Tower Foundation Design

1st 10 km, Border Road Project, Bangladesh
1st 10 km, Hill Road Project, Bangladesh
Design Proposal
China Railway 24 Bureau Group Co., Ltd.

May 2018
Contents
Part 1 Project Profile.............................................................................................................................- 1 -
1.1 Project overview.....................................................................................................................- 2 -
1.2 Design criteria.........................................................................................................................- 3 -
Part 2 Scale of Major Project................................................................................................................- 5 -
2.1 Scale of major project (First 10km)........................................................................................- 5 -
2.2 Design content........................................................................................................................- 5 -
Part 3 Design Overview........................................................................................................................- 7 -
3.1 Overall design.........................................................................................................................- 7 -
3.2 Route design............................................................................................................................- 7 -
3.3 Designs for subgrade, pavement and drainage.......................................................................- 8 -
3.4 Bridge and culvert design.....................................................................................................- 19 -
3.5 Cross design..........................................................................................................................- 22 -
3.6 Setting of wildlife passageways............................................................................................- 22 -
Part 4 Design Work Scheme...............................................................................................................- 23 -
Part 5 Construction Work Plan............................................................................................................- 25 -
Design Description
Part 1 Project Profile
1st 10 km of Hill Road Project, Bangladesh is located in the border area in the Chittagong
Hill, with India at the north and Myanmar at the east. In order to improve the communication
between the mountainous areas and cities in the border, the local economic development and
the living environment of the residents, the Bangladesh government decided to launch the
project.
1
Figure 1 Geographic location of the project

1.1 Project overview
Bangladesh lies in the northeast part of the South Asian Sub-Continent, between 20"34'
and 26"38' North Latitude and 88"01' and 92"41' East Longitude; it is adjacent to India in the
east, west and north, borders on Myanmar in the east and south and faces the Bay of Bengal in
the south. Bangladesh covers an area of 147,600 square meters, with 12 nautical miles of
water area and 579 kilometers of coastline.
Bangladesh has a total population of about 166 million (2013). The country is divided
2
into six administrative areas, namely Dhaka, Chittagong, Barisal, Khulna, and Rajshashi and
Sylhet, under which there are 64 administrative cities and 4,490 townships.
Figure 2 Administrative division map of Bangladesh Figure 3 Current road map of Bangladesh
In addition to a monsoon-type tropical grassland climate in its coastal areas, most of
Bangladesh’s areas have a subtropical monsoon-type climate. The climate is characterized by
high temperatures, plenty of rainfalls, high humidity, and significant seasonal changes. A
whole year is divided into winter (November to February), summer (March to June) and the
rainy season (July to October). The annual temperature averages 26.5°C. The highest
temperature in the year occurs from March to May, with the monthly maximum temperature
averaging 40.5°C. After June, the country enters the rainy season and the temperature drops,
during which it has the rainfall accounting for 80% of the entire year and tropical hurricanes
often occur. In September, temperatures rose slightly but then fell to the lowest in December
and January. Winter is the most pleasant season of the year, with a temperature as low as 4°C,
while in summer, it can reach 45°C at its highest, and the rainy season has an average
temperature of 30°C.
At present, road transport in Bangladesh enjoys an absolute advantage in various modes
of transportation. Since the overall level of road construction in the country is still low, there
3
remains great room for development in road transport, as well as a broad development
prospect.
As of 2012, the total length of roads in Bangladesh amounts to 21,365 kilometers, of
which, the national roads are predominated with a 12.19-meter-wide subgrade and a 6.71-
meter-wide pavement, while the regional roads mainly feature a subgrade with 10.97 meters’
width and a pavement with 5.49 meters’ width, and county and township roads mainly have a
subgrade, 7.32 meters in width, and a pavement, 3.66 meters in width.
The designed section has a length of about 12.365 km, which is a part of the
UKHIA-FULTALI route.
Starting End point

point
The design
section
Borderline
1.2 Design criteria

(1) Design criteria: The route in the project has a total length of 317 kilometers and is
designed with two lanes. The section in current design approximates 12.365km long.
(2) Road cross-section scheme
The subgradein this project is 7.9m wide. The standard cross-sectional layout is shown as
follows: 1.2m earth shoulder (hardening) + 5.5m carriageway+1.2m earth shoulder
(hardening). The cross-sectional view is shown as follows:
Figure 4 Cross section profile of the subgrade
4
5
Part 2 Scale of Major Project
2.1 Scale of major project (First 10km)

The route in current design section is about 12.365km long. The scope of the works
includes the earthwork, bridges, culverts, subgrade protection, drainage, and pavement.
Bill of quantities of main works
Item UNIT Quantity

Total route length km 12.365
3
Earthwork (filling/digging) m 282446/254440
Bridge m/bridge 156/3
Culvert m/bridge 194.75/19
2
Asphalt pavement m 68007
Crossing place 8
Excavation protection m 2000
Fill protection m 10000
Retaining wall m 200
2
Land occupation hm 20.8
2.2 Design content

2.2.1 Measurement
The main work includes the control survey, topographic mapping, design king-pile, cross
sections, off-line control points, land acquisition and setting out for the current project.
2.2.2 Survey
The main content includes geological surveys, such as geology, bridges, and culverts
along the entire route. ①. Collect and study the existing data of regional geology, topography,
remote sensing photos, hydrology, meteorology, hydrogeology and earthquake, as well as the
engineering experience and existing survey reports, etc.; ② engineering geological survey
and mapping; ③ for geological exploration, see engineering geological survey and mapping;
④ for geotechnical test and observation refer to soil test and on-site prototype observation,
rock mechanics test and other tests; ⑤ data compilation and preparation of engineering
geological survey report.
2.2.3 Tests
In order to understand the physical and mechanical properties of rock and soil and the
mechanical effects caused by building loads, the physical, mechanical, hydraulic, and
6
mechanical properties, as well as deformation characteristics, are tested. In the engineering

geological survey, the geotechnical test can be used to classify the geotechnical body, explore
the deformation process and failure mechanism of the geotechnical body under the conditions
of external load and internal stress redistribution, and the stability of foundation, slope and
surrounding rocks of underground work can be demonstrated, which can provide calculation
parameters for the design. These results will not only affect the project layout, engineering
safety and works quantity, but also relate to construction cost, construction period and the
selection of optimal scheme. In view of the anisotropic characteristics of geotechnical bodies,
engineering geological tests usually use mutual verification, which involves indoor and field
tests, original and model tests, and static and dynamic methods, which must be combined with
on-site geology research to achieve true reflection of the geotechnical characteristics of rock
and soil.
2.2.4 Design
The main work includes the design for the entire route, subgrade protection, drainage,
supporting and retaining work, pavement, bridges and culverts, environmental protection and
greening, construction organization, road building materials, traffic engineering, and other
related works.
2.2.5 Preparation of bill of quantities
The main work involves the completion of the preparation of the bill of quantities based
on the needs of construction bidding.
2.2.6 Construction coordination
The main work includes the arrangement of on-site construction cooperation for
professional engineering in accordance with construction requirements and the fulfillment of
construction changes.
7
Part 3 Design Overview
3.1 Overall design

With a full control and summarization
on the characteristics of natural conditions
and socio-cultural environment in the
project area, and in combination with project function and orientation, design ideas of various
specialties are carefully sorted out, and the optimal design plan for each profession will be
properly finalized, so as to build the project into a border road characterized with “high
quality, resource conservation, eco-friendliness, energy-efficiency, and service upgrading”.
3.2 Route design
The designed section has a length of about 12.365 km, which is a part of the
UKHIA-FULTALI route. The minimum radius of horizontal curve in the section is
300m, and the minimum transition curve length is 80m.
Starting
point
End point
Borderline
3.3 Designs for subgrade, pavement and drainage

3.3.1 Subgrade cross-sectional layout and superelevation scheme
The subgrade in this section is 7.9m in width, with pavement being 5.5m wide and hard
shoulder being 1.2m wide.
8
When the embankment slope has a height not exceeding 10m, the slope rate is 1:1.5;
when its height exceeds 10m, a platform is set at the spot of 8m, the upper slope being 1:1.5,
the lower slope being 1:1.75, and the platform being 2.0m wide. The slope protection is
designed with a width of 1m, and the embankment side ditch is generally designed into
0.6mx0.6m, and the cutting ditch into 0.6mx0.6m. In fill section, the boundary marker is
85cm from the outside of the embankment side ditch (100cm from the inner edge), and in the
excavation section, it is 3m from slope opening.
3.3.2 Subgrade design

The clearing thickness is determined by the engineering properties of the surface soil
layer. According to the geological survey results of the route, the clearing in this section is
about 0.4 to 0.6 cm deep; the compaction depth is calculated according to the classification of
surface soil layer, and the compaction will 10 to 15 cm deep.
After the clearing, it shall be promptly scarified, compacted, and backfilled, and
temporary drainage measures shall be taken, and the soaking of the subgrade by rain water
shall be strictly prevented. If surface water or groundwater is exposed, drainage facilities shall
be provided.
9
3.3.3 Subgrade compaction standards and compaction requirements

The degree of compaction of excavation and filling subgrade with the general soil
quality is controlled by corresponding maximum dry density obtained in the heavy
compaction test. For the road bed of the excavation, compaction control standard is adopted
same as that for the road bed of the fill. The natural density is obtained by comparing the
natural dry density with the maximum dry density gained from the experiment. When the
natural density is smaller than the required compaction degree, the digging and backfilling
measures will be adopted. The filler for road bed is selected according to the requirements of
the design specification. The subgrade layers and compaction standards are listed in the table
below.
Requirements for minimum strength and maximum particle size of subgrade
fillers
Filler application site Compaction Maximum particle

Filler strength
(depth below the top surface of (Heavy type) size of the filler
control
the roadbed)(m) requirements Requirements (mm)
Upper road bed CBR≥8% ≥96% 100
Lower road bed CBR≥5% ≥96% 100
Road bed, Upper
CBR≥4% ≥94% 150
embankment embankment
Lower
CBR≥3% ≥93% 150
embankment
Zero filling and 0～0.30 CBR≥8% ≥96% 100
excavation
0.30～1.20 CBR≥5% ≥96% 100
subgrade
Original ground
compacted after
Subgrade base CBR≥3% ≥90% 150
dredging and
surface cleaning
3.3.4 Design for subgrade retaining, reinforcement and protection works
According to the on-site inspection along the route, the embankment filler is primarily
obtained from excavation materials of the cutting, mainly including sandy soil. Cutting slope
is fully weathered and strongly weathered siltstone, with large thickness and low resistance to
washout.
10
1) Subgrade protection scheme

Considering the local hydrology and climatic conditions, it is recommended for the
project to use three-dimensional-mesh, grass-planting protection when the embankment slope
height is lower than or equal to 3.0 meters or the height of the soil cutting slope and fully
weathered, cutting slope is lower than 3.0 meters; when the embankment slope height is
greater than 3.0 meters, it is recommended to use arched slope protection.
2) Protection design scheme

(1) When the height of embankment slope is less than or equal to 3.0 meters, three-
dimensional-mesh, grass-planting protection is used; when the slope height is greater than 3.0
meters, arched slope protection is adopted;
(2) When the height of cutting slope is less than or equal to 3.0 meters, three-
dimensional-mesh, grass-planting protection is used; when the slope height is greater than 3.0
meters, arched slope protection is adopted;
(3) A submerged slope protection shall be provided at the lower part of the subgrade
slope across a pond area, and the upper part shall be provided with three-dimensional-mesh,
grass-planting protection or arched slope protection.
(4) The waterlogged sections are paved with prefabricated blocks to reinforce the
embankment.
3) Subgrade retaining and reinforcement
(1) Full paving for slope toe
Parts of the subgrade along the route are located in waterlogging section, and precast
blocks are fully paved on the slope at slope toe. Full paving is 1.0m high.
(2) Material requirements
11
C25 concrete pouring is adopted for foot protection. Concrete materials shall meet
relevant specifications.
4) Three-dimensional mesh, grass-planting protection
Three-dimensional mesh, grass-planting protection is suitable for embankment slope
(height H ≤ 3.0 meters) and soil cutting with (digging depth h ≤ 3.0 meters). The construction
process is specified as follows: Level the slope first, excavate grooves (width:20 cm, and
depth: 30 cm) respectively at 50 cm from the slope top and at the slope toe, lay the geonet into
the grooves, fix it with square stakes and tamp it with earth fill, and then lay the geonet from
slope top to slope toe, when laying the geonet, try to level it off, without folding, and the
length of the back-folding area on the slope edge shall not be less than 30 cm. Vertical and
horizontal lapping will be 20cm long, along each longitudinal distance of 100cm, fix it with
U-shaped steel nails (lapping joints must be fixed), the oblique spacing will be 100cm, and
spray grass seeds until the geonet laying has been completed. The three-dimensional mesh has
vertical and horizontal breaking forces not less than 3.2KN / m, a thickness not less than
16mm, and a mass per unit area not less than 400g/m2.
5) Arched slope protection

When the height of the embankment slope is greater than 3.0m, the embankment is
protected by arched slope protection. The arched slope protection for this project is designed
with the assembly of C25 prefabricated concrete components and C15 cast-in-place concrete
is used for slope toe.
The prefabrication of prefabricated blocks shall be performed in accordance with the
relevant regulations for concretes. Before the construction of the arch, the slope surface shall
12
be trimmed. After the excavation is completed and tamped, the trench bottom shall be
plastered and leveled before laying and assembling. M10 cement mortar shall be used
between precasting blocks to bond them into an integral structure. In the arch ring, hydraulic
sowing grass seeds by duster is used to restore ecology and preserve soil and water. After the
completion of arched slope protection and spraying, watering and curing should be done
regularly to ensure the survival of vegetation.
6) Meshing and external-soil spray seeding

The weathered rocky side slopes have poor soil and lack the basic conditions for soil
formation and ecological restoration. For such slopes, meshing and external-soil spray
seeding technique shall be used for planting in external soil to ensure that the side slopes will
have good water and soil conservation capacity and form vegetation structures at the initial
stage and the soil structures on the slope surfaces will be stable and long-lasting to establish
ecological conditions for sustainable development.
7) Anchor frame
Slopes where shallow sliding or collapse may occur shall be protected by anchor frames.
13
In selection of the anchor bolt length, comprehensive consideration shall be given to factors
such as the thicknesses of eluvium and weathered layer of the slope and the depth of the
structural surface where the slip may occur, and the anchor bolt must cross the potential
sliding surface.
8) Submerged revetment
The submerged revetment is suitable for sections crossing ponds and ditches. The lower
part of embankments crossing ponds and ditches shall be paved with 15cm thick C25 concrete
prefabricated hexagonal blocks for protection, the theoretical paving height is design water
level + wave height + back water +0.5m, and the paving height is controlled based on the
height of ditch dam plus 0.5m during design; the hydraulic spray-seeding afforestation
protection or arch slope protection shall be adopted for the lower part. The slope protection
foundation shall be cast with C25 cast-in-place concrete, a complete sand gravel inverted
filter shall be set up before slope protection construction, and the slope protection foundation
shall be buried on the hard soil layer and shall be buried not less than 50cm below the scoured
line for road sections where scouring can occur.
14
9) Bridgehead slope protection

The bridgehead slope protection is suitable for embankment protection at the bridgehead
sections. The bridgehead shall be protected with full pavement of 8cm thick C25 concrete
prefabricated blocks, and the sides shall be set up with pedestrian treads. The bridgehead
slope protection shall be constructed immediately after the filling of abutments and conical
slopes is completed to ensure that the catchment will be drained downstream along the slope
protection during subgrade and bridge deck construction, thus avoiding water and soil loss
and erosion damage.
10) Dam
Dams shall be paved and rolled in layers with cohesive soil, the degree of compaction
(heavy duty) shall not be less than 90%, and soil containing turf, domestic garbage, roots, and
humus shall not be used to fill dams. The submerged slope protection shall be adopted for
strengthening of structures of side slopes on the water side of dams, and three-dimension
vegetative nets shall be adopted for protection of side slopes on the roadside. The infiltration
test shall be performed after dam construction is completed, and in case of damages such as
collapses, seepage outflow or piping, reworking is required immediately.
15
3.3.5 Designs for subgrade, pavement and drainage system

Commonly used subgrade drainage side ditches include precast concrete trapezoidal side
ditch and rectangular side ditch as well as mortar rubble rectangular side ditch and trapezoidal
side ditch, for which a comparative analysis is conducted according to the characteristics of
the region. It is recommended to use precast side ditch, that is, rectangular concrete precast
side ditch.
1) Composition of subgrade drainage system
The subgrade drainage system is composed of roadside water interception, drainage and
underground drainage, among which the roadside interception is achieved through
embankment side ditches in the filling sections, the roadside drainage is achieved through
cutting side ditches and embankment side ditches as well as drop water and chutes in
transition sections, the slope interception is achieved through platform intercepting ditches
and the underground drainage is achieved through infiltration ditches.
2) Embankment side ditch
The dimensions of embankment side ditches correspond to the catchment amount and
correspond to cross-sectional dimensions of upstream cutting side ditches, intercepting
ditches and chutes, and it shall be ensured that the cross-sectional dimensions meet the design
requirements during construction.
C25 precast concrete rectangular side ditches shall be adopted for embankment side
ditches in this section, and the width and depth of the ditch bottom shall be 0.6m and 0.6m
respectively. The joints of precast concrete blocks shall be filled with fine-grained concrete
and the joints at the surface layer shall be filled with mortar with the thickness of 1cm.
16
3) Cutting side ditch

All cutting sections are set up with rectangular cutting side ditches, the cross-sectional
dimensions of which shall be selected according to the catchment amount and longitudinal
length. The longitudinal gradient at the ditch bottom in normal sections is the same with the
that of routes, and the reversible excavation shall be performed in concave curve excavation
sections to meet the drainage requirements. The dimensions of cutting side ditches are
generally normal dimensions specified in the drawings, and for sections with large catchment,
the cross-sectional dimensions shall be amplified according to the calculation. Cutting side
ditches adopt different layouts according to the subgrade section forms. The catchment
amount of road sections with frequent excavation and filling transitions is small and outlets of
the ditches are numerous. Measures such as supporting and retaining are to be taken to
converge short-distanced side ditches to reduce drainage outlets, unify forms of drainage
facilities and reduce land occupation.
Since cutting side ditches can only be able to intercept the catchment within the road
shoulders after completion of pavement works, the complete temporary drainage facilities
shall be set up after completion of cutting excavation and before completion of pavement
works to prevent accumulated water and water seepage from damaging road beds and
subgrades.
17
4) Intercepting ditch on the plain stage

The intercepting ditch shall be set up on the plain stage of slope of embankment. The
longitudinal gradient at the ditch bottom is generally the same with that of the route, and in
special sections, the longitudinal gradient of the plain stage can be properly adjusted
according to the drainage requirements. The intercepting ditch on the plain stage shall be of
filling type, which shall be designed and constructed in cooperation with the planting trough
on the plain stage.
5) Drop water and chute

If the embankment side ditch is located in a road section with the topographic slope of
more than 7.5% and the catchment amount is relatively large, the drop water or chute shall be
adopted for transition, the longitudinal gradient of ditch bottom shall adapt to the topographic
slope in the forward direction, the outlet shall be equipped with supporting stilling basin and
stilling sill, and the water flow intercepted by intercepting ditch on plain stage of subgrade
shall also be discharged through the chute. See the design drawings for the specific design and
layout of the chute. The plain stage chute with pedestrian tread shall be set up on each plain
stage of the cutting side slope.
18
3.3.6 Pavement Structure

Pavement structure: 5cm wearing course + 20cm agg.base type-1 + 20cm sub-base +
20cm ISG, with a total of 65cm.
Deck pavement structure: 5cm wearing course + WEA waterproof layer + waterproof
concrete.
Based on the natural, topographic and geological conditions of the project as well as the
subgrade filler height and fill depth and taken the construction experience of already-built
highway projects in the region into account, the minimum value of modulus of resilience of
subgrade (i.e., top surface of road bed) is determined as 40MPa. If the measured value is less
than this value, measures shall be taken for handling.
The comprehensive influence coefficient K is 1.3, and the acceptance deflection of the
top surface of the road bed is 179.2 (0.01mm).
The comprehensive influence coefficient K can be valued with reference to the following
table according to summarized practical experience.
Value of comprehensive influence coefficient K and corresponding deflection
Spring melting
Season Dry summer Plum rain season Frost season
season
Comprehensive
influence K=1.0 K=1.3 K=1.2 K=1.1
coefficient K
Deflection 232.9 179.2 194.1 211.8
The degree of compaction, CBR strength, grain size and other requirements of the road
bed filler shall be tested according to the requirements of this specification. The elevation of
top surface, smoothness, cross slope and other items of the soil subgrade shall comply with
relevant specifications and regulations.
Before the acceptance of the top surface of the road bed, the appearance and local defects
shall be finished or treated, reasonable plans and techniques shall be adopted for finishing
based on the specific conditions of the quality defects. If filling is needed, the filling thickness
shall not be less than 100mm, and the maximum grain size of the filler shall not exceed 6mm.
19
3.4 Bridge and culvert design

3.4.1 Design principles and ideas
1) Design principles of beam bridge Principles of “safety and reliability, advanced
technology, durability and serviceability, economical rationality, beauty and demonstration” shall be
followed, and requirements of convenience of construction, comfort and harmony, eco-environmental
protection, and beautiful bridge shape shall be considered.
2) For bridges with standard spans, structural forms with simple stress, construction convenience,
relatively low engineering cost shall be selected where possible, and standardized design and fabricated
construction shall be pursued.
3) The life-cycle cost study of beam bridge shall be actively explored.

4) The industrialization degree of this project in bridge structure and its small
structures shall be actively promoted to ensure construction quality, reduce project
investment, and shorten the construction period.
3.4.2 Bridge superstructure
A total of 3 medium bridges are set up in this section. The bridges are scattered, the
spans of these bridges are generally small, and the transportation conditions are poor, thus,
bridges with medium and small spans shall be selected. Consideration shall be given to
reducing superstructure types and formwork types and the bridge spans shall be uniform
where possible. According to sizes of crossed rivers, the bridge span shall be 16m or 20m, the
cross section is as shown in the following drawing.
20
For the superstructure of the bridge, densely-ribbed, simple-supported T-beams are used,
as each beam is lighter, it is convenient to lift; the internal mold is not required in construction
process, making it easy to construct; the shape of the T-beam cross-section is not provided
with horseshoe, which is not only beneficial to increase the lateral stiffness of prefabricated T-
beams, but also conducive to de-moulding, facilitating concrete vibration, and avoiding
exposed bars. There are only two bearings under a single beam, and the bearings are not easy
to be emptied. In the lateral connection, the T-beam transverse connection has a rigid joint
with good durability.
The 16mT beam is 0.95m high, with a width of 1.05m, a mid-beam width of 1m, and a
wet joint width of 0.525m.
The 20mT beam is 1.1m high, with a width of 1.05m, a mid-beam width of 1m, and a
wet joint width of 0.525m.
3.4.3 Bridge substructure
Column piers and pile foundations are adopted for bridge substructure piers.
21
Abutment type is determined according to geological conditions. When the geological

conditions are good, U-platforms are used to spread foundation. If the geological conditions
are poor, column platform or ribbed platform and pile foundation shall be adopted.
3.4.4 Selection of the type of culvert structure

Round pipe culverts or cover culverts may be adopted according to the catchment area,
flow and other factors., and all of them use prefabricated structures. There are 19 culverts to
be set up in this section.
3.5 Cross design

The cross design will be comprehensively determined by a number of factors, including
the level and function of the road, regional road network planning, forecasting of turning
22
traffic volume, traffic management modes, local economic development and site layout
conditions.
When this section of the project crosses other roads, at-grade intersections are set up,
totaling about 8 places.
3.6 Setting of wildlife passageways

The area in which the project is located is rich in wildlife species, with a certain number
of wild animals distributed. In combination with the setting of culverts along the route, the
structure size is reasonably selected in the range of the travel routes of the wild animals, so
that the culvert has the function of the wildlife passageway. The following aspects need to be
considered: Investigation and analysis of animals’ physiological habits, influencing factors in
the use of wildlife passageway, types of wildlife passageway, supplementary mode of the
passageway, and systematic monitoring of wildlife passageway.
23
Part 4 Design Work Scheme
According tothe total scale of the first 10km of this project, the design cycle is scheduled
as follows:
Design
Length
No. Section Design content duration Cycle
(km)
(days)
Site
2 2018.5.20-2018.5.21
reconnaissance
Scheme
1 First 10km 12.365 4 2018.5.22-2018.5.25
formulation
Survey 30 2018.5.26-2018.6.24
Design 40 2018.6.25-2018.8.4
Site
3 2018.8.5-2018.8.7
reconnaissance
Ukhia-Ashatali Scheme
2 28 6 2018.8.8-2018.8.13
-Fultali formulation
Survey 40 2018.8.14-2018.9.23
Design 50 2018.9.24-2018.11.13
Site
7 2018.8.8-2018.8.15
Rajesthali-Dumdumia- reconnaissance
Scheme
3 Thacchi-Loitongpara- 130 10 2018.8.16-2018.8.25
formulation
Thegamukh
Survey 60 2018.8.26-2018.10.25
Design 80 2018.10.25-2019.1.13
Site
5 2018.8.16-2018.8.20
reconnaissance
Thegamukh-Dohanghat- Scheme
4 95 9 2018.8.21-2018.8.29
Sajek formulation
Survey 50 2018.8.30-2018.10.19
Design 70 2018.10.20-2018.12.29
5 Sajek-Betling 52 Site
4 2018.8.21-2018.8.24
reconnaissance
Scheme 8 2018.8.25-2018.9.1
formulation
24
Survey 45 2018.9.2-2018.10.17
Design 60 2018.10.18-2018.12.20
25
Part 5 Construction Work Plan
Itemized work progress rate schedule (slope graph)

Year 1st Year 2nd Year 3rd Year 4th Year
Quarter I II III IV I II III IV I II III IV I I
I
Month 2 4 6 8 10 12 2 4 6 8 10 12 2 4 6 8 10 12 2 4
Legend 100(
Survey & Design %)
Construction 90
preparation 80
Subgrade works
70
Pavement works
Culvert & 60
passageway works 50
Protection and
40
drainage
30
Bridge works
Transportation and 20
safety facilities 10
Other works
26
27

Tower Foundation Design

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1st 10 km, Border Road Project, Bangladesh

1st 10 km, Hill Road Project, Bangladesh

China Railway 24 Bureau Group Co., Ltd.

Part 1 Project Profile

Figure 1 Geographic location of the project

Starting End point

1.2 Design criteria

Figure 4 Cross section profile of the subgrade

Part 2 Scale of Major Project

2.1 Scale of major project (First 10km)

Item UNIT Quantity

2.2 Design content

mechanical properties, as well as deformation characteristics, are tested. In the engineering

Part 3 Design Overview

3.1 Overall design

3.3 Designs for subgrade, pavement and drainage

3.3.2 Subgrade design

3.3.3 Subgrade compaction standards and compaction requirements

Filler application site Compaction Maximum particle

1) Subgrade protection scheme

2) Protection design scheme

5) Arched slope protection

6) Meshing and external-soil spray seeding

9) Bridgehead slope protection

3.3.5 Designs for subgrade, pavement and drainage system

3) Cutting side ditch

4) Intercepting ditch on the plain stage

5) Drop water and chute

3.3.6 Pavement Structure

3.4 Bridge and culvert design

followed, and requirements of convenience of construction, comfort and harmony, eco-environmental

protection, and beautiful bridge shape shall be considered.

construction shall be pursued.

3) The life-cycle cost study of beam bridge shall be actively explored.

Abutment type is determined according to geological conditions. When the geological

3.4.4 Selection of the type of culvert structure

3.5 Cross design

3.6 Setting of wildlife passageways

Part 4 Design Work Scheme

Part 5 Construction Work Plan

Itemized work progress rate schedule (slope graph)

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