INTRODUCTION

The Patiala-Sangrur bypass also known as southern

bypass is considered as a part of NH 7.

The Patiala-Sangrur Bypass comes under National

Highway development programme IV. The total stretch of
Bypass is of 19.2 km.

The project deals with the widening and rehabilitation of

the existing Patiala Bypass from existing Mk.50/0 To
64/570 (Design Km 50/0 To 69/280) On new No. 7 in the
state of Punjab to four-lanes with paved shoulder under
NHDP IV on EPC basis (both flexible and rigid pavement ).
 PURPOSE OF BYPASS
This project is of great importance and its various important
aspects are listed below.

The main purpose for the stretch constructed is to provide

easy connectivity to traffic between Chandigarh and Bathinda
which otherwise used to move through Patiala city.

It is planned to ease traffic snarls on city roads and cut down

travelling time by forty five minutes.

This bypass is also constructed for army importance.

 LOCATION
The Patiala Sangrur bypass is located in Patiala city of
Punjab state. It originates from urban estate Patiala and
touches on main Sangrur road near Bhakra Canal after
moving along Sanaur and Sher Majra. The road traverses
through mainly plain and rolling terrain.
 CONSTRUCTION PHASE 1
Starting of project:
The project of construction of Patiala Sangrur Bypass was
handed over to BRO (Border Road Organisation), an
engineering branch under defence ministry in 2006. This
project finally got started in 2007. The estimated cost of the
construction of this bypass was about Rs 83 crores.
The project got completed by BRO in early days of 2015
with the cost of Rs 330 crores.

Opening of Project:
The project was opened to traffic in 2015. However, days of
its opening, the bypass was not properly put to use due to
inadequate road width and uneven road structures at
several points.
 INCONSISTENCIES IN THE BYPASS IN
CONSTRUCTION PHASE 1
There were various inconsistencies in the bypass constructed
by BRO which lead to its inadequate usage by the traffic. The
various inconsistencies noticed in the project are listed below:

Weak embankments
Poorly designed curves
Absence of an underpass which was planned to divert
traffic to Dakala, main and Samana.
Improper side railings
Severe depressions and bumps on the roads.
Inadequate road width
 CONSTRUCTION PHASE 2
The work was handed over to the Central Works Division branch
of Punjab PWD B&R. The work deals with the:

Widening and rehabilitation of the existing Patiala Bypass from

existing Mk.50/0 to 64/570 (Design Km 50/0 To 69/280) on new
no. 7 in the state of Punjab to four-lanes with paved shoulder
under NHDP IV on EPC basis (both flexible and rigid pavement ).
Repair work of about 70% of existing road length.
Construction of bridges

The work was handed over to the private Companies DRA-SBIPL

i.e Dineshchandra R. Agrawal Infracon Pvt. Limited and Shiv
Build India Private Limited by PWD Punjab at tendering cost of
worth Rs 218 Crores.
 GEOMETRIC DESIGN OF BYPASS

1. Design Speed:
Patiala-Sangrur bypass is a part of NH 7 and comes under
the category of plain and rolling terrain. Design speed is
about 100 km/hr and the minimum design speed is about
80 km/hr.

2. Right of Way & Land formation

The land required as right of way for the construction of
Patiala Sangrur Bypass was acquired in two phases in 2001
& 2003 respectively.
 Year Land acquired
Phase 1 in 2001 141.76 acres
Phase 2 in 2003 51.84 acres

Total land acquired = 193.6 acres

Land width of the bypass = 45m

3. Lane width for Carriageway:

The project highway has been four- laned from two lane
taking the lane width as 3.5m and widening the project
road from 8m to 17m.
4. Median:
The median width considered in the project highway is 3m
satisfying the minimum median width condition of 2.5m
for plain & rolling terrain with built up areas.
 The median has suitably designed drainage system so that
water doesnot stagnate in the median. All median drains are
of cement concrete.
As far as possible, the median is of uniform width in
particular section of highway. However, where changes are
unavoidable, a transition of 1 in 50 is provided.

5.Width of Shoulders
Type of section Width of shoulders (m)
Paved Earthen Total
Open country with isolated built up 1.5 2.0 3.5
area
Built up area 2.0 _ 2.0
Approaches to grade separated 2.0 _ 2.0
structures
Approaches to bridges 1.5 2.0 3.5
6. Roadway Width:
On horizontal curves with radius upto 300m, width of
pavement and roadway in each carriageway is increased as
following:- Radius of curve Extra width
75-100 m 0.9m
101-300m 0.6m

7. Cross slope or camber

The camber on straight sections of road carriageway, paved
shoulders and paved portion of median is taken as 2.5% for
bituminous surface and 2.0% for cement concrete surface.
The camber is unidirectional for either side carriageway
sloping towards the shoulders in straight reaches and towards
the lower edge on horizontal curves.
The camber for earthen shoulders on straight portions is
taken as 0.5% steeper than the slope of the pavement and
paved shoulders subjected to 3%.
 Highway Drainage
Sloping drains: An efficient network of surface drainage
system consisting of sloping drains is necessary to keep the
slopes properly drained. The water from the sloping drains
is collected in catch pits and diverted across through the
culverts at suitable intervals.
 Median drainage: In super elevated sections the
longitudinal drains are designed in median to take the
discharge from one side carriageway. The combination of
longitudinal and cross drains are provided along the road
median in super elevated sections.
 Drainage for grade separators/flyovers/road over bridges:
The transverse drainage is secured by means of suitable
camber in roadway surface. Longitudinal drainage is
secured by means of scuppers, inlets etc. of suitable size
and numbers to drain the runoff efficiently. Efficient
drainage of the deck structure is ensured by providing a
suitably designed drainage arrangement consisting of
drainage spouts connected to horizontal and vertical pipe
system.
 Rectification of Inconsistencies in Construction Phase !

1. Construction of proper embankments:

Embankments with height 6.0m more above are designed
according with IRC:65 .
Side slopes are not steeper than 2H:1V.
The side slopes and earthen shoulders are protected
against erosion by providing suitable vegetation cover,
stone concrete block pitching etc. depending upon the
height of embankment and susceptibility of soil to erosion.
Construction of proper embankments
 2. Properly designed curves:
The design of the curves either horizontal or vertical
conform to IRC:73 and IRC:SP:84-2014. All horizontal curves
consist of circular portion flanked by spiral transitions at
both ends. The superelevation is limited to 7%, where the
radius of curve is less than desirable minimum radius. It is
limited to 5%, where radius is more than desirable
minimum radius.
3. Construction of an underpass which was planned to divert
traffic to Dakala, main and Samana.

4. Construction of proper side/guard railings:

Guard rails are provided at the edge of the shoulder when
the road is constructed on a fill so that vehicles are
prevented from running off the embankment, especially
when the height of the fill exceeds 3m. In construction
phase 1, there were no proper side/guard railings on the
embankments. But later on they were provided on
embankments by taking the safety of vehicles as an
important aspect in consideration.
Construction of proper side/guard railings
5. Rectification of severe bumps and depressions on road:
The severe bumps and depressions on the road at various
points such as at cross drainage structures, adjoining of two
vertical curves, adjoining of bridges to pavement etc. were
notified and rectified to provide a proper pavement surface
for smooth flow of traffic.

6. Adequate Road Width:

Inadequate road width was one of the important reason of
under usage of the bypass after construction phase 1. In
construction phase 2, this inconsistency was rectified by
widening the existing bypass from two lane to four lane
with paved shoulders providing the adequate road width
for its proper usage by the traffic.
Four- laned highway