PWD Final Report

Summer Vocational Training 2012
Chapter 1: Introduction
1.1 BACKGROUND Kazi Nazrul Islam Avenue, also known as VIP road is one of the major arterial roads of Kolkata providing critical connectivity to the Netaji Subhas Chandra Bose International Airport as well as to an increasing no. Residential colonies and institutions. It starts at Ultadanga in the city core and near the airport, having total length about 8km. It also acts the main link roads for the traffic entering the city as well as NH2 or via NH6 (via Belghoria Expressway) as well as NH34, NH35 from northern side of Kolkata, thereby catering to the significant quantum of through traffic using this road. Over the years, massive ribbon development comprising of residential, commercial and institutional activities along this corridor has started generating a huge volume of local traffic and significant cross traffic along this corridor thereby resulting in the massive congestion and vehicle-vehicle and vehicle pedestrian conflict at several busy crossings. The conflict between through traffic and cross traffic at several busy interactions has also seriously impeded the smooth and speedy movement of traffic thereby hindering urban mobility and also endangers the safety of the urban residents. To address this impediment to traffic movement, provide security to the residents and cater to the growing travel demand as well as substantial ribbon like urban development along the road, a grade separation in the form of an elevated corridor is considered to be the only viable solution for smooth flow of traffic through the provision of two tiers of the carriageway, the upper tier as elevated corridor to cater to the through traffic and the other, i.e. the lower tier which will be existing carriageway with the necessary improvement to cater to the local traffic with the provision of service roads and facilities for non-motorized traffic and footpaths for pedestrians in the line with the requirements of the National Urban Transport Policy (NUTP) of the Ministry of Urban Development, Govt. of India. Additionally to facilitate smooth and safe pedestrian crossings particularly at Keshtopur, Baguihati and Jora Mandir, pedestrian underpasses at these locations have been proposed.
1.2 OBJECTIVE AND NEED FOR THE PROJECT
4 Lane Elevated Corridor From Keshtopur To Jora Mandir On Kazi Nazrul Islam Avenue [VIP Road]
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The need for an efficient transportation system and network to ensure uninterrupted mobility in and around the city and from/to its only airport has been felt for quite some time. Over the last decade due to massive ribbon development comprising of residential, commercial and institutional activities along the Kazi Nazrul Islam Avenue (KNIM) which is the main artery to the city airport has started generating a huge volume of local traffic and significant cross traffic along this corridor thereby resulting in massive congestion and vehicle-vehicle and vehicle-pedestrian conflict at several busy crossing. The conflict between through traffic and cross traffic at several busy intersections has also seriously impeded the smooth and speedy movement of traffic thereby hindering urban mobility. To cater to this growing travel demand while addressing the impediment due to the ribbon development along the road, a grade separation in the form of an elevated corridor is considered to be the only viable solution for smooth urban mobility along VIP Road. The proposed elevated corridor will form part of the major linkage between the southern part of the Kolkata Metropolitan Area (KMA), central business district of Kolkata, north eastern part of KMA where the international airport of the city is located and the north 24 paraganas district. The decadal population growth rate in north 24 paraganas district is 22.62 percent, which is an indication of huge growth in population in the north eastern fringe of the city of Kolkata. This growth in population has resulted in enormous growth in traffic both through as well as cross, leading to massive traffic congestion along stretches of the Kazi Nazrul Islam avenue thereby increasing travel time to the citys only airport and also creating huge traffic snags for the movement of the local residents. The airport traffic also endangers the movement of pedestrians and non-motorized vehicles lying on the stretch. In order to overcome traffic congestion and enhance urban mobility along Kazi Nazrul Islam Avenue (VIP Road) and providing safe movement for the local pedestrians and minimise the increasing conflict of local and through traffic, it has been proposed to build the elevated corridor that would segregate the local traffic from through traffic and eliminate the conflict at the major locations of Keshtopur, Baguihati and Jora Mandir and also facilitate smooth and safe pedestrian crossings through pedestrian underpasses in line with the provisions of the NUTP.
1.3 DESCRIPTION OF THE PROJECT CORRIDOR The total length of the corridor over which the elevated road has been proposed is 2 kms. It will follow the existing alignment of the Kazi Nazrul Islam Avenue or VIP Road along its central verge with minor geometric correction if found necessary. The location of the proposed elevated corridor is shown in the enclosed index map.
4 Lane Elevated Corridor From Keshtopur To Jora Mandir On Kazi Nazrul Islam Avenue [VIP Road] Page 2
The project area being a very critical urban corridor is maintained by the PWD Roads,
Govt. of West Bengal under its jurisdiction. The project corridor is of significant importance as it connects the citys only airport, serves as gateway to Kolkata from other districts within or outside KMA and also other states and also caters to an increasing volume of urban population. Massive ribbon development can be observed along the corridor resulting vehicle-vehicle and vehicle-pedestrian conflict at several locations most prominent among which is Kestopur, Baguihati and Jora Mandir. Development along the corridor is of mixed nature thereby generating mixed traffic. These include major commercial areas of Keshtopur clubbed with residential and institutions such as schools colleges etc. Between Keshtopur and Baguihati prominent showrooms of leading car manufacturers can be seen. College more, Baguihati and Jora Mandir has also undergone massive mixed use development with a number of hospitals, banks, commercial establishments, institutions, a large market and huge residential localities. The land adjacent to the road at Baguihati is used as parking lot and terminal for busses originating from Baguihati to various locations in KMA. Besides, PWD mechanical workshops and stack yard is located adjacent to the project stretch. The Baghjola canal crosses the project corridor at Keshtopur via a skewed bridge with sluice gates. There are a no. of cross roads at Keshtopur, college more, Baguihati and Jora Mandir which carry considerable cross traffic that are of mixed nature out of which a large no. of pedestrian traffic can be observed. Traffic along the project corridor is of mixed nature varying from heavy traffic like busses, trucks etc. to medium and light commercial vehicles to auto rickshaws, two wheelers and nonmotorized traffic comprising of rickshaws , bicycles and pedestrian traffic.
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INDEX MAP
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Chapter 2: Environmental and social impact study
2.1 INTRODUCTION
In order to identify the environmental issues related to the activities for construction of a road with two separate ramps between Keshtopur and Jora Mandir on Kazi Nazrul Islam Avenue (KNIA) also known as VIP Road an environmental social assessment were carried out on the basis of secondary data. Environmental assessment includes the study of present environmental set-up in and around the project influence area.
2.2 STUDY OBJECTIVES
The objectives of the environmental assessment are to enable early determination and evaluation of potential impacts on ambient environment due to project related activities during construction and operation phases and thereafter examination of level of study required in the succeeding period. The Environmental assessment would also help to design the project in an environmentally sustainable and socially acceptable mode by incorporating environmental regulations and suggestion made by the possible funding institutions.
2.3 ENVIRONMENTAL IMPACT ASSESSMENT REQUIREMENT OF THE PROJECT
Regional Environmental Settings Anticipated Environmental Impacts and Mitigation Measures Environmental Impactsconstruction phase On Air Quality On noise level On water quality On soil On Ecology Causes of Impacts on Air Quality Land clearing
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Summer Vocational Training 2012 Construction of pavements Noise pollution will be caused by Operation of construction equipments such as earth moving and material handling equipments. Cause of Impacts on Water Quality Water quality may deteriorate from runoff and waste generated from construction activities. Impact on Soil Contamination of soil is expected due to deposition of construction materials and waste products as well as fuel and lubricant spillage from vehicles. Impacts on Ecology Unforeseen accidents could result in personal injuries and damage to private or public property.
Environmental Impactsoperational phase During operational phase the environmental impacts are likely to be mostly positive. However there could be some adverse impacts due to inadequate operations/maintenance/control. Increase in air pollution is expected during the operation phase since traffic volume is predicted to be high. It is essential that appropriate traffic safety measures are included in project design.
Road safety and Traffic Management during Construction Contractor in consultation with PWD, (Road) will have to prepare a traffic management plan for approval of the State Police. The plan will include: Measures to be taken to prevent traffic congestion. Provision of temporary safe access to school/residence that will be blocked due to construction.
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Summer Vocational Training 2012 Measures to be taken for safe passage of traffic including temporary diversions and separation of motor vehicle traffic from non-motorised and pedestrian traffic where necessary. Measures to be taken to ensure safety to traffic passing through the construction area including signs, marking flags, lights and flagmen as may be required.
2.4 SOCIAL IMPACTS
The following sections discuss the social impacts of the proposed project and also focus on the various conclusions and recommendations in order to eliminate adverse effects on the social environment of the study area. Social Impact Assessment Baseline situation of certain well-defined pockets have been studied while discussing the social setting of the immediate project area. These pockets include following: Ultadanga Multi-Point Crossing VIP Road (along the Keshtopur Canal) Lake Town Bangur Avenue DumDum Park Areas adjacent to proposed elevated corridor like Keshtopur, Baguihati and Jora Mandir.
Ultadanga Multi Point Crossing

The Ultadanga Intersection is adjacent to HUDCO more. Different kinds of shops are seen in
this place .A footbridge has been constructed at this multi point crossing to facilitate movement of pedestrian traffic. Heavy traffic movement marks this densely built-up area. Noise pollution and air pollution levels are high. This is basically a commercial location. The social nature of this area is truly cosmopolitan.
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Summer Vocational Training 2012 VIP Road and Golaghata High-rise multi-storied apartments, factory warehouses, vehicle showrooms, commercial establishments, stationery shops, resorts, restaurants, vacant spaces etc. are noticed along VIP Road. The Keshtopur Canal runs parallel to the VIP Road. This is the single major road leading to the Netaji Subhash International and Domestic Air Terminal Dum Dum . Vehicular traffic level is considerably high. A large population that provides a range of domestic and professional services in capacity of domestic helps, drivers, cooks, maids, shop assistants, garage boys, telephone booth operators, photocopier operators, attendants etc. also lives in this area. Water bodies are also seen along the VIP Road. Large advertisements are noticed along the roadside. These are lit up during the evening. Lake Town High-rise multi-storied apartments, factory warehouses, vehicle showrooms, commercial establishments, stationery shops, resorts, restaurants, vacant spaces etc. are noticed in Lake Town. A large population that provides a range of professional services also seen in Lake Town. There is a footbridge constructed across the VIP Road connecting Lake Town with Salt Lake City. Bangur Avenue High-rise multi-storied apartments, factory warehouses, vehicle showrooms, commercial establishments, stationery shops, resorts, restaurants, vacant spaces etc. are noticed in Bangur Avenue. Well-to-do section of the society live in the affluent apartments here. Dum Dum Park This area is also similar to Bangur Avenue in its characteristics and social fabric with high rise multi storied residential apartments and commercial establishments, restaurants.
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Chapter 3: Engineering Surveys & Investigation
A detailed ground reconnaissance of the project road was undertaken after the study of maps and preliminary data collected. Separate teams were deployed along the roadway section to conduct surveys and investigation, the summary of which is enlisted in succeeding sections.
3.1 TOPOGRAPHIC SURVEY EQUIPMENTS Electronic total station with angular accuracy of 1 sec Auto Level having accuracy of 2.5 mm/km Other items like measuring tapes, ranging rods, etc. as required. STANDARD CODES USED IRC:SP 19-2001 IRC:SP 13 SURVEY PROCEDURE Location of Temporary Bench Marks(TBM) Fixation of Temporary Bench Mark(TBM) Levels
All leveling are carried out from the GTS BM located at Baguihati Central Godown, Baguihati, under Alipore Sub-Division having value of 3.943 with Auto Level having accuracy 2.5 mm/km.
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Summer Vocational Training 2012 Details of TBM points have been furnished in the table below: TBM No. Chainage Northing (km) 3.168 3.219 4.280 4.355 4.603 4.654 (N) 10830.91 10884.15 11456.34 11493.59 11618.95 11646.43 Easting (E) 11295.66 11307.08 12172.67 12236.90 12454.90 12498.06 Elevation (Z) 3.781 3.840 3.710 3.531 3.531 3.326 Right Right Left Left Right Right Side Offset from center Line(m) 19.55 20.53 16.00 13.13 15.52 14.90
TBM-1 TBM-2 TBM-3 TBM-4 TBM-5 TBM-6
Taking detail Survey Readings Ground Features Take Off Survey Coding Guidelines for Typical Feature Surveys Long Sections Cross Sections Cross Section at Culverts Temporary(TEMP) Stations Survey Controls The entire topographic survey has been carried out by Total Station having facility of transferring data to computer. All transverse stations were recorded with X,Y and Z co-ordinates and were checked to eliminate any error. The TBMs were connected for X and Y co-ordinates by Total Stations with closing at intervals. Levels of all Temporary BMs were obtained by Auto Levels only. Levels were closed to eliminate any error. However, subsequent leveling from TBMs for contouring purpose(detailing) have been carried out by Total Station.
Summer Vocational Training 2012 Ground Verification Digital Terrain Modeling (DTM)
3.2 ROAD AND PAVEMENT INVESTIGATIONS Road Inventory Survey Pavement Investigation Pavement Condition Survey a) Pavement Condition Survey i. Pavement Cracking(narrow and wide) Ravelling(% of pavement area affected) Potholing(% of pavement area affected) Edge Break(length in meters) Rut depth(in mm) ii. Shoulder Shoulders are unpaved and their condition is indicated along with pavement condition b) Subgrade Characteristics and Strength After dividing the road into homogeneous segments with respect to pavement condition and strength, soil classification and mechanical characteristics of subgrade soil along the existing road alignment have been carried out by digging pits @ 1 pit per km in a staggered manner on both sides of the road. The tests include : In-situ density and moisture content of sample of each pit Grain Size Analysis Atterberg Limits Modified Proctor Test Laboratory CBR
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1) GEOTECHNICAL INVESTIGATION AND SUB-SOIL EXPLORATION Geotechnical investigations and sub-soil explorations have been carried out for the proposed flyover at the following chainages as mentioned in the table below :
Sl. No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. Abutment /Pier Location BH-1 BH-2 BH-3 BH-4 BH-5 BH-6 BH-7 BH-8 BH-9 BH-10 Chainage Km 3+313 Km 3+475 Km 3+615 Km 3+800 Km 3+974 Km 4+169 Km 4+279 Km 4+509 Km 4+740 Km 4+948 Depth of BH(in m) 40.03 40.08 40.16 40.27 40.05 40.03 40.05 40.04 40.25 40.10
2) SOIL AND MATERIAL INVESTIGATIONS

The engineering properties of the following materials which are to be used during execution are to be determined : I. II. III. IV. Subgrade soil of existing road development Subgrade soil of proposed widening of the road Borrow areas materials e.g. soil for use in embankment and sub grade construction Quarries for stone aggregates and sand for use in WMM, DBM, BC and cement concrete works
Following tests are conducted in the field: a. Visual Classification of soil b. Field Moisture Content c. Pavement thikness Following tests are conducted in laboratory: a. b. c. d. Gradation tests Atterberg limits Compaction tests(Modified AASHTO) CBR(unsoaked and 4 days soaked)
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Chapter 4: Construction Programme
4.1 CONSTRUCTION EQUIPMENT:
The project is basically a decongestion and capacity augmentation project by constructing one elevated corridor along with construction of service road, footpath cum drain and widening of main carriageway including two numbers culverts. All necessary equipments/ machineries for fully mechanized construction will be necessary for timely implementation of the project. The list of equipments given below in the table includes the machineries related to the earthworks, base/ sub-base works, concrete works, structural works and other miscellaneous works.
4.2 CONSTRUCTION PROGRAMME AND METHODOLOGY:
The construction methodology envisages composite super structure with steel pier in the viaduct portion. The main purpose of adopting this type of construction is to minimize the disruption in traffic flow during construction period and also to reduce the tenure of construction period. During construction, central portion of selected stretches of VIP road shall have to be barricaded. The steel column and & girders will be fabricated at workshop and transported to site by trailer. The size of single piece will guide the location of splicing. The girders will be launched on piers and the deck slab will be cast by taking temporary support from the girders. After completion of decking, crash barrier, expansion joint, railing and all the appurtenances will be fixed and wearing course will be laid. The embankment portion of the flyover will be constructed by R.E wall. The total duration of project construction period has been considered as 20 months.
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Summer Vocational Training 2012 List of Equipments: Type of Equipment Air Compressor Batching and mixing plant Batching and mixing plant(30cum) Concrete Mixer(0.4/0.28 cum) Concrete Pump Crane-35T Crane-3T Crane-80T Dozer D-50-A 15 Dozer D-80-A12 Front-end Loader Generator 300 KVA Generator 100 KVA Hot Mix Plant(60-90 TPH) Hydraulic Excavator Mastic Cooker Mechanical Broom Motor Grader(3.35 m blade) Motor Grader(3.35 m blade) Paver Finisher(with sensor control) Piling rig with Bentonite pump Pressure distributor(Bitumen) Pressure distributor(Emulsion) Road Marking Machine Roller(Ordinary) Roller(Pneumatic tyred) Roller(Tandem) Roller(Vibratory) Tipper/ Trucks Transit Mixer Transit Mixer Wet Mix Plant(60 TPH) Output of Machine 1250 sqm/hr 15-20 cum/hr 30 cum/hr 2.5 cum/hr 25 cum/hr 35 Tonne 3 Tonne 80 Tonne 150 cum/hr 180 cum/hr 25 cum/hr 300 kva 100 kva 60-90 cum/hr 60 cum/hr 1 tonne/hr 1250 sqm/hr 50 cum/hr 200 cum/hr 30 cum/hr 2 to3 RM/hr 1750 sqm/hr 1750 sqm/hr 100 sqm/hr 70 cum/hr 25 cum/hr 30 cum/hr 100 cum/hr 5.5 cum 3 cum/hr 4.5 cum/hr 60 Tonne/hr Remarks Surface cleaning Concrete Mix Concrete Mix Concrete Mix Concrete Mix For lifting For lifting For lifting Clearing Clearing Aggregate Loading Hot Mix Plant WMM Plant Asphalt Mix Excavation Mastic asphalt Surface cleaning GSB Spreading Soil Spreading Asphalt Mix Laying Boring Tack coat/ Prime coat Tack coat/ Prime coat Road Marking Earth/ Soil Asphalt works Asphalt works Earth/ Soil All kinds of material Transportation of concrete mix Transportation of concrete mix WMM
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Chapter 5: Cost Estimation and Rate Analysis
5.1 GENERAL
The methodologies adopted for estimating the cost of the proposed elevated corridor and its ancillary works which may be divided be divided in three board items of works as follows: Proposed elevated corridor Improvement of existing road and Proposed pedestal subway
For each item of work the cost estimate has been arrived based on following steps: Analysis of unit rates of various items of work. Estimation of quantities for site clearance & utility relocation. Estimation of quantity for earthwork and road components e.g. pavement, cross drainage structures, bridges etc. and other ancillaries as per relevant IRC/IS and MoRTH specifications. Consideration of allowances for contingencies.
5.2 ANALYSIS OF RATES:
The rates of various item of works associated with the proposed project has been arrived based on public works (roads ),directorate ,schedule of rates ,2008 government of West Bengal with latest addendum and corrigendum issued on 1st July ,2010. Considering cost of materials, machinery and labour with additional percentages to concider Over head Charges and Contractors profit. The said schedule of Rates follows the guidelines furnished in MoRT&Hs Standard Data Book (first revision 2003). Rates of item of works which are not covered in schedule of rates, 2008 of public works (roads) directorate, the rates have been taken from PWD, NH Schedule of Rates,2007-2008 Govt. of West Bengal. Moreover the rates of structural steel & bolt including fabrication & erection have been analyzed considering the present market rate. The contractors profit has been considered on all items at uniform rate of 10%. The profit has been considered applicable on material, machinery, labour cost and overhead charges, as per the MoRTH Standard Data Book.
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5.3 COST ESTIMATE:
The cost estimate of the project has been delivered based on the rates for various items of work taken from schedule of different departments. The estimated cost of the project amounts Rs. 208,03,88,745 (Rupees Two Hundred Eight Crores Three Lakhs Eight Eighty Thousand Seven Hundred Forty Five only). The abstract of the estimated cost of the project is provided in the table below: SL NO. A. ITEM OF WORK Proposed Elevated Corridor Foundation Substructure Superstructure Approach ramp Miscellaneous AMOUNT(Rs.) REMARKS
18,18,98,118 32,63,14,822 107,40,15,814 2,15,93,387 34,49,971
Subtotal ( Proposed Corridor) B.
Elevated 160,72,72,112
Improvement of existing road 1. 2. 3. 4. Road works Side drain CD structure Miscellaneous works 144810723 80854994 15396854 20079056
Sub total ( Improvement of existing 261141627 road) C. Proposed pedestrian subway Subway at Kestopur Subway at Baguiati Subway mandir at 17403694 18743098
Jora 17144904
Sub Total( Proposed pedestrian 53291696 subway)
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Summer Vocational Training 2012 D. Other Miscellaneous works Shifting service of utility 80000000
Provision of survey 2500000 & identification of underground utility service Provision of making 2232000 confirmatory bore holes Provision for field 3600000 laboratory & quality control Other Miscellaneous 88332000
Sub total( works)
Sub total for individual items(sl. No. 2,01,00,37,435 A+B+C+D) Contingencies of work @ 3.0% on 6,03,01,123 a Administrative charges @ .5% on 1,00,50,187 a Total cost including contingencies & administrative 208,03,88,745 charges Grand total 208.04 Crore
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Chapter 6: Subgrade Soil Investigation
SUBGRADE SOIL INVESTIGATION
In order to access the existing pavement composition including subgrade soil properties test pits of size 1.00m*1.00m were excavated at the pavement shoulder interface down to the subgrade level.
The following tests are performed on the soil sample:
A field dry density using sand replacement method was carried out at the subgrade level as per IS:2720(Part 28). On the soil sample collected from the top 300mm of subgrade classification and the following laboratory tests were performed: Field moisture content(as per IS:2720(Part 2)- 1973) Grain size analysis(as per IS:2720(Part 4)- 1985)
Grain size analysis express quantitatively the proportions by mass of the various size of particles present in the soil.
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Atterberg Limits(as per IS:2720(Part 5)- 1985) Plastic limit: The plastic limit of fine-grained soil is the water content of the soil below which it ceases to be plastic. It begins to crumble when rolled into threads of 3mm dia.
Liquid Limit: The liquid limit is the water content at which it will takes 25 blows to close the groove over a distance of 13 mm. Plasticity Index: The plasticity index (PI) is a measure of the plasticity of a soil. The plasticity index is the size of the range of water contents where the soil exhibits plastic properties. The PI is the difference between the liquid limit and the plastic limit (PI = LL-PL). Soils with a high PI tend to be clay, those with a lower PI tend to be silt, and those with a PI of 0 (non-plastic) tend to have little or no silt or clay.
Modified Proctor Test or Heavy Compaction Test
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Summer Vocational Training 2012 Soil at known water content is placed in a specified rammer in to a mould of given dimensions, subjected to a compactive effort of controlled magnitude and the resulting unit weight determination. The procedure is repeated for varying Water Content and Dry Unit Weight.
California Bearing Ratio Test
4 days soaked(as per IS:2720(Part 16)- 1985) The Ratio of the force per unit area to penetrate a soil mass with circular plunger of 50 mm diameter @ 1.25 mm/min to that required for corresponding penetration of a standard material.
CBR = [PT / PS] x 100
PT = Corrected unit (or total) test load corresponding to the chosen penetration from the load penetration curve (fig. 2 of chapter IS: 2720 (Part 16)-1979 Method of test for soils: Part 16 Laboratory Determination of CBR (first revision) in Compendium of Indian Standards on Soil Engineering Part 1)
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PS = unit (or total) standard load for the same depth of penetration as for PS taken from table below.
CBR Apparatus
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Chapter 7: Geotechnical Investigation
In order to obtain information on the physical properties of soil and rock around a site to design earthworks and foundations for proposed structures and for repair of distress to earthworks and structures caused by subsurface conditions.
Description Of Field Work
Some soil core samples were collected and these samples were taken to the laboratory for tests to obtain various properties of sub soil formation.
Laboratory Testing
The following laboratory tests were carried out on disturbed and undisturbed soil samples for identification and classification purposes and to obtain the strength and other properties of the formation.
Grain Size Analysis Natural Moisture Content Atterbergs Limits Specific Gravity:
This is the ratio of the mass of unit volume of soil at a stated temperature to the mass of the same volume of gas free distilled water at a stated temperature.
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Triaxial Test:
A cylindrical specimen of soil encased in an impervious membrane is subjected to a constant confining pressure and then loaded axially @ 1.25 mm per minute to failure without change in total water content in the specimen. The test is limited to specimen in the form of the right cylinder of nominal diameter 38 mm and height equal to twice the nominal diameter. The ratio of diameter of the specimen to maximum size of particle in the soil should not be less than 5.
Triaxial Apparatus
One Dimensional Consolidation Test: A test in which the specimen is laterally confined in a ring and is compressed between porous plates in fully saturated condition. The gradual reduction in volume of soil mass on application of compressive stress is due to expulsion of water from the pores. The height of the ring shall not be less than 20mm. with diameter to height ratio of about 3. Further the specimen height shall be not less than 10 times the maximum particle size.
Consolidation Apparatus
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Chapter 8: Substructure - Piling

8.1 Pile In this project all the piles were 1000 mm in diameter, 20-25m in length, concrete and cast-in-situ. These were basically friction piles. For the construction of the pile it should not take more than 8 hours. The steps are Survey Casing punching/driving Boring/drilling Cage lowering Tremmie lowering Flushing Concreting First the surveyor will give the point for the drilling following the centreline of formwork. After that a temporary casing is driven but the erection has to be straight so from the centre two perpendicular lines of 2m is taken together with that spirit level is used for the straightening of the casing. Constant length of the diagonal is maintained during the driving of the casing. Boring is done with the help of Hydraulic Rotary piling rig. Temporary steel casing of required length will be driven. After reaching the founding level the bore will be thoroughly flushed with fresh bentonite solution. Reinforcement cages will be prefabricated in suitable length of about 10m. These will be lap welded at site and lowered in to the bore with the help of mobile crane. On placing the reinforcement cage, tremmie pipe elements will be assembled and lowered inside the cage. The bore will be then concreted by tremmie method with a minimum slump of 150mm.
8. 2 Pile cap After the approval of the pile report, green flag is given to the construction of the pile cap. The concreting of the pile is done up to the ground level bit it is cut down to cut off level to get the sound concrete. The reinforcement from the pile is extended further and enters in to the cap. The reinforcement of the pile cap is made and then concreting. This kind of work is given to the subcontractor. But before the pile cap a floor of pain concrete (PCC) is done. Dewatering is also done to expel water from the pit before the concreting.
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Chapter 9: Pavement Analysis and Design
GEOMETRIC DESIGN:
The project corridor lies in plain terrain and passing through highly urbanized areas. As such, the geometric standards relevant to plain terrain as per IRC: 73-1980 and IRC: 86-1983 have been adopted.
DESIGN SPEED:
Design speed is the single most important factor that affects the geometric design. It directly affects the sight distance, horizontal curve, and the length of vertical curves. Since the speed of vehicles vary with driver, terrain etc, a design speed is adopted for all the geometric design. Design speed is defined as the highest continuous speed at which individual vehicles can travel with safety on the highway when weather conditions are conducive.
HORIZONTAL ALLIGNMENT:
Horizontal alignment is one of the most important features influencing the efficiency and safety of a highway. Horizontal alignment design involves the understanding on the design aspects such as design speed and the effect of horizontal curve on the vehicles. The horizontal curve design elements include design of super elevation, extra widening at horizontal curves, design of transition curve, and set back distance.
HORIZONTAL CURVES:
The presence of horizontal curve imparts centrifugal force which is a reactive force acting outward on a vehicle negotiating it. Centrifugal force depends on speed and radius of the horizontal curve and is counteracted to a certain extent by transverse friction between the tyre
Summer Vocational Training 2012 and pavement surface. On a curved road, this force tends to cause the vehicle to overrun or to slide outward from the centre of road curvature. For proper design of the curve, an understanding of the forces acting on a vehicle taking a horizontal curve is necessary. Various forces acting on the vehicle are illustrated in the figure 1.
Figure 1: Effect of horizontal curve They are the centrifugal force (P) acting outward, weight of the vehicle (W) acting downward, and the reaction of the ground on the wheels (Ra and Rb)The centrifugal force and the weight is assumed to be from the centre of gravity which is at h units above the ground. Let the wheel base be assumed as b units. The centrifugal force in kg/m2 is given by
where is the weight of the vehicle in kg, is the speed of the vehicle in m/sec , g is the acceleration due to gravity in m/sec2 and is the radius of the curve in VERTICAL ALLIGNMENT:
The vertical alignment of a road consists of gradients (straight lines in a vertical plane) and vertical curves. The vertical alignment is usually drawn as a profile, which is a graph with elevation as vertical axis and the horizontal distance along the centre line of the road as the the horizontal axis. GRADIENT:
Gradient is the rate of rise or fall along the length of the road with respect to the horizontal. While aligning a highway, the gradient is decided for designing the vertical curve.
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Summer Vocational Training 2012 VERTICAL CURVES: Summit curves are vertical curves with gradient upwards. They are formed when two gradients meet as illustrated in figure 1 in any of the following four ways: 1. when a positive gradient meets another positive gradient [figure 1a]. 2. when positive gradient meets a flat gradient [figure 1b]. . 3. when an ascending gradient meets a descending gradient [figure 1c]. . 4. when a descending gradient meets another descending gradient [figure 1d]. .
Figure 1: Types of summit curves
PAVEMENT DESIGN:
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. TYPES OF PAVEMENTS
The pavements can be classified based on the structural performance into two, flexible pavements and rigid pavements. In flexible pavements, wheel loads are transferred by grainto-grain contact of the aggregate through the granular structure. The flexible pavement, having less flexural strength, acts like a flexible sheet (e.g. bituminous road). On the contrary, in rigid pavements, wheel loads are transferred to sub-grade soil by flexural strength of the pavement and the pavement acts like a rigid plate (e.g. cement concrete roads).
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Summer Vocational Training 2012 IRC METHOD OF DESIGN OF FLEXIBLE PAVEMENTS OVERVIEW
Indian roads congress has specified the design procedures for flexible pavements based on CBR values. The Pavement designs given in the previous edition IRC:37-1984 were applicable to design traffic upto only 30 million standard axles (msa). The earlier code is empirical in nature which has limitations regarding applicability and extrapolation. This guidelines follows analytical designs and developed new set of designs up to 150 msa in IRC:37-2001. DESIGN CRITERIA
The flexible pavements has been modelled as a three layer structure and stresses and strains at critical locations have been computed using the linear elastic model. To give proper consideration to the aspects of performance, the following three types of pavement distress resulting from repeated (cyclic) application of traffic loads are considered: 1. Vertical compressive strain at the top of the sub-grade which can cause sub-grade deformation resulting in permanent deformation at the pavement surface. 2. Horizontal tensile strain or stress at the bottom of the bituminous layer which can cause fracture of the bituminous layer. 3. Pavement deformation within the bituminous layer.\ DESIGN PROCEDURE
Based on the performance of existing designs and using analytical approach, simple design charts and a catalogue of pavement designs are added in the code. The pavement designs are given for subgrade CBR values ranging from 2% to 10% and design traffic ranging from 1 msa to 150 msa for an average annual pavement temperature of 35 C. The later thicknesses obtained from the analysis have been slightly modified to adapt the designs to stage construction. Using the following simple input parameters, appropriate designs could be chosen for the given traffic and soil strength: Design traffic in terms of cumulative number of standard axles; and CBR value of subgrade.
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Summer Vocational Training 2012 DESIGN TRAFFIC
The method considers traffic in terms of the cumulative number of standard axles (8160 kg) to be carried by the pavement during the design life. This requires the following information: 1. Initial traffic in terms of CVPD 2. Traffic growth rate during the design life 3. Design life in number of years 4. Vehicle damage factor (VDF) 5. Distribution of commercial traffic over the carriage way.
PAVEMENT THICKNESS DESIGN CHARTS
For the design of pavements to carry traffic in the range of 1 to 10 msa, use chart 1 and for traffic in the range 10 to 150 msa, use chart 2 of IRC:37 2001. The design curves relate pavement thickness to the cumulative number of standard axles to be carried over the design life for different sub-grade CBR values ranging from 2 % to 10 %. The design charts will give the total thickness of the pavement for the above inputs. The total thickness consists of granular sub-base, granular base and bituminous surfacing. The individual layers are designed based on the the recommendations given below and the subsequent tables. PAVEMENT COMPOSITION
Sub-base Sub-base materials comprise natural sand, gravel, laterite, brick metal, crushed stone or combinations thereof meeting the prescribed grading and physical requirements. The subbase material should have a minimum CBR of 20 % and 30 % for traffic upto 2 msa and traffic exceeding 2 msa respectively. Sub-base usually consist of granular or WBM and the thickness should not be less than 150 mm for design traffic less than 10 msa and 200 mm for design traffic of 1:0 msa and above. Base The recommended designs are for unbounded granular bases which comprise conventional water bound macadam (WBM) or wet mix macadam (WMM) or equivalent confirming to
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Summer Vocational Training 2012 MOST specifications. The materials should be of good quality with minimum thickness of 225 mm for traffic up to 2 msa an 150 mm for traffic exceeding 2 msa. Bituminous surfacing The surfacing consists of a wearing course or a binder course plus wearing course. The most commonly used wearing courses are surface dressing, open graded premix carpet, mix seal surfacing, semi-dense bituminous concrete and bituminous concrete. For binder course, MOST specifies, it is desirable to use bituminous macadam (BM) for traffic upto o 5 msa and dense bituminous macadam (DBM) for traffic more than 5 msa.
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Chapter 10: Institutional Framework
FRAMEWORK FOR IMPLEMENTATION The project is to be implemented with the intention of decongesting and improving urban mobility of the Kolkata city. The project would be developed on a public funded format with partial resources from the state government budget. Construction should take a period of 18 months. AUTHORITY FOR APPROVALS/ CLEARANCES The project would require approvals from the following departments as part of the project implementation a) Public Works department b) Utilities agencies such as Electricity Boards/ Telephone exchange c) State Pollution control Board d) Any other approvals, as may be required during implementation
Project Risk Assessment Funding Risk Construction Risks Cost Overrun Risk Approvals Risk Operation & Maintenance Risks Present levels of service and proposed improvement 1) Present scenario Kazi Nazrul Islam Avenue (KNIA) or the VIP acts as the main arterial road to access Kolkata city from Netaji Subhas Chandra Bose International Airport and National Highways No. 34,35,2 and 6. The existing traffic scenario seriously impedes smooth urban mobility due to following reasons: No separate provision exists for the segregation of through traffic and local traffic generated from the various cross roads that exist along the project road. No separate service road exists for segregation of local slow moving traffic from fast moving traffic. Non existence of adequate pedestrian facilities for smooth passage in the main crossing especially at Kestopur, Baguihati and Jora Mandir. Unauthorized and haphazard road side parking and scattered movement of the pedestrian.
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Summer Vocational Training 2012 2) Proposed Developments To address the problem of congestion, provide adequate facilities for pedestrian and facilitate uninterrupted mobility the following measures have been proposed. (A) Standardize the road cross section of the proposed corridor for augmentation of the road capacity to cater future vehicular and pedestrian traffic. Enhance capacity of the corridor by providing standard 6 lane divided carriageway. Segregating the local traffic from through traffic and also motorized from non-motorized traffic. Pedestrian facilities need to be planned to minimize the pedestrian conflicts with vehicular traffic. Parking area needs to be identified especially near the school and college areas and necessary parking lane has to be provided. (B) Proposing Vertical segregation of the through traffic and cross traffic in the congested stretch and busy intersection to eliminate the conflict among them. By providing 4-lane elevated flyover from Kestopur to Jora Mandir via Baguihati crossing are proposed for through traffic along proposed corridor. Flyover length will be 1658.5m Provision for separate Pedestrian subway Provision for pedestrian subways has been planned at Kestopur, Jora Mandir and Baguihati with an aim to facilitate smooth and safe pedestrian crossing and eliminate pedestrian vehicle conflict. Salient features of pedestrian subways: a) Location : At Kestopur- Ch. 3.346 Km At Baguiati- Ch. 4+212 Km At Jora Mandir Ch. 4+607 Km b) Vertical clear height : 2.75 m c) Width of subway : 6.50 m Road Side Drainage : Longitudinal PCC drain have been provided on the both side of the road and connected with the existing CD structure for the smooth passage of storm water. Major improvements envisaged are as follows: Reduced travel time (proposed design speed of 70 km/hr) Smooth well maintained pot hole free riding surface Efficient traffic management system including signals, sign boards and road delineators Proposed illuminated carriageway
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(C)
(D)
Summer Vocational Training 2012 Uninterrupted movement for pedestrians Overall safety Improved mobility
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PWD Final Report

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PWD Final Report

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1.2 OBJECTIVE AND NEED FOR THE PROJECT

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Chapter 2: Environmental and social impact study

2.4 SOCIAL IMPACTS

Ultadanga Multi Point Crossing

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Chapter 3: Engineering Surveys & Investigation

TBM-1 TBM-2 TBM-3 TBM-4 TBM-5 TBM-6

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2) SOIL AND MATERIAL INVESTIGATIONS

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Chapter 4: Construction Programme

4.1 CONSTRUCTION EQUIPMENT:

4.2 CONSTRUCTION PROGRAMME AND METHODOLOGY:

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Chapter 5: Cost Estimation and Rate Analysis

5.2 ANALYSIS OF RATES:

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18,18,98,118 32,63,14,822 107,40,15,814 2,15,93,387 34,49,971

Subtotal ( Proposed Corridor) B.

Sub Total( Proposed pedestrian 53291696 subway)

Sub total( works)

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Chapter 6: Subgrade Soil Investigation

SUBGRADE SOIL INVESTIGATION

The following tests are performed on the soil sample:

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Modified Proctor Test or Heavy Compaction Test

California Bearing Ratio Test

CBR = [PT / PS] x 100

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Chapter 7: Geotechnical Investigation

Description Of Field Work

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Chapter 8: Substructure - Piling

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Chapter 9: Pavement Analysis and Design

Figure 1: Types of summit curves

Summer Vocational Training 2012 DESIGN TRAFFIC

PAVEMENT THICKNESS DESIGN CHARTS

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Chapter 10: Institutional Framework

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