incorporated in each activity and its

preventive measures to save precious human life. Civil Engineering is a subject in

which potential subjects like Scaffolding, Piling, etc. coming. One Civil Engineer

should be very careful while executing such jobs. For this purpose we use certain

things:

1. Reflective Jacket:-These reflect in the dark and are

available in red, yellow and green colors. These jackets

have stripes that emit radium to make them reflective

especially in the dark. These reflective clothes are easily

visible and are worn by traffic guards.

2. Traffic Safety Cones: - The Traffic Cones are high

visibility at night. These are known for

their impact strength and flexibility and

are perfect for cordoning – of and come

with warning chains for barricading. Due

to their special black rubber base, these

cones gets gripped to the road and stay

steady against the strong winds and fast

moving traffic.

3. Zebra Marking Tapes :- Facility traffic does not interfere with the structure of

the safety floor sign or floor marking tape that

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permits daily use and abuse. These floor marking tapes also save paint time and

are completely a cost effective medium

4. Safety Helmets: - These are manufactured using high grade material

and assure complete protection to the worker.

5. Safety Shoes & Boots: - Safety Shoes and Boots that is designed to

endure various extreme conditions in diverse industrial

working conditions.

6. Road Studs: - These are used in busy traffic intersections, sharp curved roads,

coastal areas, foggy weather, airport guidance light, hilly areas fly-over and

dangerous and sharp road bends.

Figure 11.1 Shows Various Safety part of Civil Engineer

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REFERENCES:-

Concrete Technology – M.S. SHEETY (Book)

Highway Engineering – S.K.khanna and Justo (Book)

Wikipedia.org

Google.com

Louise Berger Consulting (P) Ltd. (LBG)’s Drawing

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