" Design of Flexible Pavement "

A

PROJECT REPORT

(MINOR PROJECT)

ON

“DESIGN OF FLEXIBLE PAVEMENT OF S.D.I.T.S CAMPUS”

SUBMITTED IN PARTIAL FULLFILLMENT

OF THE REQUIREMENTS FOR THE AWARD OF BACHELOR OF ENGINEERING IN CIVIL ENGINEERING

BY:

OUR TEAM

NISHANT PANDEY

NAKUL SHRIVASTAVA

JAYESH DESHMUKH

SHREYANSH MOURYA

RAVI OSWAL

UNDER THE SUPERVISION OF MRS. NAMRATA SISODIYA (HEAD OF THE DEPT.)

SHRI DADAJI INSTITUTE OF TECHNOLOGY AND SCIENCE KHANDWA

DECLARATAION

We hereby declare that the work presented in this dissertation entitled “DESIGN OF FLEXIBLE PAVEMENT OF S.D.I.T.S CAMPUS” has been done by us and this dissertation embodies our own work.

TEAM MEMBERS:

NISHANT PANDEY (0823CE121031)

JAYESH DESHMUKH (0823CE121020)

NAKUL SHRIVASTAVA (0823CE121026)

SHREYANSH MOURYA (0823CS1211

RAVI OSWAL (0823CE111040)

CERTIFICATE

THIS IS T CERTIFY THAT “NISHANT PANDEY , NAKUL SHRIVASTAVA, JAYESH DESHMUKH, SHREYANSH MOURYA & RAVI OSWAL”, WHO ARE STUDENTS OF B.E (CIVIL) VII SEMESTER OF THIS INSTITUTION HAS SUCCESFULLY COMPLETED MINOR PROJECT ON “ DESIGN OF FLEXIBLE PAVEMENT OF SDITS CAMPUS” DURING ACADEMIC SESSION JULY TO DEC 2015.

THIS PROJECT IS SUBMITTED IN PARTIAL FULLFILLMENT FOR AWARD OF THE DEGREE IN BACHELOR OF ENGINEERING IN CIVIL ENGINEERING FROM SHRI DADAJI INSTITUTE OF TECHNOLOGY AND SCIENCE, KHANDWA.

EXTERNAL EXAMINER INTERNAL EXAMINER

ACKNOWLEDGEMENT

We are extremely grateful and remain indebted to our PROFESSORS for being a source of inspiration and for their constant support. We are thankful to them for their constructive criticism and invaluable suggestions, which benefited us a lot while this session. They have been a source of inspiration and motivation for hard work they have been very co-operative. Through this column, it would be our utmost pleasure to express our warm thanks to them for their encouragement and collaboration.

We also express our gratitude to Mrs.Namrata Sisodiya for providing us guidelines to carry out this report and all staff members who were directly and indirectly supported us to complete this report.

INDEXCHAPTER 1: INTRODUCTION

CHAPTER 2: LITERARTURE REVIEW

2.1 INTERACTIVE GEOMETRIC DESIGN TOOL FOR TRANSPORTATION

2.2 SUITABILITY OF USING C.B.R TEST TO PREDICT RESILIENT MODULUS

CHAPTER 3: PROPOSED METHODOLOGY

CHAPTER 4: SURVEYIMG AND LEVELLING

4.1 SITE LOCATION

4.2TOPOGRAPHIC SURVEY

4.3 SOIL AND MATERIAL SURVEY

4.4 OPERATION PERFORMED

4.5 LEVELLING

CHAPTER 5: LABORATORY TESTS

5.1 SIEVE ANALYSIS

5.2 COMPACTION TEST

5.3 CALIFORNIA BEARING RATIO

CHAPTER 6: DESIGNING AND RESULTS

6.1 EXTRA WIDENING OF ROAD

6.2 PLANNING AND BASIC DESIGN CONSIDERATION

6.3 PAVEMENT DESIGN

6.4 LAND REQUIREMENT

6.5 ESTIMATION

6.6 ESTIMATION OF QUATITIES

6.7 COST ESTIMATE

6.8 CONSTRUCTION PROGRAMME

CHAPTER 7: CONCLUSION

CHAPTER 8: REFERENCES

Design of Flexible Pavement of SDITS Campus

CHAPTER-1INTRODUCTION

Pavement is generally being constructed for the purpose of smooth and comfort movement of

the traffic. The patch considered in this project is of the front portion of the Shri Dadaji

Institute of Technology & Science, Khandwa which is of 330 meters of length. The current

condition of the road is very much disturbed with the presence of uneven undulations as

heavy loaded college buses and the presence of ahead construction site makes the incessant

movement of the trucks as well. The movement of the Cars, Jeeps, Motor Bikes and Bicycles

is also very frequent as the two college buildings are there on the other side of the road. Big

pot holes and undulations are then the big responsible factors for the major vehicle

maintenances and can lead to minor accidents too. Also, the dust which comes from the

movement of such traffic from the road comes in the college building and affects the people.

Hence, for the purpose of the fulfillment of all the above factors and for comfort movement,

we took this project as for the design of the pavement and it’s estimation which will provide

much help to the engineers and will also give the idea while the execution of the project

realistically.

In this report, we are enclosing the general report (D.P.R.) of the SDITS Road which includes all the chapters which comes under the project of the pavement construction. Also, the inclusion of the rough estimation of the pavement is also enclosed in it.

As the considered patch comes under the rural roads, the D.P.R. analysis is been taken from the PMGSY (Pradhan Mantri Gram Sadak Yojna), MPRRDA (Madhya Pradesh Rural Road Development Authority

Department of Civil Engineering S.D.I.T.S. KHANDWA 2015 Page 1


CHAPTER-2LITERATURE REVIEW

2.1 Interactive Geometric Design Tool for transportation(Author-Chen-Fu Liao1 and David M. Levinson, 2013)

Abstract: Traditionally, transportation engineering students have used engineering drawing

techniques to manually lay out lines and curves over contour maps for highway geometric

design. The design process requires numerous calculations of stopping sight distance,

minimum turning radius, and curve alignments to minimize economic and environmental

impact and construction costs. Students usually perform iterative computations to manually

meet design criteria and environmental constraints. The traditional approach of learning

geometric design is cumbersome and time consuming, limiting students from taking a

broader perspective on geometric design. A new software tool, Roadway Online Application

for Design (ROAD), was developed to enhance the learning experience for transportation

engineering students. This tool allows students to design roadway geometry efficiently and

modify the design easily within given economic and environmental parameters. The

objective is to provide a comprehensive tool that can be accessed easily by students in order

to help them better understand geometric design. ROAD can also generate a three-

dimensional roadway geometry model at final design to allow students to place themselves in

the driver’s seat and maneuver through the designed roadway at maximum design speed.



2.2 SUITABILITY OF USING CALIFORNIA BEARING RATIO TEST TO PREDICT RESILIENT MODULUS

Abstract Resilient modulus (M) of sub grade is a very important factor in airport and

highway pavement design and evaluation process. Typically, this factor is evaluated using

simple empirical relationships with CBR (California-bearing-ratio) values. This paper

documents the current state of the knowledge on the suitability of this empirical approach. In

addition, the paper also documents the use of finite element analyses techniques to determine

the California Bearing Ratio. The stress-strain response of the various soils is simulated using

an elasto-plastic model. The constitutive model employed is the classical von Misses strength

criteria with linear elasticity assumed within the yield/strength surface. The finite element

techniques employed are verified against available field and laboratory test data. The model

is then utilized to predict the CBR of various soils. The empirical relationship between CBR

and resilient modulus will then be investigated based on the results obtained from the three

dimensional finite element analysis and its suitability for flexible pavement design will be

evaluated.



CHAPTER-3PROPOSED METHODOLOGY

To meet the above mentioned objectives of the present study, following steps are adopted:

1. We have used California Bearing Ratio Method for designing the Flexible Pavement. With the help of this method we have found the thickness of pavement.

2. The Codes for designing of flexible pavement used are IRC 37:2001 – (Guidelines for the Design of Flexible), IS: 20:2007. 3. The instruments used are Auto level, Prismatic Compass for survey work.

4. The Height of Instrument Method is used for leveling purpose of the ground surface.

5. The cross sections, L sections of flexible pavement & layout are made in AutoCAD.

6. The rates of different materials are taken as per the Schedule of Rates (SOR 2012).

7. Mid Sectional Area Method is used for Estimating the earthwork.



CHAPTER-4 SURVEYING & LEVELLING

4.1 SITE LOCATION

Road connectivity is a key component of development by promoting access to economic and

social services and thereby generating increased agricultural incomes and productive

employment. The project road, SDITS ROAD is a link road with in Khandwa-Indore Road

Khandwa District. This road directly connects the campus of Shri Dadaji Institute with serves

the way of passage for those belonging to institute as well as it serves as connectivity to

Siddhi Vinayak colony.


4.2 Topographic Survey

i) General

Survey was done and temporary bench marks were established. Levels for cross section have been taken at every 10 m intervals at various locations.

Road plans & L-Sections have been developed on AutoCAD.

ii) Traversing

Traverse survey was done, chain survey starting coordinate was assumed and accordingly the coordinates of other reference/temporary bench mark was established.

iii) Leveling

All leveling for establishing Benchmark are carried out having accuracy ± 5 mm/km. We started the work by assuming arbitrary level, as no GTS benchmark was available in the nearby location of the road.

iv) Cross Section & Detailing

Cross section at 10 m interval of the existing road was taken and the following feature of the road was recorded:

Existing road details

Existing toe point of Road

Electricity poles.



4.3 Soil and Materials Survey

i) General

After selection of the final centre line of the road investigation for soil and other

materials require for construction are carried out in respect of the likely sources and

the availability and suitability of materials. The characteristics of the materials can be

qualitatively determined by appropriate testing procedures, the result of which

supplement knowledge of the material gained from visual inspection and a study of

the geological/geophysical environment.

The objectives of the survey and investigation of the materials are as follows:-

(1) Investigation of quarries to determine the suitability of available material for use in pavement and other structures and potential for its availability in required quantities.

(2) Investigation of sub grade for use new pavement.

Road material is available locally in vicinity of 15-60 Km. in the whole region.

ii) Soil sample collection and Testing:-

a. Test pits were excavated at the edge of pavement and the toe of existing embankment.

b. Maximum dry density (MDD) corresponding optimum moisture content

(OMC) were determined using standard compaction method and modified

method in accordance with IS:10074:1987, BIS 270 (Part-VIII) and the same

samples were further tested for CBR using Dynamic Compaction with 56

blows by standard rammer of 2.6 kg and modified rammer of 4.89 kg. While

remolding the test specimens, optimum moisture content was maintained.



c. Atterberg’s limits: - Plastic limit and liquid limit tests were conducted in accordance with IS: 2720 (Part-V) 1985 and plasticity index was determine by getting the difference between above two.

d. Classification of Soil: - The procedure followed was in accordance with IS:

2720 (Part IV) 1985. Soil samples were taken and kept in a series of sieves i.e.

4.75 mm. 3.35 mm. 2.36 mm. 1.18 mm, 0.6 mm, 0.3 mm. 0.15 mm and 0.075

mm and mounted on the sieve vibrating machine. Percentage passing and

retained by weight was recorded.

The Soil characteristics of the below area are silty clays and silt which have been classified in the category of CL, ML-OL, CL-ML.

CBR: - The samples were taken from the pits excavated at 500-600 mm below the bottom of the pit.

iii) Analysis of Test Results The laboratory soaked CBR value ranges from 7.92 % to 8.02 %.

iv) Coarse and Fine Aggregates

The stone aggregates shall be procured from Chitora and fine sand shall be procured

from the Narmada river (Nemawar) which is 150 Km. away from the road site. The

aggregates shall be brought from Chitora for bituminous work other pavement works.



4.4 Operation Performed

Leveling

a) Dumpy Level An automatic level, self-leveling level or builder's auto level, includes an internal compensator mechanism (a swinging prism) that, when set close to level, automatically removes any remaining variation from level. This reduces the need to set the instrument truly level, as with a dumpy or tilting level. Self-leveling instruments are the preferred instrument on building sites, construction and surveying due to ease of use and rapid setup time.

CH Back Intermediate sight Fore sight Reduced REMARKSsight LevelLEFT CENTRE RIGHT

0 0.92 1.700 1.701 1.716 99.21 HI = 100+0.92 =100.92

10 1.710 1.722 1.720 99.19820 1.725 1.740 1.755 99.1830 1.825 1.857 1.895 99.0640 2.050 2.060 2.090 98.8650 2.190 2.180 2.200 98.7460 2,410 2,345 2.355 98.5870 2.490 2.480 2.465 98.4480 2.700 2.680 2.650 98.2490 2.850 2.730 2.700 98.19100 3.015 3.000 3.050 97.92110 1.445 3.250 3.235 3.215 97.69 CP

(100.92 – 3.215=97.705)

120 1.640 1.630 1.630 HI = 97.705 +97.531.445=99.16

130 1.950 1.865 1.895 97.30140 2.150 2.050 2.020 97.11150 2.505 2.300 2.270 96.86160 2.655 2.570 2.610 96.59170 2.940 2.860 2.770 96.30180 3,080 3.020 3.035 96.14190 3.170 3.155 3.150 96.005200 3.410 3.255 3.310 95.90210 3.390 3.395 3.340 95.76220 3.610 3.560 3.600 95.60



230 3.700 3.650 3.685 95.51240 1.450 1.370 1.376 95.57250 1.365 1.355 1.365 95.59260 1.290 1.325 1.315 95.62270 1.365 1.255 1.255 95.69280 1.350 1.400 1.275 95.54290 1.395 1.440 1.410 95.50300 1.350 1.460 1.390 95.48310 1.520 1.450 1.365 95.49320 1.740 1.670 1.615 95.27330 1.610 1.510 1.310 95.43



CHAPTER-5LABORATORY TESTS

5.1 Sieve Analysis:

A sieve analysis (or gradation test) is a practice or procedure used (commonly used in civil engineering) to assess the particle size distribution (also called gradation) of a granular material.

Size of sieve Weight retained % wt. retained Cumulative wt. Weight passing

retained

25 0 0.0 0.0 0.0

20 0 0.0 0.0 0.0

10 0 0.0 0.0 0.0

4.75 9.0 0.9 0.9 0.9

2.36 27.0 2.7 3.6 96.4

1.15 micron 59.0 5.9 9.5 90.5

600 micron 28.0 2.8 12.3 87.7

425 micron 20.0 2.0 14.3 85.7

300 micron 21.0 2.1 16.4 83.6

150 micron 19.0 1.9 18.3 81.7

75 micron 15.0 1.5 19.8 80.2

PAN 302.0 80.2 100 -

The size distribution is often of critical importance to the way the material performs in use. A

Table 4



sieve analysis can be performed on any type of non-organic or organic granular materials

including sands, crushed rock, clays, granite, feldspars, coal, soil, a wide range of

manufactured powders, grain and seeds, down to a minimum size depending on the exact

method. Being such a simple technique of particle sizing, it is probably the most common.

Sieve Analysis

100%

90%

80%

NED

70%

RETA

I

60%

A GG

REGA

TE50%

40%

30%

PERC

ENT

20%

10%

0%

SIEVE SIZE

Graph-1

5.2 Compaction Test:

SIEVE SIZE (mm)

PERCENTAGE RETAINED

Compaction is the process of densification of soil mass by reducing air voids. The purpose of

laboratory compaction test is so determine the proper amount of water at which the weight of

the soil grains in a unit volume of the compacted is maximum, the amount of water is thus

called the Optimum Moisture Content (OMC). In the laboratory different values of moisture

contents and the resulting dry densities, obtained after compaction are plotted both to

arithmetic scale, the former as abscissa and the latter as ordinate. The points thus obtained



are joined together as a curve. The maximum dry density and the corresponding OMC are read from the curve.

Example:

Graph no 2

Compaction of soil increases the density, shear strength, bearing capacity, thus reducing the

voids, settlement and permeability. The results of this are useful in the stability of field

problems like earthen dams, embankments, roads and airfield. In such compacted in the field

is controlled by the value of the OMC determined by laboratory compaction test. The

compaction energy to be given by a compaction unit is also controlled by the maximum dry

density determined in the laboratory. In other words, the laboratory compaction tests results

are used to write the compaction specification for field compaction of the soil.

Performing the procedures and calculations accordingly, the value of OMC determined from this test was found to be 12.53%.



5.3 California Bearing Ratio:

In 1928 California Division of State Highways developed CBR method for pavement design

the majority of design curves developed later are based on the original curves proposed by

O.J. Porter. One of the chief advantages of this method is the Simplicity of the test procedure.

The CBR tests were conducted by California State Highways Department on existing

pavement surfaces including sub base, sub grade and base course .Based on the extensive test

data collected on pavements, an empirical design chart was prepared correlating the CBR

values and pavement thickness.

Fig no 2

In CBR method, the CBR values are used to determine the total thickness of flexible

pavement and thickness of various layers and give the design curves for wheel load and

traffic conditions. The design curves are based on the data collected on large number of

pavements which performed satisfactorily. The curve gives the required thickness of



Construction above the material of certain CBR value. As it is evident, the required thickness of construction above a material decrees as the CBR value increases.

The IRC has recommended the design chart. The chart is similar to one used in U.K. The

soaked CBR values of sub grade is evaluated and the volume of the traffic is estimated. Total

thickness of the pavements is determined using the apt curve. Likewise, CBR value of the

sub base material is used to determine the thickness of construction over that material.

The CBR method is based on strength parameter of the material. The basic assumption for

this method is that above layer is superior to layer below it. California Bearing Ratio is

obtained by measuring the relationship between force and penetration when a cylindrical

plunger is made to penetrate the soil at a standard rate.

CBR Test Observations:

Table no 5 - Moisture Content

Container number 1 2 3 4

Wet of container + wet 41.70 42.30 42.45 42.00

soil (in gm)

Wt. of container + dry 36.50 37.00 37.25 37.00

soil (in gm)

Loss of moisture 5.2 5.3 5.2 5

Weight of container (in 8.8 8.9 8.96 8.85

gm)

Weight of dry soil (in 27.7 28.1 28.29 28.15

gm)

Moisture content in % 12.70% 12.5% 12.24% 11.90%

No. of blows 11 19 26 39



The above were the few tests which are performed on the soil sample of the SDI Road. Under the guidance of our faculties and also the standard manuals, we were able to execute our tests quite successfully.

DEFINITION OF C.B.R.

It is the ratio of force per unit area required to penetrate a soil mass with standard circular piston at the rate of 1.25 mm/min. to that required for the corresponding penetration of a standard material.

C.B.R. = Test load/Standard load 100

The following table gives the standard loads adopted for different penetrations for the standard material with a C.B.R. value of 100%

Table no 6

CBR Observation Table

Penetration Dial Proving ring Load (Kg) Load (Kg/cm2)

1.25 1.20 129.3 6.58

2.50 2.03 251.06 12.79

3.75 2.90 352.41 17.95

5.00 2.13.5 295.74 15.06

6.25 2.16 301.37 15.35

7.50 2.17.2 301.86 15.38

8.62 2.18.5 302.75 15.42

The CBR value of the soil embankment from the test result is found to be 7.92%



C.B.R VALUE20181614

Load 1210

(Kg/cm2) C.B.R VALUE864201.25 2.5 3.75 5 6.25 7.5 8.62

Penetration(mm)

Graph 3



CHAPTER-6DESIGNING AND RESULTS

i) The primary function of pavement is to distribute the concentrated loads so that the

supporting capacity of the sub-grade soil is not exceeded. With this purpose in view, the road

structure has been composed of a number of layers, properly treated, compacted and place

one above the other. Some of these layers at times may be combined. In general, the structure

of a road will constitute of:

1).The Sub Grade

2).The Sub Base

3).The base

4).Surface course

Fig 3

The sub-grade is the natural soil (whether embankment or excavation) on which the pavement rest and to which the entire load of the structure as well as that of traffic plying on the surface above is ultimately transferred. It is thus the final load-carrying part of the



structures so that grading it into a proper shape, perfecting it from weather and draining it effectively are matters of great importance.

The sub-base course is between the base course and the sub grade. It functions primarily

as structural support but it can also minimize the intrusion of fines from the sub grade into

the pavement structure, Improve drainage, Minimise frost action damage, provide a

working platform for construction.

The base course is immediately beneath the surface course. It provides additional load distribution and contributes to drainage and frost resistance.

The surface course is the layer in contact with traffic loads and normally contains the highest

quality materials. It provides characteristics such as friction, smoothness, noise control, rut

and shoving resistance and drainage. In addition, it serves to prevent the entrance of

excessive quantities of surface water into the underlying base, sub-base and sub-grade. It is

divided into two layers:

1. Wearing Course. This is the layer in direct contact with traffic loads. It is meant to take the brunt of traffic wear and can be removed and replaced as it becomes worn.

2. Intermediate/Binder Course. This layer provides the bulk of the HMA structure. Its chief purpose is to distribute load.

In order to take maximum advantage of this property, material layers are usually arranged in

order of descending load bearing capacity with the highest load bearing capacity material

(and most expensive) on the top and the lowest load bearing capacity material (and least

expensive) on the bottom.



Design of a Pavement:

A Flexible Pavement of 330 meters patch is being designed in accordance with the charts in

IRC 37-2001. With reference to the Geotechnical tests and traffic survey performed, the

important parameters and their values are determined, & on that basis, the design of the

pavement is done

Though, the available width is taken as 12 meters, in which the carriageway width is taken as 2.5 meters and shoulders on the either side of the road as 1.00 meters, and also the provision of the side drains is made as well.

The design curves relate pavement thickness to the cumulative number of

standard axles to be carried over the design life for different sub-grade CBR values ranging

from 7 % to 10%. The design charts will give the total thickness of the pavement for the

above inputs. The total thickness consists of granular sub-base, granular base and bituminous

surfacing.

Fig 4



Design data

1.) According to the test results, the C.B.R. value of the sub-grade soil is found to be 7.92%.

2.) Traffic Vehicle per Day, as per survey done for 3 days is found to be 350 CVPD. 3.) Traffic growth rate, to be taken as 6%, for rural roads.

4.) Vehicle Damage Factor, for plain terrain = 3.5

5.) Design Life = 10 Years.

6.) Distribution Factor = 0.75 (as explained in Para 3.3.5) 7.) Single Lane Road.

Now, the design traffic is considered by the following

formula: N = 365 x [ (1+r)n – 1] x A x D x F/rWhere,

N = Cumulative number of Standard axles to be catered in the design in terms of use. A = Initial traffic in the year of completion of construction in terms of the number of commercial vehicles per day.

D = Lane distribution factor F = Vehicle damage factor N = Design life in years

R = Annual growth rate of commercial vehicles

Calculations:

N = 365 x [ (1+r)n – 1] x A x D x F/r

So, N = 365 x [ ( 1+ 0.06)10 – 1] x 350 x 0 .75 x 3.5 / (0.06)

N = 4420097

N = 4.42 msa (Million Standard Axle)



Graph no 4



b) Pavement thickness:

A). Total pavement thickness for CBR % and traffic 4.42 msa from IRC: 37 2001 chart1 = 475mm.B). Pavement composition can be obtained from Pavement Design Catalogue (IRC: 37 2001).

Fig-5



6.1 Extra Widening of road:-

On two lanes or wider roads, it is necessary that both the above components should be fully

catered for so that the lateral clearance between vehicles on curves is maintained equal to

the clearance available on straight. Position of single lane road however is somewhat

different, since during crossing man oeuvres outer wheels of vehicles have In any case to

use the shoulders whether on the straight or on the curve

Table-8

So providing 1.5m extra width for two lane as per the table 12 of IRC.



6.2Planning and Basic Design Consideration

i) Road Design BriefTable 9

Sl. Location Issue Design Solution

1 Ch. 0 m. Road start from a Junction from main The junction needs to be developed

road properly for safe turning of moving

vehicle and provision is made

accordingly.

2 Ch. 0 to Permanent College building on one side Provision of the road as designed for

230m. of road. flexible pavement And simple curve.

3 Ch.230 End point is the canteen Provision of extra Widening of the

to 330m Pavement.

ii) Transect Walk SummaryTable 10

Ch Existing Additional Land Type of Loss Village Remarks/Suggestions

Land Required

Width* LHS RHS LHS RHS

0-330 9-13 Nil Nil Nil Nil Reham Sufficient width

apur available



iii) Adopted Geometric Design Standards

i) General

The geometric design standards for proposed road conform to PMGSY (ADB) guidelines and the guidelines as stated in IRC-SP 20 & IRC 37-2001. Recommended design standards vis-a-vis the standards followed for this road are described below.

ii) Terrain

Proposed road is passing through plain terrain for which following criteria will be followed:

Terrain Cross slope of the country

classification

Plain 0-10% More than 1 in 10

iii) Design Speed

The design speed is taken as given below:

Table 11Road Plain terrain Rolling terrain Mountainous Steep terrain

classification terrain

Ruling Min. Ruling Min. Ruling Min. Ruling Min.

Rural Roads 50 40 - - - - - -

(ODR and

VR)

iv) Right of Way (ROW)

The requirement of ROW for this road is as follows (as specified in IRC-SP 20:2002): Right of Way (ROW)



Table 12

Plain and Rolling Terrain Mountainous and Steep Terrain

Road(ROW in m) (ROW in m)

classification Open Area Built-up Area Open Area Built-up Area

NormRange

NormRange

NormRange

NormRange

al al al al

Rural roads12 12-18 12 12-18 - - - -

(ODR and VR)

v) Roadway Width

Roadway width for the proposed road is given below :

Terrain Classification Roadway Width (m)

Plain and Rolling 7.0

vi) Carriageway Width

The width of carriageway for this project road is 2.5m.

vii) Shoulders

It is proposed to have 1 m wide hard shoulder on both sides.

Viii) Roadway width at cross-drainage structures

No Cross drainage structure.

ix) Sight Distance

The sight distance values for this road adopted as per IRC recommendations are presented below

:



Table 13

Design Speed (km/hr)Safe Stopping Sight Distance

(m)

20 20

30 30

40 45

50 60

x) Camber & Super elevation

A camber of 2.5% will be provided along the carriageway and 4.5% will be provided along the earthen shoulder for flexible pavement.

xi) Vertical Alignment

In general practices to follow as closely as possible, the natural terrain profile, desirably, there should be no change within the distance of 150m.

xii) Vertical Curves

Vertical Curves are introduced for smooth transition at grade changes. Both summit curves and valley curves to be designed as parabola.

Vertical curves are not provided in this project road as per requirement.

xiii) Side slope

The cross slope for bituminous paved carriageway (2.5 m wide) and earthen shoulder (1.00 m wide) will be as follows (annual average rainfall > 800mm) for this road.

Bituminous Pavement – 2.5%



Earthen Shoulder – 4.5%

Side Slope (Fill) – 2:1

Side Slope (Cut) – ¼ or ½ : 1

Condition Slope (H:V)

Embankment in silty/sandy/gravel soil 2:1

xvi) Design of Junctions

The proposed alignment is not intersecting any cross roads and there is only one

Junction at starting of road

Table 14 – List intersections, type and proposed modifications

S. Type of LocationExisting condition Modification

No. intersection (Km)

1 T - Junction 0.20 Existing earthen road Extra widening at junction to

Diverging to college. provide safe turning facility of

Vehicles.

6.3 Pavement Designa) General

Considering the sub grade strength, projected traffic and the design life, The flexible pavement design for low volume PMGSY roads has been carried out as per guidelines of IRC: 37-2001

b) Pavement Design Approach

i) Design Life

A design life of 10 years will be considered for the purpose of pavement design of



Flexible pavements.

ii) Design Traffic

The commercial vehicle per day (CVPD) is presented in design.

iii) Determination of pavement thickness from the graph:

Thickness of pavement is determined by first calculating the traffic in terms of MSA and also the CBR of the soil. Taking reference to both the quantities the pavement thickness and its composition is determined accordingly.

iv) Pavement composition Flexible Pavement

The designed pavement thickness and composition will be calculated by referring Figure 4 (Pavement design catalog) of IRC: 37 – 2001.The pavement layers provided are given below:

Table-15Top Layer Premix Carpet with Type B Seal Coat mm

Base Layer WBM Grading III mm

Base Layer WBM Grading II

Sub – Base Layer Granular Sub-base mm

Total thickness mm

Top layer of WBM will be treated with bituminous surface. The details of pavement design are given above

v) Embankment Design: As such there is no any place where embankment is .00 m high,

Hence design of embankment is not carried out.

Design of Flexible Pavement of SDITS Campus6.4 Land Requirement

i) General

The existing road is an old track. Thus the project road is not a new connectivity road. The existing Right of Way (ROW) is varying from 9 m to 14 m. hence no land acquisition is required.

ii) Proposed ROW

The width of carriageway has been considered as 2.5 m in accordance with the IRC-SP 20: 2002. The total roadway width is limited to 7.0 m with 1.00 m hard shoulder on either side of carriage way. The ROW generally varies from 9 m – 13 m



6.5 Estimation

An estimate is a calculation of the quantities of various items of work, and the expenses

likely to be incurred there on. The total of these probable expenses to be incurred on the work

is known as estimated cost of the work. The estimated cost of a work is a close

approximation of its actual cost.

Cost Estimate in our project:

Cost Estimate of project has been arrived on the following basis

Estimation of item wise quantities

Analysis of Rates

6.5 Estimation of Quantities:

All the relevant road and structure work Items will be identified as per survey, design and drawings. Following major item of works considered are given below:

Site clearance, dismantling and earthwork

Pavement works (GSB, WBM, Bituminous layers)

Drainage and protective works

Road safety and furniture

Maintenance works

a) Abstract of Cost:

Unit rates will be derived by using the “Schedule of Rates for Road Works, Culvert works and Carriage etc. MPRRDA”.

The volume of earthwork, its quantity and the detailed estimate of the project is enclosed in the report. Following are the details of the estimate:

b) Analysis of Rates



i) General

Rates for various items of works of the project have been derived from the “Schedule of Rates w.e.f. 01.05.2012 for Road works, Culvert works & Carriage etc.

MPRRDA”.

ii) Basic Rate of Material

The rates, given in the SOR inclusive of basic rate, lead and all other necessary operations required to execute the item, has been taken.

6.6 Cost Estimate

i) General

Cost Estimate of project has been arrived on the following basis

Selection of Items of work

Estimation of item wise quantities

Analysis of Rates

ii) Estimation of Quantities

All the relevant road and structure work Items will be identified as per survey, design and drawings. Following major item of works considered are given below:

Site clearance, dismantling and earthwork

Pavement works (GSB, WBM, Bituminous layers)

Drainage and protective works

Utility relocation

Road safety and furniture

Maintenance works

Quantity of earthwork will be derived from the proposed cross section drawings. The

details are provided chainage wise .The Useful soil obtained from roadway

excavation shall be used for construction of embankment and shall be paid as per

relevant item given in SOR.



iii) Abstract of Cost

Unit rates will be derived by using the “Schedule of Rates for Road Works, Culvert works and Carriage etc. MPRRDA”.

iv)Maintenance

Cost of Annual Maintenance for five years after completion of project will be estimated as per the PMGSY Guidelines. Different activities of ordinary repairs are done as and when. Total Cost of 5 year Routine Maintenance Works is given below:-

Table 18 Estimation of Quantities

CHAINAGE DEPTH MEAN AREA AREA OF TOTAL CHAIN QTYS.NO (M) (d) DEPTH(dm) OF RECTANGLE AREA LENGTH (M³)

(M) (M) SIDE (bdm) (bdm+ sd²) (M)SLOPE (M²) (M²)(sdm²)(M)

01 10 0.802 -------- ------- ------------- --------- ---------- ---------

02 20 0.81 0.806 1.299 5.64 7.25 10 72.503 30 0.87 0.84 1.41 5.88 7.29 10 72.904 40 1.01 0.94 1.76 6.58 8.34 10 83.405 50 1.07 1.04 2.16 7.28 9.44 10 94.406 60 1.17 1.12 2.50 7.84 10.34 10 103.407 70 1.25 1.21 2.92 8.47 11.39 10 113.908 80 1.39 1.32 3.48 9.24 12.72 10 127.209 90 1.38 1.385 3.83 9.69 13.52 10 135.210 100 1.59 1.485 4.20 10.36 14.56 10 145.611 110 1.76 1.675 5.61 11.72 17.33 10 173.312 120 1.86 1.81 6.55 12.67 19.22 10 192.213 130 2.03 1.945 7.56 13.61 21.17 10 211.714 140 2.16 2.095 8.77 14.66 23.43 10 234.315 150 2.35 2.255 9.90 15.75 25.65 10 256.516 160 2.56 2.455 12.05 17.15 29.2 10 29217 170 2.79 2.675 14.31 18.69 33.00 10 33018 180 2.89 2.84 16.13 19.88 36.01 10 360.119 190 2.965 2.927 17.13 20.48 37.61 10 376.120 200 3.01 2.987 17.84 20.90 38.74 10 387.421 210 3.085 3.075 18.91 21.52 40.43 10 404.322 220 3.19 3.137 19.68 21.95 41.63 10 416.323 230 3.22 3.205 20.54 22.43 42.97 10 429.7



24 240 3.16 3.19 20.35 22.33 42.68 10 426.825 250 3.08 3.12 19.46 21.84 41.30 10 413.026 260 2.99 3.035 18.42 21.24 39.66 10 396.627 270 2.86 2.92 17.05 20.44 37.49 10 374.928 280 2.95 2.90 16.82 20.30 37.12 10 371.229 290 2.93 2.94 17.28 20.58 37.86 10 378.630 300 2.89 2.91 16.93 20.37 37.30 10 373.031 310 2.82 2.85 16.25 19.95 36.2 10 362.032 320 2.98 2.9 16.82 20.3 37.12 10 371.233 330 2.76 2.87 16.47 20.09 36.56 10 365.6

Total- 8845.3

Table 19 Estimation of Road Cost:-

S.No Particulars L B H Qty Unit Rate Amount Remark(m) (m) (m) (Rs) (Rs)

01 Subgrade 330 7 0.15 346.5 cum 463 160429.5 AlreadyLime Stabilization for CreatedImproving Subgrade(Laying and spreadingavailable soil in theSub grade on a preparedsurface, pulverising, mixingthe spread soil in place withrotator with 3 % slakedlime having minimumcontent of 70% of CaO,grading with motor graderand compacting with theroad roller at OMC to thedesired density to form alayer of improved subgrade)

02 Granular Sub-Base with 330 7 0.25 577.5 cum 605 34938.5 AlreadyCoarse Graded Material ( CreatedTable:- 400- 2)(Construction of granularsub-base by providingcoarse graded material,spreading in uniform layerswith motor grader onprepared surface, mixing bymix in place method withrotavator at OMC, andcompacting with vibratoryroller to achieve the desireddensity, complete as perclause 401)

03 Base coarse 330 5 0.05 82.5 cum 5282.0 435765 ProposedBituminous Macadam 0 0(Providing and layingbituminous macadam using



crushed aggregates ofspecified grading premixedwith bituminous binder,transported to site, laid overa previously preparedsurface with paver finisher tothe required grade, level andalignment and rolled as perclauses 501.6 and 501.7 toachieve the desiredcompaction)for Grading I(40 mmnominal size )bitumencontent 3.4%

04 Surface coarse 330 05 .025 41.25 cum 5291.0 218253.7 ProposedBituminous Macadam 0 5(Providing and layingbituminous macadam usingcrushed aggregates ofspecified grading premixedwith bituminous binder,transported to site, laid overa previously preparedsurface with paver finisher tothe required grade, level andalignment and rolled as perclauses 501.6 and 501.7 toachieve the desiredcompaction) forgrading(19 mm nominalsize)bitumen content 3.5%

Total Cost Rs 849386.75Deduction Rs -195368Cost of Road Construction = Rs 654018.75

6.7 Construction Program

i) General

Construction program is based for a total working period of 5 months. Generally,

working period of about 8 months are required for construction of PMGSY roads.

However, works will not be affected for the monsoon during the month December-

April/May. It is anticipated that some activity like collection of materials will

continue in winter period.



ii) Realistic duration

Details of construction program are shown in the bar chart in the next page.

Progress achieved in % of total volume of each item will be shown at the end of each 2week against program. The bar chart will serve as a useful tool for monitoring of the project.

Chart 1

Bar Chart/ Network showing the different construction activities in terms of 2 weeks.

ACTIVITIES 2w 2w 2w 2w 2w 2w 2w 2w 2w 2w 2w 2w

Mobilization

Earth Work

CD Structure/

Protection Work

Sub- Base

WBM-II

WBM-III

PMC & S.C.

Road Safety

Sign & furniture

Note- In the above Bar Chart, 2W refers to a period of two weeks.

So, the completion of project takes 24 weeks.



CHAPTER-5CONCLUSION

The main observations and conclusions drawn are summarized below:

It can be concluded that there is a need of a connecting Road which connects the Main Road to the SDITS Campus for our Convenience. By Providing the Flexible Pavement the Prosperity of our institute has been increased.

Our project naming “DESIGN OF FLEXIBLE PAVEMENT OF SDITS CAMPUS” consists

of total length of 330m from Khandwa-Indore to college canteen via campus. It took about

1.5 months to complete the project including surveying, soil testing, estimation etc. The final

cost for the road construction will be about Rs 654018.75.

The road will have less maintenance as proper design consideration have been adopted by efficient practical performance.



CHAPTER-6REFRENCES

1. IRC 37:2001 - Guidelines for the Design of Flexible

2. IS: 20:2007 Codes for the rural roads & standard designing of a pavement. 3. Khanna & Justo, Highway Engineering Provisions & general data obtained for soil tests, designing of flexible pavement & traffic survey study. 4. B.N Dutta, Cost Estimation, Estimation procedures & format obtained by this book. 5. K R Arora, Soil Mechanics & Foundation Engineering Soil tests & their details are obtained. 6. B.C Punmia, Soil Mechanics, Soil tests & their applications are preferred from this book.

7. www.wikipedia.org

8. www.civil.org

9. www.civilworks.org

10. www.nptel.co.in
