IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology
Measuring pavement deflection variance at highway speedsJohan Granlund
A new method for testing pavement condition combines laser/inertial profilometry of unloaded pavement with vibration measurements in a full loaded heavy truck at highway speed. Three types of results are obtained.
1: Truck wheel, frame and cab vibration, as well as driver seat vibration to be compared with exposure guidelines in ISO 2631-1 and limits in directive 2002/44/EC.
2: Three-dimensional road surface geometry data for simulation of ride and calculation of roughness indices.
3: Locations of potential pavement "soft spots". The latter is possible since large pavement deflection variance under the heavy truck cause a quite different vehicle vibration pattern than the pattern excited from the measured unloaded road surface profile.
A tentative accuracy experiment has been done at 4 sites. Recorded seat vibration levels were very high, thus exceeding the EU Action Value in all test runs. The soft spot indications show reasonable repeatability, as well as reproducibility between different driving speeds and between spring time and autumn. Trueness is the most difficult accuracy feature to estimate, since no ideal reference method is at hand neither for variance of local deflection under truck wheel, nor for global deflection under the entire truck. By comparison with FWD, coring and ground penetrating radar results, trueness seems promising. During the tests, a virtual tyre footprint sensor was used for road profiling. Evaluation showed it to bring a large improvement to profiling accuracy. The new high speed measurement method brings excellent opportunities for further research on the entire chain pavement-truck-ride quality interaction.
Paper published at BCRA´05 in Trondheim, Norway.
Research on the Model of Sight Distance Triangle in Mountain HighwayIntersect...IJERA Editor
Because of the complex terrain,thestopping sight distance ofintersection is difficult to meet and intersections
become accident-prone section in mountain highway. In response to this phenomenon,thisstudy establishedsight
distance triangle modelsfor uncontrolled intersections and minor roadswith a stop controlledbased on
driver’svisual characteristics by analyzing the driver's visual features and driving characteristics of mountain
highway intersection.It can provide a theoretical basis for the design of mountain highway intersection.
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology
Measuring pavement deflection variance at highway speedsJohan Granlund
A new method for testing pavement condition combines laser/inertial profilometry of unloaded pavement with vibration measurements in a full loaded heavy truck at highway speed. Three types of results are obtained.
1: Truck wheel, frame and cab vibration, as well as driver seat vibration to be compared with exposure guidelines in ISO 2631-1 and limits in directive 2002/44/EC.
2: Three-dimensional road surface geometry data for simulation of ride and calculation of roughness indices.
3: Locations of potential pavement "soft spots". The latter is possible since large pavement deflection variance under the heavy truck cause a quite different vehicle vibration pattern than the pattern excited from the measured unloaded road surface profile.
A tentative accuracy experiment has been done at 4 sites. Recorded seat vibration levels were very high, thus exceeding the EU Action Value in all test runs. The soft spot indications show reasonable repeatability, as well as reproducibility between different driving speeds and between spring time and autumn. Trueness is the most difficult accuracy feature to estimate, since no ideal reference method is at hand neither for variance of local deflection under truck wheel, nor for global deflection under the entire truck. By comparison with FWD, coring and ground penetrating radar results, trueness seems promising. During the tests, a virtual tyre footprint sensor was used for road profiling. Evaluation showed it to bring a large improvement to profiling accuracy. The new high speed measurement method brings excellent opportunities for further research on the entire chain pavement-truck-ride quality interaction.
Paper published at BCRA´05 in Trondheim, Norway.
Research on the Model of Sight Distance Triangle in Mountain HighwayIntersect...IJERA Editor
Because of the complex terrain,thestopping sight distance ofintersection is difficult to meet and intersections
become accident-prone section in mountain highway. In response to this phenomenon,thisstudy establishedsight
distance triangle modelsfor uncontrolled intersections and minor roadswith a stop controlledbased on
driver’svisual characteristics by analyzing the driver's visual features and driving characteristics of mountain
highway intersection.It can provide a theoretical basis for the design of mountain highway intersection.
Vibration measurement and spectral analysis of chassis frame mounted structur...Dr.Vikas Deulgaonkar
Chassis mounted structure is a base component for shelters or containers mounted on heavy transport vehicles. When the vehicle is driven in rough terrains or during off-road transportation this structure has a significant role in protecting the sophisticated cargo and intelligent tracking systems placed inside the shelters. During off-road transportation or warhead conditions the vehicle is subjected to large unevenness in load due to road or soil irregularities in rough terrains, which causes vibrations to be induced in the vehicle. As the nature of vibrations induced in vehicle during travel on off-road or cross-country terrains is random and unpredictable, there is a concern to analyse the vibration response of chassis and chassis mounted structures is needed. Present work deals with vibration measurement and spectral analysis of a chassis mounted structure designed for off-road and commercial transport vehicles. The road profile on which the vibration measurement has been carried out includes paved road and cross-country terrain segments. The vibration measurement has been carried at three different vehicle speeds. Signal analysis procedure for the acquired test data is discussed. The chassis mounted structure under concern is intended to hold two shelters or containers. From the vibration measurement at critical locations, g-(RMS) and g-(peak) values for paved and cross-country roads have been found out. Power spectral density values have also been found on chassis and structure for the same transport situations. Major inferences include the evaluation of minimum and maximum g-values (peak & RMS) on chassis and chassis mounted structure. Power spectral density graphs are constructed from which the dominant frequency for both road profiles is found out
Heavy duty pavements are pavements subjected to the extremely heavy wheel loads associated with freight handling vehicles in industrial facilities, such as container terminals and warehouses. Heavy duty pavement need to handle many types of freight handling vehicles, such as forklifts, straddle carriers, gantry cranes and side loaders. Heavy duty pavement often deals with slow moving or even static traffic load with ultra high load magnitude. Furthermore, the load wandering for heavy duty pavement such as contain port or warehouse is more significant than normal highway or urban road pavement. The goal of pavement design is to determine the number, material composition and thickness of the different layers within a pavement structure required to accommodate a given loading regime.
Vibration measurement and spectral analysis of chassis frame mounted structur...Dr.Vikas Deulgaonkar
Chassis mounted structure is a base component for shelters or containers mounted on heavy transport vehicles. When the vehicle is driven in rough terrains or during off-road transportation this structure has a significant role in protecting the sophisticated cargo and intelligent tracking systems placed inside the shelters. During off-road transportation or warhead conditions the vehicle is subjected to large unevenness in load due to road or soil irregularities in rough terrains, which causes vibrations to be induced in the vehicle. As the nature of vibrations induced in vehicle during travel on off-road or cross-country terrains is random and unpredictable, there is a concern to analyse the vibration response of chassis and chassis mounted structures is needed. Present work deals with vibration measurement and spectral analysis of a chassis mounted structure designed for off-road and commercial transport vehicles. The road profile on which the vibration measurement has been carried out includes paved road and cross-country terrain segments. The vibration measurement has been carried at three different vehicle speeds. Signal analysis procedure for the acquired test data is discussed. The chassis mounted structure under concern is intended to hold two shelters or containers. From the vibration measurement at critical locations, g-(RMS) and g-(peak) values for paved and cross-country roads have been found out. Power spectral density values have also been found on chassis and structure for the same transport situations. Major inferences include the evaluation of minimum and maximum g-values (peak & RMS) on chassis and chassis mounted structure. Power spectral density graphs are constructed from which the dominant frequency for both road profiles is found out
Heavy duty pavements are pavements subjected to the extremely heavy wheel loads associated with freight handling vehicles in industrial facilities, such as container terminals and warehouses. Heavy duty pavement need to handle many types of freight handling vehicles, such as forklifts, straddle carriers, gantry cranes and side loaders. Heavy duty pavement often deals with slow moving or even static traffic load with ultra high load magnitude. Furthermore, the load wandering for heavy duty pavement such as contain port or warehouse is more significant than normal highway or urban road pavement. The goal of pavement design is to determine the number, material composition and thickness of the different layers within a pavement structure required to accommodate a given loading regime.
Highway Construction and Equipment: Methods of constructing different types of roads viz. Earth roads, Stabilized roads, WBM, WMM roads, earthen embankments, DLC, and embankments with fly ash. Bituminous roads and Concrete roads. Berms and Shoulders, Features of rural roads including those in PMGSY. Hot mix plant for Bituminous roads-components, layout, control panel, quality assurance. Highway construction of rigid and flexible pavements including types of road rollers, specifications of compaction of different layers of bituminous roads, modern pavers for CC roads. Roller compacted concrete road construction
Design & Construction of B.I.T. Driveway (As per rural specification)IJERA Editor
The motive of undertaking this project of “Design & Construction of B.I.T. Driveway (As per rural
specification)” is to study and evaluate the performance in real design and working conditions of the rural road
flexible pavement with IRC:37-2001 and IRC:SP:20-2002. In this paper, the work is carried out to measure the
traffic volume on the top surface of the B.I.T. Driveway. Rural connectivity is taken as one of the major
component in increasing the agricultural output and earning capacity of the rural population. There is a marked
improvement in quality of life by way of better educational facilities, improved health services, improved
attendance by the school teachers as well as students.
TRAFFIC FLOW ANALYSIS & EFFICIENCY OF GEOMETRIC DESIGN OF A T-INTERSECTION, A...IAEME Publication
The major concern for a Highway Engineer in any road network system is an intersection.The heterogeneous traffic is more diverse in nature due to lane changing and lack of lane discipline characteristics of drivers’ in India. Our research is intended to check the efficiency and control of flow of traffic at “Tara Wala Pul (Bridge)-T intersection” , point out flaws (if any) in the geometric design and work out the possible solutions.
Similar to Special Repair of Roads in Patiala City (20)
Business skills are the abilities and knowledge required to successfully run, manage, and operate a business. These skills include a wide range of areas such as:
1. Financial management
2. Marketing and Sales
3. Leadership and Management
4. Planning Strategically
5. Communication
6. Solution Oriented
7. Time Management
8. Negotiation Skills
9. Project Handling & Management
10. Creativity
Introduction to Disasters, Hazards, Key factors, Types of Disasters, Characteristics of Hazards, Vulnerability, Capacity and Risk.
It also contains Disaster management techniques, Risk mapping, Vulnerability Analysis, Role of NGOs in Disaster Mitigation and Management.
Earthquake and its impacts, Protection against Earthquakes, Earthquake Risk in India and Mitigation Strategy,
Brief Case study of Bhuj Earthquake, 2001
Floods, impact of Flooding, Problem of Floods in India, Flood control and Government policies and Mitigation practices.
Brief Case Study of Uttarakhand Flash Floods, 2013
5 steps to get customer to yes faster.pptxEmaan Sharma
Customer acquisition is how a company turns a potential customer into a new customer. Learn 5 steps for minimizing COCA in your business.
Find out who your target audience is and Identify the different acquisition channels. Create a Plan and action accordingly.
This means meeting your customer needs with the right solution, product, or service, at the right time.
When the conditions are so created that the crop root-zone gets deprived of proper aeration due to the presence of excessive moisture or water content, the tract is said to be Waterlogged.
To create such conditions it is not always necessary that under ground water table should enter the crop root-zone. Sometimes even if water table is below the root-zone depth the capillary water zone may extent in the root-zone depth and makes the air circulation impossible by filling the pores in the soil.
A highway pavement is a structure consisting of superimposed layers of processed materials above the natural soil sub-grade, whose primary function is to distribute the applied vehicle loads to the sub-grade. The pavement structure should be able to provide a surface of acceptable riding quality, adequate skid resistance, favorable light reflecting characteristics, and low noise pollution. The ultimate aim is to ensure that the transmitted stresses due to wheel load are sufficiently reduced, so that they will not exceed bearing capacity of the sub-grade. Two types of pavements are generally recognized as serving this purpose, namely flexible pavements and rigid pavements.
Get an overview of pavement types, layers, and their functions, and pavement failures as Improper design of pavements leads to early failure of pavements affecting the riding quality.
Pavements form the basic supporting structure in highway transportation. Each layer of pavement has a multitude of functions to perform which has to be duly considered during the design process. Different types of pavements can be adopted depending upon the traffic requirements.
Safety on Indian Roads a Big Challenge.pptEmaan Sharma
In today's world road and transport has become an integral part of every human being. Every body is a road user in one shape or the other. The present transport system has minimized the distances but it has on the other hand increased the life risk. Every year road crashes result in loss of lakhs of lives and serious injuries to crores of people.
In India itself about eighty thousand people are killed in road crashes every year which is 13% of the total fatality all over the world. In most of the cases crashes occurs either due to carelessness or due to lack of road safety awareness of the road user. Hence, road safety education is as essential as any other basic skills of survival.
Roads are an important mode of transport in India. India has a network of over 6,215,797 kms of roads as of 1 December 2021, the 2nd largest road network in the world, after the US. But Driving on Indian roads is like walking on a tight rope. You've got to be really careful with the wheels because of pathetic road conditions that could test the patience of even the most seasoned drivers.
Slide 4 - It comes right after the rainy season when the roads are filled with a unique death trap called potholes. They come in all sizes and forms, from really small ones to ones that can pose a challenge to coal mines when it comes to depth. An interesting fact about potholes is that they’re like icebergs. You only see the surface, it’s almost impossible to gauge their depth until it’s too late. Before you know it, the car is overturned and you’re severely injured or even crushed to death.
One of the reasons for the formation of potholes is continuous, never-ending use of the road by heavy vehicles and lack of maintenance.
Slide 8 - Zoji La Pass - a major link between Ladakh and Kashmir
The blink of an eye could land a vehicle straight down from an altitude of 3,538 meters from the country’s most dreaded roads as it is frightfully narrow and covered in snow sludge round the season.
For instance, there are light, medium and high traffic roads, based on the volume of traffic a road receives. Similarly, you have pedestrian paths, cycle tracks, and motor vehicle roads, classifying roads in terms of the type of traffic a road receives.
In 2018, The national highways comprised 1.94% of the total road network in India. Various state highways constituted 2.97% of the total length of roads. But 30.2 % of total road accidents and 35.7% of all deaths happened in our national highways. State highways were not exactly lagging behind with 25.2% and 26.8% of total accidents and deaths respectively. According to experts, the main causes of road accidents in India are rapid urbanization, poor safety, lack of enforcement, distracted drivers, influence of drugs or alcohol, speeding and a failure to wear seat-belts or helmets.
Overspeeding is the reason for the highest percentage of deaths relating to road accidents. Yet, nobody cares driving a fast car or a bike at fatal speeds.
ROAD ACCIDENTS - NUMBERS AND PREVENTIVE MEASURES.pptEmaan Sharma
A basic overview of numbers defining road accidents, persons killed or injured on National and State Highways in India.
Talking about the steps taken by the Government to improve Road Safety. Discussing on various safety recommendations.
Measures to Reduce Accidents and focusing on Safety principles.
Critical Study Aspect of Urban Roads - A Push for an Intelligent Traffic SystemEmaan Sharma
Traffic Congestion & its effects, Congestion in Indian Cities, Location of Bottlenecks/ Jamming, Driver Education and Road Safety, Ribbon Development, Bad Road Conditions, Parking Amenities & Policies, Study of typical intersections, Location of Accidents, Spot Speed Study, PCU Count, Safety On Indian Roads
Road Conditions of India, Traffic in India, Driver Characteristics, Overloading, Cattle Menace, Triple Driving, Drunken Driving, Text and Drive, Road Fatalities, Primary Causes, Severity, International Comparison of Accident rates, Necessary use of Helmet for 2-wheeler and seat belts for cab drivers, Rash Driving, Prevention of Accidents - Measures, Highway communication and Amenities, Emergency Dial Care, Safety Measures, Slogans
Railway Engineering:
Permanent Way, Rail Gauge, Broad Gauge, Meter Gauge, Narrow Gauge, Choice of Gauge, Uniformity of Gauge, Rails - Double headed, Bull Headed, Flat footed Rails, Sleepers, Ballast, Formation, Types of sleepers, Merits and Demerits, Functions of sleepers, Requirements of good sleepers,Spacing of sleepers, Sleeper Density, Characteristics of good ballast, Capacity of a railway track, Track Fixtures and Fastening, Types of fixtures and fastening, Fish Plates, Dog Spikes, Rail Joints, Creep of Rails, Indication of Creep, Disadvantages of creep in rails, Remedies for prevention of creep, Theory of creep, Coning of Wheels, Theory of coning, Adzing of sleepers, Gradients, Grade compensation on curves, Radius and degree of curves, Super-elevation, Negative cant, Cant Deficiency, Equilibrium speed, Maximum permissible speed, Necessity of geometric design, Track defects, Transition curves, Vertical curves, Points and crossings, Types of crossings, Turnouts, Switches, Interlocking, Signalling, Classification and types of Signals, Semaphore type signal, Detonating signals, Dock signals, Shunting Signals, Warner Signals, Reception & Departure Signals, Railway Station, Purpose of a Railway Station, Site selection for Railway Stations, Track Drainage, Why Need of Proper Drainage.
Airport Engineering:
Basic Terms (AAI, ICAO, IATA), Airport System plan, Master plan, Airport Classification, Site Selection, Imaginary Surfaces, Aircraft Characteristics, Important components of Airport Layout, Runway, Runway Configuration, Runway Orientation, Factors affecting Runway Orientation, Wind Direction Indicator, Wind Rose Diagram - Type I & Type II, Basic Runway Length, Corrections for Elevation, Temperature & Gradient, Actual Runway Length, Runway Geometric (ICAO), Taxiways, Exit Taxiways, Location of Exit Taxiways, Holding Aprons, Hanger, Terminal Building, Aircraft Parking, Airport Marking & Lightning.
Final project report on grocery store management system..pdfKamal Acharya
In today’s fast-changing business environment, it’s extremely important to be able to respond to client needs in the most effective and timely manner. If your customers wish to see your business online and have instant access to your products or services.
Online Grocery Store is an e-commerce website, which retails various grocery products. This project allows viewing various products available enables registered users to purchase desired products instantly using Paytm, UPI payment processor (Instant Pay) and also can place order by using Cash on Delivery (Pay Later) option. This project provides an easy access to Administrators and Managers to view orders placed using Pay Later and Instant Pay options.
In order to develop an e-commerce website, a number of Technologies must be studied and understood. These include multi-tiered architecture, server and client-side scripting techniques, implementation technologies, programming language (such as PHP, HTML, CSS, JavaScript) and MySQL relational databases. This is a project with the objective to develop a basic website where a consumer is provided with a shopping cart website and also to know about the technologies used to develop such a website.
This document will discuss each of the underlying technologies to create and implement an e- commerce website.
NO1 Uk best vashikaran specialist in delhi vashikaran baba near me online vas...Amil Baba Dawood bangali
Contact with Dawood Bhai Just call on +92322-6382012 and we'll help you. We'll solve all your problems within 12 to 24 hours and with 101% guarantee and with astrology systematic. If you want to take any personal or professional advice then also you can call us on +92322-6382012 , ONLINE LOVE PROBLEM & Other all types of Daily Life Problem's.Then CALL or WHATSAPP us on +92322-6382012 and Get all these problems solutions here by Amil Baba DAWOOD BANGALI
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HEAP SORT ILLUSTRATED WITH HEAPIFY, BUILD HEAP FOR DYNAMIC ARRAYS.
Heap sort is a comparison-based sorting technique based on Binary Heap data structure. It is similar to the selection sort where we first find the minimum element and place the minimum element at the beginning. Repeat the same process for the remaining elements.
Cosmetic shop management system project report.pdfKamal Acharya
Buying new cosmetic products is difficult. It can even be scary for those who have sensitive skin and are prone to skin trouble. The information needed to alleviate this problem is on the back of each product, but it's thought to interpret those ingredient lists unless you have a background in chemistry.
Instead of buying and hoping for the best, we can use data science to help us predict which products may be good fits for us. It includes various function programs to do the above mentioned tasks.
Data file handling has been effectively used in the program.
The automated cosmetic shop management system should deal with the automation of general workflow and administration process of the shop. The main processes of the system focus on customer's request where the system is able to search the most appropriate products and deliver it to the customers. It should help the employees to quickly identify the list of cosmetic product that have reached the minimum quantity and also keep a track of expired date for each cosmetic product. It should help the employees to find the rack number in which the product is placed.It is also Faster and more efficient way.
Industrial Training at Shahjalal Fertilizer Company Limited (SFCL)MdTanvirMahtab2
This presentation is about the working procedure of Shahjalal Fertilizer Company Limited (SFCL). A Govt. owned Company of Bangladesh Chemical Industries Corporation under Ministry of Industries.
Welcome to WIPAC Monthly the magazine brought to you by the LinkedIn Group Water Industry Process Automation & Control.
In this month's edition, along with this month's industry news to celebrate the 13 years since the group was created we have articles including
A case study of the used of Advanced Process Control at the Wastewater Treatment works at Lleida in Spain
A look back on an article on smart wastewater networks in order to see how the industry has measured up in the interim around the adoption of Digital Transformation in the Water Industry.
Sachpazis:Terzaghi Bearing Capacity Estimation in simple terms with Calculati...Dr.Costas Sachpazis
Terzaghi's soil bearing capacity theory, developed by Karl Terzaghi, is a fundamental principle in geotechnical engineering used to determine the bearing capacity of shallow foundations. This theory provides a method to calculate the ultimate bearing capacity of soil, which is the maximum load per unit area that the soil can support without undergoing shear failure. The Calculation HTML Code included.
Using recycled concrete aggregates (RCA) for pavements is crucial to achieving sustainability. Implementing RCA for new pavement can minimize carbon footprint, conserve natural resources, reduce harmful emissions, and lower life cycle costs. Compared to natural aggregate (NA), RCA pavement has fewer comprehensive studies and sustainability assessments.
2. Introduction
Rising traffic congestion is an inescapable condition in large towns and cities of
Punjab. Peak-hour traffic congestion is an inherent result of the way modern societies
operate. It stems from the widespread desires of the people to pursue certain goals
that inevitably overload existing roads and transit systems every day. But everyone
hates traffic congestion, and it keeps getting worse, in spite of attempted remedies. In
recent years, the traffic problems in the city Patiala has given rise to overloading on
existing pavements which resulted in development of various types of pavement
defects such as transverse cracking, alligator cracks, potholes, etc. Another reason
for poor condition of some roads in the city was that the roads were not re-laid for a
long time. The crude patchwork that has been carried out to fill potholes and broken
stretches does not last even for months due to poor quality of material used and lack
of proper supervision. Travelling on a road leading to the houses of the Chief Minister
Capt. Amarinder Singh and his cabinet colleague Brahm Mohindra makes for one
bumpy ride, thanks to potholed roads. Bad roads lead to wear and tear on the
vehicles and may also cause accidents. Keeping in view the above, the Government
of Punjab through Punjab Public Works Department, Building & Road, PWD
(B&R) has allotted different contractors for the Special Repair of the city road in
Patiala.
3. Project Details
The contract included the 18 roads out of which
5 roads come under Construction Division, PWD B&R (11.61
kms);
9 roads come under Provisional Division No 1, PWD B&R,
Patiala (25.19 kms);
1 road under Central Works Division, Mohali (3.25 kms) and
3 roads under Central Works Department, Patiala (54.20 kms).
The estimated cost of the project is Rs. 5958.78 Lacs.
The date of bid was 28/11/2017.
Approval by PIDB was given and funding of Rs. 5958.78 Lacs was
sanctioned.
4. Table 1: Details of funds required for maintenance of Roads in City
Patiala:
Sr.
No.
Name of the road Total length
(in Kms.)
Width
(in Mtrs.)
Total cost
including
signage
1 Sheesh Mahal to Ghalori gate bridge 1.81 5.50 61.77 Lacs
2 Sheesh Mahal to Patiala, Dakala road 0.77 5.50 29.72 Lacs
3 NIS Chowk to Bye-Pass (Patiala to Dakala road) 4.80 5.50 288.71 Lacs
4 Pehowa road to Ghalori gate Shamshan Ghat 0.63 5.50 24.97 Lacs
5 Patiala to Pehowa road upto Bye-Pass 3.60 10.00 589.51 Lacs
6 Northern Bye-Pass Patiala 4.73 7.00 320.03 Lacs
7 Upper Mall Road (Thikriwala Chowk to NIS chowk, Patiala) 2.52 8/10/15.85 482.96 Lacs
8 Internal road of Baradari Garden Patiala 3.17 8.50 323.11 Lacs
9 Leela Bhawan chowk to Gurudwara Dukhniwaran Sahib (Rajbaha
road)
1.56 21.00 328.18 Lacs
10 Bhupindra road (Sec. Thapar college to Leela Bhawan chowk to
Fountain Chowk, Patiala) 2.80 26/15.20 527.60 Lacs
11 Lower Mall Road (Sec. Fountain chowk to Mohindra College,
Patiala)
3.56 20/10/12.20 756.32 Lacs
12 Road around State College, Patiala 2.25 5.50 94.70 Lacs
13 Road from RlyX-ing no17 to Gurudwara Dukhniwaran Sahib 0.60 8.50 58.84 Lacs
14 Patiala-Sanaur Road 4.00 10.00 464.44 Lacs
15 Patiala Sirhind Road 3.25 428.46 Lacs
16 Bypass (Rajpura) to Bus stand 4.00 667.46 Lacs
17 Bus stand to BML road 8.75 454.00 Lacs
18 BML to new bypass Sangrur road 1.40 58.00 Lacs
G. Total 5958.78 Lacs
5. Table 2: Details of roads under the respected division of
P.W.D. (B&R)
Sr. No Division Total
Length
(In Kms.)
Total cost including
Signage
(in Lacs)
1,2,3,4,5 Const. Divn PWD B&R, Patiala 11.61 994.68
6,7,8,9,10,1
1,
12,13,14
Provl. Divn. No 1 PWD B&R, Patiala
25.19 3356.18
15 Central Works Division, Mohali 3.25 428.46
16,17,18 Central Works Division, Patiala 54.20 1179.46
6. Special Repair of Road around State College
(PODR-17), Patiala
Endorsement no. 3610 Dt. 20/12/2017
Bid Dated: 28/11/2017
Estimated Cost: Rs. 42.82 Lacs
Contractor: M/s Varinder Kumar Contractor (VKC), Barnala
Contract Price: Rs. 4239597/-
Security Money: Rs. 212000/-
Technical Sanction: Rs. 42.82 Lacs
Date of Expiry of the defect liability period: Upto 19/05/2019
To commence work under: Sub Divisional Engineer, Provincial
Sub Division No. 6, Public Works Department B&R, Br. Patiala
Time Limit: 4 months
Project Status: In Progress
7. Description of Work
Excavation in Soil (any type) using Hydraulic Excavator.
Construction of granular Sub-base by providing graded material grading-III
Table-400-I, spreading in uniform layers with motor grader on prepared
surface, mixing by mix in place method with rotavator at OMC, and
compacting with vibratory roller to achieve the desired density, complete as
per technical clause 401 of MORT&H specifications.
Providing, laying, spreading and compacting graded stone aggregate to wet
mix macadam specification including premixing the materials with water
OMC in mechanical mix plant, laying in uniform layers with paver in sub-
base/ base course on well prepared surface compacting with vibratory roller
to achieve the desired density as per technical clause 406 of MORT&H
specifications.
Providing and applying of primer coat with bitumen emulsion SS (Packed)
on prepared surface of granular.
8. Cont.
Providing and applying tack coat with penetration grade bitumen VG-10
using bitumen pressure distributor at the rate of 0.40 kg/sq m on the
prepared bituminous surface /granular surface treated with prime coat as
per technical clause 503 of MORT&H specifications.
Providing and laying Bituminous macadam 75mm thick with hot mix plant
using crushed aggregates of specified grading premixed with bituminous
binder VG-30 laid over a previously prepared surface with paver finisher to
required grade, level and alignment and rolled to achieve the desired
compaction complete as per technical clause 504 of MORT&H
specifications.
Providing and laying Bituminous concrete (Grade-II) 30mm thick with hot
mix plant using crushed aggregates of specified grading, premixed with
bituminous binder VG-30 @5.4%, laying with a hydrostatic paver finisher
with sensor control to the required grade, level and alignment, rolling with
smooth wheeled, vibratory and tandem rollers to achieve the desired
compaction as per technical clause 507 of MORT&H specifications.
9. Cont.
Road marking with hot applied thermoplastic compound 2.5mm thick
including reflectorising glass beads @0.25 kg/sq m areas as per IRC:35
1997 complete as per technical clause 803 of MORT&H specifications.
Providing and fixing of glow stud (cat eyes) with body made up of ABS
material. The road stud should be dynamically designed so that to bear
loads of 25 tonnes in accordance with ASTM D 4280. Load and its impact
strength should be more than 200 KN. The cat eyes should be in
Red/White/Yellow colour.
11. Pavement Condition Survey
The pavement condition survey is the visual inspection of the travelway of a street/road system.
The survey provides measures to assess the magnitudes of various types of pavement distresses.
The rater is not to make evaluation on the basis of known or suspected sub-surface conditions. It
is necessary the rater only report in an objective manner what is seen. The types of distress
include- Alligator Cracking, Transverse Cracking, Rutting, Bleeding, Surface irregularities like
shoving, potholes, etc., for asphaltic concrete pavements.
Advantages of Pavement Condition Surveys
There are many advantages of having a pavement or road surface condition survey. Some of
these are listed below:
The responsible governmental agency will have a complete inventory of all paved streets/roads on
the system. The inventory will include information such as length, width, type of pavement
surface, shoulders and curbs, gutters/ manholes. Additional information such as sidewalks,
drainage, last resurfacing, utility information etc. may be included.
The pavement condition survey provides an objective evaluation of the condition the road system.
Results of analysis show the types and amount of each pavement distress, an overall condition
rating number, the recommended maintenance or rehabilitation activity, and the estimated cost of
repair of each road section.
The results of the survey help in prioritizing resurfacing and other maintenance activity.
Roads in very poor structural condition can be identified by the pavement condition survey.
13. Levelling
Levelling is the measurement of geodetic height using an optical levelling
instrument and a levelling staff. A typical procedure is to set up the instrument
within 100 metres of a point of known or assumed elevation. A staff is held
vertical on that point and the instrument is used manually or automatically to
read the scale. This gives the height of the instrument above the starting
(back sight) point and allows the height of the instrument (H.O.I.) above the
datum to be computed.
The staff is then held on an unknown point and a reading is taken in the same
manner, allowing the elevation of the new (foresight) point to be computed.
The procedure is repeated until the destination point is reached.
14. Dumpy Level
The telescope of the dumpy level is rigidly attached to the vertical spindle. The
levelling of the instrument is done by means of three foot screws separating two
plates. The upper plate with the vertical spindle on which the telescope and bubble
tube are mounted has to be levelled (=set horizontal) with the foot screws.
After ensuring that the instrument is firmly secured to the legs of the tripod and that
the legs and fittings are not loose, set up the instrument by spreading the legs evenly
at a comfortable and safe angle, thrusting two legs firmly home in the ground. Take
the third leg and move it with the foot on the ground, until the instrument is as level as
possible. Slide the leg in towards the instrument and press the third leg hard into the
ground.
Commencing with the telescope and bubble parallel with one pair of screws, bring the
bubble to the centre of its run by equal opposite and simultaneous movement of both
screws.
Turn the telescope through 90° to position 2, and centre the bubble using only the
one screw beneath the telescope, see Figure b. Repeat this process, with the
telescope pointing in the same direction for the same position, until no further
adjustment is required. Before using an "unknown" instrument, some checks should
be made to ensure that it is "road worthy"
15. Cont.
The first adjustment required is that of eliminating parallax. This adjustment is to
ensure that the images of the sighted object and the centre cross hair are focused in
the same place.
The second adjustment is to make the vertical axis of the instrument truly vertical
when the bubble is in the centre of its run, usually spoken of as making the level
"traverse". Level up the instrument as described and when the bubble is over two
screws needing no adjustment, turn the telescope through 180°. If the bubble
remains central, then the instrument is in adjustment. If not, bring the bubble half-way
back with the bubble adjusting nuts connecting the bubble tube to the telescope.
Level up with the foot screws and repeat until no adjustment is required.
Staff reading
It is necessary to bring the bubble to the centre before reading the staff. This is done
by adjusting the levelling screw nearest to the line of the telescope and staff. Do
collimation tests (check) before you commence. Make sure your staff man holds the
staff vertical. This can be done with the aid of a vertical bubble fixed to the staff or by
means of moving the staff very slowly forward and backward over its vertical position.
In latter case the surveyor should read the lowest value in sight.
19. Differential levelling
Differential Levelling is performed when the distance between two points is
more. In this process, number of inter stations are located and instrument is
shifted to each station and observed the elevation of inter station points.
Finally difference between original two points is determined.
20. Construction Materials
Aggregates: These are the inert or chemically inactive materials which
form the bulk of cement concrete.
Fine Aggregate: Aggregate most of which passes 4.75mm IS sieve. The
fine aggregate should be hard, strong, dense, and durable and clean with
uncoated grains. The sand should not contain any harmful material such as
Iron, Pyrites, Coal, Mica, Silt, alkalis etc.
Coarse Aggregate: Aggregate most of which is retained on 4.75mm IS
sieve. The aggregate should be hard, durable and clean. The aggregate
should be completely free from lumps of clay, organic and vegetable matter,
fine dust etc. The aggregate should be screened and washed.
Filler: Fills the voids, stiffens the binder and offer permeability. Examples -
Rock Dust, Cement, Lime.
Binder: Fills the voids, cause particle adhesion and gluing and offers
impermeability. Examples – Bitumen, Asphalt, Tar.
21. Bitumen
Bitumen is a thermoplastic material and its stiffness is dependent on temperature. The
temperature-vs-stiffness relationship of bitumen is dependent on the source of crude oil
and the method of refining.
As per the specifications of the Bureau of Indian Standards (BIS), there are four grades
VG-10, VG-20, VG-30 & VG-40. A few qualification tests like specific gravity, water content,
ductility, loss on heating & breaking point were removed from IS: 73-1992 specifications as
these tests do not have any relationship either with the quality or performance of the
product.
Different Grades of Bitumen marketed by Indian Oil :
VG-10 BITUMEN: VG-10 is widely used in spraying applications such as surface-dressing
and paving in very cold climate in lieu of old 80/100 Penetration grade. It is also used to
manufacture Bitumen Emulsion and Modified Bitumen products.
VG-20 BITUMEN: VG-20 is used for paving in cold climate & high altitude regions
VG-30 BITUMEN: VG-30 is primarily used to construct extra heavy duty Bitumen
pavements that need to endure substantial traffic loads. It can be used in lieu of 60/70
Penetration grade.
VG-40 BITUMEN: VG-40 is used in highly stressed areas such as intersections, near toll
booths and truck parking lots in lieu of old 30/40 Penetration grade. Due to its higher
viscosity, stiffer Bitumen mixes can be produced to improve resistance to shoving and
other problems associated with higher temperature and heavy traffic loads.
22. Mix Design
Bituminous mixes should be stable, durable, flexible, workable, and should offer
sufficient skid resistance. The mix consists of coarse and fine aggregates, fillers,
and binders. It may be well graded, open graded, gap graded or unbounded as
per the requirements. As far as possible, it should be economical also.
The objective of mix design is to produce a bituminous mix by proportionate
various components so as to have –
Sufficient bitumen to ensure a durable pavement.
Sufficient strength to resist shear deformation under traffic at higher
temperatures.
Sufficient air voids in the compacted bitumen to allow for additional compaction
by traffic.
Sufficient workability to permit easy placement without segregation.
Sufficient flexibility to avoid premature cracking due to repeated bending by
traffic.
Sufficient flexibility at low temperature to prevent shrinkage cracks.
23. Types of Mix
Well Graded Mix: Dense mixes, Bituminous Concrete has good
proportion of all constituents and are called Dense Bituminous
Macadam (DBM).
Gap Graded Mix: Some large coarse aggregates are missing
and have good fatigue and tensile strength.
Open Graded Mix: Fine aggregates and filler are missing, it is
porous and offers good friction, low strength and for high speed.
Unbounded: Binder is absent and behaves under loads as if its
components were not linked together, though good interlocking
exists, very low tensile strength and needs kerb protection.
24. Different Layers in a Pavement
Bituminous Base Course: Consists of mineral aggregate such as
stone, gravel, or sand bonded together by a bituminous material and
used as a foundation upon which to place a binder or surface course.
Bituminous Binder Course: A bituminous aggregate mixture used as
an intermediate course between the base and surface courses or as the
first bituminous layer in a two layer bituminous resurfacing. It is
sometimes called a levelling course.
Bituminous Concrete: Bituminous concrete consists of a mixture of
aggregates continuously graded from maximum size, typically less than
25mm, through fine filler that is smaller than 0.075mm. Sufficient bitumen
is added to the mix so that the compacted mix is effectively impervious
and will have acceptable dissipative and elastic properties.
25. Requirements of Bituminous Mixes
Stability: Stability is defined as the resistance of the paving mix to deformation
under traffic load.
Durability: Durability is defines as the resistance of the mix against weathering
and abrasive actions. Weathering causes hardening due to loss of violates in the
bitumen. Abrasion is due to wheel loads which causes tensile strains. Typical
examples of failure are potholes, stripping.
Flexibility: Flexibility is a measure of the level of bending strength needed to
counteract traffic load and prevent cracking of the surface. Fracture is the crack
formed on the surface (hairline cracks, alligator cracks), main reasons are
shrinkage and brittleness of the binder. Higher bitumen content will give better
flexibility and less fracture.
Skid Resistance: It is the resistance of the finished pavement against skidding
which depends on the surface texture and bitumen content. It is an important
factor in high speed traffic.
Workability: It is the ease with which the mix can be laid and compacted and
formed to the required condition and shape. This depends on the gradation of the
aggregates, their shape and texture, bitumen content and its type.
26. Surface Treatments
Prime Coat: This consist of application of a low viscosity cut back i.e. RC – 0, MC – 1 or Sc – 1 as
primers on existing base of previous texture like WBM base. The various functions of prime coat are:
It plugs capillary voids and waterproofs the existing base.
It coats and blends dust and loose particles thereby hardening and toughening the surface.
It provides adhesion between new and old surface.
Tack Coat: It is a treatment which is given to the underside of a surface or some other course to bind the
previously prepared layer to the super imposed layer. It involves a simple single application of a
bituminous binder e.g., a bitumen emulsion, a cut back or a low viscosity tar to a previously prepared
surface.
Surface Dressing: They normally consist of a layer of small aggregates such as chippings of stone, slag
or gravel on a thin layer of binder which is freshly applied to an existing road surface. A surface dressing
when provided on earth or gravel or WBM road provides non-skid surface, improves night visibility,
arrests disintegration, if any, and provides a clear demarcation between the carriageway and the
shoulders. It does not help in increasing the load carrying capacity but provides dust free and waterproof
surface..
Seal Coat: It is a final thin coat over a previous bituminous pavement or over an existing worn out
bituminous pavement. The main purposes of the seal coat are (i) to waterproof the surface; (ii) to provide
a more desirable surface texture; (iii) to reduce slipperiness; (iv) to improve visibility; (v) to build up
pavement structure. The seal coat can be of following two types:
Type I Seal Coat. It consists of an application of a layer of bituminous binder followed by a cover of
stone chipping.
Type II Seal Coat. It consists of a premixed seal coat comprising of a thin application of aggregates
premixed with bituminous binder.
28. Preparation and placing of premix:
The premix is prepared in a hot mix plant
of a required capacity with the desired
quality control. The bitumen may be
heated upto 150-177 ⁰C and the
aggregate temperature should not differ
by over 14 ⁰C from the binder
temperature. The hot mix material is
collected from the mixer by the
transporters, carried to the location and
is spread by a mechanical paver at a
temperature of 121 to 163 ⁰C. The
camber and the thickness of the layer are
accurately verified. The control of the
temperatures during the mixing and the
compaction are of great significance in
strength of the resulting pavement
structure.
29. Rolling: Soon after the spreading
of mix by paver the surface it
should be thoroughly compacted by
rolling with a set of rollers moving
at less than 5kmph speed. It is
always desirable that the initial
rolling should be done with 8-12
tonne three wheeled rollers. The
surface finishing should be carried
out only with 8-10 tonne tandem
roller or pneumatic rollers having a
tyre pressure of 7 kg/sq cm. The
wheels of the roller are kept damp
with water. The number of passes
required depends on the thickness
of the layer. The rolling should be
continued till the density achieved
is at least 95% of that of the
laboratory Marshall Specimen.
30. Finished surface: The AC surface should be checked by a 3.0 m straight
edge. The longitudinal undulations should not exceed 8.0 mm and the
number of undulations higher than 6.0 mm should not exceed 10 in a length
of 300 m. The cross profile should not have undulations exceeding 4.0 mm
Freshly laid DBM layer 50mm in thickness
31. Testing of Sample by the Quality Control
Department, PWD B&R
The testing of pavements recently laid was done by the Quality Control Department,
PWD B&R. The official from the department performed aggregate testing in 50mm
DBM layer as well as for 30mm BC layer. The J.E., PWD B&R for the road was
present at the site along with the officials from the Quality Control Department. The
contractor was also present on the site where inspection officers were taking sample
for testing in laboratory for the bitumen content, etc. The sample carved out was
weighted and marked with location and road distance in a photograph for record.
32. Summary (Conclusion)
Poor Roads in the city were a major issue with the residents claiming that development had come
to a standstill for the past decade. The condition of some roads in the city was so bad that
motorists are finding it difficult to commute. Interior roads in residential areas were in bad shape
and repair works need to be carried out at the earliest. The condition of other link roads and main
roads in and around the town were also not different.
Patiala being one of the famous princely states of erstwhile Punjab, the roads in the city was
always well maintained. Poor roads and insufficient funds to meet the requirements delayed the
work for several months as the fundings for Patiala were always transferred to Bathinda in the
SAD-BJP tenure. The need of the hour was to repair and maintain the roads in the city at the
earliest. For the special repair of the roads in the city, the State Government through Public Works
Department – Roads and Bridges allotted the works to different contractors. The Sanction of Rs.
5958.78 lacs were approved by the Managing Director, Punjab Infrastructure Development Board
(PIDB), Chandigarh via Ref. No: PIDB/MD/2017/5676, dated 02/11/2017.
Surveys on various roads were performed by the Sub Divisional Engineer and the Junior Engineer
in-charge of the road. The particulars were made ready on the basis of surveys and detailed
evaluation of the condition of the road. Plans were made and reduced levels for the roads need to
be calculated. The description of works was totally with respect to Indian Road Congress and
MORT&H specifications. It was clear that an overlay of Dense Bituminous Macadam, 50-75mm in
thickness to be laid. The wearing course of Bituminous Concrete laid over DBM to a thickness of
30 mm compacted to the work specifications. The PWD officials had strict controls over the
project so that there are no chances of corruption. The plans and reduced levels for roads were
made ready by the end of February 2018. The overlay work was started from 1 march 2018.
33. The work was performed according to the specifications. The S.D.O. was present at
the time of laying of overlay along with the Junior Engineer and workers of
department keeping a check on the activities of the contractor. Special inspections by
the XEN, Chief Engineer were made on regular basis. They would check for overlaid
thickness, material composition, temperature of lay, equipments etc. The collecting of
mix samples from the site of work at different R.D.'s, (after 2-3 days of moving traffic)
is done for the testing in laboratory by the quality control department. Therefore
samples of one square foot area upto the depth of particular layer were extracted.
The testing of mix is also done at the time of lay to check the density of the mix. The
work is in progress. The date of commencement the project as shifted from
29/12/2017 to 1/3/2018, the contractor has 4 months time period to complete the
project with all works complete and to the satisfaction of the Engineer-in-charge.
34. Future Scope
The basic role of transport infrastructure is to generate connections between
geographically separated locations for both commercial and individual needs. The
development of the transport road network plays an important role in the economic
development of a country and, therefore, the kilometre-age of paved roads existing in
a country is often used as an index to assess the extent of its development. The
proper development of the transport road network not only reduces the cost of
transportation, both in terms of money and time, but also helps in the integration of
various regions within the country and the better understanding of neighbouring
countries at the international level.
The flexible overlay on the existing flexible pavements will result in strengthening of
the pavement, reduced risks of accidents due to irregularities on road. This is help in
faster movement of traffic and goods. The extra-widening done on various locations
will help in reducing the congestion and traffic bottlenecks in the city. Provision of cat
eyes and other preventive measurements will make the flow smooth and lesser
delays. Therefore, good road networks improve overall accessibility and reduce
transportation costs including travel time, vehicle operating costs, business activity,
road and parking facility cost, accident and pollution damages. A better pavement
increases a community's access to other areas. This may increase "economies of
scale" in production processes, which means higher productivity through lower costs
per unit of output.