IRJET- Highway Networking System

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 04 | Apr 2019 www.irjet.net p-ISSN: 2395-0072
© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 4931
“HIGHWAY NETWORKING SYSTEM”
SUMIT BHOIR1, KALPESH KOLAMBE2, MAYUR DESALE3, AJAY CHAUDHARI4, Prof. VIBHOR
PATIL5, Prof. CHETAN THAKUR6( CO –GUIDE)
Dept. Of Civil Engineering, Dilkap Research of Engineering and Management Studies, Neral,
Maharashtra, INDIA
---------------------------------------------------------------------***----------------------------------------------------------------------
ABSTRACT: This project is part of our effort, it helps to
connect various cities and certify their safety while
travelling. Through this presentations we want to explain
you about how to connect various cities and villages, how to
develop them and boost industrial sector around them by
connecting them with a common highway. The highway
networking system helps in connecting various villages,
town, cities and the required drainage system in to
topographically and highly region. The basic need in
Malshejghat is to carry out the existing rock condition. The
rock type is basalt whose porosity index is very high. The
sketch of the project cover under this passages through
rolling /hilly terrain of Malshejgat This sketch passes mainly
through thane dist. The formations width various from 6m-
9m.The project road is two lane highway the road
geometrics are poor and this are some sharp curve and stiff
gradient at many locations. There are 40 culverts and 1
bridge. Which required a quality for providing networking
systems. Pradesh & lastly ends a junction withNH7 near
Nirmal in AP. The project road is stretches of NH222
forming part of project road pass through four districts of
Maharastra Viz Thane,Pune, Ahmadnagar & Beed. The total
length of NH222 is 285Km an index map showing the
project road attached.
INTRODUCTION:
Highway:
India has a road net over 33,00,000Km, available of this
state road quantity about 70,934km. Department of road
transport and art created many state free ways to state
road fit of India (NHAI) for their progress.
NHAI has particular Kalyan to Andhra Pradesh edge unit
of NH-222 ( km 0 to 232& km 284 to 337) for restoration
and up gradation to 2 lane with raised carries shape under
NHDP PhaseIV.NH222 incomes off after NH3 near kalyan,
permits done Maharastra & Andhra Pradesh & lastly ends
a junction withNH7 near Nirmal in AP. The project road is
stretches of NH222 forming part of project road pass
through four districts of Maharastra Viz Thane,Pune,
Ahmadnagar & Beed. The total length of NH222 is 285Km
an index map showing the project road attached.
Fig.No:1
We take part of NH222 from city murbad to malshej ghat
& it is about 55 Km.This has led to the emergence of
transportation planning and demand management.
The selected stretch of NH-222 passes
through district of thane in Maharashtra the total length of
this stretch is 37 km.

METHODOLGY:
Project road particulars:
General:
The project road takes place off from Km 549.200 of
NH-3 in Kalyan and ends at Km336.600(junction of NH
222 with NH 211).The total length of the project road
section is 284.600 Km. The stretch from Km 232.000 to
Km 284.000 is not part of the project road. The length
covered under this package is from Km 64 to Km 101.
Existing Alignment/ Geometrics:
The stretch of the project road cover end under this
package passes through rolling/hilly terrain of
MalshejGhat. This stretch passes mainly through Thane
Dist. The Right of way varies from 15m to 20m.The
formation width varies from 6m to 9m.The project road is
2 Lane highway. The road geometrics are poor and there
are some sharp curves and stiff gradient at many locations.
Terrain
The Road section passes through rolling and hilly
(MalshejGhat) terrain.
Cross Sectional Details
(i) Right of Way (ROW)
The right of way varies from 15m to 20m as
observed at site and partly connected from state PWD.
However exact ROW is being collected from State Revenue
Authorities.
(ii) Roadway
The formation width varies from 7m to 10m in
rolling areas and it varies from 6m to 9m in hilly areas in
MalshejGhat.
(iii) Carriageway Width:
Project road as carriageway of 7.0m width.
Pavement condition:
The pavement condition of the existing road is fair
having surface manifestation such like cracking, potholes
& pavement surface is bitumen resulting in pitting
suitable to loss of bitumen binder and dislodgement of
aggregate particles at places.
Junction
There are total 32no Junction/ intersection out of
which 23 nos are LHS junction, 8nos are RHS junction and
1nos is cross junction.
Culverts
There are 40 nos.of culverts in this stretch of the
project road, The type of existing culverts are as follows:
. Hume Pipe Culverts 36 Nos.
. Slab Culverts 4 Nos.
Bridges
There are 1 bridge on this stretch and this is a minor
bridge.
Existing tunnel
There are 80m long tunnel starting from km 92+312.
The carriageway width inside the tunnel is 7.00m, sides
are stable. The condition of the tunnel has deteriorated
and few hanging boulders are seen while passing through
the tunnel. The portals are also not maintained. the area
received heavy rain every year and deteriorated the
ground conditions. Individually the rock until shows high
strength(dry crushing strength) up to 63-70 MPa in dry
condition whereas, due to water saturation it reduces 10-
15%. But presence of geological discontinuities, the rock
mass becomes much weaker as compared to intact rock
mass.
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
Tunnel:
There exists 80m long tunnel starting from Km
92+312. The carriageway width inside the tunnel is 7.00m,
Sides are stable. The conditions of tunnel has deteriorated
and few hanging boulders are seen while passing through
the tunnel. The portals are also not maintained and
hanging of boulders can clearly indicate instability at
alarming situations.
The area received heavy rain every year and
deteriorated the ground conditions. Individually ,the rock
unit shows high strength up to 63-70MPa in dry

conditions, whereas, due to water saturations it reduces
10-15%. But presence of geological discontinuities , the
rock mass becomes much weaker as compare to intact
rock mass.
Junctions/ Intersection:
They are total 32 no Junction/ Intersections out of
which 23 no are LHS junction, 8no are RHS junctions and
1no is cross junctions.
Service Road:
There is no service road on the project road section.
Retaining Walls & Breast Walls:
Retaining wall and breast wall are existing at many
locations. Most of these have been retained. However the
retaining wall coming within the proposed widening
portions would be dismantled & reconstructed.
Toll Plaza:
There is no toll plaza.
Utilities:
There are number of existing utilities along the project
road which are tabulated as under:
Sr.
no
Particular To be
shifted
1 HT LINE WITH POLE 0
2 GAS LINE WITH PILLAR 0
3 ELECTRIC LINE WITH
POLE
39
4 TELEPHONE LINE WITH
POLE/ TOWER
3
5 OFC PILLAR 52
6 TRANSFORMER 3
7 HANDPUMP/ WATER TANK/
WELL/ TAB
1
Literature Review:-
The Indian Highway System:
India has very big road network, which carries
65% of the country freight (World Bank 2007) is
subjugated by its 66,000 Km & long network of 228km
federally-built and maintain National Highways, which
connect major cities in the country to one another and
which carry 40 per cent of the country road is comprising
only 2 per cent of its aggregate road length of 3.3 millon
Kms.
The important role played by the National
Highway system has encouraged policymakers to pay
important attention to their quality and carrying capacity,
which is widely approved to be insufficient to the needs of
a rapidly-expanding economy, both in conditions of lane
capacity ( bulk of the NH network as of the year 2000 was
of two lanes or less; 32 % was in fact single-lane and
practically none of the network was of 4 or more lanes and
surface quality. In count, yet national highways in India
are not access-controlled, so with the purpose of highways
frequently pass through busy towns and villages, with
poor cost not only for speed but also safety.
This has lead to common obstruction the World Bank
uneven and ready that a quarter of all India highways are
crowded, dropping truck and bus speeds to 30-40 kmph. It
is so no revelation that policy-makers quarrel that Indias
highway network acts as a restriction on higher economic
development: for example, the World Bank country
scheme for India ideates highway bottleneck as one of the
major constraint to poor quality reduction and private
sector-led expansion.
current highway systems industrial in the 20th century as
the automobile gained status. The world's first limited
access road was constructed in Italy in 1922.
Inside the USA, 1922, the first drawing for a
national highway system ( Pershing Map) was available.
The Federal Aid Highway Act of 1956 owed $25 billion
for the creation of the 41,000 miles (66 Mm) long
Interstate Highway System more than a 20-year.
In Great Britain, the Special Roads Act 1949 provided the
legislative basis for roads for controlled classes of vehicles
and abnormal or no speed limits helpful in terms of
universal road law this legislation reversed the natural
principle that a road accessible to vehicular traffic was
also available to mount or pedestrian passage as is
regularly the only practical change when non-motorways
are reclassified because individual roads. The first
segment of motorway in the UK opened in 1958 and
subsequently in 1959 the first section of the M1
motorway.
The most proper location, agreement, and shape of a
highway are selected right through the design stage.
Highway design involves the concern of three major
factors (human being, vehicular & roadway) and how
these factors work mutually to give a safe highway. Human
factors contain reaction time for braking and steering,
design irregularity for traffic signs and signals and car-
following presentation. Vehicle considerations have

vehicle size and dynamics that are compulsory for
important lane width and highest slopes, and for the
collection of design vehicles.
Highway engineers design road geometry to make
definite stability of vehicles when discuss curves and
grades and to provide adequate sight distances for
enterprise passing movements along curves on two-lane,
mutual roads.
Geometric Design:
Highway and transportation engineers must meet many
safety, service and arrangement principles when designing
highways for specific site topography. Highway geometric
design mostly refers to the noticeable elements of the
highways. Highway engineers who plan the geometry of
highways he must also think about ecological and social
effect of the design on the adjacent infrastructure.
There are certain considerations that must be accurately
address in the design process to successfully fit a highway
to a site's topography and maintain its safety. a few of
these design consideration consist of:
 Design speed
 Design traffic volume
 Number of lanes
 Level of Service (LOS)
 Sight Distance
 Alignment, super-elevation, and grades
 Cross section
 Lane width
 Horizontal and vertical clearance
CONCLUSION:
While it has been agreed upon that traffic overcrowding is
a major problem in this country, as well as others, the
solutions to this problem have ranged from the simple to
the exotic. The same is true with the development of the
Highway Networking System. While some of the benefits
which are being promoted the most are increased safety
and increased capacity, and thus decreased travel time
during heavy traffic periods, exactly how much of a benefit
which will be realized is debatable While more fuel-
efficient vehicles are being introduced every year, the
increase in the number of vehicles on the road each year
not only offsets the benefit of reduced emissions per
vehicle, but actually overwhelms it. An additional
advantage is that highway financing would be more
transparent without the complex federal trust fund.
Citizens could better understand how their transportation
dollars were being spent. From soil stabilizations test and
rock testing, it can be concluded that life span of murbad
malshej highway will increases and the maintenances cost
will reduces.
5.REFERENCES:
Journal paper,
• Highway Network System Civil Project Report
[Conference] / auth. Ram. - Gujrat : 1000 Project,
2011. - pp. 1-20.
• Highway Networking System [Conference] / auth.
Thakur Sumit. - Mumbai : study Mafia, 2015. - pp. 1-5.
• Soil stabilization techniques [Journal] / auth. Afrin
Habiba. - Bangladesh :SciencePC, 2017. - 2 june2017 :
Vol. 3. PP. 20-35
Book,
• (1) Dr .K.R.ARORA, 2014, Soil Mechanics and
Foundations Engineering , New delhi, pp,217-239.

IRJET- Highway Networking System

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