SEMINAR REPORT

ON
HIGHWAY NETWORK MANAGEMENT SYSTEM
Seminar Report Submitted in partial fulfillment of the requirements for the award of the
Degree of B. Tech in Civil Engineering under Biju pattanaik university of Technology

BY
ADITYA ANSUMAN ROUT
REGD. NO.-1901294004

UNDER THE GUIDANCE OF

PROF.SANJAY KUMAR BEHERA (H.O.D)
[DEPT. OF CIVIL ENGINEERING]

DEPARTMENT OF CIVIL ENGINEERING

RAAJDHANI ENGINEERING COLLEGE, BHUBANESWAR
JULY-2022
 CERTIFICATE

This is to certify that the seminar report entitled “HIGHWAY

NETWORK MANAGEMENT SYSTEM” is submitted by
ADITYA ANSUMAN ROUT bearing Regd. No.-1901294004,
of 6th semester B. tech in Civil Engineering [2019-2023 batch],
Raajdhani Engineering College, Bhubaneswar under the
guidance of PROF. SANJAY KUMAR BEHERA (H.O.D)
[DEPT. OF CIVIL ENGINEERING]
It is recommended based on his work done and declaration given.
Then as it satisfies academic requirement in respect to the
seminar prescribed for the 6th Semester B. Tech Degree under
BPUT.

[HEAD OF THE DEPT.] [SEMINAR INCHARGE]

 ACKNOWLEDGEMENT

Success of every work depends largely on one self, encouragement and

guidance of many others. I take this opportunity to express my gratitude
to the people who have been instrumental in the successful completion
of the seminar. I express my deep sense of gratitude to Prof.
S.K.BEHERA, HOD of dept. of Civil Engineering. For their valuable
guidance and constant encouragement for completing the seminar
report. I take this opportunity to thanks to other faculty members of
dept. of Civil Engg., for giving me the opportunity and creating a nice
environment to complete my seminar report within the stipulated
period of time.

SUBMITTED BY: ADITYA ANSUMAN ROUT

REGD.NO.-1901294004
 CONTENTS

1. INTRODUCTION
2. MODERN SOIL STABILIZATION TECHNIQUE
3. USE OF FLYASH IN CONCRETE
4. RETAINING WALLS
5. NEW TECHNIQUES IN PAVEMENT
6. CONCLUSION
7. REFERENCES
 INTRODUCTION
A highway is a public road, especially a major road connecting two or more
destinations. Any interconnected set of highways can be variously referred to as a
"highway system", a "highway network", or a "highway transportation system”. The
history of highway engineering gives us an idea about the roads of ancient times. Roads
in Rome were constructed in a large scale and it radiated in many directions helping them
in military operations. Thus they are considered to be pioneers in road construction.

The modern roads by and large follow Macadam's construction method, use of
bituminous concrete and cement concrete are the most important developments. Various
advanced and cost-effective construction technologies are used. Developments of new
equipments help in the faster construction of roads. Many easily and locally available
materials are tested in the laboratories and then implemented on roads for making
economical and durable pavements.

Scope of transportation system has developed very largely. Population of the

country is increasing day by. The life style of people began to change. The need for travel
to various places at faster speeds also increased. This increasing demand led to the
emergence of other modes of transportation like railways and travel by air. While the
above development in public transport sector was taking place, the development in private
transport was at a much faster rate mainly because of its advantages like accessibility,
privacy, flexibility, convenience and comfort. This led to the increase in vehicular traffic
especially in private transport network. Thus road space available was becoming
insufficient to meet the growing demand of traffic and congestion started. In addition,
chances for accidents also increased. This has led to the increased attention towards
control of vehicles so that the transport infrastructure was optimally used. Various control
measures like traffic signals, providing Roundabouts and medians, limiting the speed of
vehicle at specific zones etc. were implemented.

With the advancement of better roads and efficient control, more and more
investments were made in the road sector especially after the World wars.
These were large projects requiring large investment. For optimal utilization of
funds, one should know the travel pattern and travel behaviour. This has led
to the emergence of transportation planning and demand management.
 MODERN SOIL STABILIZATION TECHNIQUES
The stabilization of naturally-occurring or native soil has been performed
by millennia. The Mesopotamians and Romans separately discovered that it was
possible to improve the ability of pathways to carry traffic by mixing the weak soils
with a stabilizing agent like pulverized lime stone or calcium. This was the first
chemical stabilization of weak soils to improve their load-carrying ability.
Successful modern soil stabilization techniques are necessary to assure adequate
subgrade stability, especially for weaker and wetter soils. It is widely recognized
that selection between cementitious stabilizing agents cement and lime is based on
the Plasticity Index (P I) of the primary soil type being improved.

STABILIZATION WITH CEMENT

CTB (CEMENT TREATED BASE)
According to the PCA (Portland Cement Association), CTB (Cement Treated
Base) has provided economical, long lasting pavement foundation. These structures
have combined soil and/or aggregate with cement and water which compacted to
high density. The advantages of cement stabilization are several:
1. Cement stabilization increases the base material strength and stiffness,
which reduces deflection due to the traffic loads. This delays surface
distresses such as fatigue, cracking and extends pavement structure life.
2. Cement stabilization provides uniform and strong support, which results in
reduced stresses to the sub-grade. Testing indicates a thinner cement-
stabilized layer can reduce stresses more effectively than a thicker un-
stabilized layer of aggregate. This reduces sub-grade failure, pot-hole
formation and rough pavement surface.
3. Cement stabilized base has greater moisture resistance to keep water out;
this maintains the higher strength of the structure.
4. Cement stabilization reduces the potential for pumping of sub-grade fines.

5. Cement stabilized base spread loads and reduces sub-grade stress.

 Load Distribution

COMPOSITION AND CONSTRUCTION

The mixture shall be composed of existing sub-grade, base course and surface
course materials, and/or an imported soil aggregate, with Portland cement and water
added. The mixture shall contain not less than 4% cement by volume of compacted
mixture, 1420 kg (94 pounds) of cement being considered as 1 cu m (1 cubic foot).
At least 30 days before the beginning of stabilizing operations, adequate quantities
of soil and cement shall be supplied to the Materials Division for determination of
cement requirements. The Engineer will specify, based on laboratory tests, the exact
percentage of cement to be used. Specimens of soil aggregate, cement, and water
shall develop a compressive strength of a least 2.7 M Pa (400 psi) in 7 days.

Mixing of soil-
cement for sub-
grade stabilization
 STABILIZATION WITH BITUMEN

Asphalts and tars are bituminous materials which are used for stabilization of soil,
generally for pavement construction. Bituminous materials when added to a soil, it
imparts both cohesion and reduced water absorption. Depending upon the above actions
and the nature of soils, bitumen stabilization is classified in following four types:

 Sand bitumen stabilization

 Soil bitumen stabilization
 Water proofed mechanical stabilization
 Oiled Earth

In granular soil the coarse grains may be individually coated and stuck together by a
thin film of bituminous materials. But in fine grained soils bituminous material plugs
up the voids between small soil clods, thus water proofing the compacted soil-bitumen.
The mechanics of asphaltic soil stabilization are discussed based upon the major
four factors for any given soil material: (1) soil status, (2) asphaltic material, (3)
mixing, and (4) compaction and curing.

Soil Stabilization with Bitumen

FLY ASH IN SOIL STABILIZATION
Soil stabilization is the permanent physical and chemical alteration of soils to enhance their
physical properties. Stabilization can increase the shear strength of a soil and/or control the
shrink-swell properties of a soil, thus improving the load bearing capacity of a sub-grade
to support pavements and foundations.

Given its cementitious properties, fly ash can dry down wet soils and increase the strength
of each fill layer. It works best in sandy/silty soils, but can be very effective in lean clays
as well. Stabilization can be achieved with a variety of chemical additives including lime,
fly ash, and portland cement, as well as by-products such as lime-kiln dust (LKD) and
cement-kiln dust(CKD). ). Proper design and testing is an important component of any
stabilization project. This allows for the establishment of design criteria as well as the
determination of the proper chemical additive and admixture rate to be used to achieve the
desired engineering properties. Benefits of the stabilization process can include: Higher
resistance (R) values, Reduction in plasticity, Lower permeability, Reduction of pavement
thickness, Elimination of excavation - material hauling/handling - and base importation,
Aids compaction, Provides “all-weather” access onto and within projects sites.

Using fly ash to strengthen the top 8”-14” of subgrade can decrease the thickness of
aggregate base and/or pavement (asphalt or concrete) needed to achieve the structural
design strength of the overall pavement section. Again, it works best in sandy, silty soils,
but is also a great option to stabilize existing aggregate base when performing parking lot
repairs or upgrades.

High-calcium and low-calcium class C fly ashes from the Soma and Tuncbilek
thermal power plants, respectively, in Turkey, were used for stabilization of an expansive
soil. An evaluation of the expansive soil-lime, expansive soil-cement, and expansive soil-
fly ash systems is presented. Lime and cement were added to the expansive soil at 0–8%
to establish baseline values. Soma fly ash and Tuncbilek fly ash were added to the
expansive soil at 0–25%. Test specimens were subjected to chemical composition,
grainsize distribution, consistency limits, and free swell tests. Specimens with fly ash were
cured for 7 days and 28 days, after which they were subjected to free swell tests. Based on
the favourable results obtained, it can be concluded that the expansive soil can be
successfully stabilized by fly ashes.
STABILIZATION OF BLACK COTTON SOIL

Modification of black cotton soils by chemical admixtures is a common method for

stabilizing the swell-shrink tendency of expansive soils. Advantages of chemical
stabilization are that they reduce the swell-shrink tendency of the expansive soils and
also render the soils less plastic. Among the chemical stabilization methods for
expansive soils, lime stabilization is most widely adopted method for improving the
swell-shrink characteristics of expansive soils. Lime stabilization of clays in field is
achieved by shallow mixing of lime and soil or by deep stabilization technique.
Shallow stabilization involves scarifying the soil to the required depth and lime in
powder or slurry form is spread and mixed with the soil using a rotovator. The use of
lime as deep stabilizer has been mainly restricted to improve the engineering
behaviour of soft clays Deep stabilization using lime can be divided in three main
groups: lime columns, lime piles and lime slurry injection. Lime columns refer to
creation of deep vertical columns of lime stabilized material. Lime piles are usually
holes in the ground filled with lime. Lime slurry pressure injection, as the name
suggests, involves the introduction of lime slurry into the ground under pressure.
Literature review brings out that lime stabilization of expansive clays in field is
mainly performed by mixing of lime and soil up to shallow depths. The use of lime as
deep stabilizer has been mainly restricted to improve the engineering behaviour of soft
clays. Use of lime in deep stabilization of expansive soils however has not been given
due attention. There exists a definite need to examine methods for deep stabilization
of expansive soils to prevent the deeper soil layers from causing distress to the
structures in response to the seasonal climatic variations. In addition, there exists a
need for in-situ soil stabilization using lime in case of distressed structures founded on
expansive soil deposits. The physical mixing of lime and soil in shallow stabilization
method ensures efficient contact between lime and clay particles of the soil. It
however has limitation in terms of application as it is only suited for stabilization of
expansive soils to relatively shallow depths. Studies available have not compared the
relative efficiency of the lime pile technique and lime-soil mixing method in altering
the physico-chemical, index and engineering properties of expansive black cotton
soils.
STABILIZATION OF DESERT SAND
There are large deposits of the desert sand in the regions of Rajasthan and
other places in India. It is really a great problem to construct roads across the
desert mainly because of non availability of other suitable materials. There is
also acute scarcity of water in the desert regions. Hence a suitable stabilization
technique seems to be the only economical solution.

The desert sand deposits consist of fine grained uniformly graded sand
with, rounded particles. This renders the desert sand with poor stability. The
cement requirement for satisfactory stabilization is also very high in such
soil. Due to scarcity of water, soil- cement stabilization is all the more
difficult as considerable water is needed for soil cement base course
construction.

Use of hot sand bitumen would result in satisfactory mix, provided some
material including filler can be added to give a proper gradation of the mix.
In this connection mixing of locally available kankar dust has been found to
give satisfactory result. However use of hot sand bitumen mix is not
economical for sub base and base course construction. If cut back is to be
used, the requirement of mixing water content would be considerable.

The most promising bituminous material in desert region seems to be the

emulsion. As the emulsion contains about 50% of water content, the additional
quantity of water needed for mixing would be very less. During curing the
water evaporates, the emulsion breaks down and the bitumen stabilizes the
sand. The stability of the mix could be improved by the addition of kankar
powder, and other material to improve the gradation.
 USE OF FLY ASH IN CONCRETE
Fly ash is one of the residues generated in combustion, and comprises the fine
particles that rise with the flue gases. Ash which does not rise is termed bottom ash. In
an industrial context, fly ash usually refers to ash produced during combustion of coal.
Fly ash is generally captured by electrostatic precipitators or other particle filtration
equipments before the flue gases reach the chimneys of coal-fired power plants, and
together with bottom ash removed from the bottom of the furnace is in this case jointly
known as coal ash. Depending upon the source and makeup of the coal being burned,
the components of fly ash vary considerably, but all fly ash includes substantial amounts
of silicon dioxide (SiO2) (both amorphous and crystalline) and calcium oxide (CaO),
both being endemic ingredients in many coal-bearing rock strata.

Toxic constituents depend upon the specific coal bed makeup, but may include
one or more of the following elements or substances in quantities from trace
amounts to several percent: arsenic, beryllium, boron, cadmium, chromium,
chromium VI, cobalt, lead, manganese, mercury, molybdenum, selenium,
strontium, thallium, and vanadium, along with dioxins and PAH compounds.

Fly ash has been used as a pozzolanic admixture in concrete for more than 50
years. Earlier uses were largely confined concrete for more than 50 years. Earlier
uses were largely confined to low-calcium ashes from hard bituminous or
anthracite coals.
However, increased demand for fly ash coupled with the declining availability of
suitable low-calcium ashes has attracted a wider variety of fly ashes to the
marketplace in recent years. Some of these ashes are characterized by very high
calcium contents (for example.
>25% CaO) and such materials affect the properties of concrete in a different
manner than traditional fly ashes. The latest Canadian Standard covering fly ash
for use in concrete divides fly ash into three categories strictly on the basis of its
calcium content. This paper provides a rationale for this change in concept.
FLY ASH IN CONCRETE
 RETAINING WALLS
A retaining wall is a structure designed and constructed to resist the lateral pressure of
soil when there is a desired change in ground elevation that exceeds the angle of repose of
the soil. The active pressure increases on the retaining wall proportionally from zero at
the upper grade level to a maximum value at the lowest depth of the wall. The total
pressure or thrust may be assumed to be acting through the center of the triangular
distribution pattern, one-third above the base of the wall. Retaining walls serve retain the
lateral pressure of soil. The basement wall is thus one form of retaining wall. However,
the term is most often used to refer to a cantilever retaining wall, which is a freestanding
structure without lateral support at its top.
Typically retaining walls are cantilevered from a footing extending up beyond the
grade on one side and retaining a higher level grade on the opposite side. The walls must
resist the lateral pressures generated by loose soils or, in some cases, water pressures.

RETAINING WALL

The most important consideration in proper design and installation of retaining walls is to
recognize and counteract the fact that the retained material is attempting to move forward and
down slope due to gravity. This creates lateral earth pressure behind the wall which depends on
the angle of internal friction (phi) and the cohesive strength (c) of the retained material, as well
as the direction and magnitude of movement the retaining structure undergoes.
 Lateral earth pressures are typically smallest at the top of the wall and increase toward
the bottom. Earth pressures will push the wall forward or overturn it if not properly
addressed. Also, any groundwater behind the wall that is not dissipated by a drainage
system causes an additional horizontal hydrostatic pressure on the wall.

TYPES OF RETAINING WALLS

TYPES OF RETAINING WALL

(a)GRAVITY WALLS:

Gravity walls depend on the weight of their mass (stone, concrete or other heavy
material) to resist pressures from behind and will often have a slight 'batter' setback, to
improve stability by leaning back into the retained soil. For short landscaping walls, they
are often made from mortar less stone or segmental concrete units (masonry units). Dry-
stacked gravity walls are somewhat flexible and do not require a rigid footing in frost areas.
Home owners who build larger gravity walls that do require a rigid concrete footing can
make use of the services of a professional excavator, which will make digging a trench for
the base of the gravity wall much easier. Earlier in the 20th century, taller retaining walls
were often gravity walls made from large masses of concrete or stone. Today, taller
retaining walls are increasingly built as composite gravity walls such as: geosynthetic or
with precast facing; gabions (stacked steel wire baskets filled with rocks); crib walls (cells
built up log cabin style from precast concrete or timber and filled with soil); or soil-nailed
walls (soil reinforced in place with steel and concrete rods).
(b)CANTILEVERED WALLS:

Cantilevered retaining walls are made from an internal stem of steel-reinforced, cast-in-
place concrete or mortared masonry (often in the shape of an inverted T). These walls
cantilever loads (like a beam) to a large, structural footing, converting horizontal pressures
from behind the wall to vertical pressures on the ground below. Sometimes cantilevered
walls are buttressed on the front, or include a counter fort on the back, to improve their
strength resisting high loads. Buttresses are short wing walls at right angles to the main
trend of the wall. These walls require rigid concrete footings below seasonal frost depth.
This type of wall uses much less material than a traditional gravity wall.

(c)SHEET PILING WALLS:

Sheet pile retaining walls are usually used in soft soils and tight spaces. Sheet pile walls
are made out of steel, vinyl or wood planks which are driven into the ground. For a quick
estimate the material is usually driven 1/3 above ground, 2/3 below ground, but this may
be altered depending on the environment. Taller sheet pile walls will need a tie-back
anchor, or "dead-man" placed in the soil a distance behind the face of the wall, that is tied
to the wall, usually by a cable or a rod. Anchors are placed behind the potential failure
plane in the soil.

(d)ANCHORED WALLS:

An anchored retaining wall can be constructed in any of the aforementioned styles but
also includes additional strength using cables or other stays anchored in the rock or soil
behind it. Usually driven into the material with boring, anchors are then expanded at the
end of the cable, either by mechanical means or often by injecting pressurized concrete,
which expands to form a bulb in the soil. Technically complex, this method is very useful
where high loads are expected, or where the wall itself has to be slender and would
otherwise be too weak.
 NEW TECHNIQUES IN PAVEMENT

ASPHALT CHIP SEALS

Chip seals are applied in a three-part process. The asphalt emulsion binder is first
sprayed onto the pavement. This is followed immediately by an application of rock chips.
Finally, the rocks are pressed into the asphalt binder using a heavy roller. This process is
more appropriate for use on roads than on parking lots. Service life is usually 5 to 7 years.
The road takes on more of the colour of the rock used in the chip layer since it's not
mixed together with the asphalt binder, so use of lighter coloured aggregate here can
make more of a difference in cooling the road surface.

ASPHALT EMULSION SEALCOATS

Emulsion sealcoats are the familiar pre-mixed products often seen in shopping center
parking lots or on driveways. They consist of a fine aggregate (rocks of small size) in
emulsion (suspended in water) with an asphalt binder. Emulsion sealcoats are brushed on
over existing pavements to seal small cracks and protect the surface. When used properly
they're expected to last 3 to 5 years. These products are usually black but are occasionally
made in gray or tan with the addition of zinc oxide, although this may cost a bit extra.

ASPHALT SLURRY SEALS

Slurry seals combine an asphalt emulsion with graded aggregate (rocks of special,
even sizes). This mixture is then applied to existing pavement using a squeegee-like drag.
Slurry seals are expected to last 3 to 5 years. Like the emulsion sealcoat, slurry seals are
usually black but can be made gray or tan with the addition of zinc oxide.

ASPHALT SURFACE COATINGS

Asphalt surface coatings are painted or sprayed directly over clean asphalt. These
coatings are decorative, while also serving to protect the asphalt underneath. They come
in many colours, but the lightest colours have the highest solar reflectivity and stay
coolest.
PAVEMENT TEXTURING

Pavement texturing is a process that uses standard asphalt to produce a decorative

pavement in a variety of colours and patterns. These pavements are used in street paving,
traffic calming, pedestrian areas, medians & boulevards, parking lots, playgrounds, and
other applications. These pavements are less labour-intensive to install, with the
additional advantage of having no joints where water can infiltrate and weeds can grow.
The construction process consists of first laying the asphalt, compacting it into a
patterned form, and then finishing it with a polymerized cement coating. The resulting
pavement can withstand extreme weather and traffic loading by combining the strength of
concrete with the flexibility of asphalt. The choice of a lighter coloured coating is needed
to make the surface more reflective and keep it cooler.

ROLLER COMPACTED CONCRETE AND SOIL-CEMENT PAVEMENT

Roller Compacted Concrete (RCC) combines cement with natural or graded aggregate
to create a pavement suitable for heavy loads at low speeds, such as warehouses or airport
taxiways. Soil-cement pavements combine cement with sand or alluvium material to
construct pavement suitable for low-speed, low volume uses like hiking trails and bike
paths. Both RCC and soil-cement pavements have a natural appearance, taking on the
colour of the added aggregate or sand. Choice of lighter colours can keep the pavement
cooler.

WHITE-TOPPING

This is a technique of covering existing asphalt pavement with a layer of concrete.

Traditional white-topping with concrete added a 4 to 8 inch thick layer of concrete over
an existing asphalt base. New concrete mixtures with fiber reinforcement, called ultra-
thin white-topping, mean you now need only apply a 2 to 4 inch overlay of concrete to
withstand normal loads on residential and low-volume roads. Special mixtures with
higher cement content can also be used on surfaces that must be cured and ready for
traffic within 24 hours.
 The white-topping construction process consists of four steps: 1) coring the existing
asphalt to determine its depth, type and condition, 2) preparing the road surface by water
or abrasive blasting, or milling and cleaning, 3) placing the concrete, and 4) finishing and
texturing the surface, and curing and sawing its joints. The proper joint spacing is critical
to control cracking of the concrete surface.

Concrete pavements have a 1.5 to 2 time’s greater service life than asphalt pavements.
Concrete pavements are naturally light gray in colour and need no further lightening.
Concrete pavements can be periodically pressure-washed to remove dirt and stains and to
help retain its reflective qualities.

PRESTRESSED CONCRETE PAVEMENT

The prestressing technique has been applied to the highway pavements in recent
years. The prestressed pavement can be built in continuous length up to 120 m without
joints. Elimination of joints without inducing cracks in the pavement could be considered
advantageous, in view of the maintenance problems associated with the joints. To
accommodate higher loads, there is obvious tendency of increasing the thickness. It may
be realized that an increase in the thickness gives rise to a great temperature differential
of the slab and also greater frictional resistance. A thick slab is therefore undesirable as
well as costly. By providing a residual compressive stress to the slab by use of tendons
etc, the total tensile stress can fairly be neutralized and thus same unit thickness of
prestressed concrete pavement could support heavier loads than plain concrete pavement
and can be built for longer without joints.

Following are few observations for the design:

a) Length: A length up to about 120 m can be prestressed for the pavement.

b) Width: A width of 3.6 m for prestressed pavement is desirable and a longitudinal
a joint therefore should be provided.
c) Thickness: Because of the need to provide a required cover for tendons, the
minimum recommended thickness is 15 cm.
 d) Stress magnitude: A minimum value of 22 kg/cm2 of prestress is recommended for 120 m
long prestressed pavement slabs. A transverse prestress if required should be of 3 to 4
kg/cm2.

FIG.7. Prestressing Concrete Process

Prestressing is applied either by pre-tensioning or by post-tensioning. For highway pavement,

post-tensioning system has been used. Most of systems employ wire of
7.0 mm diameter with ultimate tensile strength of 142-173 kg/cm2.

The construction of prestressed concrete pavement is difficult job and needs a skilled team. Due to
the long length of tendons, there is a great amount of energy stored in it and any failure of anchor could
be very severe.
 CONCLUSIONS

Traditionally highways were used by people on foot or on horses. Later they also accommodated
carriages, bicycles and eventually motor cars, facilitated by advancements in road construction. In the
1920s and 1930s many nations began investing heavily in progressively more modern highway
systems to spur commerce and bolster national defense.
India has an extensive road network of more than 3 million kms which is the second largest in the
world, Roads carry about 60% of the freight and nearly 85% of the passenger traffic,
Highways/Expressways constitute about 66,000 kms. The Government of India spends about
Rs.18000 crores (US $ 4 billion) annually on road development.These new trends are initiative in the
highway improvements. Now highways are well stabilized and more secure. The costs in the
construction as well as in maintenance are reduced. These new trends are eco friendly because the use
of fly ash is used as an important material and it is a residual of thermal power stations and in Free
State, it is very harmful for the environment. So there is a great hope for the further improvement in
these techniques.
 References

www.google.com
https://www.rocksolidstabilization.com/fly-ash/
https://theconstructor.org/geotechnical/soil-stabilization-methods-and-
materials/9439/