REHABLITATION, STRENGTHENING AND FOUR

LANING OF SRINAGAR TO BANIHAL SECTION

A PROJECT REPORT
Submitted by

ISHFAQ RASHID SHEIKH

In partial fulfillment for the award of the degree
Of

BACHELOR OF TECHNOLOGY
IN

CIVIL ENGINEERING

Under The Guidance of

Submitted by

Mr. Visas Sharma

Ashfaq Rashid Sheikh

Assistant professor

11009511

LOVELY PROFESSIONAL UNIVERSITY

Phagwara144401, Punjab (India)

LOVELY PROFESSIONAL UNIVERSITY

CERTIFICATE
Certified that this project report entitled REHABLITATION AND FOUR
LAIN OF SRINAGAR BANIHAL EXPRESS HIGHWAY submitted by
ISHFAQ RASHID SHEIKH. Rag No: 11009511 student of Civil
Engineering Department, Lovely Professional University, Phagwara, and
Punjab who carried out the project work under my supervision. This report
has not been submitted to any other university or institution for the award of
any degree.

Signature of the HOD

Signature of the Supervisor

Ms Dolanchap Prabhakar

ER Room Singh

Department of civil engineering

Senior Engineer
B Tech Civil Eng.
Ramey Infrastructures

Ltd.

Abstract
The project report about Rehabilitation, strengthening and four laning of
Srinagar Banihal section from km 187.000 to km 189.350 (Banihal Bypass)
and km 220.700 to km 286.110 of NH-1A in the state of Jammu and
Kashmir under Ramky Infrastructure Limited under supervision of National
Highway Authority of India. The road project will act as link which will
connect the state with rest of the country. It will act as express highway due
to which traffic volume, traffic jam will be reduced .The total project cost is
a1600 crores and project completion is in June 2014. The project is divided
into no of sections Structural section, Highway section, surveying section. I
Have worked in structural section at change 246+258 (Box culvert), VUP
(vehicle under pass) at km 245+486 and Retaining wall.

TABLE OF CONTENTS

Chapter No
1
2
2.1
2.2
2.2.1
2.2.2
2.2.3
2.2.4
2.2.5
2.2.6
3
3.1
3.2
3.2.1
3.2.2
3.2.3
4
4.1
4.2
4.3
4.4
4.5
4.6
5

Chapter Name
Introduction
Box Culvert
Introduction
Design
Haunch
Side walls
Top Slab
Bracket
Back Filling
General Arrangement Drawing
Retaining Walls
Introduction
Different Types of Retaining Structures
Gravity walls
Semi Gravity Retaining Wall
Diaphragm Walls
Vehicle Under Pass
Introduction
Excavation
Ground Improvement
Bottom Slab
Waist Slab
General Arrangement Drawing
References

Page NO
6
7-12
7
8
9
9
10
10
11
12
14-21
14
15
15
16
21
24-29
24
24
25
25
25
26
30

Figure No.
1
2
3
4
5
6
7
8
9

Figure Label
Culvert
Gravity Retaining wall
Cantilever Walls
Counter fort retaining walls
Cantilever sheet piles
Anchored sheet piles
Diaphragm Walls
Gabion Walls
Top Plane of VUP

1. INTRODUCTION
5

Page NO.
9
15
17
18
19
20
22
23

The project report about Rehabilitation, strengthening and four laning of

Srinagar Banihal section from km 187.000 to km 189.350 (Banihal Bypass)
and km 220.700 to km 286.110 of NH-1A in the state of Jammu and
Kashmir under Infrastructure Limited under supervision of National
Highway Authority of India. The road project will act as link which will
connect the state with rest of the country. It will act as express highway due
to which traffic volume, traffic jam will be reduced .The total project cost is
1600 crores and project completion is in June 2014. The project is designed
on embankment so it consists of number of structures like bridges, culverts,
VUPs, PUPs, ROPs .These structures will act a medium for passage of
water, vehicle, and pedestrian from one side to another side of road. The
project is divided into number of sections Structural section, Highway
section, surveying section. I have worked in structural section at change
246+258 (Box culvert), VUP (vehicle under pass) at km 245+486 and
Retaining wall. The Box culvert is constructed for drain of water from one
side of road to another side in order to irrigate the agriculture land and
control of flood water. The VUP allows vehicles from one side of road to
another also provides a link for pedestrian. The retaining wall is used to
retain the building material of the road and also used to prevent erosion of
soil due to dampness.

2. BOX CULVERT
6

2.1 Introduction
Culvert is a structure that is used to drain water from one side of a
Road to another side. The catchment area of the road is

mainly

Agricultural area which require water from time to time and the river
Jhelum is very nearer to it having the frequent chances of floods. So
In order to supply and navigate the water we provide culvert as
A medium for passage of water. The length of box type culvert is
Equal to the width of road. The construction of box culvert is
Located at change 246+258.
2.2 Design
Excavation of ground is done by the help of excavator .The
excavation of depth 1.1 meter is excavated .The excavation is
mainly performed in order to make structure safe and durable.
After excavation ground improvement is performed by applying
GSB over the bottom of ground surface, over GSB PCC is played
in order to prevent moisture from the ground and also helps the
structure to remain free from any kind of defect. The thickness of
PCC is 100mm of M15 grade where M is Characteristic
compressive strength and 15 grade of cement.
Over PCC raft is played .The mate of steel is placed over PCC over
which concrete is played .The clear cover for reinforcement in raft
is 75mm.The steel of walls is banded with mat of bottom raft.
Dimensions of culvert
Width of culvert = 2.6 m
Height of Culvert = 2.65 m
Wall thickness of Culvert =300 mm
7

Thickness of bottom slab = 350 mm

Thickness of top slab = 300mm
Clear Cover of side walls = 50 mm
Bending of bars is as per IS 2502
Bottom slab is reinforced with FE 500 of diameter 12 mm, 10mm
of spacing 150 C/C, 200 C/C .Bottom slab consists of Bars which
are shown in BBS of a drawing. The bar mark, bar bending along
with spacing of each bar is shown in BBS (Bar Bending Schedule).

2.2.1 Haunch
8

Haunch is a sloping surface at the top and bottom of a culvert. The

main purpose of haunch is to reduce bending movement .As we are
aware that while designing haunch a fixed end case of a beam
arises. Due to which bending movement is maximum at hunch. So
in order to resist this movement haunch is used. The Haunch is
reinforced to gather with slab and walls of a culvert.

Fig. 1 Culvert
The haunch is reinforced with FE 500 of diameter 10 mm and 12
mm with varying spacing .The spacing diameter along with bar
bending of specific bar mark is shown in BBS(bar bending
Schedule)of drawing.
2.2.2 Side Walls
Side walls are reinforced with FE 500 grade of steel and M 30
grade of Cement. The reinforcement consists of main bars and
distributor bars having spacing of 200 mm. The side walls also
consists of weep whole pipes.
The weep hole pipes of diameter 75 mm horizontally and vertically
in a staggered manner in return walls. Length of each weep hole
9

pipe is equal to the diameter of the wall .The main purpose of weep
hole pipes is for drainage of water that seeps in to the ground from
top of the road. So that ground may not become undulated that is
why weep hole pipes are used.
The side walls are also provided with PVC pipes of diameter 1
inch that are used for tie rods with which channels are bolted. By
the help of channels we fit shuttering plates.
2.2.3 Top Slab
Top slab is reinforced with FE 500 grade of steel and M 15 grade of
cement. The proper bar bending schedule is as per drawing .The
serial number, bar mark, bar bending, bar diameter is shown in BBS
of drawing. The slab is simply supported at ends. Therefore bending
movement will be maximum at center minimum at ends that is equal
to zero. The clear cover used in slab is 50 mm .The bar spacing is
600 mm, 500 mm, 300 mm which is as per drawing.
2.2.4 Bracket
Bracket is reinforced together with haunch ,slab, side walls .It is
used to reduce the load which is superimposed on it .Over bracket a
waist slab is laid which is used to reduce the load created due to
rolling by the help of roller .Also it reduces the load which created
due the vehicles .Reinforcement details are as per drawing.

2.2.5 Back Filling

10

Back filling for walls is 600 mm thick filtered media that allows the
water content to leave out through weep whole pipes after applying
filtered media the soil is filled and compacted properly with the help
of roller.
After completing the design of culvert the upstream and downstream
end of a culvert is applied with 750 mm thick dry stone apron .In
order to prevent seepage of water at upstream and downstream ends
of culvert. The stones at downstream end is provided for large area
than that of up stream end .Because at down stream end that there is
a great chance of seepage.

11

12

13

3. Retaining wall
3.1 Introduction
Retaining walls are structures used to retain earth or water or other materials
where conditions do not permit the mass to assume its natural slope. The
retaining material is usually termed as backfill. The main function of
retaining walls is to stabilize hillsides and control erosion. When roadway
construction is necessary over rugged terrain with steep slopes, retaining
walls can help to reduce the grades of roads and the land alongside the road.
Some road projects lack available land beside the travel way, requiring
construction right along the toe of a slope. In these cases extensive grading
may not be possible and retaining walls become necessary to allow for safe
construction and acceptable slope conditions for adjacent land uses. Where
soils are unstable, slopes are quite steep, or heavy runoff is present, retaining
walls help to stem erosion. Excessive runoff can undermine roadways and
structures, and controlling sediment runoff is a major environmental and
water quality consideration in road and bridge projects. In these situations,
building retaining walls, rather than grading excessively, reduces vegetation
removal and reduces erosion caused by runoff. In turn, the vegetation serves
to stabilize the soil and filter out sediments and pollutants before they enter
the water source, thus improving water quality. The construction of retaining
wall is located at chain age 246+258.

3.2 Different Types of Retaining Structures

14

On the basis of attaining stability, the retaining structures are classified into
following:
3.2.1 Gravity walls
Gravity walls are stabilized by their mass. They are constructed of dense,
heavy materials such as concrete and stone masonry and are usually
reinforced. Some gravity walls do use mortar, relying solely on their weight
to stay in place, as in the case of dry stone walls. They are economical for
only small heights.

Fig 2 Gravity Retaining wall

3.2.2 Semi Gravity Retaining Wall

15

These walls generally are trapezoidal in section. This type of wall is

constructed in concrete and derives its stability from its weight. A small
amount of reinforcement is provided for reducing the mass of the concrete.
This can be classified into two:
Cantilever retaining wall
Counter fort retaining wall
Cantilever retaining wall
This is a reinforced concrete wall which utilizes cantilever action to
retain the backfill. This type is suitable for retaining backfill to moderate
heights (4m-7m). In cross section most cantilevered walls look like L s
or inverted T s. To ensure stability, they are built on solid foundations
with the base tied to the vertical portion of the wall with reinforcement
rods. The base is then backfilled to counteract forward pressure on the
vertical portion of the wall. The cantilevered base is reinforced and is
designed to prevent uplifting at the heel of the base, making the wall
strong and stable. Local building codes, frost penetration levels and soil
qualities determine the foundation and structural requirements of taller
cantilevered walls. Reinforced concrete cantilevered walls sometimes
have a batter. They can be faced with stone, brick, or simulated veneers.
Their front faces can also be surfaced with a variety of textures.
Reinforced Concrete Cantilevered Walls are built using forms. When the
use of forms is not desired, Reinforced Concrete Block Cantilevered
Walls are another option.

16

Fig. 3 Cantilever walls

Where foundation soils are poor, Earth Tieback Retaining Walls are
another choice. These walls are counterbalanced not only by a large base
but also by a series of horizontal bars or strips extending out
perpendicularly from the vertical surface into the slope. The bars or
strips, sometimes called dead men are made of wood, metal, or
synthetic materials such as geotextiles. Once an earth tieback retaining
wall is backfilled, the weight and friction of the fill against the horizontal
members anchors the structure.
Counter fort retaining wall
When the height of the cantilever retaining wall is more than
about 7m, it is economical to provide vertical bracing system known as
counter forts. In this case, both base slab and face of wall span
horizontally between the counter forts.

17

Fig. 4 Counter fort retaining wall

i.

Flexible walls: there are two classes of flexible walls.

Sheet pile walls
Diaphragm wall
Sheet pile walls

Sheet piles are generally made of steel or timber. The use of timber piles
is generally limited to temporary structures in which the depth of driving
does not exceed 3m. For permanent structures and for depth of driving
greater than 3m, steel piles are most suitable. Moreover, steel piles are
relatively water tight and can be extracted if required and reused.
However, the cost of sheet steel piles is generally more than that of
timber piles. Reinforced cement concrete piles are generally used when
these are to be jetted into fine sand or driven in very soft soils, such as
18

peat. For tougher soils, the concrete piles generally break off. Based on
its structural form and loading system, sheet pile walls can be classified
into 2 types:
a) Cantilever Sheet Piles
b) Anchored Sheet Piles
a) Cantilever Sheet Piles

Fig. 5 Cantilever Sheet Piles

Cantilever sheet piles are further divide into two types:
Free cantilever sheet pile
It is a sheet pile subjected to a concentrated horizontal load at its
top. There is no back fill above the dredge level. The free
cantilever sheet pile derives its stability entirely from the lateral
passive resistance of the soil below the dredge level into which it is
Driven.
Cantilever Sheet Pile Wall with Backfill
A cantilever sheet pile retains backfill at a higher level on one side.
The stability is entirely from the lateral passive resistance of the
soil into which the sheet pile is driven, like that of a free cantilever
sheet pile.

19

b) Anchored sheet pile walls

Anchored sheet pile walls are held above the driven depth by
anchors provided at a suitable level. The anchors provided for the
stability of the sheet pile, in addition to the lateral passive
resistance of the soil into which the sheet piles are driven. The
anchored sheet piles are also of two types.
Free earth support piles.
Fixed earth support piles.

Fig.6 Anchored sheet pile walls

Free earth support piles.
An anchored pile is said to have free earth support when the depth
of embedment is small and the pile rotates at its bottom tip. Thus
there is a point of contra flexure in the pile.

20

 Fixed earth support piles.

An anchored sheet pile has fixed earth support when the depth of
embedment is large. The bottom tip of the pile is fixed against
rotations. There is a change in the curvature of the pile, and hence,
an inflection point occurs.
3.2.3

Diaphragm Walls
Diaphragm walls are commonly used in congested areas for
retention systems and permanent foundation walls. They can be
installed in close proximity to existing structures, with minimal
loss of support to existing foundations. In addition, construction
dewatering is not required, so there is no associated subsidence.
Diaphragm walls have also been used as deep groundwater barriers
through and under dams.
Diaphragm walls are constructed by the slurry trench technique
which was developed in Europe, and has been used in the United
States since the l940's. The technique involves excavating a narrow
trench that is kept full of an engineered fluid or slurry. The slurry
exerts hydraulic pressure against the trench walls and acts as
shoring to prevent collapse. Slurry trench excavations can be
performed in all types of soil, even below the ground water table.
Cast in place; diaphragm walls are usually excavated under
betonies slurry. The construction sequence usually begins with the
excavation of discontinuous primary panels. Stop-end pipes are
placed vertically in each end of the primary panels, to form joints
for adjacent secondary panels. Panels are usually 8 to 20 feet long,
with widths varying from 2 to 5 feet. Once the excavation of a
21

panel is complete, a steel reinforcement cage is placed in the center

of the panel. Concrete is then poured in one continuous operation,
through one or several termite pipes that extend to the bottom of
the trench. The termite pipes are extracted as the concrete raises in
the trench, however the discharge of the termite pipe always
remains embedded in the fresh concrete. The slurry, which is
displaced by the concrete, is saved and reused for subsequent panel
excavations. When the concrete sets, the end pipes are withdrawn.
Similarly, secondary panels are constructed between the primary
panels, and the process continues to create a continuous wall. The
finished walls may cantilever or require anchors or props for lateral
support.

Fig. 7 Diaphragm Walls

22

iv) Gabion walls

Gabion walls are constructed by stacking and tying wire cages
filled with trap rock or native stone on top of one another. They
can have a continuous batter (gently sloping) or be stepped back
(terraced) with each successively higher course. This is a good
application where the retaining wall needs to allow high amounts
of water to pass through it, as in the case of riverbank stabilization.
It is important to use a filter fabric with the gabion to keep adjacent
soil from flowing into or through the cages along with the water.
As relatively flexible structures, they are useful in situations where
movement might be anticipated. Vegetation can be re-established
around the gabions and can soften the visible edges allowing them
to blend into the surrounding landscape. For local roads, they are a
preferred low-cost retaining structure.

23

Fig. 8 Gabion walls

4. Vehicle under Pass

4.1 Introduction
VUP (Vehicle under Pass) allows the vehicles or pedestrian to pass
from one side of road to another side. This VUP is located at chain age
245+486 on major district road .This VUP will connect Bijbehara
Anantnag with two other major districts Ice Kulgam and shopian of
Jammu and Kashmir .The road having huge traffic volume through
out the day .The VUP lies in seismic zone 5 .The VUP is designed for
thee lanes of class A loading or one lane of 70R +1 lane of class A
loading which ever governs. VUP is having skew dimension . The
skew dimension is shown in Fig. below

Fig 9 Top Plane of VUP

4.2 Excavation
The ground is excavated up to the depth of 1.1 meter from top
layer of the ground. The excavation is done with the help of excavator.
Excavation is done in skew dimension. The main purpose of
24

excavation is to make the structure safe and durable. Excavation of

ground is important while designing VUP. After excavation if the
ground is disturbed then ground improvement is required.
4.3 Ground Improvement
For ground improvement we apply the excavated ground surface
with a thick layer of GSB that is suitable granular material filled and
compacted in layers as per specifications with slop of 2.5%.Over GSB
a layer of PCC(Plane Cement Concert) M 15 grade of cement 100
mm thick is laid .That will reduce the moisture content .
4.4 Bottom Slab
Bottom slab is reinforced with FE 500 grade of steel having diameter
of 12 mm, 16 mm, 20 mm, and 25mm with spacing 180 center to
center. The grade of cement is m 35. Reinforcement for walls is also
banded together with steel of bottom slab. The overlap of
reinforcement shall not be more than 50%.
4.5 Waist Slab
The waist slab is laid on the bracket after filling the walls with
Filling material up to the bracket, then a slab is laid which is
Supported on one end by a bracket and remaining portion by
Another by filling material. The length of the waist slab is 3.5 meter.

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5. References

30